Fiat 500 2007 2014 Workshop Manual

2012 Fiat 500
2012 GENERAL INFORMATION Circuit Testing Procedures - Non-DTC-Based Diagnostics - Fiat 500
2012 GENERAL INFORMATION
Circuit Testing Procedures - Non-DTC-Based Diagnostics - Fiat 500
WARNING
WARNING
WARNINGS provide information to prevent personal injury and vehicle damage. Below is a list of general
warnings that should be followed any time a vehicle is being serviced.
WARNING: Always wear safety glasses for eye protection.
WARNING: Use safety stands anytime a procedure requires being under a vehicle.
WARNING: Be sure that the ignition switch always is in the off position, unless the
procedure requires it to be on.
WARNING: Set the parking brake when working on any vehicle. An automatic
transmission should be in park. A manual transmission should be in
neutral.
WARNING: Operate the engine only in a well-ventilated area.
WARNING: Keep away from moving parts when the engine is running, especially the
fan and belts.
WARNING: To prevent serious burns, avoid contact with hot parts such as the
radiator, exhaust manifold(s), tail pipe, catalytic converter and muffler.
WARNING: Do not allow flame or sparks near the battery. Gases are always present
in and around the battery.
WARNING: Always remove rings, watches, loose hanging jewelry and avoid loose
clothing.
DESCRIPTION
CIRCUIT FUNCTIONS
All circuits in the diagrams use an alpha/numeric code to identify the wire and its function. To identify which
circuit code applies to a system, refer to the Circuit Identification Code Chart. This chart shows the main
circuits only and does not show the secondary codes that may apply to some models.
CIRCUIT IDENTIFICATION CODE CHART

CIRCUIT FUNCTION
A BATTERY FEED
B BRAKE CONTROLS
C CLIMATE CONTROLS
D DIAGNOSTIC CIRCUITS
E DIMMING ILLUMINATION CIRCUITS
F FUSED CIRCUITS
G MONITORING CIRCUITS (GAUGES)
H MULTIPLE
I NOT USED
J OPEN
K POWERTRAIN CONTROL MODULE
L EXTERIOR LIGHTING
M INTERIOR LIGHTING
N MULTIPLE
O NOT USED
P POWER OPTION (BATTERY FEED)
Q POWER OPTIONS (IGNITION FEED)
R PASSIVE RESTRAINT
S SUSPENSION/STEERING
T TRANSMISSION/TRANSAXLE/ TRANSFER CASE
U OPEN
V SPEED CONTROL, WIPER/WASHER
W WIPERS
X AUDIO SYSTEMS
Y TEMPORARY
Z GROUNDS
CIRCUIT INFORMATION
Each wire shown in the diagrams contains a code which identifies the main circuit, a specific part of the main
circuit, gage of wire, and color. An example would be A 2 18 LB/YL . This is a Battery Feed circuit, level two,
eighteen gauge, light blue with a yellow tracer.
WIRE COLOR CODE CHART

COLOR CODE COLOR
BL BLUE
BK BLACK
BR BROWN
DB DARK BLUE
DG DARK GREEN
GY GRAY
LB LIGHT BLUE
LG LIGHT GREEN
OR ORANGE
PK PINK
RD RED
TN TAN
VT VIOLET
WT WHITE
YL YELLOW
* WITH TRACER
DIAGNOSIS AND TESTING

DIAGNOSIS AND TESTING - WIRING HARNESS TESTING
TROUBLESHOOTING TOOLS
When diagnosing a problem in an electrical circuit there are several common tools necessary. These tools are
listed and explained below.
 Jumper Wire - This is a test wire used to connect two points of a circuit. It can be used to bypass an open
in a circuit.
WARNING: Never use a jumper wire across a load, such as a motor, connected
between a battery feed and ground.
 Voltmeter - Used to check for voltage on a circuit. Always connect the black lead to a known good
ground and the red lead to the positive side of the circuit.
CAUTION: Most of the electrical components used in today's vehicles are Solid State.
When checking voltages in these circuits, use a meter with a 10 - megohm
or greater impedance rating.
 Ohmmeter - Used to check the resistance between two points of a circuit. Low or no resistance in a circuit
means good continuity.
CAUTION: Most of the electrical components used in today's vehicles are Solid State.
When checking resistance in these circuits use a meter with a 10 -

megohm or greater impedance rating. In addition, make sure the power is
disconnected from the circuit. Circuits that are powered up by the
vehicle's electrical system can cause damage to the equipment and
provide false readings.
Fig. 1: Special Tool & Probing End

Courtesy of CHRYSLER GROUP, LLC
1 - SPECIAL TOOL 6801

2 - PROBING END
 Probing Tools - These tools are used for probing terminals in connectors. Select the proper size tool from
Special Tool Package (special tool #6807, Terminal Tools), and insert the probing end (2) into the
terminal being tested. Use the other end of the tool (1) to insert the meter probe.
INTERMITTENT AND POOR CONNECTIONS
Most intermittent electrical problems are caused by faulty electrical connections or wiring. It is also possible for
a sticking component or relay to cause a problem. Before condemning a component or wiring assembly, check
the following items.
 Connectors are fully seated
 Spread terminals, or terminal push out
 Terminals in the wiring assembly are fully seated into the connector/component and locked into position
 Dirt or corrosion on the terminals. Any amount of corrosion or dirt could cause an intermittent problem
 Damaged connector/component casing exposing the item to dirt or moisture
 Wire insulation that has rubbed through causing a short to ground
 Some or all of the wiring strands broken inside of the insulation
 Wiring broken inside of the insulation

TROUBLESHOOTING WIRING PROBLEMS
When troubleshooting wiring problems there are six steps which can aid in the procedure. The steps are listed
and explained below. Always check for non-factory items added to the vehicle before doing any diagnosis. If
the vehicle is equipped with these items, disconnect them to verify these add-on items are not the cause of the
problem.
1. Verify the problem.

2. Verify any related symptoms. Do this by performing operational checks on components that are in the
same circuit. Refer to the appropriate wiring diagrams.
3. Analyze the symptoms. Use the wiring diagrams to determine what the circuit is doing, where the
problem most likely is occurring and where the diagnosis will continue.
4. Isolate the problem area.
5. Repair the problem area.
6. Verify the proper operation. For this step, check for proper operation of all items on the repaired circuit.
Refer to the appropriate wiring diagrams.
STANDARD PROCEDURE
CHECK A BATTERY OR IGNITION VOLTAGE CIRCUIT WITH A 12-VOLT TEST LIGHT
DIAGNOSTIC TEST
Fig. 2: Using Test Light To Check Battery Or Ignition Voltage

1.
1. Turn the ignition off.
2. Disconnect the wire harness connector of the component that is receiving the voltage.
NOTE: Check connectors - Clean/repair as necessary.

3. At this time, leave all in-line connectors connected.
NOTE: Before inspecting any circuits, first test the 12-volt test light. Connect
the 12-volt test light to battery ground or to any other known good
ground. Touch the lead of the test light to Battery +. If the test light is
good, it should illuminate brightly.
4. Connect the 12-volt test light to a known good ground.

5. Use the test light lead to carefully probe the Battery or Ignition Voltage circuit in the harness
connector.
6. First check with the ignition off, next check with the ignition on, and lastly check while cranking
the engine.
Does the test light illuminate brightly?
Yes
 The circuit is not open at this time or the condition that originally caused the open may not be
present at this time. Continue to monitor the test light and wiggle the wire harness and
connectors to check for an intermittent open or excessive resistance condition.
 Use the wiring application as a guide to trace the circuits and look for any in-line connectors
where the open could occur intermittently.
 Look for any chafed, pierced, pinched, or partially broken wires.
 Look for broken, bent, pushed out or corroded terminals. Verify that there is good pin to
terminal contact in the related wire harness connectors.
 Perform any Technical Service Bulletins (TSBs) that may apply.
No
 Repair the open in the circuit. Use the wiring application as a guide to trace the circuit and
look for any in-line connectors where the short could occur.
 One way to help isolate the open is to disconnect any in-line connectors and measure the
resistance from one side of the in-line connector to the matching component harness
connector. If the open goes away, the open is on the other side of the in-line connector.
 If this is a fused circuit, make sure to inspect the fuse. If the fuse is open, check the circuit for
a short to ground before installing a new fuse. The circuit may have a short to ground causing
the fuse to open. This short to ground could be in the wire harness or in one of the
components the circuit is supplying voltage to.
CHECK A CIRCUIT FOR A SHORT TO GROUND
DIAGNOSTIC TEST
Fig. 3: Measuring Resistance Between Ground And ECT Sensor Signal Circuit In Sensor Harness
Connector
1.
2. Disconnect the wire harness connectors of the components that contain the circuit suspected as
being shorted to ground.
NOTE: Before checking the circuit for a short to ground, first measure the
resistance between the two leads of the multimeter. Take this value
and subtract it from the value recorded when measuring the
resistance between ground and the circuit being checked. The leads
of the meter can add up to or over 0.5 of an Ohm of resistance.
3. With the component wire harness connectors disconnected, use a meter set to measure Ohms
(ohms), and measure the resistance between the circuit and a known good ground.
4. Use the negative lead of the meter and touch a known good ground.
5. Use the positive lead of the meter and carefully probe the circuit suspected as having the short.
Is the resistance to ground below 10k Ohms ?
Yes
 Repair the short to ground. Use the wiring application as a guide to follow the path of the
circuit.
 One way to help isolate the short is to disconnect any in-line connectors that the circuit being
tested runs through and measure for the short again. If the short goes away, the short is on the
other side of the in-line connector.
No
 The circuit is not shorted to ground or the condition that originally caused the short may not
be present at this time. Continue to measure the resistance, wiggle the wire harness and
connectors while checking for an intermittent short.
where the short could occur intermittently.
CHECK A CIRCUIT FOR VOLTAGE
THEORY OF OPERATION
Fig. 4: Testing For Voltage Potential

The purpose for the following procedure is to show different methods of checking the voltage of a circuit. When
diagnosing a DTCs it might be necessary to verify that proper voltage is on a circuit or that a circuit is not
shorted high. Below are four examples of checking the voltage in a circuit.
Test Procedures
CHECKING FOR VOLTAGE ON A CIRCUIT. Refer to1.
CHECKING FOR A SHORT TO BATTERY VOLTAGE USING A MULTIMETER. Refer to2.
CHECKING FOR A SHORT TO IGNITION VOLTAGE USING A MULTIMETER. Refer to3.
CHECKING FOR A SHORT TO VOLTAGE USING A 12-VOLT TEST LIGHT. Refer to4.
DIAGNOSTIC TEST
1. CHECKING FOR VOLTAGE

Fig. 5: Measuring Voltage On ECT Sensor Signal Circuit Harness Connector

NOTE: The connector displayed in the graphics are only an example.

2. Disconnect the wire harness connector of the component that is being tested.
3. At this time leave all in-line connectors connected.

4. Use a multimeter set to measure DC voltage.
5. Connect the ground lead of the meter to a known good ground circuit.
6. Use the positive lead of the multimeter and probe the circuit you are checking for voltage.
7. Ignition on, engine not running.
Is the voltage within specifications for this circuit?
Yes
 The circuit is functioning properly or the condition that originally caused the open or short
may not be present at this time. Continue to measure the voltage and wiggle the wire harness
and connectors while checking for an intermittent open or short.
 Perform any Technical Service Bulletins that may apply.
No
Repair the open or short to ground in the circuit. Use the wiring application as a guide to

trace the circuits and look for any in-line connectors where the short could occur.
 One way to help isolate the open or short is to disconnect any in-line connectors that the
circuit being checked runs through and check for the voltage again. If the voltage is present,
the open or short is on the other side of the in-line connector.
2. CHECKING FOR A SHORT TO BATTERY VOLTAGE USING A MULTIMETER
Fig. 6: Checking For Short To Battery Voltage Using Multimeter


2. Disconnect the wire harness connectors of the components that contain the circuit that is suspected
as having a short.

4. With all the component wire harness connectors disconnected, use a multimeter set to measure DC
voltage.
6. Use the positive lead of the multimeter and probe the circuit you suspect has a short.
Is there any voltage present?
Yes
 Repair the short to battery voltage. Use the wiring application as a guide to trace the circuits
and look for any in-line connectors where the short could occur.
checked runs through and measure for the short again. If the short goes away, the short is on
the other side of the in-line connector.
No
 The circuit is not shorted to voltage or the condition that originally caused the short may not
be present at this time. Continue to measure the voltage and wiggle the wire harness to check
for an intermittent short.
NOTE: By disconnecting the wire harness connectors you may have

eliminated the source of the voltage causing the short. Use the
wiring application as a guide, check to see if there are any
battery circuits in the same wire harness as the circuit you are
testing. It is necessary to check for a short to those circuits
using an Ohm meter and perform the Check for a Short Between
Multiple Circuits diagnostic procedure. Refer to CHECK FOR A
SHORT BETWEEN MULTIPLE CIRCUITS.
Use the wiring application as a guide to trace the circuits and look for any in-line connectors

3. CHECKING FOR A SHORT TO IGNITION VOLTAGE OR TO CHECK FOR VOLTAGE ON A

CIRCUIT USING A MULTIMETER
Fig. 7: Measuring Voltage On ECT Sensor Signal Circuit Harness Connector


2. Disconnect the wire harness connectors of all components that contain the circuits that are
suspected as being shorted.
4. With all the component wire harness connectors disconnected, use a multimeter set to measure DC
voltage.
6. Use the positive lead of the multimeter and probe the circuit you suspect has a short.
Is any voltage present?

Yes
 Repair the short to ignition voltage. Use the wiring application as a guide to trace the circuits
and look for any in-line connectors where the short could occur.
checked runs through and check for the short again. If the short goes away, the short is on the
No
be present at this time. Continue to measure the voltage and wiggle the wire harness to check
for an intermittent short.

Use the wiring application as a guide to trace the circuits and look for any in-line connectors

4. CHECKING FOR A SHORT TO VOLTAGE USING A 12-VOLT TEST LIGHT

Fig. 8: Using Test Light To Check Battery Or Ignition Voltage


2. Disconnect the wire harness connectors of all components that contain the circuits that are
suspected as being shorted.

4. Connect the 12-volt test light to a known good ground circuit.

5. Use the lead of the test light and carefully probe the circuit you suspect has a short.
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.
6. First, check with the ignition off, next with the ignition on, and lastly while cranking the engine.
Yes
 Repair the short to voltage. Use the wiring application as a guide to trace the circuits and
look for any in-line connectors where the short could occur.
checked runs through and check for the short again. If the short goes away, the short is on the
No
be present at this time. Continue to measure the resistance and wiggle the wire harness to
check for an intermittent short.

terminal contact in the related component and wire harness connectors.
CHECK A GROUND CIRCUIT FOR AN OPEN USING A 12-VOLT TEST LIGHT
DIAGNOSTIC TEST
Fig. 9: Using 12 Volt Test Light Connected To 12 Volts To Check Ground Circuit In Stop Lamp
Switch Harness Connector
1.
2. Disconnect the wire harness connectors of the components that contain the ground circuit suspected
as containing excessive resistance.
4. With all the component wire harness connectors disconnected, connect the 12-volt test light to
Battery +.
5. Use the test light lead to lightly probe the ground circuit in the harness connector.
Yes
 The suspected ground circuit is not open or the condition that originally caused the open or
excessive resistance is not present at this time. Another way to check for an open would be to
use an Ohm meter and measure the resistance of the ground circuit. While continuing to
measure the resistance of the circuit, wiggle the wire harness and connectors to check for an
intermittent open or poor connection.
No
 Repair the open in the circuit between the two wire harness connectors. Use the wiring
application as a guide to trace the circuit and look for any in-line connectors where the short
could occur.
connector. If the open goes away, the open is on the other side of the in-line connector.
CHECK FOR A SHORT BETWEEN MULTIPLE CIRCUITS
DIAGNOSTIC TEST
Fig. 10: Measuring Resistance Between TP Signal Circuit And TP Sensor Ground Circuit At
Throttle Body Harness Connector
1.
2. Disconnect the wire harness connectors of the components that contain the circuits that are
suspected as being shorted together.
NOTE: Before you measure the resistance between any circuits, first
measure the resistance between the two leads of the multimeter.
Take this value and subtract it from the value recorded after
measuring the resistance between the circuits. The leads of the meter
can add up to or over 0.5 of an Ohm of resistance.
4. With all the component wire harness connectors disconnected, use a multimeter set to Ohms
(ohms), and measure the resistance between the applicable circuits in one of the harness connectors.
5. Use one lead of the multimeter and carefully probe the circuit suspected as being shorted.
6. Use the other lead of the meter and one at a time, carefully probe the other circuits in the harness
connector.
Is the resistance below 10k Ohms when probing any two circuits?
Yes
 Repair the short between the circuits. Use the wiring application as a guide to trace the
circuits and look for any in-line connectors where the short could occur.
tested runs through and measure for the short again. If the short goes away, the short is on the
No
 The circuit is not shorted or the condition that originally caused the short may not be present
at this time. Continue to measure the resistance and wiggle the wire harness and connectors
while checking for an intermittent short.
CHECK FOR AN EXCESSIVE CURRENT DRAW
DIAGNOSTIC TEST
1.
2. Disconnect the Negative Battery cable (ground).
3. Using a multimeter, set the multimeter leads up to properly measure Amperage.
4. Connect the ground lead that is plugged into the COM port of the multimeter to the Negative
Battery cable.
5. Connect the other lead of the multimeter that is plugged into the Amp port of the multimeter to the
negative battery post/terminal.
CAUTION: Do not crank the engine or turn on any accessories that may
draw more than 10 Amps. You may open the protective fuse in
the multimeter.
NOTE: To get a more accurate reading and current draw, wait 20 minutes to
make sure all modules have powered down before continuing. Some
modules may stay powered up longer than others.
6. While monitoring the amperage reading, remove a fuse and see if the amperage drops.
7. If the amperage does not drop, install that fuse you just removed and remove the next fuse.
Does the amperage drop to between 0.02 to 0.04 of an Amp when removing any fuses.
Yes
 Use the wiring application as a guide to find out what components or modules are powered
by the fuse. At this point you can install the fuse and begin disconnecting the components
powered by the fuse. When the amperage drops after disconnecting a component you will
know which component is at fault. It is important to know how long some modules are
supposed to remain awake. You don't want to replace a component that is operating
normally.
No
 The condition that originally caused the draw may not be present at this time.
 Look for broken, bent, pushed out or corroded ground terminals.
CHECK THE RESISTANCE IN A CIRCUIT USING AN OHM METER
DIAGNOSTIC TEST
Fig. 11: Measuring Resistance Of Sensor Ground Circuit From AAT Sensor Harness Connector To
TIPM Harness Connector
NOTE: This is not the best way of checking for an open ground circuit. When
checking for an open in a ground circuit, perform the Check a Ground
Circuit for an Open Using a 12-Volt Test Light diagnostic procedure.
1.
2. Disconnect the wire harness connectors of the components that contain the circuit suspected as
being open.
NOTE: Before measuring the resistance of any circuit, first measure the
resistance between the two leads of the multimeter. Take this value
and subtract it from the value recorded when measuring the
resistance of the circuit being checked. The leads of the meter can
add up to or over 0.5 of an Ohm of resistance.
4. With the component wire harness connectors disconnected, use a multimeter set to Ohms (ohms),
and measure the resistance of the circuit.
5. Use one lead of the meter and probe the circuit in one harness connector.
6. Use the other lead of the meter and probe the same circuit in the other harness connector.
Is the resistance in the circuit below 20k Ohms?
Yes
 Repair the excessive resistance in the circuit between the two wire harness connectors. Using
the wiring application as a guide, trace the circuit and check for any in-line connectors where
the open or excessive resistance could occur.
connector. If the open or excessive resistance is not present, the open or excessive resistance
is on the other side of the in-line connector
No
 The circuit does not contain any excessive resistance or the condition that originally caused
the excessive resistance may not be present at this time. Continue to measure the resistance
of the circuit, wiggle the wire harness and connectors to check for an intermittent open or
poor connection.
CHECK THE VOLTAGE ON A 5-VOLT SUPPLY CIRCUIT

DIAGNOSTIC TEST
1. MEASURE THE VOLTAGE BETWEEN THE 5-VOLT SUPPLY CIRCUIT AND GROUND
Fig. 12: F855 Volt CKP


2. Disconnect the sensor harness connector.
3. Turn the ignition on.

4. Use a multimeter set to measure DC voltage.
5. Connect the negative lead of the meter to a known good ground.
6. With the positive lead of the meter, carefully probe the 5-volt supply circuit.
Is the voltage between 4.7 and 5.2 volts?
Yes
 Go To 2.
No
Check the 5-volt supply circuit for an open or short to ground. Perform the appropriate

Sensor Reference Voltage DTC diagnostic procedure for assistance, if one exists.
2. MEASURE THE VOLTAGE BETWEEN THE 5-VOLT SUPPLY AND SENSOR GROUND
CIRCUIT
Fig. 13: F855 Vlt Check To K900 AT CKP

1. The multimeter is still set to measure DC voltage.

2. Move the negative lead of the meter to carefully probe the sensor ground or sensor return circuit in
the harness connector.
3. With the positive lead of the meter, carefully probe the 5-volt supply circuit.
Is the voltage between 4.8 and 5.2 volts?
Yes
 At this time the 5-volt supply and sensor ground circuit are working properly. Continue to
measure the voltage between the wires, wiggle the wire harness and connectors while
checking for an intermittent condition.
No
 Repair the open or excessive resistance in the Sensor Ground (Sensor Return) circuit.
ELECTROSTATIC DISCHARGE (ESD) SENSITIVE DEVICES
Fig. 14: Electrostatic Discharge Symbol

All ESD sensitive components are solid state and a symbol is used to indicate this. When handling any
component with this symbol, comply with the following procedures to reduce the possibility of electrostatic
charge build up on the body and inadvertent discharge into the component. If it is not known whether the part is
ESD sensitive, assume that it is.
1. Always touch a known good ground before handling the part. This should be repeated while handling the
part and more frequently after sliding across a seat, sitting down from a standing position, or walking a
distance.
2. Avoid touching electrical terminals of the part, unless instructed to do so by a written procedure.
3. When using a voltmeter, be sure to connect the ground lead first.
4. Do not remove the part from it's protective packing until it is time to install the part.
5. Before removing the part from it's package, ground the package to a known good ground on the vehicle.
VOLTAGE DROP TEST

THEORY OF OPERATION
Voltage drop is the reduction in voltage in an electrical circuit between the source and load components. The
wires and connectors of a circuit should contain next to no resistance. All the voltage should be used through
the load. The "load" is the component using the power, such as a light, starter, or blower motor. If a circuit has
excessive resistance, it prevents the wire from carrying sufficient current under high load conditions. A voltage
drop test is an effective way to find excessive resistance in connections and circuits. To perform a voltage drop
test, a Digital Volt Ohm Meter (DVOM) is used to measure the voltage drop across a live circuit or connection
while it is under the load. If the circuit or connection being tested has excessive resistance, the DVOM will
measure the voltage that the resistance is using. Little or no voltage drop should be read, ideally less that 0.4 of
a volt, anything greater indicates excessive resistance and the circuit or connection should be inspected for
cleaning or repair.
DIAGNOSTIC TEST
Fig. 15: Testing For Voltage Drop

1.
2. Use the wiring application as a guide, trace the circuit being tested and locate the components
related to the circuit.
3. Set your multimeter up to check for DC voltage.
4. Carefully back probe the two component harness connectors of the circuit being tested.

NOTE: If you are testing the starting circuit, disable the engine so the engine
does not start.
5. Crank the engine for five seconds if you are testing the starting circuit and monitor the multimeter
voltage reading.
6. For circuits that don't require the engine running, turn the ignition on.
7. For circuits that require the engine running, start the engine.
NOTE: If the circuit you are checking needs to be turned on, such as Blower
Motor or a lamp, do so now.
8. Monitor the voltage reading.

9. The voltmeter will show the difference in voltage between the two points.
Is the voltage less than 0.4 of a Volt?
Yes
 At this time the circuit is functioning properly. Continue to measure the voltage between the
components and wiggle the wire harness and connectors while checking for an intermittent
condition.
where the excessive resistance could occur intermittently.
No
 Repair the excessive resistance in the circuit.

 Use the wiring application as a guide to trace the circuit and look for any in-line connectors
where the excessive resistance may occur.
WIRE SPLICING
CAUTION: If additional wire is needed when making a splice repair to any wire, it is
important that the same or next larger size wire gauge be used. Refer to
the appropriate wiring diagram for the original wire gauge size.
Fig. 16: Splice Band

1. Remove 13 millimeters (0.50 inch) of insulation from each wire that needs to be spliced.
2. Place a piece of adhesive sealant-lined heat shrink tubing (Part Number 04778570 or equivalent) over the
wire on one side of the splice. Be certain the length of tubing will be sufficient to cover and seal the entire
repair area.
3. Place the strands of the wires being spliced so that they are overlapping each other within the splice band
(1).
Fig. 17: Crimping Tool

4. Using a crimping tool (1) (MOPAR Part Number 05019912AA, Miller Special Tool Number (special tool
#10042, Crimper, Wire/Terminal) or equivalent) crimp the splice band and wires together securely.
Fig. 18: Solder Splice

CAUTION: Never use acid core solder for electrical wiring repairs.
5. Using rosin core type solder (1) only and a suitable soldering iron (3), solder the wire and splice band
connection (2) together.
Fig. 19: Heat Shrink Tube

6. Center the heat shrink tubing (2) over the splice joint repair and heat using a suitable heat gun. Heat the
joint until the tubing is tightly sealed and sealant (1) begins to ooze out of both ends of the tubing.
REMOVAL
REMOVAL
Fig. 20: Removal Of Dress Cover

1 - DRESS COVER
2 - CONNECTOR LOCK
3 - CONNECTOR
1. Disconnect battery.
2. Release Connector Lock (2).
3. Disconnect the connector (3) being repaired from its mating half/component.
4. Remove the dress cover (if applicable) (1).
Fig. 21: Connector Secondary Terminal Lock

1 - Secondary Terminal Lock

5. Release the Secondary Terminal Lock, if required (1).
Fig. 22: Terminal Removal

1 - TYPICAL CONNECTOR
2 - PICK FROM TERMINAL REMOVER KIT 10300
3 - APEX CONNECTOR
5 - AUGAT CONNECTOR
6 - ELECTRICAL REMOVER
7 - MOLEX CONNECTOR
9 - THOMAS AND BETTS CONNECTOR
10 - TERMINAL REMOVER
11 - CONNECTOR
12 - ELECTRICAL TERMINAL REMOVER
6. Position the connector locking finger away from the terminal using the proper special tool. Pull on the
wire to remove the terminal from the connector.
INSTALLATION
INSTALLATION
1. Select a wire from the terminal repair kit that best matches the color and gage of the wire being repaired.
2. Cut the repair wire to the proper length and remove one-half (1/2) inch of insulation.
3. Splice the repair wire to the wire harness (see wire splicing procedure). Refer to WIRE SPLICING.
4. Insert the repaired wire into the connector.
5. Install the connector locking wedge, if required, and reconnect the connector to its mating
half/component.
6. Re-tape the wire harness starting at 1-1/2 inches behind the connector and 2 inches past the repair.
7. Connect battery and test all affected systems.
2012 GENERAL INFORMATION Mopar Accessories - Fiat 500
Mopar Accessories - Fiat 500
AUDIO AND ELECTRONICS

INSTRUCTION SHEET
WI-FI ROUTER
Fig. 1: Wifi Power, Supplied In Kit And Ground Wires

Call Out Description Parts Quantity

1 Wifi Power and Ground Wires Supplied in kit 1
2 Wifi Router Supplied in kit 1
3 Foam Strip Supplied in kit 2
4 Wifi Docking Station Supplied in kit 1
5 Fused Wire Supplied in kit 1
6 Ground Cable Not Used In This Vehicle 1
7 Wire Connectors Supplied in kit 3
8 Scrivets Supplied in kit 4
9 Zip Tie Supplied in kit 3
10 Heat Shrink Tubing Supplied in kit 3
11 Velcro Strips Supplied in kit 2
Tools Required
Trim
Stick C- Phillips
10 mm Socket and Ratchet
4755 or Screwdriver
equivalent
Torx® Mopar
T25 Bit Crimping
Ruler or Other Measuring Device
and Tool or
Driver equivalent
3/8 inch
and 3/16 Paint
Drill
inch Drill Marker
Bits
PROCEDURE STEPS
1. Disconnect the negative battery cable.
Fig. 2: Fasteners & Scuff Plate

2. Open the liftgate.

3. Remove the fasteners (2) securing the scuff plate (1) to the vehicle.
4. Using trim stick C-4755 or equivalent, pry up on each scuff plate clip location hole.
5. Remove the scuff plate (1).
NOTE: The following step applies if the vehicle is equipped with a Bose®
amplifier on the rear passenger side of the cargo area.
Fig. 3: Amplifier Trim Cover & Mounting Bracket

6. Remove the amplifier trim cover (1) from the amplifier mounting bracket (2).
Fig. 4: Cargo Load Floor

7. Pull outward at the rear of cargo load floor (1) to remove.

Fig. 5: Docking Station, Seat Bracket & Pilot Holes

8. Position the docking station (1) in the approximate position shown in illustration on the left side of the
cargo area.
9. To determine the mounting location, measure 12.7 cm (5 inches) from the seat bracket (2) to the edge of
the docking station (1) and 2.54 cm (1 inch) from the floor of the cargo area (3) to the bottom of the
docking station.
10. With the docking station in the correct position, drill a 3/16 inch pilot hole in each location (4).
11. Remove the docking station and drill four 3/8 inch holes (4) to mount scrivets.
12. Using the drill, remove some material from the inside of the holes that were just drilled. This is necessary
to give the scrivet base room enough to expand when installed.
Fig. 6: Placing Docking Station Face Down

13. Place the docking station face down on a flat surface.

14. Obtain one strip of Velcro and separate the two halves. Remove the adhesive backing from one side and
place the Velcro strip with the adhesive backing face down (2) on the back of the docking station (1).
Press the adhesive firmly to the docking station to ensure it is secured.
Fig. 7: Inserts & Velcro Strip

15. Remove the adhesive backing from the other side of the Velcro.
16. In the same location that the docking station will be mounted, place the Velcro strip (2) with the adhesive
side towards the wall of the cargo area. Press firmly to ensure the adhesive makes good contact with the
wall.
17. Install the four scrivet inserts (1, 3).
Fig. 8: Docking Station, Seat Bracket & Pilot Holes

18. With the docking station in the measured location, install the four plastic screws (4) into the scrivet
inserts.
Fig. 9: Power Connector, Wiring Harness & Connector

19. Connect the power connector (1) from the Wifi docking station to the wiring harness connector (2).
20. Place a piece of tape on the connectors to keep them in position while routing wires in the next steps.
21. Route the wiring harness (3) under the carpeting below the rear seats.
Fig. 10: Foam Tape

22. Trim and place two pieces of foam tape (1) over the connectors as shown in illustration. This will help
prevent rattling noises and will help protect the connectors from rubbing on the cargo floor.
Fig. 11: Left Side Closeout Panel & Screw

23. Remove the screw (2) from the left side closeout panel (1).
24. Using trim stick C-4755 or equivalent, disengage the rear retaining tabs and remove the left side closeout
cover (1).
Fig. 12: Front Console To Shifter Bezel Cover Screw

25. Remove the screw (1) securing the front console to shifter bezel cover. Repeat for the opposite side.
Fig. 13: Right Side Console Closeout Cover & Screw

26. Remove the screw (2) from the right side console closeout cover (1).
27. Using trim stick C-4755 or equivalent, disengage the front floor console to closeout cover retaining clips.
28. Pull the closeout cover rearward to disengage the retaining clip in the floor.
29. Remove the closeout cover (1) from the vehicle.
Fig. 14: Rear Floor Console, Rear Cupholder Insert & Rear Retaining Nut
30. Position the parking brake handle up fully.

31. Remove the rear cupholder insert (2).
32. Remove the rear retaining nut (3) located in the rear cupholder cavity.
33. Pull the rear floor console rearward to disengage the front to rear floor console retaining clips/tabs.
34. Slide the rear floor console (1) over the parking brake handle and remove from the vehicle.
Fig. 15: Front Cupholder Insert, Retaining Nuts, Power Harness & Front Floor Console
35. Remove the front cupholder insert (2).

36. Remove the retaining nuts (1) located in the cupholder cavity and in the rear of the front floor console (4).
37. Pull the floor console rearward slightly and disconnect the 12V power harness (3).
38. Remove the front floor console (4) from the vehicle.
Fig. 16: Carpet & Wifi Wires

NOTE: While routing wires under the carpet and along the floor console, ensure
that the wires are positioned away from the parking brake wires to prevent
any rubbing damage.
39. Route the Wifi wires (2) under the rear seat underneath the carpet (1).
40. Lift the carpet (1) and bring the wires from under the carpet into the opening for the floor console.
41. Route the wires under the carpet along the way to the front console, near the 12V keyed power outlet.
Fig. 17: Splice Clip

42. Locate the power outlet wiring harness in the front of the center console.
43. Splice the supplied fused pigtail (2) into the cigarette lighter power wire and in series with the Wi-Fi
power harness.
44. Remove 13 mm (0.5 in.) of insulation from each wire that needs to be spliced.
45. Place a piece of adhesive lined heat shrink tubing on one side of the wire. Make sure the tubing will be
long enough to cover and seal the entire repair area.
46. Place the strands of wire overlapping each other inside of the splice clip (1).
Fig. 18: Crimping Tool & Splice Clip

47. Using crimping tool (1), Mopar P/N 05019912AA or equivalent, crimp the splice clip and wires together.
Fig. 19: Soldering Connection

CAUTION: Do not use acid core solder.
48. Solder (3) the connection (2) together using rosin core type solder (1) only.
Fig. 20: Heat Shrink Tubing

49. Center the heat shrink tubing (2) over the joint and heat using a heat gun. Heat the joint until the tubing is
tightly sealed and sealant (1) comes out of both ends of the tubing.
50. Repeat the steps above to splice the ground cable from the Wifi unit to the ground wire of the power
outlet harness.
51. Connect the 12V power harness (3), position and align the front floor console (4) in the vehicle.
52. Install the retaining nuts (1) located in the cupholder cavity and in the rear of the front floor console (4).
Tighten the retaining nuts securely.
53. Install the front cupholder insert (2).

54. Install the screw (1) securing the front console to shifter bezel cover. Tighten the screw securely. Repeat
for the opposite side.

55. Position the left side closeout cover (1) and hand tap to engage the rear retaining tabs.
56. Install the screw (2) to the left side closeout panel (1). Tighten the screw securely.

57. Position the right closeout cover (1) into the vehicle push forward to engage the retaining clip in the floor.
58. Hand tap to engage the front floor console to closeout cover retaining clips.
59. Install the screw (2) to the right side console closeout cover (1). Tighten the screw securely.
60. Slide the rear floor console (1) over the parking brake handle and position into the vehicle.
61. Push the rear floor console forward to engage the front to rear floor console retaining clips/tabs.
62. Install the rear retaining nut (3) located in the rear cupholder cavity. Tighten the nut securely.
63. Install the rear cupholder insert (2).
64. Position the parking brake handle down fully.

65. Connect the negative battery cable.

66. Load cargo load floor (1) into vehicle through the liftgate opening.
Fig. 27: Wifi Router & Docking Station

67. Install the Wifi router (1) to the docking station (2).
68. Using a Wifi capable device, verify that the router is functioning correctly.
EXTERIOR APPEARANCE
INSTRUCTION SHEET
CHROME MIRROR COVER
Fig. 28: Chrome Mirror Covers


Mirror Cap
Supplied
1 RH 1
in kit
(Chrome)
Mirror Cap
Supplied
2 LH 1
in kit
(Chrome)
TOOLS REQUIRED
Front End Cutters Small Flat Blade Screwdriver Flashlight
NOTE: It is recommended the installer/technician read the instructions thoroughly

prior to installation of this product.
PROCEDURE STEPS
1. Disconnect and isolate the negative battery cable.

Fig. 29: Mirror Glass Case & Top Area

2. Push mirror glass case (1) inward at the lower left corner to access the top area (2) between the glass case
(1) and the mirror assembly.
Fig. 30: Glass Case Retainer & Tab

3. Using a flashlight, locate the slot between the glass case retainer (2) and the tab (1) on the mirror
assembly's motor.
Fig. 31: Glass Case & Mirror Assembly

4. Insert a small flat bladed screwdriver into the slot between the glass case retainer and the tab on the
mirror assembly's motor.
5. Gently twist the screwdriver to disengage the tab from the retainer.
NOTE: An audible snap is normal.
6. Disengage the remaining glass case retainers using the screwdriver until the glass case (2) is free from the
mirror assembly (1).
Fig. 32: Heater Wires, Glass Case & Mirror Assembly

7. If equipped, disconnect both heater wires (1) by pulling on thumb tabs.

8. Remove the glass case (3) from the mirror assembly (2) and set aside for reuse.
Fig. 33: Snap Retainers

9. Using front end cutters or equivalent, remove the mirror cap inward and top left outboard snap retainers
(1). Be sure to eliminate enough plastic so there is no interference between the snap on the shell cap and
the wall of the shell.
10. Using a flat bladed screwdriver, pry the top middle and lower left outboard snap retainers (2) up and push
out to disengage.
Fig. 34: Mirror Cap

11. Grab the top edge of the mirror cap (1) and firmly pull downward in a rolling motion. Discard the mirror
cap.
NOTE: A loud audible snap will be heard.
NOTE: Remaining snaps/locator tabs could break during cap removal.
Fig. 35: Mirror Cap & Locator Tab/Snap Locations

12. Review the locator tab/snap locations (2) on the kit supplied mirror cap (1).
Fig. 36: Mirror Cap & Mirror Housing Assembly

13. Begin installation by aligning the locator tabs/snaps on the mirror cap (1) with the snap locations on the
mirror housing assembly (2).
14. Verify that all locator tab/snaps are in the correct position.
15. Apply firm pressure on the mirror cap (1) until all snaps are fully seated into the mirror housing assembly
(2).

16. Position the glass case (3) near the mirror assembly (2).
CAUTION: Make sure wires are not caught between the glass case and the
motor.
17. If equipped, connect the heater wires (1) by pushing on the thumb tabs.
Fig. 38: Mirror Glass Case Slots & Retaining Tabs

18. Align the mirror glass case slots (2) to the retaining tabs (1) located on the mirror motor assembly.

19. Once aligned, push the glass case (2) into the mirror assembly (1) to engage the retainers. Make sure all
retainers are fully seated.
20. Repeat steps for the opposite side.

FOG LIGHTS AND ELECTRICAL

INSTRUCTION SHEET
AMBIENT LIGHT KIT

Fig. 40: Identifying Ambient Light Kit Replacement Components


Plastic
Supplied
1 Mounting 3
in kit
Strip
Adhesive
Tape Supplied
2 1
(Double in kit
Sided)
Switch Supplied
3 1
Frame in kit
Power Supplied
4 1
Harness in kit
Switch Supplied
5 1
Harness in kit
Switch Supplied
6 1
Template in kit
7 LED Light Supplied 4
Strip in kit
Alcohol Supplied
8 1
Pad in kit
Small Tie Supplied
9 16
Strap in kit
Large Tie Supplied
10 6
Strap in kit
Ambient
Supplied
11 Light 1
in kit
Switch
Control Supplied
12 1
Module in kit
Fig. 41: Identifying Ambient Light Kit Replacement Components

Call Out Description

LED Light
A
Strip
Switch
B Frame
Ambient
C Light
Switch
Switch
D
Harness
Factory
12V Key
E
Power
Outlet
Power
Harness
F
Connector
(Gray)
Power
G
Harness
Power
Harness
H
Connector
(White)
Factory
12V Key
I Power
Outlet
Connector
Control
J
Module
Tools Required
Trim
Stick C- Phillips
10 mm Socket and Ratchet Ruler or Other Measuring Device
4755 or Screwdriver
equivalent
5/8 inch
and 1/8
Dremel® or similar device Drill Torx® T25 Bit and Driver
inch Drill
Bits
AMBIENT LIGHT KIT INSTALLATION PROCEDURES
1. Disconnect the battery negative cable.


3. Using trim stick C-4755 or equivalent, disengage the rear retaining tabs and remove the left side closeout
cover (1).


6. Using trim stick C-4755 or equivalent, disengage the front floor console to closeout cover retaining clips.


Fig. 47: Console, Switch Template & Cutout Section

CAUTION: Safety glasses should be worn whenever drilling is required.
18. Place the floor console on a flat bench.

19. Place switch template (2) on console in front of the cup holders. Center the template on the console and
then tape it down in position.
20. Mark the cutout section (3 - shown as dotted lines in illustration) and remove the template.
21. Cut out the marked section.
22. Turn the console over and make a similar sized hole in the underside of the console, large enough for the
switch connector to pass through.
23. Remove any sharp edges from the console.
Fig. 48: Connector End, Switch Frame & Switch

24. Clean the surface where the switch will be located on the floor console with the supplied alcohol pad.
25. Insert the connector end (1) of the switch through the holes that were previously cut in the upper and
lower parts of the console.
26. Remove the double sided tape cover from the backside of the switch, making sure to remove the small
strip of tape cover below the ribbon cable.
27. Place the switch (3) on the console so that it covers the hole and press it firmly down on the console.
28. Remove the double sided tape cover from the switch frame (2) and place it over the ambient light switch
(3).
Fig. 49: LED Light Strip & Plastic Mounting Strip

29. Obtain a LED light strip (3) and a plastic mounting strip (4).
30. Clean the surface of the plastic strip with the supplied alcohol pad.
31. Remove the adhesive backing from the light strip and install the light strip (3) to the plastic mounting
strip (4).
32. Install a zip-tie (1) over the molding (2) on the end of the light strip.
FRONT LED LIGHT STRIP INSTALLATION (DRIVER SIDE ABOVE FOOTWELL)
Fig. 50: Cable End & Zip-Ties

33. Install LED light strip with plastic mounting strip attached under the driver side dash with the cable end
(3) routed towards the floor console.
34. Secure the light strip to steering column support bracket with zip-ties (1, 4).
Fig. 51: Shifter Housing & Cable

35. Route the cable (1) from the light strip behind the shifter housing (2).
36. Route the cable (3) towards the floor console to connect to the ambient lighting control module. Make
sure the cable is tucked back as to not interfere with the fit of the side panel and to avoid damaging the
cable.
FRONT LED LIGHT STRIP INSTALLATION (PASSENGER SIDE ABOVE FOOTWELL)
Fig. 52: Instrument Panel Closeout Panel & Fasteners

37. Remove the instrument panel closeout fasteners (1).

38. Remove the instrument panel closeout panel (2).
Fig. 53: Drill Bit & Edge Of Panel

39. Place the closeout panel on a flat bench.

40. Measure 38 mm (1.5 in.) from the edge of the panel (3) and mark where the crease of the panel starts (2)
with a grease pencil or similar.
41. While holding the panel over the edge of the table, drill a hole where the mark was made (2) while
holding the drill bit at a 45° angle to the panel.
42. Clean any excess material out of the hole and from the backside of the panel.
Fig. 54: Light Strip & Hole

43. Push light strip (1) through the hole (4) that was drilled previously, taking care not to damage the cable or
light strip.
44. With the light strip (1) in position, mark the panel so that three zip-ties can be installed to secure the light
strip to the panel. The first location to be drilled is shown in Fig. 54 (2) and the other two are in Fig. 55.
45. After marking the locations for the holes to be drilled, position the light strip out of the way and drill six
holes.
46. Remove the cover from the two sided tape on the light strip and press down on the panel. Secure the light
strip (1) with three zip-ties. Make sure the end zip-tie is over the molding (3) to prevent damage from the
light strip flexing. Do not place the zip-ties over the LEDs.
Fig. 55: Drilling Locations

Drilling locations (1) for the holes required to secure the light strip to the panel with zip-ties.

47. Install closeout panel (2) on passenger side and secure with fasteners (1).
Fig. 57: Ambient Light Cable & Shifter Console

48. Route the ambient light cable (2) behind the shifter console (3) and towards the floor console opening.
REAR LED LIGHT STRIP INSTALLATION (LOWER REAR OF FRONT SEAT)
Fig. 58: Light Strip, Molding & Small Zip-Tie

NOTE: The following steps must be performed on both front seats. When
installing the light strip, position the cable end towards the floor console
for cable routing purposes.
49. Position the front seat as far forward as possible to access underneath the rear of the front seat.
50. Make a small hole in the seat material (3) just large enough to fit a small zip-tie (4).
51. Position light strip (1) as shown in illustration and loosely install a zip-tie (4) over the molding (2) to the
seat structure. Do not fully tighten the zip-tie at this time.
Fig. 59: Light Strip & Small Zip-Tie

52. Position the light strip (3) as shown in illustration and make a small hole (1) in the seat cover just large
enough to fit a small zip-tie (2).
53. Remove the adhesive backing from the light strip and press it to the bottom of the seat in the position
shown in illustration (3).
54. Install a zip-tie (2) and tighten to secure the light strip to the seat structure. Tighten the zip-tie from the
previous step to complete strip installation.
Fig. 60: Cable, Seat Frame & Connector End

55. Route the cable (3) under the seat frame (2) and route the connector end (1) up to the front of the floor
console.
56. Leave slack in the cable so that it will be able to move with the seat.
57. Move the seat through the full range of motion to ensure that the cable does not bind or rub on any
component that will damage it.
CONTROL MODULE MOUNTING AND WIRE ROUTING
Fig. 61: Routing Cables

58. Route the cables from under the front seats (4) through the opening in the carpeting where the floor
console mounts.
NOTE: The following applies to vehicles with automatic transmissions. Refer to

step 59 through step 63.
Fig. 62: Control Module, Tunnel Carpet, Console Front Mounting Studs & Connectors
59. Remove the adhesive backing on one side of the double sided tape and apply to the control module.
60. Remove the remaining side of double sided tape and press the control module (2) down firmly on the
tunnel carpet (6), between the floor console front mounting studs (5) and the shifter console.
61. Attach the light strip to the connectors (1) on the control module. It does not matter which light strip is
installed to which cavity.
62. Connect the power cable to the connector (4) on the module.
63. Connect the switch harness to the connector (3) on the module.
Fig. 63: Control Module, Shift Cable, Power Cable, Ambient Light Switch Harness & Large Zip-
Tie
NOTE: The following applies to vehicles with manual transmissions. Refer to

steps 64 through 68.
64. Install the control module (6) to the underside of the shift cable (2).
65. Attach the module to the cable with a large zip-tie (3).
66. Connect the power cable (4) to the module.
67. Connect the ambient light switch harness (5) to the module.
68. Attach the light strip connectors (1) to the module. It does not matter which light strip is installed to
which cavity.
Fig. 64: Routing Cables

69. After determining the length of wire required to connect the front light strip cables (1) to the control
module (3), bundle the excess and secure with zip-ties (2).
Fig. 65: Floor Console, Harness Connector, Grey Connector, Keyed 12-Volt Outlet & Power
Harness
NOTE: If Mopar® Heated Seat Kit is installed, the heated seat harness is plugged
into the factory wiring harness connector, and the ambient lighting
harness is to be connected between the heated seat harness and the key
switched 12V outlet.
70. With the floor console (3) near its installed position, connect the supplied power harness connector (5) to
the harness connector for the factory keyed 12-volt outlet.
71. Connect the grey connector (2) from the supplied power harness to the keyed 12-volt outlet (1).
72. The other end of the power harness (4) was connected to the control module in a previous step.
FRONT & REAR CONSOLE INSTALLATION
1. Place the floor console near its installed position.

2. Connect the cable from the ambient light switch to the switch harness that is connected to the ambient
light control module.
3. Align the front floor console (3) in the vehicle, making sure the wires for the ambient lighting are tucked
in and are not pinched during installation.
Fig. 66: Floor Console, Retaining Nuts & Front Cupholder Insert



17. Connect the battery negative cable.
18. Ensure that the ambient lighting works as it is intended.
FOG LAMPS
Fig. 71: Fog Lamp Kit

CALL
DESCRIPTION QUANTITY
OUT
Relay Wire
1 1
Harness
BCM Overlay
2 1
Harness
Fog Lamp
3 Switch Overlay 1
Harness
Fog Lamp
4 Assembly 1
Harness Jumper
Fog Lamp
5 2
Assembly
6 U-Nut 6
7 Screw 6
Fog Lamp
Switch
8 Assembly (1 2
with ESC
functionality, 1
standard
functionality)
9 Fog Lamp Bezel 2
10 Tie Straps 12
Spice Kit
(Includes 5
11 1
splice collars and
shrink tubes)
TOOLS REQUIRED
T-30, 8mm, 10mm
Front End Cutters, Needlenose
Sockets. Ratchet with Hoist
Pliers
long and short extensions
Flat Bladed, Phillips
Fiber/Trim Stick Wire Strippers/Crimping Tool
Screwdrivers
Heat Gun Electrical Tape Rosin Core Solder Kit
NOTE: It is recommended the installer/technician read the instructions thoroughly

prior to installation of this product.
NOTE: If the vehicle is equipped with the Mopar Accessory Front and Rear Fascia kit,
skip steps 23 through 31.
PROCEDURE STEPS

2. Remove the screw (2) from the left side floor console panel (1).
3. Using trim/fiber stick or equivalent, disengage the rear retaining tabs and remove the left side floor
console panel (1).
Fig. 73: Drivers Side Close Out Panel & Knee Blocker Airbag
4. Using a trim stick, remove the drivers side close out panel (1).
5. Remove the two fasteners located under the front edge of the drivers side knee blocker airbag (2).
6. Detach the airbag and disconnect.
Fig. 74: Body Control Module (BCM) & Electrical Connectors

NOTE: To ease in installation, label the connectors when disconnecting.

7. Remove the two fasteners and remove the fuse box cover.
8. Disconnect the electrical connectors (1) on the front side of the Body Control Module (BCM) (2).
Fig. 75: BCM, Fasteners & Mounting Bracket

9. Remove the three fasteners (1) that secure the BCM (2) to the mounting bracket (3); two on the top, and
one on the bottom.
10. Lift the BCM up far enough to clear the lower mounting point on the bracket.
NOTE: It will be necessary to position the bracket downward when removing the
BCM.
CAUTION: Do not distort the BCM bracket in excess, when repositioning.
11. Pull the BCM forward and down to remove from the bracket.
12. Disconnect the electrical connectors from the back, and remove the BCM from the vehicle.
Fig. 76: Fascia Fasteners At Upper Radiator Support

13. Remove the four fasteners (1) securing the fascia to the upper radiator support.
Fig. 77: Access Door & Splash Shield To Fascia Fasteners

14. Raise and support the vehicle.

15. Open the access door (2) located on the splash shield and disconnect the park lights and the sidemarker
lamp. Repeat on the opposite side.
16. Remove the splash shield to fascia fasteners (1). Repeat on the opposite side.
Fig. 78: Fender To Fascia Fastener

17. Peel back the splash shield and remove the fender to fascia fastener (1). Repeat on the opposite side.
Fig. 79: Fasteners Located At Bottom Of Fascia

18. Remove the two outboard fasteners (1) located at the bottom of fascia.
19. Remove the three middle fasteners (2) located at the bottom of the fascia.
Fig. 80: Removing & Installing Fascia

20. Lower the vehicle.

21. Pull out on the fascia sides at the fender to disengage the retaining tabs.
22. With the help of an assistant, carefully remove the fascia (1) from the vehicle.
Fig. 81: Retaining Tabs & Clips

NOTE: If the vehicle is equipped with the Mopar Accessory Front and Rear Fascia
kit, proceed to step 32.
23. Looking through the rear of the fascia, disengage the retaining tabs (2) and clips (1) securing the fog lamp
delete bezel. Repeat on the opposite side.
Fig. 82: Fog Lamp Delete Bezels

24. Remove the fog lamp delete bezels (1).
Fig. 83: Fog Lamp, Nuts & Screws

25. Install the kit supplied U-nuts (3) into the fascia.
26. Position the kit supplied fog lamp (1) through the front of the fascia.
27. Install the kit supplied screws (2) from the front of the fascia. Tighten the screws securely.
28. Obtain the appropriate fog lamp bezel and install it from the front of the fascia.
29. Repeat step 25 through step 28 for the opposite side.
Fig. 84: Fog Lamp Jumper Harness & Right Hand Fog Lamp
30. Connect the fog lamp jumper harness (2) to the right hand fog lamp (1). Route the harness to the left side
and connect to the fog lamp.
31. Attach the kit supplied fog lamp jumper harness (2) to the fascia.
Fig. 85: Relay Wire Harness

NOTE: DO NOT CONNECT THE POSITIVE AND NEGATIVE TAKEOFFS.
32. Obtain the kit supplied relay wire harness (1), route it from the top of the engine compartment just in
front of the battery.
33. Continue routing the relay wire harness (1) outboard of the bumper just below the left front headlamp.
Fig. 86: Pass Through Grommet

34. Locate the pass through grommet (1) on the left front inner fender well.
35. Detach the grommet (1) and cut the accessory nipple located on the back of the grommet.
Fig. 87: BCM Overlay Harness & Relay Wire Harness

36. Obtain the kit supplied 2 wire BCM overlay harness (2) and connect it to the relay wire harness (1)
forward of the left hand fender well.

37. Route the BCM overlay harness (2) to the pass through grommet detached in step 35.
38. Feed the BCM overlay harness into the grommet's accessory hole modified in step 35 and into the vehicle
interior.
39. Attach the grommet into the bodyside.
40. Secure the BCM overlay harness and the relay wire harness as necessary using the kit supplied tie straps.
Make sure the harness does not interfere with any moving parts.
Fig. 88: Removing & Installing Fascia

41. Position the fascia (1) to the vehicle.

42. Connect the relay wire harness to the fog lamp jumper harness.
43. Align and position the fascia to fender retaining tabs.
44. Push in on the fascia sides at the fender to engage the retaining tabs.
Fig. 89: Fascia Fasteners At Upper Radiator Support

45. Install the four fasteners (1) securing the fascia to the upper radiator support. Tighten the fasteners
securely.
Fig. 90: Fasteners Located At Bottom Of Fascia


47. Install the two outboard fasteners (1) located at the bottom of fascia. Tighten the fasteners securely.
48. Install the three middle fasteners (2) located at the bottom of the fascia. Tighten the fasteners securely.

49. Peel back the splash shield and install the fender to fascia fastener (1). Tighten the fastener securely.
Repeat on the opposite side.
Fig. 92: Access Door & Splash Shield To Fascia Fasteners

50. Open the access door (2) located on the splash shield and connect the sidemarker lamp. Repeat on the
opposite side.
51. Install the splash shield to fascia fasteners (1). Tighten the fasteners securely. Repeat on the opposite side.
Fig. 93: Control Panel, Instrument Panel & Trim/Fiber Stick

53. Using a trim/fiber stick or equivalent (3), disengage the retaining tabs that secure the control panel (1) to
the A/C heater control and remove the control panel from the instrument panel (2).
54. Remove the fasteners securing the accessory switch pod and remove the switch pod from the HVAC
control panel. Disconnect the switch pod connector, if equipped.
NOTE: For vehicles with ESC, the orange wire from the supplied switch harness
must be removed from the switch overlay harness connector and inserted
into the original switch connector pin 4. The supplied switch harness
connector will not be used. The terminal removal procedure is shown in
Fig. 94. After performing this terminal procedure, secure the supplied
switch harness to the existing harness to prevent any noise or vibration.
Fig. 94: Terminal Removal Procedure

55. Obtain the kit supplied fog lamp switch overlay harness. Connect the HVAC wire harness and the fog
lamp switch overlay harness to the fog lamp switch.
56. Obtain the appropriate fog lamp switch (standard or ESC equipped) supplied in the kit. Position the kit
supplied switch into the control panel and secure with the original fasteners. Tighten the fasteners
securely.
57. Route the fog lamp switch harness into the cavity just below the HVAC switch towards the BCM. Make
sure the harness is routed away from any moving parts and will not interfere with steering,
accelerator, brake or airbag functions. Secure the fog lamp switch harness with the kit supplied tie
straps.
58. Align, position and hand tap the control panel. For TWO WIRE BCM TO RELAY HARNESS
INSTALLATION , refer to step 59 through step 63.
Fig. 95: Connector Cover Latch, Lock Tab & Connector Housing
NOTE: To remove the connector covers, use a pick tool or equivalent, carefully
insert between the connector cover latch (2) and the lock tab (3) to release
and slide the connector housing (1) off the connector.
Fig. 96: Locating BCM Harness "A" & "C" & Cavities No. 4 & 23
59. From the interior of the vehicle, pull the remainder of the BCM overlay harness through.
60. Obtain the BCM harness labeled "A" that attaches to the front of the BCM. Remove the connector cover.
Fig. 97: Locating Cavity 4 At Harness Connector "A"

61. Locate cavity four (4) on the harness connector (A). If the cavity is empty, insert the white wire from the
BCM overlay harness into cavity four (4) of the connector and reinstall the connector cover. If the cavity
is occupied, make a note of the wire color occupying the cavity and center splice the white wire into the
wire occupying cavity four (4). Refer to the splice procedure shown in steps 68 to 72.
Fig. 98: Locating BCM Harness "A" & "C" & Cavities No. 4 & 23
62. Obtain the BCM harness labeled "C" that attaches to the front of the BCM. Remove the connector cover.
Fig. 99: Locating Cavity 23 At Harness Connector "C"

63. Locate cavity twenty three (23) on the harness connector (C). If the cavity is empty, insert the orange wire
from the BCM overlay harness into cavity twenty three (23) of the connector and reinstall the connector
cover. If the cavity is occupied, make a note of the wire color occupying the cavity and center splice the
orange wire into the wire occupying cavity twenty three (23). Refer to the splice procedure shown in steps
68 to 72.
For THREE WIRE SWITCH HARNESS INSTALLATION , refer to step 64 to step 67.
NOTE: If the vehicle is equipped with ESC, only the orange wire (Pin 45) will need
to be connected to BCM. Refer to step 66.
Fig. 100: Locating Cavities 37, 45 & 60 At Harness Connector "D"

64. Obtain the BCM harness labeled "D" that attaches to the rear of the BCM. Remove the connector cover.
Fig. 101: Locating Cavities 37, 45 & 60 At Harness Connector "D"

65. Locate cavity thirty seven (37) on the harness connector (D). If the cavity is empty, insert the black wire
from the switch overlay harness into cavity thirty seven (37) of the connector. If the cavity is occupied,
make a note of the wire color occupying the cavity and center splice the black wire into the wire
occupying cavity thirty seven (37). Refer to the splice procedure shown in step 68 to step 72.
66. Locate cavity forty five (45) on the harness connector (D). If the cavity is empty, insert the orange wire
from the switch overlay harness into cavity forty five (45) of the connector. If the cavity is occupied,
make a note of the wire color occupying the cavity and center splice the orange wire into the wire
occupying cavity forty five (45). Refer to the splice procedure shown in step 68 to step 72.
67. Locate cavity sixty (60) on the harness connector (D). If the cavity is empty, insert the white wire from
the switch overlay harness into cavity sixty (60) of the connector and reinstall the connector cover. If the
cavity is occupied, make a note of the wire color occupying the cavity and center splice the white wire
into the wire occupying cavity sixty (60). Refer to the splice procedure shown in step 68 to step 72.
Fig. 102: Heat Shrink Tubing & Splice Clip

68. Measure approximately 4 inches from the pin of the BCM wire and mark accordingly for splice location.
69. Prepare to crimp/splice the overlay wires as follows:
1. Remove 13 mm (0.5 in.) of insulation from each wire that needs to be spliced.
2. Place a piece of adhesive lined heat shrink tubing (2) on one side of the wire. Make sure the tubing
will be long enough to cover and seal the entire repair area.
3. Place the strands of wire overlapping each other inside of the splice clip (1).
Fig. 103: Crimping Splice Clip And Wires Together

70. Using a crimping tool (1), crimp the splice clip and wires together.
Fig. 104: Soldering Connection Together

CAUTION: Do not use acid core solder.

71. Using a solder tool (3), solder the connection (2) together with rosin core solder (1).
Fig. 105: Heat Shrink

72. Center the heat shrink tubing (2) over the solder joint and heat using a heat gun. Heat the joint until the
tubing is tightly sealed and sealant (1) comes out of both ends of the tubing.
Fig. 106: BCM, Fasteners & Mounting Bracket

73. Secure any kit supplied harnesses with the tie straps included in the kit.
74. Position the Body Control Module (BCM) (2) into the vehicle and connect the two electrical connectors
on the back of the module.
75. Position the BCM in the bracket (3).
NOTE: It will be necessary to position the bracket downward when installing the
BCM.
76. Install, and tighten the three fasteners (1) that secure the BCM to the mounting bracket; two on the top,
and one on the bottom.
Fig. 107: Body Control Module (BCM) & Electrical Connectors

77. Connect the four electrical connectors (1) on the front side of the BCM (2).
78. Position the fuse box cover; install the two fasteners, and tighten.
79. Connect and install the drivers side knee blocker airbag (2).
80. Install the two fasteners located under the front edge of the knee blocker airbag. Tighten the fasteners
securely.
81. Install the drivers side close out panel (1).

82. Position the left side floor console panel (1) and hand tap to engage the rear retaining tabs.
83. Install the screw (2) to the left side floor console panel (1). Tighten the screw securely.
Fig. 110: Relay Wire Harness, Red Takeoff Harness & Black Takeoff Harness
84. Secure the relay wire harness (3) to the existing vehicle harness.
85. Install the red takeoff harness (1) to the positive battery cable.
86. Install the black takeoff harness (2) to the negative battery cable.
ENABLE FRONT FOG LAMP OUTPUT
NOTE: The wiTECH software level must be at the latest release to perform this
procedure.
CAUTION: Read all notes and cautions for programming procedures.
1. Connect a battery charger to the vehicle.

2. With the wiTECH diagnostic application, perform the following steps:
 Select "VEHICLE PREPARATIONS"
 Select the "MISCELLANEOUS FUNCTIONS" tab
 Highlight and select "ENABLE FRONT FOG LAMP OUTPUT"
 Note On-Screen instructions and select the "CONTINUE" button
 When the note On-Screen instructions show that the front fog lamp output is successfully enabled,
select the "CLOSE" button
 Cycle ignition key after the successful routine completion.
VEHICLE PREPARATION FOR LAMP ALIGNMENT
1. Check for and correct any burnt out bulbs.

2. If the vehicle is equipped with headlamp leveling, be certain that the headlamp leveling switch is in the
"0" position.
3. Repair or replace any ineffective, worn or damaged body or suspension components that could hinder
proper lamp alignment.
4. Verify proper tire inflation pressures.
5. Remove any accumulations of mud, snow or ice from the vehicle underbody and clean the front lamp
lenses.
6. Verify there is no load in the vehicle (cargo or passengers), except for the driver.
7. The fuel tank should be FULL. Add 2.94 kilograms (6.5 pounds) of weight over the fuel tank for each
estimated gallon of missing fuel.
8. Verify correct vehicle suspension height.
LAMP ALIGNMENT SCREEN PREPARATION
Fig. 111: Lamp Alignment Screen Preparation

The procedure that follows will prepare a suitable front lamp alignment screen.
1. Tape a line on a level floor 7.62 meters (25 feet) away from and parallel to the flat wall that will be used
as the lamp alignment screen. The level floor will be used as the horizontal zero reference.
2. An adjacent wall or floor member that is perpendicular to the alignment screen can be used as the vertical
zero reference. If there is no adjacent wall or floor member that is perpendicular to the screen, tape a
second line on the floor perpendicular to both the alignment screen and the first line, and outboard of
either side of where the vehicle will be positioned. This will be used as the vertical zero reference.
3. Position the vehicle so that the side of the vehicle is parallel to the vertical zero reference, and so that the
front of the lamp lenses are in the vertical plane of the parallel line taped on the floor 7.62 meters (25
feet) away from the screen.
4. Rock the vehicle side-to-side three times to allow the suspension to stabilize.
5. Jounce the front suspension three times by pushing downward on the front bumper and releasing.
6. There is a small circle mark on the lamp lens indicating the optical center. Measure the distance between
the optical center of one of the lamps being aimed (head or fog) and the floor (horizontal zero reference).
Transfer this measurement to the alignment screen with a piece of tape placed horizontally to the floor.
This line will be used as the lamp horizontal reference.
7. Measure the distance between the vertical zero reference and the optical center of the nearest lamp being
aimed (head or fog). Transfer this measurement to the alignment screen with a piece of tape placed
vertically across the appropriate (head or fog) lamp horizontal reference. This is the centerline reference
for the first lamp.
8. Measure the distance on center between the first and the second lamp being aimed. Transfer this
measurement to the alignment screen with a second piece of tape placed vertically across the appropriate
(head or fog) lamp horizontal reference. This is the centerline reference for the second lamp.
2012 GENERAL INFORMATION Special Tools - DTC-Based Diagnostics - Fiat 500
Special Tools - DTC-Based Diagnostics - Fiat 500
SPECIAL TOOLS
6922 - Adapter, Fuel Tank

(Originally Shipped In Kit Number(s) 6872A, 8404-AK.)
8382 - Adapter, Leak Check
(Originally Shipped In Kit Number(s) 8649, 8649CC, 8650, 8652, 8653, 8700, 8700CC.)
(Originally Shipped In Kit Number(s) 8649, 8649CC, 8650, 8653, 8700, 8700CC.)
8404-14 - Adapter, Evaporative Service Port
8404-20 - Goggles, Yellow
8404-ADP - Smoke Machine Adapters
8404-CLL - Light, White
8404-EC - Exhaust Cone
8404-ECT - Exhaust Cone, Truck
(Originally Shipped In Kit Number(s) 8404-ECT.)
8404-UVL - Light, UV
8404B - Kit, EELD And Accessory
(Originally Shipped In Kit Number(s) 8404B.)
8443-1 - Jumpers, 2 Pin
(Originally Shipped In Kit Number(s) 8443A.)
8443-25 - 56 Way ACM Adapter
(Originally Shipped In Kit Number(s) 8443-25, 8443A.)
8443-54 - Adapter, Clockspring, SRS Tool
(Originally Shipped In Kit Number(s) 8443.)
8443-56 - Jumper, Clockspring
8443-8 - Jumper, SRS Load
(Originally Shipped In Kit Number(s) 8443A, 8716, 8716CC.)
8443A - SRS Load Tool
8815A - Kit, NGC, 38 Position
(Originally Shipped In Kit Number(s) 8718, 8718CC, 8815A.)
8978A - Decay Tool, Fuel
9977-6 - Kit, Radio Antenna Diagnostic
9977-6-1 - Adapter
9977-6-2 - Jumper
9977-6-3 - Adapter
9977-6-4 - Jumper
9977-6-FM - Antenna
CH9936 - Analyzer, TPM/RKE
(Originally Shipped In Kit Number(s) CH9936.)
2012 GENERAL INFORMATION Special Tools - Non-DTC-Based Diagnostics - Fiat 500
Special Tools - Non-DTC-Based Diagnostics - Fiat 500
SPECIAL TOOLS
10042 - Crimper, Wire/Terminal

6801 - Terminal Probe
6807 - Terminal Tools
(Originally Shipped In Kit Number(s) 6784, 6809.)
6922 - Adapter, Fuel Tank
(Originally Shipped In Kit Number(s) 6872A, 8404-AK.)
(Originally Shipped In Kit Number(s) 8649, 8649CC, 8650, 8652, 8653, 8700, 8700CC.)
(Originally Shipped In Kit Number(s) 8649, 8649CC, 8650, 8653, 8700, 8700CC.)
8404-14 - Adapter, Evaporative Service Port
8404-20 - Goggles, Yellow
8404-ADP - Smoke Machine Adapters
8404-CLL - Light, White
8404-UVL - Light, UV
8404B - Kit, EELD And Accessory
(Originally Shipped In Kit Number(s) 8404B.)
8443-25 - 56 Way ACM Adapter
(Originally Shipped In Kit Number(s) 8443-25, 8443A.)
8978-1 - Gauge, Fuel Pressure Assembly
2012 GENERAL INFORMATION Vehicle Data - Fiat 500
Vehicle Data - Fiat 500
VEHICLE INFORMATION
INTERNATIONAL VEHICLE CONTROL AND DISPLAY SYMBOLS
DESCRIPTION
DESCRIPTION
Chrysler LLC uses international symbols to identify various systems on the vehicle.
The graphic symbols illustrated are used to identify various instrument controls, vehicle controls and service
information references. The symbols correspond to the controls and displays that are located on the instrument
panel and throughout the vehicle.
Fig. 1: Information Symbols

INTERNATIONAL INFORMATION SYMBOL IDENTIFICATION

SYMBOL DESCRIPTION SYMBOL DESCRIPTION
1 115-Volt Power Inverter 11 Side Airbag
2 USB Connector 12 Seat Belt
3 Lighter 13 Airbag
4 Fuel Fill Side 14 Supplemental Restraint System
5 Spare Tire Winch 15 Power Steering Fluid
6 Fuse 16 See Owner's Manual
See Appropriate Service
7 Key Activate (Power Outlet) 17 information
8 Warning 18 Emergency Release Handle
9 Child Seat Tether Anchor 19 Jack/Jack Tools Location
Lower Anchors and Tether for
10 Children (latch)
Fig. 2: Indicator Symbols

INTERNATIONAL INDICATOR SYMBOL IDENTIFICATION

SYMBOL DESCRIPTION SYMBOL DESCRIPTION
1 Electronic Speed Control 26 Front Fog Light
2 Hill Descent Control 27 Rear Fog Light
3 Traction Control 28 Cargo Lamp
Electronic Stability
Program/Brake System Assist
4 System 29 Exterior Bulb Failure
5 Security Indicator 30 Door Ajar
6 Turn Signals 31 Liftgate Open
Brake System Warning Parking
7 Water In Fuel 32 Brake
8 Low Fuel 33 All Wheel Drive
9 Side Airbag 34 Four Wheel Drive
10 Seat Belt Reminder 35 Four Wheel Drive Low
11 Airbag Warning Light 36 Tow/Haul
12 Passenger Airbag Off 37 Service Four Wheel Drive
Failure Of Anti-Lock Braking
13 System 38 Service Four Wheel Drive
14 HEV Brake Regenerative Light 39 Cruise Indicator
Brake System Warning Parking
15 Electronic Throttle Control 40 Brake
16 HEV Service Light 41 Tire Pressure Monitor
17 Engine Oil 42 Sway Bar Disconnect Indicator
18 Battery Charging 43 Front Axle Lock
19 Glow Plug/Intake Air Heated 44 Rear Axle Lock
20 Power Steering Fluid 45 Park Asist Indicator
21 Engine Coolant Temperature 46 Park Brake Indicator
22 Malfunction Indicator Light 47 Control/Traction Control Off
Transmission Oil Temperature
23 Light 48 Trailer Brake System Off
24 Diesel Exhaust Brake 49
25 High Beam 50
Fig. 3: Control Symbols

INTERNATIONAL CONTROL SYMBOL IDENTIFICATION

SYMBOL DESCRIPTION SYMBOL DESCRIPTION SYMBOL DESCRIPTION
Passenger Air Bag
1 Rear Window Wiper 26 Off 51 Door Ajar
Rear Window Electronic Speed
2 Intermittent Wiper 27 Control 52 Liftgate Release
Rear Window
3 Washer 28 Cruise Indicator 53 Sliding Door
Rear Window
4 Defrost 29 Hill Descent Control 54 Sliding Door

Convertible Top
5 Heated Mirror 30 Park Assist Off 55 Down
Program/Brake
System Assist
6 Turn Signals 31 System 56 Convertible Top Up
7 Adjustable Pedals 32 Park Brake Release 57 Door Lock
Adjustable
8 Horn 33 Headlights 58 Window Lift
Windshield Wiper Convertible 4
9 Intermittent 34 Low Beam 59 Window Down
10 Windshield Washer 35 Front Fog Light 60 Window Lock
Windshield Washer
11 Fluid Level 36 Rear Fog Light 61 Power Rear Window
Windshield Voice Recognition
12 Electrically Heated 37 Cargo Lamp 62 Button
13 Windshield Defrost 38 Hazard Lights 63 Uconnect™ Button
Windshield Wiper 115-Volt Power
14 And Washer 39 Inverter 64 SwayBar Disconnect
Key Activate (Power
15 Ventilating Fan 40 Outlet) 65 All Wheel Drive
Exterior Bulb
16 Air Conditioning 41 Failure 66 Four Wheel Drive
Master Lighting
17 Upper Air Outlet 42 Switch 67 Two Wheel Drive
Upper And Lower Four Wheel Drive
18 Air Outlet 43 Dome Light 68 Low
Four Wheel Drive
19 Lower Air Outlet 44 Park Lights 69 Lock
Defrost And Lower Instrument Panel Four Wheel Drive
20 Air Outlet 45 Illumination 70 Auto
21 Heated Seat Low 46 Program Off 71 Front Axle Lock
Diesel Exhaust
22 Heated Seat High 47 Brake 72 Rear Axle Lock
23 Ventilated Seat 48 Overdrive Off 73 EVIC Menu
24 Recirculation 49 Hood Release 74 Navigation Button
Heated Steering
25 Wheel 50 Trunk/Deck Release 75 Step
76 Reset 77 Axle Lock Button 78 Traction Control Off
79 Control Off 80 Trailer Brakes
ENGINE COMPARTMENT
Fig. 4: International Symbols

The graphic symbols illustrated are used to identify engine compartment lubricant and fluid inspection and fill
locations. The symbols correspond to the caps located within the engine compartment.
VEHICLE CERTIFICATION LABEL
DESCRIPTION
DESCRIPTION
Fig. 5: Vehicle Certification Label - Typical

A vehicle certification label is attached to every Chrysler LLC vehicle. The label certifies that the vehicle
conforms to all applicable Federal Motor Vehicle Standards. The label also lists:
 Month and year of vehicle manufacture.

 Gross Vehicle Weight Rating (GVWR). The gross front and rear axle weight ratings (GAWR's) are based
on a minimum rim size and maximum cold tire inflation pressure.
 Vehicle Identification Number (VIN).

 Type of vehicle.
 Type of rear wheels.
 Bar code.
 Month, Day and Hour (MDH) of final assembly.
 Paint and Trim codes.
 Country of origin.
The label is located on the driver-side door shut-face.
VEHICLE IDENTIFICATION NUMBER
DESCRIPTION
DESCRIPTION
Fig. 6: Vehicle Identification Number (VIN) Label

The Vehicle Identification Number (VIN) label (1) is attached to the top left side of the instrument panel. The
VIN contains 17 characters that provide data concerning the vehicle. Refer to VEHICLE IDENTIFICATION
NUMBER DECODING CHART to determine the identification of a vehicle.
To protect the consumer from theft and possible fraud the manufacturer is required to include a Check Digit at
the ninth position of the Vehicle Identification Number. The check digit is used by the manufacturer and
government agencies to verify the authenticity of the vehicle and official documentation. The formula to use the
check digit is not released to the general public.
NOTE:  ASP = All Seating Positions

 OSP = Outboard seating Positions
VEHICLE IDENTIFICATION NUMBER DECODING CHART

POSITION INTERPRETATION CODE = DESCRIPTION
WMI (World Manufacturer
1, 2, 3 3C3 - Chrysler Mexico
Identifier)
A = Active Belts (ASP) Front Air Bags
(OSP) Without Side Inflatable Restraints
B = Active Belts (ASP) Front Air Bags
(OSP) With Side Inflatable Restraints Front
4 Restraint System
Row
C = Active Belts (ASP) Front Air Bags
(OSP) With Side Inflatable Restraints All
Rows
FFA = 500 Pop, Left Hand Drive, Front
Wheel Drive, 2 Door Hatchback
FFB = 500 Sport, Left Hand Drive, Front
FFC = 500 Lounge, Left Hand Drive, Front
Vehicle Line, Series, Body Wheel Drive, 2 Door Hatchback
5, 6, 7
Type FFF = 500 Abarth, Left Hand Drive, Front
FFD = 500 Pop, Left Hand Drive, Front
Wheel Drive, 2 Door Convertible
FFE = 500 Lounge, Left Hand Drive, Front
Wheel Drive, 2 Door Convertible
H = 1.4L 4 CYL Gasoline Turbo (EAF)
8 Engine R = 1.4L 4 CYL Gasoline Non-Turbo (EAB,
EAC, EAE, EAJ, EAK)
9 Check Digit 0 through 9 or X
10 Model Year C = 2012
11 Assembly Plant T = Toluca Assembly
12 thru 17 Vehicle Build Sequence 6 Digit Number Assigned by Assembly Plant
2012 GENERAL INFORMATION Vehicle Quick Reference - Fiat 500
Vehicle Quick Reference - Fiat 500
CAPACITIES AND RECOMMENDED FLUIDS

DESCRIPTION
LUBRICANT RECOMMENDATIONS
SPECIALIZED LUBRICANTS AND OILS
Some maintenance or repair procedures may require the use of specialized lubricants or oils. Consult the
appropriate information for the correct application of these lubricants.
CHASSIS
Component Fluid, Lubricant, or Genuine Part

Ball Joints, Steering Linkage, Wheel Bearings Mopar® Multi-Purpose Lubricant NLGI Grade 2 EP,
GC-LB
BODY
Component Fluid, Lubricant, and Genuine Part

Hinges:
Door and Hood Mopar® Engine Oil
Lift Gate Mopar® Multi-Purpose Lube NLGI Grade 2 EP, GC-
LB
Latches:
Door, Lift Gate, Hood and Safety Catch Mopar® Multi-Purpose Lube NLGI Grade 2 EP, GC-
LB
Seat Regulator and Track Mopar® Multi-Purpose Lube NLGI Grade 2 EP, GC-
LB
Lock Cylinders Mopar® Lock Cylinder Lube
FLUID TYPES
When service is required, Chrysler LLC recommends that only Mopar® brand parts, lubricants and chemicals
be used. Mopar® provides the best engineered products for servicing Chrysler LLC vehicles.
LUBRICANTS BEARING DESIGNATIONS
Only lubricants bearing designations defined by the following organization should be used to service Chrysler
LLC vehicles:
 Society of Automotive Engineers (SAE)

 American Petroleum Institute (API)

 National Lubricating Grease Institute (NLGI)
 European Automobile Manufacturers Association (ACEA)
API QUALITY CLASSIFICATION
Fig. 1: Identifying American Petroleum Institute Certified Symbol

This symbol on an oil container means that it has been certified by the American Petroleum Institute (API) to
meet all the lubrication requirements specified by Chrysler LLC.
GEAR LUBRICANTS
SAE ratings also apply to multigrade gear lubricants. In addition, API classification defines the lubricant usage,
such as API GL-5 and SAE 75W-90.
ENGINE OIL
WARNING: New or used engine oil can be irritating to the skin. Avoid prolonged or
repeated skin contact with engine oil. Contaminants in used engine oil,
caused by internal combustion, can be hazardous to your health.
Thoroughly wash exposed skin with soap and water. Do not wash skin
with gasoline, diesel fuel, thinner, or solvents, health problems can result.
Do not pollute, dispose of used engine oil properly. Contact your dealer
or government agency for location of collection center in your area.
When service is required, Chrysler recommends that only Mopar® brand parts, lubricants and chemicals be
used. Mopar® provides the best engineered products for servicing Chrysler vehicles.
LUBRICANTS BEARING DESIGNATIONS
Only lubricants bearing designations defined by the following organization should be used.
 Society of Automotive Engineers (SAE)

 American Petroleum Institute (API)
 National Lubricating Grease Institute (NLGI)
 Association des Constructeurs Europ e ens d' Automobiles (European Automobile Manufacturers
Association) (ACEA)
API SERVICE GRADE CERTIFIED

Use an engine oil that is API Certified. Mopar® provides engine oils, meeting Material Standard MS-6395, that
meet or exceed this requirement.
SAE VISCOSITY
An SAE viscosity grade is used to specify the viscosity of engine oil. Use only engine oil with multiple
viscosity 5W-30. This dual SAE viscosity grade specification indicates the cold-to-hot temperature viscosity
range.
ACEA CATEGORIES
For countries that use the ACEA European Oil Categories for Service Fill Oils, use engine oils that meet the
requirements of ACEA A1/B1, A2/B2, or A3/B3.
ENERGY CONSERVING OIL
An Energy Conserving type oil is recommended for gasoline engines. The designation of ENERGY
CONSERVING is located on the label of an engine oil container.
CONTAINER IDENTIFICATION

Standard engine oil identification notations have been adopted to aid in the proper selection of engine oil. The
identifying notations are located on the front label of engine oil plastic bottles and the top of engine oil cans.
This symbol means that the oil has been certified by the American Petroleum Institute (API). Chrysler only
recommend API Certified engine oils that meet the requirements of Material Standard MS-6395. Use Mopar®
or an equivalent oil meeting the specification MS-6395.
SYNTHETIC ENGINE OILS

There are a number of engine oils being promoted as either synthetic or semi-synthetic. If you chose to use such
a product, use only those oils that meet the American Petroleum Institute (API) and SAE viscosity standard.
Follow the service schedule that describes your driving type.
ENGINE OIL ADDITIVES/SUPPLEMENTS
The manufacturer does not recommend the addition of any engine oil additives/supplements to the specified
engine oil. Engine oil additives/supplements should not be used to enhance engine oil performance. Engine oil
additives/supplements should not be used to extend engine oil change intervals. No additive is known to be safe
for engine durability and can degrade emission components. Additives can contain undesirable materials that
harm the long term durability of engines by:
 Doubling the level of Phosphorus in the engine oil. The ILSAC (International Lubricant Standard
Approval Committee) GF-2 and GF-3 standards require that engine oil contain no more than 0.10%
Phosphorus to protect the vehicles emissions performance. Addition of engine oil additives/supplements
can poison, from the added sulfur and phosphorus, catalysts and hinder efforts to guarantee emissions
performance to 80, 000 miles.

 Altering the viscosity characteristics of the engine oil so that it no longer meets the requirements of the
specified viscosity grade.
 Creating potential for an undesirable additive compatibility interaction in the engine crankcase. Generally
it is not desirable to mix additive packages from different suppliers in the crankcase; there have been
reports of low temperature engine failures caused by additive package incompatibility with such mixtures.
ENGINE COOLANT
CAUTION: Mopar® Antifreeze/Coolant, is a Lifetime of Engine Formula. IT MAY NOT

BE MIXED WITH ANY OTHER TYPES OF ANTIFREEZE. Mixing of coolants
other than specified (non-OAT or other OAT), may result in engine damage
that may not be covered under the new vehicle warranty, and decreased
corrosion protection.
WARNING: Antifreeze is an ethylene-glycol base coolant and is harmful if swallowed

or inhaled. If swallowed, drink two glasses of water and induce vomiting.
If inhaled, move to fresh air area. Seek medical attention immediately. Do
not store in open or unmarked containers. Wash skin and clothing
thoroughly after coming in contact with ethylene-glycol. Keep out of
reach of children. Dispose of glycol base coolant properly, contact your
dealer or government agency for location of collection center in your
area. Do not open a cooling system when the engine is at operating
temperature or hot under pressure, personal injury can result. Avoid
radiator cooling fan when engine compartment related service is
performed, personal injury can result.
CAUTION: Use of Propylene-Glycol based coolants is not recommended, as they

provide less freeze protection and less corrosion protection.
The cooling system is designed around the coolant. The coolant must accept heat from engine metal, in the
cylinder head area near the exhaust valves and engine block. Then coolant carries the heat to the radiator where
the tube/fin radiator can transfer the heat to the air.
The use of aluminum cylinder blocks, cylinder heads, and water pumps requires special corrosion protection.
Mopar® Antifreeze/Coolant, or the equivalent ethylene-glycol base coolant with organic corrosion inhibitors
(called OAT, for Organic Additive Technology) is recommended. This coolant offers the best engine cooling
without corrosion when mixed with 50% ethylene-glycol and 50% distilled water to obtain a freeze point of -
37°C (-35°F). If it loses color or becomes contaminated, drain, flush, and replace with fresh properly mixed
coolant solution.
COOLANT PERFORMANCE
The required ethylene-glycol and water mixture depends upon climate and vehicle operating conditions. The
coolant performance of various mixtures follows:
Pure Water- Water can absorb more heat than a mixture of water and ethylene-glycol. This is for purpose of
heat transfer only. Water also freezes at a higher temperature and allows corrosion.
100 percent Ethylene-Glycol - The corrosion inhibiting additives in ethylene-glycol need the presence of water
to dissolve. Without water, additives form deposits in system. These act as insulation causing temperature to
rise to as high as 149°C (300°F). This temperature is hot enough to melt plastic. The increased temperature can
result in sever engine damage. In addition, 100 percent ethylene-glycol freezes at -22°C (-8°F).
50/50 Ethylene-Glycol and Water - Is the recommended mixture, it provides protection against freezing to -
37°C (-34°F). The antifreeze concentration must always be a minimum of 44 percent, year-round in all
climates. If percentage is lower, engine parts may be eroded by cavitation. Maximum protection against
freezing is provided with a 68 percent antifreeze concentration, which prevents freezing down to -67.7°C (-90°
F). A higher percentage will freeze at a warmer temperature. Also, a higher percentage of antifreeze can cause
the engine to overheat because specific heat of antifreeze is lower than that of water.
OAT coolant is orange in color. It cannot be mixed with other types of coolant including Chrysler's existing
HOAT coolant and only should only be mixed with approved OAT coolant of the same color. Maintenance of
the cooling system is not required unless a repair has been made with loss of coolant or the coolant has been
contaminated.
CAUTION: Richer antifreeze mixtures cannot be measured with normal field

equipment and can cause problems associated with 100 percent ethylene-
glycol.
COOLANT SELECTION AND ADDITIVES
The use of aluminum cylinder blocks, cylinder heads and water pumps requires special corrosion protection.
Only Mopar® Antifreeze/Coolant (glycol base coolant with corrosion inhibitors called OAT, for Organic
Additive Technology) is recommended. This coolant offers the best engine cooling without corrosion when
mixed with 50% distilled water to obtain to obtain a freeze point of -37°C (-35°F). If it loses color or becomes
contaminated, drain, flush, and replace with fresh properly mixed coolant solution.
CAUTION: Do not use coolant additives that are claimed to improve engine cooling.
BRAKE FLUID
The brake fluid used in this vehicle must conform to DOT 3 specifications and SAE J1703 standards. No other
type of brake fluid is recommended or approved for usage in the vehicle brake system. Use only Mopar® Brake
Fluid or equivalent from a tightly sealed container.
CAUTION: Never use reclaimed brake fluid or fluid from a container which has been
left open. An open container of brake fluid will absorb moisture from the
air and contaminate the fluid.
CAUTION: Never use any type of a petroleum-based fluid in the brake hydraulic
system. Use of such type fluids will result in seal damage of the vehicle
brake hydraulic system causing a failure of the vehicle brake system.
Petroleum based fluids would be items such as engine oil, transmission
fluid, power steering fluid, etc.
A/C REFRIGERANT
The refrigerant used in this air conditioning system is a HydroFluoroCarbon (HFC), type R-134a refrigerant.
Unlike R-12, which is a ChloroFluoroCarbon (CFC), R-134a refrigerant does not contain ozone-depleting
chlorine. R-134a refrigerant is a nontoxic, nonflammable, clear and colorless liquefied gas.
CAUTION: R-134a refrigerant is not compatible with R-12 refrigerant in an A/C

system. Even a small amount of R-12 refrigerant added to an R-134a
refrigerant system will cause A/C compressor failure.
The A/C refrigerant system is filled-for-life at the factory and requires no regular maintenance. Although not
required at specific intervals, the charge level should be checked if A/C system performance deteriorates or if a
noise or leak is suspected. Refer to DIAGNOSIS AND TESTING .
SPECIFICATIONS
SPECIFICATIONS
ENGINE
Capacities
Description Type Part Number
U.S. Metric
Cooling System
68104496AA
MOPAR® Antifreeze/Coolant 10 Year 150, 000 (concentrate)
? Engine Coolant 4.6 4.4
Mile Formula PARAFULL OAT (Organic
(1.4L Engine) 68104494AA Quarts Liters
Additive Technology)
(50/50)
Engine Oil with Filter
1 Quart - 4761
MOPAR® API Certified SAE 5W-30 engine oil, 838AB
Engine Oil (1.4L 3.8
meeting the requirements of Chrysler Group LLC 4 Quarts
Engine) 1 Gallon- 4761 Liters
Material Standard MS-6395.
844AB
Engine Oil Filter
MOPAR® Engine Oil Filter 73500049 N/A N/A
(1.4L Engine)
Fuel (approximate)
Fuel Selection 10.5 40
87 Octane Acceptable - 91 Octane Recommended N/A
(1.4L Engine) Gallons Liters
A/C Refrigerant System
17 482
A/C Refrigerant R-134a 82300101AB
Ounces Grams
? System fill capacity includes heater and coolant recovery bottle filled to MAX level.
CAUTION:
Nominal refill capacities are shown. A variation may be observed from vehicle to vehicle due to
manufacturing tolerance and refill procedure.
SPARK PLUGS
Gap
U.S. Metric
Spark Plugs (1.4L Engine) NGK® DCPR7E-N-10 0.040 in 1.00 mm
TRANSMISSION
Capacities
U.S. Metric
Manual
C514 - Service Fill Castrol BOT 350 M3 1 Quart - 68092630AA. P/N 1.8 Quarts 1.7 Liters
AW60T - Service Fill Mopar® AW1 1 Quart - 68092912AA. P/N 6.6 Quarts 6.2 Liters
AW60T - Service Fill Mopar® AW1 1 Gallon - 68092913AA. P/N N/A
CAUTION:
CHASSIS
Capacities
U.S. Metric
Chassis Systems
12 oz. Bottle -
MOPAR® Brake Fluid DOT 3, SAE 04318080AB
Brake Master Cylinder N/A N/A
J1703. 32 oz. Bottle -
04318081AB
CAUTION:
FUSE LOCATIONS AND TYPES

SPECIFICATIONS
SPECIFICATIONS
INTERIOR FUSES
Fig. 5: Interior Fuse Panel

The interior fuse panel is part of the Body Control Module (BCM) and is located on the driver's side under the
instrument panel.
Cavity Vehicle Fuse Number Mini Fuse Description

Right Low
1 F12 7.5 Amp Brown
Beam
Front and
Rear
Ceiling
Lights
2 F32 5 Amp Tan
Trunk and
Door
Courtesy
Lights
Instrument
3 F53 5 Amp Tan
Panel Node
Central
4 F38 20 Amp Yellow Door
Locking
Diagnostic
5 F36 10 Amp Red Socket, Car
Radio,
Climate
Control
System
Bi-
6 F43 20 Amp Yellow Directional
Washer
Passenger
7 F48 20 Amp Yellow Power
Window
Left Low
Beam,
8 F13 7.5 Amp Brown
Headlamp
Leveling
9 F50 7.5 Amp Brown Airbag
Car Radio
Switch,
Climate
10 F51 5 Amp Tan Control
System,
Stop Light,
Clutch
Stop Light
Switch,
11 F37 5 Amp Tan
Instrument
Panel Node
Exterior
Mirror,
GPS,
12 F49 5 Amp Tan Electric
Mirror,
Parking
Sensor
Ignition,
13 F31 5 Amp Tan Climate
Control
Driver
14 F47 20 Amp Yellow Power
Window
UNDERHOOD FUSES
Fig. 6: Second Fuse Panel

A second fuse panel is located on the right side of the engine compartment, next to the battery. To access the
fuses, press the release tabs and remove the cover.
The ID number of the electrical component corresponding to each fuse can be found on the back of the cover.
Cavity Maxi Fuse Mini Fuse Description

F01 60 Amp Blue Body Controller
F02 20 Amp Yellow Audio Amplifier
F03 20 Amp Yellow Ignition Switch
F04 40 Amp Orange Anti-Lock Brake Pump
F05 70 Amp Tan Electric Power Steering
F06 20 Amp Yellow Radiator Fan - Single Speed
F06 30 Amp Green Radiator Fan - Low Speed
F07 40 Amp Orange Radiator Fan - High Speed

F08 30 Amp Green Blower Motor
F09 10 Amp Red Powertrain
F10 10 Amp Red Horn
F11 15 Amp Blue Powertrain
F11 10 Amp Red Powertrain (Multiair - If Equipped)
F14 5 Amp Tan High beam (Shutter)
F15 15 Amp Blue Cigar Lighter
F16 7.5 Amp Brown Transmission
F17 25 Amp White Powertrain (Multiair - If Equipped)
F18 5 Amp Tan Powertrain (Multiair - If Equipped)
F19 7.5 Amp Brown Air Conditioning
F20 15 Amp Blue Heated Seats - If Equipped
F21 15 Amp Blue Fuel Pump
F23 20 Amp Yellow Anti-Lock Brake Valves
F24 7.5 Amp Brown Stability Control System
F30 15 Amp Blue Fog Lamps
F82 30 Amp Green Sunroof/Convertible Top
F84 10 Amp Red Transmission
F85 15 Amp Blue Rear Defroster, Heated Mirrors
F87 5 Amp Tan Lights
F90 5 Amp Tan Heated Mirrors
Relays
Cavity Relay Description
T02 20 Amp Main Headlights
T03 20 Amp Buzzers/Horn
T05 20 Amp A/C Compressor
T06 30 Amp Low/One Speed Cooling Fan
T07 50 Amp High Speed Cooling Fan
T08 30 Amp Climate Control System Fan
T09 30 Amp Engine Control System (Main Relay)
T10 20 Amp Spare
T14 20 Amp Fog Lights
T17 30 Amp Fuel Pump
T19 30 Amp Rear Window Defogger
T20 30 Amp Start Prevention with Robotized Gearbox
T30 50 Amp Dualogic Gearbox interlocking Pump
T31 30 Amp Front 12v Power Supply
HOISTING
STANDARD PROCEDURE
STANDARD PROCEDURE - JACKING AND HOISTING LIFT POINTS
Fig. 7: 500 Lifting Points

1 - DRIVE ON HOIST
2 - FRAME CONTACT LIFT (SINGLE POST)
2 - CHASSIS LIFT (DUAL LIFT)
2 - OUTBOARD LIFT (DUAL LIFT)
2 - FLOOR JACK
Refer to Owner's Manual provided with vehicle for proper emergency jacking procedures.
WARNING: The hoisting and jack lifting points provided are for a complete vehicle.
When the engine or rear suspension is removed from a vehicle, the center
of gravity is altered making some hoisting conditions unstable. Properly
support or secure vehicle to hoisting device when these conditions exist.
Failure to follow these instructions may result in serious or fatal injury.
CAUTION: Do not position hoisting device on any suspension component, including

the front or rear suspension crossmembers. Do not hoist on the front and
rear bumpers, the lower radiator crossmember, or the front engine mount.
Do not attempt to raise one entire side of the vehicle by placing a floor
jack midway between the front and rear wheels. This practice may result in
permanent damage to the body.
When placing hoist lift pads, use care to avoid contact with the body side
sill and body cladding.
When properly positioned, a floor jack can be used to lift the vehicle and support the raised vehicle with jack
stands.
A floor jack or any lifting device must never be used on any part of the underbody other than the described
areas.
Fig. 8: Hoist Lift Pad & Rubber Mat

A hoist lift pad (1) equipped with a rubber mat (2) or equivalent, is preferred when lifting the Fiat 500.
FRONT HOIST LOCATIONS

Fig. 9: Hoist Lift Arm, Body Sill Or Cladding, Front Lift Pads & Front Floor Reinforcement
CAUTION: Do not allow the hoist lift arm (3) to contact the body sill or cladding (2) or
damage to the vehicle may result.
1. Place the front lift pads (4) onto the front floor reinforcement (1).
REAR HOIST LOCATIONS

Fig. 10: Body Sill Or Cladding, Rear Suspension, Underbody Protection & Flange
CAUTION: Do not allow the hoist lift arm or lift pad to contact the body sill or
cladding (1), the rear suspension (2), or underbody protection (3) or
damage to the vehicle may result.
1. Place the rear lift pads onto the sill flange (4) and carefully lift vehicle making sure there is no contact
with the body side sill (1) and sill cladding.
JUMP STARTING
STANDARD PROCEDURE
STANDARD PROCEDURE - JUMP STARTING
WARNING: Review all safety precautions and warnings in the Battery System service
information.
 Do not jump start a frozen battery, personal injury can result.

 If equipped, do not jump start when maintenance free battery
indicator dot is yellow or bright color.
 Do not jump start a vehicle when the battery fluid is below the top of
lead plates.
 Do not allow jumper cable clamps to touch each other when
connected to a booster source.

 Do not use open flame near battery.
 Remove metallic jewelry worn on hands or wrists to avoid injury by
accidental arcing of battery current.
 When using a high output boosting device, do not allow battery
voltage to exceed 16 volts. Refer to instructions provided with
device being used.
Failure to follow these instructions may result in personal injury or death.
CAUTION: When using another vehicle as a booster, do not allow vehicles to touch.
Electrical systems can be damaged on either vehicle.
TO JUMP START A DISABLED VEHICLE:
Fig. 11: RED Jumper Cable Clamp, Positive (+) Terminal & Engine Ground
1. On the disabled vehicle, remove the battery compartment lid from under the passenger seat and inspect
the battery.
 Inspect the battery cable terminal clamps for damage. Replace any battery cable that has a damaged
or deformed terminal clamp.
 Inspect the battery tray and battery hold down hardware for damage. Replace any damaged parts.
 Slide the thermal guard off of the battery case, if equipped. Inspect the battery case for cracks or
other damage that could result in electrolyte leaks. Also, check the battery terminal posts for
looseness. Batteries with damaged cases or loose terminal posts must be replaced.
 Inspect the battery thermal guard for tears, cracks, deformation or other damage. Replace any
battery thermal guard that has been damaged.
Inspect the battery built-in test indicator sight glass (if equipped) for an indication of the battery
condition. If the battery is discharged, charge as required. Refer to BATTERY, STANDARD
PROCEDURE .
2. Raise hood on disabled vehicle and visually inspect engine compartment for:
 Generator drive belt condition and tension.
CAUTION: If the cause of starting problem on disabled vehicle is severe,

damage to booster vehicle charging system can result.
3. When using another vehicle as a booster source, park the booster vehicle within cable reach. Turn off all
accessories, set the parking brake, place the automatic transmission in PARK or the manual transmission
in NEUTRAL and turn the ignition OFF.
4. On disabled vehicle, place gear selector in park or neutral and set park brake. Turn off all accessories.
5. Connect jumper cables to booster battery. RED clamp to positive terminal (+). BLACK clamp to negative
terminal (-). DO NOT allow clamps at opposite end of cables to touch, electrical arc will result. Review
all warnings in this procedure.
6. On disabled vehicle, connect RED jumper cable clamp (1) to positive (+) terminal (2). Connect BLACK
jumper cable clamp to engine ground (3).
7. Start the engine in the vehicle which has the booster battery, let the engine idle a few minutes, then start
the engine in the vehicle with the discharged battery.
CAUTION: Do not crank starter motor on disabled vehicle for more than 15
seconds, starter will overheat and could fail.
8. Allow battery in disabled vehicle to charge to at least 12.4 volts (75% charge) before attempting to start
engine. If engine does not start within 15 seconds, stop cranking engine and allow starter to cool (15
min.), before cranking again.
DISCONNECT CABLE CLAMPS AS FOLLOWS:
 Disconnect BLACK cable clamp from engine ground (3) on disabled vehicle.
 When using a Booster vehicle, disconnect BLACK cable clamp from battery negative terminal.
Disconnect RED cable clamp from battery positive terminal.
 Disconnect RED cable clamp (1) from battery positive terminal (2) on disabled vehicle.
MAINTENANCE SCHEDULES
DESCRIPTION
DESCRIPTION
The Scheduled Maintenance services listed in this information must be done at the times or mileages specified
to protect your vehicle warranty and ensure the best vehicle performance and reliability. More frequent
maintenance may be needed for vehicles in severe operating conditions, such as dusty areas and very short trip
driving. Inspection and service should also be done anytime a malfunction is suspected.
The oil change indicator system will remind you that it is time to take your vehicle in for scheduled
maintenance.
Based on engine operation conditions the oil change indicator message will illuminate, this means that service is
required for your vehicle. Have your vehicle serviced as soon as possible, within the next 500 miles (805 km).
NOTE:  The oil change indicator message will not monitor the time since the last
oil change. Change your vehicles oil if it has been 6 months since your
last oil change even if the oil change indicator message is NOT
illuminated.
 Change your engine oil more often if you drive your vehicle off-road for an
extended period of time.
 Under no circumstances should oil change intervals exceed 8, 000 miles
(13, 000 km) or 6 months, whichever comes first.
OIL CHANGE INDICATOR - RESET
The vehicle is equipped with an engine oil change indicator system. The "Oil Change Required" message will
flash in the EVIC display for approximately 10 seconds after a single chime has sounded to indicate the next
scheduled oil change interval. The engine oil change indicator system is duty cycle based, which means the
engine oil change interval may fluctuate dependent upon your personal driving style.
Unless reset, this message will continue to display each time you turn the ignition switch to the ON/RUN
position. To turn off the message temporarily, press and release the Menu button. To reset the oil change
indicator system (after performing the scheduled maintenance) perform the following procedure:
1. Turn the ignition switch to the "ON" position (Do not start the engine).
2. Fully depress the accelerator pedal slowly three times within 10 seconds.
3. Turn the ignition switch to the "LOCK" position.
NOTE: If the indicator message illuminates when you start the vehicle, the oil change
indicator system did not reset. If necessary repeat this procedure.
The Scheduled Maintenance services listed in this information must be done at the times or mileages specified
to protect your vehicle warranty and ensure the best vehicle performance and reliability. More frequent
maintenance may be needed for vehicles in severe operating conditions, such as dusty areas and very short trip
driving. Inspection and service should also be done anytime a malfunction is suspected.
The oil change indicator system will remind you that it is time to take your vehicle in for scheduled
maintenance.
Based on engine operation conditions the oil change indicator message will illuminate, this means that service is
required for your vehicle. Have your vehicle serviced as soon as possible, within the next 500 miles (805 km).
NOTE:  The oil change indicator message will not monitor the time since the last
oil change. Change your vehicles oil if it has been 6 months since your
last oil change even if the oil change indicator message is NOT
illuminated.
 Change your engine oil more often if you drive your vehicle off-road for an
extended period of time.
 Under no circumstances should oil change intervals exceed 8, 000 miles
(13, 000 km) or 6 months, whichever comes first.
At Each Stop for Fuel
 Check the engine oil level about five minutes after a fully warmed engine is shut off. Checking the oil
level while the vehicle is on level ground will improve the accuracy of the oil level reading. Add oil only
when the level is at or below the ADD or MIN mark.
 Check the windshield washer solvent and add if required.
Once a Month
 Check tire pressure and look for unusual wear or damage.

 Inspect the battery and clean and tighten the terminals as required.
 Check the fluid levels of the engine coolant reservoir and brake master cylinder, and add as needed.
 Check all lights and other electrical items for correct operation.
At Each Oil Change
 Change the engine oil filter.

 Inspect the brake hoses and lines.
CAUTION:  Failure to perform the required maintenance items may result in

damage to the vehicle.
 Proper operation of four-wheel drive vehicles depends on tires of
equal size, type and circumference on each wheel. Any difference in
tire size can cause damage to the transfer case. Tire rotation
schedule should be followed to balance tire wear.
REQUIRED MAINTENANCE INTERVALS
Perform Maintenance Every

(Where time and mileage are listed, follow
Maintenance Items
the interval that occurs first.)
Miles Kilometers Months
8000 13000 6  Included in the Maintenance Program
Change the engine oil and engine oil filter.

 Included in the Maintenance Program
Rotate the tires, rotate at the first sign of irregular

wear, even if it occurs before 8, 000 miles (13 000
km).

km).
If using your vehicle for any of the following: Dusty

or off-road conditions. Inspect the engine air cleaner
filter; replace if necessary.
Inspect exhaust system.
Replace cabin filter.
Clean and lube sun roof tracks.
Inspect brake linings.
Inspect CV joints.
Inspect the front suspension, tie rod ends and boot

seals for cracks or leaks and all parts for damage,
wear, improper looseness or end play; replace if
necessary.

km).

km).
Inspect exhaust system.
Replace the spark plugs.
Replace the engine air cleaner filter.
Replace cabin filter.
Clean and lube sun roof tracks.
Check and adjust hand brake.
Inspect brake linings.

Inspect CV joints.
Inspect the front suspension, tie rod ends and boot

necessary.
40000 65000 30  Change the engine oil and engine oil filter.
 Rotate the tires, rotate at the first sign of irregular
km).
km).
 If using your vehicle for any of the following: Dusty
 Inspect exhaust system.
 Replace cabin filter.
 Clean and lube sun roof tracks.
 Inspect brake linings.
 Inspect CV joints.
 Inspect the front suspension, tie rod ends and boot
necessary.
km).
km).
 Replace the spark plugs.
 Replace the engine air cleaner filter.

 Check and adjust hand brake.
necessary.
km).
km).
necessary.
km).
km).
 Inspect and replace PCV valve if necessary.+

necessary.
wear, even if it occurs before 104, 000 miles (169
000 km).
000 km).
necessary.
 Replace accessory drive belt.
000 km).
000 km).

necessary.
000 km).
000 km).
necessary.
000 km).
 Flush and replace engine coolant.
 Replace the timing belt.
+ This maintenance is recommended by the manufacturer to the owner, but is not required to maintain
emissions warranty.
WARNING:  You can be badly injured working on or around a motor vehicle. Do

only service work for which you have the knowledge and the right
equipment. If you have any doubt about your ability to perform a
service job, take your vehicle to a competent mechanic.
 Failure to properly inspect and maintain your vehicle could result in
a component malfunction and effect vehicle handling and
performance. This could cause an accident
Failure to follow these instructions may result in possible serious or fatal

injury.
NEW VEHICLE PREPARATION INSTRUCTIONS

STANDARD PROCEDURE
STANDARD PROCEDURE - NEW VEHICLE PREPARATION
NEW VEHICLE PREP INSTRUCTIONS

VEHICLE READINESS
DESCRIPTION ACTION
Keep All Protective Transit Film and Wheel
Keep All Protective Transit Film and Wheel Covers &
Covers & Films on vehicle until sold, or up
Films on vehicle until sold, or up to 180 Days.
to 180 Days
Locate and install/connect Ignition Off Draw fuse or
Install Ignition Off Draw (IOD) Fuse
connector.
Simultaneously press the "Front Defrost" and "List/Enter"
Place vehicle into Customer Mode (if no
buttons and hold for five (5) seconds. The EVIC display
IOD fuse)
will update once the vehicle goes into customer mode.
Inflate tire pressure to maximum side wall Increase the tire pressure to maximum sidewall pressure if
pressure (except heavy duty trucks) vehicle is going into lot storage.
Install all "Shipped Loose" items Install all "Shipped Loose" items
Install Front License Plate Bracket (if
Install Front License Plate Bracket
required)
Install Roof Rack Install Roof Rack
Install Antenna Install Antenna
Install Wheel Center Caps Install Wheel Center Caps
If vehicle is going into storage and tire pressure is being set
Reset Tire Pressure Light Load Switch (if
to maximum, switch the tire pressure light load setting to
equipped)
"maximum load" using the button on the instrument panel.
UNDERHOOD
DESCRIPTION ACTION
Verify the operation of the hood release system including
the inside hood release lever and the outside hood
secondary safety catch. Adjust if necessary. The safety
catch prevents the hood from going to the full open

position until it is manually released. To test the safety
Hood Latch and Safety Catch - Adjust as
catch, unlatch the hood with the interior hood release lever
Needed
and attempt to raise the hood without operating the safety
catch.
Check the battery state of charge by connecting a digital
voltmeter at the jump-start locations. The battery voltage
Battery State-of-Charge - document voltage should be at least 12.4 volts. If charging is necessary,
follow the service information procedures and recharge the
battery. Record voltage on New Vehicle Prep (NVP) form.
Inspect the following for routing, loose attachments,
connections, and clearance. Reroute and tighten as
Loose Attachments, Routing and Clearance required: Brake Lines, Fuel Lines, Power Steering Hoses,
Vacuum Hoses, Clutch Lines, Refrigerant Lines, Wiring,
Belts.
Refer to the owner's manual or service information for
All Fluid Levels
proper fluid level inspection locations.
Visually inspect the underhood area to make sure absence
No Fluid Leaks present of fluid leaks. Check clamps for tightness an full
engagement.
UNDER VEHICLE
DESCRIPTION ACTION
Raise the vehicle on an appropriate hoist and check the
following: Loose Attachments, Routing Clearance and
Damage, Absence of Fluid Leaks. Refer to STANDARD
No Fluid Leaks present
PROCEDURE - JACKING AND HOISTING LIFT
POINTS Service Information for proper lift points. Check
clamps for tightness and full engagement.
Raise the vehicle on an appropriate hoist and check the
following: Loose Attachments, Routing Clearance and
Loose Attachments, Routing, Clearance, Damage, Absence of Fluid Leaks. Refer to STANDARD
Damage PROCEDURE - JACKING AND HOISTING LIFT
POINTS Service Information for proper lift points. Check
clamps for tightness and full engagement.
ROAD TEST
DESCRIPTION ACTION
Perform Road Test, Mileage: Before ______
Record mileage before and after road test.
After ______
Engine Starts with All Keys Start vehicle with all sets of keys.
Verify all warning lights and gauges are operating
All Warning Lights and Gauges / No DTCs
properly, and no fault codes exist.
Make sure vehicle starts with push button, when key is
Keyless Go
inside vehicle.
Verify engine will only start while automatic transmission
Engine Starts Only in Park & Neutral
is in park or neutral.
Verify engine will only start when clutch is depressed on

Engine Starts Only with Clutch Depressed
manual transmission vehicles.
Apply the service brakes while the car is in motion. Be sure
the brake operation is smooth and positive. Make sure the
vehicle stops in a straight line and without pulling to one
Service and Parking Brakes
side. Make sure there is no shudder or vibration when
braking. Make sure that the parking brake is easy to
operate. Make sure the parking brake does not drag.
Make sure that the vehicle will only start when the brake is
Brake Transmission Shift Interlock
depressed on vehicles with automatic transmission.
Check for smooth shifting. Make sure shift lever operates
Clutch / Manual Transmission Shifting easily and smoothly. Check for proper synchronization.
The gears should not grind.
Make sure that the park lock mechanism holds the vehicle.
With the vehicle on a grade, put the automatic transmission
in park and slowly release the service brake to check the
Automatic Transmission Shifting
operation of the park mechanism. Make sure the shift lever
operates easily and smoothly. Check for smooth shifting.
Check for proper upshifting and downshifting.
Verify that Autostick feature allows proper shifting through
Autostick
the gears.
ROAD TEST
DESCRIPTION ACTION
The engine should: start properly, idle smoothly and at
proper speed, be free from stumbling or hesitation, produce
Engine Performance - Cold sufficient power, be free of unusual noises, operate within
the proper temperature range, and stop when the ignition
key is shut off or stop button is depressed.
The engine should: start properly, idle smoothly and at
proper speed, be free from stumbling or hesitation, produce
Engine Performance - Warm sufficient power, be free of unusual noises, operate within
the proper temperature range, and stop when the ignition
key is shut off or stop button is depressed.
Check that the power assist works properly. Make sure that
the steering wheel does not vibrate abnormally at idle or
road speed. Make sure that the steering wheel is centered
Steering and Handling
when traveling in a straight line. Check that the vehicle
does not drift to either side on flat road surfaces. Make sure
that the vehicle does not vibrate or shake abnormally.
Check that the vehicle is free of noise, vibrations, squeaks,
Noise, Vibration, Squeaks, or Rattles
or rattles. Tighten any loose fasteners.
Check the heater operation after the vehicle has reached
operating temperature. Operate blower motor at all speeds.
Heater / Defrost - Front Operate the system in all modes. Check for hot air at all
appropriate outlets. Check for temperature control
operation.
Make sure that the A/C system cools properly. Operate

Air Conditioning blower motor at all speeds. Check for cool air at all
temperature outlets. Operate the system in all modes.
Rear Heater and Air Conditioning Check the rear heater and A/C for proper operation.
Make sure that the electric heated rear defroster operates
Defrost - Rear
correctly. Turn on and feel for warmth.
While on road test, verify that the visual warning indicators
Blindspot Monitoring System (if equipped) located on the side view mirrors are operating properly
when an object is within the detection zone.
Check the "on/off" switch. Check the "set" operation.
Check the "resume" function. Check the "accelerate" and
Cruise Control (if equipped) "decelerate" function. Check the "cancel" button. Check
the brake/clutch release function. If equipped, verify
operation of Adaptive Cruise Control function.
Refer to the appropriate service information on
Set Compass Variance / Calculation (if
TechCONNECT for information regarding compass setting
equipped)
procedures.
ROAD TEST
DESCRIPTION ACTION
With vehicle in four wheel drive, press the sway bar switch
to activate the system. Verify that the "Sway Bar Indicator
Light" is illuminated.
Electronic Sway Bar Disconnect (if
equipped) WARNING:
Do not exceed 18 MPH / 29 KMPH while the front sway
bar is disconnected. Failure to follow these instructions
Shift the transfer case through all ranges to make sure all
Transfer Case (if equipped)
shifting is smooth and operates properly.
Use the terrain select switch to change the ride height
during normal driving conditions. Cycle through each
Load Leveling Air Suspension (if equipped)
selection and verify proper operation of the air suspension
system.
Verify that Tire Pressure Monitoring Indicator Light is not
illuminated when tires are above minimum inflation
Tire Pressure Monitoring System
recommendations. Make sure that indicator lamp is not
flashing/chiming.
Put vehicle in reverse and slowly back up toward an object.
Park Assist (if equipped) Verify that Park Assist warning icon, lights and chimes
operate properly as object is approached.
Put vehicle in reverse, verify that screen provides a clear
Back-Up Camera (if equipped)
and visible image from rear of vehicle.
INTERIOR
DESCRIPTION ACTION
From the interior of the vehicle, open and close all doors to
make sure ease of operation. Fully open and close the glove
Visually Inspect Interior Parts for Damage, box to make sure proper operation. Fully open and close
Fit, etc. the console door to make sure proper operation. Check
interior panels for proper fit and free from damage.
Operate and visually inspect all interior lights and switches,
including: Dome/Map lamps, and if equipped the
following: vanity mirror lamps, glove box lamps, ash tray
All Interior Lamps and Horn
lamp, cigar lighter lamp, radio lamps, door mounted lamps,
illuminated entry system. Make sure that the horn operates
properly.
Check that the rearview mirror's day/night function Is
Rear View Mirror
operating properly.
Activate front windshield wipers, and if equipped, rear
window wipers and check for proper operation at all
Front and Rear Wipers and Washers speeds. Activate the front and if equipped, the rear washer.
Check the spray pattern for proper operation and aim.
Check the intermittent wipe feature for proper operation.
Check all interior door locks for proper operation,
All interior Door Locks including Child
including rear child safety door locks if equipped. Place in
Locks
the unlocked position.
INTERIOR
DESCRIPTION ACTION
Steering Wheel Mounted Controls Check all steering wheel controls for proper operation.
Verify the proper operation of the memory mirror and seat
Memory Mirror / Seat
system.
Cigar Lighter Check cigar lighter for proper operation.
Fully open and close all power windows to make sure
proper operation and sealing. Make sure that the windows
Power Windows and Window Lock Switch
operate properly at each door. Verify that window lock
button is operating properly.
Check the adjustable pedals for proper operation by
Power Adjustable Pedals (if equipped)
pressing the switch on the steering column.
Outside Power Mirrors Check power mirrors for proper operation.
Heated Mirrors (if equipped) Check power heated mirrors for proper operation.
Power Folding Mirrors (if equipped) Check power folding mirrors for proper operation.
Check for correct installation and operation of seat and
shoulder belts, and retractors. Check that the restraint
system safety labels regarding the use of seatbelts and
airbags are in place. Fully cycle the seats for proper
Seats and Seat Belts - All Adjustments
adjustments and verify that each seat is securely mounted.
Fold down and latch the rear seats. Pull forward to check
that the latches operate correctly. Check for proper head
restraint operation.
Convertible Top (If equipped) Cycle the convertible top. Check and adjust alignment as
required. In cold weather, allow the top to reach room
temperature before cycling.

Cycle the convertible top. Check and adjust alignment as
FIAT Cabrio Top (if equipped) required. In cold weather, allow the top to reach room
temperature before cycling.
Cycle the Skyslider roof. Check and adjust alignment as
Skyslider (if equipped)
required.
Cycle sunroof. Make sure that the sunroof opens and closes
Power Sunroof (if equipped) easily. Verify proper operation of one touch open/close
feature if equipped.
Set all clocks to correct time. Refer to Owner's Manual for
Set Clock(s)
information regarding clock setting procedures.
Turn the radio on and check reception in both AM and FM
Audio System modes. Check that the CD player operates properly. Check
for good sound quality from all speakers.
Satellite Radio (if equipped) Turn on satellite radio and verify reception.
Use the scantool to disable front seat video while vehicle
Disable Front Seat Video (if equipped)
not in park.
Test the DVD player to make sure that a DVD will load
Video System (if equipped)
properly and display on the screen.
Satellite Streaming Video (if equipped) Satellite Streaming Video.
Wireless Headphones / Video Remote (if Check for proper operation of the Wireless Headphones /
equipped) Video Remote.
INTERIOR
DESCRIPTION ACTION
Heated Steering Wheel (if equipped) Verify that heated steering wheel is functioning properly.
Check for proper operation of the manual or power rear
Rear Sliding Window (if equipped)
sliding window.
Power Outlet(s) Check all power outlets for proper operation.
Check the child restraints and child seats for proper
Integrated Child Seat / Belt
operation.
Place tire changing instruction sheet in left
Place tire changing instruction sheet in left rear quarter
rear quarter panel storage compartment (RT
panel storage compartment (RT only).
only)
Storage bins properly seated around the spare
Verify that storage bins are properly seated.
tire (WK only)
Verify proper operation of power folding third row head
Power folding Headrests (if equipped) restraints by pressing the power folding switch located on
the instrument panel switch bank.
Check for proper operation of heated seats on all power
Heated Seats (if equipped)
levels, on all equipped seats.
Check for proper operation of ventilated seats on all power
Power Cooled Seats (if equipped)
levels, on all equipped seats.
Check for proper operation of the heated and cooled and
Heated / Cooled Cup Holders (if equipped)
cooled cupholders.
Check the rear cargo compartment cover is operating

Cargo Compartment Cover (if equipped)
properly.
Vinyl Floor Covering (if equipped) Verify properly equipped.
EXTERIOR
DESCRIPTION ACTION
Inspect the body exterior for damage, loose or missing
Inspect Body and Paint for Damage and Fit/ items. During the inspection, make sure that no vehicle
Finish damage occurred from the time the vehicle was received
and the beginning of the New Vehicle Preparation.
Operate and visually inspect the following: Headlamps
(High/Low Beams), turn signals, hazard warning flashers,
Exterior Lamps - Headlamps, Turn Signals,
parking/tail/license plate lamps, reverse/back up lamps, fog
Hazards, Park/Tail/License Plate, Trunk
lamps, stop lamps including center mounted stop lamp,
Lights, etc.
daytime running lamps (if equipped), clearance lamps,
cargo bed lamps, any other lamps.
Lock and Unlock all doors with all
Verify all doors lock and unlock with all mechanical keys.
mechanical keys
EXTERIOR
DESCRIPTION ACTION
Open each door/liftgate/tailgate from the outside to check
outside door handle operation. Check the door detent.
Doors, Liftgate and Tailgate - Adjust Strikers Partially close all doors to check the open-door detent.
as Needed Close all doors/liftgates/tailgates to check the operation of
latches and strikers. Adjust strikers as required. Verify
liftgate/tailgate ease of operation.
Verify all modes of operation of the power liftgate,
Power Liftgate - Inspect for fit and operation
including operating the liftgate using the inside switches
(if equipped)
and the Remote Keyless Entry transmitter.
Verify all modes of operation of the power sliding door,
Power Sliding Door - Inspect for Fit and
including operating the sliding door using the inside
Operation (if equipped)
switches and the Remote Keyless Entry transmitter.
Lock doors using the Remote Keyless Entry Transmitter.
Security Alarm Test (if equipped) Verify the operation of the Vehicle Security System
warning lamp.
Verify that the Keyless Enter-N-Go feature is operating
properly, by grabbing the door handle of the locked
Passive Entry (if equipped) vehicle, while the Remote Keyless Entry transmitter key is
within 5 feet of the vehicle. The door should unlock
automatically.
Remote Keyless Entry (if equipped) Verify that doors unlock properly using all key FOBS.
Verify that engine starts with all keys when using Remote
Remote Start (if equipped)
Keyless Entry Transmitter.
For Wrangler equipped with soft top, verify opening and
Top (Wrangler) closing operation. For Hard/Soft Top, verify top fits and is
seated properly.
VEHICLE STORAGE
DESCRIPTION ACTION
Keep all protective transit film, wheel covers Keep all protective transit film, wheel covers and films on
and films on vehicle until sold vehicle until sold.
Inflate tire pressure to maximum side wall Inflate tire pressure to maximum side wall pressure (except
pressure heavy duty trucks.)
Simultaneously press the "Front Defrost" and "List/Enter"
Put Vehicle into Ship Mode (if no IOD fuse) buttons and hold for five (5) seconds. The EVIC display
will update once the vehicle goes into ship mode.
Remove ignition off draw (IOD) Fuse Remove fuse before storing vehicle to conserve battery.
FINAL DETAIL & INSPECTION
DESCRIPTION ACTION
Perform all incomplete recalls and RRTs Perform all incomplete recalls and RRTs.
Remove exterior protective coatings/coverings from
Remove interior and exterior Transportation
vehicle, remove interior protective covers, grease markings
Protective Covers
on door jambs, unnecessary labels, etc.
Make sure that the body is free from paint chips or
Inspect paint and body, touch up as needed scratches. Touch up any chips/scratches using thin layers of
paint. Make sure that the body is free from dings and dents.
Install IOD Fuse or put vehicle into Install fuse or place vehicle into customer mode prior to
Customer Mode delivery.
Check the battery state of charge by connecting a digital
voltmeter at the jump-start locations. The battery voltage
Test and record battery state of charge should be at least 12.4 volts. If charging is necessary,
follow the service information procedures and recharge the
battery. Record voltage on New Vehicle Prep (NVP) form.
Adjust tire pressures including spare to door
Adjust tire pressures including spare to door placard.
placard
Reset the Tire Pressure Light Load Switch back to the
Reset Tire Pressure Light Load Switch (if
"Light Load" setting using the switch on the instrument
equipped)
panel.
Fill the Diesel Exhaust Fluid Reservoir located behind the
cab on the driver's side of truck (clearly marked in blue)
Top off Diesel Exhaust Fluid reservoir
with Mopar Diesel Exhaust Fluid prior to customer
delivery.
Wash the entire vehicle. Clean the tire sidewalls and
Wash and clean vehicle exterior wheel/wheel covers (use non - acidic wheel cleaner). Clean
exterior/interior glass surfaces.
Inspect the interior trim, seats, carpeting, and moldings.
Clean vehicle interior
Clean as necessary.
Fill fuel tank with the specified grade of fuel. Refer to
Fill Fuel Tank with specified grade
owner's manual or information tag behind the fuel filler.
TOWING
STANDARD PROCEDURE
TOWING, VEHICLE
A vehicle equipped with SAE approved wheel lift type towing equipment can be used to tow WK/WH vehicles.
When towing a 4WD vehicle using a wheel lift towing device, use tow dollies under the opposite end of the
vehicle. A vehicle with a flatbed device can also be used to transport a disabled vehicle.
SAFETY PRECAUTIONS
Fig. 12: Identifying Wheel Lift And Flat Bed

CAUTION: The following safety precautions must be observed when towing a vehicle:
 Secure loose and protruding parts.

 Always use a safety chain system that is independent of the lifting and towing equipment.
 Do not allow towing equipment to contact the disabled vehicle's fuel tank.
 Do not allow anyone under the disabled vehicle while it is lifted by the towing device.
 Do not allow passengers to ride in a vehicle being towed.
 Always observe state and local laws regarding towing regulations.
 Do not tow a vehicle in a manner that could jeopardize the safety of the operator, pedestrians or other
motorists.
 Do not attach tow chains, T-hooks, or J-hooks to a bumper, steering linkage, drive shafts or a non-
reinforced frame hole.
 Do not tow a heavily loaded vehicle. Use a flatbed device to transport a loaded vehicle.
TWO WHEEL DRIVE VEHICLE TOWING
Chrysler Corporation recommends that a vehicle be towed with the rear end lifted, whenever possible.
WARNING: When towing a disabled vehicle and the drive wheels are secured in a
wheel lift or tow dollies, ensure the transmission is in the park position
(automatic transmission) or a forward drive gear (manual transmission).
WARNING: Ensure vehicle is on a level surface or the wheels are blocked to prevent
vehicle from rolling.
TWO WHEEL DRIVE TOWING - REAR END LIFTED
CAUTION: Do not use steering column lock to secure steering wheel during towing
operation.
2WD vehicles can be towed with the front wheels on the surface for extended distances at speeds not exceeding
48 km/h (30 mph).
1. Attach wheel lift device to rear wheels.

2. Place the transmission in neutral.
3. Raise vehicle to towing position.
4. Attach safety chains. Route chains so not to interfere with tail pipe when vehicle is lifted.
5. Turn the ignition switch to the OFF position to unlock the steering wheel.
CAUTION: Do not use steering column lock to secure steering wheel during
towing operation.
6. Secure steering wheel in straight ahead position with a clamp device designed for towing.
7. Place transmission in park.
TWO WHEEL DRIVE TOWING - FRONT END LIFTED
CAUTION: Towing is allowed ONLY if the driveshaft is removed. Towing with the rear
wheels on the ground while the driveshaft is connected can result in
severe transmission damage which is not covered under the Limited
Warranty.
CAUTION: Many vehicles are equipped with air dams, spoilers, and/or ground effect
panels. To avoid component damage, a wheel lift towing vehicle or a flat
bed hauling vehicle is recommended.

3. Raise the rear of the vehicle off the ground and install tow dollies under rear wheels.
4. Attach wheel lift device to front wheels and raise vehicle to towing position.
5. Attach the safety chains.
towing operation.
FOUR WHEEL DRIVE VEHICLE TOWING
Chrysler Corporation recommends that a 4WD vehicle be transported on a flat bed device. A wheel lift device
can be used provided the trailing wheels are off the ground and positioned in tow dollies.
WARNING: When towing a disabled vehicle and the drive wheels are secured in a
wheel lift or tow dollies, ensure the transmission is in the park position.
CAUTION: Many vehicles are equipped with air dams, spoilers, and/or ground effect
panels. To avoid component damage, a wheel lift towing vehicle or a flat
bed hauling vehicle is recommended.
FOUR WHEEL DRIVE TOWING - REAR END LIFTED
1. Attach wheel lift device to front wheels.

3. Raise the front of the vehicle off the ground and install tow dollies under front wheels.
4. Attach wheel lift device to rear wheels and raise vehicle to towing position.
5. Attach safety chains. Route chains so not to interfere with tail pipe when vehicle is lifted.
towing operation.
FOUR WHEEL DRIVE TOWING - FRONT END LIFTED

3. Raise the rear of the vehicle off the ground and install tow dollies under rear wheels.
4. Attach wheel lift device to front wheels and raise vehicle to towing position.
5. Attach the safety chains.
towing operation.
RECREATIONAL TOWING (BEHIND MOTORHOME, ETC.)
TOWING - 2WD MODELS
CAUTION: Recreational towing is allowed ONLY if the driveshaft is removed. Towing

with the rear wheels on the ground while the driveshaft is connected can
result in severe transmission damage which is not covered under the
Limited Warranty.
TOWING - QUADRA-TRAC I (SINGLE-SPEED TRANSFER CASE) 4WD MODELS
CAUTION: Recreational towing is not allowed. This model does not have a N (Neutral)
position in the transfer case.
TOWING - QUADRA-TRAC II /QUADRA-DRIVE II 4WD MODELS
CAUTION: Internal damage to the transfer case will occur if a front or rear wheel lift is
used when recreational towing. The transfer case must be in the N
(Neutral) position, and the transmission must be in the P (Park) position
for recreational towing.
SHIFTING INTO NEUTRAL (N)
CAUTION: Use the following procedure to prepare the vehicle for recreational towing.
It is necessary to follow these steps to be certain that the transfer case is
fully in N (Neutral) before recreational towing to prevent damage to
internal parts.
1. Depress brake pedal.

2. Shift transmission into N (Neutral).

3. Shift transfer case lever into N (Neutral). Refer to FOUR WHEEL DRIVE TOWING - FRONT END
LIFTED in this information. Start engine.
4. Shift transmission into D (Drive).
5. Release brake pedal and ensure that there is no vehicle movement.
6. Shut the engine OFF and place the ignition key into the unlocked OFF position.
7. Shift transmission into P (Park).
8. Apply parking brake.
9. Attach vehicle to the tow vehicle with tow bar.
10. Release parking brake.
CAUTION: Transmission damage may occur if the transmission is shifted into P

(Park) with the transfer case in N (Neutral) and the engine running. With
the transfer case in N (Neutral) ensure that the engine is OFF prior to
shifting the transmission into P (Park) (refer to steps 7 - 8 above).
SHIFTING OUT OF NEUTRAL (N)
Use the following procedure to prepare the vehicle for normal usage.
1. Turn the ignition key to the unlocked OFF position.

2. Shift transmission into N (Neutral).
3. Shift transfer case lever to desired position. Refer to FOUR WHEEL DRIVE TOWING - FRONT
END LIFTED in this information.
4. Shift transmission into P (Park).
5. Start the engine.
6. Shift transmission into D (Drive).
NOTE: When shifting out of transfer case N (Neutral), turning the engine OFF may be
required to avoid gear clash.
WARNING: You or others could be injured if you leave the vehicle unattended with
the transfer case in the N (Neutral) position without first fully engaging
the parking brake. The transfer case N (Neutral) position disengages both
the front and rear driveshafts from the powertrain and will allow the
vehicle to move regardless of the transmission position. The parking
brake should always be applied when the driver is not in the vehicle.
CAUTION: Do not use a bumper mounted clamp on tow bar on the vehicle. The
bumper face bar will be damaged.
2012 COMMON SPECS & PROCEDURES Fiat 500
2012 COMMON SPECS & PROCEDURES
Fiat 500
COMMON SPECS & PROCEDURES

FIAT COMMON SPECS & PROCEDURES
System Specification/Procedure
Air Conditioning
Service A/C SYSTEM
Torque FASTENER TORQUE SPECIFICATIONS
Axle Nut/Hub Nut
Front 229 ft. lbs. (310 N.m)
Rear N/A
Battery SPECIFICATIONS
Brakes
Bleeding Sequence STANDARD PROCEDURE - BASE BRAKE BLEEDING ,
STANDARD PROCEDURE - ANTILOCK BRAKE SYSTEM
BLEEDING
Disc Brakes
Service Refer to appropriate text under ROTOR, BRAKE .
Specifications
Torque TORQUE SPECIFICATIONS
Drum Brakes
Service N/A
Specifications
Torque N/A
Charging
Generator GENERATOR SPECIFICATIONS
Drive Belts
Adjustment Serpentine belt used, not adjustable.
Drive Belt Routing Refer to appropriate "Belt Routing" figure under REMOVAL .
Engine Cooling
General Service SPECIFICATIONS
Specifications
Radiator Cap 14-to-18 psi (97-to-124 kPa)
Pressure
Thermostat R & THERMOSTAT
I
Water Pump R PUMP, WATER
&I
Engine Mechanical
1.4L Non-Turbo (EAB)

Compression Compression should not be less than 689 kPa (100 psi) and not vary
more than 25 percent from cylinder to cylinder.
Oil Pressure Pressure @ Curb Idle Speed: > 10 psi (> 0.7 bar), Pressure @ 4000
RPM: > 58 psi (> 4.0 bar): At Normal Operating Temperatures
Overhaul SPECIFICATIONS
1.4L Non-Turbo (EAJ)
Oil pressure Pressure @ Curb Idle Speed: > 13 psi (> 0.9 bar), Pressure @ 4000
1.4L Turbo (EAF)
Oil pressure Pressure @ Curb Idle Speed: > 10 psi (> 0.7 bar), Pressure @ 4000
Fluid Specifications See FLUIDS under MAINTENANCE/FLUIDS tab. From within Manager
or Service Writer, click the "30/60/90 Interval" or "Maint." button.
Flywheel/Flex Plate/Drive Plate Torque
Flexplate Refer to INSTALLATION
Flywheel Refer to INSTALLATION
Flexplate Information not available from manufacturer.
1.4L Turbo (EAF)
Flexplate Information not available from manufacturer.
Fuel System
Pressure Specification 50.8 psi (350 kPa) +/- 3.6 psi (25 kPa)
Fuel Pressure CHECKING THE FUEL DELIVERY SYSTEM
Test Procedure
Fuel Filter Information not available from manufacturer.
Location
Fuel Filter R & I Information not available from manufacturer.
Ignition
Firing Order & Cylinder FIRING ORDER
Identification
Ignition Wires Coil On Plug

(Resistance)
Ignition Wires (Routing) Coil On Plug
Spark Plug
Type DCPR7E-N-10
Gap .040 in. (1.0 mm)
Torque 12 ft. lbs. (16 N.m)
Type NGK 55226520
Gap .040 in. (1.0 mm)
Torque 13 ft. lbs. (18 N.m)
1.4L Turbo (EAF) Information not available from manufacturer.
Starting
Starter Information not available from manufacturer.
Torque Torque specifications are in text under INSTALLATION .
Wheel Alignment
Adjustment SPECIFICATIONS
Specifications
Torque SPECIFICATIONS
Wheel & Tire
Wheel Lug Nut Torque Steel Wheels: 63 ft. lbs. (85 N.m), Aluminum Wheels: 75 ft. lbs. (100
N.m)
2012 DTC INDEX Fiat
2012 DTC INDEX
Fiat
CLUSTER, INSTRUMENT
DIAGNOSTIC CODE INDEX
DTC Description
B1000-44 ECU INTERNAL - DATA MEMORY FAILURE
B1000-45 ECU INTERNAL - PROGRAM MEMORY FAILURE
B1000-46 ECU INTERNAL - CALIBRATION MEMORY FAILURE
B1000-47 ECU INTERNAL - WATCHDOG MICRO FAILURE
B1900-01 SECURE WARNING LAMPS - GENERAL ELECTRICAL FAILURE
U0019-87 CAN B BUS - NO SIGNAL
U0019-88 CAN B BUS OFF
U1700-86 IMPLAUSIBLE DATA RECEIVED FROM BCM
U1700-87 LOST COMMUNICATION WITH BCM
U1701-86 IMPLAUSIBLE DATA RECEIVED FROM PCM
U1701-87 LOST COMMUNICATION WITH PCM
U1705-86 IMPLAUSIBLE DATA RECEIVED FROM RRM
U1705-87 LOST COMMUNICATION WITH RRM
U1706-86 IMPLAUSIBLE DATA RECEIVED FROM BSM
U1706-87 LOST COMMUNICATION WITH BSM
U1711-86 IMPLAUSIBLE DATA RECEIVED FROM TCM
U1711-87 LOST COMMUNICATION WITH TCM
U1724-86 IMPLAUSIBLE DATA RECEIVED FROM PAM
U1724-87 LOST COMMUNICATION WITH PAM
U1726-86 IMPLAUSIBLE DATA RECEIVED FROM ORC
U1726-87 LOST COMMUNICATION WITH ORC
U1732-86 IMPLAUSIBLE DATA RECEIVED FROM TPM
U1732-87 LOST COMMUNICATION WITH TPM
U1733-86 IMPLAUSIBLE DATA RECEIVED FROM CTM
U1733-87 LOST COMMUNICATION WITH CTM
CONTROLLER, OCCUPANT RESTRAINT (ORC)

DTC Description
B0103-11 FRONT DRIVER AIRBAG 1ST STAGE - CIRCUIT SHORT TO GROUND
B0103-12 FRONT DRIVER AIRBAG 1ST STAGE - CIRCUIT SHORT TO BATTERY
B1B03-1A DRIVER AIRBAG SQUIB 1ST STAGE - CIRCUIT RESISTANCE BELOW
THRESHOLD
2012 DTC INDEX Fiat
B0103-1B FRONT DRIVER 1ST STAGE - CIRCUIT RESISTANCE ABOVE THRESHOLD

B0113-11 FRONT DRIVER AIRBAG 2ND STAGE - CIRCUIT SHORT TO GROUND
B0113-12 FRONT DRIVER AIRBAG 2ND STAGE - CIRCUIT SHORT TO BATTERY
B0113-1A FRONT DRIVER AIRBAG 2ND STAGE - CIRCUIT RESISTANCE BELOW
THRESHOLD
B0113-1B FRONT DRIVER AIRBAG 2ND STAGE - CIRCUIT RESISTANCE ABOVE
THRESHOLD
B0116-11 FRONT DRIVER KNEE BAG - CIRCUIT SHORT TO GROUND
B0116-12 FRONT DRIVER KNEE BAG - CIRCUIT SHORT TO BATTERY
B0116-1A FRONT DRIVER KNEE BAG - CIRCUIT RESISTANCE BELOW THRESHOLD
B0116-1B FRONT DRIVER KNEE BAG - CIRCUIT RESISTANCE ABOVE THRESHOLD
B104-11 B104-11-FRONT PASSENGER AIRBAG 1ST STAGE - CIRCUIT SHORT TO
GROUND
B0104-12 FRONT PASSENGER AIRBAG 1ST STAGE - CIRCUIT SHORT TO BATTERY
B0104-1A FRONT PASSENGER AIRBAG 1ST STAGE - CIRCUIT RESISTANCE ABOVE
THRESHOLD
B0104-1B FRONT PASSENGER AIRBAG 1ST STAGE - CIRCUIT RESISTANCE BELOW
THRESHOLD
B0105-11 FRONT PASSENGER AIRBAG 2ND STAGE - CIRCUIT SHORT TO GROUND
B0105-12 FRONT PASSENGER AIRBAG 2ND STAGE - CIRCUIT SHORT TO BATTERY
B0105-1A FRONT PASSENGER AIRBAG 2ND STAGE - CIRCUIT RESISTANCE
BELOW THRESHOLD
B0105-1B FRONT PASSENGER AIRBAG 2ND STAGE - CIRCUIT RESISTANCE ABOVE
THRESHOLD
B0126-11 FRONT PASSENGER AIRBAG 3RD STAGE - CIRCUIT SHORT TO GROUND
B0126-12 FRONT PASSENGER AIRBAG 3RD STAGE - CIRCUIT SHORT TO BATTERY
B0126-1A FRONT PASSENGER AIRBAG 3RD STAGE - CIRCUIT RESISTANCE
BELOW THRESHOLD
B0126-1B FRONT PASSENGER AIRBAG 3RD STAGE - CIRCUIT RESISTANCE ABOVE
THRESHOLD
B0114-11 DRIVER HEADBAG - CIRCUIT SHORT TO GROUND
B0114-12 DRIVER HEADBAG - CIRCUIT SHORT TO BATTERY
B0114-1A DRIVER HEADBAG - CIRCUIT RESISTANCE ABOVE THRESHOLD
B0114-1B DRIVER HEADBAG - CIRCUIT RESISTANCE BELOW THRESHOLD
B0115-11 PASSENGER HEADBAG - CIRCUIT SHORT TO GROUND
B0115-12 PASSENGER HEADBAG - CIRCUIT SHORT TO BATTERY
B0115-1B PASSENGER HEADBAG - CIRCUIT RESISTANCE ABOVE THRESHOLD
B0115-1A PASSENGER HEADBAG - CIRCUIT RESISTANCE BELOW THRESHOLD
B0127-11 FRONT DRIVER BUCKLE SWITCH - CIRCUIT SHORT TO GROUND
B0128-12 FRONT DRIVER BUCKLE SWITCH - CIRCUIT SHORT TO BATTERY
B0127-13 FRONT DRIVER BUCKLE SWITCH - CIRCUIT OPEN
B0128-11 FRONT PASSENGER BUCKLE SWITCH - CIRCUIT SHORT TO GROUND
2012 DTC INDEX Fiat
B0128-12 FRONT PASSENGER BUCKLE SWITCH - CIRCUIT SHORT TO BATTERY

B0128-13 FRONT PASSENGER BUCKLE SWITCH - CIRCUIT OPEN
B0129-11 PASSENGER SEAT TRACK POSITION SENSOR - CIRCUIT SHORT TO
GROUND
B0129-12 DRIVER SEAT TRACK POSITION SENSOR - CIRCUIT SHORT TO BATTERY
B0129-13 FRONT DRIVER SEAT TRACK POSITION SENSOR - CIRCUIT OPEN
B0106-11 FRONT DRIVER PRETENSIONER (ANCHOR) - CIRCUIT SHORT TO
GROUND
B0106-12 FRONT DRIVER PRETENSIONER (ANCHOR) - CIRCUIT SHORT TO
BATTERY
B0106-1A FRONT DRIVER PRETENSIONER (ANCHOR) - CIRCUIT RESISTANCE
BELOW THRESHOLD
B0106-1B FRONT DRIVER PRETENSIONER (ANCHOR) - CIRCUIT RESISTANCE
ABOVE THRESHOLD
B0107-11 FRONT PASSENGER PRETENSIONER (ANCHOR) - CIRCUIT SHORT TO
GROUND
B0107-12 FRONT PASSENGER PRETENSIONER (ANCHOR) - CIRCUIT SHORT TO
BATTERY
B0107-1A FRONT PASSENGER PRETENSIONER (ANCHOR) - CIRCUIT RESISTANCE
BELOW THRESHOLD
B0106-1B FRONT DRIVER PRETENSIONER (ANCHOR) - CIRCUIT RESISTANCE
ABOVE THRESHOLD
B0123-11 FRONT DRIVER SILL END PRETENSIONER (RETRACTOR) - CIRCUIT
SHORT TO GROUND
B0123-12 FRONT DRIVER SILL END PRETENSIONER (RETRACTOR) - CIRCUIT
SHORT TO BATTERY
B0123-1A FRONT DRIVER SILL END PRETENSIONER (RETRACTOR) - CIRCUIT
RESISTANCE BELOW THRESHOLD
B0123-1B FRONT DRIVER SILL END PRETENSIONER (RETRACTOR) - CIRCUIT
RESISTANCE ABOVE THRESHOLD
B0124-11 FRONT PASSENGER SILL END PRETENSIONER (RETRACTOR) - CIRCUIT
RESISTANCE SHORT TO GROUND
B0124-12 FRONT PASSENGER SILL END PRETENSIONER (RETRACTOR) - CIRCUIT
RESISTANCE SHORT TO BATTERY
B0124-1A FRONT PASSENGER SILL END PRETENSIONER (RETRACTOR) - CIRCUIT
RESISTANCE BELOW THRESHOLD
B0124-1B FRONT PASSENGER SILL END PRETENSIONER (RETRACTOR) - CIRCUIT
RESISTANCE ABOVE THRESHOLD
B012A-11 FRONT PASSENGER SEAT TRACK POSITION SENSOR - CIRCUIT SHORT
TO GROUND
B012A-12 PASSENGER SEAT TRACK POSITION SENSOR - CIRCUIT SHORT TO
BATTERY
B012A-13 PASSENGER SEAT TRACK POSITION SENSOR - CIRCUIT OPEN
B012B-2F DRIVER EARLY CRASH SENSOR - SIGNAL ERRATIC
2012 DTC INDEX Fiat
B012B-64 DRIVER EARLY CRASH SENSOR - SIGNAL PLAUSIBILITY FAILURE

B012B-96 DRIVER EARLY CRASH SENSOR - COMPONENT INTERNAL FAILURE
B012C-2F PASSENGER EARLY CRASH SENSOR - SIGNAL ERRATIC
B012C-64 PASSENGER EARLY CRASH SIGNAL SENSOR - SIGNAL PLAUSIBILITY
FAILURE
B012C-96 PASSENGER EARLY CRASH SENSOR - COMPONENT INTERNAL FAILURE
B012D-2F DRIVER DOOR PRESSURE SENSOR (SATELLITE) - SIGNAL ERRATIC
B012D-64 DRIVER DOOR PRESSURE SENSOR (SATELLITE) - SIGNAL PLAUSIBILITY
FAILURE
B012D-96 DRIVER DOOR PRESSURE SENSOR (SATELLITE) - COMPONENT
INTERNAL FAILURE
B012E-2F PASSENGER DOOR PRESSURE SENSOR (SATELLITE) - SIGNAL ERRATIC
B012E-64 PASSENGER DOOR PRESSURE SENSOR (SATELLITE) - SIGNAL
PLAUSIBILITY
B012E-96 PASSENGER DOOR PRESSURE SENSOR (SATELLITE) - COMPONENT
INTERNAL FAILURE
B0111-2F DRIVER REMOTE ACCELERATION SENSOR (SATELLITE) - SIGNAL
ERRATIC
B0111-64 DRIVER REMOTE ACCELERATION SENSOR (SATELLITE) - SIGNAL
PLAUSIBILITY FAILURE
B0111-96 DRIVER REMOTE ACCELERATION SENSOR (SATELLITE) - COMPONENT
INTERNAL FAILURE
B0112-2F PASSENGER REMOTE ACCELERATION (SATELLITE) - SIGNAL ERRATIC
B0112-64 PASSENGER REMOTE ACCELERATION (SATELLITE) - SIGNAL
PLAUSIBILITY FAILURE
B0112-96 PASSENGER REMOTE ACCELERATION (SATELLITE) - COMPONENT
INTERNAL FAILURE
B0118-95 CONFIGURATION MISMATCH
B0131-15 FRONT PASSENGER PRESENCE DETECTION - CIRCUIT SHORT TO
BATTERY OR OPEN
B0135-11 PASSENGER ADAPTIVE LOAD LIMITER - CIRCUIT SHORT TO GROUND
B0135-12 PASSENGER ADAPTIVE LOAD LIMITER - CIRCUIT SHORT TO BATTERY
B0135-1A PASSENGER ADAPTIVE LOAD LIMITER - CIRCUIT RESISTANCE BELOW
THRESHOLD
B0135-1B PASSENGER ADAPTIVE LOAD LIMITER - CIRCUIT RESISTANCE ABOVE
THRESHOLD
B012F-00 DEPLOYMENT DATA RECORD FULL
B0108-11 FRONT DRIVER SIDEBAG - CIRCUIT SHORT TO GROUND
B0108-12 FRONT DRIVER SIDEBAG - CIRCUIT SHORT TO BATTERY
B0108-1B FRONT DRIVER SIDEBAG - CIRCUIT RESISTANCE ABOVE THRESHOLD
B0108-1A FRONT DRIVER SIDEBAG - CIRCUIT RESISTANCE BELOW THRESHOLD
B0109-11 FRONT PASSENGER SIDEBAG - CIRCUIT SHORT TO GROUND
B0109-12 FRONT PASSENGER SIDEBAG - CIRCUIT SHORT TO BATTERY
2012 DTC INDEX Fiat
B0109-1B FRONT PASSENGER SIDEBAG - CIRCUIT RESISTANCE ABOVE

THRESHOLD
B0109-1A FRONT PASSENGER SIDEBAG - CIRCUIT RESISTANCE BELOW
THRESHOLD
B0101-16 POWER SUPPLY - CIRCUIT VOLTAGE BELOW THRESHOLD
B101-17 B101-17-POWER SUPPLY - CIRCUIT VOLTAGE ABOVE THRESHOLD
U1703-86 IMPLAUSIBLE DATA RECEIVED FROM IPC
U1703-87 LOST COMMUNICATION WITH IPC
HVAC
DTC Description
B1901-11 FRONT MODE DOOR 1 SENSOR CONTROL - CIRCUIT SHORT TO GROUND
B1901-15 FRONT MODE DOOR 1 SENSOR CONTROL - CIRCUIT SHORT TO
BATTERY OR OPEN
B1902-11 FRONT MODE DOOR 1 ACTUATOR CONTROL - CIRCUIT SHORT TO
GROUND
B1902-12 FRONT MODE DOOR 1 ACTUATOR CONTROL - CIRCUIT SHORT TO
BATTERY
B1902-77 FRONT MODE DOOR 1 CONTROL - COMMANDED POSITION NOT
REACHABLE
B1905-11 MAIN/LEFT TEMPERATURE DOOR 1 SENSOR CONTROL - CIRCUIT
SHORT TO GROUND
B1905-15 MAIN/LEFT TEMPERATURE DOOR 1 SENSOR CONTROL - CIRCUIT
SHORT TO BATTERY OR OPEN
B1906-11 MAIN/LEFT TEMPERATURE DOOR 1 ACTUATOR CONTROL - CIRCUIT
SHORT TO GROUND
B1906-12 MAIN/LEFT TEMPERATURE DOOR 1 ACTUATOR CONTROL - CIRCUIT
SHORT TO BATTERY
B1906-77 MAIN/LEFT TEMPERATURE DOOR 1 - COMMANDED POSITION NOT
REACHABLE
B1909-11 RECIRCULATION DOOR CONTROL - CIRCUIT SHORT TO GROUND
B1909-12 RECIRCULATION DOOR CONTROL - CIRCUIT SHORT TO BATTERY
B1909-77 RECIRCULATION DOOR - COMMANDED POSITION NOT REACHABLE
B1914-11 PANEL DUCT TEMPERATURE SENSOR - CIRCUIT SHORT TO GROUND
B1914-15 PANEL DUCT TEMPERATURE SENSOR - CIRCUIT SHORT TO BATTERY
OR OPEN
2012 DTC INDEX Fiat
B1915-11 FLOOR DUCT TEMPERATURE SENSOR - CIRCUIT SHORT TO GROUND

B1915-15 FLOOR DUCT TEMPERATURE SENSOR - CIRCUIT SHORT TO BATTERY
OR OPEN
B1916-11 EVAPORATOR TEMPERATURE SENSOR - CIRCUIT SHORT TO GROUND
B1916-15 EVAPORATOR TEMPERATURE SENSOR - CIRCUIT SHORT TO BATTERY
OR OPEN
B1917-11 CABIN TEMPERATURE SENSOR - CIRCUIT SHORT TO GROUND
B1917-15 CABIN TEMPERATURE SENSOR - CIRCUIT SHORT TO BATTERY OR
OPEN
B1918-49 CABIN TEMPERATURE SENSOR MICRO FAN - INTERNAL ELECTRONIC
FAILURE
B1919-16 BLOWER MOTOR CONTROL - CIRCUIT VOLTAGE BELOW THRESHOLD
B1919-17 BLOWER MOTOR CONTROL - CIRCUIT VOLTAGE ABOVE THRESHOLD
B1923-42 GENERAL MEMORY FAILURE
B1924-49 CONTROL HEAD - INTERNAL ELECTRONIC FAILURE
B1926-11 MODE/TEMPERATURE DOOR VOLTAGE REFERENCE - CIRCUIT SHORT
TO GROUND
B1926-12 MODE/TEMPERATURE DOOR VOLTAGE REFERENCE - CIRCUIT SHORT
TO BATTERY
MODULE, ANTILOCK BRAKE (ABS)

DTC Description
C0010-01 LEFT FRONT INLET VALVE - GENERAL ELECTRICAL FAILURE
C0011-01 LEFT FRONT OUTLET VALVE - GENERAL ELECTRICAL FAILURE
C0014-01 RIGHT FRONT INLET VALVE - GENERAL ELECTRICAL FAILURE
C0015-01 RIGHT FRONT OUTLET VALVE - GENERAL ELECTRICAL FAILURE
C0018-01 LEFT REAR INLET VALVE - GENERAL ELECTRICAL FAILURE
C0019-01 LEFT REAR OUTLET VALVE - GENERAL ELECTRICAL FAILURE
C001C-01 RIGHT REAR INLET VALVE - GENERAL ELECTRICAL FAILURE
C001D-01 RIGHT REAR OUTLET VALVE - GENERAL ELECTRICAL FAILURE
C0020-49 RECIRCULATION PUMP - INTERNAL ELECTRONIC FAILURE
C0030-29 LEFT FRONT TONE WHEEL - INVALID SIGNAL
2012 DTC INDEX Fiat
C0031-01 LEFT FRONT SPEED SENSOR - GENERAL ELECTRICAL FAILURE

C0031-29 LEFT FRONT SPEED SENSOR - INVALID SIGNAL
C0033-29 RIGHT FRONT TONE WHEEL - INVALID SIGNAL
C0034-01 RIGHT FRONT SPEED SENSOR - GENERAL ELECTRICAL FAILURE
C0034-29 RIGHT FRONT SPEED SENSOR - INVALID SIGNAL
C0036-29 LEFT REAR TONE WHEEL - INVALID SIGNAL
C0037-01 LEFT REAR SPEED SENSOR - GENERAL ELECTRICAL FAILURE
C0037-29 LEFT REAR SPEED SENSOR - INVALID SIGNAL
C0039-29 RIGHT REAR TONE WHEEL - INVALID SIGNAL
C003A-01 RIGHT REAR SPEED SENSOR - GENERAL ELECTRICAL FAILURE
C003A-29 RIGHT REAR SPEED SENSOR - INVALID SIGNAL
C003B-29 WHEEL SPEED COMPARATIVE - INVALID SIGNAL
C0047-01 BRAKE PRESSURE SENSOR - GENERAL ELECTRICAL FAILURE
C0047-62 BRAKE PRESSURE SENSOR - SIGNAL COMPARE FAILURE
C0051-29 STEERING ANGLE SENSOR (ESP) - INVALID SIGNAL
C0051-54 STEERING ANGLE SENSOR (EPS) - MISSING CONFIGURED
C0051-86 STEERING ANGLE SENSOR (EPS) - BUS SIGNAL INVALID
C0061-29 LATERAL ACCELERATION SENSOR - INVALID SIGNAL
C0061-86 LATERAL ACCELERATION SENSOR - BUS SIGNAL INVALID
C0062-29 LONGITUDINAL ACCELERATION SENSOR - INVALID SIGNAL
C0062-54 LONGITUDINAL ACCELERATION SENSOR - MISSING CALIBRATION
C0062-86 LONGITUDINAL ACCELERATION SENSOR - BUS SIGNAL INVALID
C0063-29 YAW RATE SENSOR - INVALID SIGNAL
C0063-62 YAW RATE SENSOR - SIGNAL COMPARE FIGURE
C0063-86 YAW RATE SENSOR - BUS SIGNAL INVALID
C1115-16 VALVE SUPPLY VOLTAGE - BELOW THRESHOLD
C1200-16 BATTERY VOLTAGE - BELOW THRESHOLD
C1200-17 BATTERY VOLTAGE - ABOVE THRESHOLD
C1205-49 VALVE RELAY - INTERNAL ELECTRONIC FAILURE
C1206-01 PRIMING VALVE 1 - GENERAL ELECTRICAL FAILURE
C1208-01 PILOT VALVE 1 - GENERAL ELECTRICAL FAILURE
C120A-24 ESC SWITCH - SIGNAL STUCK HIGH
C1210-86 ABS/ESC LAMP COMMUNICATION - INVALID SIGNAL
C1211-49 ABS INTERNAL ELECTRONIC FAILURE
C1212-55 VARIANT CODING - NOT CONFIGURED
C1213-54 EOL MISSING CALIBRATION
C1213-55 EOL NOT CONFIGURED
C1214-01 YAW/LATERAL/LONGITUDINAL SENSOR CLUSTER - GENERAL
ELECTRICAL FAILURE
2012 DTC INDEX Fiat
C1215-24 BRAKE SWITCH - STUCK HIGH

C1215-29 BRAKE LIGHT SWITCH - INVALID SIGNAL
C1217-72 REVERSE GEAR SWITCH - ACTUATOR STUCK OPEN
C1217-73 REVERSE GEAR SWITCH - ACTUATOR STUCK CLOSED
C1218-4B VALVES ACTUATED TOO LONG BY TESTER - OVER TEMPERATURE
C1219-16 PUMP SUPPLY VOLTAGE - BELOW THRESHOLD
C1220-95 WHEEL SPEED SENSORS SWAPPED
C1221-86 PCM BUS SIGNAL INVALID
U0001-87 CAN-C BUS MISSING MESSAGE
U0001-88 CAN-C BUS OFF
U1702-86 ABS/EPS SIGNAL INVALID
U1702-87 ABS/EPS MISSING MESSAGE
U1715-86 YAW RATE SENSOR SIGNAL INVALID
U1715-87 YAW RATE SENSOR MISSING MESSAGE
MODULE, BODY CONTROL (BCM)

DTC Description
B1001-52 RKE FOB - NOT ACTIVATED
B1001-55 RKE FOB - KEY NOT PROGRAMMED
B1001-62 RKE FOB - SIGNAL COMPARE FAILURE
B1001-96 RKE FOB - COMPONENT INTERNAL FAILURE
B1002-02 IMMOBILIZER COIL - GENERAL SIGNAL FAILURE
B1002-13 IMMOBILIZER COIL - CIRCUIT OPEN
B1003-09 RF MODULE - COMPONENT FAILURE
B1006-11 FUEL LEVEL SENSOR - CIRCUIT SHORT TO GROUND
B1006-12 FUEL LEVEL SENSOR - CIRCUIT SHORT TO BATTERY
B1006-13 FUEL LEVEL SENSOR - CIRCUIT OPEN
B1007-12 LEFT TURN LAMP - CIRCUIT SHORT TO BATTERY
B1007-13 LEFT TURN LAMP - CIRCUIT OPEN
2012 DTC INDEX Fiat
B1007-18 LEFT TURN LAMP - UNDER CURRENT

B1007-19 LEFT TURN LAMP - OVER CURRENT
B1008-12 RIGHT TURN LAMP - CIRCUIT SHORT TO BATTERY
B1008-13 RIGHT TURN LAMP - CIRCUIT OPEN
B1008-18 RIGHT TURN LAMP - UNDER CURRENT
B1008-19 RIGHT TURN LAMP - OVER CURRENT
B100F-14 FRONT FOG LAMPS - CIRCUIT SHORT TO GROUND OR OPEN
B100F-19 FRONT FOG LAMPS - OVER CURRENT
B1010-67 BRAKE PEDAL SWITCHES - SIGNAL INVALID
B1011-12 LICENSE PLATE LAMP - CIRCUIT SHORT TO BATTERY
B1011-13 LICENSE PLATE LAMP - CIRCUIT OPEN
B1011-19 LICENSE PLATE LAMP - OVER CURRENT
B1014-12 LEFT STOP LAMP - CIRCUIT SHORT TO BATTERY
B1014-13 LEFT STOP LAMP - CIRCUIT OPEN
B1014-18 LEFT STOP LAMP - UNDER CURRENT
B1014-19 LEFT STOP LAMP - OVER CURRENT
B1015-12 RIGHT STOP LAMP - CIRCUIT SHORT TO BATTERY
B1015-13 RIGHT STOP LAMP - CIRCUIT OPEN
B1015-18 RIGHT STOP LAMP - UNDER CURRENT
B1015-19 RIGHT STOP LAMP - OVER CURRENT
B1017-12 REVERSE LAMP - CIRCUIT SHORT TO BATTERY
B1017-13 REVERSE LAMP - CIRCUIT OPEN
B1017-18 REVERSE LAMP - UNDER CURRENT
B1017-19 REVERSE LAMP - OVER CURRENT
B1019-1D FRONT CEILING LAMP DIMMER - CIRCUIT CURRENT OUT OF RANGE
B101B-19 AMBIENT LIGHTING/PANEL DIMMER - OVER CURRENT
B101E-19 REAR WINDOW DEFROST - OVER CURRENT
B1020-12 FRONT WIPER LOW SPEED - CIRCUIT SHORT TO BATTERY
B1022-13 FRONT WIPER LOW SPEED - CIRCUIT OPEN / MOTOR THERMAL
PROTECTION ACTIVE
B1022-19 FRONT WIPER LOW SPEED - OVER CURRENT
B1021-13 FRONT WIPER HIGH SPEED - CIRCUIT OPEN / MOTOR THERMAL
PROTECTION ACTIVE
B1021-19 FRONT WIPER HIGH SPEED - OVER CURRENT
B1022-12 REAR WIPER - CIRCUIT SHORT TO BATTERY
B1022-13 REAR WIPER - CIRCUIT OPEN
B1022-19 REAR WIPER - OVER CURRENT
B1023-64 FRONT WIPER - SIGNAL INVALID
B1023-71 FRONT WIPER - STUCK
B1024-14 REAR FOG LAMPS - CIRCUIT SHORT TO GROUND OR OPEN
B1024-19 REAR FOG LAMPS - OVER CURRENT
2012 DTC INDEX Fiat
B1028-14 HIGH BEAMS - CIRCUIT SHORT TO GROUND OR OPEN

B1028-19 HIGH BEAMS - OVER CURRENT
B1029-11 AMBIENT TEMPERATURE SENSOR - CIRCUIT SHORT TO GROUND
B1029-12 AMBIENT TEMPERATURE SENSOR - CIRCUIT SHORT TO BATTERY
B1029-13 AMBIENT TEMPERATURE SENSOR - CIRCUIT OPEN
B1031-19 TRUNK LAMP - OVER CURRENT
B1032-13 DRIVER DOOR LOCK/UNLOCK SWITCH - CIRCUIT OPEN
B1033-71 DOOR LOCKS - STUCK
B1033-72 DOOR LOCKS - SIGNAL STUCK LOW
B1035-19 HORN - OVER CURRENT
B1036-19 WINDOW LIFTER SWITCHES ENABLE - OVER CURRENT
B1037-19 DRIVER DOOR AJAR TCM OUTPUT - OVER CURRENT
B1048-23 SPORT BUTTON - SIGNAL STUCK LOW
B1052-86 PCM FPS FAILURE - SIGNAL INVALID
B1052-87 PCM FPS FAILURE - NO SIGNAL
B1053-86 ORC FPS FAILURE - SIGNAL INVALID
B1053-87 ORC FPS FAILURE - NO SIGNAL
B1061-86 ROOF CONTROL MODULE - SIGNAL INVALID
B1075-11 CRUISE CONTROL ON/OFF - CIRCUIT SHORT TO GROUND
B1075-15 CRUISE CONTROL ON/OFF - CIRCUIT SHORT TO BATTERY OR OPEN
B1075-23 CRUISE CONTROL ON/OFF - SIGNAL STUCK LOW
B1076-64 PARK LAMPS - SIGNAL PLAUSIBILITY FAILURE
B1083-19 DRIVER HEATED SEAT - OVER CURRENT
B1084-19 PASSENGER HEATED SEAT - OVER CURRENT
B1085-19 DRIVER HEATED SEAT LED - OVER CURRENT
B10AA-4A CHECK CONFIGURATION FAILED
B10AD-12 LEFT PARKING LAMP - CIRCUIT SHORT TO BATTERY
B10AD-13 LEFT PARKING LAMP - CIRCUIT OPEN
B10AD-18 LEFT PARKING LAMP - UNDER CURRENT
B10AD-19 LEFT PARKING LAMP - OVER CURRENT
B10AE-12 RIGHT PARKING LAMP - CIRCUIT SHORT TO BATTERY
B10AE-13 RIGHT PARKING LAMP - CIRCUIT OPEN
B10AE-18 RIGHT PARKING LAMP - UNDER CURRENT
B10AE-19 RIGHT PARKING LAMP - OVER CURRENT
B1123-64 REAR WIPER - SIGNAL PLAUSIBILITY FAILURE
B1123-71 REAR WIPER - STUCK
B11A3-13 DRIVER WINDOW MOTOR - CIRCUIT OPEN
B11A5-13 PASSENGER WINDOW MOTOR - CIRCUIT OPEN
B11A6-31 VTM MINI KRYPT REFUSED - NO SIGNAL
B11A7-62 VTM SYS BLOCK - SIGNAL COMPARE FAILURE
B11AE-71 TRUNK RELEASE RELAY - STUCK
B12A1-12
2012 DTC INDEX Fiat
LEFT DRL - CIRCUIT SHORT TO BATTERY

B12A1-13 LEFT DRL - CIRCUIT OPEN
B12A1-19 LEFT DRL - OVER CURRENT
B12A6-12 RIGHT DRL - CIRCUIT SHORT TO BATTERY
B12A6-13 RIGHT DRL - CIRCUIT OPEN
B12A6-19 RIGHT DRL - OVER CURRENT
B12B1-23 TRUNK EXTERNAL SWITCH - SIGNAL STUCK LOW
B12BF-09 FPS FIRE PREVENTION SYSTEM ACTIVATION - COMPONENT FAILURE
B12C0-15 BRAKE FLUID LEVEL SWITCH - CIRCUIT SHORT TO BATTERY OR OPEN
B12CB-11 CRUISE CONTROL SWITCH - CIRCUIT SHORT TO GROUND
B12CB-12 CRUISE CONTROL SWITCH - CIRCUIT SHORT TO BATTERY
B12CB-23 CRUISE CONTROL SWITCH - SIGNAL STUCK LOW
B12D2-23 FRONT WASHER - SIGNAL STUCK LOW
B12D3-23 REAR WASHER - SIGNAL STUCK LOW
B13A7-23 PASSENGER WINDOW DOWN SWITCH - SIGNAL STUCK LOW
B13A8-23 DRIVER WINDOW DOWN SWITCH - SIGNAL STUCK LOW
B13AA-12 LEFT/RIGHT SIDE MARKER LAMPS - CIRCUIT SHORT TO BATTERY
B13AA-13 LEFT/RIGHT SIDE MARKER LAMPS - CIRCUIT OPEN
B13AA-19 LEFT/RIGHT SIDE MARKER LAMPS - OVER CURRENT
U0001-87 CAN C BUS - NO SIGNAL
U0001-88 CAN C BUS OFF
U0019-01 CAN B BUS - GENERAL ELECTRICAL FAILURE
U0207-86 ROOF CONTROL MODULE - SIGNAL INVALID
U0207-87 ROOF CONTROL MODULE - NO SIGNAL
U0207-8F ROOF CONTROL MODULE - SIGNAL ERRATIC
U1702-86 IMPLAUSIBLE DATA RECEIVED FROM EPS
U1702-87 LOST COMMUNICATION WITH EPS
U1705-86 IMPLAUSIBLE DATA RECEIVED FROM RADIO
U1705-87 LOST COMMUNICATION WITH RADIO
U1706-86 IMPLAUSIBLE DATA RECEIVED FROM ABS
U0121-00 LOST COMMUNICATION WITH ANTI-LOCK BRAKE SYSTEM (ABS)
CONTROL MODULE
U1710-86 IMPLAUSIBLE DATA RECEIVED FROM HVAC
2012 DTC INDEX Fiat
U1710-87 LOST COMMUNICATION WITH HVAC

U1711-86 IMPLAUSIBLE DATA RECEIVED FROM TCM/MTA
U1711-87 LOST COMMUNICATION WITH TCM/MTA
U1715-86 IMPLAUSIBLE DATA RECEIVED FROM YRS
U1715-87 LOST COMMUNICATION WITH YRS
U1722-86 IMPLAUSIBLE DATA RECEIVED FROM ESM
U1722-87 LOST COMMUNICATION WITH ESM
U1734-86 IMPLAUSIBLE DATA RECEIVED FROM PTS
U1734-87 LOST COMMUNICATION WITH PTS
U1749-86 IMPLAUSIBLE DATA RECEIVED FROM VTM
U1749-87 LOST COMMUNICATION WITH VTM
U1802-08 LIN BUS - GENERAL SIGNAL FAILURE
MODULE, CONVERGENCE TELEMATICS

DTC Description
B1004-01 DEVICE HALTED
B1005-96 INTERNAL ERROR - FLASH MEMORY ERROR
B1006-00 INTERNAL ERROR - BLUETOOTH CHIPSET ERROR
B1007-00 INTERNAL ERROR - USB UNAVAILABLE
B1008-13 BATTERY SUPPLY VOLTAGE - CIRCUIT OPEN
MODULE, ELECTRONIC POWER STEERING (EPS)

DTC Description
2012 DTC INDEX Fiat
C1001-49 EPS - INTERNAL ELECTRONIC FAIILURE

C1002-17 TORQUE SENSORS 1 AND 2 - CIRCUIT VOLTAGE ABOVE THRESHOLD
C1002-1C TORQUE POSITION SENSOR-CIRCUIT VOLTAGE OUT OF RANGE
C1003-86 VEHICLE SPEED SIGNAL INVALID
C1005-86 STATUS LAMP FAILURE BCM - SIGNAL INVALID
C1008-54 EOL SENSOR POSITION TRIM-MISSING CALIBRATION
C1009-54 EOL TORQUE TRIM-MISSING CALIBRATION
C1200-16 BATTERY VOLTAGE - BELOW TRESHOLD
C1214-55 EOL VEHICLE CONFIGURATION - NOT CONFIGURED
MODULE, PARK ASSIST (PAM)

DTC Description
C100B-12 REAR OUTER LEFT SENSOR SHORT TO BATTERY
C100B-14 REAR OUTER LEFT SENSOR OPEN CIRCUIT OR SHORT TO GROUND
C100B-29 REAR OUTER LEFT SENSOR INVALID SIGNAL / INTERNAL FAILURE
C100C-12 REAR INNER LEFT SENSOR SHORT TO BATTERY
C100C-14 REAR INNER LEFT SENSOR OPEN CIRCUIT OR SHORT TO GROUND
C100C-29 REAR INNER LEFT SENSOR INVALID SIGNAL / INTERNAL FAILURE
C100B-12 REAR INNER RIGHT SENSOR SHORT TO BATTERY
C100D-14 REAR INNER RIGHT SENSOR OPEN CIRCUIT OR SHORT TO GROUND
C100D-29 REAR INNER RIGHT SENSOR INVALID SIGNAL / INTERNAL FAILURE
C100B-12 REAR OUTER RIGHT SENSOR SHORT TO BATTERY
C100E-14 REAR OUTER RIGHT SENSOR OPEN CIRCUIT OR SHORT TO GROUND
C100E-29 REAR OUTER RIGHT SENSOR INVALID SIGNAL / INTERNAL FAILURE
C1017-11 SENSOR POWER SHORT TO GROUND
C1018-42 INTERNAL MEMORY ERROR
MODULE, POWERTRAIN CONTROL (PCM) (CODE EAB)

DTC Description
P0016 CRANKSHAFT/CAMSHAFT TIMING MISALIGNMENT
2012 DTC INDEX Fiat
P0031 O2 SENSOR 1/1 HEATER CIRCUIT LOW

P0032 O2 SENSOR 1/1 HEATER CIRCUIT HIGH
P0054 O2 SENSOR 1/2 HEATER RESISTANCE
P0069 MANIFOLD PRESSURE/BAROMETRIC PRESSURE CORRELATION
P0071 AMBIENT AIR TEMPERATURE SENSOR PERFORMANCE
P0072 AMBIENT AIR TEMPERATURE SENSOR CIRCUIT LOW
P0073 AMBIENT AIR TEMPERATURE SENSOR CIRCUIT HIGH
P0105 MANIFOLD ABSOLUTE PRESSURE SENSOR / BAROMETRIC PRESSURE
SENSOR CIRCUIT
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
P0114 INTAKE AIR TEMPERATURE SENSOR INTERMITTENT
P0116 ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT PERFORMANCE
P0117 ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT LOW
P0118 ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT HIGH
P0122 THROTTLE POSITION SENSOR 1 CIRCUIT LOW
P0123 THROTTLE POSITION SENSOR 1 CIRCUIT HIGH
P0128 THERMOSTAT RATIONALITY
P0130 O2 SENSOR 1/1 CIRCUIT
P0133 O2 SENSOR 1/1 SLOW RESPONSE
P0135 O2 SENSOR 1/1 HEATER PERFORMANCE
P0137 O2 SENSOR 1/2 CIRCUIT LOW
P0138 O2 SENSOR 1/2 CIRCUIT HIGH
P0140 O2 SENSOR 1/2 NO ACTIVITY DETECTED
P0171 FUEL SYSTEM 1/1 LEAN
P0172 FUEL SYSTEM 1/1 RICH
P0195 ENGINE OIL TEMPERATURE SENSOR CIRCUIT
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 OPEN
2012 DTC INDEX Fiat

P0219 ENGINE OVERSPEED
P0261 INJECTOR 1 CONTROL CIRCUIT LOW
P0262 INJECTOR 1 CONTROL CIRCUIT HIGH
P0298 ENGINE OIL TEMPERATURE TOO HIGH
P0300 MULTIPLE CYLINDER MISFIRE
P0301 CYLINDER 1 MISFIRE
P0315 NO CRANK SENSOR LEARNED
P0324 KNOCK CONTROL SYSTEM
P0325 KNOCK SENSOR 1 CIRCUIT
P0326 KNOCK SENSOR 1 CIRCUIT PERFORMANCE
P0327 KNOCK SENSOR 1 CIRCUIT LOW
P0328 KNOCK SENSOR 1 CIRCUIT HIGH
P0335 CRANKSHAFT POSITION SENSOR CIRCUIT
P0339 CRANKSHAFT POSITION SENSOR INTERMITTENT
P0340 CAMSHAFT POSITION SENSOR CIRCUIT
P0342 CAMSHAFT POSITION SENSOR CIRCUIT LOW
P0343 CAMSHAFT POSITION SENSOR CIRCUIT HIGH
P0351 IGNITION COIL 1 PRIMARY CIRCUIT
P0420 CATALYST EFFICIENCY (BANK 1)
P0440 GENERAL EVAP SYSTEM FAILURE
P0441 EVAP PURGE SYSTEM PERFORMANCE
P0444 EVAP PURGE SOLENOID CIRCUIT OPEN
P0451 FUEL TANK PRESSURE SENSOR PERFORMANCE
P0452 EVAP PRESSURE SWITCH STUCK CLOSED
P0455 EVAP PURGE SYSTEM LARGE LEAK
P0456 EVAP PURGE SYSTEM SMALL LEAK
P0457
2012 DTC INDEX Fiat
LOOSE FUEL CAP

P0458 EVAP PURGE CONTROL CIRCUIT LOW
P0459 EVAP PURGE CONTROL CIRCUIT HIGH
P0461 FUEL LEVEL SENSOR 1 PERFORMANCE
P0462 FUEL LEVEL SENSOR 1 CIRCUIT LOW
P0463 FUEL LEVEL SENSOR 1 CIRCUIT HIGH
P0480 COOLING FAN 1 CONTROL CIRCUIT
P0500 NO VEHICLE SPEED SENSOR SIGNAL
P0501 VEHICLE SPEED SENSOR 1 PERFORMANCE
P0504 BRAKE SWITCH A/B CORRELATION
P0506 IDLE SPEED PERFORMANCE LOWER THAN EXCEPTED
P0507 IDLE SPEED PERFORMANCE HIGHER THAN EXCEPTED
P050B COLD START IGNITION TIMING PERFORMANCE
P0513 INVALID SKIM KEY
P0520 ENGINE OIL PRESSURE SENSOR CIRCUIT
P0532 A/C PRESSURE SENSOR CIRCUIT LOW
P0533 A/C PRESSURE SENSOR CIRCUIT HIGH
P0562 BATTERY VOLTAGE LOW
P0563 BATTERY VOLTAGE HIGH
P0564 SPEED CONTROL SWITCH 1
P0571 BRAKE SWITCH 1 PERFORMANCE
P0572 BRAKE SWITCH 1 STUCK ON
P0573 BRAKE SWITCH 1 STUCK OFF
P0601 INTERNAL MEMORY CHECKSUM INVALID
P0604 INTERNAL CONTROL MODULE RAM ERROR
P0605 INTERNAL CONTROL MODULE ROM
P0606 INTERNAL ECM PROCESSOR
P0607 ECU INTERNAL PERFORMANCE
P060B ETC A/D GROUND PERFORMANCE
P060C INTERNAL CONTROL MODULE MAIN PROCESSOR PERFORMANCE
P0615 STARTER CONTROL CIRCUIT OPEN
P0616 STARTER CONTROL CIRCUIT LOW
P0617 STARTER CONTROL CIRCUIT HIGH
P0625 GENERATOR FIELD CONTROL CIRCUIT LOW
P0626 GENERATOR FIELD CONTROL CIRCUIT HIGH
P0627 FUEL PUMP RELAY CIRCUIT
P0628 FUEL PUMP CONTROL CIRCUIT LOW
P0629 FUEL PUMP CONTROL CIRCUIT HIGH
P062F INTERNAL CONTROL MODULE EEPROM ERROR
P0633 SKIM SECRET KEY NOT STORED IN PCM
P0641
2012 DTC INDEX Fiat
SENSOR REFERENCE VOLTAGE 1 CIRCUIT

P0645 A/C CLUTCH RELAY CIRCUIT
P0646 A/C CONTROL CIRCUIT LOW
P0647 A/C CLUTCH RELAY CONTROL CIRCUIT HIGH
P0651 SENSOR REFERENCE VOLTAGE 2 CIRCUIT
P0658 ACTUATOR SUPPLY VOLTAGE "A" CIRCUIT LOW
P0659 ACTUATOR SUPPLY VOLTAGE "A" CIRCUIT HIGH
P0685 ASD/MAIN CONTROL CIRCUIT
P0686 ASD/MAIN CONTROL CIRCUIT LOW
P0687 ASD/MAIN CONTROL CIRCUIT HIGH
P0691 COOLING FAN 1 CONTROL CIRCUIT LOW
P0692 COOLING FAN 1 CONTROL CIRCUIT HIGH
P0704 CLUTCH SWITCH INPUT CIRCUIT
P0831 CLUTCH PEDAL SWITCH 1 CIRCUIT LOW
P0832 CLUTCH PEDAL SWITCH 1 CIRCUIT HIGH
P0850 PARK/NEUTRAL SWITCH PERFORMANCE
P101A CYLINDER 1 OIL SUPPLY SOLENOID VALVE RETURN RETURN
CONTROL CIRCUIT
P101B CYLINDER 2 OIL SUPPLY SOLENOID VALVE RETURN CONTROL
CIRCUIT
P101C CYLINDER 3 OIL SUPPLY SOLENOID VALVE RETURN CONTROL
CIRCUIT
P101D CYLINDER 4 OIL SUPPLY SOLENOID VALVE RETURN CONTROL
CIRCUIT
P1021 VVA CYLINDER 1 COMPONENT DAMAGE
P1025 VVA ASIC CYLINDER 1 UNDER VOLTAGE
P1026 VVA ASIC CYLINDER 1 OVER VOLTAGE
P102A VVA ASIC CYLINDER 3 OVER VOLTAGE
P102B VVA ASIC CYLINDER 4 UNDER VOLTAGE
P102C VVA ASIC CYLINDER 4 OVER VOLTAGE
P1031 WWA POWERSTAGE CYLINDER 1 PLAUSIBILITY ERROR
2012 DTC INDEX Fiat

P1035 VVA POWERSTAGE CYLINDER 1 OPEN
P1036 VVA POWERSTAGE CYLINDER 1 SHORTED TO BATTER VOLTAGE
P1037 VVA POWERSTAGE CYLINDER 1 SHORTED TO GROUND
P1039 VVA POWERSTAGE CYLINDER 2 SHORTED TO BATTERY VOLTAGE
P103A VVA POWERSTAGE CYLINDER 2 SHORTED TO GROUND
P103B VVA POWERSTAGE CYLINDER 3 0PEN
P103C VVA POWERSTAGE CYLINDER 3 SHORTED TO BATTERY VOLTAGE
P103D VVA POWERSTAGE CYLINDER 3 SHORTED TO GROUND
P103E VVA POWERSTAGE CYLINDER 4 OPEN
P103F VVA POWERSTAGE CYLINDER 4 SHORTED TO BATTERY VOLTAGE
P1041 VVA CURRENT SENSING CYLINDER 1 - CURRENT SENSING
P1061 CYLINDER 1 SOLENOID VALVE STUCK
P1115 GENERAL TEMPERATURE RATIONALITY
P1128 CLOSED LOOP FUELING NOT ACHIEVED - BANK 1
P1212 ENGINE OIL TEMPERATURE HIGH - RPM LIMITED
P1239 ENGINE OIL TEMPERATURE TOO LOW
P1456 FUEL TANK PRESSURE SENSOR CIRCUIT LOW
P1457 FUEL TANK PRESSURE SENSOR CIRCUIT HIGH
P1523 VCM HIGH PRESSURE OIL ABSENT
P1524 OIL PRESSURE OUT OF RANGE - CAMSHAFT ADVANCE/RETARD
DISABLED
P1572 BRAKE PEDAL STUCK ON
P1573 BRAKE PEDAL STUCK OFF
2012 DTC INDEX Fiat
P1593 SPEED CONTROL SWITCH 1/2 STUCK

P1607 PCM INTERNAL SHUTDOWN TIMER RATIONALITY TOO SLOW
P16A0 ETC MOTOR ERROR POSITION
P16A1 ETC SELF LEARNING (BATTERY)
P16A2 ETC MOTOR SELF-LEARNING (LIMP HOME POSITION)
P16A3 ETC MOTOR SELF-LEARNING (MECHANICAL THROTTLE CLOSURE)
P16A4 ETC MOTOR SELF-LEARNING (SPRING CLOSURE)
P16A5 ETC MOTOR SELF LEARNING (SPRING OPENING)
P16AA CRUISE CONTROL SYSTEM - VEHICLE SPEED TOO HIGH
P16AB CRUISE CONTROL SYSTEM - VEHICLE SPEED TOO LOW
P1C57 REDUCTANT CONTROL MODULE SHUTDOWN - CRASH EVENT
DETECTED
P1C5F OIL VISCOSITY SENSOR CIRCUIT LOW
P1C60 OIL VISCOSITY SENSOR CIRCUIT HIGH
P161C OIL VISCOSITY SENSOR PERFORMANCE
P1C5F OIL VISCOSITY SENSOR CIRCUIT OVERTEMPERATURE
P1D30 OIL VISCOSITY TOO LOW
P1D31 OIL VISCOSITY TOO HIGH
P1D7F ETC SELF-LEARNING FAILURE
P1D52 INTERNAL CONTROL MODULE CRUISE CONTROL ERROR
P1D80 INTERNAL CONTROL MODULE EEPROM ERROR
P1D83 IMPLAUSABLE ENGINE OIL TEMPERATURE SIGNAL RECIEVED
P2096 DOWNSTREAM FUEL TRIM SYSTEM 1 LEAN
P2097 DOWNSTREAM FUEL TRIM SYSTEM 1 RICH
P2100 ELECTRONIC THROTTLE CONTROL MOTOR CIRCUIT
P2101 ELECTRONIC THROTTLE CONTROL MOTOR PERFORMANCE
P2102 ELECTRONIC THROTTLE CONTROL MOTOR CIRCUIT LOW
P2103 ELECTRONIC THROTTLE CONTROL MOTOR CIRCUIT HIGH
P2115 ACCELERATOR PEDAL POSITION SENSOR 1 MINIMUM STOP
PERFORMANCE
PERFORMANCE
P2122 ACCELERATOR PEDAL POSITION SENSOR 1 CIRCUIT LOW
P2123 ACCELERATOR PEDAL POSITION SENSOR 1 CIRCUIT HIGH
P2135 THROTTLE POSITION SENSOR 1/2 CORRELATION
P2138 ACCELERATOR PEDAL POSITION SENSOR 1/2 CORRELATION
P2166 ACCELERATOR PEDAL POSITION SENSOR 1 MAXIMUM STOP
PERFORMANCE
PERFORMANCE
2012 DTC INDEX Fiat
P2172 HIGH AIRFLOW/VACUUM LEAK DETECTED (INSTANTANEOUS

ACCUMULATION)
THROTTLE THROTTLE ACTUATOR CONTROL SYSTEM - HIGH AIR FLOW DETECTED
ACTUATOR
CONTROL
SYSTEM - HIGH
AIR FLOW
DETECTED
P2226 BAROMETRIC PRESSURE SENSOR
P2227 BAROMETERIC PRESSURE SENSOR RATIONALITY
P2228 BAROMETRIC PRESSURE CIRCUIT LOW
P2229 BAROMETRIC PRESSURE CIRCUIT HIGH
P222A BAROMETRIC PRESSURE SENSOR 1 CIRCUIT
P2244 O2 SENSOR REFERENCE VOLTAGE PERFORMANCE - BANK 1 SENSOR 1
P2271 O2 SENSOR 1/2 SIGNAL STUCK RICH
P2279 INTAKE AIR SYSTEM LEAK
P2299 BRAKE PEDAL POSITION/ACCELERATOR PEDAL POSITION
INCOMPATIBLE
P2301 IGNITION COIL 1 CIRCUIT HIGH
P2610 PCM INTERNAL SHUTDOWN TIMER RATIONALITY TOO FAST
U0001 HIGH SPEED CAN COMMUNICATION BUS
U0002 HIGH SPEED CAN COMMUNICATION BUS PERFORMANCE
U0101 LOST COMMUNICATION WITH TCM
U0121 LOST COMMUNICATION WITH ANTI-LOCK BRAKE SYSTEM (ABS)
CONTROL MODULE
U0131 LOST COMMUNICATION WITH POWER STEERING CONTROL MODULE
U0140 LOST COMMUNICATION WITH BODY CONTROL MODULE
U0402 INVALID DATA RECEIVED FROM TCM
U0405 INVALID DATA RECEIVED FROM CRUISE CONTROL MODULE
U0415 INVALID DATA RECEIVED FROM ANTI-LOCK BRAKE SYSTEM (ABS)
CONTROL MODULE
U0418 INVALID DATA RECEIVED FROM BRAKE SYSTEM CONTROL MODULE
U0420 INVALID DATA RECEIVED FROM POWER STEERING CONTROL MODULE
U0422 INVALID DATA RECEIVED FROM BODY CONTROL MODULE
U0426 INVALID DATA RECEIVED FROM VEHICLE IMMOBILIZER CONTROL
MODULE
U0427 INVALID DATA RECEIVED FROM VEHICLE SECURITY CONTROL
MODULE
U1113 LOST A/C PRESSURE MESSAGE
U1120 LOST WHEEL DISTANCE MESSAGE
2012 DTC INDEX Fiat
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
MODULE, POWERTRAIN CONTROL (PCM) (CODE EAJ)

DTC Description
P0009-64 VVT BLOCKED TO REPOSE
P0010-11 ELECTROVALVE VVT CIRCUIT SHORT TO GROUND
P0010-12 VVT ELECTROVALVE SHORT TO BATTERY
P0010-13 13 ELECTROVALVE VVT - CIRCUIT OPEN
P0011-64 64 POSITION ERROR VVT
P0012- 84 84 VVT SPEED TO LOW
P0012-66 66 VVT SPEED TO HIGH
P0054-62 O2 SENSOR HEATER 1/2 RESISTANCE
P0069-62 MANIFOLD PRESSURE/BAROMETRIC PRESSURE CORRELATION
P0101-62 HIGH AIRFLOW/VACUUM LEAK DETECTED (INSTANTANEOUS
ACCUMULATION)
P0105-12 MANIFOLD ABSOLUTE PRESSURE SENSOR CIRCUIT HIGH
P0105-14 MANIFOLD ABSOLUTE PRESSURE SENSOR CIRCUIT LOW
P0106-26 MANIFOLD ABSOLUTE PRESSURE SENSOR PERFORMANCE - SIGNAL
RATE OF CHANGE BELOW THRESHOLD
P0106-27 MANIFOLD ABSOLUTE PRESSURE SENSOR PERFORMANCE - SIGNAL
RATE OF CHANGE ABOVE THRESHOLD
P0110-11 INTAKE AIR TEMPERATURE SENSOR 1 CIRCUIT LOW
P0110-15 INTAKE AIR TEMPERATURE SENSOR 1 CIRCUIT HIGH
P0110-3A INTAKE AIR TEMPERATURE SENSOR ERRATIC
P0111-62 INTAKE AIR TEMPERATURE SENSOR 1 CIRCUIT PERFORMANCE
P0115-11 ENGINE COOLANT TEMPERATURE SENSOR 1 CIRCUIT LOW
P0115-15 ENGINE COOLANT TEMPERATURE SENSOR 1 CIRCUIT HIGH
P0115-3A ENGINE COOLANT TEMPERATURE SENSOR 1 CIRCUIT INTERMITTENT
P0116-62 ENGINE COOLANT TEMPERATURE SENSOR 1 CIRCUIT PERFORMANCE
P0120-12 ACCELERATOR PEDAL POSITION SENSOR 1 CIRCUIT HIGH
P0120-14 ACCELERATOR PEDAL POSITION SENSOR 1 CIRCUIT LOW
P0121-11 THROTTLE POSITION SENSOR 1 CIRCUIT LOW
P0121-15 THROTTLE POSITION SENSOR 1 CIRCUIT HIGH
P0130-01 O2 SENSOR 1/1 CIRCUIT LOW
P0133-26 O2 SENSOR 1/1 SLOW RESPONSE
2012 DTC INDEX Fiat
P0136-23 O2 SENSOR 1/2 CIRCUIT LOW

P0136-24 O2 SENSOR 1/2 SLOW RESPONSE
P0138-12 O2 SENSOR 1/2 CIRCUIT HIGH
P0141-14 O2 SENSOR 1/2 HEATER CIRCUIT LOW
P0141-12 O2 SENSOR 1/2 HEATER CIRCUIT HIGH
P0195-11 ENGINE OIL TEMPERATURE SENSOR CIRCUIT LOW
P0195-15 ENGINE OIL TEMPERATURE SENSOR CIRCUIT HIGH
P0201-11 11- FUEL INJECTOR 1 CIRCUIT LOW
P0201-12 FUEL INJECTOR 1 CIRCUIT HIGH
P0201-13 FUEL INJECTOR 1 CIRCUIT OPEN
P0202-11 FUEL INJECTOR 2 CIRCUIT LOW
P0219-66 ENGINE OVERSPEED
P0220-12 ACCELERATOR PEDAL POSITION SENSOR 2 CIRCUIT HIGH
P0220-14 ACCELERATOR PEDAL POSITION SENSOR 2 CIRCUIT LOW
P0221-11 THROTTLE POSITION SENSOR 2 CIRCUIT LOW
P0221-15 THROTTLE POSITION SENSOR 2 CIRCUIT HIGH
P0230-12 FUEL PUMP CONTROL CIRCUIT HIGH
P0230-11 FUEL PUMP CONTROL CIRCUIT LOW
P0230-13 FUEL PUMP RELAY CIRCUIT OPEN
P0300-92 MULTIPLE CYLINDER MISFIRE - PERFORMANCE OR INCORRECT
OPERATION
P0300-98 MULTIPLE CYLINDER MISFIRE - COMPONENT OR SYSTEM IN OVER
TEMP
P0301-92 CYLINDER 1 MISFIRE - PERFORMANCE OR INCORRECT OPERATION
P0301-98 CYLINDER 1 MISFIRE- COMPONENT OR SYSTEM IN OVER TEMP
P0302-98 CYLINDER 2 MISFIRE - COMPONENT OR SYSTEM IN OVER TEMP
P0325-12 KNOCK SENSOR 1 CIRCUIT
P0335-62 CRANKSHAFT POSITION SENSOR CIRCUIT
2012 DTC INDEX Fiat
P0340-11 CAMSHAFT POSITION SENSOR 1/1 CIRCUIT LOW

P0340-15 CAMSHAFT POSITION SENSOR 1/1 CIRCUIT HIGH
P0340-62 CAMSHAFT POSITION SENSOR CIRCUIT - BANK 1 SENSOR 1
P0351-12 IGNITION COIL 1 CIRCUIT HIGH
P0351-14 IGNITION COIL 1 CIRCUIT
P0420-62 CATALYST EFFICIENCY (BANK 1)
P0443-11 EVAP PURGE 1 CONTROL CIRCUIT LOW
P0443-12 EVAP PURGE 1 CONTROL CIRCUIT HIGH
P0443-13 EVAP PURGE 1 CONTROL CIRCUIT OPEN
P0460-86 FUEL LEVEL SENSOR 1
P0480-11 COOLING FAN 1 CONTROL CIRCUIT LOW
P0480-12 COOLING FAN 1 CONTROL CIRCUIT HIGH
P0480-13 COOLING FAN 1 CONTROL CIRCUIT OPEN
P0481-11 COOLING FAN 2 CONTROL CIRCUIT LOW
P0481-12 COOLING FAN 2 CONTROL CIRCUIT HIGH
P0481-13 COOLING FAN 2 CONTROL CIRCUIT OPEN
P0500-64 VEHICLE SPEED SENSOR "A" INTERMITTENT/ERRATIC/HIGH
P0500-68 VEHICLE SPEED SENSOR 1 CIRCUIT
P0504-13 BRAKE PEDAL - NOT PLAUSIBLE BLS/RBS - CIRCUIT OPEN
P0504-62 BRAKE PEDAL - SIGNAL COMPARE FAILURE
P0504-67 BRAKE PEDAL - NOT PLAUSIBLE BLS/RBS - SIGNAL INCORRECT AFTER
EVENT
P0504-86 BRAKE PEDAL - NOT PLAUSIBLE BLS/RBS - SIGNAL INVALID
P0520-67 ENGINE OIL PRESSURE SENSOR CIRCUIT
P0530-12 A/C PRESSURE SENSOR CIRCUIT HIGH
P0530-14 A/C PRESSURE SENSOR CIRCUIT LOW
P0560-16 BATTERY/SYSTEM VOLTAGE LOW
P0560-17 BATTERY/SYSTEM VOLTAGE HIGH
P0564-92 SPEED CONTROL SWITCH 1
P0579-62 SPEED CONTROL DISABLED DUE TO HIGH ACCELERATION
P0576-62 SPEED CONTROL DISABLED DUE TO EXCESSIVE DECELERATION
P0601-44 INTERNAL MEMORY CHECKSUM ERROR
P0604-62 INTERNAL CONTROL MODULE RAM ERROR
P0605-41 INTERNAL CONTROL MODULE EEPROM
P0605-49 INTERNAL CONTROL MODULE ROM
2012 DTC INDEX Fiat
P0606-47 INTERNAL ECM PROCESSOR

P0606-92 ECU INTERNAL PERFORMANCE
P060B-49 INTERNAL CONTROL MODULE A/D PROCESSING PERFORMANCE
P0621-11 GENERATOR FIELD CONTROL CIRCUIT LOW
P0621-15 GENERATOR FIELD CONTROL CIRCUIT HIGH
P0630-51 VIN NOT PROGRAMMED IN PCM
P0638-11 ELECTRONIC THROTTLE CONTROL MOTOR CIRCUIT LOW
P0638-12 ELECTRONIC THROTTLE CONTROL MOTOR CIRCUIT HIGH
P0638-13 ELECTRONIC THROTTLE CONTROL MOTOR CIRCUIT OPEN - BANK 1
P0638-61 ELECTRONIC THROTTLE CONTROL MOTOR PERFORMANCE
P0641-49 SENSOR REFERENCE VOLTAGE 1 CIRCUIT
P0645-11 A/C CONTROL CIRCUIT LOW
P0645-12 A/C CLUTCH RELAY CONTROL CIRCUIT HIGH
P0645-13 A/C CLUTCH RELAY CIRCUIT
P0657-16 ACTUATOR SUPPLY VOLTAGE "A" CIRCUIT LOW
P0657-17 ACTUATOR SUPPLY VOLTAGE "A" CIRCUIT HIGH
P0685-11 MAIN CONTROL CIRCUIT LOW
P0685-12 MAIN CONTROL CIRCUIT HIGH
P0685-13 ASD/MAIN CONTROL CIRCUIT
P0700-62 TRANSMISSION CONTROL SYSTEM (MIL REQUEST)
P0704-23 CLUTCH PEDAL SWITCH 1 CIRCUIT LOW
P0704-24 CLUTCH PEDAL SWITCH 1 CIRCUIT HIGH
P0704-87 CLUTCH SWITCH INPUT CIRCUIT
P1105-62 THROTTLE ACTUATOR CONTROL SYSTEM - HIGH AIR FLOW DETECTED
P1106-62 INTAKE AIR SYSTEM LEAK
P1120-61 TPS CONTROL - SIGNAL CALCULATION
P1121-62 THROTTLE POSITION SENSOR 1/2 CORRELATION
P1220-62 ACCELERATOR PEDAL POSITION SENSOR 1/2 CORRELATION
P1300-55 FLYWHEEL SELF-LEARNING NOT PERFORMED
P1325-11 KNOCK SENSOR 1 CIRCUIT LOW
P1325-12 KNOCK SENSOR 1 CIRCUIT HIGH
P1325-49 KNOCK SENSOR 1 CIRCUIT PERFORMANCE - TOO MANY TRANSITIONS
P1325-64 64-KNOCK SENSOR 1 CIRCUIT PERFORMANCE - TOO FEW TRANSITIONS
P1524-79 ANTI-FOULING SPARK FUNCTION - MECHANICAL LINKAGE
P1680-77 ETC MOTOR SELF-LEARNING (SPRING CLOSURE)
P1681-77 ETC MOTOR SELF LEARNING (SPRING OPENING)
P1683-77 ETC MOTOR SELF-LEARNING (LIMP HOME POSITION)
P1684-94 ETC MOTOR SELF-LEARNING (UNEXPECTED OPERATION)
P1686-92 ETC MOTOR SELF-LEARNING (LOW LIMIT PERFORMANCE/INCORRECT
2012 DTC INDEX Fiat
OPERATION)
P1687-94 ETC MOTOR SELF-LEARNING (STOP UNEXPECTED OPERATION)
P2226-12 BAROMETRIC PRESSURE CIRCUIT HIGH
P2226-14 BAROMETRIC PRESSURE CIRCUIT LOW
P2226-62 BAROMETRIC PRESSURE CIRCUIT PERFORMANCE
P2231-12 O2 SENSOR 1/1 HEATER CIRCUIT HIGH
P2231-14 O2 SENSOR 1/1 HEATER CIRCUIT LOW
P2244-92 O2 SENSOR REFERENCE VOLTAGE PERFORMANCE - BANK 1 SENSOR 1
P2299-62 BRAKE PEDAL POSITION/ACCELERATOR PEDAL POSITION
INCOMPATIBLE
U0001-49 CAN C BUS
U0001-88 CAN C BUS (BUS OFF)
U0405-62 LOST SPEED CONTROL MESSAGE
U0405-81 INVALID DATA RECEIVED FROM CRUISE CONTROL MODULE
U0405-82 INVALID SPEED CONTROL MESSAGE SEQUENCE
U0405-86 INVALID SPEED CONTROL MESSAGE
U0422-81 IMPLAUSIBLE SPEED CONTROL ROLLING COUNTER SIGNAL RECEIVED
U0422-82 IMPLAUSIBLE SPEED CONTROL ROLLING COUNTER MESSAGE
SEQUENCE
U0422-8F INVALID DATA RECEIVED FROM BODY CONTROL MODULE
U0426-51 INVALID DATA RECEIVED FROM VEHICLE SECURITY CONTROL
MODULE
U0426-62 IMPLAUSIBLE DATA RECEIVED FROM VEHICLE SECURITY CONTROL
MODULE
U0426-63 SKIM SECRET KEY NOT STORED
U0426-88 INVALID SKIM KEY
U0427-66 BODY CONTROL MODULE SIGNAL INVALID
U1700-87 LOST COMMUNICATION WITH BODY CONTROL MODULE
U1700-92 BODY CONTROL MODULE SIGNAL INVALID
U1702-87 LOST COMMUNICATION WITH POWER STEERING CONTROL MODULE
U1702-92 INVALID DATA RECEIVED FROM POWER STEERING CONTROL MODULE
CONTROL MODULE
U3010-86 INVALID SPEED CONTROL MESSAGE
MODULE, TIRE PRESSURE (TPM)

2012 DTC INDEX Fiat
DTC Description
C1001-21 SENSOR A-BATTERY LOW
C1001-31 SENSOR A-RF FAILURE
C1001-96 SENSOR A-FAULT
C1002-21 SENSOR B-BATTERY LOW
C1002-31 SENSOR B-RF FAILURE
C1002-96 SENSOR B-FAULT
C1003-21 SENSOR C - BATTERY LOW
C1003-31 SENSOR C-RF FAILURE
C1003-96 SENSOR C-FAULT
C1004-21 SENSOR D - BATTERY LOW
C1004-31 SENSOR D-RF FAILURE
C1004-96 SENSOR D-FAULT
C1009-42 ECU-EEPROM FAILURE
C1009-49 ECU-INTERNAL FAILURE
C1010-54 MISSING SENSOR ID
C1012-88 TIRE PRESSURE SENSOR LOCATION UNDETERMINED
C1013-88 DUPLICATE TIRE PRESSURE SENSOR IDS
C1014-88 LEFT/RIGHT SIDE TIRE PRESSURE SENSOR LOCATION UNDETERMINED
C1015-88 FRONT/REAR TIRE PRESSURE SENSOR LOCATION UNDETERMINED
C1016-88 TPM SYSTEM DEACTIVATED-WINTER MODE
MODULE, TRANSMISSION CONTROL (TCM) (CODE EAB)

DTC Description
P0561 SYSTEM VOLTAGE UNSTABLE
P0562 BATTERY/SYSTEM VOLTAGE LOW
P0563 SYSTEM VOLTAGE HIGH
P0601 INTERNAL CONTROL MODULE MEMORY CHECKSUM ERROR
P0603 INTERNAL CONTROL MODULE KEEP ALIVE MEMORY (KAM) ERROR
P0604 INTERNAL CONTROL MODULE RANDOM ACCESS MEMORY (RAM)
ERROR
P0657 ACTUATOR SUPPLY VOLTAGE "A" CIRCUIT/OPEN
P0705 TRANSMISSION RANGE SENSOR "A" CIRCUIT (PRNDL INPUT)
2012 DTC INDEX Fiat
P0707 TRANSMISSION RANGE SENSOR "A" CIRCUIT LOW

P0708 TRANSMISSION RANGE SENSOR "A" CIRCUIT HIGH
P0711 TRANSMISSION FLUID TEMPERATURE SENSOR "A" CIRCUIT
RANGE/PERFORMANCE
P0712 TRANSMISSION FLUID TEMPERATURE SENSOR "A" CIRCUIT LOW
P0713 TRANSMISSION FLUID TEMPERATURE SENSOR "A" CIRCUIT HIGH
P0715 INPUT/TURBINE SPEED SENSOR "A" CIRCUIT
P0717 INPUT/TURBINE SPEED SENSOR "A" CIRCUIT NO SIGNAL
P0720 OUTPUT SPEED SENSOR CIRCUIT
P0722 OUTPUT SPEED SENSOR CIRCUIT NO SIGNAL
P0729 GEAR 6 INCORRECT RATIO
P072D STUCK IN GEAR 2
P072E STUCK IN GEAR 3
P072F STUCK IN GEAR 4
P073A STUCK IN GEAR 5
P073B STUCK IN GEAR 6
P0741 TORQUE CONVERTER CLUTCH CIRCUIT PERFORMANCE/STUCK OFF
P0742 TORQUE CONVERTER CLUTCH CIRCUIT STUCK ON
P0748 PRESSURE CONTROL SOLENOID "A" ELECTRICAL
P0777 PRESSURE CONTROL SOLENOID "B" STUCK ON
P0778 PRESSURE CONTROL SOLENOID "B" ELECTRICAL
P0797 PRESSURE CONTROL SOLENOID "C" STUCK ON
P0798 PRESSURE CONTROL SOLENOID "C" ELECTRICAL
P0867 TRANSMISSION FLUID PRESSURE
P0868 TRANSMISSION FLUID PRESSURE LOW
P0949 AUTO SHIFT MANUAL ADAPTIVE LEARNING NOT COMPLETE
P0962 PRESSURE CONTROL SOLENOID "A" CONTROL CIRCUIT LOW
P0963 PRESSURE CONTROL SOLENOID "A" CONTROL CIRCUIT HIGH
P0965 PRESSURE CONTROL SOLENOID "B" CONTROL CIRCUIT
RANGE/PERFORMANCE
P0966 PRESSURE CONTROL SOLENOID "B" CONTROL CIRCUIT LOW
P0967 PRESSURE CONTROL SOLENOID "B" CONTROL CIRCUIT HIGH
P0970 PRESSURE CONTROL SOLENOID "C" CONTROL CIRCUIT LOW
P0971 PRESSURE CONTROL SOLENOID "C" CONTROL CIRCUIT HIGH
P0973 SHIFT SOLENOID "A" CONTROL CIRCUIT LOW
P0974 SHIFT SOLENOID "A" CONTROL CIRCUIT HIGH
2012 DTC INDEX Fiat
P0976 SHIFT SOLENOID "B" CONTROL CIRCUIT LOW

P0977 SHIFT SOLENOID "B" CONTROL CIRCUIT HIGH
P1C4F ESM DTC PRESENT
P1C50 INCORRECT TRANSMISSION
P1C51 GEAR 1 INCORRECT RATIO DURING ENGINE BRAKING
P1C52 PRESSURE CONTROL SOLENOID "C" STUCK ON DURING GEAR 1
ENGINE BRAKING
P1C53 PRESSURE CONTROL SOLENOID "D" OR "E" STUCK ON DURING GEAR 1
ENGINE BRAKING
P1D84 ETC SYSTEM FAILURE
P2715 PRESSURE CONTROL SOLENOID "D" STUCK ON
P2716 PRESSURE CONTROL SOLENOID "D" ELECTRICAL
P2719 PRESSURE CONTROL SOLENOID "D" CONTROL CIRCUIT
RANGE/PERFORMANCE
P2720 PRESSURE CONTROL SOLENOID "D" CONTROL CIRCUIT LOW
P2721 PRESSURE CONTROL SOLENOID "D" CONTROL CIRCUIT HIGH
P2724 PRESSURE CONTROL SOLENOID "E" STUCK ON
P2727 PRESSURE CONTROL SOLENOID "E" CONTROL CIRCUIT/OPEN
P2729 PRESSURE CONTROL SOLENOID "E" CONTROL CIRCUIT LOW
P2730 PRESSURE CONTROL SOLENOID "E" CONTROL CIRCUIT HIGH
P2761 TORQUE CONVERTER CLUTCH PRESSURE CONTROL SOLENOID
CONTROL CIRCUIT/OPEN
CONTROL CIRCUIT
CONTROL CIRCUIT LOW
U0077 CONTROL MODULE COMMUNICATION BUS OFF
U0100 LOST COMMUNICATION WITH ECM/PCM
U0103 LOST COMMUNICATION WITH ELECTRIC GEAR SHIFT MODULE
CONTROL MODULE
U1106 CAN C SIGNAL MISSING
U11BD IMPLAUSIBLE FRONT WHEEL SPEED SIGNAL RECEIVED
U11C0 IMPLAUSIBLE MANUAL SHIFT LEVER SIGNAL RECEIVED
U1400 IMPLAUSIBLE TPS SIGNAL RECEIVED
U1401 IMPLAUSIBLE ENGINE SPEED SIGNAL RECEIVED
U1402 IMPLAUSIBLE ENGINE TEMPERATURE SIGNAL RECEIVED
U1404 IMPLAUSIBLE STATIC ENGINE TORQUE SIGNAL RECEIVED
U1408 IMPLAUSIBLE BRAKE SIGNAL RECEIVED
U140B IMPLAUSIBLE LEFT REAR WHEEL SPEED SIGNAL RECEIVED
U140C IMPLAUSIBLE RIGHT REAR WHEEL SPEED SIGNAL RECEIVED
2012 DTC INDEX Fiat
MODULE, TRANSMISSION CONTROL (TCM) (CODE EAJ)

DTC Description
P0560 BATTERY VOLTAGE
P0561 BATTERY VOLTAGE
P0571 SERVICE BRAKE SWITCH (FROM CAN)
P0604 CONTROL UNIT FAULTY (MICROPROCESSOR)
P060C CONTROL UNIT FAULTY (MICROPROCESSOR)
P0641 SENSOR POWER SUPPLY
P0710 TEMPERATURE (FROM CAN)
P0715 CLUTCH DISK SPEED
P0720 VEHICLE SPEED
P0725 ENGINE SPEED
P0856 VDC MESSAGES (FROM CAN)
P0857 VDC MESSAGES (FROM CAN)
P0880 KEY SIGNAL (+15) RECEIVED ON CAN IRREGULAR
P0881 ECO LEVER SWITCH STUCK
P1215 DRIVERS DOOR (FROM CAN)
P1741 ENGAGEMENT SENSOR
P1742 SELECTION SENSOR
P1743 CLUTCH SENSOR
P1744 HYDRAULIC CIRCUIT PRESSURE SENSOR
P1745 LEVER SWITCH 0
P1749 LEVERS ON STEERING WHEEL
P1750 SOLENOID VALVE SELECTION
P1752 PUMP RELAY
P1755 START-UP RELAY
P1756 ODD SPEEDS ENGAGEMENT
P1757 EVEN SPEEDS ENGAGEMENT
P1758 CLUTCH SV CURRENT
P1760 BRAKE SWITCH
P1765 CONTROL UNIT GROUNDS
P1768 OIL TANK EMPTY
P1769 PUMP DRIVING RELAY STUCK
P1770 NO ACCELERATOR PEDAL INFORMATION
P1771 LEAKS IN HYDRAULIC GROUP
2012 DTC INDEX Fiat
P1772 GEARSHIFT LEVER SWITCHES (ONE OF 4)

P1773 HYDRAULIC CIRCUIT PRESSURE
P1774 ROBOTISED GEARBOX ANOMALOUS USE
P1810 CLUTCH SYSTEM
P1818 GEARCHANGE CONTROL
P1819 ENGINE TORQUE (FROM CAN)
P1880 CONTROL UNIT POWER SUPPLY
P290D END OF LINE/SERVICE SELF-CALIBRATION
P290E CLUTCH SELF-CALIBRATION ENABLE
P290F SIDE ACCELER./YAW NODE (NYL)
P2910 CLUTCH SUB-SYSTEM
P2914 GEARBOX SUB-SYSTEM
U0001 NCR NODE ERROR
U1700 CAN NETWORK (NCR - NBC)
U1701 CAN NETWORK (NCR - NCM)
U1706 CAN NETWORK (NCR - NFR)
MODULE, VEHICLE TRACKING

DTC Description
B1000-1C ELECTRONIC CONTROL UNIT - CIRCUIT VOLTAGE OUT OF RANGE
B1000-44 ELECTRONIC CONTROL UNIT - DATA MEMORY FAILURE
B1000-47 ELECTRONIC CONTROL UNIT - WATCHDOG/ SAFETY FAILURE
B1002-49 GPS FAILS - INTERNAL ELECTRONIC FAILURE
B1003-49 GSM/GPRS - INTERNAL ELECTRONIC FAILURE
B1006-4A SIM FAILURE - INCORRECT COMPONENT INSTALLED
B1007-18 EXTERNAL BATTERY VOLTAGE - CIRCUIT VOLTAGE BELOW
THRESHOLD
B1007-84 EXTERNAL BATTERY VOLTAGE- SIGNAL BELOW ALLOWABLE RANGE
B1008-91 LOCK / UNLOCK BY SERVER - PARAMETRIC
B1008-93 LOCK / UNLOCK BY SERVER - NO OPERATION
B1009-1C INTERNAL BATTERY VOLTAGE - CIRCUIT VOLTAGE OUT OF RANGE
2012 DTC INDEX Fiat
RADIO
DTC Description
B2001-11 FRONT LEFT AUDIO SPEAKER OUTPUT - CIRCUIT SHORT TO GROUND -
BASE
PREMIUM
B2001-12 FRONT LEFT AUDIO SPEAKER OUTPUT - CIRCUIT SHORT TO BATTERY -
BASE
PREMIUM
B2001-13 FRONT LEFT AUDIO SPEAKER OUTPUT - CIRCUIT OPEN - BASE
B2001-13 FRONT LEFT AUDIO SPEAKER OUTPUT - CIRCUIT OPEN - PREMIUM
B2001-92 FRONT LEFT AUDIO SPEAKER OUTPUT - PERFORMANCE OR
INCORRECT OPERATION
B2002-11 FRONT RIGHT AUDIO SPEAKER OUTPUT - CIRCUIT SHORT TO GROUND
- BASE
- PREMIUM
B2002-12 FRONT RIGHT AUDIO SPEAKER OUTPUT - CIRCUIT SHORT TO BATTERY
- BASE
- PREMIUM
B2002-13 FRONT RIGHT AUDIO SPEAKER OUTPUT - CIRCUIT OPEN - BASE
B2002-13 FRONT RIGHT AUDIO SPEAKER OUTPUT - CIRCUIT OPEN - PREMIUM
B2002-92 FRONT RIGHT AUDIO SPEAKER OUTPUT - PERFORMANCE OR
INCORRECT OPERATION
B2003-11 REAR LEFT AUDIO SPEAKER OUTPUT - CIRCUIT SHORT TO GROUND -
BASE
PREMIUM
B2003-12 REAR LEFT AUDIO SPEAKER OUTPUT - CIRCUIT SHORT TO BATTERY -
BASE
PREMIUM
B2003-13 REAR LEFT AUDIO SPEAKER OUTPUT - CIRCUIT OPEN - BASE
B2003-13 REAR LEFT AUDIO SPEAKER OUTPUT - CIRCUIT OPEN - PREMIUM
B2003-92 REAR LEFT AUDIO SPEAKER OUTPUT - PERFORMANCE OR INCORRECT
OPERATION
B2004 11 -REAR RIGHT AUDIO SPEAKER OUTPUT - CIRCUIT SHORT TO
GROUND - BASE
2012 DTC INDEX Fiat
B2004 11 REAR RIGHT AUDIO SPEAKER OUTPUT- CIRCUIT SHORT TO

GROUND- PREMIUM
B2004-12 REAR RIGHT AUDIO SPEAKER OUTPUT - CIRCUIT SHORT TO BATTERY -
BASE
PREMIUM
B2004-13 REAR RIGHT AUDIO SPEAKER OUTPUT - CIRCUIT OPEN - BASE
B2004-13 REAR RIGHT AUDIO SPEAKER OUTPUT - CIRCUIT OPEN - PREMIUM
B2004-92 REAR RIGHT AUDIO SPEAKER OUTPUT - PERFORMANCE OR
INCORRECT OPERATION
B2005-13 AUDIO ANTENNA - OPEN CIRCUIT
B2005-95 AUDIO ANTENNA - WIRES SHORTED TOGETHER
B2006-49 RADIO - INTERNAL FAILURE
2012 ACCESSORIES AND EQUIPMENT Audio & Video - Service Information - Fiat 500
2012 ACCESSORIES AND EQUIPMENT
Audio & Video - Service Information - Fiat 500
DESCRIPTION
DESCRIPTION
Several combinations of radio receivers and speaker systems are offered on this vehicle. The audio system
receives fused battery current from a fuse in the BCM and PDC at all times.
There is a optional navigation system, the operator has the option of choosing a street address, point of interest,
trip itinerary and other features outlined in the operator's manual.
The audio system includes the following components:
 Amplifier (optional)
 Antenna (Radio, Navigation, Satellite Audio)
 Clockspring (with remote radio switches only)
 Radio noise suppression components
 Radio receiver
 Remote radio switches (if equipped)
 Speakers
OPERATION
OPERATION
AUDIO SYSTEM
The audio system components are designed to provide audio entertainment and information through the
reception, tuning and amplification of locally broadcast radio signals in both the Amplitude Modulating (AM)
and Frequency Modulating (FM) commercial frequency ranges.
The audio system components operate on battery current received through a fuse in the BCM and on the back of
the radio. The radio may continue to play for up 20 minutes (NAFTA) 60 minutes (LATAM) after the ignition
is cycled off. The radio can also be turned on with the key removed from the ignition, and turns off
automatically after the programmed time elapses.
NAVIGATION
The optional navigation system receives GPS signals from up to eight satellites to display the position and
direction of the vehicle.
When a destination is selected, the navigation system uses information from the map to quickly calculate a
route. As the vehicle is driven along the chosen route, the operator is guided with pictorial displays and voice
prompts. The navigation system will also reroute the user if a turn is missed. For complete operating
instructions, refer to the owner's manual included with the vehicle.
SATELLITE RADIO
The available satellite radio system is a subscription based service. Information sent by satellite is transmitted to
the roof mounted antenna, then to the satellite receiver integrated in the radio. The operator then has the choice
of multiple music/information channels.

DIAGNOSIS AND TESTING - AUDIO
Any diagnosis of the Audio system should begin with the use of scan tool. For information on the use of
the scan tool, refer to the appropriate Diagnostic Service information.
For complete circuit diagrams, refer to the appropriate wiring information.
WARNING: On vehicles equipped with airbags, refer to RESTRAINTS - SERVICE

INFORMATION article, before attempting any steering wheel, steering
column, or instrument panel component diagnosis or service. Failure to
take the proper precautions could result in accidental airbag deployment
and possible personal injury.
AUDIO SYSTEM DIAGNOSIS

CONDITION POSSIBLE CAUSE CORRECTION
NO AUDIO 1. Fuse inoperative. 1. Check radio fuse in Body Control
Module (BCM). Replace fuse as
necessary.
2. Check radio fuse in the back of the
radio. Replace fuse as necessary.
2. Radio connector damaged. 2. Check for loose or corroded radio
connector. Repair, if required.
3. Wiring damaged. 3. Check for battery voltage at radio
connector. Repair wiring, if required.
4. Ground damaged. 4. Check for continuity between radio
chassis and a known good ground.
There should be continuity. Repair
ground, if required.
5. Radio inoperative. 5. Exchange or replace radio, if
required.
6. Amplifier inoperative. 6. Perform DIAGNOSIS AND
TESTING - AMPLIFIER. Replace
as necessary.
NO DISPLAY 1. Fuse inoperative. 1. Check radio fuse in Body Control
Module (BCM). Replace fuse as

necessary.
required.
NO MEMORY 1. Fuse inoperative. 1. Check ignition-off draw fuse.
Replace fuse as necessary.
required.
POOR RADIO RECEPTION 1. Antenna or cable damaged 1. Refer to ANTENNA,
or inoperative. SATELLITE. Repair or replace
antenna, if required.
required.
4. Poor antenna connection at 4. Verify proper connection.
radio or in line.
5. Verify that the rear defogger grid is
5. Faulty rear window functioning properly, repair as
defogger. necessary. Refer to DIAGNOSIS
AND TESTING .
SOUND DISTORTION 1. Door trim panel loose or 1. Inspect door trim panel and correct
(VIBRATION FROM SPEAKER missing fasteners. as necessary. Replace any missing
AREA, BUZZING - HUMMING fasteners.

2. Water shield loose or 2. Inspect water shield and adjust as
misaligned. required.
3. Items placed in door trim 3. Remove items from door trim panel.
panel map pockets vibrating or Ensure that vibration is no longer
moving from side to side. present.
NO COMPACT DISC 1. CD damaged. 1. Insert known good CD and test
OPERATION operation. Avoid the use of "home
maid" CD's with adhesive labels. The
labels may cause disc to become
jammed in the radio.
2. Foreign material on CD. 2. Clean CD and test operation.
3. Condensation on CD or 3. Allow temperature of vehicle
optics. interior to stabilize and test operation.
required.
AMPLIFIER
DESCRIPTION
DESCRIPTION
Fig. 1: Amplifier
The optional audio amplifier is mounted to the right rear trim panel. A protective cover is fastened to the
amplifier bracket. The amplifier has three connectors located at the bottom of the unit.
DIAGNOSIS AND TESTING - AMPLIFIER
Any diagnosis of the Audio system should begin with the use of a scan tool and the appropriate
Diagnostic Service information.
Refer to the appropriate wiring information.
The amplifier unit should be checked if there is no sound output noted from the speakers. For diagnosis of the
power amplifier. Refer to SPEAKER, DIAGNOSIS AND TESTING.
REMOVAL
REMOVAL


2. Remove the amplifier trim cover (1) from the amplifier mounting bracket (2).
Fig. 3: Amplifier, Connectors, Bracket & Retainers

3. Remove the amplifier (3) to mounting bracket (4) retainers (1).

4. Disconnect the amplifier electrical connectors (2).
5. Remove the amplifier from the vehicle (3).
INSTALLATION
INSTALLATION
Fig. 4: Amplifier, Connectors, Bracket & Retainers

1. Connect the amplifier electrical connectors (2).

2. Position the amplifier (3) to the mounting bracket (4) and install the retainers (1).

3. Install the amplifier trim cover (1) to the amplifier mounting bracket (2).
ANTENNA, SATELLITE
DESCRIPTION
DESCRIPTION
Fig. 6: Satellite Antenna

If the vehicle is equipped with satellite audio, a combined antenna for AM/FM and satellite and navigation is
used. For AM/FM only, the antenna looks similar and is mounting in the same location. For more information.
Refer to ANTENNA, SATELLITE, REMOVAL.
For information on how to use (special tool #9977-6, Kit, Radio Antenna Diagnostic) Radio Diagnostic Kit
refer to the appropriate DTC. Refer to DIAGNOSIS AND TESTING .
REMOVAL
HARDTOP
Fig. 7: Headliner

2. Remove the antenna mast.
3. Remove the headliner (1). Refer to HEADLINER, REMOVAL .
Fig. 8: Antenna Connectors & Retainer

4. Unclip the antenna from the cable holder.

5. Disconnect the antenna wiring connector (1) from the body side antenna connector (2).
6. Remove the antenna retainer (3).
Fig. 9: Antenna Assembly & Roof

7. Pull the antenna assembly (1) from the roof (2) of the vehicle.
CONVERTIBLE
Fig. 10: Sun Visor & Fastener


2. Remove both visors (2). Refer to VISOR, REMOVAL .
Fig. 11: Front Header Panel & Fasteners

3. Remove the front header panel (1). Refer to COVER, CONVERTIBLE, REMOVAL and COVER,
HEADER, REMOVAL .
Fig. 12: Antenna Module & Connectors

4. Disconnect the antenna connector (2) from the body side antenna connector (1).
5. Remove the antenna module (3).
INSTALLATION
HARDTOP
Fig. 13: Antenna Assembly & Roof

1. Install the antenna (1) into the antenna mount opening at the rear of the roof (2).
Fig. 14: Antenna Connectors & Retainer

2. Install the antenna mounting retainer (3).
Tighten to 7 N.m (60 In. lbs.).
3. Connect the antenna harness connector (1) to the antenna body connector (2).
4. Clip the antenna connector into the clip.
Fig. 15: Headliner

5. Install the headliner (1). Refer to HEADLINER, INSTALLATION .

6. Install the antenna mast.

8. Verify operation outside with a clear line of sight not obstructed by trees or buildings.
CONVERTIBLE

1. Install the antenna module (3).

2. Connect the antenna connector (2) from the body side antenna connector (1).

3. Install the front header panel (1). Refer to COVER, CONVERTIBLE, INSTALLATION and COVER,
HEADER, INSTALLATION .

4. Install both front visors (2). Refer to VISOR, INSTALLATION .

6. Verify operation outside with a clear line of sight not obstructed by trees or buildings.
MAST, ANTENNA
DESCRIPTION
DESCRIPTION
Fig. 19: Antenna Mast

The AM/FM antenna looks similar and is mounting in the same location as the satellite antenna and is removed
in the same way, for more information. Refer to ANTENNA, SATELLITE, REMOVAL.
For information on how to use (special tool #9977-6, Kit, Radio Antenna Diagnostic) Radio Diagnostic Kit
refer to the appropriate DTC. Refer to DIAGNOSIS AND TESTING .
MODULE, RADIO ANTENNA

DESCRIPTION
DESCRIPTION
Fig. 20: Radio Antenna Module

The antenna module is an electronic circuit component designed to capture and enhance RF (Radio Frequency)
signals in both the AM and FM broadcast bands. The antenna module is mounted to the passenger A-pillar. The
module is grounded through the mounting bracket and fastener. The module has a two wire electrical connector
that connects to the integral radio antenna and EBL grid, located on the windshield. There is also an electrical
connector for battery voltage and a coax cable connector.
OPERATION
OPERATION
The antenna module receives both AM and FM radio signals supplied by the windshield integral radio antenna
and selectively amplifies them. The amplified signal is then sent through the body coax cable to the radio input.
REMOVAL
REMOVAL
Fig. 21: A-Pillar Trim


2. Remove the passenger side A-pillar. Refer to PANEL, A-PILLAR TRIM, REMOVAL .

3. Disconnect the antenna module electrical connector (1).

4. Disconnect the antenna module antenna connector (2).
Fig. 23: Antenna Module & Retainer

5. Remove the antenna module retainer (1) and remove the antenna module (2).
INSTALLATION
INSTALLATION
Fig. 24: Antenna Module & Retainer

1. Install the antenna module (2) and install the antenna retainer (1).
Tighten to 2 N.m (18 In Lbs).


2. Connect the antenna module electrical connector (1).

3. Connect the antenna module antenna connector (2).

4. Install the passenger side A-pillar. Refer to PANEL, A-PILLAR TRIM, INSTALLATION .
RADIO
DESCRIPTION
DESCRIPTION
Interaction with the radio features is done through the ISC screen module and switch bank located in the center
stack of the instrument panel.
RADIO ANTI-THEFT CODE PROCEDURE
For the vehicles that are equipped with power net or NTG4 radios. If the TGM or the radio have been removed
or replaced. A four digit security code is required in order for the radio to function:
1. The key must be in the "RUN" position.

2. Press the "ON/VOL" control button.
3. The word "CODE" or " Please enter Anti-Theft Code" will appear on the display.
4. Enter the 4-digit code by pressing the corresponding preset buttons in sequence.
NOTE: If three consecutive attempts are made to enter an invalid anti-theft code the
radio will enter a 'WAIT' state. While in this state the radio display will read
'WAIT'. To exit the 'WAIT' state the radio must remain powered with the ignition
in the run position for a continuous 30 minutes (the vehicle may be driven
during this time). After exiting the 'WAIT' state the radio will again display
'CODE' and a valid anti-theft code may be entered.
REMOVAL
REMOVAL
Fig. 27: Radio Buttons


2. Remove the radio buttons (1) using a Trim Stick (special tool #C-4755, Trim Stick) or equivalent.
Fig. 28: Radio & Radio Removal Tool

3. Insert radio tool OTC 7575 or equivalent.

4. Gently wiggle radio back and forth while pulling out.
Fig. 29: Radio Electrical Connectors & Antenna Connectors

5. Disconnect the radio electrical connectors (1).
CAUTION: Pulling the antenna cable straight out of the radio without pulling on
the locking antenna connector could damage the cable or radio.
6. Disconnect the antenna connector(s) (2) and remove from the vehicle.
INSTALLATION
INSTALLATION
Fig. 30: Radio Electrical Connectors & Antenna Connectors

1. Connect the antenna connector(s) (2).

2. Connect the radio electrical connectors (1).
3. Insert the radio into the instrument panel until it locks into place.
Fig. 31: Radio Buttons

4. Install the radio buttons.

NOTE: The radio must be programmed after a radio replacement. Refer to STANDARD
PROCEDURE .
SPEAKER
DESCRIPTION
DESCRIPTION
Fig. 32: Tweeter Speakers, Mid-Woofer Speakers & Rear Speakers

The standard equipment speaker system includes speakers in six locations. One 3.8 centimeter (1.5 inch) 30
watt tweeter speaker are located in each A - Pillar (1). One 15.2 centimeter (6 inch) 40 watt mid-woofer speaker
are located in each front door (2). There is also one full-range 15.2 centimeter (6 inch) 40 watt full-range
speaker located in under each quarter trim panel (3).
Fig. 33: Tweeter Speakers, Mid-Woofer Speakers, Rear Speakers, Subwoofer & Amplifier
The Premium speaker system includes speakers in seven locations. One 3.8 centimeter (1.5 inch) 40 watt
tweeter speaker are located in each A - Pillar (1). One 15.2 centimeter (6 inch) 60 watt mid-woofer speaker are
located in each front door (2). There is also one full-range 15.2 centimeter (6 inch) 40 watt full-range speaker
located in under each quarter trim panel (3). One 15.2 centimeter (6 inch) subwoofer located under the
passenger front seat (4). A 4X30 amplifier located on the passenger quarter panel in the cargo area (5).
DIAGNOSIS AND TESTING - SPEAKER
Any diagnosis of the Audio system should begin with the use of a scan tool and the appropriate
Diagnostic Service information.
Refer to the appropriate wiring information.
WARNING: Disable the airbag system before attempting any steering wheel, steering
column, seat belt tensioner, side airbag or instrument panel component
diagnosis or service. Disconnect and isolate the negative battery (ground)
cable. 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 follow these instructions may
result in accidental airbag deployment and possible serious or fatal
injury.
CAUTION: The speaker output of the radio is a "floating ground" system. Do not
allow any speaker lead to short to ground, as damage to the radio may
result.
1. If all speakers are inoperative, check the radio fuses in the BCM under the instrument panel. If OK, go to
Step 2. If not OK, repair the shorted circuit or component as required and replace the faulty fuse.
2. Check the amplifier fuse (if equipped) in the power distribution center (PDC). If OK, go to Step 3. If not
OK, repair the shorted circuit or component as required and replace the faulty fuse.
3. Turn the ignition switch to the ON position. Turn the radio receiver ON. Adjust the balance and fader
control controls to check the performance of each individual speaker. Note the speaker locations that are
not performing correctly. Go to Step 4.
4. Check both the speaker feed (+) circuit and return (-) circuit cavities for the inoperative speaker at the
wire harness connector for continuity to ground. There should be no continuity. If OK, go to Step 5. If not
OK, repair the shorted speaker feed (+) and/or return (-) circuit(s) to the speaker as required.
5. Disconnect wire harness connector at the inoperative speaker. Check for continuity between the speaker
feed (+) circuit cavities of the radio receiver wire harness connector or if equipped, the amplifier wire
harness connector and the speaker wire harness connector. Repeat the check between the speaker return (-
) circuit cavities of the radio receiver wire harness connector and the speaker wire harness connector. In
each case, there should be continuity. If OK, replace the faulty speaker. If not OK, repair the open speaker
feed (+) and/or return (-) circuit(s) as required.
REMOVAL
FRONT DOOR
Fig. 34: Speaker & Electrical Connector


2. Remove the door trim panel. Refer to PANEL, DOOR TRIM, REMOVAL .
3. Disconnect the speaker electrical connector (1) from the speaker (2).
Fig. 35: Front Door Speaker & Rivets

4. Drill out the speaker rivets (1).

5. Remove the front door speaker (2).
REAR QUARTER
Fig. 36: Rear Quarter Speaker, Rivets & Connector


2. Remove the quarter trim panel. Refer to PANEL, QUARTER TRIM, REAR, REMOVAL .
3. Drill out the speaker rivets (1).
4. Pull the speaker out, disconnect the speaker electrical connector.
SUBWOOFER
Fig. 37: Subwoofer Assembly Connector & Front Retainers


2. Remove the passenger side front seat. Refer to SEAT, FRONT, REMOVAL .
3. Disconnect the subwoofer assembly electrical connector (1).
4. Remove the front subwoofer retainers (2).
Fig. 38: Subwoofer Assembly & Rear Retainers

5. Remove the rear subwoofer retainers (1).

6. Remove the subwoofer assembly (2) from the vehicle.
TWEETER
Fig. 39: A-Pillar Trim, Harness & Tweeter


2. Remove the A-Pillar trim (1). Refer to PANEL, A-PILLAR TRIM, REMOVAL .
3. Disconnect the tweeter harness (2) from the tweeter (3).
Fig. 40: A-Pillar Trim Panel Clips & Tweeter

4. Release the tweeter (1) from the A-pillar trim panel clips (2).
INSTALLATION
FRONT DOOR
Fig. 41: Front Door Speaker & Rivets

1. Position the speaker (2) to the door.

2. Install the speaker rivets (1).
Fig. 42: Speaker & Electrical Connector

3. Connect the speaker electrical connector (1) to the speaker (2).

4. Install the door trim panel. Refer to PANEL, DOOR TRIM, INSTALLATION .
REAR QUARTER
Fig. 43: Rear Quarter Speaker, Rivets & Connector

1. Connect the speaker electrical connector (3).

2. Rivet (1) the speaker to the body quarter panel.
3. Install the quarter trim panel. Refer to PANEL, QUARTER TRIM, REAR, INSTALLATION .
SUBWOOFER
Fig. 44: Subwoofer Assembly & Rear Retainers

1. Install the subwoofer assembly into the vehicle (2).

2. Install the rear subwoofer retainers (1).
Fig. 45: Subwoofer Assembly Connector & Front Retainers

3. Install the front subwoofer retainers (2).

4. Connect the subwoofer assembly electrical connector (1).
5. Install the passenger side front seat. Refer to SEAT, FRONT, INSTALLATION .
TWEETER
Fig. 46: A-Pillar Trim Panel Clips & Tweeter

1. Install the tweeter (1) into the A-pillar trim panel clips (2).
Fig. 47: A-Pillar Trim, Harness & Tweeter

2. Connect the tweeter harness (2) to the tweeter (3).

3. Install the A-pillar trim panel (1). Refer to PANEL, A-PILLAR TRIM, INSTALLATION .
2012 ACCESSORIES AND EQUIPMENT Audio (Radio) - Electrical Diagnostics - Fiat 500
Audio (Radio) - Electrical Diagnostics - Fiat 500

DTC Description
BASE
PREMIUM
BASE
PREMIUM
B2001-13 FRONT LEFT AUDIO SPEAKER OUTPUT - CIRCUIT OPEN - BASE
B2001-13 FRONT LEFT AUDIO SPEAKER OUTPUT - CIRCUIT OPEN - PREMIUM
B2001-92 FRONT LEFT AUDIO SPEAKER OUTPUT - PERFORMANCE OR
INCORRECT OPERATION
- BASE
- PREMIUM
- BASE
- PREMIUM
B2002-13 FRONT RIGHT AUDIO SPEAKER OUTPUT - CIRCUIT OPEN - BASE
B2002-13 FRONT RIGHT AUDIO SPEAKER OUTPUT - CIRCUIT OPEN - PREMIUM
B2002-92 FRONT RIGHT AUDIO SPEAKER OUTPUT - PERFORMANCE OR
INCORRECT OPERATION
BASE
PREMIUM
BASE
PREMIUM
B2003-13 REAR LEFT AUDIO SPEAKER OUTPUT - CIRCUIT OPEN - BASE
B2003-13 REAR LEFT AUDIO SPEAKER OUTPUT - CIRCUIT OPEN - PREMIUM
B2003-92 REAR LEFT AUDIO SPEAKER OUTPUT - PERFORMANCE OR INCORRECT
OPERATION
B2004 11 REAR RIGHT AUDIO SPEAKER OUTPUT - CIRCUIT SHORT TO

GROUND - BASE
B2004 11 REAR RIGHT AUDIO SPEAKER OUTPUT- CIRCUIT SHORT TO
GROUND- PREMIUM
BASE
PREMIUM
B2004-13 REAR RIGHT AUDIO SPEAKER OUTPUT - CIRCUIT OPEN - BASE
B2004-13 REAR RIGHT AUDIO SPEAKER OUTPUT - CIRCUIT OPEN - PREMIUM
B2004-92 REAR RIGHT AUDIO SPEAKER OUTPUT - PERFORMANCE OR
INCORRECT OPERATION
B2005-13 AUDIO ANTENNA - OPEN CIRCUIT
B2005-95 AUDIO ANTENNA - WIRES SHORTED TOGETHER
B2006-49 RADIO - INTERNAL FAILURE

B2001-11-FRONT LEFT AUDIO SPEAKER OUTPUT - CIRCUIT SHORT TO GROUND - BASE
For a complete wiring diagram, refer to appropriate SYSTEM WIRING DIAGRAMS article .
NOTE: There are two versions of the B2001-11 DTC test. In order to select the proper
test you must know if the vehicle is equipped with an Amplifier. If the vehicle is
equipped with an Amplifier use the B2001-11-PREMIUM test. If the vehicle is not
equipped with an Amplifier use the B2001-11-BASE test.
THEORY OF OPERATION
The (X201) Left Front Door Speaker (+) circuit and the (X291) Left Front Door Speaker (-) circuit are outputs
of the Radio. The Radio controls and monitors these circuits for a concern.
For a detailed description of the Audio System. Refer to DESCRIPTION .
For additional information regarding the operation of the Audio System. Refer to OPERATION .
WHEN MONITORED:
With the ignition on.
SET CONDITION:
The Radio detects a short to ground condition on the speaker output circuit.
POSSIBLE CAUSES
Possible Causes
(X201) LEFT FRONT SPEAKER (+) CIRCUIT SHORTED TO GROUND
(X291) LEFT FRONT SPEAKER (-) CIRCUIT SHORTED TO GROUND
LEFT FRONT SPEAKER
LEFT FRONT TWEETER
RADIO
DIAGNOSTIC TEST
1. CHECK FOR AN INTERMITTENT CONDITION
NOTE: This vehicle has a Front Tweeter wired in parallel with the Front Speaker.
1. Turn the ignition on and open one of the front doors.
NOTE: A front door must remain open whenever checking or erasing Radio
DTCs.
2. Using the scan tool, record and erase the Radio DTCs.
3. Cycle the ignition switch from on to off, wait five seconds and then back to on.
4. Turn the radio on and set the volume to 25.
5. Adjust the speakers to the front and center.
6. Using the scan tool, read the active Radio DTCs.
Does the scan tool display active: B2001-11 FRONT LEFT AUDIO SPEAKER OUTPUT-
CIRCUIT SHORT TO GROUND?
Yes
 Go To 2.
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.
 Perform the BODY VERIFICATION TEST. Refer to BODY VERIFICATION TEST .
2. CHECK THE LEFT FRONT SPEAKERS

1. Make sure one of the front doors is still open.
2. Using the scan tool, erase the DTCs.
4. Disconnect the Left Front Door Speaker harness connector.
5. Disconnect the Left Front Tweeter harness connector from the Left Front Tweeter.
Yes
 Go To 4.
No
Go To 3.

3. CHECK THE LEFT FRONT SPEAKER

4. Reconnect the Left Front Tweeter harness connector from the Left Front Tweeter.
Yes
 Replace the Left Front Tweeter in accordance with the Service Information. Refer to
SPEAKER, REMOVAL .
No
Replace the Left Front Door Speaker in accordance with the Service Information. Refer to

SPEAKER, REMOVAL .
4. CHECK THE (X201) LEFT FRONT DOOR SPEAKER (+) CIRCUIT FOR A SHORT TO
GROUND
2. Disconnect the Radio harness connector.
3. Measure the resistance between ground and the (X201) Left Front Door Speaker (+) circuit.
Is the resistance below 5.0 Ohms?
Yes
 Repair the (X201) Left Front Door Speaker (+) circuit for a short to ground.
No
Go To 5.

5. CHECK THE (X291) LEFT FRONT DOOR SPEAKER (-) CIRCUIT FOR A SHORT TO
GROUND
1. Measure the resistance between ground and the (X291) Left Front Door Speaker (-) circuit.
Yes
 Repair the (X291) Left Front Door Speaker (-) for a short to ground.
No
 Replace the Radio in accordance with the Service Information. Refer to RADIO,
REMOVAL .
B2001-11-FRONT LEFT AUDIO SPEAKER OUTPUT - CIRCUIT SHORT TO GROUND - PREMIUM
THEORY OF OPERATION
The (X53) Left Front Audio (+) circuit and the (X55) Left Front Audio (-) circuit are outputs of the Radio. The
Radio controls and monitors these circuits for a concern.
WHEN MONITORED:
SET CONDITION:
The Radio detects a shorted to ground condition on the audio output circuit.
POSSIBLE CAUSES
Possible Causes
(X53) LEFT REAR AUDIO (+) CIRCUIT SHORTED TO GROUND
(X55) LEFT REAR AUDIO (-) CIRCUIT SHORTED TO GROUND
AMPLIFIER
RADIO
DIAGNOSTIC TEST

DTCs.
4. Turn the Radio on and set the volume to 25.
Yes
 Go To 2.
No
Test complete, the condition or conditions that originally set this DTC are not present at this

2. CHECK THE AMPLIFIER

4. Disconnect the Amplifier harness connector.
Yes
 Go To 3.
No
Replace the Amplifier in accordance with the Service Information. Refer to AMPLIFIER,

REMOVAL .
3. CHECK THE (X53) LEFT FRONT AUDIO (+) CIRCUIT FOR A SHORT TO GROUND
3. Measure the resistance between ground and the (X53) Left Front Audio (+) circuit.
Yes
 Repair the (X53) Left Front Audio (+) circuit for a short to ground.
No
Go To 4.

4. CHECK THE (X55) LEFT FRONT AUDIO (-) CIRCUIT FOR A SHORT TO GROUND
1. Measure the resistance between ground and the (X55) Left Front Audio (-) circuit.
Yes
 Repair the (X55) Left Front Audio (-) for a short to ground.
No
REMOVAL .
B2001-12-FRONT LEFT AUDIO SPEAKER OUTPUT - CIRCUIT SHORT TO BATTERY - BASE
THEORY OF OPERATION
of the Radio. The Radio controls and monitors these circuits for a concern.
WHEN MONITORED:
SET CONDITION:
The Radio detects a short to battery condition on the speaker output circuit.
POSSIBLE CAUSES
Possible Causes
(X201) LEFT FRONT DOOR SPEAKER (+) CIRCUIT SHORTED TO VOLTAGE
(X291) LEFT FRONT DOOR SPEAKER (-) CIRCUIT SHORTED TO VOLTAGE
RADIO
DIAGNOSTIC TEST
DTCs.
CIRCUIT SHORT TO BATTERY?
Yes
 Go To 2.
No

2. CHECK FOR VOLTAGE ON THE (X201) LEFT FRONT DOOR SPEAKER (+) CIRCUIT
4. Disconnect the Left Front Tweeter harness connector.
6. Measure for voltage between the (X201) Left Front Door Speaker (+) circuit and ground.
Yes
 Repair the (X201) Left Front Door Speaker (+) circuit for a short to voltage.
No
Go To 3.

3. CHECK FOR VOLTAGE ON THE (X291) LEFT FRONT DOOR SPEAKER (-) CIRCUIT
1. Measure for voltage between the (X291) Left Front Door Speaker (-) circuit and ground.
Yes
 Repair the (X291) Left Front Door Speaker (-) circuit for a short to voltage.
No
REMOVAL .
B2001-12-FRONT LEFT AUDIO SPEAKER OUTPUT - CIRCUIT SHORT TO BATTERY -

PREMIUM
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The Radio detects a short to battery condition on the audio output circuit.
POSSIBLE CAUSES
Possible Causes
(X53) LEFT FRONT AUDIO (+) CIRCUIT SHORTED TO VOLTAGE
(X55) LEFT FRONT AUDIO (-) CIRCUIT SHORTED TO VOLTAGE
AMPLIFIER
RADIO
DIAGNOSTIC TEST

DTCs.
Yes
 Go To 2.
No



Yes
 Go To 3.
No

REMOVAL .
3. CHECK FOR VOLTAGE ON THE (X53) LEFT FRONT AUDIO (+) CIRCUIT
4. Measure for voltage between the (X53) Left Front Audio (+) circuit and ground.
Yes
 Repair the (X53) Left Front Audio(+) circuit for a short to voltage.
No
Go To 4.

4. CHECK FOR VOLTAGE ON THE (X55) LEFT FRONT AUDIO (-) CIRCUIT
1. Measure for voltage between the (X55) Left Front Audio (-) circuit and ground.
Yes
 Repair the (X55) Left Front Audio (-) circuit for a short to voltage.
No
REMOVAL .
B2001-13-FRONT LEFT AUDIO SPEAKER OUTPUT - CIRCUIT OPEN - BASE
THEORY OF OPERATION
of the Telematics Gateway (Radio). The Radio controls and monitors these circuits for a concern.
WHEN MONITORED:
SET CONDITION:
The Radio detects an open condition on the speaker output circuit.
POSSIBLE CAUSES
Possible Causes
(X201) LEFT FRONT DOOR SPEAKER (+) CIRCUIT OPEN
(X291) LEFT FRONT DOOR SPEAKER (-) CIRCUIT OPEN
LEFT FRONT DOOR SPEAKER
LEFT FRONT TWEETER
RADIO
DIAGNOSTIC TEST

DTCs.
2. With the scan tool, record and erase the Radio DTCs.
6. With the scan tool, read the active Radio DTCs.
CIRCUIT OPEN?
Yes
 Go To 2.
No

2. CHECK THE LEFT FRONT DOOR SPEAKER

3. Measure the resistance of the speaker between the two terminals.
NOTE: The graphic shows the connector for reference only. Measure
between the speaker terminals.
Is the resistance above 5.0 Ohms?
Yes
 Replace the Left Front Door Speaker in accordance with the Service Information. Refer to
SPEAKER, REMOVAL .
No
Go To 3.

3. CHECK THE LEFT FRONT TWEETER

1. Disconnect the Left Front Tweeter harness connector.
Yes
 Replace the Left Front Tweeter in accordance with the Service Information. Refer to
SPEAKER, REMOVAL .
No
Go To 4.

4. CHECK THE (X201) LEFT FRONT DOOR SPEAKER (+) CIRCUIT FOR AN OPEN
2. Measure the resistance of the (X201) Left Front Door Speaker (+) circuit between the Radio
harness connector and the Left Rear Speaker harness connector.
Yes
 Go To 5.
No
Repair the (X201) Left Front Door Speaker (+) circuit for an open.

5. CHECK THE (X291) LEFT FRONT DOOR SPEAKER (-) CIRCUIT FOR AN OPEN
1. Measure the resistance of the (X291) Left Front Door Speaker (-) circuit between the Radio harness
connector and the Left Front Door Speaker harness connector.
Yes
REMOVAL .
No
 Repair the (X291) Left Front Door Speaker (-) circuit for an open.
B2001-13-FRONT LEFT AUDIO SPEAKER OUTPUT - CIRCUIT OPEN - PREMIUM
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The Radio detects an open condition on the audio output circuit.
POSSIBLE CAUSES
Possible Causes
(X53) LEFT FRONT AUDIO (+) CIRCUIT OPEN
(X55) LEFT FRONT AUDIO (-) CIRCUIT OPEN
AMPLIFIER
RADIO
DIAGNOSTIC TEST

DTCs.
CIRCUIT OPEN?
Yes
 Go To 2.
No

2. CHECK THE OPERATION OF THE LEFT FRONT AUDIO

3. Connect a jumper wire between the (X53) Left Front Audio (+) circuit and the (X55) Left Front
Audio (-) circuits.
5. Adjust the speakers to the rear and center.
CIRCUIT OPEN?
Yes
 Go To
No

REMOVAL .
3. CHECK THE (X53) LEFT FRONT AUDIO (+) CIRCUIT FOR AN OPEN
3. Measure the resistance of the (X53) Left Front Audio (+) circuit between the Radio harness
connector and the Amplifier harness connector.
Yes
 Go To 4.
No
Repair the (X53) Left Front Audio (+) circuit for an open.

4. CHECK THE (X55) LEFT FRONT AUDIO (-) CIRCUIT FOR AN OPEN
1. Measure the resistance of the (X55) Left Front Audio (-) circuit between the Radio harness
Yes
REMOVAL .
No
 Repair the (X55) Left Front Audio (-) circuit for an open.
B2001-92-FRONT LEFT AUDIO SPEAKER OUTPUT - PERFORMANCE OR INCORRECT

OPERATION
THEORY OF OPERATION
The Radio monitors the Left Audio output for a Direct Current (DC) offset.
WHEN MONITORED:

SET CONDITION:
This Diagnostic Trouble Code (DTC) sets if a Direct Current (DC) offset occurs on the output channel, the
Radio sets a DTC after a maturity rate of four to six seconds.
POSSIBLE CAUSES
Possible Causes
RADIO
DIAGNOSTIC TEST

NOTE: A front door must remain open whenever checking or erasing DTCs.
2. With the scan tool, record and erase the DTCs.

6. With the scan tool, read the active DTCs.
PERFORMANCE OR INCORRECT OPERATION?
Yes
REMOVAL .
No
 Perform the BODY VERIFICATION TEST.
B2002-11-FRONT RIGHT AUDIO SPEAKER OUTPUT - CIRCUIT SHORT TO GROUND - BASE
THEORY OF OPERATION
The (X202) Right Front Door Speaker (+) circuit and the (X292) Right Front Door Speaker (-) circuit are
outputs of the Radio. The Radio controls and monitors these circuits for a concern.
WHEN MONITORED:
SET CONDITION:
The Radio detects a shorted to ground condition on the speaker output circuit.
POSSIBLE CAUSES
Possible Causes
(X202) RIGHT FRONT SPEAKER (+) CIRCUIT SHORTED TO GROUND
(X292) RIGHT FRONT SPEAKER (-) CIRCUIT SHORTED TO GROUND
RIGHT FRONT SPEAKER
RIGHT FRONT TWEETER
RADIO
DIAGNOSTIC TEST
DTCs.
Does the scan tool display active: B2002-11 FRONT RIGHT AUDIO SPEAKER OUTPUT-
Yes
 Go To 2.
No

2. CHECK THE RIGHT FRONT SPEAKERS

4. Disconnect the Right Front Door Speaker harness connector.
5. Disconnect the Right Front Tweeter harness connector from the Right Front Tweeter.
Yes
 Go To 4.
No
Go To 3.

3. CHECK THE RIGHT FRONT SPEAKER

4. Reconnect the Right Front Tweeter harness connector from the Right Front Tweeter.
Yes
 Replace the Right Front Tweeter in accordance with the Service Information. Refer to
SPEAKER, REMOVAL .
No
Replace the Right Front Door Speaker in accordance with the Service Information. Refer to

SPEAKER, REMOVAL .
4. CHECK THE (X202) RIGHT FRONT DOOR SPEAKER (+) CIRCUIT FOR A SHORT TO
GROUND
3. Measure the resistance between ground and the (X202) Right Front Door Speaker (+) circuit.
Yes
 Repair the (X202) Right Front Door Speaker (+) circuit for a short to ground.
No
Go To 5.

5. CHECK THE (X292) RIGHT FRONT DOOR SPEAKER (-) CIRCUIT FOR A SHORT TO
GROUND
1. Measure the resistance between ground and the (X292) Right Front Door Speaker (-) circuit.
Yes
 Repair the (X292) Right Front Door Speaker (-) for a short to ground.
No
REMOVAL .
B2002-11-FRONT RIGHT AUDIO SPEAKER OUTPUT - CIRCUIT SHORT TO GROUND -

PREMIUM
THEORY OF OPERATION
The (X54) Right Front Audio (+) circuit and the (X56) Right Front Audio (-) circuit are outputs of the Radio.
The Radio controls and monitors these circuits for a concern.
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(X54) RIGHT REAR AUDIO (+) CIRCUIT SHORTED TO GROUND
(X56) RIGHT REAR AUDIO (-) CIRCUIT SHORTED TO GROUND
AMPLIFIER
RADIO
DIAGNOSTIC TEST

DTCs.
Yes
 Go To 2.
No


Yes
 Go To 3.
No

REMOVAL .
3. CHECK THE (X54) RIGHT FRONT AUDIO (+) CIRCUIT FOR A SHORT TO GROUND
3. Measure the resistance between ground and the (X54) Right Front Audio (+) circuit.
Yes
 Repair the (X54) Right Front Audio (+) circuit for a short to ground.
No
Go To 4.

4. CHECK THE (X56) RIGHT FRONT AUDIO (-) CIRCUIT FOR A SHORT TO GROUND
1. Measure the resistance between ground and the (X56) Right Front Audio (-) circuit.
Yes
 Repair the (X56) Right Front Audio (-) for a short to ground.
No
REMOVAL .
B2002-12-FRONT RIGHT AUDIO SPEAKER OUTPUT - CIRCUIT SHORT TO BATTERY - BASE
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(X202) RIGHT FRONT DOOR SPEAKER (+) CIRCUIT SHORTED TO VOLTAGE
(X292) RIGHT FRONT DOOR SPEAKER (-) CIRCUIT SHORTED TO VOLTAGE
RADIO
DIAGNOSTIC TEST
DTCs.
Yes
 Go To 2.
No

2. CHECK FOR VOLTAGE ON THE (X202) RIGHT FRONT DOOR SPEAKER (+) CIRCUIT

4. Disconnect the Right Front Tweeter harness connector.
6. Measure for voltage between the (X202) Right Front Door Speaker (+) circuit and ground.
Yes
 Repair the (X202) Right Front Door Speaker (+) circuit for a short to voltage.
No
Go To 3.

3. CHECK FOR VOLTAGE ON THE (X292) RIGHT FRONT DOOR SPEAKER (-) CIRCUIT
1. Measure for voltage between the (X292) Right Front Door Speaker (-) circuit and ground.
Yes
 Repair the (X292) Right Front Door Speaker (-) circuit for a short to voltage.
No
REMOVAL .
B2002-12-FRONT RIGHT AUDIO SPEAKER OUTPUT - CIRCUIT SHORT TO BATTERY -

PREMIUM
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(X54) RIGHT FRONT AUDIO (+) CIRCUIT SHORTED TO VOLTAGE
(X56) RIGHT FRONT AUDIO (-) CIRCUIT SHORTED TO VOLTAGE
AMPLIFIER
RADIO
DIAGNOSTIC TEST

DTCs.
Yes
 Go To 2.
No


Yes
 Go To
No

REMOVAL .
3. CHECK FOR VOLTAGE ON THE (X54) RIGHT FRONT AUDIO (+) CIRCUIT
4. Measure for voltage between the (X54) Right Front Audio (+) circuit and ground.
Yes
 Repair the (X54) Right Front Audio(+) circuit for a short to voltage.
No
Go To 4.

4. CHECK FOR VOLTAGE ON THE (X56) RIGHT FRONT AUDIO (-) CIRCUIT
1. Measure for voltage between the (X56) Right Front Audio (-) circuit and ground.
Yes
 Repair the (X56) Right Front Audio (-) circuit for a short to voltage.
No
REMOVAL .
B2002-13-FRONT RIGHT AUDIO SPEAKER OUTPUT - CIRCUIT OPEN - BASE
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(X202) RIGHT FRONT DOOR SPEAKER (+) CIRCUIT OPEN
(X292) RIGHT FRONT DOOR SPEAKER (-) CIRCUIT OPEN
RIGHT FRONT DOOR SPEAKER

RIGHT FRONT TWEETER
RADIO
DIAGNOSTIC TEST
DTCs.
CIRCUIT OPEN?
Yes
 Go To 2.
No

2. CHECK THE RIGHT FRONT DOOR SPEAKER


Yes
 Replace the Right Front Door Speaker in accordance with the Service Information. Refer to
SPEAKER, REMOVAL .
No
Go To 3.

3. CHECK THE RIGHT FRONT TWEETER

2. Disconnect the Right Front Tweeter harness connector.
Yes
 Replace the Right Front Tweeter in accordance with the Service Information. Refer to
SPEAKER, REMOVAL .
No
Go To 4.

4. CHECK THE (X202) RIGHT FRONT DOOR SPEAKER (+) CIRCUIT FOR AN OPEN
2. Measure the resistance of the (X202) Right Front Door Speaker (+) circuit between the Radio
harness connector and the Right Rear Speaker harness connector.
Yes
 Go To 5.
No
Repair the (X202) Right Front Door Speaker (+) circuit for an open.

5. CHECK THE (X292) RIGHT FRONT DOOR SPEAKER (-) CIRCUIT FOR AN OPEN
1. Measure the resistance of the (X292) Right Front Door Speaker (-) circuit between the Radio
harness connector and the Right Front Door Speaker harness connector.
Yes
REMOVAL .
No
 Repair the (X292) Right Front Door Speaker (-) circuit for an open.
B2002-13-FRONT RIGHT AUDIO SPEAKER OUTPUT - CIRCUIT OPEN - PREMIUM
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(X54) RIGHT FRONT AUDIO (+) CIRCUIT OPEN
(X56) RIGHT FRONT AUDIO (-) CIRCUIT OPEN

AMPLIFIER
RADIO
DIAGNOSTIC TEST

DTCs.
CIRCUIT OPEN?
Yes
 Go To 2.
No

2. CHECK THE OPERATION OF THE RIGHT FRONT AUDIO

3. Connect a jumper wire between the (X54) Right Front Audio (+) circuit and the (X56) Right Front
Audio (-) circuits.
CIRCUIT OPEN?
Yes
 Go To 3.
No

REMOVAL .
3. CHECK THE (X54) RIGHT FRONT AUDIO (+) CIRCUIT FOR AN OPEN
3. Measure the resistance of the (X54) Right Front Audio (+) circuit between the Radio harness
Yes
 Go To 4.
No
Repair the (X54) Right Front Audio (+) circuit for an open.

4. CHECK THE (X56) RIGHT FRONT AUDIO (-) CIRCUIT FOR AN OPEN
1. Measure the resistance of the (X56) Right Front Audio (-) circuit between the Radio harness
Yes
REMOVAL .
No
 Repair the (X56) Right Front Audio (-) circuit for an open.
B2002-92-FRONT RIGHT AUDIO SPEAKER OUTPUT - PERFORMANCE OR INCORRECT

OPERATION
THEORY OF OPERATION
The Radio monitors the Front Right Audio output for a Direct Current (DC) offset.
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
RADIO
DIAGNOSTIC TEST

DTCs.
Yes
REMOVAL .
No
B2003-11-REAR LEFT AUDIO SPEAKER OUTPUT - CIRCUIT SHORT TO GROUND - BASE
THEORY OF OPERATION
The (X303) Left Rear Speaker (+) circuit and the (X393) Left Rear Speaker (-) circuit are outputs of the Radio.
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(X303) LEFT REAR SPEAKER (+) CIRCUIT SHORTED TO GROUND
(X393) LEFT REAR SPEAKER (-) CIRCUIT SHORTED TO GROUND
LEFT REAR SPEAKER
RADIO
DIAGNOSTIC TEST

DTCs.
5. Adjust the speakers to the Rear and center.
Does the scan tool display active: B2003-11 REAR LEFT AUDIO SPEAKER OUTPUT-
Yes
 Go To 2.
No

2. CHECK THE LEFT REAR SPEAKER

4. Disconnect the Left Rear Speaker harness connector.
6. Turn the radio on.
Yes
 Go To 3.
No
 Replace the Left Rear Speaker in accordance with the Service information. Refer to
SPEAKER, REMOVAL .
3. CHECK THE (X303) LEFT REAR SPEAKER (+) CIRCUIT FOR A SHORT TO GROUND
3. Measure the resistance between ground and the (X303) Left Rear Speaker (+) circuit.
Yes
 Repair the (X303) Left Rear Speaker (+) circuit for a short to ground.
No
Go To 4.

4. CHECK THE (X393) LEFT REAR SPEAKER (-) CIRCUIT FOR A SHORT TO GROUND
1. Measure the resistance between ground and the (X393) Left Rear Speaker (-) circuit.
Yes
 Repair the (X393) Left Rear Speaker (-) for a short to ground.
No
REMOVAL .
B2003-11-REAR LEFT AUDIO SPEAKER OUTPUT - CIRCUIT SHORT TO GROUND - PREMIUM
THEORY OF OPERATION
The (X51) Left Rear Audio (+) circuit and the (X57) Left Rear Audio (-) circuit are outputs of the Radio. The
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(X51) LEFT REAR AUDIO (+) CIRCUIT SHORTED TO GROUND
(X57) LEFT REAR AUDIO (-) CIRCUIT SHORTED TO GROUND
AMPLIFIER
RADIO
DIAGNOSTIC TEST

DTCs.
Yes
 Go To 2.
No


Yes
 Go To 3.
No

REMOVAL .
3. CHECK THE (X51) LEFT REAR AUDIO (+) CIRCUIT FOR A SHORT TO GROUND
3. Measure the resistance between ground and the (X51) Left Rear Audio (+) circuit.
Yes
 Repair the (X51) Left Rear Audio (+) circuit for a short to ground.
No
Go To 4.

4. CHECK THE (X57) LEFT REAR AUDIO (-) CIRCUIT FOR A SHORT TO GROUND
1. Measure the resistance between ground and the (X57) Left Rear Audio (-) circuit.
Yes
 Repair the (X57) Left Rear Audio (-) for a short to ground.
No
REMOVAL .
B2003-12-REAR LEFT AUDIO SPEAKER OUTPUT - CIRCUIT SHORT TO BATTERY - BASE
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(X303) LEFT REAR SPEAKER (+) CIRCUIT SHORTED TO VOLTAGE
(X393) LEFT REAR SPEAKER (-) CIRCUIT SHORTED TO VOLTAGE
RADIO
DIAGNOSTIC TEST
NOTE: A front door must remain open whenever checking or erasing Radio DTCs.
Yes
 Go To 2.
No

2. CHECK FOR VOLTAGE ON THE (X303) LEFT REAR SPEAKER (+) CIRCUIT
5. Measure for voltage between the (X303) Left Rear Speaker (+) circuit and ground.
Yes
 Repair the (X303) Left Rear Speaker (+) circuit for a short to voltage.
No
Go To 3.

3. CHECK FOR VOLTAGE ON THE (X393) LEFT REAR SPEAKER (-) CIRCUIT
1. Measure for voltage between the (X393) Left Rear Speaker (-) circuit and ground.
Yes
 Repair the (X393) Left Rear Speaker (-) circuit for a short to voltage.
No
REMOVAL .
B2003-12-REAR LEFT AUDIO SPEAKER OUTPUT - CIRCUIT SHORT TO BATTERY - PREMIUM
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(X51) LEFT REAR AUDIO (+) CIRCUIT SHORTED TO VOLTAGE
(X57) LEFT REAR AUDIO (-) CIRCUIT SHORTED TO VOLTAGE
AMPLIFIER
RADIO
DIAGNOSTIC TEST

DTCs.
Yes
 Go To 2.
No


Yes
 Go To 3.
No

REMOVAL .
3. CHECK FOR VOLTAGE ON THE (X51) LEFT REAR AUDIO (+) CIRCUIT
4. Measure for voltage between the (X51) Left Rear Audio (+) circuit and ground.
Yes
 Repair the (X51) Left Rear Audio(+) circuit for a short to voltage.
No
Go To 4.

4. CHECK FOR VOLTAGE ON THE (X57) LEFT REAR AUDIO (-) CIRCUIT
1. Measure for voltage between the (X57) Left Rear Audio (-) circuit and ground.
Yes
 Repair the (X57) Left Rear Audio (-) circuit for a short to voltage.
No
REMOVAL .
B2003-13-REAR LEFT AUDIO SPEAKER OUTPUT - CIRCUIT OPEN - BASE
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(X303) LEFT REAR SPEAKER (+) CIRCUIT OPEN
(X393) LEFT REAR SPEAKER (-) CIRCUIT OPEN
LEFT REAR SPEAKER
RADIO
DIAGNOSTIC TEST
CIRCUIT OPEN?
Yes
 Go To 2.
No

2. CHECK THE LEFT REAR SPEAKER

Yes
 Replace the Left Rear Speaker in accordance with the Service Information. Refer to
SPEAKER, REMOVAL .
No
Go To 3.

3. CHECK THE (X303) LEFT REAR SPEAKER (+) CIRCUIT FOR AN OPEN
2. Measure the resistance of the (X303) Left Rear Speaker (+) circuit between the Radio harness
connector and the Left Rear Speaker harness connector.
Yes
 Go To 4.
No
Repair the (X303) Left Rear Speaker (+) circuit for an open.

4. CHECK THE (X393) LEFT REAR SPEAKER (-) CIRCUIT FOR AN OPEN
1. Measure the resistance of the (X393) Left Rear Speaker (-) circuit between the Radio harness
connector and the Left Rear Speaker harness connector.
Yes
REMOVAL .
No
 Repair the (X393) Left Rear Speaker (-) circuit for an open.
B2003-13-REAR LEFT AUDIO SPEAKER OUTPUT - CIRCUIT OPEN - PREMIUM
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(X51) LEFT REAR AUDIO (+) CIRCUIT OPEN
(X57) LEFT REAR AUDIO (-) CIRCUIT OPEN
AMPLIFIER
RADIO
DIAGNOSTIC TEST

DTCs.
CIRCUIT OPEN?
Yes
 Go To 2.
No

2. CHECK THE OPERATION OF THE LEFT REAR AUDIO

3. Connect a jumper wire between the (X51) Left Rear Audio (+) circuit and the (X57) Left Rear
Audio (-) circuits.
CIRCUIT OPEN?
Yes
 Go To 3.
No

REMOVAL .
3. CHECK THE (X51) LEFT REAR AUDIO (+) CIRCUIT FOR AN OPEN
3. Measure the resistance of the (X51) Left Rear Audio (+) circuit between the Radio harness
Yes
 Go To 4.
No
Repair the (X51) Left Rear Audio (+) circuit for an open.

4. CHECK THE (X57) LEFT REAR AUDIO (-) CIRCUIT FOR AN OPEN
1. Measure the resistance of the (X57) Left Rear Audio (-) circuit between the Radio harness
Yes
REMOVAL .
No
 Repair the (X57) Left Rear Audio (-) circuit for an open.
B2003-92-REAR LEFT AUDIO SPEAKER OUTPUT - PERFORMANCE OR INCORRECT

OPERATION
THEORY OF OPERATION
The Radio monitors the Left Audio output for a Direct Current (DC) offset.
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
RADIO
DIAGNOSTIC TEST

DTCs.
Yes
REMOVAL .
No
B2004-11 - REAR RIGHT AUDIO SPEAKER OUTPUT - CIRCUIT SHORT TO GROUND - BASE
THEORY OF OPERATION
The (X304) Right Rear Speaker (+) circuit and the (X394) Right Rear Speaker (-) circuit are outputs of the
Radio. The Radio controls and monitors these circuits for a concern.
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(X304) RIGHT REAR SPEAKER (+) CIRCUIT SHORTED TO GROUND
(X394) RIGHT REAR SPEAKER (-) CIRCUIT SHORTED TO GROUND
RIGHT REAR SPEAKER
RADIO
DIAGNOSTIC TEST

DTCs.
Does the scan tool display active: B2004-11 REAR RIGHT AUDIO SPEAKER OUTPUT-
Yes
 Go To 2.
No

2. CHECK THE RIGHT REAR SPEAKER

4. Disconnect the Right Rear Speaker harness connector.
6. Turn the radio on.
Yes
 Go To 3.
No
 Replace the Right Rear Speaker in accordance with the Service information. Refer to
SPEAKER, REMOVAL .
3. CHECK THE (X304) RIGHT REAR SPEAKER (+) CIRCUIT FOR A SHORT TO GROUND
3. Measure the resistance between ground and the (X304) Right Rear Speaker (+) circuit.
Yes
 Repair the (X304) Right Rear Speaker (+) circuit for a short to ground.
No
Go To 4.

4. CHECK THE (X394) RIGHT REAR SPEAKER (-) CIRCUIT FOR A SHORT TO GROUND
1. Measure the resistance between ground and the (X394) Right Rear Speaker (-) circuit.
Yes
 Repair the (X394) Right Rear Speaker (-) for a short to ground.
No
REMOVAL .
B2004-11 REAR RIGHT AUDIO SPEAKER OUTPUT- CIRCUIT SHORT TO GROUND- PREMIUM
THEORY OF OPERATION
The (X52) Right Rear Audio (+) circuit and the (X58) Right Rear Audio (-) circuit are outputs of the Radio. The
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(X52) RIGHT REAR AUDIO (+) CIRCUIT SHORTED TO GROUND
(X58) RIGHT REAR AUDIO (-) CIRCUIT SHORTED TO GROUND
AMPLIFIER
RADIO
DIAGNOSTIC TEST

DTCs.
Yes
 Go To 2.
No

Yes
 Go To 3.
No

REMOVAL .
3. CHECK THE (X52) RIGHT REAR AUDIO (+) CIRCUIT FOR A SHORT TO GROUND
3. Measure the resistance between ground and the (X52) Right Rear Audio (+) circuit.
Yes
 Repair the (X52) Right Rear Audio (+) circuit for a short to ground.
No
Go To 4.

4. CHECK THE (X58) RIGHT REAR AUDIO (-) CIRCUIT FOR A SHORT TO GROUND
1. Measure the resistance between ground and the (X58) Right Rear Audio (-) circuit.

Yes
 Repair the (X58) Right Rear Audio (-) for a short to ground.
No
REMOVAL .
B2004-12-REAR RIGHT AUDIO SPEAKER OUTPUT - CIRCUIT SHORT TO BATTERY - BASE
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(X304) RIGHT REAR SPEAKER (+) CIRCUIT SHORTED TO VOLTAGE
(X394) RIGHT REAR SPEAKER (-) CIRCUIT SHORTED TO VOLTAGE
RADIO
DIAGNOSTIC TEST
Yes
 Go To 2.
No

2. CHECK FOR VOLTAGE ON THE (X304) RIGHT REAR SPEAKER (+) CIRCUIT
5. Measure for voltage between the (X304) Right Rear Speaker (+) circuit and ground.
Yes
 Repair the (X304) Right Rear Speaker (+) circuit for a short to voltage.
No
Go To 3.

3. CHECK FOR VOLTAGE ON THE (X394) RIGHT REAR SPEAKER (-) CIRCUIT
1. Measure for voltage between the (X394) Right Rear Speaker (-) circuit and ground.
Yes
 Repair the (X394) Right Rear Speaker (-) circuit for a short to voltage.
No
REMOVAL .
B2004-12-REAR RIGHT AUDIO SPEAKER OUTPUT - CIRCUIT SHORT TO BATTERY -

PREMIUM
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(X52) RIGHT REAR AUDIO (+) CIRCUIT SHORTED TO VOLTAGE
(X58) RIGHT REAR AUDIO (-) CIRCUIT SHORTED TO VOLTAGE
AMPLIFIER
RADIO
DIAGNOSTIC TEST

DTCs.
Yes
 Go To 2.
No


Yes
 Go To 3.
No

REMOVAL .
3. CHECK FOR VOLTAGE ON THE (X52) RIGHT REAR AUDIO (+) CIRCUIT
4. Measure for voltage between the (X52) Right Rear Audio (+) circuit and ground.
Yes
 Repair the (X52) Right Rear Audio(+) circuit for a short to voltage.
No
Go To 4.

4. CHECK FOR VOLTAGE ON THE (X58) RIGHT REAR AUDIO (-) CIRCUIT
1. Measure for voltage between the (X58) Right Rear Audio (-) circuit and ground.
Yes
 Repair the (X58) Right Rear Audio (-) circuit for a short to voltage.
No
REMOVAL .
B2004-13-REAR RIGHT AUDIO SPEAKER OUTPUT - CIRCUIT OPEN - BASE
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(X304) RIGHT REAR SPEAKER (+) CIRCUIT OPEN
(X394) RIGHT REAR SPEAKER (-) CIRCUIT OPEN
RIGHT REAR SPEAKER
RADIO
DIAGNOSTIC TEST
CIRCUIT OPEN?
Yes
 Go To 2.
No

2. CHECK THE RIGHT REAR SPEAKER

Yes
 Replace the Right Rear Speaker in accordance with the Service Information. Refer to
SPEAKER, REMOVAL .
No
Go To 3.

3. CHECK THE (X304) RIGHT REAR SPEAKER (+) CIRCUIT FOR AN OPEN
2. Measure the resistance of the (X304) Right Rear Speaker (+) circuit between the Radio harness
connector and the Right Rear Speaker harness connector.
Yes
 Go To 4.
No
Repair the (X304) Right Rear Speaker (+) circuit for an open.

4. CHECK THE (X394) RIGHT REAR SPEAKER (-) CIRCUIT FOR AN OPEN
1. Measure the resistance of the (X394) Right Rear Speaker (-) circuit between the Radio harness
connector and the Right Rear Speaker harness connector.
Yes
REMOVAL .
No
 Repair the (X394) Right Rear Speaker (-) circuit for an open.
B2004-13-REAR RIGHT AUDIO SPEAKER OUTPUT - CIRCUIT OPEN - PREMIUM
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(X52) RIGHT REAR AUDIO (+) CIRCUIT OPEN
(X58) RIGHT REAR AUDIO (-) CIRCUIT OPEN
AMPLIFIER
RADIO
DIAGNOSTIC TEST

DTCs.
CIRCUIT OPEN?
Yes
 Go To 2.
No

2. CHECK THE OPERATION OF THE RIGHT REAR AUDIO

3. Connect a jumper wire between the (X52) Right Rear Audio (+) circuit and the (X58) Right Rear
Audio (-) circuits.
CIRCUIT OPEN?
Yes
 Go To 3.
No

REMOVAL .
3. CHECK THE (X52) RIGHT REAR AUDIO (+) CIRCUIT FOR AN OPEN
3. Measure the resistance of the (X52) Right Rear Audio (+) circuit between the Radio harness
Yes
 Go To 4.
No
Repair the (X52) Right Rear Audio (+) circuit for an open.

4. CHECK THE (X58) RIGHT REAR AUDIO (-) CIRCUIT FOR AN OPEN
1. Measure the resistance of the (X58) Right Rear Audio (-) circuit between the Radio harness
Yes
REMOVAL .
No
 Repair the (X58) Right Rear Audio (-) circuit for an open.
B2004-92-REAR RIGHT AUDIO SPEAKER OUTPUT - PERFORMANCE OR INCORRECT

OPERATION
THEORY OF OPERATION
The Radio monitors the Right Audio output for a Direct Current (DC) offset.
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
RADIO
DIAGNOSTIC TEST

DTCs.
Yes
REMOVAL .
No
B2005-13-AUDIO ANTENNA - OPEN CIRCUIT
WHEN MONITORED:
With the ignition on and the Radio in seek mode.
SET CONDITION:
The Radio does not detect an Antenna connection or does not receive a radio station signal.
POSSIBLE CAUSES
Possible Causes
BAD ANTENNA CONNECTION
OPEN ANTENNA CABLE
RADIO
DIAGNOSTIC TEST
1. CHECK THE ANTENNA CONNECTION

2. Disconnect the Audio Antenna connectors.
3. Inspect the Audio Antenna connections.
Are the Antenna connections clean and secure?
Yes
 Go To 2.
No
Repair the Antenna connections as needed.


2. CHECK THE ANTENNA AND CABLE

1. Connect the Radio Diagnostic Tool (special tool #9977-6-FM, Antenna) to the antenna connection
on the back of the Radio.

5. Turn the Radio on.
Does the scan tool read: B2005-13 AUDIO ANTENNA - OPEN CIRCUIT as active?
Yes
REMOVAL .
No
Go To 3.

3. TEST THE ANTENNA CABLE

1. Disconnect the Antenna cable at the base.
2. Connect the appropriate Radio Diagnostic Tool (special tool #9977-6-1, Adapter) or (special tool
#9977-6-3, Adapter) to the Antenna cable at the back of the Radio.
3. Connect the appropriate Radio Diagnostic Tool (special tool #9977-6-4, Jumper) or (special tool
#9977-6-2, Jumper) to the Antenna cable at the Antenna base.
4. Measure the Resistance across the tool terminals.
Yes
 Use the Radio Diagnostic Tool (special tool #9977-6, Kit, Radio Antenna Diagnostic) to
locate the open circuit, repair or replace the Antenna cable as necessary.
No
 Replace the Antenna base in accordance with the Service Information. Refer to ANTENNA,
SATELLITE, REMOVAL .
B2005-95-AUDIO ANTENNA - WIRES SHORTED TOGETHER
WHEN MONITORED:
With the ignition on and the Radio in seek mode.
SET CONDITION:
The Radio does not detect an Antenna connection or does not receive a radio station signal.
POSSIBLE CAUSES
Possible Causes
BAD ANTENNA CONNECTION
ANTENNA CABLE SHORTED TOGETHER
RADIO
DIAGNOSTIC TEST
1. CHECK THE ANTENNA CONNECTION

2. Disconnect the Audio Antenna connectors.
3. Inspect the Audio Antenna connections.
Are the Antenna connections clean and secure?
Yes
 Go To 2.
No
Repair the Antenna connection as needed.


2. CHECK THE ANTENNA AND CABLE

1. Connect the Radio Diagnostic Tool (special tool #9977-6-FM, Antenna) to the antenna connection
on the back of the Radio.
5. Turn the Radio on.
Does the scan tool read: B1578-2B AUDIO ANTENNA- WIRES SHORTED TOGETHER as
active?
Yes
REMOVAL .
No
Go To 3.

3. TEST THE ANTENNA CABLE

1. Disconnect the Antenna cable at the base.
2. Connect the appropriate Radio Diagnostic Tool (special tool #9977-6-1, Adapter) or (special tool
#9977-6-3, Adapter) to the Antenna cable at the back of the Radio.
3. Connect the appropriate Radio Diagnostic Tool (special tool #9977-6-4, Jumper) or (special tool
#9977-6-2, Jumper) to the Antenna cable at the Antenna base.
4. Measure the Resistance across the tool terminals.
Yes
 Use the Radio Diagnostic Tool (special tool #9977-6, Kit, Radio Antenna Diagnostic) to
locate the short together, repair or replace the Antenna cable as necessary.
No
 Replace the Antenna base in accordance with the Service Information. Refer to ANTENNA,
SATELLITE, REMOVAL .
B2006-49-RADIO - INTERNAL FAILURE
WHEN MONITORED:
SET CONDITION:
The Radio detects an internal failure.
POSSIBLE CAUSES
Possible Causes
RADIO
DIAGNOSTIC TEST
1. REPLACE THE TELEMATICS GATEWAY (TGW)

1. When this DTC is active, replace the Radio.
Repair
REMOVAL .
U0019-87-CAN B BUS - NO SIGNAL
WHEN MONITORED:
Continuously when the ignition is on.
The battery voltage between 10 and 16 volts.
Body Control Module (BCM) is configured correctly.
SET CONDITION:
Whenever the CAN B Bus (+) or CAN B Bus (-) circuit is open, shorted to voltage or shorted to ground.
POSSIBLE CAUSES
Possible Causes
CAN B BUS (+) AND (-) CIRCUIT OPEN
CAN B BUS (+) CIRCUIT SHORTED TO VOLTAGE
CAN B BUS (-) CIRCUIT SHORTED TO VOLTAGE
CAN B BUS (+) CIRCUIT SHORTED TO GROUND
CAN B BUS (-) CIRCUIT SHORTED TO GROUND
CAN B BUS (+) CIRCUIT SHORTED TO CAN B BUS (-) CIRCUIT
ANY CAN B BUS MODULE
DIAGNOSTIC TEST
1. CHECK FOR AN ACTIVE DIAGNOSTIC TROUBLE CODE (DTC)

2. With the scan tool, read DTCs.
Does the scan tool display this DTC as active?
Yes
 Refer to U0019-87-CAN B BUS - NO SIGNAL and perform the U0019-87-CAN B BUS -

NO SIGNAL diagnostic procedure.
No
 Refer to DIAGNOSIS AND TESTING and perform the Stored Lost Communication DTCs
diagnostic procedure.
U0019-88-CAN B BUS OFF
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

2. With the scan tool, read active DTCs.
Yes
 Refer to U0019-88-CAN B BUS OFF and perform the U0019-88-CAN B BUS OFF
No
U1700-86-IMPLAUSIBLE DATA RECEIVED FROM BCM
WHEN MONITORED:
SET CONDITION:
Whenever the communication data sent over the CAN BUS from the Body Control Module (BCM) is missing
part of the message, the message is corrupted, or the message is an irrational value.
POSSIBLE CAUSES
Possible Causes
BODY CONTROL MODULE
MODULE THAT SET THIS DTC
DIAGNOSTIC TEST
1. VERIFY DTC IS ACTIVE

Is this DTC active?
Yes
 Go To 2.
No
Go To 3.

2. VERIFY IF THIS DTC SET IN OTHER MODULES

Are any other modules on the CAN BUS reporting this DTC?
Yes
 Replace and program the Body Control Module in accordance with the Service Information.
Refer to MODULE, BODY CONTROL, REMOVAL .
No
Replace and program the module that set this DTC in accordance to the Service Information.

Perform its respective verification test.
3. CHECK THE WIRING AND CONNECTORS
1. The conditions necessary to set the DTC are not present at this time.
2. With the scan tool, check the Environmental Data to help identify the conditions in which the DTC
was set.
3. 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.
4. Wiggle the wiring and connectors while checking for shorted and open circuits.
Were there any problems found?
Yes
 Repair as necessary.
No
 Test complete.
U1700-87-LOST COMMUNICATION WITH BCM
WHEN MONITORED:
The battery voltage between 10 and 16 Volts.
SET CONDITION:
Bus messages not received from the Body Control Module (BCM) for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
CAN BUS CIRCUITS OPEN OR SHORTED
DTCS RELATED TO BATTERY VOLTAGE, IGNITION, OR VIN MESSAGES
BODY CONTROL MODULE (BCM) POWER AND GROUND
BCM NOT CONFIGURED CORRECTLY
BODY CONTROL MODULE (BCM)
DIAGNOSTIC TEST
1. VERIFY THE DIAGNOSTIC TROUBLE CODE (DTC) IS ACTIVE
NOTE: Make sure the battery is fully charged before proceeding.

Does the scan tool display: U1700-87-LOST COMMUNICATION WITH BCM?
Yes
 Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM BCM
(BODY CONTROL MODULE) diagnostic procedure.
No
U1703-86-IMPLAUSIBLE DATA RECEIVED FROM IPC
WHEN MONITORED:
Instrument Panel Cluster (IPC) is configured correctly.
SET CONDITION:
Whenever the communication data sent over the CAN BUS from the Instrument Panel Cluster (IPC) is missing
POSSIBLE CAUSES
Possible Causes
INSTRUMENT PANEL CLUSTER
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 2.
No
Go To 3.


Yes
 Replace and program the Instrument Panel Cluster (IPC) in accordance with the Service
Information. Refer to REMOVAL .
No
Replace and program the module that set this DTC in accordance with the Service

Information. Perform its respective verification test.
was set.
Yes
No
 Test complete.
U1703-87-LOST COMMUNICATION WITH IPC
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Instrument Panel Cluster (IPC) for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
INSTRUMENT PANEL CLUSTER (IPC) POWER AND GROUND

INSTRUMENT PANEL CLUSTER (IPC)
DIAGNOSTIC TEST

Does the scan tool display: U1703-87-LOST COMMUNICATION WITH IPC?
Yes
 Refer to U1703-87-LOST COMMUNICATION WITH IPC and perform the U1703-87-

Lost Communication with IPC diagnostic procedure.
No
U1733-86-IMPLAUSIBLE DATA RECEIVED FROM CTM
WHEN MONITORED:
SET CONDITION:
Whenever the communication data sent over the CAN BUS from the Convergence Telematics Module (CTM)
is missing part of the message, the message is corrupted, or the message is an irrational value.
POSSIBLE CAUSES
Possible Causes
CONVERGENCE TELEMATICS MODULE (CTM)
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 2.
No
Go To 3.


Yes
 Replace and program the Convergence Telematics Module (CTM) in accordance with the
Service Information. Refer to MODULE, CONVERGENCE TELEMATICS,
REMOVAL .
No

was set.

Yes
No
 Test complete.
U1733-87-LOST COMMUNICATION WITH CTM
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Convergence Telematics Module (CTM) for approximately two to five
seconds.
POSSIBLE CAUSES
Possible Causes
CONVERGENCE TELEMATICS MODULE (CTM) POWER AND GROUND
DIAGNOSTIC TEST

Does the scan tool display: U1733-87-LOST COMMUNICATION WITH CTM?

Yes
 Refer to U1733-87-LOST COMMUNICATION WITH CTM and perform the U1733-87-

Lost Communication with CTM diagnostic procedure.
No
2012 ACCESSORIES AND EQUIPMENT Chime/Buzzer - Service Information - Fiat 500
Chime/Buzzer - Service Information - Fiat 500
DESCRIPTION
CHIME WARNING SYSTEM
Fig. 1: Instrument Panel Cluster (IPC)

A chime warning system is standard factory-installed equipment. The chime warning system uses an
electromechanical transducer and an electromechanical relay that are soldered onto the electronic circuit board
inside of the Instrument Panel Cluster (IPC) (1) to provide audible indications of various vehicle conditions that
may require the attention of the vehicle operator or occupants.
The electromechanical transducer generates beep tones and chime tones, while the electromechanical relay
generates click tones to emulate the sounds associated with conventional turn signal and hazard warning flasher
operation. The microprocessor-based IPC utilizes electronic chime request messages received from other
modules in the vehicle over the Controller Area Network (CAN) data bus along with hard wired inputs to
monitor many sensors and switches throughout the vehicle. In response to those inputs, the circuitry and
programming of the IPC allow it to control the audible outputs that are produced through its on-board
transducer and relay.
The IPC is capable of producing the following audible outputs:

 Slow Rate Repetitive Click - Repeated click tones that are issued at a slow rate of about 90 clicks per
minute.
 Fast Rate Repetitive Click - Repeated click tones that are issued at a fast rate of more than about 180
clicks per minute.
 Single Chime Tone - A single chime tone.
 Slow Rate Repetitive Chime - Repeated chime tones that are issued at a slow rate of about 50 chimes
per minute.
 Fast Rate Repetitive Chime - Repeated chime tones that are issued at a fast rate of about 180 chimes per
minute.
Hard wired circuitry connects the IPC and the various chime warning system switch and sensor inputs to their
modules and to each other through the electrical system of the vehicle. These hard wired circuits are integral to
several wire harnesses, which are routed throughout the vehicle and retained by many different methods. These
circuits may be connected to each other, to the vehicle electrical system and to the IPC 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 information. The 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.
The IPC chime warning system circuits and components cannot be adjusted or repaired. If the circuitry, the on-
board transducer or the relay are damaged or ineffective, the IPC unit must be replaced.
PARK ASSIST SYSTEM
Fig. 2: Instrument Panel Cluster (IPC), Park Assist Module & Park Assist Sensors
A park assist system is an optional factory-installed electronic parking aid. During parking and other similar
vehicle maneuvers this system alerts the vehicle operator to obstacles located in the path immediately behind
the vehicle which, due to the surrounding rear vehicle structure, might be otherwise difficult to perceive. When
an object is detected, the system provides the vehicle operator with audible indications of the presence, and
proximity of such objects.
The park assist system includes the following major components, which are described in further detail
elsewhere in this service information:
 Instrument Panel Cluster (IPC) (1) - In vehicles equipped with the optional park assist system, the IPC
emits audible warnings related to the current operating status of the park assist system.
 Park Assist Module (2) - Vehicles equipped with the park assist system include a park assist module
which is secured through integral mounting tabs by a fastener to the inner C-pillar panel above the right
rear tail lamp assembly where it is concealed beneath the quarter inner trim.
 Park Assist Sensors (3) - Vehicles equipped with the park assist system have four ultrasonic park assist
sensors that are concealed behind the rear bumper fascia. Each sensor is snapped into an individual
molded plastic mounting bracket secured at horizontal intervals along the back side of the rear bumper
fascia.
Hard wired circuitry connects the various park assist system components to each other through the electrical
system of the vehicle. These hard wired circuits are integral to several wire harnesses, which are routed
throughout the vehicle, and retained by many different methods. These circuits may be connected to each other,
and to the vehicle electrical system 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 information. The wiring information includes wiring diagrams, proper wire and connector
repair procedures, further details on wire harness routing and retention, as well as pinout's, and location views
for the various wire harness connectors, splices and grounds.
The park assist system components cannot be adjusted or repaired. If any of the park assist system components
is damaged or ineffective, that component must be replaced.
OPERATION
CHIME WARNING SYSTEM
The chime warning system operates on battery voltage received through a fuse in the Power Distribution Center
(PDC) on a non-switched fused B(+) circuit so that the system may operate regardless of the ignition switch
position. The chime warning system also monitors the ignition switch position so that some chime features are
functional only with the ignition switch in the ON position, while others are functional regardless of the ignition
switch position.
The chime warning system provides an audible indication to the vehicle operator or occupants under the
following conditions:
 Airbag Indicator Warning - The Instrument Panel Cluster (IPC) transducer will generate one short
chime when the ignition switch is in the ON position, and the airbag indicator is illuminated. This
warning indicates that a failure condition has been monitored affecting the operation of the Supplemental
Restraint System (SRS) related components or circuits. This warning will only occur following
completion of the airbag indicator bulb test, and will only occur once during any ignition cycle.
 Door Ajar Warning - The IPC will generate one short chime when the ignition switch is in the ON
position, when the door ajar indicator is illuminated. This warning indicates that a door is, or multiple
doors are not closed or completely latched while the vehicle is moving.
 Fasten Seat Belt Indicator Warning - The IPC transducer will generate repetitive chimes at a slow rate
to announce that the seat belt switches and the ignition switch indicate that a front seat belt is not fastened
with the ignition switch in the ON position.
 Head/Park Lamps-On Warning - The IPC transducer will generate repetitive chimes at a fast rate to
indicate that inputs from the headlamp switch and the ignition switch indicate that the exterior lamps are
turned ON with the ignition switch in the OFF position, and a hard-wired input is received indicating that
the driver side front door is open. The chimes will continue to sound until the exterior lamps are turned
OFF, the driver side front door is closed, or the ignition switch is turned to the ON position, whichever
occurs first.
 Key-In-Ignition Warning - The IPC transducer will generate repetitive chimes at a fast rate to indicate
that inputs from the key-in ignition switch, the ignition switch, and the driver side front door ajar switch
indicate that the key is in the ignition lock cylinder with the ignition switch in the OFF position with the
driver side front door open. The chimes will continue to sound until the key is removed from the ignition
lock cylinder, the driver side front door is closed, or the ignition switch is turned to the ON position,
whichever occurs first.
 Low Fuel Indicator Warning - The IPC transducer will generate one short chime when the low fuel
indicator is illuminated in the instrument cluster. This warning indicates that the monitored fuel level in
the fuel tank is low. This chime will only occur once during any ignition cycle.
 Park Brake Reminder - The IPC transducer will generate one short chime when the brake/park brake
indicator is illuminated to announce that the park brake is applied or not fully released and the vehicle is
moving. This chime will repeat each time the input conditions are met.
 Overspeed Warning - The IPC transducer will generate one short chime when the vehicle speed is over
a pre-programmed speed value in the customer programmable features within the Electronic Vehicle
Information Center (EVIC).
 Park Brake Reminder - The IPC transducer will generate repetitive chimes at a slow rate to announce
that the hard-wired input from the park brake switch and a vehicle speed message input received from the
PCM over the Controller Area Network (CAN) data bus indicates that the park brake is applied and the
vehicle is moving. This chime feature will repeat each time the input conditions are met.
 Turn Signal On Warning - The IPC transducer will generate repetitive chimes at a slow rate to indicate
that a turn signal has been active continuously for 1.6 kilometers (1 mile) with the vehicle speed greater
than 22 kilometers-per-hour (15 miles-per hour). Vehicles built for markets other than the United States
and Canada have a revised distance threshold of 4 kilometers (2.49 miles) for this feature. The chime will
continue until the turn signal input becomes inactive or until the vehicle speed message indicates that the
speed is less than 22 kilometers-per-hour (15 miles-per-hour), whichever occurs first. The hazard warning
flashers will not activate this chime feature.
 Warning Indicator Announcement - The IPC transducer will generate one short chime each time the
Malfunction Indicator Lamp (MIL) lamp or certain other indicators are illuminated by the instrument
cluster circuitry. The MIL and certain other indicators may be illuminated when any critical engine or
transmission systems are operating outside of their normal parameters. The instrument cluster monitors
electronic messages received over the CAN data bus to determine when to illuminate these indicators.
The IPC provides chime service for all available features in the chime warning system. The IPC relies upon its
internal programming, numerous hard-wired inputs, and electronic message inputs received from other modules
over the CAN data bus to provide the chime warning system features. The internal programming of the IPC
determines the priority of each chime request input that is received, as well as the rate and duration of each
chime that is to be generated.
The hard-wired circuits between components related to the chime warning system may be diagnosed using
conventional diagnostic tools and procedures. Refer to the appropriate wiring information. The wiring
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.
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the chime warning
system or the electronic controls or communication between modules and other devices that provide some
features of the chime warning system. The most reliable, efficient, and accurate means to diagnose the chime
warning system or the electronic controls and communication related to chime warning system operation
requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.
PARK ASSIST SYSTEM
The park assist system for this vehicle is enabled from the factory, and is active only when the ignition switch is
in the ON or START positions, the parking brake is released, and the transmission gear selector lever is in
either the REVERSE or DRIVE position. The system is automatically deactivated when a trailer electrical
connector is connected to the vehicle, and reactivated when disconnected, if equipped with trailer tow,
otherwise the system is always active. Vehicle speed, while the system is active must be less than 16 kph (10
mph) in reverse or, less 14 kph (8 MPH) on deceleration, or 18 kph (12 mph) on acceleration when in the drive
position. The system will emit a series of short, intermittent, audible beeps and automatically mute the audio
system while the park assist audible warning is being generated, if the audio system is turned ON. The audible
warning changes from intermittent beeps to a continuous tone as the vehicle comes to within 30.5 centimeters
(12 inches) of a detected object.
The microprocessor based park assist module is the central component of the park assist system. It supplies
voltage to the park assist sensors, receives and analyzes data from the sensors, calculates and communicates the
proper information to the Instrument Panel Cluster (IPC), performs system diagnostics, and communicates with
other electronic modules in the vehicle or with a diagnostic scan tool over the Controller Area Network (CAN)
data bus. The module operates on battery voltage received through a fuse in the Power Distribution Center
(PDC), and is grounded through a take out of the body wire harness.
Four ultrasonic park assist sensors in the rear bumper fascia allow the park assist system to locate and identify
the proximity of nearby obstacles. These sensors each generate ultrasonic sound pulses when triggered by the
park assist module, then signal the module when an echo of the reflected sound pulses is received. The detection
distance range from the rear of the vehicle is about 0.3 meters (11.8 inches) to about 2.0 meters (80 inches), and
the detection height range from the ground is about 0.2 meters (7.8 inches) to about 0.8 meters (31 inches). The
detection area extends somewhat around both rear sides (corners) of the vehicle.
The hard wired circuits between components related to the park assist system may be diagnosed using
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the park assist system
or the electronic controls or communication between modules and other devices that provide some features of
the park assist system. The most reliable, efficient, and accurate means to diagnose the park assist system or the
electronic controls and communication related to park assist system operation requires the use of a diagnostic
scan tool. Refer to the appropriate diagnostic information.

DIAGNOSIS AND TESTING - PARK ASSIST SYSTEM
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, 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 take the proper
precautions could result in accidental airbag deployment.
The Generic Failure Indicator (GFI) ICON may appear in the Instrument Panel Cluster (IPC) display:
1. - If a GFI ICON appears in the IPC display, and the condition is related to the park assist system; be
certain to confirm the following:
 The parking brake is not applied.
 The rear bumper is free of ice, snow, mud or other obstructions that will prevent the system from
operating properly.
The park assist system is self correcting, please verify that the area of the rear bumper where the
sensors are located is not blocked by ice, snow, mud or other obstructions. If the area is blocked,
remove the blockage, shift the transmission selector lever into reverse and verify the message is no
longer present in the EVIC display. The system may also be corrected when the vehicle is driven at
a speed greater than 14 kph (8 mph).
NOTE: The presence of jackhammers, large trucks, and other vibrations in

the vicinity of the vehicle could impact the performance of the
system.
The hard wired circuits between components related to the park assist system may be diagnosed using
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the park assist system
the park assist system. The most reliable, efficient, and accurate means to diagnose the park assist system or the
electronic controls and communication related to park assist system operation requires the use of a diagnostic
MODULE, PARK ASSIST

DESCRIPTION
DESCRIPTION
Fig. 3: Park Assist Module Assembly

The Park Assist Module (1) is secured to the right inner C-Pillar. A single mounting tab (4) integral to the
module housing is inserted into a stamped pocket in the inner panel, while a second mounting tab (2) is secured
with a retaining bolt. The module is concealed beneath a interior trim panel. Concealed within the molded
plastic park assist module housing is a microprocessor and the other electronic circuitry of the module. The
module housing is sealed to enclose and protect the internal electronic circuitry. The module software is flash
programmable.
Three connector receptacles (3) containing terminal pins are integral to the rearward-facing side of the housing.
The module is connected to the vehicle electrical system through dedicated take outs and connectors of the body
wire harness.
The park assist module cannot be adjusted or repaired and, if damaged or ineffective, it must be replaced.
OPERATION
OPERATION
The microprocessor in the park assist module contains the park assist system logic circuits. The module uses
On-Board Diagnostics (OBD) and can communicate with other electronic modules in the vehicle as well as with
the diagnostic scan tool using the Controller Area Network (CAN) data bus. This method of communication is
also used for park assist system diagnosis and testing through the 16-way data link connector located on the
driver side lower edge of the instrument panel.
The module provides voltage to the four park assist sensors located behind the rear bumper fascia. The module
monitors return inputs from each of the sensors on dedicated hard wired data communication circuits over the
CAN data bus. The sensor inputs allow the module to determine when an obstacle is in the rear path of the
vehicle and enables the module to calculate the relative location of the obstacle, and whether the distance to that
obstacle is increasing or decreasing.
Pre-programmed decision algorithms and calibrations allow the module microprocessor to determine the
appropriate park assist system outputs based upon the inputs received from the park assist sensors and electronic
messages received from other modules in the vehicle over the CAN data bus. When the programmed conditions
are met the module sends electronic messages to the Instrument Panel Cluster (IPC) over the CAN data bus to
obtain the proper park assist system audible outputs. The module also broadcasts electronic messages over the
CAN data bus to enable the other electronic features of the park assist system.
The park assist module microprocessor continuously monitors all of the park assist system electrical circuits and
components to determine the system readiness. If the module detects a monitored system fault, it sets a
Diagnostic Trouble Code (DTC) and sends the appropriate electronic messages to the IPC over the CAN data
bus to control operation of certain park assist system audible warnings.
The park assist module receives battery current on a fused ignition switch output (run-start) circuit through a
fuse in the Power Distribution Center (PDC). The module receives ground through a ground circuit and take out
of the body wire harness connected to the body sheet metal. These connections allow the module to be
operational whenever the ignition switch is in the START or ON positions.
The hard wired circuits between components related to the park assist module may be diagnosed using
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the park assist module
the park assist system. The most reliable, efficient, and accurate means to diagnose the park assist module or the
electronic controls and communication related to park assist module operation requires the use of a diagnostic
REMOVAL
REMOVAL
Fig. 4: Park Assist Module, Connectors & Fastener At Rear C-Pillar

1. Disconnect and isolate the battery negative cable.

2. Remove the trim from the right quarter inner panel to access the park assist module (4), which is located
at the C-pillar. Refer to PANEL, QUARTER TRIM, REAR, REMOVAL .
3. Disconnect the three body wire harness connectors (2) from the park assist module connector receptacles.
4. Remove the fastener (1) that secures the module to the right quarter inner panel.
5. Slide the module upward far enough to disengage the lower mounting tab from the stamped pocket (3) in
the right quarter inner panel.
6. Remove the module from the vehicle.
INSTALLATION
INSTALLATION

1. Position the park assist module (4) to the right quarter inner panel, at the rear C-pillar.
2. Engage the lower mounting tab of the module into the stamped pocket (3) in the right quarter inner panel.
3. Secure the upper mounting tab of the module to the inner panel using fastener (1) and tighten securely.
4. Reconnect the three body wire harness connectors (2) to the module connector receptacles.
5. Reinstall the trim onto the right quarter inner panel. Refer to PANEL, QUARTER TRIM, REAR,
INSTALLATION .
6. Reconnect the battery negative cable.
SENSOR, PARK ASSIST

DESCRIPTION
DESCRIPTION
Fig. 6: Park Assist Sensor

Vehicles equipped with the rear park assist system have four park assist sensors (1) installed on the rear bumper
fascia. Only the membrane (4) of each sensor is visible through a hole in the outer vertical surface of the fascia.
The remainder of each sensor including the sensor mounting bracket, the sensor spacer and the sensor wiring
connection is concealed behind the fascia. A sensor wire harness behind the fascia connects the sensors to the
vehicle electrical system.
Each of the sensors is identical in construction and is interchangeable. The electronic circuitry and a
communication chip for each sensor is enclosed and protected within the molded black plastic sensor housing.
The housing includes an integral connector receptacle (3) and two integral mounting tabs (2). The sensor
membrane extends from the surface of the sensor housing, and is either black or is finished to match the outer
surface of the fascia or fascia molding.
Fig. 7: Rear Park Assist Sensor Locations

The numbering system for the park assist sensors allows for only four sensors on this vehicle. However, the
sensors are referred to as inboard, and outboard when servicing the sensors. The sensors are numbered from
right to left, so the right outboard sensor is the number 1 sensor, and the left outboard sensor is the number 4
sensor.
A resilient O-ring spacer around the circumference of the membrane isolates the membrane from the openings
in the fascia or the fascia molding. Each sensor is snapped into its own dedicated molded plastic mounting
bracket. Each rear mounting bracket has integral mounting tabs that snap into openings in the horizontal tabs of
the molding that extend through slots to the back side of the rear fascia. The front mounting brackets are heat-
staked to the back side of the front fascia.
The park assist sensors cannot be adjusted or repaired. If ineffective or damaged they must be replaced. The
sensors, the spacers and the four rear sensor mounting brackets are each available for individual service
replacement.
OPERATION
OPERATION
The park assist sensors are ultrasonic transceivers that are completely controlled by the park assist module. The
sensors transmit and receive ultrasonic signals. The sensors each receive battery current and ground in parallel
from the module, but are each connected to individual dedicated serial bus communication circuits to the
module.
Each sensor membrane is oscillated, then quieted by the module in a pulsing fashion. While the sensor
membrane oscillates, it emits an ultrasonic signal. This signal will bounce or echo off of objects in the path of
the vehicle. While quieted, each membrane receives the echoes of the ultrasonic signals it and the other sensors
have transmitted. The sensors then communicate this echo data over the serial bus lines back to the module. The
microprocessor in the module uses the intervals between the ultrasonic transmission and reception data from the
sensors to calculate the distance to any obstacles identified by the ultrasonic echoes.
The hard wired circuits between components related to the park assist sensors may be diagnosed using
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the park assist sensors
the park assist system. The most reliable, efficient, and accurate means to diagnose the park assist sensors or the
electronic controls and communication related to park assist sensor operation requires the use of a diagnostic
REMOVAL
REMOVAL
NOTE: The park assist sensors and the sensor O-ring spacers are each available for
separate service replacement. The following service procedure can be used for
reassembling any or all of these components to the rear bumper fascia.
WARNING: The outside sensors are located in the area of the engine exhaust; allow
exhaust to cool before accessing the sensors. Failure to follow these
instructions may result in personal injury.
Fig. 8: Park Assist Sensor Connector Receptacle & Bracket Latch


2. From the back of the fascia, disconnect the wire harness connector from the park assist sensor connector
receptacle (1).
3. Carefully pry the sensor bracket latch features (2) away from the top and bottom tabs of the sensor far
enough to disengage the sensor from the bracket.
Fig. 9: Bracket, Seal & Park Assist Sensor

4. Separate the sensor spacer (2) from the sensor.
INSTALLATION
INSTALLATION
NOTE: The park assist sensors and the sensor O-ring spacers are each available for
separate service replacement. The following service procedure can be used for
reassembling any or all of these components to the rear bumper fascia.
WARNING: The outside sensors are located in the area of the engine exhaust; allow
exhaust to cool before accessing the sensors. Failure to follow these
instructions may result in personal injury.
Fig. 10: Bracket, Seal & Park Assist Sensor

NOTE: Production and all service replacement O-ring spacers are tapered. The wide
side (base) of the O-ring should be seated against the sensor housing and the
narrow side should be oriented toward the outer surface of the sensor
membrane and the rear fascia molding.
1. If the park assist sensor (3) or the sensor spacer (2) are being replaced, engage the O-ring spacer around
the circumference of the sensor membrane protrusion.
Fig. 11: Park Assist Sensor Connector Receptacle & Bracket Latch
NOTE: Be certain that each sensor membrane is properly centered in the

openings of the rear fascia molding and that the O-ring spacers are not
pinched. Improper centering or pinched O-rings can be detrimental to
proper park assist sensor operation.
2. Align and insert the sensor into the sensor bracket on the back of the rear bumper fascia until the bracket
latch features (2) are fully engaged over the top and bottom tabs of the sensor. Be certain that the sensor
membrane is flush with the outer surface of the fascia molding.
3. From the back of the fascia, reconnect the wire harness connector to the sensor connector receptacle (1).
2012 ACCESSORIES AND EQUIPMENT Communication - Non-DTC Based Diagnostics - Fiat 500
Communication - Non-DTC Based Diagnostics - Fiat 500

CAN C BUS NO RESPONSE
Fig. 1: CAN B & CAN C Bus Module Diagram

THEORY OF OPERATION
The primary communication network between electronic control modules 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 bus, CAN B (50K) Bus, the message structure and
layout is similar, which allows the Body Control Module/Central GateWay (BCM or BCMCGW) to process
and transfer messages between the CAN buses. The BCM stores Diagnostic Trouble Codes (DTCs) for certain
bus network faults on the CAN C (500K) Bus and CAN B (50K) Bus.
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 C bus modules are connected in series, and the CAN B bus modules are connected in parallel. Both
use a 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.
POSSIBLE CAUSES
Possible Causes
CAN C BUS (+) CIRCUIT SHORTED TO GROUND
CAN C BUS (+) CIRCUIT SHORTED TO VOLTAGE
CAN C BUS (-) CIRCUIT SHORTED TO GROUND
CAN C BUS (-) CIRCUIT SHORTED TO VOLTAGE
CAN C BUS (+) CIRCUIT SHORTED TO CAN C BUS (-) CIRCUIT
ANY MODULE CONNECTED TO THE CAN C BUS
DIAGNOSTIC TEST
NOTE: The CAN C bus modules are connected in series. The Data Link Connector
(DLC) is connected to the bus through the Body Control Module (BCM).
The termination resistors for the CAN C bus are located in the BCM and
Powertrain Control Module (PCM). Normal bus resistance is approximately
60 Ohms when both the BCM and PCM are connected. The bus resistance
is approximately 120 Ohms when only the BCM or PCM is connected.
1. CHECK THE CAN C BUS CIRCUITS FOR A SHORT TO VOLTAGE

1. Disconnect the scan tool.
3. Measure the voltage between ground and the CAN C Bus (+) circuit at the DLC.
4. Measure the voltage between ground and the CAN C Bus (-) circuit at the DLC.
Is either voltage above 10.0 volts?
Yes
 Go To 2.
No
Go To 3.

2. CHECK THE CAN C BUS CIRCUITS FOR A SHORT TO VOLTAGE IN THE HARNESS
FROM THE DLC TO BCM
2. Disconnect the BCM C3 harness connector.
4. Measure the voltage between ground and the CAN C Bus (+) circuit at the DLC.
5. Measure the voltage between ground and the CAN C Bus (-) circuit at the DLC.
Is any voltage present?
Yes
 Repair the short to voltage in the CAN C Bus circuit.

No
 Diagnose the short to voltage in the CAN C Bus circuit. The concern is located in one of the
CAN C Bus circuits or modules between the BCM and the PCM. Starting with the PCM and
working towards the BCM, use the module connectors to isolate portions of the bus to assist
in determining the location of the concern. Repair as necessary. Only replace a module after
all harness concerns are diagnosed.
Perform the BODY VERIFICATION TEST. Refer to BODY VERIFICATION TEST .


3. CHECK THE CAN C BUS CIRCUITS FOR A SHORT TO GROUND

3. Measure the resistance between ground and the CAN C Bus (+) circuit at the DLC.
4. Measure the resistance between ground and the CAN C Bus (-) circuit at the DLC.
Are the resistances above 5.0 Ohms?
Yes
 Go To 5.
No
Go To 4.

4. CHECK THE CAN C BUS CIRCUITS FOR A SHORT TO GROUND IN THE HARNESS FROM
THE DLC TO BCM
2. Measure the resistance between ground and the CAN C Bus (+) circuit at the DLC.
3. Measure the resistance between ground and the CAN C Bus (-) circuit at the DLC.
Are the resistances above 10k Ohms?
Yes
 Diagnose the short to ground in the CAN C Bus circuit. The concern is located in one of the
CAN C Bus circuits or modules between the BCM and the PCM. Starting with the PCM and
working towards the BCM, use the module connectors to isolate portions of the bus to assist
in determining the location of the concern. Repair as necessary. Only replace a module after
all harness concerns are diagnosed.
No
Repair the short to ground in the CAN C Bus circuit.


5. CHECK THE CAN C BUS CIRCUITS FOR A SHORT TOGETHER

Fig. 2: Checking For Correct BUS Termination Resistance

1. Measure the resistance between the CAN C Bus (+) circuit and the CAN C Bus (-) circuit at the
DLC.
Yes
 Go To 6.
No
Go To 7.

6. CHECK THE CAN C BUS CIRCUITS FOR A SHORT TOGETHER IN THE HARNESS FROM
THE DLC TO BCM


2. Measure the resistance between the CAN C Bus (+) circuit and the CAN C Bus (-) circuit at the
DLC.
Is the resistance above 10k Ohms?
Yes
 Diagnose the short between the CAN C Bus (+) circuit and the CAN C Bus (-). The concern
is located in one of the CAN C Bus circuits or modules between the BCM and the PCM.
Starting with the PCM and working towards the BCM, use the module connectors to isolate
portions of the bus to assist in determining the location of the concern. Repair as necessary.
Only replace a module after all harness concerns are diagnosed.
No
Repair the short between the CAN C Bus (+) circuit and the CAN C Bus (-).

7. CHECK THE CAN C BUS CIRCUITS FOR AN OPEN IN THE HARNESS FROM THE DLC TO
BCM
2. Measure the resistance of the CAN C Bus (+) circuit between the DLC and the BCM C3 harness
connector.
3. Measure the resistance of the CAN C Bus (-) circuit between the DLC and the BCM C3 harness
connector.
Are the resistances below 5.0 Ohms?
Yes
 Go To 8.
No
Repair the open in the CAN C Bus circuit.


8. CHECK FOR CORRECT BUS TERMINATION RESISTANCE


1. Reconnect the BCM C3 harness connector.

2. Measure the resistance between the CAN C Bus (+) circuit and the CAN C Bus (-) at the DLC.
Is the resistance below 67 Ohms?
Yes
of water intrusion, corrosion, pushed out or bent terminals, and correct pin tension.
No
For a resistance measurement of approximately 120 Ohms, Go To 9.


 For all others, repair the open or high resistance in the CAN C Bus (+) circuit or the CAN C
Bus (-) circuit. The concern is located in one of the CAN C Bus circuits or modules between
the BCM and the PCM. Starting with the PCM and working towards the BCM, use the
module connectors to isolate portions of the bus to assist in determining the location of the
concern. Repair as necessary. Only replace a module after all harness concerns are
diagnosed.
9. DETERMINE WHICH TERMINATION MODULE IS NOT CONNECTED TO THE CAN C BUS

1. Disconnect the PCM harness connectors.

2. Measure the resistance between the CAN C Bus (+) circuit and the CAN C Bus (-) at the DLC.
Is the resistance approximately 120 Ohms?
Yes
 The BCM is connected to the CAN C bus. The open is between the BCM and PCM. Use the
concern. Repair as necessary. Only replace a module after all harness concerns are
diagnosed.
No
 Replace the BCM in accordance with the Service Information. Refer to MODULE, BODY
CONTROL, REMOVAL .
NO RESPONSE FROM ABS (ANTI-LOCK BRAKE SYSTEM MODULE)

Fig. 6: ABS Module Power Supply Wiring Diagram

POSSIBLE CAUSES
Possible Causes
POWER CIRCUITS OPEN OR SHORTED
GROUND CIRCUITS OPEN
CAN C BUS (+) CIRCUIT OPEN
CAN C BUS (-) CIRCUIT OPEN
ANTI-LOCK BRAKE SYSTEM (ABS) MODULE
DIAGNOSTIC TEST
1. TEST FOR INTERMITTENT CONDITION

NOTE: Make sure the Ignition Off Draw (IOD) fuse is installed and battery
voltage is between 10.0 and 16.0 volts.
2. Using the scan tool, select ECU view.
NOTE: A red "X" will be next to the module that is not communicating,
indicating that the module is not active on the Bus network. A green
check indicates that the module is active on the Bus network.
NOTE: Check the Body Control Module (BCM) for any active CAN C
hardware DTCs, perform DTC before proceeding.
Does the scan tool display a red "X" next to the module?
Yes
 Go To 2.
No
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.
2. POWER CIRCUITS OPEN OR SHORTED
Fig. 7: Checking Power Circuits For An Open Or High Resistance


2. Disconnect the ABS Module harness connector.
3. Using a 12-volt test light connected to ground, check each Fused B(+) circuit.
Does the test light illuminate brightly for each circuit?
Yes
 Go To 3.
No
Repair the Fused B(+) circuit for an open or short.


 Perform the ABS VERIFICATION TEST. Refer to ABS VERIFICATION TEST .
3. GROUND CIRCUIT OPEN
Fig. 8: Checking Ground Circuits For An Open Or High Resistance

1. Using a 12-volt test light connected to 12-volts, check each Ground circuit.
Yes
 Go To 4.
No
 Repair the Ground circuit for an open.

4. CAN C BUS (+) CIRCUIT OPEN

Fig. 9: Checking Can C Bus (+) Circuit For Open


2. Disconnect the Dynamics Sensor harness connector.
3. Measure the resistance of the CAN C Bus (+) circuit between the Dynamics Sensor harness
connector and the ABS Module harness connector.
Yes
 Go To 5.
No
Repair the CAN C Bus (+) circuit for an open.


5. CAN C BUS (-) CIRCUIT OPEN

Fig. 10: Checking Can C Bus (-) Circuit For Open

1. Measure the resistance of the CAN C Bus (-) circuit between the Dynamics Sensor harness
Is resistance below 5.0 Ohms?
Yes
 Replace the Antilock Brake System (ABS) Module in accordance with the Service
Information. Refer to MODULE, ANTI-LOCK BRAKE SYSTEM, REMOVAL .
No
 Repair the (D64) CAN C Bus (-) circuit for an open.

NO RESPONSE FROM BCM (BODY CONTROL MODULE)
POSSIBLE CAUSES
Possible Causes
(A101) FUSED B(+) CIRCUIT OPEN OR SHORTED
(Z921) GROUND CIRCUIT OPEN
(D65) CAN C BUS (+) CIRCUIT OPEN
(D64) CAN C BUS (-) CIRCUIT OPEN
DIAGNOSTIC TEST
NOTE: If the scan tool is unable to identify the vehicle, a CAN C bus concern may
be present. and perform the CAN C BUS NO RESPONSE diagnostic
procedure. Refer to DIAGNOSIS AND TESTING.
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 battery voltage is between 10.0 and 16.0 volts.
2. With the scan tool, read the module status.
NOTE: Check the BCM 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 diagram/schematic as
No
Go To 2.

2. CHECK THE (A101) FUSED B(+) CIRCUIT FOR AN OPEN OR SHORT CIRCUIT
3. Using a 12-volt test light connected to ground, check the Fused B(+) circuit.
Yes
 Go To 3.
No
Repair the open or short in the (A101) Fused B(+) circuit.


3. CHECK THE (Z921) GROUND CIRCUIT FOR AN OPEN

2. Using a 12-volt test light connected to 12-volts, check the (Z921) Ground circuits.
Yes
 Go To 4.
No
Repair the open in the (Z921) Ground circuit.


4. CHECK THE (D65) AND (D64) CAN C BUS (+) CIRCUITS FOR AN OPEN
3. Measure the resistance of the (D65) CAN C Bus (+) circuit between the DLC harness connector
and the BCM C3 harness connector.
4. Measure the resistance of the (D64) CAN C Bus (-) circuit between the DLC harness connector and
the BCM C3 harness connector.
Yes
CONTROL, REMOVAL .
No
 Repair the open in the (D65) CAN C Bus (+) or (D64) CAN C Bus (-) circuit.
NO RESPONSE FROM CTM (CONVERGENCE TELEMATICS MODULE)
POSSIBLE CAUSES
Possible Causes
FUSED B (+) CIRCUIT OPEN OR SHORTED
FUSED IGNITION CIRCUIT OPEN OR SHORTED
GROUND CIRCUIT OPEN
CAN B BUS CIRCUITS OPEN
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: Check the Body Control Module (BCM) for any active CAN hardware
DTCs, perform DTC before proceeding.
Yes
 Go To 2.
No

2. CHECK THE FUSED B(+) CIRCUIT FOR AN OPEN OR SHORT

2. Disconnect the CTM harness connector.
Yes
 Go To 3.
No
Repair the open or short in the Fused B(+) circuit.


3. CHECK THE FUSED IGNITION CIRCUIT FOR AN OPEN OR SHORT

1. Using a 12-volt test light connected to ground, check the Fused Ignition circuit.
Yes
 Go To 4.
No
Repair the open or short in the Fused Ignition circuit.


4. CHECK THE GROUND CIRCUIT FOR AN OPEN

1. Using a 12-volt test light connected to 12-volts, check the Ground circuit.
Yes
 Go To 5.
No
Repair the open in the Ground circuit.


5. CHECK THE CAN B BUS CIRCUIT FOR AN OPEN

1. Disconnect the BCM harness connector.
2. Measure the resistance of the CAN B Bus (-) circuit between the BCM harness connector and the
CTM harness connector.
3. Measure the resistance of the CAN B Bus (+) circuit between the BCM harness connector and the
CTM harness connector.
Is resistance below 5.0 Ohms on both circuits?
Yes
 Replace the Convergence Telematics Module in accordance with the Service Information.
No
 Repair the open in the CAN B Bus circuit. Inspect the connector for damage.
NO RESPONSE FROM EPS (ELECTRIC POWER STEERING) MODULE
POSSIBLE CAUSES
Possible Causes
FUSED B(+) CIRCUIT OPEN OR SHORTED
GROUND CIRCUIT OPEN
ELECTRIC POWER STEERING (EPS) MODULE
DIAGNOSTIC TEST
before proceeding.
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. Disconnect the EPS Assembly C1 harness connector.
Yes
 Go To 3.
No


 Perform the EPS VERIFICATION TEST. Refer to STANDARD PROCEDURE .

Yes
 Go To 4.
No


4. CHECK THE CAN C BUS CIRCUITS FOR AN OPEN

1. Disconnect the EPS Assembly C2 harness connector.
3. Measure the resistance of the CAN C Bus (+) circuit between the BCM harness connector and the
EPS Assembly C2 harness connector.
4. Measure the resistance of the CAN C Bus (-) circuit between the BCM harness connector and the
EPS Assembly C2 harness connector.
Yes
 Replace the Electronic Power Steering (EPS) Assembly in accordance with service
information. Refer to COLUMN, REMOVAL .
No
 Repair the open in the CAN C Bus (+) or CAN C Bus (-) circuit.
NO RESPONSE FROM IPC (INSTRUMENT PANEL CLUSTER)
POSSIBLE CAUSES
Possible Causes
(F505) FUSED IGNITION SWITCH OUTPUT (RUN/START) CIRCUIT OPEN OR SHORTED
(F943) FUSED IGNITION RUN/START CONTROL OUTPUT CIRCUIT OPEN OR SHORTED
(Z921) GROUND CIRCUITS OPEN
(D41) OR (D42) CAN BUS CIRCUITS OPEN
DIAGNOSTIC TEST

before proceeding.
Yes
No
Go To 2.

2. CHECK THE (F505) FUSED IGNITION SWITCH OUTPUT (RUN/START) CIRCUIT FOR AN
OPEN OR SHORT
2. Disconnect the Instrument Cluster harness connector.
3. Using a 12-volt test light connected to ground, check the (F505) Fused Ignition Switch Output
(Run/Start) circuit.
Yes
 Go To 4.
No
Repair the open or short in the (F505) Fused Ignition Switch Output (Run/Start) circuit.

3. CHECK THE (F943) FUSED IGNITION RUN/START CONTROL OUTPUT CIRCUIT FOR AN
OPEN OR SHORT
2. Using a 12-volt test light connected to ground, check the (F943) Fused Ignition Run/Start Control
Output circuit.
Yes
 Go To 4.
No
Repair the open or short in the (F943) Fused Ignition Run/Start Control Output circuit.

4. CHECK THE (Z921) GROUND CIRCUITS FOR AN OPEN

1. Using a 12-volt test light connected to 12-volts, check each (Z921) Ground circuit.
Yes
 Go To 5.
No


5. CHECK THE (D41) AND (D42) CAN BUS CIRCUITS FOR AN OPEN
2. Disconnect the Body Control Module (BCM) C3 harness connector.
3. Measure the resistance of the (D41) and (D42) CAN Bus circuits between the BCM C3 harness
connector and the Instrument Cluster harness connector.
Yes
 Replace the Instrument Cluster in accordance with the Service Information. Refer to
REMOVAL .
No
 Repair the open in the (D41) or (D42) CAN Bus circuit. Inspect the connector for damage.
NO RESPONSE FROM ORC (OCCUPANT RESTRAINT CONTROLLER)
THEORY OF OPERATION
The vehicle communications network includes a fault tolerant CAN-B bus of which the Occupant Restraint
Controller (ORC) module is part of, and a non-fault tolerant CAN-C bus. The CAN-B bus is used for
communication between body and interior modules at 50 kbps. The CAN-B-bus uses a star topology, with all
the control modules connected to the BCM as the central hub.
Possible Causes
(F929) FUSED IGNITION SWITCH OUTPUT (RUN/START) CIRCUIT OPEN OR SHORTED
(D65) AND (D64) CAN B BUS CIRCUITS OPEN
OCCUPANT RESTRAINT CONTROLLER MODULE
DIAGNOSTIC TEST
NOTE: Ensure the IOD fuse is installed and battery voltage is between 10.0
and 16.0 volts.
2. With the scan tool, select ECU View.
Yes
 Go To 2.
No

2. (Z913) GROUND CIRCUIT OPEN
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 Occupant Restraint Controller Module C1 and C2 harness connectors.

2. Connect the Load Tool ORC Adapter (special tool #8443-25, 56 Way ACM Adapter) to the ORC
harness connectors.
3. Measure the resistance between ground and the (Z913) ground circuit of the Load Tool ORC
Adapter (special tool #8443-25, 56 Way ACM Adapter) cavity C1 7.
Is the resistance below 10k ohms?
Yes
 Go To 3.
No
Repair the (Z913) ground circuit for an open.


 Perform the RESTRAINTS SYSTEM VERIFICATION TEST. Refer to RESTRAINTS

SYSTEM VERIFICATION TEST .
3. (F945) FUSED IGNITION SWITCH OUTPUT (RUN/START) CIRCUIT OPEN OR SHORTED
(RUN/START) circuit.
Yes
 Go To 4.
No
Repair the (F945) Fused Ignition Switch Output (RUN/START) circuit for an open or short.


4. (D65) AND (D64) CAN B BUS CIRCUITS OPEN
WARNING: If the Occupant Restraint Controller is dropped at any time, it must

be replaced. Failure to take the proper precautions could result in
accidental airbag deployment and cause serious or fatal injury.
NOTE: One open circuit will not cause this condition.
1. Measure the voltage between the (D64) CAN B Bus (-) circuit and ground.
2. Measure the voltage between the (D65) CAN B Bus (+) circuit and ground.
Is there any voltage present on either circuit?
Yes
 Replace the Occupant Restraint Controller Module in accordance with the Service
Information. Refer to MODULE, OCCUPANT RESTRAINT CONTROLLER,
REMOVAL .
No
 Repair the (D65) and (D64) CAN B Bus circuits for an open. Inspect the connector for
damage.
NO RESPONSE FROM PCM (POWERTRAIN CONTROL MODULE)
POSSIBLE CAUSES
Possible Causes
(A209) FUSED B(+) CIRCUIT OPEN OR SHORTED
(F942) FUSED IGNITION SWITCH OUTPUT (RUN-START) CIRCUIT OPEN OR SHORTED
(F342/F345) FUSED ASD RELAY OUTPUT CIRCUITS OPEN OR SHORTED
POWERTRAIN CONTROL MODULE (PCM)
DIAGNOSTIC TEST

before proceeding.
Yes
No
Go To 2.

2. CHECK THE (A209) FUSED B(+) CIRCUIT FOR AN OPEN OR SHORT

2. Disconnect the PCM C1 harness connector.
3. Using a 12-volt test light connected to ground, check the (A209) Fused B(+) circuit.
Yes
 Go To 3.
No
Repair the open or short in the (A209) Fused B(+) circuit.


 Perform the POWERTRAIN VERIFICATION TEST. Refer to EAB - POWERTRAIN

VERIFICATION TEST or EAJ - POWERTRAIN VERIFICATION TEST .
3. CHECK THE (Z908) GROUND CIRCUITS FOR AN OPEN
1. Using a 12-volt test light connected to 12-volts, check the (Z908) Ground circuit.

Yes
 Go To 4.
No



4. CHECK THE (F942) FUSED IGNITION SWITCH OUTPUT (RUN-START) CIRCUIT FOR AN
OPEN OR SHORT
(Run-Start) circuit.
Yes
 Go To 5.
No
Repair the open or short in the (F942) Fused Ignition Switch Output (Run-Start) circuit.
5. CHECK THE (F342/F345) FUSED ASD RELAY OUTPUT CIRCUITS FOR AN OPEN OR
SHORT
1. Connect a fused jumper wire between ground and the (K51) ASD Relay Control circuit in the PCM
C1 harness connector.
2. Using a 12-volt test light connected to ground, check the (F342/F345) Fused ASD Relay Output
circuits.
Yes
 Go To 6.
No
Repair the open or short in the (F342/F345) Fused ASD Relay Output circuits.


6. CHECK THE (D65) AND (D64) CAN C BUS CIRCUITS FOR AN OPEN

3. Measure the resistance of the (D65) CAN C Bus (+) circuit between the ABS C1 harness connector
and the PCM C1 harness connector.
4. Measure the resistance of the (D64) CAN C Bus (-) circuit between the ABS 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 [EAB], REMOVAL or
MODULE, POWERTRAIN CONTROL [EAJ], REMOVAL .
No
 Repair the open in the (D65) or (D64) CAN C Bus circuit.

NO RESPONSE FROM PTS (PARK ASSIST MODULE)
POSSIBLE CAUSES
Possible Causes
(F500) FUSED OUTPUT (RUN) CIRCUIT OPEN OR SHORTED
(D41) OR (D42) CAN BUS CIRCUITS OPEN
PARK ASSIST MODULE
DIAGNOSTIC TEST

before proceeding.
Yes
No
Go To 2.

2. CHECK THE (F500) FUSED OUTPUT (RUN) CIRCUIT FOR AN OPEN OR SHORT
2. Disconnect the Park Assist Module C1 harness connector.
4. Using a 12-volt test light connected to ground, check the (F500) Fused Output (RUN) circuit.
Yes
 Go To 3.
No
Repair the open or short in the (F500) Fused Output (RUN) circuit.


Yes
 Go To 4.
No


4. CHECK THE (D41) AND (D42) CAN BUS CIRCUITS FOR AN OPEN
2. Measure the resistance of the (D41) and (D42) CAN Bus circuits between the BCM C2 harness
connector and the Park Assist Module C1 harness connector.
Yes
 Replace the Park Assist Module in accordance with the Service Information. Refer to
MODULE, PARK ASSIST, REMOVAL .
No
 Repair the open in the (D41) or (D42) CAN Bus circuit.

NO RESPONSE FROM RRM (RADIO RECEIVER MODULE)
POSSIBLE CAUSES
Possible Causes
GROUND CIRCUIT OPEN
RADIO
DIAGNOSTIC TEST
before proceeding.
Yes
 Go To 2.
No


Yes
 Go To 3.
No



Yes
 Go To 4.
No



1. Measure the resistance of the CAN B Bus (-) circuit between the Radio harness connector and the
BCM harness connector.
2. Measure the resistance of the CAN B Bus (+) circuit between the Radio harness connector and the
Yes
REMOVAL .
No
NO RESPONSE FROM TPM (TIRE PRESSURE MONITORING) MODULE
POSSIBLE CAUSES
Possible Causes
GROUND CIRCUIT OPEN
TIRE PRESSURE MONITORING (TPM) MODULE
DIAGNOSTIC TEST
before proceeding.
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. Disconnect the Tire Pressure Module harness connector.
Yes
 Go To 3.
No


 Perform the TPM VERIFICATION TEST. Refer to STANDARD PROCEDURE .

Yes
 Go To 4.
No


4. CHECK THE CAN C BUS CIRCUITS FOR AN OPEN

2. Measure the resistance of the CAN C Bus (+) circuit between the BCM harness connector and the
Tire Pressure Module harness connector.
3. Measure the resistance of the CAN C Bus (-) circuit between the BCM harness connector and the
Tire Pressure Module harness connector.

Yes
 Replace the TPM module in accordance with the Service Information. Refer to MODULE,
TIRE PRESSURE MONITORING (TPM), REMOVAL .
No
 Repair the open in the CAN C Bus (+) or CAN C Bus (-) circuit.
NO RESPONSE FROM VTM (VEHICLE TRACKING MODULE)
POSSIBLE CAUSES
Possible Causes
GROUND CIRCUIT OPEN
VEHICLE TRACKING MODULE (VTM)
DIAGNOSTIC TEST
before proceeding.
Yes
 Go To 2.
No


2. Disconnect the VTM harness connector.
Yes
 Go To 3.
No



Yes
 Go To 4.
No



1. Measure the resistance of the CAN B Bus (-) circuit between the VTM harness connector and the
2. Measure the resistance of the CAN B Bus (+) circuit between the VTM harness connector and the
Yes
 Replace the VTM in accordance with the Service Information.

No
NO RESPONSE FROM YRS (DYNAMICS SENSOR)

Fig. 11: Dynamic Sensor Wiring Diagram

POSSIBLE CAUSES
Possible Causes
POWER CIRCUIT OPEN OR SHORTED

GROUND CIRCUIT OPEN
DYNAMICS SENSOR
DIAGNOSTIC TEST

NOTE: Make sure the Ignition Off Draw (IOD) fuse is installed and battery
voltage is between 10.0 and 16.0 volts.
2. Using the scan tool, select ECU view.
NOTE: Check the Body Control Module (BCM) for any active CAN C
hardware DTCs, perform DTC before proceeding.
Yes
 Go To 2.
No

2. POWER CIRCUIT OPEN OR SHORTED
Fig. 12: Checking Power Circuit For An Open Or A Short


Yes
 Go To 3.
No


Fig. 13: Checking Ground Circuit For An Open

Yes
 Go To 4.
No
Repair the Ground circuit for an open.


4. CAN C BUS (+) CIRCUIT OPEN

Fig. 14: Checking Can C Bus (+) Circuit For Open


3. Measure the resistance of the CAN C Bus (+) circuit between the Dynamics Sensor harness
Yes
 Go To 5.
No
Repair the CAN C Bus (+) circuit for an open.


5. CAN C BUS (-) CIRCUIT OPEN

Fig. 15: Checking Can C Bus (-) Circuit For Open

1. Measure the resistance of the CAN C Bus (-) circuit between the Dynamics Sensor harness
Is resistance below 5.0 Ohms?
Yes
No
 Repair the (D64) CAN C Bus (-) circuit for an open.

STORED LOST COMMUNICATION DTCS

Fig. 16: CAN B & CAN C Bus Module Diagram

WHEN MONITORED:
With the ignition on for at least five seconds.
Battery voltage between 10 and 16 volts.
SET CONDITION:
Bus messages not received for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
CAN C BUS CIRCUITS OPEN OR SHORT
CAN B BUS CIRCUITS OPEN OR SHORT
POWER OR GROUND FROM THE REPORTING MODULE
PREVIOUS SERVICE PERFORMED WITHIN THE LAST 100 KEY CYCLES (FUSE/RELAYS
REMOVED, WIRING SERVICE, BATTERY DISCONNECT)
LOW BATTERY/JUMP START CONDITION
CHECK FOR RELATED TSBs
DIAGNOSTIC TEST
1. VERIFY DIAGNOSTIC TROUBLE CODE (DTC) IS STORED
NOTE: Stored faults may indicate a customer perceived intermittent condition.
NOTE: Make sure the battery voltage is between 10 and 16 volts before
proceeding.

2. With the scan tool, read stored DTCs.
Is this DTC stored?
Yes
 Go To 2.
No
Go to and perform the appropriate diagnostic procedure.


2. CHECK THE ENVIRONMENTAL DATA

1. With the scan tool, read the loss of communication environmental data.
Does the loss of communication environmental odometer data match up to any of the previous
service procedures listed in the possible causes or are there any stored CAN hardware electrical,
battery, ignition voltage, VIN missing/mismatch, or BCM configuration DTCs present with
matching environmental data?
Yes
 These DTCs may have been the result of other service procedures performed. Clear the
DTCs.
No
 Go To 3.
3. VERIFY INTERMITTENT LOST COMMUNICATION DTC - WIRING CONCERNS
1. With the scan tool, read all DTCs.
Is there more than one ECU with stored DTCs "Logged Against" the module and one or more lost
communication DTCs stored in the offending module?
Yes
 Verify if the vehicle was recently in for this type of service. Otherwise, visually inspect the
related wiring harness for chafed, pierced, pinched, and partially broken wires and the wiring
harness connectors for broken, bent, pushed out, and corroded terminals. Repair as necessary.
No
 Go To 4.
4. VERIFY INTERMITTENT LOST COMMUNICATION DTC - OFFENDING MODULE
Is there more than one ECU with stored DTCs "Logged Against" the module and NO lost
communication DTCs stored in the offending module?
Yes
 Check for a TSB related to this offending module.
No
 Go To 5.
5. VERIFY INTERMITTENT LOST COMMUNICATION DTC - REPORTING MODULE
Is there ONLY ONE ECU with stored DTCs "Logged Against" the module?
Yes
 Check for a TSB related to the module that set this DTC.
No
 Verify if the vehicle was recently in for this type of service. Otherwise, visually inspect the
related wiring harness for chafed, pierced, pinched, and partially broken wires and the wiring
harness connectors for broken, bent, pushed out, and corroded terminals. Repair as necessary.
2012 ACCESSORIES AND EQUIPMENT Convergence Telematics Module - Electrical Diagnostics - Fiat 500
Convergence Telematics Module - Electrical Diagnostics - Fiat 500

DTC Description
B1004-01 DEVICE HALTED
B1005-96 INTERNAL ERROR - FLASH MEMORY ERROR
B1006-00 INTERNAL ERROR - BLUETOOTH CHIPSET ERROR
B1007-00 INTERNAL ERROR - USB UNAVAILABLE
B1008-13 BATTERY SUPPLY VOLTAGE - CIRCUIT OPEN

B1004-01-DEVICE HALTED
WHEN MONITORED:
Continuously with the ignition on.
SET CONDITION:
The DTC will set if the temperature inside the Convergence Telematics Module (CTM) exceeds its operating
temperature of 75°C (167°F) or the input voltage is above 16 volts for greater than 3 seconds.
POSSIBLE CAUSES
Possible Causes
HIGH TEMPERATURE FAILURE
OVERVOLTAGE FAILURE
DIAGNOSTIC TEST
1. VERIFY THAT DTC B1004-01-DEVICE HALTED IS ACTIVE

1. With the scan tool, erase the CTM DTCs.
2. Start the engine and allow the engine to reach normal operating temperature.
3. If the vehicle has been in the hot sunlight or extreme cold, move the vehicle indoors and open the
doors to allow the inside temperature to stabilize.
4. The CTM should operate between -39°C and 75°C (-38°F and 167°F).
5. With the scan tool, read the CTM DTCs.
Does the scan tool display: B1004-01-DEVICE HALTED as active?
Yes
 Turn the ignition off and allow the Convergence Telematics Module (CTM) to cool.
No
Go To 2.

2. CHECK FOR POWERTRAIN CONTROL MODULE (PCM) DTCS

1. Using the scan tool, read the active PCM DTCs.
Are there any battery or charging system DTCs?
Yes
 Refer to 1.4L NON-TURBO ENGINE (CODE EAB) - DIAGNOSTIC CODE INDEX or

1.4L NON-TURBO ENGINE (CODE EAJ) - DIAGNOSTIC CODE INDEX and perform
the appropriate diagnostic procedure .
No
Go To 3.
3. TEST FOR AN INTERMITTENT CONDITION
1. With the scan tool, erase the CTM DTCs.
2. Start the engine and allow the engine to idle for two minutes.
3. With the scan tool, read the CTM DTCs.
Does the scan tool display: B1004-01-DEVICE HALTED as active?
Yes
 Replace the Convergence Telematics Module (CTM) in accordance with the Service
Information. Refer to MODULE, CONVERGENCE TELEMATICS, REMOVAL .

No
B1005-96-INTERNAL ERROR - FLASH MEMORY ERROR
WHEN MONITORED:
SET CONDITION:
The Convergence Telematics Module (CTM) detects an internal failure.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. REPLACE THE CONVERGENCE TELEMATICS MODULE (CTM)

1. When this DTC is active, replace the Convergence Telematics Module (CTM).
Repair
 Replace the Convergence Telematics Module (CTM) in accordance with the Service
Information. Refer to MODULE, CONVERGENCE TELEMATICS, REMOVAL .
B1006-00-INTERNAL ERROR - BLUETOOTH CHIPSET ERROR
WHEN MONITORED:

SET CONDITION:
This DTC will set if the phone is not compatible with the Blue & Me™ system.
POSSIBLE CAUSES
Possible Causes
CELL PHONE COMPATIBILITY
CONVERGENCE TELEMATICS MODULE
DIAGNOSTIC TEST

1. Using the scan tool, record and erase the CTM DTCs.
3. Attempt to pair the phone in accordance with the owner's manual.
4. Using the scan tool, read the active CTM DTCs.
Does the scan tool display active: B1006-00-INTERNAL ERROR - BLUETOOTH CHIPSET
ERROR?
Yes
 Go To 2.
No

2. CHECK THE CELL PHONE COMPATIBILITY

1. Using a reference guide verify the phone is compatible with the system.
Does the phone appear as compatible on the reference list?
Yes
Refer to MODULE, CONVERGENCE TELEMATICS, REMOVAL .
No
 Test complete, the cell phone is not currently compatible with the Blue & Me™ system.
B1007-00-INTERNAL ERROR - USB UNAVAILABLE
WHEN MONITORED:
SET CONDITION:
This DTC will set if the USB bus goes into an overcurrent condition. The overcurrent condition can be caused
by a fault on the USB bus or by connecting a USB device that requires more that 1.2 amps.
POSSIBLE CAUSES
Possible Causes
FAULTY USB DEVICE
CONVERGENCE TELEMATICS MODULE
DIAGNOSTIC TEST
NOTE: Use a known good USB device to perform the following tests.
3. Connect a known good USB device into the USB port.
Does the scan tool display active: B1007-00-INTERNAL ERROR - USB UNAVAILABLE?
Yes
 Go To 2.
No
Test complete.

2. CHECK THE CONNECTORS AND HARNESS

3. Disconnect the USB port connector.
4. Inspect the connectors and harness between the USB port and the CTM.
Are there any issues with the harness or connectors?
Yes
 Repair or replace as needed.

No
Refer to MODULE, CONVERGENCE TELEMATICS, REMOVAL .
B1008-13-BATTERY SUPPLY VOLTAGE - CIRCUIT OPEN
POSSIBLE CAUSES
Possible Causes
FUSED B (+) CIRCUIT OPEN OR SHORTED
DIAGNOSTIC TEST

Does the scan tool display active: B1008-13-BATTERY SUPPLY VOLTAGE - CIRCUIT OPEN?
Yes
 Go To 2.
No



Yes
No
 Repair the open or short in the Fused B(+) circuit.

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

Yes
 Refer to U0019-87-CAN B BUS - NO SIGNAL and perform the U0019-87-CAN B BUS -

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

Yes
No
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
BODY CONTROL MODULE
DIAGNOSTIC TEST

Is this DTC active?

Yes
 Go To 2.
No
Go To 3.


Yes
No

was set.
Yes
No
 Test complete.
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
No
WHEN MONITORED:
Instrument Panel Cluster (IPC) is configured correctly.
SET CONDITION:
Whenever the communication data sent over the CAN BUS from the Instrument Panel Cluster (IPC) is missing
POSSIBLE CAUSES
Possible Causes
INSTRUMENT PANEL CLUSTER
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 2.
No
Go To 3.


Yes
 Replace and program the Instrument Panel Cluster (IPC) in accordance with the Service
Information. Refer to REMOVAL .
No

was set.
Yes
No
 Test complete.
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Instrument Panel Cluster (IPC) for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
INSTRUMENT PANEL CLUSTER (IPC) POWER AND GROUND

DIAGNOSTIC TEST

Does the scan tool display: U1703-87-LOST COMMUNICATION WITH IPC?
Yes
 Refer to U1703-87-LOST COMMUNICATION WITH IPC and perform the U1703-87-

Lost Communication with IPC diagnostic procedure.
No
U1705-86-IMPLAUSIBLE DATA RECEIVED FROM RRM
WHEN MONITORED:
SET CONDITION:
Whenever the communication data sent over the CAN BUS from the Radio Receiver Module (RRM) is missing
POSSIBLE CAUSES
Possible Causes
RADIO RECEIVER MODULE (RRM)
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 2.
No
Go To 3.


Yes
 Replace and program the Radio Receiver Module (RRM) in accordance with the Service
Information. Refer to RADIO, REMOVAL .
No

was set.
Yes
No
 Test complete.
U1705-87-LOST COMMUNICATION WITH RRM
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Radio Receiver Module (RRM) for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
RADIO RECEIVER MODULE (RRM) POWER AND GROUND
DIAGNOSTIC TEST

Does the scan tool display: U1705-87-LOST COMMUNICATION WITH RRM?
Yes
 Refer to U1705-87-LOST COMMUNICATION WITH RADIO and perform the U1705-

87-Lost Communication with RRM diagnostic procedure.
No
2012 ACCESSORIES AND EQUIPMENT Electronic Control Modules - Service Information - Fiat 500
Electronic Control Modules - Service Information - Fiat 500
STANDARD PROCEDURE
MODULE REPLACEMENT AND PROGRAMMING ORDER GUIDE
Match the Module(s) being replaced with the column repair condition that applies to the repair being performed.
NOTE: When programming the keys, all keys must be present at the time of
programming.
MODULE REPLACEMENT GUIDE (BCM, FOBIKs, PCM)

Module
View Of Condition Condition Condition Condition Condition Condition Condition
1 2 3 4 5 6 7
BCM New New Existing Existing New Existing Existing
Ignition key and
New Existing New Existing Existing Existing New
FOBIKs
PCM New New Existing New Existing New New
PROGRAMMING
ASSOCIATED MODULE MISC. FUNCTION
ORDER
Connect Connect Run the
Connect Connect Connect Connect
BCM to the BCM to the BCM
BCM to the BCM to the PCM to the PCM to the
vehicle and vehicle and "Program
1 vehicle and vehicle and vehicle and vehicle and
cycle the cycle the Keys"
cycle the cycle the cycle the cycle the
key on for 5 key on for 5 Misc.
key on key on key on key on
seconds seconds Function*
Run the Run the Run the
Connect Connect
BCM BCM BCM
PCM to the PCM to the
"Program "Program "Program
2 vehicle and vehicle and ---- ----
Keys" Keys" Keys"
cycle the cycle the
Misc. Misc. Misc.
key on key on
Function* Function* Function*
Run the
BCM
"Program
3 ---- ---- ---- ---- ---- ----
Keys"
Misc.
Function*
PROGRAMMING KEYS TO THE BCM
NOTE: Key, Fobs and BCM can only be ordered through the dealer parts department.
The Body Control Module (BCM) may be programmed to recognize up to a total of eight key fobs. When
replacing or adding a key fob, the replacement/additional key fob must be ordered through your parts
department by VIN. The new key will arrive within 24 hours cut to match the door lock cylinder in the vehicle
for which it will be used. Once the new key fob arrives, the BCM must be programmed to recognize it as a valid
key fob. When programming a FOBIK it may be necessary to have the vehicle Electronic ID. Follow the
instructions on the scan tool screen.
WARNING: All key fobs to be used on this vehicle must be present with the vehicle
when programming a new key. Every key must be reprogrammed at this
time. Any key not reprogrammed at this time will be locked out from that
BCM forever and will no longer function.

2. With the scan tool select BCM.
3. With the scan tool select; "Misc. Functions" "Erase and Program Keys".
4. Press "Continue" and follow the instructions on the screen.
NOTE: The 5 digit Electronic ID must be entered when running this procedure. The
Electronic ID can be found on the customer owned "Electronic ID card" or in the
DealerCONNECT -> Parts section.
PROGRAM THE BCM (BODY CONTROL MODULE)
NOTE: When replacing the BCM, the BCM must be ordered through the parts
department by VIN. The new BCM will arrive within 24 hours.
When replacing any module, note the replacement and programming order. For more information, refer to
MODULE REPLACEMENT AND PROGRAMMING ORDER GUIDE .
NOTE: All keys must be present when programming the keys to the BCM, any keys that
are not present when programming the BCM will never be able to be
programmed to any BCM again.
1. Cycle ignition on (this will also re-sync the key Fob and BCM).
2. Check vehicle for DTC's.
3. Clear all stored DTC's.
4. Turn car OFF then ON and confirm DTC's are gone.
5. Manually (not with key fob) Lock/Unclock the driver door. This will allow BCM to learn the lock status.
6. For more information on programming the keys, refer to STANDARD PROCEDURE.
If required, continue to programming the next module.
PROGRAM THE IPC (INSTRUMENT PANEL CLUSTER)

1. Connect the scan tool.

2. Check vehicle for DTC's.
3. Clear all stored DTC's.
4. Turn car OFF then ON and confirm DTC's are gone.
5. From the Vehicle View, Click on the IPC icon >> Misc. Functions >> Proxi Configuration
PROGRAM THE CTM (CONVERGENCE TELEMATICS MODULE)
When replacing any module, note the replacement and programming order. For more information, refer to
MODULE REPLACEMENT AND PROGRAMMING ORDER GUIDE.
After verifying the proper replacement and programming order, follow the steps below to program the CTM.

2. Check vehicle for DTCs.
3. Clear all stored DTCs.
4. Turn car OFF then ON and confirm DTCs are gone.
5. Go to CTM >> Misc. Functions >> Proxi Alignment
PROGRAM THE PCM (POWERTRAIN CONTROL MODULE)

5. Go to PCM >> Select the Miscellaneous Functions tab and perform the Reset ECU routine.
PROGRAM THE RADIO

5. Go to Radio >> Misc. Functions >> Proxi Alignment.

PROGRAM THE TPM (TIRE PRESSURE MONITOR MODULE)

5. Go to TPM >> Misc. Functions >> Proxi Alignment.
COMMUNICATION
DESCRIPTION
DESCRIPTION
voltage and is referred to as the CAN Low or CAN bus (-) wire. When Monitored:
OPERATION
OPERATION
The Controller Area Network (CAN) data bus allows all electronic modules or nodes connected to the bus to
share information with each other. Regardless of whether a message originates from a module on the lower
speed CAN-Interior (also known as CAN Interior High Speed/IHS) bus or on the higher speed CAN-C bus, the
message structure and layout is similar, which allows the Body Control Module (BCM) to process and transfer
messages between the CAN buses. The BCM also stores a Diagnostic Trouble Code (DTC) for certain bus
network faults.
All modules (also referred to as nodes) transmit and receive messages over one of these buses. Data exchange
between nodes is achieved by serial transmission of encoded data messages. Each node can both send and
receive serial data simultaneously. Each digital 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 node uses
arbitration to sort the message priority if two competing messages are attempting to be broadcast at the same
time.
Components The components connected to the CAN-C network are:
 BCM (Body Computer Module)

 BSM (braking System Module)
 MTA (Manual Transmission Automated), if equipped.
 EPS (Electric Power Steering), if equipped.
 ECM (Engine Control Module)
 YRS (Yaw Rate Sensor), if equipped.
Components The components connected to the CAN-B network are:
 BCM (Body Computer Module)

 IPC (Instrument Panel Cluster)
 ECC (Electronic Climate Control), if equipped.
 CTM (Convergence Telematic Module), if equipped.
 SDM (Sensing and Diagnostic Module)
 PAM (Parking Aid Module), if equipped.
 RRM (Radio Receiver Module), if equipped.
CONNECTOR, DATA LINK

DESCRIPTION
DESCRIPTION
Fig. 1: Data Link Connector (DLC)

The Data Link Connector (DLC) (1) is a 16-way molded plastic connector insulator on a dedicated take out of
the instrument panel wire harness. This connector is located at the lower edge of the instrument panel, outboard
of the steering column. The connector insulator is retained by integral snap features within a rectangular cutout
in a mounting bracket located just under the lower edge of the instrument panel, directly above the hood release.
OPERATION
OPERATION
The Data Link Connector (DLC) is an industry-standard 16-way connector that permits the connection of a
diagnostic scan tool to the Controller Area Network (CAN) data bus for interfacing with, configuring, and
retrieving Diagnostic Trouble Code (DTC) data from the electronic modules that reside on the data bus network
of the vehicle.
MODULE, A/C AND HEATER

DESCRIPTION
DESCRIPTION
Fig. 2: A/C Heater Module, Integral Electrical Connector Receptacle & Three Mounting Tabs
The A/C heater module (1) is a microprocessor designed to operate the heating and A/C system through
hardwired circuits. The A/C heater module has a plastic housing with one integral electrical connector
receptacle (2) and three mounting tabs (3).
The A/C heater module is located on the right side of the HVAC housing.
OPERATION
OPERATION
The A/C heater module utilizes integrated circuitry and programming to control the electronic functions and
features of the Manual Temperature Control (MTC) heating and A/C system.
The A/C heater module receives the following request information from the A/C heater control over hardwired
circuits:
 A/C Request
 Heating A/C System On/Off
 Recirculation Air Request
The A/C heater module monitors and controls the following over hardwired circuits:
 A/C Clutch Request

 Evaporator Temperature
 Recirculation Door Position
The A/C heater module is diagnosed using a scan tool. Prior to replacing an A/C heater module, run the
calibration procedure to verify that the concern is not an air door calibration issue. Refer to STANDARD
PROCEDURE .
The A/C heater module cannot be adjusted or repaired and must be replaced if inoperative or damaged.
REMOVAL
REMOVAL
NOTE: Air inlet housing removed from view for clarity.
Fig. 3: Wire Harness Connector, A/C Heater Module, HVAC Housing, Lower Module Retaining Screw

2. Remove the glove box. Refer to GLOVE BOX, INSTRUMENT PANEL, REMOVAL .
3. Disconnect the wire harness connector (4) from the A/C heater module (2), located on the right side of the
HVAC housing (5).
NOTE: Use a flexible drive socket to remove the lower module retaining screw (3).
4. Remove the three screws (upper 1 and lower 3) that secure the A/C heater module to the housing and
remove the module.
INSTALLATION
INSTALLATION
NOTE: Air inlet housing removed from view for clarity.

Fig. 4: Wire Harness Connector, A/C Heater Module, HVAC Housing, Lower Module Retaining Screw
1. Position the A/C heater module (2) to the right side of the HVAC housing (5).
NOTE: Use a flexible drive socket to remove the lower module retaining screw (3).
2. Install the three retaining screws (1 and 3) that secure the module to the housing. Tighten the screws to
0.8 N.m (7 in. lbs.).
3. Connect the wire harness connector (4) to the A/C heater module.
4. Install the glove box. Refer to GLOVE BOX, INSTRUMENT PANEL, INSTALLATION .
5. Reconnect the negative battery cable.
MODULE, ANTI-LOCK BRAKE SYSTEM

DESCRIPTION
DESCRIPTION
Fig. 5: Antilock Brake Module (ABM)

The Antilock Brake Module (ABM) is mounted to the Hydraulic Control Unit (HCU) and operates the ABS
system.
OPERATION
OPERATION
The primary functions of the Antilock Brake Module (ABM) are to:
 Monitor the Antilock Brake System (ABS) and Electronic Stability Control (ESC) for proper operation.
 Detect wheel locking or wheel slipping tendencies by monitoring the speed of all four wheels of the
vehicle.
 Control fluid modulation to the wheel brakes while the system is in ABS or traction control mode.
 Modulates fluid pressure to the wheel brakes to control vehicle yaw rate in ESC mode.
 Store diagnostic information.
 Provide communication to the scan tool while in diagnostic mode.
 Illuminate the amber ABS indicator in the instrument cluster.
 Illuminate the yellow ESC/BAS indicator in the instrument cluster (if equipped).
The ABM constantly monitors the ABS and ESC (if equipped) for proper operation. If the ABM detects a fault,
it will turn on the amber ABS and yellow ESC/BAS indicators and disable the ABS or ESC if so equipped. The
normal base braking system will remain operational at that time.
The ABM continuously monitors the speed of each wheel through the signals generated by the wheel speed
sensors to determine if any wheel is beginning to lock. When a wheel locking tendency is detected, the ABM
commands the ABM solenoid coils to actuate. The coils then open and close the valves in the HCU that
modulate brake fluid pressure in some or all of the hydraulic circuits. The ABM continues to control pressure in
individual hydraulic circuits until a locking tendency is no longer present.
REMOVAL
REMOVAL
Due to packaging and limited space it is necessary to remove and disassemble the Integrated Control Unit (ICU)
to service the Antilock Brake Module (ABM) on this vehicle. Refer to INTEGRATED CONTROL UNIT
(ICU), REMOVAL .
INSTALLATION
INSTALLATION
Due to packaging and limited space it is necessary to install the Antilock Brake Module (ABM) on the
Hydraulic Control Unit (HCU), then install the Integrated Control Unit (ICU) on the vehicle as an assembly.
Refer to INTEGRATED CONTROL UNIT (ICU), ASSEMBLY .
MODULE, BODY CONTROL

DESCRIPTION
DESCRIPTION
Fig. 6: Three Fasteners, BCM, Mounting Bracket

The Body Control Module (BCM) (2) for this vehicle is located within the instrument panel to the left of the
steering column. the BCM houses a small fuse block on the front of the module that house fuses for many of the
systems that the BCM supports. The main body of the BCM, including the mounts and the electrical
connections, are concealed within the instrument panel.
VEHICLE SYSTEMS SUPPORT
The electronic functions of the BCM supports or controls, include the following:
 Electric Backlight Control - The BCM monitors hard-wired inputs from the Electric BackLight (EBL)
switch to control timing and function of the electric backlight.
 Exterior Lighting Control - The BCM monitors electronic messages and hard-wired inputs from the
exterior lighting switch to provide lamp control.
 Front and Rear Wiper Control - The BCM monitors inputs from the front and rear wiper switch to
provide control of the either the front or rear wiper motors. The BCM also controls the intermittent wiper
feature of the front wiper system.
 Heated Seat Control - On vehicles equipped with optional heated seats, the BCM monitors hard-wired
inputs from the heated seat switches to control the ON/OFF functions of the heated seats.
 Interior Lighting Control - The BCM monitors hard-wired inputs from the interior lighting switch, the
door ajar switches, the liftgate ajar switch, and the reading lamp switches to provide courtesy lamp
control.
 Local Interface Network Master Module - The BCM is the master module for the LIN data bus on
vehicles equipped with a retractable convertible top (Cabrio). In this role it gathers information from the
power retractable top module and then either acts on that information directly or places electronic
messages on the CAN data bus for use by other modules
 Power Lock System Control - The BCM monitors inputs from the power lock switches to provide
control of the power lock motors through high side and low side driver outputs. This includes support for
rolling door locks (also known as automatic door locks), automatic door unlock, and a door lock inhibit
mode.
 Power Window System control - The BCM monitors inputs from the power window switches to provide
control of the power window motors.
 Remote Keyless Entry Support - The BCM supports the Remote Keyless Entry (RKE) system features,
including support for the RKE LOCK, UNLOCK (with optional driver-door-only unlock, and unlock-all-
doors), PANIC, audible chirp, optical chirp, illuminated entry modes, an RKE programming mode.
 Vehicle Theft Security System Control - The BCM monitors inputs from the door ajar switches, and the
intrusion module provides electronic horn and lighting request messages to the BCM for the appropriate
VTSS alarm output features.
 Washer System Control - The BCM monitors inputs from the power window switches to provide
control of the bi-directional pump for either the front or rear washer system.
In addition to vehicle system support, the BCM also monitors the following systems or sensors within the
vehicle, and transmits the information received over the Control Area Network (CAN) data bus to other
modules.
 A/C Signal Request

 Ambient Temperature Sensor
 Brake Fluid Level Sensor
 Cruise Control Switch
 Door Ajar Switch

 Fuel Level Sensor
 Steering Wheel Mounted Switches
The BCM also houses several relays used to control many of the features previously discussed in this
information. The relays controlled by the BCM are not serviceable, If any relay within the BCM becomes
damaged or ineffective, the entire assembly must be replaced. For more information, refer to MODULE,
BODY CONTROL, REMOVAL.
REMOVAL
REMOVAL
Fig. 7: Drivers Side Close Out Panel

1. Disconnect, and isolate the negative battery cable.

2. Remove the drivers side close out panel (1). Refer to PANEL, INSTRUMENT PANEL TRIM,
REMOVAL .
3. Remove the drivers side knee blocker (2). Refer to AIR BAG, KNEE BLOCKER, REMOVAL .
Fig. 8: Four Electrical Connectors & BCM

4. Remove the two fasteners, and remove the fuse box cover.
5. Disconnect the four electrical connectors (1) on the front side of the Body Control Module (BCM) (2).

6. Remove the three fasteners (1) that secure the BCM (2) to the mounting bracket (3); two on the top, and
one on the bottom.
7. Lift the BCM up far enough to clear the lower mounting point on the bracket.
NOTE: It will be necessary to position the bracket downward when removing the
BCM.
8. Pull the BCM forward and down to remove from the bracket.
9. Disconnect the two electrical connectors from the back, and remove the BCM from the vehicle.
INSTALLATION
INSTALLATION

1. Position the Body Control Module (BCM) (2) into the vehicle and connect the two electrical connectors
on the back of the module.
2. Position the BCM in the bracket (3).
NOTE: It will be necessary to position the bracket downward when installing the
BCM.
3. Install, and tighten the three fasteners (1) that secure the BCM to the mounting bracket; two on the top,
and one on the bottom.
Fig. 11: Four Electrical Connectors & BCM

4. Connect the four electrical connectors (1) on the front side of the BCM (2).
5. Position the fuse box cover; install the two fasteners, and tighten.
Fig. 12: Drivers Side Close Out Panel

6. Install the drivers side knee blocker (2). Refer to AIR BAG, KNEE BLOCKER, INSTALLATION .
7. Install the drivers side close out panel (1).
MODULE, CONVERGENCE TELEMATICS

DESCRIPTION
DESCRIPTION
Fig. 13: Convergence Telematics Module (CTM)

The convergence telematics module (CTM) is located behind the glove compartment and is attached to a
mounting bracket with three nuts.
Blue&Me™ based on Microsoft Auto ™ is a personal infotainment system which allows the use of
communication and entertainment applications, specially designed for use on cars. The Blue&Me™ system
installed on your car is equipped with hands-free, SMS message reader and Media Player, and it is preset for the
installation of additional services that will become available over time.
The Blue&Me™ system, fully integrated with voice commands, buttons on the steering wheel, car radio
controls and multifunctional display messages, allows you to interact with your Bluetooth® technology mobile
phone (even if you keep it in your pocket or bag) without having to take your eyes off the road or removing
your hands from the steering wheel. To use voice commands you are not required to train the voice recognition
system to recognize your voice.
STEERING WHEEL CONTROLS

Fig. 14: Phone Icon/Main

Speaker
Phone Icon/Main (2)
 Activate the Main Menu of Blue&Me™

 Confirm selected menu option
 Accept an incoming phone call
 Switch between two ongoing phone conversations (call waiting)
 Selection of message displayed
HANDS-FREE SYSTEM
The basic characteristic of this function is the hands-free function and voice recognition and Bluetooth®
technology. This system allows you to make and receive phone calls using voice commands or manual controls
on the steering wheel in complete safety, freedom and comfort while driving, in full compliance with the
requirements of the law.
Bluetooth® technology enables wireless connection between your mobile phone and the hands-free system
installed on your car.
To use the hands-free function, you need a Bluetooth® technology enabled mobile phone. This function allows
you to interact vocally with your mobile phone while driving, even if your mobile device does not feature this
capability. You can also interact with your mobile phone manually and visually using the steering wheel
controls and the control panel multifunctional display.
All the system functions are available within the Blue&Me™ Main Menu. When the car is not moving, you can
scroll through the menu using both the buttons on the steering wheel and voice commands. When you are
travelling, you can interact with Blue™ using buttons on the steering wheel or voice commands relevant only to
phone functions (LAST CALLS and PHONEBOOK) and the Media Player. To activate settings functions when
travelling you can only use voice commands.
The hands-free function enables the following operations:
 Calling a contact in the phonebook using voice commands

 Dialling a telephone number using voice commands
 Calling the sender of an SMS message
 Answer a call
 Conference Call
 Call waiting
 Refusing call
MEDIA PLAYER
The Blue&Me™ Media Player you can play, via the car sound system, the digital audio files stored on a USB
device by simply connecting it to the USB port located in the car.
In this way, you can play your personal music collections while you are driving.
The Media Player enables the following operations:
 Digital audio playback

 Audio selection by category
 Using the playback functions
NAVIGATION
For more information on the navigation system, refer to NAVIGATION UNIT, OPERATION .
OPERATION
OPERATION
The CTM communicates with the BCM, IPC and radio over the CAN-B bus. The CTM also communicates with
Bluetooth™ devices that may be paired to the system. A 32-pin connector provides hardwired circuits to the
radio, hands-free microphone, and USB and iPod® interface.
The audio output from the CTM is hardwired to the radio. The overhead microphone is connected to the CTM.
The CTM connects via Bluetooth™ protocol to a paired cell phone and sends the audio signal as a hardwired
output to the radio. The CTM also sends a mute command to the radio via the CAN-B bus to override other
audio signals. The hardwired audio output from the CTM is also used for the multimedia player input received
from the USB or AUX port.
The system is capable of recognizing the voice commands given, irrespective of gender, tone of voice and
intonation of the person giving the commands.
With this system you can also play your favorite music stored on a USB device and select tracks and playback
modes with both voice commands and buttons on the steering wheel.
The CTM and radio provide diagnostics of the telematics system. The radio performs self diagnostics, monitors
network communications, and stores fault codes related to the following conditions:
 Speaker output circuit open or shorted

 Antenna circuit open or shorted
 Internal error
 CAN-B bus off, or missing messages
 BCM faulty or missing message
 IPC faulty or missing message
 Radio faulty or missing message
The CTM performs self-diagnostics, monitors network communications, and stores fault codes related to the
following conditions:
 Electrical malfunction due to overvoltage or excessive temperature

 Internal memory error
 Bluetooth™ hardware or driver error
 USB hardware or driver error
 Fused battery supply circuit open
 CAN-B bus off, or missing messages
 BCM faulty or missing message
 IPC faulty or missing message
REMOVAL
REMOVAL
Fig. 15: Trim Stick, Instrument Panel & Control Panel


2. Using Trim Stick (special tool #C-4755, Trim Stick) or equivalent (3), disengage the retaining tabs that
secure the control panel (1) to the A/C heater control and remove the control panel from the instrument
panel (2).
Fig. 16: Center Trim Bezel

3. Using Trim Stick (special tool #C-4755, Trim Stick) or equivalent, disengage the retaining tabs to the
center trim bezel (1) and remove the bezel.
Fig. 17: Retainers & Passenger Side Silencer Panel

4. Remove the retainers (1) from the passenger side silencer panel (2).
Fig. 18: Glove Box

5. Remove the glove box. Refer to GLOVE BOX, INSTRUMENT PANEL, REMOVAL .
Fig. 19: Convergence Telematic Module (CTM) & Bracket Mounting Retainer
6. While holding the Convergence Telematic Module (CTM) (1), remove the bracket mounting retainer (2).
Fig. 20: Harness Connector

7. Disconnect the harness connector (1) from the CTM.

Fig. 21: Harness Clip, CTM Bracket & CTM

8. Disconnect the harness clip (1) from the CTM bracket (2) and remove the CTM (3).
INSTALLATION
INSTALLATION
Fig. 22: Harness Clip, CTM Bracket & CTM

1. Disconnect the harness clip (1) from the CTM bracket (2) and remove the CTM (3).
2. Position the Telematic Module (CTM) (3) under the instrument.
3. Connect the harness clip (1) to the CTM support bracket (2).
Fig. 23: Harness Connector

4. Connect the harness connector (1) to the CTM.
Fig. 24: Convergence Telematic Module (CTM) & Bracket Mounting Retainer
5. Align the CTM (1) bracket with the instrument panel bracket and install the retainer (2).
Fig. 25: Glove Box

6. Install the glove box assembly. Refer to GLOVE BOX, INSTRUMENT PANEL, INSTALLATION .
Fig. 26: Retainers & Passenger Side Silencer Panel

7. Install the passenger side silencer panel (2) and install the retainers (1).

8. Install the bezel (1), align the tabs up and firmly press into place.

9. Install the align the tabs for the A/C heater control and firmly press into place.
MODULE, PARK ASSIST

REMOVAL
REMOVAL

2. Remove the trim from the right quarter inner panel to access the park assist module (4), which is located
at the C-pillar. Refer to PANEL, QUARTER TRIM, REAR, REMOVAL .
3. Disconnect the three body wire harness connectors (2) from the park assist module connector receptacles.
4. Remove the fastener (1) that secures the module to the right quarter inner panel.
5. Slide the module upward far enough to disengage the lower mounting tab from the stamped pocket (3) in
the right quarter inner panel.
6. Remove the module from the vehicle.
INSTALLATION
INSTALLATION
1. Position the park assist module (4) to the right quarter inner panel, at the rear C-pillar.
2. Engage the lower mounting tab of the module into the stamped pocket (3) in the right quarter inner panel.
3. Secure the upper mounting tab of the module to the inner panel using fastener (1) and tighten securely.
4. Reconnect the three body wire harness connectors (2) to the module connector receptacles.
5. Reinstall the trim onto the right quarter inner panel. Refer to PANEL, QUARTER TRIM, REAR,
INSTALLATION .
MODULE, POWERTRAIN CONTROL (EAB)

DESCRIPTION
DESCRIPTION
Fig. 31: PCM, Retainers, Ground Strap & Nuts

The Powertrain Control Module (PCM) (2) is located in the engine compartment on the back of the battery tray.
REMOVAL
REMOVAL
Fig. 32: Engine Cover

1. Remove the engine cover (1).

Fig. 33: PCM Electrical Connectors

2. Disconnect and remove the battery (Refer to REMOVAL ).

3. Disconnect the Powertrain Control Module (PCM) electrical connectors (1 and 2).
Fig. 34: Battery Tray, Connectors, Retainers, Nut & Bolts

4. Disengage two starter wire harness retainers (6) from the battery tray (3).
5. Disengage two engine wire harness retainers (4) from the battery tray (3).
6. Disengage the engine wire harness connector (2) from the battery tray (3) and reposition the wire harness.
7. Remove the nut (5) and two bolts (1).

8. Open the two wire harness retainers (3) and reposition the wire harness.
9. Remove the battery tray with the PCM (2) attached.
10. Remove the four nuts (1) with ground strap (4) and remove the PCM (2) from the battery tray.
INSTALLATION
INSTALLATION

1. Install the PCM (2) to the battery tray with four nuts (1) and ground strap (4). Tighten nuts (1) to 5 N.m
(44 in. lbs.).
2. Position the battery tray and PCM in the vehicle. Route the wire harness and close the wire harness
retainers (3).

3. Install the battery tray (3) with one nut (5) and two bolts (1). Tighten all three fasteners to 25 N.m (18 ft.
lbs.).
4. Engage the engine wire harness connector (2) to the battery tray (3).
5. Engage two engine wire harness retainers (4) to the battery tray (3).
6. Engage two starter wire harness retainers (6) to the battery tray (3).

7. Connect the Powertrain Control Module (PCM) electrical connectors (1 and 2).

8. Install the battery (Refer to INSTALLATION ).
NOTE: If the original Vehicle Identification Number (VIN) and original vehicle
mileage is not programed into the PCM, a Diagnostic Trouble Code (DTC)
may be set.
9. If installing a new PCM, use a diagnostic scan tool to reprogram the new PCM with the vehicles original
VIN and mileage.
10. Install the engine cover (1).
MODULE, POWERTRAIN CONTROL (EAJ)

DESCRIPTION
DESCRIPTION
Fig. 40: Powertrain Control Module (PCM)

The Powertrain Control Module (PCM) (1) is located in the engine compartment on the side of the battery tray.
REMOVAL
REMOVAL
Fig. 41: Powertrain Control Module (PCM) Electrical Connectors

1. Disconnect and remove the battery (Refer to REMOVAL ).

2. Disconnect the Powertrain Control Module (PCM) electrical connectors (1 and 2).

3. Remove the four nuts (2) with ground strap (3) and remove the PCM (1) from the battery tray.
INSTALLATION
INSTALLATION

1. Install the Powertrain Control Module (PCM) (1) to the battery tray with four nuts (2) and ground strap
(3). Tighten nuts (2) to 5 N.m (44 in. lbs.).
Fig. 44: Powertrain Control Module (PCM) Electrical Connectors

3. Install the battery (Refer to INSTALLATION ).
NOTE: If the original Vehicle Identification Number (VIN) and original vehicle
mileage is not programed into the PCM, a Diagnostic Trouble Code (DTC)
may be set.
4. If installing a new PCM, use a diagnostic scan tool to reprogram the new PCM with the vehicles original
VIN and mileage.
MODULE, TRANSMISSION CONTROL (EAJ, DDG)

REMOVAL
REMOVAL
Fig. 45: Bolts & Electronic Control Unit Protection Cover

1. Remove the bolts (1) and reposition the electronic control unit protection cover (2).
Fig. 46: Electrical Connection, Nuts, Mounting Bracket & Electrohydraulic Selection Gearbox
Electronic Control Unit
2. Disconnect the electrical connection (2) for the electrohydraulic selection gearbox electronic control unit.
3. Remove the nuts (4) and remove the mounting bracket (3).
4. Remove the electrohydraulic selection gearbox electronic control unit (1).
INSTALLATION
INSTALLATION
Fig. 47: Electrical Connection, Nuts, Mounting Bracket & Electrohydraulic Selection Gearbox Electronic
Control Unit
1. Install the electrohydraulic selection gearbox electronic control unit (1).

2. Install the mounting bracket (3) and install the nuts (4) then tighten.
3. Connect the electrical connection (2) for the electrohydraulic selection gearbox electronic control unit.
Fig. 48: Bolts & Electronic Control Unit Protection Cover

4. Reposition the electronic control unit protection cover (2) install the bolts (1) and tighten.
5. Only in the case of replacement, connect the Examiner and run the initialization procedure for the gear
engagement/selection positions and check that the engagement position travel is correct.
MODULE, TRANSMISSION CONTROL (EAB, DF1)

OPERATION
OPERATION
AISIN AW60T TRANSMISSION
The Transmission Control Module (TCM) controls all electronic operations of the transmission. The TCM
receives information regarding vehicle operation from both direct and indirect inputs, and selects the
operational mode of the transmission. Direct inputs are hard wired to, and used specifically by the TCM.
Indirect inputs are shared with the TCM via the vehicle communication bus.
Some examples of direct inputs to the TCM are:
 Battery (B+) voltage

 Ignition "ON" voltage
 Transmission Range Sensor
 Pressure Switches
 Transmission Temperature Sensor
 Input Speed Sensor
 Output Speed Sensor
Some examples of indirect inputs to the TCM are:
 Engine/Body Identification
 Manifold Pressure
 Throttle position
 Engine Coolant Temperature
 Scan Tool Communication
Based on the information received from these various inputs, the TCM determines the appropriate shift schedule
and shift points, depending on the present operating conditions and driver demand. This is possible through the
control of various direct and indirect outputs.
Some examples of TCM direct outputs are:
 Solenoids.
Some examples of TCM.indirect outputs are:
 Transmission Temperature (to PCM).

 PRNDL Position (to cluster/CCN).
In addition to monitoring inputs and controlling outputs, the TCM has other important responsibilities and
functions:
 Storing and maintaining Clutch Volume Indexes (CVI).

 Storing and selecting appropriate Shift Schedules.
 System self-diagnostics.
 Diagnostic capabilities (with scan tool).
TRANSMISSION SHIFT FUNCTION

Temperature Sump Action
Extreme
Below -20°C (-4°F) Park, Reverse, Neutral, 3rd Gear (no lock-up)
Cold
Park, Reverse, Neutral, up to 4th gear (No Over drive and
Super Cold Below -10°C (14°F)
No lock-up)
Park, Reverse, Neutral, up to 4th gear (No Over drive and
Cold Below 5°C (41°F)
No lock-up)
Warm Below 25°C (77°F) No lock-up, up to 6th gear
Between 25°C - 140C (77 -
Hot Normal operation
284°F)
Overheat Above 140°C (284°F) Enlarge the lock-up area to reduce the heat generation.
STANDARD PROCEDURE
STANDARD PROCEDURE - TCM QUICK LEARN
The quick learn procedure requires the use of the scan tool. For scan tool step by step instructions, reference the
appropriate ECM/PCM/TCM Programming document, Quick Learn information .
This program allows the electronic transmission system to recalibrate itself. This will provide the proper
transmission operation. The quick learn procedure should be performed if any of the following procedures are
performed:
 Transmission Assembly Replacement.

 Transmission Control Module Replacement.
 Clutch Plate and/or Seal Replacement.
 Valve Body Replacement or Recondition.
To perform the Quick Learn Procedure, the following conditions must be met:
 The brakes must be applied.

 The engine speed must be above 500 RPM.
 The throttle angle (TPS) must be less than 3 degrees.
 The shift lever position must stay in PARK until prompted to shift to overdrive.
 The shift lever position must stay in overdrive after the Shift to Overdrive prompt until the scan tool
indicates the procedure is complete.

 The calculated oil temperature must be above 60° and below 200°.
REMOVAL
REMOVAL
Fig. 49: Transmission Control Module (TCM)

1. Remove the battery tray. Refer to TRAY, BATTERY, REMOVAL .

2. Disconnect the electrical connections from the Transmission Control Module (TCM).
3. Remove the fastener and disconnect the manual shift lever from the TCM (1).
NOTE: Do not turn the shaft more than 60 degrees from the marking, otherwise
damage may occur.
Fig. 50: TCM Markings

4. Retain the position of the TCM markings (1).
Fig. 51: Fasteners

NOTE: Do not apply any lateral pressure when removing the TCM as damage to
the connector pins could occur.
5. Remove the fasteners and carefully remove the TCM by pulling straight up.
INSTALLATION
INSTALLATION
Fig. 52: Connector Area

1. Clean any debris or contaminants to the connector area.
Fig. 53: Transmission Control Module

2. Use the positive locating feature on the electrical connector to orient the Transmission Control Module
(TCM) prior to installation.
Fig. 54: Fasteners

3. Install the TCM, tighten the fasteners to 25 N.m (18 ft. lbs.).
Fig. 55: TCM Markings

NOTE: Do not turn the shaft more than 60 degrees to the marking, otherwise
damage may occur.
4. Be sure to match the position of the TCM markings (1).

Fig. 56: Transmission Control Module (TCM)

5. Connect the manual shift lever to the TCM (1), tighten the fastener to 16 N.m (12 ft. lbs.)
6. Connect the electrical connections to the TCM.
7. Install the battery tray. Refer to TRAY, BATTERY, INSTALLATION .
8. Reprogram the TCM. Refer to AW60T TCM PROGRAMMING PROCEDURE (CODE EAB) .
MODULE, VEHICLE TRACKING

DESCRIPTION
DESCRIPTION
The Vehicle Tracking Module (VTM) is an electronic module responsible for monitoring vehicle position and
for communication with a Service Provider (SP). The VTM informs the Service Provider, basically, about
vehicle position and speed. The SP sends requests to VTM to maintain the status of the vehicle unblocked or
blocked.
Fig. 57: Vehicle Tracking Module (VTM)

The Vehicle Tracking Module (VTM) (1) is located underneath the instrument panel above the steering column.
The VTM is mounted to the HVAC unit and the instrument panel support beam.
Fig. 58: Backup Battery Access Cover, Vehicle Theft Module (VTM), VTM Mounting Bracket &
Mounting Bracket Retainers
The VTM is made up of several components:
 Backup battery access cover (1)

 Vehicle Theft Module (VTM) (2)
 VTM Mounting bracket (3)
 VTM to mounting bracket retainers (4)
 VTM backup battery (5)
 Service Provider Subscriber Identity Module (SIM) card (6)
OPERATION
OPERATION
In normal operation, the Body Control Module (BCM) will request from Vehicle Tracking Module (VTM) a
code status request, using the CAN B network each time the ignition is cycled from off to on. The VTM at each
request will send a code status response using the CAN B network back to the BCM. If the the vehicle is stolen
the owner contacts the Service Provider and requests that the vehicle be Blocked. The Service Provider sends a
Blocking command to the VTM. The VTM stores the Block command in memory. The next time the ignition is
cycled from off to on, the BCM requests a code status from the VTM. The VTM will respond with a Block
status message back to BCM and the engine will not start. In addition to preventing the vehicle from starting,
the VTM will also send a GPS signal back to the Service Provider with it current position. If the battery is
disconnected the VTM has an internal back up battery to power the module for several hours.
Once the vehicle is recovered, the owner contacts the Service Provider and requests that the vehicle be
Unblocked. The Service Provider sends an Unblocking command to the VTM. The VTM stores the Unblock
command in memory. The next time the ignition is cycled from off to on, the BCM requests a code status from
the VTM. The VTM will respond with an Unblock status message back to BCM and the engine will be allowed
to start.
REMOVAL
BACKUP BATTERY


2. Remove the Vehicle Tracking Module (VTM) (1) from the vehicle. Refer to VEHICLE TRACKING
MODULE (VTM).
Fig. 60: Backup Battery Cover

3. Remove the backup battery cover (1).

Fig. 61: Backup Battery

4. Position the backup battery (1) next to the VTM leaving the backup battery connected.
Fig. 62: Connector End

NOTE: Do not pull on the wires to disconnect the connector from the VTM doing
so will damage VTM or the battery connector.
5. Grab the backup battery connector by the connector end (1) and gently wiggle back and forth while
pulling up.
To replace the SUBSCRIBER IDENTIFICATION MODULE (SIM) CARD. Refer to SUBSCRIBER

IDENTIFICATION MODULE (SIM) CARD.
SUBSCRIBER IDENTIFICATION MODULE (SIM) CARD


2. Remove the Vehicle Tracking Module (VTM) (1) from the vehicle. Refer to MODULE, VEHICLE
TRACKING, REMOVAL.

3. Remove the backup battery (1). Refer to BACKUP BATTERY.

Fig. 65: SIM Card Holder

4. Slide the SIM card holder (1) forward to unlock.
Fig. 66: SIM Card & VTM SIM Card Holder

5. Pull the SIM card (2) out of the VTM SIM card holder (1).

Fig. 67: Instrument Panel Cover


2. Remove the instrument panel cover (1). Refer to COVER, INSTRUMENT PANEL, REMOVAL .
Fig. 68: Vehicle Tracking Module (VTM) Nut, VTM Bracket Retainer, VTM Electrical Connector
& VTM
3. Remove the Vehicle Tracking Module (VTM) nut (1) to evaporator.

4. Remove the VTM bracket retainer (2) to the instrument panel support brace.
5. Rotate the VTM to disconnect the VTM electrical connector (3).
6. Remove the VTM (4) from the vehicle.
Fig. 69: VTM & Mounting Bracket Retainers

7. Remove the VTM (1) mounting bracket retainers (2) and separate the VTM from the bracket.
NOTE: If replacing the VTM BACKUP BATTERY or the SUBSCRIBER IDENTIFICATION

MODULE (SIM) CARD. Refer to BACKUP BATTERY or SUBSCRIBER
IDENTIFICATION MODULE (SIM) CARD.
INSTALLATION
BACKUP BATTERY
Fig. 70: Connector End

1. Connect the backup battery connector (1) to the Vehicle Tracking Module (VTM).

2. Place the backup battery (1) into the VTM, be sure that the backup battery wires are not under the backup
battery or in a position to be pinched by the backup battery cover.
Fig. 72: Backup Battery Cover

3. Install the backup battery cover (1).


4. Install the VTM (1) to the vehicle. Refer to VEHICLE TRACKING MODULE (VTM).
SUBSCRIBER IDENTIFICATION MODULE (SIM) CARD
Fig. 74: SIM Card & VTM SIM Card Holder

NOTE: The contacts of the SIM card have to be facing the module when locked into
position, if not the VTM with not function correctly and will produce a code.
NOTE: Verify the location of the notch (3) on the SIM card, the SIM card holder will not
lock if the SIM card is installed incorrectly.
1. Install the SIM card (2) into the Vehicle Tracking Module (VTM) SIM card holder (1).
Fig. 75: SIM Card Holder

2. Move the SIM card holder (1) forward to lock the SIM holder.

3. Install the backup battery (1) into the VTM. Refer to BACKUP BATTERY.

4. Install the Vehicle Tracking Module (VTM) (1) into the vehicle. Refer to VEHICLE TRACKING
MODULE (VTM).
Fig. 78: VTM & Mounting Bracket Retainers

1. Set the Vehicle Tracking Module (VTM) into the bracket.

2. Install the VTM (1) mounting bracket retainers (2).
Fig. 79: Vehicle Tracking Module (VTM) Nut, VTM Bracket Retainer, VTM Electrical Connector
& VTM
3. Connect the VTM electrical connector (3) to the VTM (4).

4. Position the VTM assembly (4) to the evaporator case and instrument panel support brace.
5. Install the VTM bracket retainer (2) to the instrument panel support brace.
6. Install the Vehicle Tracking Module (VTM) nut (1) to evaporator.

7. Install the instrument panel cover. Refer to COVER, INSTRUMENT PANEL, INSTALLATION .
2012 ACCESSORIES AND EQUIPMENT Heated Glass - Service Information - Fiat 500
Heated Glass - Service Information - Fiat 500
DESCRIPTION
DESCRIPTION
CAUTION: Grid lines can be damaged or scraped off with sharp instruments. Care
should be taken when cleaning or removing foreign materials, decals or
stickers from the rear glass. Normal glass cleaning solvents or hot water
used with soft toweling is recommended.
Fig. 1: Rear Window Defogger System

The rear window defogger system, also known as the Electric Back Light (EBL) system, consists of two vertical
bus bars (1 and 2), linked by a series of grid lines (3), fired onto the inside surface of the rear window (4).
The EBL system is turned on or off by a switch located in the upper accessory switch pod in the instrument
panel. Refer to SWITCH, DEFOGGER, REAR, DESCRIPTION.
OPERATION
OPERATION
When equipped, the rear window defogger system (also know as the Electric Back Light (EBL) system) is
actuated by a momentary switch located in the accessory switch pod, in the instrument panel. When the rear
window defogger switch is pressed to on, a request signal is sent to the Body Control Module (BCM) to
energize the EBL relay located in the Power Distribution Center (PDC). When the EBL relay is energized,
fused battery current is directed to the rear window defogger grid lines. The grid lines heat the glass to help
clear the rear window of fog or frost.
An indicator lamp in the instrument cluster illuminates when the EBL system is on. The BCM contains the EBL
system control circuitry, including the timer logic.
NOTE: The EBL system turns off automatically after ten minutes of initial operation.
Each following activation cycle of the EBL system will last five minutes.
The EBL system automatically turns off after an initial programmed time interval of about ten minutes, as long
as the ignition is left in the Run position. If the rear window defogger switch is pressed to on again after the
initial time interval has expired, the EBL system will automatically turn off after about five minutes. The EBL
system will also turn off if the ignition is set to any position other than Run, or by manually pressing the rear
window defogger switch a second time.
Repair of the rear window defogger grid lines, bus bars, terminals or pigtail wires can be accomplished using
the Mopar® Rear Window Defogger Repair Kit (Part Number 04549275) or equivalent. Refer to GRID,
DEFOGGER, REAR, STANDARD PROCEDURE.

DIAGNOSIS AND TESTING - ELECTRIC BACK LIGHT (EBL) SYSTEM
NOTE: Illumination of the rear window defogger indicator lamp in the instrument
cluster does not necessarily mean that electrical current is reaching the rear
window glass heating grid.
NOTE: See appropriate Wiring Information for circuit descriptions and diagrams.
Operation of the EBL system can be confirmed by the following:
Fig. 2: Rear Window Glass Grid Test

NOTE: Typical heated rear window glass shown in illustration.
1. Use a scan tool and check for Diagnostic Trouble Codes (DTCs) related to the Body Control Module
(BCM) and the lower accessory switch bank. If no DTCs are found, go to step 2. If any DTCs are found,
repair as required.
2. Turn the ignition to RUN and press the rear window defogger switch to on. Rear window defogger
operation can be checked by feeling the surfaces of the rear window glass. A distinct difference in
temperature between the grid lines (5) and the adjacent clear glass should be detected within three to four
minutes of operation.
3. If a temperature difference is not detected, use a 12 volt Direct Current (DC) voltmeter and contact the
rear glass heating grid terminal A (1) with the negative lead, and terminal B (2) with the positive lead.
The voltmeter should read battery voltage. If the voltmeter does not read battery voltage, check the
following:
 Confirm the ignition is in RUN.
 Confirm the rear window defogger switch is on.
 Confirm the EBL feed wire (3) is connected to the heating grid positive terminal and that there is
continuity between the heating grid and the EBL relay in the Power Distribution Center (PDC).
 Confirm the EBL ground wire (6) is connected to the heating grid negative terminal and that there
is continuity to ground.
 Confirm the EBL relay in the PDC is operational. See appropriate Wiring Information.
4. If broken defogger grid lines or bus bars are suspected, use a 12 volt DC voltmeter and contact terminal A
with the negative lead and each rear glass heating grid line at its mid-point C (4) with the positive lead.
The voltmeter should read approximately 6 volts at each grid line mid-point. If the voltmeter does not
read approximately 6 volts, repair the open grid line(s) or bus bar(s). Refer to GRID, DEFOGGER,
REAR, STANDARD PROCEDURE.
5. If the EBL system operation has been verified but the rear window defogger indicator in the instrument
cluster does not illuminate, replace the instrument cluster. Refer to REMOVAL .
GRID, DEFOGGER, REAR

STANDARD PROCEDURE
STANDARD PROCEDURE - GRID LINE AND TERMINAL REPAIR
WARNING: Materials contained in the Repair Kit (Part Number 04549275) may cause
skin or eye irritation. The kit contains epoxy resin and amine type
hardener, which are harmful if swallowed. Avoid contact with the skin and
eyes. For skin contact, wash the affected areas with soap and water. For
contact with the eyes, flush with plenty of water. Do not take internally. If
taken internally, induce vomiting and call a physician immediately. Use
with adequate ventilation. Do not use near fire or flame. Contains
flammable solvents. Keep out of the reach of children. Failure to follow
these instructions may result in serious or fatal injury.
Repair of the rear glass heating grid lines, bus bars, terminals or pigtail wires can be accomplished using the
Mopar® Rear Window Defogger Repair Kit (Part Number 04549275) or equivalent.
Fig. 3: Grid Line Repair

1. Mask the repair area with masking tape (3) so that the conductive epoxy can be applied neatly. Extend the
epoxy application onto the grid line (2) or the bus bar on each side of the break (1).
2. Follow the instructions in the repair kit for preparing the damaged area.
3. Remove the package separator clamp and mix the two conductive epoxy components thoroughly within
the packaging. Fold the package in half and cut the center corner to dispense the epoxy.
4. Apply the epoxy through the slit in the masking tape or template. Overlap both ends of the break by at
least 19 millimeters (0.75 inch).
5. For a terminal or pigtail wire replacement, mask the adjacent areas so the epoxy can be extended onto the
adjacent grid line as well as the bus bar. Apply a thin layer of epoxy to the area where the terminal or
pigtail wire was fastened and onto the adjacent grid line.
6. Apply a thin layer of conductive epoxy to the terminal or bare wire end of the pigtail and place it in the
proper location on the bus bar. To prevent the terminal or pigtail wire from moving while the epoxy is
curing, it must be wedged or clamped.
7. Carefully remove the masking tape or template.
CAUTION: Do not allow the glass surface to exceed 204° C (400° F) when using a
heat gun, or the glass may fracture.
8. Allow the epoxy to cure 24 hours at room temperature or carefully use a heat gun for 15 minutes. When
using a heat gun, hold it approximately 25.4 centimeters (10 inches) from the repair and do not allow the
glass surface to exceed 204° C (400° F).
9. After the conductive epoxy is properly cured, remove the wedge or clamp from the terminal or pigtail
wire.
10. Connect the wire harness leads to the grid terminals or pigtail wires and verify EBL operation.
RELAY, DEFOGGER, REAR

DESCRIPTION
DESCRIPTION
Fig. 4: Relay
The relay (1) for the rear window defogger system, also known as the Electric Back Light (EBL), is an
International Standards Organization (ISO) type relay. Relays conforming to ISO specifications have common
physical dimensions, current capacities, terminal functions and patterns. The EBL relay is a electromechanical
device that switches battery current through a fuse in the Power Distribution Center (PDC) to the rear window
defogger grid. The EBL relay is energized when the relay coil is provided a ground path by the control circuitry
within the Body Control Module (BCM).
The EBL relay is located in the PDC, in the engine compartment.
REMOVAL
REMOVAL
Fig. 5: Power Distribution Center (PDC) & EBL Relay


2. Remove the cover from the Power Distribution Center (PDC) (1) located on the left side of the engine
compartment.
3. Remove the EBL relay (2) from the PDC.
INSTALLATION
INSTALLATION
Fig. 6: Power Distribution Center (PDC) & EBL Relay

1. Position the EBL relay (2) into the proper receptacle of the Power Distribution Center (PDC) (1).
2. Align the EBL relay terminals with the terminal cavities in the PDC receptacle and push down firmly on
the relay until the terminals are fully seated.
3. Install the cover onto the PDC. Tighten the retaining screw securely.
SWITCH, DEFOGGER, REAR

DESCRIPTION
DESCRIPTION
Fig. 7: Rear Defogger Switch & Instrument Panel

The switch (1) for the rear window defogger system (also known as the Electric Back Light (EBL) system) is
located near the center of the instrument panel (2). When the rear window defogger switch is pressed to on, a
request signal is sent to the Body Control Module (BCM) to operate the EBL system and an amber indicator in
the instrument cluster illuminates.
OPERATION
OPERATION
When the momentary push button switch for the rear window defogger system, also known as the Electric Back
Light (EBL), is pressed to on, a request signal is sent to the Body Control Module (BCM) over hard-wired
circuits to energize the EBL relay located in the Power Distribution Center (PDC). When the EBL relay is
energized, fused battery current is directed to the rear window defogger grid lines. The grid lines heat the glass
to help clear the rear window of fog or frost.
An indicator lamp in the instrument cluster illuminates when the EBL system is on. The BCM contains the EBL
system control circuitry, including the timer logic.
NOTE: The EBL system turns off automatically after ten minutes of initial operation.
Each following activation cycle of the EBL system will last five minutes.
as the ignition is left in the Run position. If a rear window defogger switch is pressed to on again after the initial
time interval has expired, the EBL system will automatically turn off after about five minutes. The EBL system
will also turn off if the ignition is set to any position other than Run, or by manually pressing the rear window
defogger switch a second time.
The rear window defogger switch is diagnosed using a scan tool. Refer to DIAGNOSIS AND TESTING .
The rear window defogger switch cannot be adjusted or repaired. If the rear window defogger switch is
inoperative or damaged, the entire upper accessory switch pod must be replaced. Refer to POD, SWITCH,
REMOVAL .
2012 ACCESSORIES AND EQUIPMENT Heated Mirrors - Service Information - Fiat 500
Heated Mirrors - Service Information - Fiat 500
DESCRIPTION
DESCRIPTION
Fig. 1: Heated Outside Rear View Mirror & Glass

Electrically heated outside rear view mirrors (1) are available on some models. Vehicles with heated mirrors
have an electric heater grid that is integral to the mirror glass (2) of each outside rear view mirror.
The heated mirror system operates in concert with the rear window defogger system, also know as the Electric
Back Light (EBL) system. The EBL system is controlled by the rear window defogger switch, located in the
accessory switch pod. An amber indicator lamp in the instrument cluster illuminates when the EBL system is
on. Refer to SWITCH, DEFOGGER, REAR, DESCRIPTION .
as the ignition is left in the Run position. If the rear window defogger switch is pressed to on again after the
initial time interval has expired, the EBL system will automatically turn off after about five minutes. The EBL
system will also turn off if the ignition is set to any position other than Run, or by manually pressing the rear
window defogger switch a second time.
OPERATION
OPERATION
When the rear window defogger switch is pressed, the rear window defogger (EBL) system becomes activated
and an electric heater grid located within the glass of each of the outside rear view mirror becomes energized.
2012 ACCESSORIES AND EQUIPMENT Heated Mirrors - Service Information - Fiat 500
When energized, each of the heater grids produce heat to help clear the outside rear view mirrors of ice, snow,
or fog.
Circuit protection for the heated mirror system is provide by a fuse located in the Body Control Module (BCM).
If the outside mirror heating grids are both inoperative, in this information. Refer to DIAGNOSIS AND
TESTING .
The heating grid in each outside mirror glass cannot be repaired and the mirror glass must be replaced if
inoperative or damaged. Refer to MIRROR, OUTSIDE REARVIEW, REMOVAL and MIRROR,
OUTSIDE REARVIEW, GLASS, REMOVAL .
2012 ACCESSORIES AND EQUIPMENT Heated Seats - Service Information - Fiat 500
Heated Seats - Service Information - Fiat 500
DESCRIPTION
DESCRIPTION
Fig. 1: Lower Accessory Switch Pod, Light Emitting Diode (LED) Indicator Lamp & Heated Seat
Switches
Vehicles with the front heated seat option can be visually identified by the two heated seat switches (2 and 3),
located in the lower accessory switch pod (5), in the A/C heater control. The heated seat system has one level of
heat. The heated seat system for this vehicle includes the following major components:
 Heated Seat Switches - Two front heated seat switches. Each switch has a Light Emitting Diode (LED)
indicator lamp (1 and 4). Refer to SWITCH, HEATED SEAT, DESCRIPTION.
 Heated Seat Pad Elements - Four heated seat pad elements per vehicle. Two for each front seat,
mounted to the seat bottom and seat back cushions. Refer to PAD, HEATER, DESCRIPTION.
 Heated Seat Relays - One heated seat relay for each front seat, mounted to the seat bottom. Refer to
RELAY, HEATED SEAT, DESCRIPTION.
 Body Control Module - The BCM controls the heated seat relay for each front seat. Refer to MODULE,
BODY CONTROL, DESCRIPTION .
OPERATION
OPERATION
The heated seat system operates on battery current received through fused ignition switch output (Run) circuits
and will only operate when the engine is running. The heated seat system will turn off automatically whenever
the engine is turned off.
The Body Control Module (BCM) is used to control the heated seat system. The BCM responds to heated seat
switch and ignition switch status inputs and operates the heated seat relays, which supply a 12 volt Direct
Current (DC) output to the heated seat elements.
The heated seat elements for the selected seat are energized when the heated seat switch is pressed. Light
Emitting Diodes (LEDS) on each switch indicate when in use. Pressing the switch once will turn the heating
elements on. Pressing the same switch a second time will shut the heating elements off.
The BCM and heated seat switches are diagnosed using a scan tool. Refer to DIAGNOSIS AND TESTING .

DIAGNOSIS AND TESTING - HEATED SEAT SYSTEM
NOTE: Vehicles equipped with the heated seat option utilize a low voltage cut-off
feature. This feature turns off power to the heated seat system anytime vehicle
voltage is below 11.7 volts or above 15.5 volts. Be certain to check the vehicle
electrical system for proper voltage anytime the heated seat system appears
inoperative.
NOTE: If a Diagnostic Trouble Code (DTC) can not be verified, it is a good indication
that an INTERMITTENT fault condition may be present. To help find an
intermittent problem, sit in the seat in question and move around the heating
elements within the seat while testing continuity. also wiggle the heated seat
wire harness and electrical connectors while testing continuity.
NOTE: For complete circuit diagrams, appropriate Wiring Information. Wiring

Information includes wiring diagrams, connector pin-out and location views,
details of wire harness routing and retention, splice and ground locations and
proper wire and connector repair procedures.
Before testing any individual components in the heated seat system, check the following:
 Check the vehicles battery open-circuit voltage and charging system performance. If the vehicle's
electrical system is defective or weak it may not be suppling sufficient energy to operate the heated seat
system.
 Using a scan tool, check for any Diagnostic Trouble Codes (DTCs) related to the Body Control Module
(BCM) and the heated seat switches. If any DTCs are found, repair as necessary. Refer to DIAGNOSIS
AND TESTING .
 If there are no DTCs and a front heated seat does not operate properly, verify heated seat relay operation,
and repair as necessary. Refer to RELAY, HEATED SEAT, DESCRIPTION.
 If there are no DTCs and the front seat heating elements are receiving battery power and have a good
ground, test the seat heating elements for proper operation, and repair as necessary. Refer to PAD,
HEATER, DIAGNOSIS AND TESTING.
 If there are no DTCs and the front heated seat system functions properly, but the Light Emitting Diode
(LED) indicator in a heated seat switch does not illuminate, replace the accessory switch pod located in
the A/C heater control panel. Refer to POD, SWITCH, REMOVAL .
PAD, HEATER
DESCRIPTION
DESCRIPTION
NOTE: Typical Seat cushion shown in illustrations.
Fig. 2: Heated Seat Element, Wire Lead/Connector & Seat Bottom Cushion
Vehicles equipped with the optional heated seat system have two heated seats. One heating element (1) is used
for each seat bottom cushion (3) and another heating element is used for each seat back cushion.
All of the heated seat elements consist of multiple heating circuits operating in parallel throughout the element
and a wire lead and connector (2). The heated seat elements are captured between the seat trim cover and the
seat cushion. If a malfunction occurs in one or more of the individual circuits, the remaining operational circuits
will continue to provide heat.
Fig. 3: Occupant Detection Sensor (ODS) & Seat Bottom Cushion

NOTE: Typical Occupant Detection Sensor (ODS) shown in illustration.
All models have an Occupant Detection Sensor (ODS) (1) mounted directly to the front passenger seat bottom
cushion (2). This sensor provides information to the Occupant Restraint Controller (ORC) used for control of
the passenger belt alert feature. Refer to SENSOR, OCCUPANT DETECTION, DESCRIPTION .
If the ODS is removed from the seat bottom cushion, it must be replaced with a new ODS unit. Refer to
SENSOR, OCCUPANT DETECTION, REMOVAL .
OPERATION
OPERATION
Battery current is directed to the heated seat elements by the Body Control Module (BCM). The BCM will
energize the heated seat elements when a heated seat switch is pressed on.
As electrical current passes through each heated seat element, the resistance of the wire used in the element
disperse some of the electrical current in the form of heat. The heat produced by the heated seat element then
radiates through the seat bottom and seat back covers, warming the seat covers and its occupant.
The heated seat elements cannot be repaired and must be replaced if inoperative or damaged.
DIAGNOSIS AND TESTING - HEATED SEAT ELEMENT
NOTE: For complete circuit diagrams, see appropriate Wiring Information. Wiring
NOTE: The wire harness connectors for the heating elements are located under the
seat.
NOTE: When testing the heated seat elements for resistance, be certain to sit in the
seat in question and move around the heating elements within the seat while
testing. Moving the heating elements will help eliminate the possibility of an
intermittent open in the element, which would only be evident in a certain
position.
1. Locate and disconnect the seat electrical connectors as necessary.

2. Check the resistance between the circuits leading in and out of the suspect heated seat element. The
resistance should be between the specifications listed in the following Heated Seat Element Resistance
chart. If OK. Refer to DIAGNOSIS AND TESTING. If not OK, replace the inoperative heated seat
element. Refer to PAD, HEATER, REMOVAL.
HEATED SEAT ELEMENT RESISTANCE

Element Location Acceptable Resistance Value
Seat Bottom Cushion 1.6 - 1.0 ohms
Seat Back Cushion 1.4 - 0.9 ohms
REMOVAL
REMOVAL
WARNING: Disable the airbag system before attempting any front seat diagnosis or
service. Disconnect and isolate the negative battery (ground) cable and
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 follow these instructions may result
in accidental airbag deployment and possible serious or fatal injury.
NOTE: On all models, the front passenger seat bottom contains an Occupant Detection
Sensor (ODS) to provide information to the Occupant Restraint Controller
(ORC).
NOTE: Typical seat cushion and heated seat element shown in illustration.

2. Remove the appropriate front seat bottom or front seat back cushion and place it on a workbench. Refer
to SEATS .
3. Remove the cover from the cushion (3). Refer to SEATS .
4. Make note of the installed location of the heated seat element (1) on the cushion.
5. Route the wire lead and connector (2) out through the opening in the cushion.
6. Remove the heated seat element from the foam cushion by carefully peeling the element away from the
cushion. Be careful not to remove excessive foam from the cushion.

NOTE: Typical seat bottom cushion and Occupant Detection Sensor (ODS) shown
in illustration.
7. When servicing the front passenger seat, if required, remove the Occupant Detection Sensor (ODS) (1)
from the seat bottom cushion (2) and discard the sensor. Refer to SENSOR, OCCUPANT
DETECTION, REMOVAL .
INSTALLATION
INSTALLATION
CAUTION: During heated seat element replacement, be careful not to fold or crease
the new heating element. Folds or creases will cause premature heated
seat element failure.

NOTE: Typical seat bottom cushion and Occupant Detection Sensor (ODS) shown in
illustration.
1. When servicing the front passenger seat bottom cushion (2), if removed, install a new Occupant Detection
Sensor (ODS) (1) onto the cushion. Refer to SENSOR, OCCUPANT DETECTION,
INSTALLATION .
NOTE: Typical seat cushion and heated seat element shown in illustration.
2. Peel off the adhesive backing from the replacement heated seat element (1).
3. Position the heated seat element onto the foam cushion (3) directly where the original heater element was
located. There will be adhesive marks on the cushion outlining the factory installed location.
4. Firmly press the heated seat element onto the foam cushion. Make sure the adhesive is fully adhered to
the cushion. Be careful not to fold or crease the new heating element.
5. Route the wire lead and connector (2) through the opening in the cushion.
6. Install the seat bottom or seat back cover onto the cushion. Refer to SEATS .
NOTE: Make certain the heated seat element wire harness, airbag harness and
ODS harness (when equipped) is correctly routed. Any excess wire should
be securely placed between the rear of the bottom cushion and the rear
seat cover flap.
7. Install the seat bottom or seat back cushion. Refer to SEATS .

8. Install the seat. Refer to SEAT, FRONT, INSTALLATION .
10. Verify proper heated seat system operation.
RELAY, HEATED SEAT

DESCRIPTION
DESCRIPTION
Fig. 8: Relay
The relay (1) used for each front heated seat is an International Standards Organization (ISO) type relay. Relays
conforming to ISO specifications have common physical dimensions, current capacities, terminal functions and
patterns. The heated seat relays are electromechanical devices that switch battery current through a fuse in the
Power Distribution Center (PDC) to its respective front heated seat elements. A heated seat relay is energized
when the relay coil is provided a ground path by the control circuitry within the Body Control Module (BCM).
One heated seat relay is mounted underneath each front seat.
REMOVAL
REMOVAL
WARNING: Disable the airbag system before attempting any front seat diagnosis or
service. Disconnect and isolate the negative battery (ground) cable and
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.
Fig. 9: Heated Seat Relay, Relay Receptacle, Cover & Front Seat

2. Open the cover (1) on the relay receptacle (3), located underneath the front seat (4) being serviced.
3. Remove the heated seat relay (2) from the relay receptacle.
INSTALLATION
INSTALLATION
Fig. 10: Heated Seat Relay, Relay Receptacle, Cover & Front Seat
1. Position the heated seat relay (2) to the relay receptacle (3).
2. Align the heated seat relay terminals with the terminal cavities in the receptacle and push down firmly on
the relay until the terminals are fully seated.

3. Install the cover (1) onto the relay receptacle. Make sure the cover is fully engaged.
SWITCH, HEATED SEAT

DESCRIPTION
DESCRIPTION
Fig. 11: Lower Accessory Switch Pod, Light Emitting Diode (LED) Indicator Lamp & Heated Seat
Switches
The front heated seat switches (2 and 3) are momentary contact push button type switches that are mounted in
the lower accessory switch pod (5), located in the A/C heater control panel. An Amber Light Emitting Diode
(LED) (1 and 4) in each switch indicate when in use. Pressing a heated seat switch once will turn the heating
elements in the seat on. Pressing the same switch a second time will shut the heating elements off.
OPERATION
OPERATION
The two front heated seat switches are momentary, push button switches that provide a request signal to the
Body Control Module (BCM), over hard-wired circuits. When a heated seat switch is pressed, the BCM
energizes the heated seat relay, which supplies battery voltage to the heated seat elements for the selected seat.
Light Emitting Diodes (LED) in each switch indicate when in use. The LED in the switches are controlled by
the BCM.
The front heated seat switches are diagnosed using a scan tool. Refer to DIAGNOSIS AND TESTING .
The front heated seat switches cannot be adjusted or repaired and if a switch or its LED is damaged or
inoperative, the entire lower accessory switch pod must be replaced. Refer to POD, SWITCH, REMOVAL .
2012 ACCESSORIES AND EQUIPMENT Heated Systems - Non-DTC Based Diagnostics - Fiat 500
Heated Systems - Non-DTC Based Diagnostics - Fiat 500

DIAGNOSIS AND TESTING - ELECTRIC BACK LIGHT (EBL) SYSTEM
NOTE: Illumination of the rear window defogger indicator lamp in the instrument
cluster does not necessarily mean that electrical current is reaching the rear
window glass heating grid.
NOTE: See appropriate Wiring Information for circuit descriptions and diagrams.
Operation of the EBL system can be confirmed by the following:
Fig. 1: Rear Window Glass Grid Test

NOTE: Typical heated rear window glass shown in illustration.
1. Use a scan tool and check for Diagnostic Trouble Codes (DTCs) related to the Body Control Module
(BCM) and the lower accessory switchbank. If no DTCs are found, go to 2. If any DTCs are found, repair
as required.
2. Turn the ignition to RUN and press the rear window defogger switch to on. Rear window defogger
operation can be checked by feeling the surfaces of the rear window glass. A distinct difference in
temperature between the grid lines (5) and the adjacent clear glass should be detected within three to four
minutes of operation.
3. If a temperature difference is not detected, use a 12 volt Direct Current (DC) voltmeter and contact the
rear glass heating grid terminal A (1) with the negative lead, and terminal B (2) with the positive lead.
The voltmeter should read battery voltage. If the voltmeter does not read battery voltage, check the
following:
 Confirm the ignition is in RUN.

 Confirm the rear window defogger switch is on.
 Confirm the EBL feed wire (3) is connected to the heating grid positive terminal and that there is
continuity between the heating grid and the EBL relay in the Power Distribution Center (PDC).
 Confirm the EBL ground wire (6) is connected to the heating grid negative terminal and that there
is continuity to ground.
 Confirm the EBL relay in the PDC is operational. See appropriate Wiring Information.
4. If broken defogger grid lines or bus bars are suspected, use a 12 volt DC voltmeter and contact terminal A
with the negative lead and each rear glass heating grid line at its mid-point C (4) with the positive lead.
The voltmeter should read approximately 6 volts at each grid line mid-point. If the voltmeter does not
read approximately 6 volts, repair the open grid line(s) or bus bar(s). Refer to GRID, DEFOGGER,
REAR, STANDARD PROCEDURE .
5. If the EBL system operation has been verified but the rear window defogger indicator in the instrument
cluster does not illuminate, replace the instrument cluster. Refer to REMOVAL .
DIAGNOSIS AND TESTING - HEATED SEAT ELEMENT
NOTE: The wire harness connectors for the heating elements are located under the
seat.
NOTE: When testing the heated seat elements for resistance, be certain to sit in the
seat in question and move around the heating elements within the seat while
testing. Moving the heating elements will help eliminate the possibility of an
intermittent open in the element, which would only be evident in a certain
position.
1. Locate and disconnect the seat electrical connectors as necessary.

2. Check the resistance between the circuits leading in and out of the suspect heated seat element. The
resistance should be between the specifications listed in the following Heated Seat Element Resistance
chart. If OK, refer to DIAGNOSIS AND TESTING . If not OK, replace the inoperative heated seat
element. Refer to PAD, HEATER, REMOVAL .
HEATED SEAT ELEMENT RESISTANCE

Element Location Acceptable Resistance Value
Seat Bottom Cushion 1.6 - 1.0 ohms
Seat Back Cushion 1.4 - 0.9 ohms
DIAGNOSIS AND TESTING - HEATED SEAT SYSTEM

NOTE: Vehicles equipped with the heated seat option utilize a low voltage cut-off
feature. This feature turns off power to the heated seat system anytime vehicle
voltage is below 11.7 volts or above 15.5 volts. Be certain to check the vehicle
electrical system for proper voltage anytime the heated seat system appears
inoperative.
NOTE: If a Diagnostic Trouble Code (DTC) can not be verified, it is a good indication
that an INTERMITTENT fault condition may be present. To help find an
intermittent problem, sit in the seat in question and move around the heating
elements within the seat while testing continuity. also wiggle the heated seat
wire harness and electrical connectors while testing continuity.
Before testing any individual components in the heated seat system, check the following:
 Check the vehicles battery open-circuit voltage and charging system performance. If the vehicle's
electrical system is defective or weak it may not be suppling sufficient energy to operate the heated seat
system.
 Using a scan tool, check for any Diagnostic Trouble Codes (DTCs) related to the Body Control Module
(BCM) and the heated seat switches. If any DTCs are found, repair as necessary. Refer to DIAGNOSIS
AND TESTING .
 If there are no DTCs and a front heated seat does not operate properly, verify heated seat relay operation,
and repair as necessary. Refer to RELAY, HEATED SEAT, DESCRIPTION .
 If there are no DTCs and the front seat heating elements are receiving battery power and have a good
ground, test the seat heating elements for proper operation, and repair as necessary. Refer to PAD,
HEATER, DIAGNOSIS AND TESTING .
 If there are no DTCs and the front heated seat system functions properly, but the Light Emitting Diode
(LED) indicator in a heated seat switch does not illuminate, replace the accessory switch pod located in
the A/C heater control panel. Refer to POD, SWITCH, REMOVAL .
2012 ACCESSORIES AND EQUIPMENT Horn System - Service Information - Fiat 500
Horn System - Service Information - Fiat 500
DESCRIPTION
DESCRIPTION
The horn system features one low-note horn unit. The horn system uses a non-switched source of battery current
so that the system will remain functional, regardless of the ignition switch position. The horn system includes
the following components:
 Horn - The horn is located in the left wheel house behind the left head lamp.
 Horn fuse - The horn fuse is located in the Power Distribution Center (PDC).
 Horn switch - The horn switch is located under the driver airbag assembly.
The horn switch for this vehicle is an integrated part of the drivers side airbag, and is only available for service
as an assembly. If any part of the horn switch becomes damaged or ineffective the entire unit must be replaced.
OPERATION
OPERATION
The horn system operates on battery current received through a fuse in the Power Distribution Center (PDC).
The horn system circuit is designed so that the system will remain operational, regardless of the ignition switch
position.
HORN
REMOVAL
REMOVAL
Fig. 1: Horn, Connector & Fastener


2. Remove the left front wheel house splash shield. Refer to SHIELD, SPLASH, FRONT WHEEL
HOUSE, REMOVAL and SHIELD, SPLASH, REAR WHEELHOUSE, REMOVAL .
3. Disconnect the body harness electrical connector (2) from the horn (3).
4. Remove the fastener (1) securing the horn bracket to the vehicle.
5. Remove the horn, and bracket assembly from the vehicle.
INSTALLATION
INSTALLATION
Fig. 2: Horn, Connector & Fastener

1. Position the horn and bracket assembly (3) in the vehicle, and install the fastener (1).
2. Securely tighten the fastener
3. Connect the electrical connect (2) to the horn.
4. Install the left front wheel house splash shield. Refer to SHIELD, SPLASH, FRONT WHEEL
HOUSE, INSTALLATION and SHIELD, SPLASH, REAR WHEELHOUSE, INSTALLATION .
2012 ACCESSORIES AND EQUIPMENT Instrument Cluster - Electrical Diagnostics - Fiat 500
Instrument Cluster - Electrical Diagnostics - Fiat 500

DTC Description
B1900-01 SECURE WARNING LAMPS - GENERAL ELECTRICAL FAILURE
U1706-86 IMPLAUSIBLE DATA RECEIVED FROM BSM
U1706-87 LOST COMMUNICATION WITH BSM
U1724-86 IMPLAUSIBLE DATA RECEIVED FROM PAM
U1724-87 LOST COMMUNICATION WITH PAM

B1000-44-ECU INTERNAL - DATA MEMORY FAILURE
WHEN MONITORED:

SET CONDITION:
The Instrument Panel Cluster (IPC) has detected an internal failure
POSSIBLE CAUSES
POSSIBLE CAUSES
DIAGNOSTIC TEST

Yes
 Replace the Instrument Panel Cluster (IPC) in accordance with the Service Information.
Refer to REMOVAL .
 Refer to STANDARD PROCEDURE and perform the BODY VERIFICATION TEST.
No
B1000-45-ECU INTERNAL - PROGRAM MEMORY FAILURE
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
POSSIBLE CAUSES
DIAGNOSTIC TEST

Yes
Refer to REMOVAL .
No
B1000-46-ECU INTERNAL - CALIBRATION MEMORY FAILURE
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
POSSIBLE CAUSES
DIAGNOSTIC TEST


Yes
Refer to REMOVAL .
No
B1000-47-ECU INTERNAL - WATCHDOG MICRO FAILURE
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
POSSIBLE CAUSES
DIAGNOSTIC TEST

Yes
Refer to REMOVAL .
No
B1900-01-SECURE WARNING LAMPS - GENERAL ELECTRICAL FAILURE
WHEN MONITORED:
SET CONDITION:
The Instrument Panel Cluster (IPC) has detected an internal failure: one or more of the following lamps are
defective:
Brake
ABS Fault
ESP Intervention
ESP Fault
EPS Fault
Air-Bag Fault
Passenger Air-Bag Deactivation (If Implemented)
Seat Belt Unfastened
POSSIBLE CAUSES
POSSIBLE CAUSES
DIAGNOSTIC TEST


Yes
Refer to REMOVAL .
No
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
 Refer to U0019-87-CAN B BUS - NO SIGNAL and perform the diagnostic procedure.
No
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST


Yes
 Refer to DIAGNOSIS AND TESTING and perform the U0019-88-CAN B BUS OFF
No
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
BODY CONTROL MODULE
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 2.
No
Go To 3.


Yes
No

was set.
Yes
No
 Test complete.
WHEN MONITORED:

SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
No
U1701-86-IMPLAUSIBLE DATA RECEIVED FROM PCM
WHEN MONITORED:

Powertrain Control Module (PCM) is configured correctly.
SET CONDITION:
Whenever the communication data sent over the CAN BUS from the Powertrain Control Module (PCM) is
missing part of the message, the message is corrupted, or the message is an irrational value.
POSSIBLE CAUSES
Possible Causes
POWERTRAIN CONTROL MODULE
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 2.
No
Go To 3.


Yes
 Replace and program the Powertrain Control Module (PCM) in accordance with the Service
 Refer to STANDARD PROCEDURE for EAB or STANDARD PROCEDURE for EAJ
and perform the PCM VERIFICATION TEST .
No

was set.
Yes
No
 Test complete.
U1701-87-LOST COMMUNICATION WITH PCM
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Powertrain Control Module (PCM) for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
POWERTRAIN CONTROL MODULE POWER AND GROUND
DIAGNOSTIC TEST

Does the scan tool display: U1701-87-LOST COMMUNICATION WITH PCM?
Yes
 Refer to DIAGNOSIS AND TESTING and perform the U1701-87-Lost Communication

with PCM diagnostic procedure.
No
U1705-86-IMPLAUSIBLE DATA RECEIVED FROM RRM
WHEN MONITORED:
SET CONDITION:
Whenever the communication data sent over the CAN BUS from the Radio Receiver Module (RRM) is missing
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 2.
No
Go To 3.


Yes
 Replace and program the Radio Receiver Module (RRM) in accordance with the Service
Information. Refer to RADIO, REMOVAL .
No

was set.
Yes
No
 Test complete.
U1705-87-LOST COMMUNICATION WITH RRM
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Radio Receiver Module (RRM) for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
RADIO RECEIVER MODULE (RRM) POWER AND GROUND
DIAGNOSTIC TEST

Does the scan tool display: U1705-87-LOST COMMUNICATION WITH RRM?
Yes

with RRM diagnostic procedure.
No
U1706-86-IMPLAUSIBLE DATA RECEIVED FROM BSM
WHEN MONITORED:
SET CONDITION:
Whenever the communication data sent over the CAN BUS from the Braking System Module (BSM) is missing
POSSIBLE CAUSES
Possible Causes
BRAKING SYSTEM MODULE (BSM)
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 2.
No
 Go To 3.

Yes
 Replace and program the Braking System Module (BSM) in accordance with the Service
No

was set.
Yes
No
 Test complete.
U1706-87-LOST COMMUNICATION WITH BSM
WHEN MONITORED:

SET CONDITION:
Bus messages not received from the Braking System Module (BSM) for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
BRAKING SYSTEM MODULE (BSM) POWER AND GROUND
BRAKING SYSTEM MODULE (BSM)
DIAGNOSTIC TEST

Does the scan tool display: U1706-87-LOST COMMUNICATION WITH BSM?
Yes

with BSM diagnostic procedure.
No
U1711-86-IMPLAUSIBLE DATA RECEIVED FROM TCM
WHEN MONITORED:

SET CONDITION:
Whenever the communication data sent over the CAN BUS from the Transmission Control Module (TCM) is
POSSIBLE CAUSES
Possible Causes
TRANSMISSION CONTROL MODULE (TCM)
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 2.
No
Go To 3.


Yes
 Replace and program the Transmission Control Module (TCM) in accordance with the
Service Information. Refer to MODULE, TRANSMISSION CONTROL [EAJ, DDG],
REMOVAL or MODULE, TRANSMISSION CONTROL [EAB, DF1], REMOVAL .
No
 Replace and program the module that set this DTC in accordance to the Service Information.

was set.
Yes
No
 Test complete.
U1711-87-LOST COMMUNICATION WITH TCM
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Transmission Control Module (TCM) for approximately two to five
seconds.
POSSIBLE CAUSES
Possible Causes
TRANSMISSION CONTROL MODULE POWER AND GROUND
DIAGNOSTIC TEST

Does the scan tool display: U1711-87-LOST COMMUNICATION WITH TCM?
Yes

with TCM diagnostic procedure.
No
U1724-86-IMPLAUSIBLE DATA RECEIVED FROM PAM
WHEN MONITORED:
SET CONDITION:
Whenever the communication data sent over the CAN BUS from the Parking Aid Module (PAM) is missing
POSSIBLE CAUSES
Possible Causes
PARKING AID MODULE (PAM)
DIAGNOSTIC TEST


Is this DTC active?
Yes
 Go To 2.
No
Go To 3.


Yes
 Replace and program the Parking Aid Module (PAM) in accordance with the Service
Information. Refer to MODULE, PARK ASSIST, REMOVAL .
No

was set.
Yes
No
 Test complete.
U1724-87-LOST COMMUNICATION WITH PAM
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Parking Aid Module (PAM) for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
PARKING AID MODULE (PAM) POWER AND GROUND
PARKING AID MODULE (PAM)
DIAGNOSTIC TEST

Does the scan tool display: U1724-87-LOST COMMUNICATION WITH PAM?
Yes
 Perform the U1724-87-Lost Communication with PAM diagnostic procedure.
No
U1726-86-IMPLAUSIBLE DATA RECEIVED FROM ORC
WHEN MONITORED:
SET CONDITION:
Whenever the communication data sent over the CAN BUS from the Occupant Restraint Controller (ORC) is
POSSIBLE CAUSES
Possible Causes
OCCUPANT RESTRAINT CONTROLLER (ORC)
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 2.
No
Go To 3.


Yes
 Replace and program the Occupant Restraint Controller (ORC) in accordance with the
Service Information. Refer to MODULE, OCCUPANT RESTRAINT CONTROLLER,
REMOVAL .
No

was set.
Yes
No
 Test complete.
U1726-87-LOST COMMUNICATION WITH ORC
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Occupant Restraint Controller (ORC) for approximately two to five
seconds.
POSSIBLE CAUSES
Possible Causes
OCCUPANT RESTRAINT CONTROLLER (ORC) POWER AND GROUND
DIAGNOSTIC TEST

Does the scan tool display: U1726-87-LOST COMMUNICATION WITH ORC?
Yes

with ORC diagnostic procedure.
No
U1732-86-IMPLAUSIBLE DATA RECEIVED FROM TPM
WHEN MONITORED:

SET CONDITION:
Whenever the communication data sent over the CAN BUS from the Tire Pressure Monitoring Module (TPM)
POSSIBLE CAUSES
Possible Causes
TIRE PRESSURE MONITORING MODULE (TPM)
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 2.
No
Go To 3.


Yes
 Replace and program the Tire Pressure Monitoring Module (TPM) in accordance with the
Service Information. Refer to MODULE, TIRE PRESSURE MONITORING (TPM),
REMOVAL .
No

was set.
Yes
No
 Test complete.
U1732-87-LOST COMMUNICATION WITH TPM
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Tire Pressure Monitoring Module (TPM) for approximately two to five
seconds.
POSSIBLE CAUSES
Possible Causes
TIRE PRESSURE MONITORING MODULE (TPM) POWER AND GROUND
TIRE PRESSURE MONITORING MODULE (TPM)
DIAGNOSTIC TEST

Does the scan tool display: U1732-87-LOST COMMUNICATION WITH TPM?
Yes

with TPM diagnostic procedure.
No
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 2.
No
Go To 3.


Yes
 Replace and program the Convergence Telematics Module (CTM) in accordance with the
Service Information. Refer to MODULE, CONVERGENCE TELEMATICS,
REMOVAL .
No

was set.
Yes
No
 Test complete.
WHEN MONITORED:
SET CONDITION:
seconds.
POSSIBLE CAUSES
Possible Causes
CONVERGENCE TELEMATICS MODULE (CTM) POWER AND GROUND
DIAGNOSTIC TEST

Does the scan tool display: U1733-87-LOST COMMUNICATION WITH CTM?
Yes

with CTM diagnostic procedure.
No
2012 ACCESSORIES AND EQUIPMENT Instrument Cluster - Service Information - Fiat 500
Instrument Cluster - Service Information - Fiat 500
DESCRIPTION
DESCRIPTION
Fig. 1: Instrument Panel Cluster (IPC) & Cluster Bezel

The Instrument Panel Cluster (IPC) (1) for this vehicle is located in the instrument panel above the steering
column, and is only visible through an opening in the cluster bezel (2). The main body of the IPC, including the
mounts and the electrical connections, are concealed within the instrument panel behind the cluster bezel.
Besides gauges and indicators, the IPC incorporates a digital Vacuum Fluorescent Display (VFD) unit the
comes standard on all models. The VFD unit is for displaying odometer information, automatic transmission
gear selector position (PRNDL), clock, outside temperature, and several other indicators, and messages that are
discussed elsewhere in this information. For more information on the VFD, refer to VACUUM-
FLUORESCENT DISPLAYS.
Fig. 2: Cluster Housing, Our Screw Fasteners & Connector Receptacle

The IPC gauges and Light Emitting Diode (LED) indicators, are visible through a dedicated opening in the
instrument panel behind the cluster bezel, and are protected by a clear plastic cluster lens. Just behind the cluster
lens is the cluster hood integral mask. The hood, serves as a visor and shields the face of the cluster from
ambient light and reflections to reduce glare, while the cluster mask serves to separate and define the individual
gauges from the indicator areas and trims the outside perimeter of the cluster overlay. The mask is constructed
of black molded plastic, and is sometimes painted silver on vehicles with certain optional trim packages. The
hood, as well as the cluster lens are secured through integral latch features that secure it to the outer perimeter
of the cluster housing (1) as well as four screw fasteners (2) located on the upper portion of the back panel.
The rear of the IPC housing, and the electronic circuitry are protected by a molded plastic rear cover. The rear
cover includes clearance holes for the connector receptacle (3). The connector receptacle on the back of the IPC
electronic circuit board connect the unit to the vehicle's electrical system through an electrical take out from the
instrument panel wire harness. Sandwiched between the rear cover and the lens and hood unit is the cluster
housing. The molded plastic cluster housing serves as the carrier for the instrument cluster circuitry, the cluster
gauge set, the indicator LED's, the VFD display units as well as an audible tone transducer and general cluster
illumination LED's.
The cluster overlay is a laminated plastic unit. The dark, visible, outer surface of the overlay is marked with all
of the gauge dial faces and graduations, but this layer is also translucent. The darkness of this outer layer
prevents the cluster from appearing cluttered or busy by concealing the cluster indicators that are not
illuminated, while the translucence of this layer allows those indicators and icons that are illuminated to be
readily visible. The underlying layer of the overlay is opaque and allows light from the indicator LED's to be
visible through the outer layer of the overlay through predetermined stencil-like cutouts. Openings in the
overlay at the base of the speedometer and tachometer dial faces have smoked clear lenses through which the
illuminated VFD units can be viewed.
Several versions of the IPC module are offered on this vehicle. These versions accommodate all of the
variations of optional equipment and regulatory requirements for the various markets in which the vehicle is
offered. The microprocessor-based IPC utilizes integrated circuitry and information carried on the Controller
Area Network (CAN) data bus along with several hard wired analog and multiplexed inputs to monitor sensors
and switches throughout the vehicle. In response to those inputs, the internal circuitry and programming of the
IPC allow it to control and integrate many electronic functions and features of the vehicle through both hard
wired outputs and the transmission of electronic message outputs to other electronic modules in the vehicle over
the CAN data bus.
The instrument cluster gauges, indicators, VFD units, as well as the cluster illumination are all integral
components of the CCN and its electronic circuit board. If any part of the internal working components of the
instrument cluster become damaged or ineffective, the entire instrument cluster assembly must be replaced. The
cluster lens and the cluster hood and mask unit are the only components of the instrument cluster assembly that
can be serviced separately.
OPERATION
OPERATION
The Instrument Panel Cluster (IPC) display is designed to allow the vehicle operator to monitor the conditions
of many of the vehicle components and operating systems. The gauges and indicators in the IPC display provide
valuable information about the various standard and optional powertrains, fuel and emissions systems, cooling
systems, lighting systems, safety systems and many other convenience items. The IPC is installed in the
instrument panel so that all of these monitors can be easily viewed by the vehicle operator when driving, while
still allowing relative ease of access for service.
The microprocessor-based IPC hardware and software uses various inputs to control the gauges and indicators
visible on the face of the cluster. Some of these inputs are hard wired, but most are in the form of electronic
messages that are transmitted by other electronic modules over the Controller Area Network (CAN) data bus.
The IPC microprocessor smooths the input data using algorithms to provide gauge readings that are accurate,
stable and responsive to operating conditions. These algorithms are designed to provide gauge readings during
normal operation that are consistent with customer expectations. However, when abnormal conditions exist
such as high coolant temperature, the algorithm can drive the gauge pointer to an extreme position and the
microprocessor can sound a chime through the on-board audible tone transducer to provide distinct visual and
audible indications of a problem to the vehicle operator. The IPC may also produce audible warnings for other
electronic modules in the vehicle based upon electronic tone request messages received over the CAN data
bus. Each audible warning is intended to provide the vehicle operator with an audible alert to supplement a
visual indication.
The IPC circuitry operates on battery current received through a fused B(+) fuse on a non-switched fused B(+)
circuit, and on battery current received through a fused ignition switch output (run-start) fuse on a fused ignition
switch output (run-start) circuit. This arrangement allows the IPC to provide some features regardless of the
ignition switch position, while other features will operate only with the ignition switch in the ON or START
positions. The IPC circuitry is grounded through a ground circuit and take out of the instrument panel wire
harness with an eyelet terminal connector that is secured by a ground screw to a ground location on the
instrument panel structural support.
VACUUM-FLUORESCENT DISPLAYS
With the ignition switch in the OFF or ACCESSORY positions the Vacuum-Fluorescent Display (VFD) display
is activated, and the total odometer information is displayed when the driver door is opened, and is deactivated
when the driver door is closed. Otherwise, the display unit is only active when the ignition switch is in the ON
or START positions, and inactive when the ignition switch is in the OFF or ACCESSORY positions.
REMOVAL
REMOVAL
wheel, steering column, airbag, seat belt tensioner, impact sensor or
CLUSTER ASSEMBLY


2. Remove the instrument cluster bezel (2). Refer to BEZEL, INSTRUMENT CLUSTER, REMOVAL .
3. Position the steering column to its lowest position.
4. Remove the fasteners that secure the instrument cluster (1) to the instrument panel.
5. Pull the top of the instrument cluster back and lift the instrument cluster upward to remove.
6. Disconnect the instrument cluster electrical connectors from the connector receptacles on the back of the
cluster housing.
7. Remove the instrument cluster from the vehicle.
CLUSTER HOOD AND LENS


2. Remove the instrument cluster from the instrument panel. Refer to BEZEL, INSTRUMENT
CLUSTER, REMOVAL .
3. Remove the screws (2) that secure the hood and lens assembly to the instrument cluster (1).
4. Working around the perimeter of the cluster housing, disengage each of the latches that secure the hood
and lens assembly to the cluster housing.
5. Remove the hood and lens assembly from the face of the instrument cluster.
INSTALLATION
INSTALLATION
CLUSTER ASSEMBLY

1. Make sure the steering column is at its lowest position.

2. Position the instrument cluster close enough to the instrument panel to connect the instrument panel wire
harness connector to the receptacle on the back of the cluster assembly.
3. Position the instrument cluster down into instrument panel bottom end first.
4. Tilt the top of the instrument cluster forward until the mounting holes align with the fastener clips in the
instrument panel.
5. Install and tighten the fasteners that secure the instrument cluster.
6. Install the instrument cluster bezel. Refer to BEZEL, INSTRUMENT CLUSTER, INSTALLATION .
NOTE: Certain indicators in this instrument cluster are automatically configured. This
feature allows those indicators to be activated or deactivated for compatibility
with certain optional equipment. If a problem is noted that involves improper
illumination of an indicator, disconnect and isolate the battery negative cable.
After about five minutes, reconnect the battery negative cable and turn the
ignition switch to the ON position. The instrument cluster should automatically
relearn the equipment in the vehicle and properly configure the configurable
indicators accordingly.
CLUSTER HOOD AND LENS


1. Position the cluster hood and lens assembly over the face of the instrument cluster.
2. Be certain the Electronic Vehicle Information Center (EVIC) switches are not obstructed.
3. Press firmly and evenly on the hood and lens assembly until each of the side latches are fully engaged
around the perimeter of the cluster housing.
4. Install the instrument cluster into the instrument panel. BEZEL, INSTRUMENT CLUSTER,
INSTALLATION .
GAUGE PACK, INSTRUMENT CLUSTER

DESCRIPTION
DESCRIPTION
The instrument cluster assembly houses 2 analog gauges, and 2 digital gauges that are all controlled by the
Instrument panel cluster (IPC), and standard on all models. The gauge graphics are white and gray against a
black field except for the red graduations at the high end of the gauge scale on the tachometer to designate the
red line area; making them clearly visible within the instrument cluster in daylight. When illuminated by the
cluster illumination lighting, the white and gray text and graphics as well as the red graphics still appear the
same, the red gauge needles have internal optical illumination. Gauge illumination is provided by dimmer
controlled Light Emitting Diode (LED) units soldered onto the IPC circuit board. The Gauge set and indicators
shown in illustration below are an integrated part of the IPC, therefore are only serviced as a unit with the IPC.
The cluster lens and hood unit are the only components of the instrument cluster assembly that can be serviced
separately
Fig. 7: Automatic Cluster

The instrument cluster includes the following analog gauges:
 Engine Temperature Gauge (22)

 Fuel Gauge (25)
 Speedometer (6)
 Tachometer (7)
ENGINE TEMPERATURE
The standard equipment engine temperature gauge is located on the right side of the Electronic vehicle
Information center (EVIC), located in the center of the tachometer. The gauge consists of a bar graph that is
controlled by the IPC circuitry that reads from bottom to top. An International Control and Display Symbol icon
for Engine Coolant Temperature is located the bottom of the gauge. For more information, refer to
INTERNATIONAL VEHICLE CONTROL AND DISPLAY SYMBOLS, DESCRIPTION .
FUEL LEVEL
A fuel gauge is standard equipment on all instrument clusters. This gauge is located on the left side of the
Electronic vehicle Information center (EVIC), located in the center of the tachometer. Similar to the engine
temperature gauge, the fuel level gauge consists of a bar graph that is controlled by the IPC circuitry that reads
from bottom to top. The International Control and Display Symbol icon for Fuel is located the bottom of the
gauge.
SPEEDOMETER
Standard equipment on all instrument clusters, the speedometer is located in the center of the IPC assembly,
surrounding the engine tachometer and EVIC display. The speedometer consists of a movable gauge needle or
pointer controlled by the IPC circuitry and a fixed 185 degree primary scale on the gauge dial face that reads
left-to-right either from 0 to 140 mph, or from 0 to 220 km/h, depending upon the market for which the vehicle
is manufactured.
TACHOMETER
The standard equipment tachometer is located in the center of the IPC assembly, between the speedometer and
the EVIC display. The tachometer consists of a movable gauge needle or pointer controlled by the IPC circuitry
and a fixed 185 degree scale on the gauge dial face that reads left-to-right either from 0 to 8 for vehicles with a
gasoline engine.
OPERATION
OPERATION
GAUGES
All gauges receive battery current through the Instrument panel Cluster (IPC) circuitry only when the ignition
switch is in the ON or START positions. With the ignition switch in the OFF position battery current is not
supplied to any gauges, and the IPC circuitry is programmed to move all of the gauge needles back to the low
end of their respective scales. Therefore, the gauges do not accurately indicate any vehicle condition unless the
ignition switch is in the ON or START positions.
Only the Tachometer and the Speedometer of the IPC are driven by stepper motors. Two fixed electromagnetic
coils are located within each gauge. These coils are wrapped at right angles to each other around a movable
permanent magnet. The movable magnet is suspended within the coils on one end of a pivot shaft, while the
gauge needle is attached to the other end of the shaft. One of the coils has a fixed current flowing through it to
maintain a constant magnetic field strength. Current flow through the second coil changes, which causes
changes in its magnetic field strength. The current flowing through the second coil is changed by the IPC
circuitry in response to messages received over the CAN data bus. The gauge needle moves as the movable
permanent magnet aligns itself to the changing magnetic fields created around it by the electromagnets. Unlike
the tachometer and the speedometer, the fuel level gauge and the engine temperature gauges are electronic bar
graph gauges located within the Electronic Vehicle Information Center (EVIC).
ENGINE TEMPERATURE
The engine temperature gauge gives an indication to the vehicle operator of the level of vehicle engine coolant
temperature. This gauge is controlled by the IPC circuit board based upon programming and electronic
messages received from the Powertrain Control Module (PCM) over the CAN data bus via the Body Control
Module (BCM). The BCM acts as a central gateway between the CAN-B and CAN-C data buses.
The engine coolant temperature gauge is an electronic bar graph gauge within the EVIC that receives battery
current on the IPC electronic circuit board through the fused ignition switch output (run-start) circuit whenever
the ignition switch is in the ON or START positions. The IPC is programmed to move the bar graph back to the
low end of the scale after the ignition switch is turned to the Off position. The IPC circuitry controls the gauge
bar graph position, and provides the following features:
 Engine Temperature Message - Each time the IPC receives an electronic engine temperature message
from the BCM indicating the temperature is between the low end of normal [about 104 °F (40 °C)], and
the high end of normal [about 248° F (120 °C)], the gauge is moved to the actual relative temperature
position on the gauge scale.
 Engine Temperature Low Message - Each time the IPC receives an electronic engine temperature
message from the PCM via the BCM over the CAN data bus, indicating the temperature is low [at or
below about 104 °F (40 °C), the gauge is held at the lower end of the gauge scale. The gauge remains
below the low end of the gauge scale until the IPC receives a message indicating that the temperature is
above the low end of normal, or until the ignition switch is turned to the OFF position, whichever occurs
first.
 Engine Temperature High or Critical Message - Each time the IPC receives an electronic engine
temperature message from the PCM via the BCM over the CAN data bus, indicating the temperature is
high [at or above about 248° F (120° C)], the gauge is moved to the high end of the gauge scale, the
engine temperature indicator is illuminated and a single chime tone is sounded. The gauge needle remains
at the high end of the scale, and the engine temperature indicator remains illuminated until the IPC
receives a message indicating that the temperature is below about 248° F (120° C), or until the ignition
switch is turned to the OFF position, whichever occurs first. The chime tone feature will only repeat
during the same ignition cycle if the engine temperature indicator is cycled OFF, and then ON again by
the appropriate messages from the PCM.
 Communication Error - If the IPC fails to receive an engine temperature message, it will hold the
gauge at the last indication for about five seconds or until the ignition switch is turned to the OFF
position, whichever occurs first. After five seconds, the IPC will move the gauge to the low end of the
gauge scale.
The PCM continually monitors the engine coolant temperature sensor to determine the engine operating
temperature. The PCM then sends the proper engine coolant temperature messages to the IPC. If the IPC turns
on the engine temperature indicator due to a high engine temperature gauge reading, it may indicate that the
engine or the engine cooling system requires service. The engine coolant temperature gauge is serviced as a unit
with the instrument cluster.
FUEL GAUGE
The fuel gauge gives an indication to the vehicle operator of the level of fuel in the fuel tank. This gauge is
controlled by the IPC circuit board based upon programming and electronic messages received from the BCM
over the CAN data bus. The BCM receives a hard-wired input from the fuel level sending unit the fuel tank, and
then transmits the fuel level information to the IPC over the CAN data bus.
The fuel gauge is an electronic bar graph gauge within the EVIC that receives battery current on the IPC
electronic circuit board through the fused ignition switch output (run-start) circuit whenever the ignition switch
is in the On or Start positions. The IPC is programmed to move the gauge back to the low end of the scale after
the ignition switch is turned to the Off position. The IPC circuitry controls the gauge bar graph position and
provides the following features:
 Fuel Level Message - The BCM provides a constant current source to the fuel level sending unit and
monitors a return input on a fuel level sense circuit. The resistance through the fuel level sending unit
increases as the fuel level rises and decreases as the fuel level falls causing changes in the fuel level sense
input voltage. The BCM then sends the appropriate electronic fuel level messages to the IPC. The IPC
programming applies an algorithm to calculate the proper fuel gauge position based upon the fuel level
message input, then moves the gauge needle to the proper relative position on the gauge scale. This
algorithm is used to dampen gauge needle movement against the negative effect that fuel sloshing within
the fuel tank can have on accurate inputs from the fuel tank sending unit to the BCM.
 Less Than 11 Percent Tank Full Message - Each time the fuel level message to the IPC indicates the
fuel tank is about 11 percent full or less for 10 consecutive seconds and the vehicle speed is zero, or for
60 consecutive seconds and the vehicle speed is greater than zero, the gauge needle is moved to about the
one-sixteenth graduation on the gauge scale, the low fuel indicator is illuminated, and a single chime tone
is sounded. The low fuel indicator remains illuminated until the fuel level message indicates that the fuel
tank is greater than about 14 percent full for 10 consecutive seconds and the vehicle speed is zero, or for
60 consecutive seconds and the vehicle speed is greater than zero, or until the ignition switch is turned to
the OFF position, whichever occurs first. The chime tone feature will only repeat during the same ignition
cycle if the low fuel indicator is cycled OFF and then ON again by the appropriate messages from the
BCM.
 Less Than Empty Stop Message - Each time the IPC receives a fuel level message indicating the fuel
level in the fuel tank is less than the E (or Empty) for five consecutive seconds, the gauge is moved to the
low end of the gauge scale and the low fuel indicator is illuminated immediately. This input would
indicate that the fuel level sense input to the BCM is a short circuit.
 More Than Full Stop Message - Each time the IPC receives a fuel level message indicating the fuel
level in the fuel tank is more than the F (or Full) for five consecutive seconds, the gauge is moved to the
low end of the gauge scale and the low fuel indicator is illuminated immediately. This input would
indicate that the fuel level sense input to the BCM is an open circuit.
The BCM continually monitors the fuel tank sending unit to determine the level of fuel in the fuel tank. The
BCM then sends the proper fuel level messages to other electronic modules in the vehicle over the CAN data
bus. The fuel gauge is only serviced as a unit with the instrument cluster.
SPEEDOMETER
The speedometer gives an indication to the vehicle operator of the vehicle road speed. This gauge is controlled
by the IPC circuit board based upon programming and electronic messages received from the BCM. The BCM
provides the vehicle speed information across the CAN-B, and CAN-C data buses for use other modules within
the vehicle.
The IPC circuitry controls the gauge needle position and provides the following features:
 Vehicle Speed Message - Each time the IPC receives an electronic vehicle speed message from the BCM
it will calculate the correct vehicle speed reading and position the gauge needle at that relative speed
position on the gauge scale. The IPC will receive a new message and reposition the gauge pointer
accordingly. The gauge needle will continually be positioned at the relative vehicle speed position on the
gauge scale until the vehicle stops moving, or until the ignition switch is turned to the OFF position,
 Communication Error - If the IPC fails to receive a speed message, it will hold the gauge needle at the
last indication for about three seconds, or until the ignition switch is turned to the OFF position,
whichever occurs first. After three seconds, the gauge needle will return to the left end of the gauge scale.
The PCM continually monitors the vehicle speed sensor to determine the vehicle road speed. The PCM then
sends the proper vehicle speed messages to the BCM over the CAN data bus. The speedometer can only be
serviced as a unit with the instrument cluster.
TACHOMETER
The tachometer gives an indication to the vehicle operator of the engine speed. This gauge is controlled by the
IPC circuit board based upon programming and electronic messages received from the BCM over the CAN data
bus. The BCM provides the vehicle speed information across the CAN-B, and CAN-C data buses for use other
modules within the vehicle.
The tachometer is a stepper motor design gauge that receives battery current on the IPC electronic circuit board
through the fused ignition switch output (run-start) circuit whenever the ignition switch is in the ON or START
positions. The IPC is programmed to move the gauge needle back to the low end of the scale after the ignition
switch is turned to the OFF position. The IPC circuitry controls the gauge needle position and provides the
following features:
 Engine Speed Message - Each time the IPC receives an electronic engine speed message from the BCM
it will calculate the correct engine speed reading and position the gauge needle at that relative speed
position on the gauge scale. The IPC will receive a new message and reposition the gauge pointer
accordingly. The gauge needle will continually be repositioned at the relative engine speed position on
the gauge scale until the engine stops running, or until the ignition switch is turned to the OFF position,
 Communication Error - If the IPC fails to receive a speed message, it will hold the gauge needle at the
last indication for about three seconds, or until the ignition switch is turned to the OFF position,
whichever occurs first. After three seconds, the gauge needle will return to the left end of the gauge scale.
The PCM continually monitors the crankshaft position sensor to determine the engine speed. The PCM then
sends the proper engine speed messages to the IPC via BCM over the CAN-B and CAN-C data buses. The
tachometer can only be serviced as a unit with the instrument cluster.
INDICATORS, INSTRUMENT CLUSTER

DESCRIPTION
DESCRIPTION
The instrument cluster assembly has provisions for up to 28 International Control and Display Symbol icon
indicators that are all controlled by the Instrument Panel Cluster (IPC), and standard on all models. Some of the
indicators are automatically configured when the IPC is connected to the vehicle's electrical system for
compatibility with certain optional equipment or equipment required for regulatory purposes in certain markets.
While each instrument cluster may have provisions for indicators to support every available option, the
configurable indicators will not function in vehicles that do not have the equipment that an indicator supports.
Fig. 8: Instrument Cluster

The instrument cluster includes provisions for the following indicators:
 Airbag Indicator (35)

 Ajar Indicators (21)
 Antilock Brake System (ABS) Indicator (20)
 Brake Indicator (17) - text only for U.S. market, icon only for markets outside U.S.
 Change Oil Indicator (13)
 Charging Indicator (4)
 Cruise Indicator (2)
 Electronic Stability Control (ESC) OFF Indicator (18)
 Electronic Stability Control (ESC) System Activation Indicator (19)
 Electronic Throttle Control (ETC) Indicator (10)
 Engine Coolant Temperature Indicator (15)
 Front Fog Lamp Indicator (29) - with optional front fog lamps only
 Fuel Saver Indicator (ECO) (24) - textual message in Electronic Vehicle Information Center (EVIC)
display.
 Gear Selector Indicator (9) - with automatic transmission only
 High Beam Indicator (31)
 Low Fuel Indicator (30)
 Malfunction Indicator Lamp (MIL) (14)
 No Bus Indicator - textual message in EVIC display (9)
 No Fuse Indicator - textual message in EVIC display (9)
 Rear Fog Lamp Indicator (6) - with rear fog lamps in certain markets only
 Seat Belt Indicator (3)
 Security Indicator (23)
 Tire Pressure Monitor (TPM) Indicator (11)
 Turn Signal (Right and Left) Indicators (16 and 33)
 Wait-To-Start Indicator (27) - with diesel engine only
The instrument cluster also includes the following Vacuum Florescent Display (VFD) units:
 Electronic Vehicle Information Center (EVIC) Display (9) - includes Push Button controls at the right
of the IPC unit.
For more information on the International Control and Display Symbol icons, refer to INTERNATIONAL
VEHICLE CONTROL AND DISPLAY SYMBOLS, DESCRIPTION .
Each indicator in the instrument cluster, except those located within a VFD unit, is illuminated by a dedicated
Light Emitting Diode (LED) that is soldered onto the IPC electronic circuit board. Cluster illumination is
accomplished by several dimmable LED units, which illuminate each of the gauge dial faces for visibility when
the exterior lighting is turned ON. These LED units as well as the IPC module are serviced only as a complete
unit, and if damaged or ineffective the entire assembly must be replaced. The cluster lens and hood unit are the
only components of the instrument cluster assembly that can be serviced separately.
OPERATION
OPERATION
INDICATORS
Indicators are located in various positions within the Instrument Panel Cluster (IPC), and are all connected to
the electronic circuit board, and are completely controlled by the IPC microprocessor. The various indicators
are controlled by different strategies; some receive fused ignition switch output from the IPC circuitry and have
a switched ground, while others are grounded through the circuitry and have a switched battery feed. However,
most are controlled by Controller Area Network (CAN) data bus messages from other electronic modules in the
vehicle, but some are controlled by a combination of hard-wired inputs, electronic messaging, and IPC
programming. If the IPC loses CAN data bus communication, the internal circuitry of the IPC will
automatically turn ON the Malfunction Indicator Lamp (MIL) until CAN data bus communication is restored.
Certain indicators in the IPC are automatically or self-configured. This feature allows the configurable
indicators to be enabled by the IPC circuitry for compatibility with certain optional equipment. These indicators
are enabled or disabled by an electronic configuration message sent to the IPC by the Body Control Module
(BCM). The automatically or self-configured indicators remain latent in each BCM at all times and will be
active only when the IPC receives the appropriate CAN bus message inputs for that optional system or
equipment.
Below are brief explanations of the indicators available on this vehicle. More detailed information may be
available elsewhere in this information under the module or system sections that control or influence the
illumination of an indicator located within the instrument cluster or the Vacuum Florescent Display (VFD). The
indicators, the VFD display as well as the gauges are only serviceable with the instrument cluster as an
assembly. The cluster lens and hood assembly are the only components serviceable separate of the instrument
cluster.
ANTILOCK BRAKE SYSTEM (ABS) INDICATOR
The ABS indicator gives an indication to the vehicle operator when the ABS system is faulty or inoperative.
This indicator is controlled by the IPC circuit board based upon programming and electronic messages received
from the Controller Antilock Brake (CAB) over the CAN data bus. The IPC will illuminate the ABS indicator
for about three seconds each time the ignition is turned to the ON position, during the bulb test.
The ABS indicator is completely controlled by the IPC logic circuit, and only allows this indicator to operate
when the instrument cluster receives a battery current input on the fused ignition switch output (run-start)
circuit. Therefore, the LED will always be off when the ignition switch is in any position except ON or START.
The indicator only illuminates when it is provided a path to ground by the IPC transistor. The IPC will also
illuminate the ABS indicator for the following reasons:
 ABS Lamp-ON Message - Each time the IPC receives a lamp-on message from the CAB, the ABS
indicator will be illuminated. The indicator remains illuminated until the IPC receives a lamp-off message
from the BCM, or until the ignition switch is turned to the OFF position, whichever occurs first.
 Communication Error - If the IPC receives no lamp-on or lamp-off messages from the CAB for five
consecutive message cycles, the ABS indicator is illuminated. The indicator remains illuminated until a
valid message from the CAB is received, or until the ignition switch is turned to the OFF position,
 ABS Diagnostic Test - The ABS indicator is blinked on and off by lamp-on and lamp-off messages from
the CAB during the performance of the ABS diagnostic tests.
The CAB continually monitors the ABS circuits and sensors to decide whether the system is in good operating
condition. The CAB then sends the proper lamp-on or lamp-off messages to the IPC. If the CAB sends a lamp-
on message after the bulb test, it indicates that the CAB has detected a system malfunction and/or that the ABS
system has become inoperative. The CAB will store a Diagnostic Trouble Code (DTC) for any malfunction it
detects. Each time the ABS indicator fails to light due to an open or short in the cluster ABS indicator circuit,
the cluster sends a message notifying the CAB of the condition, then the instrument cluster and the CAB will
each store a DTC.
AIRBAG INDICATOR
The airbag indicator gives an indication to the vehicle operator when the airbag system is faulty or inoperative.
The airbag indicator is controlled by the IPC circuit board based upon programming and electronic messages
received from the Occupant Restraint Controller (ORC) over the CAN data bus. Based on messages received
from the ORC, the IPC will illuminate the airbag indicator for about six seconds each time the ignition is turned
to the ON position, during the bulb test.
The airbag indicator LED is completely controlled by the IPC logic circuit, and only allows this indicator to
operate when the instrument cluster receives a battery current input on the fused ignition switch output (run-
start) circuit. Therefore, the LED will always be off when the ignition switch is in any position except ON or
START. The LED only illuminates when it is provided a path to ground by the IPC transistor. The IPC will also
illuminate the airbag indicator for the following reasons:
 ORC Lamp-ON Message - Each time the IPC receives a lamp-on message from the ORC, the airbag
indicator will be illuminated. The indicator remains illuminated for about twelve seconds or until a lamp-
off message from the ORC is received, whichever is longer.
 Communication Error - If the IPC receives no airbag messages for ten consecutive message cycles, the
airbag indicator is illuminated. The indicator remains illuminated until the IPC receives a single lamp-off
message from the ORC.
The ORC continually monitors the airbag system circuits and sensors to decide whether the system is in good
operating condition. The ORC then sends the proper lamp-on or lamp-off messages to the IPC. If the ORC
sends a lamp-on message after the bulb test, it indicates that the ORC has detected a system malfunction and/or
that the airbags and seat belt tensioners may not deploy when required, or may deploy when not required. The
ORC will store a DTC for any malfunction it detects. Each time the airbag indicator fails to illuminate due to an
open or short in the IPC airbag indicator circuit, the IPC sends a message notifying the ORC of the condition,
the IPC and the ORC will each store a DTC, and the seat belt indicator will flash on and off as a backup to
notify the vehicle operator.
BRAKE/PARK BRAKE INDICATOR
The brake indicator gives an indication to the vehicle operator when the parking brake is applied, when there
are certain brake hydraulic system malfunctions as indicated by a low brake hydraulic fluid level condition, or
when the brake fluid level switch is disconnected. The brake indicator can also give an indication when certain
faults are detected in the ABS. This indicator is controlled by a transistor on the IPC circuit board based upon
programming, electronic messages received from the CAB over the CAN data bus, and a hard-wired input from
the park brake switch. The IPC will illuminate the brake indicator for about three seconds each time the ignition
is turned to the ON position, during the bulb test.
The brake indicator LED is completely controlled by the IPC logic circuit, and only allows this indicator to
illuminate the brake indicator for the following reasons:
 Brake Lamp-ON Message - Each time the IPC receives a lamp-on message from the CAB, the brake
indicator will be illuminated. The CAB can also send brake lamp-on messages as feedback during ABS
diagnostic procedures. The indicator remains illuminated until the a lamp-off message from the CAB is
received, or until the ignition switch is turned to the OFF position, whichever occurs first.
 Park Brake Switch Input - Each time the IPC detects ground on the park brake switch sense circuit
(park brake switch closed = park brake applied or not fully released) while the ignition switch is in the
ON position, and vehicle speed in 8km (4.9 mph) or greater, the brake indicator flashes on and off. The
indicator continues to flash until the park brake switch sense input to the IPC is an open circuit (park
brake switch open = park brake fully released), or until the ignition switch is turned to the OFF position,
The park brake switch on the park brake pedal mechanism provides a hard-wired ground input to the IPC
circuitry through the park brake switch sense circuit whenever the park brake is applied or not fully released.
The CAB continually monitors the ABS system circuits and sensors, including the brake fluid level switch on
the brake master cylinder reservoir, to decide whether the system is in good operating condition. The CAB then
sends the proper lamp-on or lamp-off messages to the IPC. If the CAB sends a lamp-on message after the bulb
test, it indicates that the CAB has detected a brake hydraulic system malfunction and/or that the ABS system
has become inoperative. The CAB will store a DTC for any malfunction it detects.
CHANGE OIL INDICATOR
The change oil indicator gives an indication to the vehicle operator when a duty-cycle algorithm contained
within the software of the Powertrain Control Module (PCM) determines that a recommended oil change
interval has been attained. This indicator is controlled by the IPC logic circuit based upon programming and
electronic messages received from the PCM over the CAN data bus.
The change oil indicator function is completely controlled by the IPC logic circuit, and only allows this
indicator to operate when the instrument cluster receives a battery current input on the fused ignition switch
output (run-start) circuit. Therefore, the VFD change oil indication will always be OFF when the ignition switch
is in any position except ON or START. The IPC will illuminate the change oil indicator for the following
reasons:
 Change Oil Indicator Lamp-ON Message - Each time the ignition switch is turned to the ON position
and the IPC receives an electronic change oil indicator lamp-ON message from the PCM indicating that
a duty-cycle based recommended oil change interval has been attained, the change oil indicator will be
illuminated for about three seconds, until the trip odometer reset switch button is depressed, or until the
ignition switch is turned to the OFF position, whichever occurs first.
 Change Oil Indicator Reset Procedure - Once an engine oil change has been completed, the PCM duty
cycle counters can be reset using the following procedure. Turn the ignition switch to the ON position,
but DO NOT start the engine. Slowly depress and release the accelerator pedal fully three times within
ten seconds. Turn the ignition switch to the OFF position. If the change oil indicator illuminates the next
time the engine is started, repeat this procedure.
The PCM continually monitors numerous sensor inputs to determine the duty-cycles to which the engine is
being subjected. A pre-programmed algorithm within the PCM then determines when to send the proper lamp-
ON or lamp-OFF message to the IPC.
CHARGING INDICATOR
The charging indicator gives an indication to the vehicle operator when the electrical system voltage is too low
or too high. This indicator is controlled by a transistor on the IPC circuit board based upon programming and
electronic messages received PCM over the CAN data bus. The IPC will illuminate the charge indicator for
about three seconds each time the ignition is turned to the ON position, during the bulb test.
The charging indicator LED is completely controlled by the IPC logic circuit, and only allows this indicator to
turn on the charging indicator for the following reasons:
 Voltage Low Message - Each time the IPC receives a message from the PCM indicating the electrical
system voltage is low (less than about 11.5 volts is a charge fail condition), the charging indicator will be
illuminated. The indicator remains illuminated until a message from the PCM indicating the electrical
system voltage is normal (greater than about 12.0 volts, but less than 16.0 volts) is received, or until the
 Voltage High Message - Each time the IPC receives a message from the PCM indicating the electrical
system voltage is high (greater than about 16.0 volts), the charging indicator will be illuminated. The
indicator remains illuminated until a message from the PCM indicating the electrical system voltage is
normal (less than about 15.5 volts, but greater than 11.5 volts) is received, or until the ignition switch is
turned to the OFF position, whichever occurs first.
The PCM continually monitors the electrical system voltage to control the generator output. The PCM then
sends the proper system voltage messages to the IPC. If the charging indicator is turned on due to a charge fail
or voltage high condition, it may indicate that the charging system requires service.
CRUISE INDICATOR
The cruise indicator gives an indication to the vehicle operator when the speed control system is ON, regardless
of whether the speed control is engaged. This indicator is controlled by the IPC circuit board based upon
programming and electronic messages received from the PCM over the CAN data bus.
The cruise indicator is completely controlled by the IPC logic circuit, and only allows this indicator to operate
when the instrument cluster receives a battery current input on the fused ignition switch output (run-start)
circuit. Therefore, the indicator will always be OFF when the ignition switch is in any position except ON or
START. The indicator only illuminates when it is energized by the instrument cluster logic circuit. The
instrument cluster will illuminate the cruise indicator for the following reasons:
 Cruise Indicator Lamp-ON Message - Each time the IPC receives an electronic cruise indicator lamp-
ON message from the PCM indicating the speed control system is On, the cruise indicator is illuminated.
The indicator remains illuminated until the cluster receives a lamp-OFF message from the PCM, or until
the ignition switch is turned to the OFF position, whichever occurs first.
The PCM continually monitors the speed control switches to determine the appropriate outputs to control the
vehicle speed. The PCM then sends the proper lamp-ON or lamp-OFF message to the IPC.
DOOR AJAR INDICATOR
The ajar indicators give an indication to the vehicle operator that one or more of the passenger compartment
doors or the swing gate may be open or not completely latched. These indicators are controlled by the IPC logic
circuit based upon programming and electronic ajar switch status messages from the BCM over the CAN data
bus.
The ajar indicator function is completely controlled by the IPC logic circuit, and only allows the indicator to
operate when the instrument cluster receives a battery current input on the fused B(+) circuit. Therefore, the ajar
indications can occur regardless of the ignition switch position. The IPC will turn On the ajar indicator for the
following reasons:
 Ajar Switch Message Input - Each time the IPC receives a door or liftgate ajar switch status message
indicating that a door, the liftgate or any combination of these is open or not completely latched with the
ignition switch in any position, the ajar indicator will be illuminated. If the cluster detects a vehicle speed
input greater than zero (kilometers or miles-per-hour) while the ignition switch is in the ON or START
positions, the ajar indicator will be accompanied by a single chime tone. When the ignition switch is in
any position except ON or START, any and all ajar indications will time out after about five minutes.
The BCM continually monitors the door and liftgate ajar switches to determine the status of the doors and
liftgate. The BCM then sends the proper ajar switch status messages to the IPC. The door and liftgate ajar
switches and their circuits may be diagnosed using conventional diagnostic tools and methods. Refer to the
appropriate wiring information.
ELECTRONIC THROTTLE CONTROL INDICATOR
The Electronic Throttle Control (ETC) indicator gives an indication to the vehicle operator when the ETC
system is faulty or inoperative. The ETC indicator is controlled by the IPC circuit board based upon
programming and electronic messages received from the PCM over the CAN data bus. The IPC will illuminate
the ETC indicator for about fifteen seconds each time the ignition is turned to the ON position, during the bulb
test.
The ETC indicator LED is completely controlled by the IPC logic circuit, and only allows this indicator to
turn on the ETC indicator for the following reasons:
 ETC Lamp-ON Message - Each time the IPC receives a lamp-on message from the PCM, the ETC
indicator will be illuminated. The indicator can be flashed on and off, or illuminated solid, as dictated by
the PCM message. The indicator remains illuminated solid or continues to flash for about twelve seconds
or until a lamp-off message from the PCM is received, whichever is longer. If the indicator is illuminated
solid with the engine running the vehicle will usually remain drivable. If the indicator is flashing with the
engine running the vehicle may require towing. A flashing indicator means the ETC system requires
immediate service.
The PCM continually monitors the ETC system circuits and sensors to decide whether the system is in good
operating condition. The PCM then sends the proper lamp-on or lamp-off messages to the IPC. If the PCM
sends a lamp-on message after the bulb test, it indicates that the PCM has detected an ETC system malfunction
and/or that the ETC system is inoperative. The PCM will store a DTC for any malfunction it detects. Each time
the ETC indicator fails to illuminate due to an open or short in the IPC ETC indicator circuit, the IPC sends a
message notifying the PCM of the condition and the IPC and the PCM will each store a DTC.
ENGINE TEMPERATURE INDICATOR

The engine temperature indicator gives an indication to the vehicle operator when the engine temperature gauge
reading reflects a condition requiring immediate attention. This indicator is controlled by the IPC circuit board
based upon programming and electronic messages received from the PCM over the CAN data bus. The IPC will
illuminate the engine temperature indicator for about three seconds each time the ignition is turned to the ON
position, during the bulb test.
The engine temperature indicator LED is completely controlled by the IPC logic circuit, and only allows this
indicator to operate when the instrument cluster receives a battery current input on the fused ignition switch
output (run-start) circuit. Therefore, the LED will always be off when the ignition switch is in any position
except ON or START. The LED only illuminates when it is provided a path to ground by the IPC transistor.
The engine temperature indicator will also be turned on for the following reasons:
 Engine Temperature High Message - Each time the IPC receives a message from the PCM indicating
the engine coolant temperature is above about 248° F (120° C), the engine temperature indicator will be
illuminated and a single chime tone is sounded. The indicator remains illuminated until a message from
the PCM indicating that the engine coolant temperature is below about 246° F (119° C) is received, or
until the ignition switch is turned to the OFF position, whichever occurs first. The chime tone feature will
only repeat during the same ignition cycle if the engine temperature indicator is cycled off and then on
again by the appropriate engine temperature messages from the PCM.
The PCM continually monitors the engine coolant temperature sensor to determine the engine operating
temperature. The PCM then sends the proper engine coolant temperature messages to the IPC over the CAN
data bus. If the IPC turns on the engine temperature indicator due to a high engine temperature gauge reading, it
may indicate that the engine or the engine cooling system requires service.
ELECTRONIC STABILITY CONTROL (ESC) INDICATOR
The ESC indicator gives an indication to the vehicle operator when the ESC system has been activated. This
indicator is controlled by the IPC circuit board based upon programming and electronic messages received from
the CAB over the CAN data bus. The IPC will illuminate the traction control indicator for about four seconds
each time the ignition is turned to the ON position, during the bulb test. The BSM then communicates over the
CAN data bus. The IPC will illuminate the ESC indicator for about four seconds each time the ignition is turned
to the ON position, during the bulb test
The ESC indicator is completely controlled by the instrument cluster logic circuit, and only allows this indicator
to operate when the instrument cluster receives a battery current input on the fused ignition switch output (run-
start) circuit. Therefore, the indicator will always be off when the ignition switch is in any position except ON
or START. The indicator only illuminates when it is switched to ground by the instrument cluster circuitry. The
instrument cluster will turn on the traction control indicator for the following reasons:
 ESC Indicator Lamp-ON Message - Each time the cluster receives an electronic ESC indicator lamp-
ON message from the CAB indicating that the ESC system has been activated, the ESC indicator will be
illuminated. The indicator remains illuminated until the cluster receives a lamp-OFF message from the
CAB, or until the ignition switch is turned to the OFF position, whichever occurs first.
 Traction Control Lamp-ON Message - Each time the IPC receives a traction control lamp-ON message
from the BCM indicating that the ESC has been activated, the traction control indicator will be
illuminated. The indicator remains illuminated until a lamp-off message from the CAB is received, or
until the ignition switch is turned to the OFF position, whichever occurs first.
The CAB continually monitors the traction control switch to determine the proper outputs to the components of
the ABS. The CAB then sends the proper traction control lamp-on, and lamp-OFF messages to the IPC.
ESC OFF INDICATOR
The ESC OFF indicator gives an indication to the vehicle operator when the ESC System has been either
permanently disabled or manually turned OFF. This indicator is controlled by the IPC circuit board based upon
programming and electronic messages received from the CAB over the CAN data bus. The IPC will illuminate
the traction control indicator for about four seconds each time the ignition is turned to the ON position, during
the bulb test. The CAB communicates to the IPC over the CAN data bus, and the IPC then illuminates the
indicator based on the lamp-on or lamp-off messages.
The ESC indicator is completely controlled by the instrument cluster logic circuit, and only allows this indicator
start) circuit. Therefore, the indicator will always be off when the ignition switch is in any position except ON
or START. The indicator only illuminates when it is switched to ground by the instrument cluster circuitry. The
instrument cluster will turn on the traction control indicator for the following reasons:
 ESC OFF Message - Each time the IPC receives an electronic ESC OFF indicator lamp-ON message
from the CAB indicating that the ESC system has been manually disabled, the ESC OFF indicator will
appear within the cluster. The ESC OFF indicator remains displayed until the IPC receives a lamp-OFF
message from the CAB, or until the ignition switch is turned to the OFF position, whichever occurs first.
 ESC Disable Message - Each time the IPC receives an electronic ESC Disable message from the CAB
indicating that the ESC system has been permanently disabled, the ESC OFF indicator will be
illuminated within the IPC each time the ignition switch is turned to the ON position, and the ESC OFF
switch has be depressed.
The CAB continually monitors the ESC circuits and sensors to decide whether the system is in good operating
condition and the proper outputs to the components of the system. The CAB then sends the proper lamp-ON or
lamp-OFF message to the BCM, which in turn communicates these message to the IPC.
For proper diagnosis of the ESC system, the CAB, the IPC, or the CAN data bus electronic communication
related to the ESC indicator operation, a diagnostic scan tool is required. Refer to the appropriate diagnostic
information.
FOG LAMP INDICATOR
The fog lamp indicator gives an indication to the vehicle operator whenever the optional fog lamps are
illuminated. This indicator is controlled by the IPC circuit board based upon programming and electronic
messages from the BCM over the CAN data bus.
The fog lamp indicator LED is completely controlled by the IPC logic circuit, and will allow the indicator to
operate whenever the instrument cluster receives a battery current input on the fused B(+) circuit. Therefore, the
LED can be illuminated regardless of the ignition switch position. The LED only illuminates when it is
provided a path to ground by the IPC transistor. The IPC will turn on the fog lamp indicator for the following
reasons:
 Fog Lamp-ON Message - Each time the IPC receives a fog lamp-on message indicating the fog lamp
relay is energized, the fog lamp indicator will be illuminated. The indicator remains illuminated until the
cluster receives a fog lamp-off message.
The BCM continually monitors a hard-wired input from the headlamp switch to determine the selected fog lamp
switch status. The BCM then sends the proper fog lamp-on and lamp-off messages to the IPC over the CAN
data bus. The BCM activates the fog lamp relay then sends the proper fog lamp indicator lamp-on and lamp-off
messages to the IPC.
FUEL SAVER INDICATOR - ECONOMIZER (ECO)
The ECO message will display in the IPC EVIC display. The message will appear whenever the vehicle is
driven in a fuel efficient manner, if the feature is turned ON by pressing the odometer push-button and toggling
through the menu.
This feature allows the vehicle operator to monitor when they are driving in a fuel efficient manner, and it can
be used to modify driving habits in order to increase fuel economy.
HIGH BEAM INDICATOR
The high beam indicator gives an indication to the vehicle operator whenever the headlamp high beams are
illuminated. The BCM sends a data Bus message for high beam indicator illumination, in turn the IPC takes this
data Bus message directive to turn on the indicator.
The high beam indicator LED is completely controlled by the IPC logic circuit, and will allow the indicator to
operate whenever the IPC receives a battery current input on the fused B(+) circuit. Therefore, the LED can be
illuminated regardless of the ignition switch position. The LED only illuminates when it is provided a path to
ground by the IPC. The IPC will turn on the high beam indicator for the following reasons:
 High Beam Headlamps-ON Input - Each time the IPC detects a high beam headlamps-on input from the
headlamp beam select switch circuitry of the multi-function switch on the washer/beam select switch mux
circuit, the headlamp high beams and the high beam indicator will be illuminated. The headlamp high
beams and the high beam indicator remain illuminated until the IPC receives a high beam headlamps-off
input from the multi-function switch, or until the exterior lamp load shedding (battery saver) timed
interval expires, whichever occurs first.
The BCM continually monitors the headlamp switch and the multi-function switch to determine the proper
headlamp low beam and high beam control. The BCM then sends the proper low beam and high beam lamp-on
and lamp-off messages to the IPC over the CAN data bus, and turns the high beam indicator on or off
accordingly.
LOW FUEL INDICATOR
The low fuel indicator gives an indication to the vehicle operator when the level of fuel in the fuel tank becomes
low. This indicator is controlled by a transistor on the IPC circuit board based upon programming and electronic
fuel level messages received from the BCM over the CAN data bus. The IPC will illuminate the low fuel
indicator for about three seconds each time the ignition is turned to the ON position, during the bulb test
The low fuel indicator LED is completely controlled by the IPC logic circuit, and will only allow the indicator
start) circuit. Therefore, the LED will always be OFF when the ignition switch is in any position except ON or
START. The LED only illuminates when it is provided a path to ground by the IPC transistor. The IPC will
illuminate the low fuel indicator for the following reasons:
 Less Than 11 Percent Tank Full Message - The BCM provides a constant current source to the fuel
level sending unit and monitors a return input on a fuel level sense circuit. The resistance through the fuel
level sending unit increases as the fuel level rises and decreases as the fuel level falls causing changes in
the fuel level sense input voltage. The BCM then sends the appropriate electronic fuel level messages to
the cluster. Each time the fuel level messages to the cluster indicate the fuel tank is about 11 percent full
or less for 10 consecutive seconds and the vehicle speed is zero, or for 60 consecutive seconds and the
vehicle speed is greater than zero, the gauge needle is moved to the appropriate position on the gauge
scale, the low fuel indicator is illuminated, and a single chime tone is sounded. The low fuel indicator
remains illuminated until the fuel level messages indicate that the fuel tank is greater than about 14
percent full for 10 consecutive seconds and the vehicle speed is zero, or for 60 consecutive seconds and
the vehicle speed is greater than zero, or until the ignition switch is turned to the OFF position, whichever
occurs first. The chime tone feature will only repeat during the same ignition cycle if the low fuel
indicator is cycled OFF and then ON again by the appropriate messages from the BCM.
 Less Than Empty Stop Message - Each time the cluster receives a fuel level message indicating the fuel
level in the fuel tank is less than the E (or Empty) gauge needle stop position for five consecutive
seconds, the gauge needle is moved to the low end of the gauge scale and the low fuel indicator is
illuminated immediately. This input would indicate that the fuel level sense input to the BCM is a short
circuit.
 More Than Full Stop Message - Each time the cluster receives a fuel level message indicating the fuel
level in the fuel tank is more than the F (or Full) gauge needle stop position for five consecutive seconds,
the gauge needle is moved to the low end of the gauge scale and the low fuel indicator is illuminated
immediately. This input would indicate that the fuel level sense input to the BCM is an open circuit.
The BCM continually monitors the fuel tank sending unit to determine the level of fuel in the fuel tank. The
BCM then sends the proper electronic fuel level message to the IPC and other electronic modules in the vehicle
over the CAN data bus. The BCM will store a Diagnostic Trouble Code (DTC) for any fault detected in the fuel
level sense circuit.
LOW OIL PRESSURE INDICATOR
The low oil pressure indicator gives an indication to the vehicle operator when the engine oil pressure reading
reflects a condition requiring immediate attention. This indicator is controlled by the IPC circuit board based
upon programming and electronic messages received from the PCM over the CAN data bus.
The low oil pressure indicator LED is completely controlled by the instrument cluster logic circuit, and will
only allow this indicator to operate when the instrument cluster receives a battery current input on the fused
ignition switch output (run-start) circuit. Therefore, the LED will always be off when the ignition switch is in
any position except ON or START. The LED only illuminates when it is provided a path to ground by the IPC.
The IPC will turn on the low oil pressure indicator for the following reasons:
 Engine Oil Pressure Low Message - Each time the IPC receives a message from the PCM indicating the
engine oil pressure is about 4 psi (27.5 kPa) or lower, the low oil pressure indicator will be illuminated.
The indicator remains illuminated until the IPC receives a message from the PCM indicating that the
engine oil pressure is above about 4 psi (27.5 kPa), or until the ignition switch is turned to the OFF
position, whichever occurs first. The IPC will only turn the indicator on in response to an engine oil
pressure low message if the engine speed is greater than zero.
The PCM continually monitors the engine oil pressure sensor to determine the engine oil pressure. The PCM
then sends the proper engine oil pressure messages to the IPC.
LOW TIRE PRESSURE INDICATOR
The low tire pressure indicator gives an indication to the vehicle operator of the status of the low tire pressure
system. The low tire indicator is controlled by the IPC circuit board based upon programming and electronic
messages received from the Tire Pressure Module (TPM) over the CAN data bus. The IPC will illuminate the
TPM indicator for about three seconds each time the ignition is turned to the ON position, during the bulb test
The TPM indicator is completely controlled by the IPC logic circuit, and will allow this indicator to operate
when the IPC receives a battery current input on the fused ignition switch output (run-start) circuit. Therefore,
the indicator will always be OFF when the ignition switch is in any position except ON or START. The
indicator only illuminates when it is energized by the instrument cluster logic circuit. The IPC will illuminate
the TPM indicator for the following reasons:
 TPM Indicator Lamp-ON Message - Each time the IPC receives an electronic TPM indicator lamp-
ON message from the TPM, the indicator will be illuminated. The indicator can be flashed ON and OFF,
or illuminated solid, as dictated by the TPM message. The indicator remains illuminated until the cluster
receives a lamp-OFF message, or until the ignition switch is turned to the OFF position, whichever occurs
first.
 Low Tire Textual Message - ON vehicles manufactured for export markets, each time the IPC receives
an electronic TPM indicator lamp-ON message from the TPM requesting the low tire pressure indicator
be illuminated solid, and remains illuminated until the IPC receives a lamp-OFF message, or until the
 Communication Error - If the IPC receives no lamp-ON or lamp-OFF messages from the TPM for six
consecutive seconds, the indicator is illuminated. The indicator remains controlled and illuminated by the
IPC until a valid lamp-ON or lamp-OFF message is received from the TPM.
MALFUNCTION INDICATOR LAMP
The Malfunction Indicator Lamp (MIL) gives an indication to the vehicle operator when the PCM has recorded
a DTC for an ON-Board Diagnostics II (OBDII) emissions-related circuit or component malfunction. The MIL
is controlled by a transistor on the IPC circuit board based upon programming and electronic messages received
over the CAN data bus. The IPC will illuminate the MIL indicator for about fifteen seconds each time the
ignition is turned to the ON position, during the bulb test.
The MIL LED is completely controlled by the IPC logic circuit, and that logic will only allow this indicator to
turn on the MIL for the following reasons:
The PCM continually monitors the fuel and emissions system circuits and sensors to decide whether the system
is in good operating condition. The PCM then communicates to the IPC over the CAN data bus. If the IPC turns
on the MIL after the bulb test, it may indicate that a malfunction has occurred and that the fuel and emissions
systems may require service.
 MIL Lamp-ON Message - Each time the IPC receives a MIL lamp-on message from the PCM, the
indicator will be illuminated. The indicator can be flashed on and off, or illuminated solid, as dictated by
the BCM message. For some DTC's, if a problem does not recur, the BCM will send a lamp-off message
automatically. Other DTC's may require that a fault be repaired and the BCM be reset before a lamp-off
message will be sent.
 Communication Error - If the IPC receives no messages from the BCM for ten consecutive message
cycles, the MIL is illuminated by the IPC to indicate a loss of bus communication. The indicator remains
illuminated until a valid message is received from the PCM.
SEAT BELT INDICATOR
The seat belt indicator gives an indication to the vehicle operator of the status of the driver side front seat belt.
This indicator is controlled by the IPC circuit board based upon programming and a hard-wired input from the
seat belt switch in the driver side front seat belt retractor through the seat belt indicator driver circuit.
The seat belt indicator also includes a programmable enhanced seat belt reminder or "beltminder" feature that is
enabled when the vehicle is shipped from the factory. This beltminder feature can be disabled and enabled by
the customer using a specific programming event sequence, or by the dealer using a diagnostic scan tool.
The seat belt indicator LED is completely controlled by the IPC logic circuit, and only allows the indicator to
START. The LED only illuminates when it is provided a path to ground by the IPC transistor. The IPC will turn
on the seat belt indicator for the following reasons:
 Seat Belt Reminder Function - Each time the IPC receives a battery current input on the fused ignition
switch output (run-start) circuit, the indicator will be illuminated as a seat belt reminder for about six
seconds, or until the ignition switch is turned to the OFF position, whichever occurs first. This reminder
function will occur regardless of the status of the seat belt switch input to the cluster.
 Driver Side Front Seat Belt Not Buckled - Beltminder Active - Following the seat belt reminder
function, each time the IPC detects an open circuit on the seat belt indicator driver circuit (seat belt switch
open = seat belt unbuckled) with the ignition switch in the START or ON positions, the indicator will be
illuminated. In addition, if the driver side front seat belt remains unbuckled after the conclusion of the
seat belt reminder function, with the vehicle speed greater than about 5 MPH (8 Kph), the seat belt
indicator will begin to cycle between flashing on and off for three seconds, then lighting solid for two
seconds. The seat belt indicator will continue to cycle between flashing and solid illumination for thirteen
complete cycles, until the seat belt indicator driver input to the cluster is closed to ground (seat belt
switch closed = seat belt buckled), or until the ignition switch is turned to the OFF position, whichever
occurs first.
 Driver Side Front Seat Belt Not Buckled - Beltminder Inactive - Following the seat belt reminder
function, each time the cluster detects an open circuit on the seat belt indicator driver circuit (seat belt
switch open = seat belt unbuckled) with the ignition switch in the START or ON positions, the indicator
will be illuminated. The seat belt indicator remains illuminated until the seat belt indicator driver input to
the cluster is closed to ground (seat belt switch closed = seat belt buckled), or until the ignition switch is
turned to the OFF position, whichever occurs first.
The seat belt switch is connected in series between ground and the seat belt indicator driver input to the
instrument cluster. The seat belt switch input to the instrument cluster circuitry may be diagnosed using
conventional diagnostic tools and methods. Refer to the appropriate wiring information.
TURN SIGNAL INDICATORS
The turn signal indicators give an indication to the vehicle operator that the turn signal (left or right indicator
flashing) or hazard warning (both left and right indicators flashing) have been selected and are operating. These
indicators are controlled by transistors on the IPC electronic circuit board based upon the cluster programming,
a hard-wired multiplex input received by the cluster from the turn signal and hazard warning switch circuitry of
the multi-function switch on the turn/hazard switch mux circuit, and electronic messages received from the
BCM over the CAN data bus.
Each turn signal indicator LED is completely controlled by the IPC logic circuit, and will allow this indicator to
operate whenever the instrument cluster receives a battery current input on the fused B(+) circuit. Therefore,
each LED can be illuminated regardless of the ignition switch position. The LED only illuminates when it is
provided a path to ground by the IPC transistor. The IPC will turn on the turn signal indicators for the following
reasons:
 Turn Signal-ON Input - The Steering Control Module (SCM) sends a Data Bus message to the BCM to
turn on the turn signals. The BCM also sends out a message to the IPC to illuminate the appropriate
electronic turn signal switch indicator. The BCM controls the output and the flash rate for either the right
or left turn signal lamps and sends this message to the IPC. The IPC will then control the illumination and
flash rate of the right or left turn signal indicators, as well as to control the click rate of an
electromechanical relay soldered onto the IPC electronic circuit board that emulates the sound emitted by
a conventional turn signal flasher. The turn signals and the turn signal indicators continue to flash on and
off until the cluster receives a turn signal-off input from the multi-function switch, or until the ignition
switch is turned to the OFF position, whichever occurs first.
 Hazard Warning-ON Input - The turn signal flashers are also controlled by the BCM. The SCM sends a
Data Bus message to the BCM and the BCM responds to these messages by controlling a battery voltage
output and the flash rate for each of the right and left turn signal lamps. The BCM also sends the
appropriate electronic messages back to the IPC to control the illumination and flash rate of the right and
left turn signal indicators, as well as to control the click rate of an electromechanical relay soldered onto
the IPC electronic circuit board that emulates the sound emitted by a conventional hazard warning flasher.
The turn signals and the turn signal indicators continue to flash on and off until the cluster receives a
hazard warning-off input from the multi-function switch.
 Lamp Out Mode - The IPC also sends electronic turn signal on and off messages to the BCM over the
CAN data bus, and the BCM flashes the appropriate exterior turn signal lamps. If the BCM detects an
inoperative turn signal lamp or circuit, it increases the flash rate for the remaining operative turn signals
and sends an electronic message back to the instrument cluster. The instrument cluster then increases the
flash rate of the turn signal indicator(s) and the clicking rate of the electromechanical relay to provide an
indication of the problem to the vehicle operator.
The IPC continually monitors the multi-function switch and electronic messages from the BCM to determine
the proper turn signal and hazard warning system control.
WAIT-TO-START INDICATOR
The wait-to-start indicator gives an indication to the vehicle operator when the engine temperature is too cool
for efficient and reliable engine starting, and the engine block heater should be plugged in. This indicator is
controlled by the IPC circuit board based upon programming and electronic messages received from the BCM
over the CAN data bus. When the BCM receives a message from the PCM that the engine temperature is too
low for efficient starting, the BCM then sends and electronic message to the IPC to turn on the "Wait to start"
indicator, and a "Plug in block heater" message will be displayed in the EVIC.
The wait-to-start indicator LED is completely controlled by the IPC logic circuit, and only allows this indicator
start) circuit. Therefore, the LED will always be OFF when the ignition switch is in any position except ON or
START. The LED only illuminates when it is provided a path to ground by the IPC transistor. The IPC will
illuminate the wait-to-start indicator for the following reasons:
 Wait-To-START Indicator Lamp-ON Message - Each time the IPC receives an electronic wait-to-
start indicator lamp-ON message from the PCM indicating that the engine temperature is too cool for
efficient and reliable engine starting, the wait-to-start indicator will be illuminated. The indicator remains
illuminated until the cluster receives a lamp-OFF message from the BCM, until the PCM detects that the
engine is running, or until the ignition switch is turned to the OFF position, whichever occurs first.
POD, SWITCH
DESCRIPTION
DESCRIPTION - UPPER
The instrument panel upper switch pod is centrally located below the radio, and above the HVAC controls in
the center stack area of the instrument panel. This switch is available in multiple configurations, which varies
from model to model, depending upon the optional equipment in the vehicle.
The upper switch pod may include the following switches:
Fig. 9: Sport Function Control Switch, Rear Defroster Control Switch & Hazard Lamp Switch
 Sport Function Control Switch (1)

 Rear Defroster Control Switch (2)
 Hazard Lamp switch (3)
The upper switch pod housing, and the push buttons are constructed of molded plastic. Each push button has a
smooth finish and is clearly identified with the appropriate text or International Control, and Display Symbol
icon. Several of the push buttons feature Light Emitting Diode (LED) units to give the vehicle operator an
indication when the function of that switch is currently active. All switches including the hazard switch feature
a momentary operation design or function when depressed.
Three screws secure the switch pod to the back of the instrument panel center bezel through integral mounting
tabs that are molded into each side, and the lower center of the switch housing. The back of the switch housing
has an integral connector receptacle containing terminal pins that connect the switch to the vehicle electrical
system through a dedicated take out, and connector of the instrument panel wire harness.
Dimmer controlled illumination lamps integral to the circuit board within the switch; provide back lighting for
visibility at night. The individual switches in switch pod cannot be repaired, and are not serviced individually. If
any component within the switch pod, including the panel lamps is ineffective or damaged the entire switch pod
must be replaced.
DESCRIPTION - LOWER
The lower instrument panel switch pod is located within the heater, and air conditioner controls in the center
stack area of the instrument panel. This lower switch pod has provisions for up to four push button switches that
vary depending on model.
Fig. 10: Lower Pod, Electronic Stability Control (ESC) Switch, Fog Lamp Switch & Front Heated Seat
Switches
The lower pod may include the following switches:

 Electronic Stability Control (ESC) Switch (2) (not shown) - located in switch pod if equipped with
manual transmission.
 Fog Lamp Switch (5)
 Front Heated Seat Switches (2 and 3) - if equipped
The switch housing and the push buttons are constructed of molded plastic. Each push button has a smooth
finish and is clearly identified with the appropriate text or International Control, and Display Symbol icon. The
heated seat push buttons feature Light Emitting Diode (LED) units to give the vehicle operator an indication
when the function of that switch is currently active.
Three screws secure the switch to the back of the HVAC control face plate, through integral mounting tabs that
are molded onto the corners of the switch housing. The back of the switch housing has an integral connector
receptacle containing terminal pins that connect the switch to the vehicle electrical system through a dedicated
take out, and connector of the instrument panel wire harness.
Panel lamps dimmer controlled illumination lamps integral to the circuit board within the switch provide back
lighting for visibility at night, but these lamps are not serviceable. The individual switches in the lower switch
pod cannot be repaired, and are not serviced individually. If any component within the switch pod is ineffective
or damaged, the entire switch pod must be replaced.
OPERATION
OPERATION - UPPER
For information covering details of operation for the individual switches contained within the instrument panel
upper switch pod, refer to the specific service information covering the system to which that switch or indicator
belongs.
OPERATION - LOWER
For information covering details of operation for the individual switches and circuits contained within the lower
instrument panel switch pod, refer to the specific service information covering the system to which that switch
belongs.
REMOVAL
UPPER
Fig. 11: Instrument Panel Center Bezel & Secure The Switch Pod

2. Remove the instrument panel center bezel (2). Refer to BEZEL, INSTRUMENT PANEL, CENTER,
REMOVAL .
3. Remove the screws that secure the switch pod (3) to the back of the instrument panel center bezel trim.
4. Remove the switch pod.
LOWER
NO TITLE
Fig. 12: HVAC Control Panel & Lower Switch Pod


2. Remove the HVAC control panel (1). Refer to CONTROL, A/C AND HEATER, REMOVAL .
3. Remove the screws that secure the lower switch pod (2) to the back of the face plate.
4. Remove the lower switch pod.
INSTALLATION
UPPER
Fig. 13: Instrument Panel Center Bezel & Secure The Switch Pod
1. Position the instrument panel switch pod (3) to the back of the instrument panel center bezel (2).
2. Install, and tighten the screws that secure the switch pod to the bezel.
3. Install the center bezel. Refer to BEZEL, INSTRUMENT PANEL, CENTER, INSTALLATION .
LOWER
Fig. 14: HVAC Control Panel & Lower Switch Pod

1. Position the lower instrument panel switch pod (2) on the back of the HVAC control panel (1).
2. Install and tighten the screws that secure the switch pod to the control panel.
3. Install the HVAC control panel. Refer to CONTROL, A/C AND HEATER, INSTALLATION .
2012 ACCESSORIES AND EQUIPMENT Message Center - Service Information - Fiat 500
Message Center - Service Information - Fiat 500
CENTER, ELECTRONIC VEHICLE INFORMATION

DESCRIPTION
DESCRIPTION
The Electronic Vehicle Information Center (EVIC) features a driver-interactive display (1). The display is
located in the center part of the instrument cluster.
Fig. 1: Electronic Vehicle Information Center (EVIC) Driver-Interactive Display

The EVIC display shows the vehicle Odometer (ODO), Trip B readouts, Clock, Temperature readouts, gear
selection indicator and the ECOnomy (ECO), Sport or Auto feature indicator. In addition to various messages
and indicators the EVIC also displays two digital gauges for the Fuel level indication and the engine
temperature indication. The EVIC push-buttons located to the right of the Instrument Panel Cluster (IPC) can be
used to scroll through the different odometer functions. For additional information on the instrument cluster and
related functions, refer to DESCRIPTION .
Fig. 2: EVIC System & Buttons

The EVIC system conveniently allows the driver to navigate through and select a variety of useful information
by pressing the EVIC function buttons (2, 3 and 4). The EVIC displays information related to the following:
 Audio mode display

 Fuel saver indicator, Economizer (ECO) display
 Outside temperature display
 Personal Settings (customer programmable features)
 System Status
 Trip computer functions
The EVIC system is comprised of several different components. Those components are:
 IPC
 EVIC Function Buttons
 Ambient Temperature Sensor
 Controller Area Network (CAN) Data Bus
The EVIC display is part of the IPC assembly and is not serviced as a separate component. If the display is
inoperative the complete assembly must be replaced. Refer to REMOVAL .
OPERATION
OPERATION
The Electronic Vehicle Information Center (EVIC) uses both non-switched and ignition switched sources of
battery current so that some of its features remain operational at any time, while others may only operate with
the ignition switch in the "ON" position. When the ignition switch is turned to the "ON" position, the EVIC
display will return to the last function being displayed before the ignition was turned to the "OFF" position.
The EVIC system is comprised of several different components that communicate over the Controller Area
Network (CAN) data bus. If the system is inoperative a scan tool and the appropriate diagnostic
information must be used to diagnose the system.

The EVIC function buttons (1, 2, and 3) are used to operate the different functions of the EVIC system. Pressing
and releasing the MENU button (4) allows the driver to select the Trip Computer, Personal Settings or System
Status functions. The SCROLL/STEP buttons (1 and 2) are used to toggle through options or features of the
Trip Computer, Personal Settings or System Status functions.
EVIC DISPLAY MODES
SYSTEM STATUS MODE
System display mode displays warnings and user interaction messages on the EVIC display. The driver can
scroll to view multiple messages by using the MENU and SCROLL/STEP buttons. System warnings will
always over ride the current display as they become active.
When the appropriate conditions exist, the EVIC displays the following messages:
 Turn Signal On (with a continuous warning chime)

 Left Front Turn Signal Lamp Out (with a single chime)
 Left Rear Turn Signal Lamp Out (with a single chime)
 Right Front Turn Signal Lamp Out (with a single chime)
 Right Rear Turn Signal Lamp Out (with a single chime)
 RKE Battery Low (with a single chime)
 Personal Settings Not Available - Vehicle Not in Park (automatic transmissions) or vehicle in motion
(manual transmissions)
 Door (S) Ajar (with a single chime if vehicle is in motion)
 Left Front Low Pressure (with a single chime)
 Left Rear Low Pressure (with a single chime)
 Right Front Low Pressure (with a single chime)
 Right Rear Low Pressure (with a single chime)
 Check TPM System (with a single chime)
PERSONAL SETTINGS MODE (CUSTOMER PROGRAMMABLE FEATURES)
Allows the driver to set and recall features when the transmission is in Park by pressing and releasing the
MENU button until Personal Settings is displayed in the EVIC. Pressing and releasing the SCROLL/STEP
button will scroll through the following personal settings choices:
 Language When in this display you may select one of five languages for all display nomenclature,
including the trip functions. Press the SCROLL/STEP button while in this display to select English,
Espanol, or Francais. Then, as you continue, the information will display in the selected language.
 Display Units of Measure in The EVIC, odometer, and navigation system (if equipped) can be changed
between English and Metric units of measure. To make your selection, press and release the
SCROLL/STEP button until "US" or "METRIC" appears.
TEMPERATURE
Outside temperature is displayed in °C (degrees Celsius) or °F (degrees Fahrenheit). The audio mode is always
present when the temperature function is displayed.
TRIP COMPUTER
Press and release the MENU button, and then the SCROLL/STEP until one of the following Trip Functions
displays in the EVIC:
 Average Fuel Economy

 Distance To Empty
 Display Units of Measure in
HANDS FREE TELEPHONE MODE - IF EQUIPPED
Provides the following information and features for the optional hands-free communications system:
 Phone status: idle, voice mail, roaming, battery strength and signal strength in increments of 20 percent
 Call status: Incoming call, connecting, connected, air time in minutes and seconds, call ended, busy, call
failed, roaming and no phone connection
 Caller ID phone number display
SENSOR, AMBIENT TEMPERATURE

DESCRIPTION
DESCRIPTION
Fig. 4: Ambient Temperature Sensor & Rear View Mirror Glass

The ambient temperature sensor (1) is a variable resistor type sensor. The sensor is located within the right side
view mirror, and is mounted to the lower side of the body of the mirror (2) behind the rear view mirror glass.
The ambient temperature sensor cannot be adjusted or repaired, and is not serviced separately. If the sensor is
inoperative or damaged, the entire mirror must be replaced.
OPERATION
OPERATION
The ambient temperature sensor is a variable resistor that operates on a five-volt reference signal. The resistance
in the sensor changes as temperature changes, changing the temperature sensor signal circuit voltage to the
Body Control Module (BCM). Based upon the resistance in the sensor, the BCM sends a voltage signal to the
Instrument Panel Cluster (IPC), and other modules over the Controller Area Network (CAN) data bus circuit,
which corresponds to a specific temperature. The IPC then displays corresponding ambient temperature within
the Electronic Vehicle Information center (EVIC) display unit within the IPC.
SWITCH, EVIC CONTROL

DESCRIPTION
DESCRIPTION

The Electronic Vehicle Information Center (EVIC) conveniently allows the driver to navigate through, and
select, a variety of information by pressing the EVIC function buttons (2, 3, and 4) located on the lower rights
side of the Instrument panel Cluster (IPC) bezel. For more information on the EVIC, its functions and many of
the systems that are supported, refer to CENTER, ELECTRONIC VEHICLE INFORMATION,
DESCRIPTION.
2012 ACCESSORIES AND EQUIPMENT Navigation/Telecommunication - Service Information - Fiat 500
Navigation/Telecommunication - Service Information - Fiat 500
MICROPHONE
REMOVAL
REMOVAL
Fig. 1: Overhead Console


2. Remove the overhead console (1). Refer to CONSOLE, OVERHEAD, REMOVAL .
INSTALLATION
INSTALLATION

1. Install the overhead console Refer to CONSOLE, OVERHEAD, INSTALLATION .

NAVIGATION UNIT
OPERATION
OPERATION
Blue & Me Maps
The Blue & Me Maps has a provision for connecting a TomTom® to the system through a special mounting
cradle. The TomTom®, with its mounting cradle, is docked to a receptacle on the instrument panel. The
receptacle supplies power and ground for charging the TomTom® through the cradle. Communication between
the TomTom® and CTM is performed via Bluetooth™. The driver is guided to the destination by voice
messages that are broadcast through the speakers, and visual directions on the TomTom® display.
REMOVAL
REMOVAL
Fig. 3: Navigation Screen Stand


2. If installed, remove the navigation screen stand (1) by pulling straight up out of the instrument panel.
Fig. 4: Navigation Pod Remover Tool & Navigation Port

3. Set the navigation pod remover tool MLR-10313 or equivalent (1) on the navigation port (2) on the
instrument panel.
Fig. 5: Compressing Plunger

4. Firmly push the plunger (1) down until its fully compressed.
Fig. 6: Fully Depressed Plunger & Fingers Around Handles

5. With the plunger firmly and fully depressed (1), warp your fingers around the handles (2) of the tool.
Fig. 7: Releasing Plunger & Navigational Port

6. Slightly wiggle back and forth while pulling up (1).

7. Release the plunger and remove the tool (1) from the navigation port (2).
8. Disconnect the electrical connector from the navigation port.
INSTALLATION
INSTALLATION
Fig. 8: Navigation Port

1. Connect the electrical connector to the navigation port.

2. Push the navigation port into the instrument panel until it snaps into place securely.
Fig. 9: Navigation Screen Stand

3. Install the navigation mount holder (1) and navigation screen.

5. Verify functionality of the navigation unit.
2012 ACCESSORIES AND EQUIPMENT Park Assist Module (PAM) - Electrical Diagnostics - Fiat 500
Park Assist Module (PAM) - Electrical Diagnostics - Fiat 500

DTC Description
C100B-12 REAR OUTER LEFT SENSOR SHORT TO BATTERY
C100B-14 REAR OUTER LEFT SENSOR OPEN CIRCUIT OR SHORT TO GROUND
C100B-29 REAR OUTER LEFT SENSOR INVALID SIGNAL / INTERNAL FAILURE
C100C-12 REAR INNER LEFT SENSOR SHORT TO BATTERY
C100C-14 REAR INNER LEFT SENSOR OPEN CIRCUIT OR SHORT TO GROUND
C100C-29 REAR INNER LEFT SENSOR INVALID SIGNAL / INTERNAL FAILURE
C100B-12 REAR INNER RIGHT SENSOR SHORT TO BATTERY
C100D-14 REAR INNER RIGHT SENSOR OPEN CIRCUIT OR SHORT TO GROUND
C100D-29 REAR INNER RIGHT SENSOR INVALID SIGNAL / INTERNAL FAILURE
C100B-12 REAR OUTER RIGHT SENSOR SHORT TO BATTERY
C100E-14 REAR OUTER RIGHT SENSOR OPEN CIRCUIT OR SHORT TO GROUND
C100E-29 REAR OUTER RIGHT SENSOR INVALID SIGNAL / INTERNAL FAILURE
C1017-11 SENSOR POWER SHORT TO GROUND
C1018-42 INTERNAL MEMORY ERROR

C100B-12-REAR OUTER LEFT SENSOR SHORT TO BATTERY
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. For more information on the Park Assist Sensors, Refer to SENSOR, PARK ASSIST, OPERATION .
WHEN MONITORED:
Vehicle in reverse.
During the self-test while vehicle is in drive between 18 km/h (11 mph) and 40 km/h (25 mph).
SET CONDITION:
The Park Assist Module detects high voltage on the Park Assist Sensor Signal circuit.
POSSIBLE CAUSES
Possible Causes
REAR OUTER LEFT SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
REAR OUTER LEFT SENSOR SIGNAL CIRCUIT SHORTED TO THE REAR OUTER LEFT
SENSOR SUPPLY CIRCUIT
PARK ASSIST SENSOR
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. REAR OUTER LEFT SENSOR SIGNAL CIRCUIT SHORTED TO BATTERY

3. Disconnect the Park Assist Sensor harness connector.
5. Measure the voltage of the Rear Outer Left Sensor Signal circuit.
Is the voltage above 10.0 volts?
Yes
 Repair the Rear Outer Left Sensor Signal circuit for a short to battery.
No
Go To 3.

3. REAR OUTER LEFT SENSOR SIGNAL CIRCUIT SHORTED TO THE REAR OUTER LEFT
2. Measure the resistance between the Rear Outer Left Sensor Signal circuit and the Rear Outer Left
Sensor Supply circuit.
Is the resistance below 10K Ohms?
Yes
 Repair the Rear Outer Left Sensor Signal circuit for a short to the Rear Outer Left Sensor
Supply circuit.
No
SENSOR, PARK ASSIST, REMOVAL .
C100B-14-REAR OUTER LEFT SENSOR OPEN CIRCUIT OR SHORT TO GROUND
THEORY OF OPERATION
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 or open on the Park Assist Sensor Signal circuit or an open on
the Park Assist Sensor Supply circuit.
POSSIBLE CAUSES
Possible Causes
PARK ASSIST SENSOR DISCONNECTED
REAR OUTER LEFT SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
REAR OUTER LEFT SENSOR SIGNAL CIRCUIT OPEN
PARK ASSIST SENSOR SUPPLY CIRCUIT OPEN
PARK ASSIST SENSOR
PARK ASSIST MODULE
DIAGNOSTIC TEST
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 PARK ASSIST SENSOR SUPPLY CIRCUIT

2. Disconnect the Park Assist Sensor.
4. Measure the voltage of the Park Assist Sensor Supply circuit.
Yes
 Go To 4.
No
Go To 3.

3. CHECK THE PARK ASSIST SENSOR SUPPLY CIRCUIT FOR AN OPEN OR HIGH
RESISTANCE
3. Measure the resistance of the Park Assist Sensor Supply circuit.
Yes
No
Repair the open or high resistance in the Park Assist Sensor Supply circuit.

4. CHECK THE REAR OUTER LEFT SENSOR SIGNAL CIRCUIT FOR A SHORT TO GROUND
2. Measure the resistance between ground and the Rear Outer Left Sensor Signal circuit.
Yes
 Repair the short to ground in the Rear Outer Left Sensor Signal circuit.
No
Go To 5.

5. CHECK THE REAR OUTER LEFT SENSOR SIGNAL CIRCUIT FOR AN OPEN
1. Measure the resistance of the Rear Outer Left Sensor Signal circuit.
Yes
 Repair the open in the Rear Outer Left Sensor Signal circuit.
No
Go To 6.

6. PARK ASSIST SENSOR

2. Reconnect the Park Assist Module C2 harness connector.
3. Connect a jumper wire across the Park Assist Sensor Supply and Rear Outer Left Sensor Signal
circuits.
Does the scan tool display DTC: C100B-12-REAR OUTER LEFT SENSOR SHORT TO
BATTERY as active?
Yes
 Replace the Park Assist Sensor in accordance with the Service Information. Refer to
No
C100B-29-REAR OUTER LEFT SENSOR INVALID SIGNAL / INTERNAL FAILURE
THEORY OF OPERATION
The Park Assist Sensors are ultrasonic transceivers are 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.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
Park Assist Module detects an internal Sensor failure.
POSSIBLE CAUSES
Possible Causes
PARK ASSIST SENSOR MEMBRANE OBSTRUCTION (ICE, SNOW, MUD, DIRT COVERING
FASCIA)
DECOUPLING RING MISSING/MOUNTED WRONG
OBJECTS - SUCH AS LICENSE PLATES - IN CLOSE RANGE TO THE SENSOR
PARK ASSIST SENSOR
DIAGNOSTIC TEST
1. CHECK FOR ACTIVE DIAGNOSTIC TROUBLE CODE (DTC)
NOTE: Before proceeding with this diagnostic procedure, remove any ice, snow,
mud, dirt, or other obstructions from the front/rear fascia.

2. Using 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 possible none of the causes mentioned above are present, view repair.
Repair
C100C-12-REAR INNER LEFT SENSOR SHORT TO BATTERY
THEORY OF OPERATION
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
REAR INNER LEFT SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
REAR INNER LEFT SENSOR SIGNAL CIRCUIT SHORTED TO THE REAR INNER LEFT
PARK ASSIST SENSOR
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. REAR INNER LEFT SENSOR SIGNAL CIRCUIT SHORTED TO BATTERY


5. Measure the voltage of the Rear Inner Left Sensor Signal circuit.
Yes
 Repair the Rear Inner Left Sensor Signal circuit for a short to battery.
No
Go To 3.

3. REAR INNER LEFT SENSOR SIGNAL CIRCUIT SHORTED TO THE REAR INNER LEFT
2. Measure the resistance between the Rear Inner Left Sensor Signal circuit and the Rear Inner Left
Yes
 Repair the Rear Inner Left Sensor Signal circuit for a short to the Rear Inner Left Sensor
Supply circuit.
No
C100C-14-REAR INNER LEFT SENSOR OPEN CIRCUIT OR SHORT TO GROUND
THEORY OF OPERATION
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
REAR INNER LEFT SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
REAR INNER LEFT SENSOR SIGNAL CIRCUIT OPEN
PARK ASSIST SENSOR
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No



Yes
 Go To 4.
No
Go To 3.

RESISTANCE
Yes
No

4. CHECK THE REAR INNER LEFT SENSOR SIGNAL CIRCUIT FOR A SHORT TO GROUND
2. Measure the resistance between ground and the Rear Inner Left Sensor Signal circuit.
Yes
 Repair the short to ground in the Rear Inner Left Sensor Signal circuit.
No
Go To 5.

5. CHECK THE REAR INNER LEFT SENSOR SIGNAL CIRCUIT FOR AN OPEN
1. Measure the resistance of the Rear Inner Left Sensor Signal circuit.
Yes
 Repair the open in the Rear Inner Left Sensor Signal circuit.
No
Go To 6.


3. Connect a jumper wire across the Park Assist Sensor Supply and Rear Inner Left Sensor Signal
circuits.
Does the scan tool display DTC: C100C-12-REAR INNER LEFT SENSOR SHORT TO
BATTERY as active?
Yes
No
C100C-29-REAR INNER LEFT SENSOR INVALID SIGNAL / INTERNAL FAILURE
THEORY OF OPERATION
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
FASCIA)
PARK ASSIST SENSOR
DIAGNOSTIC TEST

Yes
 Go To 2.
No


Repair
C100B-12-REAR INNER RIGHT SENSOR SHORT TO BATTERY
THEORY OF OPERATION
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
REAR INNER RIGHT SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
REAR INNER RIGHT SENSOR SIGNAL CIRCUIT SHORTED TO THE REAR INNER RIGHT
PARK ASSIST SENSOR
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. REAR INNER RIGHT SENSOR SIGNAL CIRCUIT SHORTED TO BATTERY

5. Measure the voltage of the Rear Inner Right Sensor Signal circuit.
Yes
 Repair the Rear Inner Right Sensor Signal circuit for a short to battery.
No
Go To 3.

3. REAR INNER RIGHT SENSOR SIGNAL CIRCUIT SHORTED TO THE REAR INNER RIGHT
2. Measure the resistance between the Rear Inner Right Sensor Signal circuit and the Rear Inner Right
Yes
 Repair the Rear Inner Right Sensor Signal circuit for a short to the Rear Inner Right Sensor
Supply circuit.
No
C100D-14-REAR INNER RIGHT SENSOR OPEN CIRCUIT OR SHORT TO GROUND
THEORY OF OPERATION
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
REAR INNER RIGHT SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
REAR INNER RIGHT SENSOR SIGNAL CIRCUIT OPEN
PARK ASSIST SENSOR
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No


Yes
 Go To 4.
No
Go To 3.

RESISTANCE
Yes
No
 Repair the open or high resistance in the Park Assist Sensor Supply circuit.
Perform the BODY VERIFICATION TEST. Refer to BODY VERIFICATION TEST .


4. CHECK THE REAR INNER RIGHT SENSOR SIGNAL CIRCUIT FOR A SHORT TO
GROUND
2. Measure the resistance between ground and the Rear Inner Right Sensor Signal circuit.
Yes
 Repair the short to ground in the Rear Inner Right Sensor Signal circuit.
No
Go To 5.

5. CHECK THE REAR INNER RIGHT SENSOR SIGNAL CIRCUIT FOR AN OPEN
1. Measure the resistance of the Rear Inner Right Sensor Signal circuit.
Yes
 Repair the open in the Rear Inner Right Sensor Signal circuit.
No
Go To 6.
3. Connect a jumper wire across the Park Assist Sensor Supply and Rear Inner Right Sensor Signal
circuits.
Does the scan tool display DTC: C100D-12-REAR INNER RIGHT SENSOR SHORT TO
BATTERY as active?
Yes
No
C100D-29-REAR INNER RIGHT SENSOR INVALID SIGNAL / INTERNAL FAILURE
THEORY OF OPERATION
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
FASCIA)
PARK ASSIST SENSOR
DIAGNOSTIC TEST

Yes
 Go To 2.
No


Repair
C100B-12-REAR OUTER RIGHT SENSOR SHORT TO BATTERY
THEORY OF OPERATION
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
REAR OUTER RIGHT SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
REAR OUTER RIGHT SENSOR SIGNAL CIRCUIT SHORTED TO THE REAR OUTER RIGHT
PARK ASSIST SENSOR
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. REAR OUTER RIGHT SENSOR SIGNAL CIRCUIT SHORTED TO BATTERY

5. Measure the voltage of the Rear Outer Right Sensor Signal circuit.
Yes
 Repair the Rear Outer Right Sensor Signal circuit for a short to battery.
No
Go To 3.

3. REAR OUTER RIGHT SENSOR SIGNAL CIRCUIT SHORTED TO THE REAR OUTER
RIGHT SENSOR SUPPLY CIRCUIT

2. Measure the resistance between the Rear Outer Right Sensor Signal circuit and the Rear Outer
Right Sensor Supply circuit.
Yes
 Repair the Rear Outer Right Sensor Signal circuit for a short to the Rear Outer Right Sensor
Supply circuit.
No
C100E-14-REAR OUTER RIGHT SENSOR OPEN CIRCUIT OR SHORT TO GROUND
THEORY OF OPERATION
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
REAR OUTER RIGHT SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
REAR OUTER RIGHT SENSOR SIGNAL CIRCUIT OPEN

PARK ASSIST SENSOR
PARK ASSIST MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No


Yes
 Go To 4.
No
Go To 3.

RESISTANCE

Yes
No

4. CHECK THE REAR OUTER RIGHT SENSOR SIGNAL CIRCUIT FOR A SHORT TO
GROUND
2. Measure the resistance between ground and the Rear Outer Right Sensor Signal circuit.
Yes
 Repair the short to ground in the Rear Outer Right Sensor Signal circuit.
No
Go To 5.

5. CHECK THE REAR OUTER RIGHT SENSOR SIGNAL CIRCUIT FOR AN OPEN
1. Measure the resistance of the Rear Outer Right Sensor Signal circuit.
Yes
 Repair the open in the Rear Outer Right Sensor Signal circuit.
No
Go To 6.



3. Connect a jumper wire across the Park Assist Sensor Supply and Rear Outer Right Sensor Signal
circuits.
Does the scan tool display DTC: C100E-12-REAR OUTER RIGHT SENSOR SHORT TO
BATTERY as active?
Yes
No
C100E-29-REAR OUTER RIGHT SENSOR INVALID SIGNAL / INTERNAL FAILURE
THEORY OF OPERATION
The Park Assist Sensors are ultrasonic transceivers 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
circuit.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
Park Assist Module detects an internal sensor failure.
POSSIBLE CAUSES
Possible Causes
FASCIA)
PARK ASSIST SENSOR
DIAGNOSTIC TEST

Yes
 Go To 2.
No


Repair
C1017-11-SENSOR POWER SHORT TO GROUND
THEORY OF OPERATION
circuit. The Sensors share a common power feed from the Park Assist Module.
WHEN MONITORED:
Vehicle in reverse.
SET CONDITION:
Park Assist Sensor supply voltage less than 7.2 volts.
POSSIBLE CAUSES
Possible Causes
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 PARK ASSIST SENSOR SUPPLY CIRCUIT FOR A SHORT TO GROUND
NOTE: Perform this test with all Rear Park Assist Sensors disconnected.

2. Measure the resistance between ground and the Park Assist Sensor Supply circuit.
Yes
 Repair the Park Assist Sensor Supply circuit for a short to ground.
No
C1018-42-INTERNAL MEMORY ERROR
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
 Replace the Park Assist Module in accordance with the Service Information. Refer to MODULE,
PARK ASSIST, REMOVAL .
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

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


Yes
No
2012 ACCESSORIES AND EQUIPMENT Power Locks - Service Information - Fiat 500
Power Locks - Service Information - Fiat 500
DESCRIPTION
DESCRIPTION
A power operated door and liftgate lock system is standard factory-installed equipment on this vehicle. The
power lock system allows both doors and the liftgate to be locked or unlocked electrically. Locking or
unlocking the vehicle using the power lock system can be accomplished by two different methods:
 Power Lock System - Operating the inside remote handle on the driver side front door inside trim panel
will lock (handle pushed in) or unlock (handle pulled out) both doors and the liftgate.
 Remote Keyless Entry System - Depressing the Lock or Unlock button of the standard equipment
Remote Keyless Entry (RKE) system transmitter can also be used to lock or unlock both doors and the
liftgate.
Additional details of each of these subsystems and their components can be found in the subheadings and
paragraphs that follow.
POWER LOCK SYSTEM
The power lock system includes the following major components, which are described in further detail
 Body Control Module - The Body Control Module (BCM) is located under the driver side end of the
instrument panel in the passenger compartment. Refer to MODULE, BODY CONTROL,
DESCRIPTION .
 Electronic Vehicle Information Center - The Electronic Vehicle Information Center (EVIC) is a digital
display integral to the Instrument Panel Cluster (IPC), which is located on the instrument panel in front of
the driver. Refer to CENTER, ELECTRONIC VEHICLE INFORMATION, DESCRIPTION .
 Instrument Panel Cluster - The Instrument Panel Cluster (IPC) is located on the instrument panel in
front of the driver. Refer to DESCRIPTION .
 Power Lock Motors - A reversible electric power lock motor is integral to the latch of each door and the
liftgate.
 Power Lock Switch - A power lock switch is integral to the driver side door latch located within the
driver side door and concealed behind the door inside trim panel.
These components and their controls are combined to provide the following power lock system central locking
and unlocking features:
 Automatic Door Locking - Automatic door locking (also known as rolling door locks) automatically
locks any unlocked door when the vehicle speed exceeds about 20 kilometers per hour (12 miles per
hour). This is a Customer Programmable feature.
 Customer Programmable Features - The vehicle operator interfaces with the BCM, which is the power
lock system controller, using the EVIC. EVIC switch push buttons located on the right side of the
Instrument Panel Cluster (IPC) bezel allow the vehicle operator to set or change the power lock system
Customer Programmable Features through the EVIC display.
 Enhanced Accident Response System - In the event of a vehicle impact that causes airbag deployment
but leaves vehicle electrical power intact, the Enhanced Accident Response System (EARS) automatically
turns OFF the supply of fuel to the engine, turns ON the interior courtesy lamps, turns ON the hazard
warning flashers and unlocks the doors after the vehicle speed has returned to zero. This helps emergency
responders in their efforts to render the appropriate assistance. The courtesy lamps and hazard flashers
remain ON as long as the battery has power or until the key is removed from the ignition.
 Illuminated Entry - Automatic illumination of the interior courtesy lamps when the vehicle is unlocked
using the power lock system.
Hard wired circuitry connects the power lock system components to the electrical system of the vehicle. These
hard wired circuits are integral to several wire harnesses, which are routed throughout the vehicle and retained
by many different methods. These circuits may be connected to each other, to the vehicle electrical system and
to the power lock system components through the use of a combination of soldered splices, splice block
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.
REMOTE KEYLESS ENTRY SYSTEM
The Remote Keyless Entry (RKE) system is standard factory-installed equipment on this vehicle. The RKE
system includes the following major components, which are described in further detail elsewhere in this service
information:
 Body Control Module - The Body Control Module (BCM) is the RKE system control module and RF
receiver located under the driver side end of the instrument panel in the passenger compartment. Refer to
MODULE, BODY CONTROL, DESCRIPTION .
 Remote Keyless Entry System Transmitter - The Remote Keyless Entry (RKE) system transmitter is
the battery powered, wireless and portable Radio Frequency (RF) user controller for all of the features of
the RKE system.
These components and their controls are combined to provide the following RKE system features:
 Programming Additional Transmitters - Two RKE transmitters are shipped with the vehicle from the
factory, but the RKE system can retain the vehicle access codes of up to a total of eight transmitters. The
transmitter codes are retained in the RKE system controller memory, even if the battery is disconnected.
If a FOBIK is ineffective, lost or an additional FOBIK is desired, new transmitter vehicle access codes
can be programmed into the system using a diagnostic scan tool.
 Remote Liftgate Unlocking - Depressing the Liftgate or Trunk button of the RKE transmitter once
while within transmitter range will unlock the liftgate of the vehicle.
 Remote Locking - Depressing the Lock button of the FOBIK while within transmitter range will lock all
of the vehicle doors and the liftgate.
 Remote Unlocking - Depressing the Unlock button of the RKE transmitter while within transmitter
range will unlock the vehicle and activate the Illuminated Entry System.
 Vehicle Theft Security System Arming - Depressing the Lock button of the RKE transmitter while
within transmitter range will arm the VTSS in addition to activating the remote locking feature. Refer to
DESCRIPTION .
 Vehicle Theft Security System Disarming - Depressing the Unlock button of the RKE transmitter while
within transmitter range will disarm the VTSS in addition to activating the remote unlocking feature.
Refer to DESCRIPTION .
Hard wired circuitry connects many of the RKE system components to the electrical system of the vehicle.
These hard wired circuits are integral to several wire harnesses, which are routed throughout the vehicle and
retained by many different methods. These circuits may be connected to each other, to the vehicle electrical
system and to the RKE system components through the use of a combination of soldered splices, splice block
OPERATION
OPERATION
POWER LOCK SYSTEM
The power lock system uses non-switched battery current received through a fused B(+) fuse so that the system
remains operational regardless of the ignition switch position. The Body Control Module (BCM) is the primary
power lock system controller. The power lock switch (also known as the door inhibit switch) is hard wired to
the BCM.
When the BCM receives an input from the power lock switch, it provides the appropriate hard wired control
outputs to energize or de-energize the power lock relays soldered onto its printed circuit board. The relays
control the flow of battery current and ground to each of the power lock motors to lock or unlock each of the
door and liftgate latches. The BCM also monitors hard wired inputs from the liftgate latch release switch. The
BCM uses all of these inputs and internal programming to determine whether or not to provide the output
necessary to operate the liftgate latch release solenoid.
The BCM also stores the power lock system Customer Programmable feature settings received from the
Electronic Vehicle Information Center (EVIC) circuitry of the Instrument Panel Cluster (IPC). The BCM uses
these settings and internal programming along with hard wired and electronic message inputs to determine the
proper outputs needed to produce each of the appropriate power lock system features.
The power lock system circuits are continually monitored and controlled by the microprocessor and software
contained within the BCM. When the BCM monitors a problem in any of the power lock system circuits or
components, it stores a fault code or Diagnostic Trouble Code (DTC) in its memory circuit. The hard wired
circuits between components related to the power lock system may be diagnosed using conventional diagnostic
tools and procedures. Refer to the appropriate wiring information. The wiring 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.
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the power lock system
or the electronic controls or communication between other modules and devices that provide some features of
the power lock system. The most reliable, efficient, and accurate means to diagnose the power lock system or
the electronic controls and communication related to power lock system operation, as well as the retrieval or
erasure of a DTC requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.
The Remote Keyless Entry (RKE) system uses non-switched battery current received through a fused B(+) fuse
so that the system remains operational regardless of the ignition switch position. The Body Control Module
(BCM) is the primary RKE system controller as well as the Radio Frequency (RF) RKE receiver. The BCM
validates the vehicle access code of each RKE transmitter from which it receives RF signal inputs. It ignores
requests from any transmitter for which it has no stored vehicle access code. When the BCM receives an input
from a valid transmitter source, it uses internal programming to provide the appropriate hard wired outputs to
invoke the proper RKE system features and responses.
The RKE system circuits and transmitter inputs are continually monitored by the microprocessor and software
contained within the BCM. When the BCM monitors a problem in any of the RKE system circuits or
transmitters, it stores a DTC in its memory circuit. The hard wired circuits between components related to the
RKE system may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate
wiring information. The wiring 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
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the RKE system or the
electronic controls and devices that provide features of the RKE system. The most reliable, efficient, and
accurate means to diagnose the RKE system or the electronic controls related to RKE system operation, as well
as the retrieval or erasure of a DTC requires the use of a diagnostic scan tool. Refer to the appropriate
diagnostic information.

DIAGNOSIS AND TESTING - POWER LOCKS AND REMOTE KEYLESS ENTRY SYSTEM
POWER LOCK SYSTEM
Following are tests that may help to diagnose the hard wired components and circuits of the power lock system.
However, these tests may not prove conclusive in the diagnosis of this system. The most reliable, efficient, and
accurate means to diagnose the power lock system requires the use of a diagnostic scan tool and the appropriate
diagnostic information. The diagnostic scan tool can provide confirmation that the power lock motors are
receiving the proper hard wired outputs from the Body Control Module (BCM) for them to perform their power
lock system functions.
Refer to the appropriate wiring information. The wiring 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.
PRELIMINARY DIAGNOSIS
As a preliminary diagnosis for the power lock system, note the system operation while you actuate both the
Lock and Unlock functions with the power lock switch and with the Remote Keyless Entry (RKE) transmitter.
Then, proceed as follows:
1. If the entire power lock system fails to function with either the power lock switch or the RKE transmitter,
check the fused B(+) fuse for the power lock system in the Power Distribution Center (PDC).
2. If the power lock system functions with the power lock switch, but not with the RKE transmitter, proceed
to diagnosis of the REMOTE KEYLESS ENTRY SYSTEM.
3. If the power lock system functions with the RKE transmitter, but not with the power lock switch, proceed
to diagnosis of the SWITCH, LOCK.
4. If only one power lock motor fails to operate with the power lock switch and the RKE transmitter,
proceed to diagnosis of the MOTOR, DOOR LOCK.
Following are tests that may help to diagnose the Remote Keyless Entry (RKE) system. However, these tests
may not prove conclusive in the diagnosis of this system. The most reliable, efficient, and accurate means to
diagnose the RKE system requires the use of a diagnostic scan tool and the appropriate diagnostic information.
The diagnostic scan tool can provide confirmation that the Body Control Module (BCM) is being sent the
proper Radio Frequency (RF) signals by the RKE transmitters to perform its RKE system functions.
PRELIMINARY DIAGNOSIS
As a preliminary diagnosis for the RKE system, first confirm that the power lock system operates satisfactorily.
If the power lock system fails to operate correctly, repair that problem before attempting to diagnose the RKE
system. Next, note the RKE system operation while you perform both the Lock and Unlock functions with the
RKE transmitter. Then, proceed as follows:
1. If the power lock system functions with the power lock switch, but not with the RKE transmitter, proceed
to diagnosis of the RKE transmitter.
2. If the RKE transmitter checks okay, proceed to diagnosis of the BCM. The use of a diagnostic scan tool
and the appropriate diagnostic information are required.
MOTOR, DOOR LOCK

DESCRIPTION
DESCRIPTION
Power operated door and liftgate locking mechanisms are standard equipment in this vehicle. The lock
mechanisms of each door and the liftgate are actuated by a reversible electric motor integral to each latch unit.
A connector receptacle integral to each latch connects the power lock motor and the integral door or liftgate ajar
micro switch to the vehicle electrical system through a dedicated take out and connector of the door or liftgate
wire harness.
The power lock motors cannot be adjusted or repaired and, if ineffective or damaged, the entire door or liftgate
latch unit must be replaced.
OPERATION
OPERATION
The power lock motors are controlled by outputs received from the Body Control Module (BCM). The BCM
acts upon programming as well as hard wired lock or unlock inputs received from the driver side power lock
switch, hard wired unlock inputs received from the liftgate release switch or Radio Frequency (RF) inputs
received from the Remote Keyless Entry (RKE) transmitters.
A positive and negative battery connection to the two lock motor terminals will cause the motor to move in one
direction, locking or unlocking the latch. Reversing the current will cause the motor to move in the opposite
direction.
The power lock motors and the hard wired circuits between the motors and the BCM may be diagnosed using
conventional diagnostic tools and procedures. Refer to the appropriate wiring information. However,
conventional diagnostic methods will not prove conclusive in the diagnosis of the power lock system or the
electronic controls or communication that provide some features of the power lock system. The most reliable,
efficient, and accurate means to diagnose the power lock motors or the electronic controls and communication
related to power lock motor operation requires the use of a diagnostic scan tool. Refer to the appropriate
DIAGNOSIS AND TESTING - POWER LOCK MOTOR
Remember, the Body Control Module (BCM) circuitry controls the outputs to the power lock motors. If both
the power lock motors and the circuits between the motors and the BCM test okay, the use of a diagnostic scan
tool is required for further power lock system diagnosis. Refer to the appropriate diagnostic information.
1. Check the power lock motor for correct operation while moving the power lock switch to both the Lock
and Unlock positions.
2. Disconnect the door or liftgate wire harness connector from the inoperative power lock motor.
3. Apply 12 volts to the lock and unlock driver circuit cavities of the power lock motor connector to check
its operation in one direction.
4. Reverse the connection polarity to check the motor operation in the opposite direction.
5. If motor operation is okay in both directions, check both the lock and unlock circuits between the lock
motor and the BCM and repair if required. If motor operation is not okay in both directions, replace the
latch unit containing the ineffective power lock motor.
SWITCH, LIFTGATE RELEASE

DESCRIPTION
DESCRIPTION
Fig. 1: Liftgate Handle And Light Bar Unit, Liftgate Release Switch & License Plate Lamps
A liftgate release switch (2) is standard equipment on this vehicle. This tactile switch is integral to and
concealed within the handle recess in the center underside of the liftgate handle and light bar unit (1), between
the two license plate lamps (3) and above the license plate tub on the outer liftgate panel. The resilient, black
switch button is all that is visible on the exterior of the handle and light bar unit.
The switch is hard wired directly to the handle and light bar wire harness, which connects the switch to the
vehicle electrical system through a dedicated take out and connector of the body wire harness within the liftgate.
An integral diagnostic resistor is connected in series with the output side of the switch.
The liftgate release switch cannot be adjusted or repaired. If the switch is damaged or ineffective, the entire
liftgate handle and light bar unit must be replaced.
OPERATION
OPERATION
The liftgate release switch is a normally open switch that is connected to ground at all times. When the switch
button is depressed, it provides a ground signal to the Body Control Module (BCM) through a liftgate release
switch sense circuit. In response to that input, the BCM determines the appropriate response based upon the
current status of the power lock system. If the power lock system status is unlocked , the BCM provides a hard
wired output to release the liftgate latch. If the power lock system status is locked , the BCM ignores the liftgate
release switch input.
The diagnostic resistor integral to the output side of the switch enables the BCM to monitor the condition of the
liftgate release switch and switch sense circuit. The BCM will store a Diagnostic Trouble Code (DTC) for any
fault that is detected in this circuit.
The hard wired circuits between the liftgate release switch and the BCM may be diagnosed using conventional
diagnostic tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic
methods will not prove conclusive in the diagnosis of the switch or the electronic controls and devices that
provide some features of the power lock system. The most reliable, efficient, and accurate means to diagnose
the power lock system or the electronic controls and communication related to liftgate release switch operation
DIAGNOSIS AND TESTING - LIFTGATE RELEASE SWITCH
Fig. 2: Liftgate Release Switch Terminals


2. Remove the handle and light bar unit from the liftgate. Refer to LAMP BAR, EXTERIOR HANDLE,
REMOVAL .
3. Disconnect the body wire harness connector from the handle and light bar connector.
4. Using a multimeter, test the resistance between the terminals of the light bar connector while actuating the
liftgate release switch as shown in the Liftgate Release Switch Tests table.
LIFTGATE RELEASE
SWITCH TESTS
BETWEEN
PINS
RESISTANCE
(SWITCH
POSITION)
2 AND 3
1.5 Kilohms
(PRESSED)
1 AND 3
(PRESSED
475 Kilohms
OR NOT
PRESSED)
1 AND 2
475 Kilohms
(PRESSED)
5. If the switch fails any of the tests, replace the switch (light bar and handle unit) as required.
REMOVAL
REMOVAL
liftgate handle and light bar unit must be replaced. Refer to LAMP BAR, EXTERIOR HANDLE,
REMOVAL .
INSTALLATION
INSTALLATION
liftgate handle and light bar unit must be replaced. Refer to LAMP BAR, EXTERIOR HANDLE,
INSTALLATION .
SWITCH, LOCK
DESCRIPTION
DESCRIPTION
A driver door power lock switch (also known as the door limit switch) is integral to the door latch within the
driver door. The power lock switch is actuated by the latch mechanism based upon mechanical inputs received
from the driver side inside latch release handle and linkage. A connector receptacle integral to the driver door
latch connects the switch to the vehicle electrical system through dedicated take out and connector of the door
wire harness.
The driver door power lock switch cannot be adjusted or repaired. If damaged or ineffective, the entire driver
side door latch unit must be replaced.
OPERATION
OPERATION
The driver side power lock switch (also known as the door limit switch) combines a power lock switch with a
central locking feature. Pressing the driver side inside door latch release handle inward, both doors and the
liftgate are locked. Similarly, pulling out on the driver side inside door latch release handle will unlock both
doors and the liftgate.
The driver side power lock switch provides hard wired outputs to the Body Control Module (BCM) indicating
the power lock switch selection. The BCM responds to those inputs by providing hard wired outputs to the door
lock motors and toggling the power lock system state as appropriate.
The hard wired circuits between the driver side power lock switch and the BCM may be diagnosed using
conventional diagnostic methods will not prove conclusive in the diagnosis of the BCM or the power lock
system. The most reliable, efficient, and accurate means to diagnose the driver side power lock switch or the
electronic controls and communication related to power lock system operation requires the use of a diagnostic
REMOVAL
REMOVAL
side door latch unit must be replaced. Refer to LATCH, DOOR, REMOVAL .
INSTALLATION
INSTALLATION
side door latch unit must be replaced. Refer to LATCH, DOOR, INSTALLATION .
TRANSMITTER, INTEGRATED KEY FOB

DESCRIPTION
DESCRIPTION
Vehicles are shipped from the factory with two Remote Keyless Entry (RKE) transmitter key fobs programmed
to the vehicle as standard equipment. The transmitter circuitry is contained and protected within a molded black
plastic case with a black soft rubber touch pad on the face divided into three sections. The rounded button at the
forward end of the case has a molded bright plastic emblem with the FIAT logo. Depressing this button releases
the spring-loaded mechanical key from a stored position in the left side of the case. Depressing this button again
releases the latch for the mechanical key so that it can be folded back and latched into the stored position.
Working rearward from the mechanical key release button are the Unlock , Lock and Liftgate or Trunk touch
pads. Each touch pad section has a resistive membrane switch located beneath it. Each touch pad section is
clearly identified by molded icons identifying the specific function obtained by depressing that section.
The RKE transmitter is the primary customer active interface for remotely operating the power lock system and
the RKE system features. However, the transmitter also has an important passive role in each of the following
vehicle systems:
 Sentry Key® Theft Deterrent System - Refer to DESCRIPTION .

 Vehicle Theft Security System (VTSS) - Refer to DESCRIPTION .
Other than battery replacement, the transmitter cannot be adjusted or repaired. Once a transmitter has been
programmed to a vehicle, it cannot be reprogrammed for use on any other vehicle. If damaged or ineffective,
the transmitter must be replaced with a new unit. A new and unused transmitter unit must be properly
programmed in order to function properly with the systems of the vehicle. The mechanical key of the new
transmitter must also be cut to match the coding of the lock cylinders in the vehicle.
OPERATION
OPERATION
The Remote Keyless Entry (RKE) transmitter fob with integrated key incorporates many useful functions into a
single, compact unit. The integrated key portion of the transmitter mechanically operates the mechanical
ignition switch and door lock cylinders. At the same time, the transducer on the internal circuit board of the
transmitter uses low frequency Radio Frequency (RF) communication to ensure vehicle security through an
electronic validation or handshake process that is performed with the Body Control Module (BCM) each time
the engine is started.
When any one of the RKE buttons of the transmitter is depressed, the transmitter generates a high frequency RF
request signal that is received and validated by the BCM. If the BCM determines the RF signal was generated
by a transmitter that is valid for the vehicle, it generates the necessary outputs to invoke the functions or
features associated with the request. The mechanical key of the RKE transmitter fob also provides emergency
access to the vehicle in case the battery in the vehicle or the transmitter becomes discharged.
Each vehicle owner is provided with a four-digit Personal Identification Number (PIN) by the dealer at the time
of vehicle purchase. This number is required along with a diagnostic scan tool for the dealer to program an
additional or replacement RKE transmitter into the BCM. The key included with a new additional or
replacement transmitter must also be cut to match the coding of the lock cylinders in the vehicle.
Diagnosis of a RKE transmitter requires the use of a Radio Frequency Detector such as special tool #(special
tool #9001, RF Detector). Refer to the appropriate diagnostic information.
DIAGNOSIS AND TESTING - RKE TRANSMITTER

Fig. 3: Radio Frequency Detector #9001

Use a Radio Frequency Detector such as special tool (special tool #9001, RF Detector) to confirm that the
Remote Keyless Entry (RKE) transmitter is functioning. Typical testing distance is 30.5 centimeters (12
inches).
1. Position the transmitter the appropriate distance from the special tool.
2. Depress any transmitter button, then test each button individually. The special tool will issue an audible
beep tone if a satisfactory radio signal strength that lights five or more LED units is detected.
3. Repeat Step 2 three times. If the transmitter fails any of the signal strength tests, use a diagnostic scan
tool and the appropriate diagnostic information to complete further diagnosis.
STANDARD PROCEDURE
BATTERY REPLACEMENT
CAUTION: Do not touch or disturb the metal contacts for the battery. Avoid touching
the new battery. Battery contamination from oils on your skin may result in
shortened battery life. If the battery or contacts are contaminated, clean
them thoroughly with rubbing alcohol.
1. Unlatch the mechanical key from the storage position on the left side of the Remote Keyless Entry (RKE)
transmitter case.
2. Locate the battery cassette within the mechanical key storage compartment on the left side of the
transmitter case.
3. Use a small screwdriver to rotate the battery cassette lock clockwise to the Unlock position.
4. Carefully pry the lock end of the cassette out from the receptacle in the transmitter case far enough to
disengage the hook on the opposite side of the cassette from the transmitter case.
5. Replace the battery with a recommended replacement battery observing the + symbol molded into the
cassette case to ensure correct polarity. Refer to TRANSMITTER, INTEGRATED KEY FOB,
SPECIFICATIONS.
6. Reinstall the battery cassette into the transmitter case by engaging the hook end of the cassette with the
transmitter battery receptacle first, then sliding the lock end of the cassette into place.
7. Align the front half of the FOBIK case (2) with the back half.
8. Use a small screwdriver to rotate the battery cassette lock counterclockwise to the Lock position.
9. Test the RKE transmitter operation.
TRANSMITTER PROGRAMMING
Remote Keyless Entry (RKE) transmitter programming requires the use of the Personal Identification Number
(PIN) for the vehicle, a diagnostic scan tool and the appropriate diagnostic information. Also be certain that the
transmitter and any replaced electronic modules are programmed in the proper sequence. Refer to STANDARD
PROCEDURE .
SPECIFICATIONS
SPECIFICATIONS
BATTERY
The Remote Keyless Entry (RKE) transmitter is powered by a single 3-volt lithium and manganese dioxide
button cell battery, which can be removed and replaced with a small screwdriver. Refer to TRANSMITTER,
INTEGRATED KEY FOB, STANDARD PROCEDURE. The international standard battery type designation
is: CR2032 . This battery type is available at many local retail stores. Typical battery life is approximately three
years.
CAUTION: Do not handle the batteries any more than necessary. Hands must be
clean and dry.
RANGE
Normal Remote Keyless Entry (RKE) transmitter operation range for vehicles manufactured for domestic
markets is up to 20 meters (66 feet) away from the vehicle. Please note that the actual RKE transmitter range
values may be better or worse than specified above, depending upon many possible variables in the
environment at the specific time and location that any RKE transmission is attempted.
2012 ACCESSORIES AND EQUIPMENT Power Mirrors - Service Information - Fiat 500
Power Mirrors - Service Information - Fiat 500
DESCRIPTION
DESCRIPTION
The mirrors are controlled by a single switch assembly located on the driver's door trim panel. A two-position
switch selects the right or left power mirror for adjustment. A momentary joystick directional switch allows the
driver to adjust the selected power mirror in the Up, Down, Right or Left directions. The motors which operate
the mirrors are part of the mirror assembly and cannot be replaced separately.
SWITCH, MIRROR
REMOVAL
REMOVAL
Fig. 1: Power Mirror Switch, Harness Connector & Bolster Opening


2. Using a suitable flat blade tool; start at the rear of the power mirror switch (2), and pry the switch up.
3. Lift the switch assembly up and disconnect the electrical harness connector (1).
4. Remove the switch from the vehicle.
INSTALLATION
INSTALLATION
2012 ACCESSORIES AND EQUIPMENT Power Mirrors - Service Information - Fiat 500
Fig. 2: Power Mirror Switch, Harness Connector & Bolster Opening

1. Position the power mirror switch (2), and connect the electrical harness connector (1).
2. Place the mirror switch in bolster opening (3), and firmly snap into place.
3. Connect the battery negative cable.
2012 ACCESSORIES AND EQUIPMENT Power Windows - Service Information - Fiat 500
Power Windows - Service Information - Fiat 500
DESCRIPTION
DESCRIPTION
The power window system allows each of the door windows to be raised and lowered electrically by actuating a
switch on the shifter bezel, located on the center floor console. The power window system receives battery feed
through a circuit breaker, only when the ignition switch is in the On position.
The power window system includes the power window switches, the circuit breaker, and the power window
motors inside each door. The power switches are similar in design and function, and can be serviced separately
but utilize the same procedure. The power motors are similar in design as well, and can only be serviced with
the window regulators.
MOTOR, WINDOW REGULATOR

DESCRIPTION
DESCRIPTION
POWER WINDOW MOTOR
The power window lift motors use permanent type magnets. The B+ and ground applied at the motor terminal
pins will cause the motor to rotate in one direction. Reversing current through the motor terminals will cause the
motor to rotate in the opposite direction. The power motors are similar in design as well, and can only be
serviced with the window regulators. Refer to REGULATOR, WINDOW, REMOVAL .
SWITCH, POWER WINDOW

REMOVAL
REMOVAL
Fig. 1: Power Window Switch Assembly


2. Using a trim stick, pry the shifter bezel up to release the retaining clips (2).
3. Disconnect electrical harness connectors (4) from switches (1).
4. Remove the fasteners securing the switch to the bezel (3), and remove the switch.
INSTALLATION
INSTALLATION

1. Position the switch (1) on the shifter bezel (3).

2. Install, and tighten the fasteners securing the switch.
3. Connect the electrical harness connectors (4) to the switches.
4. Position the bezel assembly; aligning the clips (2) with the console, and press into place.
2012 ACCESSORIES AND EQUIPMENT Speed Control - Service Information - Fiat 500
Speed Control - Service Information - Fiat 500
DESCRIPTION
DESCRIPTION
An electronic speed control (also known as cruise control) system is standard factory-installed equipment on
this vehicle. The electronic speed control system includes the following major components, which are described
in further detail elsewhere in this service information:
 Body Control Module - The Body Control Module (BCM) located in the passenger compartment
receives the hard wired inputs from the cruise control switches and the stop lamp switch, then relays those
inputs to the Powertrain Control Module (PCM) over the Controller Area Network (CAN) data bus. Refer
to MODULE, BODY CONTROL, DESCRIPTION .
 Brake Lamp Switch - The brake (also known as stop) lamp switch is located on the brake pedal support
bracket under the driver side of the instrument panel. Refer to SWITCH, STOP LAMP,
DESCRIPTION .
 Clutch Switch - The clutch switch (manual transmission only) is located on the clutch pedal support
bracket under the driver side of the instrument panel.
 Instrument Panel Cluster - A CRUISE indicator is located in the Instrument Panel Cluster (IPC) that
provides an indication to the vehicle operator when the speed control system is turned ON. Refer to
DESCRIPTION .
 Powertrain Control Module - The Powertrain Control Module (PCM) located in the engine
compartment contains the software and hardware that monitors all of the speed control system inputs and
controls all of the speed control system outputs. Refer to MODULE, POWERTRAIN CONTROL
[EAB] or MODULE, POWERTRAIN CONTROL [EAJ] .
 Speed Control Switches - A speed control switch pod containing four momentary switch push buttons is
located in the right horizontal spoke of the steering wheel.
 Wheel Speed Sensors - A wheel speed sensor is located on the knuckle of each front and rear wheel.
Refer to SENSOR, WHEEL SPEED, FRONT, DESCRIPTION .
The BCM, the PCM and the IPC each contain a microprocessor and programming that allow them to
communicate with each other using the Controller Area Network (CAN) data bus. This method of
communication is used by the BCM to relay the status of the speed control switches to the PCM, and by the
PCM for control of the CRUISE indicator in the IPC. Refer to COMMUNICATION, DESCRIPTION .
Hard wired circuitry connects the electronic speed control system components to the electrical system of the
vehicle. These hard wired circuits are integral to several wire harnesses, which are routed throughout the vehicle
and retained by many different methods. These circuits may be connected to each other, to the vehicle electrical
system and to the speed control system 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
OPERATION
OPERATION
The vehicle operator controls all speed control system features through the speed control switch pod on the face
of the right horizontal spoke of the steering wheel. When a push button of the switch pod is depressed, it
provides a hard wired resistor multiplexed analog input to the Body Control Module (BCM). The BCM is a
gateway to the Controller Area Network (CAN) data bus not only reads the hard wired speed control switch and
stop (brake) lamp switch inputs, but also relays these inputs to the Powertrain Control Module (PCM) over the
CAN bus.
The PCM software continually monitors these inputs as well as electronic vehicle distance message inputs from
the Antilock Brake Module (ABM) (also known as the Controller Antilock Brake/CAB or the Electronic
Stability Control/ESC module) and numerous hard wired inputs including the clutch switch, then provides the
appropriate electronic message and hard wired outputs to invoke the requested and programmed electronic
speed control features.
The PCM microprocessor also continually monitors all of the speed control system electrical circuits to
determine the system readiness. If the PCM detects a monitored system fault, it sets and stores a Diagnostic
Trouble Code (DTC). The PCM uses On-Board Diagnostics (OBD) and can communicate with other electronic
modules in the vehicle as well as with the diagnostic scan tool using the CAN data bus. This method of
communication is used for control of the Cruise indicator and the Malfunction Indicator Lamp (MIL) (also
known as the Check Engine lamp) in the Instrument Panel Cluster (IPC) and for system diagnosis and testing
through the 16-way Data Link Connector (DLC) located on the driver side lower edge of the instrument panel.
The hard wired inputs and outputs for the BCM and PCM may be diagnosed using conventional diagnostic tools
and procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods will
not prove conclusive in the diagnosis of the BCM or the PCM, or the electronic controls or communication
between other modules and devices that provide features of the speed control system. The most reliable,
efficient, and accurate means to diagnose the BCM, the PCM or the electronic controls and communication
related to speed control system operation requires the use of a diagnostic scan tool. Refer to the appropriate
SWITCH, SPEED CONTROL

DESCRIPTION
DESCRIPTION
Fig. 1: Blue And Me Switch Pod, Speed Control Switch Pod & Wire Harness
The speed control switch pod (2) is located in the right spoke of the steering wheel. This switch has four push
buttons and is used on all vehicles equipped with the speed control (also known as cruise control) system. The
only visible components of the switch pod are the switch push buttons. The remainder of the switch pod
including its mounting provisions and its electrical connection are concealed beneath the switch buttons within
the steering wheel.
The switch pod housing and push buttons are constructed of molded plastic. Each of the push buttons has
International Control and Display Symbol graphics or text applied to it, which clearly identify the function of
each push button. The switch pod is secured through integral snap features within the steering wheel spoke
cavity and a ledge feature on the inboard side of the switch housing that is captured beneath the edge of the
driver airbag trim cover. A pigtail wire harness (3) and connector integral to the speed control switch pod and
(if equipped) shared with the Blue And Me switch pod (1) in the left steering wheel spoke connects the switches
to the vehicle electrical system through a dedicated take out and connector of the clockspring.
The speed control switch pod cannot be adjusted or repaired. If any function of the switch is ineffective or
damaged, the entire speed control or speed control and Blue And Me switch pod unit must be replaced.
OPERATION
OPERATION
The speed control switch pod is a resistor multiplexed unit that provides hard wired inputs to the Body Control
Module (BCM) microprocessor. The BCM relays the speed control switch inputs to the Powertrain Control
Module (PCM) over the Controller Area Network (CAN) data bus.
The speed control switch pod for vehicles equipped with the electronic speed control system contains four
switch push buttons whose functions are:
 On/Off - This switch button enables or disables the speed control system and clears any previous speed
control set speed from system memory.

 Resume / + - This switch button restores the vehicle to a previously stored set speed or accelerates the
vehicle from an already attained set speed.
 Cancel - This switch button cancels the current speed control event, but does not turn the system OFF or
clear the currently stored set speed.
 Set / - - This switch button sets the current vehicle speed as the stored set speed or decelerates (coasts) the
vehicle to a speed that is slower than the already attained set speed.
The BCM provides a clean ground and fused B(+) current for all of the switches and sensors on the rotating
steering wheel as well as for the Light Emitting Diode (LED) back lighting of both the speed control and the
Blue And Me switch pods. The BCM continually monitors all of the hard wired speed control switch circuits
and will set a Diagnostic Trouble Code (DTC) for any problem it detects in the speed control switch circuits.
Any BCM or PCM DTC information can be retrieved using a diagnostic scan tool connected to the Data Link
Connector (DLC).
The analog resistor multiplexed circuits of the speed control switch pod as well as the hard wired circuits
between the switch pod and the clockspring may be diagnosed using conventional diagnostic tools and
procedures. Refer to the appropriate wiring information. The wiring 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.
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the BCM, the PCM or
the electronic controls and communication between modules and other devices that provide some features of the
speed control system. The most reliable, efficient, and accurate means to diagnose the speed control switch pod,
the BCM, the PCM or the electronic controls and communication related to speed control system operation
DIAGNOSIS AND TESTING - SPEED CONTROL SWITCH
Fig. 2: Speed Control Switch Terminals

1. Remove the speed control and Blue And Me (if equipped) switch pods from the steering wheel. Refer to
SWITCH, SPEED CONTROL, REMOVAL.
2. Disconnect the steering wheel switch pod pigtail wire harness connector from the clockspring.
3. Using an ohmmeter, test the resistance between the terminals of the switch as shown in the Speed Control
Switch Tests table.
SPEED CONTROL SWITCH TESTS

SWITCH POSITION PINS (*RESISTANCE -
OHMS)
ALL OFF - NO PUSH 3 and 6 (1019)
BUTTONS DEPRESSED 3 and 8 (2030)
ON / OFF 3 and 6 (232)
CANCEL 3 and 8 (68)
SET / - (DECEL) 3 and 8 (730)
RESUME / + (ACCEL) 3 and 8 (255)
*All resistance values are plus or minus 1%. Contact
resistance less than 10 ohms.
4. If the switch fails any of the tests, replace the ineffective speed control switch pod as required.
REMOVAL
REMOVAL

Fig. 3: Blue And Me Switch Pod & Left Steering Wheel Spoke

2. Remove the driver air bag from the steering wheel. Refer to AIR BAG, DRIVER, REMOVAL .
NOTE: If equipped with Blue And Me (1) steering wheel switch pod in the left
steering wheel spoke (2) the pigtail wire harness and connector for the
speed control switch pod and the Blue And Me switch pod is shared. Both
switch pods are removed and replaced only as a single unit.
3. If equipped with the Blue And Me switch pod, using a trim stick or another suitable wide flat-bladed tool,
carefully pry the lower end of the switch pod up and out of the left horizontal steering wheel spoke and
disengage the switch pod from the steering wheel.
Fig. 4: Speed Control Switch Pod & Right Steering Wheel Spoke
4. Using a trim stick or another suitable wide flat-bladed tool, carefully pry the lower end (2) of the speed
control switch pod (1) up and out of the right horizontal steering wheel spoke and disengage the switch
pod from the steering wheel.
5. Disengage the switch pigtail wire harness from the retainers within the hub cavity of the steering wheel.
6. Disconnect the switch pigtail wire harness connector from the clockspring pigtail wire connector.
7. Remove the speed control switch pod and (if equipped) the Blue And Me switch pod from the steering
wheel as a unit.
INSTALLATION
INSTALLATION
Fig. 5: Speed Control Switch Pod & Right Steering Wheel Spoke
NOTE: If equipped with Blue And Me (1) steering wheel switch pod in the left steering
wheel spoke (2) the pigtail wire harness and connector for the speed control
switch pod and the Blue And Me switch pod is shared. Both switch pods are
removed and replaced only as a single unit.
1. Position the speed control switch pod and (if equipped) the Blue And Me switch pod to the steering
wheel.
2. Reconnect the switch pigtail wire harness connector to the clockspring pigtail wire connector.
3. Engage the switch pigtail wire harness into the retainers within the hub cavity of the steering wheel.
4. Position the speed control switch (1) into the right spoke of the steering wheel and press down firmly and
evenly until the switch pod snaps into place (2).
Fig. 6: Blue And Me Switch Pod & Left Steering Wheel Spoke
5. If equipped, position the Blue And Me switch pod (1) into the left spoke of the steering wheel and press
down firmly and evenly until the switch pod snaps into place (2).
6. Reinstall the driver air bag onto the steering wheel. Refer to AIR BAG, DRIVER, INSTALLATION .
2012 ACCESSORIES AND EQUIPMENT Vehicle Theft Security - Service Information - Fiat 500
Vehicle Theft Security - Service Information - Fiat 500
DESCRIPTION
DESCRIPTION
The Sentry Key Immobilizer System (SKIS) is available as a factory-installed option on this vehicle. Vehicles
equipped with this option can be readily identified by the illumination of the security indicator in the instrument
cluster for about three seconds after the ignition switch is turned to the ON position as a SKIS bulb test.
 Powertrain Control Module - The Powertrain Control Module (PCM) is located in the engine
compartment and provides the SKIS engine control logic.
 Security Indicator - A security indicator is integral to the Instrument Cluster
 Sentry Key Immobilizer Module - The Sentry Key Immobilizer Module (SKIM) is integrated into the
Body Control Module (BCM).
 Sentry Key Immobilizer Antenna - A antenna ring located around the end of the ignition switch.
 Sentry Key Transponder - The Sentry Key transponder is contained within the Remote Keyless Entry
(RKE) transmitter on the ignition key.
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 circuits are
integral to several wire harnesses, which are routed throughout the vehicle and retained by many different
methods. These circuits may be connected to each other, to the vehicle electrical system and to the SKIS
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 information. The
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.
OPERATION
OPERATION
The Sentry Key Immobilizer System (SKIS) is designed to provide passive protection against unauthorized
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 customer 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 hardware and software also uses electronic messages
to communicate with other electronic modules in the vehicle over the Controller Area Network (CAN) data bus.
KEY, TRANSPONDER
DESCRIPTION
2012 ACCESSORIES AND EQUIPMENT Vehicle Theft Security - Service Information - Fiat 500
DESCRIPTION
Each ignition key used in the Sentry Key Immobilizer System (SKIS) has a transponder chip included on the
circuit board beneath the cover of the integral Remote Keyless Entry (RKE) transmitter. In addition to having to
be cut to match the mechanical coding of the ignition lock cylinder and programmed for operation of the RKE
system, each new Sentry Key has a unique transponder identification code that is permanently programmed into
it by the manufacturer, and which must be programmed into the Sentry Key Immobilizer System to be
recognized by the SKIS as a valid key.
The Sentry Key transponder cannot be adjusted or repaired. If ineffective or damaged, the entire key and RKE
transmitter unit must be replaced.
OPERATION
OPERATION
When the ignition switch is turned to the ON position, the Sentry Key Immobilizer System (SKIS)
communicates through its antenna with the Sentry Key transponder using a Radio Frequency (RF) signal. The
SKIS then listens for a RF response from the transponder through the same antenna. The Sentry Key
transponder chip is within the range of the SKIS transceiver antenna ring when it is inserted into the ignition
lock cylinder. The SKIS determines whether a valid key is present in the ignition lock cylinder based upon the
response from the transponder. If a valid key is detected, that fact is communicated by the SKIS to the Body
Control Module (BCM) over the Controller Area Network (CAN) data bus, and the PCM allows the engine to
continue running. If the PCM receives an invalid key message from the BCM, or receives no message from the
SKIS over the CAN data bus, the engine will be disabled after about two seconds of operation. The instrument
cluster will also respond to the invalid key message on the CAN data bus by flashing the security indicator ON
and OFF.
MODULE, SENTRY KEY IMMOBILIZER (SKIM)

DESCRIPTION
DESCRIPTION
The Remote Keyless Entry RKE receiver/module is integrated into the Body Control Module (BCM), with an
external antenna located in the driver side A-pillar.
2012 ACCESSORIES AND EQUIPMENT Vehicle Tracking Module - Electrical Diagnostics - Fiat 500
Vehicle Tracking Module - Electrical Diagnostics - Fiat 500

DTC Description
B1000-1C ELECTRONIC CONTROL UNIT - CIRCUIT VOLTAGE OUT OF RANGE
B1000-44 ELECTRONIC CONTROL UNIT - DATA MEMORY FAILURE
B1000-47 ELECTRONIC CONTROL UNIT - WATCHDOG/ SAFETY FAILURE
B1002-49 GPS FAILS - INTERNAL ELECTRONIC FAILURE
B1003-49 GSM/GPRS - INTERNAL ELECTRONIC FAILURE
B1006-4A SIM FAILURE - INCORRECT COMPONENT INSTALLED
B1007-18 EXTERNAL BATTERY VOLTAGE - CIRCUIT VOLTAGE BELOW
THRESHOLD
B1007-84 EXTERNAL BATTERY VOLTAGE- SIGNAL BELOW ALLOWABLE RANGE
B1008-91 LOCK / UNLOCK BY SERVER - PARAMETRIC
B1008-93 LOCK / UNLOCK BY SERVER - NO OPERATION
B1009-1C INTERNAL BATTERY VOLTAGE - CIRCUIT VOLTAGE OUT OF RANGE

B1000-1C-ELECTRONIC CONTROL UNIT - CIRCUIT VOLTAGE OUT OF RANGE
WHEN MONITORED:
When the ignition is cycled on.
SET CONDITION:
The DTC will set if the Vehicle Tracking Module (VTM) detects that the internal battery is not able to charge
properly or not connected or missing.
POSSIBLE CAUSES
Possible Causes
VEHICLE TRACKING MODULE INTERNAL BATTERY
DIAGNOSTIC TEST

1. With the scan tool, erase the VTM DTCs.
3. With the scan tool, read the VTM DTCs.
Does the scan tool display: B1000-1C-ELECTRONIC CONTROL UNIT - CIRCUIT VOLTAGE
OUT OF RANGE as active?
Yes
 Replace the VTM internal battery in accordance with the Service Information. Refer to
MODULE, VEHICLE TRACKING, REMOVAL .
No
B1000-44-ELECTRONIC CONTROL UNIT - DATA MEMORY FAILURE
WHEN MONITORED:
SET CONDITION:
The DTC will set if the Vehicle Tracking Module (VTM) detects an internal memory failure.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST


Does the scan tool display: B1000-44-ELECTRONIC CONTROL UNIT - DATA MEMORY
FAILURE as active?
Yes
 Replace the Vehicle Tracking Module in accordance with the Service Information. Refer to
No
B1000-47-ELECTRONIC CONTROL UNIT - WATCHDOG/ SAFETY FAILURE
WHEN MONITORED:
SET CONDITION:
The DTC will set if the Vehicle Tracking Module (VTM) detects that the system rebooted because of an
unknown cause different from normal wake up sources.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Does the scan tool display: B1000-47-ELECTRONIC CONTROL UNIT - WATCHDOG/

SAFETY FAILURE as active?
Yes
No
B1002-49-GPS FAILS - INTERNAL ELECTRONIC FAILURE
WHEN MONITORED:
SET CONDITION:
The DTC will set if the Vehicle Tracking Module (VTM) detects that the system does not have enough memory
to manage the GPS resource.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Does the scan tool display: B1002-49-GPS FAILS - INTERNAL ELECTRONIC FAILURE as
active?
Yes
No
B1003-49-GSM/GPRS - INTERNAL ELECTRONIC FAILURE
WHEN MONITORED:
SET CONDITION:
The DTC will set if the modem inside the Vehicle Tracking Module (VTM) fails to initialize 10-15 consecutive
times when the ignition is cycled on.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Does the scan tool display: B1003-49-GSM/GPRS - INTERNAL ELECTRONIC FAILURE as

active?
Yes
No
B1006-4A-SIM FAILURE - INCORRECT COMPONENT INSTALLED
WHEN MONITORED:
SET CONDITION:
The DTC will set if the Vehicle Tracking Module (VTM) detects that the SIM card is missing or has been
changed.
POSSIBLE CAUSES
Possible Causes
SIM CARD IS MISSING OR INCORRECT
DIAGNOSTIC TEST

Does the scan tool display: B1006-4A-SIM FAILURE - INCORRECT COMPONENT

INSTALLED as active?
Yes
 Remove the Vehicle Tracking Module in accordance with the Service Information. Refer to
 Remove the internal battery from the VTM to access the SIM card. If the SIM card is missing
or incorrect contact the Vehicle Tracking Service Provider.
No
B1007-18-EXTERNAL BATTERY VOLTAGE - CIRCUIT VOLTAGE BELOW THRESHOLD
WHEN MONITORED:
SET CONDITION:
The Vehicle Tracking Module (VTM) monitors the input voltage. This Diagnostic Trouble Code (DTC) is set
when the input voltage is below a certain threshold for greater than 2 seconds.
POSSIBLE CAUSES
POSSIBLE CAUSES
FUSED B(+) CIRCUIT OPEN OR EXCESSIVE RESISTANCE
CHARGING SYSTEM CONCERN
DIAGNOSTIC TEST
1. CHECK FOR POWERTRAIN CONTROL MODULE (PCM) DTCs
Are there any battery or charging system DTCs present?
Yes
 Refer to DTC INDEX and perform the appropriate diagnostic procedure .
No
Go To 2.

2. TEST FOR AN INTERMITTENT CONDITION

1. Using the scan tool, record and erase the Video Tracking Module DTCs.
3. Using the scan tool, read the Video Tracking Module DTCs.
Does the scan tool display: B1007-18-EXTERNAL BATTERY VOLTAGE - CIRCUIT

VOLTAGE BELOW THRESHOLD as active?
Yes
 Go To 3.
No

3. CHECK THE FUSED B(+) CIRCUIT FOR AN OPEN OR EXCESSIVE RESISTANCE

2. Disconnect the Vehicle Tracking Module harness connector.
4. Using a 12-volt test light connected to ground, check the Fused B(+) circuit in the Vehicle Tracking
Module harness connector.
5. The test light must illuminate brightly. Compare the brightness to that of a direct connection to the
battery.
Yes
No
 Repair the open or excessive resistance in the Fused B(+) circuit.

B1007-84-EXTERNAL BATTERY VOLTAGE- SIGNAL BELOW ALLOWABLE RANGE
WHEN MONITORED:

SET CONDITION:
This is a CAN message that the battery voltage was below a configurable threshold.
POSSIBLE CAUSES
POSSIBLE CAUSES
LOW SYSTEM VOLTAGE
BATTERY OR CHARGING SYSTEM
DIAGNOSTIC TEST
1. CHECK FOR POWERTRAIN CONTROL MODULE (PCM) DTCs
Are there any battery or charging system DTCs present?
Yes
 Refer to DTC INDEX and perform the appropriate diagnostic procedure.
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.
B1008-91-LOCK / UNLOCK BY SERVER - PARAMETRIC
WHEN MONITORED:
SET CONDITION:
The DTC will set if the Vehicle Tracking Module (VTM) receives an Unblock request from the Vehicle
Tracking Service Provider.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Does the scan tool display: B1008-91- LOCK / UNLOCK BY SERVER - PARAMETRIC as
active?
Yes
No
B1008-93-LOCK / UNLOCK BY SERVER - NO OPERATION
WHEN MONITORED:
SET CONDITION:
The DTC will set if the Vehicle Tracking Module (VTM) receives a Block request from the Vehicle Tracking
Service Provider.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
NOTE: If the Vehicle Tracking Service Provider has sent a Block request to the
VTM, the vehicle will not start. The vehicle's owner must contact the
Vehicle Tracking Service Provider and ask that an Unblock request be sent
to the VTM. The vehicle must be Unblocked and able to start before
performing this diagnostic procedure.

Does the scan tool display: B1008-93- LOCK / UNLOCK BY SERVER - NO OPERATION as
active?
Yes
No
B1009-1C-INTERNAL BATTERY VOLTAGE - CIRCUIT VOLTAGE OUT OF RANGE
WHEN MONITORED:
SET CONDITION:
The DTC will set if the Vehicle Tracking Module (VTM) detects that the internal battery is not able to charge
properly or not connected or missing.
POSSIBLE CAUSES
Possible Causes
VEHICLE TRACKING MODULE INTERNAL BATTERY
DIAGNOSTIC TEST

Does the scan tool display: B1009-1C-INTERNAL BATTERY VOLTAGE - CIRCUIT

VOLTAGE OUT OF RANGE as active?
Yes
 Replace the VTM internal battery in accordance with the Service Information. Refer to
No
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes

DIAGNOSTIC TEST

Yes
 Refer to DIAGNOSIS AND TESTING and perform the U0019-87-CAN B BUS - NO

SIGNAL diagnostic procedure.
No
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes

DIAGNOSTIC TEST

Yes
No
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
BODY CONTROL MODULE
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 2.
No
Go To 3.


Yes
No

was set.
Yes
No
 Test complete.
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
No
2012 ACCESSORIES AND EQUIPMENT Wiper System & Washer System - Service Information - Fiat 500
Wiper System & Washer System - Service Information - Fiat 500
DESCRIPTION
FRONT
Fig. 1: Front Washer Nozzle, Front Wiper Linkage Module, Right Multi-Function Switch, Washer
Reservoir, Front Wiper Arms And Blades
An electrically operated intermittent front wiper and washer system is standard factory-installed safety
equipment on this vehicle. The wiper and washer system includes the following major components, which are
described in further detail elsewhere in this service information:
 Body Control Module - The Body Control Module (BCM) is located in the passenger compartment
beneath the driver side end of the instrument panel. Refer to MODULE, BODY CONTROL,
DESCRIPTION .
 Front Washer Check Valve - The front washer system check valve is integral to the wye fitting located
in the washer plumbing between the engine compartment washer hose and the washer nozzle supply
hoses and is concealed beneath the cowl plenum cover/grille panel at the base of the windshield.
 Front Washer Nozzle (2) - Two adjustable front washer nozzles are secured by latch features to
dedicated openings in the cowl plenum cover/grille panel near the base of the windshield.
 Front Washer Plumbing - The plumbing for the front washer system consists of rubber hoses and
molded rubber or plastic fittings. The plumbing is routed to the engine compartment from the washer
reservoir. The front washer hose is routed along the right side of the engine compartment to the cowl
plenum panel, then across the underside of the cowl plenum cover/grille panel to the washer nozzles.
 Front Wiper Arms And Blades (4) - The two front wiper arms are secured with nuts to the threaded
ends of the two wiper pivot shafts, which extend through the cowl plenum cover/grille panel located near
the base of the windshield. The two unequal length front wiper blades are each secured to their wiper arm
with an integral latch and are parked on the glass near the bottom of the windshield when the front wiper
system is not in operation.
 Front Wiper Linkage Module (3) - The wiper pivot shafts are the only visible components of the front
wiper linkage module. The remainder of the module is concealed within the cowl plenum beneath the
cowl plenum cover/grille panel. The wiper module includes the wiper module bracket, three rubber-
isolated wiper module mounts, the wiper motor, the wiper motor crank arm, a wiper drive link, a wiper
connector link and two wiper pivots.
 Right Multi-Function Switch (5) - The right (wiper) multi-function switch and the left (lighting) multi-
function switch are integral to the clockspring on the top of the steering column just below the steering
wheel. Only the switch control stalk extending from the right side of the steering column is visible, while
the remainder of the switch is concealed beneath the steering column shrouds. The right multi-function
switch is dedicated to providing all of the driver controls for both the front and rear wiper and washer
systems.
 Washer Pump/Motor - The reversible electric washer pump/motor unit is located in a dedicated hole in
a sump area on the lower, outboard surface of the washer reservoir, ahead of the right front wheel house.
This single reversible washer pump/motor provides washer fluid to either the front or rear washer system
plumbing, depending upon the direction of the pump motor rotation.
 Washer Reservoir (1) - The washer reservoir is located between the right front fender and the right inner
fender shield, just ahead of the right front wheel house. The filler neck and cap are accessed from the
right front corner of the engine compartment.
Hard wired circuitry connects the front wiper and washer system components to the electrical system of the
vehicle. These hard wired circuits are integral to several wire harnesses which are routed throughout the vehicle
system and to the front wiper and washer system components through the use of a combination of soldered
splices, splice block connectors, and many different types of wire harness terminal connectors and insulators.
connector repair procedures, further details on wire harness routing and retention, as well as pin-out and
REAR
Fig. 2: Rear Washer Nozzle, Rear Wiper Motor, Right Multi-Function Switch, Washer Reservoir, Rear
Wiper Arm and Blade
An electrically operated rear wiper and washer system is standard factory equipment on this vehicle. The rear
wiper and washer system includes the following major components which are described in further detail
 Body Control Module - The Body Control Module (BCM) is located in the passenger compartment
beneath the driver side end of the instrument panel. Refer to MODULE, BODY CONTROL,
DESCRIPTION .
 Rear Washer Nozzle (3) - The rear washer nozzle and the integrated rear washer system check valve are
located on the outer liftgate panel above the center of the liftgate glass opening.
 Rear Washer Plumbing - The plumbing for the rear washer system consists of rubber hoses and molded
rubber or plastic fittings. The plumbing is routed along the right side of the engine compartment from the
washer reservoir through the dash into the passenger compartment, along the left inner sill to the B-pillar,
over the left rear inner wheel house to the top of the C-pillar, then through the left side upper liftgate
opening header and the upper liftgate to the rear washer nozzle on the upper liftgate.
 Rear Wiper Arm and Blade (4) - The single rear wiper arm and blade assembly is secured by a nut
directly to the rear wiper motor output shaft which extends through a rubber grommet inserted through a
hole in the liftgate glass and is parked near the base of the liftgate glass when the rear wiper system is not
in operation.
 Rear Wiper Motor (5) - The rear wiper motor includes the motor and three rubber-isolated wiper motor
mounts. The wiper motor output shaft is the only visible component of the rear wiper motor. The
remainder of the motor is concealed by the inner liftgate trim panel on the inside of the liftgate beneath
the liftgate glass opening.

 Right Multi-Function Switch (2) - The right (wiper) multi-function switch and the left (lighting) multi-
function switch are integral to the clockspring on the top of the steering column just below the steering
wheel. Only the switch control stalk extending from the right side of the steering column is visible, while
the remainder of the switch is concealed beneath the steering column shrouds. The right multi-function
switch is dedicated to providing all of the driver controls for both the front and rear wiper and washer
systems.
 Washer Pump/Motor - The reversible electric washer pump/motor unit is located in a dedicated hole in
a sump area on the lower, outboard surface of the washer reservoir, ahead of the right front wheel house.
This single reversible washer pump/motor provides washer fluid to either the front or rear washer system
plumbing, depending upon the direction of the pump motor rotation.
 Washer Reservoir (1) - The washer reservoir is located between the right front fender and the right inner
fender shield, just ahead of the right front wheel house. The filler neck and cap are accessed from the
right front corner of the engine compartment.
Hard wired circuitry connects the rear wiper and washer system components to the electrical system of the
vehicle. These hard wired circuits are integral to several wire harnesses which are routed throughout the vehicle
system and to the rear wiper and washer system components through the use of a combination of soldered
splices, splice block connectors and many different types of wire harness terminal connectors and insulators.
OPERATION
FRONT
Fig. 3: Front Wiper And Washer System

The front wiper and washer system is designed to provide the vehicle operator with a convenient, safe, and
reliable means of maintaining visibility through the windshield glass. The various components of this system
are designed to convert electrical energy produced by the vehicle electrical system into the mechanical action of
the wiper blades to wipe the outside surface of the glass, as well as into the hydraulic action of the washer
system to apply washer fluid stored in an on-board reservoir to the area of the glass to be wiped. When
combined, these components provide the means to effectively maintain clear visibility for the vehicle operator
by removing excess accumulations of rain, snow, bugs, mud or other minor debris from the outer surface of the
windshield glass that might be encountered while driving the vehicle under numerous types of inclement
operating conditions.
The vehicle operator initiates all front and rear wiper and washer system functions with the control stalk of the
right (wiper) multi-function switch that extends from the right side of the steering column, just below the
steering wheel. Moving the control stalk to a detent position selects the OFF, DELAY (or INTERMITTENT),
LOW or HIGH front wiper system operating modes. Pulling the control stalk to a momentary rearward position
actuates the front washer system switch, which selects the front WASH mode and dispenses washer fluid in the
wipe pattern on the windshield for as long as the switch is held closed. Lifting the control stalk to a momentary
upward position selects the MIST (or PULSE) mode, which cycles the wiper blades for as long as the switch is
held closed then completes the current wipe cycle and parks the blades at the base of the windshield after the
switch is released.
The right multi-function switch provides hard wired analog and resistor multiplexed inputs to the Body Control
Module (BCM) for all of the wiper and washer system functions. The BCM then provides the appropriate hard
wired control outputs to energize or de-energize the wiper and washer relays soldered onto its printed circuit
board. The relays control the flow of battery current to the front wiper motor and washer pump motor, invoking
the requested wiper and washer system operating modes. Front wiper and washer system operation is
completely controlled by the BCM logic circuits, and that logic will only allow these systems to operate when
the ignition switch is in the ACCESSORY or ON positions.
The hard wired circuits and components of the front wiper and washer system may be diagnosed using
conventional diagnostic methods will not prove conclusive in the diagnosis of the front wiper and washer
system or the electronic controls or communication between other modules and devices that provide some
features of the front wiper and washer system. The most reliable, efficient, and accurate means to diagnose the
front wiper and washer system or the electronic controls and communication related to front wiper and washer
system operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.
OPERATING MODES
Following are paragraphs that briefly describe the operation of each of the front wiper and washer system
operating modes.
CONTINUOUS WIPE MODE
When the LOW position of the right (wiper) multi-function switch control stalk is selected, the switch provides
a resistor multiplexed input to the BCM. The BCM responds by energizing a relay that directs battery current to
the low speed brush of the wiper motor, causing the wipers to cycle at low speed.
When the HIGH position of the right (wiper) multi-function switch control stalk is selected, the switch provides
a resistor multiplexed input to the BCM. The BCM responds by energizing a relay that directs battery current to
the high speed brush of the wiper motor, causing the wipers to cycle at high speed.
When the OFF position of the right multi-function switch control stalk is selected, the switch provides a resistor
multiplexed input to the BCM. The event that occurs depends upon the position of the wiper blades on the
windshield at the moment that the control stalk OFF position is selected.
If the wiper blades are in the down position on the windshield when the OFF position is selected, the park
switch that is integral to the wiper motor is closed to ground, which provides a hard wired park switch sense
input to the BCM. The BCM then de-energizes the wiper motor and the wiper motor ceases to operate. If the
wiper blades are not in the down position on the windshield at the moment the OFF position is selected, the
park switch is an open circuit and the BCM continues running the wiper motor at low speed until the wiper
blades are in the down position on the windshield and the park switch input to the BCM is again closed to
ground.
INTERMITTENT WIPE MODE
When the right (wiper) multi-function switch control stalk is moved to the DELAY (or INTERMITTENT)
position, the switch provides a resistor multiplexed input to the BCM. The BCM electronic intermittent wipe
logic circuit responds by calculating the correct length of time between wiper sweeps based upon both time and
electronic vehicle speed message inputs. The BCM then provides control outputs to energize and de-energize
the relays to operate the wiper motor intermittently for one low speed cycle at a time.
MIST WIPE MODE
When the right (wiper) multi-function switch control stalk is moved downward to the momentary MIST (or
PULSE) position, the switch provides a resistor multiplexed input to the BCM. The BCM responds by
energizing a relay that directs battery current to the low speed brush of the wiper motor, causing the wipers
operate for one complete low speed cycle. The BCM can operate the front wiper motor in this mode for only
one low speed cycle at a time, or for an indefinite number of sequential low speed cycles, depending upon how
long the switch is held closed.
WASH MODE
When the control stalk of the right (wiper) multi-function switch is pulled rearward to the momentary front
WASH position, the switch provides a resistor multiplexed input to the BCM. The BCM responds by providing
battery current and ground to the washer pump/motor. This will cause the washer pump/motor to be energized
in the front wash direction for as long as the switch is held closed and to be de-energized when the control stalk
is released.
When the control stalk is pulled rearward to the momentary front WASH position while the front wiper system
is operating in the DELAY mode, the washer pump/motor operation is the same. However, the BCM also
overrides the DELAY mode and operates the front wiper motor in a continuous low speed mode for as long as
the control stalk is held in the WASH position, then reverts to the DELAY mode several wipe cycles after the
control stalk is released.
WIPE-AFTER-WASH MODE
When the control stalk of the right (wiper) multi-function switch is pulled rearward to the momentary front
WASH position for more than about one-half second while the wiper system is not operating, the BCM directs
battery current and ground to the washer pump/motor and energizes the wiper motor in a continuous low speed
mode for as long as the switch is held closed. When the control stalk is released, the BCM de-energizes the
washer pump/motor immediately, but allows the wiper motor to operate for several additional wipe cycles
before it de-energizes the wiper motor and parks the wiper blades near the base of the windshield.
The BCM monitors the changing state of the wiper motor park switch through a hard wired wiper park switch
sense circuit input. This input allows the BCM to monitor the number of wipe cycles that occur after the control
stalk is released, and to determine the proper interval at which to de-energize the wiper motor to complete the
WIPE-AFTER-WASH mode cycle.
REAR
Fig. 4: Front Wiper And Washer System

The rear wiper and washer system is designed to provide the vehicle operator with a convenient, safe, and
reliable means of maintaining visibility through the liftgate flip-up glass. The various components of this system
are designed to convert electrical energy produced by the vehicle electrical system into the mechanical action of
the wiper blade to wipe the outside surface of the glass, as well as into the hydraulic action of the washer system
to apply washer fluid stored in an on-board reservoir to the area of the glass to be wiped. When combined, these
components provide the means to effectively maintain clear visibility for the vehicle operator by removing
excess accumulations of rain, snow, bugs, mud, or other minor debris from the outer surface of the liftgate flip-
up glass that might be encountered while driving the vehicle under numerous types of inclement operating
conditions.
The vehicle operator initiates all front and rear wiper and washer system functions with the control stalk of the
right (wiper) multi-function switch that extends from the right side of the steering column, just below the
steering wheel. Rotating the control knob on the control stalk to a detent position selects the OFF or DELAY (or
INTERMITTENT) rear wiper system operating modes. Pushing the control stalk to a momentary forward
position actuates the rear washer system switch, which selects the rear wash mode and dispenses washer fluid in
the wipe pattern on the liftgate glass for as long as the switch is held closed.
The right multi-function switch provides hard wired analog and resistor multiplexed inputs to the Body Control
Module (BCM) for all of the wiper and washer system functions. The BCM then provides the appropriate hard
wired control outputs to energize or de-energize the wiper and washer relays soldered onto its printed circuit
board. The relays control the flow of battery current to the rear wiper motor and the washer pump motor,
invoking the requested wiper and washer system operating modes. Rear wiper and washer system operation is
completely controlled by the BCM logic circuits, and that logic will only allow these systems to operate when
the ignition switch is in the ACCESSORY or ON positions.
The hard wired circuits and components of the rear wiper and washer system may be diagnosed using
conventional diagnostic methods will not prove conclusive in the diagnosis of the rear wiper and washer system
or the electronic controls or communication between other modules and devices that provide some features of
the rear wiper and washer system. The most reliable, efficient, and accurate means to diagnose the rear wiper
and washer system or the electronic controls and communication related to rear wiper and washer system
operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.
OPERATING MODES
Following are paragraphs that briefly describe the operation of each of the rear wiper and washer system
operating modes.
INTERMITTENT WIPE MODE
When the right (wiper) multi-function switch control knob is moved to the DELAY (or INTERMITTENT)
position, the switch provides a resistor multiplexed input to the BCM. The BCM responds by energizing a relay
that directs battery current to the rear wiper motor, causing the rear wiper to cycle at a fixed intermittent speed.
When the OFF position of the right multi-function switch control knob is selected, the switch provides a resistor
multiplexed input to the BCM. The event that occurs depends upon the position of the wiper blade on the
liftgate glass at the moment that the control knob OFF position is selected.
If the wiper blade is in the down position on the liftgate glass when the OFF position is selected, the park switch
that is integral to the wiper motor is closed to ground, which provides a hard wired park switch sense input to
the BCM. The BCM then de-energizes the wiper motor and the wiper motor ceases to operate. If the wiper
blades are not in the down position on the liftgate glass at the moment the OFF position is selected, the park
switch is an open circuit and the BCM continues running the wiper motor at low speed until the wiper blade is
in the down position on the liftgate glass and the park switch input to the BCM is again closed to ground.
WASH MODE
When the control stalk of the right (wiper) multi-function switch is pushed forward to the momentary rear
WASH position, the switch provides a resistor multiplexed input to the BCM. The BCM responds by directing
battery current and ground to the washer pump/motor as well as battery current to the rear wiper motor. The
washer pump is de-energized as soon as the control stalk is released, but the rear wiper motor continues to
operate for several continuous cycles before parking at the base of the glass or reverting to the fixed delay
interval operation. The BCM uses a hard wired output from a park switch internal to the rear wiper motor as an
additional logic input to monitor the position of the rear wiper blade on the glass and to control the number of
wiper sweeps following washer operation.

FRONT
If the front wiper motor operates, but the wipers do not move on the windshield, replace the ineffective front
wiper motor or wiper linkage module. If the washer pump/motor operates, but no washer fluid is dispensed on
the glass; or, if the wipers operate, but chatter, lift, or do not clear the glass, clean and inspect the front wiper
and washer system components as required. Refer to CLEANING and INSPECTION.
The hard wired front wiper and washer system circuits and components may be diagnosed using conventional
diagnostic tools and procedures. Refer to the appropriate wiring information. The wiring 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.
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the front wiper and
washer system or the electronic controls or communication between other modules and devices that provide
some features of the front wiper and washer system. The most reliable, efficient, and accurate means to
diagnose the front wiper and washer system or the electronic controls and communication related to front wiper
and washer system operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic
information.
CONDITION POSSIBLE CAUSES CORRECTION

WIPER MOTOR DOES NOT 1. Ineffective motor ground 1. Test and repair open wiper motor
OPERATE IN ANY SWITCH circuit. ground circuit if required.
POSITION 2. Test and repair low speed and high
2. Ineffective motor feed
speed feed circuits between TIPM and
circuits.
wiper motor if required.
3. Ineffective right multi- 3. Test and replace the right multi-
function switch. function switch if required.
4. Use a diagnostic scan tool for further
4. Ineffective BCM inputs or
testing of the BCM. Refer to the
outputs.
appropriate diagnostic information.
5. Ineffective wiper motor. 5. Test and replace open or shorted wiper
motor as required.
WIPER MOTOR OPERATES 1. Ineffective wiper motor. 1. Check amperage draw with linkage
SLOWLY IN ALL SWITCH disconnected from wiper motor output
POSITIONS shaft. Correct draw should be about 6
amperes. If incorrect, refer to the
appropriate Possible Cause that follows:
2. Test and repair shorted low and high
2. Amperage draw too low.
speed feed circuits if required.
3. Amperage draw too high. 3. With linkage disconnected from wiper
motor output shaft, check linkage and
pivots for binding. If binding is detected,
repair or replace wiper linkage module if
required. If no linkage binding detected,
replace the wiper motor if required.
WIPERS RUN AT HIGH 1. Ineffective motor feed 1. Test and repair low speed and high
SPEED WITH SWITCH LOW circuit wiring. speed feed circuits between BCM and the
SPEED SELECTED OR AT wiper motor if required.
LOW SPEED WITH SWITCH
HIGH SPEED SELECTED
REAR
If the rear wiper motor operates, but the wiper motor output shaft does not move, replace the ineffective rear
wiper motor. If the washer pump/motor operates, but no washer fluid is dispensed on the glass; or, if the wiper
operates, but chatters, lifts, or does not clear the glass, clean and inspect the rear wiper and washer system
components as required. Refer to CLEANING and INSPECTION.
The hard wired rear wiper and washer system circuits and components may be diagnosed using conventional
diagnostic tools and procedures. Refer to the appropriate wiring information. The wiring 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.
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the electronic controls
or communication between other modules and devices that provide some features of the rear wiper and washer
system. The most reliable, efficient, and accurate means to diagnose the rear wiper and washer system or the
electronic controls and communication related to rear wiper and washer system operation requires the use of a
diagnostic scan tool. Refer to the appropriate diagnostic information.

WIPER MOTOR DOES NOT 1. Ineffective motor ground 1. Test and repair open wiper motor
OPERATE IN ANY SWITCH circuit. ground circuit if required.
POSITION 2. Test and repair motor feed circuit
2. Ineffective motor feed
between BCM and rear wiper motor if
circuits.
required.
4. Ineffective BCM inputs or testing of the BCM inputs and outputs.
outputs. Refer to the appropriate diagnostic
information.
5. Ineffective wiper motor. 5. Test and replace open or shorted wiper
motor if required.
1. Test and repair wiper park switch input
1. Ineffective wiper motor park
circuit between BCM and rear wiper
switch input circuit.
motor if required.
WIPER DOES NOT PARK 2. Use a diagnostic scan tool for further
2. Ineffective BCM inputs or
CORRECTLY testing of the BCM. Refer to the
outputs.
3. Ineffective wiper motor park 3. Test and replace ineffective wiper
switch. motor if required.
WIPER MOTOR OPERATES 1. Ineffective wiper motor. 1. Check amperage draw with wiper arm
SLOWLY disconnected from rear wiper motor
output shaft. Correct draw should be
about 6 amperes. If incorrect, refer to the
appropriate Possible Cause that follows:
2. Test and repair shorted rear wiper
motor signal and fused ignition switch
2. Amperage draw too low.
output (run - accessory) circuits if
required.
3. Amperage draw too high. 3. With wiper arm disconnected from
wiper motor output shaft check for
binding between output shaft and motor
output shaft housing. If binding is
detected, lubricate if required. If no
binding is detected, replace the wiper
motor if required.
1. Ineffective washer pump 1. Test and repair open washer pump
ground circuit. ground circuit if required.
2. Test and repair washer pump feed
2. Ineffective washer pump
WASHER PUMP DOES NOT feed circuit. circuit between BCM and washer pump if
OPERATE required.
4. Ineffective BCM inputs or testing of the BCM. Refer to the

outputs. appropriate diagnostic information.
5. Test and replace open or shorted
5. Ineffective washer pump.
washer pump if required.
SPECIFICATIONS
SPECIFICATIONS
TORQUE
DESCRIPTION N.m Ft. Lbs. In. Lbs.
Front Wiper Arm
17 13 -
Mounting Nut
Front Wiper Linkage
9 - 80
Module Mounting Screws
Front Wiper Motor
5.5 - 48
Mounting Screws
Rear Wiper Arm
9 - 80
Mounting Nut
Rear Wiper Motor
4 - 35
Mounting Screws
Washer Reservoir
8 - 71
Mounting Screws
CLEANING
FRONT
WIPER SYSTEM
CAUTION: Protect the rubber squeegees of the wiper blades from any petroleum-
based cleaners, solvents, or contaminants. These products can rapidly
deteriorate the rubber squeegees.
The squeegees of wiper blades exposed to the elements for a long time tend to lose their wiping effectiveness.
Periodic cleaning of the squeegees is suggested to remove any deposits of salt or road film. The wiper blades,
arms, and windshield glass should only be cleaned using a sponge or soft cloth and windshield washer fluid, a
mild detergent, or a non-abrasive cleaner. If the wiper blades continue to leave streaks, smears, hazing, or
beading on the glass after thorough cleaning of the squeegees and the glass, the entire wiper blade assembly
must be replaced.
WASHER SYSTEM
CAUTION: Never introduce petroleum-based cleaners, solvents, or contaminants into

the washer system. These products can rapidly deteriorate the rubber
seals and hoses of the washer system, as well as the rubber squeegees of
the wiper blades.
CAUTION: Never use compressed air to flush the washer system plumbing.
Compressed air pressures are too great for the washer system plumbing
components and will result in further system damage. Never use sharp
instruments to clear a plugged washer nozzle or damage to the nozzle
orifice and improper nozzle spray patterns will result.
If the washer system is contaminated with foreign material, drain the washer reservoir by removing the washer
pump/motor unit from the reservoir. Clean foreign material from the inside of the washer pump inlet filter
screen and the washer reservoir using clean washer fluid, a mild detergent, or a non-abrasive cleaner. Flush
foreign material from the washer system plumbing by first disconnecting the washer hoses from the washer
nozzles, then running the washer pump/motor to run clean washer fluid or water through the system. If a washer
nozzle obstruction cannot be cleared, replace the washer nozzle.
REAR
WIPER SYSTEM
CAUTION: Protect the rubber squeegee of the wiper blade from any petroleum-based
cleaners, solvents or contaminants. These products can rapidly
deteriorate the rubber squeegee.
The squeegee of a wiper blade exposed to the elements for a long time tends to lose its wiping effectiveness.
Periodic cleaning of the squeegee is suggested to remove any deposits of salt or road film. The wiper blade, arm
and liftgate glass should only be cleaned using a sponge or soft cloth and windshield washer fluid, a mild
detergent or a non-abrasive cleaner. If the wiper blade continues to leave streaks, smears, hazing or beading on
the glass after thorough cleaning of the squeegees and the glass, the entire wiper blade assembly must be
replaced.
WASHER SYSTEM
CAUTION: Never introduce petroleum-based cleaners, solvents or contaminants into

the washer system. These products can rapidly deteriorate the rubber
seals and hoses of the washer system, as well as the rubber squeegee of
the wiper blade.
CAUTION: Never use compressed air to flush the washer system plumbing.
Compressed air pressures are too great for the washer system plumbing
components and will result in further system damage. Never use sharp
instruments to clear a plugged washer nozzle or damage to the nozzle
orifice and improper nozzle spray patterns will result.
If the washer system is contaminated with foreign material, drain the washer reservoir by removing the washer
pump/motor from the reservoir. Clean foreign material from the inside of the washer pump/motor inlet filter
screen and the washer reservoir using clean washer fluid, a mild detergent or a non-abrasive cleaner. Flush
foreign material from the washer system plumbing by first disconnecting the washer hose from the rear washer
nozzle, then running the washer pump/motor to run clean washer fluid or water through the system. A plugged
or restricted rear washer nozzle cannot be back-flushed due to the integral check valve mechanism. If the rear
washer nozzle obstruction cannot be cleared, replace the rear washer nozzle.
INSPECTION
FRONT
WIPER SYSTEM
Fig. 5: Wiper Blades And Wiper Arms

The wiper blades and wiper arms should be inspected periodically, not just when wiper performance problems
are experienced. This inspection should include the following points:
1. Carefully inspect the wiper blades for any indications of worn or uneven edges (1), foreign material
deposits (2), hardening or cracking (3), deformation or fatigue (4) or splitting (5). Inspect the wiper blade
support components and the wiper arms for damage (6) or corrosion. If the wiper arms and blades are
contaminated with any foreign material, clean them and the glass as required. Refer to CLEANING. If a
wiper blade or arm is damaged, or if corrosion is evident, replace the affected wiper arm or blade with a
new unit. Do not attempt to repair a wiper arm or blade that is damaged or corroded.
2. Carefully lift the wiper blade off of the glass. Note the action of the wiper arm hinge. The wiper arm
should pivot freely at the hinge, but with no lateral looseness evident. If there is any binding evident in
the wiper arm hinge, or if there is evident lateral play in the wiper arm hinge, replace the wiper arm.
CAUTION: Do not allow the wiper arm to spring back against the glass without
the wiper blade in place or the glass may be damaged.
3. Once proper hinge action of the wiper arm is confirmed, check the hinge for proper spring tension.
Remove the wiper blade from the wiper arm. Either place a small postal scale between the blade end of
the wiper arm and the glass, or carefully lift the blade end of the arm away from the glass using a small
fish scale. On vehicles with unequal wiper arm lengths, be certain that measurements on both arms are
taken at a point an equal distance from their wiper arm hinge pins. Compare the scale readings between
the right and left wiper arms. Replace a wiper arm if it has comparatively lower spring tension, as
evidenced by a lower scale reading.
4. After cleaning and inspecting the wiper components and the glass, if the wiper blade still fails to clear the
glass without smearing, streaking, chattering, hazing or beading, replace the wiper blade.
WASHER SYSTEM
The washer system components should be inspected periodically, not just when washer performance problems
1. Check for ice or other foreign material in the washer reservoir. If contaminated, clean and flush the
washer system. Refer to CLEANING.
2. Inspect the washer plumbing for pinched, leaking, deteriorated, or incorrectly routed hoses and damaged
or disconnected hose fittings. Replace damaged or deteriorated hoses and hose fittings. Leaking washer
hoses can sometimes be repaired by cutting the hose at the leak and splicing it back together using an in-
line connector fitting. Similarly, sections of deteriorated hose can be cut out and replaced by splicing in
new sections of hose using in-line connector fittings. Whenever routing a washer hose or a wire harness
containing a washer hose, it must be routed away from hot, sharp or moving parts. Also, sharp bends that
might pinch the washer hose must be avoided.
REAR
WIPER SYSTEM
Fig. 6: Inspecting Wiper Blades

The rear wiper blade and wiper arm should be inspected periodically, not just when wiper performance
problems are experienced. This inspection should include the following points:
1. Carefully inspect the wiper blade for any indications of worn or uneven edges (1), foreign material
deposits (2), hardening or cracking (3), deformation or fatigue (4) or splitting (5). Inspect the wiper blade
support components and the wiper arm for damage (6). If the wiper arm and blade are contaminated with
any foreign material, clean them and the glass as required. Refer to CLEANING. If the wiper blade or
arm is damaged, replace it with a new unit. Do not attempt to repair a wiper arm or blade that is damaged
or corroded.
2. Carefully lift the wiper blade off of the glass. Note the action of the wiper arm hinge. The wiper arm
should pivot freely at the hinge, but with no lateral looseness evident. If there is any binding evident in
the wiper arm hinge, or there is evident lateral play in the wiper arm hinge, replace the wiper arm.
CAUTION: Do not allow the wiper arm to spring back against the glass without
the wiper blade in place or the glass may be damaged.
3. Once proper hinge action of the wiper arm is confirmed, check the hinge for proper spring tension. The
spring tension of the wiper arm should be sufficient to cause the rubber squeegee to conform to the
curvature of the glass. Replace a wiper arm if it has insufficient spring tension to maintain contact
between the squeegee and the glass.
4. After cleaning and inspecting the wiper components and the glass, if the wiper blade still fails to clear the
glass without smearing, streaking, chattering, hazing or beading, replace the wiper blade.
WASHER SYSTEM
The washer system components should be inspected periodically, not just when washer performance problems
1. Check for ice or other foreign material in the washer reservoir. If contaminated, clean and flush the
washer system. Refer to CLEANING.
2. Inspect the washer plumbing for pinched, leaking, deteriorated or incorrectly routed hoses and damaged
or disconnected hose fittings. Replace damaged or deteriorated hoses and hose fittings. Leaking washer
hoses can sometimes be repaired by cutting the hose at the leak and splicing it back together using an in-
line connector fitting. Similarly, sections of deteriorated hose can be cut out and replaced by splicing in
new sections of hose using in-line connector fittings. Whenever routing a washer hose or a wire harness
containing a washer hose, it must be routed away from hot, sharp or moving parts. Also, sharp bends that
might pinch the washer hose must be avoided.
ARM, WIPER
DESCRIPTION
FRONT
Fig. 7: Front Wiper Arm

The front wiper arms are the rigid members located between the wiper pivots that protrude from the cowl
plenum cover/grille panel near the base of the windshield and the wiper blades on the windshield glass. These
wiper arms feature an over-center hinge that allows easy access to the windshield glass for cleaning.
The wiper arm has a die cast metal pivot end (4) with a large tapered mounting hole (5) at one end. A molded
black plastic cap fits over the wiper arm retaining nut to conceal the nut and the mounting hole following wiper
arm installation.
The wide end of a tapered, stamped steel channel (3) hinges on and is secured with a hinge pin (6) to the blade
end of the wiper arm pivot end. One end of a long, rigid, stamped steel strap (2), with a small hole near its pivot
end, is riveted and crimped within the narrow end of the stamped steel channel. The tip of the wiper blade end
of this strap is bent back under itself to form a small hook (1). Concealed within the stamped steel channel is a
long tension spring (7) which is engaged with a wire hook on the underside of the die cast pivot end and is
hooked through a small hole in the steel strap. The entire wiper arm has a satin black finish applied to all of its
visible surfaces.
The driver and passenger side wiper arms are unique and are not interchangeable. A wiper arm cannot be
adjusted or repaired. If damaged or ineffective, the entire wiper arm unit must be replaced.
REAR
Fig. 8: Rear Wiper Arm

The rear wiper arm is the rigid member located between the rear wiper motor output shaft that protrudes
through the liftgate glass above the center of the liftgate glass opening and the wiper blade on the outside of the
glass. The wiper arm is constructed of molded black plastic. A hinged pivot end is also molded plastic.
A molded black plastic nut cover (2) with two pivot pins on the back end and snap features on the end nearest
the wiper blade fits over the wiper arm retaining nut to conceal the nut and mounting hole following wiper arm
installation. The wiper arm hinge and tension spring are concealed on the underside of the wide end of the arm
(1), while an integral latch feature (3) concealed on the underside of the narrow end of the wiper arm accepts
the pivot pin of the matching molded plastic wiper blade unit.
The rear wiper arm cannot be adjusted or repaired. If damaged or ineffective, the entire wiper arm unit must be
replaced.
OPERATION
FRONT
The front wiper arms are designed to mechanically transmit the motion from the wiper pivots to the wiper
blades. The wiper arm must be properly indexed to the wiper pivot in order to maintain the proper wiper blade
travel on the glass. The tapered mounting hole in the wiper arm pivot end interlocks with the serrations on the
tapered outer circumference of the wiper pivot shaft, allowing positive engagement and finite adjustment of this
connection.
The mounting nuts lock the wiper arms to the threaded studs of the wiper pivot shafts. The spring-loaded wiper
arm hinge controls the down-force applied through the tip of the wiper arm to the wiper blade on the glass. The
hook formation on the tip of the wiper arm provides a cradle for securing and latching the wiper blade pivot
block to the wiper arm.
REAR
The rear wiper arm is designed to mechanically transmit the motion from the rear wiper motor output shaft to
the rear wiper blade. The wiper arm must be properly indexed to the motor output shaft in order to maintain the
proper wiper blade travel on the glass. The tapered hole in the wiper arm pivot end interlocks with the serrations
on the outer circumference of the tapered motor output shaft, allowing positive engagement and finite
adjustment of this connection.
A hex nut secures the wiper arm pivot end to the threads on the rear wiper motor output shaft and the plastic
cover snaps over this connection for a neat appearance. The spring-loaded wiper arm hinge controls the down-
force applied through the tip of the wiper arm to the wiper blade on the glass. The latch formation on the tip of
the wiper arm provides a cradle for securing and latching the wiper blade pivot pin to the wiper arm.
REMOVAL
FRONT
Fig. 9: Wiper Pivot Cover

1. Unsnap the right end of the wiper pivot cover (1) from the cowl plenum cover/grille panel.
2. Unhook the left end of the wiper pivot cover from the cowl plenum cover/grille panel and remove.
Fig. 10: Plastic Nut Cap, Nut & Wiper Arm

3. Lift the wiper arm to its over-center position to hold the wiper blade off of the glass and relieve the spring
tension on the wiper arm to pivot shaft connection.
4. Carefully pry the plastic nut cap (1) off of the pivot end of the wiper arm.
5. Remove the nut (2) that secures the wiper arm (3) to the wiper pivot shaft.
Fig. 11: Disengaging Wiper Arm From Pivot Shaft

6. If necessary, use a suitable battery terminal puller (3) to disengage the wiper arm (1) from the wiper pivot
shaft (2).
7. Remove the wiper arm pivot end from the wiper pivot shaft.
REAR
Fig. 12: Molded Plastic Nut Cover, Wiper Arm & Nut
1. Insert your fingertips under the lower edges of the molded plastic nut cover (2) near the rear wiper arm
hinge, then pull the edges slightly outward to unsnap and swing the cover off of the pivot end of the wiper
arm (1).
2. Remove the nut (3) that secures the wiper arm to the rear wiper motor output shaft.
CAUTION: The use of a battery terminal puller when removing the rear wiper
arm is NOT recommended as this may damage the rear wiper arm.
3. Use a slight rocking action to disengage the rear wiper arm pivot end from the output shaft and remove
the wiper arm.
INSTALLATION
FRONT
Fig. 13: Plastic Nut Cap, Nut & Wiper Arm

NOTE: Be certain that the wiper motor is in the park position before attempting to
install the front wiper arms. Turn the ignition switch to the ON position and
move the right (wiper) multi-function switch control stalk to its OFF position. If
the wiper pivots move, wait until they stop moving, then turn the ignition switch
back to the OFF position. The front wiper motor is now in its park position.
1. The front wiper arms (3) must be indexed to the pivot shafts with the front wiper motor in the park
position to be properly installed. Loosely position the wiper arm pivot end onto the wiper pivot shaft so
that the wiper blade is aligned with the appropriate wiper alignment tick marks. Three dots near the center
of the lower windshield blackout area are used for the left wiper, while three dots just above where the
lower blackout area meets the right A-pillar blackout area are used for the right wiper.
2. Once the wiper blade is aligned, hold the pivot end of the arm over the pivot shaft while lifting the wiper
blade away from the windshield slightly to relieve the spring tension on the pivot end. Now push the
pivot end of the wiper arm down firmly and evenly over the pivot shaft until it is fully engaged.
3. Install and tighten the nut (2) that secures the wiper arm to the pivot shaft. Tighten the nut to 17 N.m (13
ft. lbs.).
4. Wet the windshield glass, then operate the front wipers. Move the wiper switch to the OFF position, then
check for correct wiper blade alignment and readjust as required.
5. Reinstall the plastic nut cap (1) onto the wiper arm mounting nut.
Fig. 14: Wiper Pivot Cover

6. Engage the hook on the left end of the wiper pivot cover (1) into the slot in the cowl plenum cover/grille
panel.
7. Align the snap feature on the right end of the wiper pivot cover with the snap clip in the cowl plenum
cover/grille panel.
8. Press the right end of the wiper pivot cover down firmly until the snap feature snaps into place.
REAR
NOTE: Be certain that the rear wiper motor is in the park position before attempting to
install the rear wiper arm. Turn the ignition switch to the ON position and move
the rear wiper switch to its OFF position. If the wiper motor output shaft moves,
wait until it stops moving, then turn the ignition switch back to the OFF
position. The wiper motor is now in its park position.
Fig. 15: Molded Plastic Nut Cover, Wiper Arm & Nut
1. The rear wiper arm (1) must be indexed to the rear wiper motor output shaft with the motor in the park
position to be properly installed. Position the wiper arm pivot end onto the output shaft so that the tip of
the wiper blade is aligned with the wiper alignment mark, which is a horizontal T mark located within the
upper margin of the blackout area at the bottom of the liftgate glass.
2. With the rear wiper arm properly indexed, push the tapered mounting hole on the pivot end of the wiper
arm down over the output shaft.
3. Install and tighten the nut (3) that secures the rear wiper arm to the output shaft. Tighten the nut to 9 N.m
(80 in. lbs.).
4. Fold and snap the molded plastic nut cover (2) over the nut on the pivot end of the rear wiper arm.
5. Wet the liftgate glass and operate the rear wiper. Turn the rear wiper switch to the OFF position, then
check for correct wiper arm position and readjust as required.
BLADE, WIPER
DESCRIPTION
FRONT
Fig. 16: Blade Covers, Integral Latch & Pivot Block

Each front wiper blade is secured by an integral latch (2) and an integral pivot block (3) to the hook formation
on the tip of each wiper arm, and rests on the glass near the base of the windshield when the wipers are not in
operation. These wiper blades have a somewhat sculpted appearance that actually has a functional purpose. The
sculpted appearance is due to molded plastic blade covers (1) securely fastened over the bridges and links of the
wiper blade. This sculpting is designed to reduce wind buffeting, which helps to reduce wind noise within the
passenger compartment of the vehicle.
The wiper blade consists of the following components:
 Blade Covers - The molded plastic blade covers shield the wiper superstructure and elements to reduce
wind buffeting.
 Element (4) - The wiper element or squeegee is the resilient rubber member of the wiper blade that
contacts the glass.
 Flexor - The flexor is a rigid metal component running along the length of each side of the wiper element
where it is gripped by the claws of the superstructure.
 Superstructure - The superstructure includes several stamped steel bridges and links with claw
formations that grip the wiper blade element. Also included in this unit is the latching, molded plastic
pivot block that secures the superstructure to the wiper arm. All of the metal components of the wiper
blade have a satin black finish applied.
The passenger side wiper blades are 35.50 centimeters (13.97 inches) long. The driver side wiper blades are
60.00 centimeters (23.62 inches) long. They have non-replaceable rubber elements (squeegees). The wiper
blades cannot be adjusted or repaired. If ineffective, worn, or damaged the entire wiper blade unit must be
replaced.
REAR
Fig. 17: Rear Wiper Blade Is Secured By An Integral Pivot Pin

The rear wiper blade is secured by an integral pivot pin (2) to a receptacle at the tip of the rear wiper arm, and
rests near the base of the liftgate glass when the wiper is not in operation. The rear wiper blade consists of the
following components:
 Superstructure (1) - The superstructure includes a molded black plastic bridge and plastic links with
claw formations that grip the wiper blade element. Also included in this unit is the pivot pin that secures
the superstructure to the wiper arm.
 Element (3) - The wiper element or squeegee is the resilient rubber member of the wiper blade that
contacts the glass.
 Flexor - The flexor is a rigid metal component running along the length of each side of the wiper element
where it is gripped by the claws of the superstructure.
The rear wiper blade is 30.50 centimeters (12.00 inches) long with a non-replaceable element (squeegee). The
wiper blade superstructure cannot be adjusted or repaired. If ineffective, worn or damaged the entire wiper
blade unit must be replaced.
OPERATION
FRONT
The wiper blades are moved back and forth across the glass by the wiper arms when the wipers are being
operated. The wiper blade superstructure is the flexible frame that grips the wiper blade element and evenly
distributes the force of the spring-loaded wiper arm along the length of the element. The combination of the
wiper arm force and the flexibility of the superstructure makes the element conform to and maintain proper
contact with the glass, even as the blade is moved over the varied curvature that may be encountered across the
glass surface.
The wiper element flexor provides the claws of the blade superstructure with a rigid, yet flexible component on
the element which can be gripped. The rubber element is designed to be stiff enough to maintain an even
cleaning edge as it is drawn across the glass, yet resilient enough to conform to the glass surface and flip from
one cleaning edge to the other each time the wiper blade changes directions.
REAR
The rear wiper blade is moved back and forth across the liftgate glass by the wiper arm when the rear wiper
system is in operation. The wiper blade superstructure is the flexible frame that grips the wiper blade element
and evenly distributes the force of the spring-loaded wiper arm along the length of the element. The
combination of the wiper arm force and the flexibility of the superstructure makes the element conform to and
maintain proper contact with the glass, even as the blade is moved over the varied curvature found across the
glass surface.
The wiper element flexor provides the claws of the blade superstructure with a rigid, yet flexible component on
the element which can be gripped. The rubber element is designed to be stiff enough to maintain an even
cleaning edge as it is drawn across the glass, but resilient enough to conform to the glass surface and flip from
one cleaning edge to the other each time the wiper blade changes directions.
REMOVAL
FRONT
CAUTION: Do not allow the wiper arm to spring back against the glass without the
wiper blade in place or the glass may be damaged.
Fig. 18: Tab, Wiper Arm & Element

NOTE: The notched end of the wiper element flexor should always be oriented towards
the end of the wiper blade that is nearest to the wiper pivot.
1. Lift the wiper arm (2) to raise the wiper blade and element (3) off of the glass, until the wiper arm hinge
is in its over-center position.
2. To remove the blade from the arm, lift or gently pry the latch release tab (1) located just in front of the
pivot block at the tip of the arm upward until it stands perpendicular to the wiper arm.
3. Rotate the lower end of the blade slightly downward (toward the wiper element and away from the wiper
arm), then slide the blade away from the tip towards the pivot end of the arm far enough to disengage the
pivot block from the hook formation on the end of the arm.
4. Extract the hook formation on the tip of the wiper arm through the opening in the wiper blade
superstructure between the latch and the pivot block.
5. Gently lower the tip of the wiper arm onto the glass.
REAR
Fig. 19: Rear Wiper Arm Pivot Cap

1. Lift the rear wiper arm pivot cap (2) upward to allow the rear wiper blade to be raised off of the glass.
NOTE: The rear wiper arm cannot be raised to its over-center hinge position
unless the pivot cover is raised first.
2. Lift the rear wiper arm to its over-center hinge position to raise the wiper blade and element off of the
liftgate glass.
Fig. 20: Removing/Installing Wiper Blade From Wiper Arm

3. To remove the wiper blade (1) from the wiper arm (3), grasp the end of the blade nearest to the motor
output shaft, then over-rotate it out from under the arm and past its stop far enough to unsnap the blade
pivot pin (2) from the receptacle (4) on the end of the arm.
4. Gently lower the tip of the wiper arm onto the glass.
INSTALLATION
FRONT
CAUTION: Do not allow the wiper arm to spring back against the glass without the
wiper blade in place or the glass may be damaged.
Fig. 21: Tab, Wiper Arm & Element

NOTE: The notched end of the wiper element flexor should always be oriented towards
the end of the wiper blade that is nearest to the wiper pivot.
1. Lift the wiper arm (2) off of the windshield glass, until the wiper arm hinge is in its over-center position.
2. Position the wiper blade and element unit (3) near the hook formation on the tip of the arm with the
notched end of the wiper element flexor oriented towards the end of the wiper arm that is nearest to the
wiper pivot.
3. Insert the hook formation on the tip of the arm through the opening in the blade superstructure between
the latch (1) and the pivot block far enough to engage the pivot block into the hook.
4. Slide the pivot block up into the hook formation on the tip of the wiper arm until it is fully engaged.
5. Rotate the latch release tab down into the blade until it snaps into its locked position. Latch engagement
will be accompanied by an audible click.
6. Gently lower the wiper blade and element onto the glass.
REAR
Fig. 22: Rear Wiper Arm Pivot Cap

1. Lift the rear wiper arm pivot cap (2) upward to allow the rear wiper arm to be raised off of the glass.
NOTE: The rear wiper arm cannot be raised to its over-center hinge position
unless the pivot cover is raised first.
2. Lift the rear wiper arm to its over-center hinge position and off of the liftgate glass.
Fig. 23: Removing/Installing Wiper Blade From Wiper Arm

3. Position the rear wiper blade (1) with the pivot pin (2) aligned with the opening of the receptacle (4) on
the tip of the wiper arm (3).
4. Using hand pressure, press the wiper blade pivot pin firmly and evenly into the wiper arm receptacle until
it snaps into place.
5. Lower the wiper blade onto the glass and snap the pivot cover back into place.
CHECK VALVE, WASHER

DESCRIPTION
DESCRIPTION
Fig. 24: Identifying Check Valve Fitting & Nipples

A single front washer system check valve is standard equipment on this vehicle, and is installed in the washer
system plumbing. The check valve is integral to the washer nozzle plumbing wye fitting (2) located in the cowl
plenum area beneath the cowl plenum cover/grille panel near the base of the windshield. The check valve
consists of a molded plastic body with a raised arrowhead (4) molded into its center section that indicates the
direction of the flow through the valve, and three barbed hose nipples (1 and 3) formed in a wye configuration
on the outside circumference of the center section of the valve body.
The front washer system check valve cannot be adjusted or repaired and, if ineffective or damaged, it must be
replaced.
OPERATION
OPERATION
Fig. 25: Identifying Check Valve Piston, Spring, Diaphragm And Washer Nozzles
The front washer system check valve provides more than one function in this application. It serves as a wye
connector fitting between the engine compartment and washer nozzle sections of the washer supply hose. It
prevents washer fluid from draining out of the washer supply hoses back to the washer reservoir. This drain-
back would result in a lengthy delay from when the washer switch is actuated until washer fluid was dispensed
through the washer nozzles, because the washer pump would have to refill the washer plumbing from the
reservoir to the nozzles.
Such a drain-back condition could also result in water, dirt, or other outside contaminants being siphoned into
the washer system through the washer nozzle orifices. This water could subsequently freeze and plug the
nozzle, while other contaminants could interfere with proper nozzle operation and cause improper nozzle spray
patterns. In addition, the check valve prevents washer fluid from siphoning through the washer nozzles after the
front washer system is turned OFF.
When the washer pump pressurizes and pumps washer fluid from the reservoir through the front washer
plumbing, the fluid pressure (5) unseats a diaphragm (3) from over a sump well within the valve by overriding
the pressure applied to a piston (2) by a spring (1). With the diaphragm unseated, washer fluid is allowed to
flow toward the two washer nozzles (4). When the washer pump stops operating, the spring pressure on the
piston seats the diaphragm over the sump well in the valve and fluid flow in either direction within the front
washer plumbing is prevented.
REMOVAL
REMOVAL
Fig. 26: Cowl Plenum Cover/Grille Panel, Front Washer System Check Valve & Two Washer Nozzle
Hoses
1. Remove the cowl plenum cover/grille panel (1) from over the cowl plenum. Refer to COVER, COWL
PANEL, REMOVAL .
2. From the underside of the cowl plenum cover/grille panel, disconnect the engine compartment and the
two washer nozzle hoses (3) from the three barbed nipples of the front washer system check valve (2).
3. Remove the check valve from the underside of the cowl plenum cover/grille panel.
INSTALLATION
INSTALLATION
Fig. 27: Cowl Plenum Cover/Grille Panel, Front Washer System Check Valve & Two Washer Nozzle
Hoses
1. Position the front washer system check valve (2) to the underside of the cowl plenum cover/grille panel
(1). Be certain that the flow direction arrow molded into the check valve body is oriented towards the
washer nozzles.
2. From the underside of the cowl plenum cover/grille panel, reconnect the engine compartment and the two
washer nozzle hoses (3) to the three barbed nipples of the check valve.
3. Reinstall the cowl plenum cover/grille panel over the cowl plenum. Refer to COVER, COWL PANEL,
INSTALLATION .
HOSES AND TUBES, WASHER

DESCRIPTION
FRONT
The front washer plumbing consists of small diameter rubber hoses that are routed along with the rear washer
plumbing from the washer reservoir located at the right front corner of the engine compartment. Both reservoir
hoses are attached to their respective front or rear outlet nipple of the washer pump/motor unit near the bottom
of the reservoir. The hoses are then secured in troughs integral to the reservoir up to the base of the reservoir
filler neck, where they connect to the engine compartment hoses.
The engine compartment hoses are sheathed within molded plastic convolute tubing for protection and routed
along the right side of the inner fender to the cowl plenum. They pass through a rubber grommet into the cowl
just above the right front strut tower. From the plenum panel, the two washer hoses are routed separately.
The front hose is routed through the plenum to the right end of the cowl plenum cover/grille panel, where it is
connected to the check valve wye fitting. The two front nozzle supply hoses are attached to the check valve and
secured in routing clips integral to the underside of the cowl plenum cover/grille panel to the two front washer
nozzles. The rear hose is routed through the cowl plenum to near the center of the vehicle, where it passes
through a rubber grommet and a hole in the dash panel into the passenger compartment.
Washer hose or tube is available for service only as roll stock, which must then be cut to length. The molded
plastic washer hose fittings cannot be repaired. If these fittings are ineffective or damaged, they must be
replaced.
REAR
The rear washer plumbing consists of small diameter rubber hoses that are routed along with the front washer
plumbing from the washer reservoir located at the right front corner of the engine compartment. Both reservoir
hoses are attached to their respective front or rear outlet nipple of the washer pump/motor unit near the bottom
of the reservoir. The hoses are then secured in troughs integral to the reservoir up to the base of the reservoir
filler neck, where they connect to the engine compartment hoses.
The engine compartment hoses are sheathed within molded plastic convolute tubing for protection and routed
along the right side of the inner fender to the cowl plenum. They pass through a rubber grommet into the cowl
just above the right front strut tower. From the plenum panel, the two washer hoses are routed separately.
The rear hose is routed through the cowl plenum to near the center of the vehicle, where it passes through a
rubber grommet and a hole in the dash panel into the passenger compartment. Within the passenger
compartment, the engine compartment rear hose is connected to the body rear hose. The body rear hose is
contained within and routed from the left cowl side inner panel to the liftgate with the body wire harness.
The body wire harness is routed along the left inner sill to the B-pillar, then up over the left rear wheel house to
the C-pillar. At the top of the C-pillar, the wire harness and the rear washer hose pass from the body to the
liftgate through a short length of molded plastic convolute tube and two rubber grommets. The rear hose is then
routed separately to the rear washer nozzle mounting hole above the center of the liftgate glass opening.
Washer hose or tube is available for service only as roll stock, which must then be cut to length. The molded
plastic washer hose fittings cannot be repaired. If these fittings are ineffective or damaged, they must be
replaced.
OPERATION
FRONT
Washer fluid in the washer reservoir is pressurized and fed by the washer pump/motor unit through the front
washer system plumbing and fittings to the two front washer nozzles. Whenever routing the washer hose or a
wire harness containing a washer hose, it must be routed away from hot, sharp or moving parts; and, sharp
bends that might pinch the hose must be avoided.
REAR
Washer fluid in the washer reservoir is pressurized and fed by the washer pump/motor unit through the rear
washer system plumbing and fittings to the rear washer nozzle. Whenever routing the washer hose or a wire
harness containing a washer hose, it must be routed away from hot, sharp or moving parts; and, sharp bends that
might pinch the hose must be avoided.
LINKAGE, WIPER ARM

DESCRIPTION
DESCRIPTION
Fig. 28: Front Wiper Linkage Module

The front wiper linkage module is secured within the cowl plenum panel beneath the cowl plenum cover/grille
panel. The ends of the wiper pivot shafts protrude through dedicated openings in the cowl plenum cover/grille
panel to drive the wiper arms and blades and are the only visible components of the front wiper linkage module.
The front wiper linkage module consists of the following components:
 Bracket - The front wiper linkage module bracket (1) consists of the unit that supports the wiper motor
and transmission unit as well as the wiper pivot brackets at each end where the two wiper pivots are
secured. The front wiper linkage module bracket is secured within the cowl plenum by two screws
through two rubber insulators (2) and a knob-like rubber insulator support (3).
 Crank Arm - The front wiper motor crank arm (5) is a stamped steel unit with a serrated hole on the
driven end that is secured to the wiper motor output shaft with a nut and a ball stud secured to the drive
end.
 Linkage - Two stamped steel links (6) connect the wiper motor to the two wiper pivot lever arms (7).
Both links have plastic socket-type bushings on each end. The bushings on the shorter drive link are
snapped over the ball stud on the crank arm and the forward-facing ball stud nearest the center of the left
pivot lever arm. The bushings on the longer connecting link are snapped over the rearward facing ball
studs near the end of both pivot lever arms.
 Motor - The front wiper motor (4) is secured through three stanchions integral to the transmission
housing to the linkage module bracket by three screws. The two-speed permanent magnet wiper motor
features an integral transmission, an internal park switch, and an internal automatic resetting circuit
breaker. An integral connector receptacle connects the motor to the vehicle electrical system.
 Pivots - The two front wiper pivots (8) are secured to the ends of the wiper module bracket. The lever
arms that extend from the lower ends of each pivot shaft have ball studs that engage the bushings of the
drive or connecting links. The upper end of each pivot shaft where the wiper arms will be fastened each is
tapered and serrated with a threaded stud formation at the tip.
The front wiper motor and crank arm unit is available for separate service replacement. Any other component of
the front wiper linkage module cannot be adjusted or repaired. If any component of the module other than the
motor is ineffective or damaged, the entire front wiper linkage module unit must be replaced.
OPERATION
OPERATION
The front wiper linkage module operation is controlled by the battery current inputs received by the wiper
motor through the Body Control Module (BCM). The wiper motor speed is controlled by current flow to either
the low speed or the high speed set of brushes. The park switch is a single pole, single throw, momentary switch
within the wiper motor that is mechanically actuated by the wiper motor transmission components. The park
switch alternately closes the wiper park switch sense circuit to ground or to battery current, depending upon the
position of the wipers on the glass. This feature allows the motor to complete its current wipe cycle after the
wiper system has been turned OFF, and to park the wiper blades in the lowest portion of the wipe pattern. The
automatic resetting circuit breaker protects the motor from overloads.
The wiper motor crank arm, the two wiper linkage members and the two wiper pivots mechanically convert the
rotary output of the wiper motor to the back and forth wiping motion of the wiper arms and blades on the glass.
The hard wired inputs and outputs of the front wiper motor may be diagnosed using conventional diagnostic
tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods
will not prove conclusive in the diagnosis of the front wiper motor or the electronic controls or communication
between other modules and devices that provide some features of the front wiper and washer system. The most
reliable, efficient, and accurate means to diagnose the front wiper motor or the electronic controls and
communication related to front wiper motor operation requires the use of a diagnostic scan tool. Refer to the
REMOVAL
REMOVAL
Fig. 29: Two Screws, Wire Harness Connector & Wire Harness Retainer
NOTE: The front wiper motor can be removed from the wiper linkage module and is
serviced independently from the remainder of the wiper linkage module for this
vehicle. Refer to MOTOR, WIPER, REMOVAL.

2. Remove both front wiper arms from the wiper pivots. Refer to ARM, WIPER, REMOVAL.
3. Remove the cowl plenum cover/grille panel from over the front wiper linkage module. Refer to COVER,
COWL PANEL, REMOVAL .
4. Remove the two screws (3) that secure the module bracket to the cowl plenum.
5. Disengage the knob-like rubber insulator from the hole in the rearward wall of the cowl plenum.
6. Disconnect the wire harness connector (2) from the connector receptacle for the front wiper motor.
7. Disengage the wire harness retainer (1) from the linkage module bracket.
8. Remove the front wiper linkage module from the cowl plenum as a unit.
INSTALLATION
INSTALLATION
Fig. 30: Two Screws, Wire Harness Connector & Wire Harness Retainer
NOTE: The front wiper motor can be removed from the wiper linkage module and is
serviced independently from the remainder of the wiper linkage module for this
vehicle. Refer to MOTOR, WIPER, REMOVAL.
1. Position the front wiper linkage module into the cowl plenum as a unit.
2. Engage the wire harness retainer (1) with the linkage module bracket.
3. Reconnect the wire harness connector (2) to the connector receptacle for the front wiper motor.
4. Engage the knob-like rubber insulator into the hole in the rearward wall of the cowl plenum.
5. Install and tighten the left screw (3) that secures the module bracket to the cowl plenum, followed by the
right screw. Tighten the screws to 9 N.m (80 in. lbs.).
6. Reinstall the cowl plenum cover/grille panel over the front wiper linkage module. Refer to COVER,
COWL PANEL, INSTALLATION .
NOTE: Be certain to turn the ignition switch to the ON position, then turn the front
wiper switch ON and OFF again to cycle the wiper motor and linkage to
their natural park position before reinstalling the front wiper arms onto the
wiper pivots.
7. Reinstall both front wiper arms onto the wiper pivots. Refer to ARM, WIPER, INSTALLATION.
MOTOR, WIPER
DESCRIPTION
FRONT
The front wiper motor is packaged with the wiper linkage module in this vehicle. Refer to LINKAGE, WIPER
ARM, DESCRIPTION.
REAR
Fig. 31: Rear Wiper Motor, Rubber Insulators, Rear Wiper Motor Output Shaft & Connector
Receptacle
The rear wiper motor (1) is located on the inside of the liftgate below the liftgate glass and concealed behind the
liftgate inner trim. The rear wiper motor is secured to the liftgate inner panel using three screws through rubber
insulators (3). The rear wiper motor output shaft (2) extends through the lower edge of the liftgate glass to drive
the rear wiper arm and blade. A rubber grommet is engaged within the output shaft hole of the liftgate glass and
seals the output shaft where it passes through the glass.
An integral connector receptacle (4) connects the rear wiper motor to the vehicle electrical system through a
dedicated connector of the body wire harness. The single-speed, permanent magnet wiper motor includes an
integral transmission, the output shaft, an automatic resetting circuit breaker and the rear wiper motor park
switch.
The rear wiper motor cannot be adjusted or repaired. If any component of the motor is ineffective or damaged,
the entire rear wiper motor unit must be replaced. The motor output shaft rubber grommet is available for
individual service replacement.
OPERATION
FRONT
The front wiper motor is packaged with the wiper linkage module in this vehicle. Refer to LINKAGE, WIPER
ARM, OPERATION.
REAR
The rear wiper motor operation is controlled by the Body Control Module (BCM), which uses relays soldered
onto the BCM printed circuit board to control rear wiper system operation for energizing or de-energizing the
rear wiper motor. The BCM uses internal programming, hard wired inputs received from the right (wiper)
multi-function switch and the rear wiper motor park switch as well as electronic messages received over the
Controller Area Network (CAN) data bus to provide the rear wiper and washer system operating modes.
The rear wiper motor park switch is a single pole, single throw, momentary switch within the wiper motor that
is mechanically actuated by the wiper motor transmission components. The park switch alternately closes and
opens a path to ground for the rear wiper motor electronic control logic circuitry of the BCM, depending upon
the position of the rear wiper blade on the liftgate glass. This input allows the electronic logic circuits of the
BCM to control all of the electronic features of rear wiper motor operation and to keep the motor energized long
enough to complete its current wipe cycle and park the wiper blade after the wiper system or the ignition switch
has been turned OFF.
The rear wiper motor is grounded at all times through a take out with an eyelet terminal connector in the body
wire harness that is secured to a ground location in the passenger compartment. The automatic resetting circuit
breaker protects the motor from overloads. The rear wiper motor transmission converts the rotary output of the
wiper motor to the back and forth wiping motion of the rear wiper arm and blade on the liftgate glass.
The hard wired inputs and outputs of the rear wiper motor may be diagnosed using conventional diagnostic
tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods
will not prove conclusive in the diagnosis of the rear wiper motor or the electronic controls or communication
between other modules and devices that provide some features of the rear wiper and washer system. The most
reliable, efficient, and accurate means to diagnose the rear wiper motor or the electronic controls and
communication related to rear wiper motor operation requires the use of a diagnostic scan tool. Refer to the
REMOVAL
FRONT
CAUTION: Do not apply pressure to, or pry on the plastic drive link bushings. When
removing a drive link from, or installing a drive link onto the ball stud on
the wiper motor crank arm apply pressure to, or pry on only the metal
portions of the drive link around the bushing. If the bushing is damaged,
the entire wiper linkage module MUST be replaced.
CAUTION: Do not remove the crank arm nut from the wiper motor output shaft. The
crank arm is indexed to the output shaft with the motor in the park
position during the manufacturing process, but there are no provisions
made for correctly indexing this connection in the field. If the crank arm to
output shaft indexing is incorrect, the entire wiper motor and crank arm
unit MUST be replaced.
Fig. 32: Front Wiper Motor


2. Remove the front wiper linkage module from the cowl plenum and place it on a suitable work surface.
Refer to LINKAGE, WIPER ARM, REMOVAL.
3. Disengage the socket bushing (1) of the wiper drive link from the ball stud on the wiper motor crank arm
(2) using two large screwdrivers, one on each side of the ball stud. Pry between the crank arm and the
metal portion of the drive link until the socket unsnaps from the ball.
4. Remove the three screws (4) that secure the wiper motor (3) to the linkage module bracket (5).
5. Remove the wiper motor and crank arm as a unit from the wiper linkage module bracket.
REAR
Fig. 33: Body Wire Harness Connector


2. Remove the rear wiper arm from the rear wiper motor output shaft. Refer to ARM, WIPER,
REMOVAL.
3. Remove the trim from the inside of the liftgate. Refer to PANEL, TRIM, LIFTGATE, REMOVAL .
4. Disconnect the body wire harness connector (1) from the rear wiper motor connector receptacle.
Fig. 34: Three Screws & Rear Wiper Motor

5. Remove the three screws (2) that secure the rear wiper motor (1) to the liftgate inner panel.
6. Carefully pull the wiper motor forward far enough to disengage the output shaft from the rubber grommet
in the liftgate glass.
7. Remove the motor from the liftgate.
8. Remove the rubber grommet from the output shaft clearance hole in the liftgate glass and discard.
NOTE: Always use a new rubber grommet in the liftgate glass when installing the rear
wiper motor.
INSTALLATION
FRONT
CAUTION: Do not apply pressure to, or pry on the plastic drive link bushings. When
removing a drive link from, or installing a drive link onto the ball stud on
the wiper motor crank arm apply pressure to, or pry on only the metal
portions of the drive link around the bushing. If the bushing is damaged,
the entire wiper linkage module MUST be replaced.
CAUTION: Do not remove the crank arm nut from the wiper motor output shaft. The
crank arm is indexed to the output shaft with the motor in the park
position during the manufacturing process, but there are no provisions
made for correctly indexing this connection in the field. If the crank arm to
output shaft indexing is incorrect, the entire wiper motor and crank arm
unit MUST be replaced.
Fig. 35: Front Wiper Motor

1. Position the wiper motor (3) and crank arm (2) as a unit to the wiper linkage module bracket (5).
2. Install and tighten the three screws (4) that secure the motor to the bracket. Tighten the screws to 5.5 N.m
(48 in. lbs.).
3. Position the socket bushing (1) of the wiper drive link over the ball stud on the crank arm. Place a short
19 millimeter or 3/4 inch socket over the bushing as an installation tool. Then use large channel-lock
pliers to apply enough pressure to the underside of the crank arm and the top of the socket to snap the
bushing onto the ball stud. Do not apply pressure directly to the plastic bushing.
4. Reinstall the front wiper linkage module into the vehicle. Refer to LINKAGE, WIPER ARM,
INSTALLATION.
REAR
Fig. 36: Three Screws & Rear Wiper Motor

NOTE: Always use a new rubber grommet in the liftgate glass when installing the rear
wiper motor.
1. Install a new rubber grommet (1) into the rear wiper motor output shaft clearance hole located in the
liftgate glass.
CAUTION: A new replacement rear wiper motor is shipped with a rubber

lubricant applied to the motor output shaft where it contacts the
rubber grommet in the liftgate glass. If a rear wiper motor is removed
then reinstalled, an appropriate rubber lubricant (Mopar® Nye®
Synthetic Lubricant - also known as Fluorocarbon Gel 880 Synthetic
Lubricant) must be applied to the motor output shaft in the area just
below the taper where the shaft will contact the grommet before the
motor is reinstalled. Failure to comply with this caution can result in
premature grommet failure, excessive motor loads and water leaks.
2. Position the rear wiper motor (1) to the liftgate inner panel while guiding the output shaft through the
rubber grommet in the liftgate glass.
3. Install and tighten the three screws (2) that secure the motor to the liftgate inner panel. Tighten the screws
to 4 N.m (35 in. lbs.).
Fig. 37: Body Wire Harness Connector

4. Reconnect the body wire harness connector (1) to the rear wiper motor connector receptacle.
5. Reinstall the trim onto the inside of the liftgate. Refer to PANEL, TRIM, LIFTGATE,
INSTALLATION .
6. Reinstall the rear wiper arm onto the output shaft. Refer to ARM, WIPER, INSTALLATION.
NOZZLE, WASHER
DESCRIPTION
FRONT
Fig. 38: Front Washer Nozzles, Five Integral Latches, Washer Plumbing Fittings & Adjustment Screw
The front washer nozzles (1) are constructed of molded plastic. Each nozzle has five integral latches (4) that
secure them in dedicated square holes in the cowl plenum cover/grille panel located near the base of the
windshield The domed upper surface of the washer nozzle is visible on the top of the plenum cover/grille panel,
and the three orifices of each nozzle are oriented towards the windshield glass. The washer plumbing fittings (3)
for the washer nozzles extend below the cowl plenum cover/grille panel. The cowl plenum cover/grille panel
must be removed from the vehicle to access the nozzles for service.
The front washer nozzles also have an adjustment screw (2) located on the left side of each nozzle that allow the
streams emitted by the nozzle to be aimed into the wipe pattern on the windshield. The front washer nozzles
cannot be repaired. If ineffective or damaged, they must be replaced.
REAR
Fig. 39: Fluidic Rear Washer Nozzle, Integral Latch Features, Rubber Gasket, Washer Plumbing
Fitting& Nozzle Orifice
The fluidic rear washer nozzle (1) is constructed of molded plastic and includes an integral check valve. The
rear washer nozzle is secured by two integral latch features (4) within a dedicated mounting hole located in the
outer liftgate panel above the liftgate glass opening.
The outer dome of the washer nozzle is visible on the outside of the liftgate and a rubber gasket (3) on the back
of the nozzle seals the nozzle to the outer liftgate panel. The nozzle orifice (2) is oriented downwards towards
the liftgate glass. The washer plumbing fitting (5) is concealed between the liftgate outer and inner panels.
Within the rear nozzle body, a small check ball is held against an integral valve seat at the inlet end of the
nozzle by a small coiled spring.
The rear washer nozzle and check valve unit cannot be adjusted or repaired. If ineffective or damaged, the entire
nozzle and check valve unit must be replaced.
OPERATION
FRONT
The two front washer nozzles are designed to dispense washer fluid into the wiper pattern area on the outside of
the windshield glass. Pressurized washer fluid is fed to each nozzle from the washer reservoir by the washer
pump/motor unit through a single hose, which is attached to a barbed nipple on each washer nozzle below the
cowl plenum cover/grille panel. Three orifices on each washer nozzle causes the pressurized washer fluid to be
emitted from the nozzle as three distinct streams to more effectively cover a larger area of the glass to be
cleaned.
REAR
The rear washer nozzle is designed to dispense washer fluid into the wiper pattern area on the outside of the
liftgate glass. Pressurized washer fluid is fed to the nozzle from the washer reservoir by the washer pump/motor
unit through a single hose, which is attached to a barbed nipple on the back of the rear washer nozzle. A fluidic
matrix within the washer nozzle causes the pressurized washer fluid to be emitted from the nozzle orifice as an
oscillating stream to more effectively cover a larger area of the glass to be cleaned.
The integral check valve provides more than one function in this application. It prevents washer fluid from
draining out of the rear washer supply hose back to the washer reservoir. This drain-back would result in a
lengthy delay from when the rear washer switch is actuated until washer fluid was dispensed through the rear
washer nozzle because the washer pump would have to refill the rear washer plumbing from the reservoir to the
nozzle. Such a drain-back condition could also result in water, dirt, or other outside contaminants being
siphoned into the washer system through the washer nozzle orifice. This water could subsequently freeze and
plug the nozzle, while other contaminants could interfere with proper nozzle operation and cause improper
nozzle spray patterns. In addition, the rear check valve prevents washer fluid from siphoning out through the
rear washer nozzle after the rear washer system is turned OFF.
When the washer pump pressurizes and pumps washer fluid from the reservoir through the rear washer
plumbing, the fluid pressure unseats a check ball from a seat within the valve by overriding the pressure applied
to the ball within the valve by a small coiled spring. With the check ball unseated, washer fluid is allowed to
flow toward the rear washer nozzle. When the rear washer pump stops operating, the spring pressure on the
check ball seats the ball in the valve and fluid flow in either direction within the rear washer system plumbing is
prevented.
STANDARD PROCEDURE
STANDARD PROCEDURE - WASHER NOZZLE ADJUSTMENT

Fig. 40: Wiper Pattern & Nozzle Hood

1. Operate the front windshield washers to verify that all three streams from each front washer nozzle are
aimed to hit the windshield glass within the wiper pattern (1).
2. If either front nozzle fails the aim check, use a small screwdriver to rotate the screw on the left side of the
nozzle hood (2) to adjust the streams up or down as required.
REMOVAL
FRONT
Fig. 41: Cowl Plenum Cover/Grille Panel, Hose Connection, Barbed Nipple & Latch Features
1. Remove the cowl plenum cover/grille panel (3) from the vehicle. Refer to COVER, COWL PANEL,
REMOVAL .
2. From the underside of the cowl plenum cover/grille panel, disconnect the hose connection (1) from the
barbed nipple (2) of the front washer nozzle.
3. From the underside of the cowl plenum cover/grille panel, release the five integral latch features (4) of the
front washer nozzle and push the nozzle out through the mounting hole toward the top side of the panel.
4. Remove the front washer nozzle from the top of the cowl plenum cover/grille panel.
REAR
Fig. 42: Rear Washer Nozzle & Washer Supply Hose

1. Using a trim stick or another suitable wide flat-bladed tool, gently pry the rear washer nozzle (2) away
from the liftgate outer panel until the latch features that secure it in the mounting hole of the panel
unsnap.
2. Pull the rear washer nozzle out from the liftgate outer panel far enough to access the washer supply hose
(1).
3. Disconnect the washer supply hose from the barbed nipple on the back of the rear washer nozzle.
INSTALLATION
FRONT
Fig. 43: Cowl Plenum Cover/Grille Panel, Hose Connection, Barbed Nipple & Latch Features
1. Position the front washer nozzle to the mounting hole on the top of the cowl plenum cover/grille panel
(3).
2. Using hand pressure, push firmly and evenly on the top of the nozzle until the five integral latches (4)
snap into place on the underside of the panel.
3. From the underside of the cowl plenum cover/grille panel, reconnect the washer hose (1) to the barbed
nipple (2) of the nozzle.
4. Reinstall the cowl plenum cover/grille panel onto the vehicle.
5. Confirm proper front washer nozzle aiming. Refer to NOZZLE, WASHER, STANDARD
PROCEDURE.
REAR
Fig. 44: Rear Washer Nozzle & Washer Supply Hose

1. Position the rear washer nozzle (2) to the liftgate outer panel. Be certain the orifice is pointed down
toward the liftgate glass and the rubber seal is in place on the back of the nozzle.
2. Reconnect the washer supply hose (1) to the barbed nipple on the back of the rear washer nozzle.
3. Insert the rear washer nozzle supply hose and nipple into the mounting hole in the liftgate outer panel.
4. Using hand pressure, press firmly and evenly on the hood of the rear washer nozzle until the latch
features snap into place behind the sheet metal of the liftgate outer panel mounting hole.
PUMP, WINDSHIELD WASHER

DESCRIPTION
DESCRIPTION
Fig. 45: Inlet Nipple, Black Barbed Outlet Nipple, White Barbed Outlet Nipple & Connector Receptacle
The washer pump/motor unit is located on the top of a sump area on the outboard side of the washer reservoir,
which is located between the right front fender and the fender inner shield ahead of the right front wheel and the
front wheel house splash shield. A small permanently lubricated and sealed reversible electric motor is coupled
to the rotor-type washer pump. The use of an integral valve body allows the washer pump/motor unit to provide
washer fluid to either the front or the rear washer systems, depending upon the direction of the pump impeller
rotation.
An inlet nipple (3) on the pump housing passes through a rubber grommet seal/filter screen installed in a
dedicated mounting hole of the washer reservoir sump. The filter screen prevents most debris from entering the
pump housing. When the pump is installed in the reservoir the black barbed outlet nipple (4) on the pump valve
body housing connects the unit to the front washer hose, and the white barbed outlet nipple (2) connects the unit
to the rear washer hose.
The washer pump/motor unit is retained on the reservoir by the interference fit between the pump inlet nipple
and the grommet seal, which is a light press fit. This fit allows for mounting of the washer pump without the use
of fasteners. An integral connector receptacle (1) on the top of the motor housing connects the unit to the
vehicle electrical system through a dedicated take out and connector of the engine compartment wire harness.
The washer pump/motor unit cannot be repaired. If ineffective or damaged, the entire washer pump/motor unit
must be replaced.
OPERATION
OPERATION
The washer pump/motor unit features a reversible electric motor. The direction of the motor is controlled by
hard wired outputs from the Body Control Module (BCM). When battery current and ground are applied to the
two pump motor terminals, the motor rotates in one direction. When the polarity of these connections is
reversed, the motor rotates in the opposite direction. When the pump motor is energized, the rotor-type pump
pressurizes the washer fluid and forces it through one of the two pump outlet nipples, and into the front or rear
washer plumbing. The BCM controls the hard wired outputs to the pump motor based upon hard wired resistor
multiplexed inputs received from the front and rear washer switch circuitry contained within the right (wiper)
multi-function switch.
Washer fluid is drawn through the pump inlet nipple from the washer reservoir to the inlet port of the washer
pump housing. An integral valve body is located in a housing on the outlet port side of the pump housing. A
diaphragm in this valve body controls which washer system plumbing receives the washer fluid being
pressurized by the pump. When the pump impeller rotates in a counterclockwise direction, the biased
diaphragm is sealing off the rear washer system outlet and nipple so the pressurized washer fluid is pushed out
through the pump front outlet port and the front washer outlet nipple. When the pump impeller rotates in a
clockwise direction, pressurized washer fluid is pushed out through the pump rear outlet port and moves the
diaphragm to open the rear washer outlet nipple and seal off the front washer outlet nipple, then the pressurized
washer fluid is pushed out through the rear washer outlet nipple.
The washer pump/motor unit and the hard wired motor control circuits from the BCM may be diagnosed using
conventional diagnostic methods will not prove conclusive in the diagnosis of the washer pump/motor unit or
the electronic controls or communication between other modules and devices that provide some features of the
front and rear wiper and washer system. The most reliable, efficient, and accurate means to diagnose the washer
pump/motor unit or the electronic controls and communication related to washer pump/motor unit operation
REMOVAL
REMOVAL
NOTE: The washer pump/motor can be removed from the washer reservoir without
removing the reservoir from the vehicle.
Fig. 46: Wire Harness Connector, Rear Washer Hoses & Bolts
1. Turn the steering wheel to move the front wheels to the full right position.
4. Remove the right front wheel house splash shield. Refer to SHIELD, SPLASH, FRONT WHEEL
HOUSE, REMOVAL .
5. Disconnect the engine compartment wire harness connector (1) from the washer pump/motor unit
connector receptacle.
NOTE: To aid in reinstallation, note the installed position of the washer hoses
prior to disconnecting them from the washer pump.
6. Disconnect the front and rear washer hoses (2) from the barbed outlet nipples of the washer pump and
allow the washer fluid to drain into a clean container for reuse.
7. Using hand pressure, firmly grasp and pull the washer pump upward far enough to disengage the pump
inlet nipple from the rubber grommet seal/filter screen in the reservoir. Care must be taken not to damage
the reservoir.
8. Remove the washer pump/motor unit from the washer reservoir.
9. Remove the rubber grommet seal from the washer pump mounting hole in the reservoir and discard.
INSTALLATION
INSTALLATION
1. Lubricate a new rubber grommet seal/filter screen with clean washer fluid and install it into the washer
pump mounting hole in the washer reservoir. Always use a new rubber grommet seal/filter screen on the
reservoir.
2. Position the inlet nipple on the base of the pump housing of the washer pump/motor unit to the rubber
grommet seal/filter screen in the reservoir.
3. Using hand pressure, press firmly and evenly downward on the top of the washer pump/motor unit until
the inlet nipple is fully seated in the rubber grommet seal/filter screen in the pump mounting hole of the
reservoir.
NOTE: Be certain to reconnect the front and rear washer hoses to the proper
outlet nipples of the washer pump (rear washer hose goes to black nipple,
front washer hose goes to white nipple). Failure to properly connect the
hoses will cause the front and rear washer systems to operate incorrectly.
4. Reconnect the front and rear washer hoses (2) to the barbed outlet nipples of the washer pump. Be certain
that the rear washer hose on the left side of the reservoir is connected to the black nipple and the front
washer hose on the right side of the reservoir is connected to the white nipple.
5. Reconnect the engine compartment wire harness connector (1) for the washer pump/motor unit to the
connector receptacle on the top of the motor.
6. Reinstall the right front wheel house splash shield onto the vehicle. Refer to SHIELD, SPLASH,
FRONT WHEEL HOUSE, INSTALLATION .
9. Refill the washer reservoir with the washer fluid drained from the reservoir during the removal procedure.
RESERVOIR, WINDSHIELD WASHER

DESCRIPTION
DESCRIPTION
Fig. 48: Single Washer Fluid Reservoir, Cap Unit, Two Integral Troughs, Rear Washer Pump/Motor
Unit & Mounting Tabs
A single washer fluid reservoir (1) is used for both the front and rear washer systems. The molded plastic
washer fluid reservoir is mounted between the right front fender and inner fender shield and ahead of the right
front wheel, where it is concealed by the right front wheel house splash shield. The only visible component of
the washer reservoir is the filler neck and cap unit (2), which extends upward into the engine compartment just
behind the upper radiator cross member. A dark blue plastic filler cap with an International Control and Display
Symbol icon for Windshield Washer molded into it snaps over the open end of the filler neck. The cap hinges
on an integral bail strap.
There is a dedicated mounting hole in the sump area at the bottom of the reservoir provided for the reversible
front and rear washer pump/motor unit (4). The outboard side of the washer reservoir has two integral troughs
(5) which secure the front and rear washer hoses as they are routed into the engine compartment. The inboard
side of the reservoir has two integral mounting tabs (3) that are used to secure the reservoir to right inner fender
shield.
The washer reservoir cannot be repaired and, if ineffective or damaged, it must be replaced. The washer
reservoir, the rubber grommet seal/filter screen, the washer pump/motor unit and the filler cap are each
available for individual service replacement.
OPERATION
OPERATION
The washer fluid reservoir provides a secure, on-vehicle storage location for a large reserve of washer fluid for
operation of the front and rear washer systems. The washer reservoir filler neck provides a clearly marked and
readily accessible point from which to add washer fluid to the reservoir.
The reversible front and rear washer pump/motor unit is located in a sump area near the bottom on the outboard
side of the reservoir to be certain that washer fluid will be available to the pump as the fluid level in the
reservoir becomes depleted.
REMOVAL
REMOVAL
1. Turn the steering wheel to move the front wheels to the full right position.
4. Remove the right front wheel house splash shield. Refer to SHIELD, SPLASH, FRONT WHEEL
HOUSE, REMOVAL .
5. Disconnect the engine compartment wire harness connector (1) from the washer pump/motor unit
connector receptacle.
NOTE: To aid in reinstallation, note the installed position of the washer hoses
prior to disconnecting them from the washer pump.
6. Disconnect the front and rear washer hoses (2) from the barbed outlet nipples of the washer pump and
allow the washer fluid to drain into a clean container for reuse.
7. Disengage the front and rear washer hoses from the integral troughs on the outboard side of the reservoir
and position aside.
8. Remove the two screws (3) that secure the reservoir to the inner fender shield.
9. Lower the washer reservoir far enough for the filler neck to clear the engine compartment.
10. Remove the reservoir from the wheel house.
INSTALLATION
INSTALLATION
1. Position the washer reservoir into the right front fender wheel house.
2. Align the reservoir filler neck with the opening into the engine compartment, the raise the washer
reservoir far enough to align the integral mounting tabs with the mounting holes in the inner fender
shield.
3. Install and tighten the two screws (3) that secure the reservoir to the inner fender shield. Tighten the
screws to 8 N.m (71 in. lbs.).
4. Engage the front and rear washer hoses into the troughs integral to the outboard side of the reservoir.
NOTE: Be certain to reconnect the front and rear washer hoses to the proper
outlet nipples of the washer pump (rear washer hose goes to black nipple,
front washer hose goes to white nipple). Failure to properly connect the
hoses will cause the front and rear washer systems to operate incorrectly.
5. Reconnect the front and rear washer hoses (2) to the barbed outlet nipples of the washer pump. Be certain
that the rear washer hose on the left side of the reservoir is connected to the black nipple and the front
washer hose on the right side of the reservoir is connected to the white nipple.
6. Reconnect the engine compartment wire harness connector (1) for the washer pump/motor unit to the
connector receptacle on the top of the motor.
7. Reinstall the right front wheel house splash shield onto the vehicle. Refer to SHIELD, SPLASH,
FRONT WHEEL HOUSE, INSTALLATION .

10. Refill the washer reservoir with the washer fluid drained from the reservoir during the removal procedure.
SWITCH, MULTIFUNCTION, RIGHT

DESCRIPTION
DESCRIPTION
Fig. 51: Steering Wheel Clockspring Assembly

The right multi-function switch is located on the right side of the steering column, just below the steering wheel.
This switch is the primary control for the front and rear wiper and washer systems. The only visible components
of the switch are the control stalk (7) and the control knob (6) that extend through the steering column shrouds
on the left side of the column. The remainder of the switch including its mounting provisions and its electrical
connections are concealed beneath the shrouds.
The switch housing and controls are constructed of molded black plastic. Each of the switch controls has white
International Control and Display Symbol graphics applied to it, which clearly identify its many functions. The
right (wiper) multi-function switch for this vehicle is integral to the clockspring.
The right multi-function switch provides the vehicle operator with a control interface for the following wiper
and washer system functions:
 Continuous Front Wipers - The right multi-function switch control stalk provides detent switching for
two continuous front wipe modes, low speed or high speed.
 Intermittent Front Wipers - The right multi-function switch control stalk provides detent switching for
the speed-sensitive intermittent front wipe mode.
 Front Wiper Mist Mode - The right multi-function switch control stalk includes momentary switching
of the front wiper motor low speed circuit to provide a mist mode feature (sometimes referred to as pulse
wipe), which allows the vehicle operator to momentarily operate the front wipers for one or more
complete cycles.
 Front Washer Mode - The right multi-function switch control stalk provides momentary switching for
control of the front washer system operation.
 Intermittent Rear Wipe Mode - The right multi-function switch control knob provides detent switching
for a single fixed interval intermittent rear wiper mode.
 Rear Washer Mode - The right multi-function switch control stalk provides momentary switching for
control of rear washer system operation.
In addition, a small TRIP push button at the very end of the right multi-function switch control knob provides a
signal to the Instrument Panel Cluster (IPC) that will reset the currently displayed trip odometer A or B value to
zero.
The right multi-function switch cannot be adjusted or repaired. If any function of the switch is ineffective, or if
the switch is damaged, the entire clockspring unit with both the left and right multi-function switches must be
replaced. Refer to CLOCKSPRING, REMOVAL .
OPERATION
OPERATION
The right (wiper) multi-function switch uses resistor multiplexing to control the many functions and features it
provides using a minimal number of hard wired circuits. The switch receives clean grounds from the Body
Control Module (BCM), then provides resistor multiplexed return outputs to the BCM to indicate the selected
switch positions. The BCM then sends hard wired control outputs as well as electronic switch status messages
over the Controller Area Network (CAN) data bus to other electronic modules in the vehicle.
Some of the hard wired inputs and outputs of the BCM and the right multi-function switch unit may be
diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information.
However, the most reliable, efficient and accurate means to diagnose the BCM and the right multi-function
switch requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.
Following are descriptions of how the multi-function switch is operated to control the functions and features it
provides:
 Front Wiper Control - The right multi-function switch control stalk is moved downward to one of the
two continuous wiper detents or to the speed sensitive intermittent wiper detent. It is moved to the most
upward detent position to select the front wiper OFF position, or upward past the OFF position to the
momentary front wiper MIST position. The front wiper motor will continue to operate, one complete
cycle at a time, for as long as the control stalk is held in the MIST position. The BCM reads the resistor
multiplexed input from the right multi-function switch and provides a hard wired output to control the
relays that energize or de-energize the front wiper motor as appropriate.
 Front Washer Control - The right multi-function switch control stalk is pulled rearward towards the
steering wheel to a momentary FRONT WASH position to activate the washer pump/motor in the front
washer mode. The washer pump/motor will continue to operate for as long as the control stalk is held in
this position. The BCM reads the resistor multiplexed input from the right multi-function switch and
provides hard wired outputs to control the washer pump/motor and the front wiper motor as appropriate.
 Rear Wiper Control - The rear wiper mode is selected when the right multi-function switch control knob
is rotated to the fixed interval intermittent rear wipe detent position, or the OFF detent position. The BCM
reads the resistor multiplexed input from the right multi-function switch and provides a hard wired output
to control a relay that energizes or de-energizes the rear wiper motor as appropriate.
 Rear Washer Control - The right multi-function switch control stalk is pushed forward towards the
instrument panel to a momentary REAR WASH position to activate the washer pump/motor in the rear
washer mode. The washer pump/motor will continue to operate for as long as the control stalk is held in
this position. The BCM reads the resistor multiplexed input from the right multi-function switch and
provides hard wired outputs to control the washer pump/motor and the rear wiper motor as appropriate.
REMOVAL
REMOVAL
NOTE: The right multi-function switch for this vehicle is integral to the clockspring. If
any function of the switch is ineffective, or if the switch is damaged, the entire
clockspring unit must be replaced. Refer to CLOCKSPRING, REMOVAL .
INSTALLATION
INSTALLATION
NOTE: The right multi-function switch for this vehicle is integral to the clockspring. If
any function of the switch is ineffective, or if the switch is damaged, the entire
clockspring unit must be replaced. Refer to CLOCKSPRING, INSTALLATION .
2012 ACCESSORIES AND EQUIPMENT Body - Interior & Exterior - Fiat 500
Body - Interior & Exterior - Fiat 500
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.
WARNINGS
WARNING: Use an Occupational Safety and Health Administration (OSHA) approved

breathing filter, when spraying paint or solvents in a confined area.
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

possible serious or fatal injury.
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.
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
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
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

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
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
instructions may result in possible serious or fatal injury.
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

GENERAL WATER LEAKS
Water leaks can be caused by poor sealing, improper body component alignment, body seam porosity, missing
plugs, or blocked drain holes. Centrifugal and gravitational force can cause water to drip from a location away
from the actual leak point, making leak detection difficult. All body sealing points should be water tight in
normal wet-driving conditions. Water flowing downward from the front of the vehicle should not enter the
passenger or luggage compartment. Moving sealing surfaces will not always seal water tight under all
conditions. At times, side glass or door seals will allow water to enter the passenger compartment during high
pressure washing or hard driving rain (severe) conditions. Overcompensating on door or glass adjustments to
stop a water leak that occurs under severe conditions can cause premature seal wear and excessive closing or
latching effort. After completing a repair, water test vehicle to verify leak has stopped before returning vehicle
to use.
VISUAL INSPECTION BEFORE WATER LEAK TESTS
Verify that floor and body plugs are in place, body drains are clear, and body components are properly aligned
and sealed. If component alignment or sealing is necessary, refer to the appropriate information for proper
procedures.
WATER LEAK TESTS
WARNING: Do not use electric shop lights or tools in water test area. Serious or fatal
injury can result.
When the conditions causing a water leak have been determined, simulate the conditions as closely as possible.
 If a leak occurs with the vehicle parked in a steady light rain, flood the leak area with an open-ended
garden hose.
 If a leak occurs while driving at highway speeds in a steady rain, test the leak area with a reasonable
velocity stream or fan spray of water. Direct the spray in a direction comparable to actual conditions.
 If a leak occurs when the vehicle is parked on an incline, hoist the end or side of the vehicle to simulate
this condition. This method can be used when the leak occurs when the vehicle accelerates, stops or turns.
If the leak occurs on acceleration, hoist the front of the vehicle. If the leak occurs when braking, hoist the
back of the vehicle. If the leak occurs on left turns, hoist the left side of the vehicle. If the leak occurs on
right turns, hoist the right side of the vehicle. For hoisting recommendations. Refer to HOISTING,
STANDARD PROCEDURE .
WATER LEAK DETECTION
To detect a water leak point-of-entry, do a water test and watch for water tracks or droplets forming on the
inside of the vehicle. If necessary, remove interior trim covers or panels to gain visual access to the leak area. If
the hose cannot be positioned without being held, have someone help do the water test.
Some water leaks must be tested for a considerable length of time to become apparent. When a leak appears,
find the highest point of the water track or drop. The highest point usually will show the point of entry. After
leak point has been found, repair the leak and water test to verify that the leak has stopped.
Locating the entry point of water that is leaking into a cavity between panels can be difficult. The trapped water
may splash or run from the cavity, often at a distance from the entry point. Most water leaks of this type become
apparent after accelerating, stopping, turning, or when on an incline.
MIRROR INSPECTION METHOD
When a leak point area is visually obstructed, use a suitable mirror to gain visual access. A mirror can also be
used to deflect light to a limited-access area to assist in locating a leak point.
BRIGHT LIGHT LEAK TEST METHOD
Some water leaks in the luggage compartment can be detected without water testing. Position the vehicle in a
brightly lit area. From inside the darkened luggage compartment inspect around seals and body seams. If
necessary, have a helper direct a drop light over the suspected leak areas around the luggage compartment. If
light is visible through a normally sealed location, water could enter through the opening.
PRESSURIZED LEAK TEST METHOD
When a water leak into the passenger compartment cannot be detected by water testing, pressurize the
passenger compartment and soap test exterior of the vehicle. To pressurize the passenger compartment, close all
doors and windows, start engine, and set heater control to high blower in HEAT position. If engine can not be
started, connect a charger to the battery to ensure adequate voltage to the blower. With interior pressurized,
apply dish detergent solution to suspected leak area on the exterior of the vehicle. Apply detergent solution with
spray device or soft bristle brush. If soap bubbles occur at a body seam, joint, seal or gasket, the leak entry point
could be at that location.
WATER LEAKS
GENERAL NOTES
WARNING: Do not use electric shop lights or tools in water test area, serious or fatal
injury can result
NOTE:  This information applies to all Fiat 500/Cabrio models, 2012 MY and
beyond.
 If a leak cannot be reproduced, it is due to the period of time the vehicle is
under wet conditions. Some leaks may take hours before leaking.
 It is important to understand where the leak ENDS up when diagnosing the
vehicle. Where the leak ends up, does not always explain where the leak
originates. Refer to the diagnosis chart when determining which repairs to
perform.
 This repair procedure does NOT cover every possible water leak on the
Fiat 500/Cabrio. The issues identified in this document are the severe
leaks that may occur in the field.

 Generally, a car wash is the preferred method to diagnose a vehicle.
 The content identifies the known areas of water leaks, the critical
characteristics of each area and how to repair them.
DIAGNOSIS CHART -
Water Leak Conditions
Water leaking at rear window and/or damp or wet Carpet (Cabrio model)
Refer to DIAGNOSIS/REPAIR PROCEDURE FOR BACK GLASS SEAL.
DIAGNOSIS/REPAIR PROCEDURE FOR BACK GLASS SEAL
DIAGNOSIS:
NOTE: If the customer describes the symptoms, perform the Repair Procedure.
Fig. 1: Soft Top Seal & Rear Window

1. On the exterior of vehicle, inspect the soft top seal (2) for looseness at sides of rear window (1).
Fig. 2: Distance, Rear Window & Soft Top Fabric

2. Measure distance (2) from rear window (1) to soft top fabric (3) it should be a maximum distance of 14
mm (9/16 in).
3. Water leak test the vehicle to verify the condition primarily around the exterior sides of the rear window.
Nozzle can not be placed closer than 33 cm (13 in) from the window. Hose test should be a minimum of 5
minutes or until water leak is found.
REPAIR PROCEDURE:
Fig. 3: Rear Window Sunshade

NOTE: NOTE: Sunshade is held in place by rear seatbacks. No fastener removal is

required.
1. Remove the rear window sunshade (1) if equipped. Push down the rear seat release buttons, located at the
outboard top of the seatbacks and move the seatbacks to their folded-down position in order to remove
the rear window sunshade.
Fig. 4: Horseshoe Bezel, Rear Window Package Tray & Three Retaining Fasteners
2. Remove the horseshoe bezel (1) from the rear window package tray (3) by removing the three retaining
fasteners (2).
Fig. 5: Three Retaining Clips & Rear Window Package Tray

3. Remove the three retaining clips (2) in order to remove the rear window package tray (1).
Fig. 6: Rear Headliner Sail Panels & Rear Upper Headliner

4. Pull back the rear headliner sail panels (1) in order to access the rear upper headliner (2).
Fig. 7: Upper Headliner

5. Remove the upper headliner (1) from the rear window upper retaining channel.
Fig. 8: Eight Retaining Fasteners & Spoiler Reinforcement Header Panel

6. Loosen the eight retaining fasteners (2) securing the spoiler reinforcement header panel (1).
Fig. 9: Exterior Soft Top Fabric, Rear Window Seal & Rear Spoiler
7. Apply firm pressure to the exterior soft top fabric (2) at the top edge of the rear window seal (1), in an
upward direction toward rear spoiler (3).
Fig. 10: Rear Window, Spoiler & Time Grasping The Spoiler
8. Apply firm upward pressure to smooth out any soft top fabric bubbling above rear window (2) by
pressing the fabric flat and pushing out away from the center and up toward the sides of the spoiler (3),
while at the same time grasping the spoiler (1) with the thumb and index finger and pulling down with
slight pressure against the spoiler.
Fig. 11: Eight Retaining Fasteners & Spoiler Reinforcement Header Panel
NOTE: Help of an assistant is required for the following step.
9. Have an assistant retighten the eight retaining fasteners (2) securing the spoiler reinforcement header
panel (1).
10. Inspect the rear window (exterior) soft top seal for looseness at sides of rear window. Measure distance
from rear window to soft top fabric which should be a maximum distance of 14 mm (9/16 in).
11. Water leak test the vehicle to verify the repair, primarily around the exterior sides of the rear window.
Hose test should be a minimum of 5 minutes.
12. Reverse Step #5 through Step #1 for reassembly.
WIND NOISE
Wind noise is the result of most air leaks. Air leaks can be caused by poor sealing, improper body component
alignment, body seam porosity, or missing plugs in the engine compartment or door hinge pillar areas. All body
sealing points should be airtight in normal driving conditions. Moving sealing surfaces will not always seal
airtight under all conditions. At times, side glass or door seals will allow wind noise to be noticed in the
passenger compartment during high cross winds. Over compensating door or glass adjustments to stop wind
noise that occurs under severe conditions can cause premature seal wear and excessive closing or latching
effort. After a repair procedure has been performed, test vehicle to verify noise has stopped before returning
vehicle to use.
VISUAL INSPECTION BEFORE TESTS
Verify that floor and body plugs are in place and body components are aligned and sealed. If component
alignment or sealing is necessary, refer to the appropriate information for proper procedures.
ROAD TESTING WIND NOISE
1. Drive the vehicle to verify the general location of the wind noise.
2. Apply 50 mm (2 in.) masking tape in 150 mm (6 in.) lengths along weatherstrips, weld seams or
moldings. After each length is applied, drive the vehicle. If noise goes away after a piece of tape is
applied, remove tape, locate, and repair defect.
POSSIBLE CAUSE OF WIND NOISE
 Moldings standing away from body surface can catch wind and whistle.
 Gaps in sealed areas behind overhanging body flanges can cause wind-rushing sounds.
 Misaligned movable components.
 Missing or improperly installed plugs in pillars.
 Weld burn through holes.
STANDARD PROCEDURE
BUZZ, SQUEAKS AND RATTLES
Buzz, Squeaks and Rattles (BSR's) may be caused by any one or more of the following and may be corrected as
indicated:
 Loose fasteners should be tightened to specifications.

 Damaged or missing clips should be replaced.
 Damaged trim panels should be replaced.

 Incorrectly installed trim panels should be reinstalled properly.
Many BSR complaints such as loose trim, can be serviced using various tapes or lubricants. Tapes including
foam, flock and anti-squeak, can be used to eliminate noises caused by metal, plastic and vinyl components.
Long life lubricants and greases can also be used on a variety of components. Refer to the table for materials
and usage. Refer to BUZZ, SQUEAKS AND RATTLES.
BUZZ, SQUEAKS AND RATTLES

ITEM FEATURES APPLICATIONS SERVICE TEMP
ITCH AND An abrasion resistant material Between metal and metal, -40° to 107° C
SQUEAK TAPE thin enough to conform to metal and plastic, metal and (-40° to 225° F)
most irregular surfaces. Stops vinyl, vinyl and plastic.
most itches and squeaks. Interior.
Examples: Trim panels and
bezels.
BLACK NYLON Nylon Flock with an Between metal and metal, -40° to 82° C
FLOCK aggressive acrylic adhesive. metal and plastic, vinyl and (-40° to 180° F)
Provides for cushioning and plastic.
compression fit, also isolates Examples: Pull cups, bezels,
components. Water-resistant. clips, ducts, top cover to glass,
cowl panel.
HIGH DENSITY Tear resistant, highly resilient Between metal and metal, -40° to 82° C
URETHANE and durable. metal and plastic. Water- (-40° to 180° F)
FOAM resistant.
Examples: I/P, heavy metal
rattles, isolating brackets.
OPEN CELL Soft foam conforms to Wire harness and connector -40° to 82° C
FOAM TAPE irregular surfaces. wrap. (-40° to 180° F)
Examples: Seals, gasket,
wiring, heat ducts.
CLOSED CELL Soft, conformable. Water- Wherever bulk is needed. -40° to 82° C
LOW DENSITY resistant. Prevents closing flutters and (-40° to 180° F)
FOAM TAPE rattles when applied to door
watershield.
Examples: Door, I/P.
NYE® GREASE Long life. Suspensions. -40° to 200° C
880 Examples: Strut bushings, (-40° to 390° F)
sway bars.
KRYTOX® OIL Long life. Will not dry out or When access is not possible, -34° to 205° C
harm plastics or rubber. oil will migrate to condition. (-30° to 400° F)
Vinyl, rubber, plastic, metal.
Examples: Convertible top
bushings, pull cups trim panel
inserts.
KRYTOX® Long life. Will not dry out or Vinyl, rubber, plastic, metal, -34° to 205° C
GREASE harm plastics or rubber. glass. (-30° to 400° F)

Examples: Weather-strips,
backlite and windshield
moldings.
PLASTIC BODY PANEL REPAIR
There are many different types of plastics used in today's automotive environment. We group plastics in three
different categories: Rigid, Semi-Rigid, and Flexible. Any of these plastics may require the use of an adhesion
promoter for repair. These types of plastic are used extensively on Chrysler vehicles. Always follow repair
material manufacturer's plastic identification and repair procedures.
IDENTIFICATION AND PROCEDURES
RIGID PLASTICS
Examples of rigid plastic use: Fascias, Hoods, Doors, and other Body Panels, which include SMC, ABS, and
Polycarbonates.
SEMI-RIGID PLASTICS
Examples of semi-rigid plastic use: Interior Panels, Under Hood Panels, and other Body Trim Panels.
FLEXIBLE PLASTICS
Examples of flexible plastic use: Fascias, Body Moldings, and upper and lower Fascia Covers.
REPAIR PROCEDURE
The repair procedure for all three categories of plastics is basically the same. The one difference is the material
used for the repair. The materials must be specific for each substrate, rigid repair material for rigid plastic
repair, semi-rigid repair material for semi-rigid plastic repair and flexible repair material for flexible plastic
repair.
ADHESION PROMOTER/SURFACE MODIFIER
Adhesion Promoters/Surface Modifiers are required for certain plastics. All three categories may have plastics
that require the use of adhesion promoter/surface modifiers. Always follow repair material manufacturer's
plastic identification and repair procedures.
RIGID, SEMI-RIGID, AND FLEXIBLE PLASTIC PART TYPES
CODE FAMILY NAME COMMON TRADE NAME TYPICAL APPLICATION

ASA Acrylonitrile Styrene Luran S Consoles, Grilles
Acrylite
ABS Acrylonitrile Butadiene Terluran "A" Pillars, Consoles, Grilles
Styrene
ABS/PC Abs/Pc Alloy Pulse, Proloy, Bayblend Doors, Instrument Panels

ABS/PVC Abs/Pv Alloy Proloy, Pulse, Lustran, Door Panels, Grilles, Trim
Cyclovin
BMC Bulk Molding Compound Bmc Fender Extensions
EMA Ehtylene Methyl Surlyn, Ema, Ionomer Bumper Guards, Pads
Acrylate/Ionomer
METTON Metton Metton Grilles, Kick Panels, Running
Boards
MPPO Modified Polyphenylene Mppo Spoiler Assembly
Oxide
PA Polyamid Zytel, Vydyne, Pa, Minlon Fenders, Quarter Panels
PET Thermoplastic Polyester Rynite Trim
PBT/PPO Pbt/Ppo Alloy Germax Claddings
PBTP Polybutylene Therepthalate Pbt, Pbtp, Pocan, Valox Wheel Covers, Fenders,
Grilles
PBTP/EEBC Polybutylene Bexloy, "M", Pbtp/Eebc Fascias, Rocker Panel,
Therepthalate/Eebc Alloy Moldings
PC Polycarbonate Lexan, Merlon, Calibre, Tail Light Lenses, Ip Trim,
Makrolon Pc Valance Panels
PC/ABS Pc/Abs Alloy Germax, Bay Blends, Pulse Doors, Instrument Panels
PPO Polyphenylene Oxide Azdel, Hostalen, Marlex, Interior Trim, Door Panels,
Prfax, Noryl, Gtx, Ppo Splash Shields, Steering
Column Shroud
PPO/PA Polyphenylene/Polyamid Ppo/Pa, Gtx 910 Fenders, Quarter Panels
PR/FV Fiberglass Reinforced Fiberglass, Fv, Pr/Fv Body Panels
Plastic
PS Polystyrene Lustrex, Styron, Ps Door Panels, Dash Panels
RTM Resin Transfer Molding Rtm Body Panels
Compound
SMC Sheet Molded Compound Smc Body Panels
TMC Transfer Molding Tmc Grilles
Compound
UP Unsaturated Polyester Smc, Bmc, Tmc, Zmc, Imc, Grille Opening Panel,
(Thermosetting) Xsmc, Up Liftgates, Flareside Fenders,
Fender Extensions
EEBC Ether/Ester Blocked Co- Eebc Bumpers
Polymer
EEBC/PBTP Eebc/Polybutylene Eebc, Pbtp, Bexloy Bumper, Rocker Panels
Terepthalate
EMPP Ethylene Modified Empp Bumper Covers
Polypropylene
EPDM Ethylene/Propropylene Epdm, Nordel, Vistalon Bumpers
Diene Monomer
EPM Ethylene/Propropylene Co- Epm Fenders
Polymer
MPU Foam Polyurethane Mpu Spoilers
PE Polyethylene Alathon, Dylan, Lupolen,
-
Marlex
PP Polypropylene (Blends) Noryl, Azdel, Marlox, Dylon, Inner Fender, Spoilers, Kick
Pravex Panels
PP/EPDM Pp/Epdm Alloy Pp/Epdm Spoilers, Grilles
PUR Polyurethane Colonels, Pur, Pu Fascias, Bumpers
PUR/PC Pur/Pc Alloy Texin Bumpers
PVC Polyvinyl Chloride Apex, Geon, Vinylite Body Moldings, Wire
Insulation, Steering Wheels
RIM Reaction Injected Molded Rim, Bayflex Front Fascias, Modular
Polyurethane Windows
RRIM Reinforced Reaction Pur, Rrim Fascias, Body Panels, Body
Injected Molded Trims
TPE Thermo Polyethylene Tpe, Hytrel, Bexloy-V Fascias, Bumpers, Claddings
TPO Thermopolyolefin Polytrope, Renflex, Bumpers, End Caps, Telcar,
Santoprene, Visaflex, Eta, Rubber, Strips, Sight, Interior
Apex, Tpo, Shields, B Post
Claddings
TPP Thermo-Polypropylene Tpp Bumpers
TPU Thermopolyurethane, Tpu, Hytrel, Texin, Estane Bumpers, Body Side,
Polyester Moldings, Fenders, Fascias
PANEL SECTIONING
Fig. 12: Identifying Panel Sectioning

If it is required to section a large panel for a plastic repair, it will be necessary to reinforce the panel. To bond
two plastic panels together (1 and 2) with panel adhesive (3), a reinforcement (4) must overlap both panels. The
panels must be "V'd" at a 20 degree angle. The area to be reinforced should be washed, then sanded. Be sure to
wipe off any excess soap and water when finished. Lightly sand or abrade the plastic with an abrasive pad or
sandpaper. Blow off any dust with compressed air or wipe with a clean dry rag.
When bonding plastic panels, follow repair material manufacturers recommendations. Be sure that enough
adhesive has been applied to allow squeeze out and to fill the full bond line. Once the pieces have been brought
together, do not move them until the adhesive is cured. The assembly can be held together with clamps, rivets,
etc. A faster cure can be obtained by heating with a heat lamp or heat gun. After the parts have been bonded and
have had time to cure, rough sand the seam and apply the final adhesive filler to the area being repaired. Smooth
the filler with a spreader, wooden tongue depressor, or squeegee. For fine texturing, a small amount of water
can be applied to the filler surface while smoothing. The cured filler can be sanded as necessary and, as a final
step, cleanup can be done with soapy water. Wipe the surface clean with a dry cloth allowing time for the panel
to dry before moving on with the repair.
PANEL REINFORCEMENT
Fig. 13: Identifying Panel Reinforcement

Structural repair procedures for rigid panels (1) with large cracks and holes will require a reinforcement backing
(3). Reinforcements (3) can be made with several applications of glass cloth saturated with structural adhesive
(2). Semi-rigid or flexible repair materials should be used for semi-rigid or flexible backing reinforcement and
open meshed fiberglass dry wall tape can be used to form a reinforcement. The dry wall tape allows the resin to
penetrate through and make a good bond between the panel and the adhesive. Structurally, the more dry wall
tape used, the stronger the repair.
Fig. 14: Identifying Panel Reinforcement

Another kind of repair that can be done to repair large cracks and holes is to use a scrap piece of similar plastic
(2) and bond with structural adhesive (1). The reinforcement should cover the entire break and should have a
generous amount of overlap on either side of the cracked or broken area.
Fig. 15: Beveling Area Around Crack AT 20 Degree Angle

When repairing plastic, the damaged area is first "V'd" out, or beveled. Large bonding areas are desirable when
repairing plastic because small repairs are less likely to hold permanently. Beveling the area around a crack at a
20° angle will increase the bonding surface for a repair. It is recommended that sharp edges be avoided because
the joint may show through after the panel is refinished.
Fig. 16: Identifying Bonding Surface Repair Area

 Panel repair for both flexible and rigid panels are basically the same. The primary difference between
flexible panel repair and rigid panel repair is in the adhesive materials used.
 The technician should first decide what needs to be done when working on any type of body panel. One
should determine if it is possible to return the damage part to its original strength and appearance without
exceeding the value of the replacement part.
 When plastic repairs are required, it is recommended that the part be left on the vehicle when ever
possible. That will save time, and the panel will remain stationary during the repair. Misalignment can
cause stress in the repair areas and can result in future failure.
VISUAL INSPECTION
Fig. 17: Identifying Damage Components

Composite materials can mask the severity of an accident. Adhesive bond lines, interior structure of the doors,
and steel structures need to be inspected carefully to get a true damage assessment. Close inspection may
require partial removal of interior trim or inner panels.
Identify the type of repair: Puncture (1) or Crack - Damage that has penetrated completely through the panel.
Damage is confined to one general area; a panel section is not required. However, a backer panel, open
fiberglass tape, or matted material must be bonded from behind.
PANEL SURFACE PREPARATION
If a body panel has been punctured, cracked, or crushed, the damaged area must be removed from the panel to
achieve a successful repair. All spider web cracks leading away from a damaged area must be stopped or
removed. To stop a running crack in a panel, drill a 6 mm (0.250 in.) hole at the end of the crack farthest away
from the damage. If spider web cracks can not be stopped, the panel would require replacement. The surfaces
around the damaged area should be stripped of paint and freed from wax and oil. Scuff surfaces around repair
area with 360 grit wet/dry sandpaper, or equivalent, to assure adhesion of repair materials.
PATCHING PANELS
Fig. 18: Identifying Damaged Panel Cutout And Patch

A panel (2) that has extensive puncture type damage can be repaired by cutting out the damaged material and
placing a slightly larger piece over the hole. Use a suitable reciprocating saw or cut off wheel to remove the
section of the panel that is damaged (1). The piece cut out can be used as a template to shape the new patch (4).
It is not necessary to have access to the back of the panel to install a patch. Bevel edges of cutout at 20° to
expose a larger bonding area on the outer side. This will allow for an increased reinforcement areas. Refer to
PANEL PATCH INSTALLATION.
PANEL PATCH FABRICATIONS
Fig. 19: Identifying Fabricated Panel

A patch can be fabricated from any rigid fiberglass panel that has comparable contour with the repair area. Lift
gates and fenders can be used to supply patch material. If existing material is not available or compatible, a
patch can be constructed with adhesive and reinforcement mesh (dry wall tape). Perform the following
operation if required:
1. Cover waxed paper (4) or plastic with adhesive backed nylon mesh (dry wall tape) (2) larger than the
patch required (3).
2. Tape waxed paper or plastic sheet with mesh to a surface that has a compatible contour to the repair area.
3. Apply a liberal coat of adhesive (1) over the reinforcement mesh (2). If necessary apply a second or third
coat of adhesive and mesh after first coat has cured. The thickness of the patch should be the same as the
repair area.
4. After patch has cured, peel waxed paper or plastic from the back of the patch.
5. If desired, a thin film coat of adhesive can be applied to the back of the patch to cover mesh for added
strength.
PANEL PATCH INSTALLATION
Fig. 20: Securing Support Squares To Body Panel

1. Make a paper or cardboard pattern the size and shape of the cutout hole in the panel (3).
2. Trim 3 mm (0.125 in.) from edges of pattern so patch will have a gap between connecting surfaces.
3. Using the pattern as a guide, cut the patch to size.
4. Cut scrap pieces of patch material into 50 mm (2 in.) squares to use as patch supports to sustain the patch
in the cutout.
5. Drill 4 mm (0.160 in.) holes 13 mm (0.5 in.) in from edge of cutout hole.
6. Drill 4 mm (0.160 in.) holes 13 mm (0.5 in.) away from edge of patch across from holes drilled around
cutout.
7. Drill 3 mm (0.125 in.) holes in the support squares (1) 13 mm (0.5 in.) from the edge in the center of one
side.
8. Scuff the backside of the body panel around the cutout hole with a scuff pad or sandpaper.
9. Mix enough adhesive to cover one side of all support squares.
10. Apply adhesive to cover one side of all support squares.
11. Using number 8 sheet metal screws (2), secure support squares to back side of body panel with adhesive
sandwiched between the panel and squares.
Fig. 21: Applying Adhesive

12. Apply a coat of adhesive (3) to the exposed ends of the support squares (2).
Fig. 22: Identifying Cutout And Support Squares

13. Position patch in cutout (1) against support squares (2) and adjust patch until the gap is equal along all
sides.
14. Drill 3 mm (0.125 in.) holes in the support squares through the pre-drilled holes in the patch.
Fig. 23: Applying Coat Of Adhesive To Exposed Ends Of Support Squares

15. Install screws to hold the patch (1) to support squares, leaving a gap (2) around all sides of the patch.
Tighten screws until patch surface is flush with panel surface.
16. Allow adhesive to cure, and remove all screws.
Fig. 24: Grinding Surface

17. Using a 125 mm (5 in.) 24 grit disc grinder (3), grind a 50 mm (2 in.) to 75 mm (3 in.) wide and 2 mm
(0.080 in.) deep path across the gaps (2) around the patch (1). With compressed air, blow dust from
around patch.
Fig. 25: Covering Gaps With Mesh

18. Apply adhesive backed nylon mesh (dry wall tape) (3) over gaps around patch (1).
19. Mix enough adhesive to cover the entire patch (2) area.
Fig. 26: Applying Adhesive Over Mesh Around Patch

20. Apply adhesive (1) over the mesh (2) around patch (3), and smooth epoxy with a wide spreader (4) to
reduce finish grinding. Use two to three layers of mesh and adhesive to create a stronger repair.
PATCHED PANEL SURFACING
After patch panel is installed, the patch area can be finished using the same methods as finishing other types of
body panels. If mesh material is exposed in the patched area, grind surface down, and apply a coat of high
quality rigid plastic body filler. Prime, block sand, and paint as required.
HEAT STAKING
1. Remove trim panel.

2. Bend or move the trim panel components at the heat staked joints. Observe the heat staked locations
and/or component seams for looseness.
3. Heat stake the components.
1. If the heat staked or component seam location is loose, hold the two components tightly together
and using a soldering gun with a flat tip, melt the material securing the components together. Do
not over heat the affected area, damage to the exterior of the trim panel may occur.
2. If the heat staked material is broken or missing, use a hot glue gun to apply new material to the area
to be repaired. The panels that are being heat staked must be held together while the applying the
glue. Once the new material is in place, it may be necessary to use a soldering gun to melt the
newly applied material. Do not over heat the affected area, damage to the exterior of the trim panel
may occur.
4. Allow the repaired area to cool and verify the repair.
5. Install trim panel.
SPECIFICATIONS
BODY LUBRICATION
LUBRICATION REQUIREMENTS
Body mechanisms and linkages should be inspected, cleaned, and lubricated, as required, to maintain ease of
operation and to provide protection against rust and wear. When performing other under hood services, the hood
latch release mechanism and safety catch should be inspected, cleaned, and lubricated. During the winter
season, external door lock cylinders should be lubricated to assure proper operation when exposed to water and
ice.
Prior to the application of any lubricant, the parts concerned should be wiped clean to remove dust and grit. If
necessary, a suitable solvent can be used to clean the item to be lubricated. After lubricating a component, any
excess oil or grease should be removed.
LUBRICANT APPLICATION
DOOR LOCK CYLINDERS
1. Apply a small amount of lubricant directly into the lock cylinder.

2. Apply a small amount of lubricant to the key.
3. Insert key into lock cylinder and cycle the mechanism from the locked to the unlocked position.
NOTE: Do not add more lubricant.
4. Cycle the lock cylinder mechanism several times to allow the lubricant to flow throughout the cylinder.
5. Wipe all lubricant from exterior of lock cylinder and key.
ALL OTHER BODY MECHANISMS

1. Clean component as described above.

2. Apply specified lubricant to all pivoting and sliding contact areas of component.
LUBRICANT USAGE
ENGINE OIL
 Door Hinges - Hinge Pin and Pivot Contact Areas

 Hood Hinges - Pivot Points
 Liftgate Hinges
MOPAR® SPRAY WHITE LUBE OR EQUIVALENT
 Door Check Straps

 Liftgate Latches
 Liftgate Prop Pivots
 Ash Receiver
 Fuel Filler Door Remote Control Latch Mechanism
 Parking Brake Mechanism
 Sliding Seat Tracks
 Liftgate Latch
MOPAR® MULTIPURPOSE GREASE OR EQUIVALENT
 All Other Hood Mechanisms
MOPAR® LOCK CYLINDER LUBRICANT OR EQUIVALENT
 Door Lock Cylinders

 Liftgate Lock Cylinder
TORQUE

All seat belt anchor bolts 40 30 -
All seat belt anchor nuts 40 30 -
All seat belt retractor bolts 40 30 -
Liftgate hinge nuts 8 - 71
Liftgate latch striker 23 17 -
Front door outside handle 8 71
Front door mirror nuts 9 - 80
Front door latch assembly 8 - 71
Front seat forward, rearward, inboard, outboard bolt 24 18 -
Front seat inboard pivot bolt 40 30 -

Front seat recliner to seat cushion frame 12 9 -
Front seat back 40 30 -
Front seat back recliner to seat back 12 9 -
Front door hinge to hinge pillar bolt 24 17 -
Front door check strap bolt 25 18 -
Front door latch striker 22 16 -
Hood to hinge nuts 20 15 -
Hood hinge nuts 20 15 -
Hood latch striker 14 10 -
Instrument panel cowl fasteners 21 15 -
Liftgate hinge to body 20 15 -
Liftgate latch 8 6 -
Liftgate striker 23 17 -
Rear seat cushion front mounting bolts 40 30 -
Rear seat back check bracket bolt 28 21 -
Rear seat back and seat belt buckle anchor nut 57 42 -
Seat belt anchor bolt 47 35 -
Seat back assembly 40 30 -
Seat back latch bolts 28 21 -
Seat belt buckle bolt 45 33 -
Seat cushion strap bolts 11 8 -
Sunroof assembly fasteners 9 - 80
Sunroof side bracket fasteners 9 - 80
SPECIAL TOOLS
SPECIAL TOOLS
10289 - Remover, Air Outlet

C-4755 - Trim Stick
(Originally Shipped In Kit Number(s) 9299, 9299CC, 9299CC, 9300A-CAN.)
DOOR - FRONT
CYLINDER, DOOR LOCK
REMOVAL
REMOVAL
Fig. 27: Nut, Handle Assembly & Screw

1. Roll up window.
2. Remove the door trim panel and watershield. Refer to PANEL, DOOR TRIM, REMOVAL and
WATERSHIELD, DOOR, REMOVAL.
3. Detach the rod from the door latch.
4. Remove the nut (3) from the handle assembly (2).
5. Remove the screw (1) from the handle assembly (2).
6. Remove the handle assembly (2) from the door and disconnect the wiring harness.
Fig. 28: Lock Rod Lever

CAUTION: Use caution when removing the lock rod lever to avoid damage.
7. Using a small pick tool, remove the lock rod lever (1) from the back of the cylinder housing.
Fig. 29: Clip

8. Using a small pick tool, disengage the clip (1) from the cylinder housing.
Fig. 30: Vehicle Key & Lock Cylinder

9. Insert the vehicle key (1) into the lock cylinder (2), turn the key slightly and pull out the lock cylinder
from the front of the handle.
INSTALLATION
INSTALLATION
Fig. 31: Vehicle Key & Lock Cylinder

1. With the vehicle key (1) inserted into the lock cylinder (2), push the lock cylinder into the opening
located in the front of the handle.
Fig. 32: Clip

2. Push down to engage the clip (1) to the cylinder housing.
Fig. 33: Lock Rod Lever

3. Align and install the lock rod lever to the back of the cylinder housing.
4. Turn the vehicle key and remove from the lock cylinder.

5. Connect the wiring harness and position the handle assembly (2) to the door.
6. Install the screw (1) to the handle assembly (2). Tighten the screw to 7 N-m (62 in. lbs.).
7. Install the nut (1) to the handle assembly (2). Tighten the screw to 8 N-m (71 in. lbs.).
8. Attach the rod to the door latch.
9. Install the door trim panel and watershield. Refer to WATERSHIELD, DOOR, INSTALLATION and
PANEL, DOOR TRIM, INSTALLATION.
DOOR
REMOVAL
REMOVAL
Fig. 35: Retaining Cover


2. Remove the cowl/scuff panel. Refer to PANEL, COWL TRIM, SIDE, REMOVAL.
3. On the driver's side, remove the hood latch release handle.
4. Detach the retaining cover (1) from the cowl sheet metal.
5. Detach the wiring connector (2) from the cover (1) and disconnect the wiring harness connectors.
Fig. 36: Harness Boot, Wiring Harness & Bodyside Opening

6. Open the door.

7. Remove the harness boot (1) at the body side.
8. Pull the wiring harness (2) from the bodyside opening (3).
Fig. 37: Fastener, Fasteners, Door Hinges & Bodyside

9. Remove the fastener (2) securing the door's check strap to the body side.
10. Remove the fasteners (5) securing the door hinges (1, 3) to the bodyside (4, 5).
11. With the help of an assistant, lift the door up and out to remove.
INSTALLATION
INSTALLATION
Fig. 38: Fastener, Fasteners, Door Hinges & Bodyside

1. With the help of an assistant, lift the door up and inward to install. Seat the door hinges (1, 3) into the
bodyside hinges (4, 6).
2. Install the fasteners (5) securing the door hinges (1, 3) to the bodyside (4, 5). Tighten the fasteners to 24
N-m (17 ft. lbs.).
3. Apply MOPAR® Blue Lock & Seal Adhesive to the threads of the fastener (2) the secures the door's
check strap to the body side. Position the check strap and install the fastener (2). Tighten the fastener to
25 N-m (18 ft. lbs.).
Fig. 39: Harness Boot, Wiring Harness & Bodyside Opening

4. Feed the wiring harness (2) into the bodyside opening (3).
5. Install the harness boot (1) at the body side.
Fig. 40: Retaining Cover

6. Attach the wiring connector (2) to the cover (1) and connect the wiring harness connectors.
7. Attach the retaining cover (1) to the cowl sheet metal.
8. On the driver's side, install the hood latch release handle.
9. Install the cowl/scuff panel. Refer to PANEL, COWL TRIM, SIDE, INSTALLATION.
FLAG, MIRROR
REMOVAL
REMOVAL
Fig. 41: Side Mirror Flag & Door

1. Using trim stick (special tool #C-4755, Trim Stick), pry up mirror flag (1) and remove from door (2).
INSTALLATION
INSTALLATION
Fig. 42: Side Mirror Flag & Door

1. Place mirror flag over location ensuring tabs are aligned with tab locations.
2. Hand tap mirror flag (1) into place.
GLASS, DOOR
REMOVAL
REMOVAL
Fig. 43: Inner Belt Molding

1. Raise the window glass into the fully up position.

2. Remove the door panel. Refer to PANEL, DOOR TRIM, REMOVAL.
3. Remove the weather shield from the door.
4. Remove the inner belt molding (1).
Fig. 44: Access Hole

5. Temporarily install the window switch pod, reconnect the negative battery cable and lower the window
until the white regulator tab is visible in the access hole (1).
6. Disconnect the negative battery cable and remove the window switch pod.
Fig. 45: Weather Strip

7. Remove the weather strip (1).
Fig. 46: Window Regulator Tab & Lift The Window

8. With the help of an assistant holding the glass, release the window regulator tab (1) and lift the window
(2) up to disengage.
9. Lift the window up and secure it with tape or a wedge to prevent it from falling.
Fig. 47: Top Retaining Nut

10. Remove the top retaining nut (1) that secures the rear glass run to the door.
Fig. 48: Bottom Retaining Nut & Rear Glass Run

11. Remove the bottom retaining nut (2) that secures the rear glass run to the door.
12. Remove the rear glass run (1) from the door through the lower rear access hole.
Fig. 49: Retaining Nuts & Front Glass Run

13. Remove the retaining nuts (1) that secures the front glass run (2) to the door.
14. Remove the front glass run (2) through the speaker cavity.
Fig. 50: Window

15. With the help of an assistant holding the glass, remove the tape or wedge securing the glass.
16. Lower the window (1) slightly.
17. Raise the rear portion of the window and remove the window (1) from the door.
INSTALLATION
INSTALLATION
Fig. 51: Bottom Retaining Nut & Rear Glass Run

1. Position the rear glass run (1) into the door through the lower rear access hole.
2. Install the bottom retaining nut (2) that secures the rear glass run to the door. Tighten the nut to 9 N-m (80
in. lbs.).
Fig. 52: Top Retaining Nut

3. Install the top retaining nut (1) that secures the rear glass run to the door. Tighten the nut to 9 N-m (80 in.
lbs.).
Fig. 53: Retaining Nuts & Front Glass Run

4. Position the front glass run (2) into the door through the speaker cavity
5. Install the retaining nuts (1) that secures the rear glass run to the door. Tighten the nut to 9 N-m (80 in.
lbs.).
Fig. 54: Window

6. Position the window (1) into the door on an angle.

7. Lower the rear portion of the window (1) slightly.
8. Carefully lower the window (1) into position. Align the clip in the rear of the glass and make sure it
engages into the retaining feature in the rear glass run.
Fig. 55: Window Regulator Tab & Lift The Window

9. Lower the window (2) until it fully secures into the regulator retaining tab (1).
Fig. 56: Weather Strip

10. Install the weather strip (1).

Fig. 57: Inner Belt Molding

11. Install the inner belt molding (1).

12. Install the weather shield to the door.
13. Install the door trim panel. Refer to PANEL, DOOR TRIM, INSTALLATION.
14. Reconnect the negative battery cable and cycle the window glass to verify proper operation.
HANDLE, EXTERIOR
REMOVAL
REMOVAL

1. Roll up window.
2. Remove the door trim panel and watershield. Refer to PANEL, DOOR TRIM, REMOVAL and
WATERSHIELD, DOOR, REMOVAL.
3. Detatch the rod from the door latch.
4. Remove the nut (3) from the handle assembly (2).
5. Remove the screw (1) from the handle assembly (2).
6. Remove the handle assembly (2) from the door and disconnect the wiring harness.
INSTALLATION
INSTALLATION

1. Connect the wiring harness and position the handle assembly (2) to the door.
2. Install the screw (1) to the handle assembly (2). Tighten the screw to 7 N-m (62 in. lbs.).
3. Install the nut (1) to the handle assembly (2). Tighten the screw to 8 N-m (71 in. lbs.).
4. Attach the rod to the door latch.
5. Install the door trim panel and watershield. Refer to WATERSHIELD, DOOR, INSTALLATION and
PANEL, DOOR TRIM, INSTALLATION.
HANDLE, INTERIOR
REMOVAL
REMOVAL
Fig. 60: Latch Rod & Latch Handle

1. Remove the door trim panel. Refer to PANEL, DOOR TRIM, REMOVAL.
2. Looking in from behind the door trim panel, disconnect the latch rod (1) from the interior latch handle
(3).
3. Remove the fasteners (2) securing the interior latch handle (3) to the door trim panel.
INSTALLATION
INSTALLATION

1. Install the fasteners (2) securing the interior latch handle (3) to the door trim panel. Tighten the fasteners
securely.
2. Connect the latch rod (1) to the interior latch handle (3).
LATCH, DOOR
REMOVAL
REMOVAL

(3).
3. If necessary, remove the fasteners (2) securing the interior latch handle (3) to the door trim panel.
Fig. 63: Latch Rod & Latch Clip

4. Remove the watershield from the door. Refer to WATERSHIELD, DOOR, REMOVAL.
5. Detatch the glass from the regulator and remove the rear glass run. Refer to GLASS, DOOR,
REMOVAL.
6. Looking in through the rear access hole in the door, disconnect the electrical harness from the latch.
7. Disconnect the latch rod (1) from the latch clip (2).
Fig. 64: Latch Rod Cable, Fasteners & Latch

8. Detatch the latch rod cable (1) from the retaining clip on the door.
9. Remove the fasteners (3) securing the latch (2) to the door.
10. Remove the latch (2) from the door.
INSTALLATION
INSTALLATION
Fig. 65: Latch Rod Cable, Fasteners & Latch

1. Position the latch (2) into the rear door opening.

2. Install the fasteners (3) securing the latch (2) to the door. Tighten the fasteners securely.
3. Attach the latch rod cable (1) to the retaining clip on the door.
Fig. 66: Latch Rod & Latch Clip

4. Connect the latch rod (1) to the latch clip (2).

5. Looking in through the rear access hole in the door, connect the electrical harness to the latch.
6. Install the rear glass run and attach the glass to the regulator. Refer to GLASS, DOOR,
INSTALLATION.
7. Install the watershield to the door. Refer to WATERSHIELD, DOOR, INSTALLATION.

8. Looking in from behind the door trim panel, connect the latch rod (1) to the interior latch handle (3).
PANEL, DOOR TRIM
REMOVAL
REMOVAL
Fig. 68: Trim Covers


2. For driver's side, remove the power mirror switch. Refer to SWITCH, MIRROR, REMOVAL .
3. Using trim stick (special tool #C-4755, Trim Stick) or equivalent and a small pick/pry tool, remove the
trim covers (1, 2) for the interior latch handle and door armrest.
Fig. 69: Fasteners

4. Remove the fasteners (1, 2) located in the latch handle and armrest.
Fig. 70: Fastener Covers & Door Trim Panel

5. Using trim stick (special tool #C-4755, Trim Stick) or equivalent and a small pick/pry tool, remove the
fastener covers (3) located in the rear of the door trim panel (1).
6. Remove the fasteners (2) located in the rear of the door trim panel (1) securing the panel to the door.
7. Using trim stick (special tool #C-4755, Trim Stick) or equivalent, pry the door trim panel (1) at bottom
and work up each side to disengage it's retaining clips.
8. Lift the door trim panel (1) up to detach the inner belt molding from the door flange. Do not remove the
trim panel at this time.

(3).
10. Remove the trim panel from the door.

11. If necessary, remove the fasteners (2) securing the interior latch handle (3) to the door trim panel.
INSTALLATION
INSTALLATION

1. If necessary, install the fasteners (2) securing the interior latch handle (3) to the door trim panel. Tighten
the fasteners securely.
2. Looking in from behind the door trim panel, connect the latch rod (1) to the interior latch handle (3).
3. Position the trim panel to the door.
Fig. 73: Fastener Covers & Door Trim Panel

4. Lift the door trim panel (1) up and align the inner belt molding to the door flange.
5. Once aligned, use a rubber mallet or hand tap the top on trim panel (1) to attach the inner belt molding to
the door flange.
6. Align the door trim panel retaining clips to the door. Use a rubber mallet or hand tap the door trim panel
(1) at the bottom and work up each side to engage it's retaining clips.
7. Install the fasteners (2) located in the rear of the door trim panel (1) securing the panel to the door.
Tighten the fasteners securely.
8. Install the fastener covers (3) located in the rear of the door trim panel (1).
Fig. 74: Fasteners

9. Install the fasteners (1, 2) located in the latch handle and armrest. Tighten the fasteners securely.
Fig. 75: Trim Covers

10. For driver's side, install the power mirror switch. Refer to SWITCH, MIRROR, INSTALLATION .
11. Install the trim covers (1, 2) for the interior latch handle and door armrest.
REGULATOR, WINDOW
REMOVAL
REMOVAL
Fig. 76: Wiring Harness, Retaining Nuts & Window Regulator Motor
2. Disengage the window glass from the regulator and secure it. Refer to GLASS, DOOR, REMOVAL.
3. Disconnect the wiring harness (2) from the window regulator motor (1).
4. Remove the retaining nuts (3) securing the regulator to the door.
Fig. 77: Window Regulator

5. Remove the window regulator through the rear access hole in the door.
INSTALLATION
INSTALLATION
Fig. 78: Window Regulator

1. Position the window regulator through the rear access hole in the door and seat the regulator studs into the
holes in the door. The regulator motor should be facing towards the font of the door.
Fig. 79: Wiring Harness, Retaining Nuts & Window Regulator Motor
2. Install the retaining nuts (3) securing the regulator to the door. Tighten the nuts to 9 N-m (80 in. lbs.).
3. Connect the wiring harness (2) to the window regulator motor (1).
4. Engage the window glass to the regulator. Refer to GLASS, DOOR, INSTALLATION.
STRIKER, DOOR LATCH
REMOVAL
REMOVAL
Fig. 80: Fasteners & Door Striker

1. Remove fasteners (2) from door jamb.

2. Remove door striker (1) from vehicle.
INSTALLATION
INSTALLATION
Fig. 81: Fasteners & Door Striker

1. Install striker (1) onto door jamb.

2. Install fasteners (2) into striker. Tighten fasteners to 22 N.m (16 ft. lbs.)
WATERSHIELD, DOOR
REMOVAL
REMOVAL
Fig. 82: Weather Shield, Latch Cable & Wiring Harnesses

1. Remove the door panel. Refer to PANEL, DOOR TRIM, REMOVAL.

2. Peel the weather shield (4) from the door from the top.
NOTE: If the weather shield is being re-used, peel away slowly to avoid damage.
3. Pull the latch cable (1) and wiring harnesses (2, 3) out from the weather shield (4).
4. Remove the weather shield (4) from the door.
INSTALLATION
INSTALLATION
Fig. 83: Weather Shield, Latch Cable & Wiring Harnesses

1. Feed the latch cable (1) and wiring harnesses (2, 3) through the weather shield (4).
NOTE: If a new weather shield is being used, peel away the adhesive backing
prior to installing.
2. Align and install the weather shield (4) to the door.

3. Install the door panel. Refer to PANEL, DOOR TRIM, INSTALLATION.
EXTERIOR
CLADDING, BODY, SILL
REMOVAL
REMOVAL
Fig. 84: Fasteners & Front Fascia Spat

1. As a guide for installation, apply a length of masking tape on the bodyside, parallel to the top edge of the
body side cladding.
3. If desired, remove the front wheel.
4. Remove the fasteners (2) from the front fascia spat (1).
5. Remove the front fascia spat (1).
Fig. 85: Six Fasteners, Sill Cladding & Nut Inserts

6. Remove the six fasteners (2) from the bottom edge of the sill cladding (1).
7. Inspect the nut inserts (3), replace if necessary.
CAUTION: Do not exceed 32° C (90° F) when heating the cladding or body
panels. Failure to follow this caution may result in damage to the
cladding and/or the vehicle paint finish.
8. If the temperature is below 21° C (70° F), warm the body side cladding with a heat lamp or heat gun.
NOTE: The body side sill cladding is attached to the cab with adhesive tape in
conjunction with snap retainers. If required, apply 3M™ General Purpose
Adhesive Cleaner or equivalent onto the cladding area to help loosen the
adhesive tape.
9. Using (special tool #C-4755, Trim Stick), carefully pry the sill cladding (1) away from the bodyside to
disengage the snap retainers.
10. Remove and discard the sill cladding (1).
INSTALLATION
INSTALLATION
Fig. 86: Six Fasteners, Sill Cladding & Nut Inserts

1. Using 3M™ General Purpose Adhesive Cleaner or equivalent, remove any adhesive tape residue from the
bodyside.
NOTE: Install new cladding within 20 minutes of body panel cleaning.
2. Wipe the attachment area with a clean, lint-free cloth, moistened with a 50% solution of water and
alcohol, starting 120 mm (4.75 in.) above the character line and then wipe dry the area immediately with
a dry, lint-free cloth.
3. Remove the protective covering from the adhesive tape on the back of the body side sill cladding (1) and
position the cladding onto the bodyside using the previously installed guide tape as well as the sill
cladding retaining fasteners.
NOTE: If ambient temperatures are below 21° C (70° F), warm the body side
cladding and body panel with a heat lamp or gun to assure proper
adhesion.
NOTE: To ensure proper cladding adhesion, apply consistent and uniform

pressure of approximately 40 p.s.i. over the entire surface of the cladding.
4. Install the body side sill cladding by hand tapping to engage the snap retainers.
5. Install the six fasteners (2) located on the bottom edge of the sill cladding (1). Tighten the fasteners
securely.
Fig. 87: Fasteners & Front Fascia Spat

6. Position the front fascia spat (1).

7. Install the fasteners (2) securing the front fascia spat (1). Tighten the fasteners securely.
8. If removed, install the front wheel.
COVER, COWL PANEL
REMOVAL
REMOVAL
Fig. 88: Cowl Screen Trim Covers

1. Open the hood.

2. Remove the cowl screen trim covers (1).
3. Remove the wiper arms. Refer to ARM, WIPER, REMOVAL .
Fig. 89: Three Push Fasteners & Cowl Screen

4. Using a small pick tool, remove the three push fasteners (1) from the cowl screen (2).
5. Pull up on the cowl screen to disengage the snap retainers.
6. Disconnect the washer hose from the nozzle.
7. Remove the cowl screen (2).
Fig. 90: Cowl Plenum, Five Fasteners & Two Speed Nuts
8. Remove the two speed nuts (1). Repeat for the opposite side.
9. Remove the five fasteners (2 ) across the cowl plenum (3).
10. Remove the cowl plenum (3).
INSTALLATION
INSTALLATION
Fig. 91: Cowl Plenum, Five Fasteners & Two Speed Nuts
1. Position the cowl plenum (3).

2. Install the five fasteners (2) across the cowl plenum (3). Tighten the fasteners securely.
3. Install the two speed nuts (1). Tighten the nuts securely. Repeat for the opposite side.
Fig. 92: Three Push Fasteners & Cowl Screen

4. Position the cowl screen (2) near the vehicle. Connect the washer hose to the nozzle.
5. Align and install the cowl sreen, hand tap to engage the snap retainers.
6. Install the three push fasteners (1) securing the cowl screen (2) to the plenum.
Fig. 93: Cowl Screen Trim Covers

7. Install the wiper arms. Refer to ARM, WIPER, INSTALLATION .

8. Install the cowl screen trim covers (1).
9. Close the hood.
DECAL
STANDARD PROCEDURE
STANDARD PROCEDURE - DECAL INSTALLATION
Fig. 94: Decal Application Area

PRE-DECAL APPLICATION
CAUTION: Dirt and defects located in the decal application area will adversely effect
appearance and adhesion of the decal(s)
NOTE: Vehicle body must be at least 21° C (70° F) during application process
1. Ensure the vehicle is clean and dry.

2. Inspect the vehicle's paint finish to be certain that no paint defects, such as dirt, runs etc., exist in the areas
the decals are to be applied. If defects do exist repair accordingly.
DECAL APPLICATION
Fig. 95: Clean The Surface(S) Where Decal(S) Will Be Located

1. Use wax and grease remover, per manufacturer recommendation, to clean the surface(s) where decal(s)
will be located.
2. Clean the application area with isopropyl alcohol applied to a clean lint free cloth or use alcohol prep
wipes.
Fig. 96: Decal Application Solution

3. Mix a 1/2 gallon water with 1/8 teaspoon dish soap and pour into spray bottle, this will be used as the
decal application solution.
4. With the use of the spray bottle (1), wet the vehicle surface area (2) with decal application solution.
Fig. 97: Decal Paper Liner, Pre-Mask & Adhesive Area

5. Place the decal on a clean, flat surface with the liner side up.
NOTE: Do not touch the adhesive area of the decal (1), as this could adversely
affect adhesive bond
6. Remove decal paper liner (2) by holding outer pre-mask (3) and slowly pulling back the paper liner at a
180° angle.
7. Spray the adhesive area (1) of the decal liberally with the decal application solution.
Fig. 98: Premask Area

NOTE: Do not make contact with any other surfaces (ie. floor, clothing etc.) while
moving the decal from work surface to the vehicle
8. Carefully, pick the decal up by the edges of the premask area. Once again paying attention not to make
contact with the adhesive area.
9. Place decal in appropriate location on the vehicle as described on the premask area (1).
NOTE: If decal does not float / slide into position spray additional application
solution to the vehicle surface and decal adhesive areas
10. Be certain decal is aligned evenly to objects such as mirrors, door handles, panel gaps, etc. and that the
decal meets adjoining decal sections evenly.
11. If needed, make necessary adjustments.
Fig. 99: Small Squeegee

12. With the use of a small squeegee (1), or equivalent start at the center of the decal and fan out to the edges
using firm overlapping strokes. Repeat until entire decal section area has been completed.
Fig. 100: Premask & Decal

NOTE: Extra care should be taken while removing the premask in pointed areas of
the decal, as the corners may want to lift
13. Remove the premask (1) by pulling it slowly back at a 180° angle.
14. If lifting of any of the decal (2) does occur STOP . Lay premask back into position and resqueegee.
15. Wait a moment and attempt to remove the premask (1) again.
16. Once premask (1) is removed, inspect the entire decal section for air bubbles.
17. If air bubbles / pockets do not exist continue to Refer to POST DECAL APPLICATION.
Fig. 101: Pin, Needle & Bubble

18. Squeegee the bubble to the closest edge. If the bubble does not move easily continue to the next step.
NOTE: Care should be taken not to pierce the paint. Apply only enough pressure
to penetrate the decal surface.
19. Use a pin, needle (1) or equivalent to penetrate the decal. Poke the pin through the center of the bubble
(2).
Fig. 102: Squeegee

20. Use the squeegee (1) at the outer edge of the bubble to work the edges of the bubble slightly inward.
Continue around the edges, moving the bubble gradually toward the center, until the center pin hole has
been reached.
POST DECAL APPLICATION
CAUTION: To avoid peeling the decals off, Do not power wash vehicle within 72
hours.
NOTE: If outdoor temperature is not 21° C (70° F) or higher, vehicle should remain
indoors for at least 30 minutes
DOOR, FUEL FILL
REMOVAL
REMOVAL
Fig. 103: Fuel Filler Door & Fuel Filler Door Fasteners
1. Open the fuel filler door (2).

2. Remove the gas cap.
3. Remove the fuel filler door fasteners (1).
4. Remove the fuel filler door (2).
INSTALLATION
INSTALLATION
Fig. 104: Fuel Filler Door & Fuel Filler Door Fasteners
1. Align and position the fuel filler door (2).

2. Install the fuel filler door fasteners (1). Tighten the fasteners to 8 N-m (71 in. lbs.).
3. Install the gas cap.
4. Close the fuel filler door (2).
FENDER, FRONT
REMOVAL
REMOVAL
Fig. 105: Fastener, Two Fasteners, Upper Fender Fasteners, Front Fastener & Fender
1. Open and support the hood.

2. Remove the front fascia. Refer to FASCIA, FRONT, REMOVAL .
3. Remove the headlamp assembly. Refer to UNIT, HEADLAMP, REMOVAL .
4. Open the door and remove the fastener (1) that secures the upper rear of the front fender to the side cowl
panel.
5. Remove the two fasteners (3) that secure the bottom of the front fender to the lower dogleg.
6. Remove the two fasteners (3) that secure the bottom of the front fender to the lower cowl/bodyside
located in the rear area of the wheelhouse.
7. Remove the upper fender fasteners (5).
8. Remove the front fastener (4) securing the fender to the front end module.
9. Remove fender (2) from vehicle and take to bench.
INSTALLATION
INSTALLATION
Fig. 106: Fastener, Two Fasteners, Upper Fender Fasteners, Front Fastener & Fender
1. Position the front fender (2) to the vehicle.

2. Loosely install the fasteners (5) that secure the top of the front fender.
3. Loosely install the fasteners (1, 3) that secure the front fender to the side cowl panel.
4. Install the front fastener (4) securing the fender to the front end module. Tighten the fastener to 5 N-m (45
in. lbs.).
5. Loosely install the two fasteners (3) that secure the bottom of the front fender to the lower dogleg.
7. Check fender for flush and gap and adjust as necessary.
8. Tighten all fender fasteners to 7 N.m (62 in. lbs.)
9. Install the headlamp housing. Refer to UNIT, FRONT LAMP, LOWER, INSTALLATION or UNIT,
FRONT LAMP, UPPER, INSTALLATION .
10. Install the front fascia. Refer to FASCIA, FRONT, INSTALLATION .
MIRROR, OUTSIDE REARVIEW
REMOVAL
REMOVAL
Fig. 107: Exterior Mirror Trim Cover & Exterior Mirror

1. Using trim stick (special tool #C-4755, Trim Stick), pry up the exterior mirror trim cover (2).
2. Disconnect wire connector from wire harness.
3. Remove the fasteners securing the exterior mirror (1) to the door.
4. Remove the mirror (1).
INSTALLATION
INSTALLATION
Fig. 108: Exterior Mirror Trim Cover & Exterior Mirror

1. Position the mirror (1) to door.

2. Connect the wire connector to wire harness.

3. Install fasteners securing the exterior mirror (1) to the door. Tighten the fasteners to 9 N.m (80 in. lbs.).
4. Install the exterior mirror trim cover (2).
MIRROR, OUTSIDE REARVIEW, GLASS
REMOVAL
REMOVAL
Fig. 109: Mirror Glass Case & Top Area


2. Push mirror glass case (1) inward at the lower left corner to access the top area (2) between the glass case
(1) and the mirror assembly.
Fig. 110: Glass Case Retainer & Tab

3. Using a flashlight, locate the slot between the glass case retainer (2) and the tab (1) on the mirror
assembly's motor.

4. Insert a small flat bladed screwdriver into the slot between the glass case retainer and the tab on the
mirror assembly's motor.
5. Gently twist the screwdriver to disengage the tab from the retainer.
6. Disengage the remaining glass case retainers using the screwdriver until the glass case (2) is free from the
mirror assembly (1).

7. If equipped, disconnect both heater wires (1) by pulling on thumb tabs.

8. Remove the glass case (3) from the mirror assembly (2) and set aside for re-use.
INSTALLATION
INSTALLATION

1. Position the glass case (3) near the mirror assembly (2).
CAUTION: Make sure wires are not caught between the glass case and the
motor.
2. If equipped, connect the heater wires (1) by pushing on the thumb tabs.
Fig. 114: Mirror Glass Case Slots & Retaining Tabs

3. Align the mirror glass case slots (2) to the retaining tabs (1) located on the mirror motor assembly.

4. Once aligned, push the glass case (2) into the mirror assembly (1) to engage the retainers. Make sure all
retainers are fully seated.

MOLDING, ROOF JOINT
REMOVAL
REMOVAL
Fig. 116: Roof Ditch Molding

NOTE: Sunroof models similar.
NOTE: The roof ditch molding is set with body side molding tape. The temperature in
the work area and the vehicle should be at least 21° C (70° F) to avoid damaging
the roof ditch moldings.
1. Warm the affected stick-on molding and body metal to approximately 32° C (90° F) using a suitable heat
lamp or heat gun.
2. starting at one side, pull upward on the roof ditch molding (1) from the painted surface.
3. Remove adhesive tape residue from painted surface of vehicle. Use a 3M Scotch-Brite™ Molding
Adhesive and Stripe Removal Discs, or equivalent, to clean adhesive residue from painted surfaces. The
adhesive removal discs are available from automotive paint suppliers. Refer to instructions supplied with
the discs for proper usage.
INSTALLATION
INSTALLATION
Fig. 117: Roof Ditch Molding

NOTE: Sunroof models similar.
NOTE: The roof ditch molding is set with body side molding tape. The temperature in
the work area and the vehicle should be at least 21° C (70° F) to avoid damaging
the roof ditch moldings.
1. If molding is to be reused;
1. Remove tape residue from the roof ditch molding (1).
2. Clean back of molding with Mopar® Super Kleen solvent, or equivalent.
3. Wipe molding dry with lint free cloth.
4. Apply new body side molding (two sided adhesive) tape to back of molding.
2. Clean the painted surface with Mopar® Super Kleen solvent, or equivalent. Wipe surface dry with lint
free cloth.
3. Remove the protective cover from the tape on back of roof ditch molding (1).
4. Apply the molding to body from front of vehicle to rear.
5. Using a roller tool, roll molding onto body panel with enough force to assure adhesion and not bend roof
panels.
MOLDING, BODY SIDE
REMOVAL
REMOVAL
Fig. 118: Body Side Molding

1. As a guide for installation, apply a length of masking tape on the bodyside, parallel to the top edge and, to
one end of each body side molding (1 and 2) being removed
2. If the temperature is below 21° C (70° F), warm the body side moldings with a heat lamp or heat gun.
NOTE: The body side moldings are attached with an adhesive tape.
3. Using a trim stick (special tool #C-4755, Trim Stick), carefully remove the moldings (1 and 2) from the
bodyside.
INSTALLATION
INSTALLATION
Fig. 119: Body Side Molding

1. Thoroughly clean all residue from the molding attachment areas of the bodyside moldings (1 and 2).
2. Wipe the attachment areas with a clean, lint-free cloth, moistened with a 50% solution of water and
alcohol and then wipe dry the areas immediately with a dry, lint-free cloth.
NOTE: If ambient temperatures are below 21° C (70° F), warm the body side
molding and rocker panel with a heat lamp or gun to assure proper
adhesion.
3. Remove the protective covering from the back of the body side molding (1 and 2) and position the
molding onto the body sides using the previously installed guide tape.
NOTE: To ensure proper molding adhesion, apply consistent and uniform

pressure of approximately 40 p.s.i. over the entire surface of each body
side molding.
4. Install the body side molding onto the rocker panel.
SHIELD, SPLASH, FRONT WHEEL HOUSE
REMOVAL
REMOVAL
Fig. 120: Access Door & Fascia Fasteners


2. Remove the splash shield to fascia fasteners (1).
Fig. 121: Two Fasteners

3. Remove the two fasteners (1) securing the cladding to the splash shield.
Fig. 122: Three Fasteners

4. Remove the three fasteners (1, 2) located forward of the wheel securing the splash shield to the vehicle.
Fig. 123: Splash Shield

5. If necessary, remove the front wheel.

6. Remove the three remaining fasteners located at the top and rear lower areas of the splash shield (1).
7. Remove the splash shield (1) from the wheelhouse.
INSTALLATION
INSTALLATION
Fig. 124: Splash Shield

1. Position the splash shield (1) into the wheelhouse.

2. Install the three fasteners located at the top and rear lower areas of the splash shield (1). Tighten the
fasteners securely.
3. If necessary, install the front wheel.

4. Install the three fasteners (1, 2) located forward of the wheel securing the splash shield to the vehicle.
Tighten the fasteners securely.

5. Install the two fasteners (1) securing the cladding to the splash shield. Tighten the fasteners securely.

6. Install the splash shield to fascia fasteners (1). Tighten the fasteners securely.
SHIELD, SPLASH, REAR WHEELHOUSE
REMOVAL
REMOVAL
Fig. 128: Rear Fascia Fasteners


2. Remove the rear wheel.
3. Remove the rear splash shield to rear fascia fasteners (1).
Fig. 129: Splash Shield Bolts

4. Remove the splash shield to bodyside fasteners (1).

Fig. 130: Splash Shield & Rear Fascia

5. Disengage the retaining tab securing the splash shield (1) to the rear fascia (2).
6. Remove the rear splash shield (1) from the vehicle.
INSTALLATION
INSTALLATION

1. Position the splash shield into the wheelhouse, tucking it behind the bodyside and rear fascia and install
the splash shield to bodyside fasteners (1). Tighten the fasteners securely.
Fig. 132: Splash Shield & Rear Fascia

2. Engage the retaining tab securing the splash shield (1) to the rear fascia (2).
Fig. 133: Rear Fascia Fasteners

3. Install the rear splash shield to rear fascia fasteners (1). Tighten the fasteners securely.
4. Install the rear wheel.
FULL OPEN RETRACTABLE ROOF, POWER

CABLE
REMOVAL
REMOVAL
Fig. 134: Upper Wind Deflector & Lifting Block


2. Remove the convertible cover. Refer to COVER, CONVERTIBLE, REMOVAL.
3. Remove the header cover. Refer to COVER, HEADER, REMOVAL.
4. Using a flat head screwdriver, inserting into the opening between the upper wind deflector (1) and the
lifting block (2). Gently pry inward on the lifting block (2) to disengage.
Fig. 135: Front Fastener

5. Accessing from the vehicle interior, remove the front fastener (1) securing the frame to the vehicle.
Fig. 136: Five Rivets

6. From the interior of the vehicle, starting from the front corner and working back, drill out the five rivets
(1) securing the rail to the frame.
Fig. 137: Rail, Cable Stop & Lifting Block

7. From the top of the frame lift up on the rail (1) and prop up using a small block.
8. Remove the cable stop (3) by pressing downward in the opening located forward of the lifting block (2).
Fig. 138: Motor

NOTE: Rear shelf trim panel removed for clarity.
9. The cables can be cycled manually using a socket or the wrench provided in the vehicle's tool kit attached
to the motor (1), accessible in the opening located in the trim panel under the rear shelf.
Fig. 139: Cable & Sledge

10. Cycle the bowden cable (2) forward until the front portion of the sledge (1) protrudes from the rail (1).
11. Disengage the cable (2) from the sledge (1).
Fig. 140: Cable

12. Manually pull the cable (1) forward to remove.
INSTALLATION
INSTALLATION
Fig. 141: Cable

1. Manually push the cable (1) in and fully rearward to start installation.
Fig. 142: Motor

2. The roof can be opened or closed manually using a socket or the wrench provided in the vehicle's tool kit.
Attach the tool being used to the motor (1), accessible in the opening located in the trim panel under the
rear shelf and turn to cycle the roof.
Fig. 143: Cable & Sledge

3. Engage the cable (2) to the sledge (1).

4. Cycle the cable assembly/sledge rearward.
Fig. 144: Rail, Cable Stop & Lifting Block

5. From the top of the frame lift up on the rail (1) slightly and remove the prop/small block.
6. Align the cable stop (3) into the opening located forward of the lifting block (2) and lower the rail.
Fig. 145: Five Rivets

7. From the interior of the vehicle, starting from the front corner and working back, install the five rivets (1)
securing the rail to the frame.

8. Install the front fastener (1) securing the frame to the vehicle. Tighten the fastener to 8 N-m (71 in. lbs.).
Fig. 147: Upper Wind Deflector & Lifting Block

9. Install the upper wind deflector (1) to the lifting block (2).
10. Install the convertible roof cover. Refer to COVER, CONVERTIBLE, INSTALLATION.
11. Install the header cover. Refer to COVER, HEADER, INSTALLATION.
13. Verify the convertible roof cover is properly functioning.
COVER, CONVERTIBLE
REMOVAL
REMOVAL
Fig. 148: Liftgate, Fasteners & Liftgate Hinge


2. Remove the decklid. Refer to DECKLID, CONVERTIBLE, REMOVAL.
Fig. 149: Motor


Fig. 150: Decklid Cut Seal

4. Remove the decklid cut seal (1) by peeling away on one side and working across.
Fig. 151: Rear Wind Deflector/Windscreen

5. Remove the rear wind deflector/windscreen (1) by pulling up.

Fig. 152: Rear Shelf, Bracket & Retainers

6. Remove the three fasteners securing the bracket (1) to the rear shelf (2).
7. Remove the bracket (1).
8. Remove the push pin retainers (3) from the rear shelf.
9. Remove the rear shelf.
Fig. 153: B-pillar Trim Panel

10. Using (special tool #C-4755, Trim Stick) or equivalent, disengage the B-pillar trim panel retaining
tabs/clips located at the bottom and upper rear areas. There is also a retaining tab that mates to the C-
pillar. Repeat on the opposite side.
11. Pull downward on the B-pillar trim panel (1). Repeat on the opposite side.
12. Reposition the B-pillar trim panel (1). Repeat on the opposite side.
Fig. 154: C-pillar Trim Panel

13. Using (special tool #C-4755, Trim Stick) or equivalent, disengage the C-pillar trim panel retaining
tabs/clips and reposition the C-pillar trim panel (1). Repeat on the opposite side.
Fig. 155: CHMSL Wiring Harness

14. Disconnect the CHMSL wiring harness.

15. Detach the CHMSL wiring harness (1) from the cover.
16. Remove the four fasteners (2) securing the CHMSL to the cover.
Fig. 156: CHMSL

17. Disengage the CHMSL harness grommet located on the cover.

18. Remove the CHMSL (1) from the cover.
Fig. 157: Motor Cover Plate & Rivets

19. Drill out the four rivets (1) securing the motor cover plate (2) and remove the plate.
20. Remove the headliner fabric from the rear shield and the entire backlite/glass areas.
Fig. 158: Module & Motor

21. Disconnect the electrical connector from the motor (1) and the module (2).
22. Detach the harness from the rear shelf.
Fig. 159: Four Fasteners

23. Remove the four fasteners (1) securing the tension bar.
Fig. 160: Tension Bar

24. Remove the tension bar (1).
Fig. 161: Tension Cable And Bracket

25. Lift the cover up to expose the tension cable (2) and bracket (1).
26. Using a china marker, mark the location for the bracket (1). Repeat on the opposite side.
27. Remove the fastener securing the bracket (1) to the roof frame. Repeat on the opposite side.
28. Separate the tension cable (2) from the bracket (1). Repeat on the opposite side.
Fig. 162: Clip

29. Remove the clip (1) from the backlite bracket. Repeat on the opposite side.
30. Separate the backlite bracket. Repeat on the opposite side.
Fig. 163: Fastener & Backlite/Glass Linkage

31. Accessing from inside the vehicle, remove the fastener (2) and four washers from the backlite/glass
linkage (1). Repeat on the opposite side.
Fig. 164: Pin, Fastener & Headliner Tension Belt/Tether

32. Using a small punch and needlenose pliers, disengage the pin (3) from the fastener (2). Repeat on the
opposite side.
33. Remove the headliner tension belt/tether (1) from the linkage. Repeat on the opposite side.
Fig. 165: Fastener & Four Bow Cap

34. Remove the fastener (1) securing the four bow cap (2). If replacing the cover, save the bolt and cap for re-
use. Repeat on the opposite side.
35. Detach the four bow.
Fig. 166: Roof & Front Bow Bolts

36. Open the roof (1) fully until the front edge tilts back.
37. Remove the front bow bolts (2). Repeat on the opposite side.
38. Close the roof (1) to 3/4 open position.
Fig. 167: Rivet

39. Drill out the rivet (1) securing the front tension belt to the front bow. Repeat on the opposite side.
40. Remove the front bow tension belt. Repeat on the opposite side.
Fig. 168: Second Bow Retainer

41. Separate the cover from the second bow retainer (1). Repeat on the opposite side.
Fig. 169: Rear Track Cover

42. Detach the seal at the bottom of the rear track cover (1).
43. Using (special tool #C-4755, Trim Stick) or equivalent, disengage the rear track cover (1) by prying up
the outboard edge of the cover and rolling the track cover inward. Repeat on the opposite side.
Fig. 170: Rear Stop Block

44. Remove the fastener securing the rear stop block (1). Do not misplace the square nut insert. Repeat on
the opposite side.
Fig. 171: Top Stow Slider Block & Front Screw

45. Disengage the top stow slider block (1) by turning the front screw (2) clockwise. Repeat on the opposite
side.
46. Slide the roof rearward to disengage the remaining roof bow blocks.
47. Remove the cover.
INSTALLATION
INSTALLATION

1. Position the cover to the vehicle.

2. Engage the first set of roof bow blocks into the tracks, slide the cover forward and engage the remaining
roof bow blocks.
3. Engage the top stow slider block (1) by turning the front screw (2) counter clockwise. Repeat on the
opposite side.

4. Position the rear stop block to the rear of the track.

5. Install the fastener (2) securing the rear stop block (1). Tighten the fastener securely. Repeat on the
opposite side.

6. Position and engage the rear track cover (1) by inserting the outboard edge of the cover and rolling the
track cover outward and down. Hand tap to seat properly. Repeat on the opposite side
7. Attach the seal at the bottom of the rear track cover (1).

8. Install the cover to the second bow retainer (1). Repeat on the opposite side.
Fig. 176: Rivet

9. Position the front bow tension belt.

10. Install the rivet (1) securing the front tension belt to the front bow. Repeat on the opposite side.

12. Install the front bow bolts (2). Tighten the bolts securely. Repeat on the opposite side.

14. Attach the four bow.

15. Install the fastener (1) securing the four bow cap (2). Tighten the fastener securely. Repeat on the
opposite side.

16. Attach the headliner tension belt/tether (1) to the linkage. Repeat on the opposite side.
17. Engage the pin (3) to the fastener (2). Repeat on the opposite side.

18. Accessing from inside the vehicle, install three of the washers between the hinge and linkage (1). Then
install the remaining washer and fastener (2) securing the backlite/glass linkage (1). Tighten the fastener
securely. Repeat on the opposite side.
Fig. 181: Clip

19. Attach the backlite bracket. Repeat on the opposite side.

20. Install the clip (1) to the backlite bracket. Repeat on the opposite side.

21. Install the tension cable (2) to the bracket (1). Repeat on the opposite side.
Fig. 183: Lanyard/Adapter, Tension Cable Bracket & Pull Gauge

22. Using Miller tool 10321 lanyard/adapter (2), loop the lanyard/adapter through the tension cable bracket
(1).
23. Using Miller tool 8828A pull gauge (3), attach the pull gauge to the lanyard/adapter (2).
24. Set the pull gauge to 178 N (40 lbs.force) and pull back until the spec is achieved.
25. Install the fastener securing the bracket (1) to the roof frame. Tighten the fastener securely.
26. Repeat steps 22-25 for the opposite side.

27. Position the tension bar (1).

28. Install the four fasteners (1) securing the tension bar. Tighten the fasteners securely.

29. Attach the harness to the rear shelf.

30. Connect the electrical connector to the motor (1) and the module (2).

31. Align and position the motor cover plate (2).

32. Install the four rivets (1) securing the motor cover plate (2).
33. Install the headliner fabric from the rear shield and the entire backlite/glass areas.
Fig. 188: CHMSL

34. Feed the CHMSL harness in the opening on the cover.

35. Engage the CHMSL harness grommet located on the cover.
36. With the help of an assistant, align and position the CHMSL (1) to the cover.

37. Install the four fasteners (2) securing the CHMSL to the cover.
38. Connect the CHMSL wiring harness.
39. Attach the CHMSL wiring harness (1) to the cover.

40. Position the C-pillar trim panel (1).

41. Hand tap to engage the C-pillar trim panel (1) retaining tabs/clips. Repeat on the opposite side.

42. Position the B-pillar trim panel (1).

43. Hand tap to engage the B-pillar trim panel (1) retaining tabs/clips. Repeat on the opposite side.

44. Position the rear shelf (2).

45. Install the push pin retainers (3) to the rear shelf.
46. Position the bracket (1).
47. Install the three fasteners securing the bracket (1) to the rear shelf (2). Tighten the fasteners securely.

48. Install the rear wind deflector/windscreen (1).


49. Install the decklid cut seal (1).

50. Install the decklid. Refer to DECKLID, CONVERTIBLE, INSTALLATION.

Fig. 196: Cycle The Cover

52. With the help of an assistant(s), cycle the cover (1) to the closed position while applying pressure to the
front of the cover. Make sure the cover (1) is fully seated. Repeat process if necessary.
53. The cover will need to stay in the closed position for at least 30 minutes to properly stretch.
COVER, HEADER
REMOVAL
REMOVAL

1. Remove the dome lamp and power top switch. Refer to SWITCH, POWER TOP, FULL OPEN
RETRACTABLE ROOF, REMOVAL .
2. Remove the visor (2) and visor support. Refer to VISOR, REMOVAL and SUPPORT, VISOR,
REMOVAL.

3. Remove the rivet (2) located in the dome lamp cavity securing the front header cover (1) to the roof
header.
4. Using (special tool #C-4755, Trim Stick) or equivalent, disengage the retaining clips located under the
visor support cavities and remove the front header cover (1).
INSTALLATION
INSTALLATION

1. Position the front header cover (1).

2. Hand tap the front header cover (1) to engage the retaining tabs.
3. Install the rivet (2) located in the dome lamp cavity securing the front header cover (1) to the roof header.

4. Install the dome lamp and power top switch. Refer to SWITCH, POWER TOP, FULL OPEN
RETRACTABLE ROOF, INSTALLATION .
5. Install the visor support and visor (2). Refer to SUPPORT, VISOR, INSTALLATION and VISOR,
INSTALLATION.
DEFLECTOR, WIND, REAR
REMOVAL
REMOVAL

1. Remove the rear wind deflector / windscreen (1) by pulling up.
INSTALLATION
INSTALLATION

1. Install the rear wind deflector / windscreen (1) by aligning and using hand pressure to seat.
FRAME, FOLDING TOP
REMOVAL
REMOVAL

NOTE: The windshield will need to be removed for this procedure. Windshield removal
tools will also be used to remove the folding top frame. Do not attempt to
remove the folding top frame without the appropriate tools.

Fig. 204: Motor







14. Disconnect the CHMSL wiring harness.

15. Detach the CHMSL wiring harness (1) from the cover.
16. Remove the four fasteners (2) securing the CHMSL to the cover.
Fig. 211: CHMSL

17. Disengage the CHMSL harness grommet located on the cover.

18. Remove the CHMSL (1) from the cover.






Fig. 217: Clip



opposite side.


Fig. 222: Rivet




44. Remove the fastener securing the rear stop block (1).Do not misplace the square nut insert. Repeat on
the opposite side.

side.
Fig. 227: Remove The Cover & Harness Cover

48. Using a small pry tool, remove the cover (2) located on the rear of the mirror.
49. Remove the harness cover (1).
Fig. 228: Harness & Rear View Mirror

50. Disconnect the harness (1) from the rear view mirror (2).
51. Disengage the tab that secures the rear view mirror (2) to the support bracket/button on the inside of the
windshield glass.
52. Slide the rear view mirror upward to remove.

53. Remove the dome lamp and power top switch. Refer to SWITCH, POWER TOP, FULL OPEN
54. Remove the visor (2) and visor support.

55. Remove the rivet (2) located in the dome lamp cavity securing the front header cover (1) to the roof
header.
56. Using (special tool #C-4755, Trim Stick) or equivalent, disengage the retaining clips located under the
visor support cavities and remove the front header cover (1).
Fig. 231: Coat Hook

57. Remove the front header cover. Refer to COVER, HEADER, REMOVAL.
58. Remove the grab handle. Refer to HANDLE, GRAB, REMOVAL.
59. Twist the coat hook (1) counter clockwise to the "9 o'clock" position and pull straight out to remove.
Fig. 232: Headliner Side Rail

60. Using (special tool #C-4755, Trim Stick) or equivalent, pry the headliner side rail (2) away and
reposition.
61. Remove the fastener (1) securing the tether to the airbag.
62. Remove the headliner side rail (2).
Fig. 233: Body Wire Harness Connector, Side Curtain Airbag Inflatable Curtain (SABIC), Upper
Inner B-Pillar & Screw
NOTE: Airbags must be stored in a clean, dry environment; away from sources of
extreme heat, sparks and high electrical energy. Always place or store any
airbag on a surface with its trim cover or airbag cushion side facing up, to
minimize movement in case of an accidental deployment.
63. Remove the A-pillar trim panel. Refer to PANEL, A-PILLAR TRIM, REMOVAL.
64. Disconnect the body wire harness connector (2) for the Side Curtain Airbag Inflatable Curtain (SABIC)
(5) from the connector receptacle at the back of the inflator between the upper inner B-pillar (1) and the
upper inner C-pillar.
65. Remove the screw (4) that secures the rear locating hook of the SABIC to the weld nut in the upper inner
C-pillar.
66. Remove the nut that secures the SABIC rear tether anchor to the weld stud on the upper inner C-pillar.
67. Disengage the rear tether anchor from the upper inner C-pillar.
Fig. 234: Screw, SABIC & Lower Inner A-Pillar

68. Remove the screw (1) that secures the SABIC (2) front tether to the lower inner A-pillar (3).
69. Remove the remaining screws (1) that secure the SABIC (2) and the inflator bracket to the inner roof side
rail.
70. Disengage the push-in plastic fastener that secures the SABIC mounting tab to the inner A-pillar.
71. Disengage the remaining locating hooks of the SABIC from the inner roof side rail.
72. Disengage the remaining hook and T-tab that secure the SABIC inflator from the slots in the inner roof
side rail.
73. Remove the SABIC from the vehicle as a unit.
Fig. 235: Adhesive Separation

74. If equipped, disconnect the rear view mirror harness.

75. Remove the cowl grille. Refer to COVER, COWL PANEL, REMOVAL.
CAUTION: Be careful not to damage painted surfaces when removing moldings

or cutting urethane around the windshield.
76. Remove molding from the top of the windshield.

77. Using an assistant and a wire-type windshield cut-out tool (1, 3 and 4), cut and separate the urethane
adhesive (2) securing the windshield to the windshield fence.
Fig. 236: Windshield

78. Using appropriate tools, carefully remove the windshield (1) from the vehicle.
Fig. 237: Roof Weatherstrip

79. Remove the roof weatherstrip (1).

80. Accessing from the vehicle interior, remove the front fastener (1) securing the frame to the vehicle.
Fig. 239: Fastener

81. Accessing from the vehicle interior, remove the fastener (1) located in the upper C-pillar area securing the
frame to the vehicle. Repeat on the opposite side.
Fig. 240: Fastener

82. Accessing from the vehicle interior, remove the fastener (1) located in the lower C-pillar area just above
the package tray, that secures the frame to the vehicle. Repeat on the opposite side.

83. Remove the two fasteners (1) located under the package tray securing the package tray/frame to the
vehicle.

84. Remove the three fasteners (1) securing the lower rear portion of the frame to the body.
Fig. 243: Front Of Aperture & Top Frame

85. To aid in protection of the to body side, make a shield out of bent scrap stock and place at front of
aperture (3) where front edge of folding top frame (2) ends.
Fig. 244: Frame

CAUTION: Use appropriate cautionary measures to avoid damaging the painted

surfaces of the vehicle.
86. Using windshield pull knife, start at one side of the front header section of the frame (1) and work across
to cut away urethane.
Fig. 245: Frame


87. Using windshield pull knife, start at the front section of the frame (1) and work rearward to cut away
urethane. Repeat this process on the opposite side
Fig. 246: Extractor & Remove Urethane


88. Using windshield removal tool such as an extractor or equivalent, start at the rear section of the frame and
work across to remove urethane.
89. If necessary, have an assistant lift up the front of the frame. Access from the vehicle interior just under the
package tray to remove any additional urethane.
90. With the help of two (or possibly three) assistants, lift the frame at the front and rear corners and remove
the frame from the vehicle.
INSTALLATION
INSTALLATION
Fig. 247: Remaining Urethane Bead & Scraper

WARNING: Always use Urethane to bond Folding Top Fame to the vehicle. Never use
products such as Silicone or other types of adhesives, as this will
jeopardize the integrity of the roof system
WARNING: Failure to follow these instructions may result in serious or fatal injury
CAUTION: Protect all exposed painted and trimmed surfaces from coming in contact
with urethane and primers
1. If re-using the original body side apertures, headers or the folding top frame, it will be necessary to
remove the remaining urethane bead (1) down to a maximum height of 1mm. Use a gasket scraper (2) or
equivalent to trim as close as possible to the part without cutting into the part or damaging the paint.
Fig. 248: Weatherstrip & Alcohol Wipe

2. Place replacement weatherstrip (1) face down on a clean and dry surface.
3. Alcohol wipe (2) entire weatherstrip mating surface (bottom) and allow to dry for one minute.
4. Clean top surface of folding top frame with wax and grease remover, per manufacture recommendations.
5. Alcohol wipe the entire folding top frame area that the weatherstrip will make contact. Allow to dry for
one minute.
Fig. 249: Butyl, Weatherstrip & Guide Lines

NOTE: It is crucial that there are no skips or voids in the butyl bead.
6. Apply 4 mm of butyl (3) to the entire perimeter of the weatherstrip (2) mating surface. Butyl is to be
placed between guide lines (1).
Fig. 250: Weatherstrip Adhesive 500 Mm (19.7 In) & 300 Mm (11.8 In)
1 = 500 mm (19.7 in)

2 = 300 mm (11.8 in)
NOTE: Right side shown in illustration, left side typical.
7. Apply a 3-4 mm bead of weatherstrip adhesive to the outboard edge next to the butyl. From the front
corners, the adhesive is to extend inward 300 mm (12 in) and 500 mm (20 in) rearward.
Fig. 251: Weatherstrip Alignment Square Tab, Weatherstrip, Folding Top Frame & Alignment
Square Holes
NOTE: Right side shown in illustration, left side typical.
NOTE: Care should be taken to avoid any contact with the adhesive and butyl
areas of the weatherstrip.
8. With the aid of an assistant, place the folding top frame positioned with the top down over the
weatherstrip.
9. Insert the weatherstrip alignment square tab (2) located on the right and left side of the weatherstrip (1)
into the alignment square holes (3) located on the left and right rear corners of the folding top frame (4).
Fig. 252: Front Corners & Folding Top Frame

10. Tuck the front corners (1) of the weatherstrip onto the folding top frame (3).
Fig. 253: Weatherstrip & Folding Top Frame

11. Working toward the center, tuck the outer lip of the weatherstrip (2) onto the outer edge of folding top
frame (1).
12. Repeat until the right, left and front areas have been completed.
13. Inspect the entire perimeter of the folding top frame to be certain the lip of the weatherstrip is properly
seated.
14. Gently remove the protective tape from the butyl.
Fig. 254: Wooden Roller

NOTE: A small wooden roller (2), or equivalent, should be used to aid in evenly
compressing the butyl.
CAUTION: THIS STEP IS CRITICAL, if not done correctly leaking may occur
15. Firmly compress the weatherstrip, starting at the ends and working towards the center.
NOTE: Weatherstrip installation is complete, continue with prepping of vehicle

and folding top frame.
NOTE: Any areas with an existing urethane bead should be trimmed down to no
more than 1 mm, as explained in the folding top frame removal procedure.
16. Allow the weatherstrip adhesive to cure per manufacturer recommendations.

Fig. 255: Alcohol Wipes & Folding Top Frame

17. Use alcohol wipes (2) to clean the roof opening perimeter mating surfaces.
18. Alcohol wipe (2) the folding top frame (1) mating surface where urethane bead is to be applied.
19. Alcohol wipe the body side aperture, front header and rear header.
20. Allow areas that have been treated with alcohol wipes to dry for 1 minute.
NOTE: Follow the urethane primer manufacturer recommendations for application

and dry time.
21. Apply urethane primer to any paint that may have been damaged on the roof flanges and headers during
removal, ONLY within any area that the weatherstrip and frame will cover.
22. If the body side apertures or headers have been refinished, apply urethane primer to the mating surfaces.
23. If installing a new folding top frame, prime the mating surface area.
Fig. 256: Bead Placement

Urethane bead placement is as follows:
 Front (2) - 6 mm from edge of curve to edge of urethane

 Sides (3) - 4 mm from edge of weatherstrip to edge of urethane
 Rear Center (1) - 10 mm from bevel to edge of urethane
 Rear Sides (4) - 10 mm from bevel to edge of urethane
Fig. 257: Urethane Tube Nozzle

NOTE: Use Mopar Part # 04864015AB urethane to install the folding top frame.
Follow the recommendations for work and handling the urethane.
24. Cut a 6 X 11mm. notch in the urethane tube nozzle (1) as shown in illustration.
25. Apply a 8 X 13 mm bead of urethane to the pre-primed area of the frame, using a power caulk gun or
equivalent. Start and finish at the rear center of the frame.
26. With one person on each corner, carefully place folding top straight and evenly down upon the roof,
allow the mounting fastener holes to aid in proper alignment.
27. Visually verify that the urethane has made complete touch-down to the roof around the entire perimeter.
NOTE: Proceed to frame fastening procedures before urethane is totally cured.

28. Accessing from the vehicle interior, loosely install the front fastener (1) securing the frame to the vehicle.

29. Loosely install the two fasteners (1) located under the package tray securing the package tray/frame to the
vehicle.
Fig. 260: Fastener

30. Accessing from the vehicle interior, loosely install the fastener (1) located in the lower C-pillar area just
above the package tray that secures the frame to the vehicle. Repeat on the opposite side.
Fig. 261: Fastener

31. Accessing from the vehicle interior, loosely install the fastener (1) located in the upper C-pillar area
securing the frame to the vehicle. Repeat on the opposite side.

32. Install the three fasteners (1) securing the lower rear portion of the frame to the body.
33. Tighten all frame fasteners to 8 N-m (71 in. lbs.).
34. Allow the urethane to cure per manufacturer recommendations.

35. Using appropriate tools, carefully install the windshield (1) to the vehicle.
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, 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 take the proper precautions could result in
WARNING: To avoid serious or fatal injury when removing a deployed airbag,

rubber gloves, eye protection, and a long-sleeved shirt should be
worn. There may be deposits on the airbag unit and other interior
surfaces. In large doses, these deposits may cause irritation to the
skin and eyes.
WARNING: To avoid serious or fatal injury, use extreme care to prevent any
foreign material from entering the side curtain airbag, or becoming
entrapped between the side curtain airbag cushion and the
headliner. Failure to observe this warning could result in occupant
injuries upon airbag deployment.
NOTE: At no time should any source of electricity be permitted near the inflator
on the back of a non-deployed airbag or seat belt tensioner. When carrying
a non-deployed airbag, the trim cover or airbag cushion side of the unit
should be pointed away from the body to minimize injury in the event of an
accidental deployment. If the airbag unit is placed on a bench or any other
surface, the trim cover or airbag cushion side of the unit should be face up
to minimize movement in the event of an accidental deployment.
NOTE: The Side AirBag Inflatable Curtain (SABIC) is color-coded for the side of
the vehicle onto which it will be installed. The left side SABIC will have
blue tape at the rear end of the cushion and a blue label beneath the
inflator. The right side SABIC will have red tape at the rear end of the
cushion and a red label beneath the inflator.
NOTE: Be certain that the airbag cushion is not twisted during installation. A
black stripe extends along the entire inboard length of the cushion. If this
stripe is visible anywhere along the outboard length of the cushion, the
SABIC is twisted and must be untwisted before it is secured to the roof
side rail.
Fig. 264: Body Wire Harness Connector, Side Curtain Airbag Inflatable Curtain (SABIC), Upper
Inner B-Pillar & Screw
36. Position and insert the T-tab at the front of the SABIC inflator (5) into the slotted hole in the inner roof
side rail (1).
37. Engage the hook of the bracket at the back of the SABIC inflator into the slotted hole in the inner roof
side rail.
38. Align and insert the locating hooks of the metal mounting tabs on the SABIC into the locating holes in
the inner roof side rail. Check that the black stripe along the inboard length of the cushion faces inboard
to confirm the cushion is not twisted.
Fig. 265: Screw, SABIC & Lower Inner A-Pillar

39. Align and insert the plastic push-in fastener through the mounting tab on the SABIC front tether (2) and
into the inner A-pillar (3) until it is fully seated.
Fig. 266: Install Three Screws

40. Loosely install three screws. One goes through the bracket at the back of the inflator into the inner roof
side rail and two (1) go through the metal mounting tabs forward of the inflator into the inner roof side
rail.
41. Align and insert the anti-rotation tab at the end of the front tether into the hole in the inner A-pillar and
loosely install the screw that secures it.
42. Tighten the four screws in the following sequence to 9 N.m (80 in. lbs.).
1. Bracket at the back of the inflator.
2. Mounting tab at the front of the B-pillar.

3. Mounting tab over the door window opening.
4. Tab at the end of the front tether.
43. Align and insert the locating hook of the metal mounting tab on the SABIC behind the inflator into the
locating hole in the inner C-pillar. Check that the black stripe along the inboard length of the cushion
faces inboard to confirm the cushion is not twisted.
44. Loosely install the screw that secures the metal mounting tab to the inner roof side rail.
45. Align and position the mounting tab at the end of the rear tether over the stud on the inner C-pillar.
46. Install and tighten the nut that secures the rear tether mounting tab to the inner C-pillar. Tighten the nut to
9 N.m (80 in. lbs.).
47. Tighten the screw that secures the metal mounting tab on the SABIC behind the inflator to the inner roof
side rail. Tighten the screw to 9 N.m (80 in. lbs.).
48. Reconnect the body wire harness connector for the SABIC to the connector receptacle at the back of the
inflator. Be certain the connector is fully engaged and locked.
49. Reinstall the headliner into the vehicle. Refer to HEADLINER, INSTALLATION.
50. Do not reconnect the battery negative cable at this time. The Supplemental Restraint System (SRS)
Verification Test procedure should be performed following service of any SRS component. Refer to

51. Position the headliner side rail (2).

52. Install the fastener (1) securing the tether to the airbag.
53. Hand tap the headliner side rail to engage the retaining clips.
Fig. 268: Coat Hook

54. Position the coat hook (1) in the "9 o'clock" position, push in and twist clockwise to the "12 o'clock"
position.

55. Position the front header cover (1).

56. Hand tap the front header cover (1) to engage the retaining tabs.
57. Install the rivet (2) located in the dome lamp cavity securing the front header cover (1) to the roof header.

58. Install the dome lamp and power top switch. Refer to SWITCH, POWER TOP, FULL OPEN
RETRACTABLE ROOF, INSTALLATION .
59. Install the visor support and visor (2). Refer to SUPPORT, VISOR, INSTALLATION and VISOR,
INSTALLATION.

60. Position and slide the rear view mirror (2) downward over the support bracket/button on the inside of the
windshield glass until the tab is fully engaged.
61. Connect the harness (1) to the rear view mirror (2).

62. Install the harness cover (1).

63. Install the cover (2) located on the rear of the mirror.


roof bow blocks.
opposite side.

opposite side.


Fig. 277: Rivet





opposite side.


Fig. 282: Clip

82. Position the backlite bracket. Repeat on the opposite side.



(1).
87. Set the pull gauge to 178 N (40 lbs. force) and pull back until the spec is achieved.







Fig. 289: CHMSL

97. Feed the CHMSL harness in the opening on the cover.

98. Engage the CHMSL harness grommet located on the cover.
99. With the help of an assistant, align and position the CHMSL (1) to the cover.

100. Install the four fasteners (2) securing the CHMSL to the cover.
101. Connect the CHMSL wiring harness.
102. Attach the CHMSL wiring harness (1) to the cover.











Fig. 297: Cycle The Cover

115. With the help of an assistant(s), cycle the cover (1) to the closed position while applying pressure to the
front of the cover. Make sure the cover (1) is fully seated. Repeat process if necessary.
116. The cover will need to stay in the closed position for at least 30 minutes to properly stretch.
HEADLINER, SIDE RAIL
REMOVAL
REMOVAL
Fig. 298: Coat Hook

1. Remove the A-pillar trim panel. Refer to PANEL, A-PILLAR TRIM, REMOVAL.
2. Remove the front header cover. Refer to COVER, HEADER, REMOVAL.
3. Remove the grab handle. Refer to HANDLE, GRAB, REMOVAL.
4. Remove the B-pillar upper trim panel. Refer to PANEL, B-PILLAR TRIM, REMOVAL.
5. Twist the coat hook (1) counter clockwise to the "9 o'clock" position and pull straight out to remove.
6. Remove the C-pillar trim panel. Refer to PANEL, C-PILLAR TRIM, REMOVAL.

7. Using (special tool #C-4755, Trim Stick) or equivalent, pry the headliner side rail (2) away and
reposition.
8. Remove the fastener (1) securing the tether to the airbag.
9. Remove the headliner side rail (2).
INSTALLATION
INSTALLATION

1. Position the headliner side rail (2).

2. Install the fastener (1) securing the tether to the airbag.
3. Hand tap the headliner side rail to engage the retaining clips.
Fig. 301: Coat Hook

4. Position the coat hook (1) in the "9 o'clock" position, push in and twist clockwise to the "12 o'clock"
position.
5. Install the C-pillar trim panel. Refer to PANEL, C-PILLAR TRIM, INSTALLATION.
6. Install the B-pillar upper trim panel. Refer to PANEL, B-PILLAR TRIM, INSTALLATION.
7. Install the front header cover. Refer to COVER, HEADER, INSTALLATION.
8. Install the grab handle. Refer to HANDLE, GRAB, INSTALLATION.
9. Install the A-pillar trim panel. Refer to PANEL, A-PILLAR TRIM, INSTALLATION.
HOOD
CABLE, HOOD RELEASE
REMOVAL
REMOVAL
Fig. 302: Fasteners & Latch Release

1. Remove the battery for easy access.

2. Remove the fasteners (2) securing the interior latch release (3) and remove the release.
Fig. 303: Interior Latch Release & Cable

3. Press the handle down on the interior latch release (2) and remove the cable (1).
Fig. 304: Exterior Latch Release & Remove The Cable

4. Press the handle down on the exterior latch release (1) and remove the cable (2).
Fig. 305: Cable & Grommet

5. Unclip the cable (2) from the retainer located on the inner fender panel.
6. Pull out the grommet (1) and the cable (2) from the interior into the engine compartment.
7. Pull the cable (2) from the latch through the front end module in the engine compartment.
8. Remove the hood release cable (2).
INSTALLATION
INSTALLATION
Fig. 306: Cable & Grommet

1. Place the hood release cable (2) into the engine compartment.
2. Feed the cable (2) from the engine compartment to the hood release latch through the upper portion of the
front end module. Route the cable between the battery tray and the inner fender panel.
3. Feed the cable (2) from the engine compartment to the interior through the opening in the cowl/dash
panel. Seat the grommet (1).
4. Clip the cable (2) to the retainer located on the inner fender panel.

5. Press the handle down on the exterior latch release (1) and install the cable (2).
NOTE: Make sure the cable is free from any moving parts in the engine
compartment. Secure the cable with tie wraps if necessary.
Fig. 308: Interior Latch Release & Cable

6. Press the handle down on the interior latch release (2) and install the cable (1).
Fig. 309: Fasteners & Latch Release

7. Position the interior latch release (3) to it's bracket.

8. Install the fasteners (2) securing the interior latch release (3) to it's bracket.
9. Re-install the battery.
HINGE, HOOD
REMOVAL
REMOVAL
Fig. 310: Hood From Hinge & Fasteners

1. Remove the cowl panel. Refer to COVER, COWL PANEL, REMOVAL.

2. With the help of an assistant, have the assistant hold the opposite side of hood that is being worked on.
3. Remove hood from hinge (1). Refer to HOOD, REMOVAL.
4. Remove the fasteners (2) from hinge (1).
5. Repeat on the opposite side if necessary.
INSTALLATION
INSTALLATION
Fig. 311: Hood From Hinge & Fasteners

1. Align hood hinge with fastener holes.

2. Install fasteners (2) in to hinge holes.
3. Tighten nuts (3) to 20 N.m (15 ft.lbs.).
4. Install hood to hinge. Refer to HOOD, INSTALLATION.
5. Install the cowl panel. Refer to COVER, COWL PANEL, INSTALLATION.
HOOD
REMOVAL
REMOVAL
Fig. 312: Nuts & Hood

1. Using a grease pencil or scribe, make the hinge locations to use as reference marks for installation.
2. With the help of an assistant, have the assistant hold the opposite side of the hood while removing nuts
(2) from hinge.
3. Move to opposite side of hood (1) and repeat step.
4. Remove the hood (1).
INSTALLATION
INSTALLATION
Fig. 313: Nuts & Hood

1. With the help of an assistant, align the hood (1) with hinge holes.
2. Align nuts with scribed marks and install the nuts (2) on studs.
3. Tighten the nuts to 20 N.m (15 ft. lbs.).
4. Repeat for the opposite side.
INSULATION, HOOD
REMOVAL
REMOVAL
Fig. 314: Five Push Fasteners & Hood Insulator

1. Open the hood.

2. Remove the five push fasteners (2 ) securing the hood insulator (1) to the hood. Remove the fasteners by
squeezing the sides inward and pulling outward. If necessary, use a small pick tool to aid in removing.
3. Remove the insulator (1) from the hood by pulling the insulator outward from the hood tabs.
INSTALLATION
INSTALLATION
Fig. 315: Five Push Fasteners & Hood Insulator

1. Insert the hood insulator (1) into the hood tabs.

2. Insert the five push fasteners (1).
3. Close the hood.
LATCH, HOOD
REMOVAL
REMOVAL

1. Press down latch release (1) and remove the cable (2).
2. Accessing from the front of the vehicle, remove the three fasteners securing the latch release (1) located.
3. Remove the latch release (1).
INSTALLATION
INSTALLATION

1. Position the latch release (1).

2. Accessing from the front of the vehicle, install the three fasteners securing the latch release (1). Tighten
the fasteners securely.

3. Press down latch release (1) and install the cable (2).
INSTRUMENT PANEL
BEZEL, INSTRUMENT CLUSTER
REMOVAL
REMOVAL
Fig. 318: Three Screws & Cluster Bezel

1. Remove the upper and lower column shrouds. Refer to SHROUD, STEERING COLUMN, LOWER,
REMOVAL and SHROUD, STEERING COLUMN, UPPER, REMOVAL . .
2. Remove the three screws (1) securing the cluster bezel (2).
3. Remove the cluster bezel (2).
INSTALLATION
INSTALLATION

1. Position the cluster bezel (2).

2. Install the three screws (1) securing the cluster bezel (2).
3. Install the steering wheel and column shroud. Refer to SHROUD, STEERING COLUMN, LOWER,
INSTALLATION and SHROUD, STEERING COLUMN, UPPER, INSTALLATION . .
BEZEL, INSTRUMENT PANEL, LOWER
REMOVAL
REMOVAL

1. Remove the floor console. Refer to CONSOLE, FLOOR, REMOVAL.

2. Using trim stick (special tool #C-4755, Trim Stick), pry the gear shift indicator bezel (3) to disengage it's
retaining tabs (2).
3. Disconnect the window switches (1) from their harnesses (4) and remove the gear shift indicator bezel
(3).
Fig. 321: Screws & Lower Instrument Panel Bezel

4. Remove the screws (1, 2) securing the lower instrument panel bezel (3).
5. Remove the lower instrument panel bezel (3).
INSTALLATION
INSTALLATION

1. Position the lower instrument panel bezel (3).

2. Install the screws (1, 2) securing the lower instrument panel bezel (3). Tighten the screws securely.

3. Position the gear shift indicator bezel (3) and connect the window switches (1) to their harnesses (4).
4. Align the gear shift indicator bezel (3) and hand tap to engage it's retaining tabs (2).
5. Install the floor console. Refer to CONSOLE, FLOOR, INSTALLATION.
BEZEL, INSTRUMENT PANEL, CENTER

REMOVAL
REMOVAL
Fig. 324: Two Screws & Secure Center Trim Bezel

1. Disconnect the negative battery.

2. Remove the A/C control panel. Refer to CONTROL, A/C AND HEATER, REMOVAL .
3. Remove the two screws (1 and 3) that secure center trim bezel (2) to the instrument panel cover.

4. Open the glove box door, remove the center trim bezel retaining screw located on the upper right edge of
the glove box cavity.
5. Using Trim Stick (special tool #C-4755, Trim Stick) or equivalent, disengage the retaining clips from the
center trim bezel (1).
6. Disconnect the harness from the switch pod and remove the center trim bezel from the vehicle.
INSTALLATION
INSTALLATION

1. Position the center trim bezel (1) near the instrument panel cover and connect the harness to the switch
pod.
2. Align the center trim bezel (1) and hand tap to engage the retaining clips.
3. Open the glove box door, install the center trim bezel's retaining screw located on the upper right edge of
the glove box cavity. Tighten the screw securely.
Fig. 327: Two Screws & Secure Center Trim Bezel

4. Install the two screws (1 and 3) that secure center trim bezel (2) to the instrument panel cover. Tighten the
screws securely.
5. Install the A/C heater control panel. Refer to CONTROL, A/C AND HEATER, INSTALLATION .
COVER, INSTRUMENT PANEL
REMOVAL
REMOVAL
column or instrument panel component diagnosis or service. Disconnect
and isolate the negative battery (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 follow these instructions may result in accidental
airbag deployment and possible serious or fatal injury.
Fig. 328: Screw & Cowl/Scuff Panel


2. Position the front seat forward.
3. Partially remove the weatherstrip from the lower half of the door.
4. Remove the screw (4) located in the rear of the cowl/scuff panel (1).
5. Using Trim Stick (special tool #C-4755, Trim Stick) or equivalent, starting at the rear and working
forward, pry up to disengage the retaining clips (2 and 3).Do not remove the cowl/scuff panel at this
time.
Fig. 329: Front Screw & Cowl/Scuff Panel

6. Remove the front screw (3) from the cowl/scuff panel (1).
7. Disengage the cowl/scuff panel (1) upper retaining clip by pulling rearward on the cowl/scuff panel.
8. Remove the cowl/scuff panel (1) and repeat steps for the opposite side.


15. Using Trim Stick (special tool #C-4755, Trim Stick) or equivalent, disengage the front floor console to
closeout cover retaining clips.

19. Using Trim Stick (special tool #C-4755, Trim Stick) or equivalent, disengage the rear retaining tabs and
remove the left side closeout cover (1).


24. Remove the front floor console from the vehicle.

25. Using Trim Stick (special tool #C-4755, Trim Stick) or equivalent, pry the shifter bezel (3) to disengage
the retaining tabs (2).
26. Disconnect the window switches (1) from their harnesses (4) and remove the shifter bezel (3).

27. Remove the screws (1 and 2) securing the shifter hosing bezel (3).
28. Remove the shifter hosing bezel (3).


Fig. 338: Left Side Vent/Trim Panel

31. Using Trim Stick (special tool #C-4755, Trim Stick) or equivalent, remove the left side vent/trim panel
(1).
32. Using Trim Stick (special tool #C-4755, Trim Stick) or equivalent, remove the closeout panel (1).
33. Remove the kneeblocker airbag. Refer to AIR BAG, KNEE BLOCKER, REMOVAL .

panel (2).

35. Remove the center trim bezel retaining screws.

Fig. 342: Four Screws, A/C Heater Control & Instrument Panel Cover
38. Remove the four screws (2, 3, 5 and 6) that secure the A/C heater control (1) to the instrument panel
cover (4).

39. Remove the steering wheel and column shroud. Refer to SHROUD, STEERING COLUMN, LOWER,
REMOVAL or SHROUD, STEERING COLUMN, UPPER, REMOVAL or WHEEL, STEERING,
REMOVAL .
41. Remove the cluster bezel.
42. Remove the instrument cluster. Refer to REMOVAL .
Fig. 344: Defroster Grille & Navigation Pod/Port

43. Using Trim Stick (special tool #C-4755, Trim Stick) or equivalent, remove the defroster grille (1) from
the instrument panel.
44. Using Navigation Pod Remover MLR-10313, remove the navigation pod/port (2) from the instrument
panel.
Fig. 345: Instrument Panel

45. Remove the radio. Refer to RADIO, REMOVAL .

46. Remove the two screws (2 and 4) that secure the bottom of the center air outlet (1) to the instrument panel
(3).
Fig. 346: Two Retaining Tabs, Center Air Outlet & Instrument Panel
47. Disengage the two retaining tabs (1 and 3) that secure the top of the center air outlet (4) to the instrument
panel (2) and remove the outlet.
Fig. 347: Air Vent Remover & Demister Outlet

48. Install Air Vent Remover (special tool #10289, Remover, Air Outlet) (2) onto the demister outlet (1).
49. Carefully pull on Air Vent Remover (special tool #10289, Remover, Air Outlet) and remove the demister
outlet from the instrument panel cover (3). Repeat on the opposite side.
Fig. 348: Glove Box Door

50. If open, close the glove box door (3) and remove the two screws located on the bottom front edge of
glove box module (4) securing the module to the instrument panel cover.
51. Open the glove box door and remove the bolt (2) located in the glove box cavity.
52. Remove the three screws (1) located on the top edge of the glove box module (4).
53. Pull the glove box module (4) out and if equipped, disconnect any wiring harnesses.
54. Remove the glove box module (4).
55. Remove the passenger air bag bolts. Refer to REMOVAL .
Fig. 349: Fence Bolts

56. Remove the fence bolts (1) located in the defroster duct cavity.
Fig. 350: Fence Bolt

57. Remove the fence bolt (1) located in the demister duct cavity. Repeat on the opposite side.

58. Remove the fence bolt (1) located on the lower left area of the instrument panel.

59. Remove the fence bolt (1) located on the lower right area of the instrument panel.

60. Remove the fence bolt (1) located in the radio cavity.

61. Roll the instrument panel cover (1) rearward and disconnect the two PAB squib connectors.
62. With the help of an assistant, remove the instrument panel cover (1) from the vehicle.
INSTALLATION
INSTALLATION

1. With the help of an assistant, position the instrument panel cover (1) into the vehicle and connect the two
PAB squib connectors.

2. Install the fence bolt (1) located in the radio cavity. Tighten the bolt securely.

3. Install the fence bolt (1) located on the lower right area of the instrument panel. Tighten the bolt securely.

4. Install the fence bolt (1) located on the lower left area of the instrument panel. Tighten the bolt securely.

5. Install the fence bolt (1) located in the demister duct cavity. Tighten the bolt securely. Repeat on the
opposite side.
6. Install the demister outlet vents on both sides.

7. Install the fence bolts (1) located in the defroster duct cavity. Tighten the bolt securely.

8. Install the passenger air bag bolts. Refer to AIR BAG, PASSENGER, INSTALLATION .
9. Position the glove box module (4) near the instrument panel cover and if equipped, connect any wiring
harnesses.
10. Install the three screws (1) located on the top edge of the glove box module (4).
11. Install the bolt (2) located in the glove box cavity. Tighten the bolt securely.
12. Close the glove box door (3) and install the two screws securing the module to the instrument panel cover
located on the bottom front edge of glove box module (4).
13. Install the center air outlet by engaging the two retaining tabs (1 and 3) that secure the top of the center air
outlet (4) to the instrument panel (2).

14. Install the two screws (2 and 4) that secure the bottom of the center air outlet (1) to the instrument panel
(3). Tighten the screws securely.
15. Install the radio. Refer to RADIO, INSTALLATION .

16. Install the defroster grille (1) to the instrument panel.

17. Connect and install the navigation pod/port (2) to the instrument panel.

18. Install the instrument cluster. Refer to INSTALLATION .

21. Install the steering wheel and column shroud. Refer to WHEEL, STEERING, INSTALLATION or
SHROUD, STEERING COLUMN, LOWER, INSTALLATION or SHROUD, STEERING
COLUMN, UPPER, INSTALLATION .
22. Install the four screws (2, 3, 5 and 6) that secure the A/C heater control (1) to the instrument panel cover

pod.
24. Align the center trim bezel and hand tap to engage the retaining clips.
25. Install the center trim bezel retaining screws. Tighten the screws securely.
Fig. 368: A/C Heater Control & Control Shafts

26. If required, lightly lubricate the control shafts to housing contact points on the front of the A/C heater
control (1) using Silicone Grease, available through Mopar.
27. Turn all of the control shafts (3 ) on the A/C heater control to the full clockwise position.
Fig. 369: Control Knobs Full Clockwise Position

28. If required, lightly lubricate the control knobs to control panel contact points on the back of the panel
using Silicone Grease, available through Mopar.
29. Turn all of the control knobs on control panel (1) to the full clockwise position.
Fig. 370: Control Panel & Instrument Panel

CAUTION: Proper alignment of the control knobs to the shafts on the A/C heater
control is critical for reassembly. The knobs and shafts must be
clocked correctly to each other or damage to the A/C heater control
will result during reassembly.
30. Position the control panel (1) to the instrument panel (2) and align the control knobs to the control shafts
and install the panel. Make sure the retaining tabs are fully engaged and that the controls move freely
throughout the operating ranges.
31. Install the kneeblocker airbag (2). Refer to AIR BAG, KNEE BLOCKER, INSTALLATION .
32. Position and align the closeout panel (1) the instrument panel. Once aligned, hand tap to engage the
retaining clips.

33. Position and align the left side vent/trim panel (1) to the instrument panel. Once aligned, hand tap to
engage the retaining clips.

34. Position and align the instrument panel closeout panel (2).
35. Install the instrument panel closeout fasteners (1).

36. Position the shifter hosing bezel (3).

37. Install the screws (1, 2) securing the shifter hosing bezel (3). Tighten the screws securely.

38. Position the shifter bezel (3) and connect the window switches (1) to their harnesses (4).
39. Align the shifter bezel (3) and hand tap to engage it's retaining tabs (2).



53. Position the parking brake handle own fully.

54. Position the cowl/scuff panel (1) into the vehicle, engage the cowl/scuff panel (1) upper retaining clip by
pushing rearward.
55. Install the front screw (3) to the cowl/scuff panel (1). Tighten the screw securely.

57. Starting at the front and working rearward, hand tap to engage the retaining clips (2 and 3).
58. Install the screw (4) located in the rear of the cowl/scuff panel (1). Tighten the screw securely.
59. Re-install the weatherstrip to the lower half of the door.
WARNING: Do not reconnect the battery without first performing the Airbag
System Test procedure. Refer to DIAGNOSIS AND TESTING . Failure
to perform the Airbag System Test may result in accidental airbag
deployment and serious or fatal injury.
GLOVE BOX, INSTRUMENT PANEL
REMOVAL
REMOVAL


3. Remove the two screws located on the bottom front edge of glove box module securing the module to the
instrument panel cover.

4. Remove the center trim bezel. Refer to BEZEL, INSTRUMENT PANEL, CENTER, REMOVAL.
INSTALLATION
INSTALLATION

harnesses.

5. Install the center trim bezel. Refer to BEZEL, INSTRUMENT PANEL, CENTER, INSTALLATION.
GRILLE, DEFROSTER
REMOVAL
REMOVAL

1. Using trim stick (special tool #C-4755, Trim Stick) or equivalent, remove the defroster grille (1) from the
instrument panel.
INSTALLATION
INSTALLATION

1. Install the defroster grille (1) to the instrument panel. Hand tap to engage the retaining tabs.
PANEL, INSTRUMENT
REMOVAL
REMOVAL
column or instrument panel component diagnosis or service. Disconnect
and isolate the negative battery (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 follow these instructions may result in accidental
airbag deployment and possible serious or fatal injury.

NOTE: The instrument panel cannot be removed as an assembly, the instrument panel
cover must be removed prior to removing the reinforcement.

5. Using Trim Stick (special tool #C-4755, Trim Stick) or equivalent, starting at the rear and working
forward, pry up to disengage the retaining clips (2 and 3).Do not remove the cowl/scuff panel at this
time.



15. Using Trim Stick (special tool #C-4755, Trim Stick) or equivalent, disengage the front floor console to
closeout cover retaining clips.

19. Using Trim Stick (special tool #C-4755, Trim Stick) or equivalent, disengage the rear retaining tabs and
remove the left side closeout cover (1).


24. Remove the front floor console from the vehicle.

25. Using Trim Stick (special tool #C-4755, Trim Stick) or equivalent, pry the shifter bezel (3) to disengage
the retaining tabs (2).

27. Remove the screws (1 and 2) securing the shifter hosing bezel (3).
28. Remove the shifter hosing bezel (3).



31. Using Trim Stick (special tool #C-4755, Trim Stick) or equivalent, remove the left side vent/trim panel
(1).
32. Using Trim Stick (special tool #C-4755, Trim Stick) or equivalent, remove the closeout panel (1).
33. Remove the kneeblocker airbag. Refer to AIR BAG, KNEE BLOCKER, REMOVAL .

panel (2).

35. Remove the center trim bezel retaining screws.

38. Remove the four screws (2, 3, 5 and 6) that secure the A/C heater control (1) to the instrument panel
cover (4).

39. Remove the steering wheel and column shroud. Refer to SHROUD, STEERING COLUMN, LOWER,
REMOVAL or SHROUD, STEERING COLUMN, UPPER, REMOVAL or WHEEL, STEERING,
REMOVAL .
41. Remove the cluster bezel.
42. Remove the instrument cluster. Refer to REMOVAL .

43. Using Trim Stick (special tool #C-4755, Trim Stick) or equivalent, remove the defroster grille (1) from
the instrument panel.
44. Using Navigation Pod Remover MLR-10313, remove the navigation pod/port (2) from the instrument
panel.

45. Remove the radio. Refer to RADIO, REMOVAL .

46. Remove the two screws (2 and 4) that secure the bottom of the center air outlet (1) to the instrument panel
(3).
47. Disengage the two retaining tabs (1 and 3) that secure the top of the center air outlet (4) to the instrument
panel (2) and remove the outlet.
Fig. 408: Air Vent Remover & Demister Outlet

48. Install Air Vent Remover (special tool #10289, Remover, Air Outlet) (2) onto the demister outlet (1).
49. Carefully pull on Air Vent Remover (special tool #10289, Remover, Air Outlet) and remove the demister
outlet from the instrument panel cover (3). Repeat on the opposite side.

50. If open, close the glove box door (3) and remove the two screws located on the bottom front edge of
glove box module (4) securing the module to the instrument panel cover.

55. Remove the passenger air bag bolts. Refer to REMOVAL

56. Remove the fence bolts (1) located in the defroster duct cavity.

57. Remove the fence bolt (1) located in the demister duct cavity. Repeat on the opposite side.

58. Remove the fence bolt (1) located on the lower left area of the instrument panel.

59. Remove the fence bolt (1) located on the lower right area of the instrument panel.

60. Remove the fence bolt (1) located in the radio cavity.

61. Roll the instrument panel cover (1) rearward and disconnect the two PAB squib connectors.
62. With the help of an assistant, remove the instrument panel cover (1) from the vehicle.
Fig. 416: Fasteners

63. Remove the fasteners (1) securing the instrument panel structure to the dash/cowl panel.
Fig. 417: Fasteners & Instrument Panel Structure

64. Remove the fasteners (2) securing the instrument panel structure (1) to the floor bracket.
Fig. 418: Fastener & HVAC Wiring Harness Connectors

65. Remove the fastener (1) securing the instrument panel structure (1) to the HVAC housing.
66. Disconnect the HVAC wiring harness connectors (2, 3).
Fig. 419: Stud

67. Locate the nut fastener located forward of the stud (1) securing the lower portion of the instrument panel
structure to the HVAC. Repeat for the opposite side.
Fig. 420: Left Connector

68. Disconnect the left connector (1) from the occupant restraint module.
69. Remove the ground fastener (2) and eyelet.

70. Remove the doors. Refer to DOOR, REMOVAL.

71. Remove the fasteners (1) from the body side securing the instrument panel structure (2). Repeat for the
opposite side.
72. With the help of an assistant, remove the instrument panel structure (2) from the vehicle.
INSTALLATION
INSTALLATION

NOTE: The instrument panel cannot be installed as an assembly, the instrument panel
reinforcement must be installed prior to the instrument panel cover.
1. With the help of an assistant, position the instrument panel structure (2) into the vehicle. Make sure that
all wiring harnesses are routed properly and are not pinched when installing the instrument panel
structure.
2. Install the fasteners (1) through the body side securing the instrument panel structure (2). Tighten the
fasteners securely. Repeat for the opposite side.
3. Install the doors. Refer to DOOR, INSTALLATION.
Fig. 423: Fasteners

4. Install the fasteners (1) securing the instrument panel structure to the dash/cowl panel. Tighten the
fasteners securely.

5. Install the fasteners (2) securing the instrument panel structure (1) to the floor bracket. Tighten the
fasteners securely.
Fig. 425: Fastener & HVAC Wiring Harness Connectors

6. Install the fastener (1) securing the instrument panel structure (1) to the HVAC housing. Tighten the
fastener securely.
7. Connect the HVAC wiring harness connectors (2, 3).
Fig. 426: Stud

8. Locate and install the nut fastener located forward of the stud (1) securing the lower portion of the
instrument panel structure to the HVAC. Tighten the fastener securely. Repeat for the opposite side.
Fig. 427: Left Connector

9. Connect the left connector (1) to the occupant restraint module.

10. Install the eyelet and ground fastener (2). Tighten the fastener securely.

11. With the help of an assistant, position the instrument panel cover (1) into the vehicle and connect the two
PAB squib connectors.

12. Install the fence bolt (1) located in the radio cavity. Tighten the bolt securely.

13. Install the fence bolt (1) located on the lower right area of the instrument panel. Tighten the bolt securely.

14. Install the fence bolt (1) located on the lower left area of the instrument panel. Tighten the bolt securely.

15. Install the fence bolt (1) located in the demister duct cavity. Tighten the bolt securely. Repeat on the
opposite side.
16. Install the demister outlet vents on both sides.

17. Install the fence bolts (1) located in the defroster duct cavity. Tighten the bolt securely.

18. Install the passenger air bag bolts. Refer to AIR BAG, PASSENGER, INSTALLATION .
harnesses.
23. Install the center air outlet by engaging the two retaining tabs (1 and 3) that secure the top of the center air
outlet (4) to the instrument panel (2).

24. Install the two screws (2 and 4) that secure the bottom of the center air outlet (1) to the instrument panel
25. Install the radio. Refer to RADIO, INSTALLATION .

26. Install the defroster grille (1) to the instrument panel.

27. Connect and install the navigation pod/port (2) to the instrument panel.

28. Install the instrument cluster. Refer to INSTALLATION .

31. Install the steering wheel and column shroud. Refer to WHEEL, STEERING, INSTALLATION or
SHROUD, STEERING COLUMN, LOWER, INSTALLATION or SHROUD, STEERING
COLUMN, UPPER, INSTALLATION .
32. Install the four screws (2, 3, 5 and 6) that secure the A/C heater control (1) to the instrument panel cover

pod.
34. Align the center trim bezel and hand tap to engage the retaining clips.
35. Install the center trim bezel retaining screws. Tighten the screws securely.
Fig. 441: A/C Heater Control & Control Shafts

36. If required, lightly lubricate the control shafts to housing contact points on the front of the A/C heater
control (1) using Silicone Grease, available through Mopar.
37. Turn all of the control shafts (4) on the A/C heater control to the full clockwise position.
Fig. 442: Control Knobs Full Clockwise Position

38. If required, lightly lubricate the control knobs to control panel contact points on the back of the panel
using Silicone Grease, available through Mopar.
39. Turn all of the control knobs on control panel (1) to the full clockwise position.
Fig. 443: Control Panel & Instrument Panel

CAUTION: Proper alignment of the control knobs to the shafts on the A/C heater
control is critical for reassembly. The knobs and shafts must be
clocked correctly to each other or damage to the A/C heater control
will result during reassembly.
40. Position the control panel (1) to the instrument panel (2) and align the control knobs to the control shafts
and install the panel. Make sure the retaining tabs are fully engaged and that the controls move freely
throughout the operating ranges.
41. Install the kneeblocker airbag (2). Refer to AIR BAG, KNEE BLOCKER, INSTALLATION .
retaining clips.

43. Position and align the left side vent/trim panel (1) to the instrument panel. Once aligned, hand tap to
engage the retaining clips.


46. Position the shifter hosing bezel (3).

47. Install the screws (1, 2) securing the shifter hosing bezel (3). Tighten the screws securely.




63. Position the parking brake handle own fully.

pushing rearward.

67. Starting at the front and working rearward, hand tap to engage the retaining clips (2 and 3).
WARNING: Do not reconnect the battery without first performing the Airbag
System Test procedure. Refer to DIAGNOSIS AND TESTING . Failure
to perform the Airbag System Test may result in accidental airbag
deployment and serious or fatal injury.
PANEL, INSTRUMENT PANEL TRIM
REMOVAL
REMOVAL
1. Using trim stick (special tool #C-4755, Trim Stick) or equivalent, remove the closeout panel (1) from the
I/P.
INSTALLATION
INSTALLATION
retaining clips.
PANEL, SILENCER
REMOVAL
REMOVAL


INSTALLATION
INSTALLATION


INTERIOR
BEZEL, SHIFTER
REMOVAL
REMOVAL


2. Using trim stick (special tool #C-4755, Trim Stick) or equivalent, pry the shifter bezel (3) to disengage
it's retaining tabs (2).
3. Vehicle equipped with manual transmissions, detach the shifter boot from the shifter bezel (3).
INSTALLATION
INSTALLATION

2. Vehicles equipped with manual transmissions, attach the shifter boot to the shifter bezel (3).
CARPET, FLOOR
REMOVAL
REMOVAL
Fig. 462: Accelerator Pedal Block, Fastener & Carpet

1. Remove the instrument panel cover. Refer to COVER, INSTRUMENT PANEL, REMOVAL.
2. Remove the HVAC housing. Refer to HOUSING, HVAC, REMOVAL .
3. Remove the front seats. Refer to SEAT, FRONT, REMOVAL.
4. Remove the rear seat cushion. Refer to COVER, SEAT CUSHION, REAR, REMOVAL.
5. Remove the rear seat back. Refer to SEAT BACK, REAR, REMOVAL.
6. Remove the cargo load floor. Refer to COVER, CARGO FLOOR, REMOVAL.
7. Remove the quarter trim panel. Refer to PANEL, QUARTER TRIM, REAR, REMOVAL.
8. Remove the accelerator pedal block (2).
9. Remove the fastener (1) securing the carpet (3).
NOTE: For installation purposes, take note of all vehicle harness routings in the
carpet prior to removing.
10. Remove the carpet (3) from rear of the vehicle.
INSTALLATION
INSTALLATION
Fig. 463: Accelerator Pedal Block, Fastener & Carpet

1. Install the carpet (3) into the vehicle, ensuring carpet (1) is aligned with tabs and all vehicle harnesses
properly routed.
2. Install the fastener (1) securing the carpet.
3. Install the accelerator pedal bock (2).
4. Install the quarter panel trim panel. Refer to PANEL, QUARTER TRIM, REAR, INSTALLATION.
5. Install the cargo load floor. Refer to COVER, CARGO FLOOR, INSTALLATION.
6. Install the rear seat back. Refer to SEAT BACK, REAR, INSTALLATION.
7. Install the rear seat cushion. Refer to COVER, SEAT CUSHION, REAR, INSTALLATION.
8. Install the front seats. Refer to SEAT, FRONT, INSTALLATION.
9. Install the HVAC housing. Refer to HOUSING-HVAC .

10. Install the instrument panel cover. Refer to COVER, INSTRUMENT PANEL, INSTALLATION.
CONSOLE, FLOOR
REMOVAL
REMOVAL


2. Remove the screw (2) from the left side floor console panel (1).
3. Using trim stick (special tool #C-4755, Trim Stick), disengage the rear retaining tabs and remove the left
side floor console panel (1).

4. Remove the screw (1) securing the front floor console to the lower instrument panel bezel. Repeat for the
opposite side.

5. Remove the screw (2) from the right side floor console panel (1).
6. Using trim stick (special tool #C-4755, Trim Stick), disengage the front floor console to floor console
panel retaining clips.
7. Pull the floor console panel rearward to disengage the retaining clip in the floor.
8. Remove the right side floor console panel (1) from the vehicle.

10. Remove the rear cupholder mat (2).
14. Remove the front cupholder mat (2).

16. Pull the front floor console rearward slightly and disconnect the 12V power harness (3).
INSTALLATION
INSTALLATION
2. Install the retaining nuts (1) located in the front cupholder cavity and in the rear of the front floor console
(4). Tighten the retaining nuts securely.
3. Install the front cupholder mat (2).

4. Install the screw (1) securing the front console to lower instrument panel bezel. Tighten the screw
securely. Repeat for the opposite side.

5. Position the left side floor console panel (1) and hand tap to engage the rear retaining tabs.
6. Install the screw (2) to the left side floor console panel (1). Tighten the screw securely.

7. Position the right side floor console panel (1) into the vehicle push forward to engage the retaining clip in
the floor.
8. Hand tap to engage the front floor console to floor console panel retaining clips.
9. Install the screw (2) to the right side floor console panel (1). Tighten the screw securely.
13. Install the rear cupholder mat (2).

CONSOLE, OVERHEAD
DESCRIPTION
DESCRIPTION

An overhead console is available on this vehicle depending on model, and may include the following
components:
 Power sunroof switch - if equipped

 Overhead Lighting Module (OLM)
 Interior dome lamp
 Front map/reading lamps - if equipped
 Map/reading lamps switches - if equipped
 Blue & Me® microphone - if equipped

Fig. 475: Overhead Console Assembly

The overhead console assembly (1) is mounted by four snap clips (2) securing it to a molded plastic retainer
bracket located above the headliner. The OLM is secured to the overhead console with two clips that are also
used to secure the console as well. The OLM can be serviced separately from the overhead console.
REMOVAL
REMOVAL
Fig. 476: Release The Clips, Overhead Lighting Module (OLM) & Overhead Console
1. Using a trim stick, pry down to release the clips (2), and remove the Overhead Lighting Module (OLM)
(3) from the overhead console (1).
2. Disconnect the electrical connectors from the lighting module as needed, and remove the module.
Fig. 477: Overhead Console Housing, Snap Clips & Overhead Console Bracket
3. Pull downward on the sides of the overhead console housing (4) firmly and evenly to disengage the snap
clips (3) from the overhead console bracket (1).
4. Lower the overhead console far enough to access the wire harness connector (2).
5. Disconnect the wire harness connector from the connector receptacle as needed.
6. Remove the overhead console.
INSTALLATION
INSTALLATION
Fig. 478: Overhead Console Housing, Snap Clips & Overhead Console Bracket
1. Position the overhead console (4) near the mounting location on the headliner.
2. Connect the electrical connectors (2) to the overhead console connector receptacles as needed.
3. Align the snap clips (3) on the overhead console housing with their receptacles in the overhead console
bracket (1).
4. Push upward firmly and evenly on the sides of the overhead console housing (4) over the snap clip
locations until the snap clips are fully engaged.
Fig. 479: Release The Clips, Overhead Lighting Module (OLM) & Overhead Console
5. Connect the electrical connectors to the lighting module (3) as needed.

6. Align the snap clips (2) on the OLM with their receptacles in the overhead console (1).
7. Push upward firmly and evenly on the OLM until the snap clips are fully engaged.
COVER, CARGO FLOOR
REMOVAL
REMOVAL


2. Pull outward at the rear of cargo load floor to remove.
INSTALLATION
INSTALLATION

1. Load cargo load floor (1) into vehicle through the liftgate opening.
2. Close the liftgate.
HANDLE, GRAB
REMOVAL
REMOVAL
Fig. 482: Grab Handle Trim Pieces

1. Remove the grab handle trim pieces (1, 2). Repeat for opposite side.
Fig. 483: Fasteners & Grab Handle

2. Remove the fasteners (2) securing the grab handle (1).

3. Remove the grab handle (1). Repeat for the opposite side.
INSTALLATION
INSTALLATION

1. Position the grab handle (1).

2. Install the fasteners (2) securing the grab handle (1). Tighten the fasteners securely. Repeat for opposite
side.

3. Install the grab handle trim pieces (1, 2). Repeat for opposite side.
HEADLINER
REMOVAL
REMOVAL

NOTE: In the event the headliner is damaged or creased during removal, it will need to
be replaced with a new headliner.
NOTE: Sunroof equipped headliner shown in illustration, non sunroof headliner similar
except where noted.
1. Use a suitable prop to hold the headliner in place.

3. Remove the grab handle trim pieces (1, 2). Repeat for opposite side.

4. Remove the fasteners (2) securing the grab handle (1).

5. Remove the grab handle (1). Repeat for the opposite side.

6. Remove the overhead console. Refer to CONSOLE, OVERHEAD, REMOVAL.

7. Unclip the visor (2) from the support.
8. Remove the screw (1) from the visor base.
9. Slide the visor inward and out to remove. Repeat for opposite side.
Fig. 489: Fastener & Visor Support

10. Remove the B-pillar trim. Refer to PANEL, B-PILLAR TRIM, REMOVAL.
11. Remove the C-pillar trim. Refer to PANEL, C-PILLAR TRIM, REMOVAL.
12. Remove the fastener (2) from the visor support (3) and remove.
Fig. 490: Coat Hook

13. Using a small pick tool, remove the retaining clip from the coat hook (1) and remove the coat hook.
Repeat for the opposite side.
Fig. 491: Rear Push Pin Fasteners & Headliner

14. Non-sunroof equipped models, remove the front push pin fasteners from the headliner (2).
15. Remove the rear push pin fasteners (1) from the headliner (2).
Fig. 492: Headliner

16. Remove the prop supporting the headliner (1).

17. Lower the headliner.
18. Pull the headliner (1) rearward and out the liftgate area.
INSTALLATION
INSTALLATION
Fig. 493: Headliner

NOTE: In the event the headliner is damaged or creased during removal, it will need to
be replaced with a new headliner.
NOTE: Sunroof equipped headliner shown in illustration, non sunroof headliner similar
except where noted.
1. Load the headliner (1) forward through the liftgate area.

2. Use a suitable prop to support the headliner (1).
3. Align and position the headliner to the A-pillar upper channel.
Fig. 494: Rear Push Pin Fasteners & Headliner

4. Non-sunroof equipped models, install the front push pin fasteners from the headliner (2).
5. Install the rear push pin fasteners (1) from the headliner (2).
Fig. 495: Coat Hook

6. Install the coat hook (1).

7. Position the visor support (3) and install the fastener (2). Tighten the fastener securely.
8. Install the C-pillar trim. Refer to PANEL, C-PILLAR TRIM, INSTALLATION.
9. Install the B-pillar trim. Refer to PANEL, B-PILLAR TRIM, INSTALLATION.

10. Slide the visor up and outwards to install. Repeat for opposite side.
11. Install the screw (1) through the visor base. Tighten the screw securely. Repeat for opposite side.
12. Clip the visor (2) from the support. Repeat for opposite side.
13. Install the overhead console. Refer to CONSOLE, OVERHEAD, INSTALLATION.

14. Position the grab handle (1).

15. Install the fasteners (2) securing the grab handle (1). Tighten the fasteners securely. Repeat for opposite
side.

16. Install the grab handle trim pieces (1, 2). Repeat for opposite side.
17. Remove the prop holding the headliner in place.
MIRROR, REARVIEW
REMOVAL
REMOVAL


2. Using a small pry tool, remove the cover (2) located on the rear of the mirror.
3. Remove the harness cover (1).

4. Disconnect the harness (1) from the rear view mirror (2).
5. Disengage the tab that secures the rear view mirror (2) to the support bracket/button on the inside of the
windshield glass.
6. Slide the rear view mirror upward to remove.
INSTALLATION
INSTALLATION

1. Position and slide the rear view mirror (2) downward over the support bracket/button on the inside of the
windshield glass until the tab is fully engaged.
2. Connect the harness (1) to the rear view mirror (2).

3. Install the harness cover (1).

4. Install the cover (2) located on the rear of the mirror.
SUPPORT BRACKET
NOTE: The rear view mirror support bracket (or button) is permanently bonded to the
inside of the windshield glass. If the bracket should become separated from the
glass, it may be re-bonded using the following procedure. This procedure
requires the use of a Rear View Mirror Adhesive kit that is available through
Mopar® in single application packages that include a two-part adhesive and an
accelerant with applicator.
1. Mark the proper position for the mirror bracket on the outside of the windshield glass with a wax pencil.
The residual adhesive on the inside of the glass from the prior mirror bracket installation can be used as a
guide.
2. Clean the bracket contact area on the inside of the glass. Use a mild powdered cleanser on a cloth
saturated with isopropyl (rubbing) alcohol. Finally, clean the glass with a paper towel dampened with
alcohol.
3. Sand the bonding surface (the smaller side) of the support bracket with fine grit-sandpaper. Wipe the
bracket surface clean with a paper towel.
4. Apply accelerant to the bonding surface of the bracket according to the following instructions:
 Crush the accelerant vial to saturate the felt applicator.
 Remove the paper sleeve.

 Apply accelerant to the bonding surface of the bracket.

 Allow the accelerant to dry for five minutes.
 Do not touch the bracket bonding surface after the accelerant has been applied.
5. Apply adhesive accelerant to the bracket contact area on the inside of the windshield glass. Allow the
accelerant to dry for one minute. Do not touch the bracket contact area of the glass after the accelerant has
been applied.
6. Install the bracket according to the following instructions:
 Apply one drop of adhesive at the center of the bracket contact area on the inside of the windshield
glass.
 Apply an even coat of adhesive to the bonding surface of the bracket.
 Align the bracket with the marked position on the windshield glass.
 Press and hold the bracket in place for at least one minute.
NOTE: Verify that the mirror support bracket is correctly aligned, because the
adhesive will cure rapidly.
7. Allow the adhesive to cure for 8-10 minutes. Remove any excess adhesive with an alcohol-dampened
cloth.
8. Allow the adhesive to cure for an additional 8-10 minutes before reinstalling the mirror.
PANEL, A-PILLAR TRIM
REMOVAL
REMOVAL

2. Using trim stick (special tool #C-4755, Trim Stick) or equivalent, starting at the bottom and working up,
pry the A-pillar trim panel (1) retaining clips out from the vehicle A-pillar.
3. Disengage the A-pillar trim's (1) tether.
4. If equipped, disconnect the A-Pillar speaker
5. Once disengaged, pull the A-pillar trim (1) down to detach away from the headliner.
6. Remove the A-pillar trim (1).
INSTALLATION
INSTALLATION

1. Insert the A-Pillar trim (1) top channel into the headliner.
2. If equipped, connect the A-pillar speaker.
3. Attach the A-pillar trim's (1) tether.
4. Align and position the trim panel's (1) retaining tabs/clips to the A-pillar.
5. Hand tap to engage the retaining clips/tabs.
PANEL, B-PILLAR TRIM
REMOVAL
REMOVAL

1. Remove the seat belt anchor at the rear seat. Refer to RETRACTOR, SEAT BELT, REMOVAL .
2. Using trim stick (special tool #C-4755, Trim Stick) or equivalent, disengage the B-pillar trim panel
retaining tabs/clips located at the bottom and upper rear areas.
3. Pull downward on the B-pillar trim panel.
4. Remove the B-pillar trim panel (1) and feed the seat belt through the opening.
INSTALLATION
INSTALLATION

1. Feed the seat belt through the opening in the B-Pillar trim panel (1)
2. Align and install B-pillar trim (1) to B-pillar by inserting the upper B-pillar trim tabs into the B-pillar slot.
3. Hand tap the B-pillar trim (1) into position ensuring all retaining clips are properly seated.
4. Install the rear seat belt anchor. Refer to RETRACTOR, SEAT BELT, INSTALLATION .
PANEL, C-PILLAR TRIM
REMOVAL
REMOVAL
Fig. 508: Fastener & C-Pillar


2. Remove the seat belt anchor at the rear seat. Refer to RETRACTOR, SEAT BELT, REMOVAL .
4. Remove the fastener (2) located under the rear shelf bracket.
5. Using trim stick (special tool #C-4755, Trim Stick) or equivalent, disengage the lower retaining clips.
6. Using trim stick (special tool #C-4755, Trim Stick) or equivalent, disengage the front upper retaining clip
located near the upper B-pillar area.
7. Slide the C-pillar (1) downward to disengage the rear upper retaining clips.
8. Remove the seat belt by pulling through the opening the C-pillar trim panel (1) and remove the trim
panel.
INSTALLATION
INSTALLATION
Fig. 509: Identifying Seat Belt Opening, Quarter Panel, Front Lower Portion & Metal Holes
Fig. 510: Fastener & C-Pillar

1. Pass seat belt anchors through the C-pillar trim opening.

2. Install the C-pillar trim (1) by aligning and sliding hook at top and locating the upper retaining clips into
the body side sheet metal holes.
3. Align and position the lower retaining clips and snapping until properly seated.
4. Install the fastener (2) located under the rear shelf bracket. Tighten the fastener securely.
5. Install the rear shelf.
6. Install the rear seat belt anchor at the seat. Refer to RETRACTOR, SEAT BELT, INSTALLATION .
PANEL, COWL TRIM, SIDE
REMOVAL
REMOVAL
NOTE: Left hand shown in illustration, right side similar.


5. Using trim stick (special tool #C-4755, Trim Stick) or equivalent, starting at the rear and working
forward, pry up to disengage the retaining clips (2, 3).Do not remove the cowl/scuff panel at this time.

INSTALLATION
INSTALLATION

pushing rearward.

4. Starting at the front and working rearward, hand tap to engage the retaining clips (2, 3).
PANEL, QUARTER TRIM, REAR
REMOVAL
REMOVAL
Fig. 515: Seat Belt Anchor Cover, Rear Quarter Trim Retaining Screws & Quarter Trim Panel
1. Remove the cowl trim panel. Refer to PANEL, COWL TRIM, SIDE, REMOVAL.
2. Remove the B-pillar trim panel. Refer to PANEL, B-PILLAR TRIM, REMOVAL.
3. Remove the C-pillar trim panel. Refer to PANEL, C-PILLAR TRIM, REMOVAL.
4. Remove the liftgate scuff plate.
5. Remove the cargo cover.
6. Remove the seat belt anchor cover (2).
7. Remove the rear quarter trim retaining screws (3).
8. If equipped, detach the cargo lamp from the quarter trim panel (1).
9. Using trim stick (special tool #C-4755, Trim Stick) or equivalent, disengage the trim panel retaining tabs.
10. Remove the quarter trim panel (1).
INSTALLATION
INSTALLATION
Fig. 516: Seat Belt Anchor Cover, Rear Quarter Trim Retaining Screws & Quarter Trim Panel
1. If equipped, position the quarter trim panel (1) near the quarter panel inner and attach the cargo lamp.
2. Align and position the rear quarter panel trim (4) over the retaining slots and firmly snap into place.
3. Install the quarter trim panel screws (3). Tighten the screws securely.
4. Install the seat belt anchor cover (2).
5. Install the cowl trim panel. Refer to PANEL, COWL TRIM, SIDE, INSTALLATION.
6. Install the B-pillar trim panel. Refer to PANEL, B-PILLAR TRIM, INSTALLATION.
8. Install the liftgate scuff plate. Refer to PLATE, SCUFF, LIFTGATE SILL, INSTALLATION.
9. Install the cargo floor.
PANEL, REAR SHELF
REMOVAL
REMOVAL
Fig. 517: Rear Shelf Panel


2. Lift the rear shelf panel (1) up and out of the guides.
INSTALLATION
INSTALLATION
Fig. 518: Rear Shelf Panel

1. Position the rear shelf panel (1) over the guides and push down to seat.
PLATE, SCUFF, LIFTGATE SILL
REMOVAL
REMOVAL


2. Remove the fasteners (2) securing the scuff plate (1) to the vehicle.
3. Using trim stick (special tool #C-4755, Trim Stick) or equivalent, pry up on each scuff plate clip location
hole.
4. Remove the scuff plate (1).
INSTALLATION
INSTALLATION

1. Locate the trim clips on the scuff plate (1) to the liftgate inner.
2. Tap on panel at each trim clip location until properly seated.
3. Install the fasteners (2) securing the scuff plate (1) to the liftgate inner. Tighten the fasteners securely.
SUPPORT, VISOR
REMOVAL
REMOVAL

1. Disengage the sun visor from the sun visor support (3).
2. Remove the screw (2) that secures the support to the roof panel and remove the support from the
headliner (1).
INSTALLATION
INSTALLATION

1. Position the sun visor support (3) on the headliner (1) and install the screw (2) that secures the support to
the roof panel. Tighten the screw securely.
2. Position the sun visor and clip into the support.
VISOR
REMOVAL
REMOVAL

1. Unclip the visor (2) from the support.

2. Remove the screw (1) from the visor base.
3. Slide the visor inward and out to remove. Repeat for opposite side.
4. If equipped, disconnect the illuminated vanity mirror wire harness connector.
INSTALLATION
INSTALLATION

1. Slide the visor up and outwards to install. Repeat for opposite side.
2. Install the screw (1) through the visor base. Tighten the screw securely. Repeat for opposite side.
3. Clip the visor (2) from the support. Repeat for opposite side.
WELT, TRUNK
REMOVAL
REMOVAL
Fig. 525: Push Pin Fastener & Trunk Welt

1. Remove the liftgate scuff plate. Refer to PLATE, SCUFF, LIFTGATE SILL, REMOVAL.
2. Remove the quarter trim panel. Refer to PANEL, QUARTER TRIM, REAR, REMOVAL.
3. Remove the push pin fastener (1) securing the trunk welt (2).
4. Remove the trunk welt (2).
INSTALLATION
INSTALLATION
Fig. 526: Push Pin Fastener & Trunk Welt

1. Position the trunk welt (2).

2. Install the push pin fastener (1) securing the trunk welt (2).
3. Install the liftgate scuff plate. Refer to PLATE, SCUFF, LIFTGATE SILL, INSTALLATION.
4. Install the quarter trim panel. Refer to PANEL, QUARTER TRIM, REAR, INSTALLATION.
DECKLID/HATCH/LIFTGATE/TAILGATE
DECKLID, CONVERTIBLE
REMOVAL
REMOVAL
Fig. 527: Decklid Hinge, Eight Fasteners, Decklid Trim Panel & Release Handle
1. Open the decklid.

3. Using a china marker/grease pen or equivalent, mark the areas where the decklid hinge (3) mounts to the
vehicle for use in re-installation.
4. Remove the eight fasteners (1) securing the decklid trim panel (2)
5. Position the decklid trim (2) away from the decklid and push the emergency latch release handle (4)
through the trim panel.
6. Remove the decklid trim panel (2).
7. Disconnect the decklid latch wire harness at the latch.
8. Remove the grommet and pull the decklid harness (5) out.

9. Remove the decklid support cylinder.

10. Remove the fasteners (3) attaching the liftgate hinge (2) to the vehicle. Repeat on the opposite side.
11. With the help of an assistant, remove the liftgate (1) from the vehicle.
INSTALLATION
INSTALLATION

1. With the help of an assistant and utilizing the reference marks, align and position the liftgate (1) to the
vehicle.
2. Install the fasteners (3) attaching the liftgate hinge (2) to the vehicle. Tighten the fasteners to 8 N-m (71
in.lbs.). Repeat on the opposite side.
3. Install the decklid support cylinder.
Fig. 530: Decklid Hinge, Eight Fasteners, Decklid Trim Panel & Release Handle
4. Feed the decklid harness (5) through the opening in the decklid and seat the grommet.
5. Connect the decklid latch wire harness at the latch.
6. Position the decklid trim (2) near the decklid and feed the emergency latch release handle (4) through the
trim panel.
7. Install the eight fasteners (1) securing the decklid trim panel (2)
8. Close the decklid.
HINGE
REMOVAL
REMOVAL
Fig. 531: Hinge & Fasteners

1. Remove the liftgate. Refer to LIFTGATE, REMOVAL.

2. Using a china maker/grease pen or equivalent, make reference marks where the hinge (2) is mounted.
3. Remove the fasteners (1) securing the hinge (2) to the liftgate. Repeat on the opposite side.
INSTALLATION
INSTALLATION
Fig. 532: Hinge & Fasteners

1. Align the liftgate hinge (2) with liftgate using the reference marks made.
2. Install the fasteners (2) securing the hinge (1) to the liftgate. Tighten the fasteners to 8 N-m (71 in. lbs.).
3. Re-install the liftgate to the vehicle.
HINGE, CONVERTIBLE DECKLID
REMOVAL
REMOVAL
Fig. 533: Fasteners & Hinge


2. Using a china maker/grease pen or equivalent, make reference marks where the hinge (1) is mounted.
3. Remove the fasteners (2) securing the hinge (1) to the decklid. Repeat on the opposite side.
INSTALLATION
INSTALLATION
Fig. 534: Fasteners & Hinge

1. Align the decklid hinge (1) with liftgate using the reference marks made.
2. Install the fasteners (2) securing the hinge (1) to the liftgate. Tighten the fasteners to 8 N-m (71 in. lbs.).
3. Install the decklid to the vehicle. Refer to DECKLID, CONVERTIBLE, INSTALLATION.
LAMP BAR, EXTERIOR HANDLE
REMOVAL
REMOVAL

2. Reach under the liftgate handle and light bar unit to access and depress the latch tab.
Fig. 535: Push Pins

3. Remove the inner liftgate trim panel by removing the push pins (1).
Fig. 536: License Plate Light Connector

4. Disconnect the liftgate switch and license plate light connector (1).
Fig. 537: Housing

CAUTION: Do not close the liftgate onto the latch since there is no power to the
switch.
5. Remove the three nuts that support the housing (1).

6. Cover the liftgate catch so that the latch will not lock. Lower the liftgate.
Fig. 538: License Plate Lighting/Handle Housing & Liftgate

7. Remove the license plate lighting/handle housing (3) away from the liftgate (1).
Fig. 539: License Plate Lights & Locking Tab

8. Remove the license plate lights (3) by inserting a pocket screwdriver in the access hole by the lights and
releasing the locking tab (2).
9. Disconnect the light electrical connector.
INSTALLATION
INSTALLATION
Fig. 540: License Plate Lights & Locking Tab

1. Connect the license plate light (3) electrical connector.

2. Align the base of the light housing (3) with the socket in the outboard side of the license plate lamp/
liftgate switch housing.

3. Push the light housing straight into the socket until the base is firmly seated and the lock (2) engages.
Fig. 541: Housing

4. Position the housing onto the liftgate.

5. Engage the two tabs on the inboard side of the housing into the slots on the liftgate.
6. Open the liftgate
Fig. 542: Housing

7. Install the four housing support nuts (1). Tighten the nuts to 60 N.M (44 ft.lbs.)
Fig. 543: License Plate Light Connector

8. Connect the electrical connector.
Fig. 544: Push Pins

9. Install the liftgate trim panel.

LATCH
REMOVAL
REMOVAL
Fig. 545: Fasteners


3. Remove the liftgate trim panel. Refer to PANEL, TRIM, LIFTGATE, REMOVAL.
4. Remove the fasteners (1) securing the latch to the liftgate.
Fig. 546: Harness Connector & Latch

5. Disconnect harness connector (2) from the latch (1).

6. Remove the latch (1) through the access cavity in the liftgate.
INSTALLATION
INSTALLATION
Fig. 547: Harness Connector & Latch

1. Connect the harness connector (2) to the latch (1).

2. Position the latch into liftgate access cavity.
Fig. 548: Fasteners

3. Install the fasteners (1) to the latch. Tighten fasteners to 8 N.m (6 ft. lbs.).
4. Install the liftgate trim panel. Refer to PANEL, TRIM, LIFTGATE, INSTALLATION.
5. Reconnect the negative battery cable and close the liftgate.
LIFTGATE
REMOVAL
REMOVAL
Fig. 549: Liftgate Harness


3. Using a china marker/grease pen or equivalent, mark the areas where the liftgate hinge mount to the
vehicle for use in re-installation.
4. Remove the boot (1) and disconnect the washer hose/liftgate harness.
Fig. 550: Fastener & Liftgate Assembly


6. Remove the C-pillar trim. Refer to PANEL, C-PILLAR TRIM, REMOVAL.
7. Remove the coat hooks.
8. With the help of an assistant and a suitable prop, remove the push pin fasteners from the rear portion of
the headliner and gently lower the rear portion.
9. With the help from an assistant, support the liftgate and disconnect the prop rods. Refer to PROP, GAS,
REMOVAL and PROP, GAS, CONVERTIBLE DECKLID, REMOVAL.
10. Remove the fastener (2) attaching the liftgate assembly (1). Repeat on the opposite side.
11. Remove the liftgate (1) from the vehicle.
INSTALLATION
INSTALLATION
Fig. 551: Fastener & Liftgate Assembly

1. With the help of an assistant and using the reference marks, align and position the liftgate (1) onto the
vehicle.
2. Install the fasteners (2) securing the tailgate (1) to the vehicle. Tighten the fasteners to 34 N-m (25 ft. lbs).
3. Install the prop rods. Refer to PROP, GAS, INSTALLATION and PROP, GAS, CONVERTIBLE
DECKLID, INSTALLATION.
4. Raise the headliner into position and install the push pin fasteners in the rear area.
5. Install the coat hooks.
7. Install the C-pillar trim. Refer to PANEL, C-PILLAR TRIM, INSTALLATION.
Fig. 552: Liftgate Harness

8. Connect the washer hose/liftgate harness and install the boot (1).
PANEL, TRIM, LIFTGATE
REMOVAL
REMOVAL
Fig. 553: Push Pins


2. Remove the fasteners (1) securing the trim panel to the liftgate.
3. Remove the trim panel.
INSTALLATION
INSTALLATION
Fig. 554: Push Pins

1. Position the trim panel.

2. Install the fasteners (1) securing the trim panel to the liftgate.
PROP, GAS
REMOVAL
REMOVAL
Fig. 555: Gas Prop/Support Cylinder

1. Open the liftgate and support.

2. Using a small flat bladed tool, or equivalent, release the retaining clips while pulling the ball socket away
from the ball stud.
NOTE: Lift the clips only enough to release the ball studs.
3. Remove the gas prop/support cylinder (1).
INSTALLATION
INSTALLATION
Fig. 556: Gas Prop/Support Cylinder

1. Make sure the retaining clips are seated into the ball socket fully.
2. Install the gas prop/support cylinder (1) over the ball studs with the thin end connected to the liftgate and
the retaining clips snapping into place.
PROP, GAS, CONVERTIBLE DECKLID
REMOVAL
REMOVAL
Fig. 557: Ball Studs & Gas Prop/Support Cylinder

1. Open the decklid and support.

2. Using a small flat bladed tool, or equivalent, release the retaining clips while pulling the ball socket away
from the ball studs (1, 3).
NOTE: Lift the clips only enough to release the ball studs.
3. Remove the gas prop/support cylinder (2).
INSTALLATION
INSTALLATION
Fig. 558: Ball Studs & Gas Prop/Support Cylinder

1. Make sure the retaining clips are seated into the ball sockets (1, 3) fully.
2. Install the gas prop/support cylinder (2) over the ball studs with the thin end connected to the liftgate and
the retaining clips snapping into place.
STRIKER
REMOVAL
REMOVAL
Fig. 559: Striker & Two Screws


2. Mark the position of the striker (2 ) on the liftgate opening lower panel to aid installation.
3. Remove the two screws (1 ) that secure the striker to the lower panel and remove the striker.
INSTALLATION
INSTALLATION
Fig. 560: Striker & Two Screws

1. Position the liftgate striker (2 ) onto the liftgate opening lower panel and align the striker to the previously
marked location.
2. Install the two bolts (1 ) that secure the striker to the lower panel. Tighten the bolts to 23 N.m (17 ft. lbs.).
3. Close the liftgate and verify proper functioning. Adjust if necessary.
PAINT
SPECIFICATIONS
SPECIFICATIONS
Exterior vehicle body color(s) are identified on the Vehicle Certification Label or the Body Code Plate.
The first digit of the paint code listed on the vehicle indicates the sequence of application, i.e.: P = primary coat,
Q = secondary coat. The color names provided in the Paint and Trim Code Description chart are the same color
names used on most repair product containers.
EXTERIOR COLORS
EXTERIOR COLOR PAINT CODE
Storm / Gray KAJ

Light Blue / Sky KBH
Pacific Blue KBP
Olive Green / Verde KFP
Light Green / Sage KGA
Copper / Manderine KLB
Brilliant Red Tri-Coat KRA
Red KR1
Bright Silver Met. KS2
Mocha Latte KTA
Espresso KTM
Pearl White Tri-Coat KWH
Diamond White Crystal Tri-Coat KWT
White KW3
Diamond Black Crystal Pearl Coat KXJ
Black KXR
Black Clear Coat KX8
Yellow KYF
INTERIOR COLORS
INTERIOR COLOR PAINT CODE
Gray / Black X9
Gray / Ivory WD
SEATS
WARNING
WARNING
WARNING:  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 inoperative 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 faulty 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 personal injury or death.

 On vehicles equipped with airbags, disable the supplemental
restraint system before attempting any steering wheel, steering
column, airbag, occupant classification system, seat belt tensioner,
impact sensor, or instrument panel component diagnosis or service.
supplemental restraint system. Failure to take the proper
precautions could result in accidental airbag deployment. Failure to
follow these instructions may result in personal injury or death.
 On vehicles equipped with airbags, before performing any welding
operations disconnect and isolate the battery negative (ground)
cable and disconnect all wire harness connectors from the Occupant
Restraint Controller (ORC). Failure to take the proper precautions
could result in accidental airbag deployment and other possible
damage to the supplemental restraint system circuits and
components. Failure to follow these instructions may result in
personal injury or death.
 Replace all restraint system 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. Failure to follow these instructions may result
in personal injury or death.
 The fasteners, screws, and bolts originally used for the restraint
system components must never be replaced with any substitutes.
These fasteners have special coatings and are specifically designed
for the restraint system. 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. Failure to follow
these instructions may result in personal injury or death.
 On vehicles equipped with the Occupant Classification System
(OCS), do not hang any after market devices from the front
passengers seat back. Do not install a front drivers seat back cover
with map pocket onto the passenger seat. Failure to follow these
instructions may result in personal injury or death.
 The Seat Weight Sensor is a sensitive, calibrated unit and must be
handled carefully. Do not drop or handle roughly. If dropped or
damaged, replace with another sensor. Failure to follow these
 The front passenger seat must be handled carefully as well. When
removing the seat, be careful when setting on floor not to drop. If
dropped, the sensor may be inoperative. Failure to follow these
 When the seat is on the floor, no one should sit in the front
passenger seat. This uneven force may damage the sensing ability
of the seat weight sensors. If sat on and damaged, the sensor may
be inoperative. Failure to follow these instructions may result in
personal injury or death.
BIN, UNDER SEAT STORAGE
REMOVAL
REMOVAL

1. Remove the passenger side seat and place on bench. Refer to SEAT, FRONT, REMOVAL.
2. Place the seat upside down, open the storage bin door and remove the two fasteners (1) from the bin liner.
Fig. 562: Fasteners

3. Remove the fasteners (1) securing the storage bin to the seat frame.
4. Remove the storage bin from the passenger seat.
INSTALLATION
INSTALLATION
Fig. 563: Fasteners

1. Align and position the storage bin to the passenger seat.

2. Install the fasteners (1) securing the storage bin to the seat frame. Tighten the fasteners securely.

3. Install the two fasteners (1) through the bin liner. Tighten the fasteners securely.
4. Install the passenger side seat. Refer to SEAT, FRONT, INSTALLATION.
COVER, SEAT CUSHION, FRONT
REMOVAL
REMOVAL
NOTE: Before proceeding with the following procedure, review all Warnings and
Cautions. Refer to SEATS, WARNING.
NOTE: It is not necessary to remove the seat back from the seat to service the seat
bottom cushion and cover.
NOTE: Passenger seat shown in illustration. Driver seat similar.

Fig. 565: Trim Cap & Outboard Seat Cushion Side Shield
1. Remove the front seat being serviced and place it on a workbench. Refer to SEAT, FRONT,
REMOVAL.
2. On passenger side seats, remove the storage bin from the front of the seat. Refer to BIN, UNDER SEAT
STORAGE, REMOVAL.
3. Using Trim Stick (special tool #C-4755, Trim Stick) or equivalent, remove the trim cap (1) from the
outboard seat cushion side shield (2).
Fig. 566: Three Screws & Outboard Seat Cushion Side Shield
4. Remove the three screws (1, 2 and 4) that secure the outboard seat cushion side shield (3) to the seat.
5. Disengage the front of the outboard seat cushion side shield from the seat and carefully remove the side
shield.
Fig. 567: Trim Cap & Seat Back Recliner Lever

6. Using Trim Stick (special tool #C-4755, Trim Stick) or equivalent, remove the trim cap (1) from the seat
back recliner lever (2).
Fig. 568: Screw, Seat Back Recliner Lever, Inboard Seat Cushion Side Shield & Washer
7. Remove the screw (1) and washer (2) that secure the seat back recliner lever (3) to the seat and remove
the lever.
8. Remove the two screws that secure the inboard seat cushion side shield (4) to the seat and remove the
side shield.
Fig. 569: Four Hog Rings, Seat Bottom Cover & Bottom Frame
9. Remove the four hog rings (1) that secure the back of the seat bottom cover (2) to the seat bottom frame
(3).
Fig. 570: J-clips & Air Bag Wire Harness Connector

10. Disconnect the wiring harness connectors and wire harness leads from underneath the seat, when
equipped with heated seats and/or an Occupant Detection Sensor (ODS). Refer to PAD, HEATER,
DESCRIPTION and SENSOR, OCCUPANT DETECTION, DESCRIPTION .
11. Disengage the J-clips (1 and 3) that secure the bottom-rear of the seat back cover together.
12. Disconnect the air bag wire harness connector (2) and route the wire harness lead and connector through
the seat bottom cover.
Fig. 571: Two J-Clips, Seat Bottom Cover & Seat Bottom Frame
NOTE: Inboard side shown in illustration. Outboard side similar.
13. Disengage the two J-clips (2) that secure each side of the seat bottom cover (1) to the seat bottom frame
(3).
Fig. 572: J-Clip, Seat Bottom Cover & Seat Bottom Frame
14. Disengage the J-clip (1) that secures the front of the seat bottom cover (2) to the seat bottom frame (3).
15. Carefully remove the seat bottom cushion and cover from the seat bottom frame as an assembly. Route
the heated seat and/or the ODS wire harness leads through the seat bottom frame, as equipped.
16. If necessary, remove the seat bottom cover from the seat bottom cushion. Refer to DISASSEMBLY .
DISASSEMBLY
DISASSEMBLY
Fig. 573: Seat Bottom Cover & Seat Bottom Cushion

1. Remove the seat bottom cushion and cover from the seat bottom frame. Refer to COVER, SEAT
CUSHION, FRONT, REMOVAL and COVER, SEAT CUSHION, REAR, REMOVAL.
2. Disengage the rear of the seat bottom cover (1) from the seat bottom cushion (2).
Fig. 574: Hog Rings, Seat Bottom Cover & Seat Bottom Cushion
3. Remove the hog rings (2) that secure the seat bottom cover (1) to the seat bottom cushion (3) and remove
the cover.
4. If necessary, remove and discard the heated seat pad from the seat bottom cushion. Refer to PAD,
HEATER, REMOVAL .
5. If necessary, remove and discard the Occupant Detection Sensor (ODS) from the passenger side seat
bottom cushion. Refer to SENSOR, OCCUPANT DETECTION, REMOVAL .
ASSEMBLY
ASSEMBLY
1. If necessary, install a new Occupant Detection Sensor (ODS) onto the passenger side seat bottom
cushion. Refer to SENSOR, OCCUPANT DETECTION, INSTALLATION .
2. If necessary, install a new heated seat pad onto the seat bottom cushion. Refer to PAD, HEATER,
INSTALLATION .
3. Position the seat bottom cover (1) onto the seat bottom cushion (3) and attach new hog rings (2).
Fig. 576: Seat Bottom Cover & Seat Bottom Cushion

4. Engage the rear of the seat bottom cover (1) to the seat bottom cushion (2).
5. Install the seat bottom cushion and cover. Refer to COVER, SEAT CUSHION, FRONT,
INSTALLATION or COVER, SEAT CUSHION, REAR, INSTALLATION.
INSTALLATION
INSTALLATION
Fig. 577: J-Clip, Seat Bottom Cover & Seat Bottom Frame
1. If removed, install the seat bottom cover onto the seat bottom cushion. Refer to ASSEMBLY .
2. Position the seat bottom cushion and cover onto the seat bottom frame. Carefully route the heated seat
and/or the Occupant Detection Sensor (ODS) wire harness leads through the seat bottom frame, as
equipped.
3. Engage the J-clip (1) that secures the front of the seat bottom cover (2) to the seat bottom frame (3).
Fig. 578: Two J-Clips, Seat Bottom Cover & Seat Bottom Frame
NOTE: Inboard side shown in illustration. Outboard side similar.
4. Engage the two J-clips (2) that secure each side of the seat bottom cover (1) to the seat bottom frame (3).

5. Route the air bag wire harness lead and connector (2) through the rear of the seat bottom cover and
reconnect the connector.
6. Engage the J-clips (1 and 3) that secure the bottom-rear of the seat back cover (2) together.
Fig. 580: Four Hog Rings, Seat Bottom Cover & Bottom Frame
7. Connect the wiring harness connectors and wire harness leads underneath the seat, when equipped with
heated seats and/or an ODS. Refer to PAD, HEATER, DESCRIPTION and SENSOR, OCCUPANT
DETECTION, DESCRIPTION .
8. Install four new hog rings (1) to secure the back of the seat bottom cover (2) to the seat bottom frame (3).
9. Position the inboard seat cushion side shield (4) to the seat and install the two retaining screws. Tighten
the screws securely.

10. Install the seat back recliner lever (3).
11. Install the screw (1) and washer (2) that secures the seat back recliner lever. Tighten the screw securely.

12. Install the trim cap (1) onto the seat back recliner lever (2).
13. Position the outboard seat cushion side shield (3) to the seat and engage the front of the side shield to the
seat.
14. Install the three screws (1, 2 and 4) that secure the outboard seat cushion side shield to the seat. Tighten
15. Install the trim cap (1) onto the outboard seat cushion side shield (2).
16. On passenger side seats, install the storage bin onto the front of the seat. Refer to BIN, UNDER SEAT
STORAGE, INSTALLATION.
17. Install the front seat. Refer to SEAT, FRONT, INSTALLATION.
COVER, SEAT CUSHION, REAR
REMOVAL
REMOVAL
Fig. 585: Seat Cushion, Mounting Bolts & Access Cover

1. Remove the rear lower seat mounting bolts (3).

2. Lift the front of the rear cushion (1) up and remove the cushion from under the seat back.
DISASSEMBLY
DISASSEMBLY
Fig. 586: Cushion Assembly

1. Remove the seat cushion. Refer to SEAT, FRONT, REMOVAL.

2. Separate the J-straps (1) from the seat frame.
Fig. 587: Cushion Cover - Hog Rings

1 - SEAT FOAM CUSHION

2 - HOG RINGS
3 - SEAT CUSHION COVER
3. Remove the hog rings (2) connecting the seat cover (3) to the seat cushion foam (1) and separate from the
seat cushion frame.
ASSEMBLY
ASSEMBLY
Fig. 588: Cushion Cover - Hog Rings

1 - SEAT FOAM CUSHION

2 - HOG RINGS
3 - SEAT CUSHION COVER
1. Place the cushion cover (3) onto the cushion foam (1) and install new hog rings (2).
Fig. 589: Cushion Assembly

2. Connect the J-straps (1) to the seat cushion frame.

3. Install the seat cushion. Refer to SEAT, FRONT, INSTALLATION.
INSTALLATION
INSTALLATION

1. Install the rear lower seat cushion (1). Guide the seat belt latches through the rear of the seat.
2. Install the seat mounting bolts (3). Tighten to 40 N.m (30 ft. lbs.).
HANDLE, RECLINER
ADJUSTMENTS
ADJUSTMENT
PASSENGER SEAT

1. Using (special tool #C-4755, Trim Stick), remove the trim cap (1) from the seat back recliner lever (2).
the lever.
side shield.
Fig. 593: Lift The Fabric

4. Lift the fabric (1) covering the recliner cable.
Fig. 594: Tie Strap & Cable Retaining Clip

5. Install a tie strap (2) through the hole of the seat recliner lever that secures the cable retaining clip (1). Cut
off the excess length from the tie strap.
6. Attach the cable retaining clip (1) to the seat adjusting lever if disengagement has occurred.
NOTE: Make sure the head of the tie strap is facing outward and does not
interfere with lever travel.

DRIVER SEAT
Fig. 597: Cover

NOTE: The driver side seat does not need to be removed from the vehicle to complete
the repair.
1. Position the driver seat back and track in the full forward position. Unzip the seat cover and lift the rear
flap of the cover (1) in order to detach the lower seat back J-channel retainer at the bottom of the seat
back upholstery.
Fig. 598: Seat Cover Side, Seat Recliner Cable Retaining Clip & Easy Entry Cable Compensator
2. Detach the seat cover side (2).

3. Locate the seat recliner cable retaining clip (1).
4. Locate the easy entry cable compensator (3).
Fig. 599: Tie Strap

5. Install a tie strap (1) through the hole of the seat recliner lever that secures the cable retaining clip. Cut off
the excess length from the tie strap.
6. Attach the cable retaining clip (1) to the seat adjusting lever if disengagement has occurred.
NOTE: Make sure the head of the tie strap is facing outward and does not
interfere with lever travel.
Fig. 600: Easy Entry Cable Compensator

7. Locate the easy entry cable compensator (1), pry open the lock tab in order to adjust the cable housing
length.
Fig. 601: Cable Housing

8. While holding the compensator level with the bottom of the metal seat support brace, push the cable
housing (1) into the compensator housing until all slack is out of the cable housing.
NOTE: Reinstall the compensator lock tab slightly so that it can be squeezed into
position once the compensator housing has been adjusted while at the
same time being held level.
Fig. 602: Seat Cover Side, Seat Recliner Cable Retaining Clip & Easy Entry Cable Compensator
9. Attach the seat cover side (2).

Fig. 603: Cover

10. Attach the lower seat back J-channel retainer at the bottom of the seat back upholstery. Lower the rear
flap of the cover (1) and zip. Position the driver seat back and track in the full forward position.
REMOVAL
REMOVAL

REMOVAL.
the lever.
INSTALLATION
INSTALLATION

HEADREST
REMOVAL
REMOVAL
Fig. 608: Head Restraint & Two Head Restraint Sleeves

NOTE: Front seat shown in illustration, rear seat typical.
1. Remove the head restraint (1) from the seat back. Press the release tab on the two head restraint sleeves (2
and 3) and pull the head restraint straight upward.
FRONT SEAT RESTRAINT SLEEVES
Fig. 609: Removing Headrest Sleeves

NOTE: Typical front seat back and head restraint sleeves shown in illustration.
1. Remove the head restraint from the vehicle.

2. Unzip the rear of the seat back cover to gain access to the head restraint sleeves (1).
3. Using a small flat bladed tool (4) or equivalent, release the head restraint sleeve retaining tabs through the
openings (2) in the seat back frame.
4. Using a soft hammer (3) or equivalent, remove the head restraint sleeves.
REAR SEAT RESTRAINT SLEEVES
Fig. 610: Sleeve

CAUTION: Take great care not to damage the seat cover.
1. Remove the headrest.

2. Press the retaining tooth using a suitable tool and remove the sleeve (1) pushing it upward.
INSTALLATION
INSTALLATION

NOTE: Front seat head restraint shown in illustration, rear seat restraint typical.
1. Install the head restraint (1) onto the seat back. Press the release tab on the two head restraint sleeves (2
and 3) and push the head restraint straight downward.
FRONT SEAT RESTRAINT SLEEVES
Fig. 612: Headrest Sleeve Install

NOTE: Typical front seat back and head restraint sleeves shown in illustration.
1. Position the seat back cover and cushion (1) onto the seat back frame.
2. Install the headrest sleeves (2) by pushing down on the sleeve.
3. Zip up the seat back cover and tuck the loose ends of the zippers into the seat back.
4. Install the front head restraint.
REAR SEAT RESTRAINT SLEEVES
Fig. 613: Sleeve

CAUTION: Take great care not to damage the seat cover.
1. Position the head restraint sleeve (1) in its housing on the frame.
2. Push the sleeve (1) downward until it's fully seated in the backrest frame.
3. Install the head restraint.
SEAT BACK, FRONT
REMOVAL
REMOVAL

REMOVAL.
2. Using Trim Stick (special tool #C-4755, Trim Stick) or equivalent, remove the trim cap (1) from the
outboard seat cushion side shield (2).
3. Remove the three screws (1, 2 and 4) that secure the outboard seat cushion side shield (3) to the seat.
4. Disengage the front of the outboard seat cushion side shield from the seat and carefully remove the side
shield.

the lever.
side shield.

8. Disengage the J-clips (1 and 3) that secure the bottom-rear of the seat back cover together.
9. Disconnect the air bag wire harness connector (3).
10. Disconnect the heated seat wiring harness connector, when equipped with heated seats. Refer to PAD,
HEATER, DESCRIPTION .
Fig. 619: Two Bolts, Seat Back Frame & Seat Bottom Frame
WARNING: Do not reuse the bolts that secure the seat back frame to the seat.
Always discard and replace the seat back bolts with new bolts.
Reinstalling the original bolts may result in the seat back becoming
loose after repair. Failure to follow these instructions may result in
serious or fatal injury.
11. Remove and discard the two bolts (2) that secure each side of the seat back frame (1) to the seat bottom
frame (3).
Fig. 620: Seat Back Recliner Cable, Seat Back Recliner Lever, Cushion And Cover
12. Disconnect the seat back recliner cable (2) from the seat back recliner lever (1).
13. Remove the seat back frame, cushion and cover (3) as an assembly from the seat bottom.
14. If necessary, remove the seat back cover and cushion from the seat back frame. Refer to SEAT BACK,
FRONT, DISASSEMBLY.
DISASSEMBLY
DISASSEMBLY


1. Remove the seat back frame, cushion and cover as an assembly from the front seat. Refer to SEAT
BACK, FRONT, REMOVAL and SEAT BACK, REAR, REMOVAL.
2. Remove the head restraint (1) from the seat back. Press the release tab on the two head restraint sleeves (2
and 3) and pull the head restraint straight upward.
Fig. 622: Removing Headrest Sleeves

NOTE: Typical seat back and head restraint sleeves shown in illustration.
3. Unzip the rear of the seat back cover to gain access to the head restraint sleeves (1).
4. Using a small flat bladed tool (4) or equivalent, release the head restraint sleeve retaining tabs through the
openings (2) in the seat back frame.
5. Using a soft hammer (3) or equivalent, remove the head restraint sleeves.
6. Remove the seat back cover and cushion from the seat back frame.
7. Remove the hog rings (2) that secure the seat back cover (1) to the seat back cushion (3) and remove the
cover.
8. If necessary, remove and discard the heated seat pad from the seat back cushion. Refer to PAD,
HEATER, REMOVAL .
9. If necessary, remove the air bag from the seat back frame. Refer to AIR BAG, SEAT, REMOVAL .
ASSEMBLY
ASSEMBLY

1. If necessary, install the air bag onto the seat back cushion. Refer to AIR BAG, SEAT,
INSTALLATION .
2. If necessary, install a new heated seat pad onto the seat back cushion. Refer to PAD, HEATER,
INSTALLATION .
3. Position the seat back cover (1) onto the seat back cushion (3) and attach new hog rings (2).
Fig. 625: Headrest Sleeve Install

NOTE: Typical seat back and head restraint sleeves shown in illustration.
4. Position the seat back cover and cushion (1) onto the seat back frame.
5. Install the headrest sleeves (2).
6. Zip up the seat back cover and tuck the loose ends of the zippers into the seat back.

7. Install the head restraint (1) onto the seat back. Press the release tab on the two head restraint sleeves (2
and 3) and push the head restraint straight downward.
8. Install the seat back frame, cushion and cover. Refer to SEAT BACK, FRONT, INSTALLATION and
SEAT BACK, REAR, INSTALLATION.
INSTALLATION
INSTALLATION

Fig. 627: Seat Back Recliner Cable, Seat Back Recliner Lever, Cushion And Cover
1. If removed, install the seat back cushion and cover onto the seat back frame. Refer to SEAT BACK,
FRONT, ASSEMBLY.
2. Position the seat back cushion, cover and frame (3) to the seat bottom and engage the seat back recliner
cable (2) to the seat back recliner lever (1).
Fig. 628: Two Bolts, Seat Back Frame & Seat Bottom Frame
WARNING: Do not reuse the bolts that secure the seat back frame to the seat.
Always discard and replace the seat back bolts with new bolts.
Reinstalling the original bolts may result in the seat back becoming
loose after repair. Failure to follow these instructions may result in
3. Align the seat back frame (1) to the seat bottom frame (3) and install four new retaining bolts (2). Tighten
the bolts to 40 N.m (30 ft. lbs.).

4. Connect the air bag wire harness connector (2).

5. Connect the heated seat element wiring harness connector, when equipped with heated seats.
6. Engage the J-clips (1 and 3) that secure the bottom-rear of the seat back cover together.


11. Position the outboard seat cushion side shield (3) to the seat and engage the front of the side shield to the
seat.
12. Install the three screws (1, 2 and 4) that secure the outboard seat cushion side shield to the seat. Tighten
13. Install the trim cap (1) onto the outboard seat cushion side shield (2).
SEAT BACK, REAR
REMOVAL
REMOVAL
Fig. 634: Fastener & Seat Back Check Bracket


2. Remove the fastener (1) securing the seat back check bracket (2) and remove the bracket.
Fig. 635: Fasteners & Seat Back

3. Fold the seat backs forward.

4. Remove the fasteners (2) securing the seat back (1) to the bodyside. Repeat for the opposite side.
5. Pull the seats straight up and rearward.
6. If necessary, separate the seat backs (1).
INSTALLATION
INSTALLATION
Fig. 636: Fasteners & Seat Back

1. If separated, re-attach the seat backs (1).

2. Position the seat backs (1) into the vehicle, ensuring the guide pin is seated into the center bracket.
3. Install the fasteners (2) securing the seat back (1) to the bodyside. Tighten the fasteners to 40 N-m (30 ft.
lbs.). Repeat for the opposite side.
Fig. 637: Fastener & Seat Back Check Bracket

4. Position the seat back check bracket (2) to the bracket housing.
5. Install the fastener securing the seat back check bracket (2). Tighten the fastener to 28 N-m (21 ft. lbs.).
SEAT, FRONT
REMOVAL
REMOVAL
Fig. 638: Floor Bolts

NOTE: Base model shown in illustration, other models typical unless noted.
NOTE: Driver side shown in illustration, passenger side typical unless noted.

2. Position the seat forward.
3. Remove the seat to floor bolts (1, 2) located in the rear area of the front seat.
Fig. 639: Harness Cover & Retaining Pins

4. Passenger side seats, remove the harness cover (2) by pulling the retaining pins (1).

5. Position the seat rearward.

6. Remove the seat to floor bolts (1).
7. Disconnect the wiring harness connectors.
Fig. 641: Seat

8. Remove the seat from the vehicle.
INSTALLATION
INSTALLATION
Fig. 642: Seat

NOTE: Driver side shown in illustration, passenger side typical unless noted.
1. Position the seat into the vehicle.


2. Connect the wiring harness connectors.

3. Install the seat to floor bolts (1). Tighten the bolts to 24 N-m (18 ft. lbs.).
Fig. 644: Harness Cover & Retaining Pins

4. Passenger side seats, install the harness cover (2) by aligning and pushing in the retaining pins (1).

5. Position the seat forward.

6. Install the seat to floor bolts (1, 2) located in the rear area of the front seat. Tighten the bolts to 24 N-m
(18 ft. lbs.).
7. Do not reconnect the battery negative cable at this time. The occupant classification module system
verification test procedure should be performed following service of any supplemental restraint system
component. Refer to DIAGNOSIS AND TESTING .
SHIELD, SEAT, SIDE
DESCRIPTION
DESCRIPTION
To remove/install the front seat's inboard and outboard shields. Refer to COVER, SEAT CUSHION, FRONT,
REMOVAL or COVER, SEAT CUSHION, FRONT, INSTALLATION.
STATIONARY GLASS
WARNING
WARNING
WARNING: Do not operate the vehicle within 24 hours of windshield installation. It

takes at least 24 hours for urethane adhesive to cure. If it is not cured, the
windshield may not perform properly in an accident.
 Urethane adhesives are applied as a system. Use glass cleaner,

glass prep solvent, glass primer, PVC (vinyl) primer and pinch weld
(fence) primer provided by the adhesive manufacturer. If not,
structural integrity could be compromised.
 Chrysler does not recommend glass adhesive by brand. Technicians
should review product labels and technical data sheets, and use
only adhesives that their manufactures warrant will restore a vehicle
to the requirements of FMVSS 212. Technicians should also insure
that primers and cleaners are compatible with the particular
adhesive used.
 Be sure to refer to the urethane manufacturer's directions for curing
time specifications, and do not use adhesive after its expiration date.
 Vapors that are emitted from the urethane adhesive or primer could
cause personal injury. Use them in a well-ventilated area.
 Skin contact with urethane adhesive should be avoided. Personal
injury may result.
 Always wear eye and hand protection when working with glass.
CAUTION: Protect all painted and trimmed surfaces from coming in contact with
urethane or primers.
Be careful not to damage painted surfaces when removing moldings or

cutting urethane around windshield.
GLASS, FULL OPEN RETRACTABLE ROOF
DESCRIPTION
DESCRIPTION
Fig. 646: Rear Glass / Backlite

The rear glass / backlite (1) is not serviced separately from the folding top cover. If the rear glass / backlite is
damaged, the folding top cover will have to be replaced.
GLASS, QUARTER
REMOVAL
REMOVAL
Fig. 647: Quarter Glass & Window Fence

1. Before proceeding with the following repair procedure, review all warnings and cautions. Refer to
STATIONARY GLASS, WARNING.
2. Remove the headliner. Refer to HEADLINER, REMOVAL.
3. Remove the quarter panel trim from the side of the vehicle being serviced. Refer to PANEL, QUARTER
TRIM, REAR, REMOVAL.

or cutting urethane around the fixed glass/windshield.
4. Using a razor knife, cut the urethane adhesive that secures the quarter glass (1) to window fence (2).
5. Carefully push the quarter window glass (1) from the opening.
INSTALLATION
INSTALLATION
Fig. 648: Quarter Glass & Window Fence

WARNING: Do not operate the vehicle within 24 hours of quarter glass installation. It
quarter glass may not perform properly if the vehicle is in an accident.
CAUTION: To help prevent water leaks, partially roll down the left and right door
glass before installing the quarter glass. This avoids pressurizing the
passenger compartment if a door is slammed before the urethane is cured.
NOTE: To prevent corrosion, do not damage paint on the quarter glass fence when
removing original urethane.
NOTE: The quarter glass fence should be cleaned of most of its old urethane adhesive.
A small amount of old urethane, approximately 1 mm (.04 in.) in height should
remain on the fence. Do not completely remove all old urethane from the fence,
the paint finish and bonding strength will be adversely affected.
1. Using a razor knife, level the original bead of urethane on the fence to a thickness of approximately 1 mm
(0.04 in.).
2. If the quarter glass (1) is being reused, remove as much of the original urethane as possible from the glass
surface using a razor knife.
WARNING: Do not use solvent based glass cleaners to clean the quarter glass
before applying glass prep and primer or poor glass adhesion may
result.
3. Clean the inside of the quarter glass (1) with an ammonia based glass cleaner and a lint-free cloth.
4. Apply glass prep adhesion promoter 25 mm (1 in.) wide around the perimeter of the glass and 5 mm (0.2
in.) from the edge of the glass and wipe dry with a clean lint-free cloth until no streaks are visible.
5. Apply glass primer 25 mm (1 in.) wide around the perimeter of the glass and 5 mm (0.2 in.) from the edge
of the glass. Allow at least three minutes drying time.
6. Using a flashlight, verify that the primer is completely and evenly installed along the perimeter of the
quarter glass.
7. Re-prime any area that is not fully and evenly primed.
8. Clean the quarter glass fence with an ammonia based glass cleaner and a lint-free cloth.
9. Apply pinch weld primer 15 mm (0.75 in.) wide around the quarter glass fence. Allow at least three
minutes drying time.
10. Using a flashlight, verify that the primer is completely and evenly installed along the quarter glass fence.
CAUTION: Always apply the bead of adhesive to the quarter glass. Always
install the quarter glass within 5 minutes after applying the adhesive.
NOTE: If the original urethane adhesive has been exposed for more than 12
hours, the entire adhesive area will need to be re-primed prior to installing
new adhesive.
12. Apply approximately a 10 mm (0.4 in.) wide bead of adhesive with a triangular nozzle approximately 6
mm (0.230 in.) from the edge of the glass starting at the bottom center of the quarter glass.
13. Run the end of the adhesive bead on the quarter glass parallel to the start of the bead and smooth the ends
flush.
14. Place the quarter glass (1) into the window opening (2) and insert mounting studs through the holes in the
window fence.
15. Install the headliner. Refer to HEADLINER, INSTALLATION.
16. Install the quarter panel trim. Refer to PANEL, QUARTER TRIM, REAR, INSTALLATION.
WINDSHIELD
DESCRIPTION
DESCRIPTION
The windshield is attached to the window frame (fence) with urethane adhesive. The urethane adhesive is
applied cold and seals the surface area between the window opening and the glass. The primer adheres the
urethane adhesive to the windshield.
It is difficult to salvage a windshield during the removal operation. The windshield is part of the structural
support for the roof. The urethane bonding used to secure the windshield to the fence is difficult to cut or clean
from any surface. If the rubber seals are set in urethane, it would also be unlikely they could be salvaged.
Before removing the windshield, check the availability of the windshield and seals from the parts supplier.
REMOVAL
REMOVAL
Fig. 649: Adhesive Separation

1. Before proceeding with the following repair procedure, review all warnings and cautions. Refer to
STATIONARY GLASS, WARNING.
2. Remove the rear view mirror. Refer to MIRROR, REARVIEW, REMOVAL.
3. Remove the cowl grille. Refer to COVER, COWL PANEL, REMOVAL.

or cutting urethane around the windshield.
4. Remove molding from the top of the windshield.

5. Using an assistant and a wire-type windshield cut-out tool (1, 3 and 4), cut and separate the urethane
adhesive (2) securing the windshield to the windshield fence.

6. Using appropriate tools, carefully remove the windshield (1) from the vehicle.
INSTALLATION
INSTALLATION
Fig. 651: Removing Old Windshield Adhesive

WARNING: Do not operate the vehicle within 24 hours of windshield installation. It

windshield may not perform properly if the vehicle is in an accident.
CAUTION: To help prevent water leaks, partially roll down the left and right door
glass before installing the windshield. This avoids pressurizing the

passenger compartment if a door is slammed before the urethane is cured.
1. If the windshield (1) is being reused, remove as much of the original urethane (3) as possible from the
glass surface using a razor knife (2).
Fig. 652: Leveling Windshield Adhesive

NOTE: To prevent corrosion, do not damage paint on windshield fence when

removing original urethane.
NOTE: The windshield fence should be cleaned of most of its old urethane
adhesive. A small amount of old urethane, approximately 1 mm (.04 in.) in
height should remain on the fence. Do not completely remove all old
urethane from the fence, the paint finish and bonding strength will be
adversely affected. Support spacers located near the cowl at the bottom of
the windshield fence should be replaced with new spacers. Replace any
missing or damaged spacers around the perimeter of the windshield
fence.
2. Using a razor knife (2), level the original bead of urethane (1) on the windshield fence (3) to a thickness
of approximately 1 mm (0.04 in.) and remove any damaged adhesive backed spacers.
Fig. 653: Windshield, Windshield Fence And Spacers

3. Install new adhesive backed spacers along the windshield fence as required.
4. Install a new rubber seal along the top of the windshield (1).
5. Using an assistant, position the windshield into the windshield opening and against the windshield fence
and spacers (2).
6. Verify the windshield lays evenly against the fence at the top, bottom and sides of the opening. If not, the
fence must be formed to the shape of the windshield.
7. Mark the windshield and the windshield fence with a grease pencil or pieces of masking tape to use as a
reference for installation.
8. Using an assistant, remove the windshield from the windshield opening and place it on a suitable padded
work surface.
Fig. 654: Applying Primer To Gluing Surface Of Windshield Seal

WARNING: Do not use solvent based glass cleaners to clean the windshield
before applying glass prep and primer or poor glass adhesion may
result.
9. Clean the inside of the windshield with an ammonia based glass cleaner and a lint-free cloth.
10. Apply glass prep adhesion promoter 25 mm (1 in.) wide (1) around the perimeter of the windshield (2)
and 5 mm (0.2 in.) from the edge of the glass and wipe dry with a clean lint-free cloth until no streaks are
visible.
11. Apply glass primer 25 mm (1 in.) wide (1) around the perimeter of the windshield (2) and 5 mm (0.2 in.)
from the edge of the glass. Allow at least three minutes drying time.
12. Using a flashlight, verify that the primer is completely and evenly installed along the perimeter of the
windshield.
Fig. 655: Applying Windshield Primer

14. Clean the windshield fence with an ammonia based glass cleaner and a lint-free cloth.
15. Apply pinch weld primer 15 mm (0.75 in.) wide (1) around the windshield fence (2). Allow at least three
minutes drying time.
16. Using a flashlight, verify that the primer is completely and evenly installed along the windshield fence.
Fig. 656: Applying Windshield Adhesive

CAUTION: Always apply the bead of adhesive to the windshield. Always install
the windshield within 5 minutes after applying the adhesive.
NOTE: If the original urethane adhesive has been exposed for more than 12
hours, the entire adhesive area will need to be re-primed prior to installing
new adhesive.
18. Apply approximately a 10 mm (0.4 in.) wide bead of adhesive (1) with a triangular nozzle approximately
6 mm (0.230 in.) from the edge of the glass (2) starting at the bottom center of the windshield.
Fig. 657: Windshield Adhesive Overlap

19. Run the end of the adhesive bead (1) on the windshield (2) parallel to the start of the bead and smooth the
ends flush.
Fig. 658: Windshield, Windshield Fence And Spacers

20. Using an assistant, position the windshield (1) over the windshield opening.
21. Using the grease pencil marks or tape as reference points, align the windshield to the windshield opening.
22. Carefully lower the windshield into the windshield opening. Guide the windshield and the rubber seal at
the top the windshield into its proper location.
CAUTION: It is not possible to move the windshield after installation. The

windshield should never be pressed into place by more than one
person, because the windshield can break if pressed simultaneously
on both sides.
23. Push the windshield inward until the windshield comes into contact with the spacers (2) located on each
side and the bottom of the windshield fence.
24. Install the cowl grill. Refer to COVER, COWL PANEL, REMOVAL.
25. Install the rear view mirror onto the windshield. Refer to COVER, COWL PANEL, INSTALLATION.
SUNROOF
CLEANING
CLEANING
Fig. 659: Antenna Mast & Antenna Base

1. Remove the antenna mast (2) from the antenna base (1).
Fig. 660: Glass Panel & Two Torx Screws

2. Open the glass panel (2) to the fully opened position.

3. Unlock/remove the two torx screws from the lateral guide. Repeat this step for the opposite side.
4. Remove the glass panel (2) from the sunroof.
5. Press the vehicle's sunroof switch and slide the mechanism into it's tilting position.
Fig. 661: Belt

6. Using isopropyl alcohol and a shop towel, start the cleaning procedure from the belt (1).
Fig. 662: Lateral Guides

7. Clean the lateral guides (1) thoroughly.

Fig. 663: Glass Guides

8. Clean the glass sliding shoes, the inside and the sides of the glass guides (1).
Fig. 664: Glass Guides

9. Using Molikote EM 50L Grease or equivalent and a brush, thoroughly apply grease to the glass sliding
shoes, the insides and the sides of the glass guides (1).
Fig. 665: Mechanism Belts And Guides

10. Apply grease to mechanism belts (1) and guides (2).

11. Push the switch and open the mechanism to the maximum opened position.
12. Insert the glass panel (2) to the mechanism.It is important the sliding shoes are correctly installed into
the guides.
13. Install the two torx screws to the lateral guide and tighten securely. Repeat this step for the opposite side.
14. Close the sunroof completely.

15. Install the antenna mast (2) to the antenna base (1).
16. Perform the sunroof motor reinitialization procedure to verify the sunroof is functioning properly. Refer
to MOTOR, SUNROOF, STANDARD PROCEDURE .
GLASS, SUNROOF
REMOVAL
REMOVAL

1. Remove the antenna mast (2) from the antenna base (1).

2. Open the glass panel (2) to the fully opened position.

3. Unlock/remove the two torx screws from the lateral guide. Repeat this step for the opposite side.
4. Remove the glass panel (2) from the sunroof.
INSTALLATION
INSTALLATION

1. Push the switch and open the mechanism to the maximum opened position.
2. Insert the glass panel (2) to the mechanism.It is important the sliding shoes are correctly installed into
the guides.
3. Install the two torx screws to the lateral guide and tighten securely. Repeat this step for the opposite side.
4. Close the sunroof completely

5. Install the antenna mast (2) to the antenna base (1).
SUNROOF
DESCRIPTION
DESCRIPTION
Fig. 672: Fixed Glass Sunroof And A Power Glass Sunroof

There are two versions of the sunroof, a fixed glass sunroof and a power glass sunroof. The sunroof frame is
bolted and bonded to the body structure to provide a sealed and structurally strong installation. The frame must
be replaced with the glass if the glass requires replacement. The power sunroof consists of a moveable glass
panel and a front deflector. When opened, the glass panel runs on top of the roof acting as a spoiler.
SUNSHADE, SUNROOF
REMOVAL
REMOVAL
Fig. 673: Removing/Installing Drain Channel

1. Remove the drain trough. See REMOVAL

2. Push up the front center of the sunshade (1) to pop out the front two feet.
Fig. 674: Removing/Installing Sunshade

3. Rotate the sunshade (2) so that the other feet (1) are removed from the guide track.
INSTALLATION
INSTALLATION
Fig. 675: Removing/Installing Sunshade

1. Verify the sunshade track is free of obstructions like the trim lace/ring.
2. Start with sunshade (2) at an angle with one foot (1) in the track.
3. Rotate the sunshade so the other rear foot is in the track as well as the 2 other feet (3) on the same side as
the first foot.
Fig. 676: Removing/Installing Drain Channel

4. To insert the remaining two feet (2) apply force to the middle front of sunshade (3) and guide them into
the track.
5. Check that all the feet are in the right track and verify sunshade operation.
6. Install the drain trough. See INSTALLATION
TUBE, SUNROOF DRAIN, FULL OPEN RETRACTABLE ROOF
REMOVAL
REMOVAL
Fig. 677: Drain Tube

2. Remove the A-pillar. Refer to PANEL, A-PILLAR TRIM, REMOVAL.
3. Remove the headliner side rail trim panel. Refer to HEADLINER, SIDE RAIL, REMOVAL.
4. Detach the drain tube (1) at the roof frame.

5. Detach the drain tube (1) at the cowl panel.


6. Detach the drain tube (1) from the mounting clips located along the A-pillar and remove the drain tube.
INSTALLATION
INSTALLATION

1. Align and position the drain tube (1) to the mounting clips located along the A-pillar and install the drain
tube.

2. Attach the drain tube (1) at the cowl panel, make sure the grommet is properly seated. .

3. Attach the drain tube (1) at the roof frame.

4. Install the headliner side rail trim panel. Refer to HEADLINER, SIDE RAIL, INSTALLATION.
5. Install the A-pillar. Refer to PANEL, A-PILLAR TRIM, INSTALLATION.
WEATHERSTRIP/SEALS, FULL OPEN RETRACTABLE ROOF

REMOVAL
REMOVAL


Fig. 684: Motor

3. The roof can be opened or closed manually using a socket or the wrench provided in the vehicle's tool kit
attached to the motor (1), accessible in the opening located in the trim panel under the rear shelf.











Fig. 695: Clip



opposite side.


Fig. 700: Rivet




39. Remove the fastener securing the rear stop block (1). Do not misplace the square nut insert. Repeat on
the opposite side.

side.
Fig. 705: Roof Weatherstrip

43. At rear of weatherstrip (1), pull outward and upward.

44. Continue to roll the weatherstrip (1) off of the perimeter of the folding top frame until weatherstrip (1) is
completely removed.
INSTALLATION
INSTALLATION
Fig. 706: Weatherstrip & Alcohol Wipe

1. Place replacement weatherstrip (1) face down on a clean and dry surface.
2. Alcohol wipe (2) entire weatherstrip mating surface (bottom) and allow to dry for one minute.
3. Clean top surface of folding top frame with wax and grease remover, per manufacture recommendations.
4. Alcohol wipe entire folding top frame area where the weatherstrip will make contact. Allow to dry for
one minute.
Fig. 707: Butyl, Weatherstrip & Guide Lines

NOTE: It is crucial that there are no skips or voids in the butyl bead
5. Apply 4 mm butyl (3) to the entire perimeter of the weatherstrip (2) mating surface. Butyl is to be placed
between guide lines (1).
Fig. 708: Weatherstrip Adhesive 500 Mm (19.7 In) & 300 Mm (11.8 In)
1 = 500 mm (20 in)

2 = 300 mm (12 in)
NOTE: Right side shown in illustration, left side typical
NOTE: Care should be taken to not make contact with the adhesive and butyl
areas of the weatherstrip
6. Apply a 3-4 mm bead of weatherstrip adhesive to the outboard edge next to the butyl. From the front
corners, the adhesive is to extend inward 300 mm (12 in.) and 500 mm (20 in.) rearward.
Fig. 709: Front Corners & Folding Top Frame

7. With assistance of a person in each corner (1) and on the ends (2) place the weatherstrip as close as
possible to its folding top frame location.
Fig. 710: Weatherstrip Alignment Square Tab, Weatherstrip, Folding Top Frame & Alignment
Square Holes
NOTE: Right side shown in illustration, left side typical
8. Insert alignment square tab (2) on right and left side of the weatherstrip (1) into alignment square holes
(3) on left and right rear corners of folding top frame (4).
9. Tuck the front corner edges of the weatherstrip onto the folding top frame.
Fig. 711: Trim Stick & Weatherstrip

10. Working toward the center, run a (special tool #C-4755, Trim Stick), or equivalent, along the weatherstrip
with slight downward and outward pressure to seat the outer bottom lip of weatherstrip onto folding top
frame edge.
11. Repeat until right, left and front areas have been completed.
12. Inspect entire perimeter of folding top frame to be certain the lip of the weatherstrip is properly seated.
13. Gently remove the protective tape from the butyl.
Fig. 712: Wooden Roller

NOTE: A small wooden roller (2), or equivalent, should be used to aid in evenly
compressing the butyl
CAUTION: THIS STEP IS CRITICAL, if not done correctly leaking may occur
14. Firmly compress the weatherstrip (1), starting at the ends and working towards the center.
15. Repeat until right, left and front areas have been completed.
16. Allow weatherstrip adhesive to cure per manufacture recommendations.


roof bow blocks.
opposite side.

opposite side.


Fig. 717: Rivet





opposite side.


Fig. 722: Clip

35. Attach the backlite bracket. Repeat on the opposite side.



(1).
40. Set the pull gauge to 178 N (40 lbs. force) and pull back until the spec is achieved.

















BODY STRUCTURE
GAP AND FLUSH
SPECIFICATIONS
SPECIFICATIONS
Fig. 735: Area Of Measurements

NOTE:
All measurements are in millimeters.
O/F = Over Flush U/F = Under Flush
U/D = Up/Down F/A = Fore/Aft
DIMENSION DESCRIPTION GAP FLUSH
Facia U/F 2.0+/-
1 Hood to Facia 4.0+/- 1.0
1.0
Parallel within
1.0
Fender U/F 2.0+/-
2 Fender to Hood 4.0+/- 1.0
0.0 @ Front
Parallel within Fender U/F 0.0+/-
0.7 1.0 @ Rear
Body Side O/F 5.5
3 Windshield to Body Side 4.0+/- 1.5
+/- 1.5
Glass U/F 2.6 +/-
4 Windshield to Roof 3.5 +/- 1.0
1.5
Parallel within
1.0
Door U/F 0.8+/-
5 Fuel Filler to Body Side 3.0 +/- 0.8
0.8
Parallel within
0.6
Door O/F 0.5 +/-
6 Door to Body Side 4.0+/- 0.8
0.5
Parallel within
Feature Line 0.0 +/- 0.5
0.7
7 Door to Body Side Sill 4.5 +/- 1.0
Parallel within
0.7
Fender O/F 0.5 +/-
8 Fender to Door 4.0+/- 0.6
0.5
Parallel within
Feature Line 0.0 +/- 0.5
0.5
9 Headlamp to Fender 2.0 +/- 0.8
Parallel within
0.7
@ Hood 4.0 +/-
10 Headlamp to Facia
0.7
@ Fender 2.0 +/-
0.7
11 Backlight to Liftgate 3.5 +/- 1.5
Parallel within
1.0
Liftgate 1.0 U/F +/-

12 Liftgate to Body Side 4.0 +/- 1.0
0.7
Parallel within
0.7
Liftgate 1.0 U/F +/-
13 Liftgate to Roof 6.0 +/- 0.5
1.0
Parallel within
0.7
Body Side 4.2 O/F
14 Liftgate to Body Side 4.2 +/- 1.0
+/- 0.7
Roof 2.2 O/F +/-
15 Roof to Rap Joint Molding 0.0 +/- 0.5
1.0
Door Glass Run (outer) to Body
16 0.0 +/- 1.0 0.0 +/- 1.0
Side
Door Flag Applique to Fender Fender Applique
17 4.0 +/- 0.6
Applique 1.3 0/F +0.0 / -1.0
Parallel within
0.7
18 Taillamp to Body Side 0.9 +/- 0.8
19 Taillamp to Facia 1.6 +/- 1.0
Except 1.0 @
extreme outer
20 Liftgate to Fascia 4.8+/- 1.2
Parallel within
1.5 Except 4.0
@ extreme sides
21 Light Bar to Liftgate 0.0+/- 0.5
2012 ACCESSORIES AND EQUIPMENT Body Control Module (BCM) - Electrical Diagnostics - Fiat 500
Body Control Module (BCM) - Electrical Diagnostics - Fiat 500
STANDARD PROCEDURE
STANDARD PROCEDURE - BODY VERIFICATION TEST
DIAGNOSTIC TEST
1. Perform the Body Verification Test

1. Disconnect all jumper wires and reconnect all previously disconnected components and connectors.
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. Turn the ignition off, wait 10 seconds, and then turn the ignition on.
8. Operate all functions of the system that caused the original concern. If a repair was done to the
power windows, operate the motor fully down and stall it for two seconds, and then to the full up
position and stall it for two seconds.
9. 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 DTC INDEX and perform the appropriate procedure or related
category for the DTC or symptom that is still present.
No
 The repair is complete.


DTC Description
B1001-52 RKE FOB - NOT ACTIVATED
B1001-55 RKE FOB - KEY NOT PROGRAMMED
B1001-62 RKE FOB - SIGNAL COMPARE FAILURE
B1001-96 RKE FOB - COMPONENT INTERNAL FAILURE
B1002-02 IMMOBILIZER COIL - GENERAL SIGNAL FAILURE
B1002-13 IMMOBILIZER COIL - CIRCUIT OPEN
B1003-09 RF MODULE - COMPONENT FAILURE
B1006-11 FUEL LEVEL SENSOR - CIRCUIT SHORT TO GROUND
B1006-12 FUEL LEVEL SENSOR - CIRCUIT SHORT TO BATTERY
B1006-13 FUEL LEVEL SENSOR - CIRCUIT OPEN
B1007-12 LEFT TURN LAMP - CIRCUIT SHORT TO BATTERY
B1007-13 LEFT TURN LAMP - CIRCUIT OPEN
B1007-18 LEFT TURN LAMP - UNDER CURRENT
B1007-19 LEFT TURN LAMP - OVER CURRENT
B1008-12 RIGHT TURN LAMP - CIRCUIT SHORT TO BATTERY
B1008-13 RIGHT TURN LAMP - CIRCUIT OPEN
B1008-18 RIGHT TURN LAMP - UNDER CURRENT
B1008-19 RIGHT TURN LAMP - OVER CURRENT
B100F-14 FRONT FOG LAMPS - CIRCUIT SHORT TO GROUND OR OPEN
B100F-19 FRONT FOG LAMPS - OVER CURRENT
B1010-67 BRAKE PEDAL SWITCHES - SIGNAL INVALID
B1011-12 LICENSE PLATE LAMP - CIRCUIT SHORT TO BATTERY
B1011-13 LICENSE PLATE LAMP - CIRCUIT OPEN
B1011-19 LICENSE PLATE LAMP - OVER CURRENT
B1014-12 LEFT STOP LAMP - CIRCUIT SHORT TO BATTERY
B1014-13 LEFT STOP LAMP - CIRCUIT OPEN
B1014-18 LEFT STOP LAMP - UNDER CURRENT
B1014-19 LEFT STOP LAMP - OVER CURRENT
B1015-12 RIGHT STOP LAMP - CIRCUIT SHORT TO BATTERY
B1015-13 RIGHT STOP LAMP - CIRCUIT OPEN
B1015-18 RIGHT STOP LAMP - UNDER CURRENT

B1015-19 RIGHT STOP LAMP - OVER CURRENT
B1017-12 REVERSE LAMP - CIRCUIT SHORT TO BATTERY
B1017-13 REVERSE LAMP - CIRCUIT OPEN
B1017-18 REVERSE LAMP - UNDER CURRENT
B1017-19 REVERSE LAMP - OVER CURRENT
B1019-1D FRONT CEILING LAMP DIMMER - CIRCUIT CURRENT OUT OF RANGE
B101B-19 AMBIENT LIGHTING/PANEL DIMMER - OVER CURRENT
B101E-19 REAR WINDOW DEFROST - OVER CURRENT
B1020-12 FRONT WIPER LOW SPEED - CIRCUIT SHORT TO BATTERY
B1022-13 FRONT WIPER LOW SPEED - CIRCUIT OPEN / MOTOR THERMAL
PROTECTION ACTIVE
B1022-19 FRONT WIPER LOW SPEED - OVER CURRENT
B1021-13 FRONT WIPER HIGH SPEED - CIRCUIT OPEN / MOTOR THERMAL
PROTECTION ACTIVE
B1021-19 FRONT WIPER HIGH SPEED - OVER CURRENT
B1022-12 REAR WIPER - CIRCUIT SHORT TO BATTERY
B1022-13 REAR WIPER - CIRCUIT OPEN
B1022-19 REAR WIPER - OVER CURRENT
B1023-64 FRONT WIPER - SIGNAL INVALID
B1023-71 FRONT WIPER - STUCK
B1024-14 REAR FOG LAMPS - CIRCUIT SHORT TO GROUND OR OPEN
B1024-19 REAR FOG LAMPS - OVER CURRENT
B1028-14 HIGH BEAMS - CIRCUIT SHORT TO GROUND OR OPEN
B1028-19 HIGH BEAMS - OVER CURRENT
B1029-11 AMBIENT TEMPERATURE SENSOR - CIRCUIT SHORT TO GROUND
B1029-12 AMBIENT TEMPERATURE SENSOR - CIRCUIT SHORT TO BATTERY
B1029-13 AMBIENT TEMPERATURE SENSOR - CIRCUIT OPEN
B1031-19 TRUNK LAMP - OVER CURRENT
B1032-13 DRIVER DOOR LOCK/UNLOCK SWITCH - CIRCUIT OPEN
B1033-71 DOOR LOCKS - STUCK
B1033-72 DOOR LOCKS - SIGNAL STUCK LOW
B1035-19 HORN - OVER CURRENT
B1036-19 WINDOW LIFTER SWITCHES ENABLE - OVER CURRENT
B1037-19 DRIVER DOOR AJAR TCM OUTPUT - OVER CURRENT
B1048-23 SPORT BUTTON - SIGNAL STUCK LOW
B1052-86 PCM FPS FAILURE - SIGNAL INVALID
B1052-87 PCM FPS FAILURE - NO SIGNAL
B1053-86 ORC FPS FAILURE - SIGNAL INVALID
B1053-87 ORC FPS FAILURE - NO SIGNAL
B1061-86 ROOF CONTROL MODULE - SIGNAL INVALID
B1075-11 CRUISE CONTROL ON/OFF - CIRCUIT SHORT TO GROUND

B1075-15 CRUISE CONTROL ON/OFF - CIRCUIT SHORT TO BATTERY OR OPEN
B1075-23 CRUISE CONTROL ON/OFF - SIGNAL STUCK LOW
B1076-64 PARK LAMPS - SIGNAL PLAUSIBILITY FAILURE
B1083-19 DRIVER HEATED SEAT - OVER CURRENT
B1084-19 PASSENGER HEATED SEAT - OVER CURRENT
B1085-19 DRIVER HEATED SEAT LED - OVER CURRENT
B10AA-4A CHECK CONFIGURATION FAILED
B10AD-12 LEFT PARKING LAMP - CIRCUIT SHORT TO BATTERY
B10AD-13 LEFT PARKING LAMP - CIRCUIT OPEN
B10AD-18 LEFT PARKING LAMP - UNDER CURRENT
B10AD-19 LEFT PARKING LAMP - OVER CURRENT
B10AE-12 RIGHT PARKING LAMP - CIRCUIT SHORT TO BATTERY
B10AE-13 RIGHT PARKING LAMP - CIRCUIT OPEN
B10AE-18 RIGHT PARKING LAMP - UNDER CURRENT
B10AE-19 RIGHT PARKING LAMP - OVER CURRENT
B1123-64 REAR WIPER - SIGNAL PLAUSIBILITY FAILURE
B1123-71 REAR WIPER - STUCK
B11A3-13 DRIVER WINDOW MOTOR - CIRCUIT OPEN
B11A5-13 PASSENGER WINDOW MOTOR - CIRCUIT OPEN
B11A6-31 VTM MINI KRYPT REFUSED - NO SIGNAL
B11A7-62 VTM SYS BLOCK - SIGNAL COMPARE FAILURE
B11AE-71 TRUNK RELEASE RELAY - STUCK
B12A1-12 LEFT DRL - CIRCUIT SHORT TO BATTERY
B12A1-13 LEFT DRL - CIRCUIT OPEN
B12A1-19 LEFT DRL - OVER CURRENT
B12A6-12 RIGHT DRL - CIRCUIT SHORT TO BATTERY
B12A6-13 RIGHT DRL - CIRCUIT OPEN
B12A6-19 RIGHT DRL - OVER CURRENT
B12B1-23 TRUNK EXTERNAL SWITCH - SIGNAL STUCK LOW
B12BF-09 FPS FIRE PREVENTION SYSTEM ACTIVATION - COMPONENT FAILURE
B12C0-15 BRAKE FLUID LEVEL SWITCH - CIRCUIT SHORT TO BATTERY OR OPEN
B12CB-11 CRUISE CONTROL SWITCH - CIRCUIT SHORT TO GROUND
B12CB-12 CRUISE CONTROL SWITCH - CIRCUIT SHORT TO BATTERY
B12CB-23 CRUISE CONTROL SWITCH - SIGNAL STUCK LOW
B12D2-23 FRONT WASHER - SIGNAL STUCK LOW
B12D3-23 REAR WASHER - SIGNAL STUCK LOW
B13A7-23 PASSENGER WINDOW DOWN SWITCH - SIGNAL STUCK LOW
B13A8-23 DRIVER WINDOW DOWN SWITCH - SIGNAL STUCK LOW
B13AA-12 LEFT/RIGHT SIDE MARKER LAMPS - CIRCUIT SHORT TO BATTERY
B13AA-13 LEFT/RIGHT SIDE MARKER LAMPS - CIRCUIT OPEN
B13AA-19
LEFT/RIGHT SIDE MARKER LAMPS - OVER CURRENT

U0019-01 CAN B BUS - GENERAL ELECTRICAL FAILURE
U0207-86 ROOF CONTROL MODULE - SIGNAL INVALID
U0207-87 ROOF CONTROL MODULE - NO SIGNAL
U0207-8F ROOF CONTROL MODULE - SIGNAL ERRATIC
U1702-86 IMPLAUSIBLE DATA RECEIVED FROM EPS
U1702-87 LOST COMMUNICATION WITH EPS
U1705-86 IMPLAUSIBLE DATA RECEIVED FROM RADIO
U1705-87 LOST COMMUNICATION WITH RADIO
CONTROL MODULE
U1710-86 IMPLAUSIBLE DATA RECEIVED FROM HVAC
U1710-87 LOST COMMUNICATION WITH HVAC
U1711-86 IMPLAUSIBLE DATA RECEIVED FROM TCM/MTA
U1711-87 LOST COMMUNICATION WITH TCM/MTA
U1715-86 IMPLAUSIBLE DATA RECEIVED FROM YRS
U1715-87 LOST COMMUNICATION WITH YRS
U1722-86 IMPLAUSIBLE DATA RECEIVED FROM ESM
U1722-87 LOST COMMUNICATION WITH ESM
U1734-86 IMPLAUSIBLE DATA RECEIVED FROM PTS
U1734-87 LOST COMMUNICATION WITH PTS
U1749-86 IMPLAUSIBLE DATA RECEIVED FROM VTM
U1749-87 LOST COMMUNICATION WITH VTM
U1802-08 LIN BUS - GENERAL SIGNAL FAILURE

B1000-44-ECU INTERNAL - DATA MEMORY FAILURE
WHEN MONITORED:
Continuously.
SET CONDITION:
The Body Control Module (BCM) detects an internal Random Access Memory (RAM) failure.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
CONTROL, REMOVAL .
No
B1000-45-ECU INTERNAL - PROGRAM MEMORY FAILURE
WHEN MONITORED:
Continuously.
SET CONDITION:
The Body Control Module (BCM) detects internal FLASH/Read Only Memory (ROM) failure.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
CONTROL, REMOVAL .
No
B1000-46-ECU INTERNAL - CALIBRATION MEMORY FAILURE
WHEN MONITORED:
Continuously.
SET CONDITION:
The Body Control Module (BCM) detects internal EEPROM failure.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
CONTROL, REMOVAL .
No
B1000-47-ECU INTERNAL - WATCHDOG MICRO FAILURE
WHEN MONITORED:
Continuously.
SET CONDITION:
The Body Control Module (BCM) detects an internal failure.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
CONTROL, REMOVAL .
No
B1001-52-RKE FOB - NOT ACTIVATED
THEORY OF OPERATION
The RKE (Remote Keyless Entry) Fob can be the right one for the vehicle but if the customer wants, he can
have the dealer delete a key. It may be the one that was lost. Once it is deleted, it cannot be activated again.
WHEN MONITORED:
Continuously whenever the Body Control Module (BCM) is awake.
SET CONDITION:
When the key is inserted into the ignition switch and the BCM recognizes that the present key has been
disabled.
POSSIBLE CAUSES
Possible Causes
RKE FOB
DIAGNOSTIC TEST

2. Be sure the ignition on.
3. Wait 30 seconds.
Does the scan tool display; B1001-52-RKE FOB - NOT ACTIVATED?

Yes
 Replace and program the RKE Fob in accordance with the Service Information.
No
time. The RKE Fob that set this code is not present in the ignition at this time.
B1001-55-RKE FOB - KEY NOT PROGRAMMED
THEORY OF OPERATION
The RKE (Remote Keyless Entry) Fob is the right one for the vehicle but has not been programmed.
WHEN MONITORED:
SET CONDITION:
When the key is inserted into the ignition switch and the BCM recognizes that the present key has not been
programmed.
POSSIBLE CAUSES
Possible Causes
RKE FOB NOT PROGRAMMED
DIAGNOSTIC TEST
NOTE: If a new RKE Fob has to be programmed, ALL keys used in this vehicle
MUST be present.

2. Be sure the ignition is on.
3. Wait 30 seconds.
Does the scan tool display; B1001-55-RKE FOB - KEY NOT PROGRAMMED?
Yes
 Using the scan tool, program ALL RKE Fobs that are used in this vehicle in accordance with
the Service Information.
No
B1001-62-RKE FOB - SIGNAL COMPARE FAILURE
THEORY OF OPERATION
The RKE (Remote Keyless Entry) Fobs' secret key code does not match the secret key code stored in the Body
Control Module.
WHEN MONITORED:
SET CONDITION:
When the secret key in the RKE Fob that is in the ignition switch does not match the one that is stored in the
BCM, this code will set.
POSSIBLE CAUSES
Possible Causes
RKE FOB
DIAGNOSTIC TEST

3. Wait 30 seconds.
Does the scan tool display; B1001-62-RKE FOB - SIGNAL COMPARE FAILURE?
Yes
No
B1001-96-RKE FOB - COMPONENT INTERNAL FAILURE
THEORY OF OPERATION
The Body Control Module (BCM) monitors the condition of the RKE (Remote Keyless Entry) Fob transponder.
When a report comes back to the BCM that the transponder has an internal failure, the BCM will set the code.
WHEN MONITORED:
SET CONDITION:
When the key is inserted into the ignition switch and the BCM recognizes that there is an internal failure in the
present RKE Fob, this code will set.
POSSIBLE CAUSES
Possible Causes
RKE FOB
DIAGNOSTIC TEST

3. Wait 30 seconds.
Does the scan tool display; B1001-96-RKE FOB - COMPONENT INTERNAL FAILURE?
Yes
No
time. The RKE Fob that set this code is not presently in the ignition.
B1002-02-IMMOBILIZER COIL - GENERAL SIGNAL FAILURE
THEORY OF OPERATION
The immobilizer coil (ring) is mounted around the ignition switch tumbler so that it can read the secret key code
stored in the RKE Fob. If the code does not match the secret key code in the Body Control Module (BCM), it
will not send a "Start" message to the Powertrain Control Module.
WHEN MONITORED:
SET CONDITION:
When the BCM senses that the Immobilizer Coil pins or the wiring to the BCM are shorted together, this code
will set.
POSSIBLE CAUSES
Possible Causes
(D931) ANTENNA SHIELD CIRCUIT SHORT TO GROUND
(D111) ANTENNA SIGNAL CIRCUIT SHORT TO GROUND
(D111) ANTENNA SIGNAL CIRCUIT SHORTED TO THE (D931) ANTENNA SHIELD CIRCUIT
IMMOBILIZER COIL (ANTENNA)
DIAGNOSTIC TEST

2. Cycle the ignition on to off three times.
3. Turn the ignition on and wait 30 seconds.
Does the scan tool display; B1002-02-IMMOBILIZER COIL - GENERAL SIGNAL FAILURE?
Yes
 Go To 2.
No

2. IMMOBILIZER ANTENNA
1. With the scan tool, erase the DTCs.
3. Remove the Immobilizer Antenna from the ignition switch and disconnect the harness connector.
Does the scan tool display; B1002-13-IMMOBILIZER COIL - CIRCUIT OPEN?
Yes
 Replace the Immobilizer Antenna.

No
Go To 3.

3. (D111) ANTENNA SIGNAL CIRCUIT SHORT TO GROUND

3. Measure the resistance between ground and the (D111) Antenna Signal circuit (Cavity 1) in the
Immobilizer Antenna harness connector.
Yes
 Repair the short to ground in the (D111) Antenna Signal circuit

No
 Go To 4.
4. (D931) ANTENNA SHIELD CIRCUIT SHORT TO GROUND

1. Measure the resistance between ground and the (D931) Antenna Shield circuit (Cavity 2) in the
Immobilizer Antenna harness connector.
Yes
 Repair the short to ground in the (D931) Antenna Shield circuit.

No
Go To 5.

5. (D931) ANTENNA SHIELD CIRCUIT SHORTED TO THE (D111) ANTENNA SIGNAL

CIRCUIT
1. Measure the resistance between the (D931) Antenna Shield circuit and the (D111) Antenna Signal
circuit in the Immobilizer Antenna harness connector.
Yes
 Repair the short between the (D931) Antenna Shield circuit and the (D111) Antenna Signal
circuit.
No
 Replace the Body Control Module in accordance with the Service Information. Refer to
MODULE, BODY CONTROL, REMOVAL .
B1002-13-IMMOBILIZER COIL - CIRCUIT OPEN
THEORY OF OPERATION
The immobilizer coil (ring) is mounted around the ignition switch tumbler so that it can read the secret key code
stored in the RKE Fob. If the code does not match the secret key code in the Body Control Module (BCM), it
will not send a "Start" message to the Powertrain Control Module.
WHEN MONITORED:

SET CONDITION:
When the BCM senses that the Immobilizer Coil circuit is high, this code will set.
POSSIBLE CAUSES
Possible Causes
(D931) ANTENNA SHIELD CIRCUIT OPEN
(D111) ANTENNA SIGNAL CIRCUIT OPEN
IMMOBILIZER ANTENNA
DIAGNOSTIC TEST

Does the scan tool display; B1002-13-IMMOBILIZER COIL - CIRCUIT OPEN?
Yes
 Go To 2.
No

2. IMMOBILIZER ANTENNA
3. Remove the Immobilizer Antenna from the ignition switch and disconnect the harness connector.
4. Connect a jumper wire between the (D111) Antenna Signal circuit and the (D931) Antenna Shield
circuit in the Immobilizer Antenna harness connector.
Does the scan tool display; B1002-02-IMMOBILIZER COIL - GENERAL SIGNAL FAILURE?
Yes
 Replace the Immobilizer Antenna.

No
Go To 3.

3. (D111) ANTENNA SIGNAL CIRCUIT OPEN

3. Measure the resistance of the (D111) Antenna Signal circuit between the Immobilizer Antenna
harness connector (Cavity 1) and the Body Control Module C3 harness connector (Cavity 2).
Yes
 Go To 4.
No
Repair the open in the (D111) Antenna Signal circuit.


4. (D931) ANTENNA SHIELD CIRCUIT OPEN

1. Measure the resistance of the (D931) Antenna Shield circuit between the Immobilizer Antenna
harness connector (Cavity 2) and the Body Control Module C3 harness connector (Cavity 1).
Yes
No
 Repair the open in the (D931) Antenna Shield circuit.

B1003-09-RF MODULE - COMPONENT FAILURE
THEORY OF OPERATION
The Radio Frequency (RF) Module in an internal component in the Body Control Module. If it fails, the BCM
must be replaced.
WHEN MONITORED:
SET CONDITION:
When the Radio Frequency Module, which is an internal component in the BCM, is not functioning properly,
this code will set.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

3. Close both doors.
4. Try to operate the Door Locks with the RKE Fob several times.
6. Try to start the engine
7. Wait 30 seconds.
Does the scan tool display; B1003-09-RF MODULE - COMPONENT FAILURE?
Yes
No
time. If this DTC ever returns, replace the Body Control Module in accordance with the
Service Information. Refer to MODULE, BODY CONTROL, REMOVAL .
B1006-11-FUEL LEVEL SENSOR - CIRCUIT SHORT TO GROUND
THEORY OF OPERATION
The Body Control Module (BCM) monitors the voltage on the fuel level signal circuit. The voltage value is then
transmitted as a network message on the communication network.
WHEN MONITORED:
Battery voltage greater than 10.4 volts.
SET CONDITION:
The Body Control Module (BCM) detects that the Fuel Level Sensor input voltage is below the minimum
acceptable value for more than 10 seconds.
POSSIBLE CAUSES
Possible Causes
(N4) FUEL LEVEL SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(N4) FUEL LEVEL SENSOR SIGNAL CIRCUIT SHORTED TO THE (G109) FUEL LEVEL SENSE
RETURN CIRCUIT
FUEL LEVEL SENSOR
DIAGNOSTIC TEST

2. With the scan tool, clear all DTCs.
Does the scan tool display DTC: B1006-11-FUEL LEVEL SENSOR - CIRCUIT SHORT TO
GROUND?
Yes
 Go To 2.
No
2. ATTEMPT TO SET THE OPPOSITE DTC

2. Disconnect the Fuel Pump Module C1 harness connector.
Does the scan tool display DTC: B1006-13-FUEL LEVEL SENSOR - CIRCUIT OPEN?
Yes
 Replace the Fuel Level Sending Unit in accordance with the Service Information. Refer to
MODULE, FUEL PUMP, REMOVAL .
No
Go To 3.

3. CHECK THE (N4) FUEL LEVEL SENSOR SIGNAL CIRCUIT FOR A SHORT TO GROUND
3. Measure the resistance between ground and the (N4) Fuel Level Sensor Signal circuit at the Fuel
Pump Module C1 harness connector.
Yes
 Go To 4.
No
Repair the short to ground in the (N4) Fuel Level Sensor Signal circuit.

4. CHECK THE (N4) FUEL LEVEL SENSOR SIGNAL CIRCUIT FOR A SHORT TO THE (G109)
FUEL LEVEL SENSE RETURN CIRCUIT
1. Measure the resistance between the (G109) Fuel Level Sense Return circuit and the (N4) Fuel
Level Sensor Signal circuit at the Fuel Pump Module C1 harness connector.
Yes
 Go To 5.
No
Repair the short between the (G109) Fuel Level Sense Return circuit and the (N4) Fuel Level

Sensor Signal circuit.
5. BODY CONTROL MODULE (BCM)

1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the Fuel
Pump Module and the BCM.
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 Fuel Pump Module and the BCM harness connectors.
4. Perform any Technical Service Bulletins (TSB)s that may apply.
Were any problems found?
Yes
No
CONTROL, REMOVAL .
B1006-12-FUEL LEVEL SENSOR - CIRCUIT SHORT TO BATTERY
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The Body Control Module (BCM) detects that the Fuel Level Sensor input voltage is above the maximum
acceptable value for more than 10 seconds.
POSSIBLE CAUSES
Possible Causes
(N4) FUEL LEVEL SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(G109) FUEL LEVEL SENSE RETURN CIRCUIT OPEN
FUEL LEVEL SENSOR
DIAGNOSTIC TEST

BATTERY?
Yes
 Go To 2.
No

2. CHECK THE (N4) FUEL LEVEL SENSOR SIGNAL CIRCUIT FOR A SHORT TO VOLTAGE
5. Measure the voltage between ground and the (N4) Fuel Level Sensor Signal circuit at the Fuel
Pump Module harness connector.
Yes
 Repair the short to voltage in the (N4) Fuel Level Sensor Signal circuit.
No
Go To 3.

3. CHECK THE FUEL LEVEL SENSOR FOR CORRECT OPERATION

2. Connect the BCM C2 harness connector.
3. Connect a jumper wire between the (N4) Fuel Level Sensor Signal circuit and the (G109) Fuel
Level Sense Return circuit at the Fuel Pump Module harness connector.
GROUND?
Yes
No
Go To 4.

4. CHECK THE (G109) FUEL LEVEL SENSE RETURN CIRCUIT FOR AN OPEN
3. Measure the resistance of the (G109) Fuel Level Sense Return circuit between the Fuel Pump
Module harness connector and the BCM C2 harness connector.
Yes
 Go To 5.
No
Repair the open in the (G109) Fuel Level Sense Return circuit.



Yes
No
CONTROL, REMOVAL .
B1006-13-FUEL LEVEL SENSOR - CIRCUIT OPEN
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The Body Control Module (BCM) detects that the Fuel Level Sensor input is open for more than 10 seconds.
POSSIBLE CAUSES
Possible Causes
(N4) FUEL LEVEL SENSOR SIGNAL CIRCUIT OPEN
(G109) FUEL LEVEL SENSE RETURN CIRCUIT OPEN
FUEL LEVEL SENSOR
DIAGNOSTIC TEST

Does the scan tool display DTC: B1006-13-FUEL LEVEL SENSOR - CIRCUIT OPEN?
Yes
 Go To 2.
No

2. CHECK THE FUEL LEVEL SENSOR FOR CORRECT OPERATION

3. Connect a jumper wire between the (N4) Fuel Level Sensor Signal circuit and the (G109) Fuel
Level Sense Return circuit at the Fuel Pump Module C1 harness connector.
GROUND?
Yes
No
Go To 3.

3. CHECK THE (N4) FUEL LEVEL SENSOR SIGNAL CIRCUIT FOR AN OPEN
3. Measure the resistance of the (N4) Fuel Level Sensor Signal circuit between the Fuel Pump Module
C1 harness connector and the BCM C2 harness connector.
Yes
 Go To 4.
No
Repair the open in the (N4) Fuel Level Sensor Signal circuit.

4. CHECK THE (G109) FUEL LEVEL SENSE RETURN CIRCUIT FOR AN OPEN
1. Measure the resistance of the (G109) Fuel Level Sense Return circuit between the Fuel Pump
Module C1 harness connector and the BCM C2 harness connector.
Yes
 Go To 5.
No
Repair the open in the (G109) Fuel Level Sense Return circuit.


Yes
No
CONTROL, REMOVAL .
B1007-12-LEFT TURN LAMP - CIRCUIT SHORT TO BATTERY
THEORY OF OPERATION
The Body Control Module (BCM) receives an input from the Left Multi-function Switch requesting turn signal
lamp illumination. When this message is received, the BCM provides a pulsed voltage output through the Front
and Rear Turn Signal Driver circuit. The Turn Signal Driver circuits connect to the single filament Turn Signal
Lamps. For additional information on the Turn Signal Lamps operation. Refer to OPERATION .
WHEN MONITORED:
With the ignition on and the turn signal off.
SET CONDITION:
When the Body Control Module (BCM) detects a short to voltage condition on the Left Turn Signal Driver
circuit.
POSSIBLE CAUSES
Possible Causes
(L61) LEFT FRONT TURN SIGNAL DRIVER CIRCUIT SHORTED TO VOLTAGE
(L63) LEFT REAR TURN SIGNAL DRIVER CIRCUIT SHORTED TO VOLTAGE
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK THE (L61) LEFT FRONT TURN SIGNAL DRIVER CIRCUIT FOR A SHORT TO
VOLTAGE IN THE HARNESS

2. Disconnect the Left Front Park/Turn Lamp harness connector.
5. Measure the voltage between ground and the (L61) Left Front Turn Signal Driver circuit.
Yes
 Repair the short to voltage in the (L61) Left Front Turn Signal Driver circuit.
No
Go To 3.

3. CHECK THE (L63) LEFT REAR TURN SIGNAL DRIVER CIRCUIT FOR A SHORT TO
2. Disconnect the Left Rear Park/Turn Lamp harness connector.
5. Measure the voltage between ground and the (L63) Left Rear Turn Signal Driver circuit.
Yes
 Repair the short to voltage in the (L63) Left Rear Turn Signal Driver circuit.
No
CONTROL, REMOVAL .
B1007-13-LEFT TURN LAMP - CIRCUIT OPEN
THEORY OF OPERATION
WHEN MONITORED:
With the turn signal active.
SET CONDITION:
When the Body Control Module (BCM) detects an open condition on the Left Turn Signal Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L61) LEFT FRONT TURN SIGNAL DRIVER CIRCUIT OPEN
(L63) LEFT REAR TURN SIGNAL DRIVER CIRCUIT OPEN
TURN SIGNAL BULB
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK THE (L61) LEFT FRONT TURN SIGNAL DRIVER CIRCUIT FOR AN OPEN IN THE
HARNESS
4. Measure the resistance of the (L61) Left Front Turn Signal Driver circuit between the Left Front
Park/Turn Lamp harness connector and the BCM C1 harness connector.
Yes
 Go To 3.
No
Repair the open in the (L61) Left Front Turn Signal Driver circuit.

3. CHECK THE (L63) LEFT REAR TURN SIGNAL DRIVER CIRCUIT FOR AN OPEN IN THE
HARNESS
4. Measure the resistance of the (L63) Left Rear Turn Signal Driver circuit between the Left Rear
Yes
 Go To 4.
No
Repair the open in the (L63) Left Rear Turn Signal Driver circuit.

4. CHECK THE (Z910) GROUND CIRCUIT FOR AN OPEN IN THE HARNESS

1. Using a 12-volt test light connected to 12-volts, check the (Z910) Ground circuit at the Left Front
and Rear Park/Turn Lamp harness connectors.
Yes
 Go To 5.
No
 Repair the open in the (Z910) Ground circuit.

Refer to STANDARD PROCEDURE and perform the BODY VERIFICATION TEST.


5. CHECK THE BCM FOR CORRECT OPERATION AT THE LEFT FRONT TURN SIGNAL
2. Reconnect the BCM C1 and C2 harness connectors.
3. Connect a 12-volt test light between the (L61) Left Front Turn Signal Driver circuit and the (Z910)
Ground circuit at the Left Front Park/Turn Lamp harness connector.
5. Turn the Left Turn Signal on.
Does the test light blink on and off?
Yes
 Go To 6.
No
Replace the BCM in accordance with the Service Information. Refer to MODULE, BODY

CONTROL, REMOVAL .
6. CHECK THE BCM FOR CORRECT OPERATION AT THE LEFT REAR TURN SIGNAL
1. Connect a 12-volt test light between the (L63) Left Rear Turn Signal Driver circuit and the (Z910)
Ground circuit at the Left Rear Park/Turn Lamp harness connector.
Yes
 Replace the Turn Signal Bulb in accordance with the Service Information. Refer to UNIT,
FRONT LAMP, LOWER, REMOVAL .
No
CONTROL, REMOVAL .
B1007-18-LEFT TURN LAMP - UNDER CURRENT
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
When the Body Control Module (BCM) detects less than expected current draw on the Left Turn Signal Driver
circuit.
POSSIBLE CAUSES
Possible Causes
INCORRECT LEFT TURN SIGNAL BULB
(L61) LEFT FRONT TURN SIGNAL DRIVER CIRCUIT OPEN
(L63) LEFT REAR TURN SIGNAL DRIVER CIRCUIT OPEN
TURN SIGNAL BULB
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK THE (L61) LEFT FRONT TURN SIGNAL DRIVER CIRCUIT FOR AN OPEN IN THE
HARNESS

4. Measure the resistance of the (L61) Left Front Turn Signal Driver circuit between the Left Front
Yes
 Go To 3.
No
Repair the open in the (L61) Left Front Turn Signal Driver circuit.

3. CHECK THE (L63) LEFT REAR TURN SIGNAL DRIVER CIRCUIT FOR AN OPEN IN THE
HARNESS
3. Measure the resistance of the (L63) Left Rear Turn Signal Driver circuit between the Left Rear
Yes
 Go To 4.
No
Repair the open in the (L63) Left Rear Turn Signal Driver circuit.


Park/Turn Lamp harness connector.
Yes
 Go To 5.
No


3. Connect a 12-volt test light between the (L61) Left Front Turn Signal Driver circuit and the (Z910)
Yes
 Go To 6.
No

CONTROL, REMOVAL .
1. Connect a 12-volt test light between the (L63) Left Rear Turn Signal Driver circuit and the (Z910)
Ground circuit at the Left Rear Park/Turn Lamp harness connector.
Yes
No
CONTROL, REMOVAL .
B1007-19-LEFT TURN LAMP - OVER CURRENT

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
When the Body Control Module (BCM) detects a low condition on the Left Turn Signal Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L61) LEFT FRONT TURN SIGNAL DRIVER CIRCUIT SHORTED TO GROUND
(L63) LEFT REAR TURN SIGNAL DRIVER CIRCUIT SHORTED TO GROUND
TURN SIGNAL BULB
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK FOR AN ACTIVE DTC WITH THE LEFT FRONT PARK/TURN LAMP HARNESS
CONNECTOR DISCONNECTED

Yes
 Go To 3.
No
Replace the Left Front Turn Signal Bulb in accordance with the Service Information. Refer

to UNIT, FRONT LAMP, LOWER, REMOVAL .
3. CHECK FOR AN ACTIVE DTC WITH THE LEFT REAR PARK/TURN LAMP HARNESS
Yes
 Go To 4.
No
Replace the Left Rear Turn Signal Bulb in accordance with the Service Information. Refer to

LAMP, TAIL STOP TURN, REMOVAL .
4. CHECK THE (L61) LEFT FRONT TURN SIGNAL DRIVER CIRCUIT FOR A SHORT TO
GROUND
3. Measure the resistance between ground and the (L61) Left Front Turn Signal Driver circuit.

Yes
 Repair the short to ground in the (L61) Left Front Turn Signal Driver circuit.
No
Go To 5.

5. CHECK THE (L63) 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
 Repair the short to ground in the (L63) Left Rear Turn Signal Driver circuit.
No
CONTROL, REMOVAL .
B1008-12-RIGHT TURN LAMP - CIRCUIT SHORT TO BATTERY
THEORY OF OPERATION
WHEN MONITORED:
With the ignition on and the turn signal off.
SET CONDITION:
When the Body Control Module (BCM) detects a short to voltage condition on the Right Turn Signal Driver
circuit.
POSSIBLE CAUSES
Possible Causes
(L60) RIGHT FRONT TURN SIGNAL DRIVER CIRCUIT SHORTED TO VOLTAGE
(L62) RIGHT REAR TURN SIGNAL DRIVER CIRCUIT SHORTED TO VOLTAGE
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK THE (L60) RIGHT FRONT TURN SIGNAL DRIVER CIRCUIT FOR A SHORT TO
2. Disconnect the Right Front Park/Turn Lamp harness connector.
5. Measure the voltage between ground and the (L60) Right Front Turn Signal Driver circuit.
Yes
 Repair the short to voltage in the (L60) Right Front Turn Signal Driver circuit.
No
Go To 3.

3. CHECK THE (L62) RIGHT REAR TURN SIGNAL DRIVER CIRCUIT FOR A SHORT TO

2. Disconnect the Right Rear Park/Turn Lamp harness connector.
5. 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
CONTROL, REMOVAL .
B1008-13-RIGHT TURN LAMP - CIRCUIT OPEN
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
When the Body Control Module (BCM) detects an open condition on the Right Turn Signal Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L60) RIGHT FRONT TURN SIGNAL DRIVER CIRCUIT OPEN
(L62) RIGHT REAR TURN SIGNAL DRIVER CIRCUIT OPEN
TURN SIGNAL BULB

DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK THE (L60) RIGHT FRONT TURN SIGNAL DRIVER CIRCUIT FOR AN OPEN IN
THE HARNESS
4. Measure the resistance of the (L60) Right Front Turn Signal Driver circuit between the Right Front
Yes
 Go To 3.
No
Repair the open in the (L60) Right Front Turn Signal Driver circuit.

3. CHECK THE (L62) RIGHT REAR TURN SIGNAL DRIVER CIRCUIT FOR AN OPEN IN THE
HARNESS
4. Measure the resistance of the (L62) Right Rear Turn Signal Driver circuit between the Right Rear
Yes
 Go To 4.
No
Repair the open in the (L62) Right Rear Turn Signal Driver circuit.


1. Using a 12-volt test light connected to 12-volts, check the (Z910) Ground circuit at the Right Front
and Rear Park/Turn Lamp harness connectors.
Yes
 Go To 5.
No


5. CHECK THE BCM FOR CORRECT OPERATION AT THE RIGHT FRONT TURN SIGNAL
3. Connect a 12-volt test light between the (L60) Right Front Turn Signal Driver circuit and the
(Z910) Ground circuit at the Right Front Park/Turn Lamp harness connector.
5. Turn the Right Turn Signal on.
Yes
 Go To 6.
No
CONTROL, REMOVAL .
6. CHECK THE BCM FOR CORRECT OPERATION AT THE RIGHT REAR TURN SIGNAL
1. Connect a 12-volt test light between the (L62) Right Rear Turn Signal Driver circuit and the (Z910)
Ground circuit at the Right Rear Park/Turn Lamp harness connector.
Yes
No
CONTROL, REMOVAL .
B1008-18-RIGHT TURN LAMP - UNDER CURRENT
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
When the Body Control Module (BCM) detects less than expected current draw on the Right Turn Signal
Driver circuit.
POSSIBLE CAUSES
Possible Causes
INCORRECT RIGHT TURN SIGNAL BULB

(L60) RIGHT FRONT TURN SIGNAL DRIVER CIRCUIT OPEN
(L62) RIGHT REAR TURN SIGNAL DRIVER CIRCUIT OPEN
TURN SIGNAL BULB
DIAGNOSTIC TEST
NOTE: Prior to diagnosing this DTC, verify that the correct wattage bulbs are
installed.

Yes
 Go To 2.
No

2. CHECK THE (L60) RIGHT FRONT TURN SIGNAL DRIVER CIRCUIT FOR AN OPEN IN
THE HARNESS
4. Measure the resistance of the (L60) Right Front Turn Signal Driver circuit between the Right Front
Yes
 Go To 3.
No

3. CHECK THE (L62) RIGHT REAR TURN SIGNAL DRIVER CIRCUIT FOR AN OPEN IN THE
HARNESS
3. Measure the resistance of the (L62) Right Rear Turn Signal Driver circuit between the Right Rear
Yes
 Go To 4.
No


Yes
 Go To 5.
No


5. CHECK THE BCM FOR CORRECT OPERATION AT THE RIGHT FRONT TURN SIGNAL
3. Connect a 12-volt test light between the (L60) Right Front Turn Signal Driver circuit and the
(Z910) Ground circuit at the Right Front Park/Turn Lamp harness connector.

Yes
 Go To 6.
No

CONTROL, REMOVAL .
6. CHECK THE BCM FOR CORRECT OPERATION AT THE RIGHT REAR TURN SIGNAL
1. Connect a 12-volt test light between the (L62) Right Rear Turn Signal Driver circuit and the (Z910)
Ground circuit at the Right Rear Park/Turn Lamp harness connector.
Yes
No
CONTROL, REMOVAL .
B1008-19-RIGHT TURN LAMP - OVER CURRENT
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
When the Body Control Module (BCM) detects a low condition on the Right Turn Signal Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L60) RIGHT FRONT TURN SIGNAL DRIVER CIRCUIT SHORTED TO GROUND
(L62) RIGHT REAR TURN SIGNAL DRIVER CIRCUIT SHORTED TO GROUND
TURN SIGNAL BULBS
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK FOR AN ACTIVE DTC WITH THE RIGHT FRONT PARK/TURN LAMP HARNESS
Yes
 Go To 3.
No
 Replace the Right Front Turn Signal Bulb in accordance with the Service Information. Refer
to UNIT, FRONT LAMP, LOWER, REMOVAL .


3. CHECK FOR AN ACTIVE DTC WITH THE RIGHT REAR PARK/TURN LAMP HARNESS
Yes
 Go To 4.
No
Replace the Right Rear Turn Signal Bulb in accordance with the Service Information. Refer

to LAMP, TAIL STOP TURN, REMOVAL .
4. CHECK THE (L60) RIGHT FRONT TURN SIGNAL DRIVER CIRCUIT FOR A SHORT TO
GROUND
3. Measure the resistance between ground and the (L60) Right Front Turn Signal Driver circuit.
Yes
 Repair the short to ground in the (L60) Right Front Turn Signal Driver circuit.
No
Go To 5.

5. CHECK THE (L62) RIGHT REAR TURN SIGNAL DRIVER CIRCUIT FOR A SHORT TO
GROUND
2. Measure the resistance between ground and the (L62) Right Rear Turn Signal Driver circuit.

Yes
 Repair the short to ground in the (L62) Right Rear Turn Signal Driver circuit.
No
CONTROL, REMOVAL .
B100F-14-FRONT FOG LAMPS - CIRCUIT SHORT TO GROUND OR OPEN
THEORY OF OPERATION
The Body Control Module (BCM) receives the input from the Lower Switch Bank indicating that fog lamp
illumination is requested. The BCM provides a ground path through the front fog lamps relay control circuit.
The front fog lamps relay control circuit connects to the Fog Lamps Relay, which when energized provides
battery voltage to the Front Fog Lamps. The Fog Lamp Relay is located in the Power Distribution Center. For
additional information on the Fog Lamp operation, refer to OPERATION .
WHEN MONITORED:
Fog lamps off.
SET CONDITION:
When the Body Control Module (BCM) detects a low condition on the (L139) Front Fog Lamps Relay Driver
circuit.
POSSIBLE CAUSES
Possible Causes
(L139) FRONT FOG LAMPS RELAY DRIVER CIRCUIT OPEN
(L139) FRONT FOG LAMPS RELAY DRIVER CIRCUIT SHORTED TO GROUND
FRONT FOG LAMPS RELAY
DIAGNOSTIC TEST


3. Turn the Fog Lamps off.
Yes
 Go To 2.
No

2. CHECK THE FRONT FOG LAMPS RELAY

2. Remove the Front Fog Lamps Relay and substitute it with a known good relay.
Does the scan tool display DTC: B100F-14-FRONT FOG LAMPS - CIRCUIT SHORT TO
GROUND OR OPEN?
Yes
 Go To 3.
No
Replace the Front Fog Lamps Relay.


3. CHECK THE (L139) FRONT FOG LAMPS RELAY DRIVER CIRCUIT FOR A SHORT TO
GROUND
2. Remove the Front Fog Lamps Relay.
4. Measure the resistance between ground and the (L139) Front Fog Lamps Relay Driver circuit.
Yes
 Go To 4.
No
Repair the short to ground in the (L139) Front Fog Lamps Relay Driver circuit.

4. CHECK THE (L139) FRONT FOG LAMPS RELAY DRIVER CIRCUIT FOR AN OPEN
1. Measure the resistance of the (L139) Fog Lamps Relay Driver circuit between the Fog Lamps
Relay and the BCM C1 harness connector.
Yes
 Replace the Body Control Module (BCM) in accordance with the Service Information. Refer
to MODULE, BODY CONTROL, REMOVAL .
No
 Repair the open in the (L139) Fog Lamps Relay Driver circuit.
B100F-19-FRONT FOG LAMPS - OVER CURRENT
THEORY OF OPERATION
illumination is requested. The BCM provides a ground path through the front fog lamps relay control circuit.
The front fog lamps relay control circuit connects to the Fog Lamps Relay, which when energized provides
battery voltage to the Front Fog Lamps. The Fog Lamp Relay is located in the Power Distribution Center. For
additional information on the Fog Lamp operation, refer to OPERATION .
WHEN MONITORED:
With the fog lamps active.
SET CONDITION:
When the Body Control Module (BCM) detects higher than expected current on the (L139) Front Fog Lamps
Relay Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L139) FRONT FOG LAMPS RELAY DRIVER CIRCUIT SHORTED TO VOLTAGE
FRONT FOG LAMPS RELAY
DIAGNOSTIC TEST

3. Turn the Fog Lamps on.
Yes
 Go To 2.
No

2. CHECK THE FRONT FOG LAMPS RELAY

3. Remove the Front Fog Lamps Relay and substitute it with a known good relay.
Does the scan tool display DTC: B100F-19-FRONT FOG LAMPS - OVER CURRENT?
Yes
 Go To 3.
No
 Replace the Front Fog Lamps Relay.



3. CHECK THE (L139) FRONT FOG LAMPS RELAY DRIVER CIRCUIT FOR A SHORT TO
VOLTAGE
2. Remove the Front Fog Lamps Relay.
5. Measure the voltage between ground and the (L139) Front Fog Lamps Relay Driver circuit.
Yes
 Repair the short to voltage in the (L139) Front Fog Lamps Relay Driver circuit.
No
B1010-67-BRAKE PEDAL SWITCHES - SIGNAL INVALID
THEORY OF OPERATION
The Body Control Module (BCM) monitors the inputs from the Stop Lamp Switch. The Stop Lamp Switch
contains a normally open switch and a normally closed switch. Separate fused ignition run/start voltage circuits
supply the switches.
WHEN MONITORED:
SET CONDITION:
When the BCM detects that the two switches do not agree on the position of the Brake Pedal.
POSSIBLE CAUSES
Possible Causes
(B15) BRAKE SIGNAL 1 CIRCUIT OPEN
(B16) BRAKE SIGNAL 2 CIRCUIT OPEN
(B15) BRAKE SIGNAL 1 CIRCUIT SHORTED TO VOLTAGE

(B16) BRAKE SIGNAL 2 CIRCUIT SHORTED TO VOLTAGE
(B15) BRAKE SIGNAL 1 CIRCUIT SHORTED TO GROUND
(B16) BRAKE SIGNAL 2 CIRCUIT SHORTED TO GROUND
STOP LAMP SWITCH
NOTE: If any other DTCs are present, repair them first before continuing with this
NOTE: Check the related fuses for a missing or blown fuse. If the fuse is blown,
diagnose the short to ground concern before replacing the fuse.
DIAGNOSTIC TEST

3. Apply and release the Brake Pedal several times.
Yes
 Go To 2.
No

2. CHECK BRAKE PEDAL SWITCH 1 STATUS

1. With the scan tool, read the Brake Pedal Switch 1 (N.O.) input.
2. Press and release the brake pedal several times.
Does the scan tool display Brake Pedal Switch 1 (N.O.): OFF and ON for the appropriate pedal
position?
Yes
 Go To 3.
No
Go To 8.

3. CHECK BRAKE PEDAL SWITCH 2 STATUS

1. With the scan tool, read the Brake Pedal Switch 2 (N.C.) input.
2. Press and release the brake pedal several times.
Does the scan tool display Brake Pedal Switch 2 (N.C.): OFF and ON for the appropriate pedal
position?
Yes
No
Go To 4.

4. CHECK THE FUSED RUN-START OUTPUT CIRCUIT TO BRAKE SWITCH 2 FOR AN OPEN
2. Disconnect the Stop Lamp Switch harness connector.
4. Using a 12-volt test light connected to ground, check the Fused Run-Start Output circuit at the Stop
Lamp Switch harness connector.
Yes
 Go To 5.
No
Repair the open in the Fused Ignition Run-Start Output circuit.


5. CHECK THE STOP LAMP SWITCH - BRAKE SWITCH 2 CIRCUIT OPEN

1. With the scan tool, read the Brake Pedal Switch 2 (N.C.) input.
2. Connect a jumper wire between the (B16) Brake Signal 2 circuit and the Fused Ignition Run-Start
Output circuit at the Stop Lamp Switch harness connector.
3. Remove and reconnect the jumper wire.
Does the scan tool display Brake Pedal Switch 2 (N.C.): OFF and ON and the jumper wire is
removed and reconnected?
Yes
 Replace the Stop Lamp Switch in accordance with the Service Information. Refer to
SWITCH, STOP LAMP, REMOVAL .
No
Go To 6.

6. CHECK THE (B16) BRAKE SIGNAL 2 CIRCUIT FOR A SHORT TO VOLTAGE

4. Measure the voltage between ground and the (B16) Brake Signal 2 circuit at the Stop Lamp Switch
harness connector.
Yes
 Repair the short to voltage in the (B16) Brake Signal 2 circuit.

No
Go To 7.

7. CHECK THE (B16) BRAKE SIGNAL 2 CIRCUIT FOR AN OPEN

2. Measure the resistance of the (B16) Brake Signal 2 circuit between the Stop Lamp Switch harness
connector and the BCM C1 harness connector.
Yes
CONTROL, REMOVAL .
No
 Repair the open in the (B16) Brake Signal 2 circuit.



8. CHECK THE FUSED IGNITION RUN-START OUTPUT CIRCUIT TO BRAKE SWITCH 1

FOR AN OPEN
2. Disconnect the Stop Lamp Switch harness connector.
4. Using a 12-volt test light connected to ground, check the Fused Ignition Run-Start Output circuit at
the Stop Lamp Switch harness connector.
Yes
 Go To 9.
No
Repair the open in the Fused Ignition Run-Start Output circuit.


9. CHECK THE STOP LAMP SWITCH - BRAKE PEDAL SWITCH 1 SIGNAL OPEN
1. With the scan tool, read the Brake Pedal Switch 1 (N.O.) input.
2. Connect a jumper wire between the (B15) Brake Signal 1 circuit and the Fused Ignition Run-Start
Output circuit at the Stop Lamp Switch harness connector.
Does the Brake Pedal Switch 1 (N.O.) input change state?
Yes
No
Go To 10.

10. CHECK THE (B15) BRAKE SIGNAL 1 CIRCUIT FOR A SHORT TO VOLTAGE
4. Measure the voltage between ground and the (B15) Brake Signal 1 circuit at the Stop Lamp Switch
harness connector.

Yes
 Repair the short to voltage in the (B15) Brake Signal 1 circuit.

No
Go To 11.

11. CHECK THE (B15) BRAKE SIGNAL 1 CIRCUIT FOR AN OPEN

2. Measure the resistance of the (B15) Brake Signal 1 circuit between the Stop Lamp Switch harness
connector and the BCM C1 harness connector.
Yes
CONTROL, REMOVAL .
No
 Repair the open in the (B15) Brake Signal 1 circuit.

B1011-12-LICENSE PLATE LAMP - CIRCUIT SHORT TO BATTERY
THEORY OF OPERATION
The Body Control Module (BCM) receives the input from Left Multi-function Switch requesting park lamp
illumination. The BCM provides a voltage output through the license plate lamp control circuit. The control
circuit connects to the License Plate Lamps, which are part of the Park Lamp lighting system. A ground path for
the lamps is present through the harness to the body sheet metal. For additional information on the Park Lamps
operation, refer to OPERATION .
WHEN MONITORED:
With the park lamps off.
SET CONDITION:
When the Body Control Module (BCM) detects a high condition on the (L3) License Plate Lamp Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L3) LICENSE PLATE LAMP DRIVER CIRCUIT SHORTED TO VOLTAGE
LEFT LICENSE PLATE LAMP
RIGHT LICENSE PLATE LAMP
DIAGNOSTIC TEST

3. Turn the Park Lamps on and off.
Yes
 Go To 2.
No

2. CHECK THE (L3) LICENSE PLATE LAMP DRIVER CIRCUIT FOR A SHORT TO VOLTAGE
IN THE HARNESS
2. Disconnect the Exterior Handle License Bar Lamp harness connector.
5. Measure the voltage between ground and the (L3) License Plate Lamp Driver circuit.
Yes
 Repair the short to voltage in the (L3) License Plate Lamp Driver circuit.
No
Go To 3.

3. CHECK THE BCM FOR CORRECT OPERATION

3. Connect a 12-volt test light between the (L3) License Plate Lamp Driver circuit and the (Z941)
Ground circuit at the Exterior Handle License Bar Lamp harness connector.
5. Turn the Park Lamps on.
Yes
 Replace the License Plate Lamp in accordance with the Service Information. Refer to
LAMP, LICENSE PLATE, REMOVAL .
No
CONTROL, REMOVAL .
B1011-13-LICENSE PLATE LAMP - CIRCUIT OPEN
THEORY OF OPERATION
WHEN MONITORED:
With the park lamps off or active.
SET CONDITION:
When the Body Control Module (BCM) detects an open condition on the (L3) License Plate Lamp Driver
circuit.
POSSIBLE CAUSES
Possible Causes
(L3) LICENSE PLATE LAMP DRIVER CIRCUIT OPEN
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK THE (L3) LICENSE PLATE LAMP DRIVER CIRCUIT FOR AN OPEN IN THE
HARNESS
4. Measure the resistance of the (L3) License Plate Lamp Driver circuit between the Exterior Handle
License Bar Lamp harness connector and the BCM C2 harness connector.
Yes
 Go To 3.
No
Repair the open in the (L3) License Plate Lamp Driver circuit.


1. Using a 12-volt test light connected to 12-volts, check the (Z941) Ground circuit at the Exterior
Handle License Bar Lamp harness connector.
Yes
 Go To 4.
No



3. Connect a 12-volt test light between the (L3) License Plate Lamp Driver circuit and the (Z941)
Ground circuit at the Exterior Handle License Bar Lamp harness connector.
Yes
No
CONTROL, REMOVAL .
B1011-19-LICENSE PLATE LAMP - OVER CURRENT
THEORY OF OPERATION
WHEN MONITORED:
With the park lamps active.
SET CONDITION:
When the Body Control Module (BCM) detects higher than expected current on the (L3) License Plate Lamp
Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L3) LICENSE PLATE LAMP DRIVER CIRCUIT SHORTED TO GROUND
DIAGNOSTIC TEST

Yes
 Go To 2.
No


1. Turn the Park Lamps off.

Does the scan tool display DTC: B1011-13-LICENSE PLATE LAMP - CIRCUIT OPEN
Yes
No
Go To 3.

3. CHECK THE (L3) LICENSE PLATE LAMP DRIVER CIRCUIT FOR A SHORT TO GROUND
3. Measure the resistance between ground and the (L3) License Plate Lamp Driver circuit.
Yes
CONTROL, REMOVAL .
No
 Repair the short to ground in the (L3) License Plate Lamp Driver circuit.
B1014-12-LEFT STOP LAMP - CIRCUIT SHORT TO BATTERY
THEORY OF OPERATION
The Body Control Module (BCM) receives a hardwired brake signal from the Stop Lamp Switch indicating that
the Brake Pedal is applied. When this signal is received, the BCM provides a voltage output through the rear
stop signal control circuit. For additional information on the Brake Lamp operation, refer to OPERATION .
WHEN MONITORED:
With the Brake Pedal not applied.
SET CONDITION:
When the Body Control Module (BCM) detects a high condition on the (L52) Left Stop Lamp Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L52) LEFT STOP LAMP DRIVER CIRCUIT SHORTED TO VOLTAGE
LEFT STOP LAMP
DIAGNOSTIC TEST

3. Apply and release the Brake Pedal.
Yes
 Go To 2.
No

2. CHECK THE (L52) LEFT STOP LAMP DRIVER CIRCUIT FOR A SHORT TO VOLTAGE IN
THE HARNESS
2. Disconnect the Left Tail Lamp Assembly C1 harness connector.
5. Measure the voltage between ground and the (L52) Left Stop Lamp Driver circuit.

Yes
 Repair the short to voltage in the (L52) Left Stop Lamp Driver circuit.
No
Go To 3.


3. Connect a 12-volt test light between the (L52) Left Stop Lamp Driver circuit and the (Z941)
Ground circuit at the Left Tail Lamp Assembly C1 harness connector.
5. Apply the Brake Pedal.
Yes
 Replace the Left Stop Lamp Bulb in accordance with the Service Information. Refer to
No
CONTROL, REMOVAL .
B1014-13-LEFT STOP LAMP - CIRCUIT OPEN
THEORY OF OPERATION
WHEN MONITORED:
With the Brake Pedal applied or released.
SET CONDITION:
When the Body Control Module (BCM) detects an open condition on the (L52) Left Stop Lamp Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L52) LEFT STOP LAMP DRIVER CIRCUIT OPEN
LEFT STOP LAMP
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK THE (L52) LEFT STOP LAMP DRIVER CIRCUIT FOR AN OPEN IN THE HARNESS
4. Measure the resistance of the (L52) Left Stop Lamp Driver circuit between the Left Tail Lamp
Assembly C1 harness connector and the BCM C2 harness connector.
Yes
 Go To 3.
No
Repair the open in the (L52) Left Stop Lamp Driver circuit.


1. Using a 12-volt test light connected to 12-volts, check the (Z941) Ground circuit at the Left Tail
Lamp Assembly C1 harness connector.
Yes
 Go To 4.
No



Yes
 Replace the Left Stop Lamp in accordance with the Service Information. Refer to LAMP,
TAIL STOP TURN, REMOVAL .
No
CONTROL, REMOVAL .
B1014-18-LEFT STOP LAMP - UNDER CURRENT
THEORY OF OPERATION
WHEN MONITORED:
With the Brake Pedal applied.
SET CONDITION:
When the Body Control Module (BCM) detects less than expected current draw on the (L52) Left Stop Lamp
Driver circuit.
POSSIBLE CAUSES
Possible Causes
INCORRECT LEFT STOP LAMP BULB
(L52) LEFT STOP LAMP DRIVER CIRCUIT OPEN
DIAGNOSTIC TEST
NOTE: Prior to diagnosing this DTC, verify that the correct wattage bulb is
installed.

Yes
 Go To 2.
No
2. CHECK THE (L52) LEFT STOP LAMP DRIVER CIRCUIT FOR AN OPEN IN THE HARNESS
4. Measure the resistance of the (L52) Left Stop Lamp Driver circuit between the Left Tail Lamp
Yes
 Go To 3.
No
Repair the open in the (L52) Left Stop Lamp Driver circuit.


Yes
 Go To 4.
No



Yes
 Replace the Left Stop Lamp in accordance with the Service Information. Refer to LAMP,
No
CONTROL, REMOVAL .
B1014-19-LEFT STOP LAMP - OVER CURRENT
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
When the Body Control Module (BCM) detects greater than expected current draw on the (L52) Left Stop
Lamp Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L52) LEFT STOP LAMP DRIVER CIRCUIT SHORTED TO GROUND
LEFT STOP LAMP
DIAGNOSTIC TEST


Yes
 Go To 2.
No


Does the scan tool display DTC: B1014-13-LEFT STOP LAMP - CIRCUIT OPEN?
Yes
 Replace the Left Stop Lamp Bulb in accordance with the Service Information. Refer to
No
Go To 3.

3. CHECK THE (L52) LEFT STOP LAMP DRIVER CIRCUIT FOR A SHORT TO GROUND
3. Measure the resistance between ground and the (L52) Left Stop Lamp Driver circuit.
Yes
CONTROL, REMOVAL .
No
 Repair the short to ground in the (L52) Left Stop Lamp Driver circuit.
B1015-12-RIGHT STOP LAMP - CIRCUIT SHORT TO BATTERY
THEORY OF OPERATION
WHEN MONITORED:
With the Brake Pedal not applied.
SET CONDITION:
When the Body Control Module (BCM) detects a high condition on the (L54) Right Stop Lamp Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L54) RIGHT STOP LAMP DRIVER CIRCUIT SHORTED TO VOLTAGE
RIGHT STOP LAMP
DIAGNOSTIC TEST

3. Apply and release the Brake Pedal.
Yes
 Go To 2.
No


2. CHECK THE (L54) RIGHT STOP LAMP DRIVER CIRCUIT FOR A SHORT TO VOLTAGE IN
THE HARNESS
2. Disconnect the Right Tail Lamp Assembly C1 harness connector.
5. Measure the voltage between ground and the (L54) Right Stop Lamp Driver circuit.
Yes
 Repair the short to voltage in the (L54) Right Stop Lamp Driver circuit.
No
Go To 3.


3. Connect a 12-volt test light between the (L54) Right Stop Lamp Driver circuit and the (Z941)
Ground circuit at the Right Tail Lamp Assembly C1 harness connector.
Yes
 Replace the Right Stop Lamp Bulb in accordance with the Service Information. Refer to
No
CONTROL, REMOVAL .
B1015-13-RIGHT STOP LAMP - CIRCUIT OPEN

THEORY OF OPERATION
WHEN MONITORED:
With the Brake Pedal applied or released.
SET CONDITION:
When the Body Control Module (BCM) detects an open condition on the (L54) Right Stop Lamp Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L54) RIGHT STOP LAMP DRIVER CIRCUIT OPEN
RIGHT STOP LAMP
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK THE (L54) RIGHT STOP LAMP DRIVER CIRCUIT FOR AN OPEN IN THE
HARNESS
4. Measure the resistance of the (L54) Right Stop Lamp Driver circuit between the Right Tail Lamp
Yes
 Go To 3.
No
Repair the open in the (L54) Right Stop Lamp Driver circuit.


1. Using a 12-volt test light connected to 12-volts, check the (Z941) Ground circuit at the Right Tail
Yes
 Go To 4.
No



Yes
 Replace the Right Stop Lamp in accordance with the Service Information. Refer to LAMP,

No
CONTROL, REMOVAL .
B1015-18-RIGHT STOP LAMP - UNDER CURRENT
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
When the Body Control Module (BCM) detects less than expected current draw on the (L54) Right Stop Lamp
Driver circuit.
POSSIBLE CAUSES
Possible Causes
INCORRECT RIGHT STOP LAMP BULB
(L54) RIGHT STOP LAMP DRIVER CIRCUIT OPEN
DIAGNOSTIC TEST
NOTE: Prior to diagnosing this DTC, verify that the correct wattage bulb is
installed.

Yes
 Go To 2.
No

2. CHECK THE (L54) RIGHT STOP LAMP DRIVER CIRCUIT FOR AN OPEN IN THE
HARNESS
4. Measure the resistance of the (L54) Right Stop Lamp Driver circuit between the Right Tail Lamp
Yes
 Go To 3.
No
Repair the open in the (L54) Right Stop Lamp Driver circuit.


Yes
 Go To 4.
No




Yes
 Replace the Right Stop Lamp in accordance with the Service Information. Refer to LAMP,
No
CONTROL, REMOVAL .
B1015-19-RIGHT STOP LAMP - OVER CURRENT
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
When the Body Control Module (BCM) detects greater than expected current draw on the (L54) Right Stop
POSSIBLE CAUSES
Possible Causes
(L54) RIGHT STOP LAMP DRIVER CIRCUIT SHORTED TO GROUND

RIGHT STOP LAMP
DIAGNOSTIC TEST

Yes
 Go To 2.
No


Does the scan tool display DTC: B1015-13-RIGHT STOP LAMP - CIRCUIT OPEN?
Yes
 Replace the Right Stop Lamp Bulb in accordance with the Service Information. Refer to
No
Go To 3.

3. CHECK THE (L54) RIGHT STOP LAMP DRIVER CIRCUIT FOR A SHORT TO GROUND

3. Measure the resistance between ground and the (L54) Right Stop Lamp Driver circuit.
Yes
CONTROL, REMOVAL .
No
 Repair the short to ground in the (L54) Right Stop Lamp Driver circuit.
B1017-12-REVERSE LAMP - CIRCUIT SHORT TO BATTERY
THEORY OF OPERATION
The BCM receives a communication network message to indicate that the vehicle is in reverse. Once the BCM
is informed that the vehicle is in reverse, it provides a voltage output through the backup lamp driver circuit.
The same BCM driver circuit connects to both the Left and Right Backup Lamps. A ground path for the lamps
is present through the harness to the body sheet metal. For additional information on the Backup Lamps
WHEN MONITORED:
With the backup lamps off.
SET CONDITION:
When the Body Control Module (BCM) detects a high condition on the (L15) Left Backup Lamp Driver circuit
or (L16) Right Backup Lamp Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L15) LEFT BACKUP LAMP DRIVER CIRCUIT SHORTED TO VOLTAGE
(L16) RIGHT BACKUP LAMP DRIVER CIRCUIT SHORTED TO VOLTAGE
LEFT BACKUP LAMP/BULB
RIGHT BACKUP LAMP/BULB
DIAGNOSTIC TEST
NOTE: The same BCM driver circuit provides voltage to both the left and right
backup lamps. If either the left or right backup lamp is functional, the BCM
is not the cause of the concern.

Yes
 Go To 4.
No

2. CHECK FOR LEFT BACKUP LAMP FOR CORRECT OPERATION

Yes
 Go To 3.
No
Replace the Left Backup Lamp Bulb in accordance with the Service Information. Refer to

3. CHECK FOR RIGHT BACKUP LAMP FOR CORRECT OPERATION


Yes
 Go To 4.
No
Replace the Right Backup Lamp Bulb in accordance with the Service Information. Refer to

4. CHECK THE (L15) LEFT BACKUP LAMP DRIVER CIRCUIT FOR A SHORT TO VOLTAGE
IN THE HARNESS
4. Measure the voltage between ground and the (L15) Left Backup Lamp Driver circuit at the Left
Tail Lamp Assembly C1 harness connector.
Yes
 Repair the short to voltage in the (L15) Left Backup Lamp Driver circuit.
No
Go To 5.

5. CHECK THE (L16) RIGHT BACKUP LAMP DRIVER CIRCUIT FOR A SHORT TO
1. Measure the voltage between ground and the (L16) Right Backup Lamp Driver circuit at the Right
Yes
 Repair the short to voltage in the (L16) Right Backup Lamp Driver circuit.
No
CONTROL, REMOVAL .
B1017-13-REVERSE LAMP - CIRCUIT OPEN
THEORY OF OPERATION
WHEN MONITORED:
With the backup lamps on or off.
SET CONDITION:
When the Body Control Module (BCM) detects an open condition on both the (L15) Left Backup Lamp Driver
circuit and the (L16) Right Backup Lamp Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L15) LEFT BACKUP LAMP DRIVER CIRCUIT AND (L16) RIGHT BACKUP LAMP DRIVER
CIRCUIT OPEN
LEFT AND RIGHT BACKUP LAMPS
DIAGNOSTIC TEST
NOTE: This DTC will set when both the Left and Right Backup Lamp bulbs are
burnt out or missing.


3. With the brakes firmly applied, shift the gear selector into REVERSE.
Yes
 Go To 2.
No

2. CHECK THE (L15) LEFT BACKUP LAMP DRIVER CIRCUIT AND (L16) RIGHT BACKUP
LAMP DRIVER CIRCUITS FOR AN OPEN IN THE HARNESS
1. Shift the gear selector into PARK.
6. Measure the resistance of the (L15) Left Backup Lamp Driver circuit between the Left Tail Lamp
7. Measure the resistance of the (L16) Right Backup Lamp Driver circuit between the Right Tail
Lamp Assembly C1 harness connector and the BCM C2 harness connector.
Yes
 Go To 3.
No
Repair the open in the (L15) Left Backup Lamp Driver and (L16) Right Backup Lamp Driver

circuits.
3. CHECK THE (Z941) GROUND CIRCUITS FOR AN OPEN IN THE HARNESS

Yes
 Go To 4.
No
Repair the open in the (Z941) Ground circuits.



3. Connect a 12-volt test light between the (L15) Left Backup Lamp Driver circuit and the (Z941)
Yes
 Replace the Left and Right Backup Lamp bulbs in accordance with the Service Information.
Refer to LAMP, TAIL STOP TURN, REMOVAL .
No
CONTROL, REMOVAL .
B1017-18-REVERSE LAMP - UNDER CURRENT
THEORY OF OPERATION
WHEN MONITORED:
With the backup lamps on.
SET CONDITION:
When the Body Control Module (BCM) detects less than expected current draw in the (L15) Left Backup Lamp
Driver circuit and (L16) Right Backup Lamp Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L15) LEFT BACKUP LAMP DRIVER CIRCUIT OPEN
(L16) RIGHT BACKUP LAMP DRIVER CIRCUIT OPEN
LEFT BACKUP LAMP
RIGHT BACKUP LAMP
DIAGNOSTIC TEST
NOTE: This DTC will set when either the Left or Right Backup Lamp bulb is burnt
out or missing.

Yes
 Go To 2.
No

2. CHECK THE (L15) LEFT BACKUP LAMP DRIVER CIRCUIT AND (L16) RIGHT BACKUP
LAMP DRIVER CIRCUITS FOR AN OPEN IN THE HARNESS

6. Measure the resistance of the (L15) Left Backup Lamp Driver circuit between the Left Tail Lamp
7. Measure the resistance of the (L16) Right Backup Lamp Driver circuit between the Right Tail
Lamp Assembly C1 harness connector and the BCM C2 harness connector.
Yes
 Go To 3.
No
Repair the open in the (L15) Left Backup Lamp Driver circuit or (L16) Right Backup Lamp

Driver circuit.
3. CHECK THE (Z941) GROUND CIRCUITS FOR AN OPEN IN THE HARNESS

Does the test light illuminate brightly for both circuits?
Yes
 Go To 4.
No
Repair the open in the appropriate (Z941) Ground circuit.



3. Connect a 12-volt test light between the (L15) Left Backup Lamp Driver circuit and the (Z941)
Yes
 Replace the Left or Right Backup Lamp bulb based on the original concern in accordance
with the Service Information. Refer to LAMP, TAIL STOP TURN, REMOVAL .
No
CONTROL, REMOVAL .
B1017-19-REVERSE LAMP - OVER CURRENT
THEORY OF OPERATION
WHEN MONITORED:
With the backup lamps on.
SET CONDITION:
When the Body Control Module (BCM) detects greater than expected current draw on the (L15) Left Backup
Lamp Driver circuit or (L16) Right Backup Lamp Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L15) LEFT BACKUP LAMP DRIVER CIRCUIT SHORTED TO GROUND
(L16) RIGHT BACKUP LAMP DRIVER CIRCUIT SHORTED TO GROUND
LEFT BACKUP LAMP/BULB
RIGHT BACKUP LAMP/BULB
DIAGNOSTIC TEST
NOTE: The same BCM driver circuit provides voltage to both the left and right
backup lamps. If either the left or right backup lamp is functional, the BCM
is not the cause of the concern.

Yes
 Go To 4.
No

2. CHECK FOR LEFT BACKUP LAMP FOR CORRECT OPERATION

Yes
 Go To 3.
No
 Replace the Left Backup Lamp Bulb in accordance with the Service Information. Refer to
3. CHECK FOR RIGHT BACKUP LAMP FOR CORRECT OPERATION

Yes
 Go To 4.
No
Replace the Right Backup Lamp Bulb in accordance with the Service Information. Refer to

4. CHECK THE (L15) LEFT BACKUP LAMP DRIVER CIRCUIT FOR A SHORT TO GROUND
IN THE HARNESS
3. Measure the resistance between ground and the (L15) Left Backup Lamp Driver circuit at the Left
Yes
 Go To 5.
No
Repair the short to ground in the (L15) Left Backup Lamp Driver circuit.

5. CHECK THE (L16) RIGHT BACKUP LAMP DRIVER CIRCUIT FOR A SHORT TO GROUND
IN THE HARNESS
1. Measure the resistance between ground and the (L16) Right Backup Lamp Driver circuit at the
Right Tail Lamp Assembly C1 harness connector.

Yes
CONTROL, REMOVAL .
No
 Repair the short to ground in the (L16) Right Backup Lamp Driver circuit.
B1019-1D-FRONT CEILING LAMP DIMMER - CIRCUIT CURRENT OUT OF RANGE
THEORY OF OPERATION
The Body Control Module (BCM) provides voltage to the Dome Lamp through the Reading/Rail Lamps Driver
circuit and also provides a pulse width modulated ground through the Courtesy Lamps Driver circuit.
WHEN MONITORED:
With the ignition on, Dome Lamp on.
SET CONDITION:
The Body Control Module (BCM) detects a short to battery on the (M11) Courtesy Lamps Driver circuit.
POSSIBLE CAUSES
Possible Causes
(M11) COURTESY LAMPS DRIVER CIRCUIT SHORTED TO VOLTAGE
DOME LAMP
DIAGNOSTIC TEST

2. Activate the Dome Lamp.
Yes
 Go To 2.
No

2. CHECK THE DOME LAMP FOR AN INTERNAL SHORT TO VOLTAGE

2. Disconnect the Dome Lamp harness connector.
4. Activate the Dome Lamp.
Yes
 Go To 3.
No
Replace the Dome Lamp in accordance with the Service Information. Refer to LAMP,

DOME, REMOVAL .
3. CHECK THE (M11) COURTESY LAMPS DRIVER CIRCUIT FOR A SHORT TO VOLTAGE
4. Measure the voltage on the (M11) Courtesy Lamps Driver circuit.
Yes
 Repair the short to voltage on the (M11) Courtesy Lamps Driver circuit.
No
CONTROL, REMOVAL .
B101B-19-AMBIENT LIGHTING/PANEL DIMMER - OVER CURRENT
THEORY OF OPERATION
WHEN MONITORED:
With the ignition and Park Lamps on.
SET CONDITION:
The Body Control Module (BCM) detects a short to ground on the Panel Lamps Dimmer Signal circuit.
POSSIBLE CAUSES
Possible Causes
PANEL LAMPS DIMMER SIGNAL CIRCUIT SHORTED TO GROUND
CENTER CONSOLE LAMPS
UPPER SWITCH BANK
STEERING WHEEL SWITCHES
CLOCKSPRING
DIAGNOSTIC TEST

Yes
 Go To 2.
No
2. CHECK THE CENTER CONSOLE LAMPS FOR AN INTERNAL SHORT TO GROUND

2. Disconnect the Center Console Lamps harness connectors.
Yes
 Go To 3.
No
Replace the Center Console Lamps in accordance with the Service Information.

3. CHECK THE UPPER SWITCH BANK FOR AN INTERNAL SHORT TO GROUND

2. Disconnect the Upper Switch Bank harness connector.
Yes
 Go To 4.
No
Replace the Upper Switch Bank in accordance with the Service Information. Refer to POD,

SWITCH, REMOVAL .
4. CHECK THE STEERING WHEEL SWITCHES FOR AN INTERNAL SHORT TO GROUND

2. Disconnect the Steering Wheel Switches harness connector.
Yes
 Go To 5.
No
Replace the Steering Wheel Switches in accordance with the Service Information. Refer to

SWITCH, SPEED CONTROL, REMOVAL .
5. CHECK THE CLOCKSPRING FOR AN INTERNAL SHORT TO GROUND

2. Disconnect the Clockspring C1 harness connector.
Yes
 Go To 6.
No
Replace the Clockspring in accordance with the Service Information. Refer to


CLOCKSPRING, REMOVAL .
6. CHECK THE PANEL LAMPS DIMMER SIGNAL CIRCUIT FOR A SHORT TO GROUND AT
THE BCM C1 HARNESS CONNECTOR
NOTE: Perform this step with all components mentioned above disconnected.

3. Measure the resistance between ground and the Panel Lamps Dimmer Signal circuit at the BCM C1
harness connector.
Yes
 Repair the short to ground in the Panel Lamps Dimmer Signal circuit.
No
 Go To 7.
7. CHECK THE PANEL LAMPS DIMMER SIGNAL CIRCUIT FOR A SHORT TO GROUND AT
THE BCM C3 HARNESS CONNECTOR
NOTE: Perform this step with all components mentioned above disconnected.

3. Measure the resistance between ground and the Panel Lamps Dimmer Signal circuit at the BCM C3
harness connector.
Yes
 Repair the short to ground in the Panel Lamps Dimmer Signal circuit.
No
CONTROL, REMOVAL .
B101E-19-REAR WINDOW DEFROST - OVER CURRENT
THEORY OF OPERATION
The Body Control Module (BCM) receives the input from the Upper Switch Bank indicating that the rear
defogger is requested. The BCM provides a ground path through the rear window defogger control output
circuit. The rear window defogger control output circuit connects to the Rear Window Defogger Relay, which
when energized provides battery voltage to the Rear Window Defogger, which is also known as Electric Back
Light. The Rear Window Defogger Relay is located in the Power Distribution Center. For additional
information on the Rear Window Defogger operation, refer to OPERATION .
WHEN MONITORED:
With the rear window defogger active.
SET CONDITION:
When the Body Control Module (BCM) detects higher than expected current on the (C15) Rear Window
Defogger Control Output circuit.
POSSIBLE CAUSES
Possible Causes
(C15) REAR WINDOW DEFOGGER CONTROL OUTPUT CIRCUIT SHORTED TO VOLTAGE
REAR WINDOW DEFOGGER RELAY
DIAGNOSTIC TEST

3. Turn the Rear Window Defogger on.
Yes
 Go To 2.
No

2. CHECK THE REAR WINDOW DEFOGGER RELAY

1. Turn the Rear Window Defogger off.
3. Remove the Rear Window Defogger Relay and substitute it with a known good relay.
5. Turn the Rear Window Defogger on.
Does the scan tool display DTC: B101E-19-REAR WINDOW DEFROST - OVER CURRENT?
Yes
 Go To 3.
No
 Replace the Rear Window Defogger Relay.



3. CHECK THE (C15) REAR WINDOW DEFOGGER CONTROL OUTPUT CIRCUIT FOR A
SHORT TO VOLTAGE
2. Remove the Rear Window Defogger Relay.
5. Measure the voltage between ground and the (C15) Rear Window Defogger Control Output circuit.
Yes
 Repair the short to voltage in the (C15) Rear Window Defogger Control Output circuit.
No
B1020-12-FRONT WIPER LOW SPEED - CIRCUIT SHORT TO BATTERY
THEORY OF OPERATION
The Body Control Module (BCM) receives a hardwired signal from the Right Multi-function Switch indicating
that the low speed front wiper is requested. When this signal is received, the BCM provides a voltage output
through the low speed front wiper motor control circuit. For additional information on the Front Wiper
WHEN MONITORED:
Front Wiper off.
SET CONDITION:
When the Body Control Module (BCM) detects a high condition on the (W3) Front Wiper Low Speed Driver
circuit or detects three consecutive transitions of the Front Wiper Motor Park Switch.
POSSIBLE CAUSES
Possible Causes
(W3) FRONT WIPER LOW SPEED DRIVER CIRCUIT SHORTED TO VOLTAGE
FRONT WIPER MOTOR
DIAGNOSTIC TEST

3. Turn on and off the Front Wiper.
Yes
 Go To 2.
No

2. CHECK THE (W3) FRONT WIPER LOW SPEED DRIVER CIRCUIT FOR A SHORT TO
2. Disconnect the Front Wiper Motor harness connector.
5. Measure the voltage between ground and the (W3) Front Wiper Low Speed Driver circuit.
Yes
 Repair the short to voltage in the (W3) Front Wiper Low Speed Driver circuit.
No
 Go To 3.

3. Connect a 12-volt test light between the (W3) Front Wiper Low Speed Driver circuit and the
(Z910) Ground circuit at the Front Wiper Motor harness connector.
5. Turn the Front Wiper on and off.
Does the test light illuminate correctly as the Front Wiper is commanded on and off?
Yes
 Replace the Front Wiper Motor in accordance with the Service Information. Refer to
MOTOR, WIPER, REMOVAL .
No
CONTROL, REMOVAL .
B1022-13-FRONT WIPER LOW SPEED - CIRCUIT OPEN / MOTOR THERMAL PROTECTION

ACTIVE
THEORY OF OPERATION
WHEN MONITORED:
Front Wiper on.
SET CONDITION:
When the Body Control Module (BCM) detects less than expected current draw on the (W3) Front Wiper Low
Speed Driver circuit and does not detect any transitions of the Front Wiper Motor Park Switch for more than 10
seconds.
POSSIBLE CAUSES
Possible Causes
(W3) FRONT WIPER LOW SPEED DRIVER CIRCUIT OPEN
FRONT WIPER MOTOR
DIAGNOSTIC TEST

3. Turn the Front Wiper on.
4. Wait for 10 seconds.
Yes
 Go To 2.
No

2. CHECK THE (W3) FRONT WIPER LOW SPEED DRIVER CIRCUIT FOR AN OPEN IN THE
HARNESS
4. Measure the resistance of the (W3) Front Wiper Low Speed Driver circuit between the Front Wiper
Motor harness connector and the BCM C4 harness connector.
Yes
 Go To 3.
No
Repair the open in the (W3) Front Wiper Low Speed Driver circuit.


1. Using a 12-volt test light connected to 12-volts, check the (Z910) Ground circuit at the Front Wiper
Motor harness connector.
Yes
 Go To 4.
No



3. Connect a 12-volt test light between the (W3) Front Wiper Low Speed Driver circuit and the
5. Turn the Front Wiper on and off.
Does the test light illuminate correctly as the Front Wiper is commanded on and off?
Yes
No
CONTROL, REMOVAL .
B1022-19-FRONT WIPER LOW SPEED - OVER CURRENT
THEORY OF OPERATION
WHEN MONITORED:
Front Wiper on.
SET CONDITION:
When the Body Control Module (BCM) detects greater than expected current draw on the (W3) Front Wiper
Low Speed Driver circuit.
POSSIBLE CAUSES
Possible Causes
(W3) FRONT WIPER LOW SPEED DRIVER CIRCUIT SHORTED TO GROUND
FRONT WIPER MOTOR
DIAGNOSTIC TEST

Yes
 Go To 2.
No



Does the scan tool display DTC: B1020-13-FRONT WIPER LOW SPEED - CIRCUIT OPEN /
MOTOR THERMAL PROTECTION ACTIVE?
Yes
No
Go To 3.

3. CHECK THE (W3) FRONT WIPER LOW SPEED DRIVER CIRCUIT FOR A SHORT TO
GROUND
3. Measure the resistance between ground and the (W3) Front Wiper Low Speed Driver circuit.
Yes
CONTROL, REMOVAL .
No
 Repair the short to ground in the (W3) Front Wiper Low Speed Driver circuit.
B1021-13-FRONT WIPER HIGH SPEED - CIRCUIT OPEN / MOTOR THERMAL PROTECTION

ACTIVE
THEORY OF OPERATION
that the high speed front wiper is requested. When this signal is received, the BCM provides a voltage output
through the high speed front wiper motor control circuit. For additional information on the Front Wiper
WHEN MONITORED:
Front Wiper on High Speed.
SET CONDITION:
When the Body Control Module (BCM) detects less than expected current draw on the (W4) Front Wiper High
Speed Driver circuit and does not detect any transitions of the Front Wiper Motor Park Switch for more than 10
seconds.
POSSIBLE CAUSES
Possible Causes
(W4) FRONT WIPER HIGH SPEED DRIVER CIRCUIT OPEN
FRONT WIPER MOTOR
DIAGNOSTIC TEST

3. Turn the Front Wiper on High.
Yes
 Go To 2.
No


2. CHECK THE (W4) FRONT WIPER HIGH SPEED DRIVER CIRCUIT FOR AN OPEN IN THE
HARNESS
4. Measure the resistance of the (W4) Front Wiper High Speed Driver circuit between the Front
Wiper Motor harness connector and the BCM C4 harness connector.
Yes
 Go To 3.
No
Repair the open in the (W4) Front Wiper High Speed Driver circuit.


1. Using a 12-volt test light connected to 12-volts, check the (Z910) Ground circuit at the Front Wiper
Yes
 Go To 4.
No



3. Connect a 12-volt test light between the (W4) Front Wiper High Speed Driver circuit and the
5. Turn the High Speed Front Wiper on and off.
Does the test light illuminate correctly as the High Speed Front Wiper is commanded on and off?
Yes
No
CONTROL, REMOVAL .
B1021-19-FRONT WIPER HIGH SPEED - OVER CURRENT
THEORY OF OPERATION
that the high speed front wiper is requested. When this signal is received, the BCM provides a voltage output
through the high speed front wiper motor control circuit. For additional information on the Front Wiper
WHEN MONITORED:
Front Wiper on High Speed.
SET CONDITION:
When the Body Control Module (BCM) detects greater than expected current draw on the (W4) Front Wiper
High Speed Driver circuit.
POSSIBLE CAUSES
Possible Causes
(W4) FRONT WIPER HIGH SPEED DRIVER CIRCUIT SHORTED TO GROUND
FRONT WIPER MOTOR
DIAGNOSTIC TEST


Yes
 Go To 2.
No


Does the scan tool display DTC: B1021-13-FRONT WIPER HIGH SPEED - CIRCUIT OPEN /
MOTOR THERMAL PROTECTION ACTIVE?
Yes
No
Go To 3.

3. CHECK THE (W4) FRONT WIPER HIGH SPEED DRIVER CIRCUIT FOR A SHORT TO
GROUND
3. Measure the resistance between ground and the (W4) Front Wiper High Speed Driver circuit.

Yes
CONTROL, REMOVAL .
No
 Repair the short to ground in the (W4) Front Wiper High Speed Driver circuit.
B1022-12-REAR WIPER - CIRCUIT SHORT TO BATTERY
THEORY OF OPERATION
that the rear wiper is requested. When this signal is received, the BCM provides a voltage output through the
rear wiper motor control circuit. For additional information on the Rear Wiper operation, refer to
OPERATION .
WHEN MONITORED:
Rear Wiper off.
SET CONDITION:
When the Body Control Module (BCM) detects a high condition on the (W13) Rear Wiper Motor Control
circuit or detects three consecutive transitions of the Rear Wiper Motor Park Switch.
POSSIBLE CAUSES
Possible Causes
(W13) REAR WIPER MOTOR CONTROL CIRCUIT SHORTED TO VOLTAGE
REAR WIPER MOTOR
DIAGNOSTIC TEST

3. Turn on and off the Rear Wiper.
Yes
 Go To 2.
No

2. CHECK THE (W13) REAR WIPER MOTOR CONTROL CIRCUIT FOR A SHORT TO
2. Disconnect the Rear Wiper Motor harness connector.
5. Measure the voltage between ground and the (W13) Rear Wiper Motor Control circuit.
Yes
 Repair the short to voltage in the (W13) Rear Wiper Motor Control circuit.
No
Go To 3.


3. Connect a 12-volt test light between the (W13) Rear Wiper Motor Control circuit and the (Z941)
Ground circuit at the Rear Wiper Motor harness connector.
5. Turn the Rear Wiper on and off.
Does the test light illuminate correctly as the Rear Wiper is commanded on and off?
Yes
 Replace the Rear Wiper Motor in accordance with the Service Information. Refer to
No
CONTROL, REMOVAL .
B1022-13-REAR WIPER - CIRCUIT OPEN
THEORY OF OPERATION
OPERATION .
WHEN MONITORED:
Rear Wiper on.
SET CONDITION:
When the Body Control Module (BCM) detects less than expected current draw on the (W13) Rear Wiper
Motor Control circuit and does not detect any transitions of the Rear Wiper Motor Park Switch.
POSSIBLE CAUSES
Possible Causes
(W13) REAR WIPER MOTOR CONTROL CIRCUIT OPEN
REAR WIPER MOTOR
DIAGNOSTIC TEST

3. Turn the Rear Wiper on.

Yes
 Go To 2.
No

2. CHECK THE (W13) REAR WIPER MOTOR CONTROL CIRCUIT FOR AN OPEN IN THE
HARNESS
4. Measure the resistance of the (W13) Rear Wiper Motor Control circuit between the Rear Wiper
Yes
 Go To 3.
No
Repair the open in the (W13) Rear Wiper Motor Control circuit.


1. Using a 12-volt test light connected to 12-volts, check the (Z941) Ground circuit at the Rear Wiper
Yes
 Go To 4.
No



3. Connect a 12-volt test light between the (W13) Rear Wiper Motor Control circuit and the (Z941)
Ground circuit at the Rear Wiper Motor harness connector.
5. Turn the Rear Wiper on and off.
Does the test light illuminate correctly as the Rear Wiper is commanded on and off?
Yes
No
CONTROL, REMOVAL .
B1022-19-REAR WIPER - OVER CURRENT
THEORY OF OPERATION
OPERATION .
WHEN MONITORED:
Rear Wiper on.
SET CONDITION:
When the Body Control Module (BCM) detects greater than expected current draw on the (W13) Rear Wiper
Motor Control circuit.
POSSIBLE CAUSES
Possible Causes
(W13) REAR WIPER MOTOR CONTROL CIRCUIT SHORTED TO GROUND
REAR WIPER MOTOR
DIAGNOSTIC TEST

Yes
 Go To 2.
No


Does the scan tool display DTC: B1022-13-REAR WIPER - CIRCUIT OPEN?
Yes
No
Go To 3.

3. CHECK THE (W13) REAR WIPER MOTOR CONTROL CIRCUIT FOR A SHORT TO
GROUND
3. Measure the resistance between ground and the (W13) Rear Wiper Motor Control circuit.
Yes
CONTROL, REMOVAL .
No
 Repair the short to ground in the (W13) Rear Wiper Motor Control circuit.
B1023-64-FRONT WIPER - SIGNAL INVALID
THEORY OF OPERATION
The Body Control Module (BCM) monitors the operation of the Front Wiper Motor with a wiper park switch
that is integral to the Wiper Motor. The Wiper Park Switch switches the signal circuit to ground when the wiper
motor is in the park position. For additional information on the Front Wiper operation, refer to OPERATION .
WHEN MONITORED:
Front Wiper on.
SET CONDITION:
The Body Control Module (BCM) does not detect any Front Wiper Park Switch transitions for more than 10
seconds, while the Front Wiper Motor current draw is within normal limits.
POSSIBLE CAUSES
Possible Causes
(W7) FRONT WIPER PARK SWITCH SENSE CIRCUIT OPEN
(W7) FRONT WIPER PARK SWITCH SENSE CIRCUIT SHORTED TO GROUND

FRONT WIPER MOTOR
DIAGNOSTIC TEST
1. INTERMITTENT CONDITION
NOTE: Prior to diagnosing this DTC, verify the Front Wiper Arm and Linkage is
free of obstructions and correctly attached to the Front Wiper Motor
output shaft. Repair as necessary.

4. Wait 10 seconds.
Yes
 Go To 2.
No

2. CHECK THE (W7) FRONT WIPER PARK SWITCH SENSE CIRCUIT FOR AN OPEN
4. Measure the resistance of the (W7) Front Wiper Park Switch Sense circuit between the Front Wiper
Yes
 Go To 3.
No
Repair the open in the (W7) Front Wiper Park Switch Sense circuit.

3. CHECK THE (W7) FRONT WIPER PARK SWITCH SENSE CIRCUIT FOR A SHORT TO
GROUND
1. Measure the resistance between ground and the (W7) Front Wiper Park Switch Sense circuit at the
Front Wiper Motor harness connector.
Yes
 Go To 4.
No
Repair the short to ground in the (W7) Front Wiper Park Switch Sense circuit.


3. Connect a jumper wire between ground and the (W7) Front Wiper Park Switch Sense circuit at the
Front Wiper Motor harness connector.
5. With the scan tool, read the Front Wiper Park Switch Sense status.
Does the scan tool display the status as Parked?
Yes
No
CONTROL, REMOVAL .
B1023-71-FRONT WIPER - STUCK
THEORY OF OPERATION
The Body Control Module (BCM) monitors the operation of the Front Wiper Motor with a wiper park switch
motor is in the park position. For additional information on the Front Wiper operation, refer to OPERATION .
WHEN MONITORED:
Front Wiper on.
SET CONDITION:
The Body Control Module (BCM) does not detect any Front Wiper Park Switch transitions for more than five
seconds, while the Front Wiper Motor current draw is above the normal threshold.
POSSIBLE CAUSES
Possible Causes
FRONT WIPER MOTOR ARM
FRONT WIPER MOTOR
DIAGNOSTIC TEST
NOTE: Prior to diagnosing this DTC, verify the Front Wiper Arm and Linkage is
free of obstructions and correctly attached to the Front Wiper Motor
output shaft. Repair as necessary.

4. Wait 10 seconds.
Yes
 Go To 2.
No


2. CHECK THE FRONT WIPER MOTOR FOR CORRECT OPERATION

2. Remove the Front Wiper Arm.
5. Wait 10 seconds.
Yes
 Repair or replace the Front Wiper Motor in accordance with the Service Information. Refer
to MOTOR, WIPER, REMOVAL .
No
 Replace the Front Wiper Arm in accordance with the Service Information. Refer to ARM,
WIPER, REMOVAL .
B1024-14-REAR FOG LAMPS - CIRCUIT SHORT TO GROUND OR OPEN
THEORY OF OPERATION
illumination is requested. The BCM provides a ground path through the rear fog lamp relay control circuit. The
rear fog lamp relay control circuit connects to the Rear Fog Lamp Relay, which when energized provides
battery voltage to the Rear Fog Lamp. The Fog Lamp Relay is located in the Power Distribution Center. For
additional information on the Rear Fog Lamp operation, refer to OPERATION .
WHEN MONITORED:
Fog lamps off.
SET CONDITION:
When the Body Control Module (BCM) detects a low condition on the (L239) Rear Fog Lamp Relay Control
circuit.
POSSIBLE CAUSES
Possible Causes
(L239) REAR FOG LAMP RELAY CONTROL CIRCUIT OPEN
(L239) REAR FOG LAMP RELAY CONTROL CIRCUIT SHORTED TO GROUND
REAR FOG LAMP RELAY
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK THE REAR FOG LAMP RELAY

2. Remove the Rear Fog Lamp Relay and substitute it with a known good relay.
Does the scan tool display DTC: B1024-14-REAR FOG LAMPS - CIRCUIT SHORT TO
GROUND OR OPEN?
Yes
 Go To 3.
No
 Replace the Rear Fog Lamp Relay.



3. CHECK THE (L239) REAR FOG LAMP RELAY CONTROL CIRCUIT FOR A SHORT TO
GROUND
2. Remove the Rear Fog Lamp Relay.
4. Measure the resistance between ground and the (L239) Rear Fog Lamp Relay Control circuit.
Yes
 Go To 4.
No
Repair the short to ground in the (L239) Rear Fog Lamp Relay Control circuit.

4. CHECK THE (L239) REAR FOG LAMP RELAY CONTROL CIRCUIT FOR AN OPEN
1. Measure the resistance of the (L239) Rear Fog Lamp Relay Control circuit between the Fog Lamps
Yes
No
 Repair the open in the (L239) Rear Fog Lamp Relay Control circuit.
B1024-19-REAR FOG LAMPS - OVER CURRENT
THEORY OF OPERATION
illumination is requested. The BCM provides a ground path through the rear fog lamp relay control circuit. The
rear fog lamp relay control circuit connects to the Rear Fog Lamp Relay, which when energized provides
battery voltage to the Rear Fog Lamp. The Fog Lamp Relay is located in the Power Distribution Center. For
additional information on the Rear Fog Lamp operation, refer to OPERATION .
WHEN MONITORED:
With the fog lamps active.
SET CONDITION:
When the Body Control Module (BCM) detects higher than expected current on the (L239) Rear Fog Lamp
Relay Control circuit.
POSSIBLE CAUSES
Possible Causes
(L239) REAR FOG LAMP RELAY CONTROL CIRCUIT SHORTED TO VOLTAGE
REAR FOG LAMP RELAY
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK THE REAR FOG LAMP RELAY

3. Remove the Rear Fog Lamp Relay and substitute it with a known good relay.

Does the scan tool display DTC: B1024-19-REAR FOG LAMPS - OVER CURRENT?
Yes
 Go To 3.
No
Replace the Rear Fog Lamp Relay.


3. CHECK THE (L239) REAR FOG LAMP RELAY CONTROL CIRCUIT FOR A SHORT TO
VOLTAGE
2. Remove the Rear Fog Lamp Relay.
5. Measure the voltage between ground and the (L239) Rear Fog Lamp Relay Control circuit.
Yes
 Repair the short to voltage in the (L239) Rear Fog Lamp Relay Control circuit.
No
B1028-14-HIGH BEAMS - CIRCUIT SHORT TO GROUND OR OPEN
THEORY OF OPERATION
The Body Control Module (BCM) receives the input from the Left Multi-function Switch indicating that high
beam lamp illumination is requested. The BCM provides a ground path through the high beam relay control
circuit. The high beam relay control circuit connects to the High Beam or Main Headlights Relay, which when
energized provides voltage to the shutters in the Headlamps. The High Beam or Main Headlights Relay is
located in the Power Distribution Center. For additional information on the Headlamps operation, refer to
OPERATION .
WHEN MONITORED:
High beam headlamps off.
SET CONDITION:
When the Body Control Module (BCM) detects a low condition on the (L300) High Beam Relay Control
circuit.
POSSIBLE CAUSES
Possible Causes
(L300) HIGH BEAM RELAY CONTROL CIRCUIT OPEN
(L300) HIGH BEAM RELAY CONTROL CIRCUIT SHORTED TO GROUND
HIGH BEAM RELAY
DIAGNOSTIC TEST

3. Turn the High Beam Headlamps off.
Yes
 Go To 2.
No

2. CHECK THE HIGH BEAM RELAY

2. Remove the High Beam Relay and substitute it with a known good relay.
Does the scan tool display DTC: B1028-14-HIGH BEAMS - CIRCUIT SHORT TO GROUND OR
OPEN?
Yes
 Go To 3.
No
Replace the High Beam Relay.


3. CHECK THE (L300) HIGH BEAM RELAY CONTROL CIRCUIT FOR A SHORT TO GROUND
2. Remove the High Beam Relay.
4. Measure the resistance between ground and the (L300) High Beam Relay Control circuit.
Yes
 Go To 4.
No
Repair the short to ground in the (L300) High Beam Relay Control circuit.

4. CHECK THE (L300) HIGH BEAM RELAY CONTROL CIRCUIT FOR AN OPEN
1. Measure the resistance of the (L300) High Beam Relay Control circuit between the High Beam
Yes
No
 Repair the open in the (L300) High Beam Relay Control circuit.
B1028-19-HIGH BEAMS - OVER CURRENT
THEORY OF OPERATION
The Body Control Module (BCM) receives the input from the Left Multi-function Switch indicating that high
beam lamp illumination is requested. The BCM provides a ground path through the high beam relay control
circuit. The high beam relay control circuit connects to the High Beam or Main Headlights Relay, which when
energized provides voltage to the shutters in the Headlamps. The High Beam or Main Headlights Relay is
located in the Power Distribution Center. For additional information on the Headlamps operation, refer to
OPERATION .
WHEN MONITORED:
With the high beam headlamps commanded on.
SET CONDITION:
When the Body Control Module (BCM) detects higher than expected current on the (L300) High Beam Relay
Control circuit.
POSSIBLE CAUSES
Possible Causes
(L300) HIGH BEAM RELAY CONTROL CIRCUIT SHORTED TO VOLTAGE
HIGH BEAM RELAY
DIAGNOSTIC TEST

3. Turn the High Beam Headlamps on.
Yes
 Go To 2.
No

2. CHECK THE HIGH BEAM RELAY

1. Turn the High Beam Headlamps off.
3. Remove the High Beam Relay and substitute it with a known good relay.
5. Turn the High Beam Headlamps on.
Does the scan tool display DTC: B1028-19-HIGH BEAMS - OVER CURRENT?
Yes
 Go To 3.
No
Replace the High Beam Relay.


3. CHECK THE (L300) HIGH BEAM RELAY CONTROL CIRCUIT FOR A SHORT TO
VOLTAGE
2. Remove the High Beam Relay.
5. Measure the voltage between ground and the (L300) High Beam Relay Control circuit.
Yes
 Repair the short to voltage in the (L300) High Beam Relay Control circuit.
No
B1029-11-AMBIENT TEMPERATURE SENSOR - CIRCUIT SHORT TO GROUND
WHEN MONITORED:
With the Body Control Module not in sleep mode.
SET CONDITION:
The Body Control Module (BCM) 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
1. VERIFY THE DTC IS ACTIVE
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.
Is the DTC Active at this time?
Yes
 Go To 2.
No

2. CHECK THE AMBIENT AIR TEMPERATURE SENSOR
NOTE: The Ambient Air Temperature (AAT) sensor is integral to the Passenger
Outside Rearview Mirror.

2. Disconnect the Passenger Outside Rearview Mirror harness connector.
4. With the scan tool, read the DTCs.
Does the scan tool display DTC: B1029-13-AMBIENT TEMPERATURE SENSOR - CIRCUIT
OPEN?
Yes
 Verify there is good pin to terminal contact in the Passenger Outside Rearview Mirror and
BCM harness connectors. Replace the Passenger Outside Rearview Mirror if no problems
were found with the connectors in accordance with the Service Information. Refer to
MIRROR, OUTSIDE REARVIEW, REMOVAL .
No
Go To 3.

3. CHECK THE (G31) AAT SENSOR SIGNAL CIRCUIT FOR A SHORT TO GROUND
3. Measure the resistance between ground and the (G31) AAT Sensor Signal circuit in the Passenger
Outside Rearview Mirror harness connector.
Yes
 Go To 4.
No
Repair the short to ground in the (G31) AAT Sensor Signal circuit.
4. CHECK THE (G31) AAT SENSOR SIGNAL CIRCUIT FOR A SHORT TO THE (G931)
SENSOR RETURN CIRCUIT
1. Measure the resistance between the (G31) AAT Sensor Signal circuit and the (G931) Sensor Return
circuit in the Passenger Outside Rearview Mirror harness connector.
Yes
 Go To 5.
No
Repair the short between the (G31) AAT Sensor Signal circuit and the (G931) Sensor Return

circuit.

1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the
Passenger Outside Rearview Mirror and the BCM.
3. Look for broken, bent, pushed out or corroded terminals.
4. Verify that there is good pin to terminal contact in the Passenger Outside Rearview Mirror and
BCM connectors.
5. Monitor the scan tool data relative to this circuit and wiggle test the wiring and connectors.
6. Look for the data to change or for the DTC to reset during the wiggle test.
Yes
No
CONTROL, REMOVAL .
B1029-12-AMBIENT TEMPERATURE SENSOR - CIRCUIT SHORT TO BATTERY
WHEN MONITORED:
SET CONDITION:
The Body Control Module (BCM) detects 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
DIAGNOSTIC TEST
test.
Yes
 Go To 2.
No

2. CHECK THE (G31) AAT SENSOR SIGNAL CIRCUIT FOR A SHORT TO VOLTAGE

5. Measure the voltage of the (G31) AAT Sensor Signal circuit in the Passenger Outside Rearview
Mirror harness connector.
Yes
 Repair the short to voltage in the (G31) AAT Sensor Signal circuit.
No
Go To 3.


3. Connect a jumper wire between the (G31) AAT Sensor Signal circuit and the (G931) Sensor Return
in the Passenger Outside Rearview Mirror harness connector.
SHORT TO GROUND?
Yes
No
Go To 4.


BCM connectors.
Yes
No
CONTROL, REMOVAL .
B1029-13-AMBIENT TEMPERATURE SENSOR - CIRCUIT OPEN
WHEN MONITORED:
SET CONDITION:
The Body Control Module (BCM) detects the Ambient Air Temperature Sensor input voltage is outside the
normal range.
POSSIBLE CAUSES
Possible Causes
(G31) AAT SENSOR SIGNAL CIRCUIT OPEN
(G931) SENSOR RETURN CIRCUIT OPEN
DIAGNOSTIC TEST
test.
Yes
 Go To 2.
No


3. Connect a jumper wire between the (G31) AAT Sensor Signal circuit and the (G931) Sensor Return
in the Passenger Outside Rearview Mirror harness connector.
SHORT TO GROUND?
Yes
No
Go To 3.

3. CHECK THE (G31) AAT SENSOR SIGNAL CIRCUIT FOR AN OPEN

3. Measure the resistance of the (G31) AAT Sensor Signal circuit between the Passenger Outside
Rearview Mirror harness connector and the BCM C1 harness connector.
Yes
 Go To 4.
No
Repair the open in the (G31) AAT Sensor Signal circuit.


4. CHECK THE (G931) SENSOR RETURN CIRCUIT FOR AN OPEN

1. Measure the resistance of the (G931) Sensor Return circuit between the Passenger Outside
Rearview Mirror harness connector and the BCM C1 harness connector.
Yes
 Go To 5.
No
 Repair the open in the (G931) Sensor Return circuit.




BCM connectors.
Yes
No
CONTROL, REMOVAL .
B1031-19-TRUNK LAMP - OVER CURRENT
WHEN MONITORED:
SET CONDITION:
When the Cluster detects a short to ground on the Courtesy Lamps Driver circuit.
POSSIBLE CAUSES
Possible Causes
(M25) COURTESY LAMPS DRIVER CIRCUIT SHORTED TO GROUND
CARGO LAMP
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK THE CARGO LAMP FOR AN INTERNAL SHORT TO GROUND

2. Disconnect the Cargo Lamp harness connector.
Yes
 Go To 3.
No
Replace the Cargo Lamp in accordance with the Service Information.


3. CHECK THE (M25) COURTESY LAMPS DRIVER CIRCUIT FOR A SHORT TO GROUND
3. Measure the resistance between ground and the (M25) Courtesy Lamps Driver circuit.
Yes
 Repair the short to ground in the (M25) Courtesy Lamps Driver circuit.
No
CONTROL, REMOVAL .
B1032-13-DRIVER DOOR LOCK/UNLOCK SWITCH - CIRCUIT OPEN
THEORY OF OPERATION
The Door Lock Switch is an internal part of the Door Latch Assembly. It is controlled by the door latch rod
connected to the inner door latch handle. The switch supplies a 1000.0 Ohm resistance in the lock position and
0.0 Ohms in the unlock position. The BCM uses that input momentarily and opens the contact to ground on the
appropriate lock or unlock driver circuit and supplies 12 volts to that circuit.
WHEN MONITORED:
SET CONDITION:
When the Driver Door Lock Switch Mux circuit is open for over five seconds.
POSSIBLE CAUSES
Possible Causes
(P3) DRIVER DOOR LOCK SWITCH MUX CIRCUIT OPEN
GROUND CIRCUIT OPEN
DRIVER DOOR LOCK SWITCH
DIAGNOSTIC TEST

2. Operate the Driver Door Lock Switch several times.
Does the scan tool display; B1032-13-DRIVER DOOR LOCK/UNLOCK SWITCH - CIRCUIT
OPEN?
Yes
 Go To 2.
No

2. DOOR LOCK SWITCH

1. Disconnect the Driver Door Latch harness connector.
3. With the scan tool, observe the Driver Door Lock/Unlock Switch status in the data display.
4. Connect a jumper wire momentarily between the (P3) Driver Door Lock Switch Mux circuit and
the Ground circuit in the harness connector (Cavities 2 and 3).
Does the status toggle from Lock to Unlock when the jumper is inserted and then removed?
Yes
 Replace the Driver Door Latch. Refer to LATCH, DOOR, REMOVAL .

No
Go To 3.

3. DRIVER DOOR LOCK SWITCH GROUND CIRCUIT OPEN

1. Using a 12-volt test light connected to 12-volts, check the Ground circuit (Cavity 2) in the harness
connector.
Yes
 Go To 4.
No
Repair the open in the ground circuit.


4. (P3) DRIVER DOOR LOCK SWITCH MUX CIRCUIT OPEN

2. Disconnect the Body Control Module C1 harness connector.
3. Measure the resistance of the (P3) Driver Door Lock Switch Mux circuit between the BCM C1
harness connector (Cavity 51) and the Driver Door Latch (Cavity 3) harness connector.
Yes
No
 Repair the open in the (P3) Driver Door Lock Switch Mux circuit.
B1033-71-DOOR LOCKS - STUCK
THEORY OF OPERATION
The three door lock relays (lock, driver door unlock and passenger door unlock) are internal to the Body
Control Module. If one relay is stuck, the central locking system is inoperative. If one is stuck and cannot be
freed, the BCM would have to be replaced.
WHEN MONITORED:
Whenever the module is awake.
SET CONDITION:
When one of the door lock relays is stuck high, this code will set.
POSSIBLE CAUSES
Possible Causes
DOOR LOCK RELAY STUCK HIGH
DRIVER DOOR UNLOCK RELAY STUCK HIGH
PASSENGER DOOR UNLOCK RELAY STUCK HIGH
DIAGNOSTIC TEST


3. Close all doors and try to operate the door locks several times.
4. Wait 30 seconds.
Does the scan tool display; B1033-71-DOOR LOCKS - STUCK?
Yes
 Go To 2.
No

of water intrusion, corrosion, pushed out or bent terminals and correct pin tension. If the
problem ever returns, replace the Body Control Module in accordance with the Service
Information. Refer to MODULE, BODY CONTROL, REMOVAL .
2. ACTUATE DOOR LOCK/UNLOCK RELAYS

1. Be sure the doors are still closed (or trip the door latch - Closed).
2. With the scan tool, actuate the Lock Doors Command one time.
3. With the scan tool, actuate the Passenger Door Unlock one time.
4. With the scan tool, actuate the Driver Door Unlock one time.
5. Repeat the previous steps three times.
7. Operate the door locks several times.
8. Wait 30 seconds.
Does the scan tool display; B1033-71-DOOR LOCKS - STUCK?
Yes
No
 Test complete.
B1033-72-DOOR LOCKS - SIGNAL STUCK LOW
THEORY OF OPERATION
The three door lock relays (lock, driver door unlock and passenger door unlock) are internal to the Body
Control Module. If one relay is stuck, the central locking system is inoperative. If one is stuck and cannot be
freed, the BCM would have to be replaced.
WHEN MONITORED:
SET CONDITION:
When one of the door lock relays is stuck low, this code will set.
POSSIBLE CAUSES
Possible Causes
DOOR LOCK RELAY STUCK LOW
DRIVER DOOR UNLOCK RELAY STUCK LOW
PASSENGER DOOR UNLOCK RELAY STUCK LOW
DIAGNOSTIC TEST

3. Close all doors and try to operate the door locks several times.
4. Wait 30 seconds.
Does the scan tool display; B1033-72-DOOR LOCKS - SIGNAL STUCK LOW?
Yes
 Go To 2.
No
2. ACTUATE DOOR LOCK/UNLOCK RELAYS

1. Be sure the doors are still closed (or trip the door latch - Closed).
2. With the scan tool, actuate the Lock Doors Command one time.
3. With the scan tool, actuate the Passenger Door Unlock one time.
4. With the scan tool, actuate the Driver Door Unlock one time.
7. Operate the door locks several times.
8. Wait 30 seconds.
Does the scan tool display; B1033-72-DOOR LOCKS - SIGNAL STUCK LOW?
Yes
No
 Test complete.
B1035-19-HORN - OVER CURRENT
THEORY OF OPERATION
The Body Control Module (BCM) receives the hardwired input signal from the Clockspring indicating that horn
operation is requested. The BCM provides a ground path through the horn relay control circuit. The horn relay
control circuit connects to the Horn Relay, which when energized provides battery voltage to the Horn. The
Horn Relay is located in the Power Distribution Center. For additional information on the Horn operation, refer
to OPERATION .
WHEN MONITORED:
With the Horn active.

SET CONDITION:
When the Body Control Module (BCM) detects higher than expected current on the (X4) Horn Relay Control
circuit.
POSSIBLE CAUSES
Possible Causes
(X4) HORN RELAY CONTROL CIRCUIT SHORTED TO VOLTAGE
HORN RELAY
DIAGNOSTIC TEST

3. Press the Horn switch.
Yes
 Go To 2.
No

2. CHECK THE HORN RELAY

1. Release the Horn switch.
3. Remove the Horn Relay and substitute it with a known good relay.
5. Press the Horn switch.
Does the scan tool display DTC: B1035-19-HORN - OVER CURRENT?
Yes
 Go To 3.
No
Replace the Horn Relay.


3. CHECK THE (X4) HORN RELAY CONTROL CIRCUIT FOR A SHORT TO VOLTAGE
2. Remove the Horn Relay.
5. Measure the voltage between ground and the (X4) Horn Relay Control circuit.
Yes
 Repair the short to voltage in the (X4) Horn Relay Control circuit.
No
B1036-19-WINDOW LIFTER SWITCHES ENABLE - OVER CURRENT
THEORY OF OPERATION
The Body Control Module (BCM) supplies an ignition switch output circuit to the window switches. This
circuit is called the Window Switch Supply circuit. If there is a short to ground or over current on this circuit,
the internal relay will open up thereby protecting the BCM from damage. Once the over current is removed the
circuit will return to normal by cycling the ignition from on to off then back on. This circuit is also used for the
window switch lamp illumination.
WHEN MONITORED:
Anytime the body control module is awake.
SET CONDITION:
When the Body Control Module (BCM) detects a low condition on the Window Switch Enable circuit.
POSSIBLE CAUSES
Possible Causes
WINDOW SWITCH SUPPLY CIRCUIT SHORTED TO GROUND
DRIVER WINDOW SWITCH UP/DOWN SENSE SHORTED TO GROUND
PASSENGER WINDOW SWITCH UP/DOWN SENSE SHORTED TO GROUND
WINDOW SWITCH SHORTED
DIAGNOSTIC TEST
3. Try to operate the driver and then the passenger power windows several times.
Does the scan tool display: B1036-19-WINDOW LIFTER SWITCHES ENABLE - OVER
CURRENT?
Yes
 Go To 2.
No

2. ELIMINATE PASSENGER SIDE

3. Disconnect the Passenger Power Window Switch harness connector.
5. Try to operate the Driver Power Window several times.
Does the scan tool display; B1036-19-WINDOW LIFTER SWITCHES ENABLE - OVER
CURRENT?
Yes
 Go To 3.
No
Go To 7.

3. CHECK THE WINDOW SWITCH SUPPLY CIRCUIT FOR A SHORT TO GROUND

2. Disconnect the Driver Power Window Switch harness connector.
3. Measure the resistance between ground and the Window Switch Supply circuit (Cavity 4).
Is the resistance below 3.0K Ohms?
Yes
 Go To 4.
No
Go To 5.

4. CHECK THE BODY CONTROL MODULE FOR A SHORT TO GROUND

2. Measure the resistance between ground and the Window Switch Supply circuit (Cavity 4) in the
Driver Power Window Switch harness connector.
Is the resistance below 3.0K Ohms?
Yes
 Repair the short to ground in the Window Switch Supply circuit between the BCM C3
harness connector and the Driver or Passenger Window Switch harness connectors.
No

CONTROL, REMOVAL .
5. CHECK THE WINDOW SWITCH UP/DOWN SENSE CIRCUITS FOR A SHORT TO GROUND
1. Measure the resistance between ground and the (Q337) Driver Window Switch Sense (Up) circuit
(Cavity 1) in the Driver Power Window Switch harness connector.
2. Measure the resistance between ground and the (Q339) Driver Window Switch Sense (Down)
circuit (Cavity 2) in the Driver Power Window Switch harness connector.
Is the resistance below 1000.0 Ohms in either or both circuits?

Yes
 Go To 6.
No
Replace the Driver Power Window Switch. Refer to SWITCH, POWER WINDOW,

REMOVAL .

2. Measure the resistance between ground and the (Q337) Driver Window Switch Sense (Up) circuit
(Cavity 1) in the Driver Power Window Switch harness connector.
circuit (Cavity 2) in the Driver Power Window Switch harness connector.
Yes
 Repair the short to ground in the appropriate Driver Window Switch Sense circuit.
No
Replace the Body Control Module in accordance with the Service Information. Refer to

7. CHECK THE WINDOW SWITCH UP/DOWN SIGNAL CIRCUITS FOR A SHORT TO

GROUND
1. Measure the resistance between ground and the (Q0340) Passenger Window Switch Sense (Up)
circuit (Cavity 1) in the Passenger Power Window Switch harness connector.
2. Measure the resistance between ground and the (Q338) Passenger Window Switch Sense (Down)
Yes
 Go To 8.
No
 Replace the Passenger Power Window Switch. Refer to SWITCH, POWER WINDOW,
REMOVAL .



2. Measure the resistance between ground and the (Q0340) Passenger Window Switch Sense (Up)
Yes
 Repair the short to ground in the appropriate Passenger Window Switch Sense circuit.
No
B1037-19-DRIVER DOOR AJAR TCM OUTPUT - OVER CURRENT
THEORY OF OPERATION
This DTC is for a Latin American, Manual Transmission vehicle only. B1037-19 should never set in a North
American vehicle.
WHEN MONITORED:
Whenever the BCM is awake.
SET CONDITION:
This code will set thirty seconds after the driver door is opened and the Body Control Module (BCM) detects a
high condition on the (G75) Driver Door Ajar Switch Sense circuit.
POSSIBLE CAUSES
Possible Causes
(G75) DRIVER DOOR AJAR SWITCH SENSE CIRCUIT SHORTED TO VOLTAGE
DIAGNOSTIC TEST
NOTE: This test is for a Latin American, Manual Transmission vehicle only.

2. With the scan tool, record and erase BCM DTCs.
3. Open the driver door.
4. Wait 30 seconds.
Does the scan tool display: B1037-19-DRIVER DOOR AJAR TCM OUTPUT - OVER
CURRENT?
Yes
 Go To 2.
No

2. (G75) DRIVER DOOR AJAR SWITCH SENSE CIRCUIT SHORTED TO VOLTAGE

2. Disconnect the Driver Door Latch harness connector.
5. Measure the voltage between ground and the (G75) Driver Door Ajar Switch Sense circuit in the
Driver Door Latch harness connector.
Yes
 Repair the short to voltage in the (G75) Driver Door Ajar Switch Sense circuit.
No
CONTROL, REMOVAL .
B1048-23-SPORT BUTTON - SIGNAL STUCK LOW
WHEN MONITORED:
SET CONDITION:
The BCM detects that the Sport Button stuck in pressed position for greater than 30 seconds.
POSSIBLE CAUSES
Possible Causes
UPPER SWITCH BANK
DIAGNOSTIC TEST

2. Press the Sport Button three (3) times.
Yes
 Replace the Upper Switch Bank in accordance with the Service Information. Refer to POD,
SWITCH, REMOVAL .
No
B1052-86-PCM FPS FAILURE - SIGNAL INVALID
WHEN MONITORED:
SET CONDITION:
The Body Control Module (BCM) receives a message from the Powertrain Control Module (PCM) indicating
that the FPS is not ready for actuation.
POSSIBLE CAUSES
Possible Causes
FPS OR FUEL PUMP RELATED DTCS IN THE PCM
DIAGNOSTIC TEST
1. CHECK FOR AN ACTIVE DTC

2. With the scan tool, record and erase DTCs.
3. Wait 30 seconds.
Yes
 Go To 2.
No

2. CHECK THE PCM FOR DTCS

1. With the scan tool, read the PCM DTCs.
Are any DTCs present in the PCM?
Yes
No
CONTROL, REMOVAL .
B1052-87-PCM FPS FAILURE - NO SIGNAL
WHEN MONITORED:
FPS active.
SET CONDITION:
The Body Control Module (BCM) receives a message from the Occupant Restraint Controller (ORC) module
indicating that FPS is active, but doesn't receive a confirmation message from the Powertrain Control Module
(PCM) within 500 ms.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
NOTE: This DTC may set if there is a loss of communication between the PCM
and BCM or a CAN bus concern. Diagnose and repair any U-codes prior to
diagnosing this DTC.

3. Wait 30 seconds.
Yes
 Go To 2.
No

Yes
No
CONTROL, REMOVAL .
B1053-86-ORC FPS FAILURE - SIGNAL INVALID
WHEN MONITORED:
SET CONDITION:
The Body Control Module (BCM) receives a FPS status message from the Occupant Restraint Controller
(ORC) module indicating a value other than expected.
POSSIBLE CAUSES
Possible Causes
FPS RELATED DTCS IN THE ORC MODULE
DIAGNOSTIC TEST

3. Wait 30 seconds.

Yes
 Go To 2.
No

2. CHECK THE ORC FOR DTCS

1. With the scan tool, read the ORC DTCs.
Are any DTCs present in the ORC?
Yes
 Refer to DIAGNOSIS AND TESTING and perform the appropriate diagnostic procedure.
No
CONTROL, REMOVAL .
B1053-87-ORC FPS FAILURE - NO SIGNAL
WHEN MONITORED:
SET CONDITION:
indicating that FPS is not functional.
POSSIBLE CAUSES
Possible Causes
FPS RELATED DTCS IN THE ORC
DIAGNOSTIC TEST
NOTE: This DTC may set if there is a loss of communication between the ORC
and BCM, PCM and BCM, or a CAN bus concern. Diagnose and repair any
U-codes prior to diagnosing this DTC.

3. Wait 30 seconds.
Yes
 Go To 2.
No


Yes
No
Go To 3.

3. CHECK THE ORC FOR DTCS

1. With the scan tool, read the ORC DTCs.
Are any DTCs present in the ORC?
Yes
No
CONTROL, REMOVAL .
B1061-86-ROOF CONTROL MODULE - SIGNAL INVALID
THEORY OF OPERATION
The Body Control Module (BCM) is the Local Interface Network (LIN) master for the Power Top Control
Module. The Power Top Control Module performs a series of self-diagnostics as well as monitoring the Power
Top Motor and Power Top Switch. As the LIN master, the BCM receives a set of required messages from the
Power Top Control Module indicating the status of the components monitored by the Power Top Control
Module.
WHEN MONITORED:
With BCM awake.
SET CONDITION:
The Body Control Module (BCM) receives a message from the Power Top Control Module indicating that the
Power Top Control Module has detected a concern either internally or with the Power Top Control Module
Switch or Power Top Control Module Motor.
POSSIBLE CAUSES
Possible Causes
MECHANICAL CONCERN WITH THE POWER TOP ROOF
POWER TOP OPEN SWITCH SENSE CIRCUIT
POWER TOP CLOSE SWITCH SENSE CIRCUIT
POWER TOP CONTROL OPEN OR CLOSE SWITCH STUCK
POWER TOP CONTROL SWITCH
POWER TOP CONTROL MOTOR
POWER TOP CONTROL MODULE
DIAGNOSTIC TEST
NOTE: Prior to diagnosing this DTC, check the Power Top Control System rails
and cables for any signs of excessive wear or binding. Repair or replace
as necessary.


3. Attempt to open and close the Power Top.
Yes
 Go To 2.
No

2. CHECK FOR A STUCK POWER TOP CONTROL OPEN OR CLOSE SWITCH

1. Press and release the Power Top Control Switches three times.
Is a stuck switch concern present with either the Open or Close Switch?
Yes
 Repair or replace the Power Top Control Switch in accordance with the Service Information.
Refer to SWITCH, POWER TOP, FULL OPEN RETRACTABLE ROOF,
REMOVAL .
No
Go To 3.

3. CHECK FOR A POWER TOP CONTROL SWITCH CIRCUIT CONCERN

1. With the scan tool, read the Roof Control Module Open Switch and Roof Control Module Close
Switch.
2. Press and release the Power Top Control Switches.
Does the scan tool display Active and Released as the switches are pressed and released?
Yes
 Go To 8.
No
 Go To 4.
4. CHECK THE POWER TOP OPEN SWITCH SENSE CIRCUIT AND POWER TOP CLOSE
SWITCH SENSE CIRCUIT FOR A SHORT TO VOLTAGE
2. Disconnect the Power Top Control Switch harness connector.
3. Disconnect the Power Top Control Module harness connector.
5. Measure the voltage between ground and the Power Top Open Switch Sense circuit at the Power
Top Control Switch harness connector.
6. Measure the voltage between ground and the Power Top Close Switch Sense circuit at the Power
Yes
 Repair the short to voltage in the Power Top Open Switch Sense circuit or Power Top Close
Switch Sense circuit.
No
Go To 5.

SWITCH SENSE CIRCUIT FOR A SHORT TO GROUND
2. Measure the resistance between ground and the Power Top Open Switch Sense circuit at the Power
3. Measure the resistance between ground and the Power Top Close Switch Sense circuit at the Power
Are the resistances above 10k Ohms?
Yes
 Go To 6.
No
Repair the short to ground in the Power Top Open Switch Sense circuit or Power Top Close

Switch Sense circuit.
SWITCH SENSE CIRCUIT FOR AN OPEN CIRCUIT
1. Measure the resistance of the Power Top Open Switch Sense circuit between the Power Top
Control Switch harness connector and Power Top Control Module harness connector.
2. Measure the resistance of the Power Top Close Switch Sense circuit between the Power Top
Control Switch harness connector and Power Top Control Module harness connector.
Yes
 Go To 7.
No
Repair the open in the Power Top Open Switch Sense circuit or Power Top Close Switch

Sense circuit.
7. CHECK THE POWER TOP SWITCH FOR CORRECT OPERATION

1. While pressing the open button on the Power Top Control Switch, measure the resistance between
the Power Top Open Switch Sense circuit and the Ground circuit at the Power Top Control Switch
component connector.
2. While pressing the close button on the Power Top Control Switch, measure the resistance between
the Power Top Close Switch Sense circuit and the Ground circuit at the Power Top Control Switch
component connector.
Are the resistances between 3.15 and 3.85 Ohms?
Yes
 Replace the Power Top Control Module in accordance with the Service Information. Refer to
MODULE, POWER TOP CONTROL, FULL OPEN RETRACTABLE ROOF,
REMOVAL .
No
Replace the Power Top Control Switch in accordance with the Service Information. Refer to

SWITCH, POWER TOP, FULL OPEN RETRACTABLE ROOF, REMOVAL .
8. CHECK FOR A HARNESS CONCERN BETWEEN THE POWER TOP CONTROL MOTOR
AND MODULE
2. Visually and physically inspect the wiring harness between the Power Top Control Module harness
connector and Power Top Control Motor harness connector. Check the harness for any damaged
wires, connectors, and open or spread terminals.
Are any concerns present?
Yes
No
 Replace the Power Top Control Motor in accordance with the Service Information. Refer to
MOTOR, POWER TOP, FULL OPEN RETRACTABLE ROOF, REMOVAL . If the
concern is still present, replace the Power Top Control Module in accordance with the
Service Information. Refer to MODULE, POWER TOP CONTROL, FULL OPEN
B1075-11-CRUISE CONTROL ON/OFF - CIRCUIT SHORT TO GROUND
THEORY OF OPERATION
The Speed Control Switch Pod is a resistor multiplexed unit that provides hard wired inputs to the Body Control
Module (PCM) over the Controller Area Network (CAN) data bus. The speed control switch pod is located in
the right spoke of the steering wheel. This switch has four push buttons and is used on all vehicles equipped
with the speed control (also known as cruise control) system. The only visible components of the switch pod are
the switch push buttons. The remainder of the switch pod including its mounting provisions and its electrical
connection are concealed beneath the switch buttons within the steering wheel.
WHEN MONITORED:
SET CONDITION:
The Body Control Module (BCM) detects a short to ground on the Cruise Control On/Off Switch Sense Circuit.
POSSIBLE CAUSES
Possible Causes
(V36) CRUISE CONTROL ON/OFF SWITCH SENSE CIRCUIT SHORTED TO THE (X920)
RADIO/CRUISE/HORN RETURN CIRCUIT
(V36) CRUISE CONTROL ON/OFF SWITCH SENSE CIRCUIT SHORTED TO GROUND
CLOCKSPRING
STEERING WHEEL JUMPER HARNESS
SPEED CONTROL SWITCH

DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. SPEED CONTROL SWITCH
NOTE: Visually inspect the Steering Wheel Wiring Harness, repair as necessary.

2. Disconnect the Speed Control Switch harness connector.
Does the scan tool display DTC: B1075-11-CRUISE CONTROL ON/OFF - CIRCUIT SHORT TO
GROUND as active?
Yes
 Go To 3.
No
Replace the Speed Control Switch in accordance with the Service Information. Refer to

3. CLOCKSPRING

Does the scan tool display DTC: B12CB-11-CRUISE CONTROL SWITCH - CIRCUIT SHORT
TO GROUND as active with the Clockspring C1 harness connector unplugged?
Yes
 Go To 4.
No


4. CHECK FOR A SHORT BETWEEN THE (V36) CRUISE CONTROL ON/OFF SWITCH SENSE
CIRCUIT AND THE (X920) RADIO/CRUISE/HORN RETURN CIRCUIT
2. Measure the resistance between the (V36) Cruise Control On/Off Switch Sense circuit and the
(X920) Radio/Cruise/Horn Return circuit at the Clockspring C1 harness connector.
Is the resistance above 10K Ohms?
Yes
 Go To 5.
No
Repair the short between the (V36) Cruise Control On/Off Switch Sense circuit and the

(X920) Radio/Cruise/Horn Return circuit in the wiring harness.
5. CHECK THE (V36) CRUISE CONTROL ON/OFF SWITCH SENSE CIRCUIT FOR A SHORT
TO GROUND
1. Measure the resistance between ground and the (V36) Cruise Control On/Off Switch Sense circuit
at the Clockspring C1 harness connector.
Yes
 Replace Body Control Module (BCM) in accordance with the Service Information. Refer to
No
 Repair the (V36) Cruise Control On/Off Switch Sense circuit for a short to ground.
B1075-15-CRUISE CONTROL ON/OFF - CIRCUIT SHORT TO BATTERY OR OPEN
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The Body Control Module (BCM) detects a short to voltage on the Cruise Control On/Off Switch Sense circuit.
POSSIBLE CAUSES
Possible Causes
(V36) CRUISE CONTROL ON/OFF SWITCH SENSE CIRCUIT SHORTED TO VOLTAGE
(V36) CRUISE CONTROL ON/OFF SWITCH SENSE CIRCUIT OPEN/HIGH RESISTANCE
(X920) RADIO/CRUISE/HORN RETURN CIRCUIT OPEN/HIGH RESISTANCE
CLOCKSPRING
DIAGNOSTIC TEST


Yes
 Go To 2.
No

2. CHECK THE (V36) CRUISE CONTROL ON/OFF SWITCH SENSE CIRCUIT FOR A SHORT
TO VOLTAGE
4. Measure the voltage of the (V36) Cruise Control On/Off Switch Sense circuit in the C3 harness
connector.
Is the voltage present?
Yes
 Repair the short to voltage in the (V36) Cruise Control Switch Sense circuit.
No
Go To 3.


4. Connect a jumper between the (V36) Cruise Control On/Off Switch Sense circuit and the (X920)
Radio/Cruise/Horn Return circuit at the Speed Control Switch harness connector.
Does the B1075-11-CRUISE CONTROL ON/OFF - CIRCUIT SHORT TO GROUND set as active
with the jumper in place?
Yes
 Replace the Speed Control Switch in accordance with the Service Information. Refer to
No
Go To 4.

4. CLOCKSPRING
3. Connect a jumper between the (V36) Cruise Control On/Off Switch Sense and the (X920)
Radio/Cruise/Horn Return circuit at the Clockspring C1 harness connector.
Does the B1075-11-CRUISE CONTROL ON/OFF - CIRCUIT SHORT TO GROUND set as active
with the jumper in place?
Yes
 Replace the Clockspring in accordance with the Service Information. Refer to

No
Go To 5.

5. CHECK THE (V36) CRUISE CONTROL ON/OFF SWITCH SENSE CIRCUIT FOR AN
OPEN/HIGH RESISTANCE
3. Measure the resistance of the (V36) Cruise Control On/Off Switch Sense circuit between the
Clockspring C1 harness connector and the BCM C3 harness connector.
Yes
 Go To 6.
No
Repair the (V36) Cruise Control On/Off Switch Sense circuit for an open or high resistance.

6. CHECK THE (X920) RADIO/CRUISE/HORN RETURN CIRCUIT FOR AN OPEN/HIGH

RESISTANCE
1. Measure the resistance of the (X920) Radio/Cruise/Horn Return circuit between the Clockspring
C1 harness connector and the BCM C3 harness connector.
Yes
 Replace and program the Body Control Module (BCM) in accordance with the Service
No
 Repair the (X920) Radio/Cruise/Horn Return circuit for an open or high resistance.
B1075-23-CRUISE CONTROL ON/OFF - SIGNAL STUCK LOW
WHEN MONITORED:
SET CONDITION:
Fault signifies any Speed Control Switch is held/stuck for greater than 120 seconds.
POSSIBLE CAUSES
Possible Causes
SPEED CONTROL SWITCH STUCK
STEERING WHEEL WIRING HARNESS / CONNECTORS
DIAGNOSTIC TEST

Yes
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.
WARNING: Do not place an intact non-deployed airbag face down on

a hard surface, the airbag propels into the air if
accidentally deployed. Failure to follow these instructions
NOTE: Visually and physically inspect the wiring harness between the
Right Steering Wheel Switch (Speed Control Switch) harness
connector and the Clockspring harness connector. Repair any
damaged wires, connectors, and open/spread terminals. If
harness is OK, proceed with test.
No
B1076-64-PARK LAMPS - SIGNAL PLAUSIBILITY FAILURE
WHEN MONITORED:
SET CONDITION:
The Body Control Module (BCM) receives an implausible signal from the Left Multi-function Switch.
POSSIBLE CAUSES
Possible Causes
LEFT MULTI-FUNCTION SWITCH
DIAGNOSTIC TEST


Yes
 Replace the Left Multi-function Switch in accordance with the Service Information. Refer to
SWITCH, MULTIFUNCTION, LEFT, REMOVAL .
No
B1083-19-DRIVER HEATED SEAT - OVER CURRENT
WHEN MONITORED:
With the engine running.
SET CONDITION:
The Body Control Module (BCM) detects a short to battery or overload condition to the driver seat heating
element.
POSSIBLE CAUSES
Possible Causes
DRIVER SEAT HEAD DRIVER OUTPUT CIRCUIT SHORTED TO BATTERY
HEATED SEAT ELEMENT LOW RESISTANCE
DIAGNOSTIC TEST
NOTE: Make sure the battery is fully charged and the charging system is
operating properly before proceeding.

2. Using a scan tool, record and erase Diagnostic Trouble Codes (DTCs).
4. Start the engine and let it run.
5. Using a scan tool, read DTCs.
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 BCM. 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.
2. CHECK DRIVER SEAT HEAD DRIVER OUTPUT CIRCUIT FOR A SHORT TO BATTERY
2. Using a 12-volt test light connected to ground, test the Driver Seat Head Driver Output circuit.
Yes
 Repair the Driver Seat Head Driver Output circuit for a short to voltage.
No
Go To 3.

3. CHECK FOR BCM MALFUNCTION

1. Using a 12-volt test light connected to 12-volts, test the Driver Seat Head Driver Output circuit.
2. With the scan tool, actuate the Driver Heated Seat Relay.
Yes
 Replace the Heated Seat Pad according to the service information. Refer to PAD, HEATER,
REMOVAL .
No
 Replace the Body Control Module (BCM) according to the service information. Refer to

B1084-19-PASSENGER HEATED SEAT - OVER CURRENT
WHEN MONITORED:
SET CONDITION:
The Body Control Module (BCM) detects a short to battery or overload condition to the passenger seat heating
element.
POSSIBLE CAUSES
Possible Causes
PASSENGER SEAT HEAD DRIVER OUTPUT CIRCUIT SHORTED TO BATTERY
HEATED SEAT ELEMENT
DIAGNOSTIC TEST

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 BCM. 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.
2. CHECK PASSENGER SEAT HEAD DRIVER OUTPUT CIRCUIT FOR A SHORT TO

BATTERY
2. Using a 12-volt test light connected to ground, test the Passenger Seat Head Driver Output circuit.
Yes
 Repair the Passenger Seat Head Driver Output circuit for a short to voltage.
No
Go To 3.


1. Using a 12-volt test light connected to 12-volts, test the Passenger Seat Head Driver Output circuit.
2. With the scan tool, actuate the Passenger Heated Seat Relay.
Yes
 Replace the Heated Seat Pad according to the service information. Refer to PAD, HEATER,
REMOVAL .
No
B1085-19-DRIVER HEATED SEAT LED - OVER CURRENT
WHEN MONITORED:
SET CONDITION:
The Body Control Module (BCM) detects a short to battery or overload condition to the Heated Driver Seat
Switch.
POSSIBLE CAUSES
Possible Causes
DRIVER SEAT LED DRIVER OUTPUT CIRCUIT SHORTED TO BATTERY
HEATED DRIVER SEAT SWITCH
DIAGNOSTIC TEST

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.
2. CHECK DRIVER SEAT LED DRIVER OUTPUT CIRCUIT FOR A SHORT TO BATTERY
2. Using a 12-volt test light connected to ground, test the Driver Seat Head Driver Output circuit.

Yes
 Repair the Driver Seat Head Driver Output circuit for a short to voltage.
No
Go To 3.


1. Using a 12-volt test light connected to ground, test the Driver Seat LED Driver Output circuit.
2. With the scan tool, actuate the Driver Heated Seat Relay.
Yes
 Replace the Heated Seat Switch according to the service information. Refer to SWITCH,
HEATED SEAT, DESCRIPTION .
No
B10AA-4A-CHECK CONFIGURATION FAILED
THEORY OF OPERATION
Each Body Control Module (BCM) is unique to a vehicle and cannot be used with a different vehicle. The
configuration or proxy information is programmed into the module prior to shipment.
WHEN MONITORED:
SET CONDITION:
The Body Control Module (BCM) is not configured correctly to the vehicle.
POSSIBLE CAUSES
Possible Causes
BCM INSTALLED IN INCORRECT VEHICLE
DIAGNOSTIC TEST
1. CHECK FOR ACTIVE DTC

2. With the scan tool, clear all the DTCs.
3. Cycle the ignition switch from off to on.
4. Wait 10 seconds.
Yes
 Go To 2.
No

time.
2. VERIFY THE BCM IS INSTALLED IN THE CORRECT VEHICLE

1. With the scan tool, read the VIN in the ECU Details.
2. Compare the VIN in the BCM to the vehicle.
Do the VINs match?
Yes
 Check the repair history for any changes that required a configuration/proxy update. Repair
as necessary.
No
 The BCM is installed on the wrong vehicle or the BCM was configured incorrectly. Reinstall
the BCM on the correct vehicle or replace the BCM in accordance with the Service
B10AD-12-LEFT PARKING LAMP - CIRCUIT SHORT TO BATTERY
THEORY OF OPERATION
The Body Control Module (BCM) receives the input from the Left Multi-function Switch requesting park lamp
illumination. The BCM provides a Pulse Width Modulated (PWM) voltage output through the Park Lamp
Driver circuit. The control circuit connects to the Park Lamps. A ground path for the lamps is present through
the harness to the body sheet metal. For additional information on the Park Lamps operation, refer to
OPERATION .
WHEN MONITORED:
With the ignition on, Park Lamps off.
SET CONDITION:
When the Body Control Module (BCM) detects a short to voltage on the Left Rear Park Lamp Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L77) LEFT FRONT PARK LAMP DRIVER CIRCUIT SHORTED TO VOLTAGE
(L71) LEFT REAR PARK LAMP DRIVER CIRCUIT SHORTED TO VOLTAGE
PARK LAMP
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK THE (L71) LEFT REAR PARK LAMP DRIVER CIRCUIT FOR A SHORT TO

3. Disconnect the Left Tail Lamp Assembly harness connector.
6. Measure the voltage between ground and the (L71) Left Rear Park Lamp Driver circuit.
Yes
 Repair the short to voltage in the (L71) Left Rear Park Lamp Driver circuit.
No
Go To 3.

3. CHECK THE (L77) LEFT FRONT PARK LAMP DRIVER CIRCUIT FOR A SHORT TO
5. Measure the voltage between ground and the (L77) Left Front Park Lamp Driver circuit.
Yes
 Repair the short to voltage in the (L77) Left Front Park Lamp Driver circuit.
No
CONTROL, REMOVAL .
B10AD-13-LEFT PARKING LAMP - CIRCUIT OPEN
THEORY OF OPERATION
OPERATION .
WHEN MONITORED:
With the Park Lamps on.
SET CONDITION:
When the Body Control Module (BCM) detects an open on the Left Park Lamps Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L77) LEFT FRONT PARK LAMP DRIVER CIRCUIT OPEN
(L71) LEFT REAR PARK LAMP DRIVER CIRCUIT OPEN
PARK LAMP BULB
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK THE (L77) LEFT FRONT PARK LAMP DRIVER CIRCUIT FOR AN OPEN IN THE
HARNESS

4. Measure the resistance of the (L77) Left Front Park Lamp Driver circuit between the Left Front
Yes
 Go To 3.
No
Repair the open in the (L77) Left Front Park Lamp Driver circuit.

3. CHECK THE (L71) LEFT REAR PARK LAMP DRIVER CIRCUIT FOR AN OPEN IN THE
HARNESS
3. Measure the resistance of the (L71) Left Rear Turn Signal Driver circuit between the Left Tail
Lamp Assembly harness connector and the BCM C2 harness connector.
Yes
 Go To 4.
No
Repair the open in the (L71) Left Rear Park Lamp Driver circuit.


Yes
 Go To 5.
No



Lamp Assembly harness connector.
Yes
 Go To 6.
No


6. CHECK THE BCM FOR CORRECT OPERATION AT THE LEFT FRONT PARK LAMP
3. Connect a 12-volt test light between the (L77) Left Front Park Lamp Driver circuit and the (Z910)
Yes
 Inspect the Park Lamp Bulb, replace if necessary. If OK, go to 7.
No

CONTROL, REMOVAL .
7. CHECK THE BCM FOR CORRECT OPERATION AT THE LEFT REAR PARK LAMP
1. Connect a 12-volt test light between the (L71) Left Rear Park Lamp Driver circuit and the (Z941)
Ground circuit at the Left Tail Lamp Assembly harness connector.
Yes
 Replace the Park Lamp Bulb in accordance with the Service Information. Refer to UNIT,
FRONT LAMP, LOWER, REMOVAL and UNIT, FRONT LAMP, UPPER,
REMOVAL .
No
CONTROL, REMOVAL .
B10AD-18-LEFT PARKING LAMP - UNDER CURRENT
THEORY OF OPERATION
OPERATION .
WHEN MONITORED:
With the Park Lamps on.
SET CONDITION:
When the Body Control Module (BCM) detects less than expected current draw on the Left Park Lamp Driver
circuit.
POSSIBLE CAUSES
Possible Causes
INCORRECT LEFT PARK LAMP BULB
(L77) LEFT FRONT PARK LAMP DRIVER CIRCUIT OPEN
(L71) LEFT REAR PARK LAMP DRIVER CIRCUIT OPEN
PARK LAMP BULB
DIAGNOSTIC TEST

installed.

Yes
 Go To 2.
No

2. CHECK THE (L77) LEFT FRONT PARK LAMP DRIVER CIRCUIT FOR AN OPEN IN THE
HARNESS
4. Measure the resistance of the (L77) Left Front Park Lamp Driver circuit between the Left Front
Yes
 Go To 3.
No
Repair the open in the (L77) Left Front Park Lamp Driver circuit.

3. CHECK THE (L71) LEFT REAR PARK LAMP DRIVER CIRCUIT FOR AN OPEN IN THE
HARNESS
3. Measure the resistance of the (L71) Left Rear Turn Signal Driver circuit between the Left Tail

Yes
 Go To 4.
No
Repair the open in the (L71) Left Rear Park Lamp Driver circuit.


Yes
 Go To 5.
No



Yes
 Go To 6.
No


6. CHECK THE BCM FOR CORRECT OPERATION AT THE LEFT FRONT PARK LAMP
3. Connect a 12-volt test light between the (L77) Left Front Park Lamp Driver circuit and the (Z910)
Yes
No

CONTROL, REMOVAL .
7. CHECK THE BCM FOR CORRECT OPERATION AT THE LEFT REAR PARK LAMP
1. Connect a 12-volt test light between the (L71) Left Rear Park Lamp Driver circuit and the (Z941)
Ground circuit at the Left Tail Lamp Assembly harness connector.
Yes
REMOVAL .
No
CONTROL, REMOVAL .
B10AD-19-LEFT PARKING LAMP - OVER CURRENT
THEORY OF OPERATION
OPERATION .
WHEN MONITORED:
With the Park Lamps active.

SET CONDITION:
When the Body Control Module (BCM) detects a short to ground on the Left Park Lamp Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L71) LEFT REAR PARK LAMP DRIVER CIRCUIT SHORTED TO GROUND
(L77) LEFT FRONT PARK LAMP DRIVER CIRCUIT SHORTED TO GROUND
PARK LAMP BULB
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. ATTEMPT TO SET THE OPPOSITE DTC WITH THE PARK LAMPS DISCONNECTED
3. Disconnect the Left Front Park/Turn Lamp Assembly harness connector.
Does the scan tool display DTC: B10AD-13-LEFT PARKING LAMP - CIRCUIT OPEN?
Yes
 Replace the bulb or lamp causing the short to ground condition in accordance with the
Service Information. Refer to UNIT, FRONT LAMP, LOWER, REMOVAL or UNIT,

FRONT LAMP, UPPER, REMOVAL and LAMP, TAIL STOP TURN, REMOVAL .
No
Go To 3.

3. CHECK THE (L71) LEFT REAR PARK LAMP DRIVER CIRCUIT FOR A SHORT TO
GROUND
3. Measure the resistance between ground and the (L71) Left Rear Park Lamp Driver circuit.
Yes
 Repair the short to ground in the (L71) Left Rear Park Lamp Driver circuit.
No
Go To 4.

4. CHECK THE (L77) LEFT FRONT PARK LAMP DRIVER CIRCUIT FOR A SHORT TO
GROUND
2. Measure the resistance between ground and the (L77) Left Front Park Lamp Driver circuit.
Yes
 Repair the short to ground in the (L77) Left Front Park Lamp Driver circuit.
No
CONTROL, REMOVAL .
B10AE-12-RIGHT PARKING LAMP - CIRCUIT SHORT TO BATTERY
THEORY OF OPERATION
OPERATION .
WHEN MONITORED:
With the ignition on and the Park Lamps off.
SET CONDITION:
When the Body Control Module (BCM) detects a short to voltage on the Right Park Lamp Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L78) RIGHT FRONT PARK LAMP DRIVER CIRCUIT SHORTED TO VOLTAGE
(L72) RIGHT REAR PARK LAMP DRIVER CIRCUIT SHORTED TO VOLTAGE
PARK LAMP BULB
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK THE (L72) RIGHT REAR PARK LAMP DRIVER CIRCUIT FOR A SHORT TO
3. Disconnect the Right Tail Lamp Assembly harness connector.

6. Measure the voltage between ground and the (L72) Right Rear Park Lamp Driver circuit.
Yes
 Repair the short to voltage in the (L72) Right Rear Park Lamp Driver circuit.
No
Go To 3.

3. CHECK THE (L78) RIGHT FRONT PARK LAMP DRIVER CIRCUIT FOR A SHORT TO
5. Measure the voltage between ground and the (L78) Right Front Park Lamp Driver circuit.
Yes
 Repair the short to voltage in the (L78) Right Front Park Lamp Driver circuit.
No
CONTROL, REMOVAL .
B10AE-13-RIGHT PARKING LAMP - CIRCUIT OPEN
THEORY OF OPERATION
OPERATION .
WHEN MONITORED:
With the Park Lamps active.
SET CONDITION:
When the Body Control Module (BCM) detects an open on the Right Park Lamp Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L78) RIGHT FRONT PARK LAMP DRIVER CIRCUIT OPEN
(L72) RIGHT REAR PARK LAMP DRIVER CIRCUIT OPEN
PARK LAMP BULB
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK THE (L78) RIGHT FRONT PARK LAMP DRIVER CIRCUIT FOR AN OPEN IN THE
HARNESS
4. Measure the resistance of the (L78) Right Front Park Lamp Driver circuit between the Right Front
Yes
 Go To 3.
No
Repair the open in the (L78) Right Front Park Lamp Driver circuit.

3. CHECK THE (L72) RIGHT REAR PARK LAMP DRIVER CIRCUIT FOR AN OPEN IN THE
HARNESS
3. Measure the resistance of the (L72) Right Rear Turn Signal Driver circuit between the Right Tail
Yes
 Go To 4.
No
Repair the open in the (L72) Right Rear Park Lamp Driver circuit.


Yes
 Go To 5.
No


Yes
 Go To 6.
No


6. CHECK THE BCM FOR CORRECT OPERATION AT THE RIGHT FRONT PARK LAMP
3. Connect a 12-volt test light between the (L78) Right Front Park Lamp Driver circuit and the (Z910)
Ground circuit at the Right Front Park/Turn Lamp harness connector.
Yes
No

CONTROL, REMOVAL .
7. CHECK THE BCM FOR CORRECT OPERATION AT THE RIGHT REAR PARK LAMP
1. Connect a 12-volt test light between the (L72) Right Rear Park Lamp Driver circuit and the (Z941)
Ground circuit at the Right Tail Lamp Assembly harness connector.
Yes
REMOVAL .
No
CONTROL, REMOVAL .
B10AE-18-RIGHT PARKING LAMP - UNDER CURRENT
THEORY OF OPERATION
OPERATION .
WHEN MONITORED:
With the Parking Lamps active.
SET CONDITION:
When the Body Control Module (BCM) detects less than expected current draw on the Right Park Lamp Driver
circuit.
POSSIBLE CAUSES
Possible Causes
INCORRECT RIGHT PARK LAMP BULB
(L78) RIGHT FRONT PARK LAMP DRIVER CIRCUIT OPEN
(L72) RIGHT REAR PARK LAMP DRIVER CIRCUIT OPEN
PARK LAMP BULB
DIAGNOSTIC TEST
installed.

Yes
 Go To 2.
No

2. CHECK THE (L78) RIGHT FRONT PARK LAMP DRIVER CIRCUIT FOR AN OPEN IN THE
HARNESS
2. Disconnect the Right Front Park/Turn Lamp Assembly harness connector.
4. Measure the resistance of the (L78) Right Front Park Lamp Driver circuit between the Right Front
Yes
 Go To 3.
No
Repair the open in the (L78) Right Front Park Lamp Driver circuit.

3. CHECK THE (L72) RIGHT REAR PARK LAMP DRIVER CIRCUIT FOR AN OPEN IN THE
HARNESS
3. Measure the resistance of the (L72) Right Rear Turn Signal Driver circuit between the Right Tail

Yes
 Go To 4.
No
Repair the open in the (L72) Right Rear Park Lamp Driver circuit.


Yes
 Go To 5.
No



Yes
 Go To 6.
No


6. CHECK THE BCM FOR CORRECT OPERATION AT THE RIGHT FRONT PARK LAMP
3. Connect a 12-volt test light between the (L78) Right Front Park Lamp Driver circuit and the (Z910)
Ground circuit at the Right Front Park/Turn Lamp harness connector.
Yes
 Inspect the Park Lamp Bulb, repair if necessary. If OK, go to 7.
No

CONTROL, REMOVAL .
7. CHECK THE BCM FOR CORRECT OPERATION AT THE RIGHT REAR PARK LAMP
1. Connect a 12-volt test light between the (L72) Right Rear Park Lamp Driver circuit and the (Z941)
Ground circuit at the Right Tail Lamp Assembly harness connector.
Yes
REMOVAL .
No
CONTROL, REMOVAL .
B10AE-19-RIGHT PARKING LAMP - OVER CURRENT
THEORY OF OPERATION
OPERATION .
WHEN MONITORED:

SET CONDITION:
When the Body Control Module (BCM) detects a short to ground on the Right Park Lamp Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L72) RIGHT REAR PARK LAMP DRIVER CIRCUIT SHORTED TO GROUND
(L78) RIGHT FRONT PARK LAMP DRIVER CIRCUIT SHORTED TO GROUND
PARK LAMP
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. ATTEMPT TO SET THE OPPOSITE DTC WITH THE PARK LAMPS DISCONNECTED
3. Disconnect the Right Front Park/Turn Lamp Assembly harness connector.
Does the scan tool display DTC: B10AE-13-RIGHT PARKING LAMP - CIRCUIT OPEN?
Yes
 Replace the bulb or lamp causing the short to ground condition in accordance with the
Service Information. Refer to UNIT, FRONT LAMP, LOWER, REMOVAL or UNIT,

FRONT LAMP, UPPER, REMOVAL and LAMP, TAIL STOP TURN, REMOVAL .
No
Go To 3.

3. CHECK THE (L72) RIGHT REAR PARK LAMP DRIVER CIRCUIT FOR A SHORT TO
GROUND
3. Measure the resistance between ground and the (L72) Right Rear Park Lamp Driver circuit.
Yes
 Repair the short to ground in the (L72) Right Rear Park Lamp Driver circuit.
No
Go To 4.

4. CHECK THE (L78) RIGHT FRONT PARK LAMP DRIVER CIRCUIT FOR A SHORT TO
GROUND
2. Measure the resistance between ground and the (L78) Right Front Park Lamp Driver circuit.
Yes
 Repair the short to ground in the (L78) Right Front Park Lamp Driver circuit.
No
CONTROL, REMOVAL .
B1123-64-REAR WIPER - SIGNAL PLAUSIBILITY FAILURE
THEORY OF OPERATION
The Body Control Module (BCM) monitors the operation of the Rear Wiper Motor with a wiper park switch
motor is in the park position. For additional information on the Rear Wiper operation, refer to OPERATION .
WHEN MONITORED:
Rear Wiper on.
SET CONDITION:
The Body Control Module (BCM) does not detect any Rear Wiper Park Switch transitions for more than five
seconds, while the Rear Wiper Motor current draw is within normal limits.
POSSIBLE CAUSES
Possible Causes
(W17) REAR WIPER PARK SWITCH SENSE CIRCUIT OPEN
(W17) REAR WIPER PARK SWITCH SENSE CIRCUIT SHORTED TO GROUND
REAR WIPER MOTOR
DIAGNOSTIC TEST
NOTE: Prior to diagnosing this DTC, verify the Rear Wiper Arm is free of
obstructions and correctly attached to the Rear Wiper Motor output shaft.

4. Wait 10 seconds.
Yes
 Go To 2.
No

2. CHECK THE (W17) REAR WIPER PARK SWITCH SENSE CIRCUIT FOR AN OPEN
4. Measure the resistance of the (W17) Rear Wiper Park Switch Sense circuit between the Rear Wiper
Yes
 Go To 3.
No
Repair the open in the (W17) Rear Wiper Park Switch Sense circuit.

3. CHECK THE (W17) REAR WIPER PARK SWITCH SENSE CIRCUIT FOR A SHORT TO
GROUND
1. Measure the resistance between ground and the (W17) Rear Wiper Park Switch Sense circuit at the
Rear Wiper Motor harness connector.
Yes
 Go To 4.
No
Repair the short to ground in the (W17) Rear Wiper Park Switch Sense circuit.


3. Connect a jumper wire between ground and the (W17) Rear Wiper Park Switch Sense circuit at the
Rear Wiper Motor harness connector.
5. With the scan tool, read the Rear Wiper Park Switch Sense status.
Does the scan tool display the status as Parked?
Yes
No
CONTROL, REMOVAL .
B1123-71-REAR WIPER - STUCK
THEORY OF OPERATION
The Body Control Module (BCM) monitors the operation of the Rear Wiper Motor with a wiper park switch
motor is in the park position. For additional information on the Rear Wiper operation, refer to OPERATION .
WHEN MONITORED:
Rear Wiper on.
SET CONDITION:
The Body Control Module (BCM) does not detect any Rear Wiper Park Switch transitions for more than five
seconds, while the Rear Wiper Motor current draw is above the normal threshold.
POSSIBLE CAUSES
Possible Causes
REAR WIPER MOTOR ARM
REAR WIPER MOTOR
DIAGNOSTIC TEST
NOTE: Prior to diagnosing this DTC, verify the Rear Wiper Arm is free of
obstructions and correctly attached to the Rear Wiper Motor output shaft.

4. Wait 10 seconds.
Yes
 Go To 2.
No

2. CHECK THE REAR WIPER MOTOR FOR CORRECT OPERATION

2. Remove the Rear Wiper Arm.
5. Wait 10 seconds.
Yes
 Repair or replace the Rear Wiper Motor in accordance with the Service Information. Refer to
No
 Replace the Rear Wiper Arm in accordance with the Service Information. Refer to ARM,
WIPER, REMOVAL .
B11A3-13-DRIVER WINDOW MOTOR - CIRCUIT OPEN

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 five ms., this code will set.
POSSIBLE CAUSES
Possible Causes
(Q21) DRIVER WINDOW DRIVER DOWN CIRCUIT OPEN
(Q11) DRIVER WINDOW DRIVER UP CIRCUIT OPEN
WINDOW MOTOR (REGULATOR)
DIAGNOSTIC TEST

3. Try to operate the Driver Window up and down several times.
4. Wait 30 seconds.
Does the scan tool display; B11A3-13-DRIVER WINDOW MOTOR - CIRCUIT OPEN?
Yes
 Go To 2.
No

2. WINDOW MOTOR OR CIRCUIT OPEN

2. Disconnect the Driver Window Motor connector.
3. Connect a test light between the (Q11) Driver Window Driver Up circuit and the (Q21) Driver
Window Driver Down circuit

5. Trip the driver door latch to the closed position.
6. Operate the driver window switch up and down several times while observing the test light.
Does the test light illuminate brightly when the switch is pressed in both directions? The test light
will only flash momentarily each time the switch is activated.
Yes
 Replace the Driver Window Motor (regulator) in accordances with the Service Information.
Refer to REGULATOR, WINDOW, REMOVAL .
No
Go To 3.

3. (Q21) DRIVER WINDOW DRIVER DOWN CIRCUIT OPEN

3. Measure the resistance of the (Q21) Driver Window Down Driver circuit between the BCM C4
(Cavity C4-1) harness connector and the motor connector.
Is the resistance below 2.0 ohms?
No
 Repair the (Q21) Driver Window Driver Down circuit for an open.
Yes
Go To 4.

4. (Q11) DRIVER WINDOW DRIVER UP CIRCUIT OPEN

1. Measure the resistance of the (Q11) Driver Window Driver Up circuit between the BCM C4
Yes
No
 Repair the (Q11) Driver Window Driver Up circuit for an open.

B11A5-13-PASSENGER WINDOW MOTOR - CIRCUIT OPEN
WHEN MONITORED:
SET CONDITION:
When one or both Passenger Window Driver circuits (Up and Down) are not supplied with voltage, when they
should be, during a window movement command for more than five ms., this code will set.
POSSIBLE CAUSES
Possible Causes
(Q22) PASSENGER WINDOW DRIVER DOWN CIRCUIT OPEN
(Q12) PASSENGER WINDOW DRIVER UP CIRCUIT OPEN
WINDOW MOTOR (REGULATOR)
DIAGNOSTIC TEST

2. With the scan tool, record and erase the DTCs
3. Try to operate the Passenger Window up and down several times.
4. Wait 30 seconds.
Does the scan tool display; B11A5-13-PASSENGER WINDOW MOTOR - CIRCUIT OPEN?
Yes
 Go To 2.
No
2. WINDOW MOTOR OR CIRCUIT OPEN

2. Disconnect the Passenger Window Motor connector.
3. Connect a test light between the (Q12) Passenger Window Driver Up circuit and the (Q22)
Passenger Window Driver Down circuit.
5. Operate the passenger window switch up and down several times while observing the test light.
Does the test light illuminate brightly when the switch is pressed in both directions? The test light
will only flash momentarily each time the switch is actuated.
Yes
 Replace the Passenger Window Motor (regulator) in accordances with the Service
Information. Refer to REGULATOR, WINDOW, REMOVAL .
No
Go To 3.

3. (Q22) PASSENGER WINDOW DRIVER DOWN CIRCUIT OPEN

2. Disconnect the Body Control Module C4 connector.
3. Measure the resistance of the (Q22) Passenger Window Driver Down circuit between the BCM C4
Yes
 Go To 4.
No
Repair the (Q22) Passenger Window Driver Down circuit for an open.

4. (Q12) PASSENGER WINDOW DRIVER UP CIRCUIT OPEN

1. Measure the resistance of the (Q12) Passenger Window Driver Up circuit between the BCM C4

Yes
No
 Repair the (Q12) Passenger Window Driver Up circuit for an open.

B11A6-31-VTM MINI KRYPT REFUSED - NO SIGNAL
WHEN MONITORED:
No CAN B concerns present.
SET CONDITION:
Required bus messages not received from the Vehicle Tracking Module (VTM) for approximately two to five
seconds.
POSSIBLE CAUSES
Possible Causes
VTM POWER AND GROUND
MODULE THAT SET THE DTC
DIAGNOSTIC TEST
proceeding.
1. With the scan tool, erase DTCs.

3. Turn the ignition on and wait five seconds.
Does the scan tool display this DTC active?
Yes
 Go To 2.
No


2. Disconnect the VTM harness connector.
Yes
 Go To 3.
No



Yes
 Go To 4.
No



1. Measure the resistance of the CAN B Bus (-) circuit between the VTM harness connector and the
2. Measure the resistance of the CAN B Bus (+) circuit between the VTM harness connector and the
Yes

No
B11A7-62-VTM SYS BLOCK - SIGNAL COMPARE FAILURE
WHEN MONITORED:
No CAN B concerns present.
SET CONDITION:
During ignition on, the Vehicle Tracking Module (VTM) status response to the Body Control Module (BCM)
equals block.
POSSIBLE CAUSES
Possible Causes
SERVICE PROVIDER ISSUED BLOCK COMMAND
DIAGNOSTIC TEST
proceeding.

3. Turn the ignition on and wait five seconds.
Does the scan tool display this DTC active?
Yes
 Go To 2.
No

2. CHECK FOR DTCS IN THE VTM

Are any DTCs present?
Yes
No
Go To 3.

3. CHECK VTM STATUS WITH SERVICE PROVIDER

2. Request that the customer contact the service provider to send the unblock command.
3. Attempt to start the vehicle.
Does the vehicle start?
Yes
 Test complete.
No

B11AE-71-TRUNK RELEASE RELAY - STUCK

THEORY OF OPERATION
The Trunk Release Relay is internal to the Body Control Module. If the relay is stuck and cannot be freed, the
BCM would have to be replaced.
WHEN MONITORED:
SET CONDITION:
When trunk (liftgate) relay is stuck high, this code will set.
POSSIBLE CAUSES
Possible Causes
TRUNK RELAY STUCK HIGH
DIAGNOSTIC TEST

3. Try to open and close the trunk (liftgate) several times.
4. Wait 30 seconds.
Does the scan tool display; B11AE-71-TRUNK RELEASE RELAY - STUCK?
Yes
 Go To 2.
No

2. ACTUATE DOOR TRUNK RELAYS

1. If the trunk is open, trip the latch closed.

2. With the scan tool, actuate the Trunk Release Relay one time.
3. If the latch released, trip the latch closed.
6. Operate the trunk latch several times.
7. Wait 30 seconds.
Does the scan tool display; B11AE-71-TRUNK RELEASE RELAY - STUCK?
Yes
No
 Test complete.
B12A1-12-LEFT DRL - CIRCUIT SHORT TO BATTERY
THEORY OF OPERATION
Vehicles with the Daytime Running Lamps (DRL) feature enabled illuminate the Park/DRL Lamp Bulbs in the
upper cavity of the two front lamp units when the engine is running, the parking brake is released, the
headlamps are turned OFF, and the optional automatic transmission gear selector lever is in any position except
PARK. The park lamps may be ON or OFF for DRL to operate. For vehicles with a manual transmission, the
DRL will operate in any transmission gear selector lever position. The BCM must be programmed appropriately
for this feature to be enabled. For additional information on the DRL operation, refer to OPERATION .
WHEN MONITORED:
With the DRL active.
SET CONDITION:
When the Body Control Module (BCM) detects a short to voltage condition on the Left Daytime Running Lamp
Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L58) LEFT DAYTIME RUNNING LAMP DRIVER CIRCUIT SHORTED TO VOLTAGE
LEFT PARK/DRL LAMP BULB
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK THE (L58) LEFT DAYTIME RUNNING LAMP DRIVER CIRCUIT FOR A SHORT TO
1. Turn the Headlamps off.
6. Measure the voltage between ground and the (L58) Left Daytime Running Lamp Driver circuit.
Yes
 Repair the short to voltage in the (L58) Left Daytime Running Lamp Driver circuit.
No
Go To 3.



2. Connect a 12-volt test light between the (L58) Left Daytime Running Lamp Driver circuit and
(Z910) Ground circuit in the Left Front Park/Turn Lamp harness connector.
4. Turn the Headlamps on.
Yes
 Replace the Left Park/DRL Bulb in accordance with the Service Information. Refer to UNIT,
REMOVAL .
No
B12A1-13-LEFT DRL - CIRCUIT OPEN
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
When the Body Control Module (BCM) detects an open condition on the Left Daytime Running Lamp Driver
circuit.
POSSIBLE CAUSES
Possible Causes
(L58) LEFT DAYTIME RUNNING LAMP DRIVER CIRCUIT OPEN

DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK THE (L58) LEFT DAYTIME RUNNING LAMP DRIVER CIRCUIT FOR AN OPEN IN
THE HARNESS
4. Measure the resistance of the (L58) Left Daytime Running Lamp Driver circuit between the Left
Front Park/Turn Lamp harness connector and the BCM C1 harness connector.
Yes
 Go To 3.
No
Repair the open in the (L58) Left Daytime Running Lamp Driver circuit.


Yes
 Go To 4.
No



2. Connect a 12-volt test light between the (L58) Left Daytime Running Lamp Driver circuit and
(Z910) Ground circuit in the Left Front Park/Turn Lamp harness connector.
Yes
REMOVAL .
No
B12A1-19-LEFT DRL - OVER CURRENT
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
When the Body Control Module (BCM) detects a low condition on the Left Daytime Running Lamp Driver
circuit.
POSSIBLE CAUSES
Possible Causes
(L58) LEFT DAYTIME RUNNING LAMP DRIVER CIRCUIT SHORTED TO GROUND
DIAGNOSTIC TEST

Yes
 Go To 2.
No


4. Actuate the DRL
Does the scan tool display DTC: B12A1-13-LEFT DRL - CIRCUIT OPEN?
Yes
REMOVAL .
No
Go To 3.

3. CHECK THE (L58) LEFT DAYTIME RUNNING LAMP DRIVER CIRCUIT FOR A SHORT TO
GROUND
3. Measure the resistance between ground and the (L58) Left Daytime Running Lamp Driver circuit.
Yes
No
 Repair the short to ground in the (L58) Left Daytime Running Lamp Driver circuit.
B12A6-12-RIGHT DRL - CIRCUIT SHORT TO BATTERY
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
When the Body Control Module (BCM) detects a short to voltage condition on the Right Daytime Running
POSSIBLE CAUSES
Possible Causes
(L59) RIGHT DAYTIME RUNNING LAMP DRIVER CIRCUIT SHORTED TO VOLTAGE
RIGHT PARK/DRL LAMP BULB
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK THE (L59) RIGHT DAYTIME RUNNING LAMP DRIVER CIRCUIT FOR A SHORT
TO VOLTAGE IN THE HARNESS
1. Turn the Headlamps off.
6. Measure the voltage between ground and the (L59) Right Daytime Running Lamp Driver circuit.
Yes
 Repair the short to voltage in the (L59) Right Daytime Running Lamp Driver circuit.
No
 Go To 3.

2. Connect a 12-volt test light between the (L59) Right Daytime Running Lamp Driver circuit and
(Z910) Ground circuit in the Right Front Park/Turn Lamp harness connector.
Yes
 Replace the Right Park/DRL Bulb in accordance with the Service Information. Refer to
UNIT, FRONT LAMP, LOWER, REMOVAL and UNIT, FRONT LAMP, UPPER,
REMOVAL .
No
B12A6-13-RIGHT DRL - CIRCUIT OPEN
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
When the Body Control Module (BCM) detects an open condition on the Right Daytime Running Lamp Driver
circuit.
POSSIBLE CAUSES
Possible Causes
(L59) RIGHT DAYTIME RUNNING LAMP DRIVER CIRCUIT OPEN
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK THE (L59) RIGHT DAYTIME RUNNING LAMP DRIVER CIRCUIT FOR AN OPEN
IN THE HARNESS
4. Measure the resistance of the (L59) Right Daytime Running Lamp Driver circuit between the Right
Front Park/Turn Lamp harness connector and the BCM C1 harness connector.
Yes
 Go To 3.
No
Repair the open in the (L59) Right Daytime Running Lamp Driver circuit.


Yes
 Go To 4.
No



2. Connect a 12-volt test light between the (L59) Right Daytime Running Lamp Driver circuit and
(Z910) Ground circuit in the Right Front Park/Turn Lamp harness connector.
Yes
REMOVAL .
No
B12A6-19-RIGHT DRL - OVER CURRENT
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
When the Body Control Module (BCM) detects a low condition on the Right Daytime Running Lamp Driver
circuit.
POSSIBLE CAUSES
Possible Causes
(L59) RIGHT DAYTIME RUNNING LAMP DRIVER CIRCUIT SHORTED TO GROUND
DIAGNOSTIC TEST

Yes
 Go To 2.
No


4. Actuate the DRL
Does the scan tool display DTC: B12A6-13-RIGHT DRL - CIRCUIT OPEN?
Yes
REMOVAL .
No
Go To 3.

3. CHECK THE (L59) RIGHT DAYTIME RUNNING LAMP DRIVER CIRCUIT FOR A SHORT
TO GROUND
3. Measure the resistance between ground and the (L59) Right Daytime Running Lamp Driver circuit.
Yes
No
 Repair the short to ground in the (L59) Right Daytime Running Lamp Driver circuit.
B12B1-23-TRUNK EXTERNAL SWITCH - SIGNAL STUCK LOW
THEORY OF OPERATION
The Liftgate is controlled as a third door, so when the doors are locked the Liftgate is also locked, and when the
doors are unlocked the Liftgate is unlocked as well. When the Liftgate is unlocked, it can be opened by means
of the button on the external handle. If the trunk is mechanically opened, it's logic state does not change, and
when closed again it automatically aligns with the status of the other doors (Locked/Unlocked). The Liftgate
cannot be opened with vehicle speed over 13 mph, to prevent accidental Liftgate opening.
WHEN MONITORED:
Whenever the Body Control Module (BCM) is awake.
SET CONDITION:
When the trunk (liftgate) switch is stuck for over 30 seconds, this code will set.
POSSIBLE CAUSES
Possible Causes
SWITCH STUCK
(P30) LIFTGATE RELEASE SWITCH SENSE CIRCUIT SHORTED TO GROUND
LIFTGATE RELEASE SWITCH
DIAGNOSTIC TEST

3. Try to open and close the trunk (liftgate) several times.
4. Wait 30 seconds.
Does the scan tool display; B12B1-23-TRUNK EXTERNAL SWITCH - SIGNAL STUCK LOW?
Yes
 Go To 2.
No

2. LIFTGATE RELEASE SWITCH

1. Check the Liftgate Release Switch for anything that may cause a sticking condition. Repair if
necessary and re-check the DTC. If okay, continue testing.
3. Disconnect the Liftgate Release Switch connector.
NOTE: The Liftgate Release Switch is in the License Lamp Bar Exterior
Handle. Refer to LAMP BAR, EXTERIOR HANDLE, REMOVAL .

5. Wait 30 seconds.
Does the scan tool display; B12B1-23-TRUNK EXTERNAL SWITCH - SIGNAL STUCK LOW?
Yes
 Go To 3.
No
Replace the License Lamp Bar in accordance with the Service Information. Refer to LAMP

BAR, EXTERIOR HANDLE, REMOVAL .
3. (P30) LIFTGATE RELEASE SWITCH SENSE CIRCUIT SHORT TO GROUND

4. Measure the resistance between ground and the (P30) Liftgate Release Switch Sense circuit in the
Liftgate Release Switch Sense connector (Cavity 2).
Yes
 Repair the short to ground in the (P30) Liftgate Release Switch Sense circuit.
No
B12BF-09-FPS FIRE PREVENTION SYSTEM ACTIVATION - COMPONENT FAILURE
WHEN MONITORED:
SET CONDITION:
indicating that FPS is active due to an event.
POSSIBLE CAUSES
Possible Causes
ORC REQUESTING FPS
DIAGNOSTIC TEST
1. INFORMATIONAL DTC
NOTE: This is an informational DTC and may set if the ORC module determined
an event occurred requiring FPS activation. Prior to diagnosing this DTC,
repair all other DTCs or repair the vehicle as necessary.

3. Wait 30 seconds.
Yes
 If the scan tool still displays this DTC as active after all other repairs have been completed,
replace the BCM in accordance with the Service Information. Refer to MODULE, BODY
CONTROL, REMOVAL .
No
B12C0-15-BRAKE FLUID LEVEL SWITCH - CIRCUIT SHORT TO BATTERY OR OPEN
THEORY OF OPERATION
The Body Control Module (BCM) provides a reference voltage on the brake fluid level signal circuit through a
pull-up resistor. The Brake Fluid Level Switch switches the brake fluid level signal circuit to ground when the
fluid level is low. A diagnostic resistor internal to the switch is placed in parallel with the switch.
WHEN MONITORED:
SET CONDITION:
When the BCM detects that the parallel resistor is not detected in the circuit and the switch is not closed.
POSSIBLE CAUSES
Possible Causes
(B20) BRAKE FLUID LEVEL SIGNAL CIRCUIT SHORTED TO VOLTAGE
(B20) BRAKE FLUID LEVEL SIGNAL CIRCUIT OPEN
BRAKE FLUID LEVEL SWITCH
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK THE (B20) BRAKE FLUID LEVEL SIGNAL CIRCUIT FOR A SHORT TO VOLTAGE
2. Disconnect the Brake Fluid Level Switch harness connector.
5. Measure the voltage between ground and the (B20) Brake Fluid Level Signal circuit.
Yes
 Repair the short to voltage in the (B20) Brake Fluid Level Signal circuit.
No
Go To 3.

3. CHECK THE (B20) BRAKE FLUID LEVEL SIGNAL CIRCUIT FOR AN OPEN
2. Measure the resistance of the (B20) Brake Fluid Level Signal circuit between the Brake Fluid Level
Switch harness connector and the BCM C1 harness connector.
Yes
 Go To 4.
No
Repair the open in the (B20) Brake Fluid Level Signal circuit.


1. Using a 12-volt test light connected to 12-volts, check the (Z910) Ground circuit at the Brake Fluid
Level Switch harness connector.
Yes
 Go To 5.
No



3. Connect a jumper wire between the (B20) Brake Fluid Level Signal circuit and the (Z910) Ground
circuit at the Brake Fluid Level Switch harness connector.
5. With the scan tool, read the Brake Fluid Level.
Does the Brake Fluid Level display Low Level?
Yes
 Replace the Brake Fluid Level Switch in accordance with the Service Information. Refer to
SWITCH, BRAKE FLUID LEVEL, REMOVAL .
No
CONTROL, REMOVAL .
B12CB-11-CRUISE CONTROL SWITCH - CIRCUIT SHORT TO GROUND
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The Body Control Module (BCM) detects a short to ground on the Cruise Control Switch Sense circuit.
POSSIBLE CAUSES
Possible Causes
(V71) CRUISE CONTROL SWITCH SENSE CIRCUIT SHORTED TO THE (X920)
RADIO/CRUISE/HORN RETURN CIRCUIT
(V71) CRUISE CONTROL SWITCH SENSE CIRCUIT SHORTED TO GROUND
CLOCKSPRING
DIAGNOSTIC TEST

Yes
 Go To 2.
No

NOTE: Visually inspect the Steering Wheel Wiring Harness, repair as necessary.

TO GROUND as active?
Yes
 Go To 3.
No
Replace the Speed Control Switch in accordance with the Service Information. Refer to

3. CLOCKSPRING
TO GROUND as active with the Clockspring C1 harness connector unplugged?
Yes
 Go To 4.
No


4. CHECK FOR A SHORT BETWEEN THE (V71) CRUISE CONTROL SWITCH SENSE
CIRCUIT AND THE (X920) RADIO/CRUISE/HORN RETURN CIRCUIT
2. Measure the resistance between the (V71) Cruise Control Switch Sense circuit and the (X920)
Radio/Cruise/Horn Return circuit at the Clockspring C1 harness connector.
Yes
 Go To 5.
No
Repair the short between the (V71) Cruise Control Switch Sense circuit and the (X920)

Radio/Cruise/Horn Return circuit in the wiring harness.
5. CHECK THE (V71) CRUISE CONTROL SWITCH SENSE CIRCUIT FOR A SHORT TO
GROUND
1. Measure the resistance between ground and the (V71) Cruise Control Switch Sense circuit at the
Clockspring C1 harness connector.
Yes
 Replace Body Control Module (BCM) in accordance with the Service Information. Refer to
No
 Repair the (V71) Cruise Control Switch Sense circuit for a short to ground.
B12CB-12-CRUISE CONTROL SWITCH - CIRCUIT SHORT TO BATTERY
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The Body Control Module (BCM) detects a short to voltage on the Cruise Control Switch Sense circuit.
POSSIBLE CAUSES
Possible Causes
(V71) CRUISE CONTROL SWITCH SENSE CIRCUIT SHORTED TO VOLTAGE
CLOCKSPRING
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK THE (V71) CRUISE CONTROL SWITCH SENSE CIRCUIT FOR A SHORT TO
VOLTAGE
4. Measure the voltage of the (V71) Cruise Control Switch Sense circuit in the C3 harness connector.
Is the voltage present?
Yes
 Repair the short to voltage on the (V71) Cruise Control Switch Sense circuit.
No
B12CB-23-CRUISE CONTROL SWITCH - SIGNAL STUCK LOW
WHEN MONITORED:
SET CONDITION:
Fault signifies any Speed Control Switch is held/stuck for greater than 120 seconds.
POSSIBLE CAUSES
Possible Causes
SPEED CONTROL SWITCH STUCK
STEERING WHEEL WIRING HARNESS / CONNECTORS
DIAGNOSTIC TEST

2. With the scan tool, read DTCs
Yes
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.
WARNING: Do not place an intact non-deployed airbag face down on

a hard surface, the airbag propels into the air if
accidentally deployed. Failure to follow these instructions
NOTE: Visually and physically inspect the wiring harness between the
Right Steering Wheel Switch (Speed Control Switch) harness
connector and the Clockspring harness connector. Repair any
damaged wires, connectors, and open/spread terminals. If
harness is OK, proceed with test.
No
B12D2-23-FRONT WASHER - SIGNAL STUCK LOW
THEORY OF OPERATION
that the front washer is requested. For additional information on the Wash Mode operation, refer to
OPERATION .
WHEN MONITORED:

SET CONDITION:
The BCM detects the Front Washer input is active for more than 30 seconds.
POSSIBLE CAUSES
Possible Causes
FRONT WASHER SWITCH STUCK
RIGHT MULTI-FUNCTION SWITCH
DIAGNOSTIC TEST
NOTE: Make sure the Right Multi-function Switch is free to move forward or
rearward and returns to the normal position when released.

2. Press the Front Washer Switch twice.
Yes
 Replace the Right Multi-function Switch in accordance with the Service Information. Refer
to SWITCH, MULTIFUNCTION, RIGHT, REMOVAL .
No
B12D3-23-REAR WASHER - SIGNAL STUCK LOW
THEORY OF OPERATION
that the rear washer is requested. For additional information on the Wash Mode operation, refer to
OPERATION .
WHEN MONITORED:
SET CONDITION:
The BCM detects the Rear Washer input is active for more than 30 seconds.
POSSIBLE CAUSES
Possible Causes
REAR WASHER SWITCH STUCK
RIGHT MULTI-FUNCTION SWITCH
DIAGNOSTIC TEST
NOTE: Make sure the Right Multi-function Switch is free to move forward or
rearward and returns to the normal position when released.

2. Press the Rear Washer Switch twice.
Yes
 Replace the Right Multi-function Switch in accordance with the Service Information. Refer
to SWITCH, MULTIFUNCTION, RIGHT, REMOVAL .
No
B13A7-23-PASSENGER WINDOW DOWN SWITCH - SIGNAL STUCK LOW
THEORY OF OPERATION
The window switches have three positions which are neutral, up and down. When pressed in the up or down
position they send a signal, or command, to the Body Control Module (BCM) respectively. When pressed, the
switch provides 12 volts from the Window Switch Supply circuit through a 350.0 Ohm resistor (built in) to the
Up or Down signal circuit. The Window Switch Supply circuit also supplies 12 volts for switch illumination
WHEN MONITORED:
SET CONDITION:
When the passenger window switch is stuck for over 30 seconds, this code will set.
POSSIBLE CAUSES
Possible Causes
SWITCH STUCK
(Q338) PASSENGER WINDOW SWITCH SENSE (DOWN) CIRCUIT SHORT TO GROUND
PASSENGER WINDOW SWITCH
DIAGNOSTIC TEST

3. Try to open and close the passenger window several times.
4. Wait 30 seconds.
Does the scan tool display; B13A7-23-PASSENGER WINDOW DOWN SWITCH - SIGNAL
STUCK LOW?
Yes
 Go To 2.
No
problem ever returns, replace the Window Switch in accordance with the Service
Information. Refer to SWITCH, POWER WINDOW, REMOVAL .
2. PASSENGER WINDOW SWITCH

1. Check the Window Switch for anything that may cause a sticking condition. Repair if necessary
and re-check the DTC. If okay, continue testing.
3. Disconnect the Window Switch connector.
4. Cycle the ignition off then on
5. Wait 30 seconds.
Does the scan tool display; B13A7-23-PASSENGER WINDOW DOWN SWITCH - SIGNAL
STUCK LOW?
Yes
 Go To 3.
No
Replace the Window Switch in accordance with the Service Information. Refer to SWITCH,
POWER WINDOW, REMOVAL .
3. (Q338) PASSENGER WINDOW SWITCH SENSE (DOWN) CIRCUIT SHORT TO GROUND

circuit (Cavity 2) in the Window Switch connector.
Yes
 Repair the short to ground in the (Q338) Passenger Window Switch Sense (Down) circuit.
No
B13A8-23-DRIVER WINDOW DOWN SWITCH - SIGNAL STUCK LOW

THEORY OF OPERATION
The window switches have three positions which are neutral, up and down. When pressed in the up or down
position they send a signal, or command, to the Body Control Module (BCM) respectively. When pressed, the
switch provides 12 volts from the Window Switch Supply circuit through a 350.0 Ohm resistor (built in) to the
Up or Down signal circuit. The Window Switch Supply circuit also supplies 12 volts for switch illumination.
WHEN MONITORED:
SET CONDITION:
When the driver window switch is stuck for over 30 seconds, this code will set.
POSSIBLE CAUSES
Possible Causes
SWITCH STUCK
(Q339) DRIVER WINDOW SWITCH SENSE (DOWN) CIRCUIT SHORT TO GROUND
DRIVER WINDOW SWITCH
DIAGNOSTIC TEST

3. Try to open and close the driver window several times.
4. Wait 30 seconds.
Does the scan tool display; B13A8-23-DRIVER WINDOW DOWN SWITCH - SIGNAL STUCK
LOW?
Yes
 Go To 2.
No
problem ever returns, replace the Window Switch in accordance with the Service
Information. Refer to SWITCH, POWER WINDOW, REMOVAL .
2. DRIVER WINDOW SWITCH

1. Check the Window Switch for anything that may cause a sticking condition. Repair if necessary
and re-check the DTC. If okay, continue testing.
3. Disconnect the Window Switch connector.
4. Cycle the ignition off then on
5. Wait 30 seconds.
Does the scan tool display; B13A8-23-DRIVER WINDOW DOWN SWITCH - SIGNAL STUCK
LOW?
Yes
 Go To 3.
No
Replace the Window Switch in accordance with the Service Information. Refer to SWITCH,
POWER WINDOW, REMOVAL .
3. (Q339) DRIVER WINDOW SWITCH SENSE (DOWN) CIRCUIT SHORT TO GROUND

circuit (Cavity 2) in the Window Switch connector.
Yes
 Repair the short to ground in the (Q339) Driver Window Switch Sense (Down) circuit.
No
B13AA-12-LEFT/RIGHT SIDE MARKER LAMPS - CIRCUIT SHORT TO BATTERY
THEORY OF OPERATION
illumination. The BCM provides a voltage output through the side marker control circuit. The control circuit
connects to the Park Lamps. A ground path for the lamps is present through the harness to the body sheet metal.
For additional information on the Park Lamps operation, refer to OPERATION .
WHEN MONITORED:
With the park lamps off.
SET CONDITION:
When the Body Control Module (BCM) detects a high condition on the (L17) Park Lamps Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L17) PARK LAMPS DRIVER CIRCUIT SHORTED TO VOLTAGE
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK THE (L17) PARK LAMPS DRIVER CIRCUIT FOR A SHORT TO VOLTAGE IN THE
HARNESS
2. Disconnect the Left Right Side Marker Lamp harness connector.
5. Measure the voltage between ground and the (L17) Park Lamps Driver circuit.
Yes
 Repair the short to voltage in the (L17) Park Lamps Driver circuit.
No
Go To 3.


3. Connect a 12-volt test light between the (L17) Park Lamps Driver circuit and ground circuit at the
Left Front Side Marker Lamp harness connector.
Does the test light illuminate on and off as the Park Lamps are turned on and off?
Yes
No
CONTROL, REMOVAL .
B13AA-13-LEFT/RIGHT SIDE MARKER LAMPS - CIRCUIT OPEN
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
When the Body Control Module (BCM) detects a high condition on the (L17) Park Lamps Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L17) PARK LAMPS DRIVER CIRCUIT OPEN
PARK AND TURN SIGNAL BULB
DIAGNOSTIC TEST

Yes
 Go To 2.
No

2. CHECK THE SIDE MARKER LAMPS AND BULBS
NOTE: This DTC will set if all the Side Marker Bulbs are disconnected or bunt out.
1. Inspect the harness connectors at the Side Marker Lamps for correct connection.
2. Inspect the Side Marker Lamps for burnt out or damaged bulbs.
Yes
 Replace the Side Marker Bulbs or Lamps as necessary in accordance with the Service
Information. Refer to LAMP, SIDE MARKER, REMOVAL .
No
Go To 3.

3. CHECK THE (L17) PARK LAMPS DRIVER CIRCUIT FOR AN OPEN IN THE HARNESS
2. Disconnect the Left Right Side Marker Lamp harness connector.
4. Measure the resistance of the (L17) Park Lamps Driver circuit between the Left Right Side Marker
Lamp harness connector and the BCM C2 harness connector.
Yes
CONTROL, REMOVAL .
No
 Repair the open in the (L17) Park Lamps Driver circuit.

B13AA-19-LEFT/RIGHT SIDE MARKER LAMPS - OVER CURRENT
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
When the Body Control Module (BCM) detects higher than expected current draw on the (L17) Park Lamps
Driver circuit.
POSSIBLE CAUSES
Possible Causes
(L17) PARK LAMPS DRIVER CIRCUIT SHORTED TO GROUND
SIDE MARKER BULB
DIAGNOSTIC TEST

3. Turn the Park Lamps off and on.
Yes
 Go To 2.
No


3. Disconnect all the Side Marker Lamp harness connectors.
Does the scan tool display DTC: B13AA-13-LEFT/RIGHT SIDE MARKER LAMPS - CIRCUIT
OPEN?
Yes
 Replace the bulb causing the short to ground condition in accordance with the Service
Information. Refer to LAMP, SIDE MARKER, REMOVAL .
No
Go To 3.

3. CHECK THE (L17) PARK LAMPS DRIVER CIRCUIT FOR A SHORT TO GROUND
3. Measure the resistance between ground and the (L17) Park Lamps Driver circuit.
Yes
CONTROL, REMOVAL .
No
 Repair the short to ground in the (L17) Park Lamps Driver circuit.
U0001-87-CAN C BUS - NO SIGNAL

Fig. 1: CAN B & CAN C Bus Module Wiring Diagram

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The module detects an open condition on one of the CAN C Bus circuits.
POSSIBLE CAUSES
Possible Causes
MODULE SETTING THE DTC
DIAGNOSTIC TEST
NOTE: Prior to diagnosing this DTC, check the module connectors for signs of
water intrusion, corrosion, pushed out or bent terminals, and correct pin
tension.

3. Cycle the ignition from on to off three times.
Does the scan tool display DTC: U0001-87-CAN C BUS - NO SIGNAL?
Yes
 Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE diagnostic

procedure for module setting this DTC.
No
U0001-88-CAN C BUS OFF


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The Body Control Module (BCM) detects a short condition on one of the CAN C Bus circuits.
POSSIBLE CAUSES
Possible Causes
CAN C BUS (+) CIRCUIT SHORTED TO GROUND
CAN C BUS (-) CIRCUIT SHORTED TO VOLTAGE
CAN C BUS (+) CIRCUIT SHORTED TO CAN C BUS (-) CIRCUIT
ANTILOCK BRAKE MODULE (ABS)
ELECTRONIC POWER STEERING (EPS)
ELECTRONIC SHIFT MODULE (ESM) (IF EQUIPPED)
TRANSMISSION CONTROL MODULE (TCM) (IF EQUIPPED)

YAW RATE SENSOR (YRS)
DIAGNOSTIC TEST
NOTE: The CAN C bus modules are connected in series. Disconnecting a module
will remove the module and all the modules downstream of that module
from the CAN C bus, preventing communication with the scan tool.

Does the scan tool display DTC: U0001-88-CAN C BUS OFF?
Yes
 Go To 2.
No

2. CHECK THE CAN BUS (-) CIRCUIT FOR A SHORT TO VOLTAGE

Fig. 3: Checking CAN BUS (-) Circuit For A Short To Voltage


2. Measure the voltage between ground and the CAN C Bus (-) circuit.
Yes
 Repair the short to voltage in the CAN C Bus (-) circuit. Use the module connectors to isolate
portions of the bus to assist in determining the location of the concern. Repair the circuit
concern or replace the module that when disconnected allowed the bus voltage to return to
normal. Only replace a module after all harness concerns between the modules are
diagnosed.
No
 Go To 3.
3. CHECK THE CAN C BUS (+) CIRCUIT FOR A SHORT TO GROUND
Fig. 4: Checking CAN C BUS (+) Circuit For A Short To Voltage

1. Measure the voltage between ground and the CAN C Bus (+) circuit.
Is the voltage approximately 0 volt?
Yes
 Repair the short to ground in the CAN C Bus (+) circuit. Use the module connectors to
isolate portions of the bus to assist in determining the location of the concern. Repair the
circuit concern or replace the module that when disconnected allowed the bus voltage to
return to normal. Only replace a module after all harness concerns between the modules are
diagnosed.
No
Go To 4.

4. CHECK FOR A SHORT BETWEEN THE CAN C BUS (+) CIRCUIT AND CAN C BUS (-)
CIRCUIT
Fig. 5: Checking For A Short Between CAN C BUS (+) Circuit & CAN C BUS (-) Circuit
1. Measure the voltage between ground and the CAN C Bus (+) circuit.
2. Measure the voltage between ground and the CAN C Bus (-) circuit.
Are both values approximately 2.45 volts?
Yes
 Repair the short between the CAN C Bus (+) circuit and the CAN C Bus (-) circuit. Use the
concern. Repair the circuit concern or replace the module that when disconnected allowed the
bus voltage to return to normal. Only replace a module after all harness concerns between the
modules are diagnosed.
No
U0019-01-CAN B BUS - GENERAL ELECTRICAL FAILURE

THEORY OF OPERATION
WHEN MONITORED:
Continuously.
SET CONDITION:
The Body Control Module (BCM) detects that the CAN B Bus (+) or CAN Bus (-) circuit is open, shorted to
voltage, shorted to ground, or are shorted together.
POSSIBLE CAUSES
Possible Causes
(D41) CAN B BUS (+) CIRCUIT OPEN
(D42) CAN B BUS (-) CIRCUIT OPEN
(D41) CAN B BUS (+) CIRCUIT SHORTED TO VOLTAGE
(D42) CAN B BUS (-) CIRCUIT SHORTED TO VOLTAGE
(D41) CAN B BUS (+) CIRCUIT SHORTED TO GROUND
(D42) CAN B BUS (-) CIRCUIT SHORTED TO GROUND

(D41) CAN B BUS (+) CIRCUIT SHORTED TO (D42) CAN B BUS (-) CIRCUIT
DIAGNOSTIC TEST
NOTE: Check for any Technical Service Bulletins (TSBs) related to the condition.
If a TSB applies, perform the procedure outlined in the TSB before
continuing.

2. Using the scan tool, record and erase DTCs.
5. Using the scan tool, read DTCs.
Yes
 Go To 2.
No

2. MEASURE VOLTAGE AT THE DLC

Fig. 7: Measuring Voltage Between Ground & CAN B Bus Circuits


2. Measure the voltage between ground and the CAN B Bus circuits.
Does the voltage read approximately 4.65 - 4.98 volts on the (D42) CAN B Bus (-) and 0.39 - 0.46
volts on the (D41) CAN B (+) circuits?
Yes
 Go To 3.
No - Voltage Between 0.3 - 0.7 Volt on Both Circuits
 Go To 9.
No - Voltage Reads 0 Volts on Either Circuit
 Go To 7.
No - Voltage Above 10 Volts on Either Circuit
Go To 5.

3. CHECK THE (D41) CAN B BUS (+) CIRCUIT FOR AN OPEN
Fig. 8: Checking CAN B Bus (+) Circuit For An Open


2. Reconnect the scan tool.
3. With the scan tool, view the modules.
4. Using a fused jumper wire, connect one end to ground and with the other end backprobe the (D41)
CAN B Bus (+) circuit at the DLC harness connector.
NOTE: This may cause some modules to no longer communicate on the

Bus.
Are some modules no longer communicating?
Yes
 Using the Wiring Diagrams to further isolate the open in the circuit, repair the (D41) CAN B
Bus (+) circuit for an open.
No
Go To 4.

4. CHECK THE (D42) CAN B BUS (-) CIRCUIT FOR AN OPEN

Fig. 9: Checking CAN B Bus (-) Circuit For An Open

1. Remove the fused jumper wire.

CAN B Bus (-) circuit at the DLC harness connector.

Bus.
Yes
Bus (-) circuit for an open.
No
Inspect the wiring and connectors for damage. If OK, replace and program the module that

set this DTC in accordance with the Service Information.
5. CHECK THE (D41) CAN B BUS (+) CIRCUIT FOR A SHORT TO VOLTAGE

2. Disconnect the scan tool from the DLC.
Yes
 Disconnect each CAN B Bus module one at a time while observing the voltage to determine
if the short is caused by an internal short within a module. Replace the module, in accordance
with the Service Information, that when disconnected eliminates the short to voltage. If the
short condition is still present with all CAN B Bus modules disconnected use the Wiring
Diagrams to help isolate and repair the (D41) CAN B Bus (+) circuit for a short to voltage.
No
Go To 6.

6. CHECK THE (D42) CAN B BUS (-) CIRCUIT FOR A SHORT TO VOLTAGE
Yes
Diagrams to help isolate and repair the (D42) CAN B Bus (-) circuit for a short to voltage.
No

 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.
7. CHECK THE (D41) CAN B BUS (+) CIRCUIT FOR A SHORT TO GROUND
Fig. 12: Checking CAN B Bus Circuit For A Short To Ground


3. Measure the resistance between ground and the (D41) CAN B Bus (+) circuit.
Yes
 Go To 8.
No
Disconnect each CAN B Bus module one at a time while observing the resistance to

determine if the short is caused by an internal short within a module. Replace the module, in
accordance with the Service Information, that when disconnected eliminates the short to
ground. If the short condition is still present with all CAN B Bus modules disconnected use
the Wiring Diagrams to help isolate and repair the (D41) CAN B Bus (+) circuit for a short to
ground.
8. CHECK THE (D42) CAN B BUS (-) CIRCUIT FOR A SHORT TO GROUND

1. Measure the resistance between ground and the (D42) CAN B Bus (-) circuit.
Yes
 Inspect the wiring and connectors for damage. If OK, replace and program the module that
No

the Wiring Diagrams to help isolate and repair the (D42) CAN B Bus (-) circuit for a short to
ground.
9. CHECK THE (D41) CAN B BUS (+) CIRCUIT FOR A SHORT TO THE (D42) CAN B BUS (-)
CIRCUIT
Fig. 14: Checking CAN B Bus (+) Circuit For A Short To CAN B Bus (-) Circuit

3. Measure the resistance between the (D41) CAN B Bus (+) circuit and (D42) CAN B Bus (-) circuit.
Yes
 Disconnect each CAN B Bus module one at a time while observing the resistance to
accordance with the Service Information, that when disconnected eliminates the short
between the two circuits. If the short condition is still present with all CAN B Bus modules
disconnected use the Wiring Diagrams to help isolate and repair the (D41) CAN B Bus (+)
circuit for a short to the (D42) CAN B Bus (-) circuit.
No


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The module detects that it cannot transmit on the CAN B Bus.
POSSIBLE CAUSES
Possible Causes
(D41) CAN B BUS (+) CIRCUIT OPEN AND (D42) CAN B BUS (-) CIRCUIT OPEN
DIAGNOSTIC TEST


Yes
 Go To 2.
No

2. CHECK THE CAN B CONNECTION AT THE MODULE

2. Disconnect and reconnect the module setting the DTC.
Yes
 Replace/update the module that set this DTC in accordance with the Service Information.
No


THEORY OF OPERATION
WHEN MONITORED:
Continuously while the CAN B bus is awake.
SET CONDITION:
The Body Control Module (BCM) detects that the CAN B Bus (+) or CAN Bus (-) circuit is open, shorted to
voltage, shorted to ground, or are shorted together.
POSSIBLE CAUSES
Possible Causes
(D41) CAN B BUS (+) CIRCUIT OPEN
(D42) CAN B BUS (-) CIRCUIT OPEN
(D41) CAN B BUS (+) CIRCUIT SHORTED TO VOLTAGE
(D42) CAN B BUS (-) CIRCUIT SHORTED TO VOLTAGE
(D41) CAN B BUS (+) CIRCUIT SHORTED TO GROUND
(D42) CAN B BUS (-) CIRCUIT SHORTED TO GROUND
(D41) CAN B BUS (+) CIRCUIT SHORTED TO (D42) CAN B BUS (-) CIRCUIT
DIAGNOSTIC TEST
NOTE: Check for any Technical Service Bulletins (TSBs) related to the condition.
If a TSB applies, perform the procedure outlined in the TSB before
continuing.

2. Using the scan tool, record and erase DTCs.
5. Using the scan tool, read DTCs.
Yes
 Go To 2.
No

2. MEASURE VOLTAGE AT THE DLC


2. Measure the voltage between ground and the CAN B Bus circuits.
Does the voltage read approximately 4.65 - 4.98 volts on the (D42) CAN B Bus (-) and 0.39 - 0.46
volts on the (D41) CAN B (+) circuits?
Yes
 Go To 3.
No - Voltage Between 0.3 - 0.7 Volt on Both Circuits
 Go To 9.
No - Voltage Reads 0 Volts on Either Circuit
 Go To 7.
No - Voltage Above 10 Volts on Either Circuit
Go To 5.

3. CHECK THE (D41) CAN B BUS (+) CIRCUIT FOR AN OPEN
Fig. 18: Checking CAN B Bus (+) Circuit For An Open


2. Reconnect the scan tool.
CAN B Bus (+) circuit at the DLC harness connector.

Bus.
Yes
Bus (+) circuit for an open.
No
Go To 4.

4. CHECK THE (D42) CAN B BUS (-) CIRCUIT FOR AN OPEN

Fig. 19: Checking CAN B Bus (-) Circuit For An Open

1. Remove the fused jumper wire.

CAN B Bus (-) circuit at the DLC harness connector.

Bus.
Yes
Bus (-) circuit for an open.
No

5. CHECK THE (D41) CAN B BUS (+) CIRCUIT FOR A SHORT TO VOLTAGE

Yes
Diagrams to help isolate and repair the (D41) CAN B Bus (+) circuit for a short to voltage.
No
Go To 6.

6. CHECK THE (D42) CAN B BUS (-) CIRCUIT FOR A SHORT TO VOLTAGE
Yes
Diagrams to help isolate and repair the (D42) CAN B Bus (-) circuit for a short to voltage.
No

7. CHECK THE (D41) CAN B BUS (+) CIRCUIT FOR A SHORT TO GROUND


3. Measure the resistance between ground and the (D41) CAN B Bus (+) circuit.
Yes
 Go To 8.
No

the Wiring Diagrams to help isolate and repair the (D41) CAN B Bus (+) circuit for a short to
ground.
8. CHECK THE (D42) CAN B BUS (-) CIRCUIT FOR A SHORT TO GROUND

1. Measure the resistance between ground and the (D42) CAN B Bus (-) circuit.
Yes
No

the Wiring Diagrams to help isolate and repair the (D42) CAN B Bus (-) circuit for a short to
ground.
9. CHECK THE (D41) CAN B BUS (+) CIRCUIT FOR A SHORT TO THE (D42) CAN B BUS (-)
CIRCUIT
Fig. 24: Checking CAN B Bus (+) Circuit For A Short To CAN B Bus (-) Circuit

3. Measure the resistance between the (D41) CAN B Bus (+) circuit and (D42) CAN B Bus (-) circuit.
Yes
 Disconnect each CAN B Bus module one at a time while observing the resistance to
accordance with the Service Information, that when disconnected eliminates the short
between the two circuits. If the short condition is still present with all CAN B Bus modules
disconnected use the Wiring Diagrams to help isolate and repair the (D41) CAN B Bus (+)
circuit for a short to the (D42) CAN B Bus (-) circuit.
No
U0207-86-ROOF CONTROL MODULE - SIGNAL INVALID
THEORY OF OPERATION
Module.
WHEN MONITORED:
With BCM awake.
SET CONDITION:
The Body Control Module (BCM) does not receive one of the required messages from the Power Top Control
Module or the message is not formatted correctly.
POSSIBLE CAUSES
Possible Causes
ELECTRO-MAGNETIC INTERFERENCE (EMI)
DIAGNOSTIC TEST

3. Wait 30 seconds.
Yes
 Go To 2.
No

2. CHECK FOR AFTERMARKET ACCESSORIES AND CORRECT HARNESS ROUTING

2. Check for aftermarket accessories which may be causing the communication concern.
3. Check the harness for correct routing from the Power Top Control Module to the BCM.
Yes
No
REMOVAL .
U0207-87-ROOF CONTROL MODULE - NO SIGNAL
THEORY OF OPERATION
Module.
WHEN MONITORED:
With BCM awake.
SET CONDITION:
The Body Control Module (BCM) does not receive information from the Power Top Control Module.
POSSIBLE CAUSES
Possible Causes
FUSED RUN RELAY OUTPUT CIRCUIT OPEN
GROUND CIRCUIT OPEN
(D401) BCM LIN 1 BUS CIRCUIT OPEN
DIAGNOSTIC TEST

3. Wait 30 seconds.
Yes
 Go To 2.
No

2. CHECK THE FUSED RUN RELAY OUTPUT CIRCUIT FOR AN OPEN


4. Using a 12-volt test light connected to ground, check the Fused Run Relay Output circuit.
Yes
 Go To 3.
No
Repair the open or short to ground in the Fused Run Relay Output circuit.


Yes
 Go To 4.
No


4. CHECK THE (D401) BCM LIN 1 BUS CIRCUIT FOR AN OPEN

2. Measure the voltage between ground and the (D401) BCM LIN 1 Bus circuit.
Yes
REMOVAL .
No
 Repair the open in the (D401) BCM LIN 1 Bus circuit.

U0207-8F-ROOF CONTROL MODULE - SIGNAL ERRATIC
THEORY OF OPERATION
Module.
WHEN MONITORED:
With BCM awake.
SET CONDITION:
The Body Control Module (BCM) receives an erratic error message from the Power Top Control Module.
POSSIBLE CAUSES
Possible Causes
ELECTRO-MAGNETIC INTERFERENCE (EMI)
DIAGNOSTIC TEST

3. Wait 30 seconds.
Yes
 Go To 2.
No
2. CHECK FOR AFTERMARKET ACCESSORIES AND CORRECT HARNESS ROUTING

2. Check for aftermarket accessories which may be causing the communication concern.
3. Check the harness for correct routing from the Power Top Control Module to the BCM.
Yes
No
REMOVAL .


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
BCM POWER AND GROUND
DIAGNOSTIC TEST
proceeding.
Is this DTC active?
Yes
 Go To 2.
No
Refer to DIAGNOSIS AND TESTING and perform the STORED LOST


COMMUNICATION DTCS diagnostic procedure.
2. CHECK FOR ANY OF THE FOLLOWING ACTIVE DTCS
1. With the scan tool, read all active DTCs from all modules.
NOTE: Check for BCM 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?
Yes
 Go to DIAGNOSTIC CODE INDEX and perform the appropriate diagnostic procedure.
No
Go To 3.

3. VERIFY THE BCM IS ACTIVE ON THE BUS

2. With the scan tool, verify the BCM is active on the bus.
Is the BCM active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM BCM

4. CHECK FOR ADDITIONAL COMMUNICATION RELATED DTCS
1. With the scan tool, read all the DTCs.
Is there more than one module with active DTCs "Logged Against" the BCM?
Yes
 Replace/update the BCM in accordance with the Service Information. Refer to MODULE,
BODY CONTROL, REMOVAL .
No
Go To 5.

5. CLEAR DTC IN MODULE SETTING FAULT

1. With the scan tool, select the module setting the DTC against the BCM.
2. Clear active DTCs.
Is this DTC still active?
Yes
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.
 Perform the appropriate verification test for the module. If there is no verification test for the
associated module, refer to STANDARD PROCEDURE and perform the BODY
VERIFICATION TEST.
7. CHECK FOR ADDITIONAL IMPLAUSIBLE DATA FAULTS
Do other CAN C BUS modules show Implausible Data 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. CHECK THE CAN C BUS (+) CIRCUIT FOR A SHORT TO VOLTAGE
1. Measure the voltage between the CAN C Bus (+) circuit and ground.
Yes
 Repair the short to voltage in the CAN C Bus (+) circuit. The short to voltage is present in
one of the CAN C Bus circuits. Use the Module Connectors to isolate portions of the CAN C
Bus in order to locate the concern.
No
Go To 9.

9. CHECK THE CAN C BUS (-) CIRCUIT FOR A SHORT TO GROUND

Fig. 27: Checking CAN C BUS (-) Circuit For A Short To Ground

2. Measure the resistance between ground and the CAN C Bus (-) circuit.
Is the resistance below 10k Ohms?
Yes
 Repair the short to ground in the CAN C Bus (-) circuit. The short to ground is present in one
of the CAN C Bus circuits. Use the Module Connectors to isolate portions of the CAN C Bus
in order to locate the concern.
No

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
BCM POWER AND GROUND
DIAGNOSTIC TEST
proceeding.
Is this DTC active?
Yes
 Go To 2.
No



Yes
No
Go To 3.

3. VERIFY THE BCM IS ACTIVE ON THE BUS


2. With the scan tool, verify the BCM is active on the bus.
Is the BCM active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM BCM

Is there more than one module with active DTCs "Logged Against" the BCM?
Yes
 Replace/update the BCM in accordance with the Service Information. Refer to MODULE,
BODY CONTROL, REMOVAL .
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the BCM.
Yes
No
Go To 6.

6. CYCLE IGNITION
Yes
 Go To 7.
No

VERIFICATION TEST.
7. CHECK FOR ADDITIONAL LOST COMMUNICATION FAULTS
Do other CAN C BUS modules show Lost Communication with the remaining CAN C BUS
modules?
Yes
 Go To 8.
No

Yes
No
Go To 9.



Yes
No

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PCM POWER AND GROUND
DIAGNOSTIC TEST
proceeding.
Is this DTC active?
Yes
 Go To 2.
No
Refer to DIAGNOSIS AND TESTING and perform the Stored Lost Communication DTCs


Yes
No
Go To 3.

3. VERIFY THE PCM IS ACTIVE ON THE BUS

2. With the scan tool, 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.
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,
POWERTRAIN CONTROL [EAB], REMOVAL or MODULE, POWERTRAIN
CONTROL [EAJ], REMOVAL .
and perform the POWERTRAIN VERIFICATION TEST .
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the PCM.
Yes
No
Go To 6.

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.
VERIFICATION TEST.
Does the BCM and other CAN C BUS modules show Implausible Data with the remaining CAN C
BUS modules?
Yes
 Go To 8.
No

Yes
No
Go To 9.



Yes
No

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
PCM POWER AND GROUND
DIAGNOSTIC TEST
proceeding.
Is this DTC active?
Yes
 Go To 2.
No
Refer to DIAGNOSIS AND TESTING and perform the Stored Lost Communication DTCs


Yes
No
Go To 3.

3. VERIFY THE PCM IS ACTIVE ON THE BUS


2. With the scan tool, 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.
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,
POWERTRAIN CONTROL [EAB], REMOVAL or MODULE, POWERTRAIN
CONTROL [EAJ], REMOVAL .
and perform the POWERTRAIN VERIFICATION TEST .
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the PCM.
Yes
No
 Go To 6.
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.
VERIFICATION TEST.
Does the BCM and other CAN C BUS modules show Lost Communication with the remaining
CAN C BUS modules?
Yes
 Go To 8.
No

Yes
No
Go To 9.



Yes
No
U1702-86-IMPLAUSIBLE DATA RECEIVED FROM EPS

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
Whenever the communication data sent over the CAN BUS from the Electronic Power Steering (EPS) module
POSSIBLE CAUSES
Possible Causes
EPS POWER AND GROUND
ELECTRONIC POWER STEERING (EPS) MODULE
DIAGNOSTIC TEST
proceeding.
Is this DTC active?
Yes
 Go To 2.
No



Yes
No
Go To 3.

3. VERIFY THE EPS IS ACTIVE ON THE BUS

2. With the scan tool, verify the EPS is active on the bus.
Is the EPS active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM EPS

Is there more than one module with active DTCs "Logged Against" the EPS?
Yes
 Replace/update the EPS in accordance with the Service Information.

 Refer to STANDARD PROCEDURE and perform the EPS VERIFICATION TEST.
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the EPS.
Yes
No
Go To 6.

6. CYCLE IGNITION

Yes
 Go To 7.
No

VERIFICATION TEST.
Do other CAN C BUS modules show Implausible Data with the remaining CAN C BUS modules?
Yes
 Go To 8.
No

Yes
No
Go To 9.



Yes
No
U1702-87-LOST COMMUNICATION WITH EPS

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Electronic Power Steering (EPS) module for approximately two to five
seconds.
POSSIBLE CAUSES
Possible Causes
EPS POWER AND GROUND
DIAGNOSTIC TEST
proceeding.
Is this DTC active?
Yes
 Go To 2.
No



Yes
No
 Go To 3.
3. VERIFY THE EPS IS ACTIVE ON THE BUS

2. With the scan tool, verify the EPS is active on the bus.
Is the EPS active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM EPS

Is there more than one module with active DTCs "Logged Against" the EPS?
Yes
 Replace/update the EPS in accordance with the Service Information.

 Refer to STANDARD PROCEDURE and perform the EPS VERIFICATION TEST.
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the EPS.
Yes
No
Go To 6.

6. CYCLE IGNITION
Yes
 Go To 7.
No

VERIFICATION TEST.
Do other CAN C BUS modules show Lost Communication with the remaining CAN C BUS
modules?
Yes
 Go To 8.
No

Yes
No
Go To 9.



Yes
No

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
Whenever the communication data sent over the CAN BUS from the Instrument Panel Cluster (IPC)/Instrument
Cluster (IC) is missing part of the message, the message is corrupted, or the message is an irrational value.
POSSIBLE CAUSES
Possible Causes
IC POWER AND GROUND
INSTRUMENT CLUSTER (IC)
DIAGNOSTIC TEST
proceeding.
Is this DTC active?
Yes
 Go To 2.
No


NOTE: Check for BCM configuration, CAN B Bus hardware electrical, VIN
Yes
No
Go To 3.

3. VERIFY THE IPC IS ACTIVE ON THE BUS

2. With the scan tool, verify the IPC is active on the bus.
Is the IPC active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM IC


(INSTRUMENT CLUSTER) diagnostic procedure.
Is there more than one module with active DTCs "Logged Against" the IPC?
Yes
 Replace/update the Instrument Cluster (IC) 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 IPC.
Yes
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.

VERIFICATION TEST.

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Instrument Panel Cluster (IPC)/Instrument Cluster (IC) for approximately
two to five seconds.
POSSIBLE CAUSES
Possible Causes
IC POWER AND GROUND
INSTRUMENT CLUSTER (IC)
DIAGNOSTIC TEST
proceeding.
Is this DTC active?
Yes
 Go To 2.
No


Yes
No
Go To 3.

3. VERIFY THE IPC IS ACTIVE ON THE BUS

2. With the scan tool, verify the IPC is active on the bus.
Is the IPC active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM IC


(INSTRUMENT CLUSTER) diagnostic procedure.
Is there more than one module with active DTCs "Logged Against" the IPC?
Yes
 Replace/update the Instrument Cluster (IC) 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 IPC.
Yes
No
VERIFICATION TEST.
U1705-86-IMPLAUSIBLE DATA RECEIVED FROM RADIO

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
Whenever the communication data sent over the CAN BUS from the Radio is missing part of the message, the
message is corrupted, or the message is an irrational value.
POSSIBLE CAUSES
Possible Causes

RADIO POWER AND GROUND
RADIO
DIAGNOSTIC TEST
proceeding.
Is this DTC active?
Yes
 Go To 2.
No


Yes
No
Go To 3.

3. VERIFY THE RADIO IS ACTIVE ON THE BUS

2. With the scan tool, verify the Radio is active on the bus.
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
VERIFICATION TEST.
U1705-87-LOST COMMUNICATION WITH RADIO


THEORY OF OPERATION
WHEN MONITORED:
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
 Go To 2.
No


Yes
No
Go To 3.

3. VERIFY THE RADIO IS ACTIVE ON THE BUS

2. With the scan tool, verify the Radio is active on the bus.
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
VERIFICATION TEST.
U1706-86-IMPLAUSIBLE DATA RECEIVED FROM ABS


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
Whenever the communication data sent over the CAN BUS from the Anti-Lock Brake Module (ABS) is
POSSIBLE CAUSES
Possible Causes
ABS POWER AND GROUND
ANTI-LOCK BRAKE MODULE (ABS)
DIAGNOSTIC TEST
proceeding.
Is this DTC active?
Yes
 Go To 2.
No



Yes
No
Go To 3.

3. VERIFY THE ABS IS ACTIVE ON THE BUS

2. With the scan tool, verify the ABS is active on the bus.
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
Yes
 Go To 7.
No

VERIFICATION TEST.
BUS modules?
Yes
 Go To 8.
No

Yes
No
Go To 9.



Yes
No
U0121-00-LOST COMMUNICATION WITH ANTI-LOCK BRAKE SYSTEM (ABS) CONTROL

MODULE

THEORY OF OPERATION
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 POWER AND GROUND
ANTI-LOCK BRAKE MODULE (ABS)
DIAGNOSTIC TEST
proceeding.
Is this DTC active?
Yes
 Go To 2.
No



Yes
No
Go To 3.

3. VERIFY THE ABS IS ACTIVE ON THE BUS


2. With the scan tool, verify the ABS is active on the bus.
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
 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
Yes
 Go To 7.
No

VERIFICATION TEST.
CAN C BUS modules?
Yes
 Go To 8.
No

Yes
No
Go To 9.



Yes
No
U1710-86-IMPLAUSIBLE DATA RECEIVED FROM HVAC

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
Whenever the communication data sent over the CAN BUS from the HVAC Control Module is missing part of
the message, the message is corrupted, or the message is an irrational value.
POSSIBLE CAUSES
Possible Causes
HVAC POWER AND GROUND
HVAC CONTROL MODULE
DIAGNOSTIC TEST
proceeding.
Is this DTC active?
Yes
 Go To 2.
No
Refer to DIAGNOSIS AND TESTING and perform the Stored Lost Communication DTC

1. With the scan tool, read active DTCs from all modules.
Yes
No
Go To 3.

3. VERIFY THE HVAC IS ACTIVE ON THE BUS

2. With the scan tool, 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 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
No

VERIFICATION TEST.
U1710-87-LOST COMMUNICATION WITH HVAC

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the HVAC Control Module for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes

HVAC POWER AND GROUND
HVAC CONTROL MODULE
DIAGNOSTIC TEST
proceeding.
Is this DTC active?
Yes
 Go To 2.
No
Refer to DIAGNOSIS AND TESTING and perform the Stored Lost Communication DTC

1. With the scan tool, read active DTCs from all modules.
Yes
No
Go To 3.

3. VERIFY THE HVAC IS ACTIVE ON THE BUS

2. With the scan tool, 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 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
No
VERIFICATION TEST.
U1711-86-IMPLAUSIBLE DATA RECEIVED FROM TCM/MTA

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes

TCM POWER AND GROUND
DIAGNOSTIC TEST
proceeding.
Is this DTC active?
Yes
 Go To 2.
No



Yes
No
Go To 3.

3. VERIFY THE TCM IS ACTIVE ON THE BUS

2. With the scan tool, 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 [EAJ, DDG], REMOVAL or MODULE,
TRANSMISSION CONTROL [EAB, DF1], REMOVAL .
and perform the TRANSMISSION VERIFICATION TEST .
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the TCM.
Yes
No
Go To 6.

6. CYCLE IGNITION

Yes
 Go To 7.
No

VERIFICATION TEST.
BUS modules?
Yes
 Go To 8.
No

Yes
No
Go To 9.



Yes
No
U1711-87-LOST COMMUNICATION WITH TCM/MTA

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
seconds.
POSSIBLE CAUSES
Possible Causes
TCM POWER AND GROUND
DIAGNOSTIC TEST
proceeding.
Is this DTC active?
Yes
 Go To 2.
No



Yes
No
 Go To 3.
3. VERIFY THE TCM IS ACTIVE ON THE BUS

2. With the scan tool, 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 [EAJ, DDG], REMOVAL or MODULE,
TRANSMISSION CONTROL [EAB, DF1], REMOVAL .
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the TCM.
Yes
No
Go To 6.

6. CYCLE IGNITION
Yes
 Go To 7.
No

VERIFICATION TEST.
CAN C BUS modules?
Yes
 Go To 8.
No

Yes
No
Go To 9.



Yes
No
U1715-86-IMPLAUSIBLE DATA RECEIVED FROM YRS

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
Whenever the communication data sent over the CAN BUS from the Yaw Rate Sensor (YRS) is missing part of
the message, the message is corrupted, or the message is an irrational value.
POSSIBLE CAUSES
Possible Causes
YRS POWER AND GROUND
DIAGNOSTIC TEST
proceeding.
Is this DTC active?
Yes
 Go To 2.
No


NOTE: Check for any module configuration (PROXI), CAN hardware

electrical, VIN Missing/Mismatch, battery or ignition related DTCs.
Yes
No
Go To 3.

3. CHECK THE POWER AND GROUND FOR THE YRS

1. Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM YRS diagnostic
procedure.
Is a concern present?
Yes
No
Go To 4.


Is there more than one module with active DTCs "Logged Against" the YRS?
Yes
 Replace/update the YRS in accordance with the Service Information.

No
Go To 5.


1. With the scan tool, select the module setting the DTC against the YRS.
Yes
No
Go To 6.

6. CYCLE IGNITION

Yes
 Go To 7.
No

VERIFICATION TEST.
BUS modules?
Yes
 Go To 8.
No

Yes
No
Go To 9.



Yes
No
U1715-87-LOST COMMUNICATION WITH YRS

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Yaw Rate Sensor (YRS) for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
YRS POWER AND GROUND
DIAGNOSTIC TEST
proceeding.
Is this DTC active?
Yes
 Go To 2.
No



Yes
No
Go To 3.

3. CHECK THE POWER AND GROUND FOR THE YRS

1. Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM YRS diagnostic
procedure.
Yes
No
Go To 4.


Is there more than one module with active DTCs "Logged Against" the YRS?
Yes
 Replace/update the YRS in accordance with the Service Information.

No
Go To 5.


1. With the scan tool, select the module setting the DTC against the YRS.
Yes
No
Go To 6.

6. CYCLE IGNITION

Yes
 Go To 7.
No

VERIFICATION TEST.
CAN C BUS modules?
Yes
 Go To 8.
No

Yes
No
Go To 9.



Yes
No
U1722-86-IMPLAUSIBLE DATA RECEIVED FROM ESM

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
Whenever the communication data sent over the CAN BUS from the Electronic Shift Module (ESM) is missing
POSSIBLE CAUSES
Possible Causes
ESM POWER AND GROUND
ELECTRONIC SHIFT MODULE (ESM)
DIAGNOSTIC TEST
proceeding.
Is this DTC active?
Yes
 Go To 2.
No



Yes
No
Go To 3.

3. CHECK THE POWER AND GROUND FOR THE ESM

1. Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM ESM diagnostic
procedure.
Yes
No
Go To 4.


Is there more than one module with active DTCs "Logged Against" the ESM?
Yes
 Replace/update the ESM in accordance with the Service Information.

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

Yes
 Go To 7.
No

VERIFICATION TEST.
BUS modules?
Yes
 Go To 8.
No

Yes
No
Go To 9.



Yes
No
U1722-87-LOST COMMUNICATION WITH ESM

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Electronic Shift Module (ESM) for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
ESM POWER AND GROUND
ELECTRONIC SHIFT MODULE (ESM)
DIAGNOSTIC TEST
proceeding.
Is this DTC active?
Yes
 Go To 2.
No



Yes
No
Go To 3.

3. CHECK THE POWER AND GROUND FOR THE ESM

1. Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM ESM diagnostic
procedure.
Yes
No
Go To 4.


Is there more than one module with active DTCs "Logged Against" the ESM?
Yes
 Replace/update the ESM in accordance with the Service Information.

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
Yes
 Go To 7.
No

VERIFICATION TEST.
CAN C BUS modules?
Yes
 Go To 8.
No

Yes
No
Go To 9.



Yes
No
U1726-86-IMPLAUSIBLE DATA RECEIVED FROM ORC

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
Whenever the communication data sent over the CAN BUS from the Occupant Restraint Controller (ORC) is
POSSIBLE CAUSES
Possible Causes
ORC POWER AND GROUND
DIAGNOSTIC TEST
proceeding.
Is this DTC active?
Yes
 Go To 2.
No


Yes
No
Go To 3.

3. VERIFY THE ORC IS ACTIVE ON THE BUS

2. With the scan tool, 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
VERIFICATION TEST.
U1726-87-LOST COMMUNICATION WITH ORC

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Occupant Restraint Controller (ORC) for approximately two to five
seconds.
POSSIBLE CAUSES
Possible Causes
ORC POWER AND GROUND
DIAGNOSTIC TEST
proceeding.
Is this DTC active?
Yes
 Go To 2.
No


Yes
No
Go To 3.

3. VERIFY THE ORC IS ACTIVE ON THE BUS

2. With the scan tool, 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
VERIFICATION TEST.
U1732-86-IMPLAUSIBLE DATA RECEIVED FROM TPM

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
Whenever the communication data sent over the CAN BUS from the Tire Pressure Monitoring (TPM) module
POSSIBLE CAUSES
Possible Causes

TPM POWER AND GROUND
DIAGNOSTIC TEST
proceeding.
Is this DTC active?
Yes
 Go To 2.
No


Yes
No
Go To 3.

3. VERIFY THE TPM IS ACTIVE ON THE BUS

2. With the scan tool, 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 NO RESPONSE FROM TPM

Is there more than one module with active DTCs "Logged Against" the TPM?
Yes
 Replace/update the TPM in accordance with the Service Information. Refer to MODULE,
 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
VERIFICATION TEST.
U1732-87-LOST COMMUNICATION WITH TPM

THEORY OF OPERATION
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

TPM POWER AND GROUND
DIAGNOSTIC TEST
proceeding.
Is this DTC active?
Yes
 Go To 2.
No


Yes
No
Go To 3.

3. VERIFY THE TPM IS ACTIVE ON THE BUS

2. With the scan tool, 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 NO RESPONSE FROM TPM

Is there more than one module with active DTCs "Logged Against" the TPM?
Yes
 Replace/update the TPM in accordance with the Service Information. Refer to MODULE,
 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
VERIFICATION TEST.


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
CTM POWER AND GROUND
DIAGNOSTIC TEST
proceeding.
Is this DTC active?
Yes
 Go To 2.
No


Yes
No
Go To 3.

3. VERIFY THE CTM IS ACTIVE ON THE BUS

2. With the scan tool, verify the CTM is active on the bus.
Is the CTM active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM CTM

Is there more than one module with active DTCs "Logged Against" the CTM?
Yes
 Replace/update the CTM in accordance with the Service Information. Refer to MODULE,
CONVERGENCE TELEMATICS, REMOVAL .
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the CTM.
Yes
No
VERIFICATION TEST.


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
seconds.
POSSIBLE CAUSES
Possible Causes
CTM POWER AND GROUND
DIAGNOSTIC TEST
proceeding.
Is this DTC active?
Yes
 Go To 2.
No


Yes
No
Go To 3.

3. VERIFY THE CTM IS ACTIVE ON THE BUS

2. With the scan tool, verify the CTM is active on the bus.
Is the CTM active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM CTM

Is there more than one module with active DTCs "Logged Against" the CTM?
Yes
 Replace/update the CTM in accordance with the Service Information. Refer to MODULE,
CONVERGENCE TELEMATICS, REMOVAL .
No
Go To 5.


1. With the scan tool, select the module setting the DTC against the CTM.
Yes
No
VERIFICATION TEST.
U1734-86-IMPLAUSIBLE DATA RECEIVED FROM PTS


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
Whenever the communication data sent over the CAN BUS from the Park Assist (PTS) Module is missing part
of the message, the message is corrupted, or the message is an irrational value.
POSSIBLE CAUSES
Possible Causes
PARK ASSIST MODULE POWER AND GROUND
PARK ASSIST MODULE (PTS)
DIAGNOSTIC TEST
proceeding.
Is this DTC active?
Yes
 Go To 2.
No


Yes
No
Go To 3.

3. VERIFY THE PTS IS ACTIVE ON THE BUS

2. With the scan tool, 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 PTS

Is there more than one module with active DTCs "Logged Against" the PTS?
Yes
 Replace/update the PTS 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 PTS.
Yes
No
VERIFICATION TEST.
U1734-87-LOST COMMUNICATION WITH PTS


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
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
proceeding.
Is this DTC active?
Yes
 Go To 2.
No


Yes
No
Go To 3.

3. VERIFY THE PTS IS ACTIVE ON THE BUS

2. With the scan tool, 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 PTS

Is there more than one module with active DTCs "Logged Against" the PTS?
Yes
 Replace/update the PTS 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 PTS.
Yes
No
VERIFICATION TEST.
U1749-86-IMPLAUSIBLE DATA RECEIVED FROM VTM


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
Whenever the communication data sent over the CAN BUS from the Vehicle Tracking Module (VTM) is
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.
Is this DTC active?
Yes
 Go To 2.
No


Yes
No
Go To 3.

3. VERIFY THE VTM IS ACTIVE ON THE BUS

2. With the scan tool, verify the VTM is active on the bus.
Is the VTM active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM VTM

Is there more than one module with active DTCs "Logged Against" the VTM?
Yes
 Replace/update the VTM in accordance with the Service Information.

No
Go To 5.


1. With the scan tool, select the module setting the DTC against the VTM.
Yes
No
VERIFICATION TEST.
U1749-87-LOST COMMUNICATION WITH VTM


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Vehicle Tracking Module (VTM) for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
proceeding.
Is this DTC active?
Yes
 Go To 2.
No


Yes
No
Go To 3.

3. VERIFY THE VTM IS ACTIVE ON THE BUS

2. With the scan tool, verify the VTM is active on the bus.
Is the VTM active on the bus?
Yes
 Go To 4.
No
Refer to DIAGNOSIS AND TESTING and perform the NO RESPONSE FROM VTM

Is there more than one module with active DTCs "Logged Against" the VTM?
Yes
 Replace/update the VTM in accordance with the Service Information.

No
Go To 5.


1. With the scan tool, select the module setting the DTC against the VTM.
Yes
No
VERIFICATION TEST.
U1802-08-LIN BUS - GENERAL SIGNAL FAILURE
THEORY OF OPERATION
Module.
WHEN MONITORED:
Continuously.
SET CONDITION:
When the BCM detects that the LIN Bus is shorted to ground or battery voltage.
POSSIBLE CAUSES
Possible Causes
(D401) BCM LIN 1 BUS CIRCUIT SHORTED TO GROUND
(D401) BCM LIN 1 BUS CIRCUIT SHORTED TO VOLTAGE
DIAGNOSTIC TEST

2. With the scan tool, clear the DTCs.
3. Cycle the ignition off and on.
4. Wait 10 seconds.
Yes
 Go To 2.
No

2. CHECK THE (D401) BCM LIN 1 BUS CIRCUIT FOR A SHORT TO VOLTAGE

5. Measure the voltage between ground and the (D401) BCM LIN 1 Bus circuit.
Yes
 Repair the short to voltage on the (D401) BCM LIN 1 Bus circuit.
No
Go To 3.

3. CHECK THE (D401) BCM LIN 1 BUS CIRCUIT FOR A SHORT TO GROUND
2. Measure the resistance between ground and the (D401) BCM LIN 1 Bus circuit.
Yes
REMOVAL .
No
 Repair the short to ground on the (D401) BCM LIN 1 Bus circuit.
2012 ACCESSORIES AND EQUIPMENT Frame & Bumpers - Fiat 500
Frame & Bumpers - Fiat 500
SPECIAL TOOLS
SPECIAL TOOLS
9360 - Remover, Ball Joint

(Originally Shipped In Kit Number(s) 9329, 9515, 9516, 9516-CAN, 9517, 9517-CAN, 9518,
9519, 9540, 9541.)
BUMPERS
FASCIA, FRONT
REMOVAL
REMOVAL
Fig. 1: Fascia To Upper Radiator Support Fasteners

1. Open the hood.

3. Remove the four fasteners (1) securing the fascia to the upper radiator support.


5. Open the access door (2) located on the splash shield and disconnect the fog/park lights and the
sidemarker lamp. Repeat on the opposite side.
6. Remove the splash shield to fascia fasteners (1). Repeat on the opposite side.

7. Peel back the splash shield and remove the fender to fascia fastener (1). Repeat on the opposite side.
Fig. 4: Outboard & Middle Fasteners

8. Remove the two outboard fasteners (1) located at the bottom of fascia.
9. Remove the three middle fasteners (2) located at the bottom of the fascia.
Fig. 5: Front Fascia


11. Pull out on the fascia sides at the fender to disengage the retaining tabs.
12. Carefully, remove fascia (1) from the vehicle.
13. If replacing the lower air dam, carefully remove the box staples securing it to the fascia one at a time
before removing the air dam. Do not pull/rip the air dam off with the staples installed.
INSTALLATION
INSTALLATION

1. If replacing the lower air dam, carefully align the air dam, starting on one side and working across, install
the box staples securing it to the fascia.
2. Position the fascia (1) to the vehicle.
3. Align and position the fascia to fender retaining tabs.
4. Push in on the fascia sides at the fender to engage the retaining tabs.
Fig. 7: Fascia To Upper Radiator Support Fasteners

5. Install the four fasteners (1) securing the fascia to the upper radiator support. Tighten the fasteners
securely.
Fig. 8: Outboard & Middle Fasteners


7. Install the two outboard fasteners (1) located at the bottom of fascia. Tighten the fasteners securely.
8. Install the three middle fasteners (2) located at the bottom of the fascia. Tighten the fasteners securely.

9. Peel back the splash shield and install the fender to fascia fastener (1). Tighten the fastener securely.

10. Open the access door (2) located on the splash shield and connect the fog/park lights and the sidemarker
lamp. Repeat on the opposite side.
11. Install the splash shield to fascia fasteners (1). Tighten the fasteners securely. Repeat on the opposite side.
FASCIA, REAR
REMOVAL
REMOVAL
Fig. 11: Rear Fascia & Lower Fasteners

NOTE: View exploded for clarity.

2. Remove the rear splash shield on both sides of the vehicle.
3. Remove the outboard fastener (2) on both sides securing the rear fascia (1) to the vehicle.
4. Remove the fasteners (3) located under the middle underside of the fascia (1).
Fig. 12: Rear Fascia & Upper Fasteners


6. Remove the tail lamps. Refer to LAMP, TAIL STOP TURN, REMOVAL .
7. Remove the fastener (1) on both sides securing the top of the rear fascia (2) to the vehicle.
8. Pull out on the fascia sides to disengage the rear fascia retaining tabs.
9. Remove the rear fascia (2).
INSTALLATION
INSTALLATION
Fig. 13: Rear Fascia & Upper Fasteners

1. Position the rear fascia (2) on the vehicle.

2. Align the rear fascia retaining tabs and push in on the fascia sides to engage.
3. Install the fastener (1) on both sides securing the top of the rear fascia (2) to the vehicle. Tighten the
fastener securely.
4. Install the tail lamps. Refer to LAMP, TAIL STOP TURN, INSTALLATION .
Fig. 14: Rear Fascia & Lower Fasteners

NOTE: View exploded for clarity.

6. Install the fasteners (3) located under the middle underside of the fascia (1). Tighten the fasteners
securely.
7. Install the outboard fastener (2) on both sides securing the rear fascia (1) to the vehicle. Tighten the
fasteners securely.
8. Install the rear splash shield on both sides of the vehicle.
REINFORCEMENT, BUMPER, FRONT
REMOVAL
REMOVAL
Fig. 15: Upper & Lower Bumper Reinforcement

1. Remove the front fascia. Refer to FASCIA, FRONT, REMOVAL.

2. Remove the fasteners securing the upper bumper reinforcement (1) to the frame/front end module. Repeat
on the opposite side and remove the upper bumper reinforcement (1).
3. Remove the fasteners securing the lower bumper reinforcement (2) to the frame/front end module.
Remove the lower bumper reinforcement (2). If necessary, repeat on the opposite side.
INSTALLATION
INSTALLATION
Fig. 16: Upper & Lower Bumper Reinforcement

1. Position the lower bumper reinforcement (2) to the frame/front end module.
2. Install the fasteners securing the lower bumper reinforcement (2) to the frame/front end module. Tighten
the fasteners to 45 N.m (33 ft. lbs.). If necessary, repeat on the opposite side.
3. Position the upper bumper reinforcement (1) to the frame/front end module.
4. Install the fasteners securing the upper bumper reinforcement (1) to the frame/front end module. Tighten
the fasteners to 45 N.m (33 ft. lbs.). If necessary, repeat on the opposite side.
5. Install the front fascia. Refer to FASCIA, FRONT, INSTALLATION.
REINFORCEMENT, BUMPER, REAR
REMOVAL
REMOVAL
Fig. 17: Bumper Reinforcement Fasteners

1. Remove the rear fascia. Refer to FASCIA, REAR, REMOVAL.

2. Remove the fasteners securing the bumper reinforcement (1). Repeat for the opposite side.
Fig. 18: Bumper Reinforcement

3. Remove the bumper reinforcement (1).
INSTALLATION
INSTALLATION
Fig. 19: Bumper Reinforcement

1. With the aid of an assistant, position the bumper reinforcement (1).

Fig. 20: Bumper Reinforcement Fasteners

2. Install the fasteners securing the bumper reinforcement (1). Tighten the fasteners to 45 N.m (33 ft. lbs.).
3. Install the rear fascia. Refer to FASCIA, REAR, INSTALLATION.
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.
WARNINGS
WARNING: Use an Occupational Safety and Health Administration (OSHA) approved

breathing filter, when spraying paint or solvents in a confined area.
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

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
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.
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
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
disable the SRS. Failure to follow these instructions may result in
WARNING: To avoid potential physical injury or damage to sensitive electronic

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
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
FASTENER TORQUE SPECIFICATIONS

Ball Joint Stud Pinch Bolt 65 48 -
Front Crossmember Mounting Bolts - Above Control Arms 125 92 -
Front Crossmember Mounting Bolts - Rear 165 122 -
Intermediate Shaft Pinch Bolt 55 40 -
Rear Engine Mount Isolator Bolt 130 96 -
Rear Engine Isolator Mounting Bracket Bolts 60 44 -
Hub nut 310 229 -
Lower Control Arm Front Pivot Bolt 110, Plus 45° 80, Plus 45° -
Lower Control Arm Rear Bolt 110, Plus 45° 80, Plus 45° -
Outer Tie Rod to Knuckle Nut 40 30 -
Stabilizer Bar Cushion Retainer 25 18 -
Stabilizer Bar Link Nuts 50 37 -
Steering Gear Mounting Bolts 75 55 -
Strut Clevis-to-Knuckle Nuts 75 55 -
Tunnel Support Brace Mounting Bolts 100 74 -
Wheel Mounting (Lug) Bolts - Aluminum Wheels 100 75 -
Wheel Mounting (Lug) Bolts - Steel Wheels 85 63 -
WELDING
CAUTION: All welds should conform to the Chrysler LLC vehicle engineering process
standard PS 9472.
WELDING PARAMETERS
WELDING *FLUX CORED ARC GAS METAL SHIELDED
PROCESS (MIG) ARC METAL ARC
(STICK)
Material Thickness 1.80 mm 1.80 mm 1.80 mm 1.80 mm
Lincoln Electric Co.
Lincoln Electric
Product No. NP- AWS ER70S-3
Co.
Electrode Type 211 MP (Do Not AWS E 7018
Product No. NP-
(Do Not Substitute)
211 MP
Substitute)
Electrodes Size
.035 Tubular .045 Tubular .035 Solid 3/32
Inches
Polarity 3/8" 3/8" - 1/2" 1/2" - 5/8" N/A
Electrode "-" Electrode "-" Electrode "+" Electrode "+"
Shielding Gas
Work Piece "+" Work Piece "+" Work Piece "-" Work Piece "-"
75% Ar
Gas Flow Rate N/A N/A N/A
25 - 35 CFH
90 - 110 Vertical 110 - 130 Vertical 245 - 250 Vertical
Wire Feed Speed Down Down Down
N/A
(inches per minute) 60 - 70 Flat AND 70 - 90 Flat AND 210 - 225 Flat AND
Horizontal Overhead Overhead
Approximate Amperage
Vertical 110 - 120 160 - 170 175 85 (3/32 Dia.)
Flat AND Overhead 50 - 60 120 - 140 155 90 (3/32 Dia.)
Voltage 15 - 16 15 - 18 19 - 20
Direction of Welding
Vertical Down Vertical Down Hill Vertical Down Hill Vertical Up Hill
Vertical
Hill (only) (only) (only) (only)
Flat - Push or
Flat AND Overhead Flat - Push or Drag Flat - Push or Drag Flat - Drag
Drag
*First choice - Flux Cored Arc Welding Process: Butt joints - Vertical position welds - maintain end of
electrode wire at leading edge of weld puddle while traveling down hill to produce maximum penetration into
sleeve. This technique works for Gas Metal Arc (MIG) as well.
NOTE: If MIG welding process is selected the galvannealed coating must be removed
from both sides of the material adjacent to the weld joint.
CROSSMEMBER, FRONT SUSPENSION

REMOVAL
REMOVAL
Fig. 21: Lower Coupling Bolt

NOTE: Before proceeding, refer to FRONT, WARNING .
1. Using a steering wheel holder, lock the steering wheel in place to keep it from rotating. This keeps the
clockspring in the proper orientation.
2. Remove pinch bolt (3) and separate intermediate shaft (2) from steering gear shaft.
Fig. 22: Wheel Lug Bolts

3. Raise and support the vehicle. Refer to HOISTING, STANDARD PROCEDURE .

4. Remove wheel mounting bolts (1), then the tire and wheel assembly.
Fig. 23: Outer Tie Rod, Knuckle & Nuts

5. Remove the nut (2) and pinch bolt clamping the ball joint stud (1) to the knuckle (3).
6. Remove the nut (4) attaching the outer tie rod (5) to the knuckle (3).
Fig. 24: Tie Rod End, Knuckle & Ball Joint Remover
7. On each side of the steering gear, separate the tie rod end (3) from the knuckle (2) using (special tool
#9360, Remover, Ball Joint) (1) or equivalent.
8. If equipped, remove the engine belly pan.
Fig. 25: Separating Ball Joint From Knuckle

CAUTION: Use care when separating the ball joint stud (2) from the knuckle (3),
so the ball joint seal does not get cut or compressed excessively.
9. Using (special tool #9360, Remover, Ball Joint) (1), separate the ball joint stud (2) from the knuckle (3).
Fig. 26: Knuckle, Bolts & Nuts

10. While holding the stabilizer stud stationary, remove the nut (1) attaching the stabilizer link to the strut.
Separate the stabilizer link stud from the strut.
11. At each end of the stabilizer bar, while holding the stabilizer bar link lower stud stationary, remove the
nut securing the link to the stabilizer bar.
Fig. 27: Rear Engine Mount & Bolts

12. Remove the rear engine isolator. Refer to INSULATOR, ENGINE MOUNT, REAR, REMOVAL or
INSULATOR, ENGINE MOUNT, REAR, REMOVAL or INSULATOR, ENGINE MOUNT,
REAR, REMOVAL .
13. Remove the exhaust pipe. Refer to MUFFLER, EXHAUST, REMOVAL .
Fig. 28: Tunnel Support Brace & Bolts

14. Remove four bolts (1) and the tunnel support brace (2).
Fig. 29: Steering Gear Bolts

NOTE: The steering gear bolts (2) must be removed before attempting to lower
the front crossmember so that the crossmember can be moved rearward
to disengage it from the front support beams. If the steering gear
mounting bolts are not removed before trying to move the crossmember
rearward, the steering gear pinion shaft will hit the body.
15. Remove steering gear bolts (2).
NOTE: Before lowering the front suspension crossmember, the location of the
crossmember must be marked on the body of the vehicle. Do this so the
crossmember can be relocated, upon reinstallation, against the body of
vehicle in the same location as before removal. If the front suspension
crossmember is not reinstalled in exactly the same location as before
removal, the preset front wheel alignment settings (caster and camber)
may be lost.
Fig. 30: Crossmember Front & Rear Bolts

16. Mark the location of the front crossmember on the body near each mounting bolt.
17. Remove the bolts securing the stabilizer bushing retainers to the crossmember and discard the bolts.
18. Support the crossmember with a transmission jack.
19. Remove the four rear mounting bolts (2) securing the front crossmember to the body.
20. Remove the two front bolts (1, 3) securing the front crossmember to the body.
21. Move the jack and crossmember rearward to disengage the crossmember from the front support beams.
22. Lower the crossmember on the transmission jack and remove from the vehicle.
INSTALLATION
INSTALLATION
NOTE: While raising the crossmember, pay close attention to the steering rack pinion
shaft so that it properly fits up and into the dash boot between the rack and
body.

1. Slowly raise the crossmember into mounted position using the transmission jack matching the
crossmember to the marked locations on the body made during removal. Ensure that the steering rack
pinion shaft is aligned with the dash panel boot opening.
2. Install steering rack mounting bolts and tighten to 75 N.m (55 ft. lbs.).
3. Install four NEW bolts securing the stabilizer bushing retainers to the crossmember. Tighten all four
stabilizer bar cushion retainer screws to 25 N.m (18 ft. lbs.).
4. Install the four rear mounting bolts (2) securing the front crossmember to the body. Do not fully tighten
the crossmember mounting bolts at this time.
5. Install two front mounting bolts (1, 3) securing the front crossmember to the body. Do not fully tighten
the bolts at this time.
6. Remove the transmission jack.

NOTE: Ensure that the front support beams are inserted into the crossmember
front clevis prior to installing the tunnel support brace bolts in the next
step.
7. Install tunnel support brace (2). Install mounting bolts (1) and tighten to 100 N.m (74 ft. lbs.).

8. Install rear engine mount insulator. Refer to INSULATOR, ENGINE MOUNT, REAR,
INSTALLATION or INSULATOR, ENGINE MOUNT, REAR, INSTALLATION or INSULATOR,
ENGINE MOUNT, REAR, INSTALLATION .
9. Install the exhaust pipe. Refer to MUFFLER, EXHAUST, INSTALLATION .

10. Attach the upper stabilizer link at the strut on each side of the vehicle. While holding the stud stationary,
install and tighten each nut to 50 N.m (37 ft. lbs.).
11. Attach the stabilizer bar link at each end of the stabilizer bar. At each link, install and tighten the nut
while holding the stabilizer bar link lower stud stationary. Tighten the nuts to 50 N.m (37 ft. lbs.).

12. Install outer tie rod end (5) to knuckle (3). Install nut (4) on tie rod stud and tighten to 40 N.m (30 ft. lbs.).
13. Install lower ball joint stud (1) to knuckle (3) and install retaining nut (2). Tighten nut to 65 N.m (48 ft.
lbs.).
14. If equipped, install the engine belly pan.

15. Install tire and wheel assembly. Refer to INSTALLATION .


17. Verify the front wheels of vehicle are in the STRAIGHT-AHEAD position.
18. Install intermediate shaft (2) to steering rack pinion shaft. Install a NEW pinch bolt and tighten to 55 N.m
(40 ft. lbs.).
19. Perform wheel alignment. Refer to WHEEL ALIGNMENT, STANDARD PROCEDURE .

20. After the alignment has been performed, tighten four rear mounting bolts (2) to 165 N.m (122 ft. lbs.) and
tighten two front mounting bolts (1, 3) to 125 N.m (92 ft. lbs.).
UNDER BODY PROTECTION

BELLY PAN
REMOVAL
REMOVAL
Fig. 39: Belly Pan & Fasteners


2. Remove the six fasteners (2) from belly pan.
3. Carefully, remove the belly pan (1) from vehicle by pulling rearward then down.
INSTALLATION
INSTALLATION
Fig. 40: Belly Pan & Fasteners

1. Position the belly pan (1) from vehicle.

2. Loosely install the six fasteners (1) to the belly pan (1).
3. Once installed, tighten the fasteners to 8 N.m (71 in. lbs.).
2012 ACCESSORIES AND EQUIPMENT Power Top - Service Information - Fiat 500
Power Top - Service Information - Fiat 500
DESCRIPTION
DESCRIPTION
Fig. 1: Frame And Mechanism, Wind Deflector & Glass

The power sunroof system allows the sliding glass sunroof panel (3) over the first row seating to be opened or
closed electrically by actuating a switch located in a bezel on the headliner between the two sun visors. The
electronic controls integral to the sunroof motor and module unit provide an express (also known as one-touch)
feature to simplify sunroof opening and closing while driving. The electronics also provide an Excess Force
Limitation (EFL) feature, which detects obstacles trapped between the glass and the opening in the vehicle roof
during closing.
The sunroof glass panel tilts upward at the rear for a ventilation position, and slides upward and rearward above
the outer roof panel for the open position. The glass panel seals flush with the roof in the closed position to
eliminate wind noise, and an integrated wind deflector (2) reduces wind buffeting at low speeds with the
sunroof open. The sunroof also includes a manual sliding sunshade to cover the deep tinted glass panel when
closed.
The major components of the single pane power sunroof system include:
 Frame and Mechanism (1) - Refer to SUNROOF, DESCRIPTION .

 Manual Sunshade - Refer to SUNROOF, DESCRIPTION .
 Motor and Module Unit - The power sunroof motor and module unit is secured near the center of the
rear frame member of the sunroof, between the outer roof panel and the headliner.
 Sliding Glass Panel - Refer to SUNROOF, DESCRIPTION .
 Switch - The power sunroof switch unit is secured within a switch bezel centered in the headliner
between the windshield opening upper header and the front of the sunroof opening.
 Wind Deflector - Refer to SUNROOF, DESCRIPTION .
Hard wired circuitry connects the power sunroof system components to the electrical system of the vehicle.
These hard wired circuits are integral to several wire harnesses, which are routed throughout the vehicle and
retained by many different methods. These circuits may be connected to each other, to the vehicle electrical
system and to the single pane power sunroof system components through the use of a combination of soldered
splices, splice block connectors, and many different types of wire harness terminal connectors and insulators.
OPERATION
OPERATION
The single pane sunroof receives battery feed through a fused B(+) circuit from the Power Distribution Center
(PDC). However, the on-board electronic module of the sunroof motor monitors an input on a fused ignition
(run) circuit and is configured to only allow the power sunroof to be operated with the switch in the headliner
when the ignition switch is in the ON position.
The electric motor and electronic module unit of the sunroof moves the sliding glass panel through the use of
mechanical spiral drive cables as well as mechanical linkages and guides. See the Body article of this service
information for additional information on these components. Refer to SUNROOF, DESCRIPTION .
The on-board electronic module of the power sunroof motor provides both express (also known as one touch)
and manual opening and closing based upon module programming and the inputs received from the power
sunroof switch. The electronic module stores and recalls a sliding glass panel hard stop position, then counts the
direction and number of motor rotations from that hard stop to enable the express open and close features. The
hard stop must be learned by a service replacement motor and electronic module unit during an initialization
procedure.
The electronic module also monitors the motor opening load through current draw, and the motor closing load
through motor speed. Monitoring the motor load and speed is how the module logic is able to implement the
obstacle detection (also known as Excess Force Limitation/EFL) feature. The EFL feature stops and reverses the
sliding glass panel movement when an obstruction to sliding panel closing travel is encountered.
The power sunroof circuits and switches may be diagnosed using conventional diagnostic tools and procedures.
Refer to the appropriate wiring information. However, conventional diagnostic methods will not prove
conclusive in the diagnosis of the on-board electronic module or the power sunroof motor. If there are no
mechanical issues with the power sunroof assembly and the power sunroof switch and circuitry test okay, but
the motor manual and express or EFL features are still ineffective following performance of the initialization
procedure, the motor and electronic module unit must be replaced.

DIAGNOSIS AND TESTING - SUNROOF OPERATION
The hard wired circuits between components related to the operation of the power sunroof system may be
diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. The
wiring 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.
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the electronic module
integral to the power sunroof motor. If the power sunroof switches, motors and circuitry test okay, but the
express or Excess Force Limitation (EFL) features are still ineffective following the initialization procedure, the
motor and module unit must be replaced.

POWER SUNROOF 1. Ineffective ground circuit.
1. Test and repair the open sunroof motor
COMPLETELY ground circuit if required.
INOPERATIVE 2. Ineffective feed circuit. 2. Test and repair the open sunroof motor
feed circuit if required.
3. Test and replace the sunroof switch if
3. Ineffective sunroof switch.
required.
4. Ineffective sunroof motor 4. Replace the sunroof motor and module
and module unit. unit if required.
AUDIBLE WHINE WHEN 1. Binding drive cable. 1. Replace the binding drive cable if
POWER SUNROOF SWITCH required.
IS ACTUATED 2. Ineffective sunroof motor 2. Replace the sunroof motor and module
AUDIBLE CLICKING OR 1. Improperly adjusted sliding 1. Adjust the sunroof glass panel if
RATCHETING WHEN glass panel. required. Refer to GLASS, SUNROOF,
POWER SUNROOF SWITCH INSTALLATION .
IS ACTUATED 2. Damaged or worn drive 2. Replace the broken or worn drive
cable. cable if required.
3. Damaged or worn motor 3. Replace the sunroof motor and module
drive gear. unit if required.
POWER SUNROOF OPENS 1. Damaged or disengaged 1. Replace or reinstall trough guide if
BUT DOES NOT CLOSE trough guide. required.
2. Replace the binding drive cable if
2. Binding drive cable.
required.
3. Repair the sunroof CLOSE circuit
3. Ineffective CLOSE circuit. between the switch and the motor if
required.
4. Test and replace the sunroof switch
(overhead console assembly) if required.
1. Binding drive cable. 1. Replace the binding drive cable if
required.
2. Repair the sunroof OPEN circuit
2. Ineffective OPEN circuit. between the switch and the motor if
POWER SUNROOF CLOSES required.
BUT DOES NOT OPEN 3. Test and replace the sunroof switch
(overhead console assembly) if required.
POWER SUNROOF GLASS
1. Adjust the sunroof glass panel if
MOVEMENT 1. Improperly adjusted sliding
required. Refer to GLASS, SUNROOF,
INCONSISTENT - NOT glass panel.
INSTALLATION .
SMOOTH AND UNIFORM
SPECIFICATIONS
SPECIFICATIONS
TORQUE SPECIFICATIONS
Sunroof Motor And
3 - 26
Module Mounting Screws
MOTOR, SUNROOF
DESCRIPTION
DESCRIPTION
Fig. 2: Single Pane Sunroof Motor Assembly

The single pane sunroof has a single servo motor (5) and electronic module (2) unit secured by three screws
near the center of the underside of the rear sunroof frame member where it is concealed above the headliner.
The motor is a reversible, 12-volt Direct Current (DC) permanent magnet servo motor with internal thermal
protection. The motor is connected mechanically to the sunroof drive gear (4) through a right angle drive and
gear reduction transmission (3). The motor also is connected electrically to the on-board electronic control unit
that includes an integral connector receptacle (1) that connects the unit to the vehicle electrical system through a
dedicated take out and connector of the sunroof wire harness.
The sunroof motor and electronic module units cannot be repaired. If ineffective or damaged, the entire motor
and module unit must be replaced.
OPERATION
OPERATION
The power sunroof servo motor is completely controlled by the circuitry of the on-board electronic module. The
module receives battery current on a fused B(+) circuit from a fuse in the Power Distribution Center (PDC) in
the engine compartment and has a path to ground at all times through a take out and eyelet terminal connector
secured by a ground screw to the body sheet metal. These connections allow the module to function regardless
of the ignition switch position.
However, the module also monitors an input on a fused ignition switch output (run) circuit and a vehicle speed
signal input from the Body Control Module (BCM) and responds to inputs from the sunroof switch only when
the ignition switch is in the ON position. The module then monitors a separate input circuit for each switch
position, which it uses to determine the proper outputs to the power sunroof motor. A positive and negative
battery connection to the two motor brushes will cause the power sunroof motor to rotate in one direction.
Reversing the current through these same two brushes will cause the motor to rotate in the opposite direction.
The hard wired circuits of the power sunroof motor as well as those between the electronic module and the
switch in the headliner may be diagnosed using conventional diagnostic tools and procedures. Refer to the
appropriate wiring information. However, conventional diagnostic methods will not prove conclusive in the
diagnosis of the electronic module integral to the power sunroof motor. If the power sunroof switch and the
hard wired circuitry test okay but the motor, the express features or the Excess Force Limitation (EFL) feature
are still ineffective following the initialization procedure, the motor and module must be replaced as a unit.
STANDARD PROCEDURE
STANDARD PROCEDURE - SUNROOF INITIALIZATION
INITIALIZATION
A new motor is shipped uncalibrated with no vehicle cycles having been run. After installation and connection
of the wire harness, the following steps must be taken to initialize the new motor and module unit.
NOTE: Verify that the battery is in good condition prior to performing this procedure.
Do not leave the vehicle on a battery charger while performing this procedure. If
the voltage at the sunroof motor and module unit drops below 11 volts or
exceeds 15 volts at anytime while this procedure is being performed, the motor
and module initialization procedure will not be properly completed.
NOTE: If at any point during the following procedure the sunroof does not respond as
expected, restart the procedure at Step 1.
1. Depress and hold the CLOSE push button of the sunroof switch until the sunroof sliding glass panel
moves to the fully closed hard stop. Without releasing the push button, listen for the audible metallic click
of the servo motor that will occur about 5 seconds after the glass panel is fully closed.
2. Release the CLOSE push button of the sunroof switch, then depress and hold the CLOSE push button
again within 5 seconds.
3. As the CLOSE push button of the sunroof switch is held, the sunroof sliding glass panel will move from
the fully closed position to the fully opened position and then back to fully closed again.
4. Initialization is complete. Release the sunroof switch push button.
REINITIALIZATION
The following procedure causes a previously calibrated and properly operating electronic motor module to
relearn and update motor stall position and obstacle detection.
NOTE: If at any point during the following procedure the sunroof does not respond as
expected, restart the procedure at Step 1.
1. Depress and hold the CLOSE push button of the sunroof switch until the sliding glass panel is fully
closed.
2. Continue to hold the CLOSE push button of the sunroof switch. It will take at least 10 seconds for the
initialization process to begin.
3. The sunroof sliding glass panel will move from the fully closed hard stop to the fully opened position.
4. Release the CLOSE push button of the sunroof switch, then depress and hold the CLOSE push button
again within 5 seconds.
5. As the CLOSE push button of the sunroof switch is held, the sunroof sliding glass panel will move to the
fully closed position, then to the fully opened position and then fully closed again.
6. Initialization is complete. Release the sunroof switch push button.
REMOVAL
REMOVAL
WARNING: Do not attempt to move or reposition the sunroof glass panel or drive
cables with the sunroof motor and module unit removed. Damage to the
vehicle, to the sunroof or personal injuries may result.
WARNING: The Sunroof Motor And Module Initialization procedure must be

completed any time a sunroof motor and module unit is replaced with a
new component. Failure to perform this procedure may result in damage
to the vehicle, to the sunroof or in serious or fatal injuries. Refer to

MOTOR, SUNROOF, STANDARD PROCEDURE.
Fig. 3: Sunroof Motor And Module Unit


2. Lower the headliner to access the sunroof motor and module unit (3). Refer to HEADLINER,
REMOVAL .
3. Remove the three screws (4) that secure the motor and module to the sunroof frame (5).
4. Lower the motor and module unit through the headliner bracket opening far enough to access and
disconnect the sunroof wire harness connector (2) from the motor and module connector receptacle.
5. Carefully disengage the sunroof motor from the drive mechanism (1) and remove the motor and module
unit from the vehicle.
INSTALLATION
INSTALLATION
WARNING: Do not attempt to move or reposition the sunroof glass panel or drive
cables with the sunroof motor and module unit removed. Damage to the
vehicle, to the sunroof or personal injuries may result.
WARNING: The Sunroof Motor And Module Initialization procedure must be

completed any time a sunroof motor and module unit is replaced with a
new component. Failure to perform this procedure may result in damage
to the vehicle, to the sunroof or in serious or fatal injuries. Refer to
MOTOR, SUNROOF, STANDARD PROCEDURE.
Fig. 4: Sunroof Motor And Module Unit

1. Position the sunroof motor and module unit (3) close enough to the sunroof frame (5) to access and
reconnect the sunroof wire harness connector (2) to the motor and module connector receptacle.
2. Position the sunroof motor and module to the sunroof frame and engage the motor to the drive
mechanism (1).
3. Install and tighten the three screws (4) that secure the motor and module to the sunroof frame. Tighten the
screws to 3 N.m (26 in. lbs.).
4. Reinstall the headliner. Refer to HEADLINER, INSTALLATION .
6. Perform the Sunroof Motor And Module Initialization procedure. Refer to MOTOR, SUNROOF,
STANDARD PROCEDURE.
SWITCH, SUNROOF
DESCRIPTION
DESCRIPTION
Fig. 5: Power Sunroof Switch

Vehicles equipped with a power sunroof have a power sunroof switch (1) that is mounted in the sunroof switch
bezel located in the headliner near the upper windshield opening header and between the two sun visors. The
sunroof switch is a two-position, momentary rocker-type switch clearly identified by International Control and
Display Symbol icons for Window Close and Window Open . The switch button also has a non-dimmer panel
lamps circuit controlled Light Emitting Diode (LED) unit that provides backlighting for visibility at night.
The power sunroof switch is connected directly to the power sunroof motor and module unit through a
dedicated take out and connector of the sunroof wire harness. The power sunroof switch cannot be repaired or
adjusted. If the switch is ineffective or damaged, the entire switch must be replaced with a new unit.
OPERATION
OPERATION
The power sunroof switch is hard wired to the electronic module integral to the power sunroof motor. The
electronic module provides the switch with a source current whenever the ignition switch is in the ON position.
When one of the switch positions is selected, it sends a signal back to the electronic module and the electronic
module controls the motor to move the sunroof panel to the appropriate position.
A short duration (for more than 300 milliseconds) press of the switch button is interpreted by the electronic
module as an Express (also known as one touch) command, where the motor will automatically move the glass
panel to the fully open, fully closed or the ventilation position. After the initial OPEN command, the sunroof
can be stopped at any incremental position by pressing the switch button again which is interpreted by the
electronic module as a manual command, where the motor moves only as long as the push button is held in the
depressed position. During an Express event, any new switch input will immediately stop an in-progress event
which, as in the manual mode, allows the customer to stop the sliding glass panel at any desired location.
The power sunroof switch may be diagnosed using conventional diagnostic tools and procedures. Refer to the
appropriate wiring information.
DIAGNOSIS AND TESTING - SUNROOF SWITCH
Fig. 6: Sunroof Switch Terminals


2. Remove the power sunroof switch from the headliner. Refer to SWITCH, SUNROOF, REMOVAL.
3. Disconnect the sunroof wire harness connector from the sunroof switch connector receptacle.
4. Using a multimeter, test the continuity between the terminals of the sunroof switch connector receptacle
while actuating the switch as shown in the Sunroof Switch Tests table.
SUNROOF SWITCH TESTS

CONTINUITY
SWITCH
BETWEEN
POSITION
PINS
NO
OFF
CONTINUITY
CLOSE 1 and 2
OPEN 1 and 3
LED - SET
MULTIMETER
TO DIODE
SWITCH MODE -
ILLUMINATION CONNECT
PIN 4 TO
PLUS (+),
CONNECT
PIN 1 TO
MINUS (-) -
LED SHOULD
BARELY
GLOW
5. If the switch fails any of the tests, replace the ineffective switch.
REMOVAL
REMOVAL
Fig. 7: Sunroof Switch, Bezel & Screws


2. Remove the sunroof switch (2) and bezel (3) from the headliner as a unit and place it on a suitable work
surface. Be certain to take the proper precautions to protect the switch and bezel from cosmetic damage.
Refer to CONSOLE, OVERHEAD, REMOVAL .
3. Remove the two screws (1 and 4) that secure the switch mounting tabs to the back of the bezel.
4. Remove the switch from the bezel.
INSTALLATION
INSTALLATION
Fig. 8: Sunroof Switch, Bezel & Screws

1. Position the power sunroof switch (2) onto the back of the switch bezel (3).
2. Install and tighten the two screws (1 and 4) that secure the switch mounting tabs to the bezel. Tighten the
screws securely.
3. Reinstall the switch and bezel unit onto the headliner. Refer to CONSOLE, OVERHEAD,
INSTALLATION .
2012 ACCESSORIES AND EQUIPMENT Power Top/Full Open Retractable Roof - Service Information - Fiat 500
Power Top/Full Open Retractable Roof - Service Information - Fiat 500
MODULE, POWER TOP CONTROL, FULL OPEN RETRACTABLE ROOF

REMOVAL
REMOVAL





8. Release the tab securing the module (1) to the mounting plate.
9. Disconnect the electrical connector and remove the module (1).
INSTALLATION
INSTALLATION

1. Position the module (1) onto the mounting plate and press into place, engaging the retaining clips.
2. Connect the body harness electrical connector to the module (1).

3. Position the cover plate (2) and install with four new rivets (1).


5. Install the push pin retainers (3) securing the rear shelf.
6. Align and position the bracket (1) onto the rear shelf.
7. Install the three fasteners securing the bracket (1) to the rear shelf (2). Tighten the bracket securely.

8. Install the rear wind deflector / windscreen (1) by aligning and pushing down.
MOTOR, POWER TOP, FULL OPEN RETRACTABLE ROOF

REMOVAL
REMOVAL






8. Disconnect the electrical connector from the motor.

9. Remove the three screws and remove the motor (2).
INSTALLATION
INSTALLATION

1. Position the motor accordingly.

2. Install the screws securing the motor. Tighten the screws securely.
3. Connect the electrical connector to the motor.

4. Position the cover plate (2) and install with four new rivets (1).


6. Install the push pin retainers (3) securing the rear shelf.
7. Align and position the bracket (1) onto the rear shelf.
8. Install the three fasteners securing the bracket (1) to the rear shelf (2). Tighten the bracket securely.

9. Install the rear wind deflector / windscreen (1) by aligning and pushing down.
SWITCH, POWER TOP, FULL OPEN RETRACTABLE ROOF

REMOVAL
REMOVAL
Fig. 17: Header Panel & Dome Lamp Assembly


2. Using a trim stick, remove the dome lamp assembly (2) from the header panel (1).
Fig. 18: Header Panel, Electrical Connector, Power Top Switch & Clips
3. Through the dome lamp opening release the clips (4) securing the power top switch (3) to the header
panel (1).
4. Disconnect the body harness electrical connector (2), and remove the switch.
INSTALLATION
INSTALLATION
Fig. 19: Header Panel, Electrical Connector, Power Top Switch & Clips
1. Connect the body electrical harness connector (2) to the power top switch (3).
2. Insert the switch into the opening in the header panel (1) and press into place until the clips (4) are fully
engaged.
Fig. 20: Header Panel & Dome Lamp Assembly

3. Insert the dome lamp assembly (2) into the opening in the header panel (1), and press into place.
2012 BRAKES Antilock Brake System - Electrical Diagnostics - Fiat 500
2012 BRAKES
Antilock Brake System - Electrical Diagnostics - Fiat 500

DTC Description
C0010-01 LEFT FRONT INLET VALVE - GENERAL ELECTRICAL FAILURE
C0011-01 LEFT FRONT OUTLET VALVE - GENERAL ELECTRICAL FAILURE
C0014-01 RIGHT FRONT INLET VALVE - GENERAL ELECTRICAL FAILURE
C0015-01 RIGHT FRONT OUTLET VALVE - GENERAL ELECTRICAL FAILURE
C0018-01 LEFT REAR INLET VALVE - GENERAL ELECTRICAL FAILURE
C0019-01 LEFT REAR OUTLET VALVE - GENERAL ELECTRICAL FAILURE
C001C-01 RIGHT REAR INLET VALVE - GENERAL ELECTRICAL FAILURE
C001D-01 RIGHT REAR OUTLET VALVE - GENERAL ELECTRICAL FAILURE
C0020-49 RECIRCULATION PUMP - INTERNAL ELECTRONIC FAILURE
C0030-29 LEFT FRONT TONE WHEEL - INVALID SIGNAL
C0031-01 LEFT FRONT SPEED SENSOR - GENERAL ELECTRICAL FAILURE
C0031-29 LEFT FRONT SPEED SENSOR - INVALID SIGNAL
C0033-29 RIGHT FRONT TONE WHEEL - INVALID SIGNAL
C0034-01 RIGHT FRONT SPEED SENSOR - GENERAL ELECTRICAL FAILURE
C0034-29 RIGHT FRONT SPEED SENSOR - INVALID SIGNAL
C0036-29 LEFT REAR TONE WHEEL - INVALID SIGNAL
C0037-01 LEFT REAR SPEED SENSOR - GENERAL ELECTRICAL FAILURE
C0037-29 LEFT REAR SPEED SENSOR - INVALID SIGNAL
C0039-29 RIGHT REAR TONE WHEEL - INVALID SIGNAL
C003A-01 RIGHT REAR SPEED SENSOR - GENERAL ELECTRICAL FAILURE
C003A-29 RIGHT REAR SPEED SENSOR - INVALID SIGNAL
C003B-29 WHEEL SPEED COMPARATIVE - INVALID SIGNAL
C0047-01 BRAKE PRESSURE SENSOR - GENERAL ELECTRICAL FAILURE
C0047-62 BRAKE PRESSURE SENSOR - SIGNAL COMPARE FAILURE
C0051-29 STEERING ANGLE SENSOR (ESP) - INVALID SIGNAL
C0051-54 STEERING ANGLE SENSOR (EPS) - MISSING CONFIGURED
C0051-86 STEERING ANGLE SENSOR (EPS) - BUS SIGNAL INVALID
C0061-29 LATERAL ACCELERATION SENSOR - INVALID SIGNAL
C0061-86 LATERAL ACCELERATION SENSOR - BUS SIGNAL INVALID
C0062-29 LONGITUDINAL ACCELERATION SENSOR - INVALID SIGNAL
C0062-54 LONGITUDINAL ACCELERATION SENSOR - MISSING CALIBRATION
C0062-86 LONGITUDINAL ACCELERATION SENSOR - BUS SIGNAL INVALID
C0063-29 YAW RATE SENSOR - INVALID SIGNAL
C0063-62 YAW RATE SENSOR - SIGNAL COMPARE FIGURE
C0063-86 YAW RATE SENSOR - BUS SIGNAL INVALID

C1115-16 VALVE SUPPLY VOLTAGE - BELOW THRESHOLD
C1200-16 BATTERY VOLTAGE - BELOW THRESHOLD
C1205-49 VALVE RELAY - INTERNAL ELECTRONIC FAILURE
C120A-24 ESC SWITCH - SIGNAL STUCK HIGH
C1210-86 ABS/ESC LAMP COMMUNICATION - INVALID SIGNAL
C1211-49 ABS INTERNAL ELECTRONIC FAILURE
C1212-55 VARIANT CODING - NOT CONFIGURED
C1213-54 EOL MISSING CALIBRATION
C1213-55 EOL NOT CONFIGURED
C1214-01 YAW/LATERAL/LONGITUDINAL SENSOR CLUSTER - GENERAL
ELECTRICAL FAILURE
C1215-24 BRAKE SWITCH - STUCK HIGH
C1215-29 BRAKE LIGHT SWITCH - INVALID SIGNAL
C1217-72 REVERSE GEAR SWITCH - ACTUATOR STUCK OPEN
C1217-73 REVERSE GEAR SWITCH - ACTUATOR STUCK CLOSED
C1218-4B VALVES ACTUATED TOO LONG BY TESTER - OVER TEMPERATURE
C1219-16 PUMP SUPPLY VOLTAGE - BELOW THRESHOLD
C1220-95 WHEEL SPEED SENSORS SWAPPED
C1221-86 PCM BUS SIGNAL INVALID
U0001-87 CAN-C BUS MISSING MESSAGE
U0001-88 CAN-C BUS OFF
U1702-86 ABS/EPS SIGNAL INVALID
U1702-87 ABS/EPS MISSING MESSAGE
U1715-86 YAW RATE SENSOR SIGNAL INVALID
U1715-87 YAW RATE SENSOR MISSING MESSAGE

C0010-01-LEFT FRONT INLET VALVE - GENERAL ELECTRICAL FAILURE
WHEN MONITORED:
With the ignition on and no system under voltage condition present.
SET CONDITION:
The Antilock Brake System (ABS) Module is unable to activate the correct solenoid valve.
POSSIBLE CAUSES
Possible Causes
HYDRAULIC CONTROL UNIT (HCU)
DIAGNOSTIC TEST
NOTE: This DTC must be active for the results of this test to be valid.

2. With the scan tool, read and record DTCs.
3. With the scan tool, read and record Freeze Fame information.
6. Press the brake pedal firmly and release.
Is the DTC active at this time?
Yes
 Go To 2.
No
Perform the ABS INTERMITTENT CONDITION TEST. Refer to ABS INTERMITTENT


CONDITION.
2. ANTI-LOCK BRAKE SYSTEM (ABS)
1. Perform any Technical Service Bulletins (TSBs) that may apply.
2. Turn the ignition off to the lock position.
3. Inspect the related wiring harness. Look for any chafed, pierced, pinched, or partially broken wires.
4. Inspect the related wire harness connectors. Look for broken, bent, pushed out, or corroded
terminals.
Yes
 Perform the ABS VERIFICATION TEST. Refer to ABS VERIFICATION TEST.
No
NOTE: For this failure it is necessary to replace both the ABS Module
and the HCU as a complete unit.
 Replace the Hydraulic Control Unit (HCU) in accordance with the Service Information.
Refer to HYDRAULIC CONTROL UNIT (HCU), REMOVAL .
C0011-01-LEFT FRONT OUTLET VALVE - GENERAL ELECTRICAL FAILURE
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
 Go To 2.
No


CONDITION.
terminals.
Yes
No
C0014-01-RIGHT FRONT INLET VALVE - GENERAL ELECTRICAL FAILURE
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
 Go To 2.
No


CONDITION.

terminals.
Yes
No
C0015-01-RIGHT FRONT OUTLET VALVE - GENERAL ELECTRICAL FAILURE
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST


Yes
 Go To 2.
No


CONDITION.
terminals.
Yes
No
C0018-01-LEFT REAR INLET VALVE - GENERAL ELECTRICAL FAILURE
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
 Go To 2.
No


CONDITION.

terminals.
Yes
No
C0019-01-LEFT REAR OUTLET VALVE - GENERAL ELECTRICAL FAILURE
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST


Yes
 Go To 2.
No


CONDITION.
terminals.
Yes
No
C001C-01-RIGHT REAR INLET VALVE - GENERAL ELECTRICAL FAILURE
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
 Go To 2.
No


CONDITION.

terminals.
Yes
No
C001D-01-RIGHT REAR OUTLET VALVE - GENERAL ELECTRICAL FAILURE
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST


Yes
 Go To 2.
No


CONDITION.
terminals.
Yes
No
C0020-49-RECIRCULATION PUMP - INTERNAL ELECTRONIC FAILURE
WHEN MONITORED:
SET CONDITION:
The Antilock Brake System (ABS) Module has detected an internal failure for the pump being stuck or is
damaged.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
 Go To 2.
No
 Perform the ABS INTERMITTENT CONDITION TEST. Refer to ABS INTERMITTENT

CONDITION.

terminals.
Yes
No
C0030-29-LEFT FRONT TONE WHEEL - INVALID SIGNAL
WHEN MONITORED:
With the ignition on and no overvoltage or undervoltage is present.
SET CONDITION:
When the Anti-Lock Brake Module detects periodic drops of a WSS signal.
POSSIBLE CAUSES
Possible Causes
IMPROPER LEFT FRONT TIRE PRESSURE/MISMATCHED TIRES
TONE WHEEL/ BEARING DAMAGE
LEFT FRONT WHEEL SPEED SENSOR
NOTE: If DTC C0030-01 is present it must be repaired before continuing with this
DIAGNOSTIC TEST

CAUTION: Make sure brake capability is available before road testing.
3. Road test the vehicle over 40 km/h (25 mph).
NOTE: Vehicle must be driven above 40 km/h (25 mph) for set conditions to
be met.
Yes
 Go To 2.
No


CONDITION.
2. CHECK WHEEL SPEED SENSOR SIGNALS
2. With the scan tool, monitor and graph ALL the WSS speeds and compare graph while an assistant
drives the vehicle.
NOTE: If graph shows periodic dropouts pay close attention to the tone
wheel.
3. Slowly accelerate as straight as possible from a stop to 40 km/h (25 mph).
Is the Left Front WSS speed showing 0 km/h (0 mph) or not matching other wheels or showing
erratic behavior?
Yes
 Go To 3.
No


CONDITION.
3. CHECK FOR IMPROPER TIRE PRESSURE/MISMATCHED TIRES
2. Check and adjust the Left Front Tire pressure.
3. Check and adjust all other tire pressures.
4. Inspect for mismatched tires on vehicle.
Is the tire improperly inflated or mismatched tires on vehicle?
Yes
No
Go To 4.

4. CHECK LEFT FRONT WHEEL BEARING FOR DAMAGE

1. Inspect the Left Front wheel bearing for excessive runout or clearance.
NOTE: Refer to the appropriate service information, if necessary, for

procedures or specifications.
Is the Left Front Wheel Bearing Damaged?
Yes
No
Go To 5.

5. LEFT FRONT WHEEL SPEED SENSOR

1. Replace the Left Front Wheel Speed Sensor in accordance with the Service Information. Refer to
SENSOR, WHEEL SPEED, FRONT, REMOVAL .
2. Perform the ABS VERIFICATION TEST. Refer to ABS VERIFICATION TEST.
be met.
4. With the scan tool, read the ABS DTCs.
Does the DTC remain active?
Yes
 Replace the Anti-Lock Brakes Module in accordance with the Service Information. Refer to
No
 Test Complete.
C0031-01-LEFT FRONT SPEED SENSOR - GENERAL ELECTRICAL FAILURE

Fig. 1: Wheel Speed Sensor Wiring Diagram

For a complete wiring diagram refer to appropriate SYSTEM WIRING DIAGRAMS article .
WHEN MONITORED:
With the ignition on and no system under voltage or over voltage condition present.
SET CONDITION:
When the Left Front Wheel Speed Sensor circuit fails the diagnostic test.
POSSIBLE CAUSES
Possible Causes
WHEEL SPEED SENSOR CONNECTOR/TERMINAL DAMAGE
(B8) LEFT FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT FOR A SHORT TO VOLTAGE
(B9) LEFT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT FOR A SHORT TO VOLTAGE
(B8) LEFT FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT FOR A SHORT TO GROUND
(B9) LEFT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT FOR A SHORT TO GROUND
(B8) LEFT FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT FOR AN OPEN
(B9) LEFT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT FOR AN OPEN
(B9) LEFT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT FOR A SHORT TO THE (B8)
LEFT FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT
DIAGNOSTIC TEST

4. With the scan tool, select View DTCs.
Yes
 Go To 2.
No
The condition that caused the symptom is currently not present. Inspect the related wiring for

a possible intermittent condition. Look for any chafed, pierced, pinched, or partially broken
wires.
CONDITION.
2. CHECK CONNECTOR/TERMINAL FOR DAMAGE
NOTE: Check all terminals for broken, bent, pushed out, or corroded terminals.

2. Inspect the Wheel Speed Sensor for proper mounting.
3. Inspect the Wheel Speed Sensor harness and connector.

4. Inspect the Wheel Speed Sensor for excessive debris on the sensor.
Yes
 Repair as necessary in accordance with the Service Information.

No
Go To 3.

3. CHECK (B9) LEFT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT VOLTAGE
Fig. 2: Measuring Left Front Wheel Speed Sensor Supply Circuit Voltage
1. Disconnect the Left Front Wheel Speed Sensor harness connector.

3. Measure the voltage between the (B9) Left Front Wheel Speed Sensor Supply circuit and ground.
Is the voltage above 10 volts?
Yes
 Go To 6.
No
Go To 4.
4. (B9) LEFT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT FOR A SHORT TO GROUND
Fig. 3: Checking Left Front Wheel Speed Sensor Supply Circuit For A Short To Ground

3. Measure the resistance between the (B9) Left Front Wheel Speed Sensor Supply circuit and
ground.
Yes
 Repair the (B9) Left Front Wheel Speed Sensor Supply circuit for a short to ground.
No
 Go To 5.
5. (B9) LEFT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT FOR AN OPEN
Fig. 4: Checking Left Front Wheel Speed Sensor Supply Circuit For An Open
1. Measure the resistance of the (B9) Left Front Wheel Speed Sensor Supply circuit between the Left
Front Wheel Speed Sensor harness connector and the ABS harness connector.
Yes
 Go To 6.
No
Repair the open (B9) Left Front Wheel Speed Sensor Supply circuit.
6. (B8) LEFT FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT FOR A SHORT TO
VOLTAGE
Fig. 5: Checking Left Front Wheel Speed Sensor Signal Circuit For A Short To Voltage

2. Measure the voltage of the (B8) Left Front Wheel Speed Sensor Signal circuit at the Left Front
Wheel Speed Sensor harness connector.
Yes
 Repair the (B8) Left Front Wheel Speed Sensor Signal circuit for a short to voltage.
No
Go To 7.
7. (B8) LEFT FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT FOR A SHORT TO GROUND
Fig. 6: Checking Left Front Wheel Speed Sensor Signal Circuit For A Short To Ground

2. Measure the resistance between the (B8) Left Front Wheel Speed Sensor Signal circuit and ground.
Yes
 Repair the (B8) Left Front Wheel Speed Sensor Signal circuit for a short to ground.
No
 Go To 8.
8. (B8) LEFT FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT FOR AN OPEN
Fig. 7: Checking Left Front Wheel Speed Sensor Signal Circuit For An Open
1. Measure the resistance of the (B8) Left Front Wheel Speed Sensor Signal circuit between the Left
Front Wheel Speed Sensor harness connector and the ABS harness connector.
Yes
 Go To 9.
No
Repair the open (B8) Left Front Wheel Speed Sensor Signal circuit.
9. (B9) LEFT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT FOR A SHORT TO THE (B8)
LEFT FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT
Fig. 8: Checking Left Front Wheel Speed Sensor Supply Circuit For A Short To The Left Front
Wheel Speed Sensor Signal Circuit

2. Measure the resistance between the (B9) Left Front Wheel Speed Sensor Supply circuit and the
(B8) Left Front Wheel Speed Sensor Signal circuit at the ABS Module harness connector.
Yes
 Repair (B9) Left Front Wheel Speed Sensor Supply circuit for a short to the (B8) Left Front
Wheel Speed Sensor Signal circuit.
No
Go To 10.


be meet.
4. With the scan tool, read ABS DTCs.
Does the remain active at this DTC?
Yes
No
 Test complete.
C0031-29-LEFT FRONT SPEED SENSOR - INVALID SIGNAL


WHEN MONITORED:
SET CONDITION:
When the Antilock Brake System (ABS) Module detects multiple drastic changes in Left Front wheel speed.
POSSIBLE CAUSES
Possible Causes
CHECK LEFT FRONT WHEEL SPEED SENSOR FOR LOOSENESS
INSPECT CIRCUITS/CONNECTOR/TERMINALS FOR DAMAGE
LEFT FRONT WHEEL BEARING AND HUB OR ENCODER FOR DAMAGE
NOTE: If DTC C0031-01 is present, perform the diagnostics for this DTC before
continuing with this diagnostic procedure.
DIAGNOSTIC TEST

be met.
Yes
 Go To 3.
No
Go To 2.


drives the vehicle.
wheel.
Is the Left Front WSS speed showing 0 km/h (0 mph), not matching other wheels, or showing
erratic behavior?
Yes
 Go To 3.
No


CONDITION.
3. CHECK LEFT FRONT WSS FOR LOOSENESS, INSPECT
CIRCUITS/CONNECTORS/TERMINALS FOR DAMAGE

2. Inspect the ABS Module harness connector and the Left Front WSS harness connector.
3. Check the Left Front WSS for looseness, excessive corrosion and not properly fastened.
4. Inspect the (B8) Left Front WSS Signal and (B9) Left Front WSS Supply circuits between the Left
Front WSS and Anti-Lock Brake Module for damage.
Is the Left Front WSS loose or any of the wiring/connectors/terminals damaged?
Yes
No
Go To 4.

4. CHECK LEFT FRONT WHEEL SPEED SENSOR FOR DAMAGE

1. Remove the Left Front Wheel Speed Sensor.
Is the Left Front Wheel Speed Sensor damaged?

Yes
 Replace the Left Front Wheel Speed Sensor in accordance with the Service Information.
Refer to SENSOR, WHEEL SPEED, FRONT, REMOVAL .
No
Go To 5.

5. CHECK LEFT FRONT WHEEL BEARING AND HUB OR ENCODER FOR DAMAGE
1. Inspect the Left Front wheel bearing, hub and Encoder for excessive runout, clearance or damage.

Is the Left Front Wheel Bearing, Hub or Encoder Damaged?
Yes
 Replace the Hub and Wheel Bearing in accordance with the Service Information. Refer to
HUB AND BEARING, REMOVAL .
No
Go To 6.


2. Perform the ABS VERIFICATION TEST. Refer to STANDARD PROCEDURE.
be met.
Yes
No
 Test Complete.
C0033-29-RIGHT FRONT TONE WHEEL - INVALID SIGNAL
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
IMPROPER RIGHT FRONT TIRE PRESSURE/MISMATCHED TIRES
RIGHT FRONT WHEEL SPEED SENSOR
DIAGNOSTIC TEST

be met.

Yes
 Go To 2.
No


CONDITION.
drives the vehicle.
wheel.
Is the Right Front WSS speed showing 0 km/h (0 mph) or not matching other wheels or showing
erratic behavior?
Yes
 Go To 3.
No


CONDITION.
2. Check and adjust the Right Front Tire pressure.
Yes
No
Go To 4.

4. CHECK RIGHT REAR WHEEL BEARING FOR DAMAGE

1. Inspect the Right Front wheel bearing for excessive runout or clearance.

Is the Right Front Wheel Bearing Damaged?
Yes
No
Go To 5.

5. RIGHT FRONT WHEEL SPEED SENSOR

1. Replace the Right Front Wheel Speed Sensor in accordance with the Service Information. Refer to
be met.
Yes
No
 Test Complete.
C0034-01-RIGHT FRONT SPEED SENSOR - GENERAL ELECTRICAL FAILURE

WHEN MONITORED:
SET CONDITION:
When the Right Front Wheel Speed Sensor circuit fails the diagnostic test.
POSSIBLE CAUSES
Possible Causes
(B6) RIGHT FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT FOR A SHORT TO VOLTAGE
(B7) RIGHT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT FOR A SHORT TO VOLTAGE
(B6) RIGHT FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT FOR A SHORT TO GROUND
(B7) RIGHT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT FOR A SHORT TO GROUND
(B6) RIGHT FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT FOR AN OPEN
(B7) RIGHT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT FOR AN OPEN
(B7) RIGHT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT FOR A SHORT TO THE (B6)
RIGHT FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT
DIAGNOSTIC TEST

Yes
 Go To 2.
No

wires.
CONDITION.

Yes

No
Go To 3.

3. CHECK (B7) RIGHT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT VOLTAGE
1. Disconnect the Right Front Wheel Speed Sensor harness connector.

3. Measure the voltage between the (B7) Right Front Wheel Speed Sensor Supply circuit and ground.
Yes
 Go To 6.
No
Go To 4.
4. (B7) RIGHT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT FOR A SHORT TO
GROUND

3. Measure the resistance between the (B7) Right Front Wheel Speed Sensor Supply circuit and
ground.
Yes
 Repair the (B7) Right Front Wheel Speed Sensor Supply circuit for a short to ground.
No
Go To 5.
5. (B7) RIGHT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT FOR AN OPEN
Fig. 13: Checking Right Front Wheel Speed Sensor Supply Circuit For An Open
1. Measure the resistance of the (B7) Right Front Wheel Speed Sensor Supply circuit between the
Right Front Wheel Speed Sensor harness connector and the ABS harness connector.
Yes
 Go To 6.
No
Repair the open (B7) Right Front Wheel Speed Sensor Supply circuit.
6. (B6) RIGHT FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT FOR A SHORT TO
VOLTAGE

2. Measure the voltage of the (B6) Right Front Wheel Speed Sensor Signal circuit at the Right Front
Yes
 Repair the (B6) Right Front Wheel Speed Sensor Signal circuit for a short to voltage.
No
Go To 7.

7. (B6) RIGHT FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT FOR A SHORT TO
GROUND

2. Measure the resistance between the (B6) Right Front Wheel Speed Sensor Signal circuit and
ground.
Yes
 Repair the (B6) Right Front Wheel Speed Sensor Signal circuit for a short to ground.
No
 Go To 8.
8. (B6) RIGHT FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT FOR AN OPEN
Fig. 16: Checking Right Front Wheel Speed Sensor Signal Circuit For An Open
1. Measure the resistance of the (B6) Right Front Wheel Speed Sensor Signal circuit between the
Right Front Wheel Speed Sensor harness connector and the ABS harness connector.
Yes
 Go To 9.
No
Repair the open (B6) Right Front Wheel Speed Sensor Signal circuit.
9. (B7) RIGHT FRONT WHEEL SPEED SENSOR SUPPLY CIRCUIT FOR A SHORT TO THE
(B6) RIGHT FRONT WHEEL SPEED SENSOR SIGNAL CIRCUIT

2. Measure the resistance between the (B7) Right Front Wheel Speed Sensor Supply circuit and the
(B6) Right Front Wheel Speed Sensor Signal circuit at the ABS Module harness connector.
Yes
 Repair (B7) Right Front Wheel Speed Sensor Supply circuit for a short to the (B6) Right
Front Wheel Speed Sensor Signal circuit.
No
Go To 10.


be meet.
Is the status Active for this DTC?
Yes
No
 Test complete.
C0034-29-RIGHT FRONT SPEED SENSOR - INVALID SIGNAL

WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
CHECK RIGHT FRONT WHEEL SPEED SENSOR FOR LOOSENESS
RIGHT FRONT WHEEL BEARING AND HUB OR ENCODER FOR DAMAGE
DIAGNOSTIC TEST
NOTE: If DTC C0034-1D is present, perform the diagnostics for this DTC before

be met.
Yes
 Go To 3.
No
Go To 2.


drives the vehicle.
wheel.
Is the Right Front WSS speed showing 0 km/h (0 mph), not matching other wheels, or showing
erratic behavior?
Yes
 Go To 3.
No


CONDITION.
3. CHECK RIGHT FRONT WSS FOR LOOSENESS, INSPECT

2. Inspect the ABS Module harness connector and the Right Front WSS harness connector.
3. Check the Right Front WSS for looseness, excessive corrosion and not properly fastened.
4. Inspect the (B6) Right Front WSS Signal and (B7) Right Front WSS Supply circuits between the
Right Front WSS and Anti-Lock Brake Module for damage.
Is the Right Front WSS loose or any of the wiring/connectors/terminals damaged?
Yes
No
Go To 4.

4. CHECK RIGHT FRONT WHEEL SPEED SENSOR FOR DAMAGE

1. Remove the Right Front Wheel Speed Sensor.

Is the Right Front Wheel Speed Sensor damaged?
Yes
 Replace the Right Front Wheel Speed Sensor in accordance with the Service Information.
No
Go To 5.

5. CHECK RIGHT FRONT WHEEL BEARING AND HUB OR ENCODER FOR DAMAGE
1. Inspect the Right Front wheel bearing, hub and Encoder for excessive runout, clearance or damage.

Is the Right Front Wheel Bearing, Hub or Encoder Damaged?
Yes
No
Go To 6.


be met.

Yes
No
 Test Complete.
C0036-29-LEFT REAR TONE WHEEL - INVALID SIGNAL
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
IMPROPER LEFT REAR TIRE PRESSURE/MISMATCHED TIRES
LEFT REAR WHEEL SPEED SENSOR
DIAGNOSTIC TEST


be met.
Yes
 Go To 2.
No


CONDITION.
drives the vehicle.
wheel.
Is the Left Rear WSS speed showing 0 km/h (0 mph) or not matching other wheels or showing
erratic behavior?
Yes
 Go To 3.
No


CONDITION.
2. Check and adjust the Left Rear Tire pressure.
Yes
No
Go To 4.

4. CHECK LEFT REAR WHEEL BEARING FOR DAMAGE

1. Inspect the Left Rear wheel bearing for excessive runout or clearance.

Is the Left Rear Wheel Bearing Damaged?
Yes
No
Go To 5.

5. LEFT REAR WHEEL SPEED SENSOR

1. Replace the Left Rear Wheel Speed Sensor in accordance with the Service Information. Refer to
SENSOR, WHEEL SPEED, REAR, REMOVAL .
be met.
Yes
No
 Test Complete.
C0037-01-LEFT REAR SPEED SENSOR - GENERAL ELECTRICAL FAILURE


WHEN MONITORED:
SET CONDITION:
When the Left Rear Wheel Speed Sensor circuit fails the diagnostic test.
POSSIBLE CAUSES
Possible Causes
(B3) LEFT REAR WHEEL SPEED SENSOR SUPPLY CIRCUIT FOR A SHORT TO VOLTAGE
(B4) LEFT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT FOR A SHORT TO VOLTAGE
(B3) LEFT REAR WHEEL SPEED SENSOR SUPPLY CIRCUIT FOR A SHORT TO GROUND
(B4) LEFT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT FOR A SHORT TO GROUND
(B3) LEFT REAR WHEEL SPEED SENSOR SUPPLY CIRCUIT FOR AN OPEN
(B4) LEFT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT FOR AN OPEN
(B4) LEFT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT FOR A SHORT TO THE (B3) LEFT
REAR WHEEL SPEED SENSOR SUPPLY CIRCUIT
DIAGNOSTIC TEST

Yes
 Go To 2.
No
 The condition that caused the symptom is currently not present. Inspect the related wiring for
wires.
CONDITION.

Yes

No
Go To 3.

3. CHECK (B4) LEFT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT VOLTAGE
1. Disconnect the Left Rear Wheel Speed Sensor harness connector.

3. Measure the voltage between the (B4) Left Rear Wheel Speed Sensor Signal circuit and ground.
Yes
 Go To 6.
No
 Go To 4.
4. (B4) LEFT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT FOR A SHORT TO GROUND

3. Measure the resistance between the (B4) Left Rear Wheel Speed Sensor Signal circuit and ground.
Yes
 Repair the (B4) Left Rear Wheel Speed Sensor Signal circuit for a short to ground.
No
 Go To 5.
5. (B4) LEFT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT FOR AN OPEN
Fig. 22: Checking Left Rear Wheel Speed Sensor Signal Circuit For An Open
1. Measure the resistance of the (B4) Left Rear Wheel Speed Sensor Signal circuit between the Left
Rear Wheel Speed Sensor harness connector and the ABS harness connector.
Yes
 Go To 6.
No
Repair the open (B4) Left Rear Wheel Speed Sensor Signal circuit.
6. (B3) LEFT REAR WHEEL SPEED SENSOR SUPPLY CIRCUIT FOR A SHORT TO VOLTAGE

2. Measure the voltage of the (B3) Left Rear Wheel Speed Sensor Supply circuit at the Left Rear
Yes
 Repair the (B3) Left Rear Wheel Speed Sensor Supply circuit for a short to voltage.
No
Go To 7.
7. (B3) LEFT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT FOR A SHORT TO GROUND

2. Measure the resistance between the (B3) Left Rear Wheel Speed Sensor Supply circuit and ground.
Yes
 Repair the (B3) Left Rear Wheel Speed Sensor Supply circuit for a short to ground.
No
Go To 8.
8. (B3) LEFT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT FOR AN OPEN
Fig. 25: Checking Left Rear Wheel Speed Sensor Signal Circuit For An Open
1. Measure the resistance of the (B3) Left Rear Wheel Speed Sensor Supply circuit between the Left
Rear Wheel Speed Sensor harness connector and the ABS harness connector.
Yes
 Go To 9.
No
Repair the open (B3) Left Rear Wheel Speed Sensor Supply circuit.
9. (B4) LEFT REAR WHEEL SPEED SENSOR SUPPLY CIRCUIT FOR A SHORT TO THE (B3)
LEFT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT


2. Measure the resistance between the (B3) Left Rear Wheel Speed Sensor Supply circuit and the (B4)
Left Rear Wheel Speed Sensor Signal circuit at the ABS Module harness connector.
Yes
 Repair (B3) Left Rear Wheel Speed Sensor Supply circuit for a short to the (B4) Left Rear
No
Go To 10.


be meet.
Yes
No
 Test complete.
C0037-29-LEFT REAR SPEED SENSOR - INVALID SIGNAL

WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
CHECK LEFT REAR WHEEL SPEED SENSOR FOR LOOSENESS
LEFT REAR WHEEL BEARING AND HUB OR ENCODER FOR DAMAGE
DIAGNOSTIC TEST

be met.
Yes
 Go To 3.
No
Go To 2.


drives the vehicle.
wheel.
Is the Left Rear WSS speed showing 0 km/h (0 mph), not matching other wheels, or showing
erratic behavior?
Yes
 Go To 3.
No


CONDITION.
3. CHECK LEFT REAR WSS FOR LOOSENESS, INSPECT

2. Inspect the ABS Module harness connector and the Left Rear WSS harness connector.
3. Check the Left Rear WSS for looseness, excessive corrosion and not properly fastened.
4. Inspect the (B3) Left Rear WSS Signal and (B4) Left Rear WSS Supply circuits between the Left
Rear WSS and Anti-Lock Brake Module for damage.
Is the Left Rear WSS loose or any of the wiring/connectors/terminals damaged?
Yes
No
Go To 4.

4. CHECK LEFT REAR WHEEL SPEED SENSOR FOR DAMAGE

1. Remove the Left Rear Wheel Speed Sensor.
Is the Left Rear Wheel Speed Sensor damaged?
Yes
 Replace the Left Rear Wheel Speed Sensor in accordance with the Service Information.
No
Go To 5.

5. CHECK LEFT REAR WHEEL BEARING AND HUB OR ENCODER FOR DAMAGE
1. Inspect the Left Rear wheel bearing, hub and Encoder for excessive runout, clearance or damage.

Is the Left Rear Wheel Bearing, Hub or Encoder Damaged?
Yes
No
Go To 6.


be met.
Yes

No
 Test Complete.
C0039-29-RIGHT REAR TONE WHEEL - INVALID SIGNAL
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
IMPROPER RIGHT REAR TIRE PRESSURE/MISMATCHED TIRES
RIGHT REAR WHEEL SPEED SENSOR
NOTE: If DTC C003A-01 is present it must be repaired before continuing with this
DIAGNOSTIC TEST


be met.
Yes
 Go To 2.
No


CONDITION.
drives the vehicle.
wheel.
Is the Right Rear WSS speed showing 0 km/h (0 mph) or not matching other wheels or showing
erratic behavior?
Yes
 Go To 3.
No


CONDITION.
2. Check and adjust the Right Rear Tire pressure.

Yes
No
Go To 4.

4. CHECK RIGHT REAR WHEEL BEARING FOR DAMAGE

1. Inspect the Right Rear wheel bearing for excessive runout or clearance.

Is the Right Rear Wheel Bearing Damaged?
Yes
No
Go To 5.

5. RIGHT REAR WHEEL SPEED SENSOR

1. Replace the Right Rear Wheel Speed Sensor in accordance with the Service Information. Refer to
SENSOR, WHEEL SPEED, REAR, REMOVAL .
be met.
Yes

No
 Test Complete.
C003A-01-RIGHT REAR SPEED SENSOR - GENERAL ELECTRICAL FAILURE

WHEN MONITORED:
SET CONDITION:
When the Right Rear Wheel Speed Sensor circuit fails the diagnostic test.
POSSIBLE CAUSES
Possible Causes
(B1) RIGHT REAR WHEEL SPEED SENSOR SUPPLY CIRCUIT FOR A SHORT TO VOLTAGE
(B2) RIGHT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT FOR A SHORT TO VOLTAGE
(B1) RIGHT REAR WHEEL SPEED SENSOR SUPPLY CIRCUIT FOR A SHORT TO GROUND
(B2) RIGHT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT FOR A SHORT TO GROUND
(B1) RIGHT REAR WHEEL SPEED SENSOR SUPPLY CIRCUIT FOR AN OPEN
(B2) RIGHT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT FOR AN OPEN
(B2) RIGHT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT FOR A SHORT TO THE (B1)
RIGHT REAR WHEEL SPEED SENSOR SUPPLY CIRCUIT
DIAGNOSTIC TEST

Yes
 Go To 2.
No
 The condition that caused the symptom is currently not present. Inspect the related wiring for
wires.
CONDITION.

Yes

No
Go To 3.

3. CHECK (B2) RIGHT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT VOLTAGE
1. Disconnect the Right Rear Wheel Speed Sensor harness connector.

3. Measure the voltage between the (B2) Right Rear Wheel Speed Sensor Signal circuit and ground.
Yes
 Go To 6.
No
Go To 4.
4. (B2) RIGHT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT FOR A SHORT TO GROUND

3. Measure the resistance between the (B2) Right Rear Wheel Speed Sensor Signal circuit and
ground.
Yes
 Repair the (B2) Right Rear Wheel Speed Sensor Signal circuit for a short to ground.
No
Go To 5.
5. (B2) RIGHT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT FOR AN OPEN
Fig. 31: Checking Right Rear Wheel Speed Sensor Signal Circuit For An Open
1. Measure the resistance of the (B2) Right Rear Wheel Speed Sensor Signal circuit between the
Right Rear Wheel Speed Sensor harness connector and the ABS harness connector.
Yes
 Go To 6.
No
Repair the open (B2) Right Rear Wheel Speed Sensor Signal circuit.
6. (B1) RIGHT REAR WHEEL SPEED SENSOR SUPPLY CIRCUIT FOR A SHORT TO
VOLTAGE

2. Measure the voltage of the (B1) Right Rear Wheel Speed Sensor Supply circuit at the Right Rear
Yes
 Repair the (B1) Right Rear Wheel Speed Sensor Supply circuit for a short to voltage.
No
Go To 7.

7. (B1) RIGHT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT FOR A SHORT TO GROUND

2. Measure the resistance between the (B1) Right Rear Wheel Speed Sensor Supply circuit and
ground.
Yes
 Repair the (B1) Right Rear Wheel Speed Sensor Supply circuit for a short to ground.
No
 Go To 8.
8. (B1) RIGHT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT FOR AN OPEN
Fig. 34: Checking Right Rear Wheel Speed Sensor Signal Circuit For An Open
1. Measure the resistance of the (B1) Right Rear Wheel Speed Sensor Supply circuit between the
Right Rear Wheel Speed Sensor harness connector and the ABS harness connector.
Yes
 Go To 9.
No
Repair the open (B1) Right Rear Wheel Speed Sensor Supply circuit.
9. (B2) RIGHT REAR WHEEL SPEED SENSOR SUPPLY CIRCUIT FOR A SHORT TO THE (B1)
RIGHT REAR WHEEL SPEED SENSOR SIGNAL CIRCUIT

2. Measure the resistance between the (B1) Right Rear Wheel Speed Sensor Supply circuit and the
(B2) Right Rear Wheel Speed Sensor Signal circuit at the ABS Module harness connector.
Yes
 Repair (B1) Right Rear Wheel Speed Sensor Supply circuit for a short to the (B2) Right Rear
No
Go To 10.


be meet.
Yes
No
 Test complete.
C003A-29-RIGHT REAR SPEED SENSOR - INVALID SIGNAL


WHEN MONITORED:
SET CONDITION:
When the Antilock Brake System (ABS) Module detects multiple drastic changes in Right Rear wheel speed.
POSSIBLE CAUSES
Possible Causes
CHECK RIGHT REAR WHEEL SPEED SENSOR FOR LOOSENESS
RIGHT REAR WHEEL BEARING AND HUB OR ENCODER FOR DAMAGE
NOTE: If DTC C003A-01 is present, perform the diagnostics for this DTC before
DIAGNOSTIC TEST

be met.
Yes
 Go To 3.
No
Go To 2.


drives the vehicle.
wheel.
Is the Right Rear WSS speed showing 0 km/h (0 mph), not matching other wheels, or showing
erratic behavior?
Yes
 Go To 3.
No


CONDITION.
3. CHECK RIGHT REAR WSS FOR LOOSENESS, INSPECT

2. Inspect the ABS Module harness connector and the Right Rear WSS harness connector.
3. Check the Right Rear WSS for looseness, excessive corrosion and not properly fastened.
4. Inspect the (B1) Right Rear WSS Signal and (B2) Right Rear WSS Supply circuits between the
Right Rear WSS and Anti-Lock Brake Module for damage.
Is the Right Rear WSS loose or any of the wiring/connectors/terminals damaged?
Yes
No
Go To 4.

4. CHECK RIGHT REAR WHEEL SPEED SENSOR FOR DAMAGE

1. Remove the Right Rear Wheel Speed Sensor.
Is the Right Rear Wheel Speed Sensor damaged?

Yes
 Replace the Right Rear Wheel Speed Sensor in accordance with the Service Information.
No
Go To 5.

5. CHECK RIGHT REAR WHEEL BEARING AND HUB OR ENCODER FOR DAMAGE
1. Inspect the Right Rear wheel bearing, hub and Encoder for excessive runout, clearance or damage.

Is the Right Rear Wheel Bearing, Hub or Encoder Damaged?
Yes
No
Go To 6.


be met.
Yes
No
 Test Complete.
C003B-29-WHEEL SPEED COMPARATIVE - INVALID SIGNAL

WHEN MONITORED:
With the ignition on and vehicle speed above 15 km/h (9 mph) driving straight with no braking.
SET CONDITION:
This DTC will set when one or more wheel speed sensor speeds constantly shows a speed that is 25% lower
then any of the other wheel speed sensor speeds.
POSSIBLE CAUSES
Possible Causes
IMPROPER LEFT FRONT TIRE PRESSURE/MISMATCHED TIRES
WHEEL SPEED SENSOR (WSS)
HUB AND WHEEL BEARING DAMAGED OR INSTALLED INCORRECTLY
NOTE: Repair all other wheel speed sensor DTCs first before continuing with this
DIAGNOSTIC TEST
NOTE: Inspect the tires for improper air pressure and or mismatched tires before
continuing, repair as necessary.


Is the DTC active?
Yes
 Go To 2.
No

CONDITION.
2. With the scan tool, monitor and graph ALL the Wheel Speed Sensors speeds and compare.
Is one or more of the WSS speeds showing 0 km/h (0 mph) or not matching the other WSS speeds?
Yes
 Go To 3.
No


CONDITION.
3. INSPECT WHEEL SPEED SENSOR FOR DAMAGE

2. Inspect each WSS for looseness and or not properly fastened.
Are any WSS loose or any of the wiring/connectors/terminals damaged?
Yes
No
Go To 4.

4. CHECK EACH HUB AND WHEEL BEARING FOR DAMAGE

2. Inspect each Hub and Wheel Bearing for damage, corrosion, cracks, looseness, or improper
installation.
Are any of the Hub and or Wheel Bearings damaged?
Yes
FRONT - HUB AND BEARING, REMOVAL , or REAR - HUB AND BEARING,
REMOVAL .
No
Go To 5.

5. ANTI-LOCK BRAKE SYSTEM (ABS) MODULE

1. Replace the Wheel Speed Sensor in accordance with the Service Information. Refer to SENSOR,
WHEEL SPEED, FRONT, REMOVAL .
3. With the scan tool, monitor and graph ALL the Wheel Speed Sensors speeds and compare.
Does this DTC remain active?
Yes
 Replace the Anti-Lock Brake System (ABS) Module in accordance with the Service
No
 Test complete.
C0047-01-BRAKE PRESSURE SENSOR - GENERAL ELECTRICAL FAILURE
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
No

CONDITION.
C0047-62-BRAKE PRESSURE SENSOR - SIGNAL COMPARE FAILURE
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
AIR IN BRAKE SYSTEM
BRAKE SWITCH SIGNAL OPEN
DIAGNOSTIC TEST

Yes
 Go To 2.
No


CONDITION.
2. CHECK BRAKE PRESSURE SENSOR
2. With the scan tool look at Brake Pressure Sensor Signal and the Brake Switch Signal.
3. With the brakes not applied the Pressure Sensor should read ±15 bar (218 psi).
4. Apply the brakes the Pressure Sensor should read above 15 bar (218 psi).
Did Brake Pressure Sensor increase above 15 bar (218 psi)?
Yes
No
Go To 3.

3. CHECK FOR AIR IN BRAKE SYSTEM
NOTE: Before continuing the brake system must be bled to verify there is no air in
the brake system.
1. Turn ignition off.

2. Bleed brake system.
Was there any air in the brake system?
Yes
 Repair as needed.
No
C0051-29-STEERING ANGLE SENSOR (ESP) - INVALID SIGNAL
For a complete wiring diagram refer to appropriate SYSTEM WIRING DIAGRAMS article
WHEN MONITORED:
SET CONDITION:
When the Anti-Lock Brake (ABS) Module detects too rapid of a change in the Steering Angle Sensor (SAS).
POSSIBLE CAUSES
Possible Causes
STEERING ANGLE SENSOR (SAS) LOOSE OR WIRING HARNESS DAMAGE
CLOCKSPRING ASSEMBLY
DIAGNOSTIC TEST
1. Perform any Technical Service Bulletins (TSBs) that may apply

4. Using the scan tool, read and record Environmental Data.
6. With scan tool, graph the steering angle while slowly rotating steering wheel from lock to lock.
Is the graph displaying erratic signal behavior or is the DTC active at this time?
Yes
 Replace the Steering Angle Sensor (SAS) in accordance with service information. Refer to
No
Go To 2.
2. CHECK THE TERMINALS/CONNECTORS/WIRING HARNESS FOR DAMAGE


NOTE: Proper Steering Angle Sensor (SAS) installation is crucial for proper
operation.
1. Inspect the Steering Angle Sensor (SAS).

2. Check all related wiring for bruised, chafed, pierced, or partially broken wires.
3. Check all related connectors for broken, bent, pushed out, or corroded terminals.
Yes
No
 Replace the Antilock Brake System (ABS) Module in accordance with service information.
Refer to MODULE, ANTI-LOCK BRAKE SYSTEM, REMOVAL .
C0051-54-STEERING ANGLE SENSOR (EPS) - MISSING CONFIGURED
WHEN MONITORED:
Ignition on.
SET CONDITION:
When the ABS Module detects that a new Steering Angle Sensor has been placed on the vehicle, but it has not
been calibrated.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. PERFORM THE LONGITUDINAL G-SENSOR ROUTINE

2. With the scan tool, read and record the ABS DTCs.
WARNING: To avoid possible serious or fatal injury, check brake capability

is available before road testing.
3. With the scan tool, perform the "Longitudinal G-Sensor" routine and perform and the ABS
VERIFICATION TEST. Refer to ABS VERIFICATION TEST.
Was the routine successful?
Yes
 Go To 2.
No
Perform the "Longitudinal G-Sensor" routine again, if still unsuccessful.


 Go To 3.
2. VERIFY IF THE DTC IS STILL ACTIVE


3. Test drive the vehicle by turning the vehicle left and right in a curving manner at a velocity
between 15 and 35 km/h (9 and 22 mph).
4. Park the vehicle.
Yes
 Go To 3.
No
Test complete.


2. Replace the Steering Angle Sensor (SAS) in accordance with the Service Information. Refer to
Yes
No
 Test complete.
C0051-86-STEERING ANGLE SENSOR (EPS) - BUS SIGNAL INVALID
WHEN MONITORED:
SET CONDITION:
When the Anti-Lock Brake (ABS) Module detects too rapid of a change in the Steering Angle Sensor (SAS).
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST


6. With scan tool, graph the steering angle while slowly rotating steering wheel from lock to lock.
Is the graph displaying erratic signal behavior or is the DTC active at this time?
Yes
 Replace the Steering Angle Sensor (SAS) in accordance with service information. Refer to
No
Go To 2.
2. CHECK THE TERMINALS/CONNECTORS/WIRING HARNESS FOR DAMAGE

NOTE: Proper Steering Angle Sensor (SAS) installation is crucial for proper
operation.
1. Inspect the Steering Angle Sensor (SAS).

Yes
No
C0061-29-LATERAL ACCELERATION SENSOR - INVALID SIGNAL
WHEN MONITORED:
SET CONDITION:
When the Anti-Lock Brake (ABS) Module detects a invalid signal from the Dynamics Sensor.
POSSIBLE CAUSES
Possible Causes
DYNAMICS SENSOR IMPROPERLY INSTALLED/LOOSE OR WIRING HARNESS DAMAGE
DYNAMICS SENSOR
DIAGNOSTIC TEST

Yes
 Go To 2.
No

wires.
CONDITION.
2. DYNAMICS SENSOR IMPROPERLY INSTALLED/LOOSE OR WIRING HARNESS DAMAGE
1. Inspect the Dynamics Sensor and mounting.
Yes
No
Go To 3.

3. DYNAMICS SENSOR
1. Replace the Dynamics Sensor in accordance with service information. Refer to SENSOR,
DYNAMICS, REMOVAL .
Perform the ABS VERIFICATION TEST. Refer to ABS VERIFICATION TEST.
Yes
No
 Test complete.
C0061-86-LATERAL ACCELERATION SENSOR - BUS SIGNAL INVALID
WHEN MONITORED:
SET CONDITION:
When the Anti-Lock Brake (ABS) Module detects an invalid signal from the Dynamics Sensor.
POSSIBLE CAUSES
Possible Causes
DYNAMICS SENSOR ASSEMBLY
DIAGNOSTIC TEST

Yes
 Go To 2.
No

wires.
CONDITION.

Yes
No
Go To 3.

3. DYNAMICS SENSOR
DYNAMICS, REMOVAL .
Yes
No
 Test complete.
C0062-29-LONGITUDINAL ACCELERATION SENSOR - INVALID SIGNAL
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DYNAMICS SENSOR
DIAGNOSTIC TEST

Yes
 Go To 2.
No

wires.
CONDITION.
Yes
No
Go To 3.

3. DYNAMICS SENSOR
DYNAMICS, REMOVAL .
Yes
No
 Test complete.
C0062-54-LONGITUDINAL ACCELERATION SENSOR - MISSING CALIBRATION
WHEN MONITORED:
Ignition on.
SET CONDITION:
When the ABS Module detects that a new Dynamics Sensor has been placed on the vehicle, but it has not been
calibrated.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST


Yes
 Go To 2.
No
Perform the "Longitudinal G-Sensor" routine again, if still unsuccessful.


 Go To 3.


Yes
 Go To 3.
No
Test complete.


DYNAMICS, REMOVAL .
Yes
No
 Test complete.
C0062-86-LONGITUDINAL ACCELERATION SENSOR - BUS SIGNAL INVALID
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST


Yes
 Go To 2.
No

wires.
CONDITION.
Yes
No
Go To 3.

3. DYNAMICS SENSOR
DYNAMICS, REMOVAL .
Yes
No
 Test complete.
C0063-29-YAW RATE SENSOR - INVALID SIGNAL
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
 Go To 2.
No

wires.
CONDITION.

Yes
No
Go To 3.

3. DYNAMICS SENSOR
DYNAMICS, REMOVAL .
Yes
No
 Test complete.
C0063-62-YAW RATE SENSOR - SIGNAL COMPARE FIGURE
WHEN MONITORED:
SET CONDITION:
When the Anti-Lock Brake (ABS) Module detects a invalid signal from the Dynamics Sensor.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
 Go To 2.
No

wires.
CONDITION.
Yes
No
Go To 3.

3. DYNAMICS SENSOR
DYNAMICS, REMOVAL .
Yes
No
 Test complete.
C0063-86-YAW RATE SENSOR - BUS SIGNAL INVALID
WHEN MONITORED:
Continuously with the ignition on, one valid CAN message received at least once.
SET CONDITION:
When the Anti-Lock Brake system (ABS) Module detects an invalid signal from the Dynamics Sensor.
POSSIBLE CAUSES
Possible Causes
DYNAMICS SENSOR
DIAGNOSTIC TEST

Yes
 Go To 2.
No

wires.
CONDITION.
Yes
No
Go To 3.

3. DYNAMICS SENSOR
DYNAMICS, REMOVAL .

Yes
No
 Test complete.
C1115-16-VALVE SUPPLY VOLTAGE - BELOW THRESHOLD


WHEN MONITORED:
Ignition on.
SET CONDITION:
If the sensed ignition voltage drops below 9 volts with engine running or vehicle speed present for 100 msec or
if voltage is below 7 volts the maturation time changes to 15 ms.
POSSIBLE CAUSES
Possible Causes
CHARGING SYSTEM
POWER CIRCUITS OPEN OR HIGH RESISTANCE
GROUND CIRCUITS OPEN OR HIGH RESISTANCE
DIAGNOSTIC TEST
NOTE: Diagnose and repair any Powertrain Charging system DTCs before
continuing with this procedure.
NOTE: Make sure the battery is fully charged.

3. Turn ignition off to the lock position.
Yes
 Go To 2.
No


CONDITION.
2. POWER CIRCUITS FOR AN OPEN OR HIGH RESISTANCE


4. With a 12-volt test light connected to ground, check the (A107) Fused B+, (A111) Fused B+ and
(F941) Fused Ignition Switch Output circuits at the ABS harness connector.
Yes
 Go To 3.
No
Repair the Power circuits for an open or high resistance.


3. GROUND CIRCUITS OPEN OR HIGH RESISTANCE


2. With a test light connected to B+ check (Z907) and (Z908) Ground circuits at the ABS harness
connector.
Yes
 Replace the Antilock Brake System (ABS) Module in accordance with the service
information. Refer to MODULE, ANTI-LOCK BRAKE SYSTEM, REMOVAL .
No
 Repair the Ground circuits for an open or high resistance.

C1200-16-BATTERY VOLTAGE - BELOW THRESHOLD


WHEN MONITORED:
Ignition on.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
CHARGING SYSTEM
DIAGNOSTIC TEST

Yes
 Go To 2.
No


CONDITION.


4. With a 12-volt test light connected to ground, check the Fused B+ and Fused Ignition Switch
Output circuits at the ABS Module harness connector.
Yes
 Go To 3.
No




2. With a test light connected to B+ check the Ground circuits at the ABS Module harness connector.
Yes
No

C1200-17-BATTERY VOLTAGE - ABOVE THRESHOLD
WHEN MONITORED:
Ignition on.
SET CONDITION:
If the sensed ignition voltage is greater than 16.5 volts for 100 msec.
POSSIBLE CAUSES
Possible Causes
POWERTRAIN CONTROL MODULE (PCM) CHARGING SYSTEM DTCS PRESENT
DIAGNOSTIC TEST
1. CHARGING SYSTEM DTCS PRESENT
NOTE: Disconnect battery charger before continuing.

2. With the scan tool, read DTCs in the PCM.
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 CHARGING SYSTEM - DIAGNOSIS AND TESTING .
No
 Go To 2.

Yes
No
 Perform the ABS-INTERMITTENT TEST. Refer to ABS INTERMITTENT

CONDITION.
C1205-49-VALVE RELAY - INTERNAL ELECTRONIC FAILURE
WHEN MONITORED:
Ignition on.
SET CONDITION:
The Antilock Brake System (ABS) Module has detected an internal error.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST
1. ANTI-LOCK BRAKE SYSTEM (ABS) MODULE INTERNAL CONDITION

1. The ABS Module is reporting internal errors.
NOTE: Before continuing, check the Antilock Brake System (ABS) Module
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
C1206-01-PRIMING VALVE 1 - GENERAL ELECTRICAL FAILURE
WHEN MONITORED:
Ignition on.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
No
C1207-01-PRIMING VALVE 2 - GENERAL ELECTRICAL FAILURE
WHEN MONITORED:
Ignition on.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST


Yes
No
C1208-01-PILOT VALVE 1 - GENERAL ELECTRICAL FAILURE
WHEN MONITORED:
Ignition on.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
No
C1209-01-PILOT VALVE 2 - GENERAL ELECTRICAL FAILURE
WHEN MONITORED:
Ignition on.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
No
C120A-24-ESC SWITCH - SIGNAL STUCK HIGH
WHEN MONITORED:
Continuous monitoring.
SET CONDITION:
If the Anti-Lock Brake System (ABS) Module senses voltage from the Electronic Stability Control (ESC)
Switch for longer than 20 seconds.
POSSIBLE CAUSES
Possible Causes
ESC ON/OFF SENSE CIRCUIT FOR A SHORT TO VOLTAGE
ELECTRONIC STABILITY CONTROL (ESC) SWITCH
ANTI-LOCK BRAKES SYSTEM (ABS) MODULE
DIAGNOSTIC TEST

Yes
 Go To 2.
No


CONDITION.
2. ELECTRONIC STABILITY CONTROL (ESC) SWITCH
2. Disconnect the ESC Switch harness connector.
Yes
 Go To 3.
No
Replace the Electronic Stability Control (ESC) Switch in accordance with the Service

Information. Refer to SWITCH, ELECTRONIC STABILITY PROGRAM (ESP),
DESCRIPTION .
3. ESC ON/OFF SENSE CIRCUIT FOR A SHORT TO VOLTAGE

Fig. 44: Checking ESC On/Off Sense Circuit For A Short To Voltage

4. Measure the voltage of the ESC ON/OFF Sense circuit at the ABS MODULE harness connector.
Yes
 Repair the ESC ON/OFF Sense circuit for a short to voltage.

No
 Replace the Antilock Bake System (ABS) Module in accordance with the Service
C1210-86-ABS/ESC LAMP COMMUNICATION - INVALID SIGNAL
WHEN MONITORED:
Ignition on.
SET CONDITION:
The Antilock Brake System (ABS) Module is receiving invalid messages from the Body Control Module
(BCM) this DTC is set.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

3. With the scan tool, read and record the DTCs.
4. With the scan tool, read and record the Environmental Data to help identify the conditions in which
the DTC was set.
Yes
 Go To 2.
No


CONDITION.
1. Replace the Antilock Brake System (ABS) Module in accordance with the Service Information.

Yes
No
 Test complete.
C1211-49-ABS INTERNAL ELECTRONIC FAILURE
WHEN MONITORED:
Ignition on.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
No
C1212-55-VARIANT CODING - NOT CONFIGURED
WHEN MONITORED:
Ignition on.
SET CONDITION:
If the Anti-Lock Brake Module detects an invalid variant code.
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST


Yes
No
 Perform the "Longitudinal G-Sensor" routine again, if still unsuccessful.

C1213-54-EOL MISSING CALIBRATION
WHEN MONITORED:
Ignition on.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST


Yes
No

C1213-55-EOL NOT CONFIGURED
WHEN MONITORED:
Ignition on.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST


Yes
No

C1214-01-YAW/LATERAL/LONGITUDINAL SENSOR CLUSTER - GENERAL ELECTRICAL

FAILURE
Fig. 45: Dynamic Sensor Wiring Diagram

WHEN MONITORED:
SET CONDITION:
When the Dynamics Sensor has detected an over or under voltage.
POSSIBLE CAUSES
Possible Causes
POWER CIRCUIT FOR AN OPEN OR SHORTED
GROUND CIRCUIT FOR AN OPEN
DYNAMICS SENSOR
DIAGNOSTIC TEST

Yes
 Go To 2.
No


CONDITION.
2. POWER CIRCUIT FOR AN OPEN OR SHORTED
Fig. 46: Checking Power Circuit For An Open Or A Short


Yes
 Go To 3.
No


3. GROUND CIRCUIT FOR AN OPEN
Fig. 47: Checking Ground Circuit For An Open

Yes
 Replace the Dynamics Sensor in accordance with the Service Information. Refer to
SENSOR, DYNAMICS, REMOVAL .
No
 Repair the Ground circuit for an open.

C1215-24-BRAKE SWITCH - STUCK HIGH
WHEN MONITORED:
Continuously monitored.
SET CONDITION:
If the Anti-Lock Brakes System (ABS) Module detects that the Stop Lamp Switch is stuck high.
POSSIBLE CAUSES
Possible Causes
STOP LAMP SWITCH INSTALLATION
STOP LAMP SWITCH
NOTE: Diagnose and repair any Powertrain Control Module (PCM), VIN or
Communication DTCs before continuing with this diagnostic procedure.
DIAGNOSTIC TEST

3. With the scan tool, read and record Environmental Data (EV Data).
4. With the scan tool, erase the ABS DTCs.
5. Cycle the ignition switch.
WARNING: Make sure brake capability is available before road testing.
6. Test drive the vehicle by turning the vehicle left or right in a curving manner at a velocity between
10 and 20 km/h (6 and 12 mph).

Yes
 Go To 2.
No


CONDITION.
2. CHECK THE STOP LAMP SWITCH INSTALLATION
2. Inspect the Stop lamp Switch to make sure it is properly installed.
4. Check the Stop lamp Switch to make sure it is returning to the proper position.
Yes
No
 Go To 3.
3. STOP LAMP SWITCH OPERATION
2. With the scan tool, observe the PRIMARY BRAKE SWITCH status.
3. Press the brake pedal.
4. Release the brake pedal.
Is the brake pedal switch status operating correctly?
Yes
No
C1215-29-BRAKE LIGHT SWITCH - INVALID SIGNAL
WHEN MONITORED:
With ignition on, but not if supply voltage faults are detected.
SET CONDITION:
If the Anti-Lock Brake System (ABS) Module detects that the Brake Lamp Switch is sending an internal failure
message.
POSSIBLE CAUSES
Possible Causes
STOP LAMP SWITCH INSTALLATION
STOP LAMP SWITCH
NOTE: Diagnose and repair any Powertrain Control Module (PCM), VIN or
Communication DTCs before continuing with this diagnostic procedure.
DIAGNOSTIC TEST

3. With the scan tool, read and record Environmental Data (EV Data).
4. With the scan tool, erase the ABS DTCs.
5. Cycle the ignition switch.
WARNING: Make sure brake capability is available before road testing.
6. Test drive the vehicle by turning the vehicle left or right in a curving manner at a velocity between
10 and 20 km/h (6 and 12 mph).
Yes
 Go To 2.
No


CONDITION.
2. CHECK THE STOP LAMP SWITCH INSTALLATION
2. Inspect the Stop lamp Switch to make sure it is properly installed.
4. Check the Stop lamp Switch to make sure it is returning to the proper position.
Yes
No
Go To 3.

3. STOP LAMP SWITCH

1. Replace the Stop Lamp Switch in accordance with the Service Information. Refer to SWITCH,
STOP LAMP, REMOVAL .
Yes
 Perform ABS VERIFICATION TEST. Refer to ABS VERIFICATION TEST.
No
 Test complete.
C1217-72-REVERSE GEAR SWITCH - ACTUATOR STUCK OPEN
For a complete wiring diagram, refer to appropriate SYSTEM WIRING DIAGRAMS article
WHEN MONITORED:
SET CONDITION:
When the Anti-Lock Brake System (ABS) Module detects the signal from the reverse gear switch actuator is
stuck open.
POSSIBLE CAUSES
Possible Causes
REVERSE GEAR SWITCH
DIAGNOSTIC TEST

the DTC was set.
6. Shift the transmission into Reverse.
7. With the scan tool, read and the DTCs.
Yes
 Go To 2.
No


CONDITION.
2. REVERSE GEAR SWITCH OPERATION
2. With the scan tool, actuate the reverse gear switch.
Does the reverse gear switch actuate correctly?
Yes
No
 Replace the Reverse Gear Switch in accordance with the Service Information. For Automatic
Transmissions, Refer to SHIFTER, TRANSMISSION, REMOVAL . For Manual
Transmissions refer to C510 M/T - SWITCH, BACKUP LAMP, REMOVAL or C514
M/T - SWITCH, BACKUP LAMP, REMOVAL .
C1217-73-REVERSE GEAR SWITCH - ACTUATOR STUCK CLOSED
WHEN MONITORED:
SET CONDITION:
When the Anti-Lock Brake System (ABS) Module detects the signal from the reverse gear switch actuator is
stuck closed.
POSSIBLE CAUSES
Possible Causes
REVERSE GEAR SWITCH
DIAGNOSTIC TEST

the DTC was set.
6. Shift the transmission into Reverse.
7. With the scan tool, read and the DTCs.
Yes
 Go To 2.
No
Perform the ABS INTERMITTENT CONDITION TEST. Refer to ABS INTERMITTENT

CONDITION.
2. REVERSE GEAR SWITCH OPERATION
2. With the scan tool, actuate the reverse gear switch.
Does the reverse gear switch actuate correctly?
Yes
No
 Replace the Reverse Gear Switch in accordance with the Service Information. For Automatic
Transmissions, Refer to SHIFTER, TRANSMISSION, REMOVAL . For Manual
Transmissions refer to C510 M/T - SWITCH, BACKUP LAMP, REMOVAL or C514
M/T - SWITCH, BACKUP LAMP, REMOVAL .
C1218-4B-VALVES ACTUATED TOO LONG BY TESTER - OVER TEMPERATURE

WHEN MONITORED:
SET CONDITION:
When the Antilock Brake System (ABS) Module calculated thermal model has determined that there has been
excessive system activation.
POSSIBLE CAUSES
Possible Causes
ABS, TCS, ESP CONTROL TOO LONG OR TO FREQUENT
DIAGNOSTIC TEST

Yes
 Go To 2.
No


CONDITION.
NOTE: Check with customer on driving terrain (e.g. mud, snow, ice) for set
condition.
1. Visually inspect the ABS Module wiring.

2. Visually inspect the braking system.
Yes
No
C1219-16-PUMP SUPPLY VOLTAGE - BELOW THRESHOLD


WHEN MONITORED:
Ignition on.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
CHARGING SYSTEM
DIAGNOSTIC TEST

Yes
 Go To 2.
No


CONDITION.


4. With a 12-volt test light connected to ground, check the (A107) Fused B+, (A111) Fused B+ and
(F941) Fused Ignition Switch Output circuits at the ABS harness connector.
Yes
 Go To 3.
No




2. With a test light connected to B+ check (Z907) and (Z908) Ground circuits at the ABS harness
connector.
Yes
No

C1220-95-WHEEL SPEED SENSORS SWAPPED


WHEN MONITORED:
With the ignition on and vehicle speed above 15 km/h (9 mph) driving straight with no braking.
SET CONDITION:
This DTC will set when the Antilock Brake System (ABS) Module detects that the rear wheel speed sensors are
transposed.
POSSIBLE CAUSES
Possible Causes
WHEEL SPEED SENSOR (WSS)
NOTE: Repair all other wheel speed sensor DTCs first before continuing with this
DIAGNOSTIC TEST
NOTE: Inspect the tires for improper air pressure and or mismatched tires before
continuing, repair as necessary.


Is the DTC active?
Yes
 Go To 2.
No


CONDITION.
2. INSPECT THE REAR WHEEL SPEED SENSOR WIRING
2. Check that the rear wheel speed sensor wiring harnesses are correctly routed to the proper rear
wheel speed sensor.
Are the Wheel Speed Sensor's wired correctly?

Yes
No
C1221-86-PCM BUS SIGNAL INVALID
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
 Refer to U1701-87-LOST COMMUNICATION WITH PCM and perform the U1701-87-

Lost Communication with PCM diagnostic procedure.
No
U0001-87-CAN-C BUS MISSING MESSAGE
WHEN MONITORED:
SET CONDITION:
The controller detects an open, short to ground or a short to voltage on the High Speed CAN Bus circuits.
POSSIBLE CAUSES
Possible Causes
HIGH SPEED CAN BUS CIRCUITS OPEN OR SHORTED
ANY HIGH SPEED CAN BUS MODULE
DIAGNOSTIC TEST

Is this DTC active at this time?
Yes
 Refer to U0001-87-CAN C BUS - NO SIGNAL and perform the U0001-87-CAN C BUS -

No
U0001-88-CAN-C BUS OFF
WHEN MONITORED:
Ignition on, battery voltage between 9 and 16 volts.
SET CONDITION:
The Antilock Brake Module (ABS) Module has detected catastrophic failure on the CAN bus.
POSSIBLE CAUSES
Possible Causes
BODY CONTROL MODULE (BCM) NOT CONFIGURED CORRECTLY
DIAGNOSTIC TEST

Yes
 Refer to BODY CONTROL MODULE (BCM) - DIAGNOSTIC CODE INDEX and

perform the appropriate diagnostic procedure.
No
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
BODY CONTROL MODULE
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 2.
No
Go To 3.


Yes
 Perform the BODY VERIFICATION TEST. Refer to STANDARD PROCEDURE .
No

was set.
Yes
No
 Test complete.
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
No
WHEN MONITORED:
Powertrain Control Module (PCM) is configured correctly.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
POWERTRAIN CONTROL MODULE
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 2.
No
Go To 3.


Yes
 Perform the PCM VERIFICATION TEST. Refer to EAB - POWERTRAIN
No

was set.
Yes
No
 Test complete.
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST


Does the scan tool display: U1701-87-LOST COMMUNICATION WITH PCM?
Yes
 Refer to U1701-87-LOST COMMUNICATION WITH PCM and perform the U1701-87-

Lost Communication with PCM diagnostic procedure.
No
U1702-86-ABS/EPS SIGNAL INVALID
WHEN MONITORED:
Continuously when the ignition is on and the battery voltage is between 10 and 16 volts.
SET CONDITION:
Whenever the communication data sent over the CAN BUS from the Electric Power Steering (EPS) Module is
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Go To 3.


Yes
 Replace the Electric Power Steering (EPS) module in accordance with the Service
Information. Refer to LOCK HOUSING, STEERING COLUMN, REMOVAL .
No

was set.
Yes
No
 Test complete.
U1702-87-ABS/EPS MISSING MESSAGE
WHEN MONITORED:
Continuously when the ignition is on and the battery voltage is between 10 and 16 Volts.
SET CONDITION:
Bus messages not received from the Electric Power Steering (EPS) Module for approximately two to five
seconds.
POSSIBLE CAUSES
Possible Causes
ELECTRIC POWER STEERING (EPS) MODULE POWER AND GROUND
ELECTRIC POWER STEERING (EPS) MODULE
DIAGNOSTIC TEST

Yes
 Refer to U1702-87-LOST COMMUNICATION WITH EPS and perform the U1702-87-

Lost Communication with EPS diagnostic procedure.
No
U1711-86-IMPLAUSIBLE DATA RECEIVED FROM TCM
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
DIAGNOSTIC TEST

Is this DTC active?
Yes
 Go To 2.
No
Go To 3.


Yes
 Replace and program the Transmission Control Module (TCM) in accordance with the
Service Information. Refer to MODULE, TRANSMISSION CONTROL [EAJ, DDG],
REMOVAL or MODULE, TRANSMISSION CONTROL [EAB, DF1], REMOVAL .
No

was set.
Yes
No
 Test complete.
U1711-87-LOST COMMUNICATION WITH TCM
WHEN MONITORED:
SET CONDITION:
seconds.
POSSIBLE CAUSES
Possible Causes

TRANSMISSION CONTROL MODULE POWER AND GROUND
DIAGNOSTIC TEST

Does the scan tool display: U1711-87-LOST COMMUNICATION WITH TCM?
Yes
 Refer to U1711-87-LOST COMMUNICATION WITH TCM/MTA and perform the

U1711-87-Lost Communication with TCM diagnostic procedure.
No
U1715-86-YAW RATE SENSOR SIGNAL INVALID
WHEN MONITORED:
Continuously when the ignition is on and the battery voltage is between 10 and 16 volts.
SET CONDITION:
Whenever the communication data sent over the CAN BUS from the Dynamics Sensor is missing part of the
message, the message is corrupted, or the message is an irrational value.
POSSIBLE CAUSES
Possible Causes
DYNAMICS SENSOR
DIAGNOSTIC TEST

Yes
 Go To 2.
No
Go To 3.


Yes
 Replace the Dynamics Sensor in accordance with the Service Information. Refer to
SENSOR, DYNAMICS, REMOVAL .
No

was set.

Yes
No
 Test complete.
U1715-87-YAW RATE SENSOR MISSING MESSAGE
WHEN MONITORED:
SET CONDITION:
Bus messages not received from the Dynamics Sensor for approximately two to five seconds.
POSSIBLE CAUSES
Possible Causes
DYNAMICS SENSOR POWER AND GROUND
DYNAMICS SENSOR
DIAGNOSTIC TEST

Does the scan tool display: U1715-87-LOST COMMUNICATION WITH YRS?

Yes
 Refer to U1715-87-LOST COMMUNICATION WITH YRS and perform the U1715-87-

Lost Communication with YRS diagnostic procedure.
No
STANDARD PROCEDURE
ABS INTERMITTENT CONDITION
DIAGNOSTIC TEST
1. PERFORM ABS INTERMITTENT CONDITION TEST
NOTE: The conditions that set the DTC are not present at this time. The following
list may help in identifying the intermittent condition.
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

2. Review the scan tool Environmental Data (EV Data). If possible, try to duplicate the conditions
under which the DTC set.
4. Visually inspect the related wire harness. Disconnect all the related harness connectors. Look for
any chafed, pierced, pinched, partially broken wires and broken, bent, pushed out, or corroded
terminals.
5. Wiggle the wires while checking for shorts and open circuits.
6. Perform a voltage drop test on the related circuits between the suspected inoperative component
and the Anti-Lock Brake Module.
7. Inspect and clean all PCM, ABS, engine, and chassis grounds that are related to the most current
DTC.
8. If numerous trouble codes were set, use a wire schematic and look for any common ground or
supply circuits
9. For any Relay DTCs, actuate the Relay with the scan tool and wiggle the related wire harness to try
to interrupt the actuation.
10. Use the scan tool to perform a System Test if one applies to failing component.
11. A co-pilot, data recorder, or lab scope should be used to help diagnose intermittent conditions.
12. Test drive the vehicle over 15 km/h (9 mph).
Were any problems found during the above inspections?
Yes
 Perform the necessary repairs.

 Perform ABS VERIFICATION TEST. Refer to ABS VERIFICATION TEST.
No
 Test Complete, the condition or conditions that originally set this DTC are not present at this
time.
ABS VERIFICATION TEST
DIAGNOSTIC TEST
1. ABS VERIFICATION TEST
WARNING: To avoid possible serious or fatal injury, check brake capability is

available before road testing.
NOTE: If the Anti-Lock Brake System (ABS) Module, Clockspring/Steering Angle

Sensor (SAS), or Dynamics Sensor were replaced, or if any mounting
problems with Clockspring/SAS or Dynamics Sensor, ABS Module must
be initialized using the scan tool. If not initialized, the ABS indicator will
flash continuously with no DTCs. To initialize the ABS Module and clear
offsets have wheels pointing straight ahead and follow the directions on
the scan tool. The drive test requires a 90° turn. If the Dynamics Sensor
was replaced, test drive the vehicle by turning the vehicle left or right in a
curving manner at a velocity between 10 and 25 km/h (6 and 15 mph).

2. Connect all previously disconnected components and connectors.
3. Verify all accessories are turned off and the battery is fully charged.
4. Verify that the ignition is on, with the scan tool, erase all Diagnostic Trouble Codes from All
modules. Start the engine and allow it to run for two minutes and fully operate the system that was
indicating the failure.
5. Turn the ignition off and wait five seconds. Turn the ignition on and using the scan tool, read DTCs
from all modules.
6. If any Diagnostic Trouble Codes are present, Refer to DIAGNOSIS AND TESTING and perform
the diagnostic procedure.
NOTE: For Sensor Signal Plausibility and Pump Motor faults, the ABS
Module must verify that the failure conditions are no longer present
in the current ignition cycle before it can turn off the failure lamp(s).
This may require the vehicle to be driven for several minutes above
15 k/mh (9 mph). Once it has been determined that the failure
condition is no longer present the lamp(s) will be turned off.
7. If there are no DTCs present after turning ignition on, road test the vehicle for at least five minutes.
Perform several antilock braking stops.
8. If there are no DTCs present after turning ignition on, road test the vehicle for at least five minutes.
 Slowly turn the steering wheel from lock to lock.
 Test drive the vehicle by turning the vehicle left or right in a curving manner at a speeds
 Perform several antilock braking stops.
9. Again, with the scan tool read DTCs. If any DTCs are present, Refer to DIAGNOSIS AND
TESTING for the diagnostic procedure and troubleshoot the new or recurring DTC.
10. If there are no Diagnostic Trouble Codes (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
 Repair is not complete, perform the appropriate diagnostic procedure. Refer to DIAGNOSIS
AND TESTING.
No
 Repair is complete.
2012 BRAKES Antilock Brake System (ABS) - Service Information - Fiat 500
2012 BRAKES
Antilock Brake System (ABS) - Service Information - Fiat 500
CAUTION
CAUTION
The antilock brake system uses an electronic control module known as the Antilock Brake Module (ABM). This
module is designed to withstand normal current draws associated with vehicle operation. Care must be taken to
avoid overloading the circuits.
CAUTION: In testing for open or short circuits, do not ground or apply voltage to any
of the circuits unless instructed to do so for a diagnostic procedure.
CAUTION: These circuits should only be tested using a high impedance multi-meter
or the designated scan tool as described in this service information.
Power should never be removed or applied to any control module with the
ignition in the ON position. Before removing or connecting battery cables,
fuses, or connectors, always turn the ignition to the OFF position.
CAUTION: The ABM 47-way connector should never be connected or disconnected

with the ignition switch in the ON position.
CAUTION: This vehicle utilizes active wheel speed sensors. Do not apply voltage to
wheel speed sensors at any time.
CAUTION: Use only factory wiring harnesses. Do not cut or splice wiring to the brake
circuits. The addition of aftermarket electrical equipment (car phone, radar
detector, citizen band radio, trailer lighting, trailer brakes, etc.) on a
vehicle equipped with antilock brakes may affect the function of the
antilock brake system.
CAUTION: When performing any service procedure on a vehicle equipped with ABS,
do not apply a 12-volt power source to the ground circuit of the pump
motor in the HCU. Doing this will damage the pump motor and will require
replacement of the entire HCU.
CAUTION: An attempt to remove or disconnect certain system components may

result in improper system operation. Only those components with
approved removal and installation procedures in this information should
be serviced.
CAUTION: If welding work is to be performed on the vehicle using an electric arc

welder, the ABM connector should be disconnected during the welding
operation.
CAUTION: Many components of the ABS are not serviceable and must be replaced as
an assembly. Do not disassemble any component which is not designed to
be serviced.
CAUTION: Brake fluid will damage painted surfaces. If brake fluid is spilled on any
painted surface, wash off with water immediately.
CAUTION: Only the recommended jacking or hoisting positions for this vehicle are to
be used whenever it is necessary to lift a vehicle.
DESCRIPTION
ANTILOCK BRAKE SYSTEM
This vehicle uses an antilock brake system standard with Electronic Stability Control (ESC) and All-Speed
Traction Control.
This antilock brake system uses components of the base brake system, but also features the following
components:
 Integrated Control Unit (ICU) - Hydraulic Control Unit (HCU) (2) and Antilock Brake Module (ABM)
(1)
 Wheel Speed Sensors (WSS) - Four sensors (one at each wheel)
 Steering Angle Sensor - Part of the Steering Column Module.
 Dynamics Sensor Module - Includes Yaw rate and lateral acceleration sensors
The ABS system is made up of the Hydraulic Control Unit (HCU) and the Antilock Brake Module (ABM). For
additional information on these components. Refer to HYDRAULIC CONTROL UNIT (HCU),
DESCRIPTION and MODULE, ANTI-LOCK BRAKE SYSTEM, DESCRIPTION .
ABS
The purpose of the antilock brake system (ABS) is to prevent wheel lockup under braking conditions on
virtually any type of road surface. Antilock braking is desirable because a vehicle that is stopped without
locking the wheels retains directional stability and some steering capability. This allows the driver to retain
greater control of the vehicle during braking.
All vehicles use Electronic Variable Brake Proportioning (EVBP) to balance front-to-rear braking when the
brakes are applied in the partial braking range. For more information on electronic brake distribution. Refer to
ELECTRONIC VARIABLE BRAKE PROPORTIONING.
ELECTRONIC STABILITY CONTROL
For information on the Electronic Stability Control. Refer to ELECTRONIC STABILITY CONTROL.
TRACTION CONTROL
For information on the All-Speed Traction Control. Refer to TRACTION CONTROL.
Electronic Stability Control (ESC), which includes Hydraulic Brake Assist, Traction Control, Electronic Roll
Mitigation, and Brake Lock Differentials is standard on all vehicles. ESC aids the driver in maintaining vehicle
directional stability. ESC will do whatever can be done, within the limits of available traction, to keep the car on
course.
ESC uses the ABS with Traction Control along with the following components to operate:
 Dynamics (ESC) Sensor

 Steering Angle Sensor (SAS)
The Dynamics Sensor that is mounted under the center console, which is near the center of gravity of the car for
effective sensing. Refer to SENSOR, DYNAMICS, DESCRIPTION. The Steering Angle Sensor is located in
the steering column. Refer to SENSOR, STEERING WHEEL ANGLE, DESCRIPTION.
On this vehicle, ESC has three modes: Full-On, Partial and Full-Off. The ESC default mode is Full-On with
every key-on. Pressing the ESC Off switch button in the center stack once activates the Partial mode. In Partial
mode, Traction Control is deactivated and ESC operates at a higher threshold, therefore, it will not come on as
aggressively as in the Full-On mode. Pressing and holding the ESC Off switch button for five seconds or longer
turns the system completely off. This condition is confirmed by a single warning chime and a text message in
the odometer display "ESC FULL OFF." The system can be returned to "normal" Full-On mode by briefly
pressing and releasing the ESC Off switch.
HYDRAULIC BRAKE ASSIST
Brake Assist is programmed into the ESC system. Brake assist helps the driver overcome the tendency to not
apply the brakes hard enough or quick enough to achieve the minimum stopping distance during a panic stop.
During this situation, the ESC system instantly applies the maximum available pressure to the brakes and the
vehicle stops as quickly as available traction will allow.
TRACTION CONTROL
TRACTION CONTROL
The traction control system that is part of the Electronic Stability Control (ESC®), is an all-speed traction
control. All-Speed Traction Control enhances mobility and prevents wheel slip when accelerating on slippery
surfaces. It also provides a measure of directional stability control. Using the wheel-speed sensors, it can detect
excessive yaw and help keep the car on the intended course, as for instance, when accelerating around a curve.
All-Speed Traction Control is effective up to 85 mph (137 km/h).
The traction control system may be turned off or on by depressing the ESC Off switch button. The button is
either located on the instrument panel or in the shifter housing, depending on transmission.
ELECTRONIC VARIABLE BRAKE PROPORTIONING
Vehicles equipped with ABS use Electronic Variable Brake Proportioning (EVBP) to balance front-to-rear
braking. The EVBP is used in place of a rear proportioning valve. The EVBP system uses the ABS system to
control the slip of the rear wheels in partial braking range. The braking force of the rear wheels is controlled
electronically by using the inlet and outlet valves located in the Integrated Control Unit (ICU).
OPERATION
ANTILOCK BRAKE SYSTEM
ABS
There are a few performance characteristics of the Antilock Brake System (ABS) that may at first seem
abnormal, but in fact are normal. These characteristics are described below.
NORMAL BRAKING
Under normal braking conditions, the ABS functions the same as a standard base brake system with a
diagonally split master cylinder and conventional vacuum assist.
ABS BRAKING
ABS operation is available at all vehicle speeds above 5-8 km/h (3-5 mph) If a wheel locking tendency is
detected during a brake application, the brake system enters the ABS mode. During ABS braking, hydraulic
pressure in the four wheel circuits is modulated to prevent any wheel from locking. Each wheel circuit is
designed with a set of electric solenoids to allow modulation, although for vehicle stability, both rear wheel
solenoids receive the same electrical signal. Wheel lockup may be perceived at the very end of an ABS stop and
is considered normal.
During an ABS event, the Integrated Control Unit (ICU) regulates hydraulic pressure at all four of the vehicle's
wheels.
The hydraulic pressure at each front wheel is controlled independently (relative to the amount of slip at each
wheel) in order to maximize the braking force generated by the front brakes. The rear wheels are controlled
such that the hydraulic pressure at either rear wheel does not exceed that of the highest slip rear wheel in order
to maintain vehicle stability.
The system can build and release pressure at each wheel, depending on signals generated by the Wheel Speed
Sensors (WSS) at each wheel and received at the Antilock Brake Module (ABM).
NOISE AND BRAKE PEDAL FEEL
During ABS braking, some brake pedal movement may be felt. In addition, ABS braking will create ticking,
popping, or groaning noises heard by the driver. This is normal and is due to pressurized fluid being transferred
between the master cylinder and the brakes. If ABS operation occurs during hard braking, some pulsation may
be felt in the vehicle body due to fore and aft movement of the suspension as brake pressures are modulated.
At the end of an ABS stop, ABS is turned off when the vehicle is slowed to a speed of 5-6 km/h (3-4 mph).
There may be a slight brake pedal drop anytime that the ABS is deactivated, such as at the end of the stop when
the vehicle speed is less than 3 mph (5 km/h) or during an ABS stop where ABS is no longer required. These
conditions exist when a vehicle is being stopped on a road surface with patches of ice, loose gravel, or sand on
it. Also, stopping a vehicle on a bumpy road surface activates ABS because of the wheel hop caused by the
bumps.
TIRE NOISE AND MARKS
Although the ABS system prevents complete wheel lockup, some wheel slip is desired in order to achieve
optimum braking performance. Wheel slip is defined as follows: 0 percent slip means the wheel is rolling freely
and 100 percent slip means the wheel is fully locked. During brake pressure modulation, wheel slip is allowed
to reach up to 25-30 percent. This means that the wheel rolling velocity is 25-30 percent less than that of a free
rolling wheel at a given vehicle speed. This slip may result in some tire chirping, depending on the road surface.
This sound should not be interpreted as total wheel lockup.
Complete wheel lockup normally leaves black tire marks on dry pavement. The ABS will not leave dark black
tire marks since the wheel never reaches a fully locked condition. However, tire marks may be noticeable as
light patched marks.
START-UP AND DRIVE-OFF CYCLES
When the ignition is turned on, a popping sound and a slight brake pedal movement may be noticed. The ABS
warning lamp will also be on for up to 5 seconds after the ignition is turned on.
When the vehicle is first driven off, a humming may be heard or felt by the driver at approximately 12-25 mph
(20-40 km/h). All of these conditions are a normal function of ABS as the system is performing a diagnosis
check.
PREMATURE ABS CYCLING
Symptoms of premature ABS cycling include: clicking sounds from the solenoid valves; pump/motor running;
and pulsations in the brake pedal. Premature ABS cycling can occur at any braking rate of the vehicle and on
any type of road surface. Neither the red BRAKE indicator lamp, nor the amber ABS indicator lamp, illuminate
and no faults are stored in the ABM.
Premature ABS cycling is a condition that needs to be correctly assessed when diagnosing problems with the
antilock brake system. It may be necessary to use a scan tool to detect and verify premature ABS cycling.
Check the following common causes when diagnosing premature ABS cycling: damaged wheel bearings
(causing tone wheel issues); damaged wheel speed sensor mounting bosses; and loose wheel speed sensor
mounting screws.
After diagnosing the defective component, repair or replace it as required. When the component repair or
replacement is completed, test drive the vehicle to verify that premature ABS cycling has been corrected.
For information on the Electronic Stability Control. Refer to ELECTRONIC STABILITY CONTROL.
TRACTION CONTROL
To determine whether the car is responding properly to cornering commands, ESC uses steering wheel angle,
yaw (turning) rate and lateral acceleration sensors (combined into Dynamics Sensor). Using signals from these
sensors, in addition to individual wheel speed sensor signals, the system determines appropriate brake and
throttle actions. Once initiated, ESC operates much like All-Speed Traction Control, except that the goal is
directional stability. If the vehicle yaw response, or rate of turning, is inconsistent with the steering angle and
vehicle speed indications, the ESC system applies the brakes and, if necessary closes the throttle, to restore
control. This occurs whether the vehicle is turning too rapidly (oversteering) or not rapidly enough
(understeering).
HYDRAULIC BRAKE ASSIST
Brake Assist is programmed into the ESC system. During a panic stop, a pressure sensor determines when the
driver is doing so by measuring the brake pedal pressure application rate. A high rate of pedal pressure
application causes the ESC system to apply maximum available pressure to the brakes and the vehicle stops as
quickly as available traction will allow.
TRACTION CONTROL
TRACTION CONTROL
Traction control systems sense impending wheel spin based on a model of the rate of change of wheel speed
under normal traction conditions. The All-Speed Traction Control uses signals from the same wheel speed
sensors as ABS to determine when to apply the brakes to one or more wheels and when to reduce engine torque
output using the electronic throttle control (ETC) to prevent wheel slip during acceleration. Throttle control
makes the vehicle less reliant on brake application alone to maintain traction, increasing the operating speed
range and more closely modulates speed, resulting in smoother operation. With All-Speed Traction Control
reducing engine torque as well as applying the brakes, it is possible to achieve almost seamless torque
application at the wheels.
If the wheel slip is severe enough to require throttle intervention, All-Speed Traction Control will reduce engine
torque and sometimes upshift the transmission to avoid the condition. In milliseconds, All-Speed Traction
Control interrogates the engine control system to determine the current torque output, determines how much the
torque output the current conditions will allow, and signals this requirement to the engine control system, which
reduces the torque by partially closing the throttle. With execution of the torque reduction, the brake system
reduces brake pressure to make the transition smooth, while maintaining forward progress. By reducing engine
power, braking effectiveness is maintained and the system can operate throughout the normal vehicle speed
range. That is why the system is identified as providing "all-speed" traction control.
The traction control system is enabled at each ignition cycle. It may be turned off by depressing the ESC OFF
switch button. The ESC/TCS function indicator lamp illuminates immediately upon depressing the button.
Pressing this button again or turning off and restarting the vehicle will enable the traction control system.
ELECTRONIC VARIABLE BRAKE PROPORTIONING
Upon entry into EVBP, the inlet valve for the rear brake circuit is switched on so that the fluid supply from the
master cylinder is shut off. In order to decrease the rear brake pressure, the outlet valve for the rear brake circuit
is pulsed. This allows fluid to enter the Low Pressure Accumulator (LPA) in the Hydraulic Control Unit (HCU)
resulting in a drop in fluid pressure to the rear brakes. In order to increase the rear brake pressure, the outlet
valve is switched off and the inlet valve is pulsed. This increases the pressure to the rear brakes. This back-and-
forth process will continue until the required slip difference is obtained. At the end of EVBP braking (brakes
released) the fluid in the LPA is pumped back to the master cylinder by switching on the motor for ABS
systems or by opening the ESVs for ESC systems. At the same time the inlet valve is switched on in case of
another brake application.
The EVBP will remain functional during many ABS fault modes. If both the red BRAKE and amber ABS
warning indicators are illuminated, the EVBP may not be functioning.

DIAGNOSIS AND TESTING - INSPECTION AND ROAD TEST
1. Visually inspect the ABS for damaged or disconnected components and connectors.
2. Verify the brake lamps are operational. If they are not, repair them prior to continuing.
Fig. 1: Locating Data Link Connector

3. Connect a scan tool to the Data Link Connector located under the instrument panel to the left of the
steering column (1). If the scan tool does not power-up, check the power and ground supplies to the
connector.
4. Turn the ignition key to the ON position.
5. Using the scan tool, read and record any Diagnostic Trouble Codes (DTCs). If any DTCs are present,
refer to the appropriate diagnostic information.
If no problems are observed, it will be necessary to road test the vehicle.
Many ABS conditions judged to be a problem by the driver may be normal operating conditions. To
become familiarized with the normal operating characteristics of this antilock brake system. Refer to
OPERATION.
WARNING: Conditions that result in turning on the red brake warning indicator
lamp may indicate reduced braking ability.
Before road testing a brake complaint vehicle, note whether the red BRAKE warning indicator lamp,
amber ABS warning indicator lamp, or both are turned on. If it is the red BRAKE warning indicator,
there is a brake hydraulic problem that must be corrected before driving the vehicle. Refer to
DIAGNOSIS AND TESTING - BASE BRAKE SYSTEM DIAGNOSIS CHARTS .
If the amber ABS warning indicator is on, road test the vehicle as described below. While only the amber
ABS warning indicator is on, the ABS is not functional. The ability to stop the car using the base brake
system should not be affected.
6. Turn the key to the OFF position and then back to the ON position. Note whether the amber ABS warning
indicator lamp continues to stay on.

7. If the amber ABS warning indicator lamp stays on, shift into gear and drive the car to a speed of
approximately 25 km/h (15 mph) to complete the ABS Start-Up and Drive-Off Cycles. Refer to START-
UP AND DRIVE-OFF CYCLES. If at this time the amber ABS warning indicator lamp stays on, refer
to the appropriate diagnostic information.
8. If the amber ABS warning indicator lamp goes out at any time, drive the vehicle a short distance.
Accelerate the vehicle to a speed of at least 64 km/h (40 mph). Bring the vehicle to a complete stop,
braking hard enough to cause the ABS to cycle. Repeat this action several times. Using the scan tool, read
and record any Diagnostic Trouble Codes (DTCs). If any DTCs are present, refer to the appropriate
STANDARD PROCEDURE
STANDARD PROCEDURE - ANTILOCK BRAKE SYSTEM BLEEDING
The base brake's hydraulic system must be bled anytime air enters the hydraulic system. The ABS must always
be bled anytime it is suspected that the HCU has ingested air.
Brake systems with ABS must be bled as two independent braking systems. The non-ABS portion of the brake
system with ABS is to be bled the same as any non-ABS system.
The ABS portion of the brake system must be bled separately. Use the following procedure to properly bleed
the brake hydraulic system including the ABS.
NOTE: During the brake bleeding procedure, be sure the brake fluid level remains
close to the FULL level in the master cylinder fluid reservoir. Check the fluid
level periodically during the bleeding procedure and add Mopar® DOT 3 brake
fluid as required.
BLEEDING
When bleeding the ABS system, the following bleeding sequence must be followed to insure complete and
adequate bleeding.
1. Make sure all hydraulic fluid lines are installed and properly torqued.
2. Connect the scan tool to the diagnostics connector. The diagnostic connector is located under the lower
steering column cover to the left of the steering column.
3. Using the scan tool, check to make sure the ABM does not have any fault codes stored. If it does, clear
them.
Fig. 2: Clear Plastic Hose & Jar For Brake Fluid Bleeding
WARNING: When bleeding the brake system wear safety glasses. A clear bleed
tube (1) must be attached to the bleeder screws and submerged in a
clear container filled part way with clean brake fluid (2). Direct the
flow of brake fluid away from yourself and the painted surfaces of
the vehicle. Brake fluid at high pressure may come out of the bleeder
screws when opened.
NOTE: Pressure bleeding is recommended to bleed the base brake system to

ensure all air is removed from system. Manual bleeding may also be used,
but additional time is needed to remove all air from system.
4. Bleed the base brake system. Refer to Brakes - Standard Procedure.

5. Using the scan tool, select ECU VIEW, followed by ABS MISCELLANEOUS FUNCTIONS to access
bleeding. Follow the instructions displayed. When finished, disconnect the scan tool and proceed.
6. Bleed the base brake system a second time. Check brake fluid level in the reservoir periodically to
prevent emptying, causing air to enter the hydraulic system.
Fig. 3: Master Cylinder Fill Markings

7. Fill the master cylinder fluid reservoir (1) to the FULL level.
8. Test drive the vehicle to be sure the brakes are operating correctly and that the brake pedal does not feel
spongy.
SPECIFICATIONS
For ABS fastener torque specifications, see Brake Fastener Torque. Refer to SPECIFICATIONS .
ELECTRICAL
SENSOR, DYNAMICS
DESCRIPTION
DESCRIPTION
Fig. 4: Dynamics Sensor Assembly

The Yaw Rate and Lateral Acceleration Sensors are housed into one unit known as the Dynamics Sensor (2).
The sensor is used to measure side-to-side (Lateral) motion and vehicle rotational sensing (how fast the vehicle
is turning - Yaw).
Yaw and Lateral Acceleration Sensors cannot be serviced separately. The entire Dynamics Sensor must be
replaced when necessary.
REMOVAL
REMOVAL

1. Disconnect and isolate the battery negative cable from the battery post.
2. Remove the floor console. Refer to CONSOLE, FLOOR, REMOVAL .
3. Disconnect the wiring harness connector (1) at the dynamics sensor (2).
4. Remove the two bolts (3) mounting the dynamics sensor to the floor pan tunnel.
5. Remove the dynamics sensor (2).
INSTALLATION
INSTALLATION

1. Install the dynamics sensor (2) to the floor pan tunnel.

2. Install the two mounting bolts (3) and tighten the bolts to 9 N.m (80 in. lbs.).
3. Connect the wiring harness connector (1) to the dynamics sensor (2).
4. Install the center floor console. Refer to CONSOLE, FLOOR, INSTALLATION .
6. Perform the Verification Test and clear any faults. Refer to ABS VERIFICATION TEST .
SENSOR, STEERING WHEEL ANGLE
DESCRIPTION
DESCRIPTION
Fig. 7: Steering Wheel Clockspring Assembly

The steering angle sensor is an integral part of the clockspring (9) mounted on the steering column. Refer to
CLOCKSPRING, DESCRIPTION .
SENSOR, WHEEL SPEED, FRONT
DESCRIPTION
DESCRIPTION
Fig. 8: Front Wheel Speed Sensor & Fastener

The antilock brake system uses two-wire wheel speed sensors, known as active wheel speed sensors. The
sensors use an electronic principle known as magnetoresistive to help increase performance and durability. The
sensors convert wheel speed into a small digital signal. A Wheel Speed Sensor (WSS) is used at each wheel. A
magnetic pole encoder serves as the trigger mechanism for each sensor. At each wheel of the vehicle there is
one wheel speed sensor and one encoder.
A front wheel speed sensor (2) is attached to a mounting boss on each front knuckle. The encoder is an integral
part of the hub and bearing.
WSS air gaps are not adjustable.
REMOVAL
REMOVAL
Fig. 9: Wheel Speed Sensor Cable Connector & Retainers

NOTE: Before proceeding. Refer to CAUTION. Refer to WARNING .

2. Disconnect the wheel speed sensor cable connector (1) from the wiring harness connector on the inner
fender.
3. Separate sensor cable clips from retainers (2, 3).
Fig. 10: Speed Sensor Cable Routing Clips

4. Remove the speed sensor cable routing clips (1, 2, 3) from retainers.

5. Remove the mounting screw (1) fastening the wheel speed sensor head (2) to the knuckle. Pull the sensor
head out of the knuckle and remove the wheel speed cable from the vehicle.
INSTALLATION
INSTALLATION

1. Install the wheel speed sensor head (2) into the knuckle. Install the mounting screw (1) and tighten it to 7
N.m (62 in. lbs.).
2. Install the routing clip securing the wheel speed sensor cable to the knuckle.
Fig. 13: Speed Sensor Cable Routing Clips

CAUTION: Failure to install speed sensor cables properly may result in contact
with moving parts or an over extension of cables causing an open
circuit. Be sure that cables are installed, routed, and clipped
properly.
3. Route the wheel speed sensor cable as shown in illustration and clip into location (1, 2, & 3).
Fig. 14: Wheel Speed Sensor Cable Connector & Retainers

4. Route the wheel speed sensor cable as shown in illustration and clip into location (2, 3).
5. Connect wheel speed sensor cable (1) to wiring harness.
7. Perform the Diagnostic Verification Test and clear any faults. Refer to ABS VERIFICATION TEST .
SENSOR, WHEEL SPEED, REAR
DESCRIPTION
DESCRIPTION
Fig. 15: Spindle To Axle Bolts & Rear Wheel Speed Sensor Screw
The antilock brake system uses two-wire wheel speed sensors, known as active wheel speed sensors. The
sensors use an electronic principle known as magnetoresistive to help increase performance and durability. The
sensors convert wheel speed into a small digital signal. A Wheel Speed Sensor (WSS) is used at each wheel. A
magnetic pole encoder serves as the trigger mechanism for each sensor. At each wheel of the vehicle there is
one wheel speed sensor and one encoder.
The rear wheel speed sensor head is secured to the spindle assembly by a bolt (2). The encoder is integral to the
hub and bearing assembly. The encoder is serviced as part of the rear hub and bearing.
The WSS air gaps are not adjustable.
REMOVAL
REMOVAL
Fig. 16: Wheel Speed Sensor Cable Connectors


2. Disconnect the wheel speed sensor cable connector (1) at the body wiring harness connector (2).
3. Separate the wheels speed sensor cable from all retainers and clips.
4. Remove the screw (2) fastening the wheel speed sensor head in the spindle assembly. Remove the sensor
from the vehicle.
INSTALLATION
INSTALLATION
1. Install the wheel speed sensor head into the rear of the hub and bearing.
2. Install the wheel speed sensor head mounting screw (2) and tighten to 7 N.m (62 in. lbs.).
Fig. 19: Wheel Speed Sensor Cable Connectors

3. Route wheel speed sensor cable and snap into clips and retainers.
4. Connect wheel speed sensor cable connector (1) to body wiring harness connector (2).
SWITCH, ELECTRONIC STABILITY PROGRAM (ESP)
DESCRIPTION
DESCRIPTION
On vehicles equipped with an automatic transmission, the Electronic Stability Control (ESC) Switch is located
in the shifter housing bezel. On vehicle equipped with a manual transmission, the ESC Switch is part of the
center stack bezel. It is serviced as an assembly along with the other switches in the bezel.
The ESC Off switch turns the Electronic Stability Control off and back on. The system resets to ESC-on each
time the ignition is cycled.
When the ESC Off switch is depressed and released, turning ESC off, it does not completely turn the system
off. The ESC system reduces torque management to a lesser amount, but ESC function can still occur if the
system perceives the need.
HYDRAULIC/MECHANICAL
DESCRIPTION
DESCRIPTION
The Hydraulic Control Unit (HCU) is mounted to the Antilock Brake Module (ABM) as part of the Integrated
Control Unit (ICU). The HCU controls the flow of brake fluid to the brakes using a series of valves and
accumulators. A pump/motor is mounted on the HCU to empty the accumulators during an ABS stop and
supply build pressure to the brakes during a traction control or ESC event.
VALVES AND SOLENOIDS
The valve block contains four inlet valves and four outlet solenoid valves. The inlet valves are spring-loaded in
the open position and the outlet valves are spring-loaded in the closed position during normal braking. The fluid
is allowed to flow from the master cylinder to the wheel brakes.
During an ABS stop, these valves cycle to maintain the proper slip ratio for each wheel. The inlet valve closes
preventing further pressure increase and the outlet valve opens to provide a path from the wheel brake to the
HCU accumulators and pump/motor. This releases (decays) pressure from the wheel brake, thus releasing the
wheel from excessive slippage. Once the wheel is no longer slipping, the outlet valve is closed and the inlet
valve is opened to reapply (build) pressure.
If the ABS includes the traction control feature, there are four other valves in the HCU. Two Traction Control
(TC) (or ESC) valves, mounted in the HCU valve block, are normally in the open position and close only when
the traction control is applied. There are also two normally closed shuttle valves which open during traction
control and ESC events to provide a direct fluid path from the brake fluid reservoir to the inlet of the HCU
pump.
These TC valves are used to isolate the rear (non-driving) wheels of the vehicle from the hydraulic pressure that
the HCU pump/motor is sending to the front (driving) wheels when traction control is being applied. The rear
brakes need to be isolated from the master cylinder when traction control is being applied so the rear wheels do
not drag.
BRAKE FLUID ACCUMULATORS
There are two fluid accumulators in the HCU: one for the primary hydraulic circuit, and one for the secondary
hydraulic circuit. Each hydraulic circuit uses a 3 cc accumulator.
The fluid accumulators temporarily store brake fluid that is removed from the wheel brakes during an ABS
cycle. This stored fluid is used by the pump/motor to provide build pressure for the brake hydraulic system.
When the antilock stop is complete, the accumulators are drained by the pump/motor.
There are two noise dampening chambers in the HCU on this vehicle equipped with traction control.
PUMP/MOTOR
There are two pump assemblies in the HCU: one for the primary hydraulic circuit, and one for the secondary
hydraulic circuit. Both pumps are driven by a common electric motor. This DC-type motor is integral to the
HCU and is controlled by the ABM.
Brake fluid is released to the accumulators when the outlet valve is opened during an antilock stop. The pump
mechanism consists of two opposing pistons operated by an eccentric camshaft. In operation, these pistons are
used to purge fluid from the accumulators back into the master cylinder circuits. When the antilock stop is
complete, the pump/motor drains the accumulators.
The pump motor is also used to build pressure when the system goes into Electronic Stability Control (ESC)
and traction control mode.
The ABM may turn on the pump/motor when an antilock stop is detected. The pump/motor continues to run
during the antilock stop and is turned off after the stop is complete. Under some conditions, the pump/motor
runs to drain the accumulators during the next drive-off.
The pump/motor is not a serviceable item; if it requires replacement, the HCU must be replaced.
REMOVAL
REMOVAL
To remove the HCU, the ICU must be removed and disassembled. Refer to INTEGRATED CONTROL
UNIT (ICU), REMOVAL and INTEGRATED CONTROL UNIT (ICU), DISASSEMBLY.
INSTALLATION
INSTALLATION
To install the HCU, assemble and install the ICU. Refer to INTEGRATED CONTROL UNIT (ICU),
ASSEMBLY and INTEGRATED CONTROL UNIT (ICU), INSTALLATION.
INTEGRATED CONTROL UNIT (ICU)
DESCRIPTION
DESCRIPTION
Fig. 20: Integrated Control Unit (ICU) Assembly

The Hydraulic Control Unit (HCU) and the Antilock Brake Module (ABM) used with this antilock brake
system are combined (integrated) into one unit, which is called the Integrated Control Unit (ICU).
The ICU (3) is located in the engine compartment, mounted to the left side body frame rail near the brake
master cylinder.
The ABS with ESC and All-Speed Traction Control ICU consists of the following components: the ABM, 12
(build/decay) solenoid valves, two traction control solenoid valves, two hydraulic shuttle valves, valve block,
fluid accumulators, a pump, and an electric pump/motor.
The replaceable components of the ICU are the HCU and the ABM. No attempt should be made to service any
components of the HCU or ABM.
For additional information on the ABM. Refer to MODULE, ANTI-LOCK BRAKE SYSTEM,
DESCRIPTION . For additional information on the HCU, refer to HYDRAULIC CONTROL UNIT (HCU),
DESCRIPTION.
OPERATION
OPERATION
For information of the ICU, refer to these individual components of the ICU:
 ANTILOCK BRAKE MODULE (ABM). Refer to MODULE, ANTI-LOCK BRAKE SYSTEM,

DESCRIPTION .
 HYDRAULIC CONTROL UNIT (HCU). Refer to HYDRAULIC CONTROL UNIT (HCU),
DESCRIPTION.
REMOVAL
REMOVAL
Fig. 21: Brake Pedal Holding Tool

1. Disconnect and isolate battery negative cable from battery post.

2. Remove the battery tray. Refer to TRAY, BATTERY, REMOVAL .
3. Using a brake pedal holding tool as shown in illustration, depress the brake pedal past its first 25 mm (1
inch) of travel and hold it in this position. This will isolate the master cylinder from the brake hydraulic
system and will not allow the brake fluid to drain out of the master cylinder reservoir while the lines are
disconnected.
4. Remove the engine appearance cover.
5. Pull the brake tube bundle routing clips (with tubes) loose from studs on the dash panel.
Fig. 22: Antilock Brake Module (ABM) & Connector Cover

6. Disconnect the ABM harness connector from the Antilock Brake Module (ABM). To do so:
1. Lift the connector cover (2) until it locks into position straight up and down.
2. The connector can then be pulled straight up and off the ABM (1).

7. Remove brake tubes from ICU, including two fittings (4) from the master cylinder.
8. Remove the two mounting screws (5) attaching the ICU (3) mounting bracket to the body.
9. Pull the ICU (3) away from the body to separate mounting pin from body hole (1).
10. Move the brake tubes around as necessary without bending them and remove the ICU with bracket
through the opening between the dash panel and engine.
11. To separate the ABM from the HCU, refer to INTEGRATED CONTROL UNIT (ICU),
DISASSEMBLY.
DISASSEMBLY
DISASSEMBLY
Fig. 24: ICU, Bolt & Bracket

1 - ICU
2 - MOUNTING BOLT
3 - MOUNTING BRACKET
1. If the mounting bracket (3) needs to be removed from the ICU, remove the single mounting bolt (2), then
slide the ICU's mounting pins out of the grommets in the bracket and remove the bracket.
Fig. 25: ICU & Mounting Pins

2. Remove the mounting pins from the ICU.
Fig. 26: ABM & Mounting Screws

1 - MOUNTING SCREWS
2 - ABM
3. Remove the four screws (1) attaching the ABM (2) to the HCU.
Fig. 27: ABM Assembly To HCU

1 - ABM
2 - HCU
3 - SOLENOID VALVE STEM
4. Separate the ABM (1) from the HCU (2).
ASSEMBLY
ASSEMBLY
1. Clean any debris off the mating surfaces of the HCU and ABM.
CAUTION: When installing new O-rings or solenoid valve stem seals, do not use
any type of lubricant.
Fig. 28: Solenoid Valve Stems & Seals

1 - SEAL
2. If the seals (1) on the solenoid valve stems (2) are not new, replace them all. Each of the solenoid valve
stem seals must be new to keep out moisture and debris;do not reuse solenoid valve stem seals.
Fig. 29: Pump/Motor Connector O-Ring & O-Ring Mounting Groove

1 - O-RING
2 - O-RING MOUNTING GROOVE
3. Replace the pump/motor connector O-ring (1) if it is not new. Be sure the O-ring is properly seated in the
mounting groove (2).
Fig. 30: ABM Assembly To HCU

1 - ABM
2 - HCU
4. Align components and install the ABM (1) on the HCU (2).
Fig. 31: ABM & Mounting Screws

1 - MOUNTING SCREWS
2 - ABM
5. Install the four screws (1) attaching the ABM (2) to the HCU. Tighten the mounting screws to 2 N.m (17
in. lbs.).
Fig. 32: ICU & Mounting Pins

6. If necessary, install the mounting pins (1) in the ICU (2) and tighten to 11 N.m (97 in. lbs.).
Fig. 33: ICU, Bolt & Bracket

1 - ICU
2 - MOUNTING BOLT
3 - MOUNTING BRACKET
7. If the mounting bracket (3) needs to be installed on the ICU (1), install the mounting pins in the ICU as
necessary and tighten to 11 N.m (97 in. lbs.). Insert the mounting pins into the grommets mounted in the
bracket, then install the single mounting bolt (2). Tighten the mounting bolt to 11 N.m (97 in. lbs.).
8. Install the ICU in the vehicle. Refer to INTEGRATED CONTROL UNIT (ICU), INSTALLATION.
INSTALLATION
INSTALLATION

1. Position the Integrated Control Unit (ICU) (3) and insert mounting pin into body hole (1).
2. Install mounting screws (5) and tighten to 23 N.m (17 ft. lbs.).

CAUTION: Before installing the ABM harness connector on the ABM, be sure the
seal is properly installed in the connector.
3. Insert the ABM wiring harness connector (2) into the socket of the ABM (1) and close the cover, locking
the connector in place.
Fig. 36: Brake Tubes & ICU Hydraulic Control Unit

4. Install the four chassis brake tubes (2, 3, 5, 6) brake tubes at the ICU hydraulic control unit (7). Tighten
the tube nuts to 17 N.m (150 in. lbs.).
5. Install the primary (4) and secondary (1) brake tubes at the ICU hydraulic control unit (7). Tighten the
tube nuts to 17 N.m (150 in. lbs.).

6. Remove the brake pedal holding tool.

7. Install the engine appearance cover.
Fig. 38: Clear Plastic Hose & Jar For Brake Fluid Bleeding
9. Install a scan tool to initialize the ABM and perform the following:
1. Clear any faults.
2. Fill the master cylinder to the proper fill level and bleed the base and ABS hydraulic systems. Refer
to Brakes - Standard Procedure.
3. Check for leaks.
10. Perform the Verification Test and clear any faults. Refer to ABS VERIFICATION TEST .
2012 BRAKES Base - Service Information - Fiat 500
2012 BRAKES
Base - Service Information - Fiat 500
WARNING
WARNING
WARNING: Chrysler LLC does not manufacture any vehicles or replacement parts
that contain asbestos. Aftermarket products may or may not contain
asbestos. Refer to aftermarket product packaging for product information.
Whether the product contains asbestos or not, dust and dirt can
accumulate on brake parts during normal use. Follow practices
prescribed by appropriate regulations for the handling, processing and
disposing of dust and debris.
CAUTION
CAUTION
CAUTION: Use only Mopar® Brake Fluid DOT 3 Motor Vehicle or equivalent from a
tightly sealed container. Do not use petroleum-based fluid because seal
damage in the brake system will result. Refer to FLUID, SPECIFICATIONS.
CAUTION: Brake fluid will damage painted surfaces. If brake fluid is spilled on any
painted surfaces, wash it off immediately with water.
CAUTION: Never use gasoline, kerosene, alcohol, motor oil, transmission fluid, or
any fluid containing mineral oil to clean system components. These fluids
damage rubber cups and seals.
CAUTION: During service procedures, grease or any other foreign material must be
kept off the caliper assembly, brake linings, brake rotor and external
surfaces of the hub.
CAUTION: When handling the brake rotor and caliper, be careful to avoid damaging
the brake rotor and caliper, and scratching or nicking the brake shoe
lining.

DIAGNOSIS AND TESTING - BASE BRAKE SYSTEM DIAGNOSIS CHARTS
NOTE: There are three diagnosis charts following that cover the RED BRAKE
WARNING INDICATOR, BRAKE NOISE and OTHER BRAKE CONDITIONS.
RED BRAKE WARNING INDICATOR

RED BRAKE WARNING 1. Parking brake lever not fully 1. Release parking brake lever.
INDICATOR ON released.
2. Parking brake warning 2. Inspect and replace switch as necessary.
switch on parking brake lever.
3. Brake fluid level low in 3. Fill reservoir. Check entire system for
reservoir. leaks. Repair or replace as required.
4. Brake fluid level switch. 4. Disconnect switch wiring connector. If
lamp goes out, replace switch.
5. Mechanical instrument 5. Refer to appropriate diagnostic
cluster (MIC) problem. information.
6. ABS EVBP malfunction. 6. Refer to ABS service information and
BRAKE NOISE

DISC BRAKE CHIRP 1. Excessive brake 1. Diagnose and correct as necessary.
rotor runout. Refer to ROTOR, BRAKE,
DIAGNOSIS AND TESTING.
DISC BRAKE RATTLE OR CLUNK 1. Broken or missing 1. Replace spring clips/shims.
brake pad spring
clips/shims.
2. Caliper guide pin 2. Tighten guide pin bolts.
bolts loose.
DISC BRAKE SQUEAK AT LOW 1. Brake pad linings. 1. Replace brake pads.
SPEED (WHILE APPLYING LIGHT
BRAKE PEDAL EFFORT)
SCRAPING (METAL-TO-METAL). 1. Foreign object 1. Inspect brakes and remove foreign
interference with object.
brakes.
2. Brake pads worn 2. Replace brake pads. Inspect rotors.
out. Reface or replace as necessary.
SCRAPING OR WHIRRING 1. Wheel speed sensor 1. Inspect, correct or replace faulty
hitting tone wheel. component(s).
OTHER BRAKE CONDITIONS

BRAKES CHATTER 1. Disc brake rotor has 1. Isolate condition as rear or front.
excessive thickness variation. Reface or replace brake rotors as

necessary.
BRAKES DRAG (FRONT OR ALL) 1. Contaminated brake fluid. 1. Check for swollen seals. Replace
all system components containing
rubber.
2. Binding caliper pins or 2. Replace pins and bushings
bushings.
3. Misadjusted stop lamp 3. Replace stop lamp switch. Refer
switch. to SWITCH, STOP LAMP,
REMOVAL .
4. Master cylinder not fully 4. Inspect master cylinder and
returning. replace as necessary.
5. Binding brake pedal. 5. Replace brake pedal/bushings.
BRAKES DRAG (REAR ONLY) 1. Parking brake cables 1. Check cable routing. Replace
binding or froze up. cables as necessary.
2. Parking brake cable return 2. Replace cables as necessary.
spring not returning shoes.
3. Obstruction inside the 3. Remove console and remove
center console preventing full obstruction.
return of the parking brake
cables.
BRAKES GRAB 1. Contaminated brake 1. Inspect and clean, or replace pads.
linings. Repair source of contamination.
2. Improper power brake 2. Refer to BOOSTER, POWER
booster assist. BRAKE.
EXCESSIVE PEDAL EFFORT 1. Obstruction of brake pedal. 1. Inspect, remove or move
obstruction.
2. Low power brake booster 2. Refer to BOOSTER, POWER
assist. BRAKE.
3. Glazed brake linings. 3. Reface or replace brake rotors as
necessary. Replace brake pads.
4. Brake lining transfer to 4. Reface or replace brake rotors as
brake rotor. necessary. Replace brake pads.
EXCESSIVE PEDAL EFFORT 1. Power brake booster runout 1. Check booster vacuum hose and
(HARD PEDAL - CAN'T SKID (vacuum assist). engine tune for adequate vacuum
WHEELS) supply. Refer to BOOSTER,
POWER BRAKE.
EXCESSIVE PEDAL TRAVEL 1. Air in brake lines. 1. Bleed brakes.
(VEHICLE STOPS OK)
EXCESSIVE PEDAL TRAVEL 1. One of the two hydraulic 1. Inspect system for leaks. Check
(ONE FRONT WHEEL LOCKS UP circuits is malfunctioning. master cylinder for internal
DURING HARD BRAKING) malfunction.
PEDAL PULSATES/SURGES 1. Disc brake rotor has 1. Isolate condition as rear or front.
DURING BRAKING excessive thickness variation. Reface or replace brake rotors as
necessary.
PEDAL IS SPONGY 1. Air in brake lines. 1. Bleed brakes.

PREMATURE REAR WHEEL 1. Contaminated brake 1. Inspect and clean, or replace pads.
LOCKUP linings. Repair source of contamination.
2. EVBP not functioning. 2. Refer to the ABS service
information and appropriate
STOP LAMPS STAY ON 1. Stop lamp switch out of 1. Replace stop lamp switch. Refer
adjustment. to SWITCH, STOP LAMP,
REMOVAL .
2. Brake pedal binding. 2. Inspect and replace as necessary.
3. Power brake booster not 3. Replace power brake booster.
allowing pedal to return
completely.
VEHICLE PULLS TO RIGHT OR 1. Frozen brake caliper 1. Replace frozen piston or caliper.
LEFT ON BRAKING piston. Bleed brakes.
2. Contaminated brake lining 2. Inspect and clean, or replace pads.
(most likely front lining). Repair source of contamination.
3. Pinched brake lines. 3. Replace pinched line.
4. Leaking piston seal. 4. Replace piston seal or brake
caliper.
5. Suspension problem. 5. Refer to FRONT SUSPENSION
& WHEEL ALIGNMENT .
PARKING BRAKE - EXCESSIVE 1. Parking brake shoes out of 1. Adjust parking brake shoes.
HANDLE TRAVEL adjustment.
STANDARD PROCEDURE
STANDARD PROCEDURE - BASE BRAKE BLEEDING
NOTE: For bleeding the ABS hydraulic system, refer to STANDARD PROCEDURE -
ANTILOCK BRAKE SYSTEM BLEEDING .
CAUTION: Before removing the master cylinder cap, wipe it clean to prevent dirt and
other foreign matter from dropping into the master cylinder reservoir.
CAUTION: Use only Mopar® brake fluid or an equivalent from a fresh, tightly sealed
container. Brake fluid must conform to DOT 3 specifications.
NOTE: For bleeding of the Antilock Brake System, refer to STANDARD PROCEDURE -
ANTILOCK BRAKE SYSTEM BLEEDING . .
Do not pump the brake pedal at any time while having a bleeder screw open during the bleeding process. This
will only increase the amount of air in the system and make additional bleeding necessary.
Do not allow the master cylinder reservoir to run out of brake fluid while bleeding the system. An empty
reservoir will allow additional air into the brake system. Check the fluid level frequently and add fluid as
needed.
The following wheel circuit sequence for bleeding the brake hydraulic system should be used to ensure
adequate removal of all trapped air from the hydraulic system.
 Left rear wheel

 Right front wheel
 Right rear wheel
 Left front wheel
MANUAL BLEEDING
NOTE: To bleed the brakes manually, the aid of a helper will be required.
Fig. 1: Bleeding Brakes

1. Attach a clear plastic hose (1) to the bleeder screw and feed the hose into a clear jar (2) containing enough
fresh brake fluid to submerge the end of the hose.
2. Have a helper pump the brake pedal three or four times and hold it in the down position.
3. With the pedal in the down position, open the bleeder screw at least one full turn.
4. Once the brake pedal has dropped, close the bleeder screw. After the bleeder screw is closed, release the
brake pedal.
5. Repeat the above steps until all trapped air is removed from that wheel circuit (usually four or five times).

6. Bleed the remaining wheel circuits in the same manner until all air is removed from the brake system.
Monitor the fluid level in the master cylinder reservoir (2) to make sure it does not go dry.
7. Check and adjust brake fluid level to the FULL mark.
8. Check the brake pedal travel. If pedal travel is excessive or has not been improved, some air may still be
trapped in the system. Re-bleed the brakes as necessary.
9. Test drive the vehicle to verify the brakes are operating properly and pedal feel is correct.
PRESSURE BLEEDING
NOTE: Follow pressure bleeder manufacturer's instructions for use of pressure

bleeding equipment.
Fig. 3: Master Cylinder Cap, Bleeder Tank & Master Cylinder Reservoir
1. Attach Master Cylinder Cap (special tool #6921, Cap, Master Cylinder) (2) in place of the filler cap on
the master cylinder reservoir (3).
2. Attach Bleeder Tank C-3496-B (1) or an equivalent, to the Master Cylinder Cap (special tool #6921, Cap,
Master Cylinder) (2).

3. Attach a clear plastic hose (1) to the bleeder screw and feed the hose into a clear jar (2) containing enough
fresh brake fluid to submerge the end of the hose.
4. Open the bleeder screw at least one full turn or more to obtain a steady stream of brake fluid.
5. After approximately 120-240 ml (4-8 ounces) of fluid have been bled through the brake circuit and an air-
free flow is maintained in the clear plastic hose and jar, close the bleeder screw.
6. Repeat this procedure at all the remaining bleeder screws.

7. Check and adjust brake fluid level to the FULL mark on the reservoir (2).
8. Check the brake pedal travel. If pedal travel is excessive or has not been improved, some air may still be
trapped in the system. Re-bleed the brakes as necessary.
9. Test drive the vehicle to verify the brakes are operating properly and pedal feel is correct.
SPECIFICATIONS
SPECIFICATIONS
ACTUATION:
Vacuum Operated Power Brakes Standard
Hydraulic System Dual-Diagonally Split
BRAKE PEDAL:
Pedal Ratio 3.2:1
POWER BRAKE BOOSTER:
Type Vacuum Assist
Mounting Studs M8 x 1.25
Diaphragm Size/Type 228 mm /Single Diaphragm
MASTER CYLINDER ASSEMBLY:
Type Compact
Body Material Anodized Aluminum
Reservoir Material Polypropelene
Bore and Stroke 22.2 mm x 36 mm (0.874 in. x 1.417 in.)

Displacement Split 50 / 50
MASTER CYLINDER FLUID OUTLET PORTS:
Tube Fitting Type ISO Flare
Primary Tube Nut Thread M10 x 1
Secondary Tube Nut Thread M10 x 1
ABS HYDRAULIC CONTROL UNIT PORTS:
Tube Fitting Type ISO Flare
Inlet Port Threads (Both) M12 x 1
Outlet Port Threads-Left Front and Left Rear M10 x 1
Outlet Port Threads-Right Front and Right Rear M12 x 1

ABS ICU Mounting Bolt (To Bracket) 11 - 97
ABS ICU Mounting Pins 11 - 97
ABS ICU Mounting Bracket Screws (To Frame) 23 17 203
ABS ABM Mounting Screws (To HCU) 2 - 17
ABS Dynamics Sensor Mounting Nuts 9 - 80
ABS Wheel Speed Sensor Head Mounting Screw - Front 7 - 62
ABS Wheel Speed Sensor Head Mounting Screw - Rear 7 - 62
ABS Wheel Speed Sensor Routing Bracket Mounting
18 13 160
Screw
Brake Flex Hose Banjo Bolt - Front Caliper 24 18 210
Brake Flex Hose Fitting- Rear Caliper 16 12 142
Brake Pedal/Booster Mounting Nuts 23 17 200
Brake Tube Nuts 16 12 142
Disc Brake Caliper Adapter Bracket (To Knuckle) -
105 77 -
Front
Disc Brake Caliper Adapter Bracket (To Axle) - Rear 57 42 -
Disc Brake Caliper Guide Pin Bolts - Front 28 21 -
Disc Brake Caliper Guide Pin Bolts - Rear 34 25 -
Disc Brake Caliper Bleeder Screw 8 - 71
Disc Brake Rotor Retaining Pins 12 - 106
Master Cylinder Mounting Nuts 25 18 -
Parking Brake Lever Mounting Nuts 30 22 -
Wheel Mounting (Lug) Bolts - Aluminum Wheels 100 75 -
Wheel Mounting (Lug) Bolts - Steel Wheels 85 63 -
SPECIAL TOOLS
SPECIAL TOOLS
25-W - Roller Contact Point

6921 - Cap, Master Cylinder
8358-1 - Bleed Tube
(Originally Shipped In Kit Number(s) 8646, 8647, 8648.)
8807 - Retractor, Rear Caliper Piston
8807-1 - Assembly, Forcing Screw
8807-2 - Adapter
8822-2 - Adapter, M12 X 1.0
C-3339A - Set, Dial Indicator
ELECTRICAL
SWITCH, BRAKE FLUID LEVEL
DESCRIPTION
DESCRIPTION
Fig. 6: Fluid Level Switch, Reservoir, Brake Tubes & Nuts

The brake fluid level switch (3) is mounted through the center of the master cylinder fluid reservoir (4). The
switch can be serviced separately from the reservoir.
REMOVAL
REMOVAL

NOTE: Before proceeding, refer to CAUTION and WARNING.
1. Remove the wiring harness connector (3) from the brake fluid level switch in the master cylinder brake
fluid reservoir.
2. Depress the tab on the underside of the reservoir and remove the brake fluid switch from the reservoir.
INSTALLATION
INSTALLATION

1. Insert brake fluid switch into reservoir until it is firmly in place.

2. Connect the wiring harness connector (3) to the switch.
HYDRAULIC/MECHANICAL
DESCRIPTION
DESCRIPTION
All vehicles are equipped with both front and rear disc brake assemblies.
Each disc brake assembly consists of the following major components:
 Caliper
 Caliper adapter bracket
 Pads
 Rotor
All calipers are the low-drag type. New technology caliper construction allows minimal drag of the pads on the
discs with low clearance to the rotors to maintain maximum pedal feel and responsiveness.
All calipers are coated, giving them a bright appearance. This coating offers corrosion protection and a long-
term neat appearance. Steel pistons are used in all calipers.
Front disc brakes are equipped with an audible wear indicator on the right side inboard brake pad only. The left
side pads do not include an audible wear indicator.
Rear disc brakes are equipped with audible wear indicators on both left side and right side inboard brake pads.
When the brake pads are replaced, only brake pads meeting the Original Equipment Manufacturer (OEM)
formulation (such as Mopar® replacement parts) should be used.
All brake rotors are fully coated with zinc dust, water-soluble, environmentally friendly corrosion preventive.
Both the friction surfaces and the vents are coated. During initial brake applications of a new rotor, the brake
pads scrub the coating off the friction surfaces, ensuring that the remainder will be rust free. Coating the vents
also ensures that there will not be a loss of heat capacity over time.
BOOSTER, POWER BRAKE
DESCRIPTION
DESCRIPTION
Fig. 9: Power Brake Booster, Master Cylinder & Push Rod

The power brake booster (2) is mounted to the engine side of the dash panel. The master cylinder is bolted to
the front of the booster. A vacuum check valve is also mounted on the front of the booster. A vacuum line
connects the check valve to engine source vacuum. The booster input rod extends through the dash panel and
connects to the brake pedal.
The power brake booster can be identified by the tag attached to the body of the booster. This tag contains the
following information:
 The production part number

 The date it was built, and
 The booster manufacturer.
DIAGNOSIS AND TESTING - MASTER CYLINDER/POWER BOOSTER

1. Start the engine and check the booster vacuum hose connections. A hissing noise indicates a vacuum leak.
Correct any vacuum leaks before proceeding.
2. Stop the engine and pump the brake pedal until all vacuum reserve in the booster is depleted.
3. Press and hold the brake pedal under light foot pressure. The pedal should hold firm. If the pedal falls
away, there may be an external leak or the master cylinder is faulty (internal leakage).
4. Start the engine and note pedal action. It should fall away slightly under light foot pressure, then hold
firm. If no pedal action is discernible, the power booster, vacuum supply or vacuum check valve is faulty.
Refer to POWER BOOSTER VACUUM TEST.
5. If the POWER BOOSTER VACUUM TEST passes, rebuild the booster vacuum reserve as follows:
Release the brake pedal. Increase engine speed to 1500 RPM, close the throttle and immediately turn off
the ignition to stop the engine.
6. Wait a minimum of 90 seconds and try brake action again. The booster should provide two or more
vacuum assisted pedal applications. If the vacuum assist is not provided, the booster is faulty.
POWER BOOSTER VACUUM TEST
1. Connect a vacuum gauge to the booster check valve with a short length of hose and T-fitting.
2. Start and run the engine at curb idle for one minute.
3. Observe the vacuum supply. If the vacuum supply is less that 12 inches HG (406 millibars), repair the
vacuum supply.
4. Clamp the hose shut between the intake vacuum source and the check valve.
5. Stop the engine and observe the vacuum gauge.
6. If the vacuum drops more than one inch HG (33 millibars) within 15 seconds, the booster diaphragm or
check valve is faulty.
POWER BOOSTER CHECK VALVE TEST
1. Remove the power booster check valve from the power booster.
2. Using a hand operated vacuum pump, apply 15-20 inches HG (508-677 millibars) vacuum at the booster
side of the check valve.
3. The vacuum should hold steady. If the gauge on the pump indicates vacuum loss, the check valve is faulty
and should be replaced.
REMOVAL
REMOVAL

CAUTION: The vacuum in the power brake booster must be pumped down before
removing the master cylinder to prevent the booster from sucking in any
contamination. This can be done by pumping the brake pedal while the
engine is not running until a firm brake pedal is achieved.
1. With the engine not running, pump the brake pedal 4-5 strokes until the pedal feel is firm.
Fig. 11: Air Cleaner Body Assembly

3. Disconnect and isolate the battery negative cable from its post on the battery.
4. Remove the air cleaner body (5). Refer to BODY, AIR CLEANER, REMOVAL or BODY, AIR
CLEANER, REMOVAL or BODY, AIR CLEANER, REMOVAL .

5. Disconnect and remove the battery. Refer to REMOVAL .

6. Disconnect the powertrain control module (PCM) electrical connectors (1 and 2).



13. Disconnect the Antilock Brake Module (ABM) harness connector (2) from the ABM (1). To do so:
1. Lift the connector cover (2) until it locks into position straight up and down.
2. The connector can then be pulled straight up and off the ABM (1).

14. Siphon as much fluid as possible from master cylinder reservoir.

15. Remove brake tubes from Integrated Control Unit (ICU) (3), including two fittings (4) from the master
cylinder.
16. Remove the two mounting screws (5) attaching the ICU (3) mounting bracket to the body.
17. Pull the ICU (3) away from the body to separate mounting pin from body hole (1).
18. Move the brake tubes around as necessary without bending them and remove the ICU with bracket from
the vehicle.
19. Disconnect the vacuum hose from the check valve on the power brake booster.
20. Remove brake fluid switch (3) from master cylinder reservoir (4).
21. Remove master cylinder retaining nuts (2) and remove master cylinder from vehicle.

22. Remove intermediate shaft pinch bolt (3) and separate intermediate shaft (2) from steering gear pinion
shaft (4).
Fig. 19: Brake Pedal Sled & Nuts

23. Press the tabs together and separate the booster push rod from the pedal assembly.
24. Remove the four nuts (3) attaching the power brake booster to the dash panel.
25. Slide the power brake booster (2) forward until its mounting studs clear the dash panel, then remove it
through the engine compartment.
INSTALLATION
INSTALLATION
Fig. 21: Booster Seal

NOTE: Before power brake booster (1) installation, be certain a NEW dash seal (2) is
installed on the booster mounting studs.
1. Install the power brake booster (2) by sliding the push rod (3) and studs through the dash panel and into
mounting position.

2. Under the instrument panel, install the four power brake booster mounting nuts (3).
3. Tighten the brake pedal/booster mounting nuts to 23 N.m (17 ft. lbs.).
4. Install the power brake booster push rod into the back of the brake pedal until it is snapped into the tabs.
5. Install and adjust the stop lamp switch in the brake pedal bracket. Refer to SWITCH, STOP LAMP,
INSTALLATION .

6. Install intermediate shaft (2) to steering gear pinion shaft and install a NEW pinch bolt (3). Tighten pinch
bolt to 55 N.m (40 ft. lbs.).
Fig. 25: Seal On Rear Of Master Cylinder

NOTE: The master cylinder must be bled before installing it on the vehicle.
7. Bench bleed the master cylinder. Refer to MASTER CYLINDER, BRAKE, STANDARD
PROCEDURE.
8. Wipe the face of the power brake booster clean where the vacuum seal on the rear of the master cylinder
comes in contact when it's installed. Do not get any cleaner or debris inside the booster.
CAUTION: When installing a master cylinder on the vehicle, a NEW vacuum seal
(2) MUST be installed on the master cylinder mounting flange (1).
9. If the master cylinder does not have a new vacuum seal (2) on the mounting flange (1), remove it. Install
a NEW vacuum seal on the master cylinder mounting flange making sure the seal fits squarely in its
groove.
CAUTION: If resistance is met during master cylinder insertion into power brake
booster, the master cylinder push rod may not be lined up with the
booster push rod. Remove the master cylinder, realign and insert it
again.
10. Line up the master cylinder mounting holes with the mounting studs on the power brake booster. Ensure
the master cylinder piston push rod lines up with the booster push rod, then carefully slide the master
cylinder into the power brake booster until it contacts the face of the booster.
11. Install two NEW master cylinder mounting nuts (2). Tighten each nut to 25 N.m (18 ft. lbs.).
12. Connect the primary and secondary brake tubes (1) to the master cylinder outlet ports. Tighten the tube
nuts to 17 N.m (150 in. lbs.).
13. Connect the wiring harness connector (3) to the brake fluid level switch.
Fig. 27: Clutch Actuator Port Plug

14. If equipped with a manual transaxle and a new reservoir is being installed, remove the plug (1) for the
clutch actuator port.
15. If equipped with a manual transaxle, slide the clutch actuator hose onto the reservoir port. Install the hose
clamp just past the upset bead on the port.

16. Position the Integrated Control Unit (ICU) (3) and insert mounting pin into body hole (1).
17. Install mounting bolts (5) and tighten to 23 N.m (17 ft. lbs.).
18. Install brake tubes (4) and connect to master cylinder. Tighten tube nuts to 17 N.m (150 in. lbs.).
19. Connect the vacuum hose to the check valve on the brake booster.

CAUTION: Before installing the ABM harness connector on the ABM, be sure the
seal is properly installed in the connector.
20. Insert the ABM wiring harness connector (2) into the socket of the ABM (1) and close the cover, locking
the connector in place.

retainers (3).

22. Install the battery tray (3) with one nut (5) and two bolts (1) tightened to 25 N.m (18 ft. lbs.).

26. Connect the powertrain control module (PCM) electrical connectors (1 and 2).

27. Install the air cleaner body (4). Refer to BODY, AIR CLEANER, INSTALLATION or BODY, AIR
CLEANER, INSTALLATION or BODY, AIR CLEANER, INSTALLATION .

28. Connect the negative (ground) cable on the battery.

29. Fill the master cylinder reservoir to the proper level.
WARNING: Be certain a firm brake pedal is achieved prior to attempting to

operate the vehicle. If a firm brake pedal cannot be achieved, bleed
the brake hydraulic system and check for leaks. Refer to STANDARD
PROCEDURE. .
to STANDARD PROCEDURE. .
3. Check for leaks.
4. Perform the ABS Verification Test. Refer to ABS VERIFICATION TEST .
32. Road test the vehicle to ensure proper operation of the brakes.
CALIPER, DISC BRAKE, FRONT
REMOVAL
REMOVAL

1. Using a brake pedal holding tool as shown in illustration, depress the brake pedal past its first 25 mm (1
inch) of travel and hold it in this position. This will isolate the master cylinder from the brake hydraulic
system and will not allow the brake fluid to drain out of the master cylinder reservoir when the lines are
opened.


3. Remove the wheel mounting bolts (1), then the tire and wheel assembly.
Fig. 37: Left Vertical Brace Bolts, Brake Hose Connector, Brake Hose & Banjo Bolt
4. Remove the banjo bolt (4) connecting the brake flex hose to the brake line connector.
5. Remove the clip and remove the brake hose (3) from the strut.
6. Remove brake hose connector (2) from brake caliper.
Fig. 38: Brake Caliper, Mounting Bolts & Guide Pin Bolts
7. Remove the two brake caliper guide pin bolts (2).

8. Slide the disc brake caliper (3) from the disc brake adapter bracket and remove.
DISASSEMBLY
DISASSEMBLY
NOTE: Before disassembling the brake caliper, remove it from the vehicle. Refer to
CALIPER, DISC BRAKE, FRONT, REMOVAL.
NOTE: Before disassembling the brake caliper, clean and inspect it. Refer to CALIPER,
DISC BRAKE, FRONT, INSPECTION and CALIPER, DISC BRAKE, FRONT,
CLEANING.
WARNING: Under no condition should high pressure air ever be used to remove a
piston from a caliper bore. Personal injury could result from such a
practice.
CAUTION: Do not use excessive force when clamping caliper in vise. Excessive vise
pressure will cause bore distortion.
1. Mount the caliper in a vise equipped with protective jaws.

Fig. 39: Piston Removal

1 - WOOD BLOCK
WARNING: Do not place face or hands near caliper and piston if using
compressed air pressure to remove piston. Do not use high
pressure.
2. Place a wooden block (1) in the caliper as shown in illustration.

3. If necessary, apply low pressure compressed air to the caliper fluid inlet in short spurts to force the piston
out.
4. Remove the piston from the caliper.
5. Remove the dust boot from the piston and discard it.
Fig. 40: Piston Seal Removal

1 - TRIM STICK
2 - SEAL
CAUTION: Do not use a screw driver or other metal tool for seal removal. Using
such tools can scratch the bore or leave burrs on the seal groove
edges.
6. Using a soft tool such as a plastic trim stick (1), work the piston seal (2) out of its groove in caliper piston
bore. Discard the used seal.
7. Clean the piston bore and drilled passage ways with alcohol or a suitable solvent. Wipe it dry using only a
lint-free cloth.
8. Inspect both the piston and bore for scoring or pitting. Bores that show light scratches or corrosion can
usually be cleared of the light scratches or corrosion using crocus cloth.
CLEANING
CLEANING
To clean or flush the internal passages of the brake caliper, use fresh brake fluid or Mopar® Non-Chlorinated
Brake Parts Cleaner. Never use gasoline, kerosene, alcohol, oil, transmission fluid or any fluid containing
mineral oil to clean the caliper. These fluids will damage rubber cups and seals.
INSPECTION
INSPECTION
Inspect the disc brake caliper for the following:
 Brake fluid leaks in and around piston boot area

 Ruptures, brittleness or damage to the piston dust boot
If caliper fails inspection, disassemble and recondition caliper, replacing the seals and dust boots.
ASSEMBLY
ASSEMBLY
NOTE: Always have clean hands when assembling a brake caliper.
NOTE: Always use fresh, clean brake fluid when assembling a brake caliper.
Fig. 41: Installing Caliper Piston Seal

1 - SEAL
2 - GROOVE
NOTE: Never use an old piston seal.
1. Dip the NEW piston seal in clean brake fluid and install it in the groove (2) of the caliper bore. The seal
(1) should be started at one area of the groove and gently worked around into the groove using only your
clean fingers to seat it.
Fig. 42: Boot Installation

2. Coat the NEW piston with clean brake fluid.

3. Coat the NEW piston boot with clean brake fluid leaving a generous amount inside the boot.
4. Position the dust boot over the lower section of the piston.
5. Extend the dust boot below the bottom of the piston and guide the lip seal into the groove in the caliper
piston bore.
Fig. 43: Piston Installation

1-
PISTON
GROOVE
CAUTION: Force applied to the piston (1) to seat it in the bore must be applied
uniformly to avoid cocking and binding of the piston.
6. Install the piston (1) into the bore, carefully pushing it past the piston seal using hand pressure . Push the
piston in until it bottoms in the caliper bore and the dust boot lip seal falls into the groove near the top of
the piston.
7. Install the caliper on the vehicle and bleed the brakes as necessary. Refer to CALIPER, DISC BRAKE,
FRONT, INSTALLATION.
INSTALLATION
INSTALLATION
CAUTION: Use care when installing the caliper onto the adapter bracket to avoid
damaging the guide pin boots.
1. Completely retract the caliper piston back into the bore of the caliper. Use a C-clamp to retract the piston.
Place a wood block over the piston before installing the C-clamp to avoid damaging the piston.
2. Install the disc brake caliper over the brake pads on the brake caliper adapter bracket.
3. Align the caliper guide pin bolt holes with the adapter bracket. Install the caliper guide pin bolts (2) and
tighten to 28 N.m (21 ft. lbs.).
Fig. 45: Left Vertical Brace Bolts, Brake Hose Connector, Brake Hose & Banjo Bolt
4. Install the brake hose connector (2) to the brake caliper and tighten to 24 N.m (18 ft. lbs.).
5. Install brake hose fitting to brake line connector (4) and tighten to 24 N.m (18 ft. lbs.).
6. Install brake hose to mounting location on strut (3) and secure with the clip.

7. Install the tire and wheel assembly. Refer to INSTALLATION .




10. Bleed the caliper as necessary. Refer to STANDARD PROCEDURE. .

11. Road test the vehicle and make several stops to wear off any foreign material on the brakes and to seat the
brake shoes.
CALIPER, DISC BRAKE, REAR
REMOVAL
REMOVAL

1. Using a brake pedal holding tool as shown in illustration, depress the brake pedal past its first one inch of
travel and hold it in this position. This will isolate the master cylinder from the brake hydraulic system
and will not allow the brake fluid to drain out of the master cylinder reservoir while the lines are
disconnected.

3. Remove the wheel cover with a soft prying tool.

4. Remove the wheel mounting bolts (1), then the rear tire and wheel assembly.
Fig. 51: Parking Brake Cable, Flex Hose & Guide Pin Bolts
5. Disengage parking brake cable (2) from actuator arm and remove from brake caliper.
6. Unthread and remove the brake flex hose (3) from the brake caliper.
7. While holding guide pins from turning, remove caliper guide pin bolts (1).
8. Slide and remove the disc brake caliper with outboard brake pad attached from the disc brake adapter
bracket, inboard brake pad and rotor.
9. Remove the outboard brake pad from the caliper by prying the brake pad retaining clip over the raised
area on the caliper. Slide the brake pad off of the brake caliper.
INSTALLATION
INSTALLATION
Fig. 52: Seating Piston With Special Tool

1. Seat (bottom) the caliper piston in the bore as follows:

1. Assemble a 3/8 in. drive ratchet handle and an extension (3).
2. Insert the extension through Special Tool (special tool #8807-1, Assembly, Forcing Screw) (2).
3. Place Special Tool (special tool #8807-2, Adapter) (1) on the end of the extension.
4. Insert lugs on Special Tool (special tool #8807-2, Adapter) into notches in face of caliper piston
(5).
5. Thread the screw drive on (special tool #8807-1, Assembly, Forcing Screw) down until it contacts
the top of (special tool #8807-2, Adapter) which is against the caliper piston. Do not over tighten
the screw-drive. Damage to the piston can occur.
6. Turn (special tool #8807-2, Adapter) with the ratchet, rotating the piston in a clockwise direction
until fully seated (bottomed) in the bore. It may be necessary to turn (special tool #8807-1,
Assembly, Forcing Screw) with (special tool #8807-2, Adapter) to start the process of piston
retraction.
NOTE: There is a small post on the lower backside of the inboard pad. Make sure
that this post lines up with one of the slots on the piston to ensure the pad
interfaces with the piston correctly.
2. Slide the outboard brake pad onto the caliper. Be sure the retaining clip is squarely seated in the
depressed areas on the caliper beyond the raised retaining bead.
CAUTION: Use care when installing the caliper onto the disc brake adapter to
avoid damaging the guide pin boots.
3. Install the disc brake caliper with outboard brake pad attached over the inboard brake pad and rotor, onto
the brake caliper adapter bracket.
tighten the guide pin bolts to 34 N.m (25 ft. lbs.).
5. Install brake line fitting (3) and tighten to 17 N.m (150 in. lbs.).
6. Insert parking brake cable through mounting hole in caliper and attach cable end (3) to parking brake
actuator arm.


8. Install wheel cover, if equipped.


11. Bleed the caliper as necessary. Refer to STANDARD PROCEDURE. .

brake shoes.
FLUID
DIAGNOSIS AND TESTING - BRAKE FLUID CONTAMINATION
Indications of fluid contamination are swollen or deteriorated rubber parts. Swelling indicates the presence of
petroleum in the brake fluid.
To test for contamination, put a small amount of drained brake fluid in clear glass jar. If the fluid separates into
layers, there is mineral oil or other fluid contamination of the brake fluid.
If the brake fluid is contaminated, drain and thoroughly flush the brake system. Replace all the rubber parts or
components containing rubber coming into contact with the brake fluid including: the master cylinder and
reservoir; proportioning valves (non-ABS); caliper seals; wheel cylinder seals; ABS hydraulic control unit; and
all hydraulic fluid hoses.
SPECIFICATIONS
SPECIFICATIONS
The brake fluid used in this vehicle must conform to DOT 3 specifications and SAE J1703 standards. No other
type of brake fluid is recommended or approved for usage in the vehicle brake system. Use only Mopar® Brake
Fluid DOT 3 Motor Vehicle or equivalent from a tightly sealed container.
CAUTION: Never use reclaimed brake fluid or fluid from a container which has been
left open. An open container will absorb moisture from the air and
contaminate the fluid.
CAUTION: Never use any type of a petroleum-based fluid in the brake hydraulic
system. Use of such type fluids will result in seal damage of the vehicle
brake hydraulic system causing a failure of the vehicle brake system.
Petroleum based fluids would be items such as engine oil, transmission
fluid, power steering fluid, etc.
MASTER CYLINDER, BRAKE
DESCRIPTION
DESCRIPTION
All master cylinders are a two-outlet design and the brake tubes from these primary and secondary outlet ports
lead directly to the Integrated Control Unit (ICU) before going to each wheel brake.
The master cylinder body is an anodized aluminum casting. It has a machined bore to accept the master cylinder
pistons and also has threaded ports with seats for hydraulic brake tube connections.
The master cylinder has the brake fluid reservoir mounted on top of it which gravity feeds brake fluid to the
master cylinder when it is required. On manual transmission model vehicles the brake fluid reservoir also feeds
the clutch hydraulic circuit. The reservoir is made of see-through plastic and it houses the brake fluid level
switch.
OPERATION
OPERATION
When the brake pedal is pressed, the master cylinder primary and secondary pistons apply brake pressure
through the ABS Integrated Control Unit (ICU) and chassis brake tubes to each brake assembly. The brake fluid
reservoir supplies the brake hydraulic system with the necessary fluid to operate properly.
ABS (ESC) equipped master cylinder outlet ports supply hydraulic pressure to the ABS ICU where it is
distributed to the individual wheel brakes.
The master cylinder reservoir cap diaphragm is slit to allow atmospheric pressure to equalize on both sides of
the diaphragm.
DIAGNOSIS AND TESTING - MASTER CYLINDER/POWER BOOSTER
1. Start the engine and check the booster vacuum hose connections. A hissing noise indicates a vacuum leak.
Correct any vacuum leaks before proceeding.

2. Stop the engine and pump the brake pedal until all vacuum reserve in the booster is depleted.
3. Press and hold the brake pedal under light foot pressure. The pedal should hold firm. If the pedal falls
away, there may be an external leak or the master cylinder is faulty (internal leakage).
4. Start the engine and note pedal action. It should fall away slightly under light foot pressure, then hold
firm. If no pedal action is discernible, the power booster, vacuum supply or vacuum check valve is faulty.
Refer to POWER BOOSTER VACUUM TEST.
5. If the POWER BOOSTER VACUUM TEST passes, rebuild the booster vacuum reserve as follows:
Release the brake pedal. Increase engine speed to 1500 RPM, close the throttle and immediately turn off
the ignition to stop the engine.
6. Wait a minimum of 90 seconds and try brake action again. The booster should provide two or more
vacuum assisted pedal applications. If the vacuum assist is not provided, the booster is faulty.
POWER BOOSTER VACUUM TEST
1. Connect a vacuum gauge to the booster check valve with a short length of hose and T-fitting.
2. Start and run the engine at curb idle for one minute.
3. Observe the vacuum supply. If the vacuum supply is less that 12 inches HG (406 millibars), repair the
vacuum supply.
4. Clamp the hose shut between the intake vacuum source and the check valve.
5. Stop the engine and observe the vacuum gauge.
6. If the vacuum drops more than one inch HG (33 millibars) within 15 seconds, the booster diaphragm or
check valve is faulty.
POWER BOOSTER CHECK VALVE TEST
1. Remove the power booster check valve from the power booster.
2. Using a hand operated vacuum pump, apply 15-20 inches HG (508-677 millibars) vacuum at the booster
side of the check valve.
3. The vacuum should hold steady. If the gauge on the pump indicates vacuum loss, the check valve is faulty
and should be replaced.
STANDARD PROCEDURE
STANDARD PROCEDURE - MASTER CYLINDER BLEEDING
NOTE: On vehicles without ABS this procedure is designed to be performed with the
proportioning valves installed in the master cylinder.
1. Clamp the master cylinder in a vise with soft-jaw caps.

Fig. 57: Bleeding Master Cylinder

2. Attach the special tools for bleeding the master cylinder in the following fashion:
1. Thread Bleeder Tube Adapters (3), Special Tool (special tool #8822-2, Adapter, M12 X 1.0), into
the primary and secondary outlet ports of the master cylinder. Tighten Adapters to 17 N.m (150 in.
lbs.).
2. Thread a Bleeder Tube (2), Special Tool (special tool #8358-1, Bleed Tube), into each Adapter.
Tighten tube nuts to 17 N.m (150 in. lbs.).
3. Flex each Bleeder Tube and place the open ends into the neck of the master cylinder reservoir.
Position the open ends of the tubes into the reservoir so their outlets are below the surface of the
brake fluid in the reservoir when filled.
NOTE: Make sure the ends of the Bleeder Tubes stay below the surface of the
brake fluid in the reservoir at all times during the bleeding procedure.
3. Fill the brake fluid reservoir with fresh Mopar® Brake Fluid DOT 3 Motor Vehicle, or equivalent. Refer
to FLUID, SPECIFICATIONS.
4. Using an appropriately sized wooden dowel as a pushrod, slowly press the pistons inward discharging
brake fluid through the Bleeder Tubes, then release the pressure, allowing the pistons to return to the
released position. Repeat this several times until all air bubbles are expelled from the master cylinder bore
and Bleeder Tubes.
5. Remove the Bleeder Tubes and Adapters from the master cylinder and plug the master cylinder outlet
ports.
6. Install the fill cap on the reservoir.
7. Remove the master cylinder from the vise.
8. Install the master cylinder on the vehicle. Refer to MASTER CYLINDER, BRAKE,
INSTALLATION.
REMOVAL
REMOVAL

CAUTION: The vacuum in the power brake booster must be pumped down before
removing the master cylinder to prevent the booster from sucking in any
contamination. This can be done by pumping the brake pedal while the
engine is not running until a firm brake pedal is achieved.
1. With the engine not running, pump the brake pedal 4-5 strokes until the pedal feel is firm.


5. Disconnect and remove the battery. Refer to BATTERY, REMOVAL .



13. Siphon as much fluid as possible from master cylinder reservoir.

14. Remove brake tubes (1) from Integrated Control Unit (ICU), including two fittings from the master
cylinder.
15. Disconnect the vacuum hose from the check valve on the power brake booster.
16. Remove brake fluid switch (3) from master cylinder reservoir (4).
17. Remove master cylinder retaining nuts (2) and remove master cylinder from vehicle.
DISASSEMBLY
DISASSEMBLY
Fig. 64: Fluid Level Switch, Reservoir & Pin

CAUTION: When removing the fluid reservoir (1) from the master cylinder, do not
attempt to pry it off using any type of tool. This can damage the fluid
reservoir or master cylinder housing.
1. Clean the master cylinder housing and brake fluid reservoir. Use only Mopar® Brake Parts Cleaner or
equivalent.
2. Remove the brake fluid reservoir cap. Using a syringe or equivalent type tool, empty as much brake fluid
as possible from the reservoir.
3. Remove the brake fluid level switch (2) from the reservoir (1).
4. Remove the pin (3) fastening the fluid reservoir (1) to the master cylinder housing (4).
Fig. 65: Reservoir Mounting

5. Pull the reservoir (1) straight up and remove it from the grommet seals in master cylinder housing (2).

6. Remove the vacuum seal (2) from the master cylinder mounting flange (1).
ASSEMBLY
ASSEMBLY

1. Install a NEW vacuum seal (2) on the master cylinder mounting flange (1) making sure the seal fits
squarely in its groove.
Fig. 68: Reservoir Mounting

2. Lubricate the reservoir mounting area with fresh clean brake fluid. Place the reservoir (1) in position over
the grommet seals in the master cylinder (2). Slide the reservoir into the grommet seals by firmly pressing
down on the fluid reservoir. Once installed, make sure fluid reservoir is touching the top of both grommet
seals.
Fig. 69: Fluid Level Switch, Reservoir & Pin

3. Install the pin (3) securing the reservoir (1) to the master cylinder (4).
4. If reusing the same reservoir, install the brake fluid level switch (2). A new reservoir will have a switch
already installed.
5. Thoroughly bleed the master cylinder before installing it. Refer to MASTER CYLINDER, BRAKE,
STANDARD PROCEDURE.
6. Install the master cylinder. Refer to MASTER CYLINDER, BRAKE, INSTALLATION.
INSTALLATION
INSTALLATION

CAUTION: When installing a master cylinder on the vehicle, a NEW vacuum seal (2)
MUST be installed on the master cylinder mounting flange (1).
NOTE: The master cylinder must be bled before installing it on the vehicle.
1. Bench bleed the master cylinder. Refer to MASTER CYLINDER, BRAKE, STANDARD
PROCEDURE.
2. Wipe the face of the power brake booster clean where the vacuum seal on the rear of the master cylinder
comes in contact when it's installed. Do not get any cleaner or debris inside the booster.
3. If the master cylinder does not have a new vacuum seal (2) on the mounting flange (1), remove it. Install
a NEW vacuum seal on the master cylinder mounting flange making sure the seal fits squarely in its
groove.
CAUTION: If resistance is met during master cylinder insertion into power brake
booster, the master cylinder push rod may not be lined up with the
booster push rod. Remove the master cylinder, realign and insert it
again.
4. Line up the master cylinder mounting holes with the mounting studs on the power brake booster. Ensure
the master cylinder piston push rod lines up with the booster push rod, then carefully slide the master
cylinder into the power brake booster until it contacts the face of the booster.
5. Install two NEW master cylinder mounting nuts (2). Tighten each nut to 25 N.m (18 ft. lbs.).
6. Connect the primary and secondary brake tubes (1) to the master cylinder outlet ports and Integrated
Control Unit ports. Tighten the tube nuts to 17 N.m (150 in. lbs.).
7. Connect the wiring harness connector (3) to the brake fluid level switch.
8. Connect the vacuum hose to the check valve on the brake booster.
Fig. 72: Clutch Actuator Port Plug

9. If equipped with a manual transaxle and a new reservoir is being installed, remove the plug (1) for the
clutch actuator port.
10. If equipped with a manual transaxle, slide the clutch actuator hose onto the reservoir port. Install the hose
clamp just past the upset bead on the port.

retainers (3).


17. Install the battery. Refer to BATTERY, INSTALLATION .


19. Connect the negative (ground) cable on the battery.

20. Fill the master cylinder reservoir to the proper level.
WARNING: Be certain a firm brake pedal is achieved prior to attempting to

operate the vehicle. If a firm brake pedal cannot be achieved, bleed
the brake hydraulic system and check for leaks. Refer to STANDARD
PROCEDURE. .
to STANDARD PROCEDURE. .
3. Check for leaks.
4. Perform the ABS Verification Test. Refer to ABS VERIFICATION TEST .
PADS, BRAKE, FRONT
REMOVAL
REMOVAL

NOTE: Perform 2 through 7 on each side of the vehicle to complete pad set
removal.
Fig. 79: Brake Pad Clip

3. Remove brake pad clip (1) from brake caliper.
4. Remove caps from caliper guide pin bolts, if equipped.

5. Remove the two brake caliper guide pin bolts (2).
6. Remove the disc brake caliper (3) from the disc brake adapter bracket and hang it out of the way using
wire or a bungee cord. Use care not to overextend the brake hose when doing this.
Fig. 81: Front Brake Caliper Adapter Bracket & Pads

7. Remove the brake pads (4, 5) from the caliper adapter bracket (2).
CLEANING
CLEANING
INSPECTION
INSPECTION
Visually inspect brake pads for uneven lining wear. Also inspect for excessive lining deterioration. Check the
clearance between the tips of the wear indicators (if equipped) on the pads and the brake rotors.
If a visual inspection does not adequately determine the condition of the lining, a physical check will be
necessary. To check the amount of lining wear, remove the disc brake pads from the vehicle.
Fig. 82: Brake Pad Friction Material Thickness Measurement

1 - BRAKE SHOE ASSEMBLY FRICTION MATERIAL THICKNESS IS TO BE MEASURED AT

THE THINNEST POINT.
2 - BRAKE SHOE ASSEMBLY FRICTION MATERIAL
3 - BRAKE SHOE ASSEMBLY BACKING PLATE
Measure brake pad minimum thickness (1). Brake pads must be replaced when usable material on a brake pad
lining (2) measured at its thinnest point measures one millimeter (0.04 inches) or less.
If a brake pad fails inspection, replace both disc brake pads (inboard and outboard) at each caliper. It is also
necessary to replace the pads on the opposite side of the vehicle as well as the pads failing inspection to
maintain proper braking characteristics.
If the brake pad assemblies do not require replacement, be sure to reinstall the brake pads in the original
position they were removed from.
NOTE: It is important to inspect both front and rear brake pads during the same
inspection.
INSTALLATION
INSTALLATION
NOTE: Perform 1 through 6 on each side of the vehicle to complete pad set installation,
then proceed to 7.
NOTE: Make sure that the audible wear indicators (if equipped) are placed toward the
top when the inboard brake pads are installed on each side of the vehicle.
Fig. 83: Front Brake Caliper Adapter Bracket & Pads

1. Place the brake pads (4, 5) in the abutment shims (3) clipped into the disc brake caliper adapter bracket
(2) as shown in illustration. Place the pad with the wear indicator attached on the inboard side.
2. Completely retract the caliper piston back into the bore of the caliper.
damaging the guide pin boots.
3. Install the disc brake caliper (3) over the brake pads on the brake caliper adapter bracket.
Fig. 85: Brake Pad Clip

5. Install brake pad retainer clip (1).




8. Pump the brake pedal several times before moving the vehicle to set the pads to the brake rotor.
9. Check and adjust the brake fluid level in the reservoir (2) as necessary.
brake pads.
PADS, BRAKE, REAR
REMOVAL
REMOVAL


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.
3. While holding the slider pins stationary, remove the disc brake caliper guide pin bolts (1).
4. Remove the caliper from the caliper mounting bracket. Hang the caliper using wire or a bungee cord.
Fig. 90: Caliper Adapter Bracket, Mounting Bolts & Brake Pads
5. Remove the inboard brake pad (4) from the caliper adapter bracket (2).
6. Remove the outboard brake pad (3) from the caliper adapter bracket (2) by prying the brake pad outward
until it clears the bracket and then remove the pad from the vehicle.
CLEANING
CLEANING
INSPECTION
INSPECTION
Visually inspect brake pads for uneven lining wear. Also inspect for excessive lining deterioration. Check the
clearance between the tips of the wear indicators (if equipped) on the pads and the brake rotors.
If a visual inspection does not adequately determine the condition of the lining, a physical check will be
necessary. To check the amount of lining wear, remove the disc brake pads from the vehicle.
Fig. 91: Brake Pad Friction Material Thickness Measurement

1 - BRAKE SHOE ASSEMBLY FRICTION MATERIAL THICKNESS IS TO BE MEASURED AT

THE THINNEST POINT.
2 - BRAKE SHOE ASSEMBLY FRICTION MATERIAL
3 - BRAKE SHOE ASSEMBLY BACKING PLATE
Measure brake pad minimum thickness (1). Brake pads must be replaced when usable material on a brake pad
lining (2) measured at its thinnest point measures one millimeter (0.04 inches) or less.
If a brake pad fails inspection, replace both disc brake pads (inboard and outboard) at each caliper. It is also
necessary to replace the pads on the opposite side of the vehicle as well as the pads failing inspection to
maintain proper braking characteristics.
If the brake pad assemblies do not require replacement, be sure to reinstall the brake pads in the original
position they were removed from.
NOTE: It is important to inspect both front and rear brake pads during the same
inspection.
INSTALLATION
INSTALLATION
Fig. 92: Seating Piston With Special Tool

NOTE: If a rear caliper piston in this vehicle needs to be seated in its bore, Rear Caliper
Piston Retractor (special tool #8807, Retractor, Rear Caliper Piston) must be
used. If an attempt is made to force the piston back in the bore with a clamp or
other method, damage will occur to the Integrated Park Brake.
1. Seat (bottom) the caliper piston in the bore as follows:

1. Assemble a 3/8 in. drive ratchet handle and an extension (3).
2. Insert the extension through Rear Caliper Piston Retractor (special tool #8807-1, Assembly,
Forcing Screw) (2).
3. Place Rear Caliper Piston Retractor (special tool #8807-2, Adapter) (1) on the end of the extension.
4. Insert lugs on Rear Caliper Piston Retractor (special tool #8807-2, Adapter) into notches in face of
caliper piston (5).
5. Thread the screw drive on Rear Caliper Piston Retractor (special tool #8807-1, Assembly, Forcing
Screw) down until it contacts the top of Rear Caliper Piston Retractor (special tool #8807-2,
Adapter) which is against the caliper piston. Do not over tighten the screw-drive. Damage to the
piston can occur.

6. Turn Rear Caliper Piston Retractor (special tool #8807-2, Adapter) with the ratchet, rotating the
piston in a clockwise direction until fully seated (bottomed) in the bore. It may be necessary to
turn Rear Caliper Piston Retractor (special tool #8807-1, Assembly, Forcing Screw) with
Rear Caliper Piston Retractor (special tool #8807-2, Adapter) to start the process of piston
retraction.
NOTE: Place the brake pad with the audible wear indicator attached on the
inboard side. The audible wear indicator should be positioned at the
bottom when installed.
2. Slide the outboard brake pad (3) in the abutment shims clipped into the caliper adapter bracket (2).
3. Place the inboard brake pad (4) in the abutment shims. Be sure that both pads are bottomed in their shims.
damaging the guide pin boot.
4. Install the disc brake caliper over the brake rotor and caliper adapter.
5. Install the disc brake caliper guide pin bolts (1). While holding the slide pins stationary, tighten the guide
pin bolts to 34 N.m (25 ft. lbs.).


8. Pump the brake pedal several times to ensure the vehicle has a firm brake pedal before moving the
vehicle.
brake pads.
PEDAL(S), BRAKE AND/OR ACCELERATOR
REMOVAL
REMOVAL
2. If equipped, remove the knee blocker air bag. Refer to AIR BAG, KNEE BLOCKER, REMOVAL .

3. Remove intermediate shaft pinch bolt (3) and separate the intermediate shaft (2) at the base of the column
from the steering gear pinion shaft (4). Discard the pinch bolt (3) it is not to be reused.
4. Position the intermediate shaft (2) so that the pedal assembly can be accessed.
Fig. 97: Support Bracket & Bolts

5. Remove the two mounting bolts (1) from the support bracket (2).
6. Remove the support bracket (2).

7. Remove the stop lamp switch. Refer to SWITCH, STOP LAMP, REMOVAL .
8. Disengage the tabs holding the push rod to the pedal, and separate the push rod from the pedal assembly.
9. Remove the four nuts (3) attaching the brake pedal sled (1) (and power brake booster) to the dash panel.
10. Remove the remaining two nuts (2) attaching the brake pedal sled (1) to the dash panel.
11. Remove the brake pedal sled (1).
Fig. 99: Brake Pedal Assembly & Keeper

12. Remove the brake pedal keeper (2) from the brake pedal assembly (1) by pressing outwards on the wings
of the keeper and then in towards the pedal assembly.
13. The brake pedal keeper must be discarded and cannot be reused.
INSTALLATION
INSTALLATION
Fig. 100: Brake Pedal Assembly & Keeper

NOTE: The brake pedal keeper (2) cannot be reused. Always install a new keeper if the
brake pedal push rod was separated from the keeper.
1. Install a NEW booster rod keeper (2) by pressing the keeper onto the backside of the brake pedal
assembly (1).
2. Press the keeper until the wings (2) snap onto the brake pedal assembly to ensure it is secured to the
assembly.

3. Carefully install the brake pedal and bracket assembly (1) in the vehicle lining up the bracket with the
power brake booster mounting studs and the studs on the dash panel.
4. Install the four nuts (3) attaching the brake pedal (1) (and power brake booster) to the dash panel. Do not
tighten the nuts at this time.
5. Install the two remaining nuts (2) attaching the brake pedal sled (1) to the dash panel. Tighten these nuts
to 23 N.m (17 ft. lbs.).
6. Tighten the brake pedal/booster mounting nuts to 23 N.m (17 ft. lbs.).
7. Install the power brake booster push rod into the back of the pedal, ensuring that the tabs are engaged.
8. Install and adjust the stop lamp switch in the brake pedal bracket. Refer to SWITCH, STOP LAMP,
INSTALLATION .
Fig. 102: Support Bracket & Bolts

9. Install the support bracket (2).

10. Install support bracket mounting bolts (1) and tighten to 20 N.m (15 ft. lbs.).

NOTE: A new pinch bolt (3) must be installed every time the pinch bolt is
removed.
11. Verify the front wheels of vehicle are in the STRAIGHT-AHEAD position.
12. Install the intermediate shaft (2) into the vehicle. Slide the intermediate shaft onto the steering gear pinion
shaft (4).
13. Install a NEW pinch bolt (3) and tighten to 55 N.m (40 ft. lbs.).
14. Install the knee blocker airbag. Refer to AIR BAG, KNEE BLOCKER, INSTALLATION .
15. If equipped, install the silencer pad below the instrument panel.
16. Connect the battery negative cable to its post on the battery.
17. Check the stop lamps to verify they are operating properly and not staying on when the pedal is in the
released position.
ROTOR, BRAKE
DIAGNOSIS AND TESTING - BRAKE ROTOR
Any servicing of the rotor requires extreme care to maintain the rotor within service tolerances to ensure proper
brake action.
Excessive runout or wobble in a rotor can increase pedal travel due to piston knock-back. This increases guide
pin sleeve wear due to the tendency of the caliper to follow the rotor wobble.
When diagnosing a brake noise or pulsation, the machined disc braking surface should be inspected.
BRAKING SURFACE INSPECTION
Light braking surface scoring and wear is acceptable. If heavy scoring or warping is evident, the rotor must be
refaced or replaced.
Excessive wear and scoring of the rotor can cause improper lining contact on the rotor's braking surface. If the
ridges on the rotor are not removed before new brake shoes are installed, improper wear of the shoes will result.
If a vehicle has not been driven for a period of time, the rotor's braking surface will rust in the areas not covered
by the brake shoes at that time. Once the vehicle is driven, noise and chatter from the disc brakes can result
when the brakes are applied.
Some discoloration or wear of the rotor surface is normal and does not require resurfacing when linings are
replaced. If cracks or burned spots are evident, the rotor must be replaced.
ROTOR MINIMUM THICKNESS

Fig. 104: Measuring Rotor Thickness

Measure rotor thickness (1) at the center of the brake pad contact surface. Replace the rotor if it is worn below
minimum thickness or if machining the rotor will cause its thickness to fall below specifications.
CAUTION: Do not machine the rotor if it will cause the rotor to fall below minimum
thickness.
Fig. 105: Front Rotor Minimum Thickness Marks

On front rotors, Minimum thickness specifications (2) are cast on the rotor's unmachined surface on the inside
of the rotor (1).
Fig. 106: Rear Rotor Maximum Dia/Min Thickness Marks

On rear rotors, Minimum thickness specifications (3) are cast into the rotor's unmachined surface on the outside
of the rotor (1). This area also shows the maximum thickness specifications (2) for the hat section of the rotor.
ROTOR THICKNESS VARIATION
Fig. 107: Measuring Rotor Thickness

Thickness variation in a rotor's braking surface can result in pedal pulsation, chatter and surge. This can also be
caused by excessive runout in the rotor or the hub.
Rotor thickness variation measurements should be made in conjunction with measuring runout. Measure
thickness of the brake rotor (2) at 12 equal points around the rotor braking surface with a micrometer (1) at a
radius approximately 25 mm (1 inch) from edge of rotor.
1. If excessive rotor thickness variation is found, reface or replace brake rotor. Refer to ROTOR, BRAKE,
STANDARD PROCEDURE.
ROTOR RUNOUT
Fig. 108: Measuring Rotor Runout

On-vehicle rotor runout is the combination of the individual runout of the hub face and the runout of the brake
rotor (hub runout can be measured separately). To measure rotor runout on the vehicle:

2. Remove the tire and wheel assembly. Refer to REMOVAL .
3. Install standard wheel mounting nuts, flat side to rotor, on all the wheel studs (2). Progressively tighten
the nuts in a crisscross pattern to 135 N.m (100 ft. lbs.).
4. Mount Dial Indicator (special tool #C-3339A, Set, Dial Indicator) (1) with Wheel (special tool #25-W,
Roller Contact Point), or equivalent, to the knuckle. Position the dial indicator wheel to contact the rotor
braking surface approximately 10 mm (0.39 in.) from the outer edge of the rotor (3).
5. Slowly rotate the brake rotor checking lateral runout, marking the low and high spots. Record these
measurements.
6. Check and record the runout on the opposite side of the rotor in the same fashion, marking the low and
high spots.
7. Compare runout measurement to specifications.
Fig. 109: Wheel Stud & Rotor Index Marked

8. If runout is in excess of specifications, check the lateral runout of the hub face. Before removing the rotor
from the hub, place a chalk mark across both the rotor (1) and the one wheel stud (2) closest to where the
high runout measurement was taken. This way, the original mounting spot of the rotor on the hub is
indexed.
9. Remove the rotor from the hub. Refer to ROTOR, BRAKE, REMOVAL.
Fig. 110: Measuring Hub Runout

NOTE: Before measuring hub runout, clean the hub face surface with an
appropriate cleaner. This provides a clean surface to get an accurate

indicator reading.
10. Mount Dial Indicator (special tool #C-3339A, Set, Dial Indicator) (2) to the knuckle. Position the dial
indicator stem so it contacts the hub face (1) near the outer diameter. Care must be taken to position the
stem outside of the stud circle, but inside of the chamfer on the hub rim.
11. Slowly rotate the hub measuring runout. Hub runout should not exceed 0.040 mm (0.0016 inch). If runout
exceeds this specification, the hub must be replaced. Refer to KNUCKLE, STEERING, REMOVAL
and REMOVAL . For rear brakes, refer to HUB AND BEARING, REMOVAL .
Fig. 111: Rotor Reindexed On Wheel Studs

12. If hub runout does not exceed this specification, install the original rotor back on the hub, aligning the
chalk mark on the rotor (2) with a wheel mounting stud, two studs apart from the original stud (1).
Fig. 112: Measuring Rotor Runout

13. Install standard wheel mounting nuts, flat side to rotor, on all the wheel studs (2). Progressively tighten
the nuts in a crisscross pattern to 135 N.m (100 ft. lbs.).
14. Mount the Dial Indicator (special tool #C-3339A, Set, Dial Indicator) (1) and remeasure runout on both
sides of the brake rotor as explained in earlier steps to see if runout is now within specifications.
15. If runout is still not within specifications, reface or replace brake rotor. Refer to ROTOR, BRAKE,
STANDARD PROCEDURE.
STANDARD PROCEDURE
STANDARD PROCEDURE - BRAKE ROTOR MACHINING
NOTE: Refacing the rotor is not required each time the brake pads are replaced, only
when the need is foreseen.
Any servicing of the rotor requires extreme care to maintain the rotor within service tolerances to ensure proper
brake action.
Fig. 113: On-Car Brake Lathe

1 - ON-CAR BRAKE LATHE
If the rotor surface is deeply scored or warped, or there is a complaint of brake roughness or brake pedal
pulsation, the rotor should be refaced using a hub-mounted on-car brake lathe (1), or replaced.
The use of a hub-mounted on-car brake lathe (1) is highly recommended to eliminate the possibility of
excessive runout. It trues the brake rotor to the vehicle's hub and bearing.
Fig. 114: Front Rotor Minimum Thickness Marks

NOTE: All brake rotors (1) have markings for minimum allowable thickness cast on an
unmachined surface of the rotor (2) or stamped into the hat section. On this
vehicle, the minimum thickness specification for the front brake rotor is located
on the inside of the rotor. The minimum thickness specification for the rear
brake rotor is located on the outside of the rotor.
Minimum allowable thickness is the minimum thickness which the brake rotor machined surface may be cut to.
CAUTION: Do not machine the rotor if it will cause the rotor to fall below minimum
thickness.
Before lathe installation, verify the brake rotor face and the hub adapters are free of any chips, rust, or
contamination.
When mounting and using the brake lathe, strict attention to the brake lathe manufacturer's operating
instructions is required.
Machine both sides of the brake rotor at the same time. Cutting both sides at the same time minimizes the
possibility of a tapered or uneven cut.
When refacing a rotor, the required TIR (Total Indicator Reading) and thickness variation limits MUST BE
MAINTAINED. Extreme care in the operation of rotor turning equipment is required.
REMOVAL
FRONT BRAKE ROTOR



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.
NOTE: In some cases, it may be necessary to retract the caliper piston in its bore
a small amount in order to provide sufficient clearance between the pads
and the rotor to easily remove the caliper from the knuckle. This can
usually be accomplished before the guide pin bolts are removed, by
grasping the inboard side of the caliper and pulling outward working with
the guide pins, thus retracting the piston. Never push on the piston
directly as it may get damaged.
4. Remove the two bolts (1) securing disc brake caliper and adapter bracket (3) to the steering knuckle.
5. Remove the disc brake caliper and adapter bracket (3) from the knuckle and rotor as an assembly. Hang
the assembly out of the way using wire or a bungee cord.
Fig. 117: Brake Rotor & Studs

6. Remove studs (1) retaining the brake rotor (2) to the hub assembly.
7. Slide the brake rotor (2) off the hub and bearing.
REAR BRAKE ROTOR


4. While holding the hex fitting on the caliper slides, remove caliper guide pin bolts (1).
5. Remove caliper from mounting bracket and support with a bungee cord or wire. Do not let it hang from
the brake hose.
6. Remove caliper bracket mounting bolts (1) and remove caliper mounting bracket (2).
Fig. 121: Wheel Mounting Pins

7. Remove retaining studs (1) and slide brake rotor off the hub and bearing.
INSTALLATION
FRONT BRAKE ROTOR
Fig. 122: Brake Rotor & Studs

NOTE: Inspect disc brake pads before installation. Refer to INSPECTION. .
1. Clean the hub face to remove any dirt or corrosion where the rotor mounts.
2. Install the brake rotor (2) on the hub and bearing.
3. Install retaining pins (1) and tighten to 12 N.m (106 in. lbs.).
4. Install the disc brake caliper and adapter bracket assembly (3) over the brake rotor and knuckle.
5. Install the mounting bolts (1) securing the caliper adapter bracket to the knuckle and tighten to 105 N.m
(77 ft. lbs.).


9. Check and adjust the brake fluid level in the reservoir as necessary.
10. Road test the vehicle and make several stops to seat the brake pads to the rotor.
REAR BRAKE ROTOR
Fig. 125: Wheel Mounting Pins

NOTE: Inspect disc brake pads before installation. Refer to INSPECTION. .
1. Clean the hub face to remove any dirt or corrosion where the rotor mounts.
2. Install the brake rotor on the hub and bearing.
3. Install rotor mounting pins (1) and tighten to 12 N.m (106 in. lbs.).
4. Install caliper mounting bracket (2) and install two mounting bolts (1). Tighten mounting bolts (1) to 57
N.m (42 ft. lbs.).
damaging the guide pin boot.
5. Install the disc brake caliper over the brake rotor and caliper adapter.
6. Install the disc brake caliper guide pin bolts (1). While holding the hex fitting on the caliper slides, tighten
the guide pin bolts (1) to 34 N.m (25 ft. lbs.).

7. Install tire and wheel assembly. Refer to INSTALLATION .

10. Check and adjust the brake fluid level in the reservoir as necessary.
11. Road test the vehicle and make several stops to seat the brake pads to the rotor.
TUBES AND HOSES, BRAKE
REMOVAL
REAR FLEXIBLE HOSE
1. Install prop rod on the brake pedal to keep pressure on the brake system. Holding pedal in this position
will isolate master cylinder from hydraulic brake system and will not allow brake fluid to drain out of
brake fluid reservoir while brake lines are open. This will allow you to bleed out the area of repair instead
of the entire system.
Fig. 129: Flexible Hose, Solid Line & Clip


3. Remove the tire and wheel assembly.
4. Remove the solid brake line fitting (3).
5. Remove the retaining clip (2) securing the flexible brake hose (1) to the mounting bracket.
Fig. 130: Flexible Brake Hose & Fitting

6. Remove the flexible brake hose (2) from the front bracket.
7. Remove the brake hose fitting (1) from the caliper and remove the brake hose from the vehicle.
INSPECTION
INSPECTION
Brake tubing should be inspected periodically for evidence of physical damage or contact with moving or hot
components.
Flexible rubber hose is used at both the front and rear wheel brakes. Inspection of the flexible brake hoses
should be performed whenever the brake system is serviced and every 12, 000 km (7, 500 miles) or 12 months,
whichever comes first. Inspect hydraulic brake hoses for surface cracking, scuffing, or worn spots. If the fabric
casing of the hose becomes exposed due to cracks or abrasions in the hose cover, the hose should be replaced
immediately. Eventual deterioration of the hose can take place with possible burst failure. Faulty installation
can cause twisting, resulting in wheel, tire, or chassis interference.
NOTE: This vehicle is equipped with more than one size (diameter) brake tube
depending on location on the vehicle. If a brake tube must be replaced, always
use the same size brake tubing as that being replaced. Never use under-size
brake tubing.
INSTALLATION
REAR FLEXIBLE HOSE
Fig. 131: Flexible Brake Hose & Fitting

1. Position the flexible brake hose (2) near the installed position.
2. Install the rear brake hose fitting (1) to the caliper and tighten to 16 N.m (142 in. lbs.).
Fig. 132: Flexible Hose, Solid Line & Clip

3. Position the flexible brake hose (1) through the bracket and install the retaining clip (2).
4. Install the solid brake line fitting (3) and tighten to 16 N.m (142 in. lbs.).
7. Remove the prop rod from the brake pedal.
8. Bleed the area of repair for the brake system. If a proper pedal is not felt during bleeding an area of
repair then a base bleed system must be performed . Refer to STANDARD PROCEDURE. .
PARKING BRAKE
DESCRIPTION
DESCRIPTION
The parking brakes consist of the following components:
 Hand-operated park brake lever

 Parking brake cables (one each side)
 Caliper equalizer
 Caliper with Integrated Parking Brake (IPB)
All vehicles are equipped with a center-mounted, hand-operated parking brake lever mounted between the front
seats. The parking brake must be manually adjusted after it is disconnected or when replacing components.
There is an individual parking brake cable for each rear wheel that joins a parking brake cable equalizer,
attached to the parking brake lever, to the rear parking brakes. The parking brake cables are made of flexible
steel cable.
The brake caliper used for the foundation brakes features an Integral Parking Brake (IPB) which combines a
mechanical parking brake function with a conventional rear caliper.
This caliper features a lever attached to a shaft on the outside of the caliper. The lever uses a ball-ramp
mechanism to mechanically apply piston clamp force to the rear rotor when the parking brake lever is applied.
As the lever and shaft rotate, the ball-ramp interface causes the shaft to lift and the piston to travel toward the
rotor.
STANDARD PROCEDURE
STANDARD PROCEDURE - PARKING BRAKE ADJUSTMENT
Fig. 133: Parking Brake Handle & Adjuster Nut


2. Place the parking brake handle (5) in the completely lowered position.
3. Back the adjuster nut (4) off until there is no tension on the parking brake cable.
4. Tighten the adjuster nut (4) until tension begins to be felt on the cables.
Fig. 134: Parking Brake Actuating Lever & Parking Brake Stop
5. Look under vehicle and ensure that the parking brake actuating lever (1) has not lifted off of the parking
brake stop (2) on both sides of the vehicle.
6. If lever is off of the stop, it will be necessary to go back inside the vehicle and loosen the adjuster nut.
7. Once there is tension on the parking brake cables and both actuating levers are still on their resting tabs,
actuate the parking brake to ensure that it is functioning properly.
8. Install the floor console. Refer to CONSOLE, FLOOR, INSTALLATION .
CABLE, PARKING BRAKE
REMOVAL
REMOVAL

NOTE: The procedure below applies to either of the two parking brake cables.
2. Block the tire and wheel assemblies so the vehicle does not move once the vehicle parking brake lever is
released.
4. Release and lower the parking brake lever (5).
5. Loosen the adjusting nut (4) on the equalizer output cable and disconnect the brake actuation cables from
the equalizer.
6. Remove the parking brake cables from the parking brake cable equalizer (3).

8. Remove parking brake cable from each mounting bracket.
9. Disconnect brake cable end (2) from caliper bracket and slide brake cable through bracket.
10. Remove parking brake cable from vehicle.
INSTALLATION
INSTALLATION
NOTE: The following procedure applies to either the left or right parking brake cable.
1. Install parking brake cable through the hole in the body.

2. Route the cable along the rear axle assembly, attaching to the retainers as it is fed to the rear of the
vehicle.
3. Slide the cable through the bracket on the rear caliper.
4. Attach the cable end (2) to the brake caliper actuator arm.


7. Ensure that the parking brake handle (5) is in the lowered position.
8. Attach parking brake cable to the equalizer (3).
9. Perform parking brake adjustment procedure. Refer to PARKING BRAKE, STANDARD
PROCEDURE.
10. Install the floor console. Refer to CONSOLE, FLOOR, INSTALLATION .
11. Remove the blocks from the tires and wheel assemblies.
LEVER, PARKING BRAKE
REMOVAL
REMOVAL


2. Block the tire and wheel assemblies so the vehicle does not move once the vehicle parking brake lever is
released.
4. Position parking brake boot (1) so that the mounting bolts and switch can be accessed.
5. Release and lower the parking brake lever (5).
6. Loosen the adjusting nut (4) on the equalizer and disconnect the brake actuation cables from the
equalizer.
7. Disconnect the wiring harness connector (6) from the parking brake switch.
8. Remove the bolts (2) attaching the parking brake lever (5) to the vehicle.
9. Remove the parking brake lever (5).
INSTALLATION
INSTALLATION

1. Place the parking brake lever (6) on the floor pan and install mounting bolts (2). Tighten the bolts to 30
N.m (22 ft. lbs.).
2. Install the rear parking brake cables into the equalizer (3) on the parking brake lever output cable.
3. Connect the wiring harness connector (2) to the parking brake switch (6).
4. Perform parking brake adjustment procedure. Refer to STANDARD PROCEDURE - PARKING
BRAKE ADJUSTMENT.
5. Install the center floor console. Refer to CONSOLE, FLOOR, INSTALLATION .
6. Remove the blocks from the tires and wheel assemblies.
2012 DRIVELINE/AXLES Half Shaft - Fiat 500
2012 DRIVELINE/AXLES
Half Shaft - Fiat 500
DESCRIPTION
DESCRIPTION
This vehicle is equipped an unequal length halfshaft system consisting of short left and long right halfshafts.
The halfshafts consist of a fixed constant velocity (CV) joint at the outboard end connected by a solid shaft to a
plunging CV joint on the inboard end. The inner (CV) joint has a splined connection into the transmission, or
onto the intermediate drive shaft, and is retained with a snap ring. The outer joint has a spline connection to the
wheel hub and is retained with a staked lock nut.
The inner tripod joints are designed with a retention feature that prevents the tripod rollers from coming out of
the inner joint housing up to a specific load. If this feature is overcome and any of the rollers are pulled past the
retention feature the joint will "lock-up" and no longer function properly. The entire halfshaft assembly must be
replaced if this occurs.

DIAGNOSIS AND TESTING - HALFSHAFT
VEHICLE INSPECTION
1. Check for grease in the vicinity of the inboard tripod joint and outboard CV joint; this is a sign of inner or
outer joint seal boot or seal boot clamp damage.
NOISE OR VIBRATION IN TURNS
A clicking noise or a vibration in turns could be caused by one of the following conditions:
 Damaged outer CV or inner tripod joint seal boot or seal boot clamps. This will result in the loss and/or
contamination of the joint grease, resulting in inadequate lubrication of the joint.
 Noise may also be caused by another component of the vehicle coming in contact with the half shafts.
CLUNKING NOISE DURING ACCELERATION
This noise may be a result of one of the following conditions:
 A torn seal boot on the inner or outer joint of the half shaft assembly.
 A loose or missing clamp on the inner or outer joint of the half shaft assembly.
 A damaged or worn half shaft CV joint.
SHUDDER OR VIBRATION DURING ACCELERATION

This problem could be a result of:
 A worn or damaged half shaft inner tripod joint.

 A sticking tripod joint spider assembly (inner tripod joint only).
 Improper wheel alignment. Refer to WHEEL ALIGNMENT, STANDARD PROCEDURE .
VIBRATION AT HIGHWAY SPEEDS
This problem could be a result of:
 Foreign material (mud, etc.) packed on the backside of the wheel(s).

 Out of balance tires or wheels. Refer to STANDARD PROCEDURE .
 Improper tire or wheel runout. Refer to DIAGNOSIS AND TESTING .
SPECIFICATIONS
SPECIFICATIONS
Nut, Hub 310 229 -
Nut, Tie Rod End to
40 39 -
Knuckle
Nut, Strut Clevis to
75 55 -
Knuckle
Bolt, Wheel Speed
12 - 106
Sensor
REMOVAL
REMOVAL
NOTE: Never grasp the halfshaft assembly by the inner or outer boots doing so may
damage to the boot.
NOTE: The inner tripod joints are designed with a retention feature that prevents the
tripod rollers from coming out of the inner joint housing up to a specific load. If
this feature is overcome and any of the rollers are pulled past the retention
feature the joint will "lock-up" and no longer function properly. The entire
halfshaft assembly must be replaced if this occurs.
NOTE: Before proceeding, review all Warnings and Cautions. Refer to FRONT,
WARNING .


2. Remove the wheel and tire assembly. Refer to REMOVAL .
3. If equipped, remove the engine belly pan. Refer to BELLY PAN, REMOVAL .
Fig. 2: Cross Car Cradle Brace

4. Remove the cross car cradle brace (1).

5. Drain the transmission fluid (manual transmissions only). Refer to STANDARD PROCEDURE or
STANDARD PROCEDURE . .
Fig. 3: Hub Nut Staking

6. Remove the staking from the hub nut (2).

7. While a helper applies the brakes to keep the hub from rotating, use a 12 point thin-walled 36mm
Craftsman® socket (or equivalent) to remove the hub nut and discard.

8. Disconnect the wheel speed sensor from the hub assembly (2).
Fig. 5: Tie Rod End, Knuckle & Ball Joint Remover

9. Remove the nut (4) attaching the outer tie rod (5) to the knuckle (3).
10. Release the outer tie rod end (3) from the knuckle (2) using (special tool #9360, Remover, Ball Joint) (1).
11. Remove the outer tie rod from the knuckle.

12. Remove the nut (1) attaching the stabilizer link to the strut. Separate the stabilizer link stud from the strut.
13. While holding the bolt heads stationary, remove the two nuts (2) from the bolts (4) attaching the strut to
the knuckle (3).
14. Remove the two bolts (2) attaching the strut to the knuckle (3).
Fig. 7: Removing Half Shaft

NOTE: Care must be taken not to separate the inner C/V joint during this
operation. Do not allow halfshaft to hang by inner C/V joint after removing
outer C/V Joint from the hub/bearing assembly in steering knuckle, end of
halfshaft must be supported.
15. Separate the knuckle assembly from the half shaft.
NOTE: With manual transaxles some fluid might leak when the half shaft is
removed from the transaxle.
16. Supporting the outer end of the halfshaft assembly, insert a pry bar between (1) the inner tripod joint and
transaxle case. Pry against inner tripod joint until the retaining snap-ring is disengaged from transaxle
side gear and remove half shaft from the vehicle.
INSTALLATION
INSTALLATION
NOTE: The inner tripod joints are designed with a retention feature that prevents the
tripod rollers from coming out of the inner joint housing up to a specific load. If
this feature is overcome and any of the rollers are pulled past the retention
feature the joint will "lock-up" and no longer function properly. The entire
halfshaft assembly must be replaced if this occurs.
Fig. 8: Installing Half Shaft

1. Thoroughly clean the spline and oil seal sealing surface on tripod joint.
2. Lightly lubricate oil seal sealing surface on tripod joint with fresh clean transmission lubricant.
3. Holding halfshaft assembly by the tripod joint and interconnecting shaft, install tripod joint into transaxle
side gear as far as possible by hand. Be sure to engage splines prior to applying force.
NOTE: Attempt to remove tripod joint by hand to verify that the snap ring is fully
engaged. If snap ring is fully engaged, tripod joint will not be removable
from transmission by hand.
4. Push the tripod joint into the transaxle side gear, until snap-ring is fully engaged.
5. Clean all debris and moisture at the bearing hub where the outer CV joint will be installed into steering
knuckle assembly.
6. Install the outer CV joint to the bearing hub.
7. Slide half shaft back into front hub and bearing assembly.

NOTE: Before tightening the bolts, press the knuckle toward the vehicle to
achieve the most negative camber. If this is not done, it is possible to have
positive camber which will negatively impact vehicle handling.
8. Position the lower end of the strut assembly in line with the upper end of the knuckle (3), aligning the
mounting holes. Install the two mounting bolts (4) from the front side of the vehicle.
9. Install the nuts (2) on the two bolts (4). While holding the bolts in place, tighten the nuts to 75 N.m (55 ft.
lbs.).

10. Install the outer tie rod (5) ball stud into the hole in the knuckle (3) arm. Start the tie rod end-to-knuckle
nut (4) onto the stud. While holding the tie rod end stud with a wrench, tighten the nut with a wrench or
crowfoot wrench to 40 N.m (30 ft. lbs.).

11. Install the wheel speed sensor head (2) into the knuckle. Install the mounting screw (1) and tighten it to
12 N.m (106 in. lbs.).
Fig. 12: Hub Nut Staking

NOTE: Always install a new hub nut. The original hub nut is one-time use only
and must be discarded when removed.
12. Clean all foreign matter from the threads of the halfshaft stub shaft.
13. Install a NEW hub nut on the end of the halfshaft stub shaft. While a helper applies the brakes to keep the
hub from rotating, use a 12 point thin-walled 36mm Craftsman® socket (or equivalent) to tighten the hub
nut to 310 N.m (229 ft. lbs.).
Fig. 13: Correct Hub Nut Staking

NOTE: The hub nut must be staked, the edge must be split and bent into the
shape shown in illustration (3). The staking prevents the nut from coming
off the vehicle while it is being operated. The staking must be in the
opposite direction from the forward rotation of the wheel.
14. Perform staking procedure.

Fig. 15: Cross Car Cradle Brace

16. Install the cross car cradle brace (1). Tighten the bolts to 90 N.m (66 ft. lbs.).
17. Check for correct fluid level in transaxle assembly. Refer to STANDARD PROCEDURE or
18. If equipped, install the engine belly pan. Refer to BELLY PAN, INSTALLATION .
SPECIAL TOOLS
SPECIAL TOOLS
9360 - Remover, Ball Joint

(Originally Shipped In Kit Number(s) 9329, 9515, 9516, 9516-CAN, 9517, 9517-CAN, 9518,
9519, 9540, 9541.)
2012 ELECTRICAL Battery System - Service Information - Fiat 500
2012 ELECTRICAL
Battery System - Service Information - Fiat 500

DIAGNOSIS AND TESTING - BATTERY SYSTEM
The battery, starting, and charging systems in the vehicle operate with one another and must be tested as a
complete system. In order for the engine to start and the battery to maintain its charge properly, all of the
components that are used in these systems must perform within specifications. It is important that the battery,
starting, and charging systems be thoroughly tested and inspected any time a battery needs to be charged or
replaced. The cause of abnormal battery discharge, overcharging or early battery failure must be diagnosed and
corrected before a battery is replaced and before a vehicle is returned to service. The service information for
these systems has been separated within this service information to make it easier to locate the specific
information you are seeking. However, when attempting to diagnose any of these systems, it is important that
you keep their interdependency in mind.
The diagnostic procedures used for the battery, starting, and charging systems include the most basic
conventional diagnostic methods, to the more sophisticated On-Board Diagnostics (OBD) built into the Body
Control Module (BCM). Use of an induction-type milliampere ammeter, a volt/ohmmeter, a battery charger, a
carbon pile rheostat (load tester) and a 12-volt test lamp may be required. All OBD-sensed systems are
monitored by the BCM. Each monitored circuit is assigned a Diagnostic Trouble Code (DTC). The BCM will
store a DTC in electronic memory for any failure it detects. For the proper charging system on-board diagnostic
test procedures. Refer to DIAGNOSIS AND TESTING .
GR8 ELECTRICAL SYSTEM TESTER
The Midtronics GR8 battery system tester is designed to help diagnose the cause of a defective battery. For
directions on using the Midtronics GR8 battery tester. Refer to BATTERY, STANDARD PROCEDURE.
BATTERY SYSTEM DIAGNOSIS

THE BATTERY SEEMS WEAK 1. The electrical system 1. For the proper test procedures. Refer to
OR DEAD WHEN ignition-off draw is BATTERY, STANDARD PROCEDURE.
ATTEMPTING TO START THE excessive. Repair the excessive ignition-off draw, as
ENGINE. required.
2. The charging system 2. Determine if the charging system is
is inoperative. performing to specifications. Refer to
DIAGNOSIS AND TESTING . Repair the
inoperative charging system, as required.
3. The battery is 3. Determine the battery state-of-charge
discharged. using the Midtronics GR8 battery tester.
Refer to BATTERY, STANDARD
PROCEDURE. Charge the battery as
required.
4. The battery terminal 4. Refer to CABLES, BATTERY,
connections are loose or DIAGNOSIS AND TESTING. Clean and

corroded. tighten the battery terminal connections, as
required.
5. The battery has an 5. For the proper size and rating. Refer to
incorrect size or rating SPECIFICATIONS. Replace an incorrect
for this vehicle. battery, as required.
6. The battery is 6. Determine the battery cranking capacity
inoperative. using the Midtronics GR8 battery tester.
Refer to BATTERY, STANDARD
PROCEDURE. Replace the inoperative
battery, as required.
7. The starting system is 7. Determine if the starting system is
inoperative. performing to specifications. Refer to
inoperative starting system, as required.
8. The battery is 8. Inspect the battery for loose terminal posts
physically damaged. or a cracked and leaking case. Replace the
damaged battery, as required.
THE BATTERY STATE OF 1. The battery has an 1. For the proper size and rating. Refer to
CHARGE CANNOT BE incorrect size or rating SPECIFICATIONS. Replace an incorrect
MAINTAINED. for this vehicle. battery, as required.
2. The battery terminal 2. Refer to CABLES, BATTERY,
connections are loose or DIAGNOSIS AND TESTING. Clean and
corroded. tighten the battery terminal connections, as
required.
3. The electrical system 3. For the proper test procedures. Refer to
ignition-off draw is BATTERY, STANDARD PROCEDURE.
excessive. Repair the inoperative electrical system, as
required.
4. The battery is 4. Test the battery using the Midtronics GR8
inoperative. battery tester. Refer to BATTERY,
STANDARD PROCEDURE. Replace the
inoperative battery, as required.
5. The starting system is 5. Determine if the starting system is
inoperative. performing to specifications. Refer to
inoperative starting system, as required.
6. The charging system 6. Determine if the charging system is
is inoperative. performing to specifications. Refer to
inoperative charging system, as required.
7. Electrical loads 7. Inspect the vehicle for aftermarket
exceed the output of the electrical equipment which might cause
charging system. excessive electrical loads.
8. Slow driving or 8. Advise the vehicle operator, as required.
prolonged idling with
high-amperage draw
systems in use.
THE BATTERY WILL NOT 1. The battery is 1. Test the battery using the Midtronics GR8
ACCEPT A CHARGE. inoperative. battery tester. Refer to BATTERY,
STANDARD PROCEDURE. Replace the
inoperative battery, as required.
STANDARD PROCEDURE
STANDARD PROCEDURE - SHIPPING MODE
The BCM features a Logistic Mode (LM) function, (very similar to the IOD fuse function or shipping mode)
which makes it possible to disable specific electrical loads to maintain the optimum battery charge. This low
consumption power supply mode is activated at the factory. On vehicles with the LM mode activated, the
following functions are disabled:
 Central locking
 Power windows
 Radio
 Navigation system
 Power outlet/cigar lighters
 Clock
 Climate control
 Courtesy lights
 Fog lights
 High-beam headlights
To disable the LM function by using the scan tool, go to BCM then Misc. function.
Verify that the LM function is active, turn the ignition key to the RUN position and check the condition of the
charging indicator light. A flashing charging indicator light (blinking mode) is a confirmation that the LM low
consumption power supply mode is currently active.
NOTE: It is only possible to deactivate the Logistic Mode once. After deactivation, no
further activations or deactivations are possible.
SPECIFICATIONS
SPECIFICATIONS
The battery Group Size number, the Cold Cranking Amperage (CCA) rating, and the Reserve Capacity (RC)
rating, or Ampere-Hours (AH) rating, can be found on the original equipment battery label. Be certain that a
replacement battery has the correct Group Size number, as well as CCA, and RC or AH ratings that equal or
exceed the original equipment specification for the vehicle being serviced. Battery sizes and ratings are
discussed in more detail below.
 Group Size - The outside dimensions and terminal placement of the battery conform to standards
established by the Battery Council International (BCI). Each battery is assigned a BCI Group Size
number to help identify a correct - sized replacement.
 Cold Cranking Amperage - The Cold Cranking Amperage (CCA) rating specifies how much current (in
amperes) the battery can deliver for 30 seconds at -18° C (0° F). Terminal voltage must not fall below 7.2
volts during or after the 30 second discharge period. The CCA required is generally higher as engine
displacement increases, depending upon the starter current draw requirements.
 Reserve Capacity - The Reserve Capacity (RC) rating specifies the time (in minutes) it takes for battery
terminal voltage to fall below 10.5 volts, at a discharge rate of 25 amperes. RC is determined with the
battery fully-charged at 26.7° C (80° F). This rating estimates how long the battery might last after a
charging system failure, under minimum electrical load.
 Ampere-Hours - The Ampere-Hours (AH) rating specifies the current (in amperes) that a battery can
deliver steadily for 20 hours, with the voltage in the battery not falling below 10.5 volts. This rating is
sometimes identified as the 20-hour discharge rating.
BCI Group Size Cold Cranking Reserve Ampere - Load Test

Classification Amperage Capacity Hours Amperage
97R 500 100 60 250
CLEANING
CLEANING
The following information details the recommended cleaning procedures for the battery and related
components. In addition to the maintenance schedules found in this service information, it is recommended that
these procedures be performed any time the battery or related components must be removed for vehicle service.
Refer to MAINTENANCE SCHEDULES, DESCRIPTION .
Fig. 1: Cleaning Battery Cable Terminal Clamps

1. Clean the battery cable terminal clamps (2) of all corrosion. Remove any corrosion using a wire brush or
cleaning tool (1), and a sodium bicarbonate (baking soda) and warm water cleaning solution.
2. Clean the battery tray and battery hold down hardware using a stiff bristle parts cleaning brush and a
sodium bicarbonate (baking soda) and warm water cleaning solution.
Fig. 2: Cleaning Outside Of Battery Case

3. If the removed battery is to be reinstalled, clean the outside of the battery case and the top cover (3) with
a sodium bicarbonate (baking soda) and warm water cleaning solution (2) using a stiff bristle parts
cleaning brush (1) to remove any acid film. Rinse the battery with clean water. Ensure that the cleaning
solution does not enter the battery cells through the vent holes. If the battery is being replaced, for the
factory-installed battery specifications. Refer to SPECIFICATIONS. Confirm that the replacement
battery is the correct size and has the correct ratings for the vehicle.
Fig. 3: Cleaning Battery Terminal Posts

4. Clean any corrosion from the battery terminals with a wire brush or terminal cleaner (1), and a sodium
bicarbonate (baking soda) and warm water cleaning solution.
INSPECTION
INSPECTION
The following information details the recommended inspection procedures for the battery and related
components. In addition to the maintenance schedules. Refer to MAINTENANCE SCHEDULES,
DESCRIPTION . It is recommended that these procedures be performed any time the battery or related
components are removed for vehicle service.
1. Inspect the battery cable terminal clamps for damage. Replace any battery cable that has a damaged or
deformed terminal clamp.
2. Inspect the battery tray and battery hold down hardware for damage. Replace any damaged parts.
3. If equipped, slide the thermal guard off of the battery case. Inspect the battery casing for cracks or other
damage that could result in electrolyte leaks. Also, check the battery terminal posts for looseness.
Batteries with damaged cases or loose terminal posts must be replaced.
4. Inspect the battery thermal guard for tears, cracks, deformation or other damage. Replace any battery
thermal guard that has been damaged.
5. If equipped, inspect the battery built-in test indicator sight glass for an indication of the battery condition.
6. If the battery is discharged, charge per recommended specifications. Refer to BATTERY, STANDARD
PROCEDURE.
BATTERY
DIAGNOSIS AND TESTING - BATTERY
MIDTRONICS GR8 BATTERY TESTER
The Midtronics GR8 battery tester is designed to help diagnose the cause of an inoperative battery. For
instructions on the use of the Midtronics GR8 battery tester. Refer to BATTERY, STANDARD
PROCEDURE.
WARNING: IF THE BATTERY SHOWS SIGNS OF FREEZING, LEAKING OR LOOSE

POSTS, DO NOT TEST, ASSIST-BOOST, OR CHARGE. THE BATTERY
MAY ARC INTERNALLY AND EXPLODE. PERSONAL INJURY AND/OR
VEHICLE DAMAGE MAY RESULT.
WARNING: EXPLOSIVE HYDROGEN GAS FORMS IN AND AROUND THE BATTERY.

DO NOT SMOKE, USE FLAME, OR CREATE SPARKS NEAR THE
BATTERY. PERSONAL INJURY AND/OR VEHICLE DAMAGE MAY
RESULT.
WARNING: THE BATTERY CONTAINS SULFURIC ACID, WHICH IS POISONOUS AND

CAUSTIC. AVOID CONTACT WITH THE SKIN, EYES, OR CLOTHING. IN
THE EVENT OF CONTACT, FLUSH WITH WATER AND CALL A PHYSICIAN
IMMEDIATELY. KEEP OUT OF THE REACH OF CHILDREN.
A battery that will not accept a charge is inoperative, and must be replaced. Further testing is not required. A
fully-charged battery must be load tested to determine its cranking capacity. A battery that is fully-charged, but
does not pass the load test, is inoperative and must be replaced.
NOTE: Completely discharged batteries may take several hours to accept a charge.
Refer to STANDARD PROCEDURE for the proper battery charging procedures.
STANDARD PROCEDURE
BATTERY CHARGING
Battery charging is the means by which the battery can be restored to its full voltage potential. A battery is
fully-charged when:
 Midtronics (special tool #GR8-1220KIT-CHRY, AGM Battery Tester/Charger Station) tester indicates
battery is OK.
 All of the battery cells are gassing freely during battery charging.
 Open-circuit voltage of the battery is 12.65 volts or above.
WARNING: Never exceed twenty amperes when charging a cold (-1° C [30° F] or
lower) battery. The battery may arc internally and explode. Personal injury
and/or vehicle damage may result.
WARNING: If the battery shows signs of freezing, leaking, loose posts, do not test,
assist-boost, or charge. The battery may arc internally and explode.
Personal injury and/or vehicle damage may result.
WARNING: Explosive hydrogen gas forms in and around the battery. Do not smoke,
use flame, or create sparks near the battery. Personal injury and/or
vehicle damage may result.
WARNING: The battery contains sulfuric acid, which is poisonous and caustic. Avoid
contact with the skin, eyes, or clothing. In the event of contact, flush with
water and call a physician immediately. Keep out of the reach of children.
WARNING: If the battery is equipped with removable cell caps, be certain that each of
the cell caps is in place and tight before the battery is returned to service.
Personal injury and possible vehicle damage may result from loose or
missing cell caps.
CAUTION: Always disconnect and isolate the battery negative cable before charging
a battery. Do not exceed sixteen volts while charging a battery. Damage to
the vehicle electrical system components may result.
CAUTION: Battery electrolyte will bubble inside the battery case during normal
battery charging. Electrolyte boiling or being discharged from the battery
vents indicates a battery overcharging condition. Immediately reduce the
charging rate or turn off the charger to evaluate the battery condition.
Damage to the battery may result from overcharging.
CAUTION: The battery should not be hot to the touch. If the battery feels hot to the
touch, turn off the charger and let the battery cool before continuing the
charging operation. Damage to the battery may result.
After the battery has been charged to 12.65 volts or greater, perform a load test to determine the battery
cranking capacity, for the proper battery load test procedures. Refer to BATTERY, STANDARD
PROCEDURE. If the battery will endure a load test, return the battery to service. If the battery will not endure
a load test, it is inoperative and must be replaced.
Clean and inspect the battery hold down, tray, terminals, posts, and top before completing battery service. For
the proper battery system cleaning and inspection procedures, refer to CLEANING and INSPECTION.
CHARGING A COMPLETELY DISCHARGED BATTERY
The following procedure should be used to recharge a completely discharged battery. Unless this procedure is
properly followed, a good battery may be needlessly replaced.
1. Measure the voltage at the battery posts with a voltmeter, accurate to 1/10 (0.10) volt. If the reading is
below ten volts, the battery charging current will be low. It could take some time before the battery
accepts a current greater than a few milliamperes. Such low current may not be detectable on the
ammeters built into many battery chargers.
2. Disconnect and isolate the battery negative cable. Connect the Midtronics (special tool #GR8-1220KIT-
CHRY, AGM Battery Tester/Charger Station).
NOTE: Some battery chargers are equipped with polarity-sensing circuitry. This
circuitry protects the battery charger and the battery from being damaged
if they are improperly connected. If the battery state-of-charge is too low
for the polarity-sensing circuitry to detect, the battery charger will not
operate. This makes it appear that the battery will not accept charging
current. See the instructions provided by the manufacturer of the battery
charger for details on how to bypass the polarity-sensing circuitry.
3. Battery chargers vary in the amount of voltage and current they provide. The amount of time required for
a battery to accept measurable charging current at various voltages is shown in the Charge Rate Table
below. If the charging current is still not measurable at the end of the charging time, the battery is
inoperative and must be replaced. If the charging current is measurable during the charging time, the
battery may be good and the charging should be completed in the normal manner.
CHARGE RATE TABLE

Voltage Hours
16.0 volts maximum up to 4 hours
14.0 to 15.9 volts up to 8 hours
13.9 volts or less up to 16 hours
CHARGING TIME REQUIRED
The time required to charge a battery will vary, depending upon the following factors:
 Battery Capacity - A completely discharged heavy-duty battery requires twice the charging time of a
small capacity battery.
 Temperature - A longer time will be needed to charge a battery at -18° C (0° F) than at 27° C (80° F).
When a fast battery charger is connected to a cold battery, the current accepted by the battery will be very
low at first. As the battery warms, it will accept a higher charging current rate (amperage).
 Charger Capacity - A battery charger that supplies only five amperes will require a longer charging
time. A battery charger that supplies twenty amperes or more will require a shorter charging time.
 State-Of-Charge - A completely discharged battery requires more charging time than a partially
discharged battery. Electrolyte is nearly pure water in a completely discharged battery. At first, the
charging current (amperage) will be low. As the battery charges, the specific gravity of the electrolyte
will gradually rise.
The Battery Charging Time Table gives an indication of the time required to charge a typical battery at room
temperature based upon the battery state-of-charge and the charger capacity.
BATTERY CHARGING TIME TABLE

Charging
5 Amps 10 Amps 20 Amps
Amperage
Open
Circuit Hours Charging @ 21° C (70° F)
Voltage
12.25 to 6 hours 3 hours 1.5 hours
12.49
12.24
11.99
Below 18 hours 9 hours 4.5 hours
10.00
GR8 BATTERY TESTER / CHARGER
Always use the Midtronics GR8 Instruction Manual that was supplied with the tester as a reference. If the
Instruction Manual is not available the following procedure can be used:
WARNING: Always wear appropriate eye protection and use extreme caution when
working with batteries.
BATTERY TESTING
1. If testing the battery OUT-OF-VEHICLE, clean the battery terminals with a wire brush before testing.
Refer to CLEANING. If the battery is equipped with side post terminals, install and tighten the supplied
lead terminal stud adapters. Do not use steel bolts. Failure to properly install the stud adapters, or using
stud adapters that are dirty or worn-out may result in false test readings.
2. If testing the battery IN-THE-VEHICLE, make certain all of the vehicle accessory loads are OFF,
including the ignition. Connect the Midtronics GR8 directly to the battery posts.
NOTE: Multiple batteries connected in parallel must have the ground cable
disconnected to perform a battery test. Failure to disconnect may result in
false battery test readings.
3. Using the ARROW key select in or out of vehicle testing and press ENTER to make a selection.
4. If not selected, choose the Cold Cranking Amp (CCA) battery rating. Or select the appropriate battery
rating for your area (see menu). The tester will then run its self programmed test of the battery and
display the results. Refer to BATTERY DECISIONS.
5. While viewing the battery test result, press the CODE button and the tester will prompt you for the last 4
digits of the VIN. Use the UP/DOWN arrow buttons to scroll to the correct character; then press ENTER
to select and move to the next digit. Then press the ENTER button to view the SERVICE CODE.
Pressing the CODE button a second time will return you to the test results.
NOTE: The SERVICE CODE is required on every warranty claim submitted for battery
replacement.
QUICK REFERENCE GUIDE
Inspect the battery for damages and check the electrolyte level. Always use the necessary safety precautions
when working with batteries to prevent severe injury or death. Follow all manufacturers' instructions and BCI
(Battery Council International) safety recommendations, which include the following precautions:
MAIN MENU
The Main Menu is the starting point for all tools and utilities, which are depicted as icons. Some icons lead
directly to the function they represent, while others are menu icons that lead to two or more options.
Fig. 4: Battery Tester Main Menu Icon 1

Automatically tests, charges, and provides battery decision using the information you select in a series of
screens. Start here to generate warranty codes.

Tests the starting and charging systems.

Maintains battery voltage at 13.5 volts to provide uninterrupted reprogramming of ECUs and retain vehicle
system settings.

Includes a utility to view and print a test counter, a data transfer utility, the software version and date, the
Midtronics GR8 serial number for the control module, and current wireless channel.

The Setup Menu lets you customize options in the Midtronics GR8 to suit your needs.

Provides a list of topics and definitions. Also includes Midtronics Customer Service phone numbers.
CHARGE/TEST MENU
Fig. 10: Charge/Test Menu Icon 1

Automatically tests and charges battery, starting, and charging system. Generates a warranty code for Replace
and Bad Cell decisions.

Pre Delivery Inspection (PDI): For testing delivered vehicles and lot maintenance. Uses the same inputs as a
diagnostic charge.

Dual Battery Charge mode allows the charger to be used with dual battery systems.

Makes high output current available to boost charge an in-vehicle battery and assist in starting the engine.

Provides a timed charge that ranges from 5 to 120 minutes or a continuous charge that ends when you press the
STOP key.

In this mode the charger can provide a trickle charge for long term, low amp battery charging.

Generates 15-digit warranty codes for physically defective batteries or customer good will.
OPERATION
Fig. 17: GR8 Battery Tester

1. Control module: Backlight graphical display and keypad for data entry.
2. ON/OFF switch: ON/OFF switch Turns power on and off to the GR8.
3. STATUS light: Lights in conjunction with beeping alarm to indicate transitions and warnings.
4. Data card slot: For future upgrades via a data card. The slot contains a plastic filler card for protection.
REPLACE BATTERY DECISIONS
BATTERY DECISIONS
Fig. 18: Battery Test Screen - Example

1. Battery Decisions
2. Select Rating
3. Measured capacity
4. Measured voltage
5. Good Range
NOTE: The warranty code screen will only be displayed for REPLACE BATTERY
and BAD CELL-REPLACE decisions.
6. Enter this number into wiTech

7. Replace range
8. Replaced AMP Hours
9. Charging Time
TEST RESULTS-CHARGING SYSTEM
A REPLACE BATTERY or BAD CELL-REPLACE decision gives you the option of generating a warranty
code. For Chrysler vehicles model year 2011 or later, enter that warranty code into your wiTECH in the
Midtronics warranty code validation routine.
Fig. 19: Battery Tester Test Results Screen - Example

1. Loads-off current at rev if amp clamp is used

2. Loads-off DC voltage at rev
3. Decision
4. Loads-on DC voltage at rev
5. Loads-on current at rev if amp clamp is used
6. Bar graph of DC voltage within normal range (loads on and off)
7. Graph of diode waveform

8. Peak-to-peak AC voltage
9. Normal DC voltage range
TEST RESULTS-STARTER SYSTEM
Fig. 20: Test Results-Starter System Example

1. Average cranking voltage

2. Average cranking current if amp clamp is used
3. Cranking time in seconds
4. Y axis = System performance: cranking voltage
IGNITION-OFF DRAW TEST
The term Ignition-Off Draw (IOD) identifies a normal condition where power is being drained from the battery
with the ignition switch in the Off position. A normal vehicle electrical system will draw from five to thirty-five
milliamperes (0.005 to 0.035 ampere) with the ignition switch in the Off position, and all non-ignition
controlled circuits in proper working order. Up to thirty-five milliamperes are needed to enable the memory
functions for the Powertrain Control Module (PCM), digital clock, electronically tuned radio, and other
modules which may vary with the vehicle equipment.
Excessive IOD can be caused by:
 Electrical items left on.

 Inoperative or improperly adjusted switches.
 Inoperative or shorted electronic modules and components.
 An internally shorted generator.
 Intermittent shorts in the wiring.
If the IOD is over thirty-five milliamperes, the problem must be found and corrected before replacing a battery.
In most cases, the battery can be charged and returned to service after the excessive IOD condition has been
corrected.
1. Verify that all electrical accessories are off. Turn off all lamps, remove the ignition key, and close all
doors. If the vehicle is equipped with an illuminated entry system or an electronically tuned radio, allow
the electronic timer function of these systems to automatically shut off (time out). This may take up to ten
minutes. See the Electronic Module Ignition-Off Draw Table for more information.
ELECTRONIC MODULE
IGNITION-OFF DRAW (IOD)
TABLE
Time
Out?
(If Yes, IOD
Interval After
Module IOD
And Time
Wake- Out
Up
Input)
1 to 3
Radio No N/A
milliamperes
Audio
up to 1
Power No N/A
milliampere
Amplifier
Powertrain
Control 0.95
No N/A
Module milliampere
(PCM)
Instrument 0.44
No N/A
Cluster milliampere
2. Determine that the underhood lamp is operating properly, then disconnect the lamp wire harness
connector or remove the lamp bulb.
3. Turn off all electrical accessories.
4. Disconnect the battery negative cable.
CAUTION: Do not open any doors, or turn on any electrical accessories with the
lowest milliampere scale selected, or the multi-meter may be
damaged.
5. Connect a 10 amp fused jumper wire between the negative battery cable and the negative battery post.
6. Turn the ignition key ON and then OFF and wait 10 minutes for all systems to enter sleep mode.
NOTE: Do not break the connection between the 10 amp fused jumper wire and
the battery. If the connection between the battery negative terminal post
and the negative cable terminal clamp is lost during any part of the IOD
test, the electronic timer function will be activated and all of the tests will
have to be repeated.
7. Set an electronic digital multi-meter to its highest amperage scale. Connect the multi-meter to the battery
negative cable terminal clamp and the battery negative terminal post, but not on the jumper connection.
8. Remove the 10 amp jumper wire without breaking the digital multi-meter connection.
9. The multi-meter leads must be securely clamped to the battery negative cable terminal clamp and the
battery negative terminal post, but not the 10 amp jumper wire.
10. The high-amperage IOD reading on the multi-meter should be very low or nonexistent, depending upon
the electrical equipment in the vehicle. If the amperage reading remains high, remove and replace each
fuse or circuit breaker in the BCM and PDC, one at a time until the amperage reading becomes very low,
or nonexistent. Refer to the appropriate wiring information for complete BCM and PDC, circuit breaker,
and circuit identification. This will isolate each circuit and identify the circuit that is the source of the
high-amperage IOD. If the amperage reading remains high after removing and replacing each fuse,
disconnect the wire harness from the generator. If the amperage reading now becomes very low or
nonexistent, diagnose and repair the Charging System as necessary. After the high-amperage IOD has
been corrected, switch the multi-meter to progressively lower amperage scales and, if necessary, repeat
the fuse and circuit breaker remove-and-replace process to identify and correct all sources of excessive
IOD. It is now safe to select the lowest milliampere scale of the multi-meter to check the low-amperage
IOD.
11. Observe the multi-meter reading. The low-amperage IOD should not exceed thirty-five milliamperes
(0.035 ampere). If the current draw exceeds thirty-five milliamperes, isolate each circuit using the fuse
and circuit breaker remove-and-replace process in step 10. The multi-meter reading will drop to within
the acceptable limit when the source of the excessive current draw is disconnected. Repair this circuit as
required; whether a wiring short, incorrect switch adjustment, or an inoperative component is the cause.
OPEN-CIRCUIT VOLTAGE TEST
A battery open-circuit voltage (no load) test will show the approximate state-of-charge of a battery.
Before proceeding with this test, completely charge the battery, refer to the appropriate battery charging
procedure.
1. Before measuring the open-circuit voltage, the surface charge must be removed from the battery. Turn on
the headlamps for fifteen seconds, then allow up to five minutes for the battery voltage to stabilize.
2. Disconnect and isolate both battery cables, negative cable first.
3. Using a voltmeter connected to the battery posts (see the instructions provided by the manufacturer of the
voltmeter), measure the open-circuit voltage.
See the Open-Circuit Voltage Table below. This voltage reading will indicate the battery state-of-charge, but
will not reveal its cranking capacity. If a battery has an open-circuit voltage reading of 12.4 volts or greater, it
may be load tested to reveal its cranking capacity.
OPEN CIRCUIT VOLTAGE TABLE

Open Circuit Voltage Charge Percentage

11.7 volts or less 0%
12.0 volts 25%
12.2 volts 50%
12.4 volts 75%
12.6 volts or more 100%
REMOVAL
REMOVAL
Fig. 21: Positive Battery Terminal Cover

1. Remove the positive battery terminal cover (1).

Fig. 22: Positive & Negative Battery Cables

2. Disconnect the negative battery cable (2).

3. Disconnect the positive battery cable (1).
Fig. 23: Battery Thermo Cover & Battery

4. Remove the battery thermo cover (1).

5. Remove the battery hold down retainer.
6. Remove the battery (2) from the vehicle.
INSTALLATION
INSTALLATION

1. Install the battery (2) into the vehicle.

2. Install the battery hold down retainer.
3. Install the battery thermo cover (1).
Fig. 25: Positive & Negative Battery Cables

4. Connect the positive battery cable (1).

5. Connect the negative battery cable (2).
Fig. 26: Positive Battery Terminal Cover

6. Install the positive battery terminal cover (1).
CABLES, BATTERY
DIAGNOSIS AND TESTING - BATTERY CABLES
A voltage drop test will determine if there is excessive resistance in the battery cable terminal connections or
the battery cable. If excessive resistance is found in the battery cable connections, the connection point should
be disassembled, cleaned of all corrosion or foreign material, then reassembled. Following reassembly, check
the voltage drop for the battery cable connection and the battery cable again to confirm repair.
When performing the voltage drop test, it is important to remember that the voltage drop is giving an indication
of the resistance between the two points at which the voltmeter probes are attached. EXAMPLE: When testing
the resistance of the battery positive cable, touch the voltmeter leads to the battery positive cable terminal clamp
and to the battery positive cable eyelet terminal at the starter solenoid B(+) terminal stud. If you probe the
battery positive terminal post and the battery positive cable eyelet terminal at the starter solenoid B(+) terminal
stud, you are reading the combined voltage drop in the battery positive cable terminal clamp-to-terminal post
connection and the battery positive cable.
VOLTAGE DROP TEST
The following operation will require a voltmeter accurate to 1/10 (0.10) volt. Before performing this test, be
certain that the following procedures are accomplished:
 The battery is fully-charged, for the proper battery charging procedure. Refer to BATTERY,
STANDARD PROCEDURE.
 The battery has successfully passed a load test, for the proper load test procedure. Refer to BATTERY,
STANDARD PROCEDURE.
 Fully engage the parking brake.
 If the vehicle is equipped with an automatic transmission, place the gearshift selector lever in the Park
position. If the vehicle is equipped with a manual transmission, place the gearshift selector lever in the
Neutral position and block the clutch pedal in the fully depressed position.
 Verify that all lamps and accessories are turned off.
 To prevent the engine from starting, remove the Start Prevention with Robotized Gearbox relay. The Start
Prevention with Robotized Gearbox relay is located in the Power Distribution Center (PDC), in the
engine compartment. See the fuse and relay layout label affixed to the underside of the PDC cover for
Start Prevention with Robotized Gearbox relay identification and location.
Fig. 27: Checking Connection Between Battery Negative Cable Terminal Clamp & Negative Terminal
Post
1. Connect the positive lead of the voltmeter to the battery negative terminal post. Connect the negative lead
of the voltmeter to the battery negative cable terminal clamp. Rotate and hold the ignition switch in the
Start position. Observe the voltmeter. If voltage is detected, correct the poor connection between the
battery negative cable terminal clamp and the battery negative terminal post.
Fig. 28: Checking Connection Between Battery Positive Cable Terminal Clamp & Positive
Terminal Post
2. Connect the positive lead of the voltmeter to the battery positive terminal post. Connect the negative lead
of the voltmeter to the battery positive cable terminal clamp. Rotate and hold the ignition switch in the
Start position. Observe the voltmeter. If voltage is detected, correct the poor connection between the
battery positive cable terminal clamp and the battery positive terminal post.
Fig. 29: Checking Connection Between Battery Negative Cable Terminal Clamp & Ground On
Engine Block
3. Using a suitable jumper wire, connect the voltmeter to measure between the battery negative cable
terminal clamp and a good clean ground on the engine block. Rotate and hold the ignition switch in the
Start position. Observe the voltmeter. If the reading is above 0.2 volt, clean and tighten the battery
negative cable eyelet terminal connection at the transmission housing. Repeat the test. If the reading is
still above 0.2 volt, perform step 4.
4. Connect the voltmeter to measure between the battery negative cable terminal clamp and the battery
negative cable eyelet terminal connection at the vehicle body. Rotate and hold the ignition switch in the
Start position. Observe the voltmeter. If the reading is above 0.2 volt, clean and tighten the battery
negative cable eyelet terminal connection at the vehicle body. Repeat the test. If the reading is still above
0.2 volt, replace the battery negative cable.
5. Using a suitable jumper wire, connect the voltmeter to measure between the battery positive cable
terminal clamp and the starter solenoid B(+) terminal stud. Rotate and hold the ignition switch in the Start
position. Observe the voltmeter. If the reading is above 0.2 volt, clean and tighten the battery positive
cable eyelet terminal connection at the starter solenoid B(+) terminal stud. Repeat the test. If the reading
is still above 0.2 volt, perform step 6.
6. Gain access to the battery positive cable bulkhead outside terminal. Connect the voltmeter to measure
between the battery positive cable bulkhead outside terminal and the starter solenoid B(+) terminal stud.
Rotate and hold the ignition switch in the Start position. Observe the voltmeter. If the reading is above 0.2
volt, clean and tighten the battery positive cable bulkhead outside terminal connection. Repeat the test. If
the reading is still above 0.2 volt, replace the battery positive cable.
REMOVAL
NEGATIVE BATTERY
1. Disconnect the negative and positive battery cable.

2. Remove the battery tray. Refer to TRAY, BATTERY, REMOVAL.
3. Remove the battery negative cable retainer at the subframe under the battery tray.
4. If necessary, unclip the negative battery cable
5. Remove the negative battery cable from the vehicle.
POSITIVE BATTERY
Fig. 30: PDC Lid Retainer & Cover

1. Disconnect the negative and positive battery cables.

2. Remove the PDC lid retainer (1).
3. Remove the PDC cover (2).
Fig. 31: B+ Retainer & Cable

4. Remove the B+ retainer (1) and remove the B+ cable (2).
Fig. 32: Belly Pan

5. Remove the belly pan (1) covering the bottom side of the engine compartment.
Fig. 33: Starter Solenoid, Connector & Retainer

6. Remove the retainer (1) from the starter solenoid (3).

7. Disconnect the starter solenoid harness connector (2).
INSTALLATION
NEGATIVE BATTERY
1. Install the negative battery cable into the vehicle.

2. If necessary, clip the negative battery cable.
3. Install the negative battery cable onto the subframe stud.
4. Install the negative battery cable retainer.
5. Install the battery tray. Refer to TRAY, BATTERY, INSTALLATION.
6. Connect the positive and negative battery cable.
POSITIVE BATTERY
Fig. 34: Starter Solenoid, Connector & Retainer

1. Connect the starter solenoid harness connector (2).

2. Install the retainer (1) from the starter solenoid (3).
Fig. 35: Belly Pan

3. Instal the belly pan (1) covering the bottom side of the engine compartment.
Fig. 36: B+ Retainer & Cable

4. Install the B+ cable (2) and install the B+ retainer (1).
Fig. 37: PDC Lid Retainer & Cover

5. Install the PDC cover (2).

6. Install the PDC lid retainer (1).
7. Connect the negative and positive battery cables.
TRAY, BATTERY
REMOVAL
REMOVAL

1. Remove the battery (2). Refer to BATTERY, REMOVAL.


7. Remove the battery tray.
INSTALLATION
INSTALLATION

lbs.).


6. Install the battery (2). Refer to BATTERY, INSTALLATION.

2012 ELECTRICAL Charging - Service Information - Fiat 500
2012 ELECTRICAL
Charging - Service Information - Fiat 500

DIAGNOSIS AND TESTING - ON-BOARD DIAGNOSTIC SYSTEM
The Body Control Module (BCM) monitors critical input and output circuits of the charging system, making
sure they are operational. A Diagnostic Trouble Code (DTC) is assigned to each input and output circuit
monitored by the OBD system. Some circuits are checked continuously and some are checked only under
certain conditions.
If the OBD system senses that a monitored circuit is bad, it will put a DTC into electronic memory. The DTC
will stay in electronic memory as long as the circuit continues to be bad. The BCM is programmed to clear the
memory after 40 good trip if the problem does not occur again.
DIAGNOSTIC TROUBLE CODES
A DTC description can be read using the scan tool. Refer to the appropriate Diagnostic Procedures service
information.
A DTC does not identify which component in a circuit is bad. Thus, a DTC should be treated as a symptom, not
as the cause for the problem. In some cases, because of the design of the diagnostic test procedure, a DTC can
be the reason for another DTC to be set. Therefore, it is important that the test procedures be followed in
sequence, to understand what caused a DTC to be set.
ERASING DIAGNOSTIC TROUBLE CODES
The Scan Tool must be used to erase a DTC.
The following procedures may be used to diagnose the charging system if:
 The check gauges lamp or battery lamp is illuminated with the engine running
 The voltmeter (if equipped) does not register properly
 An undercharged or overcharged battery condition occurs.
Remember that an undercharged battery is often caused by:
 Accessories being left on with the engine not running

 A faulty or improperly adjusted switch that allows a lamp to stay on. Refer to Ignition-Off Draw Test,
found in BATTERY, STANDARD PROCEDURE .
 Loose generator belt.
INSPECTION
The Body Control Module (BCM) monitors critical input and output circuits of the charging system, making
sure they are operational. A Diagnostic Trouble Code (DTC) is assigned to each input and output circuit
monitored by the On-Board Diagnostic (OBD) system. Some charging system circuits are checked
continuously, and some are checked only under certain conditions.
Refer to Diagnostic Trouble Codes in appropriate Diagnostic information. This will include a complete list of
DTC's including DTC's for the charging system.
To perform a complete test of the charging system, refer to the appropriate Diagnostic Procedures service
information and the scan tool. Perform the following inspections before attaching the scan tool.
1. Inspect the battery condition. Refer to DIAGNOSIS AND TESTING .

2. Inspect condition of battery cable terminals, battery posts, connections at engine block, starter solenoid
and relay. They should be clean and tight. Repair as required.
3. Inspect all fuses in both the Body Control Module (BCM) and Power Distribution Center (PDC) for
tightness in receptacles. They should be properly installed and tight. Repair or replace as required.
4. Inspect generator mounting bolts for tightness. Replace or tighten bolts if required. Refer to
SPECIFICATIONS for torque specifications.
5. Inspect generator drive belt condition and tension.
6. Inspect automatic belt tensioner (if equipped). Refer to ENGINE COOLING SYSTEM article, for more
information.
7. Inspect generator electrical connections at generator field, battery output, and ground terminal (if
equipped). Also check generator ground wire connection at engine (if equipped). They should all be clean
and tight. Repair as required.
SPECIFICATIONS
GENERATOR SPECIFICATIONS
MINIMUM
OUTPUT
NOMINAL
(AMPS) (@
MANUFACTURER ENGINE RATING
SPECIFIED
(AMPS)
TEST
CONDITIONS)
Denso A115 1.4L 105A
TEST CONDITIONS
1. Engine RPM: 2500 RPM (ENGINE HOT)
2. Voltage Output: 13.0 - 16.0 V

Battery Terminal Nut 4 - 36
Generator Mounting
25 18 -
Bolts
Generator B+ Output 9 - 80
Cable Terminal Nut
GENERATOR
REMOVAL
REMOVAL
Fig. 1: Drive Belt Tensioners & Assembly With Drive Belt Routing

2. Remove the accessory drive belt. Refer to BELT, SERPENTINE, REMOVAL .
3. Support and raise the vehicle.
Fig. 2: Belly Pan

Fig. 3: Right Side Axle Shaft

5. Remove the right side axle shaft (1).

Fig. 4: Generator & Fasteners

6. Disconnect the field generator harness connector.

7. Remove the generator B+ cable retainer.
8. Remove the cable from the generator stud.
9. Remove the top generator mounting bolt (1). This bolt is located between the generator and the a/c
compressor.
10. Remove the bottom two generator mounting bolts (2).
11. Carefully remove the generator (3).
INSTALLATION
INSTALLATION

1. Carefully position the generator (3) up to the engine block.

2. Loosely install the bottom two generator mounting retainers (2).
3. Install the top generator mounting retainer (1).
4. Tighten the generator mounting retainers to 25 N.m (18 ft. lbs.).
5. Install the generator B+ cable on the generator stud.
6. Install the B+ cable retainer, and tighten to 4 N.m (36 In. lbs.).
7. Connect the field generator harness Connector.
Fig. 6: Right Side Axle Shaft

8. Install the right side axle shaft (1).

Fig. 7: Belly Pan

9. Install the belly pan (1) covering the bottom side of the engine compartment.
11. Install the accessory drive belt. Refer to BELT, SERPENTINE, INSTALLATION .
13. Start the engine and verify the generator is operating properly.
2012 ELECTRICAL Power Distribution - Fiat 500
2012 ELECTRICAL
Power Distribution - Fiat 500
CENTER, POWER DISTRIBUTION (PDC)

DESCRIPTION
POWER DISTRIBUTION CENTER (PDC)
Fig. 1: Power Distribution Center (PDC)

The Power Distribution Center (PDC) (1) is an integral part of the front body harness and is serviced as a
assembly with the front body harness.
For information on fuse and relay location. Refer to FUSE LOCATIONS AND TYPES,
SPECIFICATIONS .

Fig. 2: Body Control Module (BCM)

The Body Control Module (BCM) (1) is located under the driver side of the instrument panel behind the hood
latch release.
The BCM integrates an electromechanical section for power distribution and an electronic management section
for the control of body electrical functions and vehicle communications. The BCM includes a double row of
fuses for circuit protection single-terminal battery power connector.
The BCM integrates a series of built-in relays to operate body electrical circuits, such as low beams, power
windows, central locking, front and rear windshield wipers, and interior lights. The BCM internal relays are
mounted to the printed circuit board and are not serviceable. In addition, the BCM contains high-side drivers
and low-side drivers to control and protect circuits with low inductive loads.
For information on fuse description. Refer to FUSE LOCATIONS AND TYPES, SPECIFICATIONS .
For more information about the BCM. Refer to MODULE, BODY CONTROL, DESCRIPTION .
OPERATION
OPERATION
The power distribution center (PDC) is located in the engine compartment, next to the battery and connects
directly to the B+ cable via a power stud located at the front of the unit, on the upper left corner of the fuse/relay
block. The PDC contains fuses and relays for power distribution and circuit protection.
The PDC includes three types of fuses for circuit protection. A row with 14 MINI blade-type fuses is used for
the protection of relay-controlled body electrical circuits. The MINI fuse current ratings range from 5A to 20A.
A separate row with three MINI fuses is used to supply power to the powertrain control module (PCM). Two
ATO blade-type fuses supply power to the blower motor (40A) and the power outlet (30A). A row with ten
MAXI blade-type fuses is used for protection of the main power supply circuits. The MAXI fuse current ratings
employed range from 20A for the ignition switch to 70 A for the electric power steering (EPS) system. Power
from the PDC is supplied to the body control module (BCM) through a 60A MAXI fuse.
2012 ELECTRICAL Special Tools - Fiat 500
2012 ELECTRICAL
Special Tools - Fiat 500
SPECIAL TOOLS
9001 - RF Detector
9977-6 - Kit, Radio Antenna Diagnostic
C-4755 - Trim Stick
(Originally Shipped In Kit Number(s) 9299, 9299CC, 9299CC, 9300A-CAN.)
GR8-1220KIT-CHRY - AGM Battery Tester/Charger Station
(Originally Shipped In Kit Number(s) GR8-1220KIT-CHRY.)
2012 ENGINE 1.4L Non-Turbo Engine (Code EAB) - Service Information - Fiat 500
2012 ENGINE
1.4L Non-Turbo Engine (Code EAB) - Service Information - Fiat 500
DESCRIPTION
DESCRIPTION
Fig. 1: 1.4L Non-Turbo Engine (Code EAB)

MultiAir technology manages the torque and power delivered by the engine by varying the lift profile of the
intake valves without direct use of the throttle body. The main features of the MultiAir engine are:
 Single camshaft
 Standard and hydraulic exhaust tappets
 Intake tappets integrated in the MultiAir actuator
 Brake servo vacuum pump
Compared to a traditional engine, the special characteristics of the MultiAir system offer better combustion
control and a faster response to torque requests, both of which are available and exploitable at each top dead
center (TDC). This means:
 Reduced fuel consumption

 Reduced CO2 emissions
 Increased power and torque

 Increased driver responsiveness
 Less pollution
 Easier start-up
Fig. 2: Cutaway View Of MultiAir System

The MultiAir system consists of a hydraulic-mechanical actuator fitted inside the MultiAir engine. MultiAir
also includes hardware and software electronic components, built into the powertrain control module (PCM) to
manage the engine intake valve motion. At each engine cycle, the MultiAir system controls the quantity of fresh
air entering each cylinder by managing intake valve motion.
Fig. 3: Engine Identification Information

The readable engine identification is located near the flywheel end of the engine on a machined surface along
with a QR Code scannable code symbol. The engine identification is structured as follows:
(1) Block Type (four digits):
 0001 = Naturally Aspirated

 0002 = Turbocharged
 0003 = Naturally Aspirated with Cold Weather Package
 0004 = Turbocharged with Cold Weather Package
(2) Julian Date (three digits).
(3) Calendar Year (one digit).
(4) Line Designation (one digit). C = Block Line 1.4L FIRE.
(5) Part Sequence for the day (four digits).

ENGINE DIAGNOSIS - INTRODUCTION
Engine diagnosis is helpful in determining the causes of malfunctions not detected and remedied by routine
maintenance.
These malfunctions may be classified as either performance (e.g., engine idles rough and stalls) or mechanical
(e.g., a strange noise).
Refer to ENGINE PERFORMANCE DIAGNOSTIC TABLE and ENGINE MECHANICAL

DIAGNOSTIC TABLE for possible causes and corrections of malfunctions.
Refer to FUEL SYSTEM article, for the fuel system diagnosis.
Additional tests and diagnostic procedures may be necessary for specific engine malfunctions that can not be
isolated with the Service Diagnosis charts. Information concerning additional tests and diagnosis is provided
within the following diagnosis:
 Cylinder Compression Pressure Test. Refer to CYLINDER COMPRESSION PRESSURE

LEAKAGE.
 Cylinder Combustion Pressure Leakage Test. Refer to CYLINDER COMBUSTION PRESSURE
LEAKAGE.
 Engine Cylinder Head Gasket Failure Diagnosis. Refer to CYLINDER HEAD GASKET.
 Intake Manifold Leakage Diagnosis. Refer to DIAGNOSIS AND TESTING - INTAKE MANIFOLD
LEAKS.
ENGINE PERFORMANCE DIAGNOSTIC TABLE


ENGINE WILL NOT 1. Weak battery 1. Charge or replace as necessary. Refer to
START BATTERY, DIAGNOSIS AND TESTING .
2. Corroded or loose battery 2. Clean and tighten battery connections. Refer to
connections. CLEANING .
3. Faulty engine starting 3. Diagnose engine starting system. Refer to
system. DIAGNOSIS AND TESTING .
4. Faulty coil or control unit. 4. Replace ignition coil. Refer to COIL,
IGNITION, REMOVAL - [EAB] .
5. Incorrect spark plug gap. 5. Correct as necessary.
6. Incorrect cam timing. 6. Verify cam timing. Refer to Engine/Valve
Timing - Standard Procedure.
7. Dirt or water in fuel 7. Clean fuel system.
system.
8. Faulty fuel pump or 8. Repair or replace as necessary.
wiring.
9. Faulty Camshaft Position 9. Replace sensor. Refer to SENSOR,
(CMP) sensor. CAMSHAFT POSITION, REMOVAL .
10. Faulty Crankshaft 10. Replace sensor. Refer to SENSOR,
Position (CKP) sensor. CRANKSHAFT POSITION, REMOVAL .
11. Insufficient quantity of
engine oil in the Variable
Valve Actuation Assembly
due to:
11. Operate the starter to fill the Variable Valve
 Long term storage Actuation Assembly with oil and enable its
operation. CAUTION: Do not exceed 20 seconds
 Engine not started
of starter operation and allow 60 seconds cool-
within the last 30 days
down between cycles.
 Replaced Variable
Valve Actuation
Assembly (MultiAir
module)
ENGINE STALLS OR 1. Vacuum leak. 1. Inspect intake manifold and vacuum hoses, repair
ROUGH IDLE or replace as necessary.
Position (CKP) sensor. CRANKSHAFT POSITION, REMOVAL .
3. Faulty ignition coil. 3. Replace ignition coil. Refer to COIL,
ENGINE LOSS OF 1. Dirty or incorrectly 1. Correct as necessary. Refer to SPARK PLUG,
POWER gapped spark plugs. REMOVAL - [EAB] .
system.
3. Faulty fuel pump. 3. Replace fuel pump. Refer to MODULE, FUEL

PUMP, REMOVAL .
4. Leaking cylinder head 4. Replace cylinder head gasket. Refer to
gasket. CYLINDER HEAD, REMOVAL.
5. Low compression. 5. Determine the cause and repair as necessary.
Refer to CYLINDER COMBUSTION
PRESSURE LEAKAGE.
6. Burned, warped or pitted 6. Replace as necessary. Refer to VALVES,
valves. INTAKE AND EXHAUST, REMOVAL.
7. Plugged or restricted 7. Inspect and replace as necessary.
exhaust system.
ENGINE MISSES ON 1. Dirty or incorrectly 1. Correct as necessary. Refer to SPARK PLUG,
ACCELERATION gapped spark plugs. REMOVAL - [EAB] .
2. Dirt in fuel system. 2. Clean fuel system.
3. Burned, warped or pitted 3. Replace as necessary. Refer to VALVES,
valves. INTAKE AND EXHAUST, REMOVAL.
ENGINE MISSES AT 1. Dirty or incorrectly 1. Correct as necessary. Refer to SPARK PLUG,
HIGH SPEED gapped spark plugs. REMOVAL - [EAB] .
system.
ENGINE MECHANICAL DIAGNOSTIC TABLE
CONDITION POSSIBLE CAUSES CORRECTIONS

NOISY VALVES 1. High or low oil level in 1. Refer to Engine/Lubrication/OIL -
crankcase. Standard Procedure.
2. Thin or diluted oil. 2. Change oil and filter.
3. Low oil pressure. 3. Check oil pump, if Ok, check rod and
main bearings for excessive wear.
4. Dirt in lash adjusters. 4. Replace as necessary.
5. Worn rocker arms. 5. Replace as necessary.
6. Worn lash adjusters 6. Replace as necessary.
7. Worn valve guides. 7. Inspect the valve guides for wear,
cracks or looseness. If either condition
exists, replace the cylinder head. Refer
to CYLINDER HEAD, REMOVAL.
8. Excessive runout of valve

8. Refer to Engine/Cylinder
seats on valve faces. Head/VALVES, Intake and Exhaust -
Standard Procedure.
CONNECTING ROD NOISE 1. Insufficient oil supply. 1. Refer to Engine/Lubrication/OIL -
Standard Procedure.
2. Low oil pressure. 2. Check oil pump, if OK, check rod and
4. Excessive bearing clearance. 4. Replace as necessary.
5. Connecting rod journal out- 5. Service or replace crankshaft.
of-round.
6. Misaligned connecting rods. 6. Replace bent connecting rods.
MAIN BEARING NOISE 1. Insufficient oil supply. 1. Refer to Engine/Lubrication/OIL -
Standard Procedure.
5. Excessive end play. 5. Check thrust washers for wear.
6. Crankshaft journal out-of 6. Service or replace crankshaft.
round.
7. Loose flywheel or torque 7. Tighten to correct torque
converter.
CYLINDER COMPRESSION PRESSURE LEAKAGE
NOTE: The results of a cylinder compression pressure test can be utilized to diagnose
several engine malfunctions.
NOTE: Ensure the battery is completely charged and the engine starter motor is in
good operating condition. Otherwise the indicated compression pressures may
not be valid for diagnosis purposes.
1. Clean the spark plug recesses with compressed air.

2. Remove the spark plugs and record the cylinder number of each spark plug for future reference.
3. Inspect the spark plug electrodes for abnormal firing indicators such as fouled, hot, oily, etc.
4. Disable the fuel system and perform the fuel system pressure release procedure. Refer to FUEL
SYSTEM PRESSURE RELEASE .
5. Insert a compression pressure gauge and rotate the engine with the engine starter motor for three
revolutions.
6. Record the compression pressure on the 3rd revolution. Continue the test for the remaining cylinders.
NOTE: The recommended compression pressures are to be used only as a guide

to diagnosing engine problems. An engine should not be disassembled to

determine the cause of low compression unless some malfunction is
present.
7. Compression should not be less than 689 kPa (100 psi) and not vary more than 25 percent from cylinder
to cylinder.
8. If one or more cylinders have abnormally low compression pressures, repeat the compression test.
NOTE: If the same cylinder or cylinders repeat an abnormally low reading on the
second compression test, it could indicate the existence of a problem in
the cylinder in question.
9. If one or more cylinders continue to have abnormally low compression pressures, perform the cylinder
combustion pressure leakage test. Refer to CYLINDER COMBUSTION PRESSURE LEAKAGE.
CYLINDER COMBUSTION PRESSURE LEAKAGE
The combustion pressure leakage test provides an accurate means for determining engine condition.
Combustion pressure leakage testing will detect:
 Exhaust and intake valve leaks (improper seating).

 Leaks between adjacent cylinders or into water jacket.
 Any causes for combustion/compression pressure loss.
1. Check the coolant level and fill as required. DO NOT install the radiator cap.
2. Start and operate the engine until it attains normal operating temperature, then turn the engine OFF.
3. Remove the spark plugs.
4. Remove the oil filler cap.
5. Remove the air cleaner hose.
6. Calibrate the tester according to the manufacturer's instructions. The shop air source for testing should
maintain 483 kPa (70 psi) minimum, 1, 379 kPa (200 psi) maximum and 552 kPa (80 psi) recommended.
7. Perform the test procedures on each cylinder according to the tester manufacturer's instructions. Set
piston of cylinder to be tested at TDC compression. While testing, listen for pressurized air escaping
through the throttle body, tailpipe and oil filler cap opening. Check for bubbles in the radiator coolant.
All gauge pressure indications should be equal, with no more than 25% leakage.
FOR EXAMPLE: At 552 kPa (80 psi) input pressure, a minimum of 414 kPa (60 psi) should be maintained in
the cylinder.
CYLINDER COMBUSTION PRESSURE LEAKAGE DIAGNOSIS CHART

AIR ESCAPES THROUGH Intake valve bent, burnt, or not Inspect valve and valve seat.
THROTTLE BODY seated properly Reface or replace, as necessary.

Inspect valve springs. Replace as
necessary.
AIR ESCAPES THROUGH Exhaust valve bent, burnt, or not Inspect valve and valve seat.
TAILPIPE seated properly Reface or replace, as necessary.
necessary.
AIR ESCAPES THROUGH Head gasket leaking or cracked Remove cylinder head and
RADIATOR cylinder head or block inspect. Replace defective part
MORE THAN 50% LEAKAGE Head gasket leaking or crack in Remove cylinder head and
FROM ADJACENT cylinder head or block between inspect. Replace gasket, head, or
CYLINDERS adjacent cylinders block as necessary
MORE THAN 25% LEAKAGE Stuck or broken piston rings; Inspect for broken rings or piston.
AND AIR ESCAPES THROUGH cracked piston; worn rings and/or Measure ring gap and cylinder
OIL FILLER CAP OPENING cylinder wall diameter, taper and out-of-round.
ONLY Replace defective part as
necessary
OIL CONSUMPTION TEST AND DIAGNOSIS
DIAGNOSTIC PROCEDURES
The following diagnostic procedures are used to determine the source of excessive internal oil Consumption,
these procedures and tests apply to vehicles with 50, 000 miles or less.
NOTE: Engine oil consumption may be greater than normal during engine break-in.
Repairs should be delayed until vehicle has been driven at least 7, 500 miles.
Severe service (high ambient temperature, short trips, heavy loading, trailer towing, taxi, off-road, or law
enforcement use) may result in greater oil consumption than normal.
Sustained high speed driving and high engine RPM operation may result in increased oil consumption.
Failure to comply with the recommended oil type and viscosity rating, as outlined in the owner's manual,
may impact oil economy as well as fuel economy.
Oil consumption may increase with vehicle age and mileage due to normal engine wear.
NOTE: Because a few drops of external oil leakage per mile can quickly account for the
loss of one quart of oil in a few hundred miles, ensure no external engine oil
leaks are present.
 Oil leakage is not the same as oil consumption and all external leakage must be eliminated before
any action can be taken to verify and/or correct oil consumption complaints.
 Verify that the engine has the correct oil level dipstick and dipstick tube installed.
 Verify that the engine is not being run in an overfilled condition. Check the oil level 15 minutes
after a hot shutdown with the vehicle parked on a level surface. In no case should the level be above
MAX or the FULL mark on the dipstick.
OIL CONSUMPTION TEST
1. Check the oil level at least 15 minutes after a hot shutdown.

2. If the oil level is low, top off with the proper viscosity and API service level engine oil. Add one bottle of
MOPAR® 4-In-1 Leak Detection Dye into the engine oil.
3. Tamper proof the oil pan drain plug, oil filter, dipstick and oil fill cap.
4. Record the vehicle mileage.
5. Instruct the customer to drive the vehicle as usual.
6. Ask the customer to return to the servicing dealer after accumulating 500 miles, Check the oil level at
least 15 minutes after a hot shutdown. If the oil level is half way between the "FULL" and "ADD" mark
continue with the next step.
7. Using a black light, re-check for any external engine oil leaks, repair as necessary, if no external engine
oil leaks are present, continue with oil consumption diagnosis.
OIL CONSUMPTION DIAGNOSIS
1. Check the positive crankcase ventilation (PCV) system. Make sure the system is not restricted and the
PCV valve has the correct part number and correct vacuum source (18-20 in. Hg at idle below 3000 ft.
above sea level is considered normal).
2. Perform a CYLINDER COMPRESSION PRESSURE LEAKAGE test and CYLINDER-TO-
CYLINDER LEAKAGE TEST using the standard leak down gauge following manufacturers suggested
best practices.
NOTE: Verify the spark plugs are not oil saturated. If the spark plugs are oil
saturated and compression is good it can be assumed the valve seals or
valve guides are at fault.
3. If one or more cylinders have more than 15% leak down further engine tear down and inspection will be
required.
TOP 19 REASONS THAT MAY LEAD TO ENGINE OIL CONSUMPTION
1. Tapered and Out-of-Round Cylinders
The increased piston clearances permit the pistons to rock in the worn cylinders. While tilted
momentarily, an abnormally large volume of oil is permitted to enter on one side of the piston. The rings,
also tilted in the cylinder, permit oil to enter on one side. Upon reversal of the piston on each stroke, some
of this oil is passed into the combustion chamber.
2. Distorted Cylinders
This may be caused by unequal heat distribution or unequal tightening of cylinder head bolts. This
condition presents a surface which the rings may not be able to follow completely. In this case, there may
be areas where the rings will not remove all of the excess oil. When combustion takes place, this oil will
be burned and cause high oil consumption.
3. Improper operation of "PCV" system
The main purpose of the Positive Crankcase Ventilation (PCV) valve is to recirculate blow-by gases back
from the crankcase area through the engine to consume unburned hydrocarbons. The PCV system usually
has a one way check valve and a make up air source. The system uses rubber hoses that route crankcase
blow by gases to the intake manifold. Vacuum within the engine intake manifold pulls the blow by gases
out of the crankcase into the combustion chamber along with the regular intake air and fuel mixture.
The PCV system can become clogged with sludge and varnish deposits and trap blow by gases in the
crankcase. This degrades the oil, promoting additional formation of deposit material. If left uncorrected,
the result is plugged oil rings, oil consumption, rapid ring wear due to sludge buildup, ruptured gaskets
and seals due to crankcase pressurization.
If equipped with an engine driven vacuum pump, high oil consumption can be caused by unchecked
airflow into the pump. This can be caused by anything that opens the vacuum pump intake port up to the
atmosphere such as a faulty vacuum pump, hose fitting, hose and brake booster. If there is not a
restriction (normally caused by the pump pulling vacuum on the brake booster), then the vacuum pump
will pump a high volume of air. This high volume of air will pressurize the crankcase and cause excessive
oil burning and oil flow through the PCV system.
4. Worn Piston Ring Grooves
For piston rings to form a good seal, the sides of the ring grooves must be true and flat - not flared or
shouldered. Piston rings in tapered or irregular grooves will not seal properly and, consequently, oil will
pass around behind the rings into the combustion chamber.
5. Worn, Broken or Stuck Piston Rings
When piston rings are broken, worn or stuck to such an extent that the correct tension and clearances are
not maintained, this will allow oil to be drawn into the combustion chamber on the intake stroke and hot
gases of combustion to be blown down the cylinder past the piston on the power stroke. All of these
conditions will result in burning and carbon build up of the oil on the cylinders, pistons and rings.
6. Cracked or Broken Ring Lands
Cracked or broken ring lands prevent the rings from seating completely on their sides and cause oil
pumping. This condition will lead to serious damage to the cylinders as well as complete destruction of
the pistons and rings. Cracked or broken ring lands cannot be corrected by any means other than piston
replacement.
7. Worn Valve Stems and Guides
When wear has taken place on valve stems and valve guides, the vacuum in the intake manifold will draw
oil and oil vapor between the intake valve stems and guides into the intake manifold and then into the
cylinder where it will be burned.
8. Bent or Misaligned Connecting Rods
Bent or misaligned connecting rods will not allow the pistons to ride straight in the cylinders. This will
prevent the pistons and rings from forming a proper seal with the cylinder walls and promote oil
consumption. In addition, it is possible that a bearing in a bent connect rod will not have uniform
clearance on the connecting rod wrist pin. Under these conditions, the bearing will wear rapidly and
throw off an excessive amount of oil into the cylinder.
9. Fuel Dilution
If raw fuel is allowed to enter the lubrication system, the oil will become thinner and more volatile and
will result in higher oil consumption. The following conditions will lead to higher oil consumption;
Excess fuel can enter and mix with the oil via a leaking fuel injector
 Gasoline contaminated with diesel fuel
 Restricted air intake
 Excessive idling
10. Contaminated Cooling Systems
Corrosion, rust, scale, sediment or other formations in the water jacket and radiator will prevent a cooling
system from extracting heat efficiently. This is likely to cause cylinder distortion thus leading to higher
oil consumption.
11. Oil Viscosity
The use of oil with a viscosity that is too light may result in high oil consumption. Refer to the vehicle
owner's manual for the proper oil viscosity to be used under specific driving conditions and/or ambient
temperatures.
12. Dirty Engine Oil
Failure to change the oil and filter at proper intervals may cause the oil to be so dirty that it will promote
accumulation of sludge and varnish and restrict oil passages in the piston rings and pistons. This will
increase oil consumption; dirty oil by nature is also consumed at a higher rate than clean oil.
13. Crankcase Overfull
Due to an error in inserting the oil dip stick so that it does not come to a seat on its shoulder, a low
reading may be obtained. Additional oil may be added to make the reading appear normal with the stick
in this incorrect position which will actually make the oil level too high. If the oil level is so high that the
lower ends of the connecting rods touch the oil in the oil pan excessive quantities of oil will be thrown on
the cylinder walls and some of it will work its way up into the combustion chamber.
14. Excessively High Oil Pressure
A faulty oil pressure relief valve may cause the oil pressure to be too high. The result will be that the
engine will be flooded with an abnormally large amount of oil in a manner similar to that which occurs
with worn bearings. This condition may also cause the oil filter to burst.
15. Aftermarket Performance Chips and Modification
Increasing performance through the use of performance/power enhancement products to a stock or factory
engine will increase the chance of excessive oil consumption.
16. Lugging Engine
Lugging is running the engine at a lower RPM in a condition where a higher RPM (more power/torque)
should be implemented. Especially susceptible on vehicles equipped with a manual transmission. This
driving habit causes more stress loading on the piston and can lead to increases in engine oil
consumption.
17. Turbocharged Engines
There is a possibility for PCV "push-over" due to higher crankcase pressure (as compared to naturally
aspirated engines) which is normal for turbocharged engines. This condition causes varying amounts of
engine oil to enter the intake manifold, charge air cooler and associated plumbing to and from the charge
air cooler, also a leaking turbocharger seal will draw oil into the combustion chamber where it will burn
(blue smoke from tail pipe may be present) and form carbon deposits which contribute to further oil
consumption as they interfere with proper engine function.
18. Restricted Air Intake
Excessive restriction in the air intake system will increase engine vacuum and can increase oil
consumption, an extremely dirty air filter would be one example of this situation.
19. Intake Manifold port seals
Engines that have a "V" configuration and a "wet valley" could draw oil into the intake ports due to
improper sealing between the intake manifold ports and cylinder head. Causes may include improper
torque of intake manifold bolts, corrosion (aluminum intake manifold) and or warped sealing surface.
ENGINE LUBRICATION DIAGNOSTIC TABLE

OIL LEAKS 1. Gaskets and O-rings. 1. Replace as necessary.
Misaligned or damaged.
(a) Loose fasteners, broken or (a) Tighten fasteners, Repair or replace
porous metal parts. metal parts.
2. Crankshaft rear oil seal. 2. Replace rear crankshaft oil seal. Refer
to SEAL, CRANKSHAFT OIL,
REAR, REMOVAL.
3. Crankshaft rear oil seal 3. Polish or replace crankshaft.
surface. Scratched, nicked or
grooved.
4. Oil pan flange cracked. 4. Replace oil pan. Refer to PAN, OIL,
REMOVAL.
5. Crankshaft front oil seal. 5. Replace front crankshaft oil seal.
Refer to SEAL, CRANKSHAFT OIL,
FRONT, REMOVAL.
6. Crankshaft front oil seal 6. Polish or replace crankshaft.
grooved.
OIL PRESSURE DROP 1. Low oil level. 1. Check and correct oil level.
2. Faulty oil pressure switch. 2. Replace switch. Refer to SWITCH,
OIL PRESSURE, REMOVAL.
3. Low oil pressure. 3. Check main bearing clearance. Refer
to Engine/Engine Block/BEARING
(S), Crankshaft - Standard
Procedure.
3. Check rod bearing clearance. Refer to
Engine/Engine Block/BEARING(S),
Connecting Rod - Standard
Procedure.
4. Clogged oil filter. 4. Replace oil filter. Refer to FILTER,
ENGINE OIL, REMOVAL.
5. Worn oil pump. 5. Replace oil pump. Refer to PUMP,
6. Thin or diluted oil. 6. Change oil and filter. Refer to
Engine/Lubrication/OIL - Standard
Procedure.
7. Excessive bearing clearance. 7. Replace crankshaft bearings. Refer to
Crankshaft - Standard Procedure.
7. Replace rod bearings. Refer to
Procedure.
8. Oil pump relief valve stuck. 8. Replace oil pump. Refer to PUMP,
9. Oil pump pick-up tube loose, 9. Replace oil pump pick-up. Refer to
damaged or clogged. PICK-UP, OIL PUMP, REMOVAL.
OIL PUMPING AT RINGS; 1. Worn or damaged rings. 1. Hone cylinder bores and replace
SPARK PLUGS FOULING rings. Refer to Engine/Engine
Block/RING(S), Piston - Standard
Procedure.
2. Carbon in oil ring slots. 2. Replace rings. Refer to ROD,
PISTON AND CONNECTING,
REMOVAL.
3. Worn valve guides. 3. Replace cylinder heads. Refer to

CYLINDER HEAD, REMOVAL.
4. Leaking valve guide seals. 4. Replace valve guide seals. Refer to
SEAL(S), VALVE GUIDE,
REMOVAL.
STANDARD PROCEDURE
DUST COVERS AND CAPS
Fig. 4: Covers/Caps
Due to the high amounts of failures cased by dust, dirt, moisture and other foreign debris being introduced to
the engine during service. Covers or caps are needed to reduce the possible damage that can be caused or
created.
Fig. 5: Opening Cover

Covers over openings will reduce any possibilities for foreign materials to enter the engine systems. Using
miller tool (special tool #10368, Set, Universal Protective Cap), Select the appropriated cover needed to the
procedure.
REPAIR DAMAGED OR WORN THREADS
CAUTION: Be sure that the tapped holes maintain the original center line.
Damaged or worn threads can be repaired. Essentially, this repair consists of:
 Drilling out worn or damaged threads.

 Tapping the hole with a special Heli-Coil Tap, or equivalent.
 Installing an insert into the tapped hole to bring the hole back to its original thread size.
FORM-IN-PLACE GASKETS AND SEALERS
NOTE: All of the sealants mentioned below are not used on every engine, they are
listed as a general reference guide. See service information for specific sealer
usage.
There are numerous places where form-in-place gaskets are used on the engine. Care must be taken when
applying form-in-place gaskets to assure obtaining the desired results.Do not use form-in-place gasket
material unless specified. Bead size, continuity, and location are of great importance. Too thin a bead can
result in leakage while too much can result in spill-over which can break off and obstruct fluid feed lines. A
continuous bead of the proper width is essential to obtain a leak-free gasket. All sealing surfaces that use form-
in-place gaskets and sealers must free of grease or oil. Surfaces should be cleaned with Mopar® brake parts
cleaner prior to sealer application. After the sealer is applied, the parts should be assembled in no more than 10
minutes.
There are numerous types of form-in-place gasket materials that are used in the engine area. Mopar® Engine
RTV GEN II, Mopar® ATF-RTV, and Mopar® Gasket Maker gasket materials, each have different properties
and can not be used in place of the other.
MOPAR® ENGINE RTV GEN II is used to seal components exposed to engine oil. This material is a
specially designed black silicone rubber RTV that retains adhesion and sealing properties when exposed to
engine oil. Moisture in the air causes the material to cure. This material is available in three ounce tubes and has
a shelf life of one year. After one year this material will not properly cure. Always inspect the package for the
expiration date before use.
MOPAR® ATF RTV is a specifically designed black silicone rubber RTV that retains adhesion and sealing
properties to seal components exposed to automatic transmission fluid, engine coolants, and moisture. This
material is available in three ounce tubes and has a shelf life of one year. After one year this material will not
properly cure. Always inspect the package for the expiration date before use.
MOPAR® GASKET MAKER is an anaerobic type gasket material. The material cures in the absence of air
when squeezed between two metallic surfaces. It will not cure if left in the uncovered tube. The anaerobic
material is for use between two machined surfaces. Do not use on flexible metal flanges.
MOPAR® BED PLATE SEALANT is a unique (green-in-color) anaerobic type gasket material that is
specially made to seal the area between the bed plate and cylinder block without disturbing the bearing
clearance or alignment of these components. The material cures slowly in the absence of air when torqued
between two metallic surfaces, and will rapidly cure when heat is applied.
MOPAR® THREEBOND ENGINE RTV SEALANT is a unique gasket material that is specially made to
retain adhesion and sealing properties when used to seal components exposed to engine oil.
SEALER APPLICATION
Mopar® Gasket Maker material should be applied sparingly 1 mm (0.040 in.) diameter or less of sealant to one
gasket surface. Be certain the material surrounds each mounting hole. Excess material can easily be wiped off.
Components should be torqued in place within 15 minutes. The use of a locating dowel is recommended during
assembly to prevent smearing material off the location.
Mopar® Engine RTV GEN II or ATF RTV gasket material should be applied in a continuous bead
approximately 3 mm (0.120 in.) in diameter. All mounting holes must be circled. For corner sealing and "T"
joint locations, a 3.17 or 6.35 mm (1/8 or 1/4 in.) drop is placed in the center of the gasket contact area.
Uncured sealant may be removed with a shop towel. Components should be torqued in place while the sealant is
still wet to the touch (within 10 minutes). The usage of a locating dowel is recommended during assembly to
prevent smearing material off the location.
Mopar® Threebond Engine RTV Sealant gasket material should be applied in a continuous bead approximately
3 mm (0.120 in.) in diameter. The gasket surfaces should be cleaned with isopropyl alcohol wipes in preparation
for sealant application. All mounting holes must be circled. For corner sealing and "T" joint locations, a 3.17 or
6.35 mm (1/8 or 1/4 in.) drop is placed in the center of the gasket contact area. Uncured sealant may be removed
with a shop towel. Components should be assembled within 20 minutes and torqued in place within 45 minutes.
The usage of a locating dowel is recommended during assembly to prevent smearing material off the location.
ENGINE GASKET SURFACE PREPARATION
Fig. 6: Proper Tool Usage For Surface Preparation

To ensure engine gasket sealing, proper surface preparation must be performed, especially with the use of
aluminum engine components and multi-layer steel cylinder head gaskets.
Never use the following to clean gasket surfaces:
 Metal scraper.
 Abrasive pad or paper to clean cylinder block and head.
 High speed power tool with an abrasive pad or a wire brush (1).
NOTE: Multi-Layer Steel (MLS) head gaskets require a scratch free sealing surface.
Only use the following for cleaning gasket surfaces:
 Solvent or a commercially available gasket remover

 Plastic or wood scraper (3).
 Drill motor with 3M Roloc™ Bristle Disc (white or yellow) (2).
CAUTION: Excessive pressure or high RPM (beyond the recommended speed), can
damage the sealing surfaces. The mild (white, 120 grit) bristle disc is
recommended. If necessary, the medium (yellow, 80 grit) bristle disc may
be used on cast iron surfaces with care.
SPECIFICATIONS
SPECIFICATIONS
GENERAL SPECIFICATIONS
DESCRIPTION SPECIFICATION
Type SOHC I-4 16-Valve MultiAir
Compression Ratio 10.8:1
Lead Cylinder #1 Timing Drive End
Firing Order 1-3-4-2
Metric Standard
Displacement 1.368 Liters 83.5 Cubic Inches
Bore and Stroke 72 mm x 84 mm 2.83 in. x 3.31 in.
Maximum Power (EEC) 75 kW @ 6500 rpm 100 HP @ 6500 rpm
Maximum Torque (EEC) 126 N.m @ 4000 rpm 93 ft. lbs. @ 4000 rpm
CYLINDER BLOCK
Specification
Description
Metric Standard
Cylinder Bore Diameter - Class A 72.000 - 72.010 mm 2.8346 - 2.8350 in.
Cylinder Bore Diameter - Class B 72.010 - 72.020 mm 2.8350 - 2.8354 in.
Cylinder Bore Diameter - Class C 72.020 - 72.030 mm 2.8354 - 2.8358 in.
Cylinder Bore Roundness (Ovality) ± 0.05 mm ± 0.002 in.
Flatness - Cylinder Head Gasket Surface < 0.1 mm < 0.004 in.
Cylinder Bore Taper ± 0.005 mm ± 0.0002 in.
PISTONS
Specification
Description
Metric Standard
Material Cast Aluminum Alloy
Piston Diameter - Class A* 71.960 - 71.970 mm 2.8331 - 2.8835 in.
Piston Diameter - Class B* 71.970 - 71.980 mm 2.8835 - 2.8339 in.
Piston Diameter - Class C* 71.980 - 71.990 mm 2.8339 - 2.8342 in.
Clearance at Size Location 0.030 - 0.050 mm 0.0012 - 0.0020 in.
Piston Weight Variation ± 5.0 grams ± 0.18 oz.
Piston Pin Bore 17.982 - 17.986 mm 0.7080 - 0.7081 in.
Piston Ring Groove Width - No. 1 1.020 - 1.040 mm 0.0402 - 0.0409 in.
*Measured perpendicular to piston pin bore, 0.9 mm (0.35 in.) from base of piston skirt
PISTON PINS
Specification
Description
Metric Standard
Type Press Fit to Rod
Pin Diameter 17.970 - 17.974 mm 0.7075 - 0.7076 in.
Clearance in Piston 0.008 - 0.016 mm 0.0003 - 0.0006 in.
Interference in Rod (- 0.014) - (- 0.035) mm (- 0.0006) - (- 0.0014) in.
PISTON RING END GAP

Specification
Description
Metric Standard
Number 1 Ring (Top) 0.20 - 0.35 mm 0.008 - 0.014 in.
Number 2 Ring (Center) 0.40 - 0.60 mm 0.016 - 0.024 in.
Oil Control Ring (Bottom) 0.20 - 0.40 mm 0.008 - 0.016 in.
PISTON RING SIDE CLEARANCE

Specification
Description
Metric Standard
PISTON RING WIDTH

Specification
Description
Metric Standard
CONNECTING RODS
Specification
Description
Metric Standard
Bearing Clearance 0.024 - 0.060 mm 0.0009 - 0.0024 in.
Piston Pin Bore Diameter 17.939 - 17.956 mm 0.7063 - 0.7069 in.
Crank Journal Bore Diameter 45.128 - 45.138 mm 1.7767 - 1.7771 in.
CRANKSHAFT MAIN BEARING JOURNALS

Specification
Description
Metric Standard
Diameter - Class A 47.994 - 48.000 mm 1.8895 - 1.8898 in.
Diameter - Class B 47.988 - 47.994 mm 1.8893 - 1.8895 in.
Diameter - Class C 47.982 - 47.988 mm 1.8890 - 1.8893 in.
End Play 0.155 - 0.355 mm 0.0061 - 0.0140 in.
CRANKSHAFT CONNECTING ROD JOURNALS

Specification
Description
Metric Standard
Diameter 41.990 - 42.008 mm 1.6531 - 1.6539 in.
CAMSHAFT
Specification
Description
Metric Standard
Bearing Journal Diameter 26.000 - 26.015 mm 1.0236 - 1.0242 in.
Lobe Lift - Intake 3.81 mm 0.145 in.
Lobe Lift - Exhaust 7.5 mm 0.295 in.
VALVE TIMING - MULTIAIR PUMPING ELEMENTS

Description Specification
Opens 11° (BTDC)
Closes 58° (ABDC)
Duration 249°
Centerline 125°
Note: Units are in crank degrees.
VALVE TIMING - EXHAUST VALVES

Opens 34° (BBDC)
Closes 2° (ATDC)
Duration 216°
CYLINDER HEAD
Specification
Description
Metric Standard
Cylinder Head Height 77 mm 3.03 in.
Flatness - Cylinder Block Gasket Surface < 0.1 mm < 0.004 in.
Combustion Chamber Volume 14.30 ml 0.484 oz.
Valve Guide Bore Diameter 6.022 - 6.040 mm 0.2371 - 0.2378 in.
VALVES
Specification
Description
Metric Standard
Head Diameter - Intake 26.75 - 27.05 mm 1.053 - 1.065 in.
Head Diameter - Exhaust 22.25 - 22.55 mm 0.876 - 0.888 in.

Stem Diameter - Intake 5.982 - 6.000 mm 0.2355 - 0.2362 in.
Stem Diameter - Exhaust 5.974 - 5.992 mm 0.2352 - 0.2359 in.
Stem-to-Guide Clearance - Intake 0.022 - 0.058 mm 0.0009 - 0.0023 in.
Stem-to-Guide Clearance - Exhaust 0.030 - 0.066 mm 0.0012 - 0.0026 in.
VALVE SPRING
Specification
Description
Metric Standard
Free Length - Intake and Exhaust 47.6 mm 1.87 in.
Length @ Spring Force - Intake and
35.2 mm @ 197 - 211 N 1.39 in. @ 44 - 47 lbs.
Exhaust
Length @ Spring Force - Intake and
27.2 mm @ 380 - 416 N 1.07 in. @ 85 - 94 lbs.
Exhaust
OIL PUMP
Specification
Description
Metric Standard
Pressure @ Curb Idle Speed* > 0.7 bar > 10 psi
Pressure @ 4000 RPM* > 4.0 bar > 58 psi
*At Normal Operating Temperatures

Accessory Belt
Tensioner - M8 26 19 -
Bolt
Accessory
Mounting
25 18 -
Bracket - M8
Nuts
Accessory
Mounting
50 37 -
Bracket - M10
Bolts
Accessory
Mounting
50 37 -
Bracket - M10
Nuts
Air Cleaner
Body to Cylinder
5 - 45
Head Cover -
M6 Bolts
Air Cleaner
Cover to 4 - 35
Housing
Automatic
Transmission
Adaptor Plate to 40 30 -
Oil Pan - M10
Bolts
Automatic
Transmission
Engine Block -
M12 Bolts
Automatic
Transmission
Engine Block -
M12 Nut
Automatic
Transmission to
40 30 -
Adaptor Plate -
M10 Bolts
Automatic
Transmission to
60 44 -
Engine Block -
M12 Bolts
Battery Cable to
Battery Terminal 5 - 45
- M6 Nut
Blocker Plate to
Oil Pan - M6 9 - 80
Bolts
Block Heater to
2.37 - 21
Engine Block
Camshaft Cap -
10* - 89*
M7 Bolts
Camshaft
Housing Pipe 22 16 -
Plug - M16
Camshaft
Housing to
25* 18* -
Cylinder Head -
M8 Bolts
Camshaft
Position (CMP) 9 - 80
Sensor - M6 Bolt
Camshaft
Sprocket - M12 120 89 -
Bolt
Clutch to
Flywheel - M6 14 - 124
Bolts
Clutch Slave
Cylinder to
20 15 -
Transmission -
M8 Bolts
Connecting Rod
20 + 40° Turn* 15 + 40° Turn* -
Cap - M8 Bolts
Coolant Supply
Tube to
Thermostat 9 - 80
Housing - M6
Bolt
Coolant Supply
Tube to Oil
9 - 80
Filter Housing -
M6 Bolt
Coolant Pump
Inlet Tube to
9 - 80
Engine Block -
M6 Bolt
Coolant Pump to
Engine Block - 4 - 35
M6 Stud
Coolant Pump to
M6 Bolts
Coolant Pump to
M6 Nuts
Coolant Pump
Inlet Pipe
Support Bracket 10 - 89
to Engine Block
- M6 Bolt
Coolant Return
Tube to Oil
40 30 -
Filter Housing -
M16
Coolant Return
Tube to Coolant 45 33 -
Pump Inlet Pipe
- M16
Crankshaft Rear
Oil Seal Retainer 10* - 89*
- M6 Bolts
Crankshaft
Sprocket - M12 20 + 110° Turn 15 + 110° Turn -
Bolt
Crankshaft
Vibration
25 19 -
Damper - M8
Bolts
Crankshaft
Position (CKP)
Sensor to Oil 9 - 80
Pump Housing -
M6 Bolt
Cylinder Head
Cover - M6 9* - 80*
Bolts
Cylinder Head to
Engine Block - 30 + 180° Turn* 22 + 180° Turn* -
M9 Bolts
Engine Coolant
Temperature
20 15 -
(ECT) Sensor -
M12
Flexplate to
Crankshaft - M8 50* 37* -
Bolts
Flywheel Dust
Shield to Bell
9 - 80
Housing - M6
Bolts
Flywheel Dust
Shield to Oil Pan 9 - 80
- M6 Bolt
Ground Strap to
Transmission - 15 11 -
M8 Bolt
Heatshield to Oil
Filter Housing - 3 - 26
M6 Bolts
Ignition Coil to
Cylinder Head
9 - 80
Cover - M6
Bolts
Intake Manifold
to Cylinder Head 15* 11* -
- M7 Bolts
Intake Manifold
Alignment Stud
11 - 97
to Cylinder Head
- M7 Stud
Intake Manifold
to Cylinder Head 9 - 80
Cover- M6 Bolt
Knock Sensor to
Engine Block - 25 18 -
M8 Bolt
Left Engine
Mount Bracket
to Manual 50 37 -
Transmission -
M8 Bolts
Left Engine
Mount Bracket
to Automatic 60 44 -
Transmission -
M8 Bolts
Left Engine
Mount Isolator
50 37 -
to Body - M12
Bolts
Left Engine
Mount Isolator
to Engine Mount 110 81 -
Bracket - M12
Bolt
Lower
Crankcase to
32* 27* -
Engine Block -
M8 Bolts
Lower
Crankcase to
20 + 80° Turn* 15 + 80° Turn* -
Engine Block -
M10 Bolts
Lower Timing
Cover to Oil 9 - 80
Pump - M6 Bolt
Maniverter
Bracket to Oil 50 37 -
Pan - M10 Bolt
Maniverter to
Cylinder Head - 20 15 -
M8 Nuts
Maniverter Stud
- M8 Stud
Maniverter
Heatshield - M6 9 - 80
Nuts
Maniverter to
Exhaust Pipe
25 18 -
Flange - M8
Nuts
Manual
Transmission to
60 44 -
Engine Block -
M12 Bolts
Manual
Transmission to
60 44 -
Engine Block -
M12 Nut
Manual
Transmission to
40 30 -
Oil Pan - M10
Bolts
MultiAir
Actuator Oil
27 20 -
Supply Filter -
M18
Negative Battery
Cable to Battery 5 - 45
- M6 Nut
Oil Cooler to Oil
Filter Housing 9 - 80
Bolts - M6
Oil Cooler
Return Tube to
Lower 9 - 80
Crankcase - M6
Bolt
Oil Filter
Housing Coolant
Return Tube to 33 24 -
Oil Cooler -
M16
Oil Filter
Housing Coolant
Return Tube to
33 24 -
Coolant Pump
Inlet Tube
Oil Filter Cap 25 18 -
Oil Filter
Housing to
50 37 -
Engine Block -
M10 Bolts
Oil Filter
Housing to Oil 45 33 -
Pump - M20
Oil Level
Indicator to
9 - 80
Cylinder Head -
M6 Bolt
Oil Pan Blocker
to Oil Pan - M6 9 - 80
Bolt
Oil Pan to Lower
Crankcase - M6 9* - 80*
Bolts
Oil Pan to Oil
9 - 80
Pump - M6 Nuts
Oil Pan Drain
27 20 -
Plug
Oil Pressure
Switch to Oil 32 24 -
Pump
Oil Pump to
Lower
10* - 89*
Crankcase - M6
Bolts
Oil Pump Pick
Up Tube to Oil 10 - 89
Pump - M6 Bolt
Oil Separator
Housing Bracket
13 - 115
to Cylinder Head
Cover - M6 Bolt
Oil Separator
Housing Bracket
13 - 115
to Cylinder Head
Cover - M6 Nut
Oil Separator
Housing Bracket
to Camshaft
Housing - M6 13 - 115
Bolt
Oil Separator
Housing to
Cylinder Head 13 - 115
Cover - M6
Bolts
Oil Temperature
Sensor to
Variable Valve 18 13 -
Actuation
Assembly
Oil Viscosity
Sensor to Oil 13 - 115
Pan
Oxygen Sensor
to Exhaust Pipe - 45 33 -
M18
Oxygen Sensor
to Maniverter - 45 33 -
M18
Powertrain
Control Module
(PCM) to
8 - 71
Mounting
Bracket - M6
Nuts
Positive Battery
Cable to Battery 5 - 45
- M6 Nut
Positive
Crankcase
2.5 - 22
Ventilation
(PCV) Valve
Rear Engine
Mount Isolator
to Body - M12
130 96 -
Bolt (Manual
and Automatic
Transmissions)
Rear Engine
Mount Isolator
to Rear Engine 80 59 -
Mount Bracket -
M8 Bolt and Nut
(Manual
Transmission)
Rear Engine
Mount Isolator
to Rear Engine
Mount Bracket - 60 44 -
M8 Bolts
(Automatic
Transmission)
Rear Engine
Mount Bracket
to Manual
80 59 -
Transmission -
M8 Bolts and
Nut
Rear Engine
Mount Bracket
to Automatic 60 44 -
Transmission -
M8 Bolts
Right Engine
Mount Isolator
60 44 -
to Body - M10
Bolts
Right Engine
Mount Isolator
to Engine Mount 60* 44* -
Bracket - M10
Bolts
Right Engine
Mount Bracket
25 18 -
to Cylinder Head
- M8 Bolts
Side Timing
Cover to
25 18 -
Cylinder Head -
M8 Bolt
Upper/Lower
Timing Covers
9 - 80
to Side Timing
Cover - M6 Bolt
Spark Plug to
M12
Spark Plug Tube 45 33 -

to Cylinder Head
- M28
Tensioner to
M8 Nut
Tensioner Stud
- M8 Stud
Thermostat
Housing to
10 - 89
Cylinder Head -
M6 Bolts
Torque
Converter - M8 60* 44* -
Bolts
Tunnel Support
Brace to Front
80 59 -
Crossmember -
M10 Bolts
Upper Timing
Cover to
Camshaft 9 - 80
Housing - M6
Bolt
Vacuum Pump
Fitting - M6 8 - 71
Screw
Vacuum Pump
to Cylinder Head 20 15 -
- M8 Bolts
Variable Valve
Actuation
22* 16* -
Assembly - M8
Bolts
Wire Harness
Ground Lug to
9 - 80
Cylinder Head
Cover - M6 Bolt
Wiring Duct to
Cylinder Head 9 - 80
Cover - M6 Bolt
* See procedure for multiple fastener tightening sequence.
REMOVAL
WITH MANUAL TRANSMISSION

NOTE: The oil cooler can not be cleaned out. In the event that the engine requires
rebuilding or replacement, replace the oil cooler. Refer to COOLER, OIL,
REMOVAL.
1. Perform the fuel pressure release procedure. Refer to FUEL SYSTEM PRESSURE RELEASE .
2. Recover the refrigerant from the refrigerant system. Refer to PLUMBING, STANDARD
PROCEDURE .

4. Remove the air cleaner body (6). Refer to BODY, AIR CLEANER, REMOVAL.
Fig. 9: PCV Hose, Bolts, Vent Hose & Oil Separator Housing
5. Disconnect the PCV hose (1) from the intake manifold.

6. Disconnect the vent hose (3) from the oil filler neck.
7. Remove the three bolts (2) and remove the oil separator housing (4) from the cylinder head cover.

CAUTION: When servicing components near the vacuum pump, avoid contact
with the plastic nipple that connects the vacuum pump to the brake
booster hose. It is possible to crack the plastic nipple resulting in a
brake booster vacuum leak.

9. Disconnect the Powertrain Control Module (PCM) harness connectors (1 and 2).


15. Remove the nut (1) and the ground strap (4).
Fig. 13: Lower Air Dam/Belly Pan

18. Remove the belly pan. Refer to BELLY PAN, REMOVAL .
19. Drain the cooling system. Refer to STANDARD PROCEDURE .
20. Drain the transmission fluid. Refer to the appropriate Transmission article.
21. Drain the engine oil. Refer to Engine/Lubrication/OIL - Standard Procedure.

22. Remove the four bolts (1) and the tunnel support brace (2). Reinstall the four bolts (1) to maintain
alignment of the frame extensions. Tighten the bolts (1) to 90 N.m (60 ft. lb.).

23. Remove both front tire and wheel assemblies. Refer to REMOVAL .
24. Remove both front inner wheel well splash shields. Refer to SHIELD, SPLASH, FRONT WHEEL
25. Remove the front fascia (1). Refer to FASCIA, FRONT, REMOVAL .
Fig. 16: Left Headlamp & Fasteners

26. Remove the right and left headlamp units (2). Refer to UNIT, HEADLAMP, REMOVAL .
Fig. 17: Cooling Fan Resistor & Fan Assembly

27. Disconnect the upper coolant hose from the radiator.

28. Disconnect the electrical connector from the cooling fan resistor (1).
Fig. 18: Engine Cooling Fan, Connector & Fasteners

29. Disconnect the lower coolant hose from the radiator.

30. Disconnect the cooling fan electrical connector (3).
Fig. 19: A/C Liquid Line, A/C Discharge Line, A/C Condenser Tapping Block & Bolt
31. Remove the bolt (4) and disconnect the A/C liquid line (1) and the A/C discharge line (2) from the A/C
condenser tapping block (3).
32. Separate the A/C liquid line from the A/C discharge line. Remove and discard the dual plain seals.
33. Install plugs in, or tape over, the opened refrigerant line fittings and condenser ports.
Fig. 20: Latch & Cable

34. Press down the latch release (3) and remove the hood latch cable (2) from the latch.
Fig. 21: Front Impact Sensor, Screw & Connector

35. Disconnect the wire harness connector (1) from the right and left front impact sensors (3). Refer to
SENSOR, IMPACT, REMOVAL .
Fig. 22: Horn, Connector & Fasteners

36. Disconnect the wire harness connector (2) from the horn (1).
Fig. 23: Wire Harness Connector

37. Disengage the wire harness connector (1) from the bumper reinforcement.
Fig. 24: Wire Harness Retainer

38. Disengage the wire harness retainer (1) from the bottom of the bumper reinforcement.
Fig. 25: Front Cooling Module Assembly & Fasteners

39. Remove the four bolts (1), eight bolts and washers (2), eight bolts and washers (3) and the cooling
module assembly (4) from the vehicle.
Fig. 26: Front Exhaust Pipe Support Bolt & Flange Nuts
40. Remove the exhaust flange nuts (1).

41. Remove the maniverter pipe extension support bolt (2).
Fig. 27: Maniverter Heat Shield & Fasteners

42. Remove the two nuts (1), four bolts (3) and the maniverter heat shield (2).
Fig. 28: Upstream And Downstream Oxygen Sensors, Maniverter & Fasteners
43. Disconnect the electrical connectors from the upstream (2) and downstream (3) oxygen sensors.
CAUTION: The maniverter studs are installed in the cylinder head with a thread
sealant. If the studs rotate during service this indicates that the seal
is broken and the stud must be replaced. Failure to replace the studs
can result in engine oil leaking onto the exhaust manifold.
44. Mark the end of the nine maniverter mounting studs with a paint pen or equivalent to indicate possible
stud rotation.
45. Remove nine nuts (1) and remove the maniverter (4) from the cylinder head.
46. Check the markings on the studs for indication of rotation. If there is evidence of stud rotation, replace the
stud. Refer to Engine/Manifolds/MANIFOLD, Exhaust - Standard Procedure.
47. Remove and discard the maniverter gasket.

48. Remove both axle shafts (1). Refer to REMOVAL .
Fig. 30: Rear Engine Mount Bracket, Isolator & Fasteners

49. Remove the rear engine mount bracket bolt (3) and nut (6).
50. Remove the two bolts (2 and 4) and remove the rear engine mount bracket (5).
51. Loosen the isolator bolt (1) and reposition the rear engine mount isolator (7).
Fig. 31: Upper And Lower Radiator Hoses & Retainer

52. Remove the upper radiator hose (2) from the engine.
53. Disengage the hose retainer (4) and remove the windshield washer fluid reservoir. Refer to
RESERVOIR, WINDSHIELD WASHER, REMOVAL .
54. Remove the lower radiator hose (3) from the engine.
Fig. 32: Pressurized Coolant Bottle Assembly

55. Remove the pressurized coolant bottle (5). Refer to BOTTLE, PRESSURIZED COOLANT,
REMOVAL .
Fig. 33: Hydraulic Clutch Line Support Bracket & Bolts

56. Remove the two bolts (1) from the hydraulic clutch line support bracket (2).
Fig. 34: Slave Cylinder Bolts

57. Remove the two bolts (1) from the hydraulic clutch slave cylinder and reposition the slave cylinder.
Fig. 35: Reverse Lamp Switch Connector

58. Disconnect the electrical connector (1) from the reverse lamp switch.
Fig. 36: Ground Strap

59. Remove the ground strap (1) from the transmission.

Fig. 37: Shift Selector Cable

60. Disconnect the shift selector cable (1) from the lever.
Fig. 38: Cable Retention Clip

61. Remove the retainer (1) from the shift selector cable and reposition the cable.
Fig. 39: Shift Cable

62. Disconnect the shift cable (1) from lever.
Fig. 40: Cable Mounting Bracket

63. Remove the retainer (1) from the shift cable and reposition the cable.
Fig. 41: Battery Cable & Nut

64. Remove the nut (2) and the battery cable (1) from the battery terminal.
Fig. 42: A/C Suction Line, Nut, Heater Core Outlet Hose & Inlet Hose
65. Disconnect the heater core outlet hose (3) and inlet hose (4) from the heater core.
66. Remove the nut (2) and disconnect the A/C suction line (1) from the A/C expansion valve. Install plugs
in, or tape over all the opened refrigerant line fittings and expansion valve ports.
Fig. 43: Fuel Line, Hose Retainer & Fuel Vapor Purge Hose
67. Disconnect the fuel vapor purge hose (3) from the intake manifold.
68. Open the hose retainer (1). Disconnect the fuel line (2) from the fuel rail. Refer to STANDARD
PROCEDURE - QUICK-CONNECT FITTINGS .
Fig. 44: Vacuum Pump & Connector

69. Disconnect the main wire harness connector (2) from the engine harness.
CAUTION: The vacuum hose and the pressurized coolant bottle return hose
have the same quick-connect fitting end. If removing both hoses, it is
recommended that the hoses be marked at disassembly to avoid an
incorrect installation. Failure to properly install the hoses can result
in engine damage.
70. Remove the vacuum pump (1). Refer to PUMP, VACUUM, REMOVAL.
Fig. 45: Engine Lifting Bracket & Bolts

71. Install the (special tool #10299, Bracket, Engine Lifting) (1) on the vacuum pump mounting surface with
three bolts (2) provided with the engine lifting bracket. Tighten the bolts to 20 N.m (15 ft. lbs.).
Fig. 46: Engine Hoist & Load-Leveling Lifting Sling

72. Reposition the main wire harness over the left frame extension.
73. Attach a load-leveling lifting sling (2), such as OTC® 4305 Engine Load Leveler or equivalent, between
the front engine mounting bracket, the engine lifting bracket and an engine hoist (1).
Fig. 47: LH Engine Mount Isolator & Bolts

NOTE: Automatic transmission equipped engine mount shown in illustration,

manual transmission equipped engine mount similar.
74. Remove the three bolts (2 and 3) and the LH engine mount isolator (1).
Fig. 48: RH Engine Mount Isolator, Support Bracket & Bolts


75. Remove three bolts (3) from the RH engine mount isolator (1).
76. Remove the engine and transmission from the vehicle.
Fig. 49: Starter Assembly, Connector & Fasteners

NOTE: Perform the following steps to remove the transmission from the engine if
required.
77. Remove the starter assembly (5). Refer to STARTER, REMOVAL .
Fig. 50: Flywheel Dust Cover Bolts

78. Remove the two bolts (1) from the flywheel dust cover.
Fig. 51: Transmission Bell Housing Bolts, Nut & Stud

NOTE: The flywheel dust cover is bolted to the oil pan and cannot be removed at
this time.
79. Remove the lower transmission bell housing bolts (3) and nut (1).
Fig. 52: Upper Bell Housing Bolts

80. Position a transmission jack under the transmission. Secure the transmission to the jack.
81. Remove the upper bell housing bolts (1) and separate the transmission from the engine.
Fig. 53: Pressure Plate Bolts

NOTE: Perform the following steps to remove components for installation on a

replacement engine if required.
82. Remove the clutch pressure plate and disc. Refer to DISC, CLUTCH, REMOVAL .
Fig. 54: Flywheel-To-Crankshaft Bolts

83. Remove the flywheel. Refer to FLYWHEEL, REMOVAL .

Fig. 55: Flywheel Dust Cover & Bolt

84. Remove the bolt (1) and the flywheel dust cover (2).
85. Remove the accessory drive belt (4). Refer to BELT, SERPENTINE, REMOVAL .

86. Remove the generator (3). Refer to GENERATOR, REMOVAL .
Fig. 58: A/C Compressor Assembly

87. Remove the A/C compressor (1). Refer to COMPRESSOR, A/C, REMOVAL .
Fig. 59: Oil Level Indicator Tube & Bolt

88. Remove the bolt (2) and the oil level indicator tube (1).
Fig. 60: Accessory Mounting Bracket & Fasteners

89. Remove the bolt (5) and the ground wire.

90. Remove the three bolts (3), two nuts (2 and 3) and the accessory mounting bracket (1).
Fig. 61: Block Heater Assembly

91. Remove the block heater (3) (if equipped). Refer to HEATER, ENGINE BLOCK, REMOVAL .
Fig. 62: RH Engine Mount Bracket & Bolts


92. Install the engine on an engine stand such as OTC® 1726A 1, 000 LB. Capacity Engine Stand or
equivalent, and remove the lifting sling.
93. Remove six bolts (2) and the RH engine mount bracket (1).
WITH AUTOMATIC TRANSMISSION


REMOVAL.
PROCEDURE .







21. Remove the maniverter (4). Refer to MANIFOLD, EXHAUST, REMOVAL.



23. Remove two bolts (4) from the rear engine mount bracket (3), loosen the bolt (1) and reposition the rear
engine mount link (5) away from the bracket (3).


REMOVAL .
Fig. 75: Gearshift Cable, Transmission Manual Valve Lever, Transmission Range Selector Switch
Connector, Bracket & Bolt
28. Disconnect the wire harness connector (5) from the transmission range selector switch.
29. Disconnect the gearshift cable (2) from the transmission manual valve lever (4).
30. Remove the gearshift cable (2) from the bracket (1).
31. Remove the bolt (2) and the ground strap from the transmission.


in engine damage.




43. Remove the three bolts (3) from the RH engine mount isolator (1).
Fig. 84: Torque Converter Access Cover

required.
45. Remove the torque converter access cover (1).

Fig. 85: Torque Converter Bolts

46. Remove the six torque converter bolts (1).
Fig. 86: Lower Transmission Mounting Bolts & Oxygen Sensor Harness Bracket
47. Remove the four lower transmission mounting bolts (1) and the oxygen sensor harness bracket (2).
Fig. 87: Upper Transmission Mounting Bolts

48. Position a transmission jack under the transmission. Secure the transmission to the transmission jack.
49. Remove the two upper transmission mounting bolts (1) and separate the transmission from the engine.



Fig. 89: Flexplate & Bolts

51. Remove the flexplate (1). Refer to FLEXPLATE, REMOVAL.
Fig. 90: Transmission Adapter Plate & Fasteners

52. Remove three bolts (3 and 4), one bolt and nut (2) and the transmission adapter plate (1).






58. Remove three bolts (3), two nuts (2 and 3) and the accessory mounting bracket (1).


INSTALLATION

NOTE: Perform the following steps to prepare a replacement engine for installation into
the vehicle.
1. Install the RH engine mount bracket (1) with six bolts (2) tightened to 25 N.m (18 ft. lbs.).
Fig. 99: RH Engine Mount Isolator, Support Bracket & Bolts With Tightening Sequence

2. Install the RH engine mount isolator (3) and support bracket (1) to the engine mount bracket with three
bolts. Tighten the isolator to engine bracket bolts in the sequence shown in illustration to 60 N.m (44 ft.
lbs.).
Fig. 100: Vacuum Pump & Bolts


Fig. 102: Engine Hoist, Engine Lifting Bracket, Engine Mounting Bracket & Load-Leveling Lifting
Sling
the front engine mounting bracket (3), the engine lifting bracket (2) and an engine hoist (1).

NOTE: Perform the following steps to install components on a replacement

engine if required.
6. Install the accessory mounting bracket (1) with three bolts (4) and two nuts (2 and 3) tightened as follows:
 Three bolts (4) to 50 N.m (37 ft. lbs.)
 One nut (3) to 50 N.m (37 ft. lbs.)
7. Install the ground wire with the bolt (5) tightened to 9 N.m (80 in. lbs.).

8. Install the block heater (3) (if equipped). Refer to HEATER, ENGINE BLOCK, INSTALLATION .

9. Install the oil level indicator tube (1). Tighten the bolt (2) to 9 N.m (80 in. lbs.).
Fig. 106: Discharge Line, Suction Line, A/C Compressor & Fasteners
10. Install the A/C compressor (3) with discharge line (1) and suction line (5). Refer to COMPRESSOR,
A/C, INSTALLATION .

11. Install the generator (3) and connect the electrical wiring. Refer to GENERATOR, INSTALLATION .
12. Install the accessory drive belt (4). Refer to BELT, SERPENTINE, INSTALLATION .

13. Install the flywheel dust cover (2). Tighten the bolt (1) to 9 N.m (80 in. lbs.).

14. Install the flywheel. Refer to FLYWHEEL, INSTALLATION .


15. Install the clutch pressure plate and disc. Refer to DISC, CLUTCH, INSTALLATION .

NOTE: Perform the following steps to install the transmission to the engine if
required.
16. Install the transmission on the engine with the upper bell housing bolts (1) tightened to 60 N.m (44 ft.
lbs.).

17. Install the nut (1) and stud (2) and tighten to 60 N.m (44 ft. lbs.).
18. Install the remaining transmission bell housing bolts (3) and tighten to 40 N.m (30 ft. lbs.).

19. Install the two bolts (1) to the flywheel dust cover and tighten to 9 N.m (80 in. lbs.).

20. Install the starter assembly (5) and connect the electrical wiring (2). Refer to STARTER,
INSTALLATION .

21. Position the engine and transmission in the vehicle.



22. Install the LH engine mount isolator (1) with three bolts (2 and 3). First tighten the isolator to engine
bracket bolt (3) to 110 N.m (81 ft. lbs.) and then tighten the isolator to body bolts (2) to 50 N.m (37 ft.
lbs.).

lbs.).
24. Install the RH engine mount isolator (3) to the body with three bolts (2). Tighten the isolator to body bolts
(2) to 60 N.m (44 ft. lbs.).

have the same quick-connect fitting end. Verify that the hoses are
correctly installed. Failure to properly install the hoses can result in
engine damage.
25. Install the vacuum pump (1) and wiring harness bracket. Refer to PUMP, VACUUM,
INSTALLATION.
26. Connect the main wire harness connector (2) to the engine harness.
27. Connect the fuel vapor purge hose (3) to the intake manifold.
28. Connect the fuel line (2) to the fuel rail and close the hose retainer (1). Refer to STANDARD
29. Install the A/C suction line (1) with a new O-ring seal to the A/C expansion valve. Install the nut (2) and
30. Connect the heater core inlet hose (4) and outlet hose (3) to the heater core.

31. Install the battery cable (1) to the battery terminal and tighten the nut (2) to 5 N.m (45 in. lbs.).

32. Connect the shift cable (1) to the lever.


33. Install the retainer (1) to the shift cable.

34. Connect the shift selector cable (1) to the lever.


35. Install the retainer (1) to the shift selector cable.

36. Install the ground strap (1) to the transmission.


37. Connect the electrical connector (1) to the reverse lamp switch.

38. Install the hydraulic clutch slave cylinder to the transmission with two bolts (1). Tighten the bolts to 20
N.m (15 ft. lbs.).

39. Install the hydraulic clutch line support bracket (2) to the transmission with two bolts (1).

40. Install the upper radiator hose (2) to the engine.

41. Install the lower radiator hose (3) to the engine.
42. Install the windshield washer fluid reservoir and engage the hose retainer (4) to the filler neck.

43. Install the pressurized coolant bottle (5). Refer to BOTTLE, PRESSURIZED COOLANT,
INSTALLATION .

45. Install the rear engine mount bracket (5) with two bolts (2 and 4).
46. Install the rear engine mount isolator (7) to the transmission with the rear engine mount bracket bolt (3)
and nut (6) tightened to 80 N.m (59 ft. lbs.).
47. Tighten the isolator bolt (1) to 130 N.m (96 ft. lbs.).

48. Install both axle shafts. Refer to INSTALLATION .

49. Fill the transmission with the proper fluid to the correct level. Refer to the appropriate Transmission
article.

51. Clean the mating surfaces of the cylinder head and the maniverter flange.
52. Install a new maniverter gasket on the cylinder head.
stud rotation.
54. Guide the maniverter (4) into place onto the studs. Install and tighten the nine nuts (1) to 20 N.m (15 ft.
lbs.).
56. Connect the upstream (2) and downstream (3) oxygen sensor electrical connectors.

57. Install the maniverter heat shield (2) with four bolts (3) and two nuts (1). Tighten the nuts (1) and bolts
(3) to 9 N.m (80 in. lbs.).
59. Install the muffler flexible intake pipe to the maniverter flange with two nuts (1). Tighten the nuts (1) to
25 N.m (18 ft. lbs.).
60. Install the maniverter pipe extension support to the oil pan. Tighten the bolt (2) to 50 N.m (37 ft. lbs.).

61. Install the front cooling module assembly (4) with four bolts (1), eight bolts and washers (2) and eight
bolts and washers (3). Tighten the eight bolts (2) to 45 N.m (33 ft. lb.). Tighten the four bolts (1) to 24
N.m (18 ft. lb.). Tighten the eight bolts (3) to 45 N.m (33 ft. lb.).

62. Engage the wire harness retainer (1) to the bottom of the bumper reinforcement.

63. Engage the wire harness connector (1) to the bumper reinforcement.

64. Connect the electrical connector (2) to the horn (1).

65. Connect the electrical connector (1) to the right and left front impact sensors (3). Refer to SENSOR,
IMPACT, INSTALLATION .

66. Press down the latch release (3) and install the hood latch cable (2) to the latch.
67. Engage the A/C liquid line (1) to the A/C discharge line (2) and connect the lines to the A/C condenser
tapping block (3) using new dual plain seals lubricated with clean refrigerant oil. Install the retaining bolt
(4) and tighten to 14 N.m (10 ft. lbs.).

68. Connect the lower coolant hose to the radiator.

69. Connect the cooling fan electrical connector (3).

70. Connect the upper coolant hose to the radiator.

71. Connect the electrical connector to the cooling fan resistor (1).

72. Install the right and left headlamp units (2). Refer to UNIT, HEADLAMP, INSTALLATION .

73. Install the front fascia (1). Refer to FASCIA, FRONT, INSTALLATION .
74. Install both front inner wheel well splash shields. Refer to SHIELD, SPLASH, FRONT WHEEL
75. Install both front tire and wheel assemblies. Refer to INSTALLATION .

76. Remove the four bolts (1) and install the tunnel support brace (2). Reinstall the four bolts (1) and tighten
to 90 N.m (60 ft. lb.).

77. Install the belly pan. Refer to BELLY PAN, INSTALLATION .



retainers (3).
80. Install the ground strap (4) with nut (1) tightened to 5 N.m (44 in. lbs.).


85. Connect the Powertrain Control Module (PCM) harness connectors (1 and 2).
86. Install the oil separator housing (4) to the cylinder head cover with three bolts (2) tightened to 13 N.m
(115 in. lbs.).
87. Connect the vent hose (3) to the oil filler neck.
88. Connect the PCV hose (1) to the intake manifold.

89. Install the air cleaner body (6). Refer to BODY, AIR CLEANER, INSTALLATION.

90. If removed, install the oil filter and fill the engine crankcase with the proper oil to the correct level. Refer
to Engine/Lubrication/OIL - Standard Procedure.
91. Fill the transmission. Refer to the appropriate Transmission article.
92. Fill the cooling system. Refer to STANDARD PROCEDURE .
93. Install and connect the battery. Refer to BATTERY, INSTALLATION .
94. Evacuate and charge the refrigerant system. Refer to PLUMBING, STANDARD PROCEDURE .
96. Run the engine until it reaches normal operating temperature. Check cooling system for correct fluid
level. Refer to STANDARD PROCEDURE .
NOTE: The Cam/Crank Variation Relearn procedure must be performed using the scan
tool anytime there has been a repair/replacement made to a powertrain system,
for example: flywheel, valvetrain, camshaft and/or crankshaft sensors or
components. Refer to appropriate Electrical Diagnostics article.

the vehicle.
lbs.).



Sling


engine if required.


A/C, INSTALLATION .


13. Install the transmission adapter plate (1) with three bolts (3 and 4) and one bolt and nut (2) as follows:
 One bolt (4) to 60 N.m (44 ft. lbs.)
 One bolt and nut (2) to 60 N.m (44 ft. lbs.)
 Two bolts (3) to 40 N.m (30 ft. lbs.)

14. Install the flexplate (1). Refer to FLEXPLATE, INSTALLATION.


INSTALLATION .

required.
16. Install the transmission on the engine with two upper mounting bolts (1) tightened to 60 N.m (44 ft. lbs.).
17. Install the four lower transmission mounting bolts (1) and the oxygen sensor harness bracket (2). Tighten
bolts (1) to 40 N.m (30 ft. lbs.).

18. Install the six torque converter bolts (1). Tighten the six bolts in two steps as follows:
 Step 1: All to 20 N.m (15 ft. lbs.).


19. Install the torque converter access cover (1).



lbs.).
lbs.).
(2) to 60 N.m (44 ft. lbs.).

engine damage.
INSTALLATION.

31. Install the ground strap to the transmission and tighten the bolt (3) to 9 N.m (80 in. lbs.).
32. Install the gearshift cable (2) to the bracket (1).
33. Connect the gearshift cable (2) to the transmission manual valve lever (4).
34. Connect the wire harness connector (5) to the transmission range selector switch.



INSTALLATION .

40. Install the rear engine mount isolator (5) in the bracket (3) with two bolts (4) tighten to 60 N.m (44 ft.
lbs.). Install the isolator bolt (1) and tighten to 130 N.m (96 ft. lbs.).

41. Install both axle shafts. Refer to REMOVAL .


43. Install the maniverter (4), cooling module, front fascia, inner wheel well splash shields, wheels and tires.
Refer to MANIFOLD, EXHAUST, INSTALLATION.




retainers (3).


(115 in. lbs.).



63. Check the transmission for correct fluid level. Refer to appropriate Transmission article or FLUID,
SPECIAL TOOLS
SPECIAL TOOLS
10224 - Adapter, Valve Spring

10259 - Compressor, Spring
10272 - Tool, Flywheel Locking
10273 - Installer, Crankshaft Front Oil Seal
10275 - Studs, Valve Spring Compressor
10276 - Tool, Crankshaft Timing Locking
10277 - Tool, Camshaft Timing Locking
10278 - Installer, Camshaft Oil Seal
10280 - Remover/Installer, Spark Plug Tube
10281 - Pins, Connecting Rod Guide
10282 - Adapter, Engine Oil Pressure
10299 - Bracket, Engine Lifting
10306 - Guide, Rear Crankshaft Oil Seal
10307 - Holder, Crankshaft Sprocket
10368 - Set, Universal Protective Cap
6847 - Holder, Camshaft Sprocket
7700-A - Tester, Cooling System
8225 - Alignment Fixture
(Originally Shipped In Kit Number(s) 8180, 8180CC, 8263, 8263CC.)
C-119 - Cylinder Indicator
C-3292A - Gauge, Pressure
C-3422-D - Compressor, Valve Spring
C-3685-A - Bloc-Chek Kit
C-385 - Compressor, Piston
MD998772A - Compressor, Valve Spring
AIR INTAKE SYSTEM

AIR CLEANER
REMOVAL
REMOVAL

Fig. 196: Air Cleaner Body Cover Screws

2. Remove the three screws (1) and remove the air cleaner body cover (2).
Fig. 197: Air Cleaner Element

3. Remove the air cleaner element (1) from the air cleaner housing.
INSTALLATION
INSTALLATION

1. Install the air cleaner element (1) to the air cleaner housing.

2. Install the air cleaner body cover (2) with three screws (1) tightened to 4 N.m (35 in. lbs.).

BODY, AIR CLEANER
REMOVAL
REMOVAL


2. Loosen the clamp (1) at the throttle body.

3. Remove the fresh air make-up hose (3) from the air cleaner housing.
4. Remove the two bolts (4)
5. Disengage the air inlet hose (2) from the air cleaner cover.
6. Disengage the ball stud mount (5) and lift the air cleaner body (6) off of the intake manifold.
7. Open the hose retainer (7), reposition the coolant hose (8) and remove the air cleaner body (6) form the
vehicle.
INSTALLATION
INSTALLATION

1. Lubricate the rubber mount socket (5) on the air cleaner body (6) with Mopar® Rubber Bushing
Installation Lube.
2. Install the coolant line (8) to the air cleaner housing and close the hose retainer (7).
3. Push the air cleaner body (6) down onto the locating pin (5) on the intake manifold until the rubber mount
socket is fully seated.
4. Engage the air inlet hose (2) and install the air cleaner body (6) to the throttle body. Tighten the clamp (1)
to 4 N.m (35 in. lbs.).
5. Install two bolts (4) and tighten to 5 N.m (45 in. lbs.).
6. Install the fresh air make-up hose (3) to the air cleaner housing.

CYLINDER HEAD
DESCRIPTION
DESCRIPTION
Fig. 205: Cylinder Head

The 1.4L aluminum cylinder head features four valves per cylinder with pressed in metal valve guides. The
valve guides are not serviceable.
CYLINDER HEAD GASKET
A cylinder head gasket leak can be located between adjacent cylinders or between a cylinder and the adjacent
water jacket.
Possible indications of the cylinder head gasket leaking between adjacent cylinders are:
 Loss of engine power

 Engine misfiring
 Poor fuel economy
Possible indications of the cylinder head gasket leaking between a cylinder and an adjacent water jacket are:
 Engine overheating
 Loss of coolant
 Excessive steam (white smoke) emitting from exhaust
 Coolant foaming
CYLINDER-TO-CYLINDER LEAKAGE TEST
To determine if an engine cylinder head gasket is leaking between adjacent cylinders, follow the procedures in
Cylinder Compression Pressure Test. Refer to CYLINDER COMPRESSION PRESSURE LEAKAGE. An
engine cylinder head gasket leaking between adjacent cylinders will result in approximately a 50 - 70%
reduction in compression pressure.
CYLINDER-TO-WATER JACKET LEAKAGE TEST
WARNING: USE EXTREME CAUTION WHEN THE ENGINE IS OPERATING WITH

COOLANT PRESSURE CAP REMOVED.
VISUAL TEST METHOD
With the engine cool, remove the coolant pressure cap. Start the engine and allow it to warm up until thermostat
opens.
If a large combustion/compression pressure leak exists, bubbles will be visible in the coolant.
COOLING SYSTEM TESTER METHOD

Fig. 206: Cooling System Pressure Tester - 7700-A

WARNING: WITH COOLING SYSTEM TESTER IN PLACE, PRESSURE WILL BUILD UP

FAST. EXCESSIVE PRESSURE BUILT UP, BY CONTINUOUS ENGINE
OPERATION, MUST BE RELEASED TO A SAFE PRESSURE POINT.
NEVER PERMIT PRESSURE TO EXCEED 138 kPa (20 psi).
Install Cooling System Tester (special tool #7700-A, Tester, Cooling System) or equivalent to pressure cap
neck. Start the engine and observe the tester's pressure gauge. If gauge pulsates with every power stroke of a
cylinder a combustion pressure leak is evident.
CHEMICAL TEST METHOD
Fig. 207: Bloc-Chek-Kit - C-3685-A

Combustion leaks into the cooling system can also be checked by using Bloc-Chek Kit (special tool #C-3685-A,
Bloc-Chek Kit) or equivalent. Perform test following the procedures supplied with the tool kit.
HYDRAULIC LASH ADJUSTER
A tappet-like noise may be produced from several items. Check the following items.
1. Engine oil level too high or too low. This may cause aerated oil to enter the adjusters and cause them to
be spongy.
2. Insufficient running time after rebuilding the cylinder head. Low speed running up to one hour may be
required.
3. Turn engine off and let set for a few minutes before restarting. Repeat this several times after engine has
reached normal operating temperature.
4. Low oil pressure.
5. The oil screen in cylinder head or the oil passage to the cylinder head is plugged with debris.
6. Air ingested into oil due to broken or cracked oil pump pick-up.
7. Worn valve guides.

8. Rocker arm ears contacting valve spring retainer.
9. Rocker arm loose, adjuster stuck or at maximum extension and still leaves lash in the system.
10. Oil leak or excessive cam bore wear in the cylinder head.
11. Faulty lash adjuster.
a. Check lash adjusters for "sponginess" while installed in the cylinder head and cam lobe at base circle.
Depress part of rocker arm over the adjuster. Normal adjusters should feel firm when pressed quickly.
When pressed very slowly, lash adjusters should collapse.
b. Remove suspected lash adjusters, and replace.
c. Before installation, make sure adjusters are full of oil. This can be verified by little plunger travel when
lash adjuster is depressed quickly.
REMOVAL
REMOVAL
Fig. 208: Camshaft Bearing Housing Bolt Removal Sequence

1. Remove the camshaft bearing housing. Refer to HOUSING, CAMSHAFT BEARING, REMOVAL.
Fig. 210: Side Timing Belt Cover & Bolt

3. Remove the bolt (2) and the side timing belt cover (1).

4. Unlock and disconnect the Powertrain Control Module (PCM) harness connectors (1 and 2).


Fig. 214: Thermostat Housing, Pressurized Coolant Bottle Return Hose, Clamp & Bolt
in engine damage.
12. Disconnect the pressurized coolant bottle return hose (2).

13. Loosen the clamp (3) and disconnect the lower radiator hose.
14. Remove the bolt (4) and disconnect the oil filter housing coolant return hose.
Fig. 215: Heater Core Inlet Hose, Engine Coolant Temperature (ECT) Sensor Electrical Connector
& Cylinder Head Coolant Outlet Flange
15. Unlock and disconnect the Engine Coolant Temperature (ECT) sensor electrical connector (2).
16. Disconnect the heater core inlet hose (1).
Fig. 216: Cylinder Head Bolt Removal Sequence

17. Using the sequence shown in illustration, remove the cylinder head retaining bolts.
Fig. 217: Cylinder Head Gasket & Locating Dowels

18. Remove the cylinder head and gasket (1). Discard the gasket.
Fig. 218: Thermostat Housing Assembly, Engine Coolant Temperature Sensor & Fasteners
19. If required, remove the bolts (2) and the thermostat housing from the cylinder head.
Fig. 219: Tensioner & Lock Nut

20. If required, remove the tensioner lock nut (1) and the tensioner (2) from the cylinder head.
CLEANING
CLEANING
CAUTION: When cleaning cylinder head and cylinder block surfaces, DO NOT use a
metal scraper because the surfaces could be cut or ground. Use ONLY a
wooden or plastic scraper.
1. Remove all gasket material from cylinder head and block. Refer to Engine - Standard Procedure. Be
careful not to gouge or scratch the aluminum head sealing surface.
2. Clean all engine oil passages.
3. Clean out the cylinder head bolt holes in the engine block.
INSPECTION
INSPECTION
Fig. 220: Checking Cylinder Head Flatness

NOTE: Typical Cylinder Head shown in illustration.
1. Check for cylinder head warping with a straight edge (2) and feeler gauge (1).
2. Cylinder head must be flat within specification. Refer to Engine - Specifications.
3. Remove carbon and varnish deposits from inside of valve guides with a reliable guide cleaner.
4. Inspect the following components and verify that they are within specification : Refer to Engine -
Specifications.
 Springs
 Valve Seats
 Valve Guides
 Valves
INSTALLATION
INSTALLATION
Fig. 221: Tensioner Mounting Stud

1. If removed, install the tensioner mounting stud to the cylinder head and tighten to 11 N.m (97 in. lbs.).
2. If removed, install new exhaust maniverter mounting studs. Refer to Engine/Manifolds/MANIFOLD,
Exhaust - Standard Procedure.
3. If removed, install the thermostat housing and gasket with bolts (2) tightened to 10 N.m (89 in. lbs.).
Fig. 223: Checking Cylinder Head Bolts For Stretching (Necking)

CAUTION: The cylinder head bolts are tightened using a torque plus angle
procedure. The bolts must be examined BEFORE reuse. If the threads
are necked down the bolts must be replaced.
4. Check cylinder head bolts for necking by holding a scale or straight edge against the threads. If all the
threads do not contact the scale (2) the bolt must be replaced.

CAUTION: When cleaning cylinder head and cylinder block surfaces, DO NOT
use a metal scraper because the surfaces could be cut or ground.
Use ONLY a wooden or plastic scraper.
5. Clean and prepare the gasket sealing surfaces of the cylinder head and block. Refer to Engine - Standard
Procedure.
6. Install two cylinder head locating dowels (2).
7. Position the new cylinder head gasket (1) on the locating dowels (2).
Fig. 225: Cylinder Head Bolt Tightening Sequence

8. Position the cylinder head onto the cylinder block. Make sure the cylinder head seats fully over the
locating dowels.
9. Install the ten head bolts finger tight.
10. Tighten the cylinder head bolts in the sequence shown in illustration, following this 4 step torque plus
angle method. Tighten according to the following torque values:
 Step 3: All + 90° Turn Do not use a torque wrench for this step.
 Step 4: All an additional + 90° Turn Do not use a torque wrench for this step.
11. Connect the heater core inlet hose (1).

12. Connect and lock the engine coolant temperature (ECT) sensor electrical connector (2).
Fig. 227: Oil Filter Housing Coolant Return Hose O-Ring

13. Apply engine oil to the oil filter housing coolant return hose O-ring (1).
14. Install the oil filter housing coolant return hose to the thermostat housing (1). Tighten the bolt (4) to 9
N.m (80 in. lbs.).
engine damage.
15. Connect the pressurized coolant bottle return hose (2).

16. Connect the lower radiator hose and tighten the clamp (3).

17. Install the side timing belt cover (1) with bolt (2) tightened to 25 N.m (18 ft. lbs.).
18. Install the maniverter (4), cooling module and front fascia. Refer to MANIFOLD, EXHAUST,
INSTALLATION.


retainers (3).


Fig. 234: Camshaft Bearing Housing Bolt Tightening Sequence

26. Install the camshaft bearing housing. Refer to HOUSING, CAMSHAFT BEARING,
INSTALLATION.

30. Connect the negative battery cable and tighten nut to 5 N.m (45 in. lbs.).
ASSEMBLY, VARIABLE VALVE ACTUATION
DESCRIPTION
DESCRIPTION
Fig. 236: Variable Valve Actuation Assembly

The primary component of variable valve actuation is the variable valve actuation module. The variable valve
actuation module is bolted to the top of the camshaft bearing housing above the intake valves, next to the
camshaft. The intake lobes on the camshaft operate hydraulic pumping elements instead of directly acting on
the valves. The pumping elements provide high-pressure oil to open the intake valves. The relationship between
the camshaft lobe and the intake valves is controlled by a solenoid operated hydraulic port. By varying the
solenoid operation, the Powertrain Control Module (PCM) is able to control intake valve lift and duration.
OPERATION
OPERATION
Fig. 237: Solenoid Valve, Hydraulic Brake Pumping Element/Hydraulic Lash Adjusters, Upper Pumping
Element & Oil Accumulator
Variable valve actuation controls the operation of the intake valves. By using a hydraulic link between the
camshaft and the intake valves, the valve lift and timing can be adjusted infinitely.
The main components of variable valve actuation are the Powertrain Control Module (PCM) programming and
the variable valve actuation module. The variable valve actuation module contains one set of the following
components for each cylinder:
 Upper Pumping Element (3)

 Solenoid Valve (1)
 Hydraulic Brake Pumping Element/Hydraulic Lash Adjusters (2)
 Oil Accumulator (4)
Fig. 238: Variable Valve Actuation Assembly Operating Description

The upper pumping elements (1) in the variable valve actuator are filled with oil from the engine lubrication
system. The upper pumping elements (1) are driven by the rocker arms through camshaft motion (9) to create
high-pressure oil inside the oil chamber (2). As the camshaft continues to rotate and the camshaft lobe ramps
down, a spring in the upper pumping element returns the piston and the rocker arm to their home positions.
The high-pressure oil in the oil chamber passageway is delivered to the solenoid valve (8) from the upper
pumping element. The solenoid valve (8) is a normally open hydraulic control valve. Therefore, the high-
pressure oil is vented from the oil chamber to the accumulator (7) unless the solenoid valve is powered. When
the solenoid valve is supplied 12 volts, the valve closes and high pressure oil instead acts upon the hydraulic
brake pumping elements (6) to operate the intake valves (5).
The hydraulic brake pumping element (6) is essentially a piston that is operated by the high-pressure oil to open
the intake valves (5). It also functions as a brake to stop the movement of the pumping element and intake
valves. The braking function is the result of vent holes around the perimeter of the element's cylinder. When the
piston approaches full stroke, the lower perimeter vent holes bleed off oil. This stops the piston from moving
any farther. When the pressure from the solenoid is taken away, the upper supply holes in the cylinder become
bleed holes that allow the piston to return to the home position. The piston is pushed back to the home position
by the force of the intake valve springs. As the piston approaches the home position, some of the bleed holes are
covered and the speed of the piston is regulated as it approaches the final resting position. This also controls the
valve speed as it seats in the cylinder head. The hydraulic brake pumping element also functions as a hydraulic
lash adjuster (3) because the valve stem clearance is hydraulically taken up by the piston. This occurs because
the hydraulic brake pumping element/hydraulic lash adjuster is always under some oil pressure from the engine
oil lubrication system. This creates enough pressure to take up valve clearance.
The variable valve actuator features three areas that function together as an oil reservoir so that the actuator
always has a ready supply of engine oil. The engine lubrication system provides oil to the lower reservoir area
and keeps it full of oil. To flow from the lower reservoir to the upper reservoir, the oil must pass through very
small holes. This helps to purge air from the lower reservoir and to maintain engine oil pressure in the lower
reservoir. The third reservoir area, the oil accumulator (7), is filled by oil vented from the oil chamber by the
solenoid valve (8). The oil accumulator is a spring loaded accumulator that absorbs the hydraulic shock that
would otherwise be created when the solenoid valves are opened. This helps to increase the durability of the
system, maintains higher pressure in the lower pressure side of the system and lowers the overall load on the
engine oil pump.
Variable valve actuation provides five possible phases of operation. Each phase offers unique advantages
compared to normal camshaft operation. The five phases are:
Fig. 239: Full Lift

 Full Lift. When variable valve actuation functions in the full lift phase, all of the camshaft lobe lift is
transferred to the intake valves. The intake camshaft lobe is designed with a very aggressive lift and
duration profile. This results in good power in the upper RPM ranges with high loads. This profile would
rarely be used in everyday driving.
Fig. 240: Early Intake Valve Closing (EIVC)

 Early intake valve closing (EIVC). When variable valve actuation functions in the EIVC phase, the
camshaft lobe lift is transferred to the intake valves at the beginning of the lift duration cycle. However,
the hydraulic connection between the camshaft lobe and the valves is taken away before the lobe reaches
full lift. The exact timing and lift can be infinitely varied to meet driver requirements. EIVC provides
smooth engine performance and more torque at lower engine speeds.
Fig. 241: Late Intake Valve Opening (LIVO)

 Late intake valve opening (LIVO). When variable valve actuation functions in the LIVO phase, the
camshaft lobe lift is NOT transferred to the intake valves at the beginning of the lift duration cycle. The
hydraulic connection between the camshaft lobe and the valves is completed after the rocker arm has
already begun riding the ramp of the camshaft lobe. When the hydraulic connection is completed, the
intake valves will begin to open. The valve lift timing can be varied infinitely within the full profile of the
camshaft lobe. Therefore, as long as the hydraulic connection is completed before the camshaft lobe
reaches its maximum lift, some valve lift will result. The lift profile will follow the camshaft lobe profile
for the time that the hydraulic link is complete. Like EIVC, the exact timing and lift can be infinitely
varied to meet driver requirements. LIVO provides lower emissions and a higher efficiency at lower loads
or idle conditions.
Fig. 242: Multi-Lift

 Multi-Lift. Multi-Lift is a combination of EIVC and LIVO because the hydraulic connection between the
camshaft lobe and the intake valves is closed early and then re-opened later in the cycle. This creates a
longer duration valve lift with a smaller amount of lift. The result is a higher velocity of air flow into the
cylinder over a longer period of time. Multi-Lift may be used in mixed driving of acceleration and
deceleration with moderate engine speeds.
Fig. 243: Closed

 Closed. The closed phase simply leaves the intake valves closed by not utilizing the camshaft lobe to lift
the intake valves.
REMOVAL
REMOVAL
Fig. 244: Cylinder Head Cover, Fuel Rail Blocker & Bolts
1. Remove the cylinder head cover (1). Refer to COVER(S), CYLINDER HEAD, REMOVAL.
Fig. 245: Oil Temperature Sensor Electrical Connector & Bracket

2. Unlock and disconnect the oil temperature sensor electrical connector (1).
3. Disengage the oil temperature electrical connector from the bracket (2).
Fig. 246: Variable Valve Actuation Assembly Removal/Installation Tool & Variable Valve Timing
Actuator Connectors
4. Unlock and disconnect the four variable valve timing actuator electrical connectors (5).
5. Install the (special tool #10259, Compressor, Spring) (2) with four bolts (1) tightened to 9 N.m (80 in.
lbs.).
6. Rotate the spring compressors (3) CCW until fully seated.
Fig. 247: Variable Valve Timing Actuation Assembly Removal Sequence

CAUTION: Do not invert the variable valve actuation assembly when it is

removed from the engine. Oil will drain from the assembly and
excessive engine cranking will be required to refill the assembly and
start the engine.
7. Remove the ten bolts in the sequence shown in illustration.

8. Remove the variable valve timing actuation assembly, with the spring compressor attached, from the
camshaft bearing housing.
Fig. 248: Variable Valve Actuation Assembly Gasket & Locating Pins
9. Remove and discard the variable valve actuation assembly gasket (1).
Fig. 249: Rocker Arms

10. If required, remove the rocker arms. Refer to ROCKER ARM, VALVE, REMOVAL.
Fig. 250: Remove/Install Oil Temperature Sensor

11. If required, use an appropriate socket (2) and remove the oil temperature sensor (1).
Fig. 251: MultiAir Actuator Oil Supply Filter & O-Ring

12. If required, remove the MultiAir actuator oil supply filter (2) from the camshaft bearing housing.
INSPECTION
INSPECTION
Fig. 252: Valve Rocker Arms, Oil Supply O-Ring & Oil Temperature Sensor
Because variable valve actuation is so closely monitored, the diagnostics of the system are strongly Diagnostic
Trouble Code (DTC) driven. If the system does not perform according to design, many DTC's may be produced
from a condition in the variable valve actuation system.
The variable valve actuation module includes very few serviceable components. The module has no internal
components that are serviceable. The following components are serviceable:
 Valve rocker arms (1)

 Oil supply O-ring (2)
 Oil temperature sensor (3)
INSTALLATION
INSTALLATION

1. If removed, install the oil temperature sensor (1). Refer to SENSOR, OIL TEMPERATURE,
INSTALLATION. Tighten the oil temperature sensor to 18 N.m (13 ft. lbs.).

2. If removed, install a new O-ring (1) lubricated with engine oil on the MultiAir actuator oil supply filter
(2). Install the filter into the camshaft bearing housing and tighten to 27 N.m (20 ft. lbs.).
3. Install three variable valve actuation assembly locating pins (2).

4. Install the variable valve actuation assembly gasket (1).

5. If removed, install the rocker arms (1). Refer to ROCKER ARM, VALVE, INSTALLATION.
Actuator Connectors

start the engine.
6. If removed, install the (special tool #10259, Compressor, Spring) (2) with four bolts (1) tightened to 9
N.m (80 in. lbs.).
Fig. 258: Variable Valve Actuation Assembly O-Ring

8. Install the variable valve actuation assembly O-ring (1).
Fig. 259: Variable Valve Actuation Assembly Tightening Sequence

9. Install the variable valve actuation assembly with the spring compressor in place. Install and hand tighten
the retaining bolts.
10. Remove the spring compressor and tighten the ten bolts in three steps following the sequence shown in
illustration:
 Step 1: All to 10 N.m (89 in. lbs.).
 Step 3: All again to 22 N.m (16 ft. lbs.).

11. Connect and lock the four variable valve timing actuator electrical connectors.
12. Connect and lock the oil temperature sensor electrical connector (1).
13. Engage the oil temperature electrical connector to the bracket (2).
14. Install the cylinder head cover (1). Refer to COVER(S), CYLINDER HEAD, INSTALLATION.
CAMSHAFT, ENGINE
DESCRIPTION
DESCRIPTION
Fig. 262: Engine Camshaft

The 1.4L engine uses a Single Over Head Camshaft (SOHC) to provide valve actuation but the camshaft is in
the standard position of an exhaust camshaft in a Double Over Head Camshaft (DOHC) engine. The camshaft
has five bearing journal surfaces and three cam lobes per cylinder. The camshaft is built up on a hollow tube
with cam lobes, bearing journals and end caps pressed into position. The front end cap includes the camshaft
sprocket mounting and front bearing journal with end play thrust walls. The rear end cap is the camshaft
position sensor pick-up wheel and also drives the vacuum pump.
OPERATION
OPERATION
The camshaft is driven by the crankshaft via drive sprockets and belt. As the crankshaft turns, the timing belt
turns the camshaft. The camshaft has precisely machined lobes to provide accurate valve timing and duration.
The exhaust camshaft lobes are located directly over the exhaust valves and are actuated through bucket style
hydraulic lash adjusters. The third lobe on the camshaft functions as an intake lobe. This lobe drives a roller
follower rocker arm mounted to the variable valve actuator assembly. The rocker arm drives a pumping element
within the variable valve actuator that creates oil pressure needed to open the intake valves.
The camshaft is supported by five bearing journals. The front and rear bearing journal caps are located to the
camshaft housing with dowel pins. Camshaft end play is controlled by two thrust walls that border the nose
piece journal. Camshaft bearing lubrication is provided via a oil supply passage through the camshaft bearing
housing and from an orifice in the rocker arm ball socket.
STANDARD PROCEDURE
STANDARD PROCEDURE - CAMSHAFT END PLAY

Fig. 263: Measuring Camshaft End Play

1. Remove the cylinder head cover. Refer to COVER(S), CYLINDER HEAD, REMOVAL.
2. Mount Dial Indicator Set (special tool #C-3339A, Set, Dial Indicator) (1) to a stationary point at the front
of the engine. Locate the probe perpendicular against the nose of the camshaft.
3. Move the camshaft all the way to the rear of its travel.
4. Zero the dial indicator.
5. Move the camshaft forward to the limit of travel and read the dial indicator. Compare the measured end
play to the specification. Refer to Engine - Specifications.
REMOVAL
REMOVAL
Fig. 265: Camshaft Sprocket, Holder & Bolt

2. Remove the timing belt. Refer to BELT, TIMING, REMOVAL.

3. Use the (special tool #6847, Holder, Camshaft Sprocket) (2) and remove the bolt (1) and the camshaft
sprocket (3).
Fig. 266: Camshaft Timing Locking Tool & Bolts

4. Remove the three bolts (2) and the (special tool #10277, Tool, Camshaft Timing Locking) (1).
Actuator Connectors
lbs.).
Fig. 268: Markings On Camshaft Caps & Housing

NOTE: Camshaft bearing caps are marked during engine manufacturing. For
example, the center camshaft bearing cap is marked "C". The markings on
the caps (1) should align with the markings on the camshaft housing (2).
CAUTION: DO NOT STAMP OR STRIKE THE CAMSHAFT BEARING CAPS.

SEVERE DAMAGE WILL OCCUR TO THE BEARING CAPS.
Fig. 269: Camshaft Bearing Cap Bolt Removal Sequence

7. Slowly loosen the camshaft bearing cap bolts in the sequence shown in illustration.
8. Remove the camshaft bearing caps and the camshaft.
INSPECTION
INSPECTION
Fig. 270: Inspecting Camshaft Wear Areas

1. Inspect the camshaft bearing journals (4) for damage and binding. If the journals are binding, check the
camshaft bearing housing for damage. Also check the oil supply holes for clogging.
2. Check the surface of the cam lobes (5) for abnormal wear (1). Measure and compare the unworn area (3)
to the worn area (2). Replace the camshaft if it is not within specification. Refer to Engine -
Specifications.
INSTALLATION
INSTALLATION

NOTE: Camshaft bearing caps are marked during engine manufacturing. For example,
the center camshaft bearing cap is marked "C". The markings on the caps (1)
should align with the markings on the camshaft housing (2).
Fig. 272: Camshaft Bearing Cap Tightening Sequence

NOTE: Following the installation of each camshaft bearing cap, visually verify that the
camshaft has some endplay.
1. Lubricate camshaft journals with clean engine oil.

2. Apply a seam of Anaerobic Loctite® 518 Sealant on the camshaft housing in the contact area of the front
and rear camshaft caps.
3. Install the camshaft and camshaft bearing caps. Tighten the twelve bolts in two steps following the
sequence shown in illustration:
Actuator Connectors
4. Loosen the spring compressors (3), remove the four bolts (1) and the (special tool #10259, Compressor,
Spring) (2).
Fig. 274: Camshaft Seal

5. If required, install a new camshaft seal (1). Refer to SEAL(S), CAMSHAFT, INSTALLATION.
6. Install the camshaft sprocket and timing belt. Refer to BELT, TIMING, INSTALLATION.
7. Install the cylinder head cover. Refer to COVER(S), CYLINDER HEAD, INSTALLATION.
components.
COVER(S), CYLINDER HEAD
DESCRIPTION
DESCRIPTION
Fig. 275: Cylinder Head Cover

The cylinder head cover is made of die cast aluminum. The cylinder head cover is sealed with a press-in-place
gasket. RTV is used to seal the T-joint at the camshaft bearing caps, variable valve actuator and cylinder head
cover.
REMOVAL
REMOVAL

PROCEDURE .


8. Remove three bolts (2) and remove the oil separator housing (4) from the cylinder head cover.
10. Open the hose retainer (1) and disconnect the fuel line (2) from the fuel rail. Refer to STANDARD
Fig. 280: IAT/MAP Sensor, Connector & Bolt

11. Unlock and disconnect the IAT/MAP sensor electrical connector (3).
Fig. 281: Evaporative Emissions Purge Solenoid Connector, Fuel Injector Wire Harness Connector
& Fasteners
12. Unlock and disconnect the evaporative emissions purge solenoid electrical connector (1).
13. Unlock and disconnect the fuel injector wire harness electrical connector (2).
Fig. 282: Electronic Throttle Control, Connector, Clip & Bolts

14. Unlock and disconnect the electrical connector (3) from the Electronic Throttle Control (ETC) (4) and
disengage the ETC harness from the clip (2) on the throttle body.

15. Disconnect the vacuum line from the vacuum pump (1).
Fig. 284: Oil Separator Housing Bracket & Fasteners

16. Remove two bolts (2), one nut (3) and reposition the oil separator housing bracket (1).
Fig. 285: Ignition Coil, Connector & Bolt

NOTE: Number 1 cylinder ignition coil shown in illustration, all others similar.
17. Remove the ignition coils (1). Refer to COIL, IGNITION, REMOVAL - [EAB] .
Fig. 286: Wire Harness Duct & Bolts

18. Remove the bolt (2) and the ground lug from the cylinder head cover.
19. Remove two bolts (3) and reposition the wire harness duct (1).

Fig. 288: Right Vertical Brace, Frame Splash Shield & Fasteners
22. Remove two bolts (4) and the right vertical brace (5).
23. Remove two screws (2) from the front wheelhouse splash shield.
24. Remove three screws (1) and the frame splash shield (3).
Fig. 290: A/C Compressor & Fasteners

Fig. 291: Wire Harness Retainers

Fig. 292: Intake Manifold Flange Bolts

28. Remove six of the seven intake manifold flange bolts (1).
Fig. 293: Intake Manifold & Fasteners


30. Remove the remaining intake manifold flange bolt (3), the intake manifold support bolt (2) and reposition
the intake manifold (1).
Fig. 294: Intake Manifold Seals

31. Remove and discard the four intake manifold seals (1).
32. Cover the open intake ports to prevent debris from entering the engine.
Fig. 295: Upper Timing Belt Cover & Bolts

33. Remove the bolt (3) from the upper timing belt cover (1).
34. Remove twelve bolts (2), the fuel rail blocker (3) and the cylinder head cover (1).
Fig. 297: Cylinder Head Cover Gasket & Spark Plug Tube Seals
35. Remove and discard the cylinder head cover gasket (1).
36. The spark plug tube seals (2) can be reused if not damaged.
Fig. 298: Residual Sealant Locations

CAUTION: Do not use oil based liquids, wire brushes, abrasive wheels or metal
scrapers to clean the engine gasket surfaces. Use only isopropyl
(rubbing) alcohol, along with plastic or wooden scrapers. Improper
gasket surface preparation may result in engine fluid leakage.
37. Remove all residual sealant (1) from the variable valve actuator assembly, camshaft caps, camshaft
housing and cylinder head cover mating surfaces. Refer to Engine - Standard Procedure.
Fig. 299: Oil Filler Neck, Oil Filler Neck Lock & Bolt
38. If required, remove the bolt (3), oil filler neck lock (2) and the oil filler neck (1) from the cylinder head
cover.
Fig. 300: Oil Filler Neck O-Ring

39. The oil filler neck O-ring (1) can be reused if not damaged.
INSTALLATION
INSTALLATION

1. If required, install a new oil filler neck O-ring (1).
2. If required, install the oil filler neck (1) to the cylinder head cover. Secure the oil filler neck (1) with the
oil filler neck lock (2) and bolt (3) tightened to 9 N.m (80 in. lbs.).
3. Install the cylinder head cover gasket (1).


5. Clean the variable valve actuator assembly, camshaft caps, camshaft housing and cylinder head cover
mating surfaces with isopropyl alcohol in preparation for sealant application.
CAUTION: Engine assembly requires the use of a unique sealant that is

compatible with engine oil. Using a sealant other than Mopar®
Engine RTV GEN II may result in engine fluid leakage.
CAUTION: Following the application of Mopar® Engine RTV GEN II to the gasket
surfaces, the components must be assembled within 10 minutes and
the attaching fasteners must be tightened to specification within the
next 10 minutes. Prolonged exposure to the air prior to assembly
may result in engine fluid leakage.
6. Apply a 2 to 3 mm wide bead of Mopar® Engine RTV GEN II sealant (1) to the cylinder head cover T-
joints as shown in illustration.
Fig. 305: Cylinder Head Cover & Fuel Rail Blocker Tightening Sequence
7. Install the cylinder head cover and fuel rail blocker (1) with twelve bolts. Tighten the twelve bolts in two
steps following the sequence shown in illustration:


8. Install the upper timing belt cover (1) with two bolts (2 and 3) tightened to 9 N.m (80 in. lbs.).

9. Install four new intake manifold seals (1).


10. Loosely install an intake manifold flange bolt (3) and the support bolt (2) to hold the intake manifold in
position.
Fig. 309: Intake Manifold Flange Bolts Tightening Sequence

12. Install the remaining six of the seven intake manifold flange bolts (1). Tighten all seven intake manifold
flange bolts in the sequence shown in illustration to 15 N.m (11 ft. lbs.).

13. Position the wire harness and close the two wire harness retainers (1).


15. Tighten the intake manifold support bolt (2) to 9 N.m (80 in. lbs.).

16. Install the A/C compressor (1). Refer to COMPRESSOR, A/C, INSTALLATION .
18. Install the frame splash shield (3) with three screws (1).
19. Install two screws (2) to the front wheelhouse splash shield.
20. Install the right vertical brace (5) with two bolts (4) tightened to 45 N.m (33 ft. lbs.).



22. Install the wiring harness duct (1) to the cylinder head cover with two bolts (3) tightened to 9 N.m (80 in.
lbs.).
23. Install the ground lug (2) to the cylinder head cover and tighten the bolt (2) to 9 N.m (80 in. lbs.).

24. Install the ignition coils (1). Refer to COIL, IGNITION, INSTALLATION - [EAB] .

25. Install the oil separator housing bracket (1) with two bolts (2) and one nut (3). Tighten the three fasteners
to 13 N.m (115 in. lbs.).

26. Connect the vacuum line to the vacuum pump (1).


27. Connect and lock the electrical connector (3) to the Electronic Throttle Control (ETC) (4) and engage the
ETC harness to the clip (2) on the throttle body.
& Fasteners
28. Connect and lock the fuel injector wire harness electrical connector (2).
29. Connect and lock the evaporative emissions purge solenoid electrical connector (1).

30. Connect and lock the IAT/MAP sensor electrical connector (3).
(115 in. lbs.).


38. Install the negative battery cable and tighten nut to 5 N.m (45 in. lbs.).
HOUSING, CAMSHAFT BEARING
DESCRIPTION
DESCRIPTION
Fig. 327: Camshaft Bearing Housing

The camshaft bearing housing is bolted to the top of the cylinder head. The camshaft bearing housing primarily
supports the camshaft, hydraulic valve lash adjusters and the variable valve actuator assembly. The spark plug
tubes are threaded into the camshaft bearing housing and the vacuum pump is bolted to the rear camshaft
bearing cap and the housing. The camshaft bearing housing supplies oil to the camshaft bearings, hydraulic
valve lash adjusters, vacuum pump and the variable valve actuator assembly. A removable filter screen is
installed in the housing for the variable valve actuation oil supply.
REMOVAL
REMOVAL
Fig. 328: Hydraulic Lifters


2. Remove the camshaft. Refer to CAMSHAFT, ENGINE, REMOVAL.
NOTE: If the hydraulic lifters are to be reused, identify their positions so that they
can be reassembled into their original locations.
3. Remove the hydraulic lifter(s) (1).

Actuator Connectors
lbs.).


start the engine.


Fig. 334: Camshaft Position (CMP) Sensor Electrical Connector

13. Unlock and disconnect the camshaft position (CMP) sensor electrical connector (1).

14. Using the sequence shown in illustration, remove the ten camshaft bearing housing retaining bolts and the
Fig. 336: Camshaft Bearing Housing Gasket & Locating Pins

15. Remove the camshaft bearing housing gasket (1).
Fig. 337: Camshaft Position (CMP) Sensor & Bolt

16. If required, remove the mounting bolt (2) and Camshaft Position (CMP) sensor (1) from the camshaft
bearing housing.

INSPECTION
INSPECTION
1. Verify that the valve tappets move freely in theirs bores and that they have been rotating.
2. Inspect camshaft bearing journals for scoring.
Specifications.
 Camshafts
 Valve Tappets
INSTALLATION
INSTALLATION


2. If removed, apply engine oil to the O-ring seal and install the Camshaft Position (CMP) sensor (1) with
bolt (2) tightened to 9 N.m (80 in. lbs.).

3. Install two camshaft bearing housing locating pins (2).

4. Install the camshaft bearing housing gasket (1).

5. Install the camshaft bearing housing with ten bolts. Tighten the ten bolts in three steps following the
 Step 2: Positions 1 through 8 to 25 N.m (18 ft. lbs.).
 Step 3: Positions 9 and 10 to 30 N.m (22 ft. lbs.).



7. Connect and lock the Camshaft Position (CMP) sensor electrical connector (1).
8. Install the three variable valve actuation assembly locating pins (2).

Actuator Connectors

start the engine.
N.m (80 in. lbs.).


illustration:


NOTE: If the hydraulic lifters are being reused, reassemble them into their original
locations.
19. Verify that the hydraulic lifters are at least partially full of oil. There should be little or no plunger travel
when the hydraulic lifter is depressed.
20. Install the hydraulic lifter(s) (1).
21. Install the camshaft(s). Refer to CAMSHAFT, ENGINE, INSTALLATION.
LIFTER(S), HYDRAULIC
DIAGNOSIS AND TESTING - LASH ADJUSTER (TAPPET) NOISE
Proper noise diagnosis is essential in locating the source of an NVH complaint. Locating a lash adjuster (tappet)
type noise can sometimes be difficult. As a result, an initial misdiagnosis may occur.
Refer to the following chart for possible causes and correction of a lash adjuster (tappet) type noise.
LASH ADJUSTER (TAPPET) NOISE CHART

POSSIBLE CAUSES CORRECTION
1. Engine oil level-too high or too low. This may 1. Check and correct the engine oil level.
allow aerated oil to enter the adjusters and cause
them to be spongy.
2. Insufficient running time after rebuilding a 2. Low speed running of up to 1 hour may be
cylinder head. required to fully evacuate trapped air from the valve
train system. During this time, turn engine off and
let set for a few minutes before restarting. Repeat
this several times after engine has reached normal
operating temperature.
3. Air trapped in the lash adjuster (after 1 hour of 3. See below:
run time). (a) Check lash adjusters for sponginess while
installed in the cylinder head. Depress the lash
adjuster. Normal adjusters should feel very firm.
Very spongy adjusters can be bottomed out easily.
(b) If the lash adjuster(s) are still spongy, replace
the lash adjuster(s). Refer to LIFTER(S),
HYDRAULIC, REMOVAL.
4. Low oil pressure. 4. See below:
(a) Check and correct the engine oil level.
(b) Check the engine oil pressure. Refer to
CHECKING ENGINE OIL PRESSURE.
(c) Check for excessive main bearing clearance and
correct. Refer to Engine/Engine Block/BEARING
(S), Crankshaft - Standard Procedure.
(d) Check for a worn oil pump.
5. Oil passage to the cylinder head(s) plugged with 5. Check cylinder head oil passages for blockage.
debris. Clean or replace as necessary.
6. Worn valve guide(s). 6. Measure valve stem-to-guide clearance. Refer to
Engine/Cylinder Head/VALVES, Intake and
Exhaust - Inspection.
7. Air ingested into oil due to broken or cracked oil 7. Inspect pickup tube and replace as necessary.
pump pickup tube. Refer to PICK-UP, OIL PUMP, REMOVAL.
8. Collapsed lash adjuster due to debris ingestion. 8. Clean debris from engine and replace lash
adjuster(s). Refer to LIFTER(S), HYDRAULIC,
REMOVAL.
REMOVAL
REMOVAL


INSTALLATION
INSTALLATION

locations.
ROCKER ARM, VALVE
DESCRIPTION
DESCRIPTION
Fig. 354: Valve Rocker Arm

The valve rocker arms are steel stampings with an integral roller bearing. A spring clip helps to hold the rocker
arm in position on the ball socket when removing or installing the variable valve actuation assembly. The rocker
arm ball socket also incorporates a 0.5 mm oil hole for roller and camshaft lubrication.
REMOVAL
REMOVAL


2. Remove the variable valve actuation assembly. Refer to ASSEMBLY, VARIABLE VALVE
ACTUATION, REMOVAL.
NOTE: If the rocker arms are to be reused, identify their positions so that they can
be reassembled into their original locations.
3. Disengage the retaining clip and remove the rocker arm(s) (1).
INSPECTION
INSPECTION

Inspect the valve rocker arm for wear or damage. Replace as necessary.
INSTALLATION
INSTALLATION

1. Lubricate the rocker arms with clean engine oil before installation.
2. Install the rocker arm(s) (1) and engage the retaining clip.
3. Install the variable valve actuation assembly. Refer to ASSEMBLY, VARIABLE VALVE
ACTUATION, INSTALLATION.
SEAL(S), CAMSHAFT
REMOVAL
REMOVAL


sprocket (3).

3. Remove the camshaft seal (1).
INSTALLATION
INSTALLATION
Fig. 360: Camshaft Oil Seal Installer, Camshaft Oil Seal & Garter Spring
1. Apply engine oil to the seal pilot diameter of the (special tool #10278, Installer, Camshaft Oil Seal) (1)
and to the inside diameter of the camshaft oil seal (2).
2. Carefully install the oil seal onto the seal installer.
NOTE: Make sure that the garter spring (3) is intact around the inside of the oil
seal lip.
Fig. 361: Camshaft Sprocket Bolt & Seal Installer

3. Apply engine oil to the outside diameter of the oil seal.

4. Position the seal installer (1) on the camshaft and install the camshaft sprocket bolt (2).
5. Tighten the camshaft sprocket bolt (2) until the camshaft oil seal is seated in the camshaft bearing
housing.

6. Verify that the oil seal is uniformly seated and that the seal lip (1) is not curled inward toward the engine.
SEAL(S), VALVE GUIDE
DESCRIPTION
DESCRIPTION
Fig. 363: Valve Stem Oil Seal, Valve Spring & Valve Guide
NOTE: Typical valve configuration shown in illustration.
The valve stem oil seals (1) are made of elastomer over-molded steel in a non-integrated type guide mounted
configuration. The seal is not held in place by the valve spring (2). The valve stem seals are not reusable if
removed from the valve guides (3), they must be replaced. Always coat the valve seals with clean engine oil
before installing the valves.
REMOVAL
REMOVAL
Fig. 364: Valve Spring & Retainer

NOTE: If the springs are to be reused, identify their positions so that they can be
reassembled into their original locations. Number 2 cylinder exhaust valve
spring shown in illustration, all other valve springs similar.
1. Remove the valve spring(s) (2). Refer to SPRING(S), VALVE, REMOVAL.

Fig. 365: Valve Guide Seal & Valve Seal Tool

NOTE: Number 2 cylinder exhaust valve guide seal shown in illustration, all other
valve guide seals similar.
2. Remove the valve guide seal (1) using a valve seal tool (2). Discard the removed seal.
Fig. 366: Valve Spring Seat

NOTE: Number 2 cylinder exhaust valve spring seat shown in illustration. Exhaust
valve spring seats are marked with the letter "S" and have a thickness of
0.8 mm (0.031 in.). Intake valve spring seats are marked with the letter "A"
and have a thickness of 3.2 mm (0.126 in.).
3. If required, remove the valve spring seat (1).

4. If required, remove the valve(s). Refer to VALVES, INTAKE AND EXHAUST, REMOVAL.
INSTALLATION
INSTALLATION

NOTE: Reassemble the valves into their original locations. If the valves or valve seats
have been refinished, verify that the valve stem tip height is within
specification. Refer to Engine - Specifications.
1. If removed, install the valve(s). Refer to VALVES, INTAKE AND EXHAUST, INSTALLATION.
2. If removed, install the spring seat (1) over the valve guide.
Fig. 368: Driver, Garter Spring & Valve Guide Seal

3. Apply engine oil to the lip of the valve guide seal (3). Install the valve guide seal (3) over the valve stem.
Using an appropriate driver (1), push the seal firmly and squarely over the valve guide. Do Not Force the
seal against the top of guide.
NOTE: Make sure that the garter spring (2) is intact around the top of the valve
guide seal (3). Number 2 cylinder exhaust valve guide seal shown in
illustration, all other valves similar.

NOTE: If the valve springs are being reused, reassemble them into their original
locations. Number 2 cylinder exhaust valve spring shown in illustration, all
other valves similar.
4. Install the valve spring(s) (2). Refer to SPRING(S), VALVE, INSTALLATION.
SPRING(S), VALVE
DESCRIPTION
DESCRIPTION
Fig. 370: Valve Springs Assembly

The valve springs are a beehive design and made from high strength chrome silicon steel. The springs are
common for intake and exhaust applications. Valve guide seals are rubber overmolded on a steel support
cylinder with a garter spring at the seal lip. The seals are not integrated with the valve spring seat. The steel
valve spring retainers are designed for use with beehive springs and the valve spring retainer locks are a three
bead Butt type design to promote valve rotation.
REMOVAL
ON VEHICLE
Fig. 371: Valve Spring Compressor, Valve Spring Compressor Studs & Valve Spring Adapter
2. Install the (special tool #10224, Adapter, Valve Spring) (2) and the (special tool #10275, Studs, Valve
Spring Compressor) (3) on the (special tool #MD998772A, Compressor, Valve Spring) (1).
Fig. 372: Valve Spring Compressor, Air Supply, Valve Spring Adapter, Valve Retaining Locks &
Compressed Valve Spring
NOTE: Number 3 cylinder exhaust valve spring compression shown in

3. Remove the spark plug. Refer to SPARK PLUG, REMOVAL - [EAB] .

4. Install the (special tool #MD998772A, Compressor, Valve Spring) (1) onto the cylinder head.
5. Install a spark plug adapter attached to a regulated shop air supply (2). Pressurize the cylinder being
serviced to 620.5 - 689 kPa (90 - 100 psi) to hold the valves in place.
CAUTION: Air pressure must be maintained as long as the valve springs are
removed to prevent the valves from dropping into the cylinders.
6. Using the (special tool #10224, Adapter, Valve Spring) (3), compress valve spring (5) and remove valve
retaining locks (4).

7. Release the valve spring compression and remove the valve spring retainer (1) and valve spring (2).
8. If required, remove the valve guide seal and spring seat. Refer to SEAL(S), VALVE GUIDE,
REMOVAL.
OFF VEHICLE
Fig. 374: Valve Spring Compressor Components

1. Remove the cylinder head. Refer to CYLINDER HEAD, REMOVAL.

2. Position the (special tool #10224, Adapter, Valve Spring) (2) in the (special tool #C-3422-D, Compressor,
Valve Spring) (1).
Fig. 375: Valve Spring Adapter, Valve Spring Compressor, Retaining Locks & Valve Springs

3. Compress the valve spring (4) and remove the valve retaining locks (3).

spring shown in illustration, all other valves similar.
REMOVAL.
INSPECTION
INSPECTION
Fig. 377: Testing Valve Spring

When valves have been removed for inspection, reconditioning or replacement, valve springs should be checked
against specifications for free-length, spring force and spring installed height. Refer to Engine - Specifications.
Spring force can be measured with a test fixture (2). Follow the tool manufactures instructions. Replace any
springs that do not meet specifications.
Fig. 378: Checking Valve Spring Installed Height

Installed height of the valve spring must be checked with the valve assembled into the cylinder head. Refer to
SPRING(S), VALVE, INSTALLATION.
If the valves or valve seats have been refinished, check the installed height of the valve springs (4). Make sure
the measurement is taken from the top of spring seat (6) to the bottom surface of spring retainer (1). Refer to
Engine - Specifications.
INSTALLATION
ON VEHICLE
Fig. 379: Garter Spring, Valve Guide Seal & Spring Seat
1. If removed, install the spring seat (3) and valve guide seal (2) over the valve guide. Refer to SEAL(S),
VALVE GUIDE, INSTALLATION.

2. Install the valve spring (2) and valve spring retainer (1).

3. Using the (special tool #10224, Adapter, Valve Spring) (3) with the (special tool #MD998772A,
Compressor, Valve Spring) (2), compress the valve spring (5) only enough to install the valve retaining
locks (4).
4. Relieve the air pressure and remove the spark plug adapter.
5. Install the spark plug and tighten to 19 N.m (14 ft. lbs.). Refer to SPARK PLUG, INSTALLATION -
[EAB] .
INSTALLATION.
OFF VEHICLE
NOTE: Reassemble the valves into their original locations. If the valves or valve
seats have been refinished, verify that the valve stem tip height is within


illustration, all other valves similar. If the valves or valve seats have been
refinished, verify that the installed height of the valve springs is within
4. Compress valve springs (4) with the (special tool #10224, Adapter, Valve Spring) (1) mounted in the
(special tool #C-3422-D, Compressor, Valve Spring) (2). Install the retaining locks (3) and release the
valve spring compression.
5. Install the cylinder head. Refer to CYLINDER HEAD, INSTALLATION.
TUBE, SPARK PLUG
REMOVAL
REMOVAL
Fig. 385: Spark Plug Tube Remover/Installer & Tube

NOTE: Number 1 cylinder spark plug tube shown in illustration, all others similar.

3. Using the (special tool #10280, Remover/Installer, Spark Plug Tube) (1), remove the tube (2) from the
cylinder head and discard the tube.
4. Clean the area around the spark plug tube mounting with Mopar® Parts Cleaner or equivalent.
INSTALLATION
INSTALLATION
Fig. 386: Spark Plug Tube Sealant

NOTE: The spark plug tube is pre-treated with sealant (1), therefore it must be replaced
each time it is removed. Do not add any additional sealant to the threads.

1. Position the spark plug tube (2) into the cylinder head. Using the (special tool #10280, Remover/Installer,
Spark Plug Tube) (1), tighten the tube to 41 N.m (30 ft. lbs.).
2. If required, install a new spark plug tube seal (1).

Connect the negative battery cable and tighten nut to 5 N.m (45 in. lbs.).
VALVES, INTAKE AND EXHAUST
DESCRIPTION
DESCRIPTION
Fig. 389: Intake & Exhaust Valves Assembly

Each of the four combustion chambers contains four valves, two intake and two exhaust, for a total of 16 valves.
The intake valves (6) are opened by the variable valve actuation assembly. The exhaust valves (7) are opened
directly by the camshaft through hydraulic bucket style cam followers. All valves use three bead lock keepers
(1) to retain springs (3) and to promote valve rotation.
STANDARD PROCEDURE
STANDARD PROCEDURE - REFACING - INTAKE AND EXHAUST VALVES

Fig. 390: Valve Face & Seat

1 - SEAT WIDTH
2 - FACE ANGLE
3 - SEAT ANGLE
4 - SEAT CONTACT AREA
The intake and exhaust valves have a 44.5 to 45 degree face angle (1). The valve seats (2) have a 45 to 45.5
degree face angle.
VALVES
Fig. 391: Inspecting Valve Margin

Inspect the remaining margin (5) after the valves are refaced. Refer to Engine - Specifications.
VALVE SEATS

1 - SEAT WIDTH
2 - FACE ANGLE
3 - SEAT ANGLE
NOTE: When refacing the valve seats, it is important that the correct size valve guide
pilot be used for the reseating stones. A true and complete surface must be
obtained.
1. Measure the concentricity of the valve seat using a dial indicator. Refer to Engine - Specifications.
2. Inspect the valve seat (3) with Prussian blue to determine where the valve contacts the seat. To do this,
coat the valve seat (3) LIGHTLY with Prussian blue then set the valve in place. Rotate the valve with
light pressure. If the blue is transferred to the center of the valve face (4), contact is satisfactory. If the
blue is transferred to the top edge of the valve face, then lower the valve seat with a 15 degree stone. If
the blue is transferred to the bottom edge of the valve face, then raise the valve seat with a 65 degree
stone.
NOTE: Valve seats which are worn or burned can be reworked, provided that the
correct angle and seat width are maintained. Otherwise the cylinder head
must be replaced.
3. When the seat is properly positioned the width of the intake and exhaust seats should be within
VALVE AND SPRING INSTALLED HEIGHT

1. Coat the valve stems (2) with clean engine oil and install the valves into the cylinder head.
NOTE: If the valves are being reused, reassemble them into their original
locations.
2. If the valves or valve seats have been refinished, check the valve tip height (5). If the valve tip height (5)
exceeds the specification, grind the valve tip until it is within specification. Refer to Engine -
Specifications. Make sure the measurement is taken from the cylinder head surface (7) to the top of the
valve stem (2).
NOTE: Ensure that the garter spring (1) is intact around the top of the valve guide
seal (2). Number 2 cylinder exhaust valve guide seal shown in illustration,
all other valves similar.


5. Compress valve springs (4) with the Valve Spring Compressor Adapter (special tool #10224, Adapter,
Valve Spring) (1) mounted in the Valve Spring Compressor (special tool #C-3422-D, Compressor, Valve
Spring) (2). Install the retaining locks (3) and release the valve spring compression.

6. If the valves or valve seats have been refinished, check the installed height of the valve springs (4). Make
sure the measurement is taken from the top of spring seat (6) to the bottom surface of spring retainer (1).
Refer to Engine - Specifications.
REMOVAL
REMOVAL


CAUTION: Before removing the valves, remove any burrs from the valve stem
retainer lock grooves (2) and stem tip (1) to prevent damage to the
valve guides.
3. Remove the valve(s). Identify each valve to ensure installation in the original location.
4. If required, remove the valve guide seal (2) and spring seat (3). Refer to SEAL(S), VALVE GUIDE,
REMOVAL.
INSPECTION
INSPECTION
VALVES

1. Clean and inspect the valves thoroughly. Replace burned, warped and cracked valves.
2. Inspect the retainer lock grooves for wear or damage (2).
3. Inspect the valve face (4) for wear and pitting.
4. Measure the valve stems (3) and margins (5) for wear. Refer to Engine - Specifications.
VALVE GUIDES
Fig. 402: Measuring Valve Guide Wear

NOTE: Typical cylinder head shown in illustration.

1. Remove carbon and varnish deposits from inside of the valve guides with a reliable guide cleaner.
2. Measure valve stem-to-guide clearance as follows:
3. Install the valve (2) into the cylinder head so that it is 15 mm (0.590 inch.) off of the valve seat. A small
piece of hose may be used to hold the valve in place.
4. Attach the Dial Indicator Set (special tool #C-3339A, Set, Dial Indicator) (1) to the cylinder head and set
it at a right angle to the valve stem being measured.
5. Move the valve to and from the indicator. Compare this reading to the specification. Refer to Engine -
Specifications.
NOTE: If stem-to-guide clearance exceeds specifications, you must measure the valve
stem. If the valve stem is within specification or if the valve guide is loose in the
cylinder head, replace the cylinder head.
INSTALLATION
INSTALLATION

locations.
valve stem (2).

NOTE: Reassemble the valves springs into their original locations. If the valves or
valve seats have been refinished, verify that the valve spring installed
height is within specification. Refer to Engine - Specifications. Number 2
cylinder exhaust valve spring shown in illustration, all other valves
springs similar.
ENGINE BLOCK
DESCRIPTION
DESCRIPTION
Fig. 406: Engine Block & Bedplate

The engine block (1) is made from cast iron. The crankshaft is supported by five main bearings. The thrust
bearings are attached to the center upper main bearing. The cylinder block has four piston cooling jets located
under the main bearing shells. The cylinders are formed directly into the engine block and are divided into three
size categories. Special channels formed in the crankcase walls allow the passage of coolant and lubrication oil.
A knock sensor is located on the left side of the block.
The bedplate (2) is made from die-cast aluminum alloy and has cast iron cast-in bearing caps. The supports and
main bearing caps are machined while assembled together with the engine block. Bolts and locating dowels are
used to assure precision assembly of the bedplate and engine block. There is a bead of sealant between the
bedplate and engine block to prevent oil leaks.
The function of the bedplate is to:
 form the load carrying structure with the engine block

 support the crankshaft
 allow return of the engine lubrication oil to the pan

 support the engine oil pan
STANDARD PROCEDURE
MEASURING BEARING CLEARANCE USING PLASTIGAGE
Fig. 407: Plastigage Placed In Lower Shell

NOTE: Typical crankshaft journal shown in illustration.
Engine crankshaft and connecting rod bearing clearances can be determined by the use of Plastigage or
equivalent. The following is the recommended procedure for the use of Plastigage:
1. Remove the oil film from surface to be checked. Plastigage is soluble in oil.
2. Place a piece of Plastigage (1) across the entire width of the journal (In addition, suspected areas can be
checked by placing the Plastigage in the suspected area). Plastigage must not crumble in use. If brittle,
obtain fresh stock.
3. Torque the bearing cap bolts of the bearing being checked to the proper specifications. Refer to Engine -
Specifications.
NOTE: DO NOT rotate the crankshaft. Plastigage will smear, causing inaccurate
results.
Fig. 408: Measuring Bearing Clearance With Plastigage

NOTE: Typical connecting rod cap shown in illustration.
4. Remove the bearing cap and compare the width of the flattened Plastigage (2) with the scale provided on
the package (1). Locate the band closest to the same width. This band shows the amount of clearance.
Differences in readings between the ends indicate the amount of taper present or the possibility of foreign
material trapped under the bearing insert.
5. Record all readings taken. Compare clearance measurements to engine specifications. Refer to Engine -
Specifications.
Fig. 409: Checking Connecting Rod Bearing Clearance With Plastigage

NOTE: Typical connecting rod journal shown in illustration.
NOTE: Plastigage is available in a variety of clearance ranges. Use the most

appropriate range for the specifications you are checking. Plastigage
generally is accompanied by two scales. One scale is in inches, the other
is a metric scale.
6. Install the proper bearings to achieve the specified bearing clearances.

7. Repeat the Plastigage measurement to verify your bearing selection prior to final assembly.
CYLINDER BORE HONING

Fig. 410: Cylinder Bore Crosshatch Pattern

Before honing, stuff plenty of clean shop towels under the bores and over the crankshaft to keep abrasive
materials from entering the crankshaft area.
1. Used carefully, a cylinder bore sizing hone equipped with 220 grit stones, is the best tool for this job. In
addition to deglazing, it will reduce taper and out-of-round, as well as removing light scuffing, scoring
and scratches. Usually, a few strokes will clean up a bore and maintain the required limits.
CAUTION: DO NOT use rigid type hones to remove cylinder wall glaze.
2. Deglazing of the cylinder walls may be done if the cylinder bore is straight and round. Use of a cylinder
surfacing hone equipped with 280 grit stones, about 20-60 strokes, depending on the bore condition, will
be sufficient to provide a satisfactory surface. Use a light honing oil, available from major oil distributors.
CAUTION: DO NOT use engine or transmission oil, mineral spirits, or kerosene.
3. Honing should be done by moving the hone up and down fast enough to get a crosshatch pattern. The
hone marks should INTERSECT at 50° to 60° for proper seating of rings.
4. A controlled hone motor speed between 200 and 300 RPM is necessary to obtain the proper crosshatch
angle (1). The number of up and down strokes per minute can be regulated to get the desired 50° to 60°
angle (2). Faster up and down strokes increase the crosshatch angle.
5. After honing, it is necessary that the block be cleaned to remove all traces of abrasive. Use a brush to
wash parts with a solution of hot water and detergent. Dry parts thoroughly. Use a clean, white, lint-free
cloth to check that the bore is clean. Oil the bores after cleaning to prevent rusting.
INSPECTION
INSPECTION
Fig. 411: Main Bearing Inserts

1. Wipe the main bearing inserts (1) clean.

2. Inspect the inserts for abnormal wear patterns, scoring, grooving, fatigue, pitting and for metal or other
foreign material imbedded in the lining.
3. Inspect the back of the inserts for fractures, scrapes, or irregular wear patterns.
4. Inspect the insert locking tabs for damage.
Fig. 412: Crankshaft Thrust Washers

5. Inspect the crankshaft thrust washers (1) for scoring, scratches, wear or blueing.
6. Replace any bearing that shows abnormal wear. Refer to Engine/Engine Block/BEARING(S),
7. Inspect the main bearing bores for signs of scoring, nicks and burrs.
8. If the cylinder block main bearing bores show damage the engine block must be replaced.
Fig. 413: Measuring Cylinder Bore Diameter

9. Use Cylinder Indicator (special tool #C-119, Cylinder Indicator) (2) to correctly measure the inside
diameter of the cylinder bore (3). A cylinder bore gauge capable of reading in 0.003 mm (0.0001 in.)
INCREMENTS is required. If a bore gauge is not available, do not use an inside micrometer.
10. Measure the inside diameter of the cylinder bore at three levels below the top of the bore (4). Start at the
top of the bore, perpendicular (across or at 90 degrees) to the axis of the crankshaft at point A (1).
11. Repeat the measurement near the middle of the bore, then repeat the measurement near the bottom of the
bore.
12. Determine taper by subtracting the smaller diameter from the larger diameter.
13. Rotate measuring device 90° to point B (1) and repeat the three measurements. Verify that the maximum
taper is within specifications. Refer to Engine - Specifications.
14. Determine out-of-roundness by comparing the difference between A and B at each of the three levels.
Verify that the maximum out of round is within specifications. Refer to Engine - Specifications.
15. If cylinder bore taper and out-of-roundness are within specification, the cylinder bore can be honed. Refer
to Engine/Engine Block - Standard Procedure. If the cylinder bore taper or out-of-round condition
exceeds the maximum limits, the cylinder block must be replaced.
NOTE: A slight amount of taper always exists in the cylinder bore after the engine has
been in use for a period of time.
BEARING(S), CONNECTING ROD
STANDARD PROCEDURE
STANDARD PROCEDURE - CONNECTING ROD BEARING REPLACEMENT

The connecting rod bearings must be replaced one-at-a-time in order to prevent the pistons from contacting the
valves.
NOTE: If equipped with an automatic transmission, the engine must be removed from
the vehicle.
1. If equipped with an automatic transmission, remove the engine from the vehicle. Refer to REMOVAL.
2. Remove the spark plugs. Refer to SPARK PLUG, REMOVAL - [EAB] .
3. Remove the oil pan and oil pump pick-up. Refer to PICK-UP, OIL PUMP, REMOVAL.
Fig. 415: Connecting Rod To Cylinder Identification

CAUTION: DO NOT use a number stamp or a punch to mark connecting rods or

caps, as damage to connecting rods could occur
NOTE: Connecting rods and bearing caps are not interchangeable and should be
marked before removing to ensure correct reassembly.
4. Mark connecting rod and bearing cap positions (1) using a permanent ink marker or scribe tool.
Fig. 416: Connecting Rod Cap, Cap Bolts, Bearing Shell & Connecting Rod Guide Pins
CAUTION: Replace only one connecting rod bearing at a time while all other
connecting rod bearing caps remain properly tightened. If all
connecting rod bearing caps are removed, crankshaft rotation will
result in valve and/or piston damage.
CAUTION: Care must be taken not to damage the fractured rod and cap joint
face surfaces, as engine damage may occur.
5. Remove the connecting rod cap bolts (2) and the connecting rod cap (1). Discard the cap bolts.
6. Install the Connecting Rod Guides (special tool #10281, Pins, Connecting Rod Guide) (4) on the
connecting rod.
CAUTION: Care must be taken not to nick crankshaft journals, as engine

damage may occur.
7. Rotate the crankshaft away from the connecting rod and remove the bearing shell.
8. Install the replacement bearing shell on the connecting rod with the tang inserted into the machined
groove in the rod. Lubricate the bearing surface with clean engine oil.
9. Rotate the crankshaft while guiding the connecting rod into position over the rod journal.
CAUTION: The connecting rod bolts must not be reused. Always replace the
connecting rod bolts whenever they are loosened or removed.
10. Install the replacement bearing shell (3) on the connecting rod cap (1) with the tang inserted into the
machined groove in the cap. Lubricate the bearing surface with clean engine oil.
NOTE: Do not lubricate the threads of the connecting rod cap bolts (2).
11. Install the connecting rod cap and bearing with the tang on the same side as the rod. Tighten the NEW
connecting rod cap bolts (5) to 20 N.m (15 ft. lbs.) plus 40°.
12. If required, check the connecting rod side clearance. Refer to Engine/Engine Block/ROD, Piston and
Connecting - Standard Procedure.
13. Repeat the previous steps for each connecting rod bearing being replaced.

14. Install the oil pump pick-up and oil pan. Refer to PICK-UP, OIL PUMP, INSTALLATION.
15. Install the spark plugs and ignition coils. Refer to SPARK PLUG, INSTALLATION - [EAB] .
16. If removed, install the engine. Refer to INSTALLATION.
20. Start and run the engine until it reaches normal operating temperature. Check cooling system for correct
fluid level. Refer to STANDARD PROCEDURE .
BEARING(S), CRANKSHAFT, MAIN
STANDARD PROCEDURE
MAIN BEARING FITTING

Fig. 418: Crankshaft Grade Markings

The upper and lower main bearings are "select fit" to achieve proper oil clearances. Crankshaft main bearing
journal diameter grade markings are stamped into the rear of the crankshaft. These marks are read from right to
left, corresponding with journal number 1, 2, 3, 4, 5.
Crankshaft main bearing journal diameter grade markings correspond to specific journal diameters. The chart
below identifies the 19 crankshaft grade markings and their associated journal diameters.
Crankshaft Marking Journal Size mm (in.) Crankshaft Marking Journal Size mm (in.)
A 48.000 mm (1.8898 in.) M 47.990 mm (1.8894 in.)
B 47.999 mm (1.8897 in.) N 47.989 mm (1.8893 in.)
C 47.998 mm (1.8897 in.) P 47.988 mm (1.8893 in.)
D 47.997 mm (1.8896 in.) R 47.987 mm (1.8892 in.)
E 47.996 mm (1.8896 in.) S 47.986 mm (1.8892 in.)
F 47.995 mm (1.8896 in.) T 47.985 mm (1.8892 in.)
G 47.994 mm (1.8895 in.) U 47.984 mm (1.8891 in.)
H 47.993 mm (1.8895 in.) V 47.983 mm (1.8891 in.)
K 47.992 mm (1.8894 in.) W 47.982 mm (1.8890 in.)
L 47.991 mm (1.8894 in.)
Fig. 419: Block Main Bearing Bore Diameter Grade Markings

Engine block main bearing bore diameter grade markings are stamped into the right side of the engine block.
These marks are read from front to rear, corresponding with journal number 1, 2, 3, 4, 5.
Engine block main bearing bore grade markings correspond to specific bore diameters. The chart below
identifies the 14 engine block grade markings and their associated bore diameters.
Engine Block Marking Bore Size mm (in.) Engine Block Marking Bore Size mm (in.)
A 51.705 mm (2.0356 in.) H 51.712 mm (2.0359 in.)
B 51.706 mm (2.0357 in.) K 51.713 mm (2.0359 in.)
C 51.707 mm (2.0357 in.) L 51.714 mm (2.0360 in.)
D 51.708 mm (2.0357 in.) M 51.715 mm (2.0360 in.)
E 51.709 mm (2.0358 in.) N 51.716 mm (2.0361 in.)
F 51.710 mm (2.0358 in.) P 51.717 mm (2.0361 in.)
G 51.711 mm (2.0359 in.) R 51.718 mm (2.0361 in.)
For upper and lower main bearing selection, obtain the grade identification marks from the crankshaft and
engine block. Main bearings are available in three sizes (red, blue, yellow). Upper and lower sizes can be mixed
on a journal in order to achieve the desired oil clearance. The chart below identifies the three sizes available and
how they should be selected based on crankshaft and engine block grade markings.
Crankshaft Engine Block Marking

Marking A B C D E F G H K L M N P R
A R/R R/R R/R R/R R/R R/R R/R R/B R/B R/B R/B R/B R/B R/B
B R/R R/R R/R R/R R/R R/R R/B R/B R/B R/B R/B R/B R/B B/B
C R/R R/R R/R R/R R/R R/B R/B R/B R/B R/B R/B R/B B/B B/B
D R/R R/R R/R R/R R/B R/B R/B R/B R/B R/B R/B B/B B/B B/B
E R/R R/R R/R R/BR/B R/B R/B R/B R/B R/B B/B B/B B/B B/B
F R/R R/R R/B R/BR/B R/B R/B R/B R/B B/B B/B B/B B/B B/B
G R/R R/B R/B R/BR/B R/B R/B R/B B/B B/B B/B B/B B/B B/Y
H R/B R/B R/B R/BR/B R/B R/B B/B B/B B/B B/B B/B B/Y B/Y
K R/B R/B R/B R/BR/B R/B B/B B/B B/B B/B B/B B/Y B/Y B/Y
L R/B R/B R/B R/BR/B B/B B/B B/B B/B B/B B/Y B/Y B/Y B/Y
M R/B R/B R/B R/BB/B B/B B/B B/B B/B B/Y B/Y B/Y B/Y B/Y
N R/B R/B R/B B/BB/B B/B B/B B/B B/Y B/Y B/Y B/Y B/Y Y/Y
P R/B R/B B/B B/BB/B B/B B/B B/Y B/Y B/Y B/Y B/Y Y/Y Y/Y
R R/B B/B B/B B/BB/B B/B B/Y B/Y B/Y B/Y B/Y Y/Y Y/Y Y/Y
S B/B B/B B/B B/BB/B B/Y B/Y B/Y B/Y B/Y Y/Y Y/Y Y/Y Y/Y
T B/B B/B B/B B/BB/Y B/Y B/Y B/Y B/Y Y/Y Y/Y Y/Y Y/Y Y/Y
U B/B B/B B/B B/YB/Y B/Y B/Y B/Y Y/Y Y/Y Y/Y Y/Y Y/Y Y/Y
V B/B B/B B/Y B/YB/Y B/Y B/Y Y/Y Y/Y Y/Y Y/Y Y/Y Y/Y Y/Y
W B/B B/Y B/Y B/YB/Y B/Y Y/Y Y/Y Y/Y Y/Y Y/Y Y/Y Y/Y Y/Y
R=RED B=BLUE Y=YELLOW
UPPER/LOWER Main Bearings to Achieve 0.025 - 0.040 mm (0.0010 - 0.0016 in.) Oil
Clearance

The main bearing shells are color coded (1) on the edge of the bearing. The bearings are available in three
different sizes and can be mixed on a journal in order to achieve the proper oil clearance.
Main bearing shells are available in three sizes. The chart below identifies the three bearing sizes.
Bearing Marking Size mm (in.)

RED 1.838 mm (0.0724 in.)
BLUE 1.845 mm (0.0726 in.)

YELLOW 1.850 mm (0.0728 in.)

NOTE: Crankshaft thrust washers are not selectable and are only available in a single
thickness as part of the center upper main bearing.
Bearing oil clearance can also be determined by using Plastigage or equivalent. Refer to Engine/Engine Block
- Standard Procedure.
MAIN BEARING REPLACEMENT

The main bearings must be replaced one-at-a-time in order to properly support the crankshaft. The upper and
lower main bearing shells are NOT interchangeable. The upper and lower main bearings are "select fit" to
achieve proper oil clearances. Refer to Engine/Engine Block/BEARING(S), Crankshaft - Standard
Procedure.
NOTE: To replace the main bearings, the engine must be removed from the vehicle.
1. Remove the engine. Refer to REMOVAL.

2. Remove the rear crankshaft oil seal. Refer to SEAL, CRANKSHAFT OIL, REAR, REMOVAL.
Fig. 423: Oil Filter Housing Oil Return Tube, Gaskets & Bolts
3. Remove the engine oil pump. Refer to PUMP, ENGINE OIL, REMOVAL.
4. Remove the two bolts (1 and 3) and the oil filter housing oil return tube (2).
Fig. 424: Bedplate Cap Bolt Removal Sequence

5. Remove the twenty bedplate cap bolts in the sequence shown in illustration and remove the bedplate.
6. Remove all residual sealant from the cylinder block and bedplate.
Fig. 425: Upper Main Bearings & Bedplate Locating Dowels

NOTE: Graphic shows crankshaft removed for clarity. The upper center main
bearing (1) has the thrust washers attached. Replace only one upper main
bearing (1 and 2) at a time.
7. Slide the upper main bearing half (1 and 2) out from between the crankshaft and the engine block.
8. If required, select fit new main bearings to the engine block. Refer to Engine/Engine Block/BEARING
9. Lubricate the upper main bearing half (1 and 2) with clean engine oil and slide the bearing into position.
10. Install two bedplate locating dowels (3).

CAUTION: The bedplate bolts are tightened using a torque plus angle
11. Check the bedplate bolts for necking by holding a scale or straight edge against the threads. If all the
Fig. 427: Lower Main Bearings & Sealant

12. Lubricate and install the lower main bearing halves (1) into the bedplate.
13. Clean the cylinder block and bedplate mating surfaces with isopropyl alcohol in preparation for sealant
application.

14. Apply a 2 to 3 mm wide bead of Mopar® Engine RTV GEN II sealant (2) to the bedplate as shown in
illustration.
Fig. 428: Bedplate Cap Bolt Tightening Sequence

15. Position the bedplate onto the cylinder block. Make sure the bedplate seats fully over the locating dowels.
16. Install the twenty bedplate bolts finger tight.
17. Tighten the bedplate bolts in the sequence shown in illustration, following this 5 step torque plus angle
method. Tighten according to the following torque values:
 Step 1: 1 through 10 to 20 N.m (15 ft. lbs.).
 Step 3: 1 through 10 again to 20 N.m (15 ft. lbs.).
 Step 4: 1 through 10 + 80° Turn Do not use a torque wrench for this step.
18. Measure crankshaft end play. Refer to Engine/Engine Block/CRANKSHAFT - Standard Procedure.
Fig. 429: Oil Return Tube O-Ring Seal

19. Install a new oil filter housing oil return tube O-ring seal (1).
20. Install the oil filter housing oil return tube (2) between the bedplate and oil filter housing with two gaskets
(4). Tighten the bolt (3) to 9 N.m (80 in. lbs.) and tighten the bolt (1) to 33 N.m (24 ft. lbs.).
21. Install the engine oil pump, timing belt and sprockets. Refer to PUMP, ENGINE OIL,
INSTALLATION.
22. Install the rear crankshaft oil seal and transmission. Refer to SEAL, CRANKSHAFT OIL, REAR,
INSTALLATION.

23. Install the engine. Refer to INSTALLATION.

CRANKSHAFT
DESCRIPTION
DESCRIPTION
Fig. 432: Crankshaft

The crankshaft is made from induction hardened forged steel. Eight counterweights at 180° balance the
crankshaft rotary mass. The main journals are crossed drilled for rod bearing lubrication. The crankshaft is
supported by five select fit main bearings with the center bearing serving as the thrust washer location. Both the
front and rear seals are a single piece design and are mounted to the oil pump and cylinder block.
STANDARD PROCEDURE
STANDARD PROCEDURE - END PLAY

Fig. 433: Measuring Crankshaft End Play

of the engine. Locate the probe perpendicular against the nose of the crankshaft.
2. Move the crankshaft all the way to the rear of its travel.
4. Move the crankshaft forward to the limit of travel and read the dial indicator. Compare the measured end
thickness.
REMOVAL
REMOVAL

NOTE: To remove the crankshaft from the engine, the engine must be removed from
the vehicle.



6. Remove the connecting rod cap bolts (2) and the connecting rod caps (1). Discard the cap bolts.
7. Install the (special tool #10281, Pins, Connecting Rod Guide) (4) on the connecting rod.

damage may occur.
8. Push the connecting rod and piston into the cylinder until the connecting rod is clear of the crankshaft
journal. Remove the connecting rod guides (4). Repeat this procedure at each cylinder until all of the
connecting rods are clear of the crankshaft.


10. Remove the crankshaft (1) from the engine block.

11. If required, remove the piston oil cooler jet(s). Refer to JET, PISTON OIL COOLER, REMOVAL.
INSPECTION
INSPECTION
Fig. 440: Measuring Crankshaft Journal

NOTE: Typical crankshaft journal measurements shown in illustration.
1. Clean the oil off the bearing journals.

2. Determine the maximum diameter of the journals with a micrometer. Measure at two locations 90° apart
at each end of the journals.
3. Compare the measured main bearing journal diameter to the crankshaft main bearing journal diameter
grade marking chart Obtain the main bearing journal grade identification marks from the engine block
and select the upper and lower main bearing sizes that will provide the proper oil clearance. Refer to
Engine/Engine Block/BEARING(S), Crankshaft - Standard Procedure.
4. For connecting rod journals, verify that the diameter, maximum taper and maximum out of round are
within specifications. Refer to Engine - Specifications.
5. For main bearing journals, verify that the maximum taper and maximum out of round are within
specifications. Refer to Engine - Specifications.
INSTALLATION
INSTALLATION

1. If removed, install the piston oil cooler jet(s). Refer to JET, PISTON OIL COOLER,
INSTALLATION.
2. If required, select and fit new crankshaft main bearings to the engine block. Refer to Engine/Engine
Block/BEARING(S), Crankshaft - Standard Procedure.
3. If required, select and fit new bearings to the connecting rod. Refer to Engine/Engine Block/BEARING
(S), Connecting Rod - Standard Procedure.
NOTE: The upper center main bearing (1) has the thrust washers attached.
4. If removed, lubricate and install the upper main bearing halves (1 and 2) into the engine block.

CAUTION: When installing the crankshaft, use care not to damage bearing
surfaces on the crankshaft.
6. Install the crankshaft (1) into the engine block.


8. If removed, lubricate and install the lower main bearing halves (1) into the bedplate.
application.

illustration.

15. If removed, install the bearing shell on the connecting rod with the tang inserted into the machined groove
in the rod. Lubricate the bearing surface with clean engine oil.

damage may occur.
17. Pull the connecting rod and piston toward the crankshaft until the connecting rod is seated on the
crankshaft journal. Remove the connecting rod guides.
18. If removed, install the bearing shell (3) on the connecting rod cap (1) with the tang inserted into the
connecting rod cap bolts (2) to 20 N.m (15 ft. lbs.) plus 40 degrees.
21. Repeat the previous steps for the remaining connecting rods.

INSTALLATION.
INSTALLATION.


30. Operate the engine until it reaches normal operating temperature. Check cooling system for correct fluid
components.
DAMPER, VIBRATION
REMOVAL
REMOVAL


2. Remove the right front wheel and tire assembly. Refer to REMOVAL .
Fig. 453: Vibration Damper & Bolts

7. Remove the three bolts (2) and the vibration damper (1).
INSTALLATION
INSTALLATION

1. Align the locator pin on the crankshaft sprocket with the hole in the vibration damper (1). Install the
vibration damper (1) with three bolts (2) tightened to 25 N.m (19 ft. lbs.).

6. Install the right front wheel and tire assembly. Refer to INSTALLATION .
FLEXPLATE
REMOVAL
REMOVAL

1. Remove the transmission. Refer to the appropriate Transmission article or REMOVAL .

2. Install the (special tool #10272, Tool, Flywheel Locking) (2).
3. Remove the bolts (3) and the spacer plate (4).
4. Remove the flexplate (1).
INSTALLATION
INSTALLATION

NOTE: Do not reuse the flexplate retaining bolts (3).
1. Position the flexplate (1) onto the crankshaft.

2. Install the spacer (4) and new bolts (3) hand tight.
3. Install the (special tool #10272, Tool, Flywheel Locking) (2).
4. Tighten the six flexplate retaining bolts (3) in three steps as follows:
 Step 1: All to 20 N.m (15 ft. lbs.) in a criss-cross pattern
 Step 2: Loosen all one full turn in a criss-cross pattern
 Step 3: All to 50 N.m (37 ft. lbs.) in a criss-cross pattern
5. Install the transmission. Refer to the appropriate Transmission article or INSTALLATION .
PUMP, VACUUM
DESCRIPTION
DESCRIPTION
Fig. 460: Vacuum Pump

The vane-type vacuum pump is mounted to the rear of the cylinder head and is driven by the camshaft. The
vacuum pump supplies vacuum to the brake booster.
REMOVAL
REMOVAL




Fig. 464: Positive Cable Terminal, Negative Cable Terminal, Fastener & Battery
6. Remove the battery (4). Refer to BATTERY, REMOVAL .


NOTE: Oil may leak from the vacuum pump drive when the pump is removed.
Place a shop towel under the pump to prevent oil leakage onto the engine
or transmission assembly.
8. Disconnect the vacuum line at the pump (1).

9. Remove the vacuum pump mounting bolts (2) and the vacuum pump (1).
Fig. 467: Vacuum Pump Gasket

10. Remove and discard the vacuum pump gasket (1). Note the location of the pump drive tab.
Fig. 468: Vacuum Fitting & Screw

11. If required, remove the screw (1) and the vacuum fitting (2).
Fig. 469: Vacuum Fitting O-Ring Seal

12. The vacuum fitting O-ring seal (1) can be reused if not damaged.
INSTALLATION
INSTALLATION

1. The vacuum fitting O-ring seal (1) can be reused if not damaged. If removed, lightly lubricate the O-ring
seal (1) with clean engine oil and install on the vacuum fitting.

2. If removed, install the vacuum fitting (2) to the vacuum pump with the screw (1) tightened to 8 N.m (71
in. lbs.).

3. Clean the mating surfaces of the cylinder head and the vacuum pump. Install a new vacuum pump gasket
(1).

4. Align the pump drive tab with the pump drive slot located on the cam shaft.
5. Install the vacuum pump mounting bolts (2). Tighten the bolts to 20 N.m (15 ft. lbs.).
6. Connect the vacuum supply line to the pump (1).

to 13 N.m (115 in. lbs.).
8. Install the battery (4). Refer to BATTERY, INSTALLATION .

(115 in. lbs.).



14. Run the engine a check the vacuum pump for proper operation.
RING(S), PISTON
STANDARD PROCEDURE
STANDARD PROCEDURE - PISTON RING FITTING
Fig. 479: Measuring Piston Ring End Gap

1. Wipe the cylinder bore clean.

2. Using a piston, to ensure that the ring is squared in the cylinder bore, slide the ring downward into the
cylinder to a position 12 mm (0.50 in.) from the bottom of the cylinder bore.
3. Using a feeler gauge (1), check the ring end gap. Replace any rings not within specification.
Ring Position Ring End Gap

0.20 - 0.35 mm
No. 1 Ring (Top)
(0.008 - 0.014 in.)
0.40 - 0.60 mm
No. 2 Ring (Center)
(0.016 - 0.024 in.)
Oil Control Ring 0.20 - 0.40 mm
(Bottom) (0.008 - 0.016 in.)
Fig. 480: Checking Piston Ring Grooves Clearances

4. Clean the piston ring grooves. Remove any nicks or burrs.

5. Measure the ring side clearance as shown in illustration. Make sure the feeler gauge (1) fits snugly
between the ring land and the ring. Replace any ring not within specification.
Ring Position Ring Side Clearance

No. 1 Ring (Top) 0.030 - 0.070 mm (0.0012 - 0.0028 in.)
No. 2 Ring (Center) 0.020 - 0.060 mm (0.0008 - 0.0024 in.)
Oil Control Ring (Bottom) 0.020 - 0.055 mm (0.0008 - 0.0022 in.)
REMOVAL
REMOVAL
Fig. 481: Piston Ring Removal/Installation Sequence

NOTE: Typical piston shown in illustration.
1. Remove the piston and connecting rod(s). Refer to ROD, PISTON AND CONNECTING, REMOVAL.
CAUTION: To avoid damage to the piston rings, they must be removed in the
following order:
 No. 1 (upper) piston ring (1)

 No. 2 (intermediate) piston ring (2)
 Oil control ring (3)
 Oil control ring expander (4)
Fig. 482: Removing/Installing Upper & Intermediate Rings

2. Remove the No. 1 (upper) piston ring using a ring expander tool.
3. Remove the No. 2 (intermediate) piston ring using a ring expander tool.
Fig. 483: Removing/Installing Piston Ring Side Rail

NOTE: Typical piston shown in illustration. Do not use a piston ring expander to
remove the oil control ring (1).
4. Remove the oil control ring (1).

5. Remove the oil control ring expander.
INSTALLATION
INSTALLATION

1. If required, fit new rings to the piston. Refer to Engine/Engine Block/RING(S), Piston - Standard
Procedure.
CAUTION: To avoid damage to the piston rings, they must be installed in the
following order:


install the oil control ring (1).
2. Install the oil control ring expander.

3. Install the oil control ring (1) over the ring expander.
Fig. 486: Dot Marks On Piston Rings

NOTE: Typical piston shown in illustration. The No. 1 (upper) piston ring (1) and
No. 2 (intermediate) piston ring (3) have a different cross section
thickness. Install the rings with manufacturers I.D. mark (dot) (2) facing up,
towards the top of the piston.

4. Install the No. 2 (intermediate) piston ring using a ring expander tool.
5. Install the No. 1 (upper) piston ring using a ring expander tool.
6. Rotate the rings around the piston, the rings must rotate in the grooves without binding.
Fig. 488: Piston Ring End Gap Position

7. Position the piston ring end gaps as follows:

 Oil control ring expander gap (5)
 Oil control ring end gap (2)
 No. 2 (intermediate) ring end gap (4)
 No. 1 (upper) ring end gap (1)
8. Install the piston and connecting rod(s). Refer to ROD, PISTON AND CONNECTING,
INSTALLATION.
ROD, PISTON AND CONNECTING
DESCRIPTION
DESCRIPTION
Fig. 489: Piston, Connecting Rod & Pin

CAUTION: Do not use a metal stamp to mark connecting rods as damage may result,
instead use ink or a scratch awl.
The pistons are a lightweight design with low tension piston rings for improved fuel economy. The pistons are
made of a high strength silicon aluminum alloy and the piston skirt has a Moly® coating. The piston pin is a
press fit into the rod. The connecting rod is forged steel with a bolted cracked cap design. The connecting rod
bolts are not reusable. Pistons are available in three different diameters with grade markings for each bore
indicated on the side of the cylinder block. The piston rings have a dot or a mark that must face the top of the
piston. The pistons have an arrow stamped on the crown for assembly. Piston, pins and rods are only available
as an assembly.
STANDARD PROCEDURE
PISTON FITTING
Fig. 490: Engine Block Cylinder Bore Diameter Grade Markings

The pistons are "select fit" to achieve proper oil clearance. Engine block cylinder bore diameter grade markings
are stamped into the right side of the engine block. These marks are read from front to rear, corresponding with
cylinder number 1, 2, 3, 4.
Engine block cylinder bore diameter grade markings correspond to specific cylinder bore diameters. The chart
below identifies the three engine block grade markings and their associated cylinder bore diameters.
Engine Block Marking Cylinder Bore Size mm (in.)

Metric Standard
A 72.000 - 72.010 mm 2.8346 - 2.8350 in.
B 72.010 - 72.020 mm 2.8350 - 2.8354 in.
C 72.020 - 72.030 mm 2.8354 - 2.8358 in.
Fig. 491: Piston Size Mark

The piston is marked with the piston size (1) on the piston crown. The pistons are available in three different
sizes in order to achieve the desired oil clearance. Select the piston size that corresponds to the engine block
cylinder bore diameter grade markings for each cylinder.
Pistons are available in three sizes. The chart below identifies the three piston sizes.
Piston Marking Piston Size mm (in.)

Metric Standard
A 71.960 - 71.970 mm 2.8331 - 2.8835 in.
B 71.970 - 71.980 mm 2.8835 - 2.8339 in.
C 71.980 - 71.990 mm 2.8339 - 2.8342 in.
Fig. 492: Coating Material On Piston

NOTE: Typical coated piston shown in illustration.
The coated pistons are serviced with the piston pin and connecting rod pre-assembled. The coating material (1
and 2) is applied to the piston after the final piston machining process. Piston installation into the cylinder bore
requires slightly more pressure than that required for non-coated pistons. The bonded coating on the piston will
give the appearance of a line-to-line fit with the cylinder bore.
CONNECTING ROD SIDE CLEARANCE
DIAL INDICATOR
Fig. 493: Measuring Connecting Rod Side Clearance

1. Mount Dial Indicator Set (special tool #C-3339A, Set, Dial Indicator) to a stationary point on the engine.
Locate the probe perpendicular to and resting against the connecting rod cap being checked.
2. Move the connecting rod all the way to the rear of its travel.
4. Move the connecting rod forward to the limit of travel and read the dial indicator. Compare the measured
side clearance to the specification. Refer to Engine - Specifications.
5. Repeat this procedure for each connecting rod. Rotate the crankshaft for connecting rod accessibility.
FEELER GAUGE
Fig. 494: Connecting Rod Side Clearance

NOTE: Typical four cylinder engine shown in illustration.
1. Slide a snug-fitting feeler gauge between the connecting rod and crankshaft journal flange. Compare the
measured side clearance to the specification. Refer to Engine - Specifications.
REMOVAL
REMOVAL

NOTE: To remove the pistons and connecting rods from the engine, the engine must
be removed from the vehicle.


4. If necessary, remove the top ridge of the cylinder bores with a reliable ridge reamer before removing the
pistons from the engine block. Make sure to keep the tops of pistons covered during this operation.
Pistons and connecting rods must be removed from the top of the engine block. When removing piston
and connecting rod assemblies from the engine, rotate the crankshaft CW so that each connecting rod is
centered in the cylinder bore.

Fig. 497: Piston, Connecting Rod Cap, Bolts, Plastic Guide Plates & Guide Pins

damage may occur.
8. Remove the piston and connecting rod (1) from cylinder bore.
9. Repeat the previous steps for each piston being removed.
10. Immediately after piston and connecting rod removal, reinstall the bearing cap (3) on the mating
connecting rod to prevent damage to the fractured cap and rod surfaces.
11. If required, remove the piston rings. Refer to RING(S), PISTON, REMOVAL.
CLEANING
CLEANING
CAUTION: DO NOT use a wire wheel or other abrasive cleaning devise to clean the
pistons or connecting rods. The pistons have a Moly coating, this coating
must not be damaged.
CAUTION: Do not remove the piston pin from the piston and connecting rod
assembly.
1. Using a suitable cleaning solvent clean the pistons in warm water and towel dry.
2. Use a wood or plastic scraper to clean the ring land grooves.
INSPECTION
INSPECTION
Fig. 498: Inserts

1. Wipe the inserts (1) clean.

Connecting Rod - Standard Procedure.

6. Inspect the connecting rod bearing bores for signs of scoring, nicks and burrs.
NOTE: Misaligned or bent connecting rods can cause abnormal wear on pistons,
piston rings, cylinder walls, connecting rod bearings and crankshaft
connecting rod journals. If wear patterns or damage to any of these
components indicate the probability of a misaligned connecting rod,
inspect it for correct rod alignment.
7. Replace misaligned, bent or twisted connecting rods.
NOTE: Connecting rods are serviced with the piston pre-assembled. The pistons
are "select fit" to achieve proper oil clearance. Refer to Engine/Engine
Block/ROD, Piston and Connecting - Standard Procedure.

8. Inspect the piston for scoring or scraping marks in the piston skirts. Check the ring lands for cracks and/or
deterioration.
NOTE: The coating material (1 and 2) is applied to the piston after the final piston
machining process. This coating may affect the outside diameter
measurement of a coated piston may not provide accurate results.
9. Check the piston for taper and out of round shape.
NOTE: Piston installation into the cylinder bore may require slightly more pressure
than that required for non-coated pistons. The bonded coating on the piston will
NOTE: The coated pistons will be serviced with the piston pin and connecting rod pre-
assembled.
INSTALLATION
INSTALLATION

1. If required, select and fit new piston and connecting rod assemblies to the engine block. Refer to
Engine/Engine Block/ROD, Piston and Connecting - Standard Procedure.
2. If required, hone the cylinder bores. Refer to Engine/Engine Block - Standard Procedure.
3. If removed, install the piston rings. Refer to RING(S), PISTON, INSTALLATION.
NOTE: Make sure the position of the ring end gaps does not change when
installing the ring compressor.
5. Lubricate the piston rings with clean engine oil. Position the (special tool #C-385, Compressor, Piston)
(2) over the piston and rings. Tighten the compressor (2).
NOTE: Install the rod bearings in pairs. Do not mix sizes or use a new bearing half
with an old bearing half.
6. Install the bearing shell (7) on the connecting rod with the tang inserted into the machined groove in the
rod. Lubricate the bearing surface with clean engine oil.
Fig. 503: Arrowheads Stamped On Pistons Crowns

8. The pistons crowns are stamped with an arrowhead (1) indicating installation position. The arrowhead
must point toward the front of engine.
9. Wipe the cylinder bore clean and lubricate with clean engine oil.
10. Rotate the crankshaft until the connecting rod journal is on the center of cylinder bore. Insert the piston
and connecting rod into the cylinder bore and carefully position the guide pins over the crankshaft
journal.
11. Tap the piston down in the cylinder bore using a hammer handle while guiding the connecting rod into
position over the rod journal.
12. Install the bearing shell (5) on the connecting rod cap (3) with the tang inserted into the machined groove
in the cap. Lubricate the bearing surface with clean engine oil.
15. Repeat the previous steps for each piston being installed.

17. Install the cylinder head, timing belt and sprockets. Refer to CYLINDER HEAD, INSTALLATION.
SEAL, CRANKSHAFT OIL, FRONT
REMOVAL
REMOVAL
Fig. 506: Crankshaft Sprocket, Holder & Bolts

CAUTION: When the timing belt is removed and the cylinder head is still installed, DO
NOT rotate the camshaft or crankshaft without first locating the proper
crankshaft position. Failure to do so will result in valve and/or piston
damage.
1. Remove the crankshaft sprocket (4). Refer to SPROCKET(S), TIMING BELT AND CHAIN,
REMOVAL.
Fig. 507: Front Crankshaft Seal

2. Remove the front crankshaft seal (1).

INSTALLATION
INSTALLATION
Fig. 508: Crankshaft Front Oil Seal Installer, Front Crankshaft Front Oil Seal & Garter Spring
1. Apply engine oil to the seal pilot diameter of the (special tool #10273, Installer, Crankshaft Front Oil
Seal) (1) and to the inside diameter of the front crankshaft oil seal (2).
seal lip.
Fig. 509: Oil Seal, Installer & Bolt

3. Apply engine oil to the outside diameter of the oil seal (1).
4. Position the seal installer (2) on the crankshaft and install the crankshaft sprocket bolt (3).
CAUTION: Only tighten the crankshaft sprocket bolt until the oil seal is seated in
the oil pump. Overtightening of the bolt can crack the oil pump.
5. Tighten the crankshaft sprocket bolt (3) until the crankshaft oil seal is seated in the oil pump.

7. Install the timing belt and sprockets. Refer to SPROCKET(S), TIMING BELT AND CHAIN,
INSTALLATION.
SEAL, CRANKSHAFT OIL, REAR
REMOVAL


1. Remove the engine and transmission from the vehicle. Refer to REMOVAL.





this time.





Fig. 520: Oil Viscosity Sensor & Connector


11. Remove the viscosity sensor (2). Refer to SENSOR, OIL VISCOSITY, REMOVAL.
Fig. 521: Blocker Plate & Bolts

12. Remove two bolts (2) and the blocker plate (1) from the oil pan.
Fig. 522: Oil Pan Flange Fasteners

13. Remove fourteen bolts (1), two nuts and two studs (2) from the flange of the oil pan.
14. Using the four indicated pry points, carefully remove the oil pan and flywheel dust cover.
Fig. 523: Seal Retainer Attaching Screws & Seal Retainer

15. Remove the six seal retainer attaching screws (1).

16. Remove and discard the seal retainer (2).
Fig. 524: Oil Pan Sealant Locations

17. Remove all residual sealant (1) from the oil pan, engine block and oil pump. Refer to
Engine/Lubrication/PAN, Oil - Cleaning.





3. Remove the transmission and flexplate (1) from the engine. Refer to FLEXPLATE, REMOVAL.





9. Using the four indicated pry points, carefully remove the oil pan.



INSTALLATION
Fig. 534: Crankshaft Seal Surface & Sealant Locations

CAUTION: Whenever the crankshaft is replaced, the rear crankshaft oil seal must also
be replaced. Failure to do so may result in engine fluid leakage.
1. Inspect the crankshaft to make sure there are no nicks or burrs on the seal surface (1).
2. Clean the seal retainer, cylinder block and bedplate mating surfaces with isopropyl alcohol in preparation
for sealant application.

3. Apply a 2 to 3 mm wide bead of Mopar® Engine RTV GEN II sealant (1) to the two cylinder block to
bedplate T-joints as shown in illustration.
Fig. 535: Alignment Fixture & Bolts

4. Attach the (special tool #8225, Alignment Fixture) (1) to the oil pan mounting flange using the oil pan
bolts (2). Tighten the bolts to 9 N.m (80 in. lbs.).
NOTE: Make sure that the "2.7L" stamped on the alignment fixture is facing the
cylinder block (flat side of tools against oil pan mounting flange).
Fig. 536: Rear Crankshaft Oil Seal Guide, Garter Spring & Rear Seal Retainer
NOTE: It is not necessary to lubricate the seal or the crankshaft when installing
the seal retainer. Residual oil following installation can be mistaken for
seal leakage.
5. Carefully install the (special tool #10306, Guide, Rear Crankshaft Oil Seal) (1) into the rear seal retainer
(3).
seal lip.
Fig. 537: Rear Seal Installed

6. Carefully position the seal retainer and seal installer on the crankshaft and push firmly into place on the
engine block (during this step, the seal installer will be pushed from the oil seal as a result of installing
the seal retainer).
7. Verify that the seal lip (2) on the retainer is uniformly curled inward toward the engine on the crankshaft
(1).
Fig. 538: Seal Retainer Flange Tightening Sequence

8. Allow the seal retainer to center itself on the crankshaft and position the seal retainer so that the distance
between the seal retainer flange and the alignment fixture is equal on both sides (1).
NOTE: Do not force the seal retainer flange down against the alignment fixture.
9. While maintaining this alignment, install the six seal retainer bolts. Tighten the six bolts in two steps
following the sequence shown in illustration:




lbs.).


14. Clean the oil pan, engine block, oil pump and rear seal retainer mating surfaces with isopropyl alcohol in
preparation for sealant application.

15. Apply a 2 to 3 mm wide bead of Mopar® Engine RTV GEN II sealant to the oil pan as shown in the
following locations:
 Oil pan to engine block flange (1)
 Two oil pump to engine block T-joints (3)
 Two rear seal retainer to engine block T-joints (2)


16. If removed, install the flywheel dust cover (2) to the oil pan. Tighten the bolt (1) to 9 N.m (80 in. lbs.).

17. Install the oil pan with fourteen bolts (1), two studs and two nuts (2) hand tight.

18. Install the two lower transmission bell housing bolts (3) and tighten to 40 N.m (30 ft. lbs.).
Fig. 547: Oil Pan Fastener Tightening Sequence

19. Tighten the sixteen oil pan fasteners in two steps following the sequence shown in illustration:



21. Install the blocker plate (1) with two bolts (2) tightened to 9 N.m (80 in. lbs.).

22. Install the viscosity sensor (2). Refer to SENSOR, OIL VISCOSITY, INSTALLATION.

INSTALLATION .

24. Install the engine and transmission in the vehicle. Refer to INSTALLATION.
27. Fill the transmission. Refer to the appropriate Transmission article.



4. Attach (special tool #8225, Alignment Fixture) (1) to the oil pan mounting flange using the oil pan bolts
(2). Tighten the bolts to 9 N.m (80 in. lbs.).
seal leakage.
(3).
seal lip.

the seal retainer).
(1).



10. Install the oil pan, transmission adapter plate (1), flexplate and starter. Refer to PAN, OIL,
INSTALLATION.

11. Install the transmission onto the engine. Refer to the appropriate Transmission article or
INSTALLATION .
17. Check the transmission for correct fluid level. Refer to FLUID, STANDARD PROCEDURE .
ENGINE MOUNTING
BRACKET, ENGINE MOUNT, RIGHT
REMOVAL
REMOVAL


5. Disconnect the fuel vapor hose (3) from the intake manifold.




10. If equipped with a manual transmission, remove the rear engine mount bracket bolt (3) and nut (6), loosen
the isolator bolt (1) and reposition the rear engine mount isolator (7) away from the bracket (5).

11. If equipped with an automatic transmission, remove two bolts (4) from the rear engine mount bracket (3),
loosen the bolt (1) and reposition the rear engine mount link (5) away from the bracket (3).


13. Reposition the coolant recovery bottle (5). Refer to BOTTLE, PRESSURIZED COOLANT,
REMOVAL .

14. Support the engine with a floor jack positioned under the oil pan.
15. Remove six bolts (1 and 3) and the RH engine mount isolator (4).

16. Remove the bolts (2 and 3) and the upper timing belt cover (1).

17. Carefully raise the front of the engine and remove the six bolts (2) and the RH engine mount bracket (1).
INSTALLATION
INSTALLATION


lbs.).
(2) to 60 N.m (44 ft. lbs.).

INSTALLATION .


7. Install the tunnel support brace (2) with four bolts (1) tightened to 90 N.m (60 ft. lb.).

8. If equipped with a manual transmission, install the rear engine mount isolator (7) to the transmission with
the rear engine mount bracket bolt (3) and nut (6) tightened to 80 N.m (59 ft. lbs.) and tighten the isolator
bolt (1) to 130 N.m (96 ft. lbs.).

9. If equipped with an automatic transmission, install the rear engine mount isolator (5) in the bracket (3)
with two bolts (4) tighten to 60 N.m (44 ft. lbs.). Install the isolator bolt (1) and tighten to 130 N.m (96 ft.
lbs.).





15. Connect the negative battery cable and tighten nut to 5 N.m (45 in. lb.).
INSULATOR, ENGINE MOUNT, LEFT
REMOVAL
REMOVAL









14. Support the engine with a floor jack positioned under the transmission.
15. Remove three bolts (2 and 3) and the LH engine mount isolator (1).
Fig. 589: Left Engine Mount Bracket & Bolts

16. If required, remove the three bolts (2) and the left engine mount bracket (1) from the automatic
transmission.
Fig. 590: Left Side Mount Bolts

17. If required, remove the three bolts (1) and the left engine mount bracket from the manual transmission.
INSTALLATION
INSTALLATION

1. If removed, install the left engine mount bracket to the manual transmission with three bolts (1) tightened
to 50 N.m (37 ft. lbs.).

2. If removed, install the left engine mount bracket (1) to the automatic transmission with three bolts (2)
tightened to 60 N.m (44 ft. lbs.).


lbs.).




retainers (3).




INSULATOR, ENGINE MOUNT, REAR
REMOVAL
REMOVAL
MANUAL TRANSMISSION




5. Remove the bolt (1) and remove the rear engine mount isolator (7).
6. If required, remove the two bolts (2 and 4) and the rear engine mount bracket (5).
AUTOMATIC TRANSMISSION




4. Remove two bolts (4) from the rear engine mount bracket (3).
6. If required, remove the two bolts (2) and the rear engine mount bracket (3).
INSTALLATION
INSTALLATION
MANUAL TRANSMISSION

1. If removed, install the rear engine mount bracket (5) with bolt and nut (2) and bolt (4). Tighten the
fasteners to 80 N.m (59 ft. lbs.).
3. Install the isolator bolt (1) and tighten to 130 N.m (96 ft. lbs.).




1. If removed, install the rear engine mount bracket (3) with two bolts (2) tightened to 60 N.m (44 ft. lbs.).
2. Install the rear engine isolator (5) to the engine mount bracket (3) with two bolts (4) tighten to 60 N.m (44
ft. lbs.).


INSULATOR, ENGINE MOUNT, RIGHT
REMOVAL
REMOVAL






6. Reposition the pressurized coolant bottle (5). Refer to BOTTLE, PRESSURIZED COOLANT,
REMOVAL .


INSTALLATION
INSTALLATION
NOTE: Automatic transmission equipped engine mount shown in illustration, manual

transmission equipped engine mount similar.
lbs.).
(2) to 60 N.m (44 ft. lbs.).




INSTALLATION .

LUBRICATION
DESCRIPTION
DESCRIPTION
Fig. 622: Engine Lubrication System

The lubrication system features pressure regulated full flow filtration. The lubrication system consists of the
 Oil pump pick-up tube attached to the oil pump

 Oil pump that is directly coupled to the crankshaft and is mounted to the front of the engine as part of the
oil pump housing
 Pressure relief valve in the oil pump that controls system pressure
 Oil filter housing that supports the oil filter and oil cooler
 Oil cooler mounted to the oil filter housing
 Oil filter located in the oil filter housing
 Four piston oil cooler jets mounted to the engine block
 Filter screen mounted in the variable valve actuation assembly
 Variable valve actuation assembly that uses pressurized engine oil to open the intake valves
 Oil pressure switch located on the oil pump housing
 Oil temperature sensor located on the variable valve actuation assembly
OPERATION
OPERATION
The oil from the oil pan is pumped by a gerotor type oil pump mounted to the front of the cylinder block that is
part of the oil pump housing. The oil from the pump travels to the oil cooler assembly and then to the oil filter
element. After the oil has been filtered and cooled, the oil enters the main oil gallery. The pressurized oil travels
through the main gallery to the five main journals to lubricate the crankshaft main bearings and supply oil to
four piston oil cooling jets. The pressurized oil travels through the crankshaft main journals to cross-drilling
supplying oil to the connecting rod journals. From the cylinder block the oil flows into the cylinder head.
Cylinder head oil is supplied to the camshaft journals and hydraulic lash adjusters. Oil also flows through a
filter screen and into the variable valve actuation assembly to open the intake valves.
ENGINE LUBRICATION FLOW CHART

FROM TO
Oil Pickup Tube Oil Pump
Oil Pump Oil Cooler
Oil Cooler Oil Filter
Oil Filter Block Main Oil Gallery
Block Main Oil Gallery Crankshaft Main Journals
Piston Cooling Jets
Cylinder Head
Crankshaft Main Journals Crankshaft Rod Journals
Hydraulic Lash Adjusters
Cylinder Head Camshaft Journals
Filter screen
Filter screen Variable valve actuation assembly
ENGINE OIL LEAK
Begin with a thorough visual inspection of the engine, particularly at the area of the suspected leak. If an oil
leak source is not readily identifiable, the following steps should be followed:
1. Do not clean or de-grease the engine at this time because some solvents may cause rubber to swell,
temporarily stopping the leak.
2. Add an oil soluble dye (use as recommended by the manufacturer). Start the engine and let idle for
approximately 15 minutes. Check the oil dipstick to make sure the dye is thoroughly mixed as indicated
with a bright yellow color under a black light.
3. Using a black light, inspect the entire engine for fluorescent dye, particularly at the suspected area of the
oil leak. If the oil leak is found and identified, repair per service information instructions.
4. If dye is not observed, drive the vehicle at various speeds for approximately 24 km (15 miles), and repeat
the inspection.
If the oil leak source is not positively identified at this time, proceed with the AIR LEAK DETECTION
TEST METHOD below.
AIR LEAK DETECTION TEST METHOD

1. Disconnect the fresh air make-up hose from the oil filler neck. Cap or plug the make-up air hose nipple.
2. Remove the PCV hose from the PCV valve. Cap or plug the PCV valve nipple.
3. Attach an air hose with a pressure gauge and regulator to the dipstick tube.
CAUTION: Do not subject the engine assembly to more than 20.6 kPa (3 PSI) of
test pressure.
4. Gradually increase air pressure from 7 kPa (1 psi) to 17 kPa (2.5 psi) maximum while applying soapy
water at the suspected leak source. Adjust the regulator to a suitable test pressure within this range that
provides the best bubble generation which will pinpoint the leak source. If the oil leak is detected and
identified, repair per service information procedures.
5. If the leakage occurs at the rear crankshaft oil seal area, follow the procedures for rear seal area leaks.
Refer to REAR SEAL AREA LEAKS WITH AUTOMATIC TRANSMISSION.
6. If no leaks are detected, turn off the air supply and remove the air hose and all plugs and caps. Install the
PCV valve and make-up air hoses.
7. Clean the oil off of the suspect oil leak area using a suitable solvent. Drive the vehicle at various speeds
approximately 24 km (15 miles). Inspect the engine for signs of an oil leak by using a black light.
CHECKING ENGINE OIL PRESSURE
Fig. 623: Oil Pressure Switch & Connector

NOTE: The oil pressure switch has a lock patch on the threads and if removed can not
be reinstalled.

2. Remove the oil pressure switch (2) from the oil pump. Refer to SWITCH, OIL PRESSURE,
REMOVAL.
Fig. 624: Oil Pressure Gauge & Adapter

3. Install the Oil Pressure Gauge Adapter (special tool #10282, Adapter, Engine Oil Pressure) (2) to the oil
pressure port. Tighten to 32 N.m (24 ft. lbs.).
4. Install the Oil Pressure Gauge (special tool #C-3292A, Gauge, Pressure) (1) to the adapter (2). Tighten to
20 N.m (177 in. lbs.).
6. Start and idle the engine. If oil pressure is 0 at idle, shut off the engine and consult the Engine Lubrication
and Diagnostic Table. Refer to ENGINE LUBRICATION DIAGNOSTIC TABLE.
7. Run the engine until it reaches normal operating temperature.
8. Verify that the engine has acceptable oil pressure. Refer to Engine - Specifications.
REAR SEAL AREA LEAKS WITH AUTOMATIC TRANSMISSION


Since it is sometimes difficult to determine the source of an oil leak in the rear seal area of the engine, a more
involved inspection is necessary. The following steps should be followed to help pinpoint the source of the leak.
If the leakage occurs at the crankshaft rear oil seal area:

4. Inspect the flexplate and rear of the block for evidence of oil. Use a black light to check for the oil leak:
1. Circular spray pattern generally indicates seal leakage or crankshaft damage.
2. Where leakage tends to run straight down, possible causes are a porous block, rear oil seal retainer,
oil galley plug and rear seal retainer to oil pan mating surfaces.
5. If no leaks are detected, use the Air Leak Detection Method as outlined in Engine Oil Leak. Refer to AIR
LEAK DETECTION TEST METHOD.
test pressure.
6. If the leak is not detected, very slowly turn the crankshaft and watch for leakage. If a leak is detected
between the crankshaft and seal while slowly turning the crankshaft, it is possible the crankshaft seal
surface is damaged. The seal area on the crankshaft could have minor nicks or scratches that can be
polished out with emery cloth.
CAUTION: Use extreme caution when crankshaft polishing is necessary to

remove minor nicks or scratches. The crankshaft seal flange is
specially machined to complement the function of the rear oil seal.
7. For bubbles that remain steady with shaft rotation, no further inspection can be done until disassembled.
Refer to SEAL, CRANKSHAFT OIL, REAR, REMOVAL.
COOLER, OIL
DESCRIPTION
DESCRIPTION
Fig. 626: Oil Cooler

The oil cooler is attached to the side of the oil filter housing which is located on the left side of the cylinder
block. The oil cooler is a plate style coolant-to-oil heat exchanger.
OPERATION
OPERATION
Fig. 627: Oil Cooler Coolant & Oil Passages

Oil flows from the oil pump, through the oil filter housing and into the oil cooler (2). After the oil is cooled it
travels back to the oil filter housing (4) where it is filtered and returned to the oil pump housing and the main
engine oil gallery.
Engine coolant from the thermostat housing flows through the oil filter housing into the oil cooler (1). The
coolant exits the oil cooler (3) and is returned to the water pump inlet.
REMOVAL
REMOVAL
Fig. 628: Upper And Lower Oil Cooler Housing Heat Shields & Fasteners
rebuilding or replacement, replace the oil cooler.

4. Remove four bolts (3) and the lower oil cooler housing heat shield (2).
Fig. 629: Oil Cooler & Bolts

5. Remove six bolts (2).

6. Remove the oil cooler (1).
Fig. 630: Oil Cooler Seal

7. Remove and discard the oil cooler seal (1).
INSTALLATION
INSTALLATION

1. Install the new oil cooler seal (1) onto the oil filter housing.

2. Position the oil cooler (1) on the oil filter housing.

3. Install six bolts (2) and tighten to 9 N.m (80 in. lbs.).
4. Install the lower oil cooler housing heatshield (2) with four bolts (3) tightened to 3 N.m (26 in. lbs.).
5. Fill the engine crankcase with the proper oil to the correct level. Refer to Engine/Lubrication/OIL -
Standard Procedure.
FILTER, ENGINE OIL
REMOVAL
REMOVAL
Fig. 634: Oil Filter Cap, O-Ring Seal & Oil Filter
All engines are equipped with a high quality full-flow, disposable type oil filter. Chrysler LLC recommends a
Mopar® or equivalent oil filter be used.
CAUTION: When performing an engine oil change, the oil filter cap must be removed.
Removing the oil filter cap releases oil held within the oil filter cavity and
allows it to drain into the sump. Failure to remove the cap prior to
reinstallation of the drain plug will not allow complete draining of the used
engine oil.
1. Place an oil absorbent cloth around the oil filter housing at the base of the oil filter cap.
NOTE: The oil filter (3) is attached to the oil filter cap (2).
2. Rotate the oil filter cap (1) counterclockwise and remove the cap (1) and filter (3) from the oil filter
housing.
3. Remove the oil filter (3) from the oil filter cap (1).
4. Remove and discard the O-ring seal (2).
INSTALLATION
INSTALLATION
NOTE: It is not necessary to pre-oil the oil filter or fill the oil filter housing.
1. Lightly lubricate the new O-ring seal (2) with clean engine oil.
2. Install the O-ring seal (2) on the filter cap (1).

3. Install the new oil filter (3) into the oil filter cap (1).
4. Thread the oil filter cap (1) into the oil filter housing and tighten to 25 N.m (18 ft. lbs.).
5. Add oil, verify crankcase oil level and start engine. Inspect for oil leaks. Refer to
Engine/Lubrication/OIL - Standard Procedure.
FILTER, MULTIAIR ACTUATOR OIL SUPPLY
REMOVAL
REMOVAL

1. Remove the RH engine mount bracket (1). Refer to BRACKET, ENGINE MOUNT, RIGHT,
REMOVAL.

2. Remove the MultiAir actuator oil supply filter (2) from the camshaft bearing housing.
INSTALLATION
INSTALLATION

1. Install a new O-ring (1) lubricated with engine oil on the MultiAir actuator oil supply filter (2). Install the
filter into the camshaft bearing housing and tighten to 27 N.m (20 ft. lbs.).

2. Install the RH engine mount bracket (1). Refer to BRACKET, ENGINE MOUNT, RIGHT,
INSTALLATION.
HOUSING, OIL FILTER
DESCRIPTION
DESCRIPTION
Fig. 642: Oil Filter Housing

The oil filter housing is located on the left side of the cylinder block and is connected to the oil pump. The oil
filter element is located within the housing and the engine oil cooler is attached to the side of the housing.
OPERATION
OPERATION
Fig. 643: Oil Filter Housing Coolant & Oil Lines

Oil flows from the oil pump housing through the oil pump/oil filter housing interface (1) and into the oil filter
housing. Within the oil filter housing the oil first travels through the oil cooler and then through the oil filter.
After the oil is filtered and cooled it travels back to the oil pump housing through the oil pump/oil filter housing
interface (1) and to the main engine oil gallery. Removing the oil filter cap from the housing allows oil to drain
from the oil filter cavity into to the crankcase (3).
Engine coolant flows from the thermostat housing into the oil filter housing (4) and into the oil cooler. The
coolant flows through the oil cooler and exits the housing (2) where it is returned to the water pump inlet.
REMOVAL
REMOVAL

4. Remove six bolts (3 and 4) and the upper (1) and lower (2) oil cooler housing heat shields.
Fig. 646: Oil Filter Housing Coolant Supply Tube & Fasteners
5. Remove the nut (3) from the support bracket on the water pump coolant inlet tube.
6. Remove the two bolts (2 and 4) and remove the oil filter housing coolant supply tube (1).
Fig. 648: Oil Filter Housing Coolant Return Tube, Fasteners & Gaskets
8. Loosen the nut (2), remove the bolt (3) and remove the oil filter housing coolant return tube (1).
Fig. 649: Water Pump Coolant Inlet Tube & Bolt

9. Remove bolt (2) and the water pump coolant inlet tube (1).
Fig. 650: Oil Filter Housing & Bolts

10. Remove the three bolts (2 and 3) and the oil filter housing (1).
Fig. 651: Oil Cooler & Oil Filter Housing Seal

11. Remove and discard the oil filter housing seal (2).
12. If required, remove the oil cooler (1) from the oil filter housing. Refer to COOLER, OIL, REMOVAL.
13. If required, remove the oil filter (3) from the oil filter housing. Refer to FILTER, ENGINE OIL,
REMOVAL.
INSTALLATION
INSTALLATION

1. If removed, install the oil cooler (1) onto the oil filter housing. Refer to COOLER, OIL,
INSTALLATION.
2. Install a new oil filter housing seal (2) onto the oil filter housing.
Fig. 654: O-Ring Seals

3. Install new O-ring seals (1 and 2) on the oil filter housing to oil pump bolt.

4. Position the oil filter housing (1) on the engine block.

5. Install the oil filter housing to oil pump bolt (3) and the two oil filter housing to engine block bolts (2).
Tighten the oil filter housing to oil pump bolt (3) first to 45 N.m (33 ft. lbs.) then tighten the two oil filter
housing to engine block bolts (2) to 50 N.m (37 ft. lbs.).
Fig. 656: Water Pump Inlet Tube Seal

6. Install a new seal (1) on the water pump inlet tube.

7. Install the water pump inlet tube (1) to the engine block. Tighten the bolt (2) to 9 N.m (80 in. lbs.).
Fig. 658: Water Pump Inlet Tube O-Ring Seal

8. Install the oil filter housing coolant return tube O-ring seal (1) in the water pump inlet tube.
9. Install the oil filter housing coolant return tube (1) between the water pump coolant inlet tube and oil
filter housing with two gaskets (4). Tighten the nut (2) to 33 N.m (24 ft. lbs.) and tighten the bolt (3) to 33
N.m (24 ft. lbs.).

Fig. 662: Oil Filter Housing Coolant Supply Tube O-Ring Seals
12. Install the oil filter housing coolant supply tube O-ring seals (1 and 2).
13. Install the oil filter housing coolant supply tube (1) between the thermostat housing and the oil filter
housing with a bolt at each end (2 and 4) tightened to 9 N.m (80 in. lbs.). Secure the support bracket to
the water pump coolant inlet tube with a nut (3) tightened to 9 N.m (80 in. lbs.).
14. Install the upper (1) and lower (2) oil cooler housing heat shields with six bolts (3 and 4) tightened to 3
N.m (26 in. lbs.).
15. Install the maniverter. Refer to MANIFOLD, EXHAUST, INSTALLATION.

JET, PISTON OIL COOLER
DESCRIPTION
DESCRIPTION
Fig. 666: Piston Oil Cooler Jets

The 1.4L engine has four engine blocked-mounted oil jets (1) installed to cool the underside of each piston. The
oil jets are fed by the main oil gallery, and spray upward on the bottom of the pistons and cylinder walls. Each
jet has a check valve which closes to maintain ample oil pressure at idle. All four oil jets are identical and are a
press fit to the engine block.
REMOVAL
REMOVAL
Fig. 667: Driving Out Piston Oil Cooler Jet

NOTE: Piston oil cooler jet for cylinder one shown in illustration. Piston oil cooler jets
for cylinders two, three and four are similar.
2. Remove the crankshaft. Refer to CRANKSHAFT, REMOVAL.
3. Using a suitable drift (1), drive the piston oil cooler jet(s) (2) from the engine block.
4. Discard the piston oil cooler jet(s), they are not reusable.
INSTALLATION
INSTALLATION
Fig. 668: Driving In Piston Oil Cooler Jet

NOTE: Piston oil cooler jet for cylinder three shown in illustration. Piston oil cooler jets
for cylinders one, two and four are similar.
1. Using a suitable driver (1), install the piston oil cooler jet(s) (2) into the engine block.
2. Install the crankshaft. Refer to CRANKSHAFT, INSTALLATION.
INSTALLATION.
OIL
STANDARD PROCEDURE
STANDARD PROCEDURE - ENGINE OIL AND FILTER CHANGE
Change the engine oil and filter at mileage and time intervals described in the Maintenance Schedule. Refer to
MAINTENANCE SCHEDULES, DESCRIPTION .

1. Run the engine until achieving normal operating temperature.

2. Position the vehicle on a level surface and turn the engine off.
CAUTION: When performing an engine oil change, the oil filter cap must be
removed. Removing the oil filter cap releases oil held within the oil
filter cavity and allows it to drain into the sump. Failure to remove the
cap prior to reinstallation of the drain plug will not allow complete
draining of the used engine oil.
housing.
Fig. 671: Drain Plug


7. Place a suitable drain pan under the crankcase drain plug (1).
8. Remove the drain plug (1) from oil pan and allow the oil to drain into the pan. Inspect the drain plug
threads for stretching or other damage. Replace the drain plug and gasket if damaged.
9. Install the drain plug (1) in the oil pan and tighten to 27 N.m (20 ft. lbs.).

Fig. 674: Oil Level Dipstick & Oil Fill Cap

17. Remove the oil fill cap (2). Fill the crankcase with the specified type and amount of engine oil. Refer to
CAPACITIES AND RECOMMENDED FLUIDS, SPECIFICATIONS .
18. Install the oil fill cap (2).
19. Start the engine and inspect for leaks.
20. Stop the engine and check the oil level (1).
21. Install the engine cover.
PAN, OIL
DESCRIPTION
DESCRIPTION
Fig. 675: Engine Block & Oil Pan

The function of the oil pan is to contain the engine lubrication oil and is made from aluminum. The oil pan has a
threaded oil drainage opening and a threaded port for an oil viscosity sensor. The oil pan is sealed to the engine
block using Mopar® Engine RTV GEN II Sealant.
REMOVAL





9. Remove two bolts (2 and 4) and remove the rear engine mount bracket (5).



this time.

12. Remove the two lower transmission bell housing bolts (3).


15. Remove the bolt (1) and the flywheel dust cover (2) from the oil pan.

16. Remove all residual sealant (1) from the oil pan, engine block, oil pump and rear seal retainer. Refer to


2. Remove the transmission from the engine. Refer to appropriate Transmission article.

4. Remove the flexplate (1). Refer to FLEXPLATE, REMOVAL.






9. Remove fourteen bolts (1) and two nuts (2) from the flange of the oil pan.
11. Remove all residual sealant from the oil pan, engine block, oil pump and rear seal retainer. Refer to
CLEANING
CLEANING

1. Clean the oil pan in solvent and wipe dry with a clean cloth.
2. Remove all residual sealant (1) from the oil pan. Refer to Engine - Standard Procedure.
INSTALLATION




3. Install the flywheel dust cover (2) to the oil pan. Tighten the bolt (1) to 9 N.m (80 in. lbs.).






9. Install the rear engine mount bracket (5) with bolt and nut (2) and bolt (4). Tighten the fasteners to 80
N.m (59 ft. lbs.).
Install the maniverter (4), cooling module and front fascia. Refer to MANIFOLD, EXHAUST,
INSTALLATION.





2. Apply a 2 to 3 mm wide bead of Mopar® Engine RTV GEN II Sealant to the oil pan as shown in the

3. Install two studs (2) into the oil pump flange.

4. Install the oil pan with fourteen bolts (1) and two nuts (2) hand tight.






9. Install the flexplate (1). Refer to FLEXPLATE, INSTALLATION.

INSTALLATION .

11. Install the transmission onto the engine. Refer to appropriate Transmission article.
PICK-UP, OIL PUMP
REMOVAL
REMOVAL
Fig. 714: Oil Pick-Up Tube & Bolts


2. Remove the oil pan. Refer to PAN, OIL, REMOVAL.
3. Remove the bolts (2) from the oil pick-up tube and remove the oil pick-up tube (1) from the oil pump.
Fig. 715: Oil Pump O-Ring Seal

4. Remove and discard the O-ring seal (1) from the oil pump.
INSTALLATION
INSTALLATION

1. Lightly lubricate the new O-ring seal (1) with engine oil and install on the oil pump.

2. Install the oil pick-up tube (1) with two bolts (2). Tighten the bolts to 10 N.m (89 in. lbs.).
3. Install the oil pan. Refer to PAN, OIL, INSTALLATION.
PUMP, ENGINE OIL
DESCRIPTION
DESCRIPTION
Fig. 718: Oil Pump

The gerotor type engine oil pump is mounted to the front of the engine as part of the oil pump housing. The oil
pump is directly coupled to the crankshaft.
The oil pump housing provides mounting points for the following components:
 Oil pick-up tube

 Front crankshaft oil seal
 Crankshaft Position (CKP) sensor
 Oil pressure switch
The oil pump housing is also coupled to the oil filter housing where the pressurized oil is filtered and cooled.
OPERATION
OPERATION
Fig. 719: Oil Pump Assembly

NOTE: Pump cover removed for clarity.
The gerotor type engine oil pump is part of the oil pump housing. The oil pump is directly coupled to the
crankshaft.
Engine oil is drawn up from the sump through the oil pick-up tube (1). An internal mechanical plunger (2) and
spring type pressure relief valve diverts excess oil from the pump outlet back to the pump inlet. The pressure
controlled oil flows through the oil pump/oil filter housing interface (3) and into the oil filter housing. After the
oil is filtered and cooled it travels back to the oil pump housing through the oil pump/oil filter housing interface
(4) where it is routed to the main engine oil gallery (5).
The gerotor pump is not to be disassembled. The gerotor pump is a non-serviceable component of the oil pump
housing and is replaced as a complete assembly. The pressure relief valve is serviceable and can be removed
and inspected.
REMOVAL
REMOVAL


2. Remove the oil pan and the oil pump pick-up (1). Refer to PICK-UP, OIL PUMP, REMOVAL.
Fig. 721: Crankshaft Position Sensor, Connector & Bolt

3. Remove the crankshaft position sensor electrical connector (1).

4. Remove the mounting bolt (2) and crankshaft position sensor (3).

CAUTION: When the timing belt is removed and the cylinder head is still
installed, DO NOT rotate the camshaft or crankshaft without first
locating the proper crankshaft position. Failure to do so will result in
valve and/or piston damage.
REMOVAL.
Fig. 724: Oil Pump Bolt

7. Remove the oil filter housing to oil pump bolt (1).
Fig. 725: Oil Pump & Bolts

8. Remove the seven oil pump bolts (2) and remove the oil pump (1).
Fig. 726: Oil Pump Gasket

9. Remove and discard the oil pump gasket (1).
Fig. 727: RTV Sealant & Oil Filter Housing Seal

11. Remove all residual sealant (1) from the engine block, bedplate and oil pump.
Fig. 728: Front Crankshaft Oil Seal & Oil Pressure Switch
12. If required, remove the front crankshaft oil seal (1).
NOTE: The oil pressure switch has a lock patch on the threads and if removed
can not be reinstalled.
13. If required, remove and discard the oil pressure switch (2). Refer to SWITCH, OIL PRESSURE,
REMOVAL.
Fig. 729: Oil Pump, Plunger, Spring, O-Ring Seal & Oil Pressure Regulator Cap
14. If required, remove the oil pressure regulator cap (5), spring (3) and plunger (2) from the oil pump (1).
INSTALLATION
INSTALLATION
1. If removed, install the plunger (2), spring (3) and oil pressure regulator cap (5) with a new O-ring seal (4)
to the oil pump (1).

2. Install a new oil pump gasket (1) to the oil pump. Roll the three gasket retaining tabs over the pump
flange at the indicated locations.

application.


6. Install the oil pump and gasket (1) with seven bolts (2) hand tight.

Fig. 735: Oil Pump Flange Tightening Sequence

8. Allow the oil pump to center itself on the crankshaft and position the oil pump so that the distance
between the oil pump flange and the alignment fixture is equal on both sides (1).
NOTE: Do not force the oil pump flange down against the alignment fixture.
9. While maintaining this alignment, tighten the seven bolts in the sequence shown in illustration to 10 N.m
(89 in. lbs.).


11. Install the oil filter housing to oil pump bolt (1) and tighten to 45 N.m (33 ft. lbs.).
12. Install the lower oil cooler housing heatshield (2) with four bolts tightened to 3 N.m (26 in. lbs.).

13. If removed, install the front crankshaft oil seal (1). Refer to SEAL, CRANKSHAFT OIL, FRONT,
INSTALLATION.

INSTALLATION.
15. Install the crankshaft position (CKP) sensor (3). Refer to SENSOR, CRANKSHAFT POSITION,
INSTALLATION - [EAB] .

16. If removed, install a new oil pressure switch (2). Refer to SWITCH, OIL PRESSURE,
INSTALLATION.

17. Install the oil pump pick-up (1) and the oil pan. Refer to PICK-UP, OIL PUMP, INSTALLATION.
Fig. 743: Side Port (Filter Inlet)

NOTE: A new engine oil pump must be primed with oil before engine operation.
18. If installing a new engine oil pump, remove the oil filter and prime the new pump through the oil filter
housing with approximately 0.5 liter (0.5 quart) of engine oil. Direct the oil into the side port (filter inlet)
(1) as shown in illustration and not the center port (filter outlet). Refer to FILTER, ENGINE OIL,
REMOVAL.
SENSOR, OIL TEMPERATURE
DESCRIPTION
DESCRIPTION
Fig. 744: Oil Temperature Sensor

The oil temperature sensor is a two wire sensor located on the variable valve actuation assembly. The sensor
probe is mounted to the variable valve actuation assembly through an access hole. A compression washer seals
the oil temperature sensor to the variable valve actuation assembly.
OPERATION
OPERATION
The oil temperature sensor is a variable resistor that measures the temperature of the engine oil. The Powertrain
Control Module (PCM) supplies a 5 volt reference and a ground to the sensors low reference signal circuit.
When the oil temperature is low, the sensor resistance is high. When the oil temperature is high, the sensor
resistance is low.
REMOVAL
REMOVAL

1. Remove the throttle body (4). Refer to THROTTLE BODY, REMOVAL - [EAB] .

2. Unlock and disconnect the oil temperature sensor harness connector (1).
3. Disengage the oil temperature harness connector from the bracket (2).

4. Use an appropriate socket (2) and remove the oil temperature sensor (1).
Fig. 748: Oil Temperature Sensor Gasket

5. The oil temperature sensor gasket (1) can be reused if not damaged.
INSTALLATION
INSTALLATION

1. The oil temperature sensor gasket (1) can be reused if not damaged. Lightly lubricate the sensor threads
with clean engine oil.

2. Use an appropriate socket (2) and install the oil temperature sensor (1). Tighten the oil temperature sensor
to 18 N.m (13 ft. lbs.).

3. Engage the oil temperature harness connector to the bracket (2).

4. Connect and lock the oil temperature sensor harness connector (1).

5. Install the throttle body (4). Refer to THROTTLE BODY, INSTALLATION - [EAB] .
SENSOR, OIL VISCOSITY
DESCRIPTION
DESCRIPTION
Fig. 753: Oil Viscosity Sensor

The viscosity sensor is located on the front (engine left) side of the oil pan near the bottom.
The viscosity sensor is a durable component but must be handled in a specific manner when it is not installed in
the vehicle. The sensing end of the viscosity sensor can be damaged if it is mishandled. The following
guidelines must be followed when servicing the viscosity sensor:
 Keep the viscosity sensor in its protective packaging until ready to install the sensor.
 Never touch or apply any force to the sensing elements.
 Before installing, verify that the O-ring is in place on the sensor.
 The sensor should be installed and tightened using the metal hex and NOT the plastic body.
OPERATION
OPERATION
The viscosity sensor is used by the engine management system to help determine the operational strategy of the
variable valve actuation. However, in ambient conditions above -25°C (-13°F) the viscosity signal is not used
by the engine management system.
When the oil temperature is between -25°C (-13°F) and -35°C (-31°F), the engine management system will use
the signal from the viscosity sensor to determine the oil viscosity level. If the engine management system
determines that the oil viscosity is too low (thick oil), the glow plug light on the instrument panel will flash and
a text message appears on the EVIC telling the driver to warm the engine.
During extreme cold starts, colder than -35°C (-31°F), the engine management system will prevent the engine
from starting. In this extreme cold condition, the glow plug light on the instrument panel will flash and a text
message appears on the EVIC telling the operator to warm the engine.
The viscosity sensor measures the viscosity of the oil with a tuning fork shaped sensor that uses vibration to
measure the viscosity. The tuning fork is vibrated at a set frequency for a determined amount of time. When the
vibration from the sensor is turned off, the vibration of the sensor that is caused by the surrounding fluid is
monitored. The frequency and rate of change of the vibrations reflects the viscosity of the fluid.
There are multiple components contained within the viscosity sensor. In the sensing end (immersed in the oil) is
the tuning fork sensor and a thermocouple sensor. These sensors are attached to an integrated circuit (IC) board
in the body of the sensor which monitors the sensors. There are two more IC's in the sensor that provide power
management and an output from the viscosity sensor.
The viscosity output from the sensor is provided to the PCM as a hardwired input. The output is a pulse width
modulated (PWM) signal that the PCM will recognize and translate into a viscosity value. The viscosity sensor
can also provide a temperature output as a PWM signal but at this time, the temperature signal is not used.
REMOVAL
REMOVAL


5. Disconnect the viscosity sensor harness connector (1).
6. Remove the viscosity sensor (2) from the oil pan.
Fig. 755: Viscosity Sensor O-Ring Seal

7. Remove and discard the oil viscosity sensor O-ring seal (1).
INSTALLATION
INSTALLATION


2. Install the oil viscosity sensor (2) to the oil pan and tighten to 13 N.m (115 in. lbs.).
3. Connect the viscosity sensor harness connector (1).
SWITCH, OIL PRESSURE
DESCRIPTION
DESCRIPTION
Fig. 758: Oil Pressure Switch

The oil pressure switch is mounted on the oil pump housing on the left front side of the engine. The oil pressure
switch is a pressure sensitive switch that is activated by the engine's oil pressure. The switch is a two terminal
device (one terminal is provided to the wiring harness and the other terminal is the switch's metal housing that
screws into the engine block).
OPERATION
OPERATION
The oil pressure switch is normally "Closed." The switch changes from a "Closed" circuit to an "Open" circuit,
on increasing pressure of 48 kPa (7 psig). The oil pressure switch changes from an "Open" circuit to a "Closed"
circuit, on decreasing pressure, between 14 kPa (2 psig) and 28 kPa (4 psig).
REMOVAL
REMOVAL

be reinstalled.

2. Disconnect the oil pressure switch electrical connector (1).
3. Remove the oil pressure switch (2) from the oil pump housing.
INSTALLATION
INSTALLATION

be reinstalled.
1. Install a new oil pressure switch (2) and tighten to 32 N.m (24 ft. lbs.).
2. Connect the oil pressure switch electrical connector (1).
MANIFOLDS
MANIFOLD, EXHAUST
DESCRIPTION
DESCRIPTION
The combination exhaust manifold/catalytic converter is referred to as a maniverter. The maniverter is installed
between the cylinder head and the muffler/pipe assembly using fasteners and gaskets for sealing. The upstream
oxygen sensor is located in the maniverter just before the catalytic convertor. The downstream oxygen sensor is
located in the maniverter downpipe just after the catalytic convertor. The maniverter is equipped with a
removable heatshield.
WARNING: The normal operating temperature of the exhaust system is very high.
Therefore, never work around or attempt to service any part of the
exhaust system until it is cooled. Special care should be taken when
working near the catalytic converter. The temperature of the converter
rises to a high level after a short period of engine operation time.
CAUTION: Do not deactivate cylinder ignition by disconnecting ignition coils or by

any other means short out cylinders. Failure of the catalytic converter can
occur due to a temperature increase caused by unburned fuel passing
through the converter.
The stainless steel catalytic converter body is designed to last the life of the vehicle. Excessive heat can result in
bulging or other distortion, but excessive heat will not be the fault of the converter. If unburned fuel enters the
converter, overheating may occur. If a converter is heat-damaged, correct the cause of the damage at the same
time the converter is replaced. Also, inspect all other components of the exhaust system for heat damage.
Only use fuel specified for this vehicle to avoid contaminating the catalyst core. Refer to CAPACITIES AND
RECOMMENDED FLUIDS, SPECIFICATIONS .
STANDARD PROCEDURE
STANDARD PROCEDURE - EXHAUST MANIFOLD STUD REPLACEMENT
Any exhaust manifold stud which is found to rotate during the maniverter removal or installation process must
be replaced following this procedure.
sealant. If the studs rotate during service this indicates that the seal is
broken and the stud must be replaced. Failure to replace the studs can
result in engine oil leaking onto the exhaust manifold.
Fig. 761: Exhaust Manifold Stud

1. Remove and discard the exhaust manifold stud.

2. Clean all the holes using electronic contact cleaner applied to a plastic bristle/bottle brush. Do not use
parts cleaner. On the five upper stud holes, be careful not to drive the brush into the engine cavity. Use
the brush to draw out any residual oil or hardened Loctite. Wipe the exhaust face clean when completed
with a lint free cloth.
3. Apply Loctite 277 to the manifold end of a new exhaust manifold stud. Apply the Loctite 360 degrees
around the part for a minimum of 4 threads.
Fig. 762: Exhaust Stud Protrusion Length

4. Hand start the exhaust stud and with M8 hex nuts (do not use lock nuts). Tighten the exhaust stud to 11
N.m 97 in. lbs.) and remove the two nuts.
5. Measure the protrusion length (1) of the installed exhaust stud. The length must be between 24 - 26 mm
(0.945 - 1.023 in.) when fully seated.
6. Wait a minimum of 15 minutes before installing the maniverter. This will allow the Loctite 277 to fully
set.
NOTE: Any rotation in the loosening or tightening direction of the stud after it is
assembled breaks the bond in the joint. If the bond is broken, remove the
stud and start over at Step 1.
REMOVAL
REMOVAL

PROCEDURE .




8. Remove four bolts (1) and the tunnel support brace (2). Reinstall the four bolts (1) to maintain alignment
of the frame extensions. Tighten the bolts (1) to 90 N.m (60 ft. lb.).





14. Disconnect the harness connector from the cooling fan resistor (1).


16. Disconnect the cooling fan harness connector (3).


21. Disconnect the harness connector (1) from the right and left front impact sensors (3). Refer to SENSOR,
IMPACT, REMOVAL .

22. Disconnect the harness connector (2) from the horn (1).

23. Disengage the harness connector (1) from the bumper reinforcement.

24. Disengage the harness retainer (1) from the bottom of the bumper reinforcement.

25. Remove four bolts (1), eight bolts and washers (2), eight bolts and washers (3) and the cooling module
assembly (4) from the vehicle.


28. Remove two nuts (1), four bolts (3) and the maniverter heat shield (2).
29. Disengage the wire harness retainers and disconnect the electrical connectors from the upstream (2) and
downstream (3) oxygen sensors.
stud rotation.
34. If required, remove the upstream (2) and downstream (3) oxygen sensors from the maniverter. Refer to
SENSOR, OXYGEN, REMOVAL - [EAB] .
INSTALLATION
INSTALLATION
1. If removed, install the upstream (2) and downstream (3) oxygen sensor(s) to the maniverter. Refer to
SENSOR, OXYGEN, INSTALLATION - [EAB] .
stud rotation.
lbs.).
7. Engage the wire harness retainers and connect the upstream (2) and downstream (3) oxygen sensor
electrical connectors.

(3) to 9 N.m (80 in. lbs.).

25 N.m (18 ft. lbs.).




15. Connect the harness connector (2) to the horn (1).


16. Connect the harness connector (1) to the right and left front impact sensors (3). Refer to SENSOR,



20. Connect the cooling fan harness connector (3).


22. Connect the harness connector to the cooling fan resistor (1).



to 90 N.m (60 ft. lb.).





32. Connect the negative battery cable. Tighten nut to 5 N.m (45 in. lb.).
MANIFOLD, INTAKE
DESCRIPTION
DESCRIPTION
Fig. 799: Intake Manifold

The intake manifold is an injection molded nylon composite design. The intake manifold is sealed to the
cylinder head using four individual press-in-place port silicone gaskets. Replace the gaskets whenever the
intake manifold is removed from the engine. If the intake manifold is damaged or cracked, it must be replaced.
The intake manifold provides ports for Positive Crankcase Ventilation (PVC) and emissions control. The
following components are attached to the intake manifold:
 Electronic Throttle Control (ETC)

 Fuel rail
 Fuel injectors
 Combination Manifold Air Pressure (MAP)/ Intake Air Temperature (IAT) sensor
 Evaporative emissions solenoid
The fuel injection fuel rail is made of high impact metal. The intake manifold can be serviced without removing
the fuel injector rail. Always install new O-rings on the fuel injectors.
DIAGNOSIS AND TESTING - INTAKE MANIFOLD LEAKS
An intake manifold air leak is characterized by lower than normal manifold vacuum. Also, one or more
cylinders may not be functioning.
WARNING: Use extreme caution when the engine is operating. Do not stand in a
direct line with the fan. Do not put your hands near the pulleys, belts or
the fan. Do not wear loose clothing.

2. Spray a small stream of water (spray bottle) at the suspected leak area.
3. If engine RPM'S change, the area of the suspected leak has been found.
4. Repair as required.
REMOVAL
REMOVAL

PROCEDURE .







19. Unlock and disconnect the IAT/MAP sensor harness connector (1).
& Fasteners
20. Unlock and disconnect the evaporative emissions purge solenoid harness connector (1).
21. Unlock and disconnect the fuel injector harness connector (2).

22. Unlock and disconnect the harness connector (3) from the Electronic Throttle Control (ETC) (4) and







31. Remove the engine cooling fan (2). Refer to FAN, COOLING, REMOVAL .





REMOVAL .


44. Slowly lower the engine so that it rolls forward and down.
45. Remove the remaining intake manifold flange bolt (3), the intake manifold support bolt (2) and remove
the intake manifold (1) from the vehicle through the space normally occupied by the battery.

48. If required, remove the following components from the intake manifold:
 Throttle body. Refer to THROTTLE BODY, REMOVAL - [EAB] .

 Fuel rail. Refer to RAIL, FUEL, REMOVAL - [EAB] .

 Fuel injector(s). Refer to INJECTOR(S), FUEL, REMOVAL - [EAB] .
 Evaporative emissions purge solenoid. Refer to SOLENOID, EVAPORATIVE EMISSIONS PURGE,
REMOVAL .
 IAT/MAP sensor. Refer to SENSOR, MANIFOLD AIR PRESSURE (MAP), REMOVAL - [EAB] .
INSPECTION
INSPECTION
Check the intake manifold for:
 Damage and cracks

 Gasket surface damage or warpage
 Damaged fuel injector ports
If the intake manifold exhibits any damaged or warped conditions, replace the manifold.
INSTALLATION
INSTALLATION

1. If required, install the following components on the intake manifold:

 Throttle body. Refer to THROTTLE BODY, INSTALLATION - [EAB] .
 Fuel rail. Refer to RAIL, FUEL, INSTALLATION - [EAB] .
 Fuel injector(s). Refer to INJECTOR(S), FUEL, INSTALLATION - [EAB] .
 Evaporative emissions purge solenoid. Refer to SOLENOID, EVAPORATIVE EMISSIONS

PURGE, INSTALLATION .
 IAT/MAP sensor. Refer to SENSOR, MANIFOLD AIR PRESSURE (MAP), INSTALLATION
- [EAB] .

3. Install the intake manifold (1) to the engine through the space normally occupied by the battery. Loosely
install an intake manifold flange bolt (3) and the support bolt (2) to hold the intake manifold in position.

4. Slowly raise the engine so that the RH engine mount isolator (3) can be reinstalled.
lbs.).
(2) to 60 N.m (44 ft. lbs.).


INSTALLATION .


10. Install the remaining six of the seven intake manifold flange bolts. Tighten all seven intake manifold


bolt (1) to 130 N.m (96 ft. lbs.).

lbs.).


15. Tighten the previously installed intake manifold support bolt (2) to 8 N.m (90 in. lbs.).
16. Connect the heater core outlet hose (3) and inlet hose (4) to the heater core.


22. Install the engine cooling fan (2). Refer to FAN, COOLING, INSTALLATION .

24. Remove four bolts (1) and install the tunnel support brace (2). Reinstall the bolts (1) and tighten to 90
N.m (60 ft. lbs.).




to 13 N.m (115 in. lbs.).

& Fasteners
31. Connect and lock the fuel injector wire harness connector (2).
32. Connect and lock the evaporative emissions purge solenoid harness connector (1).

33. Connect and lock the IAT/MAP sensor harness connector (3).

34. Install the ground strap (4) to the PCM (2) with nut (1) tightened to 5 N.m (44 in. lbs.).
retainers (3).

lbs.).

(115 in. lbs.).



VALVE TIMING
DESCRIPTION
DESCRIPTION
Fig. 855: Timing Belt Routing & Assembly

The timing drive system has been designed to provide quiet performance and reliability to support a NON free-
wheeling engine.
The timing drive components include a crankshaft sprocket (2), camshaft sprocket (5), tensioner pulley (4) and
a timing belt (1). The water pump (3) is also driven by the timing belt. The camshaft sprocket is not keyed to the
camshaft.
STANDARD PROCEDURE
STANDARD PROCEDURE - ENGINE TIMING VERIFICATION








8. Install the Camshaft Timing Locking Tool (special tool #10277, Tool, Camshaft Timing Locking) (1) to
the rear of the camshaft. Rotate the crankshaft vibration damper clockwise to align the tool with the
vacuum pump mounting. Install three bolts (2) and tighten to 20 N.m (15 ft. lbs.).
Fig. 861: Lower Timing Belt Cover & Bolt

9. Remove the lower timing belt cover (1). Refer to COVER(S), ENGINE TIMING, REMOVAL.
Fig. 862: Crankshaft Timing Locking Tool & Bolts

10. Install the Crankshaft Timing Locking Tool (special tool #10276, Tool, Crankshaft Timing Locking) (1)
with three bolts (3) tightened to 25 N.m (18 ft. lbs.) and one bolt (2) tightened to 9 N.m (80 in. lbs.).
11. If the bolt (2) does not align with the lower timing belt cover mounting boss, the camshaft timing is not
correct. Proceed to the timing belt service procedures. Refer to BELT, TIMING, REMOVAL.
BELT, TIMING
REMOVAL
REMOVAL





11. Install the (special tool #10277, Tool, Camshaft Timing Locking) (1) to the rear of the camshaft. Rotate
the crankshaft vibration damper clockwise to align the tool with the vacuum pump mounting. Install three
bolts (2) and tighten to 20 N.m (15 ft. lbs.).






22. Remove the vibration damper (1). Refer to DAMPER, VIBRATION, REMOVAL.


REMOVAL .




29. Remove the bolt (2) and the lower timing belt cover (1).

30. Install the (special tool #10276, Tool, Crankshaft Timing Locking) (1) with three bolts (3) tightened to 25
N.m (18 ft. lbs.) and one bolt (2) tightened to 9 N.m (80 in. lbs.).
NOTE: If the bolt (2) does not align with the lower timing belt cover mounting
boss, the camshaft timing is not correct.
Fig. 883: Timing Belt, Tensioner & Lock Nut

NOTE: If the timing belt is to be reused, mark the direction of rotation using a
paint pen or equivalent to aid in reassembly.
31. Loosen the tensioner lock nut (3) and remove the timing belt (1).
INSPECTION
INSPECTION
Fig. 884: Timing Belt Inspection

1 - PEELING
2 - TOOTH MISSING AND CANVAS FIBER EXPOSED
3 - RUBBER EXPOSED
4 - CRACKS
5 - PEELING
6 - ROUNDED EDGE
7 - ABNORMAL WEAR (FLUFFY STRAND)
1. Remove the upper timing belt cover. Refer to COVER(S), ENGINE TIMING, REMOVAL.
2. Inspect all four surfaces of the timing belt. The sides are normal if they are sharp as if cut by a knife.
Replace the belt if any of the following conditions exist:
 Vehicle mileage or time at component maintenance requirement. Refer to MAINTENANCE
SCHEDULES, DESCRIPTION .
 Back side rubber is glossy or hardening without resilience and leaves no indent when pressed with
a fingernail.
 Surface peeling (1 and 5).
 Missing teeth (2).
 Rubber exposed (3).

 Any cracks (4) in rib root, belt sides or rubber back.

 Rounded edge (6).
 Exposed fluffy strands (7).
3. If none of the above conditions are seen on the timing belt, the timing belt cover can be installed. Refer to
COVER(S), ENGINE TIMING, INSTALLATION.
4. Replace the timing belt if it does not pass inspection. Refer to BELT, TIMING, REMOVAL.
INSTALLATION
INSTALLATION

1. If removed, install the (special tool #10276, Tool, Crankshaft Timing Locking) (1) with three bolts (3)
tightened to 25 N.m (18 ft. lbs.) and one bolt (2) tightened to 9 N.m (80 in. lbs.).

2. If removed, install the (special tool #10277, Tool, Camshaft Timing Locking) (1) to the rear of the
camshaft. Install three bolts (2) and tighten to 20 N.m (15 ft. lbs.).

3. Use the (special tool #6847, Holder, Camshaft Sprocket) (2) to hold the camshaft sprocket (3) and loosen
the bolt (1). The camshaft sprocket (3) should now be free to rotate on the camshaft.
Fig. 888: Timing Belt Tensioner, Silver Tab & Lock Nut
NOTE: If the original timing belt (1) is being reused, install the belt so that it
maintains the same direction of rotation as when it was removed.
4. Install the timing belt starting with the crankshaft sprocket, then the water pump sprocket, finishing with
the camshaft sprocket.
5. Install the timing belt tensioner (1) and adjust the tensioner so that the silver tab (2) is centered in the
middle of the window. Tighten the lock nut (3) to 28 N.m (21 ft. lbs.).

6. Use the (special tool #6847, Holder, Camshaft Sprocket) (2) to hold the camshaft sprocket (3) and tighten
the camshaft sprocket bolt (1) to 120 N.m (88 ft. lbs.).
7. Remove the (special tool #10277, Tool, Camshaft Timing Locking) and the (special tool #10276, Tool,
Crankshaft Timing Locking).
8. Rotate the crankshaft clockwise at least two complete revolutions to center the timing belt on the
sprockets.
9. Verify that the silver tab (2) is still centered in the middle of the window. If required, loosen the tensioner
lock nut (3), readjust the timing belt tensioner (2) and tighten the lock nut (3) to 28 N.m (21 ft. lbs.).

NOTE: Reinstall the timing locking tools to verify correct camshaft timing.
10. Install the (special tool #10277, Tool, Camshaft Timing Locking) (1) to the rear of the camshaft. Install
three bolts (2) and tighten to 20 N.m (15 ft. lbs.).

boss, the camshaft timing is not correct. Loosen the tensioner lock nut
and the camshaft sprocket bolt and repeat this procedure.


13. Install the lower timing belt cover (1) with bolt (2) tightened to 9 N.m (80 in. lbs.).


lbs.).
(2) to 60 N.m (44 ft. lbs.).

INSTALLATION .

20. Install the vibration damper (1). Refer to DAMPER, VIBRATION, INSTALLATION.



bolt (1) to 130 N.m (96 ft. lbs.).

lbs.).




34. Install the vacuum pump (1). Refer to PUMP, VACUUM, INSTALLATION.
(115 in. lbs.).


COVER(S), ENGINE TIMING
REMOVAL
REMOVAL








INSTALLATION
INSTALLATION







SPROCKET(S), TIMING BELT AND CHAIN
REMOVAL
REMOVAL







Fig. 937: Crankshaft Sprocket Holder, Clearance Hole & Bolts

19. Position the (special tool #10307, Holder, Crankshaft Sprocket) (1) as shown in illustration.
20. Rotate the crankshaft until the vibration damper locating pin is centered in the clearance hole (4).
21. Install the (special tool #10307, Holder, Crankshaft Sprocket) (1) with three bolts (2) tightened to 25 N.m
(15 ft. lbs.).
22. With the (special tool #10307, Holder, Crankshaft Sprocket) (1) resting against the accessory bracket bolt
(5), loosen but do not remove the crankshaft bolt (3).





the crankshaft clockwise to align the tool with the vacuum pump mounting. Install three bolts (2) and

REMOVAL .






36. If required, remove the crankshaft sprocket (4):
 Install the (special tool #10307, Holder, Crankshaft Sprocket) (1) with three bolts (3) tightened to
25 N.m (15 ft. lbs.).
 Remove the bolt (2) and the crankshaft sprocket (4).
 Discard the bolt (2).


38. If required, use (special tool #6847, Holder, Camshaft Sprocket) (2) and remove the bolt (1) and the
camshaft sprocket (3).
INSTALLATION
INSTALLATION
Fig. 950: Crankshaft Sprocket & Bolt

damage.
1. Align the crankshaft sprocket locator key to the crankshaft keyway and install the sprocket (1) with a new
bolt (2) on the crankshaft. Hand tighten the bolt (2) at this time. The bolt (2) will be tightened to
specification after the timing belt is installed.



NOTE: If the original timing belt (1) is being reused, install the belt so that it

sprockets.






lbs.).
(2) to 60 N.m (44 ft. lbs.).

INSTALLATION .


bolt (1) to 130 N.m (96 ft. lbs.).

lbs.).

24. Position the (special tool #10307, Holder, Crankshaft Sprocket) (1) against the accessory bracket boss (4)
as shown in illustration.
(15 ft. lbs.).
Fig. 968: Tightening Crankshaft Bolt An Additional 110 Degrees

27. With the (special tool #10307, Holder, Crankshaft Sprocket) (1) resting against the accessory bracket boss
(3), initially tighten the crankshaft bolt to 20 N.m (15 ft. lbs.).
28. Using a torque angle measuring device, such as OTC Torque Angle Gauge 4554 (2), tighten the
crankshaft bolt an additional 110°.






(115 in. lbs.).


TENSIONER, ENGINE TIMING
DESCRIPTION
DESCRIPTION
The timing belt tensioner (1) is mounted to the cylinder head. It has a spring loaded offset hub and a tension
indicator (2). Rotating the tensioner hub counterclockwise against internal spring pressure applies tension to the
timing belt. When the silver tab is centered in the window the timing belt tension is correct. Lock the tensioner
in this position by tightening the nut (3).
NOTE: If the silver tab is to the right side of the window, timing belt tension is
insufficient. If the silver tab is left of the window, timing belt tension is
excessive.
REMOVAL
REMOVAL














REMOVAL .





N.m (18 ft. lbs.) and one bolt (2) tightened to 9 N.m (80 ft. lbs.).
boss, the camshaft timing is not correct. Proceed to Timing Belt
Installation for service procedures. Refer to BELT, TIMING,
INSTALLATION.

31. Remove the tensioner lock nut (3) and the tensioner (2).
INSTALLATION
INSTALLATION
NOTE: If the original timing belt (1) is being reused, install the belt so that it maintains
the same direction of rotation as when it was removed.
1. If removed, install the timing belt starting with the crankshaft sprocket, then the water pump sprocket,
finishing with the camshaft sprocket.
sprockets.



INSTALLATION.



lbs.).
(2) to 60 N.m (44 ft. lbs.).

INSTALLATION .




bolt (1) to 130 N.m (96 ft. lbs.).

lbs.).



(115 in. lbs.).



2012 ENGINE 1.4L Non-Turbo Engine (Code EAJ) - Service Information - Fiat 500
2012 ENGINE
1.4L Non-Turbo Engine (Code EAJ) - Service Information - Fiat 500
DESCRIPTION
DESCRIPTION
Fig. 1: 1.4L Non-Turbo Engine (Code EAJ)

The four cylinder in-line engine displaces 1368 cubic centimeters (83 cubic inches) and features eight valves
operated by a single overhead camshaft with variable valve timing (VVT). Valve lash is maintained by
mechanical tappets.
Ignition timing, valve timing and fuel delivery are controlled by the powertrain control module (PCM).
To reduce polluting emission levels, the engine is equipped with:
 Oxidizing catalytic converter and two oxygen sensors.

 Fuel vapor evaporative emission system.
 Crankcase blowby gas recirculation system.

maintenance.

Refer to FUEL SYSTEM article, for the fuel system diagnosis.

LEAKAGE.
LEAKAGE.
LEAKS.

ENGINE WILL NOT 1. Weak battery 1. Charge or replace as necessary. Refer to
START BATTERY, DIAGNOSIS AND TESTING .
2. Corroded or loose 2. Clean and tighten battery connections. Refer to
battery connections. CLEANING .
3. Faulty engine starting 3. Diagnose engine starting system. Refer to
system. DIAGNOSIS AND TESTING .
4. Faulty coil or control 4. Replace ignition coil. Refer to COIL,
unit. IGNITION, REMOVAL - [EAJ] .
5. Incorrect spark plug 5. Correct as necessary.
gap.
system.
8. Faulty fuel pump or 8. Repair or replace as necessary.
wiring.
9. Faulty Camshaft 9. Replace sensor. Refer to SENSOR,

Position (CMP) sensor. CAMSHAFT POSITION, REMOVAL - [EAJ] .

10. Replace sensor. Refer to SENSOR,
10. Faulty Crankshaft
CRANKSHAFT POSITION, REMOVAL -
Position (CKP) sensor.
[EAJ] .
ENGINE STALLS OR 1. Vacuum leak. 1. Inspect intake manifold and vacuum hoses, repair
ROUGH IDLE or replace as necessary.
Position (CKP) sensor. CRANKSHAFT POSITION, REMOVAL -
[EAJ] .
IGNITION, REMOVAL - [EAJ] .
ENGINE LOSS OF 1. Dirty or incorrectly 1. Correct as necessary. Refer to SPARK PLUG,
POWER gapped spark plugs. REMOVAL - [EAJ] .
system.
3. Faulty fuel pump. 3. Replace fuel pump. Refer to MODULE, FUEL
PUMP, REMOVAL - [EAJ] .
4. Leaking cylinder 4. Replace cylinder head gasket. Refer to
head gasket. CYLINDER HEAD, REMOVAL.
5. Low compression. 5. Determine the cause and repair as necessary.
Refer to CYLINDER COMBUSTION
PRESSURE LEAKAGE.
6. Burned, warped or 6. Replace as necessary. Refer to VALVES,
pitted valves. INTAKE AND EXHAUST, REMOVAL.
7. Plugged or restricted 7. Inspect and replace as necessary.
exhaust system.
ENGINE MISSES ON 1. Dirty or incorrectly 1. Correct as necessary. Refer to SPARK PLUG,
ACCELERATION gapped spark plugs. REMOVAL - [EAJ] .
3. Burned, warped or 3. Replace as necessary. Refer to VALVES,
pitted valves. INTAKE AND EXHAUST, REMOVAL.
ENGINE MISSES AT 1. Dirty or incorrectly 1. Correct as necessary. Refer to SPARK PLUG,
HIGH SPEED gapped spark plugs. REMOVAL - [EAJ] .
system.

NOISY VALVES 1. High or low oil level in
1. Refer to Engine/Lubrication/OIL -
crankcase. Standard Procedure.
3. Low oil pressure. 3. Check oil pump, if Ok, check rod and
7. Worn valve guides. 7. Inspect the valve guides for wear,
cracks or looseness. If either condition
exists, replace the cylinder head. Refer
to CYLINDER HEAD, REMOVAL.
8. Excessive runout of valve 8. Refer to Engine/Cylinder
seats on valve faces. Head/VALVES, Intake and Exhaust -
Standard Procedure.
CONNECTING ROD NOISE 1. Insufficient oil supply. 1. Refer to Engine/Lubrication/OIL -
Standard Procedure.
5. Connecting rod journal out- 5. Service or replace crankshaft.
of-round.
MAIN BEARING NOISE 1. Insufficient oil supply. 1. Refer to Engine/Lubrication/OIL -
Standard Procedure.
round.
converter.


4. Disable the fuel system and perform the fuel system pressure release procedure. Refer to FUEL
SYSTEM PRESSURE RELEASE .
revolutions.

present.
to cylinder.


the cylinder.

necessary.
necessary.
AIR ESCAPES THROUGH Head gasket leaking or cracked Remove cylinder head and
RADIATOR cylinder head or block inspect. Replace defective part
MORE THAN 50% LEAKAGE Head gasket leaking or crack in Remove cylinder head and
FROM ADJACENT cylinder head or block between inspect. Replace gasket, head, or
CYLINDERS adjacent cylinders block as necessary
necessary
leaks are present.

best practices.

required.
replacement.
9. Fuel Dilution
oil consumption.
11. Oil Viscosity
temperatures.
16. Lugging Engine
consumption.

(a) Loose fasteners, broken or (a) Tighten fasteners, Repair or replace
porous metal parts. metal parts.
2. Crankshaft rear oil seal. 2. Replace rear crankshaft oil seal. Refer
to SEAL, CRANKSHAFT OIL,
REAR, REMOVAL.
3. Crankshaft rear oil seal 3. Polish or replace crankshaft.
grooved.
4. Oil pan flange cracked. 4. Replace oil pan. Refer to PAN, OIL,
REMOVAL.
Refer to SEAL, CRANKSHAFT OIL,
FRONT, REMOVAL.
grooved.
2. Faulty oil pressure switch. 2. Replace switch. Refer to SWITCH,
OIL PRESSURE, REMOVAL.
3. Low oil pressure. 3. Check main bearing clearance. Refer
to Engine/Engine Block/BEARING
(S), Crankshaft - Standard
Procedure.
3. Check rod bearing clearance. Refer to
Procedure.
4. Clogged oil filter. 4. Replace oil filter. Refer to FILTER,
5. Worn oil pump. 5. Replace oil pump. Refer to PUMP,
Engine/Lubrication/OIL - Standard
Procedure.
7. Excessive bearing clearance. 7. Replace crankshaft bearings. Refer to

Procedure.
8. Oil pump relief valve stuck. 8. Replace oil pump. Refer to PUMP,
9. Oil pump pick-up tube loose, 9. Replace oil pump pick-up. Refer to
damaged or clogged. PICK-UP, OIL PUMP, REMOVAL.
Block/RING(S), Piston - Standard
Procedure.
REMOVAL.
CYLINDER HEAD, REMOVAL.
4. Leaking valve guide seals. 4. Replace valve guide seals. Refer to
SEAL(S), VALVE GUIDE,
REMOVAL.
STANDARD PROCEDURE
Fig. 2: Covers/Caps
created.

procedure.

listed as a general reference guide. See service information for specific sealer
usage.
minutes.
SEALER APPLICATION

 Metal scraper.

SPECIFICATIONS
SPECIFICATIONS
Type SOHC I-4 8-Valve
Metric Standard
CYLINDER BLOCK
Specification
Description
Metric Standard
Cylinder Bore Roundness ± 0.05 mm ± 0.002 in.
(Ovality)
Flatness - Cylinder Head Gasket < 0.1 mm < 0.004 in.
Surface
Main Bearing Diameter - Grade 1 51.705 - 51.709 mm 2.0356 - 2.0358 in.
Main Bearing Thickness - Grade 1 1.836 - 1.840 mm 0.0723 - 0.0724 in.
(Red)
(Blue)
(Yellow)
PISTONS
Specification
Description
Metric Standard

PISTON PINS
Specification
Description
Metric Standard
Type Press Fit to Rod
PISTON RING END GAP

Specification
Description
Metric Standard

Specification
Description
Metric Standard
PISTON RING THICKNESS

Specification
Description
Metric Standard
CONNECTING RODS
Specification
Description Metric Standard

Bearing Thickness 1.544 - 1.548 0.0608 - 0.0609

Specification
Description
Metric Standard
End Play 0.155 - 0.355 mm 0.0061 - 0.0140 in.

Specification
Description
Metric Standard
Diameter 41.990 - 42.008 mm 1.6531 - 1.6539 in.
CAMSHAFT
Specification
Description
Metric Standard
Bearing Journal Diameter - 1st 24.000 - 24.015 mm 0.9449 - 0.9455 in.
Bearing Journal Diameter - 2nd 23.500 - 23.515 mm 0.9252 - 0.9258 in.
Bearing Journal Diameter - 3rd 30.992 - 31.008 mm 1.2202 - 1.2208 in.
CYLINDER HEAD
Specification
Description
Metric Standard
Minimum Cylinder Head Height 126.5 ± 0.1 mm 4.980 ± 0.004 in.
Flatness - Cylinder Block Gasket < 0.1 mm < 0.004 in.
Surface
Valve Guide Outside Diameter 10.010 - 10.030 0.3941 - 0.3949
Valve Guide Interference Fit (-0.029) - (-0.071) (-0.0011) - (-0.0028)
Tappet Bore Diameter 35.015 - 35.030 mm 1.3785 - 1.3791 in.
Tappet Outside Diameter 34.975 - 34.995 1.3770 - 1.3778
VALVES
Specification
Description
Metric Standard
Intake Valve to Tappet Clearance 0.3 mm 0.012 in.
Exhaust Valve to Tappet
0.4 mm 0.016 in.
Clearance
Stem-to-Guide Clearance -
0.030 - 0.066 mm 0.0012 - 0.0026 in.
Exhaust
Valve Guide Inside Diameter 5.022 - 5.040 0.1978 - 0.1984
VALVE SPRING
Specification
Description
Metric Standard
Length @ Spring Force - Intake
35.1 mm @ 155 N 1.38 in. @ 35 lbs.
and Exhaust
26.3 mm @ 390 N 1.04 in. @ 88 lbs.
and Exhaust
OIL PUMP
Specification
Description
Metric Standard

Battery Cable to Battery Terminal - M6 Nut 5 - 45
Camshaft Cap - M7 Bolts 20 15 -
Camshaft Position (CMP) Sensor - M6 Bolt 9 - 80
Camshaft Sprocket - M12 Bolt 20 + 55° 15 + 55° -
Turn* Turn*
Connecting Rod Cap - M8 Bolts 20 + 40° 15 + 40° -
Turn* Turn*
Crankshaft Rear Oil Seal Retainer - M6 Bolts 9* - 80*
Crankshaft Sprocket - M12 Bolt 20 + 90° 15 + 90° -

Turn Turn
Camshaft Pulley Cap 28 21 -
Crankshaft Vibration Damper - M8 Bolts 25 19 -
Crankshaft Position (CKP) Sensor to Oil Pump Housing - M6 Bolt 9 - 80
Cylinder Head Cover - M6 Bolts 9 - 80
Cylinder Head to Engine Block 30 + 180° 22 + 180° -
Turn* Turn*
Engine Block to Transmission - Stud and Nut 60 44 -
Flywheel Dust Shield to Bell Housing - M6 Bolts 9 - 80
Flywheel Dust Shield to Structural Collar - M6 Bolts 9 - 80
Ground Strap to Transmission - M8 Bolt 16 12 -
Ignition Coil to Cylinder Head Cover - M6 Bolts 9 - 80
Intake Manifold to Cylinder Head 25 18 -
Knock Sensor to Engine Block - M8 Bolt 25 18 -
Left Engine Mount Bracket to Transmission - M8 Bolts 70 52 -
Left Engine Mount Isolator to Body - M12 Bolts 50 37 -
Left Engine Mount Isolator to Engine Mount Bracket - M12 Bolt 110 81 -
Lower Crankcase to Engine Block - M8 Bolts 32* 27* -
Lower Crankcase to Engine Block - M10 Bolts 20 + 80° 15 + 80° -
Turn* Turn*
Lower Transmission Bell Housing - Bolts 40 30 -
Maniverter Bracket to Structural Collar 50 37 -
Maniverter to Cylinder Head - M8 Nuts 20 15 -
Maniverter Heatshield - M6 Nuts 9 - 80
Maniverter to Exhaust Pipe Flange - M8 Nuts 25 18 -
Negative Battery Cable to Battery - M6 Nut 5 - 45
Oil Pan to Lower Crankcase - M6 Bolts 9 - 80
Oil Pan to Oil Pump - M6 Nuts 9 - 80
Oil Pan Drain Plug 45 33 -
Oil Pressure Switch to Oil Pump 32 24 -
Oil Pump to Lower Crankcase - M6 Bolts 10 - 89
Oil Pump Pick Up Tube to Oil Pump - M6 Bolt 10 - 89
Oxygen Sensor to Exhaust Pipe - M18 45 33 -
Oxygen Sensor to Maniverter - M18 45 33 -
Rear Engine Mount Isolator to Body - M12 Bolt 130 96 -
Rear Engine Mount Isolator to Rear Engine Mount Bracket - M8 80 59 -
Bolt and Nut
Right Engine Mount Isolator to Body - M10 Bolts 60 44 -
Right Engine Mount Isolator to Engine Mount Bracket - M10 Bolts 60 44 -
Right Engine Mount Bracket to Cylinder Head - M8 Bolts 25 18 -
Structural Support Collar to Oil Pan - M6 Bolts 9 - 80
Tensioner to Cylinder Head - M8 Nut 28 21 -

Tunnel Support Brace to Front Crossmember - M10 Bolts 90 60 -
Upper Transmission Bell Housing - Bolts 60 44 -
REMOVAL
REMOVAL
PROCEDURE .
3. Remove the air cleaner body. Refer to BODY, AIR CLEANER, REMOVAL.
4. Remove the battery and battery tray. Refer to TRAY, BATTERY, REMOVAL .
8. Drain the transmission fluid. Refer to STANDARD PROCEDURE - FLUID DRAIN AND FILL .







Fig. 10: Lower Radiator Hose Clamp

19. Loosen the clamp (1) and disconnect the lower radiator hose from the radiator.


24. Disconnect the electrical connector (1) from the right and left front impact sensors (3). Refer to

25. Disconnect the electrical connector (2) from the horn (1).

26. Remove four bolts (1), eight bolts and washers (2), eight bolts and washers (3) and the cooling module
assembly (4) from the vehicle.
Fig. 17: Upstream/Downstream Oxygen Sensors, Heat Shield & Bolts

28. Unlock and disconnect the downstream oxygen sensor connector (3).
29. Unlock and disconnect the upstream oxygen sensor connector (2).



34. Remove the coolant recovery bottle (5). Refer to BOTTLE, PRESSURIZED COOLANT,
REMOVAL .

35. Remove the ground strap (1).

Fig. 22: Retaining Bands, Wiring & Hydraulic Unit Pipe Connector
36. Open the retaining bands (2) and move the wiring (1) aside.
Fig. 23: Potentiometers Connectors

37. Disconnect the electrical connections for the potentiometers for the clutch position and gear engagement
sensors.
Fig. 24: Gear Selector Potentiometer Connectors

38. Disconnect the electrical connections for the gear selector potentiometer.
Fig. 25: Gear Selection Solenoid Valve Connector

39. Disconnect the electrical connection for the gear selection solenoid valve.
Fig. 26: Reversing Switch Connector

40. Disconnect the electrical connection for the reversing switch.

Fig. 29: Main Wire Harness Connector

44. Unlock and disconnect the main wire harness connector (1) from the engine harness.
Fig. 30: Vacuum Check Valve

45. Disconnect the vacuum check valve (1) from the brake booster.
Fig. 31: Fuel Line

46. Disconnect the fuel line (1) from the fuel rail. Refer to FITTING, QUICK CONNECT .
Fig. 32: Evaporative Emissions (EVAP) Purge Solenoid, Retaining Clip, Electrical Connector &
Vacuum Hose
47. Disconnect the vacuum hose (4) from fuel vapor purge solenoid (1).
Fig. 33: Engine Hoist, Rear Engine Lift Bracket & Front Engine Lift Brackets
48. Attach the Power Unit Removing - Refitting Balance 1871001700 between the front engine lift brackets
(4 and 5), rear engine lift bracket (3) and the engine hoist (1).

Fig. 35: RH Engine Mount Isolator & Fasteners

50. Remove three bolts (2) from the RH engine mount isolator (3).

required.
53. Remove the upper starter bolts.
54. Remove upper bell housing bolts (1).
Fig. 37: Flywheel Dust Cover, Dowel Alignment Pins & Bolts
55. Remove two bolts attaching the flywheel dust cover (2) to the transmission bell housing.
Fig. 38: Bell Housing Bolts, Stud & Nut

56. Remove the nut (1) and the remaining transmission bell housing bolts (3).
57. Remove the transmission from the engine.
INSTALLATION
INSTALLATION
Fig. 39: Engine Hoist, Rear Engine Lift Bracket & Front Engine Lift Brackets
1. Attach the Power Unit Removing - Refitting Balance 1871001700 between the front engine lift brackets
(4 and 5), rear engine lift bracket (3) and the engine hoist (1).
Fig. 40: Bell Housing Bolts, Stud & Nut

required.
2. Install the transmission to vehicle using a suitable transmission jack.

3. Install the nut (1) and the stud (2) and tighten to 60 N.m (44 ft. lbs.).
4. Install the lower transmission bell housing bolts (3) and tighten to 40 N.m (30 ft. lbs.).
5. Install two bolts attaching the flywheel dust cover (2) to the transmission bell housing and tighten to 9
N.m (80 in. lbs.).

6. Install the upper bell housing bolts and tighten to 60 N.m (44 ft. lbs.).


lbs.).

9. Install the RH engine mount isolator (3) to the engine mount bracket with three nuts (1) tightened to 60
N.m (44 ft. lbs.).
10. Install the RH engine mount isolator (3) to the body with three bolts (2) tightened to 60 N.m (44 ft. lbs.).
Vacuum Hose
11. Connect the vacuum hose (4) to purge solenoid (1).

Fig. 46: Fuel Line

12. Connect the fuel line (1) to the fuel rail. Refer to FITTING, QUICK CONNECT .

13. Connect the vacuum check valve (1) to the brake booster.
Fig. 48: Main Wire Harness Connector

14. Connect and lock the main wire harness connector (1) to the engine harness.

Fig. 51: Reversing Switch Connector

18. Connect the electrical connection for the reversing switch.

Fig. 52: Gear Selection Solenoid Valve Connector

19. Connect the electrical connection for the gear selection solenoid valve.
Fig. 53: Gear Selector Potentiometer Connectors

20. Connect the electrical connections for the gear selector potentiometer.
Fig. 54: Potentiometers Connectors

21. Connect the electrical connections for the potentiometers for the clutch position and gear engagement
sensors.
Fig. 55: Retaining Bands, Wiring & Hydraulic Unit Pipe Connector
22. Close the retaining bands (2) around the wiring (1).

23. Install the ground strap at the transmission and tighten the bolts to 16 N.m (12 ft. lbs).

INSTALLATION .



30. Fill the transmission with the proper fluid to the correct level. Refer to FLUID, STANDARD
PROCEDURE .

31. Connect and lock the upstream oxygen sensor connector (2).
32. Connect and lock the downstream oxygen sensor connector (3).
25 N.m (18 ft. lbs.).
34. Install the maniverter pipe extension support to the structural collar. Tighten the bolt (2) to 50 N.m (37 ft.
lbs.).





Fig. 67: Lower Radiator Hose Clamp

40. Connect the lower radiator hose to the radiator and tighten the clamp (1).






to 90 N.m (60 ft. lb.).
51. Install the battery and battery tray. Refer to TRAY, BATTERY, INSTALLATION .
52. Install the air cleaner body. Refer to BODY, AIR CLEANER, INSTALLATION.
54. Fill the transmission. Refer to STANDARD PROCEDURE - FLUID DRAIN AND FILL .
components. Refer to appropriate Electrical Diagnostic service information.
SPECIAL TOOLS
SPECIAL TOOLS


AIR INTAKE SYSTEM

AIR CLEANER
REMOVAL
REMOVAL
Fig. 73: Air Cleaner Body Cover, Spring Clamps & Air Inlet Hose
1. Disengage the air inlet hose (3) from the air cleaner body cover (1).
2. Release the spring clamps (2) and remove the air cleaner body cover (1).

3. Remove the air cleaner element (1) from the air cleaner body cover.
INSTALLATION
INSTALLATION

1. Install the air cleaner element (1) to the air cleaner body cover.
Fig. 76: Air Cleaner Body Cover, Spring Clamps & Air Inlet Hose
2. Install the air cleaner body cover (1) and lock the spring clamps (2).
3. Install the fresh air intake (3) to the air cleaner body cover (1).
BODY, AIR CLEANER
REMOVAL
REMOVAL
Fig. 77: Air Cleaner Body, Clamp, Ball Stud Mounts, Air Inlet Hose & Bolt
1. Disengage the air inlet hose (4) from the cover of the air cleaner body (1).
2. Loosen the clamp (2) and remove the oil vapor hose from the air cleaner body (1).
3. Disengage three ball stud mounts (3) and lift the air cleaner body (1) off of the throttle body.
4. If required, remove the bolt (5) and the air inlet hose (4).
INSTALLATION
INSTALLATION
Fig. 78: Air Cleaner Body, Clamp, Ball Stud Mounts, Air Inlet Hose & Bolt
1. Engage the air cleaner housing (1) to the throttle body, push the air cleaner housing down into position
onto the three ball stud mounts (3).

2. Install the oil vapor hose and tighten the clamp (2).
3. Install the fresh air intake (4) to the air cleaner body (1) and tighten the bolt (5) to 5 N.m (45 in. lbs.).
CYLINDER HEAD
DESCRIPTION
DESCRIPTION
Fig. 79: Variable Turbulence Combustion Chamber Cylinder Head

The one-piece 1.4L 8V aluminum alloy cylinder head features two valves per cylinder with pressed in metal
valve guides. The valves are actuated directly by the camshaft through bucket style mechanical tappets using
selectable shims to adjust valve clearance. The head gasket is made of an aramidic fiber and the head does not
require retightening throughout the life of the engine.
The "variable turbulence" combustion chamber design offers maximum performance and efficiency with
reduced emissions. The variable turbulence is achieved through the inclusion of a calibrated deflector near the
exhaust valve head (3) and special curvature of the intake manifold (1). This allows a consistent amount of the
exhaust gases (about 25%) to be recirculated in the combustion chamber (2) reducing fuel consumption and
exhaust emissions when driving in partial load conditions.

water jacket.

 Loss of coolant
 Coolant foaming

VISUAL TEST METHOD
opens.




REMOVAL
REMOVAL
4. Remove the ignition coil(s). Refer to COIL, IGNITION, REMOVAL - [EAJ] .
6. Remove the exhaust maniverter. Refer to MANIFOLD, EXHAUST, REMOVAL.
7. Drain the engine coolant. Refer to STANDARD PROCEDURE .
9. Remove the crankshaft vibration damper. Refer to DAMPER, VIBRATION, REMOVAL.

10. Remove the lower timing belt cover. Refer to COVER(S), ENGINE TIMING, REMOVAL.
11. Remove the right engine mount insulator and right engine mount bracket. Refer to INSULATOR,
ENGINE MOUNT, LEFT, REMOVAL, INSULATOR, ENGINE MOUNT, REAR, REMOVAL
and INSULATOR, ENGINE MOUNT, RIGHT, REMOVAL.

Vacuum Hose
16. Unlock and disconnect the fuel vapor purge solenoid electrical connector (3).
17. Disconnect the fuel vapor purge hose (4) from the fuel vapor purge solenoid (1).

18. Unlock and disconnect the electrical connector (1) from the IAT/MAP sensor.
Fig. 85: Electronic Throttle Control (ETC) Electrical Connector, Fuel Injection Harness Electrical
Connector & Fuel Line
19. Unlock and disconnect the fuel injection harness electrical connector (2).
20. Unlock and disconnect the electronic throttle control (ETC) electrical connector (1).
21. Disconnect the fuel line (4) from the fuel rail.
Fig. 86: Heater Core Inlet Hose, Engine Coolant Temperature (ECT) Sensor Electrical Connector,
Upper Radiator Hose, Clamps & Coolant Recovery Bottle Return Hose
22. Unlock and disconnect the engine coolant temperature (ECT) sensor electrical connector (2).
23. Loosen the clamp (5) and remove the upper radiator hose (4) from the thermostat housing.
24. Loosen the clamp (3) and remove the heater core inlet hose (1) from the thermostat housing.
25. Disconnect the coolant recovery bottle return hose (6) from the thermostat housing.
Fig. 87: Cylinder Head & Bolts

26. Remove the cylinder head retaining bolts (1) and remove the cylinder head (2) with the camshaft and
intake manifold attached.
27. Remove the cylinder head gasket.
Fig. 88: Intake Manifold, Head Overhaul Mounting & Fasteners

28. Install the cylinder head on Head Overhaul Mounting 1860470000 (2) and position the fixture in a bench
vice.
29. Remove the nuts (3) and bolts (4) and remove the intake manifold (1) from the cylinder head.
30. If required, remove the camshaft from the cylinder head. Refer to CAMSHAFT, ENGINE,
REMOVAL.
31. If required, remove the thermostat housing and thermostat from the cylinder head. Refer to
THERMOSTAT, REMOVAL .
CLEANING
CLEANING

INSPECTION
INSPECTION

Specifications.
 Springs
 Valve Seats
 Valve Guides
 Valves
INSTALLATION
INSTALLATION
Fig. 90: Intake Manifold, Head Overhaul Mounting & Fasteners

1. If removed, install the camshaft on the cylinder head. Refer to CAMSHAFT, ENGINE,
INSTALLATION.
2. If removed, install the thermostat and thermostat housing on the cylinder head. Refer to
THERMOSTAT, INSTALLATION .
3. Install the intake manifold (1) to the cylinder head with nuts (3) and bolts (4) tightened to 25 N.m (18 ft.
lbs.).

Procedure.
5. Position the new cylinder head gasket on the cylinder block.
6. Position the cylinder head onto the cylinder block.
Fig. 92: Heater Core Inlet Hose, Engine Coolant Temperature (ECT) Sensor Electrical Connector,
Upper Radiator Hose, Clamps & Coolant Recovery Bottle Return Hose
9. Connect the coolant recovery bottle return hose (6) to the thermostat housing.
10. Install the heater core inlet hose (1) to the thermostat housing and tighten the clamp (3).
11. Install the upper radiator hose (4) to the thermostat housing and tighten the clamp (5).
13. Connect the fuel line (4) to the fuel rail.

14. Connect and lock the electronic throttle control (ETC) electrical connector (1).
15. Connect and lock the fuel injection harness electrical connector (2).

Vacuum Hose
17. Connect the fuel vapor purge hose (4) to the fuel vapor purge solenoid (1).
18. Connect and lock the fuel vapor purge solenoid electrical connector (3).

21. Install the timing belt. Refer to BELT, TIMING, INSTALLATION.
22. Install the right engine mount bracket and insulator. Refer to INSULATOR, ENGINE MOUNT, LEFT,
INSTALLATION, INSULATOR, ENGINE MOUNT, REAR, INSTALLATION and INSULATOR,
ENGINE MOUNT, RIGHT, INSTALLATION.

23. Install the lower timing belt cover. Refer to COVER(S), ENGINE TIMING, INSTALLATION.
24. Install the crankshaft vibration damper. Refer to DAMPER, VIBRATION, INSTALLATION.
26. Install the exhaust maniverter. Refer to MANIFOLD, EXHAUST, INSTALLATION.
27. Install the upper timing belt cover. Refer to COVER(S), ENGINE TIMING, INSTALLATION.
28. Install the ignition coil(s). Refer to COIL, IGNITION, INSTALLATION - [EAJ] .
ASSEMBLY, VARIABLE VALVE TIMING
DESCRIPTION
DESCRIPTION
Fig. 97: Camshaft Pulley & Bolt

The 1.4 8V engine is equipped with Variable Valve Timing (VVT). This system is capable of continuously
modifying the position of the camshaft in relation to the crankshaft. In this way the engine is operating with
optimum timing under all driving conditions to improve engine performance, mid-range torque, idle quality,
fuel economy, and reduce emissions. The camshaft pulley (1) is integrated with the VVT assembly and is
serviced as an assembly. The VVT assembly is sometimes referred to as a camshaft phaser. The camshaft
phaser is managed entirely by the powertrain control module (PCM) which:
 monitors the camshaft position with the camshaft position (CMP) sensor.
 alters this position according to engine operation on the basis of a calibrated map.
 keeps the camshaft position under control.
OPERATION
OPERATION
Fig. 98: Variable Valve Timing (VVT) Assembly

The Variable Valve Timing (VVT) assembly is actuated with engine oil pressure. The oil flow to the VVT
assembly is controlled by an Oil Control Valve (OCV) (6). The OCV contains a Pulse Width Modulated
(PWM) solenoid and a spool valve. The PCM actuates the OCV to control oil flow through the spool valve into
the VVT assembly. The VVT assembly consists of a rotor (5), stator (2), and pulley (1). The stator is connected
to the timing belt through the pulley. The rotor is connected to the camshaft. Oil flow in to the VVT assembly
rotates the rotor with respect to the stator, thus rotating the camshaft with respect to the timing belt.
The rotor is equipped with vanes. The vanes separate the timing advance compartment (3) from the timing
retard compartment (4). The OCV directs oil flow into one compartment or the other. The pressure of the oil
entering a compartment (8) pushes the vane to one side and the oil in the other compartment is discharged to the
cylinder head (7). The rotor and camshaft are thereby rotated in a certain direction (advance or retard). If the
OCV directs engine oil to both compartments simultaneously, the pressures at the two sides of the rotor are
dynamically balanced and the rotor position remains fixed.
Thus, the VVT assembly changes valve timing by changing the relationship between the camshaft and the
timing belt. An infinitely variable valve timing position can be achieved within the limits of the hardware. The
camshaft position (CMP) sensor monitors the position of the camshaft with respect to the crankshaft and
provides feedback to the PCM.
REMOVAL
REMOVAL

4. Remove the camshaft position (CMP) sensor. Refer to SENSOR, CAMSHAFT POSITION,
REMOVAL - [EAJ] .
Fig. 100: Camshaft Pulley, Bolt, Camshaft Pulley Cap & Wrench
15. Unscrew and remove the camshaft pulley cap (3).

16. Hold the camshaft against rotation with a wrench (4) and remove the camshaft pulley bolt (2). Remove
the camshaft pulley (1) from the camshaft.
INSTALLATION
INSTALLATION
1. Install the timing belt and camshaft pulley. Refer to BELT, TIMING, INSTALLATION.
11. Install the camshaft position (CMP) sensor. Refer to SENSOR, CAMSHAFT POSITION,
INSTALLATION - [EAJ] .
12. Install the battery tray and battery. Refer to TRAY, BATTERY, INSTALLATION .
BUCKET, TAPPET
DIAGNOSIS AND TESTING - MECHANICAL VALVE TAPPET NOISE DIAGNOSIS
A tappet-like noise may be produced from incorrect valve lash. Refer to BUCKET, TAPPET, STANDARD
PROCEDURE.
STANDARD PROCEDURE
VALVE LASH MEASUREMENT
NOTE: The engine must be cold to measure valve lash.

Fig. 102: Measuring Valve Lash Clearance Using Feeler Gauge

6. Position the camshaft lobe vertical over the tappet to be measured (valve closed).
7. Measure the valve lash clearance using feeler gauges (1).
8. Repeat for all tappets and verify that the measurements are within specification. Refer to Engine -
Specifications.
NOTE: Valve lash is adjustable through the use of selectable shims. Refer to
BUCKET, TAPPET, STANDARD PROCEDURE.
VALVE LASH ADJUSTMENT

Fig. 103: Tappet Lowering Lever, Tappet Holding Lever & Valve Lash Shim
1. Measure the valve lash. Refer to BUCKET, TAPPET, STANDARD PROCEDURE.
NOTE: Valve lash is adjusted by the use of selectable shims (3).
2. Compress the valve spring using Tappet Lowering Lever 1860443000 (1). If clearance was too small,
refer to the Clearance too Small procedure.
3. Insert the Tappet Holding Lever 18607240001 (2) and remove the Tappet Lowering Lever.
4. Remove and replace the valve lash shim (3) with a shim of the correct thickness.
5. Remove the Tappet Holding Lever.
6. Measure the valve lash. Refer to BUCKET, TAPPET, STANDARD PROCEDURE.
REMOVAL
REMOVAL
Fig. 104: Camshaft Tappets

NOTE: If the tappets and shims are to be reused, identify their positions so that
they can be reassembled into their original locations.
2. Remove the camshaft tappets and shims (1).
INSTALLATION
INSTALLATION
Fig. 105: Camshaft Tappets

NOTE: If the tappets and shims are being reused, reassemble them into their original
locations.
1. Apply a light coat of clean engine oil to camshaft tappets (1) prior to assembly.
2. Install camshaft tappets (1) into cylinder head.
3. Install the camshaft. Refer to CAMSHAFT, ENGINE, INSTALLATION.
NOTE: If installing new tappets, valve lash must be measured and adjusted. Refer to
BUCKET, TAPPET, STANDARD PROCEDURE.
CAMSHAFT, ENGINE
DESCRIPTION
DESCRIPTION
Fig. 106: Single Over Head Camshaft (SOHC) Configuration

The 1.4L 8V engine uses a Single Over Head Camshaft (SOHC) to provide valve actuation. The camshaft (2)
has three bearing journal surfaces and two cam lobes per cylinder. The front of the camshaft accommodates the
camshaft oil seal (1) and pulley mounting. The rear of the camshaft incorporates a pick-up wheel for the
camshaft position (CMP) sensor.
OPERATION
OPERATION
The camshaft is driven by the crankshaft via drive pulleys and belt. As the crankshaft turns, the timing belt turns
the camshaft. The camshaft has precisely machined lobes to provide accurate valve timing and duration.
The camshaft lobes are located directly over the valves and are actuated through bucket style tappets.
The camshaft is supported by three bearing journals. Camshaft bearing lubrication is provided via a oil supply
passage through the cylinder head.
STANDARD PROCEDURE

NOTE: Typical camshaft endplay measurement shown in illustration.
2. Mount Dial Indicator Set C-3339A (1) to a stationary point at the front of the engine. Locate the probe
perpendicular against the nose of the camshaft.
REMOVAL
REMOVAL


12. Hold the camshaft against rotation with a wrench (4) and remove the camshaft pulley bolt (2). Remove
the camshaft pulley (1) from the camshaft.
Fig. 109: Camshaft Bearing Caps, Bolts & Oil Seal

NOTE: Camshaft bearing caps (2) are marked during engine manufacturing. The
markings on the caps (2) should align with the markings on the cylinder
head.

13. Slowly loosen the camshaft bearing cap bolts (1) and remove the bearing caps (2).
14. Remove the camshaft (3) from the cylinder head.
15. Remove the camshaft oil seal (4) from the cylinder head.
INSPECTION
INSPECTION

Specifications.
INSTALLATION
INSTALLATION
Fig. 111: Camshaft Bearing Caps, Bolts & Oil Seal

NOTE: Camshaft bearing caps (2) are marked during engine manufacturing. The
markings on the caps (2) should align with the markings on the cylinder head.
1. Lubricate the camshaft journals with clean engine oil.

2. Install the camshaft (3) on the cylinder head.
3. Install the camshaft oil seal (4) over the camshaft end and on the cylinder head.
4. Install the camshaft bearing caps (2) and tighten the bolts (1) to 20 N.m (15 ft. lbs.).
components.
REMOVAL
REMOVAL

Fig. 112: Valve Cover, Camshaft Position (CMP) Sensor Electrical Connector, Variable Valve
Timing (VVT) Solenoid Electrical Connector & Bolts
7. Unlock and disconnect the variable valve timing (VVT) solenoid electrical connector (5).
9. Remove bolts (3) and the cylinder head cover (4).

10. Remove the bolt and the camshaft position (CMP) sensor (1) from the cylinder head cover. Refer to
SENSOR, CAMSHAFT POSITION, REMOVAL - [EAJ] .
INSTALLATION
INSTALLATION
Fig. 114: Cylinder Head Cover, Bolts & Tappet Cover Centering Template
1. Apply a strip of Loctite 5900 or equivalent silicone sealant, over the four corners of the contact surface
with the cylinder head cover.
2. Install the cylinder head cover gasket.
3. Install the cylinder head cover (3) on the cylinder head with the bolts (2) hand tight.
4. Install Tappet Cover Centering Template 2000004300 (1) on the cylinder head and cylinder head cover.
5. Tighten the cylinder head cover bolts (2) to 9 N.m (80 in. lbs.).
6. Remove the Tappet Cover Centering Template.

7. Install the camshaft position (CMP) sensor (1) to the cylinder head cover. Refer to SENSOR,
CAMSHAFT POSITION, INSTALLATION - [EAJ] .
Fig. 116: Valve Cover, Camshaft Position (CMP) Sensor Electrical Connector, Variable Valve
Timing (VVT) Solenoid Electrical Connector & Bolts
9. Connect and lock the variable valve timing (VVT) solenoid electrical connector (5)
10. Connect and lock the camshaft position (CMP) sensor electrical connector (1).
13. Install the battery tray and battery. Refer to TRAY, BATTERY, INSTALLATION .
components.
SEAL(S), CAMSHAFT
REMOVAL
REMOVAL
Fig. 117: Camshaft Cap, Bolts & Seal

2. Remove the camshaft pulley. Refer to SPROCKET(S), TIMING BELT AND CHAIN, REMOVAL.
3. Remove the bolts and the camshaft cap (1).
INSTALLATION
INSTALLATION
Fig. 118: Camshaft Cap, Bolts & Seal

1. Install the camshaft oil seal (2) over the camshaft end and on the cylinder head.
2. Install the camshaft bearing cap and tighten the bolts (1) to 20 N.m (15 ft. lbs.).
DESCRIPTION
DESCRIPTION
REMOVAL
REMOVAL
Fig. 120: Valve Support Stand

1. Install the cylinder head on the Valve Support Stand 1860749000 (1).
reassembled into their original locations.
2. Remove the valve spring(s). Refer to SPRING(S), VALVE, REMOVAL.
Fig. 121: Valve Seal Tool, Valve Guide Seal & Valve Spring Seat
INSTALLATION
INSTALLATION

Fig. 123: Valve Guide Seal, Spring Seat & Driver

Using an appropriate driver (3), install the seal firmly and squarely over the valve guide.
locations.
5. Install the valve spring(s). Refer to SPRING(S), VALVE, INSTALLATION.
SPRING(S), VALVE
DESCRIPTION
DESCRIPTION

REMOVAL
REMOVAL


2. Remove the valve tappets. Refer to BUCKET, TAPPET, REMOVAL.
Fig. 126: Removing/Installing Valve Spring Assembly

4. Position the Valve Half-Cone Removing Chamber 1870890000 (1) in the Removing/Refitting Valve
Lever 1860644001 (5).
REMOVAL.
INSPECTION
INSPECTION


INSTALLATION
INSTALLATION


3. If removed, install the spring seat and valve guide seal over the valve guide. Refer to SEAL(S), VALVE
GUIDE, INSTALLATION.
locations.
Lever 1860644001 (5).
6. Compress the valve spring (4) and install the valve retaining locks (2).
NOTE: If the valves or valve seats have been refinished, verify that the installed
height of the valve springs is within specification. Refer to Engine -
Specifications.
NOTE: If the tappets and shims are being reused, reassemble them into their
original locations.
7. Install the valve tappets and camshaft. Refer to BUCKET, TAPPET, INSTALLATION.
DESCRIPTION
DESCRIPTION
Fig. 131: Single Over Head Camshaft (SOHC) Configuration

Each of the four combustion chambers contains an intake valve (10) and exhaust valve (11), for a total of 8
valves. The valves are opened directly by the camshaft (2) through bucket style cam followers (4). All valves
use three bead lock keepers (5) to retain springs (7) and to promote valve rotation.
STANDARD PROCEDURE


1 - SEAT WIDTH
2 - FACE ANGLE
3 - SEAT ANGLE
degree face angle.
VALVES

VALVE SEATS

1 - SEAT WIDTH
2 - FACE ANGLE
3 - SEAT ANGLE
obtained.
stone.
must be replaced.

NOTE: Typical valve and spring configuration shown in illustration.
locations.
valve stem (2).

locations.
Lever 1860644001 (5).
6. Compress the valve spring (4) and install the valve retaining locks (2).

REMOVAL
REMOVAL
2. Remove the valve spring(s). Refer to SPRING(S), VALVE, REMOVAL.

valve guides.
REMOVAL.
INSPECTION
INSPECTION
VALVES

VALVE GUIDES

4. Attach the Dial Indicator Set C-3339A (1) to the cylinder head and set it at a right angle to the valve stem
being measured.
Specifications.
cylinder head, replace the valve guide. Refer to VALVES/SEATS/GUIDES,
INTAKE AND EXHAUST, REMOVAL.
INSTALLATION
INSTALLATION

locations.
valve stem (2).
4. Install the valve spring(s). Refer to SPRING(S), VALVE, INSTALLATION.
height is within specification. Refer to Engine - Specifications.
NOTE: If the tappets and shims are being reused, reassemble them into their
original locations.
5. Install the valve tappets and camshaft. Refer to BUCKET, TAPPET, INSTALLATION.
VALVES/SEATS/GUIDES, INTAKE AND EXHAUST

REMOVAL
REMOVAL
Fig. 142: Removing Valve Guides

1. Remove the valve(s). Refer to VALVES, INTAKE AND EXHAUST, REMOVAL.

2. Remove the valve guide seal and spring seat. Refer to SEAL(S), VALVE GUIDE, REMOVAL.
3. Remove the valve guide(s) (1) using Valve Guide Extractor/Fitting Tool 1871008500 (2).
INSTALLATION
INSTALLATION
Fig. 143: Installing Valve Guides

1. Measure the valve guide and cylinder head to verify that the valve guide interference fit is within
2. Heat the cylinder head to 100°C - 120°C (212°F - 248°F).
3. Install the valve guide(s) (1) using Valve Guide Extractor/Fitting Tool 1871008500 (2).
4. Measure the valve stem and valve guide to verify that the valve stem to guide clearances within
5. If required, ream the inside diameter of the installed valve guide to increase valve stem to guide
clearance.
6. Install the valve(s). Refer to VALVES, INTAKE AND EXHAUST, INSTALLATION.
ENGINE BLOCK
DESCRIPTION
DESCRIPTION


STANDARD PROCEDURE

obtain fresh stock.
Specifications.
results.

Specifications.


is a metric scale.



INSPECTION
INSPECTION




bore.
STANDARD PROCEDURE
The connecting rod bearings must be replaced one set at a time in order to prevent the pistons from contacting
the valves.
1. Remove the spark plugs. Refer to SPARK PLUG, REMOVAL - [EAJ] .



5. Install the Connecting Rod Guides 10281 (4) on the connecting rod.

damage may occur.
connecting rod cap bolts (3) to 20 N.m (15 ft. lbs.) plus 40° rotation.
14. Install the spark plugs and ignition coils. Refer to SPARK PLUG, INSTALLATION - [EAJ] .
STANDARD PROCEDURE
journal diameter grade markings are stamped into the crankshaft.
below identifies the three crankshaft grade markings and their associated journal diameters.
Crankshaft Marking Journal Size mm (in.)

A 47.997 - 48.003 mm (1.8896 - 1.8899 in.)
B 47.988 - 47.994 mm (1.8893 - 1.8895 in.)
C 47.982 - 47.988 mm (1.8890 - 1.8893 in.)
Engine block main bearing bore diameter grade markings are stamped into the engine block.
identifies the three engine block grade markings and their associated bore diameters.
Engine Block Marking Journal Size mm (in.)

1 51.705 - 51.709 mm (2.0356 - 2.0358 in.)
2 51.709 - 51.713 mm (2.0358 - 2.0359 in.)
3 51.713 - 51.717 mm (2.0359 - 2.0361 in.)
engine block. Main bearings are available in three sizes. Upper and lower sizes can be mixed on a journal in
order to achieve the desired oil clearance. The chart below identifies the five sizes available and how they
should be selected based on crankshaft and engine block grade markings.

Marking 1 2 3
A R/R R/B B/B
B R/B B/B B/Y

C B/B B/Y Y/Y
Clearance


RED 1.836 - 1.840 mm (0.0723 - 0.0724 in.)
BLUE 1.843 - 1.847 mm (0.0726 - 0.0727 in.)
YELLOW 1.848 - 1.852 mm (0.0728 - 0.0729 in.)

lower main bearings are NOT interchangeable. The upper and lower main bearings are "select fit" to achieve
proper oil clearances. Refer to Engine/Engine Block/BEARING(S), Crankshaft - Standard Procedure.




application.


illustration.

18. Install the rear crankshaft oil seal. Refer to SEAL, CRANKSHAFT OIL, REAR, INSTALLATION.
19. Install the transmission to the engine and install the engine and transmission in the vehicle. Refer to
INSTALLATION.
CRANKSHAFT
DESCRIPTION
DESCRIPTION

STANDARD PROCEDURE


1. Mount Dial Indicator Set (1) to a stationary point on the engine. Locate the probe perpendicular against
the end of the crankshaft.
REMOVAL
REMOVAL
the vehicle.




damage may occur.



INSPECTION
INSPECTION


INSTALLATION
INSTALLATION

INSTALLATION.



application.

illustration.


damage may occur.
22. Install the engine oil pump, timing belt and pulleys. Refer to PUMP, ENGINE OIL, INSTALLATION.
23. Install the rear crankshaft oil seal. Refer to SEAL, CRANKSHAFT OIL, REAR, INSTALLATION.
INSTALLATION.
components.
DAMPER, VIBRATION
REMOVAL
REMOVAL



INSTALLATION
INSTALLATION

RING(S), PISTON
STANDARD PROCEDURE



0.20 - 0.40 mm
No. 1 Ring (Top)
(0.008 - 0.016 in.)
0.50 - 0.70 mm
No. 2 Ring (Center)
(0.020 - 0.028 in.)
Oil Control Ring 0.20 - 0.40 mm
(Bottom) (0.008 - 0.016 in.)



No. 1 Ring (Top) 0.030 - 0.070 mm (0.0012 - 0.0028 in.)
REMOVAL
REMOVAL

following order:




INSTALLATION
INSTALLATION

Procedure.
following order:







INSTALLATION.
DESCRIPTION
DESCRIPTION

The pistons are a lightweight design made of a high strength silicon aluminum alloy with low tension piston
rings. The piston pin is a press fit into the rod. The connecting rod cap is bolted to the connecting rod. The
connecting rod bolts are not reusable. Pistons are available in three different diameters. The piston rings have a
dot or a mark that must face the top of the piston. The pistons have an arrow stamped on the crown to indicate
assembly orientation.
STANDARD PROCEDURE
PISTON FITTING
are stamped into the engine block.

Metric Standard
A 72.000 - 72.010 mm 2.8346 - 2.8350 in.
B 72.010 - 72.020 mm 2.8350 - 2.8354 in.
C 72.020 - 72.030 mm 2.8354 - 2.8358 in.


Metric Standard
A 71.960 - 71.970 mm 2.8331 - 2.8835 in.
B 71.970 - 71.980 mm 2.8835 - 2.8339 in.
C 71.980 - 71.990 mm 2.8339 - 2.8342 in.
DIAL INDICATOR

FEELER GAUGE

REMOVAL
REMOVAL


pistons from the engine block. Be sure to keep the tops of pistons covered during this operation.


damage may occur.
DISASSEMBLY
DISASSEMBLY
Fig. 194: Removing Piston Pin

2. Remove the piston rings. Refer to RING(S), PISTON, REMOVAL.
3. Position the piston and connecting rod on the Piston and Connecting Rod Assembly Support Mounting
1860986000 (3).
4. Use an arbor press and Piston Pin Extracting/Fitting Tool 2000003500 (1) to remove the piston pin (2).
INSPECTION
INSPECTION
Fig. 195: Inserts

1. Wipe the bearings (1) clean.

2. Inspect the bearings for abnormal wear patterns, scoring, grooving, fatigue, pitting and for metal or other
3. Inspect the back of the bearings for fractures, scrapes, or irregular wear patterns.
4. Inspect the bearing locking tabs for damage.

NOTE: The pistons are "select fit" to achieve proper oil clearance. Refer to
deterioration.
9. Check the piston for taper and out of round shape. Refer to Engine - Specifications.
ASSEMBLY
ASSEMBLY
Fig. 197: Piston Pin Offset

NOTE: Install the piston to the connecting rod so that the piston pin offset (1) is facing
the number stamped on the big end.
Fig. 198: Installing Piston Pin

1. Place the piston pin (2) on the Piston Pin Extracting/Fitting Tool 2000003500 (3).
2. Position the piston and connecting rod on the Piston and Connecting Rod Assembly Support Mounting
1860986000 (1) and install the piston pin.
3. Install the piston rings. Refer to RING(S), PISTON, INSTALLATION.
INSTALLATION.
INSTALLATION
INSTALLATION


NOTE: Ensure the position of the ring end gaps does not change when installing
the ring compressor.
5. Lubricate the piston rings with clean engine oil. Position Piston Ring Compressor C-385 (2) over the
piston and rings. Tighten the compressor (2).

journal.
17. Install the cylinder head, timing belt and pulleys. Refer to CYLINDER HEAD, INSTALLATION.
INSTALLATION.
REMOVAL
REMOVAL

damage.
1. Remove the crankshaft pulley. Refer to SPROCKET(S), TIMING BELT AND CHAIN, REMOVAL.
INSTALLATION
INSTALLATION
1. Apply engine oil to the seal pilot diameter of the Front Crankshaft Cover Oil Seal Fitting Tool
1860990000 (1) and to the inside diameter of the front crankshaft oil seal (2).
2. Carefully install the oil seal onto the seal fitting tool.
NOTE: Ensure that the garter spring (3) is intact around the inside of the oil seal
lip.
Fig. 205: Fitting Tool

4. Position the fitting tool (1) on the crankshaft and install the crankshaft sprocket bolt.
5. Tighten the crankshaft sprocket bolt until the crankshaft oil seal is seated in the oil pump.

7. Install the timing belt and pulleys. Refer to SPROCKET(S), TIMING BELT AND CHAIN,
INSTALLATION.
REMOVAL
REMOVAL


3. Remove the seal retainer attaching screws (1).
INSTALLATION
INSTALLATION



4. Attach Alignment Fixture 8225 (1) to the oil pan mounting flange using the oil pan bolts (2). Tighten the
bolts to 9 N.m (80 in. lbs.).
seal leakage.
5. Carefully install the Rear Seal Installer 10306 (1) into the rear seal retainer (3).
NOTE: Ensure that the garter spring (2) is intact around the inside of the oil seal
lip.

the seal retainer).
(1).

9. While maintaining this alignment, install the six seal retainer bolts. Tighten the six bolts in the sequence
shown in illustration to 9 N.m (80 in. lbs.).
10. Install the flywheel and transmission. Refer to FLYWHEEL, INSTALLATION .
ENGINE MOUNTING
REMOVAL
REMOVAL


6. If required, remove the three bolts (1) and the left engine mount bracket from the transmission.
INSTALLATION
INSTALLATION

1. If removed, install the left engine mount bracket to the transmission with three bolts (1) tightened to 70
N.m (52 ft. lbs.).

lbs.).
5. Install the battery tray. Refer to TRAY, BATTERY, INSTALLATION .

REMOVAL
REMOVAL



INSTALLATION
INSTALLATION


REMOVAL
REMOVAL

1. Reposition the pressurized coolant bottle.

3. Remove three bolts (2), three nuts (1) and the RH engine mount isolator (3).
Fig. 222: Right Engine Mount Bracket & Bolts

4. If required, remove the bolts (2) and the right engine mount bracket (1) from the engine.
INSTALLATION
INSTALLATION
Fig. 223: Right Engine Mount Bracket & Bolts

1. If removed, install the right engine mount bracket (1) to the engine and tighten the bolts (2) to 25 N.m (18
ft. lbs.).

2. Install the RH engine mount isolator (3) to the engine mount bracket with three nuts (1) tightened to 60
N.m (44 ft. lbs.).
3. Install the RH engine mount isolator (3) to the body with three bolts (2) tightened to 60 N.m (44 ft. lbs.).
4. Install the pressurized coolant bottle. Refer to BOTTLE, PRESSURIZED COOLANT,
INSTALLATION .
LUBRICATION
DESCRIPTION
DESCRIPTION
Fig. 225: Engine Lubrication Flow

 Oil pump pick-up tube (1) attached to the oil pump

 Oil pump (2) that is directly coupled to the crankshaft and is mounted to the front of the engine as part of
the oil pump housing
 Oil filter (3) located on the oil pump housing
 Four piston oil cooler jets (5) mounted to the engine block
 Oil pressure switch (8) located on the oil pump housing
 Variable Valve Timing (VVT) solenoid located on the cylinder head
 Camshaft phaser located on the end of the camshaft as part of the camshaft pulley
OPERATION
OPERATION
part of the oil pump housing. The oil from the pump travels to the oil filter element. After the oil has been
filtered, the oil enters the main oil gallery. The pressurized oil travels through the main gallery to the five main
journals to lubricate the crankshaft main bearings and supply oil to four piston oil cooling jets. The pressurized
oil travels through the crankshaft main journals to cross-drilling supplying oil to the connecting rod journals.
From the cylinder block the oil flows into the cylinder head. Cylinder head oil is supplied to the camshaft
journals, valve tappets and variable valve timing (VVT) solenoid. The VVT solenoid controls oil flow to the
camshaft phaser located on the front of the camshaft as part of the camshaft pulley.

FROM TO
Oil Pump Oil Filter
Piston Cooling Jets
Cylinder Head
Valve tappets
Cylinder Head Camshaft Journals
Variable valve timing (VVT) solenoid
Variable valve timing (VVT) solenoid Camshaft phaser
ENGINE OIL LEAK
the inspection.
TEST METHOD below.
1. Disconnect the oil vapor hose from the cylinder head cover. Cap or plug all engine hoses and fittings.
test pressure.
oil vapor hose.

be reinstalled.

REMOVAL.

20 N.m (177 in. lbs.).
FILTER, ENGINE OIL
REMOVAL
REMOVAL
Fig. 228: Oil Filter

1. Place a suitable drain pan under the engine oil filter (1).
2. Remove the oil filter (1) from the oil pump housing.
3. Remove and discard the oil filter gasket.
INSTALLATION
INSTALLATION

1. Lightly lubricate the new oil filter gasket with clean engine oil.
2. Install the new oil filter (1) onto the oil filter housing and tighten by hand.
3. Add oil, verify crankcase oil level and start the engine. Inspect for oil leaks. Refer to
DESCRIPTION
DESCRIPTION

REMOVAL
REMOVAL

3. Using Engine Oil Jets Removal Striker 1860395000 (1), drive the piston oil cooler jet(s) (2) from the
engine block.
INSTALLATION
INSTALLATION
Fig. 232: Engine Oil Jet Fitting Tool & Piston Oil Cooler Jet
1. Using Engine Oil Jet Fitting Tool 1860313000 (1), install the piston oil cooler jet(s) (2) into the engine
block.
INSTALLATION.
OIL
STANDARD PROCEDURE
Fig. 233: Crankcase Drain Plug


2. Remove the engine oil fill cap from the cylinder head cover.
5. Remove the crankcase oil drain plug (1) from oil pan and allow the oil to drain into the pan. Inspect the
drain plug threads for stretching or other damage. Replace the drain plug and gasket if damaged.

6. Place a suitable drain pan under the engine oil filter (1).
7. Remove the oil filter (1) from the oil pump housing.
8. Remove and discard the oil filter gasket.

10. Lightly lubricate the new oil filter gasket with clean engine oil.
11. Install the new oil filter (1) onto the oil filter housing and tighten by hand.
13. Position the vehicle on a level surface.
14. Fill the crankcase with the specified type and amount of engine oil. Refer to CAPACITIES AND
15. Check the oil level using the dipstick.
16. Install the oil fill cap.
17. Start and run the engine for at least two minutes.
18. Stop the engine, wait several minutes then check the oil level and inspect for leaks.
PAN, OIL
DESCRIPTION
DESCRIPTION

The function of the oil pan is to contain the engine lubrication oil and is made from pressed steel. The oil pan
has a threaded oil drainage opening and a threaded port for an oil viscosity sensor. The oil pan is sealed to the
engine block using Mopar® Engine RTV GEN II sealant.
REMOVAL
REMOVAL

1. Remove the engine and transmission from the vehicle and separate the transmission from the engine.
Refer to REMOVAL.
2. Remove four bolts (4) and the maniverter heat shield (1).
Fig. 237: Maniverter & Fasteners

3. Remove eight nuts (1) and remove the maniverter (2) from the cylinder head.
5. Remove two bolts (3) and the flywheel dust cover (2) from the structural support collar.
Fig. 239: Structural Support Collar, Oxygen Sensor Harness Bracket & Fasteners
6. Remove four bolts (1), the oxygen sensor harness bracket (2) and structural support collar (4).
Fig. 240: Oil Pan, Cutting Blade & Fasteners

7. Remove the nuts (1) and bolts (3) from the flange of the oil pan.
8. Use Sealant Cutting Blade 1870718000 (4) and remove the oil pan (2).
CLEANING
CLEANING

INSTALLATION
INSTALLATION


2. Apply a 2 to 3 mm wide bead of Mopar® Engine RTV GEN II sealant to the oil pan in the following
locations:

Fig. 243: Oil Pan, Cutting Blade & Fasteners

3. Install the oil pan (2) with nuts (1) and bolts (3). Tighten the fasteners to 9 N.m (80 in. lbs.).
Fig. 244: Structural Support Collar, Oxygen Sensor Harness Bracket & Fasteners
4. Install the structural support collar (4) and oxygen sensor harness bracket (2) with four bolts (1) tightened
to 9 N.m (80 in. lbs.).
5. Install the flywheel dust cover (2) to the structural support collar with two bolts (3) tightened to 9 N.m
(80 in. lbs.).

8. Install the maniverter (2) with eight nuts (1) tightened to 20 N.m (15 ft. lbs.).

9. Install the maniverter heat shield (1) with four bolts (4) tightened to 9 N.m (80 in. lbs.).
10. Install the transmission on the engine and install the engine and transmission into the vehicle. Refer to
INSTALLATION.
PICK-UP, OIL PUMP
REMOVAL
REMOVAL



INSTALLATION
INSTALLATION


PUMP, ENGINE OIL
DESCRIPTION
DESCRIPTION
Fig. 252: Oil Filter, Oil Pressure Switch, Front Crankshaft Oil Seal, Oil Pick-Up Tube & Oil Pump
Housing
The gerotor type engine oil pump is mounted to the front of the engine as part of the oil pump housing (5). The
oil pump is directly coupled to the crankshaft.
 Oil pick-up tube (4)

 Front crankshaft oil seal (3)
 Oil pressure switch (2)
 Engine oil filter (1)
OPERATION
OPERATION

crankshaft.
controlled oil flows into the oil filter (3). After the oil is filtered it travels back to the oil pump housing (4)
where it is routed to the main engine oil gallery (5).
REMOVAL
REMOVAL

2. Remove the oil pan and the oil pump pick-up. Refer to PICK-UP, OIL PUMP, REMOVAL.
3. Remove the crankshaft position sensor. Refer to SENSOR, CRANKSHAFT POSITION, REMOVAL -
[EAJ] .
4. Remove the crankshaft pulley. Refer to SPROCKET(S), TIMING BELT AND CHAIN, REMOVAL.
Fig. 254: Oil Pump, Bolts & Gasket

5. Remove the engine oil filter. Refer to FILTER, ENGINE OIL, REMOVAL.
8. If required. remove the front crankshaft oil seal (1).
REMOVAL.
DISASSEMBLY
DISASSEMBLY
Fig. 256: Oil Pump Cover, Outer And Inner Pump Rotor & Fasteners
1. Remove the oil pump cover screws (1) and lift off the oil pump cover (2).
2. Remove inner pump rotor (4) and outer pump rotor (3).
3. Wash all parts in a suitable solvent.
4. Inspect components carefully for damage or wear. Refer to PUMP, ENGINE OIL, INSPECTION.
INSPECTION
INSPECTION
Fig. 258: Checking Oil Pump Cover Flatness

NOTE: Typical oil pump cover shown in illustration.
1. Disassemble the engine oil pump. Refer to PUMP, ENGINE OIL, DISASSEMBLY.
2. Clean all the oil pump components.
3. Inspect the mating surface of the oil pump housing and cover. Replace the oil pump if deeply scratched or
grooved (minor surface scratches and polishing is normal).
4. Use a feeler gauge (2) and a straightedge (1) to measure wear across the surface of the pump cover (3).
Fig. 259: Measuring Outer Rotor Thickness

5. Measure the thickness and diameter of outer rotor. Refer to Engine - Specifications.
Fig. 260: Measuring Inner Rotor Thickness

6. Measure the thickness of the inner rotor. Refer to Engine - Specifications.

Fig. 261: Measuring Clearance Between Rotor & Body

7. Slide the outer rotor into the body, press to one side with fingers and measure the clearance between the
rotor and body with a feeler gauge (1). Refer to Engine - Specifications.
8. Assemble the oil pump. Refer to PUMP, ENGINE OIL, ASSEMBLY.
ASSEMBLY
ASSEMBLY
Fig. 263: Oil Pump Cover, Outer And Inner Pump Rotor & Fasteners
2. Assemble the oil pump using new parts as required.

3. Install the cover (2) and tighten the screws (1).
4. Prime the oil pump before installation by filling the rotor cavity with clean engine oil.
INSTALLATION
INSTALLATION
Fig. 264: Oil Pump, Bolts & Gasket

1. Install the oil pump (1) and gasket (3) with seven bolts (2) tightened to 10 N.m (89 in. lbs.).
2. If removed, install the front crankshaft oil seal. Refer to SEAL, CRANKSHAFT OIL, FRONT,
INSTALLATION.
INSTALLATION.
4. Install the crankshaft position (CKP) sensor. Refer to SENSOR, CRANKSHAFT POSITION,
5. If removed, install a new oil pressure switch. Refer to SWITCH, OIL PRESSURE, INSTALLATION.
6. Install the oil pump pick-up and the oil pan. Refer to PICK-UP, OIL PUMP, INSTALLATION.
9. Start and run the engine until it reaches normal operating temperature.
DESCRIPTION
DESCRIPTION

OPERATION
OPERATION
REMOVAL
REMOVAL

be reinstalled.

INSTALLATION
INSTALLATION

be reinstalled.
MANIFOLDS
MANIFOLD, EXHAUST
DESCRIPTION
DESCRIPTION

REMOVAL
REMOVAL




8. Unlock and disconnect the downstream oxygen sensor connector (3).

10. Unlock and disconnect the upstream oxygen sensor connector (2).
11. Remove four bolts (4) and the maniverter heat shield (1).

12. Remove eight nuts (1) and remove the maniverter (2) from the cylinder head. Lower the maniverter down
through the engine compartment and remove the maniverter from the vehicle.
14. If required, remove the oxygen sensors from the maniverter. Refer to SENSOR, OXYGEN, REMOVAL
- [EAJ] .
INSTALLATION
INSTALLATION

1. If removed, install the oxygen sensors to the maniverter. Refer to SENSOR, OXYGEN,
5. Guide the maniverter (2) up into place onto the studs.
7. Install and tighten the eight nuts (1) to 20 N.m (15 ft. lbs.).

8. Install the maniverter heat shield (1) with four bolts (4) tightened to 9 N.m (80 in. lbs.).
9. Connect and lock the upstream oxygen sensor connector (2).
11. Connect and lock the downstream oxygen sensor connector (3).
25 N.m (18 ft. lbs.).
13. Install the maniverter pipe extension support to the structural collar. Tighten the bolt (2) to 50 N.m (37 ft.
lbs.).

MANIFOLD, INTAKE
DESCRIPTION
DESCRIPTION

The intake manifold is an injection molded nylon composite design. If the intake manifold is damaged or
cracked, it must be replaced.
The intake manifold provides ports for brake booster vacuum and emissions control. The following components
are attached to the intake manifold:

 Fuel rail
 Fuel injectors
 Inlet Air Temperature/Manifold Absolute Pressure (IAT/MAP) sensor
 Evaporative emissions purge solenoid

REMOVAL
REMOVAL

Vacuum Hose
5. Unlock and disconnect the fuel vapor purge solenoid electrical connector (3).
6. Disconnect the fuel vapor purge hose (4) from the fuel vapor purge solenoid (1).

9. Unlock and disconnect the electronic throttle control (ETC) electrical connector (1).
10. Remove the fuel rail with fuel injectors. Refer to RAIL, FUEL, REMOVAL - [EAJ] .
Fig. 281: Spark Plug Wires, Intake Manifold & Fasteners

11. Disconnect the spark plug wires (2) from the spark plugs.
12. Remove the nuts (1) and bolts and remove the intake manifold (3).
 Throttle body. Refer to THROTTLE BODY, REMOVAL - [EAJ] .

REMOVAL - [EAJ] .
 Inlet Air Temperature/Manifold Air Pressure (IAT/MAP) sensor. Refer to SENSOR, MANIFOLD AIR
PRESSURE (MAP), REMOVAL - [EAJ] .
INSPECTION
INSPECTION

INSTALLATION
INSTALLATION
Fig. 282: Spark Plug Wires, Intake Manifold & Fasteners


 Throttle body. Refer to THROTTLE BODY, INSTALLATION - [EAJ] .

PURGE, INSTALLATION - [EAJ] .
 Inlet Air Temperature/Manifold Air Pressure (IAT/MAP) sensor. Refer to SENSOR, MANIFOLD
AIR PRESSURE (MAP), INSTALLATION - [EAJ] .

2. Install the intake manifold (3) to the cylinder head with nuts (1) and bolts tightened to 25 N.m (18 ft.
lbs.).
3. Connect the spark plug wires (2) to the spark plugs.
4. Install the fuel rail with fuel injectors. Refer to RAIL, FUEL, INSTALLATION - [EAJ] .
5. Connect the fuel line (4) to the fuel rail.
6. Connect and lock the electronic throttle control (ETC) electrical connector (1).

Vacuum Hose
9. Connect the fuel vapor purge hose (4) to the fuel vapor purge solenoid (1).
10. Connect and lock the fuel vapor purge solenoid electrical connector (3).

VALVE TIMING
DESCRIPTION
DESCRIPTION

wheeling engine.
The timing drive components include a crankshaft pulley (4), camshaft pulley (1), tensioner pulley (5) and a
timing belt (2). The water pump (3) is also driven by the timing belt. The camshaft pulley (1) is not keyed to the
camshaft. The camshaft pulley (1) is integrated with the variable valve timing (VVT) assembly and is serviced
as an assembly. The VVT assembly is sometimes referred to as a camshaft phaser.
STANDARD PROCEDURE


Fig. 288: Camshaft Timing Template

10. Install the Camshaft Timing Template 2000004400 (1) to the rear of the camshaft.
Fig. 289: Crankshaft Timing Template

11. Install the Crankshaft Timing Template 2000004500 (1) to the crankshaft pulley.
12. If the Crankshaft Timing Template does not align with the lower timing belt cover mounting boss, the
camshaft timing is not correct. Proceed to the timing belt service procedures. Refer to BELT, TIMING,
REMOVAL.
BELT, TIMING
REMOVAL
REMOVAL



NOTE: If the Crankshaft Timing Template does not align with the lower timing belt
cover mounting boss, the camshaft timing is not correct.

INSPECTION
INSPECTION

1 - PEELING
3 - RUBBER EXPOSED
4 - CRACKS
5 - PEELING
6 - ROUNDED EDGE
a fingernail.


INSTALLATION
INSTALLATION

1. If removed, install the Crankshaft Timing Template 2000004500 (1) to the crankshaft pulley.

2. If removed, install the Camshaft Timing Template 2000004400 (1) to the rear of the camshaft.

4. Hold the camshaft against rotation with a wrench (4) and loosen the camshaft pulley bolt (2).
Fig. 297: Adjusting Timing Belt Tensioner

NOTE: If the original timing belt is being reused, install the belt so that it
5. Install the timing belt starting with the crankshaft pulley, then the water pump pulley, finishing with the
camshaft pulley.
6. Install the timing belt tensioner (4). Using Toothed Timing Tensioning Wrench 1860987000 (3) rotate the
tensioner counterclockwise until the front reference fork (2) contacts the stop (1). Tighten the tensioner
lock nut to 28 N.m (21 ft. lbs.).
Fig. 298: Side Timing Belt Cover & Bolts

7. Remove the bolts and the side timing belt cover (1).
Fig. 299: Camshaft Pulley Bolt & Timing System Driven Pulley Counter-Torque
8. Install the Timing System Driven Pulley Counter-Torque 2000004200 (2) to hold the camshaft pulley and
tighten the camshaft pulley bolt (1) to 20 N.m (15 ft. lbs.) plus 55° rotation.

9. Remove the three previously installed tools.

10. Rotate the crankshaft clockwise at least two complete revolutions to center the timing belt on the pulleys.
11. Loosen the tensioner lock nut and use Toothed Timing Tensioning Wrench 1860987000 (3) to align the
front reference fork (2) with the rear reference fork. Retighten the tensioner lock nut to 28 N.m (21 ft.
lbs.).

NOTE: Reinstall the timing templates to verify correct camshaft timing.

cover mounting boss, the camshaft timing is not correct. Loosen the
tensioner lock nut and the camshaft pulley bolt and repeat this procedure.
14. Install the camshaft pulley cap (3) and tighten to 28 N.m (21 ft. lbs.).

15. Install the side timing belt cover (1).

REMOVAL
REMOVAL


2. Remove the bolts and the upper timing belt cover (1).


4. Remove the vibration damper. Refer to DAMPER, VIBRATION, REMOVAL.
5. Remove the bolt and the lower timing belt cover (1).

INSTALLATION
INSTALLATION



2. Install the lower timing belt cover (1).

3. Install the vibration damper. Refer to DAMPER, VIBRATION, INSTALLATION.

5. Install the upper timing belt cover (1).

REMOVAL
REMOVAL




Fig. 314: Crankshaft Timing Template, Bolt & Crankshaft Pulley

13. If required, remove the crankshaft pulley (3):

 Install the Crankshaft Timing Template 2000004500 (1) to the crankshaft pulley.
 Remove the bolt (2) and the crankshaft pulley (3).
14. If required, remove the camshaft pulley (1):

 Unscrew and remove the camshaft pulley cap (3).

 Hold the camshaft against rotation with a wrench (4) and remove the camshaft pulley bolt (2).
 Remove the camshaft pulley (1) from the camshaft.
INSTALLATION
INSTALLATION
Fig. 316: Crankshaft Timing Template, Bolt & Crankshaft Pulley

damage.
1. If removed, install the crankshaft pulley (3):

 Align the crankshaft sprocket locator key to the crankshaft keyway and install the sprocket (3) with
a new bolt (2) on the crankshaft.
 Install the Crankshaft Timing Template 2000004500 (1) to the crankshaft pulley.
 Tighten the bolt (2) to 20 N.m (15 ft. lbs.) plus 90° rotation.
Fig. 317: Camshaft Pulley & Bolt

2. If removed, install the camshaft pulley (1) with bolt (2) hand tight.




camshaft pulley.



lbs.).




20. Install the right engine mount insulator and bracket. Refer to INSULATOR, ENGINE MOUNT, LEFT,
DESCRIPTION
DESCRIPTION

timing belt. When the front reference fork (2) aligns with the rear reference fork, the timing belt tension is
correct. Lock the tensioner in this position by tightening the nut.
NOTE: If the front reference fork is to the left side of the rear reference fork, timing belt
tension is insufficient. If the front reference fork is right of the rear reference
fork, timing belt tension is excessive.
REMOVAL
REMOVAL




INSTALLATION
INSTALLATION




camshaft pulley.



lbs.).




2012 ENGINE 1.4L Turbo Engine (Code EAF) - Service Information - Fiat 500
2012 ENGINE
1.4L Turbo Engine (Code EAF) - Service Information - Fiat 500
DESCRIPTION
DESCRIPTION
Fig. 1: 1.4L Turbo Engine (Code EAF)

MultiAir technology manages the torque and power delivered by the engine by varying the lift profile of the
intake valves without direct use of the throttle body. The main features of the MultiAir engine are:
 Single camshaft
 Standard and hydraulic exhaust tappets
 Intake tappets integrated in the MultiAir actuator
 Brake servo vacuum pump
Compared to a traditional engine, the special characteristics of the MultiAir system offer better combustion
control and a faster response to torque requests, both of which are available and exploitable at each top dead
center (TDC). This means:
 Reduced fuel consumption

 Reduced CO2 emissions
 Increased power and torque
 Increased driver responsiveness

 Less pollution
 Easier start-up
Fig. 2: Cutaway View Of MultiAir System

The MultiAir system consists of a hydraulic-mechanical actuator fitted inside the MultiAir engine. MultiAir
also includes hardware and software electronic components, built into the powertrain control module (PCM) to
manage the engine intake valve motion. At each engine cycle, the MultiAir system controls the quantity of fresh
air entering each cylinder by managing intake valve motion.
Fig. 3: Engine Identification Information

The readable engine identification is located near the flywheel end of the engine on a machined surface along
with a QR Code scannable code symbol. The engine identification is structured as follows:
(1) Block Type (four digits):
 0001 = Naturally Aspirated

 0002 = Turbocharged
 0003 = Naturally Aspirated with Cold Weather Package
 0004 = Turbocharged with Cold Weather Package
(2) Julian Date (three digits).
(3) Calendar Year (one digit).
(4) Line Designation (one digit). C = Block Line 1.4L FIRE.
(5) Part Sequence for the day (four digits).

maintenance.

Refer to appropriate service information for the fuel system diagnosis.

LEAKAGE.
LEAKAGE.
LEAKS.


ENGINE WILL NOT START 1. Weak battery 1. Charge or replace as necessary.
Refer to BATTERY,
DIAGNOSIS AND TESTING .
2. Corroded or loose battery 2. Clean and tighten battery
connections. connections. Refer to
CLEANING .
3. Faulty engine starting system. 3. Diagnose engine starting
system. Refer to DIAGNOSIS
AND TESTING .
4. Faulty coil or control unit. 4. Replace ignition coil. Refer to
appropriate service information.
5. Incorrect spark plug gap. 5. Correct as necessary.
6. Incorrect cam timing. 6. Verify cam timing. Refer to
Engine/Valve Timing - Standard
Procedure.
7. Dirt or water in fuel system. 7. Clean fuel system.
8. Faulty fuel pump or wiring. 8. Repair or replace as necessary.
9. Faulty Camshaft Position 9. Replace sensor. Refer to
(CMP) sensor. appropriate service information.
10. Faulty Crankshaft Position 10. Replace sensor. Refer to
(CKP) sensor. appropriate service information.
11. Insufficient quantity of engine 11. Operate the starter to fill the
oil in the Variable Valve Variable Valve Actuation
Actuation Assembly due to: Assembly with oil and enable its
operation. CAUTION: Do not
 Long term storage exceed 20 seconds of starter
 Engine not started within
operation and allow 60 seconds
the last 30 days cool-down between cycles.
 Replaced Variable Valve
Actuation Assembly
(MultiAir module)
ENGINE STALLS OR ROUGH 1. Vacuum leak. 1. Inspect intake manifold and
IDLE vacuum hoses, repair or replace as
necessary.
2. Faulty Crankshaft Position 2. Replace sensor. Refer to
(CKP) sensor. appropriate service information.
3. Faulty ignition coil. 3. Replace ignition coil. Refer to
Procedure.
ENGINE LOSS OF POWER 1. Dirty or incorrectly gapped 1. Correct as necessary. Refer to
spark plugs. appropriate service information.
3. Faulty fuel pump. 3. Replace fuel pump. Refer to

4. Leaking cylinder head gasket. 4. Replace cylinder head gasket.
Refer to CYLINDER HEAD,
REMOVAL.
5. Low compression. 5. Determine the cause and repair
as necessary. Refer to
CYLINDER COMBUSTION
PRESSURE LEAKAGE.
6. Burned, warped or pitted 6. Replace as necessary. Refer to
valves. VALVES, INTAKE AND
EXHAUST, REMOVAL.
7. Plugged or restricted exhaust 7. Inspect and replace as
system. necessary.
Procedure.
ENGINE MISSES ON 1. Dirty or incorrectly gapped 1. Correct as necessary. Refer to
ACCELERATION spark plugs. appropriate service information.
3. Burned, warped or pitted 3. Replace as necessary. Refer to
valves. VALVES, INTAKE AND
EXHAUST, REMOVAL.
ENGINE MISSES AT HIGH 1. Dirty or incorrectly gapped 1. Correct as necessary. Refer to
SPEED spark plugs. appropriate service information.

NOISY VALVES 1. High or low oil level in 1. Refer to
crankcase. Engine/Lubrication/OIL -
Standard Procedure.
3. Low oil pressure. 3. Check oil pump, if Ok, check rod
and main bearings for excessive
wear.

7. Worn valve guides. 7. Inspect the valve guides for
wear, cracks or looseness. If either
condition exists, replace the
cylinder head. Refer to
CYLINDER HEAD,
REMOVAL.
8. Excessive runout of valve seats 8. Refer to Engine/Cylinder
on valve faces. Head/VALVES, Intake and
CONNECTING ROD NOISE 1. Insufficient oil supply. 1. Refer to
Engine/Lubrication/OIL -
Standard Procedure.
2. Low oil pressure. 2. Check oil pump, if OK, check
rod and main bearings for excessive
wear.
5. Connecting rod journal out-of- 5. Service or replace crankshaft.
round.
MAIN BEARING NOISE 1. Insufficient oil supply. 1. Refer to
Standard Procedure.
2. Low oil pressure. 2. Check oil pump, if OK, check
rod and main bearings for excessive
wear.
round.
converter.

4. Disable the fuel system and perform the fuel system pressure release procedure. Refer to appropriate
service information.
revolutions.

present.
to cylinder.

the cylinder.

necessary.
necessary.
AIR ESCAPES THROUGH Head gasket leaking or cracked Remove cylinder head and inspect.
RADIATOR cylinder head or block Replace defective part
MORE THAN 50% LEAKAGE Head gasket leaking or crack in Remove cylinder head and inspect.
FROM ADJACENT cylinder head or block between Replace gasket, head, or block as
CYLINDERS adjacent cylinders necessary
necessary
leaks are present.

best practices.
required.

replacement.
9. Fuel Dilution
oil consumption.
11. Oil Viscosity
temperatures.
16. Lugging Engine
consumption.

(a) Loose fasteners, broken or (a) Tighten fasteners, Repair or
porous metal parts. replace metal parts.
2. Crankshaft rear oil seal. 2. Replace rear crankshaft oil seal.
Refer to SEAL, CRANKSHAFT
OIL, REAR, REMOVAL.
3. Crankshaft rear oil seal surface. 3. Polish or replace crankshaft.
Scratched, nicked or grooved.
4. Oil pan flange cracked. 4. Replace oil pan. Refer to PAN,
OIL, REMOVAL.
Refer to SEAL, CRANKSHAFT
OIL, FRONT, REMOVAL.
grooved.
2. Faulty oil pressure switch. 2. Replace switch. Refer to
SWITCH, OIL PRESSURE,
REMOVAL.
3. Low oil pressure. 3. Check main bearing clearance.
Refer to Engine/Engine
Block/BEARING(S), Crankshaft
3. Check rod bearing clearance.
Block/BEARING(S), Connecting
Rod - Standard Procedure.
4. Clogged oil filter. 4. Replace oil filter. Refer to
FILTER, ENGINE OIL,
REMOVAL.
5. Worn oil pump. 5. Replace oil pump. Refer to
PUMP, ENGINE OIL,
REMOVAL.
Standard Procedure.
7. Excessive bearing clearance. 7. Replace crankshaft bearings.
Block/BEARING(S), Crankshaft
Engine/Engine Block/BEARING
(S), Connecting Rod - Standard
Procedure.
8. Oil pump relief valve stuck. 8. Replace oil pump. Refer to
PUMP, ENGINE OIL,
REMOVAL.
9. Oil pump pick-up tube loose, 9. Replace oil pump pick-up. Refer
damaged or clogged. to PICK-UP, OIL PUMP,
REMOVAL.
Block/RING(S), Piston -
Standard Procedure.
REMOVAL.
CYLINDER HEAD,
REMOVAL.
4. Leaking valve guide seals. 4. Replace valve guide seals. Refer
to SEAL(S), VALVE GUIDE,
REMOVAL.
STANDARD PROCEDURE
Fig. 4: Covers/Caps
created.

procedure.

listed as a general reference guide. See appropriate service information for
specific sealer usage.
minutes.
SEALER APPLICATION

 Metal scraper.

SPECIFICATIONS
SPECIFICATIONS
Type SOHC I-4 16-Valve MultiAir Turbocharged
Compression Ratio 9.8:1
Metric Standard
Maximum Power (EEC) 100 kW @ 5000 rpm 135 HP @ 5000 rpm
Maximum Torque (EEC) 180 N.m @ 1750 rpm 133 ft. lbs. @ 1750 rpm
CYLINDER BLOCK
Specification
Description
Metric Standard
Cylinder Bore Roundness ± 0.05 mm ± 0.002 in.
(Ovality)
Flatness - Cylinder Head Gasket < 0.1 mm < 0.004 in.
Surface
PISTONS
Specification
Description
Metric Standard
PISTON PINS
Specification
Description
Metric Standard
Type Floating
PISTON RING END GAP

Specification
Description
Metric Standard

Specification
Description
Metric Standard
PISTON RING WIDTH

Specification
Description
Metric Standard
CONNECTING RODS
Specification
Description
Metric Standard

Specification
Description
Metric Standard
End Play 0.155 - 0.355 mm 0.0061 - 0.0140 in.

Specification
Description
Metric Standard
Diameter 41.990 - 42.008 mm 1.6531 - 1.6539 in.
CAMSHAFT
Specification
Description
Metric Standard
Bearing Journal Diameter 26.000 - 26.015 mm 1.0236 - 1.0242 in.
VALVE TIMING - MULTIAIR PUMPING ELEMENTS

Opens 11° (BTDC)
Closes 58° (ABDC)
Duration 249°
Centerline 125°
VALVE TIMING - EXHAUST VALVES

Opens 34° (BBDC)
Closes 2° (ATDC)
Duration 216°
CYLINDER HEAD
Specification
Description
Metric Standard
Cylinder Head Height 77 mm 3.03 in.
Flatness - Cylinder Block Gasket < 0.1 mm < 0.004 in.
Surface
Combustion Chamber Volume 14.30 ml 0.484 oz.

VALVES
Specification
Description
Metric Standard
Stem-to-Guide Clearance -
0.030 - 0.066 mm 0.0012 - 0.0026 in.
Exhaust
VALVE SPRING
Specification
Description
Metric Standard
35.2 mm @ 197 - 211 N 1.39 in. @ 44 - 47 lbs.
and Exhaust
27.2 mm @ 380 - 416 N 1.07 in. @ 85 - 94 lbs.
and Exhaust
OIL PUMP
Specification
Description
Metric Standard

Accessory Belt Tensioner - M8 Bolt 26 19 -
Accessory Mounting Bracket - M8 Nuts 25 18 -
Accessory Mounting Bracket - M10 Bolts 50 37 -
Accessory Mounting Bracket - M10 Nuts 50 37 -
Air Cleaner Body to Cylinder Head Cover - M6 Bolts 5 - 45
Air Cleaner Cover to Housing 4 - 35
Automatic Transmission Adaptor Plate to Oil Pan - M10 Bolts 40 30 -
Automatic Transmission Adaptor Plate to Engine Block - M12 60 44 -
Bolts
Automatic Transmission Adaptor Plate to Engine Block - M12 Nut 60 44 -

Automatic Transmission to Adaptor Plate - M10 Bolts 40 30 -
Automatic Transmission to Engine Block - M12 Bolts 60 44 -
Battery Cable to Battery Terminal - M6 Nut 5 - 45
Blocker Plate to Oil Pan - M6 Bolts 9 - 80
Block Heater to Engine Block 2.37 - 21
Camshaft Cap - M7 Bolts 10* - 89*
Camshaft Housing Pipe Plug - M16 22 16 -
Camshaft Housing to Cylinder Head - M8 Bolts 25* 18* -
Camshaft Position (CMP) Sensor - M6 Bolt 9 - 80
Camshaft Sprocket - M12 Bolt 120 89 -
Clutch to Flywheel - M6 Bolts 14 - 124
Clutch Slave Cylinder to Transmission - M8 Bolts 20 15 -
Connecting Rod Cap - M8 Bolts 20 + 40° 15 + 40° -
Turn* Turn*
Coolant Supply Tube to Thermostat Housing - M6 Bolt 9 - 80
Coolant Supply Tube to Oil Filter Housing - M6 Bolt 9 - 80
Coolant Pump Inlet Tube to Engine Block - M6 Bolt 9 - 80
Coolant Pump to Engine Block - M6 Stud 4 - 35
Coolant Pump to Engine Block - M6 Bolts 10 - 89
Coolant Pump to Engine Block - M6 Nuts 10 - 89
Coolant Pump Inlet Pipe Support Bracket to Engine Block - M6 10 - 89
Bolt
Coolant Return Tube to Oil Filter Housing - M16 40 30 -
Coolant Return Tube to Coolant Pump Inlet Pipe - M16 45 33 -
Crankshaft Rear Oil Seal Retainer - M6 Bolts 10* - 89*
Crankshaft Sprocket - M12 Bolt 20 + 110° 15 + 110° -
Turn Turn
Crankshaft Vibration Damper - M8 Bolts 25 19 -
Crankshaft Position (CKP) Sensor to Oil Pump Housing - M6 Bolt 9 - 80
Cylinder Head Cover - M6 Bolts 9* - 80*
Cylinder Head to Engine Block - M9 Bolts 30 + 180° 22 + 180° -
Turn* Turn*
Engine Coolant Temperature (ECT) Sensor - M12 20 15 -
Flexplate to Crankshaft - M8 Bolts 50* 37* -
Flywheel Dust Shield to Bell Housing - M6 Bolts 9 - 80
Flywheel Dust Shield to Oil Pan - M6 Bolt 9 - 80
Ground Strap to Transmission - M8 Bolt 15 11 -
Heatshield to Oil Filter Housing - M6 Bolts 3 - 26
Ignition Coil to Cylinder Head Cover - M6 Bolts 9 - 80
Intake Manifold to Cylinder Head - M7 Bolts 15* 11* -
Intake Manifold Alignment Stud to Cylinder Head - M7 Stud 11 - 97
Intake Manifold to Cylinder Head Cover- M6 Bolt 9 - 80

Knock Sensor to Engine Block - M8 Bolt 25 18 -
Left Engine Mount Bracket to Manual Transmission - M8 Bolts 50 37 -
Left Engine Mount Bracket to Automatic Transmission - M8 Bolts 60 44 -
Left Engine Mount Isolator to Body - M12 Bolts 50 37 -
Left Engine Mount Isolator to Engine Mount Bracket - M12 Bolt 110 81 -
Lower Crankcase to Engine Block - M8 Bolts 32* 27* -
Lower Crankcase to Engine Block - M10 Bolts 20 + 80° 15 + 80° -
Turn* Turn*
Lower Timing Cover to Oil Pump - M6 Bolt 9 - 80
Maniverter Bracket to Oil Pan - M10 Bolt 50 37 -
Maniverter to Cylinder Head - M8 Nuts 20 15 -
Maniverter Stud to Cylinder Head - M8 Stud 11 - 97
Maniverter Heatshield - M6 Nuts 9 - 80
Maniverter to Exhaust Pipe Flange - M8 Nuts 25 18 -
Manual Transmission to Engine Block - M12 Bolts 60 44 -
Manual Transmission to Engine Block - M12 Nut 60 44 -
Manual Transmission to Oil Pan - M10 Bolts 40 30 -
MultiAir Actuator Oil Supply Filter - M18 27 20 -
Negative Battery Cable to Battery - M6 Nut 5 - 45
Oil Cooler to Oil Filter Housing Bolts - M6 9 - 80
Oil Cooler Return Tube to Lower Crankcase - M6 Bolt 9 - 80
Oil Filter Housing Coolant Return Tube to Oil Cooler - M16 33 24 -
Oil Filter Housing Coolant Return Tube to Coolant Pump Inlet 33 24 -
Tube
Oil Filter Cap 25 18 -
Oil Filter Housing to Engine Block - M10 Bolts 50 37 -
Oil Filter Housing to Oil Pump - M20 45 33 -
Oil Level Indicator to Cylinder Head - M6 Bolt 9 - 80
Oil Pan Blocker to Oil Pan - M6 Bolt 9 - 80
Oil Pan to Lower Crankcase - M6 Bolts 9* - 80*
Oil Pan to Oil Pump - M6 Nuts 9 - 80
Oil Pan Drain Plug 27 20 -
Oil Pressure Switch to Oil Pump 32 24 -
Oil Pump to Lower Crankcase - M6 Bolts 10* - 89*
Oil Pump Pick Up Tube to Oil Pump - M6 Bolt 10 - 89
Oil Separator Housing Bracket to Cylinder Head Cover - M6 Bolt 13 - 115
Oil Separator Housing Bracket to Cylinder Head Cover - M6 Nut 13 - 115
Oil Separator Housing Bracket to Camshaft Housing - M6 Bolt 13 - 115
Oil Separator Housing to Cylinder Head Cover - M6 Bolts 13 - 115
Oil Temperature Sensor to Variable Valve Actuation Assembly 18 13 -
Oil Viscosity Sensor to Oil Pan 13 - 115

Oxygen Sensor to Exhaust Pipe - M18 45 33 -
Oxygen Sensor to Maniverter - M18 45 33 -
Powertrain Control Module (PCM) to Mounting Bracket - M6 Nuts 8 - 71
Positive Battery Cable to Battery - M6 Nut 5 - 45
Positive Crankcase Ventilation (PCV) Valve 2.5 - 22
Rear Engine Mount Isolator to Body - M12 Bolt (Manual and 130 96 -
Automatic Transmissions)
Bolt and Nut (Manual Transmission)
Bolts (Automatic Transmission)
Rear Engine Mount Bracket to Manual Transmission - M8 Bolts 80 59 -
and Nut
Rear Engine Mount Bracket to Automatic Transmission - M8 Bolts 60 44 -
Right Engine Mount Isolator to Body - M10 Bolts 60 44 -
Right Engine Mount Isolator to Engine Mount Bracket - M10 Bolts 60* 44* -
Right Engine Mount Bracket to Cylinder Head - M8 Bolts 25 18 -
Side Timing Cover to Cylinder Head - M8 Bolt 25 18 -
Upper/Lower Timing Covers to Side Timing Cover - M6 Bolt 9 - 80
Spark Plug to Cylinder Head - M12 19 14 -
Spark Plug Tube to Cylinder Head - M28 45 33 -
Tensioner to Cylinder Head - M8 Nut 28 21 -
Tensioner Stud to Cylinder Head - M8 Stud 11 - 97
Thermostat Housing to Cylinder Head - M6 Bolts 10 - 89
Torque Converter - M8 Bolts 60* 44* -
Tunnel Support Brace to Front Crossmember - M10 Bolts 80 59 -
Upper Timing Cover to Camshaft Housing - M6 Bolt 9 - 80
Vacuum Pump Fitting - M6 Screw 8 - 71
Vacuum Pump to Cylinder Head - M8 Bolts 20 15 -
Variable Valve Actuation Assembly - M8 Bolts 22* 16* -
Wire Harness Ground Lug to Cylinder Head Cover - M6 Bolt 9 - 80
Wiring Duct to Cylinder Head Cover - M6 Bolt 9 - 80
REMOVAL

REMOVAL.
1. Perform the fuel pressure release procedure. Refer to appropriate service information.
PROCEDURE .







20. Drain the transmission fluid. Refer to appropriate Transmission article.

22. Remove the four bolts (1) and the tunnel support brace (2). Reinstall the four bolts (1) to maintain
alignment of the frame extensions. Tighten the bolts (1) to 90 N.m (60 ft. lb.).










37. Disengage the wire harness connector (1) from the bumper reinforcement.

38. Disengage the wire harness retainer (1) from the bottom of the bumper reinforcement.

39. Remove the four bolts (1), eight bolts and washers (2), eight bolts and washers (3) and the cooling
module assembly (4) from the vehicle.


42. Remove the two nuts (1), four bolts (3) and the maniverter heat shield (2).
43. Disconnect the electrical connectors from the upstream (2) and downstream (3) oxygen sensors.
stud rotation.


50. Remove the two bolts (2 and 4) and remove the rear engine mount bracket (5).


REMOVAL .

56. Remove the two bolts (1) from the hydraulic clutch line support bracket (2).

57. Remove the two bolts (1) from the hydraulic clutch slave cylinder and reposition the slave cylinder.

58. Disconnect the electrical connector (1) from the reverse lamp switch.

59. Remove the ground strap (1) from the transmission.


60. Disconnect the shift selector cable (1) from the lever.

61. Remove the retainer (1) from the shift selector cable and reposition the cable.

62. Disconnect the shift cable (1) from lever.

63. Remove the retainer (1) from the shift cable and reposition the cable.

68. Open the hose retainer (1). Disconnect the fuel line (2) from the fuel rail. Refer to appropriate service
information.

in engine damage.






75. Remove three bolts (3) from the RH engine mount isolator.

required.


this time.











90. Remove the three bolts (3), two nuts (2 and 3) and the accessory mounting bracket (1).





REMOVAL.
PROCEDURE .










23. Remove two bolts (4) from the rear engine mount bracket (3), loosen the bolt (1) and reposition the rear
engine mount link (5) away from the bracket (3).


REMOVAL .
28. Disconnect the wire harness connector (5) from the transmission range selector switch.
29. Disconnect the gearshift cable (2) from the transmission manual valve lever (4).
30. Remove the gearshift cable (2) from the bracket (1).
31. Remove the bolt and the ground strap from the transmission.

information.

in engine damage.




43. Remove the three bolts (3) from the RH engine mount isolator.

required.


46. Remove the six torque converter bolts (1).
47. Remove the four lower transmission mounting bolts (1) and the oxygen sensor harness bracket (2).

48. Position a transmission jack under the transmission. Secure the transmission to the transmission jack.
49. Remove the two upper transmission mounting bolts (1) and separate the transmission from the engine.




51. Remove the flexplate (1). Refer to appropriate service information.







58. Remove three bolts (3), two nuts (2 and 3) and the accessory mounting bracket (1).


INSTALLATION

the vehicle.

lbs.).


Sling


engine if required.


A/C, INSTALLATION .


13. Install the flywheel dust cover (2). Tighten the bolt (1) to 9 N.m (80 in. lbs.).




required.
lbs.).

18. Install the remaining transmission bell housing bolts (3) and tighten to 40 N.m (30 ft. lbs.).


INSTALLATION .




lbs.).

lbs.).
(2) to 60 N.m (44 ft. lbs.).

engine damage.
INSTALLATION.
28. Connect the fuel line (2) to the fuel rail and close the hose retainer (1). Refer to appropriate service
information.


32. Connect the shift cable (1) to the lever.


33. Install the retainer (1) to the shift cable.

34. Connect the shift selector cable (1) to the lever.


35. Install the retainer (1) to the shift selector cable.

36. Install the ground strap (1) to the transmission.


37. Connect the electrical connector (1) to the reverse lamp switch.

38. Install the hydraulic clutch slave cylinder to the transmission with two bolts (1). Tighten the bolts to 20
N.m (15 ft. lbs.).

39. Install the hydraulic clutch line support bracket (2) to the transmission with two bolts (1).



INSTALLATION .



49. Fill the transmission with the proper fluid to the correct level. Refer to appropriate Transmission article.

stud rotation.
lbs.).
56. Connect the upstream (2) and downstream (3) oxygen sensor electrical connectors.

(3) to 9 N.m (80 in. lbs.).
25 N.m (18 ft. lbs.).













to 90 N.m (60 ft. lb.).




retainers (3).


(115 in. lbs.).


91. Fill the transmission. Refer to appropriate Transmission article.

the vehicle.
lbs.).



Sling


engine if required.


A/C, INSTALLATION .



14. Install the flexplate (1). Refer to appropriate service information.


INSTALLATION .

required.
16. Install the transmission on the engine with two upper mounting bolts (1) tightened to 60 N.m (44 ft. lbs.).
17. Install the four lower transmission mounting bolts (1) and the oxygen sensor harness bracket (2). Tighten
bolts (1) to 40 N.m (30 ft. lbs.).

18. Install the six torque converter bolts (1). Tighten the six bolts in two steps as follows:


19. Install the torque converter access cover (1).



lbs.).
lbs.).
(2) to 60 N.m (44 ft. lbs.).

engine damage.
INSTALLATION.
information.

31. Install the ground strap to the transmission and tighten the bolt (3) to 9 N.m (80 in. lbs.).
32. Install the gearshift cable (2) to the bracket (1).
33. Connect the gearshift cable (2) to the transmission manual valve lever (4).
34. Connect the wire harness connector (5) to the transmission range selector switch.



INSTALLATION .

40. Install the rear engine mount isolator (5) in the bracket (3) with two bolts (4) tighten to 60 N.m (44 ft.
lbs.). Install the isolator bolt (1) and tighten to 130 N.m (96 ft. lbs.).

41. Install both axle shafts. Refer to REMOVAL .


43. Install the maniverter (4), cooling module, front fascia, inner wheel well splash shields, wheels and tires.




retainers (3).


(115 in. lbs.).



63. Check the transmission for correct fluid level. Refer to FLUID, STANDARD PROCEDURE .
SPECIAL TOOLS
SPECIAL TOOLS
10224 - Adapter, Valve Spring

10259 - Compressor, Spring

10273 - Installer, Crankshaft Front Oil Seal
10275 - Studs, Valve Spring Compressor

10276 - Tool, Crankshaft Timing Locking
10277 - Tool, Camshaft Timing Locking

10278 - Installer, Camshaft Oil Seal
10280 - Remover/Installer, Spark Plug Tube

10281 - Pins, Connecting Rod Guide

10299 - Bracket, Engine Lifting
10306 - Guide, Rear Crankshaft Oil Seal

10307 - Holder, Crankshaft Sprocket

6847 - Holder, Camshaft Sprocket

(Originally Shipped In Kit Number(s) 6849,
6880, 6882.)
8225 - Alignment Fixture

8180CC, 8263, 8263CC.)

C-3422-D - Compressor, Valve Spring
C-385 - Compressor, Piston

MD998772A - Compressor, Valve Spring

8853, 8854.)
AIR INTAKE SYSTEM

AIR CLEANER
REMOVAL
REMOVAL


2. Remove the three screws (1) and remove the air cleaner body cover.

3. Remove the air cleaner element (1) from the air cleaner housing.
INSTALLATION
INSTALLATION

1. Install the air cleaner element (1) to the air cleaner housing.

2. Install the air cleaner body cover with three screws (1) tightened to 4 N.m (35 in. lbs.).

BODY, AIR CLEANER
REMOVAL
REMOVAL


2. Loosen the clamp (1) at the throttle body.

3. Remove the fresh air make-up hose (3) from the air cleaner housing.
4. Remove the two bolts (4)
5. Disengage the air inlet hose (2) from the air cleaner cover.
6. Disengage the ball stud mount (5) and lift the air cleaner body (6) off of the intake manifold.
7. Open the hose retainer (7), reposition the coolant hose (8) and remove the air cleaner body (6) form the
vehicle.
INSTALLATION
INSTALLATION

1. Lubricate the rubber mount socket (5) on the air cleaner body (6) with Mopar® Rubber Bushing
Installation Lube.
2. Install the coolant line (8) to the air cleaner housing and close the hose retainer (7).
3. Push the air cleaner body (6) down onto the locating pin (5) on the intake manifold until the rubber mount
socket is fully seated.
4. Engage the air inlet hose (2) and install the air cleaner body (6) to the throttle body. Tighten the clamp (1)
to 4 N.m (35 in. lbs.).
5. Install two bolts (4) and tighten to 5 N.m (45 in. lbs.).
6. Install the fresh air make-up hose (3) to the air cleaner housing.

CYLINDER HEAD
DESCRIPTION
DESCRIPTION
Fig. 205: Cylinder Head

The 1.4L aluminum cylinder head features four valves per cylinder with pressed in metal valve guides. The
valve guides are not serviceable.
water jacket.

 Loss of coolant
 Coolant foaming

VISUAL TEST METHOD
opens.




HYDRAULIC LASH ADJUSTER
A tappet-like noise may be produced from several items. Check the following items.
1. Engine oil level too high or too low. This may cause aerated oil to enter the adjusters and cause them to
be spongy.
2. Insufficient running time after rebuilding the cylinder head. Low speed running up to one hour may be
required.
3. Turn engine off and let set for a few minutes before restarting. Repeat this several times after engine has
reached normal operating temperature.
4. Low oil pressure.
5. The oil screen in cylinder head or the oil passage to the cylinder head is plugged with debris.
6. Air ingested into oil due to broken or cracked oil pump pick-up.
7. Worn valve guides.

8. Rocker arm ears contacting valve spring retainer.
9. Rocker arm loose, adjuster stuck or at maximum extension and still leaves lash in the system.
10. Oil leak or excessive cam bore wear in the cylinder head.
11. Faulty lash adjuster.
a. Check lash adjusters for "sponginess" while installed in the cylinder head and cam lobe at base circle.
Depress part of rocker arm over the adjuster. Normal adjusters should feel firm when pressed quickly.
When pressed very slowly, lash adjusters should collapse.
b. Remove suspected lash adjusters, and replace.
c. Before installation, make sure adjusters are full of oil. This can be verified by little plunger travel when
lash adjuster is depressed quickly.
REMOVAL
REMOVAL

2. If equipped with a manual transmission, remove the maniverter (4). Refer to MANIFOLD, EXHAUST,
REMOVAL.
3. If equipped with an automatic transmission, remove the maniverter gasket and reposition the maniverter
(4). Refer to GASKET, MANIVERTER, REMOVAL.




in engine damage.
13. Disconnect the pressurized coolant bottle return hose (2).

14. Loosen the clamp (3) and disconnect the lower radiator hose.
15. Remove the bolt (4) and disconnect the oil filter housing coolant return hose.
16. Unlock and disconnect the Engine Coolant Temperature (ECT) sensor electrical connector (2).
17. Disconnect the heater core inlet hose (1).
Fig. 216: Cylinder Head Bolt Removal Sequence

18. Using the sequence shown in illustration, remove the cylinder head retaining bolts.

19. Remove the cylinder head and gasket (1). Discard the gasket.
20. If required, remove the bolts (2) and the thermostat housing from the cylinder head.
Fig. 219: Tensioner & Lock Nut

21. If required, remove the tensioner lock nut (1) and the tensioner (2) from the cylinder head.
CLEANING
CLEANING
INSPECTION
INSPECTION

Specifications.
 Springs
 Valve Seats
 Valve Guides
 Valves
INSTALLATION
INSTALLATION
Fig. 221: Tensioner Mounting Stud

1. If removed, install the tensioner mounting stud to the cylinder head and tighten to 11 N.m (97 in. lbs.).
2. If removed, install new exhaust maniverter mounting studs. Refer to Engine/Manifolds/MANIFOLD,
3. If removed, install the thermostat housing and gasket with bolts (2) tightened to 10 N.m (89 in. lbs.).

CAUTION: The cylinder head bolts are tightened using a torque plus angle
4. Check cylinder head bolts for necking by holding a scale or straight edge against the threads. If all the

Procedure.
6. Install two cylinder head locating dowels (2).
7. Position the new cylinder head gasket (1) on the locating dowels (2).

8. Position the cylinder head onto the cylinder block. Make sure the cylinder head seats fully over the
locating dowels.
11. Connect the heater core inlet hose (1).

Fig. 227: Oil Filter Housing Coolant Return Hose O-Ring

13. Apply engine oil to the oil filter housing coolant return hose O-ring (1).
14. Install the oil filter housing coolant return hose to the thermostat housing (1). Tighten the bolt (4) to 9
N.m (80 in. lbs.).
engine damage.
15. Connect the pressurized coolant bottle return hose (2).

16. Connect the lower radiator hose and tighten the clamp (3).

18. If equipped with a manual transmission, install the maniverter (4). Refer to MANIFOLD, EXHAUST,
INSTALLATION.
19. If equipped with an automatic transmission, install the maniverter gasket and maniverter (4). Refer to
GASKET, MANIVERTER, INSTALLATION.


retainers (3).



INSTALLATION.

ASSEMBLY, VARIABLE VALVE ACTUATION
DESCRIPTION
DESCRIPTION
Fig. 236: Variable Valve Actuation Assembly

The primary component of variable valve actuation is the variable valve actuation module. The variable valve
actuation module is bolted to the top of the camshaft bearing housing above the intake valves, next to the
camshaft. The intake lobes on the camshaft operate hydraulic pumping elements instead of directly acting on
the valves. The pumping elements provide high-pressure oil to open the intake valves. The relationship between
the camshaft lobe and the intake valves is controlled by a solenoid operated hydraulic port. By varying the
solenoid operation, the Powertrain Control Module (PCM) is able to control intake valve lift and duration.
OPERATION
OPERATION
Fig. 237: Solenoid Valve, Hydraulic Brake Pumping Element/Hydraulic Lash Adjusters, Upper Pumping
Element & Oil Accumulator
Variable valve actuation controls the operation of the intake valves. By using a hydraulic link between the
camshaft and the intake valves, the valve lift and timing can be adjusted infinitely.
The main components of variable valve actuation are the Powertrain Control Module (PCM) programming and
the variable valve actuation module. The variable valve actuation module contains one set of the following
components for each cylinder:
 Upper Pumping Element (3)

 Solenoid Valve (1)
 Hydraulic Brake Pumping Element/Hydraulic Lash Adjusters (2)
 Oil Accumulator (4)
Fig. 238: Variable Valve Actuation Assembly Operating Description

The upper pumping elements (1) in the variable valve actuator are filled with oil from the engine lubrication
system. The upper pumping elements (1) are driven by the rocker arms through camshaft motion (9) to create
high-pressure oil inside the oil chamber (2). As the camshaft continues to rotate and the camshaft lobe ramps
down, a spring in the upper pumping element returns the piston and the rocker arm to their home positions.
The high-pressure oil in the oil chamber passageway is delivered to the solenoid valve (8) from the upper
pumping element. The solenoid valve (8) is a normally open hydraulic control valve. Therefore, the high-
pressure oil is vented from the oil chamber to the accumulator (7) unless the solenoid valve is powered. When
the solenoid valve is supplied 12 volts, the valve closes and high pressure oil instead acts upon the hydraulic
brake pumping elements (6) to operate the intake valves (5).
The hydraulic brake pumping element (6) is essentially a piston that is operated by the high-pressure oil to open
the intake valves (5). It also functions as a brake to stop the movement of the pumping element and intake
valves. The braking function is the result of vent holes around the perimeter of the element's cylinder. When the
piston approaches full stroke, the lower perimeter vent holes bleed off oil. This stops the piston from moving
any farther. When the pressure from the solenoid is taken away, the upper supply holes in the cylinder become
bleed holes that allow the piston to return to the home position. The piston is pushed back to the home position
by the force of the intake valve springs. As the piston approaches the home position, some of the bleed holes are
covered and the speed of the piston is regulated as it approaches the final resting position. This also controls the
valve speed as it seats in the cylinder head. The hydraulic brake pumping element also functions as a hydraulic
lash adjuster (3) because the valve stem clearance is hydraulically taken up by the piston. This occurs because
the hydraulic brake pumping element/hydraulic lash adjuster is always under some oil pressure from the engine
oil lubrication system. This creates enough pressure to take up valve clearance.
The variable valve actuator features three areas that function together as an oil reservoir so that the actuator
always has a ready supply of engine oil. The engine lubrication system provides oil to the lower reservoir area
and keeps it full of oil. To flow from the lower reservoir to the upper reservoir, the oil must pass through very
small holes. This helps to purge air from the lower reservoir and to maintain engine oil pressure in the lower
reservoir. The third reservoir area, the oil accumulator (7), is filled by oil vented from the oil chamber by the
solenoid valve (8). The oil accumulator is a spring loaded accumulator that absorbs the hydraulic shock that
would otherwise be created when the solenoid valves are opened. This helps to increase the durability of the
system, maintains higher pressure in the lower pressure side of the system and lowers the overall load on the
engine oil pump.
Variable valve actuation provides five possible phases of operation. Each phase offers unique advantages
compared to normal camshaft operation. The five phases are:
Fig. 239: Full Lift

 Full Lift. When variable valve actuation functions in the full lift phase, all of the camshaft lobe lift is
transferred to the intake valves. The intake camshaft lobe is designed with a very aggressive lift and
duration profile. This results in good power in the upper RPM ranges with high loads. This profile would
rarely be used in everyday driving.
Fig. 240: Early Intake Valve Closing (EIVC)

 Early intake valve closing (EIVC). When variable valve actuation functions in the EIVC phase, the
camshaft lobe lift is transferred to the intake valves at the beginning of the lift duration cycle. However,
the hydraulic connection between the camshaft lobe and the valves is taken away before the lobe reaches
full lift. The exact timing and lift can be infinitely varied to meet driver requirements. EIVC provides
smooth engine performance and more torque at lower engine speeds.
Fig. 241: Late Intake Valve Opening (LIVO)

 Late intake valve opening (LIVO). When variable valve actuation functions in the LIVO phase, the
camshaft lobe lift is NOT transferred to the intake valves at the beginning of the lift duration cycle. The
hydraulic connection between the camshaft lobe and the valves is completed after the rocker arm has
already begun riding the ramp of the camshaft lobe. When the hydraulic connection is completed, the
intake valves will begin to open. The valve lift timing can be varied infinitely within the full profile of the
camshaft lobe. Therefore, as long as the hydraulic connection is completed before the camshaft lobe
reaches its maximum lift, some valve lift will result. The lift profile will follow the camshaft lobe profile
for the time that the hydraulic link is complete. Like EIVC, the exact timing and lift can be infinitely
varied to meet driver requirements. LIVO provides lower emissions and a higher efficiency at lower loads
or idle conditions.
Fig. 242: Multi-Lift

 Multi-Lift. Multi-Lift is a combination of EIVC and LIVO because the hydraulic connection between the
camshaft lobe and the intake valves is closed early and then re-opened later in the cycle. This creates a
longer duration valve lift with a smaller amount of lift. The result is a higher velocity of air flow into the
cylinder over a longer period of time. Multi-Lift may be used in mixed driving of acceleration and
deceleration with moderate engine speeds.
Fig. 243: Closed

 Closed. The closed phase simply leaves the intake valves closed by not utilizing the camshaft lobe to lift
the intake valves.
REMOVAL
REMOVAL

Actuator Connectors
lbs.).

start the engine.



10. If required, remove the rocker arms. Refer to ROCKER ARM, VALVE, REMOVAL.

11. If required, use an appropriate socket (2) and remove the oil temperature sensor (1).

INSPECTION
INSPECTION
Fig. 252: Valve Rocker Arms, Oil Supply O-Ring & Oil Temperature Sensor
Because variable valve actuation is so closely monitored, the diagnostics of the system are strongly Diagnostic
Trouble Code (DTC) driven. If the system does not perform according to design, many DTC's may be produced
from a condition in the variable valve actuation system.
The variable valve actuation module includes very few serviceable components. The module has no internal
components that are serviceable. The following components are serviceable:
 Valve rocker arms (1)

 Oil supply O-ring (2)
 Oil temperature sensor (3)
INSTALLATION
INSTALLATION

1. If removed, install the oil temperature sensor (1). Refer to SENSOR, OIL TEMPERATURE,
INSTALLATION. Tighten the oil temperature sensor to 18 N.m (13 ft. lbs.).

3. Install three variable valve actuation assembly locating pins (2).


Actuator Connectors

start the engine.
N.m (80 in. lbs.).


illustration:

14. Install the cylinder head cover (1). Refer to COVER(S), CYLINDER HEAD, INSTALLATION.
CAMSHAFT, ENGINE
DESCRIPTION
DESCRIPTION
Fig. 262: Engine Camshaft

The 1.4L engine uses a Single Over Head Camshaft (SOHC) to provide valve actuation but the camshaft is in
the standard position of an exhaust camshaft in a Double Over Head Camshaft (DOHC) engine. The camshaft
has five bearing journal surfaces and three cam lobes per cylinder. The camshaft is built up on a hollow tube
with cam lobes, bearing journals and end caps pressed into position. The front end cap includes the camshaft
sprocket mounting and front bearing journal with end play thrust walls. The rear end cap is the camshaft
position sensor pick-up wheel and also drives the vacuum pump.
OPERATION
OPERATION
The camshaft is driven by the crankshaft via drive sprockets and belt. As the crankshaft turns, the timing belt
turns the camshaft. The camshaft has precisely machined lobes to provide accurate valve timing and duration.
The exhaust camshaft lobes are located directly over the exhaust valves and are actuated through bucket style
hydraulic lash adjusters. The third lobe on the camshaft functions as an intake lobe. This lobe drives a roller
follower rocker arm mounted to the variable valve actuator assembly. The rocker arm drives a pumping element
within the variable valve actuator that creates oil pressure needed to open the intake valves.
The camshaft is supported by five bearing journals. The front and rear bearing journal caps are located to the
camshaft housing with dowel pins. Camshaft end play is controlled by two thrust walls that border the nose
piece journal. Camshaft bearing lubrication is provided via a oil supply passage through the camshaft bearing
housing and from an orifice in the rocker arm ball socket.
STANDARD PROCEDURE


of the engine. Locate the probe perpendicular against the nose of the camshaft.
REMOVAL
REMOVAL


sprocket (3).

4. Remove the three bolts (2) and the (special tool #10277, Tool, Camshaft Timing Locking) (1).
Actuator Connectors
lbs.).

NOTE: Camshaft bearing caps are marked during engine manufacturing. For
example, the center camshaft bearing cap is marked "C". The markings on
the caps (1) should align with the markings on the camshaft housing (2).

Fig. 269: Camshaft Bearing Cap Bolt Removal Sequence

7. Slowly loosen the camshaft bearing cap bolts in the sequence shown in illustration.
8. Remove the camshaft bearing caps and the camshaft.
INSPECTION
INSPECTION

Specifications.
INSTALLATION
INSTALLATION

NOTE: Camshaft bearing caps are marked during engine manufacturing. For example,
the center camshaft bearing cap is marked "C". The markings on the caps (1)
should align with the markings on the camshaft housing (2).
Fig. 272: Camshaft Bearing Cap Tightening Sequence

NOTE: Following the installation of each camshaft bearing cap, visually verify that the
camshaft has some endplay.
1. Lubricate camshaft journals with clean engine oil.

2. Apply a seam of Anaerobic Loctite® 518 Sealant on the camshaft housing in the contact area of the front
and rear camshaft caps.
3. Install the camshaft and camshaft bearing caps. Tighten the twelve bolts in two steps following the
Actuator Connectors
4. Loosen the spring compressors (3), remove the four bolts (1) and the (special tool #10259, Compressor,
Spring) (2).

5. If required, install a new camshaft seal (1). Refer to SEAL(S), CAMSHAFT, INSTALLATION.
components.
DESCRIPTION
DESCRIPTION
Fig. 275: Cylinder Head Cover

The cylinder head cover is made of die cast aluminum. The cylinder head cover is sealed with a press-in-place
gasket. RTV is used to seal the T-joint at the camshaft bearing caps, variable valve actuator and cylinder head
cover.
REMOVAL
REMOVAL

PROCEDURE .


10. Open the hose retainer (1) and disconnect the fuel line (2) from the fuel rail. Refer to appropriate service
information.

11. Unlock and disconnect the IAT/MAP sensor electrical connector (3).
& Fasteners
12. Unlock and disconnect the evaporative emissions purge solenoid electrical connector (1).
13. Unlock and disconnect the fuel injector wire harness electrical connector (2).

14. Unlock and disconnect the electrical connector (3) from the Electronic Throttle Control (ETC) (4) and



17. Remove the ignition coils (1). Refer to appropriate service information.

19. Remove two bolts (3) and reposition the wire harness duct (1).






30. Remove the remaining intake manifold flange bolt (3), the intake manifold support bolt (2) and reposition
the intake manifold (1).


33. Remove the bolt (3) from the upper timing belt cover (1).
34. Remove twelve bolts (2), the fuel rail blocker (3) and the cylinder head cover (1).
35. Remove and discard the cylinder head cover gasket (1).

37. Remove all residual sealant (1) from the variable valve actuator assembly, camshaft caps, camshaft
housing and cylinder head cover mating surfaces. Refer to Engine - Standard Procedure.
38. If required, remove the bolt (3), oil filler neck lock (2) and the oil filler neck (1) from the cylinder head
cover.

39. The oil filler neck O-ring (1) can be reused if not damaged.
INSTALLATION
INSTALLATION

1. If required, install a new oil filler neck O-ring (1).
2. If required, install the oil filler neck (1) to the cylinder head cover. Secure the oil filler neck (1) with the
oil filler neck lock (2) and bolt (3) tightened to 9 N.m (80 in. lbs.).
3. Install the cylinder head cover gasket (1).


5. Clean the variable valve actuator assembly, camshaft caps, camshaft housing and cylinder head cover
mating surfaces with isopropyl alcohol in preparation for sealant application.

6. Apply a 2 to 3 mm wide bead of Mopar® Engine RTV GEN II sealant (1) to the cylinder head cover T-
joints as shown in illustration.
Fig. 305: Cylinder Head Cover & Fuel Rail Blocker Tightening Sequence
7. Install the cylinder head cover and fuel rail blocker (1) with twelve bolts. Tighten the twelve bolts in two
steps following the sequence shown in illustration:





10. Loosely install an intake manifold flange bolt (3) and the support bolt (2) to hold the intake manifold in
position.

12. Install the remaining six of the seven intake manifold flange bolts (1). Tighten all seven intake manifold



15. Tighten the intake manifold support bolt (2) to 9 N.m (80 in. lbs.).




22. Install the wiring harness duct (1) to the cylinder head cover with two bolts (3) tightened to 9 N.m (80 in.
lbs.).

24. Install the ignition coils (1). Refer to appropriate service information.

to 13 N.m (115 in. lbs.).

26. Connect the vacuum line to the vacuum pump (1).


& Fasteners
28. Connect and lock the fuel injector wire harness electrical connector (2).
29. Connect and lock the evaporative emissions purge solenoid electrical connector (1).

information.
(115 in. lbs.).


HOUSING, CAMSHAFT BEARING
DESCRIPTION
DESCRIPTION
Fig. 327: Camshaft Bearing Housing

The camshaft bearing housing is bolted to the top of the cylinder head. The camshaft bearing housing primarily
supports the camshaft, hydraulic valve lash adjusters and the variable valve actuator assembly. The spark plug
tubes are threaded into the camshaft bearing housing and the vacuum pump is bolted to the rear camshaft
bearing cap and the housing. The camshaft bearing housing supplies oil to the camshaft bearings, hydraulic
valve lash adjusters, vacuum pump and the variable valve actuator assembly. A removable filter screen is
installed in the housing for the variable valve actuation oil supply.
REMOVAL
REMOVAL



Actuator Connectors
lbs.).

start the engine.





14. Using the sequence shown in illustration, remove the ten camshaft bearing housing retaining bolts and the

15. Remove the camshaft bearing housing gasket (1).

16. If required, remove the mounting bolt (2) and Camshaft Position (CMP) sensor (1) from the camshaft
bearing housing.

INSPECTION
INSPECTION
1. Verify that the valve tappets move freely in theirs bores and that they have been rotating.
2. Inspect camshaft bearing journals for scoring.
Specifications.
 Camshafts
 Valve Tappets
INSTALLATION
INSTALLATION


2. If removed, apply engine oil to the O-ring seal and install the Camshaft Position (CMP) sensor (1) with
bolt (2) tightened to 9 N.m (80 in. lbs.).

3. Install two camshaft bearing housing locating pins (2).

4. Install the camshaft bearing housing gasket (1).

5. Install the camshaft bearing housing with ten bolts. Tighten the ten bolts in three steps following the
 Step 2: Positions 1 through 8 to 25 N.m (18 ft. lbs.).
 Step 3: Positions 9 and 10 to 30 N.m (22 ft. lbs.).



7. Connect and lock the Camshaft Position (CMP) sensor electrical connector (1).
8. Install the three variable valve actuation assembly locating pins (2).

Actuator Connectors

start the engine.
N.m (80 in. lbs.).


illustration:


locations.
LIFTER(S), HYDRAULIC
DIAGNOSIS AND TESTING - LASH ADJUSTER (TAPPET) NOISE
Proper noise diagnosis is essential in locating the source of an NVH complaint. Locating a lash adjuster (tappet)
type noise can sometimes be difficult. As a result, an initial misdiagnosis may occur.
Refer to the following chart for possible causes and correction of a lash adjuster (tappet) type noise.
LASH ADJUSTER (TAPPET) NOISE CHART

POSSIBLE CAUSES CORRECTION
1. Engine oil level-too high or too low. This may 1. Check and correct the engine oil level.
allow aerated oil to enter the adjusters and cause
them to be spongy.
2. Insufficient running time after rebuilding a 2. Low speed running of up to 1 hour may be
cylinder head. required to fully evacuate trapped air from the valve
train system. During this time, turn engine off and
let set for a few minutes before restarting. Repeat
this several times after engine has reached normal
operating temperature.
3. Air trapped in the lash adjuster (after 1 hour of 3. See below:
run time). (a) Check lash adjusters for sponginess while
installed in the cylinder head. Depress the lash
adjuster. Normal adjusters should feel very firm.
Very spongy adjusters can be bottomed out easily.
(b) If the lash adjuster(s) are still spongy, replace the
lash adjuster(s). Refer to LIFTER(S),
HYDRAULIC, REMOVAL.
4. Low oil pressure. 4. See below:
(a) Check and correct the engine oil level.
(b) Check the engine oil pressure. Refer to
CHECKING ENGINE OIL PRESSURE.
(c) Check for excessive main bearing clearance and
correct. Refer to Engine/Engine Block/BEARING
(d) Check for a worn oil pump.
5. Oil passage to the cylinder head(s) plugged with 5. Check cylinder head oil passages for blockage.
debris. Clean or replace as necessary.
6. Worn valve guide(s). 6. Measure valve stem-to-guide clearance. Refer to
Engine/Cylinder Head/VALVES, Intake and
Exhaust - Inspection.
7. Air ingested into oil due to broken or cracked oil 7. Inspect pickup tube and replace as necessary.
pump pickup tube. Refer to PICK-UP, OIL PUMP, REMOVAL.
8. Collapsed lash adjuster due to debris ingestion. 8. Clean debris from engine and replace lash
adjuster(s). Refer to LIFTER(S), HYDRAULIC,
REMOVAL.
REMOVAL
REMOVAL


INSTALLATION
INSTALLATION

locations.
ROCKER ARM, VALVE
DESCRIPTION
DESCRIPTION

The valve rocker arms are steel stampings with an integral roller bearing. A spring clip helps to hold the rocker
arm in position on the ball socket when removing or installing the variable valve actuation assembly. The rocker
arm ball socket also incorporates a 0.5 mm oil hole for roller and camshaft lubrication.
REMOVAL
REMOVAL


2. Remove the variable valve actuation assembly. Refer to ASSEMBLY, VARIABLE VALVE
ACTUATION, REMOVAL.
NOTE: If the rocker arms are to be reused, identify their positions so that they can
be reassembled into their original locations.
3. Disengage the retaining clip and remove the rocker arm(s) (1).
INSPECTION
INSPECTION

Inspect the valve rocker arm for wear or damage. Replace as necessary.
INSTALLATION
INSTALLATION

1. Lubricate the rocker arms with clean engine oil before installation.
2. Install the rocker arm(s) (1) and engage the retaining clip.
3. Install the variable valve actuation assembly. Refer to ASSEMBLY, VARIABLE VALVE
ACTUATION, INSTALLATION.
SEAL(S), CAMSHAFT
REMOVAL
REMOVAL


sprocket (3).

INSTALLATION
INSTALLATION
Fig. 360: Camshaft Oil Seal Installer, Camshaft Oil Seal & Garter Spring
1. Apply engine oil to the seal pilot diameter of the (special tool #10278, Installer, Camshaft Oil Seal) (1)
and to the inside diameter of the camshaft oil seal (2).
seal lip.
Fig. 361: Camshaft Sprocket Bolt & Seal Installer

3. Apply engine oil to the outside diameter of the oil seal.

4. Position the seal installer (1) on the camshaft and install the camshaft sprocket bolt (2).
5. Tighten the camshaft sprocket bolt (2) until the camshaft oil seal is seated in the camshaft bearing
housing.

DESCRIPTION
DESCRIPTION
REMOVAL
REMOVAL


Fig. 365: Valve Guide Seal & Valve Seal Tool

NOTE: Number 2 cylinder exhaust valve guide seal shown in illustration, all other
valve guide seals similar.


INSTALLATION
INSTALLATION

Fig. 368: Driver, Garter Spring & Valve Guide Seal

Using an appropriate driver (1), push the seal firmly and squarely over the valve guide. Do Not Force the
seal against the top of guide.

SPRING(S), VALVE
DESCRIPTION
DESCRIPTION

REMOVAL
ON VEHICLE
Fig. 371: Valve Spring Compressor, Valve Spring Compressor Studs & Valve Spring Adapter
2. Install the (special tool #10224, Adapter, Valve Spring) (2) and the (special tool #10275, Studs, Valve
Spring Compressor) (3) on the (special tool #MD998772A, Compressor, Valve Spring) (1).

3. Remove the spark plug. Refer to appropriate service information.

4. Install the (special tool #MD998772A, Compressor, Valve Spring) (1) onto the cylinder head.
5. Install a spark plug adapter attached to a regulated shop air supply (2). Pressurize the cylinder being
serviced to 620.5 - 689 kPa (90 - 100 psi) to hold the valves in place.
CAUTION: Air pressure must be maintained as long as the valve springs are
removed to prevent the valves from dropping into the cylinders.
6. Using the (special tool #10224, Adapter, Valve Spring) (3), compress valve spring (5) and remove valve
retaining locks (4).

REMOVAL.
OFF VEHICLE
Fig. 374: Valve Spring Compressor Components


2. Position the (special tool #10224, Adapter, Valve Spring) (2) in the (special tool #C-3422-D, Compressor,
Valve Spring) (1).


spring shown in illustration, all other valves similar.
REMOVAL.
INSPECTION
INSPECTION


INSTALLATION
ON VEHICLE


3. Using the (special tool #10224, Adapter, Valve Spring) (3) with the (special tool #MD998772A,
Compressor, Valve Spring) (2), compress the valve spring (5) only enough to install the valve retaining
locks (4).
4. Relieve the air pressure and remove the spark plug adapter.
5. Install the spark plug and tighten to 19 N.m (14 ft. lbs.). Refer to appropriate service information.
INSTALLATION.
OFF VEHICLE
NOTE: Reassemble the valves into their original locations. If the valves or valve
seats have been refinished, verify that the valve stem tip height is within


illustration, all other valves similar. If the valves or valve seats have been
refinished, verify that the installed height of the valve springs is within
4. Compress valve springs (4) with the (special tool #10224, Adapter, Valve Spring) (1) mounted in the
(special tool #C-3422-D, Compressor, Valve Spring) (2). Install the retaining locks (3) and release the
valve spring compression.
TUBE, SPARK PLUG
REMOVAL
REMOVAL

NOTE: Number 1 cylinder spark plug tube shown in illustration, all others similar.

3. Using the (special tool #10280, Remover/Installer, Spark Plug Tube) (1), remove the tube (2) from the
cylinder head and discard the tube.
4. Clean the area around the spark plug tube mounting with Mopar® Parts Cleaner or equivalent.
INSTALLATION
INSTALLATION
Fig. 386: Spark Plug Tube Sealant

NOTE: The spark plug tube is pre-treated with sealant (1), therefore it must be replaced
each time it is removed. Do not add any additional sealant to the threads.

1. Position the spark plug tube (2) into the cylinder head. Using the (special tool #10280, Remover/Installer,
Spark Plug Tube) (1), tighten the tube to 41 N.m (30 ft. lbs.).
2. If required, install a new spark plug tube seal (1).

Connect the negative battery cable and tighten nut to 5 N.m (45 in. lbs.).
DESCRIPTION
DESCRIPTION
Fig. 389: Intake & Exhaust Valves Assembly

Each of the four combustion chambers contains four valves, two intake and two exhaust, for a total of 16 valves.
The intake valves (6) are opened by the variable valve actuation assembly. The exhaust valves (7) are opened
directly by the camshaft through hydraulic bucket style cam followers. All valves use three bead lock keepers
(1) to retain springs (3) and to promote valve rotation.
STANDARD PROCEDURE


1 - SEAT WIDTH
2 - FACE ANGLE
3 - SEAT ANGLE
degree face angle.
VALVES

VALVE SEATS

1 - SEAT WIDTH
2 - FACE ANGLE
3 - SEAT ANGLE
obtained.
stone.
must be replaced.

locations.
valve stem (2).
NOTE: Ensure that the garter spring (1) is intact around the top of the valve guide
seal (2). Number 2 cylinder exhaust valve guide seal shown in illustration,
all other valves similar.


5. Compress valve springs (4) with the Valve Spring Compressor Adapter (special tool #10224, Adapter,
Valve Spring) (1) mounted in the Valve Spring Compressor (special tool #C-3422-D, Compressor, Valve
Spring) (2). Install the retaining locks (3) and release the valve spring compression.

REMOVAL
REMOVAL


valve guides.
4. If required, remove the valve guide seal (2) and spring seat (3). Refer to SEAL(S), VALVE GUIDE,
REMOVAL.
INSPECTION
INSPECTION
VALVES

VALVE GUIDES


4. Attach the Dial Indicator Set (special tool #C-3339A, Set, Dial Indicator) (1) to the cylinder head and set
it at a right angle to the valve stem being measured.
Specifications.
cylinder head, replace the cylinder head.
INSTALLATION
INSTALLATION

locations.
valve stem (2).

height is within specification. Refer to Engine - Specifications. Number 2
cylinder exhaust valve spring shown in illustration, all other valves
springs similar.
ENGINE BLOCK
DESCRIPTION
DESCRIPTION



STANDARD PROCEDURE

obtain fresh stock.
Specifications.
results.

Specifications.


is a metric scale.



INSPECTION
INSPECTION




bore.
STANDARD PROCEDURE

The connecting rod bearings must be replaced one-at-a-time in order to prevent the pistons from contacting the
valves.
NOTE: If equipped with an automatic transmission, the engine must be removed from
the vehicle.
1. If equipped with an automatic transmission, remove the engine from the vehicle. Refer to REMOVAL.
2. Remove the spark plugs. Refer to appropriate service information.


6. Install the Connecting Rod Guides (special tool #10281, Pins, Connecting Rod Guide) (4) on the
connecting rod.

damage may occur.

15. Install the spark plugs and ignition coils. Refer to appropriate service information.
16. If removed, install the engine. Refer to INSTALLATION.
STANDARD PROCEDURE

Fig. 418: Crankshaft Grade Markings

journal diameter grade markings are stamped into the rear of the crankshaft. These marks are read from right to
left, corresponding with journal number 1, 2, 3, 4, 5.
below identifies the 19 crankshaft grade markings and their associated journal diameters.
Crankshaft Marking Journal Size mm (in.) Crankshaft Marking Journal Size mm (in.)
A 48.000 mm (1.8898 in.) M 47.990 mm (1.8894 in.)
B 47.999 mm (1.8897 in.) N 47.989 mm (1.8893 in.)
C 47.998 mm (1.8897 in.) P 47.988 mm (1.8893 in.)
D 47.997 mm (1.8896 in.) R 47.987 mm (1.8892 in.)
E 47.996 mm (1.8896 in.) S 47.986 mm (1.8892 in.)
F 47.995 mm (1.8896 in.) T 47.985 mm (1.8892 in.)
G 47.994 mm (1.8895 in.) U 47.984 mm (1.8891 in.)
H 47.993 mm (1.8895 in.) V 47.983 mm (1.8891 in.)
K 47.992 mm (1.8894 in.) W 47.982 mm (1.8890 in.)
L 47.991 mm (1.8894 in.)
Fig. 419: Block Main Bearing Bore Diameter Grade Markings

Engine block main bearing bore diameter grade markings are stamped into the right side of the engine block.
These marks are read from front to rear, corresponding with journal number 1, 2, 3, 4, 5.
identifies the 14 engine block grade markings and their associated bore diameters.
Engine Block Marking Bore Size mm (in.) Engine Block Marking Bore Size mm (in.)
A 51.705 mm (2.0356 in.) H 51.712 mm (2.0359 in.)
B 51.706 mm (2.0357 in.) K 51.713 mm (2.0359 in.)
C 51.707 mm (2.0357 in.) L 51.714 mm (2.0360 in.)
D 51.708 mm (2.0357 in.) M 51.715 mm (2.0360 in.)
E 51.709 mm (2.0358 in.) N 51.716 mm (2.0361 in.)
F 51.710 mm (2.0358 in.) P 51.717 mm (2.0361 in.)
G 51.711 mm (2.0359 in.) R 51.718 mm (2.0361 in.)
engine block. Main bearings are available in three sizes (red, blue, yellow). Upper and lower sizes can be mixed
on a journal in order to achieve the desired oil clearance. The chart below identifies the three sizes available and
how they should be selected based on crankshaft and engine block grade markings.

Marking A B C D E F G H K L M N P R
A R/R R/R R/R R/R R/R R/R R/R R/B R/B R/B R/B R/B R/B R/B
B R/R R/R R/R R/R R/R R/R R/B R/B R/B R/B R/B R/B R/B B/B
C R/R R/R R/R R/R R/R R/B R/B R/B R/B R/B R/B R/B B/B B/B
D R/R R/R R/R R/R R/B R/B R/B R/B R/B R/B R/B B/B B/B B/B
E R/R R/R R/R R/B

R/B R/B R/B R/B R/B R/B B/B B/B B/B B/B
F R/R R/R R/B R/B
R/B R/B R/B R/B R/B B/B B/B B/B B/B B/B
G R/R R/B R/B R/B
R/B R/B R/B R/B B/B B/B B/B B/B B/B B/Y
H R/B R/B R/B R/B
R/B R/B R/B B/B B/B B/B B/B B/B B/Y B/Y
K R/B R/B R/B R/B
R/B R/B B/B B/B B/B B/B B/B B/Y B/Y B/Y
L R/B R/B R/B R/B
R/B B/B B/B B/B B/B B/B B/Y B/Y B/Y B/Y
M R/B R/B R/B R/B
B/B B/B B/B B/B B/B B/Y B/Y B/Y B/Y B/Y
N R/B R/B R/B B/B
B/B B/B B/B B/B B/Y B/Y B/Y B/Y B/Y Y/Y
P R/B R/B B/B B/B
B/B B/B B/B B/Y B/Y B/Y B/Y B/Y Y/Y Y/Y
R R/B B/B B/B B/B
B/B B/B B/Y B/Y B/Y B/Y B/Y Y/Y Y/Y Y/Y
S B/B B/B B/B B/B
B/B B/Y B/Y B/Y B/Y B/Y Y/Y Y/Y Y/Y Y/Y
T B/B B/B B/B B/B
B/Y B/Y B/Y B/Y B/Y Y/Y Y/Y Y/Y Y/Y Y/Y
U B/B B/B B/B B/Y
B/Y B/Y B/Y B/Y Y/Y Y/Y Y/Y Y/Y Y/Y Y/Y
V B/B B/B B/Y B/Y
B/Y B/Y B/Y Y/Y Y/Y Y/Y Y/Y Y/Y Y/Y Y/Y
W B/B B/Y B/Y B/Y
B/Y B/Y Y/Y Y/Y Y/Y Y/Y Y/Y Y/Y Y/Y Y/Y
Clearance


RED 1.838 mm (0.0724 in.)
BLUE 1.845 mm (0.0726 in.)

YELLOW 1.850 mm (0.0728 in.)


lower main bearing shells are NOT interchangeable. The upper and lower main bearings are "select fit" to
achieve proper oil clearances. Refer to Engine/Engine Block/BEARING(S), Crankshaft - Standard
Procedure.
NOTE: To replace the main bearings, the engine must be removed from the vehicle.





application.

illustration.


INSTALLATION.
INSTALLATION.


CRANKSHAFT
DESCRIPTION
DESCRIPTION

STANDARD PROCEDURE


of the engine. Locate the probe perpendicular against the nose of the crankshaft.
thickness.
REMOVAL
REMOVAL

the vehicle.




damage may occur.



INSPECTION
INSPECTION


INSTALLATION
INSTALLATION

INSTALLATION.



application.

illustration.


damage may occur.

INSTALLATION.
INSTALLATION.


components.
DAMPER, VIBRATION
REMOVAL
REMOVAL



INSTALLATION
INSTALLATION


PUMP, VACUUM
DESCRIPTION
DESCRIPTION
Fig. 458: Vacuum Pump

The vane-type vacuum pump is mounted to the rear of the cylinder head and is driven by the camshaft. The
vacuum pump supplies vacuum to the brake booster.
REMOVAL
REMOVAL








11. If required, remove the screw (1) and the vacuum fitting (2).

12. The vacuum fitting O-ring seal (1) can be reused if not damaged.
INSTALLATION
INSTALLATION

1. The vacuum fitting O-ring seal (1) can be reused if not damaged. If removed, lightly lubricate the O-ring
seal (1) with clean engine oil and install on the vacuum fitting.

2. If removed, install the vacuum fitting (2) to the vacuum pump with the screw (1) tightened to 8 N.m (71
in. lbs.).

(1).


to 13 N.m (115 in. lbs.).
(115 in. lbs.).



14. Run the engine a check the vacuum pump for proper operation.
RING(S), PISTON
STANDARD PROCEDURE



No. 1 Ring (Top) 0.20 - 0.35 mm (0.008 - 0.014 in.)



No. 1 Ring (Top) 0.030 - 0.070 mm (0.0012 - 0.0028 in.)
REMOVAL
REMOVAL

following order:




INSTALLATION
INSTALLATION

Procedure.
following order:







INSTALLATION.
DESCRIPTION
DESCRIPTION

The pistons are a lightweight design with low tension piston rings for improved fuel economy. The pistons are
made of a high strength silicon aluminum alloy and the piston skirt has a Moly® coating. The piston pin is a
press fit into the rod. The connecting rod is forged steel with a bolted cracked cap design. The connecting rod
bolts are not reusable. Pistons are available in three different diameters with grade markings for each bore
indicated on the side of the cylinder block. The piston rings have a dot or a mark that must face the top of the
piston. The pistons have an arrow stamped on the crown for assembly. Piston, pins and rods are only available
as an assembly.
STANDARD PROCEDURE
PISTON FITTING
Fig. 488: Engine Block Cylinder Bore Diameter Grade Markings

are stamped into the right side of the engine block. These marks are read from front to rear, corresponding with
cylinder number 1, 2, 3, 4.

Metric Standard
A 72.000 - 72.010 mm 2.8346 - 2.8350 in.
B 72.010 - 72.020 mm 2.8350 - 2.8354 in.
C 72.020 - 72.030 mm 2.8354 - 2.8358 in.


Metric Standard
A 71.960 - 71.970 mm 2.8331 - 2.8835 in.
B 71.970 - 71.980 mm 2.8835 - 2.8339 in.
C 71.980 - 71.990 mm 2.8339 - 2.8342 in.

The coated pistons are serviced with the piston pin and connecting rod pre-assembled. The coating material (1
and 2) is applied to the piston after the final piston machining process. Piston installation into the cylinder bore
requires slightly more pressure than that required for non-coated pistons. The bonded coating on the piston will
DIAL INDICATOR

FEELER GAUGE

REMOVAL
REMOVAL

NOTE: To remove the pistons and connecting rods from the engine, the engine must
be removed from the vehicle.


pistons from the engine block. Make sure to keep the tops of pistons covered during this operation.


damage may occur.
CLEANING
CLEANING
CAUTION: DO NOT use a wire wheel or other abrasive cleaning devise to clean the
pistons or connecting rods. The pistons have a Moly coating, this coating
must not be damaged.
CAUTION: Do not remove the piston pin from the piston and connecting rod
assembly.
1. Using a suitable cleaning solvent clean the pistons in warm water and towel dry.
2. Use a wood or plastic scraper to clean the ring land grooves.
INSPECTION
INSPECTION
Fig. 496: Inserts

1. Wipe the inserts (1) clean.


NOTE: Connecting rods are serviced with the piston pre-assembled. The pistons
are "select fit" to achieve proper oil clearance. Refer to Engine/Engine
Block/ROD, Piston and Connecting - Standard Procedure.

deterioration.
NOTE: The coating material (1 and 2) is applied to the piston after the final piston
machining process. This coating may affect the outside diameter
measurement of a coated piston may not provide accurate results.
9. Check the piston for taper and out of round shape.
NOTE: Piston installation into the cylinder bore may require slightly more pressure
than that required for non-coated pistons. The bonded coating on the piston will
NOTE: The coated pistons will be serviced with the piston pin and connecting rod pre-
assembled.
INSTALLATION
INSTALLATION

NOTE: Make sure the position of the ring end gaps does not change when
installing the ring compressor.
5. Lubricate the piston rings with clean engine oil. Position the (special tool #C-385, Compressor, Piston)
(2) over the piston and rings. Tighten the compressor (2).

journal.

17. Install the cylinder head, timing belt and sprockets. Refer to CYLINDER HEAD, INSTALLATION.
REMOVAL
REMOVAL

damage.
REMOVAL.


INSTALLATION
INSTALLATION
1. Apply engine oil to the seal pilot diameter of the (special tool #10273, Installer, Crankshaft Front Oil
Seal) (1) and to the inside diameter of the front crankshaft oil seal (2).
seal lip.

4. Position the seal installer (2) on the crankshaft and install the crankshaft sprocket bolt (3).
5. Tighten the crankshaft sprocket bolt (3) until the crankshaft oil seal is seated in the oil pump.

INSTALLATION.
REMOVAL
REMOVAL


5. If equipped with an automatic transmission, remove the transmission from the vehicle. Refer to
appropriate Transmission article.
6. If equipped with a manual transmission, remove the manual transmission from the vehicle. Refer to
appropriate Transmission article or REMOVAL and REMOVAL .
7. Remove the clutch and flywheel. Refer to FLYWHEEL, REMOVAL .

9. Remove the exhaust pipe from the maniverter flange. Refer to EXHAUST SYSTEM article.





INSTALLATION
INSTALLATION



seal leakage.
(3).
seal lip.

the seal retainer).
(1).






15. Install the exhaust pipe to the maniverter flange. Refer to EXHAUST SYSTEM article.


17. Install the flywheel and clutch. Refer to FLYWHEEL, INSTALLATION .

18. If equipped with an automatic transmission, install the transmission in the vehicle. Refer to appropriate
Transmission article.
19. If equipped with a manual transmission, install the manual transmission in the vehicle. Refer to
appropriate Transmission article.
20. Fill the transmission with the proper fluid to the correct level. Refer to appropriate Transmission article.
ENGINE MOUNTING
BRACKET, ENGINE MOUNT, RIGHT
REMOVAL
REMOVAL


information.







REMOVAL .



INSTALLATION
INSTALLATION


lbs.).
(2) to 60 N.m (44 ft. lbs.).

INSTALLATION .



bolt (1) to 130 N.m (96 ft. lbs.).

lbs.).


information.


REMOVAL
REMOVAL










16. If required, remove the three bolts (2) and the left engine mount bracket (1) from the automatic
transmission.

17. If required, remove the three bolts (1) and the left engine mount bracket from the manual transmission.
INSTALLATION
INSTALLATION

1. If removed, install the left engine mount bracket to the manual transmission with three bolts (1) tightened
to 50 N.m (37 ft. lbs.).

2. If removed, install the left engine mount bracket (1) to the automatic transmission with three bolts (2)
tightened to 60 N.m (44 ft. lbs.).


lbs.).





retainers (3).




REMOVAL
REMOVAL
MANUAL TRANSMISSION








4. Remove two bolts (4) from the rear engine mount bracket (3).
6. If required, remove the two bolts (2) and the rear engine mount bracket (3).
INSTALLATION
INSTALLATION
MANUAL TRANSMISSION




1. If removed, install the rear engine mount bracket (3) with two bolts (2) tightened to 60 N.m (44 ft. lbs.).
2. Install the rear engine isolator (5) to the engine mount bracket (3) with two bolts (4) tighten to 60 N.m (44
ft. lbs.).


REMOVAL
REMOVAL






6. Reposition the pressurized coolant bottle (5). Refer to BOTTLE, PRESSURIZED COOLANT,
REMOVAL .


INSTALLATION
INSTALLATION
NOTE: Automatic transmission equipped engine mount shown in illustration, manual

transmission equipped engine mount similar.
lbs.).
(2) to 60 N.m (44 ft. lbs.).




INSTALLATION .

LUBRICATION
DESCRIPTION
DESCRIPTION
Fig. 588: Engine Lubrication System

 Oil pump pick-up tube attached to the oil pump

 Oil pump that is directly coupled to the crankshaft and is mounted to the front of the engine as part of the
oil pump housing
 Oil filter housing that supports the oil filter and oil cooler
 Oil cooler mounted to the oil filter housing
 Oil filter located in the oil filter housing
 Four piston oil cooler jets mounted to the engine block
 Filter screen mounted in the variable valve actuation assembly
 Variable valve actuation assembly that uses pressurized engine oil to open the intake valves
 Oil pressure switch located on the oil pump housing
 Oil temperature sensor located on the variable valve actuation assembly
OPERATION
OPERATION
part of the oil pump housing. The oil from the pump travels to the oil cooler assembly and then to the oil filter
element. After the oil has been filtered and cooled, the oil enters the main oil gallery. The pressurized oil travels
through the main gallery to the five main journals to lubricate the crankshaft main bearings and supply oil to
four piston oil cooling jets. The pressurized oil travels through the crankshaft main journals to cross-drilling
supplying oil to the connecting rod journals. From the cylinder block the oil flows into the cylinder head.
Cylinder head oil is supplied to the camshaft journals and hydraulic lash adjusters. Oil also flows through a
filter screen and into the variable valve actuation assembly to open the intake valves.

FROM TO
Oil Pump Oil Cooler
Oil Cooler Oil Filter
Piston Cooling Jets
Cylinder Head
Cylinder Head Hydraulic Lash Adjusters
Camshaft Journals
Filter screen
Filter screen Variable valve actuation assembly
ENGINE OIL LEAK
the inspection.
TEST METHOD below.
1. Disconnect the fresh air make-up hose from the oil filler neck. Cap or plug the make-up air hose nipple.
2. Remove the PCV hose from the PCV valve. Cap or plug the PCV valve nipple.
test pressure.
5. If the leakage occurs at the rear crankshaft oil seal area, follow the procedures for rear seal area leaks.
Refer to REAR SEAL AREA LEAKS WITH AUTOMATIC TRANSMISSION.
PCV valve and make-up air hoses.

be reinstalled.

REMOVAL.

20 N.m (177 in. lbs.).
REAR SEAL AREA LEAKS WITH AUTOMATIC TRANSMISSION


Since it is sometimes difficult to determine the source of an oil leak in the rear seal area of the engine, a more
involved inspection is necessary. The following steps should be followed to help pinpoint the source of the leak.
If the leakage occurs at the crankshaft rear oil seal area:

4. Inspect the flexplate and rear of the block for evidence of oil. Use a black light to check for the oil leak:
1. Circular spray pattern generally indicates seal leakage or crankshaft damage.
2. Where leakage tends to run straight down, possible causes are a porous block, rear oil seal retainer,
oil galley plug and rear seal retainer to oil pan mating surfaces.
5. If no leaks are detected, use the Air Leak Detection Method as outlined in Engine Oil Leak. Refer to AIR
LEAK DETECTION TEST METHOD.
test pressure.
6. If the leak is not detected, very slowly turn the crankshaft and watch for leakage. If a leak is detected
between the crankshaft and seal while slowly turning the crankshaft, it is possible the crankshaft seal
surface is damaged. The seal area on the crankshaft could have minor nicks or scratches that can be
polished out with emery cloth.
CAUTION: Use extreme caution when crankshaft polishing is necessary to

remove minor nicks or scratches. The crankshaft seal flange is
specially machined to complement the function of the rear oil seal.
7. For bubbles that remain steady with shaft rotation, no further inspection can be done until disassembled.
Refer to SEAL, CRANKSHAFT OIL, REAR, REMOVAL.
COOLER, OIL
DESCRIPTION
DESCRIPTION
Fig. 592: Oil Cooler

The oil cooler is attached to the side of the oil filter housing which is located on the left side of the cylinder
block. The oil cooler is a plate style coolant-to-oil heat exchanger.
OPERATION
OPERATION
Fig. 593: Oil Cooler Coolant & Oil Passages

Oil flows from the oil pump, through the oil filter housing and into the oil cooler (2). After the oil is cooled it
travels back to the oil filter housing (4) where it is filtered and returned to the oil pump housing and the main
engine oil gallery.
Engine coolant from the thermostat housing flows through the oil filter housing into the oil cooler (1). The
coolant exits the oil cooler (3) and is returned to the water pump inlet.
REMOVAL
REMOVAL
rebuilding or replacement, replace the oil cooler.


5. Remove six bolts (2).

6. Remove the oil cooler (1).

7. Remove and discard the oil cooler seal (1).
INSTALLATION
INSTALLATION

1. Install the new oil cooler seal (1) onto the oil filter housing.

2. Position the oil cooler (1) on the oil filter housing.

3. Install six bolts (2) and tighten to 9 N.m (80 in. lbs.).
4. Install the lower oil cooler housing heatshield (2) with four bolts (3) tightened to 3 N.m (26 in. lbs.).
5. Fill the engine crankcase with the proper oil to the correct level. Refer to Engine/Lubrication/OIL -
Standard Procedure.
FILTER, ENGINE OIL
REMOVAL
REMOVAL
All engines are equipped with a high quality full-flow, disposable type oil filter. Chrysler LLC recommends a
Mopar® or equivalent oil filter be used.
CAUTION: When performing an engine oil change, the oil filter cap must be removed.
Removing the oil filter cap releases oil held within the oil filter cavity and
allows it to drain into the sump. Failure to remove the cap prior to
reinstallation of the drain plug will not allow complete draining of the used
engine oil.
NOTE: The oil filter (3) is attached to the oil filter cap.
housing.
INSTALLATION
INSTALLATION

5. Add oil, verify crankcase oil level and start engine. Inspect for oil leaks. Refer to
FILTER, MULTIAIR ACTUATOR OIL SUPPLY
REMOVAL
REMOVAL

1. Remove the RH engine mount bracket (1). Refer to BRACKET, ENGINE MOUNT, RIGHT,
REMOVAL.

2. Remove the MultiAir actuator oil supply filter (2) from the camshaft bearing housing.
INSTALLATION
INSTALLATION

1. Install a new O-ring (1) lubricated with engine oil on the MultiAir actuator oil supply filter (2). Install the
filter into the camshaft bearing housing and tighten to 27 N.m (20 ft. lbs.).

2. Install the RH engine mount bracket (1). Refer to BRACKET, ENGINE MOUNT, RIGHT,
INSTALLATION.
HOUSING, OIL FILTER
DESCRIPTION
DESCRIPTION
Fig. 608: Oil Filter Housing

The oil filter housing is located on the left side of the cylinder block and is connected to the oil pump. The oil
filter element is located within the housing and the engine oil cooler is attached to the side of the housing.
OPERATION
OPERATION
Fig. 609: Oil Filter Housing Coolant & Oil Lines

Oil flows from the oil pump housing through the oil pump/oil filter housing interface (1) and into the oil filter
housing. Within the oil filter housing the oil first travels through the oil cooler and then through the oil filter.
After the oil is filtered and cooled it travels back to the oil pump housing through the oil pump/oil filter housing
interface (1) and to the main engine oil gallery. Removing the oil filter cap from the housing allows oil to drain
from the oil filter cavity into to the crankcase (3).
Engine coolant flows from the thermostat housing into the oil filter housing (4) and into the oil cooler. The
coolant flows through the oil cooler and exits the housing (2) where it is returned to the water pump inlet.
REMOVAL
REMOVAL

4. Remove six bolts (3 and 4) and the upper (1) and lower (2) oil cooler housing heat shields.
5. Remove the nut (3) from the support bracket on the water pump coolant inlet tube.
6. Remove the two bolts (2 and 4) and remove the oil filter housing coolant supply tube (1).
8. Loosen the nut (2), remove the bolt (3) and remove the oil filter housing coolant return tube (1).

9. Remove bolt (2) and the water pump coolant inlet tube (1).

10. Remove the three bolts (2 and 3) and the oil filter housing (1).

12. If required, remove the oil cooler (1) from the oil filter housing. Refer to COOLER, OIL, REMOVAL.
13. If required, remove the oil filter (3) from the oil filter housing. Refer to FILTER, ENGINE OIL,
REMOVAL.
INSTALLATION
INSTALLATION

1. If removed, install the oil cooler (1) onto the oil filter housing. Refer to COOLER, OIL,
INSTALLATION.


4. Position the oil filter housing (1) on the engine block.

5. Install the oil filter housing to oil pump bolt (3) and the two oil filter housing to engine block bolts (2).
Tighten the oil filter housing to oil pump bolt (3) first to 45 N.m (33 ft. lbs.) then tighten the two oil filter
housing to engine block bolts (2) to 50 N.m (37 ft. lbs.).
Fig. 622: Water Pump Inlet Tube Seal

6. Install a new seal (1) on the water pump inlet tube.

7. Install the water pump inlet tube (1) to the engine block. Tighten the bolt (2) to 9 N.m (80 in. lbs.).
Fig. 624: Water Pump Inlet Tube O-Ring Seal

8. Install the oil filter housing coolant return tube O-ring seal (1) in the water pump inlet tube.
9. Install the oil filter housing coolant return tube (1) between the water pump coolant inlet tube and oil
filter housing with two gaskets (4). Tighten the nut (2) to 33 N.m (24 ft. lbs.) and tighten the bolt (3) to 33
N.m (24 ft. lbs.).

Fig. 628: Oil Filter Housing Coolant Supply Tube O-Ring Seals
12. Install the oil filter housing coolant supply tube O-ring seals (1 and 2).
13. Install the oil filter housing coolant supply tube (1) between the thermostat housing and the oil filter
housing with a bolt at each end (2 and 4) tightened to 9 N.m (80 in. lbs.). Secure the support bracket to
the water pump coolant inlet tube with a nut (3) tightened to 9 N.m (80 in. lbs.).
14. Install the upper (1) and lower (2) oil cooler housing heat shields with six bolts (3 and 4) tightened to 3
N.m (26 in. lbs.).
15. Install the maniverter. Refer to MANIFOLD, EXHAUST, INSTALLATION.

DESCRIPTION
DESCRIPTION

REMOVAL
REMOVAL

3. Using a suitable drift (1), drive the piston oil cooler jet(s) (2) from the engine block.
INSTALLATION
INSTALLATION
Fig. 634: Driving In Piston Oil Cooler Jet

1. Using a suitable driver (1), install the piston oil cooler jet(s) (2) into the engine block.
INSTALLATION.
OIL
STANDARD PROCEDURE


2. Position the vehicle on a level surface and turn the engine off.
CAUTION: When performing an engine oil change, the oil filter cap must be
removed. Removing the oil filter cap releases oil held within the oil
filter cavity and allows it to drain into the sump. Failure to remove the
cap prior to reinstallation of the drain plug will not allow complete
draining of the used engine oil.
housing.
Fig. 637: Drain Plug


8. Remove the drain plug (1) from oil pan and allow the oil to drain into the pan. Inspect the drain plug
threads for stretching or other damage. Replace the drain plug and gasket if damaged.

Fig. 640: Oil Level Dipstick & Oil Fill Cap

17. Remove the oil fill cap (2). Fill the crankcase with the specified type and amount of engine oil. Refer to
CAPACITIES AND RECOMMENDED FLUIDS, SPECIFICATIONS .
18. Install the oil fill cap (2).
19. Start the engine and inspect for leaks.
20. Stop the engine and check the oil level (1).
PAN, OIL
DESCRIPTION
DESCRIPTION

The function of the oil pan is to contain the engine lubrication oil and is made from aluminum. The oil pan has a
threaded oil drainage opening and a threaded port for an oil viscosity sensor. The oil pan is sealed to the engine
block using Mopar® Engine RTV GEN II Sealant.
REMOVAL








this time.

13. Remove 14 bolts (1), two nuts and two studs (2) from the flange of the oil pan.

15. Remove the bolt (1) and the flywheel dust cover (2) from the oil pan.


2. Remove the transmission from the engine. Refer to appropriate Transmission article.

4. Remove the flexplate (1). Refer to appropriate service information.






9. Remove fourteen bolts (1) and two nuts (2) from the flange of the oil pan.
CLEANING
CLEANING

INSTALLATION




3. Install the flywheel dust cover (2) to the oil pan. Tighten the bolt (1) to 9 N.m (80 in. lbs.).

4. Install the oil pan with 14 bolts (1), two studs and two nuts (2) hand tight.


6. Tighten the 16 oil pan fasteners in two steps following the sequence shown in illustration:



N.m (59 ft. lbs.).
12. Install the maniverter (4). Refer to MANIFOLD, EXHAUST, INSTALLATION.





2. Apply a 2 to 3 mm wide bead of Mopar® Engine RTV GEN II Sealant to the oil pan as shown in the

3. Install two studs (2) into the oil pump flange.

4. Install the oil pan with fourteen bolts (1) and two nuts (2) hand tight.






9. Install the flexplate (1). Refer to appropriate service information.

INSTALLATION .

11. Install the transmission onto the engine. Refer to appropriate Transmission article.
PICK-UP, OIL PUMP
REMOVAL
REMOVAL



INSTALLATION
INSTALLATION


PUMP, ENGINE OIL
DESCRIPTION
DESCRIPTION
Fig. 682: Oil Pump

The gerotor type engine oil pump is mounted to the front of the engine as part of the oil pump housing. The oil
pump is directly coupled to the crankshaft.
 Oil pick-up tube

 Front crankshaft oil seal
 Oil pressure switch
The oil pump housing is also coupled to the oil filter housing where the pressurized oil is filtered and cooled.
OPERATION
OPERATION

crankshaft.
controlled oil flows through the oil pump/oil filter housing interface (3) and into the oil filter housing. After the
oil is filtered and cooled it travels back to the oil pump housing through the oil pump/oil filter housing interface
(4) where it is routed to the main engine oil gallery (5).
The gerotor pump is not to be disassembled. The gerotor pump is a non-serviceable component of the oil pump
housing and is replaced as a complete assembly. The pressure relief valve is serviceable and can be removed
and inspected.
REMOVAL


2. Remove the oil pan and the oil pump pick-up (1). Refer to PICK-UP, OIL PUMP, REMOVAL.



REMOVAL.




REMOVAL.
MANUAL TRANSMISSION




information.









(15 ft. lbs.).


30. Remove the bolt (4), the bolt and nut (2) and remove the rear engine mount bracket (5).

31. Disengage three wire harness retainers and disconnect the electrical connector from the downstream
oxygen sensor.
32. Remove four bolts (3) from the maniverter heat shield (2).
34. Remove the upstream oxygen sensor from the maniverter. Refer to appropriate Service Information.
35. Remove two nuts (1) and the maniverter heat shield (2).
stud rotation.
37. Remove nine nuts (1) and remove the maniverter (4) from the cylinder head. Lower the maniverter down
through the engine compartment and remove the maniverter from the vehicle.




this time.

44. Remove 14 bolts (1), 2 nuts and 2 studs (2) from the flange of the oil pan.

46. Remove all residual sealant (1) from the oil pan, engine block, oil pump and rear seal retainer. Refer to

47. Remove the bolts (2) and remove the oil pump pick-up tube (1) from the oil pump.



50. Remove two bolts (2), one nut (3) and reposition the wiring harness bracket (1).





REMOVAL .

56. Support the engine with a floor jack positioned under the bedplate.





62. Temporarily reinstall the RH engine mount bracket (1) with two bolts (2) hand tight.

63. Temporarily reinstall the RH engine mount isolator (4) with bolts (1 and 3) hand tight.

65. Remove the crankshaft sprocket (4):
 If required, install (special tool #10307, Holder, Crankshaft Sprocket) (1) with three bolts (3)
tightened to 25 N.m (15 ft. lbs.) and remove the bolt (2).
 Remove the crankshaft sprocket (4).





REMOVAL.
INSTALLATION


application.




(89 in. lbs.).



INSTALLATION.

INSTALLATION.
15. Install the crankshaft position (CKP) sensor (3). Refer to appropriate Service Information.

16. If removed, install a new oil pressure switch (2). Refer to SWITCH, OIL PRESSURE,
INSTALLATION.

17. Install the oil pump pick-up (1) and the oil pan. Refer to PICK-UP, OIL PUMP, INSTALLATION.

REMOVAL.
components. Refer to appropriate Electrical Diagnostics article. .
MANUAL TRANSMISSION


application.




(89 in. lbs.).



INSTALLATION.




17. Support the engine with a floor jack positioned under the bedplate.
18. Remove six bolts (1 and 3) and the RH engine mount isolator (4) that were temporarily reinstalled at
disassembly.

19. Carefully raise the front of the engine and remove the bolts (2) and the RH engine mount bracket (1) that
were temporarily reinstalled at disassembly.


sprockets.
lock nut (3), readjust the timing belt tensioner and tighten the lock nut (3) to 28 N.m (21 ft. lbs.).







lbs.).
(2) to 60 N.m (44 ft. lbs.).

INSTALLATION .

(1).


to 13 N.m (115 in. lbs.).


43. Install the oil pick-up tube (1) with two bolts (2) tightened to 10 N.m (89 in. lbs.).




46. If removed, install the flywheel dust cover (2) to the oil pan. Tighten the bolt (1) to 9 N.m (80 in. lbs.).






stud rotation.
55. Guide the maniverter (4) up into place onto the studs.
57. Install and tighten the nine nuts (1) to 20 N.m (15 ft. lbs.).

59. Install the maniverter heat shield (2) with two nuts (1) tightened to 9 N.m (80 in. lbs.).
60. Install the upstream oxygen sensor to the maniverter. Refer to appropriate Service Information.
62. Install the four bolts (3) to maniverter heat shield (2) and tighten to 9 N.m (80 in. lbs.).
63. Engage three wire harness retainers and connect the upstream and downstream oxygen sensor electrical
connectors.

N.m (59 ft. lbs.).
25 N.m (18 ft. lbs.).

(15 ft. lbs.).

crankshaft bolt an additional 110 degrees.


75. Install the crankshaft position sensor (3) with mounting bolt (2). Tighten the mounting bolt to 9 N.m (80
in. lbs.).
76. Connect the electrical connector (1).




85. Lightly lubricate the new viscosity sensor O-ring seal (1) with clean engine oil.

87. Connect the viscosity sensor electrical connector (1).


information.
(115 in. lbs.).

REMOVAL.


SENSOR, OIL TEMPERATURE
DESCRIPTION
DESCRIPTION
Fig. 814: Oil Temperature Sensor

The oil temperature sensor is a two wire sensor located on the variable valve actuation assembly. The sensor
probe is mounted to the variable valve actuation assembly through an access hole. A compression washer seals
the oil temperature sensor to the variable valve actuation assembly.
OPERATION
OPERATION
Control Module (PCM) supplies a 5 volt reference and a ground to the sensors low reference signal circuit.
resistance is low.
REMOVAL
REMOVAL

1. Remove the throttle body (4). Refer to appropriate service information.

2. Unlock and disconnect the oil temperature sensor harness connector (1).
3. Disengage the oil temperature harness connector from the bracket (2).

4. Use an appropriate socket (2) and remove the oil temperature sensor (1).

5. The oil temperature sensor gasket (1) can be reused if not damaged.
INSTALLATION
INSTALLATION

1. The oil temperature sensor gasket (1) can be reused if not damaged. Lightly lubricate the sensor threads
with clean engine oil.

2. Use an appropriate socket (2) and install the oil temperature sensor (1). Tighten the oil temperature sensor
to 18 N.m (13 ft. lbs.).

3. Engage the oil temperature harness connector to the bracket (2).

4. Connect and lock the oil temperature sensor harness connector (1).

5. Install the throttle body (4). Refer to appropriate service information.
SENSOR, OIL VISCOSITY
DESCRIPTION
DESCRIPTION
Fig. 823: Oil Viscosity Sensor

The viscosity sensor is located on the front (engine left) side of the oil pan near the bottom.
The viscosity sensor is a durable component but must be handled in a specific manner when it is not installed in
the vehicle. The sensing end of the viscosity sensor can be damaged if it is mishandled. The following
guidelines must be followed when servicing the viscosity sensor:
 Keep the viscosity sensor in its protective packaging until ready to install the sensor.
 Never touch or apply any force to the sensing elements.
 Before installing, verify that the O-ring is in place on the sensor.
 The sensor should be installed and tightened using the metal hex and NOT the plastic body.
OPERATION
OPERATION
The viscosity sensor is used by the engine management system to help determine the operational strategy of the
variable valve actuation. However, in ambient conditions above -25°C (-13°F) the viscosity signal is not used
by the engine management system.
When the oil temperature is between -25°C (-13°F) and -35°C (-31°F), the engine management system will use
the signal from the viscosity sensor to determine the oil viscosity level. If the engine management system
determines that the oil viscosity is too low (thick oil), the glow plug light on the instrument panel will flash and
a text message appears on the EVIC telling the driver to warm the engine.
During extreme cold starts, colder than -35°C (-31°F), the engine management system will prevent the engine
from starting. In this extreme cold condition, the glow plug light on the instrument panel will flash and a text
message appears on the EVIC telling the operator to warm the engine.
The viscosity sensor measures the viscosity of the oil with a tuning fork shaped sensor that uses vibration to
measure the viscosity. The tuning fork is vibrated at a set frequency for a determined amount of time. When the
vibration from the sensor is turned off, the vibration of the sensor that is caused by the surrounding fluid is
monitored. The frequency and rate of change of the vibrations reflects the viscosity of the fluid.
There are multiple components contained within the viscosity sensor. In the sensing end (immersed in the oil) is
the tuning fork sensor and a thermocouple sensor. These sensors are attached to an integrated circuit (IC) board
in the body of the sensor which monitors the sensors. There are two more IC's in the sensor that provide power
management and an output from the viscosity sensor.
The viscosity output from the sensor is provided to the PCM as a hardwired input. The output is a pulse width
modulated (PWM) signal that the PCM will recognize and translate into a viscosity value. The viscosity sensor
can also provide a temperature output as a PWM signal but at this time, the temperature signal is not used.
REMOVAL
REMOVAL


5. Disconnect the viscosity sensor harness connector (1).
6. Remove the viscosity sensor (2) from the oil pan.

7. Remove and discard the oil viscosity sensor O-ring seal (1).
INSTALLATION
INSTALLATION


3. Connect the viscosity sensor harness connector (1).
DESCRIPTION
DESCRIPTION

OPERATION
OPERATION
REMOVAL
REMOVAL

be reinstalled.

INSTALLATION
INSTALLATION

be reinstalled.
MANIFOLDS
GASKET, MANIVERTER
REMOVAL
REMOVAL
NOTE: This procedure applies to vehicles equipped with an automatic transmission.

On vehicles equipped with a manual transmission, remove the exhaust
manifold. Refer to MANIFOLD, EXHAUST, REMOVAL.









10. Disconnect the electrical connectors from the upstream and downstream oxygen sensors.
11. Remove two nuts (1), four bolts (3) and the maniverter heat shield (2).
stud rotation.
13. Remove nine nuts (1) and reposition the maniverter (4) away from the cylinder head.
INSTALLATION
INSTALLATION
NOTE: This procedure applies to vehicles equipped with an automatic transmission.

On vehicles equipped with a manual transmission, install the exhaust manifold.
stud rotation.
4. Install the maniverter (4) into place onto the studs. Install and tighten the nine nuts (1) to 20 N.m (15 ft.
lbs.).
6. Connect the upstream (2) and downstream (3) oxygen sensor harness connectors.

(3) to 9 N.m (80 in. lbs.).

25 N.m (18 ft. lbs.).






MANIFOLD, EXHAUST
DESCRIPTION
DESCRIPTION

STANDARD PROCEDURE
STANDARD PROCEDURE - EXHAUST MANIFOLD STUD REPLACEMENT
Any exhaust manifold stud which is found to rotate during the maniverter removal or installation process must
be replaced following this procedure.
sealant. If the studs rotate during service this indicates that the seal is
broken and the stud must be replaced. Failure to replace the studs can
result in engine oil leaking onto the exhaust manifold.
Fig. 847: Exhaust Manifold Stud

1. Remove and discard the exhaust manifold stud.

2. Clean all the holes using electronic contact cleaner applied to a plastic bristle/bottle brush. Do not use
parts cleaner. On the five upper stud holes, be careful not to drive the brush into the engine cavity. Use
the brush to draw out any residual oil or hardened loctite. Wipe the exhaust face clean when completed
with a lint free cloth.
3. Apply Loctite 277 to the manifold end of a new exhaust manifold stud. Apply the Loctite 360 degrees
around the part for a minimum of 4 threads.
Fig. 848: Exhaust Stud Protrusion Length

4. Hand start the exhaust stud and with M8 hex nuts (do not use lock nuts). Tighten the exhaust stud to 11
N.m (97 in. lbs.) and remove the two nuts.
5. Measure the protrusion length (1) of the installed exhaust stud. The length must be between 24 - 26 mm
(0.945 - 1.023 in.) when fully seated.
6. Wait a minimum of 15 minutes before installing the maniverter. This will allow the Loctite 277 to fully
set.
NOTE: Any rotation in the loosening or tightening direction of the stud after it is
assembled breaks the bond in the joint. If the bond is broken, remove the
stud and start over at Step 1.
REMOVAL
REMOVAL
Fig. 849: Exhaust Manifold & Nuts

The exhaust manifold is removed from the engine with the turbocharger attached. To remove the exhaust
manifold assembly. Refer to TURBOCHARGER, REMOVAL.
NOTE: Discard gaskets and the nuts (1). New gaskets and nuts must be used. The
washers can be reused.
INSTALLATION
INSTALLATION
Fig. 850: Exhaust Manifold & Nuts

NOTE: New gaskets and nuts (1) must be installed during installation of the exhaust
manifold assembly. The washers can be reused.
The exhaust manifold (2) must be installed with the turbocharger attached. To install the exhaust manifold
assembly, Refer to TURBOCHARGER, INSTALLATION.
MANIFOLD, INTAKE
DESCRIPTION
DESCRIPTION

The intake manifold is an injection molded nylon composite design. The intake manifold is sealed to the
cylinder head using four individual press-in-place port silicone gaskets. Replace the gaskets whenever the
intake manifold is removed from the engine. If the intake manifold is damaged or cracked, it must be replaced.
The intake manifold provides ports for Positive Crankcase Ventilation (PVC) and emissions control. The
following components are attached to the intake manifold:

 Fuel rail
 Fuel injectors
 Combination Manifold Air Pressure (MAP)/ Intake Air Temperature (IAT) sensor
 Evaporative emissions solenoid
The fuel injection fuel rail is made of high impact metal. The intake manifold can be serviced without removing
the fuel injector rail. Always install new O-rings on the fuel injectors.

REMOVAL
REMOVAL

PROCEDURE .


information.





19. Unlock and disconnect the IAT/MAP sensor harness connector (1).
& Fasteners
20. Unlock and disconnect the evaporative emissions purge solenoid harness connector (1).
21. Unlock and disconnect the fuel injector harness connector (2).

22. Unlock and disconnect the harness connector (3) from the Electronic Throttle Control (ETC) (4) and












REMOVAL .


44. Slowly lower the engine so that it rolls forward and down.
45. Remove the remaining intake manifold flange bolt (3), the intake manifold support bolt (2) and remove
the intake manifold (1) from the vehicle through the space normally occupied by the battery.

 Throttle body. Refer to appropriate service information.

 Fuel rail. Refer to appropriate service information.

 Fuel injector(s). Refer to appropriate service information.
REMOVAL .
 IAT/MAP sensor. Refer to appropriate service information.
INSPECTION
INSPECTION

INSTALLATION
INSTALLATION


 Throttle body. Refer to appropriate service information.
 Fuel rail. Refer to appropriate service information.
 Fuel injector(s). Refer to appropriate service information.

PURGE, INSTALLATION .
 IAT/MAP sensor. Refer to appropriate service information.

3. Install the intake manifold (1) to the engine through the space normally occupied by the battery. Loosely
install an intake manifold flange bolt (3) and the support bolt (2) to hold the intake manifold in position.

4. Slowly raise the engine so that the RH engine mount isolator (3) can be reinstalled.
lbs.).
(2) to 60 N.m (44 ft. lbs.).


INSTALLATION .


10. Install the remaining six of the seven intake manifold flange bolts. Tighten all seven intake manifold


bolt (1) to 130 N.m (96 ft. lbs.).

lbs.).


15. Tighten the previously installed intake manifold support bolt (2) to 8 N.m (90 in. lbs.).
16. Connect the heater core outlet hose (3) and inlet hose (4) to the heater core.



24. Remove four bolts (1) and install the tunnel support brace (2). Reinstall the bolts (1) and tighten to 90
N.m (60 ft. lbs.).




to 13 N.m (115 in. lbs.).
information.

& Fasteners
31. Connect and lock the fuel injector wire harness connector (2).
32. Connect and lock the evaporative emissions purge solenoid harness connector (1).

33. Connect and lock the IAT/MAP sensor harness connector (3).

34. Install the ground strap (4) to the PCM (2) with nut (1) tightened to 5 N.m (44 in. lbs.).
retainers (3).

lbs.).

(115 in. lbs.).



TURBOCHARGER SYSTEM
ACTUATOR, TURBOCHARGER
REMOVAL
REMOVAL
Fig. 907: Upper Heat Shield, Fasteners & Turbocharger


2. Remove the upper heat shield (2).
Fig. 908: Vacuum Line

3. Remove the vacuum line (1) from the actuator.
Fig. 909: Actuator Assembly, Mounting Nuts, Actuator Rod, Retaining Clip & Wastegate Lever
4. Remove the actuator rod retaining clip (4) from the wastegate lever (5).
5. Remove the mounting nuts (2).
6. Position the actuator rod (3) away from the wastegate lever.
7. Remove the actuator assembly (1) away from the turbocharger by pulling away from the mount.
INSTALLATION
INSTALLATION
Fig. 910: Actuator Assembly, Mounting Nuts, Actuator Rod, Retaining Clip & Wastegate Lever
1. Position the actuator (1) onto its mount located on the turbocharger.
2. Install the mounting nuts (2). Tighten the nuts to 9 N.m (80 in. lbs.).
3. Position the actuator rod (3) to the wastegate lever (5) and install the retaining clip (4).
Fig. 911: Vacuum Lines, Actuator & Fasteners

4. Reconnect the vacuum line (1) to the actuator (2).

Fig. 912: Upper Heat Shield, Fasteners & Turbocharger

5. Install the upper heatshield (2). Tighten the bolts (1) to 9 N.m (80 in. lbs.) and the nuts (3) to 9 N.m (80
in. lbs.).
COOLER AND HOSES, CHARGE AIR
REMOVAL
REMOVAL
Fig. 913: Front Bumper Fascia

1. Remove the front bumper fascia. Refer to FASCIA, FRONT, REMOVAL .

Fig. 914: Right Cooler Hose Quick Connect

2. Release the right cooler hose quick connect (1).
Fig. 915: Left Cooler Hose Quick Connect

3. Release the left cooler hose quick connect (1).

Fig. 916: Turbocharger Cooler, Duct & Bracket Bolt

4. Remove the bracket bolt (1)

5. Swap over the cooler duct (2) as necessary.
6. Remove the cooler (3) and hose assembly.

7. Remove the bracket bolt (2).

8. Swap over the cooler duct (1) as necessary.
9. Remove the cooler (3) and hose assembly.
INSTALLATION
INSTALLATION

1. Set the left cooler (3) and hose into position with the duct (1) installed.
2. Install the bracket bolt (2).
3. Tighten bolt to 18 N.m (13 ft. lbs.).

4. Set the right cooler (3) and hose assembly into position with the duct (2) installed.
5. Install the bracket bolt (1).
6. Tighten the bolt to 18 N.m (13 ft. lbs.).
Fig. 920: Left Cooler Hose Quick Connect

7. Snap the left hose quick connect onto the tube (1).
Fig. 921: Right Cooler Hose Quick Connect

8. Snap the right hose quick connect onto the tube (1).
Fig. 922: Front Bumper Fascia

9. Install the front bumper fascia. Refer to FASCIA, FRONT, INSTALLATION .
TURBOCHARGER
REMOVAL
REMOVAL




5. Disconnect the electrical connector from the cooling fan resistor (1) located on the cooling fan shroud.


8. Recover the refrigerant from the refrigerant system. Refer to STANDARD PROCEDURE .
9. Remove the bolt (4) and disconnect the A/C liquid line (1) and the A/C compressor discharge line (2)
from the A/C condenser tapping block (3).
10. Separate the A/C liquid line from the A/C compressor discharge line. Remove and discard the dual plane
seals.

Fig. 928: Front Impact Sensor & Connector

SENSOR, IMPACT, REMOVAL . It is not necessary to unbolt the sensor from the frame.
Fig. 929: Horn & Connector

15. Disengage the wire harness from the bumper reinforcement.

16. Disengage the block heater wire harness retainer (1) from the upper core support.
Fig. 931: Throttle Body Inlet Hose, Turbocharger Outlet Hose & Cooling Fan
17. Disconnect the throttle body inlet hose (1) and turbocharger outlet hose (2) at the lower quick disconnects
located behind the cooling fan (3).

18. Remove the four upper bolts (1), eight center bolts and washers (2), eight lower bolts and washers (3) and
the cooling module assembly (4) from the vehicle.
Fig. 933: Turbocharger Bracket & Fasteners

19. Remove the turbocharger bracket bolts (1).

20. Remove and discard the bracket nut (3).
21. Remove the turbocharger bracket (2).
Fig. 934: Upper Heat Shield Bolts & Nuts

22. Remove the turbocharger upper heat shield bolts (1) and nuts (2).
Fig. 935: Charge Air Cooler Supply Hose, Heat Shield, Nuts & Bolts
23. Remove the Charge Air Cooler (CAC) supply hose (5) from the turbocharger.
24. Remove the catalytic converter heat shield (3).
CAUTION: The oil supply and return lines MUST be replaced whenever the lines
are loosened or removed.
Fig. 936: Turbocharger Pressure Sensor Hose, Actuator Pump, Oil And Coolant Supply Line Banjo
Bolt, Lower Oil Return Line & Turbocharger Surge Valve Connector
25. Disconnect the vacuum line to the actuator pump (2).

26. Disconnect the turbocharger pressure sensor hose (1).
27. Remove the coolant return line located on the rear side of the turbocharger.
28. Remove the coolant supply banjo bolt (4) and position the line aside.
29. Remove the oil supply line banjo bolt (3).
30. Remove the lower oil return line (5).
31. Disconnect the turbocharger surge valve connector (6).
32. Raise and support vehicle.
33. Remove the front exhaust pipe support bolt (2).

Fig. 938: Catalytic Converter, Support Mount & Bolts

35. Remove the nuts that secure the cross under pipe to the catalytic converter.
36. Remove the front exhaust pipe and flange gasket.
37. Remove the lower catalytic converter support mount (2).
Fig. 939: Turbocharger, Catalytic Converter Clamp & Catalytic Converter Assembly
39. Disconnect the O2 sensor connector.

40. Loosen the catalytic converter clamp (2) at the turbocharger (1) and remove the converter assembly from
vehicle.
Fig. 940: Converter/Turbo Gasket Ring

41. Remove the converter to turbo seal ring (1).
Fig. 941: Covers/Caps

NOTE: Install the (special tool #10368, Set, Universal Protective Cap) into the
open bores on the turbo to avoid any foreign material to enter the
turbocharger.
42. Remove the two bolts and the nut that secure the shield to the exhaust manifold.
43. Remove the shield.
Fig. 942: Exhaust Manifold Nuts

NOTE: The turbocharger has been removed for clarity.
44. Remove and discard the nine exhaust manifold nuts (1).
45. Remove the nine washers.
NOTE: The exhaust manifold nuts must be replaced. The washers can be reused.
Fig. 943: Manifold/Turbocharger Nuts

46. With the manifold removed, invert the manifold and turbocharger and remove the four nuts (1).
NOTE: The turbocharger mounting nuts must be replaced.
47. Lift the manifold up and off of the turbocharger. Remove and discard the gasket.
INSTALLATION
INSTALLATION
CAUTION: The oil supply and return lines MUST be replaced whenever the lines are
loosened or removed.
Fig. 944: Manifold/Turbocharger Nuts

1. With the manifold removed, invert the manifold and turbocharger.

2. Install a new gasket onto the manifold/turbocharger mating surface.
3. Set the manifold onto the turbocharger studs and install four new nuts (1) by hand.
4. Tighten the four nuts to 25 N.m (18 ft. lbs.).
5. After the nuts are tightened to 25 N.m (18 ft. lbs.) once, repeat the step to be sure that all nuts are at the
proper torque.
Fig. 945: Exhaust Manifold Fastener Tightening Sequence

NOTE: Replace any stud that loosens during removal. If a stud is to be replaced,
tighten the new stud to 11 N.m (97 in. lbs.). Age of the vehicle and
environment impact how many of the studs come out. Any that stay in the
head also need to be checked for the 11 N.m (97 in. lbs.).
NOTE: The turbocharger has been removed for clarity.
6. Install a new manifold gasket/shield assembly.

7. Set the manifold and turbocharger assembly onto the cylinder head studs.
8. Install the nine exhaust manifold washers and new nuts (1).
9. (1) Tighten to 15 N.m (133 in. lbs.) in order from 1 to 9.
10. (2) Retighten to 15 N.m (133 in. lbs.) in order from 1 to 4 only .
11. (3) Add additional 30 degrees of rotation to all in order from 1 to 9.
Fig. 946: Converter/Turbo Gasket Ring

12. Install the new converter to turbo seal ring (1).
Fig. 947: Turbocharger, Catalytic Converter Clamp & Catalytic Converter Assembly
13. Install the catalytic converter assembly (3).

14. Position the exhaust manifold shield and install the two bolts and one new nut.
15. Tighten the shield bolts to 9 N.m (80 in. lbs.).
CAUTION: Band clamps should never be tightened such that the two sides of
the clamps are bottomed out against the hourglass shaped center
block. Once this occurs, the clamp has lost clamping force and must
be replaced.
16. Install the catalytic converter v-clamp (2) at the turbocharger (1).
17. Tighten clamp to 8 N.m (71 in. lb).
18. Connect the O2 sensor connector.

19. Install the lower catalytic converter support bracket (2).

20. Install and tighten the bracket bolts (3) to 56 N.m (41 ft. lbs.).
21. Install a new converter to pipe gasket.
22. Install the front exhaust pipe.
23. Install the nuts that secure the cross under pipe to the catalytic converter.
24. Tighten the front exhaust pipe nuts to 56 N.m (41 ft. lbs.).
25. Install the front exhaust pipe support bolt (2). Tighten to 56 N.m (41 ft. lbs.).
26. Install the exhaust flange nuts (1). Tighten to 69 N.m (51 ft. lbs.).
Fig. 950: Turbocharger Pressure Sensor Hose, Actuator Pump, Oil And Coolant Supply Line Banjo
Bolt, Lower Oil Return Line & Turbocharger Surge Valve Connector
NOTE: Banjo bolts and banjo bolt gaskets must be replaced during assembly.
NOTE: The oil supply and return lines must be replaced during assembly or ANY
TIME the fittings are loosened to prevent turbine bearing failure from
debris.
27. Connect the vacuum line to the actuator pump (2).

28. Connect the turbocharger pressure sensor hose (1).
29. Install the coolant return line located on the rear side of the turbocharger. Tighten to 38 N.m (28 ft. lbs.).
30. Install the coolant supply banjo bolt (4) Tighten to 38 N.m (28 ft. lbs.).
31. Install the oil supply line banjo bolt (3). Tighten to 30 N.m (22 ft. lbs.).
32. Install the lower oil return line (5). Tighten the bolt to 14 N.m (124 in. lbs.).
33. Connect the turbocharger surge valve connector (6).
34. Install the Charge Air Cooler (CAC) supply hose (5) to the turbocharger.
35. Install the CAC hose clamp and tighten.
36. Install the catalytic converter heat shield (3).

37. Tighten the nuts and bolts to 8 N.m (71 in. lbs.).
38. Connect the upstream and downstream O2 sensor connectors.
Fig. 953: Turbocharger Bracket & Fasteners

39. Install the turbocharger bracket (2), bolts (1) and new nut (3).
40. Tighten the bolts and nut to 25 N.m (18 ft. lbs.).

41. Position the Front End Module onto the front of the vehicle.
bolts and washers (3). Tighten the eight bolts (2) to 45 N.m (33 ft. lbs.). Tighten the four bolts (1) to 24
N.m (18 ft. lbs.). Tighten the eight bolts (3) to 45 N.m (33 ft. lbs.).
Fig. 955: Throttle Body Inlet Hose, Turbocharger Outlet Hose & Cooling Fan
43. Connect the throttle body inlet hose (1) and turbocharger outlet hose (2) at the lower quick disconnects
located behind the cooling fan (3).

44. Engage the block heater wire harness retainer (1) at the upper core support.
Fig. 957: Horn & Connector

45. Connect the wire harness connector (1) to the horn (2).
46. Engage the wire harness connector to the bumper reinforcement.
Fig. 958: Front Impact Sensor & Connector

47. Connect the wire harness connector (2) to the right and left front impact sensors (1).



51. Install the upper and lower radiator hoses and clamps. Tighten the clamps.
52. Recharge the AC system to specifications.


55. Install the fascia assembly. Refer to FASCIA, FRONT, INSTALLATION .
VALVE TIMING
DESCRIPTION
DESCRIPTION

wheeling engine.
The timing drive components include a crankshaft sprocket (2), camshaft sprocket (5), tensioner pulley (4) and
a timing belt (1). The water pump (3) is also driven by the timing belt. The camshaft sprocket is not keyed to the
camshaft.
STANDARD PROCEDURE







8. Install the Camshaft Timing Locking Tool (special tool #10277, Tool, Camshaft Timing Locking) (1) to
the rear of the camshaft. Rotate the crankshaft vibration damper clockwise to align the tool with the
vacuum pump mounting. Install three bolts (2) and tighten to 20 N.m (15 ft. lbs.).

9. Remove the lower timing belt cover (1). Refer to COVER(S), ENGINE TIMING, REMOVAL.

10. Install the Crankshaft Timing Locking Tool (special tool #10276, Tool, Crankshaft Timing Locking) (1)
with three bolts (3) tightened to 25 N.m (18 ft. lbs.) and one bolt (2) tightened to 9 N.m (80 in. lbs.).
11. If the bolt (2) does not align with the lower timing belt cover mounting boss, the camshaft timing is not
correct. Proceed to the timing belt service procedures. Refer to BELT, TIMING, REMOVAL.
BELT, TIMING
REMOVAL
REMOVAL



information.










REMOVAL .





boss, the camshaft timing is not correct.

INSPECTION
INSPECTION

1 - PEELING
3 - RUBBER EXPOSED
4 - CRACKS
5 - PEELING
6 - ROUNDED EDGE
a fingernail.


INSTALLATION
INSTALLATION

1. If removed, install the (special tool #10276, Tool, Crankshaft Timing Locking) (1) with three bolts (3)
tightened to 25 N.m (18 ft. lbs.) and one bolt (2) tightened to 9 N.m (80 in. lbs.).



sprockets.






lbs.).
(2) to 60 N.m (44 ft. lbs.).

INSTALLATION .




bolt (1) to 130 N.m (96 ft. lbs.).

lbs.).



information.

(115 in. lbs.).


REMOVAL
REMOVAL








INSTALLATION
INSTALLATION







REMOVAL
REMOVAL



information.





(15 ft. lbs.).






REMOVAL .






36. If required, remove the crankshaft sprocket (4):
 Install the (special tool #10307, Holder, Crankshaft Sprocket) (1) with three bolts (3) tightened to
25 N.m (15 ft. lbs.).
 Remove the bolt (2) and the crankshaft sprocket (4).


38. If required, use (special tool #6847, Holder, Camshaft Sprocket) (2) and remove the bolt (1) and the
camshaft sprocket (3).
INSTALLATION
INSTALLATION

damage.




sprockets.






lbs.).
(2) to 60 N.m (44 ft. lbs.).

INSTALLATION .


bolt (1) to 130 N.m (96 ft. lbs.).

lbs.).

(15 ft. lbs.).

crankshaft bolt an additional 110°.






information.
(115 in. lbs.).


DESCRIPTION
DESCRIPTION
timing belt. When the silver tab is centered in the window the timing belt tension is correct. Lock the tensioner
in this position by tightening the nut (3).
NOTE: If the silver tab is to the right side of the window, timing belt tension is
insufficient. If the silver tab is left of the window, timing belt tension is
excessive.
REMOVAL
REMOVAL



information.











REMOVAL .





N.m (18 ft. lbs.) and one bolt (2) tightened to 9 N.m (80 ft. lbs.).
INSTALLATION.

INSTALLATION
INSTALLATION
NOTE: If the original timing belt is being reused, install the belt so that it maintains the
same direction of rotation as when it was removed.
1. If removed, install the timing belt starting with the crankshaft sprocket, then the water pump sprocket,
finishing with the camshaft sprocket.
sprockets.



INSTALLATION.



lbs.).
(2) to 60 N.m (44 ft. lbs.).

INSTALLATION .




bolt (1) to 130 N.m (96 ft. lbs.).

lbs.).


information.

(115 in. lbs.).



2012 ENGINE Cooling System - Fiat 500
2012 ENGINE
Cooling System - Fiat 500
DESCRIPTION
DESCRIPTION
The cooling system regulates engine operating temperature. It allows the engine to reach normal operating
temperature as quickly as possible, maintains normal operating temperature and prevents overheating.
The cooling system also provides a means of heating the passenger compartment. The cooling system is
pressurized and uses a centrifugal water pump to circulate coolant throughout the system. A separate and
remotely mounted, coolant bottle is used.
COOLING SYSTEM COMPONENTS
The cooling system consists of:
 Electric cooling fan

 Radiator
 A coolant recovery system
 Thermostat
 Water pump
 Transmission oil cooler
 Radiator pressure cap
 Coolant
 Water pump
 Hoses and hose clamps
Fig. 1: CLIC E® and CLIC R® Clamps

Hose clamps called the CLIC E® and the CLIC R® are used to ensure a more even distribution of the clamping
force.
Fig. 2: CLIC E® Clamp

CLIC E®
- Used for most applications that have a large variation of expansion and contraction. Equipped with a spring.
The clamp is able to adjust while ensuring proper tension. If the clamp is removed for repairs. It can be reused.
Fig. 3: CLIC R® Clamp

CLIC R®
- Used for most applications that require a capacity reserve designed to compensate for the tolerance ranges of
the hoses and spigots to be tightened. If the clamp needs to be removed for repairs. The clamp must be replaced
to ensure proper fitting to that component.
Fig. 4: CLIC Style Pliers

It is highly recommended that the use of a CLIC style pliers (Miller tool #(special tool #10288, Pliers, Hose
Clamp)) be used for proper installation and removal of the CLIC® clamps. The use of specific tools for the
clamp, will allow it to be reused.
The use of non CLIC® style pliers (screwdrivers, vice grips, channel locks, etc.) may damage the clamp and the
clamp must be replaced.
OPERATION
OPERATION
The cooling system regulates engine operating temperature. It allows the engine to reach normal operating
temperature as quickly as possible. It also maintains normal operating temperature and prevents overheating.
The cooling system also provides a source of hot coolant for heating the passenger compartment and cooling the
automatic transmission fluid (if equipped). The cooling system is pressurized and uses a centrifugal water pump
to circulate coolant throughout the system.
 When engine is cold the thermostat is closed. The cooling system has no flow through the radiator. The
coolant flows through the engine, water pump, and heater.
 When engine is warm the thermostat is full open. On the gas engine coolant flows through the engine,
radiator, heater, and water pump.
An optional factory installed maximum duty cooling package is available on most models. This package will
provide additional cooling capacity for vehicles used under extreme conditions such as trailer towing in high
ambient temperatures.
CLIC© HOSE CLAMP PLIERS - USAGE
When CLIC© style clamps are used. It requires that miller tool (special tool #10288, Pliers, Hose Clamp) for
proper installation and removal.
Fig. 5: Flat Blade Of The Pliers

Installation of the hose clamp requires the flat blade of the pliers to rest against the latch lock side of the clamp.
The notched end of the pliers will position to the protruded guide on the latch side. Squeeze the pliers until a
CLICK sound is heard.
Fig. 6: Notched End Of The Pliers

Removal of the hose clamp requires the notched end of the pliers to rest against the latch side of the clamp.
Squeezing the pliers will cause the hook of the latch lock to ride up the beveled edging of the notched side,
releasing itself from the lock.

AERATION
If coolant level drops below a certain point, aeration will occur drawing air into the water pump resulting in the
following:
 High reading shown on the temperature gauge.

 Loss of coolant flow through the heater core.
 Corrosion in the cooling system.
 Transmission oil will become hotter (automatic transmission equipped vehicles).
 Water pump seal may run dry, increasing the risk of premature seal failure.
 Combustion gas leaks into the coolant can also cause the above problems.
DEAERATION
As air is removed from the cooling system, it gathers in the coolant recovery container. This pressure is released
into the atmosphere through the pressure valve located in the radiator pressure cap when pressure reaches 96 -
124 kPa (14 - 18 psi). This air is replaced with coolant from the coolant recovery container.
NOTE: Deaeration does not occur at engine idle, higher engine speeds are required.
Normal driving will deaerate cooling system.
To effectively deaerate the system, multiple thermal cycles of the system may be required.
PRELIMINARY CHECKS
ENGINE COOLING SYSTEM OVERHEATING
Establish what driving conditions caused the complaint. Abnormal loads on the cooling system such as the
following may be the cause:
 Prolonged idle
 Very high ambient temperature
 Slow traffic
 Traffic jams
 High speed or steep grades
 Debris on front of the grill or the cooling module that is restricting airflow
Driving techniques that avoid overheating are:
 Idle with A/C off when temperature gauge is at end of normal range.
 Increasing engine speed up to 2000 RPM with transmission in park or neutral for more airflow is
recommended.
RECENT SERVICE OR ACCIDENT REPAIR:
Determine if any recent service has been performed on vehicle that may affect the cooling system. This may be:
 Engine adjustments (incorrect timing)

 Slipping engine accessory drive belt(s)
 Brakes (possibly dragging)
 Changed parts. Incorrect water pump or pump rotating in wrong direction due to belt not correctly routed
 Reconditioned radiator or cooling system refilling (possibly under filled or air trapped in system).
 Service to electrically controlled viscous fan clutch
NOTE: If investigation reveals none of the previous items as a cause for an engine
overheating complaint, refer to DIAGNOSIS AND TESTING.
COOLING SYSTEM

TEMPERATURE GAUGE READS 1. Diagnostic Trouble Code 1. Replace thermostat, if
LOW (DTC) has been set indicating a necessary. If a (DTC) has not been
stuck open engine thermostat. set, the problem may be with the
temperature gauge.
2. Engine Coolant Temperature 2. Check connector at Engine
Sensor. Coolant Temperature Sensor.
Repair as necessary.
3. Inoperative temperature 3. Check gauge operation. Refer to
gauge. OPERATION .
4. Coolant level low during cold 4. Check coolant level in the
ambient temperature, coolant recovery/reserve container
accompanied by poor heater and the radiator. Inspect the
performance. system for leaks. Repair as
necessary. Refer to OPERATION
for WARNINGS in this
information before removing
pressure cap.
TEMPERATURE GAUGE READS 1. Trailer being towed, a steep 1. This may be a temporary
HIGH OR ENGINE COOLANT hill being climbed, vehicle condition and repair is not
WARNING LAMP being operated in slow moving necessary. Turn off the air
ILLUMINATES. COOLANT MAY traffic, or engine idling during conditioning and drive the vehicle
OR MAY NOT BE LOST FROM high ambient (outside) without any of the previous
SYSTEM. temperatures with air conditions. Observe the

conditioning on. High altitudes temperature gauge. The gauge
could also cause these should return to the normal range.
conditions. If the gauge does not return to the
normal range, determine the cause
of the overheating and repair.
2. Inoperative temperature 2. Check gauge operation. Refer to
gauge. OPERATION .
3. Is temperature warning lamp 3. Check warning lamp operation.
(if equipped) illuminating Refer to INDICATORS,
unnecessarily? INSTRUMENT CLUSTER,
OPERATION .
4. Coolant low in 4. Check for coolant leaks and
recovery/reserve bottle and repair as necessary.
radiator?
5. Pressure cap not installed 5. Tighten cap.
tightly. If cap is loose, boiling
point of coolant will be lowered.
Also refer to the following step
6.
6. Poor seals at pressure cap. 6. (a) Check condition of cap and
cap seals. Refer to CAP,
RADIATOR, DIAGNOSIS AND
TESTING. Replace cap if
necessary.
(b) Check condition of filler neck.
If neck is warped or damaged,
replace neck.
7. Coolant level low in radiator, 7. (a) Check condition of pressure
but not in coolant cap and cap seals. Replace cap if
recovery/reserve bottle. This necessary.
indicates the radiator is not (b) Check condition of filler neck.
drawing coolant from the Replace if damaged.
coolant recovery/reserve bottle (c) Check condition of hose from
as the engine cools. As the filler neck to coolant container. It
engine cools, a vacuum is should be tight at both ends
formed inside the cooling without any kinks or tears.
system. If the pressure cap seals Replace hose as necessary.
are defective, or the cooling
(d) Check coolant recovery/reserve
system has a leak, a vacuum
bottle and hose for blockage.
cannot be formed.
8. Freeze point of coolant not 8. Check coolant concentration.
correct. Mixture ratio may be Refer to COOLANT,
too rich. DIAGNOSIS AND TESTING.
Adjust glycol-to-water ratio as
required.
9. Coolant not flowing through 9. Check for coolant flow at filler

system. neck with some coolant removed,
engine warm, and thermostat open.
Coolant should be observed
flowing through filler neck. If flow
is not observed, determine reason
for lack of flow and repair as
necessary.
10. Radiator air seals missing or 10. Inspect air seals. Correct as
improperly installed. necessary.
11. Radiator or A/C condenser 11. Clean obstruction from fins.
fins are dirty or clogged.
12. Radiator core is plugged or 12. Replace or clean radiator.
corroded.
13. Fuel or ignition system 13. Refer to the appropriate
problems. Powertrain Diagnostic Procedure
information.
14. Dragging Brakes. 14. Inspect brake system and
repair as necessary. Refer to
DIAGNOSIS AND TESTING or
DIAGNOSIS AND TESTING -
BASE BRAKE SYSTEM
DIAGNOSIS CHARTS .
15. Bug screen or other 15. Remove bug screen or
aftermarket accessory is being accessory.
used causing reduced air flow.
16. Thermostat partially or 16. Check thermostat operation
completely closed. and replace as necessary. Refer to
THERMOSTAT, REMOVAL.
17. Cooling fan not operating 17. Check electric fan operation
properly. and repair as necessary.
18. Cylinder head gasket 18. Check cylinder head gasket for
leaking. leaks. Refer to DIAGNOSIS AND
TESTING .
19. Heater core leaking. 19. Check heater core for leaks.
TEMPERATURE GAUGE 1. The gauge may cycle up and 1. A normal condition. No
READING IS INCONSISTENT down. This is due to the cycling correction is necessary. If gauge
(FLUCTUATES, CYCLES OR IS of the electric radiator fan. cycling is the hot zone, check
ERRATIC) electric fan operation and repair as
necessary.
2. During cold weather 2. A normal condition. No
operation with the heater blower correction is necessary.
in the high position, the gauge
reading may drop slightly.
3. Temperature gauge or Engine 3. Check gauge operation. Refer to
Coolant Temperature Sensor is OPERATION .
defective or shorted.
4. Gauge reading rises when 4. A normal condition. No
vehicle is brought to a stop after correction is necessary. The gauge
heavy use (engine still running). should return to normal range after
vehicle is driven.
5. Gauge reading high after 5. A normal condition. No
restarting a warmed-up (hot) correction is necessary. The gauge
engine. should return to normal range after
a few minutes of engine operation.
6. Coolant level low in radiator 6. Check and correct coolant leaks.
(air will build up in the cooling
system causing the thermostat to
open late).
7. Cylinder head gasket leaking 7. (a) Check for cylinder head
allowing exhaust gas to enter gasket leaks using Tool C-3685-A
cooling system. This will cause Block Leak Tester or the
thermostat to open late. equivalent. Repair as necessary.
(b) Check for coolant in the engine
oil. Inspect for white steam
emitting from exhaust system.
8. Water pump impeller loose 8. Check water pump and replace
on shaft. as necessary.
9. Air leak on the suction side of 9. Locate leak and repair as
water pump allows air to build necessary.
up in cooling system. This will
cause the thermostat to open
late.
PRESSURE CAP IS BLOWING 1. Pressure relief valve in 1. Check condition of pressure cap
OFF STEAM AND/OR COOLANT pressure cap is defective. and seals. Refer to CAP,
FLOWING INTO RECOVERY RADIATOR, DIAGNOSIS AND
BOTTLE. TEMPERATURE TESTING. Replace as necessary.
GAUGE READING MAY BE
ABOVE NORMAL, BUT NOT
HIGH. COOLANT LEVEL MAY
BE HIGH IN RECOVERY
BOTTLE.
COOLANT LOSS TO THE 1. Coolant leaks in radiator, 1. Pressure test cooling system and
GROUND WITHOUT PRESSURE cooling system hoses, water repair as necessary.
CAP BLOWOFF. GAUGE IS pump or engine.
READING HIGH OR HOT.
DETONATION OR PRE- 1. Engine overheating. 1. Check reason for overheating
IGNITION (NOT CAUSED BY and repair as necessary.
IGNITION SYSTEM). GAUGE
MAY OR MAY NOT BE
READING HIGH.
2. Freeze point of coolant not

2. Check the freeze point of the
correct. coolant. Refer to COOLANT,
Adjust glycol-to-water ratio as
required.
HOSE OR HOSES COLLAPSE 1. Vacuum created in cooling 1. (a) Pressure cap relief valve
WHEN ENGINE IS COOLING system on engine cool-down is stuck. Refer to CAP,
not being relieved through RADIATOR, DIAGNOSIS AND
coolant recovery/reserve TESTING. Replace as necessary.
system.
(b) Hose between coolant
recovery/reserve bottle and outlet
connector is kinked. Repair as
necessary.
(c) Vent at coolant
recovery/reserve bottle is plugged.
Clean vent and repair as necessary.
(d) Recovery/reserve bottle is
internally blocked or plugged.
Check for blockage and repair as
necessary.
RADIATOR FAN OPERATES 1. Malfunctioning electrical 1. Refer to appropriate Powertrain
ALL THE TIME component or circuit. Diagnostic Procedures. Repair as
necessary.
2. Check for low coolant level. 2. Repair as necessary.
RADIATOR FAN WILL NOT 1. Fan motor defective. 1. Refer to appropriate Powertrain
OPERATE, GAUGE READING Diagnostic Procedures information
HIGH OR HOT for operation of the scan tool.
2. Fan relay, powertrain control 2. Refer to appropriate Powertrain
module (PCM) or engine Diagnostic Procedures information
coolant temperature sensor for operation of the scan tool.
defective. Repair as necessary.
3. Blown fuse in power 3. Determine cause for blown fuse
distribution center (PDC). and repair as necessary.
NOISY FAN 1. Fan blade loose. 1. Replace radiator fan assembly.
2. Fan blade striking a 2. Locate point of fan blade
surrounding object. contact and repair as necessary.
3. Air obstructions at radiator or 3. Remove obstructions and/or
A/C condenser. clean debris from radiator and/or
A/C condenser.
4. Electric fan motor defective. 4. Replace radiator fan assembly.
INADEQUATE AIR 1. Electric radiator fan not 1. Refer to appropriate Powertrain
CONDITIONER PERFORMANCE operating when A/C is on. Diagnostic Procedures information
(COOLING SYSTEM for operation of the scan tool.
SUSPECTED) Repair as necessary.
2. Radiator and/or air 2. Remove restriction and/or clean

conditioning condenser is as necessary.
restricted, obstructed or dirty.
3. Radiator air seals missing or 3. Inspect air seals. Repair as
improperly installed. necessary.
4. Engine is overheating (heat 4. Correct overheating condition.
may be transferred from radiator Refer to ENGINE COOLING
to A/C condenser). High SYSTEM OVERHEATING .
underhood temperature due to
engine overheating may also
transfer heat to A/C
components.
INADEQUATE HEATER 1. Has a diagnostic trouble code 1. Refer to STANDARD
PERFORMANCE (DTC) been set? PROCEDURE (EAB) or
STANDARD PROCEDURE
(EAJ) Powertrain Diagnostic
Procedures.
2. Coolant level low. 2. Check cooling system for leaks.
3. Obstructions in heater hose 3. Remove heater hoses at both
fittings at engine. ends and check for obstructions.
4. Heater hose kinked. 4. Locate kinked area and repair as
necessary.
5. Water pump is not pumping 5. Check accessory drive belt
coolant through the heater core. operation. Repair as necessary.
When the engine is fully
warmed up, both heater hoses
should be hot to the touch.
HEAT ODOR 1. Various heat shields are used 1. Locate missing shields and
at certain components. One or replace or repair as necessary.
more of these shields may be
missing.
2. Is temperature gauge reading 2. Check gauge operation. Refer to
above the normal range? OPERATION .
3. Is cooling fan operating 3. Repair as necessary.
correctly?
4. Has undercoating been 4. Clean undercoating as
applied to any unnecessary necessary.
component.
5. Engine may be running rich 5. Refer to appropriate Powertrain
causing the catalytic converter Diagnostic Procedures information
to overheat. for operation of the scan tool.
POOR DRIVEABILITY 1. Has a diagnostic trouble code 1. Refer to the appropriate
(THERMOSTAT POSSIBLY (DTC) been set? Powertrain Diagnostic Procedure
STUCK OPEN). GAUGE MAY BE information for checking a DTC

READING LOW related to the thermostat.
STEAM IS COMING FROM 1. During wet weather, moisture 1. Occasional steam emitting from
FRONT OF VEHICLE NEAR (snow, ice or rain condensation) this area is normal. No repair is
GRILLE AREA WHEN on the radiator will evaporate necessary.
WEATHER IS WET, ENGINE ISwhen the thermostat opens. This
WARMED UP, RUNNING, AND opening allows heated water
VEHICLE IS STATIONARY. into the radiator. When the
TEMPERATURE GAUGE IS IN moisture contacts the hot
NORMAL RANGE. radiator, steam may be emitted.
This usually occurs in cold
weather with no fan or airflow
to blow it away.
COOLANT COLOR 1. Coolant color is not 1. Check the freeze point of the
necessarily an indication of coolant. Refer to COOLANT,
adequate corrosion or DIAGNOSIS AND TESTING.
temperature protection. Do not Adjust the glycol-to-water ratio as
rely on coolant color for required.
determining condition of
coolant.
COOLANT LEVEL CHANGES IN 1. Level changes are to be 1. A normal condition. No repair is
COOLANT expected as coolant volume necessary.
RECOVERY/RESERVE BOTTLE fluctuates with engine
temperature. If the level in the
bottle was between the FULL
HOT and ADD marks at normal
engine operating temperature,
the level should return to within
that range after operation at
elevated temperatures.
LEAK TESTING
ULTRAVIOLET LIGHT METHOD

Fig. 7: Identifying Ultraviolet Light Method

1 - TYPICAL BLACK LIGHT TOOL
A leak detection additive is available through the parts department that can be added to cooling system. The
additive is highly visible under ultraviolet light (black light) (1). Pour one ounce of additive into cooling
system. Place heater control unit in HEAT position. Start and operate the engine until the radiator upper hose is
warm to the touch. Aim the commercially available black light tool at the components to be checked. If leaks
are present, the black light will cause the additive to glow a bright green color.
The black light can be used in conjunction with a pressure tester to determine if any external leaks exist.
PRESSURE TESTER METHOD
The engine should be at normal operating temperature. Recheck the system cold if the cause of coolant loss is
not located during the warm engine examination.
WARNING: Hot, pressurized coolant can cause injury by scalding.
Carefully remove the radiator pressure cap from the filler neck and check the coolant level. Push down on the
cap to disengage it from the stop tabs. Wipe the inside of the filler neck and examine the lower inside sealing
seat for nicks, cracks, paint, dirt and solder residue. Inspect the radiator-to- reserve/overflow tank hose for
internal obstructions. Insert a wire through the hose to be sure it is not obstructed.
Inspect the cams on the outside of the filler neck. If the cams are damaged, seating of the pressure cap valve and
tester seal will be affected.
Attach pressure tester ((special tool #7700, Tester, Cooling System) or an equivalent) to radiator filler neck.
Operate the tester pump to apply 103.4 kPa (15 psi) pressure to the system. If the hoses enlarge excessively or
bulges while testing, replace as necessary. Observe the gauge pointer and determine the condition of the cooling
system according to following criteria:
Holds Steady: If the pointer remains steady for two minutes, serious coolant leaks are not present in system.
However, there could be an internal leak that does not appear with normal system test pressure. If it is certain
that coolant is being lost and leaks cannot be detected, inspect for interior leakage or perform Internal Leakage
Test. Refer to INTERNAL LEAKAGE INSPECTION.
Drops Slowly: Indicates a small leak or seepage is occurring. Examine all of the connections for seepage or
slight leakage with a flashlight. Inspect the radiator, hoses, gasket edges and heater. Seal the small leak holes
with a Sealer Lubricant (or equivalent). Repair the leak holes and inspect the system again with pressure
applied.
Drops Quickly: Indicates that serious leakage is occurring. Examine the system for external leakage. Block
side panels are embossed to highlight core plugs. Remove embossed noise panels to inspect and or repair core
plugs. If leaks are not visible, inspect for internal leakage.
INTERNAL LEAKAGE INSPECTION
Remove the engine oil pan drain plug and drain a small amount of engine oil. If coolant is present in the pan, it
will drain first because it is heavier than oil. An alternative method is to operate engine for a short period to
churn the oil. After this is done, remove the engine dipstick and inspect for water globules. Also inspect the
transmission dipstick for water globules and transmission fluid cooler for leakage.
WARNING: With radiator pressure tester tool installed on radiator, do not allow
pressure to exceed 145 kpa (21 psi). Pressure will build up quickly if a
combustion leak is present. To release pressure, rock tester from side to
side. When removing tester, do not turn tester more than 1/2 turn if
system is under pressure.
Operate the engine without the pressure cap on the radiator until the thermostat opens. Attach a Pressure Tester
to the filler neck. If pressure builds up quickly it indicates a combustion leak exists. This is usually the result of
a cylinder head gasket leak or crack in engine. Repair as necessary.
If there is not an immediate pressure increase, pump the Pressure Tester. Do this until indicated pressure is
within system range of 110 kPa (16 psi). Fluctuation of the gauge pointer indicates compression or combustion
leakage into cooling system.
Because the vehicle is equipped with a catalytic converter, do not short out cylinders to isolate compression
leak.
If the needle on dial of the pressure tester does not fluctuate, race engine a few times to check for an abnormal
amount of coolant or steam. This would be emitting from exhaust pipe. Coolant or steam from exhaust pipe may
indicate a faulty cylinder head gasket, cracked engine cylinder block or cylinder head.
COMBUSTION LEAKAGE TEST - WITHOUT PRESSURE TESTER

DO NOT WASTE reusable coolant. If the solution is clean, drain the coolant into a clean container for reuse.
WARNING: Do not remove cylinder block drain plugs or loosen radiator draincock
with system hot and under pressure. Serious burns from coolant can
occur.
Drain sufficient coolant to allow thermostat removal. Refer to THERMOSTAT, REMOVAL. Remove
accessory drive belt. Refer to BELT, SERPENTINE, REMOVAL.
Add coolant to radiator to bring level to within 6.3 mm (1/4 in) of the top of the thermostat housing.
CAUTION: Avoid overheating. Do not operate engine for an excessive period of time.
Open draincock immediately after test to eliminate boil over.
Start engine and accelerate rapidly three times, to approximately 3000 RPM while observing coolant. If internal
engine combustion gases are leaking into cooling system, bubbles will appear in coolant. If bubbles do not
appear, internal combustion gas leakage is not present.
STANDARD PROCEDURE
DRAINING
Fig. 8: Identifying Cylinder Block Drain Plugs

1 - CYLINDER BLOCK DRAIN PLUG

2 - EXHAUST MANIFOLD AND HEAT SHIELD
WARNING: Do not remove the cylinder block drain plugs or loosen the radiator
draincock with system hot and under pressure. Serious burns from
coolant can occur.
1. DO NOT remove radiator cap first. With engine cold, raise vehicle on a hoist and locate radiator
draincock.
NOTE: Radiator draincock is located on the right/lower side of radiator facing to

rear of vehicle.
2. Attach one end of a hose to the draincock. Put the other end into a clean container. Open draincock and
drain coolant from radiator. This will empty the coolant reserve/overflow tank. The coolant does not have
to be removed from the tank unless the system is being refilled with a fresh mixture. When tank is empty,
remove radiator cap and continue draining cooling system.
STANDARD PROCEDURE - COOLANT AIR EVACUATION
Fig. 9: Pressurized Air Operated Vacuum Generator

Evacuating or purging air from the cooling system involves the use of a pressurized air operated vacuum
generator. The vacuum created allows for a quick and complete coolant refilling while removing any airlocks
present in the system components.
NOTE: To avoid damage to the cooling system, ensure that no component would be
susceptible to damage when a vacuum is drawn on the system.
WARNING: ANTIFREEZE IS AN ETHYLENE GLYCOL BASE COOLANT AND IS

HARMFUL IF SWALLOWED OR INHALED. IF SWALLOWED, DRINK TWO
GLASSES OF WATER AND INDUCE VOMITING. IF INHALED, MOVE TO
FRESH AIR AREA. SEEK MEDICAL ATTENTION IMMEDIATELY. DO NOT
STORE IN OPEN OR UNMARKED CONTAINERS. WASH SKIN AND

CLOTHING THOROUGHLY AFTER COMING IN CONTACT WITH
ETHYLENE GLYCOL. KEEP OUT OF REACH OF CHILDREN. DISPOSE OF
GLYCOL BASED COOLANT PROPERLY. CONTACT YOUR DEALER OR
GOVERNMENT AGENCY FOR LOCATION OF COLLECTION CENTER IN
YOUR AREA. DO NOT OPEN A COOLING SYSTEM WHEN THE ENGINE IS
AT OPERATING TEMPERATURE OR HOT UNDER PRESSURE;
PERSONAL INJURY CAN RESULT. AVOID RADIATOR COOLING FAN
WHEN ENGINE COMPARTMENT RELATED SERVICE IS PERFORMED;
PERSONAL INJURY CAN RESULT.
WARNING: WEAR APPROPRIATE EYE AND HAND PROTECTION WHEN

PERFORMING THIS PROCEDURE.
NOTE: The service area where this procedure is performed should have a minimum
shop air requirement of 80 PSI (5.5 bar) and should be equipped with an air
dryer system.
NOTE: For best results, the radiator should be empty. The vehicle's heater control
should be set to the heat position (ignition may need to be turned to the on
position but do not start the motor).
1. Refer to the Chrysler Pentastar Service Equipment (Chrysler PSE) Coolant Refiller #85-15-0650 or
equivalent tool's operating information for specific assembly steps.
2. Choose an appropriate adapter cone that will fit the vehicle's radiator filler neck or reservoir tank.
3. Attach the adapter cone (2) to the vacuum gauge (1).
Fig. 10: Vacuum Generator/Venturi Ball Valve

4. Make sure the vacuum generator/venturi ball valve (3) is closed and attach an airline hose (2) (minimum
shop air requirement of 80 PSI/5.5 bar) to the vacuum generator/venturi (1).
5. Position the adaptor cone/vacuum gauge assembly into the radiator filler neck or reservoir tank. Ensure
that the adapter cone is sealed properly.
Fig. 11: Vacuum Generator/Venturi

6. Connect the vacuum generator/venturi (2) to the positioned adaptor cone/vacuum gauge assembly (1).
7. Open the vacuum generator/venturi ball valve.
NOTE: Do not bump or move the assembly as it may result in loss of vacuum.
Some radiator overflow hoses may need to be clamped off to obtain
vacuum.
8. Let the system run until the vacuum gauge shows a good vacuum through the cooling system. Refer to the
tool's operating information for appropriate pressure readings.
NOTE: If a strong vacuum is being created in the system, it is normal to see the
radiator hoses to collapse.
9. Close the vacuum generator/venturi ball valve.

Fig. 12: Vacuum Generator/Venturi And Air Line

10. Disconnect the vacuum generator/venturi and airline from the adaptor cone/vacuum gauge assembly.
11. Wait approximately 20 seconds, if the pressure readings do not move, the system has no leaks. If the
pressure readings move, a leak could be present in the system and the cooling system should be checked
for leaks and the procedure should be repeated.
12. Place the tool's suction hose into the coolant's container.
NOTE: Ensure there is a sufficient amount of coolant, mixed to the required

strength/protection level available for use. For best results and to assist
the refilling procedure, place the coolant container at the same height as
the radiator filler neck. Always draw more coolant than required. If the
coolant level is too low, it will pull air into the cooling system which could
result in airlocks in the system.
13. Connect the tool's suction hose (1) to the adaptor cone/vacuum gauge assembly (2).
Fig. 13: Suction Hose Ball Valve

14. Open the suction hose's ball valve to begin refilling the cooling system.
15. When the vacuum gauge reads zero, the system is filled.
NOTE: On some remote pressurized tanks, it is recommended to stop filling when

the proper level is reached.
16. Close the suction hose's ball valve and remove the suction hose from the adaptor cone/vacuum gauge
assembly.
17. Remove the adaptor cone/vacuum gauge assembly from the radiator filler neck or reservoir tank.
18. With heater control unit in the HEAT position, operate engine with container cap in place.
19. After engine has reached normal operating temperature, shut engine off and allow it to cool. When engine
is cooling down, coolant will be drawn into the radiator from the pressure container.
20. Add coolant to the recovery bottle/container as necessary. Only add coolant to the container when the
engine is cold. Coolant level in a warm engine will be higher due to thermal expansion. Add
necessary coolant to raise container level to the COLD MINIMUM mark after each cool down period.
21. Once the appropriate coolant level is achieved, attach the radiator cap or reservoir tank cap.
REVERSE FLUSHING
CAUTION: The cooling system normally operates at 97-124 kPa (14-18 psi) pressure.
Exceeding this pressure may damage the radiator or hoses.
Reverse flushing of the cooling system is the forcing of water through the cooling system. This is done using air
pressure in the opposite direction of normal coolant flow. It is usually only necessary with very dirty systems
with evidence of partial plugging.
CHEMICAL CLEANING
If visual inspection indicates the formation of sludge or scaly deposits, use a radiator cleaner (Mopar® Radiator
Kleen or equivalent) before flushing. This will soften scale and other deposits and aid the flushing operation.
CAUTION: Be sure instructions on the container are followed.
REVERSE FLUSHING RADIATOR
Disconnect the radiator hoses from the radiator fittings. Attach a section of radiator hose to the radiator bottom
outlet fitting and insert the flushing gun. Connect a water supply hose and air supply hose to the flushing gun.
CAUTION: The cooling system normally operates at 97-124 kPa (14-18 psi) pressure.
Exceeding this pressure may damage the radiator or hoses.
Allow the radiator to fill with water. When radiator is filled, apply air in short blasts allowing radiator to refill
between blasts. Continue this reverse flushing until clean water flows out through rear of radiator cooling tube
passages. For more information, refer to operating instructions supplied with flushing equipment. Have radiator
cleaned more extensively by a radiator repair shop.
REVERSE FLUSHING ENGINE
Drain the cooling system. Refer to STANDARD PROCEDURE. Remove the thermostat housing and
thermostat. Install the thermostat housing. Disconnect the radiator upper hose from the radiator and attach the
flushing gun to the hose. Disconnect the radiator lower hose from the water pump. Attach a lead away hose to
the water pump inlet fitting.
CAUTION: Be sure that the heater control valve is closed (heat off). This is done to
prevent coolant flow with scale and other deposits from entering the
heater core.
Connect the water supply hose and air supply hose to the flushing gun. Allow the engine to fill with water.
When the engine is filled, apply air in short blasts, allowing the system to fill between air blasts. Continue until
clean water flows through the lead away hose. For more information, refer to operating instructions supplied
with flushing equipment.
Remove the lead away hose, flushing gun, water supply hose and air supply hose. Remove the thermostat
housing. Refer to THERMOSTAT, REMOVAL. Install the thermostat and housing with a replacement
gasket. Refer to THERMOSTAT, INSTALLATION. Connect the radiator hoses. Refill the cooling system
with the correct antifreeze/water mixture. Refer to STANDARD PROCEDURE.
SPECIFICATIONS
TORQUE

Accessory Drive
Belt Tensioner 26 19 -
Bolt
Block Heater 2 - 21
Condenser to
8 - 70
Radiator
Coolant
8 - 70
Reservoir
Coolant Return
Tube to
45 33 -
Water/Coolant
Pump Inlet Pipe
Coolant Return
Tube to Oil 40 30 -
Filter Housing
Coolant Supply
Tube to Oil 9 - 80
Filter Housing
Coolant Supply
Tube to
9 - 80
Thermostat
Housing
Engine Coolant
Temperature 20 15 -
(ECT) Sensor
Fan Shroud to
Radiator 8 - 70
Mounting
Radiator Lower
Isolator Bracket 8 - 70
to Crossmember
Thermostat
10 - 89
Housing
Water/Coolant
Pump Bolts and 10 - 89
Nut
Water/Coolant
9 - 80
Pump Inlet Tube
Water/Coolant
Pump Inlet Pipe
10 - 89
Support Bracket
Bolt
SPECIFICATIONS
US METRIC
1.4L with Automatic Transmission 5.8 qts 5.5 L
1.4L with Manual Transmission 4.6 qts 4.4 L
Use only MOPAR OAT coolant.
SPECIAL TOOLS
SPECIAL TOOLS
10288 - Pliers, Hose Clamp

7700 - Tester, Cooling System
(Originally Shipped In Kit Number(s) 7700-A.)
8286 - Refractometer
ACCESSORY DRIVE
BELT, SERPENTINE
DESCRIPTION
WITH A/C
The accessory drive belt is a serpentine type belt. Satisfactory performance of these belts depends on belt
condition and proper belt tension.
WITHOUT A/C
The accessory drive belt is a serpentine type belt. Satisfactory performance of these belts depends on belt
condition and proper belt tension.
Fig. 14: Stretch Belt

Proper tool installation is required for the belt to be installed. Improper installation of the belt may result in belt
slippage or damage to the belt
When the stretch belt is removed. The belt must be replaced with a new belt and the old belt must be discarded.
DIAGNOSIS AND TESTING - ACCESSORY DRIVE BELT
VISUAL DIAGNOSIS
Fig. 15: Serpentine Accessory Drive Belt Wear Patterns

1 - NORMAL CRACKS BELT OK

2 - NOT NORMAL CRACKS REPLACE BELT
When diagnosing the accessory drive belt, small cracks that run across the ribbed surface of the belt from rib to
rib, are considered normal. These are not a reason to replace the belt. However, cracks running along a rib (not
across) are not normal. Any belt with cracks running along a rib must be replaced. Also replace the belt if it has
excessive wear, frayed cords or severe glazing.
For further belt diagnosis, refer to ACCESSORY DRIVE BELT DIAGNOSIS CHART.
NOISE DIAGNOSIS
Fig. 16: Accessory Drive Pulleys For Alignment, Glazing

Noises generated by the accessory drive belt are most noticeable at idle. Before replacing a belt to resolve a
noise condition, inspect all of the accessory drive pulleys for alignment, glazing or excessive end play.
ACCESSORY DRIVE BELT DIAGNOSIS CHART

RIB CHUNKING (One or more 1. Foreign objects imbedded in 1. Remove the foreign objects
ribs has separated from belt body) pulley grooves. from pulley grooves. Replace the
belt.
2. Installation damage. 2. Replace the belt.
RIB OR BELT WEAR 1. Pulley misaligned. 1. Align pulley(s).
2. Abrasive environment. 2. Clean pulley(s). Replace the
accessory drive belt if necessary.
3. Rusted pulley(s). 3. Clean rust from the pulley(s).
4. Sharp or jagged pulley groove 4. Replace the pulley. Inspect the
tips. accessory drive belt.
5. Belt rubber deteriorated. 5. Replace the accessory drive
belt.
BELT SLIPS 1. Belt slipping because of 1. Inspect/Replace accessory drive
insufficient tension. belt tensioner if necessary.
2. Belt or pulley exposed to 2. Replace the accessory drive belt
substance that has reduced friction and clean the pulleys.
(belt dressing, oil, ethylene
glycol).
3. Driven component bearing 3. Replace the faulty component
failure (seizure). or bearing.
4. Belt glazed or hardened from 4. Replace the accessory drive
heat and excessive slippage. belt.
LONGITUDE BELT CRACKING 1. Belt has jumped out of pulley 1. Replace the accessory drive
groove belt.
2. Pulley groove tip has worn 2. Replace the accessory drive
away rubber to tensile member belt.
"GROOVE JUMPING" (Belt does 1. Incorrect belt tension. 1. Inspect/Replace accessory drive
not maintain correct position on belt tensioner if necessary.
pulley) 2. Pulley(s) not within design 2. Replace the pulley(s).
tolerance.
3. Foreign object(s) in the pulley 3. Remove foreign objects from
grooves. the pulley grooves.
4. Pulley misalignment 4. Align component
5. Belt cord line is broken 5. Replace belt
BELT BROKEN (Note: Identify 1. Incorrect belt tension 1. Replace Inspect/Replace
and correct problem before new accessory drive belt tensioner if
belt is installed) necessary.
2. Tensile member damaged 2. Replace the accessory drive
during belt installation belt.
3. Severe misalignment. 3. Align The pulley(s).
4. Bracket, pulley, or bearing 4. Replace the defective
failure. component and accessory drive
belt.
NOISE (Objectionable squeal, 1. Incorrect belt tension. 1. Inspect/Replace accessory drive
squeak, or rumble is heard or felt belt tensioner if necessary.
while drive belt is in operation) 2. Bearing noise. 2. Locate and repair.
3. Belt misalignment. 3. Align the accessory drive
belt/pulley(s).
4. Belt to pulley mismatch. 4. Install correct accessory dive
belt.
5. Driven component induced 5. Locate defective driven
vibration. component and repair.
TENSION SHEETING FABRIC 1. Tension sheeting contacting 1. Correct rubbing condition.
FAILURE (Woven fabric on stationary object.
outside, circumference of belt has 2. Excessive heat causing woven 2. Replace the accessory drive
cracked or separated from body of fabric to age. belt.
belt) 3. Tension sheeting splice has 3. Replace accessory drive belt.
fractured.
CORD EDGE FAILURE (Tensile 1. Incorrect accessory drive belt 1. Inspect/Replace accessory drive
member exposed at edges of belt tension. belt tensioner if necessary.
or separated from belt body) 2. Belt contacting stationary 2. Replace accessory drive belt.
object.
3. Pulley(s) out of tolerance. 3. Replace the pulley.
4. Insufficient adhesion between 4. Replace accessory drive belt.
tensile member and rubber matrix.
REMOVAL
WITH A/C

2. Hoist the vehicle.
3. Remove the right front wheel.
4. Remove the inner splash shield.
5. Remove the accessory drive belt.
WITHOUT A/C
WARNING: Care must be used when removing the accessory drive belt. Always wear
appropriate eye and hand protection and use extreme caution when
working with the belt.
Fig. 18: Cut The Belt


NOTE: The drive belt is a one time use only. If the belt is removed for repairs. It
must be replaced with a new belt.
5. Using care. Cut the belt (1) and discard.
2.0L
Fig. 19: Accessory Drive Belt Routing

1. Remove the engine cover.

6. Remove the accessory drive belt.
INSTALLATION
WITH A/C
CAUTION: Do not let the tensioner arm snap back to the freearm position, severe
damage may occur to the tensioner.
1. Install the accessory drive belt (4).

2. Hold the tensioner (2) and remove the holding pin (1) from the tensioner.
3. Install the inner wheel splash shield.
4. Install the right front wheel.
5. Connect the negative battery.
WITHOUT A/C
WARNING: Always wear appropriate eye and hand protection and use extreme
caution when working with the belt.
Fig. 21: Supplied Belt Installer Tool

NOTE: A supplied belt installer tool must be used to aid in proper installation of the
belt. Failure to use the tool may result in damage to the belt.
Fig. 22: Accessory Drive Belt, Alternator, Vibration Dampener & Belt Installer Tool
1. Install the accessory drive belt (1) around the alternator (4).
2. Position the belt onto the vibration dampener (3).
3. Position the belt installer tool (2) between the belt and vibration dampener.
Fig. 23: Crankshaft Clockwise

4. Rotate the crankshaft clockwise until the belt is properly seated onto the vibration dampener.
7. Lower vehicle.
2.0L
Fig. 24: Accessory Drive Belt Routing

CAUTION: Do not let the tensioner arm snap back to the freearm position, severe
damage may occur to the tensioner.
1. Install the accessory drive belt (5).

4. Connect the negative battery.
TENSIONER, BELT
REMOVAL
REMOVAL
Fig. 25: Fan Module


2. Drain the cooling system.
3. Remove the fan module (2). Refer to FAN, COOLING, REMOVAL.
Fig. 26: Right Side Support Bracket

4. Remove the right side support bracket (1).
Fig. 27: Right Side Inner Wheel Well Liner

5. Remove the right side inner wheel well liner (2).

CAUTION: Do not let the tensioner arm snap back to the freearm position,
severe damage may occur to the tensioner.
6. Rotate the belt tensioner (2) counter clockwise.

7. Remove the belt.
8. Remove the lower radiator hose from the radiator and position aside.
Fig. 29: Two Bolts Of Lower Transmission Mount

9. Remove the two bolts (4) for the lower transmission mount, from the transmission.
10. Partially lower the vehicle.
Fig. 30: Three Right Side Engine Mount Support Bolts

11. Position a jack under the engine to support.

12. Remove the three right side engine mount support bolts (1).
13. Slowly lower the engine to were the fasteners for the belt tensioner can be accessed.
Fig. 31: Bolt & Belt Tensioner

14. Remove the bolt (2) that secures the belt tensioner (1) to the engine.
15. Remove the tensioner from the engine.
INSTALLATION
INSTALLATION
Fig. 32: Bolt & Belt Tensioner

1. Align the belt tensioner tabs to the holes on the accessory bracket.
2. Install the mounting bolt. Tighten bolt (1) to 26 N.m (19 ft. lbs.).
Fig. 33: Three Right Side Engine Mount Support Bolts

3. Install the upper right side engine mount. Tighten bolt (1) to 80 N.m (59 ft. lbs.).
4. Raise vehicle.
Fig. 34: Two Bolts Of Lower Transmission Mount

5. Install the lower transmission mount bolts (4). Tighten bolt (1) to 50 N.m (37 ft. lbs.).
6. Install the lower radiator hose.
7. Install the accessory drive belt.

Fig. 36: Right Side Inner Wheel Well Liner

8. Install the inner shield.
Fig. 37: Right Side Support Bracket

9. Install the frame support bracket.

Fig. 38: Fan Module

10. Install the cooling fan assembly. Refer to FAN, COOLING, INSTALLATION.
13. Refill the cooling system with coolant. Refer to STANDARD PROCEDURE.
ENGINE
BOTTLE, PRESSURIZED COOLANT
REMOVAL
REMOVAL
Fig. 39: Return Hose, Lower Supply Hose, Mounting Screw & Coolant Recovery Bottle
WARNING: Do not remove cylinder block drain plugs, pressure caps, or loosen
radiator draincock with system hot and under pressure. Serious burns
from coolant can occur.

2. Drain the coolant level below the coolant recovery bottle. Refer to STANDARD PROCEDURE.
3. Remove the return hose (1).
4. Remove the lower supply hose (4).
5. Remove the mounting screw (3).
6. Remove the coolant recovery bottle from the strut tower.
INSTALLATION
INSTALLATION
Fig. 40: Return Hose, Lower Supply Hose, Mounting Screw & Coolant Recovery Bottle
1. Position the coolant bottle into the mounts.

2. Install the mounting screw (3). Tighten to 8 N.m (70 in. lbs.).
3. Install the lower supply hose (4).
4. Install the return hose (1).
5. Fill the cooling system. Refer to STANDARD PROCEDURE.
CAP, RADIATOR
DESCRIPTION
DESCRIPTION
Fig. 41: Identifying Radiator Pressure Cap - Typical

1 - FILLER NECK SEAL

2 - VACUUM VENT VALVE
3 - PRESSURE RATING
4 - PRESSURE VALVE
All cooling systems are equipped with a pressure cap. For all engines, the pressure cap is located on top of the
radiator outlet tank. The cap releases pressure at some point within a range of 97-to-124 kPa (14-to-18 psi). The
pressure relief point (in pounds) is engraved on top of the cap
The cooling system will operate at pressures slightly above atmospheric pressure. This results in a higher
coolant boiling point allowing increased radiator cooling capacity. The cap contains a spring-loaded pressure
relief valve. This valve opens when system pressure reaches the release range of 97-to-124 kPa (14-to-18 psi).
A rubber gasket seals the radiator filler neck. This is done to maintain vacuum during coolant cool-down and to
prevent leakage when system is under pressure.

RADIATOR CAP
Fig. 42: Pressure Testing Radiator Pressure Cap-Typical

1 - PRESSURE CAP
2 - TYPICAL COOLING SYSTEM PRESSURE TESTER
Remove the cap from the radiator. Be sure that the sealing surfaces are clean. Moisten the rubber gasket with
water and install the cap on the pressure tester (special tool #7700, Tester, Cooling System) or an equivalent.
Refer to Fig. 42.
Operate the tester pump to bring the pressure to 104 kPa (15 psi) on the gauge. If the pressure cap fails to hold
pressure of at least 97 kPa (14 psi) replace the cap. Refer to the following CAUTION .
The pressure cap may test properly while positioned on tool (special tool #7700, Tester, Cooling System) (or
equivalent). It may not hold pressure or vacuum when installed on the radiator. If so, inspect the radiator filler
neck and radiator cap's top gasket for damage. Also inspect for dirt or distortion that may prevent the cap from
sealing properly.
CAUTION: Radiator pressure testing tools are very sensitive to small air leaks which
will not cause cooling system problems. A pressure cap that does not
have a history of coolant loss should not be replaced just because it leaks
slowly when tested with this tool. Add water to tool. Turn tool upside down
and recheck pressure cap to confirm that cap needs replacement.
INSPECTION
INSPECTION
Fig. 43: Radiator Pressure Cap

1 - STAINLESS-STEEL SWIVEL TOP

2 - RUBBER SEALS
3 - VENT VALVE
4 - RADIATOR TANK
5 - FILLER NECK
6 - OVERFLOW NIPPLE
7 - MAIN SPRING
8 - GASKET RETAINER
Hold cap at eye level, right side up. The vent valve at bottom of cap should closed. Refer to Fig. 43. A slight
downward pull on the vent valve should open it. If the rubber gasket has swollen and prevents vent valve from
opening, replace cap.
Hold cap at eye level, upside down. If any light can be seen between vent valve and rubber gasket, replace cap.
A replacement cap must be the type designed for a coolant reserve/overflow system with a completely sealed
diaphragm spring and a rubber gasket. This gasket is used to seal to radiator filler neck top surface. Use of
proper cap will allow coolant return to radiator.
COOLANT
DESCRIPTION
DESCRIPTION
CAUTION: Mopar® Antifreeze/Coolant, is a Lifetime of Engine Formula. IT MAY NOT

BE MIXED WITH ANY OTHER TYPES OF ANTIFREEZE. Mixing of coolants
other than specified (non-OAT or other OAT), may result in engine damage
that may not be covered under the new vehicle warranty, and decreased
corrosion protection.
To find the coolant needed. Refer to CAPACITIES AND RECOMMENDED FLUIDS,

SPECIFICATIONS .
WARNING: Antifreeze is an ethylene-glycol base coolant and is harmful if swallowed

or inhaled. If swallowed, drink two glasses of water and induce vomiting.
If inhaled, move to fresh air area. Seek medical attention immediately. Do
not store in open or unmarked containers. Wash skin and clothing
thoroughly after coming in contact with ethylene-glycol. Keep out of
reach of children. Dispose of glycol base coolant properly, contact your
dealer or government agency for location of collection center in your
area. Do not open a cooling system when the engine is at operating
temperature or hot under pressure, personal injury can result. Avoid
radiator cooling fan when engine compartment related service is
performed, personal injury can result.
CAUTION: Use of Propylene-Glycol based coolants is not recommended, as they

provide less freeze protection and less corrosion protection.
The cooling system is designed around the coolant. The coolant must accept heat from engine metal, in the
cylinder head area near the exhaust valves and engine block. Then coolant carries the heat to the radiator where
the tube/fin radiator can transfer the heat to the air.
The use of aluminum cylinder blocks, cylinder heads, and water pumps requires special corrosion protection.
Mopar® Antifreeze/Coolant, or the equivalent ethylene-glycol base coolant with organic corrosion inhibitors
(called OAT, for Organic Additive Technology) is recommended. This coolant offers the best engine cooling
without corrosion when mixed with 50% ethylene-glycol and 50% distilled water to obtain a freeze point of -
37°C (-35°F). If it loses color or becomes contaminated, drain, flush, and replace with fresh properly mixed
coolant solution.
COOLANT PERFORMANCE
CAUTION: Richer antifreeze mixtures cannot be measured with normal field

equipment and can cause problems associated with 100 percent ethylene-
glycol.
The required ethylene-glycol (antifreeze) and water mixture depends upon climate and vehicle operating
conditions. The coolant performance of various mixtures follows:
Pure Water- Water can absorb more heat than a mixture of water and ethylene-glycol, but this is not suitable
for use in a cooling system. Water also freezes at a higher temperature, boils at a lower temperature and allows
corrosion.
100 percent Ethylene-Glycol - The corrosion inhibiting additives in ethylene-glycol need the presence of water
to dissolve. Without water, additives form deposits in system. These act as insulation causing temperature to
rise to as high as 149°C (300°F). This temperature is hot enough to melt plastic and soften solder. The increased
temperature can result in engine detonation. In addition, 100 percent ethylene-glycol freezes at -22°C (-8°F).
50/50 Ethylene-Glycol and Water - Is the recommended mixture, it provides protection against freezing to -
37°C (-34°F). The antifreeze concentration must always be a minimum of 44 percent, year-round in all
climates. If percentage is lower, engine parts may be eroded by cavitation. Maximum protection against
freezing is provided with a 68 percent antifreeze concentration, which prevents freezing down to -67.7°C (-90°
F). A higher percentage will freeze at a warmer temperature. Also, a higher percentage of antifreeze can cause
the engine to overheat because specific heat of antifreeze is lower than that of water.
OAT coolant is orange in color. It cannot be mixed with other types of coolant including Chrysler's existing
HOAT coolant and only should only be mixed with approved OAT coolant of the same color.
OAT coolant is a Life of the Engine coolant. Maintenance of the cooling system is not required unless a repair
has been made with loss of coolant or the coolant has been contaminated.
COOLANT SELECTION AND ADDITIVES
The use of aluminum cylinder blocks, cylinder heads and water pumps requires special corrosion protection.
Only Mopar® Antifreeze/Coolant (glycol base coolant with corrosion inhibitors called OAT, for Organic
Additive Technology) is recommended. This coolant offers the best engine cooling without corrosion when
mixed with 50% distilled water to obtain to obtain a freeze point of -37°C (-35°F). If it loses color or becomes
contaminated, drain, flush, and replace with fresh properly mixed coolant solution.
CAUTION: Do not use coolant additives that are claimed to improve engine cooling.
DIAGNOSIS AND TESTING - COOLANT CONCENTRATION TESTING
Check coolant concentration when any additional coolant is added to the system, or after a coolant drain, flush
and refill. Use of a hydrometer or Refractometer Tool (special tool #8286, Refractometer), refractometer can be
used to test coolant concentration.
A hydrometer tests the amount of glycol in a mixture by measuring the specific gravity of the mixture. The
higher the concentration of ethylene glycol, the larger the number of balls that will float, and the higher the
freeze protection (up to a maximum of 60% by volume glycol).
A Refractometer Tool (special tool #8286, Refractometer) tests the amount of glycol in a coolant mixture by
measuring the amount a beam of light bends as it passes through the fluid.
Some coolant manufacturers use other types of glycols into their coolant formulations. Propylene glycol is the
most common new coolant. However, propylene glycol based coolants do not provide the same freezing
protection and corrosion protection and are not recommended.
CAUTION: Do not mix types of coolant - corrosion protection will be severely

reduced.
FAN, COOLING
REMOVAL
REMOVAL
NOTE: The cooling fan must be removed from the bottom of the vehicle.
Fig. 44: Engine Cover And The Air Intake Assembly


2. Remove the engine cover and the air intake assembly (1).
Fig. 45: Cooling Fan Resistor & Cooling Fan

3. Disconnect the cooling fan resistor (1) harness connector at the cooling fan (2).
Fig. 46: Cooling Fan Harness Connector

4. Disconnect the cooling fan harness connector (3).
NOTE: Do not remove the cooling fan from the lower mounting tabs at this time.
Damage may occur to the fins of the radiator.
5. Remove the upper cooling fan (2) mounting bolts (4).

6. Raise vehicle.
7. Remove the front bumper facia.
Fig. 47: Upper And Lower Air Seals, Front Bumper Support Beam
8. Remove the upper (4) and lower (3) air seals.

9. Remove the front bumper support beam (1).
Fig. 48: Lower Radiator Support Brackets, Radiator Mount, Lower Cooling Module Support &
Mounting Bracket Bolt
10. Support the radiator and the A/C condenser with a suitable fixure.
11. Remove the lower radiator support brackets (2).
12. Use care when positioning the radiator and the A/C condenser aside.
13. Remove the cooling fan from the lower mounting tabs located on the radiator.
14. Remove the cooling fan from the vehicle through the bottom of the cooling module assembly.
INSTALLATION
INSTALLATION
1. Guide the cooling fan into position onto the radiator tabs through the bottom of the vehicle.
2. Position the radiator into place and install the lower radiator support bracket (2) to the radiator mount (5).
Tighten mounting bracket bolt (3) to 8 N.M (70 in.lbs.).
3. Install the upper (4) and lower (3) air seals.

4. Install the from bumper support beam (1). Tighten mounting bolt to 40 N.M (30 ft.lbs.).
5. Install the front bumper facia. Refer to FASCIA, FRONT, INSTALLATION .
6. Lower vehicle.

7. Install the upper mounting screws (4) for the cooling fan. Tighten mounting bolt to 8 N.M (70 in.lbs.).
8. Install the wire harness connectors (3) to the cooling fan.

9. Connect the resistor (1) harness connector at the cooling fan (2).

10. Install the engine cover and air intake assembly.

HEATER, ENGINE BLOCK
DESCRIPTION
DESCRIPTION
Fig. 54: Screw, Block Heater & Power Cord

WARNING: Do not operate engine unless block heater cord has been disconnected
from power source and secured in place. The power cord must be
secured in its retaining clips and routed away from exhaust manifolds and
moving parts.
An optional engine block heater (2) is available with all models. The heater is equipped with a power cord. The
cord is attached to an engine compartment component with tie-straps. The heater warms the engine providing
easier engine starting and faster warm-up in low temperatures.
The heater is mounted in a freeze plug hole in the engine cylinder block with the heating element that is
submersed into coolant. The heater is located on the rearward side of the engine block and can be accessed from
the bottom of the vehicle.
DIAGNOSIS AND TESTING - ENGINE BLOCK HEATER
If the unit does not operate, possible causes can be either the power cord or the heater element. Test the power
cord for continuity with a 110-volt voltmeter or 110-volt test light. Test heater element continuity with an
ohmmeter or a 12-volt test light.
CAUTION: To prevent damage, the power cord must be secured in it's retainer clips
and away from any components that may cause abrasion or damage, such
as linkages, exhaust components, etc.
REMOVAL
REMOVAL

1. Raise vehicle.
2. Remove the lower engine cover.
3. Drain the coolant into a clean container.
4. Remove power cord from block heater (2).
5. Remove screw (2) on block heater (3). Remove heater assembly (3).
INSTALLATION
INSTALLATION

1. Thoroughly clean cylinder block core hole and block heater seat.
2. Insert block heater assembly (3) into the block.
3. With block heater fully seated, tighten bolt (2) to 3 N.m (27 in. lbs.).
4. Connect power cord to block heater (2).
PUMP, WATER
REMOVAL
REMOVAL

2. Remove the timing belt (Refer to REMOVAL (EAB) or REMOVAL (EAJ) or REMOVAL (EAF) ).
Fig. 57: Screws And The Nut

3. Remove the screws (1) and the nut (2) securing the water pump to the engine block.
Fig. 58: Water Pump & Upper Tab

4. Remove the water pump (2) from the engine block by lightly prying at the upper tab (1) located on the
pump assembly.
INSTALLATION
INSTALLATION
Fig. 59: Putty Knife And Gasket

1. Clean the mating surfaces (2).
Fig. 60: Screws And The Nut

2. Apply a strip of silicone sealant to the contact surfaces between the water pump and the engine block.
3. Position pump onto the engine block.
4. Install the mounting bolts and nut. Tighten to 10 N.m (89 in. lbs.)
5. Rotate pump by hand to check for freedom of movement.
Fig. 61: Timing Belt

6. Install the timing belt (1) (Refer to INSTALLATION (EAB) or INSTALLATION (EAJ) or
INSTALLATION (EAF) ).
7. Evacuate air and fill the cooling system. Refer to STANDARD PROCEDURE.
PUMP, WATER, AFTERRUN [EAF]
DESCRIPTION
DESCRIPTION
Fig. 62: After-Run Pump, Shock Tower, Electrical Connector & Two Coolant Hose Connections
1. On the 1.4L turbocharged engine, there is an after-run pump (4) located on the right inner fender, bolted
to the front of the shock tower (1). The after-run pump has an electrical connector (3) and two coolant
hose connections (2).
OPERATION
OPERATION
WARNING: Hot, pressurized coolant can cause serious burns. Allow the system to
cool down and decrease pressure prior to any service being performed.
The after-run pump is used to circulate coolant though the cooling system when the key is off and a
predetermined temperature is reached. The primary reason for the pump is to help cool the turbocharger to help
prevent damage due to heat soaking. The after-run pump is free spinning in the Key ON, Engine ON condition
and activated during Key OFF, Engine OFF condition for up to 10 minutes. The pump draws coolant in from
the thermostat housing and sends it to the turbocharger when activated. The Powertrain Control Module (PCM)
controls the operation of the pump. The inputs to determine pump operation include engine coolant temperature,
throttle position and engine off time.
REMOVAL
REMOVAL
WARNING: Hot, pressurized coolant can cause serious burns. Allow the system to
cool down and decrease pressure prior to any service being performed.
WARNING: The after-run pump can activate without warning for up to 10 minutes
after engine shutdown.

2. Raise and support vehicle. Refer to HOISTING, STANDARD PROCEDURE .
3. If equipped, remove the belly pan.
4. Drain out enough coolant to bring the level below the pump.
Fig. 63: Air Cleaner Assembly, Intake Hose, Fittings & Clamp
5. Disconnect the two vacuum fittings (4), loosen the clamp (3) at the air to turbocharger inlet tube.
6. Disconnect he fresh air intake hose (2).
7. Remove the air cleaner assembly (1).
8. Remove the nut and bolt at the degas bottle and set the bottle aside.
9. Disconnect the after-run electrical connector.
10. Using (special tool #10288, Pliers, Hose Clamp) release and reposition the hose clamps to allow for hose
removal.
11. Disconnect the hoses (2) from the pump.
12. Remove the two bracket bolts (1).
INSTALLATION
INSTALLATION
1. Position the pump and install the two bracket bolts (1)
2. Tighten the bolts to 9 N.m (80 In. lbs.).
3. Attach the two hoses (2) to the pump.
4. Using (special tool #10288, Pliers, Hose Clamp) reposition the hose clamps to the proper position and
activate the clamps to tension.
5. Connect the pump electrical connector (3).
6. Install the nut and bolt at the degas bottle and tighten to 6 N.m (53 In. lbs.).
7. Install the air cleaner and hoses. Tighten clamp.
8. Attach the clean air hose and two vacuum hoses.
9. Top off the coolant.
10. Start the engine and check for leaks.
RADIATOR, ENGINE COOLING
REMOVAL
REMOVAL


2. Remove the engine cover and the air intake assembly (1).
3. Drain the cooling system. Refer to STANDARD PROCEDURE.

NOTE: Do not remove the mounting bolts for the cooling fan. The fan will be
removed with the radiator.
4. Remove the upper radiator hose.

5. Disconnect the cooling fan resistor.

6. Disconnect the cooling fan wire harness connector (3).

7. Raise the vehicle.
8. Remove the front bumper fascia.
9. Remove the lower radiator hose.
10. Partially lower the vehicle.
11. Remove the front bumper support (1).

12. Remove the upper seal (4).
13. Remove the lower seal (3).
14. If equipped, remove the turbo inter cooler.
Fig. 70: Condenser Retaining Screws

15. Evacuate the A/C system. Refer to REFRIGERANT SYSTEM EVACUATE .

16. Remove the A/C condenser from the cooling module. Refer to CONDENSER, A/C, REMOVAL .
17. Remove the lower radiator mounting (5) bracket bolts (3) from the lower cooling module support (4).
18. Remove the radiator from the vehicle.
Fig. 72: Fan Module

19. Remove the mounting bolts (1) that secure the cooling fan assembly (2) to the radiator.
INSTALLATION
INSTALLATION
Fig. 73: Fan Module

1. Install the radiator cooling fan onto the lower mounting clips on the radiator.
2. Install the upper radiator cooling fan bolts (1). Tighten the radiator fan retaining screws to 8 N.m (70 in.
lbs.).
3. Position the cooling module into the upper radiator supports.

4. Install the lower radiator bracket (2) screws (3). Tighten the radiator screws to 8 N.m (70 in. lbs.).
Fig. 75: Condenser Retaining Screws

5. Install the A/C condenser. Tighten the condenser retaining screws (2) to 8 N.m (70 in. lbs.). Refer to
CONDENSER, A/C, INSTALLATION .
6. Recharge the A/C system. Refer to REFRIGERANT SYSTEM CHARGE .
7. Install the upper (4) and lower (3) seals.

8. Install the front bumper (1). Tighten the bolts to 40 N.m (30 ft. lbs.).
9. Raise vehicle.
10. Install the lower radiator hose.
11. Install the front bumper facia. Refer to FASCIA, FRONT, INSTALLATION .
12. Lower vehicle.

13. Install the upper radiator hose

14. Install the wire harenss connectors (3) to the cooling fan.
Fig. 78: Symbol To Stop And Use Caution

CAUTION: The FIAT engines use a OAT coolant. OAT coolant CAN NOT be
mixed with and other kinds of coolant. Heavy corrosion or damage
may occur to the cooling system or engine, unless the proper coolant
has been used.
15. Fill the cooling system with OAT coolant. Refer to STANDARD PROCEDURE.

16. Install the engine cover and air intake assembly.

SENSOR, COOLANT TEMPERATURE
REMOVAL
REMOVAL
WARNING: Do not remove cylinder block drain plugs, pressure caps, or loosen
radiator draincock with system hot and under pressure. Serious burns
from coolant can occur.
Fig. 80: Positive And Negative Battery Cable, Nut


2. Disconnect the positive (1) and negative (2) battery cable.
3. Remove the nut (3) for the battery hold down clamp and remove battery.
5. Remove the air intake assembly.
Fig. 81: Engine Coolant Temperature Sensor

6. Disconnect the engine coolant temperature sensor harness connector.

7. Remove the temperature sensor (4) from the thermostat housing.
INSTALLATION
INSTALLATION
Fig. 82: Engine Coolant Temperature Sensor

1. Install the engine coolant temperature sensor (4) into the thermostat housing.
2. Connect the wire harness connector.

3. Install the battery (4) and the hold down clamp. Tighten the nut to 55 N.m (40 ft. lbs.).
4. Install the air intake assembly.
6. Connect the positive and negative battery cable.
THERMOSTAT
REMOVAL
REMOVAL
CAUTION: Do not loosen radiator draincock with system hot and pressurized.
Serious burns from coolant can occur.
CAUTION: The Thermostat and housing is serviced as an assembly. Do not remove

the thermostat from the housing, damage to the thermostat may occur.


2. Remove the air intake assembly (1).

4. Disconnect the negative (2) and the positive (1) battery cable.
5. Remove the battery hold down nut (3) and remove the clamp.
6. Remove the battery (4).
Fig. 86: Battery Tray Bolt And Nut

7. Remove the battery tray bolt (2) and nut (3) and position the tray aside.
Fig. 87: Coolant Recovery Bottle Return Hose, Lower Radiator Hose & Oil Cooler Return Hose
8. Remove the coolant recovery bottle return hose (2).

9. Remove the lower radiator hose (3).
10. Remove the oil cooler return hose (4).
Fig. 88: Engine Coolant Temperature Sensor & Heater Supply Hose
11. Disconnect the engine coolant temperature sensor (2) harness connector.
12. Remove the heater supply hose (1).
Fig. 89: Engine Coolant Temperature Sensor & Thermostat Mounting Bolts
13. Remove the engine coolant temperature sensor (4).

14. Remove the thermostat mounting bolts (2).
Fig. 90: Thermostat & Gasket Seal

15. Remove the thermostat from the engine block and discard gasket seal.
16. Remove the temperature sensor.
INSTALLATION
INSTALLATION
CAUTION: The Thermostat and housing is serviced as an assembly. Do not remove

the thermostat from the housing, damage to the thermostat may occur.
Fig. 91: Thermostat & Gasket Seal

1. Clean the mating surfaces on the engine block and thermostat housing.
2. Install new gasket seal (1) onto the thermostat housing.
Fig. 92: Engine Coolant Temperature Sensor & Thermostat Mounting Bolts
3. Install the engine coolant temperature sensor.

4. Install the thermostat housing mounting bolts (2). Tighten bolts to 9 N.m (80 in. lbs.).
Fig. 93: Engine Coolant Temperature Sensor & Heater Supply Hose
5. Install the heater supply hose (1).

6. Connect the temperature sensor wire harness connector (2).
Fig. 94: Coolant Recovery Bottle Return Hose, Lower Radiator Hose & Oil Cooler Return Hose
7. Install the coolant recovery bottle return hose (2).

8. Install the lower radiator hose (3).
9. Install the oil cooler hose. Tightened the bolt (4) to 9 N.m (80 in. lbs.).
Fig. 95: Battery Tray Bolt And Nut

10. Install the battery tray (1). Tightened the nut (3) and bolt (2) to 12 N.M (9 ft.lbs.).

11. Install the battery. Tightened the nut (3) to 7 N.M (62 in.lbs.).


13. Install the air intake (1).
TRANSMISSION
COOLER, TRANSMISSION OIL
REMOVAL
REMOVAL
Fig. 98: Hose Clamps, Cooler, Transmission Oil Cooler Mounting Bolt & Transmission Oil Cooler
1. Lift the vehicle and remove the belly pan. Refer to BELLY PAN, REMOVAL .
2. Drain the coolant into a clean container. Refer to STANDARD PROCEDURE.
3. Drain the transmission fluid into a clean container Refer to FLUID, STANDARD PROCEDURE .
NOTE: The hose clamps are not reusable and must be replaced.
4. Remove the hose clamps (4) from the cooler and discard.
5. Remove the hoses from the cooler (1).
NOTE: When separating the oil cooler from the trans. Some oil will begin to leak
from the transmission. Let the oil drain into a clean container.
6. Remove the transmission oil cooler mounting bolt (3).

7. Remove the transmission oil cooler (2) from the vehicle.
Fig. 99: Discard The O-Rings

8. Remove and discard the O-rings (1) and (2).
INSTALLATION
INSTALLATION
Fig. 100: Discard The O-Rings

NOTE: Lubricate the new O-rings with transmission fluid prior to installing
1. Position the transmission oil cooler (2) onto transmission.

2. Install the new O-rings to the oil cooler.
Fig. 101: Conical Washer Is Oriented Correctly

3. Verify that the conical washer is oriented correctly (1).
Fig. 102: Hose Clamps, Cooler, Transmission Oil Cooler Mounting Bolt & Transmission Oil Cooler
4. Install the mounting bolt (3). Tighten the bolt to 36 N.m (27 ft. lbs.).
5. Position the new hose clamps (4) onto the cooler hoses (1).
6. Install the hoses (1) to the oil cooler (2).
7. Tighten the hose clamps using (special tool #10288, Pliers, Hose Clamp).
11. Check transmission fluid level. Refer to FLUID, STANDARD PROCEDURE .

2012 ENGINE Exhaust System - Fiat 500
2012 ENGINE
Exhaust System - Fiat 500
DESCRIPTION
DESCRIPTION
Fig. 1: Resonator/Pipe Assembly, Muffler/Pipe Assembly & Support Isolators

The exhaust system on the 1.4L engine models consists of a front mounted catalytic converter/maniverter,
resonator/pipe assembly (3), muffler/pipe assembly (2), band clamp, and support isolators (1). The upstream
oxygen sensor is located in the exhaust manifold. The downstream oxygen sensor is located in the catalytic
converter.
Resonators, mufflers, and exhaust pipes are tuned to each powertrain combination.

EXHAUST SYSTEM
EXHAUST SYSTEM DIAGNOSIS CHART

EXCESSIVE EXHAUST NOISE 1. Leaks at pipe joints. 1. Tighten clamps/bolts at leaking
OR LEAKING EXHAUST joints.
GASES 2. Rusted or blown out muffler. 2. Replace muffler. Inspect
exhaust system.
3. Broken or rusted out exhaust 3. Replace exhaust pipe.
pipe.
4. Exhaust pipe leaking at 4. Tighten/replace flange attaching

manifold flange. nuts/bolts.
5. Exhaust manifold cracked or 5. Replace exhaust manifold.
broken.
6. Leak between exhaust manifold 6. Tighten exhaust manifold to
and cylinder head. cylinder head bolts.
7. Catalytic converter rusted or 7. Replace catalytic converter
blown out. assembly and gasket.
8. Restriction in exhaust system. 8. Remove restriction, if possible.
Replace restricted part if
necessary.
CAUTION:
When servicing and replacing exhaust system components, disconnect the oxygen sensor
connector(s). Allowing the exhaust to hang by the oxygen sensor wires will damage the harness
and/or sensor.
LEAK TESTING
CAUTION: The air pressure must not exceed 4 psi, otherwise engine damage
can occur.
2. Connect Tool (special tool #8404-ECT, Exhaust Cone, Truck), Exhaust Cone to Air Pressure Regulator
(with hose) W-18-MIL-1146AS.
3. Attach shop air to the air pressure regulator.
4. Adjust the air pressure regulator to 4 psi.
5. Insert Tool (special tool #8404-EC, Exhaust Cone) or (special tool #8404-ECT, Exhaust Cone, Truck),
Exhaust Cone into the vehicle tail pipe.
6. If the vehicle is equipped with dual exhaust, use Tool (special tool #8404-EC, Exhaust Cone) or (special
tool #8404-ECT, Exhaust Cone, Truck), Exhaust Cone with equipped attached plug. Plug one side of the
dual exhaust pipe. Pressurize the other as described.
7. Apply a mixture of MOPAR® Air Leak Detector to the following areas:
 - All welded joints from 6 inches rearward of the downstream O2 sensor forward.
 - O2 sensor seal points.
 - O2 sensor boss welds.
 - Flange/joint connection(s).
- Exhaust manifold to cylinder head connection(s).

 - EGR solenoid gasket base and tube seal points (if equipped).
8. Watch for the Air Detector to bubble.

9. Use the following definitions to help determine if system or component repair/replacement is necessary:
 Type 1 Leak is defined as a leak where very small foam like bubbles 1mm (.039 in.) or less appear. Any
Type 1 or greater leaks found in welded joints, O2 sensor seal points or O2 sensor boss welds must be
repaired or the component must be replaced.
 Type 2 Leak is defined as a leak where larger bubbles 8mm (.32 in.) or greater appear. Any Type 2 or
greater leaks found in flange or joint connections, exhaust manifold to cylinder head connections, or EGR
gasket and tube seal points must be repaired or the components must be replaced.
Repair
required
if results
Leak Location at 4 psi
reveal
bubble
size:
Type 1 -
1 mm
Welded joints (.039 in.)
or
greater
Type 1 -
1 mm
O2 Sensor seal points (.039 in.)
or
greater
Type 1 -
1 mm
O2 Sensor boss welds (.039 in.)
or
greater
Type 2 -
8 mm
Flange/joint connections (.32 in.)
or
greater
Type 2 -
8 mm
Exhaust Manifold to cylinder head connections (.32in.)
or
greater
Type 2 -
8 mm
(.32 in.)
EGR gasket and tube seal points
or
greater
If a leak is found that matches the above definition, repair or replace the component as necessary.
Once the repair is complete, repeat the procedure to verify that all leaks have been repaired.
SPECIFICATIONS
SPECIFICATIONS

Band Clamp Nut 55 40 -
Nuts-Exhaust Flange 25 18 221
SPECIAL TOOLS
SPECIAL TOOLS

CONVERTER, CATALYTIC
DESCRIPTION
DESCRIPTION
1. The catalytic converter is mounted between the turbocharger and the front exhaust pipe. The upstream O2
sensor boss is welded onto the inlet pipe.
2. The converter is mated to the turbocharger by way of a band clamp. The outlet pipe of the converter is
secured by a two piece bracket and is attached to the front exhaust pipe by way of a flange. Both ends
require gaskets.
DESCRIPTION
The gas engine exhaust system components consist of a maniverter, intermediate pipe, mufflers, and support
isolators.
The catalytic converter is part of the exhaust manifold, called a maniverter.
For removal of the maniverter. Refer to MANIFOLD, EXHAUST, REMOVAL or MANIFOLD,

EXHAUST, REMOVAL or MANIFOLD, EXHAUST, REMOVAL .
REMOVAL
REMOVAL

2. Disconnect the two vacuum fittings (4), loosen the clamp (3) at the air to turbocharger inlet tube.
3. Disconnect he fresh air intake hose (2).
4. Remove the air cleaner assembly (1).

5. Remove the upper heat shield bolts (1) and nuts (2).
6. Remove the Charge Air Cooler (CAC) supply hose (5) from the turbocharger.
7. Remove the catalytic converter heat shield (3).
8. Disconnect the upstream and downstream O2 sensor connectors.
Fig. 5: Turbocharger & Catalytic Converter Clamp

9. Loosen the catalytic converter clamp (2) at the turbocharger (1).

10. Raise and support vehicle. Refer to HOISTING, STANDARD PROCEDURE .
11. If equipped, remove the belly pan.

12. Remove the front exhaust pipe support bolt (2).


14. Remove the nuts that secure the cross under pipe to the catalytic converter.
15. Remove the front exhaust pipe and flange gasket.
16. Unbolt the 4 converter mount bolts (3).
17. Remove the lower catalytic converter support mount (2).
18. Carefully lower the catalytic converter (1) down and out of the vehicle.
Fig. 8: Catalytic Converter Gasket Ring

19. Remove the catalytic converter gasket ring.
INSTALLATION
INSTALLATION
Fig. 9: Catalytic Converter Gasket Ring

1. Install the converter to turbo seal ring (1).

Fig. 10: Turbocharger & Catalytic Converter Clamp

2. Install the catalytic converter assembly (3).

3. Position the exhaust manifold shield and install the 3 bolts.
4. Tighten the shield bolts to 9 N.m (80 in. lbs.).
CAUTION: Band clamps should never be tightened such that the two sides of
the clamps are bottomed out against the hourglass shaped center
block. Once this occurs, the clamp has lost clamping force and must
be replaced.
5. Install the catalytic converter v-clamp (2) at the turbocharger (1).

6. Tighten clamp to 8 N.m (71in. lbs).
7. Connect the O2 sensor connector.

8. Install the lower catalytic converter support bracket (2).

9. Install and tighten the bracket bolts (3) to 56 N.m (41 ft. lbs.).
10. Install a new converter to pipe gasket.
11. Install the front exhaust pipe.
12. Install the nuts that secure the cross under pipe to the catalytic converter.
13. Tighten the front exhaust pipe nuts to 56 N.m (41 ft. lbs.).
14. Install the front exhaust pipe support bolt (2). Tighten to 56 N.m (41 ft. lbs.).
15. Install the exhaust flange nuts (1). Tighten to 69 N.m (51 ft. lbs.).
16. Install the Charge Air Cooler (CAC) supply hose (5) to the turbocharger.
17. Install the CAC hose clamp and tighten.
18. Install the catalytic converter heat shield (3).

19. Tighten the nuts and bolts to 8 N.m (71 in. lbs.).
20. Connect the upstream and downstream O2 sensor connectors.
21. Install the air cleaner assembly (1).

22. Connect he fresh air intake hose (2).
23. Connect the two vacuum fittings (4), tighten the clamp (3) at the air to turbocharger inlet tube.
MUFFLER, EXHAUST
REMOVAL
REMOVAL
Fig. 16: Exhaust Pipe, Muffler Pipe & Clamp

1. Loosen the clamp (1) at the exhaust pipe (3) and the muffler pipe (2) joint.
Fig. 17: Muffler Isolators & Right Rear Hanger

2. Slide the muffler isolators (1) off of the body mounted supports leaving the isolators attached to the
muffler.
3. Slide the muffler forward to allow the muffler to slide out of the isolator at the right rear hanger (2).
REMOVAL
Therefore, never attempt to service any part of the exhaust system until it
is cooled. Special care should be taken when working near the catalytic
converter. The temperature of the converter rises to a high level after a
short period of engine operation time.
WARNING: If torches are used when servicing the exhaust system, do not allow any
flame near the fuel lines or the fuel tank. Failure to follow these
Fig. 18: Muffler Pipe Flange To Maniverter Flange Mounting Nuts

1. Raise vehicle.
2. Remove the mounting nuts (3) from the front muffler pipe flange to maniverter flange.
3. Using a suitable jack stand. Support the exhaust system.
Fig. 19: Front Muffler Isolator

4. Remove the front muffler isolator (1).

Fig. 20: Rear Muffler Isolator

5. Remove the rear muffler (1) isolator.

6. Loosen exhaust pipe strap clamp (1).

7. Remove the muffler outlet pipe (3) from the resonator pipe (2).
INSTALLATION
INSTALLATION
Fig. 22: Muffler Isolators & Right Rear Hanger

1. Start at the right rear muffler support (2) and feed the muffler mounted support into the body mounted
isolator.
2. Slide the muffler mounted rubber isolators (1) onto the body mounted pins.

3. Attach the muffler (2) to the exhaust pipe (3).

4. Tighten the clamp (1) to 55 N.m (41 ft. lbs.).
5. Check for leaks.
INSTALLATION
Fig. 24: Muffler Pipe Flange To Maniverter Flange Mounting Nuts

1. Position the exhaust assembly into position.

2. Position a suitable jack stand to help aid in installing the exhaust assembly.
3. Install new gasket at the muffler to maniverter flange and install nuts (3). Tighten nuts to 25 N.m (18 ft.
lbs.).
Fig. 25: Front Muffler Isolator

4. Install the front muffler isolator (1).

Fig. 26: Rear Muffler Isolator

5. Install the rear muffler isolator (1).

6. Install the resonator inlet pipe (2) onto the muffler outlet pipe (3).
7. Tighten strap clamp (1) to 55 N.m (40 ft. lbs.).
8. Lower vehicle.
9. Start the engine and inspect for exhaust leaks. Repair exhaust leaks as necessary.
10. Check the exhaust system for contact with the body panels. Make the necessary adjustments, if needed.
RESONATOR, EXHAUST
REMOVAL
REMOVAL
Therefore, never attempt to service any part of the exhaust system until it
is cooled. Special care should be taken when working near the catalytic
converter. The temperature of the converter rises to a high level after a
short period of engine operation time.
WARNING: If torches are used when servicing the exhaust system, do not allow any
flame near the fuel lines or the fuel tank. Failure to follow these

1. Remove the rear strap clamp (1).

Fig. 29: Resonator & Isolators

2. Remove the isolators (1).

3. Remove the resonator (2) from the vehicle.
INSTALLATION
INSTALLATION

NOTE: When assembling exhaust system do not tighten clamp until components are
aligned and clearances are checked.
1. Loosely install the strap clamp (1) onto resonator pipe (2).
2. Position resonator pipe onto muffler pipe (3).
Fig. 31: Resonator & Isolators

3. Install the isolators (1) onto resonator (2).

4. Tighten strap clamp to 55 N.m (40 ft. lbs.).
SHIELD, HEAT
REMOVAL
REMOVAL
Fig. 32: Heat Shield & Fasteners

1. Raise vehicle on hoist.

2. Remove fasteners (2) attaching heat shield (1).
3. Remove heat shield(s).
INSTALLATION
INSTALLATION
Fig. 33: Heat Shield & Fasteners

1. Position heat shield(s) to underbody.

2. Install heat shield fasteners.
3. Inspect heat shield to exhaust system clearances and adjust as necessary.

4. Lower vehicle.
2012 ENGINE Fuel System - Fiat 500
2012 ENGINE
Fuel System - Fiat 500
FUEL DELIVERY [EAB]

STANDARD PROCEDURE
DRAINING FUEL TANK
Fig. 1: Fuel Tank

WARNING: The fuel system may be under constant fuel pressure even with the
engine off. This pressure must be released before servicing the fuel tank.
Two different procedures may be used to drain the fuel tank; through the fuel pump module access hole on the
tank, or using a diagnostic scan tool to activate the fuel pump relay.
If the electric fuel pump is not operating, fuel must be drained through the fuel pump module access hole in the
tank. Refer to MODULE, FUEL PUMP, REMOVAL or MODULE, FUEL PUMP, REMOVAL.
Fig. 2: Fuel Line Adapters

As an alternative procedure, the electric fuel pump may be activated allowing the tank to be drained at the fuel
rail connection. Refer to the diagnostic tool for fuel pump activation procedures. Before disconnecting the fuel
line at the fuel rail, release the fuel pressure. Refer to FUEL SYSTEM PRESSURE RELEASE. . Install the
appropriate Fuel Line Adapters / Fitting from the Gas and Diesel Fuel Pressure/Decay Tester (special tool
#8978A, Decay Tool, Fuel). Route the opposite end of this hose to an approved gasoline draining station.
Activate the fuel pump and drain the tank until empty.
FUEL SYSTEM PRESSURE RELEASE
1. Remove the fuel fill cap.

2. Remove the fuel pump fuse from the Power Distribution Center (PDC). For location of the fuel pump
fuse, refer to label on the underside of the PDC cover or, refer to FUSE LOCATIONS AND TYPES,
SPECIFICATIONS .
3. Start and run the engine until it stalls.
4. Attempt restarting the engine until it will no longer run.
5. Turn the ignition key to the OFF position.
6. Return the fuel pump fuse to the PDC.
NOTE: One or more Diagnostic Trouble Codes (DTC) may have been stored in the PCM
memory due to fuel pump fuse removal. A diagnostic scan tool must be used to
erase a DTC.
SPECIFICATIONS
FUEL SYSTEM PRESSURE
The correct fuel pressure for this vehicle is 350 kPa (50.8 psi) +/- 25 kPa (3.6 psi).

Fuel Rail Mounting Bolts 8 - 71
Fuel Filler Tube 9 - 80
Stabilizer Bracket Bolt
Fuel Tank Strap Bolts 35 26 -
SPECIAL TOOLS
SPECIAL TOOLS

9340 - SAE Fuel Pump Lock Ring Wrench
(Originally Shipped In Kit Number(s) 9327, 9327CC, 9397, 9575.)
FITTING, QUICK CONNECT
DESCRIPTION
DESCRIPTION
Different types of Quick-Connect fittings are used to attach the various fuel system components, lines and
tubes. Some Quick-Connect fittings require the use of a special tool for removal.
These are the quick-connect fittings available; Redundant Latch Single Button Type Fitting, Single Button Type
Fitting, Pinch Type Fitting, Single Tab Type Fitting, Two Tab Type Fitting, Plastic Retainer Ring Type Fitting,
Latch Clip Type 1 Fitting, Latch Clip Type 2 Fitting and Wing Type Fitting.
For more information and Quick-Connect fitting removal procedures, refer to STANDARD PROCEDURE -
QUICK-CONNECT FITTINGS. .
CAUTION: Before separating a Quick-Connect fitting, pay attention to what type of

fitting is being used. Refer to STANDARD PROCEDURE - QUICK-
CONNECT FITTINGS. . This will prevent unnecessary fitting or fitting latch
breakage.
CAUTION: The interior components (O-rings, clips and latches) of Quick-Connect

fittings are not serviced separately, but new plastic spacers and latches
are available for some types. If service parts are not available, do not
attempt to repair the damaged fitting or fuel line (tube). If repair is
necessary, replace the complete fuel line (tube) assembly.
STANDARD PROCEDURE
STANDARD PROCEDURE - QUICK-CONNECT FITTINGS

Different types of quick-connect fittings are used to attach the various fuel system components, lines and tubes.
Some quick-connect fittings require the use of a special tool for disconnection and removal.
These are the quick-connect fittings:
 Redundant Latch Single Button Type Fitting

 Single Button Type Fitting
 Pinch Type Fitting
 Single Tab Type Fitting
 Two Tab Type Fitting
 Plastic Retainer Ring Type Fitting
 Latch Clip Type 1 Fitting
 Wing Type Fitting
DISCONNECTING
WARNING: The fuel system is under a constant pressure (even with engine off).
Before servicing any fuel system hose, fitting or line, fuel system
pressure must be released. Refer to FUEL SYSTEM PRESSURE
RELEASE. .

breakage.
CAUTION: The interior components (O-rings, clips) of quick-connect fittings are not
serviced separately, but new plastic spacers and latches are available for
some types. If service parts are not available, do not attempt to repair the
damaged fitting or fuel line (tube). If repair is necessary, replace the
complete fuel line (tube) assembly.
REDUNDANT LATCH SINGLE BUTTON TYPE FITTING:

Fig. 3: Redundant Latch & Push Button

This type of quick-connect fitting is equipped with a redundant latch (2) and a single push button (1) that
releases two internal latches located in the quick-connect fitting. Special tools are not required for removal.
Fig. 4: Redundant Latch & Internal Latches

CAUTION: Do not pry or pull up on the push button as damage to the latches of the
quick-connect fitting will occur.
1. Pull the redundant latch (2) out away from the quick-connect fitting.
2. Press on the push button with your thumb, release the internal latches (1) and remove the quick-connect
fitting from the fuel system component.
SINGLE BUTTON TYPE FITTING:
Fig. 5: Single Button Fitting

This type of quick-connect fitting is equipped with a single push button (2) that releases two internal latches
located in the quick-connect fitting. Special tools are not required for removal.
Fig. 6: Ouick-Connect Fitting Latches

1. Press on the push button with your thumb, release the internal latches (1).
2. Remove the quick-connect fitting from the fuel system component.
2 BUTTON TYPE FITTING
Fig. 7: 2-Button Type Fitting

This type of quick-connect fitting (1) is equipped with two push buttons (2) that releases two internal latches
1. Press on both push buttons with your thumb, release the internal latches.
2. While holding the two push buttons simultaneously, remove the quick-connect fitting from the fuel
system component.
PINCH TYPE FITTING

Fig. 8: Pinch Type Fitting

This type of quick-connect fitting (1) is equipped with two finger tabs (2). Special tools are not required for
removal.
1. Pinch both tabs (2) together and release the quick-connect fitting.
SINGLE TAB TYPE FITTING
Fig. 9: Single-Tab Type Fitting

This type of quick-connect fitting (3) is equipped with a single pull tab (1). The tab is removable. After tab is
removed the quick-connect fitting can be separated from the fuel system component. Special tools are not
required for removal.
Fig. 10: Disconnecting Single-Tab Type Fitting

1. Press release tab on side of fitting to release pull tab (1). If release tab is not pressed prior to releasing
pull tab, pull tab will be damaged.
2. While pressing the release tab on the side of the quick-connect fitting use a screwdriver (2) to pry up the
pull tab.
3. Raise the pull tab until it separates from the quick-connect fitting.
TWO TAB TYPE FITTING

Fig. 11: Two-Tab Type Fitting

This type of quick-connect fitting (2) is equipped with tabs located on both sides of the fitting (1). These tabs
are integral to the fuel system component. The plastic tabs will remain on the component being serviced after
the quick-connect fitting is removed. The O-ring and spacer will remain in the quick-connect fitting. Special
tools are not required for removal.
1. Squeeze the plastic tabs (1) against the sides of component being serviced with your fingers.
PLASTIC RETAINER RING TYPE FITTING
Fig. 12: Plastic Retainer Ring Type Fitting

This type of fitting can be identified by the use of a round plastic retainer ring (4) usually black in color. Special
NOTE: The round plastic retainer ring must be pressed squarely into the quick-connect
fitting body. If this retainer is cocked during removal it will be difficult to
disconnect the quick-connect fitting. Use an open-end wrench on the shoulder
of the plastic retainer ring to aid in disconnection.
1. Firmly push the quick-connect fitting (5) towards the component being serviced while firmly pushing the
round plastic retainer ring into the quick-connect fitting (6). With the round plastic ring depressed,
remove the quick-connect fitting from the fuel system component.
2. After removal the plastic retainer ring will remain with the quick-connect fitting.
LATCH CLIP TYPE 1 FITTING

Fig. 13: Latch Clip Type 1 Fitting

Depending on vehicle model and engine, 2 different types of safety latch clips are used. One is tethered (1) to
fuel line and the other is not. A special tool will be necessary to disconnect the fuel line after latch clip is
removed. The latch clip may be used on certain fuel line and fuel rail connections or to join fuel lines together.
1. Pry up on the latch clip (4) with a screwdriver (3).

2. Slide the latch clip away from the quick-connect fitting while lifting the screwdriver and position aside.
Fig. 14: Fuel Line Disconnection Using Special Tool

3. Insert the commercially available fuel line removal tool (1) into the quick-connect fitting and release the
internal latches.
NOTE: After removal the internal latches will remain in the quick-connect fitting.
4. With the commercially available fuel line removal tool (1) still inserted, remove the quick-connect fitting
from the fuel system component.

Depending on vehicle model and engine, 2 different types of safety latch clips are used. One is tethered to the
fuel line and the other is not. A special tool will be necessary to disconnect the fuel line after the latch clip is
1. Unlatch the small arms on the end of clip, swing away and separate from the fuel system component.
2. Slide the latch clip away from the quick-connect fitting while lifting with a screwdriver and position
aside.

internal latches.
4. With the commercially available fuel line removal tool (1) inserted, remove the quick-connect fitting
WING TYPE FITTING
Fig. 17: Wing Type Fitting

The wing type fitting is used on fuel system and emission components. The wing type fitting is most commonly
used on the EVAP canister (3). Special tools are not required for removal.
1. Using two fingers, press both wings (2) and release the locking tabs.
NOTE: After removal the locking tabs will remain with the quick-connect fitting.
2. While holding the wings, remove the quick-connect fitting from the fuel system component.
CONNECTING
1. Inspect the quick-connect fitting body and fuel system components for damage. Replace as necessary.
2. Prior to connecting any quick-connect fitting to components, check condition of fitting and components.
Clean parts with a lint-free cloth. Lubricate with clean engine oil.
3. Insert the quick-connect fitting onto the fuel tube or fuel system component until the built-in stop on the
fuel tube or component rests against the back of fitting.
4. Continue pushing until a click is felt.
5. If Equipped:
 Redundant Latch Single Button Type Fitting: Push redundant latch until it locks into position in
the quick-connect fitting.
 Single Tab Type Fitting: Push new tab down until it locks into position in the quick-connect
fitting.
 Latch Clip Type Fitting: Install latch clip (snaps into position). If latch clip will not snap into
position, this indicates the quick-connect fitting is not properly installed onto fuel system
component, recheck the connection.
6. Verify a locked condition by firmly pulling on the quick-connect fitting connection of the fuel system
component.
MODULE, FUEL PUMP
DESCRIPTION
DESCRIPTION
The electric fuel pump is located inside of the fuel pump module. A 12 volt, permanent magnet, electric motor
powers the fuel pump. The electric fuel pump is not a separate, serviceable component.
OPERATION
OPERATION
Voltage to operate the electric pump is supplied through the fuel pump relay.
Check Valve Operation: The bottom section of the fuel pump module contains a one-way check valve to
prevent fuel flow back into the tank and to maintain fuel supply line pressure (engine warm) when pump is not
operational. It is also used to keep the fuel supply line full of gasoline when pump is not operational. After the
vehicle has cooled down, fuel pressure may drop to 0 psi (cold fluid contracts), but liquid gasoline will remain
in fuel supply line between the check valve and fuel injectors.Fuel pressure that has dropped to 0 psi on a
cooled down vehicle (engine off) is a normal condition.
The electric fuel pump is not a separate, serviceable component.
REMOVAL
REMOVAL

WARNING: The fuel system may be under a constant pressure (even with the engine
off). Before servicing the fuel pump module, the fuel system pressure
must be released.
1. Perform the fuel pressure release procedure. Refer to FUEL SYSTEM PRESSURE RELEASE. .
4. Carefully remove the cushion (1) assembly past the seat belt latches.
5. Locate the fuel pump module access cover (2).
Fig. 19: Access Cover, Connector & Screws

6. Remove the fuel pump module access cover (1) by removing the screws (2).
7. Disconnect the fuel pump module wiring connector (4).
Fig. 20: Fuel Supply, Return & Vapor Lines

8. Disconnect the fuel lines. Refer to STANDARD PROCEDURE - QUICK-CONNECT FITTINGS. .

Fig. 21: Fuel Pump Module, Locking Ring & Lock Ring Wrench
9. Remove the fuel pump module locking ring (3) using SAE Fuel Pump Lock Ring Wrench (special tool
#9340, SAE Fuel Pump Lock Ring Wrench) (2).
10. Remove the fuel pump module (4) from the fuel tank and discard the seal (gasket).
INSTALLATION
INSTALLATION
1. Align the fuel pump module to the alignment tabs for proper sending unit float operation.
2. Using a new seal (gasket), install the fuel pump module (4) into the fuel tank opening.
3. Position the lock ring (3) over top of fuel pump module (4).
4. Install the fuel pump module locking ring (3) using SAE Fuel Pump Lock Ring Wrench (special tool
#9340, SAE Fuel Pump Lock Ring Wrench) (2). Position the tool into the locking ring and turn the ring
till the tabs are locked into the notches.

5. Connect the return (1), fuel supply (2), and vapor (3) lines to the fuel pump module. Refer to
STANDARD PROCEDURE - QUICK-CONNECT FITTINGS. .

6. Connect the fuel pump module wiring harness connector (4).

NOTE: Allow time for air to purge from the fuel lines.
8. Start the engine and check for leaks at all fuel pump module connections.
9. Position the fuel pump module cover (1) into position and tighten the screws (2).

11. Install the seat mounting bolts (3) and tighten to 40 N.m (30 ft. lbs.).
RAIL, FUEL
DESCRIPTION
DESCRIPTION
The fuel rail is used as a mounting source for the fuel injectors. It supplies the fuel injectors with fuel. Maintains
a steady pressure.
OPERATION
OPERATION
High pressure from the fuel pump is routed to the fuel rail. The fuel rail then supplies the necessary fuel to each
individual fuel injector.
A quick-connect fitting with a safety latch clip is used to attach the fuel line to the fuel rail.
The fuel rail is not repairable.

CAUTION: The fuel rail is connected with either a flexible connecting hose, or joints.
Do not attempt to separate the rail at these connecting hose or joints. Due
to the design of the connecting hose or joint, it does not use any clamps.
Never attempt to install a clamping device of any kind to the hose or joint.
When removing the fuel rail assembly for any reason, be careful not to
bend or kink the connecting hose or joint.
REMOVAL
REMOVAL

1. Remove the intake manifold. Refer to MANIFOLD, INTAKE, REMOVAL or MANIFOLD,

INTAKE, REMOVAL or MANIFOLD, INTAKE, REMOVAL .
2. Place the intake on a suitable work bench.
Fig. 27: Fuel Rail, Connectors & Bolts

3. Remove the two fuel rail support bolts (1).

4. Using care, remove the fuel rail (3) with the injectors from the intake manifold.
5. Remove the connectors (2) from the fuel injectors.
Fig. 28: Fuel Rail, Injector & Retainer Clip

6. Remove the fuel injector retainer clips (2).

7. Using care, remove the fuel injectors (3) from the fuel rail.
8. Remove the wiring harness from the fuel rail (1).
INSTALLATION
INSTALLATION

Check the condition of the O-rings before installing the injectors. Replace if any damage or abnormal wear is
found.
1. Lightly lubricate the fuel injector O-rings with a couple drops of clean engine oil.
2. Install retaining clips on fuel injectors (2).
3. Push injectors (3) into fuel injector rail (1) until clips are in the correct position.
Fig. 30: Fuel Rail, Connectors & Bolts

4. Position fuel rail (3) over intake manifold injector ports, and push rail into place. Tighten fuel rail
mounting bolts (1) to 8 N.m (71 in. lbs.).

5. Install the wiring harness onto the fuel rail.
6. Connect electrical connectors (2) to fuel injectors.
7. Install the intake manifold. Refer to MANIFOLD, INTAKE, INSTALLATION or MANIFOLD,
INTAKE, INSTALLATION or MANIFOLD, INTAKE, INSTALLATION .
REGULATOR, FUEL PRESSURE
DESCRIPTION
DESCRIPTION
The fuel pressure regulator contains a diaphragm, calibrated spring and a fuel return valve. The regulator is
mounted in the fuel pump module.
SENDING UNIT AND SENSOR, FUEL LEVEL
DESCRIPTION
DESCRIPTION
The fuel gauge level sending unit is attached to the side of fuel pump module. The level sensor is a variable
resistor.
OPERATION
OPERATION
Its resistance changes with the amount of fuel in the tank. The float arm attached to the sensor moves as the fuel
level changes.
The fuel level input is used as an input for OBD II. If the fuel level is below 15% or above 85% of total tank
capacity several monitors are disabled. There are diagnostics for the level circuit open and shorted.
TANK, FUEL
REMOVAL
REMOVAL


2. Remove the fuel pump module (3). Refer to MODULE, FUEL PUMP, REMOVAL or MODULE,
FUEL PUMP, REMOVAL.
3. Remove the fuel from the fuel tank. Refer to DRAINING FUEL TANK. .
4. Replace the fuel access hole cover to reduce fuel odor.

6. Remove the muffler (2) and resonator (3). Refer to MUFFLER, EXHAUST, REMOVAL .
Fig. 33: Fuel Tank, Filler Tube, Connector Hose, Clamp & Bolt
7. Remove the fuel filler connector (5) from the fuel tank (3).
Fig. 34: Fuel Tank, Straps & Bolts

NOTE: The heat shield and the fuel tank support straps are part of the fuel tank
and do not require being removed from the tank. If the fuel tank is being
replaced. The new tank will have the support straps and heat shield
mounted.
8. Using a suitable jack. Support the fuel tank.

9. Remove the fuel tank (1) from the vehicle.
INSTALLATION
INSTALLATION
1. Install the fuel pump module.

2. Position the fuel tank on a suitable stand to be raised into the vehicle. Tighten the fuel tank strap bolts (2)
to 35 N.m (26 ft. lbs.).
3. Install the fuel filler connector tube (5) onto the fuel tank (3).

4. Install the muffler (2) and resonator (3). Refer to MUFFLER, EXHAUST, INSTALLATION .

6. Connect the fuel lines and vapor lines.

7. Connect the fuel pump module electrical connector (4).
8. Install the access cover (1). Tighten screws (2).

9. Install the lower rear seat (1).

10. Fill tank with fuel and install fuel fill cap.
12. Run vehicle. Inspect for leaks.
TUBE, FUEL TANK FILLER
REMOVAL
REMOVAL
Fig. 41: Filler Tube, Gas Cap & Screws

CAUTION: Verify the level of fuel in the fuel tank. If needed, Transfer fuel into an
approved fuel storage container.

2. Remove the gas cap (1).
3. Remove the four screws (2) that secure the filler tube (3) opening to the body.

NOTE: Left rear splash shield shown in illustration, right rear splash shield
similar.

5. Remove the right rear wheel splash shield. Refer to SHIELD, SPLASH, REAR WHEELHOUSE,
REMOVAL .
6. Remove the vent hose.

7. Loosen the clamp that secures the filler tube (1) assembly to the gas tank (3).
8. Remove the bolt (2) the secures the filler neck to the vehicle.
9. Remove the filler neck from the vehicle.
10. Remove the connector hose (5) from the fuel filler tube by releasing the hose clamp (6).
INSTALLATION
INSTALLATION
1. Position the fuel connector hose to the fuel filler tube.

2. Position the fuel filler tube to the filler inlet on the vehicle body.
3. Install the connector hose (5) to the fuel tank inlet (4).
4. Install the filler tube stabilizer bracket bolt (2). Tighten bolt to 9 N.m (80 in. lbs.).
5. Tighten the clamps to the connector hose.

6. Install the screws (2) that secure the filler tube to the body.

similar.
7. Install the right rear wheel splash shield. Refer to SHIELD, SPLASH, REAR WHEELHOUSE,
INSTALLATION .
9. Install the fuel filler cap.
FUEL DELIVERY, PRIMARY [EAJ]

STANDARD PROCEDURE
DRAINING FUEL TANK

Fig. 47: Fuel Tank

WARNING: The fuel system may be under constant fuel pressure even with the
engine off. This pressure must be released before servicing the fuel tank.
Two different procedures may be used to drain the fuel tank; through the fuel pump module access hole on the
tank, or using a diagnostic scan tool to activate the fuel pump relay.
If the electric fuel pump is not operating, fuel must be drained through the fuel pump module access hole in the
tank. Refer to MODULE, FUEL PUMP, REMOVAL or MODULE, FUEL PUMP, REMOVAL.
Fig. 48: Fuel Line Adapters

As an alternative procedure, the electric fuel pump may be activated allowing the tank to be drained at the fuel
rail connection. Refer to the diagnostic tool for fuel pump activation procedures. Before disconnecting the fuel
line at the fuel rail, release the fuel pressure. Refer to FUEL SYSTEM PRESSURE RELEASE. . Install the
appropriate Fuel Line Adapters / Fitting from the Gas and Diesel Fuel Pressure/Decay Tester (special tool
#8978A, Decay Tool, Fuel). Route the opposite end of this hose to an approved gasoline draining station.
Activate the fuel pump and drain the tank until empty.
FUEL SYSTEM PRESSURE RELEASE
1. Remove the fuel fill cap.

2. Remove the fuel pump fuse from the Power Distribution Center (PDC). For location of the fuel pump
fuse, refer to label on the underside of the PDC cover or, refer to FUSE LOCATIONS AND TYPES,
SPECIFICATIONS .
3. Start and run the engine until it stalls.
4. Attempt restarting the engine until it will no longer run.
5. Turn the ignition key to the OFF position.
6. Return the fuel pump fuse to the PDC.
NOTE: One or more Diagnostic Trouble Codes (DTC) may have been stored in the PCM
memory due to fuel pump fuse removal. A diagnostic scan tool must be used to
erase a DTC.
SPECIFICATIONS
FUEL SYSTEM PRESSURE
The correct fuel pressure for this vehicle is 350 kPa (50.8 psi) +/- 25 kPa (3.6 psi).

Fuel Rail Mounting Bolts 8 - 71
Fuel Filler Tube 9 - 80
Stabilizer Bracket Bolt
Fuel Tank Strap Bolts 35 26 -
SPECIAL TOOLS
SPECIAL TOOLS

9340 - SAE Fuel Pump Lock Ring Wrench
(Originally Shipped In Kit Number(s) 9327, 9327CC, 9397, 9575.)
FITTING, QUICK CONNECT

DESCRIPTION
DESCRIPTION
Different types of Quick-Connect fittings are used to attach the various fuel system components, lines and
tubes. Some Quick-Connect fittings require the use of a special tool for removal.
These are the quick-connect fittings available; Redundant Latch Single Button Type Fitting, Single Button Type
Fitting, Pinch Type Fitting, Single Tab Type Fitting, Two Tab Type Fitting, Plastic Retainer Ring Type Fitting,
Latch Clip Type 1 Fitting, Latch Clip Type 2 Fitting and Wing Type Fitting.
For more information and Quick-Connect fitting removal procedures, refer to STANDARD PROCEDURE -
QUICK-CONNECT FITTINGS. .

breakage.
CAUTION: The interior components (O-rings, clips and latches) of Quick-Connect

fittings are not serviced separately, but new plastic spacers and latches
are available for some types. If service parts are not available, do not
attempt to repair the damaged fitting or fuel line (tube). If repair is
necessary, replace the complete fuel line (tube) assembly.
STANDARD PROCEDURE
STANDARD PROCEDURE - QUICK-CONNECT FITTINGS
Different types of quick-connect fittings are used to attach the various fuel system components, lines and tubes.
Some quick-connect fittings require the use of a special tool for disconnection and removal.
These are the quick-connect fittings:
 Redundant Latch Single Button Type Fitting

 Single Button Type Fitting
 Pinch Type Fitting
 Single Tab Type Fitting
 Two Tab Type Fitting
 Plastic Retainer Ring Type Fitting
 Wing Type Fitting
DISCONNECTING
WARNING: The fuel system is under a constant pressure (even with engine off).
Before servicing any fuel system hose, fitting or line, fuel system
pressure must be released. Refer to FUEL SYSTEM PRESSURE
RELEASE. .

breakage.
CAUTION: The interior components (O-rings, clips) of quick-connect fittings are not
serviced separately, but new plastic spacers and latches are available for
some types. If service parts are not available, do not attempt to repair the
damaged fitting or fuel line (tube). If repair is necessary, replace the
complete fuel line (tube) assembly.
REDUNDANT LATCH SINGLE BUTTON TYPE FITTING:
Fig. 49: Redundant Latch & Push Button

This type of quick-connect fitting is equipped with a redundant latch (2) and a single push button (1) that
releases two internal latches located in the quick-connect fitting. Special tools are not required for removal.
Fig. 50: Redundant Latch & Internal Latches

1. Pull the redundant latch (2) out away from the quick-connect fitting.
2. Press on the push button with your thumb, release the internal latches (1) and remove the quick-connect
fitting from the fuel system component.
SINGLE BUTTON TYPE FITTING:
Fig. 51: Single Button Fitting

This type of quick-connect fitting is equipped with a single push button (2) that releases two internal latches
Fig. 52: Ouick-Connect Fitting Latches

1. Press on the push button with your thumb, release the internal latches (1).
2 BUTTON TYPE FITTING

Fig. 53: 2-Button Type Fitting

This type of quick-connect fitting (1) is equipped with two push buttons (2) that releases two internal latches
1. Press on both push buttons with your thumb, release the internal latches.
2. While holding the two push buttons simultaneously, remove the quick-connect fitting from the fuel
system component.
PINCH TYPE FITTING

Fig. 54: Pinch Type Fitting

This type of quick-connect fitting (1) is equipped with two finger tabs (2). Special tools are not required for
removal.
1. Pinch both tabs (2) together and release the quick-connect fitting.
SINGLE TAB TYPE FITTING
Fig. 55: Single-Tab Type Fitting

This type of quick-connect fitting (3) is equipped with a single pull tab (1). The tab is removable. After tab is
removed the quick-connect fitting can be separated from the fuel system component. Special tools are not
required for removal.
Fig. 56: Disconnecting Single-Tab Type Fitting

1. Press release tab on side of fitting to release pull tab (1). If release tab is not pressed prior to releasing
pull tab, pull tab will be damaged.
2. While pressing the release tab on the side of the quick-connect fitting use a screwdriver (2) to pry up the
pull tab.
3. Raise the pull tab until it separates from the quick-connect fitting.
TWO TAB TYPE FITTING

Fig. 57: Two-Tab Type Fitting

This type of quick-connect fitting (2) is equipped with tabs located on both sides of the fitting (1). These tabs
are integral to the fuel system component. The plastic tabs will remain on the component being serviced after
the quick-connect fitting is removed. The O-ring and spacer will remain in the quick-connect fitting. Special
1. Squeeze the plastic tabs (1) against the sides of component being serviced with your fingers.
PLASTIC RETAINER RING TYPE FITTING
Fig. 58: Plastic Retainer Ring Type Fitting

This type of fitting can be identified by the use of a round plastic retainer ring (4) usually black in color. Special
NOTE: The round plastic retainer ring must be pressed squarely into the quick-connect
fitting body. If this retainer is cocked during removal it will be difficult to
disconnect the quick-connect fitting. Use an open-end wrench on the shoulder
of the plastic retainer ring to aid in disconnection.
1. Firmly push the quick-connect fitting (5) towards the component being serviced while firmly pushing the
round plastic retainer ring into the quick-connect fitting (6). With the round plastic ring depressed,
remove the quick-connect fitting from the fuel system component.
2. After removal the plastic retainer ring will remain with the quick-connect fitting.


Depending on vehicle model and engine, 2 different types of safety latch clips are used. One is tethered (1) to
fuel line and the other is not. A special tool will be necessary to disconnect the fuel line after latch clip is
1. Pry up on the latch clip (4) with a screwdriver (3).

2. Slide the latch clip away from the quick-connect fitting while lifting the screwdriver and position aside.

internal latches.
4. With the commercially available fuel line removal tool (1) still inserted, remove the quick-connect fitting

Depending on vehicle model and engine, 2 different types of safety latch clips are used. One is tethered to the
fuel line and the other is not. A special tool will be necessary to disconnect the fuel line after the latch clip is
1. Unlatch the small arms on the end of clip, swing away and separate from the fuel system component.
2. Slide the latch clip away from the quick-connect fitting while lifting with a screwdriver and position
aside.

internal latches.
4. With the commercially available fuel line removal tool (1) inserted, remove the quick-connect fitting
WING TYPE FITTING
Fig. 63: Wing Type Fitting

The wing type fitting is used on fuel system and emission components. The wing type fitting is most commonly
used on the EVAP canister (3). Special tools are not required for removal.
1. Using two fingers, press both wings (2) and release the locking tabs.
NOTE: After removal the locking tabs will remain with the quick-connect fitting.
2. While holding the wings, remove the quick-connect fitting from the fuel system component.
CONNECTING
1. Inspect the quick-connect fitting body and fuel system components for damage. Replace as necessary.
2. Prior to connecting any quick-connect fitting to components, check condition of fitting and components.
Clean parts with a lint-free cloth. Lubricate with clean engine oil.
3. Insert the quick-connect fitting onto the fuel tube or fuel system component until the built-in stop on the
fuel tube or component rests against the back of fitting.
4. Continue pushing until a click is felt.
5. If Equipped:
 Redundant Latch Single Button Type Fitting: Push redundant latch until it locks into position in
the quick-connect fitting.
 Single Tab Type Fitting: Push new tab down until it locks into position in the quick-connect
fitting.
 Latch Clip Type Fitting: Install latch clip (snaps into position). If latch clip will not snap into
position, this indicates the quick-connect fitting is not properly installed onto fuel system
component, recheck the connection.
6. Verify a locked condition by firmly pulling on the quick-connect fitting connection of the fuel system
component.
MODULE, FUEL PUMP
DESCRIPTION
DESCRIPTION
The electric fuel pump is located inside of the fuel pump module. A 12 volt, permanent magnet, electric motor
powers the fuel pump. The electric fuel pump is not a separate, serviceable component.
OPERATION
OPERATION
Voltage to operate the electric pump is supplied through the fuel pump relay.
Check Valve Operation: The bottom section of the fuel pump module contains a one-way check valve to
prevent fuel flow back into the tank and to maintain fuel supply line pressure (engine warm) when pump is not
operational. It is also used to keep the fuel supply line full of gasoline when pump is not operational. After the
vehicle has cooled down, fuel pressure may drop to 0 psi (cold fluid contracts), but liquid gasoline will remain
in fuel supply line between the check valve and fuel injectors.Fuel pressure that has dropped to 0 psi on a
cooled down vehicle (engine off) is a normal condition.
The electric fuel pump is not a separate, serviceable component.
REMOVAL
REMOVAL

WARNING: The fuel system may be under a constant pressure (even with the engine
off). Before servicing the fuel pump module, the fuel system pressure
must be released.
4. Carefully remove the cushion (1) assembly past the seat belt latches.
5. Locate the fuel pump module access cover (2).

6. Remove the fuel pump module access cover (1) by removing the screws (2).
7. Disconnect the fuel pump module wiring connector (4).

8. Disconnect the fuel lines. Refer to STANDARD PROCEDURE - QUICK-CONNECT FITTINGS. .

9. Remove the fuel pump module locking ring (3) using SAE Fuel Pump Lock Ring Wrench (special tool
#9340, SAE Fuel Pump Lock Ring Wrench) (2).
10. Remove the fuel pump module (4) from the fuel tank and discard the seal (gasket).
INSTALLATION
INSTALLATION
1. Align the fuel pump module to the alignment tabs for proper sending unit float operation.
2. Using a new seal (gasket), install the fuel pump module (4) into the fuel tank opening.
3. Position the lock ring (3) over top of fuel pump module (4).
4. Install the fuel pump module locking ring (3) using SAE Fuel Pump Lock Ring Wrench (special tool
#9340, SAE Fuel Pump Lock Ring Wrench) (2). Position the tool into the locking ring and turn the ring
till the tabs are locked into the notches.

5. Connect the return (1), fuel supply (2), and vapor (3) lines to the fuel pump module. Refer to
STANDARD PROCEDURE - QUICK-CONNECT FITTINGS. .

6. Connect the fuel pump module wiring harness connector (4).

NOTE: Allow time for air to purge from the fuel lines.
8. Start the engine and check for leaks at all fuel pump module connections.
9. Position the fuel pump module cover (1) into position and tighten the screws (2).

11. Install the seat mounting bolts (3) and tighten to 40 N.m (30 ft. lbs.).
RAIL, FUEL
DESCRIPTION
DESCRIPTION
The fuel rail is used as a mounting source for the fuel injectors. It supplies the fuel injectors with fuel. Maintains
a steady pressure.
OPERATION
OPERATION
High pressure from the fuel pump is routed to the fuel rail. The fuel rail then supplies the necessary fuel to each
individual fuel injector.
A quick-connect fitting with a safety latch clip is used to attach the fuel line to the fuel rail.
The fuel rail is not repairable.

CAUTION: The fuel rail is connected with either a flexible connecting hose, or joints.
Do not attempt to separate the rail at these connecting hose or joints. Due
to the design of the connecting hose or joint, it does not use any clamps.
Never attempt to install a clamping device of any kind to the hose or joint.
When removing the fuel rail assembly for any reason, be careful not to
bend or kink the connecting hose or joint.
REMOVAL
REMOVAL
Fig. 72: Fuel Line, Connector & Bolt

3. Remove the air cleaner body. Refer to BODY, AIR CLEANER, REMOVAL or BODY, AIR
5. Disconnect the fuel line (2) from the fuel rail. Refer to STANDARD PROCEDURE - QUICK-
CONNECT FITTINGS. .
6. Remove the fuel rail support bolts (3) and remove the fuel rail with the injectors from the intake
manifold.
Fig. 73: Fuel Rail, Wire Harness & Connectors

7. If required, Unlock and disconnect the electrical connectors (2) from the fuel injectors and remove the
wire harness (1) from the fuel rail (3).
8. If required, remove the fuel injectors from the fuel rail. Refer to INJECTOR(S), FUEL, REMOVAL or
INJECTOR(S), FUEL, REMOVAL.
INSTALLATION
INSTALLATION
Fig. 74: Fuel Rail, Wire Harness & Connectors

1. If removed, install the fuel injectors on the fuel rail (3). Refer to INJECTOR(S), FUEL,
INSTALLATION or INJECTOR(S), FUEL, INSTALLATION.
2. If removed, install the wire harness (1) on the fuel rail (3) and connect and lock the electrical connectors
(2) to the fuel injectors.
Fig. 75: Fuel Line, Connector & Bolt

3. Position the fuel rail and injectors over the intake manifold injector ports and push the fuel rail into place.
Tighten the fuel rail mounting bolts (3) to 8 N.m (71 in. lbs.).
4. Connect the fuel line (2) to the fuel rail. Refer to STANDARD PROCEDURE - QUICK-CONNECT
FITTINGS. .
REGULATOR, FUEL PRESSURE
DESCRIPTION
DESCRIPTION
The fuel pressure regulator contains a diaphragm, calibrated spring and a fuel return valve. The regulator is
mounted in the fuel pump module.
SENDING UNIT AND SENSOR, FUEL LEVEL
DESCRIPTION
DESCRIPTION
The fuel gauge level sending unit is attached to the side of fuel pump module. The level sensor is a variable
resistor.
OPERATION
OPERATION
Its resistance changes with the amount of fuel in the tank. The float arm attached to the sensor moves as the fuel
level changes.
The fuel level input is used as an input for OBD II. If the fuel level is below 15% or above 85% of total tank
capacity several monitors are disabled. There are diagnostics for the level circuit open and shorted.
TANK, FUEL
REMOVAL
REMOVAL


2. Remove the fuel pump module (3). Refer to MODULE, FUEL PUMP, REMOVAL or MODULE,
FUEL PUMP, REMOVAL.
3. Remove the fuel from the fuel tank. Refer to DRAINING FUEL TANK. .
4. Replace the fuel access hole cover to reduce fuel odor.

6. Remove the muffler (2) and resonator (3). Refer to MUFFLER, EXHAUST, REMOVAL .
7. Remove the fuel filler connector (5) from the fuel tank (3).

NOTE: The heat shield and the fuel tank support straps are part of the fuel tank
and do not require being removed from the tank. If the fuel tank is being
replaced. The new tank will have the support straps and heat shield
mounted.
8. Using a suitable jack. Support the fuel tank.

9. Remove the fuel tank (1) from the vehicle.
INSTALLATION
INSTALLATION
1. Install the fuel pump module.

2. Position the fuel tank on a suitable stand to be raised into the vehicle. Tighten the fuel tank strap bolts (2)
to 35 N.m (26 ft. lbs.).
3. Install the fuel filler connector tube (5) onto the fuel tank (3).

4. Install the muffler (2) and resonator (3). Refer to MUFFLER, EXHAUST, INSTALLATION .

6. Connect the fuel lines and vapor lines.

7. Connect the fuel pump module electrical connector (4).
8. Install the access cover (1). Tighten screws (2).

9. Install the lower rear seat (1).

10. Fill tank with fuel and install fuel fill cap.
12. Run vehicle. Inspect for leaks.
TUBE, FUEL TANK FILLER
REMOVAL
REMOVAL

CAUTION: Verify the level of fuel in the fuel tank. If needed, Transfer fuel into an
approved fuel storage container.

2. Remove the gas cap (1).
3. Remove the four screws (2) that secure the filler tube (3) opening to the body.

similar.

REMOVAL .
6. Remove the vent hose.

7. Loosen the clamp that secures the filler tube (1) assembly to the gas tank (3).
8. Remove the bolt (2) the secures the filler neck to the vehicle.
9. Remove the filler neck from the vehicle.
10. Remove the connector hose (5) from the fuel filler tube by releasing the hose clamp (6).
INSTALLATION
INSTALLATION
1. Position the fuel connector hose to the fuel filler tube.

2. Position the fuel filler tube to the filler inlet on the vehicle body.
3. Install the connector hose (5) to the fuel tank inlet (4).
4. Install the filler tube stabilizer bracket bolt (2). Tighten bolt to 9 N.m (80 in. lbs.).
5. Tighten the clamps to the connector hose.

6. Install the screws (2) that secure the filler tube to the body.

similar.
INSTALLATION .
FUEL DELIVERY, AUXILIARY [EAJ]

PUMP, FUEL, AUXILIARY
REMOVAL
REMOVAL
Fig. 92: Auxiliary Fuel Pump & Hoses


2. Remove the auxiliary fuel tank. Refer to TANK, FUEL, AUXILIARY, REMOVAL.
3. Disengage the auxiliary fuel pump (1) from the auxiliary fuel tank and disconnect the fuel hoses (2) from
the pump.
INSTALLATION
INSTALLATION
Fig. 93: Auxiliary Fuel Pump & Hoses

1. Connect the fuel hoses (2) to the auxiliary fuel pump (1) and install the pump to the auxiliary fuel tank.
2. Install the auxiliary fuel tank. Refer to TANK, FUEL, AUXILIARY, INSTALLATION.
SENDING UNIT AND SENSOR, FUEL LEVEL, AUXILIARY
REMOVAL
REMOVAL
Fig. 94: Auxiliary Fuel Level Sensor Retaining Nut & Connectors

2. Disconnect the electrical connectors (2) from the auxiliary fuel level sensor.
3. Loosen the retaining nut (1) and remove the auxiliary fuel level sensor from the auxiliary fuel tank.
INSTALLATION
INSTALLATION
1. Install the auxiliary fuel level sensor to the auxiliary fuel tank and tighten the retaining nut (1).
2. Connect the electrical connectors (2) to the auxiliary fuel level sensor.
SOLENOID, FUEL PRESSURE, AUXILIARY
REMOVAL
REMOVAL
Fig. 96: Auxiliary Fuel Pressure Solenoid Cover, Connector & Bolts

2. Disconnect the electrical connector (2) from the auxiliary fuel pressure solenoid.
3. Remove the two bolts (3) and remove the auxiliary fuel pressure solenoid cover (1).
Fig. 97: Auxiliary Fuel Pressure Solenoid, Hoses & Bolts

4. Disconnect the fuel hoses (3) from the auxiliary fuel pressure solenoid (1).
5. Remove the bolts (2) and the auxiliary fuel pressure solenoid (1) from the mounting bracket.
INSTALLATION
INSTALLATION
Fig. 98: Auxiliary Fuel Pressure Solenoid, Hoses & Bolts

1. Install the auxiliary fuel pressure solenoid (1) to the mounting bracket with two bolts (2).
2. Connect the fuel hoses (3) to the auxiliary fuel pressure solenoid (1).
Fig. 99: Auxiliary Fuel Pressure Solenoid Cover, Connector & Bolts
3. Install the auxiliary fuel pressure solenoid cover (1) with two bolts (3).
4. Connect the electrical connector (2) to the auxiliary fuel pressure solenoid.
TANK, FUEL, AUXILIARY
REMOVAL
REMOVAL

2. Disconnect the electrical connectors (2) from the auxiliary fuel level sensor.
3. Disconnect the electrical connector (3) from the auxiliary fuel pump.
Fig. 101: Auxiliary Fuel Tank & Bolt

4. Reposition the pressurized coolant bottle. Refer to BOTTLE, PRESSURIZED COOLANT,

REMOVAL .
5. Remove the bolt (2) and disengage the auxiliary fuel tank (1) from the grommets.
6. If necessary, remove the auxiliary fuel tank cap and drain the fuel from the tank.
7. If required, remove the auxiliary fuel pump from the auxiliary fuel tank. Refer to PUMP, FUEL,
AUXILIARY, REMOVAL.
8. If required, remove the auxiliary fuel level sensor from the auxiliary fuel tank. Refer to SENDING UNIT
AND SENSOR, FUEL LEVEL, AUXILIARY, REMOVAL.
INSTALLATION
INSTALLATION
Fig. 102: Auxiliary Fuel Tank & Bolt

1. If removed, install the auxiliary fuel level sensor to the auxiliary fuel tank. Refer to SENDING UNIT
AND SENSOR, FUEL LEVEL, AUXILIARY, INSTALLATION.
2. If removed, install the auxiliary fuel pump to the auxiliary fuel tank. Refer to PUMP, FUEL,
AUXILIARY, INSTALLATION.
3. Engage the auxiliary fuel tank (1) to the grommets and install the bolt (2).
4. Install the pressurized coolant bottle. Refer to BOTTLE, PRESSURIZED COOLANT,

INSTALLATION .
5. Connect the electrical connector (3) to the auxiliary fuel pump.
6. Connect the electrical connectors (2) to the auxiliary fuel level sensor.
FUEL INJECTION [EAB]

OPERATION
FUEL ECONOMY AND MAINTENANCE
A vehicle that is not properly tuned and maintained cannot be expected to perform at its maximum efficiency
and can have an adverse effect on fuel economy. The following recommendations will ensure that the vehicle is
performing at its maximum efficiency:
 Use the recommended motor oil grade. Using the manufacturer's recommended grade of Mopar®
motor oil can improve fuel mileage by 1-2%. Mopar® motor oil labeled "Energy Conserving" contains
friction-reducing additives.
 Check and replace air filters. Replacing a clogged air filter with a new Mopar® air filter can improve
fuel mileage by as much as 10%.
 Keep the engine tuned. Repairing a vehicle that is noticeably out of tune can improve fuel mileage by an
average of 4%. Maintaining a vehicle and repairing problems, such as a faulty oxygen sensor, can
improve mileage by as much as 40%.
 Keep tires properly inflated. Underinflated tires can lower fuel mileage by 0.4% for every 1 psi drop in
pressure of all four tires.
SPECIFICATIONS
SPECIFICATIONS

Accelerator Pedal Retaining
12 9 -
Bracket Nuts
Inlet Air
Temperature/Manifold Air
9 - 80
Pressure (IAT/MAP) Sensor
Bolt
Oxygen Sensor 45 33 -
Crankshaft Position (CKP) 9 - 80
Sensor Bolt
Negative Battery Cable Nut 5 - 45
Throttle Body Bolts 9 - 80
INJECTOR(S), FUEL
REMOVAL
REMOVAL

WARNING: The fuel system is under constant pressure even with engine off. Before
servicing fuel injector(s), fuel system pressure must be released.
NOTE: To remove one or more fuel injectors, the fuel rail assembly must be removed
from engine.
1. Perform the fuel system pressure release procedure. Refer to FUEL SYSTEM PRESSURE RELEASE.
.
2. Remove the fuel rail assembly. Refer to RAIL, FUEL, REMOVAL or RAIL, FUEL, REMOVAL.
3. Remove the fuel injector retaining clip(s) (2) from the fuel rail (1).
4. Remove the injector(s) (3) from the fuel rail assembly.
INSTALLATION
INSTALLATION

found.
1. Apply a small amount of engine oil to each fuel injector O-ring. This will help with the fuel rail
installation.
2. Install the fuel injector(s) (3) into the fuel rail and install the retainer clip(s) (2).
3. Install the fuel rail assembly. Refer to RAIL, FUEL, INSTALLATION or RAIL, FUEL,
INSTALLATION.
4. Install the intake manifold. Refer to MANIFOLD, INTAKE, INSTALLATION or MANIFOLD,

INTAKE, INSTALLATION or MANIFOLD, INTAKE, INSTALLATION .
PEDAL, ACCELERATOR
REMOVAL
REMOVAL
Fig. 106: Accelerator Pedal Assembly, Connector, Mounting Studs & Nuts
The Accelerator Pedal Position Sensor (APPS) and the accelerator pedal is serviced as a complete assembly
including the bracket.
1. Disconnect electrical connector (1) at the APPS (2).

2. Remove the three accelerator pedal retaining bracket nuts (3) and remove the accelerator pedal assembly
(4) from the mounting studs (5).
INSTALLATION
INSTALLATION
1. Position the accelerator pedal assembly onto the three mounting studs (5).
2. Install the three accelerator pedal retaining bracket nuts (3) and tighten to 12 N.m (9 ft. lbs.).
3. Connect the accelerator pedal electrical connector (1) to the APPS (2).
4. Use a scan tool to learn electrical parameters. Go to the Miscellaneous menu, and then select ETC Learn.
5. If the previous step is not performed, a Diagnostic Trouble Code (DTC) may set.
6. If necessary, also use a scan tool to erase any Diagnostic Trouble Codes (DTC's) from the PCM.
7. Before starting the engine, operate the accelerator pedal to check for any binding.
SENSOR, ACCELERATOR PEDAL POSITION
DESCRIPTION
DESCRIPTION
The Accelerator Pedal Position Sensor (APPS) (2) is attached to the accelerator pedal assembly under the
instrument panel.
The APPS and the accelerator pedal (2) assembly must be replaced as a unit.
OPERATION
OPERATION
The Accelerator Pedal Position Sensor (APPS) is a linear potentiometer. It provides the Powertrain Control
Module (PCM) with a DC voltage signal proportional to the angle, or position of the accelerator pedal. The
APPS signal is translated (along with other sensors) to place the throttle plate (within the throttle body) to a pre-
determined position.
SENSOR, AIR TEMPERATURE, INTAKE
DESCRIPTION
DESCRIPTION
Fig. 109: Intake Air Temperature/Manifold Air Pressure Sensor

NOTE: This sensor monitors both Inlet Air Temperature (IAT) and Manifold Air
Pressure (MAP).
The sensor is installed in the intake manifold with the sensor element extending into the air stream.
The Intake Air Temperature (IAT) portion of the sensor is a two-wire Negative Thermal Coefficient (NTC)
sensor. Meaning, as inlet air temperatures increase, resistance (voltage) in the sensor decreases. As temperature
decreases, resistance (voltage) in the sensor increases.
The Manifold Air Pressure (MAP) portion of the sensor provides instantaneous manifold pressure information
to the Powertrain Control Module (PCM). The data is used to calculate air density and determine the engines air
mass flow rate, which in turn determines the required fuel metering for optimum combustion.
REMOVAL
REMOVAL

Pressure (MAP).



5. Remove the bolt and the IAT/MAP sensor from the intake manifold.
Fig. 113: IAT/MAP Sensor O-Ring

6. The IAT/MAP sensor O-ring (1) can be reused if not damaged.
INSTALLATION
INSTALLATION

Pressure (MAP).

2. Apply a small amount of engine oil to the sensor O-ring (1).

3. Install the IAT/MAP sensor (1) into the intake manifold with the bolt (2) tightened to 9 N.m (80 in. lbs.).
4. Connect and lock the electrical connector (3) to the sensor.



SENSOR, CRANKSHAFT POSITION
DESCRIPTION
DESCRIPTION
The Crankshaft Position (CKP) sensor is mounted into the left side of the cylinder block at the front of the
engine. It is positioned to read the tonewheel mounted on the vibration damper.
OPERATION
OPERATION

Engine speed and crankshaft position are provided through the CKP (Crankshaft Position) sensor. The sensor
generates pulses that are the input sent to the Powertrain Control Module (PCM). The PCM interprets the sensor
input to determine the crankshaft position. The PCM then uses this position, along with other inputs, to
determine injector sequence and ignition timing.
The sensor (3) is a hall effect device combined with an internal magnet. It is also sensitive to steel within a
certain distance from it.
A tonewheel (targetwheel) is pressed onto the vibration damper. This tonewheel has sets of notches at its outer
edge.
The notches cause a pulse to be generated when they pass under the sensor. The pulses are the input to the
PCM.
REMOVAL
REMOVAL




5. Remove the mounting bolt (2) and the crankshaft position sensor (3).
INSTALLATION
INSTALLATION

in. lbs.).



components. Refer to the appropriate Electrical Diagnostic article. .
SENSOR, MANIFOLD AIR PRESSURE (MAP)
DESCRIPTION
DESCRIPTION

Pressure (MAP).
REMOVAL
REMOVAL

Pressure (MAP).



5. Remove the bolt and the IAT/MAP sensor from the intake manifold.

INSTALLATION
INSTALLATION

Pressure (MAP).





SENSOR, OXYGEN
REMOVAL
REMOVAL
Fig. 132: Oxygen Sensor Connectors

The engine is equipped with two heated oxygen sensors:
 The upstream oxygen sensor (1) is referred to as the 1/1 sensor.

 The downstream oxygen sensor (2) is referred to as the 1/2 sensor.
WARNING: The exhaust pipes and catalytic converter become very hot during engine
operation. Allow the engine to cool before removing the oxygen sensor.

CAUTION: When disconnecting the oxygen sensor electrical connector, do not

pull directly on the wire going into the sensor. The sensor wiring can
be damaged resulting in sensor failure.
3. Disconnect the heated oxygen sensor electrical connector.

4. Remove the oxygen sensor.
5. Clean the exhaust pipe threads using an appropriate tap.
INSTALLATION
INSTALLATION
Fig. 133: Oxygen Sensor Connectors


1. If reinstalling the original oxygen sensor, coat the sensor threads with an anti-seize compound such as
Loctite 771- 64 or equivalent. New sensors have compound on the threads and do not require an
additional coating. Do Not add any additional anti-seize compound to the threads of a new oxygen
sensor.
2. Install the oxygen sensor and tighten to 45 N.m (33 ft. lbs.).
CAUTION: Never apply any type of grease to the oxygen sensor electrical
connector, or attempt any repair of the sensor wiring harness.
3. Connect the heated oxygen sensor electrical connector.

NOTE: The Oxygen Sensor Relearn procedure must be performed using the scan tool
following replacement of any oxygen sensor.
THROTTLE BODY
DESCRIPTION
DESCRIPTION
The throttle body is located on the intake manifold. Fuel does not enter the intake manifold through the throttle
body. Fuel is sprayed into the manifold by the fuel injectors.
REMOVAL
REMOVAL

CAUTION: Never have the ignition key in the ON position when checking the throttle
body shaft for a binding condition. This may set DTC's.



4. Disconnect the electrical connector (3) from the Electronic Throttle Control (ETC) (4) and disengage the
ETC harness from the clip (2) on the throttle body.
5. Remove four throttle body mounting bolts (1) and remove the throttle body from the intake manifold.
Fig. 137: Throttle Body-To-Intake Manifold Seal

6. Check the condition of the throttle body-to-intake manifold seal (1). The seal can be reused if not
damaged.
INSTALLATION
INSTALLATION

damaged.
2. Clean the mating surfaces of the throttle body and intake manifold.

3. Position the throttle body (4) to the intake manifold.

4. Install the throttle body mounting bolts (1) and tighten in a criss-cross pattern sequence to 9 N.m (80 in.
lbs.).
5. Connect the electrical connector (3) to the Electronic Throttle Control (ETC) (4) and secure the ETC
harness to the clip (2) on the throttle body.



FUEL INJECTION [EAJ]

OPERATION
FUEL ECONOMY AND MAINTENANCE
A vehicle that is not properly tuned and maintained cannot be expected to perform at its maximum efficiency
and can have an adverse effect on fuel economy. The following recommendations will ensure that the vehicle is
performing at its maximum efficiency:
 Use the recommended motor oil grade. Using the manufacturer's recommended grade of Mopar®
motor oil can improve fuel mileage by 1-2%. Mopar® motor oil labeled "Energy Conserving" contains
friction-reducing additives.
 Check and replace air filters. Replacing a clogged air filter with a new Mopar® air filter can improve
fuel mileage by as much as 10%.
 Keep the engine tuned. Repairing a vehicle that is noticeably out of tune can improve fuel mileage by an
average of 4%. Maintaining a vehicle and repairing problems, such as a faulty oxygen sensor, can
improve mileage by as much as 40%.
 Keep tires properly inflated. Underinflated tires can lower fuel mileage by 0.4% for every 1 psi drop in
pressure of all four tires.
SPECIFICATIONS
SPECIFICATIONS

Accelerator Pedal Retaining
12 9 -
Bracket Nuts
Inlet Air
Temperature/Manifold Air
9 - 80
Pressure (IAT/MAP) Sensor
Bolt
Oxygen Sensor 45 33 -
Crankshaft Position (CKP) 9 - 80
Sensor Bolt
Negative Battery Cable Nut 5 - 45
Throttle Body Bolts 9 - 80
INJECTOR(S), FUEL
REMOVAL
REMOVAL
Fig. 142: Fuel Injector & Retaining Clip

WARNING: The fuel system is under constant pressure even with engine off. Before
servicing fuel injector(s), fuel system pressure must be released.
NOTE: To remove one or more fuel injectors, the fuel rail assembly must be removed
from engine.
1. Perform the fuel system pressure release procedure. Refer to FUEL SYSTEM PRESSURE RELEASE.
.
2. Remove the fuel rail assembly. Refer to RAIL, FUEL, REMOVAL or RAIL, FUEL, REMOVAL.
3. Remove the fuel injector retaining clip(s) (2) from the fuel rail.
4. Remove the injector(s) (1) from the fuel rail assembly.
INSTALLATION
INSTALLATION
Fig. 143: Fuel Injector & Retaining Clip

found.
1. Apply a small amount of engine oil to each fuel injector O-ring. This will help with the fuel rail
installation.
2. Install the fuel injector(s) (1) into the fuel rail and install the retainer clip(s) (2).
3. Install the fuel rail assembly. Refer to RAIL, FUEL, INSTALLATION or RAIL, FUEL,
INSTALLATION.
PEDAL, ACCELERATOR
REMOVAL
REMOVAL
1. Disconnect electrical connector (1) at the APPS (2).

2. Remove the three accelerator pedal retaining bracket nuts (3) and remove the accelerator pedal assembly
(4) from the mounting studs (5).
INSTALLATION
INSTALLATION
1. Position the accelerator pedal assembly onto the three mounting studs (5).
2. Install the three accelerator pedal retaining bracket nuts (3) and tighten to 12 N.m (9 ft. lbs.).
3. Connect the accelerator pedal electrical connector (1) to the APPS (2).
4. Use a scan tool to learn electrical parameters. Go to the Miscellaneous menu, and then select ETC Learn.
5. If the previous step is not performed, a Diagnostic Trouble Code (DTC) may set.
6. If necessary, also use a scan tool to erase any Diagnostic Trouble Codes (DTC's) from the PCM.
7. Before starting the engine, operate the accelerator pedal to check for any binding.
SENSOR, ACCELERATOR PEDAL POSITION
DESCRIPTION
DESCRIPTION
The Accelerator Pedal Position Sensor (APPS) (2) is attached to the accelerator pedal assembly under the
instrument panel.
The APPS and the accelerator pedal (2) assembly must be replaced as a unit.
OPERATION
OPERATION
The Accelerator Pedal Position Sensor (APPS) is a linear potentiometer. It provides the Powertrain Control
Module (PCM) with a DC voltage signal proportional to the angle, or position of the accelerator pedal. The
APPS signal is translated (along with other sensors) to place the throttle plate (within the throttle body) to a pre-
determined position.
SENSOR, AIR TEMPERATURE, INTAKE
DESCRIPTION
DESCRIPTION

Pressure (MAP).
REMOVAL
REMOVAL

Pressure (MAP).

4. Remove the bolt (3) and the IAT/MAP sensor (2) from the intake manifold.

INSTALLATION
INSTALLATION

Pressure (MAP).


5. Install the air cleaner body. Refer to BODY, AIR CLEANER, INSTALLATION or BODY, AIR
SENSOR, CRANKSHAFT POSITION
DESCRIPTION
DESCRIPTION
The Crankshaft Position (CKP) sensor is mounted into the left side of the cylinder block at the front of the
engine. It is positioned to read the tonewheel mounted on the vibration damper.
OPERATION
OPERATION

Engine speed and crankshaft position are provided through the CKP (Crankshaft Position) sensor. The sensor
generates pulses that are the input sent to the Powertrain Control Module (PCM). The PCM interprets the sensor
input to determine the crankshaft position. The PCM then uses this position, along with other inputs, to
determine injector sequence and ignition timing.
The sensor (3) is a hall effect device combined with an internal magnet. It is also sensitive to steel within a
certain distance from it.
A tonewheel (targetwheel) is pressed onto the vibration damper. This tonewheel has sets of notches at its outer
edge.
The notches cause a pulse to be generated when they pass under the sensor. The pulses are the input to the
PCM.
REMOVAL
REMOVAL




5. Remove the mounting bolt (2) and the crankshaft position sensor (3).
INSTALLATION
INSTALLATION

in. lbs.).


components. Refer to the appropriate Electrical Diagnostic article. .
SENSOR, MANIFOLD AIR PRESSURE (MAP)
DESCRIPTION
DESCRIPTION

Pressure (MAP).
REMOVAL
REMOVAL

Pressure (MAP).

4. Remove the bolt (3) and the IAT/MAP sensor (2) from the intake manifold.

INSTALLATION
INSTALLATION

Pressure (MAP).


SENSOR, OXYGEN
REMOVAL
REMOVAL


WARNING: The exhaust pipes and catalytic converter become very hot during engine
operation. Allow the engine to cool before removing the oxygen sensor.

CAUTION: When disconnecting the oxygen sensor electrical connector, do not

pull directly on the wire going into the sensor. The sensor wiring can
be damaged resulting in sensor failure.
4. Disconnect the heated oxygen sensor electrical connector.

5. Remove the oxygen sensor.
6. Clean the exhaust pipe threads using an appropriate tap.
INSTALLATION
INSTALLATION


1. If reinstalling the original oxygen sensor, coat the sensor threads with an anti-seize compound such as
Loctite 771- 64 or equivalent. New sensors have compound on the threads and do not require an
additional coating. Do Not add any additional anti-seize compound to the threads of a new oxygen
sensor.
2. Install the oxygen sensor and tighten to 45 N.m (33 ft. lbs.).
CAUTION: Never apply any type of grease to the oxygen sensor electrical
connector, or attempt any repair of the sensor wiring harness.
3. Connect the heated oxygen sensor electrical connector.


NOTE: The Oxygen Sensor Relearn procedure must be performed using the scan tool
following replacement of any oxygen sensor.
THROTTLE BODY
DESCRIPTION
DESCRIPTION
The throttle body is located on the intake manifold. Fuel does not enter the intake manifold through the throttle
body. Fuel is sprayed into the manifold by the fuel injectors.
REMOVAL
REMOVAL
Fig. 164: Throttle Body Mounting Bolts & Connector

CAUTION: Never have the ignition key in the ON position when checking the throttle
body shaft for a binding condition. This may set DTC's.

3. Disconnect the electrical connector (1) from the Electronic Throttle Control (ETC) and disengage the
ETC harness from the clip on the throttle body.

4. Remove four throttle body mounting bolts (2) and remove the throttle body from the intake manifold.

damaged.
INSTALLATION
INSTALLATION

damaged.
2. Clean the mating surfaces of the throttle body and intake manifold.
Fig. 167: Throttle Body Mounting Bolts & Connector

3. Install the throttle body and tighten the mounting bolts (2) in a criss-cross pattern sequence to 9 N.m (80
in. lbs.).
4. Connect the electrical connector (1) to the Electronic Throttle Control (ETC) and secure the ETC harness
to the clip on the throttle body.
2012 ENGINE Ignition System (Code EAB) - Service Information - Fiat 500
2012 ENGINE
Ignition System (Code EAB) - Service Information - Fiat 500
DESCRIPTION
DESCRIPTION

NOTE: This engine uses a fixed ignition timing system. Basic ignition timing is not
adjustable. All spark advance is determined by the Powertrain Control Module
(PCM).
The ignition system is referred to as coil on plug. The system's four main components are the ignition coils (1),
crankshaft position (CKP) sensor, spark plugs and camshaft position (CMP) sensor. The coil on plug ignition
system utilizes an ignition coil for every cylinder. The ignition coils (1) are mounted directly over the top of
each spark plug.
OPERATION
OPERATION
The crankshaft position (CKP) sensor and camshaft position (CMP) sensor are hall effect devices. The CMP
sensor and CKP sensor generate square wave pulses that are inputs to the powertrain control module (PCM).
The PCM determines engine position from these sensors. The PCM calculates injector sequence and ignition
timing from crankshaft and camshaft position.
SPECIFICATIONS

Camshaft Position (CMP) Sensor - 1.4L 9 - 80
Crankshaft Position (CKP) Sensor - 1.4L 9 - 80
Ignition Coil Mounting - 1.4L 9 - 80
* Knock Sensor - 1.4L 25 18 -
Spark Plugs - 1.4L 16 12 -
* Do not apply any sealant, thread-locker or adhesive to bolts. Poor sensor performance may result.
SPARK PLUGS SPECIFICATIONS
ENGINE PLUG TYPE ELECTRODE GAP

1.4L DCPR7E-N-10 1.0 mm (.040 in.)
FIRING ORDER
Fig. 2: Transverse 4 Cyl. Firing Order

The firing order is 1-3-4-2.
COIL, IGNITION
REMOVAL
REMOVAL



3. Remove the air cleaner body (6). Refer to BODY, AIR CLEANER, REMOVAL - [EAB] .


7. Unlock and disconnect the electrical connector (2) from the ignition coil.
8. Remove the ignition coil mounting bolt (3).
9. Pull the ignition coil (1) from cylinder head cover opening with a slight twisting action.
INSTALLATION
INSTALLATION
Fig. 7: Ignition Coil Seal & Ignition Coil Rubber Boot

1. Using compressed air, blow out any dirt or contaminants from around the top of spark plug.
2. The ignition coil seal (1) can be reused if not damaged.
3. Check the condition of the ignition coil rubber boot (2). To aid in ignition coil installation, apply a
silicone based grease such as Mopar® Dielectric Grease # J8126688 into the spark plug end of the rubber
boot (3).

4. Position the ignition coil (1) into the cylinder head cover opening. Using a twisting action, push the
ignition coil onto the spark plug.
5. Install the ignition coil mounting bolt (3) and tighten to 9 N.m (80 in. lbs).
6. Connect and lock the electrical connector (2) to the ignition coil (1).
(115 in. lbs.).

10. Install the air cleaner body (6). Refer to BODY, AIR CLEANER, INSTALLATION - [EAB] .


RELAY, AUTO SHUT DOWN

DESCRIPTION
DESCRIPTION
Fig. 12: Automatic Shutdown (ASD) Relay

The 5-pin, 12-volt, Automatic Shutdown (ASD) relay (1) is located in the Power Distribution Center (PDC).
Always refer to the label on the power distribution center cover for relay location.
OPERATION
OPERATION
The ground circuit for the coil within the Automatic Shutdown (ASD) relay is controlled by the Powertrain
Control Module (PCM). The PCM operates the ASD relay by switching its ground circuit on and off.
The ASD relay powers a number of critical circuits through the Power Distribution Center (PDC). These
circuits include:
 Four ASD feed circuits to the PCM

 Fuel Injectors
 Ignition Coils
 Upstream O2 Sensor Heater
 Downstream O2 Sensor Heater
 EVAP Purge (Control) Solenoid
One of the ASD feed circuits is used as an ASD sense so that the PCM can determine if the ASD circuit is
powered or not.
REMOVAL
REMOVAL

The Automatic Shutdown (ASD) relay (1) is located in the engine compartment within the Power Distribution
Center (PDC). Always refer to the label on the power distribution center cover for relay location.
1. Remove the power distribution center cover.

2. Remove the relay from the power distribution center.
3. Check the condition of the relay terminals and power distribution center connector terminals for damage
or corrosion. Repair if necessary before installing the relay.
4. Check for pin height (pin height should be the same for all terminals within the power distribution center
connector). Repair if necessary before installing the relay.
INSTALLATION
INSTALLATION

1. Install the relay to the power distribution center.

2. Install the cover to the power distribution center.
SENSOR, CAMSHAFT POSITION

DESCRIPTION
DESCRIPTION
Fig. 15: Camshaft Position (CMP) Sensor

The Camshaft Position (CMP) sensor is a Hall effect type sensor and is used by the Powertrain Control Module
(PCM) in conjunction with the Crankshaft Position (CKP) sensor and TDC signal to recognize the position of
the cylinders and determine the injection and ignition point. The CMP sensor is located on the camshaft bearing
housing and faces the camshaft.
OPERATION
OPERATION
A current-carrying semiconductor layer immersed in a normal magnetic field (force lines at right angles to
current direction) generates a potential difference known as a Hall voltage at its terminals. If current intensity
remains constant, the generated voltage depends on magnetic field intensity alone. Periodic changes in magnetic
field intensity are sufficient to generate a modulated electrical signal with frequency proportional to the speed of
magnetic field change. The distance between the sensor and the surface of the timing wheel on the cam axis is
altered to produce this change.
REMOVAL
REMOVAL



3. Remove the air cleaner body (6). Refer to BODY, AIR CLEANER, REMOVAL - [EAB] .



8. Remove the mounting bolt (2) and camshaft position (CMP) sensor (1).
Fig. 21: Camshaft Position (CMP) Sensor O-ring

9. The camshaft position (CMP) sensor O-ring (1) can be reused if not damaged.
INSTALLATION
INSTALLATION


3. Install the camshaft (CMP) sensor (1) with mounting bolt (2). Tighten the mounting bolt to 9 N.m (80 in.
lbs.).

4. Connect and lock the camshaft position (CMP) sensor electrical connector (1).
(115 in. lbs.).

8. Install the air cleaner body (6). Refer to BODY, AIR CLEANER, INSTALLATION - [EAB] .

SENSOR, KNOCK
DESCRIPTION
DESCRIPTION
Fig. 28: Knock Sensor

The knock sensor is the piezoelectric type and is fitted on the crankcase to detect the intensity of the vibrations
caused by detonation in the combustion chambers. The phenomenon produces a mechanical repercussion on a
piezoelectric crystal that sends a signal to the powertrain control module (PCM) and, on the basis of this signal,
the PCM reduces the ignition advance until the phenomenon disappears. Later on, the advance is gradually
restored to the basic value.
OPERATION
OPERATION
Fig. 29: Electrical Polarization Operation

The molecules of a quartz crystal are affected by electrical polarization. In rest conditions (A) the molecules are
not arranged in a particular way. When the crystal is subjected to pressure or to an impact (B), the higher the
pressure, the more marked their arrangement. This arrangement produces a voltage at the ends of the crystal.
REMOVAL
REMOVAL
Fig. 30: Knock Sensor, Connector & Bolt


4. Remove the knock sensor electrical connector (1).
5. Remove the mounting bolt (3) and knock sensor (2).
INSTALLATION
INSTALLATION

1. Thoroughly clean the knock sensor mounting hole.
CAUTION: Over or under tightening the knock sensor mounting bolt will affect
knock sensor performance, possibly causing improper spark control.
Always use the specified torque when installing the knock sensor. Do
not apply any adhesive, sealant or thread locking compound to the
bolt.
2. Install the knock sensor (2) with mounting bolt (3). Tighten the mounting bolt to 25 N.m (18 ft. lbs.).
SPARK PLUG
REMOVAL
REMOVAL

1. Remove the ignition coil. Refer to COIL, IGNITION, REMOVAL.
Fig. 33: Spark Plug Tube

2. Prior to removing the spark plug, spray compressed air into the cylinder head opening. This will help
prevent foreign material from entering the combustion chamber.
CAUTION: The spark plug tubes (1) are a thin wall design. Avoid damaging the
spark plug tubes. Damage to the spark plug tube can result in oil
leaks.
3. Remove the spark plug from the cylinder head using a quality thin wall socket with a rubber or foam
insert.
4. Inspect the spark plug condition.
INSTALLATION
INSTALLATION
Fig. 34: Gap Gauging Tool

1. Check and adjust the spark plug gap with a gap gauging tool (1). Refer to SPECIFICATIONS.
Fig. 35: Spark Plug Tube

CAUTION: Special care should be taken when installing spark plugs into the
cylinder head spark plug wells. Be sure the plugs do not drop into
the plug wells as electrodes can be damaged.
CAUTION: The spark plug tubes (1) are a thin wall design. Avoid damaging the
spark plug tubes. Damage to the spark plug tube can result in oil
leaks.
2. Start the spark plug into the cylinder head by hand to avoid cross threading.
3. Tighten the spark plugs to 16 N.m (12 ft. lbs.).

4. Install the ignition coil (3). Refer to COIL, IGNITION, INSTALLATION.
SWITCH, IGNITION
DESCRIPTION
DESCRIPTION
The ignition switch is located on the steering column. It is used as the main on/off switching device for most
electrical components. The mechanical key cylinder is used to engage/disengage the electrical ignition switch.
OPERATION
OPERATION
Vehicles equipped with an automatic transmission and a steering column mounted shifter: an interlock device is
located within the shift cable. This interlock device is used to lock the transmission shifter in the PARK position
when the key cylinder is in any position and the brake pedal is not depressed.
REMOVAL
REMOVAL
Fig. 37: Steering Column Trim

1. Disconnect the and isolate the negative battery cable.

2. Remove the steering column trim. Refer to SHROUD, STEERING COLUMN, LOWER, REMOVAL
and SHROUD, STEERING COLUMN, UPPER, REMOVAL .
3. Disconnect the aerial antenna electrical connector.
4. Remove the aerial antenna ring
5. Disconnect the electrical connection for the ignition switch.
6. Remove the bolts head with a hammer and chisel or other suitable tool.
INSTALLATION
INSTALLATION

1. Install the ignition switch.

2. Tighten the special new bolts until the heads shear off.
3. Connect the electrical connection for the ignition switch.
4. Install the aerial antenna ring.
5. Connect the aerial antenna electrical connector.
6. Install the steering column trim. Refer to SHROUD, STEERING COLUMN, LOWER,
INSTALLATION and SHROUD, STEERING COLUMN, UPPER, INSTALLATION .
2012 ENGINE Ignition System (Code EAJ) - Service Information - Fiat 500
2012 ENGINE
Ignition System (Code EAJ) - Service Information - Fiat 500
DESCRIPTION
DESCRIPTION
Fig. 1: Ignition Coil, Spark Plug Cables, Bolts & Connector

The ignition system's four main components are the ignition coils (1), crankshaft position (CKP) sensor, spark
plugs and camshaft position (CMP) sensor.
The ignition system is a static, inductive discharge type with spark timing determined by the powertrain control
module (PCM) and is not adjustable. The system includes two high tension double outlet coils in a single
housing connected directly to the spark plugs. The PCM manages the basic ignition timing based on engine
speed in revolutions per minute (RPM) and manifold air pressure (MAP). This ignition timing advance value is
corrected depending on engine coolant temperature (ECT) and inlet air temperature (IAT). The spark plugs are
connected to the secondary winding terminals of each respective coil by high tension cables. The ignition coils
(1) are mounted on top of the cylinder head cover.
OPERATION
OPERATION
The crankshaft position (CKP) sensor and camshaft position (CMP) sensor are hall effect devices. The CMP
sensor and CKP sensor generate square wave pulses that are inputs to the powertrain control module (PCM).
The PCM determines engine position from these sensors. The PCM calculates injector sequence and ignition
timing from crankshaft and camshaft position.
SPECIFICATIONS

Camshaft Position (CMP) Sensor - 1.4L 8V 9 - 80
Variable Valve Timing (VVT) Solenoid - 1.4L 8V 8 - 71
Ignition Coil Mounting - 1.4L 8V 9 - 80
* Knock Sensor - 1.4L 8V 25 18 -
Spark Plugs - 1.4L 8V 18 13 -
* Do not apply any sealant, thread-locker or adhesive to bolts. Poor sensor performance may result.
SPARK PLUGS SPECIFICATIONS
ENGINE PLUG TYPE ELECTRODE GAP

1.4L 8V NGK 55226520 1.0 mm (.040 in.)
FIRING ORDER
Fig. 2: Transverse 4 Cyl. Firing Order

The firing order is 1-3-4-2.
COIL, IGNITION
REMOVAL
REMOVAL


2. Remove the air cleaner body. Refer to BODY, AIR CLEANER, REMOVAL - [EAJ] .
3. Disconnect the spark plug cables (3) from the ignition coil.
4. Unlock and disconnect the electrical connector (4) from the ignition coil.
5. Remove the ignition coil mounting bolts (2) and the ignition coil (1) from the cylinder head cover.
INSTALLATION
INSTALLATION

1. Install the ignition coil (1) on the cylinder head cover with bolts (2) tightened to 9 N.m (80 in. lbs).
2. Connect and lock the electrical connector (4) to the ignition coil.
3. Connect the spark plug cables (3) to the ignition coil.
4. Install the air cleaner body. Refer to BODY, AIR CLEANER, INSTALLATION - [EAJ] .
RELAY, AUTO SHUT DOWN

DESCRIPTION
DESCRIPTION

The 5-pin, 12-volt, Automatic Shutdown (ASD) relay (1) is located in the Power Distribution Center (PDC).
Always refer to the label on the power distribution center cover for relay location.
OPERATION
OPERATION
The ground circuit for the coil within the Automatic Shutdown (ASD) relay is controlled by the Powertrain
Control Module (PCM). The PCM operates the ASD relay by switching its ground circuit on and off.
The ASD relay powers a number of critical circuits through the Power Distribution Center (PDC). These
circuits include:
 Four ASD feed circuits to the PCM

 Fuel Injectors
 Ignition Coils
 Upstream O2 Sensor Heater
 Downstream O2 Sensor Heater
 EVAP Purge (Control) Solenoid
One of the ASD feed circuits is used as an ASD sense so that the PCM can determine if the ASD circuit is
powered or not.
REMOVAL
REMOVAL

1. Remove the power distribution center cover.

2. Remove the relay from the power distribution center.
3. Check the condition of the relay terminals and power distribution center connector terminals for damage
or corrosion. Repair if necessary before installing the relay.
4. Check for pin height (pin height should be the same for all terminals within the power distribution center
connector). Repair if necessary before installing the relay.
INSTALLATION
INSTALLATION

1. Install the relay to the power distribution center.

2. Install the cover to the power distribution center.
SENSOR, CAMSHAFT POSITION

DESCRIPTION
DESCRIPTION
Fig. 8: Camshaft Position (CMP) Sensor

The Camshaft Position (CMP) sensor is a Hall effect type sensor and is used by the Powertrain Control Module
(PCM) in conjunction with the Crankshaft Position (CKP) sensor and TDC signal to recognize the position of
the cylinders and determine the injection and ignition point. The CMP sensor is located on the camshaft bearing
housing and faces the camshaft.
OPERATION
OPERATION
A current-carrying semiconductor layer immersed in a normal magnetic field (force lines at right angles to
current direction) generates a potential difference known as a Hall voltage at its terminals. If current intensity
remains constant, the generated voltage depends on magnetic field intensity alone. Periodic changes in magnetic
field intensity are sufficient to generate a modulated electrical signal with frequency proportional to the speed of
magnetic field change. The distance between the sensor and the surface of the timing wheel on the cam axis is
altered to produce this change.
REMOVAL
REMOVAL


3. Unlock and disconnect the camshaft position (CMP) sensor electrical connector.
4. Remove the mounting bolt (1) and camshaft position (CMP) sensor (2).

INSTALLATION
INSTALLATION


3. Install the camshaft position (CMP) sensor (2) with mounting bolt (1) tightened to 9 N.m (80 in. lbs.).
4. Connect and lock the camshaft position (CMP) sensor electrical connector.
SENSOR, KNOCK
DESCRIPTION
DESCRIPTION
Fig. 13: Knock Sensor

The knock sensor is the piezoelectric type and is fitted on the crankcase to detect the intensity of the vibrations
caused by detonation in the combustion chambers. The phenomenon produces a mechanical repercussion on a
piezoelectric crystal that sends a signal to the powertrain control module (PCM) and, on the basis of this signal,
the PCM reduces the ignition advance until the phenomenon disappears. Later on, the advance is gradually
restored to the basic value.
OPERATION
OPERATION
Fig. 14: Electrical Polarization Operation

The molecules of a quartz crystal are affected by electrical polarization. In rest conditions (A) the molecules are
not arranged in a particular way. When the crystal is subjected to pressure or to an impact (B), the higher the
pressure, the more marked their arrangement. This arrangement produces a voltage at the ends of the crystal.
REMOVAL
REMOVAL


3. Remove the belly pan. Refer to Frame and Bumpers/Under Body Protection - Removal .
4. Remove the knock sensor electrical connector (1).
5. Remove the mounting bolt (3) and knock sensor (2).
6. Discard the mounting bolt (3), it can not be reused.
INSTALLATION
INSTALLATION

1. Thoroughly clean the knock sensor mounting hole.
CAUTION: Over or under tightening the knock sensor mounting bolt will affect
knock sensor performance, possibly causing improper spark control.
Always use the specified torque when installing the knock sensor. Do
not apply any adhesive, sealant or thread locking compound to the
bolt.
2. Install the knock sensor (2) with a new mounting bolt (3). Tighten the mounting bolt to 25 N.m (18 ft.
lbs.).
4. Install the belly pan. Refer to Frame and Bumpers/Under Body Protection - Installation .
SOLENOID, VARIABLE VALVE TIMING

REMOVAL
REMOVAL
Fig. 17: Variable Valve Timing (VVT) Solenoid, Bolt & Connector

3. Unlock and disconnect the variable valve timing (VVT) solenoid electrical connector (3).
4. Remove the mounting bolt (2) and variable valve timing (VVT) solenoid (1).
INSTALLATION
INSTALLATION
Fig. 18: Variable Valve Timing (VVT) Solenoid, Bolt & Connector
1. Install the variable valve timing (VVT) solenoid (1) with mounting bolt (2) tightened to 8 N.m (71 in.
lbs.).
2. Connect and lock the variable valve timing (VVT) solenoid electrical connector (3).
SPARK PLUG
REMOVAL
REMOVAL
Fig. 19: Spark Plug & Cable


3. Disconnect the spark plug cable (2) from the spark plug.
4. Remove the spark plug (1) from the cylinder head using a quality thin wall socket with a rubber or foam
insert.
5. Inspect the spark plug condition.
INSTALLATION
INSTALLATION
Fig. 20: Gap Gauging Tool

1. Check and adjust the spark plug gap with a gap gauging tool (1). Refer to SPECIFICATIONS.
Fig. 21: Spark Plug & Cable

2. Start the spark plug (1) into the cylinder head by hand to avoid cross threading.
3. Tighten the spark plug to 18 N.m (13 ft. lbs.).
4. Connect the spark plug cable (2) to the spark plug.
SWITCH, IGNITION
DESCRIPTION
DESCRIPTION
The ignition switch is located on the steering column. It is used as the main on/off switching device for most
electrical components. The mechanical key cylinder is used to engage/disengage the electrical ignition switch.
OPERATION
OPERATION
Vehicles equipped with an automatic transmission and a steering column mounted shifter: an interlock device is
located within the shift cable. This interlock device is used to lock the transmission shifter in the PARK position
when the key cylinder is in any position and the brake pedal is not depressed.
REMOVAL
REMOVAL

1. Disconnect the and isolate the negative battery cable.

2. Remove the steering column trim. Refer to SHROUD, STEERING COLUMN, LOWER, REMOVAL
and SHROUD, STEERING COLUMN, UPPER, REMOVAL .
3. Disconnect the aerial antenna electrical connector.
4. Remove the aerial antenna ring
5. Disconnect the electrical connection for the ignition switch.
6. Remove the bolts head with a hammer and chisel or other suitable tool.
INSTALLATION
INSTALLATION

1. Install the ignition switch.

2. Tighten the special new bolts until the heads shear off.
3. Connect the electrical connection for the ignition switch.
4. Install the aerial antenna ring.
5. Connect the aerial antenna electrical connector.
6. Install the steering column trim. Refer to SHROUD, STEERING COLUMN, LOWER,
INSTALLATION and SHROUD, STEERING COLUMN, UPPER, INSTALLATION .
2012 ENGINE Starting - Service Information - Fiat 500
2012 ENGINE
Starting - Service Information - Fiat 500

DIAGNOSIS AND TESTING - STANDARD STARTING SYSTEM
The battery, starting, and charging systems operate in conjunction with one another, and must be tested as a
complete system. For correct starting/charging system operation, all of the components involved in these three
systems must perform within specifications.
Starting System Diagnosis

STARTER FAILS TO 1. Battery discharged or 1. Refer to BATTERY, DIAGNOSIS
OPERATE. faulty. AND TESTING . Charge or replace
battery, if required.
2. Starting circuit wiring 2. See appropriate Wiring Information.
faulty. Test and repair starter feed and/or
control circuits, if required.
3. Starter relay faulty. 3. The starter relay is located within the
Power Distribution Center (PDC). See
no crank condition.
4. Ignition switch faulty. 4. Replace ignition switch if required.
5. Park/Neutral position 5. Refer to Park/Neutral Position
switch faulty or misadjusted. Switch. Replace park/neutral position
switch if required.
6. Starter solenoid faulty. 6. Refer to STARTER. Replace starter
motor assembly if required.
7. Starter motor faulty. 7. If all other starting system
components and circuits test OK,
replace starter motor.
STARTER ENGAGES, FAILS 1. Battery discharged or 1. Charge or replace battery, if
TO TURN ENGINE. faulty. required.
2. Starting circuit wiring 2. See appropriate Wiring Information.
faulty. Test and repair starter feed and/or
control circuits if required.
replace starter motor assembly.
4. Engine seized. 4. Refer to DIAGNOSIS AND
TESTING - [EAB] , DIAGNOSIS
AND TESTING - [EAJ] or
DIAGNOSIS AND TESTING -

[EAF] .
STARTER ENGAGES, SPINS 1. Starter ring gear faulty. 1. Refer to STARTER. Remove starter
OUT BEFORE ENGINE motor to inspect starter ring gear.
STARTS. Replace starter ring gear if required.
replace starter motor assembly.
STARTER DOES NOT 1. Starter motor improperly 1. Refer to STARTER. Tighten starter
DISENGAGE. installed. mounting hardware to correct torque
specifications.
2. Starter relay faulty. 2. The starter relay is located within the
Power Distribution Center (PDC). See
no crank condition.
3. Ignition switch faulty. 3. Replace ignition switch if required.
replace starter motor.
INSPECTION
For complete starter wiring circuit diagrams, refer to appropriate Electrical Wiring article. Before removing any
unit from starting system for repair or diagnosis, perform the following inspections:
WARNING: On vehicles equipped with airbags, refer to appropriate Electrical Wiring

article, passive restraint systems, before attempting any steering wheel,
steering column, or instrument panel component diagnosis or service.
Failure to take the proper precautions could result in accidental airbag
deployment and possible personal injury.
 Battery - Visually inspect battery for indications of physical damage and loose or corroded cable
connections. Determine state-of-charge and cranking capacity of battery. Charge or replace battery if
required. Refer to Battery in BATTERY SYSTEM - SERVICE INFORMATION article. Note: If
equipped with diesel engine, a dual battery system may be used, and both batteries must be
inspected.
 Ignition Switch - Visually inspect ignition switch for indications of physical damage and loose or
corroded wire harness connections. Refer to appropriate information on Ignition Switch and Key Lock
Cylinder.
 Clutch Pedal Position Switch - If equipped with manual transmission, visually inspect clutch pedal
position switch for indications of physical damage and loose or corroded wire harness connections. Refer
to appropriate information on Clutch Pedal Position Switch .
 Park/Neutral Position Switch - If equipped with automatic transmission, visually inspect park/neutral
position switch for indications of physical damage and loose or corroded wire harness connections. Refer
to Park/Neutral Position Switch in appropriate Transmission article.
 Starter Relay - The starter relay is located within the TIPM (Totally Integrated Power Module). Refer to
DIAGNOSIS AND TESTING - [EAB] .

 Starter Motor - Visually inspect starter motor for indications of physical damage and loose or corroded
wire harness connections.
 Starter Solenoid - Visually inspect starter solenoid for indications of physical damage and loose or
corroded wire harness connections.
 Wiring - Visually inspect wire harnesses for damage. Repair or replace any faulty wiring, as required.
Refer to appropriate Electrical Wiring article.
TESTING
COLD CRANKING TEST
NOTE: For complete starter wiring circuit diagrams, refer to appropriate Electrical
Wiring article. The battery must be fully-charged and load-tested before
proceeding. Refer to Battery in BATTERY SYSTEM - SERVICE INFORMATION
article.
Fig. 1: Volt-Ampere Tester Positive, Negative & Induction Ammeter Clamps

1 - POSITIVE CLAMP
2 - NEGATIVE CLAMP
3 - INDUCTION AMMETER CLAMP
1. Connect volt-ampere tester (1) and (2) to battery terminals. Refer to Fig. 1. See instructions provided by
manufacturer of volt-ampere tester being used. Note: Certain diesel equipped models use dual
batteries. If equipped with dual battery system, tester should be connected to battery on left side of
vehicle only. Also, tester current reading must be taken from positive battery cable lead that
connects to starter motor.
2. Fully engage parking brake.
3. If equipped with manual transmission, place gearshift selector lever in Neutral position and block clutch
pedal in fully depressed position. If equipped with automatic transmission, place gearshift selector lever
in Park position.
4. Verify that all lamps and accessories are turned off.
5. To prevent a gasoline engine from starting, remove either the ignition run fuse, or the fuel pump control
fuse. To prevent a diesel engine from starting, disconnect the electrical connectors at both the camshaft
and crankshaft position sensors.
WARNING: Attempt to start engine a few times before proceeding with following
step.
NOTE: A cold engine will increase starter current (amperage) draw reading, and
reduce battery voltage reading.
6. Rotate and hold ignition switch in Start position. Note cranking voltage and current (amperage) draw
readings shown on volt-ampere tester.
1. If voltage reads below 9.6 volts, refer to DIAGNOSIS AND TESTING. If starter motor is OK,
refer to Engine Diagnosis in 1.4L NON-TURBO ENGINE (CODE EAB) - SERVICE
INFORMATION article, 1.4L NON-TURBO ENGINE (CODE EAJ) - SERVICE
INFORMATION article or 1.4L TURBO ENGINE (CODE EAF) - SERVICE
INFORMATION article, for further testing of engine. If starter motor is not OK, replace faulty
starter motor.
2. If voltage reads above 9.6 volts and current (amperage) draw reads below specifications, refer to
FEED CIRCUIT TEST in this information.
3. If voltage reads 12.5 volts or greater and starter motor does not turn, refer to CONTROL
CIRCUIT TESTING in this information.
4. If voltage reads 12.5 volts or greater and starter motor turns very slowly, refer to FEED CIRCUIT
TEST in this information.
FEED CIRCUIT TEST
The starter feed circuit test (voltage drop method) will determine if there is excessive resistance in high-
amperage feed circuit. For complete starter wiring circuit diagrams, refer to appropriate Electrical Wiring
article.
When performing these tests, it is important to remember that voltage drop is giving an indication of resistance
between two points at which voltmeter probes are attached.
Example: When testing resistance of positive battery cable, touch voltmeter leads to positive battery cable
clamp and cable connector at starter solenoid. If you probe positive battery terminal post and cable connector at
starter solenoid, you are reading combined voltage drop in positive battery cable clamp-to-terminal post
connection and positive battery cable.
The following operation will require a voltmeter accurate to 1/10 (0.10) volt. Before performing tests, be certain
that following procedures are accomplished:
 Battery is fully-charged and load-tested. Refer to Battery in BATTERY SYSTEM - SERVICE

INFORMATION article.
 Fully engage parking brake.
 If equipped with manual transmission, place gearshift selector lever in Neutral position and block clutch
pedal in fully depressed position. If equipped with automatic transmission, place gearshift selector lever
in Park position.
 Verify that all lamps and accessories are turned off.
 To prevent a gasoline engine from starting, remove Automatic Shut Down (ASD) relay. To prevent a
diesel engine from starting, remove Fuel Pump Relay. These relays are located in Integrated Power
Module (IPM). Refer to label on IPM cover for relay location.
Fig. 2: Checking Contact Between Cable Clamp & Negative Terminal Post
1 - VOLTMETER
2 - BATTERY
1. Connect positive lead of voltmeter (1) to negative battery cable terminal post. Connect negative lead of
voltmeter to negative battery cable clamp. Refer to Fig. 2. Rotate and hold ignition switch in Start
position. Observe voltmeter. If voltage is detected, correct poor contact between cable clamp and terminal
post. Note: Certain diesel equipped models use dual batteries. If equipped with dual battery system,
procedure must be performed twice, once for each battery.
Fig. 3: Checking Contact Between Cable Clamp & Positive Terminal Post
1 - VOLTMETER
2 - BATTERY
2. Connect positive lead of voltmeter to positive battery terminal post. Connect negative lead of voltmeter to
battery positive cable clamp. Refer to Fig. 3. Rotate and hold ignition switch in Start position. Observe
voltmeter. If voltage is detected, correct poor contact between cable clamp and terminal post. Note:
Certain diesel equipped models use dual batteries. If equipped with dual battery system, this
procedure must be performed twice, once for each battery.
Fig. 4: Checking Positive Battery Cable & Starter Motor Connection

1 - BATTERY
2 - VOLTMETER
3 - STARTER MOTOR
3. Connect voltmeter to measure between battery positive terminal post and starter solenoid battery terminal
stud. Refer to Fig. 4. Rotate and hold ignition switch in Start position. Observe voltmeter. If reading is
above 0.2 volt, clean and tighten battery cable connection at solenoid. Repeat test. If reading is still above
0.2 volt, replace faulty positive battery cable. Note: Certain diesel equipped models use dual batteries.
If equipped with dual battery system, this procedure must be performed on driver side battery
only.
Fig. 5: Checking Negative Battery Cable To Engine Block Connection

1 - VOLTMETER
2 - BATTERY
3 - ENGINE GROUND
4. Connect voltmeter to measure between negative battery terminal post and a good clean ground on engine
block. Refer to Fig. 5. Rotate and hold ignition switch in Start position. Observe voltmeter. If reading is
above 0.2 volt, clean and tighten negative battery cable attachment on engine block. Repeat test. If
reading is still above 0.2 volt, replace faulty negative battery cable. Note: Certain diesel equipped
models use dual batteries. If equipped with dual battery system, this procedure must be performed
twice, once for each battery.
Fig. 6: Testing Starter Ground Voltage Draw

1 - STARTER MOTOR
2 - BATTERY
3 - VOLTMETER
5. Connect positive lead of voltmeter to starter housing. Connect negative lead of voltmeter to negative
battery terminal post. Refer to Fig. 6. Rotate and hold ignition switch in Start position. Observe
voltmeter. If reading is above 0.2 volt, correct poor starter to engine block ground contact. Note: Certain
diesel equipped models use dual batteries. If equipped with dual battery system, this procedure
must be performed on driver side battery only.
6. If equipped with dual battery system (certain diesel equipped models), connect positive lead of voltmeter
to positive battery cable clamp on battery located on left side of vehicle. Connect negative lead of
voltmeter to positive battery terminal post on battery located on right side of vehicle. Rotate and hold
ignition switch in Start position. Observe voltmeter. If reading is above 0.2 volt, clean and tighten battery
cables at both batteries. Repeat test. If reading is still above 0.2 volt, replace faulty positive battery cable.
If resistance tests detect no feed circuit problems, refer to DIAGNOSIS AND TESTING.
CONTROL CIRCUIT TESTING
The starter control circuit components should be tested in the order in which they are listed, as follows:
 Starter Relay - Refer to Starter Relay The starter relay is located within the TIPM (Totally Integrated
Power Module). Refer to DIAGNOSIS AND TESTING - [EAB] .
 Starter Solenoid - Refer to DIAGNOSIS AND TESTING.
 Ignition Switch - Refer to appropriate information on Ignition Switch and Key Lock Cylinder .
 Clutch Pedal Position Switch - If equipped with manual transmission, refer to appropriate information
on Clutch Pedal Position Switch .
 Park/Neutral Position Switch - If equipped with automatic transmission, refer to Park/Neutral Position
Switch in appropriate Transmission article.
 Wire harnesses and connections - Refer to appropriate Electrical Wiring article.
STARTER
REMOVAL
REMOVAL

1. Disconnect the negative and positive battery cables.

2. Remove the battery.
3. Disconnect the powertrain control module (PCM) harness connectors.
4. Disconnect the powertrain control module ground strap from the battery (-) terminal.
5. Disengage the two starter wire harness retainers (6) from the battery tray (3).
6. Disengage the engine wire harness connector (2) from the battery tray (3) and reposition.
Fig. 8: Battery Tray & PCM

9. Remove the battery tray (1) keeping the PCM (2) attached.


Fig. 10: Air Cleaner Assembly

11. Remove the air cleaner assembly (1). Refer to BODY, AIR CLEANER, REMOVAL - [EAJ] , BODY,
AIR CLEANER, REMOVAL - [EAB] or BODY, AIR CLEANER, REMOVAL - [EAF] .
Fig. 11: Starter Bolt Access Plug

12. Remove the starter bolt access plug (1) located on the back side of the transmission bellhousing to gain
access to the top starter bolt.
Fig. 12: Starter Bolt & Access Hole

13. Remove the starter bolt (2) through the access hole (1) in the transmission bellhousing.
14. Support and raise the vehicle.
Fig. 13: Belly Pan

Fig. 14: Lower Cradle Brace & Retainers

16. Remove the lower cradle brace retainers (1).

17. Remove the lower cradle brace (2).

18. Remove the retainer (1) from the starter solenoid (3).
19. Disconnect the starter solenoid harness connector (2).
20. Remove the starter retainers (4).
21. Remove the starter assembly (5).
INSTALLATION
INSTALLATION

1. Install the starter assembly (5) into the transmission bellhousing while lining up the alignment pin.
2. Install the starter retainers (4).
Tighten to 26 N.m (19 ft lbs)
3. Connect the starter solenoid harness (2).

4. Install the starter solenoid retainer (1).
Tighten to 9 N.m (80 In. Lbs).
Fig. 17: Lower Cradle Brace & Retainers

5. Install the lower cradle brace (2) and retainers (1).
Fig. 18: Belly Pan

6. Install the belly pan (1) covering the bottom side of the engine compartment.
Fig. 19: Starter Bolt & Access Hole

8. Install the starter bolt (2) through the access panel (1) in the transmission bellhousing and tighten to 26
Nm (19 ft lbs).
Fig. 20: Starter Bolt Access Plug

9. Install the starter bolt access plug (1) located on the back side of the transmission bellhousing. Be careful
not to push the plug in too far.
Fig. 21: Air Cleaner Assembly

10. Install the air cleaner assembly (1). Refer to BODY, AIR CLEANER, INSTALLATION - [EAJ] ,
BODY, AIR CLEANER, INSTALLATION - [EAB] or BODY, AIR CLEANER, INSTALLATION
- [EAF] .

Fig. 23: Battery Tray & PCM

12. Install the battery tray (1) and PCM (2) as an assembly.

13. Position wire harness (3) inside the two wire harness retainers (4).
14. Install the nut (5), tighten to, and install the two bolts (1) and tighten to.
15. Position the engine wire harness connector (2) to the battery tray (3).
16. Engage the two starter wire harness retainers (6) to the battery tray (3).
17. Connect the powertrain control module ground strap to the battery (-) terminal and tighten to.
18. Connect the powertrain control module (PCM) harness connectors.
19. Install the battery and connect the battery cables.
20. Start the engine to verify the starter functions properly.
2012 ENGINE PERFORMANCE Driveability - Gas - Non-DTC Based Diagnostics - Fiat 500
2012 ENGINE PERFORMANCE
Driveability - Gas - Non-DTC Based Diagnostics - Fiat 500

CHECKING A NO RESPONSE - NO START CONDITION
POSSIBLE CAUSES
Possible Causes
INTERMITTENT NO RESPONSE CONDITION
(K51) ASD RELAY CONTROL CIRCUIT SHORTED TO VOLTAGE
(K51) ASD RELAY CONTROL CIRCUIT SHORTED TO GROUND
(K51) ASD RELAY CONTROL CIRCUIT OPEN OR HIGH RESISTANCE
FUSED B+ CIRCUIT(S) OPEN OR HIGH RESISTANCE
FUSED IGNITION SWITCH OUTPUT CIRCUITS OPEN OR HIGH RESISTANCE
PCM GROUND CIRCUIT(S) OPEN OR HIGH RESISTANCE
DIAGNOSTIC TEST
1. INTERMITTENT NO RESPONSE CONDITION
NOTE: Verify that the IOD fuse is installed and not open. If the fuse is open, check
the circuit for a short to ground.
NOTE: The battery must be fully charged and in good condition. An undercharged
battery may produce invalid test results.
NOTE: The battery cables must be clean and fastened properly. The chassis
ground must be clean and fastened properly.
NOTE: The scan tool (including the cable) must be operating properly for the
results of this test to be valid.
NOTE: With the scan tool, check the Totally Integrated Power Module (TIPM) for
any active CAN C hardware DTCs, and perform appropriate diagnostic
procedure before continuing with this test.

2. With the scan tool, select ECU view.
Is the PCM active (communicating) on the BUS?
Yes
 The PCM no response condition is not present at this time. Using the wiring
diagram/schematic as a guide, inspect the wiring and connectors for any problems that would
result in an intermittent no response condition. Perform the No Response from PCM
diagnostic procedure. Refer to NO RESPONSE FROM PCM (POWERTRAIN
CONTROL MODULE) .
No
Go To 2.

2. (K51) ASD RELAY CONTROL CIRCUIT OPERATION

2. Remove the Auto Shutdown Relay.
3. Using a 12-volt test light connected to 12 volts, check the (K51) ASD Relay Control circuit at the
Auto Shutdown Relay connector.
NOTE: The test light should illuminate for approximately three seconds and
then turn off, this is considered normal operation.
Is the test light illuminated and bright as described above?
Yes
 Go To 9.
No
Go To 3.

3. (K51) ASD RELAY CONTROL CIRCUIT SHORTED TO VOLTAGE

2. Disconnect the Powertrain Control Module (PCM) harness connectors.
4. Measure the voltage of the (K51) ASD Relay Control circuit at the Auto Shutdown Relay
connector.

Yes
 Repair the (K51) ASD Relay Control circuit for a short to voltage.
 Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN
VERIFICATION TEST (EAB) or POWERTRAIN VERIFICATION TEST (EAJ) .
No
Go To 4.

4. (K51) ASD RELAY CONTROL CIRCUIT SHORTED TO GROUND

2. Measure the resistance between ground and the (K51) ASD Relay Control circuit at the Auto
Shutdown Relay connector.
Yes
 Repair the (K51) ASD Relay Control circuit for a short to ground.
No
Go To 5.

5. (K51) ASD RELAY CONTROL CIRCUIT OPEN OR HIGH RESISTANCE

1. Measure the resistance of the (K51) ASD Relay Control between the Auto Shutdown Relay
connector and the appropriate terminal of PCM C1 harness connector.
Yes
 Go To 6.
No
Repair the (K51) ASD Relay Control circuit for an open circuit or high resistance.


6. FUSED B+ CIRCUIT(S) OPEN OR HIGH RESISTANCE
1. Using a 12-volt test light connected to ground check the Fused B+ circuit(s) at the appropriate
terminal of the PCM C1 harness connector.
NOTE: The test light should be illuminated and bright. Compared the
brightness to that of a direct connection to the battery.
Is the test light illuminated and bright?
Yes
 Go To 7.
No
Repair the Fused B+ circuit(s) as necessary. Inspect and replace fuses as necessary.


7. FUSED IGNITION SWITCH OUTPUT CIRCUIT(S) OPEN OR HIGH RESISTANCE
2. Using a 12-volt test light connected to ground, check the Fused Ignition Switch Output circuit(s) in
the appropriate terminal(s) of the PCM C1 harness connector.
Yes
 Go To 8.
No
Repair the Fused Ignition Switch Output circuit(s) as necessary. Inspect and replace fuses as

necessary.
8. PCM GROUND CIRCUITS
2. Using a 12-volt test light connected to battery voltage, check the PCM ground circuits in the
appropriate terminals of PCM C1 harness connector.

Yes
 Go To 11.
No
Repair the PCM ground circuit(s) as necessary.



9. (D65) CAN C BUS (+) CIRCUIT OPEN OR HIGH RESISTANCE
2. Disconnect the ABS Module C1 harness connector.
3. Measure the resistance of the (D65) CAN C Bus (+) circuit between the ABS Module C1 harness
connector and the appropriate terminal of the PCM C1 harness connector.
Yes
 Go To 10.
No
Repair the (D65) CAN C Bus (+) circuit for an open circuit or high resistance.


10. (D64) CAN C BUS (-) CIRCUIT OPEN OR HIGH RESISTANCE
1. Measure the resistance of the (D64) CAN C Bus (-) circuit between the ABS Module harness
connecgtor and the appropriate terminal of the PCM C1 harness connector.
Yes
 Go To 11.
No
Repair the (D64) CAN C Bus (-) circuit for an open circuit or high resistance.


11. POWERTRAIN CONTROL MODULE (PCM)
Auto Shutdown Relay and the Powertrain Control Module (PCM).

Yes
No
Information. Refer to MODULE, POWERTRAIN CONTROL (EAB), REMOVAL or
MODULE, POWERTRAIN CONTROL (EAJ) .
CHECKING THE CHARGING SYSTEM OPERATION
DIAGNOSTIC TEST
1. GENERATOR FULL FIELD TEST
NOTE: Diagnose and repair any generator sense or field control circuit DTCs
before proceeding with this test.
1. Start the engine and allow it to reach operating temperature.
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 in personal injury or death.
2. With the scan tool, perform the Generator Full Field test. Follow the instructions displayed on the
scan tool.
3. Monitor the system (battery) voltage and the generator sense voltage on the scan tool while
performing the test.
NOTE: With the engine running, the difference between the system (battery)
voltage and the generator sense voltage should be below.2 Volt.
NOTE: With the generator field fully actuated, the system (battery) voltage
should be above 14.0 Volts.
NOTE: With the generator field actuated off, the system (battery) voltage
should be below 13.0 Volts and eventually drop as battery load is
increased.
Did the system voltage change as described above during the Generator Full Field test?
Yes
 Test complete.
No
Go To 2.

2. CHARGING SYSTEM INSPECTION

1. Inspect and test the battery in accordance with the Service Information.
2. Inspect the generator drive belt for proper alignment and adjustment.
3. Inspect the vehicle for aftermarket accessories that may exceed the generator system output.
4. Inspect the fuses in the IPM. If an open fuse is found, use the wire diagram/schematics as a guide
and inspect the wiring and connectors for a damaged or shorted circuit.
Yes
No
Go To 3.

3. BATTERY POSITIVE (+) CIRCUIT HIGH RESISTANCE
NOTE: Make sure all testing equipment and cables are clear of any engine parts
before starting the engine.
can result in possible serious or fatal injury.
2. Measure the voltage between the B (+) Terminal at the Generator and the Battery Positive (+) Post.
Is the voltage below 0.4 Volt?
Yes
 Go To 4.
No
Repair the battery positive (+) circuit between the generator and battery for high resistance.


4. GENERATOR CASE GROUND HIGH RESISTANCE
NOTE: Make sure all testing equipment and cables are clear of any engine parts
before starting the engine.
2. Measure the voltage between the Generator case and the Battery Negative (-) post.
Yes
 Go To 5.
No
Repair the Generator Case ground for high resistance.

5. (A109) FUSED B(+) CIRCUIT HIGH RESISTANCE
2. Using a Voltmeter, perform a voltage drop test by probing the battery positive (+) terminal and the
appropriate terminal(s) of the PCM. Make sure the Voltmeter leads are connected so that positive
polarity is displayed on the Voltmeter.
Yes
 Go To 6.
No
Repair the Fused B(+) circuit(s) for high resistance.

6. (A804) GENERATOR SENSE CIRCUIT HIGH RESISTANCE
2. Using a Voltmeter, perform a voltage drop test by backprobing the (A804) Generator Sense circuit
at the Generator harness connector and probing the appropriate terminal of the PCM. Make sure the
Voltmeter leads are connected so that positive polarity is displayed on the Voltmeter.
Yes
 Go To 7.
No
Repair the (A804) Generator Sense circuit for high resistance.



7. GENERATOR
2. Disconnect the Generator harness connector.
3. Connect a 12 Volt test light connected between ground and the (K125) Gen Field Control circuit in
the Generator harness connector.
5. With the scan tool, actuate the Alternator Field Control State to toggle.
NOTE: The test light should toggle on and off with the actuation.
NOTE: If a DTC is active, the actuation test may not be allowed by the PCM.
If may be necessary to clear DTCs before starting the actuation.
Does the test light illuminate on and off with the actuation?
Yes
 Replace the Generator in accordance with the Service Information.

No
Go To 8.

8. (K125) GEN FIELD CONTROL CIRCUIT SHORTED TO VOLTAGE

2. Disconnect the Powertrain Control Module (PCM) C2 harness connector.
4. Measure the voltage of the (K125) Gen Field Control circuit in the Generator harness connector.
Yes
 Repair the (K125) Gen Field Control circuit for a short to voltage.
No
Go To 9.

9. (K125) GEN FIELD CONTROL CIRCUIT SHORTED TO GROUND

2. Measure the resistance between ground and the (K125) Gen Field Control circuit in the Generator
harness connector.
Yes
 Repair the (K125) Gen Field Control circuit for a short to ground.
No
Go To 10.

10. (K125) GEN FIELD CONTROL CIRCUIT OPEN OR HIGH RESISTANCE

1. Measure the resistance of the (K125) Gen Field Control circuit between the Generator harness
connector and the appropriate terminal of PCM C2 harness connector.
Yes
 Go To 11.
No
Repair the (K125) Gen Field Control circuit for an open circuit or high resistance.


11. CHECKING THE PCM POWER AND GROUND CIRCUITS
1. Perform the diagnostic procedure for CHECKING THE PCM POWER AND GROUND
CIRCUITS.
Yes
 Repair the PCM power and ground circuit(s) as necessary.

No
Go To 12.


Generator and the Powertrain Control Module (PCM).
2. Look for any chafed, pierced, pinched or partially broken wires.

Yes
No
CHECKING THE COOLING FAN OPERATION
POSSIBLE CAUSES
Possible Causes
RELAY OUTPUT CIRCIUTS OPEN OR SHORTED
RELAY FUSED B+ CIRCUITS OPEN OR SHORTED
RADIATOR FAN RESISTOR
(T750) STARTER RELAY OUTPUT CIRCUIT SHORTED TO GROUND
LOW SPEED FAN RELAY
HOGH SPEED FAN RELAY
RADIATOR FAN COOLING MODULE
DIAGNOSTIC TEST
1. RADIATOR FAN HIGH SPEED RELAY OPERATION
NOTE: Diagnose and repair any Coolant Fan circuit or Temperature Sensor circuit
DTCs before proceeding with this test.

2. With the scan tool, actuate the High Speed Fan Relay.
Does the Cooling Fan operate?
Yes
 Go To 2.
No
Go To 3.

2. RADIATOR FAN LOW SPEED RELAY OPERATION

1. With the scan tool, actuate the Low Speed Fan Relay.
Does the Cooling Fan operate?
Yes
 Test complete.
No
Go To 8.

3. RADIATOR FAN HIGH SPEED RELAY

2. Verify the Radiator Fan High Speed Relay is installed properly and that the terminals are making a
tight fit.
3. Remove the Radiator Fan High Speed Relay and substitute it with a known good Relay.
5. With a scan tool, actuate the High Speed Fan Relay.
Is the Cooling Fan operating?
Yes
 Replace the Radiator Fan High Speed Relay.

No
Go To 4.


2. Disconnect the Radiator Cooling Fan Module harness connector.
3. Using a 12-volt test light connected to voltage, check the Ground circuit in the Cooling Fan Module
harness connector.
NOTE: The test light should be illuminated and bright. Compare the
Yes
 Go To 5.
No
Repair the Ground circuit for an open or high resistance.



5. RADIATOR COOLING FAN MODULE
2. Using a 12-volt test light connected to ground, check the Radiator Fan Control circuit in the
Radiator Cooling Fan Module harness connector.
3. With the scan tool, actuate the High Speed Fan Relay.
Yes
 Replace the Cooling Fan.

No
Go To 7.

6. FUSED B+ CIRCUIT OPEN OR HIGH RESISTANCE

2. Using a 12 volt test light connected to ground, check the Fused B+ circuits at the High Speed Fan
Relay terminals.
Yes
 Go To 7.
No
Repair the Fused B+ circuit for an open or high resistance.

7. (N24) RAD FAN CONTROL RELAY OUTPUT CIRCUIT OPEN OR HIGH RESISTANCE
2. Remove the Radiator Fan High Relay.
4. Using a fuse jumper wire, connect one end of the jumper wire to the Fused B+ circuit and the (N24)
Rad Fan Control Relay Output circuit.
5. Using a 12-volt test light connected to voltage, check the (N24) Rad Fan Control Relay Output
circuit at the Radiator Cooling Fan harness connector.
Yes
 Repair the (N24) Rad Fan Control Relay Output circuit for an open or high resistance.
No
Go To 13.

8. RADIATOR FAN LOW SPEED RELAY

2. Verify the Radiator Fan Low Speed Relay is installed properly and that the terminals are making a
tight fit.
3. Remove the Radiator Fan Low Speed Relay and substitute it with a known good Relay.
5. With a scan tool, actuate the Low Speed Fan Relay.
Is the Cooling Fan operating?
Yes
 Replace the Radiator Fan Low Speed Relay.


No
Go To 9.

9. RADIATOR COOLING FAN MODULE

2. Disconnect the Radiator Cooling Fan Module harness connector.
4. Using a 12-volt test light connected to ground, check the (N24) Rad Fan Control Relay Output
circuit in the Radiator Cooling Fan Module harness connector.
NOTE: The test light should be illuminated but dim.
Yes
 Replace the Cooling Fan.

No
Go To 10.

10. RADIATOR FAN CONTROL RELAY OUTPUT

2. Disconnect the Radiator Fan Resistor harness connector.
4. Using a 12-volt test light connected to ground, check the (N23) Rad Fan Low Speed Control
Output circuit in the Radiator Fan Resistor harness connector.
Yes
 Go To 11.
No
Go To 12.

11. (N24) RAD FAN CONTROL RELAY OUTPUT OPEN OR HIGH RESISTANCE.
2. Measure the resistance in the (N24) Rad Fan Control Relay Output circuit from the Cooling Fan
harness connector to the Radiator Fan Resistor harness connector.
Yes
 Replace the Radiator Fan Resistor in accordance with the Service Information.
No
Repair the open or high resistance in the (N24) Rad Fan Control Relay Output circuit.


12. (N23) RADIATOR FAN LOW SPEED CONTROL OUTPUT CIRCUIT OPEN OR HIGH
RESISTANCE
2. Remove the Low Speed Rad Fan Relay.
4. Using a fuse jumper wire, connect one end of the jumper wire to the Fused B+ circuit and the other
end to the (N23) Rad Fan Low Speed Control Relay Output circuit.
5. Using a 12-volt test light connected to voltage, check the (N23) Rad Fan Low Speed Control Relay
Output circuit at the Radiator Fan resistor harness connector.
Yes
 Go To 13.
No
 Repair the open or high resistance in the (N23) Radiator Fan Low Speed Control Output
circuit.
Perform the POWERTRAIN VERIFICATION TEST. Refer to POWERTRAIN


Cooling Fan Module, and the Powertrain Control Module (PCM).
contact in the Cooling Fan Module and Powertrain Control Module (PCM) connectors.
Yes
No
 Replace the Powertrain Control Module (PCM) in accordance with the Service Information.
Refer to MODULE, POWERTRAIN CONTROL (EAB), REMOVAL or REMOVAL
(EAJ) .
CHECKING THE ENGINE COOLANT TEMPERATURE SENSOR OPERATION
DIAGNOSTIC TEST
1. ENGINE COOLANT TEMPERATURE SENSOR WIRING OR CONNECTORS
NOTE: Diagnose and repair any ECT circuit DTCs before proceeding with this
test.
NOTE: Allow the engine to cool to ambient temperature before proceeding.
Engine Coolant Temperature sensor(s) and the PCM.
5. Monitor the scan tool data relative to the sensor(s) and wiggle test the wiring and connectors.
6. Look for the data to change or for a DTC to set during the wiggle test.
Yes

 Perform the Powertrain Verification Test. Refer to POWERTRAIN VERIFICATION
TEST (EAB) or POWERTRAIN VERIFICATION TEST (EAJ) .
No
Go To 2.

2. ENGINE COOLANT LEVEL AND CONDITION
WARNING: Make sure the engine cooling system is cool before removing the
pressure cap or any hose. The cooling system is pressurized when
hot. Failure to follow these instructions can result in personal injury
including extreme burns, scalding, or fatal injury.
1. Check the engine coolant level and the condition of the engine coolant. Refer to the appropriate
Service Information.
Yes

No
Go To 3.

3. THERMOSTAT
1. Using the appropriate service information, determine the proper opening temperature of the
thermostat.
2. With the scan tool, read the Engine Coolant Temperature Sensor value. If the engine was allowed
to cool completely, the value should be approximately equal to the ambient temperature.
3. Monitor the sensor value on the scan tool.
NOTE: The thermostat should not open until the engine reaches the
temperature specified in the Service Information.
Yes

No
Go To 4.

4. ENGINE COOLANT TEMPERATURE SENSOR
NOTE: Allow the engine to cool to ambient temperature before proceeding.
to cool completely, the value should be approximately equal to the ambient temperature.
2. Monitor the sensor value on the scan tool and the actual coolant temperature with a thermometer.
NOTE: The sensor value transition should be smooth as the engine reaches
operating temperature. The thermometer reading and the coolant
temperature value on the scan tool should remain relatively close.
Yes
 Go To 5.
No
Test complete.
5. (K2) ECT SIGNAL CIRCUIT HIGH RESISTANCE
2. Using a voltmeter, perform a voltage drop test by backprobing the (K2) ECT Signal circuit at the
Engine Coolant Temperature Sensor harness connector and by probing the appropriate terminal of
the PCM C2 harness connector. Make sure the voltmeter leads are connected so that positive
polarity is displayed on the voltmeter.
Is the voltage below 0.5 volt?
Yes
 Go To 6.
No
Repair the (K2) ECT Signal circuit for excessive resistance.

6. (K900) SENSOR GROUND CIRCUIT HIGH RESISTANCE
2. Using a voltmeter, perform a voltage drop test by backprobing the (K900) Sensor Ground circuit at
the Engine Coolant Temperature Sensor harness connector and by probing the appropriate terminal
of the PCM C2 harness connector. Make sure the voltmeter leads are connected so that positive
Yes
 Go To 7.
No
Repair the (K900) Sensor Ground circuit for excessive resistance.



7. ENGINE COOLANT TEMPERATURE SENSOR
Engine Coolant Temperature Sensor and the Powertrain Control Module (PCM).
Yes
No
 Replace the Engine Coolant Temperature Sensor in accordance with the service information.
Refer to SENSOR, COOLANT TEMPERATURE, REMOVAL .
CHECKING THE ENGINE MECHANICAL SYSTEM
DIAGNOSTIC TEST
1. CHECKING THE ENGINE MECHANICAL SYSTEM

2. Check for any of the following conditions/mechanical problems:
 AIR INDUCTION SYSTEM - must be free from leaks and restrictions
 ENGINE VACUUM - must be at least 13 inches in neutral
 ENGINE VALVE TIMING - must be within specifications
 ENGINE COMPRESSION - must be within specifications
 ENGINE EXHAUST SYSTEM - must be free from leaks and restrictions
 ENGINE OIL - must be clean, at the proper level, free from contamination or fuel
 ENGINE PCV SYSTEM - must flow freely
 TORQUE CONVERTER STALL SPEED - must be within specifications
 POWER BRAKE BOOSTER - no internal vacuum leaks
 FUEL - must be free of contamination
 FUEL INJECTOR - plugged or restricted injector(s); control wire not connected to the
correct injector
 CAM LOBES - must not be worn excessively
 CYLINDER LEAKAGE TEST - must be within specifications
 VALVE SPRINGS - cannot be weak or broken
Yes

No
 Test Complete.
CHECKING THE EVAPORATIVE SYSTEM FOR LEAKS
DIAGNOSTIC TEST
1. EVAPORATIVE SYSTEM INSPECTION

2. Raise the vehicle as necessary in accordance with the Service Information.
3. Visually and physically inspect the entire Evaporative Emission System for any of the following
conditions:
 Holes or cracks
 Loose seal points
 Evidence of damaged components
 Incorrect routing of hoses or tubes
 Loose or missing fuel filler cap
 Improper installation of the fuel filler cap
 Damaged locking tabs on cap and/or fill tube
 Damaged seal points on cap and/or fill tube
 Fuel cap gasket seal missing or damaged
Yes
No
Go To 2.

2. VERIFY EVAPORATIVE EMISSION LEAK
WARNING: Keep lit cigarettes, sparks, flames, and other ignition sources away
from the test area to prevent the ignition of explosive gases. Keep
the test area well ventilated. Failure to do so may result in possible

2. To continue testing, you will need Evaporative Emission Leak Detector (EELD) (special tool
#8404B, Kit, EELD And Accessory).
NOTE: The fuel tank should have between 20% and 80% of fuel tank capacity
to properly test the EVAP system.
3. Connect the red power lead of EELD to the battery positive terminal and the black ground lead to
battery negative terminal.
4. Block the vent hose of the EVAP Canister.
5. Connect shop air to the EELD.
6. Set the smoke/air control switch to AIR.
7. Insert the tester's AIR supply tip (clear hose) into the.040 orifice on the tester's control panel.
8. Press the remote smoke/air start button.
9. Position the red flag on the air flow meter so it is aligned with the indicator ball.
10. When the calibration is complete, release the remote button. The EELD flow meter is now
calibrated in liters per minute.
11. Install the service port adapter (special tool #8404-14, Adapter, Evaporative Service Port) on the
vehicle's service port (if equipped) or install the (special tool #8404-ADP, Smoke Machine
Adapters) into the filter line.
12. Connect the AIR supply hose from the EELD to the service port (if equipped) or to the (special tool
#8404-ADP, Smoke Machine Adapters) adapter.
13. Press the remote button to activate AIR flow.
NOTE: Larger volume fuel tanks, lower fuel levels, or vehicles equipped with
a Flow Management Valve may indicate high flow and will require
four to five minutes to fill.
14. Compare the flow meter indicator ball reading to the red flag.
15. ABOVE the red flag indicates a leak present.
16. BELOW the red flag indicates a sealed system.
Is the indicator ball above the red flag?
Yes
 Go To 3.
No
Refer to the Freeze Frame data, if applicable. If the Freeze Frame data indicates that the

vehicle was in motion when the DTC was set, verify that all hoses are connected properly.
3. EVAPORATIVE EMISSION LEAK DETECTION
NOTE: A thorough inspection of the EVAP system hoses, tubes, and connections
may save time in diagnosis. Look for physical damage or signs of wetness
at connections. The strong smell of fuel vapors may aid diagnosis also.
1. To continue testing, you will need Evaporative Emissions Leak Detector (EELD) (special tool
#8404B, Kit, EELD And Accessory).
2. Remove the AIR supply hose from the service port (if equipped) or from the adapter (special tool
#8404-ADP, Smoke Machine Adapters).
3. Connect the SMOKE supply tip (black hose) to the service port (if equipped) or to the adapter
(special tool #8404-ADP, Smoke Machine Adapters).
4. Set the smoke/air control switch to SMOKE.
NOTE: The flow meter indicator ball will not move in the smoke mode.
5. Press the remote smoke/air start button.
NOTE: Make sure that smoke has filled the EVAP system by continuing to
press the remote smoke/air start button, remove the vehicle fuel cap,
and wait for the smoke to exit. Once smoke is detected, reinstall the
fuel cap.
NOTE: For the best results, introduce smoke into the system for an
additional 60 seconds and continue introducing smoke at 15 second
intervals, as necessary.
6. While still holding the remote smoke/air start button, use the white light (special tool #8404-CLL,
Light, White) to follow the EVAP system path, and look for the source of the leak as indicated by
exiting smoke.
7. If a leak is concealed from view (at the top of the fuel tank, for example), release the remote
smoke/air start button, and use the ultraviolet (UV) black light (special tool #8404-UVL, Light,
UV) and the UV goggles (special tool #8404-20, Goggles, Yellow) to look for residual traces of
dye that is left behind by the smoke.
8. The exiting smoke deposits a residual fluid that is either bright green or bright yellow when viewed
with a UV light.
Yes
 Repair or replace the leaking component as necessary.

No
Go To 4.

4. CHECKING THE GAS CAP AND FUEL FILLER TUBE

1. Thoroughly check the gas cap and filler tube area for leaks.
Was a leak found at the gas cap or filler tube?
Yes
 Go To 5.
No
Go To 6.

5. GAS CAP OR FUEL FILLER TUBE

1. Remove the SMOKE supply tip (black hose) from the service port (if equipped) or from the
(special tool #8404-ADP, Smoke Machine Adapters) adapter.
2. Install leak check adapter (special tool #8382, Adapter, Leak Check) (1/4 turn cap) or fuel tank
adapter (special tool #6922, Adapter, Fuel Tank) (screw cap) and leak check adapter (special tool
#8399, Adapter, Leak Check) (secondary seal depressor) and repeat test 4.
Was a leak found at the gas cap adapter?
Yes
 Replace the fuel filler tube assembly.

No
Replace the gas cap.



6. CHECKING FOR EVAPORATIVE SYSTEM LEAKS IN ZONE 1
Fig. 1: Identifying EVAP System Zone 1

NOTE: For testing purposes, the EVAP System is divided into three zones. A leak
from any of these zones can cause a DTC to set. The lists in the following
steps below specify possible leak points in one of the specific zones.
1. Using the list below, check each of the components in Zone 1 of the evaporative system for leaks:
 1 Fuel Cap
 2 Recirculation Check Valve

 3 Vapor Recirculation Line
 4 Signal Vapor Line for FVM
 5 Flow Management Valve
 6 Fuel Tank to Canister Vapor Line
 7 Fuel Tank Vent (Check Valve)
 8 Vapor Line to Canister
 9 Flow Control Orifice
 10 Control Valve
 11 Liquid Trap
 12 Fuel Tank
 13 Check Valve
 14 Fuel Fill Tube to Tank connector
 15 Fuel Fill Tube
 Damaged or disconnected components
Yes

 Perform the PCM Verification Test. Refer to POWERTRAIN VERIFICATION TEST
(EAB) or POWERTRAIN VERIFICATION TEST (EAJ) .
No
Go To 7.



 1 Filter
 2 ESIM Switch
 3 Canister Vent Line
 4 EVAP Canister
 5 Chassis Purge Valve
 6 Fuel Tank to Canister Vapor Line connection
 7 EVAP Purge connection
Yes

No
Go To 8.



 1 EVAP Purge Vacuum Line
 2 Connection to Chassis Line

 3 Connection to Canister
 4 Chassis Purge Line
 5 EVAP Purge Vacuum Line
 6 Connection to EVAP Purge Harness
 7 Chassis EVAP Purge Line connection to Engine Vacuum
 8 EVAP Purge Valve
 9 Service Port
Yes

No
 Test complete.
CHECKING THE EXHAUST SYSTEM FOR LEAKS
DIAGNOSTIC TEST
1. CHECKING THE EXHAUST SYSTEM FOR LEAKS

2. Raise the vehicle in accordance with the Service Information.
WARNING: The normal operating temperature of the exhaust system is

very high. Never work around or attempt to service any part of
the exhaust system until it has cooled. Special care should be
taken when working near the catalytic converter. The
temperature of the converter rises to a high level after a short
period of engine operating time.
3. Connect Exhaust Cone (special tool #8404-EC, Exhaust Cone) or (special tool #8404-EC, Exhaust
Cone) to Air Pressure Regulator (with hose) W-18-MIL-1146AS.
CAUTION: The air pressure must not exceed 27.6 KPA (4 psi), otherwise
engine damage can occur.

5. Adjust the Air Pressure Regulator to 27.6 KPA (4 psi).

6. Insert the exhaust cone into the vehicle tail pipe.
7. If the vehicle is equipped with dual exhaust. Use the (special tool #8404-ECT, Exhaust Cone,
Truck) with equipped attached plug, plug one side of the dual exhaust pipe. Pressurize the other as
described above.
8. Apply Mopar® Air Leak Detector PN 05191804AA (or an equivalent leak finder liquid) to the
following areas:
 All welded joints from the exhaust manifold to 152.4 mm (6 in.) behind the downstream O2
sensor
 O2 sensor seal points
 O2 sensor boss welds
 Flange/joint connection(s)
 Exhaust manifold to cylinder head connection(s)
 EGR solenoid gasket base and tube seal points (if equipped)
9. Watch for the Mopar® Air Leak Detector PN 05191804AA (or the equivalent leak finder liquid) to
bubble.
10. Use the following definitions to help determine if system or component repair/replacement is
necessary:
 Type 1 Leak is defined as a leak where very small foam like bubbles 1 mm (0.04 of an inch)
or less appear. Any Type 1 or greater leaks found in welded joints, O2 sensor seal points or
O2 sensor boss welds must be repaired or the component must be replaced.
 Type 2 Leak is defined as a leak where larger bubbles pea size, 8 mm (0.3 of an inch) or
greater appear. Any Type 2 or greater leaks found in flange or joint connections, exhaust
manifold to cylinder head connections, or EGR gasket and tube seal points must be repaired
or the components must be replaced.
Repair
required
if results
Leak Location at 4 psi
reveal
bubble
size:
Type 1:
1 mm
Welded joints (0.04 in.)
or
greater
Type 1:
1 mm
O2 Sensor seal points (0.04 in.)
or
greater
Type 1:
1 mm
O2 Sensor boss welds (0.04 in.)
or
greater
Type 2:
8 mm
Flange/joint connections (0.31 in.)
or
greater
Type 2:
8 mm
Exhaust Manifold to cylinder head connections (0.31 in.)
or
greater
Type 2:
8 mm
EGR gasket and tube seal points (0.31 in.)
or
greater
11. If a leak is found that matches the above definition, repair or replace the component as necessary.
12. Once the repair is complete, repeat the procedure to verify that all leaks have been repaired.
Were any exhaust leaks found?
Yes
 Repair or replace the leaking exhaust parts as necessary.

No
 Test complete.
CHECKING THE FUEL DELIVERY SYSTEM
DIAGNOSTIC TEST
1. FUEL PUMP OPERATION

2. With the scan tool, actuate the Fuel System test.
NOTE: It may be necessary to use a mechanics stethoscope in the next step.
3. Listen for fuel pump operation at the fuel tank.
Does the Fuel Pump operate?
Yes
 Go To 2.
No
 Go To 5.
CAUTION: Stop All Actuations.
2. FUEL PRESSURE
Fig. 4: Checking Fuel Pressure

WARNING: The fuel system is under a constant pressure (even with the engine
off). Before testing or servicing any fuel system hose, fitting, or line,
the fuel system pressure must be released. Failure to follow these
instructions can result in possible serious or fatal injury.
Perform the following procedure to purge air from the system:
 Open the Fuel System Isolation Valve (1).

 Close the Flow Test Valve (2).
 Ignition on, engine not running.
 With the scan tool, actuate the fuel pump.
 Open the Flow Test Valve (1) for 10 seconds, then close the Valve.

 Turn the ignition off.

 Disconnect, empty and then reconnect the Reservoir Assembly.
1. Turn the ignition on, wait five seconds, turn the ignition off and then wait one minute before
proceeding.
2. Read the Fuel Pressure Gauge (3) and record the reading.
Choose a conclusion that best matches your fuel pressure reading.
Below Specification
 Go To 3.
Within Specification
 Test Complete.
Above Specification
Replace the fuel pressure regulator.



3. RESTRICTED FUEL SUPPLY LINE
WARNING: The fuel system is under a constant pressure even with the engine
off. Before testing or servicing any fuel system hose, fitting or line,
the fuel system pressure must be released.

2. Disconnect the Fuel Pressure Decay Tester (special tool #8978A, Decay Tool, Fuel).
3. Raise the vehicle on a hoist and disconnect the fuel pressure line at the fuel pump module.
4. Install the Fuel Pressure Decay Tester (special tool #8978A, Decay Tool, Fuel) between the fuel
supply line and the fuel pump module.
6. Using the scan tool, actuate the Fuel System test and observe the fuel pressure gauge.
Is the fuel pressure within specification now?
Yes
 Repair/replace fuel supply line as necessary.

No
Go To 4.

4. CHECKING FUEL INLET STRAINER
off). Before testing or servicing any fuel system hose, fitting or line,

2. Remove the Fuel Pump Module and inspect the Fuel Inlet Strainer. Refer to MODULE, FUEL
PUMP, REMOVAL (EAB) or REMOVAL (EAJ) .
Is the Fuel Inlet Strainer plugged?
Yes
 Replace the Fuel Pump Inlet Strainer. Refer to MODULE, FUEL PUMP, REMOVAL
(EAB) or REMOVAL (EAJ) .
No
 Replace the Fuel Pump Module. Refer to MODULE, FUEL PUMP, REMOVAL (EAB) or
REMOVAL (EAJ) .
5. FUEL PUMP OUTPUT CIRCUIT OPEN
2. Disconnect the Fuel Pump Module harness connector.
4. With the scan tool, actuate the Fuel System test.
5. Using a 12-volt test light connected to ground, probe the Fuel Pump Output circuit.

Yes
 Replace the Fuel Pump Module. Refer to MODULE, FUEL PUMP, REMOVAL (EAB) or
REMOVAL (EAJ) .
No
 Repair the excessive resistance or open in the Fuel Pump Relay Output circuit.
CHECKING A NO CRANK CONDITION
POSSIBLE CAUSES
Possible Causes
OIL VISCOSITY OUT OF SPECIFICATION
MECHANICAL CONDITION
SHIFT CABLE ADJUSTMENT
BATTERY CIRCUIT RESISTANCE TOO HIGH
(T750) STARTER RELAY OUTPUT CIRCUIT SHORTED TO GROUND
(T750) STARTER RELAY OUTPUT CIRCUIT OPEN OR EXCESSIVE RESISTANCE
STARTER RELAY
STARTER
DIAGNOSTIC TEST
1. MECHANICAL CONDITION
NOTE: Diagnose and repair any Body Control Module (BCM) DTCs before
continuing. An inoperative Key Fobik or SKIS can cause a No Crank
Condition.
NOTE: Diagnose and repair any Powertrain Control Module (PCM) and
Transmission Control Module (TCM) DTCs before continuing.
NOTE: Verify the battery is fully charged and capable of passing a load test
before continuing.
WARNING: Make sure the battery is disconnected, then wait two minutes before
proceeding. Failure to do so may result in possible serious or fatal
injury.
1. Turn the engine over by hand to make sure the engine is not seized.
Is the engine able to turn over?
Yes
 Go To 2.
No
Repair the mechanical condition preventing the starter motor from cranking.
2. PARK/NEUTRAL POSITION
1. Place the transmission in PARK for automatic transmissions.
2. Press the clutch pedal in for manual transmissions.
3. With the scan tool, read the Park Neutral Switch Filtered Switch State or Clutch Switch status.
NOTE: With the transmissions in PARK, the scan tool Park Neutral Switch
Filtered Switch State should be On.
Does the scan tool Park Neutral Switch Filtered Switch State equal the specified value?
Yes
 Go To 3.
No
Adjust the shift cable or replace the clutch switch in accordance with the Service Information

or
3. EXCESSIVE RESISTANCE IN THE BATTERY CIRCUIT
2. Check the Battery Cables for excessive resistance in accordance with the Service Information.
Did either Battery Cable have a voltage drop greater than 0.2 of a Volt?
Yes
 Repair the excessive resistance in the Battery circuit.

No
Go To 4.

4. STARTER RELAY GROUND CIRCUIT OPEN

1. Remove the Starter Relay.
2. Using a 12-volt test light connected to B+, check the Starter Relay ground circuit.
NOTE: The test light must illuminate brightly. Compare the brightness to
that of a direct connector to the battery.
Does the test lamp illuminate brightly?
Yes
 Go To 5.
No
Repair the open in the starter relay ground circuit.



5. STARTER RELAY IGNITION RUN/START CIRCUIT OPEN OR SHORTED
1. Have an assistant place the ignition in the CRANK position.
2. Using a 12-volt test light connected to ground, check the Starter Relay Ignition Run/Start circuit
with the key in the CRANK position at the relay terminal.
Yes
 Go To 6.
No
 Repair the open or short to ground in the Starter Relay Ignition Run/Start circuit.
6. (T750) STARTER RELAY OUTPUT CIRCUIT CHECK
Fig. 5: Checking Starter Relay Output Circuit


2. Install the Starter Relay.
3. Disconnect the Starter harness connector.
4. Connect a 12-volt test lamp between the (T750) Starter Relay Output circuit and ground at the
starter harness connector.
5. While observing the 12-volt test light, place the ignition in the CRANK position.
Yes
 Replace the Starter in accordance with the Service Information.

No
Go To 7.

7. (T750) STARTER RELAY OUTPUT CIRCUIT SHORTED TO GROUND

2. Remove the Starter Relay.
3. Measure the resistance between ground and the (T750) Starter Relay Output circuit.
Yes
 Repair the short to ground in the (T750) Starter Relay Output circuit.
No
Go To 8.

8. (T750) STARTER RELAY OUTPUT CIRCUIT OPEN OR EXCESSIVE RESISTANCE

1. Measure the resistance of the (T750) Starter Relay Output circuit between the Relay and the Starter
Solenoid harness connector.
Is the resistance above 5 Ohms?
Yes
 Repair the open or excessive resistance in the (T750) Starter Relay Output circuit.
No
Go To 9.


Starter Relay and PCM.
4. Verify that there is good pin to terminal contact in the PCM connectors.
Yes
No
REMOVAL (EAJ) .
CHECKING THE IGNITION COIL OPERATION
DIAGNOSTIC TEST
1. IGNITION COIL WIRING OR CONNECTORS
NOTE: Diagnose and repair any ignition coil, CMP sensor, or CKP sensor DTCs
before proceeding with this test.

Ignition Coil for the cylinder being tested and the PCM.
NOTE: If the vehicle is not equipped with the coil on plug ignition system,
check the resistance of the ignition wire(s) before checking the
cylinder with a spark tester. The resistance should be below 10k
ohms.
Yes

No
Go To 2.

2. IGNITION COIL OPERATION
NOTE: Inspect the ignition coil for damage, carbon tracking on the coil or a
damaged spark plug insulator boot. If a problem is found, replace the
ignition coil.
NOTE: Some coils must have a spark tester installed on both sides of the coil
during the following test. During the test, each side of the coil should
output a crisp blue spark that is able to jump the gap of the spark tester.
NOTE: On some engines, it may be necessary to remove the upper intake

manifold to access the ignition coils. Once the ignition coil has been
removed, the intake must be installed in order to crank the engine. Move
the ignition coil harness connector through the slots in the upper intake
and then connect the coil to the harness connector. Secure the upper
intake to the lower intake in accordance with the Service Information.

2. If the vehicle is equipped with coil on plug ignition system, remove the ignition coil for the
cylinder being tested.
3. Disconnect the fuel injector harness connector for the cylinder being tested.
4. For coil on plug ignition systems, install a spark tester(s) on the ignition coil, otherwise install the
spark tester to the ignition wire.
5. While cranking the engine observe the spark coming from the spark tester.
NOTE: A crisp blue spark that jumps the gap of the spark tester should be
generated.
Is good spark present?
Yes
 Go To 7.
No
Go To 3.
3. ASD RELAY OUTPUT CIRCUIT OPEN OR HIGH RESISTANCE
2. Disconnect the Ignition Coil harness connector.
4. With the scan tool, actuate the ASD Relay to on.
5. Using a 12 volt test light connected to ground, check the ASD Relay output circuit in the ignition
coil harness connector.
Is the test light illuminated and bright during the actuation?
Yes
 Go To 4.
No
Repair the ASD Relay output circuit for an open circuit or high resistance.


4. IGNITION COIL
Do not put your hands near the pulleys, belts, or fan. Do not wear
loose clothing. Failure to follow these instructions can result in
1. Using a 12 volt test light connected to 12 volts, check the Ignition Coil control circuit for the
cylinder being tested in the Ignition Coil harness connector.
2. Crank the engine for five seconds.
NOTE: The test light should blink each time the circuit is activated by the
PCM.
Does the test light blink each time the circuit is activated by the PCM?
Yes
 Replace the Ignition Coil in accordance with the Service Information.

No
Go To 5.

5. IGNITION COIL CONTROL CIRCUIT OPEN OR HIGH RESISTANCE

1. Measure the resistance of the Ignition Coil control circuit for the cylinder being tested between the
Ignition Coil harness connector and the appropriate terminal of the PCM C2 harness connector.
Yes
 Go To 6.
No
Repair the Ignition Coil control circuit for an open circuit or high resistance.


Ignition Coil for the cylinder being tested and the PCM.
Yes
No
Replace and program the Powertrain Control Module (PCM) in accordance with the Service

Information. Refer to MODULE, POWERTRAIN CONTROL(EAB), REMOVAL or
REMOVAL (EAJ) .
7. SPARK PLUG(S)
2. Remove the spark plug.
3. Inspect the spark plug for any of the following conditions:
 Cracks or damage
 Carbon tracking
 Foreign material
 Gap not within specification
 Loose or broken electrode
NOTE: Lightly tap the bottom of the spark plug on a solid surface. The
electrode in the spark plug should not move.
Yes
 Replace the spark plug.

No
 Test Complete.
CHECKING THE MAP SENSOR OPERATION
DIAGNOSTIC TEST
1. MAP SENSOR WIRING OR CONNECTORS
NOTE: Diagnose and repair any MAP Sensor circuit DTCs before proceeding with
this test.
NOTE: Diagnose and repair any sensor supply or system voltage DTCs before
proceeding with this test.

MAP Sensor and the PCM.
6. Monitor the scan tool data relative to the sensor and wiggle test the wiring and connectors.
7. Look for the data to change or for a DTC to set during the wiggle test. If necessary, check each
sensor circuit for high resistance or a shorted condition.
Yes

No
Go To 2.

2. MAP VACUUM/BAROMETRIC PRESSURE

1. With a scan tool, read the Barometric Pressure.
NOTE: The Barometric Pressure should be approximately equal to the actual

barometric pressure. If necessary, compare the Barometric Pressure
value of the tested vehicle to the value of a known good vehicle of a
similar make and model.
2. Connect a vacuum gauge to a manifold vacuum source.

NOTE: If engine will not idle, maintain a constant RPM above idle.
4. With the scan tool, read the MAP Sensor vacuum.

NOTE: The scan tool reading for MAP vacuum should be within 1" of the
vacuum gauge reading.
Yes
 Go To 4.
No
Go To 3.

3. MAP SENSOR VOLTAGE

1. With the scan tool, monitor the MAP Sensor signal voltage.
2. With the engine idling in neutral or park, snap the throttle.
NOTE: The MAP Sensor signal voltage should change from below 2.0 volts
at idle to above 3.5 volts at wide open throttle.
Yes
 Go To 4.
No
Test complete.

4. 5 VOLT SUPPLY CIRCUIT HIGH RESISTANCE

2. Using a voltmeter, perform a voltage drop test by backprobing the 5 Volt Supply circuit at the MAP
Sensor harness connector and by probing the appropriate terminal of the PCM harness connector.
Make sure the voltmeter leads are connected so that positive polarity is displayed on the voltmeter.

Yes
 Go To 5.
No
Repair the 5 Volt Supply circuit for excessive resistance.



5. (K1) MAP SIGNAL CIRCUIT HIGH RESISTANCE
2. Using a voltmeter, perform a voltage drop test by backprobing the (K1) MAP Signal circuit at the
MAP Sensor harness connector and by probing the appropriate terminal of the PCM harness
connector. Make sure the voltmeter leads are connected so that positive polarity is displayed on the
voltmeter.
Yes
 Go To 6.
No
Repair the (K1) MAP Signal circuit for excessive resistance.



6. (K900) SENSOR GROUND CIRCUIT HIGH RESISTANCE
2. Using a voltmeter, perform a voltage drop test by backprobing the (K900) Sensor Ground circuit at
the MAP Sensor harness connector and by probing the appropriate terminal of the PCM harness
connector. Make sure the voltmeter leads are connected so that positive polarity is displayed on the
voltmeter.
Yes
 Go To 7.
No
Repair the (K900) Sensor Ground circuit for excessive resistance.



7. MAP SENSOR
MAP Sensor and the Powertrain Control Module (PCM).
Yes
No
 Replace the MAP Sensor in accordance with the service information. Refer to SENSOR,
MANIFOLD AIR PRESSURE (MAP), (EAB), REMOVAL or SENSOR, MANIFOLD
AIR PRESSURE (MAP), (EAJ) .
CHECKING THE PCM POWER AND GROUND CIRCUITS
DIAGNOSTIC TEST
1. PCM WIRING OR CONNECTORS

2. Using the wiring diagram/schematic as a guide, inspect the wiring and each connector at the PCM.

Yes
No
Go To 2.

2. CHECKING THE PCM GROUND CIRCUITS

2. Using a 12 Volt test light connected to 12 Volts, check the PCM ground circuits.
3. Wiggle test each circuit during the test to check for an intermittent open in the circuit.
Yes
 Go To 3.
No
Repair the PCM ground circuit(s) for an open circuit or high resistance.


3. CHECKING THE PCM FUSED B+ CIRCUIT
1. Using a 12 Volt test light connected to ground, check the PCM fused B+ circuit.
Yes
 Go To 4.
No
Repair the PCM fused B+ circuit for an open circuit or high resistance.


4. CHECKING THE PCM FUSED IGNITION SWITCH CIRCUITS
2. Using a 12 Volt test light connected to ground, check the PCM Fused Ignition Switch circuit.
3. Check each circuit with the ignition off, ignition on, engine not running position and during
cranking.
NOTE: The test light should be illuminated and bright with the ignition on
and not illuminated with the ignition off. Compare the brightness to
that of a direct connection to the battery.
Is the test light illuminated as described above?
Yes
 Test complete.
No
 Repair the PCM Fused Ignition Switch circuit for as necessary.

START AND STALL CONDITION
POSSIBLE CAUSES
Possible Causes
CURRENT PCM DTCS
CURRENT KEY FOB RELATED DTCS
RESTRICTED EXHAUST
ENGINE MECHANICAL
VACUUM LEAKS
CRACKED SPARK PLUG(S), CARBON TRACKING SPARK PLUG AND COIL
CARBON BUILDUP ON THROTTLE BODY
FUEL CONTAMINATION
FUEL DELIVERY
VALVE TIME OUT OF SPECIFICATION
FLEX PLATE (TARGET WHEEL)
CMP AIRGAP
CKP AIRGAP
DIAGNOSTIC TEST
1. CHECKING DTCS
NOTE:  Before continuing with this procedure, review the TSBs that may be
related to a start and stall condition.
 It may be helpful to review Secondary Indicators, if a two trip DTC(s)
is present, drive the vehicle to try and mature the DTC to Active.

2. With a scan tool, read DTCs.
Are any DTCs present?
Yes
 Perform the appropriate diagnostic procedures.

No
Go To 2.

2. CHECKING VEHICLE THEFT DTCS
NOTE: If you are unable to communicate with the Body Control Module (BCM).
Refer to DIAGNOSIS AND TESTING .
1. With the scan tool, read the BCM codes.
Are there any BCM DTCs?
Yes
 Perform the appropriate diagnostic procedure. Refer to DIAGNOSIS AND TESTING .

No
Go To 3.

3. CAM/CRANK VERIFICATION
1. Using a scan tool, perform the Flywheel Irregularities Learn procedure.
Does the engine remain running after performing the Flywheel Irregularities Learn procedure?
Yes
 Test complete.
No
Go To 4.

4. SPARK PLUG(S)
NOTE: Inspect the ignition coil for damage, carbon tracking on the coil or a
damaged spark plug insulator boot. If a problem is found, replace the
ignition coil.

2. Remove the spark plug.
3. Inspect the spark plug for any of the following conditions:
 Cracks or damage
 Carbon tracking
 Foreign material
 Gap not within specification
Yes
 Replace the spark plug.

No
 Go To 5.
5. POSSIBLE CAUSES OF START AND STALL CONDITION
The following items should be checked as a possible cause for a start and stall condition:
 Perform any Technical Service Bulletins (TSBs) that may apply to the symptom.
 The exhaust system must be free of any restrictions.
 The engine compression must be within specifications.
 The engine valve timing must be within specifications.
 The engine must be free from vacuum leaks.
 The throttle body must be free of carbon buildup and dirt.
 Cracked spark plugs, carbon track on spark plugs, coil and coil boot.
Do any of the above conditions exist?
Yes
 Perform the Powertrain Verification Test. Refer to POWERTRAIN VERIFICATION TEST
No
Go To 6.

6. FUEL PUMP DELIVERY

1. Verify that the Fuel tank is not empty before continuing.
2. Follow the diagnostics for Checking Fuel Delivery in this information. Refer to DIAGNOSIS
AND TESTING.
Was the No Start condition solved after following the above diagnostic test?
Yes
 Test Complete.
No
Go To 7.

7. VALVE TIMING
1. Make sure the valve timing is within specification. Refer to VALVE TIMING (CODE EAB) or
VALVE TIMING (CODE EAJ) or VALVE TIMING (CODE EAF) .
Was the valve timing within specification?

Yes
 Go To 8.
No


Camshaft Position Sensor and the Powertrain Control Module (PCM).
Yes
No
CHECKING THE TEMPERATURE SENSORS
DIAGNOSTIC TEST
1. COMPARE TEMPERATURE SENSOR VALUES

2. Allow the vehicle to sit with the ignition off in an environment where the temperature is consistent
and above -7° C (19.4° F) until the engine coolant temperature is equal to ambient temperature.

4. Using a thermometer, measure and record the underhood and ambient temperatures.
5. With a scan tool, read the ambient air temperature (AAT), engine coolant temperature (ECT),
engine oil temperature (EOT) and intake air temperature (IAT) sensor values, as applicable.
Are all temperature sensor values within 10° C (18° F) of the thermometer and the other sensor
values?
Yes
 Test complete.
No
Go To 2.

2. TEMPERATURE SENSOR WIRING OR CONNECTORS
NOTE: Perform the following procedures for each sensor that was not within the
specified range as described in the previous step.
temperature sensor(s) and the applicable control module.
5. Monitor the scan tool data relative to the sensor(s) and wiggle test the wiring and connectors.
Yes

No
Go To 3.

3. SENSOR VOLTAGE
2. Disconnect the temperature sensor harness connector.
3. Connect a jumper wire between the signal circuit and the sensor ground circuit in the sensor
harness connector.
5. With a scan tool, read the sensor voltage.
NOTE: The sensor voltage should be approximately 0.0 volts (plus or

minus.1 volt) with the jumper wire in place.
Does the scan tool display the voltage as described above?
Yes
 Go To 4.
No
Go To 5.

4. TEMPERATURE SENSOR
2. Remove the jumper wire from between the signal circuit and the sensor ground circuit in the sensor
harness connector.
4. With a scan tool, read the sensor voltage.

minus.1 volt) with the connector disconnected.
Yes
 Replace the sensor.

No
Go To 5.

5. SIGNAL CIRCUIT SHORTED TO GROUND

2. Measure the resistance between ground and the signal circuit in the sensor harness connector.
Yes
 Go To 6.
No
Repair the signal circuit for a short to ground.



6. SIGNAL CIRCUIT SHORTED TO SENSOR GROUND CIRCUIT
1. Measure the resistance between the signal circuit and the sensor ground circuit in the sensor
harness connector.
Yes
 Go To 7.
No
Repair the signal circuit for a short to the sensor ground circuit.
7. SIGNAL CIRCUIT HIGH RESISTANCE
2. Connect the temperature sensor harness connector.
3. Using a voltmeter, perform a voltage drop test by backprobing the signal circuit at the sensor
harness connector and at the applicable module connector (or by probing the appropriate terminal
of the PCM harness connector. Make sure the voltmeter leads are connected so that positive
Yes
 Go To 8.
No
Repair the signal circuit for high resistance.

8. SENSOR GROUND CIRCUIT HIGH RESISTANCE
2. Using a voltmeter, perform a voltage drop test by backprobing the sensor ground circuit at the
sensor harness connector and at the applicable module connector or by probing the appropriate
terminal of the PCM harness connector. Make sure the voltmeter leads are connected so that
positive polarity is displayed on the voltmeter.
Yes
 Go To 9.
No
 Repair the sensor ground circuit for high resistance.

9. MODULE
sensor and the applicable control module. Refer to the system schematic.
Yes
No
 Replace the applicable control module in accordance with the Service Information.
ENGINE CRANKS BUT DOES NOT START
POSSIBLE CAUSES
Possible Causes
5 VOLT SUPPLY CIRCUIT OPEN OR SHORTED
UNDERCHARGED BATTERY
SYSTEM DTCS PRESENT
POWERTRAIN POWER AND GROUND CIRCUIT(S) OPEN OR HIGH RESISTANCE
POWERTRAIN FUSES OPEN
FUEL DELIVERY SYSTEM
FUEL CONTAMINATION
INADEQUATE SPARK
ENGINE MECHANICAL PROBLEM
DIAGNOSTIC TEST
1. UNDERCHARGED BATTERY
NOTE: Diagnose any 5 Volt Supply DTCs before continuing
NOTE: The battery must be fully charged and in good condition. An undercharged
battery may produce invalid test results.
1. Test the battery in accordance with the Service Information.
Yes
 Charge or replace the battery as necessary and retest.

No
Go To 2.

2. SYSTEM DTCS PRESENT
NOTE: If the battery was low, make sure the battery is properly charged and
attempt to start the vehicle. Crank the engine for 15 seconds, 3
consecutive times. This will allow any DTCs to set that may have been
erased due to a dead battery.
1. With the scan tool, select System DTCs to read DTCs in all modules. If any DTCs are present,
perform the appropriate diagnostic procedure before continuing with this test. If a no response
condition is detected in any module, and perform the appropriate No Response diagnostic
procedure.
Yes
 Perform the appropriate diagnostic procedure and repair as necessary. If any pending DTCs
are detected, perform the diagnostic procedure as if the DTC is active.
No
Go To 3.

3. PCM POWER OR GROUND CIRCUIT OPEN OR HIGH RESISTANCE

2. Disconnect the PCM harness connector(s).
3. Using a 12-volt test light, check all PCM power and ground circuits.
NOTE: The test light must be illuminated and bright. Compare the brightness
to that of a direct connection to the battery.
Is the test light illuminated and bright when checking each of the PCM power and ground circuits?
Yes
 Repair the PCM power or ground circuit for an open circuit or high resistance.
No
 Go To 4.
4. OPEN FUSE(S)
1. Inspect all of the fuses in the Fuse Panel. If any open fuses are found, check the related circuit(s)
for a short to ground or high resistance.
Yes
No
Go To 5.

5. CHECKING THE FUEL DELIVERY SYSTEM
NOTE: Verify that the fuel tank is not empty before continuing.
1. Perform the diagnostic procedure for CHECKING THE FUEL DELIVERY SYSTEM. Refer to
Yes

No
Go To 6.

6. FUEL CONTAMINATION
1. Check the fuel system for contamination in accordance with the Service Information. Refer to
OPERATION (EAB) or OPERATION (EAJ) .
Was any evidence of fuel contamination found?
Yes
 Clean and repair the fuel system as necessary in accordance with the Service Information.
No
Go To 7.

7. CHECKING THE IGNITION COIL OPERATION

1. Perform the diagnostic procedure for CHECKING THE IGNITION COIL OPERATION. Refer to
Yes

No
Go To 8.

8. CHECKING THE ENGINE MECHANICAL SYSTEM

1. Perform the diagnostic procedure for CHECKING THE ENGINE MECHANICAL SYSTEM.
Refer to DIAGNOSIS AND TESTING.
Yes

No
 Test complete. Perform any Technical Service Bulletins that may apply.
FUEL DELIVERY SYSTEM OUTPUT - FLOW TEST
DIAGNOSTIC TEST
WARNING: Follow these safety precautions to reduce the risk of fire and possible
serious or fatal injury when performing this test procedure.
 Fuel or fuel vapors are highly flammable. A fire could occur if an

ignition source is present. Do not expose the fuel or the test
equipment used in this procedure to open flames or sparks.

 Inhalation of fuel vapors could lead to disorientation and personal
injury. Keep the service area well ventilated, or perform this test
procedure in an area where there is a building exhaust removal
system.
 Relieve fuel system pressure before servicing fuel system
components.
 Use extreme caution when connecting and disconnecting fuel lines.
 Considerable fuel leakage may occur when servicing the fuel
system. Wear protective eyewear and clothing to protect from fuel
splash, and take suitable fuel containment measures.
 Wrap a shop towel around the fuel pressure gauge connection to
absorb fuel leakage that occurs when connecting the test
equipment. Place the towel in an approved container when complete.
 Never store fuel in an open container due to the possibility of fire or
explosion. Have a dry chemical (Class B) fire extinguisher nearby.
DIAGNOSTIC TEST
1. CHECK FUEL DELIVERY SYSTEM FOR LEAKS AND DAMAGE
1. Visually and physically inspect the fuel delivery system for external leaks and damage.
Is the system leaking or damaged?
Yes
 Repair or replace as necessary.

No
Go To 2.

2. INSTALL APPROPRIATE FUEL LINE ADAPTERS / FITTING FROM THE GAS AND DIESEL
FUEL PRESSURE/DECAY TESTER 8978A
Fig. 6: Fuel Line Adapters/Fitting

WARNING: The fuel system is under a constant pressure (even with the
engine off). Before testing or servicing any fuel system hose,
fitting, or line, the fuel system pressure must be released.
Failure to follow these instructions can result in possible
2. Disconnect the frame rail fuel supply line connector between the fuel supply line and the fuel rail.
3. Install the appropriate Fuel Line Adapters / Fitting from the Gas and Diesel Fuel Pressure/Decay
Tester (special tool #8978A, Decay Tool, Fuel).
Proceed
Go To 3.
3. INSTALL FUEL PRESSURE GAUGE ASSEMBLY
Fig. 7: Identifying Fuel Pressure Gauge Assembly

1. Connect the Gas and Diesel Fuel Pressure/Decay Tester (special tool #8978A, Decay Tool, Fuel),
Fuel Inlet Hose (1) and Fuel Outlet Hose (2) to the Fuel Line Adapters / Fitting.
2. Connect special tool Drain Extension Hose 535680 (3) to the Fuel Pressure Gauge Assembly Drain
Hose (5).
3. Connect Reservoir Assembly 534960 (4) to Drain Extension Hose 535680 (3).
WARNING: To reduce the risk of fire and possible serious or fatal injury,
place Reservoir Assembly 534960 (4) on the floor and out of the
way so that it is not a trip hazard.
Proceed
Go To 4.

4. CHECK FUEL PRESSURE


Perform the following procedure to purge air from the system:

 CAUTION: Stop All Actuations.
 Disconnect, empty and then reconnect the Reservoir Assembly.

1. Turn the ignition on, wait five seconds, turn the ignition off and then wait one minute before
proceeding.
2. Read the Fuel Pressure Gauge (3) and record the reading. Fuel pressure specification is 350 kPa +/-
25 kPa (50.8 psi +/- 3.6 psi).
Is the fuel pressure within specifications?
Yes
 Go To 5.
No
Perform the CHECKING THE FUEL DELIVERY SYSTEM diagnostic procedure. Refer to

5. CHECK FUEL DELIVERY SYSTEM OUTPUT
Fig. 9: Checking Fuel Delivery System Output


2. With the scan tool, actuate the fuel pump.
3. Open the Flow Test Valve (1) for 20 seconds, then close the Valve.

5. Measure the amount of fuel in the Reservoir Assembly (2). The fuel output specification is ml/s X
20 seconds = fuel flow in ml.
FUEL FLOW
ENGINE ml/s ml per 20 Seconds
4 Cylinder and 6 Cylinder 20.8333A 417
8 Cylinder 38.88889 778
SRT-4 50 1000
Does the amount of fuel in the reservoir meet or exceed the specification?
Yes
 Test complete.
No
 Perform the CHECKING THE FUEL DELIVERY SYSTEM diagnostic procedure. Refer to
FUEL PRESSURE LEAK DOWN
POSSIBLE CAUSES
Possible Causes
FUEL DELIVERY SYSTEM LEAKING OR DAMAGED
FUEL PUMP MODULE
FUEL INJECTOR(S)
WARNING: Follow these safety precautions to reduce the risk of fire and serious
possible serious or fatal injury when performing this test procedure.
 Fuel or fuel vapors are highly flammable. A fire could occur if an

ignition source is present. Do not expose the fuel or the test
equipment used in this procedure to open flames or sparks.
 Inhalation of fuel vapors could lead to disorientation and personal
injury. Keep the service area well ventilated, or perform this test
procedure in an area where there is a building exhaust removal
system.
 Relieve fuel system pressure before servicing fuel system
components.
 Use extreme caution when connecting and disconnecting fuel lines.
 Considerable fuel leakage may occur when servicing the fuel
system. Wear protective eye wear and clothing to protect from fuel
splash, and take suitable fuel containment measures.
 Wrap a shop towel around the fuel pressure gauge connection to
absorb fuel leakage that occurs when connecting the test
equipment. Place the towel in an approved container when complete.
 Never store fuel in an open container due to the possibility of fire or
explosion. Have a dry chemical (Class B) fire extinguisher nearby.
DIAGNOSTIC TEST
1. CHECK FUEL DELIVERY SYSTEM FOR LEAKS AND DAMAGE
1. Visually and physically inspect the fuel delivery system for external leaks and damage.
Is the system leaking or damaged?
Yes
 Repair / replace as necessary.

No
Go To 2.

2. INSTALL APPROPRIATE FUEL LINE ADAPTERS / FITTING FROM GAS AND DIESEL
FUEL PRESSURE/DECAY TESTER 8978A
Fig. 10: Fuel Line Adapters/Fitting

WARNING: The fuel system is under a constant pressure (even with the
engine off). Before testing or servicing any fuel system hose,
fitting, or line, the fuel system pressure must be released.
Failure to follow these instructions can result in possible
2. Disconnect the frame rail fuel supply line connector between the fuel supply line and the fuel rail.
3. Install the appropriate Fuel Line Adapters / Fitting from Gas and Diesel Fuel Pressure/Decay Tester
(special tool #8978A, Decay Tool, Fuel).
Proceed
Go To 3.
3. INSTALL FUEL PRESSURE GAUGE ASSEMBLY
Fig. 11: Identifying Fuel Pressure Gauge Assembly

1. Connect Fuel Pressure Gauge Assembly Fuel Inlet Hose (special tool #8978-1, Gauge, Fuel
Pressure Assembly) (1) and Fuel Outlet Hose (2) to the Fuel Line Adapters / Fitting.
2. Connect Drain Extension Hose 535680 (3) to the Fuel Pressure Gauge Assembly Drain Hose (5).
3. Connect the Reservoir Assembly 534960 (4) to the Drain Extension Hose 535680 (3).
WARNING: To reduce the risk of fire and serious possible serious or fatal
injury, place Reservoir Assembly 534960 (4) on the floor and
out of the way so that it is not a trip hazard.
Proceed
Go To 4.

4. CHECK FUEL PRESSURE


1. Perform the following procedure to purge air from the system:

 CAUTION: Stop All Actuations.

Disconnect, empty and then reconnect the Reservoir Assembly.


2. Turn the ignition on, wait five seconds, turn the ignition off and then wait 1 minute before
proceeding.
3. Read the Fuel Pressure Gauge (3) and record the reading. The fuel pressure specification is 350 kPa
+/- 25 kPa (50.8 psi +/- 3.6 psi).
Is the fuel pressure within specifications?
Yes
 Go To 5.
No
Perform the Checking The Fuel Delivery System diagnostic procedure as directed.

5. CHECK FUEL DELIVERY SYSTEM FOR LEAK DOWN
Fig. 13: Checking Fuel Delivery System For Leak Down

1. Close the Fuel System Isolation Valve (1) and then wait five minutes before proceeding.
2. Read the Fuel Inlet (2) and Fuel Outlet (3) Pressure Gauges. The pressure should not drop more
than 10 psi on either gauge.
Does the fuel pressure drop more than 10 psi?
Yes - On Fuel Inlet Gauge (1)
 Replace the fuel pump module.

Yes - On Fuel Outlet Gauge (2)
 Replace the leaking fuel injector(s).

No
 If directed here by another test, return to that test. Otherwise, test complete.
EMISSION APPLICATIONS 2012 Fiat - 500
EMISSION APPLICATIONS
2012 Fiat - 500
EMISSION APPLICATIONS
2012 500
Engine & Fuel System (1) Emission Control Systems & EGR Test No.
Devices
1.4L (83") 4-Cyl PCV, EVAP, TWC, SPK, (2) ...
HO2S, CEC, MIL, EVAP-VC,
ORVR-CV
(1) Major emission control systems and devices are listed in bold type; components and other related
devices are listed in light type.
(2) Equipped with 2.
2012 ENGINE PERFORMANCE Emissions Control - Fiat 500
Emissions Control - Fiat 500
EVAPORATIVE EMISSIONS (EXCEPT EAJ)

DESCRIPTION
DESCRIPTION
Fig. 1: EVAP System Components

CALL OUT DESCRIPTION

1 Fresh Air Filter
2 Evaporative System Integrity Monitor (ESIM)
3 Evaporative Charcoal Canister

4 Fuel Tank Vent (Check Valve)
5 Control Valve
6 Inlet Check Valve
7 Fuel Tank Pressure Sensor
8 To Engine Purge Solenoid and Intake Manifold
9 Fuel Fill Tube
The evaporative emissions system is designed to control the release of fuel vapors into the atmosphere. The fuel
tank check valve (4) and control valve (5) are used to reduce emissions due to the venting of vapor expansion
within the fuel tank. When fuel evaporates from the fuel tank, vapors pass through a vent hose to the
evaporative charcoal canister (3) where they are temporarily held. When the engine is running, the vapors are
drawn into the intake manifold (8). In addition, fuel vapors produced during vehicle refueling are allowed to
pass through the vent hose to the evaporative charcoal canister (3) for temporary storage (prior to being drawn
into the intake manifold). The fuel tank check valve (4) and control valve (5) are non-serviceable components of
the fuel tank assembly. The system is equipped with self-diagnosing capability using an Evaporative System
Integrity Monitor (2). Refer to SWITCH, EVAPORATIVE EMISSIONS SYSTEM MONITOR,
OPERATION.
The fuel tank pressure sensor (7) provides the PCM with information on vapor pressure inside the fuel tank.
Excessive fuel tank pressure could cause fuel vapors to vent out the fuel filler cap or damage system
components while insufficient fuel tank pressure (vacuum) caused by lack of fresh air entering the tank (1) to
take the place of consumed fuel could lead to collapsed tank, lines or loss of fuel pressure.
The inlet check valve (6) prevents fuel from splashing back on the customer during vehicle refueling. This valve
is also a non-serviceable component of the fuel tank assembly.
SPECIFICATIONS
SPECIFICATIONS

Vapor Canister to
9 - 80
Vehicle - Nuts
PCV Valve 2.5 - 22
CANISTER, VAPOR
OPERATION
OPERATION
The Evaporative System Vapor Canister is filled with granules of an activated carbon mixture. Fuel vapors
entering the EVAP canister is absorbed by the charcoal granules.
Fuel tank pressure vents into the EVAP canister. Fuel vapors are temporarily held in the canister until they can
be drawn into the intake manifold. The duty cycle EVAP canister purge solenoid allows the EVAP canister to
be purged at predetermined times and at certain engine operating conditions.
REMOVAL
REMOVAL
Fig. 2: Electrical Connector, Vapor Canister, Fuel Vapor Lines, Mounting Nuts & Vent Tube

2. Raise vehicle.
3. Disconnect the electrical connector (4) to the vapor canister (5).
4. Disconnect the fuel vapor lines (1, 2) to the canister.
5. Remove the vent tube (6).
6. Remove the mounting nuts (3) and remove the canister from the vehicle.
INSTALLATION
INSTALLATION
1. Position the vapor canister (5) into the vehicle. Tighten the mounting nuts to 9 N.M (80 in.lbs.).
2. Connect the fuel vapor lines (1, 2).
3. Connect the vent line (6).
5. Lower vehicle.
CAP, FUEL FILLER
DESCRIPTION
DESCRIPTION
The plastic fuel fill cap is a threaded/quarter turn onto the end of the fuel fill tube. Its purpose is to retain vapors
and fuel in the fuel tank.
OPERATION
OPERATION
The loss of any fuel vapor out of fuel filler tube is prevented by the use of pressure-vacuum fuel fill cap. Relief
valves inside the cap will release fuel tank pressure at predetermined pressures. Fuel tank vacuum will also be
released at predetermined values. This cap must be replaced by a similar unit if replacement is necessary. This
is in order for the system to remain effective.
CAUTION: Remove the fill cap before servicing any fuel system component to relieve
fuel tank pressure. If the cap is left off or loose, a Diagnostic Trouble Code
(DTC) may be set.
REMOVAL
REMOVAL
If replacement of the 1/4 turn fuel tank filler tube cap is necessary, it must be replaced with an identical cap to
be sure of correct system operation.
CAUTION: Remove the fuel tank filler tube cap to relieve fuel tank pressure. The cap
must be removed prior to disconnecting any fuel system component or
before draining the fuel tank.
LINES, VACUUM
DESCRIPTION
DESCRIPTION
A vacuum schematic for emission related items can be found on the vehicles VECI label. Refer to Vehicle
Emission Control Information (VECI) Label for label location.
ONBOARD REFUEL VAPOR RECOVERY (ORVR)
DESCRIPTION
DESCRIPTION
The ORVR (On-Board Refueling Vapor Recovery) system consists of a unique fuel tank, flow management
valve, fluid control valve, one-way check valve and vapor canister.
OPERATION
OPERATION
The ORVR (On-Board Refueling Vapor Recovery) system is used to remove excess fuel tank vapors. This is
done while the vehicle is being refueled.
Fuel flowing into the fuel filler tube (approx. 1" I.D.) creates an aspiration effect drawing air into the fuel fill
tube. During refueling, the fuel tank is vented to the EVAP canister to capture escaping vapors. With air
flowing into the filler tube, there are no fuel vapors escaping to the atmosphere. Once the refueling vapors are
captured by the EVAP canister, the vehicle's computer controlled purge system draws vapor out of the canister
for the engine to burn. The vapor flow is metered by the purge solenoid so that there is no, or minimal impact
on driveability or tailpipe emissions.
As fuel starts to flow through the fuel fill tube, it opens the normally closed check valve and enters the fuel
tank. Vapor or air is expelled from the tank through the control valve and on to the vapor canister. Vapor is
absorbed in the EVAP canister until vapor flow in the lines stops. This stoppage occurs following fuel shut-off,
or by having the fuel level in the tank rise high enough to close the control valve. This control valve contains a
float that rises to seal the large diameter vent path to the EVAP canister. At this point in the refueling process,
fuel tank pressure increases, the check valve closes (preventing liquid fuel from spiting back at the operator),
and fuel then rises up the fuel filler tube to shut off the dispensing nozzle.
SENSOR, FUEL TANK PRESSURE
DESCRIPTION
DESCRIPTION
Fig. 4: Fuel Tank Pressure Sensor

The fuel tank pressure sensor provides the PCM with information on vapor pressure inside the fuel tank. The
sensor is a diaphragm-type pressure sensor and varies its voltage output depending on fuel tank pressure. When
the fuel tank isolation valve is activated (closed), preventing fuel vapors from leaving the tank, the PCM will
monitor the fuel tank pressure sensor to prevent pressure from increasing or decreasing to an unsafe level.
Excessive fuel tank pressure could cause fuel vapors to vent out the fuel filler cap or damage system
components while insufficient fuel tank pressure (vacuum) caused by lack of air entering the tank to take the
place of consumed fuel could lead to collapsed tank, lines or loss of fuel pressure.
REMOVAL
REMOVAL
Fig. 5: Left Rear Splash Shield & 3 Bolts

NOTE: Left rear splash shield shown in illustration, right rear splash shield similar.

2. Remove the fuel filler cap to relieve tank pressure.
3. Raise and support the vehicle (Refer to HOISTING Lifting and Hoisting).
REMOVAL .
Fig. 6: Fuel Tank Pressure Sensor Electrical Connector

5. Disconnect the fuel tank pressure sensor electrical connector (1).

Fig. 7: Retaining Tab & Fuel Tank Pressure Sensor

6. Carefully raise the retaining tab (2), rotate and remove the fuel tank pressure sensor (1) from the fuel tank
vent tube.
Fig. 8: Fuel Tank Pressure Sensor Seal

7. The fuel tank pressure sensor seal (1) can be reused if not damaged.
INSTALLATION
INSTALLATION
Fig. 9: Fuel Tank Pressure Sensor Seal

1. The fuel tank pressure sensor seal (1) can be reused if not damaged.
Fig. 10: Installing Fuel Tank Pressure Sensor

2. Install the fuel tank pressure sensor (1) into the fuel tank vent tube and rotate into position.
Fig. 11: Fuel Tank Pressure Sensor Electrical Connector

3. Connect the fuel tank pressure sensor electrical connector (1).
Fig. 12: Left Rear Splash Shield & 3 Bolts

similar.
INSTALLATION .
SOLENOID, EVAPORATIVE EMISSIONS PURGE
DESCRIPTION
DESCRIPTION
Fig. 13: Purge Solenoid & Molded Vapor Line

The purge solenoid (1) is located in the engine compartment attached to a bracket mounted on the intake
manifold and held in place with a rubber grommet. The molded vapor line (4) is part of the purge solenoid.
The Powertrain Control Module (PCM) operates the EVAP canister purge solenoid depending upon engine
operating conditions.
OPERATION
OPERATION
The Powertrain Control Module (PCM) operates the solenoid.
During the cold start warm-up period and the hot start time delay, the PCM does not energize the solenoid.
When de-energized, no vapors are purged. The PCM de-energizes the solenoid during open loop operation.
The engine enters closed loop operation after it reaches a specified temperature and the time delay ends. During
closed loop operation, the PCM energizes and de-energizes the solenoid 5 or 10 times per second, depending
upon operating conditions. The PCM varies the vapor flow rate by changing solenoid pulse width. Pulse width
is the amount of time the solenoid energizes. The PCM adjusts solenoid pulse width based on engine operating
condition.
REMOVAL
REMOVAL
Fig. 14: Purge Solenoid, Intake Manifold, Quick Disconnect Fitting & Electrical Connector
The purge solenoid (2 ) is located in the engine compartment attached to a bracket mounted on the intake
manifold (4 ).
1. Disconnect the vapor line at the at the quick disconnect fitting (3).
2. Disconnect the vacuum hose from purge solenoid.
3. Disconnect the electrical connector (1) at the purge solenoid (2).
4. Slide the purge solenoid away from the intake manifold off of the mounting bracket.
INSTALLATION
INSTALLATION
Fig. 15: Purge Solenoid, Intake Manifold, Quick Disconnect Fitting & Electrical Connector
1. Using care, Route the vapor line through the intake manifold (4).
2. Slide the purge solenoid (2) onto the mounting bracket.
3. Connect the electrical connector (1) to the purge solenoid.
4. Connect the vacuum line (5) to the purge solenoid.
5. Connect the vapor line to the quick connect (3).
SWITCH, EVAPORATIVE EMISSIONS SYSTEM MONITOR
OPERATION
OPERATION
Fig. 16: Exploded View Of ESIM

The ESIM (Evaporative System Integrity Monitor) mounts directly to the vapor canister, eliminating the need
for a mounting bracket. It is critical that the ESIM is mounted vertically. On vehicles where the vapor canister is
mounted on an angle, the ESIM requires an adaptor to maintain a vertical position. When the ESIM is installed
vertically, the electrical connector is in the 3 o'clock position.
The ESIM consists of the following components:
 ESIM Housing (1)

 Diaphragm (2)
 Switch (3)
 Cover (4)
 Small Check Valve (5)
 Large Check Valve (6)
Fig. 17: Cut Away View Of ESIM

The ESIM consists of housing, two weighted check valves (1 and 4), a diaphragm (3), a switch and a cover. A
seal is attached at the end of each weighted check valve. The large weight check valve seals for pressure. The
small weight check valve seals for vacuum.
During refueling, pressure is built up in the evaporative system. When pressure reaches approximately.5 inches
of water, the large check valve (1) unseats and pressure vents to the fresh air filter.
Conversely, when the system cools, and the resulting vacuum lifts the small check valve from its seat and
allows fresh air to enter the system through the fresh air inlet (2) and relieves the vacuum condition. When a
calibrated amount of vacuum is achieved in the evaporative system, the diaphragm is pulled inward, pushing on
the spring and closing the contacts.
The ESIM conducts test on the evaporative system as follows: An engine off, non-intrusive test for small leaks
and an engine running, intrusive test for medium/large leaks.
The ESIM weights seal the evaporative system during engine off conditions. If the evaporative system is sealed,
it will be pulled into a vacuum, either due to the cool down from operating temperature or diurnal ambient
temperature cycling. When the vacuum in the system exceeds about 1" H20, the vacuum switch closes. The
switch closure sends a signal to the PCM. In order to pass the non-intrusive small leak test, the ESIM switch
must close within a calculated amount of time and within a specified amount of key-off events.
If the ESIM switch does not close as specified, the test is considered inconclusive and the intrusive engine
running test will be run during the next key-on cycle. This intrusive test will run on the next cold engine
running condition.
Conditions for running the intrusive test are:
 After the vehicle is started, the engine coolant temperature must be within 50° F (10° C) of ambient to
indicate a cold start.
 The fuel level must be between 12% and 88%.
 The engine must be in closed loop.
 Manifold vacuum must be greater than a minimum specified value.
 Ambient temperature must be between 39° F and 98° F (4° C and 37° C) and the elevation level must be
below 8500 feet (2591 meters).
The test is accomplished by the PCM activating the purge solenoid to create a vacuum in the evaporative
system. The PCM then measures the amount of time it takes for the vacuum to dissipate. This is known as the
vacuum decay method. If the switch opens quickly a large leak is recorded. If the switch opens after a
predetermined amount of time, then the small leak matures. If the switch does not close, then a general
evaporative failure is recorded. The purge monitor tests the integrity of the hose attached between the purge
valve and throttle body/intake. The purge monitor is a two stage test and it runs only after the evaporative
system passes the small leak test.
Even when all of the thresholds are met, a small leak won't be recorded until after the medium/large leak
monitor has been run. This is accomplished by the PCM activating the purge solenoid to create a vacuum in the
evaporative system. The PCM then measures the amount of time it takes for the vacuum to dissipate. This is
known as the vacuum decay method. If the switch opens quickly a large leak is recorded. If the switch opens
after a predetermined amount of time, then the small leak matures. If the medium/large leak test runs and the
ESIM switch doesn't close, a general evaporative test is run. The purge solenoid is activated for approximately
10 seconds, increasing the amount of vacuum in the system. If the ESIM switch closes after the extended purge
activation, a large leak fault is generated. If the switch doesn't close, a general evaporative system fault is
generated.
The purge monitor tests the integrity of the hose attached between the purge valve and throttle body/intake. The
purge monitor is a two stage test and it runs only after the evaporative system passes the small leak test.
Stage one of the purge monitor is non-intrusive. The PCM monitors the purge vapor ratio. If the ratio is above a
calibrated specification, the monitor passes. Stage two is an intrusive test and it runs only if stage one fails.
During the stage two test, the PCM commands the purge solenoid to flow at a specified rate to force the purge
vapor ratio to update. The vapor ratio is compared to a calibrated specification and if it is less than specified, a
one-trip failure is recorded.
The ESIM switch stuck closed monitor checks to see if the switch is stuck closed. This is a power down test that
runs at key-off; when the PCM sees 0 RPM's, the purge solenoid is energized for a maximum of 30 seconds,
venting any vacuum trapped in the evaporative system. If the switch opens or was open before the test began,
the monitor passes. If the switch doesn't open, the monitor fails. This is a two-trip MIL. The star scan tool can
be used to force the ESIM switch stick closed monitor to run.
The PCM also uses the ESIM to detect a loose or missing gas cap. The PCM controller looks for a change in the
fuel level (25% minimum) and then gas cap is loose or missing. If a medium/large leak is detected, a loose gas
cap light illuminates and a pending one-trip fault code is set. On the PCM, this is a three-trip fault before the
code matures
REMOVAL
REMOVAL
WARNING: Do not smoke or use open flames/sparks when servicing the fuel system.
Wear protective clothing and eye protection. Make sure the area in which
the vehicle is being serviced is in a well ventilated area and free of
flames/sparks. Failure to comply may result in serious or fatal injury.
The Evaporative System Integrity Monitor (ESIM) (3) is very similar to the NVLD. However, the design of the
ESIM has been simplified and unlike the NVLD the ESIM does not require a solenoid. The ESIM mounts
directly to the EVAP vapor canister, eliminating the need for a mounting bracket. The EVAP vapor canister is
located in the left rear quarter panel behind the left rear wheelhouse splash shield.
Fig. 18: Negative Battery Cable

1. Disconnect and isolate the negative battery cable (2).

2. Remove the fuel tank filler cap.
NOTE: When removing the fresh air hose, remove the hose at the fresh air filter
first, this will eliminate the risk of breaking the nipple from the ESIM during
removal.
4. Carefully remove the ESIM fresh air hose (6).

5. Disconnect the electrical connector (4) at the ESIM.
Fig. 20: Locating Lock Tab

6. A lock tab (see arrow) is used on the back of the switch. Push the lock tab towards ESIM switch while
rotating counterclockwise 1/4 turn for removal.
The fresh air lines and hoses from the ESIM must have a clear opening to the atmosphere. Check the
fresh air lines, including the fresh air filter, for obstructions or restrictions at the ESIM. If a restriction is
present, the system will not allow free flow passage of clean air, and an early shut off of the fuel fill
nozzle may occur during refueling.
7. Clean any dirt from ESIM switch, lines and EVAP canister opening.
8. Inspect the ESIM O-ring, replace if necessary.
INSTALLATION
INSTALLATION
WARNING: Do not smoke or use open flames/sparks when servicing the fuel system.
Wear protective clothing and eye protection. Make sure the area in which
the vehicle is being serviced is in a well ventilated area and free of
flames/sparks. Failure to comply may result in serious or fatal injury.
Fig. 21: Locating Lock Tab

1. A lock tab (see arrow) is used on the back of the switch. Position the ESIM switch into the EVAP canister
and rotate switch until the locking tab locks into position.
2. Connect the ESIM fresh air hose (6) at the fresh air filter.
3. Connect the electrical connector (4) at the ESIM.
Fig. 23: Negative Battery Cable


5. Connect the negative battery cable (2).
6. Install the fuel tank filler cap.
VALVE, POSITIVE CRANKCASE VENTILATION (PCV)
OPERATION
OPERATION
Fig. 24: Engine Off Or Engine Backfire No Vapor Flow

When the engine is not operating or during an engine backfire, the spring forces the plunger back against the
seat. This prevents vapors from flowing through the valve.
Fig. 25: High Intake Manifold Vacuum Minimal Vapor Flow

When the engine is at idle or cruising, high manifold vacuum is present. At these times manifold vacuum is able
to completely compress the spring and pull the plunger to the top of the valve. In this position there is minimal
vapor flow through the valve.
Fig. 26: Moderate Intake Manifold Vacuum Maximum Vapor Flow

During periods of moderate intake manifold vacuum the plunger is only pulled part way back from the inlet.
This results in maximum vapor flow through the valve.
DIAGNOSIS AND TESTING - PCV SYSTEM
WARNING: apply parking brake and/or block wheels before performing any test or
adjustment with the engine operating.
1. With engine idling, remove the hose from the PCV valve. If the valve is not plugged, a hissing noise will
be heard as air passes through the valve. A strong vacuum should also be felt when a finger is placed over
the valve inlet.
2. Install hose on PCV valve. Remove the make-up air hose from the air plenum at the rear of the engine.
Hold a piece of stiff paper (parts tag) loosely over the end of the make-up air hose.
3. After allowing approximately one minute for crankcase pressure to reduce, the paper should draw up
against the hose with noticeable force. If the engine does not draw the paper against the grommet after
installing a new valve, replace the PCV valve hose.
4. Turn the engine off. Remove the PCV valve from intake manifold. The valve should rattle when shaken.
5. Replace the PCV valve and retest the system if it does not operate as described in the preceding tests. Do
not attempt to clean the old PCV valve.
REMOVAL
REMOVAL

Fig. 28: PCV Hose & PCV Valve

2. Remove the PCV hose (1).

3. Remove the PCV valve (2).
INSTALLATION
INSTALLATION
Fig. 29: PCV Valve & PCV Hose

1. Lightly lubricate the PCV valve O-ring seal with clean engine oil.
2. Install the PCV valve and tighten to 2.5 N.m (22 in. lbs.).
3. Install the PCV hose (1).

4. Install engine cover (1).
EVAPORATIVE EMISSIONS (EAJ)

DESCRIPTION
DESCRIPTION
Fig. 31: Fuel Tank, Float Valve, Carbon Filter Evaporation (EVAP) Canister & Solenoid Valve
The evaporative emissions system is designed to control the release of fuel vapors into the atmosphere. The
system is composed of the fuel tank (1), float valve (2), a two-way ventilation valve inside the fuel filler cap, a
carbon filter evaporation (EVAP) canister (3) and a solenoid valve (4) operated by the powertrain control
module (PCM).
The system works at high ambient temperatures when increasing fuel temperature causes the fuel to evaporate.
Evaporating fuel causes the pressure inside the fuel tank to increase. The float valve (2) is located at the highest
point on the fuel tank and consequently always allows the fuel vapors to reach the EVAP canister (3) where
they are stored. The float valve also allows air into the fuel tank via the EVAP canister as the fuel level or
temperature decreases.
When the engine is running, the PCM controls the EVAP solenoid valve (4) which allows intake manifold
vacuum to scavenge the fuel vapors stored in the EVAP canister.
In the event of extreme pressure or vacuum within the fuel tank, a safety valve located in the fuel filler cap
opens.
SPECIFICATIONS
SPECIFICATIONS

Vapor Canister to
9 - 80
Vehicle - Nuts
CANISTER, VAPOR
OPERATION
OPERATION
The Evaporative System Vapor Canister is filled with granules of an activated carbon mixture. Fuel vapors
entering the EVAP canister is absorbed by the charcoal granules.
Fuel tank pressure vents into the EVAP canister. Fuel vapors are temporarily held in the canister until they can
be drawn into the intake manifold. The duty cycle EVAP canister purge solenoid allows the EVAP canister to
be purged at predetermined times and at certain engine operating conditions.
REMOVAL
REMOVAL
Fig. 32: Fuel Vapor Lines & Canister


2. Remove the right rear tire and wheel assembly. Refer to REMOVAL .
3. Disconnect the fuel vapor lines (2) from the canister (1).
4. Remove the mounting nuts and remove the canister (1) from the vehicle.
INSTALLATION
INSTALLATION
Fig. 33: Fuel Vapor Lines & Canister

1. Position the vapor canister (1) into the vehicle. Tighten the mounting nuts to 9 N.m (80 in. lbs.).
2. Connect the fuel vapor lines (2).
CAP, FUEL FILLER
DESCRIPTION
DESCRIPTION
The plastic fuel fill cap is a threaded/quarter turn onto the end of the fuel fill tube. Its purpose is to retain vapors
and fuel in the fuel tank.
OPERATION
OPERATION
The loss of any fuel vapor out of fuel filler tube is prevented by the use of pressure-vacuum fuel fill cap. Relief
valves inside the cap will release fuel tank pressure at predetermined pressures. Fuel tank vacuum will also be
released at predetermined values. This cap must be replaced by a similar unit if replacement is necessary. This
is in order for the system to remain effective.
CAUTION: Remove the fill cap before servicing any fuel system component to relieve
fuel tank pressure. If the cap is left off or loose, a Diagnostic Trouble Code
(DTC) may be set.
REMOVAL
REMOVAL
If replacement of the 1/4 turn fuel tank filler tube cap is necessary, it must be replaced with an identical cap to
be sure of correct system operation.
CAUTION: Remove the fuel tank filler tube cap to relieve fuel tank pressure. The cap
must be removed prior to disconnecting any fuel system component or
before draining the fuel tank.
LINES, VACUUM
DESCRIPTION
DESCRIPTION
A vacuum schematic for emission related items can be found on the vehicles VECI label. Refer to appropriate
Vehicle Emission Control Information (VECI) Label for label location.
ONBOARD REFUEL VAPOR RECOVERY (ORVR)
DESCRIPTION
DESCRIPTION
The ORVR (On-Board Refueling Vapor Recovery) system consists of a unique fuel tank, flow management
valve, fluid control valve, one-way check valve and vapor canister.
OPERATION
OPERATION
The ORVR (On-Board Refueling Vapor Recovery) system is used to remove excess fuel tank vapors. This is
done while the vehicle is being refueled.
Fuel flowing into the fuel filler tube (approx. 1" I.D.) creates an aspiration effect drawing air into the fuel fill
tube. During refueling, the fuel tank is vented to the EVAP canister to capture escaping vapors. With air
flowing into the filler tube, there are no fuel vapors escaping to the atmosphere. Once the refueling vapors are
captured by the EVAP canister, the vehicle's computer controlled purge system draws vapor out of the canister
for the engine to burn. The vapor flow is metered by the purge solenoid so that there is no, or minimal impact
on driveability or tailpipe emissions.
As fuel starts to flow through the fuel fill tube, it opens the normally closed check valve and enters the fuel
tank. Vapor or air is expelled from the tank through the control valve and on to the vapor canister. Vapor is
absorbed in the EVAP canister until vapor flow in the lines stops. This stoppage occurs following fuel shut-off,
or by having the fuel level in the tank rise high enough to close the control valve. This control valve contains a
float that rises to seal the large diameter vent path to the EVAP canister. At this point in the refueling process,
fuel tank pressure increases, the check valve closes (preventing liquid fuel from spiting back at the operator),
and fuel then rises up the fuel filler tube to shut off the dispensing nozzle.
SOLENOID, EVAPORATIVE EMISSIONS PURGE
DESCRIPTION
DESCRIPTION
Fig. 34: Vacuum Hose, Evaporative Emissions (EVAP) Purge Solenoid, Electrical Connector, Retaining
Clip
The evaporative emissions (EVAP) purge solenoid (1) is located on the engine intake manifold.
The Powertrain Control Module (PCM) operates the EVAP solenoid depending upon engine operating
conditions.
OPERATION
OPERATION
The Powertrain Control Module (PCM) operates the solenoid.
During the cold start warm-up period and the hot start time delay, the PCM does not energize the solenoid.
When de-energized, no vapors are purged. The PCM de-energizes the solenoid during open loop operation.
The engine enters closed loop operation after it reaches a specified temperature and the time delay ends. During
closed loop operation, the PCM energizes and de-energizes the solenoid 5 or 10 times per second, depending
upon operating conditions. The PCM varies the vapor flow rate by changing solenoid pulse width. Pulse width
is the amount of time the solenoid energizes. The PCM adjusts solenoid pulse width based on engine operating
condition.
REMOVAL
REMOVAL
Clip

2. Disconnect the vacuum hose (4) from purge solenoid (1).
3. Disconnect the electrical connector (3) from the purge solenoid (1).
4. Remove the retaining clip (2) and the purge solenoid (1) from the intake manifold.
INSTALLATION
INSTALLATION
Clip
1. Install the purge solenoid (1) into the intake manifold and secure with the retaining clip (2).
2. Connect the electrical connector (3) to the purge solenoid.
3. Connect the vacuum hose (4) to the purge solenoid.
2012 ENGINE PERFORMANCE Mode 6 - Fiat
Mode 6 - Fiat
INTRODUCTION
Mode 6 is designed to allow access to the results of onboard diagnostic monitoring tests of specific
components/systems that are not continuously monitored. These systems include the catalytic converter, EVAP
system, oxygen sensor, oxygen sensor heater, EGR system, secondary AIR system, and sometimes misfire.
Mode 6 data is output from the PCM/ECM in hexadecimal form. The $ sign indicates a hexadecimal number.
Depending on the software in the scanner, the output could be displayed in hexadecimal numbers (no
conversion), raw data (conversion to decimal numbers), or measurable values (applying conversion factor to
raw data).
Before reading mode 6 information, ensure that the monitor for the information you are accessing has run to
completion. If the monitor is not complete, the mode 6 data will not be accurate.
2012 VEHICLES
2012 GASOLINE I4 FOR FIAT 500
Fiat 500
This application chart provides documentation for what Service ID $06 OBDMIDs, TIDs, and scaling IDs are
implemented in the 8GMC ECU. The following defines the convention used to determine the required level of
support, with the following appreciation being used:
Mandatory (M) 'M' in the column under Service ID $06 indicates that this PID is supported for all applications.
Conditional (C) 'C' indicates that this PID is application-specific and applies only to certain conditional
packages such as dual-bank O2 systems, CNG/LPG fuels, charge temp equipped packages, etc.
FIAT 500
Service ID $06
OBDMID (Hex) OBDMID Description Test ID (TID) Scaling ID
All I4 Engines
00 OBDMIDs supported ($01 - - - M
$20)
01 Oxygen Sensor Monitor Bank
1 - Sensor 1
 O2 Sensor Final Ratio 83 AF M
Result
02 Oxygen Sensor Monitor Bank
1 - Sensor 2
 Minimum sensor 07 0B M
voltage for test cycle

 Maximum sensor 08 0B M
voltage for test cycle
 Slow Response Rich to 81 04 M
Lean Result
 Signal Biased Rich 82 01 M
Mass Flow Result
 Signal Biased Rich 83 8A M
Voltage Result
$40)
21 Catalyst Monitor Bank 1
O2 Sensor Test Ratio 92 2F M
Result
35 VVT/VCT Monitor Bank 1
 Solenoid 1 Stuck 85 5 M
Result
Result
Result
Result
 Solenoid 1 Switch On 89 10 M
Time Result
 Solenoid 2 Switch On 8A 10 M
Time Result
 Solenoid 3 Switch On 8B 10 M
Time Result
 Solenoid 4 Switch On 8C 10 M
Time Result
 Solenoid 1 Switch Off 8D 10 M
Time Result
 Solenoid 2 Switch Off 8E 10 M
Time Result
 Solenoid 3 Switch Off 8F 10 M
Time Result
Solenoid 4 Switch Off 90 10 M
Time Result
39 EVAP Monitor (Cap Off)
Natural Vacuum Leak 87 35 M

Detection (NVLD)
Test Time
3A EVAP Monitor (0.090")
Natural Vacuum Leak 87 35 M
Detection (NVLD)
Test Time
3C EVAP Monitor (0.020")
 Natural Vacuum Leak 85 34 M
Detection (NVLD)
Accumulated Engine
'ON' Time
Detection (NVLD)
Accumulated Engine
'OFF' Time
 Switch Time to Close 90 34 M
3D Purge Flow Monitor
Detection (NVLD)
Test Time
 Intrusive Side 1 90 81 M
Result
 Intrusive Side 2 91 81 M
Result
 Non-Intrusive Side 1 92 81 M
Result
 Fuel Tank Pressure 93 81 M
Sensor Result
 Non-Intrusive Side 2 94 81 M
Result
$60)
41 Oxygen Sensor Heater
Monitor Bank 1 - Sensor 1
 O2 Heater Resistance 99 16 M
Result
42 Oxygen Sensor Heater
Monitor Bank 1 - Sensor 2
 O2 Heater Resistance 9A 14 M
Result

$80)
$A0)
A0 OBDMIDs supported ($A1 - - - M
$C0)
A2 Misfire Cylinder 1 Data
 EWMA (Exponential 0B 24 M
Weighted Moving
Average)
 Misfire counts for 0C 24 M
last/current driving
cycles
Weighted Moving
Average)
cycles
Weighted Moving
Average)
cycles
Weighted Moving
Average)
cycles
2012 ENGINE PERFORMANCE Powertrain Control Module (PCM) - Electrical Diagnostics - Fiat 500 (EAB)
Powertrain Control Module (PCM) - Electrical Diagnostics - Fiat 500 (EAB)

DTC Description
P0054 O2 SENSOR 1/2 HEATER RESISTANCE
P0069 MANIFOLD PRESSURE/BAROMETRIC PRESSURE CORRELATION
P0071 AMBIENT AIR TEMPERATURE SENSOR PERFORMANCE
P0072 AMBIENT AIR TEMPERATURE SENSOR CIRCUIT LOW
P0073 AMBIENT AIR TEMPERATURE SENSOR CIRCUIT HIGH
P0105 MANIFOLD ABSOLUTE PRESSURE SENSOR / BAROMETRIC PRESSURE
SENSOR CIRCUIT
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
P0114 INTAKE AIR TEMPERATURE SENSOR INTERMITTENT
P0116 ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT PERFORMANCE
P0117 ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT LOW
P0119 ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT INTERMITTENT
P0128 THERMOSTAT RATIONALITY
P0130 O2 SENSOR 1/1 CIRCUIT
P0137 O2 SENSOR 1/2 CIRCUIT LOW
P0138 O2 SENSOR 1/2 CIRCUIT HIGH
P0140 O2 SENSOR 1/2 NO ACTIVITY DETECTED
P0171 FUEL SYSTEM 1/1 LEAN
P0172 FUEL SYSTEM 1/1 RICH

P0195 ENGINE OIL TEMPERATURE SENSOR CIRCUIT
P0196 ENGINE OIL TEMPERATURE SENSOR CIRCUIT PERFORMANCE
P0197 ENGINE OIL TEMPERATURE SENSOR CIRCUIT LOW
P0198 ENGINE OIL TEMPERATURE SENSOR CIRCUIT HIGH
P0219 ENGINE OVERSPEED
P0298 ENGINE OIL TEMPERATURE TOO HIGH
P0300 MULTIPLE CYLINDER MISFIRE
P0315 NO CRANK SENSOR LEARNED
P0324 KNOCK CONTROL SYSTEM
P0325 KNOCK SENSOR 1 CIRCUIT
P0326 KNOCK SENSOR 1 CIRCUIT PERFORMANCE
P0327 KNOCK SENSOR 1 CIRCUIT LOW
P0328 KNOCK SENSOR 1 CIRCUIT HIGH
P0335 CRANKSHAFT POSITION SENSOR CIRCUIT
P0339 CRANKSHAFT POSITION SENSOR INTERMITTENT
P0340 CAMSHAFT POSITION SENSOR CIRCUIT
P0342 CAMSHAFT POSITION SENSOR CIRCUIT LOW
P0343 CAMSHAFT POSITION SENSOR CIRCUIT HIGH
P0420
CATALYST EFFICIENCY (BANK 1)

P0440 GENERAL EVAP SYSTEM FAILURE
P0441 EVAP PURGE SYSTEM PERFORMANCE
P0444 EVAP PURGE SOLENOID CIRCUIT OPEN
P0451 FUEL TANK PRESSURE SENSOR PERFORMANCE
P0452 EVAP PRESSURE SWITCH STUCK CLOSED
P0455 EVAP PURGE SYSTEM LARGE LEAK
P0456 EVAP PURGE SYSTEM SMALL LEAK
P0457 LOOSE FUEL CAP
P0458 EVAP PURGE CONTROL CIRCUIT LOW
P0459 EVAP PURGE CONTROL CIRCUIT HIGH
P0461 FUEL LEVEL SENSOR 1 PERFORMANCE
P0462 FUEL LEVEL SENSOR 1 CIRCUIT LOW
P0463 FUEL LEVEL SENSOR 1 CIRCUIT HIGH
P0500 NO VEHICLE SPEED SENSOR SIGNAL
P0501 VEHICLE SPEED SENSOR 1 PERFORMANCE
P0504 BRAKE SWITCH A/B CORRELATION
P0506 IDLE SPEED PERFORMANCE LOWER THAN EXCEPTED
P0507 IDLE SPEED PERFORMANCE HIGHER THAN EXCEPTED
P050B COLD START IGNITION TIMING PERFORMANCE
P0513 INVALID SKIM KEY
P0520 ENGINE OIL PRESSURE SENSOR CIRCUIT
P0532 A/C PRESSURE SENSOR CIRCUIT LOW
P0533 A/C PRESSURE SENSOR CIRCUIT HIGH
P0562 BATTERY VOLTAGE LOW
P0563 BATTERY VOLTAGE HIGH
P0564 SPEED CONTROL SWITCH 1
P0572 BRAKE SWITCH 1 STUCK ON
P0573 BRAKE SWITCH 1 STUCK OFF
P0601 INTERNAL MEMORY CHECKSUM INVALID
P0604 INTERNAL CONTROL MODULE RAM ERROR
P0605 INTERNAL CONTROL MODULE ROM
P0606 INTERNAL ECM PROCESSOR
P0607 ECU INTERNAL PERFORMANCE
P060B ETC A/D GROUND PERFORMANCE
P060C INTERNAL CONTROL MODULE MAIN PROCESSOR PERFORMANCE
P0615 STARTER CONTROL CIRCUIT OPEN
P0616 STARTER CONTROL CIRCUIT LOW
P0617
STARTER CONTROL CIRCUIT HIGH

P0625 GENERATOR FIELD CONTROL CIRCUIT LOW
P0626 GENERATOR FIELD CONTROL CIRCUIT HIGH
P0627 FUEL PUMP RELAY CIRCUIT
P0628 FUEL PUMP CONTROL CIRCUIT LOW
P0629 FUEL PUMP CONTROL CIRCUIT HIGH
P062F INTERNAL CONTROL MODULE EEPROM ERROR
P0633 SKIM SECRET KEY NOT STORED IN PCM
P0645 A/C CLUTCH RELAY CIRCUIT
P0646 A/C CONTROL CIRCUIT LOW
P0647 A/C CLUTCH RELAY CONTROL CIRCUIT HIGH
P0658 ACTUATOR SUPPLY VOLTAGE "A" CIRCUIT LOW
P0659 ACTUATOR SUPPLY VOLTAGE "A" CIRCUIT HIGH
P0685 ASD/MAIN CONTROL CIRCUIT
P0686 ASD/MAIN CONTROL CIRCUIT LOW
P0687 ASD/MAIN CONTROL CIRCUIT HIGH
P0704 CLUTCH SWITCH INPUT CIRCUIT
P0831 CLUTCH PEDAL SWITCH 1 CIRCUIT LOW
P0832 CLUTCH PEDAL SWITCH 1 CIRCUIT HIGH
P0850 PARK/NEUTRAL SWITCH PERFORMANCE
P101A CYLINDER 1 OIL SUPPLY SOLENOID VALVE RETURN CONTROL
CIRCUIT
P101B CYLINDER 2 OIL SUPPLY SOLENOID VALVE RETURN CONTROL
CIRCUIT
P101C CYLINDER 3 OIL SUPPLY SOLENOID VALVE RETURN CONTROL
CIRCUIT
P101D CYLINDER 4 OIL SUPPLY SOLENOID VALVE RETURN CONTROL
CIRCUIT

P1036 VVA POWERSTAGE CYLINDER 1 SHORTED TO BATTER VOLTAGE
P1039 VVA POWERSTAGE CYLINDER 2 SHORTED TO BATTERY VOLTAGE
P103A VVA POWERSTAGE CYLINDER 2 SHORTED TO GROUND
P103B VVA POWERSTAGE CYLINDER 3 OPEN
P103C VVA POWERSTAGE CYLINDER 3 SHORTED TO BATTERY VOLTAGE
P103D VVA POWERSTAGE CYLINDER 3 SHORTED TO GROUND
P103E VVA POWERSTAGE CYLINDER 4 OPEN
P103F VVA POWERSTAGE CYLINDER 4 SHORTED TO BATTERY VOLTAGE
P1061 CYLINDER 1 SOLENOID VALVE STUCK
P1115 GENERAL TEMPERATURE RATIONALITY
P1128 CLOSED LOOP FUELING NOT ACHIEVED - BANK 1
P1212 ENGINE OIL TEMPERATURE HIGH - RPM LIMITED
P1239
ENGINE OIL TEMPERATURE TOO LOW

P1456 FUEL TANK PRESSURE SENSOR CIRCUIT LOW
P1457 FUEL TANK PRESSURE SENSOR CIRCUIT HIGH
P1523 VCM HIGH PRESSURE OIL ABSENT
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
P16A0 ETC MOTOR ERROR POSITION
P16A1 ETC SELF LEARNING (BATTERY)
P16A2 ETC MOTOR SELF-LEARNING (LIMP HOME POSITION)
P16A3 ETC MOTOR SELF-LEARNING (MECHANICAL THROTTLE CLOSURE)
P16A4 ETC MOTOR SELF-LEARNING (SPRING CLOSURE)
P16A5 ETC MOTOR SELF LEARNING (SPRING OPENING)
P16AA CRUISE CONTROL SYSTEM - VEHICLE SPEED TOO HIGH
P16AB CRUISE CONTROL SYSTEM - VEHICLE SPEED TOO LOW
P1C57 REDUCTANT CONTROL MODULE SHUTDOWN - CRASH EVENT
DETECTED
P1C5F OIL VISCOSITY SENSOR CIRCUIT LOW
P1C60 OIL VISCOSITY SENSOR CIRCUIT HIGH
P161C OIL VISCOSITY SENSOR PERFORMANCE
P1C5F OIL VISCOSITY SENSOR CIRCUIT OVERTEMPERATURE
P1D30 OIL VISCOSITY TOO LOW
P1D31 OIL VISCOSITY TOO HIGH
P1D7F ETC SELF-LEARNING FAILURE
P1D52 INTERNAL CONTROL MODULE CRUISE CONTROL ERROR
P1D80 INTERNAL CONTROL MODULE EEPROM ERROR
P1D83 IMPLAUSIBLE ENGINE OIL TEMPERATURE SIGNAL RECEIVED
P2096 DOWNSTREAM FUEL TRIM SYSTEM 1 LEAN
P2097 DOWNSTREAM FUEL TRIM SYSTEM 1 RICH
P2100 ELECTRONIC THROTTLE CONTROL MOTOR CIRCUIT
P2101 ELECTRONIC THROTTLE CONTROL MOTOR PERFORMANCE
P2102 ELECTRONIC THROTTLE CONTROL MOTOR CIRCUIT LOW
P2103 ELECTRONIC THROTTLE CONTROL MOTOR CIRCUIT HIGH
PERFORMANCE
PERFORMANCE

P2135 THROTTLE POSITION SENSOR 1/2 CORRELATION
P2138 ACCELERATOR PEDAL POSITION SENSOR 1/2 CORRELATION
PERFORMANCE
PERFORMANCE
P2172 HIGH AIRFLOW/VACUUM LEAK DETECTED (INSTANTANEOUS
ACCUMULATION)
P2173 THROTTLE ACTUATOR CONTROL SYSTEM - HIGH AIR FLOW DETECTED
P2226 BAROMETRIC PRESSURE SENSOR
P2227 BAROMETRIC PRESSURE SENSOR RATIONALITY
P2228 BAROMETRIC PRESSURE CIRCUIT LOW
P2229 BAROMETRIC PRESSURE CIRCUIT HIGH
P222A BAROMETRIC PRESSURE SENSOR 1 CIRCUIT
P2244 O2 SENSOR REFERENCE VOLTAGE PERFORMANCE - BANK 1 SENSOR 1
P2271 O2 SENSOR 1/2 SIGNAL STUCK RICH
P2279 INTAKE AIR SYSTEM LEAK
P2299 BRAKE PEDAL POSITION/ACCELERATOR PEDAL POSITION
INCOMPATIBLE
P2610 PCM INTERNAL SHUTDOWN TIMER RATIONALITY TOO FAST
U0001 HIGH SPEED CAN COMMUNICATION BUS
U0002 HIGH SPEED CAN COMMUNICATION BUS PERFORMANCE
U0101 LOST COMMUNICATION WITH TCM
CONTROL MODULE
U0131 LOST COMMUNICATION WITH POWER STEERING CONTROL MODULE
U0402 INVALID DATA RECEIVED FROM TCM
U0405 INVALID DATA RECEIVED FROM CRUISE CONTROL MODULE
U0415 INVALID DATA RECEIVED FROM ANTI-LOCK BRAKE SYSTEM (ABS)
CONTROL MODULE
U0418 INVALID DATA RECEIVED FROM BRAKE SYSTEM CONTROL MODULE
U0420 INVALID DATA RECEIVED FROM POWER STEERING CONTROL MODULE
U0422 INVALID DATA RECEIVED FROM BODY CONTROL MODULE
U0426 INVALID DATA RECEIVED FROM VEHICLE IMMOBILIZER CONTROL
MODULE
U0427 INVALID DATA RECEIVED FROM VEHICLE SECURITY CONTROL

MODULE
U1113 LOST A/C PRESSURE MESSAGE
U1120 LOST WHEEL DISTANCE MESSAGE
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

P0016-CRANKSHAFT/CAMSHAFT TIMING MISALIGNMENT
THEORY OF OPERATION
The Powertrain Control Module (PCM) uses the crankshaft position (CKP) sensors and the camshaft position
(CMP) sensor signals to monitor the correlation between the crankshaft and camshaft positions.
NOTE: The engine will start even if either the CKP or CMP fails. The PCM eventually
sorts out engine position and starts the vehicle on just one of these two inputs.
However, there is a slight delay in starting until the PCM can establish sync. A
DTC is set and the MIL illuminates if either or both CKP and CMP signals are not
present during engine cranking.
WHEN MONITORED:
Engine coolant above 20 °C, accelerator pedal not pressed, and engine RPM between 650 and 1300 RPM.
No Camshaft Position Sensor or Crankshaft Position Sensor failures detected.
SET CONDITION:
Powertrain Control Module (PCM) detects an error when the camshaft position is out of phase with the
crankshaft position. One Trip Fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
Possible Causes
CRANKSHAFT, TARGET WHEEL
CAMSHAFT, TARGET WHEEL
CAMSHAFT/CRANKSHAFT TIMING COMPONENTS
Always perform the Pre-Diagnostic Troubleshooting procedure before proceeding. Refer to STANDARD
PROCEDURE .
DIAGNOSTIC TEST
1. ENGINE MECHANICAL FAILURE

Is the customer complaint of an abnormal mechanical engine noise?
Yes
 Go To 3.
No
Go To 2.

2. CKP, CMP, OR 5-VOLT SUPPLY DTCS PRESENT
NOTE: Diagnose any other Camshaft Position Sensor, Crankshaft Position

Sensor, or 5-Volt Supply DTCs before continuing.
1. Using the scan tool, read and record the related Freeze Frame information.
2. Clear the PCM DTCs.
3. Turn the ignition off for at least one minute.
4. Ignition on.
5. Crank the engine.
Are any abnormal mechanical engine noises present, or does the starter engage but unable to turn
the crankshaft?
Yes
 Turn the ignition off. Go To 3.
No
Go To 4.

3. INTERNAL ENGINE FAILURE

1. Mechanical interference may have occurred between the valves and pistons.
2. Determine if the engine is repairable.
Is the engine repairable?
Yes
 Go To 7 to diagnose the cause of the misalignment.

No
Replace the engine.


 Refer to STANDARD PROCEDURE and perform the POWERTRAIN VERIFICATION

TEST .
4. ACTIVE OR PENDING DTC
1. If the engine started, leave it running.
2. With the scan tool, select View DTCs
Is P0016 Active or Pending at this time?
Yes
 Go To 7.
No
Go To 5.

5. ENGINE STARTING
Do not put your hands near the pulleys, belts, or fan. Do not wear
loose clothing. Failure to follow these instructions can result in
Did the engine start and run normally in Step 2?
Yes
 Go To 6.
No
Refer to DIAGNOSIS AND TESTING and perform the ENGINE CRANKS BUT DOES NOT
START or the START AND STALL CONDITION diagnostic procedure.
 Refer to STANDARD PROCEDURE and perform the POWERTRAIN VERIFICATION TEST .
6. INTERMITTENT DTC
1. Take the vehicle on a test drive.
Does P0016 set during the test drive?
Yes
 Go To 7.
No
Check for any TSBs that may apply and verify the PCM is at the latest calibration available.

If OK, remove the Camshaft Position Sensor and inspect for any physical damage to the
sensor and the cylinder head, repair as necessary. If no problems were found with CMP
Sensor and no updates are available for the PCM and the DTC is intermittent it is possible
the CMP Sensor gap to the Camshaft Target Wheel is too large or the CMP Signal circuit is
picking up interference from another source I.E. the starter. Repair as necessary. Refer to
DIAGNOSIS AND TESTING .
7. TIMING BELT AND SPROCKET MISALIGNMENT
2. Verify the engine timing is correct in accordance with the service information. Refer to
Are the camshaft and crankshaft alignment marks properly lined up as shown in the Service
Procedure?
Yes
 Go To 8.
No
Reassemble the timing belt and sprockets correctly.



TEST .
8. CRANKSHAFT TARGET WHEEL
1. Rotate the crankshaft until the unique tooth gap on the target wheel is lined up with the Crankshaft
Position Sensor boss.
NOTE: There are 58 teeth on the Crankshaft Target Wheel. One of the gaps
between the 58 teeth is 3 times as wide as the others.
2. Inspect the target wheel for any defects.
Were any defects noticed on the CKP Sensor or Target Wheel?
Yes
 Repair or replace the computer as needed in accordance with the Service Information.
TEST .
No
Go To 9.

9. CAMSHAFT POSITION SENSOR PICK-UP WHEEL

1. Remove and inspect the camshaft sensor pick-up wheel.
Is the cause of misalignment seen?
Yes
 Replace the camshaft sensor pick-up wheel in accordance with the Service Information.
TEST .
No
 If the target wheel is mis-oriented on the camshaft. Replace the camshaft in accordance with
the Service Information.
TEST .
P0031-O2 SENSOR 1/1 HEATER CIRCUIT LOW

Fig. 1: O2 Sensor & Knock Sensor Wiring Diagram

THEORY OF OPERATION
For the wideband 02 sensor to deliver accurate readings the sensing elements must be heated. A Positive
Temperature Coefficient (PTC) element inside the O2 sensor heats up as current passes through it. The
Powertrain Control Module (PCM) turns on this circuit based on Engine Coolant Temperature (ECT) and
engine loads. The PCM monitors the O2 sensors heaters for proper operation. If a malfunction happens the
circuit is shut off and a DTC set.
WHEN MONITORED:
Continuously during O2 heater operation with battery voltage between 10.4 and 15.75 Volts.
SET CONDITION:
The Powertrain Control Module (PCM) detects that the O2 sensor heater element input is below the minimum
acceptable voltage. One trip fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
Possible Causes
O2 SENSOR 1/1 HEATER CONTROL CIRCUIT SHORTED TO GROUND
O2 SENSOR 1/1 HEATER CONTROL CIRCUIT OPEN
EXCESSIVE RESISTANCE IN THE ASD RELAY OUTPUT CIRCUIT TO THE O2 SENSOR
1/1 O2 SENSOR
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DIAGNOSTIC TROUBLE CODE (DTC)

1. Start the engine and allow it to idle for at least 60 seconds.
Yes
 Go To 2.
No
Refer to STANDARD PROCEDURE and perform the INTERMITTENT CONDITION


diagnostic procedure .
2. O2 HEATER ELEMENT
NOTE: Allow the O2 Sensor to cool down to room temperature.
2. Disconnect the 1/1 O2 Sensor harness connector.

3. Measure the resistance across the O2 Sensor Heater element, between the Heater Control terminal
and the Heater ground terminal at the component.
NOTE: O2 Heater Element resistance values should be measured at 21.1° C

(70° F). The resistance value will vary with different temperature
values.
Is the O2 Sensor Heater Element resistance between 2.0 and 30.0 Ohms?
Yes
 Go To 3.
No
Verify that there is good pin to terminal contact in the 1/1 O2 Sensor and Powertrain Control

Module connectors. If OK, replace the 1/1 O2 Sensor. Refer to SENSOR, OXYGEN,
REMOVAL .
TEST .
3. O2 1/1 HEATER CONTROL CIRCUIT SHORTED TO GROUND
2. Measure the resistance between ground and the O2 1/1 Heater Control circuit in the O2 Sensor
harness connector.
Yes
 Repair the short to ground in the O2 1/1 Heater Control circuit.

TEST .
No
Go To 4.

4. O2 1/1 HEATER CONTROL CIRCUIT OPEN

1. Measure the resistance of the O2 1/1 Heater Control circuit between the 1/1 Oxygen Sensor harness
connector and the PCM C1 harness connector.
Is the resistance below 0.5 of an Ohm?
Yes
 Go To 6.
No
Repair the open in the O2 1/1 Heater Control circuit.



TEST .
5. EXCESSIVE RESISTANCE IN THE ASD RELAY O2 1/1 HEATER FEED CIRCUIT
1. Measure the resistance of the ASD Relay O2 1/1 Heater Feed circuit between the 1/1 Oxygen
Sensor harness connector and the ASD Relay Output terminal.
Yes
 Go To 6.
No
Repair the excessive resistance in the ASD Relay O2 1/1 Heater Feed circuit.


TEST .
Oxygen Sensor 1/1 and the Powertrain Control Module (PCM).
contact in the 1/1 O2 Sensor and Powertrain Control Module connectors.
Yes
TEST .
No
Information. Refer to MODULE, POWERTRAIN CONTROL [EAB], REMOVAL and
STANDARD PROCEDURE
TEST .
P0032-O2 SENSOR 1/1 HEATER CIRCUIT HIGH


THEORY OF OPERATION
The Oxygen sensors (O2 sensor) are used for fuel control and catalyst monitoring. Each O2 sensor compares the
oxygen content of the surrounding air with the oxygen content of the exhaust stream. When the engine is
started, the Powertrain Control Module (PCM) operates in an Open Loop mode, ignoring the O2 sensor signal
voltage while calculating the air-to-fuel ratio. The heating elements inside each O2 sensor heat the sensor to
bring the sensor up to operating conditions faster. This allows the system to enter Closed Loop earlier and the
PCM to calculate the air-to-fuel ratio sooner. While the engine runs, the O2 sensor heats up and begins to
generate a voltage within a range of 0-1, 275 mV. Once sufficient O2 sensor voltage fluctuation is observed by
the PCM, Closed Loop is entered. The PCM uses the O2 sensor voltage to determine the air-to-fuel ratio. An O2
sensor voltage that increases toward 1, 000 mV indicates a rich fuel mixture. An O2 sensor voltage that
decreases toward 0 mV indicates a lean fuel mixture.
WHEN MONITORED:
SET CONDITION:
The Powertrain Control Module (PCM) detects that the O2 sensor heater element input is above the maximum
POSSIBLE CAUSES
Possible Causes
O2 1/1 HEATER CONTROL CIRCUIT SHORTED TO VOLTAGE
1/1 O2 SENSOR
PROCEDURE .
DIAGNOSTIC TEST
NOTE: If any ASD Relay DTCs have set along with any of the O2 SENSOR
HEATER CIRCUIT HIGH DTCs, all of the ASD O2 Sensor Heater Feed
circuits need to be checked for a short to battery voltage.

Yes
 Go To 2.
No



3. Measure the resistance across the O2 Sensor Heater element between the O2 Heater Control
terminal and the O2 Heater ground terminal at the component.

values.
Yes
 Go To 3.
No

Module connectors. If OK, replace the O2 Sensor. Refer to SENSOR, OXYGEN,
REMOVAL .
TEST .
3. O2 1/1 HEATER CONTROL CIRCUIT SHORTED TO VOLTAGE
4. Measure the voltage of the O2 1/1 Heater Control circuit in the 1/2 Oxygen Sensor harness
connector.
Yes
 Repair the short to voltage in the O2 1/1 Heater Control circuit.

TEST .
No
Go To 4.



Yes
TEST .
No
STANDARD PROCEDURE
TEST .
P0037-O2 SENSOR 1/2 HEATER CIRCUIT LOW


THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The Powertrain Control Module (PCM) detects that the O2 sensor heater element input is below the minimum
POSSIBLE CAUSES
Possible Causes
O2 1/2 HEATER CONTROL CIRCUIT SHORTED TO GROUND
EXCESSIVE RESISTANCE IN THE O2 SENSOR 1/2 HEATER CONTROL CIRCUIT
EXCESSIVE RESISTANCE IN THE ASD RELAY OUTPUT CIRCUIT TO THE O2 SENSOR
1/2 O2 SENSOR
PROCEDURE .
DIAGNOSTIC TEST

2. With a scan tool, select View DTCs.
Yes
 Go To 2.
No




3. Measure the resistance across the O2 Sensor Heater element, between the O2 Heater Control
terminal and the O2 Heater ground terminal at the component.

values.
Yes
 Go To 3.
No

REMOVAL .
TEST .
3. O2 1/2 HEATER CONTROL CIRCUIT SHORTED TO GROUND
2. Measure the resistance between ground and the O2 1/2 Heater Control circuit in the O2 Sensor
harness connector.
Yes
 Repair the short to ground in the O2 1/2 Heater Control circuit.

TEST .
No
Go To 4.


1. Measure the resistance of the O2 1/2 Heater Control circuit between the 1/2 Oxygen Sensor harness
Yes
 Go To 5.
No
Repair the open in the O2 1/2 Heater Control circuit.



TEST .
5. EXCESSIVE RESISTANCE IN THE ASD RELAY O2 1/2 HEATER FEED CIRCUIT
1. Measure the resistance of the ASD Relay O2 1/2 Heater Feed circuit between the 1/2 Oxygen
Sensor harness connector and the ASD Relay Output terminal.
Yes
 Go To 6.
No


TEST .
Yes
TEST .
No
 Replace and program the Powertrain Control Module in accordance with the service
information.
 Refer to MODULE, POWERTRAIN CONTROL [EAB], REMOVAL and STANDARD
PROCEDURE and perform the POWERTRAIN VERIFICATION TEST .
P0038-O2 SENSOR 1/2 HEATER CIRCUIT HIGH

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The Powertrain Control Module (PCM) detects that the O2 sensor heater element input is above the maximum
POSSIBLE CAUSES
Possible Causes
O2 1/2 HEATER CONTROL CIRCUIT SHORTED TO VOLTAGE
1/2 O2 SENSOR
PROCEDURE .
DIAGNOSTIC TEST
NOTE: If any ASD Relay DTCs have set along with any of the O2 SENSOR
HEATER CIRCUIT HIGH DTCs, all of the ASD O2 Sensor Heater Feed
circuits need to be checked for a short to battery voltage.

Yes
 Go To 2.
No



3. Measure the resistance across the O2 Sensor Heater element, between the Heater Control terminal
and the Heater ground terminal at the component.

values.
Yes
 Go To 3.
No

REMOVAL .
TEST .
3. O2 1/2 HEATER CONTROL CIRCUIT SHORTED TO VOLTAGE
4. Measure the voltage of the O2 1/2 Heater Control circuit in the 1/2 Oxygen Sensor harness
connector.
Yes
 Repair the short to voltage in the O2 1/2 Heater Control circuit.

TEST .
No
Go To 4.


Yes
TEST .
No
Information.
 Refer to MODULE, POWERTRAIN CONTROL [EAB], REMOVAL and STANDARD
PROCEDURE and perform the POWERTRAIN VERIFICATION TEST .
P0054-O2 SENSOR 1/2 HEATER RESISTANCE


THEORY OF OPERATION
This diagnostic provides a continuous check of the O2 heater circuit during operation. The heater circuit is
momentarily disabled to allow a resistance measurement to be taken to infer heater temperature. The current
delivery to the heater is duty cycled to maintain a specific target temperature. The error from the target
temperature is continuously monitored to assess heater performance.
WHEN MONITORED:
Engine running and heater duty cycle greater than 0%. Battery voltage greater than 11.0 volts.
SET CONDITION:
No sensor output is received when the PCM powers up the sensor heater. Two trip fault. Three good trips to
turn off the MIL.
POSSIBLE CAUSES
Possible Causes
EXCESSIVE RESISTANCE IN THE O2 1/2 HEATER CONTROL CIRCUIT
O2 SENSOR
PROCEDURE .
DIAGNOSTIC TEST
1. O2 SENSOR HEATER OPERATION

NOTE: Wait a minimum of 8 minutes to allow the O2 Sensor to cool down

before continuing the test. Allow the O2 Sensor voltage to stabilize
between 4.6 and 5.0 volts.

3. With a scan tool, actuate the O2 Heater Test.
NOTE: The DTC needs to be cleared before actuating the Heater Test, if the
DTC is not cleared, the Heater Test may not be allowed to actuate.
4. With the scan tool, monitor 1/2 O2 Sensor voltage for at least two (2) minutes.
Does the voltage stay above 4.5 volts?
Yes
 Go To 2.
No


2. O2 SENSOR HEATER ELEMENT
NOTE: Allow the O2 sensor to cool down to room temperature.
2. Disconnect the O2 Sensor harness connector.

3. Measure the resistance of the O2 Heater Element across the O2 Sensor connector between the O2
Heater Control terminal and the ASD Relay Heater Feed terminal.

values.
Is the resistance of the O2 Sensor Heater Element between 2.0 and 30.0 ohms?
Yes
 Go To 3.
No
Replace the O2 Sensor in accordance with the service information. Refer to SENSOR,

OXYGEN, REMOVAL .
TEST .
3. EXCESSIVE RESISTANCE IN THE O2 1/2 HEATER CONTROL CIRCUIT OPEN
2. Measure the resistance of the O2 1/2 Heater Control circuit from the O2 harness connector to the
PCM C1 harness connector.
Yes
 Go To 4.
No
Repair the excessive resistance in the O2 1/2 Heater Control circuit.



TEST .
Oxygen Sensor and the Powertrain Control Module (PCM).
4. Verify that there is good pin to terminal contact in the Oxygen Sensor and Powertrain Control
Module harness connectors.
Yes
TEST .
No
 Replace and program the Powertrain Control Module (PCM) in accordance with the service
information. Refer to MODULE, POWERTRAIN CONTROL [EAB], REMOVAL and
TEST .
P0069-MANIFOLD PRESSURE/BAROMETRIC PRESSURE CORRELATION
THEORY OF OPERATION
The Powertrain Control Module (PCM) performs the following rationality tests to check the manifold air
pressure sensor and barometric pressure sensor.
WHEN MONITORED:
Ignition on and during engine cranking with no Manifold Absolute Pressure (MAP) Sensor or Barometric
Pressure Sensor electrical failures present.
SET CONDITION:
At PCM power-up, the manifold pressure is compared with barometric pressure. If the two do not correlate and
it cannot be determined which sensor is faulty, then this code is reported. One Trip Fault. Three good trips to
turn off the MIL.
POSSIBLE CAUSES
Possible Causes
MAP SENSOR
BAROMETRIC SENSOR
PROCEDURE .
DIAGNOSTIC TEST
1. DTC IS ACTIVE
NOTE: Diagnose and repair any Crank Sensor DTC, Cam Sensor DTC, reference
voltage DTC, air intake system restriction or exhaust system restriction
before continuing with this test.

2. With the scan tool, select View DTCs and review the DTC environmental data.
Yes
 Refer to STANDARD PROCEDURE and perform the INTERMITTENT CONDITION

No
Go To 2.

2. CHECKING THE MAP SENSOR OPERATION
NOTE: Diagnose and repair any MAP sensor or barometer sensor DTCs before
continuing with this test.
1. Refer to DIAGNOSIS AND TESTING and perform the diagnostic procedure for CHECKING
THE MAP SENSOR OPERATION.
Yes
TEST .
No
Go To 3.



contact in the MAP Sensor and Powertrain Control Module harness connectors.
Yes
TEST .
No
TEST .
P0071-AMBIENT AIR TEMPERATURE SENSOR PERFORMANCE
THEORY OF OPERATION
Ambient Air Temperature (AAT) sensor performance looks at the outputs of three temperature sensors and
compares them under cold start conditions. The AAT reading is a bussed message from the Body Control
Module (BCM) to the Powertrain Control Module (PCM). The AAT sensor is a variable resistor that measures
the ambient air temperature. The BCM supplies a 5 volt reference and a ground to the sensors low reference
signal circuit. When the AAT is low, the sensor resistance is high. When the AAT is high, the sensor resistance
is low. Following a start to run delay time, the outputs of the ambient, engine coolant and intake air temperature
sensors are compared. If the engine coolant and intake air temperature sensors agree and the ambient air
temperature does not agree, the ambient air temperature sensor is declared as irrational. If declared irrational a
second comparison will be done after a short drive cycle.
WHEN MONITORED:
Engine off time is greater than 480 minutes and the vehicle has been driven for one minute over 35 mph.
Ambient temperature is greater than -64° C (-83° F).
SET CONDITION:
The PCM compares the ambient, engine coolant and intake air temperature sensor values. If engine coolant and
intake air temperature sensors agree with each other but ambient air temperature does not agree, the ambient air
temperature sensor is declared as irrational. Two Trip Fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
Possible Causes
AAT SIGNAL CIRCUIT HIGH RESISTANCE
AAT SIGNAL CIRCUIT SHORTED TO GROUND
AAT SIGNAL CIRCUIT SHORTED TO THE SENSOR GROUND CIRCUIT
AAT SIGNAL CIRCUIT SHORTED TO VOLTAGE
SENSOR GROUND HIGH RESISTANCE
AMBIENT AIR TEMPERATURE SENSOR
CAN BUS CIRCUITS
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DTC
NOTE: Diagnose any CAN - Communication DTCs in the PCM and any Ambient
Air Temperature Sensor DTCs in the BCM before continuing.

2. If possible, allow the vehicle to sit with the ignition off for more than 480 minutes in an
environment where the temperature is consistent and above -7° C (19.4° F).
3. Test drive the vehicle. The vehicle must exceed 48 km/h (30 mph) during the test drive. Do not
cycle the ignition off when the test drive is completed.
Is the DTC Active or Pending at this time?
Yes
 Refer to 1.4L NON-TURBO ENGINE (CODE EAB) - DIAGNOSTIC CODE INDEX

and perform any active Ambient Air Temperature Sensor diagnostic procedures.
No

P0072-AMBIENT AIR TEMPERATURE SENSOR CIRCUIT LOW
THEORY OF OPERATION
Module (BCM) to the Powertrain Control Module (PCM). Following a start to run delay time, the outputs of the
ambient, engine coolant and intake air temperature sensors are compared. The AAT sensor is a variable resistor
that measures the ambient air temperature. The BCM supplies a 5 Volt reference and a ground to the sensors
low reference signal circuit. When the AAT is low, the sensor resistance is high. When the AAT is high, the
sensor resistance is low.
WHEN MONITORED:
The ignition key on.
SET CONDITION:
Ambient Temperature Sensor is less than the minimum acceptable value. One Trip Fault. Three good trips to
turn off the MIL.
POSSIBLE CAUSES
Possible Causes
AAT SIGNAL CIRCUIT SHORTED TO GROUND
AAT SIGNAL CIRCUIT SHORTED TO THE AAT RETURN CIRCUIT
EXCESSIVE RESISTANCE IN THE AAT SIGNAL CIRCUIT
PROCEDURE .
DIAGNOSTIC TEST
1. DTC IS ACTIVE
NOTE: Diagnose any Ambient Air Temperature DTC in the BCM or CAN Bus
Communications in the PCM before continuing.
NOTE: Diagnose and repair any system voltage DTCs before continuing with
this test.
Yes
 Go To 2.
No


2. CHECKING AAT SENSOR
2. Disconnect the Ambient Air Temperature Sensor harness connector.
4. With the scan tool, read the AAT Sensor voltage.
NOTE: The sensor voltage should be approximately 5.0 Volts (plus or

minus.1 of a Volt) with the connector disconnected.
Yes
 Verify that there is good pin to terminal contact in the Sensor and Control Module
connectors. Replace the Ambient Air Temperature Sensor if no problems were found with
the connectors.
TEST .
No
Go To 3.

3. AAT SIGNAL CIRCUIT SHORTED TO GROUND

3. Measure the resistance between ground and the AAT Signal circuit in the AAT Sensor harness
connector.

Yes
 Repair the short to ground in the AAT Signal circuit.

TEST .
No
Go To 4.

4. AAT SIGNAL CIRCUIT SHORTED TO THE AAT RETURN CIRCUIT

1. Measure the resistance between the AAT Return circuit and the AAT Signal circuit in the AAT
Sensor harness connector.
Yes
 Repair the short between the AAT Return circuit and the AAT Signal circuit.
TEST .
No
Go To 5.

5. EXCESSIVE RESISTANCE IN THE AAT SIGNAL CIRCUIT

1. Measure the resistance of the AAT Signal circuit between the Ambient Air Temperature Sensor
harness connector and the BCM harness connector.
Yes
 Go To 6.
No
Repair the excessive resistance in the AAT Signal circuit.



TEST .
AAT Sensor and the Body Control Module (BCM).
contact in the Sensor and Control Module connectors.

Yes
TEST.
No
Information. Refer to MODULE, BODY CONTROL and STANDARD PROCEDURE .
TEST .
P0073-AMBIENT AIR TEMPERATURE SENSOR CIRCUIT HIGH
THEORY OF OPERATION
Module (BCM) to the Powertrain Control Module (PCM). Following a start to run delay time, the outputs of the
ambient, engine coolant and intake air temperature sensors are compared. The AAT sensor is a variable resistor
that measures the ambient air temperature. The BCM supplies a 5 Volt reference and a ground to the sensors
low reference signal circuit. When the AAT is low, the sensor resistance is high. When the AAT is high, the
sensor resistance is low.
WHEN MONITORED:
With the ignition on. Battery voltage greater than 10 Volts.
SET CONDITION:
The Ambient Temperature Sensor voltage is greater than the maximum acceptable value. One Trip Fault. Three
good trips to turn off the MIL.
POSSIBLE CAUSES
Possible Causes
AAT SIGNAL CIRCUIT SHORTED TO VOLTAGE

AAT SIGNAL CIRCUIT OPEN
AAT RETURN CIRCUIT OPEN
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DTC
NOTE: Diagnose any CAN - C Communication DTCs in the PCM or Ambient Air
Temperature Sensor DTCs in the BCM before continuing.
this test.
Yes
 Go To 2.
No


2. AAT SENSOR
2. Disconnect the Ambient Air Temperature Sensor harness connector.
4. With the scan tool, read AAT Sensor voltage.
5. Connect a jumper wire between the AAT Signal circuit and the AAT Return circuit in the AAT

minus.1 of a Volt) with the jumper wire in place.
Yes
connectors. Replace the Ambient Air Temperature Sensor if no problems were found with
the connectors.
TEST .
No
 Go To 3.
NOTE: Remove the jumper wire before continuing.
3. AAT SIGNAL CIRCUIT SHORTED TO VOLTAGE

4. Measure the voltage on the AAT Signal circuit in the AAT Sensor harness connector.
Yes
 Repair the short to voltage in the AAT Signal circuit.

TEST .
No
Go To 4.

4. AAT SIGNAL CIRCUIT OPEN

2. Measure the resistance of the AAT Signal circuit from the AAT Sensor harness connector to the

Yes
 Go To 5.
No
Repair the open in the AAT Signal circuit.



TEST .
5. AAT RETURN CIRCUIT OPEN
1. Measure the resistance of the AAT Return circuit from the AAT Sensor harness connector to the
Yes
 Go To 6.
No
Repair the open in the AAT Return circuit.



TEST .
AAT Sensor and the Body Control Module (BCM).
Yes
TEST.
No
Information. Refer to MODULE, BODY CONTROL and STANDARD PROCEDURE .

TEST.
P0105-MANIFOLD ABSOLUTE PRESSURE SENSOR / BAROMETRIC PRESSURE SENSOR

CIRCUIT
Fig. 6: MAP Sensor, Oil Temperature, Coolant Temperature & Boost Pressure Sensor Wiring Diagram
Courtesy of CHRYSLER
WHEN MONITORED:
At ignition on, engine not running.

SET CONDITION:
The MAP Sensor Signal is above 4.8 Volts or below 0.19 of a Volt for 0.3 of a second.
POSSIBLE CAUSES
Possible Causes
MAP SENSOR HIGH OR LOW DTC PRESENT
MAP SENSOR
PROCEDURE .
DIAGNOSTIC TEST
1. CHECK FOR A MAP SENSOR HIGH OR LOW DTC PRESENT

Are there any Intake Air Pressure Sensor circuit DTCs that are active ?
Yes
 Repair the MAP Sensor circuit DTCs before continuing with this diagnostic procedure.
TEST .
No
Go To 2.

2. CHECK THE MAP SENSOR

2. With the scan tool, select Data Display and compare the readings of the MAP Sensor to the
Barometric Pressure.
NOTE: With the engine not running the MAP Sensor should read
approximately the same as the Barometric Pressure.
Do the values of the MAP Sensor and Barometric Pressure read approximately the same?
Yes

No
Go To 3.

3. POWERTRAIN CONTROL MODULE

2. Replace the MAP Sensor in accordance with the service information.
3. Turn the ignition on, engine not running.
5. Leave the ignition on for up to five minutes.
Did the DTC return?
Yes
 Replace the Powertrain Control Module (PCM) in accordance with the service information.
Refer to MODULE, POWERTRAIN CONTROL (EAB) .
TEST .
No
 Test complete.
TEST .
P0107-MANIFOLD ABSOLUTE PRESSURE SENSOR CIRCUIT LOW

THEORY OF OPERATION
The Manifold Absolute Pressure (MAP) sensor is a transducer that varies resistance according to changes in
altitude and atmospheric conditions. The MAP reading gives the Powertrain Control Module (PCM) an
indication of the current air pressure within the intake manifold. The PCM uses this information to calculate
fuel delivery. The MAP sensor has a 5 Volt reference circuit, a low reference circuit and a signal circuit. The
PCM supplies 5 Volts to the MAP sensor on a 5 Volt reference circuit and provides a ground on a low reference
circuit. The MAP sensor provides a voltage signal to the PCM on a signal circuit relative to the pressure
changes.
WHEN MONITORED:
Engine speed between 600 to 3500 RPM. Battery voltage greater than 10 Volts.
SET CONDITION:
The MAP sensor signal voltage is below the minimum acceptable value. One Trip Fault. Three good trips to
turn off the MIL. MIL will illuminate and the ETC light will flash if equipped.
POSSIBLE CAUSES
Possible Causes
5 VOLT SUPPLY CIRCUIT OPEN
5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND
MAP SIGNAL CIRCUIT SHORTED TO GROUND
MAP SIGNAL CIRCUIT SHORTED TO THE SENSOR GROUND CIRCUIT
EXCESSIVE RESISTANCE IN THE MAP SIGNAL CIRCUIT
MAP SENSOR
PROCEDURE .
DIAGNOSTIC TEST

NOTE: Diagnose and repair any system voltage or sensor supply voltage
DTCs before continuing with this test.
Yes
 Go To 2.
No

2. 5 VOLT SUPPLY CIRCUIT
2. Disconnect the MAP Sensor harness connector.
4. Measure the voltage on the 5 Volt Supply circuit in the MAP Sensor harness connector.
Is the voltage between 4.5 to 5.2 Volts?
Yes
 Go To 3.
No
Go To 7.

3. MAP SENSOR
1. With the scan tool, monitor the MAP Sensor voltage with the Sensor harness connector
disconnected.

minus.1 Volt) with the connector disconnected.
Is the voltage above 4.5 Volts?
Yes
 Verify that there is good pin to terminal contact in the Sensor and Powertrain Control
Module connectors. If OK, replace the MAP Sensor in accordance with the service
information. Refer to SENSOR, MANIFOLD AIR PRESSURE (MAP), REMOVAL .
TEST .
No
Go To 4.

4. MAP SIGNAL CIRCUIT SHORTED TO GROUND

3. Measure the resistance between ground and the MAP Signal circuit in the MAP Sensor harness
connector.

Yes
 Repair the short to ground in the MAP Signal circuit.

TEST .
No
Go To 5.

5. MAP SIGNAL CIRCUIT SHORTED TO THE SENSOR GROUND CIRCUIT

1. Measure the resistance between the MAP Signal circuit and the Sensor ground circuit in the MAP
Yes
 Repair the short between the Sensor ground and the MAP Signal circuit.
TEST .
No
Go To 6.

6. EXCESSIVE RESISTANCE IN THE MAP SIGNAL CIRCUIT

1. Measure the resistance of the MAP Signal circuit between the MAP Sensor harness connector and
the PCM C2 harness connector.
Yes
 Go To 9.
No
Repair the excessive resistance in the MAP Signal circuit.



TEST .
7. 5 VOLT SUPPLY CIRCUIT OPEN
3. Measure the resistance of the 5 Volt Supply circuit from the MAP Sensor harness connector to the
Yes
 Go To 8.
No
Repair the open in the 5 Volt Supply circuit.



TEST .
8. 5 VOLT SUPPLY CIRCUIT SHORTED TO GROUND
1. Measure the resistance between ground and the 5 Volt Supply circuit in the MAP Sensor harness
connector.
Yes
 Repair the short to ground in the 5 Volt Supply circuit.

TEST .
No
Go To 9.


contact in the MAP Sensor and Powertrain Control Module connectors.
Yes
TEST .
No

TEST .
P0108-MANIFOLD ABSOLUTE PRESSURE SENSOR CIRCUIT HIGH
THEORY OF OPERATION
The Manifold Absolute Pressure (MAP) sensor is a transducer that varies resistance according to changes in
altitude and atmospheric conditions. The MAP reading gives the Powertrain Control Module (PCM) an
indication of the current air pressure within the intake manifold. The PCM uses this information to calculate
fuel delivery. The MAP sensor has a 5 Volt reference circuit, a low reference circuit and a signal circuit. The
PCM supplies 5 Volts to the MAP sensor on a 5 Volt reference circuit and provides a ground on a low reference
circuit. The MAP sensor provides a voltage signal to the PCM on a signal circuit relative to the pressure
changes.
WHEN MONITORED:
Engine speed between 600 to 3500 RPM. Battery voltage greater than 10.37 Volts.
SET CONDITION:
The MAP sensor signal voltage is greater than the maximum acceptable value. One trip fault. Three good trips
to turn off the MIL. MIL will illuminate and the ETC light will flash if equipped.
POSSIBLE CAUSES
Possible Causes
MAP SIGNAL CIRCUIT SHORTED TO VOLTAGE
MAP SIGNAL CIRCUIT OPEN
MAP SIGNAL CIRCUIT SHORTED TO THE 5 VOLT SUPPLY CIRCUIT
SENSOR GROUND CIRCUIT OPEN
MAP SENSOR
PROCEDURE .
DIAGNOSTIC TEST

NOTE: Diagnose and repair any system voltage or sensor supply voltage
DTCs before continuing with this test.
Yes
 Go To 2.
No


2. MAP SENSOR
2. Disconnect the MAP Sensor harness connector.
4. With the scan tool, monitor the MAP Sensor voltage.
5. Connect a jumper wire between the MAP Signal circuit and the Sensor ground circuit in the Sensor
harness connector.

Yes
 Verify that there is good pin to terminal contact in the MAP Sensor and Powertrain Control
Module connectors. If OK, replace the MAP Sensor in accordance with the service
information. Refer to SENSOR, MANIFOLD AIR PRESSURE (MAP), REMOVAL .
TEST .
No
 Go To 3.
3. MAP SIGNAL CIRCUIT SHORTED TO VOLTAGE

2. Disconnect the PCM C2 harness connectors.
4. Measure the voltage on the MAP Signal circuit in the MAP Sensor harness connector.
Yes
 Repair the short to voltage in the MAP Signal circuit.

TEST .
No
Go To 4.

4. MAP SIGNAL CIRCUIT OPEN

2. Measure the resistance of the MAP Signal circuit from the MAP Sensor harness connector to the
Yes
 Go To 5.
No
Repair the open or excessive resistance in the MAP Signal circuit.



TEST .
5. MAP SIGNAL CIRCUIT SHORTED TO THE 5 VOLT SUPPLY CIRCUIT
1. Measure the resistance between the MAP Signal circuit and the 5 Volt Supply circuit in the MAP
Yes
 Repair the short between the 5 Volt Supply circuit and the MAP Signal circuit.
TEST .
No
Go To 6.

6. SENSOR GROUND CIRCUIT OPEN

1. Measure the resistance of the Sensor ground circuit from the MAP Sensor harness connector to the

Yes
 Go To 7.
No
Repair the open or excessive resistance in the Sensor ground circuit.



TEST .
contact in the MAP Sensor and Powertrain Control Module connectors.
Yes
TEST .
No
TEST .
P0111-INTAKE AIR TEMPERATURE SENSOR RATIONALITY

THEORY OF OPERATION
Intake Air Temperature Sensor performance looks at the outputs of three temperature sensors and compares
them under cold start conditions. Following a start to run delay time, the outputs of the ambient, engine coolant
and intake air temperature sensors will be compared. If the engine coolant and ambient air temperature sensors
agree and the intake air temperature does not agree, the intake air temperature sensor is declared as irrational. If
declared irrational a second comparison will be done after a short drive cycle.
WHEN MONITORED:
The engine off time is greater than 480 minutes. Ambient Temperature if greater than -64° C (-83° F).
SET CONDITION:
Once the vehicle is soaked for a calibrated engine off time and then driven over calibrated speed and load
conditions for some calibrated time, the PCM compares the ambient, engine coolant and intake air temperature
sensor values. If engine coolant and ambient air temperature sensors agree with each other but intake air
temperature does not agree with them, the intake air temperature sensor is declared as irrational. Two Trip
Fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
Possible Causes
EXCESSIVE RESISTANCE IN THE IAT SIGNAL CIRCUIT
IAT SIGNAL CIRCUIT SHORTED TO VOLTAGE
IAT SIGNAL CIRCUIT SHORTED TO GROUND
IAT SIGNAL CIRCUIT SHORTED TO THE SENSOR GROUND CIRCUIT
EXCESSIVE RESISTANCE IN THE SENSOR GROUND CIRCUIT
MAP/INTAKE AIR TEMPERATURE (IAT) SENSOR
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DTC
Yes
 Go To 3.
No
Go To 2.

2. INTAKE AIR TEMPERATURE


4. With the scan tool, compare the AAT, ECT and IAT sensor values.
Is the Intake Air Temperature Sensor value within 10° C (18° F) of the other two sensor values?
Yes

No
Go To 3.

3. IAT SENSOR VOLTAGE

2. Disconnect the MAP/IAT Sensor harness connector.
4. With the scan tool, read the IAT Sensor voltage.

Yes
 Go To 4.
No
Go To 5.

4. IAT SENSOR
1. With the scan tool, read the IAT voltage.
2. Connect a jumper wire between the MAP/IAT Signal circuit and the Sensor ground circuit in the
MAP/IAT Sensor harness connector.

Yes
 Verify that there is good pin to terminal contact in the Sensor and Powertrain Control
Module harness connectors. Replace the MAP/IAT Sensor if no problems were found with
the connectors.
TEST .
No
 Go To 5.
5. EXCESSIVE RESISTANCE IN THE IAT SIGNAL CIRCUIT

2. Using a Voltmeter perform a voltage drop test. Backprobe the IAT Signal circuit at the MAP/IAT
Sensor harness connector and probe the PCM C2 harness connector. Make sure the Voltmeter leads
are connected so a positive polarity is displayed on the Voltmeter.

4. Monitor the Voltmeter.
Is the voltage below 0.5 of a Volt?
Yes
 Go To 6.
No
Repair the open or excessive resistance in the IAT Signal circuit.



TEST .
6. EXCESSIVE RESISTANCE IN THE SENSOR GROUND CIRCUIT
2. Move the Voltmeter leads to backprobe the Sensor Ground circuit at the MAP/IAT Sensor harness
connector and to the PCM C2 harness connector. Make sure the Voltmeter leads are connected so a
positive polarity is displayed on the Voltmeter.


Yes
 Go To 7.
No
Repair the open or excessive resistance in the Sensor ground circuit.

TEST .
7. IAT SIGNAL CIRCUIT SHORTED TO VOLTAGE
4. Measure the voltage on the IAT Signal circuit in the MAP/IAT Sensor harness connector.
Yes
 Repair the short to voltage in the IAT Signal circuit.

TEST .
No
Go To 8.

8. IAT SIGNAL CIRCUIT SHORTED TO GROUND

2. Measure the resistance between ground and the IAT Signal circuit in the MAP/IAT Sensor harness
connector.
Yes
 Repair the short to ground in the IAT Signal circuit.


TEST .
No
Go To 9.

9. IAT SIGNAL CIRCUIT SHORTED TO THE SENSOR GROUND CIRCUIT

1. Measure the resistance between the IAT Signal circuit and the Sensor ground circuit in the
Yes
 Repair the short between the Sensor ground circuit and the IAT Sensor Signal circuit.
TEST .
No
Go To 10.


MAP/IAT Sensor and the Powertrain Control Module (PCM).
contact in the MAP / Intake Air Temperature Sensor and Powertrain Control Module harness
connectors.
Yes
TEST .
No
TEST .
P0112-INTAKE AIR TEMPERATURE SENSOR CIRCUIT LOW
THEORY OF OPERATION
The Intake Air Temperature (IAT) sensor is a variable resistor that measures the temperature of the engine
coolant. The Powertrain Control Module (PCM) supplies 5 Volts to the IAT signal circuit and supplies a ground
to the low reference circuit.
WHEN MONITORED:
With the ignition on and battery voltage greater than 10.4 Volts.
SET CONDITION:
When the Inlet Air Temp Sensor Signal circuit voltage is less than the minimum acceptable value. One trip
failure. Three good trips to clear the MIL.
POSSIBLE CAUSES
Possible Causes
IAT SIGNAL CIRCUIT SHORTED TO GROUND
IAT SIGNAL CIRCUIT SHORTED TO THE SENSOR GROUND CIRCUIT
EXCESSIVE RESISTANCE IN THE IAT SIGNAL CIRCUIT
INTAKE AIR TEMPERATURE (IAT) SENSOR
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DTC
this test.
Yes
 Go To 2.
No


2. IAT SENSOR

4. With the scan tool, read IAT voltage.

Yes
 Verify that there is good pin to terminal contact in the MAP/IAT Sensor and Powertrain
Control Module connectors. If OK, replace the MAP/Intake Air Temperature Sensor.
TEST .
No
Go To 3.

3. IAT SIGNAL SHORTED TO GROUND

3. Measure the resistance between ground and the IAT Signal circuit in the MAP/IAT Sensor harness
connector.
Yes
 Repair the short to ground in the IAT Signal circuit.

TEST .
No
Go To 4.

4. IAT SIGNAL SHORTED TO THE SENSOR GROUND CIRCUIT

1. Measure the resistance between the IAT Signal circuit and the Sensor ground circuit in the
Yes
 Repair the short between the Sensor ground circuit and the IAT Signal circuit.

TEST .
No
Go To 5.

5. EXCESSIVE RESISTANCE IN THE IAT SIGNAL CIRCUIT

1. Measure the resistance of the IAT Signal circuit between the Intake MAP/IAT Sensor harness
Yes
 Go To 6.
No
Repair the open or excessive resistance in the IAT Signal circuit.



TEST .
contact in the MAP/IAT Sensor and Powertrain Control Module connectors.
Yes
TEST .
No
TEST .
P0113-INTAKE AIR TEMPERATURE SENSOR CIRCUIT HIGH
THEORY OF OPERATION
The Intake Air Temperature (IAT) sensor is a variable resistor that measures the temperature of the engine
coolant. The Powertrain Control Module (PCM) supplies 5 Volts to the IAT Signal circuit and supplies a
ground to the low reference circuit.
WHEN MONITORED:
With the ignition on. Battery voltage greater than 10.4 Volts.
SET CONDITION:
The Intake Air Temperature (IAT) Sensor circuit voltage at the PCM goes above the maximum acceptable
value. One Trip Fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
Possible Causes
IAT SIGNAL CIRCUIT SHORTED TO VOLTAGE
IAT SIGNAL CIRCUIT OPEN
MAP/INTAKE AIR TEMPERATURE (IAT) SENSOR
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DTC
this test.
Yes
 Go To 2.
No


2. IAT SENSOR

5. Connect a jumper wire between the IAT Signal circuit and the Sensor ground circuit in the

Yes
 Verify that there is good pin to terminal contact in the MAP/IAT Sensor and Powertrain
Control Module harness connectors. If OK, replace the MAP/IAT Sensor in accordance with
the service information.
TEST .
No
 Go To 3.
3. IAT SIGNAL CIRCUIT SHORTED TO VOLTAGE

4. Measure the voltage on the IAT Signal circuit in the MAP/IAT Sensor harness connector.
Yes
 Repair the short to voltage in the IAT Signal circuit.

TEST .
No
Go To 4.

4. IAT SIGNAL CIRCUIT OPEN

2. Measure the resistance of the IAT Signal circuit from the MAP/IAT Sensor harness connector to
Yes
 Go To 5.
No
Repair the open excessive resistance in the IAT Signal circuit.



TEST .
1. Measure the resistance of the Sensor ground circuit from the MAP/IAT Sensor harness connector to
Yes
 Go To 6.
No
Repair the open excessive resistance in the Sensor ground circuit.



TEST .
contact in the IAT Sensor and Powertrain Control Module connectors.
Yes
TEST .
No
TEST .
P0114-INTAKE AIR TEMPERATURE SENSOR INTERMITTENT
WHEN MONITORED:
The ignition is on.
SET CONDITION:
No circuit short high or circuit short low fault present for the IAT Sensor. The IAT Sensor value is greater than
140° C (284° F) or less than -50° C (-58° F) for a calibrated period of time. One Trip Fault. Three good trips to
turn off the MIL.
POSSIBLE CAUSES
Possible Causes
MAP/IAT SENSOR WIRING AND CONNECTOR
EXCESSIVE RESISTANCE IAT SIGNAL CIRCUIT
EXCESSIVE RESISTANCE SENSOR GROUND CIRCUIT
MAP/IAT SENSOR
PROCEDURE .
DIAGNOSTIC TEST
1. DTC IS ACTIVE
2. With the scan tool, select View DTCs and review the DTC environmental data.
Yes

No
Go To 2.

2. MAP/IAT SENSOR WIRING AND CONNECTOR INSPECTION

2. Verify that the harness connector is properly connected to the MAP/IAT Sensor.
4. Inspect the wiring and terminals for any condition that would result in a poor connection.
7. Connect the MAP/IAT Sensor harness connector.
Yes
TEST .
No
Go To 3.

3. MAP/IAT SENSOR
2. Disconnect the MAP/IAT harness connector.


6. Connect a jumper wire between the Sensor Ground circuit and the IAT Signal circuit in the

Is the voltage on the scan tool displayed as described above?
Yes
 Replace the MAP/IAT Sensor in accordance with the Service Information.

TEST .
No
Go To 4.

4. IAT SIGNAL CIRCUIT HIGH RESISTANCE

2. Connect the MAP/IAT Sensor harness connector.
3. Using a voltmeter, perform a voltage drop test by backprobing the IAT Signal circuit at the
MAP/IAT Sensor and Powertrain Control Module (PCM) C2 harness connectors. Make sure the
voltmeter leads are connected so that positive polarity is displayed on the voltmeter.
Do not wear loose fitting clothing. Failure to follow these
instructions can result in personal or fatal injury.
Is the voltage below 0.5 of a volt?
Yes
 Go To 5.
No
Repair the IAT Signal circuit for high resistance.



TEST .
2. Using a voltmeter, perform a voltage drop test by backprobing the Sensor Ground circuit at the
MAP/IAT Sensor and Powertrain Control Module (PCM) C2 harness connectors. Make sure the
Is the voltage below 0.5 of a volt?
Yes
 Go To 6.
No
Repair the Sensor Ground circuit for high resistance.



TEST .
Yes
TEST .
No
TEST .
P0116-ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT PERFORMANCE

THEORY OF OPERATION
Engine Coolant Temperature Sensor performance looks at the outputs of three temperature sensors and
compares them under cold start conditions. Following a start to run delay time, the outputs of the ambient,
engine coolant and intake air temperature sensors will be compared. If the intake air and ambient air
temperature sensors agree and the engine coolant temperature does not agree, the engine coolant temperature
sensor is declared as irrational.
WHEN MONITORED:
Engine off time is greater than 480 minutes and the vehicle has been driven for one minute over 35 mph.
Ambient temperature is greater than -64° C (-83° F).
SET CONDITION:
Once the vehicle is soaked for a calibrated engine off time and then driven over calibrated speed and load
conditions for some calibrated time, the PCM compares the ambient, engine coolant and intake air temperature
sensor values. If ambient air and intake air temperature sensors agree with each other but engine coolant
temperature does not agree with them, the engine coolant temperature sensor is declared as irrational. Two Trip
Fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
Possible Causes
EXCESSIVE RESISTANCE IN THE ECT SIGNAL CIRCUIT
ECT SIGNAL CIRCUIT SHORTED TO GROUND
ECT SIGNAL CIRCUIT SHORTED TO THE SENSOR GROUND CIRCUIT
ECT SIGNAL CIRCUIT SHORTED TO VOLTAGE
EXCESSIVE RESISTANCE IN THE SENSOR GROUND CIRCUIT
ENGINE COOLANT TEMPERATURE (ECT) SENSOR
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DTC
Yes
 Go To 2.
No


2. ENGINE COOLANT TEMPERATURE

4. With the scan tool, compare the AAT, ECT and IAT sensor values.
Is the Engine Coolant Temperature Sensor value within 10° C (18° F) of the other two sensor
values?
Yes

No
Go To 3.

3. ECT SENSOR VOLTAGE

2. Disconnect the Engine Coolant Temperature Sensor harness connector.
4. With the scan tool, read the Engine Coolant Temperature Sensor voltage.

Yes
 Go To 4.
No
Go To 5.

4. ECT SENSOR
1. With the scan tool, read the Engine Coolant Temperature Sensor voltage.
2. Connect a jumper wire between the ECT Signal circuit and the Sensor Ground circuit in the Engine
Coolant Temperature Sensor harness connector.

minus.1 Volt) with the jumper wire in place.
Yes
 Replace the ECT Sensor in accordance with the service information. Refer to SENSOR,
COOLANT TEMPERATURE, REMOVAL .
TEST .
No
 Go To 5.
5. EXCESSIVE RESISTANCE IN THE ECT SIGNAL CIRCUIT

2. Using a Voltmeter perform a voltage drop test. Backprobe the ECT Signal circuit at the ECT
Sensor harness connector and probe the appropriate terminal of the PCM C2 harness connector.
Make sure the Voltmeter leads are connected so a positive polarity is displayed on the Voltmeter.

Yes
 Go To 6.
No
Repair the open or excessive resistance in the ECT Signal circuit.



TEST .
6. EXCESSIVE RESISTANCE IN THE SENSOR GROUND CIRCUIT
2. Move the Voltmeter leads to backprobe the Sensor Ground circuit at the ECT Sensor harness
connector and to probe the appropriate terminal of the PCM C2 harness connector. Make sure the
Voltmeter leads are connected so a positive polarity is indicated on the Voltmeter.

Yes
 Go To 7.
No



TEST .
7. ECT SIGNAL CIRCUIT SHORTED TO VOLTAGE
4. Measure the voltage on the ECT Signal circuit in the ECT Sensor harness connector.
Yes
 Repair the short to voltage in the ECT Signal circuit.

TEST .
No
Go To 8.

8. ECT SIGNAL CIRCUIT SHORTED TO THE SENSOR GROUND CIRCUIT

3. Measure the resistance between the Sensor ground circuit and the ECT Signal circuit in the ECT

Yes
 Repair the short to between the Sensor ground circuit and the ECT Signal circuit.
TEST .
No
Go To 9.

9. ECT SIGNAL CIRCUIT SHORTED GROUND

1. Measure the resistance between ground and the ECT Signal circuit in the ECT Sensor harness
connector.
Yes
 Repair the short to ground in the ECT Signal circuit.

TEST .
No
Go To 10.


1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the ECT
Sensor and the Powertrain Control Module (PCM).
contact in the ECT Sensor and Powertrain Control Module harness connectors.
Yes
TEST .
No

TEST .
P0117-ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT LOW
THEORY OF OPERATION
The Engine Coolant Temperature (ECT) sensor is a variable resistor that measures the temperature of the engine
coolant. The Powertrain Control Module (PCM) supplies 5 volts to the ECT signal circuit and supplies a ground
WHEN MONITORED:
SET CONDITION:
The Powertrain Control Module (PCM) detects that the Engine Coolant Temperature Sensor input voltage is
below the minimum acceptable value. One Trip Fault. Three good trips to clear the MIL. The MIL and ETC
light will illuminate if equipped.
POSSIBLE CAUSES
Possible Causes
ECT SIGNAL CIRCUIT SHORTED TO GROUND
ECT SIGNAL CIRCUIT SHORTED TO THE SENSOR GROUND CIRCUIT
EXCESSIVE RESISTANCE IN THE ECT SIGNAL CIRCUIT
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DTC
this test.
Yes
 Go To 2.
No

2. ECT SENSOR
2. Disconnect the ECT harness connector.
4. With the scan tool, read ECT voltage.

Yes
 Verify that there is good pin to terminal contact in the ECT Sensor and Powertrain Control
Module connectors. If OK, replace the ECT Sensor. Refer to SENSOR, COOLANT
TEMPERATURE, REMOVAL .
TEST .
No
Go To 3.

3. ECT SIGNAL CIRCUIT SHORTED TO THE SENSOR GROUND CIRCUIT

3. Measure the resistance between the Sensor ground circuit and the ECT Signal circuit in the ECT
Yes
 Repair the short to between the Sensor ground circuit and the ECT Signal circuit.
TEST .
No
Go To 4.

4. ECT SIGNAL CIRCUIT SHORTED GROUND

1. Measure the resistance between ground and the ECT Signal circuit in the ECT Sensor harness
connector.
Yes
 Repair the short to ground in the ECT Signal circuit.

TEST .
No
Go To 5.

5. EXCESSIVE RESISTANCE IN THE ECT SIGNAL CIRCUIT

1. Measure the resistance of the ECT Signal circuit between the Engine Coolant Temperature Sensor
harness connector and the appropriate terminal of the PCM C2 harness connector.
Yes
 Go To 6.
No



TEST .
Yes
TEST .
No

TEST .
P0118-ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT HIGH
THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The Powertrain Control Module (PCM) detects that the Engine Coolant Temperature Sensor input voltage is
above 4.94 volts for 0.5 seconds. One Trip Fault. Three good trips to turn off the MIL. The MIL and ETC light
will illuminate if equipped.
POSSIBLE CAUSES
Possible Causes
ECT SIGNAL CIRCUIT SHORTED TO VOLTAGE
ECT SIGNAL CIRCUIT OPEN
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DTC
NOTE: If there are any Sensor Reference DTCs present, diagnose and repair
those DTCs before continuing with this test.
Yes
 Go To 2
No


2. ECT SIGNAL CIRCUIT SHORTED TO VOLTAGE
2. Disconnect the ECT Sensor harness connector.
4. Measure the voltage on the (K2) ECT Sensor Signal circuit at the ECT Sensor harness connector.
Is the voltage reading above 5.2 volts?
Yes
 Repair the ECT Signal circuit for a short to voltage.

TEST .
No
Go To 3

3. ECT SENSOR
3. With the scan tool, read ECT voltage.
4. Connect a jumper wire between the (K2) ECT Sensor Signal circuit and the (K900) Sensor Ground
circuit at the ECT Sensor harness connector.

minus.1 Volt) with the jumper wire in place.
Yes
Module connectors. If OK, replace the Engine Coolant Temperature Sensor. Refer to
SENSOR, COOLANT TEMPERATURE, REMOVAL .
TEST .
No
 Go To 4
4. ECT SIGNAL CIRCUIT OPEN

3. Measure the resistance of the (K2) ECT Sensor Signal circuit between the ECT Sensor harness
Yes
 Go To 5.
No



TEST .
1. Measure the resistance of the (K900) Sensor Ground circuit between the ECT Sensor harness
Yes
 Go To 6.
No
Repair the (K900) Sensor Ground circuit for an open or high resistance.


TEST .
contact in the ECT Sensor and Powertrain Control Module connectors.

Yes
TEST .
No
TEST .
P0119-ENGINE COOLANT TEMPERATURE SENSOR CIRCUIT INTERMITTENT

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
The Powertrain Control Module (PCM) detects a change in the Engine Coolant Temperature Sensor voltage
greater than 0.5 volts over a period of 0.5 seconds. One Trip Fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
Possible Causes
ECT SIGNAL CIRCUIT INTERMITTENTLY SHORTED TO VOLTAGE
ECT SIGNAL CIRCUIT INTERMITTENTLY SHORTED TO GROUND
ECT SIGNAL CIRCUIT INTERMITTENTLY OPEN
SENSOR GROUND CIRCUIT INTERMITTENTLY OPEN
PROCEDURE .
DIAGNOSTIC TEST
1. ECT SENSOR
2. With the scan tool, read ECT Sensor voltage.
3. Carefully tap on or near the ECT Sensor while monitoring the ECT Sensor voltage reading on the
scan tool.
NOTE: The sensor voltage should not change more than 0.5 volts.
Does the voltage change more than 0.5 volts?
Yes
Module connectors. If OK, replace the Engine Coolant Temperature Sensor. Refer to
SENSOR, COOLANT TEMPERATURE, REMOVAL .
TEST .
No
Go To 2.

2. CHECK THE (K2) ECT SIGNAL CIRCUIT FOR AN INTERMITTENT SHORT TO VOLTAGE
NOTE: This DTC will set due to an intermittent condition. Due to this condition it
is recommended to wiggle test the wiring related to the ECT Sensor during
testing in the following steps.

2. Disconnect the ECT Sensor harness connector.
4. Measure the voltage on the (K2) ECT Sensor Signal circuit at the ECT Sensor harness connector.
Is the voltage reading above 5.2 volts at any time while wiggle testing the harness?
Yes
 Repair the (K2) ECT Sensor Signal circuit for a short to voltage.
TEST .
No
Go To 3.

3. CHECK THE (K2) ECT SIGNAL CIRCUIT FOR AN INTERMITTENT OPEN

3. Measure the resistance of the (K2) ECT Sensor Signal circuit between the ECT Sensor harness
Does the resistance go above 5.0 Ohms at any time while wiggle testing the harness?
Yes
 Go To 4.
No
Repair the (K2) ECT Sensor Signal circuit for an intermittent open circuit.


TEST .
4. CHECK THE (K900) SENSOR GROUND CIRCUIT FOR AN INTERMITTENT OPEN
1. Measure the resistance of the (K900) Sensor Ground circuit from the ECT Sensor harness
connector to the appropriate terminal of the PCM harness connector.
Does the resistance go above 5.0 Ohms at any time while wiggle testing the harness?
Yes
 Go To 5.
No
Repair the (K900) Sensor ground circuit for an intermittent open circuit.


TEST .
Yes
TEST .
No
TEST .
P0122-THROTTLE POSITION SENSOR 1 CIRCUIT LOW

Fig. 16: Throttle Body & Accelerator Pedal Position Sensor Wiring Diagram
THEORY OF OPERATION
The Electronic Throttle Control (ETC) system uses two Throttle Position Sensors (TPS) to monitor the throttle
blade position. The TPS sensors 1 and 2 are located within the throttle body assembly. Each sensor has a 5-volt
reference circuit, a low reference circuit, and a signal circuit. Processors are also used to monitor the ETC
system data. The processors are located within the Powertrain Control Module (PCM). Each signal circuit
provides the processors with a signal voltage proportional to throttle blade movement. The processors share and
monitor data to verify that the indicated TPS calculation is correct.
WHEN MONITORED:
SET CONDITION:
Throttle Position Sensor (TPS) voltage at the Powertrain Control Module (PCM) is less than 0.16 of a Volt for
0.7 of a second. One Trip Fault. Three good trips to turn off the MIL. ETC light will illuminate.
POSSIBLE CAUSES
Possible Causes
TP SENSOR 1 SIGNAL CIRCUIT SHORTED TO GROUND
TP SENSOR 1 SIGNAL CIRCUIT SHORTED TO THE TP SENSOR RETURN CIRCUIT
TP SENSOR 1 SIGNAL CIRCUIT OPEN
THROTTLE POSITION SENSOR/THROTTLE BODY
PROCEDURE .
DIAGNOSTIC TEST
NOTE: Diagnose and repair any Throttle Body circuit, system voltage or sensor
supply voltage DTCs before continuing with this test.
NOTE: If the DTC does not reset it may be necessary to test drive the
vehicle.
NOTE: If the P2122-APP Sensor 1 Circuit Low DTC is also Active, diagnose
the P2122 before continuing with the P0122 diagnostic procedure.

Yes
 Go To 2.
No
Go To 11.

2. P0222 ALSO SET
Was the P0222-TP SENSOR NO. 2 VOLTAGE LOW DTC set along with the P0122?
Yes
 Go To 3.
No
Go To 4.


2. Disconnect the Throttle Body harness connector.
4. Measure the voltage on the 5 Volt Supply circuit in the Throttle Body harness connector.
Yes
 Go To 4.
No
Go To 8.

4. THROTTLE POSITION SENSOR

1. With the scan tool, monitor the TP Sensor 1 voltage with the Sensor harness connector
disconnected.

minus.1 of a volt) with the connector disconnected.
Yes
 Verify that there is good pin to terminal contact in the Throttle Body and Powertrain Control
Module connectors. If OK, replace the Throttle Body Assembly. Refer to THROTTLE
BODY, REMOVAL . Disconnect the Battery when replacing the Throttle Body Assembly.
After installation is complete, using a scan tool select ETC RELEARN function.
TEST .
No
Go To 5.

5. TP SENSOR 1 SIGNAL CIRCUIT SHORTED TO GROUND

3. Measure the resistance between ground and the TP Sensor 1 Signal circuit in the Throttle Body
harness connector.
Yes
 Repair the short to ground in the TP Sensor 1 Signal circuit.

TEST .
No
Go To 6.

6. TP SENSOR 1 SIGNAL CIRCUIT SHORTED TO THE TP SENSOR RETURN CIRCUIT

1. Measure the resistance between the TP Sensor 1 Signal circuit and the TP Sensor Return circuit in
the Throttle Body harness connector.
Yes
 Repair the short between the TP Sensor Return circuit and the TP Sensor 1 Signal circuit.
TEST .
No
Go To 7.

7. EXCESSIVE RESISTANCE IN THE TP SENSOR 1 SIGNAL CIRCUIT

1. Measure the resistance of the TP Sensor 1 Signal circuit between the Throttle Body harness
connector to the appropriate terminal of PCM C2 harness connector.
Yes
 Go To 10.
No
Repair the excessive resistance in the TP Sensor 1 Signal circuit.



TEST .
3. Measure the resistance of the 5 Volt Supply circuit from the Throttle Body harness connector to the
appropriate terminal of the PCM C2 harness connector.
Yes
 Go To 9.
No



TEST .
1. Measure the resistance between ground and the 5 Volt Supply circuit in the Throttle Body harness
connector.
Yes

TEST .
No
Go To 10.


Throttle Body and the Powertrain Control Module (PCM).
contact in the Throttle Body and Powertrain Control Module harness connectors.
Yes
TEST .
No
Replace and program the Powertrain Control Module in accordance with the Service

TEST .
11. THROTTLE FOLLOWER TEST
1. With the scan tool, perform the ETC Throttle Follower Test.
2. Monitor the TP Sensor 1 voltage.
Does the voltage start at approximately 0.7 of a Volt and increase to approximately 4.3 Volts with a
smooth transition?
Yes

No
After installation is complete, using a scan tool select ETC RELEARN function.
TEST .
P0123-THROTTLE POSITION SENSOR 1 CIRCUIT HIGH

THEORY OF OPERATION
blade position. The TPS sensors 1 and 2 are located within the throttle body assembly. Each sensor has a 5 Volt
reference circuit, a low reference circuit and a signal circuit. Processors are also used to monitor the ETC
WHEN MONITORED:
SET CONDITION:
Throttle Position Sensor 1 voltage is greater than 4.8 Volts for 25 ms. One Trip Fault. ETC light will illuminate.
POSSIBLE CAUSES
Possible Causes
TP SENSOR 1 SIGNAL CIRCUIT SHORTED TO VOLTAGE
TP SENSOR 1 SIGNAL CIRCUIT OPEN
TP SENSOR 1 SIGNAL CIRCUIT SHORTED TO THE 5 VOLT SUPPLY CIRCUIT
TP SENSOR RETURN CIRCUIT OPEN
THROTTLE PLATE JAMMED AGAINST THE MAXIMUM STOP
PROCEDURE .
DIAGNOSTIC TEST
NOTE: When this DTC is Active the engine speed, torque and vehicle speed are
limited to a Limp in mode.
NOTE: Make sure the throttle is fully closed and free from binding or carbon build
up.
NOTE: If a 5 Volt Supply DTC has also set, diagnose the 5 Volt DTC before
continuing.
NOTE: If P2101 is also set, then make sure that the blade moves freely and does
not hang up near Wide Open Throttle before trying to repair P0123.

NOTE: If the DTC does not reset it may be necessary to test drive the
vehicle.
NOTE: If the P2123-APP Sensor 1 Circuit High DTC is also Active, diagnose
the P2123 before continuing with the P0123 diagnostic procedure.
Yes
 Go To 2.
No
Go To 8.


4. With the scan tool, monitor the TP Sensor 1 voltage.
5. Connect a jumper wire between the TP Sensor 1 Signal circuit and the TP Sensor Return circuit in

Yes
After installation is complete, using a scan tool select the ETC RELEARN function.
TEST .
No
 Go To 3.
3. TP SENSOR 1 SIGNAL CIRCUIT SHORTED TO VOLTAGE

4. Measure the voltage on the TP Sensor 1 Signal circuit in the Throttle Body harness connector.

Yes
 Repair the short to voltage in the TP Sensor 1 Signal circuit.

TEST .
No
Go To 4.
4. TP SENSOR 1 SIGNAL CIRCUIT OPEN
2. Measure the resistance of the TP Sensor 1 Signal circuit from the Throttle Body harness connector
to the appropriate terminal of the PCM C2 harness connector.
Yes
 Go To 5.
No
Repair the open in the TP Sensor 1 Signal circuit.



TEST .
5. TP SENSOR 1 SIGNAL CIRCUIT SHORTED TO THE 5 VOLT SUPPLY CIRCUIT
1. Measure the resistance between the TP Sensor 1 Signal circuit and the 5 Volt Supply circuit in the
Throttle Body harness connector.
Yes
 Repair the short between the 5 Volt Supply circuit and the TP Sensor 1 Signal circuit.
TEST .
No
Go To 6.

6. TP SENSOR RETURN CIRCUIT OPEN

1. Measure the resistance of the TP Sensor Return circuit from the Throttle Body harness connector to
the appropriate terminal of the PCMC2 harness connector.

Yes
 Go To 7.
No
Repair the open in the TP Sensor Return circuit.



TEST .
Yes
TEST .
No

TEST .
1. With the scan tool, perform the ETC Throttle Follower Test.
2. Monitor the TP Sensor 1 voltage.
Does the voltage start at approximately 0.7 of a Volt and increase to approximately 4.3 Volts with a
smooth transition?
Yes

No
After installation is complete, using a scan tool select the ETC RELEARN function.
TEST .
P0128-THERMOSTAT RATIONALITY
THEORY OF OPERATION
The Powertrain Control Module (PCM) predicts what the engine coolant temperature should be, based on the
engine coolant temperature at start-up, ambient temperature and how the vehicle is subsequently driven. The
predicted engine coolant temperature is compared to the Engine Coolant Temperature Sensor reading. The error
between the two is calculated and integrated with respect to time. When the Thermostat diagnostic runs, the
integrated error is compared to a calibrated threshold and pass/fail is determined. Separate pass and fail
thresholds are used in order to improve accuracy of the diagnostic.
WHEN MONITORED:
With the engine running, ambient temperature between -8° C (17.6° F) and 50° C (122° F), start up coolant
temperature less than 50° C (122° F) and average vehicle speed greater than 16 kph (10 mph) until coolant
temperature reaches 85° C (185° F).
SET CONDITION:
The PCM detects that the actual engine coolant temperature falls too far below the predicted engine coolant
temperature and the predicted coolant temperature reaches the predicted target value before the actual coolant
temperature reaches the actual coolant temperature target value. Two trip fault. Three good trips to turn off the
MIL.
POSSIBLE CAUSES
Possible Causes
LOW COOLANT LEVEL
THERMOSTAT OPERATION
SIGNAL CIRCUIT SHORTED TO VOLTAGE
TEMPERATURE SENSOR
SIGNAL CIRCUIT OPEN
SIGNAL CIRCUIT SHORTED TO GROUND
SIGNAL CIRCUIT SHORTED TO THE SENSOR GROUND CIRCUIT
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DTC
NOTE: If any ECT, AAT, CMP or CKP sensor DTCs have set along with P0128,
diagnose them before continuing.
NOTE: Make sure that the Pinion Factor has been programmed correctly into the
PCM.

2. Allow the engine to reach normal operating temperature.
NOTE: It may be necessary to drive the vehicle to meet the conditions to set
this DTC, try to repeat the conditions in which the fault originally set
by reviewing the Freeze Frame data.
Yes
 Go To 2.
No


2. LOW COOLANT LEVEL
NOTE: If an Engine Coolant Temperature (ECT) DTC is set along with this code,
diagnose the ECT DTC first.
NOTE: Inspect the ECT terminals and related PCM terminals. Make sure the
terminals are free from corrosion and damage.
NOTE: The best way to diagnose this DTC is to allow the vehicle to sit overnight
outside in order to have a totally cold soaked engine.
NOTE: Extremely cold outside ambient temperatures may have caused this DTC
to set.
WARNING: Never open the cooling system when the engine is hot. The system
is under pressure. Failure to follow these instructions can result in
personal injury including extreme burns, scalding, or fatal injury.
Allow the engine to cool before opening the cooling system.
1. Check the coolant system to make sure that the coolant is in good condition and at the proper level.
Refer to DIAGNOSIS AND TESTING .
Is the coolant level and condition OK?
Yes
 Go To 3.
No
Inspect the vehicle for a coolant leak and add the necessary amount of coolant.


TEST .
3. THERMOSTAT OPERATION
NOTE: This test works best if performed on a cold engine (cold soak).

2. With the scan tool, read the ECT Deg value. If the engine was allowed to sit overnight (cold soak),
the temperature value should be a value that is somewhere close to the ambient temperature.
NOTE: If engine coolant temperature is above 82° C (180° F), allow the
engine to cool until 65° C (150° F) is reached.
3. Start the Engine.

4. During engine warm-up, monitor the ECT Deg value. The temp deg value change should be a
smooth transition from start up to normal operating temp 82° C (180° F). Also monitor the actual
coolant temperature with a thermometer.
NOTE: As the engine warms up to operating temperature, the actual coolant

temperature (thermometer reading) and the scan tool, ECT
Temperature value should stay relatively close to each other.
5. Using the appropriate Service Information, determine the proper opening temperature of the
thermostat.
Did the thermostat open at the proper temperature?
Yes
 Go To 4.
No
Replace the thermostat in accordance with the Service Information. Refer to


THERMOSTAT, REMOVAL .
TEST .
4. AMBIENT AIR TEMP SENSOR OPERATION
2. With the scan tool, read and record the AAT Sensor Temperature value.
3. Monitor the actual ambient air temperature near the AAT Sensor with a thermometer.
Is the AAT Sensor value with -15° C (5° F) of the thermometer reading?
Yes
 Go To 5.
No
Go To 7.

5. ECT SENSOR OPERATION
hot. Failure to follow these instructions can result in possible
1. With the scan tool, read and record the ECT Sensor Temperature value.
2. Monitor the actual coolant temperature with a thermometer.
Is the ECT Sensor value with -15° C (5° F) of the thermometer reading?
Yes
 Go To 6.
No
Go To 7.

6. OTHER POSSIBLE CAUSES

1. Inspect the Temperature Sensors for any physical damage.
2. Inspect the engine coolant. Make sure the coolant is at the proper level.
3. Make sure the Temperature Sensors are properly installed.

4. Make sure the CMP and CKP sensors are installed properly. Check the connectors for any signs of
damage.

6. With the engine running at normal operating temperature, monitor the Temperature sensor
parameters while wiggling the wire harness. Look for parameter values to change.
7. Visually inspect the related wire harness. Look for any chafed, pierced, pinched, partially broken
wires and broken, bent, pushed out or corroded terminals.
CAUTION: Do not probe the PCM harness connectors. Probing the PCM
harness connectors will damage the PCM terminals resulting in
poor terminal to pin connection. Install the PCM Pinout Box
(special tool #8815A, Kit, NGC, 38 Position) to perform
diagnosis.
8. Inspect and clean all PCM, engine and chassis grounds.
Were any problems found during the above inspections?
Yes
TEST .
No
Test Complete, the conditions that set this DTC are not present at this time.

7. SIGNAL CIRCUIT SHORTED TO VOLTAGE
NOTE: Visually inspect both the component and the PCM connectors. Look for
damage, partially broken wires and backed out or corroded terminals

2. Disconnect the applicable Temperature Sensor harness connector.
3. Disconnect the BCM harness connector and the PCM harness connector.
5. Measure the voltage on the ECT Signal circuit and the AAT Signal circuit at the appropriate
Temperature Sensor harness connector.
Yes
 Repair the short to voltage in the Signal circuit.

TEST .
No
Go To 8.
8. TEMPERATURE SENSOR
2. Connect the BCM harness connector and the PCM harness connector.
4. With the scan tool, read the Temperature Sensor voltage.
5. Connect a jumper wire across the ECT and AAT Sensor harness connectors.
Does the voltage start at 5.0 Volts and drop below 1.0 Volt when the jumper wire is installed?
Yes
connectors. If OK, replace the appropriate Temperature Sensor. Refer to SENSOR,
COOLANT TEMPERATURE, REMOVAL or SENSOR, AIR TEMPERATURE,
INTAKE, REMOVAL .
TEST .
No
 Go To 9.
NOTE: Disconnect the jumper wire before continuing.
9. SIGNAL CIRCUIT OPEN

2. Measure the resistance of the ECT Sensor Signal circuit from the ECT Sensor harness connector to
the appropriate terminal of the PCM C2 harness connector.
3. Measure the resistance of the AAT Sensor Signal circuit from the AAT Sensor harness connector to
the BCM harness connector.
Yes
 Go To 10.
No
Repair the open in the Sensor Signal circuit.



TEST .
1. Measure the resistance of the Sensor ground circuit from the appropriate Temperature Sensor
harness connector to the appropriate terminal of the PCM harness connector.
2. Measure the resistance of the Sensor ground circuit from the AAT Sensor harness connector to the
Yes
 Go To 11.
No
Repair the open in the Sensor ground circuit.



TEST .
11. SIGNAL CIRCUIT SHORTED TO GROUND
1. Measure the resistance between ground and the Sensor Signal circuit in the Temperature Sensor
harness connector.
Yes
 Repair the short to ground in the Signal circuit.

TEST .
No
Go To 12.

12. SIGNAL CIRCUIT SHORTED TO THE SENSOR GROUND CIRCUIT

1. Measure the resistance between the Signal circuit and the Sensor ground circuit in the ECT Sensor
harness connector.
2. Measure the resistance between the Signal circuit and the Sensor ground circuit in the AAT Sensor
harness connector.
Yes
 Repair the short between the Sensor ground circuit and the Sensor Signal circuit.
TEST .
No
Go To 13.


Temperature Sensors and the Powertrain Control Module (PCM).
contact in the Sensor and Powertrain Control Module connectors.
Yes
TEST .
No
TEST .
P0130-O2 SENSOR 1/1 CIRCUIT


THEORY OF OPERATION
The air/fuel mixture is expressed either as the ratio of air to fuel vapor or as a lambda value. The lambda value
is derived from the stoichiometric air/fuel ratio, which is the chemically correct ratio of air to fuel for complete
combustion to take place. The stoichiometric ratio is 14.7:1 when expressed as an air/fuel ratio, or 1 when
expressed as a lambda value. A richer mixture will have a lower air/fuel ratio and lower lambda value. e.g. an
air/fuel ratio of 12.5:1 equals a lambda value of 0.85.
The broadband O2 sensor consists of two cells: a measurement cell and a pumping cell with detection chamber.
With the help of the measurement cell, the O2 concentration of the exhaust (which is found in the detection
chamber) is measured and compared with the target value of 450mV which represents a stoichiomentric
mixture. If this value deviates, the current flow is switched to the pump cell and O2 ions are pumped into or out
of the detection chamber as necessary for the voltage value of the measurement cell to once again correspond to
the target value of 450mV. Measurement of this pump current flow enables the precise lambda value of the
mixture to be calculated. With a stoichiometric mixture there is no current flow across the pumping chamber
because the O2 sample in the detection chamber corresponds to the target value.
WHEN MONITORED:
Engine running, oxygen sensor at operating temperature (light-off time is 10 seconds), battery voltage between
11.0 and 16.0 volts.
SET CONDITION:
The oxygen sensor signal voltage is greater than 2.20 volts for a calibrated period of time. Two Trip Fault.
Three good trips to turn off the MIL.
POSSIBLE CAUSES
Possible Causes
O2 RETURN UPSTREAM CIRCUIT SHORTED TO GROUND
O2 1/1 SIGNAL CIRCUIT SHORTED TO GROUND
O2 1/1 SIGNAL CIRCUIT SHORTED TO THE O2 RETURN UPSTREAM CIRCUIT
O2 SENSOR
PROCEDURE .
DIAGNOSTIC TEST
1. O2 SENSOR VOLTAGE
3. With a scan tool, read the 1/1 O2 Sensor voltage.
Yes
 Go To 2.
No


2. O2 SENSOR 1/1 SIGNAL CIRCUIT

4. With a scan tool, monitor the O2 Sensor voltage.
Is the 1/1 O2 Sensor voltage above 0.09 volt?
Yes
 Go To 3.
No
Go To 5.

3. O2 SENSOR
1. Measure the voltage on the O2 Return Upstream circuit in the O2 Sensor harness connector.
Is the voltage at 0.11 volts?
Yes
 Replace the O2 Sensor.

TEST .
No
Go To 4.

4. O2 RETURN UPSTREAM CIRCUIT SHORTED TO GROUND

2. Disconnect the PCM harness connector.
3. Measure the resistance between ground and the O2 Return Upstream circuit in the O2 Sensor
harness connector.
Yes
 Repair the short to ground in the O2 Return Upstream circuit.

TEST .
No
Go To 7.

5. O2 SENSOR 1/1 SIGNAL CIRCUIT SHORTED TO GROUND


2. Disconnect the C1 PCM harness connector.
3. Measure the resistance between ground and the O2 Sensor 1/1 Signal circuit in the O2 Sensor
harness connector.
Yes
 Repair the short to ground in the O2 Sensor 1/1 Signal circuit.

TEST .
No
Go To 6.
6. O2 SENSOR 1/1 SIGNAL CIRCUIT SHORTED TO THE O2 RETURN UPSTREAM CIRCUIT
1. Measure the resistance between the O2 Sensor 1/1 Signal circuit and the O2 Return Upstream
circuit in the O2 Sensor harness connector.
Yes
 Repair the short between the O2 Return Upstream circuit and the O2 Sensor 1/1 Signal
circuit.
TEST .
No
Go To 7.

NOTE: Before continuing, check the PCM harness connector terminals for
corrosion, damage, or terminal push out. Repair as necessary.
1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the O2
contact in the O2 Sensor and Powertrain Control Module harness connectors.
Yes
TEST .
No
TEST .
P0133-O2 SENSOR 1/1 SLOW RESPONSE


THEORY OF OPERATION
The air/fuel mixture is expressed either as the ratio of air to fuel vapor or as a lambda value. The lambda value
is derived from the stoichiometric air/fuel ratio, which is the chemically correct ratio of air to fuel for complete
combustion to take place. The stoichiometric ratio is 14.7:1 when expressed as an air/fuel ratio, or 1 when
expressed as a lambda value. A richer mixture will have a lower air/fuel ratio and lower lambda value. e.g. an
air/fuel ratio of 12.5:1 equals a lambda value of 0.85.
The broadband O2 sensor consists of two cells: a measurement cell and a pumping cell with detection chamber.
With the help of the measurement cell, the O2 concentration of the exhaust (which is found in the detection
chamber) is measured and compared with the target value of 450mV which represents a stoichiomentric
mixture. If this value deviates, the current flow is switched to the pump cell and O2 ions are pumped into or out
of the detection chamber as necessary for the voltage value of the measurement cell to once again correspond to
the target value of 450mV. Measurement of this pump current flow enables the precise lambda value of the
mixture to be calculated. With a stoichiometric mixture there is no current flow across the pumping chamber
because the O2 sample in the detection chamber corresponds to the target value.
WHEN MONITORED:
With the ECT above 70° C (158° F), engine RPM between 1400 and 2300, vehicle speed between 64 and 96
kph (40 and 60 mph), and engine run time greater than three minutes.
SET CONDITION:
The Powertrain Control Module (PCM) detects that the oxygen sensor signal does not switch adequately during
monitoring. Two Trip Fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
Possible Causes
EXHAUST LEAK
O2 1/1 SIGNAL CIRCUIT
O2 RETURN UPSTREAM CIRCUIT
1/1 O2 SENSOR
PROCEDURE .
DIAGNOSTIC TEST

NOTE: Check for contaminants that may have damaged the O2 Sensor:
contaminated fuel, unapproved silicone, oil and coolant.
NOTE: After the repairs have been made, verify proper O2 Sensor operation. If all
the O2 Sensor voltage readings have not returned to normal, follow the
diagnostic procedure for the remaining O2 Sensors.

3. With a scan tool, read the active DTCs.
Yes
 Go To 2.
No



3. Connect Exhaust Cone (special tool #8404-EC, Exhaust Cone) or (special tool #8404-ECT,
Exhaust Cone, Truck) to Air Pressure Regulator (with hose) W-18-MIL-1146AS.
CAUTION: The air pressure must not exceed 27.6 kPa (4 psi), otherwise

5. Adjust the Air Pressure Regulator to 27.6 kPa (4 psi).
described above.
8. Apply Mopar® Air Leak Detector PN# 05191804AA (or an equivalent leak finder liquid) to the
following areas:
 All welded joints from the exhaust manifold to 152.4 mm (6 inches) behind the downstream
O2 sensor
9. Watch for the liquid/soapy water to bubble.

necessary:
Type 1 Leak is defined as a leak where very small foam like bubbles 1 mm (0.04 of an inch) or
less appear.
Any Type 1 or greater leaks found in welded joints, O2 sensor seal points or O2 sensor boss welds
must be repaired or the component must be replaced.
Type 2 Leak is defined as a leak where larger bubbles pea size, 8 mm (0.3 of an inch) or greater
appear.
Any Type 2 or greater leaks found in flange or joint connections, exhaust manifold to cylinder head
connections, or EGR gasket and tube seal points must be repaired or the components must be
replaced
Repair required if results at 27.6 kPa (4 psi)

Leak Location
reveal bubble size:
Welded joints Type 1, 1 mm (0.04 of an inch) or greater
O2 Sensor seal points Type 1, 1 mm (0.04 of an inch) or greater
O2 Sensor boss welds Type 1, 1 mm (0.04 of an inch) or greater
Flange / joint connections Type 2, 8 mm (0.3 of an inch) or greater
Exhaust Manifold to cylinder head connections Type 2, 8 mm (0.3 of an inch) or greater
Yes

TEST .
No
Go To 3.

3. O2 1/1 SIGNAL CIRCUIT

1. Turn the ignition off
4. Measure the voltage on the O2 1/1 Signal circuit in the O2 Sensor harness connector.
Is the voltage between 4.1 and 5.0 Volts?
Yes
 Go To 4.
No
Check the O2 1/1 Signal circuit for a short to ground, open, or short to voltage. If OK,

replace and program the Powertrain Control Module in accordance with the service
TEST .
4. O2 RETURN UPSTREAM CIRCUIT
Is the voltage at 2.5 Volts?
Yes
 Go To 5.
No
Check the O2 Return Upstream circuit for a short to ground, open, or short to voltage. If OK,

replace and program the Powertrain Control Module in accordance with the service
TEST .
5. O2 SENSOR
NOTE: Check for signs of contaminants that may have damaged the O2 Sensor,
such as contaminated fuel, unapproved silicone, oil and coolant.
1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the 1/1
 Look for broken, bent, pushed out or corroded terminals.
 Verify that there is good pin to terminal contact in the 1/1 O2 Sensor and Powertrain Control
Module connectors.
Yes
TEST .
No
 Replace the 1/1 Oxygen Sensor in accordance with the Service Information. Refer to
SENSOR, OXYGEN, REMOVAL .
TEST .
P0135-O2 SENSOR 1/1 HEATER PERFORMANCE


THEORY OF OPERATION
momentarily disabled to allow a resistance measurement to be taken to calculate heater temperature. The current
temperature is continuously monitored to determine heater performance.
WHEN MONITORED:
Engine running and heater duty cycle greater than 0%. Battery voltage greater than 11.0 Volts.
SET CONDITION:
The Powertrain Control Module (PCM) detects no temperature change in the O2 sensor heater element when
the heater circuit is active. The heater temperature is obtained by measuring the heater resistance and calculating
the heater temperature. Two trip fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
Possible Causes
O2 1/1 HEATER CONTROL CIRCUIT OPEN
O2 1/1 HEATER GROUND CIRCUIT OPEN
1/1 O2 SENSOR
PROCEDURE .
DIAGNOSTIC TEST
1. O2 SENSOR HEATER OPERATION

NOTE: Wait a minimum of eight minutes to allow the O2 Sensor to cool

down before continuing the test. Allow the O2 Sensor voltage to
stabilize between 4.6 and 5.0 Volts.

3. With the scan tool, actuate the 1/1 O2 Heater Test.
4. Using the scan tool, monitor 1/1 O2 Sensor voltage for at least two minutes.
Does the voltage stay above 4.5 Volts?
Yes
 Go To 2.
No



3. Measure the resistance of the O2 Heater Element across the 1/1 O2 Sensor connector between the
O2 Heater Control terminal and the Heater ground terminal.

values.
Is the resistance of the O2 Sensor Heater Element between 2.0 and 30.0 Ohms?
Yes
 Go To 3.
No
Verify that there is good pin to terminal contact in the Sensor and Control Module

connectors. If OK, replace the O2 Sensor. Refer to SENSOR, OXYGEN, REMOVAL .
TEST .
appropriate terminal of PCM C1 harness connector.
Yes
 Go To 4.
No
Repair the excessive resistance in the O2 1/1 Heater Control circuit.



TEST .
4. ASD RELAY O2 1/1 HEATER FEED CIRCUIT OPEN
1. Measure the resistance of the ASD Relay O2 1/1 Heater Feed circuit and the ASD Relay Output
terminal in the PDC.
Yes
 Go To 5.
No


TEST .
Yes
TEST .
No
TEST .
P0137-O2 SENSOR 1/2 CIRCUIT LOW


THEORY OF OPERATION
WHEN MONITORED:
Engine running for less than 30 seconds and the O2 Sensor Heater Temperature is less than 251° C (484° F)
with battery voltage greater 10.99 Volts.
SET CONDITION:
The Powertrain Control Module (PCM) detects that the 1/2 Oxygen Sensor signal voltage is below minimum
acceptable value. The DTC will set as Pending after one trip and Active after two trips. Three good trips to turn
off the MIL.
POSSIBLE CAUSES
Possible Causes
O2 RETURN DOWNSTREAM CIRCUIT SHORTED TO GROUND
O2 1/2 SIGNAL CIRCUIT SHORTED TO GROUND
O2 1/2 SIGNAL CIRCUIT SHORTED TO THE O2 RETURN DOWNSTREAM CIRCUIT
O2 1/2 SIGNAL CIRCUIT SHORTED TO THE O2 1/2 HEATER GROUND CIRCUIT
1/2 O2 SENSOR
PROCEDURE .
DIAGNOSTIC TEST

2. With the scan tool, read DTCs. Record DTC and Freeze Frame information.
Yes
 Go To 2.
No

4. With the scan tool, monitor the 1/2 O2 Sensor voltage.
Is the O2 Sensor voltage between 0.12 and 0.09 Volt?
Yes
 Go To 3.
No
Go To 5.

3. O2 SENSOR
1. Measure the voltage on the O2 Return Downstream circuit in the O2 Sensor harness connector.
Is the voltage at 0.11 Volt?
Yes
REMOVAL .
TEST .
No
Go To 4.

4. O2 RETURN DOWNSTREAM CIRCUIT SHORTED TO GROUND

3. Measure the resistance between ground and the O2 Return Downstream circuit in the O2 Sensor
harness connector.
Yes
 Repair the short to ground in the O2 Return Downstream circuit.

TEST .
No
Go To 8.

5. O2 1/2 SIGNAL CIRCUIT SHORTED TO GROUND

3. Measure the resistance between ground and the O2 1/2 Signal circuit in the O2 Sensor harness
connector.
Yes
 Repair the short to ground in the O2 1/2 Signal circuit.

TEST .
No
Go To 6.

6. O2 1/2 SIGNAL CIRCUIT SHORTED TO THE O2 RETURN DOWNSTREAM CIRCUIT

1. Measure the resistance between the O2 1/2 Signal circuit and the O2 Return Downstream circuit in
the O2 Sensor harness connector.
Yes
 Repair the short between the O2 Return Downstream circuit and the O2 1/2 Signal circuit.
TEST .
No
Go To 7.

7. O2 1/2 SIGNAL CIRCUIT SHORTED TO THE O2 1/2 HEATER CONTROL CIRCUIT

1. Measure the resistance between the O2 1/2 Signal circuit and the O2 1/2 Heater Control circuit in
the O2 Sensor harness connector.
Yes
 Repair the short between the O2 1/2 Heater Control circuit and the O2 1/2 Signal circuit.
TEST .
No
Go To 8.


Yes
TEST .
No
TEST .
P0138-O2 SENSOR 1/2 CIRCUIT HIGH


THEORY OF OPERATION
WHEN MONITORED:
Continuously with the engine running, no O2 sensor heater DTCs present, 1/2 Oxygen Sensor heater
temperature within a specific range and battery voltage greater than 10.4 Volts.
SET CONDITION:
The Powertrain Control Module (PCM) detects that the 1/2 Oxygen Sensor voltage is greater than the maximum
acceptable value for a specific amount of time, based on O2 sensor heater temperature. The DTC will set as
Pending after one trip and Active after two trips. Three good trips to turn off the MIL.
POSSIBLE CAUSES
Possible Causes
O2 1/2 SIGNAL CIRCUIT SHORTED TO VOLTAGE
O2 RETURN DOWNSTREAM CIRCUIT SHORTED TO VOLTAGE
O2 1/2 SENSOR SIGNAL CIRCUIT OPEN
O2 RETURN DOWNSTREAM CIRCUIT OPEN
1/2 O2 SENSOR
PROCEDURE .
DIAGNOSTIC TEST
NOTE: If an O2 sensor signal circuit is shorted to voltage, all O2 sensor voltage

readings displayed on the scan tool will be approximately 5.0 Volts.
Diagnose the sensor that set the most current DTC.
Yes
 Go To 2.
No


2. O2 1/2 SIGNAL CIRCUIT SHORTED TO VOLTAGE
5. Measure the voltage on the O2 Sensor 1/2 Signal circuit in the O2 Sensor harness connector.
NOTE: Measure the voltage in reference to ground, not the O2 Return

Downstream circuit.
Yes
 Repair the short to voltage in the O2 Sensor 1/2 Signal circuit.

TEST .
No
Go To 3.

3. O2 RETURN DOWNSTREAM CIRCUIT SHORTED TO VOLTAGE

1. Measure the voltage on the O2 Return Downstream circuit in the O2 Sensor harness connector.
Yes
 Repair the short to voltage in the O2 Return Downstream circuit.

TEST .
No
Go To 4.
4. 1/2 O2 SENSOR
2. Connect the PCM C1 harness connector.
5. Connect a jumper wire between the O2 1/2 Signal circuit and the O2 Return Downstream circuit in
the 1/2 O2 Sensor harness connector.
Is the voltage between 2.3 and 2.7 Volts with the jumper wire installed?
Yes
REMOVAL .
TEST .
No
 Go To 5.
5. O2 1/2 SIGNAL CIRCUIT OPEN

3. Measure the resistance of the O2 1/2 Signal circuit from the O2 Sensor harness connector to the
Yes
 Go To 6.
No
Repair the open in the O2 1/2 Signal circuit.



TEST .
6. O2 RETURN DOWNSTREAM CIRCUIT OPEN
1. Measure the resistance of the O2 Return Downstream circuit from the O2 Sensor harness connector
to the appropriate terminal of the PCM C1 harness connector.
Yes
 Go To 7.
No
Repair the open in the O2 Return Downstream circuit.



TEST .
Yes
TEST .
No
TEST .
P0139-O2 SENSOR 1/2 SLOW RESPONSE


THEORY OF OPERATION
The downstream O2 Sensor is located in the exhaust path behind the catalytic converter, is monitored for proper
response to assure optimum catalytic converter efficiency. The downstream O2 response monitor is intended to
diagnose a downstream O2 sensor that is not moving or stuck in a voltage window and to insure accurate
information for catalyst monitor diagnosis.
WHEN MONITORED:
With the engine running, vehicle speed above 96 kph (60 mph), throttle open for a minimum of 120 seconds,
ECT greater than 70° C (158° F), catalytic converter temperature greater than 600° C (1112° F) and
downstream oxygen sensor in a rich state. During a decel fuel shutoff event, the downstream oxygen sensor
should switch from rich to lean within a specific time.
SET CONDITION:
The Powertrain Control Module (PCM) monitors the downstream O2 Sensor. If the PCM does not detect a rich
to lean switch within a specific time during a decel fuel shutoff event, the monitor will fail. One trip fault. Three
POSSIBLE CAUSES
Possible Causes
EXHAUST LEAK
O2 RETURN DOWNSTREAM CIRCUIT
1/2 O2 SENSOR
PROCEDURE .
DIAGNOSTIC TEST

Yes
 Go To 2.
No




described above.
following areas:
O2 sensor

necessary:
less appear.
appear.
connections or EGR gasket and tube seal points must be repaired or the components must be
replaced

Leak Location
reveal bubble size:
EGR gasket and tube seal points Type 2, 8 mm (0.3 of an inch) or greater
Yes

TEST .
No
Go To 3.


1. Turn the ignition off
Is the voltage between 0.12 and 0.09 Volt?

Yes
 Go To 4.
No
Check the O2 1/2 Signal circuit for a short to ground, open or short to voltage. If OK, replace

and program the Powertrain Control Module in accordance with the Service Information.
Refer to MODULE, POWERTRAIN CONTROL [EAB], REMOVAL and STANDARD
PROCEDURE .
TEST .
4. O2 RETURN DOWNSTREAM CIRCUIT
1. Measure the voltage on the O2 Return Downstream circuit in the 1/2 O2 Sensor harness connector.
Yes
 Go To 5.
No
Check the O2 Return Downstream circuit for a short to ground, open or short to voltage. If

OK, replace and program the Powertrain Control Module in accordance with the Service
TEST .
5. O2 SENSOR
 Look for any chafed, pierced, pinched or partially broken wires.
Yes
TEST .
No
TEST .
P0140-O2 SENSOR 1/2 NO ACTIVITY DETECTED

THEORY OF OPERATION
The downstream O2 Sensor is located in the exhaust path behind the catalytic converter, is monitored for proper
response to assure optimum catalytic converter efficiency. The downstream O2 response monitor is intended to
diagnose a downstream O2 sensor that is not moving or stuck in a voltage window and to insure accurate
information for catalyst monitor diagnosis.
WHEN MONITORED:
With the engine running, vehicle speed between 32 and 88 kph (20 and 55 mph), throttle open for a minimum of
120 seconds, ECT greater than 70° C (158° F), Catalytic Converter Temperature greater than 600° C (1112° F)
and Evap Purge active.
SET CONDITION:
The Powertrain Control Module (PCM) detects that the oxygen sensor signal switches from lean to rich less
than 16 times within 20 seconds during monitoring. Two Trip Fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
Possible Causes
EXHAUST LEAK
O2 RETURN DOWNSTREAM CIRCUIT
1/2 O2 SENSOR
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DTC

Yes
 Go To 2.
No




described above.
following areas:
O2 sensor
Exhaust manifold to cylinder head connection(s)



necessary:
 Type 1 Leak is defined as a leak where very small foam like bubbles 1 mm (0.04 of an inch)
or less appear. Any Type 1 or greater leaks found in welded joints, O2 sensor seal points or
O2 sensor boss welds must be repaired or the component must be replaced.
 Type 2 Leak is defined as a leak where larger bubbles pea size, 8 mm (0.3 of an inch) or
greater appear. Any Type 2 or greater leaks found in flange or joint connections, exhaust
manifold to cylinder head connections or EGR gasket and tube seal points must be repaired
or the components must be replaced.

Leak Location
reveal bubble size:
Yes

TEST .
No
Go To 3.


Is the voltage between 0.12 and 0.09 Volt?

Yes
 Go To 4.
No
Check the O2 1/2 Signal circuit for a short to ground, open or short to voltage. If OK, replace

and program the PCM in accordance with the Service Information. Refer to MODULE,
POWERTRAIN CONTROL [EAB], REMOVAL and STANDARD PROCEDURE .
TEST .
4. O2 RETURN DOWNSTREAM CIRCUIT
1. Measure the voltage on the O2 Return Downstream circuit in the 1/2 O2 Sensor harness connector.
Is the voltage at 0.11 Volt?
Yes
 Go To 5.
No
Check the O2 Return Downstream circuit for a short to ground, open or short to voltage. If

OK, replace and program the PCM in accordance with the Service Information. Refer to
MODULE, POWERTRAIN CONTROL [EAB], REMOVAL and STANDARD
PROCEDURE .
TEST .
5. OXYGEN SENSOR
Yes
TEST .
No
TEST .
P0141-O2 SENSOR 1/2 HEATER PERFORMANCE

THEORY OF OPERATION
momentarily disabled to allow a resistance measurement to be taken to infer heater temperature. The current
temperature is continuously monitored to assess heater performance.
WHEN MONITORED:
Continuously during O2 sensor heater operation with battery voltage between 10.4 and 15.75 Volts and no O2
sensor circuit DTCs present.
SET CONDITION:
The Powertrain Control Module (PCM) detects no temperature change in the O2 sensor heater element when
the heater circuit is active. The heater temperature is obtained by measuring the heater resistance and calculating
the heater temperature. Two trip fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
Possible Causes
O2 1/2 HEATER CONTROL CIRCUIT OPEN
ASD RELAY O2 SENSOR HEATER FEED CIRCUIT OPEN
1/2 O2 SENSOR
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DTC
NOTE: Wait a minimum of eight minutes to allow the O2 Sensor to cool

down before continuing the test.

Yes
 Go To 2.
No



3. Measure the resistance of the O2 Heater Element across the O2 Sensor connector between the O2
Heater Control terminal and the Heater ground terminal.

values.
Is the resistance of the O2 Sensor Heater Element between 2.0 and 30.0 Ohms?
Yes
 Go To 3.
No

REMOVAL .
TEST .
Yes
 Go To 4.
No
 Repair the excessive resistance in the O2 1/2 Heater Control circuit.

TEST .
4. ASD RELAY O2 SENSOR HEATER FEED CIRCUIT OPEN

1. Remove the ASD Relay.
2. Measure the resistance of the ASD Relay O2 Sensor Heater Feed circuit from the ASD Relay
Output terminal to the O2 Sensor harness connector.
Yes
 Go To 5.
No
Repair the excessive resistance in the ASD Relay O2 Sensor Heater Feed circuit.


TEST .
Yes
TEST .
No
TEST .
P0171-FUEL SYSTEM 1/1 LEAN


THEORY OF OPERATION
The fuel feedback system will maintain a stoichiometric fuel/air mixture, 14.7:1, by modifying the injector
pulse width according to the oxygen content of the exhaust gas. The Powertrain Control Module (PCM) makes
short term and long term fuel corrections to maintain stoichiometric fuel/air ratio for best catalytic converter
efficiency. Short term fuel correction is based on upstream O2 sensor output and is designed for quick engine
response. The long term fuel correction compensated for variations in the engine specifications, sensor
tolerances and component aging and is designed to correct rich and lean conditions over a longer period of time.
WHEN MONITORED:
With the engine running in closed loop mode, the ambient/battery temperature above -6.7°C (20°F) and altitude
below 2590.8 m (8500 ft).
SET CONDITION:
If the Powertrain Control Module (PCM) multiplies short term compensation by long term adaptive and a
certain percentage is exceeded for two trips, a freeze frame is stored, the MIL illuminates and a trouble code is
stored. Two Trip Fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
Possible Causes
RESTRICTED FUEL SUPPLY LINE
FUEL PUMP INLET STRAINER PLUGGED
FUEL PUMP MODULE
O2 SIGNAL CIRCUIT
O2 RETURN CIRCUIT
O2 SENSOR
MAP SENSOR
ECT SENSOR
ENGINE MECHANICAL
FUEL FILTER/PRESSURE REGULATOR
PROCEDURE .
DIAGNOSTIC TEST

1. Diagnose all other DTCs before continuing.
NOTE: Check for contaminants that may have damaged an O2 Sensor:


Yes
 Go To 2.
No


2. CHECKING FUEL PRESSURE

2. Install the Fuel Pressure Decay Tester (special tool #8978A, Decay Tool, Fuel) to the fuel rail.
4. With the scan tool, actuate the Fuel System test and observe the fuel pressure gauge.
NOTE: Fuel pressure specification: 400 kPa +/- 14 kPa (58 psi +/- 2 psi).
 Go To 3.
Above Specification
 Replace the fuel filter/pressure regulator.

TEST .
Below Specification
 Go To 13.
CAUTION: Before Proceeding Stop All Actuations.


CAUTION: Adjust the Air Pressure Regulator to 27.6 kPa (4 psi).

described above.
following areas:
O2 sensor

necessary:
less appear.
appear.
connections or EGR gasket and tube seal points must be repaired or the components must be
replaced

Leak Location
reveal bubble size:
Yes

TEST .
No
Go To 4.

4. O2 SENSOR OPERATION
NOTE: If one of the O2 Sensor's Signal or Return circuit is shorted to ground

the scan tool will display all O2 Sensor voltage readings low. The O2
Sensor that is shorted to ground will display a voltage reading near
or at 0 Volts.
NOTE: If one of the O2 Sensor Signal or Return circuits are shorted to

voltage, the scan tool will display all O2 Sensor voltage readings
high.
NOTE: After the repairs have been made, verify proper O2 Sensor operation.
If all the O2 Sensor voltage readings have not returned to normal,
follow the diagnostic procedure for the remaining O2 Sensors.
3. With the scan tool, monitor all of the O2 Sensor voltage readings.
Is the voltage switching between 2.5 and 3.4 Volts for all the O2 Sensors?
Yes
 Go To 5.
No
Go To 9.

5. 1/1 O2 SENSOR HEATER OPERATION


before continuing the test. Allow the O2 Sensor voltage to stabilize at
5.0 Volts.

Does the voltage stay above 4.5 Volts?
Yes
 Verify that there is good pin to terminal contact in the O2 Sensor and Powertrain Control
Module connectors. Replace the 1/1 O2 Sensor if no problems were found with the
connectors. Refer to SENSOR, OXYGEN, REMOVAL .
TEST .
No
Go To 6.

6. MAP SENSOR OPERATION

2. With the scan tool, read the Barometric Pressure.

barometric pressure. If necessary, compare the value to the value of
a known good vehicle of a similar make and model.

4. Connect a Vacuum Gauge to a Manifold Vacuum source.
6. Allow the engine to idle.
7. Using the scan tool, read the MAP Sensor vacuum value.
Is the scan tool reading within 1" of Hg on the Vacuum Gauge reading and the barometric pressure
comparable to a know good vehicle?
Yes
 Go To 7.
No
Verify that there is good pin to terminal contact in the MAP Sensor and Powertrain Control

Module connectors. Replace the MAP Sensor if no problems were found with the connectors.
Refer to SENSOR, MANIFOLD AIR PRESSURE (MAP), REMOVAL .
TEST .
NOTE: For this test to be valid, the thermostat must be operating correctly.
NOTE: This test works best if performed on a cold engine (cold soak).

2. With the scan tool, read the Engine Coolant Temperature (ECT) Sensor value. If the engine was
allowed to sit overnight (cold soak), the temperature value should be a sensible value that is
somewhere close to the ambient temperature.

4. During engine warm-up, monitor the ECT Sensor value. The temperature value change should be a
smooth transition from start up to normal operating temperature 82° C (180° F). The value should
reach at least 82° C (180° F).
Did the ECT value increase smoothly and did it reach at least 82° C (180° F)?
Yes
 Go To 8.
No
Verify that there is good pin to terminal contact in the ECT Sensor and Powertrain Control

Module connectors. Replace the ECT Sensor if no problems were found with the connectors.
Refer to SENSOR, COOLANT TEMPERATURE, REMOVAL .
TEST .
8. ENGINE MECHANICAL
2. Check for any of the following conditions/mechanical problems:
 AIR INDUCTION SYSTEM - must be free from leaks.
 ENGINE EXHAUST SYSTEM - must be free of any restrictions or leaks.
 FUEL INJECTOR - plugged or restricted injector; control wire not connected to correct
injector
Are there any engine mechanical problems?
Yes
TEST .
No
Go To 12.
9. 1/1 O2 SENSOR
4. O2 Sensor voltage should read between 4.1 and 5.0 Volts on the scan tool with the connector
disconnected.
5. Connect a jumper wire between the Signal circuit and the O2 Return Upstream circuit in the O2
NOTE: The voltage should drop from between 4.1 and 5.0 Volts to 2.5 Volts
with the jumper wire in place.
Did the O2 Sensor voltage change from between 4.1 and 5.0 Volts to 2.5 Volts with the jumper
wire installed?
Yes
TEST .
No
 Go To 10.

1. With the scan tool, monitor the 1/1 O2 Sensor voltage reading with the jumper wire removed.
NOTE: The scan tool will display all O2 Sensor voltage readings
approximately 5.0 Volts when only one O2 Sensor's Signal circuit is
shorted to voltage.
NOTE: The scan tool will display one O2 Sensor voltage close to zero and
the others will read lower than normal when one O2 Sensor Signal
circuit contains excessive resistance.
Yes
 Go To 11.
No
 Check the O2 Sensor 1/1 Signal circuit for a short to ground, open or short to voltage. Inspect
the O2 Sensor connector and the PCM harness connector. If OK, replace and program the
Powertrain Control Module in accordance with the Service Information. Refer to MODULE,
TEST .
11. O2 RETURN UPSTREAM CIRCUIT

Yes
 Go To 12.
No
Check the O2 Return circuit for a short to ground, open or short to voltage. Inspect the O2

Sensor connector and the PCM harness connector. If OK, replace and program the
Powertrain Control Module in accordance with the Service Information. Refer to MODULE,
TEST .
Sensors and the Powertrain Control Module (PCM).
Yes
TEST .
No

TEST .
13. RESTRICTED FUEL SUPPLY LINE

2. Raise vehicle on hoist and disconnect the fuel pressure line at the fuel pump module.
3. Install Fuel Pressure Decay Tester (special tool #8978A, Decay Tool, Fuel) between the fuel supply
line and the fuel pump module.
5. With the scan tool, actuate the ASD Fuel System test and observe the fuel pressure gauge.
Is the fuel pressure within specification?
Yes
 Repair or replace fuel supply line as necessary.

TEST .
No
 Go To 14.
14. FUEL PUMP INLET STRAINER
the fuel system pressure must be released.

2. Remove the Fuel Pump Module and inspect the Fuel Inlet Strainer.
Yes
 Replace the Fuel Pump Inlet Strainer. Refer to MODULE, FUEL PUMP, REMOVAL .
TEST .
No
Go To 15.

15. FUEL PUMP MODULE
Repair
 Verify that there is good pin to terminal contact in the Fuel Pump Module and Powertrain Control
Module connectors. Replace the Fuel Pump Module if no problems were found with the
connectors. Refer to MODULE, FUEL PUMP, REMOVAL .
P0172-FUEL SYSTEM 1/1 RICH

THEORY OF OPERATION
The fuel feedback system will maintain a stoiciometric fuel/air mixture, 14.7:1, by modifying the injector
pulsewidth according to the oxygen content of the exhaust gas. The Powertrain Control Module (PCM) makes
short term and long term fuel corrections to maintain stoiciometric fuel/air ratio for best catalytic converter
efficiency. Short term fuel correction is based on upstream O2 sensor output and is designed for quick engine
response. The long term fuel correction compensated for variations in the engine specifications, sensor
tolerances and component aging and is designed to correct rich and lean conditions over a longer period of time.
WHEN MONITORED:
With the engine running in closed loop mode, the ambient/battery temperature above -6.7°C (20°F) and altitude
below 2590.8 m (8500 ft).
SET CONDITION:
If the Powertrain Control Module (PCM) multiplies short term compensation by long term adaptive and a purge
fuel multiplier and the result is below a certain value for 30 seconds over two trips, a freeze frame is stored, the
MIL illuminates and a trouble code is stored. Two Trip Fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
Possible Causes
O2 SENSOR HEATER OPERATION
EVAP PURGE SOLENOID OPERATION
O2 SIGNAL CIRCUIT
O2 RETURN CIRCUIT
O2 SENSOR
MAP SENSOR
ECT SENSOR
ENGINE MECHANICAL
FUEL FILTER/PRESSURE REGULATOR
PROCEDURE .
DIAGNOSTIC TEST
NOTE: Check for contaminates that may have damaged an O2 Sensor:


Yes
 Go To 2.
No


2. CHECKING FUEL PRESSURE

4. Using the scan tool, actuate the Fuel System test and observe the fuel pressure gauge.
 Go To 3.
Above Specification
 Replace the fuel filter/pressure regulator.

TEST .
CAUTION: Before Proceeding Stop All Actuations.
3. O2 SENSOR OPERATION
NOTE: If one of the O2 Sensors Signal or Return circuit is shorted to ground

or voltage, all the other O2 Sensor voltage readings will be affected.
NOTE: After the repairs have been made, verify proper O2 Sensor operation.
If all the O2 Sensor voltage readings have not returned to normal,
follow the diagnostic procedure for the remaining O2 Sensors.
3. Using the scan tool, monitor the 1/1 O2 Sensor voltage reading.
Is the voltage switching between 0 and 1 Volts?
Yes
 Go To 4.
No
Go To 9.

4. 1/1 O2 SENSOR HEATER OPERATION


before continuing the test. Allow the O2 Sensor voltage to stabilize at
5.0 Volts.

3. Using the scan tool, perform the 1/1 O2 Heater Test.
4. Using the scan tool, monitor the O2 Sensor voltage while performing the Heater test for at least two
minutes.
Does the voltage stay above 0.8 Volt during the Heater test?
Yes
TEST .
No
Go To 5.

5. MAP SENSOR OPERATION

2. With the scan tool, read the Barometric Pressure.

barometric pressure. If necessary, compare the Barometric Pressure
value of this vehicle to the value of a known good vehicle of a similar
make and model.

4. Connect a Vacuum Gauge to a Manifold Vacuum source.
7. With the scan tool, read the MAP Sensor vacuum value.
Is the scan tool reading for MAP Vacuum within 1 inch of the Vacuum Gauge reading and is the
Barometric Pressure reading of the vehicle the approximately the same as actual Barometric
Pressure?
Yes
 Go To 6.
No
 Verify that there is good pin to terminal contact in the MAP Sensor and Powertrain Control
Module connectors. Replace the MAP Sensor if no problems were found with the connectors.
Refer to SENSOR, MANIFOLD AIR PRESSURE (MAP), REMOVAL .
TEST .
NOTE: Remove the vacuum gauge before continuing.
NOTE: For this test to be valid, the thermostat must be operating correctly.
NOTE: This test works best if performed on a cold engine (cold soak)

to sit overnight (cold soak), the temperature value should be a sensible value that is somewhere
close to the ambient temperature.

4. During engine warm-up, monitor the Engine Coolant Temperature value. The temp value change
should be a smooth transition from start up to normal operating temp 82° C (180° F). The value
should reach at least 82° C (180° F).
Did the ECT value increase smoothly and reach at least 82° C (180° F)?
Yes
 Go To 7.
No
Verify that there is good pin to terminal contact in the ECT Sensor and Powertrain Control

Module connectors. Replace the Engine Coolant Temperature Sensor if no problems were
found with the connectors. Refer to SENSOR, COOLANT TEMPERATURE,
REMOVAL .
TEST .
7. EVAP PURGE SOLENOID OPERATION
2. Disconnect the hoses at the Evap Purge Solenoid.
3. Using a hand vacuum pump, apply 10 inches of vacuum to the Evap Purge Solenoid vacuum source
port on the component side.
Did the Evap Purge Solenoid hold vacuum?
Yes
 Go To 8.
No
 Verify that there is good pin to terminal contact in the Solenoid and Powertrain Control
Module connectors. Replace the Evap Purge Solenoid if no problems were found with the
connectors. Refer to SOLENOID, EVAPORATIVE EMISSIONS PURGE, REMOVAL .

TEST .
NOTE: Connect the vacuum hoses before continuing.
1. Check for any of the following conditions/mechanical problems.
 AIR INDUCTION SYSTEM - must be free from leaks.
 FUEL INJECTOR - plugged or restricted injector; control wire not connected to correct
injector
Yes
TEST .
No
Go To 12.

9. 1/1 O2 SENSOR
NOTE: Perform the following test on the O2 Sensors whose voltage was not
switching properly in the previous step.

4. O2 Sensor voltage should read between 4.1 and 5.0 Volts on the scan tool with the connector
disconnected.
5. Connect a jumper wire between the O2 Sensor 1/1 Signal circuit and the O2 Return Upstream
circuit in the O2 Sensor harness connector.
NOTE: The voltage should drop from between 4.1 and 5.0 Volts down to 2.5
Volts with the jumper wire connected.
Did the O2 Sensor voltage drop from between 4.1 and 5.0 Volts to 2.5 Volts when the jumper wire
was installed?
Yes
TEST .
No
 Go To 10.

1. Measure the voltage on the O2 Sensor 1/1 Signal circuit in the O2 Sensor harness connector.
Yes
 Go To 11.
No
Check the O2 Sensor 1/1 Signal circuit for damage, short to ground, open or short to voltage.

Inspect the O2 Sensor connector and the PCM harness connector. If OK, replace and
program the Powertrain Control Module in accordance with the Service Information. Refer to
PROCEDURE .
TEST .
11. O2 SENSOR RETURN UPSTREAM CIRCUIT
1. Measure the voltage on the O2 Return Upstream circuit in the 1/1 O2 Sensor harness connector.

Yes
 Go To 12.
No
 Check the O2 Return Upstream circuit for damage, short to ground, open or short to voltage.
Inspect the O2 Sensor connector and the PCM harness connector. If OK, replace and
program the Powertrain Control Module in accordance with the Service Information. Refer to
PROCEDURE .
TEST .
NOTE: Turn the ignition off before continuing.

Sensors and the Powertrain Control Module (PCM).
Module connectors.
Yes
TEST .
No
TEST .
P0195-ENGINE OIL TEMPERATURE SENSOR CIRCUIT

THEORY OF OPERATION
The PCM compares the start temperatures from the sensors of Engine Coolant Temperature (ECT), Intake Air
Temperature (IAT), Intake Air Temperature 2 (IAT2) and Engine Oil Temperature (EOT) under cold start
conditions. If there is no hardware fault and no range/performance fault found with each of the sensors then the
IAT and IAT2 sensor values are compared with each other and the ECT and EOT sensor values in a series of
rationality tests. There are five main stages to the diagnostic: start up of temperature rationality test; read of start
temperatures from EOT, ECT, IAT and IAT2 sensors; condition check for temperature rationality test;
rationality tests for ECT, EOT and General Temperature, and Intake Air Temperature rationality test; OBD
reporting for temperature rationality test.
WHEN MONITORED:
•Battery voltage between 11.0 and 16.0 volts. Engine off time greater than 9 hours. No diagnosed hardware
faults with EOT, ECT, IAT or IAT2 sensors. Start temperatures read for EOT, ECT, IAT, IAT2 sensors. Engine
run time greater than 40 seconds. IAT correlation test, ECT range/performance test, EOT range/performance
test have run this ignition cycle.
SET CONDITION:
•IAT correlation test passed this ignition cycle. ECT range/performance test, EOT range/performance test
passed this ignition cycle. IAT sensor start temperature exceeds EOT sensor start temperature by more than 20°
C (68° F) and the difference between IAT sensor start temperature and ECT sensor start temperature is less than
10° C (50° F). IAT sensor start temperature is above the temperature threshold to detect that the block heater is
switched off (-17.8° C - 0.0° F) and IAT sensor start temperature exceeds ECT start temperature by less than
10° C (50° F) and EOT sensor start temperature exceeds IAT sensor start temperature by more than 20° C (68°
F). Two trip fault, three good trips required to reset the MIL.
POSSIBLE CAUSES
Possible Causes
EOT SIGNAL CIRCUIT HIGH RESISTANCE
SENSOR GROUND CIRCUIT HIGH RESISTANCE
ENGINE OIL TEMPERATURE (EOT) SENSOR
PROCEDURE .
DIAGNOSTIC TEST
1. DTC IS ACTIVE
NOTE: Diagnose any CAN - C Communication DTCs before continuing.

4. With a scan tool, select View DTCs.
Is the status Active or Pending for this DTC?
Yes
 Go To 3.
No
Go To 2.

2. AMBIENT AIR TEMPERATURE

4. With a scan tool, compare the battery temperature, ECT, and IAT sensor values.
Is the Engine Oil Temperature Sensor value within 10° C (18° F) of the other two sensor values?
Yes

No
Go To 3.

3. ENGINE OIL TEMPERATURE SENSOR VOLTAGE

2. Disconnect the Engine Oil Temperature Sensor harness connector.
4. With a scan tool, read the Engine Oil Temperature Sensor voltage.

Yes
 Go To 4.
No
Go To 5.

4. ENGINE OIL TEMPERATURE SENSOR

2. Connect a jumper wire between the EOT Signal circuit and the Sensor Ground circuit in the Engine
Oil Temperature Sensor harness connector.
4. With a scan tool, read the Engine Oil Temperature Sensor voltage.

Yes
 Replace the Engine Oil Temperature Sensor in accordance with the service information.
Refer to SENSOR, OIL TEMPERATURE, REMOVAL .
TEST .
No
Go To 5.

5. EOT SIGNAL CIRCUIT HIGH RESISTANCE

2. Connect the Engine Oil Temperature Sensor harness connector.
3. Using a voltmeter, perform a voltage drop test by backprobing the EOT Signal circuit at the Engine
Oil Temperature Sensor and Powertrain Control Module (PCM) harness connectors. Make sure the
Yes
 Go To 6.
No
Repair the EOT Signal circuit for high resistance.



TEST .
2. Using a voltmeter, perform a voltage drop test by backprobing the Sensor Ground circuit at the
Engine Oil Temperature Sensor and Powertrain Control Module (PCM) harness connectors. Make
sure the voltmeter leads are connected so that positive polarity is displayed on the voltmeter.
Yes
 Go To 7.
No



TEST .
Engine Oil Temperature Sensor and the Powertrain Control Module (PCM).
Yes
TEST .
No
Refer to MODULE, POWERTRAIN CONTROL [EAB], REMOVAL .
TEST .
P0196-ENGINE OIL TEMPERATURE SENSOR CIRCUIT PERFORMANCE
THEORY OF OPERATION
The Engine Oil Temperature (EOT) sensor is a variable resistor that measures the temperature of the engine oil.
The Powertrain Control Module (PCM) supplies a 5 Volt reference and a ground to the sensors low reference
signal circuit. When the oil temperature is low, the sensor resistance is high. When the oil temperature is high,
the sensor resistance is low.
WHEN MONITORED:
With engine off time greater than 480 minutes and ambient temperature greater than -7° C (19.4° F).
SET CONDITION:
After a calibrated amount of cool down time, the Powertrain Control Module (PCM) compares the AAT, ECT
and IAT Sensor values. If the general temperature rationality passes, the PCM compares the Oil Temperature
Sensor value to a threshold based on the other temp sensor values. If the difference is greater than a calibrated
value, the diagnostic fails.
POSSIBLE CAUSES
Possible Causes
EOT SIGNAL CIRCUIT OPEN
ENGINE OIL TEMPERATURE SENSOR
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DTC
Yes
 Go To 3.
No
Go To 2.

2. ENGINE OIL TEMPERATURE


4. With the scan tool, compare the EOT sensor value to the AAT, ECT and IAT sensor values.
Is the Engine Oil Temperature Sensor value within 10° C (18° F) of the other sensor values?
Yes

No
Go To 3.


4. With the scan tool, read the Engine Oil Temperature Sensor voltage.

Yes
 Go To 4.
No
Go To 5.



Yes
 Verify that there is good pin to terminal contact in the Engine Oil Temperature Sensor and
Powertrain Control Module connectors. Replace the Engine Oil Temperature Sensor if no
problems were found with the connectors. Refer to SENSOR, OIL TEMPERATURE,
REMOVAL .
TEST .
No
 Go To 5.
5. ENGINE OIL TEMP SIGNAL CIRCUIT OPEN

3. Measure the resistance of the Engine Oil Temp Signal circuit from the Engine Oil Temp Sensor
harness connector to the appropriate terminal of the PCM C2 harness connector.
Yes
 Go To 6.
No
Repair the open or excessive resistance in the Engine Oil Temp Signal circuit.


TEST .
1. Measure the resistance of the Sensor ground circuit from the Engine Oil Temp Sensor harness
connector to the appropriate terminal of the PCM C2 harness connector.
Yes
 Go To 7.
No
 Repair the open or excessive resistance in the Engine Oil Temp Signal circuit.
TEST .

contact in the EOT Sensor and Control Module connectors.
Yes
TEST .
No
TEST .
P0197-ENGINE OIL TEMPERATURE SENSOR CIRCUIT LOW

THEORY OF OPERATION
Control Module (PCM) supplies a 5 Volt reference and a ground to the sensors low reference signal circuit.
resistance is low.
WHEN MONITORED:
SET CONDITION:
The Engine Oil Temperature sensor circuit voltage at the Powertrain Control Module (PCM) is less than the
calibrated amount. One Trip Fault. Three good trips to clear the MIL.
POSSIBLE CAUSES
Possible Causes
ENGINE OIL TEMP SIGNAL CIRCUIT SHORTED TO GROUND
ENGINE OIL TEMP SIGNAL CIRCUIT SHORTED TO THE SENSOR GROUND CIRCUIT
EXCESSIVE RESISTANCE IN THE ENGINE OIL TEMP SIGNAL CIRCUIT
ENGINE OIL TEMPERATURE SENSOR
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DTC
this test.
Yes
 Go To 2.
No


2. Disconnect the Engine Oil Temp Sensor harness connector.

4. With the scan tool, read Engine Oil Temp voltage.

Yes
 Verify that there is good pin to terminal contact in the Engine Oil Temperature Sensor and
Powertrain Control Module connectors. Replace the Engine Oil Temperature Sensor if no
problems were found with the connectors. Refer to SENSOR, OIL TEMPERATURE,
REMOVAL .
TEST .
No
Go To 3.

3. ENGINE OIL TEMP SIGNAL CIRCUIT SHORTED TO THE SENSOR GROUND CIRCUIT
2. Disconnect PCM harness connector.
3. Measure the resistance between the Sensor ground circuit and the Engine Oil Temp Signal circuit
in the Engine Oil Temp Sensor harness connector.
Yes
 Repair the short to between the Sensor ground circuit and the Engine Oil Temp Signal
circuit.
TEST .
No
Go To 4.

4. ENGINE OIL TEMP SIGNAL CIRCUIT SHORTED GROUND

1. Measure the resistance between ground and the Engine Oil Temp Signal circuit in the Engine Oil
Temp Sensor harness connector.

Yes
 Repair the short to ground in the Engine Oil Temp Signal circuit.
TEST .
No
Go To 5.

5. ENGINE OIL TEMPERATURE SIGNAL CIRCUIT OPEN

1. Measure the resistance of the Engine Oil Temperature Signal circuit between the Engine Oil
Temperature Sensor harness connector and the appropriate terminal of PCM harness connector.
Yes
 Go To 6.
No
Repair the open or excessive resistance in the EOT Signal circuit.



TEST .
contact in the Sensor and Control Module harness connectors.
Yes
TEST .
No

TEST .
P0198-ENGINE OIL TEMPERATURE SENSOR CIRCUIT HIGH
THEORY OF OPERATION
Control Module (PCM) supplies a 5 Volt reference and a ground to the sensors low reference signal circuit.
resistance is low.
WHEN MONITORED:
SET CONDITION:
The Engine Oil Temperature Sensor circuit voltage at the Powertrain Control Module (PCM) is greater than the
calibrated amount. One Trip Fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
Possible Causes
ENGINE OIL TEMP SIGNAL CIRCUIT SHORTED TO VOLTAGE
ENGINE OIL TEMP SIGNAL CIRCUIT OPEN
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DTC
this test.
Yes
 Go To 2.
No

2. ENGINE OIL TEMP SENSOR

1. With the scan tool, clear the DTC.
3. Disconnect the Engine Oil Temp Sensor harness connector.
4. Connect a jumper wire between the Engine Oil Temp Signal circuit and the Sensor ground circuit
in the Engine Oil Temp Sensor harness connector.

Yes
 Verify that there is good pin to terminal contact in the EOT Sensor and Control Module
connectors. Replace the Engine Oil Temperature Sensor if no problems were found with the
connectors. Refer to SENSOR, OIL TEMPERATURE, REMOVAL .
TEST .
No
 Go To 3.
3. ENGINE OIL TEMP SIGNAL CIRCUIT SHORTED TO VOLTAGE

4. Measure the voltage on the Engine Oil Temp Signal circuit in the Engine Oil Temp Sensor harness
connector.
Yes
 Repair the short to voltage in the Engine Oil Temp Signal circuit.
TEST .
No
Go To 4.

4. ENGINE OIL TEMP SIGNAL CIRCUIT OPEN

Yes
 Go To 5.
No


TEST .
connector to the appropriate terminal of PCM harness connector.
Yes
 Go To 6.
No



TEST .
contact in the Sensor and Control Module harness connectors.
Yes
TEST .
No
TEST .
P0201-FUEL INJECTOR 1 CIRCUIT OPEN

Fig. 32: Fuel Injector & Ignition Coil Wiring Diagram

WHEN MONITORED:
With the engine running, battery voltage between 6.0 Volts and 16.0 Volts.
SET CONDITION:
The Powertrain Control Module (PCM) detects an open in the Fuel Injector 1 circuit.
POSSIBLE CAUSES
Possible Causes
FUEL INJECTOR CONTROL CIRCUIT OPEN/HIGH RESISTANCE
ASD RELAY OUTPUT CIRCUIT
FUEL INJECTOR 1
PROCEDURE .
DIAGNOSTIC TEST
1. DTC IS ACTIVE
2. With the scan tool, select View DTCs. Record DTC and Freeze Frame information.
NOTE: Review Freeze Frame information. Operate the vehicle under

conditions similar to which the DTC was set.
Yes
 Go To 2.
No


2. CHECK THE FUEL INJECTOR CONTROL CIRCUIT FOR AN OPEN/HIGH RESISTANCE
1. Disconnect the Fuel Injector 1 harness connector.
3. Measure the resistance of the Fuel injector control circuit between the Fuel Injector 1 harness
connector and the PCM harness connector.
Yes
 Go To 3.
No
Repair the Fuel injector control circuit for an open or high resistance.


TEST .
1. Connect the PCM harness connector.
3. With the scan tool, actuate the Auto Shutdown (ASD) Relay Control State.
4. Using a 12-volt test light connected to ground, check the ASD Relay Output circuit in the Fuel
Injector 1 harness connector.
Yes
 Go To 4.
No
Repair the excessive resistance or short to ground in the ASD Relay Output circuit.


TEST .
4. CHECK THE FUEL INJECTOR
1. Measure the resistance of Fuel Injector 1.
NOTE: The resistance of the circuit will vary according to the temperature of
the injector coil. Use the table below to determine the resistance
range of the injector.
Fuel Injector Coil Resistance Based on Engine Temperature

Temperature Resistance
-20° C (-4° F) 10 Ohms (+/-.6 of an Ohm)
20° C (68° F) 12 Ohms (+/-.6 of an Ohm)
60° C (140° F) 14 Ohms (+/-.6 of an Ohm)

100° C (212° F) 16 Ohms (+/-.6 of an Ohm)
Is the resistance of the injector within the specified range?
Yes
 Go To 5.
No
Replace Fuel Injector 1 in accordance with the service information. Refer to INJECTOR(S),

FUEL, REMOVAL .
TEST .
Injector 1 and the Powertrain Control Module (PCM).
 Verify that there is good pin to terminal contact in the Injector and Powertrain Control
Module connectors.
Were there any issues?
Yes
TEST .
No
TEST .


WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
FUEL INJECTOR 2
PROCEDURE .
DIAGNOSTIC TEST
1. DTC IS ACTIVE

Yes
 Go To 2.
No


Yes
 Go To 3.
No


TEST .
Yes
 Go To 4.
No


TEST .

-20° C (-4° F) 10 Ohms (+/-.6 of an Ohm)
20° C (68° F) 12 Ohms (+/-.6 of an Ohm)
60° C (140° F) 14 Ohms (+/-.6 of an Ohm)

100° C (212° F) 16 Ohms (+/-.6 of an Ohm)
Yes
 Go To 5.
No

FUEL, REMOVAL .
TEST .
Yes
TEST .
No
TEST .


WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
FUEL INJECTOR 3
PROCEDURE .
DIAGNOSTIC TEST
1. DTC IS ACTIVE

Yes
 Go To 2.
No


Yes
 Go To 3.
No


TEST .
Yes
 Go To 4.
No


TEST .

-20° C (-4° F) 10 Ohms (+/-.6 of an Ohm)
20° C (68° F) 12 Ohms (+/-.6 of an Ohm)
60° C (140° F) 14 Ohms (+/-.6 of an Ohm)

100° C (212° F) 16 Ohms (+/-.6 of an Ohm)
Yes
 Go To 5.
No

FUEL, REMOVAL .
TEST .
Yes
TEST .
No
TEST .


WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
FUEL INJECTOR 4
PROCEDURE .
DIAGNOSTIC TEST
1. DTC IS ACTIVE

Yes
 Go To 2.
No


Yes
 Go To 3.
No


TEST .
Yes
 Go To 4.
No


TEST .

-20° C (-4° F) 10 Ohms (+/-.6 of an Ohm)
20° C (68° F) 12 Ohms (+/-.6 of an Ohm)
60° C (140° F) 14 Ohms (+/-.6 of an Ohm)

100° C (212° F) 16 Ohms (+/-.6 of an Ohm)
Yes
 Go To 5.
No

FUEL, REMOVAL .
TEST .
Yes
TEST .
No
TEST .
P0219-ENGINE OVERSPEED
WHEN MONITORED:
SET CONDITION:
The Powertrain Control Module (PCM) detects that engine speed is above 6000 RPM for 0.64 of a second.
POSSIBLE CAUSES
Possible Causes
INCORRECT GEAR CHOSEN FOR VEHICLE SPEED
ENGINE OIL LEVEL TOO HIGH
EXCESSIVE OIL BEING INTRODUCED INTO INTAKE SYSTEM
LOSS OF SYNCHRONIZATION BETWEEN CRANK AND CAM SENSORS CAUSING
INCORRECT SPEED CALCULATION
PROCEDURE .
DIAGNOSTIC TEST
1. CHECK ENGINE OIL LEVEL

2. Check the engine oil level.
Is the engine oil overfilled?
Yes
 Adjust oil to the proper level.

TEST .
No
Go To 2.

2. CHECK CRANK/CAM SENSOR SYNCHRONIZATION
NOTE: If there are any DTCs stored for the Crank Sensor or Cam Sensor, perform
those diagnostics before proceeding with this test procedure.

2. With the scan tool, check the Crank/Cam Sensor Sync.
3. Wiggle test the wiring harness and connectors while observing the scan tool.
Did the Crank Sensor and Cam Sensor lose Sync while wiggle testing the wiring?
Yes
 Repair the intermittent connection.

TEST .
No
Go To 3.

3. CHECK FOR EXCESSIVE OIL BEING INTRODUCED INTO INTAKE SYSTEM
NOTE: If excessive oil is introduced into the intake system due to an engine
mechanical failure, a runaway condition may result causing loss of control
of the engine speed.
1. Remove the air intake hose.

2. Inspect the intake system for signs of excessive oil in the intake system.
Was excessive oil found?
Yes
 Diagnose and repair the engine for point of entry of excessive oil.
TEST .
No

P0222-THROTTLE POSITION SENSOR 2 CIRCUIT LOW

THEORY OF OPERATION
blade position. The TPS sensors 1 and 2 are located within the throttle body assembly. Each sensor has a 5-volt
reference circuit, a low reference circuit, and a signal circuit. Processors are also used to monitor the ETC
WHEN MONITORED:
SET CONDITION:
Throttle Position Sensor voltage at the Powertrain Control Module (PCM) is less than 0.16 of a Volt for 0.7 of a
second. One Trip Fault. Three good trips to turn off the MIL. ETC light will illuminate.
POSSIBLE CAUSES
Possible Causes
TP SENSOR 2 SIGNAL CIRCUIT SHORTED TO GROUND
TP SENSOR 2 SIGNAL CIRCUIT SHORTED TO THE TP SENSOR RETURN CIRCUIT
THROTTLE PLATE JAMMED AGAINST THE MAXIMUM STOP
PROCEDURE .
DIAGNOSTIC TEST
NOTE: If a 5 Volt supply DTC has also set, diagnose the 5 Volt DTC before
continuing.
NOTE: Make sure the throttle moves freely and does not hang up at Wide Open
Throttle, by performing the Throttle Body Self Learn.
NOTE: If P2101 is also set, then make sure that the blade moves freely and does
not hang up near Wide Open Throttle before trying to repair P0222.

2. Using the scan tool, read the active DTCs.
Yes
 Go To 2.
No
Go To 11.

2. P0122 ALSO SET
Was the P0122-TP SENSOR NO. 1 VOLTAGE LOW DTC set along with the P0222?
Yes
 Go To 3.
No
Go To 4.


4. Measure the voltage on the 5 Volt Supply circuit in the Throttle Body harness connector.
Yes
 Go To 4.
No
Go To 8.


1. Connect a jumper wire between the 5 Volt Supply circuit and the TP Sensor 2 Signal circuit in the
2. Using the scan tool, monitor the TP Sensor 2 voltage.
Is the voltage between 4.8 and 5.2 Volts with the jumper wire installed?
Yes
Module harness connectors. If OK, disconnect the Battery when replacing the Throttle Body
Assembly. Replace the Throttle Body Assembly. Refer to THROTTLE BODY,
REMOVAL . After installation is complete, with a scan tool select the Throttle Body Self
Learn.
TEST .
No
 Go To 5.
5. TP SENSOR 2 SIGNAL CIRCUIT OPEN

3. Measure the resistance of the TP Sensor 2 Signal circuit from the Throttle Body harness connector
to the appropriate terminal of PCM C2 harness connector.
Yes
 Go To 6.
No
Repair the open in the TP Sensor 2 Signal circuit.



TEST .
6. TP SENSOR 2 SIGNAL CIRCUIT SHORTED TO GROUND
1. Measure the resistance between ground and the TP Sensor 2 Signal circuit at the Throttle Body
harness connector.
Yes
 Repair the short to ground in the TP Sensor 2 Signal.

TEST .
No
Go To 7.

7. TP SENSOR 2 SIGNAL CIRCUIT SHORTED TO THE TP SENSOR RETURN CIRCUIT

1. Measure the resistance between the TP Sensor 2 Signal circuit and the TP Sensor Return circuit at
Yes
 Repair the short between the TP Sensor Return circuit and the TP Sensor 2 Signal circuit.
TEST .
No
Go To 10.


3. Measure the resistance of the 5 Volt Supply circuit from the Throttle Body harness connector to the
appropriate terminal of PCM C2 harness connector.
Yes
 Go To 9.
No



TEST .
1. Measure the resistance between ground and the 5 Volt Supply circuit at the Throttle Body harness
connector.
Yes

TEST .
No
Go To 10.


Yes
TEST .
No

TEST .
2. Using the scan tool, perform the ETC Throttle Follower Test.
3. Monitor the TP Sensor 2 voltage while slowly pressing the Throttle pedal down.
Is there a smooth voltage change from approximately 4.3 Volts and decrease to approximately 0.7
of a Volt?
Yes

No
Module connectors. If OK, disconnect the Battery when replacing the Throttle Body
REMOVAL . After installation is complete, with a scan tool select the Throttle Body Self
Learn.
TEST .
P0223-THROTTLE POSITION SENSOR 2 CIRCUIT HIGH

THEORY OF OPERATION
blade position. The TPS sensors 1 and 2 are located within the throttle body assembly. Each sensor has a 5 Volt
reference circuit, a low reference circuit and a signal circuit. Processors are also used to monitor the ETC
WHEN MONITORED:
SET CONDITION:
Throttle Position Sensor 2 Signal circuit voltage is greater than 4.9 Volts for 25 ms. One Trip Fault. ETC light
will illuminate.
POSSIBLE CAUSES
Possible Causes
TP SENSOR 2 SIGNAL CIRCUIT SHORTED TO VOLTAGE
TP SENSOR 2 SIGNAL CIRCUIT SHORTED TO THE 5 VOLT SUPPLY CIRCUIT
TP SENSOR RETURN CIRCUIT OPEN
PROCEDURE .
DIAGNOSTIC TEST
NOTE: If a 5 Volt supply DTC has also set, diagnose the 5 Volt DTC before
continuing.

Yes
 Go To 2.
No
Go To 7.


2. Disconnect the Throttle Body Assembly harness connector.
4. With the scan tool monitor the TP Sensor 2 voltage.
Yes
Module harness connectors. If OK, disconnect the Battery when replacing the Throttle Body
REMOVAL . After installation is complete, using a scan tool select the Throttle Body Self
Learn.
TEST .
No
Go To 3.
3. TP SENSOR 2 SIGNAL CIRCUIT SHORTED TO VOLTAGE
4. Measure the voltage on the TP Sensor 2 Signal circuit at the Throttle Body harness connector.
Yes
 Repair the short to voltage in the TP Sensor 2 Signal circuit.

TEST .
No
Go To 4.

4. TP SENSOR 2 SIGNAL CIRCUIT SHORTED TO THE 5 VOLT SUPPLY CIRCUIT

1. Measure the resistance between the TP Sensor 2 Signal circuit and the 5 Volt Supply circuit at the
Yes
 Repair the short between the TP Sensor 2 Signal circuit and the 5 Volt Supply circuit.
TEST .
No
Go To 5.

5. TP SENSOR RETURN CIRCUIT OPEN

1. Measure the resistance of the TP Sensor Return circuit from the Throttle Body harness connector to
the appropriate terminal of PCM C2 harness connector.
Yes
 Go To 6.
No
Repair the open in the TP Sensor Return circuit.



TEST .
Yes
TEST .
No

TEST .
1. Using the scan tool, perform the ETC Throttle Follower Test.
2. Monitor the TP Sensor 2 voltage while slowly pressing the Throttle pedal down.
Is there a smooth voltage change from approximately 4.3 Volts and decrease to approximately 0.7
of a Volt?
Yes

No
Module connectors. If OK, disconnect the Battery when replacing the Throttle Body
REMOVAL . After installation is complete, using a scan tool select the Throttle Body Self
Learn.
TEST .
P0261-INJECTOR 1 CONTROL CIRCUIT LOW


WHEN MONITORED:
SET CONDITION:
The Powertrain Control Module (PCM) tests the injector circuit and determines the circuit is shorted to ground.
One trip fault and MIL.
POSSIBLE CAUSES
Possible Causes
FUEL INJECTOR
ASD RELAY OUTPUT CIRCUIT OPEN
FUEL INJECTOR DRIVER CIRCUIT SHORTED TO GROUND
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DTC
2. With the scan tool view DTCs. Copy DTC and Freeze Frame information.
3. Operate the vehicle under conditions similar to which the DTC was set.
Yes
 Go To 2.
No


2. FUEL INJECTOR
2. Disconnect the Fuel Injector harness connector.
3. Measure the resistance between the terminals of the Fuel Injector.
Is the resistance between 11.4 to 12.6 Ohms?
Yes
 Go To 3.
No
 Replace the Fuel Injector. Refer to INJECTOR(S), FUEL, REMOVAL .

TEST .
3. ASD RELAY OUTPUT CKT OPEN

2. Using a 12-volt test light connected to ground, probe the ASD Relay Output circuit in the injector
connector.
Yes
 Go To 4.
No
Repair the open ASD Relay Output circuit.



TEST .
4. FUEL INJECTOR DRIVER CIRCUIT SHORTED TO GROUND
3. Measure the resistance between ground and the Fuel Injector driver circuit in the Fuel Injector
harness connector.
Yes
 Repair the Fuel Injector driver circuit for a short to ground.

TEST .
No
Go To 5.
related Injector and the Powertrain Control Module (PCM).
contact in the related Injectors and the Powertrain Control Module harness connectors.
Yes
TEST .
No
TEST .
P0262-INJECTOR 1 CONTROL CIRCUIT HIGH


WHEN MONITORED:
SET CONDITION:
The Powertrain Control Module (PCM) tests the injector circuit internally and determines the circuit is shorted
to voltage. One trip fault and MIL.
POSSIBLE CAUSES
Possible Causes
FUEL INJECTOR
FUEL INJECTOR CONTROL CIRCUIT SHORTED TO ASD RELAY OUTPUT CIRCUIT
FUEL INJECTOR CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE
PROCEDURE .
DIAGNOSTIC TEST
1. DTC IS ACTIVE

Yes
 Go To 2.
No


2. FUEL INJECTOR
Yes
 Go To 3.
No
Replace the Fuel Injector. Refer to INJECTOR(S), FUEL, REMOVAL .



TEST .
2. With the scan tool, actuate the ASD Relay.
connector.
Yes
 Go To 4.
No
Repair the open ASD Relay Output circuit.

TEST .
4. FUEL INJECTOR CONTROL CIRCUIT SHORTED TO ASD RELAY OUTPUT CIRCUIT
3. Measure the resistance between the ASD Relay Output circuit and the Fuel Injector control circuit
in the Fuel Injector harness connector.
Yes
 Repair the Fuel Injector control circuit for a short to the ASD Relay Output circuit
TEST .
No
Go To 5.

5. FUEL INJECTOR CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE

3. Measure the voltage of the Fuel Injector control circuit in the Fuel Injector harness connector.
Is the voltage above 1.0 volt?
Yes
 Repair the Fuel Injector control circuit for a short to battery voltage
TEST .
No
Go To 6.


Module connectors.
Yes
TEST .
No
TEST .


WHEN MONITORED:
SET CONDITION:
to ground. One trip fault and MIL.
POSSIBLE CAUSES
Possible Causes
FUEL INJECTOR
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DTC
Yes
 Go To 2.
No


2. FUEL INJECTOR
Yes
 Go To 3.
No

TEST .

connector.
Yes
 Go To 4.
No



TEST .
harness connector.
Yes

TEST .
No
Go To 5.
Yes
TEST .
No
TEST .


WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
FUEL INJECTOR
PROCEDURE .
DIAGNOSTIC TEST
1. DTC IS ACTIVE

Yes
 Go To 2.
No


2. FUEL INJECTOR
Yes
 Go To 3.
No



TEST .
connector.
Yes
 Go To 4.
No

TEST .
Yes
TEST .
No
Go To 5.


Is the voltage above 1.0 Volt?
Yes
TEST .
No
Go To 6.


Yes
TEST .
No
TEST .


WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
FUEL INJECTOR
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DTC
Yes
 Go To 2.
No


2. FUEL INJECTOR
Yes
 Go To 3.
No

TEST .

connector.
Yes
 Go To 4.
No



TEST .
harness connector.
Yes

TEST .
No
Go To 5.
Yes
TEST .
No
TEST .


WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
FUEL INJECTOR
PROCEDURE .
DIAGNOSTIC TEST
1. DTC IS ACTIVE

Yes
 Go To 2.
No


2. FUEL INJECTOR
Yes
 Go To 3.
No



TEST .
connector.
Yes
 Go To 4.
No

TEST .
4. FUEL INJECTOR CONTROL CIRCUIT SHORTED TO THE ASD RELAY OUTPUT CIRCUIT
Yes
 Repair the Fuel Injector control circuit for a short to the ASD Relay Output circuit.
TEST .
No
Go To 5.


Yes
 Repair the Fuel Injector control circuit for a short to battery voltage.
TEST .
No
Go To 6.


Yes
TEST .
No
TEST .


WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
FUEL INJECTOR
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DTC
Yes
 Go To 2.
No


2. FUEL INJECTOR
Yes
 Go To 3.
No

TEST .

connector.
Yes
 Go To 4.
No



TEST .
harness connector.
Yes

TEST .
No
Go To 5.
Yes
TEST .
No
TEST .


WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
FUEL INJECTOR
PROCEDURE .
DIAGNOSTIC TEST
1. DTC IS ACTIVE

Yes
 Go To 2.
No


2. FUEL INJECTOR
Yes
 Go To 3.
No



TEST .
connector.
Yes
 Go To 4.
No

TEST .
Yes
TEST .
No
Go To 5.


Yes
TEST .
No
Go To 6.


Yes
TEST .
No
TEST .
P0298-ENGINE OIL TEMPERATURE TOO HIGH

THEORY OF OPERATION
The Engine Oil Temperature (EOT) sensor is a variable resistor that measures the temperature of the engine oil.
The Powertrain Control Module (PCM) supplies a 5 Volt reference and a ground to the sensors low reference
signal circuit. When the oil temperature is low, the sensor resistance is high. When the oil temperature is high,
the sensor resistance is low.
WHEN MONITORED:
The engine oil temperature has dropped below a calibrated value. Engine start up.
SET CONDITION:
The Engine Oil temperature rises faster than a calibrated modeled temperature. When the actual oil temperature
exceeds the high boundary of the calibrated modeled temperature for three minutes the fault is set. Two trip
fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
Possible Causes
ENGINE OIL
EOT SIGNAL CIRCUIT HIGH RESISTANCE
SENSOR GROUND CIRCUIT HIGH RESISTANCE
PROCEDURE .
DIAGNOSTIC TEST
1. DTC IS ACTIVE
NOTE: Diagnose any other Oil Temperature sensor or system voltage DTCs
before continuing.

2. If possible, allow the vehicle to sit with the ignition off for more than 60 minutes in an environment
where the temperature will allow the oil temperature to cool down.
3. Start the engine and allow it to reach normal operating conditions.
Yes
 Go To 2.
No


2. ENGINE OIL/ENGINE MECHANICAL
NOTE: The following items should be considered before determining the cause of
this DTC. Failure to do so may lead to misdiagnosis.
 ENGINE MECHANICAL TOLERANCES OUT OF SPECIFICATION

 ENGINE OIL PRESSURE OUT OF SPECIFICATION
 LOW ENGINE OIL
 DETERIORATED OR DIRTY OIL
 ENGINE OIL CONTAMINATED (i.e., coolant and/or fuel)
1. If any of the above conditions are found, repair as necessary.
Were any of the above conditions present?
Yes
TEST .
No
Go To 3.



Yes
 Go To 4.
No
Go To 5.



Yes
 Verify that there is good pin to terminal contact in the EOT Sensor and Control Module
connectors. Replace the Engine Oil Temperature Sensor if no problems were found with the
connectors. Refer to SENSOR, OIL TEMPERATURE, REMOVAL .
TEST .
No
Go To 5.

5. EOT SIGNAL CIRCUIT HIGH RESISTANCE

Yes
 Go To 6.
No


TEST .
connector to the appropriate terminal of the PCM harness connector.
Yes
 Go To 7.
No



TEST .
Yes
TEST .
No
Refer to MODULE, POWERTRAIN CONTROL [EAB], REMOVAL .
TEST .
P0300-MULTIPLE CYLINDER MISFIRE


THEORY OF OPERATION
The misfire detection monitor, software strategy in the Powertrain Control Module (PCM), is designed to detect
an engine misfire. The PCM uses the Crankshaft (CKP) and Camshaft (CMP) sensors to determine when an
engine misfire event is occurring and determine individual misfire events by monitoring the crankshaft
rotational speed. A misfire is nothing more than a lack of combustion, which can be caused by poor fuel quality
or metering, low compression, lack of spark or unmetered air entering the engine. Other possible causes such as
uncommanded Exhaust Gas Recirculating (EGR) flow can also cause a misfire. In the case of multiple cylinders
misfiring or the PCM not determining the specific cylinder misfiring, P0300 Multiple Cylinder Misfire will set.
WHEN MONITORED:
Any time the engine is running and the adaptive numerator has been successfully updated.
SET CONDITION:
The threshold to set the fault is application specific; it is tied to the level of misfire that will cause emissions to
increase to 1.5 times the standard or in some cases 1%. It is always a two trip fault above the calibrated RPM. It
takes one fail to set a Pending Fault and two trips to set the MIL. Three good trips to turn off the MIL.
POSSIBLE CAUSES
Possible Causes
ASD OUTPUT CIRCUIT
INJECTOR CONTROL CIRCUIT
COIL CONTROL CIRCUIT
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
ENGINE MECHANICAL
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DTC
1. Diagnose and repair any other active component or circuit DTCs before continuing with this
procedure.
3. With the scan tool, select View DTCs. Copy DTC and Freeze Frame information.
5. With the scan tool, view the Misfire Monitor to see which cylinders are effected.
NOTE: It may be necessary to test drive the vehicle within the DTC
monitoring conditions in order for this DTC to set or to show misfires
on a particular cylinder.
Are there excessive misfires shown or is the DTC pending at this time?
Yes
 Go To 2.
No


2. VISUAL INSPECTION
NOTE: Anything that affects the speed of the crankshaft can cause a misfire DTC.
NOTE: When a Misfire is detected for a particular cylinder, the PCM will shut
down that cylinder's Injector Control circuit.
NOTE: Misfires detected during a deceleration are indicators of mechanical

concerns
Visually inspect the engine for any of the following conditions:
 Worn serpentine belt. Refer to BELT, SERPENTINE, DIAGNOSIS AND TESTING .

 Binding Engine-Driven accessories: A/C Compressor, P/S Pump, Water pump.
 Misalignment of the Water pump, P/S Pump and A/C Compressor pulleys.
 Corroded PCM power and ground circuits.
 Improper CKP, CMP, MAP and TP sensor mounting.
 Poor connector/terminal to component connection for CKP sensor, CMP sensor, MAP sensor, TP
sensor, fuel injector, ignition coil, etc.
 Vacuum leaks.
 Restricted Exhaust system. Refer to DIAGNOSIS AND TESTING and perform the CHECKING
EXHAUST RESTRICTION diagnostic procedure.
 Restricted Air Induction system.
 Internal engine component failures.
 Overfilled engine oil or transmission.
 Extremely out of balance tires or warped brake rotors.
Yes
No
Go To 3.

3. IGNITION SYSTEM OPERATION

2. Remove the Ignition Coils. Refer to COIL, IGNITION, REMOVAL .
3. Connect the Ignition Coil harness connectors.
4. Disconnect the Fuel Injector harness connector of the cylinder being tested.
5. Install a spark tester on the Ignition Coil.
NOTE: A crisp blue spark that is able to jump the gap of the spark tester
should be generated at the coil on plug and at the end of the ignition
wire.
Yes
 Go To 4.
No
 Go To 13.
NOTE: Connect the Fuel Injector harness connector before continuing.
4. SPARK PLUG
2. Remove the Spark Plug(s) in accordance with the Service Information. Refer to SPARK PLUG,
REMOVAL .
3. Inspect the Spark Plug(s) for the following conditions:
 Cracks
 Carbon Tracking
 Foreign Material
 Gap size out of specifications

Yes
 Replace the Spark Plug in accordance with the Service Information. Refer to SPARK
PLUG, REMOVAL .
TEST .
No
Go To 5.

5. FUEL PRESSURE CHECK
NOTE: Before continuing, visually and physically inspect the fuel delivery system
for external leaks or damage. Repair/replace as necessary.
2. Start the engine and observe the fuel pressure reading.
 Go To 6.
Below Specification
 Go To 11.
Above Specification



TEST .
6. FUEL PRESSURE LEAK DOWN
1. Perform the Fuel Pressure Leak Down Test. Refer to DIAGNOSIS AND TESTING .
Were any repairs made after performing the leak down test?
Yes
 Testing complete.
TEST .
No
Go To 7.

7. FUEL INJECTOR OPERATION
CAUTION: After each Fuel Injector actuation, start the engine to clean the
cylinder of fuel. Failure to do so could cause engine damage.
1. Open the Fuel System Isolation Valve.

2. Start the engine and allow the fuel pressure to reach maximum pressure.
5. Using the scan tool, actuate the Fuel Injector for the cylinder that indicated the misfire.
6. Monitor the fuel pressure gauge.
Does the fuel pressure gauge indicate a drop in fuel pressure?
Yes
 Go To 8.
No
 Go To 9.
NOTE: Turn the ignition off, remove the Fuel Pressure Decay Tester
and connect the fuel lines before continuing.
Check for any of the following conditions/mechanical problems:

 CAM SHAFTS - must not be worn or have excessive endplay
Yes
No
Go To 15.

9. FUEL INJECTOR CONTROL

2. Disconnect the Fuel Injector harness connector of the misfiring cylinder.
4. Install an Injector Noid light.

5. With the scan tool, actuate the Fuel Injector.
Does the Noid light blink/flicker during the actuation?
Yes
 Verify that there is good pin to terminal contact in the related Injector and the Powertrain
Control Module connectors. Replace the Fuel Injector. Refer to INJECTOR(S), FUEL,
REMOVAL .
TEST .
No
Go To 10.

10. INJECTOR CONTROL CIRCUIT

4. Check the Injector Control circuit for an open, short to ground and short to voltage.
Was a problem found with the Injector Control circuit?
Yes
 Repair the excessive resistance or short in the Injector Control circuit.

TEST .
No
Go To 15.

11. FUEL SUPPLY LINE RESTRICTED

Yes

TEST .
No
Go To 12.


PUMP, REMOVAL .
Yes
 Replace the Fuel Pump Inlet Strainer.

TEST .
No
Before continuing, check the Fuel Pump Module harness connector terminals for corrosion,

damage or terminal push out. Make sure the ground circuit is functional. Repair as necessary.
Replace the Fuel Pump Module.
TEST .
13. IGNITION COIL

2. Using a 12-volt test light connected to 12-volts, probe the Ignition Coil Control circuit.
3. Crank the engine for five seconds while observing the test light.
Does the test light brightly blink/flicker?
Yes
 Verify that there is good pin to terminal contact in the related Coil and the Powertrain
Control Module connectors. If OK, replace the Ignition Coil in accordance with the Service
Information.
TEST .
No
Go To 14.

14. COIL CONTROL CIRCUIT

2. Check the Coil Control circuit for an open, short to ground and short to voltage.
Was a problem found with the Coil Control circuit?
Yes
 Repair the Coil Control circuit.

TEST .
No
Go To 15.


related Sensor, Coil, Injector and the Powertrain Control Module (PCM).
contact in the related Sensors, Coils, Injectors and the Powertrain Control Module connectors.
Yes
TEST .
No
TEST .
P0301-CYLINDER 1 MISFIRE

THEORY OF OPERATION
uncommanded Exhaust Gas Recirculation (EGR) flow can also cause a misfire. In the case of multiple cylinders
misfiring, or the PCM not determining the specific cylinder misfiring, P0300 Multiple Cylinder Misfire will set.
WHEN MONITORED:
Any time the engine is running, and the adaptive numerator has been successfully updated.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
ASD OUTPUT CIRCUIT
IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
ENGINE MECHANICAL
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DTC
procedure.
Yes
 Go To 2.
No



concerns
 Worn serpentine belt.

 Vacuum leaks.
Yes
No
Go To 3.


2. Remove the Ignition Coils.
wire.
Yes
 Go To 4.
No
 Go To 13.
4. SPARK PLUG
2. Remove the Spark Plug(s) in accordance with the Service Information.
 Cracks
 Carbon Tracking

Yes
 Replace the Spark Plug in accordance with the Service Information.

TEST .
No
Go To 5.

 Go To 6.
Below Specification
 Go To 11.
Above Specification



TEST .
1. Refer to DIAGNOSIS AND TESTING and perform the Fuel Pressure Leak Down Test.
Yes
TEST .
No
Go To 7.


Yes
 Go To 8.
No
 Go To 9.

Yes
No
Go To 15.



Yes
Control Module connectors. Replace the Fuel Injector in accordance with the Service
Information
TEST .
No
Go To 10.


diagnosis.
Yes

TEST .
No
Go To 15.



Yes

TEST .
No
Go To 12.


PUMP, REMOVAL .
Yes
 Replace the Fuel Pump Inlet Strainer. Refer to MODULE, FUEL PUMP, REMOVAL .
TEST .
No

TEST .
13. IGNITION COIL

Yes
Information.
TEST .
No
Go To 14.


diagnosis.
Yes


TEST .
No
Go To 15.


Yes
TEST .
No
TEST .

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
ASD OUTPUT CIRCUIT
IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
ENGINE MECHANICAL
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DTC
procedure.
Yes
 Go To 2.
No



concerns

 Vacuum leaks.
Yes
No
Go To 3.


wire.
Yes
 Go To 4.
No
 Go To 13.
4. SPARK PLUG
 Cracks
 Carbon Tracking

Yes

TEST .
No
Go To 5.

 Go To 6.
Below Specification
 Go To 11.
Above Specification



TEST .
Yes
TEST .
No
Go To 7.


Yes
 Go To 8.
No
 Go To 9.

Yes
No
Go To 15.



Yes
Control Module connectors. Replace the Fuel Injector.
TEST .
No
Go To 10.


Yes

TEST .
No
Go To 15.


Yes

TEST .
No
Go To 12.


Yes

TEST .
No

TEST .
13. IGNITION COIL


Yes
Information.
TEST .
No
Go To 14.


Yes

TEST .
No
Go To 15.



Yes
TEST .
No
TEST .

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
ASD OUTPUT CIRCUIT
IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
ENGINE MECHANICAL
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DTC
procedure.
Yes
 Go To 2.
No



concerns

 Vacuum leaks.
Yes
No
Go To 3.


wire.
Yes
 Go To 4.
No
 Go To 13.
4. SPARK PLUG
 Cracks
 Carbon Tracking

Yes

TEST .
No
Go To 5.

 Go To 6.
Below Specification
 Go To 11.
Above Specification



TEST .
Yes
TEST .
No
Go To 7.


Yes
 Go To 8.
No
 Go To 9.

Yes
No
Go To 15.



Yes
Control Module connectors. Replace the Fuel Injector.
TEST .
No
Go To 10.


Yes

TEST .
No
Go To 15.


Yes

TEST .
No
Go To 12.


PUMP, REMOVAL .
Yes

TEST .
No

TEST .
13. IGNITION COIL

Yes
Information.
TEST .
No
Go To 14.


Yes

TEST .
No
Go To 15.


Yes
TEST .
No
TEST .

THEORY OF OPERATION
WHEN MONITORED:
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
ASD OUTPUT CIRCUIT
IGNITION WIRE
SPARK PLUG
IGNITION COIL
FUEL PUMP MODULE
FUEL INJECTOR
ENGINE MECHANICAL
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DTC
procedure.
Yes
 Go To 2.
No



concerns
 Worn serpentine belt.

 Vacuum leaks.
 Restricted Exhaust system. Refer to DIAGNOSIS AND TESTING perform the CHECKING
Yes
No
Go To 3.


2. Remove the Ignition Coils. Refer to COIL, IGNITION, REMOVAL .
wire.
Yes
 Go To 4.
No
 Go To 13.
4. SPARK PLUG
2. Remove the Spark Plug(s) in accordance with the Service Information. Refer to SPARK PLUG,
REMOVAL .
 Cracks
 Carbon Tracking
Yes

TEST .
No
Go To 5.

 Go To 6.
Below Specification
 Go To 11.
Above Specification



TEST .
Yes
TEST .
No
Go To 7.


Yes
 Go To 8.
No
 Go To 9.

Yes
No
Go To 15.



Yes
Control Module connectors. Replace the Fuel Injector. Refer to INJECTOR(S), FUEL,
REMOVAL .
TEST .
No
Go To 10.


Yes

TEST .
No
Go To 15.


Yes

TEST .
No
Go To 12.


Yes

TEST .
No

TEST .
13. IGNITION COIL

Yes
Information.
TEST .
No
Go To 14.


Yes

TEST .
No
Go To 15.


Yes
TEST .
No
TEST .
P0315-NO CRANK SENSOR LEARNED
Fig. 52: Crankshaft & Camshaft Position Sensor Wiring Diagram

THEORY OF OPERATION
The Crankshaft Position System variation learn feature is used to calculate reference errors caused by slight
tolerance variations in the crankshaft, tone wheel and the crankshaft position sensors. The calculated error
allows the Powertrain Control Module (PCM) to accurately compensate for reference variations. The
Crankshaft Position System variation compensating values are learned and stored in the PCM memory during a
decel fuel shutoff event. If the actual crankshaft variation is not within the Crankshaft Position System's
compensating values stored in the PCM, DTC P0300 may set. If the CKP System variation values are not stored
in the PCM memory, DTC P0315 sets.
WHEN MONITORED:
Under closed throttle decel and A/C off. ECT above 75° C (167° F). Engine start time is greater than 50
seconds.
SET CONDITION:
One of the CKP sensor target windows has more than 2% variance from the reference. One Trip Fault. Three
POSSIBLE CAUSES
Possible Causes
TONE WHEEL/PULSE RING
WIRE HARNESS
CRANKSHAFT POSITION SENSOR
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DTC
monitoring conditions. It may take up to three 60-40 MPH
decelerations in order for this DTC to set.
Does the DTC reset while cranking or during the test drive?
Yes
 Go To 2.
No


2. WIRE HARNESS INSPECTION
2. Visually inspect the CKP wire harness. Look for any chafed, pierced, pinched, or partially broken
wires.
3. Visually inspect the CKP wire harness connectors. Look for broken, bent, pushed out, or corroded
terminals.
4. Verify that there is good pin to terminal contact in the Crank Position Sensor and Powertrain
Control Module connectors.
5. Make sure the Crankshaft Position Sensor is properly installed and the mounting bolt(s) are torqued
to the proper specification.
Yes
 Repair as necessary
TEST .
No
Go To 3.

3. TONE WHEEL/FLEX PLATE INSPECTION

1. Remove the Crankshaft Position Sensor. Refer to SENSOR, CRANKSHAFT POSITION,
REMOVAL .
2. Inspect the Tone Wheel/Flex Plate slots for damage, foreign material, or excessive movement.
Yes
 Repair or replace the Tone Wheel/Flex Plate as necessary. Refer to REMOVAL

TEST .
No
Go To 4.

4. CRANKSHAFT POSITION SENSOR
If there are no possible causes remaining, view repair.
Repair
 Replace the Crankshaft Position Sensor. Refer to SENSOR, CRANKSHAFT POSITION,

REMOVAL .
P0324-KNOCK CONTROL SYSTEM

THEORY OF OPERATION
Pre-ignition, also known as knock, in a gasoline spark ignition engine is defined as uncontrolled combustion
that can cause structural vibration and may lead to engine damage if it occurs too frequently. Although the spark
advance is calibrated to provide a safety margin before the knock limit is reached, pre-ignition is also dependent
upon fuel quality, engine tolerances and environmental conditions. Knock sensors are vibration sensors that are
designed to excite at the knock frequency range and generate an oscillating voltage with a magnitude
proportional to the knock intensity. When knock is detected, the spark advance is retarded out of the pre-
ignition zone. The knock detection window helps filter normal knock sensor voltage due to combustion and
reciprocating components such as valves opening and closing. The knock detection window is a function of
engine speed and engine temperature and defines when the knock signal will be repeatedly sampled and
evaluated. Knock detection is enabled over a defined crank angle of each cylinders' power stroke in which
knock may occur. Knock control is performed on an individual cylinder basis as follows: 1. If knock is detected,
the spark advance is retarded for that cylinder's next spark event based upon the knock intensity detected. 2.
Once knock is no longer present, the spark advance is incrementally increased for that cylinder's next spark
event up to the target spark advance.
The knock sensor diagnostic consists of engine off and on rationality tests that detect sensor and circuit range
and performance faults. The knock system is dependent upon all of the capacitances including sensor, wiring,
and interface circuit. With the engine off, the total capacitance of the knock system can be calculated and must
be within a minimum and maximum calibrated threshold or a fault will be set if capacitance is less than
minimum calibrated threshold P0324 will set.
WHEN MONITORED:
Ignition on, engine not running, coolant temperature greater than -40° C (-40° F) less than 140° C (248° F) and
engine oil temperature greater than -40° C (-40° F) less than 200° C (329° F).
SET CONDITION:
The Powertrain Control Module detects the that knock sensor capacitance is less than a calibrated value.
POSSIBLE CAUSES
Possible Causes
KNOCK SENSOR
(K942) KNOCK SENSOR RETURN CIRCUIT OPEN OR HIGH RESISTANCE
(K42) KNOCK SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
DIAGNOSTIC TEST
1. ACTIVE DTC
procedure.
Yes
 Go To 2.
No


2. (K42) KNOCK SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
2. Disconnect the Knock Sensor harness connector.
4. Measure the resistance of the (K42) Knock Sensor Signal circuit from the Knock Sensor harness
connector to the PCM C2 harness connector.
Yes
 Go To 3.
No
Repair the open or resistance in the (K42) Knock Sensor Signal circuit.


TEST .
3. (K942) KNOCK SENSOR RETURN CIRCUIT OPEN OR HIGH RESISTANCE
1. Measure the resistance of the (K942) Knock Sensor Return circuit from the Knock Sensor harness
Yes
 Go To 4.
No
 Repair the open or high resistance in the (K942) Knock Sensor Return circuit.
Refer to STANDARD PROCEDURE and perform the POWERTRAIN VERIFICATION


TEST .
4. KNOCK SENSOR
2. Verify that there is good pin to terminal contact at the Knock Sensor and the Powertrain Control
Module connectors.
3. If no problems were found in the connectors, replace the Knock Sensor. Refer to SENSOR,
KNOCK, REMOVAL .
4. Connect the Powertrain Control Module (PCM) harness connector.
6. With the scan tool, clear DTCs.
Yes
 Go To 5.
No
Test complete.


TEST .
1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors of the Powertrain
Control Module (PCM).
contact of the PCM harness connectors.
Yes
TEST .
No
TEST .
P0325-KNOCK SENSOR 1 CIRCUIT

THEORY OF OPERATION
Knock is the spontaneous auto-ignition of the remaining fuel/air mixture in the engine combustion chamber that
occurs after normal combustion has started. It can occur under extreme vehicle operating conditions such as
high engine temperature, high MAP, low humidity and heavy loads to the engine. Knock is caused by excessive
spark advance for the given engine operating conditions. Severe, continuous knock may be caused by carbon
deposits, bad gasoline and/or low octane fuel. Avoiding light audible knock is important for customer
satisfaction while preventing excessive knock is important to protect engine components. The output voltage
from the knock circuit represents the strength of the engine knock and is read by the engine controller. The
knock system output voltage is not zero due to engine background noise, even when knock is not present. When
the engine is operated under high load conditions where knock is possible, the knock voltage is tested to decide
if it exceeds the knock voltage threshold. Knock has occurred when the knock voltage is at or above this knock
threshold. When knock is detected a calibrated short term knock spark retard to be subtracted from the spark
advance is calculated. The amount of retarded spark advance is based off a calibrated severity of the knock
event. This retarded spark advance is used in the next ignition event to prevent further knock events. If knock
continues, an additional amount of short term spark advance retard is added. When knock stops, short term
knock spark retard is eliminated, the long term knock spark retard is reduced by a calibrated amount to recover
some previously retarded spark advance. This decreases spark retard to improve engine performance.
WHEN MONITORED:
Ignition on, engine running, coolant temperature greater than 60° C (140° F) and engine load greater than 59%.
SET CONDITION:
During engine operation in a speed/load range that does not exhibit engine knock but only engine noise, the
knock sensor noise voltage is accumulated over a calibrated number of engine events. If after the calibrated
number of engine events the accumulated noise voltage is less than a calibratable threshold the knock sensor
output is considered low and P0325 will set. Two Trip Fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
Possible Causes
KNOCK SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
KNOCK SENSOR SIGNAL CIRCUIT OPEN
KNOCK SENSOR RETURN CIRCUIT OPEN
KNOCK SENSOR SIGNAL CIRCUIT SHORTED TO THE KNOCK SENSOR RETURN CIRCUIT
KNOCK SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
KNOCK SENSOR
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DTC
Yes
 Go To 2.
No


2. KNOCK SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
5. Measure the voltage on the Knock Sensor Signal circuit in the Knock Sensor harness connector.
Yes
 Repair the short to voltage in the Knock Sensor Signal circuit.

TEST .
No
Go To 3.

3. KNOCK SENSOR SIGNAL CIRCUIT OPEN

2. Measure the resistance of the Knock Sensor Signal circuit from the Knock Sensor harness
connector to the PCM harness connector.
Yes
 Go To 4.
No
Repair the open in the Knock Sensor Signal circuit.



TEST .
4. KNOCK SENSOR RETURN CIRCUIT OPEN
1. Measure the resistance of the Knock Sensor Return circuit from the Knock Sensor harness
connector to the PCM harness connector.
Yes
 Go To 5.
No
Repair the open in the Knock Sensor Return circuit.

TEST .
5. KNOCK SENSOR SIGNAL CIRCUIT SHORTED TO THE KNOCK SENSOR RETURN
CIRCUIT
1. Measure the resistance between the Knock Sensor Signal circuit and the Knock Sensor Return
circuit in the Knock Sensor harness connector.
Yes
 Repair the short between the Knock Sensor Signal circuit and the Knock Sensor Return
circuit.
TEST .
No
Go To 6.

6. KNOCK SENSOR SIGNAL CIRCUIT SHORTED TO GROUND

1. Measure the resistance between ground and the Knock Sensor Signal circuit in the Knock Sensor
harness connector.
Yes
 Repair the short to ground in the Knock Sensor Signal circuit.


TEST .
No
Go To 7.

7. KNOCK SENSOR
3. If no problems were found in the connectors, replace the Knock Sensor.
monitoring conditions in order for this DTC to reset.
Yes
 Go To 8.
No
Test complete.


TEST .
Knock Sensor 1 and the Powertrain Control Module (PCM).
Yes
TEST .
No
TEST .
P0326-KNOCK SENSOR 1 CIRCUIT PERFORMANCE


THEORY OF OPERATION
Pre-ignition, also known as knock, in a gasoline spark ignition engine is defined as uncontrolled combustion
that can cause structural vibration and may lead to engine damage if it occurs too frequently. Although the spark
advance is calibrated to provide a safety margin before the knock limit is reached, pre-ignition is also dependent
upon fuel quality, engine tolerances and environmental conditions. Knock sensors are vibration sensors that are
designed to excite at the knock frequency range and generate an oscillating voltage with a magnitude
proportional to the knock intensity. When knock is detected, the spark advance is retarded out of the pre-
ignition zone. The knock detection window helps filter normal knock sensor voltage due to combustion and
reciprocating components such as valves opening and closing. The knock detection window is a function of
engine speed and engine temperature and defines when the knock signal will be repeatedly sampled and
evaluated. Knock detection is enabled over a defined crank angle of each cylinders' power stroke in which
knock may occur. Knock control is performed on an individual cylinder basis as follows: 1. If knock is detected,
the spark advance is retarded for that cylinder's next spark event based upon the knock intensity detected. 2.
Once knock is no longer present, the spark advance is incrementally increased for that cylinder's next spark
event up to the target spark advance.
The knock sensor diagnostic consists of engine off and on rationality tests that detect sensor and circuit range
and performance faults. The knock system is dependent upon all of the capacitances including sensor, wiring,
and interface circuit. With the engine off, the total capacitance of the knock system can be calculated and must
be within a minimum and maximum calibrated threshold or a fault will be set if capacitance is greater than
minimum calibrated threshold P0326 will set.
WHEN MONITORED:
SET CONDITION:
The Powertrain Control Module detects the that knock sensor capacitance is greater than a calibrated value.
POSSIBLE CAUSES
Possible Causes
KNOCK SENSOR
(K942) KNOCK SENSOR RETURN CIRCUIT OPEN OR HIGH RESISTANCE
(K42) KNOCK SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
DIAGNOSTIC TEST
1. ACTIVE DTC
procedure.
Yes
 Go To 2.
No


2. (K42) KNOCK SENSOR SIGNAL CIRCUIT OPEN OR HIGH RESISTANCE
4. Measure the resistance of the (K42) Knock Sensor Signal circuit from the Knock Sensor harness
Yes
 Go To 3.
No
Repair the open or resistance in the (K42) Knock Sensor Signal circuit.


TEST .
3. (K942) KNOCK SENSOR RETURN CIRCUIT OPEN OR HIGH RESISTANCE
Yes
 Go To 4.
No
Repair the open or high resistance in the (K942) Knock Sensor Return circuit.


TEST .
4. KNOCK SENSOR
Module connectors.
KNOCK, REMOVAL .
Yes
 Go To 5.
No
Test complete.


TEST .
Yes
TEST .
No
TEST .
P0327-KNOCK SENSOR 1 CIRCUIT LOW

THEORY OF OPERATION
The knock system is designed to have a voltage within a minimum and maximum calibrated threshold with the
engine off. A P0327 will set if that voltage less than minimum engine off calibrated threshold
WHEN MONITORED:
SET CONDITION:
The Powertrain Control Module detects the that knock sensor voltage is less than a calibrated value.
POSSIBLE CAUSES
Possible Causes
KNOCK SENSOR
(K942) KNOCK SENSOR RETURN CIRCUIT SHORTED TO (K42) KNOCK SENSOR SIGNAL
CIRCUIT
(K942) KNOCK SENSOR RETURN CIRCUIT SHORT TO GROUND
(K42) KNOCK SENSOR SIGNAL CIRCUIT SHORT TO GROUND
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DTC
procedure.

Yes
 Go To 2.
No


2. (K42) KNOCK SENSOR SIGNAL CIRCUIT SHORTED TO THE (K942) KNOCK SENSOR
RETURN CIRCUIT
4. Measure the resistance between the (K42) Knock Sensor Signal circuit and the (K942) Knock
Sensor Return circuit in the Knock Sensor harness connector.
Yes
 Repair the short between the (K42) Knock Sensor Signal circuit and the (K942) Knock
Sensor Return circuit.
TEST .
No
Go To 3.

3. (K42) KNOCK SENSOR SIGNAL CIRCUIT SHORT TO GROUND

1. Measure the resistance of the (K42) Knock Sensor Signal circuit from the Knock Sensor harness to
ground.
Yes
 Go To 4.
No
Repair the short to ground in the (K42) Knock Sensor Signal circuit.


TEST .
4. (K942) KNOCK SENSOR RETURN CIRCUIT SHORT TO GROUND
to ground.
Yes
 Go To 5.
No
Repair the short to ground in the (K942) Knock Sensor Return circuit.


TEST .
5. KNOCK SENSOR
Module connectors.
KNOCK, REMOVAL .
Yes
 Go To 6.
No
 Test complete.
TEST .

Yes
TEST .
No
TEST .
P0328-KNOCK SENSOR 1 CIRCUIT HIGH


THEORY OF OPERATION
The knock system is designed to have a voltage within a minimum and maximum calibrated threshold with the
engine off. A P0328 will set if that voltage is greater than maximum engine off calibrated threshold
WHEN MONITORED:
SET CONDITION:
The Powertrain Control Module detects the that knock sensor voltage is greater than a calibrated value.
POSSIBLE CAUSES
Possible Causes
KNOCK SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
KNOCK SENSOR RETURN CIRCUIT SHORTED TO VOLTAGE
KNOCK SENSOR
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DTC
Yes
 Go To 2.
No


2. KNOCK SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
5. Measure the voltage on the Knock Sensor Signal circuit in the Knock Sensor harness connector.
Yes
 Repair the short to voltage in the Knock Sensor Signal circuit.

TEST .
No
Go To 3.

3. KNOCK SENSOR RETURN CIRCUIT OPEN

1. Measure the voltage on the Knock Sensor Signal return circuit in the Knock Sensor harness
connector.
Yes
 Repair the short to voltage in the Knock Sensor Signal return circuit.
TEST .
No
Go To 4.

4. KNOCK SENSOR
3. If no problems were found in the connectors, replace the Knock Sensor.
monitoring conditions in order for this DTC to reset.
Yes
 Go To 5.
No
Test complete.


TEST .
Knock Sensor 1 and the Powertrain Control Module (PCM).
Yes
TEST .
No
TEST .
P0335-CRANKSHAFT POSITION SENSOR CIRCUIT

THEORY OF OPERATION
The Crankshaft Position (CKP) sensor circuits consist of a Powertrain Control Module (PCM) supplied 5 Volt
reference circuit, low reference circuit and an output signal circuit. The CKP sensor is an internally magnetic
biased digital output integrated circuit sensing device. The sensor detects magnetic flux changes between the
peaks and valleys of a reluctor wheel on the crankshaft. Each tooth on the reluctor wheel is spaced with missing
teeth for the reference gap. The CKP sensor produces an ON/OFF DC voltage of varying frequency, reference
output pulses per crankshaft revolution. The frequency of the CKP sensor output depends on the velocity of the
crankshaft. The CKP sensor sends a digital signal, which represents an image of the crankshaft reluctor wheel,
to the PCM as each tooth on the wheel rotates past the CKP sensor. The PCM uses each CKP signal pulse to
determine crankshaft speed and decodes the crankshaft reluctor wheel reference gap to identify crankshaft
position. This information is then used to sequence the ignition timing and fuel injection events for the engine.
The PCM also uses CKP sensor output information to determine the crankshaft relative position to the
camshaft, to detect cylinder misfire and to control the CMP actuator if equipped.
WHEN MONITORED:
Engine cranking.
SET CONDITION:
No CKP signal is present during engine cranking and at least eight camshaft position sensor signals have
occurred. One Trip Fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
Possible Causes
5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
CKP SIGNAL CIRCUIT OPEN
CKP SIGNAL CIRCUIT SHORTED TO VOLTAGE
CKP SIGNAL CIRCUIT SHORTED GROUND
CKP SIGNAL CIRCUIT SHORTED TO THE 5 VOLT SUPPLY CIRCUIT
CRANKSHAFT POSITION SENSOR (CKP)
CAMSHAFT POSITION SENSOR (CMP)
PROCEDURE .
DIAGNOSTIC TEST

1. Crank the engine.
Yes
 Go To 2.
No
Go To 14.
2. Disconnect the CKP Sensor harness connector.
4. Measure the voltage on the 5 Volt Supply circuit in the CKP Sensor harness connector.
Yes
 Go To 3.
No
Go To 10.

3. CKP SIGNAL CIRCUIT

1. Measure the voltage on the CKP Signal circuit in the CKP Sensor harness connector.

Is the voltage as described above?
Yes
 Go To 4.
No
Go To 7.


3. Measure the resistance of the Sensor ground circuit from the CKP Sensor harness connector to the
appropriate terminal of PCM harness connector.
Yes
 Go To 5.
No
Repair the open in the Sensor ground circuit.



TEST .
5. CKP SIGNAL CIRCUIT SHORTED TO THE 5 VOLT SUPPLY CIRCUIT
1. Measure the resistance between the CKP Signal circuit and the 5 Volt Supply circuit in the CKP
Yes
 Repair the short between the CKP Signal circuit and the 5 Volt Supply circuit.
TEST .
No
Go To 6.

NOTE: Inspect the slots on the reluctor for damage. If a problem is found repair
as necessary.
Repair
Verify that there is good pin to terminal contact in the Crank Position Sensor and Powertrain

Control Module connectors. Replace the Crank Position Sensor if no problems were found with the
connectors.
7. CKP SIGNAL CIRCUIT SHORTED TO VOLTAGE

4. Measure the voltage on the CKP Signal circuit in the CKP Sensor harness connector.
Yes
 Repair the short to voltage in the CKP Signal circuit.

TEST .
No
Go To 8.

8. CKP SIGNAL CIRCUIT OPEN

2. Measure the resistance of the CKP Signal circuit from the CKP Sensor harness connector to the
Yes
 Go To 9.
No
Repair the open in the CKP Signal circuit.



TEST .
9. CKP SIGNAL CIRCUIT SHORTED TO GROUND
1. Measure the resistance between ground and the CKP Signal circuit in the CKP Sensor harness
connector.
Yes
 Repair the short to ground in the CKP Signal circuit.

TEST .
No
Go To 13.
10. 5 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
4. Measure the voltage on the 5 Volt Supply circuit in the CKP Sensor harness connector.
Yes
 Repair the short to voltage in the 5 Volt Supply circuit.

TEST .
No
Go To 11.


2. Measure the resistance of the 5 Volt Supply circuit from the CKP Sensor harness connector to the
Yes
 Go To 12.
No



TEST .
1. Measure the resistance between ground and the 5 Volt Supply circuit in the CKP Sensor harness
connector.
Yes

TEST .
No
Go To 13.


related Sensor and the Powertrain Control Module (PCM).
contact in the related Sensor and the Powertrain Control Module connectors.
Yes
TEST .
No

TEST .
14. ERRATIC CKP SENSOR SIGNAL
2. With a lab scope backprobe the CKP Signal circuit in the CKP harness connector.

4. Wiggle the related wire harness and lightly tap on the Crank Position Sensor.
5. Observe the lab scope screen.
6. Look for any pulses generated by the CKP Sensor.
Did the CKP Sensor generate any erratic pulses?
Yes
 Verify that there is good pin to terminal contact in the Crank Position Sensor and Powertrain
Control Module connectors. Replace the Crank Position Sensor if no issues were found with
the connectors.
TEST .
No
 Go To 15.
15. ERRATIC CMP SIGNAL

2. With a lab scope backprobe the Cam Position Sensor (CMP) Signal circuit in the CMP harness
connector.

4. Wiggle the related wire harness and lightly tap on the Cam Position Sensor.
6. Look for any pulses generated by the CMP Sensor.
Did the CMP Sensor generate any pulses?
Yes
 Verify that there is good pin to terminal contact in the CMP Sensor and Powertrain Control
Module connectors. Replace the Camshaft Position Sensor if no issues were found with the
connectors.
TEST .
No
 Test complete, the conditions that set this DTC are not present at this time. Refer to
STANDARD PROCEDURE and perform the INTERMITTENT CONDITION diagnostic
procedure for further assistance .
P0339-CRANKSHAFT POSITION SENSOR INTERMITTENT


WHEN MONITORED:
While cranking the engine and with the engine running.
SET CONDITION:
When the CKP Sensor failure counter reaches 20. One Trip Fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
Possible Causes
CKP SIGNAL CIRCUIT SHORTED TO VOLTAGE
CKP SIGNAL CIRCUIT OPEN

CKP SIGNAL CIRCUIT SHORTED TO GROUND
CKP SIGNAL CIRCUIT SHORTED TO THE 5 VOLT SUPPLY CIRCUIT
TONE WHEEL/PULSE RING
PROCEDURE .
DIAGNOSTIC TEST

2. Using the scan tool, read DTCs. Copy DTC and Freeze Frame information.
NOTE: Attempt to operate the vehicle under conditions similar to which the
DTC was set.
monitoring conditions in order for this DTC to set.
Yes
 Go To 2.
No


2. CHECKING CRANKSHAFT POSITION SENSOR SIGNAL WITH A LAB SCOPE
2. With a lab scope probe, backprobe the CKP Signal circuit in the Sensor harness connector.

Are there any irregular or missing signals?
Yes
 Go To 3.
No
Go To 8.

3. WIRE HARNESS INSPECTION

2. Visually inspect the related wire harness, including the ground circuit. Look for any chafed,
pierced, pinched or partially broken wires.
3. Visually inspect the related wire harness connectors. Look for broken, bent, pushed out or corroded
terminals.
4. Verify that there is good pin to terminal contact in the Crankshaft Position Sensor and the
Powertrain Control Module connectors.
5. Make sure the Crankshaft Position Sensor and the Camshaft Position Sensor are properly installed
and the mounting bolt(s) are torqued to the proper specification.
6. Perform any TSBs that may apply.
Yes
TEST .
No
Go To 4.

4. 5 VOLT SUPPLY CIRCUIT OPEN OR SHORTED TO GROUND


3. Measure the voltage on the 5 Volt Supply circuit in the Sensor harness connector.
Yes
 Go To 5.
No
Repair the open or short to ground in the 5 Volt Supply circuit.



TEST .
5. TONE WHEEL/FLEX PLATE INSPECTION
2. Disconnect the Negative Battery (Ground) cable.
3. Remove the Crankshaft Position Sensor.
4. Inspect the Tone Wheel/Flex Plate slots for damage, foreign material or excessive movement.
Were any issues found?
Yes
 Repair or replace the Tone Wheel/Flex Plate as necessary.

TEST .
No
Go To 6.

6. CHECKING CAMSHAFT POSITION SENSOR SIGNAL WITH A LAB SCOPE

1. Install the CKP Sensor and connect the battery cable.
NOTE: An intermittent condition in the Cam Position Sensor can cause the
P0339 to set.
2. With the a lab scope probe, backprobe the CMP Signal circuit in the Sensor harness connector.

4. Wiggle the related wire harness and lightly tap on the Cam Position Sensor.
NOTE: On multiple CMP sensor engines repeat this test for the other signal
circuits
Are there any irregular or missing signals?
Yes
Module connectors. Replace the Camshaft Position Sensor if no issues were found with the
connectors.
TEST .
No
Go To 7.

Repair
Verify that there is good pin to terminal contact in the CKP Sensor and Powertrain Control Module

connectors. Replace the Crankshaft Position Sensor if no issues were found with the connectors.
8. CKP SIGNAL CIRCUIT SHORTED TO VOLTAGE

5. Measure the voltage on the CKP Signal circuit in the Sensor harness connector.
6. Wiggle the related wire harness while taking this measurement.
Yes
 Repair the short to voltage in the CKP Signal circuit.

TEST .
No
Go To 9.

9. CKP SIGNAL CIRCUIT OPEN

2. Measure the resistance in the CKP Signal circuit from the CKP harness connector to the
3. Wiggle the wire harness while taking this measurement.
Is the resistance below 1.0 Ohm?
Yes
 Go To 10.
No
Repair the excessive resistance in the CKP Signal circuit.



TEST .
10. CKP SIGNAL CIRCUIT SHORTED TO GROUND
1. Measure the resistance between ground and the CKP Signal circuit in the CKP Sensor harness
connector.
2. Wiggle the related wire harness while monitoring the resistance value.
Does the resistance ever go below 10k Ohms?
Yes
 Repair the short to ground in the Signal circuit.

TEST .
No
Go To 11.

11. CKP SIGNAL CIRCUIT SHORTED TO THE 5 VOLT SUPPLY CIRCUIT

1. Measure the resistance between the 5 Volt Supply circuit and the CKP Signal circuit in the CKP
harness connector.
2. Wiggle the related wire harness while taking this measurement.

Yes
 Repair the short between the 5 Volt Supply circuit and the CKP Signal circuit.
TEST .
No
Go To 12.


contact in the Crankshaft Position Sensor and the Powertrain Control Module connectors.
Were there any issues found?
Yes
TEST .
No
TEST .
P0340-CAMSHAFT POSITION SENSOR CIRCUIT


THEORY OF OPERATION
The Camshaft Position (CMP) sensor circuits consist of an Powertrain Control Module (PCM) supplied 5-volt
reference circuit, low reference circuit, and an output signal circuit. The CMP sensor is an internally magnetic
peaks and valleys of a reluctor wheel attached to the camshaft. As each reluctor tooth rotates past the CMP
sensor, the resulting change in the magnetic field is used by the sensor electronics to produce a digital output
pulse. The sensor returns a digital ON/OFF DC voltage pulse of varying frequency output pulses per camshaft
revolution that represent an image of the camshaft reluctor wheel. The frequency of the CMP sensor output
depends on the velocity of the camshaft. The PCM decodes the tooth pattern to identify camshaft position. This
information is then used to sequence the ignition timing and fuel injection events for the engine. The PCM also
uses CMP sensor output information to determine the camshaft relative position to the crankshaft, to control the
CMP actuator operation if equipped.
WHEN MONITORED:
During engine cranking and with the engine running. Battery voltage greater than 10 Volts. No 5-volt Supply or
Crankshaft Position Sensor DTCs present.
SET CONDITION:
The Powertrain Control Module (PCM) detects an implausible Camshaft Position Sensor signal during eight
consecutive crankshaft revolutions. One Trip Fault. Three good trips to turn off the MIL.
POSSIBLE CAUSES
Possible Causes
(K44) CMP SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K44) CMP SIGNAL CIRCUIT OPEN
(K44) CMP SIGNAL CIRCUIT SHORTED GROUND
(K44) CMP SIGNAL CIRCUIT SHORTED TO THE (F855) 5 VOLT SUPPLY CIRCUIT
(K900) SENSOR GROUND CIRCUIT OPEN
CAMSHAFT POSITION SENSOR
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DTC
2. With the scan tool, read DTCs. Copy DTC and Freeze Frame information.
DTC was set.

Yes
 Go To 2.
No
Go To 10.

2. (K44) CMP SIGNAL CIRCUIT

2. Disconnect the CMP Sensor harness connector.
4. Measure the voltage on the (K44) CMP Signal circuit in the CMP Sensor harness connector.
Yes
 Go To 3.
No
Go To 6.

3. (K900) SENSOR GROUND CIRCUIT OPEN OR EXCESSIVE RESISTANCE

3. Measure the resistance of the (K900) Sensor ground circuit from the CMP Sensor harness
connector to the appropriate terminal of PCM C2 harness connector.
Yes
 Go To 4.
No
Repair open or excessive resistance in the (K900) Sensor ground circuit.

TEST .
4. (K44) CMP SIGNAL CIRCUIT SHORTED TO THE (F855) 5 VOLT SUPPLY CIRCUIT
1. Measure the resistance between the (K44) CMP Signal circuit and the (F855) 5 Volt Supply circuit
in the CMP Sensor harness connector.

Yes
 Repair the short between the (K44) CMP Signal circuit and the (F855) 5 Volt Supply circuit.
TEST .
No
Go To 5.

5. CAMSHAFT POSITION SENSOR
NOTE: Inspect the Camshaft tone wheel for damage in accordance with the
Service Information. If a problem is found repair as necessary. Refer to
REMOVAL .
Repair
Verify that there is good pin to terminal contact in the CMP Sensor and Powertrain Control Module
connectors. Replace the Camshaft Position Sensor if no problems were found with the connectors.
Refer to SENSOR, CAMSHAFT POSITION, REMOVAL .
6. (K44) CMP SIGNAL CIRCUIT SHORTED TO VOLTAGE

Yes
 Repair the short to voltage in the (K44) CMP Signal circuit.

TEST .
No
Go To 7.

7. (K44) CMP SIGNAL CIRCUIT OPEN OR EXCESSIVE RESISTANCE

2. Measure the resistance of the (K44) CMP Signal circuit from the CMP Sensor harness connector to

Yes
 Go To 8.
No
Repair the open or excessive resistance in the (K44) CMP Signal circuit.


TEST .
8. (K44) CMP SIGNAL CIRCUIT SHORTED TO GROUND
1. Measure the resistance between ground and the (K44) CMP Signal circuit in the CMP Sensor
harness connector.
Yes
 Repair the short to ground in the (K44) CMP Signal circuit.

TEST .
No
Go To 9.
Yes
TEST .
No
Refer to STANDARD PROCEDURE and perform the POWERTRAIN VERIFICATION


TEST .
1. With a lab scope, back probe the (K44) CMP Signal circuit in the CMP harness connector.

3. Wiggle the related wire harness and lightly tap the Camshaft Position Sensor.
Did the CMP Sensor generate any erratic pulses?
Yes
 Verify that there is good pin to terminal contact in the CMP Sensor and the Powertrain
Control Module connectors. If OK, inspect the Camshaft tone wheel for irregularities. If the
tone wheel is distorted replace the Camshaft in accordance with the service information.
Refer to CAMSHAFT, ENGINE, REMOVAL . If no problems were found with the tone
wheel, replace the Camshaft Position Sensor. Refer to SENSOR, CAMSHAFT POSITION,
REMOVAL .
TEST .
No
Go To 11.

11. ERRATIC CKP SIGNAL

2. With a lab scope, backprobe the (K24) CKP Signal circuit in the CKP harness connector.

4. Wiggle the related wire harness and lightly tap on the Crankshaft Position Sensor.

Yes
 Verify that there is good pin to terminal contact in the CKP Sensor and the Powertrain
Control Module connectors. If OK, replace the Crankshaft Position Sensor. Refer to
SENSOR, CRANKSHAFT POSITION, REMOVAL .
TEST .
No
 Test complete, the conditions that set this DTC are not present at this time. Using the wiring
diagram as a guide, check all related splices and connections for signs of water intrusion,
corrosion, pushed out or bent terminals and correct pin tension.
P0342-CAMSHAFT POSITION SENSOR CIRCUIT LOW


THEORY OF OPERATION
WHEN MONITORED:
During engine cranking and with the engine running. Battery voltage greater than 10 Volts. No 5-volt Supply or
Crankshaft Position Sensor DTCs present.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(K44) CMP SIGNAL CIRCUIT SHORTED GROUND
(K900) SENSOR GROUND CIRCUIT OPEN
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DTC
DTC was set.
Yes
 Go To 2.
No
Go To 7.


3. Connect a jumper wire between the (F855) 5 Volt Supply circuit and the (K44) CMP Sensor Signal
circuit in the CMP Sensor harness connector.
5. With a scan tool check DTCs.
Is the P0343-Camshaft Position Sensor Signal Circuit High DTC set?
Yes
Module connectors. Replace the Camshaft Position Sensor if no problems were found with
the connectors. Refer to SENSOR, CAMSHAFT POSITION, REMOVAL .
TEST .
No
Go To 3.

3. (K44) CMP SIGNAL CIRCUIT SHORTED TO GROUND

3. Measure the resistance between ground and the (K44) CMP Signal circuit in the CMP Sensor
harness connector.
Yes
 Repair the short to ground in the (K44) CMP Signal circuit.

TEST .
No
Go To 4.

4. EXCESSIVE RESISTANCE IN THE (K44) CMP SIGNAL CIRCUIT

Yes
 Go To 3.
No
Repair the open or excessive resistance in the (K44) CMP Signal circuit.


TEST .
5. EXCESSIVE RESISTANCE IN THE (K900) SENSOR GROUND CIRCUIT
1. Measure the resistance of the (K900) Sensor ground circuit from the CMP Sensor harness
connector to the appropriate terminal of the PCM C2 harness connector.
Yes
 Go To 6.
No
Repair open or excessive resistance in the (K900) Sensor ground circuit.

TEST .
contact in the related Sensor and the Powertrain Control Module harness connectors.
Yes
TEST .
No

TEST .

Yes
REMOVAL .
TEST .
No
Go To 8.



Yes
TEST .
No

P0343-CAMSHAFT POSITION SENSOR CIRCUIT HIGH

THEORY OF OPERATION
WHEN MONITORED:
During engine cranking and with the engine running. Battery voltage greater than 10 Volts.
SET CONDITION:
POSSIBLE CAUSES
Possible Causes
(K44) CMP SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K44) CMP SIGNAL CIRCUIT OPEN
(K44) CMP SIGNAL CIRCUIT SHORTED TO THE (F855) 5 VOLT SUPPLY CIRCUIT
PROCEDURE .
DIAGNOSTIC TEST
1. ACTIVE DTC
DTC was set.
Yes
 Go To 2.
No
Go To 8.


3. Connect a jumper wire between the (K44) CMP Signal circuit and the (K900) Sensor Ground
circuit in the CMP Sensor harness connector.
5. With a scan tool, read DTCs.
Is P0342-Camshaft Position Sensor Signal Circuit Low DTC set?
Yes
Module connectors. Replace the Camshaft Position Sensor if no problems were found with
the connectors. Refer to SENSOR, CAMSHAFT POSITION, REMOVAL .
No
Go To 3.
3. (K44) CMP SIGNAL CIRCUIT SHORTED TO VOLTAGE
Yes
 Repair the short to voltage in the (K44) CMP Signal circuit.

TEST .
No
Go To 4.

4. (K44) CMP SIGNAL CIRCUIT SHORTED TO THE (F855) 5 VOLT SUPPLY CIRCUIT
1. Measure the resistance between the (K44) CMP Signal circuit and the (F855) 5 Volt Supply circuit
in the CMP Sensor harness connector.
Yes
 Repair the short between the (K44) CMP Signal circuit and the (F855) 5 Volt Supply circuit.
TEST .
No
Go To 5.

5. (K44) CMP SIGNAL CIRCUIT OPEN

Yes
 Go To 6.
No
Repair the open in the (K44) CMP Signal circuit.



TEST .
6. CAMSHAFT
NOTE: Inspect the Camshaft tone wheel for damage in accordance with the
Service Information. If a problem is found repair as necessary. Refer to
CAMSHAFT, ENGINE, REMOVAL .
Were any problems found with the Camshaft tone wheel?
Yes
 Replace the Camshaft in accordance with the service information. Refer to CAMSHAFT,
ENGINE, REMOVAL .
No
Go To 7.


Yes
TEST .
No

Information. Refer to REMOVAL and STANDARD PROCEDURE .
TEST .


Yes
REMOVAL .
TEST .
No
Go To 9.



Yes
TEST .
No
P0351-IGNITION COIL 1 PRIMARY CIRCUIT

WHEN MONITORED:
With battery voltage greater than 8 Volts during engine cranking or greater than 12 Volts with engine running,
engine RPM less than 2016 and none of the coils in dwell when checked.
SET CONDITION:
Peak current is not achieved with battery based dwell plus 1.5 ms of diagnostic offset. It takes less than three (3)
seconds during cranking or up to six (6) seconds while running to set.
POSSIBLE CAUSES
Possible Causes
ASD OUTPUT CIRCUIT
IGNITION COIL
IGNITION COIL CONTROL CIRCUIT OPEN
IGNITION COIL CONTROL CIRCUIT SHORTED TO GROUND
PROCEDURE .
DIAGNOSTIC TEST
1. DTC IS ACTIVE

Yes
 Go To 2.
No


2. ASD OUTPUT CIRCUIT
2. Disconnect the Ignition coil harness connector.

4. Using a 12-volt test light connected to ground, probe the ASD Output circuit at the coil harness
connector.
5. With the scan tool, actuate the ASD.
Yes
 Go To 3.
No
 Inspect the related fuse. Repair the excessive resistance or short to ground in the ASD Output
circuit.
TEST .
CAUTION: Stop all actuation tests before proceeding.
3. IGNITION COIL
1. Using a 12-volt test light connected to a 12-volt source, probe the Ignition Coil Driver circuit.
What is the condition of the test light while cranking the engine?
Brightly blinking.
 Replace the Ignition Coil.

TEST .
ON constantly.
 Go To 4.
OFF constantly.
Go To 5.

4. IGNITION COIL DRIVER CIRCUIT SHORTED TO GROUND

3. Measure the resistance between the Ignition Coil Control circuit and ground.
Yes
 Repair the short to ground in the Ignition Coil Control circuit.

TEST .
No
Go To 6.

5. COIL DRIVER CIRCUIT OPEN

3. Measure the resistance of the Ignition Coil Control circuit from the Ignition Coil connector to the
PCM harness connector.
Yes
 Go To 6.
No
Repair the open in the Ignition Coil Control circuit.

TEST .
related Ignition Coil and the Powertrain Control Module (PCM).
contact in the Ignition Coil and the Powertrain Control Module connectors.
Yes
TEST .
No
Information. Refer to REMOVAL and STANDARD PROCEDURE .
TEST .
P0352-IGNITION COIL 2 PRIMARY CIRCUIT

WHEN MONITORED:
With battery voltage greater than 8 Volts during engine cranking or greater than 12 Volts with engine running,
engine RPM less than 2016 and none of the coils in dwell when checked.
SET CONDITION:
Peak current is not achieved with battery based dwell plus 1.5 ms of diagnostic offset. It takes less than three (3)
seconds during cranking or up to six (6) seconds while running to set.
POSSIBLE CAUSES
Possible Causes
ASD OUTPUT CIRCUIT
IGNITION COIL
IGNITION COIL CONTROL CIRCUIT OPEN
IGNITION COIL CONTROL CIRCUIT SHORTED TO GROUND
PROCEDURE .
DIAGNOSTIC TEST
1. DTC IS ACTIVE

Yes
 Go To 2.
No


2. ASD OUTPUT CIRCUIT
2. Disconnect the Ignition coil harness connector.
4. Using a 12-volt test light connected to ground, probe the ASD Output circuit at the coil harness
connector.
5. With the scan tool, actuate the ASD.
Yes
 Go To 3.
No
 Inspect the related fuse. Repair the excessive resistance or short to ground in the ASD Output
circuit.
TEST .
CAUTION: Stop all actuation tests before proceeding.
3. IGNITION COIL
1. Using a 12-volt test light connected to a 12-volt source, probe the Ignition Coil Driver circuit.
What is the condition of the test light while cranking the engine?
Brightly blinking.
 Replace the Ignition Coil.

TEST .
ON constantly.
 Go To 4.
OFF constantly.
Go To 5.

4. IGNITION COIL DRIVER CIRCUIT SHORTED TO GROUND

3. Measure the resistance between the Ignition Coil Control circuit and ground.
Yes
 Repair the short to ground in the Ignition Coil Control circuit.

TEST .
No
Go To 6.

5. COIL DRIVER CIRCUIT OPEN

3. Measure the resistance of the Ignition Coil Control circuit from the Ignition Coil connector to the
PCM harness connector.
Yes
 Go To 6.
No
Repair the open in the Ignition Coil Control circuit.

TEST .
related Ignition Coil and the Powertrain Control Module (PCM).
contact in the Ignition Coil and the Powertrain Control Module connectors.
Yes
TEST .
No
Inform

Fiat 500 2007 2014 Workshop Manual

Uploaded by

Document Information

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

Fiat 500 2007 2014 Workshop Manual

Uploaded by

Copyright:

Available Formats

2012 Fiat 500

2012 GENERAL INFORMATION

Circuit Testing Procedures - Non-DTC-Based Diagnostics - Fiat 500

WARNING: Always wear safety glasses for eye protection.

WARNING: Operate the engine only in a well-ventilated area.

CIRCUIT IDENTIFICATION CODE CHART

WIRE COLOR CODE CHART

DIAGNOSIS AND TESTING

When checking resistance in these circuits use a meter with a 10 -

Fig. 1: Special Tool & Probing End

1 - SPECIAL TOOL 6801

INTERMITTENT AND POOR CONNECTIONS

 Connectors are fully seated

 Spread terminals, or terminal push out

 Damaged connector/component casing exposing the item to dirt or moisture

 Wire insulation that has rubbed through causing a short to ground

 Some or all of the wiring strands broken inside of the insulation

 Wiring broken inside of the insulation

TROUBLESHOOTING WIRING PROBLEMS

1. Verify the problem.

Fig. 2: Using Test Light To Check Battery Or Ignition Voltage

NOTE: Check connectors - Clean/repair as necessary.

3. At this time, leave all in-line connectors connected.

4. Connect the 12-volt test light to a known good ground.

Does the test light illuminate brightly?

CHECK A CIRCUIT FOR A SHORT TO GROUND

NOTE: Check connectors - Clean/repair as necessary.

Is the resistance to ground below 10k Ohms ?

CHECK A CIRCUIT FOR VOLTAGE

Fig. 4: Testing For Voltage Potential

1. CHECKING FOR VOLTAGE

Fig. 5: Measuring Voltage On ECT Sensor Signal Circuit Harness Connector

NOTE: The connector displayed in the graphics are only an example.

1. Turn the ignition off.

NOTE: Check connectors - Clean/repair as necessary.

3. At this time leave all in-line connectors connected.

7. Ignition on, engine not running.

Is the voltage within specifications for this circuit?

Fig. 6: Checking For Short To Battery Voltage Using Multimeter

1. Turn the ignition off.

NOTE: Check connectors - Clean/repair as necessary.

3. At this time leave all in-line connectors connected.

Is there any voltage present?

NOTE: By disconnecting the wire harness connectors you may have

3. CHECKING FOR A SHORT TO IGNITION VOLTAGE OR TO CHECK FOR VOLTAGE ON A

Fig. 7: Measuring Voltage On ECT Sensor Signal Circuit Harness Connector

1. Turn the ignition off.

Is any voltage present?

NOTE: By disconnecting the wire harness connectors you may have

4. CHECKING FOR A SHORT TO VOLTAGE USING A 12-VOLT TEST LIGHT

Fig. 8: Using Test Light To Check Battery Or Ignition Voltage

1. Turn the ignition off.

NOTE: Check connectors - Clean/repair as necessary.

3. At this time leave all in-line connectors connected.

4. Connect the 12-volt test light to a known good ground circuit.

Does the test light illuminate brightly?

NOTE: By disconnecting the wire harness connectors you may have

 Perform any Technical Service Bulletins (TSBs) that may apply.

CHECK A GROUND CIRCUIT FOR AN OPEN USING A 12-VOLT TEST LIGHT

NOTE: Check connectors - Clean/repair as necessary.

3. At this time leave all in-line connectors connected.

Does the test light illuminate brightly?

CHECK FOR A SHORT BETWEEN MULTIPLE CIRCUITS

NOTE: Check connectors - Clean/repair as necessary.