Chrysler Powertrain

Chrysler
Powertrain Application
1983-2004
Vetronix Corporation
Copyright 2006
Manual P/N 08002915

Tech 1 , Tech 1A , and Mastertech are registered trademarks of Vetronix Corporation
Printed in USA 4/06
This entire document and all information contained herein are proprietary, confidential, and exclusive
trade secret property of Vetronix Corporation, and shall not be reproduced, duplicated, or copied in
whole or in part, or made available to any person, firm, or corporation without the prior written
permission of Vetronix Corporation.
Some Things You Should Know
WARNING! Exhaust Gas
When performing any checks with the engine running in an enclosed space
such as a garage, be sure there is proper ventilation. Never inhale exhaust
gases; they contain carbon monoxide, a colorless, odorless, extremely
dangerous gas which can cause unconsciousness or death.
WARNING! Avoiding Injury

Always set the parking brake securely and block the drive wheels before
performing any checks or repairs on the vehicle.
ImportantPlease Read
The Tech 1, Tech 1A, and MTS 3100 are designed for use by trained service personnel only. They have
been developed for the sole purpose of diagnosing and repairing automotive electronic systems. With the
help of the tester, the information presented in this manual and the appropriate automotive service manual,
qualified personnel should be able to diagnose and repair electronic control systems.
Disclaimer
Every attempt has been made to provide complete and accurate technical information based on factory
service information available at the time of publication. However, the right is reserved to make changes at
any time without notice.
FCC Compliance
This equipment has been tested and found to comply with the limits for a Class A digital device, pursuant to
Part 15 of the FCC Rules. These limits are designed to provide reasonable protection against harmful
interference when the equipment is operated in a commercial environment. This equipment generates, uses,
and can radiate radio frequency energy and, if not installed and used in accordance with the instruction
manual, may cause harmful interference to radio communications. Operation of this equipment in a
residential area is likely to cause harmful interference in which case the user is required to correct the
interference at his own expense.
Using This Application with the MTS 3100
The MTS 3100 diagnoses OBD systems in a similar manner as the Tech 1/Tech 1A but with the addition of
data display enhancements. All tester adapters required to perform OBD system diagnostics are described in
this operator's manual. Be sure to read the vehicle coverage tables for proper adapter configuration before
connecting to the vehicle's diagnostic data link connector.
When used alone in the MTS 3100, the operation of the cartridge and the vehicle identification screens, test
menus, and data screens are as described in this manual.
When this application is used with the MTS 3100 in conjunction with a program card, vehicle identification
screens, test menus, diagnostic trouble codes, and diagnostic data parameters can be viewed in full-screen
Enhanced Mode displays. Refer to the Enhanced Mode operating instructions in the program card operator's
manual for further detail.
A Note about Tech 1 and Tech 1A Testers

The Tech 1 was originally introduced as an OEM scan tool in 1984. The Tech 1 Series A (Tech 1A) was
released in 1989 and is an updated version of the Tech 1. After 19 years of successful distribution Vetronix
decided to retire the Tech 1 and Tech 1 A in 2003. This further established the MTS 3100s foothold in the
automotive service industry.
Please note that while every attempt has been made to ensure the cartridge based software applications work
on the Tech 1 and Tech 1A testers, Vetronix strongly recommends that Tech 1 and Tech 1A owners update
to the MTS 3100 tester.
Tech 1 and Tech 1A owners now qualify for special discounts on any MTS 3100 tester purchase. Please
contact our customer support department for program details: 800-321-4889 Ext 4.
ImportantPlease Read
When you are using this manual to diagnose a vehicle, take the time to determine the type of tester that you
are working with and be sure you are using the correct cables and adapters. Doing so may prevent misuse of
application cartridges and incorrect vehicle diagnosis. Refer to Chapter 4 for complete information on the
correct cables and adapters to use depending on which tester you have and the vehicle you are diagnosing.
Using This Manual
Reading through this manual before putting your MTS 3100 to work introduces you to all of its capabilities
and tell you how to use them immediately. The application software is designed to reduce time-consuming
reference to manuals as much as possible. Once you are familiar with the software and its operation, you'll
be able to spend more time diagnosing and less time reading. Later, if questions arise, a quick glance at the
flow chart for the test you are performing is probably all you need.
The flow charts in this manual consist of screen displays enclosed in boxes. The displays are arranged in the
order in which they appear while using the software. Keys on the tester keypad are shown in the manual as
white letters in small black boxes. At the end of each test mode description, there is a list of the active tester
keys and their functions in that particular test.
Note that if you are using the MTS 3100, the display looks different for vehicle selection and data list
software. Otherwise, the diagnostic routines are the same Tech 1/1A displays as those shown in this manual.
Refer to the MTS 3100 Operators Manual for examples of MTS 3100 displays.
Most display screens require input from you, such as Y, N, or X. To respond when the tester
asks for information, press the appropriate key on the tester keypad. Although there are exceptions, pressing
X generally takes you back to the previous screen or to the beginning of a process.
Please read Chapter 2 before beginning diagnostics for the first time.
Chrysler Powertrain Application 1983-2004 Page 5

Table of Contents
1. CHRYSLER POWERTRAIN APPLICATION DESCRIPTION . . . . . 1
OPERATING MODES ...................................................... 2

Data List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
CDR - Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
DTCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Snapshot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
OBD Controls - Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
OBD Controls - Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
System Tests - Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
System Tests - Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2. OPERATING PRECAUTIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
INTRODUCTION ........................................................... 4
PRECAUTIONS FOR ALL APPLICATIONS .................................. 4

Protect Against Reverse Polarity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Protect Against Voltage Spikes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Install/Remove Cartridges with Tester OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Apply Parking Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Protect Snapshot Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Check Tester Induced DTCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
ADDITIONAL PRECAUTIONS FOR CHRYSLER POWERTRAIN APPLICATION 6

Connect Chrysler DLC Carefully ............................................. 6
3. VEHICLE COVERAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
VEHICLE COVERAGE ..................................................... 7

1983-1984 Vehicle Coverage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1985 Vehicle Coverage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
1988 Transmission Coverage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Chrysler Powertrain Application 1983-2004 TOC-i

4. GETTING STARTED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
SETTING UP THE TESTER ................................................. 48

MTS 3100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Tech 1A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Tech 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
POWERING UP THE TESTER ............................................... 51
SELECTING THE APPLICATION ........................................... 51
PERFORM VEHICLE AND/OR SYSTEM SELECTION ........................ 53

Engine Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Transmission System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Selecting the Model Year . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Selecting the Engine Type for Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Selecting the EEC by Engine VIN Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Selecting the EEC by Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Model Year 1989 and Later Engine Selection Engine Diagnostics . . . . . . . . . . . . . . . . . . . 56
Transmission Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
ADAPTER AND ADAPTER CABLE CONFIGURATIONS ..................... 59
VEHICLE IDENTIFICATION NUMBER (VIN) ............................... 72
5. SELECTING AND OPERATING TEST MODES . . . . . . . . . . . . . . . . 73
TEST MODES SUMMARY .................................................. 73
SELECTING TEST MODES ................................................. 76
MODE F0: DATA LIST ..................................................... 77

Viewing Data Parameters .................................................. 78
Chrysler Powertrain Application 1983-2004 TOC-ii

Create Your Own Data Pairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Create a Custom Data List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
MODE F1: CDR - ENGINE .................................................. 81

Read DTCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Switch Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
CDR Test Mode Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Submode F0: Sensor Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Submode F1: Actuator Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Submode F2: DTC Review . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Submode F3: Engine Running Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Submode F4: Clear DTCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
MODE F2: DTCS ........................................................... 98

Submode F0: Read DTCs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Submode F1: Freeze Data - Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Submode F3: 1 Trip Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Submode F4: Clear Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
MODE F3: SNAPSHOT ..................................................... 106

Selecting Snapshot ........................................................ 106
MODE F4: OBD CONTROLS - ENGINE ..................................... 112

Submode F0: RPM Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
Submode F1: Actuator Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Submode F2: Reset Memory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
Submode F3: ASD Fuel System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Submode F4: Minimum Airflow Idle Speed Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
Submode F5: Fuel Injector Kill Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Submode F6: Purge Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Submode F7: EGR Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Submode F8: Base Timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Submode F9: More . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
MODE F4: OBD CONTROLS - TRANSMISSION ............................. 141

Submode F0: A/T Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Submode F1: RPM Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
Submode F2: CVI Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
MODE F5: SYSTEM TESTS - ENGINE ....................................... 149

Submode F0: Set Sync . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Submode F1: Torque Converter Clutch (TCC) Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
Submode F2: LDP Monitor Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
Submode F2: NVLD Monitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
MODE F5: SYSTEM TESTS - TRANSMISSION ............................... 157

Submode F0: Quick Learn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
Submode F1: Pinion Factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
Submode F2: TCC Break-In . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
MODE F8: INFORMATION ................................................. 163

Submode F3: ECU Info (Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
Submode F3: ECU Info (Transmission) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
Submode F4: Vehicle Info . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
Chrysler Powertrain Application 1983-2004 TOC-iii

6. FINISHING UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
A. IF YOURE HAVING A PROBLEM . . . . . . . . . . . . . . . . . . . . . . . . . 169
BLANK SCREEN ........................................................... 169
SCREEN DISPLAYS SOLID BARS .......................................... 170
TESTER DOES NOT RECOGNIZE APPLICATION CARTRIDGE OR CARTRIDGE IS

MALFUNCTIONING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
WRONG DISPLAY AFTER POWER IS APPLIED ............................. 171
KEYBOARD OR DISPLAY LOCKED UP OR PROGRAM INTERMITTENTLY

RETURNS TO TITLE SCREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
TESTER IS NOT RECEIVING DATA ........................................ 172
DATA LIST PARAMETERS FLASH ON AND OFF ........................... 172
B. DIAGNOSTIC TROUBLE CODE (DTC) DESCRIPTIONS. . . . . . . 173
CURRENT AND HISTORY DIAGNOSTIC TROUBLE CODES ................ 173
EEC DIAGNOSTIC TROUBLE CODES ...................................... 173
ENGINE DTCS ............................................................ 174

Model Years 1998 and Later ................................................ 191
EATX DTCS ................................................................ 198
AISIN AW4 DTCS .......................................................... 204

1997-2001 XJ AW4 TRANSMISSION DTCs .................................... 204
C. DATA LIST PARAMETER DESCRIPTION . . . . . . . . . . . . . . . . . . . 206
ENGINE SYSTEM PARAMETERS .......................................... 207
TRANSMISSION PARAMETERS (EATX) .................................... 229
D. CHRYSLER CONTROLLERS AND DIAGNOSTIC PROCEDURES 239
WHAT IS ON-BOARD DIAGNOSTICS, PHASE II (OBD II)? .................. 239
WHY ADVANCED VEHICLE ELECTRONICS? .............................. 240
WHAT IS THE SERIAL COMMUNICATION INTERFACE (SCI) DATA LINK? . 241
WHAT IS THE CCD DATA LINK? .......................................... 242
WHAT IS THE SAE J1850 DATA LINK? ..................................... 242
OBD II OXYGEN SENSOR LOCATION INFORMATION ..................... 242
E. GLOSSARY AND ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . 244
INDEX ........................................................................................... Index-248
Chrysler Powertrain Application 1983-2004 TOC-iv

1. CHRYSLER POWERTRAIN
APPLICATION DESCRIPTION
The Chrysler Powertrain application is used to diagnose and troubleshoot the Electronic Engine Control
(EEC) systems used on 1983 through 2004 Chrysler vehicles. This application supports testing of Throttle
Body Fuel Injection (TBI), Multiport Fuel Injection (MFI), Turbo-charged systems, as well as Feedback
Carburetor (FBC) systems. A complete list of Chrysler engine types that can be tested with the Chrysler
Powertrain application is given in Chapter 4.
The tester guides you through engine type selection by questions, engine VIN code selection, or
automatically by communicating with the EEC. The tester lets you monitor data and control EEC operation
by communicating with the EEC via the Serial Communication Interface (SCI) Diagnostic Connector
present in the vehicle. When diagnosing electronic transmissions, the tester performs automatic
identification of the EATX module and allows you to perform diagnostics.
When using this application on 1995-2004 OBD II equipped vehicles, the tester displays diagnostic data
parameters based on Chrysler SCI diagnostic data. The displayed diagnostic information is in favor of the
increased capability of Chrysler SCI diagnostic data, rather than the Generic OBD II diagnostic data list or
operating modes. Additionally, on OBD II equipped vehicles, new emission related parameters (e.g.,
downstream O2S) and DTCs can be displayed.
In addition, the Chrysler Powertrain application is used to diagnose and troubleshoot Chrysler Electronic
Automatic Transmissions (EATX) on selected 1988 to 2004 Chrysler minivans, trucks, and passenger cars.
This application supports tests for the electronic transmissions that communicate on the Chrysler Collision
Detection (CCD) bus, the PCI Bus, and through the Powertrain Control Module. Transmission coverage is
listed in tables in Chapter 4.
Detailed operating instructions are given in this manual.

Operating Modes 1. Chrysler Powertrain Application Description
OPERATING MODES
The test modes available vary according to the specific configuration of the vehicle being tested and the
system you wish to test. Before testing can begin, the tester asks you to enter certain information such as the
model year, the type of vehicle being tested, the system you wish to test, and other specific information.
How to enter the information is explained in Chapter 4.
Once the information is entered, a Select Mode menu is displayed showing the test modes available for the
selected vehicle. Only test modes available for the selected vehicle are displayed in the menus. Not all test
modes described in this manual are available for every vehicle.
DATA LIST
Displays Sensor and Input/Output data about the current condition of the system. Examples include Engine
RPM, Purge Duty Cycle, and Fuel Status.
CDR - ENGINE
Provides performance similar to Chrysler Diagnostic Readout Box such as reading DTCs, perform output
controls, and display diagnostic data. This mode is not applicable to all vehicles.
DTCs
Displays Diagnostic Trouble Codes recorded by the powertrain ECU. Freeze Frame information is available
for applicable model years. The ability to Clear DTC information is also found in this mode.
SNAPSHOT
Gives you the ability to capture Data List information for later analysis. Trigger point and trigger type are
selectable by the user.
OBD CONTROLS - ENGINE

Provides the ability for bi-directional control of a component or device on and off, reset memory values, or
write to vehicle memory. Examples include actuator tests, reset cam/crank sync, fuel injector kill, and
program VIN.
OBD CONTROLS - TRANSMISSION

Provides the ability for bi-directional control of a component or device on and off. Examples include
solenoid actuator tests.

Operating Modes 1. Chrysler Powertrain Application Description
SYSTEM TESTS - ENGINE

Allows you to perform diagnostic routines that return status information after the function has been
performed. The results of the test/function is displayed to the user. Examples include Set Sync and LDP
monitor test.
SYSTEM TESTS - TRANSMISSION

Allows you to perform diagnostic routines that return status information after the function has been
performed. The results of the test/function is displayed to the user. Examples include Pinion Factor
programming and Quick Learn procedure.
INFORMATION
Displays helpful information about the vehicle or system under test. This information may consist of PCM
software identification, monitor information, or system identification.

2. OPERATING PRECAUTIONS
INTRODUCTION
This chapter explains precautions that are very important when using Vetronix testers and application
software with a vehicle. Failure to observe these precautions could affect the operation of the tester, the
accuracy of data and tests, and at times your safety.
Read all of this chapter before you operate the tester and application software (cartridges). Safeguards have
been built into the tester to protect you, the vehicle, and the tester from any hazards. Misuse or improper
securing of the vehicle could lead to unsafe conditions.
PRECAUTIONS FOR ALL APPLICATIONS
PROTECT AGAINST REVERSE POLARITY
If power is applied to the tester and the Tech 1A or Tech 1 display remains
CAUTION! blank or the green LED on the MTS 3100 does not illuminate when turned
off, reverse polarity in the cigarette lighter may be present. Damage to the
CAUTION tester could occur. DO NOT connect the ALDL/DLC cable to the vehicle.
Verify that the center contact of the vehicles cigarette lighter has +12
volts and that the outer contact is grounded.

Precautions for All Applications 2. Operating Precautions
PROTECT AGAINST VOLTAGE SPIKES
CAUTION! Due to the possibility of voltage spikes that could damage the vehicle or
tester, do not connect or disconnect the tester while the ignition key is ON
CAUTION
or while the engine is running.
INSTALL/REMOVE CARTRIDGES WITH TESTER OFF
Do not install or remove application or auxiliary cartridges while power is

applied to the tester.
To change or add a cartridge, do the following:

1. Turn the ignition OFF.
CAUTION! 2. Disconnect the tester power sourceeither the cigarette lighter power
plug or the ALDL/DLC Cablefrom the vehicle.
CAUTION
3. For the MTS 3100, press p x to turn the tester OFF.

4. Change or install the cartridge(s).
5. Reconnect the tester power sourceeither the cigarette lighter power
plug or the ALDL/DLC Cable.
6. Turn the ignition ON.
APPLY PARKING BRAKE
OBD CONTROLS MODE OPERATION

WARNING!
Use care when performing these tests. If used incorrectly, these test can
result in personal injury or damage to the ECM, TCM, PCM, BCM, CTM,
FCM, or CAB or vehicle. ALWAYS PUT THE PARKING BRAKE ON
AND BLOCK THE WHEELS WHEN USING THIS TEST MODE.
PROTECT SNAPSHOT DATA
Snapshot data is retained in tester memory for up to 24 hours, even if the

CAUTION! tester is disconnected from the vehicle.
CAUTION
If you remove or change master cartridges, or power up the tester without a
master cartridge or with a different master cartridge, you will lose the
snapshot data.

Additional Precautions for Chrysler Powertrain Application 2. Operating Precautions
CHECK TESTER INDUCED DTCs
Under some conditions the tester can cause trouble codes to be set.
Generally these codes are associated with the serial data link. It is
CAUTION! important to determine if the trouble codes are set by the tester or are due
to a true malfunction in the vehicle.
CAUTION
Check for trouble codes at the start and at the end of testing. If there are
codes set at the end of testingbut not at the startyou may assume that
they are caused by the tester and should be cleared and ignored.
ADDITIONAL PRECAUTIONS FOR

CHRYSLER POWERTRAIN APPLICATION
CONNECT CHRYSLER DLC CAREFULLY
On some Chrysler vehicles the DLC is located near the battery. When
CAUTION! connecting the Chrysler 6-pin adapter to the vehicle DLC, arrange the
adapter so it cannot come in contact with the positive battery terminal,
CAUTION
which could result in damage to the adapter and DLC cable and possibly
create a fire hazard.

3. VEHICLE COVERAGE
Use this section to assist you in operating your Vetronix tester and application software. It covers everything
needed to get your tester connected to the vehicle and begin performing the diagnostic functions. It is
suggested that you read this manual completely before operating the tester and the application software.
VEHICLE COVERAGE
1983-1984 VEHICLE COVERAGE
8TH VIN ADAPTER

ENGINE SIZE AND TYPE FUEL SYSTEM
CODE CONFIG.
D 2.2L L4 TBI CHRY-6
E 2.2L L4 TURBO CHRY-6

Vehicle Coverage 3. Vehicle Coverage
1983-1984 Select Engine Tree
For 1983 and 1984, only TBI and TURBO models have diagnostic capability. Therefore, selections F2 and
F4 are not available.
1983 models use the 1984 Select Engine Tree.
F0: VIN F1: TBI F3: TURBO
1984 SELECT: 1984 SELECT: 1984 SELECT:

F0: VIN F3: TURBO F0: VIN F3: TURBO F0: VIN F3: TURBO
F1: TBI F4: CARB F1: TBI F4: CARB F1: TBI F4: CARB
F2: MFI F2: MFI F2: MFI
) ! $
n n
SELECT 8TH DIGIT SELECT TBI ENGINE SELECT TURBO ENG

OF VIN CODE: 2.2L 4-CYL VIN=D 2.2L 4-CYL VIN=E
DE TBI? TURBO?
84 [YES/NO] 84 [YES/NO]
Pressing @ or $ causes the following screen to appear:
THIS SELECTION
IS NOT AVAILABLE
FOR THE CURRENT
MODEL YEAR
3 SECONDS
OR x
1984 SELECT:
F0: VIN F3: TURBO
F1: TBI F4: CARB
F2: MFI

1985 VEHICLE COVERAGE
8TH VIN ADAPTER

CODE CONFIG.
A 1.6L L4 FBC CHRY-6
C 2.2L L4 FBC CHRY-6
8 2.2L L4 FBC CHRY-6
H 3.7L L6 FBC CHRY-6
T 5.2L V8 FBC CHRY-6

1985 Select Engine Tree
For 1985, only TBI, TURBO, and FBC models possess diagnostic capability. Therefore, selection F2 is not
available.
F0: VIN F1: TBI F4: CARB

) ! $
n
SELECT 8TH DIGIT SELECT TBI ENGINE SELECT CARB ENG

OF VIN CODE: 2.2L 4-CYL VIN=D 1.6L 4-CYL VIN=A
8ACDEHT TBI? 2-BBL?
n
F3: TURBO
1985 SELECT: SELECT CARB ENG

F0: VIN F3: TURBO 2.2L L4 VIN=C,8
F1: TBI F4: CARB 2-BBL?
F2: MFI 85 [YES/NO]
# n
n
SELECT TURBO ENG SELECT CARB ENG

2.2L 4-CYL VIN=E 3.7L 6-CYL VIN=H
TURBO? 1-BBL?
SELECT CARB ENG n

5.2L V8 VIN=T
2-BBL?
85 [YES/NO]
Pressing @ causes the following screen to appear:
THIS SELECTION
IS NOT AVAILABLE
FOR THE CURRENT
MODEL YEAR
3 SECONDS
OR x
1985 SELECT:
F0: VIN F3: TURBO
F1: TBI F4: CARB
F2: MFI

8TH VIN ADAPTER

CODE CONFIG.
A 1.6L L4 FBC CHRY-6
K 2.5L L4 TBI CHRY-6

For 1986, only TBI, TURBO, and FBC models possess diagnostic capability. Therefore, selection F2 is not
available.
F0: VIN F1: TBI F4: CARB

) ! $
SELECT 8TH DIGIT SELECT TBI ENGINE SELECT CARB ENG

OF VIN CODE: 2.2L 4-CYL VIN=D 1.6L 4-CYL VIN=A
ACDEHKT TBI? 2-BBL?
n n
SELECT TBI ENGINE SELECT CARB ENG

2.5L 4-CYL VIN=K 2.2L 4-CYL VIN=C
TBI? VIN 5 = M,Z?
86 [YES/NO] n 86 [YES/NO]
n
F3: TURBO
1986 SELECT: SELECT CARB ENG

F0: VIN F3: TURBO 2.2L 4-CYL VIN=C
F1: TBI F4: CARB VIN 5 = OTHER?
F2: MFI 86 [YES/NO]
n
n
SELECT TURBO ENG SELECT CARB ENG

2.2L 4-CYL VIN=E 3.7L 6-CYL VIN=H
TURBO? 1-BBL?
SELECT CARB ENG

5.2L V8 VIN=T
2-BBL?
86 [YES/NO] n
Pressing @ causes the following screen to appear:
THIS SELECTION
IS NOT AVAILABLE
FOR THE CURRENT
MODEL YEAR
3 SECONDS
OR x
1986 SELECT:
F0: VIN F3: TURBO
F1: TBI F4: CARB
F2: MFI

8TH VIN ADAPTER

CODE CONFIG.
PASSENGER CARS
C 2.2L L4a FBC CHRY-6

8 2.2L L4 FBC HO CHRY-6
A 2.2L L4 TURBO II CHRY-6
K 2.5L L4 TBI (PASS. CAR) CHRY-6
3 3.0L V6 MFI (MMC) CHRY-6
LIGHT TRUCKS
K 2.5L L4 TBI (MINIVAN) CHRY-6
M 3.9L V6 FBC CHRY-6
a. Also used in the Dakota, Voyager, Ram Van, and Caravan.

F0: VIN F2: MFI F4: CARB

) @ $
n
SELECT 8TH DIGIT SELECT MFI ENG SELECT CARB ENG

OF VIN CODE: 3.0L V6 VIN=3 2.2L 4-CYL VIN=C
38ACDEHKMT MFI? VIN 5 = M,Z?
SELECT CARB ENG

2.2L 4-CYL VIN=C
VIN 5 = OTHER?
87 [YES/NO]
n
F1: TBI F3: TURBO
1987 SELECT: 1987 SELECT: SELECT CARB ENG

F0: VIN F3: TURBO F0: VIN F3: TURBO 2.2L 4-CYL VIN=8
F1: TBI F4: CARB F1: TBI F4: CARB 2-BBL H.O.?
F2: MFI F2: MFI 87 [YES/NO]
! # n
SELECT TBI ENGINE SELECT TURBO ENG SELECT CARB ENG

2.2L 4-CYL VIN=D 2.2L 4-CYL VIN=E 3.7L 6-CYL VIN=H
TBI? TURBO? 1-BBL?
87 [YES/NO] 87 [YES/NO] 87 [YES/NO]
n n n
SELECT TBI ENGINE SELECT TURBO ENG SELECT CARB ENG

2.5L 4-CYL VIN=K 2.2L 4-CYL VIN=A 3.9L V6 VIN=M
PASSENGER CAR? TURBO II? n 2-BBL?
n n
SELECT TBI ENGINE SELECT CARB ENG

2.5L 4-CYL VIN=K 5.2L V8 VIN=T
MINIVAN? n 2-BBL? n

8TH VIN ADAPTER

CODE CONFIG.
PASSENGER CARS
A 2.2L L4 TURBO II CHRY-6
LIGHT TRUCKS
X 3.9L V6 TBI CHRY-6
Y 5.2L V8 TBI CHRY-6
1988 TRANSMISSION COVERAGE
ADAPTER
MODEL DATA LINK
CONFIG.
41TE CCD CHRY-C

F0: VIN F1: TBI F3: TURBO

) ! #
SELECT 8TH DIGIT SELECT TBI ENGINE SELECT TURBO ENG

OF VIN CODE: 2.2L 4-CYL VIN=D 2.2L 4-CYL VIN=E
3ACDEKXY TBI? TURBO?
n n
SELECT TBI ENGINE SELECT TURBO ENG

2.5L 4-CYL VIN=K 2.2L 4-CYL VIN=A
TBI? TURBO II?
n
F2: MFI F4: CARB
1988 SELECT: SELECT TBI ENGINE 1988 SELECT:

F0: VIN F3: TURBO 3.9L V6 VIN=X F0: VIN F3: TURBO
F1: TBI F4: CARB 4-SPD AUTOMATIC? F1: TBI F4: CARB
F2: MFI 88 [YES/NO] F2: MFI
@ n $
n n
SELECT MFI ENG SELECT TBI ENGINE SELECT CARB ENG

3.0L V6 VIN=3 3.9L V6 VIN=X 2.2L 4-CYL VIN=C
MFI? OTHER TRANS.? 2-BBL?
SELECT TBI ENGINE

5.2L V8 VIN=Y
4-SPD AUTOMATIC?
88 [YES/NO]
SELECT TBI ENGINE

5.2L V8 VIN=Y
OTHER TRANS.?
88 [YES/NO] n

8TH VIN ADAPTER

CODE CONFIG.
PASSENGER CARS
A 2.2L L4a TURBO II CHRY-6

J 2.5L L4 TURBO CHRY-6
LIGHT TRUCKS AND MINIVANS

G, K 2.5L L4 TBI CHRY-6
X 3.9L V6 TBI CHRY-6
Y 5.2L V8 TBI CHRY-6
Z 5.9L V8 TBI CHRY-6
a. Carryover 1988 system.
ADAPTER
MODEL DATA LINK
CONFIG.
41TE CCD CHRY-C

CHRYSLER
POWERTRAIN
1983-2004
vX.X [ENTER]
SELECT SYSTEM
F0: ENGINE
F1: TRANSMISSION
SELECT
MODEL YEAR
1989 (K) YY
[ENTER]
SELECT VIN A ENG

2.2L TURBO II?
89 (YES/NO)
y
For 1989 and later models (except
89 2.2L Turbo II), the tester commu-
SELECT VIN A ENG nicates with the EEC and then dis-
2.2L TURBO II? y
plays the engine size, type, VIN and
SMEC 5234XXX?
89 (YES/NO) year model for your confirmation.
n y
SELECT VIN A ENG SELECT MODE

2.2L TURBO II? y F0: DATA LIST
SMEC 5235XXX? F2: DTCs
89 (YES/NO) F3: SNAPSHOT
d
n
u

2.2L TURBO II? F4: OBD CONTROLS
MEX TURBO II? F5: SYSTEM TESTS
n 89 (YES/NO) F8: INFORMATION
SELECT MODE
F0: DATA LIST
F1: CDR
F2: DTCs
d
u
SELECT MODE
F3: SNAPSHOT

8TH VIN ADAPTER

CODE CONFIG.
PASSENGER CARS
J 2.5L L4 TURBO I CHRY-6
3 3.0L V6 MMC CHRY-6
C 2.2L L4 TURBO IV CHRY-6
R 3.3L V6 DIS CHRY-6
LIGHT TRUCKS
MINIVANS
3 3.0L V6 MPI (MMC) CHRY-6
VANS AND TRUCKS

X 3.9L V6 EFI CHRY-6
Y 5.2L V8 EFI CHRY-6
Z 5.9L V8 EFI CHRY-6
ADAPTER
MODEL DATA LINK
CONFIG.
41TE CCD CHRY-C

1990 and Later Select Engine Tree
CHRYSLER
POWERTRAIN
1983-2004
vX.X [ENTER]
SELECT SYSTEM
F0: ENGINE
F1: TRANSMISSION
TESTER COMMUNICATES
WITH EEC, THEN DISPLAYS
ENGINE SIZE, TYPE, VIN
AND YEAR MODEL FOR YOUR
CONFIRMATION
SELECT MODE
F0: DATA LIST
F2: DTCs
F3: SNAPSHOT
SELECT MODE
F4: OBD CONTROLS
F5: SYSTEM TESTS
F8: INFORMATION

8TH VIN ADAPTER

CODE CONFIG.
PASSENGER CARS
A 2.2L TURBO III CHRY-6
L 3.8L V6 DIS CHRY-6
LIGHT TRUCKS AND VANS

X 3.9L V6 EFI CHRY-6
Y 5.2L V8 EFI CHRY-6
Z 5.9L V8 EFI CHRY-6
C 5.9L I6 DIESEL CHRY-6
MINIVANS
JEEP TRUCK
P 2.5L L4 MPI CHRY-6
S 4.0L L6 MPI CHRY-6
ADAPTER
MODEL DATA LINK
CONFIG.
41TE CCD CHRY-C

8TH VIN ADAPTER

CODE CONFIG.
PASSENGER CARS
A 2.2L L4 TURBO CHRY-6
U 3.0L V6 MPI (PRV) CHRY-6
R 3.3L V6 MPI CHRY-6
L 3.8L V6 MPI CHRY-6
E 8.0L V10 MPI CHRY-6

K 2.5L L4 TBI-LP CHRY-6
G 2.5L L4 TBI-HP CHRY-6
X 3.9L V6 MPI CHRY-6
Y 5.2L V8 MPI CHRY-6
Z/5 5.9L V8 MPI (LD & HD) CHRY-6
MINIVANS
JEEP TRUCK
ADAPTER
MODEL DATA LINK
CONFIG.
41TE CCD CHRY-C

8TH VIN ADAPTER

CODE CONFIG.
PASSENGER CARS
A 2.2L L4 Turbo III CHRY-6
F 2.5L L4 Flex Fuel CHRY-6
T 3.3L V6 MPI CHRY-C
F 3.5L V6 MPI CHRY-C
L 3.8L V6 MPI CHRY-6
E 8.0L V10 MPI CHRY-6

G 2.5L L4 TBI-HP CHRY-6
T 5.2L V8 MPI-CNG CHRY-6
C 5.9L I6 Diesel CHRY-6
MINIVANS
JEEP TRUCK
ADAPTER
MODEL DATA LINK
CONFIG.
41TE CCD CHRY-C
42LE CCD CHRY-C

8TH VIN ADAPTER

CODE CONFIG.
PASSENGER CARS
D 2.2L L4 TBI-HP CHRY-6
K 2.5L L4 TBI-HP CHRY-6
V 2.5L L4 MPI-FFV CHRY-6
3 3.0L V6 SFI (MMC) CHRY-6
R 3.3L V6 SFI-DIS CHRY-6
T 3.3L V6 SFI-DIS CHRY-C
U 3.3L V6 SFI-FFV CHRY-C
F 3.5L V6 SFI-DIS CHRY-C
L 3.8L V6 SFI-DIS CHRY-6
E 8.0L V10 SFI-DIC/VIC CHRY-6

G 2.5L L4 TBI CHRY-6
T 5.2L V8 MPI-CNG CHRY-6
W 8.0L V10 MPI CHRY-6
MINIVANS
K 2.5L L4 TBI-HP CHRY-6
3 3.0L V6 SFI (MMC) CHRY-6
R 3.3L V6 SFI-DIS CHRY-6
J 3.3L V6 CNG-DIS CHRY-6
L 3.8L V6 SFI-DIS CHRY-6
JEEP TRUCK
M 2.5L L4 DIESEL CHRY-6
P 2.5L L4 SFI CHRY-6
S 4.0L L6 SFI CHRY-6
Y 5.2L V8 SFI CHRY-6

ADAPTER
MODEL DATA LINK
CONFIG.
41TE CCD CHRY-C
42LE CCD CHRY-C
8TH
BODY ENG FUEL ADAPTER
MODEL VIN PCM
CODE SIZE SYSTEM CONFIG.
CODE
PASSENGER CARS
Lebaron LE, AA K 2.5L TBI I4 SBEC II CHRY-6
Spirit, Acclaim 3 3.0L SFI V6 (MMC) SBEC II CHRY-6
Lebaron AJ 3 3.0L SFI V6 (MMC) SBEC II CHRY-6
Neon PL C,N 2.0L SFI I4 16V SOHC FCC CHRY-16
w/DIS
Y 2.0L SFI I4 16V DOHC FCC CHRY-16
w/DIS
Viper SR E 8.0L SFI V10 w/DIS & JTEC CHRY-6
VIC
Cirrus, Stratus JA C 2.0L SFI I4 w/DIS SBEC III CHRY-16
(M/T only)
X 2.4L SFI I4 DOHC w/ SBEC III CHRY-16
DIS
H 2.5L SFI V6 w/DIS SBEC III CHRY-16
Concorde, LH T 3.3L SFI V6 w/DIS SBEC II CHRY-C
Intrepid, Vision, F 3.5L SFI V6 w/DIS SBEC II CHRY-C
New Yorker,
LHS
Ram Van AB X 3.9L SFI V6 SBEC II CHRY-6
T 5.2L CNG V8 SBEC II CHRY-6
Y 5.2L SFI V8 SBEC II CHRY-6
Z,5 5.9L SFI V8 SBEC II CHRY-6
Dakota AN G 2.5L TBI I4 (LPTBI) SBEC I CHRY-6
X 3.9L SFI V6 SBEC II CHRY-6
Ram Truck BR X 3.9L SFI V6 SBEC II CHRY-6
Z,5 5.9L SFI V8 SBEC II CHRY-6
C 5.9L DIESEL I6 SBEC II CHRY-6
W 8.0L MPI V10 SBEC II CHRY-6

8TH
MODEL VIN PCM
CODE
MINIVANS
Town & AS K 2.5L TBI I4 (HPTBI) SBEC II CHRY-6
Country, 3 3.0L SFI V6 (MMC) SBEC II CHRY-6
Caravan, R 3.3L SFI w/DIS V6 SBEC II CHRY-6
Grand
L 3.8L SFI w/DIS V6 SBEC II CHRY-6
Caravan,
Voyager, J 3.3L CNG w/DIS V6 SBEC II CHRY-6
Grand Voyager
Town & NSa B 2.4L SFI w/DIS I4 SBEC III CHRY-16
Country, DOHC
Caravan, 3 3.0L SFI V6 (MMC) SBEC III CHRY-16
Grand R 3.3L SFI w/DIS V6 SBEC III CHRY-16
Caravan,
L 3.8L SFI w/DIS V6 SBEC III CHRY-16
Voyager,
Grand Voyager J 3.3L CNG w/DIS V6 SBEC III CHRY-16
JEEP TRUCK
Jeep Cherokee XJ P,H 2.5L SFI I4 SBEC II CHRY-6
S,V 4.0L SFI I6 SBEC II CHRY-6
M 2.5L DIESEL I4 SBEC II CHRY-6
Jeep Wrangler YJ P,H 2.5L SFI I4 SBEC II CHRY-6
S,V 4.0L SFI I6 SBEC II CHRY-6
Jeep Grand ZJ M 2.5L DIESEL I4 SBEC II CHRY-6
Cherokee S,V 4.0L SFI I6 SBEC II CHRY-6
a. The NS body minivan is a 1996 model.
ADAPTER
MODEL DATA LINK
CONFIG.
41TE CCD CHRY-C/CHRY-16
42LE CCD CHRY-C

8TH
MODEL VIN PCM
CODE
PASSENGER CARS
Neon PL C,Y,N 2.0L SFI-DIS SBEC III CHRY-16
C,Y,N 2.0L SFI-DIS (BUX) SBEC III CHRY-16
C,Y,N 2.0L SFI-DIS (MEX) SBEC III CHRY-16
C,Y,N 2.0L SFI-DIS (GCC) SBEC III CHRY-16
(Convertible) JX C,Y,N 2.0L SFI-DIS (BUX) SBEC III CHRY-16
Sebring, X 2.4L SFI-DIS SBEC III CHRY-16
Avenger H 2.5L SFI (MMC) SBEC III CHRY-16
H 2.5L SFI (MMC)(BUX) SBEC III CHRY-16
Cirrus, Stratus, JA C,Y,N 2.0L SFI-DIS SBEC III CHRY-16
Breeze C,Y,N 2.0L SFI-DIS (BUX) SBEC III CHRY-16
X 2.4L SFI-DIS SBEC III CHRY-16
H 2.5L SFI-DIS SBEC III CHRY-16
H 2.5L SFI-DIS (BUX) SBEC III CHRY-16
H 2.5L SFI-DIS (GCC) SBEC III CHRY-16
Concorde, LH T,R 3.3L SFI-DIS SBEC III CHRY-16
Intrepid, New F 3.5L SFI-DIS SBEC III CHRY-16
Yorker, Vision, F 3.5L SFI-DIS (BUX) SBEC III CHRY-16
LHS
F 3.5L SFI-DIS (GCC) SBEC III CHRY-16
Viper SR E 8.0L SFI JTEC CHRY-16
E 8.0L SFI (ECE) JTEC CHRY-16
Ram Van AB X 3.9L SFI JTEC CHRY-16
Y 5.2L SFI JTEC CHRY-16
Y 5.2L SFI (GCC) JTEC CHRY-16
T 5.2L CNG JTEC CHRY-16
Z,5 5.9L SFI JTEC CHRY-16
Dakota AN P,H 2.5L SFI JTEC CHRY-16
X 3.9L SFI JTEC CHRY-16
X 3.9L SFI (GCC) JTEC CHRY-16
T 5.2L SFI-CNG JTEC CHRY-16
Ram Truck BR X 3.9L SFI JTEC CHRY-16
T 5.2L SFI (CNG) JTEC CHRY-16
Z 5.9L SFI JTEC CHRY-16
Z 5.9L SFI (GCC) JTEC CHRY-16
5 5.9L SFI (HD) JTEC CHRY-16
C 5.9L DIESEL JTEC CHRY-16
W 8.0L MPI (FED/HD) JTEC CHRY-16
W 8.0L MPI (CAL/MD) JTEC CHRY-16

8TH
MODEL VIN PCM
CODE
MINIVANS
Town& NS/GS B 2.4L SFI-DIS SBEC III CHRY-16
Country, B 2.4L SFI-DIS (BUX) SBEC III CHRY-16
Caravan, 3 3.0L SFI (MMC) SBEC III CHRY-16
Grand
R 3.3L SFI-DIS SBEC III CHRY-16
Caravan,
Voyager, R 3.3L SFI-DIS (BUX) SBEC III CHRY-16
Grand Voyager R 3.3L SFI-DIS (GCC) SBEC III CHRY-16
J 3.3L CNG-DIS SBEC III CHRY-16
L 3.8L SFI-DIS SBEC III CHRY-16
L 3.8L SFI-DIS (BUX) SBEC III CHRY-16
JEEP TRUCK
Cherokee XJ P,H 2.5L SFI JTEC CHRY-16
P,H 2.5L LEADED (BUX) JTEC CHRY-16
P,H 2.5L UNLEAD(BUX) JTEC CHRY-16
S,V 4.0L SFI JTEC CHRY-16
S,V 4.0L LEADED (BUX) JTEC CHRY-16
S,V 4.0L UNLEAD (BUX) JTEC CHRY-16
Grand ZJ S,V 4.0L SFI JTEC CHRY-16
Cherokee S,V 4.0L LEADED (BUX) JTEC CHRY-16
S,V 4.0L UNLEAD (BUX) JTEC CHRY-16
Y 5.2L LEADED (BUX) JTEC CHRY-16
Y 5.2L UNLEAD (BUX) JTEC CHRY-16
ADAPTER
MODEL DATA LINK
CONFIG.
41TE CCD CHRY-16
42LE CCD CHRY-16
4xRE SCI CHRY-16

8TH
MODEL VIN PCM
CODE
PASSENGER CARS
Neon PL C,Y 2.0L SFI-DIS SBEC III+ CHRY-16
C,Y 2.0L SFI-DIS(BUX) SBEC III+ CHRY-16
C,Y 2.0L SFI-DIS(GCC) SBEC III+ CHRY-16
C,Y 2.0L SFI-DIS(MEX) SBEC III+ CHRY-16
Cirrus, Stratus, JA C,Y 2.0L SFI SBEC III+ CHRY-16
Breeze C,Y 2.0L SFI(BUX) SBEC III+ CHRY-16
X 2.4L SFI SBEC III+ CHRY-16
S 2.4L TURBO(MEX) SBEC III+ CHRY-16
H 2.5L SFI SBEC III+ CHRY-16
H 2.5L SFI(BUX) SBEC III+ CHRY-16
H 2.5L SFI(GCC) SBEC III+ CHRY-16
Sebring JX C,Y 2.0L SFI(BUX) SBEC III+ CHRY-16
(Convertible) X 2.4L SFI SBEC III+ CHRY-16
H 2.5L SFI SBEC III+ CHRY-16
H 2.5L SFI(BUX) SBEC III+ CHRY-16
Intrepid, LH T,R 3.3L SFI SBEC III+ CHRY-16
Concorde, F 3.5L SFI SBEC III+ CHRY-16
Vision, LHS, F 3.5L SFI(BUX) SBEC III+ CHRY-16
New Yorker
F 3.5L SFI(GCC) SBEC III+ CHRY-16
Prowler PR F 3.5L SFI SBEC III+ CHRY-16
E 8.0L SFI(ECE) JTEC CHRY-16
Ram Van, AB X 3.9L SFI JTEC CHRY-16
Wagon Y 5.2L SFI JTEC CHRY-16
Y 5.2L SFI(GCC) JTEC CHRY-16
Z,5,7 5.9L SFI JTEC CHRY-16
Dakota AN P,H 2.5L SFI JTEC CHRY-16
X 3.9L SFI(GCC) JTEC CHRY-16
Z,5,7 5.9L SFI(GCC) JTEC CHRY-16
5 5.9L SFI(HD) JTEC CHRY-16
D 5.9L DIESEL JTEC CHRY-16
W 8.0L MPI(FED/HD) JTEC CHRY-16
W 8.0L MPI(CA/MD) JTEC CHRY-16

8TH
MODEL VIN PCM
CODE
MINIVANS
Caravan, NS/GS C,Y 2.0L SFI(BUX) SBEC III+ CHRY-16
Voyager, Town B 2.4L SFI SBEC III+ CHRY-16
& Country B 2.4L SFI(BUX) SBEC III+ CHRY-16
3 3.0L SFI(MMC) SBEC III+ CHRY-16
R 3.3L SFI SBEC III+ CHRY-16
R 3.3L SFI(GCC) SBEC III+ CHRY-16
R 3.3L SFI(BUX) SBEC III+ CHRY-16
R 3.3L SFI(JAP) SBEC III+ CHRY-16
J 3.3L CNG SBEC III+ CHRY-16
L 3.8L SFI SBEC III+ CHRY-16
L 3.8L SFI(BUX) SBEC III+ CHRY-16
L 3.8L SFI(JAP) SBEC III+ CHRY-16
JEEP TRUCK
Cherokee XJ P,H 2.5L SFI JTEC CHRY-16
P,H 2.5L LEADED(BUX) JTEC CHRY-16
S,V 4.0L LEADED(BUX) JTEC CHRY-16
S,V 4.0L UNLEAD(BUX) JTEC CHRY-16
Wrangler TJ P,H 2.5L SFI JTEC CHRY-16
P,H 2.5L SFI(BUX) JTEC CHRY-16
P,H 2.5L SFI(ECE) JTEC CHRY-16
S,V 4.0L SFI(BUX) JTEC CHRY-16
S,V 4.0L SFI(ECE) JTEC CHRY-16
Grand ZJ S,V 4.0L SFI JTEC CHRY-16
Cherokee S,V 4.0L LEADED(BUX) JTEC CHRY-16
Y 5.2L LEADED(BUX) JTEC CHRY-16
Y 5.2L UNLEAD(BUX) JTEC CHRY-16
Z,5,7 5.9L UNLEAD(BUX) JTEC CHRY-16
ADAPTER
MODEL DATA LINK
CONFIG.
41TE CCD CHRY-16
42LE CCD CHRY-16
AW4 CCD CHRY-16
4xRE SCI CHRY-16

8TH
MODEL VIN PCM
CODE
PASSENGER CARS
Neon PL A 1.8L SFI(BUX) SBEC III+ CHRY-16
C,Y 2.0L SFI SBEC III+ CHRY-16
C,Y 2.0L SFI(BUX) SBEC III+ CHRY-16
C,Y 2.0L SFI(GCC) SBEC III+ CHRY-16
C,Y 2.0L SFI(MEX) SBEC III+ CHRY-16
Cirrus, Stratus, JA C,Y,B 2.0L SFI SBEC IIIa CHRY-16
Breeze C,Y,B 2.0L SFI(BUX) SBEC IIIa CHRY-16
X 2.4L SFI SBEC IIIa CHRY-16
S 2.4L SFI(MEX) SBEC III+ CHRY-16
H 2.5L SFI SBEC IIIa CHRY-16
H 2.5L SFI(BUX) SBEC IIIa CHRY-16
H 2.5L SFI(GCC) SBEC IIIa CHRY-16
Sebring JX C,Y,B 2.0L SFI(BUX) SBEC IIIa CHRY-16
(Convertible) X 2.4L SFI SBEC IIIa CHRY-16
H 2.5L SFI SBEC IIIa CHRY-16
H 2.5L SFI(BUX) SBEC IIIa CHRY-16
Intrepid, LH R 2.7L SFI SBEC IIIa CHRY-16
Concorde, R 2.7L SFI(MEX) SBEC IIIa CHRY-16
300m (1999) J 3.2L SFI SBEC IIIa CHRY-16
J 3.2L SFI(MEX) SBEC IIIa CHRY-16
J 3.2L SFI(GCC) SBEC IIIa CHRY-16
G 3.5L SFI SBEC IIIa CHRY-16
G 3.5L SFI(BUX) SBEC IIIa CHRY-16
G 3.5L SFI(GCC) SBEC IIIa CHRY-16
Prowler PR G 3.5L SFI SBEC IIIa CHRY-16
E 8.0L SFI(ECE) JTEC CHRY-16
Ram Van, AB X 3.9L SFI JTEC CHRY-16
Wagon Y 5.2L SFI JTEC CHRY-16
Y 5.2L SFI(GCC) JTEC CHRY-16
Dakota AN P 2.5L SFI JTEC CHRY-16
X 3.9L SFI(GCC) JTEC CHRY-16

8TH
MODEL VIN PCM
CODE
Z 5.9L SFI(GCC) JTEC CHRY-16
5 5.9L SFI(HD) JTEC CHRY-16
D 5.9L DIESEL JTEC CHRY-16
6 5.9L DIESEL Cummins CHRY-16
W 8.0L MPI(FED/HD) JTEC CHRY-16
W 8.0L MPI(CA/MD) JTEC CHRY-16
Durango DN X 3.9L SFI JTEC CHRY-16
MINIVANS
Caravan, NS/GS C,Y 2.0L SFI(BUX) SBEC IIIa CHRY-16
Voyager, Town B 2.4L SFI SBEC IIIa CHRY-16
& Country B 2.4L SFI(BUX) SBEC IIIa CHRY-16
3 3.0L SFI(MMC) SBEC III+ CHRY-16
R 3.3L SFI SBEC IIIa CHRY-16
R 3.3L SFI(FED FFV) SBEC IIIa CHRY-16
R 3.3L SFI(GCC) SBEC IIIa CHRY-16
R 3.3L SFI(BUX) SBEC IIIa CHRY-16
L 3.8L SFI SBEC IIIa CHRY-16
L 3.8L SFI(BUX) SBEC IIIa CHRY-16
JEEP TRUCK
Cherokee XJ P 2.5L SFI JTEC CHRY-16
P,H 2.5L LEADED(BUX) JTEC CHRY-16
S 4.0L SFI JTEC CHRY-16
S,V 4.0L LEADED(BUX) JTEC CHRY-16
Grand ZJ S 4.0L SFI JTEC CHRY-16
Cherokee S,V 4.0L LEADED(BUX) JTEC CHRY-16
Y 5.2L LEADED(BUX) JTEC CHRY-16
Y 5.2L UNLEAD(BUX) JTEC CHRY-16
Z,7 5.9L UNLEAD(BUX) JTEC CHRY-16
Wrangler TJ P 2.5L SFI JTEC CHRY-16
P,H 2.5L SFI(BUX) JTEC CHRY-16
P,H 2.5L SFI(ECE) JTEC CHRY-16
S 4.0L SFI JTEC CHRY-16
S,V 4.0L SFI(BUX) JTEC CHRY-16
S,V 4.0L SFI(ECE) JTEC CHRY-16

ADAPTER
MODEL DATA LINK
CONFIG.
41TE CCD CHRY-16
42LE PCI BUS CHRY-16/OBD II/OBD II-C
42LE CCD CHRY-16
AW4 CCD CHRY-16
4xRE SCI CHRY-16
8TH
MODEL VIN PCM
CODE
PASSENGER CARS
Neon PL A 1.8L SFI(BUX) SBEC3+ CHRY-16
C,Y 2.0L SFI SBEC3+ CHRY-16
C,Y 2.0L SFI(MEX) SBEC3+ CHRY-16
C,Y 2.0L SFI(BUX) SBEC3+ CHRY-16
C,Y 2.0L SFI(GCC) SBEC3+ CHRY-16
Cirrus, JA C 2.0L SFI SBEC3A CHRY-16
Stratus, Breeze C 2.0L SFI(BUX) SBEC3A CHRY-16
X 2.4L SFI SBEC3A CHRY-16
S 2.4L SFI(MEX) SBEC3A CHRY-16
H 2.5L SFI SBEC3A CHRY-16
H 2.5L SFI(BUX) SBEC3A CHRY-16
H 2.5L SFI(GCC) SBEC3A CHRY-16
Sebring JX C 2.0L SFI(BUX) SBEC3A CHRY-16
(convertible) X 2.4L SFI SBEC3A CHRY-16
H 2.5L SFI(BUX) SBEC3A CHRY-16
Concorde, LH R 2.7L SFI SBEC3A CHRY-16
LHS, 300M, R 2.7L SFI(MEX) SBEC3A CHRY-16
Intrepid, Vision R 2.7L SFI(BUX) SBEC3A CHRY-16
R 2.7L SFI(GCC) SBEC3A CHRY-16
J 3.2L SFI SBEC3A CHRY-16
J 3.2L SFI(MEX) SBEC3A CHRY-16
G 3.5L SFI SBEC3A CHRY-16
G 3.5L SFI(MEX) SBEC3A CHRY-16
G 3.5L SFI(BUX) SBEC3A CHRY-16
G 3.5L SFI(GCC) SBEC3A CHRY-16
Prowler PR G 3.5L SFI SBEC3A CHRY-16
Viper SR E 8.0L SFI JTEC+ CHRY-16
E 8.0L SFI(ECE) JTEC+ CHRY-16

8TH
MODEL VIN PCM
CODE
Ram Van, AB X 3.9L SFI JTEC+ CHRY-16
Wagon Y 5.2L SFI JTEC+ CHRY-16
Y 5.2L SFI(GCC) JTEC+ CHRY-16
T 5.2L SFI(CNG) JTEC+ CHRY-16
2 5.2L SFI(LPG) JTEC+ CHRY-16
Z 5.9L SFI JTEC+ CHRY-16
Dakota AN P,H 2.5L SFI JTEC+ CHRY-16
X 3.9L SFI JTEC+ CHRY-16
X 3.9L SFI(GCC) JTEC+ CHRY-16
Y 5.2L SFI JTEC+ CHRY-16
Ram Truck BR X 3.9L SFI JTEC+ CHRY-16
Z,5 5.9L SFI JTEC+ CHRY-16
Z,5 5.9L SFI (CHDS) JTEC+ CHRY-16
Z,5 5.9L SFI(GCC) JTEC+ CHRY-16
6 5.9L Diesel Cummins CHRY-16
W 8.0L SFI JTEC+ CHRY-16
Durango DN X 3.9L SFI JTEC+ CHRY-16
Z 5.9L SFI(GCC) JTEC+ CHRY-16
MINIVANS
Caravan, NS/GS C 2.0L SFI(BUX) SBEC3A CHRY-16
Voyager, Town B 2.4L SFI SBEC3A CHRY-16
& Country B 2.4L SFI(BUX) SBEC3A CHRY-16
3 3.0L SFI SBEC3+ CHRY-16
R 3.3L SFI SBEC3A CHRY-16
R 3.3L SFI(MEX) SBEC3A CHRY-16
R 3.3L FFV SBEC3A CHRY-16
R 3.3L SFI(BUX) SBEC3A CHRY-16
R 3.3L SFI(GCC) SBEC3A CHRY-16
L 3.8L SFI SBEC3A CHRY-16
L 3.8L SFI(MEX) SBEC3A CHRY-16
L 3.8L SFI(BUX) SBEC3A CHRY-16
JEEP TRUCK
Wrangler TJ P,H 2.5L SFI JTEC+ CHRY-16
P,H 2.5L SFI(BUX) JTEC+ CHRY-16
P,H 2.5L SFI(ECE) JTEC+ CHRY-16
S,V 4.0L SFI JTEC+ CHRY-16
S,V 4.0L SFI(BUX) JTEC+ CHRY-16
S,V 4.0L SFI(ECE) JTEC+ CHRY-16

8TH
MODEL VIN PCM
CODE
Cherokee XJ P,H 2.5L SFI JTEC+ CHRY-16
P,H 2.5L SFI(BUX) JTEC+ CHRY-16
P,H 2.5L SFI(ECE) JTEC+ CHRY-16
S,V 4.0L SFI JTEC+ CHRY-16
S,V 4.0L SFI(BUX) JTEC+ CHRY-16
S,V 4.0L SFI(ECE) JTEC+ CHRY-16
Grand WJ S 4.0L SFI JTEC+ CHRY-16
Cherokee S 4.0L SFI(BUX) JTEC+ CHRY-16
S 4.0L SFI(ECE) JTEC+ CHRY-16
N 4.7L SFI JTEC+ CHRY-16
N 4.7L SFI(BUX) JTEC+ CHRY-16
N 4.7L SFI(ECE) JTEC+ CHRY-16
ADAPTER
MODEL DATA LINK
CONFIG.
41TE CCD CHRY-16
42LE CCD CHRY-16
45RFE PCI BUS CHRY-16/OBD II/OBD II-C
AW4 CCD CHRY-16
4xRE SCI CHRY-16


8TH
MODEL VIN PCM
CODE
PASSENGER CARS
Neon PL A 1.8L SFI(BUX) SBEC3A CHRY-16
C,Y 2.0L SFI SBEC3A CHRY-16
Cirrus, Stratus, JA C 2.0L SFI SBEC3A CHRY-16
Breeze X 2.4L SFI SBEC3A CHRY-16
Sebring JX C 2.0L SFI SBEC3A CHRY-16
(convertible) H 2.5L SFI SBEC3A CHRY-16
Concorde, LH R 2.7L SFI SBEC3A+ CHRY-16
LHS, 300M, U 2.7L SFI SBEC3A+ CHRY-16
Intrepid J 3.2L SFI SBEC3A+ CHRY-16
G 3.5L SFI SBEC3A+ CHRY-16
V 3.5L SFI SBEC3A+ CHRY-16
Prowler PR G 3.5L SFI SBEC3A+ CHRY-16
Wagon Y 5.2L SFI JTEC+ CHRY-16
T 5.2L CNG JTEC+ CHRY-16
2 5.2L LPG JTEC+ CHRY-16
Dakota AN P 2.5L SFI JTEC+ CHRY-16
5 5.9L SFI JTEC+ CHRY-16
7 5.9L Diesel HO Cummins CHRY-16
Durango DN N 4.7L SFI JTEC+ CHRY-16
MINIVANS
Caravan, NS B 2.4L SFI SBEC3A CHRY-16
Voyager, Town 3 3.0L SFI SBEC3A CHRY-16
& Country R 3.3L SFI SBEC3A CHRY-16
L 3.8L SFI SBEC3A CHRY-16

8TH
MODEL VIN PCM
CODE
JEEP TRUCK
Wrangler TJ P 2.5L SFI JTEC+ CHRY-16
S 4.0L SFI JTEC+ CHRY-16
Cherokee XJ P 2.5L SFI JTEC+ CHRY-16
Cherokee N 4.7L SFI JTEC+ CHRY-16
ADAPTER
MODEL DATA LINK
CONFIG.
41TE CCD CHRY-16
42LE CCD CHRY-16
45RFE CCD CHRY-16 (AN,DN Body)
AW4 CCD CHRY-16
4xRE SCI CHRY-16

8TH
MODEL VIN PCM
CODE
PASSENGER CARS
Neon PL C 2.0L SFI SBEC3B CHRY-16
PT Cruiser PT 9 2.0L SFI SBEC3A+ CHRY-16
B 2.4L SFI SBEC3A+ CHRY-16
Sebring, JR C 2.0L SFI SBEC3A+ CHRY-16

Stratus
X 2.4L SFI SBEC3A+ CHRY-16
S 2.4L SFI SBEC3A+ CHRY-16

Turbo
R 2.7L SFI SBEC3A+ CHRY-16
LHS, 300M, LH R 2.7L SFI SBEC3A+ CHRY-16

Intrepid,
Concorde U 2.7L SFI SBEC3A+ CHRY-16
J 3.2L SFI SBEC3A+ CHRY-16
V 3.5L SFI SBEC3A+ CHRY-16
G 3.5L SFI SBEC3A+ CHRY-16
Prowler PR G 3.5L SFI SBEC3A+ CHRY-16

8TH
MODEL VIN PCM
CODE

Wagon
T 5.2L CNG JTEC+ CHRY-16
Dakota AN P 2.5L SFI JTEC+ CHRY-16
5 5.9L SFI JTEC+ CHRY-16
7 5.9L Diesel HO Cummins CHRY-16
Durango DN N 4.7L SFI JTEC+ CHRY-16
MINIVANS
Caravan, RS B 2.4L SFI SBEC3A+ CHRY-16
Voyager,
Town & G 3.3L SFI SBEC3B CHRY-16
Country FFV
R 3.3L SFI SBEC3B CHRY-16
L 3.8L SFI SBEC3B CHRY-16
JEEP TRUCK
Wrangler TJ P 2.5L SFI JTEC+ CHRY-16
Cherokee XJ S 4.0L SFI JTEC+ CHRY-16

Cherokee

ADAPTER
MODEL DATA LINK
CONFIG.
41TE PCI BUS CHRY-16/OBD II/OBD II-C
42LE CCD CHRY-16
AW4 CCD CHRY-16
4xRE SCI CHRY-16
2002 CHRYSLER/DODGE PASSENGER CARS

BODY ENGINE
ECU DATA ADAPTER
MODEL VIN VIN ENGINE
TYPE LINK CONFIG.
(5TH) (8TH)
Intrepid, D, E, H R 2.7L V6 DOHC MPI NGC I SCI CHRY-16
Concorde, 300M
G, K, M, V 3.5L V6 SOHC MPI
Neon S, V P 1.6L I4 SOHC MPI SBEC3B SCI CHRY-16
C, F 2.0L I4 SOHC MPI
Sebring, Stratus J, L Y 2.0L I4 DOHC MPI SBEC3A SCI CHRY-16
S 2.4L I4 DOHC MPI
R 2.7L V6 DOHC MPI
PT Cruiser Y 9 2.0L I4 DOHC MPI SBEC3A+ SCI CHRY-16
B 2.4L I4 DOHC MPI
Viper R E 8.0L V10 MPI JTEC+K SCI CHRY-16
Prowler W G 3.5L V6 MPI SBEC3A+ SCI CHRY-16
2002 CHRYSLER/DODGE MINIVANS

BODY ENGINE
ECU DATA ADAPTER
TYPE LINK CONFIG.
(5TH) (8TH)
Caravan, P, T, J, B 2.4L I4 MPI SBEC3A+ SCI CHRY-16
Voyager, Y, C, H,
R 3.3L V6 MPI SBEC3B SCI CHRY-16
Town & Country K
3 3.3L V6 FFV SBEC3B SCI CHRY-16
L 3.8L V6 MPI SBEC3B SCI CHRY-16

2002 DODGE LIGHT TRUCKS/VANS

BODY ENGINE
ECU DATA ADAPTER
TYPE LINK CONFIG.
(5TH) (8TH)
Ram Van/ B X 3.9L V8 MPI JTEC+K SCI CHRY-16
Wagon
Y 5.2L V8 MPI JTEC+K SCI CHRY-16
T 5.2L V8 CNG JTEC+K SCI CHRY-16
Z 5.9L V8 MPI JTEC+K SCI CHRY-16
Ram Truck 1500 A, U K 3.7L V6 MPI JTEC+K SCI CHRY-16
N 4.7L V8 MPI JTEC+K SCI CHRY-16
Z 5.9L V8 MPI-LDC JTEC+K SCI CHRY-16
Ram Truck C, F Z 5.9L V8 MPI-LDC JTEC+K SCI CHRY-16
2500/3500
5 5.9L V8 MPI-HDC JTEC+K SCI CHRY-16
6 5.9L Diesel Cummins SCI CHRY-16
7 5.9L Diesel HO Cummins SCI CHRY-16
W 8.0L V10 MPI JTEC+K SCI CHRY-16
Dakota G, L P 2.5L I4 MPI JTEC+K SCI CHRY-16
X 3.9L V6 MPI JTEC+K SCI CHRY-16
NGC I
Durango R, S N 4.7L V8 MPI JTEC+K SCI CHRY-16
NGC I
2002 JEEP TRUCKS

BODY ENGINE
ECU DATA ADAPTER
TYPE LINK CONFIG.
(5TH) (8TH)
Wrangler A, 4 P 2.5L I4 MPI JTEC+K SCI CHRY-16
S 4.0L I6 MPI JTEC+K SCI CHRY-16
Grand Cherokee X, W S 4.0L I6 MPI JTEC+K SCI CHRY-16
J 4.7L V8 MPI JTEC+K SCI CHRY-16
Liberty K, L, M 1 2.4L I4 MPI JTEC+K SCI CHRY-16
K 3.7L V6 MPI JTEC+K SCI CHRY-16

ADAPTER
MODEL DATA LINK
CONFIG.
45RFE/545RFE PCI BUS CHRY-16/OBD II/OBD II-C
4xRE SCI CHRY-16

BODY ENGINE
ECU DATA ADAPTER
TYPE LINK CONFIG.
(5TH) (8TH)
Sebring, Stratus J, L R 2.7L V6 DOHC MPI SBEC3A SCI CHRY-16
T 2.7L V6 FFV SBEC3A SCI CHRY-16
X 2.4L I4 DOHC MPI NGC I SCI CHRY-16
Y 2.0L I4 DOHC MPI NGC I SCI CHRY-16
Viper R Z 8.3L V10 MPI JTEC+K SCI CHRY-16
Concorde, 300M
PT Cruiser Y, E, Z 9 2.0L I4 DOHC MPI NGC I SCI CHRY-16
B 2.4L I4 DOHC MPI
G 2.4L Turbo I4 MPI
Neon S, V F 2.0L HO I4 SOHC NGC I SCI CHRY-16
MPI
C 2.0L I4 SOHC MPI
S 2.4L Turbo I4
DOHC MPI

BODY ENGINE
ECU DATA ADAPTER
TYPE LINK CONFIG.
(5TH) (8TH)
Caravan, P, T, J, B 2.4L I4 DOHC MPI NGC I SCI CHRY-16
Voyager, Y, C, H K
R 3.3L V6 MPI SBEC3B SCI CHRY-16
Town & Country
3 3.3L V6 FFV
L 3.8L V6 MPI


BODY ENGINE ADAPTE
ECU DATA
MODEL VIN VIN ENGINE R
TYPE LINK
(5TH) (8TH) CONFIG.
Ram Van/ B X 3.9L V6 MPI JTEC+K SCI CHRY-16
Wagon
Y 5.2L V8 MPI JTEC+K SCI CHRY-16
T 5.2L V8 CNG JTEC+K SCI CHRY-16
Ram Truck A, U K 3.7L V6 MPI JTEC+K SCI CHRY-16
1500/2500/
N 4.7L V8 MPI NGC I SCI CHRY-16
3500
D 5.7L V8 MPI NGC II SCI CHRY-16
Z 5.9L V8 MPI-LDC JTEC+K SCI CHRY-16
W 8.0L V10 MPI JTEC+K SCI CHRY-16
Dakota G, L X 3.9L V6 MPI JTEC+K SCI CHRY-16
N 4.7L V8 MPI NGC I SCI CHRY-16
Durango R, S N 4.7L V8 MPI NGC I SCI CHRY-16
2003 JEEP TRUCKS

BODY ENGINE
ECU DATA ADAPTER
TYPE LINK CONFIG.
(5TH) (8TH)
Wrangler A, 4 1 2.4L I4 MPI JTEC+K SCI CHRY-16
J 4.7L HO V8 MPI JTEC+K SCI CHRY-16
Liberty K, L, M 1 2.4L I4 MPI JTEC+K SCI CHRY-16
K 3.7L V6 MPI JTEC+K SCI CHRY-16

ADAPTER
MODEL DATA LINK
CONFIG.
42RLE PCI BUS CHRY-16/OBD II/OBD II-C
42RE SCI CHRY-16
46RE SCI CHRY-16
47RE SCI CHRY-16

BODY ENGINE
ECU DATA ADAPTER
TYPE LINK CONFIG.
(5TH) (8TH)
Sebring, Stratus J, L Y 2.0L I4 DOHC MPI NGC I SCI CHRY-16
X 2.4L I4 DOHC MPI NGC I/ SCI CHRY-16
NGC III
R 2.7L V6 DOHC MPI SBEC3A/ SCI CHRY-16
NGC III
T 2.7L V6 FFV SBEC3A/ SCI CHRY-16
NGC III
Viper Z Z 8.3L V10 MPI JTEC+K SCI CHRY-16
Concorde, 300M
PT Cruiser Y, 2, 4 B 2.4L I4 DOHC MPI NGC III SCI CHRY-16
8 2.4L Turbo I4 MPI NGC III SCI CHRY-16
Neon S, V F 2.0L HO I4 SOHC NGC III SCI CHRY-16
MPI
Y 2.0L HO I4 DOHC
MPI
C 2.0L I4 SOHC MPI
S 2.4L Turbo I4
DOHC MPI
Pacifica M, F 4 3.5L V6 SOHC MPI NGC I/ SCI CHRY-16
NGC III


BODY ENGINE
ECU DATA ADAPTER
TYPE LINK CONFIG.
(5TH) (8TH)
Caravan, 1, P, T, J, B 2.4L I4 DOHC MPI NGC III SCI CHRY-16
Voyager, Y, C, H K
R 3.3L V6 MPI
Town & Country
L 3.8L V6 MPI

BODY ENGINE ADAPTE
ECU DATA
MODEL VIN VIN ENGINE R
TYPE LINK
(5TH) (8TH) CONFIG.
Ram Truck A, U K 3.7L V6 MPI NGC III SCI CHRY-16
1500/2500/
N 4.7L V8 MPI NGC III SCI CHRY-16
3500
P 4.7L V8 FFV NGC III SCI CHRY-16
D 5.7L V8 MPI NGC II SCI CHRY-16
H 8.3L V10 MPI JTEC+K SCI CHRY-16
Dakota G, L K 3.7L V6 MPI NGC III SCI CHRY-16
N 4.7L V8 MPI NGC III SCI CHRY-16
2004 JEEP TRUCKS

BODY ENGINE
ECU DATA ADAPTER
TYPE LINK CONFIG.
(5TH) (8TH)
Wrangler A, 4 1 2.4L I4 MPI JTEC+K SCI CHRY-16
Liberty K, L, M 1 2.4L I4 MPI NGC III SCI CHRY-16
K 3.7L V6 MPI NGC III SCI CHRY-16
J 4.7L HO V8 MPI JTEC+K SCI CHRY-16

ADAPTER
MODEL DATA LINK
CONFIG.
40TE/41TE PCI BUS CHRY-16/OBD II/OBD II-C
42RLE PCI BUS CHRY-16/OBD II/OBD II-C
42RE SCI CHRY-16

4. GETTING STARTED
This chapter provides information to assist you in operating your Vetronix tester and software application. In
addition to helping you identify vehicles covered by the software, it shows you how to connect your tester to
the vehicle and explains how to begin performing system diagnostic functions. It is suggested that you read
this manual completely before operating the tester and the system software.

Setting Up the Tester 4. Getting Started
SETTING UP THE TESTER
MTS 3100
Before you operate the application software, do the following:
1. Make sure the vehicle ignition is OFF.
2. Connect the tester DLC (formerly called the ALDL) cable to the tester and tighten the screws.
3. Insert the cartridge into the slot at the top rear of the tester.
FIGURE 4-1. Inserting Cartridge into the MTS 3100
Application Cartridge
or Mass Storage
Cartridge (MSC)
MTS 3100
4. Install the appropriate adapter to the tester DLC cable. Refer to Adapter and Adapter Cable
Configurations on page 59 for information on selecting the correct adapters.
5. Connect the adapter cable to the to the vehicle connector. Continue to Powering Up the Tester on
page 51.

TECH 1A
Before you operate the Tech 1A, do the following:
3. Insert the application into the Master Cartridge slot on the bottom, rear of the tester. Verify that no other
Master cartridge is installed in the tester.
FIGURE 4-2. Inserting Cartridge into the Tech 1A
Tech 1A
or Mass Storage
Cartridge (MSC)
4. If the system being tested uses PCI Bus data link, technicians using a Tech 1A tester must also insert the
OBD II Interface Cartridge into the top slot of the Tech 1A.
5. Install the appropriate adapter to the tester DLC cable. Refer to Adapter and Adapter Cable
Configurations on page 59 for information on selecting the correct adapters.
6. Connect the adapter cable to the to the vehicle connector. Continue to Powering Up the Tester on
page 51.

TECH 1
Before you operate the Tech 1, do the following:
3. Insert the application into the Master Cartridge slot on the bottom, rear of the tester. Verify that no other
Master cartridge is installed in the tester.
FIGURE 4-3. Inserting Cartridge into the Tech 1
Tech 1
or Mass Storage
Cartridge (MSC)
4. Connect the appropriate adapter, adapter cable, and/or VIM to the DLC Cable. Refer to Adapter and
Adapter Cable Configurations on page 59 for information on selecting the correct adapters.
5. Connect the adapter cable to the vehicle connector. Continue to Powering Up the Tester.

Powering Up the Tester 4. Getting Started
POWERING UP THE TESTER

Plug the DC power cable into the vehicle cigarette lighter or connect the optional battery adapter cable to
the battery, then plug the power cable into the adapter. Continue to Selecting the Application.
NOTE Some Chrysler OBD II vehicles may not provide power through the J1962
connector due to a blown fuse. In these cases, power to the tester can be
supplied via the DC power cable.
SELECTING THE APPLICATION

1. A Power-up display similar to those shown below appears:
Vetronix Corp. Vetronix Corp.

High Capacity Chrysler
16MB MSC Diagnostics
(c) 2004 vX.X [ENTER] (c) 2004 vX.X
16MB Mass Storage Chrysler Diagnostic

Cartridge (MSC) Cartridge)
2. Press u or wait two seconds to proceed to the Applications menu screen. If the display is not correct,
refer to Appendix A.
The available software applications are displayed:
APPLICATIONS
CHRYSLER P/T
CHRYSLER CHASSIS
CHRYSLER BODY
3. Select the Application. If your Application is on a MSC, use the u and d to move the cursor. If the
Application is on a MAC, select the function key next to the desired application.
4. If data from a previously tested vehicle is stored in the tester memory, press # to go to the previous
software application.
5. The Chrysler Powertrain identification screen is displayed. See Perform Vehicle and/or System Selection
on page 53 for vehicle and system selection.
.
CHRYSLER
POWERTRAIN
1983 - 2004
V3.0 [ENTER]

Selecting the Application 4. Getting Started
6. If the display is correct, turn the ignition ON and you are ready to proceed with selecting the vehicle
model year. Continue to Perform Vehicle and/or System Selection.
If the display reads:
MASTER CARTRIDGE
IS MISSING OR
MALFUNCTIONING
The tester is receiving power but the cartridge is not making good contact, or else the wrong DLC cable
and/or adapter are installed. If this happens, do the following:
Remove and reinsert the cartridge making sure that the cartridge is properly seated.
Verify that the correct DLC cable is installed.
See Step 4 to determine if the vehicle you are testing requires a DLC cable adapter. If an adapter is
required, verify that the correct one is installed.
If the display is blank, the tester is not receiving power. In this case, perform the following checks:
Disconnect and reconnect the tester DC power plug at the cigarette lighter socket.
Make sure that both the tester DC power plug and cigarette lighter socket have good, clean contacts.
Verify that 12V power is available at the center contact of the cigarette lighter socket, and that the
outside contact of the lighter socket is grounded.
Check the vehicle's cigarette lighter fuse.
Check the fuse in the cigarette lighter plug on the end of the tester DC power cable.
If the display is still not correct, Appendix A lists possible causes for the malfunction and recommendations
to remedy the problem. If the problem persists, perform the tester Self-test as described in the basic tester
Operator's Manual.
NOTE
The tester Self-test does not operate with the application cartridge
installed.
ACTIVE KEYS
e Confirm displayed information is correct.

Advance to next display.
Select previously tested vehicle.
u,d Used to select a menu item.

Stop automatic menu scroll.
Manually scroll menu.
x Return to previous display.

Perform Vehicle and/or System Selection 4. Getting Started
PERFORM VEHICLE AND/OR SYSTEM

SELECTION
ENGINE SYSTEMS
Since not all tests are available for all years and all models, the display screen varies according to the
vehicle under diagnosis. Only tests applicable to the particular vehicle are displayed. For instance, most
1989 and later models do not support CDR mode, so F1: CDR is not displayed on the test selection menu.
If you are testing 1983-1988 models, you can identify the engine type either by VIN code or fuel system by
making selections according to the vehicle under test. The engine identification process is the same for each
1983-1988 model year, but the tester display questions are slightly different because each model year has
different engine types. To make selections, press N until the correct information is displayed, then press
the Y key. After the correct engine type has been identified, diagnosis may begin. Some vehicles that
are pre-1989 require the engine to be running in order to run diagnostics.
For model years 1989 and later, Chrysler vehicles have the ability to automatically identify the engine type
after the system selection. Because the tester needs to communicate with the EEC for identification, MAKE
SURE THE IGNITION IS ON WHEN SELECTING ENGINE SYSTEM. If engine type identification is
correct, press Y and diagnosis may begin.
TRANSMISSION SYSTEM
After selection of transmission system, the tester automatically identifies the transmission module for model
years 1988 and later. Because the tester needs to communicate with the transmission ECU for identification,
MAKE SURE THE IGNITION IS ON WHEN SELECTING THE TRANSMISSION SYSTEM.
For model years 1996 and later, most Rear Wheel Drive vehicles that have a 4-speed electronically
controlled automatic transmission (4xRE) support diagnostics through the engine controller. Transmission
data parameters and output tests are embedded in the engine data list and engine output control list. F0:
ENGINE must be selected to diagnose these transmissions.
SELECTING THE MODEL YEAR

For 1983-88 vehicles, the tester asks you to select the model year of the vehicle being tested. Do so by using
the u and d keys to scroll through the model years and then pressing e at the desired model year.
Depending on the year selected, one of the two displays shown in Figure 4-4 appears.

FIGURE 4-4. Selecting Model Year
SELECT
MODEL YEAR
2000 (Y) YY
[ENTER]
1983-1988 1989
198x SELECT SELECT VIN A ENG

F0: VIN F3: TURBO 2.2L TURBO II?
F1: TBI F4: CARB
F2: MFI 89 [YES/NO]
1983-1988 1989 2.2L Turbo II
SELECTING THE ENGINE TYPE FOR TESTING

When the model year has been selected, the tester asks you to select the engine type. As shown in Figure 4-
4, the engine type selection method depends on vehicle model year. 1983-88 models can select the engine
type either by VIN code or fuel system as described below. For 1989 and later models, the vehicle is
automatically identified by the tester.
Model Year 1983-1988 Engine Selection
To help you select the engine type as quickly as possible, the tester displays an ENGINE SELECTION
menu immediately after selecting model years 1983-1988.
Press ) to choose the engine VIN code select method, or press ! - $ to choose the corresponding
Fuel System select method.
SELECTING THE EEC BY ENGINE VIN CODE

The cartridge allows you to select the engine VIN code directly. The 8th digit of the VIN is the engine VIN
code. If the engine VIN code select method has been chosen, the tester displays every engine VIN code
available for the selected model year. To select a given VIN code simply press N until the desired VIN
code is flashing, then press Y to select the flashing VIN code. The tester displays a select message
describing the engine corresponding to the selected VIN. If the engine and vehicle type select message is
correct, press Y again and the test selection menu becomes active.
In some cases a given VIN code applies to more than one engine or vehicle type. In this case, if the select
message does not correspond to the vehicle being tested, press N until the appropriate message is
displayed, then press Y (see Figure 4-5).

FIGURE 4-5. Selecting by VIN Code
SELECT VIN K ENG n SELECT VIN K ENG

2.5L 4-CYL TBI 2.5L 4-CYL TBI
PASSENGER CAR? MINIVAN?
87 [YES/NO] n 87 [YES/NO]
y y
SELECT MODE
F0: DATA LIST
F1: CDR
F2: DTCs
If none of the select messages correspond to the vehicle, recheck the VIN code (8th digit).
SELECTING THE EEC BY FUEL SYSTEM

After selecting a 1983-1988 model from the power-up display, press ! - $ to select the fuel system
type for the vehicle being tested. Engines with the same fuel system type that you have selected are
displayed one at a time, beginning with the engine with the smallest displacement. Press the N key until
the correct engine size and type for the vehicle being tested are displayed, then press the Y key. The test
mode selection menu is displayed (see Chapter 5).
For some model years, there are engines of the same size and with the same engine VIN number that must
be distinguished by looking at the 5th character (car line/series) in the VIN code (see Figure 4-6).
FIGURE 4-6. Selecting by Fuel System
1987 SELECT:
F0: VIN F3: TURBO
F1: TBI F4: CARB
F2: MFI
SELECT CARB ENG

2.2L 4-CYL VIN=C Engine VIN (8th Char.) = C
VIN 5 = M,Z? Car Line/Series VIN
87 [YES/NO] (5th char.) = M or Z.
SELECT CARB ENG

2.2L 4-CYL VIN=C Engine VIN (8th Char.) = C
VIN 5 = OTHER? Car Line/Series VIN
87 [YES/NO] (5th char.) = Letter or
number other than M or Z.
n
OTHER CARB ENGINES

The engine selection process is the same for each 1983-1988 model year, but the tester display questions are
slightly different because each model year has different engine types. The series of display questions make
up an Engine Select Tree. Refer to the following pages for complete Select Tree diagrams showing exactly
how to select each engine type in each model year.
MODEL YEAR 1989 AND LATER ENGINE SELECTION ENGINE

DIAGNOSTICS
1989 and later Chrysler vehicles possess a significant number of diagnostic functions, including the ability
to transmit vehicle identification information to the tester. Because the tester needs to communicate with
these EECs during engine selection, make sure the ignition is ON when selecting model year 1989 or later.
1989 Turbo II
The 1989 Turbo II does not have the automatic engine selection capability (or other 1989 diagnostic
functions) because it is actually a carry-over 1988 system. Because of this, after you select model year 1989,
the screen displays the following:
SELECT VIN A ENG

2.2.L TURBO II?
89 [YES/NO]
If you are testing a 1989 2.2L Turbo II model, press Y in response to this display. You are then asked to
select the specific TURBO II system. Press N until the correct SMEC number is displayed, then press
Y. The SMEC number (Single Module Electronic Controller) can be found on the SMEC unit under the
hood.
If you are only using F1: CDR or F2: DTCs, it doesnt matter which SMEC is selected. To perform F0:
DATA LIST or F3: SNAPSHOT, the correct SMEC must be selected.
If the SMEC label is missing, there are some steps to help you determine which SMEC you are testing.
First, select either of the SMEC options displayed on the display screen, then start the engine and let it idle.
Check the engine idle speed as described in F0: DATA LIST mode. The displayed idle speed reading should
be correlated to the actual engine speed. If it is, youve selected the correct SMEC for the vehicle being
tested. If the idle speed reading does not appear to be the actual engine speed (much higher or lower), press
X, select the other SMEC option, then perform the idle test again.
ALL 1989 and LATER MODELS (EXCEPT 1989 2.2L TURBO II)
Selecting Engine from the system menu causes the tester to automatically communicate with the EEC to
determine the engine type and display it for your acknowledgment. If the engine type displayed does not
match the engine you are testing, press X and reselect the model year. If the engine matches the vehicle
you are testing, press Y to move to the test mode selection menu and begin diagnosis. If the display on
the tester does not match the vehicle you are testing, confirm that the correct controller is installed in the
vehicle.
The tester displays the test mode selection menu, as shown in Figure 4-7. Since not all tests are available for
all years and all models, the display screen varies according to the model selected. Only tests applicable to
the particular vehicle selected are displayed. For instance, most 1989 and later models do not support CDR
mode, so F1: CDR is not displayed on the test selection menu.

FIGURE 4-7. Example of 1989 and Later Engine Selection Process
CHRYSLER
POWERTRAIN
1983-2004
vX.X [ENTER]
SELECT SYSTEM
F0: ENGINE
F1: TRANSMISSION
SELECT
MODEL YEAR
1989 (K) YY
[ENTER]
SELECT VIN A ENG

2.2L TURBO II?
89 (YES/NO)
For 1989 and later models (except
y
89 2.2L Turbo II), the tester
automatically displays the engine
size, type, VIN and year model.
SELECT VIN A ENG
2.2L TURBO II? y
SMEC 5234XXX?
89 (YES/NO)
n y

2.2L TURBO II? y F0: DATA LIST
SMEC 5235XXX? F2: DTCs
89 (YES/NO) F3: SNAPSHOT
d
n
u

2.2L TURBO II? F4: OBD CONTROLS
MEX TURBO II? F5: SYSTEM TESTS
n 89 (YES/NO) F8: INFORMATION
SELECT MODE
F0: DATA LIST
F1: CDR
F2: DTCs
d
u
SELECT MODE
F3: SNAPSHOT

When you power up the tester, the CHRYSLER POWERTRAIN message is displayed. You then need to
select the system that you want to test. The tester then asks you to choose F0: ENGINE or F1:
TRANSMISSION. The tester then asks you for more information depending on the selection of engine/
transmission system.
TRANSMISSION SELECTION
To begin Chrysler Electronic Automatic Transmission (EATX) diagnosis on the 41TE, 42LE, 42RLE, AW4
(Aisin), or 45RFE/545RFE, press F1: TRANSMISSION at the SELECT SYSTEM prompt. The tester
automatically establishes communications with the Transmission Control Module and displays the
identification information screen. You are now ready to begin transmission diagnostics.
For model years 1996 and later, most Rear Wheel Drive vehicles that have a 4-speed electronically
controlled automatic transmission (4xRE) support diagnostics through the engine controller. Transmission
data parameters and output tests are embedded in the engine data list and engine output control list. F0:
ENGINE must be selected to diagnose these transmissions.
FIGURE 4-8. Example of EATX Selection Process

CHRYSLER
POWERTRAIN
1983-2004
vX.X [ENTER]
SELECT SYSTEM
F0: ENGINE
F1: TRANSMISSION
41TE TRANS
S/W VER - X
X.XL XXX
TCM PN#: XXXXXXX
SELECT MODE
F0: DATA LIST
F2: DTCs
F4: OBD CONTROLS
D
u
SELECT MODE
F5: SYSTEM TESTS
F8: INFORMATION
ACTIVE KEYS
0-9 Select Model Year of the vehicle being tested.
! -$ Select fuel system type or VIN.
N Used to move the cursor (flashing VIN code).
Y,N Used to choose specific VIN code or engine.

Adapter and Adapter Cable Configurations 4. Getting Started
ADAPTER AND ADAPTER CABLE

CONFIGURATIONS
CHRYSLER ADAPTER ADAPTER REFER

TESTER
SYSTEM CONFIG. DESCRIPTION TO:
Engine/Transmission: CHRY-6 MTS 3100 6/14 pin SCI DLC adapter Figure 4-9
1983-1995 all (P/N 02002154)
(except LH, JA, PL Tech 1A Figure 4-10
body)
Tech 1 6/12 pin SCI DLC adapter (P/N Figure 4-11
02001242)
Engine: CHRY-C MTS 3100 Chrysler Engine/CCD Vehicle Interface Figure 4-12
1993-1995 LH Body Module (VIM) (P/N 02002192) and 6/24
Transmission: 1988- Tech 1A pin CCD adapter cable (P/N 02001830) Figure 4-13
1995 41TE
1993-1995 42LE
Engine: CHRY-16 MTS 3100a Chrysler Engine/CCD Vehicle Interface Figure 4-14
1995 JA, PL Body Module (VIM) (P/N 02002192) and 16/
1996-2004 All Tech 1Ab 24 pin CCD adapter cable (P/N Figure 4-15
Transmission: 02001744 or 3000081)
1996-2004 40TE/41TE
1996-2004 42LE
1996-2004 4xRE
1997-2001 AW4
1999-2004 45RFE/
545RFE
Transmission: CHRY-Y MTS 3100c Chrysler Engine/CCD Vehicle Interface Figure 4-16
1995-2004 41TE Module (VIM) (P/N 02002192) and 6/24
Sebring, Avenger, pin CCD adapter cable (P/N 02001830)
Talon and 16 + 13/6 Chrysler OBD II Y
adapter cable (P/N 02003332).
Transmission: OBD II-C MTS 3100 Controller Area Network Vehicle Figure 4-17
2001-2004 40TE/41TE Interface Module (VIM) (P/N
1998-2004 42LE 02003211) and 16/24 pin DLC adapter
1999-2004 45RFE/ cable (P/N 02001744)
545RFE
2003-2004 42RLE OBD II Tech 1A OBD II Interface Cartridge (P/N Figure 4-18
02002178) 16/14 pin Type 3 adapter
cable (P/N 02001969)
OBD II VIM (P/N 02001808) 16/24 pin Figure 4-19

VIM adapter cable (P/N 02001744 or
P/N 3000081)
Tech 1 OBD II VIM (P/N 02001808) 16/24 pin Figure 4-20

VIM adapter cable (P/N 02001744 or
P/N 3000081) Tech 1 14/12 pin VIM
DLC adapter (P/N 02001198)
a. If your MTS 3100 is OBD II compliant, this configuration may also be used to satisfy the OBD II Adapter Configuration
requirements.
b. If your Tech 1A has an OBD II Interface Cartridge installed, this configuration may also be used to satisfy the OBD II Adapter
Configuration requirements.
c. If your MTS 3100 is OBD II compliant, this configuration may also be used to satisfy the OBD II Adapter Configuration
requirements.

FIGURE 4-9. CHRY-6 Adapter Configuration for MTS 3100
Engine: 1983-1995 all

(except LH, JA, PL body)
APPLICATION CARTRIDGE
MTS 3100
DLC CABLE
DC POWER CABLE
CHRYSLER 6/14 PIN

SCI DLC ADAPTER

FIGURE 4-10. CHRY-6 Adapter Configuration for Tech 1A

DLC CABLE
TECH 1A
DC POWER
CABLE
MASTER
CARTRIDGE
CHRYSLER
6/14 PIN SCI
DLC ADAPTER

FIGURE 4-11. CHRY-6 Adapter Configuration for Tech 1

TECH 1
TECH 1
DLC CABLE
MASTER
CARTRIDGE
CHRYSLER
6/12 PIN SCI
DLC ADAPTER
DC
POWER
CABLE

FIGURE 4-12. CHRY-C Adapter Configuration for MTS 3100
Engine:
1993-1995 LH Body
Transmission: 1988-1995 41TE,
1993-1995 42LE
APPLICATION
CARTRIDGE
MTS 3100
DLC CABLE
CHRYSLER
ENGINE/CCD
VEHICLE
INTERFACE
MODULE (VIM)
CHRYSLER
6/24 PIN CCD
ADAPTER CABLE

FIGURE 4-13. CHRY-C Adapter Configuration for Tech 1A
Engine:
1993-1995 LH Body
Transmission: 1988-1995 41TE,
1993-1995 42LE
DLC CABLE
TECH 1A
MASTER
CARTRIDGE
CHRYSLER
ENGINE/CCD
VEHICLE
INTERFACE
MODULE (VIM)
CHRYSLER
6/24 PIN CCD
ADAPTER CABLE

FIGURE 4-14. CHRY-16 Adapter Configuration for MTS 3100

Engine:
1995 JA, PL Body
1996-2004 All
Transmission:
1996-2004 40TE/41TE APPLICATION
1996-2004 42LE CARTRIDGE
1996-2004 4xRE
1997-2001 AW4
1999-2004 45RFE/545RFE
MTS 3100
DLC CABLE
CHRYSLER
ENGINE/CCD
VEHICLE
INTERFACE
MODULE (VIM)
16/24 PIN DLC

ADAPTER CABLE

FIGURE 4-15. CHRY-16 Adapter Configuration for Tech 1A
Engine:
1995 JA, PL Body
1996-2004 All
Transmission:
1996-2004 40TE/41TE
1996-2004 42LE
1996-2004 4xRE
1997-2001 AW4
1999-2004 45RFE/545RFE
Tech 1A
Chrysler Engine/CCD
Vehicle Interface
Module (VIM)
16/24 Pin DLC

Adapter Cable

FIGURE 4-16. Chrysler-Y Adapter Cable Configuration for MTS 3100
Hardware Setup
The Chrysler-Y adapter cable is designed for EATX transmission diagnostics on the 1995-2004 Sebring,
Stratus, Avenger, Talon vehicles that have a Mitsubishi engine.

FIGURE 4-17. OBD II-C Adapter Configuration for MTS 3100
Transmission:
2001-2004 40TE/41TE
1998-2004 42LE
2003-2004 42RLE
1999-2004 45RFE/545RFE
OBD II Compliant
MTS 3100
Tester
DLC Cable
Controller Area
Network VIM
16/24 Pin DLC Adapter Cable

(P/N 02001744)

FIGURE 4-18. OBD II Adapter Configuration for Tech 1A
Transmission:
2001-2004 40TE/41TE
1998-2004 42LE
2003-2004 42RLE
1999-2004 45RFE/545RFE
OBD II Interface Cartridge

(P/N 02002178)
DLC Cable
TECH 1A
16/14 Pin OBD II

Adapter Cable
(P/N 02001969)

FIGURE 4-19. OBD II Adapter Configuration for Tech 1A
Transmission:
2001-2004 40TE/41TE
1998-2004 42LE
2003-2004 42RLE
1999-2004 45RFE/545RFE
DLC Cable
TECH 1A
TECH 1 OBD II
Vehicle Interface
Application Cartridge Module (VIM)
(P/N 02001808)
VIM 16/24 Pin

Adapter Cable
(P/N 02001744)

FIGURE 4-20. OBD II Adapter Configuration for Tech 1
Transmission:
2001-2004 40TE/41TE
1998-2004 42LE
2003-2004 42RLE
1999-2004 45RFE/545RFE
DLC Cable
TECH 1
TECH 1 OBD II
VIM Adapter
(P/N 02001198)
TECH 1 OBD II
Vehicle Interface
Module (VIM)
DC Power Cable (P/N 02001808)
VIM 16/24 Pin

Adapter Cable
(P/N 02001744)

Vehicle Identification Number (VIN) 4. Getting Started
VEHICLE IDENTIFICATION NUMBER (VIN)

If youre in doubt about the body type, engine type, or model year of the vehicle being tested, refer to the
Vehicle Identification Number (VIN).
On OBD II vehicles, the VIN can be read electronically from the Information Mode.
Below is an example of a DaimlerChrysler Corporation VIN. The location of the body type (car line/series),
engine type, and model year characters are indicated.
Typical DaimlerChrysler Corporation VIN
TYPICAL VIN 1 P 4F H 4 0 3 0 J X 2 1 4 5 8 9
VIN CHARACTER 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
CAR LINE/SERIES ENGINE CODE MODEL YEAR

(5th DIGIT) (8th DIGIT) (10th DIGIT)
D = 1983 R = 1994
E = 1984 S = 1995
F = 1985 T = 1996
G = 1986 V = 1997
H = 1987 W = 1998
J = 1988 X = 1999
K = 1989 Y = 2000
L = 1990 1 = 2001
M = 1991 2 = 2002
N = 1992 3 = 2003
P = 1993 4 = 2004
The information included in the VIN, when used with the select tree diagrams and the VIN charts
(immediately following this chapter), can be used to verify engine type selection. The select tree diagrams
list the correct 8th VIN digit for each engine type selection displayed by the tester. The VIN charts list the
engine code (8th digit), model year (10th digit), and the car line (5th digit), when it is necessary to
distinguish from other engine types.

5. SELECTING AND OPERATING
TEST MODES
This chapter provides a detailed description of each test available in this application. Following the test
descriptions, step-by-step instructions tell you how to quickly perform the test. A list of the active keys for
each test is included at the end of each test mode.
TEST MODES SUMMARY

The following table gives you a quick summary of the test modes available within this application. Detailed
descriptions of the test modes are given in the appropriate sections of this chapter. The tester only displays
the test modes that are applicable to the vehicle being tester.

Test Modes Summary 5. Selecting and Operating Test Modes
SYSTEM MODE SUBMODE DESCRIPTION

Engine F0: Data List F1: Engine Displays engine Sensors and Input/Output data
F2: Fuel about the current condition of the engine system.
F3: Emissions Examples include Engine RPM, Purge Duty Cycle,
F4: Misfire and Fuel Status. This mode is not applicable to all
F5: Cruise vehicles.
F1: CDR F0: Sensor Tests Provides performance similar to Chrysler

F1: Actuator Tests Diagnostic Readout Box such as reading DTCs,
F2: DTC Review perform output controls, and display diagnostic
F3: Engine Running data. This mode is not applicable to all vehicles.
F4: Clear DTCs
F2: DTCs F0: Read DTCs Displays Diagnostic Trouble Codes recorded by the
F1: Freeze Data powertrain ECU. Freeze Frame information is
F3: 1 Trip Fail available for applicable model years. The ability to
F4: Clear Info Clear DTC information is also found in this mode.
F3: Snapshot Gives you the ability to capture Data List

information for later analysis. Trigger point and
trigger type are selectable by the user. Not all
modes and submodes are supported by all vehicles.
F4: OBD Controls F0: RPM Control Provides the ability for bi-directional control of a
F1: Actuator Test component or device on and off, reset memory
F2: Reset Memory values, or write to vehicle memory. Examples
F0: Adaptive Fuel include actuator tests, reset cam/crank sync, fuel
F1: AIS Counter injector kill, and program VIN. Not all modes and
F2: Min Throttle submodes are supported by all vehicles.
F3: Cam/Crank
F4: Door Locks
F5: Flex Fuel %
F6: Misfire Adapt
F7: OBD Data
F8: All Values
F3: ASD Fuel System
F4: Min Airflow Idle
F5: Fuel Inj Kill
F6: Purge Test
F7: EGR Test
F8: Base Timing
F9: More
F1: EMR Lamp
F2: Barometer
F3: Program VIN
F4: Linear IAC
F5: System Tests F0: Set Sync Allows you to perform diagnostic routines that
F1: TCC Test return status information after the function has been
F2: LDP Monitor performed. The results of the test/function is
F2: NVLD Monitor displayed to the user. Examples include Set Sync
and LDP monitor test. Not all modes and submodes
are supported by all vehicles.
F8: Information F3: ECU Info Displays helpful information about the vehicle or
F4: Vehicle Info system under test. This information may consist of
F0: VIN PCM software identification, monitor information,
F1: Configuration or system identification.

Test Modes Summary 5. Selecting and Operating Test Modes
SYSTEM MODE SUBMODE DESCRIPTION

Transmission F0: Data List F0: Display Data Displays transmission Sensors and Input/Output
F1: Data Setup data about the current condition of the transmission
F0: Display All system. Examples include TPS Voltage, Autostick
F1: Custom List Gear Position, and Transmission Oil Temperature.
Custom data lists are not applicable to all
Transmission Systems.
F2: DTCs F0: Read DTCs Displays Diagnostic Trouble Codes recorded by the
F3: 1 Trip Failure transmission ECU. One trip failure information is
F4: Clear Info available for applicable model years. The ability to
Clear DTC information is also found in this mode.
F3: Snapshot Gives you the ability to capture Data List

information for later analysis. Trigger point and
trigger type are selectable by the user. This mode is
only available for selected transmissions.
F4: OBD Controls F0: A/T Outputs Provides the ability for bi-directional control of a
F1: RPM Display component or device on and off. Examples include
F2: CVI Monitor solenoid actuator tests.
F5: System Tests F0: Quick Learn Allows you to perform diagnostic routines that
F1: Pinion Factor return status information after the function has been
F0: Read performed. The results of the test/function is
F1: Reprogram displayed to the user. Examples include Pinion
F2: TCC Break-In Factor programming and Quick Learn procedure.
F0: View Status
F1: Change Status
F8: Information F3: ECU Info Displays helpful information about the vehicle or
F4: Vehicle Info system under test. This information may consist of
F0: VIN TCM software identification, VIN information, or
F1: Configuration system identification.

Selecting Test Modes 5. Selecting and Operating Test Modes
SELECTING TEST MODES

The Chrysler cartridge makes selecting the test mode easy by displaying a Test Mode menu. The Chrysler
cartridge has the capability to display the test modes that are unique to the engine (or transmission)
configuration that you are testing. You should find that the test modes available for Engine systems and
Transmission systems are similar, and this section of the manual describes the test modes available for each
system. However, some tests may not be available for a particular system and are indicated in the mode
description of this manual.
To select a test mode, simply press the key listed to the left of the test mode on the menu. Since there are up
to seven test modes available, keys ) - * are used.
The tester displays only three test modes at a time. To see the other test modes, scroll the menu down by
pressing the u key. Pressing the d key scrolls the menu up. Regardless of which text modes are
displayed, any test mode can be selected at any time from the menu.
SELECT MODE F0: to Data List display

SELECT F0: DATA LIST
ENGINE F2: DTCs F2: to DTCs display
F3: SNAPSHOT
F3: to Snapshot mode
d
u F4: to OBD Controls mode
F5: to System Tests mode

SELECT MODE
F4: OBD CONTROLS
F5: SYSTEM TESTS F8: to Information display
F8: INFORMATION
Once you have selected the test mode, operation begins. Detailed operating instructions for each test mode
are given in this section. To return to the Test Mode menu, press X.

Mode F0: Data List 5. Selecting and Operating Test Modes
MODE F0: DATA LIST

The purpose of the Data List mode is to monitor Engine (or Transmission) data parameters, depending on
your selection of system to test. For 1989 and later models (except 1989 2.2L Turbo II), the Data List mode
includes Input/Output States and Sensor Values.
The tester displays data parameters in pre-programmed data parameter pairs for each engine (or
transmission) type. You can also create your own pairs through the process explained on page 79.
NOTE Pre-programmed data lists are constructed to support the vehicle with the
most diagnostic information. For this reason, there may be parameters that
are not applicable to the vehicle under test.
To select Data List, do the following:

1. Select the Data List mode from the Test Mode menu by pressing ).
2a. If the selected system is an NGC Engine System, you need to choose from the five available data lists.
The software also allows the user to select a custom data list which is a subset of the selected list for a
faster update rate.
2b. If the selected engine type is Feedback Carburetor (FBC), the tester tells you to USE F1: CDR TO
READ DATA LIST [EXIT].
This is a reminder that FBC engines do not support Data List and that F1: CDR mode must be used to
read engine data parameters. Press ! to directly enter CDR mode, or X to return to the Test
Mode menu.
2c. If the selected engine type is a 1983-1988 Fuel Injected or 1989 2.2L Turbo II model, the tester tells you
to CRANK OR START ENGINE THEN PUSH [YES].
This step must be performed before entering Data List for these vehicles.
3. Select the data parameters to be displayed by scrolling through the parameters with the Y and N
keys.
4. The data parameters can be printed if the tester is connected to a compatible printer.
For instructions on connecting the printer to the tester and printing the data parameters, refer to the
operators manual if you are using a Tech 1A or MTS 3100. If you are using a Tech 1, refer to the
RS232C/IF Operators Manual.
5. If the tester receives no data from the EEC (or EATX controller), after two seconds it displays:
NO DATA, VERIFY NO DATA, VERIFY

IGN ON, YEAR = 93 or IGNITION ON,
EXIT: RESELECT CHECK CABLES OR
F3: REPLAY DATA RESELECT [EXIT]
This display points out the three most likely causes of a NO DATA condition:
The ignition is not ON.
The data link cable and Chrysler adapter are not firmly connected to the vehicle Diagnostic
Connector.
The model year selection is incorrect.

If the tester successfully receives data parameters from the EEC, but then communication is lost, the
Data List display flashes. This tells you that the tester and EEC are no longer communicating, while
allowing you to still display the last data parameters received by the tester.
6. You may return to the Test Mode menu at any time by pressing X.
Operation of the Data List mode is summarized in Figure 5-1.
SELECT
ENGINE
SELECT MODE
F0: DATA LIST
F1: CDR
F2: DTCs
! !
x FBC EFI THIS
ENGINES ENGINES x
DISPLAY DOES
NOT APPEAR FOR
USE F1: CDR CRANK OR START 1989 AND NEWER
TO READ ENGINE MODELS*
DATA LIST THEN PUSH [YES]
[EXIT]
* Except 1989
2.2L Turbo II
y
EEC DATA RECEIVED NO EEC DATA RECEIVED
$ ENGINE SPEED NO DATA. VERIFY

PRINT 2150 RPM IGNITION ON,
ENG. IDLE SPEED CHECK CABLES OR
980 RPM RESELECT [EXIT]
y
n
DATA LIST PAIRS
FIGURE 5-1. Example of Data List Mode
VIEWING DATA PARAMETERS

In order to maximize the information that can be seen at one time, the tester displays data parameters in
pairs. There are up to forty-three pre-programmed pairs for each engine type. A typical pair of data
parameters is shown below.
ENGINE SPEED
900 RPM
SPARK ADVANCE
13 BTDC
To see the other pre-programmed data pairs available for the engine type youve selected, press either the
Y or N key. The Y key causes the tester to scroll forwards through the list of pre-programmed
pairs. The N key causes backwards scrolling.
Appendix C contains a description of all engine and transmission data parameters and tables showing which
data parameters can be monitored for each engine type. Not all data parameters are transmitted by every
EEC (or EATX controller); therefore, not all data parameters can be monitored for each EEC (or EATX
controller).

CREATE YOUR OWN DATA PAIRS

You can create data parameter pairs different from the pre-programmed pairs. Any two parameters which
can be monitored for the engine type you selected can be made into a pair.
New data pairs are created simply by scrolling either the bottom or top display parameter, while the other
display parameter is fixed. Pressing ) causes the top display parameter to be fixed, which is indicated
with a * in the left column of the second line of the display, as shown in Fig. A in Figure 5-2. Pressing !
causes the bottom display parameter to be fixed, as shown in Fig. B. To unfix the top parameter, press !.
Press ) to unfix the lower parameter. The tester wont allow both top and bottom parameters to be fixed
at the same time.
As an example, lets say you wish to create a pair with ENGINE SPEED and BARO. To do so, scroll
through the pre-programmed pairs with the Y or N key until you find a pair with ENGINE SPEED.
Fix ENGINE SPEED by pressing ) if ENGINE SPEED is the top parameter, ! if it is the bottom. Then
scroll the other half of the display with either the Y or N key until BARO is displayed.
ENGINE SPEED
* FIXES TOP 875 RPM
PARAMETER BARO (kPa, inHg)
* 101 kPa 30.0 inHg
ENGINE SPEED
* 875 RPM
BARO (kPa, inHg) * FIXES BOTTOM
101 kPa 30.0 inHg PARAMETER
Fig. A Fig. B
FIGURE 5-2. Data Pairs Example
ACTIVE KEYS
Y,N Scroll through displayed data parameters.
) Mark top displayed parameter as fixed for creating your own data pairs.
! Mark bottom displayed parameter as fixed for creating your own data pairs.
x Return to Test Mode menu.
CREATE A CUSTOM DATA LIST

When testing a transmission that supports the PCI Bus data link, you have the option of viewing all
parameters in the data list by selecting F0: DISPLAY ALL, or you can create a custom data list by selecting
F1: CUSTOM LIST. The update rate of the data list varies depending on the number of displayed
parameters. The more parameters you select, the slower the update rate is.
Submode F0: Display Data
Displays the data list that was last selected by the user. The data list is either a list of all parameters or the
custom list that was made after the tester was powered up.

Submode F1: Data Setup
Allows you to view all data parameters or a custom built data list. If you do not select it, the tester defaults
to selecting a list of all diagnostic data parameters.
Submode F0: Display All
Displays all diagnostic data parameters available. The tester displays all information in the data list format.
Because of the number of parameters in the data list, the update rate can be three seconds or longer.
Submode F1: Custom List
You can scroll through the list of all available parameters using the u and d keys. From this list, you can
select any combination of parameters. To build a custom data list for display, press Y to SELECT a
parameter and N to DE-SELECT a parameter. When you finish selecting all desired parameters, press
E to go directly to the display mode. The tester remembers the selected parameters (until the tester is
turned off), so you do not have to re-select the parameters every time.
SELECT MODE
F0: DATA LIST
F2: DTCs
F3: SNAPSHOT
DATA LIST MENU

F0: DISPLAY DATA
F1: DATA SETUP
) !
Displays the data list that DATA LIST SETUP

was last selected by the F0: DISPLAY ALL
user. The data list is either F1: CUSTOM LIST
a list of all parameters or
a custom list.
) !
Displays a list of
all available data PUMP MOTOR
parameters. * ** SELECT* **
YES: SELECT
NO: DE-SELECT
E
Displays the custom data list
selected by the user.
FIGURE 5-3. Example of Custom Data List
ACTIVE KEYS
y,n Select and deselect data parameters.
u,d Scroll through data parameters while selecting a custom list.
e Display custom data list selected by the user.

Mode F1: CDR - Engine 5. Selecting and Operating Test Modes
MODE F1: CDR - ENGINE

The CDR mode of the tester is very similar to using the Chrysler Diagnostic Readout Box. Using CDR
mode, you can follow the diagnostic procedures described in the Chrysler Service Manuals.
The CDR mode is available for F0: ENGINE systems only.
CDR mode is available for all 1983-1988 engines, as well as 1989 2.2L Turbo II models. CDR functions
available are restricted to functions supported by the vehicle EEC; therefore, not all CDR functions are
available for all engine types.
Tests in the CDR mode allow you to:

Read fault codes stored in the EEC. All codes present in the EEC at the beginning of CDR mode testing
are stored in the tester memory for later review.
Perform switch tests on various switches.
Read sensor values (key on, engine off).
Control various engine actuators.
Review previously read diagnostic trouble codes.
Clear codes for 1987-88 and 1989 Turbo II fuel injected models.
Perform the following engine running tests:
Control RPM between two states (idle and 1500 RPM) while monitoring rich/lean and knock status.
Read sensor values (key on, engine running).
NOTE Because of the way the EEC operates during CDR mode, you must first
perform the Read DTCs and Switch Test functions before the CDR menu
is accessible.

SELECT
ENGINE
SELECT MODE
F0: DATA LIST
F1: CDR
F2: DTCs
= READ DTCs 3 SECONDS OR

= HOLD DTCs PRESS u KEY
EFI CARB
OPEN CARBURETOR
CYCLE IGNITION SWITCH AND TURN
KEY 3 TIMES IGNITION KEY TO
THE ON POSITION
DTC: 88 x
TECH 1 READS START OF
FAULT CODES DTCs
READ
USE d TO
HOLD CODE
STORED DTCs
READ AND
DISPLAYED
DTCs x
FAULT CODE 88 XX XX 55
SUMMARY
[YES]
CDR SWITCH TEST x

ACTIVE
88
[YES] = END TEST
CDR Mode
y
Flowchart
CDR MENU VARIES

DEPENDING ON SELECT MODE
VEHICLE SELECTED F0: SENSOR TEST x
F1: ACTUATOR TEST
F2: DTC REVIEW
F3: RUNNING TESTS
F4: CLEAR DTCs
FIGURE 5-4. CDR - Engine Mode

READ DTCS
This function is available for all 1983-1988 models and 1989 2.2L Turbo II models.
Codes stored in the EEC memory at the onset of CDR mode tests are displayed one at a time, along with a
description of the code.
To select Read DTCs, do the following:

1. To begin the Read DTCs function, press F1: CDR. The tester displays u =READ DTCs, d =HOLD
DTCs for three seconds, or until U is pressed.
2. For fuel injected models, the tester displays: CYCLE IGNITION KEY 3 TIMES. Turn the key ON,
OFF, ON, OFF, ON and leave it in the ON position.
For carbureted models, the tester displays: OPEN CARBURETOR SWITCH AND TURN IGNITION
KEY TO THE ON POSITION. With the key off, press the accelerator pedal to the floor, then turn the
key to ON.
NOTE On carbureted models, if you cannot mode past this display try selecting a
different model year with the same engine. Some CDR test mode software
used on Chrysler vehicles may intermittently exhibit problems.
MTS 3100 and Tech 1A users: Make sure that the adapter you are using is P/N 02002154.
3. The EEC transmits all stored codes to the tester, always beginning with code 88 and ending with 55.
Codes 88 and 55 do not indicate problems with the engine. Their meanings are as follows:
88 - beginning of diagnostic trouble codes
55 - end of diagnostic trouble codes
Each code is displayed for about four seconds, along with a description. To HOLD the code currently
displayed, press D. Pressing U continues code transmission. The READ/HOLD status is indicated at
the bottom of the tester display.
READ/HOLD
STATUS
DTC: 42
ASD RELAY
READ
4. Once all codes have been displayed (indicated by code 55), the tester displays a summary of all codes it
received:
DTCs
88 42 33 55
(YES)
5. Press Y to begin the Switch Test, or X to return to the Test Mode menu.

ACTIVE KEYS
u READ
d HOLD
y Enter Switch Test mode.

SWITCH TESTS
CDR Switch Tests are available for all 1983-1988 vehicles and 1989 2.2L Turbo II models.
The switches capable of being tested vary depending on the year and model of the vehicle. See the Chrysler
Service Manual for the vehicle you are testing.
This test does not tell you which switch has been activated, or whether the switch is off or on. It can only tell
you that the state of the switch has changed (off to on, or on to off).
To select Switch Tests, do the following:

1. Enter the CDR mode by pressing ! in the Test Mode menu. Press Y after performing the Read
DTC function.
2. Turn the selected vehicle switch (Brake, Blower Fan, etc.) on or off while watching the 88 or 00
displayed on line 3 of the tester screen. If the switch changes state, the 88 changes to 00 or the 00
changes to 88.
88 OR 00
CDR SW ITCH TEST

ACTIVE
88
[YES] = END TEST
3. Press Y to end the Switch Test and enter the CDR menu, or press X to return to the Test Mode
menu.
ACTIVE KEYS
Y End Switch Test, enter CDR menu.
X Return to Test Mode menu.

CDR TEST MODE MENU

Only CDR tests that are supported by the EEC of the vehicle being tested are displayed in the CDR menu.
While performing the CDR tests, or while viewing the CDR menu, you may hear clicking noises in the
engine compartment. This is due to the tester and EEC communicating and is quite normal.
CDR TEST MENU #1 CDR TEST MENU #2

SELECT MODE SELECT MODE
F1: ACTUATOR TEST F1: ACTUATOR TEST
F2: DTC REVIEW F2: DTC REVIEW
F3: RUNNING TESTS
1985 FBC 1983-84 TBI

1986 FBC (1.6L, 2.2L L Body) 1984 Turbo

F1: ACTUATOR TEST F0: SENSOR TEST
F2: DTC REVIEW F1: ACTUATOR TEST
F3: RUNNING TESTS F2: DTC REVIEW
1985 TBI 1986 FBC 2.2L

1985 Turbo (except 2.2L L Body),
3.7L, 5.2L

F0: SENSOR TEST F0: SENSOR TEST
F1: ACTUATOR TEST F1: ACTUATOR TEST
F2: DTC REVIEW F2: DTC REVIEW
F3: RUNNING TESTS F3: RUNNING TESTS
F4: CLEAR DTCs
1986 TBI 1987 TBI (2.5L Minivan)

1986-87 Turbo 1987-88 MFI
1987 TBI (2.2L, 2.5L Non-Minivan) 1988 Turbo
1987-88 FBC 1988 TBI
1989 2.2L Turbo II
ACTIVE KEYS
)-$ Select CDR test.
X Return to the Test Mode menu.

SUBMODE F0: SENSOR TESTS

Sensor Tests are not available for 1983-85 models, 1986 1.6L models, and 1986 2.2L L body models.
The Sensor Test mode enables you to display individual sensor states and voltage levels as they are
monitored by the EEC.
When changing displayed sensor with Y and N, dont be alarmed by clicking or other noises from
the engine.
To select Sensor Tests, do the following:

1. From the CDR test menu, press ) to enter the Sensor Tests mode.
2. When Sensor Tests is selected, the tester displays the first sensor test available for the specific vehicle
being tested. Press the Y key to scroll through the sensors available for testing. After the last
available sensor test, the tester display returns to the first sensor test. Pressing N causes the tester to
scroll backward through the tests available. (Scrolling with the N key is much slower than scrolling
with the Y key because of the way the EEC transmits the data.)
3. When a sensor is selected, WAITING is displayed on line 3 of the tester screen until the EEC responds
with data. If the tester loses communication with the EEC, NO DATA is displayed on line 3. If sensor is
not available for the model being tested, TEST UNAVAILABLE is displayed on line 3.
4. While a sensor is being tested, the tester screen displays the sensor number (same as in the Chrysler
Service Manual) in the upper right hand corner. A description of the sensor is displayed on line two.
Raw data that would be displayed on the Chrysler diagnostic readout box is displayed in parentheses,
followed by engineering units on line 3.
5. Press X to return to the CDR menu.
SELECT MODE
F0: SENSOR TEST
F1: ACTUATOR TEST
F2: DTC REVIEW
F3: RUNNING TESTS
F4: CLEAR DTCs
)
Raw data,
Chrysler diagnostic
readout box format
SENSOR TEST 01 x
BATT TEMP SENSOR
(31) 3.1 VOLTS
Data converted
y to Engineering
units
n
SENSOR TEST 02 x
O2 SENSOR
(08) 0.8 VOLTS
y
n
More Sensor Tests
FIGURE 5-5. Sensor Tests

ACTIVE KEYS
y,n Scroll through the Sensor Tests (pressing the y key is faster).
x Return to the CDR menu.

SUBMODE F1: ACTUATOR TESTS

The circuit Actuator Test Mode (ATM) allows you to cycle various actuators on and off in order to verify
that the actuator and circuit are operating properly.
1983-1984 models have only one ATM test.
When changing the displayed actuator with Y or N, do not be alarmed by clicking or other noises
from the engine.
To select Actuator Tests, do the following:

1. From the CDR test menu, press ! to select actuator tests.
2. When the actuator test is selected, the tester displays the first actuator test available for the model being
tested. The tester displays the number of the actuator (same as in the Chrysler manuals) it is exercising in
the upper right corner so you can listen for click(s), indicating a change of state.
ACTUATOR TEST 01
SPARK
WAITING
3. Press Y to change to the next actuator, or X to return to the CDR menu. After the last actuator
test, pressing Y returns you to the first actuator test. Due to the EEC, the N key scrolls backward
through the actuator tests much slower than Y scrolls forward.
When a new actuator is selected for testing, WAITING is displayed on line 3 until the EEC responds.
When the actuator is activated, ACTIVE is displayed and you can usually hear clicking noises from the
actuator.
4. If the tester loses communication with the EEC, NO DATA is displayed on line 3. If the selected
actuator is not available for the vehicle being tested, TEST UNAVAILABLE is displayed.
5. Press X to return to the CDR menu.

SELECT MODE
F0: SENSOR TEST
F1: ACTUATOR TEST
F2: DTC REVIEW
F3: RUNNING TESTS
F4: CLEAR DTCs
!
LINE 3 COULD BE:
"NO DATA"
"WAITING"
"TEST UNAVAILABLE" ACTUATOR TEST 01 x
SPARK
ACTIVE
ACTUATOR TEST 02 x
INJECTOR FIRE
ACTIVE
More Actuator Tests
FIGURE 5-6. Actuator Tests
ACTIVE KEYS
y,n Scroll through available actuator tests.
x Return to CDR test menu.

SUBMODE F2: DTC REVIEW

The DTC Review function of the CDR mode allows you to review EEC fault codes that were saved in the
tester memory when CDR testing began.
Since the codes displayed in the DTC Review function are from the tester
NOTE memory and not from the EEC, any codes that might have been set while
performing CDR tests are not included. To view the most current EEC
codes, X from the CDR mode, then press ! to enter CDR again and
perform the Read DTCs function.
To select DTC Review, do the following:

1. From the CDR test menu, press @ for DTC Review.
2. The DTC Review function operates the same as the Read DTC function, except that the READ/HOLD
option is missing and the CYCLE IGNITION KEY 3 TIMES or OPEN CARBURETOR SWITCH AND
TURN IGNITION KEY TO THE ON POSITION action is not necessary to initiate code display.
The tester displays all diagnostic trouble codes that were stored in the EEC at the start of CDR mode
operation.
3. Press Y or X to return to the CDR test menu.

SELECT MODE
F0: SENSOR TEST
F1: ACTUATOR TEST
F2: DTC REVIEW
F3: RUNNING TESTS
F4: CLEAR DTCs
DTC: 88 x
DISPLAYED START OF
DTCs DTCs
READ
STORED DTCs
READ AND DISPLAYED
DTC: 55
END OF
DTCs
READ
DTCs
88 XX XX XX 55
DTC
SUMMARY (YES)
FIGURE 5-7. DTC Review
ACTIVE KEYS
y Return to CDR test menu.

SUBMODE F3: ENGINE RUNNING TESTS

The Engine Running Tests vary depending on the engine type being tested. Only tests available for the
selected model are displayed by the tester.
To select Engine Running Tests, do the following:

1. From the CDR test menu, press # for Engine Running Tests.
2. When engine running tests is first entered, the tester displays a message: START ENGINE, THEN
PUSH [YES]. When this has been done, the engine running test menu is displayed. The menu varies
depending on the vehicle being tested.
F0:O2 1983-1985 TBI, 1987-1988 2.2L FBC
F0:O2/KNOCK 1984-1985 TURBO
F0:O2/AIS 1986 TBI
F0:O2/KNOCK/AIS 1986 TURBO
F0:O2/AIS 1987-1988 NON-TURBO FUEL
F1:SENSOR TESTS INJECTION
F0:O2/KNOCK/AIS 1987-1988 TURBO, 1989 TURBO II
F1:SENSOR TESTS
Pressing X returns to the Main test menu, NOT to the CDR menu. Once the engine has been started, if
you wish to return to the CDR test menu, you must restart the CDR mode. This is due to the EEC operation.


F0: SENSOR TEST F0: DATA LIST
F1: ACTUATOR TEST F1: CDR
F2: DTC REVIEW F2: DTCs
F3: RUNNING TESTS
F4: CLEAR DTCs
TO BEGIN TESTS x
START THE ENGINE
AND THEN PRESS
[YES]
x
ENGINE RUN TESTS
F0: O2/AIS/KNOCK
F1: SENSOR TEST
) !
x ENGINE RUN TESTS

= 1500 RPM
= IDLE RPM THIS SCREEN
ONLY IF AIS
TEST AVAILABLE
3 SECONDS OR
TO ADVANCE
Raw data,
Chrysler Diagnostic
x ENGINE RUN TESTS readout box format SENSOR TEST 01 x
O2: ( ) BATT TEMP SENSOR
KNOCK: (31) 3.1 VOLTS
RPM: IDLE
Data converted to
y Engineering units
n
SENSOR TEST 02 x
O2 SENSOR
(08) 0.8 VOLTS
y
n
More Sensor Tests
FIGURE 5-8. Engine Running Tests
3. In the O2\KNOCK\AIS part of the engine running test you can check idle speed motor operation by
toggling the engine speed between two states: idle and 1500 RPM. You can check that the oxygen sensor
is switching back and forth between rich and lean status. On Turbo models you can display the knock
sensor status.
If you select ) the tester displays the following for 3 seconds: ENGINE RUN TESTS, [ = 1500
RPM, ] = IDLE RPM. This informs you that U and D are used to control engine RPM. The screen
then changes to:
RICH/LEAN STATUS AS
DISPLAYED BY THE
CHRYSLER DIAGNOSTIC
RICH/LEAN READOUT BOX
STATUS
ENGINE RUN TESTS
O2: RICH (1)
KNOCK: INACTIVE
RPM: IDLE
KNOCK
STATUS
COMMANDED IDLE SPEED.
USE u d TO CHANGE

Note how the data fields are blank until data is received. (This can take several minutes if the engine is
cold, as data is transmitted only when the engine is operating in closed-loop mode.) Line 4 is blank if the
vehicle being tested has no AIS control capability.
Line 2 displays current rich/lean information. The O2 state changes between LEAN, RICH, and blank.
Blank indicates a center condition which is neither rich nor lean. Raw data that would be displayed on
the Chrysler diagnostic readout box is displayed in parentheses at the end of line 2 as follows:
Fuel injection: RICH = 1, LEAN = 0, CENTER = blank.
Carburetor: RICH = -, LEAN & CENTER = blank.
Line 3 displays knock data for Turbo models. (KNOCK is always displayed, even if the vehicle is not a
Turbo.) The possible states of line 3 are ACTIVE or INACTIVE. If the vehicle is non-Turbo, N/A is
displayed.
Line 4 displays RPM information. (This line is blank if the vehicle does not support the AIS test.) The
engine RPM can be changed between IDLE and 1500 by pressing the U and D keys. The O2 sensor
must be warmed up (engine operating in closed-loop mode) before performing the AIS test.
4. Press X to return to the Engine Running test menu.
ACTIVE KEYS
u Toggle engine speed to 1500 RPM.
d Toggle engine to idle speed.
x Return to Engine Running test menu.

Engine Running Sensor Tests
The Engine Running Sensor Tests operates exactly like the Sensor Tests, except that the tests are performed
with the engine running.
To select Engine Running Sensor Tests, do the following:

1. From the CDR test menu, press # to select the Engine Running Tests.
2. When engine running tests is first entered, the message: START ENGINE, THEN PUSH [YES] is
displayed.
3. Press ! to select the Sensor Tests from the Engine Running test menu. The first Sensor Test available
for the specific vehicle being tested is displayed. Press the Y and N keys to scroll through the
sensors available for testing.
4. While a sensor is being tested, the tester screen displays the sensor number (same as in the Chrysler
Service Manual) in the upper right hand corner. A description of the sensor is displayed on line two.
Raw data that would be displayed on the Chrysler diagnostic readout box is displayed in parentheses on
line 3, followed by engineering units.
Raw data,
Chrysler Diagnostic
readout box format
SENSOR TEST 01
BATT TEMP SENSOR
(22) 2.2V
Data converted to
Engineering units
5. Press X to return to the Engine Running test menu (not the CDR menu).
ACTIVE KEYS
y Scroll to next sensor in Sensor Test.
x Return to Engine Running test menu.

SUBMODE F4: CLEAR DTCS

The Clear DTCs function of the CDR mode allows you to clear diagnostic trouble codes from the EEC
memory on 1987 and 1988 fuel-injected models and 1989 2.2L Turbo II models.
To select Clear DTCs, do the following:

1. From the CDR menu, press $ to select the Clear DTCs submode.
2. When Clear DTCs is selected, Tech 1 displays CLEARING DTCs for several seconds on line 2. When
codes have been cleared, DTCs CLEARED is displayed on line 2, then returns to the CDR test menu.
CLEARING DTCs DTCs CLEARED
3. If the codes are not successfully cleared, after 30 seconds the tester displays:
DTCs NOT ERASED

VERIFY ENGINE
NOT RUNNING
[EXIT]
ACTIVE KEYS

Mode F2: DTCs 5. Selecting and Operating Test Modes
MODE F2: DTCS
SUBMODE F0: READ DTCS

The purpose of the DTC test mode is to read engine (or transmission) fault codes that are stored in the ECU
controller memory depending on your selection of system to test. Each DTC present is displayed with its
Chrysler DTC number (1983-2004), DTC description, the number of key cycles since the DTC last
occurred, and the SAE defined P-code number (if available). The number of key cycles is only displayed for
the most current engine DTCs. If no trouble codes are present, the tester displays a NO DTC message.
Appendix B of this manual describes each fault code in detail.
To select Read DTCs, do the following:

1. Select the DTCs mode from the Test Mode menu by pressing @.
F0: ENGINE: If the EEC of the vehicle being tested does not support the diagnostic trouble codes mode,
the tester displays the message USE F1:CDR TO READ FAULT CODES [EXIT]. For these models you
may press ! to go directly to the CDR mode, or press X to return to the Test Mode menu.
2. Select READ DTCs from the DTC menu by pressing ).
F0: ENGINE: For 1983-1988 EFI vehicles, the tester asks you to CRANK OR START ENGINE, THEN
PUSH YES.
3a. If DTCs are present, the tester automatically displays each DTC for 3 seconds. If no DTCs are present,
the tester displays NO DTCs ACTIVE for three seconds, then automatically return to the Test Mode
menu.
3b. If testing an engine system that has an NGC ECU, the DTCs are displayed as four-digit P-codes. To
view the description of the DTC, move the asterisk to the desired DTC number, and press E. To
view specific information about the DTC, such as Starts, Warmups, Key Cycles, and Good Trips, press
the d key.
3c. If testing a transmission that supports the PCI Bus data link, the DTCs are displayed as four-digit P-
codes. To view the description of the DTC, move the asterisk to the desired DTC number, and press
E. If no DTCs are present, the tester displays NO DTCs ACTIVE, and then displays the number
of key cycles since the DTC information was cleared.
DTCs
Pxxxx Pxxxx
Pxxxx Pxxxx
Pxxxx Pxxxx
4. A DTC can be held by pressing the D key while the code is being displayed. This allows time to record
the DTC or view OBD II information about the displayed DTC. This function does not apply to all
systems.
5. To view OBD II information about the displayed engine DTC, press the E key while the code is
being displayed. If more than one engine DTC is set, you can scroll through the OBD II information by
using the U / D keys. To return to DTC display, press X. This function does not apply to all
systems.
6. If the EEC does not support the OBD II information about the engine DTC, the tester displays the
message OBD II TRIP INFORMATION NOT AVAILABLE. This function does not apply to all
systems.

SELECT
ENGINE
SELECT MODE
F0: DATA LIST
F1: CDR
F2: DTCs 1 Trip Fail is not supported
by all systems.
@
Freeze Data only
applies to model year
1996 and later engine
DTCs systems.
F0: READ DTCs
F1: FREEZE DATA
F3: 1 TRIP FAIL
F4: CLEAR INFO
) USE F1: CDR x

TO READ
FAULT CODES
[EXIT]
x CRANK OR START
ENGINE
THEN PUSH [YES]
This display does
not appear for 1989
and later models
x (except 1989 2.22
Turbo II)
x = ADVANCE 3 SEC
= HOLD NO DTCs ACTIVE
ENTER = INFO
EXIT = QUIT
3 SECONDS OR
PRESS u KEY
e DTC 1B (P0123)
x DTC 1B (P0123)
TPS MIL OFF
VOLTAGE HIGH DIAG RUN YES
KEY CYCLES 03 x TRIP COUNT 03
MORE CODE SCREENS MORE DTC INFO SCREENS

IF CODES ARE SET IF CODES ARE SET
x DTCs
1B 1E
13 SINCE LAST FC
[YES]
Line 3 only in 1989
and later models
y (except 1989 2.2L
Turbo II)
x WOULD YOU LIKE

TO CLEAR THE
DTCs?
[YES/NO]
y
87-88 EFI & 1989 AND LATER 8386 EFI
89 TURBO II (EXCEPT 1989 2.2L TURBO II)
x USE F1: CDR DISCONNECT x

IN ORDER TO CLEARING DTCs BATTERY FOR
CLEAR DTCs 10 sec
[EXIT]
CODES CLEARED CODES NOT CLEARED
DTCs NOT ERASED x

DTCs CLEARED VERIFY ENGINE
NOT RUNNING
[EXIT]
3 SECONDS
FIGURE 5-9. Example of SBEC/JTEC Engine Fault Codes
7. When all codes have been displayed, a diagnostic trouble code summary is displayed:
IGNITION
CYCLES
DTCs
XX XX XX XX
13 SINCE LAST FC
[YES]

F0: ENGINE
For 1989 and newer models (except 1989 2.2L Turbo II), line 3 of the diagnostic trouble code summary
display also includes the number of ignition cycles that have occurred since the last diagnostic trouble
code was set. If this number is zero, a fault is currently active. If the number is more than zero, no fault
is currently active.
DTC: 22
2-4 PRESSURE
SWITCH CIRCUIT
RESET COUNT: 0
F1: TRANSMISSION
For EATX systems, line 4 of the diagnostic trouble code display also includes the number of ignition
cycles that have occurred since the DTC was set. This is displayed as Reset Count. However, in order for
Reset Count to function properly, one of the following criteria needs to be met:
Start engine and depress accelerator pedal or
Start engine and change the gear selector.
8. After the diagnostic trouble code summary has been displayed, the tester asks if you want to clear the
codes:
WOULD YOU LIKE

TO CLEAR THE
DTCs?
[YES/NO]
Press Y to clear DTCs, or N to return to the Test Mode menu.

Diagnostic trouble codes can also be cleared using the F4: CLEAR INFO mode.
9. Press X to terminate the DTCs mode and return to the Test Mode menu.
NOTE
Diagnostic trouble codes can also be displayed in the SNAPSHOT mode
(F0: ENGINE system only).
ACTIVE KEYS
u Advance to next diagnostic trouble code. Scroll to next OBD II information screen.
d Hold presently displayed diagnostic trouble code. Scroll to previous OBD II information
screen.
y Clear Diagnostic Trouble Codes.
n Return to Test Mode menu.
x Return to Test Mode menu or exit from OBD II information.
e View OBD II information about DTC. View DTC description.

SUBMODE F1: FREEZE DATA - ENGINE

The FREEZE DATA mode is only available on 1996 and later models selected under F0: ENGINE system.
The NGC Engine ECU does not currently support the Freeze Data function.
An OBD II vehicle has the capability to store diagnostic information that is related to the setting of a
particular emission related DTC. This data is referred to as Freeze Frame Data and can be read by the tester
using the FREEZE DATA mode.
For model year 2000 and later, all trucks and some passenger car vehicles are capable of supporting two
frames of FREEZE FRAME data. If there are two frames available, a menu is displayed allowing the user to
select the FREEZE FRAME data for the desired DTC. If there is only one FREEZE FRAME, the data is
automatically displayed. If there is no data, the tester displays NO FREEZE DATA AVAILABLE.
If testing an engine system that has an NGC ECU, the ECU is capable of storing up to three unique Freeze
Frames. Each Freeze Frame is selectable from the Freeze Frame menu. If there is no Freeze Frame
information stored in memory, the tester will inform the user there is no data available.
During normal operation, FREEZE DATA information is cleared any time stored DTCs are cleared from
the vehicles controller.
To select Freeze Data, do the following:

1. From the Select Mode menu, press @ to enter the DTC menu.
2. Select ! to enter the FREEZE DATA mode from the DTC menu.
3. Select a Freeze Frame from the menu. Most 2000 and newer engine systems support multiple frames. If
the engine system supports a single Freeze Frame it will automatically be displayed.
4. FREEZE DATA information is then displayed in data list format.
NOTE
Diagnostic trouble codes can also be displayed in the SNAPSHOT mode
(F0: ENGINE system only).
SELECT MODE
F0: DATA LIST
F2: DTCs
F3: SNAPSHOT
DTCs
F0: READ DTCs
F1: FREEZE DATA
F2: CLEAR DTCs
FREEZE FRAME
F1: Pxxxx
F2: Pxxxx
! or @
FREEZE FRAME
PARAMETERS
FIGURE 5-10. Example of SBEC/JTEC Freeze Data - Engine

ACTIVE KEYS
! Select FREEZE DATA.
) Mark top displayed parameter as fixed for creating your own data pairs. Unfix the lower
parameter.
! Mark bottom displayed parameter as fixed for creating your own data pairs. Unfix the upper
parameter.

SUBMODE F3: 1 TRIP FAILURE

The purpose of the 1 TRIP FAIL submode is to read DTCs that have failed one trip and are stored in the
ECU memory. These One Trip Failures have not met the conditions required to illuminate the MIL but still
identify a problem. Results of the 1 TRIP FAIL mode are displayed in a manner similar to the DTC display
mode with the same Pxxxx DTC designation and the same descriptors. This mode is supported by most
1999 and newer engine and transmission systems.
To select Trip Failure, do the following:

1. From the Select Mode menu, press @ to enter the DTC menu.
2. Select # to enter the 1 TRIP FAIL mode from the DTC menu. Any failures in this mode are displayed
in the DTC format.
3. To view the description of the DTC, move the asterisk to the desired DTC number, and press e.
To view specific information about the DTC, such as Starts, Warmups, Key Cycles, and Good Trips,
press the d key. If the specific information is not supported for the selected DTC, the software may
display "Requested Data Out of Range".
SELECT MODE
F0: DATA LIST
F2: DTCs
F3: SNAPSHOT
DTCs
F0: READ DTCs
F3: 1 TRIP FAIL
F4: CLEAR INFO
DTCs
Pxxxx
Pxxxx
P0627
FUEL PUMP
RELAY CIRCUIT
FIGURE 5-11. Example of 1 Trip Failure

SUBMODE F4: CLEAR INFORMATION

The CLEAR INFO submode commands the clearing of fault codes stored in the EEC or EATX controller.
Codes can also be cleared after they have been displayed using the F0: READ DTCs test mode.
CAUTION! Performing the CLEAR INFO procedure on OBD II Engine Systems also
clears diagnostic information such as Freeze Frame Data and OBD II
CAUTION
Monitors.
This test mode clears the codes only for 1989 and later engine systems (except 1989 2.2 L Turbo II). For
other systems (including EATX), this test mode displays a message describing the required procedure to
clear the codes.
To select Clear Information, do the following:

1. Make sure the engine is not running.
2. Select DTC from the Test Mode menu by pressing @.
3. Select the CLEAR INFO submode from the DTCs mode by pressing $.
NOTE For F0: ENGINE systems, the engine must not be running and the
ignition key must be on.
For F1: TRANSMISSION systems, the ignition key must be on.
4. The tester displays one of the following:
DISCONNECT USE F1: CDR

BATTERY FOR IN ORDER TO CLEARING DTCs
10 SEC CLEAR CODES
[EXIT]
A B C
FIGURE 5-12. Clear Information Messages
For carbureted and 1983-1986 fuel injected engines, display A in Figure 5-12 tells you the battery must be
disconnected for 10 seconds to clear the codes. Press X to return to Test Mode menu.
Display B reminds you that CDR mode allows you to clear the codes for 1987-1988 fuel injected engines
and the 1989 2.2L Turbo II.
For 1989 and later vehicles (except 1989 2.2L Turbo II), display C indicates the tester has commanded the
EEC or EATX controller to clear the codes. After two seconds, the tester then displays one of the following:
DTCs NOT ERASED

NOT RUNNING
[EXIT]
D E
FIGURE 5-13. Clear Information Result Messages
Display D in Figure 5-13 indicates the codes were successfully cleared, then the tester automatically returns
to the Test Mode menu.

Display E tells you the EEC or EATX controller could not clear its fault codes. The message remains until
you press X to return to the Test Mode menu. For F0: ENGINE systems, verify that the engine is not
running, then try F4: CLEAR INFO again. For F1: TRANSMISSION, cycle the ignition key and try F4:
CLEAR INFO again.
SELECT
ENGINE
SELECT MODE
F0: DATA LIST
F1: CDR
F2: DTCs
F3: SNAPSHOT
F4: OBD CONTROLS
F5: SYSTEM TESTS
F8: INFORMATION
DTCs
F0: READ DTCs
F1: FREEZE DATA
F3: 1 TRIP FAIL
F4: CLEAR INFO
CLEARING DTCs
F2
@
87-88 EFI & 1989 AND NEWER 8386 EFI

89 TURBO II (EXCEPT TURBO II)
x USE F1: CDR DISCONNECT

IN ORDER TO CLEARING DTCs BATTERY FOR
CLEAR DTCs 10 sec
[EXIT]
CODES CLEARED CODES NOT CLEARED
DTCs NOT ERASED x

NOT RUNNING
[EXIT]
3 SECONDS
FIGURE 5-14. Example of Engine Clear DTCs
ACTIVE KEYS

Mode F3: Snapshot 5. Selecting and Operating Test Modes
MODE F3: SNAPSHOT

The purpose of the SNAPSHOT test mode is to help you isolate an intermittent or transient problem by
storing data parameters just before and/or after the problem occurs.
In this mode, you specify a trigger condition, and the tester stores data both before and/or after the trigger
occurrence.
After the data has been captured, you can scroll through all of the stored data for display. Data parameters
are displayed in a manner identical to that of the Data List mode. You can also specify the data sample you
wish to display, as described in Step 10.
In addition, the cartridge has the capability to print the captured data providing a hard copy of any selected
data sample.
Note that your tester has been set up to capture data parameters at the fastest rate possible. When diagnosing
electronic transmissions that support a custom data list, a smaller list benefits you by reducing the time
between data parameter samples which can aid in intermittent fault diagnosis.
SELECTING SNAPSHOT
The operation of the SNAPSHOT mode is divided into three phases: Set-Up, Data Capture, and Data
Display. The sequence of operations is depicted in the flow chart in Figure 5-15.
To select Set-Up Phase of Snapshot mode, do the following:

1. Select the SNAPSHOT mode from the Test Mode menu by pressing #.
2. Select F9: TRIG POINT to determine the trigger point position of the upcoming snapshot. The default
selected is the center of the snapshot. When the trigger point is selected, the tester returns to the previous
menu.
3. Select trigger condition by pressing the function key ), !, @ displayed to the left of the trigger
condition.
SNAPSHOT
F0: ANY DTC
F1: SINGLE DTC
F2: MANUAL TRIG
F3: REPLAY DATA
You have the option of bypassing the Data Capture phase and displaying previously captured data by
selecting F3:REPLAY DATA. All data captured during snapshot is retained in the tester until it is
overwritten by a new snapshot or if the power is disconnected for more than 30 minutes.
You also have the option to replay the snapshot data without being connected to the vehicle. If the tester
has a stored a snapshot, you can access it from the Select System menu by pressing @.
4. If you select F0: ANY DTC, the tester triggers the snapshot upon recognizing any DTC that is stored in
the vehicles engine controller. If you are testing an NGC Engine System, the data list to be captured in
snapshot must also be selected.
If you select F1:SINGLE DTC, the tester asks you to enter the desired EEC fault code number.
Depending on the model year vehicle, you can be asked to enter a 2-digit DTC, a hexadecimal DTC, or
an OBD II P-code. You should enter the fault code, then press the E key. If the code you enter
does not exist for the engine type being tested, an INVALID CODE message is displayed and the code
has to be reentered. If you are testing an NGC Engine System, the data list to be captured in snapshot
must also be selected.

SELECT MODE
F0: DATA LIST
F2: DTCs
F3: SNAPSHOT
SNAPSHOT MODE ( TRIGGER POINT AT:

F0: ANY DTC F0: BEGINNING
F1: SINGLE DTC F1: CENTER of
F2: MANUAL TRIG F2: END of data
F3: REPLAY DATA
F9: TRIG POINT ), !,@
) ! @ #
DATA LIST
F1: Engine ENGINE SPEED
F2: Fuel 0 RPM
F3: Emissions ENG. IDLE SPEED
F4: Misfire 0 RPM 0
F5: Cruise
SET-UP
PHASE
(SEE STEPS
1-4)
SNAPSHOT MODE PRESS ENTER,

ENTER EEC CODE: F9 OR EXIT
P0123 TO TRIGGER
3 SECONDS OR
PRESS u KEY
x CRANK OR START
ENGINE
THEN PUSH [YES]
This display does not
occur for 1989 and
newer models (except
y 1989 2.2L Turbo II).
DATA FLASHING
x ENGINE SPEED W = WAITING
CAPTURE 2850 RPM
PHASE FOR TRIGGER
ENG. IDLE SPEED
(SEE STEPS 980 RPM W
5-8)
USE y & n TO
SELECT DIFFERENT
DATA PARAMETERS
x ENGINE SPEED TRIGGER HAS

2640 RPM OCCURED
ENG. IDLE SPEED
980 RPM T
TECH 1 MEMORY USE y & n TO

FULL OR x SELECT DIFFERENT
DATA DATA PARAMETERS
DISPLAY
PHASE 0 = TRIGGER POSITION
(SEE STEPS x ENGINE SPEED = BEFORE TRIGGER OCCURRED
9-13) 2710 RPM + = AFTER TRIGGER OCCURRED
ENG. IDLE SPEED
980 RPM 0
y USE e TO TOGGLE
BETWEEN INDEX AND TIME
(SEE STEP 11)
n
USE u d TO CHANGE
OTHER DATA SAMPLE OR TIME BEING VIEWED
LIST SCREENS
FIGURE 5-15. Example of Snapshot for Engine Systems

Single Code DTC Trigger in Snapshot mode may be different for select model year vehicles because
DTCs are identified using the hexadecimal number system. To allow selection of the hexadecimal values
for Snapshot trigger, use Table 5-1. An example is provided in Figure 5-16.
0=0 A = u0
1=1 B = u1
2=2 C = u2
3=3 D = u3
4=4 E = u4
5=5 F = u5
6=6
7=7
8=8
9=9
TABLE 5-1. Hexadecimal Values
To trigger a Snapshot on DTC number 3A:

A. Select F1: SINGLE DTC.
B. At the ENTER EEC DTC screen, press the 3 key.
C. Press the u key.
D. Press the 0 key. The character A is displayed.
E. Press e to accept the Snapshot trigger on DTC 3A.
F. The Snapshot triggers when the specific DTC occurs.
FIGURE 5-16. Example: Triggering a Snapshot on DTC
If you select F2: MANUAL TRIG, the tester triggers the snapshot upon an X, E, or (
keypress at any time. If you are testing an NGC Engine System, the data list to be captured in snapshot must
also be selected.
NOTE The Chrysler Service Manuals for 1989 to 1995 models do not list
diagnostic trouble codes by number. To determine which diagnostic
trouble code number to enter into the tester for snapshot trigger, consult
Appendix B of this manual.

ACTIVE KEYS FOR SET-UP PHASE
0-9 Select specific diagnostic trouble code.
)-@ Select trigger condition.
# Replay data captured in Snapshot mode.
( Select trigger point position.
To select Data Capture Phase of Snapshot Mode, do the following:

5. Once the trigger condition is specified, the tester starts saving diagnostic data in its memory while
displaying the data list. See Viewing Data Parameters on page 78.
6. While the tester is waiting for a trigger, it is continuously storing engine data parameters and fault codes
in its memory. The data is organized as a number of data samples.
The value or state of each parameter as well as all fault codes are saved for each sample. If more than 36
samples occur before the trigger, the oldest data is discarded. The data display indicates the waiting for
trigger condition with a flashing W in the lower right-hand corner of the display. While waiting for the
selected trigger, the X, E, ( or keys can always be used to force a trigger.
7. Once the trigger occurs, the tester continues to save data samples until its memory is full. To indicate
that a trigger occurred, the tester makes a beep sound, and the data display replaces the flashing W with
a fixed T. As soon as the memory is full, the data capture terminates automatically and the tester goes on
to the data display phase.
8. Pressing X after the trigger has occurred terminates the Data Capture phase early, and the Snapshot
mode moves to the Data Display phase.
ACTIVE KEYS FOR DATA CAPTURE PHASE
) Mark top displayed parameter as fixed for creating your own data pairs.
! Mark bottom displayed parameters fixed for creating your own data pairs.
* Print most recently sampled data.
( Manual trigger.
y,n Scroll through displayed data parameters.
e Manual trigger.
x Manual trigger.
Go to data display phase of Snapshot mode.

To select Data Display Phase of Snapshot mode, do the following:

9. The Data Display phase begins with a number (initially zero) in the lower right hand corner of the
display. The number zero indicates the time at which the trigger occurred. Select the data parameters to
be displayed using Y and N; see the Data List mode operating instructions.
NOTE
During the Data Display phase, the fault codes present during each sample
can be displayed by pressing @.
10. Use the U and D keys to select the desired sample. An index is displayed in the lower right-hand
corner of the tester display. Sample 0 corresponds to the trigger sample; sample -1 is the sample
immediately proceeding the trigger; sample +1 is immediately after the trigger; and so on. The index
range may be less than the maximum number of samples if enough time was not allowed for data capture
before or after the trigger.
The following keys can be used to move about more quickly in the data display phase:
$: Display first (earliest) sample
%: Display trigger sample (0)
^: Display last (most recent) sample
11. Pressing E causes the sample time to be displayed instead of the sample index:
Sample
BATTERY VOLTAGE Index
12 VOLTS
BRAKE SWITCH
OPEN +16
e e
Sample
BATTERY VOLTAGE Time
12 VOLTS
BRAKE SWITCH
OPEN +3.4
The sample time display gives the time in seconds (relative to the trigger sample) at which the tester
received the currently displayed sample. For example, a sample time of +3.4 means the sample was
received 3.4 seconds after the trigger sample. A sample time of -0.6 seconds means the sample was
received 0.6 seconds before the trigger.
Pressing E causes the tester to toggle between the sample index and sample time displays.
12. The data parameters can be printed if the tester is connected to a compatible printer.
For instructions on connecting the printer to the tester and printing the data parameters, refer to the
operators manual if you are using a Tech 1A or MTS 3100. If you are using a Tech 1, refer to the
RS232C/IF Operators Manual.
13. When you are finished viewing the sampled data, press X to return to trigger select. If you are
finished with the SNAPSHOT mode, press X again to return to the Test Mode menu.

ACTIVE KEYS FOR DATA DISPLAY PHASE
u,d Scroll through selected samples.
),! Fix top or bottom display parameter respectively.
@ Display diagnostic trouble codes for current sample.
$ Advance to first (earliest) sample.
% Advance to trigger sample (sample 0).
^ Advance to last (most recent) sample.
e Toggle between sample index and sample time display.
x Return to Trigger Select menu.

Mode F4: OBD Controls - Engine 5. Selecting and Operating Test Modes
MODE F4: OBD CONTROLS - ENGINE

The On-Board Diagnostic (OBD) Controls mode provides fast access to output controls supported by the
vehicle OBD system on 1989 and newer Chrysler vehicles (except 1989 2.2L Turbo II). Most vehicle
systems allow the tester to command an output or actuator device to turn on or off or allow PCM/TCM
memory resets. The tester used with this software is capable of bidirectional communication that controls
the device under test, or it can make the device under test change states by controlling the PCM/TCM input/
output electronics. The specific outputs that you can control appear in a Select Control menu unique to the
vehicle selected. Providing quick and efficient diagnostic software tools to help diagnostic problems is the
purpose of this mode.
There are certain constraints to controlling some of the outputs. Some are determined by the vehicle
controller, and some are determined by the tester.
While controlling the outputs, the Data List parameters are displayed for most vehicles. The regular F0:
DATA LIST key functions are available for these vehicles.
For many output functions, the engine must be running before the control module allows an output to be
controlled by the tester. For some output functions, the engine must be off before the output can be
controlled.
NOTE
Check and clear DTCs after performing output controls or tests. DTCs
may be set when performing any output control or test.
SUBMODE F0: RPM CONTROL

The following OBD control is only applicable to 1989 and later models (except 1989 2.2L Turbo II).
The RPM Control test allows you to remotely control engine RPM from the tester. RPM can be varied
between approximately 900 and 2040 RPM. If an elevated RPM or diagnosis of the AIS motor is required
for any reason, this mode allows quick and easy control of the AIS motor.
CAUTION! This test should only be run with the parking brake on and wheels
adequately blocked. Any other mode of operation is not recommended and
CAUTION
is unsafe.
To select RPM Control, do the following:

1. Select OBD CONTROLS from the Select Mode menu by pressing $.
2. Select RPM Control Test submode test from the OBD Controls menu by pressing ).
3. Make sure the vehicle parking brake is engaged, the transmission is in park or neutral, the engine is
running, and the drive wheels are secured, then press Y .
SET PARK BRAKE

BLOCK WHEELS
AND START ENGINE
THEN PRESS [YES]

4. The tester initializes controlled RPM to the current value of RPM. Press the U to begin the RPM
Control test. You can increase the engine RPM by pressing the U key or decrease RPM by pressing the
D key. Holding down either key causes the engine speed to change in the appropriate direction. The
RPM can be controlled from approximately 900 to 2040 RPM.
Indicates RPM
being controlled
ENGINE SPEED
1024 RPM RPM RPM control
ENG. IDLE SPEED value
737 RPM 1024
RPM Control with Parameter Display
5. While controlling RPM you can display EEC data parameters as in the Data List mode. The letters RPM
appear at the end of line 2 of the display, and the currently commanded value of RPM is displayed at the
end of line 4. Data parameters can be scrolled and fixed as in the Data List mode.
6. Refer to the tester Operators Manual for instructions on printing the data parameters.
7. Press X to return to the OBD Controls menu and return control of the AIS motor to the EEC.
900 to 2040 RPM is only the range of control allowed by the tester.
NOTE Depending on current engine conditions, some engines may not achieve
2040 RPM, or may stall at 900 RPM. This does not necessarily indicate a
faulty AIS motor. Engine design, age, wear, or other system faults (e.g.,
vacuum air leaks) may be the cause.

SELECT MODE
F4: OBD CONTROLS
F5: SYSTEM TESTS
F8: INFORMATION
SELECT CONTROL
F0: RPM CONTROL
F1: ACTUATOR TEST
F2: RESET MEMORY
SET PARK BRAKE

BLOCK WHEELS
AND START ENGINE
THEN PRESS [YES]
RPM CONTROL
= INCREASE RPM
= DECREASE RPM
3 SECONDS OR
PRESS u KEY
x ENGINE SPEED USE u & dTO

1042 RPM RPM INCREASE OR
ENG. IDLE SPEED DECREASE RPM
890 RPM 904
OTHER DATA
LIST SCREENS
FIGURE 5-17. RPM Control
ACTIVE KEYS
u Increase engine speed by 8 RPM per key press (100 RPM for NGC Engine Systems).
d Decrease engine speed by 8 RPM per key press (100 RPM for NGC Engine Systems).
),! Mark top or bottom displayed parameter as fixed for creating your own data pairs.
x Terminate the RPM Control Test mode and return to the OBD Controls menu.

SUBMODE F1: ACTUATOR TEST

The actuator tests available with the Chrysler application are different for F0: ENGINE and F1:
TRANSMISSION systems. For F0: ENGINE system OBD Controls, the actuator tests are only applicable
for 1989 and later models (except 1989 2.2L turbo II).
Solenoid tests for the 4xRE transmission are listed in this section of the manual. Refer to the actuator list for
available tests.
The following OBD Controls are only applicable to 1989 and later models (except 1989 2.2L Turbo II).
Actuators can be set to one of two states:
ON Normal actuator state is overridden and actuator is forced ON.
NORMAL Actuator control is returned to normal.
F0: ENGINE: The Actuator Test submode allows you to control a number of individual actuators. Only
actuators applicable to the model selected appears in the Actuator Tests menu.
While controlling the actuators, the Data List parameters are displayed. All of the regular F0: Data List
functions are available.
NOTE When performing speed control actuator tests, speed control ON/OFF
switch must be ON and foot must be off brake pedal (remember to set
emergency brake).
To select Actuator test, do the following:

1. From the OBD Controls menu, select the Actuator test menu by pressing !.
NOTE
For F0: ENGINE the engine must be OFF before the EEC allows an
actuator to be controlled by the tester.
2. After a three second prompt message, a menu of the actuators available for the vehicle you are testing
appears. This menu can be scrolled up and down using the U and D keys, in a manner similar to
scrolling the Test Mode menu.
3. To select an actuator to control, press the numeric keys displayed to the left of the desired actuator, then
press E. For instance, if the actuator number on the left side of the display screen is 13, press 1,
then press 3, then press E. It is not necessary for the actuator to be currently displayed for you
to select it; any actuator can be selected from the menu at any time. Once an actuator is selected, you can
then begin controlling the state of that output.
4. A controlled actuator can be in one of two states:
Press the U key to override control of the EEC controller and force the actuator ON. Most solenoids
and relays are cycled on and off by the tester during the actuator test to prevent damage.
Press the D key to allow NORMAL EEC control. When the actuator is first selected, it is also under
normal EEC control.

Note that the actuator does not appear to change state if the commanded state is the same as the
controlled state. For example, if the Check Engine Light is ON, and it is then commanded ON with the
U key, its state does not change; it stays ON.
5. If you leave an actuator ON indefinitely, the EEC turns it off after seven minutes to prevent possible
damage to the actuator.
6. The Data List parameters are displayed while an actuator is being controlled. A two or three character
window is displayed at the end of line 2 of the display. These characters serve as a reminder as to which
actuator is being controlled. The last three characters of line 4 of the display reads ON if the state is
being overridden by the tester. It is blank when the actuator is under normal control.
7. If the engine is running, or the actuator is not available for the selected engine (e.g., shift light in an
automatic transmission), the tester may display:
ENG. RUNNING OR
REQUESTED TEST
NOT AVAILABLE
[EXIT]
NOTE In most cases, the tester displays only the actuators available for control in
the vehicle you are testing. However, in some cases you are able to select
an actuator for control that is not present in the vehicle. In this case, you
may or may not see the preceding display.
8. Refer to the tester Operators Manual for instructions on printing the data parameters.
9. When you are finished controlling the output, press X to return to the previous menu. When X
is pressed, control of the selected actuator is returned to the EEC. Press X again to return to the
OBD Controls menu (F0: ENGINE only).
ENTER ACTUATOR SELECT ACTUATOR

ID, PRESS ENTER 01: IGN. COIL 1
THEN = ON 02: IGN. COIL 2
= OFF 03: IGN. COIL 3
Control Operation Sample Actuator

Prompt Tests Menu
Indicates Indicates
EGR being EGR being
controlled controlled
ENGINE SPEED ENGINE SPEED
0 RPM EGR 0 RPM EGR
ENG. IDLE SPEED ENG. IDLE SPEED
600 RPM ON ON 600 RPM BLANK
Sample Actuator Control Sample Actuator Control

with Data List with Data List
(EGR Controlled On) (EGR not Controlled On)

Table 5-2 lists engine actuators that can be selected for 1989 and later model SBEC and JTEC vehicles (not
all engine actuators are available on all vehicles) except 1989 2.2L Turbo II:
01: IGN. COIL #1 25: SHIFT LAMP (4xRE) 49: FUEL PUMP RELAY
02: IGN. COIL #2 26: FUEL MONITOR (1989 only) 50: COOLANT TEMP GAUGE
03: IGN. COIL #3 27: VNT-1 SOL 51: OIL PRESSURE GAUGE
04: INJECTOR(S) #1 28: VNT-2 SOL. 52: GLOW PLUG RELAY
05: INJECTOR(S) #2 29: VNT-3 SOL. 53: FUEL TIMING SOLENOID
06: INJECTOR(S) #3 30: BALLAST BYPASS 54: O2 HEATER TEST
07: INJECTOR(S) #4 31: INTAKE HTR. 1 55: IAC MOTOR OPEN
08: INJECTOR(S) #5 32: INTAKE HTR. 2 56: IAC MOTOR SHUT
09: INJECTOR(S) #6 33: FUEL FLOW 57: LDP SOLENOID
10: AIS MOTOR 34: S/C PWR. RELAY 58: HIGH SPEED FAN #2
11: RADIATOR FAN 36: SURGE VALVE SOLENOID 59: DIESEL EGR
12: A/C CLUTCH SOLENOID 60: HI SPD FAN 3
13: ASD RELAY 37: IGN. COIL #4 61: OVRDRIVE LAMP (4xRE)
14: CANISTER PURG 38: IGN. COIL #5 62: O2S SNSR BIAS
15: S/C SOLENOIDS 39: INJECTOR(S) #7 63: TRANS RLY TEST
16: ALT. FIELD 40: INJECTOR(S) #8 64: REV GEAR LCKT
17: TACH. OUTPUT 41: INJECTOR(S) #9 65: IGN. COIL #6
18: TCC SOLENOID (4xRE) 42: INJECTOR(S) #10 66: SRV SOLENOID
19: EGR SOLENOID 43: 2-3 GEAR LOCKOUT 67: AIR ASST SOL
20: WASTEGATE SOL 44: MANIFOLD TUNING 68: IGN. COIL #7
21: WASTEGATE 2 45: LOW SPEED FAN RELAY 69: IGN. COIL #8
22: BARO READ SOL 46: HIGH SPEED FAN RELAY 73: O2 HTR 1/1
23: AIR SWITCH SOL 47: S/C VENT SOL. 74: O2 HTR 2/1
24: OVERDRIVE SOL (4xRE) 48: S/C VACUUM SOL. 99: ALL SOL/RELAY
TABLE 5-2. Engine Actuators (1989 and Later)

Table 5-3 lists the actuator tests that are available on NGC Engine System ECUs.
01: INJ 1 11: LINEAR IAC 21: O2 1/1 HTR
02: INJ 2 12: ALT. FIELD 22: O2 2/1 HTR
03: INJ 3 13: FAN RELAY 1 23: O2 1/2 HTR
04: INJ 4 14: FAN RELAY 2 24: O2 2/2 HTR
05: INJ 5 15: A/C CLUTCH R 25: MTV SOL
06: INJ 6 16: ASD RELAY 26: SRV SOL
07: INJ 7 17: FUEL PMP RLY 27: DBL STRT OVR
08: INJ 8 18: S/C VAC SOL 28: WASTGATE SOL
09: PROP PRG SOL 19: S/C VENT SOL 29: NVLD SOL
10: EGR SOL 20: S/C SERVO
TABLE 5-3. Actuator tests for EGC Engine System ECUs
In some cases, Chrysler injector actuator tests may not be numbered in reference to cylinder location. Refer
to a service manual for actual cylinder and injector circuit locations. For example, on earlier 3.3L and 3.8L
V6 SBEC engines, INJ 1 circuit test is actually testing the injector on cylinder number 2.
INJECTOR CYLINDER
TEST LOCATION
Injector(s) #1 Cyl. 2
TABLE 5-4. 3.3L and 3.8L Injector/Cylinder Reference Chart

OBD CONTROLS
F0: RPM CONTROL
F1: ACTUATOR TEST
F2: RESET MEMORY
ENTER ACTUATOR
CONTROL TEST ID, THEN
OPERATION = ON
PROMPT = OFF
3 SECONDS OR
PRESS u KEY
ACTUATOR TEST x
01: IGN. COIL 1
02: IGN. COIL 2
03: IGN. COIL 3
d u
ACTUATOR MENUS
ACTUATOR TEST x
14: CANISTER PURGE
15: S/C SOLENOIDS
16: ALT. FIELD
FOR EXAMPLE, TO SELECT

ALTERNATOR FIELD PRESS 1 , 6
THEN e.
u ENGINE SPEED
2850 RPM ALT
ENG. IDLE SPEED ON = ACTUATOR CONTROLLED ON
890 RPM ON (ONLY AFTER u IS PRESSED)
d
u d TOGGLES ACTUATOR
u BETWEEN ON AND
NORMAL EEC CONTROL
x ENGINE SPEED
2850 RPM ALT
ENG. IDLE SPEED BLANK = ACTUATOR NOT
890 RPM CONTROLLED ON
OTHER DATA
LIST SCREENS
FIGURE 5-18. Actuator Test
ACTIVE KEYS
)-( Specify actuator to control.
u Turn selected actuator on.
d Restore normal EEC control of actuator.
e Begin controlling specified actuator.
x Exit from Activator Tests mode and return control of selected output to the EEC.

SUBMODE F2: RESET MEMORY

The following Reset Memory functions are applicable to most 1990 and later engine systems. Not all
selections are available for all engine systems.
F0: Adaptive Fuel
This submode allows you to reset the Adaptive Fuel setting after a repair has been made. For instance, if a
rich fuel condition exists, the adaptive fuel parameter changes to dilute the mixture to a normal air/fuel ratio.
After the cause of the rich fuel condition is repaired, the adaptive fuel parameter memory should be reset to
its nominal setting. This reset is applicable to 1990 and later vehicles.
F1: AIS Counter
This submode allows you to reset the AIS Counter to a nominal position after a repair has been made. The
AIS Counter attempts to compensate for abnormal air/fuel ratio readings. For example, vacuum leaks cause
the AIS motor to fully extend. The EEC remembers the previous motor position and sets the motor in the
fully extended position at each start. After the vacuum leaks are repaired, this procedure should be
performed. This reset is applicable to 1990 and later vehicles.
F2: Minimum Throttle
This submode allows you to reset the Minimum Throttle memory after a repair has been made. For instance,
if the Throttle Position Sensor is replaced and the Minimum Throttle Position reading in the EEC memory is
different, this mode resets the minimum value to 1.25 volts. The Minimum Throttle memory then changes
as the EEC learns the new minimum throttle position. This reset is applicable to 1990 and later vehicles.
F3: Cam/Crank
This reset is only applicable to 1995 and later 2.0L Cirrus, Stratus, Breeze, and Neon vehicles.
F0: Sync
The Sync submode allows you to reset the lost Cam, Crank, and Sync status within the last 50 vehicle starts.
This procedure is performed on the applicable vehicles when a timing belt only has been replaced.
F1: Relearn
This submode allows the engine controller to relearn and write to memory the camshaft and crankshaft
alignment after a timing belt or related hardware have been serviced. The re-learn should only be done if
any of the following items have been serviced: Camshaft, Camshaft position sensor, Target Magnet,
Camshaft Sprocket, Crankshaft, Crankshaft Sprocket, Cylinder Block, Cylinder Head, Head Gasket, PCM,
Tensioner, Timing Belt, Water Pump.
F4: Door Locks
This submode allows you to change the automatic door lock setting that is stored in the PCM memory of the
vehicle. You can enable or disable the automatic door locking feature that occurs when the vehicle reaches
15 miles per hour. This reset is applicable to 1994-97 LH and 1995-97 JA model vehicles.

F5: Flex Fuel %
This submode allows you to reset the Flex Fuel Percentage to zero following a service diagnostic drain/refill
event. It allows for the Flex Fuel Vehicle sensor to re-learn the percentage of ethanol content in the fuel.
F6: Misfire Adapt
This submode allows you to reset the Misfire Adaptive Numerator Values.
F7: OBD Data
This submode allows you to reset the On-Board Diagnostic data stored in ECU memory. OBD data
includes DTCs, Freeze Frame Data, 1 Trip Failures, OBD II Readiness, Good Trips, and Warm-Up
Counters.
F8: All Values
This submode allows you to reset the memory for OBD Data, all Adaptive Memory Cells, TPS Minimum
Learned Voltage, Stored Fuel Shut-Off Reason, Engine Run and Stall Time, Misfire Adaptive Numerator
Values, and AIS Adaptives.
To select Reset Memory, do the following:

1. The vehicle must have the Key ON and the Engine OFF before attempting the reset.
2. Select the OBD CONTROLS mode from the Test Mode menu by pressing $.
3. Select Reset Memory submode from the OBD Controls menu by pressing @.
4. Select the desired reset function by pressing the key listed in front of the reset description.
5. If the reset was unsuccessful, the tester displays a screen that notifies the user that the reset was denied.
Press the X key to return to the Reset Memory menu.
6. If the reset was successful, the tester displays a reset confirmation screen then return to the Reset
Memory menu.

SELECT MODE
F4: OBD CONTROLS
F5: SYSTEM TESTS
F8: INFORMATION
SELECT CONTROL
F0: RPM CONTROL
F1: ACTUATOR TEST
F2: RESET MEMORY
SELECT CONTROL
F0: ADAPTIVE FUEL
F1: AIS COUNTER
F2: MIN THROTTLE
F3: CAM/CRANK
F4: DOOR LOCKS
F5: FLEX FUEL %
F6: MISFIRE ADAPT
F7: OBD DATA
F8: ALL VALUES
)X
xxxxxxxxxxxxx
BEING RESET
RESET DENIED RESET COMPLETE

x or
3 Seconds
xxxxxxxxxxxxxx xxxxxxxxxxxxx
RESET DENIED RESET
[EXIT]
FIGURE 5-19. Example of Reset Memory
ACTIVE KEYS
@ Select Reset Memory from the Select Control menu.
X Return to the Select Control menu for OBD Controls menu.

SUBMODE F3: ASD FUEL SYSTEM TEST

The following OBD Control is only applicable to 1990 and later SBEC and JTEC models selected under F0:
ENGINE systems.
The ASD Fuel System test mode is similar to the ASD Actuator test, but rather than cycling the ASD relay,
it is turned on continuously to allow diagnosis of fuel system problems.
To select Fuel System test, do the following:

1. The vehicle must have the Engine Off and the Key On.
2. Select the OBD CONTROLS mode from the Select Mode menu by pressing $.
3. Select the ASD FUEL submode test from the OBD Controls menu by pressing #.
4. If the engine is running or the test is not available for the vehicle being tested, the tester displays ENG.
RUNNING OR REQUESTED TEST NOT AVAILABLE [EXIT]. Press X to return to the OBD
Controls menu.
5. If the ASD relay is turned on, the tester displays the Data List screens and ASD is displayed at the end of
the second line. The Data List may be scrolled by using the Y and N keys. You may now proceed
with fuel system diagnosis.
6. When the test is completed, pressing X turns the ASD relay off and return the tester screen to the
OBD Controls menu.
CONTROL MODE
F4: OBD CONTROLS
F5: SYSTEM TESTS
F8: INFORMATION
SELECT CONTROL
F3: ASD FUEL TEST
F4: MIN AIR IDLE
F9: MORE
x x
ENG. RUNNING OR ENGINE SPEED

REQUESTED TEST 2850 RPM ASD
NOT AVAILABLE ENG. IDLE SPEED Indicates ASD relay
x is turned on.
[EXIT] 890 RPM ON
OTHER DATA
LIST SCREENS
FIGURE 5-20. ASD Fuel System Test
ACTIVE KEYS
# Select ASD Fuel Test from the Select Control menu.
X Return to OBD Controls menu.

SUBMODE F4: MINIMUM AIRFLOW IDLE SPEED TEST

The following OBD Control is only applicable to 1989 and later models (except 1989 2.2L Turbo II)
selected under F0: ENGINE systems. Not all engine systems support this test.
The Minimum Airflow Idle Speed function of the EEC causes the EEC to move the AIS motor to the closed
position and provide fuel enrichment. The tester displays the resulting RPM.
To select Minimum Airflow Idle Speed test, do the following:

2. From the OBD Controls menu, press $ to select MIN AIR IDLE.
3. The tester commands the Minimum Airflow Idle Speed EEC function and displays the engine RPM.
Wait 30 sec. for the RPM to stabilize before reading RPM.
MINIMUM AIRFLOW
IDLE SPEED
720 RPM
4. Press X to return to the Test Mode menu.

On some Chrysler applications, normal engine idle speed may not be resumed after exiting the Minimum
Airflow Idle Speed test. In this case, depress the throttle slightly and release, or cycle the ignition key
(turn engine off and then restart).
SELECT MODE
F4: OBD CONTROLS
F5: SYSTEM TESTS
F8: INFORMATION
$
SELECT CONTROL
F3: ASD FUEL TEST
F4: MIN AIR IDLE
F9: MORE
MINUMUM AIRFLOW x
IDLE SPEED
720 RPM
FIGURE 5-21. Minimum Airflow Idle Speed Test
ACTIVE KEYS
$ Select Minimum Airflow Idle Speed from the Select Control menu.
x Return to OBD Controls menu.

SUBMODE F5: FUEL INJECTOR KILL TEST

The following OBD Control is only applicable to the 1994 LH body, the 1995 LH and JA bodies, and all
1996 and newer vehicles.
The Injector Kill Test mode allows you to manually shut off each individual fuel injector. This mode is used
to isolate weak or non-contributing cylinders by effectively disconnecting the fuel injector from the PCM.
Injector Kill Test is not necessarily a test of the fuel injector but rather a test of the contributing cylinder. By
shutting off individual injectors and monitoring the drop in engine speed, the performance of each of the
cylinders can be gauged.
NOTE
Each fuel injector can only be shut off for a time period of 10 seconds.
After 10 seconds, control of the fuel injector is returned to the PCM.
To select Fuel Injector Kill test, do the following:

1. Press $ to select OBD CONTROL from the Select Mode menu.
2. Press % to select INJECTOR KILL TEST from the OBD Control menu.
3. The tester instructs you to set the parking brake, block wheels, start engine, turn off accessories, and
place transmission in Park or Neutral. These screens are passed by pressing E. If vehicle does not
meet the required conditions, the test does not allow you to continue and displays the necessary
conditions. You are then returned to the OBD Control menu.
4. Instructions are given as how to control the fuel injector, then press E.
5. Use the ! - ) keys to select the fuel injector to control. (F1=Injector 1, F2=Injector 2, ,
F0=Injector 10). After selecting the fuel injector, the tester screen displays the selected injector, the
control status of the injector, and the engine speed. On particular vehicles, the data list may be available
for display during the test.
6. Press D to shut off the selected fuel injector. OFF is displayed in the lower right hand corner. The shut
off fuel injector automatically is re-enabled after 10 seconds. Pressing U, X, or a new fuel injector
returns the disabled injector to normal operating condition. By selecting a new injector to control, the
previous injector is returned to normal operating condition and the newly selected injector is displayed
on the screen ready for control.
7. Press X when you are done with the Injector Kill Test. Instructions are displayed describing how to
exit the test. DTCs may be set after completing the test. Check and erase any DTCs.

SELECT MODE
F4: OBD CONTROLS
F5: SYSTEM TESTS
F8: INFORMATION
OBD CONTROL
F3: ASD FUEL TEST
F4: MIN AIR IDLE
F5: INJ KILL TEST
SET PARK BRAKE,

BLOCK WHEELS,
START ENGINE,
[ENTER]
TURN ACC. OFF,

PLACE TRANS IN
PARK OR NEUTRAL
[ENTER]
If necessary conditions not met. e
TO PERFORM FUEL
INJ. KILL TEST
THE FOLLOWING
CONDITIONS
MUST BE MET: INJECTOR CONTROL

ECT = 180 - 230F = INJECTOR OFF
TPS = MIN TPS = NORMAL STATE
VSS = 0 MPH [ENTER]
D
e
P/N SW=P OR N
TARGET IDLE=
+/300 RPM
[EXIT]
INJECTOR: 1 SELECT INJECTOR:

STATUS: NORMAL F1: INJECTOR 1
ENGINE RPM: :
1000 F8: INJECTOR 8
U, X, d x
10 sec
INJECTOR: 1 TURN KEY ON. DTC

STATUS: OFF MAY BE SET DUE
ENGINE RPM: TO TEST. CHECK
923 AND ERASE. [EXIT]
FIGURE 5-22. Example of Fuel Injector Kill Test
ACTIVE KEYS
% Select Injector Kill Test from OBD Control menu.
u Return fuel injector to normal operating condition.
d Shut off selected fuel injector during test.
!-) Select fuel injector for control during Injector Kill Test. (F0=Injector 10)
x Return fuel injector to normal operating condition under control of the PCM. Return to
Injector Kill Test menu.

SUBMODE F6: PURGE TEST

The following Purge test applies to all 1996 and newer vehicles with gasoline engines.
The PURGE TEST mode allows you to manually control purge flow at the purge valve. You are allowed to
control purge flow while viewing desired parameters in data list mode. On specific 1998 and newer
passenger car vehicles, you are allowed to control the amount of purge by 10% increments. If control of the
Purge test belongs to the user, the tester returns control to the PCM after 30 seconds.
To select Purge test, do the following:

2. Press ^ to select PURGE TEST from the OBD Control menu.
3. Press ), !, @ to select the Purge test of your choice.
4. The tester instructs you to inspect all vacuum lines and check for proper routing and then describes the
keys necessary to perform the test. Press e.
5. Press u to begin control of the Purge test while viewing parameters in data list mode. Press d key or
x key to return purge control to the PCM. You can increase or decrease purge flow by 10%
increments with u and d on selected 1998 and newer passenger car vehicles.
6. Press x from the PCM controlled purge test to exit the test and return to the Purge menu.
S
ACTIVE KEYS
^ Select Purge Vapors Test from OBD Control menu.
u Block purge flow to intake manifold. Purge vapors to intake manifold. Increase purge flow by
10% increments.
d Return control of purge solenoid to PCM. Decrease purge flow by 10% increments.
y,n Scroll through parameters in the data list.
x Return purge solenoid to normal operating condition under control of the PCM. Return to
Purge Test menu.

SELECT MODE
F4: OBD CONTROLS
F5: SYSTEM TESTS
F8: INFORMATION
SELECT CONTROL
F6:PURGE TEST
SELECT CONTROL
F0: BLOCK
F1: FLOW
F2: VARY PURGE
) ! @
INSPECT VACUUM
LINES AND CHECK
FOR PROPER
ROUTING. [ENTER]
) ! Selected Vehicles Only
= BLOCK PURGE = PURGE VAPORS = INCREASE PURGE

= NORMAL = NORMAL = DECREASE PURGE
[ENTER] [ENTER] [ENTER]
e e e
SHORT TERM ADAPT SHORT TERM ADAPT SHORT TERM ADAPT

XX% XX% XX%
LONG TERM ADAPT LONG TERM ADAPT LONG TERM ADAPT
XX% XX% XX%
U U U
D D
SHORT TERM ADAPT SHORT TERM ADAPT SHORT TERM ADAPT

XX% XX% XX%
LONG TERM ADAPT LONG TERM ADAPT LONG TERM ADAPT
XX% BLK XX% FLW XX% 0%
SHORT TERM ADAPT

XX%
LONG TERM ADAPT
XX% 10%
FIGURE 5-23. Purge Test

SUBMODE F7: EGR TEST

The following EGR test applies to select 1996 and newer engine systems.
The EGR TEST mode allows you to manually control the block or flow of exhaust gas recirculation to the
intake manifold. You are allowed to control EGR while viewing data parameters in data list mode. On
specific 1998 and newer vehicles you are allowed to control the amount of EGR flow by 10% increments. If
control of the EGR Test belongs to the user, the tester returns control to the PCM after 30 seconds.
To select EGR test, do the following:

2. Press & to select EGR TEST from the OBD Control menu.
3. Press ), !, @ to select the EGR test of your choice.
4. The tester instructs you to check all hoses and tubes and make sure the engine is running and warmed.
The tester defines the necessary keys to perform the test. Press e.
5. Press u to begin the EGR test while viewing data list mode. Press d or x to return EGR control
to the PCM. You can increase or decrease EGR flow by 10% increments with u and d on certain
1998 and newer vehicles. Data list mode is available during the EGR test to monitor the vehicles
response.
6. Press x to return to the EGR menu.

SELECT MODE
F4: OBD CONTROLS
F5: SYSTEM TESTS
F8: INFORMATION
SELECT CONTROL
F7: EGR TEST
F8: BASE TIMING
F9: MORE
&
SELECT CONTROL
F0: BLOCK EGR
F1: FLOW EGR
F2: VARY EGR
) ! @
CHECK ALL HOSES,

TUBES. ENGINE
SHOULD BE WARM &
RUNNING. [ENTER]
) ! Selected Vehicles Only
= TO BLOCK EGR = TO FLOW EGR = INCREASE FLOW

= NORMAL EGR = NORMAL EGR = DECREASE FLOW
e e e
VAC (kPa,in Hg) VAC (kPa,in Hg) VAC (kPa,in Hg)

68 20.1 68 20.1 68 20.1
BARO (kPa, in Hg) BARO (kPa, in Hg) BARO (kPa, in Hg)
101 30.1 101 30.1 101 30.1
U U U
D, x, D, x, D, x,
or 30 sec. or 30 sec. or 30 sec.
VAC (kPa,in Hg) VAC (kPa,in Hg) VAC (kPa,in Hg)

68 20.1 68 20.1 68 20.1
BARO (kPa, in Hg) BARO (kPa, in Hg) BARO (kPa, in Hg)
101 30.1 BLK 101 30.1 FLW 101 30.1 0%
U
D, x,
or 30 sec.
VAC (kPa,in Hg)

68 20.1
BARO (kPa, in Hg)
101 30.1 10%
FIGURE 5-24. EGR Test
ACTIVE KEYS
& Select EGR Test from OBD Control menu.
u Block EGR flow to intake manifold. Flow EGR to intake manifold. Increase EGR flow by
10% increments.
d Return control of EGR solenoid to PCM. Decrease EGR flow by 10% increments.
y-n Scroll through parameters in the data list.
x Return control of EGR solenoid to PCM. Return to Purge Test menu.

SUBMODE F8: BASE TIMING

The following test is only available on selected 1991-95 models with engines that have distributor ignition
(DI) systems with adjustable ignition timing (excluding 2.5L Dakota and engines with a crankshaft position
sensor).
In this test, the tester commands the SBEC module to eliminate spark scatter ignition firing while the engine
is running at idle. When spark scatter is eliminated, the engine is running in base timing mode.
If an engine supports this test, disconnection of the Engine Coolant Temperature (ECT) sensor is not
required when checking ignition timing. Connect a strobe timing lamp and perform all steps necessary to
check timing, except for disconnection of the ECT sensor. Additionally, because disconnection of the ECT
sensor is not required, a DTC is not set.
To select Base Timing, do the following:

1. Set parking brake and block drive wheels.
2. Start warm engine and allow to idle.
3. From the Test Mode menu, press $ to enter the OBD Controls mode.
4. From the OBD Controls menu, press * to enter the Base Timing mode.
5. The tester prompts you to perform necessary safety preparation steps.
6. A status screen indicating base timing test enabled is displayed. This is followed by an information
screen that has engine RPM and spark advance displayed on the tester.
Both engine RPM and spark advance (base ignition timing value) are actual values as input to the SBEC
controller. At this time use a strobe timing lamp to verify base ignition timing. If it appears that the
groove in the balancer is still moving back and forth (indicating spark scatter operation), wait a few
seconds for the SBEC controller to stop all other routines. At that time, the balancer groove stops
moving back and forth and base timing can be checked.
Chrysler engines with EI (distributorless ignition) may not be equipped with timing tabs on engine.
Refer to Chrysler service manuals for further information.
7. If during the test, the accelerator pedal is depressed or the vehicle is placed in gear, a message indicating
the test is invalid is displayed.
8. When you are finished performing the Base Timing test, press X from the information screen.
When this is performed, control of ignition timing is returned to the SBEC controller and spark scatter
ignition firing is resumed.

SELECT MODE:
F4: OBD CONTROLS
F5: SYSTEM TESTS
F8: INFORMATION
SELECT CONTROL
F7: EGR TEST
F8: BASE TIMING
F9: MORE
SET PARK BRAKE

BLOCK WHEELS
AND START ENGINE
THEN PRESS [YES]
TURN ACC OFF,

PLACE TRANS
IN PARK OR NEUT.
THEN PRESS [YES]
x
OR y
3 Sec.
REQUESTED TEST
NOT AVAILABLE
[EXIT]
BASE TIMING TEST BASE TIMING TEST

BASE TIMING TEST INVALID DUE TO INVALID DUE TO
ENABLED OPEN THROTTLE TRANS IN GEAR
[EXIT] [EXIT]
x x
3 Sec.
SET BASE TIMING

ENG RPM = XXXX
SPK ADV = XXX
DONE? [EXIT]
FIGURE 5-25. Base Timing
ACTIVE KEYS
* Select Base Timing from OBD Control menu.
y View next screen of text.
x Return to normal operation. Return to OBD Control menu.

SUBMODE F9: MORE
Submode F1: Reset EMR Lamp (Minivans/Trucks only)
The following OBD Controls are only applicable to 1989 and later SBEC and JTEC minivans and trucks
selected under F0: ENGINE systems.
On 1989 and later model trucks, the Emissions Maintenance Reminder (EMR) lamp on the dashboard lights
up at a predetermined odometer setting. The lamp can be turned off by using the EMR Lamp Reset
procedure.
To select EMR Lamp Reset, do the following:

1. From the Test Mode menu, press $ to enter the OBD Controls mode.
2. For 1989 models make sure the engine is not running.
3. From the OBD Controls menu, select MORE by pressing ( to view additional OBD controls.
4. From the OBD Controls menu, press ! to enter the EMR Lamp Reset procedure.
NOTE
Engine must not be running.
5. The tester commands the EEC to turn off the EMR Lamp and display the following screen for two
seconds:
EMISSION
MAINTENANCE
REMINDER LAMP
BEING RESET
6. If the tester senses the EMR Lamp has been successfully reset, it displays the following, then return to
the OBD Controls menu.
EMISSION
MAINTENANCE
REMINDER LAMP
RESET
7. If the tester displays the screen below, it has received an unexpected response from the controller or the
controller has denied the EMR lamp reset. Check the status of the EMR lamp. The lamp may have been
successfully reset even though the tester received the unexpected response. If the EMR lamp is still
illuminated, the reset request has been denied by the controller due to a fault.
RESET COMMANDED.
IF UNSUCCESSFUL,
SEE OPERATORS
MANUAL [EXIT]
Press X to return to OBD Controls menu.

SELECT MODE
F4: OBD CONTROLS
F5: SYSTEM TESTS
F8: INFORMATION
SELECT CONTROL
F6: PURGE
F7: EGR TEST
F9: MORE
SELECT CONTROL
F1: RESET EMR
F2: UPDATE BARO.
F3: PROGRAM VIN
EMISSION
MAINTENANCE
REMINDER LAMP
BEING RESET
X X
EMISSION RESET COMMANDED.

MAINTENANCE IF UNSUCCESSFUL,
REMINDER LAMP SEE OPERATORS
RESET MANUAL [EXIT]
FIGURE 5-26. EMR Lamp Reset
ACTIVE KEYS
! Select Reset EMR Lamp from the Select Control menu.
( Select more tests.

Submode F2: Update Barometer
The following test is only available for 1989 and later SBEC and JTEC turbocharged models (except 1989
2.2L Turbo II and Cummins Diesel Truck) selected under F0: ENGINE systems.
In this mode the tester energizes the Barometric Pressure Read Solenoid and the barometric pressure is read
by the EEC.
To select Update Barometer, do the following:

1. Select OBD Controls from the Select Mode menu by pressing $.
2. Select MORE from the OBD Controls menu by pressing ( to view additional OBD controls.
3. From the OBD Controls menu press @ to select UPDATE BAROMETER.
4. The tester displays RUN ENGINE AT IDLE SPEED. Start the engine and let it idle.
5. The Barometric Pressure Read Solenoid is activated and the current barometric pressure is determined.
BAROMETRIC READ SOLENOID UPDATE BEING PERFORMED is displayed on the tester screen.
6. If the barometric pressure cannot be updated, the tester informs you BAROMETRIC READ
SOLENOID UPDATE DENIED [EXIT]. Press the X key to return to OBD Controls menu.
7. When the barometer reading has been updated the tester displays BAROMETRIC READ SOLENOID
UPDATE COMPLETE [EXIT].
8. Press X to return to the OBD Controls menu.

SELECT MODE
F4: OBD CONTROLS
F5: SYSTEM TESTS
F8: INFORMATION
$
SELECT CONTROL
F6: PURGE TEST
F7: EGR TEST
F9: MORE
(
SELECT CONTROL
F1: RESET EMR
F2: UPDATE BARO.
F3: PROGRAM VIN
RUN ENGINE AT
IDLE SPEED
BAROMETRIC READ
SOLENOID UPDATE
BEING PERFORMED
Update Denied Update Complete
x x
BAROMETRIC READ BAROMETRIC READ

SOLENOID UPDATE SOLENOID UPDATE
DENIED COMPLETE
[EXIT] [EXIT]
FIGURE 5-27. Update Barometer
ACTIVE KEYS
@ Select Update Barometer from the Select Control menu.
( Select more tests.

Submode F3: Program VIN
The following test is supported for all 1996 and newer vehicles.
This procedure allows you to reprogram a new Powertrain Control Module (PCM) with the vehicles
original identification number (VIN). When replacing a PCM with Sentry Key Immobilizer Module
(SKIM), this procedure must be performed in order for the vehicle to operate. If you attempt to change a
VIN that is correctly stored in a PCM, the PCM does not allow you to change it. If the VIN stored in the
PCM is not valid, you are allowed to correct it.
To select Program VIN, do the following:

1. Select OBD Controls from the Select Mode menu by pressing $.
2. Select MORE from the Select Control menu by pressing (.
3. Select PROGRAM VIN from the Select Control menu by pressing #.
4. Read the test information that is displayed on the tester screens. You may scroll through the screens
using the up and down arrows.
5. Once you have read the information, press e to begin VIN programming. The PCM does not
allow you to change the VIN if it is determined to be valid.
6. Enter the new VIN or correct an invalid VIN using the different arrow keys.
7. The PCM notifies you whether the procedure was successful or unsuccessful.

SELECT MODE
F4: OBD CONTROLS
F5: SYSTEM TESTS
F8: INFORMATION
$
SELECT CONTROL
F9: MORE
SELECT CONTROL
F3: PROGRAM VIN
Programming VIN should

only be performed when
replacing the PCM.
Be careful to enter the
correct VIN.
[ENTER]
= SCROLL
= LEFT/RIGHT
ENTER = PROGRAM
[ENTER]
User selects VIN
e characters
VIN:
00000000000
000000
VIN
1B7GL23X3VS
249740
CORRECT? [YES/NO]
VIN Programming Programming VIN VIN Programming

not successful. Please wait... successful.
[ENTER] [ENTER]
e e
Turn key OFF.

Turn key ON and
start engine to
complete. [EXIT]
FIGURE 5-28. Program VIN

ACTIVE KEYS
u,d Scroll through characters.
l,r Move to next VIN character.
e Program VIN.
x Return to OBD Control menu.
Submode F4: Linear IAC
The following Linear Intake Air Control test applies to the 2001 and newer PL (Neon) and RS (Caravan,
Voyager, and Town & Country) vehicles with SBEC engine systems.
The Linear Intake Air Control test allows you to manually control the position of the IAC valve from
completely open to completely closed. You are allowed to control Linear IAC with the Key On and the
Engine Off while viewing the IAC Current input to the PCM. You are allowed to control IAC position in
1% increments. Control of the IAC is returned to the PCM after 5 minutes.
To select Linear IAC, do the following:

2. Select MORE from the OBD Controls menu by pressing (.
3. Select Linear IAC test from the OBD Controls menu by pressing $.
4. Press ), !, @ to select the Linear IAC test of your choice.
5. The tester displays define the functional keys. Press e.
6. Press u to begin the test. Press d or EXIT to return control to the PCM. You can increase or decrease
the IAC valve position by 1% increments.
7. Press x to return to the Linear IAC menu.

SELECT MODE
F4: OBD CONTROLS
F5: SYSTEM TESTS
F8: INFORMATION
$
SELECT CONTROL
F9: MORE
SELECT CONTROL
F3: PROGRAM VIN
F4: LINEAR IAC
SELECT CONTROL
F0: FULLY OPEN
F1: FULLY CLOSED
F2: VARIABLE
) ! @
TO PERFORM THIS
TEST, THE ENGINE
MUST BE OFF.
[ENTER]
) ! @
= FULLY OPEN = FULLY CLOSED = INCREASE

= NORMAL = NORMAL = DECREASE
e e e
LINEAR IAC LINEAR IAC LINEAR IAC

STATUS: NORMAL STATUS: NORMAL STATUS: NORMAL
IAC CURRENT (mA) IAC CURRENT (mA) IAC CURRENT (mA)
XXX XXX XXX
u D, X, u u
D, X,
or 5 minutes or 5 minutes
LINEAR IAC LINEAR IAC LINEAR IAC

STATUS:OPEN STATUS: CLOSED STATUS: 0%
IAC CURRENT (mA) IAC CURRENT (mA) IAC CURRENT (mA)
XXX XXX XXX
u
D, X,
or 5 minutes
LINEAR IAC
STATUS: 1%
IAC CURRENT (mA)
XXX
FIGURE 5-29. Linear IAC Test Example
ACTIVE KEYS
u Fully Open IAC Valve. Fully Close IAC Valve. Open Valve by 1% increments.
d Return control of IAC to PCM. Close Valve by 1% increments.
x Return control of IAC to PCM. Return to Linear IAC menu.

Mode F4: OBD Controls - Transmission 5. Selecting and Operating Test Modes
MODE F4: OBD CONTROLS - TRANSMISSION
SUBMODE F0: A/T OUTPUTS
Submode F0-F3: LR, 2-4, UD, OD Solenoid41TE, 42LE, 42RLE

Submode F0-F5: LRCC, 2C, UD, OD, 4C, MS Solenoid45RFE
The following solenoid tests are only applicable to 1988 and later 41TE/AE (A604), 42LE (A606), 45RFE,
and 42RLE EATX controllers which communicate using the CCD protocol or the PCI Bus data link.
NOTE Solenoid tests for the 4xRE transmission are not listed in this section of the
manual. Refer to Submode F1: Actuator Test on page 115 for support of
4xRE solenoid tests.
Depending on the selected solenoid, you can remotely control the transmission shift solenoid(s). Once
activated, the tester commands the EATX controller to cycle the selected solenoid ON/OFF. While
controlling the solenoid, Data List parameters are displayed. All of the regular F0: Data List functions are
available.
All solenoid tests can be performed with Key On, Engine Off (KOEO) or Key On, Engine Running
(KOER). Testing solenoids in a KOEO condition is useful when testing solenoid electrical circuits since the
danger from wheel rotation is eliminated (In KOEO testing, all solenoids are cycled 3 seconds ON, 3
seconds OFF).
Testing solenoids in a KOER condition is useful when testing solenoid electrical circuits and transmission
hydraulics. However, exercise care when performing KOER solenoid tests since you now are commanding
the transmission into a drive gear and wheel rotation can occur (remember to raise and support the wheels
when performing KOER solenoid tests).
Depress the brake pedal and place the shift lever in the park position before exiting the solenoid test.
The solenoid can be in one of two states:

ON Tester overrides EATX control and begins solenoid test.
OFF Turns off solenoid test and solenoid control is returned to EATX controller.
Prior to performing an EATX Solenoid test, make sure drive wheels are
CAUTION! raised and supported. Before exiting any solenoid actuator test, depress the
brake pedal and place the shift lever in the PARK position. Further,
CAUTION
carefully follow the instructions that appear on the tester display and those
found in Chrysler service diagnostic manuals.
To select Solenoid Tests, do the following:

1. Select the transmission solenoid you wish to test from the A/T Outputs menu by pressing the appropriate
function key.
2. If you are testing with the engine running, follow the messages that are displayed on the tester screen.
You are reminded to set the parking brake, raise and support the vehicle, depress the brake pedal, and

select transmission gear overdrive range. If you are testing with the engine off, simply press E to
pass the reminder screens.
3. Once the tester displays the data list you are ready to begin the solenoid test. An actuator can be in one of
two controlled states:
Press the U key to override control of the EATX controller and force the solenoid test on. The
solenoid is cycled on and off by the tester during the actuator test to prevent damage.
Press the D key to return the solenoid test to normal EATX control.
4. If you leave the solenoid ON indefinitely, the EATX controller turns it off after three minutes to prevent
possible damage to the actuator.
5. The data list parameters are displayed while the solenoid actuator is being controlled. A two or three
character message is displayed at end of line 2 of the display. These characters serve as a reminder as to
which solenoid is being controlled. The last three characters of line 4 of the display reads ON if the
normal state is being overridden by the tester.
6. When you are finished performing the solenoid test, turn the solenoid ON then press X. When this
is performed, control of the selected solenoid is returned to the EATX controller.

SELECT SOLENOID
FROM TEST MENU
LIFT DRIVE TIRES

OFF GROUND AND
SET PARK BRAKE.
[ENTER]
PRESS AND HOLD

BRAKE PEDAL, MOVE
SHIFT LEVER TO
OVERDRIVE [ENTER]
TURBINE SPEED
XXXX RPM 2-4
OUTPUT SPEED
XXXX RPM
NOTE: Depress brake

u pedal before commanding
Solenoid Test "ON"
TURBINE SPEED
XXXX RPM 2-4
OUTPUT SPEED
XXXX RPM ON
d Command Solenoid
Test "OFF"
TURBINE SPEED
XXXX RPM 2-4
OUTPUT SPEED
XXXX RPM OFF
u Command Solenoid
Test "ON"
TURBINE SPEED
XXXX RPM 2-4
OUTPUT SPEED
XXXX RPM ON
NOTE: Exit test

x with Solenoid Test
commanded "ON"
DEPRESS BRAKE
PEDAL,
SHIFT TO PARK
FIGURE 5-30. Example of Performing a Solenoid Test

ACTIVE KEYS
) Selects LR Solenoid actuator test; selects LRCC Solenoid actuator test.
! Selects 2-4 Solenoid actuator test; selects 2C Solenoid actuator test.
@ Selects UD Solenoid actuator test.
# Selects OD Solenoid actuator test.
$ Selects 4C Solenoid actuator test.
% Selects MS Solenoid actuator test.
u Turns solenoid actuator on.
d Turns solenoid actuator off.
x Exit from solenoid actuator test (solenoid test commanded on).

Submode F0-3: Solenoid A, B, C
The following solenoid tests are only applicable to the 1997-2001 Jeep Cherokee AW4 (Aisin) ECU which
communicates on and is diagnosed with the CCD Bus.
Depending on the test that you select, the solenoid tests allow you to remotely control the transmission shift
solenoid(s). Once activated, the tester commands the AW4 ECU to cycle the selected solenoid ON/OFF.
While controlling the solenoid, Data List parameters are displayed. All of the regular F0: Data List
functions are available.
All solenoid tests can be performed with Key On, Engine Off (KOEO) or Key On, Engine Running
(KOER). Testing solenoids in a KOEO condition is useful when testing solenoid electrical circuits since the
danger from wheel rotation is eliminated.
Testing solenoids in a KOER condition is useful when testing solenoid electrical circuits and transmission
hydraulics. However, exercise caution when performing KOER solenoid tests since you now are
commanding the transmission into a drive gear and wheel rotation can occur.
Depress the brake pedal and place the shift lever in the PARK position before exiting the solenoid test.
The solenoid can be in one of two states:

ON Tester overrides AW4 control and begins solenoid test.
OFF Turns off solenoid test and solenoid control is returned to AW4 ECU.
CAUTION! Prior to performing a solenoid test, follow directions displayed on the

tester screen. Before exiting any solenoid actuator test, depress the brake
CAUTION pedal and place the shift lever in the PARK position. Further, carefully
follow the instructions found in Chrysler service diagnostic manuals.
To select Solenoid tests (Jeep Cherokee), do the following:

1. Select the transmission solenoid you wish to test from the A/T Outputs menu by pressing the appropriate
function key:
F0: Solenoid A (1-2 and 3-4)
F1: Solenoid B (2-3)
F2: Solenoid C (TCC)
2. Follow the messages that are displayed on the tester screen. You are reminded to block drive wheels,
place shift lever in park or neutral, and keep brake pedal depressed during activation. If the above safety
messages are not followed, the test is aborted.
3. Once the tester displays the data list, you are ready to begin the solenoid test. The tester automatically
begins to cycle the solenoid to the ON and OFF position.
Press the U key to override control of the AW4 controller and force the solenoid to cycle ON and
OFF.
Press the D key to return the solenoid test to normal AW4 control.
4. If you leave the solenoid ON indefinitely, the AW4 controller turns it off after three minutes to prevent
possible damage to the actuator.
5. The data list parameters are displayed while the solenoid actuator is being controlled. A two or three
character message is displayed at end of line 2 of the display. These characters serve as a reminder as to

which solenoid is being controlled. The last three characters of line 4 of the display reads ON if the
normal state is being overridden by the tester.
6. When you are finished performing the solenoid test, press X. When this is performed, control of the
selected solenoid is returned to the AW4 controller.
SELECT SOLENOID
FROM TEST MENU
BLOCK DRIVE
WHEELS. PLACE
SHIFT LEVER IN
PARK OR NEUTRAL.
3 Seconds
KEEP BRAKE
PEDAL DEPRESSED
DURING ACTUATOR
TEST [ENTER]
TPS(V)
0.8V SSA
BATTERY VOLTAGE
13.8 V
NOTE: Depress brake

u pedal before commanding
Solenoid Test "ON"
TPS(V)
0.8V SSA
BATTERY VOLTAGE
13.8 V ON
d Command Solenoid
Test "OFF"
TPS(V)
0.8V SSA
BATTERY VOLTAGE
13.8 V
FIGURE 5-31. Example of Performing a Solenoid Actuator Test
ACTIVE KEYS
) Selects Solenoid A actuator test.
! Selects Solenoid B actuator test.
@ Selects Solenoid C actuator test.
u Commands solenoid to actuate.
d Returns solenoid to normal AW4 control.
x Exit from solenoid actuator test.

SUBMODE F1: RPM DISPLAY

The following test is only available for 1988 and later vehicles with the EATX ECU selected under F1:
TRANSMISSION systems.
In this mode the tester displays engine and transmission parameters on a single display screen.
To select RPM Display, do the following:

1. From the OBD Controls Menu press !.
2. The tester displays the following data parameters:
Engine Speed
Turbine Shaft Speed
Output Shaft Speed
TPS
Current Gear
3. Press X to return to the OBD Controls Menu.
SELECT CONTROL
F0: A/T OUTPUTS
F1: RPM DISPLAY
F2: CVI MONITOR
! x
ENG SPD: 1425 GEAR

TUR SPD: 1275 1
OUT SPD: 825
TPS: 1.75
ACTIVE KEYS
! Select RPM display.

SUBMODE F2: CVI MONITOR

The following test is only available for 1988 and later vehicles with the EATX ECU selected under F1:
TRANSMISSION systems.
In this mode the tester displays Transmission Clutch Volume Index (CVI) parameters on a single display
screen along with the typical clutch volume range.
To select CVI Monitor, do the following:

1. From the OBD Controls Menu press @.
2. The tester displays the following clutch volume data parameters:
Low-Reverse
2-4
Overdrive
Underdrive
3. Press X to return to the OBD Controls Menu.
SELECT CONTROL
F0: A/T OUTPUTS
F1: RPM DISPLAY
F2: CVI MONITOR
@ x
LR: 46 (35-83)
24: 56 (20-77)
OD: 110 (75-150)
UD: 65 (24-70)
ACTIVE KEYS
@ Select CVI Monitor.
X Return to OBD Controls menu.

Mode F5: System Tests - Engine 5. Selecting and Operating Test Modes
MODE F5: SYSTEM TESTS - ENGINE

System Tests are diagnostic routines which incorporate tester-to-vehicle bi-directional command messages
for system or device control or programming. The tester performs these tests interactively, with
communication from itself to the vehicle powertrain system. All System Tests return status information
after a feature or function has been performed. When these tests are completed, a result is displayed
indicating the status of the system, procedure, or device under test. This mode is not applicable to all
vehicles.
SUBMODE F0: SET SYNC

The following test is only available on 1993 and newer 3.9L, 4.0L, 5.2L, and 5.9L fuel injected vehicles that
have distributor ignition (DI) systems. The NGC Engine ECU does not currently support this function.
While performing Set Sync, the tester should notify you whether or not the distributor is in the correct
position. If adjustment is needed, the user should loosen but not remove the distributor hold-down bolt
while in this test mode and rotate the distributor accordingly. When finished, tighten hold-down bolt.
NOTE Set Sync is for fuel synchronization only. It is not referring to ignition
timing. Do not attempt to adjust ignition timing using this test because it
has no effect. All ignition timing values are controlled by the PCM.
To select Set Sync, do the following:

1. From the Select Mode menu, select % to enter SYSTEM TESTS mode.
2. Press ) to select SET SYNC from the System Tests menu.
3. The tester prompts you to perform necessary safety preparation steps.
4. An information screen is displayed with the timing information for SET SYNC mode.
5. If during the test, the engine stops running or if the transmission is placed in gear, a message indicating
the test has been aborted is displayed.
6. When you are finished performing the SET SYNC mode, press X to return to System Tests menu.

SELECT MODE:
F4: OBD CONTROLS
F5: SYSTEM TESTS
F8: INFORMATION
SYSTEM TEST
F0: SET SYNC
SET PARK BRAKE

BLOCK WHEELS
AND START ENGINE
THEN PRESS [YES]
TURN ACC OFF,

PLACE TRANS
IN PARK OR NEUT.
THEN PRESS [YES]
x
y
SET SYNC MODE

NOT AVAILABLE
[EXIT]
TEST ABORTED TEST ABORTED

DUE TO DUE TO
ENGINE NOT TRANSMISSION IN
RUNNING [EXIT] GEAR [EXIT]
x x
SET SYNC SPEC=0 SET SYNC SPEC=0
DISTRIB. SET=xx DISTRIB. SET=xx
OUT OF SPEC. WITHIN SPEC.
ADJUST DISTRIB. NO ADJUST REQ.
x x
FIGURE 5-32. Set Sync
ACTIVE KEYS
) Select Set Sync.
x Return to System Tests menu.

SUBMODE F1: TORQUE CONVERTER CLUTCH (TCC) TEST

The following test is only available on 1996 and later Chrysler vehicles that are RWD with 4-speed
electronic transmissions.
This System Test allows you to determine whether the TCC electronic and hydraulic circuits are working
properly. If the user follows the tester instructions to hold the brakes for the entire test and place the
transmission in gear, selecting TCC=ON should cause the engine to stall if all is working properly. You are
able to view data list parameters while performing the test. The tester displays a result screen of pass or fail
after the test has been attempted. This test is applicable to trucks with a 4-speed electronically controlled
automatic transmission.
To select TCC test, do the following:

1. Start engine and run at idle speed.
2. From the Select Mode menu, select SYSTEM TEST by pressing %.
3. From the System Test menu, select TCC Test by pressing !.
4. Follow the instructions that are displayed on the tester screen. You are instructed to set the park brake,
hold the brakes, and place the transmission in drive.
5. Once the data list is displayed, you are ready to begin the TCC Test.
6. Press the U to engage the Torque Converter Clutch and stall the vehicle. If the vehicle does not stall
within 3 seconds, a test failure screen is displayed.
7. When you are finished looking at the test results, press X to return to the System Test menu.

SELECT MODE
F4: OBD CONTROLS
F5: SYSTEM TESTS
F8: INFORMATION
SYSTEM TESTS
F0: SET SYNC
F1: TCC TEST
F2: LDP MON. TEST
SET PARK BRAKE

AND HOLD BRAKES
FOR ENTIRE TEST.
[ENTER]
PLACE TRANS IN
DRIVE UNTIL TEST
IS COMPLETE
[ENTER]
PRESS U TO APPLY
TCC. ENGINE
SHOULD STALL
[ENTER]
E
TCC SOLENOID
DISENGAGED
PRESENT GEAR
1
TCC SOLENOID
ENGAGED
PRESENT GEAR
1 ON
TEST FAILED TEST PASSED
TEST FAILED. PASSED. ELECTRIC

CHECK HYDRAULIC & HYDRAULIC CKTS
OR ELECTRIC CKTS WORKING PROPERLY
[EXIT] [EXIT]
FIGURE 5-33. Torque Converter Clutch (TCC) Test
ACTIVE KEYS
! Select TCC Test.
u Engage TCC Test.
x Return to System Test menu.

SUBMODE F2: LDP MONITOR TEST

The following test is supported for most 1998 and newer SBEC and JTEC engine systems.
This system allows you to run the Leak Detection Pump (LDP) Monitor in order to verify any type of LDP
system repair. This test forces the PCM to run the LDP Monitor by bypassing the normal enable conditions
(such as low coolant temperature, low ambient temperature, and low fuel level). The PCM controls the
engine RPM, and the test should take 3 to 5 minutes to complete. Any leaks detected during this test is
stored in DTCs and Freeze Frame Data.
The tester notifies you when the test is complete. Upon completion, you should check DTCs Test Mode to
determine whether any failures were detected during the test.
To select LDP Monitor test, do the following:

1. From the Select Mode menu, select SYSTEM TESTS by pressing %.
2. From the System Test menu, select LDP MONITOR TEST by pressing @.
3. Read the test information displayed on the tester screens. Scroll through the screens using the up and
down arrows.
4. Once you have read the information, press e to begin the test. If the PCM does not complete the
test for any reason or if the test is not supported by the vehicle, the appropriate screens are displayed.
5. When the test is complete, press x to return to the System Tests menu. You can then check for any
DTCs recorded by the PCM.

SELECT MODE
F4: OBD CONTROLS
F5: SYSTEM TESTS
F8: INFORMATION
SYSTEM TESTS
F0: SET SYNC
F1: TCC TEST
F2: LDP MON. TEST
@
This test will run the LDP

Monitor to verify EVAP
Emissions System repairs.
Any LDP leaks detected
during this test will be
stored in DTCs and Freeze
Data. The LDP Monitor will
be forced to run
regardless of low
temperature or fuel level.
The PCM will change
Engine RPM during this
test. This test takes 3-5
minutes.
[ENTER]
Test in Progress
Please Wait...
Test Complete.
[ENTER]
THIS TRIP
Done/Stopped Yes
Test Failed No
[EXIT]
FIGURE 5-34. LDP Monitor Test
ACTIVE KEYS
@ Select LDP Monitor Test.
e Acknowledge instructions.
x Return to System Test menu.

SUBMODE F2: NVLD MONITOR

The following test is designed for 2002 and newer NGC engine systems and can take over 10 minutes to
complete. The Natural Vacuum Leak Detection (NVLD) Monitor Test is used to identify the type NVLD
system repair. This test forces the PCM to run the NVLD Monitor by bypassing the normal enable
conditions (such as low coolant temperature, low ambient temperature, and low fuel level). The PCM
controls the engine RPM. Any leaks detected during this test are identified and displayed in test results and
also by storing DTCs and Freeze Frame Data. Displayed results are for the current key cycle only. If it is
necessary to re-run the test the user should turn the key off for 30 seconds. After 30 seconds, the engine can
be started and the test re-selected.
NOTE
If the test results display question marks "???" the ECU has not identified a
pass/fail result. This can occur when other tests have failed.
The tester notifies you when the test is complete. Upon completion, you should check DTCs Test Mode to
determine whether any failures were detected during the test.
To select LDP Monitor test, do the following:

2. From the System Tests menu, select NVLD MONITOR by pressing @.
3. Read the test information displayed on the tester screens.
4. Once you have read the information, press e to begin the test. If the PCM does not complete the
test for any reason or if the test is not supported by the vehicle, the appropriate screens are displayed.
5. When the test is complete, press x to return to the System Tests menu. You can then check for any
DTCs recorded by the PCM.
FIGURE 5-1. NVLD Monitor

SYSTEM TESTS The NVLD Forced

F2: NVLD Monitor Monitor test can
take over 10
@ minutes. [ENTER]
Set Park Brake,

Block Wheels and
start engine.
[ENTER]
Test in Progress
Please Wait...
Test Complete.
Results are for
this trip.
[ENTER]
EVAP Large Leak

Complete Yes
Test Passed Yes
[ENTER]
EVAP Medium Leak

Complete Yes
Test Passed Yes
[ENTER]
Purge Monitor
Complete Yes
Test Passed Yes
[ENTER]

Mode F5: System Tests - Transmission 5. Selecting and Operating Test Modes
MODE F5: SYSTEM TESTS - TRANSMISSION
SUBMODE F0: QUICK LEARN

The following test is only available for 1988 and later vehicles with the EATX ECU (transaxle controller
EATX s/w version 9 and later only) selected under F1: TRANSMISSION systems.
In this mode the tester guides you through a test for EATX transmission learning procedure (recommended
by Chrysler after performing transmission overhauling). Performing this test shortens the time required for
the EATX ECU to learn drive cycle variations.
This test guides you through the Quick Learn test procedure. Make sure the transmission is at normal
operating temperature and follow all instructions that appear on the tester. The Quick Learn test
automatically exits if you do not perform all necessary steps shown on the display.
NOTE When performing the Quick Learn test, an EATX DTC 12 (battery
disconnected) may result, even though the vehicle battery was not
disconnected. This is normal operation of the EATX system and the Quick
Learn test.
To select Quick Learn test, do the following:

2. From the System Tests menu, select Quick Learn by pressing ).
3. The tester prompts you to warm the transmission to normal operating temperature, depress and hold the
brake pedal, ensure engine idle speed is above 500 RPM, and select NEUTRAL GEAR (each message
displayed for 5 seconds).
4. After several seconds, the tester prompts you to MOVE SHIFT LEVER TO OVERDRIVE.
5. QUICK LEARN TEST IN PROGRESS is displayed.
6. After the QUICK LEARN test is complete, the tester displays QUICK LEARN TEST COMPLETED-
OK, SHIFT TO PARK and EXIT TO ESCAPE. The tester then returns you to the System Tests menu.
7. If at any time the Quick Learn test fails, a screen is displayed informing you why the failure occurred. If
this happens, take appropriate action and retry the Quick Learn test.
8. When finished with the test, read EATX DTCs using F0: READ DTCs from the DTC menu and look for
a DTC 12. Use F2: CLEAR DTCs to clear the EATX DTC 12.

SELECT MODE
F4: OBD CONTROLS
F5: SYSTEM TESTS
F8: INFORMATION
SYSTEM TESTS
F0: QUICK LEARN
F1: PINION FACTOR
QUICK LEARN
PROCEDURE
5 Sec.
WARM TRANS TO
OPERATING TEMP,
PRESS AND HOLD
BRAKE PEDAL
5 Sec.
IDLE ENGINE
(KEEP ABOVE 500
RPM), SELECT
NEUTRAL GEAR
MOVE SHIFT LEVER

TO OVERDRIVE
QUICK LEARN TEST

* * IN PROGRESS * *
QUICK LEARN TEST x

COMPLETED... OK
SHIFT TO PARK,
EXIT TO ESCAPE or 3 Sec.
FIGURE 5-35. Quick Learn Test
ACTIVE KEYS
) Select Quick Learn.
X Return to System Tests menu.

SUBMODE F1: PINION FACTOR

This system test allows you to read and/or reprogram the Transmission Control Module (TCM) Pinion
Factor on 1993 and newer vehicles that have a 41TE (A604) with software version 9 and newer or 1998 and
newer 42LE (A606) transaxle.
The Pinion Factor is used by the TCM to calculate vehicle speed and mileage. The Pinion Factor must be
reprogrammed when the TCM is changed or any changes in the Final Drive Ratio and/or tire size are made.
If the transmission control module does not have a stored pinion factor, the vehicles speedometer does not
operate, engine speed is limited to 2300 RPM, and catalyst damage may occur.
Submode F0: Read
Allows you to read the Pinion Factor that is stored in the TCM. The Pinion Factor is displayed as a tire size.
If the tester displays PINION FACTOR IS VALID, this only means that the corresponding tire size has not
been provided to Vetronix.
To select Read, do the following:

1. Select SYSTEM TESTS from the Select Mode menu by pressing %.
2. Select Pinion Factor from the System Test menu by pressing !.
3. Select READ from the Pinion Factor menu by pressing ).
Submode F1: Reprogram
Allows you to reprogram the Pinion Factor that is stored in the TCM. A list of tire sizes applicable to the
vehicle under test is displayed. After selecting a tire size, the tester attempts to reprogram the Pinion Factor
according to your selection.
To select Reprogram, do the following:

2. Select Pinion Factor from the System Test menu by pressing !.
3. Select Reprogram from the Pinion Factor menu by pressing !.
4. Select the desired tire size by using the u and d arrow keys and then pressing E.
5. The tester tells you whether the reprogramming was successful.

SELECT MODE
F4: OBD CONTROLS
F5: SYSTEM TESTS
F8: INFORMATION
%
SYSTEM TESTS
F0: QUICK LEARN
F1: PINION FACTOR
PINION FACTOR
F0: READ
F1: REPROGRAM
) !
CURRENT TIRE SELECT TIRE

P195/70R14
P195/65R15 P205/75R14
[EXIT] P195/65R15
ADDITIONAL TIRE
SIZES
SELECT TIRE
P205/65R15
> P215/65R15
P215/70R15
REPROGRAMMING TIRE SIZE

UNSUCCESSFUL REPROGRAMMED
RETRY?
[YES/NO] [EXIT]
FIGURE 5-36. Pinion Factor
ACTIVE KEYS
! Select Pinion Factor from System Test menu. Select to Reprogram Pinion Factor.
) Select to Read Pinion Factor.
e Selects desired tire size.
u/d Scrolls through the different tire sizes available for selection.
x Return to the Pinion Factor menu.

SUBMODE F2: TCC BREAK-IN

The following procedure is only applicable to selected 2000 and later Front Wheel Drive Electronically
Controlled Automatic Transmissions.
F0: View Status
This submode allows you to view information about the Torque Converter Clutch Break-In status. The
Torque Converter Break-In procedure is in progress until the Torque Converter has 3750 miles or 6 hours of
partial EMCC.
F1: Change Status
This submode allows you to change the status of the TCC Break-In procedure to either Start or Stop.
F0: Start
This option is only to be used if a new Torque Converter has been installed or if a TCM is replaced on a
vehicle whose Torque Converter has less than 3750 miles and less than 6 hours of partial EMCC. This
procedure should be performed in order to avoid possible shudder. If the Break-In process is started
unnecessarily, a shortened Torque Converter Clutch life may result.
F1: Stop
This option allows you to stop the TCC Break-In procedure in progress. The parameter TCC Break-In
Status changes from In Progress to Complete causing the TCM to believe that Break-In has completed. You
need to be warned that disabling a TCC Break-In that is in progress may cause customer complaints.
To select TCC Break-In, do the following:

2. Select TCC BREAK-IN from the System Tests menu by pressing @.
3. Press ) VIEW STATUS if you would like to view the status of the TCC Break-In procedure. If the
vehicle you are testing does not have a valid Pinion Factor stored in memory, you are directed to enter
one. The Pinion Factor is required to calculate the status of the Break-In procedure.
4. Press ! CHANGE STATUS to change the status of TCC Break-In. When changing the status of TCC
Break-In you may select Start or Stop. Changing the status of TCC Break-In affects vehicle performance
and Torque Converter Clutch life.
5. Press x to return to the TCC Break-In menu.

SELECT MODE
F4: OBD CONTROLS
F5: SYSTEM TESTS
F8: INFORMATION
%
SYSTEM TESTS
F0: QUICK LEARN
F1: PINION FACTOR
F2: TCC BREAK-IN
BREAK-IN MILEAGE TCC BREAK-IN

) F0: VIEW STATUS
XXXX F1: CHANGE STATUS
BREAK-IN STATUS
IN PROGRESS
!
TCC P-EMCC TCC BREAK-IN

YES F0: START
TIME IN P-EMCC F1: STOP
XX HRS. XX MIN.
) !
This option is WARNING!

only to be used Disabling a TCC
if a new Torque Break-In cycle
Converter has in progress may
been installed. cause customer

If the Break-In complaints.
process is Continue?
un-necessarily [Yes/No]
BREAK-IN
started, the PROCESS DISABLED
result may be a
Shortened Torque
Converter Clutch [EXIT]
life. Are you

sure you want to
continue?
[Yes/No]
Y
BREAK-IN
PROCESS ENABLED
[EXIT]
FIGURE 5-37. TCC Break-In
ACTIVE KEYS
u Sends you to previous information text screen.
d Sends you to next information text screen.
x/n Returns you to TCC Break-In menu.

Mode F8: Information 5. Selecting and Operating Test Modes
MODE F8: INFORMATION

While performing diagnostic routines on the vehicle under test it may be necessary to be provided with
quick access information. Selecting information mode shall display helpful information about the vehicle or
system under test. This information may consist of data link connector (DLC) location information, PCM
software identification, or system identification information.
SUBMODE F3: ECU INFO (ENGINE)

The following information is only applicable to 1989 and later models (except 1989 2.2L Turbo II) selected
under F0: ENGINE systems.
In the ECU Information mode, information about the vehicle and control module of the vehicle being tested
is displayed by the tester (see Step 3).
To select ECU Info (Engine), do the following:

1. Select the Information menu by pressing * from the Select Mode menu.
2. Select the ECU Info submode from the Information menu by pressing #.
3. For 3 seconds, or until U key is pressed, the tester displays:
MODULE & VEHICLE

INFORMATION MODE
= ADVANCE
= HOLD
The tester scrolls back and forth every 3 seconds between the vehicle information screens (see Figure 5-
38):
Display 1 provides the following information:
Model Year
Engine Displacement
# of Cylinders
Fuel System type
Transmission type
Aspiration type
Controller type
Module (EEC) ID # and Revision Letter
Emissions
Fuel type
Body style
Chassis type
Engine manufacturer

SELECT MODE
F4: OBD CONTROLS
F5: SYSTEM TESTS
F8: INFORMATION
INFORMATION
F3: ECU INFO
F4: VEHICLE INFO
MODULE & VEHICLE

INFORMATION MODE
= ADVANCE
= HOLD
3 SECONDS OR
PRESS U KEY
x x
1996 3.5L V6 CTRLR: SBEC III BODY: LH

INJ: MPI SEQ PCM: 1234567-C CHASSIS: FWD/LD
TRANS: 4SPD AUTO EM: FED/CANADIAN ENG: CHRYSLER
ASP: NATURAL ASP FUEL: UNLEADED
SAMPLE DISPLAY 1 SAMPLE DISPLAY 2 SAMPLE DISPLAY 3
FIGURE 5-38. Example of 1996 System
Vehicle information is not identical for all model years. The information may vary and is displayed
according to the specific model year.
ACTIVE KEYS
u Advances to next display and resumes 3 second cycling.
d Freezes current display.
x Return to Information menu.

SUBMODE F3: ECU INFO (TRANSMISSION)

The following ECU Information is applicable to all CCD and PCI Bus transmission systems selected under
F1: TRANSMISSION SYSTEM.
Within ECU INFO mode, information about the transmission controller, software version number, engine
displacement, fuel system type, and controller part number of the vehicle under test is displayed by the
tester.
The information obtained from this submode can aid you in determining how the vehicle system is
configured. In many cases this can speed up diagnostics and repair part ordering processes.
To select ECU Info (Transmission), do the following:

1. Select Information from the Select Mode menu by pressing *.
2. Select the ECU INFO submode from the Information menu by pressing #.
3. The next display screen provides the following information about the vehicle you are working on:
Transmission Controller type
Transmission Controller software version #
Engine displacement
Fuel system type
Transmission controller part #
4. Press X to return to the Information Menu.
SELECT MODE
F4: OBD CONTROLS
F5: SYSTEM TESTS
F8: INFORMATION
INFORMATION
F3: ECU INFO
F4: VEHICLE INFO
4ITE TRANS
S/W VER: 22
TCM: XXXXXXXXXX
2.4L MPI
FIGURE 5-39. ECU Info
ACTIVE KEYS
# Select ECU Information.

SUBMODE F4: VEHICLE INFO
Submode F0: VIN
The following VIN Identification mode is only available for model years 1996 and later engine systems and
all transmissions that use PCI Bus data link.
The VIN ID mode allows you to electronically read the vehicle identification number that is stored in the
engine ECU for OBD II vehicles.
If the original Powertrain Control Module (PCM) has been replaced, the
NOTE new PCM needs to have the VIN programmed into memory. When the
tester recognizes that the VIN has not been programmed into the new
PCM, it notifies you and you are directed automatically to the VIN
Programming procedure. If the VIN stored in the PCM is not valid, you are
allowed to correct it.
To select VIN ID, do the following:

1. Press * to select Information from the Select Mode menu.
2. Press $ to select Vehicle Info from the Information menu.
3. Press ) to select VIN from the Vehicle Info menu.
SELECT MODE
F4: OBD CONTROLS
F5: SYSTEM TESTS
F8: INFORMATION
INFORMATION
F3: ECU INFO
F4: VEHICLE INFO
VEHICLE INFO
F0: VIN
VIN ID
XXXXXXXXXXX
XXXXXXX
FIGURE 5-40. VIN ID
ACTIVE KEYS
$ Select VIN ID from Information menu.

Submode F1: Configuration (Transmission)
The following information is displayed for some engine systems and all transmission systems with software
version 9 and later.
In this mode, the tester may display information such as software level, vehicle model year, or whether the
ECU is equipped for EGR, EATX, SRV, MTV, or NVLD.
To select Configuration, do the following:

1. Select Information from the Select Mode menu by pressing *.
2. Select Vehicle Info from the Information menu by pressing $.
3. Select Configuration from the Vehicle Info menu by pressing !.
The tester displays the available information.
4. Press X to return to the Information menu.
SELECT MODE
F4: OBD CONTROL
F5: SYSTEM TESTS
F8: INFORMATION
INFORMATION
F3: ECU INFO
F4: VEHICLE INFO
VEHICLE INFO
F0: VIN
F1: CONFIGURATION
EATX SOFTWARE YR
1994 x
VEHICLE MODEL YR
1994 or 3 Sec.
FIGURE 5-41. Example of EATX Configuration
ACTIVE KEYS
! Select Configuration Information.

6. FINISHING UP
After using the application, do the following:

1. If the repairs are complete, clear the codes from memory before test driving to see if they recur or before
releasing the vehicle to the customer. The most likely code which may have been set is fault code 42,
Automatic Shutdown Relay, during CDR test mode for 1983-1988 vehicles.
If you have cleared the codes for a component but the codes are still set, then the conditions which
caused the codes to be set may still be present. Refer to the OEM service manual to isolate the
problem.
2. If the repairs are not yet complete, or if you want to continue testing at a later time, do not clear the codes
from memory. Print a copy of the codes or write the codes down for comparison to the codes displayed
when testing is resumed.
3. Disconnect the tester from the cigarette lighter plug or the battery terminal adapter.
4. Disconnect the cables and adapters from the vehicles DLC. You may want to inspect the cable,
connector, and cigarette lighter for any damage or corrosion.
5. Store all hardware components in the tester storage case.
If the tester becomes dirty, clean it by wiping it with a rag dampened with
mild detergent or hand soap. Avoid using harsh, petroleum-based cleaning
NOTE solvents such as acetone, benzene, and trichloroethylene, as they may
damage the tester.
Although the tester is water resistant, it is not waterproof, so be sure to
thoroughly dry off the tester prior to storage. Do not submerge the tester in
water.

A. IF YOURE HAVING A
PROBLEM
Although the Tech 1, Tech 1A, and MTS 3100 are designed to give you years of trouble-free service,
occasional problems may occur that require special attention. Some of these problems may be corrected with
a few simple steps. Examples of most of the displays which you might see under abnormal conditions are
shown. In addition, the most likely cause for the condition is given as well as other possible causes and
recommendations on how to isolate or eliminate the problem. If the problem appears to be in the tester,
perform the Self-test as described in the Operators Manual.
BLANK SCREEN
Most Likely Cause

Faulty cable.
Other Possible Causes

No power is applied to the tester.
Power supply is malfunctioning.
Recommendations
Plug the tester into another vehicle to verify proper operation.
If tester is powered by DC power cable, check for 12 volt power at the cigarette lighter.
Check for proper polarity of 12 volt power (center conductor of cigarette lighter socket should be
positive).
If tester is powered by the DLC, check for 12V power at the vehicle DLC. If either is faulty, connect and
ground the DC power cable to the tester or DLC cable then plug the cable into the cigarette lighter.

Screen Displays Solid Bars A. If Youre Having a Problem
SCREEN DISPLAYS SOLID BARS
Most Likely Cause

Two master cartridges are installed.

Master cartridge is malfunctioning.
Tester is malfunctioning.
Recommendations
Make sure that only one master cartridge is installed in the tester.
Remove all cartridges and see if MASTER CARTRIDGE MISSING OR MALFUNCTIONING
message is displayed. If it is, try installing another master cartridge.
TESTER DOES NOT RECOGNIZE

APPLICATION CARTRIDGE OR
CARTRIDGE IS MALFUNCTIONING
MASTER CARTRIDGE
IS MISSING OR
MALFUNCTIONING
Most Likely Cause

Master cartridge is not installed.

Dirty contacts on the master cartridge connector.
Try a different master cartridge.
Recommendations
Verify that a master cartridge is installed.
Clean contacts on master cartridge connector with alcohol.
Try a different master cartridge.

Wrong Display after Power Is Applied A. If Youre Having a Problem
WRONG DISPLAY AFTER POWER IS

APPLIED
ALL 87-89 FORD 81-89 ECA

ECM 'PLUS'
SELECT F0: STAR MODE
MODEL YEAR: 198? F1: TECH 1 MODE
Most Likely Cause

Wrong master cartridge is installed.

Master cartridge is malfunctioning.
Tester is malfunctioning.
Recommendations
Verify that the cartridge is installed in the bottom slot of the tester and that there isnt a master cartridge
(e.g., E/K 86-87 SYSTEM) in the top slot.
Try another cartridge.
Perform the Self-test as described in the Operators Manual.
KEYBOARD OR DISPLAY LOCKED UP OR

PROGRAM INTERMITTENTLY RETURNS
TO TITLE SCREEN
CHRYSLER
POWERTRAIN
1983 - 2004
vX.X [ENTER]
Most Likely Cause

DLC cable loose or bad.

Master Cartridge loose or dirty contacts.
Cigarette lighter power intermittent.
Tester malfunction.
Recommendations
Cycle power to the tester (unplug and replug the cigarette lighter adapter).
Check tester cartridge socket and cartridge edge connector.
Check DLC cable and connector for wear or corrosion.

Tester Is Not Receiving Data A. If Youre Having a Problem
TESTER IS NOT RECEIVING DATA
NO DATA. VERIFY
IGNITION ON,
CHECK CABLES OR
RESELECT (EXIT)
Most Likely Cause

Ignition switch is OFF.

DLC cable loose or bad connector-pins loose or corroded.
Improperly selected EEC.
Chrysler adapter-DLC connector cable problems.
Bad EEC.
Engine not running on some pre-1989 vehicles.
Recommendations
Verify a good DLC cable/Chrysler adapter connection.
Cycle power to the tester.
Run the Self-test.
Re-select vehicle with engine running for pre-1989 model year.
DATA LIST PARAMETERS FLASH ON AND OFF
ENGINE SPEED ENGINE SPEED

950 RPM
ENG. IDLE SPEED ENG. IDLE SPEED
950 RPM
Most Likely Cause

DLC cable/Chrysler adapter loose or bad.

DLC cable connector-pins loose or corroded.
Chrysler adapter pins loose or corroded.
EEC-DLC connector cable problems.
Intermittent EEC problem.
Recommendations
Verify a good DLC cable connection.
Cycle power to the tester.

B. DIAGNOSTIC TROUBLE CODE
(DTC) DESCRIPTIONS
CURRENT AND HISTORY DIAGNOSTIC

TROUBLE CODES
Depending on the vehicle selected, a Diagnostic Trouble Code may have several different (although usually
somewhat similar) meanings. Listed below are all of the DTC descriptors that can be displayed with the
Chrysler Powertrain Application.
Once a DTC is set, it remains in memory as a history code for 40-50 ignition cycles after the last occurrence.
If a DTC is present all of the time, it is also a current code.
On 1989 and newer models (except 1989 2.2L Turbo II), you can determine if there are any current codes by
viewing Key On information in Data List mode, or by studying the N (number) SINCE LAST FC, which is
part of the DTC Summary display. The Key On Cycles tells you the number of ignition cycles since the last
DTC was set. If a DTC is current, the Key On Cycles number equals 0.
If more than one DTC has been set for the 1990 and later models, the number of Key On cycles since the 2nd
latest and 3rd latest DTCs were set can also be displayed by entering F0:DATA LIST MODE.
EEC DIAGNOSTIC TROUBLE CODES

DTCs for 1983 and newer models are listed on the following pages. Due to changes in Chryslers diagnostic
trouble code numbering system, the code number often represents different faults depending on the year and
model being tested. Therefore, more than one descriptor for a DTC may be listed. During actual testing, the
tester only displays DTCs applicable to the year and model chosen in the selection process.
DTCs for 1998 and later SBEC/JTEC vehicles are listed separately beginning on page 191.

Engine DTCs B. Diagnostic Trouble Code (DTC) Descriptions
ENGINE DTCS
EEC DISPLAY
DESCRIPTION
DTC DESCRIPTOR
11 OXYGEN SOLENOID O2 circuit not responding to computer commands.
ERROR
NO CRANK SINCE Engine has not been cranked since the memory was cleared or since
BATTERY DISCONN. battery disconnected.
CMP/CKP SIG. Expected cam signal disagrees with actual cam signal.
OR CIRCUIT
VIC CKP SIGNAL No crank position sensor signal present at the ignition control module.
CMP/CKP TIMING Relationship between cam and crank signals not correct, timing belt
may be misaligned.
NO CRANKSHAFT PCM is unable to learn the crank sensors signal in preparation for
SENSOR LEARN misfire diagnostics.
IGNITION No reference signal (crankshaft position sensor) detected during engine

REF/CRANK CKT cranking.
LOSS OF CAM Loss of CMP or CKP sensor has occurred.

OR CRANK SIGNAL
12 BATTERY FEED TO Battery feed to the Logic Module recently disconnected. Code
COMPUTER LOST disappears 30-40 engine starts after reconnection.
TRANSM. UNLOCK Transmission unlock relay not responding to computer commands.

RELAY CIRCUIT
13 MAP SENSOR Less than 4 in. vacuum difference at idle between manifold and BARO
VACUUM PROBLEM read vacuum.
MAP sensor vacuum level not changing between start and run.
MAP PNEUMATIC MAP sensor signal not changing when engine running.
SIGNAL
VOS CONTROL VOS control solenoid circuit does not turn off and on at the proper time.
SOLENOID
CANISTER PURGE Solenoid not turning on and off properly.

SOLENOID DRIVER
AIR SWITCH Air switching solenoid circuit has open or shorted circuit.
SOLENOID DRIVER
MAP SIGNAL No difference is recognized between the MAP reading at engine idle
NO PRESS CHANGE and the stored barometric pressure reading.
14 COMPUTER POWER Battery was disconnected within last 20-40 start-ups.

LOST
MAP SENSOR MAP sensor signal above or below acceptable voltage.

ELECTRIC. PROBLEM
MAP SENSOR MAP sensor input below minimum acceptable voltage.

VOLTAGE LOW

EEC DISPLAY
DESCRIPTION (CONTINUED)
DTC DESCRIPTOR
14 MAP SENSOR MAP sensor input above maximum acceptable voltage.
cont. VOLTAGE HIGH
MAP SENSOR Loss of 5 volt feed to the MAP Sensor has been detected.
NO 5V REFERENCE
15 VEHICLE SPEED No signal from vehicle speed sensor (VSS) detected within past 13 VSS
SENSOR CIRCUIT seconds.
Indicated speed less than 2 mph while vehicle moving.
Distance sensor signal during road load conditions not detected.
OUTPUT SPEED The relationship between the OSS and vehicle speed is not within
SENSOR CIRCUIT acceptable limits.
16 LOSS OF BATTERY Battery sensing voltage dropped below acceptable level.

VOLTAGE SENSE Battery voltage sense input not detected during engine running.
FAN RELAY Relay not turning on and off properly.

CIRCUIT PROBLEM
KNOCK SENSOR #1 Knock sensor #1 signal above or below minimum acceptable threshold
CIRCUIT voltage at particular engine speeds.
KNOCK SENSOR #2 Knock sensor #2 signal above or below minimum acceptable threshold
CIRCUIT voltage at particular engine speeds.
17 LOW ENGINE Engine coolant temperature remains below normal operating

TEMPERATURE temperature during vehicle travel.
ELEC. THROTTLE Throttle circuit control solenoid not switching correctly.

CONTROL SOLENOID
KNOCK SENSOR Knock sensor signal less than acceptable threshold voltage.
CIRCUIT
CLO TEMP Engine temperature not warm enough for closed loop operation.
NOT REACHED Time to enter Closed Loop Operation (Fuel Control) is excessive.
18 VOS CONTROL VOS control solenoid circuit does not turn off and on at the proper time.
SOLENOID
CANISTER PURGE Solenoid not turning off and on properly.

SOLENOID DRIVER
PURGE/EGR Open or shorted circuit in purge solenoid circuit.

SOLENOID DRIVER
EGR SOLENOID Open or shorted condition in EGR solenoid circuit.

DRIVER CIRCUIT
21 DISTRIBUTOR No distributor signal input at computer.

PICKUP COIL
OXYGEN SENSOR No O2 sensor signal for more than acceptable time while in closed loop.
CIRCUIT
KNOCK SENSOR Knock sensor signal less than acceptable threshold voltage.
CIRCUIT

EEC DISPLAY
DTC DESCRIPTOR
21 O2 SENSOR Input voltage from the O2 sensor stays above normal operating range.
cont. SHORTED HIGH
02 SENSOR 1/1 02 sensor voltage maintained above normal operating range.

VOLTAGE HIGH
DNSTREAM 02S 1/2 02 sensor input voltage maintained above normal operating range.
VOLTAGE HIGH
02 SENSOR 2/1 02 sensor voltage maintained above normal operating range.

VOLTAGE HIGH
UPSTREAM O2S 1/1 A slow switching O2 sensor has been detected during catalyst monitor
CAT MON TST FAIL test.
UPSTREAM O2S 2/1 A slow switching O2 sensor has been detected during catalyst monitor
DNSTREAM 02S 1/2 A slow switching O2 sensor has been detected during catalyst monitor
DNSTREAM 02S 2/2 02 sensor input voltage maintained above normal operating range.
VOLTAGE HIGH
02 SENSOR 1/1 02 sensor signal detects neither rich nor lean condition.
NO R/L COND.
02 SENSOR 1/2 02 sensor detects neither rich nor lean condition.

NO R/L COND.

NO R/L COND.

NO R/L COND.
UPSTREAM O2S 1/1 Neither rich nor lean condition is detected from the oxygen sensor
INACTIVE input.
UPSTREAM O2S 1/1 Oxygen sensor input voltage maintained above normal operating range.
VOLTAGE HIGH
UPSTREAM O2S 2/1 Neither rich nor lean condition is detected from the oxygen sensor
INACTIVE input.
UPSTREAM O2S 2/1 Oxygen sensor input voltage maintained above normal operating range.
VOLTAGE HIGH
UPSTREAM O2S 1/1 Oxygen sensor response is slower than minimum required switching
SLOW RESPONSE frequency.
UPSTREAM O2S 1/1 Oxygen sensor heater element malfunction.

HEATER CIRCUIT O2 sensor signal not received when EEC powers up the sensor heater.
DNSTREAM O2S 1/2 O2 sensor voltage rich and lean values not achieved within specified
SLOW RESPONSE test period.
O2 sensor response not as expected.

EEC DISPLAY
DTC DESCRIPTOR
21 DNSTREAM O2S 1/2 Oxygen sensor heater element malfunction.
cont. HEATER CIRCUIT O2 sensor signal not received when EEC powers up the sensor heater.
UPSTREAM O2S 2/1 Oxygen sensor response is slower than minimum required switching
DNSTREAM O2S 2/2 Oxygen sensor response is slower than minimum required switching
UPSTREAM O2S 2/1 Oxygen sensor heater element malfunction.

DNSTREAM O2S 2/2 Oxygen sensor heater element malfunction.

DNSTREAM O2S l/2 Neither rich nor lean condition is detected from the oxygen sensor
INACTIVE input.
DNSTREAM O2S 2/2 Neither rich nor lean condition is detected from the oxygen sensor
INACTIVE input.
DNSTREAM O2S 1/3 Oxygen sensor input voltage maintained below normal operating range.
VOLTAGE LOW
DNSTREAM O2S 1/3 Oxygen sensor input voltage maintained above normal operating range.
VOLTAGE HIGH
UPSTREAM O2S 1/1 Oxygen sensor input voltage maintained below normal operating range.
VOLTAGE LOW
VOLTAGE LOW
DNSTREAM O2S 1/3 Oxygen sensor response slower than minimum required switching
DNSTREAM O2S 1/3 Neither rich nor lean condition is detected from the oxygen sensor.
INACTIVE
UPSTREAM O2S 2/1 Oxygen sensor input voltage maintained below normal operating range.
VOLTAGE LOW
VOLTAGE LOW
DNSTREAM O2S 1/3 Oxygen sensor heater element malfunction.

HEATER CIRCUIT
22 RADIATOR SENSOR Radiator coolant temperature sensor input below minimum acceptable
VOLTAGE LOW voltage.
RADIATOR SENSOR Radiator coolant temperature sensor input above maximum acceptable
VOLTAGE HIGH voltage.
COOLNT TEMP SNSR A rationality error has been detected in the coolant temperature sensor.
PERFORMANCE
OXYGEN FEEDBACK System stays rich or lean longer than expected during closed loop.
SYSTEM

EEC DISPLAY
DTC DESCRIPTOR
22 COOLANT TEMP. Sensor temp. above or below acceptable voltage or changes too fast.
cont. SENSOR CIRCUIT
ECT SENSOR ECT sensor input below minimum acceptable voltage.

VOLTAGE LOW
ECT SENSOR ECT sensor input above acceptable voltage.

VOLTAGE HIGH
OXYGEN FEEDBACK Oxygen feedback system stayed lean too long.

SYSTEM LEAN
23 T/B TEMP VOLTAGE Throttle body temp. sensor below acceptable voltage.
LOW
T/B TEMP VOLTAGE Throttle body temp. sensor above acceptable voltage.
HIGH
CHARGE VOLTAGE Charge temperature sensor below acceptable voltage.

LOW
CHARGE VOLTAGE Charge temperature sensor above acceptable voltage.

HIGH
T/B TEMP CIRCUIT Throttle body temperature sensor above or below acceptable voltage.
PROBLEM
CHARGE TEMP. Charge temperature above or below acceptable voltage or changes too
SENSOR CIRCUIT fast.
OXYGEN FEEDBACK Rich condition detected for longer than is acceptable.

SYSTEM RICH
IAT Intake air temperature sensor voltage is below acceptable level.

VOLTAGE LOW
IAT Intake air temperature sensor voltage is above acceptable level.

VOLTAGE HIGH
HEATED AIR Energizing Heated Air Intake does not change intake air temperature
INTAKE CIRCUIT sensor an acceptable amount.
24 VACUUM TRANSDUC. Vacuum transducer not functioning.

FAILURE
TPS CIRCUIT Throttle position sensor signal above or below acceptable voltage.
PROBLEM
TPS VOLTAGE TPS Voltage below acceptable level.

LOW
TPS VOLTAGE TPS Voltage above acceptable level.

HIGH
TPS SIGNAL TPS signal does not correlate to MAP sensor signal.
DIFFERS WITH MAP
TP SENSOR Loss of 5 volt feed to the Throttle Position Sensor has been detected.
NO 5V REFERENCE

EEC DISPLAY
DTC DESCRIPTOR
25 IAC (AIS) MOTOR A shorted condition detected in one or more of the Idle Air Control
DRIVER CIRCUIT valve circuits.
NOTE: Open circuit does not cause code to be set.
RADIATOR FAN Engine temperature sensor and radiator fan temperature are different, or
TEMP. SENSOR temperature changes too fast.
CHARGE TEMP. Charge temperature too high, too low, or changes too fast.
SENSOR CIRCUIT
VACUUM LEAK Vacuum leak found with IAC seated (ECU MAP and TPS signal
(DETECTED) comparison out of range).
TARGET IDLE Target RPM not achieved during drive idle condition. Possible vacuum
NOT REACHED leak or IAC (AIS) lost steps.
26 ENGINE TEMP. Coolant or charge temperature sensor less than expected after 30 min.,
SENSOR or temperature changes too fast.
INJECTOR X High resistance detected in the INJX injector bank circuit. X=1, 2, 3.
PEAK CURRENT
PEAK INJECTOR The current through fuel injectors not reaching proper peak level.
CURRENT LOW
CHARGE TEMP. Charge temperature too high, too low, or changes too fast.
SENSOR CIRCUIT
INJ 1 CONTROL Injector 1 output driver does not respond properly to control circuit.
CIRCUIT
27 INJECTOR X An open or shorted condition detected in control circuit for injector X

CONTROL CIRCUIT or the INJ X injector bank. X=1, 2,10.
INJECTOR DRIVER Fuel injector driver interface is not switching properly.

INTERFACE CIRC.
VACUUM TRANSDUC. Vacuum transducer not functioning.

FAILURE
COMPUTER FAILURE Computer failed upon entry into the diagnostic mode.
SENSED
FUEL INJ. TIMING Desired fuel injector timing advance cant be achieved via the fuel
CIRCUIT timing solenoid.
28 ENGINE SPEED Speed sensor circuit is not between 2 and 150 mph.
SENSOR
31 EVAP PURGE An open or shorted condition detected in the EVAP purge solenoid
SOLENOID CKT control circuit.
PURGE/EGR Open or shorted circuit in purge solenoid circuit.

SOLENOID DRIVER
NO CRANK SINCE Engine has not been cranked since the memory was cleared or since
BATTERY DISCONN. battery disconnected.

EEC DISPLAY
DTC DESCRIPTOR
31 EVAP PURGE FLOW No air flow through the evaporative system is detected by the evap
cont. MONITOR FAIL monitor.
EVAP SYSTEM A small leak has been detected in the evaporative system.
SMALL LEAK
EVAP SYSTEM A large leak has been detected in the evaporative system.
GROSS LEAK
EVAP LDP SYSTEM LDP has detected a pinched hose in the evaporative hose system.
HOSE PINCHED
EVAP SYSTEM Insufficient or excessive vapor flow detected during evaporative

FLOW MALFUNCTION emission system operation.
LEAK DET PUMP An open or shorted condition detected in the Leak Detection Pump
SOLENOID CKT solenoid circuit.
LEAK DET PUMP Incorrect input state detected for the Leak Detection Pump pressure
PRESS SNSR SW switch.
32 EGR POSIT SENSOR EGR position sensor input is below the acceptable voltage range.
VOLTAGE LOW
EGR POSIT SENSOR EGR position sensor input is above the acceptable voltage range.
VOLTAGE HIGH
LOSS OF 5V FEED TO Loss of 5V feed to the EGR position sensor.

EGR SENSOR
EGR POSIT SENSOR EGR position sensor signal does not correlate to EGR duty cycle.
PERFORMANCE
SENSED
POWER LOSS LAMP Proper voltage at power loss lamp not present.
CIRCUIT PROBLEM
EGR SOLENOID Open or shorted condition detected in EGR solenoid circuit.

DRIVER CIRCUIT
EGR SYSTEM System failed 8 self-checks.

PERFORMANCE FAIL OR
Required change in F/A ratio not detected during diagnostic test.
SURGE VALVE An open or shorted condition is detected in the turbocharger surge valve
SOLENOID CKT solenoid control circuit.

EEC DISPLAY
DTC DESCRIPTOR
33 A/C CUT-OUT Relay not turning on and off properly.
RELAY PROBLEM
A/C CLUTCH Open or shorted circuit in A/C clutch relay circuit.

RELAY CIRCUIT
SENSED
A/C PRESS SENSOR A/C pressure sensor voltage is above the acceptable level.
VOLT INPUT HIGH
33 A/C PRESS SENSOR A/C pressure sensor voltage is below the acceptable level.
cont. VOLT INPUT LOW
A/C PRESS SENSOR Loss of a 5 volt feed to the A/C pressure sensor has been detected.
NO 5V REFERENCE
NO 5V TO Loss of a 5 volt feed to the MAP sensor has been detected.

MAP SENSOR
NO 5V TO Loss of a 5 volt feed to the Throttle Position Sensor has been detected.
TPS SENSOR
34 S/C SERVO An open or shorted condition is detected in either of the speed control
SOLENOID CKT vacuum or vent solenoid control circuits.
STARTER RELAY Four consecutive startups with no starter relay actuation detected by
CIRCUIT PROBLEM computer.
EGR SOLENOID Open or shorted condition detected in EGR solenoid circuit.

DRIVER CIRCUIT
MUX S/C SWITCH Speed control switch input above maximum acceptable voltage.
VOLT INPUT HIGH
MUX S/C SWITCH Speed control switch input below minimum acceptable voltage.
VOLT INPUT LOW

EEC DISPLAY
DTC DESCRIPTOR
35 HIGH SPEED FAN 3 Open or shorted condition detected in circuit of #3 high speed fan.
CIRCUIT
IDLE CONTACT Idle contact switch input circuit shorted to ground.

SWITCH CIRCUIT
IDLE SWITCH Open circuit in Idle contact switch.

OPEN
LOW SPEED FAN An open or short is detected in the control circuit of the low speed fan
RELAY OPEN/SHORT control relay.
LOW SPD FAN RLY An open or short is detected in the control circuit of the high speed fan
CKT OPEN/SHORT control relay.
HIGH SPEED FAN An open or short is detected in the control circuit of the high speed fan
RELAY OPEN/SHORT control relay.
HIGH SPD FAN 2 An open or short is detected in the control circuit of the #2 high speed
CKT OPEN/SHORT fan control relay.
RADIATOR FAN An open or short is detected in the radiator fan control relay circuit.
RELAY CIRCUIT This includes PWM solid state relays.
IDLE SWITCH Idle contact switch input circuit shorted to ground.

SHORT
HIGH SPEED FAN 3 An open or shorted condition detected in the control circuit of the #3
CIRCUIT high speed fan relay.
36 AIR ASST SOL CKT Open or shorted condition detected in the air assist solenoid circuit.
OPEN/SHORT CKT
36 WASTEGATE Short or open circuit in the wastegate solenoid circuit.

cont. SOLENOID CKT
VNT-3 SOLENOID Open or short in VNT-3 solenoid circuit.

CIRCUIT
SECONDARY AIR The secondary air solenoid circuit is not in the expected state when
SOLENOID CKT requested by the PCM.
BOOST LIMIT MAP reading above over-boost limit detected during engine operation.
EXCEEDED
SECONDARY AIR An open or shorted condition in the secondary air (air switching/
SWITCHING CKT aspirator) solenoid circuit.
SECONDARY AIR Insufficient flow of secondary air injection detected during aspirator
LOW FLOW test.
SECONDARY AIR Excessive flow of secondary air injection detected during aspirator test.
HIGH FLOW

EEC DISPLAY
DTC DESCRIPTOR
37 EATX RPM PULSE EATX RPM pulse generator signal for misfire detection does not
PERFORMANCE correlate with expected value.
REV GEAR LOCKOUT Open or shorted condition detected in the transmission reverse gear
CIRCUIT lock-out solenoid circuit.
TRANSM. LOCKUP Solenoid not turning on and off properly.

SOLENOID PROBLEM
SHIFT LAMP Open or shorted condition detected in torque converter part throttle
DRIVER CIRCUIT unlock solenoid circuit.
TCC SOLENOID CKT Open or short in torque converter clutch (part throttle unlock) solenoid
(3ATX ONLY) circuit. Shift solenoid C electrical fault. Aisin transmission, or Trans
Relay Circuit in JTEC RE Transmissions.
BARO READ Open or short in the BARO read solenoid circuit.

SOLENOID FAILURE
2-3 GEAR An open or short is detected in the transmission 2-3 gear lock-out
LOCKOUT CIRCUIT solenoid control circuit.
TRANS TEMP SNSR Trans temperature sensor voltage goes below the acceptable voltage.
VOLT LOW
TRANS TEMP SNSR Trans temperature sensor voltage goes above the acceptable voltage.
VOLT HIGH
PARK/NEUTRAL Incorrect input state detected for the Park/Neutral switch.

SWITCH CIRCUIT
OVERDRIVE An open or shorted condition detected in the overdrive solenoid circuit

SOLENOID DRIVER or Trans Relay Circuit in JTEC RE transmissions.
GOV MID PRESSURE Requested and actual pressure are out of tolerance band for the
MALFUNCTION Governor Control System used to regulate governor pressure to control
shifts. (Mid Pressure Malfunction)

EEC DISPLAY
DTC DESCRIPTOR
37 GOV ZERO PRESS Requested and actual pressure are out of tolerance band for the
cont. MALFUNCTION Governor Control System used to regulate governor pressure to control
shifts. (Zero Pressure Malfunction)
TCC(PTU) LOCKUP Relationship between engine and vehicle speeds indicated failure of
NO RPM DROP torque convertor clutch lock-up system (TCC/PTU sol, TC switch
valve, fluid level, etc.)
3-4 SHIFT The overdrive solenoid is unable to engage the gear change from 3rd
MALFUNCTION gear to the overdrive gear.
GOV PRESSURE An open or shorted condition detected in the governor Pressure

SOLENOID CKT Solenoid circuit or Trans Relay Circuit in JTEC RE transmissions.
TRANS VOLTAGE An open or shorted condition is detected in the Transmission Relay

RELAY CIRCUIT circuit. This relay supplies power to the TCC, Overdrive, and Governor
Pressure solenoids.
SHIFT SOLENOID A Shift solenoid A (1-2/3-4) functional fault- Aisin transmission.

CIRCUIT MALF
TRANS RANGE Range sensorAisin transmission.

SENSOR
1-2/3-4 SHIFT Shift solenoid A electrical faultAisin transmission.

SOL CIRCUIT MALF
2-3 SHIFT SOL Shift solenoid B electrical faultAisin transmission.

CIRCUIT MALF
REV GEAR LOCKOUT An open or shorted condition detected in the transmission reverse gear
CIRCUIT lock-out solenoid circuit.
41 CHARGING SYSTEM Switched battery voltage from ASD relay below acceptable range.
PROBLEM
ALTERNATOR FIELD Field control interface not switching properly

CONTROL CIRCUIT
ALTERNATOR FIELD Open or short in Alternator Field Control circuit.

CONTROL CIRCUIT
STARTER RELAY An open or short is detected in the starter relay control circuit.
CKT OPEN/SHORT
42 ASD RELAY Switched voltage from ASD during cranking is not present within 1/3
CIRCUIT second after first injector ON signal.
Engine stalls if switched battery voltage from ASD is present more than
3 seconds from last injector signal.
Open or shorted auto shutdown relay circuit (primary side).
An open or shorted condition detected in the ASD or CNG shutoff relay
control.
Z1 VOLTAGE SENSE Z1 voltage absent when auto shutdown relay is energized.
ASD RELAY No output voltage is detected when the auto shutdown relay is
NO VOLT AT PCM energized.

EEC DISPLAY
DTC DESCRIPTOR
42 FUEL LEVEL SNSR Fuel level sensor signal goes below the acceptable voltage level.
cont. VOLTAGE LOW
FUEL LEVEL SNSR Fuel level sensor signal goes above the acceptable voltage level.
VOLTAGE HIGH
FUEL PUMP RELAY An open or short is detected in the fuel pump relay control circuit.
CKT OPEN/SHORT
FUEL LEVEL SNSR During low fuel, no change in fuel level has been seen for a set number
NO VOLT CHANGE of miles.
Fuel level signal does not change a calibrated amount over a calculated
number of miles.
43 IGN COIL CIRCUIT A coil (1-5) is drawing too much current.

OVERCURRENT
IGNITION & FUEL Either ignition or fuel signal not present between logic module and
INTERFACE ERROR power module; OR injector OFF signal is shorted.
IGNITION CONTROL Spark control interface not switching properly.

CIRCUIT Output driver stage for ignition coil does not respond to the dwell
control signal.
IGNITION COIL X Peak primary circuit current not reached with maximum dwell time. X
CIRCUIT = 1-8.
MULTIPLE CYL Misfire detected in multiple cylinders.

MISFIRE
NBF SENSOR No fuel injector timing pulses detected during engine cranking.
NO TIMING SIGNAL
CYLINDER x Misfire detected in cylinder #x. x= 1-10.

MISFIRE
IGN COIL CIRCUIT A coil (1-5) is drawing too much current.

OVERCURRENT
44 LOGIC MODULE Wrong prom installed in logic module.

WRONG PROM
LOSS OF FUSED J2 Fused J2 (FJ2) not present in SMEC.

TO LOGIC BOARD
BATTERY TEMP Signal from battery temperature sensor is above or below acceptable
SENSOR CIRCUIT voltage.
AAT SENSOR Battery (ambient) temperature sensor input below acceptable voltage.
VOLTAGE LOW
AAT SENSOR Battery (ambient) temperature sensor input above acceptable voltage.
VOLTAGE HIGH
AAT Ambient/Battery temperature sensor input voltage out of an acceptable

SENSOR CIRCUIT range.
45 BOOST LIMIT MAP sensor above acceptable boost.

EXCEEDED

EEC DISPLAY
DTC DESCRIPTOR
45 OVERDRIVE Short or open circuit in overdrive solenoid circuit.
cont. SOLENOID DRIVER
OVERBOOST MAP sensor signal exceeded predetermined amount of boost indication.

FUEL SHUTOFF
TRAN TEMP SENSOR Transmission fluid temperature sensor input below acceptable voltage.
VOLTAGE LOW
TRAN TEMP SENSOR Transmission fluid temperature sensor input above acceptable voltage.
VOLTAGE HIGH
EATX Indicates that there is an active DTC in the transmission controller that
DTC PRESENT has illuminated the MIL.
PARK/NEUTRAL Incorrect input state detected for the Park/Neutral switch.

SWITCH CIRCUIT
TRANS TEMP SNSR Relationship between transmission temperature and overdrive operation
CIRCUIT and/or TCC operation indicates a failure of the Transmission
Temperature Sensor.
GOV PRESS SENSOR The Governor Pressure Sensor input is below an acceptable voltage
VOLTAGE LOW level.
GOV PRESS SENSOR The Governor Pressure Sensor input is above an acceptable voltage
VOLTAGE HIGH level.
GOV PRESSURE The Governor Pressure Sensor input is greater than or less than a
SENSOR OFFSET calibration limit for 3 consecutive park/neutral calibrations.
OVERDRIVE SWITCH Overdrive override switch input is in a prolonged depressed state.

LOW
46 BATTERY VOLTAGE Battery voltage more than 1 volt below desired voltage.
LOW
BATTERY VOLTAGE Battery voltage more than 1 volt above desired voltage.
HIGH
CHARGING SYSTEM Battery voltage sense input is above target charging voltage during
VOLTAGE HIGH engine operation.
47 BATTERY VOLTAGE Battery voltage more than 1 volt below desired voltage.
LOW
BATTERY VOLTAGE Battery voltage more than 1 volt above desired voltage.
HIGH
CHARGING SYSTEM Battery voltage sense input is detected as being below target charging
VOLTAGE LOW voltage during engine operation. No significant change in voltage is
detected during active test of alternator output.
51 O2 FEEDBACK O2 sensor indicates lean condition for longer than acceptable time.
CIRCUIT PROBLEM
BARO OUT OF MAP Sensor input voltage not within an acceptable range during
RANGE reading of Barometric pressure.

EEC DISPLAY
DTC DESCRIPTOR
51 EXCESSIVE O2 sensor indicates a rich fuel/air condition.
cont. ENRICHMENT
LEAN CONDITION A sustained lean fuel/air ratio in bank #2 exceeds the acceptable range
BANK 2 of the adaptive fuel control.
FUEL SYSTEM 1/1 A lean air/fuel mixture has been indicated by an abnormally rich
LEAN CONDITION correction factor.
FUEL SYSTEM 2/1 A lean air/fuel mixture has been indicated by an abnormally rich
LEAN CONDITION correction factor.
AFR LEAN Right front 02 sensor indicates sustained lean condition during engine
CONDITION operation.
O2 2/1 SUSTAINED Oxygen sensor 2/1 input indicates sustained rich condition during
RICH CONDITION engine operation.
O2 1/1 SUSTAINED Oxygen sensor 1/1 input indicates sustained rich condition during
UPSTREAM O2S 2/1 Oxygen sensor 2/1 input indicates sustained lean condition during
LEAN CONDITION engine operation.
UPSTREAM O2S 1/1 Oxygen sensor 1/1 input indicates sustained lean condition during
LEAN CONDITION A sustained lean fuel/air ratio exceeds the range of authority of the
BANK 1 adaptive fuel control (bank 1).
LEAN CONDITION A prolonged lean condition is detected during Wide Open Throttle,
DURING WOT indicating possible fuel starvation due to a plugged fuel filter, or a
blocked fuel inlet sock.
52 LOGIC MODULE Failure in logic module indicated.

MPU/ROM FAILURE
EXCESSIVE FUEL Adaptive fuel value leaned excessively due to sustained rich condition.
VALVE LEANING
WASTEGATE 2 Open or short in wastegate #2 solenoid circuit.

SOLENOID CIRCUIT
AFR RICH Right front 02 sensor indicates sustained rich condition during engine
CONDITION operation.
RICH CONDITION A sustained rich fuel/air ratio in bank #2 exceeds the acceptable range
BANK 2 of the adaptive fuel control.
FUEL SYSTEM 1/1 A rich air/fuel mixture has been indicated by an abnormally lean
RICH CONDITION correction factor.
FUEL SYSTEM 2/1 A rich air/fuel mixture has been indicated by an abnormally rich
RICH CONDITION correction factor.
O2 2/1 SUSTAINED Oxygen sensor 2/1 input indicates sustained lean condition during

EEC DISPLAY
DTC DESCRIPTOR
52 O2 1/1 SUSTAINED Oxygen sensor 1/1 input indicates sustained lean condition during
cont. LEAN CONDITION engine operation.
UPSTREAM O2S 1/1 Oxygen sensor 1/1 input indicates sustained rich condition during
UPSTREAM O2S 2/1 Oxygen sensor 2/1 input indicates sustained rich condition during
RICH CONDITION A sustained rich fuel/air ratio exceeds the range of authority of the
BANK 1 adaptive fuel control.
53 LOGIC MODULE Logic module self-test failure indicated.

PROM TEST FAILED
PCM INTERNAL Engine controller failed self-test.

SELF-TEST FAIL
PCM INTERNAL SPI An internal serial communications bus failure is detected.

COMM. FAILURE
54 LOGIC MODULE Failure in logic module indicated.

RIOT/ROM FAILURE
HIGH DATA RATE No distributor sync. pickup signal.

PICK-UP CIRCUIT
VIC CMP SIGNAL No cam position sensor (sync) signal present at the ignition control
module.
CMP SENSOR No fuel sync, cam sensor, or high data rate signal detected during
CIRCUIT engine crankshaft rotation.
55 END OF Indicates end of diagnostic fault codes in CDR mode.

FAULT CODES
61 BARO READ Open or shorted condition in the BARO read solenoid circuit.
SOLENOID CKT
BARO PRESSURE ECU senses the MAP sensor voltage to be out of its acceptable range
OUT OF RANGE during reading of barometric pressure at key-on.
62 SRI/EMR MILEAGE Unable to update SRI/EMR mileage in the controller.

NOT STORED
63 EEPROM WRITE Unable to write to an EEPROM location by the controller.

DENIED
64 VNT-1 SOLENOID Open or short in VNT-1 solenoid circuit.

CIRCUIT
FLEX FUEL SENSOR Flex fuel sensor voltage is above the maximum acceptable value.
VOLTAGE HIGH
FLEX FUEL SENSOR Flex fuel sensor voltage is below the minimum acceptable value.
VOLTAGE LOW
CNG TEMP SENSOR Compressed natural gas temperature sensor voltage below acceptable

EEC DISPLAY
DTC DESCRIPTOR
64 CNG TEMP SENSOR Compressed natural gas temperature sensor voltage above acceptable
cont. VOLTAGE HIGH voltage.
CNG PRESS SENSOR Compressed natural gas pressure sensor reading below acceptable
VOLTAGE HIGH voltage.
CNG PRESS SENSOR Compressed natural gas pressure sensor reading below acceptable
FLEX FUEL SENSOR No calibration voltage present from flex fuel sensor.
NO CAL SIGNAL
CATALYTIC CONV Catalyst efficiency is below required level.

EFFICIENCY FAIL
CNG SYSTEM Compressed natural gas system pressure is above normal operating
PRESSURE HIGH range.
65 SHORT RUN VALVE Open or shorted condition detected in the short runner tuning valve
OPEN/SHORT CKT circuit.
VNT-2 SOLENOID Open or short in VNT-2 solenoid circuit.

CIRCUIT
BRAKE SW SENSE Brake switch sense circuit malfunction.

CIRCUIT MALF.
MANIFOLD TUNE VLV An open or short condition is detected in the manifold tuning valve
CKT OPEN/SHORT solenoid control circuit.
POWER STEERING Incorrect input state detected for the power steering switch circuit. PL:
SWITCH CIRCUIT High pressure seen at high speed.
BRAKE SWITCH Incorrect input state detected in the brake switch circuit.
CIRCUIT
66 NO MIC CCD No CCD/J1850 messages received from the MIC module.

MESSAGES
NO SKIM CCD No CCD/J1850 messages received from the SKIM module.

MESSAGES
PCM: NO CCD No CCD messages received by the control module.

MESSAGES
PCM: NO EATX CCD No CCD messages are received from the EATX or the Aisin
MESSAGES transmission controller.
PCM: NO BODY CCD No CCD messages are received from the body control module.
MESSAGES
67 VNT A-SIDE MAP reading is above boost goal for an extended period of time.
FAILURE
GLOW PLUG RLY An open or short is detected in the glow plug relay control circuit.
CKT OPEN/SHORT
WAIT TO START An open or shorted condition detected in the Wait to Start Lamp circuit.
LAMP CIRCUIT

EEC DISPLAY
DTC DESCRIPTOR
68 EGR SYSTEM Diesel EGR Control Module not active or a fault condition of the
dedicated EGR sensors and/or EGR solenoid was detected by the EGR
control module.
71 5 VOLT The 5 volt supply to the sensors is below the acceptable level. This is
OUTPUT LOW internal to the EEC only and may not be a 5 volt loss to the sensors.
AUX 5 VOLT Auxiliary 5 volt sensor feed is sensed to be below an acceptable limit.
OUTPUT LOW
72 CAT TEMP SNSR Catalyst temperature sensor circuit shorted high.

VOLTAGE HIGH
CAT TEMP SNSR Catalyst temperature sensor circuit shorted low.

VOLTAGE LOW
CATALYST A catalyst overheat condition has been detected by the catalyst

OVERHEAT COND temperature sensor.
CATALYST 1/1 Catalyst 1/1 efficiency below required level.

EFFICIENCY LOW
CATALYST BANK 2 Catalyst 2/1 efficiency below required level.

EFFICIENCY LOW
76 BALLAST BYPASS An open or shorted condition is detected in the speed control servo
RELAY CIRCUIT power control circuit.
Bypass relay in opposite state from commanded state.
77 S/C POWER An open or shorted condition in the speed control power relay circuit is
RELAY CIRCUIT detected.
88 START OF Start of diagnostic fault codes in CDR mode. This code must appear
FAULT CODES first in the diagnostic mode or fault codes are inaccurate.

B. Diagnostic Trouble Code (DTC) Descriptions
MODEL YEARS 1998 AND DTC DTC DESCRIPTION

LATER
P0131 UPSTREAM O2S 1/1
DTCs that are supported by Chrysler vehicles for (9B) VOLTAGE LOW
model years 1998 and later are listed and described P0132 UPSTREAM O2S 1/1
in the following chart. The P-code that is listed in (3E) VOLTAGE HIGH
the left column is the DTC number that conforms to
SAE standards while the hexadecimal value listed P0133 UPSTREAM O2S 1/1
in parentheses is strictly used by Chrysler. The (66) SLOW RESPONSE
hexadecimal value is used specifically in the P0134 UPSTREAM O2S 1/1
Snapshot mode for model year 1998 and some 1999 (20) INACTIVE
vehicles because they are referenced in the service
literature to uniquely identify a Diagnostic Trouble P0135 UPSTREAM O2S 1/1
Code. (67) HEATER CIRCUIT
P0137 DNSTREAM O2S 1/2

(9C) VOLTAGE LOW
DTC DTC DESCRIPTION P0138 DNSTREAM O2S 1/2
(7E) VOLTAGE HIGH
P0030 UPSTREAM O2S 1/1
(ED) HEATER RELAY CKT P0139 DNSTREAM O2S 1/2
(68) SLOW RESPONSE
P0036 DNSTREAM O2S 1/2
(EE) HEATER RELAY CKT P0140 DNSTREAM O2S 1/2
(81) INACTIVE
P0106 BARO PRESSURE
(3C) OUT OF RANGE P0141 DNSTREAM O2S 1/2
(69) HEATER CIRCUIT
P0107 MAP SENSOR
(24) VOLTAGE LOW P0143 DNSTREAM O2S 1/3
(90) VOLTAGE LOW
P0108 MAP SENSOR
(25) VOLTAGE HIGH P0144 DNSTREAM O2S 1/3
(93) VOLTAGE HIGH
P0112 IAT SENSOR
(39) VOLTAGE LOW P0145 DNSTREAM O2S 1/3
(9F) SLOW RESPONSE
P0113 IAT SENSOR
(3A) VOLTAGE HIGH P0146 DNSTREAM O2S 1/3
(AC) INACTIVE
P0116 COOLNT TEMP SNSR
(E0) PERFORMANCE P0147 DNSTREAM O2S 1/3
(BD) HEATER CIRCUIT
P0117 ECT SENSOR
(1E) VOLTAGE LOW P0151 UPSTREAM O2S 2/1
(B5) EFFICIENCY
P0118 ECT SENSOR
(1F) VOLTAGE HIGH P0152 UPSTREAM O2S 2/1
(42) VOLTAGE HIGH
P0121 TPS SIGNAL
(84) DIFFERS WITH MAP P0153 UPSTREAM O2S 2/1
(7A) SLOW RESPONSE
P0122 TPS/APPS
(1A) VOLTAGE LOW P0154 UPSTREAM O2S 2/1
(41) INACTIVE
P0123 TPS/APPS
(1B) VOLTAGE HIGH P0155 UPSTREAM O2S 2/1
(7C) HEATER CIRCUIT
P0125 CLO TEMP
(80) NOT REACHED

DTC DTC DESCRIPTION DTC DTC DESCRIPTION

P0157 DNSTREAM O2S 2/2 P0201 INJECTOR 1
(B6) VOLTAGE LOW (15) CONTROL CIRCUIT

(7F) VOLTAGE HIGH (14) CONTROL CIRCUIT

(7B) SLOW RESPONSE (13) CONTROL CIRCUIT

(82) INACTIVE (3D) CONTROL CIRCUIT

(7D) HEATER CIRCUIT (45) CONTROL CIRCUIT
P0165 STARTER RELAY P0206 INJECTOR 6

(8F) CKT OPEN/SHORT (46) CONTROL CIRCUIT
P0168 INJECTION PUMP P0207 INJECTOR 7

HIGH FUEL TEMP. (4F) CONTROL CIRCUIT
P0171 FUEL SYSTEM 1/1 P0208 INJECTOR 8

(77) LEAN CONDITION (50) CONTROL CIRCUIT

(76) RICH CONDITION (37) CONTROL CIRCUIT

(79) LEAN CONDITION (38) CONTROL CIRCUIT
P0175 FUEL SYSTEM 2/1 P0215 FUEL INJ. PUMP

(78) RICH CONDITION CONTROL CIRCUIT
P0176 FLEX FUEL SENSOR P0216 FUEL INJ. PUMP

(64) NO CAL SIGNAL TIMING FAILURE
P0177 WATER IN FUEL P0217 ENGINE OVERHEAT

DETECTED CONDITION
P0178 FLEX FUEL SENSOR P0219 CKP SENSOR

(55) VOLTAGE LOW OVERSPEED SIGNAL
P0178 WATER/FUEL SNSR P0222 IDLE VALIDATION

DETECTED (diesel) SIGNALS BOTH LOW
P0179 FLEX FUEL SENSOR P0223 IDLE VALIDATION

(54) VOLTAGE HIGH SIGNALS BOTH HI
P0180 FUEL INJ. PUMP P0230 TRANSFER PMP CKT

TEMP. RANGE OUT OF RANGE
P0181 FUEL INJ. PUMP P0232 FUEL SHUTOFF

FAILURE SIGNALS HIGH
P0182 CNG TEMP SENSOR P0234 TURBO BOOST

(5E) VOLTAGE LOW LIMIT EXCEEDED
P0183 FLEX FUEL SENSOR P0236 MAP SENSOR

(5F) VOLTAGE HIGH HIGH TOO LONG


P0237 MAP SENSOR P0336 CKP SENSOR
VOLTAGE LOW SIGNAL
P0238 MAP SENSOR P0340 CMP SENSOR

VOLTAGE HIGH (01) CIRCUIT
P0251 FUEL INJ. PUMP P0341 CMP SENSOR

VALVE FEEDBACK SIGNAL
P0253 FUEL INJ. PUMP P0350 IGN COIL CIRCUIT

FUEL VALVE OPEN (C6) OVERCURRENT
P0254 FUEL INJ. PUMP P0351 IGNITION COIL 1

HIGH CURRENT (2B) CIRCUIT
P0300 MULTIPLE CYL P0352 IGNITION COIL 2

(6A) MISFIRE (2A) CIRCUIT
P0301 CYLINDER 1 P0353 IGNITION COIL 3

(6B) MISFIRE (29) CIRCUIT

(6C) MISFIRE (4C) CIRCUIT

(6D) MISFIRE (4D) CIRCUIT

(6E) MISFIRE (D8) CIRCUIT
P0305 CYLINDER 5 0357 IGNITION COIL 7

(AE) MISFIRE (E3) CIRCUIT

(AF) MISFIRE (E4) CIRCUIT
P0307 CYLINDER 7 P0370 FUEL INJ. PUMP

(B0) MISFIRE SPEED/POS. SNSR
P0308 CYLINDER 8 P0380 INTK AIR HEATER

(B1) MISFIRE RELAY 1
P0309 CYLINDER 9 P0381 WAIT/START LAMP

(B2) MISFIRE INOPERATIVE
P0310 CYLINDER 10 P0382 INTK AIR HEATER

(B3) MISFIRE RELAY 2
P0320 IGNITION P0387 CKP SENSOR

(28) REF/CRANK CKT LOW SUPPLY VOLTS
P0320 NO RPM SIGNAL P0388 CKP SENSOR

TO PCM (diesel) HI SUPPLY VOLTS
P0325 KNOCK SENSOR 1 P0400 EGR SYSTEM

(3B) CIRCUIT (8C)
P0330 KNOCK SENSOR 2 P0401 EGR SYSTEM

(53) CIRCUIT (2E) PERFORMANCE FAIL


P0403 EGR SOLENOID P0505 IAC (AIS) MOTOR
(11) DRIVER CIRCUIT (19) CIRCUIT
P0404 EGR POSIT SENSOR P0522 OIL PRESS SENSOR

(D7) PERFORMANCE (EB) VOLTAGE LOW
P0405 EGR POSIT SENSOR P0523 OIL PRESS SENSOR

(D4) VOLTAGE LOW (EC) VOLTAGE HIGH
P0406 EGR POSIT SENSOR P0524 OIL PRESSURE

(D5) VOLTAGE HIGH TOO LOW
P0412 SECONDARY AIR P0545 A/C CLUTCH

(33) SWITCHING CKT RELAY CIRCUIT
P0420 CATALYST 1/1 P0551 POWER STEERING

(70) EFFICIENCY LOW (73) SWITCH CIRCUIT
P0432 CATALYST BANK 2 P0562 CHARGING SYSTEM

(B4) EFFICIENCY VOLTAGE LOW
P0441 EVAP SYSTEM P0563 CHARGING SYSTEM

(71) FLOW MALFUNCTION VOLTAGE HIGH
P0442 EVAP SYSTEM P0600 PCM INTERNAL

(A0) SMALL LEAK (44) COMM. FAILURE
P0443 EVAP PURGE P0601 PCM INTERNAL

(12) SOLENOID CIRCUIT (02) SELF TEST FAIL
P0455 EVAP SYSTEM P0602 ECM FUELING

(A1) GROSS LEAK CALIB. ERROR
P0456 EVAP SYSTEM P0606 ECM FAILURE

(F1) VERY SMALL LEAK
P0622 ALTERNATOR FIELD
P0460 FUEL LEVEL SNSR (0B) CONTROL CIRCUIT
97 NO VOLT CHANGE
P0645 A/C CLUTCH
P0460 FUEL LEVEL UNIT (10) RELAY CIRCUIT
NO CHANGE-MILES (diesel)
P0700 EATX
P0461 FUEL LEVEL SNSR (89) DTC PRESENT
(F4) PERFORMANCE
P0703 BRAKE SWITCH
P0461 FUEL LEVEL UNIT (98) CIRCUIT
NO CHANGE-TIME
(diesel) P0711 TRANS TEMP SNSR
(A4) CIRCUIT
P0462 FUEL LEVEL SNSR
(95) VOLTAGE LOW P0711 TRANS TEMP SNSR
TEMP NOT RISE (diesel)
P0463 FUEL LEVEL SNSR
(96) VOLTAGE HIGH P0712 TRAN TEMP SENSOR
(4A) VOLTAGE LOW
P0500 VEHICLE SPEED
(23) SENSOR CIRCUIT P0713 TRAN TEMP SENSOR
(4B) VOLTAGE HIGH
P0500 VEHICLE SPD SNSR
NO SIGNAL (diesel) P0720 OUTPUT SPEED
(A6) SENSOR CIRCUIT


P0720 OSS P1197 DN O2S 1/2 SLOW
LOW RPM (diesel) (C2) DURING CAT MON.
P0740 TCC (PTU) LOCKUP P1198 RADIATOR SENSOR

(94) NO RPM DROP (C9) VOLTAGE HIGH
P0743 TCC SOLENOID P1199 RADIATOR SENSOR

(0C) CIRCUIT (C8) VOLTAGE LOW
P0743 TCC SOLENOID/ P1281 LOW ENGINE

TRANS RELAY CKT (diesel) (21) TEMPERATURE
P0748 GOV PRESSURE P1282 FUEL PUMP RELAY

(AB) SOLENOID CIRCUIT (65) CKT OPEN/SHORT
P0748 GOV. PRESS SOL/ P1283 IDLE SELECT

TRANS RELAY CKT (diesel) SIGNAL INVALID
P0751 OVERDRIVE SWITCH P1284 FUEL INJ. PUMP

(BC) LOW RATIONALITY VOLTAGE RANGE
P0753 OVERDRIVE P1285 FUEL INJ. PUMP

(32) SOLENOID DRIVER RELAY ALWAYS ON
P0753 3-4 SHIFT SOL/ P1286 APPS SUPPLY CKT

TRANS RELAY CKT (diesel) VOLTAGE HIGH
P0756 SHIFT SOL B P1287 FUEL INJ. PUMP

(C7) FUNCTIONAL FAULT VOLTAGE LOW
P0783 3-4 SHIFT P1288 SHORT RUN VALVE

(A5) MALFUNCTION (D9) OPEN/SHORT CKT
P0783 3-4 SHIFT SOL, NO P1289 MTV SOLENOID

RPM DROP AT SHFT (diesel) (58) OPEN/SHORT CKT
P0801 REV GEAR LOCK- P1290 CNG SYSTEM

(C4) OUT CIRCUIT (BE) PRESSURE HIGH
P0833 CLUTCH UPSTOP P1291 HEATED AIR

(F0) SW PERFORMANCE (A2) INTAKE CIRCUIT
P1110 IAT SENSOR P1291 INTK AIR HEATERS

HIGH TEMPERATURE NO TEMP RISE (diesel)
P1192 INLET AIR TEMP P1292 CNG PRESS SENSOR

(F2) SNSR LO VOLTAGE (62) VOLTAGE HIGH
P1193 INLET AIR TEMP P1293 CNG PRESS SENSOR

(F3) SNSR HI VOLTAGE (63) VOLTAGE LOW
P1194 O2 HEATER CKT P1294 TARGET IDLE

(E9) PERFORMANCE (8A) NOT REACHED
P1195 UP O2S 1/1 SLOW P1295 TP SENSOR

(C0) DURING CAT MON. (88) NO 5V REFERENCE
P1196 UP O2S 2/1 SLOW P1295 APPS SUPPLY CKT

(C1) DURING CAT MON. VOLTAGE LOW (diesel)


P1296 MAP SENSOR P1484 CATALYST
(87) NO 5V REFERENCE (C3) OVERHEAT COND
P1297 MAP SIGNAL P1485 AIR ASST SOL CKT

(27) NO PRESS CHANGE (DA) OPEN/SHORT CKT
P1298 LEAN CONDITION P1486 EVAP LDP SYSTEM

(83) DURING WOT (BB) HOSE PINCHED
P1299 VACUUM LEAK P1486 EVAP LEAK MON.

(91) DETECTED PINCHED HOSE (diesel)
P1388 ASD RELAY P1487 HI SPEED FAN 2

(0A) CIRCUIT (8B) CKT OPEN/SHORT
P1389 ASD RELAY P1488 AUX 5 VOLT

(2C) NO VOLT AT PCM (B9) OUTPUT LOW
P1390 CMP/CKP TIMING P1489 HIGH SPEED FAN

(85) (5D) RELAY OPEN/SHORT
P1391 LOSS OF CAM P1490 LOW SPEED FAN

(9D) OR CRANK SIGNAL (5C) RELAY OPEN/SHORT
P1398 NO CRANKSHAFT P1491 RADIATOR FAN

(BA) SENSOR LEARN (0E) RELAY CIRCUIT
P1399 WAIT TO START P1492 AAT SENSOR

(A3) LAMP CIRCUIT (9A) VOLTAGE HIGH
P1403 LOSS OF 5V FEED P1493 AAT SENSOR

(D6) TO EGR SENSOR (99) VOLTAGE LOW
P1475 AUX 5 VOLT P1494 LEAK DET PUMP

OUTPUT HIGH (B8) PRESS SNSR SW
P1476 SECONDARY AIR P1495 LEAK DET PUMP

(6F) LOW FLOW (B7) SOLENOID CKT
P1477 SECONDARY AIR P1496 5 VOLT

(9E) HIGH FLOW (92) OUTPUT LOW
P1478 AAT P1498 HIGH SPEED FAN 3

(47) SENSOR CIRCUIT (C5) CIRCUIT
P1479 TRANS FAN RELAY P1594 CHARGING SYSTEM

(E6) OPEN/SHORT CKT (06) VOLTAGE HIGH
P1480 PCV SOLENOID P1595 S/C SERVO

(E5) OPEN/SHORT CKT (0F) SOLENOID CKT
P1481 EATX RPM PULSE P1596 MUX S/C SWITCH

(DD) PERFORMANCE (56) VOLT INPUT HIGH
P1482 CAT TEMP SENSOR P1597 MUX S/C SWITCH

(DC) VOLTAGE LOW (57) VOLT INPUT LOW
P1483 CAT TEMP SENSOR P1598 A/C PRESS SENSOR

(DB) VOLTAGE HIGH (5A) VOLT INPUT HIGH


P1599 A/C PRESS SENSOR P1756 GOV. PRESS SOL.
(5B) VOLT INPUT LOW NOT TARGET PSI (diesel)
P1682 CHARGING SYSTEM P1757 GOV ZERO

(05) VOLTAGE LOW (8E) PRESSURE MALF.
P1683 S/C POWER P1757 GOV. PRESSURE AT

(52) RELAY CIRCUIT 0 MPH IN GEAR (diesel)
P1685 SKIM P1762 GOV PRESSURE

(E8) INVALID KEY (A9) SENSOR OFFSET
P1686 NO SKIM P1763 GOV PRESS SENSOR

(E2) BUS MESSAGE (A8) VOLTAGE HIGH
P1687 NO MIC P1764 GOV PRESS SENSOR

(E1) BUS MESSAGE (A7) VOLTAGE LOW
P1689 ECM/INJ. PUMP P1765 TRANS VOLTAGE

NO COMMUNICATION (AD) RELAY CIRCUIT
P1690 INJ. PUMP/ECM P1765 TRANS 12V SUPPLY

CKP NOT AGREE RELAY CIRCUIT (diesel)
P1691 INJ PUMP CNTRLLR P1899 PARK/NEUTRAL

CALIB. ERROR (72) SWITCH CIRCUIT
P1693 MIL FAULT IN ENG P1899 P/N SWITCH

(DF) COMPANION MODULE STUCK (diesel)
P1694 FAULT IN ENGINE

(DE) COMPANION MODULE
P1694 NO BUS MESSAGES

FROM COMP. MOD. (diesel)
P1695 PCM: NO BODY CCD

(61) MESSAGES
P1696 EEPROM
(31) WRITE DENIED
P1697 SRI/EMR MILEAGE

(30) NOT STORED
P1698 PCM: NO EATX CCD

(60) MESSAGES
P1698 NO BUS MESSAGES

FROM PCM (diesel)
P1719 2-3 GEAR

(22) LOCKOUT CIRCUIT
P1740 TCC OR O/D SOL.

(E7) PERFORMANCE
P1756 GOV MID PRESSURE

(8D) MALFUNCTION

EATX DTCs B. Diagnostic Trouble Code (DTC) Descriptions
EATX DTCS
Listed below are transmission DTCs for all 41TE, 42LE, 42RLE, and 45RFE transmissions.
DISPLAY
EATX DTC DESCRIPTION
DESCRIPTORS
10 P0602 CONTROL MODULE
PROGRAMMING ERROR
11 P0613 INTERNAL An internal EATX controller failure has been detected.

P0700 CONTROLLER
FAILURE
12 P1684 BATTERY WAS Battery has been disconnected within the last 75 ignition
P1792 DISCONNECTED cycles or quick learn test has been performed.

P0700 CONTROLLER
FAILURE
14 P0891 EATX RELAY EATX controller has determined that the EATX relay is
P1767 ALWAYS ON always on.
15 P0888 EATX RELAY EATX controller has determined that the EATX relay is
P1768 ALWAYS ON always off

CONTROLLER
FAILURE

CONTROLLER
FAILURE
18 P0725 ENGINE SPEED An engine speed sensor circuit failure has been detected.
SENSOR CIRCUIT
19 P0600 NO DATA FROM A problem has been detected with CCD bus
P1694 ENGINE CONTRLR communication from the engine controller.
P1716
20 P0890 SWITCHED A problem has been detected with the switched battery
P1765 BATTERY voltage circuit.
21 P0871 OD PRESSURE A problem has been detected with the OD pressure switch
P1781 SWITCH CIRCUIT circuit.
22 P0846 2-4 PRESSURE Problem with the 2-4 pressure switch circuit.
P1782 SWITCH CIRCUIT
23 2-4/OD PRESSURE Problem with the 2-4/OD pressure switch circuit.

SWITCHCIRCUIT
24 P0841 LR PRESSURE Problem with the LR pressure switch circuit.

P1784 SWITCH CIRCUIT
25 LR/OD PRESSURE Problem with the LR/OD pressure switch circuit.

SWITCH CIRCUIT

DISPLAY
EATX DTC DESCRIPTION (CONTINUED)
DESCRIPTORS
26 LR/2-4 PRESSURE Problem with the LR/2-4 pressure switch circuit.
SWITCH CIRCUIT
27 ALL PRESSURE Problem with all pressure switch circuits.

SWITCH CIRCUITS
28 P0705 SHIFT LEVER Problem with the shift lever position switch.
P0706 POSITION
29 P0120 THROTTLE Problem with the Throttle Position Sensor.

P0124 POSITION SENSOR
2A P0122 THROTTLE/PEDAL POSITION The TPS voltage drops below 0.078 volts for at least 0.48
SENSOR LOW seconds.
2B P0123 THROTTLE/PEDAL POSITION The TPS voltage rises above 4.94 volts for at least 0.48
SENSOR HIGH seconds.
31 P0870 OD HYDRAULIC Problem with the Overdrive Pressure Switch circuit.

P1787 PRESSURE SWITCH
32 P0845 2-4 HYDRAULIC Problem with the 2-4 Pressure Switch circuit.
P1788 PRESSURE SWITCH
33 P0992 OD/2-4 HYDRAU- Problem with the OD/2-4 Pressure Switch circuit.
P1789 LIC PRESSURE
SWITCH
35 P0944 CHECK TRANS Transaxle hydraulic pump has allowed a loss of prime
P1791 FLUID LEVEL condition. Possible causes are low fluid, clogged filter, or
missing filter o-ring.
36 P1790 FAULT AFTER Problem with Turbine and Output shaft speeds
SHIFT immediately after shift.
37 P1775 SOLENOID Problem with the Solenoid Switch Valve circuit.

SWITCH VALVE
38 P0740 LOCKUP Problem with the Lockup control circuit.

CONTROL
39 GEAR RATIO ERROR EATX controller has detected abnormal input to output
shaft speed ratio error.
41 P0750 LR SOLENOID Problem with the Low Reverse Solenoid Control Circuit.
CIRCUIT
42 P0755 2-4 SOLENOID Problem with the 2-4 Solenoid Control Circuit.
CIRCUIT
43 P0760 OD SOLENOID Problem with the Overdrive Solenoid Control Circuit.

CIRCUIT
44 P0765 UD SOLENOID Problem with the Underdrive Solenoid Control Circuit.

CIRCUIT

P1795 CONTROLLER
FAILURE

DISPLAY
DESCRIPTORS
46 3-4 SHIFT ABORT 3-4 Upshift is interrupted by the EATX controller.
47 P1776 SSV LATCHED Solenoid Shift Valve is latched in the Low/Reverse

IN LR POSITION position.
48 P1793 TORQUE Transaxle torque management system has not received

REDUCTION LINK correct message from PCM. Possible causes are CCD bus
ERROR communication failure or sticky TP sensor.
50 P0736 TURBINE/OUTPUT Turbine to Output shaft ratio does not compare with
SPEED ERR IN REV reverse gear ratio.
51 P0731 TURBINE/OUTPUT Turbine to Output shaft ratio does not compare with first
SPEED ERR IN 1ST gear ratio.
52 P0732 TURBINE/OUTPUT Turbine to Output shaft ratio does not compare with
SPEED ERR IN 2ND second gear ratio.
53 P0733 TURBINE/OUTPUT Turbine to Output shaft ratio does not compare with third
SPEED ERR IN 3RD gear ratio
54 P0734 TURBINE/OUTPUT Turbine to Output shaft ratio does not compare with fourth
SPEED ERR IN 4TH gear ratio.
55 P1736 TURBINE/OUTPUT Problem with the Turbine or Output Shaft speed in

SPD ERR IN NEUTR neutral.
55 P1736 GEAR RATIO ERROR Input RMP to Output RPM ratio does not compare with
IN 2ND PRIME GEAR the 2nd prime gear ratio.
56 P0715 TURBINE Problem with the Turbine Sensor circuit.

SENSOR ERROR
57 P0720 OUTPUT Problem with the Output Sensor circuit.

SENSOR ERROR
58 P1794 SENSOR Problem with the Sensor Ground circuit.

GROUND ERROR
60 P1770 INADEQUATE Low hydraulic volume has been detected with the Low-
ELEMENT VOL: LR Reverse clutch.
61 P1771 INADEQUATE Low hydraulic volume has been detected with the 2-4
ELEMENT VOL: 2-4 clutch.
61 P1771 INADEQUATE Low hydraulic volume has been detected with the 2C
ELEMENT VOL: 2C clutch.
62 P1772 INADEQUATE Low hydraulic volume has been detected with the
ELEMENT VOL: OD Overdrive clutch.
63 P1773 INADEQUATE Low hydraulic volume has been detected with the
ELEMENT VOL: UD Underdrive clutch.
64 P1735 INADEQUATE Low hydraulic volume has been detected with the 4C
ELEMENT VOL: 4C clutch.

DISPLAY
DESCRIPTORS
65 P1715 RESTRICTED The TCM senses the LR pressure switch closing while
MANUAL VALVE performing PEMCC or FEMCC with the shifter in the
IN T3 temp3 zone.
69 P0952 AUTOSTICK INPUT CIRCUIT The transmission is not in Autostick position while the
LOW upshift or downshift switch is reported to be closed (below
0.3 volts) or if both are closed simultaneously.
70 P0953 AUTOSTICK INPUT Failure detected in Autostick input circuit or components.

P1796 CIRCUIT FAILURE
71 P1797 TEMP SENSOR OR Autostick system has detected excessive fluid

CIRCUIT FAILURE temperature.
72 P0710 THERM INPUT Not a valid DTC. Do not take any action.
CIRCUIT
73 P0897 WORN OUT/ Converter clutch system has detected an abnormal turbine
P1798 BURNT TRANS FLUID acceleration during FEMCC to PEMCC transition.
Possible causes are degraded fluid or internal transmission
problem
74 P1799 CALC. OIL TEMP The calculated oil temperature is used for the shift
IN USE schedule instead of the thermistor temperature.
75 P0218 HIGH TEMP OPER. The transmission oil temperature has risen above nominal
P1738 ACTIVATED operating temperature and the overheat shift schedule is
activated
76 P0884 POWER UP The Transmission Control Module has powered up while

P1739 AT SPEED in the DRIVE position and the vehicle is going above 20
M.P.H.
77 P1687 NO The TCM has not received any PCI bus messages from the
P1717 COMMUNICATION MIC.
WITH THE MIC
78 P0600 SERIAL There are no PCI bus messages received by the TCM.
P1652 COMMUNICATION
LINK MALFUNCTION
79 P0562 LOW The TCM recognizes that the battery voltage has been less
P1714 BATTERY VOLTAGE than 10 volts for 15 seconds.
7A P0711 TRANSMISSION Transmission temperature does not reach normal

TEMPERATURE SENSOR operating temperature within the given amount of time.
PERFORMANCE
7B P0712 TRANSMISSION Temperature sensor voltage drops below 0.078 volts for at
TEMPERATURE SENSOR LOW least 0.45 seconds.
7C P0713 TRANSMISSION Temperature sensor voltage rises above 4.94 volts for at
TEMPERATURE SENSOR least 0.45 seconds.
HIGH
7D P0714 TRANSMISSION Temperature sensor voltage changes suddenly within a

TEMPERATURE SENSOR predetermined time period.
INTERMITTENT

DISPLAY
DESCRIPTORS
80 P1765 SWITCHED The TCM senses voltage on any of the pressure switch
BATTERY FAILURE inputs before the TCM energizes the relay.
81 P1784 LR The pressure switch is open or closed at the wrong time in

PRESSURE a given gear.
SWITCH CIRCUIT
82 P1734 2C The pressure switch is open or closed at the wrong time in

SWITCH CIRCUIT
84 P1781 OD The pressure switch is open or closed at the wrong time in

SWITCH CIRCUIT
88 P1733 4C The pressure switch is open or closed at the wrong time in

SWITCH CIRCUIT
90 P1732 UD The pressure switch is open or closed at the wrong time in

SWITCH CIRCUIT
94 P0613 INTERNAL CONTROLLER

(DUAL-PORT RAM FAILURE)
A2 P1728 2C HYDRAULIC The pressure switch does not close when the TCM
PRESSURE performs a pressure test.
SWITCH CIRCUIT
A4 P1787 OD HYDRAULIC The pressure switch does not close when the TCM
SWITCH CIRCUIT
A8 P1727 4C HYDRAULIC The pressure switch does not close when the TCM
SWITCH CIRCUIT
B0 P1726 UD HYDRAULIC The pressure switch does not close when the TCM
SWITCH CIRCUIT
C1 P0750 LR SOLENOID Solenoid continuity test failure.

CIRCUIT ERROR
C2 P0755 2C SOLENOID Solenoid continuity test failure.

CIRCUIT ERROR
C3 P0760 OD SOLENOID Solenoid continuity test failure.

CIRCUIT ERROR
C4 P0770 4C SOLENOID Solenoid continuity test failure.

CIRCUIT ERROR
C5 P0765 UD SOLENOID Solenoid continuity test failure.

CIRCUIT ERROR

DISPLAY
DESCRIPTORS
C6 P1737 MS SOLENOID Solenoid continuity test failure.
CIRCUIT ERROR
C8 P1720 LINE PRESSURE The difference between the Actual and Desired Line
FAULT Pressure is 10 psi or greater.
C9 P1722 LINE PRESSURE The Actual Line Pressure is more than 10 psi below the
LOW Desired Line Pressure.
CA P1721 LINE PRESSURE The Line Pressure Sensor Voltage is below 0.2 volts or
SENSOR FAULT above 4.75 volts.
CB P1724 LINE PRESSURE The Actual Line Pressure is more than 10 psi above the
HIGH Desired Line Pressure.

AISIN AW4 DTCs B. Diagnostic Trouble Code (DTC) Descriptions
AISIN AW4 DTCS
1997-2001 XJ AW4 TRANSMISSION DTCS

Listed below are the transmission DTCs for 1997 and later Aisin AW4 transmissions. The number in
parenthesis is the hexadecimal DTC number specific to Chrysler.
P-CODE DTC DESCRIPTION

P0121 TPS SENSOR
(84)
P0122 TPS
(BB) SIGNAL CIRCUIT
P0562 TRANSMISSION
(C1,EE) VOLTAGE LOW
P0563 TRANSMISSION
(C2,EF) VOLTAGE HIGH
P0604 RAM INTEGRITY

(CC) FAILURE
P0605 ROM CHECKSUM

(CB) FAILURE
P0700 TRANSMISSION
(89) FAULT PRESENT
P0705 TRANS RANGESNSR

(BC,EB) SIGNAL
P0715 INPUT SPEED

(B9) SENSOR
P0720 OUTPUT SPEED

(A6,BA) SENSOR
P0740 TCC SOLENOID

(94,B8) FUNCTIONAL FAULT
P0751 SHIFT SOLENOID 1

(B2,CE) FUNCTIONAL FAULT

(C7,B5) FUNCTIONAL FAULT
P1694 NO CDD MESSAGES

(BD,BE, FROM JTEC
CD)
P1698 NO CDD MESSAGES

(60) FROM AW4 MODULE
P1718 EEPROM
(C4) FAILURE

AISIN AW4 DTCs B. Diagnostic Trouble Code (DTC) Descriptions
P-CODE DTC DESCRIPTION

P1742 ROM CHECKSUM
(C0,CB) FAILURE
P1743 RAM INTEGRITY

(BF,CC) FAILURE

(B1,D0) SHORT TO GROUND

(B0,D1) SHORT TO VOLTAGE

(B4,D2) SHORT TO GROUND

(B3,D3) SHORT TO VOLTAGE
P1748 TCC SOLENOID

(B7,EC) SHORT TO GROUND
P1749 TCC SOLENOID

(B6,ED) SHORT TO VOLTAGE
(89) TRANSMISSION
DTC PRESENT
(EA) SHIFT SOLENOID A

FUNCTIONAL FAULT

C. DATA LIST PARAMETER
DESCRIPTION
The tester is capable of displaying a wide variety of engine or transmission data parameters in the F0: Data
List mode. The engine or transmission controller sends information to the tester regarding the state of the
system as the controller sees it. The tester translates and displays this information in the form of a list of
diagnostic data parameters. This chapter describes those parameters.
There are two basic types of data parameters: discrete and analog. Discrete parameters are bits of
information and can be in only one of four distinct states (high/low, energized/de-energized, on/off, P/N-
Gear). Switches and solenoids are examples of discrete parameters. Analog parameters are used to represent
quantities and are displayed as a value with appropriate units. Examples of analog parameters include Engine
Speed, Coolant Temperature, and Oxygen Sensor Voltage.
Engine Systems Parameters
Engine system data parameters are those parameters that are supported by the SBEC I, II, III, JTEC, and
NGC controllers. They do not include parameters supported by the A604 (41TE), A606 (42LE), 45RFE, or
Aisin (AW4) transmission. A description of each parameter, the units, the range of the analog parameters,
and the state of the discrete parameters are provided beginning on page 207.
Transmission Systems Parameters
Transmission system data parameters are those parameters that are supported by the A604 (41TE), A606
(42LE), 45RFE, or Aisin (AW4) transmission. They do not include parameters supported by the engine
controllers. A description of each parameter, the units, the range of the analog parameters, and the state of
the discrete parameters are provided beginning on page 229.

Engine System Parameters C. Data List Parameter Description
ENGINE SYSTEM PARAMETERS

2/3 LOCKOUT SOLENOID STATES
ENERGIZED/DE-ENERGIZED
2/3 Lockout Solenoid is an output from the EEC which controls the 2/3 gear operation.
A/C CLUTCH RELAY STATES

The A/C clutch relay engages and disengages the air conditioning compressor. It is combined with the A/C
switch on later models.
A/C CONTROL RELAY STATES

A/C Control Relay is an output from the EEC to indicate to state of the controlled circuit.
A/C CUTOUT RELAY STATES

A/C Cutout Relay is an EEC output which controls the voltage to the A/C compressor as a result of the
throttle position sensor.
A/C HIGH SIDE PRESSURE UNITS RANGE

PSI 0 500
This parameter monitors the pressure of the air conditioning refrigerant.
A/C HIGH SIDE SENSOR UNITS RANGE

VOLTS 0 5V
Air conditioning high side sensor displays the input voltage to the air conditioning pressure sensor.
A/C REQUEST STATES

ON/OFF
A/C Request input is high when the instrument panel switch, pressure switch, and evaporator switch are all
closed, and low when these conditions are not met.
A/C SELECT STATES

ON/OFF
When the A/C Switch is in the ON position, an input signal informs the EEC that the A/C has been selected.
The EEC adjusts the RPM to compensate for the increased engine load.
A/C SWITCH STATES

HIGH/LOW
The A/C switch informs the EEC when the air conditioning is ON so the EEC can increase the idle speed to
compensate for the additional compressor load on the engine.

AAT ()
(AMBIENT AIR TEMPERATURE) UNITS RANGE
DEGREES C -40 127
DEGREES F -40 260
Ambient air temperature is the temperature of the battery and underhood air as determined by the battery
temperature sensor.
AAT (V) UNITS RANGE

VOLTS 0 5V
Ambient air temperature sensor determines the temperature of the battery and underhood air as determined
by the coolant temperature and inputs the information to the EEC.
ACTUAL GOV PRESSURE UNITS RANGE

PSI 0 127
Actual Governor Pressure is an input value to the EEC based on the governor pressure transducer reading
which provides feedback for regulation of the transmission governor pressure.
ADAPTIVE FUEL 2 UNITS RANGE

SEC -1024 1016
Additive Fuel 2 is the adaptive adjustment to fuel injector on-time calibrated at idle conditions due to
various inputs.
ADDED ADAPTIVE FUEL UNITS RANGE

SEC 0 2040
The adaptive adjustment to fuel injector on-time calibrated at idle conditions.
AIR SWITCH SOLENOID STATES

This solenoid controls vacuum to the switch relief valve. Before the engine warms enough to go into closed
loop, vacuum is applied to the valve directing air from the air pump upstream into the exhaust manifold.
Once the engine has warmed up and is in closed loop, the vacuum to the switch is removed allowing the air
pump to direct air downstream into the catalytic converter.
ALTERNATOR LAMP STATES

ON/OFF
If the EEC senses a low charging condition in the charging system, it illuminates the Generator Lamp.
ASD RELAY SENSE STATES

HIGH/LOW
A 12 volt signal at this input indicates to the EEC that the ASD relay has been activated. If the signal is not
seen when the ASD relay should be activated, a DTC is set.

AUTO SHUTDOWN
(ASD) RELAY STATES
The ASD turns off the electric fuel pump if a distributor pickup signal is not received by the ASD within
two seconds after the ignition is turned on. The ASD relay should be energized when the engine is running.
AVERAGE O2S SIGNAL UNITS RANGE

VOLTS 0 1V
Average Oxygen Sensor Signal displays the input analog oxygen sensor voltage for the upstream O2S. The
vehicle PCM categorizes the input oxygen sensor voltage as an average voltage value over a period of time.
This is helpful to identify a lazy or biased O2 sensor. The O2S voltage signal is a measure of oxygen in the
exhaust emission gases that surround the sensor tip.
AVERAGE O2S STATE STATES

RICH/LEAN
Average Oxygen Sensor State displays the converted analog oxygen sensor voltage in two discrete states,
RICH or LEAN. The vehicle PCM categorizes the input upstream oxygen sensor voltage into the two rich or
lean categories using a programmed threshold (above threshold is rich state, below is lean state).
B1 VOLTAGE SENSE STATES

HIGH/LOW
B1 voltage input is high when the ignition switch is in the Run position, and low when the ignition switch is
in the START position.
BARO (kPa, IN. HG) UNITS RANGE

KPa 0 101
in. Hg 0 30
The current altitude (atmospheric pressure) of the vehicle is determined by the MAP sensor. For TBI and
Turbo models, the reading is obtained in the Key On, Engine Off setting.
BARO READ SOLENOID STATES

Turbo models periodically take altitude or BARO readings by utilizing the BARO READ solenoid. This is
accomplished during deceleration when the BARO solenoid closes long enough for the engine computer to
read altitude or BARO.
BATTERY TEMP
SENSOR VOLTAGE UNITS RANGE
VOLTS 0 5V
The battery temperature is used by the EEC to vary the charging voltage rate; the colder the battery, the
higher the charging rate and the higher the sensor voltage.

BATTERY VOLTAGE UNITS RANGE

VOLTS 0 15.75
Battery Voltage is an analog input signal read by the EEC. It is mainly used for diagnostics. Certain EEC
functions such as fuel injector pulse width and alternator field control are modified if the battery voltage
falls below or rises above programmed thresholds.
BOOST PRESSURE
(TURBO) UNITS RANGE
kPa 0 200
PSI 0 29
The amount of Turbo boost pressure required is determined by the MAP sensor: Boost = MAP - BARO.
BOOST PRESSURE GOAL UNITS RANGE

kPa 0 200
PSI 0 29
The boost level above barometric pressure at which the engine controller is attempting to maintain MAP.
BRAKE SWITCH STATES

HIGH/LOW
The brake switch signals the EEC in the event that the Throttle Position Sensor fails to indicate a closed
throttle condition.
CAM/CRANK
SYNC STATES
CAM ONLY/CRANK ONLY/CAM PASS/
CKP PASS/IN SYNC
This parameter displays the status of the cam and crank signals. If both the camshaft signal and crankshaft
signals are present, the parameter displays IN SYNC.
CHARGE SYSTEM GOAL UNITS RANGE

VOLTS 0 15.75V
This parameter indicates the charging system target voltage.
CHARGE TEMP
VOLTS 0 5V
This is the sensor voltage corresponding to the charge temperature. The colder the temperature, the higher
the voltage.

CHARGE TEMPERATURE
(MFI & TURBO) UNITS RANGE
DEGREES C -40 127
DEGREES F -40 261
On some models, the O2 feedback system requires both air/fuel mixture temperature and coolant
temperature. Therefore, a temperature sensor mounted to the intake manifold measures the air/fuel mixture
temperature.
CHECK ENGINE LAMP STATES

If the EEC detects a fault in any of its most vital circuits, the Check Engine lamp comes on and the EEC
system goes into the limp-in mode. The light stays off when the fault is corrected. The code is erased from
the EEC memory after thirty ignition cycles from the last occurrence of the fault.
CHECK GAUGES LAMP STATES

ON/OFF
The EEC illuminates the Check Gauges Lamp when a gauge value is out of normal operating range
CKP COUNTER RANGE

0 255
The CKP Counter parameter is used by the PCM to detect the crankshaft sensor pulse. The PCM uses the
signal for determination of spark and/or fuel injection. Under normal conditions, the count increases.
CLOSED THROTTLE SWITCH STATES

HIGH/LOW
Informs the EEC that the throttle is in the closed position (0.75V). Any position other than closed sends a
>0.75 V signal to the EEC.
CMP COUNTER RANGE

0 255
The CMP Counter parameter is used by the PCM to detect the camshaft position sensor signal. The PCM
uses the signal to establish and maintain correct injector firing order. Under normal conditions, the count
increases.
CNG PRESS SENSOR UNITS RANGE

VOLTS 0 5V
CNG Pressure Sensor inputs the CNG pressure by voltage signal to the EEC.
CNG PRESSURE UNITS RANGE

PSI 0 255
CNG Pressure is the pressure of the fuel system after the pressure regulator as interpreted by the EEC.

CNG TEMPERATURE UNITS RANGE

DEGREES C -128 127
CNG Temperature is temperature of the compressed natural gas in the fuel system as interpreted by the
EEC.
CNG TEMP SENSOR UNITS RANGE

VOLTS 0 5V
This sensor inputs the CNG temperature by voltage signal to the EEC.
COOLING FAN RELAY STATES

On certain models, this relay supplies power for both the cooling fan motor and A/C compressor clutch. The
relay is activated, and the fan turned on, when the A/C is turned on, or when the coolant temperature reaches
a specified value.
DESIRED IAC UNITS RANGE

STEPS 0 255
Desired IAC is the EEC calculated stepper motor position that the EEC is trying to achieve.
DESIRED LDP SOLENOID STATES

VAC APPLY/VAC BLOCKED
The Desired Leak Detection Pump Solenoid displays the desired state of the LDP Solenoid as determined
by the engine controller. When the solenoid is de-energized, engine vacuum is blocked and atmospheric
pressure is allowed to enter the pump cavity. The Leak Detection Pump is used to detect an evaporative
system leak and is only used with certain emission packages.
ECT () UNITS RANGE

DEGREES C -40 127
DEGREES F -40 261
Engine Coolant Temperature is an analog input to the EEC. The EEC reads the voltage at the coolant
temperature sensor and converts this voltage into temperature. The EEC uses engine coolant temperature to
determine things such as air-fuel mixture, idle speed, and cooling fan operation.
ECT (V) UNITS RANGE

VOLTS 0 5V
This is the engine coolant sensor voltage corresponding to the coolant temperature. The colder the
temperature, the higher the voltage.
EGR DUTY CYCLE UNITS RANGE

% 0 100
This parameter displays the duty cycle of the control signal from the vehicle PCM to the EGR Solenoid.
Display is in percent on-time.

EGR SENSE VOLTS UNITS RANGE

VOLTS 0 5V
EGR Sensor Volts is the voltage received by the PCM from the EGR Sensor. Voltage is directly
proportional to the EGR Valve opening.
EGR SOLENOID STATES

This solenoid controls ported vacuum to the EGR valve. When it is energized by the logic module, vacuum
to the EGR is blocked. The solenoid is energized when the coolant temperature is below 21 Deg C, the
engine speed is less than 1,200 RPM, or the throttle is in the wide open position.
EI (DIS) SIG STAT STATES

NO C/C SIG, CAM ONLY, CRANK ONLY,
CAM/CRANK, C/C IN-SYNC
Distributorless ignition system status information. Only valid during crank, this parameter indicates if there
was a cam sensor signal, a crank sensor signal, or if both signals are in sync during cranking. Otherwise, no
C/C SIG is displayed.
EMR LAMP STATES

Emissions Maintenance Reminder lamp is used on 1989 and later trucks and minivans. The lamp
illuminates at predetermined odometer setting. Certain parts are to be replaced or certain maintenance
performed at this time.
ENGINE LOAD UNITS RANGE

% 0 100
Calculated load value indicates the percent engine capacity that is being used. It is calculated from a
measure of current engine airflow divided by engine peak airflow.
ENGINE SPEED UNITS RANGE

RPM 0 9999
The engine speed in RPM is determined from the distributor reference pulses. The EEC uses engine speed to
make determinations about the operation of various engine management components.
FAN DUTY CYCLE UNITS RANGE

% 0 100
This parameter displays the duty cycle of the control signal from the vehicle PCM to the fan relay. Display
is in percent on-time.
FEEDBACK FACTOR 1/1 UNITS RANGE

% +25/-25
This output parameter is the feedback fuel control factor based on 02 sensor 1/1 input to the EEC.

FUEL LEVEL UNITS RANGE

GALLONS 0 31.9
This output parameter displays the fuel level of the vehicle as determined by the EEC.
FUEL LEVEL (%) UNITS RANGE

% 0 100
The FUEL LEVEL (%) parameter is used by the JTEC control module to monitor percentage of fuel within
the fuel tank. This parameter is only applicable to 1999 and newer vehicles that have a JTEC engine
controller.
FUEL LEVEL SENSOR UNITS RANGE

VOLTS 0 5V
Fuel Level Sensor voltage is the voltage from the fuel level sensor that is input to the PCM. Fuel level
voltage is an indication of the liquid fuel level in the fuel storage tank. Vehicles that have a JTEC engine
controller, built in 1999 and newer, have a voltage range from 0.6V to 8.6V.
FUEL PUMP RELAY STATES

Battery voltage is applied to the Fuel Pump Relay when the ignition key is ON. The relay is energized when
a ground signal is provided by the EEC.
FUEL STATUS 1 STATES

OL/CL/OL-DRIVE/OL-FAULT/CL-FAULT
Fuel Status 1 displays the current status of the feedback fuel control system for bank 1. Current status can be
one of the above.
FUEL STATUS 2 STATES

OL/CL/OL-DRIVE/OL-FAULT/CL-FAULT
Fuel Status 2 displays the current status of the feedback fuel control system for bank 2. Current status can be
one of the above.
FUEL SYNCH PICK-UP STATES

HIGH/LOW
Input should be HIGH except when the fuel sync Hall effect switch is closed.
GLOW PLUG RELAY STATES

When appropriate the EEC output energizes the Glow Plug Relay to warm the combustion chamber to aid in
engine starting.

GOV PRESS SOL UNITS RANGE

% 0 100
Displays the EEC output duty cycle value of the Governor Pressure Solenoid, which regulates the
transmission governor pressure.
HIGH SPEED FAN STATES

Depending on engine coolant temperature and A/C pressure, the EEC output operates the fan.
HIGH SPEED FAN 2 STATES

Depending on engine coolant temperature and A/C pressure, the EEC output operates the fan.
IAC MOTOR POSITION UNITS RANGE

STEPS 0 255
The AIS motor, under the control of the EEC, operates a valve that controls airflow through a channel in the
throttle body. This provides a preprogrammed idle speed for all operating conditions.
IAT () UNITS RANGE

DEGREES C -40 127
DEGREES F -40 261
Intake air temperature is an analog input to the EEC. The EEC reads the voltage at the IAT Sensor and
converts this into temperature. The EEC uses intake air temperature as one of its tools to determine injector
pulse width and spark advance. If the IAT circuit fails, the EEC substitutes the IAT temperature.
IAT SENSOR VOLTAGE UNITS RANGE

VOLTS 0 5V
This is the sensor voltage corresponding to the Intake Air Temperature. The colder the temperature, the
higher the voltage.
IGNITION SENSE STATES

HIGH/LOW
Ignition Sense input tells the EEC that the ignition switch has energized the ignition circuit.
IGNITION SWITCH STATES

ON/OFF
When the Ignition Switch is in the START/RUN position, this EEC input allows power to be supplied to the
fuel pump relay, EEC, and the engine starter motor.

INJECTOR PULSE WIDTH UNITS RANGE

mSEC 0 131
The amount of time, expressed in milliseconds, that the injector is ON. The pulse width is determined by
input from the MAP, RPM, TPS, O2 (in closed loop), charge temperature (during cold enrichment), speed
sensor (during deceleration), and the fuel enrichment and enleanment multipliers programmed into the EEC.
INTAKE HEATER 1 STATES

The EEC output determines if and how long to activate the intake manifold air heater element depending on
the intake manifold air temperature.
INTAKE HEATER 2 STATES

The EEC output determines if and how long to activate the intake manifold air heater element depending on
the intake manifold air temperature.
KEY ON CYCLES RANGE

0 127
Key On cycles refers to the number of times the ignition switch has been turned ON since the last fault code
was set. The counter is reset to 0 if the battery is disconnected, when a new fault code is set, when the fault
codes are cleared, or after 30-50 Key On cycles from the last occurrence of a fault code.
KEY ON CYCLES 1 RANGE

0 127
The number of key on cycles since the latest fault was set or since all of the fault codes were erased.

0 127
The number of key on cycles since the 2nd latest fault was set or since all of the fault codes were erased.

0 127
The number of key on cycles since the 3rd latest fault was set or since all of the fault codes were erased.
KNOCK RETARD CYLINDERS

#1 - #4 UNITS RANGE
DEGREE 0 128
The amount of spark delay commanded by the EEC in response to a monitored knock condition.

KNOCK SENSOR VOLTAGE UNITS RANGE

VOLTS 0 5V
The knock sensor is the piezoelectric type and is screwed into the intake manifold. It is tuned to a vibration
frequency that is characteristic of detonation (spark knock). When the detonation frequency is detected, a
signal is sent to the engine computer so the ignition timing can be adjusted to eliminate the knock. The
knock sensor circuit is disarmed below 1000 RPM and during high vacuum conditions.
LEAK DETECTION
PUMP SWITCH STATES
OPEN/CLOSED
The LDP Switch is used to monitor the pump diaphragm position and sends the information to the engine
controller. The state changes depending on the pump diaphragm position. If the pump diaphragm is in the
down position, the switch is in a closed state and sends 12 volts to the PCM. The Leak Detection Pump is
used to detect an evaporative system leak and is only used with certain emission packages.
LONG TERM ADAPTIVE UNITS RANGE

% +50/-50
The percentage by which the fuel pulse width of each adaptive fuel cell is adjusted. This value changes
continually with engine operating conditions.
LONG TERM ADAPT2 UNITS RANGE

% +50/-50
This is an EEC determined factor by which the fuel pulsewidth for bank #2 at each adaptive cell is adjusted.
LOW COOLANT LAMP STATES

ON/OFF
After receiving a signal of low coolant from the low coolant switch, the EEC outputs a message to
illuminate the Low Coolant Lamp.
LOW COOLANT SW STATES

ON/OFF
This switch is signals the EEC when the coolant is below the acceptable level.
LOW PRES SHUTOFF STATES

Low Pressure Shutoff is an EEC output which controls the voltage to the A/C compressor as a result of the
low A/C pressure.
LOW SPEED FAN STATES

Depending on engine coolant temperature and A/C pressure, the EEC operates the fan.

MANIFOLD TUNING VALVE

SOLENOID STATES
The MTV Solenoid regulates the supply of vacuum to the manifold tuning valve during Wide Open Throttle
below 3000 RPM.
MAP (kPa, IN. HG) UNITS RANGE

kPa 0 101
in. Hg 0 30
The MAP (P) sensor utilizes a piezoresistive-type pressure sensor to measure barometric pressure during
periods of ignition on/engine off. MAP and BARO readings are converted to vacuum readings: VACUUM
= BARO - MAP. The vacuum reading is combined with the RPM reading to compare engine speed relative
to engine load. On fuel-injected models, injector pulse width is compared with vacuum to determine fuel
delivery to engine load.
MAP (V) UNITS RANGE

VOLTS 0 5V
Barometric pressure and manifold vacuum (engine load) are supplied to the engine computer by MAP
sensor voltage (V). High voltage (up to 4.9 volts) indicates a higher engine load. Low voltage (as low as 0.3
volt) indicates a lighter engine load (deceleration or cruising, for example). This information, along with
information from several other sensors, is used by the EEC to determine the correct air/fuel mixture and
spark advance.
MINIMUM TPS UNITS RANGE

VOLTS 0 5V
A voltage signal from the Throttle Position Sensor (TPS) informs the engine computer when the throttle is
in the minimum (idle) throttle position. The EEC learns the minimum throttle position by remembering the
lowest TPS voltage.
MISFIRE CYLINDER
(CYLINDER #1-#10) RANGE
0 255
This parameter displays the number of misfires counted by the vehicle engine controller. In order for the
Misfire counter to work, the vehicle must have learned the Adaptive Numerator, have a load on the engine,
and have no stored DTCs.
OIL PRESS LOW SW STATES

ON/OFF
This switch signals the EEC when the oil pressure is below the normal operating range.
OIL PRESSURE UNITS RANGE

PSI 0 255
Oil Pressure is the value read from the oil pressure sensor.

OIL PRESSURE SENSOR UNITS RANGE

VOLTS 0 5V
Oil Pressure Sensor sends the oil pressure by voltage signal to the EEC.
OUTPUT SHAFT UNITS RANGE

RPM 0 5100
This parameter displays the speed of the transmissions main drive shaft.
OVERDRIVE LAMP STATES

ON/OFF
Overdrive Lamp is controlled by a mounted push-button overdrive lamp switch. When the lamp is
illuminated, the overdrive is disengaged.
OVERDRIVE OVERRIDE
SWITCH STATES
Preset conditions of the ECT sensor and VSS must be met before the push-button switch is allowed to
control overdrive operation. Overdrive is allowed when the lamp is not illuminated.
OVERDRIVE SOLENOID
3/4 SHIFT SOL STATES
This solenoid is used for overdrive engagement. The EEC determines when to engage and disengage the
overdrive solenoid by monitoring various inputs.
OXYGEN SENSOR
HEATER PULSE-WIDTH MODULATED UNITS RANGE
% 0-100
1/1 PWM O2 HTR

2/1 PWM O2 HTR
1/2 PWM O2 HTR
2/2 PWM O2 HTR
Oxygen sensor heaters are used to achieve and maintain normal operating temperature for closed loop
operation. The O2 Heater on vehicles using the NGC engine control module are controled by Pulse Width
Modulation (PWM).
OXYGEN SENSOR
HEATER RELAY STATES
UP O2 HTR RELAY
DOWN O2 HTR RELAY
The O2 Heater Relays supply power to the oxygen sensor heater elements and allow the system to enter into
closed loop operation sooner. The heater elements keep the oxygen sensors at the proper operating
temperature during all operating modes.

OXYGEN SENSOR STATE STATES

RICH/CENTER/LEAN
UPSTREAM O2S ST LEFT DOWN O2S ST 1/1 O2 SENSOR

RIGHT UP O2S ST PRE-CAT O2S ST 2/1 O2 SENSOR
LEFT UP O2S ST POST-CAT O2S ST 1/2 O2 SENSOR
DNSTREAM O2S ST FRONT UP O2S ST 2/2 O2 SENSOR
RIGHT DN O2S ST REAR UP O2S ST
The EEC converts the analog oxygen sensor voltage to three discrete states: RICH, CENTER, or LEAN.
OXYGEN (O2) SENSOR

VOLTAGE UNITS RANGE
VOLTS 0 5V
UPSTREAM O2S PRE-CAT O2S

RIGHT UP O2S POST-CAT O2S
LEFT UP O2S FRONT UP O2S
DNSTREAM O2S REAR UP O2S
LEFT DOWN O2S FRONT DOWN O2S
RIGHT DOWN O2S REAR DOWN O2S
The Oxygen Sensor, located in the exhaust stream, is one of the primary inputs to the fuel delivery system.
Once the oxygen sensor is warmed up (> 500 degrees), the voltage normally fluctuates between a high
voltage (> 450 mv), indicating a rich condition, and a low voltage (< 450 mv), indicating a lean condition.
The O2 sensor remains at reference voltage (approximately 450 mv) if it is not at operating temperature.
Please note that NGC vehicles use O2 sensors that supply a constant 2.5 volts. The normal operating range
for an NGC O2 sensor is 2.5 to 3.5 volts.
NOTE When testing the O2 sensor, the engine should be operated at > 1200 RPM
to ensure that the sensor is sufficiently warmed up and that the emission
control system is in the closed loop mode of operation.
PARK/NEUTRAL (P/N) SWITCH STATES

P/N or GEAR
This switch informs the EEC when the transmission is in Park or Neutral. This information affects idle
speed and spark advance.
PRESENT GEAR STATES

P/N or 1 - 4
Displays the present gear of the transmission.
P/S SWITCH STATES

ON/OFF
The switch provides an input to the EEC during high pump load and low engine RPM; such as parking
maneuvers. At high pressure the switch is open and the EEC adjusts idle air flow to prevent stalling.

PURGE CURRENT FEEDBACK UNITS RANGE

mA 0 670
Purge Current Feedback is the current (mA) value being applied to the Proportional Purge Solenoid that is
sensed by the engine controller. The engine controller then adjusts the current to achieve the desired purge
flow.
PURGE DUTY CYCLE UNITS RANGE

% 0 100
This parameter displays the duty cycle of the control signal from the vehicle PCM to the Purge Solenoid.
Display is in percent on-time.
PURGE SOLENOID FLOW UNITS RANGE

% 0 100
Purge Solenoid Flow is the amount of purge flow displayed in percentage.
PURGE SOLENOID STATES

This solenoid blocks the purge line when coolant temperature is below 82 deg C.
RADIATOR FAN LOW STATES

Depending on engine coolant temperature and A/C pressure, the EEC operates the fan.
REVERSE LOCKOUT
SOLENOID STATES
REV Lockout Solenoid is an output from the EEC which controls the reverse gear operation.
S/C CANCEL SWITCH STATES

ON/OFF
Speed control can be canceled with this selection. The state of S/C Cancel Switch is monitored be the EEC.
S/C COAST SWITCH STATES

ON/OFF
This parameter displays the status of the S/C Coast Switch.
S/C ENGAGED LAMP STATES

ON/OFF
The S/C Engaged Lamp is used to indicate to the operator when the vehicle speed control is engaged.

S/C LAST CUTOUT,

CUTOFF INFO 1 STATES
see below
This parameter indicates the cause of the last S/C system cutout or disengagement. Causes can be one of the
following states:
C: ON/OFF S/C last cut-out by ON/OFF circuit.

LC: SPEED S/C last cut-out by vehicle speed (too high or too low).
LC: RPM S/C last cut-out by engine RPM (too high or too low).
LC: BK SW S/C last cut-out by brake switch.
LC: P/N SW S/C last cut-out by Park/Neutral switch.
LC: N/V S/C last cut-out due to engine RPM to vehicle speed ratio error.
LC: CLUTCH S/C last cut-out by clutch engagement.
LC: DTC S/C last cut-out due to DTC in Cruise Control Logic.
LC: KEYCYCLE S/C last cut-out by Key Cycle.
LC: S/C SW S/C last cut-out by Speed Control Switch.
LC: CAN. SW S/C last cut-out by cancel switch.
LC: THROT S/C last cut-out by throttle limp-in.
LC: AUTOSTICK S/C last cut-out by Autostick
S/C POWER RELAY STATES

When the EEC recognizes speed control is ON, it controls the S/C Power Relay to supply power to the
speed control vacuum and vent servos to operate the speed control function.
S/C SENSOR UNITS RANGE

VOLTS 0 5v
S/C Sensor is an input signal which notifies the EEC of the voltage being supplied to the Speed Control
System.
S/C SET SPEED UNITS RANGE

MPH 0 128
This parameter displays the control speed at which the Speed Control is set. This always shows 0 if S/C is
disengaged.
S/C STATUS, S/C INFO 1 STATES

see below
This parameter shows the current Speed Control system operating state. As shown below, DIS indicates that
the S/C system is disengaged, followed by the cause for disengagement. ENG. indicates that the S/C system
is engaged, followed by the current mode.
DIS: PWR ALY S/C disabled by loss of power

DIS: AUTOSTICK S/C disabled by Autostick
DIS: ON/OFF S/C ON/OFF switch is in the off position.
DIS: SPEED Vehicle speed is greater or less than the specified threshold.
DIS: RPM The engine RPM was detected to be too low or too high.

DIS: BRAKE SW The brake pedal was depressed.

DIS: P/N SW A gear shift change was detected.
DIS: N/V The ratio of engine RPM and vehicle speed was not within proper limits for S/C operation.
DIS: CLUTCH A clutch engagement was detected.
DIS: DTC A fault in the cruise control logic was detected.
DIS: S/C SW S/C disabled by speed control switch.
DIS: CAN SW S/C disabled by cancel switch.
DIS: THROT S/C disabled by throttle limp-in.
ENG: NO ENG S/C system is enabled but not engaged.
ENG: NORMAL S/C system is in Cruise mode.
ENG: ACCEL S/C system is in Accelerate mode.
ENG: DECEL S/C system is in Decelerate mode
SHIFT SOLENOID 1 STATES

ON/OFF
Shift Solenoid 1 tells the state of shift solenoid 1 in the transmission.
SHIFT SOLENOID 2
STATES
ON/OFF
SHIFT SOLENOID 3
STATES
ON/OFF
SHIFT SOLENOID 4
STATES
ON/OFF
SHORT RUNNER
VALVE SOLENOID STATES
The SRV SOLENOID is controlled by the PCM and when energized, the solenoid allows mechanical
linkage to redirect the intake air flow to six short runners. The SRV system operates under WOT conditions
above 5000 RPM to maximize engine performance.

SHORT TERM ADAPTIVE UNITS RANGE

% +50/-50
Indicates the percentage of adjustment made by the PCM to the fuel pulse width. Short Term Adaptive
relates to the immediate fuel adjustment made for current driving condition and therefore change at a faster
rate than the Long Term Adaptive parameter.
SPARK ADVANCE UNITS RANGE

DEGREE 0 127
If the engine is started when cold, the EEC advances the spark based on coolant temperature, engine speed,
and engine vacuum. Once the engine is warm, spark advance is determined by vacuum and RPM. When the
closed throttle switch is closed, the amount of advance relative to engine vacuum is eliminated.
SPARK FUEL LIMIT STATES

ON/OFF
This parameter indicates the status of the spark and/or fuel shut-off during an upshift or downshift for torque
management.
S/C ON/OFF SWITCH STATES

HIGH/LOW
This parameter indicates the status of the speed control On/Off switch.
S/C RESUME SWITCH STATES

HIGH/LOW
This parameter indicates the status of the speed control RESUME switch.
S/C SET SWITCH STATES

HIGH/LOW
This parameter indicates the status of the speed control SET switch.
S/C VACUUM SOLENOID STATES

The speed control solenoid increases vacuum as required during speed control operation.
S/C VENT SOLENOID STATES

The speed control vent solenoid reduces vacuum as required during speed control operation.
STARTER ENGAGED STATES

An input signal to notify the EEC that the starter is currently engaged.

TARGET IDLE UNITS RANGE

RPM 0 9999
Target Idle is the EEC calculated engine idle speed that the EEC is trying to achieve (or target). This value
is updated every ignition key cycle.
TCC SOLENOID STATES

This solenoid is used for torque convertor engagement. The EEC determines when to engage and disengage
the solenoid by monitoring various inputs.
THEFT STATUS STATES

FUEL ON/FUEL OFF
This parameter indicates the status of the vehicle theft alarm operation whether fuel is being allowed by the
T/A module or not.
THEORY GOV PRESS UNITS RANGE

PSI 0 127
This is the target governor pressure. It is a function of the output speed shaft.
TFT LAMP STATES

ON/OFF
By use of the transmission temperature sensor, the EEC uses this lamp to warn of a possible transmission
fluid overheating condition.
TFT (V) UNITS RANGE

VOLTS 0 5V
The temperature data is used to monitor transmission fluid temperature and used in the shift operation for
the transmission.
THROTTLE BODY TEMPERATURE

AND
VOLTS 0 5V
DEGREES C -40 127
DEGREES F -40 261
Single-Point fuel-injection models changed from a charge temperature sensor to a throttle body temperature
sensor in order to measure the fuel temperature in the throttle body. Read when the key is in Key On/Engine
Off position, the information is used to determine air/fuel mixture during hot restarts. In order to avoid
vapor lock, the higher the throttle body temperature, the wider the injector pulse width and the lower the
sensor voltage.

TPS (V) UNITS RANGE

VOLTS 0 5V
The TPS relays the throttle position to the EEC via a rotary potentiometer mounted on the throttle shaft. The
voltage range is approximately 1 volt at idle to > 4 volts at Wide Open Throttle (WOT). The throttle
position influences the determination of the correct air/fuel mixture.
TPS (%) UNITS RANGE

% 0 100
Throttle Position Sensor Opening indicates the relative throttle position in relation to the stored minimum
throttle.
TOTAL KNOCK RETARD UNITS RANGE

VOLTS 0 5V
This parameter displays the total amount the spark advance is retarded due to detonation.
TOTAL KNOCK RETARD SENSOR UNITS RANGE

VOLTS 0 5V
On 1984 Turbo models, the total amount that the ignition timing can be retarded when a knock condition is
detected.
TOTAL SPARK ADV. UNITS RANGE

s BTDC 0 134
The Total Spark Advance equals the sum of the electrical spark advance supplied by the controller plus the
specified mechanical spark advance.
TRANS POWER RLY STATES

The output to this relay provides battery voltage to OD, TCC, VSS solenoids.
TRANSDUCE OFFSET UNITS RANGE

VOLTS 0 5V
The EEC calculated governor pressure when the output shaft speed is greater than 200 rpm to compensate
for barometric pressure.
TRUCK INJECTOR BANK #1 & #2

BASE PULSE WIDTH UNITS RANGE
mSEC 0 131
The fuel-injection system used on 1988-94 model trucks is a throttle body fuel-injection system that utilizes
two injectors; one for each side of the engine. The pulse width (ON time) of each injector can be displayed
in milliseconds.

VAC (kPa, IN. HG) UNITS RANGE

kPa 0 101
in. Hg 0 30
Engine vacuum is determined by the EEC by subtracting the MAP reading from the BARO reading.
VEHICLE SPEED UNITS RANGE

MPH/KPH 0 999
The speed sensor allows the EEC to know if the vehicle is changing speed or standing at idle with the
throttle closed. The EEC uses vehicle speed to make determinations about the operation of various engine
management and speed control components.
VNT-1 & VNT-2 DUTY CYCLE

(TURBO IV) STATES
The Variable Nozzle Turbocharger on Turbo IV engines is a ring of vanes that are opened to decrease turbo
pressure and closed to increase turbo pressure by the VNT-1 and VNT-2 Solenoids. The VNT Duty Cycle
displays the percentage that the VNT-1 and VNT-2 solenoid are being commanded on.
VNT-1 SOLENOID
(TURBO IV ONLY) STATES
The VNT-1 Solenoid output is de-energized during idle conditions and energized during WOT
accelerations. The solenoid switches between energized and de-energized during varying part throttle
conditions and decelerations.
VNT-2 SOLENOID
The VNT-2 solenoid output is energized at a controlled duty cycle only during engine conditions in the
region of a vacuum/boost transition. The solenoid switches between energized and de-energized states
based on engine temperature, MAP value, throttle position, and rates of acceleration.
VNT-3 SOLENOID
The VNT-3 solenoid output is energized at a controlled duty cycle to reduce pressure applied to the
turbocharger wastegate actuator.
WAIT/START LAMP STATES

ON/OFF
The Wait-To-Start lamp is turned ON and OFF by the EEC based on the intake manifold air temperature
sensor input.

WASTEGATE DUTY CYCLE UNITS RANGE

% ON 0 100
This parameter is only available for vehicles with Turbo I engines. The wastegate prevents the engine from
developing dangerously high manifold pressure (overboost) which could damage the engine. The Wastegate
Duty Cycle parameter indicates the percentage at which the duty cycle is being commanded to operate.
WASTEGATE SOLENOID STATES

To protect the engine, the wastegate solenoid vents the line to the wastegate actuator during periods of
excess Turbo boost.
WATER IN FUEL UNITS RANGE

VOLTS 0 5V
This parameter indicates the presence of water in the fuel system. The higher the voltage displayed, the
higher the water content.
WATER/FUEL LAMP STATES

ON/OFF
The EEC turns the Water-N-Fuel indicator lamp to the ON position if water is detected in the fuel.
Z1 & Z2 VOLTAGE SENSE STATES

HIGH/LOW
Input to engine computer from fuel supply and ASD systems. The input is HIGH when the auto shutdown
relay is energized.

Transmission Parameters (EATX) C. Data List Parameter Description
TRANSMISSION PARAMETERS (EATX)

1-2 RANGE SWITCH STATES
ON/OFF
1-2 Range SW indicates the state of the 1st and 2nd gear range switch.
2-4 CVI RANGE

0 255
2-4 CVI indicates the relative fluid volume required to apply the 2-4 Clutch element to a point where the
clutch pack has zero clearance. The normal range for the 2-4 CVI can be seen in the CVI monitor mode.
2-4 PRESSURE SWITCH STATES

OPEN/CLOSED
One of three pressure switches used by the EATX controller to monitor fluid pressure and check for the
correct gear states. The correct state of the switch can be checked with the table listed at the back of this
section.
2C CVI RANGE
0 255
2C CVI indicates the relative fluid volume required to apply the 2C Clutch element to a point where the
clutch pack has zero clearance. The normal range for the 2C clutch is 25-85.
2C PRESSURE SWITCH STATES

OPEN/CLOSED
One of five pressure switches used by the EATX controller to monitor fluid pressure and check for the
section.
3 RANGE SWITCH STATES

ON/OFF
3 Range SW indicates the state of the 3rd gear range switch.
4C CVI RANGE
0 255
4C CVI indicates the relative fluid volume required to apply the 4C Clutch element to a point where the
clutch pack has zero clearance. The normal range for the 4C clutch is 30-85.
4C PRESSURE SWITCH STATES

OPEN/CLOSED
One of five pressure switches used by the EATX controller to monitor fluid pressure and check for the
section.

ACTUAL GEAR STATES

NEUTRAL/REVERSE/FIRST GEAR/
SECOND GEAR/ALT. SECOND/
THIRD GEAR/FOURTH GEAR
Actual Gear indicates the gear the transmission is currently in.
APPLIED GEAR STATES

NEUTRAL/REVERSE/FIRST GEAR/
SECOND GEAR/ALT. SECOND/
Applied Gear indicates which gear the transmission is going to shift into or the one it is currently in.
AUTOSTICK (A/S) DOWNSHIFT

SWITCH STATES
OPEN/CLOSED
Autostick Downshift Switch indicates the state of the switch. When there is no shift activity, the switch
should be in an open state.
AUTOSTICK (A/S) GEAR POSITION STATES

FIRST/SECOND/THIRD/
FOURTH/NO DISPLAY
Autostick Gear Position indicates the gear position while in Autostick mode. When the vehicle is not in
Autostick mode, the parameter should indicate so with the state No Display.
AUTOSTICK (A/S) UPSHIFT SWITCH STATES

OPEN/CLOSED
Autostick Upshift Switch indicates the state of the switch. When there is no shift activity, the switch should
be in an open state.
BATTERY VOLTAGE UNITS RANGE

VOLTS 0 25V
Battery Voltage is a signal read from the EEC and relayed to the AW4 controller.
BREAK-IN MILEAGE UNITS RANGE

MILES 0 58,600
Break-In Mileage displays the mileage.
BREAK-IN STATUS STATES

IN PROGRESS/COMPLETE
Break-In Status displays the status of the current torque converter clutch break-in procedure as either In
Progress or Complete. Status should be In Progress if the torque converter has less than 3750 miles and less
than 360 minutes of P-EMCC.

C5 STATES
OPEN/CLOSED
C5 indicates the open/closed state of the switch. The correct state of the switch can be checked with the
table listed at the back of this section.
CURRENT GEAR STATES

NEUTRAL/REVERSE
FIRST/SECOND/THIRD/FOURTH
Current Gear displays which gear the transmission is currently in.
DESIRED LINE PRESSURE UNITS RANGE

PSI 0 255
The TCM compares the Desired Line Pressure with the Actual Line Pressure and sets a DTC if there is a
difference of 10 psi or more.
ENGINE SPEED UNITS RANGE

RPM 0 9999
The Engine Speed is determined from the distributor reference pulses. The EATX controller receives this
information from the EEC via the CCD Bus.
J2 VOLTS
IGNITION FEED UNITS RANGE
VOLTS 0 25V
Ignition Feed (J2 voltage) indicates the voltage supply to the EATX controller memory from the vehicle
battery.
LAST SHIFT STATES

1ST TO 3RD/2ND TO 3RD/
3RD TO 4TH/2ND TO 4TH/
3RD TO 2ND/3RD TO 1ST/
2ND TO 1ST/4TH TO 3RD/
4TH TO 2ND/NEUT TO 1ST/
NEUT TO REV/REV TO NEUT
Last Shift indicates the transmissions last shift or current shift that is in progress.
LIMP-IN STATUS STATES

NORMAL/LIMPING IN
Limp-in Status indicates the current EATX operation mode. If Limp-in Status is Limping In, then
transmission operation is limited to park, reverse, neutral, and second gear.
LINE PRESSURE UNITS RANGE

PSI 0 255
The TCM compares the Desired Line Pressure with the Actual Line Pressure and sets a DTC if there is a
difference of 10 psi or more.

LINE PRESSURE (V) UNITS RANGE

VOLTS 0 5V
Line Pressure is the voltage at the Line Pressure Sensor that is a direct input to the TCM.
LR CVI RANGE
0 255
Low Reverse CVI indicates the relative fluid volume required to apply the Low Reverse Clutch element to a
point where the clutch pack has zero clearance. The normal range for the LR CVI can be seen in the CVI
monitor mode.
LR PRESSURE SWITCH STATES

OPEN/CLOSED
One of three pressure switches used by the EATX controller to monitor fluid pressure and check for correct
gear states. Correct state of the switch can be checked with the table listed at the end of this section.
MINIMUM TPS UNITS RANGE

DEGREES 0 100%
VOLTS 0 5V
Minimum Throttle is a value that the EEC uses for automatic zero positioning.
OD CVI RANGE
0 255
Overdrive CVI indicates the relative fluid volume required to apply the Overdrive Clutch element to a point
where the clutch pack has zero clearance. The normal range for the OD CVI can be seen in the CVI monitor
mode.
OD LOCKOUT SWITCH STATES

OD ON/OD OFF
The O/D Lockout Switch can be toggled on or off by the user. The switch must be OD On to allow a 3-4
upshift. If the switch is off, the indicator lamp is illuminated.
OD PRESSURE SWITCH STATES

OPEN/CLOSED
OD RANGE SWITCH STATES

OPEN/CLOSED

OUTPUT SPEED UNITS RANGE

RPM 0 9999
The Output Shaft Speed is a direct input to the EATX controller. The Output Speed is determined from the
Output Speed Sensor reference pulses.
OVERDRIVE OVERRIDE STATES

HIGH/LOW
This parameter shows the state of the Overdrive Override switch. When the state is High, the transmission is
not allowed to shift into overdrive.
OVERDRIVE SOLENOID STATES

The Overdrive Solenoid controls the overdrive on or off.
PARK/NEUTRAL STATES
PARK/REVERSE/NEUTRAL
OVERDRIVE/DRIVE/LOW
Park/Neutral displays the transmission gear based on the state of the park/neutral switch.
PCS DUTY CYCLE UNITS RANGE

% 0 100
The Pressure Control Solenoid Duty Cycle is controlled by the TCM and vents unnecessary line pressure
supplied by the oil pump back to the sump.
PINION FACTOR
Pinion Factor is displayed as the tire size that is being used by the EATX controller to calculate the vehicles
speed and mileage. The factor is stored in the Transmission Control Module and can only be changed using
the Pinion Factor Reprogramming mode. When reading a Pinion Factor, a tire size is displayed if the tire
size is within a specified range or the tire change has been programmed into the controller by the
Manufacturers scantool. If the current pinion factor is valid but does not fall within a specified tire size
range recognized by Vetronix Corporation, the tester notifies you that the Pinion Factor is valid.
PRESSURE SWITCH DATA STATES

REVERSE/NEUTRAL
FIRST/SECOND/THIRD/FOURTH
Pressure Switch Data displays the transmission gear based on the state of the pressure switches.
PRESSURE SWITCH ERROR RANGE

0 255
Pressure Switch Error counter is a buffer that stores the amount of pressure switch errors that occur. This is
updated during normal operation and not during shifts, and gives an indication to the EATX controller logic
that solenoid power should be increased or decreased.

PTU SOLENOID STATES

The PTU solenoid controls the Part Throttle Unlock system.
R RANGE SWITCH STATES

OPEN/CLOSED
R Range SW indicates the state of the reverse gear range switch.
RL1-REV LAMP SWITCH

C1
C1 (T41/NS1) STATES
OPEN/CLOSED
C1 indicates the open/closed state of the switch. Correct states of the switch can be checked with the table
listed at the end of this section.
RL2-REV LAMP SWITCH

C2
C2 (T42/NS2) STATES
OPEN/CLOSED
RL1-REVERSE LAMP
C3
C3 (T3/RL1) UNITS RANGE
VOLTS 0 25V
RL2-REVERSE LAMP
C4
C4 (T1/RL2) UNITS RANGE
VOLTS 0 25V
SHIFT INDICATOR LAMP STATES

On certain manual transmission models, the shift indicator lamp indicates the optimum gear shifting
conditions.

SHIFT LEVER POSITION STATES

PARK/REVERSE/NEUTRAL
OVERSRIVE/DRIVE/LOW
Shift Lever Position is determined by EATX controller using a combination of switch states. If the actual
shift lever position does not match the tester displayed position, the different switch states can be monitored
individually to determine the error.
SHIFT SCHEDULE STATES

NEUTRAL/REVERSE/
FIRST GEAR/SECOND GEAR/
The transmission Shift Schedule informs you which gear the transmission is going to shift into or the gear
that it is currently in.
SPD/RAT 1S TIMER RANGE

0 255
Speed Ratio 1 Second Timer is a buffer that stores the amount of speed/ratio gear errors that occur in 1
second. Speed/ratio errors are an indication of Turbine to Output Shaft RPM not comparing to current gear
ratio.
SPD/RAT 15S TIMER RANGE

0 255
Speed Ratio 15 Second Timer is a buffer that stores the amount of speed/ratio gear errors that occur in 15
seconds. Speed/ratio errors are an indication of Turbine to Output Shaft RPM not comparing to current gear
ratio.
SPEED/RATIO ERR RANGE

0 255
Speed Ratio Error counter is a buffer that stores the amount of speed/ratio errors that occur. This is updated
during normal operation and not during shifts.
SWITCHED BATTERY UNITS RANGE

VOLTS 0 25V
Switched Battery voltage indicates the voltage supply to the EATX controller from the ignition switch.
TCC FULL LOCK STATES

YES/NO
Torque Converter Clutch Full Lock displays whether or not the torque converter is fully locked or engaged.
TCC LOCK-UP STATES

NO EMCC/
PARTIAL EMCC/FULL EMCC
Torque Converter Clutch Lock-up displays the state of Electronic Modulated Converter Clutch (EMCC)
application.

TCC P-EMCC STATES

YES/NO
Torque Converter Clutch Partial Electronic Modulated Converter Clutch displays whether or not the torque
converter is partially engaged.
TCC UNLOCK STATES

YES/NO
Torque Converter Clutch Unlock displays whether or not the torque converter is unlocked or not engaged.
THROTTLE ANGLE UNITS RANGE

DEGREES 0 100%
The Throttle Angle is determined from the throttle position sensor voltage. The EATX controller receives
this information from the EEC via the CCD Bus.
TIME IN P-EMCC UNITS RANGE

MINUTES 0 489
Time in Partial EMCC is used to monitor the progress of the Torque Converter Clutch Break-In procedure.
The Break-In procedure should be complete after 360 minutes of P-EMCC.
TPS(V) UNITS RANGE

VOLTS 0 5V
The TPS relays the throttle position to the AW4 controller. Input from this sensor and others determine the
shift schedule and converter clutch engagement time.
TRANSMISSION TEMPERATURE
TRANSMISSION OIL TEMPERATURE UNITS RANGE
F +512/-512
Transmission Temperature is the transmission fluid temperature predicted by the EATX controller.
TRANSMISSION
TEMPERATURE STATE STATES
HOT/WARM/COLD/
SUPER COLD/
EXTREME COLD
Transmission Temperature State displays the temperature condition of the transmission. (Note: This
parameter is valid only with the engine running.)
TURBINE SPEED
INPUT RPM UNITS RANGE
RPM 0 9999
The Turbine (Input) Speed is a direct input to the EATX controller. The Turbine Speed is determined from
the Turbine Speed Sensor reference pulses.

UD CVI RANGE
0 255
Underdrive CVI indicates the relative fluid volume required to apply the Underdrive Clutch element to a
point where the clutch pack has zero clearance. The normal range for the Underdrive clutch can be seen in
the CVI monitor mode.
NORMAL PRESSURE SWITCH STATE CHARTS
The EATX transmission monitors the fluid pressure using three pressure switches. Below are the normal
pressure switch states of the LR Pressure S/W, 2-4 Pressure S/W, and OD Pressure S/W.
GEAR LR 2-4 OD
P CLOSED OPEN OPEN
R OPEN OPEN OPEN
N CLOSED OPEN OPEN
1 CLOSED OPEN OPEN
2 OPEN CLOSED OPEN
3 OPEN OPEN CLOSED
4 OPEN CLOSED CLOSED
The TCM for the 45RFE monitors the fluid pressure using five different pressure switches in the L/R, 2C,
4C, UD, and OD hydraulic circuits. The TCM continuously monitors the switches for the correct states
shown in the following chart:
GEAR L/R 2C 4C UD OD
R OPEN OPEN OPEN OPEN OPEN
P/N CLOSED OPEN OPEN OPEN OPEN
1ST CLOSED OPEN OPEN CLOSED OPEN
2ND OPEN CLOSED OPEN CLOSED OPEN
2ND Prime OPEN OPEN CLOSED CLOSED OPEN
D OPEN OPEN OPEN CLOSED CLOSED
OD OPEN OPEN CLOSED OPEN CLOSED
OPEN = Switch is open (No Pressure)
CLOSED = Switch is closed (Pressure Indicated)

Shift lever status is determined by a combination of 4 transmission switches (C1,C2,C3,C4). The chart
below can be used to verify that the shift lever position status indicated by the transmission control module
corresponds to the actual shift lever position.
PRNODL 41TE & 42LE ELECTRONIC TRANSMISSIONS

LEVER
POSITION C1 C2 C3 C4
P CLOSED CLOSED CLOSED OPEN
R OPEN CLOSED OPEN OPEN
N CLOSED CLOSED OPEN CLOSED
OD OPEN OPEN OPEN CLOSED
D OPEN OPEN CLOSED OPEN
L OPEN CLOSED CLOSED CLOSED
Shift lever status is determined by a combination of 5 transmission switches (C1,C2,C3,C4, C5). The chart
below can be used to verify that the shift lever position status indicated by the transmission control module
corresponds to the actual shift lever position.
PRNODL 45RFE ELECTRONIC TRANSMISSION

LEVER
POSITION C1 C2 C3 C4 C5
P CLOSED CLOSED OPEN OPEN CLOSED
R OPEN CLOSED OPEN OPEN OPEN
N CLOSED CLOSED CLOSED CLOSED OPEN
D OPEN OPEN CLOSED CLOSED OPEN
2 OPEN OPEN OPEN CLOSED CLOSED
L OPEN OPEN CLOSED OPEN CLOSED

D. CHRYSLER CONTROLLERS
AND DIAGNOSTIC PROCEDURES
WHAT IS ON-BOARD DIAGNOSTICS, PHASE

II (OBD II)?
The California Air Resource Board (CARB) has required that by 1996, all vehicles sold in California
contain a certain minimum On Board Diagnostic capability to diagnose emissions related failures of the
engine control system. These diagnostic requirements have been designated as OBD II (On Board
Diagnostics, Phase II) with a goal of monitoring all of the emissions-related components on-board the
vehicle for proper operation. CARBs intent with the OBD II program is to permit the States Inspection
and Maintenance Program to evolve into a check of the on-board computer for the presence of diagnostic
trouble codes; underhood and tailpipe inspections would no longer be required.
Part of the OBD II program is for the vehicle to provide a standard interface for off-board diagnostic test
equipment. This standard interface includes a standard test connector (referred to as the J1962 16-pin data
link connector), a standard communication protocol (SAE J1850 PWM, SAE J1850 VPW, ISO 9141-2, ISO
14230-4, and ISO 15765-4) and a standard set of diagnostic test modes/services (SAE J1979, ISO 15031-5).
The intention of CARBs OBD II program was that a single diagnostic tester could be used to read the
diagnostic information from any OBD II compliant vehicle. A tester which satisfies this requirement can be
designated as an OBD II Scan Tool and is defined by the SAE document J1978. One of the requirements of
the OBD II Scan Tool is that it has to work with any OBD II compliant vehicle and that it must be able to
automatically determine all information required to communicate with the vehicle. The operator cannot be
required to enter such vehicle specific information as the vehicle manufacturer, model year, or engine. The
OBD II Scan Tool must determine what protocol the vehicle uses, what diagnostic parameters can be read
from the vehicle, and what tests are supported by the vehicle.
When used with Generic OBD II software, the Tech 1, Tech 1A, and MTS 3100 testers support the basic
requirements of the SAEs J1978 document including automatic determination of vehicle protocol and data
parameters, display of Current Diagnostic Data Parameters, display of Diagnostic Trouble Codes (DTCs),
display of Freeze Frame Data captured by the vehicle PCM along with a DTC, clear DTCs and Freeze Frame
Data from the on-board controllers memory, display results of various on-board monitoring tests (e.g.,
oxygen sensor tests), and the capability to expand diagnostic capabilities via the standard Expanded
Diagnostic Protocol.

Why Advanced Vehicle Electronics? D. Chrysler Controllers and Diagnostic Procedures
In addition to these required OBD II Scan Tool functions, the Tech 1, Tech 1A, and MTS 3100 testers
provide a number of enhancements to the OBD II diagnostic functions, including road test support through
the capture of sequences of data parameters (Snapshot), user selectable parameter list allowing the user to
trade-off update rate for amount of data, plot of data parameters (MTS 3100 only), and print a hardcopy of
data parameters.
WHY ADVANCED VEHICLE

ELECTRONICS?
In order for car manufactures to meet increasingly stringent federal standards for fuel economy and
emissions control, a dynamic on-board computer capable of optimizing the air/fuel ratio under various
engine conditions became necessary. Chrysler began with a simple oxygen feedback system, which has
evolved so that it now controls all input and output systems related to fuel economy and emissions. Self-
diagnosis and diagnostic test procedures have been included in the Electronic Engine Controller (EEC) to
utilize fault codes for troubleshooting various electronic engine systems.
SENSORS
CONTROLS
IDLE SPEED
FUEL INJECTOR(S)
ELECTRONIC SPARK
EEC VEHICLE SPEED
CHARGE TEMP
BATTERY VOLTAGE
A/C CLUTCH
INTERNAL COOLANT TEMP.
THROTTLE POSITION
FAN SOLENOID PARAMETERS OXYGEN
MAP
ADDED ADAPTIVE FUEL
ADAPTIVE FUEL
MULTIPLIER
DESIRED ENGINE IDLE SWITCHES
KNOCK RETARD
INJECTOR PULSEWIDTH PARK/NEUTRAL
DAT SPARK ADVANCE A/C SWITCH
BRAKE
CONTROL
SIGNALS
NOTE: DATA PARAMETERS

tech 1 TECH 1 SHOWN ARE FOR TYPICAL
GM FUEL INJECTED ENGINE.
Major changes in Chryslers electronic engine control strategy were implemented in 1989. Besides offering
faster testing and automatic engine selection, the new system includes several new special tests.
The Chrysler 1983-2004 Powertrain Application can test the 1983-1988 engine control systems as well as
the modern 1989-2004 Powertrain systems.

What is the Serial Communication Interface (SCI) Data Link? D. Chrysler Controllers and Diagnostic Procedures
EECs
CARB EFI
TBI MFI TURBO
The Electronic Engine Controllers are distinguished by the fuel intake system.
CARB Feedback Carbureted (FBC) fuel intake systems.
EFI Electronic Fuel Injection. Covers all fuel injection systems.
MFI Multi-point Fuel Injection. A multiple injector system designed

to distribute the fuel more evenly to the cylinders.
TBI Throttle Body Injection. One or two injectors mounted on a

throttle body on top of the intake manifold.
TURBO Turbocharger option on EFI engines.
WHAT IS THE SERIAL COMMUNICATION

INTERFACE (SCI) DATA LINK?
The Serial Communication Interface (SCI) link is an electronic transmit and receive communication
protocol with one circuit dedicated for data transmission and another separate circuit dedicated for data
receive. The term link refers to an electrical wire connection between a vehicle electronic controller (SMEC,
SBEC I, II, III, etc.) and a diagnostic tester that are linked together to enable communication. Using the
tester as a point of reference, this communication is a series of messages, one followed by the other (serial
communication), that are sent from the vehicle controller to the tester (receive), or from the tester (transmit)
to the vehicle controller.
How does this play a role in vehicle system diagnostics? Using the SCI, a diagnostic tester can ask the
vehicle electronic powertrain system controller for diagnostic information or request diagnostic modes.
Diagnostic information contains diagnostic data parameters and diagnostic trouble codes (DTCs), while
diagnostic command messages are used to command the vehicle controller to operate an actuator (e.g., AIS
motor or ASD relay). Either way, the result is the display of data list parameters and DTCs, or the actuation
of a particular output device.
It is also important to note that while some 1995 and all 1996 and newer Chrysler vehicles are OBD II
compliant, they still support the SCI. Using SCI enables the diagnostic tester to ask for more diagnostic data
from the vehicle electronic powertrain system controller than what can be obtained or displayed from the
SAE J1979/ISO 15031-5 OBD II diagnostic test modes (some automotive manufacturers support enhanced
OBD II data which also achieves the same result of displaying more diagnostic data parameters). So, having
the support for SCI gives you more diagnostic information and a diagnostic solution can be achieved faster
and with better results.

What Is the CCD Data Link? D. Chrysler Controllers and Diagnostic Procedures
WHAT IS THE CCD DATA LINK?

The Chrysler Collision Detection (CCD) bus is an electronic two-wire data bus designed to send digital
messages from one electronic controller to another (the term bus refers to a electrical wire link that connects
to several electronic controllers, on which information is carried and shared). Each controller has a device
identification assigned to it that other controllers use to know who is sending information. The CCD data
bus is kind of like a telephone party line which has several listeners but one talker. There can be only one
controller asserting data on the CCD bus, while the other controllers receive data.
Examples are a powertrain controller information that can be sent to the EATX controller, or a body
controller that sends information to an electronic instrument cluster. In both cases, all controllers are
attached to the CCD bus, but there can be one talker on the bus at a time.
How does this play a role in vehicle system diagnostics? The CCD bus offers more than
intercommunications between controllers. It facilitates the diagnostics of several vehicle systems through
the CCD connector. Your diagnostic tester has the capability to control the CCD bus and become the bus
master. When you connect to the CCD bus, the tester automatically identifies the members on the bus. The
tester software displays the necessary action for you to perform. You need to know that the CCD bus is a
method or pathway for vehicle controllers to share information, from which you can use your tester to read
this data and increase your vehicle system diagnostic capability. Spend some time reviewing this and other
service manuals that explain more about the CCD bus. Doing so speeds up your diagnostic productivity and
increases your knowledge of vehicle electronics.
Use of the CCD protocol by engine, transmission, chassis, and body system ECUs applies to MY 1988-2002
Chrysler vehicles.
WHAT IS THE SAE J1850 DATA LINK?

The SAE J1850 data link is a single wire that communicates electronic signals from one device to another
using Variable Pulse Width (VPW). The Chrysler J1850 Electronic Control Unit (ECU) uses the SAE J1850
data link to share information with other electronic control modules and diagnostic testers. The Chrysler
10.4K bits/second protocol is SAE J1850 compliant and is used to meet the On-Board Diagnostics version II
requirements.
Examples of SAE J1850 VPW ECUs that Vetronix utilizes for diagnostic purposes are Transmission
Control Modules (TCMs), Anti-Lock Brake System Control Modules (ABS), and Body Control Modules
(BCMs). Each device has an identification code assigned to it that other ECUs can uniquely identify.
OBD II OXYGEN SENSOR LOCATION

INFORMATION
OBD II compliant engine management systems use a new naming convention for Oxygen Sensors (O2S).
The need for this sensor convention was required because of the OBD II systems use of a downstream O2S.
O2S location information is divided into cylinder bank and O2S location. Bank 1 contains the sensor that is
downstream from the engine cylinder bank which has number 1 cylinder. Bank 2 contains the sensor
opposite the cylinder Bank 1.

OBD II Oxygen Sensor Location Information D. Chrysler Controllers and Diagnostic Procedures
Additionally, O2S location is separated into upstream and downstream, relative to the catalytic converter.
For inline engines and V-configuration engines with Wye exhaust systems and one O2S ahead of the
catalytic converter, O2S 1 is the upstream sensor and O2S 2 is the downstream sensor. This results in the
naming convention bank/location. Examples are:
O2S 1/1=bank 1, upstream
O2S 1/2=bank 1, downstream
O2 Sensor 1/1
O2 Sensor 1/1
O2 Sensor 1/2
O2 Sensor 1/2
For V-configuration engines and inline engines with dual exhaust systems, there may be separate upstream
and downstream O2S for each bank. This results in the following naming convention:

O2 Sensor 1/1
O2S 2/1=bank 2, upstream O2 Sensor 1/1 O2 Sensor 2/1
O2 Sensor 1/2
O2 Sensor 2/1
O2 Sensor 2/2
O2 Sensor 1/2 O2 Sensor 2/2
On some V-configuration engines with 2 upstream O2S, there may be an O2S 3. O2S 3 is the downstream
O2S after the catalytic converter. This configuration may have a third O2S ahead of the catalytic converter,
and results in the following naming convention:
O2S 2/1=bank 2, upstream O2 Sensor 1/1 O2 Sensor 2/1
O2 Sensor 1/2
O2 Sensor 1/3
Together, these conventions are all used to identify the O2S that may be causing a DTC or producing a
faulty signal. The O2S naming conventions shown here are consistent with J1979. Please consult the
appropriate service manual for more information on the vehicle that you are working on.

E. GLOSSARY AND
ABBREVIATIONS
This appendix contains terms and abbreviations found in the Chrysler chassis, powertrain, and body
systems manuals.
ATC Automatic Temperature Control

#1 Fuel Injector Bank #1 ATCM Automatic Temperature Control
Module
#2 Fuel Injector Bank #2
ATM Actuator Test Mode
#3 Fuel Injector Bank #3
AUTO Automatic Transmission
3ATX 3 Speed Automatic Transaxle
BAR Barometric Read Solenoid
4xRE 4 Speed Electronically Controlled
Automatic Transmission BARO Barometer, Barometric
A/C Air Conditioner, A/C Clutch Relay BATT Battery
A/S Autostick BBL Barrel
AAT Ambient Air Temperature BCM Body Control Module
ABS Anti-lock Brake System BK Brake
ACT Actuator BUX Built Up Export
ADAPT Adaptive CAB Controller Anti-lock Brake
ADV Advance CALIF California Emissions Package
AIR Air Switch Solenoid CAN Cancel
AIS Automatic Idle Speed CAN Controller Area Network
ALDL Assembly Line Diagnostic Link CARB Carburetor
ALL All Solenoids/Outputs C/C Cam/Crank
ALT Alternator, Alternator Field CCD Chrysler Collision Detection databus
APM Adjustable Pedals Module CCP Canister Purge Solenoid
APPS Accelerator Pedal Position Sensor CDR Chrysler Diagnostic Readout
ASD Automatic Shutdown

E. Glossary and Abbreviations
CHG Charge FBC Feedback Carburetor
CHK Check FCM Front Control Module
CKT Circuit FDBK FeedBack
CMTC Compass/Mini-Trip Computer FF Flexible Fuel
CNTRL Control FI Fuel Injection
CONTRL Control FMS Fuel Monitor Signal
CTM Central Timer Module GND Ground
CURR Current HD Heavy Duty
CVI Clutch Volume Index HDC Heavy Duty Chassis
DBL Double Hg Mercury
DC Duty Cycle Hi High
DDM Driver Door Module HP High Pressure
Des Desired IAC Intake Air Control
DI Distributor Ignition IAT Intake Air Temperature
DIS Direct Ignition System ID Identifier
DISCONN Disconnect IGC Ignition Coil
DLC Data Link Connector IGN Ignition
DMP Dump IJ Injector
DTC Diagnostic Trouble Code IN Inches
EATX Electronic Automatic Transmission INFO Information
EBD Electronic Brake Distribution INJ Injector
ECT Engine Coolant Temperature IOD Ignition-Off Draw
ECU Electronic Control Unit IPM Integrated Power Module
EEC Electronic Engine Controller ISO Isolation
EFI Electronic Fuel Injection IVS Idle Valid Signal
EGR Exhaust Gas Recirculation KOEO Key On, Engine Off
EI Electronic (Distributorless) Ignition KOER Key On, Engine Running
ELEC Electrical kPa Kilo Pascal (Units)
ELECTRIC Electrical KS Knock Sensor
EMCC Electronic Modulated Converter LD Light Duty

Clutch
LDC Light Duty Chassis
EMR Emission Maintenance Reminder
LDP Leak Detection Pump
ENERGZD Energized
LF Left Front
ETC Electronic Throttle Control
LP Low Pressure or Lamp

LR Low Reverse, Left Rear P-EMCC Partial Electronic Modulated

Converted Clutch
LT Light/Lamp
PCM Powertrain Control Module
MAP Manifold Absolute Pressure
PCS Pressure Control Solenoid
MFI Multi-Port Fuel Injection
PDM Passenger Door Module
MIC Mechanical Instrument Cluster
Pos or Posit Position
MIL Malfunction Indicator Light
PRESS Pressure
MIN Minimum
PSI Pounds of Pressure per Square Inch
MISC Miscellaneous
PTU Part Throttle Unlock
Mon Monitor
PWM Pulse Width Modulation
MPI Multiport Fuel Injection
RAM Random Access Memory
MPU Microprocessor Unit
REF Reference
MS Multi-Select
RF Right Front
MSC Mass Storage Cartridge
RKE Remote Keyless Entry
MSM Memory Seat Module
RL Relay
MVT Manifold Tune Valve
RLY Relay
MTX Manual Transmission
ROM Read Only Memory
N Number
RPM Revolutions Per Minute
N/A Not Available
RR Right Rear
N/V Engine RPM/Vehicle Speed
RWAL Rear Wheel Anti-lock Brake
NGC Next Generation Controller
S/C Speed Control
NVLD Natural Vacuum Leak Detection
SAE Society of Automotive Engineers
NVRAM Non-Volatile Random Access
Memory SBEC Single Board Engine Controller
O2 Oxygen SCI Serial Communication Interface
O2S Oxygen Sensor SENS Sensor
OBD II On Board Diagnostics, Phase II SHF Shift Lamp
OD Overdrive SHUTDN Shutdown
ORC Occupant Restraint Controller SKIM Sentry Key Immobilizer Module
OVD Overdrive SMEC Single Module Electronic Controller
Ovride Override SNSR Sensor
P/N Park/Neutral SOL Solenoid
P/S Power Steering SPD Speed
P/W Pulse Width SPK Spark
SRV Short Runner Valve

STEP Stepper WGT Wastegate
SV Special Valve WOT Wide Open Throttle
SW Switch WST Wastegate
SYNC Synchronous
SYS System
T/B Throttle Body
T-BODY Throttle Body
TAC Tachometer
TACH Tachometer
TBI Throttle Body Fuel Injection
TC Traction Control
TCC Torque Converter Clutch
TCM Transmission Control Module
THROT Throttle
TEMP Temperature
TRAN Transmission
TRANSM Transmission
TRIG Trigger
TP Temperature
TPS Throttle Position Sensor
TURBO Turbocharger
UD Underdrive
VAC Vacuum
VIC Vehicle Ignition Controller
VIM Vehicle Interface Module. An in-line

interface that expands tester
functionality.
VIN Vehicle Identification Number
VLV Valve
VNT Variable Nozzle Turbocharger
VOS Vacuum Operated Secondary
VPW Variable Pulse Width
VTA Vehicle Theft Alarm
VTSS Vehicle Theft Security System

INDEX
Numerics custom data list 79

CVI monitor 148
1 trip fail 103
1989 Turbo II 56
D
A data list 77
data pairs 79
A/T outputs 141 data parameters 78
actuator test 89, 115 door locks 120
adapter DTC review 91
cable 58 DTCs
guide 58 Aisin AW4 204
adaptive fuel 120 EATX 198
AIS counter 120 engine 174
ASD fuel system test 123 models 1998 and later 191
B E
barometer update 135 EGR test 129
bars on screen 170 EMR lamp reset 133
base timing 131 engine identification 53
blank screen 169 engine running tests (CDR) 93
engine systems parameters 206
engine type selection 54
C
cam/crank 120
cartridge malfunctioning 170
F
cartridge missing 170 flashing data list parameters 172
CDR mode 81 freeze data 101
Chrysler VIN 72 fuel injector kill test 124 to 125
cigarette lighter fuel system test 123
polarity 4 fuel system type 55
clear DTCs (CDR) 97
clear information 104
connect DLC 6
Chrysler Powertrain Application 1983-2004 Index-248

I S
ID information 163, 165 sensor tests 87
install cartridge 5 set sync - engine 149
snapshot 5, 106
Software, before operating 48 to 50
K solenoid tests 141
switch tests (CDR) 85
keyboard locked 171 system information 163
L T
LDP monitor test 153 tester induced DTCs 6
linear IAC 139 torque converter clutch
break-in 161
test 151
M transmission coverage 37
transmission identification 53
minimum airflow idle speed test 124
transmission selection 58
minimum throttle memory 120
transmission systems parameters 206
mode
trip failure - transmission 103
CDR - engine 81
data list 77
model year identification 53
U
update barometer 135
N
no data 172
V
VIM applications 58
O VIN code 54, 72
VIN ID 166
OBD controls 141
VIN programming 137
voltage spikes 5
P
parking brake 5 W
P-code 191
wrong display 171
pinion factor 159
precautions 4
program returns to first page 171
program VIN 137
purge test 127
R
read DTCs 83
remove cartridge 5
reset EMR lamp 133
reset memory 120
reverse polarity 4
RPM control 112
RPM display 147
Chrysler Powertrain Application 1983-2004 Index-249

Chrysler Powertrain

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Chrysler

WARNING! Avoiding Injury

A Note about Tech 1 and Tech 1A Testers

Chrysler Powertrain Application 1983-2004 Page 5

1. CHRYSLER POWERTRAIN APPLICATION DESCRIPTION . . . . . 1

OPERATING MODES ...................................................... 2

PRECAUTIONS FOR ALL APPLICATIONS .................................. 4

ADDITIONAL PRECAUTIONS FOR CHRYSLER POWERTRAIN APPLICATION 6

VEHICLE COVERAGE ..................................................... 7

Chrysler Powertrain Application 1983-2004 TOC-i

SETTING UP THE TESTER ................................................. 48

POWERING UP THE TESTER ............................................... 51

SELECTING THE APPLICATION ........................................... 51

PERFORM VEHICLE AND/OR SYSTEM SELECTION ........................ 53

ADAPTER AND ADAPTER CABLE CONFIGURATIONS ..................... 59

VEHICLE IDENTIFICATION NUMBER (VIN) ............................... 72

5. SELECTING AND OPERATING TEST MODES . . . . . . . . . . . . . . . . 73

TEST MODES SUMMARY .................................................. 73

SELECTING TEST MODES ................................................. 76

MODE F0: DATA LIST ..................................................... 77

Chrysler Powertrain Application 1983-2004 TOC-ii

MODE F1: CDR - ENGINE .................................................. 81

MODE F2: DTCS ........................................................... 98

MODE F3: SNAPSHOT ..................................................... 106

MODE F4: OBD CONTROLS - ENGINE ..................................... 112

MODE F4: OBD CONTROLS - TRANSMISSION ............................. 141

MODE F5: SYSTEM TESTS - ENGINE ....................................... 149

MODE F5: SYSTEM TESTS - TRANSMISSION ............................... 157

MODE F8: INFORMATION ................................................. 163

Chrysler Powertrain Application 1983-2004 TOC-iii

A. IF YOURE HAVING A PROBLEM . . . . . . . . . . . . . . . . . . . . . . . . . 169

BLANK SCREEN ........................................................... 169

SCREEN DISPLAYS SOLID BARS .......................................... 170

TESTER DOES NOT RECOGNIZE APPLICATION CARTRIDGE OR CARTRIDGE IS

WRONG DISPLAY AFTER POWER IS APPLIED ............................. 171

KEYBOARD OR DISPLAY LOCKED UP OR PROGRAM INTERMITTENTLY

TESTER IS NOT RECEIVING DATA ........................................ 172

DATA LIST PARAMETERS FLASH ON AND OFF ........................... 172

B. DIAGNOSTIC TROUBLE CODE (DTC) DESCRIPTIONS. . . . . . . 173

CURRENT AND HISTORY DIAGNOSTIC TROUBLE CODES ................ 173

EEC DIAGNOSTIC TROUBLE CODES ...................................... 173

ENGINE DTCS ............................................................ 174

EATX DTCS ................................................................ 198

AISIN AW4 DTCS .......................................................... 204

C. DATA LIST PARAMETER DESCRIPTION . . . . . . . . . . . . . . . . . . . 206

ENGINE SYSTEM PARAMETERS .......................................... 207

TRANSMISSION PARAMETERS (EATX) .................................... 229

D. CHRYSLER CONTROLLERS AND DIAGNOSTIC PROCEDURES 239

WHAT IS ON-BOARD DIAGNOSTICS, PHASE II (OBD II)? .................. 239

WHY ADVANCED VEHICLE ELECTRONICS? .............................. 240

WHAT IS THE SERIAL COMMUNICATION INTERFACE (SCI) DATA LINK? . 241

WHAT IS THE CCD DATA LINK? .......................................... 242

WHAT IS THE SAE J1850 DATA LINK? ..................................... 242

OBD II OXYGEN SENSOR LOCATION INFORMATION ..................... 242

E. GLOSSARY AND ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . 244

INDEX ........................................................................................... Index-248

Chrysler Powertrain Application 1983-2004 TOC-iv

Detailed operating instructions are given in this manual.

Chrysler Powertrain Application 1983-2004 Page 1

OBD CONTROLS - ENGINE

OBD CONTROLS - TRANSMISSION

Chrysler Powertrain Application 1983-2004 Page 2

SYSTEM TESTS - ENGINE