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TeraFlex Now at Rockridge 4WD! BEST DEALS around!Alloy usa heavy duty ball joint kitsENGO QUADLUX 6" to 54" LED AMBER AND WHITE MULTI

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Unread 09-01-2005, 05:52 AM   #1
Meerkat
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Technical Service Bulletins

Thought I would start a thread to link to the FAQ listing all the TSB's I can find. I'll add to them here as I can in no particular order....

A/T - ATF Usage List
NUMBER: 21-004-04
GROUP: Transmission
DATE: March 16, 2004
THIS BULLETIN SUPERSEDES TECHNICAL SERVICE BULLETIN 21-006-01, DATED JUNE 29, 2001, WHICH SHOULD BE REMOVED FROM YOUR FILES. THIS IS A COMPLETE REVISION AND NO ASTERISKS HAVE BEEN ADDED TO HIGHLIGHT REVISIONS.
SUBJECT:
Automatic Transmission Fluid Usage ATF+4 (Type 9602)

MODELS:
NOTE : This bulletin applies to all transmissions manufactured by Chrysler except for 1999 and earlier minivans with the 41TE/AE transmission. This Service Bulletin DOES NOT apply to all AWD transmissions, Sprinter transmissions, Crossfire transmissions and WG bodies equipped with a W5J400 or NAGI transmission (sales code DGJ).
DISCUSSION:
A new transmission fluid (ATF+4(R) - Type 9602) has been developed and is being used as factory fill for all vehicles with Chrysler automatic transmissions. It is recommended that all vehicles with Chrysler automatic transmissions EXCEPT FOR THOSE LISTED ABOVE be serviced with ATF+4(R).
NOTE :ATF+4(R) must always be used in vehicles that were originally filled with ATF+4(R).
NOTE :Service intervals do not change. The service interval currently in effect for a given vehicle should continue to be followed.
NOTE :ATF+4(R) is compatible with ATF+3 and ATF+2. ATF+4(R) can be used to top off vehicles that currently have ATF+2 or ATF+3. Do not use ATF+2 or ATF+3 to top off vehicles that have ATF+4(R) fluid.
BENEFITS
Better anti-wear properties
Improved rust/corrosion prevention
Controls oxidation
Eliminates deposits
Controls friction
Retains anti-foaming properties
Superior properties for low temperature operation
FLUID COLOR
Mopar ATF+4(R) is a World Class Fluid having exceptional durability. However, the red dye used in ATF+4(R) is not permanent; as the fluid ages it may become darker or appear brown in color. ATF+4(R) also has a unique odor that may change with age. With ATF+4(R) fluid, color and odor are no longer indicators of fluid condition and do not support a fluid change.

POLICY:
Information Only
Disclaimer :This bulletin is supplied as technical information only and is not an authorization for repair.

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Unread 09-01-2005, 05:54 AM   #2
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Front End Alignment - Adjustable/Offset Ball Joints

NUMBER: 02-12-99

GROUP: Suspension

DATE: Aug. 20, 1999

SUBJECT:
Front End Alignment - Adjustable/Offset Ball Joints

OVERVIEW:
This bulletin involves installing offset ball joints to allow adjustments to camber, which were not previously possible on XJ, TJ and ZJ models and to camber and caster which were not possible on WJ models.

MODELS:

1997 - 2000 (XJ) Cherokee
1997 - 2000 (TJ) Wrangler
1993 - 1998 (ZJ) Grand Cherokee
1996 - 1998 (ZG) Grand Cherokee (International markets)
1999 - 2000 (WJ) Grand Cherokee

SYMPTOM/CONDITION:
This Technical Service Bulletin releases new offset ball joints which provide the capability to make front-end alignment adjustments to camber and caster. Camber adjustments and caster adjustments on some models are fixed and built into the front axle. Caster adjustments could be made in the past on TJ, XJ and ZJ models. These parts are only to be used in situations where a slight lead or drift to one side of the road or another is occurring with no driver input or where a customer indicates that constant driver input is required to maintain straight ahead steering. These parts will not effect situations where a lead or drift condition is present only under braking.

DIAGNOSIS:

- Verify matching original equipment tires and wheels

- Inspect for any worn or damaged steering and front suspension components including wheel bearings

- Verify Tire pressures

- Inspect for tire condition and abnormal wear. Refer to section 22 of the appropriate service manual

- Road test the vehicle.

- Cross switch front tires. If the drift follows the tires refer the customer to the tire manufacturer.

- Verify that there is no brake drag present and that the condition is present with the transmission in neutral


If no problems are found and the condition is present, perform the Repair Procedure.

PARTS REQUIRED:

AR 05014876AA Ball Joint - 0.5 degree
AR 05014877AA Ball Joint - 1.0 degree
AR 05016972AA Ball Joint - 1.5 degree

EQUIPMENT REQUIRED:

Four wheel alignment rack

Ball joint remover and installer tool - # 4212F

POLICY: Reimbursable within the provisions of the warranty.

TIME ALLOWANCE:

Labor Operation No:

Install Ball Joint - One Side
02-10-60-90 3.5 Hrs.

Install Ball Joint - Both Sides
02-10-60-91 4.2 Hrs.
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Unread 09-01-2005, 05:55 AM   #3
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A/T - ATF Usage List

NUMBER: 21-004-04

GROUP: Transmission

DATE: March 16, 2004

THIS BULLETIN SUPERSEDES TECHNICAL SERVICE BULLETIN 21-006-01, DATED JUNE 29, 2001, WHICH SHOULD BE REMOVED FROM YOUR FILES. THIS IS A COMPLETE REVISION AND NO ASTERISKS HAVE BEEN ADDED TO HIGHLIGHT REVISIONS.

SUBJECT:
Automatic Transmission Fluid Usage ATF+4 (Type 9602)








MODELS:

NOTE : This bulletin applies to all transmissions manufactured by Chrysler except for 1999 and earlier minivans with the 41TE/AE transmission. This Service Bulletin DOES NOT apply to all AWD transmissions, Sprinter transmissions, Crossfire transmissions and WG bodies equipped with a W5J400 or NAGI transmission (sales code DGJ).

DISCUSSION:

A new transmission fluid (ATF+4(R) - Type 9602) has been developed and is being used as factory fill for all vehicles with Chrysler automatic transmissions. It is recommended that all vehicles with Chrysler automatic transmissions EXCEPT FOR THOSE LISTED ABOVE be serviced with ATF+4(R).

NOTE :ATF+4(R) must always be used in vehicles that were originally filled with ATF+4(R).

NOTE :Service intervals do not change. The service interval currently in effect for a given vehicle should continue to be followed.

NOTE :ATF+4(R) is compatible with ATF+3 and ATF+2. ATF+4(R) can be used to top off vehicles that currently have ATF+2 or ATF+3. Do not use ATF+2 or ATF+3 to top off vehicles that have ATF+4(R) fluid.

BENEFITS

^ Better anti-wear properties

^ Improved rust/corrosion prevention

^ Controls oxidation

^ Eliminates deposits

^ Controls friction

^ Retains anti-foaming properties

^ Superior properties for low temperature operation


FLUID COLOR

Mopar ATF+4(R) is a World Class Fluid having exceptional durability. However, the red dye used in ATF+4(R) is not permanent; as the fluid ages it may become darker or appear brown in color. ATF+4(R) also has a unique odor that may change with age. With ATF+4(R) fluid, color and odor are no longer indicators of fluid condition and do not support a fluid change.





PARTS REQUIRED:

POLICY:
Information Only

Disclaimer :This bulletin is supplied as technical information only and is not an authorization for repair.
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Unread 09-01-2005, 05:57 AM   #4
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A/C - System Sealer Usage Prohibition

NUMBER: 24-003-03

GROUP: Heating & A/C

DATE: May 23, 2003

SUBJECT:
A/C System Additives

MODELS:

1990 - 2004 All Chrysler Group Products

DISCUSSION

The use of A/C system sealers may result in damage to A/C refrigerant recovery/evacuation/recharging equipment and/or A/C system components.

Many federal, state/provincial and local regulations prohibit the recharge of A/C systems with known leaks.

Daimler/Chrysler recommends the detection of A/C system leaks through the use of approved leak detectors available through Pentastar Service Equipment (PSE) and fluorescent leak detection dyes available through MOPAR Parts.

Vehicles found with NC system sealers should be treated as contaminated and replacement of the entire A/C refrigerant system is recommend.

The only refrigerants authorized for use are R12 or R134A as specified per the vehicle application.

NOTE :NO REFRIGERANT BLENDS OR HYDROCARBON-BASED REFRIGERANTS ARE TO BE USED.

^ Use only OEM specified compressor oil as specified per the vehicle application.

NOTE :A/C SYSTEMS FOUND TO BE CONTAMINATED WITH A/C SYSTEM SEALERS, A/C STOP-LEAK PRODUCTS, SEAL CONDITIONERS, COMPRESSOR OIL OR REFRIGERANTS NOT APPROVED BY CHRYSLER VOIDS THE WARRANTY FOR THE A/C SYSTEM.





EQUIPMENT AVAILABLE:

NOTE :PSE A/C REFRIGERANT RECOVERY EQUIPMENT FOUND TO BE CONTAMINATED WITH A/C SYSTEM SEALERS, A/C STOP-LEAK PRODUCTS, SEAL CONDITIONERS, COMPRESSOR OIL OR REFRIGERANTS NOT APPROVED BY CHRYSLER VOIDS THE WARRANTY FOR THE A/C REFRIGERANT RECOVERY EQUIPMENT.

POLICY:
Information Only
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Unread 09-01-2005, 06:02 AM   #5
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Engine Controls - Co-Pilot Support/Cable Selection

NUMBER: 18-008-03

GROUP: Vehicle Performance

DATE: Mar 7, 2003

SUBJECT:
Co-Pilot Support and Correct Cable Usage

MODELS:

1996 - 2003 (AB) Ram Van/Wagon

1996 - 2004 (AN) Dakota

1996 - 2002 (BR/BE) Ram Pickup

2004 (CS) Pacifica

1998 - 2004 (DN) Durango

2002 - 2004 (DR) Ram Pickup

1996 - 2000 (FJ) Avenger/Sebring/Talon

1996 - 2000 (GS) Chrysler Voyager (International Markets)

1996 - 2000 (JA) Breeze/Cirrus/Stratus

2001 - 2004 (JR) Sebring Sedan/Stratus Sedan/Sebring Convertible

1996 - 2000 (JX) Sebring Convertible

2002 - 2004 (KJ) Liberty/Cherokee (International Markets)

1996 - 2004 (LH) Concorde/Intrepid/Vision/LHS/New Yorker/300M

1996 - 2000 (NS) Town & Country/Caravan/Voyager

1996 - 2004 (PL) Neon

2002 (PG) PT Cruiser (International Markets)

1997 - 2002 (PR) Prowler

2001 - 2004 (PT) PT Cruiser

2001 - 2004 (RG) Chrysler Voyager (International Markets)

2001 - 2004 (RS) Town & Country/Caravan/Voyager

1996 - 2002 (SR) Viper

2001 - 2004 (ST) Sebring Coupe/Stratus Coupe

1997 - 2004 (TJ) Wrangler

2001 - 2004 (WG) Grand Cherokee (International Markets)

1999 - 2004 (WJ) Grand Cherokee

1997 - 2001 (XJ) Cherokee

2003- 2004 (ZB) Viper

1996 - 1998 (ZG) Grand Cherokee (International Markets)

1996 - 1998 (ZJ) Grand Cherokee/Grand Wagoneer

DISCUSSION:

General Information

The dealership technician has a choice when it comes to making a recording of a supported Powertrain Control Module (PCM) or Transmission Control Module (TCM). The recording can be done using the DRBIII(R) and/or using a Co-Pilot. The Co-Pilot was released to provide a lower-cost option along with an element of simplicity that would allow a vehicle operator to capture intermittent problems to assist the dealer technician in identifying problems

Whether a module can be data recorded effectively depends on a number of factors. The most important is communication speed between the tool and the module. DaimlerChrysler vehicles using modules that support Serial Communication Interface (SCI), currently our fastest serial communication, on PCMs or TCMs have the communication speeds to make recordings viable. To be viable, the module communication speed needs to be 62.5 Kbps (kilobytes per second) or higher. Modules that use slower communication protocols such as CCD, PCI, J1850, and 150-9141 are too slow to be effective for making data recordings. DaimlerChrysler does not provide data recording support for these communication protocols.

The modules currently supported for data recordings are the PCM and TCM

Co-Pilot

The current Co-Pilot recording tool has been around almost as long as the DRBIII(R). Co-Pilot only supports communication connections to a single pin. This tool must connect to the proper pin in the Data Link Connector (DLC) to produce data recordings. This limitation requires multiple cables (described later) to connect to the desired pin for successful recordings to occur.

DRBIII(R)

This tool can connect to the various pins in the DLC using the CH7000/7001 cable for domestic vehicles. For MMC vehicles with domestic powertrains, use the CH7010, MMC double-headed (16 & 12 way support cable). The DRBIII(R) can move its reporting pin connection to different pins at the DLC because it can multiplex (mux) the communication wires for the various controllers to establish a connection link.

MODULE SUPPORT:

Powertrain Control Modules

Single Board Engine Controller (SBEC) - all versions

Jeep Truck Engine Controller (JTEC) - all versions

Next Generation Controller (NGC) - support added as new versions are released.

Siemens70 (SIM70) - all versions (used on 1.6L engines for various international markets).

NOTE :THE NGC IS REPLACING SBEC AND JTEC CONTROLLERS. ADDITIONALLY THE NGC CONTROLLER MAY ALSO HAVE THE TCM FUNCTIONALITY DEPENDING ON THE VEHICLE CONFIGURATION.

Diesel Engine Controllers (ECM)

Cummins 84x series - refers to various models of the new ECM used on the 2003 and up Cummins such as the 845 and 848 models used on 5.9L Turbo Diesel (TD) engines in Dodge Trucks. Data recorder support is being added.

Bosch - The diesel controller currently supplied does not support communication speeds fast enough for data recording.

Transmission Control Module

Electronic Automatic Transmission Modules (EATX) - all versions. Data recorder support for these modules start with the 1998 model year.

JTEC - When coupled with an RE automatic transmission in trucks, provides the dual function of performing PCM as well as Transmission (TCM) control. Minimally provides shifting control on automatic transmissions with a Cummins diesel engine controller.

NGC - will at times also have the EATX software for the automatic transmission/transaxle on the same controller. When recording using Co-Pilot it requires a different cable from the engine side.

NOTE : CO-PILOT SUPPORT IS NOT AVAILABLE FOR THE 2002 LH AND 2002.5 DN NGC TRANSMISSION. DRBIII(R) DATA RECORDER MUST BE USED FOR THESE VEHICLES.

Not Supported are:

Bosch ECM - The diesel controller currently supplied does not support communication speeds fast enough for data recording.

Aisen - Warner TCM - This module does not support SCI so it cannot be data recorded. This module is used on AW4 automatic transmissions on various Jeep models.

EGS52 - This module does not support SCI so it cannot be data recorded. The module is produced by Siemens and used in conjunction with the W4J500 transmission.

MMC - This module uses ISO-9141 communication which is too slow to provide accurate recordings.


CABLES:

Successful Co-Pilot usage requires selecting the correct cable
Eight (8) Co-Pilot cables have been released. The Co-Pilot tool can only record data using SCI lines for communication. The Co-Pilot tool cannot multiplex, as the DRBIII(R) does to different circuits in the J1962 connector. As a consequence, anytime the wiring of the diagnostic connector pin-outs change or new module support is added, this will in turn, often require a different Co-Pilot cable.

NOTE : CHANGES TO CO-PILOT SOFTWARE ARE OFTEN NOT BACKWARDS COMPATIBLE. IF NEW CO-PILOT SOFTWARE IS RELEASED, ANY RECORDINGS TAKEN USING THE PREVIOUS SOFTWARE SHOULD NOT BE UPLOADED TO THE TechCONNECT/MDS2 FOR VIEWING. PROBLEMS WITH INVALID DATA BEING DISPLAYED ON THE TechCONNECT/MDS2 MAY OCCUR. ALWAYS PERFORM A RECORDING USING THE NEWEST CO-PILOT SOFTWARE AVAILABLE ON THE TechCONNECT/MDS2.








Co-Pilot is an optional diagnostic tool for the dealership or workshop. Because of this, please review the cables listed and the appropriate application or usage chart.

NOTE : USING THE WRONG CABLE WILL PREVENT YOU FROM GETTING RECORDINGS!





NOTE :IF YOU NEED ONE OF THE CABLES LISTED, CONTACT TEAM PSE AT 1-800-223-5623.

There are 6 OBDII (J1962) compliant vehicle cables used with TechCONNECT/MDS2





There are 2 non-OBDII cables supported by MDS1, when available.

NOTE : WHEN USING A DRBIII(R) FOR DATA RECORDINGS INSTEAD OF THE CO-PILOT, NO SPECIAL CABLES ARE NEEDED SINCE THE DRBIII(R) CAN MULTIPLEX TO THE CORRECT PINS ON THE DLC. THE PROCESS FOR DATA RECORDING WITH THE DRBIII(R) IS VERY SIMILAR TO THAT OF RECORDING WITH A CO-PILOT.

Non-supported Module List

Bosch (Diesel/Trans)

Siemens EGS52 (Trans)

MMC (all)

Aisen-Warner AW4 (Trans)

NOTE : THESE MODULES ARE NOT SUPPORTED BECAUSE THE COMMUNICATION SPEEDS AVAILABLE ARE TOO SLOW FOR ACCURATE RECORDINGS.

POLICY:
Information Only.
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Unread 09-01-2005, 06:02 AM   #6
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Engine Controls - Co-Pilot Support/Cable Selection continued:
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Unread 09-01-2005, 06:05 AM   #7
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Recall - A/T Secondary Shifter Detent Installation

September 2002

Safety Recall No. B02
Floor Shifter Secondary Detent System

Models

1993-1998 (ZJ) Jeep(R) Grand Cherokee

1993 (ZJ) Jeep(R) Grand Wagoneer

NOTE :This recall applies only to the above vehicles equipped with an automatic transmission.

IMPORTANT :Some of the involved vehicles may be in dealer used vehicle inventory. Dealers should complete this recall service on these vehicles before retail delivery. Dealers should also perform this recall on vehicles in for service. Involved vehicles can be determined by using the DIAL VIP System.

Subject:

When a driver has not placed the shifter lever fully into the "Park" position on about 1,500,000 of the above vehicles, the vehicle may unexpectedly move rearward after seeming to be stable. Unintended rearward movement of the vehicle could injure those in and/or near the vehicle.

Repair

A secondary detent system must be installed onto the floor shifter assembly.





Parts Information





Each package contains the components shown.

Each dealer to whom vehicles in the recall were invoiced will receive enough Floor Shifter Detent Packages to service about 5% of those vehicles.

Completion Reporting and Reimbursement

Claims for vehicles that have been serviced must be submitted on the DIAL System. Claims submitted will be used by DaimlerChrysler to record recall service completions and provide dealer payments.





Use the labor operation number and time allowance shown.

Add the cost of the recall parts package plus applicable dealer allowance to your claim.

NOTE :See the Warranty Administration Manual, Recall Claim Processing Section, for complete recall claim processing instructions.

Parts Return

Not applicable.

Dealer Notification and Vehicle List

All dealers will receive a copy of this dealer recall notification letter by first class mail. Two additional copies will be sent through the DCMMS, and the MDS2 will be updated to include this recall in the near future. Each dealer to whom involved vehicles were invoiced will receive a list of their involved vehicles. The vehicle list is arranged in Vehicle Identification Number (VIN) sequence. Owners known to DaimlerChrysler are also listed. The lists are for dealer reference in arranging for service of involved vehicles.

DIAL System Functions 53 and VIP

All involved vehicles have been entered to DIAL System Functions 53 and VIP for dealer inquiry as needed

Function 53 provides involved dealers with an updated VIN list of their incomplete vehicles. The customer name, address and phone number are listed if known.
Completed vehicles are removed from Function 53 within several days of repair claim submission. To use this system, type "53" at the "ENTER FUNCTION" prompt, then type "ORDB02".

Owner Notification and Service Scheduling

All involved vehicle owners known to DaimlerChrysler are being notified of the service requirement by first class mail. They are requested to schedule appointments for this service with their dealers. A copy of the owner letter is included.

Enclosed with each owner letter is an Owner Notification Form. The involved vehicle and recall are identified on the form for owner or dealer reference as needed.

Dealers are encouraged to consider alternative scheduling and servicing approaches for this recall. This repair does not require hoists or other full service facility special equipment and is a DaimlerChrysler Mobile Service approved repair.

Vehicle Not Available

If a vehicle is not available for service, let us know by filling out the pre-addressed Owner Notification Form or describe the reason on a postcard and mail to:

DaimlerChrysler Corporation
CIMS 482-00-85
800 Chrysler Drive East
Auburn Hills, Michigan 48326-2757

Additional Information

If you have any questions or need assistance in completing this action, please contact your Zone Service Office.

Customer Services Field Operations
DaimlerChrysler Corporation
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Unread 09-01-2005, 05:32 PM   #8
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Engine Controls - Flash Reprogramming Failure

NUMBER: 18-020-02

GROUP: Vehicle Performance

DATE: Jun. 24, 2002

THIS BULLETIN SUPERSEDES TECHNICAL SERVICE BULLETIN 18-32-98, DATED SEPTEMBER 25, 1998 WHICH SHOULD BE REMOVED FROM YOUR FILES AND NOTED IN THE 1998 TECHNICAL SERVICE BULLETIN MANUAL (PUBLICATION NO. 81-699-99003). THIS IS A COMPLETE REVISION AND NO ASTERISKS HAVE BEEN USED TO HIGHLIGHT REVISIONS.

SUBJECT:
Flash Programming Failure Recovery

OVERVIEW:
This Bulletin provides guidelines, to minimize flash reprogramming problems, and information on recovery procedures for failed flash attempts.








MODELS

DISCUSSION:

Occasionally a flash update procedure may not complete properly and/or the diagnostic equipment may lock up or become disconnected during the procedure. Flash Reprogramming is a "CRITICAL PROCESS"; an error may result in a no-start/failed control module. Most modules are recoverable; a recoverable module is not covered under the provisions of the warranty.

This TSB covers items that may cause this condition, a process to restart the flash procedure, and miscellaneous information that will help prevent needless replacement of control modules.

GENERAL:

Flash Reprogramming is only authorized by a specific TECHNICAL SERVICE BULLETIN (TSB), SERVICE BULLETIN, or RECALL.

Review the entire Bulletin/Recall prior to performing a flash reprogramming event. Often other parts or testing ARE REQUIRED as part of completing the TSB/Recall.

When flashing a PCM/TCM there are other legal requirements with labeling issues that are included in those TSBs.

Other non-emission related modules, such as clusters and BCM's do not require labels.

SEQUENCE OF EVENTS OR WHAT OCCURS DURING REPROGRAMMING

The process of flash reprogramming is similar to flashing the BIOS on a Personal Computer. Interruptions, voltage problems, and a variety of other outside interactions can potentially interfere with the process. This document seeks to provide information to minimize problems associated with vehicle control module flash reprogramming. The description that follows is for most PCMs and some TCMs. Other modules use different initiation procedures.

The process starts by selecting an update from the MDS2 or ISIS and then "loading" that update into the DRBIII(R). Once the flash reprogramming update is loaded into the DRBIII(R), and before the flash reprogramming begins, the DRBIII(R) verifies that the update loaded from the MDS2 or ISIS is the proper update for the module. This is done using part number supersedence. This verification occurs only if an update is required, available (on the MDS2 or ISIS) and has been selected for programming.

The module is then placed into "Boot Strap" programming mode by the DRBIII(R). This module mode gives the DRBIII(R) permission and the ability to proceed with the flash reprogramming session.

Next, the current part number, which resides in the module's flash memory, is stored in a "Safe Memory" location within the module. This memory location is not affected by flash memory erasure and reprogramming, which are to follow.

Once the part number is safely stored, the flash memory in the control module is erased. From this point forward any interruption in the flash process, will result in a non-responsive module (NR). A NR module is a module that is either partially erased or partially programmed.

After erasure, the actual reprogramming procedure starts, and the update software is programmed into the flash memory within the module.

When reprogramming is completed, the flash memory is verified through an internal process in the DRBIII(R) using a "Check Sum". This value is compared against another value that represents what should be in memory and when matched, verifies successful reprogramming.

Next, a DRBIII(R) prompt is displayed instructing that the ignition switch be turned OFF The module exits the "Boot Strap" mode when the switch is turned off.

After a slight pause, the DRBIII(R) will prompt for the ignition switch to be turned ON. The DRBIII(R) then reads the new part number in flash memory (along with a new computer program the new part number is placed into the module's memory). If the new part number matches the expected part number, the flash reprogramming session has completed successfully.


SOFTWARE VERSIONS MUST BE CURRENT

Before attempting a flash reprogramming session using MDS2, make sure you have the most current software installed. Update CDs are sent to dealers on a biweekly schedule, roughly 25 each year.

To verify whether your MDS2 software is current, check the upper right-hand corner of the MDS2 screen. The installed CD number and date are listed. In general, if the date is older than 3 weeks, a newer CD is available. (Often the TSB will state that MDS2, ISIS, or DRBIII(R) must be at a certain release level or higher before attempting a specific flash reprogramming session.)

To verify whether your DRBIII(R) software is current, check the upper right-hand corner of the MDS2 screen. The installed DRBIII(R) available software is also listed along with the MDS2 information.

Two items: (1) If the MDS2 software is "out-of-date" it is possible that the DRBIII(R) software is not current either. (2) Check the software on your DRBIII(R) against the supported version on the MDS2.

Often, because of multiple DRBIIIs(R) in the shop, not all will get updated on a timely manner.

The installed DRBIII(R) software version can generally be found at the bottom center of most screens. Alternately the version can be checked by pressing 6, 2, 5 from the DRBIII(R) Main Menu and comparing it to what is available from a current MDS2 (See above).

If the MDS2 is current and the DRBIII(R) is not, it may be due to the fact that the MDS2 does not force DRBIII(R) updates for "minor" revisions. Changes and new support are added to the Vehicle Flash application on "minor" revisions on a regular basis. This is why your MDS2 and DRBIII(R) must have the LATEST software revisions installed.

DO NOT PASS on the option for updating to a "minor" revision!

Major updates require the DRBIII(R) to be updated prior to allowing any flash programming.

DRBIII(R) CABLES

Replace all suspect cables.

An unserviceable DRBIII(R) cable is an open invitation to a FAILED FLASH session! Inspect cables for loose connections, bad connectors, damaged pins and general wear and tear. When connecting the DRBIII(R) cable, it is very important to insure that both the vehicle end and the DRBIII(R) end of the cable are securely seated and that the locking devices at each end are working properly. If a latch or spring clip is not functioning, the cable could become partially or fully disconnected during the flash session.

Use the 8-foot cable part number CH7000 rather than the 12 foot CH7001 cable. A shorter cable has, at times, during validation testing, proved more successful than the long cable.

The 2-door Sebring, Stratus, and Avenger coupes (supplied by MMC) generally use the CH7010 cable (Pre-OBDII vehicles will use the CH7005 cable).

MDS2 CABLE (GPIB)

Replace any suspect GPIB cable.

The GPIB cable provides the connection between MDS2 and the DRBIII(R). This cable is used by the MDS2 for vehicle part number reads and to send update files to the DRBIII(R). Inspect this cable for loose connections, damaged connectors or terminals, and wear and tear. If this cable becomes disconnected during a flash session, you may have to reload the update file that you selected on the MDS2.

ISIS NULL MODEM CABLE

Replace any suspect null modem cables.

International (ISIS), a PC-based CD program similar to MDS2 uses a null modem cable for vehicle part number reads and to send update files to the DRBIII(R). Inspect this cable for loose connections, damaged connectors or terminals, and wear and tear. If this cable becomes disconnected during a flash download session, you will have to reload the update file or files.

GENERAL NOTES FOR CABLES AND VEHICLE CONNECTIONS

Consider ALL cables to be wear items.

Many successful dealers have dedicated cables devoted to "Flash ONLY".

Always have spare CH7000, CH7010 and GPIB or null modem cables available.

Inspect vehicle diagnostic connectors for potential problems that might cause communication interruptions.

ST22 SEBRING STRATUS 2-DOOR COUPES (2001-2003)

These vehicles use MMC based modules. The 8432 Supplemental Reprogramming Tool (SRT) was shipped as a 2001 Essential Tool. The flash reprogramming update files will be downloaded from MDS2 to the SRT for flash reprogramming sessions on these vehicles.
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Engine Controls - Flash Reprogramming Failure continued

PREPARING TO FLASH

It is highly recommended that a sign, or other process, be used that notifies other users that a FLASH SESSION IS IN-PROGRESS and must NOT be interrupted. Interrupting some flash reprogramming events at critical junctures can render a module inoperative. Another user may not realize that a flash session is in-progress and may disturb or disconnect the DRBIII(R) or do something on the vehicle that could interrupt the flash process.

Before starting the flash session, read, record and erase all DTCs found on the vehicle.

Be sure to arrange the MDS2 and DRBIII(R) so that no cables are stretched across an area where someone might trip over or kick a cable. When setting up your DRBIII(R), insure that it rests on a surface where it will not fall or be bumped during reprogramming e.g.: DRBIIIs(R) have been known to be swept off vehicle windshields by accident when a user bumps the wiper switch).

Check User settings on the DRBIII(R). From the DRBIII(R) Main menu, press 6, 1 and check to make sure item 1. Echo on PC is set to OFF. On occasion, when Echo on PC is set to ON, flash reprogramming errors may occur.

VEHICLE BATTERY VOLTAGE

The flash programming procedure puts a load on the electrical system that may last from five to twenty minutes depending on the flash reprogramming event. IF you are unsure of the vehicles capability to handle this load, connect a battery charger to the vehicle. Set the charger to as close to 14 volts as possible. If the charger has a timer, set it for 30 minutes BEFORE starting a flash reprogramming event. This will help to prevent unwanted resets by either the DRBIII(R) and/or the vehicle module that are caused by voltage fluctuations.

Alternately, as a bare minimum, use a "Battery Jump Box" when a battery charger is unavailable to ensure adequate and stable system voltages on the module being flash reprogrammed.

CONNECTED MODE FLASHING (USING MDS2)

In this mode, the DRBIII(R) remains connected to the MDS2 and the vehicle throughout the flash session. The DRBIII(R) is connected to the MDS2 using the GPIB (CH7035) cable and to the vehicle using the vehicle I/O cable (the CH7000 for most vehicles).

This mode is useful when the MDS2 is next to the vehicle being flashed. Another advantage of this mode is that you are able to determine all available flash updates for the vehicle you are connected to by clicking on the "Read Part Number(s) From Vehicle" button and then selecting "Show Updates".

Again, it is important that other users do not attempt to reboot or move the MDS2 while a flash is in-progress.

The reprogramming procedure of this mode is initiated by selecting the "Update Controller Software" button on the MDS2.

DISCONNECTED FLASH MODE

This mode allows a user to flash a vehicle without being connected to the MDS2. This is a popular mode for flashing in a remote area of the service garage or in a back lot.

Before you attempt to use this mode, you must configure the DRBIII(R) for the desired update(s). To do this, you must connect the DRBIII(R) to the MDS2 using the GPIB cable and the CH7025 cable. It is not necessary to be connected to a vehicle. The GPIB (CH7035) cable will be used to communicate with the MDS2 (for update file downloading) while the CH7025 cable is used to provide power to the DRBIII(R).

After making the above connections, you are able to select one or more updates that you want to perform. These selections are made by highlighting the desired updates and then clicking on the "Download Software to DRB" button on the MDS2. Obviously, the DRBIII(R) does not have unlimited memory. If the file size of the selected updates exceeds 948 KB, the "DRB Space Used" indicator (at the bottom-center of the MDS2 screen) will change color from GREEN to RED. At this point you must de-select entries until the indicator changes color to GREEN again.

When the updates have finished downloading, you may disconnect from the MDS2 and take the DRBIII(R) to wherever the vehicle is located. The updates will remain in DRBIII(R) memory for 8 hours while the DRBIII(R) is without power. If the DRBIII(R) is powered up for several minutes before the 8 hour time period has expired, the update files will remain on the DRBIII(R) for another 8 hours without power.

To start the actual flash process, after connecting to the vehicle in Disconnected Mode, you must press "7" from the Main Menu on the DRBIII(R). Step by step instruction will follow on the DRBIII(R) display. As with Connected Flash Mode, take the necessary precautions to insure that others are aware of the flash session and that nothing disturbs the vehicle, DRBIII(R), or cabling while performing the flash. Remember to use a battery charger set to 14 volts or a 'battery jump box".

PAY ATTENTION WHILE PERFORMING FLASH REPROGRAMMING PROCEDURES

Before downloading the flash files, double check to see if the files that you have selected are the appropriate ones for that vehicle. Don't forget about the "Read Part Numbers From Vehicle" option on MDS2, this can be of great assistance when trying to flash a module. If the files selected don't download on the first try, try again.

The technician should NOT leave the vehicle when flash reprogramming a module.

Again, check to make sure that all cable connections are secure and that the DRBIII(R) rests on a stable surface. If you are using a battery charger, insure that the settings and charging times are correct and that the battery post clamps are securely fastened.

Read, record, and erase all DTCs found on the vehicle. Read and record the module type and part number from the module that is to be flash reprogrammed.

Pay special attention to DRBIII(R) screen directions relating to key cycles. Missing a "Key ON" or "Key OFF" can cause the module to have to be reflashed again. Due to the variety of module types and vehicle options, you can't always anticipate key prompts, so be alert and ready to respond to DRBIII(R) instructions.

Flash reprogramming sessions usually range from 5 to 20 minutes. If the flash session has not completed within 25 minutes after starting a flash reprogramming update, an error has most likely occurred. If this is the case, or if you know that the flash process was interrupted, cycle the ignition key (OFF to the locked position then back ON). Reset the DRBIII(R) (power down for 3 seconds and then power up) before attempting to restart the flash process.

Regardless of what mode that you are in (Connected Flash or Disconnected Flash), if you have tried twice (2 times) unsuccessfully to do a flash recovery and ALL DRBIII(R) instructions were followed, perform the following:

"Cold boot the DRBIII(R). This removes the problem flash file from the DRBIII(R). (Push MORE and YES buttons at the same time, then press F4)

Reload the flash update file from the MDS2.

If it fails to complete in the connected mode, first reboot the MDS2 before re-attempting the flash download to the DRBIII(R).

Proceed to reflash the module.


On vehicles that have multiple flash updates available, always complete and verify each flash update before attempting the next one.

After all flash reprogramming is completed, read and erase all DTCs in all modules on the vehicle. A variety of DTCs may be set, which are usually related to a loss of communication with the module(s) being reprogrammed.

Verify the update by reading the new part number using the DRBIII(R). A good double check is to read the part number using DRBIII(R) stand alone.

ERROR MESSAGES

Block Echo/Compare Errors

Block Echo and Block Compare errors are often caused by voltage fluctuations, faulty I/O cables (CH7000, CH7005, CH7010) or faulty communication connections at the diagnostic connector. Review the sections on Vehicle Battery Voltage and Cable recommendations.

Checksum Errors

Checksum Errors are generally caused by corrupt flash update files, which can be caused by DRBIII(R) memory problems. If the DRBIII(R) has been without power for more than 8 hours, the update files and system memory could be in a corrupted state. "Cold Boot" the DRBIII(R). (To "Cold Boot", press the MORE and YES buttons on the DRBIII(R), at the same time. Then press "F4"). Reload the flash update file(s) from the MDS2. If it fails to complete in the connected mode, first reboot the MDS2 before re-attempting the flash download to the DRBIII(R). Then re-attempt the flash reprogramming process.
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Engine Controls - Flash Reprogramming Failure continued

ABORT RECOVERY

Interruptions in the flash process are one of the main reasons for failed flash sessions and non-responsive (NR) modules. Interrupting the flash process, after the erase phase has started, will render the control module to a non-functional state.

Generally, but not always, NR modules may be recovered successfully

Briefly abort recovery is the process used to get a NR module back to a fully functional state with the latest software update. The technician should be familiar the other sections in this document and follow all DRBIII(R) user prompts carefully.

Because a NR module is not able to provide the DRBIII(R) with ID information, the technician must do this when prompted by the DRBIII(R). Be patient when performing this process. Because the module does not respond to standard diagnostic request, the DRBIII(R) may take several minutes before it determines that the engine module is in a NR state. At this point the DRBIII(R) displays the prompt "Could not determine engine controller type. Please select from list" along with the actual controller list (if the DRBIII(R) is attempting to identify a TCM, the prompt will say "trans" instead of "engine"). Because of module variations, it is important to correctly identify the PCM/TCM so the correct flash procedure will be used. Failure to do this will cause further problems and may damage the module. A table is provided below to help identify the proper module to select. This table correctly identifies the modules that were on the vehicles when they were built. However, some modules will have supersedence from parts. Correctly identify these modules using DRBIII(R) Standalone prior to attempting flash reprogramming.

One more note about key cycling. When instructed to turn the key to the LOCKED position, be sure that the key is not just turned to the OFF position. The key must be rotated to the point at which it can be removed from the ignition switch. On most vehicles the switch is on the steering column and at this position the steering column is LOCKED. When instructed to turn the key to the RUN position, be careful not to turn the key past this position which may engage the starter motor. This creates electrical noise which interferes with the flash process.

General Steps for Abort Recovery

1. Review all Tips and Techniques before continuing. Pay special attention to the section on Preparing to Flash a controller and to the Programmable Modules section.

2. Cycle the Vehicle's ignition key to the LOCKED position and back to the RUN position.

3. Reset the DRBIII(R) by disconnecting the vehicle cable from the DRBIII(R) for 4 seconds and then reconnecting the cable.

4. Depending of where the flash session was aborted, the DRBIII(R) may require that the technician identify the control module type that was being flash reprogrammed. Use the PCM/TCM configuration table as a guide.

5. After selecting the proper control module type, follow the prompts that are displayed on the DRBIII(R).

NOTE: IF AN ERROR MESSAGE IS DISPLAYED AT THIS POINT, AN INCORRECT MODULE TYPE WAS MOST LIKELY SELECTED. IF THIS
OCCURS, START THE PROCESS OVER.

6. If the recovery process is unsuccessful perform the following:

a. Review all Tips and Techniques in this document.

b. Reboot/Restart the MDS2.

c. "Cold Boot" the DRBIII(R). (Press the MORE and YES buttons on the DRBIII(R) at the same time, then press F4).

d. Start this process over from item # 1. If using Disconnected Mode, the flash update will have to be reloaded from the MDS2 or ISIS.












The TCM Configuration Tables shown apply to vehicles that use an EATX/NGC/AW4 controller.

Applications using the PCM module (JTEC/SBEC) for assisting transmission shifting or ICC operation are not listed since the transmissions are not fully electronic.

PROGRAMMABLE MODULES



The illustrations shown list the various modules that have flash reprogramming capability. It does not mean that a flash is currently available. What will be described are the module types and variations, followed by items to note, and finally, abort recovery specifics if applicable.

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Engine Controls - Flash Reprogramming Failure continued
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Recall 02V053000: A/T Shifter Not Fully Engaged In Park


Defect: On some sport utility vehicles, when a driver has not placed the transmission shifter lever fully into the "Park" position and leaves the vehicle running, the vehicle could unexpectedly move rearward after seeming to be stable. This could result in a crash.

Remedy: Dealers will add a secondary detent system to the floor shifter assembly. On March 22, 2002, DaimlerChrysler sent owners an interim notice concerning this problem. Owners who do not receive the free remedy within a reasonable time should contact DaimlerChrysler at 1-800-853-1403
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Unread 09-01-2005, 05:41 PM   #13
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Air Bag - On/Off Switches

NUMBER: 08-025-01

GROUP: Electrical

DATE: Nov. 23, 2001

THIS BULLETIN SUPERSEDES TECHNICAL SERVICE BULLETIN 08-037-99, DATED NOVEMBER 12, 1999, WHICH SHOULD BE REMOVED FROM YOUR FILES AND NOTED IN THE 1999 TECHNICAL SERVICE BULLETIN MANUAL (PUBLICATION NO. 81-699-00004). ALL REVISIONS ARE HIGHLIGHTED WITH **ASTERISKS** AND INCLUDE ADDITIONAL MODELS, PARTS, AND 2001 MODEL YEAR PROCEDURES.

NOTE :THIS BULLETIN DOES NOT APPLY TO DIAMLERCHRYSLER CANADA DEALERS.

SUBJECT:
Airbag On-Off Switches

MODELS:

1990 - 1995 (AA) Spirit/Acclaim/Lebaron Sedan

1995 - **2001** (AB) Ram Van/Wagon

1990 - 1993 (AC) Dynasty/New Yorker/New Yorker Salon

1990 - 1993 (AG) Daytona

1990 - 1995 (AJ) Lebaron Coupe/Convertible

1994 - **2001** (AN) Dakota

1990 - 1994 (AP) Shadow/Shadow Convertible/Sundance

1991 - 1995 (AS) Town & Country/Caravan Voyager

1990 - 1993 (AY) Imperial/New Yorker Fifth Avenue

1994 - **2001** (BR/BE) Ram Pickup

1995 - 1996 (B7) Stealth

1998 - **2001** (DN) Durango

1995 - 2000 (FJ) Avenger/Sebring/Talon

1995 - 2000 (JA) Breeze/Cirrus/Stratus

**2001** (JR) Sebring Sedan/Stratus Sedan/Sebring Convertible

1996 - 2000 (JX) Sebring Convertible

1993 - **2001** (LH) Concorde/Intrepid/Vision/LHS/New Yorker/300M

1996 - 2000 (NS) Town & Country/Caravan/Voyager

1995 - **2001** (PL) Neon

1997 (PR) Prowler

**2001 (PT) PT Cruiser**

**2001** (RS) Town & Country/Caravan/Voyager

1996 - 1997 (SR) Viper

**2001 - 2002 (ST) Sebring Coupe/Stratus Coupe**

1997 - 2001** (TJ) Wrangler

1999 - **2001** (WJ) Grand Cherokee

1997 - **2001** (XJ) Cherokee

1993 - 1998 (ZJ) Grand Cherokee/Grand Wagoneer

NOTE :THIS BULLETIN IS PROVIDED TO IDENTIFY THE PARTS AND PROCEDURES NECESSARY TO DEACTIVATE AIRBAGS AUTHORIZED BY NHTSA. AIRBAG DEACTIVATION IS A CUSTOMER PAY PROCEDURE, NOT COVERED UNDER THE PROVISIONS OF THE WARRANTY. THE COMPONENT PARTS ARE COVERED UNDER THE APPROPRIATE MOPAR PART WARRANTY.

NOTE :**SOME 2001 MODEL YEAR PACKAGES (AN/AN84/DN/JR/LH/PL/PT/RS/TJ) REQUIRE OCCUPANT RESTRAINT CONTROLLER (ORC) CONFIGURATION USING THE DRB III(R) AS DETAILED IN EACH VEHICLE SPECIFIC PACKAGE.**

DISCUSSION:

DaimlerChrysler Corporation is now offering airbag on-off switches for the selected vehicles listed above. The switches are packaged in a kit containing all necessary parts (except as indicated) and a detailed instruction sheet. Under the National Highway Traffic Safety Administration's rule, consumers will be authorized for on-off switches by claiming they meet any of several criteria. Airbag on-off switches must not be installed without the vehicle owner presenting the NHTSA authorization letter. For more information concerning the authorization process and/or the authorization letter call NHTSA's Auto Safety Hotline at 1-800-424-9393. We encourage you (dealer) to install these switches when the customer is interested in doing so and has the necessary NHTSA authorization.

NOTE :FOR SOME 2000 MODEL YEAR APPLICATIONS (AB/AN/AN84/DN/JA/NS) **AND SOME 2001 CARRYOVER APPLICATIONS (AB/BR/WJ/XJ)**, A NEW OWNER'S MANUAL INSERT IS REQUIRED, P/N 05013528AA, AND MUST BE ORDERED IN ADDITION TO THE AIRBAG SWITCH KIT. THE NEW INSERT IS ORANGE, AND MUST BE PRESENTED TO THE CUSTOMER IN PLACE OF THE YELLOW ONE, P/N 05013517AA, THAT WILL COME IN THE AIRBAG KIT.

**FOR SOME 2001 MODEL YEAR APPLICATIONS (WITH J1850 BUS, AN/AN84/DN/JR/LH/PL(PT/RS/TJ) A NEW OWNER'S MANUAL INSERT IS REQUIRED, P/N 05016025AA, AND MUST BE ORDERED IN ADDITION TO THE AIRBAG SWITCH KIT. THE NEW INSERT MUST BE PRESENTED TO THE CUSTOMER AFTER INSTALLATION.**

















PARTS REQUIRED:

NOTE :SOME INSTRUCTION SHEETS FOR THE 1999 MODELS LIST ONLY 1998 MODELS ON THE COVER PAGE. THE 1998 KITS CAN BE USED ON ALL 1999 CARRY-OVER VEHICLES.

DEACTIVATION/DOCUMENTATION PROCEDURE:

1. Before you install any airbag on-off switch for owners of air bag equipped vehicles, the owner must present to you an "Authorization Form" from the U.S. Department of Transportation National Highway Traffic Safety Administration (NHTSA), certifying the specific vehicle by its vehicle identification number. The authorization applies only to the vehicle identified and not to other vehicles that the owner may have~

2. The owner must complete the "Authorization to Install Air Bag On-Off Switch Release Agreement Form" available in the "Forms Folder" under "TSB/Recall" tab of MDS2 and printed on your dealership letterhead. keep a copy for your records and make a copy for the vehicle owner.

3. Complete the NHTSA authorization form, and return it to NHTSA within seven days, making copies for the owner's and your records.

NOTE :ALL DEALER OWNED USED VEHICLES SHOULD BE INSPECTED FOR PROPER AIRBAG OPERATION, i.e. NOT DEACTIVATED, PRIOR TO RESALE.

POLICY:
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Unread 09-01-2005, 05:42 PM   #14
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Air Bag - On/Off Switches continued
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Unread 09-01-2005, 05:43 PM   #15
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Airbag/Clock Spring - Service

NUMBER: 08-010-01

GROUP: Electrical

DATE: May 25, 2001

SUBJECT:
Airbag/Clock Spring Service

MODELS:

1990 - 1995 (AA) Spirit/Acclaim/Lebaron Sedan
1995 - 2002 (AB) Ram Van/Wagon
1990 - 1993 (AC) Dynasty/New Yorker/New Yorker Salon
1988 - 1993 (AG) Daytona
1988 - 1995 (AJ) Lebaron Coupe/Convertible
1990 (AL) Horizon/Omni
1988 - 1989 (AM) Diplomat/Gran Fury/New Yorker Fifth Avenue
1994 - 2002 (AN) Dakota
1990 - 1994 (AP) Shadow/Shadow Convertible/Sundance
1990 - 1991 (AQ) Chrysler Maserati
1991 - 1995 (AS) Town & Country/Caravan Voyager
1990 - 1993 (AY) Imperial/New Yorker Fifth Avenue
1994 - 2002 (BR/BE) Ram Pickup
1995 - 1996 (B7) Stealth
1998 - 2002 (DN) Durango
2002 (DR) Ram Pickup
1995 - 2000 (FJ) Avenger/Sebring/Talon
1995 - 2000 (JA) Breeze/Cirrus/Stratus
2001 - 2002 (JR) Sebring Sedan/Stratus Sedan/Sebring Convertible
1996 - 2000 (JX) Sebring Convertible
2002 (KJ) Liberty
1993 - 2002 (LH) Concorde/Intrepid/Vision/LHS/New Yorker/300M
1996 - 2000 (NS) Town & Country/Caravan/Voyager
1995 - 2002 (PL) Neon
1997 - 2002 (PR) Prowler
2002 (PG) PT Cruiser (International Markets)
2001 - 2002 (PT) PT Cruiser
2001 - 2002 (RG) Chrysler Voyager (International Markets)
2001 - 2002 (RS) Town & Country/Caravan/Voyager
1996 - 2002 (SR) Viper
2001 - 2002 (ST) Sebring Coupe/Stratus Coupe
1997 - 2002 (TJ) Wrangler
2001 - 2002 (WG) Grand Cherokee (International Markets)
1999 - 2002 (WJ) Grand Cherokee
1995 - 2001 (XJ) Cherokee
1995 - 1998 (ZG) Grand Cherokee (International Markets)
1993 - 1998 (ZJ) Grand Cherokee/Grand Wagoneer

DISCUSSION:

Airbag

When servicing any airbag system, it is essential to follow the proper Service Manual and/or Diagnostic Manual procedures for diagnosing, testing, and replacing of any component. When diagnosing any airbag squib circuit Diagnostic Trouble Code (DTC) with a DRBIII(R), the use of the Airbag Load Tool (Special Tool 8310 and 8443) is required. The Airbag Load Tool, used in conjunction with the DRBIII(R) are used to isolate and test components and wiring for failure. Only replace the component or wiring that has failed. This will reduce unnecessary cost to the customer or DaimlerChrysler.

NOTE :AIRBAG REPLACEMENT IS NOT REQUIRED EVERY TIME IT IS REMOVED OR WHEN ANOTHER COMPONENT HAS FAILED. USE OF THE DRBIII(R) AND AIRBAG LOAD TOOL WILL DETERMINE IF THE AIRBAG HAS FAILED AND REPLACEMENT IS NEEDED.

NOTE :TECHNICIANS SHOULD RECORD ALL STORED AND ACTIVE AIRBAG SYSTEM FAULT CODES ON THE REPAIR ORDER.

Clock Springs

Recent analysis of returned clock springs have indicated that prior service may have contributed to the clock spring's failure.

^ Do not use silicone or any other lubricant spray on or near the clock spring. Lubricants are often used in the clock spring area of the steering column to eliminate noise. Lubricants may have an adverse effect on the clock spring.

^ Clock spring centering. Any repair that may disrupt the positioning of the steering wheel with the front wheels will require that the clock spring be centered. This includes clock spring replacement, steering column service, HVAC service, steering gear service, and front suspension crossmember service. Refer to the appropriate Service Manual for the clock spring centering procedure.

POLICY:
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