Learning Guide

BODY ELECTRICAL SPECIALIST

VEHICLE COMMUNICATIONS
CHRYSLER

COURSE NUMBER: BE005-03

Body Electrical Specialist : Vehicle Communications Chrysler

Notice
Due to the wide range of vehicles makes and models, the information given during the class will be
general in nature and should not be taken as specific to any vehicle/unit. Please consult manufacturer
specifications for the correct number/specifications and repair procedures for the vehicle you are
testing. This document is meant to be used as a guideline only.

For further information, please contact toll-free:

1-855-813-2101
or email

info@carstraining.net

No part of this book may be reproduced, stored in any retrieval system or transmitted in any form or by
any means (including but not limited to electronic, mechanical, photocopying and recording) without
prior written permission of CARS Training Network Inc. This applies to all text, illustrations, tables and
charts.
Copyright 2014 CARS Training Network Inc

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Table of Contents
Table of Contents ................................................................................................................................... iii
Introduction ............................................................................................................................................. 1
Objectives ............................................................................................................................................................................. 1
Rationale ............................................................................................................................................................................... 1
Description ............................................................................................................................................................................ 1

Chrysler Communication Systems ........................................................................................................ 2

Chrysler Programmable Communication Interface (PCI) ................................................................. 3
Description of PCI ................................................................................................................................................................ 3
Description of Multiplexing: ................................................................................................................................................. 4
Operation of PCI ................................................................................................................................................................... 6

PCI bus Diagnosis ................................................................................................................................... 8

PCI bus Diagnosis ................................................................................................................................... 9
PCI bus communication failure:.......................................................................................................................................... 10
Unable to communicate with scan tool: ............................................................................................................................................. 10
Multiple Components Not Operating: ................................................................................................................................................ 11
Individual No-response from modules: .............................................................................................................................................. 12

CONTROLLER AREA NETWORK (CAN) ..................................................................................... 13

Introduction: ........................................................................................................................................................................ 13
Description .......................................................................................................................................................................... 14
Operation ............................................................................................................................................................................ 16
Termination and Biasing: .................................................................................................................................................... 17
Other features and strategies: .............................................................................................................................................. 19

CAN-B Diagnosis................................................................................................................................... 20
Checking for a CAN-B circuit short to voltage:.................................................................................................................. 20
Checking for a CAN-B circuit short to ground: .................................................................................................................. 21
Diagnosing a module no-response: ..................................................................................................................................... 21

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CAN-C Diagnosis .................................................................................................................................. 23

Possible CAN-C Failures: ................................................................................................................................................... 23

Chrysler Reprogramming .................................................................................................................... 24

Future Communication Networks:...................................................................................................... 27
Conclusion: ......................................................................................................................................................................... 27

Glossary.................................................................................................................................................. 28

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Body Electrical Specialist : Vehicle Communications Chrysler

Introduction
OBJECTIVES
Upon successful completion of this segment, the participant will be able to:

Understand the Chrysler PCI bus

Understand the Chrysler CAN communication networks

Understand and diagnose the Chrysler multiplexing systems

RATIONALE
Upon successful completion of this lesson, participants will be able to diagnose and repair a Chrysler
vehicle with communication faults. With the increasing usage of microprocessors and networking
being added to todays automobiles it is becoming ever more necessary to understand the operation and
logic behind it to successfully repair todays vehicles.

DESCRIPTION
This course will cover the description, operation, diagnosis and repair of the communication systems
used in Chrysler vehicles. The course will cover the PCI bus, the CAN-B bus, CAN-C bus, as well as
the CAN-C diagnostic bus.

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Chrysler Communication Systems

With the ever improving technology of automotive onboard diagnostics, manufactures are continually
looking for network systems capable of meeting the needs and demands of todays changing
automotive computer systems. Chrysler first introduced their Chrysler Collision Detection network
(CCD) in the mid-1980s. Although the CCD network worked well and was reliable, it didnt meet the
new mandate set out by the S.A.E. In order to accomplish this, a faster network was required.
Beginning in the mid 1990s the Chrysler Programmable Communication Interface bus network was
introduced. There were several advantages to this system over the previous CCD bus network such as;
the transfer rate of information is quicker; reprogramming of modules over the bus network now
possible; single wire outlay using a central module or diagnostic junction port, for easier system
diagnostics.
Following in 2004, Chrysler again replaced their communication network. With the introduction of a
new mandated protocol, they began using a Controller Area Network. This network came in 3 forms:
CAN-B, CAN-C, and CAN-C diagnostic. Although each system has a unique architecture, the same
basic skills and diagnostic strategies apply to ensure a competent and successful repair.

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Chrysler Programmable Communication Interface (PCI)

DESCRIPTION OF PCI
The PCI bus network is a single wire multiplex system used on many Chrysler vehicles for the purpose
of module communications. It has a baud rate of information to receive and transmit at 10.4 kbps as
compared to the previous CCD baud rate of 7.8125 kbps. On many Chrysler vehicles the PCI wire
would be violet with a yellow tracer, however this is not always the case so be sure to always verify
this with service information.

INTREPID

INTREPID

INTREPID

INTREPID
GRAND

GRAND

GRAND

CHEROKEE

CHEROKEE

CHEROKEE

NEON
NEON

( ALL
MODELS
AT LEFT )

Yellow indicates
vehicles with the
CCD Bus system.

( ALL
MODELS )

RAM VANS
& PICKUPS

CARAVAN

Blue indicates
vehicles with the
PCI Bus system.

PT CRUISER

DAKOTA

By 2003, all models had a form of PCI Bus within their communication networks.

CCD to PCI Bus COMPARISONS

Feature

CCD Bus

PCI Bus

Media Transmission Type

Twisted Pair of Wires

Single Wire

SAE Protocol Compliant

No

Yes

OBD II Ready

No

Yes

Bus Bias Needed

Yes

No

Maximum No. of Modules

13

32

Data Transfer Speed

7.8125 kbps

10.4 kbps (On Average)

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DESCRIPTION OF MULTIPLEXING:
Multiplexing allows the transmission of multiple messages over a single circuit or channel. Chrysler
vehicles use this method to communicate between their microprocessor based electronic control
modules (ECM). The PCI bus on these vehicles exceeds the SAE J1850 standard for the class B
multiplexing requirements. In the past many modules were hardwired in parallel to shared sensors to
receive the required input. By networking todays modules together, reduces the need for bulky
complicated wiring harnesses.
Also, multiplexing offers an advantage to diagnostics and helps reduce controller hardware and
component sensor loads. Chryslers networking system allows modules to broadcast data onto the bus
where other modules can hear the message sent out. If the data is required, the module will then send
it to its microprocessor for use. If the message is not required it will then disregard it. In this way only
one module is required to be connected to a sensor or device at one time. Also, multiplexing helps to
allow a scan tool to monitor a systems inputs and outputs, making diagnostics easier.
A good example of networking would be the remote keyless entry option where, with the push of the
hand held transmitter, not only do the door locks activate but the lights flash as well.
The wiring diagram below, shows the bus layout on a typical Chrysler vehicle.

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OPERATION OF PCI
The PCI data exchange is accomplished by serial transmission of encoded data over the buss single
wire broadcast network. The bus messages are carried in the form of variable pulse width modulated
signals. As with any voltage network transmitting messages the PCI bus also requires biasing and
termination. All the modules on the PCI bus provide their own bias and termination. They accomplish
this using terminating resistors and terminating capacitors. Bus resistance will be a minimum of 315
ohms to a maximum of 2 K ohms. Termination capacitance is needed to reduce and filter noise and to
aid in symbol wave form shaping. The total bus capacitance will not be greater than 12,000 pf. Each
module on the BUS has a termination load of parallel resistance and capacitance to be included as part
of the total over all bus termination load. One or two modules may have a higher load termination to
provide a stabilizing influence over the different variations of vehicle builds.
Also, there are 2 types of modules on the bus, a dominate node and a standard node. A node is another
term used by Chrysler for their modules. A power train control module is a good example of a
dominate node. It would terminate through a 1 k ohm resistor and a 3300 pF capacitor. An example of
a standard node would be an HVAC control module which would terminate with an 11 k ohm resistor
and a 330 pF capacitor. During the transmitting of a message the modules bias the bus. High and low
voltage levels are used to generate messages. The voltage levels are 7.5 v for high, and near 0 v for
low. Signals of varying length are generated by using variable pulse width modulation. Pulse width
modulation is a method of controlling the on to off time of a square wave signal. By varying this ratio
more than one message can be transmitted at the same time.
BATTERY

CONTRO
L
MODULE
PCI BUS

Battery Voltage

Terminating
Capacitor

Terminating
Resistor

PCI
Message
BUS
TRANSMIT Transmit

Message
Transmit

PCI
BUS
RECEIVE

Message
Receive

Message
Receive

Transceiver

Microprocesser

The diagram above is a sample of a bus bias and termination schematic.

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Each module on the PCI bus network is able to receive and transmit data messages simultaneously over
the network. The form the messages take would be typically look like this;
Message Header: this would contain information on type, length, priority, target module, and sending
module. Typically, this would be one to three bytes in length.
Data Byte: this is the actual message being sent.
Cyclic Redundancy Check Byte: this is used to check for errors within message transmission.
In-Frame Response: If a response is required from a target module, this is when it can be sent.

FRAM
E

START
(OF FRAME)

HEADER
MESSAGE

DATA
BYTE(S)

CRC
BYTE

IN-FRAME
RESPONSE

END
(OF FRAME)

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Body Electrical Specialist : Vehicle Communications Chrysler

The diagram below, shows a typical bus layout for a Chrysler Intrepid body style. From this diagram
we can see how the BCM acts as the hub for the shared communication data. Although it may appear
the body control module is the dominate node, it is merely acting as a splice pack. It allows information
to travel through it along the bus bar to other modules. The Powertrain Control Module is still the
dominate node in this example. By creating a hub for information access, modules are able to read and
utilize sensor information without the added hard wiring required, as in past applications.

TRANSMISSION
CONTROL
MODULE

AUTOMATIC
CLIMATE
CONTROL

AUTOMATIC
TRANSFER
CASE
CONTROL

SENTRY KEY
IMMOBILIZER
MODULE

BODY
CONTROL
MODULE

DATA
LINK
CONNECTOR

MEMORY
HEATED SEAT
MIRROR
MODULE

MECHANICAL
INSTRUMENT
CLUSTER

PROGRAMMABLE
COMMUNICATION
INTERFACE

COMPASS
MINI TRIP
COMPUTER

POWERTRAIN
CONTROL
MODULE

CONTROLLER
ANTI-LOCK
BRAKE

AUDIO

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PCI bus Diagnosis

Symptom identification is the starting point of any repair. If a complete communication failure is
suspected, you must first ascertain which modules the vehicle is equipped with. The next step would be
to attempt to communicate with these modules through a compatible scan tool, capable of network
communications. If you can communicate with 2 or more modules on the bus, then a complete system
failure is not occurring.
PCI bus failures can be broken into two categories:

Total bus failure

Individual module no-response failures

Total failure causes may include:

Short to battery voltage

Short to chassis ground

Open circuit

Individual module no-response may include:

Broken or open PCI bus circuit to the module

Lost or open ground circuit to the module

Lost or open power feed circuit to the module

Symptoms of a complete failure could include:

All warning lights on the mechanical instrument cluster illuminated

Mechanical instrument cluster backlit, at full intensity

All gauges inoperative

Possible no-start, or start and stall, if equipped with theft deterrent

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The symptoms for individual module failure could include the previous ones mentioned. The main
difference would be two or more modules were able to respond to the scan tool. It should be noted that
in most cases the PCM may communicate with the scan tool over a different communication line than
the PCI bus. This could lead to the misconception of more than 1 module communicating. Whenever
possible you should always refer to specific service information.

PCI BUS COMMUNICATION FAILURE:

Unable to communicate with scan tool:
In the following example we will attempt to find and repair a no communication fault between a
vehicle and scan tool. For this example we will use a 2001 Chrysler Intrepid.
Step One: determine types of modules on the network
Step Two: with a compatible scan tool attempt to communicate with the modules such as

Body Control Module (BCM)

Instrument Control Module (MIC)

Occupant Restraint Module (ORC)

Controller anti-lock brakes (CAB)

Were you able to communicate with any of theses modules? If no, continue with next step.
Step Three: using service info and wiring diagrams, locate the data link to BCM wiring circuit.

Turn ignition off

Disconnect the C1 connector at the BCM

Measure the resistance of the circuit between the BCM and data link connect

Was the resistance below 5 ohms? If no, then there is an open along the data bus between the BCM and
the data link connector. Repair the break, as per service instructions, and verify vehicle to scan tool
communications is now available.

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Multiple Components Not Operating:

Short to voltage:
In the next example we will look for a short to voltage. Again for this we will use a 2001 Chrysler
Intrepid for demonstration purposes.

With key on using a DVOM measure the voltage at the data link connector PCI pin

Was the voltage over 4 volts? If yes, continue to next step

Turn ignition off. Locate BCM and disconnect connectors, and remove BCM from junction
block

Turn ignition on. Measure the voltage on each PCI pin in the C1, C3, C4, and junction block
BCM cavity 10. Did the voltage stay steadily above 4 volts on any of these circuits? If yes,
continue to next step

Determine which circuit remained over 4 volts. Locate the module to that circuit, and
disconnect it. Did the voltage drop off? If yes, then the problem was inside the module itself. If
no, then repair the PCI circuit shorted to voltage

In this following example, we will discuss a short to ground. Again we will be using a 2001 Chrysler
Intrepid for the example.

Turn ignition off, and disconnect the negative battery cable

Disconnect BCM connectors, and remove BCM from the junction block

Measure the resistance to ground on the C1, C3, C4, and junction block BCM connector cavity
10.

Did any of these circuits measure below 1,000 ohms? If yes, continue to next step. If no, replace
BCM due to internal fault.

Trace and locate module on the PCI bus circuit measuring below spec. Disconnect the module
on that circuit. Did the resistance increase to over 1,000 ohms? If yes, replace the module for an
internal short to ground. If no, repair the PCI bus circuit for a short to ground.

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Individual No-response from modules:

When dealing with a no-response from an individual module, three main areas must be investigated in
order to save time and cost for an effective repair:

All power feeds to the ECU

All ground sources to the ECU

All communication circuits to the ECU

Any one of the above conditions can cause a module not to communicate, or operate correctly, as
required. Electronic control modules should only be replaced after a thorough circuit diagnostic
investigation has been performed. If during your diagnostic check all wiring is okay, it can then be safe
to consider the module is at fault, and requires replacement.

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CONTROLLER AREA NETWORK (CAN)

INTRODUCTION:
Beginning in 2004 with the redesigned Dodge Durango, Chrysler began implementing the use of the
Controller Area Network protocol and bus standard. This design allows minicontrollers and other
devices to communicate with each other, without the need of a host computer. This type of network
was specifically designed for automotive use, but has now been used in other areas of service.
The protocol was originally developed in 1983 by the Robert Bosch Company, in Germany. The
protocol was officially released in 1986 by the Society of Automotive Engineers congress, in Detroit.
In 1987, Intel and Philips produced and released the first CAN controller chips to come out on the
market. In 1991, Bosch published the CAN 2.0 specification. Today, Chrysler is using the 2.0B version
of CAN on most of their vehicles.
Similar to the PCI bus, the CAN bus system helps minimize redundant component wiring. It also
reduces sensor current load, controller hardware, and wiring harness complexity. This configuration
allows sensors to be connected to one module (node) and share its information throughout the network.
This is accomplished by broadcasting the information over the bus, and each node either accepts or
ignores the information as required. The diagram below is a partial layout for the CAN network on a
Durango.

MEMORY
SEAT &
MIRROR

CLIMATE

OCCUPANT
CLASSIFICATION
& RESTRAINT

CAN-B DATA BUS

LOW SPEED
SMART
CLUSTER

FRONT
CONTROL
MODULE
HIGH SPEED
CAN-C DATA BUS

ABS
TRACTION
CONTROL

SKIM/RKE

POWERTRAIN
CONTROL

CENTRAL
GATEWAY

DLC

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As the use of the CAN network was adopted on Chrysler vehicles, some terms were, also. Modules are
sometimes referred to as nodes. A good example of this would be the Cabin Compartment Node on a
Charger model, replacing a body control module on an Intrepid. Chrysler uses three official CAN
networks on their models. These networks are CAN-B, CAN-C, and CAN-C diagnostic. At some
points, the CAN-C Diagnostic is informally called CAN-D. Each network has a specific use. The
CAN-B is for interior, and less critical requirements. The CAN-C is for powertrain, and real-time
requirements. CAN-C diagnostics, are solely for information transfer to the scan tool.

DESCRIPTION
The CAN bus configuration on Chrysler vehicles is a two-wire multiplex system. All communication
wires are a twisted pair, as shown below. The twists in the wire are similar to that of the CCD bus with
33 to 50 per/meter. As before, the twists are to help prevent unwanted electromagnetic induction.

Here is a comparison chart of the different major bus systems used on Chrysler vehicles:

Feature

CCD Bus PCI Bus

CAN - B

CAN - C

Transmission
Media

Twisted
Pair

Single Wire

Twisted Pair

Twisted Pair

Speed
Meets
Industry Standard

7.8 Kbps

10.4 Kbps

83.3 Kbps

500 Kbps

No

Yes (J1850)

No

Yes (J2284)

OBD II Compliant

No

Yes

Yes

Yes

Bus Bias Required

Yes

No

Yes

Yes

Maximum No. of
Modules Per Bus

13

31 (32 if you
Include a
Scan Tool)

32

12

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Body Electrical Specialist : Vehicle Communications Chrysler

As the chart has shown, the CAN-B network has an operating speed of 83.3 kbps. It also has the ability
to revert to a single-wire communication mode if there is a problem with the bus wires. This is the bus
typically used for less critical information transfer, due to its slower speed.
The CAN-C bus has a baud rate of 500 kbps, giving it a near real time transfer rate. This is the bus used
for more critical communication needs. With this increased speed, it allows for more modules and
electrical and electronic features to be incorporated on the vehicle.
The CAN-C diagnostic bus is a separate circuit operating at 500 kbps, and is solely used to transfer
information from the FCM to a diagnostic scan tool. This is done through the DLC connector. The
FCM has a Central Gateway or hub module incorporated in it. This allows for the physical and
electrical separation of the three buses, while still allowing all networks to share their information. It
does this by coordinating their bi-directional information that it receives.

Above is a typical appearance and placement of a front control module on a Chrysler vehicle.

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OPERATION
The CAN network on Chrysler vehicles allows modules on the data bus to share information amongst
themselves. The message structure is similar, whether it was created on the slower CAN-B, or faster
CAN-C or CAN-D bus networks. This type of layout enables the FCM gateway to transfer and
process the information between the buses. The FCM is also able to store certain network fault DTCs.
Messages are transmitted and received over the bus, by all modules connected to it. Serial data can be
both sent and received simultaneously, by all modules on the network. In order for a message to be
carried over the network, there needs to be a difference in voltage on the bus lines.

By using the following method, each individual digital bit can be strung together to form a message. If
two competing messages are being broadcast at the same time, the node will use arbitration to
determine the message priority. This is done through a binary model of dominate and recessive bits.
The recessive logic is 1 and the dominate logic is 0. The table below shows an example of this. The
more 0s there are, the more dominate the message logic becomes.

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dominant recessive

dominant dominant dominant

recessive dominant recessive

TERMINATION AND BIASING:

As with previous networks CAN requires termination and biasing. Each module on the bus is
responsible to perform its own termination and biasing. CAN uses two types of nodesdominant, and
recessive. A CAN-C dominant node will have a terminating resistance of 120 ohms, while a recessive
node will terminate at 2500 - 3000 ohms. An example of a dominate node on CAN-C, would be the
FCM.
By using two dominate nodes in parallel, the combined resistance for the CAN-C network would equal
about 60 ohms. An example of this would be the steering control module and FCM in parallel, on a
Dodge Durango. The total termination resistance for the CAN-C diagnostic network is handled by a 60
ohm resistor, in series in the FCM. In order to measure termination resistance, the vehicle battery must
be disconnected.
The use of a digital volt ohm meter, is not acceptable to measure a CAN-B module termination resistor.
This is due to the fact that the termination resistor is internally attached to the processors transceiver.
The CAN-B node transceivers internal connections are switched to open anytime the vehicle battery is
disconnected. Because of this, the termination resistors become disconnectedcausing the bus
resistance to show very high, or open, on the meter. This is not a good indication of CAN-B bus
resistance.

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The schematic below is an example of the three bus networks, and the location of the terminating
resistors within the networks.

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OTHER FEATURES AND STRATEGIES:

A couple of notable things to mention here, are the sleep and build configuration strategies present with
the CAN network on Chrysler vehicles. Due to the quantity of modules on todays vehicles, controlling
ignition offdraw is a must. Also, with add-on options available, the ability for modules to
communicate and be recognized on the network, is also a must.

DIRECT
FUEL
INJECTION
ELECTRIC
THROTTLE
VALVE
CONTROL

ACTIVE
SUSPENSION

BRAKE-BY-WIRE

42-V
CONVERTER
STEER-BY-WIRE
ELECTRICALLYASSISTED
POWER
STEERING

The CAN-B network uses a separate sleep strategy that shouldnt be confused with a modules sleep
strategy. Until all network nodes are ready for sleep, the CAN-B network will remain active. Very
similar to polling the network, it will use tokens to determine the state of the nodes. When no modules
are transmitting data, a special token frame circles the network. These special token frames consist of
three bytes. This special token frame is repeated from module to module, unless data requires
transmitting. Once the last active node on the network receives a token stating all other modules are
readyand it is now ready for sleepit will broadcast a bus sleep acknowledgement. This message
causes the complete network to go to sleep. Once the CAN-B network has gone to sleep, any node on
the network that transmits a message can awaken the bus. It is important to note that if the FCM
receives a diagnostic message over the Diagnostic CAN-C bus, it will keep either the CAN-B, or CANC bus awake for a timed interval.
The CAN-C network has a different mode of operation. This network is only active, when the ignition
is in the start, or run position. The FCM, being on the CAN-C network, may be active in the accessory
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position. Some modules integrated circuitry may allow them to continue to receive and transmit data,
even after ignition off.

CAN-B Diagnosis
As with any electrical repair, diagnosing and repairing communication faults can be time consuming
and difficult. Following the steps below, could speed up and simplify the procedure.
Verify the condition is present:

Scan for related codes

Consult service information and bulletins

Break network into manageable sections

The following sections will describe some CAN-B network faults.

CHECKING FOR A CAN-B CIRCUIT SHORT TO VOLTAGE:

Turn ignition switch off

Using the appropriate service information locate main connector at the FCM, and pin location
for CAN-B circuit

Disconnect connector and turn ignition on. Once the main bus connector is removed, there
should be no voltage present on the network.

Measure CAN-B pin on connector for voltage. If yes, continue on

Using service information and wiring diagrams, locate any major connectors that can help
isolate sections of the network

Monitor DVOM for voltage to drop off, as you disconnect individual sections or modules, as
required

If the voltage drops off when a module is disconnected, the short is internal, or if it drops off
when a section is disconnected, the short would be in the harness

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Repair condition as per service information instructions

Verify the condition has been rectified.

CHECKING FOR A CAN-B CIRCUIT SHORT TO GROUND:

Turn ignition off

Refer to service information to locate main connector at the FCM, and CAN-B circuit pin
locations

Disconnect connector, and measure resistance on CAN-B high and low pins.

Were the measurements above 1,000 ohms? If not, then a component on the network is shorted
to ground

Using wiring diagrams and service information, locate any main connectors that can be used to
divide the bus up into manageable sections.

Begin disconnecting sections or modules, while monitoring the DVOM. Did the resistance
increase?

If so, inspect the area were the increase was involved. If no faults were noted in the harness or
connectors, then the module may have been at fault. Repair harness or replace module, as
required, as per service information

Verify the repair has fixed the complaint

DIAGNOSING A MODULE NO-RESPONSE:

There are times when a subsystem may not operate correctly, or at all. This could be caused by a faulty
module, or feed circuits. With the increase of computer control it is becoming more important to
understand how a system operates in order to repair a fault.

Attempt to communicate with the module, via a compatible scan tool

If a no-response message appears, inspect for a blown fuse, or insure ignition is in the ON
position

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Using service information and wiring diagram, locate connection points and connector pin outs
for the module

Inspect ignition feed and battery feed to module

Inspect for ground feed to the module

Inspect bus lines for communication to the module

Inspect for damaged, pushed-out terminals or pins on the module connectors

If all of the above mentioned items are okay, then the module may be faulty. Be sure to check for
service bulletins or software updates that may relate to the symptoms occurring on the vehicle. It is not
recommended to swap modules from one vehicle to the next, as a diagnostic procedure. With build
specifics and security features on todays vehicles further problems could occur.

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CAN-C Diagnosis
POSSIBLE CAN-C FAILURES:
As with the CAN-B diagnostics, following a logical, step-by-step approach will lead to a quicker, more
successful repair of the CAN-C network. Below, is a list of the possible causes that could lead to a
network failure:

CAN-C Bus high circuit shorted to ground

CAN-C Bus low circuit shorted to ground

CAN-C Bus high circuit shorted to voltage

CAN-C bus low shorted to voltage

CAN-C Bus high shorted to CAN-C Bus low

Using a proper DVOM and service information to identify circuit locations, wiring color codes, and
connector locations and pin-outs, will make finding these types of faults easier.
Other types of problems that could lead to a network fault, could include, but are not limited to the
following:

Internal module short to ground

Internal module short to voltage

Internal module software issues

Module feeds such as power and grounds

Following the same procedures to investigate module malfunctions, as shown previously, will help to
make a proper repair the first time. Also, insure you always inspect and confirm that all circuits are
operating correctly to the modules. If a circuit to the module is shorted to power or ground, it could
cause a lock-up condition of the module, and appear as a no-response condition. Furthermore, dont
forget to inspect all connectors for pushed-out terminals or bent pins causing a poor connection.

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Chrysler Reprogramming
Chrysler only recommends
reprogramming the ECM
if there is a specific
problem that is addressed
by a Technical Service
Bulletin (TSB), or when
installing a new module.
To begin a programming
event, first access the
Chrysler Tech Authority
website
(www.techauthority.com),
and click on the J2534
Flash Availability link.
This will open a large
Adobe Acrobat document
(PDF) that can be saved to
your computer, and is used
to check the latest software calibrations available.

Using an OEM compatible scan tool,

obtain the current part number of the
ECM. The number starts with a P and
in total, has 11 digits. Copy down the
number and open the previously saved
calibration document. Using the
Windows search function (press the Ctrl
and f buttons at the same time) type the
ECM number in the box while omitting
the P that precedes the number. If the
number in the spreadsheet is different
from the number in the scan tool, there
is an updated calibration available.

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Body Electrical Specialist : Vehicle Communications Chrysler

When accessing the table, you will have to know the body style designation, the emission standard
(Federal or California), the number of gears, and type of transmission.
Chrysler uses the SCI (Standard Corporate Interface) protocol to program the vehicle control modules.
Verify the flash tool and cables are compatible, by checking the Tech Authority website. Purchase the
necessary subscription, and download the J2534-1 application from the website. Be sure to verify the
J2534-1 application is updated every time a module is being updated. The application is not backward
compatible, so any older information cannot be used with a newer version.

Use the search

function to find the
vehicle

1998 Jeep Cherokee (XJ)

4.0 L Automatic (4 spd)
Federal emissions

Latest
Calibration

From the Chrysler website, select the Flash button from the top menu bar. Fill out the vehicle
information on the left side menu box:

Enter the Vehicle Identification Number (VIN)

Enter the Year, Model, and Engine identification

Enter the ECM specific part number

Enter the TSB or recall number that recommended the module be reprogrammed

Select the new part number from the Flash Parts List menu box

Download the flash file to the specified directory

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Body Electrical Specialist : Vehicle Communications Chrysler

Note: The flash files consist of three separate files. Store the files in the C:\DCX2534 directory (default
setting). If the directory does not exist, it will have to be created before downloading the flash files. If
there are any old files in the directory, they will have to be cleared before the download is saved. When
the three files are saved to the directory, an icon will be created on the desktop to launch the
programming event. Double-click the icon to launch the application. Follow the on-screen instructions.

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Body Electrical Specialist : Vehicle Communications Chrysler

Future Communication Networks:

The use of PCI and CAN networks is only a start for the rapidly changing communications on Chrysler
vehicles today. As of the redesign of the Chrysler mini-van, two more networks are being added to the
lineup. The CAN-B network for the interior was replaced by the CAN-Interior network. Also, the use
of a Local Interface Network (LIN) network for less important module to module communications, is
being used on other models as well.
The CAN-Interior network differs slightly with a baud rate of 125 kbps. It still maintains a two-wire
communication layout. The LIN operates at a rate of 9.6 kbps. This slower speed network is primarily
used for non-critical module to module communications.

CONCLUSION:
When faced with a communication network failure, some simple steps should be kept in mind and
followed. These would be:

Refer to service information

Always check TSBs

Inspect and qualify diagnostic tools

Breakdown the network to manageable pieces if possible

Follow recommended wiring repair procedures

With a little common sense and a logical strategy, network faults can be easily and quickly repaired.

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Body Electrical Specialist : Vehicle Communications Chrysler

Glossary
ABM

Antilock Brake Module

ABS

Antilock Brake System

ACM

Automatic Climate Control

ATC

Automatic Transfer Case control

BCM

Body Control Module

CAB

Controller Anti-lock Brake

CAN

Controller Area Network

CCD

Chrysler Detection Network

DLC

Data Link Connector

ECM

Electronic Control Module

FCM

Front Control Module

MHSMM

Memory Heated Seat Mirror Module

HVAC

Heating Ventilation Air Conditioning

MIC

Mechanical Instrument Cluster

PCI

Programmable Communication Interface

OTIS

Compass Mini Trip Computer

(use CMTC, not OTIS)

now called

CMTC
PCM

Powertrain Control Module

SKIM

Sentry Key Immobilizer Module

SKREEM

Sentry Key Remote Entry Module

TCM

Transmission Control Module

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