Antitheft and Alarm Systems: Testing and Inspection

The Vehicle Theft Security System (VTSS) is divided into two basic subsystems: Vehicle Theft Alarm (VTA) and Sentry Key Immobilizer System (SKIS). Following are the recommended procedures for diagnosis and testing of each of these two subsystems.

WARNING: TO AVOID PERSONAL INJURY OR DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN, AIRBAG, OCCUPANT CLASSIFICATION SYSTEM, SEAT BELT TENSIONER, IMPACT SENSOR, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE, THEN WAIT TWO MINUTES FOR THE SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT.

VEHICLE THEFT ALARM
Models equipped with the export premium version of the Vehicle Theft Alarm (VTA) provide some preliminary diagnostic feedback by illuminating the security indicator located in the ElectroMechanical Instrument Cluster (EMIC). If the security indicator illuminates with the ignition switch in the On position, it indicates that there is a communication problem between the Intrusion Transceiver Module (ITM) and the Body Control Module (BCM), or between the ITM and the siren module. The BCM will also turn on the security indicator if it receives a message from the ITM indicating that the ITM has stored a Diagnostic Trouble Code (DTC) for a siren module fault.

The hard wired VTA circuits and components may be diagnosed and tested using conventional diagnostic tools and procedures. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin-out information and location views for the various wire harness connectors, splices and grounds.

However, conventional diagnostic methods may not prove conclusive in the diagnosis of the Body Control Module (BCM), the ElectroMechanical Instrument Cluster (EMIC), the Intrusion Transceiver Module (ITM), the Programmable Communications Interface (PCI) data bus, or the electronic message inputs used to provide the electronic features of the VTA. The most reliable, efficient, and accurate means to diagnose the BCM, the EMIC, the ITM, the PCI data bus, and the electronic message inputs for the VTA requires the use of a diagnostic scan tool.

SENTRY KEY IMMOBILIZER SYSTEM

Sentry Key Immobilizer System Diagnosis Chart:

WARNING: TO AVOID PERSONAL INJURY OR DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN, AIRBAG, OCCUPANT CLASSIFICATION SYSTEM, SEAT BELT TENSIONER, IMPACT SENSOR, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. DISCONNECT AND ISOLATE THE BATTERY NEGATIVE (GROUND) CABLE, THEN WAIT TWO MINUTES FOR THE SYSTEM CAPACITOR TO DISCHARGE BEFORE PERFORMING FURTHER DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE WAY TO DISABLE THE SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT.

The hard wired Sentry Key Immobilizer System (SKIS) components and circuits may be diagnosed and tested using conventional diagnostic tools and procedures. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin-out information and location views for the various wire harness connectors, splices and grounds.

However, conventional diagnostic methods may not prove conclusive in the diagnosis of the Sentry Key REmote Entry Module (SKREEM), the ElectroMechanical Instrument Cluster (EMIC), the Powertrain Control Module (PCM), the Programmable Communications Interface (PCI) data bus, or the electronic message inputs used to provide the electronic features of the SKIS. The most reliable, efficient, and accurate means to diagnose the SKREEM, the EMIC, the PCM, the CAN data bus, and the electronic message inputs for the SKIS requires the use of a diagnostic scan tool.