there are four input on the controller the organge one it the engine harness what are the other 3 for. 2004 sebring

 

1-3 is for the engine and 4 is for the tranny.

 

i had no idea all this info was held in the ngc controller..sorry so long!moe
OPERATION
The Powertrain Control Module (PCM) is a digital computer containing a microprocessor (NGC CONTROLLER). The PCM receives input signals from various switches and sensors referred to as Powertrain Control Module Inputs. Based on these inputs, the PCM adjusts various engine and vehicle operations through devices referred to as Powertrain Control Module Outputs.
NOTE: PCM Inputs:
[ul][*]Air Conditioning Pressure Transducer[*]ASD Relay[*]Battery Voltage[*]Brake Switch[*]Camshaft Position Sensor[*]Crankshaft Position Sensor[*]Distance Sensor (from transmission control module)[*]EGR Position Feedback (if equipped)[*]Engine Coolant Temperature Sensor[*]Heated Oxygen Sensors[*]Ignition sense[*]Inlet Air Temperature Sensor[*]Knock Sensor[*]Leak Detection Pump Feedback[*]Manifold Absolute Pressure (MAP) Sensor[*]Park/Neutral (from trans range sensor)[*]PCI Bus[*]Power Steering Pressure Switch[*]Proportional Purge Sense[*]SCI Receive[*]Speed Control[*]Throttle Position Sensor[*]Transmission Control Relay (Switched B+)[*]Transmission Pressure Switches[*]Transmission Temperature Sensor[*]Transmission Input Shaft Speed Sensor[*]Transmission Output Shaft Speed Sensor[*]Vehicle Speed [/ul]
NOTE: PCM Outputs:
[ul][*]Air Conditioning Clutch Relay[*]Automatic Shut Down (ASD) and Fuel Pump Relays[*]Data Link Connector (PCI and SCI Transmit)[*]Double Start Override[*]EGR Solenoid (if equipped)[*]Fuel Injectors[*]Generator Field[*]High Speed Fan Relay[*]Idle Air Control Motor[*]Ignition Coils[*]Leak Detection Pump[*]Natural Vacuum Leak Detection[*]Low Speed Fan Relay[*]MTV Actuator[*]Proportional Purge Solenoid[*]SRV Valve[*]Speed Control Relay[*]Speed Control Vent Relay[*]Speed Control Vacuum Relay[*]Torque Reduction Request[*]Transmission Control Relay[*]Transmission Solenoids[*]5 Volt Output [/ul]
Based on inputs it receives, the powertrain control module (PCM) adjusts fuel injector pulse width, idle speed, ignition timing, and canister purge operation and EGR if equipped. The PCM regulates the cooling fans, air conditioning and speed control systems. The PCM changes generator charge rate by adjusting the generator field.
The PCM adjusts injector pulse width (air-fuel ratio) based on the following inputs.
[ul][*]Manifold Absolute Pressure[*]Engine Speed (crankshaft position sensor)[*]Battery Voltage[*]Inlet Air Temperature Sensor[*]Engine Coolant Temperature[*]Exhaust Gas Oxygen Content (heated oxygen sensors)[*]Throttle Position [/ul]
The PCM adjusts engine idle speed through the idle air control motor based on the following inputs.
[ul][*]Brake Switch[*]Engine Coolant Temperature[*]Engine Speed (crankshaft position sensor)[*]Park/Neutral[*]Transaxle Gear Engagement[*]Throttle Position[*]Vehicle Speed (from Transmission Control Module) [/ul]
The PCM adjusts ignition timing based on the following inputs.
[ul][*]Inlet Air Temperature[*]Engine Coolant Temperature[*]Engine Speed (crankshaft position sensor)[*]Knock Sensor[*]Manifold Absolute Pressure[*]Park/Neutral (from trans range sensor)[*]Transaxle Gear Engagement[*]Throttle Position [/ul]
The automatic shut down (ASD) and fuel pump relays are mounted externally, but turned on and off by the powertrain control module.
The camshaft and crankshaft signals are sent to the powertrain control module. If the PCM does not receive both signals within approximately one second of engine cranking, it deactivates the ASD and fuel pump relays. When these relays are deactivated, power is shut off to the fuel injectors, ignition coils, fuel pump and the heating element in each oxygen sensor.
The PCM contains a voltage converter that changes battery voltage to a regulated 5.0 volts. The 5.0 volts power the camshaft position sensor, and crankshaft position sensor. The PCM also provides a regulated 5.0 volts supply for the, manifold absolute pressure sensor, throttle position sensor and EGR (if equipped).
The PCM engine control strategy prevents reduced idle speeds until after the engine operates for 320 km (200 miles). If the PCM is replaced after 320 km (200 miles) of usage, update the mileage in new PCM. Use the scan tool to change the mileage in the PCM. Refer to the appropriate Powertrain Diagnostic Manual and the scan tool. If equipped with SKIM, must use SKIM function to program VIN number in new PCM.
TRANSMISSION CONTROL
CVI CALCULATION
An important function of the PCM is to monitor Clutch Volume Index (CVI). CVIs represent the volume of fluid needed to compress a clutch pack.
The PCM monitors gear ratio changes by monitoring the Input and Output Speed Sensors. The Input, or Turbine Speed Sensor sends an electrical signal to the PCM that represents input shaft rpm. The Output Speed Sensor provides the PCM with output shaft speed information.
By comparing the two inputs, the PCM can determine transaxle gear ratio. This is important to the CVI calculation because the PCM determines CVIs by monitoring how long it takes for a gear change to occur (Example of CVI Calculation).
Gear ratios can be determined by using the scan tool and reading the Input/Output Speed Sensor values in the “Monitors� display. Gear ratio can be obtained by dividing the Input Speed Sensor value by the Output Speed Sensor value.
For example, if the input shaft is rotating at 1000 rpm and the output shaft is rotating at 500 rpm, then the PCM can determine that the gear ratio is 2:1. In direct drive (3rd gear), the gear ratio changes to 1:1. The gear ratio changes as clutches are applied and released. By monitoring the length of time it takes for the gear ratio to change following a shift request, the PCM can determine the volume of fluid used to apply or release a friction element.
The volume of transmission fluid needed to apply the friction elements are continuously updated for adaptive controls. As friction material wears, the volume of fluid need to apply the element increases.
Certain mechanical problems within the clutch assemblies (broken return springs, out of position snap rings, excessive clutch pack clearance, improper assembly, etc.) can cause inadequate or out-of-range clutch volumes. Also, defective Input/Output Speed Sensors and wiring can cause these conditions. The following chart identifies the appropriate clutch volumes and when they are monitored/updated:



CLUTCH VOLUMES[/b]

Clutch[/b]
When Updated[/b]
Proper Clutch Volume[/b]

Shift Sequence[/b]
Oil Temperature[/b]
Throttle Angle[/b]

L/R
2-1 or 3-1 coast downshift
> 70°
< 5°
35 to 83

2/4
1-2 shift
> 110°
5 - 54°
20 to 77

OD
2-3 shift
48 to 150

UD
4-3 or 4-2 shift
> 5°
24 to 70

SHIFT SCHEDULES
The PCM has programming that allows it to select a variety of shift schedules. Shift schedule selection is dependent on the following:
[ul][*]Shift lever position[*]Throttle position[*]Engine load[*]Fluid temperature[*]Software level [/ul]
As driving conditions change, the PCM appropriately adjusts the shift schedule. Refer to the following chart to determine the appropriate operation expected, depending on driving conditions.



Schedule[/b]
Condition[/b]
Expected Operation[/b]

Extreme Cold[/b]
Oil temperature at start-up below -16° F
Park, Reverse, Neutral and 2nd gear only (prevents shifting which may fail a clutch with frequent shifts)



Cold[/b]
Oil temperature at start-up above -12° F and below 36° F
– Delayed 2-3 upshift (approximately 22-31 mph)



– Delayed 3-4 upshift (45-53 mph)

– Early 4-3 costdown shift (approximately 30 mph)

– Early 3-2 coastdown shift (approximately 17 mph)

– High speed 4-2, 3-2, 2-1 kickdown shifts are prevented

– No EMCC

Warm[/b]
Oil temperature at start-up above 36° F and below 80 degree F
– Normal operation (upshift, kickdowns, and coastdowns)



– No EMCC

Hot[/b]
Oil temperature at start-up above 80° F
– Normal operation (upshift, kickdowns, and coastdowns)



– Full EMCC, no PEMCC except to engage FEMCC (except at closed throttle at speeds above 70-83 mph)

Overheat[/b]
Oil temperature above 240° F or engine coolant temperature above 244° F
– Delayed 2-3 upshift (25-32 mph)

– Delayed 3-4 upshift (41-48 mph)

– 3rd gear FEMCC from 30-48 mph

– 3rd gear PEMCC from 27-31 mph

Super Overheat[/b]
Oil temperature above 260° F
– All "Overheat" shift schedule features apply

– 2nd gear PEMCC above 22 mph

– Above 22 mph the torque converter will not unlock unless the throttle is closed or if a wide open throttle 2nd PEMCC to 1 kickdown is made

 

ok so there are 4 seperate harnesses. i know this my sound stupid but ill asked it anyways if i have the 2004 engine in a 2001 can i just have two computers from both years run it or can i get the different harnesses and plug it in and make it work i just dont see why i cant just swap all the electical to the ngc computer.

 

so what is going on with this eng swap. I also have a 01 seabring 2.7 with a bad motor and I also bought an 04 motor 2.7 out of a seabring sedan. Are you saying this is not going to work. I have read this in this forum and I also red to change the intake to make it work. thanksRuss

 

Im not really sure if anyone really knows what is fact or fiction. I have rebuilt alot of different motors over the years diesel and gas. The only differance in one from the other is a computer,sensers, and fuel injection. So this swap must be possible. Some how some way. I think if we all stand up to the plate with all of ower experiences this can happen. So lets make this happen. thanksRuss rjasp2000@yahoo.com

 

i told that to the chrysler guy at the dealership and he thought i was nuts.

 

Informative thread. I'm just trying to find the DTC in my 04 Sebring convertible. It's not under the steering wheel. Please help. Thanks.

 

"Scan Connector"?????

Its off to the left and back about 3 inches...i

 

Under the dash panel, from the C-L of the column? Unless someone hid it up under the insulation, the data link connector is not visible under the column.