Hmm... could be identical, could be totally different, guess I'll find out. Thanks for the idea though, there is a module down where a clutch would be. I'll see if I cab find a wiring diagram to narrow it down
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I would try going with the first thing that happened and go from there. Chances are, they are all related. If you have a code reader, there are apparently multiple DTCs that the parking system can set. I always like to read the system description and theories of operation. It usually gives me a basis to perform logical troubleshooting. Below you'll find all the info I have access to on the Parking Sensor system. Hopefully it helps! BTW, I use alldatadiy... the $27/yr pays for itself many times over for me.
DESCRIPTION
The Park Assist Module (PAM) (1) (also known as the ParkTronic System/PTS module) is located on the left cowl side inner panel just below the instrument panel and concealed behind the inner cowl side trim (also known as the kick panel). The PAM is connected to the vehicle electrical system through two dedicated take outs and connectors of the body wire harness. Concealed within the molded plastic PAM housing is a microcontroller and the other electronic circuitry of the module. The PAM housing is sealed to enclose and protect the internal electronic circuitry. The module software is flash programmable.
There are three mounting tabs integral to the PAM housing that secure the module to the vehicle body. Two mounting tabs (5) secure the PAM in place by engaging two slots in the cowl side sheet metal. The third tab (2) is secured by a push-pin type plastic retainer. Three connector receptacles (3 and 4) integral to the bottom of the PAM housing contain terminal pins that connect the module to the vehicle electrical system.
The PAM cannot be adjusted or repaired and, if damaged or ineffective, it must be replaced with a new unit.
OPERATION
The microcontroller within the Park Assist Module (PAM) (also known as the ParkTronic System/PTS module) contains the park assist system logic circuits. The PAM uses On-Board Diagnostics (OBD) and can communicate with other electronic modules in the vehicle as well as with the diagnostic scan tool using the Controller Area Network (CAN) data bus. This method of communication is also used for park assist system diagnosis and testing through the 16-way data link connector located on the driver side lower edge of the instrument panel.
The PAM provides source current to the four park assist sensors located on the back of the rear bumper. The PAM then monitors return inputs from each of the sensors on dedicated hard wired data communication circuits. These sensor inputs allow the PAM to determine when an obstacle is in the rear path of the vehicle, to calculate the relative location of the obstacle and to determine whether the distance to that obstacle is increasing or decreasing.
Pre-programmed decision algorithms and calibrations allow the PAM microcontroller to determine the appropriate park assist system outputs based upon the inputs received from the park assist sensors and electronic messages received from other modules in the vehicle over the CAN data bus. When the programmed conditions are met, the PAM sends the appropriate electronic messages to the Instrument Cluster (IC) (also known as the Common Instrument Cluster/CIC) and the Radio Receiver Module (RRM) (also known as the radio or head unit) over the CAN data bus to obtain the proper park assist system visual and audible outputs.
The PAM microcontroller continuously monitors all of the park assist system electrical circuits and components to determine the system readiness. If a monitored system fault is detected, the PAM sets a Diagnostic Trouble Code (DTC) and sends the appropriate electronic messages to the IC to control the display of the appropriate park assist system graphics and textual messages in the Electronic Vehicle Information Center (EVIC) display and the generation of the appropriate audible warnings by the IC.
The PAM receives battery current on a fused ignition output (run) circuit through the Power Distribution Center (PDC). The PAM has a path to ground at all times through a ground circuit and take out of the body wire harness that is secured to the body sheet metal. These connections allow the PAM to be operational whenever the status of the ignition switch is On.
The hard wired circuits between components related to the PAM may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. 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 will not prove conclusive in the diagnosis of the PAM or the electronic controls and communication between modules and other devices that provide some features of the park assist system. The most reliable, efficient and accurate means to diagnose the PAM or the electronic controls and communication related to park assist system operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.
