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Originally Posted by NAJ
How did you retrieve the codes?
You need to check the codes and then clear them and see what comes back.
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On the SRT-4 (and a lot of later model Chrysler's) you can cycle the ignition off-on-off-on without starting the car and it will read out the OBD-II codes on the odometer (similar to the older cars flashing the check engine light to give you a code number). This will tell you most of the OBD-II "P" (powertrain) codes but not all. For example some of the codes, such as the automatic transmission codes set by the Mopar Stage 2 w/toys and all Stage 3 computers (due to MP using a Mexican automatic transmission controller to provide the 'toys' functionality but no automatic being present) will show up on a scan tool but will not read out on the odometer.
As to why these codes are occurring they are due to some pretty common things on the SRT-4. First off, from your other thread you mentioned that when you bought the car it already had Stage 1 installed on it. That's why you are getting the P0633. If you were to buy any new "Stage" kit from Mopar they would ask for your VIN number and have to place an order for the kit. That's because they use a company in the Midwest called Flight Systems to assemble and put the kits together for them. Part of that process and the main reason why dealers don't stock Stage kits is that Flight Systems has to program or "flash" the engine controller (commonly called the PCM or computer) with the different "Stage" calibration programming as well as the VIN number for the vehicle the computer is going on. All SRT-4's use a PCM called the Next Generation Engine Controller (NGC) and also have a sophisticated anti-theft system called the Sentry Key Immobilizer System (SKIS). When you go to start the vehicle it compares the VIN number programmed into the NCG to the VIN number in a SKIM (Sentry Key Immobilizer Module) module in the steering column. If those numbers do not match it will start for a few seconds and immediately die.
Another part of the factory anti-theft system is the ignition keys. Under the rubber coating on the head of the key there is a chip that communicates to the SKIM via RF (radio frequency) via a transponder/antennae on the SKIM's module that goes around the ignition switch in the steering column. Each key has an encrypted code that is also stored in the SKIM module (it can stores codes for up to 8 different keys). When you go to start the car it checks to make sure the key and SKIM codes match and also that the VIN number for the computer and the SKIM match. When you install the "Stage" kits you aren't changing the SKIM module so the SKIM is still programmed with the codes for all the keys. And when Flight Systems programs the "Stage" computer with the VIN number it will match the VIN stored in the SKIM.
So to recap, the three basic components of the Sentry Key system are the PCM, the SKIM, and the ignition keys. If the key matches to the SKIM and the VIN number is the same between the NGC and the SKIM the car will start. But as an added security feature there is also what they call a "Secret Key" code that is four digit PIN number stored in all three of those components. If it doesn't match you'll get a code. In this case the new "Stage" computer does not have the Secret Key code programmed into it and sets the P0633 code. You can try resetting the computer and clearing the codes but it will immediately come back.
The Sentry Key system is providing full vehicle protection but the P0633 code is just an additional security feature that can show part of the immobilizer system may have been changed but not fully programmed. When the stock PCM is replaced with the Stage unit the "Secret Key" code must be programmed into it the Stage computer after it is on the car and connected to the SKIM which is why Flight Systems can't program it when they are programming the VIN number. It's a security feature and designed to work that way. You can ignore it and there will be no harm or problems resulting from it but if you live in a state that does emission testing which involves checking for OBD-II codes it may cause the car to fail. But there's a relatively simple solution. If you take the vehicle to a dealer they can program the "Secret Key" code into the Stage computer so that it will match the code in SKIM and allow the P0633 code to be cleared.
Because it is not a manufacturing defect and is caused from someone installing a Mopar Performance kit on the car it should not be covered under warranty. Some dealers
may cover it (especially if you bought the car and Stage kit new from them) but even if they don't it only takes about 5 minutes to program with the factory/dealer DRB-III scan tool (they may bill you book rate which is half an hour or so and I've seen charges between $50-100 being pretty common). If you know someone that happens to own one of the DRB-III scan tools you can go to the service department and show proof that you own the car and they will provide the four-digit "Secret Key" PIN number that you'll need to enter into the DRB-III. There have also been some service advisors and techs at the dealers will have no idea what you're talking about if you say you need a Stage computer programmed so don't be surprised if they don't know what you're talking about or don't want to do it. In that case it may help to print out the directions to show what you need done. From the factory service manual:
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PROGRAMMING THE PCM (SBEC)
The SKIS Secret Key is an ID code that is unique
to each SKIM. This code is programmed and stored
in the SKIM, PCM and transponder chip (ignition
keys). When replacing the PCM it is necessary to
program the secret key into the new PCM using the
DRB III. Perform the following steps to program the
secret key into the PCM.
(1) Turn the ignition switch on (transmission in
park/neutral).
(2) Use the DRB III and select THEFT ALARM,
SKIM then MISCELLANEOUS.
(3) Select PCM REPLACED (GAS ENGINE).
(4) Enter secured access mode by entering the
vehicle four-digit PIN.
(5) Select ENTER to update PCM VIN.
NOTE: If three attempts are made to enter secure
access mode using an incorrect PIN, secured
access mode will be locked out for one hour. To
exit this lockout mode, turn the ignition to the RUN
position for one hour then enter the correct PIN.
(Ensure all accessories are turned off. Also monitor
the battery state and connect a battery charger if
necessary).
(6) Press ENTER to transfer the secret key (the
SKIM will send the secret key to the PCM).
(7) Press Page Back to get to the Select System
menu and select ENGINE, MISCELLANEOUS, and
SRI MEMORY CHECK.
(8) The DRB III will ask, Is odometer reading
between XX and XX? Select the YES or NO button on
the DRB III. If NO is selected, the DRB III will read,
Enter odometer Reading<From I.P. odometer>. Enter
the odometer reading from the Instrument Panel and
press ENTER.
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As to the second code you're getting, the P0123, that's one of the few common problems the SRT-4's have. The factory underhood wiring harness was a little too short for the part going to the throttle position sensor (TPS) on the throttle body and over time it stretches and the wires inside of the connector will start to break loose from the metal pins inside the connector and then short out. There is a TSB (technical service bulletin) and it's in the STAR system the dealers use to diagnose common problems but in the early days a lot of dealers diagnosed it to a failed TPS sensor instead of the real cause which was the bad harness.
It can take some time for the code to set, so if you try to clear it the P0123 may go away for a while but you'll still have the drivability issues. The most common issues are surging and high idle problems after coming to a stop. For the '05 cars there was a change on the production lines where they tried to zip tie the harness in place to limit the stress on the connector but this doesn't always work. The fix is to lengthen the three wires going to the sensor. This is a warranty item and should be covered but for anyone else out of warranty it's not too difficult to fix. You can either splice in a short length of wire and then take the metal pins out of the TPS connector and re-solder the wires to the pins or even better, Mopar released a repair kit. It comes with a new TPS connector plug, three pieces of wire with the connector pins already installed, and three pieces of heat shrink tubing to seal the repair. Like
all wiring repairs involving the engine harness it needs to soldered in place. You cut the old connector off and then solder/splice the new longer wires with connector onto the underhood harness. The repair kit is available at the dealer under part number 5013999AA and available online for about $20-25 from places like
here and
here.
Eric H.
TurboDodge.com 
