Professional Documents
Culture Documents
Jeep Wrangler 2004 Repair Manual
Jeep Wrangler 2004 Repair Manual
Service Manual
The special service tools referred to herein are required for certain service oper-
ations. These special service tools or their equivalent, if not obtainable through a
local source, are available through the following outlet.
INTERNATIONAL
The special service tools referred to herein are required for certain service oper-
ations. These special service tools or their equivalent, if not obtainable through a
local source, are available through the following outlet.
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FOREWORD
The information contained in this service manual has been prepared for the professional automotive tech-
nician involved in daily repair operations. Information describing the operation and use of standard and
optional equipment is included in the Owner’s Manual provided with the vehicle.
Information in this manual is divided into groups. These groups contain description, operation, diagnosis,
testing, adjustments, removal, installation, disassembly, and assembly procedures for the systems and compo-
nents. To assist in locating a group title page, use the Group Tab Locator on the following page. The solid bar
after the group title is aligned to a solid tab on the first page of each group. The first page of the group has
a contents section that lists major topics within the group. If you are not sure which Group contains the infor-
mation you need, look up the Component/System in the alphabetical index located in the rear of this manual.
A Service Manual Comment form is included at the rear of this manual. Use the form to provide
DaimlerChrysler Corporation with your comments and suggestions.
Tightening torques are provided as a specific value throughout this manual. This value represents the
midpoint of the acceptable engineering torque range for a given fastener application. These torque values are
intended for use in service assembly and installation procedures using the correct OEM fasteners. When
replacing fasteners, always use the same type (part number) fastener as removed.
DaimlerChrysler Corporation reserves the right to change testing procedures, specifications, diagnosis,
repair methods, or vehicle wiring at any time without prior notice or incurring obligation.
NEXT PAGE ©
GROUP TAB LOCATOR
Introduction
2 Suspension
5 Brakes
6 Clutch
7 Cooling
8A Audio/Video
8B Chime/Buzzer
8F Engine Systems
8G Heated Systems
8H Horn
8I Ignition Control
8J Instrument Cluster
8L Lamps
8N Power System
8O Restraints
8P Speed Control
8R Wipers/Washers
8W Wiring
9 Engine
11 Exhaust System
14 Fuel System
19 Steering
22 Tires/Wheels
23 Body
25 Emissions Control
INTRODUCTION
TABLE OF CONTENTS
page page
BODY CODE PLATE The last code imprinted on a vehicle code plate will
be followed by the imprinted word END. When two
vehicle code plates are required, the last available
DESCRIPTION spaces on the first plate will be imprinted with the
letters CTD (for continued).
BODY CODE PLATE When a second vehicle code plate is necessary, the
A metal body code plate is attached to the floor pan first four spaces on each row will not be used because
under the drivers seat (Fig. 3). Disengage the snaps of the plate overlap.
attaching the carpet to the floor pan to read the
information. There are seven lines of information on
the body code plate. Lines 4, 5, 6, and 7 are not used
to define service information. Information reads from
left to right, starting with line 3 in the center of the
plate to line 1 at the bottom of the plate (Fig. 4).
DIGIT 4 DIGIT 6
Open Space Open Space
INTERNATIONAL SYMBOLS
DESCRIPTION
The graphic symbols illustrated in the following
International Control and Display Symbols Chart
(Fig. 5) are used to identify various instrument con-
trols. The symbols correspond to the controls and dis-
plays that are located on the instrument panel.
FASTENER IDENTIFICATION
DESCRIPTION
The SAE bolt strength grades range from grade 2
to grade 8. The higher the grade number, the greater
the bolt strength. Identification is determined by the
line marks on the top of each bolt head. The actual
bolt strength grade corresponds to the number of line
marks plus 2. The most commonly used metric bolt
strength classes are 9.8 and 10.9. The metric
strength class identification number is imprinted on
the head of the bolt. The higher the class number,
the greater the bolt strength. Some metric nuts are
imprinted with a single-digit strength class on the
nut face. Refer to the Fastener Identification and
Fastener Strength Charts (Fig. 6) and (Fig. 7).
TJ INTRODUCTION 7
FASTENER IDENTIFICATION (Continued)
FASTENER USAGE
DESCRIPTION
DESCRIPTION - FASTENER USAGE
WARNING: USE OF AN INCORRECT FASTENER
MAY RESULT IN COMPONENT DAMAGE OR PER-
SONAL INJURY.
METRIC SYSTEM
DESCRIPTION
The metric system is based on quantities of one,
ten, one hundred, one thousand and one million.
The following chart will assist in converting metric
units to equivalent English and SAE units, or vise
versa.
TORQUE REFERENCES tions Chart for torque references not listed in the
individual torque charts (Fig. 9).
DESCRIPTION
Individual Torque Charts appear within many or
the Groups. Refer to the Standard Torque Specifica-
page page
FRONT AXLE ± .03 L (1 oz.) CAUTION: Failure to perform the required mainte-
181 FBI (Model 30) 1.2 L (2.5 pts.) nance items may result in damage to the vehicle.
216 RBI (Model 44) 1.89 L (4.0 pts.)
REAR AXLE ± .03 L (1 oz.) At Each Stop for Fuel
194 RBI (Model 35) 1.66 L (3.5 pts.)* • Check the engine oil level about 5 minutes after
a fully warmed engine is shut off. Checking the oil
216 RBI (Model 44) 1.89 L (4.0 pts.)*
level while the vehicle is on level ground will
* With Trac-lok add 118 ml (4.0 oz.) of Limited Slip improve the accuracy of the oil level reading. Add oil
Additive. only when the level is at or below the ADD or MIN
****Nominal refill capacities are shown. A variation mark.
may be observed from vehicle to vehicle due to • Check the windshield washer solvent, add as
manufacturing tolerance and refill procedure. required.
Once a Month
MAINTENANCE SCHEDULES • Check the tire pressure and look for unusual
wear or damage.
• Inspect the battery and clean and tighten the
DESCRIPTION terminals as required.
• Check the fluid levels of the coolant reservoir,
DESCRIPTION – DOMESTIC SCHEDULES brake master cylinder, power steering, and transmis-
Maintenance Schedule Information not included in sion, and add as needed.
this section, is located in the appropriate Owner’s • Check all lights and all other electrical items for
Manual. correct operation.
There are two maintenance schedules that show
the required service for your vehicle. At Each Oil Change
First is Schedule (B(. It is for vehicles that are • Change the engine oil filter.
operated under the conditions that are listed below • Inspect the exhaust system.
and at the beginning of the schedule. • Inspect brake hoses.
• Day or night temperatures are below 0°C (32°F) • Check the coolant level, hoses, and clamps.
• Stop and go driving • Rotate the tires.
• Excessive engine idling • Inspect manual transmission fluid level — if
• Driving in dusty conditions equipped.
• Short trips of less than 16.2 km (10 miles) • After completion of off-road operation, the
• More than 50% of your driving is at sustained underside of the vehicle should be thoroughly
high speeds during hot weather, above 32°C (90°F) inspected. Examine threaded fasteners for looseness.
• Trailer towing
• Taxi, police, or delivery service (commercial ser-
vice)
0-8 LUBRICATION & MAINTENANCE TJ
MAINTENANCE SCHEDULES (Continued)
Schedule “B” • More than 50% of your driving is at sustained
Follow this schedule if you usually operate your high speeds during hot weather, above 32°C (90°F)
vehicle under one or more of the following conditions. • Trailer towing
• Day or night temperatures are below 0°C (32°F) • Taxi, police, or delivery service (commercial ser-
• Stop and go driving vice)
• Excessive engine idling • Off-road or desert driving
• Driving in dusty conditions • If equipped for and operated with E-85
• Short trips of less than 16.2 km (10 miles) (ethanol) fuel.
Inspection and service should also be performed service or prolonged operation with heavy loading,
anytime a malfunction is observed or suspected. especially in hot weather, require front and rear axle
L This maintenance is recommended by the man- service indicated with a ‡ in Schedule “B”. Perform
ufacturer to the owner, but is not required to main- these services if the vehicle is usually operated under
tain emissions warranty. these conditions.
‡Off-highway operation, trailer towing, taxi, limou-
sine, bus, snow plowing, or other types of commercial
Schedule “A”
Inspection and service should also be performed CAUTION: Failure to perform the required mainte-
anytime a malfunction is observed or suspected. nance items may result in damage to the vehicle.
L This maintenance is recommended by the man-
ufacturer to the owner, but is not required to main- At Each Stop for Fuel
tain emissions warranty.
• Check the engine oil level about 5 minutes after
a fully warmed engine is shut off. Checking the oil
DESCRIPTION – GASOLINE ENGINES – level while the vehicle is on level ground will
EXPORT SCHEDULES improve the accuracy of the oil level reading. Add oil
Maintenance Schedule Information not included in only when the level is at or below the ADD or MIN
this section, is located in the appropriate Owner’s mark.
Manual. • Check the windshield washer solvent, add as
There are two maintenance schedules that show required.
the required service for your vehicle.
First is Schedule “A”. It is for vehicles that are not Once a Month
operated under any of the conditions listed under • Check the tire pressure and look for unusual
Schedule “B.” wear or damage.
Second is Schedule (B(. It is for vehicles that are • Inspect the battery and clean and tighten the
operated under the conditions that are listed below terminals as required.
and at the beginning of the schedule. • Check the fluid levels of the coolant reservoir,
• Day or night temperatures are below 0°C (32°F). brake master cylinder, power steering, and transmis-
• Stop and go driving. sion, and add as needed.
• Extensive engine idling. • Check all lights and all other electrical items for
• Driving in dusty conditions. correct operation.
• Short trips of less than 16.2 km (10 miles).
• More than 50% of your driving is at sustained At Each Oil Change
high speeds during hot weather, above 32°C (90°F). • Change the engine oil filter.
• Trailer towing. • Inspect the exhaust system.
• Taxi, police, or delivery service (commercial ser- • Inspect brake hoses.
vice). • Check the coolant level, hoses, and clamps.
• Off-road or desert driving. • Rotate the tires.
• Inspect manual transmission fluid level — if
NOTE: Most vehicles are operated under the condi- equipped.
tions listed for Schedule “B.” • After completion of off-road operation, the
underside of the vehicle should be thoroughly
Use the schedule that best describes your driving inspected. Examine threaded fasteners for looseness.
conditions. Where time and mileage are listed, follow
the interval that occurs first.
0 - 14 LUBRICATION & MAINTENANCE TJ
MAINTENANCE SCHEDULES (Continued)
Schedule “A”
Kilometers 101 000 106 000 110 000 115 000 120 000
(Miles) (63,000) (66,000) (69,000) (72,000) (75,000)
Change the engine oil and engine oil filter. X X X X X
Inspect the engine air filter element, X
replace if necessary.
Inspect the brake linings. X
Drain and refill the front and rear axle fluid‡ X
Inspect the drive belt and replace as X
needed. Not required if belt was previously
replaced.
TJ LUBRICATION & MAINTENANCE 0 - 17
MAINTENANCE SCHEDULES (Continued)
Kilometers 125 000 130 000 134 000 139 000 144 000
(Miles) (78,000) (81,000) (84,000) (87,000) (90,000)
Change the engine oil and engine oil filter. X X X X X
Inspect the engine air filter element, X
replace if necessary.
Replace the spark plugs. X
Inspect and replace the PCV valve, if X
necessary.L
Inspect the brake linings. X
Drain and refill the front and rear axle fluid‡ X
Inspect the drive belt and replace as X
needed. Not required if belt was previously
replaced.
Replace the timing belt (2.4L Only). X
Inspect the transfer case fluid, add if X
necessary.
Kilometers 149 000 154 000 158 000 163 000 168 000
(Miles) (93,000) (96,000) (99,000) (102,000) (105,000)
Change the engine oil and engine oil filter. X X X X X
Inspect the engine air filter element, X
replace if necessary.
Inspect the brake linings. X
Drain and refill the front and rear axle fluid‡ X
Inspect the drive belt and replace as X
needed. Not required if belt was previously
replaced.
Flush and replace the engine coolant. X
Kilometers 173 000 178 000 182 000 187 000 192 000
(Miles) (108,000) (111,000) (114,000) (117,000) (120,000)
Change the engine oil and engine oil filter. X X X X X
Inspect the engine air filter element, X
replace if necessary.
Replace the spark plugs. X
Inspect and replace the PCV valve, if X
necessary.L
Replace the ignition cables (2.4L Only). X
Inspect the brake linings. X X
Drain and refill the front and rear axle fluid‡ X X
Drain and refill the automatic transmission X
fluid, and replace main sump filter.
Inspect the drive belt and replace as X
needed. Not required if belt was previously
replaced.
Drain and refill the transfer case fluid. X
0 - 18 LUBRICATION & MAINTENANCE TJ
MAINTENANCE SCHEDULES (Continued)
Inspection and service should also be performed CAUTION: Failure to perform the required mainte-
anytime a malfunction is observed or suspected. nance items may result in damage to the vehicle.
L This maintenance is recommended by the man-
ufacturer to the owner, but is not required to main- At Each Stop for Fuel
tain emissions warranty.
• Check the engine oil level about 5 minutes after
‡Off-highway operation, trailer towing, taxi, limou-
a fully warmed engine is shut off. Checking the oil
sine, bus, snow plowing, or other types of commercial
level while the vehicle is on level ground will
service or prolonged operation with heavy loading,
improve the accuracy of the oil level reading. Add oil
especially in hot weather, require front and rear axle
only when the level is at or below the ADD or MIN
service indicated with a ‡ in Schedule “B”. Perform
mark.
these services if the vehicle is usually operated under
• Check the windshield washer solvent and add if
these conditions.
required.
DESCRIPTION – DIESEL ENGINES – EXPORT Once a Month
SCHEDULES • Check the tire pressure and look for unusual
There are two maintenance schedules that show wear or damage.
the required service for your vehicle. • Inspect the battery and clean and tighten the
First is Schedule “A”. It is for vehicles that are not terminals as required.
operated under any of the conditions listed under • Check the fluid levels of coolant deaeration bot-
Schedule 9B9. tle, brake master cylinder, and transmission, and add
Second is Schedule “B”. It is for vehicles that are as needed.
operated under the conditions that are listed below • Check all lights and all other electrical items for
and at the beginning of the schedule. correct operation.
• Extensive engine idling.
• Driving in dusty conditions. At Each Oil Change
• More than 50% of your driving is at sustained • Change the engine oil filter.
high speeds during hot weather, above 32° C (90° F). • Inspect the exhaust system.
• Trailer towing. • Inspect the brake hoses.
• Taxi, police, or delivery service (commercial ser- • Check the manual transmission fluid level — if
vice). equipped.
• Check the coolant level, hoses, and clamps.
NOTE: Most vehicles are operated under the condi- • Inspect engine accessory drive belts. Replace as
tions listed for Schedule (B(. necessary.
• Inspect for the presence of water in the fuel fil-
Use the schedule that best describes your driving ter/water separator unit.
conditions. Where time and mileage are listed, follow • Rotate the tires.
the interval that occurs first.
Schedule “A”
Kilometers 110 000 120 000 130 000 140 000 150 000 160 000
km km km km km km
Change the engine oil and X X X X X X
engine oil filter.
Inspect the engine air filter X X X
element. Replace as
necessary.
Replace the engine air filter X X X
element.
Inspect the engine accessory X X X X X
drive belts, and replace if
necessary.
Replace the engine accessory X
drive belt.
Inspect the timing belt X
tensioner.‡
Replace the engine timing X
belt and idler pulleys.
Replace the fuel filter/water X X X
separator unit.
Flush and replace the engine X
coolant.
Inspect the ball joints. X X X X X X
TJ LUBRICATION & MAINTENANCE 0 - 21
MAINTENANCE SCHEDULES (Continued)
Kilometers 110 000 120 000 130 000 140 000 150 000 160 000
km km km km km km
Inspect the brake linings. X X X
Drain and refill the front and X X X
rear axle fluid.
Drain and refill the automatic X
transmission fluid, and
replace sump filter.
Replace the transmission X
cooler return filter (if
equipped).
Inspection and service should also be performed CAUTION: Do not attempt to lift a Jeep vehicle with
anytime a malfunction is observed or suspected. a floor jack positioned under:
‡ Replace if there is superficial wear, bearing clear-
• An axle tube.
ance, or evident grease leak.
• A body side sill.
• A steering linkage component.
HOISTING • A drive shaft.
• The engine or transmission oil pan.
• The fuel tank.
STANDARD PROCEDURE - HOISTING
• A front suspension arm.
RECOMMENDATIONS • Transfer case.
Refer to the Owner’s Manual for emergency vehicle
lifting procedures. NOTE: Use the correct sub-frame rail or frame rail
When properly positioned, a floor jack can be used lifting locations only.
to lift a Jeep vehicle (Fig. 5). Support the vehicle in
the raised position with jack stands at the front and
rear ends of the frame rails. HOIST
Refer to the Owner’s Manual for emergency vehicle
lifting procedures.
A vehicle can be lifted with:
• A single-post, frame-contact hoist.
• A twin-post, chassis hoist.
• A ramp-type, drive-on hoist.
GROUND CLEARANCE
CAUTION: If vehicle is towed with wheels removed,
install lug nuts to retain brake drums.
JUMP STARTING
STANDARD PROCEDURE - JUMP STARTING
PROCEDURE
WARNING: REVIEW ALL SAFETY PRECAUTIONS
AND WARNINGS IN THE BATTERY SYSTEM SEC-
TION OF THE SERVICE MANUAL. (Refer to 8 -
Fig. 8 T-Hook Attachment ELECTRICAL/BATTERY SYSTEM/BATTERY - STAN-
1 - PROTECTIVE PAD
DARD PROCEDURE)
2 - BUMPER • DO NOT JUMP START A FROZEN BATTERY,
3 - CHAIN PERSONAL INJURY CAN RESULT.
4 - T-HOOK
5 - ACCESS HOLE
• IF EQUIPPED, DO NOT JUMP START WHEN
6 - FRAME MAINTENANCE FREE BATTERY INDICATOR DOT IS
YELLOW OR BRIGHT COLOR.
• DO NOT JUMP START A VEHICLE WHEN THE
BATTERY FLUID IS BELOW THE TOP OF LEAD
PLATES.
• DO NOT ALLOW JUMPER CABLE CLAMPS TO
TOUCH EACH OTHER WHEN CONNECTED TO A
BOOSTER SOURCE.
• DO NOT USE OPEN FLAME NEAR BATTERY.
• REMOVE METALLIC JEWELRY WORN ON
HANDS OR WRISTS TO AVOID INJURY BY ACCI-
DENTAL ARCING OF BATTERY CURRENT.
• WHEN USING A HIGH OUTPUT BOOSTING
DEVICE, DO NOT ALLOW BATTERY VOLTAGE TO
EXCEED 16 VOLTS. REFER TO INSTRUCTIONS
PROVIDED WITH DEVICE BEING USED.
FAILURE TO FOLLOW THESE INSTRUCTIONS MAY
RESULT IN PERSONAL INJURY.
Fig. 9 Safety Chain Attachment
1 - SAFETY CHAIN
CAUTION: When using another vehicle as a
RECREATIONAL TOWING booster, do not allow vehicles to touch. Electrical
systems can be damaged on either vehicle.
Refer to the Owners Manual for towing procedures.
0 - 24 LUBRICATION & MAINTENANCE TJ
JUMP STARTING (Continued)
TO JUMP START A DISABLED VEHICLE:
(1) Raise hood on disabled vehicle and visually
inspect engine compartment for:
• Generator drive belt condition and tension.
• Fuel fumes or leakage, correct if necessary.
• Frozen battery.
• Yellow or bright color test indicator, if equipped.
• Low battery fluid level.
SUSPENSION
TABLE OF CONTENTS
page page
WHEEL ALIGNMENT
TABLE OF CONTENTS
page page
component(s) must be replaced to correct the steering thrust angle can cause off-center steering and exces-
axis inclination angle (Fig. 1) sive tire wear. This angle is not adjustable, damaged
• THRUST ANGLE is the angle of the rear axle component(s) must be replaced to correct the thrust
relative to the centerline of the vehicle. Incorrect angle (Fig. 1)
FRONT END NOISE 1. Loose or worn wheel bearings. 1. Adjust or replace wheel bearings.
EXCESSIVE PLAY IN 1. Loose or worn wheel bearings. 1. Adjust or replace wheel bearings.
STEERING 2. Loose or worn steering or 2. Tighten or replace components as
suspension components. necessary.
3. Loose or worn steering gear. 3. Adjust or replace steering gear.
TJ WHEEL ALIGNMENT 2-3
WHEEL ALIGNMENT (Continued)
FRONT WHEELS SHIMMY 1. Loose or worn wheel bearings. 1. Adjust or replace wheel bearings.
VEHICLE INSTABILITY 1. Loose or worn wheel bearings. 1. Adjust or replace wheel bearings.
EXCESSIVE STEERING 1. Loose or worn steering gear. 1. Adjust or replace steering gear.
EFFORT
2. Power steering fluid low. 2. Add fluid and repair leak.
3. Column coupler binding. 3. Replace coupler.
4. Tire pressure. 4. Adjust tire pressure.
5. Alignment. 5. Align vehicle to specifications.
IMPROPER TRACKING 1. Loose, worn or bent track bar. 1. Inspect, tighten or replace component as
necessary.
2. Loose, worn or bent steering/ 2. Inspect, tighten or replace components
suspension components. as necessary.
2-4 WHEEL ALIGNMENT TJ
WHEEL ALIGNMENT (Continued)
STANDARD PROCEDURE
STANDARD PROCEDURE - CAMBER
Before each alignment reading the vehicle should
be jounced (rear first, then front). Grasp each
bumper at the center and jounce the vehicle up and
down three times. Always release the bumper in the
down position.
The wheel camber angle is preset. This angle is not
adjustable and cannot be altered.
SPECIFICATIONS
ALIGNMENT SPECIFICATIONS
NOTE: Alignment specifications are in degrees.
SPECIFICATIONS
DESCRIPTION SPECIFICATION
PREFERRED CASTER CAMBER TOTAL
+ 7.0° (fixed TOE-IN
angle) + 0.15°
2 0.25° (each
front
Fig. 4 Steering Linkage wheel)
1 - COTTER PIN RANGE ±1.0° ± 0.63° ±0.06°
2 - DAMPENER
3 - PITMAN ARM MAX RT/LT 0.65° ±1.0° .06°
4 - WASHER DIFFERENCE
5 - TIE ROD
6 - DRAG LINK REAR SPECIFICATION
7 - NUT
PREFERRED N/A REAR TOTAL
N·m (20 ft. lbs.). Make sure the toe setting does CAMBER TOE-IN
not change during clamp tightening. –0.25° +0.25°
(5) Verify the right toe specifications and turn off RANGE N/A 0° to 0° to .5°
the engine. –.50°
THRUST ANGLE 0° ± 0.25°
2-6 FRONT TJ
FRONT
TABLE OF CONTENTS
page page
FRONT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 6 DIAGNOSIS AND TESTING - SHOCK
STANDARD PROCEDURE - LUBRICATION ....6 ABSORBER . . . . . . . . . . . . . . . . . . . . . . . . . . 12
SPECIFICATIONS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
TORQUE CHART ......................7 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 12
SPECIAL TOOLS SPRING
FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . 7 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 13
BUSHINGS OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
REMOVAL .............................8 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 13
HUB / BEARING STABILIZER BAR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 14
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
REMOVAL .............................9 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 9 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 14
JOUNCE BUMPER TRACK BAR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 10 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 14
KNUCKLE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 14
LOWER BALL JOINT UPPER BALL JOINT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
LOWER CONTROL ARM UPPER CONTROL ARM
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 11 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 15
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 15
SHOCK
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 12
SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
SPECIAL TOOLS
FRONT SUSPENSION
Remover C-4150A
BUSHINGS
REMOVAL
(1) Remove the upper suspension arm from axle.
(2) Position Spacer 7932-3 over the axle bushing
on a 4x2 vehicle and right side on a 4x4 vehicle.
(3) Place Receiver 7932-1 over flanged end of the
bushing. (Fig. 1).
(4) Place small end of Remover/Install 7932-2
against other side of the bushing.
(5) Install bolt 7604 through remover, bushing and
receiver.
(6) Install Long Nut 7603 and tighten nut too pull
bushing out of the axle bracket. Fig. 2 Bushing Installation
1 - REMOVER/INSTALLER
2 - AXLE BRACKET
3 - BOLT
4 - RECEIVER
5 - LONG NUT
HUB / BEARING
DESCRIPTION
The bearing used on the front hub of this vehicle is
the combined hub and bearing unit type assembly.
This unit assembly combines the front wheel mount-
ing hub (flange) and the front wheel bearing into a
Fig. 1 Bushing Removal one piece unit. The wheel mounting studs are the
1 - RECEIVER only replaceable component of the hub/bearing
2 - AXLE BRACKET assembly.
3 - BOLT
4 - REMOVER/INSTALLER
5 - LONG NUT
TJ FRONT 2-9
HUB / BEARING (Continued)
OPERATION INSTALLATION
The hub/bearing assembly is mounted to the steer- (1) Install the hub bearing and brake dust shield
ing knuckle and is retained by three mounting bolts to the knuckle.
accessible from the back of the steering knuckle. The (2) Install the hub bearing to knuckle bolts and
hub/bearing unit is not serviceable and must be tighten to 102 N·m (75 ft. lbs.).
replaced as an assembly if the bearing or the hub is (3) Install the hub washer and nut. Tighten the
determined to be defective. hub nut to 237 N·m (175 ft. lbs.). Install the nut
retainer and a new cotter pin.
REMOVAL (4) Install the brake rotor, caliper and ABS wheel
(1) Raise and support the vehicle. speed sensor, (Refer to 5 - BRAKES/HYDRAULIC/
(2) Remove the wheel and tire assembly. MECHANICAL/ROTORS - INSTALLATION).
(3) Remove the brake caliper, rotor and ABS wheel (5) Install the wheel and tire assembly. (Refer to
speed sensor, (Refer to 5 - BRAKES/HYDRAULIC/ 22 - TIRES/WHEELS/WHEELS - STANDARD PRO-
MECHANICAL/ROTORS - REMOVAL). CEDURE).
(4) Remove the cotter pin, nut retainer and axle (6) Remove support and lower the vehicle.
hub nut (Fig. 3).
(5) Remove the hub bearing mounting bolts from
the back of the steering knuckle. Remove hub bear-
ing from the steering knuckle and off the axle shaft.
2 - 10 FRONT TJ
JOUNCE BUMPER
DESCRIPTION
The jounce bumpers are mounted under the frame
rails inside of the coil springs.
KNUCKLE
REMOVAL
Ball stud service procedures below require removal
of the hub bearing and axle shaft. Removal and
installation of upper and lower ball studs require the
use of Tool Kit 6289.
(1) Remove hub bearing and axle shaft. (Refer to 2
- SUSPENSION/FRONT/HUB / BEARING -
REMOVAL) (Refer to 3 - DIFFERENTIAL & DRIV-
ELINE/FRONT AXLE - 181FBI/AXLE SHAFTS -
REMOVAL).
(2) Disconnect the tie-rod or drag link from the
steering knuckle arm,(Refer to 19 - STEERING/
LINKAGE/TIE ROD END - REMOVAL) OR (Refer to Fig. 4 Steering Knuckle Removal/Installation
19 - STEERING/LINKAGE/DRAG LINK - 1 - AXLE YOKE
REMOVAL). 2 - UPPER BALL STUD
(3) Remove the cotter pins from the upper and 3 - LOWER BALL STUD
4 - STEERING KNUCKLE
lower ball studs.
(4) Remove the upper and lower ball stud nuts.
(5) Using special tool C-4150A seperate the ball LOWER BALL JOINT
joints from the steering knuckle. Remove knuckle
from ball studs (Fig. 4). REMOVAL
Ball stud service procedures below require removal
INSTALLATION of the hub bearing and axle shaft. (Refer to 2 - SUS-
Ball stud service procedures below require removal PENSION/FRONT/HUB / BEARING - REMOVAL)
of the hub bearing and axle shaft. Removal and (Refer to 3 - DIFFERENTIAL & DRIVELINE/
installation of upper and lower ball studs require the FRONT AXLE - 181FBI/AXLE SHAFTS -
use of Tool Kit 6289. REMOVAL). Removal and installation of upper and
(1) Position the steering knuckle on the ball studs. lower ball studs require the use of Tool Kit 6289.
(2) Install and tighten the bottom retaining nut to (1) Position tools as shown to remove and install
109 N·m (80 ft. lbs.) torque. Install new cotter pin. ball stud (Fig. 5).
(3) Install and tighten the top retaining nut to 101
N·m (75 ft. lbs.) torque. Install new cotter pin.
(4) Install the hub bearing and axle shaft. (Refer
to 2 - SUSPENSION/FRONT/HUB / BEARING -
INSTALLATION) (Refer to 3 - DIFFERENTIAL &
DRIVELINE/FRONT AXLE - 181FBI/AXLE SHAFTS
- INSTALLATION).
(5) Connect the tie-rod or drag link end to the
steering knuckle arm,(Refer to 19 - STEERING/
LINKAGE/TIE ROD END - INSTALLATION) OR
(Refer to 19 - STEERING/LINKAGE/DRAG LINK -
INSTALLATION).
TJ FRONT 2 - 11
LOWER BALL JOINT (Continued)
SHOCK
DESCRIPTION
The top of the shock absorbers are bolted to a
frame bracket. The bottom of the shocks are bolted to
the axle brackets.
OPERATION
The shock absorbers dampen jounce and rebound
motion of the vehicle over various road conditions
and limit suspension rebound travel.
REMOVAL
(1) Remove the nut, retainer and grommet from
the upper stud through engine compartment access
hole (Fig. 8).
(2) Remove the lower nuts and bolts from the axle
Fig. 7 Upper & Lower Suspension Arms
bracket and remove the shock absorber.
1 - UPPER SUSPENSION ARM
2 - FRONT AXLE
3 - LOWER SUSPENSION ARM INSTALLATION
(1) Position the lower retainer and grommet on the
(8) Align vehicle to specifications. (Refer to 2 - upper stud. Insert the shock absorber through the
SUSPENSION/WHEEL ALIGNMENT - STANDARD shock bracket hole.
PROCEDURE). (2) Install the lower bolts and nuts. Tighten nuts
to 28 N·m (250 in. lbs.).
TJ FRONT 2 - 13
SHOCK (Continued)
(6) Remove lower suspension arms mounting nuts
and bolts from the frame, (Refer to 2 - SUSPEN-
SION/FRONT/LOWER CONTROL ARM -
REMOVAL).
(7) Remove the track bar from the axle bracket,
(Refer to 2 - SUSPENSION/FRONT/TRACK BAR -
REMOVAL).
(8) Remove the right side of the drag link from the
right side knuckle, (Refer to 19 - STEERING/LINK-
AGE/DRAG LINK - REMOVAL).
(9) Lower the axle until the spring is free from the
upper mount.
INSTALLATION
Fig. 8 Coil Spring & Shock Absorber (1) Install jounce bumper into mount.
1 - RETAINER (2) Install the spring isolator.
2 - GROMMET
3 - SHOCK NOTE: Rotation of the spring and prying down
4 - FRONT AXLE
slightly on the axle will aid in installation.
(3) Install the upper grommet and retainer on the
(3) Position the coil spring on the axle pad. It may
stud and install the nut and tighten to 23 N·m (17 ft.
be necessary to rotate the spring while installing.
lbs.).
(4) Install the spring retainer clip and bolt.
Tighten bolt to 21 N·m (16 ft. lbs.).
SPRING (5) Raise the axle into position until the spring
seats in the upper mount.
(6) Install the shock at the axle, (Refer to 2 - SUS-
DESCRIPTION
PENSION/FRONT/SHOCK - INSTALLATION).
The coil springs mount up in the wheelhouse which
(7) Install the ABS wire mounting brackets at the
is part of the unitized body bracket. A rubber dough-
axle (if equipped).
nut isolator is located between the top of the spring
(8) Install the track bar to the axle bracket, (Refer
and the bracket. The bottom of the spring seats on a
to 2 - SUSPENSION/FRONT/TRACK BAR - INSTAL-
axle pad.
LATION).
(9) Install the lower suspension arms to the frame.
OPERATION Install mounting bolts and nuts finger tight, (Refer to
The coil springs control ride quality and maintain
2 - SUSPENSION/FRONT/LOWER CONTROL ARM
proper ride height. The isolators provide road noise
- INSTALLATION).
isolation.
(10) Install the drag link to the right side knuckle,
(Refer to 19 - STEERING/LINKAGE/DRAG LINK -
REMOVAL INSTALLATION).
(1) Raise and support the vehicle. (11) Remove the hydraulic jack from under the
(2) Remove the wheel and tire assemblies. axle.
(3) Position a hydraulic jack under the axle to sup- (12) Install the wheel and tire assemblies, (Refer
port it. to 22 - TIRES/WHEELS/WHEELS - STANDARD
(4) Remove the front shocks at the lower mount- PROCEDURE).
ings, (Refer to 2 - SUSPENSION/FRONT/SHOCK - (13) Remove the supports and lower the vehicle.
REMOVAL). (14) Tighten the lower suspension arms nuts to
(5) Remove the ABS wire mounting brackets at the 115 N·m (85 ft. lbs.) at normal ride height with the
axle. (if equipped) vehicle weight.
2 - 14 FRONT TJ
OPERATION OPERATION
The stabilizer bar is used to control vehicle body The track bar is used to control front axle lateral
roll during turns. The bar helps to control the vehicle movement and provides cross car location of the axle
body in relationship to the suspension. assembly.
REMOVAL REMOVAL
(1) Remove upper link nuts (Fig. 9) and separate (1) Raise and support the vehicle.
the links from the stabilizer bar with Remover (2) Remove the cotter pin and nut from the ball
MB-991113. stud end at the frame rail bracket (Fig. 10).
(2) Remove front bumper valence. (3) Use a universal puller tool to separate the
(3) Remove stabilizer retainer bolts (Fig. 9)and track bar ball stud from the frame rail bracket.
remove retainers. (4) Remove the bolt and flag nut from the axle
(4) Remove stabilizer bar. bracket (Fig. 10). Remove the track bar.
(5) Remove lower link nuts and bolts and remove
links (Fig. 9).
INSTALLATION
(1) Position the upper suspension arm at the axle
and frame rail.
(2) Install the bolts and finger tighten the nuts.
(3) Remove the supports and lower the vehicle.
(4) Tighten the nut at the axle and frame brackets
to 81 N·m (60 ft. lbs.).
Fig. 11 Upper
2 - 16 REAR TJ
REAR
TABLE OF CONTENTS
page page
REAR SPRING
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 16 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 18
SPECIFICATIONS OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . 16 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
JOUNCE BUMPER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 19
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 17 STABILIZER BAR
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 19
LOWER CONTROL ARM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 17 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 19
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 TRACK BAR
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 17 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 20
SHOCK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 18 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 20
DIAGNOSIS AND TESTING - SHOCK UPPER CONTROL ARM
ABSORBER . . . . . . . . . . . . . . . . . . . . . . . . . . 18 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 20
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 18
SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
JOUNCE BUMPER
DESCRIPTION
The jounce bumpers are mounted inside the coil
spring to the frame rail.
OPERATION
The jounce bumpers are used to limit suspension
travel in compression.
REMOVAL
(1) Raise and support the vehicle and the axle.
(2) Remove the upper mounting bolts (Fig. 3).
(3) Remove the lower nut and bolt from the axle
bracket. Remove the shock absorber.
SHOCK
DESCRIPTION
The top of the shock absorbers are bolted to the Fig. 3 Shock Absorber
frame. The bottom of the shocks are bolted to the 1 - AXLE BRACKET
axle brackets. 2 - SHOCK
OPERATION INSTALLATION
The shock absorbers dampen jounce and rebound (1) Install the shock absorber on the upper frame
motion of the vehicle over various road conditions rail and install mounting bolts.
and limit suspension rebound travel. (2) Tighten the upper bolts to 31 N·m (23 ft. lbs.).
(3) Install lower bolt and nut finger tight.
DIAGNOSIS AND TESTING - SHOCK (4) Remove the supports and lower the vehicle.
(5) Tighten the lower nut to 100 N·m (74 ft. lbs.).
ABSORBER
A knocking or rattling noise from a shock absorber
may be caused by movement between mounting SPRING
bushings and metal brackets or attaching compo-
nents. These noises can usually be stopped by tight- DESCRIPTION
ening the attaching nuts. If the noise persists, The coil springs mount between the bottom of the
inspect for damaged and worn bushings, and attach- frame rail and the top of the axle. A rubber doughnut
ing components. Repair as necessary if any of these isolator is located between the top of the spring and
conditions exist. the frame rail. A plastic isolator is located between
A squeaking noise from the shock absorber may be the bottom of the spring and the axle.
caused by the hydraulic valving and may be intermit-
tent. This condition is not repairable and the shock OPERATION
absorber must be replaced.
The coil springs control ride quality and maintain
The shock absorbers are not refillable or adjust-
proper ride height. The isolators are used to isolate
able. If a malfunction occurs, the shock absorber
road noise.
must be replaced. To test a shock absorber, hold it in
an upright position and force the piston in and out of
the cylinder four or five times. The action throughout
REMOVAL
(1) Raise and support the vehicle. Position a
each stroke should be smooth and even.
hydraulic jack under the axle to support it.
The shock absorber bushings do not require any
(2) Disconnect the stabilizer bar links and shock
type of lubrication. Do not attempt to stop bushing
absorbers from the axle brackets. (Refer to 2 - SUS-
TJ REAR 2 - 19
SPRING (Continued)
PENSION/REAR/STABILIZER BAR - REMOVAL)
(Refer to 2 - SUSPENSION/REAR/SHOCK -
REMOVAL).
(3) Disconnect the track bar from the frame rail
bracket. (Refer to 2 - SUSPENSION/REAR/TRACK
BAR - REMOVAL).
(4) Lower the axle until the spring is free from the
upper mount seat and remove the spring.
INSTALLATION
NOTE: Springs can be install with either end up.
STABILIZER BAR
DESCRIPTION
The spring steel bar extends across the axle and
mounts to bracket on the axle. Links are connected
from the bar to the side of the frame rail. The stabi-
lizer bar and links are isolated by rubber bushings.
OPERATION
The stabilizer bar is used to control vehicle body
roll during turns. The bar helps to control the vehicle
body in relationship to the suspension.
REMOVAL
(1) Raise and support the vehicle.
(2) Remove the bolt and nut from the frame rail
bracket (Fig. 6).
(3) Remove the bolt from the axle bracket (Fig. 6)
and remove the track bar.
page page
PROPELLER SHAFT
TABLE OF CONTENTS
page page
Propeller Shaft Noise 1) Undercoating or other foreign 1) Clean exterior of shaft and wash
material on shaft. with solvent.
2) Loose U-joint clamp screws. 2) Install new clamps and screws
and tighten to proper torque.
3) Loose or bent U-joint yoke or 3) Install new yoke.
excessive runout.
4) Incorrect driveline angularity. 4) Measure and correct driveline
angles.
5) Rear spring center bolt not in 5) Loosen spring u-bolts and seat
seat. center bolt.
6) Worn U-joint bearings. 6) Install new U-joint.
7) Propeller shaft damaged or out 7) Installl new propeller shaft.
of balance.
8) Broken rear spring. 8) Install new rear spring.
9) Excessive runout or unbalanced 9) Re-index propeller shaft, test,
condition. and evaluate.
10) Excessive drive pinion gear 10) Re-index propeller shaft and
shaft runout. evaluate.
11) Excessive axle yoke deflection. 11) Inspect and replace yoke if
necessary.
12) Excessive transfer case runout. 12) Inspect and repair as necessary.
Universal Joint Noise 1) Loose U-joint clamp screws. 1) Install new clamps and screws
and tighten to proper torque.
2) Lack of lubrication. 2) Replace U-joints as necessary.
TJ PROPELLER SHAFT 3-3
PROPELLER SHAFT (Continued)
BALANCE
NOTE: Removing and re-indexing the propeller
shaft 180° relative to the yoke may eliminate some
vibrations.
RUNOUT SPECIFICATIONS
Front of Shaft 0.020 in. (0.50 mm) Fig. 4 OUTPUT YOKE ANGLE (A)
Center of Shaft 0.025 in. (0.63 mm) 1 - SLIP YOKE BEARING CAP
2 - INCLINOMETER
Rear of Shaft 0.020 in. (0.50 mm)
note: NOTE: This measurement will give you the Propel-
Measure front/rear runout approximately 3 inches (76 ler Shaft Angle (C).
mm) from the weld seam at each end of the shaft
tube for tube lengths over 30 inches. For tube lengths
under 30 inches, the maximum allowed runout is
0.020 in. (0.50 mm) for the full length of the tube.
STANDARD PROCEDURE
PROPELLER SHAFT ANGLE
(1) Place transmission in netural.
(2) Raise and support the vehicle at the axles as
level as possible.
(3) Remove any external bearing snap rings from
universal joint so protractor base sits flat.
(4) Rotate the shaft until transmission/transfer
case output yoke bearing is facing downward.
ADJUSTMENTS
The pinion angle of the front axle can be adjusted
by the use of adjustment cams in the lower suspen-
sion arms (Fig. 8). The primary function of the cams
is to adjust caster angle for alignment of the front
suspension. When using the cams to adjust pinion
angle, make sure that both cams are moved equally.
After pinion angle is adjusted, the front suspension
alignment should be checked to ensure that side-to-
side caster is with in acceptable range. Having the
correct pinion angle does have priority over having
the preferred caster angle.
A cam kit is available for the rear axle upper sus-
pension arms in order to provide adjustablity of the
pinion angle. Follow the procedures supplied with the
kit in order to ensure a safe installation.
SPECIFICATIONS
PROPELLER SHAFT
TORQUE SPECIFICATIONS
SPECIAL TOOLS
INCLINOMETER 7663
PROPELLER SHAFT - FRONT
REMOVAL
(1) With vehicle in neutral positon vehicle on hoist. Fig. 10 FRONT PROPELLER SHAFT
(2) Remove skid plate if equipped to gain access to 1 - FRONT AXLE
the propeller shaft. 2 - BOOT
3 - PROPELLER SHAFT
(3) Mark a line across the transfer case yoke, link 4 - CV-JOINT
yoke and propeller shaft yoke for installation refer- 5 - TRANSFER CASE
ence (Fig. 9). 6 - BOOT
7 - SLINGER
8 - CLAMP
9 - YOKE
INSTALLATION
(1) Install propeller shaft with reference marks
aligned.
(2) Loosely install bolts to hold universal joint to Fig. 11 DUST BOOT CLAMP
transfer case yoke.
1 - SLINGER
(3) Install U-joint strap bolts at the axle yoke and 2 - BOOT
tighten to 19 N·m (14 ft. lbs.). 3 - AWL
(4) Install universal joint to transfer case bolts and 4 - TRANSFER CASE
tighten to 27 N·m (20 ft. lbs.).
3-8 PROPELLER SHAFT TJ
PROPELLER SHAFT - REAR (Continued)
(5) Slide slip yoke off of transmission/transfer case PROPELLER SHAFT - REAR
output shaft and remove propeller shaft (Fig. 12).
RUBICON
REMOVAL
(1) With vihicle in neutral, postion vehicle on
hoist.
(2) Mark reference lines across the pinion yoke,
transfer case flange and propeller shaft for installa-
tion reference.
(3) Remove transfer case flange bolts (Fig. 14) and
U-joint strap bolts at the pinion shaft yoke.
INSTALLATION
(1) Slide slip yoke on transmission/transfer case
output shaft. Align installation reference marks at Fig. 14 TRANSFER CASE FLANGE
axle yoke and install propeller shaft. 1 - REAR PROPELLER SHAFT
(2) Install U-joint strap bolts at axle yoke and 2 - REFERENCE MARK
3 - TRANSFER CASE FLANGE
tighten to 19 N·m (14 ft. lbs.).
(3) Tighten clamp with Clamp Tool C-4975A to (4) Remove propeller shaft from vehicle.
hold dust boot to propeller shaft yoke (Fig. 13).
INSTALLATION
(1) Align installation reference marks at the pinion
yoke, transfer case flange and propeller shaft.
(2) Install U-joint strap and tighten bolts to 19
N·m (14 ft. lbs.).
(3) Install transfer case flange bolts (Fig. 15) and
tighten to 115 N·m (85 ft. lbs.).
ASSEMBLY
CAUTION: Keep cross and bearing cap straight dur-
ing installation. Failure to heed caution may result
in damage.
ASSEMBLY
CAUTION: Alignment marks on link yoke and pro-
peller shaft yoke must be aligned during assem-
bled. Keep needle bearings upright in the bearing
cap. Failure to heed caution may result in damage.
TABLE OF CONTENTS
page page
DIAGNOSTIC CHART
Axle Shaft Noise 1. Misaligned axle tube. 1. Inspect axle tube alignment.
Correct as necessary.
2. Bent or sprung axle shaft. 2. Inspect and correct as necessary.
3. End-play in pinion bearings. 3. Refer to pinion pre-load
information and correct as
necessary.
4. Excessive gear backlash 4. Check adjustment of the ring
between the ring gear and pinion. gear and pinion backlash. Correct
as necessary.
5. Improper adjustment of pinion 5. Adjust the pinion bearings
gear bearings. pre-load.
6. Loose pinion yoke nut. 6. Tighten the pinion yoke nut.
7. Scuffed gear tooth contact 7. Inspect and replace as
surfaces. necessary.
TJ FRONT AXLE - 181FBI 3 - 17
FRONT AXLE - 181FBI (Continued)
Axle Shaft Broke 1. Misaligned axle tube. 1. Replace the broken shaft after
correcting tube mis-alignment.
Differential Cracked 1. Improper adjustment of the 1. Replace case and inspect gears
differential bearings. and bearings for further damage.
Set differential bearing pre-load
properly.
Loss Of Lubricant 1. Lubricant level too high. 1. Drain lubricant to the correct
level.
REMOVAL
(1) With vehicle in neutral, position vehicle on
hoist.
(2) Position a lift under the axle and secure to the
axle.
(3) Remove brake components.
(4) Remove vent hose from axle shaft tube.
(5) Remove propeller shaft.
(6) Remove stabilizer bar links at the axle (Fig. 1).
ADJUSTMENTS
Ring and pinion gears are supplied as matched
sets only. The identifying numbers for the ring and
pinion gear are etched/marked onto each gear (Fig.
8). A plus (+) number, minus (–) number or zero (0) is
etched/marked on the pinion gear. This number is
the amount (in thousandths of an inch) the depth
varies from the standard depth setting of a pinion
etched/marked with a (0). The standard setting from
the center line of the ring gear to the back face of the
pinion is 92.08 mm (3.625 in.). The standard depth
provides the best gear tooth contact pattern.
PINION DEPTH MEASUREMENT AND ADJUSTMENT (1) Assemble Pinion Height Block 6739, Pinion
Measurements are taken with pinion bearing cups Block 6733 and rear pinion bearing onto Screw 6741
and pinion bearings installed in the housing. Take (Fig. 10).
measurements with Pinion Gauge Set and Dial Indi- (2) Insert assembled height gauge components,
cator C-3339 (Fig. 10). rear bearing and screw into the housing through pin-
ion bearing cups (Fig. 11).
(3) Install front pinion bearing and Cone-nut 6740
hand tight.
NOTE: If the PROFILE across the tooth is the same Fig. 25 GEAR DESCRIPTION
it is a 3 Axis cut gear. If the PROFILE across the 1 - TOP LAND
tooth is tapered it is a 2 Axis cut gear. 2 - PROFILE
3 - TOE
(1) Apply a thin coat of hydrated ferric oxide or equiva- 4 - HEEL
5 - ROOT
lent to the drive and coast side of the ring gear teeth.
(2) Wrap, twist and hold a shop towel around the pinion The areas on the ring gear teeth with the greatest
yoke to increase the turning resistance of the pinion. This degree of contact against the pinion teeth will
will provide a more distinct contact pattern. squeeze the compound to the areas with the least
(3) With a boxed end wrench on the ring gear bolt, amount of contact. Note and compare patterns on the
rotate the differential case one complete revolution in ring gear teeth to Gear Tooth Contact Patterns chart
both directions while a load is being applied from (Fig. 26) and (Fig. 27) and adjust pinion depth and
shop towel. gear backlash as necessary.
SPECIFICATIONS
FRONT AXLE
AXLE SPECIFICATIONS
DESCRIPTION SPECIFICATION
Axle Ratio 3.07, 3.73, 4.10, 4.56
Ring Gear Backlash 0.12-0.20 mm (0.005-0.008 in.)
Pinion Bearing Preload - Original Bearings 1.13-2.26 N·m (10-20 in. lbs.)
Pinion Bearing Preload - New Bearings 2-3.4 N·m (15-30 in. lbs.)
TORQUE SPECIFICATIONS
SPECIAL TOOLS
WRENCH C-3281
PULLER C-293-PA
ADAPTER C-293-39
3 - 30 FRONT AXLE - 181FBI TJ
FRONT AXLE - 181FBI (Continued)
INSTALLER C-3716-A
INSTALLER D-130
REMOVER D-149
HANDLE C-4171
REMOVER C-4345
TJ FRONT AXLE - 181FBI 3 - 31
FRONT AXLE - 181FBI (Continued)
INSTALLER W-162-D
ADAPTER KIT 6987B
CUP 8109
INSTALLER W-262
INSTALLATION
(1) Clean axle shaft and apply a thin film of
Mopar Wheel Bearing Grease or equivalent to the
shaft splines, seal contact surface and hub bore.
(2) Install brake rotor shield on knuckle.
(3) Install axle shaft into differential side gears.
(4) Install hub bearing and tighten bolts to 102
N·m (75 ft. lbs.).
(5) Install axle washer and nut. Tighten nut to 237
N·m (175 ft. lbs.) and install nut retainer and cotter
pin (Fig. 30).
(6) Install brake components.
INSTALLATION
(1) Remove any sealer remaining from original
seals.
(2) Install oil seals with Discs 8110 and Turn-
buckle 6797 (Fig. 33). Tighten tool until disc bottoms
in housing.
SINGLE CARDAN UNIVERSAL (3) Place a socket (receiver) with an inside diame-
ter larger than the bearing cap against the yoke and
JOINT the perimeter of the bearing cap to be removed.
(4) Place a socket (driver) with an outside diame-
REMOVAL ter smaller than the bearing cap against the opposite
bearing cap.
CAUTION: Clamp only the narrow forged portion of (5) Position yoke with the sockets in a vise (Fig.
the yoke in the vise. Failure to heed caution may 35).
result in damage.
Fig. 36 AXLE SHAFT OUTER U-JOINT (8) Remove seal with a pry tool or a slide hammer
1 - SHAFT YOKE mounted screw.
2 - BEARING CAP
3
4
-
-
SNAP RINGS
BEARING CAP
INSTALLATION
5 - SPINDLE YOKE (1) Apply a light coating of gear lubricant on the
6 - BEARING lip of pinion seal. Install seal with an appropriate
7 - BEARING CAP
8 - SNAP RINGS
installer (Fig. 38).
9 - BEARING CAP
COLLAPSIBLE SPACER
REMOVAL
(1) With vehicle in neutral, position vehicle on
hoist.
(2) Remove brake rotors and calipers.
(3) Remove propeller shaft from axle yoke.
(4) Rotate pinion gear three or four times.
(5) Record rotating torque of the pinion gear with
an inch pound torque wrench.
(6) Hold pinion yoke with Spanner Wrench 6958
and remove pinion nut and washer.
(7) Remove pinion yoke with Remover C-452 and Fig. 43 PINION SEAL INSTALLER
Flange Wrench C-3281 (Fig. 42). 1 - HANDLE
2 - INSTALLER
INSTALLATION
(1) Apply a 6.35mm (1/4 in.) bead of Mopar Sili-
cone Rubber Sealant or equivalent to the housing
cover (Fig. 47).
DIFFERENTIAL COVER
REMOVAL
(1) With vehicle in neutral, position vehicle on
hoist.
(2) Remove drain plug.
(3) Remove cover bolts.
(4) Remove cover and drain lubricant.
Fig. 47 HOUSING COVER - TYPICAL
1 - SEALANT SURFACE
2 - SEALANT
3 - SEALANT THICKESS
TJ FRONT AXLE - 181FBI 3 - 39
DIFFERENTIAL COVER (Continued)
CAUTION: If housing cover is not installed within 3
to 5 minutes, the cover must be cleaned and new
RTV applied. Failure to heed caution may result in
damage.
DIFFERENTIAL
REMOVAL
(1) Remove differential cover and fluid to drain.
(2) Remove hub bearings and axle shafts.
(3) Note the installation reference letters stamped
on the bearing caps and housing machined sealing
surface (Fig. 48).
ASSEMBLY
(1) Install differential side gears and thrust wash-
ers.
(2) Install pinion mate gears and thrust washers.
(3) Install pinion gear mate shaft. Align roll pin
holes in shaft and the differential case.
(4) Install pinion mate shaft roll pin in the differ-
ential case (Fig. 55).
(5) Install the ring gear.
INSTALLATION
NOTE: If replacement differential bearings or differ-
ential case are being installed, differential side
bearing shim requirements may change. Refer to
Adjustments (Differential Bearing Preload and Gear
Backlash) to determine the proper shim selection.
Fig. 56 SPREADER LOCATION
(1) Position Spreader W-129-B and Adapter Kit 1 - AXLE HOUSING
6987, with the tool dowel pins seated in the locating 2 - DOWEL
holes (Fig. 56). Install holddown clamps and tighten 3 - SAFETY HOLD DOWN
4 - SPREADER
turnbuckle finger-tight. 5 - TURNBUCKLE
3 - 42 FRONT AXLE - 181FBI TJ
DIFFERENTIAL (Continued)
(2) Install a Pilot Stud C-3288-B at the left side of
the differential housing. Attach Dial Indicator C-3339
to pilot stud. Load the lever adapter against the
opposite side of the housing (Fig. 57) and zero indi-
cator.
(8) Remove front pinion bearing cup, bearing, oil (10) Remove collapsible spacer from pinion shaft
slinger and pinion seal with Remover C-4345 and (Fig. 68).
Handle C-4171 (Fig. 66).
INSTALLATION
NOTE: A pinion depth shim/oil slinger is placed
between the rear pinion bearing cone and the pin-
ion head to achieve proper ring gear and pinion
mesh. If ring gear and pinion are reused, the pinion
depth shim/oil slinger should not require replace-
ment. Refer to Adjustment (Pinion Gear Depth) to
select the proper thickness shim/oil slinger if ring
and pinion gears are replaced.
(1) Apply Mopart Door Ease or equivalent lubri- Fig. 71 FRONT PINION BEARING CUP
cant to outside surface of the pinion bearing cups. 1 - INSTALLER
Install rear bearing cup with Installer D-146 and 2 - HANDLE
Driver Handle C-4171 (Fig. 70) and verify cup is
seated.
(2) Install front bearing cup with Installer D-130
and Handle C-4171 (Fig. 71) and verify cup is seated.
TJ FRONT AXLE - 181FBI 3 - 47
PINION GEAR/RING GEAR (Continued)
(3) Install front pinion bearing, and oil slinger.
(4) Apply a light coating of gear lubricant on the
lip of pinion seal and install seal with an appropriate
installer (Fig. 72).
TABLE OF CONTENTS
page page
DIAGNOSTIC CHART
Axle Shaft Noise 1. Misaligned axle tube. 1. Inspect axle tube alignment.
Correct as necessary.
2. Bent or sprung axle shaft. 2. Inspect and correct as necessary.
3. End-play in pinion bearings. 3. Refer to pinion pre-load
information and correct as
necessary.
4. Excessive gear backlash 4. Check adjustment of the ring
between the ring gear and pinion. gear and pinion backlash. Correct
as necessary.
5. Improper adjustment of pinion 5. Adjust the pinion bearings
gear bearings. pre-load.
6. Loose pinion yoke nut. 6. Tighten the pinion yoke nut.
7. Scuffed gear tooth contact 7. Inspect and replace as
surfaces. necessary.
TJ FRONT AXLE - 216FBI 3 - 51
FRONT AXLE - 216FBI (Continued)
Axle Shaft Broke 1. Misaligned axle tube. 1. Replace the broken shaft after
correcting tube mis-alignment.
Differential Cracked 1. Improper adjustment of the 1. Replace case and inspect gears
differential bearings. and bearings for further damage.
Set differential bearing pre-load
properly.
Loss Of Lubricant 1. Lubricant level too high. 1. Drain lubricant to the correct
level.
REMOVAL
(1) With vehicle in neutral, position vehicle on
hoist.
(2) Position a lift under the axle and secure to the
axle.
(3) Remove brake components.
(4) Remove vent hose from axle shaft tube.
(5) Remove propeller shaft.
(6) Remove stabilizer bar links at the axle (Fig. 1).
ADJUSTMENTS
Ring and pinion gears are supplied as matched
sets only. The identifying numbers for the ring and
pinion gear are etched into the face of each gear (Fig.
8). A plus (+) number, minus (–) number or zero (0) is
etched into the face of the pinion gear. This number
is the amount (in thousandths of an inch) the depth
varies from the standard depth setting of a pinion
etched with a (0). The standard depth provides the
best gear tooth contact pattern. Refer to Backlash
and Contact Pattern in this section for additional
information.
PINION DEPTH MEASUREMENT AND ADJUSTMENT (1) Assemble Pinion Height Block 6739, Pinion
Measurements are taken with pinion bearing cups Block 6734 and rear pinion bearing onto Screw 6741
and pinion bearings installed in the housing. Take (Fig. 10).
measurements with Pinion Gauge Set and Dial Indi- (2) Insert assembled height gauge components,
cator C-3339 (Fig. 10). rear bearing and screw into the housing through pin-
ion bearing cups (Fig. 11).
(3) Install front pinion bearing and Cone-nut 6740
hand tight.
SPECIFICATIONS
FRONT AXLE
AXLE SPECIFICATIONS
DESCRIPTION SPECIFICATION
Axle Ratio 4.10
Ring Gear Backlash 0.12-0.20 mm (0.005-0.008 in.)
Pinion Bearing Preload - Original Bearing 1-2 N·m (10-20 in. lbs.)
Pinion Bearing Preload - New Bearing 2.3-4.5 N·m (20-40 in. lbs.)
TORQUE SPECIFICATIONS
SPECIAL TOOLS
PULLER- C-293-PA
ADAPTERS C-293-39
PLUG C-293-3
3 - 64 FRONT AXLE - 216FBI TJ
FRONT AXLE - 216FBI (Continued)
INSTALLER D-146
REMOVER D-147
REMOVER C-452
INSTALLER D-156
TJ FRONT AXLE - 216FBI 3 - 65
FRONT AXLE - 216FBI (Continued)
INSTALLER W-162-D
PINION DEPTH SET 6730
AXLE SHAFTS (6) Remove axle shaft assembly (Fig. 29) from axle
REMOVAL
(1) With vehicle in neutral, position vehicle on hoist.
(2) Remove brake components.
(3) Remove cotter pin, nut retainer and axle hub nut.
(4) Remove hub bearing bolts (Fig. 28).
INSTALLATION
(1) Clean axle shaft and apply a thin film of
Mopar Wheel Bearing Grease or equivalent to the
shaft splines, seal contact surface and hub bore.
(2) Install brake rotor shield on knuckle.
(3) Install axle shaft into differential side gears.
(4) Install hub bearing and tighten bolts to 102
N·m (75 ft. lbs.).
(5) Install axle washer and nut. Tighten nut to 237
N·m (175 ft. lbs.) and install nut retainer and cotter
pin (Fig. 30).
(6) Install brake components.
INSTALLATION
(1) Remove any sealer remaining from original
seals.
(2) Install oil seals with Discs 8110 and Turn-
buckle 6797 (Fig. 33). Tighten tool until disc bottoms
in housing.
SINGLE CARDAN UNIVERSAL (5) Position yoke with the sockets in a vise (Fig.
35).
JOINT
REMOVAL
CAUTION: Clamp only the narrow forged portion of
the yoke in the vise. Failure to heed caution may
result in damage.
PINION SEAL
REMOVAL
(1) Mark the propeller shaft and pinion yoke for
installation reference. Fig. 38 PINION SEAL INSTALLER
(2) Remove propeller shaft from the yoke. 1 - HANDLE
(3) Rotate pinion gear three or four times and ver- 2 - INSTALLER
ify it rotates smoothly.
(4) Remove pinion yoke nut and washer with (2) Install yoke on the pinion gear with Installer
Remover C-452 and Flange Wrench C-3281 (Fig. 37). W-162-D and Spanner Wrench 6958 (Fig. 39).
(5) Remove pinion shaft seal with a pry tool or (3) Install a new nut on the pinion gear and
slide hammer mounted screw. tighten the nut to 217-271 N·m (160-200 in. lbs.)
(Fig. 40).
INSTALLATION (4) Installation propeller shaft with reference
(1) Apply a light coating of gear lubricant on the marks aligned.
lip of pinion seal. Install seal with an appropriate (5) Check and add gear lubricant to axle if neces-
installer (Fig. 38). sary.
3 - 70 FRONT AXLE - 216FBI TJ
PINION SEAL (Continued)
DIFFERENTIAL COVER
REMOVAL
(1) With vehicle in neutral, position vehicle on
hoist.
(2) Remove drain plug.
(3) Disconnect indicator switch harness and
remove connector from differential cover (Fig. 41).
INSTALLATION
(1) Apply a 6.35mm (1/4 in.) bead of Mopar Sili-
cone Rubber Sealant or equivalent to the housing
cover (Fig. 42).
DIFFERENTIAL - TRU-LOK
DESCRIPTION
The differential is a locking differential, that pro-
vides a positive mechanical connection between the
right and left axle when engauged. The differential
uses a dog clutch to connection the right and left
axle.
OPERATION
The Tru-lok differential is activated by the axle
lock switch located on the dash panel. When the
switch is activated, an air pump with a built-in pres-
sure regulator sends 5 PSI of air pressure to a accua-
tor diaphragm in the differential housing. The
diaphragm then engages a dog clutch and a position
switch. The dog clutch has one gear attached to the
differential case and another gear attached to a dif-
ferential side gear. When the dog clutch is engaged
the right and left wheels turn at the same speed. The
position switch lights a lamp on the dash to indicate
Fig. 42 HOUSING COVER - TYPICAL the system has been engaged. The differential works
as standard differential when not engaged.
1 - SEALANT SURFACE
2 - SEALANT
3 - SEALANT THICKESS NOTE: The differential is serviced as an assembly,
the diaphragm and indicator switch are serviced
separately. The differential case must be removed
to service the diaphragm actuator and indicator
switch.
REMOVAL
(1) Remove drain plug from the differential hous-
ing.
(2) Disconnect indicator switch harness and
remove connector from differential cover (Fig. 46).
TRU-LOK PUMPS
(1) Connect a pressure gauge to the front pump.
(2) Place transfer case in 4WD Low and automatic
Fig. 46 INDICATOR SWITCH CONNECTOR
transmission in Park (1st gear if manual transmis-
sion). 1 - CONNECTOR
2 - DIFFERENTIAL COVER
(3) Turn ignition to the ON position and push the
dash switch twice to activate the front pump. (3) Remove differential housing cover.
TJ FRONT AXLE - 216FBI 3 - 73
DIFFERENTIAL - TRU-LOK (Continued)
(4) Remove axle shafts.
(5) Remove pressure hose from actuator assembly
(Fig. 47).
Fig. 52 DIFFERENTIAL
1 - DIFFERENTIAL
2 - BEARING CAP
DISASSEMBLY
(1) Install Plug C-293-3 into the differential axle
shaft hole.
(2) Remove differential case bearings with Puller
6444, Puller Rods 6444-3 and Puller Flange 6444-1.
Position puller (Fig. 54) on the differential.
INSTALLATION
(1) Align pump with screw holes in pump bracket.
(2) Install and tighten pump mounting screws
(Fig. 66).
(3) Install pump bracket assembly on the cross-
member/skid plate and install pump bracket mount-
ing bolts (Fig. 67).
(4) Tighten pump bracket bolts to 14 N·m (125 in.
lbs.). Fig. 67 PUMP BRACKET
1 - PUMP BRACKET
2 - CROSSMEMBER/SKID PLATE
TJ FRONT AXLE - 216FBI 3 - 79
DIFFERENTIAL - TRU-LOK PUMP (Continued)
(5) Connector pump and axle harness connectors
(Fig. 68).
1 - REMOVER
2 - HANDLE
TJ FRONT AXLE - 216FBI 3 - 81
PINION GEAR/RING GEAR (Continued)
(12) Remove pinion depth shim/oil slinger from (3) Install front pinion bearing cup with Installer
pinion shaft and record thickness. D-144 and Handle C-4171 (Fig. 76).
INSTALLATION
NOTE: Pinion depth shims are placed between the
rear pinion bearing cone and pinion gear to achieve
proper ring and pinion gear mesh. If ring and pinion
gears are reused, the original pinion depth shim
can be used. Refer to Adjustments (Pinion Gear
Depth) to select the proper shim thickness if ring
and pinion gears are replaced.
TABLE OF CONTENTS
page page
REAR AXLE - 194RBI are unloaded. The side gears are loaded during vehi-
cle turns. A worn pinion shaft can also cause a snap-
ping or a knocking noise.
DIAGNOSIS AND TESTING
BEARING NOISE
GEAR NOISE
The axle shaft, differential and pinion bearings can
Axle gear noise can be caused by insufficient lubri-
all produce noise when worn or damaged. Bearing
cant, incorrect backlash, incorrect pinion depth, tooth
noise can be either a whining, or a growling sound.
contact, worn/damaged gears, or the carrier housing
Pinion bearings have a constant-pitch noise. This
not having the proper offset and squareness.
noise changes only with vehicle speed. Pinion bearing
Gear noise usually happens at a specific speed
noise will be higher pitched because it rotates at a
range. The noise can also occur during a specific type
faster rate. Drive the vehicle and load the differen-
of driving condition. These conditions are accelera-
tial. If bearing noise occurs, the rear pinion bearing
tion, deceleration, coast, or constant load.
is the source of the noise. If the bearing noise is
When road testing, first warm-up the axle fluid by
heard during a coast, the front pinion bearing is the
driving the vehicle at least 5 miles and then acceler-
source.
ate the vehicle to the speed range where the noise is
Worn or damaged differential bearings usually pro-
the greatest. Shift out-of-gear and coast through the
duce a low pitch noise. Differential bearing noise is
peak-noise range. If the noise stops or changes
similar to pinion bearing noise. The pitch of differen-
greatly:
tial bearing noise is also constant and varies only
• Check for insufficient lubricant.
with vehicle speed.
• Incorrect ring gear backlash.
Axle shaft bearings produce noise and vibration
• Gear damage.
when worn or damaged. The noise generally changes
Differential side gears and pinions can be checked
when the bearings are loaded. Road test the vehicle.
by turning the vehicle. They usually do not cause
Turn the vehicle sharply to the left and to the right.
noise during straight-ahead driving when the gears
This will load the bearings and change the noise
TJ REAR AXLE - 194RBI 3 - 85
REAR AXLE - 194RBI (Continued)
level. Where axle bearing damage is slight, the noise tion. Do not overlook engine accessories, brackets
is usually not noticeable at speeds above 30 mph. and drive belts.
DIAGNOSTIC CHART
Axle Shaft Noise 1. Misaligned axle tube. 1. Inspect axle tube alignment.
Correct as necessary.
Axle Shaft Broke 1. Misaligned axle tube. 1. Replace the broken shaft after
correcting tube mis-alignment.
Differential Cracked 1. Improper adjustment of the 1. Replace case and inspect gears
differential bearings. and bearings for further damage.
Set differential bearing pre-load
properly.
Loss Of Lubricant 1. Lubricant level too high. 1. Drain lubricant to the correct
level.
REMOVAL
(1) With vehicle in neutral, position vehicle on
hoist.
(2) Position a lift device under the axle and secure
axle to device.
(3) Remove brake components.
(4) Disconnect the vent hose from the axle shaft
tube.
(5) Remove propeller shaft.
(6) Disconnect stabilizer bar links (Fig. 1).
INSTALLATION
CAUTION: The weight of the vehicle must be sup-
Fig. 1 STABILIZER BAR ported by the springs before suspension arms and
1 - LINK track bar fasteners can be tightened. Failure to
2 - RETAINER heed caution may result in damage.
3 - STABILIZER BAR
4 - AXLE MOUNT
(1) Raise axle and align the spring centering bolts
(7) Remove shock absorbers from axle bracket (Fig. with mating holes in the axle spring perch.
2). (2) Install upper and lower control arms in the
axle brackets (Fig. 4) and loosely install the mount-
ing bolts.
ADJUSTMENTS
Fig. 7 ADJUSTMENT SHIM LOCATIONS
RING AND PINION GEAR 1 - PINION GEAR DEPTH SHIM
Ring and pinion gears are supplied as matched 2 - DIFFERENTIAL SHIM-PINION GEAR SIDE
sets only. The identifying numbers for the ring and 3 - RING GEAR
4 - DIFFERENTIAL SHIM-RING GEAR SIDE
pinion gear are etched into the face of each gear (Fig. 5 - COLLAPSIBLE SPACER
6). A plus (+) number, minus (–) number or zero (0) is
etched into the face of the pinion gear. This number ence in the depth variances. Refer to the Depth Vari-
is the amount (in thousandths of an inch) the depth ance charts.
varies from the standard depth setting of a pinion Note where Old and New Pinion Marking columns
etched with a (0). The standard depth provides the intersect. Intersecting figure represents plus or
best teeth contact pattern. Refer to Backlash and minus amount needed.
Contact Pattern Analysis Paragraph in this section Note the etched number on the face of the drive
for additional information. pinion gear (–1, –2, 0, +1, +2, etc.). The numbers rep-
Compensation for pinion depth variance is resent thousands of an inch deviation from the stan-
achieved with select shims. The shims are placed dard. If the number is negative, add that value to the
under the inner pinion bearing cone (Fig. 7). required thickness of the depth shim(s). If the num-
If a new gear set is being installed, note the depth ber is positive, subtract that value from the thickness
variance etched into both the original and replace- of the depth shim(s). If the number is 0 no change is
ment pinion gear. Add or subtract the thickness of necessary. Refer to the Pinion Gear Depth Variance
the original depth shims to compensate for the differ- Chart.
3 - 90 REAR AXLE - 194RBI TJ
REAR AXLE - 194RBI (Continued)
PINION GEAR DEPTH VARIANCE
PINION DEPTH MEASUREMENT (1) Assemble Pinion Height Block 6739, Pinion
Measurements are taken with pinion cups and pin- Block 6735 and rear pinion bearing onto Screw 6741
ion bearings installed in the housing. Take measure- (Fig. 8).
ments with a Pinion Gauge Set, Pinion Block 6735, (2) Insert assembled height gauge components,
Arbor Discs 6732 and Dial Indicator C-3339 (Fig. 8). rear bearing and screw into the housing through pin-
ion bearing cups (Fig. 9).
(3) Install front pinion bearing and Cone 6740
hand tight.
(32) Push and hold ring gear upward while not NOTE: If the PROFILE across the tooth is the same
allowing the pinion gear to rotate. it is a 3 Axis cut gear. If the PROFILE across the
(33) Zero dial indicator face to pointer. tooth is tapered it is a 2 Axis cut gear.
(34) Push and hold ring gear downward while not
allowing the pinion gear to rotate. Dial indicator
reading should be between 0.12 mm - 0.20 mm (0.005
in. - 0.008 in.). If backlash is not within specifications
transfer the necessary amount of shim thickness
from one side of the differential housing to the other
(Fig. 20).
(35) Verify differential case and ring gear runout
by measuring ring to pinion gear backlash at eight
locations around the ring gear. Readings should not
vary more than 0.05 mm (0.002 in.). If readings vary
more than specified, the ring gear or the differential
case is defective.
After the proper backlash is achieved, perform the
Gear Contact Pattern Analysis procedure.
Fig. 21 GEAR DESCRIPTION
GEAR CONTACT PATTERN
The ring gear and pinion teeth contact patterns 1 - TOP LAND
2 - PROFILE
will show if the pinion depth is correct in the hous- 3 - TOE
ing. It will also show if the ring gear backlash has 4 - HEEL
5 - ROOT
been adjusted correctly. The backlash can be adjusted
TJ REAR AXLE - 194RBI 3 - 95
REAR AXLE - 194RBI (Continued)
(1) Apply a thin coat of hydrated ferric oxide or DIFFERENTIAL BEARING PRELOAD CHECK
equivalent to the drive and coast side of the ring gear The final check on the differential assembly before
teeth. installing the axles is torque to rotate pinion and dif-
(2) Wrap, twist, and hold a shop towel around the ferential combined. This will verify the correct differ-
pinion yoke to increase the turning resistance of the ential bearing preload.
pinion. This will provide a more distinct contact pat- Torque to rotate the differential and pinion should
tern. be the torque to rotate the pinion plus 0.79-1.24 N·m
(3) With a boxed end wrench on a ring gear bolt, (7-11 in. lbs.).
rotate the differential case one complete revolution in
both directions while a load is being applied from
shop towel.
The areas on the ring gear teeth with the greatest
degree of contact against the pinion teeth will
squeeze the compound to the areas with the least
amount of contact. Note and compare patterns on the
ring gear teeth to Gear Tooth Contact Patterns
charts (Fig. 22) and (Fig. 23) and adjust pinion depth
and gear backlash as necessary.
DESCRIPTION SPECIFICATION
Axle Ratio 3.07, 3.73, 4.10, 4.56
Ring Gear Backlash 0.12-0.20 mm (0.005-0.008 in.)
Pinion Bearing Preload - Original Bearings 1-2 N·m (10-20 in. lbs.)
Pinion Bearing Preload - New Bearings 2-4 N·m (20-35 in. lbs.)
TORQUE SPECIFICATIONS
SPECIAL TOOLS
WRENCH C-3281
PULLER C-293-PA
ADAPTER C-293-40
HANDLE C-4171
PULLER C-452
3 - 98 REAR AXLE - 194RBI TJ
REAR AXLE - 194RBI (Continued)
INSTALLER D-130
SPREADER W-129-B
INSTALLER D-146
INSTALLER W-262
REMOVER D-149
INSTALLER 6436
INSTALLER 6437
TJ REAR AXLE - 194RBI 3 - 99
REAR AXLE - 194RBI (Continued)
CUP 8109
INSTALLATION
(1) Wipe the axle shaft tube bore clean.
(2) Install new axle shaft seal with Installer 6437
and Handle C-4171 (Fig. 26).
Fig. 24 MATE SHAFT LOCK SCREW
1 - LOCK SCREW
2 - PINION GEAR MATE SHAFT
AXLE BEARINGS
REMOVAL
(1) Remove axle shaft.
(2) Remove axle shaft seal from axle shaft tube
with a small pry bar.
(3) Remove axle shaft bearing from the axle tube
with Bearing Removal Tool Set 6310 and Adapter
Foot 6310-5 (Fig. 27).
PINION SEAL
REMOVAL
(1) With vehicle in neutral, position vehicle on hoist.
(2) Remove brake drums.
(3) Remove propeller shaft from the yoke.
(4) Rotate pinion gear three or four times.
(5) Record torque necessary to rotate the pinion
gear with an inch pound dial-type torque wrench.
(6) Hold the yoke with Wrench 6958 and remove
pinion nut and washer.
Fig. 27 AXLE SHAFT BEARING TOOLS (7) Remove pinion yoke with Remover C-452 and
1 - AXLE SHAFT TUBE Wrench C-3281 (Fig. 29).
2 - NUT
3 - GUIDE PLATE
4 - GUIDE
5 - THREADED ROD
6 - ADAPTER
7 - FOOT
INSTALLATION
(1) Wipe axle shaft tube bore clean.
(2) Install axle shaft bearing with Installer 6436
and Handle C-4171.
INSTALLATION
(1) Install a new collapsible preload spacer on pin-
Fig. 33 YOKE HOLDER ion shaft.
1 - PINION YOKE (2) Install pinion front bearing.
2 - SPANNER WRENCH (3) Apply a light coating of gear lubricant on the
3 - PIPE
lip of pinion seal and install seal with an appropriate
(7) Install propeller shaft. installer (Fig. 35).
(8) Install the brake drums.
COLLAPSIBLE SPACER
REMOVAL
(1) With vehicle in neutral, position vehicle on
hoist.
(2) Remove rear brake drums.
(3) Remove propeller shaft.
(4) Rotate pinion gear three or four times.
(5) Record torque to rotate the pinion gear with an
inch pound dial-type torque wrench.
(6) Hold pinion yoke with Spanner Wrench 6958 Fig. 35 PINION SEAL INSTALLER
and remove pinion nut and washer. 1 - HANDLE
2 - INSTALLER
(7) Remove pinion yoke with Remover C-452 and
Flange Wrench C-3281 (Fig. 34).
(8) Remove pinion shaft seal with a pry tool or a
slide hammer mounted screw.
3 - 104 REAR AXLE - 194RBI TJ
COLLAPSIBLE SPACER (Continued)
(4) Install yoke with Screw 8112, Cup 8109 and
Spanner Wrench 6958 (Fig. 36).
(7) Check rotating torque with an inch pound Fig. 38 PINION ROTATING TORQUE
torque wrench (Fig. 38). The rotating torque of the
1 - TORQUE WRENCH
pinion should be, the reading recorded during 2 - PINION YOKE
removal plus an additional 0.56 N·m (5 in. lbs.).
(8) Install propeller shaft.
(9) Install rear brake drums.
TJ REAR AXLE - 194RBI 3 - 105
INSTALLATION
(1) Apply a 6.35mm (1/4 in.) bead of Mopar Sili-
cone Rubber Sealant or equivalent to the housing
cover (Fig. 39).
DISASSEMBLY
(1) Remove pinion shaft.
(2) Rotate differential side gears and remove dif-
ferential pinions and thrust washers (Fig. 45).
(3) Remove differential side gears and thrust
washers.
ASSEMBLY
(1) Lubricate all differential components with
hypoid gear lubricant.
(2) Install differential side gears and thrust wash-
ers.
(3) Install differential pinion gears and thrust
washers.
(4) Install the pinion mate shaft.
(5) Align hole in the pinion mate shaft with the
hole in the differential case and install pinion mate
shaft lock screw finger tight.
Fig. 43 SPREAD DIFFERENTIAL HOUSING
1 - DIAL INDICATOR
2 - SPREADER
TJ REAR AXLE - 194RBI 3 - 107
DIFFERENTIAL (Continued)
DIFFERENTIAL - TRAC-LOK
DESCRIPTION
The Trac-Lokt differential has a one-piece differen-
tial case, and similar internal components as a stan-
dard differential, plus two clutch disc packs.
Differential bearing preload and ring gear backlash
are adjusted with shims located between the differ-
ential case bearing cups and housing. Pinion bearing
preload is set and maintained by the use of a collaps-
ible spacer.
OPERATION
This differentials clutches are engaged by two con-
current forces. The first being the preload force
exerted through Belleville spring washers within the
clutch packs. The second is the separating forces gen-
erated by the side gears as torque is applied through
the ring gear (Fig. 48).
This design provides the differential action needed
for turning corners and for driving straight ahead
during periods of unequal traction. When one wheel
looses traction, the clutch packs transfer additional
torque to the wheel having the most traction. This
differential resist wheel spin on bumpy roads and
provide more pulling power when one wheel looses
traction. Pulling power is provided continuously until
both wheels loose traction. If both wheels slip due to Fig. 48 TRAC-LOK LIMITED SLIP DIFFERENTIAL
unequal traction, Trac-lokt operation is normal. In
1 - CASE
extreme cases of differences of traction, the wheel 2 - RING GEAR
with the least traction may spin. 3 - DRIVE PINION
4 - PINION GEAR
5 - MATE SHAFT
DIAGNOSIS AND TESTING 6 - CLUTCH PACK
The most common problem is a chatter noise when 7 - SIDE GEAR
turning corners. Before removing the unit for repair, 8 - CLUTCH PACK
drain, flush and refill the axle with the specified
sure brakes are not dragging during this measure-
lubricant. A container of Mopar Trac-lokt Lubricant
ment.
(friction modifier) should be added after repair ser-
(1) Place blocks in front and rear of both front
vice or during a lubricant change.
wheels.
After changing the lubricant, drive the vehicle and
(2) Raise one rear wheel until it is completely off
make 10 to 12 slow, figure-eight turns. This maneu-
the ground.
ver will pump lubricant through the clutches. This
(3) Engine off, transmission in neutral, and park-
will correct the condition in most instances. If chatter
ing brake off.
persists, clutch damage could have occurred.
(4) Remove wheel and bolt Special Tool 6790 or
equivalent tool to studs.
DIFFERENTIAL TEST
The differential can be tested without removing the
differential case by measuring rotating torque. Make
TJ REAR AXLE - 194RBI 3 - 109
DIFFERENTIAL - TRAC-LOK (Continued)
(5) Use torque wrench on special tool to rotate (2) Remove pinion gear mate shaft lock screw.
wheel and read rotating torque (Fig. 49). (3) Remove pinion gear mate shaft.
(4) Lubricate and install disc without threaded
hole from Trac-Lokt Tool Kit 6960 into lower side
gear (Fig. 51).
DISASSEMBLY
(1) Clamp Holding Fixture 6965 in vise and set
differential case on fixture (Fig. 50).
DIFFERENTIAL CASE
BEARINGS
REMOVAL
(1) Remove differential from housing.
(2) Remove bearings from differential case with
Puller/Press C-293-PA , Adapters C-293-39 and Plug
SP-3289 (Fig. 60).
INSTALLATION (4) Drive ring gear off the differential case with a
(1) Install differential side bearings with Installer dead-blow hammer (Fig. 62).
C-3716-A with Handle C-4171 (Fig. 61).
(8) Remove pinion shaft seal with a pry tool or a (12) Remove collapsible preload spacer (Fig. 67).
slide hammer mounted screw.
(9) Remove oil slinger, if equipped, and front pin-
ion bearing.
(10) Remove front pinion bearing cup with
Remover C-4345 and Handle C-4171 (Fig. 65).
INSTALLATION
NOTE: A pinion depth shim/oil slinger is placed
between the rear pinion bearing cone and the pin-
ion head to achieve proper ring gear and pinion
mesh. If ring gear and pinion are reused, the pinion
depth shim/oil slinger should not require replace-
ment. Refer to Adjustment (Pinion Gear Depth) to
select the proper thickness shim/oil slinger if ring
and pinion gears are replaced.
Fig. 70 FRONT PINION BEARING CUP
(1) Apply Mopar Door Ease or equivalent lubricant 1 - INSTALLER
to outside surface of bearing cups. 2 - HANDLE
(2) Install pinion rear bearing cup with Installer
D-146 and Driver Handle C-4171 (Fig. 69) and verify
cup is seated.
(3) Install pinion front bearing cup with Installer
D-130 and Handle C-4171 (Fig. 70) and verify cup is
seated.
(4) Install pinion front bearing and shim.
3 - 116 REAR AXLE - 194RBI TJ
PINION GEAR/RING GEAR (Continued)
(5) Apply a light coating of gear lubricant on the
lip of pinion seal and install seal with an appropriate
installer (Fig. 71).
(8) Install a new collapsible preload spacer on pin- Fig. 74 PINION YOKE INSTALLER
ion shaft and install pinion gear in the housing (Fig. 1 - INSTALLER
73). 2 - PINION YOKE
(9) Install yoke with Installer Screw 8112, Cup 3 - SPANNER WRENCH
8109 and Wrench 6958 (Fig. 74).
TJ REAR AXLE - 194RBI 3 - 117
PINION GEAR/RING GEAR (Continued)
(10) Install yoke washer and a new nut on the
pinion gear and tighten the pinion nut until there is
zero bearing end-play.
(11) Tighten the nut to 271 N·m (200 ft. lbs.).
CAUTION: Never loosen pinion gear nut to decrease
pinion gear bearing rotating torque and never
exceed specified preload torque. Failure to heed
caution may result in damage.
(12) Using Spanner Wrench 6958 and a torque
wrench set at 475 N·m (350 ft. lbs.), (Fig. 75) slowly
tighten the nut in 6.8 N·m (5 ft. lbs.) increments
until the rotating torque is achieved. Measure the
rotating torque frequently to avoid over crushing the
collapsible spacer (Fig. 76).
TABLE OF CONTENTS
page page
REAR AXLE - 216RBI Differential side gears and pinions can be checked
by turning the vehicle. They usually do not cause
noise during straight-ahead driving when the gears
DIAGNOSIS AND TESTING
are unloaded. The side gears are loaded during vehi-
cle turns. A worn pinion shaft can also cause a snap-
GEAR NOISE
ping or a knocking noise.
Axle gear noise can be caused by insufficient lubri-
cant, incorrect backlash, incorrect pinion depth, tooth
BEARING NOISE
contact, worn/damaged gears, or the carrier housing
The axle shaft, differential and pinion bearings can
not having the proper offset and squareness.
all produce noise when worn or damaged. Bearing
Gear noise usually happens at a specific speed
noise can be either a whining, or a growling sound.
range. The noise can also occur during a specific type
Pinion bearings have a constant-pitch noise. This
of driving condition. These conditions are accelera-
noise changes only with vehicle speed. Pinion bearing
tion, deceleration, coast, or constant load.
noise will be higher pitched because it rotates at a
When road testing, first warm-up the axle fluid by
faster rate. Drive the vehicle and load the differen-
driving the vehicle at least 5 miles and then acceler-
tial. If bearing noise occurs, the rear pinion bearing
ate the vehicle to the speed range where the noise is
is the source of the noise. If the bearing noise is
the greatest. Shift out-of-gear and coast through the
heard during a coast, the front pinion bearing is the
peak-noise range. If the noise stops or changes
source.
greatly:
Worn or damaged differential bearings usually pro-
• Check for insufficient lubricant.
duce a low pitch noise. Differential bearing noise is
• Incorrect ring gear backlash.
similar to pinion bearing noise. The pitch of differen-
• Gear damage.
tial bearing noise is also constant and varies only
with vehicle speed.
TJ REAR AXLE - 216RBI 3 - 119
REAR AXLE - 216RBI (Continued)
Axle shaft bearings produce noise and vibration can contribute to what appears to be a rearend vibra-
when worn or damaged. The noise generally changes tion. Do not overlook engine accessories, brackets
when the bearings are loaded. Road test the vehicle. and drive belts.
Turn the vehicle sharply to the left and to the right.
This will load the bearings and change the noise NOTE: All driveline components should be exam-
level. Where axle bearing damage is slight, the noise ined before starting any repair.
is usually not noticeable at speeds above 30 mph.
DIAGNOSTIC CHART
Axle Shaft Noise 1. Misaligned axle tube. 1. Inspect axle tube alignment.
Correct as necessary.
Axle Shaft Broke 1. Misaligned axle tube. 1. Replace the broken shaft after
correcting tube mis-alignment.
2 Vehicle overloaded. 2. Replace broken shaft and avoid
excessive weight on vehicle.
3. Erratic clutch operation. 3. Replace broken shaft and avoid
or correct erratic clutch operation.
4. Grabbing clutch. 4. Replace broken shaft and inspect
and repair clutch as necessary.
3 - 120 REAR AXLE - 216RBI TJ
REAR AXLE - 216RBI (Continued)
Differential Cracked 1. Improper adjustment of the 1. Replace case and inspect gears
differential bearings. and bearings for further damage.
Set differential bearing pre-load
properly.
Loss Of Lubricant 1. Lubricant level too high. 1. Drain lubricant to the correct
level.
REMOVAL
(1) With vehicle in neutral, position vehicle on
hoist.
(2) Position a suitable lifting device under the
axle.
(3) Secure axle to device.
(4) Remove brake components.
(5) Remove brake hose at the axle junction block.
(6) Remove vent hose from axle tube.
(7) If equipped with Locker differential disconnect
pressure hose from differential housing and locker
indicator connector (Fig. 1).
INSTALLATION
CAUTION: The weight of the vehicle must be sup-
ported by the springs before suspension arms and
Fig. 1 INDICATOR SWITCH CONNECTOR track bar fasteners can be tightened. Failure to
1 - CONNECTOR heed caution may result in damage.
2 - DIFFERENTIAL COVER
(1) Raise axle with lifting device and align coil
(8) Remove propeller shaft. springs.
(9) Remove stabilizer bar links from axle. (2) Position upper and lower suspension arms on
(10) Remove shock absorbers from axle (Fig. 2). the axle brackets. Install nuts and bolts, do not
tighten bolts at this time.
(3) Install track bar and attachment bolts, do not
tighten bolts at this time.
(4) Install shock absorbers and tighten nuts to
torque specification.
(5) Install stabilizer bar links and tighten nuts to
torque specification.
(6) Install the wheel speed sensors, if necessary.
(7) Install brake components.
(8) Install brake hose to the axle junction block
and bleed brakes.
(9) Install axle vent hose.
(10) If equipped with Locker differential connect
pressure hose and Locker indicator swith.
(11) Install propeller shaft.
(12) Remove lifting device from axle and lower the
Fig. 2 SHOCK ABSORBER vehicle.
1 - AXLE BRACKET (13) Tighten upper and lower control arms nuts to
2 - SHOCK torque specification (Fig. 4).
(14) Tighten track bar bolts to torque specification.
(11) Remove track bar from axle (Fig. 3).
TJ REAR AXLE - 216RBI 3 - 123
REAR AXLE - 216RBI (Continued)
Fig. 4 UPPER AND LOWER SUSPENSION ARMS Fig. 5 PINION GEAR ID NUMBERS
1 - UPPER SUSPENSION ARM 1 - PRODUCTION NUMBERS
2 - REAR AXLE 2 - DRIVE PINION GEAR DEPTH VARIANCE
3 - LOWER SUSPENSION ARM 3 - GEARS MATCHING NUMBER
PINION DEPTH MEASUREMENT AND ADJUSTMENT (1) Assemble Pinion Height Block 6739, Pinion
Measurements are taken with pinion cups and pin- Block 6734 and rear pinion bearing onto Screw 6741
ion bearings installed in housing. Take measure- (Fig. 6).
ments with Pinion Gauge Set 6730 and Dial (2) Insert assembled height gauge components,
Indicator C-3339 (Fig. 6). rear bearing and screw into axle housing through
pinion bearing cups (Fig. 7).
(3) Install front pinion bearing and Cone 6740
hand tight.
SPECIFICATIONS
REAR AXLE
AXLE SPECIFICATIONS
DESCRIPTION SPECIFICATION
Axle Ratio 3.07, 3.73, 4.10
Ring Gear Backlash 0.12-0.20 mm (0.005-0.008 in.)
Pinion Bearing Preload - Original Bearings 1-2 N·m (10-20 in. lbs.)
Pinion Bearing Preload - New Bearings 2-4.5 N·m (20-40 in. lbs.)
TORQUE SPECIFICATIONS
SPECIAL TOOLS
ADAPTERS C-293-39
PULLER C-293-PA
ADAPTERS C-293-18
REMOVER D-147
HANDLE C-4171
REMOVER D-148
INSTALLER D-156
PULLER C-452
SPREADER W-129-B
JAWS 6447
INSTALLER W-162-D
INSTALLER W-262
PULLER 6790
SPLITTER 1130
SPANNER WRENCH 6958
PULLER 6444
FIXTURE 6963
3 - 134 REAR AXLE - 216RBI TJ
REAR AXLE - 216RBI (Continued)
(1) Install axle into axle tube with the flat area of
the retainer plate upward (Fig. 26).
INSTALLER 7913-A
CUP 8109
AXLE SHAFTS
REMOVAL
(1) With vehicle in neutral, position vehicle on Fig. 26 AXLE SHAFT
hoist. 1 - RETAINER RING
(2) Remove brake caliper and rotor. 2 - AXLE BEARING
3 - AXLE SEAL
(3) Remove axle retainer plate nuts through access
hole in axle flange (Fig. 25).
(2) Install new axle retaining bolts.
(4) Pull axle shaft from the axle. If axle will not
(3) Install new retaining nuts and tighten to 61
come out use Slide Hammer 7420 and Adapter 6790.
N·m (45 ft. lbs.).
(4) Install brake rotor and caliper.
TJ REAR AXLE - 216RBI 3 - 135
AXLE BEARINGS
REMOVAL
(1) Remove axle shaft from vehicle.
INSTALLATION
(1) Verify axle shaft retaining plate is flat with a
straight edge.
PINION SEAL
REMOVAL
(1) With vehicle in neutral, position vehicle on
hoist. Fig. 32 PRESS RETAINING RING ON AXLE
(2) Remove brake drums/calipers. 1 - PRESS RAM
(3) Remove propeller shaft. 2 - UNIT BEARING
(4) Rotate pinion gear three or four times and ver- 3 - INSTALLER
4 - METAL RETAINING RING
ify that pinion rotates smoothly. 5 - AXLE
TJ REAR AXLE - 216RBI 3 - 137
PINION SEAL (Continued)
(5) Using Spanner Wrench 6958 to hold the pinion
yoke, remove the pinion nut and washer.
(6) Remove pinion yoke with Remover C-452 and
Flange Wrench C-3281 (Fig. 33).
DIFFERENTIAL COVER
REMOVAL
(1) With vehicle in neutral, position vehicle on
hoist.
(2) Remove drain plug.
(3) If equipped with Tru-Lok, disconnect indicator
switch harness and remove connector from differen-
tial cover (Fig. 37).
INSTALLATION
(1) Apply a 6.35mm (1/4 in.) bead of Mopar Sili-
cone Rubber Sealant or equivalent to the housing
cover (Fig. 38).
(2) Install cover, identification tag and indicator Fig. 39 INDICATOR SWITCH CONNECTOR
switch connector if equipped with Tru-Lok (Fig. 39). 1 - CONNECTOR
Tighten cover bolts in a criss-cross pattern to 41 N·m 2 - DIFFERENTIAL COVER
(30 ft. lbs.).
(3) Connect indicator switch harness if equipped
with Tru-Lok.
(4) Fill differential to specifications.
(5) Install fill plug and tighten to 34 N·m (25 ft.
lbs.).
TJ REAR AXLE - 216RBI 3 - 139
DIFFERENTIAL
REMOVAL
(1) Remove differential housing cover and drain
fluid.
(2) Remove axle shafts.
(3) Note the reference letters stamped on the bear-
ing caps and housing machined sealing surface (Fig.
40).
INSTALLATION
NOTE: If replacement differential bearings or differ-
ential case are being installed, differential side
bearing shim requirements may change. Refer
Adjustments (Differential Bearing Preload and Gear
Backlash) to determine the proper shim selection.
DIFFERENTIAL -TRAC-LOK
DESCRIPTION
The Trac-Lokt differential has a one-piece differen-
tial case, and similar internal components as a stan-
dard differential, plus two clutch disc packs.
Differential bearing preload and ring gear backlash
are adjusted with shims located between the differ-
Fig. 46 SPREADER LOCATION ential case bearing cups and housing. Pinion bearing
1 - DIFFERENTIAL HOUSING preload is set and maintained by the use of a collaps-
2 - DOWEL ible spacer.
3 - SAFETY HOLD DOWN
4 - SPREADER
5 - TURNBUCKLE OPERATION
This differentials clutches are engaged by two con-
(2) Install Pilot Stud C-3288-B at the left side of current forces. The first being the preload force
the differential housing. Attach Dial Indicator C-3339 exerted through Belleville spring washers within the
to pilot stud. Load indicator plunger against the clutch packs. The second is the separating forces gen-
opposite side of the housing and zero the indicator. erated by the side gears as torque is applied through
(3) Spread housing while measuring the distance the ring gear (Fig. 48).
with the dial indicator. This design provides the differential action needed
for turning corners and for driving straight ahead
CAUTION: Never spread over 0.38 mm (0.015 in).
during periods of unequal traction. When one wheel
Failure to heed caution may result in damage.
looses traction, the clutch packs transfer additional
(4) Remove dial indicator. torque to the wheel having the most traction. This
(5) Install differential case in the housing. Tap dif- differential resist wheel spin on bumpy roads and
ferential case to seat bearings cups in the housing. provide more pulling power when one wheel looses
(6) Install bearing caps in their original locations traction. Pulling power is provided continuously until
(Fig. 47). both wheels loose traction. If both wheels slip due to
(7) Loosely install differential bearing cap bolts. unequal traction, Trac-lokt operation is normal. In
(8) Remove axle housing spreader. extreme cases of differences of traction, the wheel
with the least traction may spin.
3 - 142 REAR AXLE - 216RBI TJ
DIFFERENTIAL -TRAC-LOK (Continued)
(2) Raise one rear wheel until it is completely off
the ground.
(3) Engine off, transmission in neutral, and park-
ing brake off.
(4) Remove wheel and bolt Special Tool 6790 or
equivalent tool to studs.
(5) Use torque wrench on special tool to rotate
wheel and read rotating torque (Fig. 49).
Fig. 48 TRAC-LOK LIMITED SLIP DIFFERENTIAL (6) If rotating torque is less than 41 N·m (56 ft.
1 - CASE lbs.) or more than 271 N·m (200 ft. lbs.) on either
2 - RING GEAR wheel the unit should be serviced.
3 - DRIVE PINION
4 - PINION GEAR
5 - MATE SHAFT DISASSEMBLY
6 - CLUTCH PACK (1) Clamp side gear Fixture 6965 in a vise and set
7 - SIDE GEAR
8 - CLUTCH PACK differential case on the fixture (Fig. 50).
ASSEMBLY
NOTE: New Plates and discs with fiber coating (no
grooves or lines) must be presoaked in Friction
Modifier before assembly. Soak plates and discs for
a minimum of 20 minutes.
(7) Loosen differential bearing cap bolts. Fig. 66 DIAL INDICATOR LOCATION
(8) Position Spreader W-129-B with Adapter Kit 1 - DIAL INDICATOR
6987B on differential locating holes (Fig. 65). Install 2 - PILOT STUD
hold-down clamps and tighten the turnbuckle finger-
tight. CAUTION: Never spread the housing over 0.38 mm
(0.015 in). Failure to heed caution may result in
damage.
Fig. 73 ACTUATOR
1 - ACTUATOR
2 - PRESSURE PLATE
TJ REAR AXLE - 216RBI 3 - 151
DIFFERENTIAL - TRU-LOK (Continued)
ASSEMBLY
(1) Verify pressure plate tabs are seated (Fig. 74)
in the dog clutch slots.
INSTALLATION
NOTE: If replacement differential bearings or differ-
ential case are being installed, differential side
bearing shim requirements may change. Refer
Adjustments (Differential Bearing Preload and Gear
Backlash) to determine the proper shim selection.
DIFFERENTIAL - TRU-LOK
PUMP
REMOVAL
(1) Disconnect pumps and axle harness connectors
(Fig. 79).
(6) Install pressure hoses on the pumps. Fig. 85 DIFFERENTIAL CASE BEARING
(7) Verify pump operation. 1 - ADAPTERS
2 - BEARING
3 - DIFFERENTIAL
4 - PLUG
DIFFERENTIAL CASE 5 - PULLER
BEARINGS
REMOVAL
(1) Remove differential case from axle housing.
(2) Remove bearings from the differential case
with Puller/Press C-293-PA, Adapters C-293-18 and
Plug SP-3289 (Fig. 85).
INSTALLATION
NOTE: If replacement differential side bearings or
differential case are being installed, differential side
bearing shim requirements may change. Refer to
Adjustments for (Differential Bearing Preload and
Gear Backlash) procedures.
INSTALLATION
NOTE: Pinion depth shims are placed between the
rear pinion bearing and pinion gear head to achieve
proper ring and pinion gear mesh. If the ring and
pinion gears are reused, the original pinion depth
shim can be used. Refer to Adjustments (Pinion
Gear Depth) to select the proper shim thickness.
BRAKES
TABLE OF CONTENTS
page page
BRAKES - BASE
TABLE OF CONTENTS
page page
DESCRIPTION - SERVICE WARNINGS & 661 or Dow 111 silicone grease on caliper slide pins
to ensure proper operation.
CAUTIONS
WARNING: DUST AND DIRT ACCUMULATING ON DIAGNOSIS AND TESTING - BASE BRAKE
BRAKE PARTS DURING NORMAL USE MAY CON- SYSTEM
TAIN ASBESTOS FIBERS FROM PRODUCTION OR Base brake components consist of the brake shoes,
AFTERMARKET LININGS. BREATHING EXCESSIVE calipers, wheel cylinders, brake drums, rotors, brake
CONCENTRATIONS OF ASBESTOS FIBERS CAN lines, master cylinder, booster, and parking brake
CAUSE SERIOUS BODILY HARM. EXERCISE CARE components.
WHEN SERVICING BRAKE PARTS. DO NOT CLEAN Brake diagnosis involves determining if the prob-
BRAKE PARTS WITH COMPRESSED AIR OR BY lem is related to a mechanical, hydraulic, or vacuum
DRY BRUSHING. USE A VACUUM CLEANER SPE- operated component.
CIFICALLY DESIGNED FOR THE REMOVAL OF The first diagnosis step is the preliminary check.
ASBESTOS FIBERS FROM BRAKE COMPONENTS.
IF A SUITABLE VACUUM CLEANER IS NOT AVAIL- PRELIMINARY BRAKE CHECK
ABLE, CLEANING SHOULD BE DONE WITH A (1) Check condition of tires and wheels. Damaged
WATER DAMPENED CLOTH. DO NOT SAND, OR wheels and worn, damaged, or underinflated tires
GRIND BRAKE LINING UNLESS EQUIPMENT USED can cause pull, shudder, vibration, and a condition
IS DESIGNED TO CONTAIN THE DUST RESIDUE. similar to grab.
DISPOSE OF ALL RESIDUE CONTAINING ASBES- (2) If complaint was based on noise when braking,
TOS FIBERS IN SEALED BAGS OR CONTAINERS check suspension components. Jounce front and rear
TO MINIMIZE EXPOSURE TO YOURSELF AND OTH- of vehicle and listen for noise that might be caused
ERS. FOLLOW PRACTICES PRESCRIBED BY THE by loose, worn or damaged suspension or steering
OCCUPATIONAL SAFETY AND HEALTH ADMINIS- components.
TRATION AND THE ENVIRONMENTAL PROTECTION (3) Inspect brake fluid level and condition. Note
AGENCY FOR THE HANDLING, PROCESSING, AND that the front disc brake reservoir fluid level will
DISPOSITION OF DUST OR DEBRIS THAT MAY decrease in proportion to normal lining wear. Also
CONTAIN ASBESTOS FIBERS. note that brake fluid tends to darken over time.
This is normal and should not be mistaken for
contamination.
CAUTION: Never use gasoline, kerosene, alcohol, (a) If fluid level is abnormally low, look for evi-
motor oil, transmission fluid, or any fluid containing dence of leaks at calipers, wheel cylinders, brake
mineral oil to clean the system components. These lines, and master cylinder.
fluids damage rubber cups and seals. Use only (b) If fluid appears contaminated, drain out a
fresh brake fluid or Mopar brake cleaner to clean or sample. System will have to be flushed if fluid is
flush brake system components. These are the only separated into layers, or contains a substance
cleaning materials recommended. If system contam- other than brake fluid. The system seals and cups
ination is suspected, check the fluid for dirt, discol- will also have to be replaced after flushing. Use
oration, or separation into distinct layers. Also clean brake fluid to flush the system.
check the reservoir cap seal for distortion. Drain (4) Check parking brake operation. Verify free
and flush the system with new brake fluid if con- movement and full release of cables and pedal. Also
tamination is suspected. note if vehicle was being operated with parking
brake partially applied.
CAUTION: Use Mopar brake fluid, or an equivalent (5) Check brake pedal operation. Verify that pedal
quality fluid meeting SAE/DOT standards J1703 and does not bind and has adequate free play. If pedal
DOT 3. Brake fluid must be clean and free of con- lacks free play, check pedal and power booster for
taminants. Use fresh fluid from sealed containers being loose or for bind condition. Do not road test
only to ensure proper antilock component opera- until condition is corrected.
tion. (6) If components checked appear OK, road test
the vehicle.
SPECIFICATIONS
BRAKE COMPONENTS
SPECIFICATIONS
DESCRIPTION SPECIFICATION
Disc Brake Caliper Sliding
Type
Disc Brake Rotor Ventilated
Type
Front
Disc Brake Rotor Solid
Type
Rear
Disc Brake Rotor 279.4 x 23.876 mm (11 x
Diameter 0.94 in.)
Front
Disc Brake Rotor 285 x 12 mm (11 x 0.472
Fig. 1 Bleed Hose Setup Diameter in.)
1 - BLEED HOSE Rear
2 - FLUID CONTAINER PARTIALLY FILLED WITH FLUID Disc Brake Rotor Max. Runout
Ventilated 0.12 mm (0.005 in.)
Follow the manufacturers instructions carefully
Front
when using pressure equipment. Do not exceed the
tank manufacturers pressure recommendations. Gen- Disc Brake Rotor Max. Runout
erally, a tank pressure of 15-20 psi is sufficient for Solid 0.102 mm (0.004 in)
bleeding. Rear
Fill the bleeder tank with recommended fluid and Disc Brake Rotor Max. Thickness Variation
purge air from the tank lines before bleeding. Ventilated 0.013 mm (0.0005 in.)
Do not pressure bleed without a proper master cyl- Front
inder adapter. The wrong adapter can lead to leak- Disc Brake Rotor Max Thickness Variation
age, or drawing air back into the system. Use Solid 0.018 mm (0.0007 in)
adapter provided with the equipment or Adapter Rear
6921.
Disc Brake Rotor Min. Thickness
Ventilated 22.7 mm (0.8937 in.)
Front
Disc Brake Rotor Min. Thickness
Solid 11.00 mm (0.433 in.)
Rear
Brake Drum 228.6 x 63.5 mm (9 x 2.5
Diameter in.)
Brake Booster Tandem Diaphragm
Type
TJ BRAKES - BASE 5-7
BRAKES - BASE (Continued)
TORQUE CHART
TORQUE SPECIFICATIONS
STANDARD PROCEDURE
STANDARD PROCEDURE - BRAKE TUBE
FLARING
Adaptor Cap Pressure Bleeder 6921 A preformed metal brake tube is recommended and
BRAKE LINES preferred for all repairs. However, double-wall steel
tube can be used for emergency repair when factory
replacement parts are not readily available.
DESCRIPTION Special bending tools are needed to avoid kinking
Flexible rubber hose is used at both front brakes or twisting of metal brake tubes. Special flaring tools
and at the rear axle junction block. Double walled are needed to make a double inverted flare or ISO
steel tubing is used to connect the master cylinder to flare (Fig. 2).
the major hydraulic braking components and then to
the flexible rubber hoses. Double inverted style and
STANDARD PROCEDURE - DOUBLE INVERTED
ISO style flares are used on the brake lines.
FLARING
OPERATION A preformed metal brake tube is recommended and
The hoses and lines transmit the brake fluid preferred for all repairs. However, double-wall steel
hydraulic pressure to the calipers and or wheel cyl- tube can be used for emergency repair when factory
inders. replacement parts are not readily available.
(1) Cut off damaged tube with Tubing Cutter.
(2) Ream cut edges of tubing to ensure proper
flare.
TJ BRAKES - BASE 5-9
BRAKE LINES (Continued)
DISC BRAKE CALIPERS Application and release of the brake pedal gener-
ates only a very slight movement of the caliper and
piston. Upon release of the pedal, the caliper and pis-
DESCRIPTION
ton return to a rest position. The brake shoes do not
The calipers are a single piston type. The calipers
retract an appreciable distance from the rotor. In
are free to slide laterally, this allows continuous com-
fact, clearance is usually at, or close to zero. The rea-
pensation for lining wear.
sons for this are to keep road debris from getting
between the rotor and lining and in wiping the rotor
OPERATION surface clear each revolution.
When the brakes are applied fluid pressure is
The caliper piston seal controls the amount of pis-
exerted against the caliper piston. The fluid pressure
ton extension needed to compensate for normal lining
is exerted equally and in all directions. This means
wear.
pressure exerted against the caliper piston and
During brake application, the seal is deflected out-
within the caliper bore will be equal (Fig. 5).
ward by fluid pressure and piston movement (Fig. 6).
When the brakes (and fluid pressure) are released,
the seal relaxes and retracts the piston.
The amount of piston retraction is determined by
the amount of seal deflection. Generally the amount
is just enough to maintain contact between the pis-
ton and inboard brake shoe.
REMOVAL - REAR
(1) Install prop rod on the brake pedal to keep
pressure on the brake system.
(2) Raise and support vehicle.
Fig. 8 Brake Hose And Bolt
(3) Remove the wheel and tire assembly.
1 - FITTING WASHERS
2 - CALIPERS
(4) Remove the brake hose banjo bolt if replacing
caliper.
(6) Remove caliper mounting bolts (Fig. 9). (5) Remove the caliper mounting slide pin bolts
(7) Tilt top of caliper outward with pry tool if nec- (Fig. 11).
essary (Fig. 10) and remove caliper. (6) Remove the caliper from vehicle.
(8) Remove caliper from vehicle.
5 - 12 BRAKES - BASE TJ
DISC BRAKE CALIPERS (Continued)
WARNING: NEVER ATTEMPT TO CATCH THE PIS-
TON AS IT LEAVES THE BORE. THIS MAY RESULT
IN PERSONAL INJURY.
DISASSEMBLY
(1) Remove brake shoes from caliper.
(2) Drain brake fluid out of caliper.
(3) Take a piece of wood and pad it with one-inch
thickness of shop towels. Place this piece in the out-
board shoe side of the caliper in front of the piston. Fig. 13 Caliper Piston Removal
This will cushion and protect caliper piston during 1 - AIR GUN
removal (Fig. 12). 2 - CALIPER PISTON
3 - PADDING MATERIAL
CAUTION: Do not blow the piston out of the bore (6) Remove caliper piston seal with wood or plastic
with sustained air pressure. This could result in a tool (Fig. 15). Do not use metal tools as they will
cracked piston. Use only enough air pressure to scratch piston bore.
ease the piston out.
TJ BRAKES - BASE 5 - 13
DISC BRAKE CALIPERS (Continued)
INSPECTION
The piston is made from a phenolic resin (plastic
material) and should be smooth and clean.
The piston must be replaced if cracked or scored.
Do not attempt to restore a scored piston surface by
sanding or polishing.
INSTALLATION - REAR
(1) Install the brake pads if removed. Fig. 27 CALIPER INSTALLED
(2) Lubricate ant-rattle clips for the disc brake
1 - CALIPER MOUNTING BOLTS
pads (Fig. 26). 2 - CALIPER SLIDES
BRAKE PADS/SHOES
REMOVAL
REMOVAL - FRONT PADS
(1) Raise and support vehicle.
(2) Remove wheel and tire assembly.
(3) Remove caliper. (Refer to 5 - BRAKES/HY-
Fig. 26 ANTI-RATTLE CLIPS DRAULIC/MECHANICAL/DISC BRAKE CALIPERS
1 - ROTOR - REMOVAL).
2 - ANTI-RATTLE CLIPS
(4) Pressing one end of outboard shoe inward to
disengage shoe lug. Then rotate shoe upward until
(3) Install caliper to the caliper adapter.
retainer spring clears caliper. Press opposite end of
(4) Coat the caliper mounting slide pin bolts with
shoe inward to disengage shoe lug and rotate shoe up
silicone grease. Then install and tighten the bolts to
and out of caliper (Fig. 28).
15 N·m (11 ft. lbs.).
(5) Grasp ends of inboard shoe and tilt shoe out-
(5) Install the brake hose banjo bolt if removed
ward to release springs from caliper piston (Fig. 29)
(Fig. 27).
and remove shoe from caliper.
(6) Install the brake hose to the caliper with new
seal washers and tighten fitting bolt to 31 N·m (23 NOTE: If original brake shoes will be used, keep
ft. lbs.). them in sets left and right. They are not inter-
changeable.
CAUTION: Verify brake hose is not twisted or
kinked before tightening fitting bolt. (6) Secure caliper to nearby suspension part with
wire. Do not allow brake hose to support caliper
(7) Remove the prop rod from the vehicle.
weight.
(8) Bleed the base brake system, (Refer to 5 -
(7) Wipe caliper off with shop rags or towels.
BRAKES - STANDARD PROCEDURE) OR (Refer to
5 - BRAKES - STANDARD PROCEDURE).
TJ BRAKES - BASE 5 - 17
BRAKE PADS/SHOES (Continued)
(4) Remove U-clip and washer securing adjuster
cable to parking brake lever (Fig. 30).
(5) Remove primary and secondary return springs
from anchor pin with brake spring pliers.
(6) Remove hold-down springs, retainers and pins
with standard retaining spring tool.
(7) Install spring clamps on wheel cylinders to
hold pistons in place.
(8) Remove adjuster lever, adjuster screw and
spring.
(9) Remove adjuster cable and cable guide.
(10) Remove brake shoes and parking brake strut.
(11) Disconnect cable from parking brake lever and
remove lever.
Fig. 28 Outboard Brake Shoe Removal REMOVAL - REAR DISC BRAKE PADS
1 - OUTBOARD BRAKESHOE (1) Raise and support vehicle.
2 - SHOE SPRING (2) Remove the wheel and tire assemblies.
3 - LOCATING LUG (3) Compress the caliper.
4 - CALIPER
5 - LOCATING LUG (4) Remove the caliper, (Refer to 5 - BRAKES/HY-
DRAULIC/MECHANICAL/DISC BRAKE CALIPERS
- REMOVAL).
(5) Remove the caliper by tilting the top up and off
the caliper adapter.
INSTALLATION
INSTALLATION - FRONT PADS
Fig. 29 Inboard Brake (1) Install inboard shoe in caliper and verify shoe
1 - CALIPER PISTON retaining is fully seated into the piston.
2 - SHOE SPRINGS
3 - INBOARD BRAKESHOE (2) Starting one end of outboard shoe in caliper
and rotating shoe downward into place. Verify shoe
CAUTION: Do not use compressed air, this can locating lugs and shoe spring are seated.
unseat dust boot and force dirt into piston bore. (3) Install caliper. (Refer to 5 - BRAKES/HY-
DRAULIC/MECHANICAL/DISC BRAKE CALIPERS
- INSTALLATION).
REMOVAL - DRUM BRAKE SHOES (4) Install wheel and tire assembly. (Refer to 22 -
(1) Raise vehicle and remove rear wheels. TIRES/WHEELS/WHEELS - STANDARD PROCE-
(2) Remove and discard spring nuts securing DURE).
drums to wheel studs. (5) Remove support and lower vehicle.
(3) Remove brake drums. (6) Pump brake pedal until caliper pistons and
brake shoes are seated.
NOTE: If drums are difficult to remove, back off (7) Top off brake fluid level if necessary.
adjuster through support plate access hole with
brake tool and screwdriver. INSTALLATION - DRUM BRAKE SHOES
(1) Clean support plate with brake cleaner.
5 - 18 BRAKES - BASE TJ
BRAKE PADS/SHOES (Continued)
(3) Clamp cylinder body in vise with brass protec- Fig. 40 Grommet Removal
tive jaws. 1 - MASTER CYLINDER BODY
(4) Loosen reservoir from grommets with pry tool 2 - GROMMETS
(Fig. 38).
(5) Remove reservoir by rocking it to one side and
pulling free of grommets (Fig. 39).
(6) Remove old grommets from cylinder body (Fig.
40).
TJ BRAKES - BASE 5 - 23
FLUID RESERVOIR (Continued)
REMOVAL
(1) Remove evaporative canister.
(2) Disconnect brake lines to master cylinder and
combination valve (Fig. 45).
(3) Remove combination valve bracket mounting
nuts and remove valve.
(4) Remove master cylinder mounting nuts and
remove master cylinder.
(5) Remove cylinder cover and drain fluid.
REMOVAL
(1) Remove combination valve and master cylinder.
(2) Disconnect vacuum hose from booster check
Fig. 49 Booster Mounting Nuts
valve.
(3) Remove retaining clip that secures booster 1 - BOOSTER
2 - BRAKE PEDAL
push rod to brake pedal (Fig. 48) and slide the rod off
the pin. push rod onto brake pedal pin and secure with
(4) Remove four nuts attaching booster to front retaining clip.
cowl panel (Fig. 49). (6) Tighten booster mounting nuts to 39 N·m (29
(5) In engine compartment, slide booster studs out ft. lbs.).
of cowl panel, and remove the booster from engine (7) Connect vacuum hose to booster check valve.
compartment. (8) Install master cylinder and combination valve.
(6) Remove dash seal from booster. (9) Top off master cylinder fluid level and bleed
base brakes.
COMBINATION VALVE
DESCRIPTION
The combination valve contains a pressure differ-
ential valve and switch and a rear brake proportion-
ing valve. The valve is not repairable and must be
replaced as an assembly if diagnosis indicates this is
necessary.
OPERATION
PRESSURE DIFFERENTIAL VALVE
The pressure differential switch is connected to the
Fig. 48 Push Rod & Clip brake warning light. The switch is actuated by move-
1 - BRAKE PEDAL ment of the switch valve. The switch monitors fluid
2 - BOOSTER ROD pressure in the separate front/rear brake hydraulic
circuits.
INSTALLATION A decrease or loss of fluid pressure in either
(1) Clean the booster mounting surface. hydraulic circuit will cause the switch valve to shut-
(2) Install dash seal on booster. tle to the low pressure side. Movement of the valve
(3) Align and position booster on the front cowl pushes the switch plunger upward. This action closes
panel. the switch internal contacts completing the electrical
(4) In passenger compartment, install nuts that circuit to the red warning light. The switch valve will
attach booster to dash panel. Tighten nuts just remain in an actuated position until repairs to the
enough to hold booster in place. brake system are made.
(5) Lubricate the pedal pin and bushing with
Mopar multi-mileage grease. Then slid the booster
5 - 28 BRAKES - BASE TJ
COMBINATION VALVE (Continued)
PROPORTIONING VALVE
The proportioning valve is used to balance front-
rear brake action at high decelerations. The valve
allows normal fluid flow during moderate braking.
The valve only controls fluid flow during high decel-
erations brake stops.
REMOVAL
(1) Remove brake lines that connect master cylin-
der to combination valve (Fig. 50).
Fig. 51 Combination Valve Bracket
(2) Disconnect brake lines that connect combina-
tion valve to front and rear brakes. 1 - MASTER CYLINDER
2 - COMBINATION VALVE BRACKET
(3) Disconnect wire from combination valve switch
terminal. Be careful when separating wire connector (5) Connect wire to differential pressure switch in
as lock tabs are easily damaged if not fully disen- combination valve.
gaged. (6) Bleed base brake system. (Refer to 5 - BRAKES
(4) Remove nuts attaching combination valve - STANDARD PROCEDURE).
bracket to booster studs and remove valve bracket off
booster studs (Fig. 51).
ROTORS
INSTALLATION
(1) Position valve bracket on booster studs and
tighten bracket attaching nuts to 20 N·m (15 ft. lbs.). DIAGNOSIS AND TESTING
(2) Align and start brake line fittings in combina-
tion valve and master cylinder by hand to avoid cross DIAGNOSIS AND TESTING - DISC BRAKE
threading. ROTOR
(3) Tighten brake line fittings at combination valve The rotor braking surfaces should not be refinished
to 19 N·m (14 ft. lbs.). unless necessary.
(4) Tighten brake line fittings at master cylinder Light surface rust and scale can be removed with a
to 19 N·m (14 ft. lbs.). lathe equipped with dual sanding discs. The rotor
TJ BRAKES - BASE 5 - 29
ROTORS (Continued)
surfaces can be restored by machining in a disc brake Measure rotor thickness at 6-to-12 points around
lathe if surface scoring and wear are light. the rotor face (Fig. 53).
Replace the rotor under the following conditions: Position the micrometer approximately 25.4 mm ( 1
• Severely Scored in.) from the rotor outer circumference for each mea-
• Tapered surement.
• Hard Spots Thickness should not vary by more than 0.013 mm
• Cracked (0.0005 in.) from point-to-point on the rotor. Machine
• Below Minimum Thickness or replace the rotor if necessary.
ROTOR RUNOUT
Check rotor lateral runout with dial indicator
C-3339 (Fig. 52). Excessive lateral runout will cause
brake pedal pulsation and rapid, uneven wear of the
brake shoes. Position the dial indicator plunger
approximately 25.4 mm (1 in.) inward from the rotor
edge.
NOTE: Be sure wheel bearing has zero end play Fig. 53 Measuring Rotor Thickness
before checking rotor runout. 1 - MICROMETER
2 - ROTOR
Maximum allowable rotor runout is 0.102 mm
(0.004 in.). DIAGNOSIS AND TESTING - BRAKE DRUM IN
HAT ROTOR
The maximum allowable diameter of the drum
braking surface is indicated on the drum outer edge.
Always replace the drum if machining would cause
drum diameter to exceed the size limit indicated on
the drum in hat.
REMOVAL
REMOVAL - FRONT
(1) Remove wheel and tire assemble.
(2) Remove caliper. (Refer to 5 - BRAKES/HY-
Fig. 55 ROTOR/CALIPER
DRAULIC/MECHANICAL/DISC BRAKE CALIPERS
- REMOVAL). 1 - CALIPER
2 - ROTOR
(3) Remove retainers securing rotor to hub studs 3 - OUTBOARD DISC BRAKE PAD
(Fig. 54).
(4) Remove rotor from hub. (3) Remove the disc brake caliper and pads, (Refer
(5) If rotor shield requires service, remove front to 5 - BRAKES/HYDRAULIC/MECHANICAL/DISC
hub and bearing assembly. BRAKE CALIPERS - REMOVAL) (Fig. 56).
(4) Remove the retianing clips and rotor assembly.
TJ BRAKES - BASE 5 - 31
ROTORS (Continued)
DISASSEMBLY
(1) Remove push rods and boots (Fig. 57).
(2) Press pistons, cups and spring and expander
out of cylinder bore.
(3) Remove bleed screw.
Fig. 56 ROTOR
1 - CALIPER MOUNTING BOLTS
2 - ROTOR
Fig. 57 Wheel Cylinder Components–Typical
3 - CALIPER 1 - SPRING
2 - CYLINDER
3 - PISTON CLIP
INSTALLATION 4 - BOOT
5 - PUSH ROD
6 - PISTON
INSTALLATION - FRONT 7 - BLEED SCREW
(1) If new rotor is being installed, remove protec- 8 - CUP EXPANDERS
tive coating from rotor surfaces with carburetor
cleaner. CLEANING
(2) Install rotor on hub. Clean the cylinder and pistons with clean brake
(3) Install caliper. (Refer to 5 - BRAKES/HY- fluid or brake cleaner only. Do not use any other
DRAULIC/MECHANICAL/DISC BRAKE CALIPERS cleaning agents.
- INSTALLATION). Dry the cylinder and pistons with compressed air.
(4) Install wheel and tire assembly. (Refer to 22 - Do not use rags or shop towels to dry the cylinder
TIRES/WHEELS/WHEELS - STANDARD PROCE- components. Lint from cloth material will adhere to
DURE). the cylinder bores and pistons.
INSTALLATION
(1) Apply bead of silicone sealer around cylinder
mounting surface of support plate.
(2) Install cylinder mounting bolts and tighten to
10 N·m (7 ft. lbs.).
(3) Install brake line to cylinder and tighten to 16 Fig. 58 PARK BRAKE SHOES INSTALLED
N·m (12 ft. lbs.). 1 - SUPPORT PLATE
(4) Install brake shoe return spring. 2 - PARK BRAKE SHOES
(5) Install brake drum. 3 - AXLE
(6) Install wheel and tire assembly. (Refer to 22 -
TIRES/WHEELS/WHEELS - STANDARD PROCE-
DURE).
(7) Bleed base brake system. (Refer to 5 - BRAKES
- STANDARD PROCEDURE).
SUPPORT PLATE
REMOVAL
(1) Remove wheel and tire assembly.
(2) Remove the disc brake caliper (Refer to 5 -
BRAKES/HYDRAULIC/MECHANICAL/DISC
BRAKE CALIPERS - REMOVAL).
(3) Remove the rotor (Fig. 58), (Refer to 5 -
BRAKES/HYDRAULIC/MECHANICAL/ROTORS -
REMOVAL).
(4) Remove the axle shaft (Fig. 59), (Refer to 3 -
DIFFERENTIAL & DRIVELINE/REAR AXLE -
AXLE SHAFTS - REMOVAL).
(5) Remove the park brake shoes (Fig. 59), (Refer
to 5 - BRAKES/PARKING BRAKE/SHOES -
REMOVAL).
(6) Remove the parking brake cable from the Fig. 59 BRAKE SHOES
brake lever. 1 - SUPPORT PLATE
(7) Remove the bolts attaching the support plate to 2 - PARK BRAKE SHOES
3 - EQUALIZER
the axle and remove the support plate. 4 - SPRINGS
5 - HOLD DOWN CLIPS
INSTALLATION 6 - ADJUSTER
(1) Install support plate on axle flange. Tighten
(4) Install axle shaft, (Fig. 58), (Refer to 3 - DIF-
attaching bolts to 115 N·m (85 ft. lbs.).
FERENTIAL & DRIVELINE/REAR AXLE - AXLE
(2) Install the park brake shoes (Fig. 59), (Refer to
SHAFTS - INSTALLATION).
5 - BRAKES/PARKING BRAKE/SHOES - INSTAL-
(5) Adjust brake shoes to drum with brake gauge
LATION).
(Refer to 5 - BRAKES/PARKING BRAKE/SHOES -
(3) Install parking brake cable in the brake lever.
ADJUSTMENTS).
TJ BRAKES - BASE 5 - 33
SUPPORT PLATE (Continued)
(6) Install the rotor (Refer to 5 - BRAKES/HY- brake strut (which is connected to both shoes), exerts
DRAULIC/MECHANICAL/ROTORS - INSTALLA- a linear force against the primary brake shoe. This
TION). action presses the primary shoe into contact with the
(7) Install the caliper (Refer to 5 - BRAKES/HY- drum. Once the primary shoe contacts the drum,
DRAULIC/MECHANICAL/DISC BRAKE CALIPERS force is exerted through the strut. This force is trans-
- INSTALLATION). ferred through the strut to the secondary brake shoe
(8) Install the wheel and tire assembly (Refer to 22 causing it to pivot into the drum as well.
- TIRES/WHEELS/WHEELS - STANDARD PROCE- A gear type ratcheting mechanism is used to hold
DURE). the lever in an applied position. Parking brake
release is accomplished by the hand lever release
button.
PARKING BRAKE A parking brake switch is mounted on the parking
brake lever and is actuated by movement of the
DESCRIPTION lever. The switch, which is in circuit with the red
The parking bake is a hand lever and cable oper- warning light in the dash, will illuminate the warn-
ated system used to apply the rear brakes. ing light whenever the parking brakes are applied.
Parking brake adjustment is controlled by a cable
OPERATION tensioner mechanism. The cable tensioner, once
A hand operated lever in the passenger compart- adjusted at the factory, should not need further
ment is the main application device. The front cable adjustment under normal circumstances. Adjustment
is connected between the hand lever and the ten- may be required if a new tensioner, or cables are
sioner. The tensioner rod is attached to the equalizer installed, or disconnected.
which is the connecting point for the rear cables (Fig.
60). DIAGNOSIS AND TESTING - PARKING BRAKE
NOTE: Parking brake adjustment is controlled by a
cable tensioner. Once the tensioner is adjusted at
the factory, it should not require further attention.
However, there are two instances when adjustment
will be required. The first is when a new tensioner,
or cables have been installed. And the second, is
when the tensioner and cables are disconnected for
access to other brake components.
SHOES
DESCRIPTION
Drum in hat park brakes are dual shoe, internal
expanding units with an automatic self adjusting
mechanism (Fig. 61).
Inspect the adjuster screw assembly. Replace the (4) Install the disc brake caliper (Refer to 5 -
assembly if the star wheel or threads are damaged, BRAKES/HYDRAULIC/MECHANICAL/DISC
or the components are severely rusted or corroded BRAKE CALIPERS - INSTALLATION).
(Fig. 64). (5) Install the tire and wheel assembly (Refer to 22
Discard the brake springs and retainer components - TIRES/WHEELS/WHEELS - STANDARD PROCE-
if worn, distorted or collapsed. Also replace the DURE).
springs if a brake drag condition had occurred. Over- (6) Lower the vehicle.
heating will distort and weaken the springs.
Inspect the brake shoe contact pads on the support
plate, replace the support plate if any of the pads are ADJUSTMENTS
worn or rusted through. Also replace the plate if it is
bent or distorted (Fig. 64). ADJUSTMENT - REAR DRUM IN HAT PARK
BRAKE (ROTOR REMOVED)
INSTALLATION Under normal circumstances, the only time adjust-
ment is required is when the shoes are replaced,
NOTE: On a new vehicle or after parking brake lin- removed for access to other parts, or when one or
ing replacement, it is recommended that the park- both rotors are replaced.
ing brake system be conditioned prior to use. This Adjustment can be made with a standard brake
is done by making one stop from 25 mph on dry gauge or with adjusting tool. Adjustment is per-
pavement or concrete using light to moderate force formed with the complete brake assembly installed
on the parking brake lever. on the backing plate.
(1) Reassemble the rear park brake shoes (Fig. 63). CAUTION: Before adjusting the park brake shoes be
(2) Adjust the rear brake shoes (Refer to 5 - sure that the park brake pedal is in the fully
BRAKES/PARKING BRAKE/SHOES - ADJUST- released position. If park brake pedal is not in the
MENTS). fully released position, the park brake shoes can
(3) Install the disc brake rotor (Refer to 5 - not be accurately adjusted.
BRAKES/HYDRAULIC/MECHANICAL/ROTORS -
INSTALLATION).
5 - 36 BRAKES - BASE TJ
SHOES (Continued)
(1) Raise vehicle.
(2) Remove tire and wheel.
(3) Remove disc brake caliper from caliper adapter
(Refer to 5 - BRAKES/HYDRAULIC/MECHANICAL/
DISC BRAKE CALIPERS - REMOVAL).
(4) Remove rotor from the axleshaft (Refer to 5 -
BRAKES/HYDRAULIC/MECHANICAL/ROTORS -
REMOVAL).
INSTALLATION
INSTALLATION - DRUM BRAKES
Fig. 72 REAR CABLE CONNECTED
(1) Install new cable in backing plate. Be sure
cable retainer is seated. 1 - BRAKE HOSE
2 - ACTUATOR LEVER
(2) Attach cable to lever on brake shoe and install 3 - PARK BRAKE CABLE
brake shoe on backing plate.
(3) Adjust brake shoes to drum with brake gauge.
(4) Install brake drum and wheel.
(5) Install cable/bracket on upper suspension arm.
(6) Engage cable in equalizer and install equalizer
nuts.
(7) Adjust parking brakes.
TJ BRAKES - ABS 5 - 39
BRAKES - ABS
TABLE OF CONTENTS
page page
SPECIFICATIONS
T0RQUE CHART
TORQUE SPECIFICATIONS
FRONT WHEEL SPEED sensors have an air gap spacer attached to the sensor
pickup face. The spacer establishes correct air gap
SENSOR when pressed against the tone ring during installa-
tion. As the tone ring rotates, it peels the spacer off
DESCRIPTION the sensor to create the required air gap. Rear sensor
A speed sensor is used at each wheel. The front air gap is 0.28-1.5 mm (0.011-0.059 in.).
sensors are mounted to the steering knuckles. The Sensor air gap measurement, or adjustment proce-
rear sensors are mounted to the rear brake backing dures are provided in this section. Refer to the front,
plate. or rear sensor removal and installation procedures as
required.
OPERATION
The sensors convert wheel speed into a small AC REMOVAL
electrical signal. This signal is transmitted to the (1) Raise vehicle and turn wheel outward to access
CAB. The CAB convert the AC signal into a digital the sensor.
signal for each wheel. This voltage is generated by (2) Disconnect sensor wire connector at harness
magnetic induction when a tone wheel passes by the plug.
stationary magnetic of the wheel speed sensor. (3) Remove sensor wire from mounting retainers.
A gear type tone ring serves as the trigger mecha- (4) Clean sensor and surrounding area with shop
nism for each sensor. The tone rings are mounted at towel before removal.
the outboard ends of the front and rear axle shafts. (5) Remove bolt attaching sensor to steering
Different sensors are used at the front and rear knuckle and remove sensor (Fig. 2).
wheels (Fig. 1). The front/rear sensors have the same
electrical values but are not interchangeable. The
sensors have a resistance between 900 and 1300
ohms.
G-SWITCH
DESCRIPTION
The G-switch is located in front of the console/
shifter mounted to a bracket on the floor pan. The Fig. 4 G-Switch
switch has directional arrow and must be mounted 1 - ACCELERATION SWITCH
with the arrow pointing towards the front of the 2 - MOUNTING BRACKET
vehicle.
INSTALLATION
OPERATION
The switch (Fig. 3) , provides an additional vehicle CAUTION: The mercury switch (inside the
deceleration reference during 4-wheel drive opera- G-switch), will not function properly if the switch is
tion. The switch is monitored by the CAB at all installed incorrectly. Verify that the switch locating
times. The switch reference signal is utilized by the arrow is pointing to the front of the vehicle (Fig. 3).
CAB when all wheels are decelerating at the same
(1) Position switch on mounting bracket.
speed.
(2) Install mounting bolts and tighten to 4-5 N·m
(35-45 in. lbs.)
(3) Connect harness to switch.
(4) Place carpet back into position.
OPERATION
The sensors convert wheel speed into a small AC
electrical signal. This signal is transmitted to the
Fig. 3 G-Switch CAB. The CAB convert the AC signal into a digital
1 - SWITCH PART NUMBER signal for each wheel. This voltage is generated by
2 - ARROW INDICATES FRONT OF SWITCH FOR PROPER magnetic induction when a tone wheel passes by the
MOUNTING
stationary magnetic of the wheel speed sensor.
A gear type tone ring serves as the trigger mecha-
REMOVAL
nism for each sensor. The tone rings are mounted at
(1) From the drivers side lift carpet back in front
the outboard ends of the front and rear axle shafts.
of the console/shifter.
Different sensors are used at the front and rear
(2) Disconnect harness for switch.
wheels (Fig. 1). The front/rear sensors have the same
electrical values but are not interchangeable. The
TJ BRAKES - ABS 5 - 43
REAR WHEEL SPEED SENSOR (Continued)
sensors have a resistance between 900 and 1300
ohms.
REMOVAL
(1) Disconnect sensors at rear harness connectors.
(2) Remove wheel and tire assembly.
(3) Remove brake drum.
(4) Remove clips securing sensor wires to brake
lines, rear axle and, brake hose.
(5) Unseat sensor wire support plate grommet.
(6) Remove bolt attaching sensor to bracket (Fig.
5) and remove sensor. Fig. 6 Setting Air Gap On Original Rear Sensor
1 - WHEEL SPEED SENSOR
2 - BRASS FEELER GAUGE
3 - TONE RING
PRESSURE HOLD
Both solenoid valves are closed in the pressure
hold cycle. Fluid apply pressure in the control chan-
Fig. 9 HCU/CAB Mounting
nel is maintained at a constant rate. The CAB main-
1 - HCU
tains the hold cycle until sensor inputs indicate a 2 - CAB
pressure change is necessary. 3 - HCU/CAB BRACKET
4 - MOTOR
PRESSURE INCREASE
The inlet valve is open and the outlet valve is INSTALLATION
closed during the pressure increase cycle. The pres-
sure increase cycle is used to counteract unequal NOTE: If the CAB is being replaced with a new CAB
wheel speeds. This cycle controls re-application of is must be reprogrammed with the use of a DRB III.
fluid apply pressure due to changing road surfaces or
wheel speed. (1) Install HCU/CAB on the mounting studs.
(2) Install mounting nuts and bolt. Tighten to 11.5
REMOVAL N·m (102 in. lbs.).
(3) Install brake lines to the HCU and tighten to
(1) Install prop rod on the brake pedal to keep
19 N·m (170 in. lbs.).
pressure on the brake system.
(4) Install wiring harness connector to the CAB and
(2) Remove negative battery cable from the bat-
push down on the release to secure the connector.
tery.
(5) Install negative battery cable to the battery.
(3) Pull up on the CAB harness connector release
(6) Bleed ABS brake system (Refer to 5 - BRAKES
(Fig. 8)and remove connector.
- STANDARD PROCEDURE).
TJ CLUTCH 6-1
CLUTCH
TABLE OF CONTENTS
page page
FLYWHEEL RUNOUT
Check flywheel runout whenever misalignment is
suspected. Flywheel runout should not exceed 0.08
TJ CLUTCH 6-3
CLUTCH (Continued)
DIAGNOSIS CHART
Disc facing worn out 1. Normal wear. 1. Replace cover and disc.
Clutch disc facing contaminated with 1. Leak at rear main engine seal or 1. Replace appropriate seal.
oil, grease, or clutch fluid. transmission input shaft seal.
Clutch is running partially 1. Release bearing sticking or 1. Verify failure. Replace the release
disengaged. binding and does not return to the bearing and transmission front
normal running position. bearing retainer as necessary.
Clutch disc, cover and/or diaphragm 1. Rough handling. Impact bent 1. Replace disc or cover as
spring warped or distorted. cover, spring, or disc. necessary.
Facing on flywheel side of disc torn, 1. Flywheel surface scored or 2. Correct surface condition if
gouged, or worn. nicked. possible. Replace flywheel and disc
as necessary.
Clutch disc facing burnt. Flywheel 1. Frequent operation under high 1. Correct condition of flywheel and
and cover pressure plate surfaces loads or hard acceleration pressure plate surface. Replace
heavily glazed. conditions. clutch cover and disc. Alert driver to
problem cause.
2. Driver frequently rides (slips) 2. Correct condition of flywheel and
clutch. Results in rapid wear and pressure plate surface. Replace
overheating of disc and cover. clutch cover and disc. Alert driver to
problem cause.
6-4 CLUTCH TJ
CLUTCH (Continued)
Clutch disc binds on input shaft 1. Clutch disc hub splines damaged 1. Clean, smooth, and lubricate hub
splines. during installation. splines if possible. Replace disc if
necessary.
Clutch disc rusted to flywheel and/or 1. Clutch not used for and extended 1. Sand rusted surfaces with 180
pressure plate. period of time (e.g. long term grit sanding paper. Replace clutch
vehicle storage). cover and flywheel if necessary.
Pilot bearing seized, loose, or rollers 1. Bearing cocked during 1. Install and lubricate a new
are worn. installation. bearing.
Clutch will not disengage properly. 1. Low clutch fluid level. 1. Replace hydraulic linkage
assembly.
Clutch pedal squeak. 1. Pivot pin loose. 1. Tighten pivot pin if possible.
Replace clutch pedal if necessary.
Clutch master or slave cylinder 1. Master or slave cylinder 1. Replace clutch hydraulic linkage
plunger dragging andør binding components worn or corroded. assembly.
Contact surface of release bearing 1. Clutch cover incorrect or release 1. Replace clutch cover and release
damaged. fingers bent or distorted. bearing.
Partial engagement of clutch disc. 1. Clutch pressure plate position 1. Replace clutch disc and cover.
One side of disc is worn and the incorrect.
other side is glazed and lightly 2. Clutch cover, spring, or release 2. Replace clutch disc and cover.
worn. fingers bent or distorted.
3. Clutch disc damaged or 2. Replace clutch disc.
distorted.
4. Clutch misalignment. 4. Check alignment and runout of
flywheel, disc, pressure plate, andør
clutch housing. Correct as
necessary.
SPECIFICATIONS
CLUTCH
TORQUE SPECIFICATIONS
CLUTCH DISC
REMOVAL
(1) Remove transmission.
(2) Mark position of pressure plate on flywheel for
installation reference, if original pressure plate will
be reused.
(3) Remove pressure plate bolts and remove cover
and disc (Fig. 1).
NOTE: If disc is not marked, flat side of disc hub (9) Install transmission.
goes towards the flywheel.
Fig. 4 FLYWHEEL
1 - CRANKSHAFT
2 - RING GEAR
3 - FLYWHEEL
PILOT BEARING
REMOVAL
(1) Remove transmission.
(2) Remove pressure plate and clutch disc.
(3) Remove pilot bearing with an internal (blind
hole) puller.
INSTALLATION
(1) Lubricate new bearing with Mopar high tem-
perature bearing grease or equivalent.
(2) Start new bearing into crankshaft by hand.
Then seat bearing with clutch alignment tool (Fig. 6).
CLUTCH PEDAL
REMOVAL
(1) Remove steering column lower cover and knee
blocker for access.
(2) Disconnect clutch pedal position switch wires.
(3) Disengage captured bushing lock tabs attach-
ing clutch master cylinder actuator to pedal pivot
(Fig. 9) or (Fig. 10).
(4) Remove nuts attaching pedal and bracket to
dash panel and upper cowl support (Fig. 9) or (Fig.
10).
(5) Separate pedal assemble from vehicle.
INSTALLATION
(1) Place clutch pedal and bracket over studs on
dash panel and cowl support. Install nuts and
tighten to 39 N·m (29 ft. lbs.).
(2) Engage captured bushing and actuator on
brake pedal pivot.
(3) Connect clutch pedal position switch wires.
COOLING
TABLE OF CONTENTS
page page
COOLING
DESCRIPTION
DESCRIPTION - COOLING SYSTEM 2.4L
ENGINE
The cooling system consists of the following items:
• Electric cooling fan - Standard.
• Radiator
• Hot bottle pressure cap
• Thermostat
• Coolant reserve/overflow system
• Radiator in-tank transmission oil cooler (if
equipped with an automatic transmission)
• Coolant
• Water pump
• Hoses and hose clamps
TEMPERATURE GAUGE READS 1. Trailer is being towed, a steep hill 1. This may be a temporary condition
HIGH OR THE COOLANT WARNING is being climbed, vehicle is operated and repair is not necessary. Turn off
LAMP ILLUMINATES. COOLANT in slow moving traffic, or engine is the air conditioning and attempt to
MAY OR MAY NOT BE LOST OR being idled with very high ambient drive the vehicle without any of the
LEAKING FROM THE COOLING (outside) temperatures and the air previous conditions. Observe the
SYSTEM conditioning is on. Higher altitudes temperature gauge. The gauge should
could aggravate these conditions. return to the normal range. If the
gauge does not return to the normal
range, determine the cause for
overheating and repair. Refer to
Possible Causes (2-18).
2. Is the temperature gauge reading 2. Check gauge. (Refer to 8 -
correctly? ELECTRICAL/INSTRUMENT
CLUSTER - SCHEMATIC -
ELECTRICAL). Repair as necessary.
3. Is the temperature warning 3. (Refer to 8 - ELECTRICAL/
illuminating unnecessarily? INSTRUMENT CLUSTER -
SCHEMATIC - ELECTRICAL).
4. Coolant low in coolant reserve/ 4. Check for coolant leaks and repair
overflow tank and radiator? as necessary. (Refer to 7 - COOLING
- DIAGNOSIS AND TESTING).
5. Pressure cap not installed tightly. If 5. Tighten cap
cap is loose, boiling point of coolant
will be lowered. Also refer to the
following Step 6.
6. Poor seals at the radiator cap. 6. (a) Check condition of cap and cap
seals. Refer to Radiator Cap. Replace
cap if necessary.
(b) Check condition of radiator filler
neck or degas bottle. If neck is bent
or damaged, replace radiator or
degas bottle.
7. Coolant level low in radiator but 7. (a) Check condition of radiator cap
not in coolant reserve/overflow tank. and cap seals. Refer to Radiator Cap
This means the radiator is not in this Group. Replace cap if
drawing coolant from the coolant necessary.
reserve/overflow tank as the engine (b) Check condition of radiator filler
cools neck. If neck is bent or damaged,
replace radiator.
(c) Check condition of the hose from
the radiator to the coolant tank. It
should fit tight at both ends without
any kinks or tears. Replace hose if
necessary.
(d) Check coolant reserve/overflow
tank and tanks hoses for blockage.
Repair as necessary.
8. Incorrect coolant concentration 8. Check coolant. (Refer to
LUBRICATION & MAINTENANCE/
FLUID TYPES - DESCRIPTION).
TJ COOLING 7-5
COOLING (Continued)
9. Coolant not flowing through system 9. Check for coolant flow at radiator
filler neck with some coolant removed,
engine warm and thermostat open.
Coolant should be observed flowing
through radiator. If flow is not
observed, determine area of
obstruction and repair as necessary.
10. Radiator or A/C condenser fins 10. Remove insects and debris.
are dirty or clogged. (Refer to 7 - COOLING - STANDARD
PROCEDURE).
11. Radiator core is corroded or 11. Have radiator re-cored or
plugged. replaced.
12. Fuel or ignition system problems. 12. Refer to 14 - Fuel System or 8 -
Electrical for diagnosis and testing
procedures.
13. Dragging brakes. 13. Check and correct as necessary.
(Refer to 5 - BRAKES - DIAGNOSIS
AND TESTING) for correct
procedures.
14. Bug screen or cardboard is being, 14. Remove bug screen or cardboard.
reducing airflow.
15. Thermostat partially or completely 15. Check thermostat operation and
shut. replace as necessary. (Refer to 7 -
COOLING/ENGINE/ENGINE
COOLANT THERMOSTAT -
REMOVAL).
16. Viscous fan drive not operating 16. Check fan drive operation and
properly. replace as necessary. (Refer to 7 -
COOLING/ENGINE/FAN DRIVE
VISCOUS CLUTCH - REMOVAL) .
17. Cylinder head gasket leaking. 17. Check for cylinder head gasket
leaks. (Refer to 7 - COOLING -
DIAGNOSIS AND TESTING).
18. Heater core leaking. 18. Check heater core for leaks.
(Refer to 24 - HEATING & AIR
CONDITIONING/PLUMBING -
DIAGNOSIS AND TESTING). Repair
as necessary.
7-6 COOLING TJ
COOLING (Continued)
TEMPERATURE GAUGE READING 1. During cold weather operation, with 1. A normal condition. No correction is
IS INCONSISTANT (FLUCTUATES, the heater in the high position, the necessary.
CYCLES, OR IS ERRATIC gauge reading may drop slightly.
PRESSURE CAP IS BLOWING OFF 1. Pressure relief valve in radiator 1. Check condition of radiator cap and
STEAM AND/OR COOLANT TO cap is defective. cap seals. (Refer to 7 - COOLING/
COOLANT TANK. TEMPERATURE ENGINE/RADIATOR PRESSURE
GAUGE READING MAY BE ABOVE CAP - DIAGNOSIS AND TESTING).
NORMAL BUT NOT HIGH. COOLANT Replace cap as necessary.
LEVEL MAY BE HIGH IN COOLANT
RESERVE/OVERFLOW TANK
COOLANT LOSS TO THE GROUND 1. Coolant leaks in radiator, cooling 1. Pressure test and repair as
WITHOUT PRESSURE CAP system hoses, water pump or engine. necessary. (Refer to 7 - COOLING -
BLOWOFF. GAUGE READING HIGH DIAGNOSIS AND TESTING).
OR HOT
TJ COOLING 7-7
COOLING (Continued)
HOSE OR HOSES COLLAPSE 1. Vacuum created in cooling system 1. (a) Radiator cap relief valve stuck.
WHILE ENGINE IS RUNNING on engine cool-down is not being (Refer to 7 - COOLING/ENGINE/
relieved through coolant reserve/ RADIATOR PRESSURE CAP -
overflow system. DIAGNOSIS AND TESTING). Replace
if necessary
NOISY VISCOUS FAN/DRIVE 1. Fan blades loose. 1. Replace fan blade assembly. (Refer
to 7 - COOLING/ENGINE/RADIATOR
FAN - REMOVAL)
STEAM IS COMING FROM THE 1. During wet weather, moisture 1. Occasional steam emitting from this
FRONT OF VEHICLE NEAR THE (snow, ice or rain condensation) on area is normal. No repair is
GRILL AREA WHEN WEATHER IS the radiator will evaporate when the necessary.
WET, ENGINE IS WARMED UP AND thermostat opens. This opening
RUNNING, AND VEHICLE IS allows heated water into the radiator.
STATIONARY. TEMPERATURE When the moisture contacts the hot
GAUGE IS IN NORMAL RANGE radiator, steam may be emitted. This
usually occurs in cold weather with
no fan or airflow to blow it away.
COOLANT LEVEL CHANGES IN 1. Level changes are to be expected 1. A normal condition. No repair is
COOLANT RESERVE/OVERFLOW as coolant volume fluctuates with necessary.
TANK. TEMPERATURE GAUGE IS IN engine temperature. If the level in the
NORMAL RANGE tank was between the FULL and ADD
marks at normal operating
temperature, the level should return
to within that range after operation at
elevated temperatures.
TJ COOLING 7-9
COOLING (Continued)
DIAGNOSIS AND TESTING - COOLING SYSTEM Carefully remove the radiator pressure cap from
the filler neck and check the coolant level. Push
- TESTING FOR LEAKS
down on the cap to disengage it from the stop tabs.
Wipe the inner part of the filler neck and examine
ULTRAVIOLET LIGHT METHOD
the lower inside sealing seat for nicks, cracks, paint,
All Jeep models have a leak detection additive
dirt and solder residue. Inspect the reserve/overflow
added to the cooling system before they leave the fac-
tank tube for internal obstructions. Insert a wire
tory. The additive is highly visible under ultraviolet
through the tube to be sure it is not obstructed.
light (black light). If the factory original coolant has
Inspect the cams on the outside part of the filler
been drained, pour one ounce of additive into the
neck. If the cams are bent, seating of pressure cap
cooling system. The additive is available through the
valve and tester seal will be affected. Replace cap if
parts department. Place the heater control unit in
cams are bent.
HEAT position. Start and operate the engine until
Attach pressure tester 7700 (or an equivalent) to
the radiator upper hose is warm to the touch. Aim
the radiator filler neck (Fig. 5).
the commercially available black light tool at the
components to be checked. If leaks are present, the
black light will cause the additive to glow a bright
green color.
The black light can be used along with a pressure
tester to determine if any external leaks exist (Fig.
4).
CAUTION: Do not operate the engine with a spark STANDARD PROCEDURE - DRAINING COOLING
plug shorted for more than a minute. The catalytic SYSTEM - 2.4L
converter may be damaged.
WARNING: DO NOT REMOVE THE CYLINDER
Isolate the compression leak by shorting each BLOCK DRAIN PLUGS (Fig. 6) OR LOOSEN THE
spark plug to the cylinder block. The gauge pointer RADIATOR DRAINCOCK WITH SYSTEM HOT AND
should stop or decrease vibration when spark plug UNDER PRESSURE. SERIOUS BURNS FROM
for leaking cylinder is shorted. This happens because COOLANT CAN OCCUR.
of the absence of combustion pressure.
(1) DO NOT remove radiator cap first. With engine
COMBUSTION LEAKAGE TEST (WITHOUT cold, raise vehicle on a hoist and locate radiator
PRESSURE TESTER) draincock.
DO NOT WASTE reusable coolant. If the solution
NOTE: Radiator draincock is located on the left/
is clean, drain the coolant into a clean container for
lower side of radiator facing to rear of vehicle.
reuse.
(2) Attach one end of a hose to the draincock. Put
WARNING: DO NOT REMOVE THE CYLINDER
the other end into a clean container. Open draincock
BLOCK DRAIN PLUGS OR LOOSEN THE RADIATOR
and drain coolant from radiator. This will empty the
DRAINCOCK WITH THE SYSTEM HOT AND UNDER
coolant reserve/overflow tank. The coolant does not
PRESSURE. SERIOUS BURNS FROM COOLANT
have to be removed from the tank unless the system
CAN OCCUR.
is being refilled with a fresh mixture. When tank is
TJ COOLING 7 - 11
COOLING (Continued)
empty, remove radiator cap and continue draining the engine is cold. Coolant level in a warm
cooling system. engine will be higher due to thermal expansion.
SPECIFICATIONS
TORQUE
SPECIAL TOOLS
COOLING
Pliers 6094
7 - 14 ACCESSORY DRIVE TJ
ACCESSORY DRIVE
TABLE OF CONTENTS
page page
BELT TENSIONERS
DESCRIPTION
The automatic belt tensioner (Fig. 1) is a spring
loaded arm and pulley assembly. The tensioner
assembly is designed to apply constant pressure on Fig. 1 Accessory Drive Belt Wear Indicator - 4.0L
the accessory drive belt to maintain proper belt ten- Engine
sion. There are three marks on the tensioner body, 1 - INDICATOR MARK
these marks are there to indicate belt wear and belt 2 - MINIMUM TENSION MARK
tension. 3 - MAXIMUM TENSION MARK
TJ ACCESSORY DRIVE 7 - 15
BELT TENSIONERS (Continued)
REMOVAL
REMOVAL - 2.4L ENGINE
NOTE: The belt routing schematics are published
from the latest information available at the time of
publication. If anything differs between these sche-
matics and the Belt Routing Label, use the sche-
matics on Belt Routing Label. This label is located
in the engine compartment.
NOTE: A used belt should be replaced if tensioner CAUTION: When installing the serpentine accessory
indexing arrow has moved to the minimum travel drive belt, the belt MUST be routed correctly. If not,
indicator. Tensioner travel stops at this point. the engine may overheat due to the water pump
rotating in the wrong direction.
(1) Remove accessory drive belt (Refer to 7 -
COOLING/ACCESSORY DRIVE/DRIVE BELTS - (2) Install new belt (Fig. 3) or (Fig. 4). Route the
REMOVAL). belt around all pulleys except the idler pulley. Rotate
(2) Remove tensioner assembly from mounting the tensioner arm until it contacts its stop position.
bracket (Fig. 2). Route the belt around the idler and slowly let the
tensioner rotate into the belt. Make sure the belt is
WARNING: BECAUSE OF HIGH SPRING TENSION, seated onto all pulleys.
DO NOT ATTEMPT TO DISASSEMBLE AUTOMATIC (3) With the drive belt installed, inspect the belt
TENSIONER. UNIT IS SERVICED AS AN ASSEMBLY. wear indicator. On 2.4L Engines the gap between the
tang and the housing stop (measurement A) must not
exceed 24 mm (.94 inches).
7 - 16 ACCESSORY DRIVE TJ
BELT TENSIONERS (Continued)
RIB CHUNKING (One or more ribs 1. Foreign objects imbedded in 1. Remove foreign objects from
has separated from belt body) pulley grooves. pulley grooves. Replace belt.
LONGITUDAL BELT CRACKING 1. Belt has mistracked from pulley 1. Replace belt
groove
9GROOVE JUMPING9 1. Belt tension either too low or too 1. Adjust belt tension (2.5L)
(Belt does not maintain correct high
position on pulley)
2. Pulley(s) not within design 2. Replace pulley(s)
tolerance
3. Foreign object(s) in grooves 3. Remove foreign objects from
grooves
4. Pulley misalignment 4. Align component
5. Belt cordline is broken 5. Replace belt
7 - 18 ACCESSORY DRIVE TJ
DRIVE BELTS - 2.4L (Continued)
REMOVAL
REMOVAL
NOTE: The belt routing schematics are published
from the latest information available at the time of
publication. If anything differs between these sche-
matics and the Belt Routing Label, use the sche-
matics on Belt Routing Label. This label is located
in the engine compartment.
INSTALLATION
INSTALLATION
Fig. 7 4.0L Engines - With A/C
NOTE: The belt routing schematics are published 1 - GENERATOR PULLEY
from the latest information available at the time of 2 - IDLER PULLEY
publication. If anything differs between these sche- 3 - POWER STEERING PUMP PULLEY
4 - AIR CONDITIONING COMPRESSOR PULLEY
matics and the Belt Routing Label, use the sche- 5 - CRANKSHAFT PULLEY
matics on Belt Routing Label. This label is located 6 - WATER PUMP PULLEY
in the engine compartment. 7 - TENSIONER PULLEY
7 - 20 ACCESSORY DRIVE TJ
DRIVE BELTS - 2.4L (Continued)
Belt tension is not adjustable. Belt adjustment is
maintained by an automatic (spring load) belt ten-
sioner.
(1) Check condition of all pulleys.
INSTALLATION
Belt tension is not adjustable. Belt adjustment is
maintained by an automatic ( spring load ) belt ten-
sioner.
(1) Check condition of all pulleys.
(2) Install new belt (Fig. 12) or (Fig. 11). Route the
belt around all pulleys except the idler pulley. Rotate
the tensioner arm until it contacts its stop position.
Route the belt around the idler and slowly let the
tensioner rotate into the belt. Make sure the belt is
seated onto all pulleys.
(3) With the drive belt installed, inspect the belt
wear indicator (Fig. 10). On 4.0L Engines, the indi-
cator mark must be between the minimum and max-
imum marks. If the measurement exceedes this
specification replace the serpentine accessory drive
belt. Fig. 11 4.0L - Without/A/C
1 - GENERATOR PULLEY
2 - IDLER PULLEY
3 - POWER STEERING PUMP PULLEY
4 - WATER PUMP PULLEY
5 - CRANKSHAFT PULLEY
6 - TENSIONER PULLEY
ENGINE
TABLE OF CONTENTS
page page
COOLANT OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
DESCRIPTION DIAGNOSIS AND TESTING - RADIATOR
DESCRIPTION - HOAT COOLANT . . . . . . . . . 23 COOLANT FLOW . . . . . . . . . . . . . . . . . . . . . . 33
DESCRIPTION - ENGINE COOLANT . . . . . . . 24 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
COOLANT RECOVERY CONTAINER INSPECTION ..................... . . . . . 35
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 24 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 36
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 WATER PUMP - 2.4L
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 36
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 25 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
ENGINE BLOCK HEATER DIAGNOSIS AND TESTING
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 25 WATER PUMP . . . . . . . . . . . . . . . . . . . . . . . . 36
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 REMOVAL - 2.4L . . . . . . . . . . . . . . . . . . . . . . . . 37
REMOVAL INSTALLATION
REMOVAL - 4.0L . . . . . . . . . . . . . . . . . . . . . . 26 INSTALLATION 2.4L .............. . . . . . 37
REMOVAL - 2.4L . . . . . . . . . . . . . . . . . . . . . . 26 WATER PUMP - 4.0L
INSTALLATION DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 37
INSTALLATION 4.0L ................ . . . 26 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
INSTALLATION - 2.4L ............... . . . 26 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
ENGINE COOLANT TEMPERATURE SENSOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 39
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 27 RADIATOR PRESSURE CAP
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 40
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 27 DIAGNOSIS AND TESTING
ENGINE COOLANT THERMOSTAT DIAGNOSIS AND TESTING - RADIATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 28 CAP-TO-FILLER NECK SEAL . . . . . . . . . . . . . 41
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 DIAGNOSIS AND TESTING - RADIATOR
REMOVAL CAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 INSPECTION ..................... . . . . . 41
INSTALLATION RADIATOR FAN
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 29 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 42
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 29 REMOVAL
FAN DRIVE VISCOUS CLUTCH REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 30 REMOVAL - 4.0L . . . . . . . . . . . . . . . . . . . . . . 42
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 CLEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
DIAGNOSIS AND TESTING INSPECTION ..................... . . . . . 42
VISCOUS FAN DRIVE . . . . . . . . . . . . . . . . . . 31 INSTALLATION
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 43
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 32 INSTALLATION - 4.0L ............. . . . . . 43
RADIATOR RADIATOR FAN RELAY
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 33 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 43
TJ ENGINE 7 - 23
PROPYLENE-GLYCOL MIXTURES
It’s overall effective temperature range is smaller
than that of ethylene-glycol. The freeze point of 50/50
propylene-glycol and water is -32 deg. C (-26 deg. F).
5 deg. C higher than ethylene-glycol’s freeze point.
The boiling point (protection against summer boil-
over) of propylene-glycol is 125 deg. C (257 deg. F )
at 96.5 kPa (14 psi), compared to 128 deg. C (263
deg. F) for ethylene-glycol. Use of propylene-glycol
can result in boil-over or freeze-up on a cooling sys-
tem designed for ethylene-glycol. Propylene glycol
also has poorer heat transfer characteristics than Fig. 1 Coolant Recovery Bottle
ethylene glycol. This can increase cylinder head tem- 1 - RADIATOR PRESSURE CAP
peratures under certain conditions. 2 - HOSE
3 - COOLANT RECOVERY BOTTLE
Propylene-glycol/ethylene-glycol Mixtures can
cause the destabilization of various corrosion inhibi-
tors, causing damage to the various cooling system
components. Also, once ethylene-glycol and propy-
lene-glycol based coolants are mixed in the vehicle,
TJ ENGINE 7 - 25
COOLANT RECOVERY CONTAINER (Continued)
ENGINE COOLANT
TEMPERATURE SENSOR
DESCRIPTION
The Engine Coolant Temperature (ECT) sensor is
used to sense engine coolant temperature. The sensor
protrudes into an engine water jacket.
The ECT sensor is a two-wire Negative Thermal
Coefficient (NTC) sensor. Meaning, as engine coolant
temperature increases, resistance (voltage) in the
sensor decreases. As temperature decreases, resis-
tance (voltage) in the sensor increases.
OPERATION
At key-on, the Powertrain Control Module (PCM)
sends out a regulated 5 volt signal to the ECT sensor.
The PCM then monitors the signal as it passes
through the ECT sensor to the sensor ground (sensor
return). Fig. 6 ECT SENSOR LOCATION- 2.4L
When the engine is cold, the PCM will operate in 1 - UPPER TIMING BELT COVER
Open Loop cycle. It will demand slightly richer air- 2 - ELECTRICAL CONNECTOR (ECT)
fuel mixtures and higher idle speeds. This is done 3 - MOUNTING BOLTS (3)
until normal operating temperatures are reached.
The PCM uses inputs from the ECT sensor for the
following calculations:
• For engine coolant temperature gauge operation
through CCD or PCI (J1850) communications
• Injector pulse-width
• Spark-advance curves
• ASD relay shut-down times
• Idle Air Control (IAC) motor key-on steps
• Pulse-width prime-shot during cranking
• O2 sensor closed loop times
• Purge solenoid on/off times
• EGR solenoid on/off times (if equipped)
• Leak Detection Pump operation (if equipped)
• Radiator fan relay on/off times (if equipped)
• Target idle speed
REMOVAL
WARNING: HOT, PRESSURIZED COOLANT CAN
CAUSE INJURY BY SCALDING. COOLING SYSTEM Fig. 7 ECT SENSOR LOCATION - 4.0L
MUST BE PARTIALLY DRAINED BEFORE REMOV- 1 - THERMOSTAT HOUSING
2 - ENGINE COOLANT TEMPERATURE SENSOR
ING ECT (ENGINE COOLANT TEMPERATURE) SEN- 3 - ELECTRICAL CONNECTOR
SOR.
Fig. 8 Thermostat—Typical
1 - LONG BOLT
2 - GASKET
3 - THERMOSTAT
4 - THERMOSTAT HOUSING
5 - SHORT BOLT
TJ ENGINE 7 - 29
ENGINE COOLANT THERMOSTAT (Continued)
OPERATION
A thermostatic bimetallic spring coil is located on
the front face of the viscous fan drive unit (a typical
viscous unit is shown in (Fig. 15) (Fig. 16). This
spring coil reacts to the temperature of the radiator
discharge air. It engages the viscous fan drive for
higher fan speed if the air temperature from the
radiator rises above a certain point. Until additional
engine cooling is necessary, the fan will remain at a
reduced rpm regardless of engine speed.
Only when sufficient heat is present, will the vis- Fig. 16 Viscous Fan Drive - 4.0L Engine
cous fan drive engage. This is when the air flowing 1 - VISCOUS FAN DRIVE
2 - THERMOSTATIC SPRING
through the radiator core causes a reaction to the 3 - MOUNTING NUT TO WATER PUMP HUB
bimetallic coil. It then increases fan speed to provide
the necessary additional engine cooling. may occur when ambient (outside air temperature) is
Once the engine has cooled, the radiator discharge very high.
temperature will drop. The bimetallic coil again • Engine loads and temperatures are high such as
reacts and the fan speed is reduced to the previous when towing a trailer.
disengaged speed. • Cool silicone fluid within the fan drive unit is
being redistributed back to its normal disengaged
(warm) position. This can occur during the first 15
DIAGNOSIS AND TESTING seconds to one minute after engine start-up on a cold
engine.
VISCOUS FAN DRIVE
LEAKS
NOISE Viscous fan drive operation is not affected by small
oil stains near the drive bearing. If leakage appears
NOTE: It is normal for fan noise to be louder (roar-
excessive, replace the fan drive unit.
ing) when:
RADIATOR REMOVAL
A heavy duty down-flow aluminum/plastic radiator Do not waste reusable coolant. If the solution is
is used (Fig. 18). The radiator consists of an alumi- clean, drain the coolant into a clean container for
num core and plastic end tanks, which are fastened reuse.
to the core with clinch tabs and sealed with a high
WARNING: CONSTANT TENSION HOSE CLAMPS
temperature rubber gasket. On automatic transmis-
ARE USED ON MOST COOLING SYSTEM HOSES.
sion equipped vehicles, the lower tank contains a
WHEN REMOVING OR INSTALLING, USE ONLY
concentric-tube transmission oil cooler.
TOOLS DESIGNED FOR SERVICING THIS TYPE OF
If the plastic tank has been damaged, individual
CLAMP, SUCH AS SPECIAL CLAMP TOOL NUMBER
parts are not available, and the radiator must be
6094 (Fig. 19). ALWAYS WEAR SAFETY GLASSES
replaced.
WHEN SERVICING CONSTANT TENSION CLAMPS.
CLEANING
Clean radiator fins. With the engine cold, apply
cold water and compressed air to the back (engine
side) of the radiator to flush the radiator and/or A/C
condenser of debris.
INSPECTION
The radiator cooling fins should be checked for
damage or deterioration. Inspect cooling fins to make
sure they are not bent or crushed, these areas result
in reduced heat exchange causing the cooling system
to operate at higher temperatures. Inspect the plastic
end tanks for cracks, damage or leaks.
Inspect the radiator neck for damage or distortion.
INSTALLATION
CAUTION: Before installing the radiator or A/C con-
denser, be sure the radiator-to-body and radiator-to-
A/C condenser rubber air seals are properly
fastened to their original positions. These are used
at the top, bottom and sides of the radiator and A/C
condenser. To prevent overheating, these seals
must be installed to their original positions.
CAUTION: The tangs on the hose clamps must be Fig. 25 Water Pump
positioned straight down.
1 - CYLINDER BLOCK
2 - WATER PUMP
(6) Connect radiator hoses and install hose clamps.
(7) Position and install the condenser lower seal DIAGNOSIS AND TESTING
(Fig. 22).
(8) Connect battery negative cable.
(9) Fill cooling system with correct coolant (Refer
WATER PUMP
A quick flow test to determine if the water pump is
to 7 - COOLING - STANDARD PROCEDURE).
working effectively is to check heater system for
(10) Connect coolant recovery bottle hose.
proper operation. A defective pump will not provide
(11) Install radiator cap.
an adequate flow of heated coolant through the sys-
(12) Check and adjust automatic transmission
tem.
fluid level (if equipped).
(13) Start engine and check for leaks. WARNING: DO NOT REMOVE THE COOLING SYS-
TEM PRESSURE CAP WITH THE SYSTEM HOT AND
UNDER PRESSURE BECAUSE SERIOUS BURNS
WATER PUMP - 2.4L FROM COOLANT CAN OCCUR.
DESCRIPTION Another flow test to help determine water pump
The water pump has a cast aluminum body and operation is as follows:
housing with a stamped steel impeller. The water (1) Remove cooling system pressure cap.
pump bolts directly to the block (Fig. 25). The cylin- (2) Remove a small amount of coolant from the
der block to water pump seal is provided by a rubber system.
O-ring. The water pump is driven by the engine tim- (3) Start the engine and warm up until thermostat
ing belt. opens.
(4) With the thermostat open and coolant level low,
OPERATION visually inspect for coolant flow. If flow is present,
The water pump is the heart of the cooling system. the water pump is pumping coolant through the sys-
The coolant is pumped through the engine block, cyl- tem.
inder head, heater core, and radiator.
TJ ENGINE 7 - 37
WATER PUMP - 2.4L (Continued)
REMOVAL - 2.4L
(1) Drain cooling system (Refer to 7 - COOLING/
ENGINE - STANDARD PROCEDURE).
(2) Remove timing belt (Refer to 9 - ENGINE/
VALVE TIMING/TIMING BELT AND SPROCKETS -
REMOVAL).
(3) Remove camshaft sprockets and rear timing
belt cover (Refer to 9 - ENGINE/VALVE TIMING/
TIMING BELT AND SPROCKETS - REMOVAL).
(4) Remove screws attaching water pump to
engine. Remove pump (Fig. 26).
INSTALLATION
(1) If pump is being replaced, install the heater
hose fitting to the pump. Use a sealant on the fitting
such as Mopart Thread Sealant With Teflon. Refer to
the directions on the package.
(2) Clean the gasket mating surfaces. If the origi-
Fig. 31 Hose Clamp Tool - Typical nal pump is used, remove any deposits or other for-
eign material. Inspect the cylinder block and water
1 - HOSE CLAMP TOOL 6094
2 - HOSE CLAMP pump mating surfaces for erosion or damage from
cavitation.
CAUTION: A number or letter is stamped into the (3) Install the gasket and water pump. The sili-
tongue of constant tension clamps (Fig. 32). If cone bead on the gasket should be facing the water
replacement is necessary, use only an original pump. Also, the gasket is installed dry. Tighten
equipment clamp with matching number or letter. mounting bolts to 23 N·m (200 in. lbs.) torque. Rotate
the shaft by hand to be sure it turns freely.
(6) Remove lower radiator hose from water pump. (4) Connect the radiator and heater hoses to the
Remove heater hose from water pump fitting. water pump.
7 - 40 ENGINE TJ
WATER PUMP - 4.0L (Continued)
sure relief point (in pounds) is engraved on top of the
cap
The cooling system will operate at pressures
slightly above atmospheric pressure. This results in a
higher coolant boiling point allowing increased radi-
ator cooling capacity. The cap contains a spring-
loaded pressure relief valve. This valve opens when
system pressure reaches the release range of 124-145
kPa (18-21 psi).
A rubber gasket seals the radiator filler neck. This
is done to maintain vacuum during coolant cool-down
and to prevent leakage when system is under pres-
sure.
Do not remove radiator cap at any time except for Fig. 35 Pressure Testing Radiator Cap - Typical
the following purposes:
1 - PRESSURE CAP
(1) Check and adjust antifreeze freeze point. 2 - TYPICAL COOLING SYSTEM PRESSURE TESTER
(2) Refill system with new antifreeze.
(3) Conducting service procedures. pressure or vacuum when installed on radiator. If so,
(4) Checking for vacuum leaks. inspect radiator filler neck and cap’s top gasket for
damage. Also inspect for dirt or distortion that may
WARNING: IF VEHICLE HAS BEEN RUN RECENTLY, prevent cap from sealing properly.
WAIT AT LEAST 15 MINUTES BEFORE REMOVING
RADIATOR CAP. WITH A RAG, SQUEEZE RADIATOR CAUTION: Radiator pressure testing tools are very
UPPER HOSE TO CHECK IF SYSTEM IS UNDER sensitive to small air leaks, which will not cause
PRESSURE. PLACE A RAG OVER CAP AND WITH- cooling system problems. A pressure cap that does
OUT PUSHING CAP DOWN, ROTATE IT COUNTER- not have a history of coolant loss should not be
CLOCKWISE TO FIRST STOP. ALLOW FLUID TO replaced just because it leaks slowly when tested
ESCAPE THROUGH THE COOLANT RESERVE/ with this tool. Add water to tool. Turn tool upside
OVERFLOW HOSE INTO RESERVE/OVERFLOW down and recheck pressure cap to confirm that cap
TANK. SQUEEZE RADIATOR UPPER HOSE TO needs replacement.
DETERMINE WHEN PRESSURE HAS BEEN
RELEASED. WHEN COOLANT AND STEAM STOP
BEING PUSHED INTO TANK AND SYSTEM PRES- CLEANING
SURE DROPS, REMOVE RADIATOR CAP COM- Use only a mild soap and water to clean the radi-
PLETELY. ator cap. Using any type solvent may cause damage
to the seal in the radiator cap.
RADIATOR FAN
DESCRIPTION
The electric cooling fan replaces the engine driven
mechanical fan. The electric cooling fan is integral to
the fan shroud and is located between the radiator
and the engine.
The electric fan is controlled by the electronic con-
trol module (ECM).
The electric cooling fan is not serviceable. Any fail-
ure of the fan blade, electric motor or fan shroud
requires replacement of the fan module.
REMOVAL - 4.0L
(1) Remove the thermal viscous fan drive/fan blade
assembly (Refer to 7 - COOLING/ENGINE/FAN
DRIVE VISCOUS CLUTCH - REMOVAL).
(2) Remove the four fan retaining bolts.
(3) Seperate the fan blade from the thermal vis-
cous fan drive.
CLEANING
Clean the fan blades using a mild soap and water.
Do not use an abrasive to clean the blades.
TRANSMISSION
TABLE OF CONTENTS
page page
TRANSMISSION COOLER
DESCRIPTION
NOTE: The internal transmission oil cooler located
within the radiator is not serviceable. If it requires
service, the radiator must be replaced.
OPERATION
Transmission oil is cooled when it passes through
this separate cooler. In case of a leak in the internal
radiator mounted transmission oil cooler, engine cool- Fig. 1 Radiator with Integral Transmission Oil
ant may become mixed with transmission fluid or Cooler
transmission fluid may enter the cooling system. 1 - DOWNFLOW RADIATOR
Both cooling system and transmission should be 2 - INTEGRAL TRANSMISSION OIL COOLER (INTERNAL TO
drained and inspected if the internal radiator RADIATOR)
mounted transmission cooler is leaking.
TJ AUDIO/VIDEO 8A - 1
AUDIO/VIDEO
TABLE OF CONTENTS
page page
AUDIO RADIO
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . ...1 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 6
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . ...1 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
DIAGNOSIS AND TESTING - AUDIO . . . . . . . ...1 REMOVAL .............................6
AMPLIFIED SUBWOOFER INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 7
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . ...3 RADIO NOISE SUPPRESSION COMPONENTS
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . ...3 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 7
DIAGNOSIS AND TESTING - AMPLIFIED DIAGNOSIS AND TESTING - RADIO NOISE
SUBWOOFER . . . . . . . . . . . . . . . . . . . . . . ...3 SUPPRESSION COMPONENTS ...........7
REMOVAL .......................... ...3 REMOVAL .............................8
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . ...3 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
ANTENNA BODY & CABLE SPEAKER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . ...4 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
DIAGNOSIS AND TESTING - ANTENNA BODY OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
AND CABLE ....................... ...4 DIAGNOSIS AND TESTING - SPEAKER . . . . . . . 8
REMOVAL .......................... ...5 REMOVAL .............................9
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . ...5 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10
NO AUDIO. 1. Fuse inoperative. 1. Check radio fuse and Ignition-Off Draw fuse in Power
Distribution Center. Replace fuses, if required.
2. Radio connector 2. Check for loose or corroded radio connector. Repair, if
damaged. required.
3. Wiring damaged. 3. Check for battery voltage at radio connector. Repair wiring, if
required.
4. Ground damaged. 4. Check for continuity between radio chassis and a known good
ground. There should be continuity. Repair ground, if required.
5. Radio inoperative. 5. Exchange or replace radio, if required.
6. Speakers inoperative. 6. Refer to speaker diagnosis.
NO DISPLAY. 1. Fuse inoperative. 1. Check radio fuse and Ignition-Off Draw fuse in Power
Distribution Center. Replace fuses, if required.
2. Radio connector 2. Check for loose or corroded radio connector. Repair, if
damaged. required.
3. Wiring damaged. 3. Check for battery voltage at radio connector. Repair wiring, if
required.
4. Ground damaged. 4. Check for continuity between radio chassis and a known good
ground. There should be continuity. Repair ground, if required.
5. Radio inoperative. 5. Exchange or replace radio, if required.
CLOCK WILL 1. Fuse inoperative. 1. Check ignition-off draw fuse. Replace fuse, if required.
NOT KEEP SET
TIME.
2. Radio connector 2. Check for loose or corroded radio connector. Repair, if
damaged. required.
3. Wiring damaged. 3. Check for battery voltage at radio connector. Repair wiring, if
required.
4. Ground damaged. 4. Check for continuity between radio chassis and a known good
ground. There should be continuity. Repair ground, if required.
5. Radio inoperative. 5. Exchange or replace radio, if required.
POOR RADIO 1. Antenna inoperative. 1. See antenna diagnosis, in this group. Repair or replace
RECEPTION. antenna, if required.
2. Ground damaged. 2. Check for continuity between radio chassis and a known good
ground. There should be continuity. Repair ground, if required..
3. Radio inoperative. 3. Exchange or replace radio, if required.
NO/POOR TAPE 1. Tape damaged. 1. Insert known good tape and test operation.
OPERATION.
2. Foreign objects behind 2. Remove foreign objects and test operation.
tape door.
3. Dirty cassette tape 3. Clean head with Mopar Cassette Head Cleaner.
head.
4. Radio inoperative 4. Exchange or replace radio, if required.
TJ AUDIO/VIDEO 8A - 3
AUDIO (Continued)
TEST 4
Test 4 checks the condition of the ground between
the antenna base and the vehicle body as follows:
(1) Connect one ohmmeter test lead to the vehicle
fender. Connect the other test lead to the outer crimp
on the antenna coaxial cable connector.
(2) The resistance should be less then one ohm.
(3) If the resistance is more then one ohm, clean
and/or tighten the antenna base to fender mounting
hardware. Fig. 2 Antenna Remove/Install
1 - RIGHT COWL SIDE PANEL
REMOVAL 2
3
-
-
BASE & CABLE
GROMMET
4 - SCREW
WARNING: ON VEHICLES EQUIPPED WITH AIR- 5 - COVER
BAGS, (REFER TO ELECTRICAL/RESTRAINTS) 6 - MAST
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL (8) From the outside of the vehicle, pull the
COMPONENT DIAGNOSIS OR SERVICE. FAILURE antenna body base and cable assembly out through
TO TAKE THE PROPER PRECAUTIONS COULD the hole in the right outer cowl side panel.
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY. INSTALLATION
(1) Disconnect and isolate the battery negative WARNING: ON VEHICLES EQUIPPED WITH AIR-
cable. BAGS, (REFER TO ELECTRICAL/RESTRAINTS)
(2) Remove the glove box from the instrument BEFORE ATTEMPTING ANY STEERING WHEEL,
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/ STEERING COLUMN, OR INSTRUMENT PANEL
GLOVE BOX - REMOVAL). COMPONENT DIAGNOSIS OR SERVICE. FAILURE
(3) Reach through the instrument panel glove box TO TAKE THE PROPER PRECAUTIONS COULD
opening to unplug the two antenna coaxial cables in RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
line connector. Unplug the connector by pulling it AND POSSIBLE PERSONAL INJURY.
apart while twisting the metal connector halves. Do
(1) From outside the vehicle, feed the antenna
not pull on the cable.
cable and base assembly through the outer cowl side
(4) Unscrew the antenna mast from the antenna
panel and into the inner cowl side panel hole.
body base on the right outer cowl side panel (Fig. 2).
(2) From inside the passenger compartment, pull
(5) Using a trim stick, gently pry the edge of the
the cable and grommet into the hole in the inside
antenna base trim cover to unsnap it from the
cowl side panel until the grommet is fully seated.
antenna body base.
(3) Install the three screws retaining the antenna
(6) Remove the three screws that secure the
body base to right outer cowl side panel. Tighten the
antenna body base to the right outer cowl side panel.
screws to 3.3 N·m (30 in. lbs.).
(7) From inside the passenger compartment, push
(4) Snap on the antenna base trim cover to the
the coaxial cable grommet on the antenna body half
antenna body base.
of the coaxial cable out through the hole in the right
(5) Install antenna mast. Tighten to 5 N·m (46 in.
inner cowl side panel.
lbs.). Ensure that the antenna mast is fully
8A - 6 AUDIO/VIDEO TJ
ANTENNA BODY & CABLE (Continued)
seated on antenna base and that there is no gap (3) Remove the center bezel (Refer to 23 - BODY/
between the mast and base. INSTRUMENT PANEL/INSTRUMENT PANEL
(6) Reach through the glove box opening and con- CENTER BEZEL - REMOVAL).
nect the two antenna coaxial cables in line connector. (4) Remove the screws that secure the radio to the
(7) Install the glove box to the instrument panel instrument panel.
(Refer to 23 - BODY/INSTRUMENT PANEL/GLOVE (5) If the vehicle is equipped with the CD radio, go
BOX - INSTALLATION). to Step 6. If the vehicle is not equipped with the CD
(8) Connect the battery negative cable. radio receiver, go to Step 8.
(6) Remove the glove box from the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
RADIO GLOVE BOX - REMOVAL).
(7) Reach through the instrument panel glove box
DESCRIPTION opening to access and remove the nut that secures
Available factory-installed radio receivers for this the CD radio bracket and the ground strap to the
model include: back of the radio.
• AM/FM/cassette with CD changer control fea- (8) Pull the radio out from the instrument panel
ture (RBB sales code) far enough to access the wire harness connectors and
• AM/FM/CD with CD changer control feature the antenna coaxial cable connector.
(RBK sales code) (9) Unplug the wire harness connectors from the
• AM/FM/cassette/CD/ with CD changer control rear of the radio.
feature (RAD, RBT or RBY sales code) - export only
All factory-installed radio receivers can communi- CAUTION: Pulling the antenna cable straight out of
cate on the Programmable Communications Interface the radio without pulling on the locking antenna
(PCI) data bus network. All factory-installed receiv- connector could damage the cable or radio.
ers are stereo Electronically Tuned Radios (ETR) and
include an electronic digital clock function. (10) Disconnect the antenna cable by pulling the
These radio receivers can only be serviced by an locking antenna connector away from the radio (Fig.
authorized radio repair station. See the latest War- 3).
ranty Policies and Procedures manual for a current
listing of authorized radio repair stations.
OPERATION
The radio receiver operates on ignition switched
battery current that is available only when the igni-
tion switch is in the On or Accessory positions. The
electronic digital clock function of the radio operates
on fused battery current supplied through the IOD
fuse, regardless of the ignition switch position.
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, (REFER TO ELECTRICAL/RESTRAINTS)
BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL Fig. 3 ANTENNA TO RADIO
COMPONENT DIAGNOSIS OR SERVICE. FAILURE 1 - RADIO
TO TAKE THE PROPER PRECAUTIONS COULD 2 - LOCKING ANTENNA CONNECTOR
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT 3 - INSTRUMENT PANEL ANTENNA CABLE
AND POSSIBLE PERSONAL INJURY.
(11) Remove the radio from the instrument panel.
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the instrument panel top cover from
the instrument panel. (Refer to 23 - BODY/INSTRU-
MENT PANEL/INSTRUMENT PANEL TOP COVER
- REMOVAL).
TJ AUDIO/VIDEO 8A - 7
RADIO (Continued)
REMOVAL SPEAKER
ENGINE-TO-BODY GROUND STRAP DESCRIPTION
The standard equipment speaker system includes
WARNING: ON VEHICLES EQUIPPED WITH AIR-
four full-range speakers. The two front speakers are
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
mounted behind a removable bezel located on each
ATTEMPTING ANY STEERING WHEEL, STEERING
outboard end of the lower instrument panel. With the
COLUMN, OR INSTRUMENT PANEL COMPONENT
premium speaker system, the standard front speak-
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
ers are replace with an enclosure assembly that
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
includes a 4 inch speaker and a 1 inch tweeter. The
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
two rear speakers are mounted behind a grille
TEM CAPACITOR TO DISCHARGE BEFORE PER-
located on each outboard end of the sport bar, above
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
the rear seating area of the vehicle.
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
OPERATION
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
Two wires connected to each speaker, one feed cir-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
cuit (+) and one return circuit (–), allow the audio
INJURY.
output signal electrical current to flow through the
(1) Remove the screw that secures the engine-to- speaker voice coil.
body ground strap eyelet to the hood panel center
reinforcement. DIAGNOSIS AND TESTING - SPEAKER
(2) Remove the screw that secures the engine-to- Any diagnosis of the Audio system should
body ground strap eyelet to the dash panel. begin with the use of the DRB IIIt diagnostic
(3) Remove the nut that secures the engine-to-body tool. For information on the use of the DRB
ground strap eyelet to the stud on the left upper rear IIIt, refer to the appropriate Diagnostic Service
corner of the engine cylinder head. Manual.
(4) Remove the engine-to-body ground strap eyelet For complete circuit diagrams, refer to the appro-
from the stud on the left upper rear corner of the priate wiring information.
engine cylinder head.
WARNING: DISABLE THE AIRBAG SYSTEM
(5) Remove the engine-to-body ground strap from
BEFORE ATTEMPTING ANY STEERING WHEEL,
the engine compartment.
STEERING COLUMN, SEAT BELT TENSIONER, SIDE
AIRBAG, OR INSTRUMENT PANEL COMPONENT
INSTALLATION
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
ENGINE-TO-BODY GROUND STRAP
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
(1) Position the engine-to-body ground strap in the
TEM CAPACITOR TO DISCHARGE BEFORE PER-
engine compartment.
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
(2) Position the engine-to-body ground strap eyelet
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
over the stud on the left upper rear corner of the
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
engine cylinder head.
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
(3) Install and tighten the nut that secures the
BAG DEPLOYMENT AND POSSIBLE PERSONAL
engine-to-body ground strap eyelet to the stud on the
INJURY.
left upper rear corner of the engine cylinder head.
Tighten the nut to 5.6 N·m (50 in. lbs.).
(4) Install and tighten the screw that secures the CAUTION: The speaker output of the radio is a
engine-to-body ground strap eyelet to the dash panel. “floating ground” system. Do not allow any speaker
Tighten the screw to 48.5 N·m (430 in. lbs.). lead to short to ground, as damage to the radio
(5) Install and tighten the screw that secures the may result.
engine-to-body ground strap eyelet to the hood panel
center reinforcement. Tighten the screw to 1.9 N·m
(17 in. lbs.).
TJ AUDIO/VIDEO 8A - 9
SPEAKER (Continued)
NOTE: If poor sound quality is noted in the audio FRONT
system, check the Cabin Equalization curve pro- (1) Disconnect and isolate the battery negative
grammed in the instrument cluster. Make sure a cable.
base speaker system has the Base Cabin Equaliza- (2) Remove the two screws that secure the out-
tion Curve programmed to the vehicle. If the vehicle board end of the speaker bezel to the instrument
has a premium speaker system, make sure the Pre- panel (Fig. 4).
mium Cabin Equalization Curve is programmed to
the vehicle
FRONT
(1) Connect the speaker wire connector to the
speaker.
(2) Position the speaker to the instrument panel.
(3) Install the four speaker retaining screws.
Tighten the screws to 1.1 N·m (10.in.lbs).
(4) Install the speaker bezel to the instrument
panel. Tighten the screws to 2.2 N·m (20 in. lbs.).
(5) Connect the battery negative cable.
CHIME/BUZZER
TABLE OF CONTENTS
page page
CHIME WARNING SYSTEM circuits are integral to several wire harnesses, which
are routed throughout the vehicle and retained by
many different methods. Refer to the appropriate
DESCRIPTION
wiring information.
A chime warning system is standard factory-in-
The instrument cluster chime warning system cir-
stalled equipment on this model. The chime warning
cuitry and the integral chime tone generator cannot
system uses a single chime tone generator that is
be adjusted or repaired. If the instrument cluster or
integral to the instrument cluster to provide an audi-
the chime tone generator are damaged or faulty, the
ble indication of various vehicle conditions that may
instrument cluster must be replaced.
require the attention of the vehicle operator. The
chime warning system includes the following major
components, which are described in further detail
OPERATION
The chime warning system is designed to provide
elsewhere in this service information:
an audible output as an indication of various condi-
• Door Ajar Switch - A door ajar switch is
tions that may require the attention or awareness of
mounted to each front door hinge pillar. This switch
the vehicle operator. The chime warning system com-
provides an input to the chime warning system indi-
ponents operate on battery voltage received through
cating whether the front doors are open or closed.
the Ignition-Off Draw (IOD) fuse in the Power Distri-
• Ignition Switch - A key-in ignition switch is
bution Center (PDC) so that the system may operate
integral to the ignition switch. The key-in ignition
regardless of the ignition switch position.
switch provides an input to the chime warning sys-
The chime warning system provides an audible
tem indicating whether a key is present in the igni-
warning to the vehicle operator under the following
tion lock cylinder.
conditions:
• Instrument Cluster - The instrument cluster
• Air Bag Warning - The instrument cluster
contains an integral chime tone generator, integrated
chime tone generator will generate a single chime
circuitry, a central processing unit and the program-
tone when the airbag indicator is illuminated for an
ming to provide all of the proper chime warning sys-
airbag system fault condition. The instrument cluster
tem features based upon the monitored inputs. The
uses airbag indicator lamp-on and lamp-off message
instrument cluster circuitry monitors hard-wired
inputs received from the Airbag Control Module
switch inputs, as well as message inputs received
(ACM) over the Programmable Communications
from other vehicle electronic modules on the Pro-
Interface (PCI) data bus indicating that the airbag
grammable Communications Interface (PCI) data bus
indicator should be illuminated for an airbag system
network.
fault condition.
• Left Multi-Function Switch - The exterior
• Charging System Warning - The instrument
lighting switch is integral to the left multi-function
cluster chime tone generator will generate a single
switch. The exterior lighting switch provides an
chime when the check gauges indicator is illuminated
input to the chime warning system indicating when
for a charging system fault or a system voltage high
the exterior lamps are turned On or Off.
warning condition. The instrument cluster uses sys-
• Seat Belt Switch - A seat belt switch is inte-
tem voltage status message inputs received from the
gral to the driver side front seat belt buckle-half
Powertrain Control Module (PCM) over the PCI data
unit. The seat belt switch provides an input to the
bus to illuminate the check gauges indicator for a
chime warning system indicating whether the driver
charging system fault. This chime feature will only
side front seat belt is fastened.
occur once in an ignition cycle.
Hard wired circuitry connects many of the chime
• Driver Door Ajar Warning - The instrument
warning system components to each other through
cluster chime tone generator will generate repetitive
the electrical system of the vehicle. These hard wired
chimes at a slow rate to announce that the hard
8B - 2 CHIME/BUZZER TJ
CHIME WARNING SYSTEM (Continued)
wired inputs from the driver door ajar switch and the • Low Fuel Warning - The instrument cluster
ignition switch as well as an engine speed message chime tone generator will generate one chime tone
input received from the PCM over the PCI data bus when the low fuel indicator is illuminated by the
indicate that the driver door is opened with the igni- instrument cluster. The instrument cluster uses a
tion switch in the On position and the engine is not percent tank full message input received from the
running. The chimes will continue to sound for a PCM over the PCI data bus indicating that there is
duration of about twenty minutes, until the driver less than about one-eighth tank of fuel remaining to
door is closed, until the ignition switch is turned to illuminate the low fuel indicator. This chime feature
the Off position, or until the engine speed message will only occur once in an ignition cycle.
indicates the engine is running, whichever occurs • Low Oil Pressure Warning - The instrument
first. cluster chime tone generator will generate repetitive
• Engine Coolant Temperature High Warning chimes at a fast rate when the check gauges indica-
- The instrument cluster chime tone generator will tor is illuminated for a low oil pressure condition.
generate a single chime tone when the check gauges The instrument cluster uses engine speed and oil
indicator is illuminated for a high or critical engine pressure message inputs received from the PCM over
coolant temperature condition. The instrument clus- the PCI data bus indicating that the engine is run-
ter uses engine coolant temperature message inputs ning at greater than 300 rpm and that the oil pres-
received from the PCM over the PCI data bus to illu- sure is low to illuminate the check gauges indicator.
minate the check gauges indicator for a coolant tem- The chimes will continue to sound for five seconds,
perature high condition. This chime feature will only until the engine oil pressure message indicates that
occur once in an ignition cycle. the oil pressure is not low, or until the engine speed
• Fasten Seat Belt Warning - The instrument message indicates that the engine is running at less
cluster chime tone generator will generate repetitive than 300 rpm, whichever occurs first. This chime
chimes at a slow rate each time the ignition switch is tone will only occur once in an ignition cycle.
turned to the On or Start positions to announce that • Overspeed Warning - The instrument cluster
the hard wired inputs from the seat belt switch and chime tone generator will generate repetitive chimes
the ignition switch indicate that the driver side front at a slow rate to announce that a vehicle speed mes-
seat belt is not fastened. The chimes will continue to sage input received from the PCM over the PCI data
sound for a duration of about six seconds, until the bus indicates that the vehicle speed is above 120
driver side front seat belt is fastened, or until the kilometers-per-hour (75 miles-per-hour). The chimes
ignition switch is turned to the Off position, which- will continue to sound until the vehicle speed mes-
ever occurs first. sage indicates that the vehicle speed is below 120
• Head/Park Lights-On Warning - The instru- kilometers-per-hour (75 miles-per-hour). This feature
ment cluster chime tone generator will generate is only enabled on an instrument cluster that has
repetitive chimes at a slow rate to announce that the been programmed with a Middle East Gulf Coast
hard wired inputs from the driver door ajar switch, Country (GCC) country code.
the ignition switch, and the exterior lighting circuitry • Park Brake Reminder - The instrument clus-
of the left multi-function switch indicate that the ter chime tone generator will generate ten repetitive
exterior lamps are turned On with the driver door chimes at a slow rate to announce that the hard
opened and the ignition switch in the Off position. wired input from the park brake switch and a vehicle
The chimes will continue to sound for about three speed message input received from the PCM over the
minutes or until the exterior lamps are turned Off, PCI data bus indicates that the park brake is applied
the driver door is closed, or the ignition switch is and the vehicle is moving. This chime feature will
turned to the On position, whichever occurs first. repeat each time the input conditions are met.
• Key-In-Ignition Warning - The instrument • Passenger Door Ajar Warning - The instru-
cluster chime tone generator will generate repetitive ment cluster chime tone generator will generate
chimes at a slow rate to announce that the hard three sets of two chimes at a slow rate to announce
wired inputs from the driver door ajar switch, the that the hard wired inputs from the passenger door
ignition switch, and the key-in ignition circuitry of ajar switch and the ignition switch as well as an
the ignition switch indicate that the key is in the engine speed message input received from the PCM
ignition lock cylinder with the driver door opened over the PCI data bus indicate that the passenger
and the ignition switch in the Off position. The door is opened with the ignition switch in the On
chimes will continue to sound until the key is position and the engine is not running. This chime
removed from the ignition lock cylinder, the driver feature will repeat each time the input conditions are
door is closed, or the ignition switch is turned to the met.
On position, whichever occurs first.
TJ CHIME/BUZZER 8B - 3
CHIME WARNING SYSTEM (Continued)
• Sentry Key Immobilizer System “Customer rate and duration of each chime that is to be gener-
Learn” Mode Announcement - This chime feature ated.
is only active on vehicles equipped with the optional The hard wired chime warning system inputs to
Sentry Key Immobilizer System (SKIS) and sold in the instrument cluster, as well as other hard wired
markets where the optional “Customer Learn” pro- circuits for this system may be diagnosed and tested
gramming feature is available. The instrument clus- using conventional diagnostic tools and procedures.
ter chime tone generator will generate one chime to However, conventional diagnostic methods may not
announce that a status message input received from prove conclusive in the diagnosis of the instrument
the Sentry Key Immobilizer Module (SKIM) over the cluster or the PCI data bus network. The most reli-
PCI data bus indicates that the SKIS is in the “Cus- able, efficient and accurate means to diagnose the
tomer Learn” mode, which is used for programming instrument cluster and the PCI data bus network
additional sentry key transponders. inputs for the chime warning system requires the use
• Turn Signal On Warning - The instrument of a DRBIIIt scan tool. Refer to the appropriate diag-
cluster chime tone generator will generate repetitive nostic information.
chimes at a slow rate to announce that the hard
wired input for the right or left turn signal indicator DIAGNOSIS AND TESTING - CHIME WARNING
as well as vehicle distance and speed message inputs SYSTEM
received from the PCM over the PCI data bus indi- The chime warning system features driven by hard
cate that a turn signal has been active continuously wired inputs to the instrument cluster may be diag-
for 1.6 kilometers (1 mile) with the vehicle speed nosed and tested using conventional diagnostic tools
greater than 22 kilometers-per-hour (15 miles-per and procedures. However, conventional diagnostic
hour). Vehicles built for markets other than the methods may not prove conclusive in the diagnosis of
United States and Canada have a revised distance the chime warning system features driven by mes-
threshold of 4 kilometers for this feature. The chime sage inputs to the instrument cluster over the Pro-
will continue until the turn signal input becomes grammable Communications Interface (PCI) data bus
inactive, the status changes, or until the vehicle network. The most reliable, efficient and accurate
speed message indicates that the speed is less than means to diagnose the instrument cluster and the
22 kilometers-per-hour (15 miles-per-hour), which- PCI data bus network inputs for the chime warning
ever occurs first. The hazard warning flashers will system requires the use of a DRBIIIt scan tool. Refer
not activate this chime feature. to the appropriate diagnostic and wiring information.
The instrument cluster provides chime service for
all available features in the chime warning system. WARNING: ON VEHICLES EQUIPPED WITH AIR-
The instrument cluster relies upon its internal pro- BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
gramming, hard wired inputs from numerous ATTEMPTING ANY STEERING WHEEL, STEERING
switches, and electronic message inputs received COLUMN, OR INSTRUMENT PANEL COMPONENT
from other electronic modules over the PCI data bus DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
network. Upon receiving the proper inputs, the LATE THE BATTERY NEGATIVE (GROUND) CABLE,
instrument cluster activates the integral chime tone THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
generator to provide the audible chime to the vehicle TEM CAPACITOR TO DISCHARGE BEFORE PER-
operator. The chime tone generator in the instrument FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
cluster is capable of producing single chime tones, or IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
repeated chime tones at two different rates: about SYSTEM. FAILURE TO TAKE THE PROPER PRE-
fifty chime tones per minute, or about 180 chime CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
tones per minute. The internal programming of the BAG DEPLOYMENT AND POSSIBLE PERSONAL
instrument cluster determines the priority of each INJURY.
chime request input that is received, as well as the
8B - 4 CHIME/BUZZER TJ
CHIME WARNING SYSTEM (Continued)
NO SEAT BELT WARNING 1. Seat belt switch ground 1. Check for continuity between the ground circuit
CHIME WITH SEAT BELT circuit open. of the floor wire harness connector for the seat
UNBUCKLED, BUT OTHER belt switch and a good ground. Repair open
CHIME FEATURES OK ground circuit, if required.
2. Seat belt switch sense 2. Check for continuity between the seat belt
circuit open. switch sense circuit of the floor wire harness
connector for the seat belt switch and the
instrument panel wire harness instrument cluster
connector. Repair the open seat belt switch sense
circuit, if required.
3. Faulty seat belt switch. 3. Check for continuity between the ground circuit
and the seat belt switch sense circuit of the seat
belt switch pigtail connector. There should be
continuity with the seat belt unbuckled. Replace
the faulty seat belt, if required.
SEAT BELT WARNING 1. Seat belt switch sense 1. With the floor wire harness connector for the
CHIME WITH SEAT BELT circuit shorted. seat belt switch and the instrument panel wire
BUCKLED harness instrument cluster connector
disconnected, there should be no continuity
between the seat belt switch sense circuit and a
good ground. Repair the shorted seat belt switch
sense circuit, if required.
2. Faulty seat belt switch. 2. Check for continuity between the ground circuit
cavity and the seat belt switch sense circuit of the
seat belt switch pigtail connector. There should
be no continuity with the seat belt buckled.
Replace the faulty seat belt, if required.
NO KEY-IN IGNITION 1. Driver door ajar switch 1. Check for continuity between the driver door
WARNING CHIME, BUT sense circuit open. ajar switch sense circuit of the connector for the
OTHER CHIME FEATURES driver door ajar switch and the cross body wire
OK harness ignition switch connector. Repair the
open driver door ajar switch sense circuit, if
required.
2. Key-in ignition switch 2. Check for continuity between the key-in ignition
sense circuit open. switch sense circuit of the cross body wire
harness ignition switch connector and the
instrument panel wire harness instrument cluster
connector. Repair the open key-in ignition switch
sense circuit, if required.
3. Ignition switch ground 3. Check for continuity between the ground circuit
circuit open. cavity of the cross body wire harness ignition
switch connector and a good ground. Repair the
open ground circuit, if required
4. Faulty ignition switch. 4. Check for continuity between the ground circuit
terminal and the key-in ignition switch sense
circuit terminal in the ignition switch connector.
There should be continuity with a key in the
ignition lock cylinder. Replace the faulty ignition
switch, if required.
TJ CHIME/BUZZER 8B - 5
CHIME WARNING SYSTEM (Continued)
NO HEADLAMPS-ON 1. Driver door ajar switch 1. Check for continuity between the driver door
WARNING CHIME, BUT sense circuit open. ajar switch sense circuit of the connector for the
OTHER CHIME FEATURES driver door ajar switch and the instrument panel
OK wire harness instrument cluster connector. Repair
the open driver door ajar switch sense circuit, if
required.
NO CHIMES AND OTHER 1. Instrument cluster ground 1. Check for continuity between the ground circuit
INSTRUMENT CLUSTER circuit open. of the instrument panel wire harness instrument
FEATURES ERRATIC OR cluster connector and a good ground. Repair the
DISABLED open ground circuit, if required.
2. Instrument cluster fused 2. Check for battery voltage at the B(+) circuit of
B(+) circuit open. the instrument panel wire harness instrument
cluster connector. Repair the open fused B(+)
circuit, if required.
3. Instrument cluster fused 3. With the ignition switch in the On position,
ignition switch output check for battery voltage at the fused ignition
(run-start) circuit open. switch output (run-start) circuit of the instrument
panel wire harness instrument cluster connector.
Repair the open fused ignition switch output
(run-start) circuit, if required.
4. Faulty instrument cluster. 4. Replace the faulty instrument cluster, if
required.
NO CHIMES, BUT ALL 1. Faulty instrument cluster. 1. Replace the faulty instrument cluster, if
OTHER INSTRUMENT required.
CLUSTER FEATURES OK
TJ ELECTRONIC CONTROL MODULES 8E - 1
page page
COMMUNICATION OPERATION
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . ...1 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 6
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . ...1 OPERATION - 5 VOLT SUPPLIES . . . . . . . . . . 7
CONTROLLER ANTILOCK BRAKE OPERATION - IGNITION CIRCUIT SENSE . . . . 7
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . .2 REMOVAL .............................7
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
REMOVAL .......................... . . .3 SENTRY KEY IMMOBILIZER MODULE
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . .3 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8
DATA LINK CONNECTOR OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
DESCRIPTION - DATA LINK CONNECTOR . . ...3 STANDARD PROCEDURE - PCM/SKIM
OPERATION - DATA LINK CONNECTOR ... ...3 PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . 10
POWERTRAIN CONTROL MODULE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
DESCRIPTION INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 12
DESCRIPTION ..................... ...3 TRANSMISSION CONTROL MODULE
DESCRIPTION - MODES OF OPERATION . ...3 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 13
DESCRIPTION - 5 VOLT SUPPLIES ..... ...6 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
DESCRIPTION - IGNITION CIRCUIT SENSE ..6 STANDARD PROCEDURE - TCM QUICK
DESCRIPTION - POWER GROUNDS .... ...6 LEARN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
DESCRIPTION - SENSOR RETURN . . . . . ...6
REMOVAL
(1) Remove the negative battery cable from the
battery.
(2) Pull up on the CAB harness connector release
(Fig. 1)and remove connector.
POWERTRAIN CONTROL
MODULE
Fig. 1 CAB HARNESS CONNECTOR RELEASE
DESCRIPTION
1 - ABS MODULE
2 - ELECTRICAL CONNECTOR
DESCRIPTION
(3) Remove the pump connector from the CAB. The PCM is located in the engine compartment
(4) Remove the CAB mounting bolts. (Fig. 3). The PCM is referred to as JTEC.
(5) Remove the CAB from the HCU (Fig. 2).
DESCRIPTION - MODES OF OPERATION
INSTALLATION As input signals to the Powertrain Control Module
(1) Install CAB to the HCU (Fig. 2). (PCM) change, the PCM adjusts its response to the
(2) Install mounting bolts. Tighten to 2 N·m (16 in. output devices. For example, the PCM must calculate
lbs.). different injector pulse width and ignition timing for
(3) Install the pump electircal connector to the idle than it does for wide open throttle (WOT).
CAB (Fig. 2). The PCM will operate in two different modes:
(4) Install the wiring harness connector to the Open Loop and Closed Loop.
CAB and push down on the release to secure the con- During Open Loop modes, the PCM receives input
nector. signals and responds only according to preset PCM
(5) Install negative battery cable to the battery. programming. Input from the oxygen (O2S) sensors
is not monitored during Open Loop modes.
During Closed Loop modes, the PCM will monitor
DATA LINK CONNECTOR the oxygen (O2S) sensors input. This input indicates
to the PCM whether or not the calculated injector
DESCRIPTION - DATA LINK CONNECTOR pulse width results in the ideal air-fuel ratio. This
The data link connector (DLC) is located at the ratio is 14.7 parts air-to-1 part fuel. By monitoring
lower edge of the instrument panel near the steering the exhaust oxygen content through the O2S sensor,
column. the PCM can fine tune the injector pulse width. This
is done to achieve optimum fuel economy combined
OPERATION - DATA LINK CONNECTOR with low emission engine performance.
The 16–way data link connector (diagnostic scan The fuel injection system has the following modes
tool connector) links the Diagnostic Readout Box of operation:
(DRB) scan tool or the Mopar Diagnostic System • Ignition switch ON
(MDS) with the Powertrain Control Module (PCM). • Engine start-up (crank)
8E - 4 ELECTRONIC CONTROL MODULES TJ
POWERTRAIN CONTROL MODULE (Continued)
• The fuel pump is energized through the fuel
pump relay by the PCM. The fuel pump will operate
for approximately three seconds unless the engine is
operating or the starter motor is engaged.
• The O2S sensor heater element is energized via
the ASD relay. The O2S sensor input is not used by
the PCM to calibrate air-fuel ratio during this mode
of operation.
• The Up-shift Indicator Lamp is illuminated
(manual transmission only).
OPERATION
The Sentry Key Immobilizer Module (SKIM) con-
tains a Radio Frequency (RF) transceiver and a
microprocessor. The SKIM transmits RF signals to,
and receives RF signals from the Sentry Key tran-
Fig. 4 PCM Location
sponder through a tuned antenna enclosed within the
1 - PCM MOUNTING BOLTS (3) molded plastic antenna ring integral to the SKIM
2 - POWERTRAIN CONTROL MODULE (PCM)
3 - BATTERY housing. If this antenna ring is not mounted properly
4 - (3) 32–WAY CONNECTOR around the ignition lock cylinder housing, communi-
cation problems between the SKIM and the transpon-
(2) Remove plastic shield from over 32–way con- der may arise. These communication problems will
nectors. Shield snaps to connectors. result in Sentry Key transponder-related faults. The
(3) Carefully unplug three 32–way connectors (Fig. SKIM also communicates over the Programmable
4) from PCM. Communications Interface (PCI) data bus with the
(4) Remove three PCM mounting bolts and remove Powertrain Control Module (PCM), the ElectroMe-
PCM from vehicle. chanical Instrument Cluster (EMIC) and/or the
DRBIIIt scan tool.
INSTALLATION The SKIM retains in memory the ID numbers of
USE THE DRB SCAN TOOL TO REPROGRAM any Sentry Key transponder that is programmed into
THE NEW POWERTRAIN CONTROL MODULE it. A maximum of eight Sentry Key transponders can
(PCM) WITH THE VEHICLES ORIGINAL IDEN- be programmed into the SKIM. For added system
TIFICATION NUMBER (VIN) AND THE VEHI- security, each SKIM is programmed with a unique
CLES ORIGINAL MILEAGE. IF THIS STEP IS Secret Key code. This code is stored in memory, sent
NOT DONE, A DIAGNOSTIC TROUBLE CODE over the PCI data bus to the PCM, and is encoded to
(DTC) MAY BE SET. the transponder of every Sentry Key that is pro-
(1) Install PCM and mounting bolts to vehicle. grammed into the SKIM. Therefore, the Secret Key
(2) Tighten bolts to 4 N·m (35 in. lbs.). code is a common element that is found in every com-
(3) Check pin connectors in PCM and three ponent of the Sentry Key Immobilizer System (SKIS).
32–way connectors for corrosion or damage. Also Another security code, called a PIN, is used to gain
check pin heights in connectors. Pin heights should access to the SKIM Secured Access Mode. The
all be the same. Repair as necessary before installing Secured Access Mode is required during service to
32–way connectors. perform the SKIS initialization and Sentry Key tran-
(4) Install three 32–way connectors. sponder programming procedures. The SKIM also
(5) Install plastic shield to 32–way connectors. stores the Vehicle Identification Number (VIN) in its
Shield snaps to connectors. memory, which it learns through a PCI data bus
(6) Install battery cable. message from the PCM during SKIS initialization.
(7) Use the DRB scan tool to reprogram new PCM In the event that a SKIM replacement is required,
with vehicles original Identification Number (VIN) the Secret Key code can be transferred to the new
and original vehicle mileage. SKIM from the PCM using the DRBIIIt scan tool
TJ ELECTRONIC CONTROL MODULES 8E - 9
SENTRY KEY IMMOBILIZER MODULE (Continued)
and the SKIS initialization procedure. Proper com- The SKIM also sends SKIS indicator status mes-
pletion of the SKIS initialization will allow the exist- sages to the EMIC. This indicator status message
ing Sentry Keys to be programmed into the new tells the EMIC to turn the indicator on for about
SKIM so that new keys will not be required. In the three seconds each time the ignition switch is turned
event that the original Secret Key code cannot be On, as a bulb test. The SKIM sends indicator status
recovered, SKIM replacement will also require new messages to the EMIC to turn the indicator off, turn
Sentry Keys. The DRBIIIt scan tool will alert the the indicator on, or to flash the indicator on and off.
technician during the SKIS initialization procedure if If the SKIS indicator flashes upon ignition On or
new Sentry Keys are required. stays on solid after the bulb test, it signifies a SKIS
When the ignition switch is On, the SKIM trans- fault. If the SKIM detects a system malfunction
mits an RF signal to the transponder in the ignition and/or the SKIS has become inoperative, the SKIS
key. The SKIM then waits for an RF signal response indicator will stay on solid. If the SKIM detects an
from the transponder. If the response received iden- invalid key or if a key transponder-related fault
tifies the key as valid, the SKIM sends a valid key exists, the SKIS indicator will flash. If the vehicle is
message to the PCM over the PCI data bus. If the equipped with the Customer Learn transponder pro-
response received identifies the key as invalid, or if gramming feature, the SKIM will also send messages
no response is received from the key transponder, the to the EMIC to flash the SKIS indicator and to gen-
SKIM sends an invalid key message to the PCM. The erate a single audible chime whenever the Customer
PCM will enable or disable engine operation based Learn programming mode is being utilized. (Refer to
upon the status of the SKIM messages. It is impor- 8 - ELECTRICAL/VEHICLE THEFT SECURITY -
tant to note that the default condition in the PCM is STANDARD PROCEDURE - SENTRY KEY TRAN-
an invalid key; therefore, if no message is received SPONDER PROGRAMMING).
from the SKIM by the PCM, the engine will be dis- The SKIS performs a self-test each time the igni-
abled and the vehicle immobilized after two seconds tion switch is turned to the On position, and will
of running. store fault information in the form of Diagnostic
8E - 10 ELECTRONIC CONTROL MODULES TJ
SENTRY KEY IMMOBILIZER MODULE (Continued)
Trouble Codes (DTC’s) in SKIM memory if a system monitor the battery state and connect a battery
malfunction is detected. The SKIM can be diagnosed, charger if necessary).
and any stored DTC’s can be retrieved using a (6) Press ENTER to transfer the secret key (the
DRBIIIt scan tool. Refer to the appropriate diagnos- SKIM will send the secret key to the PCM).
tic information. (7) Press PAGE BACK to get to the Select System
menu and select ENGINE, MISCELLANEOUS, and
STANDARD PROCEDURE - PCM/SKIM SRI MEMORY CHECK.
PROGRAMMING (8) The DRBIIIt will ask, “Is odometer reading
between XX and XX?” Select the YES or NO button
CAUTION: ASSURE THE DRBIIIT IS PROGRAMMED on the DRBIIIt. If NO is selected, the DRBIIIt will
WITH THE LATEST VERSION OF CURRENT SOFT- read, “Enter Odometer Reading (From I.P. odome-
WARE. ter)”. Enter the odometer reading from the instru-
ment cluster and press ENTER.
NOTE: Before replacing the PCM for a failed driver, PROGRAMMING THE SKIM
control circuit, or ground circuit, be sure to check (1) Turn the ignition switch to the On position
the related component/circuit integrity for failures (transmission in Park/Neutral).
not detected due to a double fault in the circuit. (2) Use the DRBIIIt and select THEFT ALARM,
Most PCM driver/control circuit failures are caused SKIM, then MISCELLANEOUS.
by internal component failures (i.e. relays and sole- (3) Select PCM REPLACED (GAS ENGINE).
noids) and shorted circuits (i.e. pull-ups, drivers, (4) Program the vehicle four-digit PIN into SKIM.
and switched circuits). These failures are difficult to (5) Select COUNTRY CODE and enter the correct
detect when a double fault has occurred and only country.
one DTC has been set.
NOTE: Be sure to enter the correct country code. If
When a PCM (JTEC) and the SKIM are replaced the incorrect country code is programmed into
at the same time, perform the following steps in SKIM, it cannot be changed and the SKIM must be
order: replaced.
(1) Program the new PCM (JTEC).
(2) Program the new SKIM. (6) Select YES to update VIN (the SKIM will learn
(3) Replace all ignition keys and program them to the VIN from the PCM).
the new SKIM. (7) Press ENTER to transfer the secret key (the
PCM will send the secret key to the SKIM).
PROGRAMMING THE PCM (JTEC) (8) Program ignition keys to the SKIM.
The SKIS Secret Key is an ID code that is unique
to each SKIM. This code is programmed and stored NOTE: If the PCM and the SKIM are replaced at the
in the SKIM, the PCM, and the ignition key tran- same time, all vehicle ignition keys will need to be
sponder chip(s). When replacing the PCM, it is nec- replaced and programmed to the new SKIM.
essary to program the secret key into the new PCM
using the DRBIIIt scan tool. Perform the following
steps to program the secret key into the PCM. PROGRAMMING IGNITION KEYS TO THE SKIM
(1) Turn the ignition switch to the On position (1) Turn the ignition switch to the On position
(transmission in Park/Neutral). (transmission in Park/Neutral).
(2) Use the DRBIIIt and select THEFT ALARM, (2) Use the DRBIIIt and select THEFT ALARM,
SKIM, then MISCELLANEOUS. SKIM, then MISCELLANEOUS.
(3) Select PCM REPLACED (GAS ENGINE). (3) Select PROGRAM IGNITION KEY’S.
(4) Enter secured access mode by entering the (4) Enter secured access mode by entering the
vehicle four-digit PIN. vehicle four-digit PIN.
(5) Select ENTER to update PCM VIN.
NOTE: A maximum of eight keys can be learned to
NOTE: If three attempts are made to enter secured each SKIM. Once a key is learned to a SKIM it (the
access mode using an incorrect PIN, secured key) cannot be transferred to another vehicle.
access mode will be locked out for one hour. To
(5) Obtain ignition keys to be programmed from
exit this lockout mode, turn the ignition switch to
the customer (8 keys maximum).
the ON position for one hour, then enter the correct
PIN. (Ensure all accessories are turned off. Also
TJ ELECTRONIC CONTROL MODULES 8E - 11
SENTRY KEY IMMOBILIZER MODULE (Continued)
(6) Using the DRBIIIt, erase all ignition keys by
selecting MISCELLANEOUS, and ERASE ALL CUR-
RENT IGN. KEYS.
(7) Program all of the ignition keys.
If ignition key programming is unsuccessful, the
DRBIIIt will display one of the following messages:
• Programming Not Attempted - The DRBIIIt
attempts to read the programmed key status and
there are no keys programmed into SKIM memory.
• Programming Key Failed (Possible Used
Key From Wrong Vehicle) - SKIM is unable to pro-
gram an ignition key transponder due to one of the
following:
− The ignition key transponder is faulty.
− The ignition key transponder is or has been
already programmed to another vehicle.
• 8 Keys Already Learned, Programming Not
Done - The SKIM transponder ID memory is full.
• Learned Key In Ignition - The ID for the igni-
tion key transponder currently in the ignition lock
cylinder is already programmed in SKIM memory.
CLUTCH VOLUMES
When Updated Proper Clutch
Clutch
Shift Sequence Oil Temperature Throttle Angle Volume
2-1 or 3-1 coast
L/R > 70° < 5° 35 to 83
downshift
2/4 1-2 shift 20 to 77
5 - 54°
OD 2-3 shift > 110° 48 to 150
UD 4-3 or 4-2 shift > 5° 24 to 70
ENGINE SYSTEMS
TABLE OF CONTENTS
page page
BATTERY SYSTEM
TABLE OF CONTENTS
page page
THE BATTERY SEEMS 1. The electrical system 1. Refer to the IGNITION-OFF DRAW TEST
WEAK OR DEAD WHEN ignition-off draw is excessive. Standard Procedure for the proper test
ATTEMPTING TO START procedures. Repair the excessive ignition-off
THE ENGINE. draw, as required.
THE BATTERY STATE OF 1. The battery has an 1. Refer to Battery System Specifications for the
CHARGE CANNOT BE incorrect size or rating for proper specifications. Replace an incorrect
MAINTAINED. this vehicle. battery, as required.
2. The battery terminal 2. Refer to Battery Cable for the proper cable
connections are loose or diagnosis and testing procedures. Clean and
corroded. tighten the battery terminal connections, as
required.
3. The electrical system 3. Refer to the IGNITION-OFF DRAW TEST
ignition-off draw is excessive. Standard Procedure for the proper test
procedures. Repair the faulty electrical system, as
required.
4. The battery is faulty. 4. Test the battery using the Micro 420 battery
tester. Refer to Standard Procedures for
additional test procedures. Replace the faulty
battery, as required.
5. The starting system is 5. Determine if the starting system is performing
faulty. to specifications. Refer to Starting System for the
proper starting system diagnosis and testing
procedures. Repair the faulty starting system, as
required.
6. The charging system is 6. Determine if the charging system is performing
faulty. to specifications. Refer to Charging System for
additional charging system diagnosis and testing
procedures. Repair the faulty charging system, as
required.
7. Electrical loads exceed the 7. Inspect the vehicle for aftermarket electrical
output of the charging equipment which might cause excessive electrical
system. loads.
8. Slow driving or prolonged 8. Advise the vehicle operator, as required.
idling with high-amperage
draw systems in use.
THE BATTERY WILL NOT 1. The battery is faulty. 1. Test the battery using the Micro 420 battery
ACCEPT A CHARGE. tester. Charge or replace the faulty battery, as
required.
WARNING: NEVER EXCEED TWENTY AMPERES After the battery has been charged to 12.4 volts or
WHEN CHARGING A COLD (-1° C [30° F] OR greater, perform a load test to determine the battery
LOWER) BATTERY. THE BATTERY MAY ARC INTER- cranking capacity (Refer to 8 - ELECTRICAL/BAT-
NALLY AND EXPLODE. PERSONAL INJURY AND/OR TERY SYSTEM/BATTERY - STANDARD PROCE-
VEHICLE DAMAGE MAY RESULT. DURE). If the battery will endure a load test, return
the battery to service. If the battery will not endure a
load test, it is faulty and must be replaced.
WARNING: IF THE BATTERY SHOWS SIGNS OF Clean and inspect the battery hold downs, tray,
FREEZING, LEAKING, LOOSE POSTS, DO NOT terminals, posts, and top before completing battery
TEST, ASSIST-BOOST, OR CHARGE. THE BATTERY service (Refer to 8 - ELECTRICAL/BATTERY SYS-
MAY ARC INTERNALLY AND EXPLODE. PERSONAL TEM - CLEANING), and (Refer to 8 - ELECTRICAL/
INJURY AND/OR VEHICLE DAMAGE MAY RESULT. BATTERY SYSTEM - INSPECTION).
OPERATION
The battery holddown secures the battery in the Fig. 13 Battery Hold Downs Remove/Install
battery tray. This holddown is designed to prevent 1 - J-BOLT (2)
2 - NUT (2)
battery movement during the most extreme vehicle 3 - BRACKET
operation conditions. Periodic removal and lubrica- 4 - BATTERY
tion of the battery holddown hardware is recom-
mended to prevent hardware seizure at a later date. INSTALLATION
All of the battery hold down hardware can be ser-
CAUTION: Never operate a vehicle without a battery viced without removal of the battery or the battery
holddown device properly installed. Damage to the tray.
vehicle, components and battery could result. (1) Clean and inspect the battery hold down hard-
ware. (Refer to 8 - ELECTRICAL/BATTERY SYS-
TEM - CLEANING).
REMOVAL (2) Engage the hooked end of each J-bolt into the
All of the battery hold down hardware can be ser- holes in the front or rear flange of the battery tray
viced without removal of the battery or the battery and position the two J-bolts.
tray. (3) Position the battery hold down bracket onto the
(1) Turn the ignition switch to the Off position. Be threaded ends of the two J-bolts and across the top of
certain that all electrical accessories are turned off. the battery case.
(2) Loosen the battery negative cable terminal (4) Install and tighten the nut with washer onto
clamp pinch-bolt hex nut. the threaded end of each of the two J-bolts. Tighten
(3) Disconnect the battery negative cable terminal the nuts to 4.7 N·m (42 in. lbs.).
clamp from the battery negative terminal post. If (5) Reconnect the battery negative cable terminal
necessary, use a battery terminal puller to remove clamp to the battery negative terminal post. Tighten
the terminal clamp from the battery post. the terminal clamp pinch-bolt hex nut to 8.4 N·m (75
(4) Remove the nut with washer from the threaded in. lbs.).
end of each of the two J-bolts (Fig. 13).
(5) Remove the battery hold down bracket from
the threaded ends of the two J-bolts and the top of
the battery case.
(6) Disengage the hooked end of each J-bolt from
the holes in the front or rear flange of the battery
tray and remove the two J-bolts.
8F - 16 BATTERY SYSTEM TJ
REMOVAL INSTALLATION
(1) Remove the battery from the battery tray (1) Clean and inspect the battery tray (Refer to 8 -
(Refer to 8 - ELECTRICAL/BATTERY SYSTEM/BAT- ELECTRICAL/BATTERY SYSTEM - CLEANING),
TERY - REMOVAL). and (Refer to 8 - ELECTRICAL/BATTERY SYSTEM -
(2) Remove the battery temperature sensor from INSPECTION).
the battery tray (Refer to 8 - ELECTRICAL/CHARG- (2) Position the battery tray onto the reinforce-
ING/BATTERY TEMPERATURE SENSOR - ment in the engine compartment.
REMOVAL). (3) Install and tighten the four screws with wash-
(3) Remove the four screws with washers that ers that secure the battery tray to the reinforcement
secure the battery tray to the reinforcement located located between the dash panel and the rear of the
between the dash panel and the rear of the front front wheelhouse inner panel in the engine compart-
wheelhouse inner panel in the engine compartment ment. Tighten the screws to 22.6 N·m (200 in. lbs.).
(Fig. 19). (4) Install the battery temperature sensor onto the
battery tray (Refer to 8 - ELECTRICAL/CHARGING/
BATTERY TEMPERATURE SENSOR - INSTALLA-
TION).
(5) Install the battery onto the battery tray (Refer
to 8 - ELECTRICAL/BATTERY SYSTEM/BATTERY -
INSTALLATION).
CHARGING
TABLE OF CONTENTS
page page
CHARGING OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 21 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 24
DIAGNOSIS AND TESTING - CHARGING GENERATOR DECOUPLER PULLEY
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 26
SPECIFICATIONS OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
GENERATOR RATINGS . . . . . . . . . . . . . . . . . 22 DIAGNOSIS AND TESTING - GENERATOR
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 DECOUPLER . . . . . . . . . . . . . . . . . . . . . . . . . 26
SPECIAL TOOLS ................. . . . . . . 23 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
BATTERY TEMPERATURE SENSOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 29
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 23 VOLTAGE REGULATOR
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 30
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 24
GENERATOR
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 24
DIAGNOSIS AND TESTING - CHARGING To perform a complete test of the charging system,
refer to the appropriate Powertrain Diagnostic Proce-
SYSTEM
dures service manual and the DRBt scan tool. Per-
The following procedures may be used to diagnose
form the following inspections before attaching the
the charging system if:
scan tool.
• the check gauges lamp (if equipped) is illumi-
(1) Inspect the battery condition. Refer to 8, Bat-
nated with the engine running
tery for procedures.
• the voltmeter (if equipped) does not register
(2) Inspect condition of battery cable terminals,
properly
battery posts, connections at engine block, starter
• an undercharged or overcharged battery condi-
solenoid and relay. They should be clean and tight.
tion occurs.
Repair as required.
Remember that an undercharged battery is often
(3) Inspect all fuses in both the fuseblock and
caused by:
Power Distribution Center (PDC) for tightness in
• accessories being left on with the engine not
receptacles. They should be properly installed and
running
tight. Repair or replace as required.
• a faulty or improperly adjusted switch that
(4) Inspect generator mounting bolts for tightness.
allows a lamp to stay on. Refer to Ignition-Off Draw
Replace or tighten bolts if required. Refer to the Gen-
Test in 8, Battery for more information.
erator Removal/Installation section of this group for
INSPECTION torque specifications.
(5) Inspect generator drive belt condition and ten-
The Powertrain Control Module (PCM) monitors
sion. Tighten or replace belt as required. Refer to
critical input and output circuits of the charging sys-
Belt Tension Specifications in 7, Cooling System.
tem, making sure they are operational. A Diagnostic
(6) Inspect automatic belt tensioner (if equipped).
Trouble Code (DTC) is assigned to each input and
Refer to 7, Cooling System for information.
output circuit monitored by the On-Board Diagnostic
(7) Inspect generator electrical connections at gen-
(OBD) system. Some charging system circuits are
erator field, battery output, and ground terminal (if
checked continuously, and some are checked only
equipped). Also check generator ground wire connec-
under certain conditions.
tion at engine (if equipped). They should all be clean
Refer to Diagnostic Trouble Codes in; Powertrain
and tight. Repair as required.
Control Module; Electronic Control Modules for more
DTC information. This will include a complete list of
DTC’s including DTC’s for the charging system.
SPECIFICATIONS
GENERATOR RATINGS
TYPE PART NUMBER RATED SAE AMPS ENGINES MINIMUM TEST AMPS
DENSO 56044530AB 124 2.4L 88
DENSO 56044532AB 136 2.4 96
DENSO 56041685AA 117 4.0L 88
DENSO 56041565AA 81 4.0L 57
DENSO 56041822AA 124 4.0L 90
TJ CHARGING 8F - 23
CHARGING (Continued)
TORQUE
REMOVAL
GENERATOR
DESCRIPTION
The generator is belt-driven by the engine using a
serpentine type drive belt. It is serviced only as a
complete assembly. If the generator fails for any rea-
son, the entire assembly must be replaced.
OPERATION
As the energized rotor begins to rotate within the
generator, the spinning magnetic field induces a cur-
rent into the windings of the stator coil. Once the
generator begins producing sufficient current, it also
provides the current needed to energize the rotor.
The Y type stator winding connections deliver the
induced AC current to 3 positive and 3 negative
diodes for rectification. From the diodes, rectified DC
current is delivered to the vehicle electrical system Fig. 2 GENERATOR REMOVE/INSTALL - 4.0L
through the generator battery terminal. 1 - GENERATOR
Although the generators appear the same exter- 2 - UPPER BOLT
3 - LOWER BOLT
nally, different generators with different output rat-
ings are used on this vehicle. Be certain that the
replacement generator has the same output rating
INSTALLATION
and part number as the original unit. Refer to Gen- (1) Position generator to engine and snap field
erator Ratings in the Specifications section at the wire connector into rear of generator.
back of this group for amperage ratings and part (2) Install B+ terminal to generator mounting
numbers. stud. Tighten mounting nut. Refer to Torque Specifi-
Noise emitting from the generator may be caused cations.
by: worn, loose or defective bearings; a loose or defec- (3) If equipped, snap plastic cover to B+ terminal.
tive drive pulley; incorrect, worn, damaged or misad- (4) Install generator mounting fasteners and
justed fan drive belt; loose mounting bolts; a tighten. Refer to Torque Specifications.
misaligned drive pulley or a defective stator or diode.
CAUTION: Never force a belt over a pulley rim
using a screwdriver. The synthetic fiber of the belt
REMOVAL can be damaged.
WARNING: DISCONNECT NEGATIVE CABLE FROM
BATTERY BEFORE REMOVING BATTERY OUTPUT
WIRE (B+ WIRE) FROM GENERATOR. FAILURE TO
TJ CHARGING 8F - 25
GENERATOR (Continued)
GENERATOR DECOUPLER
PULLEY
DESCRIPTION
The generator decoupler is used only with
certain engines. The decoupler is used in place of
the standard generator drive pulley (Fig. 7).
OPERATION
The generator decoupler is used only with
certain engines. The decoupler (Fig. 7) is a one-way
clutch designed to help reduce belt tension fluctua-
tion, vibration, reduce fatigue loads, improve belt life,
reduce hubloads on components, and reduce noise.
Dry operation is used (no grease or lubricants). The
decoupler is not temperature sensitive and also has a
low sensitivity to electrical load. The decoupler is a
Fig. 7 GENERATOR DECOUPLER PULLEY
non-serviceable item and is to be replaced as an
assembly.
REMOVAL
The generator decoupler is used only with
certain engines.
Two different type generator decoupler pulleys are
used. One can be identified by the use of machined
splines (Fig. 8). The other can be identified by a hex
opening (Fig. 9) and will not use splines.
Different special tools are required to service each
different decoupler. Refer to following procedure.
INA Decoupler
(1) Disconnect negative battery cable.
(2) Remove generator and accessory drive belt.
Refer to Generator Removal.
(3) Position Special Tool #8823 (VM.1048) into
decoupler (Fig. 10).
(4) Determine if end of generator shaft is hex
shaped (Fig. 11) or is splined (Fig. 12). If hex is used,
insert a 10MM deep socket into tool #8823 (VM.1048)
(Fig. 13). If splined, insert a 5/16” 6-point hex driver, Fig. 8 GENERATOR DECOUPLER PULLEY (INA)
or a 10MM 12-point triple square driver into tool 1 - GENERATOR
#8823 (VM.1048) (Fig. 14). 2 - DECOUPLER (INA)
3 - MACHINED SPLINES
TJ CHARGING 8F - 27
GENERATOR DECOUPLER PULLEY (Continued)
Fig. 9 GENERATOR DECOUPLER PULLEY (LITENS) Fig. 11 END OF GENERATOR SHAFT (HEX)
1 - DECOUPLER (LITENS) 1 - GENERATOR SHAFT
2 - HEX OPENING 2 - HEX
INSTALLATION
INA Decoupler
(1) Thread decoupler pulley onto generator shaft
by hand (right-hand threads).
(2) Position Special Tool #8823 (VM.1048) into
decoupler (Fig. 10).
(3) Determine if end of generator shaft is hex
shaped (Fig. 11) or is splined (Fig. 12). If hex is used,
insert a 10MM deep socket into tool #8823 (VM.1048)
(Fig. 17). If splined, insert a 5/16” 6-point hex driver,
or a 10MM 12-point triple square driver into tool
#8823 (VM.1048) (Fig. 18).
(4) Do not use an adjustable, ratcheting “click
type” torque wrench. Most “click type”
wrenches will only allow torque to be applied
in a clockwise rotation. Use a dial-type or
beam-type wrench. Tighten in counter-clockwise
rotation (Fig. 17) or, (Fig. 18). Refer to torque speci-
fications.
(5) Install accessory drive belt, and generator.
Refer to Generator Installation.
(6) Connect negative battery cable.
Litens Decoupler
(1) Thread decoupler pulley onto generator shaft
by hand (right-hand threads).
(2) Position Special Tool 8433 (Fig. 15) into decou-
pler. Align tool to hex end of generator shaft.
(3) Do not use an adjustable, ratcheting “click
type” torque wrench. Most “click type”
wrenches will only allow torque to be applied Fig. 19 DECOUPLER INSTALLATION (Litens)
in a clockwise rotation. Use a dial-type or
8F - 30 CHARGING TJ
VOLTAGE REGULATOR
DESCRIPTION
The Electronic Voltage Regulator (EVR) is not a
separate component. It is actually a voltage regulat-
ing circuit located within the Powertrain Control
Module (PCM). The EVR is not serviced separately. If
replacement is necessary, the PCM must be replaced.
OPERATION
The amount of DC current produced by the gener-
ator is controlled by EVR circuitry contained within
the PCM. This circuitry is connected in series with
the generators second rotor field terminal and its
ground.
Voltage is regulated by cycling the ground path to
control the strength of the rotor magnetic field. The
EVR circuitry monitors system line voltage (B+) and
battery temperature (refer to Battery Temperature
Sensor for more information). It then determines a
target charging voltage. If sensed battery voltage is
0.5 volts or lower than the target voltage, the PCM
grounds the field winding until sensed battery volt-
age is 0.5 volts above target voltage. A circuit in the
PCM cycles the ground side of the generator field up
to 100 times per second (100Hz), but has the capabil-
ity to ground the field control wire 100% of the time
(full field) to achieve the target voltage. If the charg-
ing rate cannot be monitored (limp-in), a duty cycle
of 25% is used by the PCM in order to have some
generator output. Also refer to Charging System
Operation for additional information.
TJ STARTING 8F - 31
STARTING
TABLE OF CONTENTS
page page
STARTING REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 31 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 40
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 STARTER MOTOR RELAY
DIAGNOSIS AND TESTING - STARTING DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 40
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
INSPECTION - STARTING SYSTEM . . . . . . . . . 36 DIAGNOSIS AND TESTING - STARTER RELAY . 40
SPECIFICATIONS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
STARTER . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 41
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
STARTER MOTOR
DIAGNOSIS AND TESTING - STARTER
MOTOR/SOLENOID . . . . . . . . . . . . . . . . . . . . 37
(4) Connect the voltmeter to measure between the If the resistance tests detect no feed circuit prob-
battery negative cable terminal clamp and a good lems, refer to Starter Motor.
clean ground on the engine block (Fig. 5). Rotate and
hold the ignition switch in the Start position.
Observe the voltmeter. If the reading is above 0.2
volt, clean and tighten the battery negative cable
8F - 36 STARTING TJ
STARTING (Continued)
CONTROL CIRCUIT TEST Ignition Switch
The starter control circuit components should be • Visually inspect ignition switch for indications of
tested in the order in which they are listed, as fol- physical damage and loose or corroded wire harness
lows: connections. Clean corroded connections as required.
Refer to Wiring Diagrams. Refer to Ignition
Starter Relay Switch and Key Lock Cylinder for ignition switch
• Refer to Starter Relay. service procedures.
SPECIFICATIONS
STARTER
TORQUE
4.0L
(1) Disconnect and isolate negative battery cable.
(2) Raise and support vehicle.
(3) 4.0L With Manual Transmission: Remove
lower bolt (forward facing) securing starter motor to
transmission housing (Fig. 11).
(4) 4.0L With Manual Transmission: While sup-
porting starter motor, remove upper bolt (rearward
facing) securing starter motor to transmission hous-
ing.
(5) 4.0L With 42 RLE Automatic Transmission:
Remove 2 starter mounting bolts (Fig. 12).
(6) Lower starter motor from front of transmission
housing far enough to access and remove nut secur-
ing battery to starter solenoid. Always support
starter motor during this process. Do not let starter
motor hang from wire harness.
(7) Remove battery cable at starter solenoid. Fig. 12 STARTER - 4.0L - 42RLE AUTO. TRANS.
(8) Disconnect solenoid terminal wire harness con- 1 - BOLT
nector from starter solenoid. 2 - STARTER MOTOR
(9) Remove starter motor from transmission hous-
ing.
8F - 40 STARTING TJ
STARTER MOTOR (Continued)
RELAY TEST
(1) Remove starter relay from PDC. Refer to
Starter Relay.
(2) A relay in de-energized position should have
continuity between terminals 87A and 30, and no
continuity between terminals 87 and 30. If OK, go to
Fig. 13 Starter Relay Step 3. If not OK, replace faulty relay.
(3) Resistance between terminals 85 and 86 (elec-
30 - COMMON FEED
85 - COIL GROUND tromagnet) should be 75 ± 5 ohms. If OK, go to Step
86 - COIL BATTERY 4. If not OK, replace faulty relay.
87 - NORMALLY OPEN (4) Connect a battery to terminals 85 and 86.
87A - NORMALLY CLOSED
There should now be continuity between terminals
The starter relay (Fig. 13) is an electromechanical 30 and 87, and no continuity between terminals 87A
device that switches battery current to the pull-in and 30. If OK, perform Relay Circuit Test that fol-
coil of the starter solenoid when the ignition switch lows. If not OK, replace faulty relay.
TJ STARTING 8F - 41
STARTER MOTOR RELAY (Continued)
(5) The coil ground terminal (85) is connected to
electromagnet in relay. On vehicles with a manual
transmission, it is grounded at all times. On vehicles
with an automatic transmission, it is grounded
through park/neutral position switch only when gear-
shift selector lever is in Park or Neutral positions.
Check for continuity to ground at cavity for relay ter-
minal 85. If not OK with a manual transmission,
repair open park/neutral position switch sense circuit
to ground as required. If not OK with an automatic
transmission, check for an open or shorted park/neu-
tral position switch sense circuit to park/neutral posi-
tion switch and repair, as required. If park/neutral
Fig. 14 Starter Relay position switch sense circuit checks OK, refer to
30 - COMMON FEED Park/Neutral Position Switch.
85 - COIL GROUND
86 - COIL BATTERY
87 - NORMALLY OPEN
REMOVAL
87A - NORMALLY CLOSED (1) Disconnect and isolate battery negative cable.
(2) Unlatch and open cover on Power Distribution
RELAY CIRCUIT TEST Center (PDC) (Fig. 15).
(1) The relay common feed terminal cavity (30) is
connected to battery voltage and should be hot at all
times. If OK, go to Step 2. If not OK, repair open cir-
cuit to fused B(+) fuse in PDC as required.
(2) The relay normally closed terminal (87A) is
connected to terminal 30 in de-energized position,
but is not used for this application. Go to Step 3.
(3) The relay normally open terminal (87) is con-
nected to the common feed terminal (30) in energized
position. This terminal supplies battery voltage to
starter solenoid field coil. There should be continuity
between cavity for relay terminal 87 and starter sole-
noid terminal at all times. If OK, go to Step 4. If not
OK, repair open engine starter motor relay output
circuit to starter solenoid as required. Fig. 15 Power Distribution Center
(4) The coil battery terminal (86) is connected to 1 - POWER DISTRIBUTION CENTER (PDC)
electromagnet in relay. It is energized when ignition 2 - LATCHES
switch is held in Start position. On vehicles with a 3 - COVER
4 - RIGHT FRONT FENDER
manual transmission, the clutch pedal must be
blocked in fully depressed position for this test.
(3) See fuse and relay layout label affixed to
Check for battery voltage at cavity for relay terminal
underside of PDC cover for starter relay identifica-
86 with ignition switch in Start position, and no volt-
tion and location.
age when ignition switch is released to On position.
(4) Remove starter relay from PDC.
If OK, go to Step 5. If not OK with a manual trans-
mission, disconnect clutch pedal position switch wire
INSTALLATION
harness connector and install a jumper wire between
(1) See fuse and relay layout label affixed to under-
two cavities in body half of connector and check for
side of PDC cover for proper starter relay location.
battery voltage again at cavity for relay terminal 86.
(2) Position starter relay in proper receptacle in
If now OK, replace faulty clutch pedal position
PDC.
switch. If still not OK with a manual transmission or
(3) Align starter relay terminals with terminal
if not OK with an automatic transmission, check for
cavities in PDC receptacle.
open or shorted fused ignition switch output (start)
(4) Push down firmly on starter relay until terminals
circuit to ignition switch and repair, as required. If
are fully seated in terminal cavities in PDC receptacle.
fused ignition switch output (start) circuit is OK,
(5) Close and latch PDC cover.
refer to Ignition Switch and Key Lock Cylinder.
(6) Connect negative battery cable.
TJ HEATED SYSTEMS 8G - 1
HEATED SYSTEMS
TABLE OF CONTENTS
page page
HEATED GLASS
TABLE OF CONTENTS
page page
HEATED GLASS and by a 10 amp fuse located in the fuse block for
the control circuit.
DESCRIPTION
OPERATION
CAUTION: Grid lines can be damaged or scraped The electric backlight (EBL) system is controlled
off with sharp instruments. Care should be taken in by a momentary switch located in the accessory
cleaning glass or removing foreign materials, switch bezel on the instrument panel (Fig. 2). When
decals or stickers. Normal glass cleaning solvents the defogger switch for the EBL system is pressed to
or hot water used with rags or toweling is recom- the On position, current is directed to the rear defog-
mended. ger grid lines and the heated power mirrors (if
equipped). The heated grid lines heat the glass to
The rear window defogger system, also known as help clear the rear window and side mirror surfaces
electric backlight (EBL), consists of two vertical bus of fog or frost.
bars linked by a series of grid lines fired onto the An amber indicator lamp in the defogger switch
inside surface of the rear window (Fig. 1). will illuminate to indicate when the EBL system is
The EBL system is turned On or Off by a control turned on. The instrument cluster contains the EBL
switch mounted into the accessory switch bezel in the system control circuitry.
instrument panel and the timer and logic circuitry in
the instrument cluster assembly (Refer to 8 - ELEC- NOTE: The EBL system turns off automatically after
TRICAL/HEATED GLASS/REAR WINDOW DEFOG- approximately ten minutes of initial operation. Each
GER SWITCH - DESCRIPTION). following activation cycle of the EBL system will
Circuit protection is provided by a 40 amp fuse last approximately five minutes.
located in the fuse block for the heated grid circuit,
8G - 2 HEATED GLASS TJ
HEATED GLASS (Continued)
INSTALLATION the grids of the rear window defogger and the heated
power side view mirrors, when equipped.
NOTE: Refer to the fuse and relay map on the inner
surface of the power distribution center (PDC) NOTE: After the initial time interval has expired, if
cover for EBL relay identification and location. the defogger switch is turned on again during the
same ignition cycle, the EBL system will automati-
(1) Position the EBL relay to the proper receptacle cally turn off after about five minutes.
of the PDC.
(2) Align the EBL relay terminals with the termi- The EBL relay will be on for approximately 10
nal cavities in the PDC and push down firmly on the minutes or until the control switch or ignition is
relay until the terminals are fully seated. turned off. An LED indicator will illuminate when
(3) Close the cover of the PDC. the EBL system is on.
(4) Reconnect the negative battery cable. The EBL system will be on for approximately ten
minutes or until the control switch or the ignition
switch is turned off.
REAR WINDOW DEFOGGER The rear window defogger switch and indicator
SWITCH lamp cannot be repaired and, if faulty or damaged,
the defogger switch must be replaced.
DESCRIPTION
The switch for the EBL system is located in the DIAGNOSIS AND TESTING
instrument panel accessory switch bezel, which is
mounted near the bottom of the instrument panel
center bezel (Fig. 6).
REAR WINDOW DEFOGGER SWITCH
When the rear window defogger switch is turned to WARNING: On vehicles equipped with airbags, dis-
the ON position, current is directed to the rear defog- able the airbag system before attempting any steer-
ger grid lines and the heated power mirrors (if ing wheel, steering column, or instrument panel
equipped). The heated grid lines heat the glass to component diagnosis or service. Disconnect and
help clear the surface of fog or frost. isolate the battery negative (ground) cable, then
wait two minutes for the airbag system capacitor to
OPERATION discharge before performing further diagnosis or
Depressing the rear window defogger switch sends service. Failure to take the proper precautions
a request signal to the instrument cluster rear win- could result in accidental airbag deployment and
dow defogger timer and logic circuitry which possible personal injury or death.
responds by energizing or de-energizing the EBL
relay. The EBL relay controls the current to flow to
TJ HEATED GLASS 8G - 5
REAR WINDOW DEFOGGER SWITCH (Continued)
NOTE: For circuit descriptions and diagrams, refer component diagnosis or service. Disconnect and
to Rear Window Defogger in Group 8W - Wiring Dia- isolate the battery negative (ground) cable, then
grams. wait two minutes for the airbag system capacitor to
discharge before performing further diagnosis or
(1) Disconnect and isolate the negative battery service. Failure to take the proper precautions
cable. Remove the accessory switch bezel from the could result in accidental airbag deployment and
instrument panel and disconnect the wire harness possible personal injury or death.
connector from the defogger switch. (1) Disconnect and isolate the negative battery
(2) Check for continuity between the ground cir- cable.
cuit cavity of the defogger switch wire harness con- (2) Remove the center bezel from the instrument
nector and a good ground. There should be panel (Refer to 23 - BODY/INSTRUMENT PANEL/
continuity. If OK, go to Step 3. If not OK, repair the CLUSTER BEZEL - REMOVAL).
open circuit as required. (3) Remove the four screws that secure the acces-
(3) Check for continuity between the ground cir- sory switch bezel to the instrument panel (Fig. 8).
cuit terminal and the rear window defogger switch (4) Pull the accessory switch bezel out from the
sense circuit terminal on the back of the defogger instrument panel far enough to access the wire har-
switch housing (Fig. 7). There should be momentary ness connectors.
continuity as the defogger switch is pressed, and (5) Disconnect the wire harness connectors from
then no continuity. If OK, test the instrument cluster the rear of the accessory switches and the cigar light-
(Refer to 8 - ELECTRICAL/INSTRUMENT CLUS- er/power outlet.
TER - DIAGNOSIS AND TESTING). If not OK, (6) Remove the accessory switch bezel from the
replace the faulty rear window defogger switch (Refer instrument panel.
to 8 - ELECTRICAL/HEATED GLASS/REAR WIN- (7) Using a small thin-bladed screwdriver, gently
DOW DEFOGGER SWITCH - REMOVAL). pry the snap clips at the top and at the bottom of the
rear window defogger switch receptacle on the back
of the accessory switch bezel and pull the switch out
of the bezel.
HEATED MIRRORS
TABLE OF CONTENTS
page page
HEATED MIRRORS
DESCRIPTION
The optional heated mirror system is controlled by
the momentary rear window defogger switch in the
accessory switch bezel (Fig. 1). An amber indicator
lamp in the switch will illuminate to indicate when
the rear window defogger (EBL) system is turned on.
The heated mirror system only operates in concert
with the EBL system, and will be automatically shut
off after a programmed time interval of about ten
minutes. After the initial time interval has expired, if
the defogger switch is pressed again during the same
ignition cycle, the heated mirror system will auto-
matically shut off after about five minutes.
The heated mirror system will automatically shut
off if the ignition switch is turned to the Off position, Fig. 1 03 ACCESSORY SWITCH BEZEL
or it can be shut off manually by pressing the rear 1 - BEZEL SCREWS (4)
2 - BEZEL
window defogger switch a second time. 3 - WIRE HARNESS
4 - ELECTRICAL CONNECTORS (7)
OPERATION
When the rear window defogger switch is pressed, WINDOW DEFOGGER SYSTEM in his group. If
the rear window defogger (EBL) system becomes acti- only one of the outside mirror heating grids is inop-
vated and an electric heater grid located behind the erative, refer to 8 - ELECTRICAL/POWER MIR-
glass of each of the outside rear view mirrors is ener- RORS - DIAGNOSIS AND TESTING.
gized. When energized, each of these heater grids The heating grid behind each outside mirror glass
produce heat to help clear the outside rear view mir- cannot be repaired and, if faulty or damaged, the
rors of ice, snow, or fog. entire power mirror assembly must be replaced.
If the outside mirror heating grids are both inoper-
ative, refer to DIAGNOSIS AND TESTING - REAR
TJ HORN 8H - 1
HORN
TABLE OF CONTENTS
page page
HORN SYSTEM ing. The plunger is secured to the center of the dia-
phragm and extends into the center of the
electromagnet. The contact points control the current
DESCRIPTION
flow through the electromagnet.
The horn system features one low-note horn unit.
When the horn is energized, electrical current
The horn system uses a non-switched source of bat-
flows through the closed contact points to the electro-
tery current so that the system will remain func-
magnet. The resulting electromagnetic field draws
tional, regardless of the ignition switch position. The
the plunger and diaphragm toward it until that
horn system includes the following components:
movement mechanically opens the contact points.
• Clockspring
When the contact points open, the electromagnetic
• Horn
field collapses allowing the plunger and diaphragm to
• Horn relay
return to their relaxed positions and closing the con-
• Horn switch
tact points again. This cycle continues repeating at a
very rapid rate producing the vibration and move-
OPERATION ment of air that creates the sound that is directed
The horn system is activated by a horn switch con- through the horn outlet.
cealed beneath the driver side airbag module trim
cover in the center of the steering wheel. Depressing
DIAGNOSIS AND TESTING - HORN
the center of the driver side airbag module trim cover
For complete circuit diagrams, refer to the appro-
closes the horn switch. Closing the horn switch acti-
priate wiring information.
vates the horn relay. The activated horn relay then
(1) Disconnect the wire harness connectors from
switches the battery current needed to energize the
the horn connector receptacles. Measure the resis-
horns.
tance between the ground circuit cavity of the horns
wire harness connectors and a good ground. There
HORN should be continuity. If OK, go to Step 2. If not OK,
repair the open ground circuit to ground as required.
(2) Check for battery voltage at the horn relay out-
DESCRIPTION
put circuit cavity of the horns wire harness connec-
The horn is secured with a bracket to the left front
tors. There should be zero volts. If OK, go to Step 3.
inner fender shield just ahead of the left front wheel
If not OK, repair the shorted horn relay output cir-
house in the engine compartment.
cuit or replace the faulty horn relay as required.
The horn cannot be repaired or adjusted and, if
(3) Depress the horn switch. There should now be
faulty or damaged, it must be replaced.
battery voltage at the horn relay output circuit cavity
of the horns wire harness connectors. If OK, replace
OPERATION the faulty horns. If not OK, repair the open horn
Within the two halves of the molded plastic horn
relay output circuit to the horn relay as required.
housing are a flexible diaphragm, a plunger, an elec-
tromagnetic coil and a set of contact points. The dia-
phragm is secured in suspension around its
perimeter by the mating surfaces of the horn hous-
8H - 2 HORN TJ
HORN (Continued)
REMOVAL OPERATION
(1) Disconnect and isolate the battery negative When the center area of the driver side airbag trim
cable. cover is depressed, the electrically conductive grids
(2) Disconnect the wire harness connector from the on the facing surfaces of the horn switch membranes
horn (Fig. 1). contact each other, closing the switch circuit. The
completed horn switch circuit provides a ground for
the control coil side of the horn relay, which activates
the relay. When the horn switch is released, the
resistive tension of the convex membrane separates
the two electrically conductive grids and opens the
switch circuit.
REMOVAL
WARNING:
• ON VEHICLES EQUIPPED WITH AIRBAGS,
REFER TO ELECTRICAL, RESTRAINTS BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. FAILURE TO TAKE THE
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE Fig. 2 HORN SWITCH
PERSONAL INJURY. 1 - HORN SWITCH GROUND WIRE EYELET
• THE HORN SWITCH IS INTEGRAL TO THE 2 - HORN SWITCH
DRIVER SIDE AIRBAG MODULE. SERVICE OF THIS 3 - AIRBAG RETAINING STRAP
4 - POUCH
COMPONENT SHOULD BE PERFORMED ONLY BY 5 - DRIVER SIDE AIRBAG MODULE (TRIM COVER REMOVED)
CHRYSLER-TRAINED AND AUTHORIZED DEALER 6 - TRAY
7 - HORN SWITCH FEED WIRE CONNECTOR
SERVICE TECHNICIANS. FAILURE TO TAKE THE
PROPER PRECAUTIONS OR TO FOLLOW THE
• THE HORN SWITCH IS INTEGRAL TO THE
PROPER PROCEDURES COULD RESULT IN ACCI-
DRIVER SIDE AIRBAG MODULE. SERVICE OF THIS
DENTAL, INCOMPLETE, OR IMPROPER AIRBAG
COMPONENT SHOULD BE PERFORMED ONLY BY
DEPLOYMENT AND POSSIBLE OCCUPANT INJU-
CHRYSLER-TRAINED AND AUTHORIZED DEALER
RIES.
SERVICE TECHNICIANS. FAILURE TO TAKE THE
(1) Disconnect and isolate the battery negative PROPER PRECAUTIONS OR TO FOLLOW THE
cable. PROPER PROCEDURES COULD RESULT IN ACCI-
(2) Remove the trim cover from the driver side air- DENTAL, INCOMPLETE, OR IMPROPER AIRBAG
bag. (Refer to 8 - ELECTRICAL/RESTRAINTS/ DEPLOYMENT AND POSSIBLE OCCUPANT INJU-
DRIVER AIRBAG - REMOVAL). RIES.
(3) Remove the horn switch and tray as a unit (1) Install the horn switch and tray as a unit into
from the pouch on the retaining strap of the driver the pouch on the retaining strap of the driver side
side airbag module (Fig. 2). airbag module. Be certain that the tray is facing the
airbag module, that the horn switch is facing the
INSTALLATION trim cover, that the horn switch feed wire is on the
left, and that the horn switch ground wire is on the
WARNING: right.
• ON VEHICLES EQUIPPED WITH AIRBAGS, (2) Install the trim cover onto the driver side air-
REFER TO ELECTRICAL, RESTRAINTS BEFORE bag. (Refer to 8 - ELECTRICAL/RESTRAINTS/
ATTEMPTING ANY STEERING WHEEL, STEERING DRIVER AIRBAG - INSTALLATION) for the
COLUMN, OR INSTRUMENT PANEL COMPONENT procedure.
DIAGNOSIS OR SERVICE. FAILURE TO TAKE THE (3) Reconnect the battery negative cable.
PROPER PRECAUTIONS COULD RESULT IN ACCI-
DENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
TJ IGNITION CONTROL 8I - 1
IGNITION CONTROL
TABLE OF CONTENTS
page page
DESCRIPTION 2.4L
The ignition systems used on both the 2.4L 4–cyl- A common ignition coil divided into 2 halves is
inder and 4.0L 6–cylinder engines are a distributor- used. Secondary, high-tension spark plug cables are
less type. also used. One half of the coil fires two spark plugs
The ignition system consists of: simultaneously (one plug is the cylinder under com-
• Spark Plugs pression, and the other plug is the cylinder on the
• Spark Plug Cables (secondary wires) exhaust stroke). Coil half number one fires cylinders
• Ignition Coil(s) 1 and 4. Coil half number two fires cylinders 2 and 3.
• Powertrain Control Module (PCM) The PCM determines which of the coils to charge and
• Crankshaft Position Sensor fire at the correct time.
• Camshaft Position Sensor The Auto Shutdown (ASD) relay provides battery
• The MAP, TPS, IAC and ECT also have an effect voltage to the ignition coil. The PCM provides a
on the control of the ignition system. ground contact (circuit) for energizing the coil. When
the PCM breaks the contact, the energy in the coil
8I - 2 IGNITION CONTROL TJ
IGNITION CONTROL (Continued)
primary transfers to the secondary causing a spark. ENGINE FIRING ORDER - 2.4L 4-CYLINDER
The PCM will de-energize the ASD relay if it does
1-3-4-2
not receive inputs from either the crankshaft or cam-
shaft position sensors.
A distributor is not used with the 2.4L engine.
ENGINE FIRING ORDER - 4.0L 6-CYLINDER
ENGINE
4.0L
The 4.0L 6-cylinder engine uses a one-piece coil
rail containing three independent coils. Although cyl-
inder firing order is the same as 4.0L engines of pre-
vious years, spark plug firing is not. The 3 coils dual-
fire the spark plugs on cylinders 1-6, 2-5 and/or 3-4.
When one cylinder is being fired (on compression
stroke), the spark to the opposite cylinder is being
wasted (on exhaust stroke). The one-piece coil bolts
directly to the cylinder head. Rubber boots seal the
secondary terminal ends of the coils to the top of all
6 spark plugs. One electrical connector (located at
the rear end of the coil rail) is used for all three coils.
Because of coil design, spark plug cables (second-
ary cables) are not used. A distributor is not used
with the 4.0L engine.
The ignition system is controlled by the Powertrain
Control Module (PCM).
SPECIFICATIONS
SPECIFICATIONS - IGNITION TIMING FIRING ORDER - 4.0L
Ignition timing is not adjustable on any
engine.
SPARK PLUGS
MINIMUM MAXIMUM
250 Ohms Per Inch 1000 Ohms Per Inch
3000 Ohms Per Foot 12,000 Ohms Per Foot
OPERATION
OPERATION - ASD SENSE - PCM INPUT
A 12 volt signal at this input indicates to the PCM
that the ASD has been activated. The relay is used to
connect the oxygen sensor heater element, ignition Fig. 1 ASD and Fuel Pump Relay Terminals—Type 1
coil and fuel injectors to 12 volt + power supply. 30 - COMMON FEED
85 - COIL GROUND
This input is used only to sense that the ASD relay 86 - COIL BATTERY
is energized. If the Powertrain Control Module 87 - NORMALLY OPEN
(PCM) does not see 12 volts at this input when the 87A - NORMALLY CLOSED
ASD should be activated, it will set a Diagnostic
Trouble Code (DTC).
REMOVAL
The ASD relay is located in the Power Distribution
Center (PDC) (Fig. 3). Refer to label on PDC cover
for relay location.
OPERATION - 2.4L
The Camshaft Position Sensor (CMP) sensor con-
tains a hall effect device referred to as a sync signal
generator. A rotating target wheel (tonewheel) for the
CMP is located behind the exhaust valve-camshaft
Fig. 3 Power Distribution Center (PDC)
drive gear (Fig. 5). The target wheel is equipped with
1 - BATTERY
2 - POWER DISTRIBUTION CENTER (PDC)
a cutout (notch) around 180 degrees of the wheel.
The CMP detects this cutout every 180 degrees of
(1) Remove PDC cover. camshaft gear rotation. Its signal is used in conjunc-
(2) Remove relay from PDC. tion with the Crankshaft Position Sensor (CKP) to
(3) Check condition of relay terminals and PDC differentiate between fuel injection and spark events.
connector terminals for damage or corrosion. Repair It is also used to synchronize the fuel injectors with
if necessary before installing relay. their respective cylinders.
(4) Check for pin height (pin height should be the When the leading edge of the target wheel cutout
same for all terminals within the PDC connector). enters the tip of the CMP, the interruption of mag-
Repair if necessary before installing relay.
8I - 6 IGNITION CONTROL TJ
CAMSHAFT POSITION SENSOR - 2.4L (Continued)
netic field causes the voltage to switch high, result-
ing in a sync signal of approximately 5 volts.
When the trailing edge of the target wheel cutout
leaves the tip of the CMP, the change of the magnetic
field causes the sync signal voltage to switch low to 0
volts.
INSTALLATION - 2.4L
The Camshaft Position Sensor (CMP) on the 2.4L
4–cylinder engine is bolted to the right-front side of
the cylinder head. Sensor position (depth) is
adjustable.
(1) Remove plastic, upper timing belt cover (timing
gear cover) (Fig. 7) by removing 3 bolts. Before
attempting to remove cover, remove electrical connec-
tor from Engine Coolant Temperature (ECT) sensor
(Fig. 7). This will prevent damage to sensor.
(2) Rotate (bump over) engine until camshaft tim-
ing gear and target wheel (tonewheel) are positioned
and aligned to face of sensor as shown in (Fig. 8). If Fig. 7 UPPER TIMING BELT COVER/BOLTS-2.4L
not positioned as shown in (Fig. 8), damage to 1 - UPPER TIMING BELT COVER
both sensor and target wheel will occur when 2 - ELECTRICAL CONNECTOR (ECT)
3 - MOUNTING BOLTS (3)
TJ IGNITION CONTROL 8I - 7
CAMSHAFT POSITION SENSOR - 2.4L (Continued)
(5) Gently push sensor forward until it contacts
gapping gauge. Do not push hard on sensor.
Tighten 2 sensor mounting bolts. Refer to torque
specifications.
CAMSHAFT POSITION
SENSOR - 4.0L
DESCRIPTION - 4.0L
The Camshaft Position Sensor (CMP) on the 4.0L
6–cylinder engine is bolted to the top of the oil pump
drive shaft assembly (Fig. 10). The sensor and drive
shaft assembly is located on the right side of the
engine near the oil filter (Fig. 11).
OPERATION - 4.0L
The CMP sensor contains a hall effect device called Fig. 10 CMP and Oil Pump Drive Shaft—4.0L Engine
a sync signal generator to generate a fuel sync sig- 1 - CAMSHAFT POSITION SENSOR
nal. This sync signal generator detects a rotating 2 - MOUNTING BOLTS (2)
pulse ring (shutter) on the oil pump drive shaft (Fig. 3 - PULSE RING
4 - DRIVE GEAR (TO CAMSHAFT)
10). The pulse ring rotates 180 degrees through the 5 - OIL PUMP DRIVESHAFT
sync signal generator. Its signal is used in conjunc- 6 - SENSOR BASE (OIL PUMP DRIVESHAFT ASSEMBLY)
tion with the crankshaft position sensor to differenti-
ate between fuel injection and spark events. It is also
8I - 8 IGNITION CONTROL TJ
CAMSHAFT POSITION SENSOR - 4.0L (Continued)
the sensor and oil pump drive shaft assembly. The
second procedure is to be used if the engine has been
disassembled.
An internal oil seal is used in the drive shaft hous-
ing that prevents engine oil at the bottom of the sen-
sor. The seal is not serviceable.
INSTALLATION - 4.0L
SENSOR ONLY - 4.0L
The Camshaft Position Sensor (CMP) on the 4.0L
6–cylinder engine is bolted to the top of the oil pump
drive shaft assembly (Fig. 12). The sensor and drive
shaft assembly is located on the right side of the
engine near the oil filter (Fig. 13).
(1) Install sensor to oil pump drive.
(2) Install 2 sensor mounting bolts and tighten to
2 N·m (15 in. lbs.) torque.
(3) Connect electrical connector to CMP sensor.
OPERATION - 4.0L
Although cylinder firing order is the same as 4.0L
Jeep engines of previous years, spark plug firing is
not. The 3 coils dual-fire the spark plugs on cylinders
1-6, 2-5 and/or 3-4. When one cylinder is being fired
(on compression stroke), the spark to the opposite
cylinder is being wasted (on exhaust stroke).
Battery voltage is supplied to the three ignition
coils from the ASD relay. The Powertrain Control
Module (PCM) opens and closes the ignition coil
ground circuit for ignition coil operation.
Base ignition timing is not adjustable. By con-
trolling the coil ground circuit, the PCM is able to set
the base timing and adjust the ignition timing
advance. This is done to meet changing engine oper-
ating conditions.
The ignition coil is not oil filled. The windings are
embedded in an epoxy compound. This provides heat Fig. 18 Ignition Coil Assembly—4.0L 6–Cylinder
and vibration resistance that allows the ignition coil Engine
to be mounted on the engine. 1 - CYL. #6
Because of coil design, spark plug cables (second- 2 - CYL. #5
ary cables) are not used. The cables are integral 3 - CYL. #4
4 - CYL. #3
within the coil rail. 5 - CYL. #2
6 - CYL. #1
REMOVAL - 4.0L 7 - COILS (3)
8 - MOUNTING BOLTS (4)
A one-piece coil rail assembly containing three 9 - BOLT BASES (4)
individual coils is used on the 4.0L engine (Fig. 18). 10 - RUBBER BOOTS (6)
The coil rail must be replaced as one assembly. The
bottom of the coil is equipped with 6 individual rub- INSTALLATION - 4.0L
ber boots (Fig. 18) to seal the 6 spark plugs to the (1) Connect engine harness connector to coil by
coil. Inside each rubber boot is a spring. The spring snapping into position. Move slide tab towards
is used for an electrical contact between the coil and engine (Fig. 20) for a positive lock.
8I - 12 IGNITION CONTROL TJ
COIL RAIL - 4.0L (Continued)
der head. Do a final tightening of each bolt in steps
down to 29 N·m (250 in. lbs.) torque. Do not apply
full torque to any bolt first.
(4) Connect negative battery cable to battery.
OPERATION - 2.4L
The coil fires two spark plugs simultaneously. One
plug is under compression, the other plug fires on the
exhaust stroke (lost spark). Coil number one fires
cylinders 1 and 4, and coil number two fires cylinders
2 and 3.
The Auto Shutdown (ASD) relay provides battery
voltage to the ignition coil. The PCM provides a
ground contact (circuit) for energizing the coil(s). The
Fig. 20 Ignition Coil Electrical Connector—4.0L PCM will de-energize the ASD relay if it does not
6–Cylinder Engine receive the crankshaft position sensor and camshaft
1 - REAR OF VALVE COVER position sensor inputs.
2 - COIL RAIL Base ignition timing is not adjustable. By con-
3 - SLIDE TAB
4 - RELEASE LOCK trolling the coil ground circuit, the PCM is able to set
5 - COIL CONNECTOR the base timing and adjust the ignition timing
advance. This is done to meet changing engine oper-
(2) Position ignition coil rubber boots to all spark ating conditions.
plugs. Push down on coil assembly until bolt bases The ignition coil is not oil filled. The windings are
have contacted cylinder head embedded in an epoxy compound. This provides heat
(3) Install 4 coil mounting bolts. Loosely tighten 4 and vibration resistance that allows the ignition coil
bolts just enough to allow bolt bases to contact cylin- to be mounted on the engine.
TJ IGNITION CONTROL 8I - 13
IGNITION COIL - 2.4L (Continued)
Spark plug cables (secondary wires or cables) are spark plug and change plug gap. It can also pull the
used with the 2.4L engine. plug threads and do possible damage to both the
spark plug and the cylinder head.
REMOVAL - 2.4L Remove the spark plugs and examine them for
(1) Disconnect electrical connector at rear of coil. burned electrodes and fouled, cracked or broken por-
(2) Remove all secondary cables from coil. celain insulators. Keep plugs arranged in the order
(3) Remove 4 coil mounting bolts (Fig. 22). in which they were removed from the engine. A sin-
(4) Remove coil from vehicle. gle plug displaying an abnormal condition indicates
that a problem exists in the corresponding cylinder.
Replace spark plugs at the intervals recommended in
Group O, Lubrication and Maintenance
Spark plugs that have low mileage may be cleaned
and reused if not otherwise defective, carbon or oil
fouled. Also refer to Spark Plug Conditions.
SPARK PLUG
DESCRIPTION
Resistor type spark plugs are used.
Spark plug resistance values range from 6,000 to
20,000 ohms (when checked with at least a 1000 volt
spark plug tester). Do not use an ohmmeter to
check the resistance values of the spark plugs.
Inaccurate readings will result.
PREIGNITION DAMAGE
Preignition damage is usually caused by excessive
combustion chamber temperature. The center elec-
trode dissolves first and the ground electrode dis- Fig. 28 Preignition Damage
solves somewhat latter (Fig. 28). Insulators appear 1 - GROUND ELECTRODE STARTING TO DISSOLVE
relatively deposit free. Determine if the spark plug 2 - CENTER ELECTRODE DISSOLVED
has the correct heat range rating for the engine.
Determine if ignition timing is over advanced or if
8I - 16 IGNITION CONTROL TJ
SPARK PLUG (Continued)
SPARK PLUG OVERHEATING (2) Remove the spark plug using a quality socket
Overheating is indicated by a white or gray center with a rubber or foam insert.
electrode insulator that also appears blistered (Fig. (3) Inspect the spark plug condition. Refer to
29). The increase in electrode gap will be consider- Spark Plugs Conditions.
ably in excess of 0.001 inch per 2000 miles of opera-
tion. This suggests that a plug with a cooler heat
range rating should be used. Over advanced ignition
CLEANING
timing, detonation and cooling system malfunctions
can also cause spark plug overheating. CLEANING SPARK PLUGS
The plugs may be cleaned using commercially
available spark plug cleaning equipment. After clean-
ing, file the center electrode flat with a small point
file or jewelers file before adjusting gap.
INSTALLATION
Always tighten spark plugs to the specified torque.
Over tightening can cause distortion. This may result
in a change in the spark plug gap, or a cracked por-
celain insulator.
Fig. 29 Spark Plug Overheating When replacing the spark plug and ignition coil
1 - BLISTERED WHITE OR GRAY COLORED INSULATOR cables, route the cables correctly and secure them in
the appropriate retainers. Failure to route the cables
REMOVAL properly can cause the radio to reproduce ignition
noise. It could cause cross ignition of the spark plugs,
2.4L or short circuit the cables to ground.
If spark plug for #2 or #3 cylinder is being
removed, throttle body must be removed. Refer to
2.4L
Throttle Body Removal.
CAUTION: Spark plug tightening on the 2.4L is
(1) Remove air cleaner tube and housing.
torque critical. The plugs are equipped with tapered
(2) Twist secondary cable at cylinder head to break
seats. Do not exceed 15 ft. lbs. torque.
loose at spark plug. Remove cable from plug.
(3) Prior to removing spark plug, spray com- Special care should be taken when installing spark
pressed air into cylinder head opening. This will help plugs into the cylinder head spark plug wells. Be
prevent foreign material from entering combustion sure the plugs do not drop into the plug wells as elec-
chamber. trodes can be damaged.
(4) Remove spark plug from cylinder head using a Always tighten spark plugs to the specified torque.
quality socket with a rubber or foam insert. Over tightening can cause distortion resulting in a
(5) Inspect spark plug condition. Refer to Spark change in the spark plug gap or a cracked porcelain
Plug Conditions. insulator.
(1) Start the spark plug into the cylinder head by
4.0L hand to avoid cross threading.
On the 4.0L 6–cylinder engine the spark plugs are (2) Tighten spark plugs. Refer to torque specifica-
located below the coil rail assembly. To gain access to tions.
any/all spark plug(s), refer to Ignition Coil-4.0L (3) Install throttle body (if necessary). Refer to
Engine Removal/Installation. Throttle Body Installation.
(1) Prior to removing the spark plug, spray com- (4) Install air cleaner tube and housing.
pressed air around the spark plug hole and the area
around the spark plug. This will help prevent foreign
material from entering the combustion chamber.
TJ IGNITION CONTROL 8I - 17
SPARK PLUG (Continued)
4.0L When testing secondary cables for damage with an
Special care should be taken when installing spark oscilloscope, follow the instructions of the equipment
plugs into the cylinder head spark plug wells. Be manufacturer.
sure the plugs do not drop into the plug wells as elec- If an oscilloscope is not available, spark plug cables
trodes can be damaged. may be tested as follows:
Always tighten spark plugs to the specified torque.
Over tightening can cause distortion resulting in a CAUTION: Do not leave any one spark plug cable
change in the spark plug gap or a cracked porcelain disconnected for longer than necessary during test-
insulator. ing. This may cause possible heat damage to the
(1) Start the spark plug into the cylinder head by catalytic converter. Total test time must not exceed
hand to avoid cross threading. ten minutes.
(2) Tighten spark plugs. Refer to torque specifica-
With the engine running, remove spark plug cable
tions.
from spark plug (one at a time) and hold next to a
(3) Install coil rail. Refer to Ignition Coil-4.0L
good engine ground. If the cable and spark plug are
Engine Removal/Installation.
in good condition, the engine rpm should drop and
the engine will run poorly. If engine rpm does not
SPARK PLUG CABLE drop, the cable and/or spark plug may not be operat-
ing properly and should be replaced. Also check
engine cylinder compression.
DESCRIPTION
With the engine not running, connect one end of a
Spark plug cables are used only on the 2.4L 4–cyl-
test probe to a good ground. Start the engine and run
inder engine. They are sometimes referred to as sec-
the other end of the test probe along the entire
ondary ignition wires.
length of all spark plug cables. If cables are cracked
or punctured, there will be a noticeable spark jump
OPERATION from the damaged area to the test probe. Cracked,
2.4L 4–cylinder engine only: The spark plug cables damaged or faulty cables should be replaced with
transfer electrical current from the ignition coil(s) resistance type cable. This can be identified by the
and/or distributor, to individual spark plugs at each words ELECTRONIC SUPPRESSION printed on the
cylinder. The resistive spark plug cables are of non- cable jacket.
metallic construction. The cables provide suppression Use an ohmmeter to test for open circuits, exces-
of radio frequency emissions from the ignition sys- sive resistance or loose terminals. Remove the cable
tem. at ignition coil, and from spark plug. Connect ohm-
meter to each end of cable. Resistance should be 250
DIAGNOSIS AND TESTING to 1000 Ohms per inch of cable. If resistance is not
within specifications as found in the SPARK PLUG
TESTING
CABLE RESISTANCE chart, replace the cable. Test
Check the spark plug cable connections for good all spark plug cables in this manner.
contact at the coil(s) and spark plugs. Terminals
should be fully seated. The insulators should be in SPARK PLUG CABLE RESISTANCE
good condition and should fit tightly on the coil and
spark plugs. Spark plug cables with insulators that MINIMUM MAXIMUM
are cracked or torn must be replaced.
Clean high voltage ignition cables with a cloth 250 Ohms Per Inch 1000 Ohms Per Inch
moistened with a non-flammable solvent. Wipe the 3000 Ohms Per Foot 12,000 Ohms Per Foot
cables dry. Check for brittle or cracked insulation.
8I - 18 IGNITION CONTROL TJ
SPARK PLUG CABLE (Continued)
REMOVAL - 2.4L
CAUTION: When disconnecting a high voltage cable
from a spark plug or from the distributor cap, twist
the rubber boot slightly (1/2 turn) to break it loose
(Fig. 30).
(1) Grasp the boot (not the cable) and pull it off
with a steady, even force.
INSTALLATION
(1) Push the cable firmly onto the sparkplug.
INSTRUMENT CLUSTER
TABLE OF CONTENTS
page page
INSTRUMENT CLUSTER
DESCRIPTION
(6) The actuator test is now completed. The instru- NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
ment cluster will automatically exit the self-diagnos- TO DISABLE THE SUPPLEMENTAL RESTRAINT
tic mode and return to normal operation at the SYSTEM. FAILURE TO TAKE THE PROPER PRE-
completion of the test, if the ignition switch is turned CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
to the Off position during the test, or if a vehicle BAG DEPLOYMENT.
speed message indicating that the vehicle is moving
is received from the PCM over the PCI data bus dur- NOTE: The following tests may not prove conclu-
ing the test. sive in the diagnosis of this system. The most reli-
(7) Go back to Step 1 to repeat the test, if neces- able, efficient, and accurate means to diagnose the
sary. Interior Lighting Control function of the instrument
cluster requires the use of a DRBIIIT scan tool.
INTERIOR LIGHTING CONTROL DIAGNOSIS Refer to the appropriate diagnostic information.
Before performing this test, complete the testing of
each of the hard wired interior lighting switches. (1) Check the door ajar switch output fuse (Fuse 4
Refer to the appropriate wiring information. The wir- - 10 ampere) in the fuse block. If OK, go to Step 2. If
ing information includes wiring diagrams, proper not OK, repair the shorted circuit or component as
wire and connector repair procedures, details of wire required and replace the faulty fuse.
harness routing and retention, connector pin-out (2) Check for continuity between the door ajar
information and location views for the various wire switch output fuse (Fuse 4 - 10 ampere) in the fuse
harness connectors, splices and grounds. block and a good ground. There should be continuity.
If OK, go to Step 3. If not OK, repair the open
WARNING: TO AVOID PERSONAL INJURY OR ground circuit between the fuse block and ground
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, (G300) as required.
DISABLE THE SUPPLEMENTAL RESTRAINT SYS- (3) Disconnect and isolate the battery negative
TEM BEFORE ATTEMPTING ANY STEERING cable. Disconnect the body wire harness connector for
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU- the driver and/or passenger door ajar switch from the
MENT PANEL COMPONENT DIAGNOSIS OR SER- switch connector receptacle. Check for continuity
VICE. DISCONNECT AND ISOLATE THE BATTERY between the door ajar switch output circuit cavity of
NEGATIVE (GROUND) CABLE, THEN WAIT TWO the driver or passenger door ajar switch and a good
MINUTES FOR THE SYSTEM CAPACITOR TO DIS- ground. There should be continuity. If OK, go to Step
CHARGE BEFORE PERFORMING FURTHER DIAG- 4. If not OK, repair the open door ajar switch output
8J - 14 INSTRUMENT CLUSTER TJ
INSTRUMENT CLUSTER (Continued)
circuit between the driver or passenger door ajar WARNING: ON VEHICLES EQUIPPED WITH AIR-
switch and the fuse block as required. BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
(4) Remove the instrument cluster from the instru- SYSTEM BEFORE ATTEMPTING ANY STEERING
ment panel. Disconnect the instrument panel wire WHEEL, STEERING COLUMN, DRIVER AIRBAG,
harness connector (Connector C2) for the instrument PASSENGER AIRBAG, OR INSTRUMENT PANEL
cluster from the cluster connector receptacle. Check COMPONENT DIAGNOSIS OR SERVICE. DISCON-
for continuity between the driver and/or passenger NECT AND ISOLATE THE BATTERY NEGATIVE
door ajar switch sense circuit cavities of the instru- (GROUND) CABLE, THEN WAIT TWO MINUTES FOR
ment panel wire harness connector (Connector C2) THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
for the instrument cluster and a good ground. There PERFORMING FURTHER DIAGNOSIS OR SERVICE.
should be no continuity. If OK, go to Step 5. If not THIS IS THE ONLY SURE WAY TO DISABLE THE
OK, repair the shorted driver and/or passenger door SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO
ajar switch sense circuits between the instrument TAKE THE PROPER PRECAUTIONS COULD
cluster and the driver and/or passenger door ajar RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
switches as required. AND POSSIBLE PERSONAL INJURY.
(5) Check for continuity between the driver and/or
passenger door ajar switch sense circuit cavities of (1) Disconnect and isolate the battery negative
the instrument panel wire harness connector (Con- cable. Remove the rear and front axle locker relays
nector C2) for the instrument cluster and the body from their receptacles in the Power Distribution Cen-
wire harness connector for the driver and/or passen- ter (PDC). Remove the axle lock switch from the
ger door ajar switches. There should be continuity. If instrument panel. Disconnect the instrument panel
OK, use a DRBIIIt scan tool to complete the diagno- wire harness connector for the axle lock switch from
sis of the instrument cluster interior lighting control. the switch connector receptacle. Remove the instru-
Refer to the appropriate diagnostic information. If ment cluster from the instrument panel.
not OK, repair the open driver and/or passenger door (2) Check for continuity between each of the rear
ajar switch sense circuits between the instrument and front axle lock request circuit cavities of the
cluster and the driver and/or passenger door ajar appropriate instrument panel wire harness connec-
switches as required. tors (Connector C1 for rear, Connector C2 for front)
for the instrument cluster and a good ground. There
AXLE LOCKER CONTROL DIAGNOSIS should be no continuity. If OK, go to Step 3. If not
If the problem being diagnosed involves a rear or OK, repair the shorted rear or front axle lock request
front lock indicator in the instrument cluster that is circuit between the instrument cluster, the axle lock
blinking on and off, be certain to complete inspection switch, and the rear or front axle locker relay as
of the appropriate front or rear axle locker relays, required.
locker pumps, pneumatic lines, locker indicator (3) Check for continuity between each of the rear
switches, and axle locker mechanisms before per- and/or front axle lock request circuit cavities of the
forming the following tests. If the problem being instrument panel wire harness connectors (Connector
diagnosed involves a rear or front lock indicator in C1 for rear, Connector C2 for front) for the instru-
the instrument cluster that stays on when it should ment cluster, the instrument panel wire harness con-
be off, or stays off when it should be on, complete the nector for the axle lock switch, and the rear or front
testing of the axle locker switch before performing axle locker relay receptacle in the PDC. In each case,
the following tests. there should be continuity. If OK, go to Step 4. If not
These tests will establish the integrity of the hard OK, repair the open rear and/or front axle lock
wired circuits related to the axle locker control func- request circuit between the instrument cluster, the
tion of the instrument cluster. However, proper test- axle lock switch, and the PDC as required.
ing of the instrument cluster programming and the (4) Check for continuity between the axle lock
electronic vehicle speed and transfer case shift posi- switch enable 1 and/or enable 2 circuit cavity of the
tion messages received by the cluster over the PCI instrument panel wire harness connector (Connector
data bus requires the use of a DRBIIIt scan tool. C1 for enable 1, Connector C2 for enable 2) for the
Refer to the appropriate diagnostic information. instrument cluster and a good ground. There should
Refer to the appropriate wiring information. The wir- be no continuity. If OK, go to Step 5. If not OK,
ing information includes wiring diagrams, proper repair the shorted axle lock switch enable 1 or enable
wire and connector repair procedures, details of wire 2 circuit between the instrument cluster and the axle
harness routing and retention, connector pin-out lock switch as required.
information and location views for the various wire (5) Check for continuity between the axle lock
harness connectors, splices and grounds. switch enable 1 and/or enable 2 circuit cavities of the
instrument panel wire harness connector (Connector
TJ INSTRUMENT CLUSTER 8J - 15
INSTRUMENT CLUSTER (Continued)
C1 for enable 1, Connector C2 for enable 2) for the the various wire harness connectors, splices and
instrument cluster and the instrument panel wire grounds.
harness connector for the axle lock switch. There
should be continuity. If OK, go to Step 6. If not OK, WARNING: TO AVOID PERSONAL INJURY OR
repair the open axle lock switch enable 1 or enable 2 DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
circuit between the instrument cluster and the axle DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
lock switch as required. TEM BEFORE ATTEMPTING ANY STEERING
(6) Disconnect the rear and/or front locker indica- WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU-
tor switch pigtail harness connector from the rear or MENT PANEL COMPONENT DIAGNOSIS OR SER-
front axle jumper harness connector. Check for conti- VICE. DISCONNECT AND ISOLATE THE BATTERY
nuity between the ground circuit cavity of the rear or NEGATIVE (GROUND) CABLE, THEN WAIT TWO
front axle jumper harness connector and a good MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
ground. There should be continuity. If OK, go to Step CHARGE BEFORE PERFORMING FURTHER DIAG-
7. If not OK, repair the open ground circuit between NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
the rear or front axle jumper harness connector for TO DISABLE THE SUPPLEMENTAL RESTRAINT
the rear or front locker indicator switch and ground SYSTEM. FAILURE TO TAKE THE PROPER PRE-
(G105) as required. CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
(7) Check for continuity between the ground cir- BAG DEPLOYMENT.
cuit and the rear or front locker indicator switch
sense circuit cavities of the rear or front locker indi- (1) Disconnect and isolate the battery negative
cator switch pigtail harness connector. There should cable. Remove the rear window defogger relay from
be continuity with the axle locker engaged, and no the receptacle in the Power Distribution Center
continuity with the axle locker disengaged. If OK, go (PDC). Disconnect the instrument panel wire harness
to Step 8. If not OK, replace the faulty rear or front connector for the rear window defogger switch from
locker indicator switch. the switch connector receptacle. Remove the instru-
(8) Check for continuity between the rear or front ment cluster from the instrument panel.
locker indicator switch sense circuit cavity of the rear (2) Check for continuity between the rear window
or front axle jumper harness connector for the locker defogger switch sense circuit cavity of the instrument
indicator switch and a good ground. There should be panel wire harness connector (Connector C2) for the
no continuity. If OK, go to Step 9. If not OK, repair instrument cluster and a good ground. There should
the shorted rear or front locker indicator switch be no continuity. If OK, go to Step 3. If not OK,
sense circuit between the rear or front axle jumper repair the shorted rear window defogger switch sense
harness connector for the locker indicator switch and circuit between the instrument cluster and the rear
the instrument cluster as required. window defogger switch as required.
(9) Check for continuity between the rear or front (3) Check for continuity between the rear window
locker indicator switch sense circuit cavities of the defogger switch sense circuit cavities of the instru-
rear or front axle jumper harness connector for the ment panel wire harness connectors for the instru-
locker indicator switch and the instrument cluster. ment cluster (Connector C2) and the rear window
There should be continuity. If OK, use a DRBIIIt defogger switch. There should be continuity. If OK,
scan tool to perform additional testing of the instru- go to Step 4. If not OK, repair the open rear window
ment cluster. Refer to the appropriate diagnostic defogger switch sense circuit between the instrument
information. If not OK, repair the open rear or front cluster and the rear window defogger switch as
locker indicator switch sense circuit between the rear required.
or front axle jumper harness connector for the locker (4) Check for continuity between the rear window
indicator switch and the instrument cluster as defogger relay control circuit cavity of the instrument
required. panel wire harness connector (Connector C2) for the
instrument cluster and a good ground. There should
REAR WINDOW DEFOGGER CONTROL DIAGNOSIS be no continuity. If OK, go to Step 5. If not OK,
Before performing this test, complete the testing of repair the shorted rear window defogger relay control
the rear window defogger switch and the rear win- circuit between the instrument cluster and the PDC
dow defogger relay. Refer to the appropriate wiring as required.
information. The wiring information includes wiring (5) Check for continuity between the rear window
diagrams, proper wire and connector repair proce- defogger relay control circuit cavities of the instru-
dures, details of wire harness routing and retention, ment panel wire harness connector (Connector C2)
connector pin-out information and location views for for the instrument cluster and the rear window
defogger relay receptacle in the PDC. There should
be continuity. If OK, replace the faulty instrument
8J - 16 INSTRUMENT CLUSTER TJ
INSTRUMENT CLUSTER (Continued)
cluster. If not OK, repair the open rear window harness connector (Connector C2) for the instrument
defogger relay control circuit between the instrument cluster from the cluster connector receptacle. Check
cluster and the PDC as required. for continuity between the panel lamp dimmer signal
circuit cavity of the instrument panel wire harness
CLUSTER ILLUMINATION DIAGNOSIS connector (Connector C2) for the instrument cluster
The diagnosis found here addresses an inoperative and a good ground. There should be no continuity. If
instrument cluster illumination lamp condition. If OK, go to Step 3. If not OK, repair the shorted panel
the problem being diagnosed is a single inoperative lamp dimmer signal circuit between the instrument
illumination lamp, be certain that the bulb and bulb cluster and the left multi-function switch as required.
holder unit are properly installed in the instrument (3) Check for continuity between the panel lamp
cluster electronic circuit board. If no installation dimmer signal circuit cavities of the instrument
problems are found replace the faulty bulb and bulb panel wire harness connector (Connector C2) for the
holder unit. If all of the cluster illumination lamps instrument cluster and the body wire harness con-
are inoperative and the problem being diagnosed nector for the left multi-function switch. There
includes inoperative exterior lighting controlled by should be continuity. If OK, use a DRBIIIt scan tool
the left multi-function switch, that system needs to to complete the diagnosis of the instrument cluster
be repaired first. If the exterior lamps controlled by illumination lighting. Refer to the appropriate diag-
the left multi-function switch are inoperative, (Refer nostic information. If not OK, repair the open panel
to 8 - ELECTRICAL/LAMPS/LIGHTING - EXTERI- lamp dimmer signal circuit between the instrument
OR/HEADLAMP - DIAGNOSIS AND TESTING). If cluster and the left multi-function switch as required.
no exterior lighting system problems are found, the
following procedure will help locate a short or open REMOVAL
in the cluster illumination lamp circuit. Refer to the
appropriate wiring information. The wiring informa- WARNING: TO AVOID PERSONAL INJURY OR
tion includes wiring diagrams, proper wire and con- DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
nector repair procedures, details of wire harness DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
routing and retention, connector pin-out information TEM BEFORE ATTEMPTING ANY STEERING
and location views for the various wire harness con- WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU-
nectors, splices and grounds. MENT PANEL COMPONENT DIAGNOSIS OR SER-
VICE. DISCONNECT AND ISOLATE THE BATTERY
WARNING: TO AVOID PERSONAL INJURY OR NEGATIVE (GROUND) CABLE, THEN WAIT TWO
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
DISABLE THE SUPPLEMENTAL RESTRAINT SYS- CHARGE BEFORE PERFORMING FURTHER DIAG-
TEM BEFORE ATTEMPTING ANY STEERING NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU- TO DISABLE THE SUPPLEMENTAL RESTRAINT
MENT PANEL COMPONENT DIAGNOSIS OR SER- SYSTEM. FAILURE TO TAKE THE PROPER PRE-
VICE. DISCONNECT AND ISOLATE THE BATTERY CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
NEGATIVE (GROUND) CABLE, THEN WAIT TWO BAG DEPLOYMENT.
MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
CHARGE BEFORE PERFORMING FURTHER DIAG- (1) Disconnect and isolate the battery negative
NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY cable.
TO DISABLE THE SUPPLEMENTAL RESTRAINT (2) Remove the cluster bezel from the instrument
SYSTEM. FAILURE TO TAKE THE PROPER PRE- panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- CLUSTER BEZEL - REMOVAL).
BAG DEPLOYMENT. (3) Remove the four screws that secure the instru-
ment cluster to the instrument panel structural sup-
(1) Disconnect and isolate the battery negative port (Fig. 4).
cable. Disconnect the body wire harness connector for (4) Pull the instrument cluster rearward far
the left multi-function switch from the switch connec- enough to access and disconnect the two instrument
tor receptacle. Check for continuity between the panel wire harness connectors for the instrument
ground circuit cavity of the body wire harness con- cluster from the connector receptacles on the back of
nector for the left multi-function switch and a good the cluster housing.
ground. There should be continuity. If OK, go to Step (5) Remove the instrument cluster from the instru-
2. If not OK, repair the open ground circuit to ground ment panel.
(G300) as required.
(2) Remove the instrument cluster from the instru-
ment panel. Disconnect the instrument panel wire
TJ INSTRUMENT CLUSTER 8J - 17
INSTRUMENT CLUSTER (Continued)
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the instrument cluster from the instru-
ment panel. (Refer to 8 - ELECTRICAL/INSTRU-
MENT CLUSTER - REMOVAL).
(3) Turn the bulb holder counterclockwise about
sixty degrees on the cluster electronic circuit board
(Fig. 5).
DISASSEMBLY
Some of the components for the instrument cluster
used in this vehicle are serviced individually. The
serviced components include: the incandescent
instrument cluster indicator and illumination lamp Fig. 5 Cluster Bulb Locations
bulbs (including the integral bulb holders), the clus- 1 - CLUSTER INCANDESCENT BULBS
ter lens, the trip odometer reset button boot, the
cluster hood and mask unit, and the cluster housing (4) Pull the bulb and bulb holder unit straight
rear cover. Following are the procedures for disas- back to remove it from the bulb mounting hole in the
sembling these components from the instrument clus- cluster electronic circuit board.
ter unit.
CLUSTER LENS
WARNING: TO AVOID PERSONAL INJURY OR (1) Disconnect and isolate the battery negative
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, cable.
DISABLE THE SUPPLEMENTAL RESTRAINT SYS- (2) Remove the instrument cluster from the instru-
TEM BEFORE ATTEMPTING ANY STEERING ment panel. (Refer to 8 - ELECTRICAL/INSTRU-
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU- MENT CLUSTER - REMOVAL).
MENT PANEL COMPONENT DIAGNOSIS OR SER- (3) Work around the perimeter of the cluster lens
VICE. DISCONNECT AND ISOLATE THE BATTERY and disengage each of the eight latches that secure
NEGATIVE (GROUND) CABLE, THEN WAIT TWO the lens to the cluster mask and the cluster housing
MINUTES FOR THE SYSTEM CAPACITOR TO DIS- (Fig. 6).
CHARGE BEFORE PERFORMING FURTHER DIAG- (4) Gently pull the cluster lens away from the face
NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY of the instrument cluster.
TO DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM. FAILURE TO TAKE THE PROPER PRE- TRIP ODOMETER RESET BUTTON BOOT
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- (1) Disconnect and isolate the battery negative
BAG DEPLOYMENT. cable.
(2) Remove the instrument cluster from the instru-
ment panel. (Refer to 8 - ELECTRICAL/INSTRU-
CLUSTER BULB MENT CLUSTER - REMOVAL).
This procedure applies to each of the incandescent (3) Remove the cluster lens from the cluster hous-
cluster illumination lamp or indicator bulb and bulb ing. Refer to CLUSTER LENS.
holder units. However, the illumination lamps and (4) Remove the odometer reset button boot by pull-
the indicators use different bulb and bulb holder unit ing it straight out of the pocketed hole from the face
sizes. They must never be interchanged. of the cluster lens (Fig. 6).
8J - 18 INSTRUMENT CLUSTER TJ
INSTRUMENT CLUSTER (Continued)
(6) Gently pull the cluster housing rear cover away
from the back of the cluster housing.
ASSEMBLY
Some of the components for the instrument cluster
used in this vehicle are serviced individually. The
serviced components include: the incandescent
instrument cluster indicator and illumination lamp
bulbs (including the integral bulb holders), the clus-
ter lens, the trip odometer reset button boot, the
cluster hood and mask unit, and the cluster housing
rear cover. Following are the procedures for disas-
sembling these components from the instrument clus-
ter unit.
DIAGNOSIS AND TESTING - BRAKE INDICATOR INDICATOR REMAINS ILLUMINATED - BRAKE SYSTEM
The diagnosis found here addresses an inoperative CHECKS OK
brake indicator condition. If there are problems with (1) Disconnect and isolate the battery negative
several indicators in the instrument cluster, (Refer to cable. Remove the instrument cluster from the
8 - ELECTRICAL/INSTRUMENT CLUSTER - DIAG- instrument panel. Disconnect the instrument panel
NOSIS AND TESTING). If the brake indicator stays wire harness connector (Connector C2) for the instru-
on with the ignition switch in the On position and ment cluster from the connector receptacle on the
the park brake released, or comes on while driving, back of the cluster housing. Disconnect the headlamp
(Refer to 5 - BRAKES - DIAGNOSIS AND TEST- and dash wire harness connector for the brake warn-
ING). If no brake system problem is found, the fol- ing indicator switch from the switch terminals.
lowing procedures will help to locate a shorted or Check for continuity between the red brake warning
open circuit, or a faulty switch input. Refer to the indicator driver circuit (G99) cavity of the headlamp
appropriate wiring information. The wiring informa- and dash wire harness connector for the brake warn-
tion includes wiring diagrams, proper wire and con- ing indicator switch and a good ground. There should
nector repair procedures, details of wire harness be no continuity. If OK, go to Step 2. If not OK,
routing and retention, connector pin-out information repair the shorted red brake warning indicator driver
and location views for the various wire harness con- circuit (G99) between the brake warning indicator
nectors, splices and grounds. switch and the instrument cluster as required.
(2) Disconnect the floor wire harness connector for
WARNING: TO AVOID PERSONAL INJURY OR the park brake switch from the switch terminal.
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, Check for continuity between the red brake warning
DISABLE THE SUPPLEMENTAL RESTRAINT SYS- indicator driver circuit (G9) cavity of the headlamp
TEM BEFORE ATTEMPTING ANY STEERING and dash wire harness connector for the brake warn-
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU- ing indicator switch and a good ground. There should
MENT PANEL COMPONENT DIAGNOSIS OR SER- be no continuity. If OK, go to Step 3. If not OK,
VICE. DISCONNECT AND ISOLATE THE BATTERY repair the shorted red brake warning indicator driver
NEGATIVE (GROUND) CABLE, THEN WAIT TWO circuit (G9) between the brake warning indicator
MINUTES FOR THE SYSTEM CAPACITOR TO DIS- switch and the park brake switch as required.
CHARGE BEFORE PERFORMING FURTHER DIAG- (3) Check for continuity between each of the two
NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY terminals of the brake warning indicator switch and
TO DISABLE THE SUPPLEMENTAL RESTRAINT a good ground. In each case, there should be no con-
SYSTEM. FAILURE TO TAKE THE PROPER PRE- tinuity. If OK, go to Step 4. If not OK, replace the
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- faulty brake warning indicator switch.
BAG DEPLOYMENT. (4) Check for continuity between the terminal of
the park brake switch and a good ground. There
should be no continuity with the park brake released,
INDICATOR ILLUMINATES DURING BULB TEST, BUT DOES and continuity with the park brake applied. If not
NOT WHEN PARK BRAKE APPLIED OK, replace the faulty park brake switch.
(1) Disconnect and isolate the battery negative
cable. Disconnect the floor wire harness connector for
the park brake switch from the switch terminal.
Apply the parking brake. Check for continuity
between the park brake switch terminal and a good
ground. There should be continuity. If OK, go to Step
2. If not OK, replace the faulty park brake switch.
(2) Disconnect the headlamp and dash wire har-
ness connector for the brake warning indicator
switch from the switch terminals. Check for continu-
8J - 24 INSTRUMENT CLUSTER TJ
CHECK GAUGES INDICATOR 124° C (255° F) or lower, or until the ignition switch
is turned to the Off position, whichever occurs first.
• Engine Oil Pressure Low Message - Each
DESCRIPTION
time the cluster receives a message from the PCM
indicating the engine oil pressure of a 2.4L engine is
below about 0.2 kg/cm2 (3 psi), or of any engine other
Fig. 10 Check Gauges Indicator than a 2.4L is below about 0.4 kg/cm2 (6 psi), the
check gauges indicator will be illuminated. The indi-
A check gauges indicator is standard equipment on cator remains illuminated until the cluster receives a
all instrument clusters (Fig. 10). The check gauges message from the PCM indicating that the engine oil
indicator is located on the lower edge of the instru- pressure of a 2.4L engine is above about 0.2 kg/cm2
ment cluster, to the right of center. The check gauges (3 psi), or of any engine other than a 2.4L is above
indicator consists of a stencil-like cutout of the words about 0.4 kg/cm2 (6 psi), or until the ignition switch
“CHECK GAUGES” in the opaque layer of the is turned to the Off position, whichever occurs first.
instrument cluster overlay. The dark outer layer of The cluster will only turn the indicator on in
the overlay prevents the indicator from being clearly response to an engine oil pressure low message if the
visible when it is not illuminated. A red Light Emit- engine speed is 300 rpm or greater for more than
ting Diode (LED) behind the cutout in the opaque about five seconds.
layer of the overlay causes the “CHECK GAUGES” • System Voltage Low (Charge Fail) Message
text to appear in red through the translucent outer - Each time the cluster receives a message from the
layer of the overlay when the indicator is illuminated PCM indicating the electrical system voltage is about
from behind by the LED, which is soldered onto the 9.0 volts or lower (charge fail condition), the check
instrument cluster electronic circuit board. The check gauges indicator will be illuminated. The indicator
gauges indicator is serviced as a unit with the instru- remains illuminated until the cluster receives a mes-
ment cluster. sage from the PCM indicating the electrical system
voltage is greater than about 12.0 volts (but less than
OPERATION 16.0 volts), or until the ignition switch is turned to
The check gauges indicator gives an indication to the Off position, whichever occurs first.
the vehicle operator when certain instrument cluster • System Voltage High Message - Each time
gauge readings reflect a condition requiring immedi- the cluster receives a message from the PCM indicat-
ate attention. This indicator is controlled by a tran- ing the electrical system voltage is greater than
sistor on the instrument cluster circuit board based about 16.0 volts, the check gauges indicator will be
upon cluster programming and electronic messages illuminated. The indicator remains illuminated until
received by the cluster from the Powertrain Control the cluster receives a message from the PCM indicat-
Module (PCM) over the Programmable Communica- ing the electrical system voltage is less than about
tions Interface (PCI) data bus. The check gauges 16.0 volts (but higher than 9.0 volts), or until the
indicator Light Emitting Diode (LED) is completely ignition switch is turned to the Off position, which-
controlled by the instrument cluster logic circuit, and ever occurs first.
that logic will only allow this indicator to operate • Actuator Test - Each time the cluster is put
when the instrument cluster receives a battery cur- through the actuator test, the check gauges indicator
rent input on the fused ignition switch output (run- will be turned on, then off again during the bulb
start) circuit. Therefore, the LED will always be off check portion of the test in order to confirm the func-
when the ignition switch is in any position except On tionality of the LED and the cluster control circuitry.
or Start. The LED only illuminates when it is pro- The PCM continually monitors the engine temper-
vided a path to ground by the instrument cluster ature, oil pressure, and electrical system voltage,
transistor. The instrument cluster will turn on the then sends the proper messages to the instrument
check gauges indicator for the following reasons: cluster. For further diagnosis of the check gauges
• Bulb Test - Each time the ignition switch is indicator or the instrument cluster circuitry that con-
turned to the On position the check gauges indicator trols the LED, (Refer to 8 - ELECTRICAL/INSTRU-
is illuminated for about two seconds as a bulb test. MENT CLUSTER - DIAGNOSIS AND TESTING).
• Engine Temperature High Message - Each For proper diagnosis of the PCM, the PCI data bus,
time the cluster receives a message from the PCM or the electronic message inputs to the instrument
indicating the engine coolant temperature is about cluster that control the check gauges indicator, a
127° C (261° F) or higher, the check gauges indicator DRBIIIt scan tool is required. Refer to the appropri-
will be illuminated. The indicator remains illumi- ate diagnostic information.
nated until the cluster receives a message from the
PCM indicating that the engine temperature is about
TJ INSTRUMENT CLUSTER 8J - 25
FUEL GAUGE controls the gauge needle position and provides the
following features:
• Percent Tank Full Message - Each time the
DESCRIPTION
cluster receives a message from the PCM indicating
the percent tank full, the cluster programming
applies an algorithm to calculate the proper gauge
needle position, then moves the gauge needle to the
proper relative position on the gauge scale. The algo-
Fig. 15 Fuel Gauge Icon rithm is used to dampen gauge needle movement
A fuel gauge is standard equipment on all instru- against the negative effect that fuel sloshing within
ment clusters. The fuel gauge is located in the lower the fuel tank can have on accurate inputs from the
left quadrant of the instrument cluster, below the fuel tank sending unit to the PCM.
voltage gauge. The fuel gauge consists of a movable • Less Than 12.5 Percent Tank Full Message -
gauge needle or pointer controlled by the instrument Each time the cluster receives a message from the
cluster circuitry and a fixed 90 degree scale on the PCM indicating that the percent tank full is less
cluster overlay that reads left-to-right from “E” (or than about 12.5 (one-eighth), the gauge needle is
Empty) to “F” (or Full). An International Control and moved to the proper position on the gauge scale, the
Display Symbol icon for “Fuel” is located on the clus- low fuel indicator is illuminated, and a single chime
ter overlay, in the center of the gauge directly above tone is sounded. The low fuel indicator remains illu-
the hub of the gauge needle (Fig. 15). An arrowhead minated until the cluster receives messages from the
pointed toward the left side of the vehicle is PCM for a continuous twenty seconds indicating that
imprinted on the cluster overlay next to the “Fuel” the percent tank full has increased by more than
icon in the fuel gauge to provide the driver with a 0.625 gallons or until the ignition switch is turned to
reminder as to the location of the fuel filler access. the Off position, whichever occurs first. The chime
The fuel gauge graphics are white and blue against a tone feature will occur only once per ignition cycle.
black field except for a single red graduation at the • Less Than Empty Percent Tank Full Mes-
low end of the gauge scale, making them clearly vis- sage - Each time the cluster receives a message from
ible within the instrument cluster in daylight. When the PCM indicating that the percent tank full is less
illuminated from behind by the panel lamps dimmer than empty, the gauge needle is moved to the far left
controlled cluster illumination lighting with the exte- end of the gauge scale and the low fuel indicator is
rior lamps turned On, the white graphics appear illuminated immediately. This message would indi-
white, the blue graphics appear blue, and the red cate that the fuel tank sender input to the PCM is a
graphics appear red. The orange gauge needle is short circuit.
internally illuminated. Gauge illumination is pro- • More Than Full Percent Tank Full Message
vided by replaceable incandescent bulb and bulb - Each time the cluster receives a message from the
holder units located on the instrument cluster elec- PCM indicating the percent tank full is more than
tronic circuit board. The fuel gauge is serviced as a full, the gauge needle is moved to the far left end of
unit with the instrument cluster. the gauge scale and the low fuel indicator is illumi-
nated immediately. This message would indicate that
OPERATION the fuel tank sender input to the PCM is an open cir-
The fuel gauge gives an indication to the vehicle cuit.
operator of the level of fuel in the fuel tank. This • Communication Error - If the cluster fails to
gauge is controlled by the instrument cluster circuit receive a percent tank full message, it will hold the
board based upon cluster programming and elec- gauge needle at the last indication about twelve sec-
tronic messages received by the cluster from the onds or until the ignition switch is turned to the Off
Powertrain Control Module (PCM) over the Program- position, whichever occurs first. After twelve seconds,
mable Communications Interface (PCI) data bus. The the cluster will move the gauge needle to the left end
fuel gauge is an air core magnetic unit that receives of the gauge scale and the low fuel indicator is illu-
battery current on the instrument cluster electronic minated immediately.
circuit board through the fused ignition switch out- • Actuator Test - Each time the cluster is put
put (run-start) circuit whenever the ignition switch is through the actuator test, the gauge needle will be
in the On or Start positions. The cluster is pro- swept to several calibration points on the gauge scale
grammed to move the gauge needle back to the low in a prescribed sequence to confirm the functionality
end of the scale after the ignition switch is turned to of the gauge and the cluster control circuitry.
the Off position. The instrument cluster circuitry The PCM continually monitors the fuel tank send-
ing unit to determine the level of the fuel in the fuel
8J - 30 INSTRUMENT CLUSTER TJ
FUEL GAUGE (Continued)
tank. The PCM then sends the proper fuel level mes- illuminated regardless of the ignition switch position.
sages to the instrument cluster. For further diagnosis The bulb only illuminates when it is provided a path
of the fuel gauge or the instrument cluster circuitry to ground by the instrument cluster transistor. The
that controls the gauge, (Refer to 8 - ELECTRICAL/ instrument cluster will turn on the high beam indi-
INSTRUMENT CLUSTER - DIAGNOSIS AND cator for the following reasons:
TESTING). For proper diagnosis of the fuel tank • Beam Select Switch Input - Each time the
sending unit, the PCM, the PCI data bus, or the elec- cluster detects battery current on the beam select
tronic message inputs to the instrument cluster that switch sense circuit (beam select switch closed = high
control the fuel gauge, a DRBIIIt scan tool is beams selected or optical horn feature activated) the
required. Refer to the appropriate diagnostic infor- high beam indicator will be illuminated solid. This
mation. input can occur when the headlamp high beams are
selected or when the optical horn feature is activated.
The indicator remains illuminated until the beam
HIGH BEAM INDICATOR select switch sense input to the cluster is an open cir-
cuit (beam select switch open = high beams not
DESCRIPTION selected and optical horn feature not activated), or
until the exterior lighting is turned off, whichever
occurs first.
• Exterior Lamps-On Optical Warning - Each
Fig. 16 High Beam Indicator
time the cluster detects battery current on the head-
A high beam indicator is standard equipment on lamp switch output circuit (park or head lamp switch
all instrument clusters (Fig. 16). The high beam indi- closed = exterior lighting is On), ground on the driver
cator is located near the upper edge of the instru- door ajar switch sense circuit (driver door ajar switch
ment cluster, between the tachometer and the closed = driver door is open), and the fused ignition
speedometer. The high beam indicator consists of a switch output (run-start) input is an open circuit
stencil-like cutout of the International Control and (ignition switch is in a position other than On or
Display Symbol icon for “High Beam” in the opaque Start), the high beam indicator will be flashed on
layer of the instrument cluster overlay. The dark and off repeatedly. The indicator will continue to
outer layer of the overlay prevents the indicator from flash until the exterior lighting is turned Off, until
being clearly visible when it is not illuminated. A the driver door is closed, or until the ignition switch
blue lens behind the cutout in the opaque layer of is turned to the On or Start positions, whichever
the overlay causes the icon to appear in blue through occurs first.
the translucent outer layer of the overlay when the • Actuator Test - Each time the cluster is put
indicator is illuminated from behind by a replaceable through the actuator test, the high beam indicator
incandescent bulb and bulb holder unit, which is will be turned on, then off again during the bulb
located on the instrument cluster electronic circuit check portion of the test to confirm the functionality
board. The high beam indicator is serviced as a unit of the bulb and the cluster control circuitry.
with the instrument cluster. The instrument cluster continually monitors the
headlamp beam select switch and circuitry integral
OPERATION to the left multi-function switch, the driver door ajar
The high beam indicator gives an indication to the switch, and the ignition switch and turns the high
vehicle operator whenever the headlamp high beams beam indicator on or off accordingly. For further
are illuminated, or when the exterior lamps are inad- diagnosis of the high beam indicator or the instru-
vertently left On. This indicator is controlled by a ment cluster circuitry that controls the indicator,
hard wired input to the cluster from the headlamp (Refer to 8 - ELECTRICAL/INSTRUMENT CLUS-
beam select switch circuitry of the left multi-function TER - DIAGNOSIS AND TESTING). The left multi-
switch, and by the instrument cluster circuit board function switch, driver door ajar switch, and ignition
based upon cluster programming based upon hard switch inputs to the instrument cluster can be diag-
wired inputs from the head/park/fog lamp switch cir- nosed using conventional diagnostic tools and meth-
cuitry of the left multi-function switch, from the ods.
driver door ajar switch, and from the ignition switch.
The high beam indicator bulb is completely controlled DIAGNOSIS AND TESTING - HIGH BEAM
by the instrument cluster logic circuit, and that logic INDICATOR
will allow this indicator to operate whenever the The diagnosis found here addresses an inoperative
instrument cluster receives a battery current input high beam indicator condition. Before beginning this
on the fused B(+) circuit. Therefore, the bulb can be test, confirm the functionality of the high beam indi-
TJ INSTRUMENT CLUSTER 8J - 31
HIGH BEAM INDICATOR (Continued)
cator bulb and the cluster control circuitry by per- LOW FUEL INDICATOR
forming the instrument cluster actuator test. (Refer
to 8 - ELECTRICAL/INSTRUMENT CLUSTER -
DESCRIPTION
DIAGNOSIS AND TESTING). If the high beam indi-
cator fails to illuminate during the actuator test,
replace the indicator bulb and bulb holder with a
known good unit and repeat the test. If the indicator Fig. 17 Low Fuel Indicator
still fails to illuminate, replace the faulty instrument
cluster. If the problem being diagnosed is related to A low fuel indicator is standard equipment on all
inoperative headlamp high beams, be certain to instrument clusters (Fig. 17). The low fuel indicator
repair the headlamp system circuits and switches is located near the lower edge of the instrument clus-
before attempting to diagnose or repair the high ter, to the left of center. The low fuel indicator con-
beam indicator. If no headlamp system problems are sists of a stencil-like cutout of the International
found and the high beam indicator illuminates dur- Control and Display Symbol icon for “Fuel” in the
ing the instrument cluster actuator test, the follow- opaque layer of the instrument cluster overlay. The
ing procedure will help locate an open in the high dark outer layer of the overlay prevents the indicator
beam indicator driver circuit. Refer to the appropri- from being clearly visible when it is not illuminated.
ate wiring information. The wiring information An amber Light Emitting Diode (LED) behind the
includes wiring diagrams, proper wire and connector cutout in the opaque layer of the overlay causes the
repair procedures, details of wire harness routing icon to appear in amber through the translucent
and retention, connector pin-out information and outer layer of the overlay when the indicator is illu-
location views for the various wire harness connec- minated from behind by the LED, which is soldered
tors, splices and grounds. onto the instrument cluster electronic circuit board.
The low fuel indicator is serviced as a unit with the
WARNING: TO AVOID PERSONAL INJURY OR instrument cluster.
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
DISABLE THE SUPPLEMENTAL RESTRAINT SYS- OPERATION
TEM BEFORE ATTEMPTING ANY STEERING The low fuel indicator gives an indication to the
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU- vehicle operator when the level of fuel in the fuel
MENT PANEL COMPONENT DIAGNOSIS OR SER- tank becomes low. This indicator is controlled by a
VICE. DISCONNECT AND ISOLATE THE BATTERY transistor on the instrument cluster circuit board
NEGATIVE (GROUND) CABLE, THEN WAIT TWO based upon cluster programming and electronic mes-
MINUTES FOR THE SYSTEM CAPACITOR TO DIS- sages received by the cluster from the Powertrain
CHARGE BEFORE PERFORMING FURTHER DIAG- Control Module (PCM) over the Programmable Com-
NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY munications Interface (PCI) data bus. The low fuel
TO DISABLE THE SUPPLEMENTAL RESTRAINT indicator Light Emitting Diode (LED) is completely
SYSTEM. FAILURE TO TAKE THE PROPER PRE- controlled by the instrument cluster logic circuit, and
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- that logic will only allow this indicator to operate
BAG DEPLOYMENT. when the instrument cluster receives a battery cur-
rent input on the fused ignition switch output (run-
(1) Disconnect and isolate the battery negative start) circuit. Therefore, the LED will always be off
cable. Remove the instrument cluster from the when the ignition switch is in any position except On
instrument panel. Disconnect the instrument panel or Start. The LED only illuminates when it is pro-
wire harness connector (Connector C1) for the instru- vided a path to ground by the instrument cluster
ment cluster from the connector receptacle on the transistor. The instrument cluster will turn on the
back of the cluster housing. low fuel indicator for the following reasons:
(2) Reconnect the battery negative cable. Turn the • Bulb Test - Each time the ignition switch is
headlamps On and select the headlamp high beams turned to the On position the indicator is illuminated
with the left multi-function switch control stalk. for about two seconds as a bulb test.
Check for battery voltage at the high beam indicator • Less Than 12.5 Percent Tank Full Message -
driver circuit cavity of the instrument panel wire Each time the cluster receives a message from the
harness connector (Connector C1) for the instrument PCM indicating that the percent tank full is less
cluster. If OK, replace the faulty instrument cluster. than 12.5 (one-eighth), the low fuel indicator is illu-
If not OK, repair the open high beam indicator driver minated and a single chime tone is sounded. The low
circuit between the instrument cluster and the left fuel indicator remains illuminated until the cluster
multi-function switch as required. receives messages from the PCM for a continuous
twenty seconds indicating that the percent tank full
8J - 32 INSTRUMENT CLUSTER TJ
LOW FUEL INDICATOR (Continued)
has increased by more than 0.625 gallons or until the Light Emitting Diode (LED) behind the cutout in the
ignition switch is turned to the Off position, which- opaque layer of the overlay causes the icon to appear
ever occurs first. This strategy is intended to reduce in amber through the translucent outer layer of the
the effect that fuel sloshing within the fuel tank can overlay when the indicator is illuminated from
have on reliable indications. The chime tone feature behind by the LED, which is soldered onto the
will occur only once per ignition cycle. instrument cluster electronic circuit board. The MIL
• Less Than Empty Percent Tank Full Mes- is serviced as a unit with the instrument cluster.
sage - Each time the cluster receives a message from
the PCM indicating the percent tank full is less than OPERATION
empty, the low fuel indicator is illuminated immedi- The Malfunction Indicator Lamp (MIL) gives an
ately. This message would indicate that the fuel tank indication to the vehicle operator when the Power-
sender input to the PCM is a short circuit. train Control Module (PCM) has recorded a Diagnos-
• More Than Full Percent Tank Full Message tic Trouble Code (DTC) for an On-Board Diagnostics
- Each time the cluster receives a message from the II (OBDII) emissions-related circuit or component
PCM indicating the percent tank full is more than malfunction. The MIL is controlled by a transistor on
full, the low fuel indicator is illuminated immedi- the instrument cluster circuit board based upon clus-
ately. This message would indicate that the fuel tank ter programming and electronic messages received by
sender input to the PCM is an open circuit. the cluster from the PCM over the Programmable
• Actuator Test - Each time the cluster is put Communications Interface (PCI) data bus. The MIL
through the actuator test, the low fuel indicator will Light Emitting Diode (LED) is completely controlled
be turned on, then off again during the bulb check by the instrument cluster logic circuit, and that logic
portion of the test to confirm the functionality of the will only allow this indicator to operate when the
LED and the cluster control circuitry. instrument cluster receives a battery current input
The PCM continually monitors the fuel tank send- on the fused ignition switch output (run-start) cir-
ing unit to determine the level of fuel in the fuel cuit. Therefore, the LED will always be off when the
tank. The PCM then sends the proper fuel level mes- ignition switch is in any position except On or Start.
sages to the instrument cluster. For further diagnosis The LED only illuminates when it is provided a path
of the low fuel indicator or the instrument cluster cir- to ground by the instrument cluster transistor. The
cuitry that controls the LED, (Refer to 8 - ELECTRI- instrument cluster will turn on the MIL for the fol-
CAL/INSTRUMENT CLUSTER - DIAGNOSIS AND lowing reasons:
TESTING). For proper diagnosis of the fuel tank • Bulb Test - Each time the ignition switch is
sending unit, the PCM, the PCI data bus, or the elec- turned to the On position the indicator is illuminated
tronic message inputs to the instrument cluster that for about seven seconds as a bulb test. The entire
control the low fuel indicator, a DRBIIIt scan tool is two seven second bulb test is a function of the PCM.
required. Refer to the appropriate diagnostic infor- • MIL Lamp-On Message - Each time the clus-
mation. ter receives a MIL lamp-on message from the PCM,
the indicator will be illuminated. The indicator can
be flashed on and off, or illuminated solid, as dic-
MALFUNCTION INDICATOR tated by the PCM message. For some DTC’s, if a
LAMP (MIL) problem does not recur, the PCM will send a lamp-off
message automatically. Other DTC’s may require
DESCRIPTION that a fault be repaired and the PCM be reset before
a lamp-off message will be sent. For more informa-
tion on the PCM and the DTC set and reset param-
eters, (Refer to 25 - EMISSIONS CONTROL -
OPERATION).
Fig. 18 Malfunction Indicator Lamp (MIL) • Communication Error - If the cluster receives
A Malfunction Indicator Lamp (MIL) is standard no lamp-on or lamp-off message from the PCM for
equipment on all instrument clusters (Fig. 18). The twenty seconds, the MIL is illuminated by the instru-
MIL is located near the lower edge of the instrument ment cluster and a “no BuS” message will appear in
cluster, to the right of center. The MIL consists of a the odometer/trip odometer Vacuum Fluorescent Dis-
stencil-like cutout of the International Control and play (VFD) unit to indicate a loss of bus communica-
Display Symbol icon for “Engine” in the opaque layer tion. The indicator remains controlled and
of the instrument cluster overlay. The dark outer illuminated by the cluster until a valid lamp-on or
layer of the overlay prevents the indicator from being lamp-off message is received from the PCM.
clearly visible when it is not illuminated. An amber
TJ INSTRUMENT CLUSTER 8J - 33
MALFUNCTION INDICATOR LAMP (MIL) (Continued)
• Actuator Test - Each time the cluster is put odometer latches at these values, and will not roll
through the actuator test, the MIL will be turned on, over to zero. The trip odometer can display values up
then off again during the bulb check portion of the to 9,999.9 kilometers (9,999.9 miles) before it rolls
test to confirm the functionality of the LED and the over to zero. The odometer display does not have a
cluster control circuitry. decimal point and will not show values less than a
The PCM continually monitors the fuel and emis- full unit (kilometer or mile), while the trip odometer
sions system circuits and sensors to decide whether display does have a decimal point and will show
the system is in good operating condition. The PCM tenths of a unit (kilometer or mile). The unit of mea-
then sends the proper lamp-on or lamp-off messages sure (kilometers or miles) for the odometer and trip
to the instrument cluster. For further diagnosis of odometer display is not shown in the VFD. The unit
the MIL or the instrument cluster circuitry that con- of measure for the instrument cluster odometer/trip
trols the LED, (Refer to 8 - ELECTRICAL/INSTRU- odometer is selected at the time that it is manufac-
MENT CLUSTER - DIAGNOSIS AND TESTING). If tured, and cannot be changed. If the instrument clus-
the instrument cluster turns on the MIL after the ter has a speedometer with a primary scale in
bulb test, it may indicate that a malfunction has kilometers-per-hour, the letters “KM” are printed on
occurred and that the fuel and emissions system may the cluster mask next to the VFD window to indicate
require service. For proper diagnosis of the fuel and the odometer unit of measure.
emissions systems, the PCM, the PCI data bus, or The odometer has a “Rental Car” mode, which will
the electronic message inputs to the instrument clus- illuminate the odometer information in the VFD
ter that control the MIL, a DRBIIIt scan tool is whenever the driver side front door is opened with
required. Refer to the appropriate diagnostic infor- the ignition switch in the Off or Accessory positions.
mation. During daylight hours (exterior lamps are Off) the
VFD is illuminated at full brightness for clear visibil-
ity. At night (exterior lamps are On) the VFD lighting
ODOMETER level is adjusted with the other cluster illumination
lamps using the panel lamps dimmer control ring on
DESCRIPTION the control stalk of the left multi-function switch.
However, a “Parade” mode position of the panel
lamps dimmer control ring allows the VFD to be illu-
minated at full brightness if the exterior lamps are
turned On during daylight hours.
Fig. 19 Odometer Display The VFD, the trip odometer switch, and the trip
odometer switch button are serviced as a unit with
An odometer and trip odometer are standard the instrument cluster. The rubber trip odometer
equipment in all instrument clusters (Fig. 19). The reset knob boot that seals the hole in the cluster lens
odometer and trip odometer information are dis- through which the reset knob protrudes is available
played in a common electronic, blue-green Vacuum for individual service replacement.
Fluorescent Display (VFD). The VFD is soldered onto
the cluster electronic circuit board and is visible OPERATION
through a window with a smoked clear lens located The odometer and trip odometer give an indication
near the lower edge of the cluster overlay between to the vehicle operator of the distance the vehicle has
the tachometer and speedometer. The dark lens over traveled. This indicator is controlled by the instru-
the VFD prevents it from being clearly visible when ment cluster circuitry based upon cluster program-
it is not illuminated. However, the odometer, and trip ming and electronic messages received by the cluster
odometer information are not displayed simulta- from the Powertrain Control Module (PCM) over the
neously. The trip odometer reset switch on the Programmable Communications Interface (PCI) data
instrument cluster circuit board toggles the display bus. The odometer and trip odometer information is
between odometer and trip odometer modes by displayed by the instrument cluster Vacuum Fluores-
depressing the odometer/trip odometer switch button cent Display (VFD). The VFD will display the odom-
that extends through the lower edge of the cluster eter information whenever the driver door is opened
lens, just right of the odometer VFD. with the ignition switch in the Off or Accessory posi-
The odometer and trip odometer information is tions, and will display the last previously selected
stored in the instrument cluster memory. This infor- odometer or trip odometer information when the igni-
mation can be increased when the proper inputs are tion switch is turned to the On or Start positions.
provided to the instrument cluster, but the informa- The instrument cluster circuitry controls the VFD
tion cannot be decreased. The odometer can display and provides the following features:
values up to 999,999 kilometers (999,999 miles). The
8J - 34 INSTRUMENT CLUSTER TJ
ODOMETER (Continued)
• Odometer/Trip Odometer Display Toggling - ter, above the engine coolant temperature gauge. The
Actuating the trip odometer reset switch button oil pressure gauge consists of a movable gauge needle
momentarily with the VFD illuminated will toggle or pointer controlled by the instrument cluster cir-
the display between the odometer and trip odometer cuitry and a fixed 90 degree scale on the cluster over-
information. Each time the VFD is illuminated with lay that reads left-to-right from “L” (or Low) to “H”
the ignition switch in the On or Start positions, the (or High). An International Control and Display Sym-
display will automatically return to the last mode bol icon for “Engine Oil” is located on the cluster
previously selected (odometer or trip odometer). overlay, in the center of the gauge directly above the
• Trip Odometer Reset - When the trip odome- hub of the gauge needle (Fig. 20). The oil pressure
ter reset switch button is pressed and held for longer gauge graphics are white and blue against a black
than about two seconds with the ignition switch in field, making them clearly visible within the instru-
the On or Start positions, trip odometer will be reset ment cluster in daylight. When illuminated from
to 0.0 kilometers (miles). The VFD must be display- behind by the panel lamps dimmer controlled cluster
ing the trip odometer information in order for the illumination lighting with the exterior lamps turned
trip odometer information to be reset. On, the white graphics appear white, and the blue
• Communication Error - If the cluster fails to graphics appear blue. The orange gauge needle is
receive a distance message during normal operation, internally illuminated. Gauge illumination is pro-
it will hold and display the last data received until vided by replaceable incandescent bulb and bulb
the ignition switch is turned to the Off position. If holder units located on the instrument cluster elec-
the cluster does not receive a distance message tronic circuit board. The oil pressure gauge is ser-
within one second after the ignition switch is turned viced as a unit with the instrument cluster.
to the On position, it will display the last distance
message stored in the cluster memory. If the cluster OPERATION
is unable to display distance information due to an The oil pressure gauge gives an indication to the
error internal to the cluster, either “888888”will be vehicle operator of the engine oil pressure. This
displayed in the VFD or the VFD will be blank. gauge is controlled by the instrument cluster circuit
• Actuator Test - Each time the cluster is put board based upon cluster programming and elec-
through the actuator test, the number “8” will be tronic messages received by the cluster from the
scrolled across the VFD from right-to-left, then the Powertrain Control Module (PCM) over the Program-
trip odometer decimal point “.” will be illuminated in mable Communications Interface (PCI) data bus. The
order to confirm the functionality of each of the VFD oil pressure gauge is an air core magnetic unit that
segments and the cluster control circuitry. receives battery current on the instrument cluster
The PCM continually monitors the vehicle speed electronic circuit board through the fused ignition
pulse information received from the vehicle speed switch output (run-start) circuit whenever the igni-
sensor, then sends the proper distance messages to tion switch is in the On or Start positions. The clus-
the instrument cluster. For further diagnosis of the ter is programmed to move the gauge needle back to
odometer/trip odometer or the instrument cluster cir- the low end of the scale after the ignition switch is
cuitry that controls these functions, (Refer to 8 - turned to the Off position. The instrument cluster
ELECTRICAL/INSTRUMENT CLUSTER - DIAGNO- circuitry controls the gauge needle position and pro-
SIS AND TESTING). For proper diagnosis of the vides the following features:
vehicle speed sensor, the PCM, the PCI data bus, or • Engine Oil Pressure Message - Each time the
the electronic message inputs to the instrument clus- cluster receives a message from the PCM indicating
ter that control the odometer/trip odometer, a the engine oil pressure of a 2.4L engine is above
DRBIIIt scan tool is required. Refer to the appropri- about 0.2 kg/cm2 (3 psi), or of any engine other than
ate diagnostic information. a 2.4L is above about 0.4 kg/cm2 (6 psi), the cluster
moves the gauge needle to the middle of the normal
range on the gauge scale to represent the engine oil
OIL PRESSURE GAUGE pressure. The gauge needle will continue to be posi-
tioned at the middle of normal range on the gauge
DESCRIPTION scale until the cluster receives a message from the
PCM that indicates the engine oil pressure is low, or
until the ignition switch is turned to the Off position,
Fig. 20 Engine Oil Icon whichever occurs first.
An oil pressure gauge is standard equipment on all • Engine Oil Pressure Low Message - Each
instrument clusters. The oil pressure gauge is located time the cluster receives a message from the PCM
in the upper right quadrant of the instrument clus- indicating the engine oil pressure of a 2.4L engine is
TJ INSTRUMENT CLUSTER 8J - 35
OIL PRESSURE GAUGE (Continued)
below about 0.2 kg/cm2 (3 psi), or of any engine other REAR LOCK INDICATOR
than a 2.4L is below about 0.4 kg/cm2 (6 psi), the
gauge needle is moved to the graduation at the far
DESCRIPTION
left (low) end of the gauge scale, the check gauges
indicator is illuminated, and a single chime tone is
generated. The gauge needle remains at the left end
of the gauge scale and the check gauges indicator
remains illuminated until the cluster receives a mes-
sage from the PCM indicating that the engine oil Fig. 21 Rear Lock Indicator
pressure of a 2.4L engine is above about 0.2 kg/cm2 A rear lock indicator is standard equipment on all
(3 psi), or of any engine other than a 2.4L is above instrument clusters, but is only functional on vehi-
about 0.4 kg/cm2 (6 psi), or until the ignition switch cles equipped with the optional off-road package (Fig.
is turned to the Off position, whichever occurs first. 21). The rear lock indicator is located near the upper
The cluster will only turn the check gauges indicator edge of the instrument cluster, to the right of center.
on in response to an engine oil pressure low message The rear lock indicator consists of a stencil-like cut-
if the engine speed message is 300 rpm or greater for out of the words “REAR LOCK” in the opaque layer
more than about five seconds. of the instrument cluster overlay. The dark outer
• Communication Error - If the cluster fails to layer of the overlay prevents the indicator from being
receive an engine oil pressure message, it will hold clearly visible when it is not illuminated. A amber
the gauge needle at the last indication about twelve Light Emitting Diode (LED) behind the cutout in the
seconds or until the ignition switch is turned to the opaque layer of the overlay causes the “REAR LOCK”
Off position, whichever occurs first. After twelve sec- text to appear in amber through the translucent
onds, the cluster will move the gauge needle to the outer layer of the overlay when the indicator is illu-
left end of the gauge scale. minated from behind by the LED, which is soldered
• Actuator Test - Each time the cluster is put onto the instrument cluster electronic circuit board.
through the actuator test, the gauge needle will be The illumination intensity of the rear lock indicator
swept to several calibration points on the gauge scale is one-step dimmable. When the exterior lighting is
in a prescribed sequence to confirm the functionality turned On, the indicator is dimmed; and, when the
of the gauge and the cluster control circuitry. exterior lighting is turned Off, the indicator is illumi-
The PCM continually monitors the engine oil pres- nated at full intensity. The rear lock indicator is ser-
sure sensor to determine the engine oil pressure. The viced as a unit with the instrument cluster.
PCM then sends the proper engine oil pressure mes-
sages to the instrument cluster. For further diagnosis OPERATION
of the oil pressure gauge or the instrument cluster The rear lock indicator gives an indication to the
circuitry that controls the gauge, (Refer to 8 - ELEC- vehicle operator of the status of the locker mecha-
TRICAL/INSTRUMENT CLUSTER - DIAGNOSIS nism in the rear axle of vehicles equipped with the
AND TESTING). If the instrument cluster turns on optional off-road package. The rear lock indicator can
the check gauges indicator due to a low oil pressure also give an indication when certain faults are
gauge reading, it may indicate that the engine or the detected in the axle locker system. This indicator is
engine oiling system requires service. For proper controlled by a transistor on the instrument cluster
diagnosis of the engine oil pressure sensor, the PCM, electronic circuit board based upon cluster program-
the PCI data bus, or the electronic message inputs to ming, and hard wired inputs to the cluster from the
the instrument cluster that control the oil pressure key-in ignition switch, the axle lock switch, and the
gauge, a DRBIIIt scan tool is required. Refer to the rear locker indicator switch. The rear lock indicator
appropriate diagnostic information. Light Emitting Diode (LED) is completely controlled
by the instrument cluster logic circuit, and that logic
will allow this indicator to operate whenever the
instrument cluster receives a battery current input
on the fused B(+) circuit. Therefore, the LED can be
illuminated regardless of the ignition switch position.
The cluster can illuminate the LED solid, or flash it
on and off at two different rates, slow or fast. The
slow rate is about one flash per second, while the fast
rate is about two flashes per second. The LED only
illuminates when it is provided a path to ground by
the instrument cluster transistor. The instrument
8J - 36 INSTRUMENT CLUSTER TJ
REAR LOCK INDICATOR (Continued)
cluster will turn on the rear lock indicator for the fol- the switch is enabled and the rear or the rear and
lowing reasons: front axle lock position of the switch is selected by
• Rear Axle Lock Request Input - Each time the vehicle operator. The rear locker indicator switch
the cluster detects ground on the rear axle lock on the rear axle housing provides a hard wired
request circuit from the axle lock switch (rear axle ground input to the instrument cluster whenever the
lock request circuit ground = rear axle lock request rear axle locker mechanism is engaged. The key-in
active) while the key is in the ignition lock cylinder, ignition switch integral to the ignition switch pro-
the rear lock indicator flashes on and off at a slow vides a hard wired ground input to the instrument
rate. The indicator continues to flash until the rear cluster whenever a key is present in the ignition lock
axle lock request input to the cluster is an open cir- cylinder. Each of these inputs to the instrument clus-
cuit (rear axle lock request circuit open = rear axle ter can be diagnosed using conventional diagnostic
lock request inactive), or until the cluster detects a tools and methods. For further diagnosis of the
change in the inputs from the rear locker indicator instrument cluster circuitry that controls the rear
switch or the key-in ignition switch, whichever occurs lock indicator LED, (Refer to 8 - ELECTRICAL/IN-
first. STRUMENT CLUSTER - DIAGNOSIS AND TEST-
• Rear Locker Indicator Switch Input - Each ING).
time the cluster detects ground on the rear locker
indicator switch sense circuit (rear locker indicator
switch closed = rear axle locker engaged) while the SEATBELT INDICATOR
rear axle lock request is active and the key is in the
ignition lock cylinder, the rear lock indicator is illu- DESCRIPTION
minated solid. The indicator remains illuminated
solid until the rear locker indicator switch input to
the cluster is an open circuit (rear locker indicator
switch open = rear axle locker disengaged), or until
Fig. 22 Seatbelt Indicator
the cluster detects a change in the inputs from the
axle lock switch or the key-in ignition switch, which- A seatbelt indicator is standard equipment on all
ever occurs first. instrument clusters (Fig. 22). The seatbelt indicator
• Rear Lock Request/Feedback Mismatch - is located near the center of the instrument cluster,
Each time the cluster detects that the inputs from between the tachometer and the speedometer. The
the axle lock switch (request) on the rear axle lock seatbelt indicator consists of a stencil-like cutout of
request circuit and from the rear locker indicator the International Control and Display Symbol icon
switch (feedback) on the rear locker indicator switch for “Seat Belt” in the opaque layer of the instrument
sense circuit are mismatched, the rear lock indicator cluster overlay. The dark outer layer of the overlay
flashes on and off at a slow rate. This condition prevents the indicator from being clearly visible
occurs when the lock request is active but the axle when it is not illuminated. A red Light Emitting
locker remains disengaged, or when the lock request Diode (LED) behind the cutout in the opaque layer of
is inactive but the axle locker remains engaged. The the overlay causes the icon to appear in red through
indicator continues to flash until the request and the the translucent outer layer of the overlay when the
feedback are matching. indicator is illuminated from behind by the LED,
• Key-In Ignition Switch Input - Each time the which is soldered onto the instrument cluster elec-
cluster detects that the key has been removed from tronic circuit board. The seatbelt indicator is serviced
the ignition lock cylinder (key-in ignition switch open as a unit with the instrument cluster.
= key is not in ignition switch) while the rear axle
lock request is still active, the rear lock indicator OPERATION
flashes at a fast rate and three chime tones are The seatbelt indicator gives an indication to the
sounded. The indicator will continue to flash at this vehicle operator of the status of the driver side front
rate until the key is replaced in the ignition switch seatbelt. This indicator is controlled by a transistor
lock cylinder (key-in ignition switch closed = key is in on the instrument cluster circuit board based upon
ignition switch) while the rear axle lock request is cluster programming and a hard wired input from
still active, or until the rear axle lock request input the seatbelt switch in the driver side front seatbelt
is deactivated, whichever occurs first. buckle through the seat belt indicator driver circuit.
The axle lock switch in the accessory switch bezel The seatbelt indicator Light Emitting Diode (LED) is
on the instrument panel provides a hard wired completely controlled by the instrument cluster logic
ground input to the instrument cluster circuitry circuit, and that logic will only allow this indicator to
through the rear axle lock request circuit whenever operate when the instrument cluster receives a bat-
TJ INSTRUMENT CLUSTER 8J - 37
SEATBELT INDICATOR (Continued)
tery current input on the fused ignition switch out- instrument cluster, to the right of center. The four-
put (run-start) circuit. Therefore, the LED will wheel drive indicator consists of a stencil-like cutout
always be off when the ignition switch is in any posi- of the text “4WD” in the opaque layer of the instru-
tion except On or Start. The LED only illuminates ment cluster overlay. The dark outer layer of the
when it is provided a path to ground by the instru- overlay prevents the indicator from being clearly vis-
ment cluster transistor. The instrument cluster will ible when it is not illuminated. A amber Light Emit-
turn on the seatbelt indicator for the following rea- ting Diode (LED) behind the cutout in the opaque
sons: layer of the overlay causes the “4WD” text to appear
• Seatbelt Reminder Function - Each time the in amber through the translucent outer layer of the
cluster receives a battery current input on the fused overlay when the indicator is illuminated from
ignition switch output (run-start) circuit, the indica- behind by the LED, which is soldered onto the
tor will be illuminated as a seatbelt reminder for instrument cluster electronic circuit board. The illu-
about seven seconds, or until the ignition switch is mination intensity of the four-wheel drive indicator is
turned to the Off position, whichever occurs first. one-step dimmable. When the exterior lighting is
This reminder function will occur regardless of the turned On, the indicator is dimmed; and, when the
status of the seatbelt switch input to the cluster. exterior lighting is turned Off, the indicator is illumi-
• Driver Side Front Seatbelt Not Buckled - nated at full intensity. The four-wheel drive indicator
Following the seatbelt reminder function, each time is serviced as a unit with the instrument cluster.
the cluster detects a ground on the seat belt switch
sense circuit (seatbelt switch closed = seatbelt OPERATION
unbuckled) with the ignition switch in the Start or The four-wheel drive indicator gives an indication
On positions, the indicator will be illuminated. The to the vehicle operator that a four-wheel drive oper-
seatbelt indicator remains illuminated until the seat ating mode of the four-wheel drive transfer case is
belt switch sense input to the cluster is an open cir- selected. The four-wheel drive indicator lights when
cuit (seatbelt switch open = seatbelt buckled), or the transfer case is engaged in the 4H or 4L posi-
until the ignition switch is turned to the Off position, tions. This indicator is controlled by a transistor on
whichever occurs first. the instrument cluster electronic circuit board based
• Actuator Test - Each time the cluster is put upon cluster programming. On models not equipped
through the actuator test, the seatbelt indicator will with the optional Off-Road Package the cluster also
be turned on, then off again during the bulb check uses a hard wired transfer case switch input. Models
portion of the test to confirm the functionality of the that are equipped with the Off-Road Package do not
LED and the cluster control circuitry. have a hard wired transfer case switch input, so the
The seatbelt switch is connected in series between cluster uses electronic messages received by the clus-
ground and the seat belt switch sense input to the ter from the Powertrain Control Module (PCM) over
instrument cluster. The seatbelt switch input to the the Programmable Communications Interface (PCI)
instrument cluster circuitry can be diagnosed using data bus to determine the transfer case operating
conventional diagnostic tools and methods. For fur- mode. The four-wheel drive indicator Light Emitting
ther diagnosis of the seatbelt indicator or the instru- Diode (LED) is completely controlled by the instru-
ment cluster circuitry that controls the LED, (Refer ment cluster logic circuit, and that logic will only
to 8 - ELECTRICAL/INSTRUMENT CLUSTER - allow this indicator to operate when the instrument
DIAGNOSIS AND TESTING). cluster receives a battery current input on the fused
ignition switch output (run-start) circuit. Therefore,
the LED will always be off when the ignition switch
SHIFT INDICATOR (TRANSFER is in any position except On or Start. The LED only
CASE) illuminates when it is provided a path to ground by
the instrument cluster transistor. The instrument
DESCRIPTION cluster will turn on the four-wheel drive indicator for
the following reasons:
• Transfer Case Switch Input - Each time the
cluster detects a ground on the 4WD switch sense
circuit (transfer case switch closed = 4WD mode
selected) the part time indicator is illuminated. The
Fig. 23 4WD Indicator indicator remains illuminated until the 4WD switch
A four-wheel drive indicator is standard equipment sense input to the cluster is an open circuit (transfer
on all instrument clusters (Fig. 23). The four-wheel case switch open = 4WD mode not selected), or until
drive indicator is located near the upper edge of the
8J - 38 INSTRUMENT CLUSTER TJ
SHIFT INDICATOR (TRANSFER CASE) (Continued)
the ignition switch is turned to the Off position, of the four-wheel drive indicator Light Emitting
whichever occurs first. Diode (LED) and the cluster control circuitry by per-
• 4WD Transfer Case Status Message - Each forming the instrument cluster actuator test. (Refer
time the cluster receives a message from the PCM to 8 - ELECTRICAL/INSTRUMENT CLUSTER -
indicating that the transfer case is operating in a DIAGNOSIS AND TESTING). If the four-wheel drive
four-wheel drive mode, the 4WD indicator is illumi- indicator fails to illuminate during the actuator test,
nated. The 4WD indicator remains illuminated until replace the faulty instrument cluster. If the problem
the cluster receives messages from the PCM indicat- being diagnosed is related to indicator accuracy, be
ing that the transfer case is not in a four-wheel drive certain to confirm that the problem is with the indi-
mode or until the ignition switch is turned to the Off cator or transfer case switch and not a mechanical
position, whichever occurs first. malfunction of the transfer case or transfer case shift
• Actuator Test - Each time the cluster is put linkage. (Refer to 21 - TRANSMISSION/TRANS-
through the actuator test, the 4WD indicator will be AXLE/TRANSFER CASE - DIAGNOSIS AND TEST-
turned on, then off again during the bulb check por- ING). If no transfer case problem is found, the
tion of the test to confirm the functionality of the following procedure will help to locate a short or open
LED and the cluster control circuitry. in the 4WD switch sense circuit. Refer to the appro-
On models without the Off-Road Package, the priate wiring information. The wiring information
transfer case shift position switch is connected in includes wiring diagrams, proper wire and connector
series between ground and the 4WD switch sense repair procedures, details of wire harness routing
input to the instrument cluster. The transfer case and retention, connector pin-out information and
switch input to the instrument cluster circuitry can location views for the various wire harness connec-
be diagnosed using conventional diagnostic tools and tors, splices and grounds.
methods. (Refer to 21 - TRANSMISSION/TRANS-
AXLE/TRANSFER CASE - DESCRIPTION) for more WARNING: TO AVOID PERSONAL INJURY OR
information on the transfer case switch. For further DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
diagnosis of the 4WD indicator or the instrument DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
cluster circuitry that controls the LED, (Refer to 8 - TEM BEFORE ATTEMPTING ANY STEERING
ELECTRICAL/INSTRUMENT CLUSTER - DIAGNO- WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU-
SIS AND TESTING). MENT PANEL COMPONENT DIAGNOSIS OR SER-
On models equipped with the Off-Road Package, VICE. DISCONNECT AND ISOLATE THE BATTERY
the PCM continually monitors the transfer case shift NEGATIVE (GROUND) CABLE, THEN WAIT TWO
position switch to determine the operating mode of MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
the transfer case. The PCM then sends the proper CHARGE BEFORE PERFORMING FURTHER DIAG-
transfer case shift position status messages to the NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
instrument cluster. For further diagnosis of the 4WD TO DISABLE THE SUPPLEMENTAL RESTRAINT
indicator or the instrument cluster circuitry that con- SYSTEM. FAILURE TO TAKE THE PROPER PRE-
trols the LED, (Refer to 8 - ELECTRICAL/INSTRU- CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
MENT CLUSTER - DIAGNOSIS AND TESTING). BAG DEPLOYMENT.
For proper diagnosis of the transfer case shift posi-
tion switch, the PCM, the PCI data bus, or the elec-
INDICATOR DOES NOT ILLUMINATE WITH 4WD MODE
tronic message inputs to the instrument cluster that SELECTED
control the 4WD indicator, a DRBIIIt scan tool is
(1) Disconnect and isolate the battery negative
required. Refer to the appropriate diagnostic infor-
cable. Disconnect the engine wire harness connector
mation.
for the transfer case switch from the transfer case
switch connector receptacle. Check for continuity
DIAGNOSIS AND TESTING - 4WD INDICATOR between the ground circuit cavity of the engine wire
The diagnosis found here addresses an inoperative harness connector for the transfer case switch and a
four-wheel drive indicator condition only on models good ground. There should be continuity. If OK, go to
that are not equipped with the optional Off-Road Step 2. If not OK, repair the open ground circuit to
Package. If the vehicle is equipped with the Off-Road ground (G105) as required.
Package, for proper diagnosis of the transfer case (2) Reconnect the battery negative cable. Turn the
switch, the PCM, the PCI data bus, or the electronic ignition switch to the On position. Install a jumper
message inputs to the instrument cluster that control wire between the 4WD switch sense circuit cavity of
the 4WD indicator, a DRBIIIt scan tool is required. the engine wire harness connector for the transfer
Refer to the appropriate diagnostic information. case switch and a good ground. The 4WD indicator
Before beginning this test, confirm the functionality
TJ INSTRUMENT CLUSTER 8J - 39
SHIFT INDICATOR (TRANSFER CASE) (Continued)
should light. If OK, replace the faulty transfer case lay, to the left of center. The SKIS indicator consists
switch. If not OK, go to Step 3. of a stencil-like cutout of a graphical representation
(3) Turn the ignition switch to the Off position. or icon of a key that is circled and crossed-out in the
Disconnect and isolate the battery negative cable. opaque layer of the instrument cluster overlay. The
Remove the instrument cluster from the instrument dark outer layer of the overlay prevents the indicator
panel. Disconnect the instrument panel wire harness from being clearly visible when it is not illuminated.
connector (Connector C2) for the instrument cluster A amber Light Emitting Diode (LED) behind the cut-
from the connector receptacle on the back of the clus- out in the opaque layer of the overlay causes the
ter housing. Check for continuity between the 4WD indicator to appear in amber through the translucent
switch sense circuit cavities of the instrument panel outer layer of the overlay when the indicator is illu-
wire harness connector (Connector C2) for the instru- minated from behind by the LED, which is soldered
ment cluster and the engine wire harness connector onto the instrument cluster electronic circuit board.
for the transfer case switch. There should be continu- The SKIS indicator is serviced as a unit with the
ity. If OK, replace the faulty instrument cluster. If instrument cluster.
not OK, repair the open 4WD switch sense circuit
between the instrument cluster and the transfer case OPERATION
switch as required. The Sentry Key Immobilizer System (SKIS) indica-
tor gives an indication to the vehicle operator of the
INDICATOR STAYS ILLUMINATED WITH 4WD MODE NOT status of the SKIS. This indicator is controlled by the
SELECTED instrument cluster circuit board based upon elec-
(1) Disconnect and isolate the battery negative tronic messages received by the cluster from the Sen-
cable. Disconnect the engine wire harness connector try Key Immobilizer Module (SKIM) over the
for the transfer case switch from the transfer case Programmable Communications Interface (PCI) data
switch connector receptacle. Check for continuity bus. The SKIS indicator Light Emitting Diode (LED)
between the ground circuit and the 4WD switch is completely controlled by the instrument cluster
sense circuit terminals in the transfer case switch logic circuit, and that logic will only allow this indi-
connector receptacle. There should be no continuity. cator to operate when the instrument cluster receives
If OK, go to Step 2. If not OK, replace the faulty a battery current input on the fused ignition switch
transfer case switch. output (run-start) circuit. Therefore, the LED will
(2) Remove the instrument cluster from the instru- always be off when the ignition switch is in any posi-
ment panel. Disconnect the instrument panel wire tion except On or Start. The LED only illuminates
harness connector (Connector C2) for the instrument when it is provided a path to ground by the instru-
cluster from the connector receptacle on the back of ment cluster transistor. The instrument cluster will
the cluster housing. Check for continuity between the turn on the SKIS indicator for the following reasons:
4WD switch sense circuit cavity of the instrument • Bulb Test - Each time the ignition switch is
panel wire harness connector (Connector C2) for the turned to the On position, the SKIM sends a message
instrument cluster and a good ground. There should to the cluster to illuminate the SKIS indicator for
be no continuity. If OK, replace the faulty instrument about three seconds as a bulb test.
cluster. If not OK, repair the shorted 4WD switch • SKIM Lamp-On Message - Each time the clus-
sense circuit between the transfer case switch and ter receives a lamp-on message from the SKIM, the
the instrument cluster as required. SKIS indicator will be illuminated. The indicator can
be flashed on and off, or illuminated solid, as dic-
tated by the SKIM message. For more information on
SKIS INDICATOR the SKIS and the SKIS indicator control parameters,
(Refer to 8 - ELECTRICAL/VEHICLE THEFT SECU-
DESCRIPTION RITY - OPERATION). The indicator remains illumi-
nated until the cluster receives a lamp-off message
from the SKIM or until the ignition switch is turned
to the Off position, whichever occurs first.
• Actuator Test - Each time the cluster is put
Fig. 24 SKIS Indicator through the actuator test, the SKIS indicator will be
A Sentry Key Immobilizer System (SKIS) indicator turned on, then off again during the bulb check por-
is standard equipment on all instrument clusters, but tion of the test to confirm the functionality of the
is only functional on vehicles equipped with the LED and the cluster control circuitry.
optional SKIS (Fig. 24). The SKIS indicator is located The SKIM performs a self-test each time the igni-
near the upper edge of the instrument cluster over- tion switch is turned to the On position to decide
8J - 40 INSTRUMENT CLUSTER TJ
SKIS INDICATOR (Continued)
whether the system is in good operating condition. OPERATION
The SKIM then sends the proper SKIS lamp-on or The speedometer gives an indication to the vehicle
lamp-off messages to the instrument cluster. For fur- operator of the vehicle road speed. This gauge is con-
ther diagnosis of the SKIS indicator or the instru- trolled by the instrument cluster circuit board based
ment cluster circuitry that controls the indicator, upon cluster programming and electronic messages
(Refer to 8 - ELECTRICAL/INSTRUMENT CLUS- received by the cluster from the Powertrain Control
TER - DIAGNOSIS AND TESTING). If the instru- Module (PCM) over the Programmable Communica-
ment cluster turns on the SKIS indicator after the tions Interface (PCI) data bus. The speedometer is an
bulb test, either solid or flashing, it indicates that a air core magnetic unit that receives battery current
SKIS malfunction has occurred or that the SKIS is on the instrument cluster electronic circuit board
inoperative. For proper diagnosis of the SKIS, the through the fused ignition switch output (run-start)
PCI data bus, or the electronic message inputs to the circuit whenever the ignition switch is in the On or
instrument cluster that control the SKIS indicator, a Start positions. The cluster is programmed to move
DRBIIIt scan tool is required. Refer to the appropri- the gauge needle back to the low end of the scale
ate diagnostic information. after the ignition switch is turned to the Off position.
The instrument cluster circuitry controls the gauge
needle position and provides the following features:
SPEEDOMETER • Vehicle Speed Message - Each time the clus-
ter receives a vehicle speed message from the PCM it
DESCRIPTION will calculate the correct vehicle speed reading and
position the gauge needle at that relative speed posi-
tion on the gauge scale. The cluster will receive a
new vehicle speed message and reposition the gauge
pointer accordingly about every 86 milliseconds. The
Fig. 25 Speedometer Text gauge needle will continue to be positioned at the
actual vehicle speed position on the gauge scale until
A speedometer is standard equipment on all instru-
the ignition switch is turned to the Off position.
ment clusters. The speedometer is located next to the
• Communication Error - If the cluster fails to
tachometer, just to the right of center in the instru-
receive a speedometer message, it will hold the gauge
ment cluster. The speedometer consists of a movable
needle at the last indication for about six seconds, or
gauge needle or pointer controlled by the instrument
until the ignition switch is turned to the Off position,
cluster circuitry and a fixed 210 degree primary scale
whichever occurs first. After six seconds, the gauge
on the cluster overlay that reads left-to-right either
needle will return to the left end of the gauge scale.
from “0” to “100” mph, from “0” to “110” mph, or from
• Actuator Test - Each time the cluster is put
“0” to “180” km/h, depending upon the requirements
through the actuator test, the gauge needle will be
of the market for which the vehicle is manufactured.
swept to several calibration points on the gauge scale
Each version also has a secondary inner scale on the
in a prescribed sequence in order to confirm the func-
cluster overlay that provides the equivalent opposite
tionality of the gauge and the cluster control cir-
units from the primary scale. Text appearing on the
cuitry.
cluster overlay just below the hub of the speedometer
The PCM continually monitors the vehicle speed
needle abbreviates the unit of measure for the pri-
sensor to determine the vehicle road speed, then
mary scale (i.e.: MPH or km/h), followed by the unit
sends the proper vehicle speed messages to the
of measure for the secondary scale (Fig. 25). The
instrument cluster. For further diagnosis of the
speedometer graphics are white (primary scale) and
speedometer or the instrument cluster circuitry that
blue (secondary scale) against a black field, making
controls the gauge, (Refer to 8 - ELECTRICAL/IN-
them clearly visible within the instrument cluster in
STRUMENT CLUSTER - DIAGNOSIS AND TEST-
daylight. When illuminated from behind by the panel
ING). For proper diagnosis of the vehicle speed
lamps dimmer controlled cluster illumination lighting
sensor, the PCM, the PCI data bus, or the electronic
with the exterior lamps turned On, the white graph-
message inputs to the instrument cluster that control
ics appear white and the blue graphics appear blue.
the speedometer, a DRBIIIt scan tool is required.
The orange gauge needle is internally illuminated.
Refer to the appropriate diagnostic information.
Gauge illumination is provided by replaceable incan-
descent bulb and bulb holder units located on the
instrument cluster electronic circuit board. The
speedometer is serviced as a unit with the instru-
ment cluster.
TJ INSTRUMENT CLUSTER 8J - 41
LAMPS
TABLE OF CONTENTS
page page
LAMPS/LIGHTING - EXTERIOR
TABLE OF CONTENTS
page page
ONE TURN SIGNAL LAMP 1. Faulty or missing bulb 1. Test and replace turn signal
DOES NOT ILLUMINATE bulb as required.
2. Faulty ground circuit. 2. Test and repair open ground
circuit
3. Faulty signal circuit. 3. Test and repair open right or
left turn signal circuit.
ALL RIGHT SIDE AND/OR 1. Faulty multifunction switch. 1. Test and replace the
LEFT SIDE TURN SIGNAL multifunction switch as required.
LAMPS DO NOT FLASH
2. Faulty flasher. 2. Replace the hazard
switch/combination flasher.
ALL RIGHT SIDE OR LEFT 1. Faulty or missing bulb. 1. Test and replace faulty bulb
SIDE TURN SIGNALS as required.
FLASH RAPIDLY
2. Faulty ground circuit. 2. Test and repair open ground
circuit as required.
3. Faulty signal circuit. 3. Test and repair high
resistance or open signal circuit
as required.
4. Faulty flasher. 4. Replace flasher.
DIAGNOSIS AND TESTING - HEADLAMP THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
SYSTEM
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
Always begin any diagnosis by testing all of the
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
fuses and circuit breakers in the system. Refer to the
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
appropriate wiring information.
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
WARNING: ON VEHICLES EQUIPPED WITH AIR- BAG DEPLOYMENT AND POSSIBLE PERSONAL
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE INJURY.
ATTEMPTING ANY STEERING WHEEL, STEERING Conventional and halogen headlamps are inter-
COLUMN, OR INSTRUMENT PANEL COMPONENT changeable. It is recommended that they not be
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- intermixed.
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
HEADLAMPS ARE DIM 1. Loose or corroded battery cables. 1. Clean and secure battery cable clamps
WITH ENGINE IDLING OR and posts.
IGNITION TURNED OFF
2. Loose or worn generator drive 2. Adjust or replace generator drive belt.
belt.
3. Charging system output too low. 3. Test and repair charging system. (Refer
to 8 - ELECTRICAL/CHARGING -
DIAGNOSIS AND TESTING)
4. Battery has insufficient charge. 4. Test battery state-of -charge. (Refer to 8 -
ELECTRICAL/BATTERY SYSTEM/
BATTERY - DIAGNOSIS AND TESTING)
5. Battery is sulfated or shorted. 5. Load test battery. (Refer to 8 -
ELECTRICAL/BATTERY SYSTEM/
BATTERY - DIAGNOSIS AND TESTING)
6. Poor lighting circuit ground. 6. Test for voltage drop across ground
locations.
7. Both headlamp bulbs faulty. 7. Replace both headlamp bulbs.
HEADLAMP BULBS BURN 1. Charging system output too high. 1. Test and repair charging system. (Refer
OUT FREQUENTLY to 8 - ELECTRICAL/CHARGING -
DIAGNOSIS AND TESTING)
2. Loose or corroded terminals or 2. Inspect and repair all connectors and
splices in headlamp circuit. splices.
HEADLAMPS ARE DIM 1. Charging system output too low. 1. Test and repair charging system. (Refer
WITH ENGINE RUNNING to 8 - ELECTRICAL/CHARGING -
DIAGNOSIS AND TESTING)
ABOVE IDLE* 2. Poor lighting circuit ground. 2. Test for voltage drop across ground
locations.
3. High resistance in headlamp 3. Test amperage draw of headlamp circuit.
circuit.
4. Both headlamp bulbs faulty. 4. Replace both headlamp bulbs.
8L - 6 LAMPS/LIGHTING - EXTERIOR TJ
LAMPS/LIGHTING - EXTERIOR (Continued)
HEADLAMPS FLASH 1. Poor lighting circuit ground. 1. Test for voltage drop across ground
RANDOMLY locations.
2. High resistance in headlamp 2. Test amperage draw of headlamp circuit.
circuit. Should not exceed 30 amps.
3. Faulty headlamps switch circuit 3. Replace headlamp switch. (Refer to 8 -
breaker. ELECTRICAL/LAMPS/LIGHTING -
EXTERIOR/HEADLAMP SWITCH -
REMOVAL)
4. Short in headlamp circuit Test headlamp circuit, repair as necessary.
4. Loose or corroded terminals or 4. Inspect and repair all connectors and
splices in headlamp circuit. splices.
HEADLAMP ADJUSTMENT
(1) Place headlamps on LOW beam.
(2) Cover front of the headlamp that is not being
adjusted.
(3) Turn the upper, outboard (up/down) adjustment
screw (Fig. 2)until the headlamp beam pattern on
screen/wall is similar to the pattern depicted in (Fig.
1)
SPECIAL TOOLS
HEADLAMP ALIGNMENT
INSTALLATION INSTALLATION
(1) Pull the switch plunger all of the way out, to (1) Position the CHMSL to the vehicle.
fully extended position. (2) Install the bolts that secure the CHMSL to the
(2) Connect the harness connector to the switch. spare tire carrier bracket.
(3) Press and hold the brake pedal in the applied (3) Route the CHMSL wire harness through the
position. tailgate and seat the wire harness grommet.
(4) Align the tab on the switch with the notch in (4) Connect the CHMSL wire harness to the
the switch bracket. Then insert the switch in the CHMSL button contact terminals.
bracket and turn it clockwise about 30° to lock it in (5) Position the CHMSL wire harness into the
place. retaining clips and engage the clips.
(6) Install the CHMSL button contact plate cover.
8L - 10 LAMPS/LIGHTING - EXTERIOR TJ
CENTER HIGH MOUNTED STOP LAMP UNIT (Continued)
OPERATION
Constant battery voltage is supplied to the flasher
so that it can perform the hazard warning function,
and ignition switched battery voltage is supplied for
the turn signal function. The Integrated Circuit (IC)
within the combination flasher contains the logic that
controls the flasher operation and the flash rate. The
IC receives sense ground inputs from the multi-func-
tion switch for the hazard flasher, right turn signal,
and left turn signal. A special design feature of the
combination flasher allows it to 9sense9 that a turn
signal circuit or bulb is not operating, and provide
the driver an indication of the condition by flashing
the remaining bulbs in the affected circuit at a
higher rate.
Because of the active elements within the combina-
tion flasher, it cannot be tested with conventional Fig. 8 Steering Column Shrouds Remove/Install
automotive electrical test equipment. If the combina- 1 - LEFT MULTI-FUNCTION SWITCH
tion flasher is believed to be faulty, test the turn sig- 2 - UPPER SHROUD
3 - RIGHT MULTI-FUNCTION SWITCH
nal and hazard warning system prior to replacement. 4 - CLOCKSPRING
Refer to (Refer to 8 - ELECTRICAL/LAMPS/LIGHT- 5 - IGNITION LOCK CYLINDER HOUSING
ING - EXTERIOR - DIAGNOSIS AND TESTING). 6 - LOWER SHROUD
7 - SCREW (2)
REMOVAL (5) Remove the upper shroud from the steering col-
umn.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
(6) Grasp the combination flasher firmly and pull
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
it toward the dash panel to disengage the flasher ter-
ATTEMPTING ANY STEERING WHEEL, STEERING
minals. (Fig. 9).
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
INSTALLATION OPERATION
Battery positive voltage is supplied to the Daytime
WARNING: ON VEHICLES EQUIPPED WITH AIR- Running Lamp (DRL) module through a circuit
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE breaker and a fuse in the PDC. Ignition positive volt-
ATTEMPTING ANY STEERING WHEEL, STEERING age is supplied to the DRL module through a fuse in
COLUMN, SEAT BELT TENSIONER, OR INSTRU- the fuse block. The DRL module also utilizes a VSS
MENT PANEL COMPONENT DIAGNOSIS OR SER- input, high and low beam sense circuits and high
VICE. DISCONNECT AND ISOLATE THE BATTERY beam indicator driver. The DRL module is grounded
NEGATIVE (GROUND) CABLE, THEN WAIT TWO to the chassis. Once the vehicle reaches a speed of 3
MINUTES FOR THE AIRBAG SYSTEM CAPACITOR kph (2 mph) and travels more than 1 meter (3 feet)
TO DISCHARGE BEFORE PERFORMING FURTHER with the headlamp switch in the off position, the
DIAGNOSIS OR SERVICE. THIS IS THE ONLY SURE DRL module will activate the HIGH beams at a
WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE reduced intensity (36% of full intensity). When the
TO TAKE THE PROPER PRECAUTIONS COULD headlamp switch is placed in the LOW beam position
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT the DRL will turn off. When the headlamp switch is
AND POSSIBLE PERSONAL INJURY. turned to the HIGH beam position, the high beams
will operate normally (full intensity) and the DRL
(1) Align the combination flasher terminals with module will also illuminate the HIGH BEAM indica-
the terminals in the connector on the back of the left tor in the instrument cluster.
multi-function switch housing. (Fig. 9).
(2) Push on the combination flasher until the ter- DIAGNOSIS AND TESTING - DAYTIME
minals are fully seated in the left multi-function
switch connector. RUNNING LAMP SYSTEM
(3) Position the upper shroud onto the steering col- Always begin any diagnosis by testing all of the
umn (Fig. 27). fuses and circuit breakers in the system. Refer to the
(4) Install and tighten the screws that secure the appropriate wiring information.
lower steering column shroud to the upper shroud.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
Tighten the screws to 2 N·m (18 in. lbs.).
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
(5) Move the tilt steering column to the fully
ATTEMPTING ANY STEERING WHEEL, STEERING
raised position and secure it in place by moving the
COLUMN, OR INSTRUMENT PANEL COMPONENT
tilt release lever back to the locked position.
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
(6) Reinstall the steering column opening cover.
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
(Refer to 23 - BODY/INSTRUMENT PANEL/STEER-
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
ING COLUMN OPENING COVER - INSTALLA-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
TION).
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
(7) Reconnect the battery negative cable.
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
DAYTIME RUNNING LAMP CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
MODULE INJURY.
DESCRIPTION
The Daytime Running Lights (Headlamps) System
is installed on vehicles manufactured for sale in Can-
ada only. A separate module, mounted on the cowl,
controls the DRL.
TJ LAMPS/LIGHTING - EXTERIOR 8L - 13
DAYTIME RUNNING LAMP MODULE (Continued)
DAYTIME RUNNING LAMPS (DRL) 1. Headlamp switch in the on 1. Turn the headlamp switch to the
DO NOT OPERATE position. off position.
2. Poor connection at DRL module. 2. Secure connector on DRL
module.
3. Open battery positive voltage 3. Test and repair open circuit.
circuit to DRL module
4. Open ignition positive circuit to 4. Test and repair open circuit.
DLR module.
5. Headlamp circuit shorted to 5. Test and repair headlamp circuit.
ground.
6. Open or high resistance in DLR 6. Test and repair ground circuit.
module ground circuit.
7. Open VSS signal circuit. 7. Test and repair VSS signal circuit.
8. Defective DRL module. 8. Replace DRL module.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Disconnect the wire harness connector from the
module.
(3) Remove the screws that attach the module to
the cowl (Fig. 10).
(4) Separate the module from the vehicle.
INSTALLATION
(1) Position the DRL module on the cowl.
(2) Install the screws.
(3) Connect the wire harness connector to the mod-
ule.
(4) Connect the battery negative cable.
WARNING: ON VEHICLES EQUIPPED WITH AIR- FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
ATTEMPTING ANY STEERING WHEEL, STEERING SYSTEM. FAILURE TO TAKE THE PROPER PRE-
COLUMN, OR INSTRUMENT PANEL COMPONENT CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- BAG DEPLOYMENT AND POSSIBLE PERSONAL
LATE THE BATTERY NEGATIVE (GROUND) CABLE, INJURY.
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
8L - 14 LAMPS/LIGHTING - EXTERIOR TJ
FOG LAMP UNIT (Continued)
FOG LAMPS ARE DIM 1. Loose or corroded battery cables. 1. Clean and secure battery cable clamps
WITH ENGINE IDLING OR and posts.
IGNITION TURNED OFF. 2. Loose or worn generator drive 2. Adjust or replace generator drive belt.
belt.
3. Charging system output too low. 3. Test and repair charging system. (Refer
to 8 - ELECTRICAL/CHARGING -
DIAGNOSIS AND TESTING)
4. Battery has insufficient charge. 4. Test battery state-of -charge. (Refer to 8
- ELECTRICAL/BATTERY SYSTEM/
BATTERY - DIAGNOSIS AND TESTING)
5. Battery is sulfated or shorted. 5. Load test battery. (Refer to 8 -
ELECTRICAL/BATTERY SYSTEM/
BATTERY - DIAGNOSIS AND TESTING)
6. Poor lighting circuit ground. 6. Test for voltage drop across ground
locations.
FOG LAMP BULBS BURN 1. Charging system output too high. 1. Test and repair charging system. (Refer
OUT FREQUENTLY to 8 - ELECTRICAL/CHARGING -
DIAGNOSIS AND TESTING)
FOG LAMPS ARE DIM 1. Charging system output too low. 1. Test and repair charging system. (Refer
WITH ENGINE RUNNING to 8 - ELECTRICAL/CHARGING -
ABOVE IDLE DIAGNOSIS AND TESTING)
2. Poor lighting circuit ground. 2. Test for voltage drop across ground
locations.
3. High resistance in fog lamp circuit. 3. Test amperage draw of fog lamp circuit.
FOG LAMPS FLASH 1. Poor lighting circuit ground. 1. Test for voltage drop across ground
RANDOMLY locations.
2. High resistance in fog lamp circuit. 2. Test amperage draw of fog lamp circuit.
3. Faulty relay 3. Replace relay
4. Faulty fog lamp switch. 4. Replace multifunction switch.
5. Loose or corroded terminals or 5. Inspect and repair all connectors and
splices in circuit. splices.
FOG LAMPS DO NOT 1. Blown fuse for fog lamp. 1. Replace fuse.
ILLUMINATE 2. No ground at fog lamps. 2. Repair circuit ground.
3. High beam headlamps illuminated 3. Switch headlamp beam selector to low
beam.
4. Faulty relay 4. Replace relay
5. Faulty fog lamp switch. 5. Replace left multifunction switch.
6. Shorted clockspring. 6. Replace clockspring.
7. Broken connector terminal or wire 7. Repair connector terminal or wire splice.
splice in fog lamp circuit.
8. Faulty or burned out bulb. 8. Replace bulb.
TJ LAMPS/LIGHTING - EXTERIOR 8L - 15
FOG LAMP UNIT (Continued)
INSTALLATION
(1) Position the fog lamp on the bumper.
(2) Install the nut attaching the fog lamp to the
front bumper.
(3) Connect the fog lamp wire harness connector.
(4) Connect the battery negative cable.
(5) Readjust fog lamps (Refer to 8 - ELECTRICAL/
LAMPS/LIGHTING - EXTERIOR/FOG LAMP UNIT
- ADJUSTMENTS).
ADJUSTMENTS
Prepare an alignment screen. A properly aligned
fog lamp will project a pattern on the alignment
screen 100 mm (4 in.) below the fog lamp centerline
and straight ahead (Fig. 11).
Fig. 12 FOG LAMP ADJUSTER
1 - FOG LAMP
2 - BUMPER
3 - MOUNTING BRACKET
4 - PIVOT NUT
5 - ADJUSTER
FOG LAMP
REMOVAL
CAUTION: Do not touch the bulb glass with fingers
or other oily surfaces. Reduced bulb life will result.
(1) For adjustment, loosen the pivot nut and turn (1) Install the bulb into the reflector.
the foglamp adjusting screw (rear center of lamp)
8L - 16 LAMPS/LIGHTING - EXTERIOR TJ
FOG LAMP (Continued)
(2) Position and engage the bulb retainer onto the by spring pressure. When the relay coil is energized,
reflector. an electromagnetic field is produced by the coil wind-
(3) Connect the electrical connector to the bulb. ings. This electromagnetic field draws the movable
(4) Install the lens and reflector to the lamp hous- relay contact point away from the fixed normally
ing. closed contact point, and holds it against the fixed
(5) Install the screws that attach the lens and normally open contact point. When the relay coil is
reflector to the lamp housing. de-energized, spring pressure returns the movable
(6) Reconnect the battery negative cable. contact point back against the fixed normally closed
contact point. A resistor is connected in parallel with
the relay coil in the relay, and helps to dissipate volt-
FOG LAMP RELAY age spikes and electromagnetic interference that can
be generated as the electromagnetic field of the relay
DESCRIPTION coil collapses.
The fog lamp relay is located in the Power Distri- The fog lamp relay terminals are connected to the
bution Center (PDC) in the engine compartment of vehicle electrical system through a connector recepta-
the vehicle. The fog lamp relay is a conventional cle in the Power Distribution Center (PDC).
International Standards Organization (ISO) micro The fog lamp relay can be diagnosed using conven-
relay (Fig. 14). Relays conforming to the ISO specifi- tional diagnostic tools and methods. Refer to the
cations have common physical dimensions, current appropriate wiring information for diagnosis and
capacities, terminal patterns, and terminal functions. testing of the fog lamp micro-relay and for complete
The relay is contained within a small, rectangular, wiring diagrams.
molded plastic housing and is connected to all of the
required inputs and outputs by five integral male REMOVAL
spade-type terminals that extend from the bottom of (1) Disconnect and isolate the battery negative
the relay base. cable.
The fog lamp relay cannot be adjusted or repaired (2) Remove the cover for the Power Distribution
and, if faulty or damaged, it must be replaced. Center (PDC).
(3) Remove the fog lamp relay by grasping it
OPERATION firmly and pulling it straight out from the receptacle
The fog lamp relay is an electromechanical switch in the PDC.
that uses a low current input from the multi-function
switch to control a high current output to the fog INSTALLATION
lamps. The movable common feed contact point is (1) Position the fog lamp relay to the proper recep-
held against the fixed normally closed contact point tacle in the Power Distribution Center (PDC).
TJ LAMPS/LIGHTING - EXTERIOR 8L - 17
FOG LAMP RELAY (Continued)
(2) Align the fog lamp relay terminals with the terclockwise will activate the rear fog lamp(s) and
terminal cavities in the PDC. illuminate the rear fog lamp indicator in the instru-
(3) Press firmly and evenly on the top of the fog ment cluster. The rear fog lamp(s) can only be acti-
lamp relay until the terminals are fully seated in the vated when either the Low Beam or High Beam
PDC. headlamps are on. Refer to Wiring Diagrams for a
(4) Reconnect the battery negative cable. complete system schematic.
REAR FOG LAMP IS ON 1. Shorted multifunction switch. 1. Test and replace multifunction switch
WITH IGNITION KEY ON 2. Shorted steering column clock 2. Test and replace clock spring.
spring.
3. Shorted fog lamp switch output 3. Repair short to voltage in fog lamp
circuit switch output circuit.
REAR FOG LAMP BULB 1. Charging system output too high. 1. Test and repair charging system.
BURNS OUT
FREQUENTLY 2. Loose or corroded terminals or 2. Inspect and repair all connectors and
splices in circuit. splices.
REAR FOG LAMP IS DIM 1. Charging system output too low. 1. Test and repair charging system.
WITH ENGINE RUNNING 2. Poor lighting circuit ground. 2. Test for voltage drop across ground
locations.
3. High resistance in fog lamp circuit. 3. Test amperage draw of fog lamp circuit.
REAR FOG LAMP 1. Poor lighting circuit ground. 1. Test for voltage drop across ground
FLASHES RANDOMLY locations.
2. High resistance in fog lamp circuit. 2. Test amperage draw of fog lamp circuit.
3. Faulty multifunction switch. 3. Replace multifunction switch.
4. Loose or corroded terminals or 4. Inspect and repair all connectors and
splices in circuit. splices.
8L - 18 LAMPS/LIGHTING - EXTERIOR TJ
FOG LAMP UNIT - REAR (Continued)
REAR FOG LAMP WILL 1. Open fuse for fog lamp. 1. Test fog lamp circuitry for short to ground
NOT ILLUMINATE and replace fuse.
2. Open battery positive voltage 2. Test and repair open battery positive
circuit to multifunction switch. voltage circuit.
3. No ground at fog lamps. 3. Repair circuit ground.
4. Faulty multifunction switch. 4. Replace multifunction switch.
5. Broken connector terminal or wire 5. Repair connector terminal or wire splice.
splice in fog lamp circuit.
6. Faulty or burned out bulb. 6. Replace bulb.
Fig. 15 Rear Fog Lamp Unit Fig. 16 Rear Fog Lamp Lens
1 - REAR FOG LAMP
1 - REAR FOG LAMP UNIT 2 - FOG LAMP LENS SCREWS
2 - REAR BUMPER ASSEMBLY
OPERATION (4) Remove the headlamp from the bucket and dis-
The headlamps are turned on and off by the head- connect the wire harness connector from the head-
lamp switch. The high and low beam selection is con- lamp (Fig. 21).
trolled by the multifunction switch. Each headlamp
can be serviced individually.
REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Remove the screws that secure the headlamp
bezel to the grille (Fig. 19).
INSTALLATION
(1) Connect the wire harness connector to the
headlamp and position the headlamp into the bucket.
HEADLAMP LEVELING
SWITCH
REMOVAL
HEADLAMP LEVELING SWITCH
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, REFER TO GROUP 8M - PASSIVE
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
STEERING WHEEL, STEERING COLUMN, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
INSTALLATION
(1) Position the headlamp leveling switch in front
of the steering column cover access hole and connect
the switch electrical connector (Fig. 23).
(2) Properly seat the headlamp leveling switch into
the steering column cover.
(3) Reconnect negative battery cable.
Fig. 22 Headlamp Leveling Switch NOTE: Headlamps must be operating properly and
the battery must be completely charged (12.4v)
1 - HEADLAMP LEVELING SWITCH
2 - I/P CENTER BEZEL prior to testing. It may also be necessary to install
3 - STEERING COLUMN COVER battery charger on the vehicles electrical system
when performing this test. Refer to the Battery sec-
(3) Disconnect the headlamp leveling switch elec- tion of the service manual for detailed information.
trical connector (Fig. 23) and remove the headlamp
leveling switch.
8L - 22 LAMPS/LIGHTING - EXTERIOR TJ
HEADLAMP LEVELING MOTOR (Continued)
ONE MOTOR DOES NOT 1. Poor electrical connection at 1. Check for proper electrical
OPERATE motor. harness connection and circuit
terminal tension at the motor.
2. Open or high resistance in the 2. Repair the open or high
battery positive voltage circuit to the resistance in the leveling motor
inoperative leveling motor. battery positive voltage circuit.
3. Open, high resistance in the 3. Repair the open, high
inoperative leveling motor ground resistance in the leveling motor
circuit. ground circuit.
4. Open, high resistance, short to 4. Repair the open, high
voltage or short to ground in the resistance, short to voltage or
inoperative leveling motor sense short to ground in the motor
circuit. sense circuit.
5. Inoperative/Damaged motor. 5. Replace leveling motor.
BOTH MOTORS DO NOT 1. No battery positive voltage to the 1. Repair the open circuit or
OPERATE headlamp leveling switch. high resistance in the headlamp
leveling switch battery positive
voltage circuit.
2. No battery positive voltage to the 2. Repair the open circuit or
headlamp leveling motor. high resistance in the headlamp
leveling motor battery positive
voltage circuit.
3. Open, high resistance in the 3. Repair the open, high
headlamp leveling switch ground resistance or short to voltage in
circuit. the headlamp leveling switch
ground circuit.
4. Open, high resistance in the 4. Repair the open, high
headlamp leveling motor ground resistance or short to voltage in
circuit. the headlamp leveling motor
ground circuit.
5. Open, high resistance, short to 5. Repair the open, high
voltage or short to ground in the resistance, short to voltage or
leveling motor sense circuit. short to ground in the motor
sense circuit.
6. Inoperative headlamp leveling 6. Replace headlamp leveling
switch. switch.
7. Inoperative headlamp leveling 7. Replace headlamp motors.
motors.
LEFT MULTI-FUNCTION
SWITCH
DESCRIPTION
The left multi-function switch is secured to the The left multi-function switch cannot be adjusted
upper steering column housing, below the steering or repaired. If any function of the switch is faulty, or
wheel. (Fig. 24). The hazard warning switch push if the switch is damaged, the entire switch unit must
button is located on the top of the multi-function be replaced. The combination flasher and the right
switch housing. multi-function switch are available for separate ser-
A connector containing eighteen terminal pins is vice replacement.
located on the back of the switch housing and con-
nects the switch to the vehicle electrical system. A OPERATION
second connector on the back of the switch housing The left multi-function switch uses a combination
accepts the combination flasher. The right and left of resistor multiplexed and conventionally switched
multi-function switchs are mounted together by two outputs to control the many functions and features it
screws, and the combined multi-function switch is provides. The switch is grounded to the left cowl side
secured to the upper steering column housing. inner panel, beneath the instrument panel. The
The left multi-function switch is the primary con- switch receives battery voltage from a fuse in the
trol for the interior and exterior lighting systems of Power Distribution Center (PDC), a fused B(+) circuit
the vehicle. The left multi-function switch supports and, when the ignition switch is in the Accessory or
the following functions: On positions, from a fuse in the fuse block through a
• Hazard Warning Control fused ignition switch output (run-acc) circuit. Follow-
• Exterior Lighting Control ing are descriptions of the how the left multi-function
• Headlamp Beam Selection switch operates to control the many functions and
• Headlamp Optical Horn features it provides:
• Interior Lighting Control • Front Fog Lamps - The control knob on the
• Turn Signal Control end of the left multi-function switch control stalk is
pulled outward to activate the optional front fog
lamps. The control knob is keyed so that it cannot be
8L - 24 LAMPS/LIGHTING - EXTERIOR TJ
LEFT MULTI-FUNCTION SWITCH (Continued)
pulled outward unless the knob is first rotated to headlamp high beams and to the instrument cluster
turn on the exterior lighting. The internal circuitry of for control of the high beam indicator.
the left multi-function switch then provides battery • Interior Lamps Control - A control ring on the
voltage through a fused fog lamp relay output circuit left multi-function switch control stalk is rotated to a
and the fog lamp relay to the fog lamps and to the full forward detent to illuminate all interior courtesy
instrument cluster for control of the fog lamp indica- lamps. The instrument cluster circuitry monitors the
tor. hard wired variable resistor output of the left multi-
• Rear Fog Lamp(s) - The headlamp switch knob function switch through the panel lamps dimmer sig-
must be rolled to the headlamp on position. Pulling nal circuit then, based upon that input, provides a
the headlamp switch knob outward and then rolling ground path to activate all interior courtesy lamps
the knob one more detent counterclockwise will acti- through a courtesy lamp feed circuit output.
vate the rear fog lamp. The headlamp switch is only • Panel Lamps Dimming - A control ring on the
able to pull outward while in the headlamp position. left multi-function switch control stalk is rotated to
The internal circuitry of the left multi-function one of six intermediate detent positions to select the
switch then provides battery voltage to the rear fog desired illumination intensity of all adjustable
lamp(s) and to the instrument cluster for control of instrument panel and instrument cluster lighting.
the fog lamp indicator. The control ring is rotated forward to brighten, or
• Hazard Warning System - The hazard warn- rearward to dim the lighting. The instrument cluster
ing push button is pushed down to unlatch the monitors the hard wired variable resistor output of
switch and activate the hazard warning system, and the left multi-function switch through the panel
pushed down again to latch the switch and turn the lamps dimmer signal circuit then, based upon that
system off. When the hazard warning switch is input, provides a pulse width modulated output, to
latched, the push button will be in a lowered position control the instrument cluster lighting levels. The
on the top of the steering column shroud; and, when instrument cluster also controls the lighting levels of
the hazard warning switch is unlatched, the push the other adjustable instrument panel lighting based
button will be in a raised position. The left multi- upon this panel lamps dimmer signal through a
function switch hazard warning simultaneously pro- panel lamps driver circuit output.
vides a signal to the hazard warning sense of the • Parade Mode - A control ring on the left multi-
combination flasher to activate or deactivate the function switch control stalk is rotated to an interme-
flasher output, and directs the output of the flasher diate detent that is one detent rearward from the full
to the hazard warning lamps. forward detent to illuminate the Vacuum Fluorescent
• Headlamps - The control knob on the end of Display (VFD) in the instrument cluster and the
the left multi-function switch control stalk is rotated radio at full intensity. The instrument cluster moni-
forward to its second detent from the Off position to tors the hard wired variable resistor output of the
activate the headlamps. The internal circuitry of the left multi-function switch through the panel lamps
left multi-function switch then provides battery volt- dimmer signal circuit then, based upon that input,
age through the integral beam select switch and the adjusts the instrument cluster VFD to its full inten-
headlamp low beam or high beam circuits to the sity and provides a battery voltage signal to the radio
appropriate headlamp filaments and to the instru- on a park lamp relay output circuit that signals the
ment cluster for control of the high beam indicator. radio to light its VFD to full intensity.
• Headlamp Beam Selection - The left multi- • Park Lamps - The control knob on the end of
function switch control stalk is pulled towards the the left multi-function switch control stalk is rotated
steering wheel past a detent, then released to actuate forward to its first detent to activate the parking
the integral beam select switch circuitry. Each time lamps. The left multi-function switch then provides
the control stalk is actuated in this manner, the battery voltage to the parking lamps and to the
opposite headlamp mode from what is currently instrument cluster as a request for cluster illumina-
selected will be activated. tion and panel lamps output.
• Headlamp Optical Horn - The left multi-func- • Turn Signal Control - The left multi-function
tion switch control stalk is pulled towards the steer- switch control stalk actuates the turn signal switch.
ing wheel to just before a detent, to momentarily The multi-function switch turn signal circuitry simul-
activate the headlamp high beams. The high beams taneously provides a signal to the turn signal sense
will remain illuminated until the control stalk is circuit of the combination flasher to activate the
released. The internal beam select switch circuitry flasher output. The turn signal switch has a detent
directs battery voltage through the headlamp high position in each direction that provides turn signals
beam circuit of the left multi-function switch to the with automatic cancellation, and an intermediate,
momentary position in each direction that provides
TJ LAMPS/LIGHTING - EXTERIOR 8L - 25
LEFT MULTI-FUNCTION SWITCH (Continued)
turn signals only until the left multi-function switch
control stalk is released. When the control stalk is
moved to a turn signal switch detent position, the
cancel actuator extends toward the center of the
steering column. A turn signal cancel cam that is
integral to the clockspring, rotates with the steering
wheel and the cam lobes contact the cancel actuator
when it is extended from the multi-function switch.If
only momentary signaling is desired, the switch is
actuated to a left or right intermediate detent posi-
tion. In this position the signal lamps flash as
described above, but the switch returns to the Off
position as soon as the lever is released. When the
system is activated, one of two turn indicators in the
instrument cluster flashes in unison with the turn
signal lamps, indicating to the driver that the system
is operating.
WARNING: ON VEHICLES EQUIPPED WITH AIR- Fig. 25 Combination Flasher Receptacle (Connector
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE A)
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
Fig. 26 Left Multi-Function Switch Connector
(1) Disconnect and isolate the battery negative Receptacle (Connector B)
cable.
(2) Remove the left multi-function switch from the
steering column (Refer to 8 - ELECTRICAL/LAMPS/
LIGHTING - EXTERIOR/LEFT MULTI-FUNCTION
SWITCH - REMOVAL).
(3) Remove the combination flasher from the left
multi-function switch.
(4) Using an ohmmeter, perform the continuity
and resistance tests at the terminals in the left
multi-function switch connector receptacles as shown
in the Left Multi-Function Switch Test table. Refer to
(Fig. 25) and (Fig. 26) for connector terminal and
cavity identification.
8L - 26 LAMPS/LIGHTING - EXTERIOR TJ
LEFT MULTI-FUNCTION SWITCH (Continued)
(5) If the left multi-function switch fails any of the (1) Disconnect and isolate the battery negative
continuity or resistance tests, replace the faulty cable.
switch unit as required. (2) Remove the steering column opening cover
from the instrument panel. (Refer to 23 - BODY/IN-
REMOVAL STRUMENT PANEL/STEERING COLUMN OPEN-
ING COVER - REMOVAL).
WARNING: ON VEHICLES EQUIPPED WITH AIR- (3) Remove the two screws that secure the lower
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE steering column shroud to the upper shroud (Fig. 27).
ATTEMPTING ANY STEERING WHEEL, STEERING (4) If the vehicle is equipped with the optional tilt
COLUMN, OR INSTRUMENT PANEL COMPONENT steering column, move the tilt steering column to the
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- fully lowered position and leave the tilt release lever
LATE THE BATTERY NEGATIVE (GROUND) CABLE, in the released (down) position.
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- (5) Remove both the upper and lower shrouds from
TEM CAPACITOR TO DISCHARGE BEFORE PER- the steering column.
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS (6) Disconnect the cross body wire harness connec-
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG tor for the left multi-function switch from the connec-
SYSTEM. FAILURE TO TAKE THE PROPER PRE- tor receptacle on the back of the switch.
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- (7) Disconnect the cross body wire harness connec-
BAG DEPLOYMENT AND POSSIBLE PERSONAL tor for the right multi-function switch from the con-
INJURY. nector receptacle on the back of the switch.
TJ LAMPS/LIGHTING - EXTERIOR 8L - 27
LEFT MULTI-FUNCTION SWITCH (Continued)
INSTALLATION
(1) Install the side marker lamp into the socket by
Fig. 29 Shroud Remove/Install pushing it straight into the socket.
1 - UPPER SHROUD
(2) Install the socket into the housing and rotate
2 - LOWER SHROUD the socket one-third turn clockwise.
(3) Reconnect the battery negative cable.
(10) Install and tighten the screws that secure the
lower steering column shroud to the upper shroud.
Tighten the screws to 2 N·m (17 in. lbs.). REPEATER LAMP
(11) If the vehicle is equipped with the optional tilt
steering column, move the tilt steering column to the DESCRIPTION
fully raised position and secure it in place by moving Some export models are equipped with side
the tilt release lever back to the locked (up) position. repeater lamps instead of side marker lamps. The
(12) Reinstall the steering column opening cover side repeater lamp operates with the turn signals
onto the instrument panel. (Refer to 23 - BODY/IN- and has an amber colored lens and a clear lamp. For
STRUMENT PANEL/STEERING COLUMN OPEN- Removal and Installation procedures, refer to Side
ING COVER - INSTALLATION). Marker Lamps within this Group.
(13) Reconnect the battery negative cable.
OPERATION
The side repeater lamps operate in series with the
SIDE MARKER LAMP UNIT front and rear turn signal lamps and are controlled
by the steering column mounted multi-function
REMOVAL switch.
(1) Disconnect and isolate the battery negative
cable. DIAGNOSIS AND TESTING - SIDE REPEATER
(2) From underside of the fender flare, remove the LAMP
nut that secures the side marker lamp housing to the
The following chart is designed to diagnosis a
front fender flare.
faulty side repeater lamp with the turn signals oper-
(3) Remove the lamp housing from the fender
ating normally. Refer to Wiring Diagrams for a com-
flare.
plete system schematic.
TJ LAMPS/LIGHTING - EXTERIOR 8L - 29
REPEATER LAMP (Continued)
SIDE REPEATER LAMP CONDITION CHART
TURN SIGNALS OPERATE 1. Inoperative, damaged or burned out 4. Replace the lamp.
NORMALLY, ONE REPEATER lamp.
LAMP DOES NOT 2. Poor electrical connection at lamp. 2. Check for proper wire harness
ILLUMINATE connection and circuit terminal
tension at the lamp.
3. Open or high resistance in the voltage 3. Repair the open or high
circuit to the inoperative lamp. resistance in the repeater lamp
voltage circuit.
4. Open, high resistance in the ground 4. Repair the open, high resistance
circuit to the inoperative lamp. in the repeater lamp ground circuit.
OPERATION
Each tail lamp assembly can be serviced sepa-
rately. Each lamp can also be serviced separately.
The headlamp switch controls tail lamp operation.
The multi-function switch controls turn signal opera-
tion. The back-up light switch controls back-up light
Fig. 30 Tail Lamp Housing
operation. The brake lamp switch controls stop lamp
operation. 1 - BODY
2 - TAIL LAMP HOUSING
3 - TAIL LAMP LENS
REMOVAL
(1) Disconnect and isolate the negative battery (2) Install the bolts that secure the tail lamp hous-
cable. ing to the body. Tighten the bolts securely.
(2) From the underside of the vehicle, remove the
push-in fastener that secures the bottom rear edge of NOTE: Install the tail lamp lens with the clear por-
the rear wheelhouse splash shield to the body. tion (back-up lens) at the top of the housing. Make
(3) Pull the rear of the wheelhouse splash shield sure that the gasket is correctly in place and not
away from the body and reach upward to disconnect twisted or torn.
the wire harness connector from the tail lamp.
(4) Remove the screws that secure the tail lamp (3) Install the tail lamp lens and gasket onto the
lens to the tail lamp housing (Fig. 30). tail lamp housing.
(5) Remove the tail lamp lens and gasket from the
NOTE: Do not overtighten the screws or damage to
tail lamp housing.
the tail lamp lens may result.
(6) Remove the bolts that secure the tail lamp
housing to the body. (4) Install the screws that secure the tail lamp
(7) Remove the tail lamp housing from the body. lens to the tail lamp housing. Tighten the screws
securely.
INSTALLATION (5) Connect the wire harness connector to the tail
(1) Position the tail lamp housing to the body. lamp.
8L - 30 LAMPS/LIGHTING - EXTERIOR TJ
TAIL LAMP UNIT (Continued)
(6) Install the push-in fastener that secures the TURN SIGNAL CANCEL CAM
bottom rear edge of the rear wheelhouse splash
shield to the body.
DESCRIPTION
(7) Reconnect the negative battery cable.
The turn signal cancel cam consists of two lobes
that are integral to the lower surface of the clock-
TAIL LAMP spring rotor. The clockspring mechanism provides
turn signal cancellation as well as a constant electri-
cal connection between the driver airbag, steering
REMOVAL
wheel accessorys and the cross body wire harness on
(1) Disconnect and isolate the negative battery
the steering column. The housing of the clockspring
cable.
is secured to the steering column and remains sta-
(2) Remove the screws that secure the tail lamp
tionary. The rotor of the clockspring, including the
lens to the tail lamp housing (Fig. 31).
turn signal cancel cam lobes rotate with the steering
(3) Remove the tail lamp lens and gasket from the
wheel.
tail lamp housing.
The turn signal cancel cam is integral to the clock-
(4) Push and rotate the lamp(s) one-third turn
spring and cannot be repaired. If faulty or damaged,
counterclockwise, then pull the lamp straight out of
the entire clockspring assembly must be replaced.
the socket
(Refer to 8 - ELECTRICAL/RESTRAINTS/CLOCK-
SPRING - REMOVAL).
OPERATION
The turn signal cancel cam has two lobes molded
into the lower surface of the clockspring rotor. When
the turn signals are activated by moving the left
multi-function switch control stalk to a detent posi-
tion, a turn signal cancel actuator is extended from
the inside surface of the left multi-function switch
housing toward the clockspring rotor. When the
steering wheel is rotated during the turn, one of the
two turn signal cancel cam lobes will contact the
turn signal cancel actuator, but the cancel actuator
stays latched. When the steering wheel is rotated
back to center as the turn is completed, the cancel
Fig. 31 Tail Lamp Lens actuator is unlatched and releases the left multi-
function switch control stalk from its detent, cancel-
INSTALLATION ling the turn signal event.
(1) Install the lamp(s) by pushing the lamp into
the tail lamp socket and turning it one-third clock-
wise. UNDERHOOD LAMP UNIT
NOTE: Install the tail lamp lens with the clear por- REMOVAL
tion (back-up lens) at the top of the housing. Make (1) Disconnect and isolate the negative battery
sure that the gasket is correctly in place and not cable.
twisted or torn. (2) Disconnect the wire harness connector from the
underhood lamp (Fig. 32).
(2) Install the tail lamp lens and gasket onto the
(3) Remove the screw that secures the underhood
tail lamp housing.
lamp to the inner hood panel.
NOTE: Do not overtighten the screws or damage to (4) Remove the underhood lamp from the vehicle.
the tail lamp lens may result.
INSTALLATION
(3) Install the screws that secure the tail lamp (1) Position the underhood lamp onto the inner
lens to the tail lamp housing. Tighten the screws hood panel.
securely. (2) Install the screw that secures the underhood
(4) Reconnect the negative battery cable. lamp to the inner hood panel. Tighten the screw
securely.
TJ LAMPS/LIGHTING - EXTERIOR 8L - 31
UNDERHOOD LAMP UNIT (Continued)
LAMPS/LIGHTING - INTERIOR
TABLE OF CONTENTS
page page
CAUTION: Do not use bulbs that have a higher can- (1) Disconnect the negative battery cable.
dle power than the bulb listed in the Bulb Applica-
tion Table. Damage to lamp housing and lens can NOTE: The dome lamp lens locating tab is larger
result. than the lens retaining tabs.
Some components have lamps that can only be ser- (2) Insert a small flat blade between the dome
viced by an Authorized Service Center (ASC) after lamp housing and dome lamp lens. Carefully pry the
the component is removed from the vehicle. lamp lens from the lamp housing (Fig. 1).
The following table lists the various lamp trade (3) Remove the screws that secure the dome lamp
numbers or part numbers. housing to the speaker housing.
(4) Remove the dome lamp housing from the
LAMP BULB speaker housing and disconnect the wire harness
connector from the dome lamp.
Dome (Sound Bar) 912
Under Hood 561 INSTALLATION
Underpanel Courtesy 906
NOTE: The dome lamp installation procedure is the
Instrument Cluster 103 same for both the right and left side dome lamps.
Illumination
Instrument Cluster 74 (1) Connect the wire harness connector to the
Warning dome lamp.
Automatic Transmission 658
NOTE: The dome lamp housing is equipped with a
Indicator
locating tab that must be inserted into the slot in
the speaker housing.
(2) Align the locating tab with the slot and posi-
tion the dome lamp housing into the speaker housing
(Fig. 2).
TJ LAMPS/LIGHTING - INTERIOR 8L - 33
DOME LAMP UNIT (Continued)
REAR WIPER/WASHER
SWITCH ILLUMINATION LAMP
REMOVAL
The rear wiper and washer switch in the accessory
switch bezel of the instrument panel includes a sin-
gle serviceable incandescent lamp and lamp holder
unit.
POWER SYSTEMS
TABLE OF CONTENTS
page page
DIAGNOSIS AND TESTING - AUTOMATIC NOTE: The ambient photocell sensor must be cov-
ered completely, so that no light reaches the sen-
DAY/NIGHT MIRROR
sor. Use a finger pressed tightly against the sensor,
For complete circuit diagrams, refer to the appro-
or cover the sensor completely with electrical tape.
priate wiring information.
(1) Check for a blown fuse. If OK, go to Step 2. If (7) Shine a light into the rearward facing head-
not OK, repair the shorted circuit or component as lamp photocell sensor. The mirror glass should
required and replace the faulty fuse. darken. If OK, go to Step 8. If not OK, replace the
(2) Turn the ignition switch to the On position. faulty automatic day/night mirror unit.
Check for battery voltage at the fuse. If OK, go to (8) With the mirror glass darkened, place the
Step 3. If not OK, repair the open circuit to the igni- transmission gear selector lever in the Reverse posi-
tion switch as required. tion. The mirror should return to its normal reflec-
(3) Turn the ignition switch to the Off position. tance. If not OK, replace the faulty automatic day/
Disconnect and isolate the battery negative cable. night mirror unit.
Unplug the wire harness connector from the auto-
matic day/night mirror. Connect the battery negative
cable. Turn the ignition switch to the On position. STANDARD PROCEDURE
Check for battery voltage at the fused ignition switch
output (run/start) circuit cavity of the automatic day/ STANDARD PROCEDURE - COMPASS
night mirror wire harness connector. If OK, go to CALIBRATION
Step 4. If not OK, repair the open circuit as required.
(4) Turn the ignition switch to the Off position. AUTOMATIC CALIBRATION
Disconnect and isolate the battery negative cable. The compass is self calibrating which eliminates
Check for continuity between the ground circuit cav- the need to manually set the compass. When the
ity of the automatic day/night mirror wire harness vehicle is new, the compass may appear erratic and
connector and a good ground. There should be conti- CAL will be displayed. After completing one 360°
nuity. If OK, go to Step 5. If not OK, repair the cir- turn with the vehicle traveling less than 8 km/h (5
cuit to ground as required. mph) in an area free from large metal or metallic
(5) Connect the battery negative cable. Turn the objects, CAL will turn off and the compass will func-
ignition switch to the On position. Set the parking tion normally.
brake. Place the transmission gear selector lever in
the Reverse position. Check for battery voltage at the MANUAL CALIBRATION
backup lamp switch output circuit cavity of the auto- If the compass appears erratic and CAL does not
matic day/night mirror wire harness connector. If appear, you must manually put the compass into the
OK, go to Step 6. If not OK, repair the open circuit calibration mode. To ensure proper compass calibra-
as required. tion, make sure the compass variance is properly set
(6) Turn the ignition switch to the Off position. before manually calibrating the compass.
Disconnect the battery negative cable. Plug in the To put the compass into calibration mode: Turn the
automatic day/night mirror wire harness connector. ignition to the ON position. Press and hold the center
Connect the battery negative cable. Turn the ignition button for 6 seconds to change the display between
switch to the On position. Place the transmission VAR (compass variance) and CAL (compass calibra-
gear selector lever in the Neutral position. Place the tion) modes. To recalibrate the compass, CAL should
mirror switch in the On (the LED in the mirror display for a complete 1 1/2 360° turns in a area free
switch is lighted) position. Cover the forward facing from large metal objects or power lines. When the
ambient photocell sensor to keep out any ambient compass has been calibrated, the CAL symbol will
light. turn off and the compass will function normally.
TJ POWER SYSTEMS 8N - 3
AUTOMATIC DAY / NIGHT MIRROR (Continued)
STANDARD PROCEDURE - COMPASS To set the variance: Turn the ignition to the ON
position. Press and hold the center button for 3 to 6
VARIATION ADJUSTMENT
seconds. The last variance zone number will be dis-
Compass variance is the difference between mag-
played. Each press of the center button will select a
netic north and geographic north. In some areas of
new variance zone. When the proper zone is selected,
the country, the difference between magnetic and
wait 5 seconds to resume normal operation.
geographic north is great enough to cause the com-
pass to give false readings. If this occurs, the com-
pass variance must be set according to the compass
variance map (Fig. 1).
RESTRAINTS
TABLE OF CONTENTS
page page
RESTRAINTS DISASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 21
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 23
WARNING FRONT SEAT BELT & RETRACTOR
WARNINGS - RESTRAINT SYSTEM . . . . . . . . 5 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
DIAGNOSIS AND TESTING - SUPPLEMENTAL INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 25
RESTRAINT SYSTEM . . . . . . . . . . . . . . . . . . . 6 FRONT SEAT BELT BUCKLE
STANDARD PROCEDURE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
STANDARD PROCEDURE - HANDLING INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 26
NON-DEPLOYED SUPPLEMENTAL PASSENGER AIRBAG
RESTRAINTS . . . . . . . . . . . . . . . . . . . . . . . . . 6 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 27
STANDARD PROCEDURE - SERVICE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
AFTER A SUPPLEMENTAL RESTRAINT REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
DEPLOYMENT. . . . . . . . . . . . . . . . . . . . . . . . . 6 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 28
STANDARD PROCEDURE - VERIFICATION PASSENGER AIRBAG DOOR
TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
AIRBAG CONTROL MODULE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 30
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 8 PASSENGER AIRBAG ON/OFF SWITCH
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 31
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
CHILD RESTRAINT ANCHOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 32
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 12 REAR SEAT BELT & RETRACTOR
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 34
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 14 REAR SEAT BELT BUCKLE
CLOCKSPRING REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 14 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 35
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 SEAT BELT SWITCH
STANDARD PROCEDURE - CLOCKSPRING DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 35
CENTERING . . . . . . . . . . . . . . . . . . . . . . . . . 16 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 DIAGNOSIS AND TESTING - SEAT BELT
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 18 SWITCH ...................... . . . . . . 36
DRIVER AIRBAG SEAT BELT TURNING LOOP ADJUSTER
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 19 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 37
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
sport bar, and a traveling end-release seat belt mounted turning loops, a fixed lower seat belt anchor
buckle secured to the inboard side of each front seat secured to the inner rear wheelhouse panel, and a
track. The front seat belt buckle for the driver side of fixed end-release seat belt buckle secured to the rear
all models includes an integral seat belt switch that floor panel.
electrically detects whether the driver seat belt has • Child Restraint Anchors - All vehicles without
been fastened. a rear seat are equipped with a single, fixed-position,
• Rear Seat Belts - On models equipped with a child seat upper tether anchor and two fixed lower
rear seat, both rear seating positions are equipped anchors for the front passenger seat. The upper
with three-point seat belt systems. The rear seating anchor is integral to the seat riser bracket and is
position belts employ a lower sport bar mounted iner- accessed from behind the front seat. The two lower
tia latch-type retractor, fixed upper sport bar anchors are also integral to the seat riser bracket,
TJ RESTRAINTS 8O - 3
RESTRAINTS (Continued)
but are accessed from the front of the seat where the • Airbag Indicator - The airbag indicator is inte-
seat back meets the seat cushion. Vehicles equipped gral to the ElectroMechanical Instrument Cluster
with a rear seat have two fixed-position, child seat (EMIC), which is located on the instrument panel in
upper tether anchors on the rear floor panel behind front of the driver.
the rear seat just forward of the tailgate opening, • Clockspring - The clockspring is located near
and four lower anchors that are integral to the rear the top of the steering column, directly beneath the
seat back. The inboard rear seat lower anchors are steering wheel.
accessed from the front of the seat where the seat • Driver Airbag - The driver airbag is located in
back meets the seat cushion. The outboard rear seat the center of the steering wheel, beneath the driver
lower anchors are accessed between the seat hinge airbag trim cover.
bracket on each outboard end of the rear seat, just • Driver Knee Blocker - The driver knee blocker
above the seat back pivot. The child seat tether and is a molded plastic structural unit secured to the
lower anchors for the front passenger seat are back side of and integral to the instrument panel
deleted on models equipped with a rear seat. steering column opening cover.
• Passenger Airbag - The passenger airbag is
PASSIVE RESTRAINTS located on the instrument panel, beneath the passen-
The passive restraints available for this model ger airbag door on the instrument panel above the
include Next Generation driver and front passenger glove box on the passenger side of the vehicle.
airbags. This airbag system is a passive, inflatable, • Passenger Airbag On/Off Switch - Models
Supplemental Restraint System (SRS) and vehicles without a rear seat are equipped with a passenger
with this equipment can be readily identified by the airbag on/off switch, which is located in a dedicated
“SRS - AIRBAG” logo molded into the driver airbag opening on the passenger side of the accessory switch
trim cover in the center of the steering wheel and bezel in the lower center stack area of the instru-
also into the passenger airbag door on the instru- ment panel.
ment panel above the glove box (Fig. 2). Vehicles • Passenger Knee Blocker - The passenger knee
with the airbag system can also be identified by the blocker is a structural reinforcement that is integral
airbag indicator, which will illuminate in the instru- to and concealed within the glove box door.
ment cluster for about seven seconds as a bulb test The ACM and the EMIC each contain a central
each time the ignition switch is turned to the On processing unit and programming that allow them to
position. communicate with each other using the Programma-
ble Communication Interface (PCI) data bus network.
This method of communication is used by the ACM
for control of the airbag indicator on all models
equipped with dual front airbags. (Refer to 8 - ELEC-
TRICAL/ELECTRONIC CONTROL MODULES/
COMMUNICATION - DESCRIPTION).
Hard wired circuitry connects the supplemental
restraint system components to each other through
the electrical system of the vehicle. These hard wired
circuits are integral to several wire harnesses, which
are routed throughout the vehicle and retained by
many different methods. These circuits may be con-
nected to each other, to the vehicle electrical system,
and to the supplemental restraint system compo-
nents through the use of a combination of soldered
splices, splice block connectors, and many different
Fig. 2 SRS Logo types of wire harness terminal connectors and insu-
lators. Refer to the appropriate wiring information.
The supplemental restraint system includes the The wiring information includes wiring diagrams,
following major components, which are described in proper wire and connector repair procedures, further
further detail elsewhere in this service information: details on wire harness routing and retention, as well
• Airbag Control Module - The Airbag Control as pin-out and location views for the various wire
Module (ACM) is located on a mount on the floor harness connectors, splices and grounds.
panel transmission tunnel, below the center of the
instrument panel.
8O - 4 RESTRAINTS TJ
RESTRAINTS (Continued)
DIAGNOSIS AND TESTING - SUPPLEMENTAL manner consistent with state, provincial, local and
federal regulations.
RESTRAINT SYSTEM
Proper diagnosis and testing of the supplemental
SUPPLEMENTAL RESTRAINT STORAGE
restraint system components, the PCI data bus, the
Airbags must be stored in their original, special
data bus electronic message inputs to and outputs
container until they are used for service. Also, they
from the ElectroMechanical Instrument Cluster
must be stored in a clean, dry environment; away
(EMIC), or the Airbag Control Module (ACM) as well
from sources of extreme heat, sparks, and high elec-
as the retrieval or erasure of a Diagnostic Trouble
trical energy. Always place or store any airbag on a
Code (DTC) from the ACM requires the use of a
surface with its trim cover or airbag cushion side fac-
DRBIIIt scan tool. Refer to the appropriate diagnos-
ing up, to minimize movement in case of an acciden-
tic information.
tal deployment.
WARNING: TO AVOID PERSONAL INJURY OR
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, STANDARD PROCEDURE - SERVICE AFTER A
DISABLE THE SUPPLEMENTAL RESTRAINT SYS- SUPPLEMENTAL RESTRAINT DEPLOYMENT
TEM BEFORE ATTEMPTING ANY STEERING Any vehicle which is to be returned to use follow-
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU- ing a supplemental restraint deployment, must have
MENT PANEL COMPONENT DIAGNOSIS OR SER- the deployed restraints replaced. In addition, if the
VICE. DISCONNECT AND ISOLATE THE BATTERY driver airbag has been deployed, the clockspring
NEGATIVE (GROUND) CABLE, THEN WAIT TWO must be replaced. If the passenger airbag is
MINUTES FOR THE SYSTEM CAPACITOR TO DIS- deployed, the passenger airbag door must be
CHARGE BEFORE PERFORMING FURTHER DIAG- replaced. These components are not intended for
NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY reuse and will be damaged or weakened as a result
TO DISABLE THE SUPPLEMENTAL RESTRAINT of a supplemental restraint deployment, which may
SYSTEM. FAILURE TO TAKE THE PROPER PRE- or may not be obvious during a visual inspection.
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- It is also critical that the mounting surfaces and/or
BAG DEPLOYMENT. mounting bracket for the Airbag Control Module
(ACM) be closely inspected and restored to its origi-
nal condition following any vehicle impact damage.
Because the ACM contains impact sensors that are
STANDARD PROCEDURE used by the supplemental restraint system to moni-
tor or confirm the direction and severity of a vehicle
STANDARD PROCEDURE - HANDLING impact, improper orientation or insecure fastening of
NON-DEPLOYED SUPPLEMENTAL RESTRAINTS this component may cause airbags not to deploy
At no time should any source of electricity be per- when required, or to deploy when not required. All
mitted near the inflator on the back of a non-de- other vehicle components should be closely inspected
ployed airbag. When carrying a non-deployed airbag, following any supplemental restraint deployment, but
the trim cover or airbag cushion side of the unit are to be replaced only as required by the extent of
should be pointed away from the body to minimize the visible damage incurred.
injury in the event of an accidental deployment. If
the airbag unit is placed on a bench or any other sur- CLEANUP PROCEDURE
face, the trim cover or airbag cushion side of the unit Following a supplemental restraint deployment,
should be face up to minimize movement in the event the vehicle interior will contain a powdery residue.
of an accidental deployment. In addition, the supple- This residue consists primarily of harmless particu-
mental restraint system should be disarmed when- late by-products of the small pyrotechnic charge that
ever any steering wheel, steering column, driver initiates the propellant used to deploy a supplemen-
airbag, passenger airbag, or instrument panel compo- tal restraint. However, this residue may also contain
nents require diagnosis or service. Failure to observe traces of sodium hydroxide powder, a chemical
this warning could result in accidental airbag deploy- by-product of the propellant material that is used to
ment and possible personal injury. generate the inert gas that inflates the airbag. Since
All damaged, faulty, or non-deployed airbags which sodium hydroxide powder can irritate the skin, eyes,
are replaced on vehicles are to be handled and dis- nose, or throat, be certain to wear safety glasses,
posed of properly. If an airbag unit is faulty or dam- rubber gloves, and a long-sleeved shirt during
aged and non-deployed, refer to the Hazardous cleanup (Fig. 3).
Substance Control System for proper disposal. Dis-
pose of all non-deployed and deployed airbags in a
TJ RESTRAINTS 8O - 7
RESTRAINTS (Continued)
an airbag unit is faulty or damaged and non-de-
ployed, refer to the Hazardous Substance Control
System for proper disposal. Be certain to dispose
of all non-deployed and deployed supplemental
restraints in a manner consistent with state, provin-
cial, local and federal regulations.
(3) Next, remove the deployed supplemental
restraints from the vehicle. Refer to the appropriate
service removal procedures.
(4) You may need to vacuum the interior of the
vehicle a second time to recover all of the powder.
Fig. 5 16-Way Data Link Connector - Typical plate is secured to the bottom of the ACM housing
1 - 16–WAY DATA LINK CONNECTOR with four screws to enclose and protect the internal
2 - BOTTOM OF INSTRUMENT PANEL electronic circuitry and components.
The ACM housing has an integral mounting flange
erase. Refer to the appropriate diagnostic informa- on each side. Each mounting flange has an integral
tion to diagnose any stored DTC that will not erase. locating pin on its lower surface and two round
If the stored DTC information is successfully erased, mounting holes. An arrow cast into the top of the
go to Step 9. ACM housing near the rear provides a visual verifi-
(9) Turn the ignition switch to the Off position for cation of the proper orientation of the unit, and
about fifteen seconds, and then back to the On posi- should always be pointed toward the front of the
tion. Observe the airbag indicator in the instrument vehicle. A molded plastic electrical connector recepta-
cluster. It should illuminate for six to eight seconds, cle containing twenty-three terminal pins exits the
and then go out. This indicates that the supplemen- forward facing side of the ACM housing. These ter-
tal restraint system is functioning normally and that minal pins connect the ACM to the vehicle electrical
the repairs are complete. If the airbag indicator fails system through a dedicated take out and connector of
to light, or lights and stays on, there is still an active the body wire harness.
supplemental restraint system fault or malfunction. The impact sensor and safing sensor internal to
Refer to the appropriate diagnostic information to the ACM are calibrated for the specific vehicle, and
diagnose the problem. are only serviced as a unit with the ACM. The ACM
cannot be repaired or adjusted and, if damaged or
faulty, it must be replaced.
AIRBAG CONTROL MODULE
OPERATION
DESCRIPTION The microprocessor in the Airbag Control Module
The Airbag Control Module (ACM) is secured with (ACM) contains the front supplemental restraint sys-
four screws to the top mounting surface of a stamped tem logic circuits and controls all of the supplemental
steel bracket welded onto the top of the floor panel restraint system components. The ACM uses
transmission tunnel below the instrument panel and On-Board Diagnostics (OBD) and can communicate
forward of the center floor console in the passenger with other electronic modules in the vehicle as well
compartment of the vehicle (Fig. 6). Concealed within as with the DRBIIIt scan tool using the Programma-
a hollow in the center of the die cast aluminum ACM ble Communications Interface (PCI) data bus net-
housing is the electronic circuitry of the ACM which work. This method of communication is used for
includes a microprocessor, an electronic impact sen- control of the airbag indicator in the ElectroMechani-
sor, an electromechanical safing sensor, and an cal Instrument Cluster (EMIC) and for supplemental
energy storage capacitor. A stamped metal cover
TJ RESTRAINTS 8O - 9
AIRBAG CONTROL MODULE (Continued)
restraint system diagnosis and testing through the panel. These connections allow the ACM to be opera-
16-way data link connector located on the driver side tional whenever the ignition switch is in the Start or
lower edge of the instrument panel. (Refer to 8 - On positions. The ACM also contains an energy-stor-
ELECTRICAL/INSTRUMENT CLUSTER/AIRBAG age capacitor. When the ignition switch is in the
INDICATOR - OPERATION). Start or On positions, this capacitor is continually
The ACM microprocessor continuously monitors all being charged with enough electrical energy to
of the front supplemental restraint system electrical deploy the front supplemental restraint components
circuits to determine the system readiness. If the for up to one second following a battery disconnect or
ACM detects a monitored system fault, it sets an failure. The purpose of the capacitor is to provide
active and stored Diagnostic Trouble Code (DTC) and backup supplemental restraint system protection in
sends electronic messages to the EMIC over the PCI case there is a loss of battery current supply to the
data bus to turn on the airbag indicator. An active ACM during an impact.
fault only remains for the duration of the fault, or in Two sensors are contained within the ACM; an
some cases, the duration of the current ignition electronic impact sensor, and a safing sensor. The
switch cycle, while a stored fault causes a DTC to be electronic impact sensor is an accelerometer that
stored in memory by the ACM. For some DTCs, if a senses the rate of vehicle deceleration, which pro-
fault does not recur for a number of ignition cycles, vides verification of the direction and severity of an
the ACM will automatically erase the stored DTC. impact. The safing sensor is an electromechanical
For other internal faults, the stored DTC is latched sensor within the ACM that provides an additional
forever. logic input to the ACM microprocessor. The safing
In models not equipped with a rear seat, the ACM sensor is a normally open switch that is used to ver-
also monitors a resistor multiplexed input from the ify the need for a front supplemental restraint
passenger airbag on/off switch and provides a control deployment by detecting impact energy of a lesser
output for the Off indicator in the switch through a magnitude than that of the electronic impact sensor,
passenger airbag indicator driver circuit. If the pas- and must be closed in order for the front airbags to
senger airbag on/off switch is set to the Off position, deploy. A pre-programmed decision algorithm in the
the ACM turns on the passenger airbag on/off switch ACM microprocessor determines when the decelera-
Off indicator and will internally disable the passen- tion rate as signaled by the impact sensor and the
ger airbag from being deployed if an impact is safing sensor indicate an impact that is severe
detected that is sufficient for an airbag deployment. enough to require front supplemental restraint sys-
The ACM also turns on the on/off switch Off indica- tem protection and, based upon the status of the pas-
tor for about seven seconds each time the ignition senger airbag on/off switch input and the severity of
switch is turned to the On position as a bulb test. the monitored impact, determines what combination
Following the bulb test, the ACM controls the status of front airbag deployment is required for each front
of the Off indicator based upon the resistance of the seating position. When the programmed conditions
input from the on/off switch. The ACM will also set are met, the ACM sends the proper electrical signals
and/or store a DTC for faults it detects in the passen- to deploy the dual front airbags.
ger airbag on/off switch circuits, and will turn on the The hard wired inputs and outputs for the ACM
airbag indicator in the EMIC if a fault has been may be diagnosed and tested using conventional
detected. diagnostic tools and procedures. However, conven-
The ACM receives battery current through two cir- tional diagnostic methods will not prove conclusive in
cuits; a fused ignition switch output (run) circuit the diagnosis of the ACM, the PCI data bus network,
through a fuse in the fuse block, and a fused ignition or the electronic message inputs to and outputs from
switch output (run-start) circuit through a second the ACM. The most reliable, efficient, and accurate
fuse in the fuse block. The ACM receives ground means to diagnose the ACM, the PCI data bus net-
through a ground circuit and take out of the body work, and the electronic message inputs to and out-
wire harness. This take out has a single eyelet ter- puts from the ACM requires the use of a DRBIIIt
minal connector that is secured by a ground screw to scan tool. Refer to the appropriate diagnostic infor-
the right cowl side inner panel below the instrument mation.
8O - 10 RESTRAINTS TJ
AIRBAG CONTROL MODULE (Continued)
REMOVAL (4) Remove the four screws that secure the Airbag
Control Module (ACM) to the mounting bracket on
WARNING: TO AVOID PERSONAL INJURY OR the floor panel transmission tunnel (Fig. 7).
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
TEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU-
MENT PANEL COMPONENT DIAGNOSIS OR SER-
VICE. DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE, THEN WAIT TWO
MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
CHARGE BEFORE PERFORMING FURTHER DIAG-
NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
TO DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT.
Fig. 11 Front Passenger Seat Lower Anchors Fig. 13 Rear Seat Lower Anchors
1 - SEAT BACK 1 - SEAT BACK
2 - LOWER ANCHOR (2) 2 - LOWER ANCHOR (4)
3 - SEAT CUSHION 3 - SEAT CUSHION
DRIVER AIRBAG
DESCRIPTION
REMOVAL
The following procedure is for replacement of a
faulty or damaged driver airbag. If the airbag is
faulty or damaged, but not deployed, review the rec-
ommended procedures for handling non-deployed
supplemental restraints. (Refer to 8 - ELECTRICAL/
RESTRAINTS - STANDARD PROCEDURE - HAN-
DLING NON-DEPLOYED SUPPLEMENTAL Fig. 22 Driver Airbag Remove/Install
RESTRAINTS). If the driver airbag has been 1 - STEERING WHEEL
deployed, review the recommended procedures for 2 - CLOCKSPRING PIGTAIL WIRE (HORN SWITCH)
service after a supplemental restraint deployment 3 - DRIVER AIRBAG
4 - CLOCKSPRING PIGTAIL WIRE (AIRBAG)
before removing the airbag from the vehicle. (Refer to 5 - SCREW (2)
8 - ELECTRICAL/RESTRAINTS - STANDARD PRO-
CEDURE - SERVICE AFTER A SUPPLEMENTAL (3) Pull the driver airbag away from the steering
RESTRAINT DEPLOYMENT). wheel far enough to access the two electrical connec-
tions at the back of the airbag housing.
WARNING: TO AVOID PERSONAL INJURY OR (4) Disconnect the clockspring pigtail wire connec-
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, tor for the horn switch from the horn switch feed pig-
DISABLE THE SUPPLEMENTAL RESTRAINT SYS- tail wire connector located on the back of the driver
TEM BEFORE ATTEMPTING ANY STEERING airbag.
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU-
MENT PANEL COMPONENT DIAGNOSIS OR SER-
VICE. DISCONNECT AND ISOLATE THE BATTERY
TJ RESTRAINTS 8O - 21
DRIVER AIRBAG (Continued)
CAUTION: Do not pull on the clockspring pigtail WARNING: TO AVOID PERSONAL INJURY OR
wires to disengage the connector from the driver DEATH, USE EXTREME CARE TO PREVENT ANY
airbag inflator connector receptacle. Improper FOREIGN MATERIAL FROM ENTERING THE DRIVER
removal of these pigtail wires and their connector AIRBAG, OR BECOMING ENTRAPPED BETWEEN
insulators can result in damage to the airbag cir- THE DRIVER AIRBAG CUSHION AND THE DRIVER
cuits or connector insulators. AIRBAG TRIM COVER. FAILURE TO OBSERVE THIS
WARNING COULD RESULT IN OCCUPANT INJURIES
(5) The clockspring driver airbag pigtail wire con- UPON AIRBAG DEPLOYMENT.
nector is secured by a tight snap fit into the airbag
inflator connector receptacle, which is located on the
back of the driver airbag housing. Firmly grasp and WARNING: TO AVOID PERSONAL INJURY OR
pull or gently pry on the clockspring driver airbag DEATH, THE DRIVER AIRBAG TRIM COVER MUST
pigtail wire connector insulator and pull the insula- NEVER BE PAINTED. REPLACEMENT TRIM COV-
tor straight out from the airbag inflator to disconnect ERS ARE SERVICED IN THE ORIGINAL COLORS.
it from the connector receptacle. PAINT MAY CHANGE THE WAY IN WHICH THE
(6) Remove the driver airbag from the steering MATERIAL OF THE TRIM COVER RESPONDS TO AN
wheel. AIRBAG DEPLOYMENT. FAILURE TO OBSERVE
(7) If the driver airbag has been deployed, the THIS WARNING COULD RESULT IN OCCUPANT
clockspring must be replaced. (Refer to 8 - ELECTRI- INJURIES UPON AIRBAG DEPLOYMENT.
CAL/RESTRAINTS/CLOCKSPRING - REMOVAL).
(1) Disconnect and isolate the battery negative
DISASSEMBLY cable. Wait two minutes for the system capacitor to
discharge before further service.
The following procedures can be used to replace
(2) Remove the driver airbag from the steering
the driver airbag trim cover and/or to access the horn
wheel. (Refer to 8 - ELECTRICAL/RESTRAINTS/
switch unit for service. If the driver airbag is faulty
DRIVER AIRBAG - REMOVAL).
or deployed, the entire driver airbag, trim cover, and
(3) Place the driver airbag on a suitable work sur-
horn switch must be replaced as a unit.
face with the trim cover facing down. If the trim
WARNING: TO AVOID PERSONAL INJURY OR cover will be reused, be certain to take the proper
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, precautions to prevent the trim cover from receiving
DISABLE THE SUPPLEMENTAL RESTRAINT SYS- cosmetic damage during the following procedures.
TEM BEFORE ATTEMPTING ANY STEERING (4) Remove the four nuts that secure the upper
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU- and lower trim cover retainers to the studs on the
MENT PANEL COMPONENT DIAGNOSIS OR SER- back of the driver airbag housing (Fig. 23).
VICE. DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE, THEN WAIT TWO
MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
CHARGE BEFORE PERFORMING FURTHER DIAG-
NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
TO DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT.
INSTALLATION
WARNING: TO AVOID PERSONAL INJURY OR
DEATH, DURING AND FOLLOWING ANY SEAT BELT
OR CHILD RESTRAINT ANCHOR SERVICE, CARE-
FULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS FOR PROPER INSTALLA-
TION, OPERATION, OR DAMAGE. REPLACE ANY
BELT THAT IS CUT, FRAYED, OR TORN.
STRAIGHTEN ANY BELT THAT IS TWISTED.
TIGHTEN ANY LOOSE FASTENERS. REPLACE ANY
BELT THAT HAS A DAMAGED OR INOPERATIVE
BUCKLE OR RETRACTOR. REPLACE ANY BELT
THAT HAS A BENT OR DAMAGED LATCH PLATE
OR ANCHOR PLATE. REPLACE ANY CHILD
Fig. 27 Front Seat Belt Turning Loop RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
1 - ADJUSTER ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
2 - SPORT BAR
3 - TRIM COVER DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
4 - TURNING LOOP BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
PARTS CATALOG.
INSTALLATION
The seat belt buckle on the driver’s side front seat
for all models also includes a seat belt switch. The
seat belt buckle on the driver’s side front seat for all
models also includes a seat belt switch. (Refer to 8 -
ELECTRICAL/RESTRAINTS/SEAT BELT SWITCH -
DESCRIPTION).
Fig. 30 Seat Belt Buckle
1 - SEAT CUSHION
2 - SEAT BACK
3 - TRIM ATTACHMENT WIRES
4 - SEAT TRACK
5 - SEAT RISER
6 - SEATBELT BUCKLE
TJ RESTRAINTS 8O - 27
FRONT SEAT BELT BUCKLE (Continued)
WARNING: TO AVOID PERSONAL INJURY OR
DEATH, DURING AND FOLLOWING ANY SEAT BELT
OR CHILD RESTRAINT ANCHOR SERVICE, CARE-
FULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS FOR PROPER INSTALLA-
TION, OPERATION, OR DAMAGE. REPLACE ANY
BELT THAT IS CUT, FRAYED, OR TORN.
STRAIGHTEN ANY BELT THAT IS TWISTED.
TIGHTEN ANY LOOSE FASTENERS. REPLACE ANY
BELT THAT HAS A DAMAGED OR INOPERATIVE
BUCKLE OR RETRACTOR. REPLACE ANY BELT
THAT HAS A BENT OR DAMAGED LATCH PLATE
OR ANCHOR PLATE. REPLACE ANY CHILD
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT Fig. 31 Passenger Airbag Door
BELT OR CHILD RESTRAINT COMPONENT. 1 - PASSENGER AIRBAG DOOR
ALWAYS REPLACE DAMAGED OR FAULTY SEAT 2 - GRAB HANDLE
BELT AND CHILD RESTRAINT COMPONENTS WITH 3 - GLOVE BOX DOOR
THE CORRECT, NEW AND UNUSED REPLACEMENT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR and a lower rear bracket that are secured by nuts to
PARTS CATALOG. three weld studs on the instrument panel structural
support, one stud at the top and two at the bottom.
(1) Position the front seat belt buckle lower anchor Two nuts secure a front lower bracket on the passen-
to the bracket on the rear of the upper inner front ger airbag housing to two weld studs on the dash
seat track. panel above the heater and air conditioner housing.
(2) Install and tighten the screw that secures the The front lower bracket mounts are accessed through
front seat belt buckle lower anchor to the front seat the instrument panel glove box opening.
track bracket (Fig. 30). Tighten the screw to 43 N·m The passenger airbag unit used in this model is a
(32 ft. lbs.). Next Generation-type that complies with revised fed-
(3) On the driver side only, reconnect the seat belt eral airbag standards to deploy with less force than
switch pigtail wire connector to the body wire har- those used in some prior models. The passenger air-
ness connector for the seat belt switch (Fig. 29). bag unit consists of a stamped and welded metal
housing or retainer, the airbag cushion, and the air-
bag inflator. The airbag housing contains the airbag
PASSENGER AIRBAG inflator and the folded airbag cushion. A rectangular
fabric cushion is used. The airbag inflator is a
DESCRIPTION hybrid-type unit that is secured to and sealed within
The rearward facing surface of the injection the stamped metal airbag housing beneath the folded
molded, thermoplastic passenger airbag door is the airbag cushion. The inflator initiator is connected to
most visible part of the passenger airbag (Fig. 31). the vehicle electrical system through a yellow connec-
The passenger airbag door is located above the glove tor on the end of a short, two-wire pigtail harness
box opening on the instrument panel in front of the and a take out of the body wire harness.
front seat passenger seating position. The passenger The passenger airbag and the passenger airbag
airbag door also serves as a trim cover and has two door are available as separate service items. The pas-
flanges and a stamped metal bracket that secure it to senger airbag cannot be repaired, and must be
the instrument panel structural support. The upper replaced if deployed, faulty, or in any way damaged.
flange is secured with screws to the top of the instru- The passenger airbag door will be damaged and must
ment panel structural support and the lower flange be replaced following an airbag deployment.
to the upper glove box opening reinforcement. A
stamped metal passenger airbag door hinge bracket OPERATION
is secured to the back of the instrument panel struc- The passenger airbag is deployed by an electrical
tural support with two screws. signal generated by the Airbag Control Module
Located behind the passenger airbag door within (ACM) through the passenger airbag squib circuits to
the instrument panel is the passenger airbag unit. the initiator in the airbag inflator. The hybrid-type
The passenger airbag unit has an upper rear bracket inflator assembly includes a small canister of highly
8O - 28 RESTRAINTS TJ
PASSENGER AIRBAG (Continued)
compressed inert gas. When the ACM sends the OTHER INTERIOR SURFACES. IN LARGE DOSES,
proper electrical signal to the airbag inflator, the THESE DEPOSITS MAY CAUSE IRRITATION TO THE
electrical energy generates enough heat to ignite SKIN AND EYES.
chemical pellets within the inflator. Once ignited, (1) Disconnect and isolate the battery negative
these chemical pellets burn rapidly and produce the cable. Wait two minutes for the system capacitor to
pressure necessary to rupture a burst disk in the discharge before further service.
inert gas canister. (2) Remove the instrument panel from the passen-
The inflator is sealed to the airbag cushion so that ger compartment of the vehicle. (Refer to 23 - BODY/
all of the released inert gas is directed into the air- INSTRUMENT PANEL - REMOVAL).
bag cushion, causing the cushion to inflate. As the (3) Place the instrument panel on a suitable work
cushion inflates, the passenger airbag door will split surface. Be certain to take the proper precautions to
at predetermined tear seam lines integral to the door, protect the instrument panel from any possible cos-
then the door will fold up over the top of the instru- metic damage.
ment panel and out of the way. Following a passen- (4) Remove the three nuts that secure the passen-
ger airbag deployment, the airbag cushion quickly ger airbag to the weld studs on the instrument panel
deflates by venting the inert gas through the porous structural support (Fig. 32).
fabric material used to construct each end panel of
the airbag cushion.
REMOVAL
The following procedure is for replacement of a
faulty or damaged passenger airbag. If the airbag is
faulty or damaged, but not deployed, review the rec-
ommended procedures for handling non-deployed
supplemental restraints. (Refer to 8 - ELECTRICAL/
RESTRAINTS - STANDARD PROCEDURE - HAN-
DLING NON-DEPLOYED SUPPLEMENTAL
RESTRAINTS). If the passenger airbag has been Fig. 32 Passenger Airbag Remove/Install
deployed, review the recommended procedures for 1 - STRUCTURAL SUPPORT
2 - NUT (3)
service after a supplemental restraint deployment 3 - PASSENGER AIRBAG
before removing the airbag from the vehicle. (Refer to
8 - ELECTRICAL/RESTRAINTS - STANDARD PRO- (5) Remove the passenger airbag from the instru-
CEDURE - SERVICE AFTER A SUPPLEMENTAL ment panel structural support.
RESTRAINT DEPLOYMENT).
INSTALLATION
WARNING: TO AVOID PERSONAL INJURY OR
The following procedure is for replacement of a
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
faulty or damaged passenger airbag. If the airbag is
DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
faulty or damaged, but not deployed, review the rec-
TEM BEFORE ATTEMPTING ANY STEERING
ommended procedures for handling non-deployed
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU-
supplemental restraints. (Refer to 8 - ELECTRICAL/
MENT PANEL COMPONENT DIAGNOSIS OR SER-
RESTRAINTS - STANDARD PROCEDURE - HAN-
VICE. DISCONNECT AND ISOLATE THE BATTERY
DLING NON-DEPLOYED SUPPLEMENTAL
NEGATIVE (GROUND) CABLE, THEN WAIT TWO
RESTRAINTS). If the passenger airbag has been
MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
deployed, review the recommended procedures for
CHARGE BEFORE PERFORMING FURTHER DIAG-
service after a supplemental restraint deployment
NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
before removing the airbag from the vehicle. (Refer to
TO DISABLE THE SUPPLEMENTAL RESTRAINT
8 - ELECTRICAL/RESTRAINTS - STANDARD PRO-
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CEDURE - SERVICE AFTER A SUPPLEMENTAL
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
RESTRAINT DEPLOYMENT).
BAG DEPLOYMENT.
PASSENGER AIRBAG ON/OFF The passenger airbag on/off switch housing is con-
structed of molded plastic and has three integral
SWITCH mounting tabs (Fig. 36). These mounting tabs are
used to secure the switch to the back of the molded
DESCRIPTION plastic accessory switch bezel with three small
screws. The accessory switch bezel is secured to the
instrument panel with four screws. A molded plastic
connector receptacle on the back of the switch hous-
ing connects the switch to the vehicle electrical sys-
tem through a dedicated take out of the body wire
harness. The molded plastic harness connector insu-
lator is keyed and latched to ensure proper and
secure switch electrical connections. The passenger
airbag on/off switch cannot be adjusted or repaired
and, if faulty or damaged, the switch must be
replaced.
INSTALLATION
WARNING: TO AVOID PERSONAL INJURY OR
DEATH, DURING AND FOLLOWING ANY SEAT BELT
OR CHILD RESTRAINT ANCHOR SERVICE, CARE-
FULLY INSPECT ALL SEAT BELTS, BUCKLES,
MOUNTING HARDWARE, RETRACTORS, TETHER
STRAPS, AND ANCHORS FOR PROPER INSTALLA-
TION, OPERATION, OR DAMAGE. REPLACE ANY
BELT THAT IS CUT, FRAYED, OR TORN.
STRAIGHTEN ANY BELT THAT IS TWISTED.
TIGHTEN ANY LOOSE FASTENERS. REPLACE ANY
BELT THAT HAS A DAMAGED OR INOPERATIVE Fig. 41 Seat Belt Switch
BUCKLE OR RETRACTOR. REPLACE ANY BELT
1 - WIRE HARNESS CONNECTOR
THAT HAS A BENT OR DAMAGED LATCH PLATE 2 - DRIVER SEAT RISER
OR ANCHOR PLATE. REPLACE ANY CHILD 4 - FLOOR PANEL
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR The seat belt switch is a small, normally closed,
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT single pole, single throw, leaf contact, momentary
BELT OR CHILD RESTRAINT COMPONENT. switch. Only one seat belt switch is installed in the
ALWAYS REPLACE DAMAGED OR FAULTY SEAT vehicle, and it is integral to the buckle of the driver
BELT AND CHILD RESTRAINT COMPONENTS WITH side front seat belt buckle-half, located on the
THE CORRECT, NEW AND UNUSED REPLACEMENT inboard side of the driver side front seat track (Fig.
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR 41). The seat belt switch is connected to the vehicle
PARTS CATALOG. electrical system through a two-wire pigtail wire and
connector on the seat belt buckle-half, which is con-
(1) Lift the rear cargo area carpet far enough to nected to a wire harness connector and take out of
position the rear seat belt buckle unit onto the rear the body wire harness routed along the left side of
cargo floor panel through one of the clearance slots in the body sill in the passenger compartment.
the carpet. The seat belt switch cannot be adjusted or repaired
(2) Working through one of the clearance slots in and, if faulty or damaged, the entire driver side front
the rear cargo area carpet, install and tighten the seat belt buckle-half unit must be replaced.
screw that secures the anchor of the rear seat belt
buckle unit to the rear cargo floor panel (Fig. 40). OPERATION
Tighten the screw to 43 N·m (32 ft. lbs.). The seat belt switch is designed to control a path
(3) Tumble the folded rear seat cushion and back to ground for the seat belt switch sense input of the
unit rearward onto the rear cargo floor panel. ElectroMechanical Instrument Cluster (EMIC). When
8O - 36 RESTRAINTS TJ
SEAT BELT SWITCH (Continued)
the driver side front seat belt tip-half is inserted into seat belt switch and a good ground. There should be
the seat belt buckle, the switch opens the path to continuity. If OK, go to Step 3. If not OK, repair the
ground; and, when the driver side front seat belt tip- open ground circuit to ground (G302) as required.
half is removed from the seat belt buckle, the switch (3) Remove the instrument cluster from the instru-
closes the ground path. The switch is actuated by the ment panel. Check for continuity between the seat
latch mechanism within the seat belt buckle. belt switch sense circuit cavity of the body wire har-
The seat belt switch is connected in series between ness connector for the seat belt switch and a good
ground and the seat belt switch sense input of the ground. There should be no continuity. If OK, go to
instrument cluster. The seat belt switch receives Step 4. If not OK, repair the shorted seat belt switch
ground at all times through its pigtail wire connec- sense circuit between the seat belt switch and the
tion to the body wire harness from another take out instrument cluster as required.
of the body wire harness. An eyelet terminal connec- (4) Check for continuity between the seat belt
tor on that ground take out is secured beneath a switch sense circuit cavities of the body wire harness
ground screw on the left cowl side inner panel, connector for the seat belt switch and the instrument
beneath the instrument panel. The seat belt switch panel wire harness connector (Connector C2) for the
may de diagnosed using conventional diagnostic tools instrument cluster. There should be continuity. If
and methods. OK, test and replace the faulty instrument cluster as
required. (Refer to 8 - ELECTRICAL/INSTRUMENT
DIAGNOSIS AND TESTING - SEAT BELT CLUSTER - DIAGNOSIS AND TESTING). If not OK,
SWITCH repair the open seat belt switch sense circuit between
Refer to the appropriate wiring information. The the seat belt switch and the instrument cluster as
wiring information includes wiring diagrams, proper required.
wire and connector repair procedures, details of wire
harness routing and retention, connector pin-out
information and location views for the various wire
SEAT BELT TURNING LOOP
harness connectors, splices and grounds. ADJUSTER
WARNING: TO AVOID PERSONAL INJURY OR REMOVAL
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
DISABLE THE SUPPLEMENTAL RESTRAINT SYS- WARNING: TO AVOID PERSONAL INJURY OR
TEM BEFORE ATTEMPTING ANY STEERING DEATH, DURING AND FOLLOWING ANY SEAT BELT
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU- OR CHILD RESTRAINT ANCHOR SERVICE, CARE-
MENT PANEL COMPONENT DIAGNOSIS OR SER- FULLY INSPECT ALL SEAT BELTS, BUCKLES,
VICE. DISCONNECT AND ISOLATE THE BATTERY MOUNTING HARDWARE, RETRACTORS, TETHER
NEGATIVE (GROUND) CABLE, THEN WAIT TWO STRAPS, AND ANCHORS FOR PROPER INSTALLA-
MINUTES FOR THE SYSTEM CAPACITOR TO DIS- TION, OPERATION, OR DAMAGE. REPLACE ANY
CHARGE BEFORE PERFORMING FURTHER DIAG- BELT THAT IS CUT, FRAYED, OR TORN.
NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY STRAIGHTEN ANY BELT THAT IS TWISTED.
TO DISABLE THE SUPPLEMENTAL RESTRAINT TIGHTEN ANY LOOSE FASTENERS. REPLACE ANY
SYSTEM. FAILURE TO TAKE THE PROPER PRE- BELT THAT HAS A DAMAGED OR INOPERATIVE
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- BUCKLE OR RETRACTOR. REPLACE ANY BELT
BAG DEPLOYMENT. THAT HAS A BENT OR DAMAGED LATCH PLATE
OR ANCHOR PLATE. REPLACE ANY CHILD
(1) Disconnect and isolate the battery negative RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
cable. Disconnect the seat belt switch pigtail wire ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
connector from the body wire harness connector for DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
the seat belt switch on the floor near the driver side BELT OR CHILD RESTRAINT COMPONENT.
front seat belt buckle-half anchor. Check for continu- ALWAYS REPLACE DAMAGED OR FAULTY SEAT
ity between the seat belt switch sense circuit and the BELT AND CHILD RESTRAINT COMPONENTS WITH
ground circuit cavities of the seat belt switch pigtail THE CORRECT, NEW AND UNUSED REPLACEMENT
wire connector. There should be continuity with the PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
seat belt unbuckled, and no continuity with the seat PARTS CATALOG.
belt buckled. If OK, go to Step 2. If not OK, replace
the faulty front seat belt buckle-half assembly. (1) Unsnap and lift the trim cover from the front
(2) Check for continuity between the ground cir- seat belt turning loop to access the screw that
cuit cavity in the body wire harness connector for the
TJ RESTRAINTS 8O - 37
SEAT BELT TURNING LOOP ADJUSTER (Continued)
secures the turning loop to the height adjuster on the MOUNTING HARDWARE, RETRACTORS, TETHER
upper sport bar (Fig. 42). STRAPS, AND ANCHORS FOR PROPER INSTALLA-
TION, OPERATION, OR DAMAGE. REPLACE ANY
BELT THAT IS CUT, FRAYED, OR TORN.
STRAIGHTEN ANY BELT THAT IS TWISTED.
TIGHTEN ANY LOOSE FASTENERS. REPLACE ANY
BELT THAT HAS A DAMAGED OR INOPERATIVE
BUCKLE OR RETRACTOR. REPLACE ANY BELT
THAT HAS A BENT OR DAMAGED LATCH PLATE
OR ANCHOR PLATE. REPLACE ANY CHILD
RESTRAINT ANCHOR OR THE UNIT TO WHICH THE
ANCHOR IS INTEGRAL THAT HAS BEEN BENT OR
DAMAGED. NEVER ATTEMPT TO REPAIR A SEAT
BELT OR CHILD RESTRAINT COMPONENT.
ALWAYS REPLACE DAMAGED OR FAULTY SEAT
BELT AND CHILD RESTRAINT COMPONENTS WITH
THE CORRECT, NEW AND UNUSED REPLACEMENT
PARTS LISTED IN THE DAIMLERCHRYSLER MOPAR
Fig. 42 Front Turning Loop Height Adjuster PARTS CATALOG.
1 - ADJUSTER (1) Position the front seat belt turning loop height
2 - SPORT BAR adjuster onto the upper sport bar (Fig. 42). Be cer-
3 - TRIM COVER tain that the word “Up” stamped on the adjuster is
4 - TURNING LOOP
properly oriented.
(2) Remove the screw that secures the shoulder (2) Install and tighten the two screws that secure
belt turning loop to the height adjuster. the seat belt turning loop height adjuster to the
(3) Remove the front seat belt turning loop and the upper sport bar. Tighten the screws to 43 N·m (32 ft.
support/guide washer from the height adjuster. lbs.).
(4) Unsnap and remove the trim cover from the (3) Align the trim cover over the front seat belt
front seat belt turning loop height adjuster to access turning loop height adjuster and, using hand pres-
the screws that secure the adjuster to the upper sure, press firmly and evenly on the cover until it
sport bar. snaps into place over the adjuster on the upper sport
(5) Remove the two screws that secure the height bar.
adjuster to the upper sport bar. (4) Position the support/guide washer and the
(6) Remove the front seat belt turning loop height front seat belt turning loop onto the height adjuster.
adjuster from the upper sport bar. (5) Install and tighten the screw that secures the
front seat belt turning loop to the height adjuster.
INSTALLATION Tighten the screw to 43 N·m (32 ft. lbs.).
(6) Fold and snap the trim cover for the seat belt
WARNING: TO AVOID PERSONAL INJURY OR turning loop back into place over the screw that
DEATH, DURING AND FOLLOWING ANY SEAT BELT secures the turning loop to the height adjuster.
OR CHILD RESTRAINT ANCHOR SERVICE, CARE-
FULLY INSPECT ALL SEAT BELTS, BUCKLES,
TJ SPEED CONTROL 8P - 1
SPEED CONTROL
TABLE OF CONTENTS
page page
SPECIFICATIONS
CABLE
DESCRIPTION
The speed control servo cable is connected between
the speed control vacuum servo diaphragm and the
throttle body control linkage.
OPERATION
This cable causes the throttle control linkage to
open or close the throttle valve in response to move-
ment of the vacuum servo diaphragm.
REMOVAL
2.4L
(1) Disconnect negative battery cable at battery.
(2) Hold throttle in wide open position. While held
in this position, slide throttle control cable pin (Fig.
1) from throttle body bellcrank. Also slide servo cable Fig. 1 SERVO CABLE AT THROTTLE BODY - 2.4L
pin from throttle body bellcrank.
1 - MOUNTING BRACKET
(3) Using a pick or small screwdriver, press release 2 - SPEED CONTROL CABLE
tab (Fig. 1) to release plastic cable mount from 3 - THROTTLE CABLE
bracket. Press on tab only enough to release 4 - RELEASE TAB
5 - CABLE PINS
cable from bracket. If tab is pressed too much, 6 - BELLCRANK
it will be broken. To remove throttle cable from
throttle body bracket, slide cable towards front of
vehicle.
(4) After removing throttle control cable at throttle
body, slide servo cable from throttle body.
(5) If necessary, disconnect opposite end of servo
cable at servo. Refer to Servo Removal/Installation.
4.0L
(1) Disconnect negative battery cable at battery.
(2) Using finger pressure only, remove cable con-
nector by pushing connector off the throttle body
bellcrank pin (Fig. 2). DO NOT try to pull cable
connector off perpendicular to the bellcrank
pin. Connector will be broken.
(3) Two release tabs are located on sides of speed
control cable at cable bracket (Fig. 2). Squeeze tabs
together and push cable out of bracket.
(4) Unclip cable from cable guide at valve cover.
(5) If necessary, disconnect opposite end of servo
cable at servo. Refer to Servo Removal/Installation.
INSTALLATION
2.4L Fig. 2 SERVO CABLE AT THROTTLE BODY - 4.0L
(1) Install end of cable to speed control servo. 1 - ACCELERATOR CABLE
2 - OFF
Refer to Servo Removal/Installation. 3 - OFF
(2) Slide speed control cable plastic mount into 4 - THROTTLE BODY BELLCRANK
throttle body bracket. 5 - SPEED CONTROL CABLE
6 - RELEASE TABS
(3) Install speed control cable connector onto throt- 7 - BRACKET
tle body bellcrank pin (push rearward to snap into
location).
8P - 4 SPEED CONTROL TJ
CABLE (Continued)
(4) Slide throttle (accelerator) cable plastic mount The vacuum and vent solenoids must be grounded
into throttle body bracket. Continue sliding until at the PCM to operate. When the PCM grounds the
cable release tab is aligned to hole in throttle body vacuum servo solenoid, the solenoid allows vacuum
mounting bracket. to enter the servo and pull open the throttle plate
(5) While holding throttle to wide open position, using the cable. When the PCM breaks the ground,
place throttle cable pin into throttle body bellcrank. the solenoid closes and no more vacuum is allowed to
(6) Connect negative battery cable at battery. enter the servo. The PCM also operates the vent sole-
(7) Before starting engine, operate accelerator noid via ground. The vent solenoid opens and closes a
pedal to check for any binding. passage to bleed or hold vacuum in the servo as
required.
4.0L The PCM duty cycles the vacuum and vent sole-
(1) Attach end of cable to speed control servo. noids to maintain the set speed, or to accelerate and
Refer to Servo Removal/Installation. decelerate the vehicle. To increase throttle opening,
(2) Install cable into cable bracket (snaps in). the PCM grounds the vacuum and vent solenoids. To
(3) Install cable connector at throttle body decrease throttle opening, the PCM removes the
bellcrank pin (snaps on). grounds from the vacuum and vent solenoids. When
(4) Clip cable to cable guide at valve cover. the brake is released, if vehicle speed exceeds 30
(5) Connect negative battery cable to battery. mph to resume, 35 mph to set, and the RES/ACCEL
(6) Before starting engine, operate accelerator switch has been depressed, ground for the vent and
pedal to check for any binding. vacuum circuits is restored.
REMOVAL
SERVO (1) Disconnect negative battery cable at battery.
(2) Disconnect vacuum line at servo (Fig. 3).
DESCRIPTION (3) Disconnect electrical connector at servo.
The servo unit consists of a solenoid valve body, (4) Disconnect servo cable at throttle body. Refer to
and a vacuum chamber. The solenoid valve body con- Cable Removal/Installation.
tains three solenoids: (5) Remove three bracket mounting bolts (Fig. 3).
• Vacuum
• Vent
• Dump
The vacuum chamber contains a diaphragm with a
cable attached to control the throttle linkage.
OPERATION
The Powertrain Control Module (PCM) controls the
solenoid valve body. The solenoid valve body controls
the application and release of vacuum to the dia-
phragm of the vacuum servo. The servo unit cannot
be repaired and is serviced only as a complete assem-
bly.
Power is supplied to the servo’s by the PCM
through the brake switch. The PCM controls the
ground path for the vacuum and vent solenoids.
The dump solenoid is energized anytime it receives
power. If power to the dump solenoid is interrupted,
the solenoid dumps vacuum in the servo. This pro-
vides a safety backup to the vent and vacuum sole-
noids.
OPERATION
When speed control is selected by depressing the
ON, OFF switch, the PCM allows a set speed to be
stored in its RAM for speed control. To store a set
speed, depress the SET switch while the vehicle is
moving at a speed between approximately 35 and 85
mph. In order for the speed control to engage, the
brakes cannot be applied, nor can the gear selector
be indicating the transmission is in Park or Neutral.
The speed control can be disengaged manually by:
• Stepping on the brake pedal
• Depressing the OFF switch
• Depressing the CANCEL switch.
Fig. 4 SERVO CABLE CLIP REMOVE/INSTALL -
The speed control can be disengaged also by any of
TYPICAL
the following conditions:
1 - SERVO MOUNTING NUTS (2)
2 - SERVO
• An indication of Park or Neutral
3 - CABLE RETAINING CLIP • The VSS signal increases at a rate of 10 mph
4 - SERVO CABLE AND SLEEVE per second (indicates that the co-efficient of friction
between the road surface and tires is extremely low)
INSTALLATION • Depressing the clutch pedal.
(1) Position servo to mounting bracket. • Excessive engine rpm (indicates that the trans-
(2) Align hole in cable connector with hole in servo mission may be in a low gear)
pin. Install cable-to-servo retaining clip. • The VSS signal decreases at a rate of 10 mph
(3) Insert servo mounting studs through holes in per second (indicates that the vehicle may have
servo mounting bracket. decelerated at an extremely high rate)
(4) Install servo mounting nuts and tighten to 8.5 • If the actual speed is not within 20 mph of the
N·m (75 in. lbs.). set speed
(5) Connect vacuum line at servo. The previous disengagement conditions are pro-
(6) Connect electrical connector at servo. grammed for added safety.
(7) Connect servo cable to throttle body. Refer to Once the speed control has been disengaged,
Cable Removal/Installation. depressing the ACCEL switch restores the vehicle to
(8) Connect negative battery cable to battery. the target speed that was stored in the PCM’s RAM.
(9) Before starting engine, operate accelerator
pedal to check for any binding.
8P - 6 SPEED CONTROL TJ
SWITCH (Continued)
NOTE: Depressing the OFF switch will erase the set (GROUND) CABLE. WAIT 2 MINUTES FOR SYSTEM
speed stored in the PCM’s RAM. CAPACITOR TO DISCHARGE BEFORE FURTHER
SYSTEM SERVICE. FAILURE TO DO SO COULD
If, while the speed control is engaged, the driver RESULT IN ACCIDENTAL DEPLOYMENT AND POS-
wishes to increase vehicle speed, the PCM is pro- SIBLE PERSONAL INJURY.
grammed for an acceleration feature. With the (1) Disconnect and isolate negative battery cable
ACCEL switch held closed, the vehicle accelerates from battery.
slowly to the desired speed. The new target speed is (2) Remove airbag module. Refer to 8, Passive
stored in the PCM’s RAM when the ACCEL switch is Restraint Systems.
released. The PCM also has a 9tap-up9 feature in (3) From underside of steering wheel, remove
which vehicle speed increases at a rate of approxi- speed control switch mounting screw (Fig. 5).
mately 2 mph for each momentary switch activation (4) Remove switch from steering wheel and unplug
of the ACCEL switch. electrical connector.
The PCM also provides a means to decelerate with-
out disengaging speed control. To decelerate from an
existing recorded target speed, depress and hold the
COAST switch until the desired speed is reached.
Then release the switch. The ON, OFF switch oper-
ates two components: the PCM’s ON, OFF input, and
the battery voltage to the brake switch, which powers
the speed control servo.
Multiplexing
The PCM sends out 5 volts through a fixed resistor
and monitors the voltage change between the fixed
resistor and the switches. If none of the switches are
depressed, the PCM will measure 5 volts at the sen-
sor point (open circuit). If a switch with no resistor is
closed, the PCM will measure 0 volts (grounded cir-
cuit). Now, if a resistor is added to a switch, then the
PCM will measure some voltage proportional to the
size of the resistor. By adding a different resistor to
each switch, the PCM will see a different voltage
depending on which switch is pushed.
Another resistor has been added to the ’at rest cir-
cuit’ causing the PCM to never see 5 volts. This was Fig. 5 Speed Control Switches - Remove / Install
done for diagnostic purposes. If the switch circuit 1 - MOUNTING SCREW
should open (bad connection), then the PCM will see 2 - SPEED CONTROL SWITCHES
the 5 volts and know the circuit is bad. The PCM will
then set an open circuit fault. INSTALLATION
(1) Plug electrical connector into switch.
REMOVAL (2) Position switch to steering wheel.
(3) Install switch mounting screw and tighten to
WARNING: BEFORE ATTEMPTING TO DIAGNOSE, 1.5 N·m (14 in. lbs.) torque.
REMOVE OR INSTALL ANY AIRBAG SYSTEM OR (4) Install airbag module. Refer to 8, Passive
RELATED STEERING WHEEL AND STEERING COL- Restraint Systems.
UMN COMPONENTS, YOU MUST FIRST DISCON- (5) Connect negative battery cable to battery.
NECT AND ISOLATE THE BATTERY NEGATIVE
TJ SPEED CONTROL 8P - 7
page page
VEHICLE THEFT SECURITY wired circuitry connects the SKIS components to the
electrical system of the vehicle. These hard wired cir-
cuits are integral to several wire harnesses, which
DESCRIPTION
are routed throughout the vehicle and retained by
The Sentry Key Immobilizer System (SKIS) is
many different methods. These circuits may be con-
available as a factory-installed option on this model.
nected to each other, to the vehicle electrical system
Vehicles equipped with this option can be readily
and to the SKIS components through the use of a
identified by the presence of an amber SKIS indica-
combination of soldered splices, splice block connec-
tor in the instrument cluster that will illuminate for
tors, and many different types of wire harness termi-
about three seconds each time the ignition switch is
nal connectors and insulators. Refer to the
turned to the On position, or by a gray molded rub-
appropriate wiring information. The wiring informa-
ber cap on the head of the ignition key. Models not
tion includes wiring diagrams, proper wire and con-
equipped with SKIS still have a SKIS indicator in
nector repair procedures, further details on wire
the cluster, but it will not illuminate when the igni-
harness routing and retention, as well as pin-out and
tion switch is turned to the On position. Also, models
location views for the various wire harness connec-
not equipped with the SKIS have a black molded
tors, splices and grounds.
rubber cap on the head of the ignition key.
The SKIS includes the following major components,
which are described in further detail elsewhere in
OPERATION
The Sentry Key Immobilizer System (SKIS) is
this service manual:
designed to provide passive protection against unau-
• Powertrain Control Module (PCM) - The
thorized vehicle use by disabling the engine, after
PCM is located on the right side of the dash panel in
about two seconds of running, whenever any method
the engine compartment.
other than a valid Sentry Key is used to start the
• Sentry Key Immobilizer Module (SKIM) -
vehicle. The SKIS is considered a passive protection
The SKIM is located on the steering column near the
system because it is always active when the ignition
ignition lock cylinder housing and an integral molded
system is energized and does not require any cus-
plastic antenna ring circles the ignition lock cylinder
tomer intervention. The SKIS uses Radio Frequency
like a halo. The SKIM and its antenna are concealed
(RF) communication to obtain confirmation that the
beneath the steering column shrouds.
key in the ignition switch is a valid key for operating
• Sentry Key Transponder - The Sentry Key
the vehicle. The microprocessor-based SKIS hard-
transponder is molded into the head of the ignition
ware and software also uses electronic messages to
key, and concealed by a gray molded rubber cap.
communicate with other electronic modules in the
• SKIS Indicator - The SKIS indicator is located
vehicle over the Programmable Communications
in the upper left corner of the instrument cluster
Interface (PCI) data bus (Refer to 8 - ELECTRICAL/
overlay.
ELECTRONIC CONTROL MODULES/COMMUNI-
Except for the Sentry Key transponders, which rely
CATION - OPERATION).
upon Radio Frequency (RF) communication, hard
8Q - 2 VEHICLE THEFT SECURITY TJ
VEHICLE THEFT SECURITY (Continued)
Pre-programmed Sentry Key transponders are pro- detected. The SKIS can be diagnosed, and any stored
vided with the vehicle from the factory. Each Sentry DTC’s can be retrieved using a DRBIIIt scan tool.
Key Immobilizer Module (SKIM) will recognize a Refer to the appropriate diagnostic information.
maximum of eight Sentry Keys. If the customer
would like additional keys other than those provided DIAGNOSIS AND TESTING - SENTRY KEY
with the vehicle, they may be purchased from any IMMOBILIZER SYSTEM
authorized dealer. These additional keys must be pro-
grammed to the SKIM in the vehicle in order for the WARNING: ON VEHICLES EQUIPPED WITH AIR-
system to recognize them as valid keys. This can be BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
done by the dealer using a DRBIIIt scan tool or, if ATTEMPTING ANY STEERING WHEEL, STEERING
Customer Learn programming is an available SKIS COLUMN, OR INSTRUMENT PANEL COMPONENT
feature in the market where the vehicle was pur- DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
chased, the customer can program the additional LATE THE BATTERY NEGATIVE (GROUND) CABLE,
keys, as long as at least two valid Sentry Keys are THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
already available. (Refer to 8 - ELECTRICAL/VEHI- TEM CAPACITOR TO DISCHARGE BEFORE PER-
CLE THEFT SECURITY - STANDARD PROCE- FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
DURE - SENTRY KEY TRANSPONDER IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
PROGRAMMING). SYSTEM. FAILURE TO TAKE THE PROPER PRE-
The SKIS performs a self-test each time the igni- CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
tion switch is turned to the On position, and will BAG DEPLOYMENT AND POSSIBLE PERSONAL
store fault information in the form of Diagnostic INJURY.
Trouble Codes (DTC’s) if a system malfunction is
SKIS INDICATOR FAILS TO 1. Indicator faulty. 1. Test and replace the faulty instrument cluster
LIGHT DURING BULB TEST or bulb as required.
2. Fuse faulty. 2. Test and replace the SKIM fused B(+) and
fused ignition switch output (run-start) fuses in the
fuse block as required.
3. Ground circuit faulty. 3. Test and repair the SKIM ground circuit as
required.
4. Fused B(+) circuit faulty. 4. Test and repair the SKIM fused B(+) circuit as
required.
5. Fised ignition switch 5. Terst and repair the SKIM fused ignition switch
output circuit faulty. output (run-start) circuit as required.
SKIS INDICATOR FLASHES 1. Invalid key in ignition 1. Replace the key with a known valid key.
WHEN IGNITION SWITCH IS switch lock cylinder.
TURNED TO THE 9ON9
POSITION 2. Key-related fault. 2. Use a DRBIIIT scan tool to diagnose the
key-related fault. Refer to the appropriate
diagnostic information.
SKIS INDICATOR LIGHTS 1. SKIS system malfunction/ 1. Use a DRBIIIT scan tool to diagnose the SKIS.
SOLID FOLLOWING BULB fault detected. Refer to the appropriate diagnostic information.
TEST
TJ VEHICLE THEFT SECURITY 8Q - 3
VEHICLE THEFT SECURITY (Continued)
SKIS INDICATOR FAILS TO LIGHT DURING BULB TEST (6) Reconnect the battery negative cable. Check for
If the Sentry Key Immobilizer System (SKIS) indi- battery voltage at the fused B(+) circuit cavity of the
cator in the instrument cluster fails to illuminate for instrument panel wire harness connector for the
about three seconds after the ignition switch is SKIM. If OK, go to Step 7. If not OK, repair the open
turned to the On position (bulb test), perform the fused B(+) circuit between the SKIM and the fuse
instrument cluster actuator test. (Refer to 8 - ELEC- block as required.
TRICAL/INSTRUMENT CLUSTER - DIAGNOSIS (7) Turn the ignition switch to the On position.
AND TESTING - ACTUATOR TEST). If the SKIS Check for battery voltage at the fused ignition switch
indicator still fails to light during the bulb test, a output (run-start) circuit cavity of the instrument
wiring problem resulting in the loss of battery cur- panel wire harness connector for the SKIM. If OK,
rent or ground to the Sentry Key Immobilizer Module use a DRBIIIt scan tool to complete the diagnosis of
(SKIM) should be suspected, and the following proce- the SKIS. Refer to the appropriate diagnostic infor-
dure should be used for diagnosis. Refer to the appro- mation. If not OK, repair the open fused ignition
priate wiring information. The wiring information switch output (run-start) circuit between the SKIM
includes wiring diagrams, proper wire and connector and the fuse block as required.
repair procedures, details of wire harness routing
and retention, connector pin-out information and SKIS INDICATOR FLASHES OR LIGHTS SOLID FOLLOWING
BULB TEST
location views for the various wire harness connec-
tors, splices and grounds. A SKIS indicator that flashes following a successful
bulb test indicates that an invalid key has been
NOTE: The following tests may not prove conclu- detected, or that a key-related fault has been set. A
sive in the diagnosis of this system. The most reli- SKIS indicator that lights solid following a successful
able, efficient, and accurate means to diagnose the bulb test indicates that the SKIM has detected a sys-
Sentry Key Immobilizer System requires the use of tem malfunction or that the SKIS is inoperative. In
a DRBIIIT scan tool. Refer to the appropriate diag- either case, fault information will be stored in the
nostic information. SKIM memory. For retrieval of this fault information
and further diagnosis of the SKIS, the PCI data bus,
(1) Check the B(+) fuse (Fuse 1 - 20 ampere) in the the SKIM message outputs to the instrument cluster
fuse block. If OK, go to Step 2. If not OK, repair the that control the SKIS indicator and/or chime service,
shorted circuit or component as required and replace or the message inputs and outputs between the
the faulty fuse. SKIM and the Powertrain Control Module (PCM)
(2) Check for battery voltage at the B(+) fuse that control engine operation, a DRBIIIt scan tool is
(Fuse 1 - 20 ampere) in the fuse block. If OK, go to required. Refer to the appropriate diagnostic infor-
Step 3. If not OK, repair the open B(+) circuit mation. Following are preliminary troubleshooting
between the fuse block and the battery as required. guidelines to be followed during diagnosis using a
(3) Check the ignition switch output (run-start) DRBIIIt scan tool:
fuse (Fuse 12 - 10 ampere) in the fuse block. If OK, (1) Using the DRBIIIt scan tool, read and record
go to Step 4. If not OK, repair the shorted circuit or the faults as they exist in the SKIM when you first
component as required and replace the faulty fuse. begin your diagnosis of the vehicle. It is important to
(4) Turn the ignition switch to the On position. document these faults because the SKIM does not
Check for battery voltage at the fused ignition switch differentiate between historical faults (those that
output (run-start) fuse (Fuse 12 - 10 ampere) in the have occurred in the past) and active faults (those
fuse block. If OK, go to Step 5. If not OK, repair the that are currently present). If this problem turns out
open fused ignition switch output (run-start) circuit to be an intermittent condition, this information may
between the fuse block and the ignition switch as become invaluable to your diagnosis.
required. (2) Using the DRBIIIt scan tool, erase all of the
(5) Disconnect and isolate the battery negative faults from the SKIM.
cable. Disconnect the instrument panel wire harness (3) Cycle the ignition switch to the Off position,
connector for the Sentry Key Immobilizer Module then back to the On position.
(SKIM) from the SKIM connector receptacle. Check (4) Using the DRBIIIt scan tool, read any faults
for continuity between each of the two ground circuit that are now present in the SKIM. These are the
cavities of the instrument panel wire harness connec- active faults.
tor for the SKIM and a good ground. There should be (5) Using this active fault information, refer to the
continuity. If OK, go to Step 6. If not OK, repair the proper procedure in the appropriate diagnostic infor-
open ground circuit(s) to ground (G105 and G302) as mation for the additional specific diagnostic steps.
required.
8Q - 4 VEHICLE THEFT SECURITY TJ
VEHICLE THEFT SECURITY (Continued)
STANDARD PROCEDURE the original SKIM. The PIN code must be used to
enter the Secured Access Mode in the SKIM. This
STANDARD PROCEDURE - SKIS PIN number may be obtained from the vehicle owner,
from the original vehicle invoice, or from the
INITIALIZATION DaimlerChrysler Customer Center. Refer to the
The Sentry Key Immobilizer System (SKIS) must appropriate diagnostic information for the proper
be initialized following a Sentry Key Immobilizer Secured Access method programming procedures.
Module (SKIM) replacement. SKIS initialization
requires the use of a DRBIIIt scan tool. Initialization CUSTOMER LEARN METHOD
will also require that you have access to the unique The Customer Learn feature is only available on
four-digit PIN code that was assigned to the original domestic vehicles, or those vehicles which have a
SKIM. The PIN code must be used to enter the U.S. country code designator. This programming
Secured Access Mode in the SKIM. This PIN number method also requires access to at least two valid Sen-
may be obtained from the vehicle owner, from the try Keys. If two valid Sentry Keys are not available,
original vehicle invoice, or from the DaimlerChrysler or if the vehicle does not have a U.S. country code
Customer Center. (Refer to 8 - ELECTRICAL/ELEC- designator, the Secured Access Method must be used
TRONIC CONTROL MODULES - STANDARD PRO- to program new or additional valid keys to the SKIM.
CEDURE - PCM/SKIM PROGRAMMING). The Customer Learn programming method proce-
dures are as follows:
NOTE: If a Powertrain Control Module (PCM) is
(1) Obtain the blank Sentry Key(s) that are to be
replaced on a vehicle equipped with the Sentry Key
programmed as valid keys for the vehicle. Cut the
Immobilizer System (SKIS), the unique Secret Key
blank key(s) to match the ignition switch lock cylin-
data must be transferred from the Sentry Key
der mechanical key codes.
Immobilizer Module (SKIM) to the new PCM using
(2) Insert one of the two valid Sentry Keys into the
the PCM replacement procedure. This procedure
ignition switch and turn the ignition switch to the
also requires the use of a DRBIIIT scan tool and the
On position.
unique four-digit PIN code to enter the Secured
(3) After the ignition switch has been in the On
Access Mode in the SKIM. Refer to the appropriate
position for longer than three seconds, but no more
diagnostic information for the proper PCM replace-
than fifteen seconds, cycle the ignition switch back to
ment procedures.
the Off position. Replace the first valid Sentry Key in
the ignition switch lock cylinder with the second
STANDARD PROCEDURE - SENTRY KEY valid Sentry Key and turn the ignition switch back to
the On position. The second valid Sentry Key must
TRANSPONDER PROGRAMMING be inserted in the lock cylinder within fifteen seconds
All Sentry Keys included with the vehicle are pre- of removing the first valid key.
programmed to work with the Sentry Key Immobi- (4) About ten seconds after the completion of Step
lizer System (SKIS) when it is shipped from the 3, the SKIS indicator in the instrument cluster will
factory. The Sentry Key Immobilizer Module (SKIM) start to flash and a single audible chime will sound
can be programmed to recognize up to a total of eight to indicate that the system has entered the Customer
Sentry Keys. When programming a blank Sentry Key Learn programming mode.
transponder, the key must first be cut to match the (5) Within sixty seconds of entering the Customer
ignition switch lock cylinder in the vehicle for which Learn programming mode, turn the ignition switch to
it will be used. Once the additional or new key has the Off position, replace the valid Sentry Key with a
been cut, the SKIM must be programmed to recog- blank Sentry Key transponder, and turn the ignition
nize it as a valid key. There are two possible methods switch back to the On position.
to program the SKIM to recognize a new or addi- (6) About ten seconds after the completion of Step
tional valid key, the Secured Access Method and the 5, a single audible chime will sound and the SKIS
Customer Learn Method. Following are the details of indicator will stop flashing, stay on solid for three
these two programming methods. seconds, then turn off to indicate that the blank Sen-
try Key has been successfully programmed. The
SECURED ACCESS METHOD
SKIS will immediately exit the Customer Learn pro-
The Secured Access method applies to all vehicles.
gramming mode and the vehicle may now be started
This method requires the use of a DRBIIIt scan tool. using the newly programmed valid Sentry Key.
This method will also require that you have access to
the unique four-digit PIN code that was assigned to
TJ VEHICLE THEFT SECURITY 8Q - 5
VEHICLE THEFT SECURITY (Continued)
Each of these steps must be repeated and com- instrument cluster electronic circuit board based
pleted in their entirety for each additional Sentry upon electronic messages received by the cluster from
Key that is to be programmed. If the above steps are the Sentry Key Immobilizer Module (SKIM) over the
not completed in the given sequence, or within the Programmable Communications Interface (PCI) data
allotted time, the SKIS will exit the Customer Learn bus. The SKIS indicator Light Emitting Diode (LED)
programming mode and the programming will be receives battery current on the instrument cluster
unsuccessful. The SKIS will also automatically exit electronic circuit board through the fused ignition
the Customer Learn programming mode if it sees a switch output (run-start) circuit whenever the igni-
non-blank Sentry Key transponder when it should tion switch is in the On or Start positions; therefore,
see a blank, if it has already programmed eight (8) the indicator will always be off when the ignition
valid Sentry Keys, or if the ignition switch is turned switch is in any position except On or Start. The
to the Off position for more than about fifty seconds. LED only illuminates when it is switched to ground
by the instrument cluster transistor. The instrument
NOTE: If an attempt is made to start the vehicle cluster will turn on the SKIS indicator for the follow-
while in the Customer Learn mode (SKIS indicator ing reasons:
flashing), the SKIS will respond as though the vehi- • Bulb Test - Each time the ignition switch is
cle were being started with an invalid key. In other turned to the On position, the SKIM tells the cluster
words, the engine will stall after about two seconds to illuminate the SKIS indicator for about three sec-
of operation. No faults will be set. onds as a bulb test.
• SKIM Lamp-On Message - Each time the clus-
ter receives a lamp-on message from the SKIM, the
NOTE: Once a Sentry Key has been programmed as
SKIS indicator will be illuminated. The indicator can
a valid key to a vehicle, it cannot be programmed
be flashed on and off, or illuminated solid, as dic-
as a valid key for use on any other vehicle.
tated by the SKIM message. For more information on
the SKIS and the SKIS indicator control parameters,
(Refer to 8 - ELECTRICAL/VEHICLE THEFT SECU-
SKIS INDICATOR RITY - OPERATION). The indicator remains illumi-
nated until the cluster receives a lamp-off message
DESCRIPTION from the SKIM or until the ignition switch is turned
A Sentry Key Immobilizer System (SKIS) indicator to the Off position, whichever occurs first.
is standard equipment on all instrument clusters, but • Actuator Test - Each time the cluster is put
is only operational on vehicles equipped with the through the actuator test, the SKIS indicator will be
optional SKIS. The SKIS indicator is located near the turned on, then off again in a prescribed sequence to
upper edge of the instrument cluster overlay, in the confirm the functionality of the LED and the cluster
upper left quadrant of the cluster. The SKIS indica- control circuitry.
tor consists of a stencil-like cutout of a graphical rep- The SKIM performs a self-test each time the igni-
resentation or icon of a key that is circled and tion switch is turned to the On position to decide
crossed-out in the opaque layer of the instrument whether the system is in good operating condition.
cluster overlay. The dark outer layer of the overlay The SKIM then sends the proper SKIS lamp-on or
prevents the indicator from being clearly visible lamp-off messages to the instrument cluster. For fur-
when it is not illuminated. An amber lens behind the ther diagnosis of the SKIS indicator or the instru-
cutout in the opaque layer of the overlay causes the ment cluster circuitry that controls the indicator,
indicator to appear in amber through the translucent (Refer to 8 - ELECTRICAL/INSTRUMENT CLUS-
outer layer of the overlay when it is illuminated from TER - DIAGNOSIS AND TESTING). If the instru-
behind by a Light Emitting Diode (LED) soldered ment cluster turns on the SKIS indicator after the
onto the instrument cluster electronic circuit board. bulb test, either solid or flashing, it indicates that a
The SKIS indicator is serviced as a unit with the SKIS malfunction has occurred or that the SKIS is
instrument cluster. inoperative. For proper diagnosis of the SKIS, the
PCI data bus, or the message inputs to the instru-
OPERATION ment cluster that control the SKIS indicator, a
The Sentry Key Immobilizer System (SKIS) indica- DRBIIIt scan tool is required. Refer to the appropri-
tor gives an indication to the vehicle operator of the ate diagnostic information.
status of the SKIS. This indicator is controlled by the
8Q - 6 VEHICLE THEFT SECURITY TJ
WIPERS/WASHERS
TABLE OF CONTENTS
page page
FRONT WIPERS/WASHERS
TABLE OF CONTENTS
page page
• Front Washer Nozzle - The single fluidic front below and forward of the optional rear washer pump/
washer nozzle is secured by an integral latch feature motor unit mounting hole.
to a dedicated opening near the rear of the hood • Front Washer Plumbing - The plumbing for
panel. The washer plumbing fitting for the washer the front washer system consists of rubber hoses and
nozzle is concealed beneath the hood panel. molded plastic fittings. The plumbing is routed along
• Front Washer Pump/Motor - The front washer the left side of the engine compartment from the
pump/motor unit is located in a dedicated hole on the washer reservoir, and up the cowl panel to the hood
lower inboard side of the washer reservoir, on the top panel rear reinforcement. Then along the hood panel
of the left front wheel house in the engine compart- rear reinforcement to the front washer nozzle fitting.
ment. The front washer pump/motor unit is located • Front Wiper Arm - The two front wiper arms
are secured with integral latches to the serrated ends
TJ FRONT WIPERS/WASHERS 8R - 3
FRONT WIPERS/WASHERS (Continued)
of the two wiper pivot shafts, which extend through • Continuous Wipe Modes - The control stalk of
the cowl plenum cover/grille panel located near the the right multi-function switch has two continuous
base of the windshield. wipe positions, Low and High. When selected, these
• Front Wiper Blade - The two front wiper switch positions will cause the two-speed wiper motor
blades are secured to the two front wiper arms with to operate in a continuous low or high speed cycle.
integral latches, and are parked on the glass near • Intermittent Wipe Mode - The control stalk of
the bottom of the windshield when the front wiper the right multi-function switch has an intermittent
system is not in operation. wipe position, and the control knob has several minor
• Front Wiper Module - The front wiper pivot detent positions which will each cause the wiper sys-
shafts are the only visible components of the front tem to operate at different delay intervals between
wiper module. The remainder of the module is con- complete wipe cycles. The internal circuitry of the
cealed within the cowl plenum area beneath the cowl right multi-function switch provides the intermittent
plenum cover/grille panel. The front wiper module wipe mode and adjustable delay intervals between
includes the wiper module bracket, three rubber-iso- wipe cycles of about one second to about fifteen sec-
lated wiper module mounts, the front wiper motor, onds.
the front wiper motor crank arm, the front wiper • Mist Wipe Mode - The control stalk of the right
drive link, the front wiper connector link, and the multi-function switch has a momentary mist wipe
two front wiper pivots. position that will operate the front wipers for a sin-
• Right Multi-Function Switch - The right gle complete cycle, then park the wiper blades near
multi-function switch is located near the top of the the base of the windshield.
steering column, just below the steering wheel. The • Washer Mode - When the control stalk of right
right multi-function switch includes a control stalk multi-function switch is pulled toward the steering
with a control knob on the end that extends through wheel to the momentary Wash position while the
a dedicated opening on the right side of the steering front wiper system is operating, washer fluid will be
column shrouds. The right multi-function switch is dispensed onto the windshield glass through the
dedicated to providing all of the driver controls for washer nozzles for as long as the front washer pump
the front wiper and washer systems. is energized.
• Washer Reservoir - The molded plastic washer • Wipe-After-Wash Mode - When the control
reservoir is secured by two screws through integral stalk of right multi-function switch is pulled toward
mounting tabs to the top of the left front fender the steering wheel to the momentary Wash position
wheel house, in the left front corner of the engine while the front wiper system is not operating, the
compartment. The washer reservoir filler neck is internal circuitry of the right multi-function switch
accessed from the left front corner of the engine com- provides a wipe-after-wash feature which will operate
partment. the front washer pump/motor and the front wipers
Hard wired circuitry connects the front wiper and for as long as the washer system is activated, then
washer system components to the electrical system of provide one or two additional wipe cycles after the
the vehicle. These hard wired circuits are integral to washer system is deactivated before parking the
several wire harnesses, which are routed throughout front wiper blades near the base of the windshield.
the vehicle and retained by many different methods.
These circuits may be connected to each other, to the OPERATION
vehicle electrical system and to the front wiper and The front wiper and washer system is designed to
washer system components through the use of a com- provide the vehicle operator with a convenient, safe,
bination of soldered splices, splice block connectors, and reliable means of maintaining visibility through
and many different types of wire harness terminal the windshield glass. The various components of this
connectors and insulators. Refer to the appropriate system are designed to convert electrical energy pro-
wiring information. The wiring information includes duced by the vehicle electrical system into the
wiring diagrams, proper wire and connector repair mechanical action of the wiper blades to wipe the
procedures, further details on wire harness routing outside surface of the glass, as well as into the
and retention, as well as pin-out and location views hydraulic action of the washer system to apply
for the various wire harness connectors, splices and washer fluid stored in an on-board reservoir to the
grounds. area of the glass to be wiped. When combined, these
components provide the means to effectively main-
OPERATING MODES tain clear visibility for the vehicle operator by remov-
The components of the wiper and washer system ing excess accumulations of rain, snow, bugs, mud, or
are designed to work in concert to provide the follow- other minor debris from the outside windshield glass
ing operating modes: surface that might be encountered while driving the
8R - 4 FRONT WIPERS/WASHERS TJ
FRONT WIPERS/WASHERS (Continued)
vehicle under numerous types of inclement operating OPERATING MODES
conditions. Following are paragraphs that briefly describe the
The vehicle operator initiates all front wiper and operation of each of the front wiper and washer sys-
washer system functions with the control stalk and tem operating modes.
control knob of the right multi-function switch that
extends from the right side of the steering column, CONTINUOUS WIPE MODE
just below the steering wheel. Moving the control When the Low position of the right multi-function
stalk upward selects the front wiper system operat- switch control stalk is selected, the Low mode cir-
ing mode. The front wiper system allows the vehicle cuitry within the switch directs battery current to
operator to select from two continuous wiper speeds, the low speed brush of the front wiper motor, which
High or Low, or the intermittent wipe Delay mode. causes the front wipers to cycle at a low speed. When
Pulling the control stalk downwards and releasing it the High position of the control stalk is selected, the
selects the front wiper system Mist mode, which High mode circuitry within the switch directs battery
operates the front wipers for one complete wipe cycle current to the high speed brush of the front wiper
after the control stalk is released. Rotating the con- motor, which causes the front wipers to cycle at a
trol knob on the end of the control stalk allows the high speed.
vehicle operator to select the intermittent wipe Delay When the Off position of the right multi-function
interval. Pulling the control stalk towards the steer- switch control stalk is selected, one of two events is
ing wheel activates the front washer pump/motor, possible. The event that occurs depends upon the
which dispenses washer fluid onto the windshield position of the wiper blades on the windshield at the
glass through the front washer nozzle. moment that the control stalk Off position is
When the ignition switch is in the Accessory or On selected. If the wiper blades are in the down position
positions, battery current from a fuse in the Power on the windshield when the Off position is selected,
Distribution Center (PDC) is provided to the front the park switch that is integral to the front wiper
wiper and washer system fuse in the fuse block. This motor is closed to ground and the wiper motor ceases
fuse provides battery current through separate fused to operate.
ignition switch output (run-acc) circuits to the right If the wiper blades are not in the down position on
multi-function switch, and to the front wiper motor. the windshield at the moment the Off position is
Within the right multi-function switch, this battery selected, the park switch is closed to battery current
current is fed to one side of the control coil in the through the fused ignition switch output (run-acc)
wiper motor relay, and to the electronic intermittent circuit of the front wiper motor. The park switch
wipe logic circuit, which are both integral to the sense circuit directs this battery current to the low
switch. speed brush of the wiper motor through the normally
The intermittent wipe and wipe-after-wash fea- closed circuit of the wiper motor relay and the Off
tures of the front wiper and washer system are both mode circuitry of the wiper switch. This causes the
provided by the electronic intermittent wipe logic cir- wiper motor to continue running until the wiper
cuit within the right multi-function switch. In order blades are in the down position on the windshield
to provide the intermittent wipe feature, the logic cir- and the park switch is again closed to ground.
cuit monitors the wiper switch state, the intermittent
delay resistance setting, and the wiper motor park INTERMITTENT WIPE MODE
switch state. In order to provide the wipe-after-wash When the control stalk of the right multi-function
feature, the logic circuit monitors both the front switch is moved to the Delay position, the Delay
washer switch state and the wiper motor park switch mode circuitry within the switch directs battery cur-
state. rent to a request input of the integral logic circuit.
The hard wired circuits and components of the The Delay mode circuitry also directs battery current
front wiper and washer system may be diagnosed through an internal variable resistor to the intermit-
and tested using conventional diagnostic tools and tent wipe delay sense input of the logic circuit, which
procedures. However, conventional diagnostic meth- indicates the delay interval that has been selected by
ods are not possible in the diagnosis of the intermit- the vehicle operator using the control knob on the
tent wipe mode circuitry and logic within the right end of the right multi-function switch control stalk.
multi-function switch. If the front wiper and washer The logic circuit responds to the Delay mode
system operates satisfactorily in all modes except the request inputs by calculating the correct delay inter-
Delay mode, the faulty right multi-function switch val. The logic circuit then energizes the wiper motor
must be replaced. Refer to the appropriate diagnostic relay by pulling the relay control coil to ground. The
information. energized wiper motor relay directs battery current
from the normally open relay terminal through the
TJ FRONT WIPERS/WASHERS 8R - 5
FRONT WIPERS/WASHERS (Continued)
common feed relay terminal and the Delay mode motor operates, but the wipers do not move on the
wiper switch circuitry to the low speed brush of the windshield, replace the faulty front wiper module. If
wiper motor. The logic circuit monitors the front the wipers operate, but chatter, lift, or do not clear
wiper motor operation through the wiper park switch the glass, clean and inspect the front wiper system
sense circuit, which allows the logic circuit to deter- components as required. (Refer to 8 - ELECTRICAL/
mine the proper timing to begin the next wiper blade FRONT WIPERS/WASHERS - CLEANING) and
sweep. (Refer to 8 - ELECTRICAL/FRONT WIPERS/WASH-
ERS - INSPECTION). Refer to the appropriate wir-
MIST MODE ing information. The wiring information includes
When the control stalk of the right multi-function wiring diagrams, proper wire and connector repair
switch is moved to the momentary Mist position, the procedures, details of wire harness routing and
Mist mode circuitry within the switch directs battery retention, connector pin-out information and location
current to the low speed brush of the front wiper views for the various wire harness connectors, splices
motor, which causes the front wipers to cycle at low and grounds.
speed for as long as the switch is held in the Mist
position. When the control stalk is released, the WARNING: TO AVOID PERSONAL INJURY OR
wiper motor completes the current wipe cycle then DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
parks the wiper blades near the base of the wind- DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
shield. TEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU-
WASH MODE MENT PANEL COMPONENT DIAGNOSIS OR SER-
When the momentary Wash position of the right VICE. DISCONNECT AND ISOLATE THE BATTERY
multi-function switch control stalk is selected while NEGATIVE (GROUND) CABLE, THEN WAIT TWO
the front wiper system is operating, the Wash mode MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
circuitry within the switch directs battery current to CHARGE BEFORE PERFORMING FURTHER DIAG-
the front washer pump/motor for as long as the Wash NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
mode circuitry within the switch remains closed. TO DISABLE THE SUPPLEMENTAL RESTRAINT
When the control stalk is released the Wash mode SYSTEM. FAILURE TO TAKE THE PROPER PRE-
circuitry within the switch opens and the front CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
washer pump/motor ceases operation. BAG DEPLOYMENT.
WIPE-AFTER-WASH MODE (1) Check the front wiper and washer system fuse
When the washer switch is closed with the front (Fuse 14 - 25 ampere) in the fuse block. If OK, go to
wiper system turned Off, the intermittent wipe logic Step 2. If not OK, repair the shorted circuit or com-
circuit operates the front wiper motor through the ponent as required and replace the faulty fuse.
wiper motor relay in the same manner as it does to (2) Turn the ignition switch to the On position.
provide the Delay mode operation, but uses the Off Check for battery voltage at the front wiper and
mode circuitry of the wiper switch to feed battery washer system fuse (Fuse 14 - 25 ampere) in the fuse
current to the low speed brush of the front wiper block. If OK, go to Step 3. If not OK, repair the open
motor. When the Wash mode circuitry state changes fused ignition switch output (run-acc) circuit between
to open, the intermittent wipe logic circuit de-ener- the fuse block and the ignition switch as required.
gizes the front washer pump/motor unit, but allows (3) Disconnect and isolate the battery negative
the wiper motor to operate for several additional cable. Disconnect the body wire harness connector for
wipe cycles before it de-energizes the wiper motor the right multi-function switch from the switch con-
and parks the wiper blades near the base of the nector receptacle. Check for continuity between the
windshield. The intermittent wipe logic circuit moni- ground circuit cavity of the body wire harness con-
tors the front wiper motor through the wiper park nector for the right multi-function switch and a good
switch sense circuit, which allows the logic circuit to ground. There should be continuity. If OK, go to Step
count the number of wiper blade sweeps. 4. If not OK, repair the open ground circuit to ground
(G300) as required.
DIAGNOSIS AND TESTING - FRONT WIPER & (4) Reconnect the battery negative cable. Turn the
ignition switch to the On position. Check for battery
WASHER SYSTEM voltage at the fused ignition switch output (run-acc)
circuit cavity of the body wire harness connector for
WIPER SYSTEM
the right multi-function switch. If OK, go to Step 5.
The diagnosis found here addresses an electrically
If not OK, repair the open fused ignition switch out-
inoperative front wiper system. If the front wiper
8R - 6 FRONT WIPERS/WASHERS TJ
FRONT WIPERS/WASHERS (Continued)
put (run-acc) circuit between the right multi-function level in the reservoir. Also clean and inspect the front
switch and the fuse block as required. washer system components as required. (Refer to 8 -
(5) Turn the ignition switch to the Off position. ELECTRICAL/FRONT WIPERS/WASHERS -
Disconnect and isolate the battery negative cable. CLEANING) and (Refer to 8 - ELECTRICAL/FRONT
Remove the right multi-function switch from the WIPERS/WASHERS - INSPECTION). Refer to the
steering column and check the switch continuity. appropriate wiring information. The wiring informa-
(Refer to 8 - ELECTRICAL/FRONT WIPERS/WASH- tion includes wiring diagrams, proper wire and con-
ERS/RIGHT MULTI-FUNCTION SWITCH - DIAG- nector repair procedures, details of wire harness
NOSIS AND TESTING). If OK, go to Step 6. If not routing and retention, connector pin-out information
OK, replace the faulty switch. and location views for the various wire harness con-
(6) Disconnect the body wire harness connector for nectors, splices and grounds.
the front wiper motor from the wiper motor pigtail
wire connector. Check for continuity between the WARNING: TO AVOID PERSONAL INJURY OR
ground circuit cavity in the body wire harness con- DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
nector for the front wiper motor and a good ground. DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
There should be continuity. If OK, go to Step 7. If not TEM BEFORE ATTEMPTING ANY STEERING
OK, repair the open ground circuit to ground (G300) WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU-
as required. MENT PANEL COMPONENT DIAGNOSIS OR SER-
(7) Reconnect the battery negative cable. Turn the VICE. DISCONNECT AND ISOLATE THE BATTERY
ignition switch to the On position. Check for battery NEGATIVE (GROUND) CABLE, THEN WAIT TWO
voltage at the fused ignition switch output (run-acc) MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
circuit cavity of the body wire harness connector for CHARGE BEFORE PERFORMING FURTHER DIAG-
the front wiper motor. If OK, go to Step 8. If not OK, NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
repair the open fused ignition switch output (run-acc) TO DISABLE THE SUPPLEMENTAL RESTRAINT
circuit between the front wiper motor and the fuse SYSTEM. FAILURE TO TAKE THE PROPER PRE-
block as required. CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
(8) Turn the ignition switch to the Off position. BAG DEPLOYMENT.
Disconnect and isolate the battery negative cable.
The body wire harness connector for the right multi- (1) Turn the ignition switch to the On position.
function switch is still disconnected. Check each of Move the right multi-function switch control stalk to
the following circuits at the proper cavity of the body the Low or High continuous wipe position. Check
wire harness connector for the front wiper motor for whether the front wiper system operates. If OK, go to
continuity to ground. In each case, there should be Step 2. If not OK, repair the front wiper system as
no continuity. If OK, go to Step 9. If not OK, repair required before you proceed with front washer sys-
the shorted circuit between the front wiper motor tem diagnosis. Refer to WIPER SYSTEM.
and the right multi-function switch as required. (2) Turn the ignition switch to the Off position.
• Wiper park switch sense Disconnect and isolate the battery negative cable.
• Wiper switch low speed output Disconnect the headlamp and dash wire harness con-
• Wiper switch high speed output nector for the front washer pump/motor from the
(9) Check the continuity of each of the following washer pump/motor connector receptacle. Check for
circuits between the proper cavities of the body wire continuity between the ground circuit cavity of the
harness connectors for the front wiper motor and the headlamp and dash wire harness connector for the
right multi-function switch. In each case, there front washer pump/motor and a good ground. There
should be continuity. If OK, replace the faulty front should be continuity. If OK, go to Step 3. If not OK,
wiper module. If not OK, repair the open circuit repair the open ground circuit to ground (G102) as
between the front wiper motor and the right multi- required.
function switch as required. (3) Reconnect the battery negative cable. Turn the
• Wiper park switch sense ignition switch to the On position. While pulling the
• Wiper switch low speed output right multi-function switch control stalk toward the
• Wiper switch high speed output steering wheel to close the washer switch, check for
battery voltage at the washer pump control switch
WASHER SYSTEM output circuit cavity of the headlamp and dash wire
The diagnosis found here addresses an electrically harness connector for the front washer pump/motor.
inoperative front washer system. If the front washer If OK, replace the faulty front washer pump/motor. If
pump/motor operates, but no washer fluid is emitted not OK, go to Step 4.
from the washer nozzle, be certain to check the fluid (4) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
TJ FRONT WIPERS/WASHERS 8R - 7
FRONT WIPERS/WASHERS (Continued)
Disconnect the body wire harness connector for the restricted washer nozzles should be carefully back-
right multi-function switch from the switch connector flushed using compressed air. If the washer nozzle
receptacle. Check for continuity between the washer obstruction cannot be cleared, replace the washer
pump control switch output circuit cavity of the nozzle.
headlamp and dash wire harness connector for the
front washer pump/motor and a good ground. There CAUTION: Never introduce petroleum-based clean-
should be no continuity. If OK, go to Step 5 If not ers, solvents, or contaminants into the washer sys-
OK, repair the shorted washer pump control switch tem. These products can rapidly deteriorate the
output circuit between the front washer pump/motor rubber seals and hoses of the washer system, as
and the right multi-function switch as required. well as the rubber squeegees of the wiper blades.
(5) Check for continuity between the washer pump
control switch output circuit cavities of the headlamp
CAUTION: Never use compressed air to flush the
and dash wire harness connector for the front washer
washer system plumbing. Compressed air pres-
pump/motor and the body wire harness connector for
sures are too great for the washer system plumbing
the right multi-function switch. There should be con-
components and will result in further system dam-
tinuity. If OK, replace the faulty right multi-function
age. Never use sharp instruments to clear a
switch. If not OK, repair the open washer pump con-
plugged washer nozzle or damage to the nozzle ori-
trol switch output circuit between the front washer
fice and improper nozzle spray patterns will result.
pump/motor and the right multi-function switch as
required.
INSPECTION - FRONT WIPER & WASHER
CLEANING - FRONT WIPER & WASHER
SYSTEM
SYSTEM
WIPER SYSTEM
WIPER SYSTEM The front wiper blades and wiper arms should be
The squeegees of wiper blades exposed to the ele- inspected periodically, not just when wiper perfor-
ments for a long time tend to lose their wiping effec- mance problems are experienced. This inspection
tiveness. Periodic cleaning of the squeegees is should include the following points:
suggested to remove any deposits of salt or road film. (1) Inspect the wiper arms for any indications of
The wiper blades, arms, and windshield glass should damage, or contamination. If the wiper arms are con-
only be cleaned using a sponge or soft cloth and taminated with any foreign material, clean them as
windshield washer fluid, a mild detergent, or a non- required. (Refer to 8 - ELECTRICAL/FRONT WIP-
abrasive cleaner. If the wiper blades continue to ERS/WASHERS - CLEANING). If a wiper arm is
leave streaks, smears, hazing, or beading on the damaged or corrosion is evident, replace the wiper
glass after thorough cleaning of the squeegees and arm with a new unit. Do not attempt to repair a
the glass, the entire wiper blade assembly must be wiper arm that is damaged or corroded.
replaced. (2) Carefully lift the wiper blade off of the glass.
Note the action of the wiper arm hinge. The wiper
CAUTION: Protect the rubber squeegees of the
arm should pivot freely at the hinge, but with no lat-
wiper blades from any petroleum-based cleaners,
eral looseness evident. If there is any binding evident
solvents, or contaminants. These products can rap-
in the wiper arm hinge, or there is evident lateral
idly deteriorate the rubber squeegees.
play in the wiper arm hinge, replace the wiper arm.
OPERATION
The front check valve provides more than one func-
tion in this application. It prevents washer fluid from
draining out of the front washer supply hoses back to
the washer reservoir. This drain-back would result in
a lengthy delay from when the front washer switch is
actuated until washer fluid was dispensed through
the front washer nozzle, because the front washer
pump would have to refill the front washer plumbing
from the reservoir to the nozzle. Such a drain-back
condition could also result in water, dirt, or other
outside contaminants being siphoned into the washer
system through the washer nozzle orifice. This water
could subsequently freeze and plug the nozzle, while
other contaminants could interfere with proper noz-
zle operation and cause improper nozzle spray pat-
terns. In addition, the front check valve prevents Fig. 4 Front Check Valve
washer fluid from siphoning out through the front 1 - SPRING
washer nozzle after the front washer system is 2 - PISTON
turned Off. 3 - DIAPHRAGM
4 - TO WASHER NOZZLE
When the front washer pump pressurizes and 5 - FROM WASHER PUMP
pumps washer fluid from the reservoir through the
front washer plumbing, the fluid pressure unseats a
diaphragm from over a sump well within the valve
by overriding the spring pressure applied to it by a
piston (Fig. 4). With the diaphragm unseated, washer
fluid is allowed to flow toward the front washer noz-
zle. When the front washer pump stops operating,
the spring pressure on the piston seats the dia-
phragm over the sump well in the valve and fluid
flow in either direction within the front washer
plumbing is prevented. The front check valve cannot
be adjusted or repaired and, if faulty or damaged, it
must be replaced.
REMOVAL
(1) Unlatch, open and support the hood.
(2) Locate the front check valve in the washer sup-
ply hose for the front washer nozzle. The check valve Fig. 5 Front Check Valve Remove/Install
is installed in the washer supply hose about 5 centi- 1 - HOOD REAR REINFORCEMENT
meters (2 inches) from the front washer nozzle nipple 2 - FRONT WASHER NOZZLE
3 - WASHER HOSE
near the rear hood panel reinforcement (Fig. 5). 4 - FRONT CHECK VALVE
(3) Disconnect the washer supply hose for the
front washer nozzle from the barbed outlet nipple on supply hose for the reservoir or secure the loose end
the front washer system check valve. A small quan- of this hose at a point higher than the washer reser-
tity of washer fluid may drain from the disconnected voir to prevent the contents of the washer reservoir
hose. from draining through this hose.
(4) Disconnect the washer supply hose for the res- (5) Remove the front check valve from the engine
ervoir from the barbed inlet nipple of the front check compartment.
valve. Either install a temporary plug in the washer
8R - 10 FRONT WIPERS/WASHERS TJ
FRONT CHECK VALVE (Continued)
INSTALLATION
(1) Position the front check valve in the engine
compartment.
(2) With the directional arrow on the check valve
pointed in the direction of the system flow, reconnect
the washer supply hose from the reservoir to the
barbed inlet nipple of the front check valve (Fig. 6).
REMOVAL
(1) Unlatch, open and support the hood. FRONT WASHER PUMP
(2) From the underside of the rear of the hood MOTOR
panel near the center, disconnect the washer supply
hose from the barbed nipple of the front washer noz- DESCRIPTION
zle (Fig. 9).
The front washer pump/motor unit is located on
(3) From the underside of the rear of the hood
the inboard side near the front and the bottom of the
panel near the center, gently squeeze the latch fea-
washer reservoir (Fig. 10). The washer reservoir is
ture of the front washer nozzle and push the nozzle
located on the top of the left front fender wheel house
out through the mounting hole towards the outside of
in the engine compartment. A small permanently
the hood panel.
lubricated and sealed electric motor is coupled to the
8R - 12 FRONT WIPERS/WASHERS TJ
FRONT WASHER PUMP MOTOR (Continued)
headlamp and dash wire harness. The motor is
grounded at all times through another take out of
the headlamp and dash wire harness with a single
eyelet terminal connector that is secured under a
ground screw to the radiator closure panel behind
the left headlamp in the engine compartment. The
motor receives battery current through the closed
contacts of the momentary front washer switch cir-
cuitry within the right multi-function switch only
when the switch control stalk is pulled towards the
steering wheel.
Washer fluid is gravity-fed from the washer reser-
voir to the inlet side of the washer pump. When the
pump motor is energized, the motor spins the rotor
within the rotor-type washer pump. The spinning
pump rotor pressurizes the washer fluid and forces it
through the pump outlet nipple, the front washer
plumbing, and the front washer nozzle onto the
windshield glass. The front washer pump/motor unit
Fig. 10 Washer Pump/Motor can be diagnosed using conventional diagnostic tools
1 - MOTOR and methods.
2 - CONNECTOR RECEPTACLE
3
4
-
-
OUTLET NIPPLE
INLET NIPPLE
REMOVAL
5 - PUMP (1) Disconnect and isolate the battery negative
cable.
rotor-type washer pump. A seal flange with a barbed (2) Disconnect the washer supply hose from the
inlet nipple on the pump housing passes through a barbed outlet nipple of the front washer pump/motor
rubber grommet seal installed in a dedicated mount- and allow the washer fluid from the washer reservoir
ing hole in the sump area near the bottom of the to drain into a clean container for reuse (Fig. 11).
washer reservoir. On vehicles with the optional rear
washer system, the front washer pump/motor unit is
always mounted in the forward-most, lowest pump
mounting hole of the reservoir. An integral filter
screen is located within the pump inlet nipple. When
the pump is installed in the reservoir a barbed outlet
nipple on the pump housing connects the unit to the
washer system through the front washer supply hose.
The washer pump/motor unit is retained on the
reservoir by the interference fit between the barbed
pump inlet nipple and the grommet seal, which is a
light press fit. An integral connector receptacle
between the motor housing and the pump housing
connects the unit to the vehicle electrical system. A
small capacitor internal to the connector receptacle
insulator is connected in parallel with the motor
leads to control ElectroMagnetic Interference (EMI) Fig. 11 Washer Pump/Motor Remove/Install
created by washer motor operation. The front washer
1 - REAR BODY WIRE HARNESS
pump/motor unit cannot be repaired. If faulty or 2 - WASHER RESERVOIR
damaged, the entire washer pump/motor unit must 3 - REAR WASHER PUMP/MOTOR
be replaced. 4 - HEADLAMP & DASH WIRE HARNESS
5 - FRONT WASHER SUPPLY HOSE
6 - FRONT WASHER PUMP/MOTOR
OPERATION 7 - REAR WASHER SUPPLY HOSE
The front washer pump/motor unit features a small
Direct Current (DC) electric motor. The motor is con- (3) Disconnect the headlamp and dash wire har-
nected to the vehicle electrical system through a sin- ness connector from the connector receptacle for the
gle take out and two-cavity connector of the front washer pump/motor.
TJ FRONT WIPERS/WASHERS 8R - 13
FRONT WASHER PUMP MOTOR (Continued)
(4) Using a trim stick or another suitable wide
flat-bladed tool, gently pry the barbed inlet nipple of
the front washer pump/motor out of the rubber grom-
met seal in the washer reservoir. Care must be taken
not to damage the washer reservoir.
(5) Remove the front washer pump/motor from the
washer reservoir.
(6) Remove the rubber grommet seal from the
front washer pump/motor mounting hole in the
washer reservoir and discard.
INSTALLATION
(1) Install a new rubber grommet seal into the
front washer pump/motor mounting hole of the
washer reservoir.
(2) Position the front washer pump/motor inlet
nipple to the mounting hole in the washer reservoir Fig. 12 Wiper Arm
(Fig. 11). 1 - LATCH
(3) Using hand pressure, firmly and evenly press 2 - WIPER ARM PIVOT END
on the front washer pump/motor to engage the inlet
nipple through the rubber grommet seal and into the hole in a small stamped steel strap on the hinge pin
washer reservoir. Care must be taken not to damage within the die cast pivot end, while the other end of
the washer reservoir. the spring is hooked through the small hole in the
(4) Reconnect the headlamp and dash wire harness steel strap. The entire wiper arm has a satin black
connector for the front washer pump/motor to the finish applied to all of its visible surfaces.
washer pump/motor connector receptacle. A wiper arm cannot be adjusted or repaired. If
(5) Reconnect the front washer supply hose to the damaged or faulty, the entire wiper arm unit must be
barbed outlet nipple of the front washer pump/motor. replaced.
(6) Refill the washer reservoir with the washer
fluid drained from the reservoir during the removal OPERATION
procedure. The front wiper arms are designed to mechanically
(7) Reconnect the battery negative cable. transmit the motion from the wiper pivots to the
wiper blades. The wiper arm must be properly
indexed to the wiper pivot in order to maintain the
FRONT WIPER ARM proper wiper blade travel on the glass. The serrated
socket formation in the wiper arm pivot end inter-
DESCRIPTION locks with the serrations on the outer circumference
The front wiper arms are the rigid members of the wiper pivot driver, providing positive engage-
located between the wiper pivots that protrude from ment and finite adjustment of this connection. The
the cowl plenum cover/grille panel near the base of latch plate on the underside of the wiper arm pivot
the windshield and the wiper blades on the wind- end locks the wiper arm to the wiper pivot driver
shield glass. The wiper arm has a die cast metal when in its installed position; and, when in its
pivot end (Fig. 12). On the underside of this pivot unlocked position, also serves as a blocker to hold the
end is a large internally serrated socket formation spring-loaded wiper arm off of the glass to facilitate
with a small, movable, stamped steel latch plate that removal and installation. The spring-loaded wiper
is secured loosely under a small strap that is staked arm hinge controls the down-force applied through
to the pivot end. the tip of the wiper arm to the wiper blade on the
The wide end of a tapered, stamped steel channel glass. The hook formation on the tip of the wiper arm
hinges on and is secured with a hinge pin to the provides a cradle for securing and latching the wiper
pivot end of the wiper arm. One end of a long, rigid, blade pivot block to the wiper arm.
stamped steel strap, with a small hole near its pivot
end, is riveted and crimped within the narrow end of REMOVAL
the stamped steel channel. The tip of the wiper blade (1) Lift the front wiper arm far enough to raise the
end of this strap is bent back under itself to form a wiper blade off of the glass and permit the wiper arm
small hook. Concealed within the stamped steel latch plate to be pulled out to its holding position,
channel, one end of a long spring is hooked through a then release the arm (Fig. 13). The wiper arm and
8R - 14 FRONT WIPERS/WASHERS TJ
FRONT WIPER ARM (Continued)
blade will remain off the glass with the latch in this
position.
INSTALLATION
NOTE: Be certain that the wiper motor is in the park
position before attempting to install the wiper arms.
Turn the ignition switch to the On position and
move the right multi-function switch control stalk to
its Off position. If the wiper pivots move, wait until
they stop moving, then turn the ignition switch Fig. 15 Wiper Blade - Typical
back to the Off position. The wiper motor is now in
1 - RELEASE TAB
its park position.
Each front wiper blade is secured by an integral
(1) The front wiper arms must be indexed to the
latching pivot block to the hook formation on the tip
wiper pivots with the wiper motor in the park posi-
of each front wiper arm, and rests on the glass near
tion to be properly installed (Fig. 14). Position the
the base of the windshield when the wipers are not
front wiper arm pivot ends onto the wiper pivot driv-
in operation (Fig. 15). The wiper blade consists of the
ers so that the tip of the wiper blade is on the upper
following components:
edge of the lower windshield blackout area, + 15 mil-
• Superstructure - The superstructure includes
limeters/– 0 millimeter (+ 0.59 inch/– 0 inch).
several stamped steel bridges and links with claw
(2) Once the wiper arm is indexed to the wiper
formations that grip the wiper blade element. Also
pivot, lift the wiper arm away from the windshield
included in this unit is the latching, molded plastic
slightly to relieve the spring tension on the latch
pivot block that secures the superstructure to the
plate, then push the latch into the locked position
wiper arm. All of the metal components of the wiper
(Fig. 13). Gently lower the wiper arm until the wiper
blade have a satin black finish applied.
blade is in position on the windshield glass.
TJ FRONT WIPERS/WASHERS 8R - 15
FRONT WIPER BLADE (Continued)
• Element - The wiper element or squeegee is the
resilient rubber member of the wiper blade that con-
tacts the glass.
• Flexor - The flexor is a rigid metal component
running along the length of each side of the wiper
element where it is gripped by the claws of the
superstructure.
All models have two 33-centimeter (13-inch) long
front wiper blades with non-replaceable rubber ele-
ments (squeegees). The wiper blades cannot be
adjusted or repaired. If faulty, worn, or damaged the
entire wiper blade unit must be replaced.
Fig. 16 Wiper Blade Remove/Install - Typical
OPERATION 1 - RELEASE TAB
The wiper blades are moved back and forth across
(4) Gently lower the tip of the wiper arm onto the
the glass by the wiper arms when the wipers are
glass.
being operated. The wiper blade superstructure is
the flexible frame that grips the wiper blade element
and evenly distributes the force of the spring-loaded
INSTALLATION
wiper arm along the length of the element. The com-
NOTE: The notched end of the wiper element flexor
bination of the wiper arm force and the flexibility of
should always be oriented towards the end of the
the superstructure makes the element conform to
wiper blade that is nearest to the wiper pivot.
and maintain proper contact with the glass, even as
the blade is moved over the varied curvature that (1) Lift the front wiper arm off of the windshield
may be encountered across the glass surface. The glass.
wiper element flexor provides the claws of the blade (2) Position the front wiper blade near the hook
superstructure with a rigid, yet flexible component formation on the tip of the arm with the notched end
on the element which can be gripped. The rubber ele- of the wiper element flexor oriented towards the end
ment is designed to be stiff enough to maintain an of the wiper arm that is nearest to the wiper pivot.
even cleaning edge as it is drawn across the glass, (3) Insert the hook formation on the tip of the
yet resilient enough to conform to the glass surface wiper arm through the opening in the wiper blade
and flip from one cleaning edge to the other each superstructure ahead of the wiper blade pivot block/
time the wiper blade changes directions. latch unit far enough to engage the pivot block into
the hook (Fig. 16).
REMOVAL (4) Slide the wiper blade pivot block/latch up into
the hook formation on the tip of the wiper arm until
NOTE: The notched end of the wiper element flexor the latch release tab snaps into its locked position.
should always be oriented towards the end of the Latch engagement will be accompanied by an audible
wiper blade that is nearest to the wiper pivot. click.
(5) Gently lower the wiper blade onto the glass.
(1) Lift the front wiper arm to raise the wiper
blade and element off of the glass.
(2) To remove the wiper blade from the wiper arm, FRONT WIPER MODULE
depress the pivot block latch release tab under the
tip of the arm and slide the blade away from the tip
towards the pivot end of the arm far enough to dis-
DESCRIPTION
The front wiper module is secured with three
engage the pivot block from the hook formation on
screws, one each at the motor bracket and the two
the end of the arm (Fig. 16).
pivot brackets through rubber insulators to the cowl
(3) Extract the hook formation on the tip of the
top panel and concealed within the cowl plenum area
wiper arm through the opening in the wiper blade
beneath the cowl plenum cover/grille panel (Fig. 17).
superstructure just ahead of the wiper blade pivot
The driver ends of the wiper pivot shafts that pro-
block/latch unit.
trude through dedicated openings in the cowl plenum
CAUTION: Do not allow the wiper arm to spring cover/grille panel to drive the wiper arms and blades
back against the glass without the wiper blade in are the only visible components of the front wiper
place or the glass may be damaged. module. The front wiper module consists of the fol-
lowing major components:
8R - 16 FRONT WIPERS/WASHERS TJ
FRONT WIPER MODULE (Continued)
wiper motor features an integral transmission, an
internal park switch, and an internal automatic
resetting circuit breaker.
• Pivots - The two front wiper pivots are secured
to the ends of the wiper module bracket. A crank arm
extends from the lower end of each pivot shaft. The
driver side pivot crank arm has a single ball stud
secured to it, while the passenger side crank arm has
two ball studs. The upper end of each pivot shaft
where the wiper arms will be fastened each has an
externally serrated drum-like driver secured to it.
The front wiper module for this model is serviced
only as a complete unit. If any linkage component or
the mounting bracket of the module is faulty or dam-
aged, the entire front wiper module unit must be
replaced. The front wiper motor and boot are avail-
able for service replacement as a unit only.
OPERATION
The front wiper module operation is controlled by
the battery current inputs received by the wiper
motor through the right multi-function switch on the
Fig. 17 Front Wiper Module steering column. The wiper motor is connected to the
1 - SCREW (3) vehicle electrical system through a dedicated take
2 - MODULE BRACKET
3 - WIRE HARNESS CONNECTOR
out and wire harness connector of the body wire har-
4 - WIPER MOTOR ness. The wiper motor speed is controlled by current
flow to either the low speed or the high speed set of
• Bracket - The front wiper module bracket con- brushes. The park switch is a single pole, single
sists of a long tubular steel main member that has a throw, momentary switch within the wiper motor
stamped pivot bracket formation near each end that is mechanically actuated by the wiper motor
where the two wiper pivots are secured. A stamped transmission components. The park switch alter-
steel mounting plate for the wiper motor is secured nately closes the wiper park switch sense circuit to
with welds near the center of the main member. The ground or to battery current, depending upon the
bracket includes metal-sleeved rubber isolators at position of the wipers on the glass. This feature
each of the three bracket mounting points. allows the motor to complete its current wipe cycle
• Crank Arm - The front wiper motor crank arm after the wiper system has been turned Off, and to
is a stamped steel unit with a slotted hole on the park the wiper blades in the lowest portion of the
driven end that is secured to the wiper motor output wipe pattern. The automatic resetting circuit breaker
shaft with a nut, and has a ball stud secured to the protects the motor from overloads. The wiper motor
drive end. crank arm, the two wiper linkage members, and the
• Linkage - The two front wiper linkage members two wiper pivots mechanically convert the rotary out-
are each constructed of stamped steel. A connecting put of the wiper motor to the back and forth wiping
link with a plastic socket-type bushing in each end is motion of the wiper arms and blades on the glass.
fit over the pivot ball studs to join the two pivots.
The wiper drive link has a plastic socket-type bush- REMOVAL
ing on each end. One end of the drive link is snap-fit (1) Remove the front wiper arms from the wiper
over a second ball stud on the passenger side pivot pivots. (Refer to 8 - ELECTRICAL/FRONT WIPERS/
crank arm, while the other end is snap-fit over the WASHERS/FRONT WIPER ARM - REMOVAL).
ball stud on the wiper motor crank arm. (2) Unlatch, open and support the hood.
• Motor - The front wiper motor is secured with (3) Disconnect and isolate the battery negative
three screws to the motor mounting plate near the cable.
center of the wiper module bracket and is protected (4) Remove the cowl plenum cover/grille panel
by a rubber boot. The wiper motor output shaft from over the cowl plenum. (Refer to 23 - BODY/EX-
passes through a hole in the module bracket, where a TERIOR/COWL GRILLE AND SCREEN -
nut secures the wiper motor crank arm to the motor REMOVAL).
output shaft. The two-speed permanent magnet
TJ FRONT WIPERS/WASHERS 8R - 17
FRONT WIPER MODULE (Continued)
(5) Disconnect the body wire harness connector for (4) Remove the three screws that secure the wiper
the front wiper motor from the motor pigtail wire motor to the front wiper module mounting bracket.
connector (Fig. 18). (5) Remove the wiper motor from the front wiper
module bracket.
ASSEMBLY
The front wiper motor and its rubber boot are
available for service replacement. Following are the
procedures for reassembling these components onto
the front wiper module unit.
(1) Position the wiper motor onto the front wiper
module bracket.
(2) Install and tighten the three screws that secure
the wiper motor to the front wiper module bracket.
Tighten the screws to 8 N·m (70 in. lbs.).
(3) Position the wiper motor crank arm onto the
front wiper motor output shaft.
(4) Install and tighten the nut that secures the
wiper motor crank arm to the front wiper motor out-
put shaft. Tighten the nut to 12 N·m (101 in. lbs.).
(5) Engage the wiper motor pigtail wire connector
retainer in the locating hole on the front wiper mod-
ule bracket.
(6) Reinstall the front wiper module into the cowl
plenum. (Refer to 8 - ELECTRICAL/FRONT WIP-
Fig. 18 Front Wiper Module Remove/Install ERS/WASHERS/FRONT WIPER MODULE -
1 - SCREW (3) INSTALLATION).
2 - MODULE BRACKET
3
4
-
-
WIRE HARNESS CONNECTOR
WIPER MOTOR
INSTALLATION
(1) Position the front wiper module into the cowl
(6) Remove the three screws that secure the front plenum as a unit (Fig. 18).
wiper module mounting bracket to the cowl plenum (2) Install and tighten the three screws that secure
panel. the front wiper module mounting bracket to the cowl
(7) Remove the front wiper module from the cowl plenum panel. Tighten the screws to 12 N·m (105 in.
plenum panel as a unit. lbs.).
(3) Reconnect the body wire harness connector for
DISASSEMBLY the front wiper motor to the motor pigtail wire con-
The front wiper motor and its rubber boot are nector.
available for service replacement. Following are the (4) Reinstall the cowl plenum cover/grille panel
procedures for disassembling these components from over the cowl plenum. (Refer to 23 - BODY/EXTERI-
the front wiper module unit. OR/COWL GRILLE AND SCREEN - INSTALLA-
(1) Remove the front wiper module from the cowl TION).
plenum. (Refer to 8 - ELECTRICAL/FRONT WIP- (5) Reconnect the battery negative cable.
ERS/WASHERS/FRONT WIPER MODULE - (6) Close and latch the hood.
REMOVAL). (7) Reinstall the front wiper arms onto the wiper
(2) Release the retainer that secures the wiper pivots. (Refer to 8 - ELECTRICAL/FRONT WIPERS/
motor pigtail wire connector to the front wiper mod- WASHERS/FRONT WIPER ARM - INSTALLATION).
ule bracket.
(3) Turn the front wiper module over and remove
the nut that secures the wiper motor crank arm to
the wiper motor output shaft.
8R - 18 FRONT WIPERS/WASHERS TJ
RIGHT MULTI-FUNCTION SWITCH TESTS (3) From below the steering column, remove the
two screws that secure the lower steering column
CONTINUITY BETWEEN shroud to the upper shroud (Fig. 21).
SWITCH POSITION
PINS
OFF 1&6
*LOW 4&6
*MIST 4&6
HIGH 4&5
WASH 3&4
*DELAY 1&6
*The intermittent wipe logic circuit within the right
multi-function switch contains active electronic
elements, which cannot be tested using conventional
diagnostic tools. In addition, the function of the
normally open contacts of the wiper relay internal to
the switch cannot be tested properly unless the switch
is connected to battery current (Pin 4) and ground
(Pin 2). If all circuits and functions of the front wiper
system and the right multi-function switch are
operative except for the intermittent wipe, wipe-after-
wash feature, and/or the front wipers will not park,
replace the right multi-function switch with a known
good unit and test system operation again.
(4) If the right multi-function switch fails any of Fig. 21 Steering Column Shrouds Remove/Install
the continuity checks, replace the faulty switch. If 1 - LEFT MULTI-FUNCTION SWITCH
the switch is OK, test and repair the front wiper and 2 - UPPER SHROUD
washer system circuits between the right multi-func- 3 - RIGHT MULTI-FUNCTION SWITCH
4 - CLOCKSPRING
tion switch and the front wiper motor or the front 5 - IGNITION LOCK CYLINDER HOUSING
washer pump/motor as required. 6 - LOWER SHROUD
7 - SCREW (2)
REMOVAL
(4) If the vehicle is equipped with the optional tilt
WARNING: TO AVOID PERSONAL INJURY OR steering column, move the tilt steering column to the
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, fully lowered position and leave the tilt release lever
DISABLE THE SUPPLEMENTAL RESTRAINT SYS- in the released (down) position.
TEM BEFORE ATTEMPTING ANY STEERING (5) Remove both the upper and lower shrouds from
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU- the steering column.
MENT PANEL COMPONENT DIAGNOSIS OR SER- (6) Disconnect the body wire harness connector for
VICE. DISCONNECT AND ISOLATE THE BATTERY the left multi-function switch from the connector
NEGATIVE (GROUND) CABLE, THEN WAIT TWO receptacle on the back of the switch.
MINUTES FOR THE SYSTEM CAPACITOR TO DIS- (7) Disconnect the body wire harness connector for
CHARGE BEFORE PERFORMING FURTHER DIAG- the right multi-function switch from the connector
NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY receptacle on the back of the switch.
TO DISABLE THE SUPPLEMENTAL RESTRAINT (8) Remove the two screws that secure the multi-
SYSTEM. FAILURE TO TAKE THE PROPER PRE- function switch assembly to the upper steering col-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- umn housing (Fig. 22).
BAG DEPLOYMENT. (9) Remove the multi-function switch assembly
from the upper steering column housing.
(1) Disconnect and isolate the battery negative (10) Remove the two small screws that secure the
cable. right multi-function switch to the left multi-function
(2) Remove the steering column opening cover switch mounting housing.
from the instrument panel. (Refer to 23 - BODY/IN- (11) Grasp the right multi-function switch control
STRUMENT PANEL/STEERING COLUMN OPEN- stalk firmly and pull the switch toward the right far
ING COVER - REMOVAL). enough to disengage the alignment pins on the top (1
TJ FRONT WIPERS/WASHERS 8R - 21
RIGHT MULTI-FUNCTION SWITCH (Continued)
(3) Install and tighten the two small screws that
secure the right multi-function switch to the left
multi-function switch mounting housing (Fig. 22).
Tighten the screws to 2 N·m (20 in. lbs.).
INSTALLATION
WARNING: TO AVOID PERSONAL INJURY OR
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
TEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU-
MENT PANEL COMPONENT DIAGNOSIS OR SER-
VICE. DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE, THEN WAIT TWO
MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
CHARGE BEFORE PERFORMING FURTHER DIAG-
NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
TO DISABLE THE SUPPLEMENTAL RESTRAINT
SYSTEM. FAILURE TO TAKE THE PROPER PRE- Fig. 23 Shroud Remove/Install
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- 1 - UPPER SHROUD
BAG DEPLOYMENT. 2 - LOWER SHROUD
(1) Position the right multi-function switch to the (9) From below the steering column, install and
mounting housing of the left multi-function switch. tighten the two screws that secure the lower steering
(2) Grasp the right multi-function switch control column shroud to the upper shroud. Tighten the
stalk firmly and slide the switch to the left far screws to 2 N·m (18 in. lbs.).
enough to engage the alignment pins on the top (1 (10) If the vehicle is equipped with the optional tilt
pin) and bottom (2 pins) of the right switch housing steering column, move the tilt steering column to the
into the alignment ramps of the left multi-function fully raised position and secure it in place by moving
switch mounting housing. the tilt release lever back to the locked (up) position.
8R - 22 FRONT WIPERS/WASHERS TJ
RIGHT MULTI-FUNCTION SWITCH (Continued)
(11) Reinstall the steering column opening cover pump mounting hole. A locating tab on the bottom of
onto the instrument panel. (Refer to 23 - BODY/IN- the reservoir fits into a mating slot in the left front
STRUMENT PANEL/STEERING COLUMN OPEN- fender wheel house, and the reservoir is secured to
ING COVER - INSTALLATION). the wheel house by two screws installed through two
(12) Reconnect the battery negative cable. mounting tabs that are integral to the reservoir.
The washer reservoir cannot be repaired and, if faulty
or damaged, it must be replaced. The reservoir filler cap
WASHER RESERVOIR is available for individual service replacement.
DESCRIPTION OPERATION
The washer fluid reservoir provides a secure,
on-vehicle storage location for a large reserve of
washer fluid for operation of the standard front and
optional rear washer systems. The washer reservoir
filler cap provides a clearly marked and readily
accessible point from which to add washer fluid to
the reservoir. The front and rear washer/pump motor
units are located in a sump area on the inboard side
of the reservoir to be certain that washer fluid will
be available to the pumps as the fluid level in the
reservoir becomes depleted. The front washer pump/
motor unit is mounted in the lowest position in the
sump so that the front washers will operate even
after the rear washer system will no longer operate.
REMOVAL
Fig. 24 Washer Reservoir (1) Disconnect and isolate the battery negative
1 - WASHER RESERVOIR cable.
2 - HOOK
3 - CAP (2) Remove the two screws that secure the washer
4 - MOUNTING TAB (2) reservoir to the left front fender wheel house (Fig. 25).
5 - FRONT WASHER PUMP/MOTOR HOLE
6 - REAR WASHER PUMP/MOTOR HOLE
7 - LOCATING TAB
REAR WIPERS/WASHERS
TABLE OF CONTENTS
page page
• Rear Washer Pump/Motor - The rear washer the instrument panel. The rear wiper and washer
pump/motor unit is located in a dedicated hole on the switch is dedicated to providing all of the driver con-
lower inboard side of the washer reservoir, on the top trols for both the rear wiper and the rear washer sys-
of the left front fender wheel house in the engine tems.
compartment. The optional rear washer pump is • Rear Wiper Arm - The single rear wiper arm is
located just behind and above the standard front secured by a nut directly to the rear wiper motor out-
washer pump/motor unit on the reservoir. put shaft, which extends through a mounting hole in
• Rear Wiper and Washer Switch - The rear the liftglass inboard of the upper right liftglass
wiper and washer switch is located in the accessory hinge.
switch bezel near the bottom of the center stack area • Rear Wiper Blade - The single rear wiper
on the instrument panel. Only the switch rocker but- blade is secured to the rear wiper arm with an inte-
ton is visible through the lower opening of the instru- gral latch, and is parked in a horizontal position near
ment panel center bezel, the remainder of the switch the top of the liftglass when the rear wiper system is
is concealed behind the accessory switch bezel within not in operation.
8R - 26 REAR WIPERS/WASHERS TJ
REAR WIPERS/WASHERS (Continued)
• Rear Wiper Motor - The rear wiper motor out- to the Off position following rear washer operation in
put shaft is the only visible component of the rear order to turn the rear wiper system off.
wiper motor. The remainder of the motor is concealed
behind a plastic trim cover on the inside of the lift- OPERATION
glass near the upper right liftglass hinge. The rear The rear wiper and washer system is designed to
wiper motor includes the motor bracket, the rear provide the vehicle operator with a convenient, safe,
wiper motor, an internal automatic resetting circuit and reliable means of maintaining visibility through
breaker, a diode, and the rear wiper motor park the rear liftglass. The various components of this sys-
switch. tem are designed to convert electrical energy pro-
• Washer Reservoir - The rear washer system duced by the vehicle electrical system into the
shares a single reservoir with the front washer sys- mechanical action of the wiper blade to wipe the out-
tem, but has its own dedicated washer pump/motor side surface of the glass, as well as into the hydraulic
unit and unique plumbing provisions. The reservoir action of the washer system to apply washer fluid
is secured to the top of the left front fender wheel stored in an on-board reservoir to the area of the
house within the engine compartment of the vehicle. glass to be wiped. When combined, these components
Hard wired circuitry connects the rear wiper and provide the means to effectively maintain clear visi-
washer system components to the electrical system of bility for the vehicle operator by removing excess
the vehicle. These hard wired circuits are integral to accumulations of rain, snow, bugs, mud, or other
several wire harnesses, which are routed throughout minor debris that might be encountered while driv-
the vehicle and retained by many different methods. ing the vehicle under numerous types of inclement
These circuits may be connected to each other, to the operating conditions from the outside of the liftglass
vehicle electrical system and to the rear wiper and surface.
washer system components through the use of a com- The vehicle operator initiates all rear wiper and
bination of soldered splices, splice block connectors, washer system functions with the rear wiper and
and many different types of wire harness terminal washer switch located in the accessory switch bezel,
connectors and insulators. Refer to the appropriate just below the heater and air conditioner controls in
wiring information. The wiring information includes the center stack area of the instrument panel. Mov-
wiring diagrams, proper wire and connector repair ing the switch rocker downward to a detent position
procedures, further details on wire harness routing selects the rear wiper system fixed cycle operating
and retention, as well as pin-out and location views mode. Moving the switch rocker downward past the
for the various wire harness connectors, splices and wipe mode detent actuates the momentary rear
grounds. washer system switch.
The rear wiper and washer system will only oper-
OPERATING MODES ate when the ignition switch is in the On position.
The components of the rear wiper and washer sys- When the ignition switch is in the On position, bat-
tem are designed to work in concert to provide the tery current is directed from a fuse in the Power Dis-
following operating modes: tribution Center (PDC) to the rear wiper and washer
• Continuous Wipe Mode - When the rear wiper system fuse in the fuse block. This fuse provides bat-
and washer switch rocker is moved to the Wipe posi- tery current through a fused ignition switch output
tion, the rear wiper will be operated in a continuous (run) circuit to the rear wiper and washer switch,
manner at a fixed wipe cycle speed until the switch and to one fixed contact of the rear wiper motor park
is moved to the Off position. When the Off position is switch.
selected, the rear wiper motor will continue to oper- The hard wired circuits and components of the rear
ate until the current wipe cycle is complete, then wiper and washer system may be diagnosed and
park the wiper blade in a horizontal position near tested using conventional diagnostic tools and proce-
the top of the liftglass. dures.
• Washer Mode - The rear wiper and washer
switch rocker must first be moved to the Wipe detent OPERATING MODES
in order to access the momentary Wash position and Following are paragraphs that briefly describe the
operate the rear washer system. When the Wash operation of each of the rear wiper and washer sys-
position is selected, the rear washer system will dis- tem operating modes.
pense washer fluid onto the liftglass and the rear
wiper motor will operate in a continuous mode for as CONTINUOUS WIPE MODE
long as the switch is held closed. The rear wiper and When the Wipe position of the rear wiper and
washer switch rocker must be manually moved back washer switch rocker is selected, the Wipe mode cir-
cuitry within the switch directs battery current
TJ REAR WIPERS/WASHERS 8R - 27
REAR WIPERS/WASHERS (Continued)
through the rear wiper motor control circuit to the the various wire harness connectors, splices and
rear wiper motor, which causes the rear wiper to grounds.
cycle continuously at a fixed speed.
When the Off position of the rear wiper and WARNING: TO AVOID PERSONAL INJURY OR
washer switch is selected, one of two events is possi- DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS,
ble. The event that will occur depends upon the posi- DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
tion of the wiper blade on the liftglass at the moment TEM BEFORE ATTEMPTING ANY STEERING
that the Off position is selected. If the wiper blade is WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU-
in the up position on the glass when the Off position MENT PANEL COMPONENT DIAGNOSIS OR SER-
is selected, the park switch in the rear wiper motor VICE. DISCONNECT AND ISOLATE THE BATTERY
is closed to ground through the rear wiper motor con- NEGATIVE (GROUND) CABLE, THEN WAIT TWO
trol circuit input and the wiper motor ceases to oper- MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
ate. If the wiper blade is not in the up position on CHARGE BEFORE PERFORMING FURTHER DIAG-
the glass when the Off position is selected, the park NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
switch is closed to battery current through the fused TO DISABLE THE SUPPLEMENTAL RESTRAINT
ignition switch output (run) circuit. The park switch SYSTEM. FAILURE TO TAKE THE PROPER PRE-
directs this battery current to the rear wiper motor CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
brush causing the motor to continue running until BAG DEPLOYMENT.
the wiper blade is in the up position on the glass, at
which time the park switch opens the battery current (1) Check the rear wiper and washer fuse (Fuse 6 -
feed to the rear wiper motor brush and is again 20 ampere) in the fuse block. If OK, go to Step 2. If
closed to ground through the rear wiper motor con- not OK, repair the shorted circuit or component as
trol circuit input and the wiper motor ceases to oper- required and replace the faulty fuse.
ate. (2) Turn the ignition switch to the On position.
Check for battery voltage at rear wiper and washer
WASH MODE fuse (Fuse 6 - 20 ampere) in the fuse block. If OK, go
When the momentary Wash position of the rear to Step 3. If not OK, repair the open fused ignition
wiper and washer switch rocker is selected, the Wash switch output (run) circuit between the fuse block
position circuitry within the switch directs battery and the ignition switch as required.
current to the rear washer pump and to the rear (3) Turn the ignition switch to the Off position.
washer motor control circuit input of the rear wiper Disconnect and isolate the battery negative cable.
motor, which causes both the rear washer pump and Disconnect the instrument panel wire harness con-
the rear wiper motor to operate for as long as the nector for the rear wiper and washer switch from the
rear wiper and washer switch rocker is held in the switch connector receptacle. Reconnect the battery
momentary Wash position. negative cable. Turn the ignition switch to the On
position. Check for battery voltage at the fused igni-
DIAGNOSIS AND TESTING - REAR WIPER & tion switch output (run) circuit cavity of the instru-
ment panel wire harness connector for the rear wiper
WASHER SYSTEM and washer switch. If OK, go to Step 4. If not OK,
repair the open fused ignition switch output (run) cir-
WIPER SYSTEM cuit between the rear wiper and washer switch and
The diagnosis found here addresses an electrically the fuse block as required.
inoperative rear wiper system. If the rear wiper (4) Turn the ignition switch to the Off position.
motor operates, but the wiper does not move on the Disconnect and isolate the battery negative cable.
liftglass, inspect the mechanical connection between Check for continuity between the ground circuit cav-
the rear wiper arm and the rear wiper motor output ity of the instrument panel wire harness connector
shaft. If OK, replace the faulty rear wiper motor. If for the rear wiper and washer switch and a good
the wiper operates, but chatters, lifts, or does not ground. There should be continuity. If OK, go to Step
clear the glass, clean and inspect the rear wiper sys- 5. If not OK, repair the open ground circuit to ground
tem components as required. (Refer to 8 - ELECTRI- (G200) as required.
CAL/REAR WIPERS/WASHERS - INSPECTION) and (5) Test the rear wiper and washer switch continu-
(Refer to 8 - ELECTRICAL/REAR WIPERS/WASH- ity. (Refer to 8 - ELECTRICAL/REAR WIPERS/
ERS - CLEANING). Refer to the appropriate wiring WASHERS/REAR WIPER/WASHER SWITCH -
information. The wiring information includes wiring DIAGNOSIS AND TESTING). If OK, go to Step 6. If
diagrams, proper wire and connector repair proce- not OK, replace the faulty rear wiper and washer
dures, details of wire harness routing and retention, switch.
connector pin-out information and location views for
8R - 28 REAR WIPERS/WASHERS TJ
REAR WIPERS/WASHERS (Continued)
(6) Disconnect the hardtop wire harness connector MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
for the rear wiper motor from the motor pigtail wire CHARGE BEFORE PERFORMING FURTHER DIAG-
connector. Reconnect the battery negative cable. Turn NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY
the ignition switch to the On position. Check for bat- TO DISABLE THE SUPPLEMENTAL RESTRAINT
tery voltage at the fused ignition switch output (run) SYSTEM. FAILURE TO TAKE THE PROPER PRE-
circuit cavity of the hardtop wire harness connector CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
for the rear wiper motor. If OK, go to Step 7. If not BAG DEPLOYMENT.
OK, repair the open fused ignition switch output (1) Turn the ignition switch to the On position.
(run) circuit between the rear wiper motor and the Place the rear wiper and washer switch rocker in the
fuse block as required. Wipe position. Check whether the rear wiper is oper-
(7) Turn the ignition switch to the Off position. ating. If OK, go to Step 2. If not OK, repair the wiper
Disconnect and isolate the battery negative cable. system as required before you proceed with washer
Check for continuity between the ground circuit cav- system diagnosis. Refer to WIPER SYSTEM.
ity of the hardtop wire harness connector for the rear (2) Turn the ignition switch to the Off position.
wiper motor and a good ground. There should be con- Disconnect and isolate the battery negative cable.
tinuity. If OK, go to Step 8. If not OK, repair the Disconnect the body wire harness connector for the
open ground circuit to ground (G302) as required. rear washer pump/motor from the pump/motor con-
(8) Check for continuity between the rear wiper nector receptacle. Check for continuity between the
motor control circuit cavity of the hardtop wire har- ground circuit cavity of the body wire harness con-
ness connector for the rear wiper motor and a good nector for the rear washer pump/motor and a good
ground. There should be no continuity. If OK, go to ground. There should be continuity. If OK, go to Step
Step 9. If not OK, repair the shorted rear wiper 3. If not OK, repair the open ground circuit to ground
motor control circuit between the rear wiper motor (G302) as required.
and the rear wiper and washer switch as required. (3) Reconnect the battery negative cable. Turn the
(9) Check for continuity between the rear wiper ignition switch to the On position. Check for battery
motor control circuit cavities of the hardtop wire har- voltage at the rear washer motor control circuit cav-
ness connector for the rear wiper motor and the ity of the body wire harness connector for the rear
instrument panel wire harness connector for the rear washer pump/motor while the rear wiper and washer
wiper and washer switch. There should be continuity. switch rocker is actuated to the Wash position. If OK,
If OK, replace the faulty rear wiper motor. If not OK, replace the faulty rear washer pump/motor unit. If
repair the open rear wiper motor control circuit not OK, go to Step 4.
between the rear wiper motor and the rear wiper and (4) Turn the ignition switch to the Off position.
washer switch as required. Disconnect and isolate the battery negative cable.
Disconnect the instrument panel wire harness con-
WASHER SYSTEM nector for the rear wiper and washer switch from the
The diagnosis found here addresses an electrically switch connector receptacle. Check for continuity
inoperative rear washer system. If the rear washer between the rear washer motor control circuit cavi-
pump/motor operates, but no washer fluid is emitted ties of the body wire harness connector for the rear
from the rear washer nozzle, be certain to check the washer pump/motor and the instrument panel wire
fluid level in the reservoir. Also inspect the rear harness connector for the rear wiper and washer
washer system components as required. (Refer to 8 - switch. There should be continuity. If OK, go to Step
ELECTRICAL/REAR WIPERS/WASHERS - INSPEC- 5. If not OK, repair the open rear washer motor con-
TION). Refer to the appropriate wiring information. trol circuit between the rear wiper and washer
The wiring information includes wiring diagrams, switch and the rear washer pump/motor as required.
proper wire and connector repair procedures, details (5) Test the rear wiper and washer switch continu-
of wire harness routing and retention, connector pin- ity. (Refer to 8 - ELECTRICAL/REAR WIPERS/
out information and location views for the various WASHERS/REAR WIPER/WASHER SWITCH -
wire harness connectors, splices and grounds. DIAGNOSIS AND TESTING). If not OK, replace the
faulty rear wiper and washer switch.
WARNING: TO AVOID PERSONAL INJURY OR
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, CLEANING - REAR WIPER & WASHER SYSTEM
DISABLE THE SUPPLEMENTAL RESTRAINT SYS-
TEM BEFORE ATTEMPTING ANY STEERING WIPER SYSTEM
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU- The squeegee of a wiper blade exposed to the ele-
MENT PANEL COMPONENT DIAGNOSIS OR SER- ments for a long time tends to lose its wiping effec-
VICE. DISCONNECT AND ISOLATE THE BATTERY tiveness. Periodic cleaning of the squeegee is
NEGATIVE (GROUND) CABLE, THEN WAIT TWO
TJ REAR WIPERS/WASHERS 8R - 29
REAR WIPERS/WASHERS (Continued)
suggested to remove any deposits of salt or road film. (1) Inspect the wiper arm for any indications of
The wiper blade, arm, and liftglass should only be damage, or contamination. If the wiper arm is con-
cleaned using a sponge or soft cloth and windshield taminated with any foreign material, clean as
washer fluid, a mild detergent, or a non-abrasive required. (Refer to 8 - ELECTRICAL/REAR WIPERS/
cleaner. If the wiper blade continues to leave streaks, WASHERS - CLEANING). If a wiper arm is damaged
smears, hazing, or beading on the glass after thor- or corrosion is evident, replace the wiper arm with a
ough cleaning of the squeegees and the glass, the new unit. Do not attempt to repair a wiper arm that
entire wiper blade assembly must be replaced. is damaged or corroded.
(2) Carefully lift the wiper blade off of the glass.
CAUTION: Protect the rubber squeegee of the wiper Note the action of the wiper arm hinge. The wiper
blade from any petroleum-based cleaners, solvents, arm should pivot freely at the hinge, but with no lat-
or contaminants. These products can rapidly deteri- eral looseness evident. If there is any binding evident
orate the rubber squeegee. in the wiper arm hinge, or there is evident lateral
play in the wiper arm hinge, replace the wiper arm.
WASHER SYSTEM CAUTION: Do not allow the wiper arm to spring
If the washer system is contaminated with foreign back against the glass without the wiper blade in
material, drain the washer reservoir by removing the place or the glass may be damaged.
front washer pump/motor from the reservoir. Clean
foreign material from the inside of both washer (3) Once proper hinge action of the wiper arm is
pump/motor inlet filter screens and the washer res- confirmed, check the hinge for proper spring tension.
ervoir using clean washer fluid, a mild detergent, or The spring tension of the wiper arm should be suffi-
a non-abrasive cleaner. Flush foreign material from cient to cause the rubber squeegee to conform to the
the washer system plumbing by first disconnecting curvature of the glass. Replace a wiper arm if it has
the rear washer supply hose from the rear washer low or no spring tension.
nozzle, then running the rear washer pump/motor to (4) Inspect the wiper blade and squeegee for any
run clean washer fluid or water through the system. indications of damage, contamination, or rubber dete-
A plugged or restricted washer nozzle should be care- rioration (Fig. 2). If the wiper blade or squeegee is
fully back-flushed using compressed air. If the contaminated with any foreign material, clean them
washer nozzle obstruction cannot be cleared, replace and the glass as required. (Refer to 8 - ELECTRI-
the washer nozzle. CAL/REAR WIPERS/WASHERS - CLEANING). If
after cleaning the wiper blade and the glass, the
CAUTION: Never introduce petroleum-based clean- wiper blade fails to clear the glass without smearing,
ers, solvents, or contaminants into the washer sys- streaking, chattering, hazing, or beading, replace the
tem. These products can rapidly deteriorate the wiper blade. Also, if a wiper blade is damaged or if
rubber seals and hoses of the washer system, as the squeegee rubber is damaged or deteriorated,
well as the rubber squeegee of the wiper blade. replace the wiper blade with a new unit. Do not
attempt to repair a wiper blade that is damaged.
CAUTION: Never use compressed air to flush the
WASHER SYSTEM
washer system plumbing. Compressed air pres-
The washer system components should be
sures are too great for the washer system plumbing
inspected periodically, not just when washer perfor-
components and will result in further system dam-
mance problems are experienced. This inspection
age. Never use sharp instruments to clear a
should include the following points:
plugged washer nozzle or damage to the nozzle ori-
(1) Check for ice or other foreign material in the
fice and improper nozzle spray patterns will result.
washer reservoir. If contaminated, clean and flush
the washer system. (Refer to 8 - ELECTRICAL/
INSPECTION - REAR WIPER & WASHER REAR WIPERS/WASHERS - CLEANING).
(2) Inspect the washer plumbing for pinched, leak-
SYSTEM ing, deteriorated, or incorrectly routed hoses and
damaged or disconnected hose fittings. Replace dam-
WIPER SYSTEM aged or deteriorated hoses and hose fittings. Leaking
The rear wiper blade and wiper arm should be washer hoses can sometimes be repaired by cutting
inspected periodically, not just when wiper perfor- the hose at the leak and splicing it back together
mance problems are experienced. This inspection using an in-line connector fitting. Similarly, sections
should include the following points: of deteriorated hose can be cut out and replaced by
splicing in new sections of hose using in-line connec-
8R - 30 REAR WIPERS/WASHERS TJ
REAR WIPERS/WASHERS (Continued)
OPERATION
The rear washer pump/motor unit features a small
Direct Current (DC) electric motor. The motor is con-
nected to the vehicle electrical system through a sin-
gle take out and two-cavity connector of the body
wire harness. The motor is grounded at all times
through a take out of the body wire harness with a
single eyelet terminal connector that is secured
under a ground screw to the left cowl side inner
panel below the instrument panel in the passenger
compartment. The motor receives battery current
through the closed contacts of the momentary rear Fig. 11 Washer Pump/Motor Remove/Install
washer switch circuitry within the rear wiper and 1 - REAR BODY WIRE HARNESS
washer switch unit only when the bottom of the 2 - WASHER RESERVOIR
3 - REAR WASHER PUMP/MOTOR
switch rocker is pushed towards the instrument 4 - HEADLAMP & DASH WIRE HARNESS
panel. 5 - FRONT WASHER SUPPLY HOSE
Washer fluid is gravity-fed from the washer reser- 6 - FRONT WASHER PUMP/MOTOR
7 - REAR WASHER SUPPLY HOSE
voir to the inlet side of the washer pump. When the
pump motor is energized, the motor spins the rotor
within the rotor-type washer pump. The spinning INSTALLATION
pump rotor pressurizes the washer fluid and forces it (1) Install a new rubber grommet seal into the
through the pump outlet nipple, the rear washer rear washer pump/motor mounting hole of the
plumbing, and the rear washer nozzle onto the lift- washer reservoir.
glass. The rear washer pump/motor unit can be diag- (2) Position the rear washer pump/motor inlet nip-
nosed using conventional diagnostic tools and ple to the mounting hole in the washer reservoir
methods. (Fig. 11).
(3) Using hand pressure, firmly and evenly press
REMOVAL on the rear washer pump/motor to engage the inlet
(1) Disconnect and isolate the battery negative nipple through the rubber grommet seal into the
cable. washer reservoir. Care must be taken not to damage
(2) Disconnect the washer supply hose from the the washer reservoir.
barbed outlet nipple of the rear washer pump/motor (4) Reconnect the body wire harness connector for
and allow the washer fluid from the washer reservoir the rear washer pump/motor to the washer pump/mo-
to drain into a clean container for reuse (Fig. 11). tor connector receptacle.
(3) Disconnect the body wire harness connector (5) Reconnect the rear washer supply hose to the
from the connector receptacle for the rear washer barbed outlet nipple of the rear washer pump/motor.
pump/motor. (6) Refill the washer reservoir with the washer
(4) Using a trim stick or another suitable wide fluid drained from the reservoir during the removal
flat-bladed tool, gently pry the barbed inlet nipple of procedure.
the rear washer pump/motor unit out of the rubber (7) Reconnect the battery negative cable.
grommet seal in the washer reservoir. Care must be
taken not to damage the washer reservoir. REAR WIPER ARM
(5) Remove the rear washer pump/motor unit from
the washer reservoir.
(6) Remove the rubber grommet seal from the rear
DESCRIPTION
washer pump/motor mounting hole in the washer The rear wiper arm is the rigid member located
reservoir and discard. between the rear wiper motor output shaft that pro-
trudes from the outside of the liftglass near the right
liftglass hinge and the rear wiper blade (Fig. 12).
This wiper arm features an over-center hinge that
allows easy access to the liftglass for cleaning. The
wiper arm has a die cast metal pivot end with a
TJ REAR WIPERS/WASHERS 8R - 35
REAR WIPER ARM (Continued)
shaft and the pivot cover hinges and snaps over this
connection for a neat appearance. The spring-loaded
wiper arm hinge controls the down-force applied
through the tip of the wiper arm to the wiper blade
on the glass. The hook formation on the tip of the
wiper arm provides a cradle for securing and latching
the wiper blade pivot block to the wiper arm.
REMOVAL
(1) Lift the rear wiper arm pivot cover by lifting it
at the rear wiper motor output shaft end of the arm
(Fig. 13).
OPERATION INSTALLATION
The rear wiper arm is designed to mechanically
transmit the motion from the rear wiper motor out- NOTE: Be certain that the rear wiper motor is in the
put shaft to the rear wiper blade. The wiper arm park position before attempting to install the wiper
must be properly indexed to the motor output shaft arm. Turn the ignition switch to the On position and
in order to maintain the proper wiper blade travel on move the rear wiper and washer switch rocker to its
the glass. The tapered hole in the wiper arm pivot Off position. If the wiper motor output shaft moves,
end interlocks with the serrations on the outer cir- wait until it stops moving, then turn the ignition
cumference of the tapered motor output shaft, allow- switch back to the Off position. The wiper motor is
ing positive engagement and finite adjustment of this now in its park position.
connection. A hex nut secures the wiper arm pivot
end to the threads on the rear wiper motor output
8R - 36 REAR WIPERS/WASHERS TJ
REAR WIPER ARM (Continued)
(5) Wet the liftglass, then operate the rear wiper.
Turn the wiper switch to the Off position, then check
for the correct wiper arm position and readjust as
required.
INSTALLATION
(1) Install the rubber grommet from the outside of
the liftglass output shaft hole. Be certain that the
alignment arrow molded into the outer flange of the
grommet is aligned with the arrowhead imprinted on
the glass below the output shaft hole.
(2) Position the rear wiper motor to the inside of
the liftglass with the output shaft inserted through Fig. 21 Rear Wiper Motor Trim Cover Remove/Install
the rubber grommet and the mounting bracket insu- 1 - SCREW (3)
lator installed over the stud on the inside of the lift- 2 - TRIM COVER
3 - REAR WIPER MOTOR
glass (Fig. 20). 4 - LIFTGLASS
(3) Reinstall the washer onto the stud that secures
the rear wiper motor bracket insulator to the lift- (2) Remove the trim cover from the rear wiper
glass. motor mounting bracket.
8R - 40 REAR WIPERS/WASHERS TJ
REAR WIPER MOTOR TRIM COVER (Continued)
INSTALLATION
(1) From the inside of the liftglass, position the
trim cover onto the rear wiper motor mounting
bracket (Fig. 21).
(2) Install and tighten the three screws that secure
the trim cover to the rear wiper motor mounting
bracket. Tighten the screws to 1 N·m (10 in. lbs.).
REAR WIPER/WASHER
SWITCH
DESCRIPTION
INSTALLATION
WARNING: TO AVOID PERSONAL INJURY OR Fig. 25 Rear Wiper/Washer Switch Remove
DEATH, ON VEHICLES EQUIPPED WITH AIRBAGS, 1 - TRIM STICK
DISABLE THE SUPPLEMENTAL RESTRAINT SYS- 2 - REAR WIPER/WASHER SWITCH
TEM BEFORE ATTEMPTING ANY STEERING 3 - OVERDRIVE-OFF SWITCH
4 - AXLE LOCKER SWITCH
WHEEL, STEERING COLUMN, AIRBAG, OR INSTRU- 5 - ACCESSORY SWITCH BEZEL
MENT PANEL COMPONENT DIAGNOSIS OR SER- 6 - REAR WINDOW DEFOGGER SWITCH
VICE. DISCONNECT AND ISOLATE THE BATTERY
NEGATIVE (GROUND) CABLE, THEN WAIT TWO (2) Gently and evenly push the rear wiper and
MINUTES FOR THE SYSTEM CAPACITOR TO DIS- washer switch into the receptacle until the snap fea-
CHARGE BEFORE PERFORMING FURTHER DIAG- tures on the top and bottom of the switch housing
NOSIS OR SERVICE. THIS IS THE ONLY SURE WAY are fully engaged by the latch tabs at the top and
TO DISABLE THE SUPPLEMENTAL RESTRAINT bottom of the receptacle.
SYSTEM. FAILURE TO TAKE THE PROPER PRE- (3) Reinstall the accessory switch bezel onto the
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- instrument panel. (Refer to 23 - BODY/INSTRU-
BAG DEPLOYMENT. MENT PANEL/ACCESSORY SWITCH BEZEL -
INSTALLATION).
(1) Position the rear wiper and washer switch over (4) Reconnect the battery negative cable.
the proper receptacle on the back of the accessory
switch bezel (Fig. 25).
TJ WIRING 8W - 1
WIRING
TABLE OF CONTENTS
page page
TABLE OF CONTENTS
page page
DESCRIPTION - CONNECTOR, GROUND AND WARNING: BE SURE THAT THE IGNITION SWITCH
ALWAYS IS IN THE OFF POSITION, UNLESS THE
SPLICE INFORMATION
PROCEDURE REQUIRES IT TO BE ON.
CAUTION: Not all connectors are serviced. Some
connectors are serviced only with a harness. A typ- WARNING: SET THE PARKING BRAKE WHEN
ical example might be the Supplemental Restraint WORKING ON ANY VEHICLE. AN AUTOMATIC
System connectors. Always check parts availability TRANSMISSION SHOULD BE IN PARK. A MANUAL
before attempting a repair. TRANSMISSION SHOULD BE IN NEUTRAL.
STANDARD PROCEDURE
STANDARD PROCEDURE - ELECTROSTATIC
DISCHARGE (ESD) SENSITIVE DEVICES
All ESD sensitive components are solid state and a
symbol (Fig. 6) is used to indicate this. When han-
dling any component with this symbol, comply with
the following procedures to reduce the possibility of
Fig. 5 PROBING TOOL electrostatic charge build up on the body and inad-
vertent discharge into the component. If it is not
1 - SPECIAL TOOL 6801
2 - PROBING END known whether the part is ESD sensitive, assume
that it is.
INTERMITTENT AND POOR CONNECTIONS (1) Always touch a known good ground before han-
Most intermittent electrical problems are caused dling the part. This should be repeated while han-
by faulty electrical connections or wiring. It is also dling the part and more frequently after sliding
possible for a sticking component or relay to cause a across a seat, sitting down from a standing position,
problem. Before condemning a component or wiring or walking a distance.
assembly, check the following items. (2) Avoid touching electrical terminals of the part,
• Connectors are fully seated unless instructed to do so by a written procedure.
• Spread terminals, or terminal push out (3) When using a voltmeter, be sure to connect the
• Terminals in the wiring assembly are fully ground lead first.
seated into the connector/component and locked into (4) Do not remove the part form it’s protective
position packing until it is time to install the part.
• Dirt or corrosion on the terminals. Any amount of (5) Before removing the part from it’s pakage,
corrosion or dirt could cause an intermittent problem ground the pakage to a known good ground on the
• Damaged connector/component casing exposing vehicle.
the item to dirt or moisture
• Wire insulation that has rubbed through causing
a short to ground
• Some or all of the wiring strands broken inside
of the insulation
• Wiring broken inside of the insulation
Fig. 9 TESTING FOR VOLTAGE DROP TERMINAL REMOVING TOOLS 6932 AND 8638
CONNECTOR INSTALLATION
(1) Insert the removed terminal in the same cavity
REMOVAL on the repair connector.
(1) Disconnect battery. (2) Repeat steps for each terminal in the connec-
(2) Release Connector Lock (Fig. 10). tor, being sure that all wires are inserted into the
(3) Disconnect the connector being repaired from proper cavities. For additional connector pin-out
its mating half/component. identification, refer to the wiring diagrams.
(4) Remove the dress cover (if applicable) (Fig. 10). (3) When the connector is re-assembled, the sec-
ondary terminal lock must be placed in the locked
position to prevent terminal push out.
(4) Replace dress cover (if applicable).
(5) Connect connector to its mating half/compo-
nent.
(6) Connect battery and test all affected systems.
DIODE TERMINAL
REMOVAL REMOVAL
(1) Disconnect the battery. (1) Follow steps for removing terminals described
(2) Locate the diode in the harness, and remove in the connector removal section.
the protective covering. (2) Cut the wire 6 inches from the back of the con-
(3) Remove the diode from the harness, pay atten- nector.
tion to the current flow direction (Fig. 13).
INSTALLATION
(1) Select a wire from the terminal repair kit that
best matches the color and gage of the wire being
repaired.
(2) Cut the repair wire to the proper length and
remove one–half (1/2) inch of insulation.
(3) Splice the repair wire to the wire harness (see
wire splicing procedure).
(4) Insert the repaired wire into the connector.
(5) Install the connector locking wedge, if required,
and reconnect the connector to its mating half/compo-
nent.
(6) Re-tape the wire harness starting at 1–1/2
inches behind the connector and 2 inches past the
repair.
Fig. 13 DIODE IDENTIFICATION (7) Connect battery and test all affected systems.
1 - CURRENT FLOW
2 - BAND AROUND DIODE INDICATES CURRENT FLOW
3 - DIODE AS SHOWN IN THE DIAGRAMS
INSTALLATION
(1) Remove the insulation from the wires in the
harness. Only remove enough insulation to solder in
the new diode.
(2) Install the new diode in the harness, making
sure current flow is correct. If necessary, refer to the
appropriate wiring diagram for current flow (Fig. 13).
(3) Solder the connection together using rosin core
type solder only. Do not use acid core solder.
(4) Tape the diode to the harness using electrical
tape. Make sure the diode is completely sealed from
the elements.
(5) Re-connect the battery and test affected sys-
tems.
TJ 8W-01 WIRING DIAGRAM INFORMATION 8W - 01 - 15
8W-53 WIPERS
Component Page Component Page
Front Washer Pump . . . . . . . . . . . . . . . . . . 8W-53-2 G302 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-53-4
Front Wiper Motor . . . . . . . . . . . . . . . . . . . 8W-53-2 Instrument Cluster . . . . . . . . . . . . . . . . . . . 8W-53-3
Fuse 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-53-4 Multi-Function Switch . . . . . . . . . . . . . . . . 8W-53-2
Fuse 17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-53-2 Rear Washer Pump . . . . . . . . . . . . . . . . . 8W-53-3, 4
Fuse Block . . . . . . . . . . . . . . . . . . . . . . . 8W-53-2, 4 Rear Wiper Motor . . . . . . . . . . . . . . . . . . 8W-53-3, 4
G102 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-53-2 Rear Wiper/Washer Switch . . . . . . . . . . . . . 8W-53-3
G200 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-53-3
G300 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-53-2
TJ 8W-70 SPLICE INFORMATION 8W - 70 - 1
CLOCKSPRING C1 - 4 WAY
CAV CIRCUIT FUNCTION
1 X3 20RD/YL HORN RELAY CONTROL
2 V37 20RD/LG (EXCEPT RHD HARDTOP SPEED CONTROL SWITCH SIGNAL
SUBWOOFER)
2 V37 20RD/LB (RHD HARDTOP SUB- SPEED CONTROL SWITCH SIGNAL
WOOFER)
3 K4 20BK/LB SENSOR GROUND 1
4 - -
TJ 8W-80 CONNECTOR PIN-OUTS 8W - 80 - 23
LEFT FRONT PARK/ TURN SIGNAL LAMP (EXCEPT EXPORT) - BLACK 3 WAY
CAV CIRCUIT FUNCTION
1 L61 18GY LEFT TURN SIGNAL
2 L7 18BK/YL FUSED PARK LAMP RELAY OUTPUT
3 Z1 18BK GROUND
OXYGEN SENSOR 2/1 UPSTREAM (EXCEPT EXPORT/JAPAN LOW EMISSION VEHICLE) - 4 WAY
CAV CIRCUIT FUNCTION
1 F142 18OR/DG FUSED AUTO SHUT DOWN RELAY OUTPUT
2 K299 18BR/WT O2 SENSOR 2/1 HEATER CONTROL
3 K4 20BK/LB SENSOR GROUND 1
4 K241 18LG/RD OXYGEN SENSOR 2/1 SIGNAL
OXYGEN SENSOR 2/2 DOWNSTREAM (EXCEPT EXPORT/JAPAN LOW EMISSION VEHICLE) - 4 WAY
CAV CIRCUIT FUNCTION
1 A242 18VT/OR OXYGEN SENSOR DOWNSTREAM HEATER RELAY
OUTPUT
2 Z1 18BK GROUND
3 K4 20BK/LB SENSOR GROUND 1
4 K341 18TN/WT OXYGEN SENSOR 2/2 SIGNAL
RIGHT FRONT PARK/ TURN SIGNAL LAMP (EXCEPT EXPORT) - BLACK 3 WAY
CAV CIRCUIT FUNCTION
1 L60 18TN RIGHT TURN SIGNAL
2 L7 18BK/YL FUSED PARK LAMP RELAY OUTPUT
3 Z1 18BK GROUND
SUBWOOFER - 12 WAY
CAV CIRCUIT FUNCTION
1 X54 18VT RIGHT FRONT SPEAKER (+)
2 X56 18DB RIGHT FRONT SPEAKER (-)
3 X53 18DG LEFT FRONT SPEAKER (+)
4 X55 18BR/RD LEFT FRONT SPEAKER (-)
5 X16 20LG RADIO 12V OUTPUT
6 X13 16BK/RD FUSED IGNITION SWITCH OUTPUT
7 X52 18GY/DB RIGHT REAR SPEAKER (+)
8 X58 18DB/PK RIGHT REAR SPEAKER (-)
9 X51 18BR/YL LEFT REAR SPEAKER (+)
10 X57 18BR/LB LEFT REAR SPEAKER (-)
11 - -
12 Z9 16BK/WT GROUND
TABLE OF CONTENTS
page
CONNECTOR/GROUND/SPLICE LOCATION
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 1
CONNECTORS
GROUNDS
SPLICES
TABLE OF CONTENTS
page page
POWER DISTRIBUTION owner’s manual in the vehicle glove box for more
information on the features and use of all of the
power distribution system components. Refer to the
DESCRIPTION
index in this service manual for the location of com-
This group covers the various standard and
plete circuit diagrams for the various power distribu-
optional power distribution components used on this
tion system components.
model. The power distribution system for this vehicle
consists of the following components:
• Power Distribution Center (PDC)
OPERATION
• Fuseblock The power distribution system for this vehicle is
• Cigar Lighter Outlet designed to provide safe, reliable, and centralized dis-
tribution points for the electrical current required to
• Power Outlet
operate all of the many standard and optional facto-
The power distribution system also incorporates
various types of circuit control and protection fea- ry-installed electrical and electronic powertrain,
tures, including: chassis, safety, security, comfort and convenience sys-
• Blade-type fuses tems. At the same time, the power distribution sys-
• Cartridge fuses tem was designed to provide ready access to these
• Relays electrical distribution points for the vehicle techni-
cian to use when conducting diagnosis and repair of
Following are general descriptions of the major
components in the power distribution system. See the faulty circuits. The power distribution system can
also prove useful for the sourcing of additional elec-
8W - 97 - 2 8W-97 POWER DISTRIBUTION TJ
POWER DISTRIBUTION (Continued)
trical circuits that may be required to provide the The cigar lighter knob and heating element are
electrical current needed to operate many accessories encased within a spring-loaded housing, which also
that the vehicle owner may choose to have installed features a sliding protective heat shield. When the
in the aftermarket. knob and heating element are inserted in the recep-
tacle shell, the heating element resistor coil is
grounded through its housing to the receptacle shell.
SPECIAL TOOLS If the cigar lighter knob is pushed inward, the heat
shield slides up toward the knob exposing the heat-
POWER DISTRIBUTION SYSTEMS ing element, and the heating element extends from
the housing toward the insulated contact in the bot-
tom of the receptacle shell.
Two small spring-clip retainers are located on
either side of the insulated contact inside the bottom
of the receptacle shell. These clips engage and hold
the heating element of the cigar lighter against the
insulated contact long enough for the resistor coil to
heat up. When the heating element is engaged with
the contact, battery current can flow through the
resistor coil to ground, causing the resistor coil to
heat.
When the resistor coil becomes sufficiently heated,
excess heat radiates from the heating element caus-
ing the spring-clips to expand. Once the spring-clips
expand far enough to release the heating element,
Terminal Pick Kit 6680 the spring-loaded housing forces the knob and heat-
ing element to pop back outward to their relaxed
CIGAR LIGHTER OUTLET position. When the cigar lighter knob and element
are pulled out of the receptacle shell, the protective
DESCRIPTION heat shield slides downward on the housing so that
An instrument panel cigar lighter outlet is stan- the heating element is recessed and shielded around
dard factory-installed equipment on some models. its circumference for safety.
Models equipped with the optional smoker’s package
will include a cigar lighter knob and heating ele- DIAGNOSIS AND TESTING - CIGAR LIGHTER
ment. Models without the smoker’s package are
equipped with a snap fit plastic cap and the outlet is
OUTLET
treated as an extra accessory power outlet. The out- For complete circuit diagrams, refer to Wiring
let is installed in the instrument panel accessory Diagrams.
switch bezel, which is located near the bottom of the
WARNING: REFER TO THE RESTRAINTS SECTION
instrument panel center bezel area, below the heater
OF THE SERVICE MANUAL BEFORE ATTEMPTING
and air conditioner controls.
ANY STEERING WHEEL, STEERING COLUMN, OR
The cigar lighter outlet is serviced only as a part of
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
the accessory switch bezel unit. If the base is faulty
SERVICE. FAILURE TO TAKE THE PROPER PRE-
or damaged, the accessory switch bezel unit must be
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
replaced. The cigar lighter knob and heating element
BAG DEPLOYMENT AND POSSIBLE PERSONAL
unit is available for service. This component cannot
INJURY.
be repaired and, if faulty or damaged, it must be
replaced. (1) Remove the cigar lighter knob and element
from the cigar lighter receptacle shell. Check for con-
OPERATION tinuity between the inside circumference of the cigar
The cigar lighter base or receptacle shell is con- lighter receptacle shell and a good ground. there
nected to ground, and an insulated contact in the should be continuity. If OK, go to Step 2. If not OK,
bottom of the shell is connected to battery current. go to Step 3.
The cigar lighter receives battery voltage from a fuse (2) Turn the ignition switch to the On position.
(f13) in the Power Distribution Center (PDC) through Check for battery voltage at the insulated contact
the ignition switch, only when in the Accessory or On located at the back of the cigar lighter receptacle
position and through a fuse (f19) in the fuseblock.8
TJ 8W-97 POWER DISTRIBUTION 8W - 97 - 3
CIGAR LIGHTER OUTLET (Continued)
shell. If OK, replace the faulty cigar lighter knob and The molded plastic fuseblock module housing has
element. If not OK, go to Step 3. an integral mounting bracket that is secured with
(3) Turn the ignition switch to the Off position. two screws to a bracket welded on the dash panel
Disconnect and isolate the battery negative cable. just above the heater and air conditioner housing.
Remove the instrument panel accessory switch bezel. The glove box is rolled down from the instrument
Check for continuity between the ground circuit cav- panel for service access of the fuseblock module
ity #3 of the cigar lighter wire harness connector and fuses. An adhesive-backed fuse layout map (Fig. 2)is
a good ground. There should be continuity. If OK, go located on the outside of the glove box bin (Fig. 3) to
to Step 4. If not OK, repair the open ground circuit to ensure proper fuse identification.
ground as required.
(4) Connect the battery negative cable. Turn the
ignition switch to the Accessory or On positions.
Check for battery voltage at cavity #1 of the cigar
lighter wire harness connector. If OK, replace the
faulty accessory switch bezel unit. If not OK, check
for blown fuse in the fuseblock (f19) or in the PDC
(f13). If fuse is blown check for short circuit. Repair
the circuit as required and replace blown fuse.
FUSE BLOCK
DESCRIPTION
An electrical fuseblock module is mounted on the
dash panel in the passenger compartment of the
vehicle (Fig. 1). The fuseblock module serves to dis-
tribute electrical current to many of the accessory
systems in the vehicle. The fuseblock module houses
up to twenty blade-type mini fuses.
OPERATION
All of the circuits entering and leaving the fuse-
block module do so through the body wire harness.
Internal connection of all of the fuseblock module cir-
cuits is accomplished by an intricate combination of
hard wiring and bus bars. Refer to Wiring Dia-
grams for the location of complete fuseblock module
circuit diagrams.
REMOVAL
The fuseblock module is serviced as a unit with the
body wire harness. If any internal circuit of the fuse-
Fig. 1 Fuseblock Module Location block module or if the fuseblock module housing is
faulty or damaged, the entire fuseblock module and
1 - FUSE BLOCK
2 - HEATER CASE the body wire harness unit must be replaced.
3 - GLOVE BOX OPENING (1) Disconnect and isolate the battery negative
cable.
8W - 97 - 4 8W-97 POWER DISTRIBUTION TJ
FUSE BLOCK (Continued)
IOD FUSE including the clock. The only reason the IOD fuse is
removed is to reduce the normal IOD of the vehicle
electrical system during new vehicle transportation
DESCRIPTION
and pre-delivery storage to reduce battery depletion,
All vehicles are equipped with an Ignition-Off
while still allowing vehicle operation so that the
Draw (IOD) fuse (Fig. 5) that is removed from its
vehicle can be loaded, unloaded and moved as needed
cavity in the Power Distribution Center (PDC) when
by both vehicle transportation company and dealer
the vehicle is shipped from the factory. Dealer per-
personnel.
sonnel are to remove the IOD fuse from the storage
The IOD fuse is removed from PDC fuse cavity #15
location and install it into PDC fuse cavity 15 as part
when the vehicle is shipped from the assembly plant.
of the preparation procedures performed just prior to
Dealer personnel must install the IOD fuse when the
new vehicle delivery.
vehicle is being prepared for delivery in order to
restore full electrical system operation. Once the
vehicle is prepared for delivery, the IOD function of
this fuse becomes transparent and the fuse that has
been assigned the IOD designation becomes only
another Fused B(+) circuit fuse. The IOD fuse serves
no useful purpose to the dealer technician in the ser-
vice or diagnosis of any vehicle system or condition,
other than the same purpose as that of any other
standard circuit protection device.
The IOD fuse can be used by the vehicle owner as
a convenient means of reducing battery depletion
when a vehicle is to be stored for periods not to
exceed about thirty days. However, it must be
remembered that removing the IOD fuse will not
eliminate IOD, but only reduce this normal condition.
If a vehicle will be stored for more than about thirty
days, the battery negative cable should be discon-
nected to eliminate normal IOD; and, the battery
should be tested and recharged at regular intervals
during the vehicle storage period to prevent the bat-
tery from becoming discharged or damaged.
POWER DISTRIBUTION layout map integral to the inside surface of the cover
to ensure proper component identification.
CENTER The PDC cover, the PDC housing lower cover, the
PDC relay wedges, the PDC relay cassettes and the
DESCRIPTION PDC B(+) terminal stud module are available for ser-
All of the electrical current distributed throughout vice replacement. The PDC main housing unit, the
this vehicle is directed through the standard equip- fuse wedges and the bus bars cannot be repaired and
ment Power Distribution Center (PDC) (Fig. 7). The are only serviced as a unit with the dash wire har-
molded plastic PDC housing is located on the right ness. If the PDC main housing unit, fuse wedges or
side of the engine compartment, forward of the bat- the bus bars are faulty or damaged, the dash wire
tery on the top of the right front inner fender shield. harness unit must be replaced.
The PDC houses up to fifteen maxi-type cartridge
fuses, which replace all in-line fusible links. The PDC OPERATION
also houses up to thirteen blade-type mini fuses, and All of the current from the battery and the gener-
up to twelve International Standards Organization ator output enters the PDC through two cables and a
(ISO) relays (four standard-type and eight micro- single two-holed eyelet that is secured with nuts to
type). the two PDC B(+) terminal studs near the back of
the PDC housing. The molded plastic PDC cover is
unlatched and opened to access the battery and gen-
erator output connection B(+) terminal studs. Inter-
nal connection of all of the PDC circuits is
accomplished by an intricate combination of hard
wiring and bus bars. Refer to theWiring section of
this service manual for wiring diagrams.
REMOVAL
The Power Distribution Center (PDC) main hous-
ing unit, the PDC fuse wedges and the PDC bus bars
cannot be repaired and are only serviced as a unit
with the dash wire harness. If the PDC main housing
unit, the fuse wedges or the bus bars are faulty or
damaged, the entire PDC and dash wire harness unit
Fig. 7 Power Distribution Center Location must be replaced.
1 - POWER DISTRIBUTION CENTER (PDC) (1) Disconnect and isolate the battery negative
2 - LATCHES
3 - COVER cable.
4 - RIGHT FRONT FENDER (2) Disconnect each of the dash wire harness con-
nectors. Refer to Connector Locations in the Wir-
The PDC housing is secured in the engine compart- ing section of this service manual for the location of
ment at four points. Integral mounts on both sides of the dash wire harness connector locations.
the PDC housing engage and latch to stanchions that (3) Remove all of the fasteners that secure each of
are integral to the stamped steel PDC bracket. The the dash wire harness ground eyelets to the vehicle
PDC bracket is secured to the top of the right front body and chassis components. Refer to Connector
inner fender shield with three screws, two at the Locations in the Wiring section of this service man-
front of the bracket and one at the rear. The PDC is ual for the location of the ground eyelet locations.
integral to the dash wire harness, which exits from (4) Disengage each of the retainers that secure the
the bottom of the PDC housing. The PDC housing dash wire harness to the vehicle body and chassis
has a molded plastic cover that includes two integral components. Refer to Connector Locations in the
latches at the rear and pivot hooks at the front that Wiring section of this service manual for the location
snap over a hinge pin on the front of the PDC hous- of the dash wire harness retainer locations.
ing. The PDC cover is easily opened or removed for
service access and has a convenient fuse and relay
8W - 97 - 8 8W-97 POWER DISTRIBUTION TJ
POWER DISTRIBUTION CENTER (Continued)
(5) Unlatch and open the PDC cover (Fig. 8). PDC HOUSING LOWER COVER REMOVAL
(1) Disconnect and isolate the battery negative
cable.
(2) Unlatch and remove the cover from the PDC.
(3) Unlatch and remove the B(+) terminal stud
cover from the PDC.
(4) Remove the two nuts that secure the eyelet ter-
minal to the two B(+) terminal studs of the PDC.
(5) Remove the eyelet terminal from the PDC B(+)
terminal studs.
(6) Disengage the latches on the PDC mounts from
the tabs on the PDC bracket stanchions, and pull the
PDC housing upward to disengage the mounts from
the stanchions of the bracket.
(7) Using a trim stick or another suitable wide
flat-bladed tool, gently pry the latches on each side
Fig. 8 Power Distribution Center and one end of the PDC housing that secure the
1 - POWER DISTRIBUTION CENTER (PDC) housing lower cover to the PDC and remove the
2 - LATCHES
3 - COVER housing lower cover (Fig. 9).
4 - RIGHT FRONT FENDER
(6) Remove the two nuts that secure the eyelet ter-
minal of the battery positive cable take out and the
engine wire harness generator output take out to the
PDC B(+) terminal studs.
(7) Remove the battery positive cable take out and
the engine wire harness generator output take out
eyelet terminal from the B(+) terminal studs.
(8) Disengage the latches on the PDC housing
mounts from the tabs on the PDC bracket stan-
chions, and pull the PDC housing upward to disen-
gage the mounts from the stanchions of the bracket.
(9) Remove the PDC and the dash wire harness
from the engine compartment as a unit.
DISASSEMBLY
POWER DISTRIBUTION CENTER DISASSEMBLY
The Power Distribution Center (PDC) cover, the
PDC housing lower cover, the PDC relay wedges, the
PDC relay cassettes and the PDC B(+) terminal stud Fig. 9 PDC Housing Lower Cover Remove/Install -
module are available for service replacement. The Typical
PDC cover can be simply unlatched and removed 1 - THROUGH FORMATION
from the PDC housing without the PDC being 2 - LATCHES (5)
removed or disassembled. Service of the remaining 3 - PDC HOUSING LOWER COVER
4 - WIRE HARNESS
PDC components requires that the PDC be removed
from its mounting and disassembled. Refer to Wiring
Repair in the index of this service manual for the
location of the proper wiring repair procedures.
TJ 8W-97 POWER DISTRIBUTION 8W - 97 - 9
POWER DISTRIBUTION CENTER (Continued)
PDC B(+) TERMINAL MODULE REMOVAL
(1) Remove the PDC housing lower cover.
(2) From the top of the PDC housing, use a small
screwdriver or a terminal pick tool (Special Tool Kit
6680) to release the two latches that secure the B(+)
terminal module in the PDC (Fig. 10).
ASSEMBLY
POWER DISTRIBUTION CENTER ASSEMBLY
PDC HOUSING LOWER COVER INSTALLATION
(1) Align the PDC housing lower cover to the bot-
tom of the PDC.
(2) Press the PDC housing lower cover gently and
evenly onto the PDC until each of the latches that
secure the cover to the PDC is fully engaged.
(3) Engage the mounts on the PDC housing with
the stanchions of the PDC bracket and push the unit
downward until the mount latches fully engage the
mounting tabs on the PDC bracket.
(4) Install the eyelet terminal over the two PDC
Fig. 13 PDC Relay Cassette Latches - Typical B(+) terminal studs.
1 - LATCHES (5) Install and tighten the two nuts that secure
2 - FROM SPECIAL TOOL KIT 6680 the eyelet terminal to the B(+) terminal studs.
3 - PDC RELAY CASSETTES
Tighten the nuts to 11.3 N·m (100 in. lbs.).
(6) Install the B(+) terminal stud cover onto the
(3) Gently and evenly press the relay cassette
PDC.
down through the PDC housing.
(7) Install the cover onto the PDC.
(4) From the bottom of the PDC housing, remove
(8) Reconnect the battery negative cable.
the relay cassette from the PDC (Fig. 14).
PDC B+ TERMINAL MODULE INSTALLATION
(1) From the bottom of the PDC housing, align and
insert the B(+) terminal module into the PDC.
(2) From the bottom of the PDC housing, align and
insert the two studs of the PDC B(+) terminal mod-
ule through the bus bar in the PDC.
(3) From the bottom of the PDC housing, press the
B(+) terminal module gently and evenly into the PDC
until both of the latches are fully engaged.
(4) Install the PDC housing lower cover.
OPERATION
The power outlet base or receptacle shell is con-
nected to ground, and an insulated contact in the
bottom of the shell is connected to battery current.
The power outlet receives battery voltage from a fuse
in the Power Distribution Center at all times.
While the power outlet is very similar to a cigar
lighter base unit, it does not include the two small
spring-clip retainers inside the bottom of the recepta-
cle shell that are used to secure the cigar lighter
heating element to the insulated contact.
ENGINE
TABLE OF CONTENTS
page page
ENGINE 2.4L
TABLE OF CONTENTS
page page
DIAGNOSIS AND TESTING - CYLINDER (2) Add an oil soluble dye (use as recommended by
manufacturer). Start the engine and let idle for
COMPRESSION PRESSURE TEST
approximately 15 minutes. Check the oil dipstick to
The results of a cylinder compression pressure test
make sure the dye is thoroughly mixed as indicated
can be utilized to diagnose several engine malfunc-
with a bright yellow color under a black light.
tions.
(3) Using a black light, inspect the entire engine
Ensure the battery is completely charged and the
for fluorescent dye, particularly at the suspected area
engine starter motor is in good operating condition.
of oil leak. If the oil leak is found and identified,
Otherwise the indicated compression pressures may
repair as necessary.
not be valid for diagnosis purposes.
(4) If dye is not observed, drive the vehicle at var-
(1) Check engine oil level and add oil if necessary.
ious speeds for approximately 24 km (15 miles), and
(2) Drive the vehicle until engine reaches normal
repeat inspection.
operating temperature. Select a route free from traf-
(5) If the oil leak source is not positively
fic and other forms of congestion, observe all traffic
identified at this time, proceed with the air leak
laws, and accelerate through the gears several times
detection test method as follows:
briskly.
• Disconnect the fresh air hose (make-up air) at
(3) Remove all spark plugs from engine. As spark
the cylinder head cover and plug or cap the nipple on
plugs are being removed, check electrodes for abnor-
the cover.
mal firing indicators fouled, hot, oily, etc. Record cyl-
• Remove the PCV valve hose from the cylinder
inder number of spark plug for future reference.
head cover. Cap or plug the PCV valve nipple on the
(4) Remove the Auto Shutdown (ASD) relay from
cover.
the PDC.
• Attach an air hose with pressure gauge and reg-
(5) Be sure throttle blade is fully open during the
ulator to the dipstick tube.
compression check.
(6) Insert compression gage adaptor Special Tool CAUTION: Do not subject the engine assembly to
8116 or the equivalent, into the #1 spark plug hole in more than 20.6 kpa (3 PSI) of test pressure.
cylinder head. Connect the 0–500 psi (Blue) pressure
transducer with cable adaptors to the DRBIIIt. • Gradually apply air pressure from 1 psi to 2.5
(7) Crank engine until maximum pressure is psi maximum while applying soapy water at the sus-
reached on gage. Record this pressure as #1 cylinder pected source. Adjust the regulator to the suitable
pressure. test pressure that provides the best bubbles which
(8) Repeat the previous step for all remaining cyl- will pinpoint the leak source. If the oil leak is
inders. detected and identified, repair per service manual
(9) Compression should not be less than 689 kPa procedures.
(100 psi) and not vary more than 25 percent from cyl- • If the leakage occurs at the crankshaft rear oil
inder to cylinder. seal area, refer to the section, Inspection for Rear
(10) If one or more cylinders have abnormally low Seal Area Leak.
compression pressures, repeat the compression test. (6) If no leaks are detected, turn off the air supply.
(11) If the same cylinder or cylinders repeat an Remove the air hose, all plugs, and caps. Install the
abnormally low reading on the second compression PCV valve and fresh air hose (make-up air). Proceed
test, it could indicate the existence of a problem in to next step.
the cylinder in question. The recommended com- (7) Clean the oil off the suspect oil leak area using
pression pressures are to be used only as a a suitable solvent. Drive the vehicle at various
guide to diagnosing engine problems. An engine speeds approximately 24 km (15 miles). Inspect the
should not be disassembled to determine the engine for signs of an oil leak by using a black light.
cause of low compression unless some malfunc-
tion is present. NOTE: If oil leakage is observed at the dipstick tube
to block location; remove the tube, clean and reseal
DIAGNOSIS AND TESTING - ENGINE OIL LEAK using MoparT Stud & Bearing Mount (press fit tube
INSPECTION applications only), and for O-ring style tubes,
Begin with a thorough visual inspection of the remove tube and replace the O-ring seal.
engine, particularly at the area of the suspected leak.
If an oil leak source is not readily identifiable, the
INSPECTION FOR REAR SEAL AREA LEAKS
following steps should be followed:
Since it is sometimes difficult to determine the
(1) Do not clean or degrease the engine at this
source of an oil leak in the rear seal area of the
time because some solvents may cause rubber to
engine, a more involved inspection is necessary. The
swell, temporarily stopping the leak.
TJ ENGINE 2.4L 9-5
ENGINE 2.4L (Continued)
following steps should be followed to help pinpoint (6) For bubbles that remain steady with shaft
the source of the leak. rotation, no further inspection can be done until dis-
If the leakage occurs at the crankshaft rear oil seal assembled.
area: (7) After the oil leak root cause and appropriate
(1) Disconnect the battery. corrective action have been identified, replace compo-
(2) Raise the vehicle. nent(s) as necessary.
(3) Remove torque converter or clutch housing
cover and inspect rear of block for evidence of oil. DIAGNOSIS AND TESTING - ENGINE
Use a black light to check for the oil leak. If a leak is Engine diagnosis is helpful in determining the
present in this area, remove transmission for further causes of malfunctions not detected and remedied by
inspection. routine maintenance.
(a) Circular spray pattern generally indicates These malfunctions may be classified as either
seal leakage or crankshaft damage. mechanical (e.g., a strange noise), or performance
(b) Where leakage tends to run straight down, (e.g., engine idles rough and stalls).
possible causes are a porous block, oil gallery cup Refer to the Engine Mechanical and the Engine
plug, bedplate to cylinder block mating surfaces Performance diagnostic charts, for possible causes
and seal bore. See proper repair procedures for and corrections of malfunctions (Refer to 9 - ENGINE
these items. - DIAGNOSIS AND TESTING - MECHANICAL)
(4) If no leaks are detected, pressurize the crank- (Refer to 9 - ENGINE - DIAGNOSIS AND TESTING
case as previously described. - PERFORMANCE).
For fuel system diagnosis, (Refer to 14 - FUEL
CAUTION: Do not exceed 20.6 kPa (3 psi). SYSTEM/FUEL DELIVERY - DIAGNOSIS AND
TESTING).
(5) If the leak is not detected, very slowly turn the Additional tests and diagnostic procedures may be
crankshaft and watch for leakage. If a leak is necessary for specific engine malfunctions that can-
detected between the crankshaft and seal while not be isolated with the Service Diagnosis charts.
slowly turning the crankshaft, it is possible the Information concerning additional tests and diagno-
crankshaft seal surface is damaged. The seal area on sis is provided within the following:
the crankshaft could have minor nicks or scratches • Cylinder Compression Pressure Test
that can be polished out with emery cloth. • Cylinder Combustion Pressure Leakage Test
• Engine Cylinder Head Gasket Failure Diagnosis
CAUTION: Use extreme caution when crankshaft
• Intake Manifold Leakage Diagnosis
polishing is necessary to remove minor nicks and
• Lash Adjuster (Tappet) Noise Diagnosis
scratches. The crankshaft seal flange is especially
• Engine Oil Leak Inspection
machined to complement the function of the rear oil
seal.
9-6 ENGINE 2.4L TJ
ENGINE 2.4L (Continued)
NOISY VALVES 1. High or low oil level in 1. Check and correct engine oil
crankcase. level.
CONNECTING ROD NOISE 1. Insufficient oil supply. 1. Check engine oil level.
MAIN BEARING NOISE 1. Insufficient oil supply. 1. Check engine oil level.
OIL PRESSURE DROP 1. Low oil level. 1. Check engine oil level.
OIL CONSUMPTION OR SPARK 1. PCV system malfunction. 1. Check system and repair as
PLUGS FOULED necessary. (Refer to 25 -
EMISSIONS CONTROL/
EVAPORATIVE EMISSIONS/PCV
VALVE - DIAGNOSIS AND
TESTING)
2. Worn, scuffed or broken rings. 2. Hone cylinder bores. Install new
rings.
3. Carbon in oil ring slots. 3. Install new rings.
4. Rings fitted too tightly in grooves. 4. Remove rings and check
grooves. If groove is not proper
width, replace piston.
5. Worn valve guide(s). 5. Replace cylinder head assembly.
6. Valve stem seal(s) worn or 6. Replace seal(s).
damaged.
ENGINE WILL NOT START 1. Weak battery. 1. Test battery. Charge or replace
as necessary. (Refer to 8 -
ELECTRICAL/BATTERY SYSTEM -
DIAGNOSIS AND TESTING)
2. Corroded or loose battery 2. Clean and tighten battery
connections. connections. Apply a coat of light
mineral grease to terminals.
3. Faulty starter. 3. Test starting system. (Refer to 8 -
ELECTRICAL/STARTING -
DIAGNOSIS AND TESTING)
4. Faulty coil(s) or control unit. 4. Test and replace as needed.
(Refer to Appropriate Diagnostic
Information)
5. Incorrect spark plug gap. 5. Set gap. (Refer to 8 -
ELECTRICAL/IGNITION CONTROL
- SPECIFICATIONS)
6. Contamination in fuel system. 6. Clean system and replace fuel
filter.
7. Faulty fuel pump. 7. Test fuel pump and replace as
needed. (Refer to Appropriate
Diagnostic Information)
8. Incorrect engine timing. 8. Check for a skipped timing
belt/chain.
TJ ENGINE 2.4L 9-9
ENGINE 2.4L (Continued)
ENGINE STALLS OR IDLES 1. Idle speed too low. 1. Test minimum air flow. (Refer to
ROUGH Appropriate Diagnostic Information)
ENGINE LOSS OF POWER 1. Dirty or incorrectly gapped plugs. 1. Clean plugs and set gap.
ENGINE MISSES ON 1. Dirty or incorrectly gapped spark 1. Clean spark plugs and set gap.
ACCELERATION plugs.
ENGINE MISSES AT HIGH SPEED 1. Dirty or incorrect spark plug gap. 1. Clean spark plugs and set gap.
2. Faulty ignition coil(s). 2. Test and replace as necessary.
(Refer to Appropriate Diagnostic
Information)
3. Dirty fuel injector(s). Test and replace as necessary.
(Refer to Appropriate Diagnostic
Information)
4. Contamination in fuel system. 4. Clean system and replace fuel
filter.
9 - 10 ENGINE 2.4L TJ
ENGINE 2.4L (Continued)
STANDARD PROCEDURE plug, drive plug into hole so that the sharp edge of
the plug is at least 0.5 mm (0.020 in.) inside the
STANDARD PROCEDURE - REPAIR OF lead-in chamfer.
It is not necessary to wait for curing of the sealant.
DAMAGED OR WORN THREADS The cooling system can be refilled and the vehicle
Damaged or worn threads (excluding spark plug placed in service immediately.
and camshaft bearing cap attaching threads) can be
repaired. Essentially, this repair consists of drilling
STANDARD PROCEDURE - ENGINE GASKET
out worn or damaged threads, tapping the hole with
a special Heli-Coil Tap, (or equivalent) and installing SURFACE PREPARATION
an insert into the tapped hole. This brings the hole To ensure engine gasket sealing, proper surface
back to its original thread size. preparation must be performed, especially with the
use of aluminum engine components and multi-layer
CAUTION: Be sure that the tapped holes maintain steel cylinder head gaskets.
the original center line. Never use the following to clean gasket surfaces:
• Metal scraper
Heli-Coil tools and inserts are readily available • Abrasive pad or paper to clean cylinder block
from automotive parts jobbers. and head
• High speed power tool with an abrasive pad or a
STANDARD PROCEDURE - ENGINE CORE AND wire brush (Fig. 3)
OIL GALLERY PLUGS
Using a blunt tool such as a drift and a hammer, NOTE: Multi-Layer Steel (MLS) head gaskets require
strike the bottom edge of the cup plug. With the cup a scratch free sealing surface.
plug rotated, grasp firmly with pliers or other suit- Only use the following for cleaning gasket surfaces:
able tool and remove plug (Fig. 2).
• Solvent or a commercially available gasket
remover
• Plastic or wood scraper (Fig. 3)
• Drill motor with 3M Roloc™ Bristle Disc (white
or yellow) (Fig. 3)
DESCRIPTION SPECIFICATION
DESCRIPTION SPECIFICATION
Metric Standard
Metric Standard
Intake 48.04 mm 1.891 in.
Diameter I.D. 5.975 - 6.000 0.235 - 0.236 in.
mm Exhaust 47.99 mm 1.889 in.
Guide Bore 11.0 - 11.02 0.4330 - 0.4338
Diameter mm in. VALVE STEM TO GUIDE CLEARANCE
Guide Height 13.25 - 13.75 0.521 - 0.541 in.
(spring seat to mm DESCRIPTION SPECIFICATION
guide tip) Metric Standard
SPECIAL TOOLS
Camshaft Seal Installer MD-998306
2.4L ENGINE
Adaptor 8436
TJ ENGINE 2.4L 9 - 19
ENGINE 2.4L (Continued)
CAMSHAFT(S)
DESCRIPTION
Both nodular iron camshafts have six bearing jour-
nal surfaces and two cam lobes per cylinder (Fig. 17).
Flanges at the rear journals control camshaft end
play. Provision for a cam position sensor is located on
the exhaust camshaft on the front of the cylinder
head. A hydrodynamic oil seal is used for oil control
at the front of the camshaft.
Fig. 17 Camshafts
1 - CAMSHAFT BEARING CAPS
Fig. 16 Camshaft Seal - Installation 2 - PLUG
1 - SPECIAL TOOL MD 998306 3 - CAMSHAFT
4 - CYLINDER HEAD
5 - CAMSHAFT OIL SEAL
(3) Install timing belt rear cover. (Refer to 9 -
ENGINE/VALVE TIMING/TIMING BELT / CHAIN
COVER(S) - INSTALLATION)
OPERATION
The camshaft is driven by the crankshaft via drive
NOTE: Target ring tab should provide positive sprockets and belt. The camshaft has precisely
snap-on fit on the camshaft. machined lobes to provide accurate valve timing and
duration.
(4) Install exhaust camshaft target ring with the
word FRONT facing forward. STANDARD PROCEDURE - CAMSHAFT
(5) Install exhaust camshaft sensor. END-PLAY
(6) Install camshaft sprockets. Hold each sprocket (1) Oil camshaft journals and install camshaft
with Special Tool 6847 and tighten center bolt to 101 WITHOUT cam follower assemblies. Install rear cam
N·m (75 ft. lbs.). caps and tighten screws to specified torque.
(7) Install timing belt and front covers. (Refer to 9 (2) Using a suitable tool, move camshaft as far
- ENGINE/VALVE TIMING/TIMING BELT/CHAIN rearward as it will go.
9 - 26 ENGINE 2.4L TJ
CAMSHAFT(S) (Continued)
(3) Zero dial indicator (Fig. 18).
(4) Move camshaft as far forward as it will go.
(5) Record reading on dial indicator. For end play
specification, (Refer to 9 - ENGINE - SPECIFICA-
TIONS).
(6) If end play is excessive, check cylinder head
and camshaft for wear; replace as necessary.
Fig. 21 Checking Camshaft(s) for Wear Fig. 23 Camshaft Bearing Cap Sealing
1 - UNWORN AREA 1 - 1.5 mm (.060 in.) DIAMETER BEAD OF MOPAR GASKET
2 - ACTUAL WEAR MAKER
3 - BEARING JOURNAL
4 - LOBE (6) Install camshaft target magnet and camshaft
5 - WEAR ZONE
position sensor.
(7) Install cylinder head cover. (Refer to 9 -
INSTALLATION
ENGINE/CYLINDER HEAD/CYLINDER HEAD
CAUTION: Ensure that NONE of the pistons are at COVER(S) - INSTALLATION)
top dead center when installing the camshafts. (8) Install timing belt rear cover and camshaft
sprocket. (Refer to 9 - ENGINE/VALVE TIMING/
(1) Lubricate all camshaft bearing journals, rocker TIMING BELT / CHAIN COVER(S) - INSTALLA-
arms and camshaft lobes. TION)
(2) Install all rocker arms in original positions, if (9) Install timing belt. (Refer to 9 - ENGINE/
reused. VALVE TIMING/TIMING BELT/CHAIN AND
(3) Position camshafts on cylinder head bearing SPROCKETS - INSTALLATION)
journals. Install right and left camshaft bearing caps
No. 2 – 5 and right No. 6. Tighten M6 fasteners to 12
N·m (105 in. lbs.) in sequence shown in (Fig. 22). CYLINDER HEAD COVER
(4) Apply Mopart Gasket Maker to No. 1 and No.
6 bearing caps (Fig. 23). Install bearing caps and REMOVAL
tighten M8 fasteners to 28 N·m (250 in. lbs.). (1) Remove intake manifold. (Refer to 9 -
ENGINE/MANIFOLDS/INTAKE MANIFOLD -
REMOVAL)
(2) Remove ignition coil and spark plug wires.
(3) Disconnect PCV and make-up air hoses from
cylinder head cover.
(4) Remove cylinder head cover bolts.
(5) Remove cylinder head cover from cylinder
head.
CLEANING
Clean cylinder head and cover mating surfaces
using a suitable solvent.
INSTALLATION
NOTE: Replace spark plug well seals and bolt
assemblies when installing a new cylinder head
cover gasket.
INSTALLATION
INSTALLATION - CYLINDER HEAD ON
(1) Install valve seal/valve spring seat assembly
(Fig. 29). Push the assembly down to seat it onto the
valve guide.
(2) Install valve spring and retainer, use Special
Tool MD-998772-A with adapter 6779 to compress
valve springs only enough to install locks. Correct
alignment of tool is necessary to avoid nicking valve
stems.
(3) Remove air hose and install spark plugs.
(4) Install camshafts and cylinder head cover .
Fig. 30 Valve Stem Oil Seal Tool
1 - VALVE SEAL TOOL
2 - VALVE STEM
ENGINE BLOCK
DESCRIPTION
The cast iron cylinder block is a two-piece assem-
bly, consisting of the cylinder block and bedplate (Fig.
35). The bedplate incorporates the main bearing caps
and bolts to the cylinder block. This design offers a
much stronger lower end and increased cylinder
block rigidity. The rear oil seal retainer is integral
with the block. The bedplate and block are serviced
as an assembly.
STANDARD PROCEDURE
STANDARD PROCEDURE - PISTON TO
CYLINDER BORE FITTING
Piston and cylinder wall must be clean and dry.
Piston diameter should be measured 90 degrees to
piston pin about 14 mm (9/16 inch.) from the bottom
of the skirt as shown in (Fig. 37). Cylinder bores
Fig. 34 Rocker Arm - Typical
should be measured halfway down the cylinder bore
1 - TIP and transverse to the engine crankshaft center line
2 - LASH ADJUSTER POCKET
3 - ROLLER shown in (Fig. 36). Refer to for Engine Specifications
(Refer to 9 - ENGINE - SPECIFICATIONS). Correct
(2) Using Special Tools 8215 and 8436 slowly piston to bore clearance must be established in order
depress valve assembly until rocker arm can be to assure quiet and economical operation.
installed on the hydraulic lifter and valve stem.
(3) Repeat installation procedure for each rocker NOTE: Pistons and cylinder bores should be mea-
arm. sured at normal room temperature, 21°C (70°F).
(4) Install spark plugs.
(5) Install fuel rail. (Refer to 14 - FUEL SYSTEM/
FUEL DELIVERY/FUEL RAIL - INSTALLATION) STANDARD PROCEDURE - CYLINDER BORE
(6) Install cylinder head cover. (Refer to 9 - HONING
ENGINE/CYLINDER HEAD/CYLINDER HEAD (1) Used carefully, the cylinder bore resizing hone,
COVER(S) - INSTALLATION) recommended tool C-823 or equivalent, equipped with
220 grit stones, is the best tool for this honing proce-
dure. In addition to deglazing, it will reduce taper and
out-of-round as well as removing light scuffing, scoring
or scratches. Usually a few strokes will clean up a bore
and maintain the required limits.
TJ ENGINE 2.4L 9 - 33
ENGINE BLOCK (Continued)
CRANKSHAFT MAIN
BEARINGS
STANDARD PROCEDURE - MAIN BEARING - Fig. 50 Main Bearing Identification
1 - OIL GROOVE
FITTING 2 - MAIN BEARINGS
For crankshaft specifications (Refer to 9 - ENGINE 3 - OIL HOLE
- SPECIFICATIONS).
INSTALLATION
(1) Install new seal by using Special Tool 6780
(Fig. 57).
(2) Place seal into opening with seal spring
towards the inside of engine. Install seal until flush
with cover.
(3) Install crankshaft sprocket using Special Tool
6792 (Fig. 58).
(4) Install timing belt. (Refer to 9 - ENGINE/ Fig. 58 Crankshaft Sprocket - Installation
VALVE TIMING/TIMING BELT/CHAIN AND
1 - SPECIAL TOOL 6792
SPROCKETS - INSTALLATION) 2 - TIGHTEN NUT TO INSTALL
(5) Install crankshaft vibration damper (Fig. 59).
(Refer to 9 - ENGINE/ENGINE BLOCK/VIBRATION
DAMPER - INSTALLATION)
TJ ENGINE 2.4L 9 - 41
CRANKSHAFT OIL SEAL - FRONT (Continued)
OPERATION
The piston and connecting rod is the link between
the combustion force to the crankshaft.
STANDARD PROCEDURE
Fig. 70 Piston Ring Side Clearance
PISTON RING - FITTING
1 - FEELER GAUGE
(1) Wipe cylinder bore clean. Insert ring and push
down with piston to ensure it is square in bore. The
ring gap measurement must be made with the ring
positioning at least 12 mm (0.50 inch) from bottom of
cylinder bore. Check gap with feeler gauge (Fig. 69).
Refer to Engine Specifications.
(2) Check piston ring to groove side clearance (Fig.
70). Refer to Engine Specifications.
TJ ENGINE 2.4L 9 - 45
PISTON RINGS (Continued)
PISTON RINGS - INSTALLATION
VIBRATION DAMPER
REMOVAL
(1) Remove accesory drive belts. (Refer to 7 -
COOLING/ACCESSORY DRIVE/DRIVE BELTS -
REMOVAL)
(2) Remove crankshaft damper bolt.
(3) Remove damper using Special Tool 3-Jaw
Puller 1026 and Insert 6827–A (Fig. 74).
INSTALLATION
(1) Install crankshaft vibration damper using M12
ENGINE MOUNTING
1.75 x 150 mm bolt, washer, thrust bearing and nut
from Special Tool 6792 (Fig. 75). DESCRIPTION
(2) Install crankshaft vibration damper bolt and The engine mounting system consist of three
tighten to 142 N·m (105 ft. lbs.). mounts; right and a left side support the powertrain,
(3) Install accessory drive belts. (Refer to 7 - and rear mount to control powertrain torque. The
COOLING/ACCESSORY DRIVE/DRIVE BELTS - mounts are of molded rubber material.
INSTALLATION)
FRONT MOUNT
STRUCTURAL COLLAR
REMOVAL
REMOVAL (1) Raise vehicle on hoist.
(1) Raise vehicle on hoist. (2) Remove the front engine mount through bolt
(2) Remove structural collar attaching bolts. from the insulator.
(3) Remove collar. (3) Remove the engine front mount bolts and
remove the insulator assembly.
INSTALLATION (4) Remove the front mounting bracket from
engine, if necessary.
CAUTION: Torque procedure for the structural collar
must be followed or damage could occur to oil pan INSTALLATION
and collar. (1) Install the insulator mount assembly (Fig.
76)and (Fig. 77).
(1) Perform the following steps for installing struc- (2) Tighten the mount to engine bolts.
tural collar. (3) Loosely install the front engine mount through
bolt to the insulator.
TJ ENGINE 2.4L 9 - 47
FRONT MOUNT (Continued)
REAR MOUNT
REMOVAL
NOTE: A resilient rubber cushion supports the
transmission at the rear between the transmission
extension housing and the rear support crossmem-
ber or skid plate.
MANUAL TRANSMISSION
a. Remove the support cushion nuts and remove
the cushion.
b. Remove the transmission support bracket bolts
and remove the bracket from the transmission.
AUTOMATIC TRANSMISSION
c. Remove the support cushion bolts and remove
Fig. 76 LH ENGINE MOUNT the cushion and the support bracket from the trans-
1 - ENGINE MOUNT mission (4WD) or from the adaptor bracket (2WD).
2 - ENGINE MOUNT BOLT (3) d. On 2WD vehicles, remove the bolts holding the
3 - ENGINE MOUNT THROUGH BOLT transmission support adaptor bracket to the trans-
mission. Remove the adaptor bracket.
INSTALLATION
MANUAL TRANSMISSION:
(1) Install the support cushion to the transmission
(Fig. 78)or (Fig. 79). Install the bolts and tighten.
(2) Position the crossmember in the vehicle. Install
the crossmember to mount through bolt and nut.
(3) Install crossmember-to-sill bolts and tighten to
41 N·m (30 ft. lbs.) torque.
(4) Remove the transmission support.
(5) Lower the vehicle.
(6) Connect negative cable to battery.
AUTOMATIC TRANSMISSION:
(1) Install the transmission mount to transmission
(Fig. 80) and (Fig. 81). Install the bolts.
(2) Position the crossmember in the vehicle. Install
the crossmember to mount through bolt and nut.
(3) Remove the transmission support.
(4) Lower the vehicle.
(5) Connect negative cable to battery.
Fig. 77 RH ENGINE MOUNT
1 - ENGINE MOUNT BOLT (4)
2 - ENGINE MOUNT THROUGH BOLT
3 - ENGINE MOUNT
Fig. 78 TRANSMISSION MOUNT - 2.4L MANUAL Fig. 80 TRANSMISSION MOUNT - 3.7L 2WD AUTO
TRANS TRANS
1 - TRANSMISSION MOUNT 1 - BOLT
2 - MOUNTING BOLT 2 - MOUNT
Fig. 79 TRANSMISSION MOUNT - 3.7L MANUAL Fig. 81 TRANSMISSION MOUNT - 3.7L 4WD AUTO
TRANS 2WD TRANS
1 - NUT 1 - MOUNT
2 - BOLT 2 - BOLT
3 - TRANS MOUNT
TJ ENGINE 2.4L 9 - 49
NOTE: Care should be exercised when disposing Fig. 83 2.4 OIL FILTER
used engine oil after it has been drained from a
vehicle engine. Refer to the WARNING listed above. OIL PAN
REMOVAL
OIL FILTER (1) Remove air cleaner assembly.
(2) Raise vehicle on hoist and drain engine oil.
DESCRIPTION (3) Loosen the engine mount thru bolts.
The engine oil filter is a high quality full-flow, dis- (4) Disconnect exhaust pipe at manifold.
posable type. Replace the oil filter with a Mopart or (5) Remove structural collar, if equipped.
the equivalent. (6) Remove front axle mounting bolts, and lower
axle as far possible, if equipped.
REMOVAL (7) Position Special Tool 8534 on fender lip and
(1) Raise vehicle on hoist. align the slots in the brackets with the fender
(2) Position an oil collecting container under oil fil- mounting holes.
ter location. (8) Secure brackets to the fender using four M6 X
1.0 X 25 MM flanged cap screws.
CAUTION: When servicing the oil filter avoid (9) Tighten the thumbscrews to secure the sleeves
deforming the filter can by installing the remove/in- to the support tube.
stall tool band strap against the can to base lock (10) Secure the support tube in an upright posi-
seam. The lock seam joining the can to the base is tion.
reinforced by the base plate. (11) Assemble the flat washer, thrust bearing,
hook and T handle.
(3) Using a suitable filter wrench, turn oil filter
(12) Using the M10 X 1.5 X 40 mm capscrew sup-
counterclockwise to remove (Fig. 83).
plied with the support fixture, secure the chain to
the front cover and the hook.
INSTALLATION (13) Support engine as needed.
(1) Clean and check filter mounting surface. The (14) Remove oil pan attaching bolts.
surface must be smooth, flat and free of debris or (15) Remove oil pan.
pieces of gasket. (16) Clean oil pan and all gasket surfaces.
(2) Lubricate new oil filter gasket with clean
engine oil.
INSTALLATION
(3) Screw oil filter on until the gasket contacts
(1) Install the oil pan gasket to the block.
base. Tighten to 21 N·m (15 ft. lbs.).
TJ ENGINE 2.4L 9 - 51
OIL PAN (Continued)
(2) Apply a 3MM (1/8 inch) bead of Mopart Engine • A sensor ground through the PCM’s sensor
RTV at the oil pump to engine block parting line return
(Fig. 84). • A signal to the PCM relating to engine oil pres-
sure
The oil pressure sensor has a 3 wire electrical
function very much like the Manifold Absolute Pres-
sure (MAP) sensor. Meaning different pressures
relate to different output voltages.
A 5 volt supply is sent to the sensor from the PCM
to power up the sensor. The sensor returns a voltage
signal back to the PCM relating to engine oil pres-
sure. This signal is then transferred (bussed) to the
instrument panel on either a CCD or PCI bus circuit
(depending on vehicle line) to operate the oil pressure
gauge and the check gauges lamp. Ground for the
sensor is provided by the PCM through a low-noise
sensor return.
OIL PUMP
REMOVAL
(1) Disconnect negative cable from battery.
(2) Remove timing belt. (Refer to 9 - ENGINE/
VALVE TIMING/TIMING BELT/CHAIN AND
SPROCKETS - REMOVAL)
Fig. 84 OIL PAN GASKET INSTALLATION
(3) Remove timing belt rear cover. (Refer to 9 -
1 - SEALER LOCATION
ENGINE/VALVE TIMING/TIMING BELT / CHAIN
(3) Install pan and tighten the screws to 12 N·m COVER(S) - REMOVAL)
(105 in. lbs.). (4) Remove oil pan. (Refer to 9 - ENGINE/LUBRI-
(4) Lower engine, and remove Special Tool 8534. CATION/OIL PAN - REMOVAL)
(5) Tighten engine mount thru bolts. (5) Remove crankshaft sprocket using Special
(6) Raise the front axle into position, and reinstall Tools 6793 and C-4685-C2 (Fig. 85).
front axle mounting bolts. If equipped. (6) Remove crankshaft key (Fig. 86).
(7) Reconnect exhaust pipe to manifold.
(8) Install structural collar, if equipped.
(9) Lower vehicle.
(10) Fill engine crankcase with proper oil to cor-
rect level.
(11) Reinstall air cleaner assembly.
CLEANING
(1) Clean all parts thoroughly in a suitable sol-
vent.
INSPECTION
(1) Inspect the mating surface of the oil pump.
Surface should be smooth. Replace pump cover if
scratched or grooved.
(2) Lay a straightedge across the pump cover sur-
face (Fig. 88). If a 0.025 mm (0.001 in.) feeler gauge
can be inserted between cover and straight edge,
cover should be replaced.
(3) Measure thickness and diameter of outer rotor.
If outer rotor thickness measures 9.40 mm (0.370 in.)
or less (Fig. 89), or if the diameter is 79.95 mm
(3.148 in.) or less, replace outer rotor.
Fig. 86 Crankshaft Key (4) If inner rotor measures 9.40 mm (0.370 in.) or
1 - CRANKSHAFT KEY less replace inner rotor (Fig. 90).
ASSEMBLY
(1) Assemble pump, using new parts as required.
Fig. 87 2.4L OIL PUMP Install the inner rotor with chamfer facing the
1 - BOLTS cast iron oil pump cover.
2 - BOLTS (2) Prime oil pump before installation by filling
rotor cavity with engine oil.
DISASSEMBLY (3) Install cover and tighten fasteners to 12 N·m
(1) To remove the relief valve, proceed as follows: (105 in. lbs.).
(a) Remove the threaded plug and gasket from
the oil pump. CAUTION: Oil pump pressure relief valve must be
(b) Remove spring and relief valve. installed correctly or serious engine damage may
(2) Remove oil pump cover fasteners, and lift off occur.
cover.
(3) Remove pump rotors. (4) Install relief valve, spring, gasket and cap.
Tighten cap to 41 N·m (30 ft. lbs.).
TJ ENGINE 2.4L 9 - 53
OIL PUMP (Continued)
REMOVAL
(1) Disconnect negative cable from battery.
(2) Disconnect connector from inlet air tempera-
ture sensor.
(3) Disconnect air intake tube at throttle body and
remove upper air cleaner housing.
(4) Disconnect connector from throttle position
sensor (TPS).
(5) Disconnect connector from idle air control (IAC)
motor.
Fig. 93 Crankshaft Sprocket - Installation (6) Disconnect connector from MAP sensor.
1 - SPECIAL TOOL 6792 (7) Remove vacuum lines for purge solenoid and
2 - TIGHTEN NUT TO INSTALL PCV valve at intake manifold.
(8) Remove vacuum lines for power brake booster,
(9) Install oil pan. (Refer to 9 - ENGINE/LUBRI- LDP, EGR transducer, and speed control vacuum res-
CATION/OIL PAN - INSTALLATION) ervoir (if equipped) at intake manifold fittings.
(10) Install timing belt rear cover. (Refer to 9 - (9) Disconnect throttle, speed control (if equipped),
ENGINE/VALVE TIMING/TIMING BELT / CHAIN and transaxle control (if equipped) and cables from
COVER(S) - INSTALLATION) throttle lever and bracket. (Refer to 14 - FUEL SYS-
(11) Install timing belt. (Refer to 9 - ENGINE/ TEM/FUEL INJECTION/THROTTLE CONTROL
VALVE TIMING/TIMING BELT/CHAIN AND CABLE - REMOVAL)
SPROCKETS - INSTALLATION) (10) Perform fuel system pressure release proce-
dure before attempting any repairs. (Refer to 14 -
FUEL SYSTEM/FUEL DELIVERY - STANDARD
INTAKE MANIFOLD PROCEDURE)
(11) Disconnect fuel line. (Refer to 14 - FUEL SYS-
DESCRIPTION TEM/FUEL DELIVERY/QUICK CONNECT FIT-
The intake manifold is a one piece composite mod- TING - STANDARD PROCEDURE)
ule that attaches to the cylinder head with fasteners. (12) Disconnect coolant temperature sensor/fuel
The manifold is a long branch design to enhance low injector wire harness connector.
and mid-range torque (13) Disconnect fuel injector harness.
(14) Remove intake manifold to cylinder head fas-
OPERATION teners.
The intake manifold delivers air to the combustion (15) Remove the manifold from engine.
chambers. This air allows the fuel delivered by the
fuel injectors to ignite when the spark plug fire. CAUTION: Cover intake manifold openings to pre-
vent foreign material from entering engine.
DIAGNOSIS AND TESTING - INTAKE
MANIFOLD LEAKS (16) Inspect the manifold. (Refer to 9 - ENGINE/
MANIFOLDS/INTAKE MANIFOLD - INSPECTION)
An intake manifold air leak is characterized by
lower than normal manifold vacuum. Also, one or
more cylinders may not be functioning. INSPECTION
(1) Check manifold surfaces for flatness with
WARNING: USE EXTREME CAUTION WHEN THE straight edge. Surface must be flat within 0.15 mm
ENGINE IS OPERATING. DO NOT STAND IN A per 300 mm (0.006 in. per foot) of manifold length.
DIRECT LINE WITH THE FAN. DO NOT PUT YOUR (2) Inspect manifold for cracks or distortion.
HANDS NEAR THE PULLEYS, BELTS OR THE FAN. Replace manifold if necessary.
DO NOT WEAR LOOSE CLOTHING.
REMOVAL
(1) Raise vehicle and disconnect exhaust pipe from
the exhaust manifold.
(2) Lower the vehicle.
(3) Disconnect upstream oxygen sensor connector
at the rear of exhaust manifold.
(4) Remove the air cleaner bracket (Fig. 95).
CLEANING
(1) Discard gasket (if equipped) and clean all sur-
faces of manifold and cylinder head.
INSPECTION
(1) Inspect manifold gasket surfaces for flatness
with straight edge. Surface must be flat within 0.15
mm per 300 mm (0.006 in. per foot) of manifold
length.
(2) Inspect manifolds for cracks or distortion.
Replace manifold as necessary.
INSTALLATION
(1) Clean the manifold mating surfaces.
(2) Install exhaust manifold with a new gasket.
Tighten attaching nuts to 20 N·m (175 in. lbs.).
(3) Attach exhaust pipe to exhaust manifold and
tighten fasteners to 37 N·m (27 ft. lbs.).
(4) Install and connect the oxygen sensor. (Refer to
14 - FUEL SYSTEM/FUEL INJECTION/O2 SENSOR
- COMPONENT LOCATION)
(5) Install the heat shield.
(6) Install the air cleaner bracket. Fig. 96 TIMING BELT REAR COVER FASTENERS
1 - OUTER COVER TO REAR COVER FASTENERS (3)
2 - REAR COVER TO CYLINDER HEAD FASTENERS
3 - OUTER COVER TO REAR COVER FASTENERS (3)
TIMING BELT COVER(S) 4 - INNER COVER TO BLOCK FASTENERS
REMOVAL
REMOVAL - TIMING BELT
(1) Remove air cleaner upper cover, housing, and
clean air tube.
(2) Raise vehicle on hoist.
(3) Remove accessory drive belts. (Refer to 7 -
COOLING/ACCESSORY DRIVE/BELT TENSION-
ERS - REMOVAL)
(4) Remove crankshaft vibration damper. (Refer to
9 - ENGINE/ENGINE BLOCK/VIBRATION
DAMPER - REMOVAL)
(5) Remove air conditioner/generator belt tensioner
and pulley assembly. (Refer to 7 - COOLING/ACCES-
SORY DRIVE/BELT TENSIONERS - REMOVAL)
(6) Remove timing belt lower front cover bolts and
remove cover. (Refer to 9 - ENGINE/VALVE TIMING/
Fig. 97 ACCESSORY DRIVE BRACKET TIMING BELT / CHAIN COVER(S) - REMOVAL)
(7) Lower vehicle.
1- UPPER TIMING BELT COVER
2- LOWER TIMING BELT COVER (8) Remove bolts attaching timing belt upper front
3- BELT TENSIONER cover and remove cover. (Refer to 9 - ENGINE/
4- ACCESSORY DRIVE BRACKET VALVE TIMING/TIMING BELT / CHAIN COVER(S)
- REMOVAL)
INSTALLATION
INSTALLATION - CRANKSHAFT SPROCKET
CAUTION: The crankshaft sprocket is set to a pre-
determined depth from the factory for correct tim-
ing belt tracking. If removed, use of Special Tool
6792 is required to set the sprocket to original
installation depth. An incorrectly installed sprocket
will result in timing belt and engine damage.
Fig. 110 Balance Shafts and Carrier Assembly Fig. 111 Chain Cover, Guide and Tensioner
1 - SPROCKET 7 - GEARS 1 - STUD
2 - TENSIONER 8 - GEAR COVER 2 - TENSIONER (ADJUSTER)
3 - PLUG 9 - CHAIN COVER 3 - GEAR COVER
4 - CARRIER 10 - SPROCKET 4 - ADJUSTER SCREW
5 - REAR COVER 11 - GUIDE 5 - SHOULDERED PIVOT SCREW
6 - BALANCE SHAFTS 12 - CHAIN 6 - CHAIN COVER (CUTAWAY)
7 - GUIDE
REMOVAL
BALANCE SHAFTS/CHAIN/SPROCKETS
NOTE: For service procedures requiring only tem-
porary relocation of carrier assembly refer to BAL-
ANCE SHAFT CARRIER procedure below.
INSTALLATION
BALANCE SHAFT INSTALLATION/TIMING
Fig. 113 Gear Cover and Gears Balance shaft and carrier assembly installation is
1 - STUD (DOUBLE ENDED) the reverse of the removal procedure. During instal-
2 - DRIVE GEAR lation crankshaft-to-balance shaft timing must
3 - DRIVEN GEAR
4 - CARRIER DOWEL be established. Refer to Timing procedure in
5 - GEAR(S) this section.
6 - GEAR COVER (1) With balance shafts installed in carrier (Fig.
110) position carrier on crankcase and install four
attaching bolts and tighten to 54 N·m (40 ft. lbs.).
(2) Turn balance shafts until both shaft key ways
are up, parallel to vertical centerline of engine.
Install short hub drive gear on sprocket driven shaft
and long hub gear on gear driven shaft. After instal-
lation gear and balance shaft keyways must be up
with gear timing marks meshed as shown in (Fig.
115).
OPERATION
The balance shafts are driven by the crankshaft
via a roller chain and sprockets. The balance shafts
are connected by helical gears. The dual counter
rotating shafts decrease second order vertical shak-
ing forces caused by component movement.
9 - 66 ENGINE 2.4L TJ
BALANCE SHAFT CARRIER (Continued)
INSTALLATION
(Refer to 9 - ENGINE/VALVE TIMING/BALANCE
SHAFT - INSTALLATION)
TJ ENGINE 4.0L 9 - 67
ENGINE 4.0L
TABLE OF CONTENTS
page page
ENGINE LOSS OF 1. Worn or burned distributor rotor 1. Install new distributor rotor
POWER
2. Worn camshaft position sensor shaft 2. Remove and repair camshaft position
sensor.(Refer to 8 - ELECTRICAL/
IGNITION CONTROL/CAMSHAFT
POSITION SENSOR - REMOVAL).
3. Worn or incorrect gapped spark plugs 3. Clean plugs and set gap. (Refer to 8 -
ELECTRICAL/IGNITION CONTROL/
SPARK PLUG - CLEANING).
4. Dirt or water in fuel system 4. Clean system and replace fuel filter
5. Faulty fuel pump 5. Install new fuel pump
TJ ENGINE 4.0L 9 - 71
ENGINE 4.0L (Continued)
ENGINE STALLS OR 1. Carbon build-up on throttle plate 1. Remove throttle body and de-carbon.
ROUGH IDLE (Refer to 14 - FUEL SYSTEM/FUEL
INJECTION/THROTTLE BODY -
REMOVAL) for correct procedure.
2. Engine idle speed too low 2. Check Idle Air Control circuit.
3. Worn or incorrectly gapped spark 3. Replace or clean and re-gap spark
plugs plugs. (Refer to 8 - ELECTRICAL/
IGNITION CONTROL/SPARK PLUG -
CLEANING)
4. Faulty coil rail 4. Test and replace, if necessary. (Refer
to 8 - ELECTRICAL/IGNITION
CONTROL/COIL RAIL - REMOVAL)
5. Intake manifold vacuum leak 5. Inspect intake manifold gasket and
vacuum hoses. Replace if necessary.
(Refer to 9 - ENGINE/MANIFOLDS/
INTAKE MANIFOLD - DIAGNOSIS AND
TESTING).
ENGINE MISSES ON 1. Worn or incorrectly gapped spark 1. Replace spark plugs or clean and set
ACCELERATION plugs gap.
2. Spark plug cables defective or 2. Replace spark plug cables.
crossed
3. Dirt in fuel system 3. Clean fuel system
4. Burned, warped or pitted valves 4. Install new valves
5. Faulty coil rail 5. Test and replace as necessary. (Refer
to 8 - ELECTRICAL/IGNITION
CONTROL/COIL RAIL - REMOVAL)
9 - 72 ENGINE 4.0L TJ
ENGINE 4.0L (Continued)
NOISY VALVES/LIFTERS 1. High or low oil level in crankcase 1. Check for correct oil level. Adjust
oil level by draining or adding as
needed
CONNECTING ROD NOISE 1. Insufficient oil supply 1. Check engine oil level.
MAIN BEARING NOISE 1. Insufficient oil supply 1. Check engine oil level.
LOW OIL PRESSURE 1. Low oil level 1. Check oil level and fill if
necessary
STANDARD PROCEDURE - HYDROSTATIC low the appropriate procedures for cleaning, inspec-
tion and torque tightening.
LOCK
When an engine is suspected of hydrostatic lock
(regardless of what caused the problem), follow the
STANDARD PROCEDURE - REPAIR DAMAGED
steps below. OR WORN THREADS
(1) Perform the Fuel Pressure Release Procedure .
(2) Disconnect the negative cable from the battery. CAUTION: Be sure that the tapped holes maintain
(3) Inspect air cleaner, induction system and the original center line.
intake manifold to ensure system is dry and clear of
Damaged or worn threads can be repaired. Essen-
foreign material.
tially, this repair consists of:
(4) Place a shop towel around the spark plugs to
• Drilling out worn or damaged threads.
catch any fluid that may possibly be under pressure
• Tapping the hole with a special Heli-Coil Tap, or
in the cylinder head. Remove the plugs from the
equivalent.
engine.
• Installing an insert into the tapped hole to bring
CAUTION: DO NOT use the starter motor to rotate the hole back to its original thread size.
the crankshaft. Severe damage could occur.
STANDARD PROCEDURE - ENGINE
(5) With all spark plugs removed, rotate the crank- PERFORMANCE
shaft using a breaker bar and socket. It is important that the vehicle is operating to its
(6) Identify the fluid in the cylinders (i.e. coolant, optimum performance level to maintain fuel economy
fuel, oil, etc.). and the lowest emission levels. If vehicle is not oper-
(7) Make sure all fluid has been removed from the ating to these standards, refer to Engine Diagnosis
cylinders. outlined in this section. The following procedures can
(8) Repair engine or components as necessary to assist in achieving the proper engine diagnosis.
prevent this problem from occurring again. (1) Test cranking amperage draw. (Refer to 8 -
(9) Squirt engine oil into the cylinders to lubricate ELECTRICAL/STARTING - DIAGNOSIS AND TEST-
the walls. This will prevent damage on restart. ING).
(10) Install new spark plugs. Tighten the spark (2) Check intake manifold bolt torque (Refer to 9 -
plugs to 37 N·m (27 ft. lbs.) torque. ENGINE/MANIFOLDS/INTAKE MANIFOLD -
(11) Drain engine oil. Remove and discard the oil INSTALLATION).
filter. (3) Perform cylinder compression test. (Refer to 9 -
(12) Install the drain plug. Tighten the plug to 34 ENGINE - DIAGNOSIS AND TESTING).
N·m (25 ft. lbs.) torque. (4) Clean (Refer to 8 - ELECTRICAL/IGNITION
(13) Install a new oil filter. CONTROL/SPARK PLUG - CLEANING) or replace
(14) Fill engine crankcase with the specified spark plugs (Refer to 8 - ELECTRICAL/IGNITION
amount and grade of oil. CONTROL/SPARK PLUG - REMOVAL) as necessary.
(15) Connect the negative cable to the battery. (5) Test coil output voltage and primary resistance.
(16) Start the engine and check for any leaks. (Refer to 8 - ELECTRICAL/IGNITION CONTROL -
SPECIFICATIONS) Replace parts as necessary.
STANDARD PROCEDURE - SERVICE ENGINE (6) Test fuel pump for pressure. (Refer to 14 -
ASSEMBLY (SHORT BLOCK) FUEL SYSTEM/FUEL DELIVERY/FUEL PUMP -
A service replacement engine assembly (short DIAGNOSIS AND TESTING).
block) may be installed whenever the original cylin- (7) The air filter elements should be replaced as
der block is defective or damaged beyond repair. It specified.
consists of the cylinder block, crankshaft, piston and (8) Inspect crankcase ventilation system.
rod assemblies. If needed, the camshaft must be pro- (9) Road test vehicle as a final test.
cured separately and installed before the engine is
installed in the vehicle. REMOVAL
A short block is identified with the letter “S” (1) Disconnect the battery negative cable.
stamped on the same machined surface where the (2) Mark the hinge locations on the hood panel for
build date code is stamped for complete engine alignment reference during installation. Remove the
assemblies. engine compartment lamp. Remove the hood.
Installation includes the transfer of components (3) Drain engine coolant (Refer to 7 - COOLING -
from the defective or damaged original engine. Fol- STANDARD PROCEDURE), drain the coolant into a
clean container for reuse.
TJ ENGINE 4.0L 9 - 77
ENGINE 4.0L (Continued)
(4) Remove the upper radiator hose and coolant (17) Disconnect the following connectors and
recovery hose (Fig. 4). secure their harness out of the way.
(5) Remove the lower radiator hose. • Power steering pressure switch
(6) Remove upper radiator support retaining bolts • Coolant temperature sensor
and remove radiator support. • Six (6) fuel injector connectors
(7) Remove the fan assembly from the water pump • Intake air temperature sensor
(Refer to 7 - COOLING/ENGINE/FAN DRIVE VIS- • Throttle position sensor
COUS CLUTCH - REMOVAL). • Map sensor
(8) Remove the fan shroud (Fig. 4). • Crankshaft position sensor
(9) Disconnect the transmission fluid cooler lines • Oxygen sensor
(automatic transmission). • Camshaft position sensor
(10) Discharge the A/C system (Refer to 24 - • Generator connector and B+ terminal wire
HEATING & AIR CONDITIONING/PLUMBING - (18) Disconnect the coil rail electrical connections
STANDARD PROCEDURE). and the oil pressure switch connector.
(11) Remove the service valves and cap the com- (19) Perform the fuel pressure release procedure
pressor ports. (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY -
(12) Remove the radiator (Refer to 7 - COOLING/ STANDARD PROCEDURE).
ENGINE/RADIATOR - REMOVAL) or radiator/con- (20) Disconnect the fuel supply line at the injector
denser (if equipped with A/C). rail (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY/
(13) Disconnect the heater hoses at the engine QUICK CONNECT FITTING - STANDARD PROCE-
thermostat housing and water pump (Fig. 4). DURE).
Fig. 4 Upper Radiator Hose, Coolant Recovery Fig. 5 Accelerator Cable, Vehicle Speed Control
Hose, Fan Shroud Cable, Automatic Transmission
1 - UPPER RADIATOR HOSE 1 - ACCELERATOR CABLE
2 - HEATER HOSES 2 - SPEED CONTROL CABLE
3 - FAN SHROUD 3 - QUICK-CONNECT FUEL LINES
4 - COOLANT RECOVERY HOSE 4 - AUTOMATIC TRANSMISSION CONTROL CABLE
(14) Disconnect the accelerator cable, transmission (21) Remove the fuel line bracket from the intake
line pressure cable and speed control cable (if manifold.
equipped) from the throttle body (Fig. 5). (22) Remove the air cleaner assembly (Fig. 6).
(15) Remove cables from the bracket and secure (23) Disconnect the hoses from the fittings at the
out of the way. steering gear.
(16) Disconnect the body ground at the engine. (24) Drain the pump reservoir.
9 - 78 ENGINE 4.0L TJ
ENGINE 4.0L (Continued)
(25) Cap the fittings on the hoses and steering (42) Remove the remaining converter (or engine
gear to prevent foreign objects from entering the sys- flywheel) housing bolts.
tem. (43) Lift the engine out of the engine compart-
ment.
INSTALLATION
CAUTION: When installing the engine into a vehicle
equipped with an automatic transmission, be care-
ful not to damage the trigger wheel on the engine
flywheel.
Metric Standard
DESCRIPTION SPECIFICATION
Metric Standard Ring Gap
Weight (Less 417 - 429 14.7 - 15.1 oz Top 0.229 - 0.610 0.0090 - 0.0240
Pin) grams Compression mm in.
Ring
Piston Pin Bore 23.650 - 23.658 0.9312 - 0.9315
Diameter mm in. Second 0.483 - 0.965 0.0190 - 0.0380
Compression mm in.
Piston Pin To 40.61 - 40.72 1.599 - 1.603 in. Ring
Bore ( mm
Centerline To Oil Control 0.254 - 1.500 0.010 - 0.060 in.
Piston Top) (Steel Rails) mm
Piston To Bore 0.018 - 0.038 0.0008 - 0.0015 Side Clearance
Clearance mm in.
Top .042 - .084 mm 0.0017 - 0.0033
Piston Ring Compression in.
Groove Height Ring
Compression 1.530 - 1.555 0.0602 - 0.0612 Second 0.042 - 0.084 0.0017 - 0.0033
Rings mm in. Compression mm in.
Oil Control 4.035 - 4.060 0.1589 - 0.1598 Ring
Rings mm in. Oil Ring (Steel .06 - .21 mm .0024 - .0083 in.
Ring)
TJ ENGINE 4.0L 9 - 81
ENGINE 4.0L (Continued)
CONNECTING RODS CAMSHAFT
INSTALLATION
(1) Push down on the air cleaner housing to lock in
place.
Fig. 7 AIR CLEANER ELEMENT (2) Install the air inlet tube.
1 - COVER (3) Install the air cleaner element.
2 - CLAMP
3 - AIR TUBE
(4) Pry back the clips retaining air cleaner cover to
4 - HOUSING air cleaner housing. (Fig. 8)
5 - FILTER (5) Install the air cleaner housing cover. Be sure
cover is properly seated.
INSTALLATION (6) Install the air out let tube.
(1) Install air cleaner element into housing.
(2) Install housing cover to housing. Be sure cover
is properly seated to air cleaner housing.
(3) Connect air tube at cover.
TJ ENGINE 4.0L 9 - 85
REMOVAL
NOTE: This procedure can be done with the engine
in or out of the vehicle.
CYLINDER HEAD COVER(S) the harness on the right side, just below the cover,
near the coil pack area, if equipped.
(10) Move the left hand side harness loom and the
DESCRIPTION
plastic trough to the right side.
The cylinder head cover (Fig. 12) is made of
(11) Remove the engine cylinder head cover
stamped steel and incorporates the Crankcase Venti-
mounting bolts.
lation (CCV) Hoses and the oil fill opening.
(12) Remove the engine cylinder head cover and
gasket.
(1) Thoroughly clean the valve stems and the valve OPERATION
guide bores. When the push rods are forced upward by the cam-
(2) Lightly lubricate the stem. shaft lobes the push rod presses upward on the
(3) Install the valve in the original valve guide rocker arms, the rocker arms pivot, forcing down-
bore. ward pressure on the valves forcing the valves to
move downward and off from their seats.
9 - 92 ENGINE 4.0L TJ
ROCKER ARM / ADJUSTER ASSEMBLY (Continued)
REMOVAL INSPECTION
Inspect the pivot surface area of each rocker arm.
NOTE: This procedure can be done with the engine Replace any that are scuffed, pitted, cracked or
in or out of the vehicle. excessively worn.
Inspect the valve stem tip contact surface of each
(1) Remove the cylinder head cover (Refer to 9 - rocker arm and replace any rocker arm that is deeply
ENGINE/CYLINDER HEAD/CYLINDER HEAD pitted.
COVER(S) - REMOVAL). Inspect each push rod end for excessive wear and
(2) Check for rocker arm bridges which are caus- replace as required. If any push rod is excessively
ing misalignment of the rocker arm to valve tip area. worn because of lack of oil, replace it and inspect the
(3) Remove the capscrews at each bridge and pivot corresponding hydraulic tappet for excessive wear.
assembly (Fig. 23). Alternately loosen the capscrews Inspect the push rods for straightness by rolling
one turn at a time to avoid damaging the bridges. them on a flat surface or by shining a light between
(4) Remove the bridges, pivots and corresponding the push rod and the flat surface.
pairs of rocker arms (Fig. 23). Place them on a bench A wear pattern along the length of the push rod is
in the same order as removed. not normal. Inspect the engine cylinder head for
(5) Remove the push rods and place them on a obstruction if this condition exists.
bench in the same order as removed.
INSTALLATION
CLEANING
Clean all the components with cleaning solvent. NOTE: This procedure can be done with the engine
Use compressed air to blow out the oil passages in in or out of the vehicle.
the rocker arms and push rods.
(1) Lubricate the ball ends of the push rods with
Mopart Engine Oil Supplement, or equivalent and
install push rods in their original locations. Ensure
TJ ENGINE 4.0L 9 - 93
ROCKER ARM / ADJUSTER ASSEMBLY (Continued)
that the bottom end of each push rod is centered in
the tappet plunger cap seat.
(2) Using Mopart Engine Oil Supplement, or
equivalent, lubricate the area of the rocker arm that
the pivot contacts. Install rocker arms, pivots and
bridge above each cylinder in their originally position
(Fig. 24).
(3) Loosely install the capscrews through each
bridge.
(4) At each bridge, tighten the capscrews alter-
nately, one turn at a time, to avoid damaging the
bridge. Tighten the capscrews to 28 N·m (21 ft. lbs.)
torque.
(5) Install the engine cylinder head cover (Refer to
9 - ENGINE/CYLINDER HEAD/CYLINDER HEAD
COVER(S) - INSTALLATION).
Fig. 25 Valve
1 - VALVE LOCKS (3–BEAD)
2 - RETAINER
3 - VALVE STEM OIL SEAL
4 - INTAKE VALVE
5 - EXHAUST VALVE
6 - VALVE SPRING
VALVE SPRINGS
DESCRIPTION
The valve springs (Fig. 26) are made of high
strength silicon chrome spring steel. The springs are
common for both intake and exhaust valves.
INSPECTION
(1) It is mandatory to use a dial bore gauge to
measure each cylinder bore diameter (Fig. 30). To
correctly select the proper size piston, a cylinder bore
gauge, capable of reading in 0.003 mm (.0001 in.)
INCREMENTS is required. If a bore gauge is not
available, do not use an inside micrometer.
Fig. 31 Camshaft—Typical
CAMSHAFT & BEARINGS (IN 1 - CAMSHAFT
BLOCK) 2 - LOBES
3 - BEARING JOURNAL
INSTALLATION - CAMSHAFT
(1) Lubricate the camshaft with Mopart Engine
Oil Supplement, or equivalent.
(2) Carefully install the camshaft to prevent dam-
age to the camshaft bearings.
(3) Position thrust plate and install retaining
screws. Tighten screws to 24 N·m (18 ft. lbs.).
(4) Lubricate the camshaft with Mopart engine oil
Fig. 32 Camshaft Removal supplement, or equivalent.
1 - CAMSHAFT (5) Install the camshaft sprocket, crankshaft
2 - CRANKSHAFT sprocket and timing chain (Refer to 9 - ENGINE/
VALVE TIMING/TIMING BELT/CHAIN AND
INSTALLATION SPROCKETS - INSTALLATION).
(6) Tighten the camshaft sprocket bolt and washer
INSTALLATION - CAMSHAFT BEARINGS to 68 N·m (50 ft. lbs.).
(7) To verify correct installation of the timing
CAUTION: Make sure outside diameter of number 1 chain, turn the crankshaft two full revolutions then
bearing is clean. Make sure that the bearing is position the camshaft sprocket timing mark as shown
properly installed in the engine block, align the oil in (Fig. 34).
hole in the bearing with the oil gallery in the bear- (8) Install the timing case cover with a replace-
ing bore. Failure to do so will cause inadequate oil ment oil seal (Fig. 35). (Refer to 9 - ENGINE/VALVE
supply for the sprockets and timing chain. TIMING/TIMING BELT / CHAIN COVER(S) -
INSTALLATION).
9 - 98 ENGINE 4.0L TJ
CAMSHAFT & BEARINGS (IN BLOCK) (Continued)
(12) Install the cylinder head (Refer to 9 -
ENGINE/CYLINDER HEAD - INSTALLATION).
(13) Install the push rods.
(14) Install the rocker arms and pivot and bridge
assemblies (Refer to 9 - ENGINE/CYLINDER HEAD/
ROCKER ARM / ADJUSTER ASSY - INSTALLA-
TION).
(15) Install the engine cylinder head cover (Refer
to 9 - ENGINE/CYLINDER HEAD/CYLINDER
HEAD COVER(S) - INSTALLATION).
(16) Install the serpentine drive belt (Refer to 7 -
COOLING/ACCESSORY DRIVE/DRIVE BELTS -
INSTALLATION).
Fig. 34 Crankshaft / Camshaft Chain Drive (17) Install the radiator (Refer to 7 - COOLING/
Installation—Typical ENGINE/RADIATOR - INSTALLATION).
(18) Check the ignition timing and adjust as nec-
1 - CAMSHAFT SPROCKET
2 - TIMING MARKS essary.
3 - CRANKSHAFT SPROCKET (19) Install the grille and bumper, if removed.
(20) Connect negative cable to battery.
(9) Install the vibration damper (Fig. 35) (Refer to
9 - ENGINE/ENGINE BLOCK/VIBRATION
DAMPER - INSTALLATION). CONNECTING ROD BEARINGS
STANDARD PROCEDURE - FITTING
CONNECTING ROD BEARINGS
Inspect the connecting rod bearings for scoring and
bent alignment tabs (Fig. 36) (Fig. 37). Check the
bearings for normal wear patterns, scoring, grooving,
fatigue and pitting (Fig. 38). Replace any bearing
that shows abnormal wear.
Inspect the connecting rod journals for signs of
scoring, nicks and burrs.
Misaligned or bent connecting rods can cause
abnormal wear on pistons, piston rings, cylinder
walls, connecting rod bearings and crankshaft con-
necting rod journals. If wear patterns or damage to
any of these components indicate the probability of a
Fig. 35 Timing Case Cover Components misaligned connecting rod, inspect it for correct rod
1 - TIMING CASE COVER alignment. Replace misaligned, bent or twisted con-
2 - OIL SLINGER necting rods.
3 - CRANKSHAFT OIL SEAL
4 - VIBRATION DAMPER PULLEY
BEARING-TO-JOURNAL CLEARANCE
(10) Install the hydraulic valve tappets (Refer to 9 (1) Wipe the oil from the connecting rod journal.
- ENGINE/ENGINE BLOCK/HYDRAULIC LIFTERS (2) Use short rubber hose sections over rod bolts
(CAM IN BLOCK) - INSTALLATION). during installation.
(11) Install the cylinder head gasket with the (3) Lubricate the upper bearing insert and install
numbers facing up. in connecting rod.
TJ ENGINE 4.0L 9 - 99
CONNECTING ROD BEARINGS (Continued)
39). Verify that the oil squirt holes in the rods face
the camshaft and that the arrows on the pistons face
the front of the engine.
FITTING BEARINGS (CRANKSHAFT INSTALLED) Remove the bearing cap. Determine the amount of
The main bearing caps, numbered (front to rear) clearance by measuring the width of the compressed
from 1 through 7 have an arrow to indicate the for- Plastigage with the scale on the Plastigage envelope
ward position. The upper main bearing inserts are (Fig. 44). (Refer to 9 - ENGINE - SPECIFICATIONS)
grooved to provide oil channels while the lower for the proper clearance.
inserts are smooth. Plastigage should indicate the same clearance
Each bearing insert pair is selectively fitted to its across the entire width of the insert. If clearance var-
respective journal to obtain the specified operating ies, it may indicate a tapered journal or foreign
clearance. In production, the select fit is obtained by material trapped behind the insert.
using various-sized color-coded bearing insert pairs If the specified clearance is indicated and there are
as listed in the Main Bearing Fitting Chart. The no abnormal wear patterns, replacement of the bear-
bearing color code appears on the edge of the insert. ing inserts is not necessary. Remove the Plastigage
The size is not stamped on bearing inserts used from the crankshaft journal and bearing insert. Pro-
for engine production. ceed to (Refer to 9 - ENGINE/ENGINE BLOCK/
CRANKSHAFT MAIN BEARINGS -
INSTALLATION).
9 - 102 ENGINE 4.0L TJ
CRANKSHAFT MAIN BEARINGS (Continued)
INSPECTION
Wipe the inserts clean and inspect for abnormal
wear patterns and for metal or other foreign material
imbedded in the lining. Normal main bearing insert
wear patterns are illustrated (Fig. 48). In general the
lower bearing half will have a heaver wear pattern.
INSTALLATION
(1) Lubricate the bearing surface of each insert Fig. 49 Location of Sealer
with engine oil. 1 - DOWEL
(2) Loosen all the main bearing caps. Install the 2 - SEALER LOCATIONS
main bearing upper inserts. 3 - CYLINDER BLOCK
(3) Install the lower bearing inserts into the main 4 - HALFWAY BETWEEN
5 - REAR FACE OF CYLINDER BLOCK
bearing caps.
6 - 3mm (0.125 in.)
(4) On the rear main cap, apply Mopart Gasket
Maker sealer on both sides of cylinder block as (b) Position the dial indicator rod so that it is
shown in (Fig. 49). The dab of sealer should be 3 mm parallel to the center line of the crankshaft.
(0.125 in.) in diameter. (c) Pry the crankshaft forward, position the dial
(5) Apply Mopart Gasket Maker on the rear bear- indicator to zero.
ing cap. The bead should be 2.3 mm (0.09 in.) in (d) Pry the crankshaft forward and backward.
diameter. DO NOT apply sealer to the lip of the seal. Note the dial indicator readings. End play is the
(6) Install the main bearing cap(s) and lower difference between the high and low measurements
insert(s). (Fig. 50). Correct end play is 0.038-0.165 mm
(7) Tighten the bolts of caps 1, 2, 4, 5, 6, and 7 to (0.0015-0.0065 inch). The desired specifications are
54 N·m (40 ft. lbs.) torque. Now tighten these bolts to 0.051-0.064 mm (0.002-0.0025 inch).
95 N·m (70 ft. lbs.) torque. Finally, tighten these (e) If end play is not within specification, inspect
bolts to 108 N·m (80 ft. lbs.) torque. crankshaft thrust faces for wear. If no wear is
(8) Push the crankshaft forward and backward. apparent, replace the thrust bearing and measure
Load the crankshaft front or rear and tighten cap end play. If end play is still not within specifica-
bolt No.3 to 54 N·m (40 ft. lbs.) torque. Then tighten tion, replace the crankshaft.
to 95 N·m (70 ft. lbs.) torque and finally tighten to (11) If the crankshaft was removed, install the
108 N·m (80 ft. lbs.) torque. crankshaft into the cylinder block.
(9) Rotate the crankshaft after tightening each (12) Install main bearing cap brace tighten nuts to
main bearing cap to ensure the crankshaft rotates 47 N·m (35 ft. lbs.) torque.
freely. (13) Install oil pump assy. and tighten attaching
(10) Check crankshaft end play. Crankshaft end bolts to 23 N·m (17 ft. lbs.)
play is controlled by the thrust bearing which is (14) Install the oil pan (Refer to 9 - ENGINE/LU-
flange and installed at the No.2 main bearing posi- BRICATION/OIL PAN - INSTALLATION).
tion. (15) Install the drain plug. Tighten the plug to 34
(a) Attach a magnetic base dial indicator to the N·m (25 ft. lbs.) torque.
cylinder block at either the front or rear of the (16) Lower the vehicle.
engine.
9 - 106 ENGINE 4.0L TJ
CRANKSHAFT MAIN BEARINGS (Continued)
Installation Tool 6139 (Fig. 51). Tighten the nut
against the tool until it contacts the cover.
INSTALLATION
The crankshaft rear main bearing oil seal consists
of two half pieces of viton with a single lip that effec-
tively seals the rear of the crankshaft. Replace the
upper and lower seal halves as a unit to ensure leak-
free operation.
(1) Wipe the seal surface area of the crankshaft
until it is clean.
(2) Apply a thin coat of engine oil.
(3) Coat lip of the seal with engine oil.
(4) Carefully position the upper seal into the
groove in the cylinder block. The lip of the seal faces
toward the front of the engine.
(5) Apply Mopart Gasket Maker sealer on both
sides of cylinder block as shown in (Fig. 52). The dab
of sealer should be 3 mm (0.125 in.) in diameter.
(6) Apply Mopart Gasket Maker on the rear bear-
ing cap (Fig. 52). The bead should be 2.3 mm (0.09
in.) in diameter. DO NOT apply sealer to the lip of
the seal. Fig. 52 Location of Sealer
(7) Position the lower seal into the bearing cap 1 - DOWEL
recess and seat it firmly. Be sure the seal is flush 2 - SEALER LOCATIONS
with the cylinder block pan rail. 3 - CYLINDER BLOCK
(8) Coat the outer curved surface of the lower seal 4 - HALFWAY BETWEEN
with soap and the lip of the seal with engine oil. 5 - REAR FACE OF CYLINDER BLOCK
6 - 3mm (0.125 in.)
(9) Install the rear main bearing cap. DO NOT
strike the cap more than twice for proper engage-
ment.
(10) Tighten all main bearing bolts to 108 N·m (80
ft. lbs.) torque.
(11) Install the main bearing cap brace. Tighten
nuts to 47 N·m (35 ft. lbs.).
(12) Install the oil pan gasket and oil pan (Refer to
9 - ENGINE/LUBRICATION/OIL PAN - INSTALLA-
TION).
(13) Apply Mopart Silicone Rubber Adhesive Seal-
ant on cylinder block to rear main bearing cap cor-
ners and cylinder block to front cover joints (four
places) (Fig. 53)
(14) Install transmission inspection cover. Fig. 53 Oil Pan
1 - SEALER LOCATIONS
REMOVAL CLEANING
Clean each tappet assembly in cleaning solvent to
NOTE: Retain all the components in the same order remove all varnish, gum and sludge deposits.
as removed.
9 - 108 ENGINE 4.0L TJ
HYDRAULIC LIFTERS (Continued)
mark. A normally functioning tappet will require
20-110 seconds to leak-down. Discard tappets with
leak-down time interval not within this specification.
INSPECTION
Inspect for indications of scuffing on the side and
base of each tappet body.
Inspect each tappet base for concave wear with a Fig. 55 Leak-Down Tester
straightedge positioned across the base. If the base is 1 - POINTER
concave, the corresponding lobe on the camshaft is 2 - WEIGHTED ARM
3 - RAM
also worn. Replace the camshaft and tappets. 4 - CUP
After cleaning and inspection, test each tappet for 5 - HANDLE
specified leak-down rate tolerance to ensure zero-lash 6 - PUSH ROD
operation (Fig. 55).
Swing the weighted arm of the hydraulic valve tap- INSTALLATION
pet tester away from the ram of the Leak-Down Retain all the components in the same order as
Tester. removed.
(1) Place a 7.925-7.950 mm (0.312-0.313 inch) It is not necessary to charge the tappets with
diameter ball bearing on the plunger cap of the tap- engine oil. They will charge themselves within a very
pet. short period of engine operation.
(2) Lift the ram and position the tappet (with the (1) Dip each tappet in Mopart Engine Oil Supple-
ball bearing) inside the tester cup. ment, or equivalent.
(3) Lower the ram, then adjust the nose of the ram (2) Use Hydraulic Valve Tappet Removal/Installa-
until it contacts the ball bearing. DO NOT tighten tion Tool to install each tappet in the same bore from
the hex nut on the ram. where it was originally removed.
(4) Fill the tester cup with hydraulic valve tappet (3) Install the cylinder head (Refer to 9 - ENGINE/
test oil until the tappet is completely submerged. CYLINDER HEAD - INSTALLATION).
(5) Swing the weighted arm onto the push rod and (4) Install the push rods in their original locations.
pump the tappet plunger up and down to remove air. (5) Install the rocker arms and bridge and pivot
When the air bubbles cease, swing the weighted arm assemblies at their original locations. Loosely install
away and allow the plunger to rise to the normal the capscrews at each bridge.
position. (6) Tighten the capscrews alternately, one turn at
(6) Adjust the nose of the ram to align the pointer a time, to avoid damaging the bridges. Tighten the
with the SET mark on the scale of the tester and capscrews to 28 N·m (21 ft. lbs.) torque.
tighten the hex nut. (7) Pour the remaining Mopart Engine Oil Supple-
(7) Slowly swing the weighted arm onto the push ment, or equivalent over the entire valve actuating
rod. assembly. The Mopart Engine Oil Supplement, or
(8) Rotate the cup by turning the handle at the equivalent must remain with the engine oil for at
base of the tester clockwise one revolution every 2 least 1 609 km (1,000 miles). The oil supplement
seconds. need not be drained until the next scheduled oil
(9) Observe the leak-down time interval from the change.
instant the pointer aligns with the START mark on
the scale until the pointer aligns with the 0.125
TJ ENGINE 4.0L 9 - 109
HYDRAULIC LIFTERS (Continued)
(8) Install the cylinder head cover (Refer to 9 - (3) The coated pistons will be serviced with the
ENGINE/CYLINDER HEAD/CYLINDER HEAD piston pin and connecting rod pre-assembled. The
COVER(S) - INSTALLATION). coated piston connecting rod assembly can be
used to service previous built engines and
MUST be replaced as complete sets. Tin coated
PISTON & CONNECTING ROD pistons should not be used as replacements for coated
pistons.
DESCRIPTION (4) The coating material is applied to the piston
The pistons (Fig. 56) are made of a high strength after the final piston machining process. Measuring
aluminum alloy, the piston skirts are coated with a the outside diameter of a coated piston will not pro-
solid lubricant (Molykote) to reduce friction and pro- vide accurate results (Fig. 57). Therefore measuring
vide scuff resistance. The connecting rods are made the inside diameter of the cylinder bore with a dial
of cast iron. Bore Gauge is MANDATORY. To correctly select the
proper size piston, a cylinder bore gauge capable of
reading in 0.003 mm (.0001 in.) increments is
required.
(5) Piston installation into the cylinder bore
requires slightly more pressure than that required
for non-coated pistons. The bonded coating on the
piston will give the appearance of a line-to-line fit
with the cylinder bore.
REMOVAL
(1) Remove the engine cylinder head cover. (Refer
to 9 - ENGINE/CYLINDER HEAD/CYLINDER
HEAD COVER(S) - REMOVAL).
(2) Remove the rocker arms, bridges and pivots.
(3) Remove the push rods. Fig. 60 Stamped Connecting Rods and Caps
(4) Remove the engine cylinder head. (Refer to 9 - 1 - CONNECTING ROD CAP
2 - CONNECTING ROD
ENGINE/CYLINDER HEAD - REMOVAL).
(5) Position the pistons one at a time near the bot- (11) Lower the vehicle until it is about 2 feet from
tom of the stroke. Use a ridge reamer to remove the the floor.
ridge from the top end of the cylinder walls. Use a
protective cloth to collect the cuttings.
(6) Raise the vehicle.
TJ ENGINE 4.0L 9 - 111
PISTON & CONNECTING ROD (Continued)
CAUTION: Ensure that the connecting rod bolts DO
NOT scratch the crankshaft journals or cylinder
walls. Short pieces of rubber hose, slipped over the
rod bolts will provide protection during removal.
CAUTION: Ensure that connecting rod bolts DO CAUTION: Verify that the oil squirt holes in the rods
NOT scratch the crankshaft journals or cylinder face the camshaft and that the arrows on the pis-
walls. Short pieces of rubber hose slipped over the tons face the front of the engine.
connecting rod bolts will provide protection during
installation. (11) Install main bearing cap brace (Fig. 59).
Tighten nuts to 47 N·m (35 ft. lbs.).
(4) Use a piston ring compressor to install the con- (12) Install the oil pan and gasket (Refer to 9 -
necting rod and piston assemblies through the top of ENGINE/LUBRICATION/OIL PAN - INSTALLA-
the cylinder bores (Fig. 62). TION).
(5) Ensure the arrow on the piston top points to (13) Lower the vehicle.
the front of the engine (Fig. 62).
9 - 112 ENGINE 4.0L TJ
PISTON & CONNECTING ROD (Continued)
(14) Install the engine cylinder head (Refer to 9 -
ENGINE/CYLINDER HEAD - INSTALLATION),
push rods, rocker arms, bridges, pivots and engine
cylinder head cover(Refer to 9 - ENGINE/CYLINDER
HEAD/CYLINDER HEAD COVER(S) - INSTALLA-
TION).
(15) Fill the crankcase with engine oil.
PISTON RINGS
STANDARD PROCEDURE - PISTON RING
FITTING
(1) Carefully clean the carbon from all ring
grooves. Oil drain openings in the oil ring groove and
pin boss must be clear. DO NOT remove metal from
the grooves or lands. This will change ring-to-groove
clearances and will damage the ring-to-land seating.
(2) Be sure the piston ring grooves are free of
nicks and burrs.
(3) Measure the ring side clearance with a feeler
gauge fitted snugly between the ring land and ring
(Fig. 63) (Fig. 64). Rotate the ring in the groove. It
must move freely around circumference of the groove. Fig. 64 Ring Side Clearance Measurement
1 - FEELER GAUGE
ITEM SPECIFICATION
Top Compression Ring 0.042 - 0.084 mm
(0.0017 - 0.0033 in.)
Second Compression 0.042 - 0.084 mm
Ring
(0.0017 - 0.0033 in.)
Oil Control Ring 0.06 - 0.21 mm
(0.0024 - 0.0083 in.)
(4) Place ring in the cylinder bore and push down
with inverted piston to position near lower end of the
ring travel. Measure ring gap with a feeler gauge fit-
ting snugly between ring ends (Fig. 65).
INSTALLATION
(1) Apply Mopart Silicone Rubber Adhesive Seal-
ant to the keyway in the crankshaft and insert the
key. With the key in position, align the keyway on
the vibration damper hub with the crankshaft key
and tap the damper onto the crankshaft.
(2) Install the vibration damper retaining bolt and
washer.
(3) Tighten the damper retaining bolt to 108 N·m
(80 ft. lbs.) torque.
(4) Install the serpentine drive belt (Refer to 7 -
COOLING/ACCESSORY DRIVE/DRIVE BELTS -
INSTALLATION) and fan shroud.
(5) Connect negative cable to battery.
STRUCTURAL SUPPORT
Fig. 70 Ring Gap Orientation
REMOVAL
1 - TOP COMPRESSION RING
2 - BOTTOM COMPRESSION RING
The engine bending braces are used to add
3 - TOP OIL CONTROL RAIL strength to the powertrain and to address some
4 - OIL RAIL SPACER minor NVH concerns.
5 - BOTTOM OIL CONTROL RAIL
6 - IMAGINARY LINE PARALLEL TO PISTON PIN
7 - IMAGINARY LINE THROUGH CENTER OF PISTON SKIRT NOTE: Before the engine or the transmission can
be removed the engine bending braces must be
VIBRATION DAMPER removed.
INSTALLATION
NOTE: DO NOT tighten the retaining hardware until
all bending braces are in place.
INSTALLATION
The front mounts support the engine at each side.
These supports are made of resilient rubber.
(1) If the engine support bracket was removed,
position the bracket onto the block and install the
attaching bolts (Fig. 74) (Fig. 75). Tighten the bolts
to 50 N·m (37 ft. lbs.) torque.
(2) Place the insulator on the support bracket.
Install the insulator retaining bolts and nuts.
Tighten the bolts and nuts to 40 N·m (30 ft. lbs)
Fig. 72 Engine-to-Transmission Bending Braces
torque.
1 - ENGINE-TO-TRANSMISSION BENDING BRACE (3) Install the through bolt and the retaining nut.
2 - CROSS BRACE
3 - ENGINE-TO-TRANSMISSION BENDING BRACE RETAINING Tighten the through bolt nut to 48 N·m (35 ft. lbs.)
BOLT torque.
(4) Remove the engine support.
FRONT MOUNT (5) Lower the vehicle.
(6) Connect negative cable to battery.
REMOVAL
The front mounts support the engine at each side.
These supports are made of resilient rubber.
(1) Disconnect negative cable from battery.
(2) Raise the vehicle.
9 - 116 ENGINE 4.0L TJ
FRONT MOUNT (Continued)
REAR MOUNT
REMOVAL
A resilient rubber cushion supports the transmis-
sion at the rear between the transmission extension
housing and the rear support crossmember or skid
plate.
ALL TRANSMISSIONS
(1) Disconnect negative cable from battery.
(2) Raise the vehicle and support the transmission.
(3) Remove the nuts holding the support cushion
to the skid plate (Fig. 76) (Fig. 77).
MANUAL TRANSMISSIONS
(1) Remove nuts holding support cushion to trans-
mission support bracket.
(2) Remove the support cushion.
(3) Remove bolts holding transmission support
bracket to transmission.
(4) Remove the transmission support bracket.
Fig. 74 Left Front Engine Mount
1 - BOLT (2)
2 - THROUGH BOLT
3 - NUT (2)
4 - BOLT (3)
5 - LEFT HAND ENGINE MOUNT ASSEMBLY
AUTOMATIC TRANSMISSIONS
Fig. 75 Right Front Engine Mount (1) Remove nuts holding support cushion to trans-
1 - RIGHT HAND ENGINE MOUNT ASSEMBLY mission support bracket (Fig. 77). Remove the sup-
2 - THROUGH BOLT
3 - BOLT (3) port cushion.
(2) Remove the bolts holding the transmission sup-
port bracket to transmission.
TJ ENGINE 4.0L 9 - 117
REAR MOUNT (Continued)
(3) Remove the transmission support bracket. ALL TRANSMISSIONS
(1) Position the skid plate to the studs of the sup-
port cushion and install the nuts (Fig. 76) (Fig. 77).
Tighten the nuts to 28 N·m (21 ft. lbs.) torque.
(2) Install the skid plate bolts to the sill and
tighten to 75 N·m (55 ft. lbs.) torque.
(3) Remove the transmission support.
(4) Lower the vehicle.
(5) Connect negative cable to battery.
LUBRICATION
DESCRIPTION
A gear—type positive displacement pump is
mounted at the underside of the block opposite the
No. 4 main bearing.
OPERATION
The pump draws oil through the screen and inlet
tube from the sump at the rear of the oil pan. The oil
is driven between the drive and idler gears and
pump body, then forced through the outlet to the
block. An oil gallery in the block channels the oil to
the inlet side of the full flow oil filter. After passing
Fig. 77 Rear Mount (AutomaticTransmission) through the filter element, the oil passes from the
1 - BRACKET center outlet of the filter through an oil gallery that
2 - CUSHION
3 - BRACKET
channels the oil up to the main gallery which
extends the entire length of the block.
Galleries extend downward from the main oil gal-
INSTALLATION
lery to the upper shell of each main bearing. The
crankshaft is drilled internally to pass oil from the
MANUAL TRANSMISSION
main bearing journals (except number 4 main bear-
(1) Position the transmission mount bracket to the
ing journal) to the connecting rod journals. Each con-
transmission and install the bolts (Fig. 76).
necting rod bearing cap has a small squirt hole, oil
(2) Tighten the bolts to 54 N·m (40 ft. lbs.) torque.
passes through the squirt hole and is thrown off as
(3) Position the support cushion to the transmis-
the rod rotates. This oil throwoff lubricates the cam-
sion mount bracket and install nuts (Fig. 76).
shaft lobes, distributor drive gear, cylinder walls, and
piston pins.
AUTOMATIC TRANSMISSION
The hydraulic valve tappets receive oil directly
(1) Position the transmission mount bracket to the
from the main oil gallery. Oil is provided to the cam-
transmission and install the bolts. Tighten the bolts
shaft bearing through galleries. The front camshaft
to 54 N·m (40 ft. lbs.) torque.
bearing journal passes oil through the camshaft
(2) Position the support cushion to the transmis-
sprocket to the timing chain. Oil drains back to the
sion mount bracket and install nuts. Tighten the
oil pan under the number one main bearing cap.
nuts to 41 N·m (30 ft. lbs.) torque (Fig. 77).
The oil supply for the rocker arms and bridged
(3) If the support cushion bracket was removed
pivot assemblies is provided by the hydraulic valve
from the skid plate, position the bracket on the skid
tappets which pass oil through hollow push rods to a
plate and install the nuts and bolts. Tighten the nuts
hole in the corresponding rocker arm. Oil from the
to 28 N·m (21 ft. lbs.) torque.
rocker arm lubricates the valve train components,
then passes down through the push rod guide holes
in the cylinder head past the valve tappet area, and
returns to the oil pan (Fig. 78).
9 - 118 ENGINE 4.0L TJ
LUBRICATION (Continued)
DIAGNOSIS AND TESTING (6) If no leaks are detected, turn off the air supply
and remove the air hose and all plugs and caps.
DIAGNOSIS AND TESTING - ENGINE OIL Install the CCV valve and breather cap hose.
(7) Clean the oil off the suspect oil leak area using
PRESSURE a suitable solvent. Drive the vehicle at various
(1) Disconnect connector and remove oil pressure speeds approximately 24 km (15 miles). Inspect the
sending unit. engine for signs of an oil leak by using a black light.
(2) Install Oil Pressure Line and Gauge Tool
C-3292 or equivalent. Start engine and record pres- INSPECTION FOR REAR SEAL AREA LEAKS
sure. (Refer to 9 - ENGINE - SPECIFICATIONS) for Since it is sometimes difficult to determine the
the correct pressures. source of an oil leak in the rear seal area of the
engine, a more involved inspection is necessary. The
DIAGNOSIS AND TESTING - ENGINE OIL LEAK following steps should be followed to help pinpoint
Begin with a thorough visual inspection of the the source of the leak.
engine, particularly at the area of the suspected leak. If the leakage occurs at the crankshaft rear oil seal
If an oil leak source is not readily identifiable, the area:
following steps should be followed: (1) Disconnect the battery.
(1) Do not clean or degrease the engine at this (2) Raise the vehicle.
time because some solvents may cause rubber to (3) Remove torque converter or clutch housing
swell, temporarily stopping the leak. cover and inspect rear of block for evidence of oil.
(2) Add an oil soluble dye (use as recommended by Use a black light to check for the oil leak:
manufacturer). Start the engine and let idle for (a) Circular spray pattern generally indicates
approximately 15 minutes. Check the oil dipstick to seal leakage or crankshaft damage.
make sure the dye is thoroughly mixed as indicated (b) Where leakage tends to run straight down,
with a bright yellow color under a black light. possible causes are a porous block, distributor seal,
(3) Using a black light, inspect the entire engine camshaft bore cup plugs oil galley pipe plugs, oil
for fluorescent dye, particularly at the suspected area filter runoff, and main bearing cap to cylinder
of oil leak. If the oil leak is found and identified, block mating surfaces.
repair per service manual instructions. (4) If no leaks are detected, pressurize the crank-
(4) If dye is not observed, drive the vehicle at var- case as outlined in the, Inspection (Engine oil Leaks
ious speeds for approximately 24km (15 miles), and in general)
repeat inspection.If the oil leak source is not pos-
itively identified at this time, proceed with the air CAUTION: Do not exceed 20.6 kPa (3 psi).
leak detection test method.
(5) If the leak is not detected, very slowly turn the
Air Leak Detection Test Method crankshaft and watch for leakage. If a leak is
(1) Disconnect the breather cap to air cleaner hose detected between the crankshaft and seal while
at the breather cap end. Cap or plug breather cap slowly turning the crankshaft, it is possible the
nipple. crankshaft seal surface is damaged. The seal area on
(2) Remove the CCV valve from the cylinder head the crankshaft could have minor nicks or scratches
cover. Cap or plug the CCV valve grommet. that can be polished out with emery cloth.
(3) Attach an air hose with pressure gauge and
regulator to the dipstick tube. CAUTION: Use extreme caution when crankshaft
polishing is necessary to remove minor nicks and
CAUTION: Do not subject the engine assembly to scratches. The crankshaft seal flange is especially
more than 20.6 kpa (3 PSI) of test pressure. machined to complement the function of the rear oil
seal.
(4) Gradually apply air pressure from 1 psi to 2.5
psi maximum while applying soapy water at the sus- (6) For bubbles that remain steady with shaft
pected source. Adjust the regulator to the suitable rotation, no further inspection can be done until dis-
test pressure that provide the best bubbles which assembled.
will pinpoint the leak source. If the oil leak is
detected and identified, repair per service informa-
tion procedures.
(5) If the leakage occurs at the rear oil seal area,
INSPECTION FOR REAR SEAL AREA LEAKS.
9 - 120 ENGINE 4.0L TJ
OIL (11) Make sure old gasket comes off with oil filter.
With a wiping cloth, clean the gasket sealing surface
(Fig. 79) of oil and grime.
STANDARD PROCEDURE - ENGINE OIL
(12) Lightly lubricate oil filter gasket with engine
SERVICE oil or chassis grease.
(13) Thread filter onto adapter nipple. When gas-
ENGINE OIL CHANGE ket makes contact with sealing surface, (Fig. 79)hand
tighten filter one full turn, do not over tighten.
WARNING: NEW OR USED ENGINE OIL CAN BE
IRRITATING TO THE SKIN. AVOID PROLONGED OR
REPEATED SKIN CONTACT WITH ENGINE OIL.
CONTAMINANTS IN USED ENGINE OIL, CAUSED BY
INTERNAL COMBUSTION, CAN BE HAZARDOUS TO
YOUR HEALTH. THOROUGHLY WASH EXPOSED
SKIN WITH SOAP AND WATER. DO NOT WASH
SKIN WITH GASOLINE, DIESEL FUEL, THINNER, OR
SOLVENTS, HEALTH PROBLEMS CAN RESULT. DO
NOT POLLUTE, DISPOSE OF USED ENGINE OIL
PROPERLY. CONTACT YOUR DEALER OR GOVERN-
MENT AGENCY FOR LOCATION OF COLLECTION
CENTER IN YOUR AREA.
Fig. 79 Oil Filter Sealing Surface—Typical
CAUTION: Do not use oil filter with metric threads. 1 - SEALING SURFACE
The proper oil filter has SAE type 3/4 X 16 threads. 2 - RUBBER GASKET
3 - OIL FILTER
An oil filter with metric threads can result in oil
leaks and engine failure. (14) Lower vehicle and fill crankcase with specified
type and amount of engine oil described in this sec-
All Jeep engines are equipped with a high quality
tion.
full-flow, throw-away type oil filter. DaimlerChrysler
(15) Install oil fill cap.
Corporation recommends a Mopart or equivalent oil
(16) Start engine and inspect for leaks.
filter be used.
(17) Stop engine and inspect oil level.
Change engine oil at mileage and time intervals
described in Maintenance Schedules. CRANKCASE OIL LEVEL INSPECTION
Run engine until achieving normal operating tem-
perature. CAUTION: Do not overfill crankcase with engine oil,
(1) Position the vehicle on a level surface and turn oil foaming and oil pressure loss can result.
engine off.
(2) Hoist and support vehicle on safety stands. The engine oil level indicator (Dipstick) is located
(3) Remove oil fill cap. at the right rear of the 4.0L engine. Inspect engine
(4) Place a suitable drain pan under crankcase oil level approximately every 800 kilometers (500
drain. miles). Unless the engine has exhibited loss of oil
(5) Remove drain plug from crankcase and allow pressure, run the engine for about five minutes
oil to drain into pan. Inspect drain plug threads for before checking oil level. Checking engine oil level on
stretching or other damage. Replace drain plug if a cold engine is not accurate.
damaged. To ensure proper lubrication of an engine, the
(6) Install drain plug in crankcase. engine oil must be maintained at an acceptable level.
(7) Position a drain pan under the oil filter. The acceptable levels are indicated between the ADD
(8) Using a suitable oil filter wrench loosen filter. and SAFE marks on the engine oil dipstick.
(9) Rotate the oil filter counterclockwise to remove (1) Position vehicle on level surface.
it from the cylinder block oil filter boss or filter (2) With engine OFF, allow approximately ten min-
adapter housing. utes for oil to settle to bottom of crankcase, remove
(10) When filter separates from adapter nipple, tip engine oil dipstick.
gasket end upward to minimize oil spill. Remove fil- (3) Wipe dipstick clean.
ter from vehicle. (4) Install dipstick and verify it is seated in the
tube.
TJ ENGINE 4.0L 9 - 121
OIL (Continued)
(5) Remove dipstick, with handle held above the
tip, take oil level reading.
(6) Add oil only if level is below the ADD mark on
dipstick.
OIL FILTER
Fig. 80 Oil Filter Sealing Surface—Typical
REMOVAL 1 - SEALING SURFACE
2 - RUBBER GASKET
3 - OIL FILTER
CAUTION: Do not use oil filter with metric threads.
The proper oil filter has SAE type 3/4 X 16 threads.
An oil filter with metric threads can result in oil
leaks and engine failure.
INSTALLATION (3) Remove the oil pan drain plug and drain the
(1) Lightly lubricate oil filter gasket with engine engine oil.
oil or chassis grease. (4) Disconnect the exhaust pipe at the exhaust
(2) Thread filter onto adapter nipple. When gasket manifold.
makes contact with sealing surface, (Fig. 80) hand (5) Disconnect the exhaust hanger at the catalytic
tighten filter one full turn, do not over tighten. converter and lower the pipe.
(3) Add oil, verify crankcase oil level and start (6) Remove the starter motor. (Refer to 8 - ELEC-
engine. Inspect for oil leaks. TRICAL/STARTING/STARTER MOTOR -
REMOVAL).
(7) Remove the engine flywheel and transmission
OIL PAN torque converter housing access cover.
(8) If equipped with an oil level sensor, disconnect
DESCRIPTION the sensor.
The oil pan is made of stamped steel. The oil pan (9) Position a jack stand directly under the engine
gasket is a one piece steel backbone silicone coated vibration damper.
gasket (Fig. 81). (10) Place a piece of wood (2 x 2) between the jack
stand and the engine vibration damper.
REMOVAL (11) Remove the engine mount through bolts.
(1) Disconnect negative cable from battery. (12) Using the jack stand, raise the engine until
(2) Raise the vehicle. adequate clearance is obtained to remove the oil pan.
9 - 122 ENGINE 4.0L TJ
OIL PAN (Continued)
(13) Remove transmission oil cooling lines (if (4) Apply Mopart Silicone Rubber Adhesive Seal-
equipped) and oxygen sensor wiring supports that ant on cylinder block to rear main bearing cap cor-
are attached to the oil pan studs. ners and cylinder block to front cover joints (four
(14) Remove the oil pan bolts and studs. Carefully places) (Fig. 84).
slide the oil pan and gasket to the rear. If equipped (5) Slide the one-piece gasket over the dowels and
with an oil level sensor, take care not to damage the onto the block and timing case cover.
sensor. (6) Position the oil pan over the dowels and onto
the gasket. If equipped with an oil level sensor, take
INSTALLATION care not to damage the sensor.
(1) Clean the block and pan gasket surfaces. (7) Install the 1/4 inch oil pan bolts. Tighten these
(2) Fabricate 4 alignment dowels from 1 1/2 x 1/4 bolts to 9.5 N·m (84 in. lbs.) torque. Install the 5/16
inch bolts. Cut the head off the bolts and cut a slot inch oil pan bolts (Fig. 85). Tighten these bolts to 15
into the top of the dowel. This will allow easier N·m (132 in. lbs.) torque.
installation and removal with a screwdriver (Fig. 82).
OPERATION
The oil pressure sensor uses three circuits. They
are:
• A 5 volt power supply from the Powertrain Con-
trol Module (PCM)
• A sensor ground through the PCM’s sensor
return
• A signal to the PCM relating to engine oil pres-
sure
The oil pressure sensor has a 3 wire electrical Fig. 86 Oil Pump Assembly
function very much like the Manifold Absolute Pres- 1 - OIL FILTER ADAPTOR
sure (MAP) sensor. Meaning different pressures 2 - BLOCK
3 - GASKET
relate to different output voltages. 4 - OIL INLET TUBE
A 5 volt supply is sent to the sensor from the PCM 5 - OIL PUMP
to power up the sensor. The sensor returns a voltage 6 - STRAINER ASSEMBLY
7 - ATTACHING BOLTS
signal back to the PCM relating to engine oil pres-
sure. This signal is then transferred (bussed) to the
instrument panel on either a CCD or PCI bus circuit
INSTALLATION
A gear-type oil pump is mounted at the underside
(depending on vehicle line) to operate the oil pressure
of the cylinder block opposite the No.4 main bearing.
gauge and the check gauges lamp. Ground for the
(1) Install the oil pump on the cylinder block using
sensor is provided by the PCM through a low-noise
a replacement gasket. Tighten the bolts to 23 N·m
sensor return.
(17 ft. lbs.) torque.
(2) Install the oil pan (Refer to 9 - ENGINE/LU-
BRICATION/OIL PAN - INSTALLATION).
9 - 124 ENGINE 4.0L TJ
OIL PUMP (Continued)
(3) Fill the oil pan with oil to the specified level. erator bracket assembly from the engine cylinder
head and move to one side.
(6) Remove the oil pan-to-timing case cover bolts
VALVE TIMING and timing case cover-to-cylinder block bolts.
(7) Remove the timing case cover and gasket from
STANDARD PROCEDURE - VALVE TIMING the engine.
(1) Disconnect the spark plug wires and remove (8) Pry the crankshaft oil seal from the front of the
the spark plugs. timing case cover (Fig. 87).
(2) Remove the engine cylinder head cover .
(3) Remove the capscrews, bridge and pivot assem-
bly, and rocker arms from above the No.1 cylinder.
(4) Alternately loosen each capscrew, one turn at a
time, to avoid damaging the bridge.
(5) Rotate the crankshaft until the No.6 piston is
at top dead center (TDC) on the compression stroke.
(6) Rotate the crankshaft counterclockwise (viewed
from the front of the engine) 90°.
(7) Install a dial indicator on the end of the No.1
cylinder intake valve push rod. Use rubber tubing to
secure the indicator stem on the push rod.
(8) Set the dial indicator pointer at zero.
(9) Rotate the crankshaft clockwise (viewed from
the front of the engine) until the dial indicator
pointer indicates 0.305 mm (0.012 inch) travel dis-
Fig. 87 Timing Case Cover Components
tance (lift).
1 - TIMING CASE COVER
(10) The timing notch index on the vibration 2 - OIL SLINGER
damper should be aligned with the TDC mark on the 3 - CRANKSHAFT OIL SEAL
timing degree scale. 4 - VIBRATION DAMPER PULLEY
(11) If the timing notch is more than 13 mm (1/2
inch) away from the TDC mark in either direction, INSTALLATION
the valve timing is incorrect. Clean the timing case cover, oil pan and cylinder
block gasket surfaces.
NOTE: If the valve timing is incorrect, the cause (1) Install a new crankshaft oil seal in the timing
may be a broken camshaft pin. It is not necessary case cover. The open end of the seal should be toward
to replace the camshaft because of pin failure. A the inside of the cover. Support the cover at the seal
spring pin is available for service replacement. area while installing the seal. Force it into position
with Seal Installation Tool 6139.
(2) Position the gasket on the cylinder block.
(3) Position the timing case cover on the oil pan
TIMING BELT / CHAIN gasket and the cylinder block.
COVER(S) (4) Insert Timing Case Cover Alignment and Seal
Installation Tool 6139 in the crankshaft opening in
REMOVAL the cover (Fig. 88).
(1) Disconnect negative cable from battery. (5) Install the timing case cover-to-cylinder block
(2) Remove the vibration damper (Refer to 9 - and the oil pan-to-timing case cover bolts.
ENGINE/ENGINE BLOCK/VIBRATION DAMPER - (6) Tighten the 1/4 inch cover-to-block bolts to 7
REMOVAL). N·m (60 in. lbs.) torque. Tighten the 5/16 inch front
(3) Remove the fan, hub assembly and fan shroud cover-to-block bolts to 22 N·m (192 in. lbs.) torque.
(Refer to 7 - COOLING/ENGINE/RADIATOR FAN - Tighten the oil pan-to-cover 1/4 inch bolts to 9.5 N·m
REMOVAL). (84 in. lbs.) torque.
(4) Remove the accessory drive brackets that are (7) Remove the cover alignment tool.
attached to the timing case cover. (8) Apply a light film of engine oil on the vibration
(5) Remove the A/C compressor (Refer to 24 - damper hub contact surface of the seal.
HEATING & AIR CONDITIONING/PLUMBING/A/C (9) Apply Mopart Silicone Rubber Adhesive Seal-
COMPRESSOR - REMOVAL) (if equipped) and gen- ant to the keyway in the crankshaft and insert the
key. With the key inserted in the keyway in the
TJ ENGINE 4.0L 9 - 125
TIMING BELT / CHAIN COVER(S) (Continued)
INSTALLATION
Assemble the timing chain, crankshaft sprocket
and camshaft sprocket with the timing marks
aligned (Fig. 89).
(1) Apply Mopart Silicone Rubber Adhesive Seal-
ant to the keyway in the crankshaft and insert the
key. With the key in the keyway on the crankshaft,
install the assembly on the crankshaft and camshaft.
(2) Install the camshaft sprocket bolt and washer
(Fig. 90). Tighten the bolt to 68 N·m (50 ft. lbs.)
torque.
(3) To verify correct installation of the timing Fig. 91 Intake Manifold 4.0L Engine
chain, rotate the crankshaft 2 revolutions. The cam- HANDS NEAR THE PULLEYS, BELTS OR THE FAN.
shaft and crankshaft sprocket timing mark should DO NOT WEAR LOOSE CLOTHING.
align (Fig. 89). (1) Start the engine.
(4) Install the crankshaft oil slinger. (2) Spray a small stream of water at the suspected
(5) Replace the oil seal in the timing case cover leak area.
(Refer to 9 - ENGINE/ENGINE BLOCK/CRANK- (3) If a change in RPM is observed the area of the
SHAFT OIL SEAL - FRONT - REMOVAL). suspected leak has been found.
(6) Install the timing case cover and gasket (Refer (4) Repair as required.
to 9 - ENGINE/VALVE TIMING/TIMING BELT /
CHAIN COVER(S) - INSTALLATION).
REMOVAL
(7) With the key installed in the crankshaft key-
way, install the vibration damper (Refer to 9 - NOTE: THE ENGINE INTAKE AND EXHAUST MANI-
ENGINE/ENGINE BLOCK/VIBRATION DAMPER - FOLD MUST BE REMOVED AND INSTALLED
INSTALLATION). TOGETHER. THE MANIFOLDS USE A COMMON
(8) Install the serpentine drive belt (Refer to 7 - GASKET AT THE CYLINDER HEAD.
COOLING/ACCESSORY DRIVE/DRIVE BELTS -
INSTALLATION). (1) Disconnect the battery negative cable.
(9) Install the fan, hub assembly and shroud (2) Remove air cleaner inlet hose from the resona-
(Refer to 7 - COOLING/ENGINE/RADIATOR FAN - tor assembly.
INSTALLATION). (3) Remove the air cleaner assembly.
(10) Connect negative cable to battery. (4) Remove the throttle cable, vehicle speed control
cable (if equipped) and the transmission line pres-
sure cable (Refer to 21 - TRANSMISSION/TRANS-
INTAKE MANIFOLD AXLE/AUTOMATIC - AW4/THROTTLE VALVE
CABLE - REMOVAL).
DESCRIPTION (5) Disconnect the following electrical connections
The intake manifold (Fig. 91) is made of cast alu- and secure their harness out of the way:
minum and uses eleven bolts to mount to the cylin- • Throttle Position Sensor
der head. This mounting style improves sealing and • Idle Air Control Motor
reduces the chance of leaks. • Coolant Temperature Sensor (at thermostat
housing)
DIAGNOSIS AND TESTING - INTAKE • Intake Air Temperature Sensor
MANIFOLD LEAKAGE • Oxygen Sensor
An intake manifold air leak is characterized by • Crank Position Sensor
lower than normal manifold vacuum. Also, one or • Six (6) Fuel Injector Connectors
more cylinders may not be functioning. • Manifold Absolute Pressure (MAP) Sensor.
(6) Disconnect HVAC, and Brake Booster vacuum
WARNING: USE EXTREME CAUTION WHEN THE supply hoses at the intake manifold.
ENGINE IS OPERATING. DO NOT STAND IN A (7) Perform the fuel pressure release procedure.
DIRECT LINE WITH THE FAN. DO NOT PUT YOUR (Refer to 14 - FUEL SYSTEM/FUEL DELIVERY -
STANDARD PROCEDURE).
TJ ENGINE 4.0L 9 - 127
INTAKE MANIFOLD (Continued)
(8) Disconnect and remove the fuel system supply
line from the fuel rail assembly.
(9) Remove the accessory drive belt (Refer to 7 -
COOLING/ACCESSORY DRIVE/DRIVE BELTS -
REMOVAL).
(10) Remove the power steering pump from the
intake manifold and set aside.
(11) Raise the vehicle.
(12) Disconnect the exhaust pipes from the engine
exhaust manifolds.
(13) Lower the vehicle.
(14) Remove the intake manifold and exhaust
manifold bolts and manifolds (Fig. 92).
INSTALLATION
If the manifold is being replaced, ensure all the fit-
ting, etc. are transferred to the replacement mani- Fig. 92 Intake and Exhaust Manifolds Installation
fold. (9) Install the fuel system supply line to the fuel
(1) Install a new engine exhaust/intake manifold rail assembly.
gasket over the alignment dowels on the cylinder (10) Connect all electrical connections on the
head. intake manifold.
(2) Position the engine exhaust manifolds to the (11) Connect the vacuum hoses previously
cylinder head. Install fastener Number 3 and finger removed.
tighten at this time (Fig. 92). (12) Install throttle cable, vehicle speed control
(3) Install intake manifold on the cylinder head cable (if equipped).
dowels. (13) Install the transmission line pressure cable (if
(4) Install washer and fastener Numbers 1, 2, 4, 5, equipped) (Refer to 21 - TRANSMISSION/TRANS-
8, 9, 10 and 11 (Fig. 92). AXLE/AUTOMATIC - AW4/THROTTLE VALVE
(5) Install washer and fastener Numbers 6 and 7 CABLE - INSTALLATION).
(Fig. 92). (14) Install air cleaner assembly.
(6) Tighten the fasteners in sequence and to the (15) Connect air inlet hose to the resonator assem-
specified torque (Fig. 92). bly.
• Fastener Numbers 1 through 5—Tighten to 33 (16) Raise the vehicle.
N·m (24 ft. lbs.) torque. (17) Connect the exhaust pipes to the engine
• Fastener Numbers 6 and 7—Tighten to 31 N·m exhaust manifolds. Tighten the bolts to 31 N·m (23
(23 ft. lbs.) torque. ft. lbs.)
• Fastener Numbers 8 through 11—Tighten to 33 (18) Lower the vehicle.
N·m (24 ft. lbs.) torque. (19) Connect the battery negative cable.
(7) Install the power steering pump to the intake (20) Start the engine and check for leaks.
manifold.
(8) Install the accessory drive belt (Refer to 7 -
COOLING/ACCESSORY DRIVE/DRIVE BELTS -
INSTALLATION).
9 - 128 ENGINE 4.0L TJ
EXHAUST SYSTEM
TABLE OF CONTENTS
page page
CAUTION:
When servicing and replacing exhaust system components, disconnect the oxygen sensor connector(s). Allowing
the exhaust to hang by the oxygen sensor wires will damage the harness and/or sensor.
REMOVAL
REMOVAL - 2.4L
WARNING: THE NORMAL OPERATING TEMPERA-
TURE OF THE EXHAUST SYSTEM IS VERY HIGH.
THEREFORE, NEVER ATTEMPT TO SERVICE ANY
PART OF THE EXHAUST SYSTEM UNTIL IT IS
COOLED. SPECIAL CARE SHOULD BE TAKEN
WHEN WORKING NEAR THE CATALYTIC CON-
VERTER. THE TEMPERATURE OF THE CONVERTER
RISES TO A HIGH LEVEL AFTER A SHORT PERIOD
OF ENGINE OPERATION TIME.
Fig. 3 2.4L Exhaust Pipe and Catalytic Converter -
WARNING: IF TORCHES ARE USED WHEN WORK- 4x4
ING ON THE EXHAUST SYSTEM, DO NOT ALLOW 1- FLANGED NUT
2- MINI CATALYST ASSEMBLY
THE FLAME NEAR THE FUEL LINES. 3- BOLT
4- HANGER
5- NUT
CAUTION: When servicing exhaust system compo-
nents, disconnect the oxygen sensor connector(s). WARNING: IF TORCHES ARE USED WHEN WORK-
Allowing the exhaust system to hang by the oxygen ING ON THE EXHAUST SYSTEM, DO NOT ALLOW
sensor harness will damage the wiring and/or sen- THE FLAME NEAR THE FUEL LINES.
sor.
(1) Disconnect the oxygen sensors. CAUTION: When servicing exhaust system compo-
(2) Remove the two bolts and flanged nuts at the nents, disconnect the oxygen sensor connector(s).
manifold (Fig. 3). Allowing the exhaust system to hang by the oxygen
(3) Remove the two bolts and flanged nuts at the sensor harness will damage the wiring and/or sen-
flange. sor.
(4) Remove the mini catalyst assembly from the
vehicle. (1) Raise and support the vehicle.
(5) Slide exhaust pipe forward until exhaust pipe (2) Saturate the studs and nuts with a Mopart
hanger disengages from transmission support. rust penetrant. Allow 5 minutes for penetration.
Remove exhaust pipe and catalytic converter from (3) Remove the oxygen sensors from the exhaust
vehicle. pipe and the catalytic converter.
(4) Disconnect the exhaust pipe from the engine
REMOVAL - 4.0L exhaust manifold (Fig. 4).
(5) Remove mini catalytic converter flange retain-
WARNING: THE NORMAL OPERATING TEMPERA- ing nuts (Fig. 4).
TURE OF THE EXHAUST SYSTEM IS VERY HIGH. (6) Slide exhaust pipe forward until exhaust pipe
THEREFORE, NEVER ATTEMPT TO SERVICE ANY hanger disengages from transmission support.
PART OF THE EXHAUST SYSTEM UNTIL IT IS Remove exhaust pipe and catalytic converter from
COOLED. SPECIAL CARE SHOULD BE TAKEN vehicle.
WHEN WORKING NEAR THE CATALYTIC CON-
VERTER. THE TEMPERATURE OF THE CONVERTER
RISES TO A HIGH LEVEL AFTER A SHORT PERIOD
OF ENGINE OPERATION TIME.
11 - 6 EXHAUST SYSTEM TJ
CATALYTIC CONVERTER (Continued)
(8) Install the oxygen sensors in the exhaust pipe
and catalytic converter.
(9) Lower vehicle.
(10) Start engine and inspect for leaks. Repair
exhaust leaks as necessary.
(11) Check the exhaust system for contact with the
body panels. Make the necessary adjustments, if
needed.
EXHAUST PIPE
REMOVAL
REMOVAL - 2.4L
WARNING: THE NORMAL OPERATING TEMPERA-
TURE OF THE EXHAUST SYSTEM IS VERY HIGH.
THEREFORE, NEVER ATTEMPT TO SERVICE ANY
Fig. 4 Exhaust Pipe and Catalytic Converter - 4.0L
PART OF THE EXHAUST SYSTEM UNTIL IT IS
1 - CATALYTIC CONVERTER
2 - TRANSMISSION SUPPORT
COOLED. SPECIAL CARE SHOULD BE TAKEN
3 - EXHAUST HANGER WHEN WORKING NEAR THE CATALYTIC CON-
4 - EXHAUST PIPE VERTER. THE TEMPERATURE OF THE CONVERTER
RISES TO A HIGH LEVEL AFTER A SHORT PERIOD
INSTALLATION OF ENGINE OPERATION TIME.
INSTALLATION - 2.4L
(1) Position the mini catalytic converter assembly WARNING: IF TORCHES ARE USED WHEN WORK-
onto the exhaust pipe flange and the exhaust mani- ING ON THE EXHAUST SYSTEM, DO NOT ALLOW
fold. Tighten the nuts to 31 N·m (23 ft.lbs.) torque. THE FLAME NEAR THE FUEL LINES.
Tighten the flange nuts to 28 N·m (21 ft. lbs.).
(2) Connect oxygen sensor wiring. CAUTION: When servicing exhaust system compo-
(3) Lower the vehicle. nents, disconnect the oxygen sensor connector(s).
(4) Start engine and inspect for leaks. Repair Allowing the exhaust system to hang by the oxygen
exhaust leaks as necessary. sensor harness will damage the wiring and/or sen-
(5) Check the exhaust system for contact with the sor.
body panels. Make the necessary adjustments, if
needed. (1) Raise and support the vehicle.
(2) Saturate the studs and nuts with a Mopart
INSTALLATION - 4.0L rust penetrant. Allow 5 minutes for penetration.
(1) Position exhaust pipe and catalytic converter (3) Remove the oxygen sensors from the exhaust
into vehicle. pipe and the catalytic converter.
(2) Insert exhaust pipe hanger into transmission (4) Disconnect the exhaust pipe from the engine
support (Fig. 4). exhaust manifold (Fig. 5).
(3) Install exhaust pipe onto exhaust manifold DO (5) Remove catalytic converter to muffler flange
NOT tighten bolts at this time. retaining nuts (Fig. 5).
(4) Position muffler flange onto catalytic converter (6) Slide exhaust pipe forward until exhaust pipe
flange and install retaining bolts and nuts (Fig. 4). hanger disengages from transmission support.
DO NOT tighten nuts at this time. Remove exhaust pipe and catalytic converter from
(5) Make sure the exhaust system is aligned and vehicle.
has the proper clearance. The minimum clearance is
25mm (1 inch).
(6) Tighten muffler to catalytic converter flange
retaining nuts to 28.5 N·m (21 ft. lbs.).
(7) Tighten exhaust pipe to exhaust manifold
mounting bolts to 31 N·m (23 ft. lbs.).
TJ EXHAUST SYSTEM 11 - 7
EXHAUST PIPE (Continued)
(6) Slide exhaust pipe foward until exhaust pipe
hanger disengages from transmission support.
Remove exhaust pipe and catalytic converter from
vehicle.
INSTALLATION - 4.0L
(1) Position exhaust pipe and catalytic converter
into vehicle.
(2) Insert exhaust pipe hanger into transmission
support (Fig. 6).
(3) Install exhaust pipe onto exhaust manifold DO
NOT tighten bolts at this time.
(4) Position muffler flange onto catalytic converter
flange and install retaining bolts and nuts (Fig. 6).
DO NOT tighten nuts at this time.
(5) Make sure the exhaust system is aligned and
has the proper clearance. The minimum clearance is
25mm (1 inch).
(6) Tighten muffler to catalytic converter flange
retaining nuts to 28.5 N·m (21 ft. lbs.).
(7) Tighten exhaust pipe to exhaust manifold
mounting bolts to 31 N·m (23 ft. lbs.). Fig. 7 Exhaust Heat Shield - Typical
(8) Install the oxygen sensors in the exhaust pipe 1 - HEAT SHIELD
and catalytic converter.
(9) Lower vehicle.
(10) Start engine and inspect for leaks. Repair
exhaust leaks as necessary.
(11) Check the exhaust system for contact with the
body panels. Make the necessary adjustments, if
needed.
HEAT SHIELDS
DESCRIPTION
Heat shields (Fig. 7) are made of stamped/formed
steel, or metal foil.
Exhaust heat shields are needed to protect both the Fig. 8 Muffler Heat Shield - Rear
vehicle and the environment from the high tempera- 1 - MUFFLER HEAT SHIELD - REAR
tures developed by the catalytic converter. The cata- 2 - NUTS
3 - SELF TAPPING SCREWS
lytic converter releases additional heat into the
exhaust system. Under severe operating conditions,
the temperature increases in the area of the converter.
Such conditions can exist when the engine misfires or
otherwise does not operate at peak efficiency.
REMOVAL
(1) Raise and support the vehicle.
(2) Remove the screws and/or nuts holding the
heat shields to the frame and/or floor pan (Fig. 8)
and (Fig. 9).
(3) When removing muffler heat shield, the muf-
fler front support bracket must be removed first.
(4) Slide the shields out around the exhaust system.
Fig. 9 Muffler Heat Shield - Middle
INSTALLATION
1 - MUFFLER HEAT SHIELD - MIDDLE
(1) Position the heat shields to the floor pan or 2 - NUTS
the frame and install the screws and/or nuts (Fig. 8) 3 - SELF TAPPING SCREWS
and (Fig. 9).
(2) Tighten the nuts and/or screws to 45 N·m (33 (3) Lower the vehicle.
ft. lbs.).
TJ EXHAUST SYSTEM 11 - 9
MUFFLER REMOVAL
TAILPIPE
DESCRIPTION
TAILPIPE
DESCRIPTION
The tailpipe (Fig. 12) is made of galvanized steel
OPERATION
The tailpipe channels the exhaust out of the muf-
fler and out from under the vehicle to control noise
and prevent exhaust gas fumes from entering the
passenger compartment.
page page
SPECIFICATIONS
TORQUE SPECIFICATIONS
TORQUE SPECIFICATIONS
FRONT EXTENSION
REMOVAL
(1) Remove the bolts attaching the bumper exten-
sion to the bumper (Fig. 1).
(2) Separate the extension from the bumper.
VEHICLE PREPARATION
Position the vehicle on a level work surface. Using
screw or bottle jacks, adjust the vehicle PLP heights
to the specified dimension above a level work surface.
Vertical dimensions can be taken from the work sur-
face to the locations indicated were applicable.
INDEX
DESCRIPTION FIGURE
FRAME SIDE VIEW 6
FRAME TOP VIEW 7
Fig. 4 FRAME REINFORCEMENT
FRAME SIDE VIEW LWB 8
1 - FRAME CENTER LINE
2 - FRAME FRAME TOP VIEW LWB 9
3 - FRAME REPAIR REINFORCEMENT
FRAME FASTENERS
Bolts and nuts can be used to repair frames or to
install a reinforcement section on the frame.
Conical-type washers are preferred over the split-
ring type lock washers. Normally, grade-5 bolts are
adequate for frame repair. Grade-3 bolts or softer
should not be used. Tightening bolts/nuts with the
correct torque, refer to the Introduction Group at the
front of this manual for tightening information.
TJ FRAME & BUMPERS 13 - 5
FRAME (Continued)
FUEL TANK SKID PLATE (3) Install the nuts to attach the skid plate to the
straps and to the frame crossmembers. Tighten the
fuel tank strap nuts to 5 N·m (40 in. lbs.). Tighten
REMOVAL
the skid plate-to-crossmember nuts with 16 N·m (138
(1) Position a support under the fuel tank skid
in. lbs.).
plate.
(4) Install the protective caps on the end of the
(2) Remove the protective caps from the end of the
strap studs.
strap studs.
(5) Remove the support from under the skid plate.
(3) Remove the nuts that attach the skid plate to
the straps and to the crossmembers (Fig. 12).
(4) Separate the fuel tank strap from the skid FRONT TOW HOOK
plate.
(5) Support the fuel tank and remove the skid
REMOVAL
plate from the vehicle.
(1) Remove the torx bolts that attach the tow hook
to the bumper (Fig. 13).
(2) Separate the tow hook from the bumper.
INSTALLATION
(1) Attach the skid plate to the fuel tank strap.
(2) Position and support the skid plate under the
fuel tank.
TJ FRAME & BUMPERS 13 - 11
FUEL SYSTEM
TABLE OF CONTENTS
page page
FUEL DELIVERY
TABLE OF CONTENTS
page page
FUEL DELIVERY gauge sending unit (fuel level sensor) and a separate
fuel filter located at bottom of pump module
• fuel tubes/lines/hoses
DESCRIPTION
• quick-connect fittings
The fuel delivery system consists of:
• fuel injector rail
• the fuel pump module containing the electric
• fuel injectors
fuel pump, fuel filter/fuel pressure regulator, fuel
• fuel tank
• fuel tank filler/vent tube assembly
14 - 2 FUEL DELIVERY TJ
FUEL DELIVERY (Continued)
• fuel tank filler tube cap (2) Remove fuel pump relay from Power Distribu-
• check valve(s) tion Center (PDC). For location of relay, refer to label
• accelerator pedal on underside of PDC cover.
• throttle cable (3) Start and run engine until it stalls.
(4) Attempt restarting engine until it will no
OPERATION longer run.
Fuel is returned through the fuel pump module (5) Turn ignition key to OFF position.
and back into the fuel tank through the fuel filter/
fuel pressure regulator. A separate fuel return line CAUTION: Steps 1, 2, 3 and 4 must be performed to
from the engine to the tank is not used. relieve high pressure fuel from within fuel rail. Do
The fuel tank assembly consists of: the fuel tank, not attempt to use following steps to relieve this
fuel pump module assembly, fuel pump module lock- pressure as excessive fuel will be forced into a cyl-
nut/gasket, and fuel tank check valve (refer to Emis- inder chamber.
sion Control System for fuel tank check valve
(6) Unplug connector from any fuel injector.
information).
(7) Attach one end of a jumper wire with alligator
A fuel filler/vent tube assembly using a pressure/
clips (18 gauge or smaller) to either injector terminal.
vacuum fuel filler cap is used. The fuel filler tube
(8) Connect other end of jumper wire to positive
contains a flap door located below the fuel fill cap.
side of battery.
Also to be considered part of the fuel system is the
(9) Connect one end of a second jumper wire to
evaporation control system. This is designed to
remaining injector terminal.
reduce the emission of fuel vapors into the atmo-
sphere. The description and function of the Evapora- CAUTION: Powering an injector for more than a few
tive Control System is located in Emission Control seconds will permanently damage the injector.
Systems.
Both fuel filters (at bottom of fuel pump module (10) Momentarily touch other end of jumper wire
and within fuel pressure regulator) are designed for to negative terminal of battery for no more than a
extended service. They do not require normal sched- few seconds.
uled maintenance. Filters should only be replaced if (11) Place a rag or towel below fuel line quick-con-
a diagnostic procedure indicates to do so. nect fitting at fuel rail.
(12) Disconnect quick-connect fitting at fuel rail.
STANDARD PROCEDURE - FUEL SYSTEM Refer to Quick-Connect Fittings.
PRESSURE RELEASE (13) Return fuel pump relay to PDC.
Use following procedure if the fuel injector (14) One or more Diagnostic Trouble Codes (DTC’s)
rail is, or is not equipped with a fuel pressure may have been stored in PCM memory due to fuel
test port. pump relay removal. The DRBt scan tool must be
(1) Remove fuel fill cap. used to erase a DTC.
TJ FUEL DELIVERY 14 - 3
FUEL DELIVERY (Continued)
SPECIFICATIONS
FUEL SYSTEM PRESSURE
339 kPa +/- 34 kPa (49.2 psi +/- 2 psi).
SPECIAL TOOLS
FUEL SYSTEM
FUEL FILTER/PRESSURE
REGULATOR
DESCRIPTION
The combination fuel filter and fuel pressure regula-
tor is located on the top of fuel pump module (Fig. 6).
OPERATION
A combination fuel filter and fuel pressure regula-
tor is used on all engines. A separate frame mounted
fuel filter is not used with any engine.
Fuel Pressure Regulator Operation: The pres-
sure regulator is a mechanical device that is not con-
trolled by engine vacuum or the Powertrain Control
Module (PCM).
The regulator is calibrated to maintain fuel system
operating pressure of approximately 339 ± 34 kPa
(49.2 ± 5 psi) at the fuel injectors. It contains a dia-
phragm, calibrated springs and a fuel return valve. Fig. 1 Fuel Filter/Fuel Pressure Regulator
The internal fuel filter is also part of the assembly. 1 - RETAINER CLAMP
Fuel is supplied to the filter/regulator by the elec- 2 - FUEL FILTER/FUEL PRESSURE REGULATOR
3 - FUEL SUPPLY TUBE
tric fuel pump through an opening tube at the bot- 4 - ALIGNMENT ARROW
tom of filter/regulator (Fig. 3).
The regulator acts as a check valve to maintain
some fuel pressure when the engine is not operating.
This will help to start the engine. A second check
valve is located at the outlet end of the electric fuel
pump.
If fuel pressure at the pressure regulator exceeds
approximately 49 psi, an internal diaphragm closes
and excess fuel pressure is routed back into the tank
through the pressure regulator. A separate fuel
return line is not used with any engine.
REMOVAL
The combination Fuel Filter/Fuel Pressure Regula-
tor is located on the fuel pump module. The fuel
pump module is located on top of fuel tank.
(1) Remove fuel tank. Refer to Fuel Tank Removal/
Installation.
(2) Clean area around filter/regulator.
(3) Disconnect fuel line at filter/regulator. Refer to
Quick-Connect Fittings in this group for procedures. Fig. 2 Fuel Filter/Fuel Pressure Regulator Gasket
(4) Remove retainer clamp from top of filter/regu- 1 - TOP OF MODULE
2 - GASKET
lator (Fig. 1). Clamp snaps to tabs on pump module.
Discard old clamp.
(5) Pry filter/regulator from top of pump module
with 2 screwdrivers. Unit is snapped into module.
(6) Discard gasket below filter/regulator (Fig. 2).
14 - 6 FUEL DELIVERY TJ
FUEL FILTER/PRESSURE REGULATOR (Continued)
(7) Before discarding filter/regulator assembly, (9) Connect fuel line at filter/regulator. Refer to
inspect assembly to verify that o-rings (Fig. 3) are Quick-Connect Fittings in this group for procedures.
intact. If the smallest of the two o-rings can not be (10) Install fuel tank. Refer to Fuel Tank Removal/
found on bottom of filter/regulator, it may be neces- Installation.
sary to remove it from the fuel inlet passage in fuel
pump module.
FUEL LEVEL SENDING UNIT /
SENSOR
DESCRIPTION
The fuel gauge sending unit (fuel level sensor) is
attached to the side of the fuel pump module. The
sending unit consists of a float, an arm, and a vari-
able resistor track (card).
OPERATION
The fuel pump module has 4 different circuits
(wires). Two of these circuits are used for the fuel
gauge sending unit for fuel gauge operation, and for
certain OBD II emission requirements. The other 2
wires are used for electric fuel pump operation.
For Fuel Gauge Operation: A constant input
voltage source of about 12 volts (battery voltage) is
supplied to the resistor track on the fuel gauge send-
ing unit. This is fed directly from the Powertrain
Fig. 3 Fuel Filter/Fuel Pressure Regulator
Control Module (PCM). NOTE: For diagnostic pur-
1 - FUEL FILTER/FUEL PRESSURE REGULATOR
2 - TO FUEL INJECTORS
poses, this 12V power source can only be veri-
3 - FUEL SUPPLY TUBE fied with the circuit opened (fuel pump module
4 - O-RINGS electrical connector unplugged). With the con-
5 - FUEL INLET FROM PUMP
6 - FUEL RETURN TO TANK
nectors plugged, output voltages will vary from
about 0.6 volts at FULL, to about 8.6 volts at
INSTALLATION EMPTY (about 8.6 volts at EMPTY for Jeep
models, and about 7.0 volts at EMPTY for
The combination Fuel Filter/Fuel Pressure Regula-
Dodge Truck models). The resistor track is used to
tor is located on the fuel pump module. The fuel
vary the voltage (resistance) depending on fuel tank
pump module is located on top of fuel tank.
float level. As fuel level increases, the float and arm
(1) Clean recessed area in pump module where fil-
move up, which decreases voltage. As fuel level
ter/regulator is to be installed.
decreases, the float and arm move down, which
(2) Obtain new filter/regulator (two new o-rings
increases voltage. The varied voltage signal is
should already be installed) .
returned back to the PCM through the sensor return
(3) Apply a small amount of clean engine oil to
circuit.
o-rings. Do not install o-rings separately into
Both of the electrical circuits between the fuel
fuel pump module. They will be damaged when
gauge sending unit and the PCM are hard-wired (not
installing filter/regulator.
multi-plexed). After the voltage signal is sent from
(4) Install new gasket to top of fuel pump module.
the resistor track, and back to the PCM, the PCM
(5) Press new filter/regulator into top of pump
will interpret the resistance (voltage) data and send
module until it snaps into position (a positive click
a message across the multi-plex bus circuits to the
must be heard or felt).
instrument panel cluster. Here it is translated into
(6) The molded arrow (Fig. 1) on top of fuel pump
the appropriate fuel gauge level reading. Refer to
module should be pointed towards front of vehicle (12
Instrument Panel for additional information.
o’clock position).
For OBD II Emission Monitor Requirements:
(7) Rotate filter/regulator until fuel supply tube
The PCM will monitor the voltage output sent from
(fitting) is pointed to 10 o’clock position.
the resistor track on the sending unit to indicate fuel
(8) Install new retainer clamp (clamp snaps over
level. The purpose of this feature is to prevent the
top of filter/regulator and locks to flanges on pump
OBD II system from recording/setting false misfire
module).
and fuel system monitor diagnostic trouble codes.
TJ FUEL DELIVERY 14 - 7
FUEL LEVEL SENDING UNIT / SENSOR (Continued)
The feature is activated if the fuel level in the tank
is less than approximately 15 percent of its rated
capacity. If equipped with a Leak Detection Pump
(EVAP system monitor), this feature will also be acti-
vated if the fuel level in the tank is more than
approximately 85 percent of its rated capacity.
REMOVAL
The fuel level sending unit (fuel level sensor) and
float assembly is located on the side of fuel pump
module (Fig. 4). The fuel pump module is located
within the fuel tank.
FUEL LINES
DESCRIPTION
Also refer to Quick-Connect Fittings.
Fig. 4 Fuel Level Sending Unit Location
1 - FUEL GAUGE FLOAT WARNING: THE FUEL SYSTEM IS UNDER A CON-
2 - PICK-UP FILTER
3 - FUEL GAUGE SENDING UNIT STANT PRESSURE (EVEN WITH THE ENGINE OFF).
4 - FUEL FILTER/FUEL PRESSURE REGULATOR BEFORE SERVICING ANY FUEL SYSTEM HOSES,
5 - ELECTRIC FUEL PUMP FITTINGS OR LINES, THE FUEL SYSTEM PRES-
6 - PIGTAIL WIRING HARNESS
SURE MUST BE RELEASED. REFER TO THE FUEL
(1) Remove fuel tank. Refer to Fuel Tank Removal/ SYSTEM PRESSURE RELEASE PROCEDURE IN
Installation. THIS GROUP.
(2) Remove fuel pump module. Refer to Fuel Pump
The lines/tubes/hoses used on fuel injected vehicles
Module Removal/Installation.
are of a special construction. This is due to the
(3) Remove electrical wire connector at sending
higher fuel pressures and the possibility of contami-
unit terminals.
nated fuel in this system. If it is necessary to replace
(4) Press on release tab (Fig. 5) to remove sending
these lines/tubes/hoses, only those marked EFM/EFI
unit from pump module.
may be used.
If equipped: The hose clamps used to secure rub-
INSTALLATION ber hoses on fuel injected vehicles are of a special
(1) Position sending unit to pump module and rolled edge construction. This construction is used to
snap into place. prevent the edge of the clamp from cutting into the
(2) Connect electrical connector to terminals. hose. Only these rolled edge type clamps may be
(3) Install fuel pump module. Refer to Fuel Pump used in this system. All other types of clamps may
Module Removal/Installation. cut into the hoses and cause high-pressure fuel leaks.
(4) Install fuel tank. Refer to Fuel Tank Removal/ Use new original equipment type hose clamps.
Installation.
14 - 8 FUEL DELIVERY TJ
Fig. 16 FUEL FILL HOSE AT BODY Fig. 18 DISCONNECTING ORVR VAPOR LINES
1 - FILLER HOSE CLAMP 1 - EVAP CANISTER
2 - BEZEL 2 - LDP FILTER
3 - FUEL FILLER CAP 3 - LDP
4 - BEZEL SCREWS (8) 4 - FLOW MANAGEMENT VALVE
5 - FUEL FILLER HOSE 5 - FUEL TANK
6 - FUEL TANK 6 - VAPOR LINES (2)
TJ FUEL DELIVERY 14 - 15
FUEL TANK (Continued)
lines. If lines leak, a Diagnostic Trouble Code (DTC) (19) If fuel pump module is to be removed, refer to
will be set. Fuel Pump Module Removal/Installation.
(11) Cut plastic tie wrap securing rear axle vent (20) Disconnect fuel filler hose at tank. Before dis-
hose to fuel fill hose. connecting, mark and note the hose rotational posi-
(12) Disconnect fuel tank electrical connector at tion in relation to tank fitting.
left/front of fuel tank (Fig. 19). (21) To separate tank from skid plate, remove two
(13) Disconnect 2 vapor lines (Fig. 19) at left/front protective caps at tank strap studs (Fig. 20) and
of fuel tank. remove tank strap nuts.
(14) Disconnect quick-connect fitting from fuel sup- (22) Remove both straps and remove tank from
ply line at front of fuel tank (Fig. 19). Refer to Quick- skid plate.
Connect Fittings in this group for procedures.
(15) The fuel tank and skid plate are removed as INSTALLATION
an assembly. Centrally position a transmission jack (1) If necessary, install fuel pump module to fuel
(or equivalent lifting device) under skid plate/fuel tank. Refer to Fuel Pump Module Removal / Instal-
tank assembly. Secure tank assembly to jack. lation.
(16) Remove three skid plate-to-body nuts at front (2) Place fuel tank into skid plate. Wrap straps
of tank (Fig. 21). Remove one of the nuts through around tank with strap studs inserted through holes
access hole on skid plate (Fig. 21). in skid plate. Tighten strap nuts to attain 30 mm (±2
(17) Remove four skid plate-to-body nuts at rear of mm) between bottom of nut to end of strap stud (Fig.
tank (Fig. 20). Do not loosen tank strap nuts 20). Do not over tighten nuts.
(Fig. 20). (3) Install two protective caps to tank strap studs.
(18) Lower the tank assembly. (4) Connect fuel fill hose at tank. Tighten hose
clamp.
INLET FILTER
Fig. 20 FUEL TANK MOUNTING NUTS - REAR
REMOVAL
1 - REAR SKID PLATE NUTS (4)
2 - SKID PLATE The fuel pump inlet filter (strainer) is located on
3 - TANK STRAP STUD the bottom of fuel pump module (Fig. 22). The fuel
4 - TANK STRAP NUT pump module is located on top of fuel tank.
5 - TANK STRAP NUTS (2)
6 - PROTECTIVE CAPS (2)
(5) Raise skid plate/fuel tank assembly into posi- (1) Remove fuel tank. Refer to Fuel Tank Removal/
tion on body while carefully guiding plastic vapor Installation.
lines and fill hose. (2) Remove fuel pump module. Refer to Fuel Pump
(6) Install 7 skid plate mounting nuts. Tighten to Module Removal/Installation.
16 N·m (141 in. lbs.) torque. (3) Remove filter by prying from bottom of module
(7) Remove tank jacking device. with 2 screwdrivers. Filter is snapped to module.
(8) Carefully connect the 2 vapor lines (Fig. 18) (4) Clean bottom of pump module.
near top of flow management valve (Fig. 18). Be very
careful not to bend or kink the vapor lines. If lines
leak, a Diagnostic Trouble Code (DTC) will be set.
(9) Install EVAP canister bracket (Fig. 17).
(10) Install wheelhouse liner at right/rear wheel.
(11) Install right/rear tire/wheel.
TJ FUEL DELIVERY 14 - 17
INLET FILTER (Continued)
DISCONNECTING
WARNING: THE FUEL SYSTEM IS UNDER A CON-
STANT PRESSURE (EVEN WITH ENGINE OFF).
BEFORE SERVICING ANY FUEL SYSTEM HOSE,
FITTING OR LINE, FUEL SYSTEM PRESSURE MUST
BE RELEASED. REFER TO FUEL SYSTEM PRES-
SURE RELEASE PROCEDURE.
CONNECTING
(1) Inspect quick-connect fitting body and fuel sys-
tem component for damage. Replace as necessary.
(2) Prior to connecting quick-connect fitting to
component being serviced, check condition of fitting
and component. Clean parts with a lint-free cloth.
Lubricate with clean engine oil.
(3) Insert quick-connect fitting into fuel tube or
fuel system component until built-on stop on fuel
tube or component rests against back of fitting.
Fig. 33 FUEL LINE DISCONNECTION USING (4) Continue pushing until a click is felt.
SPECIAL TOOL (5) Single-tab type fitting: Push new tab down
1 - SPECIAL FUEL LINE TOOL
until it locks into place in quick-connect fitting.
2 - FUEL LINE (6) Verify a locked condition by firmly pulling on
3 - FUEL RAIL fuel tube and fitting (15-30 lbs.).
(7) Latch Clip Equipped: Install latch clip (snaps
nent being serviced while firmly pushing plastic into position). If latch clip will not fit, this indi-
retainer ring into fitting (Fig. 30). With plastic ring cates fuel line is not properly installed to fuel
depressed, pull fitting from component. The plas- rail (or other fuel line). Recheck fuel line con-
tic retainer ring must be pressed squarely nection.
into fitting body. If this retainer is cocked (8) Connect negative cable to battery.
during removal, it may be difficult to discon- (9) Start engine and check for leaks.
nect fitting. Use an open-end wrench on
shoulder of plastic retainer ring to aid in dis-
connection. FLOW MANAGEMENT VALVE
(b) After disconnection, plastic retainer ring will
remain with quick-connect fitting connector body. DESCRIPTION
(c) Inspect fitting connector body, plastic retainer The flow management valve is a part of the
ring and fuel system component for damage. On-Board Refueling Vapor Recovery (ORVR) system.
Replace as necessary. This plastic valve is placed in-line between the fuel
(9) Latch Clips: Depending on vehicle model and tank and the EVAP canister. It is located near the
engine, 2 different types of safety latch clips are used right side of the fuel tank (Fig. 19).
(Fig. 31) or (Fig. 32). Type-1 is tethered to fuel line
and type-2 is not. A special tool will be necessary to OPERATION
disconnect fuel line after latch clip is removed. The The flow management valve (Fig. 19) is one of the
latch clip may be used on certain fuel line/fuel rail components used in the ORVR system. The valve
connection, or to join fuel lines together. meters the flow of fuel vapors to the EVAP canister
(a) Type 1: Pry up on latch clip with a screw- during vehicle run and refueling. Pressure from the
driver (Fig. 31). tank during refueling opens the main port valve and
(b) Type 2: Separate and unlatch 2 small arms allows vapors to enter the EVAP canister. During
on end of clip (Fig. 32) and swing away from fuel vehicle run, the vapors are metered through an ori-
line. fice to the EVAP canister. It is also used as a liquid
(c) Slide latch clip toward fuel rail while lifting separator to keep liquid fuel out of the EVAP canis-
with screwdriver. ter.
(d) Insert special fuel line removal tool (Snap-On
number FIH 9055-1 or equivalent) into fuel line REMOVAL
(Fig. 33). Use tool to release locking fingers in end
The fuel tank must be lowered for flow manage-
of line.
ment valve removal or replacement. Refer to Fuel
(e) With special tool still inserted, pull fuel line
Tank Removal / Installation. The valve is replaced as
from fuel rail.
an assembly along with a vapor line bundle.
TJ FUEL INJECTION 14 - 21
FUEL INJECTION
TABLE OF CONTENTS
page page
FUEL INJECTION
DESCRIPTION
The Powertrain Control Module (PCM) operates
the fuel injection system. Refer to Powertrain Control
Module in Electronic Control Modules for informa-
tion.
14 - 22 FUEL INJECTION TJ
FUEL INJECTION (Continued)
SPECIFICATIONS
TORQUE - FUEL INJECTION
ACCELERATOR PEDAL
REMOVAL
The accelerator pedal is connected to the throttle
body linkage by the throttle cable. The cable is pro-
tected by a plastic sheathing and is connected to the
throttle body linkage by a ball socket. It is connected
to the upper part of the accelerator pedal arm by a
plastic retainer (clip) (Fig. 1). This retainer (clip)
snaps into the top of the accelerator pedal arm.
Retainer tabs (built into the cable sheathing) (Fig. 1)
fasten the cable to the dash panel.
CRANKSHAFT POSITION
SENSOR
DESCRIPTION
2.4L
The Crankshaft Position (CKP) sensor is mounted
into the right front side of the cylinder block. It is
positioned and bolted into a machined hole.
4.0L
The Crankshaft Position (CKP) sensor is located
near the outer edge of the flywheel (starter ringear).
OPERATION
2.4L
Engine speed and crankshaft position are provided
through the CKP (Crankshaft Position) sensor. The Fig. 2 CKP OPERATION - 2.4L
sensor generates pulses that are the input sent to the 1 - NOTCHES
Powertrain Control Module (PCM). The PCM inter- 2 - CRANKSHAFT
prets the sensor input to determine the crankshaft
position. The PCM then uses this position, along with The trailing edge of the fourth notch, which causes
other inputs, to determine injector sequence and igni- the pulse, is four degrees before top dead center
tion timing. (TDC) of the corresponding piston.
The sensor is a hall effect device combined with an The engine will not operate if the PCM does not
internal magnet. It is also sensitive to steel within a receive a CKP sensor input.
certain distance from it.
A tonewheel (targetwheel) is a part of the engine
crankshaft (Fig. 2). This tonewheel has sets of
notches at its outer edge.
The notches cause a pulse to be generated when
they pass under the sensor. The pulses are the input
to the PCM.
4.0L
Engine speed and crankshaft position are provided
through the CKP sensor. The sensor generates pulses
that are the input sent to the Powertrain Control
Module (PCM). The PCM interprets the sensor input
to determine the crankshaft position. The PCM then
uses this position, along with other inputs, to deter-
mine injector sequence and ignition timing.
The sensor is a hall effect device combined with an
internal magnet. It is also sensitive to steel within a
certain distance from it.
The flywheel/drive plate has groups of four notches
at its outer edge. On 4.0L 6-cylinder engines there
are three sets of notches (Fig. 3).
The notches cause a pulse to be generated when Fig. 3 CKP OPERATION - 4.0L
they pass under the sensor. The pulses are the input 1 - CRANKSHAFT POSITION SENSOR
to the PCM. For each engine revolution there are 3 2 - FLYWHEEL
3 - FLYWHEEL NOTCHES
groups of four pulses generated on 4.0L 6-cylinder
engines.
14 - 24 FUEL INJECTION TJ
CRANKSHAFT POSITION SENSOR (Continued)
REMOVAL
2.4L
The Crankshaft Position (CKP) sensor is mounted
into the right front side of the cylinder block (Fig. 4).
It is positioned and bolted into a machined hole.
(1) Disconnect sensor electrical connector.
(2) Remove sensor bolt.
(3) Carefully twist sensor from cylinder block.
(4) Check condition of sensor o-ring (Fig. 5).
4.0L
The crankshaft position (CKP) sensor is mounted
to the transmission bellhousing near the rear of the
engine block.
The sensor may be mounted to the transmission
with one of the following four different configura-
tions:
• with one bolt to the right side of the transmis-
sion if equipped with a 42RLE automatic transmis-
sion (Fig. 6).
INSTALLATION
2.4L
(1) Clean out machined hole in engine block.
(2) Apply a small amount of engine oil to sensor
o-ring.
(3) Install sensor into engine block with a slight
rocking action. Do not twist sensor into position as
damage to o-ring may result.
REMOVAL OPERATION
The fuel pump relay is located in the Power Distri- At idle, engine speed can be increased by retract-
bution Center (PDC) (Fig. 12). Refer to label on PDC ing the IAC motor pintle and allowing more air to
cover for relay location. pass through the port, or it can be decreased by
restricting the passage with the pintle and diminish-
ing the amount of air bypassing the throttle plate.
The IAC is called a stepper motor because it is
moved (rotated) in steps, or increments. Opening the
IAC opens an air passage around the throttle blade
which increases RPM.
The PCM uses the IAC motor to control idle speed
(along with timing) and to reach a desired MAP dur-
ing decel (keep engine from stalling).
The IAC motor has 4 wires with 4 circuits. Two of
the wires are for 12 volts and ground to supply elec-
trical current to the motor windings to operate the
stepper motor in one direction. The other 2 wires are
also for 12 volts and ground to supply electrical cur-
rent to operate the stepper motor in the opposite
direction.
Fig. 12 Power Distribution Center (PDC) To make the IAC go in the opposite direction, the
PCM just reverses polarity on both windings. If only
1 - BATTERY
2 - POWER DISTRIBUTION CENTER (PDC) 1 wire is open, the IAC can only be moved 1 step
(increment) in either direction. To keep the IAC
(1) Remove PDC cover. motor in position when no movement is needed, the
(2) Remove relay from PDC. PCM will energize both windings at the same time.
(3) Check condition of relay terminals and PDC This locks the IAC motor in place.
connector terminals for damage or corrosion. Repair In the IAC motor system, the PCM will count
if necessary before installing relay. every step that the motor is moved. This allows the
(4) Check for pin height (pin height should be the PCM to determine the motor pintle position. If the
same for all terminals within the PDC connector). memory is cleared, the PCM no longer knows the
Repair if necessary before installing relay. position of the pintle. So at the first key ON, the
PCM drives the IAC motor closed, regardless of
INSTALLATION where it was before. This zeros the counter. From
The fuel pump relay is located in the Power Distri- this point the PCM will back out the IAC motor and
bution Center (PDC) (Fig. 12). Refer to label on PDC keep track of its position again.
cover for relay location. When engine rpm is above idle speed, the IAC is
(1) Install relay to PDC. used for the following:
(2) Install cover to PDC. • Off-idle dashpot (throttle blade will close quickly
but idle speed will not stop quickly)
• Deceleration air flow control
IDLE AIR CONTROL MOTOR • A/C compressor load control (also opens the pas-
sage slightly before the compressor is engaged so
DESCRIPTION that the engine rpm does not dip down when the
The IAC stepper motor is mounted to the throttle compressor engages)
body, and regulates the amount of air bypassing the • Power steering load control
control of the throttle plate. As engine loads and The PCM can control polarity of the circuit to con-
ambient temperatures change, engine rpm changes. trol direction of the stepper motor.
A pintle on the IAC stepper motor protrudes into a IAC Stepper Motor Program: The PCM is also
passage in the throttle body, controlling air flow equipped with a memory program that records the
through the passage. The IAC is controlled by the number of steps the IAC stepper motor most recently
Powertrain Control Module (PCM) to maintain the advanced to during a certain set of parameters. For
target engine idle speed. example: The PCM was attempting to maintain a
1000 rpm target during a cold start-up cycle. The last
recorded number of steps for that may have been
125. That value would be recorded in the memory
TJ FUEL INJECTION 14 - 29
IDLE AIR CONTROL MOTOR (Continued)
cell so that the next time the PCM recognizes the
identical conditions, the PCM recalls that 125 steps
were required to maintain the target. This program
allows for greater customer satisfaction due to
greater control of engine idle.
Another function of the memory program, which
occurs when the power steering switch (if equipped),
or the A/C request circuit, requires that the IAC step-
per motor control engine rpm, is the recording of the
last targeted steps into the memory cell. The PCM
can anticipate A/C compressor loads. This is accom-
plished by delaying compressor operation for approx-
imately 0.5 seconds until the PCM moves the IAC
stepper motor to the recorded steps that were loaded
into the memory cell. Using this program helps elim-
inate idle-quality changes as loads change. Finally,
the PCM incorporates a 9No-Load9 engine speed lim-
iter of approximately 1800 - 2000 rpm, when it rec-
ognizes that the TPS is indicating an idle signal and
IAC motor cannot maintain engine idle. Fig. 13 TPS/IAC MOTOR - 2.4L
A (factory adjusted) set screw is used to mechani- 1 - THROTTLE POSITION SENSOR (TPS)
cally limit the position of the throttle body throttle 2 - MOUNTING SCREWS
plate. Never attempt to adjust the engine idle 3 - IDLE AIR CONTROL MOTOR (IAC)
4 - MOUNTING SCREWS
speed using this screw. All idle speed functions are
controlled by the IAC motor through the PCM.
REMOVAL
2.4L
The Idle Air Control (IAC) motor is located on the
rear side of the throttle body (Fig. 13).
(1) Disconnect electrical connector from IAC motor.
(2) Remove two mounting bolts (screws).
(3) Remove IAC motor from throttle body.
4.0L
The IAC motor is located on the side of the throttle
body.
(1) Remove air cleaner tube at throttle body.
(2) Disconnect electrical connector from IAC motor.
(3) Remove two mounting bolts (screws) (Fig. 14). Fig. 14 MOUNTING BOLTS
(4) Remove IAC motor from throttle body. 1 - IDLE AIR CONTROL MOTOR
2 - MOUNTING SCREWS
INSTALLATION
(1) Install IAC motor to throttle body. INTAKE AIR TEMPERATURE
(2) Install and tighten two mounting bolts (screws)
to 7 N·m (60 in. lbs.) torque.
SENSOR
(3) Install electrical connector.
(4) Install air cleaner tube to throttle body.
DESCRIPTION
The 2–wire Intake Manifold Air Temperature (IAT)
sensor is installed in the intake manifold with the
sensor element extending into the air stream.
The IAT sensor is a two-wire Negative Thermal
Coefficient (NTC) sensor. Meaning, as intake mani-
fold temperature increases, resistance (voltage) in the
sensor decreases. As temperature decreases, resis-
tance (voltage) in the sensor increases.
14 - 30 FUEL INJECTION TJ
INTAKE AIR TEMPERATURE SENSOR (Continued)
OPERATION
The IAT sensor provides an input voltage to the
Powertrain Control Module (PCM) indicating the
density of the air entering the intake manifold based
upon intake manifold temperature. At key-on, a
5–volt power circuit is supplied to the sensor from
the PCM. The sensor is grounded at the PCM
through a low-noise, sensor-return circuit.
The PCM uses this input to calculate the following:
• Injector pulse-width
• Adjustment of spark timing (to help prevent
spark knock with high intake manifold air-charge
temperatures)
The resistance values of the IAT sensor is the same
as for the Engine Coolant Temperature (ECT) sensor.
REMOVAL
2.4L Fig. 16 IAT SENSOR TAB / O-RING - 2.4L
The intake manifold air temperature (IAT) sensor 1 - IAT SENSOR
is installed into the intake manifold plenum at the 2 - SENSOR O-RING
rear end of the intake manifold (Fig. 15). 3 - RELEASE TAB
(1) Disconnect electrical connector from IAT sensor.
(2) Clean dirt from intake manifold at sensor base.
(3) Gently lift on small plastic release tab (Fig. 15)
or (Fig. 16) and rotate sensor about 1/4 turn counter-
clockwise for removal.
(4) Check condition of sensor o-ring (Fig. 16).
REMOVAL
2.4L
The Manifold Absolute Pressure (MAP) sensor is
mounted into the rear of the intake manifold (Fig.
18). An o-ring is used to seal the sensor to the intake
manifold (Fig. 19).
(1) Disconnect electrical connector at sensor.
(2) Clean area around MAP sensor.
(3) Remove sensor mounting screw (TORX head).
(4) Remove MAP sensor from intake manifold.
(5) Check condition of sensor o-ring (Fig. 19). Fig. 19 MAP SENSOR O-RING - 2.4L
1 - MAP SENSOR
2 - O-RING
REMOVAL
The oxygen sensor heater relay is located in the
Power Distribution Center (PDC). Refer to label on
PDC cover for relay location.
(1) Remove PDC cover.
(2) Remove relay from PDC.
(3) Check condition of relay terminals and PDC
connector terminals for damage or corrosion. Repair
if necessary before installing relay.
(4) Check for pin height (pin height should be the
same for all terminals within the PDC connector).
Repair if necessary before installing relay.
INSTALLATION
The oxygen sensor heater relay is located in the
Power Distribution Center (PDC). Refer to label on
PDC cover for relay location.
(1) Install relay to PDC.
(2) Install cover to PDC.
Fig. 21 4.0L MAP SENSOR MOUNTING - LATE
1 - MAP SENSOR O2 SENSOR
2 - RUBBER FITTING
3 - THROTTLE BODY
4 - MOUNTING SCREW (1) DESCRIPTION
The Oxygen Sensors (O2S) are attached to, and
INSTALLATION protrude into the vehicle exhaust system. Depending
on the engine or emission package, the vehicle may
2.4L use a total of either 2 or 4 sensors.
(1) Clean MAP sensor mounting hole at intake
manifold. OPERATION
(2) Check MAP sensor o-ring seal for cuts or tears. An O2 sensor is a galvanic battery that provides
(3) Position sensor into manifold. the PCM with a voltage signal (0-1 volt) inversely
(4) Install MAP sensor mounting screws. Tighten proportional to the amount of oxygen in the exhaust.
screw to 3 N·m (25 in. lbs.) torque. In other words, if the oxygen content is low, the volt-
(5) Connect electrical connector. age output is high; if the oxygen content is high the
output voltage is low. The PCM uses this information
4.0L to adjust injector pulse-width to achieve the
(1) Install rubber L-shaped fitting to MAP sensor. 14.7–to–1 air/fuel ratio necessary for proper engine
(2) Position sensor to throttle body while guiding operation and to control emissions.
rubber fitting over throttle body vacuum nipple. The O2 sensor must have a source of oxygen from
(3) Install MAP sensor mounting bolt(s) (screws). outside of the exhaust stream for comparison. Cur-
Tighten screw(s) to 3 N·m (25 in. lbs.) torque. rent O2 sensors receive their fresh oxygen (outside
(4) Install air cleaner intake tube. air) supply through the O2 sensor case housing.
(5) Connect electrical connector. Four wires (circuits) are used on each O2 sensor: a
12–volt feed circuit for the sensor heating element; a
ground circuit for the heater element; a low-noise
14 - 34 FUEL INJECTION TJ
O2 SENSOR (Continued)
sensor return circuit to the PCM, and an input cir- sor, the PCM calculates how much air-fuel ratio
cuit from the sensor back to the PCM to detect sen- change is required. The PCM then looks at the
sor operation. upstream oxygen sensor voltage and changes fuel
Oxygen Sensor Heater Relay: If the vehicle is delivery until the upstream sensor voltage changes
equipped with 4 oxygen sensors, a separate oxygen enough to correct the downstream sensor voltage
sensor relay is used to supply voltage to the sensor (oxygen content).
heating elements. This particular relay is used only The downstream oxygen sensor also provides an
for the 1/2 and 2/2 downstream sensors. Voltage for input to determine catalytic convertor efficiency.
the other 2 sensor heating elements is supplied Upstream Sensors - Engine Equipped With 4
directly from the ASD relay. Refer to 8, Wiring Dia- Sensors: Two upstream sensors are used (1/1 and
grams to determine which relay is used. 2/1). The 1/1 sensor is the first sensor to receive
To avoid the large simultaneous current surge exhaust gases from the #1 cylinder. They provide an
needed to operate all 4 sensors, power is delayed to input voltage to the PCM. The input tells the PCM
the 2 downstream heater elements by the PCM for the oxygen content of the exhaust gas. The PCM uses
approximately 2 seconds. this information to fine tune fuel delivery to main-
Oxygen Sensor Heater Elements: tain the correct oxygen content at the downstream
The O2 sensor uses a Positive Thermal Co-efficient oxygen sensors. The PCM will change the air/fuel
(PTC) heater element. As temperature increases, ratio until the upstream sensors input a voltage that
resistance increases. At ambient temperatures the PCM has determined will make the downstream
around 70°F, the resistance of the heating element is sensors output (oxygen content) correct.
approximately 4.5 ohms. As the sensor’s temperature The upstream oxygen sensors also provide an input
increases, resistance in the heater element increases. to determine mini-catalyst efficiency. Main catalytic
This allows the heater to maintain the optimum convertor efficiency is not calculated with this pack-
operating temperature of approximately 930°-1100°F age.
(500°-600° C). Although the sensors operate the Downstream Sensors - Engine Equipped With
same, there are physical differences, due to the envi- 4 Sensors: Two downstream sensors are used (1/2
ronment that they operate in, that keep them from and 2/2). The downstream sensors are used to deter-
being interchangeable. mine the correct air-fuel ratio. As the oxygen content
Maintaining correct sensor temperature at all changes at the downstream sensor, the PCM calcu-
times allows the system to enter into closed loop lates how much air-fuel ratio change is required. The
operation sooner. Also, it allows the system to remain PCM then looks at the upstream oxygen sensor volt-
in closed loop operation during periods of extended age, and changes fuel delivery until the upstream
idle. sensor voltage changes enough to correct the down-
In Closed Loop operation, the PCM monitors cer- stream sensor voltage (oxygen content).
tain O2 sensor input(s) along with other inputs, and The downstream oxygen sensors also provide an
adjusts the injector pulse width accordingly. During input to determine mini-catalyst efficiency. Main cat-
Open Loop operation, the PCM ignores the O2 sensor alytic convertor efficiency is not calculated with this
input. The PCM adjusts injector pulse width based package.
on preprogrammed (fixed) values and inputs from Engines equipped with either a downstream sen-
other sensors. sor(s), or a post-catalytic sensor, will monitor cata-
Upstream Sensor - Engine Equipped With 2 lytic convertor efficiency. If efficiency is below
Sensors: The upstream sensor (1/1) provides an emission standards, the Malfunction Indicator Lamp
input voltage to the PCM. The input tells the PCM (MIL) will be illuminated and a Diagnostic Trouble
the oxygen content of the exhaust gas. The PCM uses Code (DTC) will be set. Refer to Monitored Systems
this information to fine tune fuel delivery to main- in Emission Control Systems for additional informa-
tain the correct oxygen content at the downstream tion.
oxygen sensor. The PCM will change the air/fuel
ratio until the upstream sensor inputs a voltage that REMOVAL
the PCM has determined will make the downstream
sensor output (oxygen content) correct. 2.4L
The upstream oxygen sensor also provides an input
to determine catalytic convertor efficiency. CAUTION: Never apply any type of grease to the
Downstream Sensor - Engine Equipped With oxygen sensor electrical connector, or attempt any
2 Sensors: The downstream oxygen sensor (1/2) is soldering of the sensor wiring harness.
also used to determine the correct air-fuel ratio. As
the oxygen content changes at the downstream sen- Refer to (Fig. 22) for O2S (oxygen sensor) location.
TJ FUEL INJECTION 14 - 35
O2 SENSOR (Continued)
WARNING: THE EXHAUST MANIFOLD, EXHAUST 4.0L
PIPES AND CATALYTIC CONVERTER BECOME
VERY HOT DURING ENGINE OPERATION. ALLOW CAUTION: Never apply any type of grease to the
ENGINE TO COOL BEFORE REMOVING OXYGEN oxygen sensor electrical connector, or attempt any
SENSOR. soldering of the sensor wiring harness.
(1) Raise and support vehicle. Refer to (Fig. 23), (Fig. 24) for O2S (oxygen sensor)
(2) Disconnect wire connector from O2S sensor. location.
CAUTION: When disconnecting sensor electrical WARNING: THE EXHAUST MANIFOLD, EXHAUST
connector, do not pull directly on wire going into PIPES AND CATALYTIC CONVERTER BECOME
sensor. VERY HOT DURING ENGINE OPERATION. ALLOW
ENGINE TO COOL BEFORE REMOVING OXYGEN
(3) Remove O2S sensor with an oxygen sensor SENSOR.
removal and installation tool.
(4) Clean threads in exhaust pipe using appropri- (1) Raise and support vehicle.
ate size tap. (2) Disconnect wire connector from O2S sensor.
REMOVAL
2.4L
A (factory adjusted) set screw is used to mechani-
cally limit the position of the throttle body throttle
plate. Never attempt to adjust the engine idle
speed using this screw. All idle speed functions are
controlled by the Powertrain Control Module (PCM).
(1) Remove air cleaner tube at throttle body.
(2) Disconnect throttle body electrical connectors
at IAC motor and TPS.
(3) Remove all control cables from throttle body
Fig. 24 OXYGEN SENSORS - 4.0L - CALIFORNIA (lever) arm. Refer to the Accelerator Pedal and Throt-
EMISSIONS tle Cable section for removal/installation procedures.
1 - 1/2 O2S (4) Disconnect necessary vacuum lines at throttle
2 - 1/1 O2S body.
3 - 2/1 O2S
4 - 2/2 O2S (5) Remove 3 throttle body mounting bolts (Fig.
25).
INSTALLATION (6) Remove throttle body from intake manifold.
Threads of new oxygen sensors are factory coated (7) Check condition of old throttle body-to-intake
with anti-seize compound to aid in removal. DO manifold o-ring.
NOT add any additional anti-seize compound to
the threads of a new oxygen sensor.
(1) Install O2S sensor. Tighten to 30 N·m (22 ft.
lbs.) torque.
(2) Connect O2S sensor wire connector.
(3) Lower vehicle.
THROTTLE BODY
DESCRIPTION
The throttle body is located on the intake manifold.
Fuel does not enter the intake manifold through the
throttle body. Fuel is sprayed into the manifold by
the fuel injectors.
OPERATION
Filtered air from the air cleaner enters the intake
manifold through the throttle body. The throttle body
contains an air control passage controlled by an Idle Fig. 25 THROTTLE BODY MOUNTING BOLTS - 2.4L
Air Control (IAC) motor. The air control passage is 1 - THROTTLE BODY
used to supply air for idle conditions. A throttle valve 2 - IGNITION COIL
3 - MOUNTING BOLTS (3)
(plate) is used to supply air for above idle conditions.
TJ FUEL INJECTION 14 - 37
THROTTLE BODY (Continued)
4.0L (3) Install throttle body-to-intake manifold o-ring.
A (factory adjusted) set screw is used to mechani- (4) Install throttle body to intake manifold.
cally limit the position of the throttle body throttle (5) Install 3 mounting bolts. Tighten bolts to 12
plate. Never attempt to adjust the engine idle N·m (105 in. lbs.) torque.
speed using this screw. All idle speed functions are (6) Install control cables.
controlled by the Powertrain Control Module (PCM). (7) Install electrical connectors.
(1) Remove air cleaner tube at throttle body. (8) Install necessary vacuum lines.
(2) Disconnect throttle body electrical connectors (9) Install air cleaner duct at throttle body.
at MAP sensor, IAC motor and TPS (Fig. 26).
(3) Remove all control cables from throttle body 4.0L
(lever) arm. Refer to the Accelerator Pedal and Throt- A (factory adjusted) set screw is used to mechani-
tle Cable section of this group for additional informa- cally limit the position of the throttle body throttle
tion. plate. Never attempt to adjust the engine idle
(4) Remove four throttle body mounting bolts. speed using this screw. All idle speed functions are
(5) Remove throttle body from intake manifold. controlled by the Powertrain Control Module (PCM).
(6) Discard old throttle body-to-intake manifold (1) Clean mating surfaces of throttle body and
gasket. intake manifold.
(2) Install new throttle body-to-intake manifold
gasket.
(3) Install throttle body to intake manifold.
(4) Install four mounting bolts. Tighten bolts to 11
N·m (100 in. lbs.) torque.
(5) Install control cables.
(6) Install electrical connectors.
(7) Install air cleaner at throttle body.
4.0L
OPERATION
The TPS is a 3–wire variable resistor that provides
the Powertrain Control Module (PCM) with an input
signal (voltage) that represents the throttle blade
position of the throttle body. The sensor is connected
to the throttle blade shaft. As the position of the
throttle blade changes, the resistance (output volt-
age) of the TPS changes.
The PCM supplies approximately 5 volts to the
TPS. The TPS output voltage (input signal to the
PCM) represents the throttle blade position. The
PCM receives an input signal voltage from the TPS.
Fig. 32 TPS/IAC MOTOR - 2.4L
This will vary in an approximate range of from .26
1 - THROTTLE POSITION SENSOR (TPS)
volts at minimum throttle opening (idle), to 4.49 volts 2 - MOUNTING SCREWS
at wide open throttle. Along with inputs from other 3 - IDLE AIR CONTROL MOTOR (IAC)
sensors, the PCM uses the TPS input to determine 4 - MOUNTING SCREWS
current engine operating conditions. In response to
engine operating conditions, the PCM will adjust fuel 4.0L
injector pulse width and ignition timing. The TPS is mounted to the throttle body.
The PCM needs to identify the actions and position (1) Remove air cleaner tube at throttle body.
of the throttle blade at all times. This information is (2) Disconnect TPS electrical connector.
needed to assist in performing the following calcula- (3) Remove TPS mounting screws (Fig. 33).
tions: (4) Remove TPS.
• Ignition timing advance
• Fuel injection pulse-width
• Idle (learned value or minimum TPS)
• Off-idle (0.06 volt)
• Wide Open Throttle (WOT) open loop (2.608
volts above learned idle voltage)
• Deceleration fuel lean out
• Fuel cutoff during cranking at WOT (2.608 volts
above learned idle voltage)
• A/C WOT cutoff (certain automatic transmis-
sions only)
REMOVAL
2.4L
The Throttle Position Sensor (TPS) is mounted to
the throttle body (Fig. 32). Fig. 33 TPS MOUNTING SCREWS - 4.0L
(1) Disconnect TPS electrical connector. 1 - MOUNTING SCREWS
2 - TPS
(2) Remove 2 TPS mounting screws.
(3) Remove TPS.
TJ FUEL INJECTION 14 - 41
THROTTLE POSITION SENSOR (Continued)
INSTALLATION
2.4L
The throttle shaft end of the throttle body slides
into a socket in the TPS. The TPS must be installed
so that it can be rotated a few degrees. (If sensor will
not rotate, install sensor with throttle shaft on other
side of socket tangs). The TPS will be under slight
tension when rotated.
(1) Install TPS and retaining screws.
(2) Tighten screws to 7 N·m (60 in. lbs.) torque.
(3) Connect TPS electrical connector to TPS.
(4) Manually operate throttle (by hand) to check
for any TPS binding before starting engine.
(5) Install air cleaner tube to throttle body.
STEERING
TABLE OF CONTENTS
page page
STEERING
DESCRIPTION
CAUTION: MOPART ATF+4 is to be used in the
power steering system. No other power steering or
automatic transmission fluid is to be used in the
system. Damage may result to the power steering
pump and system if any other fluid is used, and do
not overfill.
OPERATION
The gear acts as a rolling thread between the
worm shaft and rack piston. The worm shaft is sup-
ported by a thrust bearing at the upper end. When
the worm shaft is turned from input from the steer-
ing column the rack piston moves. The rack piston
teeth mesh with the pitman shaft. Turning the worm
shaft turns the pitman shaft, which turns the steer-
ing linkage.
OBJECTIONAL HISS OR 1. Steering intermediate shaft to dash panel 1. Check and repair seal at dash
WHISTLE seal. panel.
NOTE:
Some roads will cause a vehicle to drift, due to the
crown in the road.
DIAGNOSIS AND TESTING - POWER STEERING ing pressure and flow test is performed using Power
Steering Analyzer Tool 6815 (Fig. 4) and Adapter kit
FLOW AND PRESSURE
6893.
The following procedure is used to test the opera-
tion of the power steering system on the vehicle. This
FLOW AND PRESSURE TEST
test will provide the gallons per minute (GPM) or
(1) Check the power steering belt to ensure it is in
flow rate of the power steering pump along with the
good condition and adjusted properly.
maximum relief pressure. Perform test any time a
(2) Connect pressure gauge hose from the Power
power steering system problem is present. This test
Steering Analyzer to Tube 6865.
will determine if the power steering pump or power
(3) Connect Adapter 6826 to Power Steering Ana-
steering gear is not functioning properly. The follow-
lyzer test valve end.
TJ STEERING 19 - 5
STEERING (Continued)
CAUTION: This next step involves testing maximum
pump pressure output and flow control valve oper-
ation. Do not leave test valve closed for more than
three seconds as the pump could be damaged.
COLUMN
TABLE OF CONTENTS
page page
COLUMN INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 10
DESCRIPTION . . . . . . . . . . . . . . . . . . . .. . . . . .6 KEY-IN IGNITION SWITCH
OPERATION - SERVICE PRECAUTIONS . . . . . .6 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 10
REMOVAL ...................... .. . . . . .6 DIAGNOSIS AND TESTING - KEY-IN IGNITION
INSTALLATION . . . . . . . . . . . . . . . . . . . .. . . . . .8 SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
SPECIFICATIONS KEY CYLINDER
TORQUE CHART ............... .......9 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
IGNITION SWITCH INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 11
DESCRIPTION . . . . . . . . . . . . . . . . . . . .......9 STEERING WHEEL
DIAGNOSIS AND TESTING - IGNITION REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
SWITCH ...................... .......9 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 12
REMOVAL ...................... .......9
SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
STEERING WHEEL
REMOVAL
(1) Disable and remove the drivers side airbag.(Re-
fer to 8 - ELECTRICAL/RESTRAINTS/DRIVER AIR-
BAG - REMOVAL).
(2) Partially remove the steering wheel bolt and
leave the bolt in the column.
Fig. 11 KEY CYLINDER RELEASE TANG (3) Install puller C-3894–A or equivalent using the
1 - KEY CYLINDER top of the bolt to push on. (Fig. 13)
2 - RELEASE TANG
19 - 12 COLUMN TJ
STEERING WHEEL (Continued)
NOTE: Ensure the puller jaws are seated in the (4) Remove the steering wheel.
pockets (Fig. 14) of the steering wheel armature.
INSTALLATION
NOTE: Do not reuse the old steering wheel bolt (a
new bolt must be used)
GEAR
TABLE OF CONTENTS
page page
GEAR ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . . . . . 15
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 13 SPECIFICATIONS
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 POWER STEERING GEAR . . . . . . . . . . . . . . 16
DIAGNOSIS AND TESTING - POWER TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . 16
STEERING GEAR LEAKAGE AREAS . . . . . . . 13 SPECIAL TOOLS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 POWER STEERING GEAR . . . . . . . . . . . . . . 16
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 14
GEAR
DESCRIPTION
CAUTION: MOPART ATF+4 is to be used in the
power steering system. No other power steering or
automatic transmission fluid is to be used in the
system. Damage may result to the power steering
pump and system if any other fluid is used, and do
not overfill.
ADJUSTMENTS
CAUTION: Steering gear must be adjusted in the
proper order. If adjustments are not performed in
order, gear damage and improper steering response
may result.
SPECIFICATIONS
POWER STEERING GEAR
SPECIFICATIONS
DESCRIPTION SPECIFICATION
Steering Gear Recirculating Ball
Type
Steering Gear 15:24
Gear Ratio
Worm Shaft Bearing 0.53–.93 N·m (3.5–8 in.
Preload lbs.)
Pitman Shaft Over- .133 N·m (1.17 in. lbs.) +
Center Drag Worm Shaft Preload
New Gear (under 400
miles)
Pitman Shaft Over- .133 N·m (1.17 in. lbs.) +
Center Drag Worm Shaft Preload
Used Gear (over 400
miles)
TORQUE CHART
TORQUE SPECIFICATIONS
SPECIAL TOOLS
POWER STEERING GEAR
LINKAGE
TABLE OF CONTENTS
page page
LINKAGE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 18
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 17 DRAG LINK
STANDARD PROCEDURE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
STANDARD PROCEDURE - LUBRICATION . . 17 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 19
STANDARD PROCEDURE - STEERING PITMAN ARM
LINKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
SPECIFICATIONS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 19
TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . 18 TIE ROD END
SPECIAL TOOLS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
STEERING LINKAGE . . . . . . . . . . . . . . . . . . . 18 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 19
DAMPER
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
DRAG LINK
REMOVAL
(1) Remove the cotter pins and nuts at the steer-
ing knuckle and drag link (Fig. 1).
(2) Remove the steering dampener ball stud from
the drag link with a puller tool.
(3) Remove the drag link from the steering
knuckle with a puller tool. Remove the same for tie
rod and pitman arm.
(4) If necessary, loosen the end clamp bolts and
remove the tie rod end from the link.
INSTALLATION
(1) Install the drag link adjustment sleeve and tie
rod end. Position clamp bolts (Fig. 3).
(2) Position the drag link at the steering linkage. Fig. 2 PITMAN ARM PULLER
Install the drag link to the steering knuckle nut. Do 1 - PITMAN ARM
2 - SPECIAL TOOL C-4150-A
the same for the tie rod and pitman arm. 3 - WRENCH
(3) Tighten the nut at the steering knuckle to 47
N·m (35 ft. lbs.). Tighten the pitman nut to 81 N·m (2) Remove the ball studs with puller tool
(60 ft. lbs.) and tie rod ball stud nut to 47 N·m (35 ft. C-4150R.
lbs.). Install new cotter pins and bend end 60°. (3) If necessary, loosen the end clamp bolts and
(4) Install the steering dampener onto the drag remove the tie rod ends from the tube.
link and tighten the nut to 74 N·m (55 ft. lbs.).
Install a new cotter pin and bend end 60°. INSTALLATION
(1) If necessary, install the tie rod ends in the
tube. Position the tie rod clamp (Fig. 3) and tighten
PITMAN ARM to 27 N·m (20 ft. lbs.).
(2) Install the tie rod on the drag link and steering
REMOVAL knuckle.
(1) Remove the cotter pin and nut from the drag (3) Tighten the ball stud nut on the steering
link at the pitman arm. knuckle to 47 N·m (35 ft. lbs.). Tighten the ball stud
(2) Remove the drag link ball stud from the pit- nut to drag link to 47 N·m (35 ft. lbs.) torque. Install
man arm with a puller. new cotter pins.
(3) Remove the nut and washer from the steering
gear shaft. Mark the pitman shaft and pitman arm
for installation reference. Remove the pitman arm
from steering gear with Puller C-4150A (Fig. 2).
INSTALLATION
(1) Align and install the pitman arm on steering
gear shaft.
(2) Install the washer and nut on the shaft and
tighten the nut to 251 N·m (185 ft. lbs.).
(3) Install drag link ball stud to pitman arm.
Install nut and tighten to 81 N·m (60 ft. lbs.). Install
a new cotter pin.
PUMP
TABLE OF CONTENTS
page page
REMOVAL
REMOVAL - 4.0L
Fig. 1 Pump With Integral Reservoir (1) Remove serpentine drive belt, (Refer to 7 -
1 - CAP
COOLING/ACCESSORY DRIVE/DRIVE BELTS -
2 - FLUID RESERVOIR (TYPICAL) REMOVAL).
3 - HIGH-PRESSURE FITTING (2) Remove pressure and return hoses from pump
4 - DRIVE PULLEY
5 - PUMP BODY
and drain the pump.
6 - RESERVOIR CLIP (3) Loosen the pump bracket bolt at the engine
block.
(4) Remove 3 pump mounting bolts (Fig. 3)
through pulley access holes.
(5) Tilt pump downward and remove from engine.
(6) Remove pulley from pump. (Refer to 19 -
STEERING/PUMP/PULLEY - REMOVAL).
REMOVAL - 2.4L
(1) Remove serpentine drive belt, (Refer to 7 -
COOLING/ACCESSORY DRIVE/DRIVE BELTS -
REMOVAL).
(2) Remove pressure and return hoses from pump
and drain the pump.
(3) Remove 3 pump mounting bolts (Fig. 4)
through pulley access holes.
(4) Loosen the 3 pump bracket bolts.
(5) Tilt pump downward and remove from engine.
(6) Remove pulley from pump. (Refer to 19 -
STEERING/PUMP/PULLEY - REMOVAL).
INSTALLATION
INSTALLATION - 4.0L
(1) Install pulley on pump. (Refer to 19 - STEER-
ING/PUMP/PULLEY - INSTALLATION).
Fig. 2 Power Steering Pump (2) Install pump on the engine mounting bracket.
(3) Install 3 pump mounting bolts and tighten to
27 N·m (20 ft. lbs.).
19 - 22 PUMP TJ
PUMP (Continued)
(4) Tighten pump bracket bolt to 57 N·m (42 ft.
lbs.).
(5) Install the pressure line on the pump and
tighten to 28 N·m (21 ft. lbs.).
(6) Install return hoses on pump.
(7) Install drive belt, (Refer to 7 - COOLING/AC-
CESSORY DRIVE/DRIVE BELTS - INSTALLA-
TION).
(8) Add power steering fluid, refer to Power Steer-
ing Pump Initial Operation. (Refer to 19 - STEER-
ING/PUMP - STANDARD PROCEDURE).
INSTALLATION - 2.4L
(1) Install pulley on pump. (Refer to 19 - STEER-
ING/PUMP/PULLEY - INSTALLATION).
(2) Install pump on the engine mounting bracket.
(3) Tighten pump bracket bolts to 47 N·m (35 ft.
lbs.).
(4) Install 3 pump mounting bolts and tighten to
27 N·m (20 ft. lbs.).
(5) Install the pressure line on the pump and
tighten to 28 N·m (21 ft. lbs.).
Fig. 3 Pump Mounting – 4.0L
(6) Install return hoses on pump.
1 - PUMP ASSEMBLY
2 - PUMP BRACKET
(7) Install drive belt, (Refer to 7 - COOLING/AC-
CESSORY DRIVE/DRIVE BELTS - INSTALLA-
TION).
(8) Add power steering fluid, refer to Power Steer-
ing Pump Initial Operation. (Refer to 19 - STEER-
ING/PUMP - STANDARD PROCEDURE).
SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
SPECIAL TOOLS
POWER STEERING PUMP
Puller C-4333
REMOVAL
This switch is not used with 4.0L six-cylinder
engines.
The power steering pressure switch is installed in
the power steering high-pressure hose (Fig. 5).
(1) Disconnect electrical connector from power
steering pressure switch.
(2) Place a small container or shop towel beneath Fig. 6 Pulley Removal
switch to collect any excess fluid. 1 - POWER STEERING PUMP DRIVE PULLEY
(3) Remove switch. Use back-up wrench on power 2 - SPECIAL TOOL C-4333
steering line to prevent line bending.
(1) Replace pulley if bent, cracked, or loose.
INSTALLATION (2) Install pulley on pump with Installer C-4063-B
This switch is not used with 4.0L six-cylinder or equivalent installer (Fig. 7). The pulley must be
engines. flush with the end of the shaft. Ensure the tool and
(1) Install power steering switch into power steer- pulley are aligned with the pump shaft.
ing line.
(2) Tighten to 14–22 N·m (124–195 in. lbs.) torque.
(3) Connect electrical connector to switch.
(4) Check power steering fluid and add as neces-
sary.
(5) Start engine and again check power steering
fluid. Add fluid if necessary.
PULLEY
REMOVAL
CAUTION: On vehicles equipped with the 4.0L, Do
not reuse the old power steering pump pulley it is
not intended for reuse. A new pulley must be
installed if removed. Fig. 7 Pulley Installation
1- POWER STEERING PUMP DRIVE PULLEY
(1) Remove pump assembly. 2 - SPECIAL TOOL C-4063-B
(2) Remove pulley from pump with Puller C-4333
or equivalent puller (Fig. 6). (3) Install pump assembly.
(4) With Serpentine Belt, run engine until warm (5
INSTALLATION min.) and note any belt chirp. If chirp exists, move
pulley outward approximately 0.5 mm (0.020 in.). If
NOTE: The pulley is marked front for installation. noise increases, press on 1.0 mm (0.040 in.). Be
careful that pulley does not contact mounting
bolts.
CAUTION: On vehicles equipped with the 4.0L, Do
not reuse the old power steering pump pulley it is
not intended for reuse. A new pulley must be
installed if removed.
19 - 26 PUMP TJ
RESERVOIR
REMOVAL
REMOVAL - 4.0L
(1) Remove power steering pump. (Refer to 19 -
STEERING/PUMP - REMOVAL).
(2) Clean exterior of pump.
(3) Clamp the pump body in a soft jaw vice.
(4) Pry up tab and slide the retaining clips off
(Fig. 8).
INSTALLATION
INSTALLATION - 4.0L
(1) Lubricate new O-ring Seal with Mopar Power
Steering Fluid or equivalent.
(2) Install O-ring seal in housing.
(3) Install reservoir onto housing.
(4) Slide and tap in new reservoir retainer clips
until tab locks to housing.
Fig. 8 Pump Reservoir Clips (5) Install power steering pump. (Refer to 19 -
STEERING/PUMP - INSTALLATION).
1 - RESERVOIR
2 - RETAINING CLIPS (6) Add power steering fluid, (Refer to 19 -
STEERING/PUMP - STANDARD PROCEDURE).
(5) Remove fluid reservoir from pump body.
Remove and discard O-ring seal. INSTALLATION - 2.4L
(1) Slide reservoir down onto the fan shroud
REMOVAL - 2.4L mount until it clicks in place.
(1) Remove the pump return hoses from the reser- (2) Install the push-in fastener.
voir and drain the reservoir. (3) Install the hoses.
(2) Remove the push-in fastener from the reservoir (4) Fill reservoir to proper level, (Refer to 19 -
(Fig. 9). STEERING/PUMP - STANDARD PROCEDURE).
(3) Slide the reservoir up out of the fan shroud
mount.
TJ TRANSMISSION AND TRANSFER CASE 21 - 1
page page
MANUAL - NV1500
TABLE OF CONTENTS
page page
DIAGNOSIS AND TESTING whine that is audible, but generally only at extreme
speeds.
LOW LUBRICANT LEVEL Severe, highly audible transmission noise is gener-
A low transmission lubricant level is generally the ally the initial indicator of a lubricant problem.
result of a leak, inadequate lubricant fill, or an incor- Insufficient, improper, or contaminated lubricant will
rect lubricant level check. promote rapid wear of gears, synchros, shift rails,
Leaks can occur at the mating surfaces of the gear forks and bearings. The overheating caused by a
case, intermediate plate and adaptor or extension lubricant problem, can also leads to gear and bearing
housing, or from the front/rear seals. A suspected damage.
leak could also be the result of an overfill condition.
Leaks at the rear of the extension or adapter hous- REMOVAL
ing will be from the housing oil seals. Leaks at com- (1) With vehicle in neutral, position vehicle on
ponent mating surfaces will probably be the result of hoist.
inadequate sealer, gaps in the sealer, incorrect bolt (2) Support engine with jack stand. Position wood
tightening, or use of a non–recommended sealer. block between jack and oil pan to avoid damaging
A leak at the front of the transmission will be from pan.
either the front bearing retainer or retainer seal. (3) Remove skid plate/crossmember.
Lubricant may be seen dripping from the clutch (4) Support transmission with a trans jack.
housing after extended operation. If the leak is (5) Remove transmission mount from transmission
severe, it may also contaminate the clutch disc caus- and exhaust.
ing the disc to slip, grab, and/or chatter. (6) Remove propeller shafts.
A correct lubricant level check can only be made (7) Remove transfer case shift linkage and vent
when the vehicle is level. Also allow the lubricant to hose.
settle for a minute or so before checking. These rec- (8) Remove wiring connectors from transmission
ommendations will ensure an accurate check and and transfer case.
avoid an underfill or overfill condition. Always check (9) Remove transfer case.
the lubricant level after any addition of fluid to avoid (10) Remove slave cylinder from clutch housing.
an incorrect lubricant level condition. (11) Remove starter.
(12) Remove transmission dust shield.
HARD SHIFTING (13) Lower trans jack enough to remove shift
Hard shifting is usually caused by a low lubricant tower bolts.
level, improper, or contaminated lubricants. The con- (14) Lower transmission jack and remove trans-
sequence of using non–recommended lubricants is mission from under vehicle.
noise, excessive wear, internal bind, and hard shift- (15) Pull transmission jack rearward (Fig. 1) until
ing. Substantial lubricant leaks can result in gear, input shaft clears clutch.
shift rail, synchro, and bearing damage. If a leak
goes undetected for an extended period, the first indi-
cations of component damage are usually hard shift-
ing and noise.
Shift component damage, incorrect clutch adjust-
ment, or a damaged clutch pressure plate or disc are
additional probable causes of increased shift effort.
Incorrect adjustment or a worn/damaged pressure
plate or disc can cause incorrect release. If the clutch
problem is advanced, gear clash during shifts can
result. Worn or damaged synchro rings can cause
gear clash when shifting into any forward gear. In
some new or rebuilt transmissions, new synchro
rings may tend to stick slightly causing hard or noisy
shifts. In most cases, this condition will decline as
the rings wear-in.
Fig. 1 TRANSMISSION ASSEMBLY
TRANSMISSION NOISE
1 - CLUTCH HOUSING
Most manual transmissions make some noise dur- 2 - TRANSMISSION JACK
ing normal operation. Rotating gears generate a mild 3 - TRANSMISSION
TJ MANUAL - NV1500 21 - 3
MANUAL - NV1500 (Continued)
(16) Remove clutch release bearing, release fork (4) Remove shift tower bolts and remove tower and
and retainer clip (Fig. 2). lever assembly (Fig. 4).
NOTE: Use proper size punch to prevent damage to Fig. 16 SHIFT SHAFT LEVER AND BUSHING
the shift shaft.
1 - SHAFT LEVER AND BUSHING
2 - 3-4 FORK
(4) Pull shift shaft straight out of rear housing and
shift forks (Fig. 14). (7) Rotate 3-4 fork around synchro sleeve until
fork clears shift arms on 1-2 and fifth-reverse forks,
then remove 3-4 fork (Fig. 17).
INSPECTION
NOTE: Minor nicks on the surface can be smoothed
off with 320/420 grit emery cloth and final polished
with oil coated crocus cloth.
(5) Start first two bolts in retainer (Fig. 70). It Fig. 71 REVERSE IDLER ASSEMBLY
may be necessary to move retainer rearward (with 1 - SUPPORT
pilot stud) in order to start bolts. 2 - BEARING
3 - WASHER
(6) Remove Pilot Stud 8120 and install last 4 - GEAR
retainer bolt (Fig. 70). 5 - SHAFT
TJ MANUAL - NV1500 21 - 23
MANUAL - NV1500 (Continued)
(3) Apply Mopart Gasket Maker or equivalent (3) Slide shift shaft through the shift forks (Fig.
sealer to underside of idler shaft and support bolt 73).
heads, bolt shanks and bolt threads (Fig. 69).
(4) Align hole in housing with threaded hole in
shaft and start shaft rear bolt a few threads.
(5) Install bearing into position.
(6) Install segment (Fig. 71), align housing hole
with segment threaded hole, and start support bolt a
few threads.
(7) Tighten large idler shaft bolt to 43 N·m (31.7
ft. lbs.). Tighten small idler shaft bolt to 22 N·m
(16.2 ft. lbs.).
(6) Slide shift shaft through 1-2 and fifth-reverse (8) Rotate shift shaft so detent notches in shaft are
fork and into shift lever opening in rear housing (Fig. facing the TOP of the transmission housing.
76).
CAUTION: Positioning of the shift shaft detent
notch is important. Both of the shaft roll pins can
be installed even when the shaft is 180° off. If this
occurs, transmission will have to be disassembled
to correct shaft alignment.
(9) Select correct new roll pin for shift shaft lever
(Fig. 78). Shaft lever roll pin is approximately 22 mm
(7/8 in.) long. Shift socket roll pin is approximately
33 mm (1-1/4 in.) long.
Fig. 79 STARTING ROLL PIN IN SHIFT SHAFT Fig. 81 STARTING ROLL PIN IN SHIFT SOCKET
LEVER 1 - ROLL PIN
1 - SHAFT LEVER ROLL PIN 2 - SHIFT SOCKET
2 - LEVER AND BUSHING 3 - SHIFT SHAFT
(11) Seat shaft lever roll pin with pin punch (Fig. (14) Seat roll pin in shift socket with pin punch.
80). Roll pin must be instaled flush with socket (Fig. 82).
Fig. 86 SHIFT SHAFT BUSHING LOCK BOLT Fig. 87 BACKUP LIGHT SWITCH
1 - SHIFT SHAFT LOCK BOLT 1 - BACKUP LAMP SWITCH
2 - SHAFT SOCKET
SPECIFICATIONS
MANUAL
TORQUE SPECIFICATIONS
SPECIAL TOOLS
INSTALLER C-4656
INSTALLER 8123
REMOVER 8117A
INSTALLER 6448
REMOVER 8356
HANDLE C-4171
REMOVER L-4454
TJ MANUAL - NV1500 21 - 31
MANUAL - NV1500 (Continued)
CUP 6310-1
21 - 32 MANUAL - NV3550 TJ
MANUAL - NV3550
TABLE OF CONTENTS
page page
MANUAL - NV3550
DESCRIPTION
The NV3550 is a medium-duty, 5-speed, constant
mesh, fully synchronized manual transmission. The
transmission is a four-wheel drive configurations.
The transmission gear case consists of two alumi-
num housings. The clutch housing is a removable
component. It is not an integral part of the transmis-
sion front housing.
A combination of roller and ball bearings are used
to support the transmission shafts in the two hous-
ings. The transmission gears all rotate on caged type
needle bearings. A roller bearing is used between the
input and output shaft.
The NV3550 has a single shaft shift mechanism
with three shift forks all mounted on the shaft. The Fig. 1 NV3550 Identification
shaft is supported in the front and rear housings by 1 - PART NUMBER TAG
bushings and one linear ball bearing. Internal shift 2 - IDENTIFICATION TAG
components consist of the forks, shaft, shift lever 3 - FRONT OF REAR HOUSING
socket and detent components.
up-shifting or down-shifting). The synchronizer does
The transmission drain plug is located on the bot-
this by having the synchronizer hub splined to the
tom and fill plug on the side.
mainshaft and moving the blocker ring into contact
The NV3550 identification and part number bar
with the gear’s friction cone. As the blocker ring and
code tags (Fig. 1) are located on the top of the trans-
friction cone come together, the gear speed is brought
mission, forward of the shift tower.
up or down to the speed of the synchronizer. As the
two speeds match, the splines on the inside of the
OPERATION synchronizer sleeve become aligned with the teeth on
The driver selects a particular gear by moving the
the blocker ring and the friction cone and eventually
shift lever to the desired gear position. This move-
will slide over the teeth, locking the gear to the
ment moves the internal transmission shift compo-
mainshaft through the synchronizer.
nents to begin the shift sequence. As the shift lever
moves the selected shift rail, the shift fork attached
DIAGNOSIS AND TESTING
to that rail begins to move. The fork is positioned in
a groove in the outer circumference of the synchro-
LOW LUBRICANT LEVEL
nizer sleeve. As the shift fork moves the synchronizer
A low transmission lubricant level is generally the
sleeve, the synchronizer begins to speed-up or slow
result of a leak, inadequate lubricant fill or an incor-
down the selected gear (depending on whether we are
rect lubricant level check.
TJ MANUAL - NV3550 21 - 33
MANUAL - NV3550 (Continued)
Leaks can occur at the mating surfaces of the gear lubricant problem, can also lead to gear and bearing
case and adaptor or from the front/rear seals. A sus- damage.
pected leak could also be the result of an overfill con-
dition. REMOVAL
Leaks at the rear of the extension or adapter hous- (1) Shift transmission into first or third gear.
ing will be from the housing oil seals. Leaks at com- (2) Remove floor console and shift boot as neces-
ponent mating surfaces will probably be the result of sary to access the bottom of the shift lever at the
inadequate sealer, gaps in the sealer, incorrect bolt shift tower attachment.
tightening, or use of a non-recommended sealer. (3) Remove shift tower bolts and remove shift
A leak at the front of the transmission will be from tower and shift lever assembly.
either the front bearing retainer or retainer seal. (4) Raise and support vehicle on suitable safety
Lubricant may be seen dripping from the clutch stands.
housing after extended operation. If the leak is (5) Support engine with adjustable jack stand.
severe, it may also contaminate the clutch disc caus- Position wood block between jack and oil pan to
ing the disc to slip, grab, and/or chatter. avoid damaging pan.
A correct lubricant level check can only be made (6) Remove skid plate, if equipped.
when the vehicle is level. Also allow the lubricant to (7) Remove crossmember.
settle for a minute or so before checking. These rec- (8) Disconnect necessary exhaust system compo-
ommendations will ensure an accurate check and nents.
avoid an underfill or overfill condition. Always check (9) Remove slave cylinder (Fig. 2) from clutch
the lubricant level after any addition of fluid to avoid housing.
an incorrect lubricant level condition.
HARD SHIFTING
Hard shifting is usually caused by a low lubricant
level, improper, or contaminated lubricants. The con-
sequence of using non–recommended lubricants is
noise, excessive wear, internal bind, and hard shift-
ing. Substantial lubricant leaks can result in gear,
shift rail, synchro, and bearing damage. If a leak
goes undetected for an extended period, the first indi-
cations of component damage are usually hard shift-
ing and noise.
Shift component damage, incorrect clutch adjust-
ment, or a damaged clutch pressure plate or disc are
additional probable causes of increased shift effort.
Incorrect adjustment or a worn/damaged pressure
plate or disc can cause incorrect release. If the clutch
problem is advanced, gear clash during shifts can
result. Worn or damaged synchro rings can cause
gear clash when shifting into any forward gear. In
some new or rebuilt transmissions, new synchro Fig. 2 SLAVE CYLINDER
rings may tend to stick slightly causing hard or noisy 1 - CLUTCH SLAVE CYLINDER
shifts. In most cases, this condition will decline as
the rings wear-in. (10) Remove propeller shafts.
(11) Unclip wire harnesses from transmission and
TRANSMISSION NOISE transfer case.
Most manual transmissions make some noise dur- (12) Disconnect transfer case shift linkage at
ing normal operation. Rotating gears generate a mild transfer case.
whine that is audible, but generally only at extreme (13) Remove nuts attaching transfer case to trans-
speeds. mission.
Severe, highly audible transmission noise is gener- (14) Remove transfer case.
ally the initial indicator of a lubricant problem.
Insufficient, improper, or contaminated lubricant will
promote rapid wear of gears, synchros, shift rails,
forks and bearings. The overheating caused by a
21 - 34 MANUAL - NV3550 TJ
MANUAL - NV3550 (Continued)
(15) Remove crankshaft position sensor (Fig. 3).
DISASSEMBLY
FRONT HOUSING
(1) Shift transmission into Neutral.
(2) Remove drain plug and drain lubricant.
(3) Inspect drain plug magnet for debris.
(4) Remove backup light switch. Switch is located
on passenger side of rear housing (Fig. 4). Fig. 6 SHAFT LOCK BOLT
(5) Remove shift tower bolts and remove tower and 1 - SHIFT SHAFT LOCK BOLT
lever assembly (Fig. 5). 2 - SHAFT SOCKET
(6) Remove shift shaft lock bolt (Fig. 6) located on
top of the housing just forward of shift tower.
TJ MANUAL - NV3550 21 - 35
MANUAL - NV3550 (Continued)
(7) Remove shift shaft detent plug with Remover
8117A. Attach the fingers of the remover to the
detent plug (Fig. 7). Then push the cup down till it
contacts the trans. Tighten the nut (Fig. 8) till it
pulls the plug from the trans case.
1 - SHIFTER SHAFT
2 - SHIFTER SHAFT DETENT
(7) Rotate 3-4 fork around synchro sleeve until
3 - 3-4 SHIFT FORK fork clears shift arms on 1-2 and fifth-reverse forks,
then remove 3-4 fork (Fig. 22).
(5) Remove shift socket from rear housing (Fig.
20).
Fig. 36 SECOND GEAR SYNCHRO RING AND (12) Remove fifth gear (Fig. 39).
CONES
1 - 1-2 SYNCHRO HUB AND SLEEVE
2 - INTERM RING
3 - SYNCHRO FRICTION CONE
4 - SYNCHRO CONE
5 - SYNCHRO RING
ASSEMBLY
Sealers are used at all case joints. Usea Mopar
Gasket Maker for all case joints and Mopar silicone
sealer or equivalent, for the input shaft bearing
retainer. Apply these products as indicated in the
assembly procedures.
(8) Rotate shift shaft so detent notches in shaft are (11) Seat shaft lever roll pin with pin punch (Fig.
facing the TOP of the transmission housing. 99).
CAUTION: Positioning of the shift shaft detent CAUTION: The shaft lever roll pin must be flush
notch is important. Both of the shaft roll pins can with the surface of the lever. The lever bushing will
be installed even when the shaft is 180° off. If this bind on the roll pin if the pin is not seated flush.
occurs, the transmission will have to be disassem-
bled again to correct shaft alignment. (12) Verify that lock pin slot in lever bushing is
positioned as shown (Fig. 99).
(9) Select correct new roll pin for shift shaft lever
(Fig. 97). Shaft lever roll pin is approximately 22 mm
(7/8 in.) long. Shift socket roll pin is approximately
33 mm (1-1/4 in.) long.
Fig. 111 OIL SEAL IN FRONT BEARING RETAINER Fig. 113 INPUT SHAFT BEARING RETAINER
1 - INSTALLER 1 - INPUT SHAFT
2 - FRONT BEARING RETAINER 2 - OIL FEED
3 - BEARING RETAINER
(20) Apply bead of Mopar silicone sealer or equiv-
alent to flange surface of front bearing retainer (Fig.
112).
(21) Align and install front bearing retainer over
input shaft and onto housing mounting surface (Fig.
113). Although retainer is one-way fit on housing, be
sure bolt holes are aligned before seating retainer.
SPECIFICATIONS
MANUAL
TORQUE SPECIFICATIONS
SPECIAL TOOLS
ADAPTER 6747-1A
REMOVER/INSTALLER 6858
ADAPTER 6747-2A
FIXTURE 6747
21 - 68 MANUAL - NV3550 TJ
MANUAL - NV3550 (Continued)
CUP 8115
PIN ALIGNMENT 8120
SPLITTER 1130
REMOVER 8117A
TUBE 6310-1
INSTALLER 8123
INSTALLER 8118
INSTALLER 6448
REMOVER/INSTALLER 8119
TJ MANUAL - NV3550 21 - 69
OPERATION
The VSS is a 3-circuit (3–wire), magnetic, hall-ef-
fect sensor.
The 3 circuits are:
• A 5-volt power supply from the Powertrain Con-
trol Module (PCM).
• A ground is provided for the sensor though a
low-noise sensor return circuit in the PCM.
• An input to the PCM is used to determine vehi-
cle speed and distance traveled. Fig. 118 VSS Location
The speed sensor generates 8 pulses per sensor 1 - SENSOR ELECTRICAL CONNECTOR
revolution. These signals, in conjunction with a 2 - SLIDE TAB
closed throttle signal from the throttle position sen- 3 - 4WD TRANSFER CASE EXTENSION
4 - VEHICLE SPEED SENSOR
sor, indicate a closed throttle deceleration to the 5 - RELEASE LOCK
PCM. When the vehicle is stopped at idle, a closed
throttle signal is received by the PCM (but a speed
sensor signal is not received).
Under deceleration conditions, the PCM adjusts the
Idle Air Control (IAC) motor to maintain a desired MAP
value. Under idle conditions, the PCM adjusts the IAC
motor to maintain a desired engine speed.
REMOVAL
The Vehicle Speed Sensor (VSS) is located on the
speedometer pinion gear adapter. If equipped with
4WD, this adapter is located on the transfer case
extension (left side) (Fig. 118). If equipped with 2WD,
this adapter is located on the extension housing of
the transmission (left side).
(1) Raise and support vehicle.
(2) Disconnect electrical connector from sensor by
pushing slide tab (Fig. 118). After slide tab has been
positioned, push in on secondary release lock (Fig. 118)
on side of connector and pull connector from sensor.
(3) Remove sensor mounting bolt (Fig. 119).
(4) Remove sensor (pull straight out) from speed- Fig. 119 VSS Removal/Installation
ometer pinion gear adapter (Fig. 119). Do not remove 1 - ELECTRICAL CONNECTOR
gear adapter from transmission. 2 - SENSOR MOUNTING BOLT
3 - O-RING
4 - SPEEDOMETER PINION GEAR
INSTALLATION 5 - SPEEDOMETER PINION GEAR ADAPTER
6 - O-RING
(1) Clean inside of speedometer pinion gear 7 - VEHICLE SPEED SENSOR
adapter before installing speed sensor.
(2) Install sensor into speedometer gear adapter (3) Tighten sensor mounting bolt to 2.2 N·m (20 in.
and install mounting bolt. Before tightening bolt, ver- lbs.) torque.
ify speed sensor is fully seated (mounted flush) to (4) Connect electrical connector to sensor.
speedometer pinion gear adapter.
21 - 70 AUTOMATIC TRANSMISSION - 42RLE TJ
TABLE OF CONTENTS
page page
AUTOMATIC TRANSMISSION -
42RLE
DESCRIPTION
The 42RLE (Fig. 1) is a four-speed transmission ing origin, assembly line identifier, build sequence
that is a conventional hydraulic/mechanical assembly number, etc. Refer to (Fig. 2) for identification label
controlled with adaptive electronic controls and mon- breakdown.
itors. The hydraulic system of the transmission con-
sists of the transmission fluid, fluid passages,
hydraulic valves, and various line pressure control
components. An input clutch assembly which houses
the underdrive, overdrive, and reverse clutches is
used. It also utilizes separate holding clutches: 2nd/
4th gear and Low/Reverse. The primary mechanical
components of the transmission consist of the follow-
ing:
• Three multiple disc input clutches
• Two multiple disc holding clutches
• Four hydraulic accumulators
• Two planetary gear sets
• Hydraulic oil pump
• Valve body
• Solenoid/Pressure switch assembly
Control of the transmission is accomplished by Fig. 2 Identification Label Breakdown
fully adaptive electronics. Optimum shift scheduling
1 - T=TRACEABILITY
is accomplished through continuous real-time sensor 2 - SUPPLIER CODE (PK=KOKOMO)
feedback information provided to the Transmission 3 - COMPONENT CODE (TK=KOKOMO TRANSMISSION)
Control Module (TCM) portion of the Powertrain 4 - BUILD DAY (350=DEC. 15)
5 - BUILD YEAR (1=2001)
Control Module (PCM). 6 - ASSEMBLY LINE CODE
The TCM is the heart of the electronic control sys- 7 - BUILD SEQUENCE NUMBER
tem and relies on information from various direct 8 - LAST THREE OF P/N
9 - CHANGE LEVEL
and indirect inputs (sensors, switches, etc.) to deter- 10 - TRANSMISSION PART NUMBER
mine driver demand and vehicle operating condi- 11 - P=PART NUMBER
tions. With this information, the TCM can calculate
and perform timely and quality shifts through vari- If the tag is not legible or is missing, the “PK”
ous output or control devices (solenoid pack, trans- number, which is stamped into the left rear flange of
mission control relay, etc.). the transmission case, can be referred to for identifi-
The TCM also performs certain self-diagnostic cation. The entire part number, build code, and
functions and provides comprehensive information sequence number are stamped into the flange.
(sensor data, DTC’s, etc.) which is helpful in proper
diagnosis and repair. This information can be viewed OPERATION
with the DRBt scan tool. The 42RLE transmission ratios are:
NOTE: This test checks the overdrive clutch TEST SIX-SELECTOR IN REVERSE
hydraulic circuit as well as the shift schedule.
NOTE: This test checks the reverse clutch hydraulic
(1) Attach gauge to the overdrive clutch tap. circuit.
(2) Move selector lever to the OD position.
(3) Allow vehicle wheels to turn and increase (1) Attach gauge to the reverse and low/reverse
throttle opening to achieve an indicated vehicle speed clutch tap.
of 20 mph. (2) Move selector lever to the reverse position.
(4) Overdrive clutch pressure should read 74 to 95 (3) Read reverse clutch pressure with output sta-
psi. tionary (foot on brake) and throttle opened to achieve
(5) Move selector lever to the 3 position and 1500 rpm.
increase indicated vehicle speed to 30 mph. (4) Reverse and low/reverse clutch pressure should
read 165 to 235 psi.
21 - 82 AUTOMATIC TRANSMISSION - 42RLE TJ
AUTOMATIC TRANSMISSION - 42RLE (Continued)
TEST RESULT INDICATIONS (4) If the overdrive clutch pressure is greater than
(1) If proper line pressure is found in any one test, 5 psi in Step 6 of Test Three, a worn reaction shaft
the pump and pressure regulator are working prop- seal ring or a defective solenoid assembly is indi-
erly. cated.
(2) Low pressure in all positions indicates a defec- (5) If the underdrive clutch pressure is greater
tive pump, a clogged filter, or a stuck pressure regu- than 5 psi in Step 4 of Test Two-A, a defective sole-
lator valve. noid/pressure switch assembly or controller is the
(3) Clutch circuit leaks are indicated if pressures cause.
do not fall within the specified pressure range.
ALL PRESSURE SPECIFICATIONS ARE PSI (ON HOIST, WITH WHEELS FREE TO TURN)
DISASSEMBLY
NOTE: If the transmission is being reconditioned
(clutch/seal replacement) or replaced, it is neces-
sary to perform the Quick Learn Procedure using
the DRBIIIT Scan Tool (Refer to 8 - ELECTRICAL/
ELECTRONIC CONTROL MODULES/TRANSMISSION
CONTROL MODULE - STANDARD PROCEDURE).
(27) Remove the input clutch assembly (Fig. 45). (29) Remove the front sun gear assembly and #4
thrust washer (if still in place) (Fig. 47).
Use special tool 6596 with a shop press to remove Fig. 67 Remove Rear Bearing Cup
the front output shaft bearing cup (Fig. 66).
1 - SPECIAL TOOL 4171 AND 4171-2
(45) Use special tool 6597 and handle C-4171 and 2 - SPECIAL TOOL 6597
C-4171-2 to press the rear output shaft bearing cup
rearward (Fig. 67).
TJ AUTOMATIC TRANSMISSION - 42RLE 21 - 99
AUTOMATIC TRANSMISSION - 42RLE (Continued)
(46) Remove the rear carrier front bearing cone
(Fig. 68).
ASSEMBLY
Fig. 76 Remove Low/Reverse Clutch Piston
1 - LOW/REVERSE CLUTCH PISTON NOTE: If the transmission assembly is being recon-
2 - BONDED SEAL ditioned (clutch/seal replacement) or replaced, it is
3 - BONDED SEAL necessary to perform the Quick Learn Procedure
using the DRBIIIT Scan Tool (Refer to 8 - ELECTRI-
(54) Remove the low/reverse piston retainer
CAL/ELECTRONIC CONTROL MODULES/TRANS-
screws.
MISSION CONTROL MODULE - STANDARD
(55) Remove low/reverse piston retainer (Fig. 77).
PROCEDURE).
Fig. 80 Install Piston Retainer Gasket Fig. 82 Install Retainer Attaching Screws
1 - GASKET HOLES MUST LINE UP 1 - LOW/REVERSE CLUTCH PISTON RETAINER
2 - LOW/REVERSE CLUTCH PISTON RETAINER GASKET 2 - SCREWDRIVER
3 - TORX-LOC SCREWS
(3) Install low/reverse piston retainer (Fig. 81).
NOTE: The Low/Reverse Clutch Piston has bonded
seals which are not individually serviceable. Seal
replacement requires replacement of the piston
assembly.
1 - TOOL 6057
2 - TOOL 5059
3 - TOOL 5058-3
Fig. 99 Install Low/Reverse Clutch Pack (17) Install low/reverse reaction plate with flat
1 - CLUTCH PLATES (5) side up (Fig. 102).
2 - CLUTCH DISCS (5)
Fig. 127 Underdrive and Overdrive Accumulators (42) Install transmission oil filter (Fig. 130).
1 - OVERDRIVE PISTON AND SPRING Tighten the bolts to 5 N·m (45 in. lbs.)
2 - UNDERDRIVE PISTON AND SPRING
Reverse
TJ AUTOMATIC TRANSMISSION - 42RLE 21 - 123
AUTOMATIC TRANSMISSION - 42RLE (Continued)
First Gear
TJ AUTOMATIC TRANSMISSION - 42RLE 21 - 125
AUTOMATIC TRANSMISSION - 42RLE (Continued)
Second Gear
21 - 126 AUTOMATIC TRANSMISSION - 42RLE TJ
AUTOMATIC TRANSMISSION - 42RLE (Continued)
Direct Gear
21 - 128 AUTOMATIC TRANSMISSION - 42RLE TJ
AUTOMATIC TRANSMISSION - 42RLE (Continued)
Overdrive
TJ AUTOMATIC TRANSMISSION - 42RLE 21 - 131
AUTOMATIC TRANSMISSION - 42RLE (Continued)
Overdrive (EMCC)
21 - 132 AUTOMATIC TRANSMISSION - 42RLE TJ
AUTOMATIC TRANSMISSION - 42RLE (Continued)
SPECIFICATIONS
42RLE AUTOMATIC TRANSMISSION
GENERAL SPECIFICATIONS
GEAR RATIOS
CLUTCH PACK
INPUT SHAFT
TORQUE SPECIFICATIONS
SPECIAL TOOLS
42RLE AUTOMATIC TRANSMISSION
Remover 6310
Installer 6052
TJ AUTOMATIC TRANSMISSION - 42RLE 21 - 137
AUTOMATIC TRANSMISSION - 42RLE (Continued)
Wrench 6497
Support Plate 6618A
Wrench 6498-A
Remover 6596
Remover 6597
OPERATION
The function of an accumulator is to cushion the
application of a frictional clutch element. When pres-
surized fluid is applied to a clutch circuit, the appli-
Fig. 144 Underdrive and Overdrive Accumulators cation force is dampened by fluid collecting in the
1 - OVERDRIVE PISTON AND SPRING respective accumulator chamber against the piston
2 - UNDERDRIVE PISTON AND SPRING and springs. The intended result is a smooth, firm
clutch application.
The low reverse accumulator (Fig. 145) is also
located within the transmission case, but the assem-
bly is retained by a cover and a snap-ring. ADAPTER HOUSING SEAL
REMOVAL
(1) Remove the transfer case (Refer to 21 -
TRANSMISSION/TRANSFER CASE - REMOVAL).
(2) Using a screw mounted in a slide hammer,
remove the adapter housing seal.
INSTALLATION
(1) Install a new adapter housing seal with Tool
Handle C-4171 and Installer C-3860-A.
(2) Install the transfer case (Refer to 21 - TRANS-
MISSION/TRANSFER CASE - INSTALLATION).
OPERATION
The system locks the shifter into the PARK posi-
tion. The Interlock system is engaged whenever the
ignition switch is in the LOCK or ACCESSORY posi-
tion. An additional electrically activated feature will
prevent shifting out of the PARK position unless the
brake pedal is depressed at least one-half an inch. A
magnetic holding device in line with the park/brake
interlock cable is energized when the ignition is in
the RUN position. When the key is in the RUN posi-
tion and the brake pedal is depressed, the shifter is
unlocked and will move into any position. The inter-
lock system also prevents the ignition switch from
being turned to the LOCK or ACCESSORY position
(Fig. 148) unless the shifter is fully locked into the
PARK position.
Fig. 149 Brake/Park Interlock Cable
1 - IGNITION LOCK
2 - LOCK TAB
3 - CABLE END
INSTALLATION
(1) Route replacement cable behind instrument
panel and under floor console area to shift mecha-
nism.
(2) Insert cable end into opening in steering col-
umn hub under ignition lock. Push cable inward
until lock tab engages.
Fig. 148 Ignition Key Cylinder Actuation (3) Insert the cable end into the shifter bellcrank.
1 - SLIDER LOCKED (4) Place gear selector in PARK.
2 - CAM RETURN SPRING (5) Push the spring-loaded cable adjuster forward
3 - INTERLOCK CABLE
4 - CAM and snap cable into bracket.
5 - SLIDER (6) Adjust the brake transmission shifter interlock
cable.
REMOVAL (7) Verify that the cable adjuster lock clamp is
(1) Remove lower steering column cover. (Refer to pushed downward to the locked position.
23 - BODY/INSTRUMENT PANEL/STEERING COL- (8) Test the park-lock cable operation.
UMN OPENING COVER - REMOVAL) (9) Install the floor console and related trim.
(2) Remove lower steering column shroud. (10) Install tie strap to hold cable to base of steer-
(3) Remove tie strap near the solenoid retaining ing column.
the brake transmission interlock cable to the steering (11) Install lower steering column shroud and igni-
column. tion lock.
(4) Disengage wire connector from solenoid. (12) Install lower steering column cover.
(5) With the ignition removed or in the unlocked
position, disengage lock tab holding cable end to
steering column (Fig. 149).
ADJUSTMENTS
(6) Pull cable end from steering column.
(7) Remove the floor console and related trim. ADJUSTMENT - BRAKE TRANSMISSION SHIFT
(Refer to 23 - BODY/INTERIOR/FLOOR CONSOLE - INTERLOCK CABLE
REMOVAL) (1) Shift transmission into PARK.
(8) Disconnect the cable from the bellcrank (Fig. (2) Remove shift lever bezel and console screws.
150). Raise bezel and console for access to cable.
(9) Disconnect and remove the cable from the shift (3) Pull cable lock button up to release cable.
bracket. (4) Turn ignition switch to LOCK position.
(5) Use a spacer to create a one millimeter gap
between the shifter pawl and top of the shift gate.
TJ AUTOMATIC TRANSMISSION - 42RLE 21 - 141
BRAKE TRANSMISSION SHIFT INTERLOCK MECHANISM (Continued)
(6) Pull the cable forward and release.Ensure the (e) While the transmission is shifted out of
cable end is seated in the bellcrank and press cable PARK, release the brake and attempt to shift
lock button down until it snaps in place. through all gears. Release the shift button at least
(7) Check adjustment as follows: once during this procedure. The ignition key should
(a) Check movement of release shift handle but- not go to the LOCK position.
ton (floor shift) or release lever (column shift). You (f) Return transmission to the PARK position
should not be able to press button inward or move without applying the brake.
column lever. (8) Move shift lever back to PARK and check igni-
(b) Turn ignition switch to RUN position. tion switch operation. You should be able to turn
(c) Shifting out of park should not be possible. switch to LOCK position and shift lever release but-
(d) Apply the brake and attempt to shift out of ton/lever should not move.
PARK. Shifting should be possible.
21 - 142 AUTOMATIC TRANSMISSION - 42RLE TJ
DIAGNOSIS AND TESTING - FLUID level as necessary. Use only Mopart ATF+4, Auto-
matic Transmission Fluid.
CONTAMINATION
Transmission fluid contamination is generally a
FLUID LEVEL CHECK USING DRB
result of:
• adding incorrect fluid NOTE: Engine and Transmission should be at nor-
• failure to clean dipstick and fill tube when mal operating temperature before performing this
checking level procedure.
• engine coolant entering the fluid
• internal failure that generates debris (1) Start engine and apply parking brake.
• overheat that generates sludge (fluid break- (2) Connect DRBIIIt scan tool and select transmis-
down) sion.
• failure to replace contaminated converter after (3) Select sensors.
repair (4) Read the transmission temperature value.
The use of non-recommended fluids can result in (5) Compare the fluid temperature value with the
transmission failure. The usual results are erratic chart.
shifts, slippage, abnormal wear and eventual failure (6) Adjust transmission fluid level shown on the
due to fluid breakdown and sludge formation. Avoid dipstick according to the chart (Fig. 152). Use only
this condition by using recommended fluids only. Mopart ATF+4, Automatic Transmission Fluid.
The dipstick cap and fill tube should be wiped (7) Check transmission for leaks.
clean before checking fluid level. Dirt, grease and
other foreign material on the cap and tube could fall STANDARD PROCEDURE - FLUID/FILTER
into the tube if not removed beforehand. Take the
SERVICE
time to wipe the cap and tube clean before withdraw-
ing the dipstick. NOTE: Only fluids of the type labeled MoparT
Engine coolant in the transmission fluid is gener- ATF+4, Automatic Transmission Fluid, should be
ally caused by a cooler malfunction. The only remedy used in the transmission sump. A filter change
is to replace the radiator as the cooler in the radiator should be made at the time of the transmission oil
is not a serviceable part. If coolant has circulated change. The magnet (on the inside of the oil pan)
through the transmission, an overhaul is necessary. should also be cleaned with a clean, dry cloth.
The torque converter should be replaced whenever
a failure generates sludge and debris. This is neces-
sary because normal converter flushing procedures NOTE: If the transmission is disassembled for any
will not remove all contaminants. reason, the fluid and filter should be changed.
Fig. 155 2/4 and Low/Reverse Clutches Fig. 156 Tapping Reaction Plate
1 - FRONT PLANET CARRIER/REAR ANNULUS 1 - #4 THRUST PLATE (SELECT)
2 - 2/4 CLUTCH 2 - TAP DOWN REVERSE CLUTCH REACTION PLATE TO
3 - L/R CLUTCH REMOVE OR INSTALL SNAP RING
4 - REAR PLANET CARRIER/FRONT ANNULUS 3 - INPUT CLUTCH RETAINER
5 - REAR SUN GEAR 4 - REVERSE CLUTCH REACTION PLATE
6 - FRONT SUN GEAR ASSEMBLY
TJ AUTOMATIC TRANSMISSION - 42RLE 21 - 147
INPUT CLUTCH ASSEMBLY (Continued)
(3) Remove reverse clutch snap ring (Fig. 157).
Fig. 161 OD/Reverse Pressure Plate Snap Ring Fig. 163 Waved Snap Ring
1 - OD/REVERSE PRESSURE PLATE 1 - OVERDRIVE SHAFT ASSEMBLY
2 - SCREWDRIVER 2 - OD/REVERSE CLUTCH WAVED SNAP RING
3 - OD/REVERSE PRESSURE PLATE SNAP RING 3 - SCREWDRIVER
(7) Remove OD/Reverse pressure plate (Fig. 162). (9) Remove OD shaft/hub and OD clutch pack (Fig.
164), (Fig. 165).
Fig. 173 Underdrive Clutch Pack Fig. 175 UD Return Spring and Retainer
1 - CLUTCH PLATE 1 - UNDERDRIVE SPRING RETAINER
2 - ONE UD CLUTCH DISC 2 - SNAP RING
3 - CLUTCH DISC 3 - SEAL
4 - PISTON RETURN SPRING
CAUTION: Compress return spring just enough to
remove or install snap ring. (20) Remove UD clutch piston (Fig. 176).
Fig. 189 Install OD/Reverse Piston Fig. 191 Install Input Hub Tapered Snap Ring
1 - PUSH DOWN TO INSTALL OVERDRIVE/REVERSE PISTON 1 - INPUT SHAFT
2 - INPUT CLUTCHES RETAINER 2 - INPUT HUB SNAP RING (TAPERED SIDE UP WITH TABS IN
CAVITY)
(5) Install the input hub/shaft assembly to the 3 - SNAP RING PLIERS
OD/Reverse piston/clutch retainer assembly (Fig.
(7) Install UD clutch piston (Fig. 192).
190).
(9) Using Tool 5059A and an arbor press, install (10) Install the UD clutch pack (four fibers/four
the UD spring retainer and snap ring. (Fig. 194), steels) (Fig. 196). Leave the top disc out until after
(Fig. 195) Compress just enough to install snap ring. the snap ring is installed.
(16) Set up dial indicator on the UD clutch pack as Fig. 204 Press Down on UD Clutch Pack and Zero
shown in (Fig. 203). Dial Indicator
1 - DIAL INDICATOR
2 - UNDERDRIVE CLUTCH
TJ AUTOMATIC TRANSMISSION - 42RLE 21 - 159
INPUT CLUTCH ASSEMBLY (Continued)
CAUTION: Do not apply more than 30 psi (206 kPa) (23) Install the OD/Reverse reaction plate with
to the underdrive clutch pack. large step down (towards OD clutch pack) (Fig. 207).
OIL PUMP
DESCRIPTION
The oil pump is located in the pump housing inside
the bell housing of the transmission case. The oil
pump assembly (Fig. 224) consists of an inner and
outer gear, a housing, and a cover that also serves as
the reaction shaft support.
OPERATION
As the torque converter rotates, the converter hub
rotates the inner and outer gears. As the gears
rotate, the clearance between the gear teeth Fig. 225 Reaction Shaft Support
increases in the crescent area, and creates a suction 1 - PUMP HOUSING
at the inlet side of the pump. This suction draws 2 - REACTION SHAFT SUPPORT
3 - PUMP GEARS
fluid through the pump inlet from the oil pan. As the
clearance between the gear teeth in the crescent area
TJ AUTOMATIC TRANSMISSION - 42RLE 21 - 165
OIL PUMP (Continued)
(3) Remove the pump gears (Fig. 226) and check (6) Measure clearance between outer gear and
for wear and damage on pump housing and gears. crescent. Clearance should be 0.060-0.298 mm
(0.0023-0.0117 in.).
(7) Measure clearance between inner gear and
crescent. Clearance should be 0.093-0.385 mm
(0.0036-0.0151 in.).
(8) Position an appropriate piece of Plastigage
across both pump gears.
(9) Align the Plastigage to a flat area on the reac-
tion shaft support housing.
(10) Install the reaction shaft to the pump hous-
ing. Tighten the bolts to 27 N·m (20 ft. lbs.).
(11) Remove bolts and carefully separate the hous-
ings. Measure the Plastigage following the instruc-
tions supplied.
(12) Clearance between outer gear side and the
reaction shaft support should be 0.020-0.046 mm
(0.0008-0.0018 in.). Clearance between inner gear
side and the reaction shaft support should be 0.020-
0.046 mm (0.0008-0.0018 in.).
ASSEMBLY
Fig. 226 Oil Pump Assembly (1) Assemble oil pump as shown in (Fig. 228)
1 - PUMP HOUSING (2) Install and torque reaction shaft support-to-oil
2 - OUTER PUMP GEAR pump housing bolts to 28 N·m (20 ft. lbs.) torque.
3 - INNER PUMP GEAR
4 - REACTION SHAFT SUPPORT
5 - SEAL RINGS (4)
6 - REACTION SHAFT
7 - CRESCENT
OVERDRIVE SWITCH
DESCRIPTION
The overdrive OFF (control) switch is located in
the center console (Fig. 231). The switch is a momen-
tary contact device that signals the PCM to toggle
current status of the overdrive function.
REMOVAL
(1) Remove the accessory switch bezel (Fig.
232)(Refer to 23 - BODY/INSTRUMENT PANEL/AC-
CESSORY SWITCH BEZEL - REMOVAL).
(2) Remove the overdrive off switch from the acces-
sory switch bezel. Fig. 233 Planetary Geartrain
1 - FRONT SUN GEAR ASSEMBLY
INSTALLATION 2 - #6 THRUST BEARING
(1) Install the overdrive off switch to the accessory 3 - #7 THRUST BEARING
4 - REAR CARRIER FRONT ANNULUS ASSEMBLY
switch bezel. 5 - REAR SUN GEAR
6 - FRONT CARRIER REAR ANNULUS ASSEMBLY
21 - 168 AUTOMATIC TRANSMISSION - 42RLE TJ
PLANETARY GEARTRAIN (Continued)
OPERATION OPERATION
The planetary geartrain utilizes two planetary gear Manual low (1) range provides first gear only. Over
sets that connect the transmission input shaft to the run braking is also provided in this range. Manual
output shaft. Input and holding clutches drive or lock second (2) range provides first and second gear only.
different planetary members to change output ratio Drive range provides first, second, and third gear
or direction. ranges.
SOLENOID
DESCRIPTION
The typical electrical solenoid used in automotive
applications is a linear actuator. It is a device that
produces motion in a straight line. This straight line
motion can be either forward or backward in direc-
tion, and short or long distance. Fig. 234 2/4 - Low Reverse and Underdrive
A solenoid is an electromechanical device that uses Solenoids
a magnetic force to perform work. It consists of a coil 1 - MANUAL VALVE
of wire, wrapped around a magnetic core made from 2 - LINE PRESSURE
steel or iron, and a spring loaded, movable plunger, 3 - 2/4 - LOW REVERSE SOLENOID ENERGIZED
4 - UNDERDRIVE SOLENOID DE-ENERGIZED
which performs the work, or straight line motion. 5 - UNDERDRIVE CLUTCH
The solenoids used in transmission applications
are attached to valves which can be classified as nor-
mally open (Fig. 234) or normally closed (Fig.
235). The normally open solenoid valve is defined
as a valve which allows hydraulic flow when no cur-
rent or voltage is applied to the solenoid. The nor-
mally closed solenoid valve is defined as a valve
which does not allow hydraulic flow when no current
or voltage is applied to the solenoid. These valves
perform hydraulic control functions for the transmis-
sion and must therefore be durable and tolerant of
dirt particles. For these reasons, the valves have
hardened steel poppets and ball valves. The solenoids
operate the valves directly, which means that the
solenoids must have very high outputs to close the
valves against the sizable flow areas and line pres-
sures found in current transmissions. Fast response
time is also necessary to ensure accurate control of Fig. 235 Low Reverse/Converter Clutch and
the transmission. Overdrive Solenoids
The strength of the magnetic field is the primary 1 - OVERDRIVE CLUTCH
force that determines the speed of operation in a par- 2 - NO VENT
ticular solenoid design. A stronger magnetic field will 3 - OVERDRIVE SOLENOID ENERGIZED
4 - MANUAL VALVE
cause the plunger to move at a greater speed than a 5 - LOW REVERSE/CONVERTER CLUTCH SOLENOID DE-
weaker one. There are basically two ways to increase ENERGIZED
6 - SOLENOID SWITCH VALVE
the force of the magnetic field: 7 - TAPER
1. Increase the amount of current applied to the 8 - VENT TO SUMP
coil or 9 - ORIFICE
10 - CHECK BALL
2. Increase the number of turns of wire in the coil.
The most common practice is to increase the num-
A solenoid can also be described by the method by
ber of turns by using thin wire that can completely
which it is controlled. Some of the possibilities
fill the available space within the solenoid housing.
include variable force, pulse-width modulated, con-
The strength of the spring and the length of the
stant ON, or duty cycle. The variable force and pulse-
plunger also contribute to the response speed possi-
width modulated versions utilize similar methods to
ble by a particular solenoid design.
control the current flow through the solenoid to posi-
21 - 170 AUTOMATIC TRANSMISSION - 42RLE TJ
SOLENOID (Continued)
tion the solenoid plunger at a desired position some-
where between full ON and full OFF. The constant
ON and duty cycled versions control the voltage
across the solenoid to allow either full flow or no flow
through the solenoid’s valve.
OPERATION
When an electrical current is applied to the sole-
noid coil, a magnetic field is created which produces
an attraction to the plunger, causing the plunger to
move and work against the spring pressure and the
load applied by the fluid the valve is controlling. The
plunger is normally directly attached to the valve
which it is to operate. When the current is removed
from the coil, the attraction is removed and the
plunger will return to its original position due to
spring pressure.
The plunger is made of a conductive material and
accomplishes this movement by providing a path for
the magnetic field to flow. By keeping the air gap
between the plunger and the coil to the minimum
necessary to allow free movement of the plunger, the
magnetic field is maximized. Fig. 236 Valve Body Assembly
1 - SOLENOID/PRESSURE SWITCH ASSEMBLY
2 - TRS
SOLENOID/PRESSURE 3
4
-
-
TRANSFER PLATE
SEPARATOR PLATE
SWITCH ASSY 5 - VALVE BODY
DESCRIPTION OPERATION
The Solenoid/Pressure Switch Assembly (Fig. 236)
is inside the transmission and mounted to the valve SOLENOIDS
body assembly. The assembly consists of four sole- The solenoids receive electrical power from the
noids that control hydraulic pressure to the L/R, 2/4, Transmission Control Relay through a single wire.
OD, and UD friction elements (transmission The PCM energizes or operates the solenoids individ-
clutches), and the torque converter clutch. The ually by grounding the return wire of the solenoid
reverse clutch is controlled by line pressure from the needed. When a solenoid is energized, the solenoid
manual valve in the valve body. The solenoids are valve shifts, and a fluid passage is opened or closed
contained within the Solenoid/Pressure Switch (vented or applied), depending on its default operat-
Assembly, and can only be serviced by replacing the ing state. The result is an apply or release of a fric-
assembly. tional element.
The solenoid assembly also contains pressure The 2/4 and UD solenoids are normally applied,
switches that monitor and send hydraulic circuit which allows fluid to pass through in their relaxed or
information to the PCM. Likewise, the pressure “off” state. By design, this allows transmission
switches can only be service by replacing the assem- limp-in (P,R,N,2) in the event of an electrical failure.
bly. The continuity of the solenoids and circuits are
periodically tested. Each solenoid is turned on or off
depending on its current state. An inductive spike
should be detected by the pcm during this test. If no
spike is detected, the circuit is tested again to verify
the failure. In addition to the periodic testing, the
solenoid circuits are tested if a speed ratio or pres-
sure switch error occurs.
TJ AUTOMATIC TRANSMISSION - 42RLE 21 - 171
SOLENOID/PRESSURE SWITCH ASSY (Continued)
PRESSURE SWITCHES (2) Remove valve body assembly from transmis-
The PCM relies on three pressure switches to mon- sion. (Refer to 21 - TRANSMISSION/AUTOMATIC -
itor fluid pressure in the L/R, 2/4, and OD hydraulic 42RLE/VALVE BODY - REMOVAL)
circuits. The primary purpose of these switches is to (3) Remove Solenoid/Pressure Switch Assembly
help the PCM detect when clutch circuit hydraulic retaining screws from solenoid (Fig. 237).
failures occur. The range for the pressure switch clos-
ing and opening points is 11-23 psi. Typically the
switch opening point will be approximately one psi
lower than the closing point. For example, a switch
may close at 18 psi and open at 17 psi. The switches
are continuously monitored by the PCM for the cor-
rect states (open or closed) in each gear as shown in
the following chart:
PRESSURE SWITCH STATES
R OP OP OP
P/N CL OP OP
1st CL OP OP
Fig. 237 Solenoid Retaining Screws
2nd OP CL OP
1 - SOLENOID/PRESSURE SWITCH ASSEMBLY
D OP OP CL 2 - RETAINING SCREWS
OD OP CL CL
(4) Remove Solenoid/Pressure Switch Assembly
OP = OPEN and screen from valve body (Fig. 238).
CL = CLOSED
TORQUE CONVERTER
DESCRIPTION
The torque converter (Fig. 239) is a hydraulic
device that couples the engine crankshaft to the
transmission. The torque converter consists of an
outer shell with an internal turbine, a stator, an
overrunning clutch, an impeller and an electronically
applied converter clutch. The converter clutch pro-
vides reduced engine speed and greater fuel economy
when engaged. Clutch engagement also provides
reduced transmission fluid temperatures. The torque
converter hub drives the transmission oil (fluid)
pump.
The torque converter is a sealed, welded unit that
is not repairable and is serviced as an assembly.
Fig. 239 Torque Converter Assembly
CAUTION: The torque converter must be replaced if
1 - TURBINE
a transmission failure resulted in large amounts of 2 - IMPELLER
metal or fiber contamination in the fluid. 3 - HUB
4 - STATOR
5 - FRONT COVER
6 - CONVERTER CLUTCH DISC
7 - DRIVE PLATE
TJ AUTOMATIC TRANSMISSION - 42RLE 21 - 173
TORQUE CONVERTER (Continued)
IMPELLER
The impeller (Fig. 240) is an integral part of the
converter housing. The impeller consists of curved
blades placed radially along the inside of the housing
on the transmission side of the converter. As the con-
verter housing is rotated by the engine, so is the
impeller, because they are one and the same and are
the driving members of the system.
OPERATION TURBINE
The converter impeller (Fig. 245) (driving member), As the fluid that was put into motion by the impel-
which is integral to the converter housing and bolted ler blades strikes the blades of the turbine, some of
to the engine drive plate, rotates at engine speed. the energy and rotational force is transferred into the
The converter turbine (driven member), which reacts turbine and the input shaft. This causes both of them
from fluid pressure generated by the impeller, rotates (turbine and input shaft) to rotate in a clockwise
and turns the transmission input shaft. direction following the impeller. As the fluid is leav-
ing the trailing edges of the turbine’s blades it con-
tinues in a “hindering” direction back toward the
impeller. If the fluid is not redirected before it strikes
the impeller, it will strike the impeller in such a
direction that it would tend to slow it down.
INSTALLATION
Check converter hub and drive notches for sharp
edges, burrs, scratches, or nicks. Polish the hub and
notches with 320/400 grit paper or crocus cloth if nec-
essary. The hub must be smooth to avoid damaging
the pump seal at installation.
(1) Lubricate oil pump seal lip with transmission
Fig. 246 Stator Operation fluid.
(2) Place torque converter in position on transmis-
1 - DIRECTION STATOR WILL FREE WHEEL DUE TO OIL
PUSHING ON BACKSIDE OF VANES sion.
2 - FRONT OF ENGINE
3 - INCREASED ANGLE AS OIL STRIKES VANES CAUTION: Do not damage oil pump seal or bushing
4 - DIRECTION STATOR IS LOCKED UP DUE TO OIL PUSHING
AGAINST STATOR VANES while inserting torque converter into the front of the
transmission.
TORQUE CONVERTER CLUTCH (TCC)
The torque converter clutch is hydraulically (3) Align torque converter to oil pump seal open-
applied and is released when fluid is vented from the ing.
hydraulic circuit by the torque converter control (4) Insert torque converter hub into oil pump.
(TCC) solenoid on the valve body. The torque con- (5) While pushing torque converter inward, rotate
verter clutch is controlled by the Powertrain Control converter until converter is fully seated in the oil
Module (PCM). The torque converter clutch engages pump gears.
21 - 178 AUTOMATIC TRANSMISSION - 42RLE TJ
TORQUE CONVERTER (Continued)
(6) Check converter seating with a scale and TRANSMISSION RANGE
straightedge (Fig. 247). Surface of converter lugs
should be 1/2 in. to rear of straightedge when con- SENSOR
verter is fully seated.
(7) If necessary, temporarily secure converter with DESCRIPTION
C-clamp attached to the converter housing. The Transmission Range Sensor (TRS) is mounted
(8) Install the transmission in the vehicle. to the top of the valve body inside the transmission
(9) Fill the transmission with the recommended and can only be serviced by removing the valve body
fluid. assembly. The electrical connector extends through
the transmission case (Fig. 248).
P CL CL CL OP
R CL OP OP OP
N CL CL OP CL
D OP OP OP CL
2 OP OP CL OP
1 CL OP CL CL
REMOVAL
(1) Disconnect the TRS connector. Fig. 250 Manual Shaft Retaining Screw
(2) Remove valve body assembly from vehicle. 1 - SCREW
(3) Remove the manual shaft seal (Fig. 249). 2 - TRS
TRANSMISSION
TEMPERATURE SENSOR
DESCRIPTION
The transmission temperature sensor (Fig. 251) is
located in the transmission range sensor and commu-
nicates transmission sump temperature to the PCM.
OPERATION
The TRS has an integrated thermistor that the
PCM uses to monitor the transmission’s sump tem-
perature. Since fluid temperature can affect trans-
mission shift quality and convertor lock up, the PCM
requires this information to determine which shift
schedule to operate in. The PCM also monitors this
temperature data so it can energize the vehicle cool-
ing fan(s) when a transmission “overheat” condition
exists. If the thermistor circuit fails, the PCM will
revert to calculated oil temperature usage.
CALCULATED TEMPERATURE
A failure in the temperature sensor or circuit will
result in calculated temperature being substituted for
actual temperature. Calculated temperature is a pre-
dicted fluid temperature which is calculated from a
combination of inputs:
• Battery (ambient) temperature
• Engine coolant temperature
• In-gear run time since start-up
REMOVAL
CONVERTER CLUTCH CONTROL VALVE
The converter clutch control valve (Fig. 259) con- NOTE: If valve body is being reconditioned or
trols the back (on) side of the torque converter clutch. replaced, it is necessary to perform the Quick Learn
When the controller energizes or modulates the Procedure.(Refer to 8 - ELECTRICAL/ELECTRONIC
LR/CC solenoid to apply the converter clutch piston, CONTROL MODULES/TRANSMISSION CONTROL
both the converter clutch control valve and the con- MODULE - STANDARD PROCEDURE)
verter control valve move, allowing pressure to be
applied to the back side of the clutch. (1) Disconnect the TRS and solenoid wiring con-
nectors.
T/C REGULATOR VALVE (2) Disconnect the shift cable from the shift lever
The torque converter regulator valve slightly regu- (at the transmission).
lates the flow of fluid to the torque converter. (3) Move the manual shift lever clockwise as far as
it will go. This should be one position past the L posi-
LOW/REVERSE SWITCH VALVE tion. Then remove the manual shift lever.
The low/reverse clutch is applied from different
sources, depending on whether low (1st) gear or NOTE: One of the oil pan bolts has a sealing patch
reverse is selected. The low/reverse switch valve applied from the factory. Seperate this bolts for
alternates positions depending on from which direc- reuse.
21 - 184 AUTOMATIC TRANSMISSION - 42RLE TJ
VALVE BODY (Continued)
(4) Remove transmission pan bolts (Fig. 260). (6) Remove oil filter from valve body (Fig. 262). It
is held in place by two screws.
(5) Remove transmission oil pan (Fig. 261). (7) Remove valve body bolts-to-case (Fig. 263).
Fig. 261 Remove Transmission Oil Pan Fig. 263 Remove Valve Body Bolts
1 - TRANSMISSION OIL PAN 1 - BOLTS
TJ AUTOMATIC TRANSMISSION - 42RLE 21 - 185
VALVE BODY (Continued)
(8) Carefully remove valve body assembly from
transmission (Fig. 264).
DISASSEMBLY
NOTE: If the valve body is being reconditioned or
replaced, it is necessary to perform the Quick Learn
Procedure using the DRBIIIT Scan Tool (Refer to 8 -
ELECTRICAL/ELECTRONIC CONTROL MODULES/
TRANSMISSION CONTROL MODULE - STANDARD
PROCEDURE)
(5) Remove valve body stiffener plate (Fig. 268). Fig. 269 Remove Transfer Plate-to-Valve Body
Screws
1 - SCREW (24)
2 - TRANSFER PLATE
Fig. 271 Remove Separator Plate-to-Transfer Plate Fig. 273 Remove Oil Screen to Transfer Plate
Screws 1 - OIL SCREEN
1 - SEPARATOR PLATE
2 - SCREW (2)
3 - TRANSFER PLATE
(12) Remove valve body check balls. Note their (14) Remove dual retainer plate from valve body.
location for assembly ease (Fig. 275). Use special tool 6301 to remove plate (Fig. 277).
(13) Remove 2/4 accumulator assembly as shown
in (Fig. 276).
Fig. 278 Remove Regulator Valve Spring Retainer Fig. 279 Valve Retainer Location
using Tool 6302 1 - RETAINER
1 - TOOL 6302 2 - RETAINER
2 - RETAINER
(17) Remove valves and springs as shown in (Fig.
(15) Remove regulator valve spring retainer (Fig. 278). 280).
(16) Remove remaining retainers as shown in (Fig.
279).
ASSEMBLY
NOTE: If the valve body assembly is being recondi-
tioned or replaced, it is necessary to perform the
Quick Learn Procedure using the DRBIIIT Scan
Tool. (Refer to 8 - ELECTRICAL/ELECTRONIC CON-
TROL MODULES/TRANSMISSION CONTROL MOD-
ULE - STANDARD PROCEDURE)
(6) Install check balls into position as shown in (8) Install the oil screen to the transfer plate (Fig.
(Fig. 286). If necessary, secure them with petrolatum 288).
or transmission assembly gel for assembly ease.
(7) Install thermal valve to the transfer plate (Fig.
287).
Fig. 287 Install Thermal Valve to Transfer Plate Fig. 288 Install Oil Screen to Transfer Plate
1 - THERMAL VALVE 1 - OIL SCREEN
TJ AUTOMATIC TRANSMISSION - 42RLE 21 - 193
VALVE BODY (Continued)
(9) Install separator plate to transfer plate (Fig.
289).
(3) Make sure oil pan and case rail are clean and
dry. Install an 1/8” bead of RTV to the transmission
oil pan and install to case. Tighten bolts (Fig. 300) to
20 N·m (14.5 ft. lbs.).
(4) Lower vehicle and connect the TRS connector.
(5) Connect solenoid/pressure switch assembly con-
nector.
(6) Lower vehicle.
TRANSFER CASE - NV231 fer case range lever by an adjustable linkage rod. A
straight line shift pattern is used. Range positions
DESCRIPTION are marked on the shifter bezel cover plate.
The NV231 is a part-time transfer case with a low
range reduction gear system. The NV231 has three IDENTIFICATION
operating ranges plus a NEUTRAL position. A low A circular ID tag is attached to the rear case of
range system provides a reduction ratio for increased each transfer case (Fig. 1). The ID tag provides the
low speed torque capability. transfer case model number, assembly number, serial
The geartrain is mounted in two aluminum case number, and low range ratio.
halves attached with bolts. The mainshaft front and The transfer case serial number also represents
rear bearings are mounted in aluminum retainer the date of build.
housings bolted to the case halves.
OPERATING RANGES
Transfer case operating ranges are:
• 2WD (2-wheel drive)
• 4x4 (4-wheel drive)
• 4 Lo (4-wheel drive low range
The 2WD range is for use on any road surface at
any time.
The 4x4 and 4 Lo ranges are for off road use only.
They are not for use on hard surface roads. The only
exception being when the road surface is wet or slip-
pery or covered by ice and snow.
The low range reduction gear system is operative
in 4 Lo range only. This range is for extra pulling
power in off road situations. Low range reduction
ratio is 2.72:1. Fig. 1 Fill/Drain Plug And I.D. Tag Locations - Typical
SHIFT MECHANISM 1 - I.D. TAG
2 - FILL PLUG
Operating ranges are selected with a floor mounted 3 - DRAIN PLUG
shift lever. The shift lever is connected to the trans-
TJ TRANSFER CASE - NV231 21 - 197
TRANSFER CASE - NV231 (Continued)
Transfer case difficult to shift or will 1) Vehicle speed to great to permit 1) Slow vehicle and shift into desired
not shift into desired range. shifting. range.
Transfer case noisy in all drive 1) Insufficient or incorrect lubricant. 1) Drain and refill transfer case with
modes. the correct type and quantity of
lubricant.
Transfer case noisy while in, or 1) Transfer case not completely 1) Slow vehicle, shift transfer case
jumps out of, 4L mode. engaged in 4L position. to the Neutral position, and then
shift into the 4L mode.
Lubricant leaking from transfer case 1) Transfer case overfilled. 1) Drain lubricant to the correct
seals or vent. level.
DISASSEMBLY
Position transfer case on shallow drain pan.
Remove drain plug and drain lubricant remaining in
case.
CLEANING
Clean the transfer case parts with a standard
parts cleaning solvent. Remove all traces of sealer
Fig. 31 Front Tabbed Thrust Washer Removal from the cases and retainers with a scraper and
1 - FRONT TABBED THRUST WASHER 3M™ all purpose cleaner. Use compressed air to
remove solvent residue from oil feed passages in the
case halves, retainers, gears, and shafts.
21 - 206 TRANSFER CASE - NV231 TJ
TRANSFER CASE - NV231 (Continued)
Fig. 39 Seal Contact Surface Of Yoke Slinger Fig. 40 Low Range Annulus Gear
1 - FRONT SLINGER (PART OF YOKE)
1 - FRONT CASE
2 - SEAL CONTACT SURFACE MUST BE CLEAN AND SMOOTH
2 - LOW RANGE ANNULUS GEAR
TJ TRANSFER CASE - NV231 21 - 209
TRANSFER CASE - NV231 (Continued)
FRONT/REAR CASES AND FRONT RETAINER
Inspect the cases and retainer for wear and dam-
age. Clean the sealing surfaces with a scraper and
3M™ all purpose cleaner. This will ensure proper
sealer adhesion at assembly. Replace the input
retainer seal; do not reuse it.
Check case condition. If leaks were a problem, look
for gouges and severe scoring of case sealing sur-
faces. Also make sure the front case mounting studs
are in good condition.
Check the front case mounting studs and vent
tube. The tube can be secured with Loctite™ 271 or
680 if loose. The stud threads can be cleaned up with
a die if necessary. Also check condition of the fill/
drain plug threads in the rear case. The threads can
be repaired with a thread chaser or tap if necessary.
Or the threads can be repaired with Helicoil™ stain- Fig. 41 Front Output Seal Removal - Typical
less steel inserts if required. 1 - OUTPUT SHAFT SEAL
2 - PRYBAR
OIL PUMP/OIL PICKUP
Examine the oil pump pickup parts. Replace the
pump if any part appears to be worn or damaged. Do
not disassemble the pump as individual parts are not
available. The pump is only available as a complete
assembly. The pickup screen, hose, and tube are the
only serviceable parts and are available separately.
ASSEMBLY
Lubricate transfer case components with Mopart
ATF +4, Automatic Transmission Fluid, or petroleum
jelly (where indicated) during assembly.
1 - FRONT CASE
2 - SPECIAL TOOL C-4171
(6) Install new front output seal in front case with
3 - SPECIAL TOOL 5065 Installer Tool 8143-A as follows:
(a) Place new seal on tool. Garter spring on
(4) Install front output shaft front bearing in case seal goes toward interior of case.
with Tool Handle C-4171 and Installer 5064 (Fig. 44). (b) Start seal in bore with light taps from ham-
mer (Fig. 46). Once seal is started, continue tap-
ping seal into bore until installer tool bottoms
against case.
MAINSHAFT
(1) Lubricate mainshaft splines with recommended
transmission fluid.
(2) Slide drive sprocket onto mainshaft.
(3) Slide mode hub onto mainshaft.
(4) Install mode hub retaining ring. Verify that the
retaining ring is fully seated in mainshaft groove.
REAR RETAINER
(1) Apply bead of Mopart Sealer P/N 82300234, or
Loctite™ Ultra Gray, to mating surface of rear Fig. 79 Rear Seal Installation
retainer. Sealer bead should be a maximum of 3/16 1 - SPECIAL TOOL C-4076-B
inch. 2 - SPECIAL TOOL MD-998323
(2) Install rear retainer on rear case. Tighten 3 - TRANSFER CASE
retainer bolts to 20-27 N·m (15-20 ft. lbs.) torque.
(7) Install a new output shaft rear slinger with
(3) Install rear bearing I.D. retaining ring and
Installer 8408, if the vehicle is not equipped with an
spacer on output shaft.
output shaft damper.
(4) Apply liberal quantity of petroleum jelly to new
(8) If the vehicle is equipped with an output shaft
rear seal and to output shaft. Petroleum jelly is
damper, install the output shaft damper as follows:
needed to protect seal lips during installation.
(a) Position the damper weight on the output
(5) Slide seal onto Seal Protector 6992 (Fig. 78).
shaft. Start the damper onto the output shaft
Slide seal protector and seal onto output shaft.
chamfer, being careful to keep the weight square to
(6) Slide Installer C-4076-B onto seal protector
the output shaft. (Fig. 80)
with the recessed side of the tool toward the seal.
Drive seal into rear bearing retainer with Installer
C-4076-B and Handle MD-998323 (Fig. 79).
INSTALLATION
(1) Mount transfer case on a transmission jack.
(2) Secure transfer case to jack with chains.
(3) Position transfer case under vehicle.
(4) Align transfer case and transmission shafts
Fig. 81 Driver Installer 8422 and install transfer case on transmission.
1 - Pulling Screw (5) Install and tighten transfer case attaching nuts
2 - Pulling Screw Nut
3 - Bearing to 35 N·m (26 ft. lbs.) torque (Fig. 2).
4 - Driver Legs (6) Connect vehicle speed sensor wires, and vent
5 -Installer Driver hose.
(7) Connect indicator switch harness to transfer
case switch, if necessary. Secure wire harness to clips
on transfer case.
(8) Align and connect propeller shafts. Refer to
Differential and Driveline for proper procedures and
specifications.
(9) Fill transfer case with correct fluid. Check
transmission fluid level. Correct as necessary.
(10) Install rear crossmember, or skid plate.
Tighten crossmember bolts to 41 N·m (30 ft. lbs.)
torque.
(11) Remove transmission jack and support stand.
(12) Connect shift rod to transfer case range lever.
(13) Adjust transfer case shift linkage.
(14) Lower vehicle and verify transfer case shift
operation.
Fig. 82 Install Damper
1 - Damper
2 - Installer Driver
3 - Pulling Screw Nut
4 - Pulling Screw
TJ TRANSFER CASE - NV231 21 - 221
TRANSFER CASE - NV231 (Continued)
SPECIFICATIONS
TRANSFER CASE - NV231
TORQUE
SPECIAL TOOLS
NV231
Installer - C-4076-B
Installer - MD-998323
21 - 222 TRANSFER CASE - NV231 TJ
TRANSFER CASE - NV231 (Continued)
Remover - L-4454
Cup - 8148
INSTALLATION
(1) Install new front output seal in front case with
Installer Tool 8143-A as follows:
(a) Place new seal on tool. Garter spring on seal
goes toward interior of case.
(b) Start seal in bore with light taps from ham-
mer (Fig. 86). Once seal is started, continue tap-
ping seal into bore until installer tool seats against
case.
Fig. 90 Output Shaft Seal and Protector Fig. 92 Position Damper on Output Shaft
1 - Transfer Case
1 - OUTPUT SHAFT SEAL
2 - Output Shaft
2 - SPECIAL TOOL 6992
3 - Damper Weight
3 - TRANSFER CASE
4 - Chamfer
INSTALLATION
(1) Thoroughly clean adapter flange and adapter
mounting surface in housing. Surfaces must be clean
for proper adapter alignment and speedometer oper-
ation.
(2) Install new O-rings on speed sensor and speed-
ometer adapter (Fig. 98), if necessary.
(3) Lubricate sensor and adapter O-rings with
transmission fluid.
(4) Install vehicle speed sensor in speedometer
adapter. Tighten sensor attaching screw to 2-3 N·m
(15-27 in. lbs.) torque.
(5) Install speedometer pinion in adapter.
(6) Count number of teeth on speedometer pinion.
Do this before installing assembly in housing. Then
lubricate pinion teeth with transmission fluid.
(7) Note index numbers on adapter body (Fig. 99).
Fig. 97 Shift Linkage These numbers will correspond to number of teeth on
1 - TRANSFER CASE SHIFT LEVER SHAFT pinion.
2 - SEAL
3 - TRANSFER CASE SHIFT LEVER ASSEMBLY
(8) Install speedometer assembly in housing.
4 - FLOORPAN (9) Rotate adapter until required range numbers
5 - TRUNNION LOCK BOLT are at 6 o-clock position. Be sure range index num-
6 - SHIFT ROD
7 - ADJUSTING TRUNNION
bers correspond to number of teeth on pinion gear.
8 - TORQUE SHAFT BRACKET
9 - RANGE LEVER
10 - TORQUE SHAFT ROD
11 - TORQUE SHAFT
12 - LINKAGE BRACKET
TJ TRANSFER CASE - NV231 21 - 229
SPEEDOMETER DRIVE ADAPTER (Continued)
Fig. 98 Speedometer
1 - Sensor O-ring 5 - Adapter Clamp
2 - Speedometer Adapter 6 - Vehicle Speed Sensor
3 - Adapter O-ring A - 2-3 N·m (15-27 in. lbs.)
4 - Speedometer Pinion B - 10-12 N·m (90-110 in. lbs.)
(10) Install speedometer adapter clamp and retain- VEHICLE SPEED SENSOR
ing screw. Tighten clamp screw to 10-12 N·m (90-110
in. lbs.) torque.
DESCRIPTION
(11) Connect wires to vehicle speed sensor.
The 3-wire Vehicle Speed Sensor (VSS) is located
(12) Lower vehicle and top off transmission fluid
on the speedometer pinion gear adapter. If equipped
level if necessary.
with 4WD, this adapter is located on the extension
housing of the transfer case (drivers side). If
equipped with 2WD, this adapter is located on the
left side of the transmission extension housing.
OPERATION
The VSS is a 3-circuit (3–wire), magnetic, hall-ef-
fect sensor.
The 3 circuits are:
• A 5-volt power supply from the Powertrain Con-
trol Module (PCM).
• A ground is provided for the sensor though a
low-noise sensor return circuit in the PCM.
• An input to the PCM is used to determine vehi-
cle speed and distance traveled.
The speed sensor generates 8 pulses per sensor
Fig. 99 Location Of Index Numbers On Speedometer revolution. These signals, in conjunction with a
Adapter closed throttle signal from the throttle position sen-
1 - SPEEDOMETER ADAPTER sor, indicate a closed throttle deceleration to the
2 - INDEX NUMBER LOCATION PCM. When the vehicle is stopped at idle, a closed
throttle signal is received by the PCM (but a speed
sensor signal is not received).
21 - 230 TRANSFER CASE - NV231 TJ
VEHICLE SPEED SENSOR (Continued)
Under deceleration conditions, the PCM adjusts
the Idle Air Control (IAC) motor to maintain a
desired MAP value. Under idle conditions, the PCM
adjusts the IAC motor to maintain a desired engine
speed.
REMOVAL
The Vehicle Speed Sensor (VSS) is located on the
speedometer pinion gear adapter. If equipped with
4WD, this adapter is located on the transfer case
extension (left side) (Fig. 100). If equipped with 2WD,
this adapter is located on the extension housing of
the transmission (left side).
INSTALLATION
Fig. 100 VSS Location (1) Clean inside of speedometer pinion gear
1 - SENSOR ELECTRICAL CONNECTOR adapter before installing speed sensor.
2 - SLIDE TAB (2) Install sensor into speedometer gear adapter
3 - 4WD TRANSFER CASE EXTENSION
4 - VEHICLE SPEED SENSOR and install mounting bolt. Before tightening bolt, ver-
5 - RELEASE LOCK ify speed sensor is fully seated (mounted flush) to
speedometer pinion gear adapter.
(1) Raise and support vehicle. (3) Tighten sensor mounting bolt to 2.2 N·m (20 in.
(2) Disconnect electrical connector from sensor by lbs.) torque.
pushing slide tab (Fig. 100). After slide tab has been (4) Connect electrical connector to sensor.
positioned, push in on secondary release lock (Fig.
100) on side of connector and pull connector from
sensor.
TJ TRANSFER CASE - NV241 21 - 231
TABLE OF CONTENTS
page page
SHIFT MECHANISM
The transfer case is operated by an adjustable floor
mounted shift linkage. The transfer case shift lever
is directly attached to the shift sector. The sector
operates the range and mode forks within the trans-
fer case.
A straight line shift pattern is used with a NEU-
TRAL detent. Lever range positions are imprinted in
the shift knob.
SHIFTING
The vehicle must have the transmission placed in
NEUTRAL, or the clutch depressed in the case of a
manual transmission, and be moving less than 2-3
MPH when shifting into the 4L operating range.
Fig. 2 Transfer Case Identification Tag and Fill/Drain
Plugs
DIAGNOSIS AND TESTING - TRANSFER CASE
1 - IDENTIFICATION TAG
2 - FILL PLUG
Before beginning repair on a suspected transfer
3 - DRAIN PLUG case malfunction, check all other driveline compo-
nents beforehand.
OPERATION The actual cause of a problem may be related to
such items as: front hubs, axles, propeller shafts,
OPERATING RANGES wheels and tires, transmission, or clutch instead. If
Transfer case operating ranges are: all other driveline components are in good condition
• 2H (2-wheel drive) and operating properly, refer to the Diagnosis Chart
• 4H (4-wheel drive) for further information.
• 4LO (4-wheel drive low range
The 2H range is for use on any road surface at any
time.
TJ TRANSFER CASE - NV241 21 - 233
TRANSFER CASE - NV241 (Continued)
DIAGNOSIS CHART
Transfer Case difficult to shift or will 1) Vehicle speed too great to permit 1) Stop vehicle and shift into desired
not shift into desired range. shifting. range. Or, reduce speed to below 3-4
km/h (2-3 mph) before attempting the
shift.
Transfer Case noisy in all operating 1) Insufficient or incorrect lubricant. 1) Drain and refill to edge of fill hole
ranges. with MoparT ATF +4, type 9602,
Automatic Transmission fluid.
Noisy in, or jumps out of, four wheel 1) Transfer case not completely 1) With the transmission in
drive low range. engaged in 4L position. NEUTRAL, or the clutch depressed in
the case of a manual transmission
and the vehicle moving under 3-4
km/h (2-3 mph), shift the transfer case
to NEUTRAL and then shift into the
4L position.
Lubricant leaking from output shaft 1) Transfer case overfilled. 1) Drain lubricant to the correct level.
seal or vent.
2) Vent closed or restricted. 2) Clear or replace vent as necessary.
3) Output shaft seals damaged or 3) Replace seal as necessary. Check
installed incorrectly. to ensure that another component, the
propeller shaft slip yoke for example,
is not causing damage to seal.
Abnormal tire wear. 1) Extended operation on hard, dry 1) Operate vehicle in the 2H position
surfaces in the 4H position. on hard, dry surfaces.
21 - 234 TRANSFER CASE - NV241 TJ
TRANSFER CASE - NV241 (Continued)
REMOVAL
(1) Raise and support vehicle.
(2) Remove skid plate, if equipped. (Refer to 13 -
FRAMES & BUMPERS/FRAME/TRANSFER CASE
SKID PLATE - REMOVAL)
(3) Position drain oil container under transfer
case.
(4) Remove transfer case drain plug and drain
lubricant into container.
(5) Disconnect vent hose and vacuum harness at
transfer case switch.
(6) Disconnect shift rod from grommet in transfer
case shift lever, or from floor shift arm whichever
provides easy access. Use channel lock style pliers to
press rod out of lever grommet.
(7) Support transmission with jack stand.
(8) Remove rear crossmember. Fig. 3 Rear Companion Flange Nut Removal
(9) Mark front and rear propeller shafts for assem- 1 - TRANSFER CASE
bly reference. 2 - HOLDER 6719
3 - COMPANION FLANGE
(10) Remove front and rear propeller shafts. (Refer 4 - BOLTS
to 3 - DIFFERENTIAL & DRIVELINE/PROPELLER
SHAFT/PROPELLER SHAFT - REMOVAL) (4) There is a seal slinger located on the rear of
(11) Support transfer case with suitable jack. the companion flange that can be replaced if neces-
Secure transfer case to jack with safety chains. sary. Use a suitable cold chisel to strike the slinger
(12) Remove nuts attaching transfer case to trans- hub parallel to the centerline in several spots to
mission. expand the slinger hub. A new slinger can be driven
(13) Move transfer case assembly rearward until onto the flange hub using a suitable pipe tool.
free of transmission output shaft. (5) Remove the speedometer sensor bolt (Fig. 4).
(14) Lower jack and move transfer case from
under vehicle.
DISASSEMBLY
Position transfer case in a shallow drain pan.
Remove drain plug and drain any remaining lubri-
cant remaining in case.
(7) Remove rear extension bolts (Fig. 6). Fig. 7 Rear Extension Removal
1 - TRANSFER CASE
2 - EXTENSION HOUSING
SHIFT FORKS/HUBS/SLEEVES
Check condition of the shift forks and mode fork
shift rail. Minor nicks on the shift rail can be
smoothed with 320-400 grit emery cloth.
Inspect the shift fork wear pads. The mode and
range fork pads are serviceable and can be replaced
if necessary.
Check both of the sleeves for wear or damage,
especially on the interior teeth. Replace the sleeves if
wear or damage is evident.
DRIVE CHAIN
Examine the drive chain and shaft bearings.
replace the chain if stretched, distorted, or if any of
the links bind. Replace the bearings if rough, or
Fig. 45 Rear Output Bearing Removal noisy.
1 - REAR CASE HALF
2 - HANDLE C-4171
LOW RANGE ANNULUS GEAR
3 - INSTALLER 8239 Inspect annulus gear condition carefully. The gear
can be serviced separately.
CLEANING
Clean the transfer case parts with a standard FRONT-REAR CASES
parts cleaning solvent. Remove all traces of sealer Inspect the cases for wear and damage. Replace
from the cases and retainers with a scraper and the input retainer seal, do not reuse it.
3M™ all purpose cleaner. Use compressed air to Check case condition. If leaks were a problem, look
remove solvent residue from oil feed passages in the for gouges and severe scoring of case sealing sur-
case halves, retainers, gears, and shafts. faces. Also make sure the front case mounting studs
are in good condition.
INSPECTION Check the front case mounting studs and vent
tube. The tube can be secured with Loctite™ 271 or
MAINSHAFT/SPROCKET/HUB 680 if loose. The stud threads can be cleaned up with
Inspect the splines on the hub and shaft and the a die if necessary. Also check condition of the fill/
teeth on the sprocket. Minor nicks and scratches can drain plug threads in the rear case. The threads can
be smoothed with an oilstone, however, replace any be repaired with a thread chaser or tap if necessary.
part that is damaged. Or the threads can be repaired with Helicoil™ stain-
Check the contact surfaces in the sprocket bore less steel inserts if required.
and on the mainshaft. Minor nicks and scratches can
be smoothed with 320-400 grit emery cloth but do not OIL PUMP/OIL PICKUP
try to salvage the shaft if nicks or wear is severe. Examine the oil pump pickup parts. Replace the
pump if any evidence of debris or damage exists. Do
INPUT GEAR AND PLANETARY CARRIER not disassemble the pump from the rear case half as
Check the teeth on the gear. Minor nicks can be individual parts are not available and it will not be
dressed off with an oilstone but replace the gear if possible to reassemble the pump cover to the rear
any teeth are broken, cracked, or chipped. The bear- case half. The pump is only available as part of the
ing surface on the gear can be smoothed with rear case half assembly. The pickup screen, hose, and
300-400 grit emery cloth if necessary. tube are the only serviceable parts and are available
Examine the carrier body and pinion gears for separately.
wear or damage. The carrier will have to be replaced
as an assembly if the body, pinion pins, or pinion
gears are damaged. Inspect the plastic washer on the
inside, bottom of the planetary carrier. The washer is
trapped by the pinion gears and the complete plane-
21 - 246 TRANSFER CASE - NV241 TJ
TRANSFER CASE - NV241 (Continued)
ASSEMBLY
BEARINGS AND SEALS
(1) Position the input gear bearing in the input
retainer bearing bore. Spread the snap-ring captured
in the retainer with suitable snap-ring pliers and
press the bearing into place. Verify that the snap-
ring has engaged the groove in the bearing.
(2) Start front output shaft bearing in case (Fig.
46). Then seat bearing with Handle C-4171 and
Installer 6953.
(13) Install 4-5 rear case-to front case bolts to hold YOKE
rear case in position. Tighten bolts snug but not to (1) Install yoke seal onto front shaft (Fig. 83).
specified torque at this time.
REAR EXTENSION
(1) Clean mating surfaces of transfer case housing
and the rear retainer of any original gasket material.
(2) Apply bead of Mopart Gasket Maker, or equiv-
alent, to mating surface of rear case. Keep sealer
bead width to maximum of 3/16 inch. Do not use
excessive amount of sealer as excess will be displaced
into case interior.
(3) Install the tone wheel dowel pin (Fig. 85) into
the output shaft.
(4) Install the speedometer sensor tone wheel (Fig.
86) onto the output shaft with the notch in the tone
wheel inner diameter toward the front of the transfer
case. Make sure the notch fits over the dowel pin in Fig. 86 Speedometer Sensor Tone Wheel Installation
the output shaft and the tone wheel is against the 1 - TRANSFER CASE
rear output shaft bearing inner race. 2 - OUPUT SHAFT
3 - SENSOR TONE WHEEL
TJ TRANSFER CASE - NV241 21 - 257
TRANSFER CASE - NV241 (Continued)
(5) Align and install rear extension on rear case (7) Install new seal in rear extension housing with
(Fig. 87). Installer 9041 and Handle C-4171.
(6) Apply Mopart Silicone Sealer to threads of rear (8) Install the speedometer sensor (Fig. 89) into
extension bolts. Then install extension bolts (Fig. 88). the extension housing.
Tighten the extension bolts to 16-25 N·m (12-18 (9) Install the speedometer sensor bolt (Fig. 90).
ft.lbs.). Tighten the bolt to 11-16 N·m (8-12 ft.lbs.).
Fig. 88 Rear Extension Bolt Installation Fig. 90 Speedometer Sensor Bolt Installation
1 - EXTENSION HOUSING 1 - EXTENSION HOUSING
2 - BOLTS 2 - BOLT
3 - SPEEDOMETER SENSOR
21 - 258 TRANSFER CASE - NV241 TJ
TRANSFER CASE - NV241 (Continued)
(10) Install the rear companion flange onto the
output shaft.
(11) Install bolts into two threaded holes in the
rear propeller shaft companion flange 180° apart
(Fig. 91).
(12) Place the Holder 6719 (Fig. 91) over the two
bolts and use the Holder to install a new rear com-
panion flange nut. Never re-use the companion
flange nut once it has been installed. Tighten the
companion flange nut to 122-176 N·m (90-130 ft.lbs.).
INSTALLATION
(1) Align and seat transfer case on transmission.
Be sure transfer case input gear splines are aligned
with transmission output shaft. Align splines by
rotating transfer case rear output shaft yoke if nec-
essary. Do not install any transfer case attaching Fig. 91 Rear Companion Flange Nut Removal
nuts until the transfer case is completely seated
1 - TRANSFER CASE
against the transmission. 2 - HOLDER 6719
(2) Install and tighten transfer case attaching 3 - COMPANION FLANGE
nuts. Tighten nuts to 30-41 N·m (20-30 ft.lbs.). 4 - BOLTS
(3) Install rear crossmember.
(8) Adjust shift linkage, if necessary.
(4) Remove jack stand from under transmission.
(9) Fill transfer case with recommended transmis-
(5) Align and connect propeller shafts. (Refer to 3 -
sion fluid and install fill plug.
DIFFERENTIAL & DRIVELINE/PROPELLER
(10) Install skid plate, if equipped. (Refer to 13 -
SHAFT/PROPELLER SHAFT - INSTALLATION)
FRAMES & BUMPERS/FRAME/TRANSFER CASE
(6) Connect vacuum harness and vent hose.
SKID PLATE - INSTALLATION)
(7) Connect shift rod to transfer case lever or floor
(11) Lower vehicle
shift arm. Use channel lock style pliers to press rod
back into lever grommet.
SPECIFICATIONS
SPECIAL TOOLS
TRANSFER CASE - NV241
Puller - C-452
Cup - 8148
Remover - L-4454
Remover - 8240
INSTALLATION
(1) Clean fluid residue from sealing surface and
inspect for defects.
(2) Using Installer 9041 and Handle C-4171,
Fig. 93 Transfer Case Identification Tag and
install seal in rear extension (Fig. 92).
Fill/Drain Plugs
1 - IDENTIFICATION TAG
2 - FILL PLUG
3 - DRAIN PLUG
FLUID
STANDARD PROCEDURE - FLUID DRAIN AND
FILL
The fill and drain plugs are both in the rear case
(Fig. 93). Correct fill level is to the bottom edge of Fig. 94 Front Yoke Nut Removal
the fill plug hole. Be sure the vehicle is level to 1 - TRANSFER CASE
ensure an accurate fluid level check. 2 - HOLDER 6958
3 - FRONT YOKE
21 - 262 TRANSFER CASE - NV241 TJ
FRONT OUTPUT SHAFT SEAL (Continued)
(5) Remove yoke from output shaft (Fig. 95). Use
puller C-452 if flange can not be removed by hand.
(6) Remove yoke rubber seal from front output
shaft (Fig. 96).
Fig. 96 Yoke Seal Removal Fig. 98 Installing Flange Seal On Front Shaft
1 - FRONT OUTPUT SHAFT
1 - FLANGE SEAL
2 - FLANGE SEAL
INSTALLATION
(1) Install new front output seal in front case with
Installer Tool 9041 and Handle C-4171 (Fig. 97).
(2) Install yoke seal on front output shaft (Fig. 98).
(3) Install yoke on front output shaft (Fig. 99).
Install a new yoke nut onto the front output shaft.
OPERATION
During normal vehicle operation, the Powertrain
Control Module (PCM) monitors the transfer case
Fig. 100 Front Yoke Nut Installation position sensor return voltage to determine the oper-
ating mode of the transfer case. Refer to the Operat-
1 - TRANSFER CASE
2 - HOLDER 6958 ing Mode Versus Resistance table for the correct
3 - FRONT YOKE resistance for each position (Fig. 101).
REMOVAL
(1) Raise and support the vehicle.
(2) Disengage the transfer case position sensor
connector from the position sensor.
(3) Remove the position sensor from the transfer
case.
INSTALLATION
(1) Inspect the o-ring seal on the transfer case
position sensor. Replace the o-ring if necessary.
(2) Install the transfer case position sensor into
the transfer case. Torque the sensor to 20-34 N·m
(15-25 ft.lbs.).
(3) Engage the transfer case position sensor con-
nector to the position sensor.
(4) Lower vehicle.
Fig. 101 Position Sensor Linear Movement
(5) Verify proper sensor operation.
1 - POSITION 1 - 10mm ±0.5mm
2 - POSITION 2 - 12mm ±0.5mm
3 - POSITION 3 - 14mm ±0.5mm
4 - POSITION 4 - 16mm ±0.5mm
5 - POSITION 5 - 18mm ±0.5mm
6 - POSITION 6 - 20mm±0.5mm - FULL EXTENSION
21 - 264 TRANSFER CASE - NV241 TJ
TIRES/WHEELS
TABLE OF CONTENTS
page page
WARNING: OVER OR UNDER INFLATED TIRES CAN DIAGNOSIS AND TESTING - PRESSURE
AFFECT VEHICLE HANDLING AND TREAD WEAR. GAUGES
THIS MAY CAUSE THE TIRE TO FAIL SUDDENLY, A quality air pressure gauge is recommended to
RESULTING IN LOSS OF VEHICLE CONTROL. check tire pressure. After checking the air pressure,
replace valve cap finger tight.
DESCRIPTION - TIRE PRESSURE FOR HIGH DIAGNOSIS AND TESTING - TREAD WEAR
SPEED INDICATORS
Where speed limits allow the vehicle to be driven Tread wear indicators are molded into the bottom
at high speeds, correct tire inflation pressure is very of the tread grooves. When tread depth is 1.6 mm
important. For speeds up to and including 120 km/h (1/16 in.), the tread wear indicators will appear as a
(75 mph), tires must be inflated to the pressures 13 mm (1/2 in.) band (Fig. 14).
shown on the tire placard. For continuous speeds in Tire replacement is necessary when indicators
excess of 120 km/h (75 mph), tires must be inflated appear in two or more grooves or if localized balding
to the maximum pressure specified on the tire side- occurs.
wall.
Vehicles loaded to the maximum capacity should
not be driven at continuous speeds above 75 mph
(120 km/h).
For emergency vehicles that are driven at speeds
over 90 mph (144 km/h), special high speed tires
must be used. Consult tire manufacturer for correct
inflation pressure recommendations.
STANDARD PROCEDURE - REPAIRING LEAKS To remove the protective coating, apply warm
For proper repairing, a radial tire must be removed water and let it soak for a few minutes. Afterwards,
from the wheel. Repairs should only be made if the scrub the coating away with a soft bristle brush.
defect, or puncture, is in the tread area (Fig. 17). The Steam cleaning may also be used to remove the coat-
tire should be replaced if the puncture is located in ing.
the sidewall.
NOTE: DO NOT use gasoline, mineral oil, oil-based
Deflate tire completely before removing the tire
solvent or a wire brush for cleaning.
from the wheel. Use lubrication such as a mild soap
solution when dismounting or mounting tire. Use
tools free of burrs or sharp edges which could dam-
age the tire or wheel rim. SPECIFICATIONS
Before mounting tire on wheel, make sure all rust
is removed from the rim bead and repaint if neces- TIRE SIZE
sary.
Install wheel on vehicle, and tighten to proper
DESCRIPTION SPECIFICATION
torque specification. (Refer to 22 - TIRES/WHEELS/
WHEELS - STANDARD PROCEDURE). TIRE P215/75R15
TIRE P225/75R15
TIRE LT245/75R16
TIRE 30x9.50R15
SPARE TIRE
DESCRIPTION
DESCRIPTION - SPARE/TEMPORARY
The temporary spare tire is designed for emer-
gency use only. The original tire should be repaired
or replaced at the first opportunity, then reinstalled.
Do not exceed speeds of 50 M.P.H. when using the
temporary spare tire. Refer to Owner’s Manual for
complete details.
SPECIFICATIONS
TORQUE CHART
TORQUE SPECIFICATIONS
STUDS
REMOVAL
(1) Raise and support vehicle.
(2) Remove wheel and tire assembly.
(3) Remove brake caliper, caliper adapter and
rotor, (Refer to 5 - BRAKES/HYDRAULIC/MECHAN-
ICAL/ROTORS - REMOVAL).
(4) Remove stud from hub with Remover C-4150A
(Fig. 22).
INSTALLATION
(1) Install new stud into hub flange.
(2) Install three washers onto stud, then install
lug nut with the flat side of the nut against the
washers.
(3) Tighten lug nut until the stud is pulled into Fig. 22 Wheel Stud Removal
the hub flange. Verify that the stud is properly 1 - REMOVER
2 - WHEEL STUD
seated into the flange.
(4) Remove lug nut and washers.
- TIRES/WHEELS/WHEELS - STANDARD PROCE-
(5) Install the brake rotor, caliper adapter, and cal-
DURE).
iper, (Refer to 5 - BRAKES/HYDRAULIC/MECHAN-
(7) Remove support and lower vehicle.
ICAL/ROTORS - INSTALLATION).
(6) Install wheel and tire assembly, use new lug
nut on stud or studs that were replaced. (Refer to 22
TJ BODY 23 - 1
BODY
TABLE OF CONTENTS
page page
BODY TAILGATE . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . 12
WARNING FULL DOOR . . . . . . . . .. . . . . . . . . . . . . . . . . . . 17
SAFETY PRECAUTIONS AND WARNINGS . . . 1 HALF DOOR . . . . . . . . .. . . . . . . . . . . . . . . . . . . 23
STANDARD PROCEDURE EXTERIOR ......... .. . . . . . . . . . . . . . . . . . . 26
STANDARD PROCEDURE - BODY HOOD . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . 34
LUBRICATION . . . . . . . . . . . . . . . . . . . . . . . . . 1 INSTRUMENT PANEL . .. . . . . . . . . . . . . . . . . . . 36
STANDARD PROCEDURE - PLASTIC BODY INTERIOR . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . 51
PANEL REPAIR . . . . . . . . . . . . . . . . . . . . . . . . 2 PAINT . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . 61
STANDARD PROCEDURE - BUZZ, SQUEAK REMOVEABLE TOP .. .. . . . . . . . . . . . . . . . . . . 63
& RATTLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 SEATS ............ .. . . . . . . . . . . . . . . . . . . 68
SPECIFICATIONS - TORQUE . . . . . . . . . . . . . . 10 STATIONARY GLASS . .. . . . . . . . . . . . . . . . . . . 77
SPECIAL TOOLS WEATHERSTRIP/SEALS . . . . . . . . . . . . . . . . . . . 82
BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 BODY STRUCTURE .. .. . . . . . . . . . . . . . . . . . . 86
Semi-Rigid Plastics:
Examples of semi-rigid plastic use: Interior Panels,
Under Hood Panels, and other Body Trim Panels.
TJ BODY 23 - 3
BODY (Continued)
RIGID, SEMI-RIGID, AND FLEXIBLE PLASTIC PARTS TYPES
PATCHING PANELS
An panel that has extensive puncture type damage
can be repaired by cutting out the damaged material
(Fig. 7). Use a suitable reciprocating saw or cut off
wheel to remove the section of the panel that is dam-
aged. The piece cut out can be used as a template to
Fig. 5 FIBERGLASS TAPE shape the new patch. It is not necessary to have
VISUAL INSPECTION access to the back of the panel to install a patch.
Composite materials can mask the severity of an Bevel edges of cutout at 20 degrees to expose a larger
accident. Adhesive bond lines, interior structure of bonding area on the outer side. This will allow for an
the doors, and steel structures need to be inspected increased reinforcement areas.
carefully to get a true damage assessment. Close
inspection may require partial removal of interior PANEL PATCH FABRICATIONS
trim or inner panels. A patch can be fabricated from any rigid fiberglass
Identify the type of repair: Puncture or Crack - panel that has comparable contour with the repair
Damage that has penetrated completely through the area. Lift gates and fenders can be used to supply
panel. Damage is confined to one general area; a patch material. If existing material is not available
panel section is not required. However, a backer or compatible, a patch can be constructed with adhe-
panel, open fiberglass tape, or matted material must sive and reinforcement mesh (dry wall tape). Perform
be bonded from behind (Fig. 7) (Fig. 6). the following operation if required:
TJ BODY 23 - 7
BODY (Continued)
PANEL PATCH INSTALLATION
(1) Make a paper or cardboard pattern the size
and shape of the cutout hole in the panel.
(2) Trim 3 mm (0.125 in.) from edges of pattern so
patch will have a gap between connecting surfaces.
(3) Using the pattern as a guide, cut the patch to
size.
(4) Cut scrap pieces of patch material into 50 mm
(2 in.) squares to use as patch supports to sustain
the patch in the cutout.
(5) Drill 4 mm (0.160 in.) holes 13 mm (0.5 in.) in
from edge of cutout hole (Fig. 7).
(6) Drill 4 mm (0.160 in.) holes 13 mm (0.5 in.)
away from edge of patch across from holes drilled
around cutout.
Fig. 7 DAMAGED PANEL CUTOUT AND PATCH (7) Drill 3 mm (0.125 in.) holes in the support
1 - CUTOUT squares 13 mm (0.5 in.) from the edge in the center
2 - DAMAGED BODY PANEL
3 - 4 MM (0.160 IN.) HOLES
of one side.
4 - PATCH CUT TO SIZE (8) Scuff the backside of the body panel around the
cutout hole with a scuff pad or sandpaper.
(1) Cover waxed paper or plastic with adhesive (9) Mix enough adhesive to cover one side of all
backed nylon mesh (dry wall tape) larger than the support squares.
patch required (Fig. 8). (10) Apply adhesive to cover one side of all support
(2) Tape waxed paper or plastic sheet with mesh to squares.
a surface that has a compatible contour to the repair (11) Using number 8 sheet metal screws, secure
area. support squares to back side of body panel with
(3) Apply a liberal coat of adhesive over the rein- adhesive sandwiched between the panel and squares
forcement mesh (Fig. 8). If necessary apply a second (Fig. 9).
or third coat of adhesive and mesh after first coat
has cured. The thickness of the patch should be the
same as the repair area.
(4) After patch has cured, peel waxed paper or
plastic from the back of the patch.
(5) If desired, a thin film coat of adhesive can be
applied to the back of the patch to cover mesh for
added strength.
SPECIFICATIONS - TORQUE
TORQUE SPECIFICATIONS
SPECIAL TOOLS
BODY
TAILGATE
TABLE OF CONTENTS
page page
INSTALLATION
NOTE: Hinges may be serviced individually. If both
Fig. 1 TAILGATE OUTSIDE HANDLE are to be serviced, remove/install hinges one at a
1 - OUTSIDE HANDLE time.
2 - SEAL
3 - TAILGATE (1) Prepare and paint the replacement hinge to
match the body paint color.
TJ TAILGATE 23 - 13
TAILGATE HINGE (Continued)
LIFTGATE GLASS
LIFTGATE GLASS
REMOVAL WEATHERSTRIP
(1) Disconnect the rear defroster harness connec-
tors. DESCRIPTION
(2) Disconnect the wiper motor harness connectors. The liftgate glass weatherstrip is attached to the
liftgate glass and is not serviceable. If the liftgate
WARNING: DO NOT REMOVE THE LIFTGATE SUP-
glass weatherstrip needs to be replaced, replace the
PORT RODS WITH THE LIFTGATE CLOSED. THE
liftgate glass. (Refer to 23 - BODY/LIFTGATE
SUPPORT ROD PISTONS ARE OPERATED BY HIGH
GLASS - REMOVAL)
PRESSURE GAS AND COULD CAUSE PERSONAL
INJURY AND/OR VEHICLE DAMAGE IF THEY ARE
REMOVED WITH THE PISTONS COMPRESSED TAILGATE LOCK CYLINDER
(LIFTGATE CLOSED). ONCE REMOVED, DO NOT
ATTEMPT TO DISASSEMBLE OR REPAIR THE SUP-
REMOVAL
PORT RODS.
(1) Open the tailgate.
(3) Open the tailgate and liftgate. (2) Remove the latch cover.
(4) Remove support rod cylinders. (Refer to 23 - (3) Remove the lock cylinder retainer clip.
BODY/TAILGATE/SUPPORT CYLINDER - (4) Remove the lock cylinder from the tailgate
REMOVAL) opening.
(5) Remove the bolts attaching the liftgate hinge to
the hardtop (Fig. 5). INSTALLATION
(6) Separate the liftgate glass from the hard top. (1) Position the lock cylinder in the tailgate opening.
(2) Connect the lock cylinder to latch rod.
(3) Install the lock cylinder retainer clip.
(4) Install the latch cover.
TJ TAILGATE 23 - 15
(1) Open and support the liftgate glass. Fig. 7 SUPPORT ROD CYLINDER REMOVAL
(2) Release the support rod cylinder retaining clips
1 - REAR WINDOW LIFT GLASS
at both ends of each support rod cylinder. (Fig. 6) 2 - SUPPORT CYLINDER
(3) Pull the support rods off the ball studs (Fig. 7).
(2) Install the support rod cylinder retainer clips.
TAILGATE
REMOVAL
(1) Remove the spare tire.
(2) Open the tailgate and remove the center high
mounted stop lamp (CHMSL) contact cover (Fig. 8).
(3) Disengage the CHMSL electrical connectors.
(4) Remove the screws that attach the tailgate
hinge to the tailgate.
(5) Separate the tailgate from the vehicle.
INSTALLATION
(1) Position the support rod cylinders on the ball
studs.
INSTALLATION ADJUSTMENTS
NOTE: If necessary, transfer tailgate related compo- ADJUSTMENT
nents. (1) Loosen the tailgate hinge-to-body screws.
(2) Align the tailgate in the body opening and
(1) Install the screws that attach the tailgate tighten the hinge screws. (Refer to 23 - BODY/BODY
hinge to the tailgate. STRUCTURE/GAP AND FLUSH - SPECIFICA-
(2) Engage the CHMSL electrical connectors.
TIONS)
(3) Install the CHMSL contact cover.
(4) Close the tailgate and install the spare tire.
TJ FULL DOOR 23 - 17
FULL DOOR
TABLE OF CONTENTS
page page
DOOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 20
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 INSIDE HANDLE ACTUATOR
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 17 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
ADJUSTMENTS INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 21
ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . 17 LATCH
DOOR GLASS REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 21
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 18 LATCH STRIKER
WINDOW REGULATOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 22
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 18 LOCK CYLINDER
EXTERIOR HANDLE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 22
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 19 TRIM PANEL
GLASS RUN CHANNEL REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 22
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 20
HINGE
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
DOOR INSTALLATION
(1) Position the door in the hinge and install the
REMOVAL nuts.
(1) Open the door. (2) Connect the door restraint strap at the pin.
(2) Disconnect the door restraint strap from the
pin (Fig. 1).
ADJUSTMENTS
(3) Remove the nuts at the door hinge pivots and
lift the door from the body.
ADJUSTMENT
The doors are adjusted at the hinge attaching loca-
tions on either the body or the door. Enlarged holes
are located in the body (lower hinge only) for fore, aft
and tilt adjustments. Enlarged holes are also located
in the door (upper and lower hinges) for up, down,
fore, aft and tilt adjustments.
Prior to door adjustment or alignment, the door
latch must be removed to allow the door to close
freely and be properly aligned.
The door latch striker should be adjusted in or out
to allow the door latch to be fully engaged. The door
should be flush with the adjacent body panels.
INSTALLATION
(1) Position the regulator in the door.
(2) Align regulator bolts into slotted holes.
(3) Install bolts attaching regulator to the inner
Fig. 3 DOOR SAIL REMOVAL door panel.
1 - DOOR FRAME (4) Tighten the bolts in the slotted holes.
2 - TRIM STICK (5) Install door glass. (Refer to 23 - BODY/FULL
3 - DOOR SAIL
DOOR/DOOR GLASS - INSTALLATION)
TJ FULL DOOR 23 - 19
WINDOW REGULATOR (Continued)
EXTERIOR HANDLE
Fig. 6 GRAB HANDLE SUPPORT BRACKET
REMOVAL
1 - FULL DOOR
(1) Remove the door trim panel. (Refer to 23 - 2 - GRAB HANDLE BRACKET
BODY/FULL DOOR/TRIM PANEL - REMOVAL) 3 - TRIM PANEL
(2) Position the window in the full upward posi- 4 - NUT
tion.
(3) Remove the grab handle support bracket (Fig.
6).
(4) Peel back the waterdam from the door inner
panel to access the door latch.
(5) Disconnect from the latch, the inside lock knob
to latch rod and, the outside release handle to latch
rod.
(6) Disengage tail of retainer from handle keeper.
(7) Using a long flat blade, tap the handle keepers
upward and remove from the door handle (Fig. 7).
(8) Remove the latch release rod from the door
handle.
(9) Separate the handle and gasket from the door.
INSTALLATION
(1) Engage the latch release rod to the door han- Fig. 7 OUTSIDE DOOR HANDLE REMOVAL
dle.
1 - TAIL
(2) Position the gasket and handle in the door. 2 - OUTSIDE HANDLE
(3) Slide the keepers into the door handle from the 3 - RETAINER
top. 4 - HANDLE KEEPER
5 - DOOR
(4) Lower the window.
(5) Using a long flat blade, lightly tap the handle (9) Install the grab handle support bracket.
keepers downward to secure the handle. The tail of (10) Install the door trim panel. (Refer to 23 -
the retainer must be positioned on the 2nd or 3rd BODY/FULL DOOR/TRIM PANEL - INSTALLA-
step from the bottom on the handle keeper. TION)
(6) Raise the window.
(7) Connect to the latch, the inside lock knob to
latch rod and, the outside release handle to latch rod.
(8) Reposition the waterdam
23 - 20 FULL DOOR TJ
INSTALLATION
Fig. 9 FULL DOOR HINGE
NOTE: Applying a small amount of lubricant to the 1 - HINGE HALF
weatherstrip may ease the installation. 2 - HINGE HALF
3 - TAPPING PLATE
4 - HINGE HALF
(1) Position the weatherstrip in the lower door 5 - HINGE HALF
channels and press into place.
(2) Install the door glass. (Refer to 23 - BODY/ INSTALLATION
FULL DOOR/DOOR GLASS - INSTALLATION)
(1) Clean the replacement hinge with an appropri-
(3) Position the weatherstrip in the window open-
ate solvent and dry it with compressed air.
ing frame and press into place.
(2) Paint the hinge to match the vehicle body.
NOTE: Ensure that the glass is seated properly. (3) Lubricate the hinge with spray lubricant.
Improperly seated door glass will result in high (4) Position the hinge on the door, align carefully
glass roll-up/roll-down effort. with the wax pencil installation alignment reference
marks, and install the screws.
TJ FULL DOOR 23 - 21
HINGE (Continued)
(5) Position the hinge on the vehicle body. Align LATCH
the wax pencil marks installation alignment refer-
ence marks. Install the screws.
REMOVAL
(6) Install the door. (Refer to 23 - BODY/FULL
(1) Remove trim panel. (Refer to 23 - BODY/FULL
DOOR/DOOR - INSTALLATION)
DOOR/TRIM PANEL - REMOVAL)
(7) Inspect the windshield alignment after hinge
(2) Roll window to full upward position.
installation.
(3) Disconnect the lock cylinder to latch rod. (Fig.
(8) Inspect the door alignment and adjust, if nec-
11)
essary. (Refer to 23 - BODY/FULL DOOR/DOOR -
(4) Disconnect the lock knob to latch rod.
ADJUSTMENTS)
(5) Disconnect the outside handle to latch release
rod.
INSIDE HANDLE ACTUATOR (6) Remove the screws attaching the latch to the
door.
(7) Lower the latch in the door and disconnect the
REMOVAL
inside handle to latch rod.
(1) Remove the torx screw attaching the inside
(8) Remove the latch from the door.
handle to the door.
(2) Carefully pull the handle from the door.
(3) Disconnect the latch rods from the handle (Fig.
10).
INSTALLATION
(1) Position the striker and the spacer on the body.
(2) Install the screws attaching the striker and
spacer to the body.
LOCK CYLINDER
REMOVAL Fig. 13 FULL
(1) Remove trim panel. (Refer to 23 - BODY/FULL 1 - FULL DOOR
DOOR/TRIM PANEL - REMOVAL) 2 - GRAB HANDLE BRACKET
(2) Peel back waterdam. 3 - TRIM PANEL
4 - NUT
(3) Disconnect lock cylinder to latch rod.
(4) Remove lock cylinder retaining clip.
(5) Remove the lock cylinder from the door.
INSTALLATION
(1) Position the trim panel on the door.
(2) Press the push-in fasteners attaching trim
INSTALLATION
panel to door into place.
(1) Install the lock cylinder in the door.
(3) Install the screws attaching trim panel to door.
(2) Install lock cylinder retaining clip.
(4) Position the clip on regulator handle and
(3) Connect lock cylinder to latch rod.
install the handle on the regulator.
(4) Secure the waterdam to the door.
(5) Install trim panel. (Refer to 23 - BODY/FULL
DOOR/LOCK CYLINDER - INSTALLATION)
TJ HALF DOOR 23 - 23
HALF DOOR
TABLE OF CONTENTS
page page
DOOR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 24
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 LATCH
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 23 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
WINDOW INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 25
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 LATCH STRIKER
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 23 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
EXTERIOR HANDLE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 25
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 LOCK CYLINDER
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 24 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
HINGE INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 25
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 24 TRIM PANEL
INSIDE HANDLE ACTUATOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 25
DOOR WINDOW
REMOVAL REMOVAL
(1) Open the door. (1) Open the door.
(2) Disconnect the door restraint strap from the (2) Grasp the window at both front and rear edges
pin (Fig. 1). and firmly lift upward (Fig. 2).
(3) Remove the nuts at the door hinge pivots and
lift the door from the body.
EXTERIOR HANDLE
REMOVAL
(1) Remove trim panel. (Refer to 23 - BODY/HALF
DOOR/TRIM PANEL - REMOVAL)
(2) Disconnect the outside handle to latch rod.
(3) Remove screws attaching the outside handle to
the door.
(4) Separate the outside handle and seal from the
door.
INSTALLATION
(1) Position the outside handle and seal in the
door.
(2) Install screws attaching the outside handle to
the door.
Fig. 3 INSIDE HANDLE ACTUATOR
(3) Connect the outside handle to latch rod.
(4) Install trim panel. (Refer to 23 - BODY/HALF 1 - LOCK KNOB TO LATCH ROD
2 - U-NUT
DOOR/TRIM PANEL - INSTALLATION) 3 - HALF DOOR TRIM PANEL
4 - INSIDE RELEASE HANDLE TO LATCH ROD
INSTALLATION
(1) Connect the latch rods to the handle.
(2) Position handle and seal in door.
(3) Install the torx screw attaching the inside han-
dle the to door.
Fig. 4 HALF DOOR LATCH RODS
LATCH 1 - LOCK CYLINDER
2 - HALF DOOR
3 - HALF DOOR
REMOVAL 4 - LATCH
(1) Remove trim panel. (Refer to 23 - BODY/HALF 5 - LOCK CYLINDER TO LATCH ROD
6 - LOCK CYLINDER
DOOR/TRIM PANEL - REMOVAL) 7 - RETAINER
(2) Disconnect the lock cylinder to latch rod (Fig. 8 - OUTSIDE HANDLE
4). 9 - INSIDE HANDLE TO LATCH ROD
10 - INSIDE LOCK TO LATCH ROD
(3) Disconnect the lock knob to latch rod.
(4) Disconnect the outside handle to latch rod.
TJ HALF DOOR 23 - 25
LATCH (Continued)
EXTERIOR
TABLE OF CONTENTS
page page
(11) Position the high pressure air conditioning (5) Remove the bolts attaching the ABS Hydraulic
line into the retainer on the fender. Engage the Control Unit (HCU) to the support tray.
retainer to secure. (6) Secure the HCU.
(12) Position the PDC on the fender and install the (7) Remove the HCU tray.
bolts. (8) Disengage the front end lighting wire harness
(13) Position the PDC wire harness into the retainers on the fender.
retainers on the fender and battery tray. Engage the (9) Disengage the headlamp wire connector.
retainers to secure. (10) Route the fog lamp (if equipped), park lamp
(14) Install the air cleaner housing. and side marker wire harness through the access
(15) Install the battery tray. (Refer to 8 - ELEC- hole in the fender well.
TRICAL/BATTERY SYSTEM/TRAY - INSTALLA- (11) Remove the bolts attaching the fender to the
TION) cowl (Fig. 3).
(12) Remove the bolts attaching the fender to the
HCU tray reinforcement bracket.
LEFT FRONT FENDER (13) Remove the bolts attaching the fender to the
grille.
REMOVAL (14) Separate the fender from the vehicle.
(1) Disconnect the negative terminal on the bat-
tery. (Refer to 8 - ELECTRICAL/BATTERY SYSTEM/ INSTALLATION
CABLES - REMOVAL) Transfer all related components. Replace harness
(2) Remove the windshield washer reservoir. retainers if damaged.
(3) Remove horns. (Refer to 8 - ELECTRICAL/ (1) Position the fender on the vehicle.
HORN/HORN - REMOVAL) (2) Install the bolts attaching the fender to the
(4) Remove EVAP canister. grille.
TJ EXTERIOR 23 - 29
LEFT FRONT FENDER (Continued)
(3) Position the front end lighting wire harness RADIATOR GRILLE PANEL
into the retainers on the fender. Engage the retainers
to secure.
REMOVAL
(4) Install the bolts attaching the fender to the
(1) Remove the front crossmember cover.
HCU tray reinforcement bracket.
(2) Remove the crossmember valence cover.
(5) Install the bolts attaching the fender to the
(3) Remove the radiator overflow bottle.
cowl.
(4) Remove the bolts that attach the radiator and
(6) If equipped, install the body side molding.
shroud from the grille panel.
(7) Route the fog lamp (if equipped), park lamp
(5) If A/C equipped:
and side marker wire harness through the access
(a) Evacuate the system.
hole in the fender well. Seat the grommet.
(b) Disconnect the high and low pressure lines
(8) Engage the headlamp wire connector.
at the quick disconnect couplings.
(9) Install the HCU tray.
(c) Cover (cap) the lines to prevent contamina-
(10) Position the HCU on the support tray and
tion.
install the bolts.
(6) Remove the bolts attaching the radiator sup-
(11) Install EVAP canister.
port rods to the grille panel.
(12) Install horns. (Refer to 8 - ELECTRICAL/
(7) Disconnect the head lamp, turn signal, marker
HORN/HORN - INSTALLATION)
lamp and horn wire harness connectors.
(13) Engage horn wire connectors.
(8) Remove the bolts attaching the fenders to the
(14) Install the windshield washer reservoir.
grille panel.
(15) Connect the negative terminal on the battery.
(9) Remove the bolt attaching the grille to the
(Refer to 8 - ELECTRICAL/BATTERY SYSTEM/CA-
frame mount.
BLES - INSTALLATION)
(10) Separate the grille from the vehicle.
23 - 30 EXTERIOR TJ
RADIATOR GRILLE PANEL (Continued)
INSTALLATION
Transfer all related components.
(1) Position the grille panel on the vehicle. Ensure
the rubber support bumpers are aligned (Fig. 4).
(2) Install the bolt attaching the grille to the frame
mount.
(3) Install the bolts attaching the fenders to the
grille panel.
(4) Connect the head lamp, turn signal, marker
lamp and horn wire harness connectors.
(5) Install the bolts attaching the radiator support
rods to the grille panel.
(6) If A/C equipped:
(a) Connect the high and low pressure lines at
the quick disconnect couplings.
(b) Evacuate and charge the system.
Fig. 5 Wheelhouse Splash Shield
(7) Install the radiator and shroud to the grille
1 - BODY
panel. 2 - WHEELHOUSE SPLASH SHIELD
(8) Install the radiator overflow bottle. 3 - PUSH-IN FASTENERS
(9) Install the crossmember valence cover. 4 - RIVET
(10) Install the front crossmember cover.
INSTALLATION
(1) Position the splash shield in the wheelhouse.
(2) Press the splash shield push-in fasteners into
place.
(3) Attach the splash shield to the wheelhouse
with push pins.
INSTALLATION
(1) Clean the contact surface on the body.
(2) Clean the contact surface on the flare and posi-
tion it on the front fender or wheelhouse.
(3) Install the screws attaching the flares to the
front fender or wheelhouse.
(4) If removed, install the side marker lamp.
EXHAUSTER
REMOVAL
(1) Remove the spare tire carrier. (Refer to 22 -
TIRES/WHEELS/TIRES/SPARE TIRE CARRIER -
REMOVAL)
(2) Using a trim stick C-4755 or equivalent, sepa-
rate the exhauster from the tailgate. (Fig. 8)
INSTALLATION
(1) Install the exhauster and seat fully.
(2) Install the spare tire carrier. (Refer to 22 -
TIRES/WHEELS/TIRES/SPARE TIRE CARRIER -
INSTALLATION)
INSTALLATION
(1) Position the side step on the frame and engage
the mounting tabs into the frame slots.
(2) Install the bolts that attach the side step to the
frame and tighten to 21 N·m (15 ft. lbs.).
HOOD
TABLE OF CONTENTS
page page
HINGE ADJUSTMENTS
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . 34
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 34 HOOD SAFETY LATCH
HOOD REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 35
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 34
HINGE HOOD
REMOVAL REMOVAL
(1) Remove the wiper arms. (Refer to 8 - ELEC- (1) Raise and support the hood.
TRICAL/WIPERS/WASHERS/WIPER ARMS - (2) Disconnect the underhood lamp wire harness
REMOVAL) connector.
(2) Remove the cowl panel and screen. (Refer to 23 (3) Disconnect the windshield washer nozzles.
- BODY/EXTERIOR/COWL GRILLE AND SCREEN - (4) Disconnect the ground strap.
REMOVAL) (5) Mark the position of the hinges on the hood for
(3) Remove the bolts attaching the hinge to the installation alignment reference.
cowl. (6) Remove the screws attaching the hood to the
(4) Using a wax pencil, mark the position of the hinge and remove the hood (Fig. 1).
hinge on the hood for installation alignment refer- (7) If the hood must be replaced, remove and
ence. transfer the insulator panel, hinges, latches,
(5) Remove the screws attaching the hinge to the bumpers, brackets, footman loop, hood lamp, support
hood (Fig. 1). rod, and safety latch to the replacement hood (Fig.
(6) Separate the hinge from the hood. 1).
INSTALLATION INSTALLATION
(1) Prepare and paint the replacement hinge to (1) Position the hood on the vehicle and install the
match the body paint color. screws attaching the hinge to the hood.
(2) Align the hinge with the installation reference (2) Align the hinges with the installation reference
marks on the hood marks on the hood and tighten the hinge screws to
(3) Install the screws attaching the hinge to the 24 N·m (18 ft. lbs.).
hood and cowl and tighten the to 24 N·m (18 ft. lbs.). (3) Connect the underhood lamp wire harness con-
(4) Install the bolts attaching the hinge to the nector.
cowl. (4) Connect the windshield washer nozzles.
(5) Install the cowl panel and screen. (Refer to 23 - (5) Connect the ground strap.
BODY/EXTERIOR/COWL GRILLE AND SCREEN -
INSTALLATION)
(6) Install the wiper arms. (Refer to 8 - ELECTRI- ADJUSTMENTS
CAL/WIPERS/WASHERS/WIPER ARMS - INSTAL-
LATION) ADJUSTMENT
The hood hinge screw holes are oversized to facili-
tate hood adjustment movement.
(1) Loosen the screws.
(2) Move the hood in the direction(s) required for
correct alignment.
(3) Tighten the screws.
TJ HOOD 23 - 35
HOOD (Continued)
INSTALLATION
(1) Position the latch on the hood.
(2) Install the bolt attaching the safety latch to the
hood and tighten to 9 N·m (80 in. lbs.).
(3) Remove the support rod and close the hood.
INSTRUMENT PANEL
TABLE OF CONTENTS
page page
ACCESSORY SWITCH BEZEL (3) Remove the four screws that secure the acces-
sory switch bezel to the instrument panel (Fig. 1).
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
Fig. 1 ACCESSORY SWITCH BEZEL
(1) Disconnect and isolate the battery negative
1 - BEZEL SCREWS (4)
cable. 2 - BEZEL
(2) Remove the center bezel from the instrument 3 - WIRE HARNESS
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/ 4 - ELECTRICAL CONNECTORS (7)
CENTER BEZEL - REMOVAL).
TJ INSTRUMENT PANEL 23 - 37
ACCESSORY SWITCH BEZEL (Continued)
(4) Pull the accessory switch bezel away from the OPERATION
instrument panel far enough to access the instru- The Axle Lock switch receives battery current on a
ment panel wire harness connectors. fused B(+) circuit from a fuse in the Power Distribu-
(5) Disconnect the instrument panel wire harness tion Center (PDC). The switch is grounded at all
connectors from the connector receptacles for the times. The Axle Lock switch is only operational when
accessory switches and the cigar lighter/power outlet the instrument cluster sends an activation signal to
on the back of the accessory switch bezel. the switch logic.
(6) Remove the accessory switch bezel from the With the transfer case in the 4WD Low Range and
instrument panel. the vehicle speed below 10 MPH (16kph), a momen-
tary push to the lower portion of the rocker switch to
INSTALLATION Lock:
• 1st Push: Rear Axle Locked
WARNING: ON VEHICLES EQUIPPED WITH AIR- • 2nd Push: Rear and Front Axle Locked
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE Momentary pushes, will toggle between Rear Axle
ATTEMPTING ANY STEERING WHEEL, STEERING Locked or Rear/Front Axle Locked. A momentary
COLUMN, OR INSTRUMENT PANEL COMPONENT push to the upper portion of the rocker switch to
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- “OFF”, (both axles unlocked).
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- DIAGNOSIS AND TESTING - AXLE LOCK
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS SWITCH
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
WARNING: ON VEHICLES EQUIPPED WITH AIR-
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
ATTEMPTING ANY STEERING WHEEL, STEERING
BAG DEPLOYMENT AND POSSIBLE PERSONAL
COLUMN, OR INSTRUMENT PANEL COMPONENT
INJURY.
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
(1) Position the accessory switch bezel to the LATE THE BATTERY NEGATIVE (GROUND) CABLE,
instrument panel. THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
(2) Reconnect the instrument panel wire harness TEM CAPACITOR TO DISCHARGE BEFORE PER-
connectors to the connector receptacles for the acces- FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
sory switches and the cigar lighter/power outlet on IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
the back of the accessory switch bezel. SYSTEM. FAILURE TO TAKE THE PROPER PRE-
(3) Position the accessory switch bezel onto the CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
instrument panel. BAG DEPLOYMENT AND POSSIBLE PERSONAL
(4) Install and tighten the four screws that secure INJURY.
the accessory switch bezel to the instrument panel.
(1) Check the fused B(+) fuse in the Power Distri-
Tighten the screws to 2 N·m (20 in. lbs.).
bution Center (PDC). If OK, go to step 2. If not,
(5) Reinstall the center bezel onto the instrument
repair the shorted circuit or component required and
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
replace the fuse.
CENTER BEZEL - INSTALLATION).
(2) Check for battery voltage at the fused B(+) fuse
(6) Reconnect the battery negative cable.
in the PDC. If OK, go to step 3. If not, repair the
open B(+) circuit to the fuse.
AXLE LOCK SWITCH (3) Turn the ignition to the off position. Disconnect
and isolate the negative battery cable. Remove the
Axle Lock switch. Disconnect the switch harness con-
DESCRIPTION
nector. Check for continuity between the fuse cavity
If equipped, the Axle Lock switch is located in the
in the PDC and the Fused B(+) circuit in the switch
Accessory Switch Bezel, below the HVAC controls.
harness connector. If OK got to step 4. If not OK,
The switch will activate the Rear Axle locker and
repair the open Fused B(+) circuit.
Rear/Front Axle locker. The switch is a double-action
(4) Turn the ignition to the off position. Disconnect
momentary rocker type. The Axle Lock Switch is
and isolate the negative battery cable. Remove the
secured by a snap fit within the bezel. The axle Lock
Axle Lock switch. disconnect the switch harness con-
Switch cannot be repaired and, if faulty or damaged,
nector. check for continuity between the switch
the entire switch must be replaced.
ground and a known good ground. If OK got to step
5. If not OK, repair open ground circuit.
23 - 38 INSTRUMENT PANEL TJ
AXLE LOCK SWITCH (Continued)
(5) Turn the ignition to the OFF position. Discon-
nect and isolate the negative battery cable. Remove
the Instrument Cluster. Disconnect the cluster har-
ness connectors C1 and C2. Check for continuity
between each of the Enable circuits and each of the
request circuits between the switch harness connec-
tor and the cluster harness connectors. If OK go to
step 6. If not OK, repair the circuits as required.
(6) Turn the ignition to the OFF position. Discon-
nect and isolate the negative battery cable. Remove
the axle Lock switch. Disconnect the switch harness
connector. Check for continuity between each of the
Request circuits, between the switch harness connec-
tor and each of the Locker relays in the PDC. If OK,
refer to Axle Lock Indicator Problems in the Instru-
ment Cluster section of the appropriate Body Manual
or the Chassis Diagnostic Manual and perform the Fig. 2 ACCESSORY SWITCH REMOVE
appropriate symptom. If not OK, repair the circuit(s) 1 - TRIM STICK
as required. 2 - REAR WIPER/WASHER SWITCH
3 - OVERDRIVE-OFF SWITCH
4 - AXLE LOCKER SWITCH
REMOVAL 5 - ACCESSORY SWITCH BEZEL
6 - REAR WINDOW DEFOGGER SWITCH
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT INSTALLATION
SYSTEM BEFORE ATTEMPTING ANY STEERING
WHEEL, STEERING COLUMN, DRIVER AIRBAG, WARNING: ON VEHICLES EQUIPPED WITH AIR-
PASSENGER AIRBAG, OR INSTRUMENT PANEL BAGS, DISABLE THE SUPPLEMENTAL RESTRAINT
COMPONENT DIAGNOSIS OR SERVICE. DISCON- SYSTEM BEFORE ATTEMPTING ANY STEERING
NECT AND ISOLATE THE BATTERY NEGATIVE WHEEL, STEERING COLUMN, DRIVER AIRBAG,
(GROUND) CABLE, THEN WAIT TWO MINUTES FOR PASSENGER AIRBAG, OR INSTRUMENT PANEL
THE SYSTEM CAPACITOR TO DISCHARGE BEFORE COMPONENT DIAGNOSIS OR SERVICE. DISCON-
PERFORMING FURTHER DIAGNOSIS OR SERVICE. NECT AND ISOLATE THE BATTERY NEGATIVE
THIS IS THE ONLY SURE WAY TO DISABLE THE (GROUND) CABLE, THEN WAIT TWO MINUTES FOR
SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO THE SYSTEM CAPACITOR TO DISCHARGE BEFORE
TAKE THE PROPER PRECAUTIONS COULD PERFORMING FURTHER DIAGNOSIS OR SERVICE.
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT THIS IS THE ONLY SURE WAY TO DISABLE THE
AND POSSIBLE PERSONAL INJURY. SUPPLEMENTAL RESTRAINT SYSTEM. FAILURE TO
TAKE THE PROPER PRECAUTIONS COULD
(1) Disconnect and isolate the battery negative RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
cable. AND POSSIBLE PERSONAL INJURY.
(2) Remove the accessory switch bezel from the
instrument panel center bezel from the instrument (1) Position the axle lock switch over the proper
panel (Refer to 23 - BODY/INSTRUMENT PANEL/ receptacle on the back of the accessory switch bezel
ACCESSORY SWITCH BEZEL - REMOVAL) (Fig. 2).
(3) Using a trim stick or another suitable wide (2) Evenly push the axle lock switch into the
flat-bladed tool, gently pry the latch tabs at the top receptacle until the snap features on the top and bot-
and bottom of the axle lock switch on the back of the tom of the switch housing are fully engaged to the
accessory switch bezel far enough to disengage the receptacle.
snap features on the switch housing then pull the (3) Reinstall the accessory switch bezel onto the
switch out of the receptacle (Fig. 2). instrument panel (Refer to 23 - BODY/INSTRU-
MENT PANEL/ACCESSORY SWITCH BEZEL -
INSTALLATION).
(4) Reconnect the battery negative cable.
TJ INSTRUMENT PANEL 23 - 39
BASE TRIM (12) Remove the two screws that secure the
16-way data link connector to the instrument panel.
(13) Remove all of the screws around the perime-
REMOVAL
ter of the instrument panel that secure the base trim
WARNING: ON VEHICLES EQUIPPED WITH AIR- to the structural support.
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE (14) Remove the base trim from the instrument
ATTEMPTING ANY STEERING WHEEL, STEERING panel structural support.
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- INSTALLATION
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
WARNING: ON VEHICLES EQUIPPED WITH AIR-
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
TEM CAPACITOR TO DISCHARGE BEFORE PER-
ATTEMPTING ANY STEERING WHEEL, STEERING
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
COLUMN, OR INSTRUMENT PANEL COMPONENT
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
TEM CAPACITOR TO DISCHARGE BEFORE PER-
INJURY.
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
(1) Disconnect and isolate the battery negative IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
cable. SYSTEM. FAILURE TO TAKE THE PROPER PRE-
(2) Remove the instrument cluster from the instru- CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
ment panel. (Refer to 8 - ELECTRICAL/INSTRU- BAG DEPLOYMENT AND POSSIBLE PERSONAL
MENT CLUSTER - REMOVAL). INJURY.
(3) Remove the accessory switch bezel from the
(1) Position the base trim onto the instrument
instrument panel. (Refer to 23 - BODY/INSTRU-
panel structural support.
MENT PANEL/ACCESSORY SWITCH BEZEL -
(2) Install and tighten all of the screws around the
REMOVAL).
perimeter of the instrument panel that secure the
(4) Remove the grab handle bezel from the instru-
base trim to the structural support. Tighten the
ment panel. (Refer to 23 - BODY/INSTRUMENT
screws to 2 N·m (20 in. lbs.).
PANEL/GRAB HANDLE BEZEL - REMOVAL).
(3) Install and tighten the two screws that secure
(5) Remove the speakers from the instrument
the 16-way data link connector to the instrument
panel. (Refer to 8 - ELECTRICAL/AUDIO/SPEAKER
panel. Tighten the screws to 2 N·m (20 in. lbs.).
- REMOVAL).
(4) Reinstall the passenger airbag door into the
(6) Remove the radio from the instrument panel.
instrument panel. (Refer to 8 - ELECTRICAL/RE-
(Refer to 8 - ELECTRICAL/AUDIO/RADIO -
STRAINTS/PASSENGER AIRBAG DOOR - INSTAL-
REMOVAL).
LATION).
(7) Remove the heater-A/C control from the instru-
(5) Reinstall the instrument panel into the vehicle.
ment panel. (Refer to 24 - HEATING & AIR CONDI-
(Refer to 23 - BODY/INSTRUMENT PANEL -
TIONING/CONTROLS/A/C-HEATER CONTROL -
INSTALLATION).
REMOVAL).
(6) Reinstall the outboard heater-A/C panel outlet
(8) Remove the outboard heater-A/C panel outlet
barrels into the instrument panel. (Refer to 24 -
barrels from the instrument panel. (Refer to 24 -
HEATING & AIR CONDITIONING/DISTRIBUTION/
HEATING & AIR CONDITIONING/DISTRIBUTION/
PANEL OUTLET BARRELS - INSTALLATION).
PANEL OUTLET BARRELS - REMOVAL).
(7) Reinstall the heater-A/C control into the instru-
(9) Remove the instrument panel from the vehicle.
ment panel. (Refer to 24 - HEATING & AIR CONDI-
(Refer to 23 - BODY/INSTRUMENT PANEL -
TIONING/CONTROLS/A/C-HEATER CONTROL -
REMOVAL).
INSTALLATION).
(10) Place the instrument panel on a suitable work
(8) Reinstall the radio into the instrument panel.
surface. Be certain to take the proper precautions to
(Refer to 8 - ELECTRICAL/AUDIO/RADIO -
protect the instrument panel from any possible cos-
INSTALLATION).
metic damage.
(9) Reinstall the speakers into the instrument
(11) Remove the passenger airbag door from the
panel. (Refer to 8 - ELECTRICAL/AUDIO/SPEAKER
instrument panel. (Refer to 8 - ELECTRICAL/RE-
- INSTALLATION).
STRAINTS/PASSENGER AIRBAG DOOR -
REMOVAL).
23 - 40 INSTRUMENT PANEL TJ
BASE TRIM (Continued)
(10) Reinstall the grab handle bezel onto the
instrument panel. (Refer to 23 - BODY/INSTRU-
MENT PANEL/GRAB HANDLE BEZEL - INSTAL-
LATION).
(11) Reinstall the accessory switch bezel onto the
instrument panel. (Refer to 23 - BODY/INSTRU-
MENT PANEL/ACCESSORY SWITCH BEZEL -
INSTALLATION).
(12) Reinstall the instrument cluster into the
instrument panel. (Refer to 8 - ELECTRICAL/IN-
STRUMENT CLUSTER - INSTALLATION).
(13) Reconnect the battery negative cable.
CENTER BEZEL
REMOVAL Fig. 3 CENTER BEZEL
1 - BEZEL MAT
WARNING: ON VEHICLES EQUIPPED WITH AIR- 2 - TOP SCREWS (2)
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE 3 - CENTER BEZEL
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT INSTALLATION
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE, WARNING: ON VEHICLES EQUIPPED WITH AIR-
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
TEM CAPACITOR TO DISCHARGE BEFORE PER- ATTEMPTING ANY STEERING WHEEL, STEERING
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS COLUMN, OR INSTRUMENT PANEL COMPONENT
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
SYSTEM. FAILURE TO TAKE THE PROPER PRE- LATE THE BATTERY NEGATIVE (GROUND) CABLE,
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
BAG DEPLOYMENT AND POSSIBLE PERSONAL TEM CAPACITOR TO DISCHARGE BEFORE PER-
INJURY. FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
(1) Disconnect and isolate the battery negative SYSTEM. FAILURE TO TAKE THE PROPER PRE-
cable. CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
(2) Remove the top cover from the instrument BAG DEPLOYMENT AND POSSIBLE PERSONAL
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/ INJURY.
TOP COVER - REMOVAL).
(3) Remove the two screws that secure the top of (1) Position the center bezel onto the instrument
the center bezel to the top of the instrument panel panel.
structural support. (Fig. 3) (2) Align the snap clips on the center bezel with
(4) Using a trim stick or another suitable wide the receptacles in the instrument panel base trim.
flat-bladed tool, gently pry the lower edge of the cen- (3) Using hand pressure, press firmly on the cen-
ter bezel away from the instrument panel. ter bezel over each of the snap clip locations until
(5) Pull the lower edge of the center bezel away each of the snap clips is fully engaged in its recepta-
from the instrument panel far enough to disengage cle in the instrument panel base trim.
the four snap clip retainers that secure it to the (4) Install and tighten the two screws that secure
receptacles in the instrument panel base trim. the top of the center bezel to the top of the instru-
(6) Remove the center bezel from the instrument ment panel structural support. Tighten the screws to
panel. 2 N·m (20 in. lbs.).
(5) Reinstall the top cover onto the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
TOP COVER - INSTALLATION).
(6) Reconnect the battery negative cable.
TJ INSTRUMENT PANEL 23 - 41
CLUSTER BEZEL
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS Fig. 5 CLUSTER BEZEL UPPER SCREWS REMOVE/
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG INSTALL
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
1 - SCREW (3)
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- 2 - CLUSTER BEZEL
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY. INSTALLATION
(1) Disconnect and isolate the battery negative WARNING: ON VEHICLES EQUIPPED WITH AIR-
cable. BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
(2) Remove the steering column opening cover ATTEMPTING ANY STEERING WHEEL, STEERING
from the instrument panel. (Refer to 23 - BODY/IN- COLUMN, OR INSTRUMENT PANEL COMPONENT
STRUMENT PANEL/STEERING COLUMN OPEN- DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
ING COVER - REMOVAL). LATE THE BATTERY NEGATIVE (GROUND) CABLE,
(3) Remove the top cover from the instrument THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/ TEM CAPACITOR TO DISCHARGE BEFORE PER-
TOP COVER - REMOVAL). FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
(4) Remove the two screws that secure the lower IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
mounting tabs of the cluster bezel to the instrument SYSTEM. FAILURE TO TAKE THE PROPER PRE-
panel (Fig. 4). CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
GLOVE BOX (4) Lower the glove box door far enough to disen-
gage the hinge hook formations on the lower edge of
the door from the hinge pins on the lower edge of the
REMOVAL
instrument panel.
WARNING: ON VEHICLES EQUIPPED WITH AIR- (5) Remove the glove box from the instrument
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE panel.
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT DISASSEMBLY
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- Some of the components of the glove box used in
LATE THE BATTERY NEGATIVE (GROUND) CABLE, this vehicle are serviced individually. The serviced
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- components include the glove box latch and handle
TEM CAPACITOR TO DISCHARGE BEFORE PER- unit, and the glove box lock cylinder (Fig. 7). Follow-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS ing are the procedures for disassembling these com-
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG ponents from the glove box.
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
WARNING: ON VEHICLES EQUIPPED WITH AIR-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
BAG DEPLOYMENT AND POSSIBLE PERSONAL
ATTEMPTING ANY STEERING WHEEL, STEERING
INJURY.
COLUMN, OR INSTRUMENT PANEL COMPONENT
(1) Disconnect and isolate the battery negative DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
cable. LATE THE BATTERY NEGATIVE (GROUND) CABLE,
(2) Release the glove box latch and open the glove THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
box door. TEM CAPACITOR TO DISCHARGE BEFORE PER-
(3) While supporting the glove box door with one FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
hand, grasp the check strap as close to the glove box IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
door as possible and slide the rolled end of the check SYSTEM. FAILURE TO TAKE THE PROPER PRE-
strap out of the slot in the edge of the door (Fig. 6). CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
INSTALLATION
WARNING: ON VEHICLES EQUIPPED WITH AIR-
Fig. 8 GLOVE BOX LOCK CYLINDER REMOVE/ BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
INSTALL ATTEMPTING ANY STEERING WHEEL, STEERING
1 - GLOVE BOX LATCH COLUMN, OR INSTRUMENT PANEL COMPONENT
2 - RELEASE SLOT DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
3 - SMALL SCREWDRIVER LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
(4) Using a gentle twisting and pulling action with
TEM CAPACITOR TO DISCHARGE BEFORE PER-
the key, pull the lock cylinder out of the glove box
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
latch and handle unit.
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
ASSEMBLY CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
Some of the components of the glove box used in BAG DEPLOYMENT AND POSSIBLE PERSONAL
this vehicle are serviced individually. The serviced INJURY.
components include the glove box latch and handle
unit, and the glove box lock cylinder (Fig. 7). Follow- (1) Position the glove box to the instrument panel.
ing are the procedures for assembling these compo- (2) Engage the hinge hook formations on the lower
nents onto the glove box. edge of the glove box door with the hinge pins on the
lower edge of the instrument panel.
WARNING: ON VEHICLES EQUIPPED WITH AIR- (3) Tilt the upper edge of the glove box door up
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE toward the instrument panel far enough to engage
ATTEMPTING ANY STEERING WHEEL, STEERING the check strap with the door (Fig. 6).
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
23 - 44 INSTRUMENT PANEL TJ
GLOVE BOX (Continued)
(4) While supporting the glove box door with one (4) Remove the check strap from the upper glove
hand, grasp the check strap as close to the glove box box opening reinforcement.
door as possible and slide the rolled end of the check
strap into the slot in the edge of the door. INSTALLATION
(5) Close and latch the glove box door.
(6) Reconnect the battery negative cable. WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
GLOVE BOX CHECK STRAP COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
REMOVAL LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
WARNING: ON VEHICLES EQUIPPED WITH AIR- TEM CAPACITOR TO DISCHARGE BEFORE PER-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
ATTEMPTING ANY STEERING WHEEL, STEERING IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
COLUMN, OR INSTRUMENT PANEL COMPONENT SYSTEM. FAILURE TO TAKE THE PROPER PRE-
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
LATE THE BATTERY NEGATIVE (GROUND) CABLE, BAG DEPLOYMENT AND POSSIBLE PERSONAL
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- INJURY.
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS (1) Position the check strap to the upper glove box
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG opening reinforcement (Fig. 9).
SYSTEM. FAILURE TO TAKE THE PROPER PRE- (2) Install and tighten the screw that secures the
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- glove box check strap to the upper glove box opening
BAG DEPLOYMENT AND POSSIBLE PERSONAL reinforcement. Tighten the screw to 2 N·m (20 in.
INJURY. lbs.).
(3) Reinstall the glove box onto the instrument
(1) Disconnect and isolate the battery negative panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
cable. GLOVE BOX - INSTALLATION).
(2) Remove the glove box from the instrument (4) Reconnect the battery negative cable.
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/
GLOVE BOX - REMOVAL).
(3) Remove the screw that secures the glove box GLOVE BOX LATCH STRIKER
check strap to the instrument panel on the upper
glove box opening reinforcement (Fig. 9). REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Position the latch striker onto the upper glove INSTALLATION
box opening reinforcement (Fig. 10).
(2) Install and tighten the two screws that secure WARNING: ON VEHICLES EQUIPPED WITH AIR-
the latch striker to the upper glove box opening rein- BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
forcement. Tighten the screws to 2 N·m (20 in. lbs.). ATTEMPTING ANY STEERING WHEEL, STEERING
(3) Reinstall the glove box onto the instrument COLUMN, OR INSTRUMENT PANEL COMPONENT
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/ DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
GLOVE BOX - INSTALLATION). LATE THE BATTERY NEGATIVE (GROUND) CABLE,
(4) Reconnect the battery negative cable. THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
GRAB HANDLE IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
REMOVAL CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
WARNING: ON VEHICLES EQUIPPED WITH AIR- INJURY.
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
23 - 46 INSTRUMENT PANEL TJ
GRAB HANDLE (Continued)
(1) Position the grab handle onto the face of the
instrument panel.
(2) Reach through and above the glove box opening Fig. 12 GRAB HANDLE BEZEL REMOVE/INSTALL
to install and tighten two new nuts to secure the
1 - GRAB HANDLE BEZEL
stud on each end of the grab handle to the instru- 2 - SCREW (2)
ment panel structural support (Fig. 11). Tighten the 3 - GRAB HANDLE
nuts to 6 N·m (50 in. lbs.). 4 - LATCH STRIKER
(3) Reinstall the glove box into the instrument
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/ INSTALLATION
GLOVE BOX - INSTALLATION).
(4) Reconnect the battery negative cable. WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
GRAB HANDLE BEZEL COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
REMOVAL LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
WARNING: ON VEHICLES EQUIPPED WITH AIR- TEM CAPACITOR TO DISCHARGE BEFORE PER-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
ATTEMPTING ANY STEERING WHEEL, STEERING IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
COLUMN, OR INSTRUMENT PANEL COMPONENT SYSTEM. FAILURE TO TAKE THE PROPER PRE-
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
LATE THE BATTERY NEGATIVE (GROUND) CABLE, BAG DEPLOYMENT AND POSSIBLE PERSONAL
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- INJURY.
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS (1) Position the grab handle bezel onto the instru-
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG ment panel (Fig. 12).
SYSTEM. FAILURE TO TAKE THE PROPER PRE- (2) Install and tighten the two screws that secure
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- the grab handle bezel to the upper glove box opening
BAG DEPLOYMENT AND POSSIBLE PERSONAL reinforcement. Tighten the screws to 2 N·m (20 in.
INJURY. lbs.).
(3) Reinstall the glove box latch striker onto the
(1) Disconnect and isolate the battery negative glove box opening upper reinforcement (Refer to 23 -
cable. BODY/INSTRUMENT PANEL/GLOVE BOX LATCH
(2) Remove the grab handle from the instrument STRIKER - INSTALLATION).
panel. (Refer to 23 - BODY/INSTRUMENT PANEL/ (4) Reinstall the grab handle onto the instrument
GRAB HANDLE - REMOVAL). panel (Refer to 23 - BODY/INSTRUMENT PANEL/
(3) Remove the glove box latch striker from the GRAB HANDLE - INSTALLATION).
instrument panel. (Refer to 23 - BODY/INSTRU- (5) Reconnect the battery negative cable.
MENT PANEL/GLOVE BOX LATCH STRIKER -
REMOVAL).
(4) Remove the two screws that secure the grab
handle bezel to the upper glove box opening rein-
forcement (Fig. 12).
(5) Remove the grab handle bezel from the instru-
ment panel.
TJ INSTRUMENT PANEL 23 - 47
STEERING COLUMN OPENING (4) Using a trim stick or another suitable wide
flat-bladed tool, gently pry the top of the steering col-
COVER umn opening cover away from the instrument panel
on each side of the steering column far enough to dis-
REMOVAL engage the two snap clip retainers from their recep-
tacles in the instrument panel base trim.
WARNING: ON VEHICLES EQUIPPED WITH AIR- (5) If the vehicle is so equipped, roll the top of the
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE steering column opening cover downward far enough
ATTEMPTING ANY STEERING WHEEL, STEERING to access and disconnect the wire harness connector
COLUMN, OR INSTRUMENT PANEL COMPONENT for the headlamp leveling switch from the switch con-
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- nector receptacle.
LATE THE BATTERY NEGATIVE (GROUND) CABLE, (6) Pull the top of the steering column opening
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- cover rearward far enough to disengage the hinge
TEM CAPACITOR TO DISCHARGE BEFORE PER- hook formations on the lower edge of the cover from
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS the hinge pins on the lower edge of the instrument
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG panel.
SYSTEM. FAILURE TO TAKE THE PROPER PRE- (7) Remove the steering column opening cover
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- from the instrument panel.
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY. INSTALLATION
(1) Disconnect and isolate the battery negative WARNING: ON VEHICLES EQUIPPED WITH AIR-
cable. BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
(2) If the vehicle is so equipped, move the tilt ATTEMPTING ANY STEERING WHEEL, STEERING
steering column to the fully raised position. COLUMN, OR INSTRUMENT PANEL COMPONENT
(3) Remove the two screws that secure the steering DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
column opening cover to the instrument panel struc- LATE THE BATTERY NEGATIVE (GROUND) CABLE,
tural support (Fig. 15). THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
TOP COVER
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE- Fig. 16 TOP COVER REMOVE/INSTALL
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
1 - TOP COVER
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY. (2) Align the snap clips on the top cover with the
snap clip receptacles in the instrument panel struc-
(1) Disconnect and isolate the battery negative
tural support.
cable.
(3) Using hand pressure, press firmly downward
(2) Using a trim stick or another suitable wide
on the top cover over each of the snap clip locations
flat-bladed tool, gently pry the instrument panel top
until each of the snap clips is fully seated in its
cover up and away from the instrument panel far
receptacle in the instrument panel structural sup-
enough to disengage the five snap clip retainers from
port.
their receptacles in the instrument panel structural
(4) Reconnect the battery negative cable.
support (Fig. 16).
(3) Remove the top cover from the instrument
panel.
INSTALLATION
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
INTERIOR
TABLE OF CONTENTS
page page
ADD-A-TRUNK INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 55
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 CENTER CONSOLE
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 51 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
FRONT CARPET INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 55
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 CENTER CONSOLE CUP HOLDER
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 52 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
CENTER CARPET INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 56
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 CONSOLE LOCK CYLINDER
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 52 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
CARGO AREA CARPET INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 57
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 SPORT BAR
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 52 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
WHEELHOUSE CARPET INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 57
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 A-PILLAR TRIM
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 52 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
REAR VIEW MIRROR INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 58
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 REAR HEADER TRIM
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 53 REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
REAR VIEW MIRROR SUPPORT BRACKET INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 58
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 53 WINDSHIELD HEADER
SUNVISOR REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 59
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 54 SPORT BAR - SPEAKER POD
SHIFT BEZEL - AUTOMATIC TRANSMISSION REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 60
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . 54
SHIFT BOOT
REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
ADD-A-TRUNK
REMOVAL
(1) Release latches under trunk panel and lift
panel up.
(2) Remove bolts attaching trunk to inner body
panel (Fig. 1).
(3) Separate trunk from vehicle.
INSTALLATION
(1) Position the trunk in the cargo space.
(2) Install the bolts.
Fig. 1 ADD-A-TRUNK
1 - SCREW
2 - ADD-A-TRUNK PANEL
23 - 52 INTERIOR TJ
INSTALLATION
(1) Position the carpet in the vehicle.
(2) Route the rear seat belt buckles through the
cargo area carpet.
(3) Install the Add-A-Trunk, if equipped. (Refer to
23 - BODY/INTERIOR/ADD-A-TRUNK - INSTALLA-
TION)
(4) Return the rear seat to the full rearward posi-
tion.
WHEELHOUSE CARPET
REMOVAL
(1) Position the rear seat in the full forward posi-
Fig. 2 FRONT CARPET tion.
1 - DASH PANEL (2) Remove the Add-A-trunk, if equipped. (Refer to
2 - CARPET
3 - PUSH ON RETAINER
23 - BODY/INTERIOR/ADD-A-TRUNK - REMOVAL)
(3) Grasp wheelhouse carpet and remove from
INSTALLATION vehicle (Fig. 3).
(1) Position the carpet in the vehicle
(2) Engage the snaps around under front seats.
INSTALLATION
(3) Install the retainers attaching the carpet to the (1) Position wheelhouse carpet in vehicle and
dash panel. adjust as necessary.
(4) If previously removed, install the center con- (2) Install the Add-A-trunk, if equipped. (Refer to
sole. (Refer to 23 - BODY/INTERIOR/CENTER CON- 23 - BODY/INTERIOR/ADD-A-TRUNK - INSTALLA-
SOLE - INSTALLATION) TION)
(3) Return the rear seat to the full rearward posi-
tion.
CENTER CARPET
REMOVAL
(1) Disengage the snaps under front seats.
(2) Remove the carpet.
INSTALLATION
(1) Position the carpet in the vehicle.
(2) Engage the snaps under front seats.
TJ INTERIOR 23 - 53
WHEELHOUSE CARPET (Continued)
SUNVISOR
REMOVAL
(1) Remove the screws that attach the sunvisor arm
support brackets to the windshield frame (Fig. 5).
(2) Remove the sunvisor from the windshield
frame.
(3) Align the shifter handle keyways and push CENTER CONSOLE
handle onto the shifter until fully seated.
REMOVAL
(1) Remove the cup holder, if equipped. (Refer to
SHIFT BOOT 23 - BODY/INTERIOR/CENTER CONSOLE CUP-
HOLDER ASSEMBLY - REMOVAL)
REMOVAL (2) On full console models remove the trim disc
(1) Using a trim stick C-4755 or equivalent, pry from the bottom of the cup holder (Fig. 10).
the shift boot from the bezel. (3) Remove the automatic transmission shift bezel,
(2) Using a small flat blade, pry the shift pattern if equipped. (Refer to 23 - BODY/INTERIOR/SHIFT
insert from the shift knob. BEZEL - REMOVAL)
(3) Remove the nut attaching the shift knob to the (4) Using a trim stick C-4755 or equivalent,
shift lever (Fig. 7). remove the air bag deactivation switch and discon-
(4) Remove the knob and slide the shift boot from nect the electrical connector, if equipped.
the shift lever. (5) Remove the bolt(s) attaching the console to the
floor pan (Fig. 8) and (Fig. 9).
INSTALLATION (6) Shift transfer case to four low position.
(1) Slide the shift boot over the shift lever. (7) Shift transmission to L (2nd gear for manual
(2) Snap the shift boot into place in the center con- transmission) and remove the console assembly.
sole.
(3) Position the shift knob on the lever, install the INSTALLATION
nut and tighten to 34 N·m (25 ft. lbs.). (1) Connect the electrical connector and install
(4) Position the shift pattern insert on the knob console tower assembly over the park brake lever, if
and press into place. equipped.
(2) Install the tower bolts.
(3) Install the mini console assembly over the
transmission and transfer case shifters.
(4) Install the console bolts.
(5) Connect the air bag deactivation switch electri-
cal connector and install the switch, if equipped.
(6) Connect the air bag deactivation switch electri-
cal connector and install the switch, if equipped.
23 - 56 INTERIOR TJ
CENTER CONSOLE (Continued)
(7) Install the auto transmission shift bezel, if
equipped. (Refer to 23 - BODY/INTERIOR/SHIFT
BEZEL - INSTALLATION)
(8) Install the manual transmission shift boot, if
equipped. (Refer to 23 - BODY/INTERIOR/SHIFT
BOOT - INSTALLATION)
(9) Install the cup holder and trim disc, if
equipped. (Refer to 23 - BODY/INTERIOR/CENTER
CONSOLE CUPHOLDER ASSEMBLY - INSTALLA-
TION)
INSTALLATION
Fig. 9 FULL CONSOLE (1) On mini console equipped models install the
1 - FRONT CONSOLE
cup holder and install the bolt.
2 - BOLTS (2) Tighten the bolt to 4 N·m (35 in lbs.).
3 - REAR TOWER (3) Install the cup holder insert.
4 - BOLTS (2)
5 - ELECTRICAL CONNECTOR
TJ INTERIOR 23 - 57
CONSOLE LOCK CYLINDER (9) Remove the bolts attaching the side support
bars to the sport bars.
(10) Separate the side support bars from the vehi-
REMOVAL
cle.
(1) Open the console cover.
(11) Pull back the center section of the carpet and
(2) Remove the screw that attaches the retainer to
remove the bolts attaching the sport bar to the cargo
the lock and then remove the retainer from the lock
floor panel.
(Fig. 11).
(12) Remove the bolt attaching the sport bar to the
(3) Remove the lock cylinder from the console
brackets behind the door strikers.
cover.
(13) Lower the rear seat and lift rear seat to the
full forward position.
(14) Pull back wheelhouse carpet and remove bolts
attaching the sport bars to the wheelhouse.
(15) Remove the bolts attaching the seatbelt
anchors to the wheelhouse.
(16) Carefully lift the sport bar upward and
remove it from the vehicle.
(17) If necessary, remove the pads and covers from
the sport bar.
INSTALLATION
(1) If necessary, transfer all attached components.
(2) Clean the base plate contact surface areas on
the floor and wheelhouse panels.
Fig. 11 CONSOLE LOCK CYLINDER
(3) Apply epoxy chromate primer to the attaching
1 - ATTACHING SCREW hole edges for protection against corrosion.
2 - LOCK
3 - LOCK CYLINDER (4) Position the sport bar base plates on the floor
4 - RETAINER and wheelhouse panels with the holes aligned.
REMOVAL INSTALLATION
(1) Remove the a-pillar trim screws. (Fig. 13) (1) Route the wire harnesses and washer hose
(2) Starting at the bottom, pull off the trim and through the trim panel.
remove.
TJ INTERIOR 23 - 59
REAR HEADER TRIM (Continued)
WINDSHIELD HEADER
Fig. 13 A-PILLAR TRIM REMOVAL
1 - WINDSHIELD FRAME (1) Position both sun visors out.
2 - A-PILLAR TRIM
3 - SCREWS (3)
(2) Using a trim stick C-4755 or equivalent, sepa-
rate the retaining clips and remove the trim from
behind the a-pillar trim panels. (Fig. 16)
SPORT BAR - SPEAKER POD (6) Separate the pod guide pin from the sport bar
and disconnect the electrical connector.
REMOVAL
(1) On vehicles equipped with a soft top, unzip the
INSTALLATION
(1) Connect the pod electrical connector and install
side panel next to the pod.
the pod onto the guide pin.
(2) On vehicles equipped with a hard top, unclip
(2) Install the bolts and tighten to 68 N·m (50 ft.
the windshield clamps.
lbs.).
(3) Remove the bolts on side of the top next to the
(3) On vehicles equipped with a hard top, install
pod and loosen the opposite side bolts. (Refer to 23 -
the hard top. (Refer to 23 - BODY/REMOVABLE
BODY/REMOVEABLE TOP/HARD TOP -
TOP/HARD TOP - INSTALLATION)
REMOVAL)
(4) On vehicles equipped with a soft top, zip up the
(4) Lift up the side of the top to gain access to the
side panel.
pod bolts and support with a block of wood or similar.
(5) Remove the two bolts securing the pod to the
sport bar.
TJ PAINT 23 - 61
PAINT
TABLE OF CONTENTS
page page
REMOVEABLE TOP
TABLE OF CONTENTS
page page
SEATS
TABLE OF CONTENTS
page page
FRONT SEAT
REMOVAL
(1) Disengage seat belt electrical connector (Fig. 1).
(2) Remove the bolts attaching the seat adjuster to
the floor panel (Fig. 2).
(3) Remove the seat from the vehicle.
INSTALLATION
(1) Position the seat in the vehicle.
(2) Install the bolts attaching the rear of seat
frame to the floor panel. Tighten outboard bolt to 33
N·m (25 ft. lbs.). Tighten inboard bolt to 74 N·m (55
ft. lbs.).
(3) Install the bolts attaching the front of seat
frame to the floor panel and tighten bolts to 33 N·m
(25 ft. lbs.). Fig. 1 SEAT BELT ELECTRICAL
(4) Engage seat belt electrical connector. 1 - FRONT SEAT
2 - SEAT BELT ELECTRICAL CONNECTOR
TJ SEATS 23 - 69
FRONT SEAT (Continued)
INSTALLATION
(1) Engage cable to mounting bracket.
(2) Route cable through seat cushion pad.
(3) Engage cable to recliner release.
(4) Install seat back cover. (Refer to 23 - BODY/
SEATS/FRONT SEAT BACK COVER - INSTALLA-
TION)
REAR SEAT
REMOVAL
(1) Remove the add-a-trunk, if equipped. (Refer to
23 - BODY/INTERIOR/ADD-A-TRUNK - REMOVAL)
(2) Using the latch handle, fold the seat back down
and tip the seat assembly forward. (Fig. 14)
(3) Squeeze the release bar and disengage the
front latches. (Fig. 15)
(4) Remove the seat through tailgate opening.
INSTALLATION
(1) Position the seat on the rear floor panel and
engage the seat frame release latch with the front
strikers.
23 - 74 SEATS TJ
REAR SEAT (Continued)
(2) Roll seat back and engage the rear latches with
the rear strikers.
(3) Return the seat back to the up position.
(4) Install the add-a-trunk, if equipped. (Refer to
23 - BODY/INTERIOR/ADD-A-TRUNK - INSTALLA-
TION)
INSTALLATION
(1) Install the hinge and install the bolts.
(2) Tighten the bolts to 50 N·m (37 ft. lbs.).
(3) Connect the release cable.
Fig. 16 REAR SEAT BACK HINGE (4) Connect the lower j-straps of the seat back.
1 - SEAT CUSHION BOLTS (5) Install the lower hinge bolts and tighten to 50
2 - SEAT BACK HINGE N·m (37 ft. lbs.).
3 - SEAT CUSHION (6) Install the seat. (Refer to 23 - BODY/SEATS/
REAR SEAT - INSTALLATION)
INSTALLATION
(1) Position the seat back on the seat cushion and
install the bolts. REAR SEAT BACK COVER
(2) Tighten the bolts to 50 N·m (37 ft. lbs.).
(3) Install rear seat. (Refer to 23 - BODY/SEATS/ REMOVAL
REAR SEAT - INSTALLATION) (1) Remove the seat. (Refer to 23 - BODY/SEATS/
SEAT - REMOVAL)
(2) Remove the screws and remove the seat back
REAR SEAT BACK HINGE release handle bezel. (Fig. 18)
(3) Release the j-clips at the bottom of the seat
REMOVAL back and remove the seat cover.
(1) Remove the seat. (Refer to 23 - BODY/SEATS/ (4) Remove the hog rings and remove the seat
REAR SEAT - REMOVAL) cushion. (Fig. 19)
(2) Remove the lower hinge bolts. (Fig. 16)
(3) Disconnect the lower j-straps of the seat back INSTALLATION
and position aside the seat back cover. (1) Position the cushion onto the seat back frame
(4) Disconnect the release cable. (Fig. 17) and install new hog ring fasteners.
(5) Remove the bolts and remove the hinge. (2) Install the cover over the seat back frame and
cushion.
TJ SEATS 23 - 75
REAR SEAT BACK COVER (Continued)
INSTALLATION
(1) Position the cover on the cushion, install new
hogrings to foam, and roll cover downward over the
corners.
(2) Connect the J-clips to the seat cushion frame.
23 - 76 SEATS TJ
REAR SEAT CUSHION COVER (Continued)
(3) Close the cover zipper and tuck the zipper ends REAR SEAT STRIKERS
into the cover.
(4) Install the rear seat back. (Refer to 23 - BODY/
REMOVAL
SEATS/REAR SEAT BACK - INSTALLATION)
Rear Strikers
REAR SEAT RELEASE CABLE (1) Release the seat back and fold seat assembly
forward.
(2) Remove the bolts and remove the striker. (Fig.
REMOVAL
23)
(1) Remove the seat. (Refer to 23 - BODY/SEATS/
REAR SEAT - REMOVAL)
Front Strikers
(2) Remove the screws and remove the seat back
(1) Remove the seat. (Refer to 23 - BODY/SEATS/
release handle bezel. (Fig. 18)
REAR SEAT - REMOVAL)
(3) Release the j-clips at the bottom of the seat
(2) Remove the bolts and remove the striker. (Fig.
back and remove the seat cover.
23)
(4) Disconnect the cables at the seat back hinges.
(Fig. 17)
(5) Position the seat back cushion aside and
remove the screws. (Fig. 22)
(6) Remove the seat back release cable assembly.
STATIONARY GLASS
TABLE OF CONTENTS
page page
INSTALLATION
(1) Paint as required.
(2) Clean the contact surface of the hinge and cowl
with isopropyl alcohol or equivalent.
(3) Apply a 4 mm bead of Mopart Vinyl Acrylic
Sealant or equivalent around the perimeter of the
hinge contact surface. The bead should be 10 mm
inboard of the edge.
(4) Position the hinge on the vehicle.
(5) Install the bolts attaching the hinge to the
windshield frame.
(6) Install the bolts attaching the hinge to the
cowl.
(7) Ensure that the sealant provides complete cov-
erage. Wipe away excess sealant.
Fig. 4 URETHANE BEAD (8) Install door. (Refer to 23 - BODY/DOOR -
1 - WINDSHIELD FRONT/DOOR - INSTALLATION)
2 - MOLDING
3 - URETHANE BEAD
WINDSHIELD FRAME
WINDSHIELD HINGE
REMOVAL
REMOVAL (1) Unlatch top.
(2) Remove the bolts attaching the sport bar to the
NOTE: If both hinges are to be replaced, the wind-
windshield frame.
shield must be tilted to the full forward position.
(3) Remove the windshield wiper arms. (Refer to 8
(Refer to 23 - BODY/STATIONARY GLASS/WIND-
- ELECTRICAL/WIPERS/WASHERS/WIPER ARMS -
SHIELD - REMOVAL)
REMOVAL)
(1) Remove door. (Refer to 23 - BODY/DOOR - (4) Remove the torx screw closest to the hinge
FRONT/DOOR - REMOVAL) pivot point and tilt the windshield forward.
(2) Remove the bolts attaching the hinge to the (5) Remove the torx screws attaching the wind-
cowl (Fig. 5). shield hinge to the windshield frame (Fig. 6).
(3) Remove the bolts attaching the hinge to the (6) Separate the windshield frame from the vehi-
windshield frame. cle.
(4) Separate the hinge from the vehicle.
INSTALLATION (4) Install the torx screw closest to the hinge pivot
point and lock the windshield in the upright position.
NOTE: Inspect windshield to cowl seal for damage (5) Install the windshield wiper arms. (Refer to 8 -
and confirm correct position. ELECTRICAL/WIPERS/WASHERS/WIPER ARMS -
INSTALLATION)
(1) Position the windshield frame on the vehicle. (6) Install the bolts attaching the sport bar to the
(2) Install the torx screws attaching the wind- windshield frame.
shield hinge to the windshield frame. (7) Latch top.
(3) Tilt the windshield rearward.
23 - 82 WEATHERSTRIP/SEALS TJ
WEATHERSTRIP/SEALS
TABLE OF CONTENTS
page page
INSTALLATION
(1) Position the seal on the door.
(2) Engage the clips attaching the outer belt seal Fig. 3 FULL DOOR WEATHERSTRIP
to the door. 1 - FULL DOOR
(3) Install the door sail panel. 2 - WEATHERSTRIP
3 - WATERDAM
4 - OUTER DOOR BELT SEAL
FULL DOOR WEATHERSTRIP
HALF DOOR WEATHERSTRIP
REMOVAL
REMOVAL
NOTE: The upper portion of the weatherstrip is
seated into a channel around the window opening NOTE: The weatherstrip is attached to the door with
frame. The lower portion of the weatherstrip is push-in fasteners.
attached to the door with push-in fasteners.
(1) Remove trim panel. (Refer to 23 - BODY/HALF
(1) Peel the weatherstrip from the channel. DOOR/TRIM PANEL - REMOVAL)
(2) Remove the push-in fasteners attaching the (2) Remove window retaining sleeve.
weatherstrip to the door (Fig. 3). (3) Remove the push-in fasteners attaching the
weatherstrip to the door. (Fig. 4)
INSTALLATION
(1) Position the lower part of the weatherstrip and INSTALLATION
seat the push-in fasteners fully.
(2) Install the weatherstrip in the upper weather- NOTE: The weatherstrip is attached to the door with
strip channel seat fully. push-in fasteners.
INSTALLATION
(1) If the weatherstrip channel is being replaced;
(a) Clean the channel contact surface on the tail-
gate with isopropyl alcohol, or equivalent.
(b) Peel the paper backing from the weatherstrip
channel.
(c) Install the push pin fasteners attaching the
weatherstrip to the tailgate.
(d) Position weatherstrip channel to the tailgate
and press into place.
(e) Use hand pressure or a roller to wet out the
tape adhesive holding the weatherstrip channel to
the tailgate.
(2) Install the push pin fasteners attaching the
weatherstrip to the tailgate.
Fig. 4 HALF DOOR WEATHERSTRIP (3) Slide the weatherstrip into the weatherstrip
1 - HALF DOOR
channel.
2 - WEATHERSTRIP
INSTALLATION
Fig. 5 TAILGATE WEATHERSTRIP UPPER (Header)
1 - TAILGATE (1) Clean the seal contact surface on the wind-
2 - WEATHERSTRIP shield frame with isopropyl alcohol or equivalent.
TJ WEATHERSTRIP/SEALS 23 - 85
WINDSHIELD FRAME WEATHERSTRIP (Continued)
NOTE: Ensure that the contact surface is dry and LOWER
free from any residue, poor adhesion will result. (1) Position the weatherstrip on the cowl.
(2) Align the outer push-in fasteners and press
(2) Position the weatherstrip on the windshield them into place.
frame, align the push-in fasteners and press it into (3) Tilt the windshield frame rearward to the full
place (Fig. 6). vertical position.
(3) Remove adhesive backing from the bottom of
the weatherstrip. NOTE: Ensure weatherstrip outer detail mates with
(4) Using forceful hand pressure, seat the adhesive the a-pillar trim. Outer detail must be flush with trim
on the contact surface. surface for proper sealing performance.
NOTE: If tape surface becomes contaminated, it will (4) Install the torx screws on each side of the
not adhere to the windshield frame. windshield securing the windshield frame.
(5) Connect the top to the windshield frame.
(5) Connect the top to the windshield frame. (6) Install cowl grille. (Refer to 23 - BODY/EXTE-
RIOR/COWL GRILLE AND SCREEN - INSTALLA-
TION)
(7) Install the wiper arms. (Refer to 8 - ELECTRI-
CAL/WIPERS/WASHERS/WIPER ARMS - INSTAL-
LATION)
BODY STRUCTURE
TABLE OF CONTENTS
page page
DESCRIPTION FIGURE
FRONT/SIDE DIMENSIONS 1
REAR/SIDE DIMENSIONS 2
TJ BODY STRUCTURE 23 - 87
GAP AND FLUSH (Continued)
OPENING DIMENSIONS
SPECIFICATIONS
BODY OPENING DIMENSIONS
INDEX
DESCRIPTION FIGURE
WINDSHIELD OPENING 3
DOOR OPENING 4
QUARTER WINDOW OPENING 5
ENGINE COMPARTMENT 6
TAILGATE AND LIFTGATE OPENING 7
SEALER LOCATIONS
SPECIFICATIONS
SEALER LOCATIONS
DESCRIPTION FIGURE
APPLICATION METHODS 8
COWL AND PLENUM 9
COWL TOP END AND PLENUM 10
COWL AND WINDSHIELD OUTER PANEL 11
INNER WHEELHOUSE 12
REAR FLOOR RISER AND OUTER BODY SEAMS 13
REAR CORNER PANEL 14
HALF DOOR 15
FULL DOOR 16
DASH COWL AND PLENUM 17
DASH, COWL AND PLENUM 18
DASH, COWL AND PLENUM 19
DASH, COWL AND PLENUM 20
DASH, COWL AND PLENUM SUPPORTS AND REINFORCEMENTS 21
DASH, COWL AND PLENUM SUPPORTS AND REINFORCEMENTS 22
FRONT FLOOR, STRAINER, REINFORCEMENT AND COWL SIDE LOWER 23
BODY SIDE APERTURE 24
WHEELHOUSE 25
COWL AND PLENUM 26
REAR FLOOR AND OUTER BODY SEAMS 27
TJ BODY STRUCTURE 23 - 95
SEALER LOCATIONS (Continued)
Fig. 25 WHEELHOUSE
STRUCTURAL ADHESIVE
LOCATIONS
SPECIFICATIONS
INDEX
DESCRIPTION FIGURE
BODY SIDE APERTURE 28
WHEELHOUSE 29
DOOR OUTER PANELS 30
REAR FLOOR PAN 31
HOOD ASSEMBLY 32
TAIL GATE 33
BODY SIDE/WHEELHOUSE LONG WHEEL BASE (LWB) 34
REAR FLOOR LWB 35
UNDERBODY LWB 36
BODY SIDE COMPLETE LWB 37
BODY COMPLETE LWB 38
23 - 112 BODY STRUCTURE TJ
STRUCTURAL ADHESIVE LOCATIONS (Continued)
Fig. 29 WHEELHOUSE
WELD LOCATIONS
SPECIFICATIONS
WELD LOCATIONS
DESCRIPTION FIGURE
CROSSMEMBERS/STRAINERS 39
FRONT FLOOR PAN (1 OF 3) 40
FRONT FLOOR PAN (2 OF 3) 41
FRONT FLOOR PAN (3 OF 3) 42
REAR FLOOR PAN (1 OF 2) 43
REAR FLOOR PAN (2 OF 2) 44
DASH PANEL - LEFT HAND DRIVE 45
COWL ASSEMBLY - LEFT HAND DRIVE (1 OF 3) 46
COWL ASSEMBLY - LEFT HAND DRIVE (2 OF 3) 47
COWL ASSEMBLY - LEFT HAND DRIVE (3 OF 3) 48
DASH COWL ASSEMBLY - LEFT HAND DRIVE 49
WINDSHIELD FRAME 50
DASH PANEL - RIGHT HAND DRIVE 51
COWL ASSEMBLY - RIGHT HAND DRIVE (1 OF 3) 52
COWL ASSEMBLY - RIGHT HAND DRIVE (2 OF 3) 53
COWL ASSEMBLY - RIGHT HAND DRIVE (3 OF 3) 54
DASH COWL ASSEMBLY - RIGHT HAND DRIVE 55
BODY SIDE ASSEMBLY 56
WHEELHOUSE ASSEMBLY 57
SPORT BAR ASSEMBLY (ROLL BAR) 58
HALF DOOR ASSEMBLY 59
FULL DOOR ASSEMBLY (1 OF 2) 60
FULL DOOR ASSEMBLY (2 OF 2) 61
FRONT FENDER ASSEMBLY 62
HOOD ASSEMBLY 63
TAILGATE ASSEMBLY 64
RADIATOR GUARD ASSEMBLY 65
DASH, COWL AND FLOOR ASSEMBLY - LEFT HAND DRIVE 66
DASH, COWL AND FLOOR ASSEMBLY - RIGHT HAND DRIVE 67
FRONT AND REAR FLOOR PAN 68
BODY SIDE (1 OF 2) 69
BODY SIDE (2 OF 2) 70
BODY COMPLETE (1 OF 4) 71
BODY COMPLETE (2 OF 4) 72
BODY COMPLETE (3 OF 4) 73
BODY COMPLETE (4 OF 4) 74
BODY COMPLETE LONG WHEEL BASE (LWB) (1 OF 3) 75
TJ BODY STRUCTURE 23 - 121
WELD LOCATIONS (Continued)
DESCRIPTION FIGURE
BODY COMPLETE LWB (2 OF 3) 76
BODY COMPLETE LWB (3 OF 3 77
REAR FLOOR LWB (1 OF 3) 78
REAR FLOOR LWB (2 OF 3) 79
REAR FLOOR LWB (3 OF 3) 80
UNDERBODY COMPLETE LWB (1 OF 3) 81
UNDERBODY COMPLETE LWB (2 OF 3) 82
UNDERBODY COMPLETE LWB (3 OF 3) 83
BODY SIDE COMPLETE LWB (1 OF 2) 84
BODY SIDE COMPLETE LWB (2 OF 2) 85
BODY COMPLETE LWB (1 OF 4) 86
BODY COMPLETE LWB (2 OF 4) 87
BODY COMPLETE LWB (3 OF 4) 88
BODY COMPLETE LWB (4 OF 4) 89
23 - 122 BODY STRUCTURE TJ
WELD LOCATIONS (Continued)
Fig. 39 CROSSMEMBERS/STRAINERS
TJ BODY STRUCTURE 23 - 123
WELD LOCATIONS (Continued)
page page
DESCRIPTION
ENGINE COOLING SYSTEM REQUIREMENTS
To maintain the performance level of the heating-air
conditioning system, the engine cooling system must
be properly maintained. The use of a bug screen is not
recommended. Any obstructions in front of the radiator
or condenser will reduce the performance of the air
conditioning and engine cooling systems.
The engine cooling system includes the radiator, Fig. 1 Common Blend-Air HVAC System - Typical
thermostat, radiator hoses and the engine coolant 1 - HEATER CORE
2 - BLEND-AIR DOOR
pump. Refer to Cooling for more information before 3 - EVAPORATOR (A/C SYSTEM ONLY)
opening or attempting any service to the engine cool- 4 - RECIRCULATING AIR DOOR (A/C SYSTEM ONLY)
ing system. 5 - FLOOR/PANEL DOOR
6 - FLOOR/DEFROST DOOR
HEATER AND AIR CONDITIONER Based upon the system and mode selected, condi-
A manually controlled single zone type heating-air tioned air can exit the heater-only or heater-A/C sys-
conditioning system or a manually controlled heater- tem housing through one or a combination of the
only system is available on this model (depending on three main housing outlets: defrost, panel or floor.
market). The defrost outlet is located on the top of the hous-
All vehicles are equipped with a common heater, ing, the panel outlet is located on the face of the
ventilation and air conditioning (HVAC) housing (Fig. housing and the floor outlet is located on the bottom
1). The system combines air conditioning, heating of the housing. Once the conditioned air exits the
and ventilation capabilities in a single unit mounted unit housing, it is further directed through molded
within the passenger compartment under the instru- plastic ducts to the various outlets in the vehicle
ment panel. The HVAC housing includes: interior. These outlets and their locations are as fol-
• Blower motor lows:
• Blower motor resistor block • Defroster Outlet - A single large defroster out-
• Recirculation door and actuator (A/C system let is located in the center of the instrument panel
only) top cover, near the base of the windshield.
• Heater core • Side Window Demister Outlets - There are
• Evaporator coil (A/C system only) two side window demister outlets, one is located at
• Blend door and actuator (A/C system only) each outboard end of the instrument panel top cover,
• Defrost, floor and panel/demist doors and actua- near the belt line at the A-pillars.
tors
24 - 2 HEATING & AIR CONDITIONING TJ
HEATING & AIR CONDITIONING (Continued)
• Panel Outlets - There are four panel outlets in The air conditioning compressor can be engaged by
the instrument panel, one located near each outboard turning the mode control knob clockwise from the Off
end of the instrument panel facing the rear of the position. It can also be engaged by placing the mode
vehicle and two located near the top of the instru- control in the mix to defrost positions. This will
ment panel center bezel. remove heat and humidity from the air before it is
• Front Floor Outlets - There are two front floor directed through or around the heater core. The
outlets, one located above each side of the floor panel mode control knob on the A/C-heater control panel is
center tunnel near the dash panel. used to also direct the conditioned air to the selected
system outlets. The mode control switch uses engine
OPERATION vacuum to control the mode doors, which are oper-
The heating and air conditioning systems pulls ated by vacuum actuators.
outside (ambient) air through the cowl opening at the The defroster outlet receives airflow from the
base of the windshield, then into the plenum cham- HVAC housing through the molded plastic defroster
ber above the heating, ventilation and air condition- duct, which is snapped onto the housing defroster
ing (HVAC) housing. On models equipped with air outlet and secured by two mounting tabs to the dash
conditioning, the air passes through the evaporator panel. The airflow from the defroster outlet is
coil. Air flow can be directed either through or directed by fixed vanes in the defroster outlet grille
around the heater core. This is done by adjusting the and cannot be adjusted. The defroster outlet grille is
blend door with the temperature control knob on the integral to the instrument panel top cover.
A/C-heater control panel located the instrument The side window demister outlets receive airflow
panel. The air flow can then be directed from the from the HVAC housing through the molded plastic
panel, floor and defrost outlets in various combina- defroster duct and two molded plastic demister hoses.
tions using the mode control knob located on the A/C- The airflow from the side window demister outlets is
heater control panel. Air flow velocity can be directed by fixed vanes in the demister outlet grilles
adjusted with the blower speed selector located on and cannot be adjusted. The side window demister
the A/C-heater control panel. outlet grilles are integral to the instrument panel.
The demisters direct air from the HVAC housing
NOTE: It is important to keep the air intake opening
through the outlets located on the top corners of the
clear of debris. Leaf particles and other debris that is
instrument panel. The demisters operate when the
small enough to pass through the cowl opening
mode control knob is positioned in the floor-defrost
screen can accumulate within the HVAC housing. The
and defrost-only settings. Some air may be noticeable
closed, warm, damp and dark environment created
from the demister outlets when the mode control is
within the housing is ideal for the growth of certain
in the bi-level to floor positions.
molds, mildews and other fungi. Any accumulation of
The panel outlets receive airflow from the HVAC
decaying plant matter provides an additional food
housing through a molded plastic main panel duct,
source for fungal spores, which enter the housing
center panel duct and two end panel ducts. The two
with the fresh intake-air. Excess debris, as well as
end panel ducts direct airflow to the left and right
objectionable odors created by decaying plant matter
instrument panel outlets, while the center panel duct
and growing fungi can be discharged into the pas-
directs airflow to the two center panel outlets. Each
senger compartment during heater-A/C operation if
of these outlets can be individually adjusted to direct
the air intake opening is not kept clear of debris.
the flow of air.
Both the heater-only and heater-air conditioner The floor outlets receive airflow from the HVAC
systems are blend-air type systems. In a blend-air housing through the floor distribution duct. The front
system, a blend door controls the amount of uncondi- floor outlets are integral to the molded plastic floor
tioned air (or cooled air from the evaporator coil on distribution duct, which is secured to the bottom of
models with air conditioning) that is allowed to flow the housing. The floor outlets cannot be adjusted.
through, or around, the heater core. The temperature The available air conditioner system is designed for
control knob determines the discharge air tempera- the use of non-CFC, R-134a refrigerant. This air con-
ture by actuating an electric motor, which operates ditioning system uses a fixed orifice tube in the liq-
the blend door. This allows an almost immediate con- uid line near the condenser outlet to meter
trol of the output air temperature of the system. refrigerant flow to the evaporator coil. To maintain
On air conditioned vehicles, the outside air intake minimum evaporator temperature and prevent evap-
can be shut off by selecting the Recirculation Mode orator freezing, the compressor clutch is cycled on
with the mode control knob. This will operate a vac- and off by an A/C low pressure switch mounted on
uum actuated recirculating air door that closes off the accumulator.
the outside fresh air intake and recirculates the air
that is already inside the vehicle.
TJ HEATING & AIR CONDITIONING 24 - 3
HEATING & AIR CONDITIONING (Continued)
(9) Compare the compressor discharge pressure to the compressor discharge pressure is high, see the
the Performance Temperature and Pressure chart. If Pressure Diagnosis chart.
PRESSURE DIAGNOSIS
Both of the heater hoses should be HOT to the MECHANICAL PROBLEMS Possible causes of
touch (coolant return hose should be slightly cooler insufficient heat due to mechanical problems are as
than the supply hose. If the coolant return hose is follows:
much cooler than the supply hose, locate and repair • Obstructed cowl air intake.
the engine coolant flow obstruction in the heater sys- • Obstructed heater system outlets.
tem. If both heater hoses are cool to the touch, • Blend-air door not functioning properly.
inspect the engine cooling system (Refer to 7 -
COOLING - DIAGNOSIS AND TESTING). TEMPERATURE CONTROL
OBSTRUCTED COOLANT FLOW Possible loca- If the heater outlet air temperature cannot be
tions or causes of obstructed coolant flow are as fol- adjusted with the temperature control knob on the
lows: A/C-heater control panel, the following could require
• Pinched or kinked heater hoses. service:
• Improper heater hose routing. • Blend-air door binding.
• Plugged heater hoses or supply and return ports • Faulty blend-air door motor.
at the cooling system connections. • Faulty A/C-heater control.
• Plugged heater core. • Faulty related wiring harness or connectors.
If proper coolant flow through the cooling system is • Improper engine coolant temperature.
verified, and heater outlet air temperature is insuffi-
cient, a mechanical problem may exist.
TJ HEATING & AIR CONDITIONING 24 - 7
HEATING & AIR CONDITIONING (Continued)
FASTENER TORQUE
CONTROLS
TABLE OF CONTENTS
page page
PRELIMINARY CHECKS
(1) If the compressor clutch will not engage, verify
the refrigerant charge level (Refer to 24 - HEATING
& AIR CONDITIONING/PLUMBING - STANDARD
PROCEDURE). If the refrigerant charge level is OK,
go to Step 2. If the refrigerant charge level is not OK,
Fig. 1 A/C Compressor Clutch - Typical adjust the refrigerant charge as required.
(2) If the a/c compressor clutch still will not
1 - CLUTCH PLATE
2 - SHAFT KEY engage, disconnect the headlamp and dash wire har-
3 - PULLEY ness connector for the A/C pressure transducer and
4 - COIL check for battery current at the connector with the
5 - CLUTCH SHIMS
6 - SNAP RING engine running and the heater-A/C control set to the
7 - SNAP RING A/C mode. If OK, go to TESTS. If not OK, refer to
the Body Diagnostic Procedures to perform further
OPERATION diagnosis.
When the clutch coil is energized, it magnetically
draws the clutch into contact with the pulley and
drives the compressor shaft. When the coil is not
energized, the pulley freewheels on the clutch hub
bearing, which is part of the pulley. The compressor
clutch and coil are the only serviced parts on the
compressor.
TJ CONTROLS 24 - 11
A/C COMPRESSOR CLUTCH/COIL (Continued)
TESTS REMOVAL
(1) Verify the battery state of charge (Refer to 8 -
ELECTRICAL/BATTERY SYSTEM - DIAGNOSIS NOTE: The compressor clutch can be serviced in
AND TESTING). the vehicle. The refrigerant system can remain fully-
(2) Connect an ammeter (0 to 10 ampere scale charged during compressor clutch, pulley, or coil
selected) in series with the clutch coil feed terminal. replacement.
Connect a voltmeter (0 to 20 volt scale selected) to
measure voltage across the battery and the clutch (1) Disconnect and isolate the battery negative
coil. cable.
(3) With the A/C-heater control in any A/C mode (2) Remove the serpentine drive belt (Refer to 7 -
and the blower at the lowest speed, start the engine COOLING/ACCESSORY DRIVE/DRIVE BELTS -
and allow it to run at a normal idle speed. REMOVAL) and (Refer to 7 - COOLING/ACCES-
(4) The compressor clutch should engage immedi- SORY DRIVE/DRIVE BELTS - REMOVAL).
ately, and the clutch coil voltage should be within (3) Remove the bolt that secures the compressor
two volts of the battery voltage. If the coil voltage is clutch to the compressor shaft (Fig. 2). A band-type
not within two volts of battery voltage, test the oil filter wrench may be used to secure the clutch
clutch coil feed circuit for excessive voltage drop. If during bolt removal.
the compressor clutch does not engage, refer to Body
Diagnostic Procedures to perform further diagnosis.
The following components must be checked and
repaired as required before you can complete testing
of the clutch coil:
• Fuses in the fuse block and the Power Distribu-
tion Center (PDC)
• A/C-heater mode control switch
• A/C Compressor clutch relay
• A/C High pressure switch
• A/C Low pressure switch
• Powertrain Control Module (PCM)
(5) With the ambient temperature at 21° C (70° F),
the compressor clutch coil is acceptable if the current
draw is 2.0 to 3.7 amperes at 11.5 to 12.5 volts at the
clutch coil. If the voltage is more than 12.5 volts, add
electrical loads by turning on electrical accessories Fig. 2 A/C Compressor Shaft Bolt
until the voltage reads below 12.5 volts. 1 - COMPRESSOR CLUTCH PLATE
(a) If the compressor clutch coil current reading 2 - COMPRESSOR SHAFT BOLT
is zero, the coil is open and must be replaced.
(b) If the compressor clutch coil current reading
is four amperes or more, the coil is shorted and
must be replaced.
24 - 12 CONTROLS TJ
A/C COMPRESSOR CLUTCH/COIL (Continued)
(4) Tap the clutch plate with a plastic mallet to
release it from the splines on the compressor shaft.
Remove the clutch plate and shim(s) from the com-
pressor shaft (Fig. 3).
INSPECTION
NOTE: The compressor clutch can be serviced in
the vehicle. The refrigerant system can remain fully-
charged during compressor clutch, pulley, or coil
replacement.
REMOVAL
(1) Disconnect and isolate the battery negative A/C HEATER CONTROL
cable.
(2) Remove the cover from the Power Distribution DESCRIPTION
Center (PDC) (Fig. 8). Both the heater-only and heater-A/C systems use a
(3) Refer to the fuse and relay layout label affixed combination of mechanical, electrical, and vacuum
to the underside of the PDC cover for A/C compressor controls. These controls provide the vehicle operator
clutch relay identification and location. with a number of setting options to help control the
(4) Remove the A/C compressor clutch relay from climate and comfort within the vehicle. Refer to the
the PDC. owner’s manual in the vehicle glove box for more
information on the suggested operation and use of
INSTALLATION these controls.
(1) See the fuse and relay layout label affixed to The heater-only or heater-A/C system control panel
the underside of the PDC cover for A/C compressor is located at the center of the instrument panel. The
clutch relay location. control panel contains rotary-type knobs. There is a
(2) Position the A/C compressor clutch relay in the blower motor speed control, mode control and tem-
proper receptacle in the PDC. perature control.
(3) Align the A/C compressor clutch relay termi- The blower motor and mode control switch, control
nals with the terminal cavities in the PDC recepta- knobs and illumination lamps are available for ser-
cle. vice replacement.
(4) Push down firmly on the A/C compressor clutch
relay until the terminals are fully seated in the ter-
minal cavities in the PDC receptacle.
24 - 16 CONTROLS TJ
A/C HEATER CONTROL (Continued)
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
INSTALLATION
(1) Connect the three wire harness connectors to
the A/C-heater control.
(2) Position the A/C-heater control onto the instru-
ment panel and install the retaining screws. Tighten Fig. 14 A/C-Heater Control Connections - Typical
the screws to 2.2 N·m (20 in. lbs.). 1 - A/C-HEATER CONTROL
2 - BLOWER MOTOR SWITCH
(3) Reach through the instrument panel glove box 3 - BLOWER MOTOR SWITCH CONNECTOR
opening and reconnect the A/C-heater vacuum har- 4 - TEMPERATURE/ILLUMINATION CONNECTOR
ness connector. 5 - MODE SWITCH CONNECTOR
6 - VACUUM HARNESS
(4) Install the glove box (Refer to 23 - BODY/IN- 7 - MODE SWITCH
STRUMENT PANEL/GLOVE BOX - INSTALLA-
TION).
(5) Install the center bezel (Refer to 23 - BODY/
INSTRUMENT PANEL/INSTRUMENT PANEL
CENTER BEZEL - INSTALLATION).
(6) Reconnect the battery negative cable.
TJ CONTROLS 24 - 21
A/C LOW PRESSURE SWITCH (2) With gear selector in park or neutral and park
brake set, start engine and allow to idle.
(3) Place the A/C-heater mode control switch in
DESCRIPTION
any A/C position.
The A/C low pressure switch is a single pole, single
(4) Raise hood and disconnect the wire harness
throw, pressure actuated switch that is installed in a
connector from the A/C low pressure switch.
threaded port into the suction passage of the accu-
(5) Using a suitable jumper wire, install the wire
mulator. The switch is located on the top of the accu-
between the two terminal cavities of the A/C low
mulator in a fitting that contains a Schrader type
pressure switch wire harness connector. The A/C
valve, which allows the switch to be serviced without
compressor clutch should engage.
discharging the refrigerant system. The accumulator
(6) If the A/C compressor clutch does not engage,
fitting is equipped with a O-ring to seal the switch
the A/C compressor clutch, A/C compressor clutch
plumbing connection.
relay, A/C-heater mode control switch, A/C high pres-
The A/C low pressure switch is a factory calibrated
sure switch, PCM, fuses or related wiring circuits
unit. The switch cannot be adjusted or repaired and
may be defective (Refer to 8 - ELECTRICAL/WIRING
if faulty or damaged it must be replaced.
DIAGRAM INFORMATION - DIAGNOSIS AND
TESTING).
OPERATION (7) If the A/C compressor clutch does engage, con-
The A/C low pressure switch monitors the pressure nect a manifold gauge set to the low side refrigerant
of the refrigerant leaving the accumulator to the system service port (Refer to 24 - HEATING & AIR
compressor. The A/C low pressure switch is electri- CONDITIONING - STANDARD PROCEDURE).
cally connected in series with the A/C-heater control (8) Check for continuity between the two terminals
mode switch and the A/C high pressure switch, of the A/C low pressure switch. There should be con-
between ground and the Powertrain Control Module tinuity with a suction pressure reading of 276 kPa
(PCM). The A/C low pressure switch contact opens or (40 psi) or above, and no continuity with a suction
closes the path the ground, signaling the PCM to pressure reading of 172 kPa (25 psi) or below. If OK,
turn the A/C compressor clutch on and off. This reg- test and repair the A/C compressor clutch, A/C com-
ulates the refrigerant system pressure and controls pressor clutch relay, A/C-heater mode control switch,
evaporator coil temperature. Controlling the evapora- A/C high pressure switch, PCM, fuses or related wir-
tor temperature prevents condensate water on the ing circuits as required. If not OK, replace the faulty
evaporator fins from freezing and obstructing air con- A/C low pressure switch.
ditioning system air flow.
The A/C low pressure switch contacts are open
REMOVAL
when the suction pressure is approximately 172 kPa
(25 psi) or lower. The switch contacts will close when NOTE: Note: It is not necessary to discharge the
the suction pressure rises to approximately 276 kPa refrigerant system to replace the A/C low pressure
(40 psi) or above. Lower ambient temperatures, switch.
below approximately -1° C (30° F), will also cause the
switch contacts to open. This is due to the pressure/ (1) Disconnect and isolate the battery negative cable.
temperature relationship of the refrigerant in the (2) Disconnect the wire harness connector from the
system. A/C low pressure switch (Fig. 16).
(3) Remove the A/C low pressure switch from the
fitting on the top of the accumulator.
DIAGNOSIS AND TESTING (4) Remove the O-ring seal from the accumulator
fitting and discard.
A/C LOW PRESSURE SWITCH
Before performing diagnosis of the A/C low pres- INSTALLATION
sure switch, be certain that the switch is properly
installed on the accumulator fitting. If the switch is NOTE: Replace the O-ring seal before installing the
not properly installed, it may not open the Schrader- A/C low pressure switch.
type valve in the accumulator fitting, which will pre-
vent the switch from correctly monitoring the (1) Lubricate a new O-ring seal with clean refrig-
refrigerant system pressure. erant oil and install it on the accumulator fitting.
(1) Verify that the refrigerant system has the cor- Use only the specified O-rings as they are made of a
rect refrigerant charge (Refer to 24 - HEATING & special material for the R-134a system. Use only
AIR CONDITIONING/PLUMBING - STANDARD refrigerant oil of the type recommended for the A/C
PROCEDURE). compressor in the vehicle.
TJ CONTROLS 24 - 23
A/C LOW PRESSURE SWITCH (Continued)
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(1) Disconnect and isolate the battery negative
cable.
(2) Disconnect the wire harness connector from the
electrical connector of blend door actuator (Fig. 17).
(3) Remove the three screws that secure the blend
door actuator to the HVAC housing.
(4) Remove the blend door actuator from the
HVAC housing.
OPERATION
When the blower motor switch is in any position
except off, and the ignition is turned on, the blower
motor relay is energized and provides battery feed to
the blower motor from a fuse in the Power Distribu-
tion Center (PDC) in the engine compartment. Fig. 19 Blower Motor Relay
The blower motor relay coil is controlled by a volt- 1 - AIR INTAKE
age signal from the A/C-heater control. 2 - RECIRCULATION DOOR LINKAGE
3 - RECIRCULATION DOOR ACTUATOR
The blower motor relay is installed in a wire har- 4 - BLOWER MOTOR RELAY
ness connector located near the passenger side out- 5 - HVAC ELECTRICAL CONNECTOR
board end of the HVAC housing in the passenger 6 - HVAC VACUUM CONNECTOR
7 - HVAC HOUSING
compartment, next to the HVAC wire harness con-
nector.
TJ CONTROLS 24 - 25
BLOWER MOTOR RELAY (Continued)
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT Fig. 21 Blower Motor Switch
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO- 1 - A/C-HEATER CONTROL
2 - SCREW
LATE THE BATTERY NEGATIVE (GROUND) CABLE, 3 - BLOWER MOTOR SWITCH
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- 4 - VACUUM HARNESS
TEM CAPACITOR TO DISCHARGE BEFORE PER- 5 - MODE CONTROL SWITCH
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG (3) Install the A/C-heater control (Refer to 24 -
SYSTEM. FAILURE TO TAKE THE PROPER PRE- HEATING & AIR CONDITIONING/CONTROLS/A/C
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- HEATER CONTROL - INSTALLATION).
BAG DEPLOYMENT AND POSSIBLE PERSONAL (4) Install the blower motor switch knob onto the
INJURY. switch stem on the front of the A/C-heater control.
(5) Reconnect the battery negative cable.
(1) Disconnect and isolate the battery negative
cable.
(2) Using a trim stick or another suitable wide MODE DOOR ACTUATOR
flat-bladed tool, gently pry the blower motor switch
knob off of the switch stem from the front of the A/C- DESCRIPTION
heater control. The actuators used to operate the defrost, floor and
(3) Remove the A/C-heater control from the instru- panel/demister doors in the HVAC housing are two-
ment panel (Refer to 24 - HEATING & AIR CONDI- position vacuum operated. When vacuum is supplied
TIONING/CONTROLS/A/C HEATER CONTROL - by the A/C-heater control to the defrost, floor or pan-
REMOVAL). el/demister actuators, the actuator linkage is pulled
(4) Remove the screw that secures the blower into the actuator, which moves the mode door lever
motor switch to the rear of the A/C-heater control and mode door to one of the two positions. The actua-
(Fig. 21). tor for the floor and panel/demister doors are spring
(5) Remove the blower motor switch from the A/C- loaded, so when vacuum is released from the actua-
heater control. tor, the linkage moves the mode door back to its
static position. The actuator for the defroster door is
INSTALLATION vacuum operated in both directions. The defrost, floor
(1) Position the blower motor switch into the rear or panel/demister actuators are not serviceable and
of the A/C-heater control. must be replaced if found to be defective.
(2) Install the screw that secures the blower motor
switch to the A/C-heater control. Tighten the screw to
2.2 N·m (20 in. lbs.).
24 - 28 CONTROLS TJ
MODE DOOR ACTUATOR (Continued)
INSTALLATION
DEFROST DOOR ACTUATOR
(1) Rotate and tilt the vacuum actuator as
required to engage the hole on the end of the actua-
tor link to the hooked pin on the end of the defrost
door lever.
24 - 30 CONTROLS TJ
RECIRCULATION DOOR ACTUATOR (Continued)
REMOVAL
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
INSTALLATION
(1) Rotate and tilt the vacuum actuator as
required to engage the hole on the end of the actua-
tor link to the hooked pin on the end of the recircu-
lation door lever.
(2) Push the actuator onto the mounting boss until
it snaps into the locked position.
(3) Connect the vacuum hose to the actuator.
Fig. 25 Vacuum Actuator Remove/Install - Typical
(4) Install the right vent duct.
(5) Install the speaker. 1 - ACTUATOR MOUNT LATCH HOLE
2 - TRIM STICK
(6) Install the dash side panel (end cap). 3 - ACTUATOR LATCH
(7) Install the glove box (Refer to 23 - BODY/IN-
STRUMENT PANEL/GLOVE BOX - INSTALLA-
TION).
(8) Reconnect the battery negative cable.
TJ CONTROLS 24 - 31
OPERATION
The use of the two vacuum check valves help to
maintain the system vacuum needed to retain the
selected A/C-heater mode settings. The check valves
prevent the engine from bleeding down system vac-
uum through the intake manifold during extended
heavy engine load (low engine vacuum) operation.
The vacuum check valves cannot be repaired and,
if faulty or damaged, must be replaced.
Fig. 26 Vacuum Check Valves - Typical
REMOVAL 1 - SCREW
2 - VACUUM CHECK VALVE (2)
NOTE: Note the orientation of the check valves in 3 - VACUUM LINE RETAINER (2)
the vacuum supply line for correct reinstallation. 4 - ACCESSORY VACUUM SUPPLY LINE
5 - ENGINE VACUUM FITTING
6 - HVAC VACUUM SUPPLY LINE
(1) Remove the vacuum check valve from the fit- 7 - INNER FENDER
ting at the engine intake manifold and the accessory 8 - VACUUM RESERVOIR
vacuum supply line (Fig. 26).
(2) Remove the vacuum check valve from the
HVAC vacuum supply line fitting and the accessory
vacuum supply line.
INSTALLATION
(1) Using the orientation noted when removed,
plug the vacuum check valve into the HVAC vacuum
supply line fitting and the accessory vacuum supply
line.
(2) Using the orientation noted when removed,
plug the vacuum check valve into the fitting at the
engine intake manifold and the accessory vacuum
supply line.
24 - 32 CONTROLS TJ
VACUUM RESERVOIR
DESCRIPTION
The vacuum reservoir is mounted to the rear of the
right front inner fender wheelhouse in the engine
compartment, under the battery tray. The battery
and battery tray must be removed from the vehicle to
access the vacuum reservoir for service.
OPERATION
Engine vacuum is stored in the vacuum reservoir.
The stored vacuum is used to operate the vacuum-
controlled vehicle accessories during periods of low
engine vacuum such as when the vehicle is climbing
a steep grade, or under other high engine load oper-
ating conditions.
The vacuum reservoir cannot be repaired and, if
faulty or damaged, it must be replaced.
REMOVAL
(1) Remove the battery and battery tray from the
engine compartment (Refer to 8 - ELECTRICAL/BAT- Fig. 27 Vacuum Reservoir - Typical
TERY SYSTEM/BATTERY - REMOVAL) and (Refer
1 - SCREW
to 8 - ELECTRICAL/BATTERY SYSTEM/TRAY - 2 - VACUUM CHECK VALVE (2)
REMOVAL). 3 - VACUUM LINE RETAINER (2)
(2) Unplug the accessory vacuum supply line from 4 - ACCESSORY VACUUM SUPPLY LINE
5 - ENGINE VACUUM FITTING
the vacuum reservoir (Fig. 27). 6 - HVAC VACUUM SUPPLY LINE
(3) Remove the one screw that secures the reser- 7 - INNER FENDER
voir to the inner fender panel. 8 - VACUUM RESERVOIR
(4) Remove the vacuum reservoir from the engine
compartment.
INSTALLATION
(1) Position the vacuum reservoir into the engine
compartment.
(2) Install the screw that secures the reservoir to
the inner fender panel. Tighten the screw to 2.2 N·m
(20 in. lbs.).
(3) Connect the accessory vacuum supply line to
the vacuum reservoir.
(4) Install the battery tray and battery (Refer to 8
- ELECTRICAL/BATTERY SYSTEM/TRAY -
INSTALLATION) and (Refer to 8 - ELECTRICAL/
BATTERY SYSTEM/BATTERY - INSTALLATION).
TJ DISTRIBUTION 24 - 33
DISTRIBUTION
TABLE OF CONTENTS
page page
AIR OUTLETS NOTE: The instrument panel air outlets are retained
into the outlet housings by a light snap fit.
DESCRIPTION (1) Using a trim stick or another suitable wide
There are four panel outlets in the instrument flat-bladed tool, gently pry the panel air outlet(s) out
panel, one located near each outboard end of the of the panel outlet housing(s).
instrument panel facing the rear of the vehicle, and
two located near the top of the instrument panel cen- INSTALLATION
ter bezel. The air outlets can be removed individually
(1) Position the air outlet(s) onto the outlet hous-
for service replacement.
ing(s).
(2) Gently push the air outlet into the housing
REMOVAL until it snaps into position.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
24 - 34 DISTRIBUTION TJ
REMOVAL INSTALLATION
WARNING: ON VEHICLES EQUIPPED WITH AIR- NOTE: Failure to install the blower motor assembly
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE correctly could result in an air leak or the blower
ATTEMPTING ANY STEERING WHEEL, STEERING motor assembly becoming completely disengaged
COLUMN, OR INSTRUMENT PANEL COMPONENT from the HVAC housing.
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE, (1) Align and install the blower motor into the
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS- HVAC housing.
TEM CAPACITOR TO DISCHARGE BEFORE PER- (2) Rotate the blower motor until all of the locking
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS tabs have secured the blower motor assembly to the
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG HVAC housing.
SYSTEM. FAILURE TO TAKE THE PROPER PRE- (3) Connect the wire harness connector to the
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- blower motor.
BAG DEPLOYMENT AND POSSIBLE PERSONAL (4) Reconnect the battery negative cable.
INJURY. (5) Test the blower motor for proper installation by
turning the blower motor speed to its fastest position
The blower motor is located on the passenger side and checking around the outer edges of the blower
of the vehicle under the dash. The blower motor can assembly for air leaks. If any air leaks are found,
be removed from the vehicle without having to remove and reinstall the blower motor.
remove the HVAC housing.
(1) Disconnect and isolate the battery negative
cable. DEFROSTER DUCT
(2) Unplug the blower motor wire harness connec-
tor (Fig. 4). REMOVAL
(3) Release blower motor retainer-locking tab and
rotate blower motor counterclockwise. WARNING: ON VEHICLES EQUIPPED WITH AIR-
(4) Remove blower motor from the HVAC housing. BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
INSTALLATION
(1) Install the defroster duct onto the dash panel
studs. Fig. 6 Floor Distribution Duct - LHD Shown, RHD
(2) Install the two push-nuts that secure the Typical
defroster duct on the studs. 1 - DEFROSTER DUCT
(3) Install the instrument panel (Refer to 23 - 2 - COLLAR
3 - FRESH AIR DUCT
BODY/INSTRUMENT PANEL/INSTRUMENT 4 - HVAC HOUSING
PANEL ASSEMBLY - INSTALLATION). 5 - SCREW
6 - FLOOR DUCT
7 - NUT (2)
8 - NUT (5)
FLOOR DISTRIBUTION DUCT
INSTALLATION
REMOVAL (1) Position the floor distribution duct to the bot-
tom of the HVAC housing.
WARNING: ON VEHICLES EQUIPPED WITH AIR-
(2) Install the screw that secures the floor distri-
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
bution duct to the side of the HVAC housing. Tighten
ATTEMPTING ANY STEERING WHEEL, STEERING
the screw to 2.2 N·m (20 in. lbs.).
COLUMN, OR INSTRUMENT PANEL COMPONENT
(3) Install the three screws that secure the floor
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
distribution duct to the bottom of the HVAC housing.
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
Tighten the screws to 2.2 N·m (20 in. lbs.).
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
(4) Install the instrument panel (Refer to 23 -
TEM CAPACITOR TO DISCHARGE BEFORE PER-
BODY/INSTRUMENT PANEL/INSTRUMENT
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
PANEL ASSEMBLY - INSTALLATION).
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
(5) Reconnect the battery negative cable.
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
24 - 40 DISTRIBUTION TJ
ASSEMBLY
Fig. 8 Defrost, Floor, and Panel/Demist Door
(1) Position the upper HVAC housing to the lower
Vacuum Actuators - Typical
housing. During assembly, be certain of the following:
1 - PANEL/DEMIST DOOR ACTUATOR
2 - DEFROST DOOR ACTUATOR
(a) That each of the mode door pivot shaft ends
3 - FLOOR DOOR ACTUATOR is properly engaged in its pivot hole.
(b) If the unit is equipped with air conditioning,
(4) Disengage the HVAC wire harness connector that the evaporator coil tube rubber seal is prop-
and the blower motor relay wire harness connector erly positioned in the grooves in both the upper
push-in retainers from their mounting holes in the and lower HVAC housing halves.
HVAC housing. (2) Install the screws that secure the upper and
(5) Remove the blower motor from the HVAC hous- lower HVAC housing halves to each other and those
ing (Refer to 24 - HEATING & AIR CONDITION- that hold the recirculation housing to the upper
ING/DISTRIBUTION/BLOWER MOTOR - housing. Tighten the screws to 2.2 N·m (20 in. lbs.).
REMOVAL). (3) Install the two snap clips that help secure the
(6) Pull the vacuum supply line and connector upper and lower HVAC housing halves together.
through the foam seal on the heater core and evapo- (4) Install the foam seals on the heater core and
rator coil tube mounting flange (Fig. 9). evaporator coil tubes and mounting flange of the
(7) Remove the screw that secures the evaporator HVAC housing.
tube clamp and remove the clamp from the evapora- (5) If the unit is equipped with air conditioning,
tor tubes. reinstall the evaporator tube clamp and retaining
(8) Carefully remove the foam seal from the heater screw. Tighten the screw to 2.2 N·m (20 in. lbs.).
core and evaporator coil tubes and mounting flange (6) Insert the vacuum supply line and connector
of the HVAC housing. If the seal is deformed or dam- through the foam seal on the heater core and evapo-
aged, it must be replaced. rator coil tube mounting flange.
(9) Remove the two snap clips that help secure the (7) Install the blower motor (Refer to 24 - HEAT-
upper and lower HVAC housing halves together. ING & AIR CONDITIONING/DISTRIBUTION/
(10) Remove the screws that secure the upper and BLOWER MOTOR - INSTALLATION).
lower HVAC housing halves to each other and those (8) Engage the HVAC wire harness connector and
that hold the recirculation housing to the upper blower motor relay wire harness connector push-in
housing. retainers in the mounting holes of the HVAC hous-
ing.
24 - 42 DISTRIBUTION TJ
HVAC HOUSING (Continued)
(9) Engage the vacuum harness to the routing new O-ring seal, connect the liquid line to the evap-
clips located on the lower half of the HVAC housing. orator inlet tube (Refer to 24 - HEATING & AIR
(10) Plug in the vacuum harness connectors to the CONDITIONING/PLUMBING/REFRIGERANT LINE
panel/demist door actuator, defrost door actuator, COUPLER - INSTALLATION).
floor door actuator and recirculation door actuator (if (13) Evacuate the refrigerant system (Refer to 24 -
equipped). HEATING & AIR CONDITIONING/PLUMBING -
STANDARD PROCEDURE).
INSTALLATION (14) Charge the refrigerant system (Refer to 24 -
(1) Position the HVAC housing to the dash panel. HEATING & AIR CONDITIONING/PLUMBING -
Be certain that the evaporator condensate drain tube STANDARD PROCEDURE).
and the housing mounting studs are inserted into (15) Reconnect the battery negative cable.
their correct mounting holes, and that the openings (16) Start the engine and check for proper opera-
on the top of the housing are properly aligned with tion of the heating and air conditioning systems.
the defroster and fresh air ducts.
(2) Install and tighten the screw that secures the
HVAC housing to the dash panel bracket on the pas- INSTRUMENT PANEL
senger side of the vehicle. Tighten the screw to 3.4 DEMISTER DUCTS
N·m (30 in. lbs.).
(3) Install the floor distribution duct to the bottom REMOVAL
of the HVAC housing (Refer to 24 - HEATING & AIR
CONDITIONING/DISTRIBUTION/FLOOR DISTRI- WARNING: ON VEHICLES EQUIPPED WITH AIR-
BUTION DUCTS - INSTALLATION). BAGS, DISABLE THE AIRBAG SYSTEM BEFORE
(4) Install the cowl drain tube onto the HVAC ATTEMPTING ANY STEERING WHEEL, STEERING
housing mounting stud on the dash panel directly COLUMN, OR INSTRUMENT PANEL COMPONENT
behind the engine cylinder head. DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
(5) Install and tighten the five nuts onto the LATE THE BATTERY NEGATIVE (GROUND) CABLE,
HVAC housing mounting studs in the engine com- THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
partment. Tighten the nuts to 6.2 N·m (55 in. lbs.). TEM CAPACITOR TO DISCHARGE BEFORE PER-
(6) Install the instrument panel in the vehicle FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
(Refer to 23 - BODY/INSTRUMENT PANEL/IN- IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
STRUMENT PANEL ASSEMBLY - INSTALLA- SYSTEM. FAILURE TO TAKE THE PROPER PRE-
TION). CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
(7) If the battery was repositioned during the BAG DEPLOYMENT AND POSSIBLE PERSONAL
removal procedure, position the battery and tighten INJURY.
the hold-downs (Refer to 8 - ELECTRICAL/BAT-
TERY SYSTEM/BATTERY - INSTALLATION). (1) Disconnect and isolate the battery negative
(8) Connect the HVAC system vacuum supply line cable.
connector to the tee fitting near the heater core (2) Remove the glove box from the instrument
tubes. panel to gain access to the passenger side demister
(9) Unplug or remove the tape from the heater hose (Refer to 23 - BODY/INSTRUMENT PANEL/
core tubes and connect the heater hoses to the heater GLOVE BOX - REMOVAL).
core tubes. (3) Remove the knee blocker from the instrument
(10) Fill the engine cooling system (Refer to 24 - panel to gain access to the driver side demister hose
HEATING & AIR CONDITIONING/PLUMBING/ (Refer to 23 - BODY/INSTRUMENT PANEL/KNEE
HEATER CORE - INSTALLATION). BLOCKER - REMOVAL).
(11) If the vehicle is not equipped with air condi- (4) Reach through the glove box opening and/or
tioning, go to Step 15. If the vehicle is equipped with the steering column opening of the instrument panel
air conditioning, unplug or remove the tape from the and disconnect the demister hose(s) from the demis-
accumulator inlet tube fitting and the evaporator ter outlet(s) and the defroster duct (Fig. 10).
outlet tube. Using a new O-ring seal, connect the
accumulator inlet tube fitting to the evaporator out-
let tube (Refer to 24 - HEATING & AIR CONDI-
TIONING/PLUMBING/REFRIGERANT LINE
COUPLER - INSTALLATION).
(12) Unplug or remove the tape from the liquid
line fitting and the evaporator inlet tube. Using a
TJ DISTRIBUTION 24 - 43
INSTRUMENT PANEL DEMISTER DUCTS (Continued)
PLUMBING
TABLE OF CONTENTS
page page
WARNING
ENGINE COOLING SYSTEM
WARNING: The engine cooling system is designed
to develop internal pressures of 97 to 123 kilopas-
cals (14 to 18 pounds per square inch). Do not
remove or loosen the coolant pressure cap, cylin-
der block drain plugs, radiator drain, radiator
hoses, heater hoses, or hose clamps while the
engine cooling system is hot and under pressure.
Allow the vehicle to cool for a minimum of 15 min-
utes before opening the cooling system for service.
Failure to observe this warning can result in seri-
ous burns from the heated engine coolant.
TJ PLUMBING 24 - 49
PLUMBING (Continued)
STANDARD PROCEDURE
REFRIGERANT SYSTEM SERVICE EQUIPMENT
WARNING: EYE PROTECTION MUST BE WORN
WHEN SERVICING AN AIR CONDITIONING REFRIG-
ERANT SYSTEM. TURN OFF (ROTATE CLOCKWISE)
ALL VALVES ON THE EQUIPMENT BEING USED
BEFORE CONNECTING TO, OR DISCONNECTING
FROM THE REFRIGERANT SYSTEM. FAILURE TO
OBSERVE THESE WARNINGS MAY RESULT IN PER-
SONAL INJURY.
When servicing the air conditioning system, a Fig. 2 Manifold Gauge Set - Typical
R-134a refrigerant recovery/recycling/charging sta- 1 - HIGH PRESSURE GAUGE
tion that meets SAE Standard J2210 must be used 2 - VALVE
(Fig. 1). Contact an automotive service equipment 3 - VACUUM/REFRIGERANT HOSE (YELLOW W/BLACK STRIPE)
4 - HIGH PRESSURE HOSE (RED W/BLACK STRIPE)
supplier for refrigerant recovery/recycling/charging 5 - LOW PRESSURE HOSE (BLUE W/BLACK STRIPE)
equipment. Refer to the operating instructions sup- 6 - VALVE
plied by the equipment manufacturer for proper care 7 - LOW PRESSURE GAUGE
and use of this equipment.
TJ PLUMBING 24 - 51
PLUMBING (Continued)
MANIFOLD GAUGE SET CONNECTIONS (2) Attach a clamp-on thermocouple to the liquid
line near the evaporator.
CAUTION: Do not use an R-12 manifold gauge set (3) The vehicle must be in the following modes:
on an R-134a system. The refrigerants are not com- • Automatic transmission in park or manual
patible and system damage will result. transmission in neutral.
• Engine at idle
LOW PRESSURE GAUGE HOSE The low pressure • A/C mode control set to outside air
hose (Blue with Black stripe) attaches to the suction • A/C mode control set to panel mode
service port. This port is located on the liquid line • A/C temperature control set to full cool
near the evaporator inlet tube at the rear of the • Blower motor control set on highest speed
engine compartment. • Vehicle windows closed
HIGH PRESSURE GAUGE HOSE The high pres- (4) Operate the A/C system for at least two min-
sure hose (Red with Black stripe) attaches to the dis- utes to allow the system to stabilize.
charge service port. This port is located on the (5) Observe liquid line pressure and temperature.
manifold directly over the discharge port of the com- Using the Charge Determination Chart (Fig. 3) deter-
pressor. mine where the system is currently operating. If the
RECOVERY/RECYCLING/EVACUATION/CHARG- system is not in the proper range, reclaim all the
ING HOSE The center manifold hose (Yellow, or refrigerant and recharge per A/C label.
White, with Black stripe) is used to recover, evacu-
ate, and charge the refrigerant system. When the low REFRIGERANT SYSTEM RECOVERY
or high pressure valves on the manifold gauge set
are opened, the refrigerant in the system will escape WARNING: (Refer to 24 - HEATING & AIR CONDI-
through this hose. TIONING - WARNING) AND (Refer to 24 - HEATING
& AIR CONDITIONING - CAUTION) BEFORE PER-
REFRIGERANT CHARGE LEVEL TEST FORMING THIS OPERATION.
REMOVAL (6) Remove the bolts and nuts that secure the com-
pressor and brackets (Fig. 5) or (Fig. 6).
WARNING: REVIEW THE WARNINGS AND CAU-
TIONS IN THE FRONT OF THIS SECTION BEFORE
PERFORMING THE FOLLOWING OPERATION (Refer
to 24 - HEATING & AIR CONDITIONING/PLUMBING -
WARNING) and (Refer to 24 - HEATING & AIR CON-
DITIONING/PLUMBING - CAUTION).
INSTALLATION
NOTE: If a replacement compressor is being
installed, be certain to check the refrigerant oil
level. See Refrigerant Oil Level in this group for the
procedures. Use only refrigerant oil of the type rec-
ommended for the compressor in the vehicle.
A/C CONDENSER
DESCRIPTION
The A/C condenser is located in the air flow in
front of the radiator. The A/C condenser is a heat
exchanger that allows the high-pressure refrigerant
gas being discharged by the A/C compressor to give
up its heat to the air passing over the condenser fins.
OPERATION
When the refrigerant gas gives up its heat, it con-
denses. When the refrigerant leaves the condenser, it
has become a high-pressure liquid refrigerant. The
volume of air flowing over the condenser fins is crit-
ical to the proper cooling performance of the air con-
ditioning system. Therefore, it is important that
there are no objects placed in front of the radiator
grille openings in the front of the vehicle or foreign
material on the condenser fins that might obstruct
proper air flow. Also, any factory-installed air seals or
shrouds must be properly reinstalled following radia-
Fig. 6 A/C Compressor and Brackets - 4.0L Engine
tor or condenser service.
1 - A/C COMPRESSOR
2 - A/C COMPRESSOR MOUNTING NUT
The condenser cannot be repaired and, if faulty or
3 - A/C COMPRESSOR UPPER MOUNTING BRACKET damaged, it must be replaced.
4 - ENGINE BLOCK LOWER MOUNTING POINT
5 - A/C COMPRESSOR LOWER BRACKET MOUNTING BOLT
6 - A/C COMPRESSOR LOWER MOUNTING BRACKET
REMOVAL
7 - LOWER BRACKET TO ENGINE BLOCK BOLT
8 - A/C COMPRESSOR UPPER BRACKET MOUNTING BOLT WARNING: Review the warnings and cautions in the
9 - A/C COMPRESSOR LOWER MOUNTING POINT front of this section before performing the following
10 - A/C COMPRESSOR TO BLOCK BOLT
operation (Refer to 24 - HEATING & AIR CONDI-
(4) Lubricate new rubber O-ring seals with clean TIONING/PLUMBING - WARNING) and (Refer to 24 -
refrigerant oil and install them on the discharge and HEATING & AIR CONDITIONING/PLUMBING - CAU-
liquid line fittings. Use only the specified O-rings as TION).
they are made of a special material for the R-134a
system. Use only refrigerant oil of the type recom- CAUTION: Before removing the A/C condenser, note
mended for the A/C compressor in the vehicle. the location of each of the radiator/condenser air
(5) Install the suction line and discharge line fit- seals. These air seals are used to direct air through
tings onto the compressor. the A/C condenser and radiator. The air seals must
(6) Install the bolts or nuts (depending on engine be reinstalled in their proper locations in order for
application) that secure the suction and discharge the A/C and engine cooling systems to perform as
line fittings to the compressor. Tighten the bolts or designed.
nuts to 25.4 N·m (20 ft. lbs.).
(7) Connect the wire harness connector to the com- (1) Disconnect and isolate the negative battery
pressor clutch coil. cable.
(8) Install the serpentine drive belt (Refer to 7 - (2) Recover the refrigerant from the refrigerant
COOLING/ACCESSORY DRIVE/DRIVE BELTS - system (Refer to 24 - HEATING & AIR CONDITION-
INSTALLATION) or (Refer to 7 - COOLING/ACCES- ING/PLUMBING - STANDARD PROCEDURE -
SORY DRIVE/DRIVE BELTS - INSTALLATION) REFRIGERANT SYSTEM RECOVERY).
4.0L. (3) Partially drain the engine cooling system(Refer
(9) Reconnect the battery negative cable. to 7 - COOLING - STANDARD PROCEDURE -
(10) Evacuate the refrigerant system (Refer to 24 - COOLING SYSTEM DRAINING).
HEATING & AIR CONDITIONING/PLUMBING - (4) Remove the cooling recovery container (Refer to
STANDARD PROCEDURE). 7 - COOLING/ENGINE/COOLANT RECOVERY
(11) Charge the refrigerant system (Refer to 24 - CONTAINER - REMOVAL.
HEATING & AIR CONDITIONING/PLUMBING -
STANDARD PROCEDURE).
TJ PLUMBING 24 - 57
A/C CONDENSER (Continued)
(5) Disconnect the upper radiator hose from the (4) Raise and support the vehicle.
radiator and position the hose out of the way (Refer (5) Position the lower condenser/radiator air seal
to 7 - COOLING - OPERATION - HOSE CLAMPS). out of the way and install the two bolts that secure
(6) Remove the radiator cooling fan and fan shroud the lower condenser mounting bracket to the bottom
(Refer to 7 - COOLING/ENGINE/FAN DRIVE VIS- of the grille panel. Tighten the bolts to 2.2 N·m (20
COUS CLUTCH - REMOVAL). in. lbs.).
(7) Raise and support the vehicle. (6) Lower the vehicle.
(8) Position the lower condenser/radiator air seal (7) Remove the tape or plugs from the discharge
out of the way and remove the two bolts that secure and liquid line fittings and the condenser ports.
the lower condenser mounting bracket to the bottom (8) Lubricate new rubber O-ring seals with clean
of the grille panel. refrigerant oil and install them onto the discharge
(9) Lower the vehicle. and liquid line fittings. Use only the specified O-rings
(10) If equipped, remove the upper condenser/radi- as they are made of a special material for the R-134a
ator air seal (Fig. 7). system. Use only refrigerant oil of the type recom-
(11) Remove the nuts that secure the discharge mended for the A/C compressor in the vehicle.
and liquid lines to the condenser tapping block. (9) Install the discharge and liquid lines onto the
(12) Disconnect the discharge and liquid lines from condenser tapping block.
the condenser tapping block and remove and discard (10) Install the nuts that secures the discharge
the O-ring seals. and liquid line fittings to the condenser tapping
(13) Install plugs in, or tape over the opened block. Tighten the nuts to 12 N·m (105 in. lbs.).
refrigerant line fittings and the condenser ports. (11) If equipped, install the upper condenser/radia-
(14) Remove the two bolts that secure the upper tor air seal.
condenser mounting brackets to the top of the grille (12) Install the radiator cooling fan and fan shroud
panel. (Refer to 7 - COOLING/ENGINE/FAN DRIVE VIS-
(15) Remove the three bolts on each side of the COUS CLUTCH - INSTALLATION).
radiator that secure the radiator mounting brackets (13) Connect the upper radiator hose to the radia-
to the grille panel. tor and install the hose clamp (Refer to 7 - COOL-
(16) Tilt the radiator back towards the engine. Use ING - OPERATION - HOSE CLAMPS).
care to prevent damaging the radiator fins. (14) Install the coolant recovery container (Refer to
(17) Carefully remove the A/C condenser from the 7 - COOLING/ENGINE/COOLANT RECOVERY
engine compartment. CONTAINER - INSTALLATION).
(15) Reconnect the battery negative cable.
INSTALLATION (16) Fill the engine cooling system (Refer to 7 -
COOLING - STANDARD PROCEDURE - COOLING
NOTE: If the A/C condenser is being replaced, add SYSTEM REFILLING)
22 milliliters (0.75 fluid ounce) of refrigerant oil to (17) Evacuate the refrigerant system (Refer to 24 -
the refrigerant system. Use only refrigerant oil of HEATING & AIR CONDITIONING/PLUMBING -
the type recommended for the A/C compressor in STANDARD PROCEDURE - REFRIGERANT SYS-
the vehicle. TEM EVACUATE).
(18) Charge the refrigerant system (Refer to 24 -
(1) Carefully position the A/C condenser into the HEATING & AIR CONDITIONING/PLUMBING -
engine compartment. STANDARD PROCEDURE - REFRIGERANT SYS-
(2) Install the two bolts that secure the upper con- TEM CHARGE).
denser mounting brackets to the top of the grille
panel. Tighten the bolts to 2.2 N·m (20 in. lbs.).
(3) Align the radiator mounting brackets to the
grille panel and install the six bolts that secure the
radiator to the grille panel. Tighten the bolts to 8
N·m (72 in. lbs.).
24 - 58 PLUMBING TJ
A/C CONDENSER (Continued)
A/C DISCHARGE LINE WARNING) and (Refer to 24 - HEATING & AIR CON-
DITIONING/PLUMBING - CAUTION).
(1) Disconnect and isolate the negative battery
DESCRIPTION
cable.
The A/C discharge line is the refrigerant line that
(2) Recover the refrigerant from the refrigerant
goes from the A/C compressor to the A/C condenser.
system (Refer to 24 - HEATING & AIR CONDITION-
The discharge line has no serviceable parts except
ING/PLUMBING - STANDARD PROCEDURE -
the rubber O-rings. The discharge line cannot be
REFRIGERANT RECOVERY).
repaired and, if found to be leaking or damaged, it
(3) On vehicles equipped with the 4.0L engine,
must be replaced.
remove the bolt that secures the refrigerant line sup-
port bracket to the top of the engine and remove the
REMOVAL discharge line from the bracket (Fig. 8).
(4) Remove the bolt that secures the discharge line
WARNING: REVIEW THE WARNINGS AND CAU-
fitting to the top of the compressor.
TIONS IN THE FRONT OF THIS SECTION BEFORE
(5) Disconnect the discharge line fitting from the
PERFORMING THE FOLLOWING OPERATION (Refer
compressor discharge port.
to 24 - HEATING & AIR CONDITIONING/PLUMBING -
TJ PLUMBING 24 - 59
A/C DISCHARGE LINE (Continued)
(6) Remove the seal from the discharge line fitting (6) Remove the tape or plugs from the compressor
and discard. discharge port and the discharge line fitting.
(7) Install plug in, or tape over the opened dis- (7) Lubricate a new rubber O-ring seal with clean
charge line fitting and the compressor discharge port. refrigerant oil and install it on the discharge line fit-
(8) Remove the nut that secures the discharge line ting.
fitting to the condenser. (8) Connect the discharge line fitting to the com-
(9) Disconnect the discharge line fitting from the pressor discharge port on the top of the compressor.
condenser inlet port and remove the discharge line (9) Install the bolt that secures the discharge line
from the vehicle. fitting to the compressor. Tighten the bolt to 25.4
(10) Remove the O-ring seal from the discharge N·m (20 ft. lbs.).
line fitting and discard. (10) Install the discharge line into the refrigerant
(11) Install plug in, or tape over the opened dis- line support bracket and install the support bracket
charge line fitting and the condenser inlet port. bolt. Tighten the bolt to 28 N·m (21 ft. lbs.).
(11) Evacuate the refrigerant system (Refer to 24 -
HEATING & AIR CONDITIONING - STANDARD
PROCEDURE).
(12) Recharge the refrigerant system (Refer to 24 -
HEATING & AIR CONDITIONING - STANDARD
PROCEDURE).
(13) Reconnect the negative battery cable.
A/C EVAPORATOR
DESCRIPTION
The evaporator coil is located in the HVAC hous-
ing, behind the instrument panel. The evaporator is
positioned in the housing so that all air that enters
the housing must pass over the fins of the evaporator
coils before it is distributed through the system ducts
Fig. 8 Suction and Discharge Lines - 4.0L Shown, and outlets. However, air passing over the evaporator
2.4L Typical fins will only be conditioned when the compressor is
1 - SUCTION LINE engaged and circulating refrigerant through the
2 - SERVICE PORT
3 - A/C HIGH PRESSURE SWITCH evaporator tubes.
4 - A/C COMPRESSOR
5
6
- MOUNTING BRACKET
- DISCHARGE LINE
OPERATION
Refrigerant enters the evaporator from the fixed
orifice tube as a low-temperature, low-pressure liq-
INSTALLATION
uid. As air flows over the fins of the evaporator, the
NOTE: Replacement of the refrigerant line O-ring humidity in the air condenses on the fins, and the
seals is required anytime a refrigerant line is heat from the air is absorbed by the refrigerant. Heat
opened. Failure to replace the rubber O-ring seals absorption causes the refrigerant to boil and vapor-
could result in a refrigerant system leak. ize. The refrigerant becomes a low-pressure gas when
it leaves the evaporator.
(1) Position the discharge line into the engine com- The evaporator coil cannot be repaired and, if
partment. faulty or damaged, it must be replaced.
(2) Remove the tape or plugs from the condenser
inlet port and the discharge line fitting.
(3) Lubricate a new rubber O-ring seal with clean
refrigerant oil and install it on the discharge line fit-
ting.
(4) Connect the discharge line fitting to the con-
denser inlet port.
(5) Install the nut that secures the discharge line
fitting to the condenser. Tighten the nut to 12 N·m
(105 in. lbs.).
24 - 60 PLUMBING TJ
A/C EVAPORATOR (Continued)
REMOVAL (Fig. 9). The outlet end of the tube has a nylon mesh
diffuser screen. The O-rings on the plastic body of
WARNING: ON VEHICLES EQUIPPED WITH AIR- the fixed orifice tube seal the tube to the inside of
BAGS, DISABLE THE AIRBAG SYSTEM BEFORE the liquid line and prevent the refrigerant from
ATTEMPTING ANY STEERING WHEEL, STEERING bypassing the fixed metering orifice.
COLUMN, OR INSTRUMENT PANEL COMPONENT
DIAGNOSIS OR SERVICE. DISCONNECT AND ISO-
LATE THE BATTERY NEGATIVE (GROUND) CABLE,
THEN WAIT TWO MINUTES FOR THE AIRBAG SYS-
TEM CAPACITOR TO DISCHARGE BEFORE PER-
FORMING FURTHER DIAGNOSIS OR SERVICE. THIS
IS THE ONLY SURE WAY TO DISABLE THE AIRBAG
SYSTEM. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY. Fig. 9 Fixed Orifice Tube - Typical
1 - DIFFUSER SCREEN
(1) Remove the HVAC housing (Refer to 24 - 2 - O-RING SEALS
HEATING & AIR CONDITIONING/DISTRIBUTION/ 3 - INLET FILTER SCREEN
4 - ORIFICE
HVAC HOUSING - REMOVAL).
(2) Disassemble the HVAC housing to access the
evaporator (Refer to 24 - HEATING & AIR CONDI-
OPERATION
TIONING/DISTRIBUTION/HVAC HOUSING - DIS- The fixed A/C orifice tube is used to meter the flow
ASSEMBLY). of liquid refrigerant into the A/C evaporator. The
(3) Lift the evaporator out of the lower half of the high-pressure liquid refrigerant from the A/C con-
housing. denser expands into a low-pressure liquid as it
passes through the metering orifice and diffuser
screen of the A/C orifice tube.
INSTALLATION
The A/C orifice tube is not serviceable. It cannot be
NOTE: If the evaporator is being replaced, add 45 repaired, and if faulty or plugged, it must be replaced
milliliters (1.5 fluid ounces) of refrigerant oil to the as part of the liquid line (Refer to 24 - HEATING &
refrigerant system. Use only refrigerant oil of the AIR CONDITIONING/PLUMBING/LIQUID LINE -
type recommended for the compressor in the vehi- REMOVAL) and (Refer to 24 - HEATING & AIR
cle. CONDITIONING/PLUMBING/LIQUID LINE -
INSTALLATION).
(1) Install the evaporator coil into the bottom half
of the HVAC housing.
(2) Assemble the HVAC housing (Refer to 24 -
DIAGNOSIS AND TESTING
HEATING & AIR CONDITIONING/DISTRIBUTION/
HVAC HOUSING - ASSEMBLY). A/C ORIFICE TUBE
(3) Install the HVAC housing (Refer to 24 - HEAT- The fixed A/C orifice tube can be checked for
ING & AIR CONDITIONING/DISTRIBUTION/HVAC proper operation using the following procedure. How-
HOUSING - INSTALLATION). ever, the fixed orifice tube is only serviced as a part
of the liquid line unit. If the results of this test indi-
cate that the A/C orifice tube is obstructed or miss-
A/C ORIFICE TUBE ing, the entire liquid line must be replaced.
ACCUMULATOR
DESCRIPTION
The accumulator (Fig. 10) is mounted in the engine
compartment between the evaporator outlet and the
compressor suction port. An integral mounting
bracket is used to secure the accumulator to the right
Fig. 10 Accumulator - Typical
side rail with a bolt. A threaded fitting on the top of
1 - A/C LOW PRESSURE SWITCH
the accumulator canister provides the port through 2 - PRESSURE SWITCH FITTING
which the A/C low pressure switch monitors the 3 - OUTLET TO COMPRESSOR
refrigerant system pressures. 4 - ANTI-SIPHON HOLE
5 - DESICCANT BAG
The accumulator cannot be repaired and, if faulty 6 - OIL RETURN ORIFICE FILTER
or damaged, it must be replaced. The refrigerant 7 - VAPOR RETURN TUBE
lines, rubber O-rings and the A/C low pressure 8 - ACCUMULATOR DOME
9 - O-RING SEAL
switch are available for service replacement. 10 - INLET FROM EVAPORATOR
HEATER CORE
DESCRIPTION
Fig. 11 A/C Accumulator - Typical The heater core is located in the HVAC housing,
behind the instrument panel. It is a heat exchanger
1 - SUCTION LINE (EVAPORATOR SIDE)
2 - SUPPORT BRACKET made of rows of tubes and fins.
3 - BOLT
4 - RETAINING BAND
5 - ACCUMULATOR
OPERATION
6 - SUCTION LINE (COMPRESSOR SIDE) Engine coolant is circulated through the heater
hoses and heater core at all times. As the coolant
INSTALLATION flows through the heater core, heat removed from the
engine is transferred to the heater core fins and
NOTE: If the accumulator is being replaced, add 90 tubes. Air directed through the heater core picks up
milliliters (3 fluid ounces) of refrigerant oil to the the heat from the heater core fins. The blend door
refrigerant system. Use only refrigerant oil of the allows control of the heater output air temperature
type recommended for the compressor in the vehi- by regulating the amount of air that is flowing
cle. through the heater core within the HVAC housing.
The blower motor speed controls the volume of air
(1) If removed, install the A/C low pressure switch flowing through the HVAC housing.
onto the accumulator using a new O-ring seal. The heater core cannot be repaired and, if faulty or
Tighten the switch securely. damaged, it must be replaced.
(2) Install the retaining band onto the accumulator
and position the accumulator into the slotted hole of
the support bracket in the engine compartment.
(3) Tighten the bolt that secures the accumulator
retaining band to the support bracket. Tighten the
bolt to 4.5 N·m (40 in. lbs.).
TJ PLUMBING 24 - 63
HEATER CORE (Continued)
LIQUID LINE
DESCRIPTION
The liquid line is the refrigerant line that carries
refrigerant from the A/C condenser to the evaporator.
The liquid line is made from lightweight aluminum
or steel, and uses braze-less fittings.
The liquid line contains the fixed orifice tube and
is only serviced as an assembly, except for the rubber
O-ring seals used on the end fittings. The liquid line Fig. 12 Liquid Line - 4.0L Shown, 2.4L Typical
cannot be adjusted or repaired and, if found to be 1 - LIQUID LINE
leaking or damaged, it must be replaced. 2 - SERVICE PORT
3 - A/C CONDENSER
4 - PLASTIC RETAINING CLIP (2)
REMOVAL
WARNING: REVIEW THE WARNINGS AND CAU-
TIONS IN THE FRONT OF THIS SECTION BEFORE
PERFORMING THE FOLLOWING OPERATION (Refer
24 - 64 PLUMBING TJ
LIQUID LINE (Continued)
(1) Position the liquid line into the engine com- OPERATION
partment. R-134a refrigerant is not compatible with R-12
(2) Remove the tape or plugs from the liquid line refrigerant in an air conditioning system. Even a
fitting and the condenser outlet port. small amount of R-12 added to an R-134a refrigerant
(3) Lubricate a new rubber O-ring seal with clean system will cause compressor failure, refrigerant oil
refrigerant oil and install it on the liquid line fitting. sludge or poor air conditioning system performance.
Use only the specified O-rings as they are made of a In addition, the PolyAlkylene Glycol (PAG) synthetic
special material for the R-134a system. Use only refrigerant oils used in an R-134a refrigerant system
refrigerant oil of the type recommended for the com- are not compatible with the mineral-based refriger-
pressor in the vehicle. ant oils used in an R-12 refrigerant system.
(4) Connect the liquid line to the condenser outlet R-134a refrigerant system service ports, service
port. tool couplers and refrigerant dispensing bottles have
(5) Install the nut that secures the liquid line fit- all been designed with unique fittings to ensure that
ting to the stud on the condenser outlet port. Tighten an R-134a system is not accidentally contaminated
the nut to 9 N·m (80 in. lbs.). with the wrong refrigerant (R-12). There are also
(6) Install the liquid line into the plastic retaining labels posted in the engine compartment of the vehi-
clips located on the right inner fender cle and on the compressor identifying to service tech-
(7) Remove the tape or plugs from the liquid line nicians that the air conditioning system is equipped
fitting and the evaporator inlet port. with R-134a.
(8) Lubricate a new rubber O-ring seal with clean
refrigerant oil and install it on the liquid line fitting.
Use only the specified O-rings as they are made of a REFRIGERANT LINE COUPLER
special material for the R-134a system. Use only
refrigerant oil of the type recommended for the com- DESCRIPTION
pressor in the vehicle. Spring-lock type refrigerant line couplers are used to
(9) Connect the liquid line to the evaporator inlet connect many of the refrigerant lines and other compo-
port (Refer to 24 - HEATING & AIR CONDITION- nents to the refrigerant system. These couplers require
ING/PLUMBING/REFRIGERANT LINE COUPLER - a special tool for disengaging the two coupler halves.
INSTALLATION).
(10) Install the secondary retaining clip onto the OPERATION
spring-lock coupler that secures the liquid line to the The spring-lock coupler is held together by a garter
evaporator inlet tube. spring inside a circular cage on the male half of the
(11) Reconnect the battery negative cable. fitting (Fig. 13). When the two coupler halves are
(12) Evacuate the refrigerant system (Refer to 24 - connected, the flared end of the female fitting slips
HEATING & AIR CONDITIONING/PLUMBING - behind the garter spring inside the cage on the male
STANDARD PROCEDURE). fitting. The garter spring and cage prevent the flared
(13) Charge the refrigerant system (Refer to 24 - end of the female fitting from pulling out of the cage.
HEATING & AIR CONDITIONING/PLUMBING - Two O-rings on the male half of the fitting are
STANDARD PROCEDURE). used to seal the connection. These O-rings are com-
patible with R-134a refrigerant and must be replaced
with O-rings made of the same material.
REFRIGERANT Secondary clips are installed over the two con-
nected coupler halves at the factory for added blowoff
DESCRIPTION protection. In addition, some models have a plastic
The refrigerant used in this air conditioning sys- ring that is used at the factory as a visual indicator
tem is a HydroFluoroCarbon (HFC), type R-134a. to confirm that these couplers are connected. After
Unlike R-12, which is a ChloroFluoroCarbon (CFC), the coupler is connected, the plastic indicator ring is
R-134a refrigerant does not contain ozone-depleting no longer needed; however, it will remain on the
refrigerant line near the coupler cage.
TJ PLUMBING 24 - 65
REFRIGERANT LINE COUPLER (Continued)
(4) Close the two halves of the A/C line disconnect
tool around the spring-lock coupler.
(5) Push the A/C line disconnect tool into the open
side of the coupler cage to expand the garter spring.
Once the garter spring is expanded and while still
pushing the disconnect tool into the open side of the
coupler cage, pull on the refrigerant line attached to
the female half of the coupler fitting until the flange
on the female fitting is separated from the garter
spring and cage on the male fitting within the dis-
connect tool.
EMISSIONS CONTROL
TABLE OF CONTENTS
page page
DESCRIPTION - STATE DISPLAY TEST MODE (6) To erase DTC’s, use the “Erase Trouble Code”
The switch inputs to the Powertrain Control Mod- data screen on the DRB scan tool. Do not erase any
ule (PCM) have two recognized states; HIGH and DTC’s until problems have been investigated
LOW. For this reason, the PCM cannot recognize the and repairs have been performed.
difference between a selected switch position versus
an open circuit, a short circuit, or a defective switch. DESCRIPTION - TASK MANAGER
If the State Display screen shows the change from The PCM is responsible for efficiently coordinating
HIGH to LOW or LOW to HIGH, assume the entire the operation of all the emissions-related compo-
switch circuit to the PCM functions properly. Connect nents. The PCM is also responsible for determining if
the DRB scan tool to the data link connector and the diagnostic systems are operating properly. The
access the state display screen. Then access either software designed to carry out these responsibilities
State Display Inputs and Outputs or State Display is referred to as the ’Task Manager’.
Sensors.
DESCRIPTION - MONITORED SYSTEMS
DESCRIPTION - CIRCUIT ACTUATION TEST There are new electronic circuit monitors that
MODE check fuel, emission, engine and ignition perfor-
The Circuit Actuation Test Mode checks for proper mance. These monitors use information from various
operation of output circuits or devices the Powertrain sensor circuits to indicate the overall operation of the
Control Module (PCM) may not internally recognize. fuel, engine, ignition and emission systems and thus
The PCM attempts to activate these outputs and the emissions performance of the vehicle.
allow an observer to verify proper operation. Most of The fuel, engine, ignition and emission systems
the tests provide an audible or visual indication of monitors do not indicate a specific component prob-
device operation (click of relay contacts, fuel spray, lem. They do indicate that there is an implied prob-
etc.). Except for intermittent conditions, if a device lem within one of the systems and that a specific
functions properly during testing, assume the device, problem must be diagnosed.
its associated wiring, and driver circuit work cor- If any of these monitors detect a problem affecting
rectly. Connect the DRB scan tool to the data link vehicle emissions, the Malfunction Indicator Lamp
connector and access the Actuators screen. (MIL) will be illuminated. These monitors generate
Diagnostic Trouble Codes that can be displayed with
the MIL or a scan tool.
DESCRIPTION - DIAGNOSTIC TROUBLE CODES
The following is a list of the system monitors:
A Diagnostic Trouble Code (DTC) indicates the
• Misfire Monitor
PCM has recognized an abnormal condition in the
• Fuel System Monitor
system.
• Oxygen Sensor Monitor
Remember that DTC’s are the results of a sys-
• Oxygen Sensor Heater Monitor
tem or circuit failure, but do not directly iden-
• Catalyst Monitor
tify the failed component or components.
• Leak Detection Pump Monitor (if equipped)
BULB CHECK All these system monitors require two consecutive
trips with the malfunction present to set a fault.
Each time the ignition key is turned to the ON
Refer to the appropriate Powertrain Diagnos-
position, the malfunction indicator (check engine)
tics Procedures manual for diagnostic proce-
lamp on the instrument panel should illuminate for
dures.
approximately 2 seconds then go out. This is done for
The following is an operation and description of
a bulb check.
each system monitor:
OBTAINING DTC’S USING DRB SCAN TOOL
(1) Obtain the applicable Powertrain Diagnostic
OXYGEN SENSOR (O2S) MONITOR
Effective control of exhaust emissions is achieved
Manual.
by an oxygen feedback system. The most important
(2) Obtain the DRB Scan Tool.
element of the feedback system is the O2S. The O2S
(3) Connect the DRB Scan Tool to the data link
is located in the exhaust path. Once it reaches oper-
(diagnostic) connector. This connector is located in
ating temperature 300° to 350°C (572° to 662°F), the
the passenger compartment; at the lower edge of
sensor generates a voltage that is inversely propor-
instrument panel; near the steering column.
tional to the amount of oxygen in the exhaust. The
(4) Turn the ignition switch on and access the
information obtained by the sensor is used to calcu-
“Read Fault” screen.
late the fuel injector pulse width. This maintains a
(5) Record all the DTC’s and “freeze frame” infor-
14.7 to 1 Air Fuel (A/F) ratio. At this mixture ratio,
mation shown on the DRB scan tool.
TJ EMISSIONS CONTROL 25 - 3
EMISSIONS CONTROL (Continued)
the catalyst works best to remove hydrocarbons (HC), LEAK DETECTION PUMP MONITOR (IF EQUIPPED)
carbon monoxide (CO) and nitrogen oxide (NOx) from The leak detection assembly incorporates two pri-
the exhaust. mary functions: it must detect a leak in the evapora-
The O2S is also the main sensing element for the tive system and seal the evaporative system so the
Catalyst and Fuel Monitors. leak detection test can be run.
The O2S can fail in any or all of the following The primary components within the assembly are:
manners: A three port solenoid that activates both of the func-
• slow response rate tions listed above; a pump which contains a switch,
• reduced output voltage two check valves and a spring/diaphragm, a canister
• dynamic shift vent valve (CVV) seal which contains a spring loaded
• shorted or open circuits vent seal valve.
Response rate is the time required for the sensor to Immediately after a cold start, between predeter-
switch from lean to rich once it is exposed to a richer mined temperature thresholds limits, the three port
than optimum A/F mixture or vice versa. As the sen- solenoid is briefly energized. This initializes the
sor starts malfunctioning, it could take longer to pump by drawing air into the pump cavity and also
detect the changes in the oxygen content of the closes the vent seal. During non test conditions the
exhaust gas. vent seal is held open by the pump diaphragm
The output voltage of the O2S ranges from 0 to 1 assembly which pushes it open at the full travel posi-
volt. A good sensor can easily generate any output tion. The vent seal will remain closed while the
voltage in this range as it is exposed to different con- pump is cycling due to the reed switch triggering of
centrations of oxygen. To detect a shift in the A/F the three port solenoid that prevents the diaphragm
mixture (lean or rich), the output voltage has to assembly from reaching full travel. After the brief
change beyond a threshold value. A malfunctioning initialization period, the solenoid is de-energized
sensor could have difficulty changing beyond the allowing atmospheric pressure to enter the pump
threshold value. cavity, thus permitting the spring to drive the dia-
phragm which forces air out of the pump cavity and
OXYGEN SENSOR HEATER MONITOR into the vent system. When the solenoid is energized
If there is an oxygen sensor (O2S) shorted to volt- and de energized, the cycle is repeated creating flow
age DTC, as well as a O2S heater DTC, the O2S in typical diaphragm pump fashion. The pump is con-
fault MUST be repaired first. Before checking the trolled in 2 modes:
O2S fault, verify that the heater circuit is operating Pump Mode: The pump is cycled at a fixed rate to
correctly. achieve a rapid pressure build in order to shorten the
Effective control of exhaust emissions is achieved overall test length.
by an oxygen feedback system. The most important Test Mode: The solenoid is energized with a fixed
element of the feedback system is the O2S. The O2S duration pulse. Subsequent fixed pulses occur when
is located in the exhaust path. Once it reaches oper- the diaphragm reaches the Switch closure point.
ating temperature 300° to 350°C (572 ° to 662°F), the The spring in the pump is set so that the system
sensor generates a voltage that is inversely propor- will achieve an equalized pressure of about 7.5”
tional to the amount of oxygen in the exhaust. The water. The cycle rate of pump strokes is quite rapid
information obtained by the sensor is used to calcu- as the system begins to pump up to this pressure. As
late the fuel injector pulse width. This maintains a the pressure increases, the cycle rate starts to drop
14.7 to 1 Air Fuel (A/F) ratio. At this mixture ratio, off. If there is no leak in the system, the pump would
the catalyst works best to remove hydrocarbons (HC), eventually stop pumping at the equalized pressure. If
carbon monoxide (CO) and nitrogen oxide (NOx) from there is a leak, it will continue to pump at a rate rep-
the exhaust. resentative of the flow characteristic of the size of the
The voltage readings taken from the O2S sensor leak. From this information we can determine if the
are very temperature sensitive. The readings are not leak is larger than the required detection limit (cur-
accurate below 300°C. Heating of the O2S sensor is rently set at .040” orifice by CARB). If a leak is
done to allow the engine controller to shift to closed revealed during the leak test portion of the test, the
loop control as soon as possible. The heating element test is terminated at the end of the test mode and no
used to heat the O2S sensor must be tested to ensure further system checks will be performed.
that it is heating the sensor properly. After passing the leak detection phase of the test,
The O2S sensor circuit is monitored for a drop in system pressure is maintained by turning on the
voltage. The sensor output is used to test the heater LDP’s solenoid until the purge system is activated.
by isolating the effect of the heater element on the Purge activation in effect creates a leak. The cycle
O2S sensor output voltage from the other effects. rate is again interrogated and when it increases due
25 - 4 EMISSIONS CONTROL TJ
EMISSIONS CONTROL (Continued)
to the flow through the purge system, the leak check Normal vehicle miles or engine misfire can cause a
portion of the diagnostic is complete. catalyst to decay. This can increase vehicle emissions
The canister vent valve will unseal the system and deteriorate engine performance, driveability and
after completion of the test sequence as the pump fuel economy.
diaphragm assembly moves to the full travel position. The catalyst monitor uses dual oxygen sensors
Evaporative system functionality will be verified by (O2S’s) to monitor the efficiency of the converter. The
using the stricter evap purge flow monitor. At an dual O2S’s sensor strategy is based on the fact that
appropriate warm idle the LDP will be energized to as a catalyst deteriorates, its oxygen storage capacity
seal the canister vent. The purge flow will be clocked and its efficiency are both reduced. By monitoring
up from some small value in an attempt to see a the oxygen storage capacity of a catalyst, its effi-
shift in the 02 control system. If fuel vapor, indicated ciency can be indirectly calculated. The upstream
by a shift in the 02 control, is present the test is O2S is used to detect the amount of oxygen in the
passed. If not, it is assumed that the purge system is exhaust gas before the gas enters the catalytic con-
not functioning in some respect. The LDP is again verter. The PCM calculates the A/F mixture from the
turned off and the test is ended. output of the O2S. A low voltage indicates high oxy-
gen content (lean mixture). A high voltage indicates a
MISFIRE MONITOR low content of oxygen (rich mixture).
Excessive engine misfire results in increased cata- When the upstream O2S detects a lean condition,
lyst temperature and causes an increase in HC emis- there is an abundance of oxygen in the exhaust gas.
sions. Severe misfires could cause catalyst damage. A functioning converter would store this oxygen so it
To prevent catalytic convertor damage, the PCM can use it for the oxidation of HC and CO. As the
monitors engine misfire. converter absorbs the oxygen, there will be a lack of
The Powertrain Control Module (PCM) monitors oxygen downstream of the converter. The output of
for misfire during most engine operating conditions the downstream O2S will indicate limited activity in
(positive torque) by looking at changes in the crank- this condition.
shaft speed. If a misfire occurs the speed of the As the converter loses the ability to store oxygen,
crankshaft will vary more than normal. the condition can be detected from the behavior of
the downstream O2S. When the efficiency drops, no
FUEL SYSTEM MONITOR chemical reaction takes place. This means the con-
To comply with clean air regulations, vehicles are centration of oxygen will be the same downstream as
equipped with catalytic converters. These converters upstream. The output voltage of the downstream
reduce the emission of hydrocarbons, oxides of nitro- O2S copies the voltage of the upstream sensor. The
gen and carbon monoxide. The catalyst works best only difference is a time lag (seen by the PCM)
when the Air Fuel (A/F) ratio is at or near the opti- between the switching of the O2S’s.
mum of 14.7 to 1. To monitor the system, the number of lean-to-rich
The PCM is programmed to maintain the optimum switches of upstream and downstream O2S’s is
air/fuel ratio of 14.7 to 1. This is done by making counted. The ratio of downstream switches to
short term corrections in the fuel injector pulse width upstream switches is used to determine whether the
based on the O2S sensor output. The programmed catalyst is operating properly. An effective catalyst
memory acts as a self calibration tool that the engine will have fewer downstream switches than it has
controller uses to compensate for variations in engine upstream switches i.e., a ratio closer to zero. For a
specifications, sensor tolerances and engine fatigue totally ineffective catalyst, this ratio will be one-to-
over the life span of the engine. By monitoring the one, indicating that no oxidation occurs in the device.
actual fuel-air ratio with the O2S sensor (short term) The system must be monitored so that when cata-
and multiplying that with the program long-term lyst efficiency deteriorates and exhaust emissions
(adaptive) memory and comparing that to the limit, increase to over the legal limit, the MIL will be illu-
it can be determined whether it will pass an emis- minated.
sions test. If a malfunction occurs such that the PCM
cannot maintain the optimum A/F ratio, then the DESCRIPTION - TRIP DEFINITION
MIL will be illuminated. The term “Trip” has different meanings depending
on what the circumstances are. If the MIL (Malfunc-
CATALYST MONITOR tion Indicator Lamp) is OFF, a Trip is defined as
To comply with clean air regulations, vehicles are when the Oxygen Sensor Monitor and the Catalyst
equipped with catalytic converters. These converters Monitor have been completed in the same drive cycle.
reduce the emission of hydrocarbons, oxides of nitro- When any Emission DTC is set, the MIL on the
gen and carbon monoxide. dash is turned ON. When the MIL is ON, it takes 3
TJ EMISSIONS CONTROL 25 - 5
EMISSIONS CONTROL (Continued)
good trips to turn the MIL OFF. In this case, it an associated limp in will take two trips to illumi-
depends on what type of DTC is set to know what a nate the MIL.
“Trip” is. Refer to the Diagnostic Trouble Codes Description
For the Fuel Monitor or Mis-Fire Monitor (contin- Charts in this section and the appropriate Power-
uous monitor), the vehicle must be operated in the train Diagnostic Procedure Manual for diagnostic
“Similar Condition Window” for a specified amount of procedures.
time to be considered a Good Trip.
If a Non-Contiuous OBDII Monitor fails twice in a DESCRIPTION - NON-MONITORED CIRCUITS
row and turns ON the MIL, re-running that monitor The PCM does not monitor the following circuits,
which previously failed, on the next start-up and systems and conditions that could have malfunctions
passing the monitor, is considered to be a Good Trip. causing driveability problems. The PCM might not
These will include the following: store diagnostic trouble codes for these conditions.
• Oxygen Sensor However, problems with these systems may cause the
• Catalyst Monitor PCM to store diagnostic trouble codes for other sys-
• Purge Flow Monitor tems or components. For example, a fuel pressure
• Leak Detection Pump Monitor (if equipped) problem will not register a fault directly, but could
• EGR Monitor (if equipped) cause a rich/lean condition or misfire. This could
• Oxygen Sensor Heater Monitor cause the PCM to store an oxygen sensor or misfire
If any other Emission DTC is set (not an OBDII diagnostic trouble code
Monitor), a Good Trip is considered to be when the
Oxygen Sensor Monitor and Catalyst Monitor have FUEL PRESSURE
been completed; or 2 Minutes of engine run time if The fuel pressure regulator controls fuel system
the Oxygen Sensor Monitor or Catalyst Monitor have pressure. The PCM cannot detect a clogged fuel
been stopped from running. pump inlet filter, clogged in-line fuel filter, or a
It can take up to 2 Failures in a row to turn on the pinched fuel supply or return line. However, these
MIL. After the MIL is ON, it takes 3 Good Trips to could result in a rich or lean condition causing the
turn the MIL OFF. After the MIL is OFF, the PCM PCM to store an oxygen sensor or fuel system diag-
will self-erase the DTC after 40 Warm-up cycles. A nostic trouble code.
Warm-up cycle is counted when the ECT (Engine
Coolant Temperature Sensor) has crossed 160°F and SECONDARY IGNITION CIRCUIT
has risen by at least 40°F since the engine has been The PCM cannot detect an inoperative ignition coil,
started. fouled or worn spark plugs, ignition cross firing, or
open spark plug cables.
DESCRIPTION - COMPONENT MONITORS
There are several components that will affect vehi- CYLINDER COMPRESSION
cle emissions if they malfunction. If one of these com- The PCM cannot detect uneven, low, or high engine
ponents malfunctions the Malfunction Indicator cylinder compression.
Lamp (MIL) will illuminate.
Some of the component monitors are checking for EXHAUST SYSTEM
proper operation of the part. Electrically operated The PCM cannot detect a plugged, restricted or
components now have input (rationality) and output leaking exhaust system, although it may set a fuel
(functionality) checks. Previously, a component like system fault.
the Throttle Position sensor (TPS) was checked by
the PCM for an open or shorted circuit. If one of FUEL INJECTOR MECHANICAL MALFUNCTIONS
these conditions occurred, a DTC was set. Now there The PCM cannot determine if a fuel injector is
is a check to ensure that the component is working. clogged, the needle is sticking or if the wrong injector
This is done by watching for a TPS indication of a is installed. However, these could result in a rich or
greater or lesser throttle opening than MAP and lean condition causing the PCM to store a diagnostic
engine rpm indicate. In the case of the TPS, if engine trouble code for either misfire, an oxygen sensor, or
vacuum is high and engine rpm is 1600 or greater the fuel system.
and the TPS indicates a large throttle opening, a
DTC will be set. The same applies to low vacuum if EXCESSIVE OIL CONSUMPTION
the TPS indicates a small throttle opening. Although the PCM monitors engine exhaust oxygen
All open/short circuit checks or any component that content when the system is in closed loop, it cannot
has an associated limp in will set a fault after 1 trip determine excessive oil consumption.
with the malfunction present. Components without
25 - 6 EMISSIONS CONTROL TJ
EMISSIONS CONTROL (Continued)
THROTTLE BODY AIRFLOW PCM CONNECTOR ENGAGEMENT
The PCM cannot detect a clogged or restricted air The PCM may not be able to determine spread or
cleaner inlet or filter element. damaged connector pins. However, it might store
diagnostic trouble codes as a result of spread connec-
VACUUM ASSIST tor pins.
The PCM cannot detect leaks or restrictions in the
vacuum circuits of vacuum assisted engine control DESCRIPTION - HIGH AND LOW LIMITS
system devices. However, these could cause the PCM The PCM compares input signal voltages from each
to store a MAP sensor diagnostic trouble code and input device with established high and low limits for
cause a high idle condition. the device. If the input voltage is not within limits
and other criteria are met, the PCM stores a diagnos-
PCM SYSTEM GROUND tic trouble code in memory. Other diagnostic trouble
The PCM cannot determine a poor system ground. code criteria might include engine RPM limits or
However, one or more diagnostic trouble codes may input voltages from other sensors or switches that
be generated as a result of this condition. The mod- must be present before verifying a diagnostic trouble
ule should be mounted to the body at all times, also code condition.
during diagnostic.
OPERATION - TASK MANAGER (pending) or the Task Manager has set a fault that
The Task Manager determines which tests happen may cause a failure of the test (suspend).
when and which functions occur when. Many of the • Pending
diagnostic steps required by OBD II must be per- Under some situations the Task Manager will not
formed under specific operating conditions. The Task run a monitor if the MIL is illuminated and a fault is
Manager software organizes and prioritizes the diag- stored from another monitor. In these situations, the
nostic procedures. The job of the Task Manager is to Task Manager postpones monitors pending resolu-
determine if conditions are appropriate for tests to be tion of the original fault. The Task Manager does not
run, monitor the parameters for a trip for each test, run the test until the problem is remedied.
and record the results of the test. Following are the For example, when the MIL is illuminated for an
responsibilities of the Task Manager software: Oxygen Sensor fault, the Task Manager does not run
• Test Sequence the Catalyst Monitor until the Oxygen Sensor fault is
• MIL Illumination remedied. Since the Catalyst Monitor is based on sig-
• Diagnostic Trouble Codes (DTCs) nals from the Oxygen Sensor, running the test would
• Trip Indicator produce inaccurate results.
• Freeze Frame Data Storage • Conflict
• Similar Conditions Window There are situations when the Task Manager does
not run a test if another monitor is in progress. In
Test Sequence these situations, the effects of another monitor run-
In many instances, emissions systems must fail ning could result in an erroneous failure. If this con-
diagnostic tests more than once before the PCM illu- flict is present, the monitor is not run until the
minates the MIL. These tests are know as ’two trip conflicting condition passes. Most likely the monitor
monitors.’ Other tests that turn the MIL lamp on will run later after the conflicting monitor has
after a single failure are known as ’one trip moni- passed.
tors.’ A trip is defined as ’start the vehicle and oper- For example, if the Fuel System Monitor is in
ate it to meet the criteria necessary to run the given progress, the Task Manager does not run the EGR
monitor.’ Monitor. Since both tests monitor changes in air/fuel
Many of the diagnostic tests must be performed ratio and adaptive fuel compensation, the monitors
under certain operating conditions. However, there will conflict with each other.
are times when tests cannot be run because another • Suspend
test is in progress (conflict), another test has failed Occasionally the Task Manager may not allow a two
trip fault to mature. The Task Manager will sus-
TJ EMISSIONS CONTROL 25 - 7
EMISSIONS CONTROL (Continued)
pend the maturing of a fault if a condition exists DTC Self Erasure
that may induce an erroneous failure. This prevents With one trip components or systems, the MIL is
illuminating the MIL for the wrong fault and allows illuminated upon test failure and DTCs are stored.
more precis diagnosis. Two trip monitors are components requiring failure
For example, if the PCM is storing a one trip fault in two consecutive trips for MIL illumination. Upon
for the Oxygen Sensor and the EGR monitor, the failure of the first test, the Task Manager enters a
Task Manager may still run the EGR Monitor but maturing code. If the component fails the test for a
will suspend the results until the Oxygen Sensor second time the code matures and a DTC is set.
Monitor either passes or fails. At that point the Task After three good trips the MIL is extinguished and
Manager can determine if the EGR system is actu- the Task Manager automatically switches the trip
ally failing or if an Oxygen Sensor is failing. counter to a warm-up cycle counter. DTCs are auto-
matically erased following 40 warm-up cycles if the
MIL Illumination component does not fail again.
The PCM Task Manager carries out the illumina- For misfire and fuel system monitors, the compo-
tion of the MIL. The Task Manager triggers MIL illu- nent must pass the test under a Similar Conditions
mination upon test failure, depending on monitor Window in order to record a good trip. A Similar Con-
failure criteria. ditions Window is when engine RPM is within ±375
The Task Manager Screen shows both a Requested RPM and load is within ±10% of when the fault
MIL state and an Actual MIL state. When the MIL is occurred.
illuminated upon completion of a test for a third trip,
the Requested MIL state changes to OFF. However, NOTE: It is important to understand that a compo-
the MIL remains illuminated until the next key nent does not have to fail under a similar window of
cycle. (On some vehicles, the MIL will actually turn operation to mature. It must pass the test under a
OFF during the third key cycle) During the key cycle Similar Conditions Window when it failed to record
for the third good trip, the Requested MIL state is a Good Trip for DTC erasure for misfire and fuel
OFF, while the Actual MIL state is ON. After the system monitors.
next key cycle, the MIL is not illuminated and both
MIL states read OFF. DTCs can be erased anytime with a DRB III. Eras-
ing the DTC with the DRB III erases all OBD II
Diagnostic Trouble Codes (DTCs) information. The DRB III automatically displays a
With OBD II, different DTC faults have different warning that erasing the DTC will also erase all
priorities according to regulations. As a result, the OBD II monitor data. This includes all counter infor-
priorities determine MIL illumination and DTC era- mation for warm-up cycles, trips and Freeze Frame.
sure. DTCs are entered according to individual prior-
ity. DTCs with a higher priority overwrite lower Trip Indicator
priority DTCs. The Trip is essential for running monitors and
extinguishing the MIL. In OBD II terms, a trip is a
Priorities set of vehicle operating conditions that must be met
• Priority 0 —Non-emissions related trouble codes for a specific monitor to run. All trips begin with a
• Priority 1 — One trip failure of a two trip fault key cycle.
for non-fuel system and non-misfire. Good Trip
• Priority 2 — One trip failure of a two trip fault The Good Trip counters are as follows:
for fuel system (rich/lean) or misfire. • Specific Good Trip
• Priority 3 — Two trip failure for a non-fuel sys- • Fuel System Good Trip
tem and non-misfire or matured one trip comprehen- • Misfire Good Trip
sive component fault. • Alternate Good Trip (appears as a Global Good
• Priority 4 — Two trip failure or matured fault Trip on DRB III)
for fuel system (rich/lean) and misfire or one trip cat- • Comprehensive Components
alyst damaging misfire. • Major Monitor
Non-emissions related failures have no priority. • Warm-Up Cycles
One trip failures of two trip faults have low priority. Specific Good Trip
Two trip failures or matured faults have higher pri- The term Good Trip has different meanings
ority. One and two trip failures of fuel system and depending on the circumstances:
misfire monitor take precedence over non-fuel system • If the MIL is OFF, a trip is defined as when the
and non-misfire failures. Oxygen Sensor Monitor and the Catalyst Monitor
have been completed in the same drive cycle.
25 - 8 EMISSIONS CONTROL TJ
EMISSIONS CONTROL (Continued)
• If the MIL is ON and a DTC was set by the Fuel can determine under what vehicle operating condi-
Monitor or Misfire Monitor (both continuous moni- tions the failure occurred.
tors), the vehicle must be operated in the Similar The data stored in Freeze Frame is usually
Condition Window for a specified amount of time. recorded when a system fails the first time for two
• If the MIL is ON and a DTC was set by a Task trip faults. Freeze Frame data will only be overwrit-
Manager commanded once-per-trip monitor (such as ten by a different fault with a higher priority.
the Oxygen Sensor Monitor, Catalyst Monitor, Purge
Flow Monitor, Leak Detection Pump Monitor, EGR CAUTION: Erasing DTCs, either with the DRB III or
Monitor or Oxygen Sensor Heater Monitor), a good by disconnecting the battery, also clears all Freeze
trip is when the monitor is passed on the next start- Frame data.
up.
• If the MIL is ON and any other emissions DTC
was set (not an OBD II monitor), a good trip occurs Similar Conditions Window
when the Oxygen Sensor Monitor and Catalyst Mon- The Similar Conditions Window displays informa-
itor have been completed, or two minutes of engine tion about engine operation during a monitor. Abso-
run time if the Oxygen Sensor Monitor and Catalyst lute MAP (engine load) and Engine RPM are stored
Monitor have been stopped from running. in this window when a failure occurs. There are two
Fuel System Good Trip different Similar conditions Windows: Fuel System
To count a good trip (three required) and turn off and Misfire.
the MIL, the following conditions must occur: FUEL SYSTEM
• Engine in closed loop • Fuel System Similar Conditions Window —
• Operating in Similar Conditions Window An indicator that ’Absolute MAP When Fuel Sys Fail’
• Short Term multiplied by Long Term less than and ’RPM When Fuel Sys Failed’ are all in the same
threshold range when the failure occurred. Indicated by switch-
• Less than threshold for a predetermined time ing from ’NO’ to ’YES’.
If all of the previous criteria are met, the PCM will • Absolute MAP When Fuel Sys Fail — The
count a good trip (three required) and turn off the stored MAP reading at the time of failure. Informs
MIL. the user at what engine load the failure occurred.
Misfire Good Trip • Absolute MAP — A live reading of engine load
If the following conditions are met the PCM will to aid the user in accessing the Similar Conditions
count one good trip (three required) in order to turn Window.
off the MIL: • RPM When Fuel Sys Fail — The stored RPM
• Operating in Similar Condition Window reading at the time of failure. Informs the user at
• 1000 engine revolutions with no misfire what engine RPM the failure occurred.
Warm-Up Cycles • Engine RPM — A live reading of engine RPM
Once the MIL has been extinguished by the Good to aid the user in accessing the Similar Conditions
Trip Counter, the PCM automatically switches to a Window.
Warm-Up Cycle Counter that can be viewed on the • Adaptive Memory Factor — The PCM utilizes
DRB III. Warm-Up Cycles are used to erase DTCs both Short Term Compensation and Long Term Adap-
and Freeze Frames. Forty Warm-Up cycles must tive to calculate the Adaptive Memory Factor for
occur in order for the PCM to self-erase a DTC and total fuel correction.
Freeze Frame. A Warm-Up Cycle is defined as fol- • Upstream O2S Volts — A live reading of the
lows: Oxygen Sensor to indicate its performance. For
• Engine coolant temperature must start below example, stuck lean, stuck rich, etc.
and rise above 160° F • SCW Time in Window (Similar Conditions
• Engine coolant temperature must rise by 40° F Window Time in Window) — A timer used by the
• No further faults occur PCM that indicates that, after all Similar Conditions
have been met, if there has been enough good engine
Freeze Frame Data Storage running time in the SCW without failure detected.
Once a failure occurs, the Task Manager records This timer is used to increment a Good Trip.
several engine operating conditions and stores it in a • Fuel System Good Trip Counter — A Trip
Freeze Frame. The Freeze Frame is considered one Counter used to turn OFF the MIL for Fuel System
frame of information taken by an on-board data DTCs. To increment a Fuel System Good Trip, the
recorder. When a fault occurs, the PCM stores the engine must be in the Similar Conditions Window,
input data from various sensors so that technicians Adaptive Memory Factor must be less than cali-
brated threshold and the Adaptive Memory Factor
TJ EMISSIONS CONTROL 25 - 9
EMISSIONS CONTROL (Continued)
must stay below that threshold for a calibrated • RPM When Misfire Occurred — The stored
amount of time. RPM reading at the time of failure. Informs the user
• Test Done This Trip — Indicates that the at what engine RPM the failure occurred.
monitor has already been run and completed during • Engine RPM — A live reading of engine RPM
the current trip. to aid the user in accessing the Similar Conditions
MISFIRE Window.
• Same Misfire Warm-Up State — Indicates if • Adaptive Memory Factor — The PCM utilizes
the misfire occurred when the engine was warmed up both Short Term Compensation and Long Term Adap-
(above 160° F). tive to calculate the Adaptive Memory Factor for
• In Similar Misfire Window — An indicator total fuel correction.
that ’Absolute MAP When Misfire Occurred’ and • 200 Rev Counter — Counts 0–100 720 degree
’RPM When Misfire Occurred’ are all in the same cycles.
range when the failure occurred. Indicated by switch- • SCW Cat 200 Rev Counter — Counts when in
ing from ’NO’ to ’YES’. similar conditions.
• Absolute MAP When Misfire Occurred — • SCW FTP 1000 Rev Counter — Counts 0–4
The stored MAP reading at the time of failure. when in similar conditions.
Informs the user at what engine load the failure • Misfire Good Trip Counter — Counts up to
occurred. three to turn OFF the MIL.
• Absolute MAP — A live reading of engine load • Misfire Data— Data collected during test.
to aid the user in accessing the Similar Conditions • Test Done This Trip— Indicates YES when the
Window. test is done.
25 - 10 EVAPORATIVE EMISSIONS TJ
EVAPORATIVE EMISSIONS
TABLE OF CONTENTS
page page
SPECIFICATIONS
TORQUE - EMISSIONS
PCV VALVE
DESCRIPTION
2.4L
The 2.4L 4-cylinder engine is equipped with a
closed crankcase ventilation system and a Positive
Crankcase Ventilation (PCV) valve.
This system consists of:
• a PCV valve attached to the left/front side of the
valve cover (Fig. 2). It is secured with 1 bolt. An
o-ring is used to seal valve to valve cover (Fig. 3).
Another type of threaded PCV valve may be used
(Fig. 4).
• the air cleaner housing
• tubes and hoses to connect the system compo-
nents.
OPERATION
2.4L
The PCV system operates by engine intake mani-
fold vacuum. Filtered air is routed into the crankcase
through the air cleaner hose and crankcase breath-
er(s) (if used). The metered air, along with crankcase
vapors, are drawn through the PCV valve and into a
passage in the intake manifold. The PCV system Fig. 7 MODERATE INTAKE MANIFOLD VACUUM -
manages crankcase pressure and meters blow-by MAXIMUM VAPOR FLOW
gases to the intake system, reducing engine sludge
formation.
REMOVAL
The PCV valve contains a spring loaded plunger. 2.4L
This plunger meters the amount of crankcase vapors
The PCV valve is attached to the left/front side of
routed into the combustion chamber based on intake
the valve cover (Fig. 2). It is secured with 1 bolt. An
manifold vacuum.
o-ring is used to seal valve to valve cover (Fig. 3).
TYPICAL PCV valves are shown in (Fig. 5), (Fig.
Another type of threaded PCV valve may be used
6) and (Fig. 7).
(Fig. 4).
When the engine is not operating, or during an
(1) Remove hose from valve. Check condition of
engine pop-back, the spring forces the plunger back
hose.
against the seat (Fig. 5). This will prevent vapors
(2) Bolted PCV Valve:
from flowing through the valve.
(a) Remove 1 bolt.
(b) Remove PCV valve from valve cover.
(c) Check condition of valve o-ring.
(3) Threaded PCV Valve:
(a) Unscrew valve from valve cover.
EVAP/PURGE SOLENOID
REMOVAL cap. Relief valves inside the cap will release fuel tank
The duty cycle EVAP canister purge solenoid is pressure at predetermined pressures. Fuel tank vac-
located in the engine compartment near the front of uum will also be released at predetermined values.
the brake master cylinder (Fig. 8). It is attached to a This cap must be replaced by a similar unit if
slip-on type bracket. replacement is necessary. This is in order for the sys-
The EVAP System Test Port is located near the tem to remain effective.
EVAP/Purge Solenoid (Fig. 8).
CAUTION: Remove fill cap before servicing any fuel
(1) Disconnect electrical wiring connector at sole-
system component to relieve tank pressure. If
noid.
equipped with a California emissions package and a
(2) Disconnect vacuum lines/hoses at solenoid.
Leak Detection Pump (LDP), the cap must be tight-
(3) Lift solenoid and rubber solenoid support from
ened securely. If cap is left loose, a Diagnostic
mounting bracket.
Trouble Code (DTC) may be set.
REMOVAL
If replacement of the 1/4 turn fuel tank filler tube
cap is necessary, it must be replaced with an identi-
cal cap to be sure of correct system operation.
PUMPING ACTION
Fig. 14 EVAP CANISTER / LDP LOCATION
Action : During portions of this test, the PCM uses
1 - RIGHT / REAR FENDER (WHEELHOUSE)
the reed switch to monitor diaphragm movement. 2 - VERTICAL SUPPORT BRACKET
The solenoid is only turned on by the PCM after the 3 - EVAP CANISTER
25 - 18 EVAPORATIVE EMISSIONS TJ
LEAK DETECTION PUMP (Continued)
(1) Remove right/rear tire/wheel.
(2) Remove wheelhouse liner at right/rear wheel.
(3) Remove vertical support bracket (Fig. 14) to
gain access to 2 ORVR vapor lines.
(4) Two vapor lines connect the fuel tank to the
EVAP canister and Leak Detection Pump (LDP). This
connection is made near the right/rear corner of the
fuel tank. Carefully disconnect these 2 vapor lines
(Fig. 15) near top of flow management valve. Be very
careful not to bend or kink the vapor lines. If lines
leak, a Diagnostic Trouble Code (DTC) will be set.
(5) Remove common support bracket assembly
(Fig. 16) containing LDP pump, LDP filter and EVAP
canister from vehicle. While lowering this assembly,
disconnect LDP electrical connector (Fig. 16) at LDP
pump. Do not allow the assembly to hang from
the wire harness.
(6) Carefully separate hose at bottom of LDP filter.
(7) Carefully remove vapor/vacuum lines at LDP.
(8) If necessary, remove LDP filter mounting bolt
and remove filter.
(9) Remove EVAP canister from common support
bracket by removing 4 nuts (Fig. 16). Fig. 16 COMMON SUPPORT BRACKET ASSEMBLY
(10) Remove 3 LDP mounting bolts (Fig. 17) and 1 - LDP FILTER
remove LDP from support bracket. 2 - COMMON SUPPORT BRACKET
3 - EVAP CANISTER NUTS (4)
4 - EVAP CANISTER
5 - LDP
6 - LDP ELEC. CONNECT.
VACUUM LINES
DESCRIPTION
A vacuum schematic for emission related items can
be found on the VECI label. Refer to Vehicle Emis-
sion Control Information (VECI) Label for label loca-
tion.
VAPOR CANISTER
DESCRIPTION
The EVAP (vapor) canister, Leak Detection Pump
(LDP) and LDP Filter are attached to a common sup-
port bracket. This support assembly is located to the
rear of the right / rear tire under the plastic wheel-
house liner (Fig. 14).
i
TABLE OF CONTENTS - Continued
COMMUNICATION
*NO RESPONSE FROM PCM (PCI BUS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
*NO RESPONSE FROM PCM (SCI ONLY). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
*NO RESPONSE FROM SENTRY KEY IMMOBILIZER MODULE . . . . . . . . . . . . . . . .24
*PCI BUS COMMUNICATION FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
DRIVEABILITY - GAS
INTERMITTENT CONDITION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
P0031-O2 SENSOR 1/1 HEATER CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
P0032-O2 SENSOR 1/1 HEATER CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
P0037-O2 SENSOR 1/2 HEATER CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
P0038-O2 SENSOR 1/2 HEATER CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
P0051-O2 SENSOR 2/1 HEATER CIRCUIT LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
P0052-O2 SENSOR 2/1 HEATER CIRCUIT HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
P0071-AMBIENT/BATTERY TEMP SENSOR PERFORMANCE . . . . . . . . . . . . . . . . . .32
P0107-MAP SENSOR VOLTAGE TOO LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
P0108-MAP SENSOR VOLTAGE TOO HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
P0111-INTAKE AIR TEMP PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39
P0112-INTAKE AIR TEMP SENSOR VOLTAGE TOO LOW . . . . . . . . . . . . . . . . . . . . . .41
P0113-INTAKE AIR TEMP SENSOR VOLTAGE TOO HIGH . . . . . . . . . . . . . . . . . . . . .43
P0117-ENGINE COOLANT TEMP SENSOR VOLTAGE TOO LOW . . . . . . . . . . . . . . .45
P0118-ENGINE COOLANT TEMP SENSOR VOLTAGE TOO HIGH . . . . . . . . . . . . . . .47
P0121-TP SENSOR VOLTAGE DOES NOT AGREE WITH MAP SENSOR . . . . . . . . .49
P0122-THROTTLE POSITION SENSOR VOLTAGE TOO LOW . . . . . . . . . . . . . . . . . .54
P0123-THROTTLE POSITION SENSOR VOLTAGE TOO HIGH . . . . . . . . . . . . . . . . . .57
P0125-CLOSED LOOP TEMP NOT REACHED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
P0131-O2 SENSOR 1/1 CIRCUIT VOLTAGE LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
P0137-O2 SENSOR 1/2 CIRCUIT VOLTAGE LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
P0151-O2 SENSOR 2/1 CIRCUIT VOLTAGE LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
P0157-O2 SENSOR 2/2 CIRCUIT VOLTAGE LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
P0132-O2 SENSOR 1/1 CIRCUIT VOLTAGE HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . .65
P0138-O2 SENSOR 1/2 CIRCUIT VOLTAGE HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . .65
P0152-O2 SENSOR 2/1 CIRCUIT VOLTAGE HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . .65
P0158-O2 SENSOR 2/2 CIRCUIT VOLTAGE HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . .65
P0133-O2 SENSOR 1/1 SLOW RESPONSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68
P0139-O2 SENSOR 1/2 SLOW RESPONSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68
P0153-O2 SENSOR 2/1 SLOW RESPONSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68
P0159-O2 SENSOR 2/2 SLOW RESPONSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68
P0135-O2 SENSOR 1/1 HEATER FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
P0141-O2 SENSOR 1/2 HEATER FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
P0155-O2 SENSOR 2/1 HEATER FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
P0161-O2 SENSOR 2/2 HEATER FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
P0136-O2 SENSOR 1/2 HEATER CIRCUIT MALFUNCTION . . . . . . . . . . . . . . . . . . . .74
P0171-1/1 FUEL SYSTEM LEAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
P0174-2/1 FUEL SYSTEM LEAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
P0172-1/1 FUEL SYSTEM RICH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82
P0175-2/1 FUEL SYSTEM RICH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82
P0201-INJECTOR #1 CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
P0202-INJECTOR #2 CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
P0203-INJECTOR #3 CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
P0204-INJECTOR #4 CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
P0205-INJECTOR #5 CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
P0206-INJECTOR #6 CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
ii
TABLE OF CONTENTS - Continued
P0300-MULTIPLE CYLINDER MIS-FIRE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90
P0301-CYLINDER #1 MISFIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90
P0302-CYLINDER #2 MISFIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90
P0303-CYLINDER #3 MISFIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90
P0304-CYLINDER #4 MISFIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90
P0305-CYLINDER #5 MISFIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90
P0306-CYLINDER #6 MISFIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90
P0320-NO CRANK REFERENCE SIGNAL AT PCM . . . . . . . . . . . . . . . . . . . . . . . . . . . .97
P0340-NO CAM REFERENCE SIGNAL AT PCM . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101
P0351-IGNITION COIL # 1 PRIMARY CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105
P0352-IGNITION COIL # 2 PRIMARY CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105
P0353-IGNITION COIL # 3 PRIMARY CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105
P0420-1/1 CATALYTIC CONVERTER EFFICIENCY. . . . . . . . . . . . . . . . . . . . . . . . . . .108
P0432-2/1 CATALYTIC CONVERTER EFFICIENCY. . . . . . . . . . . . . . . . . . . . . . . . . . .108
P0441-EVAP PURGE FLOW MONITOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110
P0442-EVAP LEAK MONITOR MEDIUM (0.040) LEAK DETECTED. . . . . . . . . . . . . .112
P0455-EVAP LEAK MONITOR LARGE LEAK DETECTED . . . . . . . . . . . . . . . . . . . . .112
P0456-EVAP LEAK MONITOR SMALL (0.020) LEAK DETECTED . . . . . . . . . . . . . . .112
P0443-EVAP PURGE SOLENOID CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116
P0460-FUEL LEVEL UNIT NO CHANGE OVER MILES . . . . . . . . . . . . . . . . . . . . . . . .118
P0461-FUEL LEVEL UNIT NO CHANGE OVER TIME . . . . . . . . . . . . . . . . . . . . . . . . .118
P0462-FUEL LEVEL SENDING UNIT VOLTAGE TOO LOW . . . . . . . . . . . . . . . . . . . .119
P0463-FUEL LEVEL SENDING UNIT VOLTAGE TOO HIGH. . . . . . . . . . . . . . . . . . . .121
P0500-NO VEHICLE SPEED SIGNAL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .123
P0505-IDLE AIR CONTROL MOTOR CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126
P0523-OIL PRESSURE VOLTAGE TOO HIGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .128
P0551-POWER STEERING SWITCH FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130
P0601-PCM INTERNAL CONTROLLER FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . .132
P0622-GENERATOR FIELD NOT SWITCHING PROPERLY . . . . . . . . . . . . . . . . . . . .133
P0645-A/C CLUTCH RELAY CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .135
P0700-EATX CONTROLLER DTC PRESENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137
P1195-1/1 O2 SENSOR SLOW DURING CATALYST MONITOR . . . . . . . . . . . . . . . .138
P1196-2/1 O2 SENSOR SLOW DURING CATALYST MONITOR . . . . . . . . . . . . . . . .138
P1281-ENGINE IS COLD TOO LONG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .140
P1282-FUEL PUMP/SYSTEM RELAY CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . .141
P1294-TARGET IDLE NOT REACHED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .143
P1296-NO 5-VOLTS TO MAP SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145
P1297-NO CHANGE IN MAP FROM START TO RUN . . . . . . . . . . . . . . . . . . . . . . . . .147
P1388-AUTO SHUTDOWN RELAY CONTROL CIRCUIT. . . . . . . . . . . . . . . . . . . . . . .150
P1389-NO ASD RELAY OUTPUT VOLTAGE AT PCM . . . . . . . . . . . . . . . . . . . . . . . . .152
P1391-INTERMITTENT LOSS OF CMP OR CKP. . . . . . . . . . . . . . . . . . . . . . . . . . . . .154
P1398-MIS-FIRE ADAPTIVE NUMERATOR AT LIMIT . . . . . . . . . . . . . . . . . . . . . . . . .158
P1486-EVAP LEAK MONITOR PINCHED HOSE FOUND . . . . . . . . . . . . . . . . . . . . . .160
P1489-HIGH SPEED FAN RELAY CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . .162
P1490-LOW SPEED FAN RELAY CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . .164
P1491-COOLING FAN RELAY CONTROL CIRCUIT . . . . . . . . . . . . . . . . . . . . . . . . . .166
P1492-BATTERY TEMPERATURE SENSOR VOLTAGE TOO HIGH . . . . . . . . . . . . .168
P1493-BATTERY TEMPERATURE SENSOR VOLTAGE TOO LOW . . . . . . . . . . . . . .170
P1494-LEAK DETECTION PUMP SW OR MECHANICAL FAULT. . . . . . . . . . . . . . . .172
P1495-LEAK DETECTION PUMP SOLENOID CIRCUIT . . . . . . . . . . . . . . . . . . . . . . .174
P1594-CHARGING SYSTEM VOLTAGE TOO HIGH . . . . . . . . . . . . . . . . . . . . . . . . . .176
P1595-SPEED CONTROL SOLENOID CIRCUITS . . . . . . . . . . . . . . . . . . . . . . . . . . . .178
P1683-SPD CTRL PWR RELAY; OR S/C 12V DRIVER CKT . . . . . . . . . . . . . . . . . . .178
iii
TABLE OF CONTENTS - Continued
P1596-SPEED CONTROL SWITCH ALWAYS HIGH . . . . . . . . . . . . . . . . . . . . . . . . . .182
P1597-SPEED CONTROL SWITCH ALWAYS LOW . . . . . . . . . . . . . . . . . . . . . . . . . . .185
P1682-CHARGING SYSTEM VOLTAGE TOO LOW . . . . . . . . . . . . . . . . . . . . . . . . . . .187
P1685 WRONG OR INVALID KEY MSG RECEIVED FROM SKIM . . . . . . . . . . . . . . .190
P1686 NO SKIM BUS MESSAGE RECEIVED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .192
P1687-NO CLUSTER BUS MESSAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .193
P1692-CLUSTER SOFTWARE MISMATCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .194
P1696-PCM FAILURE EEPROM WRITE DENIED . . . . . . . . . . . . . . . . . . . . . . . . . . . .195
P1698-NO BUS MESSAGE FROM TRANS CONTROL MODULE . . . . . . . . . . . . . . .196
P1899-P/N SWITCH PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .198
*BRAKE SWITCH SENSE STATUS DOES NOT CHANGE ON DRBIIIT. . . . . . . . . . .200
*CHECKING A/C SYSTEM OPERATION WITH NO DTCS . . . . . . . . . . . . . . . . . . . . .203
*CHECKING EVAPORATIVE EMISSION OPERATION WITH NO DTCS . . . . . . . . . .206
*CHECKING HARD TO FILL WITH FUEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .208
*CHECKING THE PCM POWER AND GROUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . .209
STARTING
*CHECKING FUEL DELIVERY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .210
*CHECKING HARD START (FUEL DELIVERY SYSTEM) . . . . . . . . . . . . . . . . . . . . . .213
*ENGINE CRANKS DOES NOT START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .215
*FUEL PRESSURE LEAK DOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .218
*NO CRANK CONDITION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .219
*NO RESPONSE FROM PCM WITH A NO START CONDITION . . . . . . . . . . . . . . . .222
*START AND STALL CONDITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .225
VERIFICATION TESTS
VERIFICATION TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .227
iv
TABLE OF CONTENTS - Continued
ENGINE OIL PRESSURE SWITCH - BLACK 2 WAY . . . . . . . . . . . . . . . . . . . . . . . . . .242
EVAP/PURGE SOLENOID - BLACK 2 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .242
FUEL INJECTOR NO. 1 (2.4L) - 2 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .243
FUEL INJECTOR NO. 1 (4.0L) - 2 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .243
FUEL INJECTOR NO. 2 (2.4L) - 2 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .243
FUEL INJECTOR NO. 2 (4.0L) - 2 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .243
FUEL INJECTOR NO. 3 (2.4L) - 2 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .243
FUEL INJECTOR NO. 3 (4.0L) - 2 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .243
FUEL INJECTOR NO. 4 (2.4L) - 2 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .244
FUEL INJECTOR NO. 4 (4.0L) - 2 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .244
FUEL INJECTOR NO. 5 (4.0L) - 2 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .244
FUEL INJECTOR NO. 6 (4.0L) - 2 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .244
FUEL PUMP MODULE - 4 WAY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .244
FUSES (FUSE/RELAY BLOCK) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .246
GENERATOR - 3 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .246
GENERATOR - BLACK 2 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .247
IDLE AIR CONTROL MOTOR - BLACK 4 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .247
IGNITION COIL PACK (2.4L) - BLACK 3 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .247
IGNITION COIL PACK (4.0L) - BLACK 4 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .247
IGNITION SWITCH - 10 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .248
INTAKE AIR TEMPERATURE SENSOR - GRAY 2 WAY . . . . . . . . . . . . . . . . . . . . . . .248
LEAK DETECTION PUMP - BLACK 4 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .248
MANIFOLD ABSOLUTE PRESSURE SENSOR (2.4L) - BLACK 3 WAY. . . . . . . . . . .248
MANIFOLD ABSOLUTE PRESSURE SENSOR (4.0L) - 3 WAY . . . . . . . . . . . . . . . . .249
OVERDRIVE OFF SWITCH - 4 WAY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .249
OXYGEN SENSOR 1/1 UPSTREAM - 4 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .249
OXYGEN SENSOR 1/2 DOWNSTREAM - BLACK 4 WAY . . . . . . . . . . . . . . . . . . . . .249
OXYGEN SENSOR 2/1 UPSTREAM (EXCEPT EXPORT/JAPAN LOW
EMISSION VEHICLE) - 4 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .250
OXYGEN SENSOR 2/2 DOWNSTREAM (EXCEPT EXPORT/JAPAN
LOW EMISSION VEHICLE) - 4 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .250
FUSES (PDC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .252
A/C COMPRESSOR CLUTCH RELAY (IN PDC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .252
AUTOMATIC SHUT DOWN RELAY (IN PDC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .252
ENGINE STARTER MOTOR RELAY (IN PDC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .253
FUEL PUMP RELAY (IN PDC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .253
HIGH SPEED RADIATOR FAN RELAY (2.4L). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .253
LOW SPEED RADIATOR FAN RELAY (2.4L) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .253
OXYGEN SENSOR DOWNSTREAM HEATER RELAY . . . . . . . . . . . . . . . . . . . . . . . .253
POWER STEERING PRESSURE SWITCH (2.4L) - BLACK 2 WAY . . . . . . . . . . . . . .254
POWERTRAIN CONTROL MODULE C1 - BLACK 32 WAY. . . . . . . . . . . . . . . . . . . . .254
POWERTRAIN CONTROL MODULE C2 - WHITE 32 WAY. . . . . . . . . . . . . . . . . . . . .255
POWERTRAIN CONTROL MODULE C3 - GRAY 32 WAY. . . . . . . . . . . . . . . . . . . . . .256
SENTRY KEY IMMOBILIZER MODULE - BLACK 6 WAY . . . . . . . . . . . . . . . . . . . . . .256
SPEED CONTROL SERVO - BLACK 4 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .257
THROTTLE POSITION SENSOR (2.4L) - WHITE/BLUE 3 WAY . . . . . . . . . . . . . . . . .257
THROTTLE POSITION SENSOR (4.0L) - 3 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . .257
VEHICLE SPEED SENSOR - BLACK 3 WAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .257
v
NOTES
vi
GENERAL INFORMATION
1.0 INTRODUCTION • repair of isolated problem
• verification of proper operation
The procedures contained in this manual include
specifications, instructions, and graphics needed to
diagnose the PCM Powertrain System. The diag- 2.0 IDENTIFICATION OF
nostics in this manual are based on the failure SYSTEM
condition or symptom being present at the time of
diagnosis. The Powertrain Control Module (PCM) monitors
Please follow the recommendations below when and controls:
choosing your diagnostic path. • fuel system
1. First make sure the DRBIIIt is communicating • ignition system
with the appropriate modules; i.e., if the
• charging system
DRBIIIt displays a ‘‘No Response’’ condition, you
must diagnose this first before proceeding. • speed control system
2. Read DTCs (diagnostic trouble codes) with the • automatic transmission (‘‘42RLE’’ transmissions
DRBIIIt. only)
3. If no DTCs are present, identify the customer
complaint. 3.0 SYSTEM DESCRIPTION AND
4. Once the DTC or customer complaint is identi- FUNCTIONAL OPERATION
fied, locate the matching test in the Table of
Contents and begin to diagnose the symptom.
All component location views are in Section 8.0. 3.1 GENERAL DESCRIPTION
All connector pinouts are in Section 9.0. All system
schematic diagrams are in Section 10.0. All charts The on-board OBDII/EUROIII diagnostics incor-
and graphs are in Section 11.0. porated with the PCM controller are intended to
An * placed before the symptom description indi- assist the field technician in repairing vehicle prob-
cates a customer complaint. lems by the quickest means.
When repairs are required, refer to the appropri-
ate service manual for the proper removal and 3.2 FUNCTION OPERATION
repair procedure.
Diagnostic procedures change every year. New
diagnostic systems may be added; current systems 3.2.1 FUEL CONTROL (GAS)
may be enhanced. READ THIS MANUAL BEFORE The PCM controls the air/fuel ratio of the engine
TRYING TO DIAGNOSE A VEHICLE DTC. It is by varying fuel injector on time. Mass air flow is
recommended that you review the entire manual to calculated by the speed density method using en-
become familiar with all new and enhanced diag- gine speed and manifold absolute pressure (IAT is a
nostic procedures. modifier in Speed Density).
After using this book, if you have any comments Different fuel calculation strategies are used de-
or recommendations, please fill out the form at the pending on the operational state of the engine.
back of the book and mail it back to us. During crank mode, a prime shot fuel pulse is
delivered followed by fuel pulses determined by a
1.1 SYSTEM COVERAGE crank time strategy. Cold engine operation is deter-
mined via an open loop strategy until the O2
This diagnostic procedure manual covers the sensors have reached operating temperature. At
2004 Wrangler (TJ) with 2.4L and 4.0L Engines. this point, the strategy enters a closed loop mode
where fuel requirements are based upon the state of
1.2 SIX-STEP TROUBLE SHOOTING the O2 sensors, engine speed, MAP, throttle posi-
PROCEDURE tion, air temperature, battery voltage, and coolant
temperature.
Diagnosis of the Powertrain Control Module
(PCM) is done in six basic steps:
• verification of complaint
• verification of any related symptoms
• symptom analysis
• problem isolation
1
GENERAL INFORMATION
3.2.2 ON-BOARD DIAGNOSTICS preprogrammed for that device. If the input voltage
is not within specifications and other trouble code
The PCM has been programmed to monitor any
criteria (arming conditions) are met, a trouble code
circuit or system that has an effect on vehicle
will be stored in the PCM memory.
emissions, or is used by the PCM to determine the
The On Board Diagnostics have evolved to the
proper functionality of these systems. This monitor-
second Generation of Diagnostics referred to as
ing is called ‘‘on-board diagnosis.’’
OBDII/EUROIII. These OBDII/EUROIII Diagnos-
Certain criteria or, ‘‘arming conditions’’, must be
tics control the functions necessary to meet the
met for a trouble code to be entered into the PCM
requirements of California OBDII/EUROIII and
memory. The criteria may be a range of: engine rpm,
Federal OBD regulations. These requirements
engine temperature, and/or input voltage to the
specify the inclusion of a Malfunction Indicator
PCM. If a problem is detected with a monitored
Light (MIL) located on the instrument panel for all
circuit, and all of the criteria or arming conditions
1994 and subsequent model-year passenger cars,
are met, a trouble code will be stored in the PCM.
light duty trucks, and medium-duty vehicles. The
It is possible that a trouble code for a monitored
purpose of the MIL is to inform the vehicle operator
circuit may not be entered into the PCM memory
in the event of the malfunction of any emission
even though a malfunction has occurred. This may
systems and components which can affect emissions
happen because one of the trouble code criteria
and which provide input to, or receive output from,
(arming conditions) has not been met.
the PCM.
The PCM compares input signal voltages from
The following table summarizes the various
each input device with specifications (the estab-
OBDII EuroIII monitors operation.
lished high and low limits of the range) that are
2
GENERAL INFORMATION
Includes All Engine Hardware Monitors Entire Emission Monitors Entire System
•Sensors, Switches, System
Solenoids, etc.
Most are One Trip Faults – Most are Two Trip Faults – Two Trip Faults –
Usually Turns On Turns On Turns On
The MIL and Sets DTC After The MIL and Sets DTC After The MIL and Sets DTC After
One Failure Two Consecutive Failures Two Consecutive Failures
3
GENERAL INFORMATION
OBDII/EUROIII MONITOR RUN PROCESS, JTEC NOTE:
The following procedure has been established to A. Only the monitors, which are not YES in
assist Chrysler Dealer Technicians in the field with the CARB Readiness Status, need to be
enabling and running OBD II/EURO III Monitors. completed.
The order listed in the following procedure is in- B. Specific criteria need to be met for each
tended to allow the technician to effectively com- monitor. Each monitor has a Pre-Test screen
plete each monitor and to set the CARB Readiness to assist in running the monitor. For
Status in the least time possible.
additional information, refer to the Chrysler
NOTE: Corporation Technical Training Workbook
A. Once the monitor run process has begun, titled On Board Diagnostics, part number
do not turn off the ignition. By turning the 81-699-97094.
ignition key off, monitor enabling conditions The most efficient order to run the monitors has
will be lost. been outlined below, including suggestions to aid
the process. The first two monitors have very sim-
B. By performing a Battery Disconnect, or
ilar enable criteria; it is possible that the Evapora-
Selecting Erase DTCs, the CARB Readiness tive Leak Detection Monitor will run during the O2
and all additional OBD information will be Sensor Heater Monitor.
cleared.
1. O2 Sensor Heater Monitor
This monitor requires a cold start, usually an
Monitor Preliminary Checks:
overnight soak or parked for at least 8 hours
1. Plug a DRB IIIt into the vehicle’s DLC. without the engine running. The engine coolant
2. Turn the ignition, KEY ON - ENGINE OFF. temperature must be within 10 degrees of
Watch for MIL lamp illumination during the ambient/battery temperature, and the sensed
bulb check. MIL lamp must have illuminated, if Ambient (outside) Temperature must be be-
not, repair MIL lamp. tween approximately 0° F and 100° F. For the
3. On the DRB IIIt Select #1 DRB III Standalone. monitor run conditions, select the O2S HEATER
MON PRE-TEST in the DRB IIIt, OBD II/
4. Select #1 1998-2002 Diagnostics
EUROIII Monitors Menu
5. Select #1 Engine.
2. Evaporative Leak Detection Monitor (If the
6. Select #2 DTCs and Related Functions vehicle is equipped with an LDP system)
7. Select #1 Read DTCs This monitor requires a cold start, usually an
* Verify that No Emissions Related DTCs are overnight soak or parked for at least 8 hours
Present. without the engine running. The engine coolant
* If an Emissions DTC is Present, the temperature must be within 10 degrees of
OBD II/EUROIII Monitors may not run and the ambient/battery temperature, and the sensed
CARB Readiness will not update. Ambient (outside) Temperature must be be-
*The Emissions related DTC, will need to be tween approximately 40° F and 90° F. For the
repaired, then cleared. By clearing DTCs, the OBD monitor run conditions select the EVAP LDP
Monitors will need to be run and completed to set MON PRE-TEST in the DRB IIIt,
the CARB Readiness Status. OBD II/EUROIII Monitors Menu.
8. Return to Engine Select Function Menu and 3. Catalyst Monitor
Select #9, OBD II/EUROIII Monitors. The vehicle will need to be driven at highway
9. Select #3 CARB Readiness Status. speed for a few minutes. If the vehicle is
Do all the CARB Readiness Status Locations read equipped with a manual transmission, using 4th
YES? gear may assist in meeting the monitor running
*YES, then all monitors have been completed and criteria. For the monitor run conditions, select
this vehicle is ready to be I/M or Emission Tested. the EWMA CAT MON PRE-TEST in the
*NO, then the following procedure needs to be DRB IIIt, OBD II/EUROIII Monitors Menu.
followed to run/complete all available monitors.
4
GENERAL INFORMATION
4. O2 Sensor Monitor tion caused by braking, cruise control turn off,
The vehicle will need to be driven for a period of shifting into neutral, excessive RPM (tires spin-
time and brought to a stop for a short period of ning) or ignition key off.
time with the Automatic Transmission left in
Drive. The O2S Monitor will not run in Park or FUEL VAPOR RECOVERY SYSTEM (DUTY
Neutral on an Automatic Transmission equipped CYCLE PURGE CONTROL) GAS ENGINE
vehicle. For the monitor run conditions, select Duty Cycle Purge is a system that feeds fuel
the O2S MON PRE-TEST in the DRB IIIt, gases from the purge canister and gasoline tank
OBD II/EUROIII Monitors Menu. into the throttle body for mixing with incoming air.
5. Purge Monitor Metering of the gases is performed by duty cycling
All the Purge Free (PF) cells must update on the the purge solenoid by the PCM.
ADAPTIVE MEMORY screen before the Purge The system is disabled during wide-open throttle
Flow Monitor will run. For the monitor run conditions and while the engine is below a specified
conditions, select the PURGE FLOW MON PRE- coolant temperature. When engine temperature be-
TEST in the DRB IIIt, OBD II/EUROIII Moni- comes greater than a calibrated parameter, duty
tors Menu. The Purge Flow Monitor will not run cycle purge is delayed for a calibrated time. Once
in Park or Neutral on an Automatic Transmis- purge delay is over, purge will be ramped in to
sion equipped vehicle. The Purge Flow Monitor soften the effect of dumping additional fuel into the
will attempt to run every other throttle closure. engine.
If all of the parameters are met and it still does The PCM provides a modulated 5 Hz signal (at
not run, with your foot firmly on the Service closed throttle) or 10 Hz signal (at open throttle) to
Brake, slightly (1/4) open the Throttle and control this system. Modulation of the signal is
quickly close the Throttle. This will allow the based upon a calculated air flow (based upon known
Purge Free update to happen, and then the fuel flow through the injector at a given pulse width
Purge Flow Monitor will Run. and RPM) and is adjusted to compensate for
changes in flow due to varying engine vacuum.
3.2.3 OTHER CONTROLS
LEAK DETECTION PUMP
CHARGING SYSTEM
The charging system is turned on when the
LEAK DETECTION PUMP OPERATION
The evaporative emission system is designed to
engine is started and ASD relay energized. When
prevent the escape of fuel vapors from the fuel
the ASD relay is on, ASD output voltage is supplied
system. Leaks in the system, even small ones, can
to the ASD sense circuit at the PCM. This voltage is
allow fuel vapors to escape into the atmosphere.
connected in some cases, through the PCM and
Government regulations require onboard testing to
supplied to one of the generator field terminals
make sure that the evaporative (EVAP) system is
(Generator Source +). All others, the Generator field
functioning properly. The leak detection system test
is connected directly to the ASD output voltage. The
for EVAP system leaks and blockage. It also per-
amount of current produced by the generator is
forms self-diagnostics. During self-diagnostics, the
controlled by the Electronic Voltage Regulator
Powertrain Control Module (PCM) first checks the
(EVR) circuitry, in the PCM. Battery temperature is
Leak Detection Pump (LDP) for electrical and me-
determined either by IAT, Ambient or Battery tem-
chanical faults. If the first checks pass, the PCM
perature sensor. This temperature along with
then uses the LDP to seal the vent valve and pump
sensed line voltage is used by the PCM to vary
air into the system to pressurize it. If a leak is
battery charging. This is accomplished by cycling
present, the PCM will continue pumping the LDP to
the path to ground to the other generator field
replace the air that leaks out. The PCM determines
terminal (Generator field driver).
the size of the leak based on how fast/long it must
SPEED CONTROL pump the LDP as it tries to maintain pressure in
The PCM controls vehicle speed by operation of the system.
the speed control servo vacuum and vent solenoids.
Energizing the vacuum solenoid applies vacuum to
EVAP LEAK DETECTION SYSTEM COMPONENTS
the servo to increase throttle position. Operation of (FIGURE 1)
the vent solenoid slowly releases the vacuum allow- Service Port: Used with special tools like the
ing throttle position to decrease. A special dump Miller Evaporative Emissions Leak Detector
solenoid allows immediate release of throttle posi- (EELD) to test for leaks in the system.
EVAP Purge Solenoid: The PCM uses the EVAP
purge solenoid to control purging of excess fuel
5
GENERAL INFORMATION
vapors stored in the EVAP canister. It remains
closed during leak testing to prevent loss of pres-
sure.
EVAP Canister: The EVAP canister stores fuel
vapors from the fuel tank for purging.
EVAP Purge Orifice: Limits purge volume.
EVAP System Air Filter: Provides air to the LDP
for pressurizing the system. It filters out dirt while
allowing a vent to atmosphere for the EVAP system.
6
GENERAL INFORMATION
phragm, unseating the inlet check valve and allow- the diaphragm will begin to oppose the spring
ing air in from the EVAP air filter. When the pressure, slowing the pumping action. The PCM
diaphragm completes its upward movement, the watches the time from when the solenoid is de-
LDP reed switch turns from closed to open (Figure energized, until the diaphragm drops down far
4). enough for the reed switch to change from opened to
closed. If the reed switch changes too quickly, a leak
may be indicated. The longer it takes the reed
switch to change state, the tighter the evaporative
system is sealed. If the system pressurizes too
quickly, a restriction somwehere in the EVAP sys-
tem may be indicated.
PUMPING ACTION
During portions of this test, the PCM uses the
reed switch to monitor diaphragm movement. The
solenoid is only turned on by the PCM after the reed
switch changes from open to closed, indicating that
the diaphragm has moved down. At other times
during the test, the PCM will rapidly cycle the LDP
solenoid on and off to quickly pressurize the system.
During rapid cycling, the diaphragm will not move
enough to change the reed switch state. In the state
of rapid cycling, the PCM will use a fixed time
DIAPHRAGM DOWNWARD MOVEMENT interval to cycle the solenoid.
Based on reed switch input, the PCM de- If the system does not pass the EVAP Leak
energizes the LDP solenoid, causing it to block the Detection Test, the following DTCs may be set:
vacuum port, and open the atmospheric port. This
• P0442 – EVAP LEAK MONITOR 0.0409 LEAK
connects the upper pump cavity to atmosphere
DETECTED
through the EVAP air filter. The spring is now able
to push the diaphragm down. The downward move- • P0455 – EVAP LEAK MONITOR LARGE LEAK
ment of the diaphragm closes the inlet check valve DETECTED
and opens the outlet check valve pumping air into • P0456 – EVAP LEAK MONITOR 0.0209 LEAK
the evaporative system. The LDP reed switch turns DETECTED
from open to closed, allowing the PCM to monitor • P1486 – EVAP LEAK MON PINCHED HOSE
LDP pumping (diaphragm up/down) activity (Fig- FOUND
ure 5. During the pumping mode, the diaphragm
• P1494 – LEAK DETECTION PUMP SW OR
will not move down far enough to open the vent
MECH FAULT
valve.
• P1495 – LEAK DETECTION PUMP SOLENOID
CIRCUIT
7
GENERAL INFORMATION
NOTE: If battery voltage drops below 10 volts may be up. This could result in the LDP reed switch
for more than 5 seconds during engine being open when the key is turned to “ON” and a
cranking, the EVAP leak detection test will P1494 fault could be set because the PCM is expect-
not run. ing the reed switch to be closed.
After the key is turned “ON”, the PCM immedi-
4. Low fuel warning light off (fuel level must be ately tests the LDP solenoid circuit for electrical
between 15% and 85%). faults. If a fault is detected, DTC P1495 will set, the
5. MAP sensor reading 22 in Hg or above (This is MIL will illuminate, and the remaining EVAP Leak
the manifold absolute pressure, not vacuum). Detection Test is cancelled.
8
GENERAL INFORMATION
pump air into the EVAP system during two to three on the size of leak detected. If no leak is detected
pump cycles. If no blockage is present, the LDP during the next test, the temporary fault will be
diaphragm is able to quickly pump air out of the cleared.
LDP each time the PCM turns off the LDP solenoid.
If a blockage is present, the PCM detects that the DIAGNOSTIC TIPS
LDP takes longer to complete each pump cycle. If During diagnosis, you can compare the LDP so-
the pump cycles take longer than expected (approx- lenoid activity with the monitor sequence in Figure
imately 6 to 10 seconds) the PCM will suspect a 6. If the PCM detects a problem that could set a
blockage. On the next drive when Enabling Condi- DTC, the testing is halted and LDP solenoid activ-
tions are met, the test will run again. If blockage is ity will stop. As each section of the test begins, it
again detected, P1486 is stored, and the MIL is indicates that the previous section passed success-
illuminated. fully. By watching to see which tests complete, you
can see if any conditions are present that the PCM
FIGURE 6 SECTION 4 considers abnormal.
After the LDP blockage tests are completed, the For example, if the LDP solenoid is energized for
PCM then tests for EVAP system leakage. First, the the test cycles to test for blockage (P1486), it means
PCM commands the LDP to rapidly pump for 20 to that the LDP has already passed its test for P1494.
50 seconds (depending on fuel level) to build pres- Then, if the PCM detects a possible blockage, it will
sure in the EVAP system. This evaluates the system set a temporary fault without turning on the MIL
to see if it can be sufficiently pressurized. This and continue the leak portion of the test. However,
evaluation (rapid pump cycling) may occur several the PCM will assume that the system is already
times prior to leak checking. The LDP reed switch pressurized and skip the rapid pump cycles.
does not close and open during rapid pumping Always diagnose leaks, if possible, before discon-
because the diaphragm does not travel through its necting connections. Disconnecting connections
full range during this part of the test. may mask a leak condition.
Keep in mind that if the purge solenoid seat is
FIGURE 6 SECTION 5 leaking, it could go undetected since the leak would
Next, the PCM performs one or more tests cycles end up in the intake manifold. Disconnect the purge
by monitoring the time required for the LDP reed solenoid at the manifold when leak checking. In
switch to close (diaphragm to drop) after the LDP addition, a pinched hose fault (P1486) could set if
solenoid is turned off. the purge solenoid does not purge the fuel system
If the switch does not close, or closes after a long properly (blocked seat). The purge solenoid must
delay, it means that the system does not have any vent the fuel system prior to the LDP system test. If
significant leakage and the EVAP Leak Detection the purge solenoid cannot properly vent the system
Test is complete. the LDP cannot properly complete the test for
However, if the LDP reed switch closes quickly, P1486 and this fault can be set due to pressure
there may be a leak or the fuel level may be low being in the EVAP system during the test sequence.
enough that the LDP must pump more to finish Multiple actuation’s of the DRBIIIt Leak Detec-
pressurizing the EVAP system. In this case, the tion Pump (LDP) Monitor Test can hide a 0.020 leak
PCM will rapidly pump the LDP again to build because of excess vapor generation. Additionally,
pressure in the EVAP system, and follow that by any source for additional vapor generation can hide
monitoring the time needed for several LDP test a small leak in the EVAP system. Excess vapor
cycles. This process of rapid pumping followed by generation can delay the fall of the LDP diaphragm
several LDP test cycles may repeat several times thus hiding the small leak. An example of this
before the PCM judges that a leak is present. condition could be bringing a cold vehicle into a
When leaks are present, the LDP test cycle time warm shop for testing for high ambient tempera-
will be inversely proportional to the size of the leak. tures.
The larger the leak, the shorter the test cycle time. Fully plugged and partially plugged underhood
The smaller the leak, the longer the test cycle time. vacuum lines have been known to set MIL condi-
DTC’s may be set when a leak as small as 0.5 mm tions. P1494 and P0456 can be set for this reason.
(0.0209) diameter is present. Always, thoroughly, check plumbing for pinches or
If the system detects a leak, a temporary fault blockage before condemning components.
will be stored in PCM memory. The time it takes to
detect a .020, .040, or larger leak is based on TEST EQUIPMENT
calibrations that vary from model to model. The The Evaporative Emission Leak Detector (EELD)
important point to remember is if a leak is again Miller Special Tool 8404 is capable of visually de-
detected on the next EVAP Leak Detection Test, the tecting leaks in the evaporative system and will
MIL will illuminate and a DTC will be stored based take the place of the Evap System Diagnostic Kit.
9
GENERAL INFORMATION
The EELD utilizes shop air and a smoke generator Cylinder Compression − The PCM cannot de-
to visually detect leaks down to 0.020 or smaller. tect uneven, low, or high engine cylinder compres-
The food grade oil used to make the smoke includes sion.(*)
an UV trace dye that will leave telltale signs of the Excessive Oil Consumption − Although the
leak under a black light. This is helpful when PCM monitors the exhaust oxygen content through
components have to be removed to determine the the oxygen sensor when the system is in a closed
exact leak location. For detailed test instructions, loop, it cannot determine excessive oil consumption.
follow the operators manual packaged with the
EELD. NOTE: Any of these conditions could result
in a rich or lean condition causing an oxygen
IMPORTANT sensor trouble code to be stored in the PCM,
Be sure that the PCM has the latest software or the vehicle may exhibit one or moer of the
update. Reprogram as indicated by any applicable driveability symptoms listed in the Table of
Technical Service Bulletin. After LDP repairs are Contents.
completed, verify the repair by running the
DRBIIIt Leak Detection Pump (LDP) Monitor Test 3.2.5 SKIS OVERVIEW
as described in Technical Service Bulletin 18-12-99.
The Sentry Key Immobilizer System (SKIS) is an
immobilizer system designed to prevent unautho-
3.2.4 NON-MONITORED CIRCUITS
rized vehicle operation. The system consists of Sen-
The PCM does not monitor the following circuits, try Key Immobilizer Module (SKIM) sends a PCI
systems, and conditions even though they could Bus message to the engine controller indicating
have malfunctions that result in driveability prob- ignition key status. Upon receiving this message
lems. A diagnostic code may not be displayed for the the PCM will terminate engine operation or allow
following conditions. However, problems with these the engine to continue to operate.
systems may cause a diagnostic code to be displayed
for other systems. For example, a fuel pressure 3.2.6 SKIM ON-BOARD DIAGNOSTICS
problem will not register a diagnostic code directly,
but could cause a rich or lean condition. This could The SKIM has been programmed to transmit and
cause an oxygen sensor, fuel system, or misfire monitor many different coded messages as well as
monitor trouble code to be stored in the PCM. PCI Bus messages. This monitoring is called “On-
Engine Timing − The PCM cannot detect an Board Diagnosis”.
incorrectly indexed timing chain, camshaft Certain criteria must be met for a diagnostic
sprocket, or crankshaft sprocket. The PCM also trouble code to be entered into the SKIM memory.
cannot detect an incorrectly indexed distributor or The criteria may be a range of Input voltage, PCI
Cam Sensor.(*) Bus message, or coded messages to the SKIM. If all
Fuel Pressure − Fuel pressure is controlled by of the criteria for monitoring a circuit or function
the fuel pressure regulator. The PCM cannot detect are met and a fault is sensed, a diagnostic trouble
a clogged fuel pump inlet filter, clogged in-line filter, code will be stored in the SKIM memory.
or a pinched fuel supply.(*)
Fuel Injectors − The PCM cannot detect a 3.2.7 SKIS OPERATION
clogged fuel injector, a sticking pintle, or that an When ignition power is supplied to the SKIM, the
incorrect injector is installed.(*) SKIM performs an internal self-test. After the self-
Fuel Requirements − Poor quality gasoline can test is completed, the SKIM energizes the antenna
cause problems such as hard starting, stalling, and (this activates the transponder chip) and sends a
stumble. Use of methanol-gasoline blends may re- challenge to the transponder chip. The transponder
sult in starting and driveability problems. (See chip responds to the challenge by generating an
individual symptoms and their definitions in Sec- encrypted response message using the following:
tion 6.0 Glossary of Terms). Secret Key - This is an electronically stored
PCM Grounds − The PCM cannot detect a poor value (identification number) that is unique to each
system ground. However, a diagnostic trouble code SKIS. The secret key is stored in the SKIM, PCM,
may be stored in the PCM as a result of this and all ignition key transponders.
condition. Challenge - This is a random number that is
Throttle Body Air Flow − The PCM cannot generated by the SKIM at each ignition key cycle.
detect a clogged or restricted air cleaner inlet or The secret key and challenge are the two variables
filter element.(*) used in the algorithm that produces the crypto
Exhaust System − The PCM cannot detect a algorithm to receive, decode and respond to the
plugged, restricted, or leaking exhaust system.(*) message sent by the SKIM. After responding to the
coded message, the transponder sends a transpon-
10
GENERAL INFORMATION
der ID message to the SKIM. The SKIM compares 12-volt pull-ups, drivers and ground sensors). These
the transponder ID to the available valid ignition failures are difficult to detect when a double fault
key codes in the SKIM memory (8 key maximum). has occurred and only one DTC has set.
After validating the key, the SKIM sends a PCI Bus
message called a “Seed Request” to the engine NOTE: If the PCM and the SKIM are
controller then waits for a PCM response. If the replaced at the same time, program the VIN
PCM does not respond, the SKIM will send the seed into the PCM first. All vehicle keys will then
request again. After three failed attempts, the need to be replaced and programmed to the
SKIM will stop sending the seed request and store new SKIM.
a trouble code. If the PCM sends a seed response, The SKIS “Secret Key” is an ID code that is
the SKIM sends a valid/invalid key message to the unique to each SKIS. This code is programmed and
PCM. This is an encrypted message that is gener- stored in the SKIM, PCM and transponder chip
ated using the following: (ignition key). When replacing the PCM it is neces-
VIN - Vehicle Identification Number sary to program the secret key into the PCM.
Seed - This is a random number that is generated
1. Turn the ignition on (transmission in park/
by the PCM at each ignition key cycle.
neutral).
The VIN and seed are the two variables used in
the rolling code algorithm that encrypts the “valid/ 2. Use the DRBIIIt and select “THEFT ALARM”,
invalid key” message. The PCM uses the rolling “SKIM” then “MISCELLANEOUS”.
code algorithm to receive, decode and respond to the 3. Select “PCM REPLACED”.
valid/invalid key message sent by the SKIM. After 4. Enter secured access mode by entering the vehi-
sending the valid/invalid key message the SKIM cle four-digit PIN.
waits 3.5 seconds for a PCM status message from
the PCM. If the PCM does not respond with a valid NOTE: If three attempts are made to enter
key message to the SKIM, a fault is detected and a the secure access mode using an incorrect
trouble code is stored. The SKIS incorporates a PIN, secured access mode will be locked out
warning lamp located in the instrument cluster. for one hour. To exit ths lockout mode, turn
The lamp receives power and ground from the the ignition to the RUN position for one hour
instrument cluster. The lamp is actuated when the then enter the correct PIN. (Ensure all
SKIM sends a PCI Bus message to the instrument
accessories are turned off. Also, monitor the
cluster requesting the lamp on. The SKIM will
request warning lamp illumination for:
battery state and connect a battery charger if
necessary).
– bulb checks at ignition on
5. Press “ENTER” to transfer the secret key (the
– to alert the vehicle operator to a SKIS mal-
SKIM will send the secret key to the PCM).
function
– customer key programming mode 3.2.9 PROGRAMMING THE SENTRY KEY
For all faults except transponder faults and VIN
mismatch, the lamp remains on steady. In the event IMMOBILIZER MODULE
of a transponder fault the light flashes at a rate of
1 Hz (once per second). If a fault is present the lamp NOTE: If the PCM and the SKIM are
will remain on or flashing for the complete ignition replaced at the same time, program the VIN
cycle. If a fault is stored in SKIM memory which into the PCM first. All vehicle keys will then
prevents the system from operating properly, the need to be replaced and programmed to the
PCM will allow the engine to start and run (for two new SKIM.
seconds) up to six times. After the sixth attempt the
1. Turn the ignition on (transmission in park/
PCM will not allow engine to start.
neutral).
3.2.8 PROGRAMMING THE POWERTRAIN 2. Use the DRBIIIt and select “THEFT ALARM”,
“SKIM”, then “MISCELLANEOUS”.
CONTROL MODULE 3. Select “SKIM MODULE REPLACEMENT
Important Notice: Before replacing the PCM (GASOLINE)”.
for a failed driver, control circuit or ground circuit,
4. Program the vehicle four-digit PIN into the
be sure to check the related component/circuit in-
SKIM.
tegrity for failures not detected due to a double fault
in the circuit. Most PCM driver/control circuit fail- 5. Select “COUNTRY CODE” and enter the correct
ures are caused by internal failure to components country.
(i.e. relay and solenoids) and short circuits (i.e.
11
GENERAL INFORMATION
NOTE: Be sure to enter the correct country 3.3 DIAGNOSTIC TROUBLE CODES
code. If the incorrect country code is
programmed into SKIM, the SKIM must be Each diagnostic trouble code is diagnosed by
replaced. following a specific testing procedure. The diagnos-
tic test procedures contain step-by-step instructions
6. Select “UPDATE VIN” (the SKIM will learn the for determining the cause of trouble codes as well as
VIN from the PCM). no trouble code problems. It is not necessary to
7. Press “ENTER” to transfer the VIN (the PCM perform all of the tests in this book to diagnose an
will send the VIN to the SKIM). individual code.
Always begin by reading the diagnostic trouble
8. The DRBIIIt will ask if you want to transfer the
codes using the DRBIIIt.
secret key from the PCM. This will ensure the
current vehicle ignition keys will still operate
3.3.1 HARD CODE
the SKIS system.
A diagnostic trouble code that comes back within
3.2.10 PROGRAMMING THE IGNITION one cycle of the ignition key is a “hard” code. This
means that the defect is present when the PCM
KEYS TO THE SENTRY KEY checks that circuit or function. Procedures in this
IMMOBILIZER MODULE manual verify if the trouble code is a hard code at
the beginning of each test. When it is not a hard
1. Turn the igntion on (transmission in park/ code, an “intermittent” test must be performed.
neutral). Codes that are for OBDII/EUROIII monitors will
2. Use the DRBIIIt and select “THEFT ALARM”, not set with just the ignition key on. Comparing
“SKIM” then “MISCELLANEOUS”. these to non-emission codes, they will seem like an
3. Slect “PROGRAM IGNITION KEYS”. intermittent. These codes require a set of parame-
ters to be performed (The DRBIIIt pre-test screens
4. Enter secured access mode by entering the vehi-
will help with this for MONITOR codes), this is
cle four-digit PIN.
called a “TRIP”. All OBDII/EUROIII DTCs will set
NOTE: A maximum of eight keys can be after two or in some cases one trip failures, and the
MIL will be turned on. These codes require three
learned to each SKIM. Once a key is learned
successful, no failures, TRIPS to extinguish the
to a SKIM, the key cannot be transferred to MIL, followed by 40 warm-up cycles to erase the
another vehicle. code. For further explanation of TRIPS, Pre-test
If ignition key programming is unsuccessful, the screens, Warm-up cycles, and the use of the
DRB IIIt will display one of the following messages: DRBIIIt, refer to the On Board Diagnostic training
Program Not Attempted - The DRBIIIt attempts booklet #81-699-97094.
to read the programmed key status and there are no
keys programmed in the SKIM memory. 3.3.2 INTERMITTENT CODE
Programming Key Failed - (Possible Used Key
From Wrong Vehicle) - SKIM is unable to program A diagnostic trouble code that is not present every
key due to one of the following: time the PCM checks the circuit is an “intermittent”
code. Most intermittent codes are caused by wiring
– faulty ignition key transponder or connector problems. Intermittents that come and
– ignition key is programmed to another vehicle. go like this are the most difficult to diagnose; they
8 Keys Already Learned, Programming Not must be looked for under specific conditions that
Done - SKIM transponder ID memory is full. cause them. The following procedures may assist
you in identifying a possible intermittent problem:
– Obtain ignition keys to be programmed from
customer (8 keys maximum). • Visually inspect related wire harness connectors.
Look for broken, bent, pushed out, or corroded
– Using the DRBIIIt, erase all ignition keys by
terminals.
selecting “MISCELLANEOUS” and “ERASE
ALL CURRENT IGN. KEYS”. • Visually inspect the related harnesses. Look for
chafed, pierced, or partially broken wire.
– Program all ignition keys.
• Refer to any S.T.A.R. Hotline Newsletters or
Learned Key In Ignition - Ignition key tran- technical service bulletins that may apply.
sponder ID is currently programmed in SKIM mem-
• Use the DRBIIIt data recorder or co-pilot.
ory.
12
GENERAL INFORMATION
3.3.3 STARTS SINCE SET COUNTER diagnosis of a vehicle that may have a driveability-
related symptom or complaint.
This reset counter counts the number of times the
vehicle has been started since codes were last set or
erased. This counter will count up to 255 start
3.4 USING THE DRBIIIT
counts. Refer to the DRBIIIt user’s guide for instructions
The number of starts helps determine when the and assistance with reading trouble codes, erasing
trouble code actually happened. This is recorded by trouble codes, and other DRBIIIt functions.
the PCM and can be viewed on the DRBIIIt as
STARTS since set.
3.5 DRBIIIT ERROR MESSAGES AND
When there are no trouble codes stored in mem-
ory, the DRBIIIt will display “NO TROUBLE BLANK SCREEN
CODES FOUND” and the reset counter will show
Under normal operation, the DRBIIIt will dis-
“STARTS since set = XXX.”
play one of only two error messages:
OBDII/EUROIII vehicles will also display a DTC
Specific or Global “Good Trip” counter which will – User-Requested WARM Boot by pressing
indicate the number of “Good Trips” since the DTC MORE and NO at the same time.
was set. After 3 consecutive “Good Trips,” the MIL is ver: 2.29
extinguished and the good trip counter is replaced date: 1 Oct 93
by a “Warm Up Cycle” counter. 40 Warm-up Cycles file: key_itf.cc
will erase the DTC and Freeze Frame information. date: Jan 12 1994
line: 544
3.3.4 NO START INFORMATION err: 0x1
User-Requested WARM Boot
IMPORTANT NOTE: Press MORE to switch between this display
If the Powertrain Control Module has been pro- and the application screen.
grammed, a DTC will set in the ABS and Air bag Press F4 when done noting information.
modules. In addition, if the vehicle is equipped with
a Sentry Key Immobilizer Module (SKIM), Secret or
Key data must be updated to enable starting. – User-Requested COLD Boot by pressing
MORE and YES at the same time.
FOR ABS AND AIR BAG SYSTEMS: ver: 2.29
1. Enter correct VIN and Mileage in PCM. date: 1 Oct 99
2. Erase codes in ABS and Air Bag modules. file: key_hnd1.cc
date: Mar 8 2000
FOR SKIM THEFT ALARM: line: 1297
err: 0x1
1. Connect the DRBIIIt to the data link connector. User-Requested COLD Boot
2. Go to Theft Alarm, SKIM, Misc. and place the
SKIM in secured access mode, by using the Press MORE to switch between this display
appropriate PIN code for this vehicle. and the application screen.
Press F4 when done noting information.
3. Select Update the Secret Key data, data will be
transferred from the SKIM to the PCM (This is
If the DRBIIIt should display any other error
required to allow the vehicle to start with the
message, record the entire display and call the Star
new PCM).
Center.
4. If three attempts are made to enter secured
access mode using the incorrect PIN, secured 3.5.1 DRBIIIT DOES NOT POWER UP
access mode will be locked out for one hour. To
exit this lock out mode, leave the ignition key in If the LED’s do not light or no sound is emitted at
the Run/Start position for one hour. Ensure all start up, check for loose cable connections or a bad
accessories are turned off. Also monitor the bat- cable. Check the vehicle battery voltage (data link
tery state and connect a battery charger if nec- connector cavity 16). Check for proper ground con-
essary. nection at DLC cavity. A minimum of 11 volts is
After reading Section 3.0 (System Description required to adequately power the DRBIIIt.
and Functional Operation), you should have a bet- If all connections are proper between the
ter understanding of the theory and operation of the DRBIIIt and the vehicle or other devices, and the
on-board diagnostics, and how this relates to the vehicle battery is fully charged, and inoperative
DRBIIIt
13
GENERAL INFORMATION
may be the result of faulty cable or vehicle wiring. When servicing a vehicle, always wear eye pro-
For a blank screen, refer to the appropriate body tection, and remove any metal jewelry such as
diagnostics manual. watchbands or bracelets that might make an inad-
vertent electrical contact.
3.5.2 DISPLAY IS NOT VISIBLE When diagnosing a powertrain system problem,
Low temperatures will affect the visibility of the it is important to follow approved procedures where
display. Adjust the contrast to compensate for this applicable. These procedures can be found in ser-
condition. vice manual procedures. Following these proce-
dures is very important to the safety of individuals
performing diagnostic tests.
14
GENERAL INFORMATION
FUNCTION INPUT LIMIT Be careful when performing electrical tests so as
to prevent accidental shorting of terminals. Such
Temperature -50 - 600°C mistakes can damage fuses or components. Also, a
-58 - 1100°F second DTC could be set, making diagnosis of the
* Ohms cannot be measured if voltage is present. original problem more difficult.
Ohms can be measured only in a non-powered
circuit. 5.0 REQUIRED TOOLS AND
• Voltage between any terminal and ground must EQUIPMENT
not exceed 500v DC or 500v peak AC.
• Use caution when measuring voltage above 25v DRBIIIt (diagnostic read-out box) scan tool
DC or 25v AC. Evaporative Emissions Leak Detector #8404
• A 10A fuse or circuit breaker must be used to Fuel pressure kit #8978
protect the circuit being tested. fuel filler adapter #8382
fuel pressure adapter (C-6631) or #6539
• Use the low current shunt to measure circuits up
fuel pressure kit (C-4799-B) or #5069
to 10A. Use the high current clamp to measure
fuel release hose (C-4799-1)
circuits exceeding 10A.
Mirco 420 battery system tester
• When testing for the presence of voltage or cur- min air flow fitting #6714
rent, make sure the meter is functioning cor- jumper wires
rectly. Take a reading of a known voltage or ohmmeter
current before accepting a zero reading. oscilloscope
• When measuring current, connect the meter in vacuum gauge
series with the load. voltmeter
• Disconnect the live test lead before disconnecting 12-volt test light minimum 25 ohms resistance
the common test lead. with probe #6801
• When using the meter function, keep the CAUTION: A 12-volt test light should not be
DRBIIIt away from spark plug or coil wires to used for the following circuits, damage to the
avoid measuring error from outside interference.
powertrain controller will occur.
4.3 WARNINGS AND CAUTIONS • 5-Volt Supply
• 8 Volt Supply
• J1850 PCI Bus
4.3.1 ROAD TEST WARNINGS
• CCD Bus
Some complaints will require a test drive as part
• CKP Sensor Signal
of the repair verification procedure. The purpose of
the test drive is to try to duplicate the diagnostic • CMP Sensor Signal
code or symptom condition. • Vehicle Speed Sensor Signal
• O2 Sensor Signal
CAUTION: Before road testing a vehicle, be
sure that all components are reassembled.
During the test drive, do not try to read the 6.0 ACRONYMS
DRBIIIT screen while in motion. Do not hang
the DRBIIIT from the rear view mirror or A/C air conditioning
operate it yourself. Have an assistant ABS anti-lock brake system
available to operate the DRBIIIT.
ASD auto shutdown relay
4.3.2 VEHICLE DAMAGE CAUTIONS Relay
Before disconnecting any control module, make APPS accelerator pedal position sensor
sure the ignition is “off”. Failure to do so could
damage the module. Baro barometric pressure
When testing voltage or continuity at any control BCM body control module
module, use the terminal side (not the wire end) of
the connector. Do not probe a wire through the BTS battery temperature sensor
insulation; this will damage the insulation and wire
CAA clean air act
and eventually cause it to fail because of corrosion.
15
GENERAL INFORMATION
CAB controller antilock brakes IAC idle air control motor
Motor
CARB California air resources board
IAT intake air temperature sensor
CCD Bus Chrysler collision detection bus Sensor
CKP crank position sensor I/M inspection and maintenance testing
Sensor
JTEC Jeep/Truck engine controller
CMP camshaft position sensor
Sensor LDP leak detection pump
CO carbon monoxide LSIACV linear solenoid idle air control valve
DCP duty-cycle purge solenoid MAF mass air flow
Solenoid
MAP manifold absolute pressure sensor
DLC data link connector Sensor
DRBIIIt diagnostic readout box – 3rd gener- MDS2t Mopar diagnostic system – 2nd gen-
ation eration
DTC diagnostic trouble code MIL malfunction indicator lamp
DVOM digital volt ohm meter MTV manifold tuning valve
EATX II electronic automatic transmission NGC next generation controller
controller – 2nd Generation
NTC negative temperature coefficient
EC European community
NVLD natural vacuum leak detection
ECT engine coolant temperature sensor
O2Sensor oxygen sensor
Sensor
O2S oxygen sensor
EE- electrically erasable programmable
PROM read only memory OBD I on board diagnostics – 1st genera-
tion
EGR exhaust gas recirculation valve
Valve OBD II on-board diagnostics – 2nd genera-
tion
EMCC electronic modulated converter
clutch ORVR on-board refueling vapor recovery
EMI electro-magnetic interference PCI Bus programmable communications in-
terface bus (J1850)
EOBD European OBD (based upon Euro
Stage III) PCM powertrain control module
EPA Environmental Protection Agency PCV positive crankcase ventilation
EPP engine position pulse PDC power distribution center
Eu European Union PEP peripheral expansion port
EVAP evaporative emission system P/N park/neutral
EVR electronic voltage regulator PPS proportional purge solenoid
EWMA exponentially weighted moving PS power steering
average
PSP power steering pressure (switch)
FTP federal test procedure
PTC positive temperature coefficient
HC hydrocarbons
PWM pulse-width modulation
HO2S heated oxygen sensor
RAM random access memory
Genera- previously called “alternator”
tor RFI radio frequency interference
16
GENERAL INFORMATION
RKE remote keyless entry
RPM revolutions per minute
SAE Society of Automotive Engineers
SBEC single board engine controller
SCW Similar Conditions Window
SKIM sentry key immobilizer module
SRV short runner valve
TCC torque converter clutch
TCM transmission control module
TDC top dead center
TPS throttle position sensor
TRS transmission range sensor
VSS vehicle speed sensor
WOT wide open throttle
17
NOTES
18
7.0
DIAGNOSTIC INFORMATION AND
PROCEDURES
19
COMMUNICATION
Symptom:
*NO RESPONSE FROM PCM (PCI BUS)
POSSIBLE CAUSES
PCM PCI NO RESPONSE
PCI BUS CIRCUIT OPEN
POWERTRAIN CONTROL MODULE
2 With the DRBIIIt read PCM Diagnostic Trouble Codes. This is to ensure power and All
grounds to the PCM are operational.
NOTE: If the DRBIIIt will not read PCM DTC’s, follow the NO RESPONSE
TO PCM (SCI only) symptom path.
NOTE: If the vehicle will not start and the DRBIIIt displays a no response
message, refer to the appropriate symptom in the powertrain diagnostic
procedures.
Turn the ignition off.
Disconnect the PCM C3 harness connector.
Use Scope input cable CH7058, Cable to Probe adapter CH7062, and the red and
black test probes.
Connect the scope input cable to the channel one connector on the DRBIIIt. Attach
the red and black leads and the cable to probe adapter to the scope input cable.
Install DRBIIIt SuperCard 2 CH8361 into DRBIIIt.
With the DRBIIIt select Pep Module Tools.
Select lab scope.
Select Live Data.
Select 12 volt square wave.
Press F2 for Scope.
Press F2 and use the down arrow to set voltage range to 20 volts. Press F2 again
when complete.
Connect the Black lead to the PCM ground. Connect the Red lead to the PCI Bus
circuit in the PCM connector.
Turn the ignition on.
Observe the voltage display on the DRBIIIt Lab Scope.
Does the voltage pulse from 0 to approximately 7.5 volts?
20
COMMUNICATION
Symptom:
*NO RESPONSE FROM PCM (SCI ONLY)
POSSIBLE CAUSES
CHECK PCM POWERS AND GROUNDS
CONTROLLER ANTILOCK BRAKE
SCI TRANSMIT CIRCUIT SHORTED TO VOLTAGE
TRANSMISSION CONTROL MODULE
SCI RECEIVE CIRCUIT SHORTED TO VOLTAGE
SCI CIRCUITS SHORTED TOGETHER
SCI TRANSMIT CIRCUIT SHORTED TO GROUND
SCI RECEIVE CIRCUIT SHORTED TO GROUND
SCI RECEIVE CIRCUIT OPEN
SCI TRANSMIT CIRCUIT OPEN
POWERTRAIN CONTROL MODULE
Yes → Go To 2
No → Repair as necessary.
Perform POWERTRAIN VERIFICATION TEST VER - 1.
No → Go To 5
Yes → Go To 4
21
COMMUNICATION
No → Go To 7
Yes → Repair the short between the SCI Transmit and the SCI Receive
circuits.
Perform POWERTRAIN VERIFICATION TEST VER - 1.
No → Go To 8
No → Go To 9
22
COMMUNICATION
23
COMMUNICATION
Symptom:
*NO RESPONSE FROM SENTRY KEY IMMOBILIZER MODULE
POSSIBLE CAUSES
ATTEMPT TO COMMUNICATE WITH THE INSTRUMENT CLUSTER
GROUND CIRCUIT OPEN
FUSED IGNITION SWITCH OUTPUT CIRCUIT OPEN
FUSED B(+) CIRCUIT OPEN
OPEN PCI BUS CIRCUIT
SENTRY KEY IMMOBILIZER MODULE
Yes → Go To 3
Yes → Go To 4
No → Check the Fuse in the Fuse Block for an open. Refer to the wiring
diagrams. If OK, repair the Fused B+ circuit for an open.
Perform SKIS VERIFICATION.
24
COMMUNICATION
Yes → Go To 6
No → Repair the PCI Bus circuit for an open.
Perform SKIS VERIFICATION.
Repair
Replace and program the Sentry Key Immobilizer Module in
accordance with the Service Information.
Perform SKIS VERIFICATION.
25
COMMUNICATION
Symptom:
*PCI BUS COMMUNICATION FAILURE
POSSIBLE CAUSES
WIRING HARNESS INTERMITTENT
OPEN PCI BUS CIRCUIT AT THE DATA LINK CONNECTOR (DLC)
PCI BUS CIRCUIT SHORTED TO VOLTAGE
MODULE SHORT TO VOLTAGE
PCI BUS CIRCUIT SHORTED TO GROUND
MODULE SHORT TO GROUND
No → Test Complete.
26
COMMUNICATION
No → Go To 6
27
DRIVEABILITY - GAS
Symptom:
INTERMITTENT CONDITION
POSSIBLE CAUSES
INTERMITTENT CONDITION
28
DRIVEABILITY - GAS
Symptom List:
P0031-O2 SENSOR 1/1 HEATER CIRCUIT LOW
P0032-O2 SENSOR 1/1 HEATER CIRCUIT HIGH
P0037-O2 SENSOR 1/2 HEATER CIRCUIT LOW
P0038-O2 SENSOR 1/2 HEATER CIRCUIT HIGH
P0051-O2 SENSOR 2/1 HEATER CIRCUIT LOW
P0052-O2 SENSOR 2/1 HEATER CIRCUIT HIGH
Test Note: All symptoms listed above are diagnosed using the same tests.
The title for the tests will be P0031-O2 SENSOR 1/1 HEATER
CIRCUIT LOW.
29
DRIVEABILITY - GAS
POSSIBLE CAUSES
O2 HEATER TEST
O2 SENSOR HEATER ELEMENT
(F142) FUSED ASD RELAY OUTPUT CIRCUIT
HEATER CONTROL CIRCUIT OPEN
HEATER CONTROL CIRCUIT SHORTED TO GROUND
PCM
No → Go To 2
3 Ignition on, engine not running and the Sensor harness connector still disconnected. All
With the DRBIIIt, perform the O2 Heater Test.
Using a 12-volt test light connected to ground, probe the (F142) Fused ASD Relay
Output at the O2 Sensor harness connector.
Did the test light illuminate brightly?
Yes → Go To 4
No → Repair the open or short to ground in the (F142) Fused ASD Relay
Output circuit. Inspect the related fuse and repair as necessary.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
30
DRIVEABILITY - GAS
5 Measure the resistance between ground and the O2 Heater Control (PWM) circuit at All
the Sensor harness connector.
Is the resistance below 100 ohms?
Yes → Repair the short to ground in the Heater Control (PWM) circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 6
6 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
31
DRIVEABILITY - GAS
Symptom:
P0071-AMBIENT/BATTERY TEMP SENSOR PERFORMANCE
POSSIBLE CAUSES
GOOD TRIP EQUAL TO ZERO
(K118) BATTERY TEMP SIGNAL CIRCUIT SHORTED TO VOLTAGE
BATTERY TEMPERATURE SENSOR
RESISTANCE IN THE (K118) BATTERY TEMP SENSOR SIGNAL CIRCUIT
RESISTANCE IN THE (K4) SENSOR GROUND CIRCUIT
(K118) BATTERY TEMP SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
PCM
Yes → Repair the short to voltage on the (K118) Batt Temp Signal
circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 3
32
DRIVEABILITY - GAS
Yes → Go To 4
No → Go To 7
4 Connect a jumper wire between the (K118) Battery Temp Signal circuit and the (K4) All
Sensor ground circuit at the Sensor harness connector.
With the DRBIIIt, read the Battery Temp Sensor voltage.
Is the voltage below 1.0 volt?
No → Go To 5
Yes → Go To 8
No → Repair the excessive resistance in the (K4) Sensor ground circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
Yes → Repair the short to ground in the (K118) Battery Temp Signal
circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 8
33
DRIVEABILITY - GAS
34
DRIVEABILITY - GAS
Symptom:
P0107-MAP SENSOR VOLTAGE TOO LOW
POSSIBLE CAUSES
MAP SENSOR VOLTAGE BELOW 0.1 VOLT
(K7) 5-VOLT SUPPLY CIRCUIT OPEN
(K7) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
MAP SENSOR
(K1) MAP SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(K1) MAP SENSOR SIGNAL CIRCUIT SHORTED TO THE (K4) SENSOR GROUND CIRCUIT
PCM
Yes → Go To 3
No → Go To 6
35
DRIVEABILITY - GAS
No → Go To 4
No → Go To 5
5 Measure the resistance between the (K1) MAP Sensor Signal circuit and the (K4) All
Sensor ground circuit at the MAP Sensor harness connector.
Is the resistance below 100 ohms?
Yes → Repair the short between the (K4) Sensor ground and the (K1)
MAP Sensor Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 8
Yes → Go To 7
No → Repair the open in the (K7) 5-volt Supply circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
7 Measure the resistance between ground and the (K7) 5-volt Supply circuit at the All
MAP Sensor harness connector.
Is the resistance below 100 ohms?
Yes → Repair the short to ground in the (K7) 5-volt Supply circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 8
8 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
36
DRIVEABILITY - GAS
Symptom:
P0108-MAP SENSOR VOLTAGE TOO HIGH
POSSIBLE CAUSES
MAP SENSOR VOLTAGE ABOVE 4.6 VOLTS
MAP SENSOR
(K1) MAP SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K1) MAP SENSOR SIGNAL CIRCUIT OPEN
(K1) MAP SENSOR SIGNAL CIRCUIT SHORTED TO (K7) 5-VOLT SUPPLY CIRCUIT
(K4) SENSOR GROUND CIRCUIT OPEN
PCM
No → Go To 3
NOTE: Remove the jumper wire before continuing.
37
DRIVEABILITY - GAS
No → Go To 4
Yes → Go To 5
No → Repair the open in the (K1) MAP Sensor Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
5 Measure the resistance between the (K1) MAP Sensor Signal circuit and the (K7) All
5-volt Supply circuit at the MAP Sensor harness connector.
Is the resistance below 100 ohms?
Yes → Repair the short between the (K7) 5-volt Supply circuit and the
(K1) MAP Sensor Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 6
6 Measure the resistance of the (K4) Sensor ground circuit from the PCM harness All
connector to the MAP Sensor harness connector.
Is the resistance below 100 ohms?
Yes → Go To 7
No → Repair the open in the (K4) Sensor ground circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
7 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
38
DRIVEABILITY - GAS
Symptom:
P0111-INTAKE AIR TEMP PERFORMANCE
POSSIBLE CAUSES
GOOD TRIP EQUAL TO ZERO
IAT SENSOR VOLTAGE BELOW 1.0 VOLT
RESISTANCE IN THE (K21) IAT SENSOR SIGNAL CIRCUIT
RESISTANCE IN THE (K4) SENSOR GROUND CIRCUIT
PCM
Yes → Go To 2
No → Refer to the INTERMITTENT CONDITION Symptom (Diagnos-
tic Procedure).
Perform POWERTRAIN VERIFICATION TEST VER - 5.
Yes → Go To 3
No → Go To 4
3 Connect a jumper wire across the IAT Sensor harness connector. All
With the DRBIIIt, read the IAT Sensor voltage.
Is the voltage below 1.0 volt?
No → Go To 4
NOTE: Remove the jumper wire and connect the Sensor harness connector
before continuing.
39
DRIVEABILITY - GAS
Yes → Go To 5
No → Repair the excessive resistance in the (K21) IAT Sensor Signal
circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
Yes → Go To 6
No → Repair the excessive resistance in the (K4) Sensor ground circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
NOTE: Turn the ignition off before continuing.
6 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
40
DRIVEABILITY - GAS
Symptom:
P0112-INTAKE AIR TEMP SENSOR VOLTAGE TOO LOW
POSSIBLE CAUSES
IAT SENSOR VOLTAGE BELOW 1.0 VOLT
IAT SENSOR
(K21) IAT SENSOR SIGNAL SHORTED TO GROUND
(K21) IAT SENSOR SIGNAL SHORTED TO (K4) SENSOR GROUND CIRCUIT
PCM
Yes → Repair the short to ground in the (K21) IAT Sensor Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 4
41
DRIVEABILITY - GAS
Yes → Repair the short between the (K4) Sensor ground and the (K21)
IAT Sensor Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 5
5 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
42
DRIVEABILITY - GAS
Symptom:
P0113-INTAKE AIR TEMP SENSOR VOLTAGE TOO HIGH
POSSIBLE CAUSES
IAT SENSOR VOLTAGE ABOVE 4.8 VOLTS
(K21) IAT SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
IAT SENSOR
(K21) IAT SENSOR SIGNAL CIRCUIT OPEN
(K4) SENSOR GROUND CIRCUIT OPEN
PCM
43
DRIVEABILITY - GAS
No → Go To 4
Yes → Go To 5
No → Repair the open in the (K21) IAT Sensor Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
5 Measure the resistance of the (K4) Sensor ground circuit from the IAT Sensor All
harness connector to the PCM harness connector.
Is the resistance below 5.0 ohms?
Yes → Go To 6
No → Repair the open in the (K4) Sensor ground circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
6 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
44
DRIVEABILITY - GAS
Symptom:
P0117-ENGINE COOLANT TEMP SENSOR VOLTAGE TOO LOW
POSSIBLE CAUSES
ECT VOLTAGE BELOW 1.0 VOLT
ECT SENSOR
(K2) ECT SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(K2) ECT SENSOR SIGNAL SHORTED TO (K4) SENSOR GROUND CIRCUIT
PCM
Yes → Repair the short to ground in the (K2) ECT Sensor Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 4
45
DRIVEABILITY - GAS
Yes → Repair the short between the (K4) Sensor ground and the (K2)
ECT Sensor Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 5
5 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
46
DRIVEABILITY - GAS
Symptom:
P0118-ENGINE COOLANT TEMP SENSOR VOLTAGE TOO HIGH
POSSIBLE CAUSES
ECT VOLTAGE ABOVE 4.9 VOLTS
ECT SENSOR
(K2) ECT SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K2) ECT SENSOR SIGNAL CIRCUIT OPEN
(K4) SENSOR GROUND CIRCUIT OPEN
PCM
47
DRIVEABILITY - GAS
No → Go To 4
Yes → Go To 5
No → Repair the open in the (K2) ECT Sensor Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
5 Measure the resistance of the (K4) Sensor ground circuit from the ECT Sensor All
harness connector to the PCM harness connector.
Is the resistance below 5.0 ohms?
Yes → Go To 6
No → Repair the open in the (K4) Sensor ground circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
6 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
48
DRIVEABILITY - GAS
Symptom:
P0121-TP SENSOR VOLTAGE DOES NOT AGREE WITH MAP SEN-
SOR
POSSIBLE CAUSES
GOOD TRIP EQUAL TO ZERO
RESISTANCE IN (K7) MAP 5-VOLT SUPPLY CIRCUIT
(K7) MAP 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
MAP SENSOR
RESISTANCE IN THE (K1) MAP SENSOR SIGNAL CIRCUIT
(K1) MAP SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
RESISTANCE IN (K4) MAP SENSOR GROUND CIRCUIT
TP SENSOR OPERATION
RESISTANCE IN (K7) TP SENSOR 5-VOLT SUPPLY CIRCUIT
(K7) TP SENSOR 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
THROTTLE POSITION SENSOR
RESISTANCE IN (K22) TP SENSOR NO.1 SIGNAL CIRCUIT
(K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO GROUND
RESISTANCE IN (K4) SENSOR GROUND CIRCUIT
PCM
49
DRIVEABILITY - GAS
Yes → Go To 2
Yes → Go To 3
No → Go To 10
Yes → Go To 5
5 Measure the resistance between ground and the (K7) 5-volt Supply circuit at the TP All
Sensor harness connector.
Is the resistance below 100 ohms?
Yes → Repair the short to ground in the (K7) 5-volt Supply circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 6
50
DRIVEABILITY - GAS
Yes → Go To 8
8 Measure the resistance between ground and the (K22) TP Sensor No.1 Signal circuit All
from the TP Sensor harness connector.
Is the resistance below 100 ohms?
Yes → Go To 9
9 Measure the resistance of the (K4) Sensor ground circuit from the TP Sensor harness All
connector to the PCM harness connector.
Is the resistance below 5.0 ohms?
Yes → Go To 16
Yes → Go To 11
No → Repair the excessive resistance in the (K7) 5-volt Supply circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
51
DRIVEABILITY - GAS
Yes → Go To 12
No → Repair the short to ground in the (K7) MAP 5-volt Supply circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
14 Measure the resistance between ground and the (K1) MAP Sensor Signal circuit from All
the MAP Sensor harness connector.
Is the resistance below 100 ohms?
Yes → Go To 15
No → Repair the short to ground in the (K1) MAP Sensor Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
15 Measure the resistance of the (K4) Sensor ground circuit from the MAP Sensor All
harness connector to the PCM harness connector.
Is the resistance below 5.0 ohms?
Yes → Go To 16
No → Repair the excessive resistance in the (K4) Sensor ground circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
52
DRIVEABILITY - GAS
53
DRIVEABILITY - GAS
Symptom:
P0122-THROTTLE POSITION SENSOR VOLTAGE TOO LOW
POSSIBLE CAUSES
TP SENSOR SWEEP
INTERMITTENT CONDITION
(K7) 5-VOLT SUPPLY CIRCUIT OPEN
(K7) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
TP SENSOR
(K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO GROUND
(K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO (K4) SENSOR GROUND CIRCUIT
TCM INTERNALLY SHORTED THROTTLE POSITION SIGNAL CIRCUIT
PCM
No → Go To 10
Yes → Go To 3
No → Go To 7
3 With the DRBIIIt, monitor the TP Sensor voltage with the Sensor disconnected. All
Is the voltage above 4.5 volts?
54
DRIVEABILITY - GAS
No → Go To 5
5 Measure the resistance between the (K22) TP Sensor No.1 Signal circuit and the (K4) All
Sensor ground circuit in the TP Sensor harness connector.
Is the resistance below 100 ohms?
Yes → Repair the short between the (K4) Sensor ground and the (K22)
TP Sensor No.1 Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 6
6 NOTE: If the vehicle is not equipped with a TCM, answer No to this test and All
continue.
Connect the PCM harness connectors.
Disconnect the TCM harness connector.
Ignition on, engine not running.
With the DRBIIIt, monitor the Throttle Position Sensor voltage.
Is the voltage above 4.5 volts?
Yes → Go To 8
8 Measure the resistance between ground and the (K7) 5-volt Supply circuit in the TP All
Sensor harness connector.
Is the resistance below 100 ohms?
Yes → Repair the short to ground in the (K7) 5-volt Supply circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 9
55
DRIVEABILITY - GAS
56
DRIVEABILITY - GAS
Symptom:
P0123-THROTTLE POSITION SENSOR VOLTAGE TOO HIGH
POSSIBLE CAUSES
TP SENSOR SWEEP
TP SENSOR
INTERMITTENT CONDITION
(K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K22) TP SENSOR NO.1 SIGNAL CIRCUIT OPEN
(K22) TP SENSOR NO.1 SIGNAL CIRCUIT SHORTED TO (K7) 5-VOLT SUPPLY CIRCUIT
(K4) SENSOR GROUND CIRCUIT OPEN
PCM
No → Go To 8
No → Go To 3
57
DRIVEABILITY - GAS
No → Go To 4
NOTE: Turn the ignition off and connect the Clockspring harness connec-
tors per Service Information before continuing.
5 Measure the resistance between the (K22) TP Sensor No.1 Signal circuit and the (K7) All
5-volt Supply circuit at the TP Sensor harness connector.
Is the resistance below 5.0 ohms?
Yes → Repair the short between the (K7) 5-volt Supply circuit and the
(K22) TP Sensor No.1 Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 6
6 Measure the resistance of the (K4) Sensor ground circuit from the TP Sensor harness All
connector to the PCM harness connector.
Is the resistance below 5.0 ohms?
Yes → Go To 7
7 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
58
DRIVEABILITY - GAS
59
DRIVEABILITY - GAS
Symptom:
P0125-CLOSED LOOP TEMP NOT REACHED
POSSIBLE CAUSES
GOOD TRIP EQUAL TO ZERO
LOW COOLANT LEVEL
THERMOSTAT OPERATION
ECT SENSOR
2 NOTE: If a ECT Sensor DTC set along with this code, diagnose the ECT All
Sensor DTC first.
NOTE: Inspect the ECT terminals and related PCM terminals. Ensure the
terminals are free from corrosion and damage.
NOTE: The best way to diagnose this DTC is to allow the vehicle to sit
overnight outside in order to have a totally cold soaked engine.
Note: Extremely cold outside ambient temperatures may have caused this
DTC to set.
WARNING: Never open the cooling system when the engine is hot. The
system is under pressure. Extreme burns or scalding may result. Allow the
engine to cool before opening the cooling system.
Check the coolant system to make sure that the coolant is in good condition and at
the proper level.
Is the coolant level and condition OK?
Yes → Go To 3
No → Inspect the vehicle for a coolant leak and add the necessary
amount of coolant.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
60
DRIVEABILITY - GAS
Yes → Go To 4
No → Replace the thermostat.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
4 Note: For this test to be valid, the thermostat must be operating correctly. All
Note: This test works best if performed on a cold engine (cold soak)
Ignition on, engine not running.
With the DRBIIIt in sensors, read the Eng Coolant Tmp Deg value. If the engine was
allowed to sit overnight (cold soak), the temperature value should be a sensible value
that is somewhere close to the surrounding temperature (ambient temperature).
Note: If engine coolant temperature is above 82°C (180°F), allow the engine
to cool until 65°C (150°F) is reached.
Start the engine.
During engine warm-up, monitor the Eng Coolant Tmp Deg value. The temp deg
value change should be a smooth transition from start up to normal operating temp
82°C (180°F). The value should reach at least 82°C (180°F).
Was the Eng Coolant Tmp Deg value increase a smooth transition and did it reach at
least 180°?
Yes → Test Complete.
61
DRIVEABILITY - GAS
Symptom List:
P0131-O2 SENSOR 1/1 CIRCUIT VOLTAGE LOW
P0137-O2 SENSOR 1/2 CIRCUIT VOLTAGE LOW
P0151-O2 SENSOR 2/1 CIRCUIT VOLTAGE LOW
P0157-O2 SENSOR 2/2 CIRCUIT VOLTAGE LOW
Test Note: All symptoms listed above are diagnosed using the same tests.
The title for the tests will be P0131-O2 SENSOR 1/1 CIRCUIT
VOLTAGE LOW.
POSSIBLE CAUSES
O2 SENSOR BELOW 0.16 OF A VOLT
O2 SENSOR OPERATION
O2 SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
O2 SENSOR SIGNAL CIRCUIT SHORTED TO (K4) SENSOR GROUND CIRCUIT
62
DRIVEABILITY - GAS
POSSIBLE CAUSES
O2 SENSOR SIGNAL SHORTED TO HEATER GROUND CIRCUIT
PCM
Yes → Go To 2
No → Refer to the INTERMITTENT CONDITION Symptom (Diagnos-
tic Procedure).
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 4
4 Measure the resistance between the O2 Sensor Signal circuit and the (K4) Sensor All
ground circuit at the O2 Sensor harness connector.
Is the resistance below 100 ohms?
Yes → Repair the short between the (K4) Sensor ground circuit and the
O2 Sensor Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 5
63
DRIVEABILITY - GAS
Yes → Repair the short between the O2 Sensor Signal circuit and the
Heater ground circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 6
6 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
64
DRIVEABILITY - GAS
Symptom List:
P0132-O2 SENSOR 1/1 CIRCUIT VOLTAGE HIGH
P0138-O2 SENSOR 1/2 CIRCUIT VOLTAGE HIGH
P0152-O2 SENSOR 2/1 CIRCUIT VOLTAGE HIGH
P0158-O2 SENSOR 2/2 CIRCUIT VOLTAGE HIGH
Test Note: All symptoms listed above are diagnosed using the same tests.
The title for the tests will be P0132-O2 SENSOR 1/1 CIRCUIT
VOLTAGE HIGH.
POSSIBLE CAUSES
O2 SENSOR ABOVE 1.5 VOLTS
O2 SENSOR OPERATION
O2 SENSOR SIGNAL CIRCUIT OPEN
O2 SENSOR SIGNAL CIRCUIT SHORTED TO O2 HEATER SUPPLY CIRCUIT
(K4) SENSOR GROUND CIRCUIT OPEN
O2 SENSOR HEATER CONTROL CIRCUIT OPEN
O2 SENSOR HEATER SUPPLY CIRCUIT OPEN
65
DRIVEABILITY - GAS
POSSIBLE CAUSES
O2 SENSOR SIGNAL SHORTED TO VOLTAGE
PCM
Yes → Go To 2
No → Refer to the INTERMITTENT CONDITION Symptom (Diagnos-
tic Procedure).
Perform POWERTRAIN VERIFICATION TEST VER - 5.
Yes → Go To 4
No → Repair the open in the O2 Sensor Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
4 NOTE: Two relays may be used for the different types of Heated O2 Sensors. All
One uses the ASD Relay which is only used with PWM Heated O2 Sensors,
while the other uses an O2 Heater Relay.
Verify which relay is used to supply power for the O2 Sensor Heater being tested.
Measure the resistance between the O2 Sensor Signal circuit and the O2 Heater
Supply circuit at the O2 Sensor harness connector.
Is the resistance below 100 ohms?
Yes → Repair the short between the O2 Sensor Signal circuit and the
ASD Relay Output or O2 Heater Relay Output circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 5
66
DRIVEABILITY - GAS
Yes → Go To 6
6 NOTE: The O2 Sensor Heater ground may be a Pulse Width Modulated All
circuit or an engine ground depending on the type of O2 Sensor being
tested.
* Measure the resistance of the PWM O2 Sensor Heater Control circuit from the O2
Sensor harness connector to the PCM harness connector if it applies to the O2 Sensor
being tested
OR
* Measure the resistance between ground and the O2 Sensor Heater ground circuit
at the O2 Sensor harness connector if it applies to the O2 Sensor being tested.
Is the resistance below 5.0 ohms?
Yes → Go To 7
No → Repair the open in the O2 Sensor (PWM) Heater Control or
Heater ground circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
7 The PCM harness connectors and O2 Sensor harness connector still disconnected. All
Ignition on, engine not running.
Using a 12-volt test light connected to ground, probe the O2 Sensor Signal circuit at
the O2 Sensor harness connector.
Does the test light illuminate brightly?
No → Go To 8
Yes → Go To 9
9 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
67
DRIVEABILITY - GAS
Symptom List:
P0133-O2 SENSOR 1/1 SLOW RESPONSE
P0139-O2 SENSOR 1/2 SLOW RESPONSE
P0153-O2 SENSOR 2/1 SLOW RESPONSE
P0159-O2 SENSOR 2/2 SLOW RESPONSE
Test Note: All symptoms listed above are diagnosed using the same tests.
The title for the tests will be P0133-O2 SENSOR 1/1 SLOW
RESPONSE.
68
DRIVEABILITY - GAS
POSSIBLE CAUSES
GOOD TRIP EQUAL TO ZERO
EXHAUST LEAK
RESISTANCE IN THE O2 SENSOR SIGNAL CIRCUIT
RESISTANCE IN THE (K4) SENSOR GROUND CIRCUIT
O2 SENSOR
Yes → Go To 4
No → Repair the excessive resistance in the O2 Sensor Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
69
DRIVEABILITY - GAS
Yes → Go To 5
No → Repair the excessive resistance in the (K4) Sensor ground circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
70
DRIVEABILITY - GAS
Symptom List:
P0135-O2 SENSOR 1/1 HEATER FAILURE
P0141-O2 SENSOR 1/2 HEATER FAILURE
P0155-O2 SENSOR 2/1 HEATER FAILURE
P0161-O2 SENSOR 2/2 HEATER FAILURE
Test Note: All symptoms listed above are diagnosed using the same tests.
The title for the tests will be P0135-O2 SENSOR 1/1 HEATER
FAILURE.
POSSIBLE CAUSES
GOOD TRIP EQUAL TO ZERO
O2 SENSOR HEATER OPERATION
O2 HEATER ELEMENT
O2 HEATER SUPPLY CIRCUIT OPEN
71
DRIVEABILITY - GAS
POSSIBLE CAUSES
HEATER CONTROL CIRCUIT OPEN
HEATER CONTROL CIRCUIT SHORTED TO GROUND
PCM
4 NOTE: The O2 Heater Supply circuit may be a fused ASD Relay Output or an All
O2 Sensor Heater Relay Output, depending on the O2 Sensor being tested.
Ignition on, engine not running.
With the DRBIIIt, actuate the O2 Heater Test.
Measure the voltage on the O2 Heater Supply circuit at the O2 Sensor harness
connector.
Is the voltage above 10.0 volts?
Yes → Go To 5
72
DRIVEABILITY - GAS
6 NOTE: Before beginning this test, verify what type of Heated O2 Sensor is All
being tested, either the PWM Heated O2 Sensor or the Heater Relay
controlled Heated O2 Sensor.
Remove the O2 Heater Relay if it applies to the type of Heated O2 Sensor being
tested.
* Measure the resistance between ground and the PWM circuit at the O2 Sensor
harness connector if it applies to the Heated O2 Sensor being tested.
OR
* Measure the resistance between ground and the (K512) O2 Heater Relay Control
circuit if it applies to the Heated O2 Sensor being tested.
Is the resistance below 100 ohms?
No → Go To 7
7 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
73
DRIVEABILITY - GAS
Symptom:
P0136-O2 SENSOR 1/2 HEATER CIRCUIT MALFUNCTION
POSSIBLE CAUSES
GOOD TRIP EQUAL TO ZERO
O2 SENSOR HEATER RELAY
(F142) FUSED ASD RELAY OUTPUT CIRCUIT
(K512) O2 HEATER RELAY CONTROL CIRCUIT OPEN
(K512) O2 HEATER RELAY CONTROL CIRCUIT SHORTED TO GROUND
O2 HEATER ELEMENT
(A242) O2 HEATER RELAY OUTPUT CIRCUIT
PCM
No → Go To 3
74
DRIVEABILITY - GAS
5 Measure the resistance between ground and the (K512) O2 Heater Relay Control All
circuit at the PDC connector.
Is the resistance below 100 ohms?
Yes → Repair the short to ground in the (K512) O2 Sensor Heater Relay
Control circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 6
Yes → Go To 7
No → Replace the O2 Sensor.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
75
DRIVEABILITY - GAS
76
DRIVEABILITY - GAS
Symptom List:
P0171-1/1 FUEL SYSTEM LEAN
P0174-2/1 FUEL SYSTEM LEAN
Test Note: All symptoms listed above are diagnosed using the same tests.
The title for the tests will be P0171-1/1 FUEL SYSTEM LEAN.
POSSIBLE CAUSES
GOOD TRIP EQUAL TO ZERO
FUEL PRESSURE OUT OF SPECS
RESTRICTED FUEL SUPPLY LINE
FUEL PUMP INLET STRAINER PLUGGED
FUEL PUMP MODULE
O2 SENSOR
O2 SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
O2 SENSOR HEATER OPERATION
TP SENSOR VOLTAGE GREATER THAN 0.92 OF A VOLT WITH THROTTLE CLOSED
TP SENSOR SWEEP
MAP SENSOR OPERATION
ECT SENSOR OPERATION
ENGINE MECHANICAL PROBLEM
FUEL FILTER/PRESSURE REGULATOR
INTERMITTENT CONDITION
PCM
77
DRIVEABILITY - GAS
2 Warning: The fuel system is under a constant pressure (even with the engine All
off). Before testing or servicing any fuel system hose, fitting or line, the fuel
system pressure must be released.
Install a fuel pressure gauge.
Ignition on, engine not running.
With the DRBIIIt, actuate the ASD Fuel System test and observe the fuel pressure
gauge.
NOTE: Fuel pressure specification is 400 KPa +/- 34 KPa (58 psi +/- 5 psi).
Turn the ignition off.
Choose a conclusion that best matches your fuel pressure reading.
Below Specification
Go To 3
Within Specification
Go To 6
Above Specification
Replace the fuel filter/pressure regulator.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
CAUTION: Stop All Actuations.
78
DRIVEABILITY - GAS
No → Go To 5
Repair
Replace the Fuel Pump Module.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
Yes → Go To 7
No → Go To 13
No → Go To 8
Yes → Go To 9
79
DRIVEABILITY - GAS
Yes → Go To 11
11 Note: For this test to be valid, the thermostat must be operating correctly. All
Note: This test works best if performed on a cold engine (cold soak)
Ignition on, engine not running.
With the DRBIIIt, read the Engine Coolant Temperature Sensor value. If the engine
was allowed to sit overnight (cold soak), the temperature value should be a sensible
value that is somewhere close to the ambient temperature.
Note: If engine coolant temperature is above 82°C (180°F), allow the engine
to cool until 65°C (150°F) is reached.
Start the Engine.
During engine warm-up, monitor the Engine Coolant Temperature value. The temp
value change should be a smooth transition from start up to normal operating temp
82°C (180°F). The value should reach at least 82°C (180°F).
Did the Engine Coolant Temperature increase smoothly and did it reach at least 82°C
(180°F)?
Yes → Go To 12
No → Replace the Engine Coolant Temperature Sensor.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
80
DRIVEABILITY - GAS
Yes → Replace the O2 Sensor that had the voltage reading above 4.5
volts.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 14
15 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
81
DRIVEABILITY - GAS
Symptom List:
P0172-1/1 FUEL SYSTEM RICH
P0175-2/1 FUEL SYSTEM RICH
Test Note: All symptoms listed above are diagnosed using the same tests.
The title for the tests will be P0172-1/1 FUEL SYSTEM RICH.
POSSIBLE CAUSES
GOOD TRIP EQUAL TO ZERO
O2 SENSOR
O2 SENSOR SIGNAL CIRCUIT OPEN
O2 SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
O2 SENSOR HEATER OPERATION
EVAP SYSTEM OPERATION
TP SENSOR VOLTAGE GREATER THAN 0.92 OF A VOLT WITH THROTTLE CLOSED
TP SENSOR SWEEP
FUEL FILTER/PRESSURE REGULATOR
MAP SENSOR OPERATION
ECT SENSOR OPERATION
ENGINE MECHANICAL PROBLEM
INTERMITTENT CONDITION
PCM
82
DRIVEABILITY - GAS
Yes → Go To 2
No → Refer to the INTERMITTENT CONDITION Symptom (Diagnos-
tic Procedure).
Perform POWERTRAIN VERIFICATION TEST VER - 5.
Within Specification
Go To 3
Above Specification
Replace the fuel filter/pressure regulator.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
Caution: Stop All Actuations.
Yes → Go To 4
No → Go To 11
No → Go To 5
83
DRIVEABILITY - GAS
Yes → Go To 6
Yes → Go To 9
84
DRIVEABILITY - GAS
Yes → Replace the O2 Sensor that had the voltage reading above 4.5
volts.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 12
85
DRIVEABILITY - GAS
14 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
86
DRIVEABILITY - GAS
Symptom List:
P0201-INJECTOR #1 CONTROL CIRCUIT
P0202-INJECTOR #2 CONTROL CIRCUIT
P0203-INJECTOR #3 CONTROL CIRCUIT
P0204-INJECTOR #4 CONTROL CIRCUIT
P0205-INJECTOR #5 CONTROL CIRCUIT
P0206-INJECTOR #6 CONTROL CIRCUIT
Test Note: All symptoms listed above are diagnosed using the same tests.
The title for the tests will be P0201-INJECTOR #1 CONTROL
CIRCUIT.
87
DRIVEABILITY - GAS
POSSIBLE CAUSES
GOOD TRIP EQUAL TO ZERO
(F42) ASD RELAY OUTPUT CIRCUIT
FUEL INJECTOR
FUEL INJECTOR CONTROL CIRCUIT OPEN
FUEL INJECTOR CONTROL CIRCUIT SHORTED TO GROUND
PCM
Yes → Go To 3
No → Repair the open or short to ground in the (F42) ASD Relay Output
circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
88
DRIVEABILITY - GAS
Brightly blinking.
Replace the Fuel Injector.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
ON constantly.
Go To 4
OFF constantly.
Go To 5
Yes → Repair the short to ground in the Fuel Injector Control circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 6
6 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair.
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
89
DRIVEABILITY - GAS
Symptom List:
P0300-MULTIPLE CYLINDER MIS-FIRE
P0301-CYLINDER #1 MISFIRE
P0302-CYLINDER #2 MISFIRE
P0303-CYLINDER #3 MISFIRE
P0304-CYLINDER #4 MISFIRE
P0305-CYLINDER #5 MISFIRE
P0306-CYLINDER #6 MISFIRE
Test Note: All symptoms listed above are diagnosed using the same tests.
The title for the tests will be P0300-MULTIPLE CYLINDER
MIS-FIRE.
P0301-CYLINDER #1 MISFIRE
When Monitored: Any time the engine is running, and the adaptive numerator has been
successfully updated.
Set Condition: When more than a 1% misfire rate is measured during two trips, or with
a 6% to 30% misfire rate during one trip.
P0302-CYLINDER #2 MISFIRE
When Monitored: Any time the engine is running, and the adaptive numerator has been
successfully updated.
Set Condition: When more than a 1% misfire rate is measured during two trips, or with
a 6% to 30% misfire rate during one trip.
P0303-CYLINDER #3 MISFIRE
When Monitored: Any time the engine is running, and the adaptive numerator has been
successfully updated.
Set Condition: When more than a 1% misfire rate is measured during two trips, or with
a 6% to 30% misfire rate during one trip.
P0304-CYLINDER #4 MISFIRE
When Monitored: Any time the engine is running, and the adaptive numerator has been
successfully updated.
Set Condition: When more than a 1% misfire rate is measured during two trips, or with
a 6% to 30% misfire rate during one trip.
90
DRIVEABILITY - GAS
P0305-CYLINDER #5 MISFIRE
When Monitored: Any time the engine is running, and the adaptive numerator has been
successfully updated.
Set Condition: When more than a 1% misfire rate is measured during two trips, or with
a 6% to 30% misfire rate during one trip.
P0306-CYLINDER #6 MISFIRE
When Monitored: Any time the engine is running, and the adaptive numerator has been
successfully updated.
Set Condition: When more than a 1% misfire rate is measured during two trips, or with
a 6% to 30% misfire rate during one trip.
POSSIBLE CAUSES
INTERMITTENT MISFIRE
VISUAL INSPECTION
IGNITION WIRE
(F42) ASD RELAY OUPUT CIRCUIT
ENGINE MECHANICAL PROBLEM
IGNITION COIL
COIL CONTROL CIRCUIT
SPARK PLUG
CHECKING FUEL PRESSURE
FUEL PUMP INLET STRAINER PLUGGED
RESTRICTED FUEL SUPPLY LINE
FUEL PUMP MODULE
CHECKING FUEL LEAK DOWN
FUEL INJECTOR
INJECTOR CONTROL CIRCUIT
PCM
91
DRIVEABILITY - GAS
2 NOTE: Anything that affects the speed of the crankshaft can cause a misfire All
DTC.
NOTE: When a Misfire is detected for a particular cylinder, the PCM will
shut down that cylinders Injector Control circuit.
- Visually inspect the engine for any of the following conditions.
- Worn serpentine belt
- Binding Engine-Driven accessories: A/C Compressor, P/S Pump, Water pump.
- Misaligned Water pump, P/S Pump and A/C Compressor pulleys
- Corroded PCM power and ground circuits.
- Improper CKP, CMP, MAP, and TP Sensor mounting
- Poor connector/terminal to component connection. i.e., CKP sensor, Fuel Injector,
Ign coil, etc.
- Vacuum leaks
- Restricted Air Induction system or Exhaust system.
Were any of the above conditions present?
Yes → Repair as necessary.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 3
92
DRIVEABILITY - GAS
No → Go To 14
6 Warning: The fuel system is under a constant pressure (even with the engine All
off). Before testing or servicing any fuel system hose, fitting or line, the fuel
system pressure must be released.
Install a fuel pressure gauge.
Start the engine and observe the fuel pressure reading.
NOTE: Fuel pressure specification is 400 KPa +/- 34 KPa (58 psi +/- 5 psi).
Choose a conclusion that best matches your fuel pressure reading.
Within Specification
Go To 7
Below Specification
Go To 12
Above Specification
Replace the fuel filter/pressure regulator.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
93
DRIVEABILITY - GAS
8 Warning: The fuel system is under a constant pressure (even with the engine All
off). Before testing or servicing any fuel system hose, fitting or line, the fuel
system pressure must be released.
CAUTION: After each Fuel Injector actuation, start the engine to clean the
cylinder of fuel. Failure to do so could cause engine damage.
Remove special tool #C4390.
Start the engine and allow the fuel pressure to reach maximum pressure.
Ignition on, engine not running.
Using the DRBIIIt, actuate the Fuel Injector for the cylinder that indicated the
misfire.
Monitor the fuel pressure gauge.
Does the fuel pressure gauge indicate a drop in fuel pressure?
Yes → Go To 9
No → Go To 10
NOTE: Turn the ignition off, remove the fuel pressure gauge, and connect
the fuel lines before continuing.
No → Go To 17
94
DRIVEABILITY - GAS
No → Go To 11
No → Go To 13
95
DRIVEABILITY - GAS
Yes → Go To 15
17 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
96
DRIVEABILITY - GAS
Symptom:
P0320-NO CRANK REFERENCE SIGNAL AT PCM
POSSIBLE CAUSES
INTERMITTENT CRANK POSITION SIGNAL
CAM POSITION SENSOR SIGNAL
(K7) 5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
(K7) 5-VOLT SUPPLY CIRCUIT OPEN
(K7) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
(K24) CKP SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K24) CKP SENSOR SIGNAL CIRCUIT OPEN
(K24) CKP SENSOR SIGNAL CIRCUIT SHORTED GROUND
(K24) CKP SENSOR SIGNAL SHORTED TO (K7) 5-VOLT SUPPLY CIRCUIT
(K4) SENSOR GROUND CIRCUIT OPEN
CRANKSHAFT POSITION SENSOR
PCM
Yes → Go To 2
No → Go To 14
Yes → Go To 3
No → Go To 10
97
DRIVEABILITY - GAS
Yes → Go To 4
No → Go To 6
Yes → Go To 5
5 NOTE: Inspect the slots on the flywheel for damage. If a problem is found All
repair as necessary.
If there are no possible causes remaining, view repair.
Repair
Replace the Crankshaft Position Sensor.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 7
8 Measure the resistance between ground and the (K24) CKP Sensor Signal circuit in All
the CKP Sensor harness connector.
Is the resistance below 100 ohms?
Yes → Repair the short to ground in the (K24) CKP Sensor Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 9
98
DRIVEABILITY - GAS
Yes → Repair the short between the (K7) 5-volt Supply circuit and the
(K24) CKP Sensor Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 13
Yes → Repair the short to voltage in the (K7) 5-volt Supply circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 11
12 Measure the resistance between ground and the (K7) 5-volt Supply circuit at the CKP All
Sensor harness connector.
Is the resistance below 100 ohms?
Yes → Repair the short to ground in the (K7) 5-volt Supply circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 13
13 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
99
DRIVEABILITY - GAS
No → Go To 15
15 NOTE: An intermittent failure with the Cam Position Sensor may cause the All
P0320 code to set.
Turn the ignition off.
With the DRBIIIt as a Dual Channel Lab Scope and the Miller special tool #6801,
backprobe the (K44) CMP Signal circuit in the CMP Sensor connector and the PCM
harness connector.
WARNING: WHEN THE ENGINE IS OPERATING, DO NOT STAND IN A
DIRECT LINE WITH THE FAN. DO NOT PUT YOUR HANDS NEAR THE
PULLEYS, BELTS OR FAN. DO NOT WEAR LOOSE CLOTHING.
Ignition on, engine not running.
Wiggle the related wire harness and gently tap on the Cam Position Sensor.
Monitor the lab scope screen.
Start the engine.
Lightly tap on the CMP Sensor and wiggle the related wire harness.
Observe the lab scope screen, looking for any erratic pulses generated by the CMP
Sensor.
Did the CMP Sensor generate any erratic pulses?
Yes → Carefully inspect the wire harness and connections, repair as
necessary, if ok, replace the Cam Position Sensor.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Test Complete.
100
DRIVEABILITY - GAS
Symptom:
P0340-NO CAM REFERENCE SIGNAL AT PCM
POSSIBLE CAUSES
CHECKING INTERMITTENT CMP SIGNAL WITH LAB SCOPE
CRANK POSITION SENSOR SIGNAL
(K7) 5-VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE
(K7) 5-VOLT SUPPLY CIRCUIT OPEN
(K7) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
(K44) CMP SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K44) CMP SENSOR SIGNAL CIRCUIT OPEN
(K44) CMP SENSOR SIGNAL CIRCUIT SHORTED GROUND
(K44) CMP SENSOR SIGNAL SHORTED TO (K7) 5-VOLT SUPPLY CIRCUIT
(K4) SENSOR GROUND CIRCUIT OPEN
CAMSHAFT POSITION SENSOR
PCM
No → Go To 14
Yes → Go To 3
No → Go To 10
101
DRIVEABILITY - GAS
Yes → Go To 4
No → Go To 6
Yes → Go To 5
5 NOTE: Inspect the Camshaft sprocket for damage per the Service Informa- All
tion. If a problem is found repair as necessary.
If there are no possible causes remaining, view repair.
Repair
Replace the Camshaft Position Sensor.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 7
8 Measure the resistance between ground and the (K44) CMP Sensor Signal circuit at All
the CMP Sensor harness connector.
Is the resistance below 100 ohms?
Yes → Repair the short to ground in the (K44) CMP Sensor Signal
circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 9
102
DRIVEABILITY - GAS
Yes → Repair the short between the (K7) 5-volt Supply circuit and the
(K44) CMP Sensor Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 13
Yes → Repair the short to voltage in the (K7) 5-volt Supply circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 11
12 Measure the resistance between ground and the (K7) 5-volt Supply circuit at the All
CMP Sensor harness connector.
Is the resistance below 100 ohms?
Yes → Repair the short to ground in the (K7) 5-volt Supply circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 13
13 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
103
DRIVEABILITY - GAS
No → Go To 15
15 NOTE: An intermittent Crank Position Sensor failure may cause the P0340 All
code to set.
Ignition on, engine not running.
With the DRBIIIt as a Dual Channel Lab Scope and the Miller special tool #6801,
backprobe the (K24) CKP Signal circuit in the Crank Sensor connector and the PCM
harness connector.
Wiggle the related wire harness and connections.
Monitor the lab scope screen.
WARNING: WHEN THE ENGINE IS OPERATING, DO NOT STAND IN A
DIRECT LINE WITH THE FAN. DO NOT PUT YOUR HANDS NEAR THE
PULLEYS, BELTS OR FAN. DO NOT WEAR LOOSE CLOTHING.
Start the engine.
Lightly tap on the Crank Sensor and wiggle the CKP Sensor connector and wire
harness.
Observe the lab scope screen.
Look for any erratic pulses generated by the CKP Sensor.
Did the CKP Sensor generate any erratic pulses?
Yes → Carefully inspect the wire harness and connections, repair as
necessary, if ok, replace the Crank Position Sensor.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Test Complete.
104
DRIVEABILITY - GAS
Symptom List:
P0351-IGNITION COIL # 1 PRIMARY CIRCUIT
P0352-IGNITION COIL # 2 PRIMARY CIRCUIT
P0353-IGNITION COIL # 3 PRIMARY CIRCUIT
Test Note: All symptoms listed above are diagnosed using the same tests.
The title for the tests will be P0351-IGNITION COIL # 1
PRIMARY CIRCUIT.
POSSIBLE CAUSES
GOOD TRIP EQUAL TO ZERO
(F42) ASD RELAY OUTPUT CIRCUIT
IGNITION COIL RESISTANCE
IGNITION COIL
IGNITION COIL CONTROL CIRCUIT OPEN
IGNITION COIL CONTROL CIRCUIT SHORTED TO GROUND
105
DRIVEABILITY - GAS
POSSIBLE CAUSES
PCM
Yes → Go To 2
Yes → Go To 4
Brightly blinking.
Replace the Ignition Coil.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
ON constantly.
Go To 5
OFF constantly.
Go To 6
106
DRIVEABILITY - GAS
Yes → Repair the short to ground in the Ignition Coil Control circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 7
Yes → Go To 7
7 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
107
DRIVEABILITY - GAS
Symptom List:
P0420-1/1 CATALYTIC CONVERTER EFFICIENCY
P0432-2/1 CATALYTIC CONVERTER EFFICIENCY
Test Note: All symptoms listed above are diagnosed using the same tests.
The title for the tests will be P0420-1/1 CATALYTIC CON-
VERTER EFFICIENCY.
POSSIBLE CAUSES
GOOD TRIP EQUAL TO ZERO
VISUALLY INSPECT CATALYTIC CONVERTER
EXHAUST LEAK
ENGINE MECHANICAL PROBLEM
UPSTREAM O2 SENSOR OLDER THAN DOWNSTREAM O2 SENSOR
CATALYTIC CONVERTER
108
DRIVEABILITY - GAS
Yes → Go To 2
No → Go To 3
No → Go To 4
4 Check the exhaust for excessive smoke from internal oil or coolant leaks. All
Is there an oil or coolant consumption condition present?
No → Go To 6
Repair
Replace the Catalytic Converter.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
109
DRIVEABILITY - GAS
Symptom:
P0441-EVAP PURGE FLOW MONITOR
POSSIBLE CAUSES
GOOD TRIP EQUAL TO ZERO
INTERMITTENT CONDITION
VISUAL INSPECTION
EVAP PURGE HOSE (SOLENOID TO CANISTER)
EVAP PURGE HOSE (CANISTER TO FUEL TANK)
EVAP PURGE SOLENOID VACUUM SUPPLY
EVAP PURGE SOLENOID (LEAKING/STUCK OPEN)
EVAP PURGE SOLENOID
Yes → Go To 2
No → Refer to the INTERMITTENT CONDITION Symptom (Diagnos-
tic Procedure).
Perform POWERTRAIN VERIFICATION TEST VER - 5.
2 Visually inspect the Evap canister. Look for any physical damage or any signs of fuel All
that has entered the canister. Any signs of fuel may indicate a fuel tank vent.
Were any problems found?
Yes → Repair or Replace as necessary.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 3
110
DRIVEABILITY - GAS
No → Go To 4
4 Visually inspect the Evap Purge hose that goes between the Evap canister and the All
fuel tank. Look for any physical damage such as a pinched, plugged, ripped or dry
rotted hose.
Were any problems found?
No → Go To 5
5 Carefully inspect the Evap Purge Solenoid vacuum supply hose for proper routing. All
Also check for a pinched or plugged hose from the throttle body to the Purge Solenoid.
Inspect the vacuum nipple at the throttle body for any damage or plugging.
Make sure vacuum fitting at the purge solenoid is not over installed, pushed in too
far.
Is the vacuum supply hose and throttle body vacuum nipple free from defects?
Yes → Go To 6
No → Repair the vacuum supply hose/tube as necessary.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
6 Note: After disconnecting the Evap Purge Solenoid vacuum connections, All
inspect the lines and solenoid for any signs of contamination from the EVAP
Canister. This may indicate a faulty fuel tank vent. Replace purge solenoid
if contamination is found
Disconnect the vacuum hoses at the EVAP Purge Solenoid.
Using a hand vacuum pump, apply 10 inches of vacuum to the Evap Purge Solenoid
vacuum source port. (component side)
Does the Evap Purge Solenoid hold vacuum?
Yes → Go To 7
No → Replace the Evap Purge Solenoid and the Evap Canister and
clean out Evap lines as necessary.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
7 Using a hand vacuum pump, apply 10 inches of vacuum to the Evap Purge Solenoid All
vacuum source port. (component side)
Ignition on, engine not running.
With the DRBIIIt, actuate the EVAP Purge Solenoid and observe the vacuum gauge.
Does the vacuum drop when the solenoid is actuated?
111
DRIVEABILITY - GAS
Symptom List:
P0442-EVAP LEAK MONITOR MEDIUM (0.040) LEAK DETECTED
P0455-EVAP LEAK MONITOR LARGE LEAK DETECTED
P0456-EVAP LEAK MONITOR SMALL (0.020) LEAK DETECTED
Test Note: All symptoms listed above are diagnosed using the same tests.
The title for the tests will be P0442-EVAP LEAK MONITOR
MEDIUM (0.040) LEAK DETECTED.
POSSIBLE CAUSES
GOOD TRIP EQUAL TO ZERO
INTERMITTENT CONDITION
EVAPORATIVE EMISSION LEAK DETECTION
EVAP PURGE SOLENOID
112
DRIVEABILITY - GAS
Yes → Go To 2
No → Refer to the INTERMITTENT CONDITION Symptom (Diagnos-
tic Procedure).
Perform POWERTRAIN VERIFICATION TEST VER - 6.
113
DRIVEABILITY - GAS
Yes → Go To 3
No → Refer to the INTERMITTENT CONDTION Symptom (Diagnostic
Procedure).
Perform POWERTRAIN VERIFICATION TEST VER - 6.
114
DRIVEABILITY - GAS
4 NOTE: After disconnecting the Evap Purge Solenoid vacuum connections, All
inspect the lines and solenoid for any signs of contamination from the EVAP
Canister. This may indicate a faulty fuel tank vent. Replace/repair as
necessary.
Turn the ignition off.
Disconnect the vacuum hoses at the EVAP Purge Solenoid.
Using a hand vacuum pump, apply 10 inches of vacuum to the Evap Purge Solenoid
vacuum source port on the component side.
NOTE: Monitor the vacuum gauge for at least 15 seconds.
Does the Evap Purge Solenoid hold vacuum?
115
DRIVEABILITY - GAS
Symptom:
P0443-EVAP PURGE SOLENOID CIRCUIT
POSSIBLE CAUSES
GOOD TRIP EQUAL TO ZERO
EVAP PURGE SOLENOID
(F12) FUSED IGNITION SWITCH OUTPUT CIRCUIT
(K52) EVAP PURGE SOLENOID CONTROL CIRCUIT OPEN
(K52) EVAP PURGE SOLENOID CONTROL CIRCUIT SHORTED TO GROUND
PCM
Yes → Go To 3
No → Replace the Evap Purge Solenoid.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
116
DRIVEABILITY - GAS
Yes → Go To 4
No → Repair the open in the (K52) Evap Purge Solenoid Control circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
5 Measure the resistance between ground and the (K52) Evap Purge Solenoid Control All
circuit.
Is the resistance below 100 ohms?
Yes → Repair the short to ground in the (K52) Evap Purge Solenoid
Control circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 6
6 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
117
DRIVEABILITY - GAS
Symptom List:
P0460-FUEL LEVEL UNIT NO CHANGE OVER MILES
P0461-FUEL LEVEL UNIT NO CHANGE OVER TIME
Test Note: All symptoms listed above are diagnosed using the same tests.
The title for the tests will be P0460-FUEL LEVEL UNIT NO
CHANGE OVER MILES.
POSSIBLE CAUSES
PHYSICALLY DAMAGED/DEFORMED/OBSTRUCTED FUEL TANK
FUEL LEVEL SENSOR
Yes → Go To 2
No → Repair or replace the fuel tank as necessary.
Perform POWERTRAIN VERIFICATION TEST VER - 2.
118
DRIVEABILITY - GAS
Symptom:
P0462-FUEL LEVEL SENDING UNIT VOLTAGE TOO LOW
POSSIBLE CAUSES
FUEL LEVEL SENSOR VOLTAGE BELOW 0.2 VOLT
FUEL LEVEL SENSOR
(K226) FUEL LEVEL SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(K226) FUEL LEVEL SENSOR SIGNAL CIRCUIT SHORTED TO (K4) SENSOR GROUND CIRCUIT
PCM
Yes → Repair the short to ground in the (K226) Fuel Level Sensor Signal
circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 2.
No → Go To 4
119
DRIVEABILITY - GAS
Yes → Repair the short between the (K4) Sensor ground and the (K226)
Fuel Level Sensor Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 2.
No → Go To 5
5 NOTE: Before continuing, check the PCM harness connectors for corrosion, All
damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 2.
120
DRIVEABILITY - GAS
Symptom:
P0463-FUEL LEVEL SENDING UNIT VOLTAGE TOO HIGH
POSSIBLE CAUSES
FUEL LEVEL SENSOR VOLTAGE ABOVE 4.9 VOLTS
FUEL LEVEL SENSOR
(K226) FUEL LEVEL SENSOR SIGNAL CIRCUIT SHORT TO VOLTAGE
(K226) FUEL LEVEL SENSOR SIGNAL CIRCUIT OPEN
(K4) SENSOR GROUND CIRCUIT OPEN
PCM
121
DRIVEABILITY - GAS
5 Measure the resistance of the (K4) Sensor ground circuit from the PCM harness All
connector to the Fuel Pump Module harness connector.
Is the resistance below 5.0 ohms?
Yes → Go To 6
No → Repair the open in the (K4) Sensor ground circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 2.
6 NOTE: Before continuing, check the PCM harness connectors for corrosion, All
damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 2.
122
DRIVEABILITY - GAS
Symptom:
P0500-NO VEHICLE SPEED SIGNAL CIRCUIT
POSSIBLE CAUSES
GOOD TRIP EQUAL TO ZERO
(K6) 5-VOLT SUPPLY CIRCUIT OPEN
(K6) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
VEHICLE SPEED SENSOR
(G7) VEHICLE SPEED SIGNAL CIRCUIT SHORTED TO VOLTAGE
(G7) VEHICLE SPEED SIGNAL CIRCUIT OPEN
(G7) VEHICLE SPEED SIGNAL CIRCUIT SHORTED TO GROUND
(K4) SENSOR GROUND CIRCUIT OPEN
PCM
No → Go To 8
123
DRIVEABILITY - GAS
No → Go To 4
NOTE: Remove the jumper wire before continuing.
6 Measure the resistance between ground and the (G7) Vehicle Speed Signal circuit at All
the Sensor harness connector.
Is the resistance below 100 ohms?
Yes → Repair the short to ground in the (G7) Vehicle Speed Signal
circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 7
7 Measure the resistance of the (K4) Sensor ground circuit from the Sensor harness All
connector to the PCM harness connector.
Is the resistance above 5.0 ohms?
No → Go To 10
124
DRIVEABILITY - GAS
9 Measure the resistance between ground and the (K6) 5-volt Supply circuit at the VSS All
harness connector.
Is the resistance below 100 ohms?
Yes → Repair the short to ground in the (K6) 5-volt Supply circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 10
10 NOTE: Before continuing, check the PCM harness connectors for corrosion, All
damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
125
DRIVEABILITY - GAS
Symptom:
P0505-IDLE AIR CONTROL MOTOR CIRCUITS
POSSIBLE CAUSES
GOOD TRIP EQUAL TO ZERO
IAC #1 CONTROL CIRCUIT SHORTED TO #2, #3, OR #4
IAC #2 CONTROL CIRCUIT SHORTED TO #3 OR #4
IAC #3 CONTROL CIRCUIT SHORTED TO #4
IAC CONTROL CIRCUIT SHORTED TO VOLTAGE
IAC CONTROL CIRCUIT SHORTED TO GROUND
IAC MOTOR OPERATION
IAC MOTOR
Yes → Repair the short between the appropriate IAC Control circuits.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 3
126
DRIVEABILITY - GAS
Yes → Repair the short between the appropriate IAC Control circuits.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 4
4 Measure the resistance between the IAC #3 Control circuit and the #4 Control circuit. All
Is the resistance below 5.0 ohms?
No → Go To 5
No → Go To 6
127
DRIVEABILITY - GAS
Symptom:
P0523-OIL PRESSURE VOLTAGE TOO HIGH
POSSIBLE CAUSES
GOOD TRIP EQUAL TO ZERO
OIL PRESSURE SWITCH
(G60) OIL PRESSURE SIGNAL CIRCUIT SHORTED TO VOLTAGE
(G60) OIL PRESSURE SIGNAL CIRCUIT OPEN
(G60) OIL PRESSURE SIGNAL CIRCUIT SHORTED TO GROUND
GROUND CIRCUIT OPEN
PCM
No → Go To 3
128
DRIVEABILITY - GAS
5 Measure the resistance between (G60) Oil Pressure Signal circuit and ground at the All
Switch connector.
Is the resistance below 100 ohms?
Yes → Repair the short to ground in the (G60) Oil Pressure Signal
circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 2.
No → Go To 6
6 Measure the resistance between Ground and the Ground circuit at the Oil Pressure All
Switch connector.
Is the resistance below 100 ohms?
Yes → Go To 7
7 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 2.
129
DRIVEABILITY - GAS
Symptom:
P0551-POWER STEERING SWITCH FAILURE
POSSIBLE CAUSES
GOOD TRIP EQUAL TO ZERO
POWER STEERING PRESSURE SWITCH
(K10) P/S PRESSURE SWITCH SIGNAL CIRCUIT OPEN
(K10) P/S PRESSURE SWITCH SIGNAL CIRCUIT SHORTED TO GROUND
(Z1) P/S PRESSURE SWITCH GROUND CIRCUIT OPEN
PCM
No → Go To 3
NOTE: Remove the jumper wire before continuing.
130
DRIVEABILITY - GAS
No → Repair the open in the (K10) P/S Pressure Switch Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 2.
4 Measure the resistance between ground and the (K10) P/S Pressure Switch Signal All
circuit at the Switch harness connector.
Is the resistance below 100 ohms?
Yes → Repair the short to ground in the (K10) P/S Pressure Switch
Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 2.
No → Go To 5
5 With a 12-volt test light connect to 12-volts, probe the (Z1) P/S Pressure Switch All
ground circuit at the Switch harness connector.
Does the test light illuminate brightly?
Yes → Go To 6
No → Repair the open in the (Z1) P/S Pressure Switch ground circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 2.
6 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 2.
131
DRIVEABILITY - GAS
Symptom:
P0601-PCM INTERNAL CONTROLLER FAILURE
POSSIBLE CAUSES
PCM INTERNAL OR SPI
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 1.
132
DRIVEABILITY - GAS
Symptom:
P0622-GENERATOR FIELD NOT SWITCHING PROPERLY
POSSIBLE CAUSES
GENERATOR FIELD PERFORMANCE
(K125) GEN FIELD SOURCE CIRCUIT OPEN
(K20) GEN FIELD CONTROL CIRCUIT OPEN
(K20) GEN FIELD CONTROL CIRCUIT SHORTED TO GROUND
GENERATOR
PCM
No → Go To 2
2 Backprobe the (K125) Generator Field Source circuit at back of Generator with a volt All
meter.
With the DRBIIIt actuate the Generator Field Driver.
Is the voltage above 10.0 volts?
Yes → Go To 3
133
DRIVEABILITY - GAS
4 Measure the resistance between ground and the (K20) Generator Field Control All
circuit in the PCM harness connector.
Is the resistance below 100 ohms?
Yes → Repair the short to ground in the (K20) Gen Field Control circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 3.
No → Go To 5
5 Measure resistance across the Generator Field Terminals at the Generator. All
Is the resistance between 0.5 of an ohm and 15 ohms?
Yes → Go To 6
6 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 3.
134
DRIVEABILITY - GAS
Symptom:
P0645-A/C CLUTCH RELAY CIRCUIT
POSSIBLE CAUSES
A/C CLUTCH RELAY OPERATION
A/C CLUTCH RELAY
(F12) FUSED IGNITION SWITCH OUTPUT CIRCUIT
(C13) A/C CLUTCH RELAY CONTROL CIRCUIT OPEN
(C13) A/C CLUTCH RELAY CONTROL CIRCUIT SHORTED TO GROUND
PCM
No → Go To 2
135
DRIVEABILITY - GAS
Yes → Go To 4
Yes → Go To 5
No → Repair the open in the (C13) A/C Clutch Relay Control circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 2.
5 Measure the resistance between ground and the (C13) A/C Clutch Relay Control All
circuit at the PCM connector.
Is the resistance below 100 ohms?
Yes → Repair the short to ground in the (C13) A/C Clutch Relay Control
circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 2.
No → Go To 6
6 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 2.
136
DRIVEABILITY - GAS
Symptom:
P0700-EATX CONTROLLER DTC PRESENT
POSSIBLE CAUSES
TCM DTC PRESENT SET IN PCM
137
DRIVEABILITY - GAS
Symptom List:
P1195-1/1 O2 SENSOR SLOW DURING CATALYST MONITOR
P1196-2/1 O2 SENSOR SLOW DURING CATALYST MONITOR
Test Note: All symptoms listed above are diagnosed using the same tests.
The title for the tests will be P1195-1/1 O2 SENSOR SLOW
DURING CATALYST MONITOR.
POSSIBLE CAUSES
GOOD TRIP EQUAL TO ZERO
EXHAUST LEAK
RESISTANCE IN THE O2 SENSOR SIGNAL CIRCUIT
RESISTANCE IN THE (K4) SENSOR GROUND CIRCUIT
O2 SENSOR
Yes → Go To 2
138
DRIVEABILITY - GAS
No → Go To 3
Yes → Go To 4
No → Repair the excessive resistance on the O2 Sensor Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
Yes → Go To 5
No → Repair the excessive resistance on the (K4) Sensor ground circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
139
DRIVEABILITY - GAS
Symptom:
P1281-ENGINE IS COLD TOO LONG
POSSIBLE CAUSES
ENGINE COOLANT TEMP SENSOR
ENGINE COLD TOO LONG
No → Go To 2
2 Note: The best way to diagnose this DTC is to allow the vehicle to remain All
outside overnight in order to have a completely cold soaked engine.
Start the engine.
With the DRBIIIt, set the engine RPM to 1500 and allow the engine to warm up for
10-15 minutes.
With the DRBIIIt, monitor the ENG COOLANT TMP DEG value during the warm
up cycle. Make sure the transition of temperature change is smooth.
Did the engine temperature reach a minimum of 80° C (176° F)?
140
DRIVEABILITY - GAS
Symptom:
P1282-FUEL PUMP/SYSTEM RELAY CONTROL CIRCUIT
POSSIBLE CAUSES
FUEL PUMP RELAY OPERATION
FUEL PUMP RELAY
(A61) FUSED B+ CIRCUIT
(F15) FUSED IGNITION SWITCH OUTPUT CIRCUIT
(K31) FUEL PUMP RELAY CONTROL CIRCUIT OPEN
(K31) FUEL PUMP RELAY CONTROL CIRCUIT SHORTED TO GROUND
PCM
No → Go To 2
141
DRIVEABILITY - GAS
Yes → Go To 4
No → Repair the open in the (K31) Fuel Pump Relay Control circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 2.
6 Measure the resistance between ground and the (K31) Fuel Pump Relay Control All
circuit at the PDC.
Is the resistance below 100 ohms?
Yes → Repair the short to ground in the (K31) Fuel Pump Relay control
circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 2.
No → Go To 7
7 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 2.
142
DRIVEABILITY - GAS
Symptom:
P1294-TARGET IDLE NOT REACHED
POSSIBLE CAUSES
GOOD TRIP EQUAL TO ZERO
VACUUM LEAK
AIR INDUCTION SYSTEM
THROTTLE BODY AND THROTTLE LINKAGE
IAC DRIVER CIRCUIT OPEN
PCM
Yes → Go To 2
No → Go To 3
143
DRIVEABILITY - GAS
No → Go To 4
4 Inspect the throttle body plate for carbon build up or other restrictions. All
Inspect the throttle linkage for binding and smooth operation.
Ensure the throttle plate is resting on the stop at idle.
Remove IAC, inspect the pintle and its seating surface inside the throttle body.
Were any problems found?
Yes → Repair the reason for the carbon build up and replace the Throttle
Body as needed.
Perform POWERTRAIN VERIFICATION TEST VER - 2.
No → Go To 5
6 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 2.
144
DRIVEABILITY - GAS
Symptom:
P1296-NO 5-VOLTS TO MAP SENSOR
POSSIBLE CAUSES
MAP SENSOR VOLTS BELOW 2.3 VOLTS
SHORTED SENSOR
(K7) 5-VOLT SUPPLY CIRCUIT OPEN
MAP SENSOR
(K7) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
PCM
Yes → Go To 3
No → Go To 4
145
DRIVEABILITY - GAS
No → Go To 7
4 Measure the voltage on the (K7) 5-volt Supply circuit in the MAP Sensor harness All
connector while disconnecting the remaining Sensors that share the (K7) 5-volt
Supply circuit.
Does the voltage return to approximately 5.0 volts with any Sensor disconnected?
Yes → Replace the Sensor that pulled the (K7) 5-volt Supply circuit low.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 5
6 Measure the resistance between ground and the (K7) 5-volt Supply circuit in the All
MAP Sensor harness connector.
Is the resistance below 100 ohms?
Yes → Repair the short to ground in the (K7) 5-volt Supply circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 7
7 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
146
DRIVEABILITY - GAS
Symptom:
P1297-NO CHANGE IN MAP FROM START TO RUN
POSSIBLE CAUSES
GOOD TRIP EQUAL TO ZERO
MAP SENSOR VACUUM PORT
MAP SENSOR VOLTAGE BELOW 3.19 VOLTS
(K7) 5-VOLT SUPPLY CIRCUIT OPEN
(K7) 5-VOLT SUPPLY CIRCUIT SHORTED TO GROUND
MAP SENSOR
(K1) MAP SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(K1) MAP SENSOR SIGNAL CIRCUIT SHORTED TO (K4) SENSOR GROUND CIRCUIT
PCM
No → Go To 3
147
DRIVEABILITY - GAS
No → Go To 8
5 With the DRBIIIt, monitor the MAP Sensor voltage with the Sensor harness All
connector disconnected.
Is the voltage above 1.2 volts?
Yes → Replace the MAP Sensor.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 6
Yes → Repair the short to ground in the (K1) MAP Sensor Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 7
7 Measure the resistance between the (K1) MAP Sensor Signal circuit and the (K4) All
Sensor ground circuit at the MAP Sensor harness connector.
Is the resistance below 100 ohms?
Yes → Repair the short between the (K4) Sensor ground and the (K1)
MAP Sensor Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 10
148
DRIVEABILITY - GAS
Yes → Repair the short to ground in the (K7) 5-volt Supply circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 10
10 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
149
DRIVEABILITY - GAS
Symptom:
P1388-AUTO SHUTDOWN RELAY CONTROL CIRCUIT
POSSIBLE CAUSES
GOOD TRIP EQUAL TO ZERO
ASD RELAY
(F15) FUSED IGNITION SWITCH OUTPUT CIRCUIT
(K51) ASD RELAY CONTROL CIRCUIT OPEN
(K51) ASD RELAY CONTROL CIRCUIT SHORTED TO GROUND
PCM
Yes → Go To 2
No → Refer to the INTERMITTENT CONDITION Symptom (Diagnos-
tic Procedure).
Perform POWERTRAIN VERIFICATION TEST VER - 2.
Yes → Go To 3
150
DRIVEABILITY - GAS
5 Measure the resistance between ground and the (K51) ASD Relay Control circuit at All
the PDC.
Is the resistance below 100 ohms?
Yes → Repair the short to ground in the (K51) ASD Relay Control circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 2.
No → Go To 6
6 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 2.
151
DRIVEABILITY - GAS
Symptom:
P1389-NO ASD RELAY OUTPUT VOLTAGE AT PCM
POSSIBLE CAUSES
GOOD TRIP EQUAL TO ZERO
(A142) ASD RELAY OUTPUT CIRCUIT OPEN
(A14) FUSED B+ CIRCUIT OPEN
(A142) ASD OUTPUT CIRCUIT OPEN
PCM
Yes → Go To 3
No → Go To 4
152
DRIVEABILITY - GAS
6 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 2.
153
DRIVEABILITY - GAS
Symptom:
P1391-INTERMITTENT LOSS OF CMP OR CKP
POSSIBLE CAUSES
INTERMITTENT CONDITION
CHECKING INTERMITTENT CMP SIGNAL WITH A LAB SCOPE
CMP WIRE HARNESS INSPECTION
TONE WHEEL/PULSE RING INSPECTION
CKP WIRE HARNESS INSPECTION
TONE WHEEL/PULSE RING INSPECTION
CHECKING INTERMITTENT CKP SIGNAL WITH A LAB SCOPE
CAMSHAFT POSITION SENSOR
CRANKSHAFT POSITION SENSOR
No → Go To 6
154
DRIVEABILITY - GAS
No → Go To 4
155
DRIVEABILITY - GAS
Yes → Go To 8
No → Go To 11
156
DRIVEABILITY - GAS
157
DRIVEABILITY - GAS
Symptom:
P1398-MIS-FIRE ADAPTIVE NUMERATOR AT LIMIT
POSSIBLE CAUSES
ADAPTIVE NUMERATOR RELEARN
CMP SENSOR CONNECTOR/WIRING
CKP SENSOR CONNECTOR/WIRING
DAMAGED TONE WHEEL/FLEX PLATE (CRANKSHAFT)
CRANKSHAFT POSITION SENSOR
PCM
No → Go To 2
158
DRIVEABILITY - GAS
3 Note: Visually inspect the Crankshaft Position Sensor and related wire All
harness connectors. Look for broken, bent, pushed out, or corroded termi-
nals.
NOTE: Visually inspect the related wire harness. Look for any chafed,
pierced, pinched, or partially broken wires.
NOTE: Verify the Crank Position Sensor is properly installed.
Were any problems found?
5 With the DRBIIIt lab scope probe and the Miller special tool #6801, back probe the All
(K24) CKP Signal circuit in the PCM harness connector.
WARNING: WHEN THE ENGINE IS OPERATING, DO NOT STAND IN A
DIRECT LINE WITH THE FAN. DO NOT PUT YOUR HANDS NEAR THE
PULLEYS, BELTS OR FAN. DO NOT WEAR LOOSE CLOTHING..
Start the engine and observe the lab scope screen for any erratic CKP Sensor pulses.
Were any erratic Crank Position signals detected?
Yes.
Replace the Crankshaft Position Sensor.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No.
Go To 6
6 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
159
DRIVEABILITY - GAS
Symptom:
P1486-EVAP LEAK MONITOR PINCHED HOSE FOUND
POSSIBLE CAUSES
GOOD TRIP EQUAL TO ZERO
EVAP CANISTER OBSTRUCTED
OBSTRUCTION IN HOSE/TUBE BETWEEN EVAP CANISTER AND PURGE SOLENOID
LDP PRESSURE HOSE OBSTRUCTED
LEAK DETECTION PUMP
2 Pressurize the EVAP System. On Miller Tool #8404, set the Pressure/Hold switch to All
Open and set the Vent switch to Closed. Turn the pump timer On and watch the
gauge.
The flow meter gauge on the EELD reads 0 LPM the EVAP system completely
pressurized.
Disconnect the LDP Pressure hose at the EVAP Canister. The LDP Pressure hose is
the hose that connects the Evap Canister to the Leak Detection Pump.
Did the pressure drop when the hose was disconnected?
Yes → Go To 3
No → Replace the EVAP Canister.
Perform POWERTRAIN VERIFICATION TEST VER - 6.
160
DRIVEABILITY - GAS
Yes → Go To 4
No → Repair or replace hose/tube as necessary.
Perform POWERTRAIN VERIFICATION TEST VER - 6.
4 Disconnect and remove the LDP pressure hose. The LDP pressure hose is the hose All
that connects the EVAP Canister to the Leak Detection Pump.
Inspect the LDP pressure hose for any obstructions or physical damage.
Is the LDP pressure hose free from defects?
Yes → Replace the Leak Detection Pump.
Perform POWERTRAIN VERIFICATION TEST VER - 6.
161
DRIVEABILITY - GAS
Symptom:
P1489-HIGH SPEED FAN RELAY CONTROL CIRCUIT
POSSIBLE CAUSES
HIGH SPEED RADIATOR FAN RELAY OPERATION
HIGH SPEED RADIATOR FAN RELAY
(F20) FUSED IGNITION SWITCH OUTPUT CIRCUIT
(A16) FUSED B+ CIRCUIT
(C27) HIGH SPEED RAD FAN RELAY CONTROL CIRCUIT OPEN
(C27) HIGH SPEED RAD FAN RELAY CONTROL CIRCUIT SHORT TO GROUND
PCM
Yes → Go To 3
162
DRIVEABILITY - GAS
Yes → Go To 4
4 Using a 12-volt test light connected to ground probe the (A16) Fused B+ circuit in the All
PDC.
Does the test light illuminate brightly?
Yes → Go To 5
Yes → Go To 6
No → Repair the open in the (C27) High Speed Rad Fan Relay Control
circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
6 Measure the resistance between ground and the (C27) High Speed Rad Fan Relay All
Control circuit in the PDC.
Is the resistance below 5.0 ohms?
Yes → Repair the short to ground in the (C27) High Speed Rad Fan
Relay Control circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 7
7 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
163
DRIVEABILITY - GAS
Symptom:
P1490-LOW SPEED FAN RELAY CONTROL CIRCUIT
POSSIBLE CAUSES
LOW SPEED RADIATOR FAN RELAY OPERATION
LOW SPEED RADIATOR FAN RELAY
(F20) FUSED IGNITION SWITCH OUTPUT CIRCUIT
(A16) FUSED B+ CIRCUIT
(C23) LOW SPEED RAD FAN RELAY CONTROL CIRCUIT OPEN
(C23) LOW SPEED RAD FAN RELAY CONTROL CIRCUIT SHORT TO GROUND
PCM
Yes → Go To 3
164
DRIVEABILITY - GAS
Yes → Go To 4
4 Using a 12-volt test light connected to ground probe the (A16) Fused B+ circuit in the All
PDC.
Does the test light illuminate brightly?
Yes → Go To 5
Yes → Go To 6
No → Repair the open in the (C23) Low Speed Rad Fan Relay Control
circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
6 Measure the resistance between ground and the (C23) Low Speed Rad Fan Control All
circuit at the PDC.
Is the resistance below 100 ohms?
Yes → Repair the short to ground in the (C23) Low Speed Rad Fan Relay
Control circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 7
7 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
165
DRIVEABILITY - GAS
Symptom:
P1491-COOLING FAN RELAY CONTROL CIRCUIT
POSSIBLE CAUSES
COOLING FAN RELAY OPERATION
FUSED B+ OUTPUT CIRCUIT
GROUND CIRCUIT
(K173) COOLING FAN RELAY CONTROL CIRCUIT OPEN
(K173) COOLING FAN RELAY CONTROL CIRCUIT SHORTED TO GROUND
PCM
No → Go To 2
3 Using a 12-volt test light connected to 12-volts, probe the Ground circuit in the All
Cooling Fan Relay harness connector.
Does the test light illuminate brightly?
Yes → Go To 4
166
DRIVEABILITY - GAS
Yes → Go To 6
6 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 2.
167
DRIVEABILITY - GAS
Symptom:
P1492-BATTERY TEMPERATURE SENSOR VOLTAGE TOO HIGH
POSSIBLE CAUSES
BATTERY TEMP SENSOR VOLTS ABOVE 4.8 VOLTS
BATTERY TEMPERATURE SENSOR
(K118) BATT TEMP SIGNAL CIRCUIT OPEN
(K118) BATT TEMP SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K4) SENSOR GROUND CIRCUIT OPEN
PCM
No → Go To 3
168
DRIVEABILITY - GAS
No → Go To 4
Yes → Go To 5
No → Repair the open in the (K118) Batt Temp Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 3.
5 Measure the resistance in the (K4) Sensor ground circuit from the PCM harness All
connector to the Sensor connector.
Is the resistance below 5.0 ohms?
Yes → Go To 6
No → Repair the open in the (K4) Sensor ground circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 3.
6 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 3.
169
DRIVEABILITY - GAS
Symptom:
P1493-BATTERY TEMPERATURE SENSOR VOLTAGE TOO LOW
POSSIBLE CAUSES
BATTERY TEMP SENSOR VOLTS BELOW 0.5 OF A VOLT
BATTERY TEMPERATURE SENSOR
(K118) BATT TEMP SIGNAL CIRCUIT SHORTED TO GROUND
(K118) BATT TEMP SIGNAL CIRCUIT SHORTED TO THE (K4) SENSOR GROUND CIRCUIT
PCM
Yes → Repair the short to ground in the (K118) Batt Temp Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 3.
No → Go To 4
170
DRIVEABILITY - GAS
Yes → Repair the short between the (K4) Sensor ground and the (K118)
Batt Temp Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 3.
No → Go To 5
5 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 3.
171
DRIVEABILITY - GAS
Symptom:
P1494-LEAK DETECTION PUMP SW OR MECHANICAL FAULT
POSSIBLE CAUSES
GOOD TRIP EQUAL TO ZERO
LDP VACUUM SUPPLY
LEAK DETECTION PUMP
(K107) LDP SWITCH SIGNAL CIRCUIT OPEN
(K107) LDP SWITCH SIGNAL CIRCUIT SHORTED TO GROUND
PCM
172
DRIVEABILITY - GAS
Yes → Go To 5
5 Measure the resistance between ground and the (K107) LDP Switch Signal circuit at All
the LDP harness connector.
Is the resistance below 100 ohms?
Yes → Repair the short to ground in the (K107) LDP Switch Signal
circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 6.
No → Go To 6
6 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 6.
173
DRIVEABILITY - GAS
Symptom:
P1495-LEAK DETECTION PUMP SOLENOID CIRCUIT
POSSIBLE CAUSES
GOOD TRIP EQUAL TO ZERO
(K125) GENERATOR SOURCE CIRCUIT OPEN
(K106) LDP SOLENOID CONTROL CIRCUIT OPEN
(K106) LDP SOLENOID CONTROL CIRCUIT SHORTED TO GROUND
LEAK DETECTION PUMP
PCM
Yes → Go To 3
174
DRIVEABILITY - GAS
Yes → Go To 4
No → Go To 5
Repair
Replace the Leak Detection Pump.
Perform POWERTRAIN VERIFICATION TEST VER - 6.
Yes → Go To 6
No → Repair the open in the (K106) Leak Detection Pump Solenoid
Control circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 6.
6 Measure the resistance between ground and the (K106) LDP Solenoid Control circuit All
at the Solenoid harness connector.
Is the resistance below 100 ohms?
Yes → Repair the short to ground in the (K106) LDP Solenoid Control
circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 6.
No → Go To 7
7 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 6.
175
DRIVEABILITY - GAS
Symptom:
P1594-CHARGING SYSTEM VOLTAGE TOO HIGH
POSSIBLE CAUSES
CHARGING SYSTEM OPERATION
(K20) GENERATOR FIELD DRIVER CIRCUIT SHORTED TO GROUND
GENERATOR FIELD COIL SHORTED TO GROUND
BATTERY TEMPERATURE SENSOR
PCM
Yes → Repair the short to ground in the (K20) Generator Field Driver
circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 3.
No → Go To 3
176
DRIVEABILITY - GAS
No → Go To 4
4 Connect the PCM harness connectors and the Generator harness connector. All
Ignition on, engine not running.
With the DRBIIIt in Inputs/Outputs, read the Batt Temp Sensor value.
Using a thermometer to measure under hood temperature near Battery tray.
Is the thermometer temperature within 10 deg of DRBIIIt Battery temperature?
Yes → Go To 5
5 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 3.
177
DRIVEABILITY - GAS
Symptom List:
P1595-SPEED CONTROL SOLENOID CIRCUITS
P1683-SPD CTRL PWR RELAY; OR S/C 12V DRIVER CKT
Test Note: All symptoms listed above are diagnosed using the same tests.
The title for the tests will be P1595-SPEED CONTROL SOLE-
NOID CIRCUITS.
POSSIBLE CAUSES
(Z1) GROUND CIRCUIT OPEN
INTERMITTENT CONDITION
(V30) S/C BRAKE SWITCH OUTPUT CIRCUIT
(V30) S/C BRAKE SWITCH OUTPUT CIRCUIT OPEN
BRAKE LAMP SWITCH
(V32) S/C POWER SUPPLY CIRCUIT OPEN
S/C VACUUM SOLENOID
(V36) S/C VACUUM SOL CONTROL CIRCUIT OPEN
(V36) S/C VACUUM SOL CONTROL CIRCUIT SHORTED TO GROUND
S/C VENT SOLENOID
(V35) S/C VENT SOL CONTROL CIRCUIT OPEN
(V35) S/C VENT SOL CONTROL CIRCUIT SHORTED TO GROUND
PCM
178
DRIVEABILITY - GAS
No → Repair the open in the (V36) S/C Vacuum Sol Control circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 4.
4 Measure the resistance between ground and the (V36) S/C Vacuum Sol Control All
circuit at the PCM harness connector.
Is the resistance below 100 ohms?
Yes → Repair the short to ground in the (V36) S/C Vacuum Sol Control
circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 4.
No → Go To 12
179
DRIVEABILITY - GAS
No → Repair the open in the (V35) S/C Vent Solenoid Control circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 4.
7 Measure the resistance between ground and the (V35) S/C Vent Sol Control circuit at All
the PCM harness connector.
Is the resistance below 100 ohms?
Yes → Repair the short to ground in the (V35) S/C Vent Sol Control
circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 4.
No → Go To 12
No → Go To 9
Yes → Go To 10
No → Repair the open in the (V30) S/C Brake Switch Output circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 4.
180
DRIVEABILITY - GAS
12 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If the there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 4.
181
DRIVEABILITY - GAS
Symptom:
P1596-SPEED CONTROL SWITCH ALWAYS HIGH
POSSIBLE CAUSES
SPEED CONTROL ON/OFF SWITCH OPERATION
S/C ON/OFF SWITCH
CLOCKSPRING
(V37) S/C SWITCH SIGNAL CIRCUIT SHORTED TO VOLTAGE
(V37) S/C SWITCH SIGNAL CIRCUIT OPEN BETWEEN PCM AND CLOCK SPRING
(K4) SENSOR GROUND CIRCUIT OPEN BETWEEN PCM AND CLOCKSPRING
(V37) S/C SWITCH SIGNAL CIRCUIT OPEN BETWEEN CLOCKSPRING AND S/C SWITCH
(K4) SENSOR GROUND CIRCUIT OPEN BETWEEN CLOCKSPRING AND S/C SWITCH
PCM
182
DRIVEABILITY - GAS
Yes → Go To 6
No → Repair the open in the (V37) S/C Switch Signal circuit between
the PCM and Clockspring.
Perform POWERTRAIN VERIFICATION TEST VER - 4.
6 Measure the resistance of the (K4) Sensor ground circuit from the PCM harness All
connector to the lower Clockspring harness connector.
Is the resistance below 5.0 ohms?
Yes → Go To 7
No → Repair the open (K4) Sensor ground circuit between the PCM and
Clockspring.
Perform POWERTRAIN VERIFICATION TEST VER - 4.
7 Disconnect the upper clockspring harness connector per Service Information. All
Measure the resistance of the (V37) S/C Switch Signal circuit from the upper
Clockspring harness connector to the On/Off switch harness connector.
Is the resistance below 5.0 ohms?
Yes → Go To 8
No → Repair the open in the (V37) S/C Switch Signal circuit, Clock-
spring to S/C Switch.
Perform POWERTRAIN VERIFICATION TEST VER - 4.
183
DRIVEABILITY - GAS
Yes → Go To 9
No → Repair the open in the (K4) Sensor ground circuit between the
Clockspring and S/C Switch.
Perform POWERTRAIN VERIFICATION TEST VER - 4.
9 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 4.
184
DRIVEABILITY - GAS
Symptom:
P1597-SPEED CONTROL SWITCH ALWAYS LOW
POSSIBLE CAUSES
S/C SWITCH VOLTAGE BELOW 1.0 VOLT
S/C ON/OFF SWITCH
S/C RESUME/ACCEL SWITCH
CLOCKSPRING SHORTED TO GROUND
(V37) S/C SWITCH SIGNAL CIRCUIT SHORTED TO GROUND
(V37) S/C SWITCH SIGNAL CIRCUIT SHORTED TO (K4) SENSOR GROUND
PCM
185
DRIVEABILITY - GAS
No → Go To 4
6 Measure the resistance between the (V37) S/C Signal circuit and the (K4) Sensor All
ground circuit at the ON/OFF Switch harness connector.
Is the resistance below 5.0 ohms?
Yes → Repair the short between the (K4) Sensor ground and the (V37)
S/C Switch Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 4.
No → Go To 7
7 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 4.
186
DRIVEABILITY - GAS
Symptom:
P1682-CHARGING SYSTEM VOLTAGE TOO LOW
POSSIBLE CAUSES
CHARGING VOLTAGE BELOW 15.1 VOLTS
BATTERY TEMPERATURE SENSOR
RESISTANCE IN THE BATTERY POSITIVE CIRCUIT
RESISTANCE IN THE GENERATOR GROUND
(K125) GEN FIELD SOURCE CIRCUIT OPEN
(K125) GEN FIELD SOURCE CIRCUIT SHORTED TO GROUND
(K20) GEN FIELD CONTROL CIRCUIT OPEN
GENERATOR FIELD COIL HIGH RESISTANCE
PCM
No → Go To 2
187
DRIVEABILITY - GAS
Yes → Go To 6
188
DRIVEABILITY - GAS
No → Go To 7
7 Measure the resistance between ground and the (K125) Gen Field Source circuit in All
the PCM harness connector.
Is the resistance below 100 ohms?
Yes → Repair the short to ground in the (K125) Gen Field Source circuit
and replace the PCM.
Perform POWERTRAIN VERIFICATION TEST VER - 3.
No → Go To 8
8 Measure the resistance of the (K20) Gen Field Control circuit from the Generator All
harness connector to the PCM harness connector.
Is the resistance below 5.0 ohms?
Yes → Go To 9
9 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 3.
189
DRIVEABILITY - GAS
Symptom:
P1685 WRONG OR INVALID KEY MSG RECEIVED FROM SKIM
POSSIBLE CAUSES
NO COMMUNICATION WITH SKIM
SKIM TROUBLE CODES SET
NO VIN PROGRAMMED IN THE PCM
INCORRECT VIN IN PCM
INVALID SKIM KEY NOT PRESENT
PCM
No → Go To 7
No → Go To 4
4 With the DRB IIIt, display the VIN that is programmed in the PCM. All
Has a VIN been programmed into the PCM?
Yes → Go To 5
5 With the DRB IIIt, display the VIN that is programmed in the PCM. All
Was the correct VIN programmed into the PCM?
Yes → Go To 6
No → Go to SKIM and perform the PCM replaced function to write in
the correct VIN.
Perform SKIS VERIFICATION.
190
DRIVEABILITY - GAS
7 NOTE: This DTC could have been set if the SKIM harness connector was All
disconnected, or if the SKIM was replaced recently.
NOTE: All keys that the customer uses for this vehicle must be tested to
verify they are operating properly.
NOTE: Ensure the customer is not attempting to use a non-SKIM duplicate
key.
Ignition on, engine not running.
Verify the correct VIN is programmed into the PCM and SKIM.
Turn the ignition off.
With the next customer key turn the ignition key on and crank the engine to start.
With the DRB IIIt, read the PCM DTCs. Look for P1685
Does the DTC return?
Yes → Replace the Ignition Key.
Perform SKIS VERIFICATION.
No → Test Complete.
NOTE: If this DTC cannot be reset, it could have been an actual theft
attempt.
191
DRIVEABILITY - GAS
Symptom:
P1686 NO SKIM BUS MESSAGE RECEIVED
POSSIBLE CAUSES
NO SKIM BUS MESSAGES
LOSS OF SKIM COMMUNICATION
PCI BUS CIRCUIT OPEN FROM PCM TO SKIM
SKIM/PCM
Yes → Go To 2
No → Refer to the INTERMITTENT CONDITION Symptom (Diagnos-
tic Procedure).
Perform SKIS VERIFICATION.
Yes → Go To 3
4 Replace the Sentry Key Immobilizer Module per Service Information. All
Ignition on, engine not running.
Display and erase all PCM and SKIM DTCs.
Perform 5 ignition key cycles leaving the ignition key on for 90 seconds per cycle.
With the DRBIIIt, display PCM DTCs.
Does the DRBIIIt display the same DTC?
Yes → Replace and program the Powertrain Control Module per Service
Information.
Perform SKIS VERIFICATION.
No → Test Complete.
192
DRIVEABILITY - GAS
Symptom:
P1687-NO CLUSTER BUS MESSAGE
POSSIBLE CAUSES
NO CLUSTER BUS MESSAGE
COMMUNICATE WITH CLUSTER
INSTRUMENT CLUSTER OPERATION
PCM
2 With the DRBIIIt, attempt to communicate with the Instrument cluster. All
Can communication be established with the Instrument Cluster?
Yes → Go To 3
Yes → Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 1.
193
DRIVEABILITY - GAS
Symptom:
P1692-CLUSTER SOFTWARE MISMATCH
POSSIBLE CAUSES
INCORRECT CLUSTER INSTALLED
INCORRECT AXLE RATIO,TIRE SIZE, OR T/CASE INFO
No → Go To 2
2 Verify that the proper transfer case, tire size, and axle ratio are programmed in the All
PCM.
Was the proper information programmed in the PCM?
Yes → Set the correct axle ratio, tire size, or transfer case information in
the PCM.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Test Complete.
194
DRIVEABILITY - GAS
Symptom:
P1696-PCM FAILURE EEPROM WRITE DENIED
POSSIBLE CAUSES
PCM FAILURE
Repair Instructions:
PCM FAILURE
Replace and program the Powertrain Control Module per Service Information.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
195
DRIVEABILITY - GAS
Symptom:
P1698-NO BUS MESSAGE FROM TRANS CONTROL MODULE
POSSIBLE CAUSES
NO BUS MESSAGE FROM TRANS INTERMITTENT
PCM PCI BUS CIRCUIT OPEN
NO BUS MESSAGE FROM TRANS
Yes → Go To 3
No → Refer to the Communication Category and perform the appropri-
ate symptom related to the no communication with TCM.
Perform POWERTRAIN VERIFICATION TEST VER - 1.
196
DRIVEABILITY - GAS
197
DRIVEABILITY - GAS
Symptom:
P1899-P/N SWITCH PERFORMANCE
POSSIBLE CAUSES
DRBIIIt DISPLAYS P/N & D/R NOT IN CORRECT POSITION
TRS T41 SENSE (P/N SENSE) CIRCUIT SHORTED TO GROUND
TRS T41 (P/N SENSE) CIRCUIT OPEN
TRS (P/N SWITCH)
PCM
No → Go To 3
3 Measure the resistance of the TRS T41 (P/N Sense) circuit between the PCM C1 All
harness connector and the TRS harness connector.
Is the resistance below 5.0 ohms?
Yes → Go To 4
No → Repair the open in the TRS T41 (P/N Sense) circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
198
DRIVEABILITY - GAS
Yes → Go To 5
No → Replace the TRS Assembly (P/N Switch) per Service Information.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
5 NOTE: Before continuing, check the PCM harness connector terminals for All
corrosion, damage, or terminal push out. Repair as necessary.
Using the schematics as a guide, inspect the wire harness and connectors. Pay
particular attention to all Power and Ground circuits.
If there are no possible causes remaining, view repair.
Repair
Replace and program the Powertrain Control Module per Service
Information.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
199
DRIVEABILITY - GAS
Symptom:
*BRAKE SWITCH SENSE STATUS DOES NOT CHANGE ON DRBIIIt
POSSIBLE CAUSES
DRBIIIt DOES NOT SHOW BRAKE SW PRESSED OR RELEASED
(F32) FUSED B+ CIRCUIT OPEN
(Z1) GROUND CIRCUIT OPEN
(K29) BRAKE LAMP SWITCH SIGNAL CIRCUIT
(K29) BRAKE LAMP SWITCH SIGNAL CIRCUIT OPEN
(K29) BRAKE LAMP SWITCH SIGNAL CIRCUIT SHORT TO GROUND
(K29) BRAKE LAMP SWITCH SIGNAL LESS THAN 10.0 VOLTS
(V32) S/C POWER SUPPLY CIRCUIT BELOW 10 VOLTS AT BRAKE SWITCH CONN
PCM
No → Go To 2
3 Using a 12-volt test light connect to 12-volts, probe the Brake Lamp Switch ground All
circuit.
Does the test light illuminate brightly?
Yes → Go To 4
No → Repair the open in the (Z1) Brake Lamp Switch Ground circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 4.
200
DRIVEABILITY - GAS
Yes → Go To 5
Yes → Go To 6
No → Repair the open in the (K29) Brake Lamp Switch Signal circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 4.
No → Go To 7
Yes → Go To 8
No → Replace or adjust the brake switch.
Perform POWERTRAIN VERIFICATION TEST VER - 4.
Yes → Go To 9
201
DRIVEABILITY - GAS
202
DRIVEABILITY - GAS
Symptom:
*CHECKING A/C SYSTEM OPERATION WITH NO DTCS
POSSIBLE CAUSES
A/C CLUTCH RELAY DTC PRESENT
REFRIGERATION SYSTEM NOT PROPERLY CHARGED
HIGH PRESS CUT-OFF SWITCH
LOW PRESSURE SWITCH
A/C REQUEST CIRCUIT OPEN
A/C SELECT CIRCUIT OPEN
A/C CLUTCH COIL
A/C COMPRESSOR CLUTCH GROUND CIRCUIT OPEN
(C3) A/C CLUTCH RELAY OUTPUT CIRCUIT OPEN
(A17) FUSED B+ CIRCUIT
A/C CLUTCH RELAY
Yes → Go To 3
3 Verify the High Pressure Cut-Off Switch operation per Service Information. All
Is the High Pressure Cut-Off Switch OK?
Yes → Go To 4
4 Verify the Low Pressure Switch operation per Service Information. All
Is the Low Pressure Switch OK?
Yes → Go To 5
203
DRIVEABILITY - GAS
Yes → Go To 6
Yes → Go To 7
No → Repair the open in the A/C Select circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
Yes → Go To 9
Yes → Go To 10
No → Repair the open in the (C3) A/C Clutch Relay Output circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
10 Measure the voltage on the (A17) Fused B+ circuit in the A/C Clutch Relay connector. All
Is the voltage above 11.0 volts?
Yes → Go To 11
No → Repair the open or short to ground in the (A17) Fused B+ circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
204
DRIVEABILITY - GAS
Repair
Replace the A/C Clutch Relay.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
205
DRIVEABILITY - GAS
Symptom:
*CHECKING EVAPORATIVE EMISSION OPERATION WITH NO
DTCS
POSSIBLE CAUSES
FUEL TANK VENT
WIRE HARNESS INSPECTION
VACUUM HARNESS INSPECTION
PURGE SYSTEM CONTAMINATED
No → Go To 2
3 Note: Use the Freeze Frame Data to help you duplicate the conditions that All
set the DTC. Pay particular attention to the DTC set conditions, such as,
VSS, MAP, ECT, and Load.
NOTE: Visually inspect the related wire harness. Look for any chafed,
pierced, pinched, or partially broken wires.
Note: Visually inspect the related wire harness connectors. Look for broken,
bent, pushed out, or corroded terminals.
Note: Refer to any technical service bulletins that may apply.
Perform a wiggle test of the Evap Purge Solenoid wiring while the circuit is actuated
with the DRBIIIt. Listen for the solenoid to quit actuating. Also watch for the Good
Trip Counter to change to 0.
Were any problems found?
No → Go To 4
206
DRIVEABILITY - GAS
No → Go To 5
Yes → Replace the purge solenoid and clean or replace the vacuum and
purge lines and Evap canister.
Perform POWERTRAIN VERIFICATION TEST VER - 1.
No → Test Complete.
207
DRIVEABILITY - GAS
Symptom:
*CHECKING HARD TO FILL WITH FUEL
POSSIBLE CAUSES
NVLD FILTER PLUGGED
Repair Instructions:
208
DRIVEABILITY - GAS
Symptom:
*CHECKING THE PCM POWER AND GROUNDS
POSSIBLE CAUSES
PCM FUSED B+ CIRCUIT
PCM FUSED IGNITION SWITCH OUTPUT CIRCUIT
PCM GROUND CIRCUITS
Yes → Go To 3
209
STARTING
Symptom:
*CHECKING FUEL DELIVERY
POSSIBLE CAUSES
FUEL PUMP RELAY
FUEL PRESSURE OUT OF SPECIFICATION
RESTRICTED FUEL SUPPLY LINE
FUEL PUMP INLET STRAINER PLUGGED
FUEL PUMP
(A61) FUSED B+ CIRCUIT
(A141) FUEL PUMP RELAY OUTPUT CIRCUIT OPEN
(Z1) FUEL PUMP GROUND CIRCUIT EXCESSIVE RESISTANCE
FUEL PUMP MODULE
No → Go To 5
Caution: Stop All Actuations.
Within Specification
Test Complete.
Above Specification
Replace the fuel filter/fuel pressure regulator.
Perform POWERTRAIN VERIFICATION TEST VER - 1.
210
STARTING
Yes → Go To 6
No → Go To 8
Yes → Go To 7
No → Repair the excessive resistance in the (Z1) Fuel Pump Ground
circuit.
Perform POWERTRAIN VERIFICATION TEST VER - 1.
211
STARTING
Repair
Replace the Fuel Pump Module.
Perform POWERTRAIN VERIFICATION TEST VER - 1.
Yes → Go To 9
No → Repair the open or short to ground in the (A61) Fuel Pump Realy
Fused B+ circuit. Inspect the fuse and repair as necessary.
Perform POWERTRAIN VERIFICATION TEST VER - 1.
212
STARTING
Symptom:
*CHECKING HARD START (FUEL DELIVERY SYSTEM)
POSSIBLE CAUSES
RESTRICTED FUEL SUPPLY LINE
FUEL PUMP MODULE
FUEL PUMP INLET STRAINER PLUGGED
FAULTY FUEL PUMP MODULE
FUEL INJECTORS
FUEL CONTAMINATION
Within Specification
Go To 4
Yes → Visually and physically inspect the fuel supply lines between the
fuel tank and the fuel rail. Repair/replace as necessary.
Perform POWERTRAIN VERIFICATION TEST VER - 2.
No → Go To 3
213
STARTING
No → Test Complete.
4 NOTE: Before continuing visually and physically inspect the fuel delivery All
system for external leaks or damage. Repair /replace as necessary.
Turn the ignition off.
WARNING: The fuel system is under a constant pressure even with the
engine off. Before testing or servicing any fuel system hose, fitting or line,
the fuel system pressure must be released.
Install special tool #6539 (5/169) fuel line adapter.
Install the fuel pressure gauge.
Start the engine and allow the fuel system to reach maximum pressure.
Turn the ignition off.
NOTE: Fuel specification is 400 KPa +/- 34 KPa (58 psi +/- 5 psi).
Using special tool #C4390, Hose Clamp Pliers, pinch the rubber fuel line between the
fuel pressure gauge and the engine.
Monitor the fuel pressure gauge for a minimum of 5 minutes.
NOTE: The pressure should not fall below 241 KPa (35 psi)
Does the fuel pressure drop?
Yes → Replace fuel pump module.
Perform POWERTRAIN VERIFICATION TEST VER - 2.
No → Go To 5
5 WARNING: The fuel system is under a constant pressure even with the All
engine off. Before testing or servicing any fuel system hose, fitting or line,
the fuel system pressure must be released.
Remove special tool #C4390.
Start the engine and allow the fuel system to reach maximum pressure.
Turn the ignition off.
NOTE: Fuel specification is 400 KPa +/- 34 KPa (58 psi +/- 5 psi).
Install special tool #C4390, Hose Clamp Pliers, pinch the rubber fuel line between the
fuel pressure gauge and the fuel pump module.
Monitor the fuel pressure gauge for a minimum of 5 minutes.
NOTE: The pressure should not fall below 241 KPa (35 psi)
Does the fuel pressure drop?
214
STARTING
Symptom:
*ENGINE CRANKS DOES NOT START
POSSIBLE CAUSES
NO START PRE-TEST
POWERTRAIN FUSES OPEN
SECONDARY INDICATORS PRESENT
NO CKP SENSOR SIGNAL WHEN CRANKING ENGINE
NO CMP SENSOR SIGNAL WHEN CRANKING ENGINE
ENGINE MECHANICAL PROBLEM
(A142) ASD RELAY OUTPUT CIRCUIT OPEN
FUEL CONTAMINATION
No → Go To 2
2 Check for any open fuses in the PDC or Junction Block that may be related to the No All
Start condition.
Are any of the fuses open?
Yes → Replace the open fuse and check the related circuit(s) for a short
to ground.
Perform POWERTRAIN VERIFICATION TEST VER - 5.
No → Go To 3
215
STARTING