Lubrication and Maintenance: General Information

LUBRICATION AND MAINTENANCE
CONTENTS
page page
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1 MAINTENANCE SCHEDULE . . . . . . . . . . . . . . . . 2
GENERAL INFORMATION
INDEX
page page
SPECIFICATIONS FLUID CAPACITIES . . . . . . . . . . . . . . . . . . . . . . 1

ENGINE OIL—DIESEL ENGINES . . . . . . . . . . . . 1
SPECIFICATIONS ENGINE OIL
ENGINE OIL—DIESEL ENGINES 2.5L Diesel Engine (includes filter) . . . . . . . . . 6.5 L

Use only Diesel Engine Oil meeting standard MIL- COOLING SYSTEM
2104C or API Classification SG/CD or CCMC PD2.
2.5L Diesel . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.8 L
SAE VISCOSITY GRADE
MANUAL TRANSMISSION
CAUTION: Low viscosity oils must have the proper Recommended lubricant for AX15 transmissions is
API quality or the CCMC G5 designation. Mopart 75W–90, API Grade GL–3 gear lubricant, or
equivalent.
To assure of properly formulated engine oils, it is Correct lubricant level is from the bottom edge, to
recommended that SAE Grade 15W-40 engine oils no more than 6 mm (1/4 in.) below the bottom edge of
that meet Chrysler material standard MS-6395, be the fill plug hole.
used. European Grade 10W-40 oils are also accept- Approximate dry fill lubricant capacity is:
able. • 3.10 liters (3.27 qts.) for 4–wheel drive applica-
Oils of the SAE 5W-30 or 10W-30 grade number tions.
are preferred when minimum temperatures consis- • 3.15 liters (3.32 qts.) for 2–wheel drive applica-
tently fall below -12°C. tions.
FLUID CAPACITIES TRANSFER CASE
FUEL TANK NV231 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 L
Diesel Engine Equipped Vehicles . . . . . . . . . . 87.4 L FRONT AXLE
Model 181 . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.48 L

0-2 LUBRICATION AND MAINTENANCE ZG
MAINTENANCE SCHEDULE
INDEX
page page
GENERAL INFORMATION SCHEDULE—A ......................... 2

MAINTENANCE SCHEDULE—DIESEL ENGINE . 2 SCHEDULE—B ......................... 3
GENERAL INFORMATION • Check all fluid levels.

• Check correct torque, intake manifold mounting
MAINTENANCE SCHEDULE—DIESEL ENGINE nuts.
The following are engine related Maintenance • Check correct torque, exhaust manifold mount-
items which are unique to Diesel engine-equipped ing nuts.
vehicles. Refer to the 1997 ZJ Service Manual for • Check correct torque, turbocharger mounting
gasoline engine and non-engine related Maintenance nuts.
Schedules. • Check correct torque, water manifold bolts.
The service intervals are based on odometer read-
ings in kilometers. There are two maintenance sched- 10 000 KM
ules that show proper service intervals. Use the • Change engine oil.
schedule that best describes the conditions the vehi- • Change engine oil filter.
cle is operated under. Schedule-A lists all the sched-
uled maintenance to be performed under normal 20 000 KM
operating conditions. Schedule-B is the schedule for • Change engine oil.
vehicles that are operated under one or more of the • Change engine oil filter.
following conditions: • Replace air filter element.
• Day and night temperatures are below freezing. • Check drive belt tension.
• Stop and go driving. • Check glow plug operation.
• Long periods of engine idling. • Retorque cylinder head bolts.*
• Driving in dusty conditions. * Engines equipped with a steel head gasket do not
• Short trips of less than 8 kilometers (5 miles). need this service procedure performed. Refer to
• Operation at sustained high speeds during hot Group 9, Engines for head gasket identification.
weather above 32°C (90°F).
• Taxi, police or delivery service.
30 000 KM
• Trailer towing. • Change engine oil.
• Change engine oil filter.
AT EACH STOP FOR FUEL OR SCHEDULED
SERVICE STOP 40 000 KM
• Check engine oil level. • Change engine oil.
• Check engine coolant level. • Change engine oil filter.
• Inspect drive belt. • Replace air filter element.
• Visually inspect intercooler for obstruction. • Check drive belt tension.
Clean as necessary. • Check glow plug operation.
• Visually inspect radiator for obstruction. Clean • Replace fuel filter/water separator element.**
as necessary.
• Inspect for fuel, oil or coolant leaks. 50 000 KM
• Inspect battery cable connection and excessive • Change engine oil.
corrosion. • Change engine oil filter.
• Inspect for presence of water in fuel filter/water
separator, drain if necessary.
SCHEDULE—A
1 000 KM
• Change engine oil.
ZG LUBRICATION AND MAINTENANCE 0-3
GENERAL INFORMATION (Continued)
60 000 KM • Check correct torque, turbocharger mounting
• Change engine oil. nuts.
• Change engine oil filter. • Check correct torque, water manifold bolts.
• Replace air filter element.
• Check glow plug operation. 1 000 KM
• Replace drive belt. • Change engine oil.
• Check engine smoke. • Change engine oil filter.
• Replace engine coolant. • Check all fluid levels.
70 000 KM 5 000 KM
• Change engine oil. • Change engine oil.
• Change engine oil filter. • Change engine oil filter.
80 000 KM 10 000 KM
• Replace air filter element. • Replace air filter element.
• Check drive belt tension. • Check drive belt tension.
• Check glow plug operation. • Check glow plug operation.
• Replace fuel filter/water separator element.**
15 000 KM
90 000 KM • Change engine oil.
• Change engine oil. • Change engine oil filter.
20 000 KM
• Change engine oil filter. • Replace air filter element.
• Replace air filter element. • Check drive belt tension.
• Check drive belt tension. • Check glow plug operation.
• Check glow plug operation. • Retorque cylinder head bolts.*
* Engines equipped with a steel head gasket do not
EVERY 40 000 KM AFTER 80 000 KM need this service procedure performed. Refer to
• Replace fuel filter/water separator element.** Group 9, Engines for head gasket identification.
**The fuel filter/water separator element should be
replaced once a year if the vehicle is driven less than 25 000 KM
40 000 km annually or if power loss from fuel star- • Change engine oil.
vation is detected. • Change engine oil filter.
EVERY 10 000 KM AFTER 100 000 KM 30 000 KM

EVERY 20 000 KM AFTER 100 000 KM • Check glow plug operation.
• Change engine oil. • Replace drive belt.
• Change engine oil filter. • Check engine smoke.
• Replace air filter element. • Replace engine coolant.
• Check drive belt tension.
• Check glow plug operation. 35 000 KM
SCHEDULE—B • Change engine oil filter.
500 KM 40 000 KM
• Check correct torque, intake manifold mounting • Change engine oil.
nuts. • Change engine oil filter.
• Check correct torque, exhaust manifold mount- • Replace air filter element.
ing nuts. • Check drive belt tension.
0-4 LUBRICATION AND MAINTENANCE ZG
• Check glow plug operation. • Replace air filter element.
• Replace fuel filter/water separator element. • Check glow plug operation.
• Replace drive belt.
45 000 KM • Check engine smoke.
• Change engine oil. • Replace engine coolant.
85 000 KM
• Replace air filter element. 90 000 KM
• Check drive belt tension. • Change engine oil.
• Check glow plug operation. • Change engine oil filter.
55 000 KM • Check drive belt tension.
• Change engine oil. • Check glow plug operation.
95 000 KM
• Replace air filter element. 100 000 KM
• Replace fuel filter/water separator element. • Replace air filter element.
• Check drive belt tension.
65 000 KM • Check glow plug operation.
• Change engine oil. • Replace fuel filter/water separator element.
EVERY 5 000 KM AFTER 100 000 KM
• Replace air filter element. EVERY 10 000 KM AFTER 100 000 KM
75 000 KM • Check drive belt tension.
• Change engine oil. • Check glow plug operation.
EVERY 20 000 KM AFTER 100 000 KM
80 000 KM • Replace fuel filter/water separator element.
ZJ LUBRICATION AND MAINTENANCE 0-1
LUBRICATION AND MAINTENANCE

CONTENTS
page page
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . 1 MAINTENANCE SCHEDULES . . . . . . . . . . . . . . . . 3

JUMP STARTING, HOISTING AND TOWING . . . . 8
GENERAL INFORMATION
INDEX
page page
GENERAL INFORMATION INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 1

CLASSIFICATION OF LUBRICANTS . . . . . . . . . . . 2 PARTS AND LUBRICANT
FLUID CAPACITIES . . . . . . . . . . . . . . . . . . . . . . . 2 RECOMMENDATIONS . . . . . . . . . . . . . . . . . . . . 1
INTERNATIONAL SYMBOLS . . . . . . . . . . . . . . . . 1
GENERAL INFORMATION cants and chemicals be used. Mopar provides the

best engineered products for servicing Chrysler Cor-
INTRODUCTION poration vehicles.
Service and maintenance procedures for compo-
nents and systems listed in Schedule—A or B can be INTERNATIONAL SYMBOLS
found by using the Group Tab Locator index at the Chrysler Corporation uses international symbols to
front of this manual. If it is not clear which group identify engine compartment lubricant and fluid
contains the information needed, refer to the index at inspection and fill locations (Fig. 1).
the back of this manual.
There are two maintenance schedules that show
proper service based on the conditions that the vehi-
cle is subjected to.
Schedule—A, lists scheduled maintenance to be
performed when the vehicle is used for general trans-
portation.
Schedule—B, lists maintenance intervals for vehi-
cles that are operated under the conditions listed at
the beginning of the Maintenance Schedule section.
Use the schedule that best describes your driving
conditions.
Where time and mileage are listed, follow the
interval that occurs first.
PARTS AND LUBRICANT RECOMMENDATIONS

When service is required, Chrysler Corporation Fig. 1 International Symbols
recommends that only Mopart brand parts, lubri-
0-2 LUBRICATION AND MAINTENANCE ZJ
CLASSIFICATION OF LUBRICANTS The letter following the usage letter indicates the
Only lubricants that are endorsed by the following quality of the lubricant. The following symbols indi-
organization should be used to service a Chrysler cate the highest quality.
Corporation vehicle.
• Society of Automotive Engineers (SAE)
• American Petroleum Institute (API) (Fig. 2)
• National Lubricating Grease Institute (NLGI)
(Fig. 3)
Fig. 3 NLGI Symbol

FLUID CAPACITIES
FUEL TANK
All. . . . . . . . . . . . . . . . . . . . . . . . . . . .87.4 L (23 gal.)
ENGINE OIL W/FILTER CHANGE
Fig. 2 API Symbol
4.0L . . . . . . . . . . . . . . . . . . . . . . . . . . .5.7 L (6.0 qts.)
ENGINE OIL 5.2L . . . . . . . . . . . . . . . . . . . . . . . . . . .4.7 L (5.0 qts.)
SAE VISCOSITY RATING INDICATES ENGINE OIL VISCOSITY 5.9L . . . . . . . . . . . . . . . . . . . . . . . . . . .4.7 L (5.0 qts.)
An SAE viscosity grade is used to specify the vis- COOLING SYSTEM
cosity of engine oil. SAE 30 specifies a single viscos-
ity engine oil. Engine oils also have multiple 4.0L . . . . . . . . . . . . . . . . . . . . . . . .11.4 L (12.0 qts.)*
viscosities. These are specified with a dual SAE vis- 5.2L . . . . . . . . . . . . . . . . . . . . . . . .14.1 L (14.9 qts.)*
cosity grade which indicates the cold-to-hot tempera- 5.9L . . . . . . . . . . . . . . . . . . . . . . . .14.1 L (14.9 qts.)*
ture viscosity range. *Includes 2.2 L (2.3 qts.) for coolant recovery bottle.
• SAE 30 = single grade engine oil.
AUTOMATIC TRANSMISSION
• SAE 10W-30 = multiple grade engine oil.
Dry fill capacity.*
API QUALITY CLASSIFICATION 42RE & 44RE . . . . . . . . . . . .9.3-11.7L (19.5-22 pts.)
The API Service Grade specifies the type of perfor- 46RE . . . . . . . . . . . . . . . . . . .9.2-13.3 L (19.5-28 pts.)
mance the engine oil is intended to provide. The API *Depending on type and size of internal cooler, length
Service Grade specifications also apply to energy con- and inside diameter of cooler lines, or use of an auxil-
serving engine oils. iary cooler, these figures may vary. Refer to Group 21,
Use engine oils that are API Service Certified. Transmission for proper fluid fill procedure.
5W-30 and 10W-30 MOPAR engine oils conform to
specifications. TRANSFER CASE
Refer to Group 9, Engine for engine oil specification. 242 NVG . . . . . . . . . . . . . . . . . . . . . . .1.4 L (3.0 pts.)
249 NVG . . . . . . . . . . . . . . . . . . . . . . .1.1 L (2.5 pts.)
GEAR LUBRICANTS
SAE ratings also apply to multiple grade gear FRONT AXLE
lubricants. In addition, API classification defines the 181 FBI . . . . . . . . . . . . . . . . . . . . . . .1.18 L (2.5 pts.)
lubricants usage.
REAR AXLE
LUBRICANTS AND GREASES
194 RBI* . . . . . . . . . . . . . . . . . . . . . . .1.6 L (3.5 pts.)
Lubricating grease is rated for quality and usage 216 RBA*. . . . . . . . . . . . . . . . . . . . .2.24 L (4.75 pts.)
by the NLGI. All approved products have the NLGI *If the vehicle is equipped with TRAC-LOK,
symbol (Fig. 3) on the label. At the bottom NLGI include 0.11 L (0.25 pts.) of friction modifier.
symbol is the usage and quality identification letters.
Wheel bearing lubricant is identified by the letter NOTE: Vehicles with trailer tow, must use a syn-
“G”. Chassis lubricant is identified by the latter “L”. thetic lubricant. Refer to Group 3, Differential and
Driveline for service procedures.
MAINTENANCE SCHEDULES
INDEX
page page
GENERAL INFORMATION SCHEDULE—B . . . . . . . . . . . . . . . . . . . . . . . . . . 5

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 3 UNSCHEDULED INSPECTION . . . . . . . . . . . . . . . 3
SCHEDULE—A . . . . . . . . . . . . . . . . . . . . . . . . . . 3
GENERAL INFORMATION ONCE A MONTH

• Check tire pressure and look for unusual wear
INTRODUCTION or damage.
There are two maintenance schedules that show • Inspect battery and clean and tighten terminals
proper service intervals for ZJ vehicles. Use the as required. Check electrolyte level and add water as
schedule that best describes the conditions the vehi- needed.
cle is operated under. When mileage and time is • Check fluid levels of coolant reservoir, power
listed, follow the interval that occurs first. steering and transmission and add as needed.
Schedule-A lists all the scheduled maintenance to • Check all lights and all other electrical items for
be performed under normal operating conditions. correct operation.
Schedule-B is a schedule for vehicles that are
operated under the following conditions: AT EACH OIL CHANGE
• Frequent short trips driving less than 5 miles (8 • Inspect exhaust system.
km) • Inspect brake hoses.
• Frequent driving in dusty conditions • Rotate the tires at each oil change interval
• Extensive idling shown on Schedule—A (7,500 miles) or every other
• Trailer towing interval shown on Schedule—B (6,000 miles).
• Sustained high speed operation • Check coolant level, hoses and clamps.
• Off road driving • Lubricate suspension ball joints.
• Desert operation • After completion of off-road (4WD) operation, the
• Frequent starting and stopping underside of the vehicle should be thoroughly
• Cold climate operation inspected. Examine threaded fasteners for looseness.
• Commercial service
SCHEDULE—A
EMISSION CONTROL SYSTEM MAINTENANCE
The scheduled emission maintenance listed in bold 7,500 miles (12 000 km) or at 6 months
type on the Maintenance Schedules, must be done at • Change engine oil.
the mileage specified to assure the continued proper • Replace engine oil filter.
functioning of the emission control system. These, • Lubricate steering linkage (4x4 only).
and all other maintenance services included in this
manual, should be done to provide the best vehicle 15,000 Miles (24 000 km) or at 12 months
performance and reliability. More frequent mainte- • Change engine oil.
nance may be needed for vehicles in severe operating • Replace engine oil filter.
conditions such as dusty areas and very short trip • Lubricate steering linkage.
driving.
22,500 Miles (36 000 km) or at 18 months
UNSCHEDULED INSPECTION • Change engine oil.
• Replace engine oil filter.
AT EACH STOP FOR FUEL • Lubricate steering linkage (4x4 only).
• Check engine oil level, add as required. • Inspect brake linings.
• Check windshield washer solvent and add if
required. 30,000 Miles (48 000 km) or at 24 months
• Replace engine air cleaner element.
• Replace spark plugs. • Lubricate steering linkage (4x4 only).
• Inspect drive belt. • Flush and replace engine coolant if it has been
• Lubricate steering linkage. 30,000 miles (48 000 km) or 24 months since last
• Drain and refill automatic transmission fluid. change.
• Drain and refill transfer case fluid.
90,000 Miles (144 000 km) or at 72 months
37,500 Miles (60 000 km) or at 30 months • Change engine oil.
• Change engine oil. • Replace engine oil filter.
• Replace engine oil filter. • Replace engine air cleaner element.
• Lubricate steering linkage (4x4 only). • Replace spark plugs.
• Inspect drive belt.
45,000 Miles (72 000 km) or at 36 months • Lubricate steering linkage.
• Change engine oil. • Drain and refill automatic transmission fluid.
• Replace engine oil filter. • Drain and refill transfer case fluid.
• Lubricate steering linkage. • Inspect brake linings.
• Inspect brake linings.
• Flush and replace engine coolant at 36 months, 97,500 Miles (156 000 km) or at 78 months
regardless of mileage. • Change engine oil.
52,500 Miles (84 000 km) or at 42 months • Lubricate steering linkage (4x4 only).
• Replace engine oil filter. 105,000 Miles (168 000 km) or at 84 months
• Lubricate steering linkage (4x4 only). • Change engine oil.
• Flush and replace engine coolant if not done at • Replace engine oil filter.
36 months. • Lubricate steering linkage.
• Flush and replace engine coolant if it has been
60,000 Miles (96 000 km) or at 48 months 30,000 miles (48 000 km) or 24 months since last
• Change engine oil. change.
• Replace engine air cleaner element. 112,500 Miles (180 000 km) or at 90 months
• Replace ignition wires. • Change engine oil.
• Replace spark plugs. • Replace engine oil filter.
• Inspect PCV valve and replace if necessary • Lubricate steering linkage (4x4 only).
(5.2L & 5.9L only).* • Inspect brake linings.
• Inspect drive belt. • Flush and replace engine coolant if it has been
• Lubricate steering linkage. 30,000 miles (48 000 km) or 24 months since last
• Drain and refill automatic transmission fluid. change.
• Replace fuel filter.** 120,000 Miles (192 000 km) or at 96 months
67,500 Miles (108 000 km) or at 54 months • Replace engine oil filter.
• Change engine oil. • Replace engine air cleaner element.
• Replace engine oil filter. • Replace ignition wires.
• Lubricate steering linkage (4x4 only). • Replace spark plugs.
• Inspect brake linings. • Inspect PCV valve and replace if necessary
(5.2L & 5.9L only).*
75,000 Miles (120 000 km) or at 60 months • Inspect drive belt.
• Change engine oil. • Lubricate steering linkage.
• Replace engine oil filter. • Drain and refill automatic transmission fluid.
• Lubricate steering linkage. • Drain and refill transfer case fluid.
• Flush and replace engine coolant if it has been • Replace fuel filter.**
30,000 miles (48 000 km) or 24 months since last *This maintenance is recommended, but is not
change. required to maintain warranty on the PCV valve.
**Recommended for proper vehicle performance for
82,500 Miles (132 000 km) or at 66 months vehicles built for sale in California.
IMPORTANT: Inspection and service should also • Lubricate steering linkage (4x4 only).
be performed anytime a malfunction is observed or
suspected. 30,000 Miles (48 000 km)
SCHEDULE—B • Replace engine oil filter.
• Replace engine air cleaner element.
3,000 Miles (5 000 km) • Inspect PCV valve and replace if necessary
• Change engine oil. (5.2L & 5.9L only).*
• Replace engine oil filter. • Replace spark plugs.
• Lubricate steering linkage (4x4 only). • Inspect drive belt.
6,000 Miles (10 000 km) • Lubricate steering linkage.
• Replace engine oil filter. 33,000 Miles (53 000 km)
9,000 Miles (14 000 km) • Lubricate steering linkage (4x4 only).
12,000 Miles (19 000 km) • Drain and refill automatic transmission fluid.
• Change engine oil. • Drain and refill front and rear axles.
• Replace engine oil filter. • Lubricate steering linkage (4x4 only).
• Drain and refill automatic transmission fluid. • Inspect brake linings.
• Drain and refill front and rear axles.
• Lubricate steering linkage (4x4 only). 39,000 Miles (62 000 km)
• Inspect brake linings. • Change engine oil.
15,000 miles (24 000 km) • Lubricate steering linkage (4x4 only).
• Inspect engine air cleaner element, replace • Change engine oil.
as necessary. • Replace engine oil filter.
• Lubricate steering linkage. • Lubricate steering linkage (4x4 only).
18,000 Miles (29 000 km) 45,000 Miles (72 000 km)
• Replace engine oil filter. • Replace engine oil filter.
• Lubricate steering linkage (4x4 only). • Inspect engine air cleaner element, replace
as necessary.
21,000 Miles (34 000 km) • Lubricate steering linkage.
24,000 Miles (38 000 km) • Drain and refill automatic transmission fluid.
• Change engine oil. • Drain and refill front and rear axles.
• Drain and refill automatic transmission fluid. • Inspect brake linings.
• Drain and refill front and rear axles.
• Lubricate steering linkage (4x4 only). 51,000 Miles (82 000 km)
• Inspect brake linings. • Change engine oil.
27,000 Miles (43 000 km) • Flush and replace engine coolant.
• Change engine oil. • Lubricate steering linkage (4x4 only).
54,000 Miles (86 000 km) 78,000 Miles (125 000 km)
• Lubricate steering linkage (4x4 only). • Lubricate steering linkage (4x4 only).
57,000 Miles (91 000 km) 81,000 Miles (130 000 km)
• Lubricate steering linkage (4x4 only). • Flush and replace engine coolant.
• Lubricate steering linkage (4x4 only).
60,000 Miles (96 000 km)
• Change engine oil. 84,000 miles (134 000 km)
• Replace engine oil filter. • Change engine oil.
• Replace engine air cleaner element. • Replace engine oil filter.
• Replace ignition wires. • Drain and refill automatic transmission fluid.
• Inspect PCV valve and replace if necessary • Drain and refill front and rear axles.
(5.2L & 5.9L only).* • Lubricate steering linkage (4x4 only).
• Replace spark plugs. • Inspect brake linings.
• Inspect drive belt.
• Drain and refill automatic transmission fluid. 87,000 Miles (139 000 km)
• Drain and refill transfer case fluid. • Change engine oil.
• Drain and refill front and rear axles. • Replace engine oil filter.
• Lubricate steering linkage. • Lubricate steering linkage (4x4 only).
• Replace fuel filter.**
• Inspect brake linings. 90,000 Miles (144 000 km)
63,000 Miles (101 000 km) • Replace engine oil filter.
• Change engine oil. • Replace engine air cleaner element.
• Replace engine oil filter. • Inspect PCV valve and replace if necessary
• Lubricate steering linkage (4x4 only). (5.2L & 5.9L only).*
• Replace spark plugs.
66,000 Miles (106 000 km) • Inspect drive belt.
• Change engine oil. • Drain and refill transfer case fluid.
• Replace engine oil filter. • Lubricate steering linkage.
93,000 Miles (149 000 km)
69,000 Miles (110 000 km) • Change engine oil.
96,000 Miles (154 000 km)
• Replace engine oil filter. • Drain and refill automatic transmission fluid.
• Drain and refill automatic transmission fluid. • Drain and refill front and rear axles.
• Drain and refill front and rear axles. • Lubricate steering linkage (4x4 only).
• Lubricate steering linkage (4x4 only). • Inspect brake linings.
• Inspect brake linings.
99,000 Miles (158 000 km)
• Inspect engine air cleaner element, replace
as necessary. 102,000 Miles (163 000 km)
• Lubricate steering linkage. • Change engine oil.
105,000 Miles (168 000 km) • Lubricate steering linkage (4x4 only).
• Inspect engine air cleaner element, replace • Change engine oil.
as necessary. • Replace engine oil filter.
• Lubricate steering linkage. • Replace engine air cleaner element.
• Replace ignition wires.
108,000 Miles (173 000 km) • Replace spark plugs.
• Change engine oil. • Inspect PCV valve and replace if necessary
• Replace engine oil filter. (5.2L & 5.9L only).
• Drain and refill automatic transmission fluid. • Inspect drive belt.
• Drain and refill front and rear axles. • Drain and refill automatic transmission fluid.
• Lubricate steering linkage (4x4 only). • Drain and refill transfer case fluid.
• Inspect brake linings. • Drain and refill front and rear axles.
• Lubricate steering linkage.
111,000 Miles (178 000 km) • Replace fuel filter.**
• Change engine oil. • Inspect brake linings.
• Replace engine oil filter. *This maintenance is recommended, but is not
• Flush and replace engine coolant. required to maintain warranty on the PCV valve.
• Lubricate steering linkage (4x4 only). **Recommended for proper vehicle performance for
vehicles built for sale in California.
114,000 Miles (182 000 km) IMPORTANT: Inspection and service should also
• Change engine oil. be performed anytime a malfunction is observed or
• Replace engine oil filter. suspected.
117,000 Miles (187 000 km)

JUMP STARTING, HOISTING AND TOWING

INDEX
page page
SERVICE PROCEDURES JUMP STARTING PROCEDURE . . . . . . . . . . . . . . 8

EMERGENCY TOW HOOKS . . . . . . . . . . . . . . . . 10 TOWING RECOMMENDATIONS . . . . . . . . . . . . . . 9
FOUR-WHEEL-DRIVE VEHICLE TOWING . . . . . 10 TWO-WHEEL-DRIVE VEHICLE TOWING . . . . . . . 9
HOISTING RECOMMENDATIONS . . . . . . . . . . . 10
SERVICE PROCEDURES transmission in PARK or the manual transmission in

NEUTRAL and turn the ignition OFF.
JUMP STARTING PROCEDURE (3) On disabled vehicle, place gear selector in park or
neutral and set park brake. Turn off all accessories.
WARNING: REVIEW ALL SAFETY PRECAUTIONS (4) Connect jumper cables to booster battery. RED
AND WARNINGS IN GROUP 8A, BATTERY/START- clamp to positive terminal (+). BLACK clamp to neg-
ING/CHARGING SYSTEMS DIAGNOSTICS. DO NOT ative terminal (-). DO NOT allow clamps at opposite
JUMP START A FROZEN BATTERY, PERSONAL end of cables to touch, electrical arc will result.
INJURY CAN RESULT. DO NOT JUMP START WHEN Review all warnings in this procedure.
MAINTENANCE FREE BATTERY INDICATOR DOT IS (5) On disabled vehicle, connect RED jumper cable
YELLOW OR BRIGHT COLOR. DO NOT JUMP clamp to positive (+) terminal. Connect BLACK
START A VEHICLE WHEN THE BATTERY FLUID IS jumper cable clamp to engine ground as close to the
BELOW THE TOP OF LEAD PLATES. DO NOT ground cable attaching point as possible (Fig. 1).
ALLOW JUMPER CABLE CLAMPS TO TOUCH (6) Start the engine in the vehicle which has the
EACH OTHER WHEN CONNECTED TO A BOOSTER booster battery, let the engine idle a few minutes,
SOURCE. DO NOT USE OPEN FLAME NEAR BAT- then start the engine in the vehicle with the dis-
TERY. REMOVE METALLIC JEWELRY WORN ON charged battery.
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.
CAUTION: When using another vehicle as a
booster, do not allow vehicles to touch. Electrical
systems can be damaged on either vehicle.
TO JUMP START A DISABLED VEHICLE:

(1) Raise hood on disabled vehicle and visually
inspect engine compartment for:
• Battery cable clamp condition, clean if necessary.
• Frozen battery.
• Yellow or bright color test indicator, if equipped.
• Low battery fluid level. Fig. 1 Jumper Cable Clamp Connections
• Generator drive belt condition and tension.
CAUTION: Do not crank starter motor on disabled
• Fuel fumes or leakage, correct if necessary.
vehicle for more than 15 seconds, starter will over-
CAUTION: If the cause of starting problem on dis- heat and could fail.
abled vehicle is severe, damage to booster vehicle
(7) Allow battery in disabled vehicle to charge to
charging system can result.
at least 12.4 volts (75% charge) before attempting to
(2) When using another vehicle as a booster source, start engine. If engine does not start within 15 sec-
park the booster vehicle within cable reach. Turn off all onds, stop cranking engine and allow starter to cool
accessories, set the parking brake, place the automatic (15 min.), before cranking again.
SERVICE PROCEDURES (Continued)
DISCONNECT CABLE CLAMPS AS FOLLOWS: • Do not attach tow chains, T-hooks, J-hooks, or a
• Disconnect BLACK cable clamp from engine tow sling to a bumper, steering linkage, drive shafts
ground on disabled vehicle. or a non-reinforced frame hole.
• When using a Booster vehicle, disconnect BLACK
cable clamp from battery negative terminal. Disconnect GROUND CLEARANCE
RED cable clamp from battery positive terminal.
CAUTION: If vehicle is towed with wheels
• Disconnect RED cable clamp from battery posi-
removed, install lug nuts to retain brake drums.
tive terminal on disabled vehicle.
A towed vehicle should be raised until lifted wheels
TOWING RECOMMENDATIONS are a minimum 100 mm (4 in) from the ground. Be
A vehicle equipped with SAE approved sling-type sure there is adequate ground clearance at the oppo-
towing equipment or a wheel-lift towing device can site end of the vehicle, especially when towing over
be used to tow all ZJ vehicles. When towing a 4WD rough terrain or steep rises in the road. If necessary,
vehicle, use tow dollies under the opposite end of the remove the wheels from the lifted end of the vehicle
vehicle. A vehicle with a flat-bed device can also be and lower the vehicle closer to the ground, to
used to transport a disabled vehicle (Fig. 2). increase the ground clearance at the opposite end of
the vehicle. Install lug nuts on wheel attaching studs
to retain brake drums.
FLAT-BED TOWING RAMP ANGLE

If a vehicle with flat-bed towing equipment is used,
the approach ramp angle should not exceed 15
degrees.
TWO-WHEEL-DRIVE VEHICLE TOWING

Chrysler Corporation recommends that a vehicle be
towed with the rear end lifted, whenever possible.
WARNING: WHEN TOWING A DISABLED VEHICLE

AND THE DRIVE WHEELS ARE SECURED IN A
WHEEL LIFT OR TOW DOLLIES, ENSURE THE
TRANSMISSION IS IN THE PARK POSITION (AUTO-
MATIC TRANSMISSION) OR A FORWARD DRIVE
GEAR (MANUAL TRANSMISSION).
TOWING-REAR END LIFTED
CAUTION: Do not use steering column lock to

Fig. 2 Tow Vehicles With Approved Equipment. secure steering wheel during towing operation.
SAFETY PRECAUTIONS
The following safety precautions must be observed Vehicles can be towed with the front wheels on the
when towing a vehicle: ground for extended distances at speeds not exceed-
• Secure loose and protruding parts. ing 48 km/h (30 mph).
• Always use a safety chain system that is inde- (1) Attach the J-hooks around the axle shaft tube
pendent of the lifting and towing equipment. outboard of the rear springs.
• Do not allow towing equipment to contact the (2) Position and center the sling under and for-
disabled vehicle’s fuel tank. ward of the rear bumper.
• Do not allow anyone under the disabled vehicle (3) Attach safety chains (with pads) at each end of
while it is lifted by the towing device. the rear bumper.
• Do not allow passengers to ride in a vehicle (4) Turn the ignition switch to the OFF position to
being towed. unlock the steering wheel.
• Always observe state and local laws regarding (5) Secure the steering wheel in straight ahead
towing regulations. position with a clamp device designed for towing.
• Do not tow a vehicle in a manner that could (6) Verify that steering components are in good
jeopardize the safety of the operator, pedestrians or condition.
other motorists. (7) Shift the transmission to NEUTRAL.
0 - 10 LUBRICATION AND MAINTENANCE ZJ
TOWING-FRONT END LIFTED EMERGENCY TOW HOOKS
To prevent damage to front fascia components, use
only a Wheel-Lift type towing device or Flat-Bed WARNING: REMAIN AT A SAFE DISTANCE FROM A
hauling equipment. VEHICLE THAT IS BEING TOWED VIA ITS TOW
If using the wheel-lift towing method, install tow HOOKS. THE TOW STRAPS/CHAINS COULD BREAK
dollies under rear wheels. AND CAUSE SERIOUS INJURY.
FOUR-WHEEL-DRIVE VEHICLE TOWING Some Jeep vehicles are equipped with front emer-
Chrysler Corporation recommends that a vehicle be gency tow hooks. The tow hooks should be used for
transported on a flat-bed device. A Wheel-lift or EMERGENCY purposes only.
Sling-type device can be used provided all the wheels
are lifted off the ground using tow dollies. CAUTION: DO NOT use emergency tow hooks for
tow truck hook-up or highway towing.
WARNING: WHEN TOWING A DISABLED VEHICLE
AND THE DRIVE WHEELS ARE SECURED IN A
WHEEL LIFT OR TOW DOLLIES, ENSURE THE HOISTING RECOMMENDATIONS
TRANSMISSION IS IN THE PARK POSITION (AUTO-
FLOOR JACK
MATIC TRANSMISSION) OR A FORWARD DRIVE
When properly positioned, a floor jack can be used
GEAR (MANUAL TRANSMISSION).
to lift a ZJ vehicle (Fig. 3). Support the vehicle in the
raised position with jack stands at the front and rear
4WD TOWING-REAR END LIFTED ends of the frame rails.
(1) Raise the front of the vehicle off the ground
and install tow dollies under front wheels. CAUTION: Do not attempt to lift a vehicle with a
(2) Attach the J-hooks around the axle shaft tube floor jack positioned under:
outboard of the rear springs. • An axle tube.
(3) Position and center the sling under and for- • Aluminum differential.
ward of the rear bumper. • A body side sill.
(4) Attach safety chains (with pads) at each end of • A steering linkage component.
the rear bumper. • A drive shaft.
(5) Turn the ignition switch to the OFF position to • The engine or transmission oil pan.
unlock the steering wheel. • The fuel tank.
(6) Secure the steering wheel in straight ahead • A front suspension arm.
position with a clamp device designed for towing.
HOIST
4WD TOWING-FRONT END LIFTED
A vehicle can be lifted with:
To prevent damage to front fascia components, use
• A single-post, frame-contact hoist.
only a Wheel-Lift type towing device or Flat-Bed
• A twin-post, chassis hoist.
hauling equipment.
• A ramp-type, drive-on hoist.
If using the wheel-lift towing method, install tow
dollies under rear wheels.
ZJ LUBRICATION AND MAINTENANCE 0 - 11
NOTE: When a frame-contact type hoist is used,
verify that the lifting pads are positioned properly
(Fig. 3).
WARNING: THE HOISTING AND JACK LIFTING

POINTS PROVIDED ARE FOR A COMPLETE VEHI-
CLE. WHEN A CHASSIS OR DRIVETRAIN COMPO-
NENT IS REMOVED FROM A VEHICLE, THE
CENTER OF GRAVITY IS ALTERED MAKING SOME
HOISTING CONDITIONS UNSTABLE. PROPERLY
SUPPORT OR SECURE VEHICLE TO HOISTING
DEVICE WHEN THESE CONDITIONS EXIST.
Fig. 3 Correct Vehicle Lifting Locations

ZJ EXHAUST SYSTEM AND INTAKE MANIFOLD 11 - 1
EXHAUST SYSTEM AND INTAKE MANIFOLD

CONTENTS
page page
GENERAL INFORMATION INTAKE AND EXHAUST MANIFOLD—

CATALYTIC CONVERTER . . . . . . . . . . . . . . . . . . . 2 4.0L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . 5
EXHAUST SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 1 INTAKE MANIFOLD—5.2/5.9L ENGINE . . . . . . . 6
HEAT SHIELDS . . . . . . . . . . . . . . . . . . . . . . . . . . 2 MUFFLER AND TAILPIPE . . . . . . . . . . . . . . . . . . 5
DIAGNOSIS AND TESTING CLEANING AND INSPECTION
EXHAUST SYSTEM DIAGNOSIS . . . . . . . . . . . . . 3 EXHAUST MANIFOLD—5.2/5.9L ENGINE . . . . . 9
REMOVAL AND INSTALLATION INTAKE AND EXHAUST MANIFOLD—
CATALYTIC CONVERTER . . . . . . . . . . . . . . . . . . . 4 4.0L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . 9
EXHAUST MANIFOLD—5.2/5.9L ENGINE . . . . . 8 INTAKE MANIFOLD— 5.2/5.9L ENGINE . . . . . . . 9
EXHAUST PIPE . . . . . . . . . . . . . . . . . . . . . . . . . . 3 SPECIFICATIONS
TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
GENERAL INFORMATION
EXHAUST SYSTEM
The basic exhaust system consists of exhaust man-
ifold(s), exhaust pipe with oxygen sensor, catalytic
converter, heat shield(s), muffler and tailpipe (Fig. 1)
(Fig. 2).
The exhaust system uses a single muffler with a
single monolithic-type catalytic converter.
Fig. 2 Exhaust System—5.2L/5.9L

The 4.0L engines use a seal between the exhaust
manifold and exhaust pipe to assure a tight seal and
strain free connections.
The 5.2L/5.9L exhaust manifolds are equipped with
ball flange outlets to assure a tight seal and strain
free connections.
The exhaust system must be properly aligned to
prevent stress, leakage and body contact. If the sys-
tem contacts any body panel, it may amplify objec-
Fig. 1 Exhaust System—4.0L
tionable noises originating from the engine or body.
When inspecting an exhaust system, critically
inspect for cracked or loose joints, stripped screw or
11 - 2 EXHAUST SYSTEM AND INTAKE MANIFOLD ZJ
bolt threads, corrosion damage and worn, cracked or
broken hangers. Replace all components that are
badly corroded or damaged. DO NOT attempt to
repair.
When replacement is required, use original equip-
ment parts (or their equivalent). This will assure
proper alignment and provide acceptable exhaust
noise levels.
CAUTION: Avoid application of rust prevention

compounds or undercoating materials to exhaust
system floor pan heat shields. Light over spray
near the edges is permitted. Application of coating
will result in excessive floor pan temperatures and
objectionable fumes.
CATALYTIC CONVERTER
CAUTION: DO NOT remove spark plug wires from
plugs or by any other means short out cylinders.
Failure of the catalytic converter can occur due to a
temperature increase caused by unburned fuel Fig. 3 Front Floor Pan Heat Shield
passing through the converter.
The stainless steel catalytic converter body is

designed to last the life of the vehicle. Excessive heat
can result in bulging or other distortion, but exces-
sive heat will not be the fault of the converter. If
unburned fuel enters the converter, overheating may
occur. If a converter is heat-damaged, correct the
cause of the damage at the same time the converter
is replaced. Also, inspect all other components of the
exhaust system for heat damage.
Unleaded gasoline must be used to avoid con-
taminating the catalyst core.
HEAT SHIELDS
Heat shields are needed to protect both the vehicle
and the environment from the high temperatures
developed by the catalytic converter (Fig. 3) (Fig. 4).
The catalytic converter releases additional heat into
the exhaust system. Under severe operating condi-
tions, the temperature increases in the area of the
converter. Such conditions can exist when the engine
misfires or otherwise does not operate at peak effi-
ciency. Fig. 4 Rear Floor Pan Heat Shield
DIAGNOSIS AND TESTING

EXHAUST SYSTEM DIAGNOSIS
CONDITION POSSIBLE CAUSE CORRECTION
EXCESSIVE EXHAUST 1. Leaks at pipe joints. 1. Tighten clamps at leaking joints.
NOISE
2. Burned or blown out muffler. 2. Replace muffler assembly. Check
exhaust system.
3. Burned or rusted-out exhaust pipe. 3. Replace exhaust pipe.
4. Exhaust pipe leaking at manifold 4. Tighten connection attaching nuts.
flange.
5. Exhaust manifold cracked or broken. 5. Replace exhaust manifold.
6. Leak between exhaust manifold and 6. Tighten exhaust manifold to cylinder
cylinder head. head stud nuts or bolts.
7. Restriction in muffler or tailpipe. 7. Remove restriction, if possible. Replace
muffler or tailpipe, as necessary.
8. Exhaust system contacting body or 8. Re-align exhaust system to clear
chassis. surrounding components.
LEAKING EXHAUST 1. Leaks at pipe joints. 1. Tighten/replace clamps at leaking
GASES joints.
2. Damaged or improperly installed 2. Replace gaskets as necessary
gaskets.
REMOVAL AND INSTALLATION
EXHAUST PIPE
(b) While the metal is still cherry red, twist the
REMOVAL exhaust pipe back and forth to separate it from the
catalytic converter.
WARNING: IF TORCHES ARE USED WHEN WORK- (6) Disconnect the exhaust pipe hanger from the
ING ON THE EXHAUST SYSTEM, DO NOT ALLOW rear mount bracket insulator.
THE FLAME NEAR THE FUEL LINES. (7) Remove the exhaust pipe.
INSTALLATION
CAUTION: When servicing exhaust system compo- (1) Position the exhaust pipe onto the catalytic
nents, disconnect the oxygen sensor connector(s). converter.
Allowing the exhaust system to hang by the oxygen (2) Connect the exhaust pipe hanger to the rear
sensor harness will damage the sensor and/or wiring. mount bracket insulator.
(1) Raise and support the vehicle. (3) On 4.0L engines, install a new seal between
(2) Saturate the bolts and nuts with heat valve the exhaust pipe and the engine exhaust manifold
lubricant. Allow 5 minutes for penetration. (Fig. 5). Connect the exhaust pipe to the engine
(3) Remove the oxygen sensor from the exhaust exhaust manifold. Tighten the nuts to 31 N·m (23 ft.
pipe (Fig. 5) (Fig. 6). lbs.) torque.
(4) Disconnect the exhaust pipe from the engine (4) Position the exhaust clamp over the exhaust
exhaust manifold. On 4.0L engines, discard the pipe/catalytic converter connection (Fig. 5) (Fig. 6).
exhaust manifold seal (Fig. 5). Tighten the nuts to 48 N·m (35 ft. lbs.) torque.
(5) Remove the exhaust clamp from the exhaust (5) Coat the oxygen sensor with anti-seize com-
pipe and catalytic converter connection (Fig. 5) (Fig. pound. Install the sensor and tighten the nut to 30
6). Disconnect the exhaust pipe from the catalytic N·m (22 ft. lbs.) torque.
converter. If needed: (6) Lower the vehicle.
(a) Heat the exhaust pipe and catalytic con- (7) Start the engine and inspect for exhaust leaks
verter connection with an torch until the metal and exhaust system contact with the body panels.
becomes cherry red. Adjust the alignment, if needed.
(8) After initial start-up, check the exhaust mani-
fold to pipe nuts for proper torque.
REMOVAL AND INSTALLATION (Continued)
Fig. 5 Exhaust System—4.0L Engine

(3) Remove exhaust clamp from the catalytic con-
verter and exhaust pipe connection (Fig. 7).
(4) Remove exhaust clamp from the catalytic con-
verter and muffler connection (Fig. 7).
(5) Disconnect oxygen sensor wiring.
Fig. 6 Exhaust Pipe—5.2L/5.9L Engines

CATALYTIC CONVERTER
REMOVAL
WARNING: IF TORCHES ARE USED WHEN WORK- Fig. 7 Exhaust Pipe-to-Catalytic Converter-to-Muffler
ING ON THE EXHAUST SYSTEM, DO NOT ALLOW Connection
THE FLAME NEAR THE FUEL LINES.
(6) Heat the exhaust pipe, catalytic converter and
(1) Raise and support the vehicle. muffler connections with an torch until the metal
(2) Saturate the bolts and nuts with heat valve becomes cherry red.
lubricant. Allow 5 minutes for penetration.
(7) While the metal is still cherry red, twist the
catalytic converter back and forth to separate it from
the exhaust pipe and the muffler.
INSTALLATION
(1) Position the exhaust clamp over the exhaust
pipe/catalytic converter connection (Fig. 7). Tighten
the nuts to 61 N·m (45 ft. lbs.) torque.
(2) Install the muffler onto the catalytic converter
until the alignment tab is inserted into the align-
ment slot.
(3) Install the exhaust clamp at the muffler and
catalytic converter connection (Fig. 7). Tighten the
clamp nuts to 61 N·m (45 ft. lbs.) torque.
(4) Connect oxygen sensor wiring.
(5) Lower the vehicle. Fig. 8 Tailpipe Hanger
(6) Start the engine and inspect for exhaust leaks
and exhaust system contact with the body panels.
Adjust the alignment, if needed.
MUFFLER AND TAILPIPE INTAKE AND EXHAUST MANIFOLD—4.0L ENGINE
REMOVAL
REMOVAL
All original equipment exhaust systems are manu-
factured with the tailpipe welded to the muffler. Ser- NOTE: THE ENGINE INTAKE AND EXHAUST MANI-
vice replacement mufflers and tailpipes are either FOLD MUST BE REMOVED AND INSTALLED
clamped together or welded together. TOGETHER. THE MANIFOLDS USE A COMMON
GASKET AT THE CYLINDER HEAD.
WARNING: IF TORCHES ARE USED WHEN WORK-
ING ON THE EXHAUST SYSTEM, DO NOT ALLOW (1) Disconnect the battery negative cable.
THE FLAME NEAR THE FUEL LINES. (2) Remove air cleaner inlet hose from throttle
body assembly.
(1) Raise and support the vehicle. (3) Remove the air cleaner assembly.
(2) Saturate the bolts and nuts with heat valve (4) Remove the throttle cable, vehicle speed control
lubricant. Allow 5 minutes for penetration. cable (if equipped) and the transmission line pres-
(3) Remove the exhaust clamp from the catalytic sure cable.
converter and muffler connection (Fig. 7). (5) Disconnect the following electrical connections
(4) Heat the catalytic converter-to-muffler connection and secure their harness out of the way:
with an torch until the metal becomes cherry red. • Throttle Position Sensor
(5) While the metal is still cherry red, remove the • Idle Air Control Motor
tailpipe/muffler assembly from the catalytic con- • Coolant Temperature Sensor (at thermostat
verter. housing)
(6) Remove the tailpipe from the tailpipe hanger • Intake Air Temperature Sensor
(Fig. 8). • Oxygen Sensor
(7) Remove the tailpipe/muffler assembly. • Crank Position Sensor
• Six (6) Fuel Injector Connectors
INSTALLATION (6) Disconnect the Map Sensor, HVAC, and Brake
(1) If the tailpipe hanger assembly was removed, Booster vacuum supply hoses at the intake manifold.
install the hanger to the frame. Tighten the bolts to (7) Perform the fuel pressure release procedure.
22 N·m (192 in. lbs.) torque. (Refer to Group 14, Fuel Systems for correct procedure)
(2) Position the tailpipe and muffler onto the (8) Disconnect and remove the fuel system supply
tailpipe hanger (Fig. 8). line from the fuel rail assembly. (Refer to Group 14,
(3) Install the muffler onto the catalytic converter. Quick Connect Fittings for correct procedures)
Make sure that the tailpipe has sufficient clearance (9) Loosen the accessory drive belt (refer to Group
from the floor pan. Install exhaust clamp and tighten 7, Cooling System). Loosen the tensioner.
the nuts to 61 N·m (45 ft. lbs.) torque. (10) Remove the power steering pump and bracket
(4) Lower the vehicle. from the intake manifold and set aside.
(11) Raise the vehicle. replace if necessary. Refer to Group 14, Fuel
(12) Disconnect the exhaust pipe from the engine System for the correct procedure.
exhaust manifold. Discard the seal. (9) Connect all electrical connections on the intake
(13) Lower the vehicle. manifold.
(14) Remove the intake manifold and engine (10) Connect the vacuum hoses previously
exhaust manifold. removed.
(11) Install throttle cable, vehicle speed control
INSTALLATION cable (if equipped).
If the manifold is being replaced, ensure all the fit- (12) Install the transmission line pressure cable (if
ting, etc. are transferred to the replacement mani- equipped). Refer to Group 21, Transmission for the
fold. adjustment procedures.
(1) Install a new engine exhaust/intake manifold (13) Install air cleaner assembly.
gasket over the alignment dowels on the cylinder (14) Connect air inlet hose to the throttle body
head. assembly.
(2) Position the engine exhaust manifold to the (15) Raise the vehicle.
cylinder head. Install fastener Number 3 and finger (16) Using a new exhaust manifold seal, connect
tighten at this time (Fig. 9). the exhaust pipe to the engine exhaust manifold.
(3) Install intake manifold on the cylinder head Tighten the bolts to 31 N·m (23 ft. lbs.)
dowels. (17) Lower the vehicle.
(4) Install washer and fastener Numbers 1, 2, 4, 5, (18) Connect the battery negative cable.
8, 9, 10 and 11 (Fig. 9). (19) Start the engine and check for leaks.
(5) Install washer and fastener Numbers 6 and 7
(Fig. 9). INTAKE MANIFOLD—5.2/5.9L ENGINE
(6) Tighten the fasteners in sequence and to the
specified torque (Fig. 9). REMOVAL
• Fastener Numbers 1 through 5—Tighten to 33 The aluminum intake manifold is a single plane
N·m (24 ft. lbs.) torque. design with equal length runners. The manifold is
• Fastener Numbers 6 and 7—Tighten to 31 N·m sealed by flange side gaskets with front and rear
(23 ft. lbs.) torque. cross-over gaskets. The intake manifold has internal
• Fastener Numbers 8 through 11—Tighten to 33 EGR.
N·m (24 ft. lbs.) torque. (1) Disconnect the battery negative cable.
(2) Drain the cooling system (refer to Group 7,
Cooling System for the proper procedures).
(3) Remove the generator (refer to Group 8B Bat-
tery/Starting/Charging Systems).
(4) Remove the air cleaner.
(5) Remove the fuel supply line and fuel rail (refer
to Group 14, Fuel System).
(6) Disconnect the accelerator linkage and, if so
equipped, the speed control and transmission kick-
down cables.
(7) Remove the distributor cap and wires.
(8) Disconnect the coil wires.
(9) Disconnect the heat indicator sending unit
wire.
(10) Disconnect the heater hoses and bypass hose.
(11) Remove the closed crankcase ventilation and
Fig. 9 Engine Exhaust/Intake Manifold evaporation control systems.
(12) Remove the A/C compressor bolts and set the
(7) Install the power steering pump and bracket to compressor on the fan shroud.
the intake manifold. Tighten the belt to specification. (13) Remove the support bracket from the intake
(Refer to Group 7, Cooling System for the correct pro- manifold and the mounting bracket.
cedures) (14) Remove intake manifold bolts.
(8) Install the fuel system supply line to the fuel (15) Lift the intake manifold and throttle body out
rail assembly. Before connecting the fuel supply of the engine compartment as an assembly.
line to the fuel rail inspect the O-rings and (16) Remove and discard the flange side gaskets
and the front and rear cross-over gaskets.
(17) Remove the throttle body bolts and lift the (4) Apply Mopart Silicone Rubber Adhesive Seal-
throttle body off the intake manifold. Discard the ant, or equivalent, to the four corner joints. An exces-
throttle body gasket. sive amount of sealant is not required to ensure a
(18) Remove the plenum pan as follows: leak proof seal. However, an excessive amount of
(a) Turn the intake manifold upside down. Sup- sealant may reduce the effectiveness of the flange
port the manifold. gasket. The sealant should be slightly higher than
(b) Remove the bolts and lift the pan off the the cross-over gaskets, approximately 5 mm (0.2 in).
manifold. Discard the gasket. (5) Install the front and rear cross-over gaskets
onto the dowels (Fig. 11).
INSTALLATION
(1) Install the plenum pan, if removed, as follows:
(a) Turn the intake manifold upside down. Sup-
port the manifold.
(b) Place a new plenum pan gasket onto the seal
rail of the intake manifold. Position the pan over
the gasket. Align all the gasket and pan holes with
the intake manifold.
(c) Hand start all bolts.
(d) Tighten the bolts, in sequence (Fig. 10), as
follows:
Fig. 11 Cross-Over Gaskets and Locator Dowels

(6) Install the flange gaskets. Ensure that the ver-
tical port alignment tab is resting on the deck face of
the block. Also the horizontal alignment tabs must be
in position with the mating cylinder head gasket tabs
(Fig. 12). The words MANIFOLD SIDE should be vis-
ible on the center of each flange gasket.
(7) Carefully lower intake manifold into position
on the cylinder block and cylinder heads. Use the
alignment dowels in the cross-over gaskets to posi-
tion the intake manifold. After intake manifold is in
Fig. 10 Plenum Pan Bolt Tightening Sequence place, inspect to make sure seals are in place.
(8) The following torque sequence duplicates the
• Step 1—Tighten bolts to 2.7 N·m (24 in. lbs.) expected results of the automated assembly system
torque. (Fig. 13).
• Step 2—Tighten bolts to 5.4 N·m (48 in. lbs.) • Step 1—Tighten bolts 1 through 4, in sequence,
torque. to 8 N·m (72 in. lbs.) torque. Tighten in alternating
• Step 3—Tighten bolts to 9.5 N·m (84 in. lbs.) steps 1.4 N·m (12 in. lbs.) torque at a time.
torque. • Step 2—Tighten bolts 5 through 12, in sequence,
• Step 4—Check that all bolts are tighten to 9.5 to 8 N·m (72 in. lbs.) torque.
N·m (84 in. lbs.) torque. • Step 3—Check that all bolts are tighten to 8
(2) Using a new gasket, install the throttle body N·m (72 in. lbs.) torque.
onto the intake manifold. Tighten the bolts to 23 N·m • Step 4—Tighten all bolts, in sequence, to 16 N·m
(200 in. lbs.) torque. (12 ft. lbs.) torque.
(3) Place the 4 plastic locator dowels into the holes • Step 5—Check that all bolts are tighten to 16
in the block (Fig. 11). N·m (12 ft. lbs.) torque.
(16) Install the fuel lines and fuel rail (refer to
Group 14, Fuel System).
(17) Install the support bracket to the intake man-
ifold and the mounting bracket.
(18) Install the generator and drive belt. Tighten
generator mounting bolt to 41 N·m (30 ft. lbs.)
torque. Tighten the adjusting strap bolt to 23 N·m
(200 in. lbs.) torque. Refer to Group 7, Cooling Sys-
tem for the proper adjusting of belt tension.
(19) Install the A/C compressor on the mounting
bracket (refer to Group 24, Heating and Air Condi-
tioning).
(20) Install the air cleaner.
(21) Fill cooling system (refer to Group 7, Cooling
System for the proper procedure).
(22) Connect the battery negative cable.
EXHAUST MANIFOLD—5.2/5.9L ENGINE

REMOVAL
Exhaust manifolds are LOG type with balanced
flow.
(1) Disconnect the negative cable from the battery.
(2) Remove the exhaust manifold heat shields (Fig.
14).
Fig. 12 Intake Manifold Flange Gasket Alignment
Fig. 13 Intake Manifold Bolt Tightening Sequence Fig. 14 Exhaust Manifold

Heat Shields (Left Shield Shown)
(9) Install closed crankcase ventilation and evapo-
ration control systems. (3) Remove the EGR tube (refer to Group 25,
(10) Install the coil wires. Emission Control Systems).
(11) Connect the heat indicator sending unit wire. (4) Raise the vehicle.
(12) Connect the heater hoses and bypass hose. (5) Remove the bolts and nuts attaching the
(13) Install distributor cap and wires. exhaust pipe to the exhaust manifold.
(14) Hook up the return spring. (6) Lower the vehicle.
(15) Connect the accelerator linkage and, if so (7) Remove bolts, nuts and washers attaching
equipped, the speed control and transmission kick- manifold to cylinder head.
down cables. (8) Remove manifold from the cylinder head.
INSTALLATION Clean cylinder block front and rear gasket surfaces
using a suitable solvent.
CAUTION: If the studs came out with the nuts when The plenum pan rail must be clean and dry (free of
removing the exhaust manifold, install new studs. all foreign material).
(1) Position the exhaust manifolds on the two INSPECTION
studs located on the cylinder head. Install conical Inspect manifold for cracks.
washers and nuts on these studs (Fig. 15). Inspect mating surfaces of manifold for flatness
(2) Install new bolt and washer assemblies in the with a straightedge.
remaining holes (Fig. 15). Start at the center arm
and work outward. Tighten the bolts and nuts to 27 EXHAUST MANIFOLD—5.2/5.9L ENGINE
N·m (20 ft. lbs.) torque.
CLEANING
Clean mating surfaces on cylinder head and mani-
fold, wash with solvent and blow dry with com-
pressed air. Inspect manifold for cracks.
INSPECTION
Inspect mating surfaces of manifold for flatness
with a straight edge. Seal surfaces must be flat
within 0.1 mm (0.004 inch) overall.
SPECIFICATIONS
TORQUE
DESCRIPTION TORQUE
Fig. 15 Exhaust Manifold Catalytic Converter to Exhaust Pipe
(3) Raise the vehicle. Exhaust Clamp . . . . . . . . . . . . .48 N·m (35 ft. lbs.)
(4) Assemble the exhaust pipe to the exhaust man- Exhaust Pipe to Manifold
ifold and secure with bolts, nuts and washers. Nuts . . . . . . . . . . . . . . . . . . . . .31 N·m (23 ft. lbs.)
Tighten these nuts to 31 N·m (23 ft. lbs.) torque. Exhaust Manifold Heat Shield–(5.2L/5.9L)
(5) Lower the vehicle. Nuts . . . . . . . . . . . . . . . . . . . . .27 N·m (20 ft. lbs.)
(6) Install the EGR tube (refer to Group 25, Emis- Exhaust Manifold–(5.2L/5.9L)
sion Control Systems). Nuts/Bolts . . . . . . . . . . . . . . . . .27 N·m (20 ft. lbs.)
Floor Pan Heat Shield
CAUTION: The exhaust manifold heat shields MUST
Bolts/Nuts. . . . . . . . . . . . . . . . . .5 N·m (45 in. lbs.)
be installed to protect the underhood components.
Generator Mounting
(7) Install the exhaust manifold heat shields. Bolts . . . . . . . . . . . . . . . . . . . . .41 N·m (30 ft. lbs.)
Tighten the nuts to 27 N·m (20 ft. lbs.) torque. Intake/Exhaust Manifold—(4.0L)
(8) Connect the negative cable to the battery. Intake/Exhaust Manifold
Nuts/Bolts #1,2,4,5,8–11. . . . . . .33 N·m (24 ft.lbs.)
Exhaust Manifold Bolt #3 . . . . . . .33 N·m (24 ft. lbs.)
CLEANING AND INSPECTION Exhaust Manifold Nuts #6&7 . . . .31 N·m (23 ft. lbs.)
Intake Manifold–(5.2L/5.9L)
INTAKE AND EXHAUST MANIFOLD—4.0L ENGINE Bolts . . . . . . . . .Refer to Procedure in This Section
Clean the mating surfaces of the cylinder head and Muffler to Catalytic Converter
the manifold if the original manifold is to be Exhaust Clamp . . . . . . . . . . . . .48 N·m (35 ft. lbs.)
installed. Oxygen Sensor
Sensor . . . . . . . . . . . . . . . . . . . .30 N·m (22 ft. lbs.)
INTAKE MANIFOLD— 5.2/5.9L ENGINE
Plenum Pan–(5.2L/5.9L)
CLEANING Bolts . . . . . . . .Refer to Procedure in This Section
Clean manifold in solvent and blow dry with com- Rear Tailpipe Hanger
pressed air. Bolts . . . . . . . . . . . . . . . . . . . .22 N·m (192 in. lbs.)
ZG EXHAUST SYSTEM AND INTAKE MANIFOLD 11 - 1
EXHAUST SYSTEM AND INTAKE MANIFOLD

CONTENTS
page page
GENERAL INFORMATION EXHAUST PIPE . . . . . . . . . . . . . . . . . . . . . . . . 2

EXHAUST HEAT SHIELDS . . . . . . . . . . . . . . . . 1 INTAKE MANIFOLD . . . . . . . . . . . . . . . . . . . . . 3
EXHAUST SYSTEM . . . . . . . . . . . . . . . . . . . . . 1 MUFFLER AND EXHAUST TAILPIPE . . . . . . . . 2
REMOVAL AND INSTALLATION SPECIFICATIONS
ENGINE EXHAUST MANIFOLD AND TORQUE SPECIFICATIONS . . . . . . . . . . . . . . . . 3
TURBOCHARGER . . . . . . . . . . . . . . . . . . . . . 3
GENERAL INFORMATION EXHAUST HEAT SHIELDS

Exhaust heat shields are needed to protect both
EXHAUST SYSTEM the vehicle and the environment from the high tem-
The basic exhaust system consists of an engine peratures (Fig. 1).
exhaust manifold, exhaust pipe, exhaust heat DO NOT allow the engine to operate at fast idle for
shield(s), muffler and exhaust tailpipe extended periods (over 5 minutes). This condition
The exhaust system uses a single muffler. may result in excessive temperatures in the exhaust
The exhaust system must be properly aligned to system and on the floor pan.
prevent stress, leakage and body contact. If the sys-
tem contacts any body panel, it may amplify objec-
tionable noises originating from the engine or body.
When inspecting an exhaust system, critically
inspect for cracked or loose joints, stripped screw or
bolt threads, corrosion damage and worn, cracked or
broken hangers. Replace all components that are
badly corroded or damaged. DO NOT attempt to
repair.
When replacement is required, use original equip-
ment parts (or equivalent). This will assure proper
alignment and provide acceptable exhaust noise lev-
els.
CAUTION: Avoid application of rust prevention

compounds or undercoating materials to exhaust
system floor pan exhaust heat shields. Light over-
Fig. 1 Heat Shields
spray near the edges is permitted. Application of
coating will result in excessive floor pan tempera-
tures and objectionable fumes.
11 - 2 EXHAUST SYSTEM AND INTAKE MANIFOLD ZG
REMOVAL AND INSTALLATION INSTALLATION

(1) Assemble exhaust pipe to muffler, loosely to
EXHAUST PIPE permit proper alignment of all parts.
(2) Connect the exhaust pipe to the turbo down
WARNING: IF TORCHES ARE USED WHEN WORK- pipe manifold. Tighten the bolts to 22.5 N·m torque.
ING ON THE EXHAUST SYSTEM, DO NOT ALLOW (3) Use a new clamp and tighten the nuts to 43
THE FLAME NEAR THE FUEL LINES. N·m torque.
(4) Lower the vehicle.
REMOVAL and exhaust system contact with the body panels.
(1) Raise and support the vehicle. Adjust the alignment, if needed.
(2) Saturate the bolts and nuts at turbo down pipe
to exhaust pipe with heat valve lubricant. Allow 5 MUFFLER AND EXHAUST TAILPIPE
minutes for penetration. All original equipment exhaust systems are manu-
(3) Disconnect bolts from exhaust pipe to turbo factured with the exhaust tailpipe welded to the muf-
down pipe (Fig. 2). fler. Service replacement mufflers and exhaust
tailpipes are either clamped together or welded
together.
WARNING: IF TORCHES ARE USED WHEN WORK-

ING ON THE EXHAUST SYSTEM, DO NOT ALLOW
THE FLAME NEAR THE FUEL LINES.
REMOVAL
(1) Raise and support the vehicle.
(2) Remove the front muffler clamp from the
exhaust pipe and muffler connection.
(3) Remove the rear exhaust tailpipe hanger clamp
and remove the exhaust tailpipe from the front
exhaust tailpipe hanger.
(4) Remove the exhaust tailpipe assembly from the
Fig. 2 Exhaust Down Pipe to Front Exhaust Pipe muffler.
(4) Remove the clamp nuts at muffler (Fig. 3). To INSTALLATION

remove the exhaust pipe from the muffler, apply heat (1) Install the muffler onto the exhaust pipe.
until the metal becomes cherry red. Disconnect the Install the clamp and tighten the nuts finger tight.
exhaust pipe from the muffler. Remove the exhaust (2) Install the exhaust tailpipe into the rear of the
pipe. muffler.
(3) Install the exhaust tailpipe/muffler assembly
on the rear exhaust tailpipe hanger. Make sure that
the exhaust tailpipe has sufficient clearance from the
floor pan.
(4) Install the remaining clamps and the front
exhaust tailpipe hanger.
(5) Tighten the nuts on the muffler-to-exhaust pipe
clamp to 43 N·m torque.
(6) Tighten the nuts on the muffler-to-exhaust pipe
clamp to 43 N·m torque.
Fig. 3 Front Pipe to Muffler

ZG EXHAUST SYSTEM AND INTAKE MANIFOLD 11 - 3
ENGINE EXHAUST MANIFOLD AND (2) Remove water manifold.
TURBOCHARGER (3) Remove intake manifold.
REMOVAL CLEANING
(1) Disconnect the battery negative cable. Clean the intake manifold and cylinder head mat-
(2) Remove air cleaner hoses from turbocharger. ing surfaces. DO NOT allow foreign material to
(3) Remove air cleaner assembly. enter either the intake manifold or the ports in
(4) Remove charge air cooler hoses from turbo- the cylinder head.
charger and intake manifold.
INSTALLATION
(5) Remove all components attached to the intake
(1) Install the new intake manifold gasket.
manifold.
(2) Position the intake manifold in place and fin-
(6) Remove the EGR tube and EGR valve.
ger tighten the mounting nuts.
(7) Remove exhaust manifold heat shield.
(3) Tighten the fasteners in sequence and to the
(8) Remove turbocharger oil feed line.
specified torque 30 N·m.
(9) Remove exhaust down pipe from turbo.
(4) Position the water manifold in place and finger
(10) Raise the vehicle.
tighten the mounting nuts.
(11) Remove oil drain tube from turbocharger.
(5) Tighten the fasteners to the specified torque 12
N·m.
(13) Remove turbocharger and exhaust manifold as
(6) Install exhaust manifold and turbocharger
an assembly.
assembly.
CLEANING (7) Install charge air cooler hose to intake mani-
Clean the exhaust manifold and cylinder head mat- fold.
ing surfaces. (8) Connect the battery negative cable.
(9) Start engine and check for leaks.
INSTALLATION
(1) Install turbocharger to exhaust manifold
SPECIFICATIONS
tighten nuts to 27 N·m.
(2) Install assembly to engine, tighten nuts to 30
TORQUE SPECIFICATIONS
N·m.
(3) Install oil feed line to turbocharger, tighten nut
Description Torque
to 26 N·m.
EGR
(4) Install exhaust down pipe to turbocharger,
Attaching Nuts . . . . . . . . . . . . . . . . . . . . . . 19 N·m
tighten bolts to 27 N·m.
(5) Install exhaust heat shield, tighten bolts to 11 EGR
N·m. Tube Nut . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 N·m
(6) Loose install EGR tube and EGR valve to EGR
intake manifold. Tube Flange Bolts . . . . . . . . . . . . . . . . . . . . 26 N·m
(7) Install EGR valve, tighten bolts to 26 N·m. Exhaust Manifold
(8) Tighten EGR tube nut to 26 N·m. Nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 N·m
(9) Tighten EGR tube flange bolts to 26 N·m. Exhaust Manifold
(10) Connect all components to intake manifold. Heat Shield Nuts . . . . . . . . . . . . . . . . . . . . . 11 N·m
(11) Connect charge air cooler hoses to turbo- Exhaust Pipe
charger and intake manifold. Support Clamp Bolts . . . . . . . . . . . . . . . . . 22.5 N·m
(12) Install air cleaner assembly. Exhaust Pipe
(13) Connect air cleaner hose to turbocharger. Support Clamp Screw . . . . . . . . . . . . . . . . 22.5 N·m
(14) Raise the vehicle. Intake Manifold
(15) Install turbocharger drain line. Nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 N·m
(16) Lower the vehicle. Muffler-to-Exhaust Pipe
(17) Connect the battery negative cable. Clamp Nuts . . . . . . . . . . . . . . . . . . . . . . . . . 43 N·m
(18) Start the engine and check for leaks. Tail Pipe Clamp
Hanger bolt . . . . . . . . . . . . . . . . . . . . . . . . 22.5 N·m
INTAKE MANIFOLD Turbocharger-to-Exhaust manifold
Nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 N·m
REMOVAL
Turbocharger
(1) Remove exhaust manifold and turbocharger
assembly. Oil Feed Line . . . . . . . . . . . . . . . . . . . . . . 27.4 N·m
11 - 4 EXHAUST SYSTEM AND INTAKE MANIFOLD ZG
SPECIFICATIONS (Continued)
Description Torque
Turbocharger Down Pipe-to-Exhaust Pipe
Bolts/Nuts . . . . . . . . . . . . . . . . . . . . . . . . . 22.5 N·m
Turbocharger Down Pipe-to-Turbocharger
Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 N·m
ZJ FRAME AND BUMPERS 13 - 1
FRAME AND BUMPERS

CONTENTS
page page
BUMPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 FRAME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
BUMPERS
INDEX
page page
REMOVAL AND INSTALLATION REAR BUMPER FASCIA . . . . . . . . . . . . . . . . . . . 2

FRONT BUMPER/FASCIA . . . . . . . . . . . . . . . . . . 1 REAR BUMPER . . . . . . . . . . . . . . . . . . . . . . . . . . 3

FRONT BUMPER/FASCIA
REMOVAL
The Grand Cherokee front bumper is actually a
bumper fascia incorporated with a lower welded
crossmember. The lower crossmember is a fixed
welded structure. To replace the crossmember a
frame machine should be used to correctly align the
crossmember to the unibody.
(1) Remove grille screws at grille opening rein-
forcement (GOR) (Fig. 1).
(2) If equipped, remove brush guard.
(3) Unsnap lower clips at grille. Remove grille
from (GOR).
(4) Remove turn signals, side markers and head- Fig. 1 Grille Removal
lamps. Refer to Group 8L, Lamps for service informa-
tion.
(5) Remove the retainers at the front fascia (Fig.
2).
(6) Remove the plastic rivets at each front wheel
well (Fig. 3).
(7) Slide the fascia off of the retainer pegs at the
side of the fender attach brackets. Using a small
screwdriver, pull up on locating tangs under turn sig-
nal mounting location.
(8) Remove the fascia from the vehicle.
Fig. 2 Lower Fascia Removal

13 - 2 FRAME AND BUMPERS ZJ
Fig. 3 Wheel Well Retainers Fig. 4 Bumper Support Bracket

INSTALLATION (4) Remove the push-in retainers located at the
(1) Reverse removal procedure. rear wheel well on each side.
(5) Remove the fascia from the bumper.
REAR BUMPER FASCIA
INSTALLATION
REMOVAL (1) Reverse the removal procedure.
(1) Raise and support the rear of the vehicle.
(2) Remove the upper scuff pad from fascia.
(3) Remove the lower retainers from fascia (Fig. 5).
Fig. 5 Rear Bumper

REAR BUMPER (10) Remove the lower retainers from the bumper
fascia.
REMOVAL (11) Remove the bumper fascia from the bumper
(1) Remove trailer hitch, if equipped.
(2) Raise and support the rear of the vehicle. INSTALLATION
(3) Support the bumper. (1) Install brackets onto bumper beam.
(4) Remove push-in retainers at each side rear (2) Install beam/brackets onto vehicle rails finger-
wheel well. tight.
(5) Remove the studs that attach the bumper sup- (3) Install fascia onto bumper assembly.
port brackets to the rear rails (Fig. 4). (4) Check gaps and fit. Adjust as necessary.
(6) Slide the bumper beam/fascia off of the Tighten bolts to 56 N·m (41 ft-lbs) torque.
retainer pegs on the side of the lower quarter panel. (5) Install scuff pad.
(7) Remove the beam/fascia from the vehicle. (6) If removed, install the trailer hitch.
(8) Remove the bumper support brackets from the
bumper (Fig. 5).
(9) Remove the upper scuff pad from the bumper
fascia by squeezing fasteners and pushing through
slots.
FRAME
INDEX
page page
GENERAL INFORMATION REAR TOW HOOK . . . . . . . . . . . . . . . . . . . . . . . . 6

GENERAL INFORMATION . . . ............... 4 TRAILER HITCH . . . . . . . . . . . . . . . . . . . . . . . . . . 6
REMOVAL AND INSTALLATION TRANSFER CASE SKID PLATE . . . . . . . . . . . . . . 5
FRONT SKID PLATE . . . . . . . ............... 5 SPECIFICATIONS
FRONT TOW HOOK . . . . . . . . ............... 4 TORQUE SPECIFICATIONS . . . . . . . . . . . . . . . . 12
FUEL TANK SKID PLATE . . . . ............... 5 VEHICLE DIMENSIONS . . . . . . . . . . . . . . . . . . . . 6
GENERAL INFORMATION
GENERAL INFORMATION
Jeep Grand Cherokee vehicles do not have a con-
ventional frame. They are constructed as a unitized
body and frame. Jeep unibodies are constructed from
special high-strength steel and coated metals. This
process reduces weight and provides strength to
withstand the forces applied against structural mem-
bers. The structural members provide a unibody that
has great structural strength.

FRONT TOW HOOK
REMOVAL
(1) Remove grille and fascia.
(2) Remove the nuts and bolts that attach the tow
hooks to the lower crossmember (Fig. 1).
(3) Remove the tow hooks from the lower cross-
member.
INSTALLATION
(1) Attach tow hook to bracket. Tighten nuts to 95
(2) Position tow eye bracket at crossmember.
Insert bolts thru the bracket and into the reinforce-
Fig. 1 Front Tow Hook
ment.
(3) Position the tows hooks at the lower crossmem-
ber.
(4) Install stud plate from top of crossember, thru
the crossmember and bracket. Tighten all nuts to 67
(5) Install fascia and grille.
FRONT SKID PLATE INSTALLATION
(1) Install nutserts, if removed.
REMOVAL (2) Position and support skid plate at the frame
(1) Position a support under skid plate. sill and transmission support crossmember.
(2) Remove the bolts that attach skid plate to (3) Attach skid plate to frame sill and crossmem-
frame (Fig. 2). ber with the bolts. Tighten bolts to 27 N·m (20 ft. lbs)
(3) Lower the skid plate. torque.
FUEL TANK SKID PLATE

REMOVAL
(1) Remove trailer hitch.
(2) Position a support under the fuel tank skid
plate.
(3) Remove nuts attaching skid plate to frame
rails (Fig. 4).
(4) Lower skid plate and remove support.
Fig. 2 Front Skid Plate

INSTALLATION
(1) Position the skid plate on a support.
(2) Raise it into position
(3) Install the bolts. Tighten the bolts to 54 N·m
(40 ft. lbs.) torque.
TRANSFER CASE SKID PLATE

REMOVAL
(1) Support skid plate.
(2) Remove bolts that attach skid plate to trans-
mission support crossmember and frame sill (Fig. 3).
(3) Remove support and skid plate from vehicle.
Fig. 4 Fuel Tank Skid Plate

INSTALLATION
(1) Position skid plate on a support and raise into
position.
(2) Install nuts attaching skid plate to frame rails.
Tighten nuts to 74 N·m (55 ft. lbs.) torque.
(3) Remove support.
(4) Install trailer hitch.
Fig. 3 Transfer Case Skid

REAR TOW HOOK NOTE: Reinforcement brackets are retained on
frame sills with 4 studs.
REMOVAL
(1) Remove the nuts and bolts that attach the tow (4) Remove bolts from plate bracket and vehicle
hook to the lower crossmember (Fig. 5). rear crossmember. Lower support and hitch.
(2) Remove the tow hook from the lower cross-
member.
Fig. 6 Trailer Hitch

INSTALLATION
(1) Place hitch on a lifting device. Raise, position
hitch at proper location and support it.
(2) Loosely install nuts that attach towing tube to
vehicle frame sills.
(3) Position plate bracket and install attaching
bolts through vehicle rear crossmember.
Fig. 5 Rear Tow Hook (4) Tighten all attaching bolts/nuts.
INSTALLATION (5) Remove support and, if removed, attach trailer
(1) Attach tow hook to bracket. Tighten nut to 95 wire harness connector to hitch.
(2) Position reinforcement plate on top of body lip.
SPECIFICATIONS
(3) Install the bolts and nuts that attach tow hook.
Tighten nut to 95 N·m (70 ft. lbs.) torque.
VEHICLE DIMENSIONS
Frame dimensions are listed in metric scale. All
TRAILER HITCH
dimensions are from center to center of Principal
REMOVAL Locating Point (PLP), or from center to center of PLP
(1) If necessary, remove trailer tow wire harness and fastener location (Fig. 7), (Fig. 8), (Fig. 9), (Fig.
connector from hitch. 10) and (Fig. 11)
(2) Support hitch.
(3) Remove nuts that attach the towing tube to
frame sills (Fig. 6).
Fig. 7 Vehicle Dimensions—Front/Side View

Fig. 8 Vehicle Dimensions—Side View

Fig. 9 Vehicle Dimensions—Rear View And Engine Compartment

Fig. 10 Frame Dimensions—Side View

Fig. 11 Frame Dimensions—Bottom View

TORQUE SPECIFICATIONS
DESCRIPTION TORQUE
Front Tow Hook Nut . . . . . . . . . .100 N·m (74 ft. lbs.)
Front Skid Plate Bolt . . . . . . . . . .54 N·m (40 ft. lbs.)
Fuel Tank Skid Plate Nuts . . . . . .74 N·m (55 ft. lbs.)
Fuel Tank Skid Plate Mtg Studs . . .108 N·m (80 ft. lbs.)
Rear Bumper Bolt. . . . . . . . . . . . .56 N·m (41 ft. lbs.)
Rear Tow Hook Nut . . . . . . . . . .100 N·m (74 ft. lbs.)
Trailer Hitch Nuts/Bolts . . . . . . . .74 N·m (55 ft. lbs.)
Transfer Case Skid Plate Bolts . . .27 N·m (20 ft. lbs.)
ZJ FUEL SYSTEM 14 - 1
FUEL SYSTEM
CONTENTS
page page
FUEL DELIVERY SYSTEM . . . . . . . . . . . . . . . . . . . 3 GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . 1

FUEL INJECTION SYSTEM . . . . . . . . . . . . . . . . . 25
GENERAL INFORMATION
INDEX
page page
GENERAL INFORMATION GASOLINE/OXYGENATE BLENDS . . . . . . . . . . . . 1

FUEL REQUIREMENTS . . . . . . . . . . . . . . . . . . . . 1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 1
GENERAL INFORMATION Poor quality gasoline can cause problems such as

hard starting, stalling, and stumble. If you experi-
INTRODUCTION ence these problems, try another brand of gasoline
Throughout this group, references may be made to before considering service for the vehicle.
a particular vehicle by letter or number designation.
A chart showing the breakdown of these designations GASOLINE/OXYGENATE BLENDS
is included in the Introduction Section at the front of Some fuel suppliers blend unleaded gasoline with
this service manual. materials that contain oxygen such as alcohol, MTBE
The Evaporation Control System, is also considered (Methyl Tertiary Butyl Ether) and ETBE (Ethyl Ter-
part of the fuel system. The system reduces the emis- tiary Butyl Ether). Oxygenates are required in some
sion of fuel vapor into the atmosphere. areas of the country during winter months to reduce
The description and function of the Evaporation carbon monoxide emissions. The type and amount of
Control System is found in Group 25 of this manual. oxygenate used in the blend is important.
The following are generally used in gasoline
FUEL REQUIREMENTS blends:
Your vehicle was designed to meet all emission reg- Ethanol - (Ethyl or Grain Alcohol) properly
ulations and provide excellent fuel economy when blended, is used as a mixture of 10 percent ethanol
using high quality unleaded gasoline. and 90 percent gasoline. Gasoline blended with etha-
Use unleaded gasolines having a minimum posted nol may be used in your vehicle.
octane of 87. MTBE/ETBE - Gasoline and MTBE (Methyl Ter-
If your vehicle develops occasional light spark tiary Butyl Ether) blends are a mixture of unleaded
knock (ping) at low engine speeds this is not harm- gasoline and up to 15 percent MTBE. Gasoline and
ful. However; continued heavy knock at high speeds ETBE (Ethyl Tertiary Butyl Ether) are blends of gas-
can cause damage and should be reported to your oline and up to 17 percent ETBE. Gasoline blended
dealer immediately. Engine damage as a result of with MTBE or ETBE may be used in your vehicle.
heavy knock operation may not be covered by the Methanol - Methanol (Methyl or Wood Alcohol) is
new vehicle warranty. used in a variety of concentrations blended with
In addition to using unleaded gasoline with the unleaded gasoline. You may encounter fuels contain-
proper octane rating, those that contain detergents, ing 3 percent or more methanol along with other
corrosion and stability additives are recommended. alcohols called cosolvents.
Using gasolines that have these additives will help DO NOT USE GASOLINES CONTAINING
improve fuel economy, reduce emissions, and main- METHANOL.
tain vehicle performance.
14 - 2 FUEL SYSTEM ZJ
Use of methanol/gasoline blends may result in Chrysler Corporation strongly supports the use of
starting and driveability problems and damage criti- reformulated gasolines whenever available. Although
cal fuel system components. your vehicle was designed to provide optimum perfor-
Problems that are the result of using methanol/ mance and lowest emissions operating on high qual-
gasoline blends are not the responsibility of Chrysler ity unleaded gasoline, it will perform equally well
Corporation and may not be covered by the vehicle and produce even lower emissions when operating on
warranty. reformulated gasoline.
Reformulated Gasoline Materials Added to Fuel
Many areas of the country are requiring the use of Indiscriminate use of fuel system cleaning agents
cleaner-burning fuel referred to as Reformulated should be avoided. Many of these materials intended
Gasoline. Reformulated gasolines are specially for gum and varnish removal may contain active sol-
blended to reduce vehicle emissions and improve air vents of similar ingredients that can be harmful to
quality. fuel system gasket and diaphragm materials.
FUEL DELIVERY SYSTEM
INDEX
page page
DESCRIPTION AND OPERATION SERVICE PROCEDURES

FUEL DELIVERY SYSTEM . . . . . . . . . . . . . . . . . . 3 FUEL SYSTEM PRESSURE RELEASE
FUEL FILTER/FUEL PRESSURE REGULATOR . . . 4 PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . 10
FUEL GAUGE SENDING UNIT . . . . . . . . . . . . . . . 4 FUEL TUBES/LINES/HOSES AND CLAMPS . . . . 11
FUEL INJECTORS . . . . . . . . . . . . . . . . . . . . . . . . 5 QUICK-CONNECT FITTINGS . . . . . . . . . . . . . . . 11
FUEL PUMP MODULE . . . . . . . . . . . . . . . . . . . . . 4 REMOVAL AND INSTALLATION
FUEL PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 ACCELERATOR PEDAL . . . . . . . . . . . . . . . . . . . 22
FUEL RAIL—4.0L ENGINE . . . . . . . . . . . . . . . . . . 6 FUEL FILTER/FUEL PRESSURE REGULATOR . . 14
FUEL RAIL—5.2L/5.9L ENGINES . . . . . . . . . . . . . 6 FUEL GAUGE SENDING UNIT . . . . . . . . . . . . . . 16
FUEL TANK FILLER TUBE CAP . . . . . . . . . . . . . . 6 FUEL INJECTOR RAIL—4.0L ENGINE . . . . . . . . 19
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 FUEL INJECTOR RAIL—5.2L/5.9L ENGINES . . . 17
QUICK-CONNECT FITTINGS . . . . . . . . . . . . . . . . 6 FUEL INJECTOR(S) . . . . . . . . . . . . . . . . . . . . . . 19
ROLLOVER VALVE(S) . . . . . . . . . . . . . . . . . . . . . 5 FUEL PUMP INLET FILTER . . . . . . . . . . . . . . . . 16
DIAGNOSIS AND TESTING FUEL PUMP MODULE . . . . . . . . . . . . . . . . . . . . 15
FUEL GAUGE SENDING UNIT . . . . . . . . . . . . . . 10 FUEL TANK FILLER TUBE CAP . . . . . . . . . . . . . 22
FUEL INJECTOR TEST . . . . . . . . . . . . . . . . . . . 10 FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
FUEL PRESSURE LEAK DOWN TEST . . . . . . . . . 8 THROTTLE CABLE . . . . . . . . . . . . . . . . . . . . . . 22
FUEL PUMP AMPERAGE TEST . . . . . . . . . . . . . . 9 SPECIFICATIONS
FUEL PUMP CAPACITY TEST . . . . . . . . . . . . . . . 7 FUEL SYSTEM PRESSURE . . . . . . . . . . . . . . . . 24
FUEL PUMP PRESSURE TEST—ALL ENGINES FUEL TANK CAPACITY . . . . . . . . . . . . . . . . . . . 24
WITH PRESSURE TEST PORT . . . . . . . . . . . . . 7 TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . . . 24
VECI LABEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
DESCRIPTION AND OPERATION Emission Control System for rollover valve informa-
tion).
FUEL DELIVERY SYSTEM A fuel filler/vent tube assembly using a pressure/
The fuel delivery system consists of: vacuum fuel filler cap is used. The fuel filler tube
• the fuel pump module containing the electric contains a spring-loaded flap (door) located below the
fuel pump, fuel filter/fuel pressure regulator, fuel fuel fill cap. The flap is used as a secondary way of
gauge sending unit (fuel level sensor) and a separate sealing the fuel tank if the fuel fill cap has not been
fuel filter located at bottom of pump module properly tightened. The flap is used as part of the
• fuel tubes/lines/hoses EVAP monitor system when the vehicle is equipped
• quick-connect fittings with a Leak Detection Pump (LDP). The flap will be
• fuel injector rail installed to all fuel filler tubes (equipped/not
• fuel injectors equipped with LDP and EVAP monitor system).
• fuel tank Also to be considered part of the fuel system is the
• fuel tank filler/vent tube assembly evaporation control system. This is designed to
• fuel tank filler tube cap reduce the emission of fuel vapors into the atmo-
• accelerator pedal sphere. The description and function of the Evapora-
• throttle cable tive Control System is found in Group 25, Emission
Fuel is returned through the fuel pump module Control Systems.
and back into the fuel tank through the fuel filter/ Both fuel filters (at bottom of fuel pump module
fuel pressure regulator. A separate fuel return line and within fuel pressure regulator) are designed for
from the engine to the tank is not used. extended service. They do not require normal sched-
The fuel tank assembly consists of: the fuel tank, uled maintenance. Filters should only be replaced if
fuel pump module assembly, fuel pump module lock- a diagnostic procedure indicates to do so.
nut/gasket, and rollover valve (refer to Group 25,
DESCRIPTION AND OPERATION (Continued)
FUEL PUMP MODULE fuel pump module. Fuel is drawn in through a filter
The fuel pump module is installed in the top of the at the bottom of the module and pushed through the
fuel tank (Fig. 1) or (Fig. 2). The fuel pump module electric motor gearset to the pump outlet.
contains the following components: Check Valve Operation: The pump outlet con-
• A combination fuel filter/fuel pressure regulator tains a one-way check valve to prevent fuel flow back
• A separate fuel pick-up filter (strainer) into the tank and to maintain fuel supply line pres-
• An electric fuel pump sure (engine warm) when pump is not operational. It
• A threaded locknut to retain module to tank is also used to keep the fuel supply line full of gaso-
• A gasket between tank flange and module line when pump is not operational. After the vehicle
• Fuel gauge sending unit (fuel level sensor) has cooled down, fuel pressure may drop to 0 psi
• Fuel supply tube (line) connection (cold fluid contracts), but liquid gasoline will remain
The fuel gauge sending unit, pick-up filter and fuel in fuel supply line between the check valve and fuel
filter/fuel pressure regulator may be serviced sepa- injectors. Fuel pressure that has dropped to 0
rately. If the electrical fuel pump requires service, psi on a cooled down vehicle (engine off) is a
the entire fuel pump module must be replaced. normal condition. Refer to the Fuel Pressure Leak
Down Test in this group for more information.
Voltage to operate the electric pump is supplied
through the fuel pump relay.
FUEL GAUGE SENDING UNIT

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). The resistor track is used to
send electrical signals to the Powertrain Control
Module (PCM) for fuel gauge operation and for OBD
II emission requirements.
For fuel gauge operation: As fuel level
increases, the float and arm move up. This decreases
the sending unit resistance, causing the fuel gauge to
read full. As fuel level decreases, the float and arm
move down. This increases the sending unit resis-
tance causing the fuel gauge to read empty.
After this fuel level signal is sent to the PCM, the
PCM will transmit the data across the CCD bus cir-
Fig. 1 Fuel Tank/Fuel Pump Module (Top View)
cuits to the instrument panel. Here it is translated
into the appropriate fuel gauge level reading.
For OBD II emission monitor requirements: A
voltage signal is sent from the resistor track on the
sending unit to the PCM to indicate fuel level. The
purpose of this feature is to prevent the OBD II sys-
tem from recording/setting false misfire and fuel sys-
tem monitor trouble codes. 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 activated if the fuel level in the
tank is more than approximately 85 percent of its
rated capacity.
FUEL FILTER/FUEL PRESSURE REGULATOR

A combination fuel filter and fuel pressure regula-
Fig. 2 Fuel Pump Module Components tor is used on all engines. It is located on the top of
fuel pump module (Fig. 1). A separate frame mounted
FUEL PUMP
fuel filter is not used with any engine.
The fuel pump used in this system has a perma-
nent magnet electric motor. The pump is part of the
Fuel Pressure Regulator Operation: The pres- An evaporation control system is connected to the
sure regulator is a mechanical device that is not con- rollover valve(s) to reduce emissions of fuel vapors
trolled by engine vacuum or the Powertrain Control into the atmosphere. When fuel evaporates from the
Module (PCM). fuel tank, vapors pass through vent hoses or tubes to
The regulator is calibrated to maintain fuel system a charcoal canister where they are temporarily held.
operating pressure of approximately 339 kPa 6 34 When the engine is running, the vapors are drawn
kPa (49.2 psi 6 5 psi) at the fuel injectors. It con- into the intake manifold. Certain models are also
tains a diaphragm, calibrated springs and a fuel equipped with a self-diagnosing system using a Leak
return valve. The internal fuel filter is also part of Detection Pump (LDP). Refer to Group 25, Emission
the assembly. Control System for additional information.
Fuel is supplied to the filter/regulator by the elec-
tric fuel pump through an opening tube at the bot- ROLLOVER VALVE(S)
tom of filter/regulator (Fig. 3). Refer to Group 25, Emission Control System for
information.
FUEL INJECTORS
The fuel injectors (Fig. 4) are electrical solenoids.
The injector contains a pintle that closes off an ori-
fice at the nozzle end. When electric current is sup-
plied to the injector, the armature and needle move a
short distance against a spring, allowing fuel to flow
out the orifice. Because the fuel is under high pres-
sure, a fine spray is developed in the shape of a pen-
cil stream. The spraying action atomizes the fuel,
adding it to the air entering the combustion chamber.
Fig. 3 Fuel Filter/Fuel Pressure Regulator

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. Refer to Fuel Pump—Description and
Operation for more information. Also refer to
the Fuel Pressure Leak Down Test and the Fuel
Pump Pressure Tests.
If fuel pressure at the pressure regulator exceeds Fig. 4 Fuel Injector—Typical
approximately 49 psi, an internal diaphragm closes An individual fuel injector is used for each individ-
and excess fuel is routed back into the tank through ual cylinder. The top (fuel entry) end of the injector is
the pressure regulator. A separate fuel return line is attached into an opening on the fuel rail.
not used. The nozzle (outlet) ends of the injectors are posi-
tioned into openings in the intake manifold just
FUEL TANK above the intake valve ports of the cylinder head.
All models pass a full 360 degree rollover test The engine wiring harness connector for each fuel
without fuel leakage. To accomplish this, fuel and injector is equipped with an attached numerical tag
vapor flow controls are required for all fuel tank con- (INJ 1, INJ 2 etc.). This is used to identify each fuel
nections. injector.
All models are equipped with either one or two The injectors are energized individually in a
rollover valves mounted into the top of the fuel tank sequential order by the powertrain control module
(or pump module). Refer to Group 25, Emission Con- (PCM). The PCM will adjust injector pulse width by
trol System for rollover valve information. switching the ground path to each individual injector
on and off. Injector pulse width is the period of time fuel rail. Refer to the Fuel Pump Pressure Test for
that the injector is energized. The PCM will adjust additional information.
injector pulse width based on various inputs it The fuel rail is not repairable.
receives.
During start up, battery voltage is supplied to the
injectors through the ASD relay. When the engine is
operating, voltage is supplied by the charging sys-
tem. The PCM determines injector pulse width based
on various inputs.
FUEL RAIL—4.0L ENGINE

The fuel rail supplies the necessary fuel to each
individual fuel injector and is mounted to the intake
manifold (Fig. 5). The fuel pressure regulator is not
mounted to the fuel rail on any 4.0L engine. It is
located on the fuel tank mounted fuel pump module.
Refer to Fuel Filter/Fuel Pressure Regulator in this
group for information.
Depending on vehicle model/engine, the fuel rail
may/may not be equipped with a fuel pressure test
port. Refer to the Fuel Pump Pressure Test for addi-
tional information.
The fuel rail is not repairable. Fig. 6 Fuel Rail—Typical 5.2L/5.9L Engine
CAUTION: 5.2L/5.9L Engines Only: The left and
right sections of the fuel rail are connected with a
flexible connecting hose. Do not attempt to sepa-
rate the rail halves at this connecting hose. Due to
the design of this connecting hose, it does not use
any clamps. Never attempt to install a clamping
device of any kind to the hose. When removing the
fuel rail assembly for any reason, be careful not to
bend or kink the connecting hose.
FUEL TANK FILLER TUBE CAP

The loss of any fuel or vapor out of filler neck is
prevented by the use of a pressure-vacuum fuel tank
filler tube cap. Relief valves inside cap will release
only under significant pressure of 6.58 to 8.44 kPa
(1.95 to 2.5 psi). The vacuum release for all fuel filler
tube caps is between .97 and 5.0 kPa (.14 and .72
psi). This cap must be replaced by a similar unit if
Fig. 5 Fuel Rail—4.0L Engine replacement is necessary. This is in order for the sys-
FUEL RAIL—5.2L/5.9L ENGINES tem to remain effective.
The fuel rail supplies the necessary fuel to each
CAUTION: Remove fuel tank filler tube cap before
individual fuel injector and is mounted to the intake
servicing any fuel system component. This is done
manifold (Fig. 6). The fuel pressure regulator is not
to help relieve tank pressure.
mounted to the fuel rail on any 5.2L/5.9L V-8 engine.
It is located on the fuel tank mounted fuel pump
module. Refer to Fuel Filter/Fuel Pressure Regulator QUICK-CONNECT FITTINGS
in this group for information. Different types of quick-connect fittings are used to
Depending on vehicle model/engine, the fuel rail attach various fuel system components. These are: a
may/may not be equipped with a fuel pressure test single-tab type, a two-tab type or a plastic retainer
port. If equipped, it will be located on the left side of ring type. Some are equipped with safety latch clips.
Refer to the Removal/Installation section for more
information.
CAUTION: The interior components (o-rings, spac-

ers) of quick-connect fitting are not serviced sepa-
rately, but new pull tabs are available for some
types. Do not attempt to repair damaged fittings or
fuel lines/tubes. If repair is necessary, replace the
complete fuel tube assembly.

FUEL PUMP PRESSURE TEST—ALL ENGINES
WITH PRESSURE TEST PORT
Use this test in conjunction with the Fuel Pump Fig. 7 Fuel Pressure Test Gauge (Typical Gauge
Capacity Test, Fuel Pressure Leak Down Test and Installation at Test Port)
Fuel Pump Amperage Test found elsewhere in this
group. Capacity, Fuel Pump Amperage or Fuel Pressure
Check Valve Operation: The electric fuel pump Leak Down Tests were not met, replace fuel pump
outlet contains a one-way check valve to prevent fuel module assembly. Refer to Fuel Pump Module
flow back into the tank and to maintain fuel supply Removal/Installation.
line pressure (engine warm) when pump is not oper- (4) If operating pressure is above 54.2 psi, electric
ational. It is also used to keep the fuel supply line fuel pump is OK, but fuel pressure regulator is defec-
full of gasoline when pump is not operational. After tive. Replace fuel filter/fuel pressure regulator. Refer
the vehicle has cooled down, fuel pressure may drop to Fuel Filter/Fuel Pressure Regulator Removal/In-
to 0 psi (cold fluid contracts), but liquid gasoline will stallation for more information.
remain in fuel supply line between the check valve (5) Install protective cap to fuel rail test port.
and fuel injectors. Fuel pressure that has
dropped to 0 psi on a cooled down vehicle FUEL PUMP CAPACITY TEST
(engine off) is a normal condition. When the elec- Before performing this test, verify fuel pump
tric fuel pump is activated, fuel pressure should pressure by performing the Fuel Pump Pres-
immediately (1–2 seconds) rise to specification. sure Test. Use this test in conjunction with the
All fuel systems are equipped with a fuel tank Fuel Pressure Leak Down Test found elsewhere
module mounted, combination fuel filter/fuel pressure in this group.
regulator. The fuel pressure regulator is not con- (1) Release fuel system pressure. Refer to the Fuel
trolled by engine vacuum. Pressure Release Procedure in this group.
(2) Disconnect fuel supply line at fuel rail. Refer to
WARNING: THE FUEL SYSTEM IS UNDER CON- Quick-Connect Fittings in the Service Procedures
STANT FUEL PRESSURE EVEN WITH THE ENGINE section of this group for procedures. Some engines
OFF. BEFORE DISCONNECTING FUEL LINE AT may require air cleaner housing removal before line
FUEL RAIL, THIS PRESSURE MUST BE RELEASED. disconnection.
REFER TO THE FUEL SYSTEM PRESSURE (3) Connect appropriate Fuel Line Pressure Test
RELEASE PROCEDURE. Adapter Tool Hose (number 6631, 6923, 6541 or
6539) into disconnected fuel supply line. Insert other
(1) Remove protective cap at fuel rail test port. end of Adaptor Tool hose into a graduated container.
Connect the 0–414 kPa (0-60 psi) fuel pressure gauge (4) Remove fuel fill cap.
(from gauge set 5069) to test port pressure fitting on (5) To activate fuel pump and pressurize system,
fuel rail (Fig. 7). obtain DRB scan tool and actuate ASD Fuel System
(2) Start and warm engine and note pressure Test.
gauge reading. Fuel pressure should be 339 kPa 6 34 (6) A good fuel pump will deliver at least 1/4 liter
kPa (49.2 psi 6 5 psi) at idle. of fuel in 7 seconds. Do not operate fuel pump for
(3) If engine runs, but pressure is below 44.2 psi, longer than 7 seconds with fuel line disconnected as
check for a kinked fuel supply line somewhere fuel pump module reservoir may run empty.
between fuel rail and fuel pump module. If line is not (a) If capacity is lower than specification, but
kinked, but specifications for either the Fuel Pump fuel pump can be heard operating through fuel fill
cap opening, check for a kinked/damaged fuel sup-
DIAGNOSIS AND TESTING (Continued)
ply line somewhere between fuel rail and fuel
pump module.
(b) If line is not kinked/damaged, and fuel pres-
sure is OK, but capacity is low, replace fuel filter/
fuel pressure regulator. The filter/regulator may be
serviced separately on certain applications. Refer
to Fuel Filter/Fuel Pressure Regulator Removal/In-
stallation for additional information.
(c) If both fuel pressure and capacity are low,
replace fuel pump module assembly. Refer to Fuel
Pump Module Removal/Installation.
FUEL PRESSURE LEAK DOWN TEST

Use this test in conjunction with the Fuel Pump
Pressure Test and Fuel Pump Capacity Test.
Check Valve Operation: The electric fuel pump
outlet contains a one-way check valve to prevent fuel Fig. 8 Connecting Adapter Tool—Typical
flow back into the tank and to maintain fuel supply
line pressure (engine warm) when pump is not oper-
ational. It is also used to keep the fuel supply line
full of gasoline when pump is not operational. After
the vehicle has cooled down, fuel pressure may drop
to 0 psi (cold fluid contracts), but liquid gasoline will
remain in fuel supply line between the check valve
and fuel injectors. Fuel pressure that has
dropped to 0 psi on a cooled down vehicle
(engine off) is a normal condition. When the elec-
tric fuel pump is activated, fuel pressure should
immediately (1–2 seconds) rise to specification.
Abnormally long periods of cranking to restart a
hot engine that has been shut down for a short
period of time may be caused by:
• Fuel pressure bleeding past a fuel injector(s).
• Fuel pressure bleeding past the check valve in
the fuel pump module.
(1) Disconnect the fuel inlet line at fuel rail. Refer
to Fuel Tubes/Lines/Hoses and Clamps in this section
of the group for procedures. On some engines, air
cleaner housing removal may be necessary before
fuel line disconnection.
Fig. 9 Connecting Adapter Tool—Typical
(2) Connect the appropriate Fuel Line Pressure
Test Adapter Tool (number 6539, 6631, 6541 or 6923) (7) Pressure should not fall below 30 psi for five
between the disconnected fuel line and fuel rail (Fig. minutes.
8) or (Fig. 9). (8) If pressure falls below 30 psi, it must be deter-
(3) Connect the 0-414 kPa (0-60 psi) fuel pressure mined if a fuel injector, the check valve within the
test gauge (from Gauge Set 5069) to the test port on fuel pump module, or a fuel tube/line is leaking.
the appropriate Adaptor Tool. The fittings on both (9) Again, start engine and bring to normal oper-
tools must be in good condition and free from ating temperature.
any small leaks before performing the proceed- (10) Shut engine off.
ing test. (11) Testing for fuel injector or fuel rail leak-
(4) Start engine and bring to normal operating age: Clamp off the rubber hose portion of Adaptor
temperature. Tool between the fuel rail and the test port “T” on
(5) Observe test gauge. Normal operating pressure Adapter Tool. If pressure now holds at or above 30
should be 339 kPa 6 34 kPa (49.2 psi 6 5 psi). psi, a fuel injector or the fuel rail is leaking.
(6) Shut engine off. (12) Testing for fuel pump check valve, filter/
regulator check valve or fuel tube/line leakage:
Clamp off the rubber hose portion of Adaptor Tool (6) Press DVOM button on DRB.
between the vehicle fuel line and test port “T” on (7) Using left/right arrow keys, highlight CHAN-
Adapter Tool. If pressure now holds at or above 30 NEL 1 function on DRB screen.
psi, a leak may be found at a fuel tube/line. If no (8) Press ENTER three times.
leaks are found at fuel tubes or lines, one of the (9) Using up/down arrow keys, highlight RANGE
check valves in either the electric fuel pump or filter/ on DRB screen (screen will default to 2 amp scale).
regulator may be leaking. (10) Press ENTER to change 2 amp scale to 10
Note: A quick loss of pressure usually indicates a amp scale. This step must be done to prevent
defective check valve in the filter/regulator. A slow damage to DRB scan tool or LCS adapter
loss of pressure usually indicates a defective check (blown fuse).
valve in the electric fuel pump. (11) Remove cover from Power Distribution Center
The electric fuel pump is not serviced separately. (PDC).
Replace the fuel pump module assembly. The filter/ (12) Remove fuel pump relay from PDC. Refer to
regulator may be replaced separately on certain appli- label on PDC cover for relay location.
cations. Refer to Fuel Filter/Fuel Pressure Regulator
Removal/Installation for additional information. WARNING: BEFORE PROCEEDING TO NEXT STEP,
NOTE THE FUEL PUMP WILL BE ACTIVATED AND
FUEL PUMP AMPERAGE TEST SYSTEM PRESSURE WILL BE PRESENT. THIS WILL
This amperage (current draw) test is to be done in OCCUR AFTER CONNECTING TEST LEADS FROM
conjunction with the Fuel Pump Pressure Test, Fuel LCS ADAPTER INTO FUEL PUMP RELAY CAVITIES.
Pump Capacity Test and Fuel Pressure Leak Down THE FUEL PUMP WILL OPERATE EVEN WITH IGNI-
Test. Before performing the amperage test, be sure TION KEY IN OFF POSITION. BEFORE ATTACHING
the temperature of the fuel tank is above 50° F (10° TEST LEADS, BE SURE ALL FUEL LINES AND FUEL
C). SYSTEM COMPONENTS ARE CONNECTED.
The DRB Scan Tool along with the DRB Low Cur-
rent Shunt (LCS) adapter (Fig. 10) and its test leads
CAUTION: TO PREVENT POSSIBLE DAMAGE TO
will be used to check fuel pump amperage specifica-
THE VEHICLE ELECTRICAL SYSTEM AND LCS
tions.
ADAPTER, THE TEST LEADS MUST BE CON-
NECTED INTO RELAY CAVITIES EXACTLY AS
SHOWN IN FOLLOWING STEPS.
Depending upon vehicle model, year or engine con-

figuration, three different types of relays may be
used: Type-1, type-2 and type–3.
(13) If equipped with type–1 relay (Fig. 11),
attach test leads from LCS adapter into PDC relay
cavities number 30 and 87. For location of these cav-
ities, refer to numbers stamped to bottom of relay
(Fig. 11).
Fig. 10 Low Current Shunt Adapter

(1) Obtain LCS adapter.
(2) Plug cable from LCS adapter into DRB scan
tool at SET 1 receptacle.
(3) Plug DRB into vehicle 16–way connector (data
link connector).
(4) Connect (-) and (+) test cable leads into LCS
adapter receptacles. Use 10 amp (10A +) receptacle
and common (-) receptacles.
(5) Gain access to MAIN MENU on DRB screen. Fig. 11 Type–1 Relay
(14) If equipped with type–2 relay (Fig. 12), (18) Disconnect test leads from relay cavities
attach test leads from LCS adapter into PDC relay immediately after testing.
cavities number 30 and 87. For location of these cav-
ities, refer to numbers stamped to bottom of relay FUEL GAUGE SENDING UNIT
(Fig. 12). The fuel gauge sending unit contains a variable
(15) If equipped with type–3 relay (Fig. 13), resistor (track). As the float moves up or down, elec-
attach test leads from LCS adapter into PDC relay trical resistance will change. Refer to Group 8E,
cavities number 3 and 5. For location of these cavi- Instrument Panel and Gauges for Fuel Gauge test-
ties, refer to numbers stamped to bottom of relay ing. To test the gauge sending unit only, it must be
(Fig. 13). removed from vehicle. The unit is part of the fuel
pump module. Refer to Fuel Pump Module Removal/
Installation for procedures. Measure the resistance
across the sending unit terminals. With float in up
position, resistance should be 20 ohms. With float in
down position, resistance should be 220 ohms.
FUEL INJECTOR TEST

To perform a complete test of the fuel injectors and
their circuitry, refer to DRB scan tool and appropri-
ate Powertrain Diagnostics Procedures manual. To
test the injector only, refer to the following:
Disconnect the fuel injector wire harness connector
from the injector. Place an ohmmeter across the
injector electrical terminals. Resistance reading
should be approximately 12 ohms 61.2 ohms at 20°C
(68°F).
Fig. 12 Type–2 Relay
Fig. 14 Fuel Injector Internal Components—Typical

Fig. 13 Type–3 Relay SERVICE PROCEDURES
(16) When LCS adapter test leads are attached
into relay cavities, fuel pump will be activated. FUEL SYSTEM PRESSURE RELEASE PROCEDURE
Determine fuel pump amperage on DRB screen. Use the following procedure if the fuel rail is
Amperage should be below 10.0 amps. If amperage is or is not equipped with a fuel pressure test
below 10.0 amps, and specifications for the Fuel port.
Pump Pressure, Fuel Pump Capacity and Fuel Pres- (1) Remove the Fuel Pump relay from the Power
sure Leak Down tests were met, the fuel pump mod- Distribution Center (PDC). For location of the relay,
ule is OK. refer to the label on the underside of the PDC cover.
(17) If amperage is more than 10.0 amps, replace (2) Start and run engine until it stalls.
fuel pump module assembly. The electric fuel pump (3) Attempt restarting engine until it will no
is not serviced separately. longer run.
(4) Turn ignition key to OFF position. The lines/tubes/hoses used on fuel injected vehicles
are of a special construction. This is due to the
CAUTION: Steps 1, 2, 3 and 4 must be performed to higher fuel pressures and the possibility of contami-
relieve high pressure fuel from within the fuel rail. nated fuel in this system. If it is necessary to replace
Do not attempt to use the following steps to relieve these lines/tubes/hoses, only those marked EFM/EFI
this pressure as excessive fuel will be forced into a may be used.
cylinder chamber. If equipped: The hose clamps used to secure rub-
ber hoses on fuel injected vehicles are of a special
(5) Unplug connector from any injector. rolled edge construction. This construction is used to
(6) Attach one end of a jumper wire with alligator prevent the edge of the clamp from cutting into the
clips (18 gauge or smaller) to either injector terminal. hose. Only these rolled edge type clamps may be
(7) Connect the other end of the jumper wire to used in this system. All other types of clamps may
the positive side of the battery. cut into the hoses and cause high-pressure fuel leaks.
(8) Connect one end of a second jumper wire to the Use new original equipment type hose clamps.
remaining injector terminal. Tighten hose clamps to 3 N·m (25 in. lbs.) torque.
CAUTION: Powering an injector for more than a few
QUICK-CONNECT FITTINGS
seconds will permanently damage the injector.
Also refer to the Fuel Tubes/Lines/Hoses and
(9) Momentarily touch the other end of this Clamps section.
jumper wire to the negative terminal of the battery Different types of quick-connect fittings are used to
for no more than a few seconds. attach various fuel system components. These are: a
(10) Place a rag or towel below the fuel line at the single-tab type, a two-tab type, a plastic retainer ring
quick connect to the rail. type or a latch clip type. Certain fittings may require
(11) Disconnect the quick connect fitting to the the use of a special tool for disconnection.
rail. Refer to Quick-Connect Fittings in this section.
SINGLE-TAB TYPE
(12) Return the fuel pump relay to the PDC.
This type of fitting is equipped with a single pull
(13) One or more Diagnostic Trouble Codes (DTC’s)
tab (Fig. 15). The tab is removable. After the tab is
may have been stored in the PCM memory due to
removed, the quick-connect fitting can be separated
fuel pump relay removal. The DRB scan tool must be
from the fuel system component.
used to erase a DTC. Refer to Group 25, Emission
Control System. See On-Board Diagnostics.
FUEL TUBES/LINES/HOSES AND CLAMPS

Also refer to the section on Quick-Connect Fittings.
WARNING: THE FUEL SYSTEM IS UNDER A CON-

STANT PRESSURE (EVEN WITH THE ENGINE OFF).
BEFORE SERVICING ANY FUEL SYSTEM HOSES,
FITTINGS OR LINES, THE FUEL SYSTEM PRES-
SURE MUST BE RELEASED. REFER TO THE FUEL
SYSTEM PRESSURE RELEASE PROCEDURE IN
THIS GROUP.
Inspect all hose connections such as clamps, cou-

plings and fittings to make sure they are secure and
leaks are not present. The component should be
replaced immediately if there is any evidence of deg- Fig. 15 Single-Tab Type Fitting
radation that could result in failure.
Never attempt to repair a plastic fuel line/tube.
ers) of this type of quick-connect fitting are not ser-
Replace as necessary.
viced separately, but new pull tabs are available. Do
Avoid contact of any fuel tubes/hoses with other
not attempt to repair damaged fittings or fuel lines/
vehicle components that could cause abrasions or
tubes. If repair is necessary, replace the complete
scuffing. Be sure that the plastic fuel lines/tubes are
fuel tube assembly.
properly routed to prevent pinching and to avoid heat
sources.
SYSTEM PRESSURE RELEASE PROCEDURE IN
THIS GROUP.
DISCONNECTION/CONNECTION
(1) Perform fuel pressure release procedure. Refer
to Fuel Pressure Release Procedure in this group.
(2) Disconnect negative battery cable from battery.
(3) Clean fitting of any foreign material before dis-
assembly.
(4) Press release tab on side of fitting to release
pull tab (Fig. 16). Fig. 17 Removing Pull Tab
CAUTION: If this release tab is not pressed prior (12) Verify a locked condition by firmly pulling on
to releasing the pull tab, the pull tab will be dam- fuel tube and fitting (15-30 lbs.).
aged. (13) Connect negative cable to battery.
(5) While pressing release tab on side of fitting,
use a screwdriver to pry up pull tab (Fig. 16). TWO-TAB TYPE FITTING
This type of fitting is equipped with tabs located on
both sides of the fitting (Fig. 18). These tabs are sup-
plied for disconnecting the quick-connect fitting from
component being serviced.
Fig. 16 Disconnecting Single-Tab Type Fitting

(6) Raise pull tab until it separates from quick-
connect fitting (Fig. 17). Discard old pull tab.
(7) Disconnect quick-connect fitting from fuel sys- Fig. 18 Typical Two-Tab Type Quick-Connect Fitting
tem component being serviced.
(8) Inspect quick-connect fitting body and fuel sys- CAUTION: The interior components (o-rings, spac-
tem component for damage. Replace as necessary. ers) of this type of quick-connect fitting are not ser-
(9) Prior to connecting quick-connect fitting to viced separately, but new plastic retainers are
component being serviced, check condition of fitting available. Do not attempt to repair damaged fittings
and component. Clean parts with a lint-free cloth. or fuel lines/tubes. If repair is necessary, replace
Lubricate with clean engine oil. the complete fuel tube assembly.
(10) 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.
(11) Obtain a new pull tab. Push new tab down
until it locks into place in quick-connect fitting.
PRESSURE RELEASE PROCEDURE IN THIS
GROUP.
to Fuel Pressure Release Procedure in this group.
assembly.
(4) To disconnect quick-connect fitting, squeeze
plastic retainer tabs (Fig. 18) against sides of quick-
connect fitting with your fingers. Tool use is not
required for removal and may damage plastic
retainer. Pull fitting from fuel system component
being serviced. The plastic retainer will remain on
component being serviced after fitting is discon-
nected. The o-rings and spacer will remain in quick- Fig. 19 Plastic Retainer Ring Type Fitting
connect fitting connector body.
(5) Inspect quick-connect fitting body and compo-
nent for damage. Replace as necessary.
CAUTION: When the quick-connect fitting was dis- FITTINGS OR LINES, THE FUEL SYSTEM PRES-
connected, the plastic retainer will remain on the SURE MUST BE RELEASED. REFER TO THE FUEL
component being serviced. If this retainer must be SYSTEM PRESSURE RELEASE PROCEDURE IN
removed, very carefully release the retainer from THIS GROUP.
the component with two small screwdrivers. After
removal, inspect the retainer for cracks or any dam- DISCONNECTION/CONNECTION
age.
(6) Prior to connecting quick-connect fitting to to Fuel Pressure Release Procedure in this section.
component being serviced, check condition of fitting (2) Disconnect negative battery cable from battery.
and component. Clean parts with a lint-free cloth. (3) Clean fitting of any foreign material before dis-
Lubricate with clean engine oil. assembly.
(7) Insert quick-connect fitting to component being (4) To release fuel system component from quick-
serviced and into plastic retainer. When a connection connect fitting, firmly push fitting towards compo-
is made, a click will be heard. nent being serviced while firmly pushing plastic
(8) Verify a locked condition by firmly pulling on retainer ring into fitting (Fig. 19). With plastic ring
fuel tube and fitting (15-30 lbs.). depressed, pull fitting from component. The plastic
(9) Connect negative cable to battery. retainer ring must be pressed squarely into fit-
(10) Start engine and check for leaks. ting body. If this retainer is cocked during
removal, it may be difficult to disconnect fit-
PLASTIC RETAINER RING TYPE FITTING ting. Use an open-end wrench on shoulder of
This type of fitting can be identified by the use of a plastic retainer ring to aid in disconnection.
full-round plastic retainer ring (Fig. 19) usually black (5) After disconnection, plastic retainer ring will
in color. remain with quick-connect fitting connector body.
(6) Inspect fitting connector body, plastic retainer
CAUTION: The interior components (o-rings, spac- ring and fuel system component for damage. Replace
ers, retainers) of this type of quick-connect fitting as necessary.
are not serviced separately. Do not attempt to repair (7) Prior to connecting quick-connect fitting to
damaged fittings or fuel lines/tubes. If repair is nec- component being serviced, check condition of fitting
essary, replace the complete fuel tube assembly.
and component. Clean parts with a lint-free cloth. (4) Pry up on latch clip with a screwdriver (Fig.
Lubricate with clean engine oil. 20).
(8) Insert quick-connect fitting into component (5) Slide latch clip toward fuel rail while lifting
being serviced until a click is felt. with screwdriver.
(9) Verify a locked condition by firmly pulling on (6) Insert special fuel line removal tool (Snap-On
fuel tube and fitting (15-30 lbs.). number FIH 9055-1 or equivalent) into fuel line (Fig.
(10) Connect negative battery cable to battery. 21). Use this tool to release locking fingers in end of
(11) Start engine and check for leaks. line.
LATCH CLIP FITTING (FUEL LINE-TO-FUEL

RAIL)
A tethered latch clip (Fig. 20) is used to secure the
fuel line to the fuel rail. A special tool will be neces-
sary to separate fuel line from fuel rail after latch
clip is removed. This same latch clip may also be
used to secure other different fuel system compo-
nents.
Fig. 21 Fuel Line Disconnection

(7) With special tool still inserted, pull fuel line
from fuel rail.
(8) After disconnection, locking fingers will remain
within quick-connect fitting at end of fuel line.
(9) Prior to connecting fuel line to fuel rail, check
condition of both fittings. Clean parts with a lint-free
cloth. Lubricate with clean engine oil.
(10) Insert fuel line onto fuel rail until a click is
Fig. 20 Latch Clip Removal
felt.
CAUTION: The interior components (o-rings, spac- (11) Install latch clip (snaps into position). If latch
ers, retainers) of this type of quick-connect fitting clip will not fit, this indicates fuel line is not
are not serviced separately. Do not attempt to repair properly installed to fuel rail. Recheck fuel line
damaged fittings or fuel lines/tubes. If repair is nec- connection.
essary, replace the complete fuel tube assembly. (12) Verify a locked condition by firmly pulling on
fuel line and fitting (15-30 lbs.).
(13) Connect negative battery cable to battery.
FITTINGS OR LINES, THE FUEL SYSTEM PRES- REMOVAL AND INSTALLATION
SYSTEM PRESSURE RELEASE PROCEDURE IN FUEL FILTER/FUEL PRESSURE REGULATOR
THIS GROUP. 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.
The filter/regulator may be removed without
(1) Perform fuel pressure release procedure. Refer removing fuel pump module although fuel tank must
to Fuel Pressure Release Procedure in this group. be removed.
assembly.
REMOVAL
(1) Remove fuel tank. Refer to Fuel Tank Removal/
Installation.
(2) Clean area around filter/regulator.
(3) Remove retainer clamp from top of filter/regu-
lator (Fig. 22). Clamp snaps to tabs on pump module.
Discard old clamp.
(4) Pry filter/regulator from top of pump module
with 2 screwdrivers. Unit is snapped into module.
(5) Discard gasket below filter/regulator (Fig. 23).
(6) Before discarding filter/regulator assembly,
inspect assembly to verify that o-rings (Fig. 24) are
intact. If the smallest of the two o-rings can not be
found on bottom of filter/regulator, it may be neces-
sary to remove it from the fuel inlet passage in fuel
pump module.
Fig. 23 Fuel Filter/Fuel Pressure Regulator Gasket
Fig. 22 Fuel Filter/Fuel Pressure Regulator

INSTALLATION
(1) Clean recessed area in pump module where fil-
ter/regulator is to be installed.
(2) Obtain new filter/regulator (two new o-rings Fig. 24 Fuel Filter/Fuel Pressure Regulator O-Rings
should already be installed). (8) Install new retainer clamp (clamp snaps over
(3) Apply a small amount of clean engine oil to top of filter/regulator and locks to flanges on pump
o-rings. Do not install o-rings separately into module).
fuel pump module. They will be damaged when (9) Install fuel tank. Refer to Fuel Tank Removal/
installing filter/regulator. Installation.
(4) Install new gasket to top of fuel pump module.
(5) Press new filter/regulator into top of pump FUEL PUMP MODULE
module until it snaps into position (a positive click Fuel tank removal will be necessary for fuel pump
must be heard or felt). module removal.
(6) The molded arrow (Fig. 22) on top of fuel pump
module should be pointed towards front of vehicle (12 REMOVAL
o’clock position).
(7) Rotate filter/regulator until fuel supply tube WARNING: THE FUEL SYSTEM IS UNDER A CON-
(fitting) is pointed to 11 o’clock position. STANT PRESSURE (EVEN WITH THE ENGINE OFF).
BEFORE SERVICING THE FUEL PUMP MODULE, THE
FUEL SYSTEM PRESSURE MUST BE RELEASED.
(1) Drain fuel tank and remove tank. Refer to the (3) Rotate module until arrow (Fig. 22) is pointed
Fuel Tank Removal/Installation section of this group. toward front of vehicle (12 o’clock position). This step
(2) Thoroughly wash and clean area around pump must be done to prevent float/float rod assembly from
module to prevent contaminants from entering tank. contacting sides of fuel tank.
(3) The plastic fuel pump module locknut is (4) Install Special Tool 6856 to locknut.
threaded onto fuel tank (Fig. 25). Install Special Tool (5) Tighten locknut to 62 N·m (45 ft. lbs.) torque.
6856 to fuel pump module locknut and remove lock- (6) Rotate fuel filter/fuel pressure regulator until
nut (Fig. 26). The fuel pump module will spring up its fitting is pointed to 11 o’clock position.
when locknut is removed. (7) Install fuel tank. Refer to Fuel Tank Installa-
(4) Remove module from fuel tank. tion in this section.
FUEL PUMP INLET FILTER

The fuel pump inlet filter (strainer) is located on
the bottom of fuel pump module (Fig. 27). The fuel
pump module is located on top of fuel tank.
Fig. 25 Top View of Fuel Tank and Fuel Pump

Module
Fig. 27 Fuel Pump Inlet Filter

REMOVAL
Installation.
(2) Remove fuel pump module. Refer to Fuel Pump
Module Removal/Installation.
(3) Remove filter by prying from bottom of module
with 2 screwdrivers. Filter is snapped to module.
(4) Clean bottom of pump module.
INSTALLATION
(1) Snap new filter to bottom of module.
(2) Install fuel pump module. Refer to Fuel Pump
Fig. 26 Locknut Removal/Installation—Typical Module Removal/Installation.
(3) Install fuel tank. Refer to Fuel Tank Removal/
INSTALLATION Installation.
CAUTION: Whenever the fuel pump module is ser-
viced, the module gasket must be replaced.
FUEL GAUGE SENDING UNIT
The fuel gauge sending unit (fuel level sensor) and
(1) Using a new gasket, position fuel pump module float assembly is located on the side of fuel pump
into opening in fuel tank. module (Fig. 28). The fuel pump module is located
(2) Position locknut over top of fuel pump module. within the fuel tank.
FUEL INJECTOR RAIL—5.2L/5.9L ENGINES
STANT PRESSURE (EVEN WITH THE ENGINE
TURNED OFF). BEFORE SERVICING THE FUEL
RAIL ASSEMBLY, THE FUEL SYSTEM PRESSURE
MUST BE RELEASED.
To release fuel pressure, refer to the Fuel System

Pressure Release Procedure found in this group.
CAUTION: The left and right fuel rails are replaced

as an assembly. Do not attempt to separate the rail
halves at the connecting hose (Fig. 30). Due to the
design of this connecting hose, it does use any
clamps. Never attempt to install a clamping device
Fig. 28 Fuel Gauge Sending Unit Location of any kind to the hose. When removing the fuel rail
assembly for any reason, be careful not to bend or
REMOVAL kink the connecting hose.
Installation.
Module Removal/Installation.
(3) Remove electrical wire connector at sending
unit terminals.
(4) Press on release tab (Fig. 29) to remove send-
ing unit from pump module.
Fig. 30 Fuel Rail Assembly—Typical

REMOVAL
(1) Remove negative battery cable at battery.
(2) Remove air duct at throttle body.
(3) Perform the fuel pressure release procedure.
(4) Remove throttle body from intake manifold.
Refer to Throttle Body removal in this group.
(5) If equipped with air conditioning, remove the
Fig. 29 Fuel Gauge Sending Unit Release Tab A-shaped A/C compressor-to-intake manifold support
INSTALLATION bracket (three bolts) (Fig. 31).
(1) Position sending unit to pump module and (6) Disconnect electrical connectors at all fuel
snap into place. injectors (Fig. 32). The factory fuel injection wiring
(2) Connect electrical connector to terminals. harness is numerically tagged (INJ 1, INJ 2, etc.) for
(3) Install fuel pump module. Refer to Fuel Pump injector position identification.
Module Removal/Installation. (7) Disconnect fuel tube (line) at side of fuel rail.
(4) Install fuel tank. Refer to Fuel Tank Removal/ Refer to Quick-Connect Fittings for procedures,
Installation. (8) Remove the remaining fuel rail mounting bolts.
Fig. 33 Fuel Injector Mounting—Typical

Fig. 31 A/C Compressor Support Bracket—Typical
Fig. 34 Injector Retaining Clips—Typical Injector

Fig. 32 Fuel Injector Connectors—Typical
(3) Position the fuel rail/fuel injector assembly to
(9) Gently rock and pull the left fuel rail until the the injector openings on the intake manifold.
fuel injectors just start to clear the intake manifold. (4) Guide each injector into the intake manifold.
Gently rock and pull the right fuel rail until the fuel Be careful not to tear the injector o-ring.
injectors just start to clear the intake manifold. (5) Push the right fuel rail down until fuel injec-
Repeat this procedure (left/right) until all fuel injectors have bottomed on injector shoulder. Push the
tors have cleared the intake manifold. left fuel rail down until fuel injectors have bottomed
(10) Remove fuel rail (with injectors attached) on injector shoulder.
from engine. (6) Install fuel rail mounting bolts.
(11) Remove the clip(s) retaining the injector(s) to (7) Connect electrical connector to intake manifold
fuel rail (Fig. 33) or (Fig. 34). air temperature sensor.
(8) Connect wiring to all fuel injectors. The injec-
INSTALLATION
tor wiring harness is numerically tagged.
(1) Apply a small amount of engine oil to each fuel
(9) Install the A/C support bracket (if equipped).
injector o-ring. This will help in fuel rail installation.
(10) Install throttle body to intake manifold. Refer
(2) Install injector(s) and injector clip(s) to fuel
to Throttle Body installation in this section of the
rail.
group.
(11) Install fuel tube (line) at side of fuel rail. (9) Disconnect automatic transmission cable at
Refer to Quick-Connect Fittings for procedures. throttle body (if equipped).
(12) Install air duct to throttle body. (10) Remove cable routing bracket (Fig. 35) at
(13) Connect battery cable to battery. intake manifold.
(14) Start engine and check for leaks. (11) Clean dirt/debris from each fuel injector at
intake manifold.
FUEL INJECTOR RAIL—4.0L ENGINE (12) Remove fuel rail mounting nuts/bolts (Fig.
35).
REMOVAL (13) Remove fuel rail by gently rocking until all
the fuel injectors are out of intake manifold.
WARNING: THE FUEL SYSTEM IS UNDER CON-
STANT FUEL PRESSURE EVEN WITH ENGINE OFF. INSTALLATION
THIS PRESSURE MUST BE RELEASED BEFORE (1) Clean each injector bore at intake manifold.
SERVICING FUEL RAIL. (2) Apply a small amount of clean engine oil to
each injector o-ring. This will aid in installation.
(1) Remove fuel tank filler tube cap. (3) Position tips of all fuel injectors into the corre-
(2) Perform Fuel System Pressure Release Proce- sponding injector bore in intake manifold. Seat injec-
dure as described in this Group. tors into manifold.
(3) Disconnect negative battery cable from battery. (4) Install and tighten fuel rail mounting bolts to
(4) Remove air tube at top of throttle body. Note: 11 63 N·m (100 625 in. lbs.) torque.
Some engine/vehicles may require removal of air (5) Connect tagged injector harness connectors to
cleaner ducts at throttle body. appropriate injector.
(5) Remove injector harness electrical connectors (6) Connect fuel line and fuel line latch clip to fuel
at each injector. Each injector connector should have rail. Refer Quick-Connect Fittings in this group for
a numerical tag attached identifying its correspond- procedures.
ing cylinder (Fig. 35). If not, identify each connector (7) Install protective cap to pressure test port fit-
before removal. ting (if equipped).
(8) Install cable routing bracket to intake mani-
fold.
(9) Connect throttle cable at throttle body.
(10) Connect speed control cable at throttle body
(if equipped).
(11) Connect automatic transmission cable at
throttle body (if equipped).
(12) Install air tube (or duct) at top of throttle
body.
(13) Install fuel tank cap.
(15) Start engine and check for fuel leaks.
FUEL INJECTOR(S)
STANT PRESSURE EVEN WITH THE ENGINE
TURNED OFF. BEFORE SERVICING THE FUEL
INJECTOR(S), THE FUEL SYSTEM PRESSURE
Fig. 35 Fuel Rail Mounting—4.0L Engine MUST BE RELEASED.
(6) Disconnect fuel supply line latch clip and fuel To release fuel pressure, refer to the Fuel System
line at fuel rail. Refer to Quick-Connect Fittings in Pressure Release Procedure.
this group for procedures. To remove one or more fuel injectors, the fuel rail
(7) Disconnect throttle cable at throttle body. Refer assembly must be removed from engine.
to Throttle Cable Removal/Installation in this group
for procedures. REMOVAL
(8) Disconnect speed control cable at throttle body (1) Remove air duct at throttle body.
(if equipped). Refer to Speed Control Cable in Group (2) Remove fuel injector rail assembly. Refer to
8H, Speed Control System for procedures. Fuel Injector Rail removal in this section.
(3) Remove the clip(s) retaining the injector(s) to
fuel rail (Fig. 33) or (Fig. 34).
(4) Remove injector(s) from fuel rail.
INSTALLATION
(1) Apply a small amount of engine oil to each fuel
injector o-ring. This will help in fuel rail installation.
(2) Install injector(s) and injector clip(s) to fuel
rail.
(3) Install fuel rail assembly. Refer to Fuel Injector
Rail installation.
(4) Install air duct at throttle body.
FUEL TANK
WARNING: THE FUEL SYSTEM IS UNDER CON-
STANT FUEL PRESSURE EVEN WITH THE ENGINE
OFF. THIS PRESSURE MUST BE RELEASED
BEFORE SERVICING FUEL TANK.
Two different procedures may be used to drain fuel

tank (lowering tank or using DRB scan tool).
Fig. 36 Fuel Filler Tube and Hoses
The quickest draining procedure involves lowering
the fuel tank.
As an alternative procedure, the electric fuel pump
may be activated allowing tank to be drained at fuel
rail connection. Refer to DRB scan tool for fuel pump
activation procedures. Before disconnecting fuel line
at fuel rail, release fuel pressure. Refer to the Fuel
System Pressure Release Procedure in this group for
procedures. Attach end of special test hose tool num-
ber 6541, 6539, 6631 or 6923 at fuel rail disconnec-
tion (tool number will depend on model and/or engine
application). Position opposite end of this hose tool to
an approved gasoline draining station. Activate fuel
pump and drain tank until empty.
If electric fuel pump is not operating, tank must be
lowered for fuel draining. Refer to following proce-
dures.
REMOVAL
(1) Disconnect negative battery cable at battery.
(2) Release fuel system pressure. Refer to the Fuel
System Pressure Release Procedure in this group.
(3) Raise and support vehicle.
(4) Remove fuel tank fill hose and vent hose
clamps at fuel tank filler tube (Fig. 36). Remove both
hoses at fuel filler tube (Fig. 36).
(5) Remove rear tow hooks (if equipped).
(6) Remove fuel tank skid plate mounting nuts/
bolts and remove skid plate (Fig. 37) (if equipped).
(7) Remove optional trailer hitch (if equipped). Fig. 37 Fuel Tank Mounting
(8) Remove exhaust tailpipe heat shield mounting
bolts and remove shield.
CAUTION: To protect fuel tank from exhaust heat,
this shield must reinstalled after tank installation.
(9) Place a hydraulic jack to bottom of fuel tank.
WARNING: PLACE A SHOP TOWEL AROUND FUEL

LINES TO CATCH ANY EXCESS FUEL.
(10) Disconnect fuel supply line near front of fuel

tank (Fig. 38). Refer to Fuel Tubes/Lines/Hoses and
Clamps in this group. Also refer to Quick-Connect
Fittings for procedures.
(11) Disconnect EVAP canister vent line near
front of tank (Fig. 38).
Fig. 39 Fuel Fill/Vent Hose Index Marks

INSTALLATION
(1) If fuel pump module is being installed, refer to
Fuel Pump Module Removal/Installation in this
group for procedures.
(2) Install fuel fill/vent hoses to tank fittings. To
prevent hose from kinking, rotate each hose until
index mark on hose is aligned to index tang on fuel
tank (Fig. 39).
(3) Install hose clamps to hoses. Position clamps
between index marks on each hose (Fig. 39).
(4) Position fuel tank to hydraulic jack.
(5) Raise tank into position while guiding fuel fill
and vent hoses into and through access hole in body.
Fig. 38 Fuel Tank Connections at Front of Fuel Tank
(6) Continue raising tank until positioned to body.
(12) Disconnect fuel pump module electrical con- (7) Attach two fuel tank mounting straps and
nector (pigtail harness) near front of tank (Fig. 38). mounting nuts.
Harness connector is clipped to body.
(13) Remove two fuel tank strap nuts (Fig. 37). CAUTION: The two mounting nuts must be tight-
Position both tank support straps away from tank. ened until 83–86 mm (3.27 in.—3.39 in.) is attained
(14) Carefully lower right side of tank while feed- between end of mounting bolt and bottom of strap.
ing both fuel hoses through access hole in body. Fuel See insert (Fig. 37). Do not over tighten nuts.
Tank Full And Not Drained Using DRB Scan
Tool: To prevent fuel loss through hoses, keep left (8) Install both fuel hoses to fuel fill tube. Tighten
side of tank higher than right side while lowering. both retaining clamps.
Do not allow hose openings to drop lower than top of (9) Connect fuel pump module pigtail harness elec-
tank. trical connector near front of tank.
(15) Continue lowering tank until clear of vehicle. (10) Connect fuel pump module supply line near
Place tank on floor with left side (hose side) higher front of tank. Refer to Fuel Tubes/Lines/Hoses and
than right side. Clamps in this group. Also refer to Quick-Connect
(16) Drain tank by removing fuel fill hose at tank. Fittings for procedures.
Fuel fill hose is largest of 2 hoses (Fig. 39). Insert the (11) Connect EVAP hose near front of tank.
drain hose (from an approved gasoline draining sta- (12) Install exhaust tailpipe heat shield.
tion) into hose opening. Drain tank until empty. (13) Install fuel tank skid plate and trailer hitch
(17) If fuel pump module removal is necessary, (if equipped).
refer to Fuel Pump Module Removal/Installation in (14) Install rear tow hooks (if equipped).
this group for procedures. (15) Lower vehicle and connect battery cable to
battery.
FUEL TANK FILLER TUBE CAP (1) From inside the vehicle, hold up accelerator
If replacement of the fuel tank filler tube cap is pedal. Remove plastic cable retainer (clip) and throt-
necessary, it must be replaced with an identical cap tle cable core wire from upper end of pedal arm.
to be sure of correct system operation. Plastic cable retainer (clip) snaps into pedal arm.
(2) Remove accelerator pedal bracket nuts. Remove
CAUTION: Remove the fuel tank filler tube cap to accelerator pedal assembly.
relieve fuel tank pressure. The cap must be
removed prior to disconnecting any fuel system INSTALLATION
component or before draining the fuel tank. (1) Place accelerator pedal assembly over studs
protruding from floor pan. Tighten mounting nuts to
8.5 N·m (75 in. lbs.) torque.
ACCELERATOR PEDAL (2) Slide throttle cable into opening in top of pedal
The accelerator pedal is connected to the throttle arm. Push plastic cable retainer (clip) into pedal arm
body linkage by the throttle cable. The cable is pro- opening until it snaps into place.
tected by a plastic sheathing and is connected to the (3) Before starting engine, operate accelerator
throttle body linkage by a ball socket. It is connected pedal to check for any binding.
to the accelerator pedal arm by a plastic retainer
(clip) (Fig. 40). This retainer (clip) snaps into the top THROTTLE CABLE
of the accelerator pedal arm. Retainer tabs (built into
the cable sheathing) fasten the cable to the dash REMOVAL
panel. (1) From inside the vehicle, hold up accelerator
pedal. Remove plastic cable retainer (clip) and throt-
tle cable core wire from upper end of pedal arm (Fig.
40). Plastic cable retainer (clip) snaps into pedal arm.
(2) Remove the cable core wire at pedal arm.
(3) From inside the vehicle, pinch both sides of the
cable housing retainer tabs (Fig. 40). at the dash
panel. Remove cable housing from dash panel and
pull into the engine compartment.
(4) 4.0L Engine: Remove cable from clip on engine
valve cover (Fig. 41)
(5) Remove the throttle cable ball end socket at
throttle body linkage (Fig. 42) or (Fig. 43) (snaps off).
Fig. 40 Accelerator Pedal Mounting

Dual throttle return springs (attached to the throt-
tle shaft) are used to close the throttle.
CAUTION: Never attempt to remove or alter these

springs.
REMOVAL
CAUTION: Be careful not to damage or kink the

cable core wire (within the cable sheathing) while
servicing accelerator pedal or throttle cable. Fig. 41 Throttle Cable Routing—4.0L Engine
.
(7) 5.2L/5.9L Engines: Remove cable housing at
throttle body mounting bracket by pressing forward
on release tab with a small screwdriver (Fig. 44). To
prevent cable housing breakage, press on the
tab only enough to release the cable from the
bracket. Lift the cable housing straight up from
bracket while pressing on release tab. Remove throt-
tle cable from vehicle.
Fig. 42 Throttle Cable at Throttle Body—4.0L Engine
Fig. 44 Cable Release Tab—5.2L/5.9L Engines—

Typical
INSTALLATION
(1) 4.0L Engine: Slide throttle cable through hole
in throttle body bracket until retainer tabs lock into
bracket. Connect cable ball end to throttle body link-
age ball (snaps on).
(2) 5.2L/5.9L Engines: Connect cable ball end to
throttle body linkage ball (snaps on). Connect cable
to throttle body bracket (push down and lock).
(3) 4.0L Engine: Snap cable into clip on engine
valve cover.
(4) Push other end of cable through opening in
dash panel until retaining tabs lock into panel.
Fig. 43 Throttle Cable at Throttle Body—5.2L/5.9L (5) From inside drivers compartment, slide throttle
V-8 Engines cable core wire into opening in top of pedal arm.
Push cable retainer (clip) into pedal arm opening
(6) 4.0L Engine: Remove throttle cable from throt-
until it snaps in place.
tle body mounting bracket by compressing retainer
(6) Before starting engine, operate accelerator
tabs and pushing cable through hole in bracket.
pedal to check for any binding.
Remove throttle cable from vehicle.
SPECIFICATIONS FUEL SYSTEM PRESSURE

339 kPa 6 34 kPa (49.2 psi 6 5 psi).
VECI LABEL
If anything differs between the specifications found TORQUE CHART
on the Vehicle Emission Control Information (VECI)
label and the following specifications, use specifica- DESCRIPTION TORQUE
tions on VECI label. The VECI label is located in the Accelerator Pedal Bracket
engine compartment. Mounting Nuts . . . . . . . . . . . .8.5 N·m (75 in. lbs.)
Fuel Pump Module Locknut . . . . .62 N·m (45 ft. lbs.)
FUEL TANK CAPACITY Fuel Rail Mounting Bolts—4.0L Engine . . . . .11 N·m
(100 in. lbs.)
Models Liters U.S. Gallons Fuel Rail Mounting Bolts—
5.2L/5.9L Engines . . . . . . . . .23 N·m (200 in. lbs.)
All 87 23
Fuel Tank Mounting Nuts . . . .Refer To Manual Text
Nominal refill capacities are shown. A variation may Fuel Hose Clamps . . . . . . . . . . . . .3 N·m (25 in. lbs.)
be observed from vehicle to vehicle due to
manufacturing tolerance and refill procedure.
FUEL INJECTION SYSTEM
INDEX
page page
GENERAL INFORMATION IDLE AIR CONTROL (IAC) MOTOR—5.2L/5.9L

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 26 ENGINES—PCM OUTPUT . . . . . . . . . . . . . . . 38
MODES OF OPERATION . . . . . . . . . . . . . . . . . . 26 IGNITION CIRCUIT SENSE—PCM INPUT . . . . . 33
DESCRIPTION AND OPERATION IGNITION COIL—4.0L ENGINES—PCM
OXYGEN SENSOR (O2S)—PCM INPUT . . . . . . . 33 OUTPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
AIR CONDITIONING (A/C) CLUTCH RELAY— IGNITION COIL—5.2L/5.9L ENGINES—PCM
PCM OUTPUT . . . . . . . . . . . . . . . . . . . . . . . . . 36 OUTPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
AIR CONDITIONING (A/C) CONTROLS—PCM INTAKE MANIFOLD AIR TEMPERATURE
INPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 SENSOR—4.0L ENGINE—PCM INPUT . . . . . . 33
AUTO SHUTDOWN (ASD) RELAY—PCM INTAKE MANIFOLD AIR TEMPERATURE
OUTPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 SENSOR—5.2L/5.9L ENGINES—PCM INPUT . 33
AUTOMATIC SHUTDOWN (ASD) RELAY LEAK DETECTION PUMP (SWITCH) SENSE—
SENSE—PCM INPUT . . . . . . . . . . . . . . . . . . . 30 PCM INPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
BATTERY TEMPERATURE SENSOR—PCM LEAK DETECTION PUMP—PCM OUTPUT . . . . . 39
INPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 MALFUNCTION INDICATOR LAMP—PCM
BATTERY VOLTAGE—PCM INPUT . . . . . . . . . . . 30 OUTPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
BRAKE SWITCH—PCM INPUT . . . . . . . . . . . . . . 31 MANIFOLD ABSOLUTE PRESSURE (MAP)
CAMSHAFT POSITION SENSOR—PCM INPUT . 31 SENSOR—4.0L ENGINE—PCM INPUT . . . . . . 34
CCD BUS (+/-) CIRCUITS-PCM OUTPUTS . . . . . 37 MANIFOLD ABSOLUTE PRESSURE (MAP)
CRANKSHAFT POSITION SENSOR—4.0L SENSOR—5.2L/5.9L ENGINES—PCM INPUT . 34
ENGINE—PCM INPUT . . . . . . . . . . . . . . . . . . 31 OIL PRESSURE SENSOR—PCM INPUT . . . . . . 34
CRANKSHAFT POSITION SENSOR—5.2L/5.9L OUTPUT SHAFT SPEED SENSOR—PCM
ENGINES—PCM INPUT . . . . . . . . . . . . . . . . . 31 INPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
DATA LINK CONNECTOR—PCM INPUT AND OVERDRIVE LAMP—PCM OUTPUT . . . . . . . . . . 39
OUTPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 OVERDRIVE/OVERRIDE SWITCH-PCM INPUT . 34
DUTY CYCLE EVAP PURGE SOLENOID POWER GROUND . . . . . . . . . . . . . . . . . . . . . . . 35
VALVE-PCM OUTPUT . . . . . . . . . . . . . . . . . . . 37 POWERTRAIN CONTROL MODULE (PCM) . . . . 29
ENGINE COOLANT TEMPERATURE SENSOR— SENSOR RETURN—PCM INPUT . . . . . . . . . . . . 35
4.0L ENGINE—PCM INPUT . . . . . . . . . . . . . . 32 SIGNAL GROUND—PCM INPUT . . . . . . . . . . . . 35
ENGINE COOLANT TEMPERATURE SENSOR— SPEED CONTROL SOLENOIDS—PCM OUTPUT . 40
5.2L/5.9L ENGINES—PCM INPUT . . . . . . . . . . 32 SPEED CONTROL SWITCHES—PCM INPUT . . . 35
FIVE VOLT SENSOR SUPPLY—PRIMARY . . . . . 31 TACHOMETER—PCM OUTPUT . . . . . . . . . . . . . 40
FIVE VOLT SENSOR SUPPLY—SECONDARY . . 31 THREE-FOUR SHIFT SOLENOID—PCM
FUEL INJECTORS—4.0L ENGINE—PCM OUTPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
OUTPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 THROTTLE BODY—4.0L ENGINE . . . . . . . . . . . 41
FUEL INJECTORS—5.2L/5.9L ENGINES—PCM THROTTLE BODY—5.2L/5.9L ENGINES . . . . . . . 40
OUTPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 THROTTLE POSITION SENSOR (TPS)—4.0L
FUEL LEVEL SENSOR—PCM INPUT . . . . . . . . . 31 ENGINE—PCM INPUT . . . . . . . . . . . . . . . . . . 35
FUEL PUMP RELAY-PCM OUTPUT . . . . . . . . . . 38 THROTTLE POSITION SENSOR (TPS)—5.2L/
GENERATOR FIELD DRIVER (-)—PCM 5.9L ENGINES—PCM INPUT . . . . . . . . . . . . . 35
OUTPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 TORQUE CONVERTOR CLUTCH (TCC)
GENERATOR FIELD SOURCE (+)—PCM SOLENOID—PCM OUTPUT . . . . . . . . . . . . . . 40
OUTPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 TRANSMISSION GOVERNOR PRESSURE
GENERATOR LAMP—PCM OUTPUT . . . . . . . . . 38 SENSOR—PCM INPUT . . . . . . . . . . . . . . . . . . 35
GENERATOR OUTPUT—PCM INPUT . . . . . . . . . 32 TRANSMISSION PARK/NEUTRAL SWITCH—
GOVERNOR PRESSURE SOLENOID—PCM PCM INPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
OUTPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 TRANSMISSION RELAY—PCM OUTPUT . . . . . . 40
IDLE AIR CONTROL (IAC) MOTOR—4.0L TRANSMISSION TEMPERATURE SENSOR—
ENGINE—PCM OUTPUT . . . . . . . . . . . . . . . . . 38 PCM INPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
VEHICLE SPEED AND DISTANCE SENSOR— CAMSHAFT POSITION SENSOR . . . . . . . . . . . . 60

PCM INPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 CRANKSHAFT POSITION SENSOR . . . . . . . . . . 60
DIAGNOSIS AND TESTING DUTY CYCLE EVAP CANISTER PURGE
ASD AND FUEL PUMP RELAYS . . . . . . . . . . . . . 47 SOLENOID . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
CAMSHAFT AND CRANKSHAFT POSITION ENGINE COOLANT TEMPERATURE SENSOR—
SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 4.0L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . 63
ENGINE COOLANT TEMPERATURE SENSOR— ENGINE COOLANT TEMPERATURE SENSOR—
4.0L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . 51 5.2L/5.9L ENGINES . . . . . . . . . . . . . . . . . . . . . 62
ENGINE COOLANT TEMPERATURE SENSOR— FUEL PUMP RELAY . . . . . . . . . . . . . . . . . . . . . . 55
5.2L/5.9L ENGINES . . . . . . . . . . . . . . . . . . . . . 51 IDLE AIR CONTROL (IAC) MOTOR—4.0L
IDLE AIR CONTROL (IAC) MOTOR—4.0L ENGINE . 52 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
IDLE AIR CONTROL (IAC) MOTOR—5.2L/5.9L IDLE AIR CONTROL (IAC) MOTOR—5.2L/5.9L
ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
INTAKE MANIFOLD AIR TEMPERATURE INTAKE MANIFOLD AIR TEMPERATURE
SENSOR—4.0L ENGINE . . . . . . . . . . . . . . . . . 52 SENSOR—4.0L ENGINE . . . . . . . . . . . . . . . . . 64
INTAKE MANIFOLD AIR TEMPERATURE INTAKE MANIFOLD AIR TEMPERATURE
SENSOR—5.2L/5.9L ENGINE . . . . . . . . . . . . . 52 SENSOR—5.2L/5.9L ENGINES . . . . . . . . . . . . 63
MANIFOLD ABSOLUTE PRESSURE (MAP) MANIFOLD ABSOLUTE PRESSURE (MAP)
SENSOR TEST—4.0L ENGINE . . . . . . . . . . . . 49 SENSOR—4.0L ENGINE . . . . . . . . . . . . . . . . . 58
MANIFOLD ABSOLUTE PRESSURE (MAP) MANIFOLD ABSOLUTE PRESSURE (MAP)
SENSOR TEST—5.2L.5.9L ENGINES . . . . . . . 48 SENSOR—5.2L/5.9L ENGINES . . . . . . . . . . . . 58
OXYGEN (O2S) SENSORS—4.0L ENGINE . . . . . 50 OXYGEN SENSOR—4.0L ENGINE . . . . . . . . . . . 61
OXYGEN (O2S) SENSORS—5.2L/5.9L ENGINES . 50 OXYGEN SENSOR—5.2L/5.9L ENGINES . . . . . . 60
THROTTLE BODY MINIMUM AIR FLOW CHECK POWERTRAIN CONTROL MODULE (PCM) . . . . 59
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . 53 THROTTLE BODY—4.0L ENGINE . . . . . . . . . . . 56
THROTTLE POSITION SENSOR (TPS)—4.0L THROTTLE BODY—5.2L/5.9L ENGINES . . . . . . . 55
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 THROTTLE POSITION SENSOR (TPS)—4.0L
THROTTLE POSITION SENSOR (TPS)—5.2L/ ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
5.9L ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . 53 THROTTLE POSITION SENSOR (TPS)—5.2L/
VEHICLE SPEED SENSOR . . . . . . . . . . . . . . . . 52 5.9L ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . 56
VISUAL INSPECTION—4.0L ENGINE . . . . . . . . . 44 VEHICLE SPEED SENSOR . . . . . . . . . . . . . . . . 64
VISUAL INSPECTION—5.2L/5.9L ENGINES . . . . 41 SPECIFICATIONS
REMOVAL AND INSTALLATION TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . . . 65
AIR CLEANER ELEMENT (FILTER) . . . . . . . . . . 62 VECI LABEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
AIR CLEANER HOUSING . . . . . . . . . . . . . . . . . . 61 SPECIAL TOOLS
AUTOMATIC SHUTDOWN (ASD) RELAY . . . . . . 54 FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . 66
GENERAL INFORMATION only according to preset PCM programming. Input

from the oxygen (O2S) sensors is not monitored dur-
INTRODUCTION ing Open Loop modes.
All engines are equipped with sequential Multi- During Closed Loop modes, the PCM will monitor
Port Fuel Injection (MFI). The MFI system provides the oxygen (O2S) sensors input. This input indicates
precise air/fuel ratios for all driving conditions. to the PCM whether or not the calculated injector
The powertrain control module (PCM) (Fig. 1) oper- pulse width results in the ideal air-fuel ratio. This
ates the fuel system. ratio is 14.7 parts air-to-1 part fuel. By monitoring
the exhaust oxygen content through the O2S sensor,
MODES OF OPERATION the PCM can fine tune the injector pulse width. This
As input signals to the powertrain control module is done to achieve optimum fuel economy combined
(PCM) change, the PCM adjusts its response to the with low emission engine performance.
output devices. For example, the PCM must calculate The fuel injection system has the following modes
different injector pulse width and ignition timing for of operation:
idle than it does for wide open throttle (WOT). • Ignition switch ON
The PCM will operate in two different modes: • Engine start-up (crank)
Open Loop and Closed Loop. • Engine warm-up
During Open Loop modes, the powertrain control • Idle
module (PCM) receives input signals and responds • Cruise
the PCM to calibrate air-fuel ratio during this mode
of operation.
ENGINE START-UP MODE

This is an Open Loop mode. The following actions
occur when the starter motor is engaged.
The powertrain control module (PCM) receives
inputs from:
• Battery voltage
• Engine coolant temperature sensor
• Crankshaft position sensor
• Intake manifold air temperature sensor
• Manifold absolute pressure (MAP) sensor
• Throttle position sensor (TPS)
• Starter motor relay
• Camshaft position sensor signal
The PCM monitors the crankshaft position sensor.
If the PCM does not receive a crankshaft position
sensor signal within 3 seconds of cranking the
engine, it will shut down the fuel injection system.
The fuel pump is activated by the PCM through
Fig. 1 Powertrain Control Module (PCM) the fuel pump relay.
Voltage is applied to the fuel injectors with the
• Acceleration ASD relay via the PCM. The PCM will then control
• Deceleration the injection sequence and injector pulse width by
• Wide open throttle (WOT) turning the ground circuit to each individual injector
• Ignition switch OFF on and off.
The ignition switch On, engine start-up (crank), The PCM determines the proper ignition timing
engine warm-up, acceleration, deceleration and wide according to input received from the crankshaft posi-
open throttle modes are Open Loop modes. The idle tion sensor.
and cruise modes, (with the engine at operating tem-
perature) are Closed Loop modes. ENGINE WARM-UP MODE
This is an Open Loop mode. During engine warm-
IGNITION SWITCH (KEY-ON) MODE up, the powertrain control module (PCM) receives
This is an Open Loop mode. When the fuel system inputs from:
is activated by the ignition switch, the following • Battery voltage
actions occur: • Crankshaft position sensor
• The powertrain control module (PCM) pre-posi- • Engine coolant temperature sensor
tions the idle air control (IAC) motor. • Intake manifold air temperature sensor
• The PCM determines atmospheric air pressure • Manifold absolute pressure (MAP) sensor
from the MAP sensor input to determine basic fuel • Throttle position sensor (TPS)
strategy. • Camshaft position sensor signal (in the distribu-
• The PCM monitors the engine coolant tempera- tor)
ture sensor input. The PCM modifies fuel strategy • Park/neutral switch (gear indicator signal—auto.
based on this input. trans. only)
• Intake manifold air temperature sensor input is • Air conditioning select signal (if equipped)
monitored. • Air conditioning request signal (if equipped)
• Throttle position sensor (TPS) is monitored. Based on these inputs the following occurs:
• The auto shutdown (ASD) relay is energized by • Voltage is applied to the fuel injectors with the
the PCM for approximately three seconds. ASD relay via the PCM. The PCM will then control
• The fuel pump is energized through the fuel the injection sequence and injector pulse width by
pump relay by the PCM. The fuel pump will operate turning the ground circuit to each individual injector
for approximately three seconds unless the engine is on and off.
operating or the starter motor is engaged. • The PCM adjusts engine idle speed through the
• The O2S sensor heater element is energized via idle air control (IAC) motor and adjusts ignition tim-
the ASD relay. The O2S sensor input is not used by ing.
• The PCM operates the A/C compressor clutch • Camshaft position sensor signal (in the distribu-
through the clutch relay. This is done if A/C has been tor)
selected by the vehicle operator and requested by the • Park/neutral switch (gear indicator signal—auto.
A/C thermostat. trans. only)
• When engine has reached operating tempera- • Oxygen (O2S) sensors
ture, the PCM will begin monitoring O2S sensor Based on these inputs, the following occurs:
input. The system will then leave the warm-up mode • Voltage is applied to the fuel injectors with the
and go into closed loop operation. ASD relay via the PCM. The PCM will then adjust
the injector pulse width by turning the ground circuit
IDLE MODE to each individual injector on and off.
When the engine is at operating temperature, this • The PCM monitors the O2S sensor input and
is a Closed Loop mode. At idle speed, the powertrain adjusts air-fuel ratio. It also adjusts engine idle
control module (PCM) receives inputs from: speed through the idle air control (IAC) motor.
• Air conditioning select signal (if equipped) • The PCM adjusts ignition timing by turning the
• Air conditioning request signal (if equipped) ground path to the coil on and off.
• Battery voltage • The PCM operates the A/C compressor clutch
• Crankshaft position sensor through the clutch relay. This happens if A/C has
• Engine coolant temperature sensor been selected by the vehicle operator and requested
• Intake manifold air temperature sensor by the A/C thermostat.
• Manifold absolute pressure (MAP) sensor
• Throttle position sensor (TPS) ACCELERATION MODE
• Camshaft position sensor signal (in the distribu- This is an Open Loop mode. The powertrain control
tor) module (PCM) recognizes an abrupt increase in
• Battery voltage throttle position or MAP pressure as a demand for
• Park/neutral switch (gear indicator signal—auto. increased engine output and vehicle acceleration. The
trans. only) PCM increases injector pulse width in response to
• Oxygen sensors increased throttle opening.
Based on these inputs, the following occurs:
• Voltage is applied to the fuel injectors with the DECELERATION MODE
ASD relay via the PCM. The PCM will then control When the engine is at operating temperature, this
injection sequence and injector pulse width by turn- is an Open Loop mode. During hard deceleration, the
ing the ground circuit to each individual injector on powertrain control module (PCM) receives the follow-
and off. ing inputs.
• The PCM monitors the O2S sensor input and • Air conditioning select signal (if equipped)
adjusts air-fuel ratio by varying injector pulse width. • Air conditioning request signal (if equipped)
It also adjusts engine idle speed through the idle air • Battery voltage
control (IAC) motor. • Engine coolant temperature sensor
• The PCM adjusts ignition timing by increasing • Crankshaft position sensor
and decreasing spark advance. • Intake manifold air temperature sensor
• The PCM operates the A/C compressor clutch • Manifold absolute pressure (MAP) sensor
through the clutch relay. This happens if A/C has • Throttle position sensor (TPS)
been selected by the vehicle operator and requested • Camshaft position sensor signal (in the distribu-
by the A/C thermostat. tor)
• Park/neutral switch (gear indicator signal—auto.
CRUISE MODE trans. only)
When the engine is at operating temperature, this • Vehicle speed sensor
is a Closed Loop mode. At cruising speed, the power- If the vehicle is under hard deceleration with the
train control module (PCM) receives inputs from: proper rpm and closed throttle conditions, the PCM
• Air conditioning select signal (if equipped) will ignore the oxygen sensor input signal. The PCM
• Air conditioning request signal (if equipped) will enter a fuel cut-off strategy in which it will not
• Battery voltage supply a ground to the injectors. If a hard decelera-
• Engine coolant temperature sensor tion does not exist, the PCM will determine the
• Crankshaft position sensor proper injector pulse width and continue injection.
• Intake manifold air temperature sensor Based on the above inputs, the PCM will adjust
• Manifold absolute pressure (MAP) sensor engine idle speed through the idle air control (IAC)
• Throttle position sensor (TPS) motor.
The PCM adjusts ignition timing by turning the rpm, manifold absolute pressure, engine coolant tem-
ground path to the coil on and off. perature, throttle position, transmission gear selec-
tion (automatic transmission), vehicle speed and the
WIDE OPEN THROTTLE MODE brake switch.
This is an Open Loop mode. During wide open The PCM adjusts idle speed based on inputs it
throttle operation, the powertrain control module receives from sensors that react to: throttle position,
(PCM) receives the following inputs. vehicle speed, transmission gear selection, engine
• Battery voltage coolant temperature and from inputs it receives from
• Crankshaft position sensor the air conditioning clutch switch and brake switch.
• Engine coolant temperature sensor Based on inputs that it receives, the PCM adjusts
• Intake manifold air temperature sensor ignition coil dwell. The PCM also adjusts the gener-
• Manifold absolute pressure (MAP) sensor ator charge rate through control of the generator
• Throttle position sensor (TPS) field and provides speed control operation.
• Camshaft position sensor signal (in the distribu-
tor) NOTE: PCM Inputs:
During wide open throttle conditions, the following
occurs: • A/C request (if equipped with factory A/C)
• Voltage is applied to the fuel injectors with the • A/C select (if equipped with factory A/C)
ASD relay via the PCM. The PCM will then control • Auto shutdown (ASD) sense
the injection sequence and injector pulse width by • Battery temperature
turning the ground circuit to each individual injector • Battery voltage
on and off. The PCM ignores the oxygen sensor input • Brake switch
signal and provides a predetermined amount of addi- • CCD bus (+) circuits
tional fuel. This is done by adjusting injector pulse • CCD bus (-) circuits
width. • Camshaft position sensor signal
• The PCM adjusts ignition timing by turning the • Crankshaft position sensor
ground path to the coil on and off. • Data link connection for DRB scan tool
• Engine coolant temperature sensor
IGNITION SWITCH OFF MODE • Fuel level
When ignition switch is turned to OFF position, • Generator (battery voltage) output
the PCM stops operating the injectors, ignition coil, • Ignition circuit sense (ignition switch in on/off/
ASD relay and fuel pump relay. crank/run position)
• Intake manifold air temperature sensor
• Leak detection pump (switch) sense (if equipped)
DESCRIPTION AND OPERATION • Manifold absolute pressure (MAP) sensor
• Oil pressure
POWERTRAIN CONTROL MODULE (PCM) • Output shaft speed sensor
The powertrain control module (PCM) (Fig. 1) oper- • Overdrive/override switch
ates the fuel system. The PCM was formerly referred • Oxygen sensors
to as the SBEC or engine controller. The PCM is a • Park/neutral switch (auto. trans. only)
pre-programmed, triple microprocessor digital com- • Power ground
puter. It regulates ignition timing, air-fuel ratio, • Sensor return
emission control devices, charging system, certain • Signal ground
transmission features, speed control, air conditioning • Speed control multiplexed single wire input
compressor clutch engagement and idle speed. The • Throttle position sensor
PCM can adapt its programming to meet changing • Transmission governor pressure sensor
operating conditions. • Transmission temperature sensor
The PCM receives input signals from various • Vehicle speed sensor
switches and sensors. Based on these inputs, the
PCM regulates various engine and vehicle operations NOTE: PCM Outputs:
through different system components. These compo-
nents are referred to as Powertrain Control Module • A/C clutch relay
(PCM) Outputs. The sensors and switches that pro- • Auto shutdown (ASD) relay
vide inputs to the PCM are considered Powertrain • CCD bus (+) circuits
Control Module (PCM) Inputs. • CCD bus (-) circuits
The PCM adjusts ignition timing based upon • Data link connection for DRB scan tool
inputs it receives from sensors that react to: engine • EGR valve control solenoid (if equipped)
• EVAP canister purge solenoid AUTOMATIC SHUTDOWN (ASD) RELAY SENSE—
• Five volt sensor supply (primary) PCM INPUT
• Five volt sensor supply (secondary) A 12 volt signal at this input indicates to the PCM
• Fuel injectors that the ASD has been activated. The ASD relay is
• Fuel pump relay located in the Power Distribution Center (PDC). The
• Generator field driver (-) PDC is located in the engine compartment (Fig. 2).
• Generator field driver (+) Refer to label on PDC cover for relay location. The
• Generator lamp (if equipped) relay is used to connect the oxygen sensor heater ele-
• Idle air control (IAC) motor ment, ignition coil and fuel injectors to 12 volt +
• Ignition coil power supply.
• Leak detection pump
• Malfunction indicator lamp (Check engine lamp).
Driven through CCD circuits.
• Overdrive indicator lamp (if equipped)
• Speed control vacuum solenoid
• Speed control vent solenoid
• Tachometer (if equipped). Driven through CCD
circuits.
• Transmission convertor clutch circuit
• Transmission 3–4 shift solenoid
• Transmission relay
• Transmission temperature lamp (if equipped)
• Transmission variable force solenoid
AIR CONDITIONING (A/C) CONTROLS—PCM INPUT

The A/C control system information applies to fac-
tory installed air conditioning units.
A/C SELECT SIGNAL: When the A/C switch is in
the ON position, an input signal is sent to the pow-
ertrain control module (PCM). The signal informs the
PCM that the A/C has been selected. The PCM
adjusts idle speed to a pre-programmed rpm through
the idle air control (IAC) motor to compensate for
increased engine load. Fig. 2 Power Distribution Center (PDC)
A/C REQUEST SIGNAL: Once A/C has been This input is used only to sense that the ASD relay
selected, the powertrain control module (PCM) is energized. If the powertrain control module (PCM)
receives the A/C request signal from the clutch does not see 12 volts at this input when the ASD
cycling pressure switch. The input indicates that the should be activated, it will set a diagnostic trouble
evaporator pressure is in the proper range for A/C code (DTC).
application. The PCM uses this input to cycle the A/C
compressor clutch (through the A/C relay). It will BATTERY TEMPERATURE SENSOR—PCM INPUT
also determine the correct engine idle speed through Provides a signal to the PCM corresponding to the
the idle air control (IAC) motor position. battery temperature. Refer to Group 8C, Charging
If the A/C low-pressure switch or high-pressure System for additional information.
switch opens (indicating a low or high refrigerant
pressure), the PCM will not receive an A/C request BATTERY VOLTAGE—PCM INPUT
signal. The PCM will then remove the ground from The battery voltage input provides power to the
the A/C relay. This will deactivate the A/C compres- Powertrain Control Module (PCM). It also informs
sor clutch. the PCM what voltage level is supplied to the igni-
If the switch opens, (indicating that evaporator is tion coil and fuel injectors.
not in proper pressure range), the PCM will not If battery voltage is low, the PCM will increase
receive the A/C request signal. The PCM will then injector pulse width (period of time that the injector
remove the ground from the A/C relay, deactivating is energized). This is done to compensate for the
the A/C compressor clutch. reduced flow through injector caused by the lowered
voltage.
BRAKE SWITCH—PCM INPUT
When the brake light switch is activated, the Pow-
ertrain Control Module (PCM) receives an input indi-
cating that the brakes are being applied. After
receiving this input, the PCM maintains idle speed to
a scheduled rpm through control of the Idle Air Con-
trol (IAC) motor. The brake switch input is also used
to supply/deny power to the speed control servo sole-
noids.
FIVE VOLT SENSOR SUPPLY—PRIMARY

Supplies the required 5 volt power source to the
crankshaft position sensor, camshaft position sensor,
MAP sensor and throttle position sensor.
FIVE VOLT SENSOR SUPPLY—SECONDARY

Supplies the required 5 volt source to the vehicle Fig. 3 Camshaft Position Sensor—Typical (5.2L/5.9L
speed sensor. Distributor Shown)
The sensor is bolted to the cylinder block near the
FUEL LEVEL SENSOR—PCM INPUT rear of the right cylinder head (Fig. 4).
The Powertrain Control Module (PCM) sends a 5 Refer to Group 8D, Ignition System for more
volt signal to the fuel level sensor (fuel gauge send- crankshaft position sensor information.
ing unit). The fuel level sensor will then return a sig- The engine will not operate if the PCM does not
nal to the PCM to indicate fuel level. The purpose of receive a crankshaft position sensor input.
this feature is to prevent a false setting of misfire
and fuel system monitor trouble codes. This is if the
fuel level is less than approximately 15 percent, or, if
equipped with a Leak Detection Pump (LDP), more
than approximately 85 percent of its rated capacity.
This input is also used to send a signal to the PCM
for fuel gauge operation via the CCD bus circuits.
CAMSHAFT POSITION SENSOR—PCM INPUT

A sync signal is provide by the camshaft position
sensor. The sensor located in the distributor on all
4.0L/5.2L/5.9L engines (Fig. 3). The sync signal from
this sensor works in conjunction with the crankshaft
position sensor to provide the powertrain control
module (PCM) with inputs. This is done to establish
and maintain correct injector firing order.
Refer to Camshaft Position Sensor in Group 8D,
Ignition System for more information.
CRANKSHAFT POSITION SENSOR—5.2L/5.9L

Fig. 4 Crankshaft Position Sensor—5.2L/5.9L
ENGINES—PCM INPUT Engines
This sensor is a hall effect device that detects
notches in the flywheel (manual transmission) or CRANKSHAFT POSITION SENSOR—4.0L
flexplate (automatic transmission). ENGINE—PCM INPUT
This sensor is used to indicate to the powertrain This sensor is a hall effect device that detects
control module (PCM) that a spark and or fuel injec- notches in the flywheel (manual transmission) or
tion event is to be required. The output from this flexplate (automatic transmission).
sensor, in conjunction with the camshaft position sen- This sensor is used to indicate to the powertrain
sor signal, is used to differentiate between fuel injec- control module (PCM) that a spark and or fuel injec-
tion and spark events. It is also used to synchronize tion event is to be required. The output from this
the fuel injectors with their respective cylinders. sensor, in conjunction with the camshaft position sen-
sor signal, is used to differentiate between fuel injec-
tion and spark events. It is also used to synchronize
the fuel injectors with their respective cylinders.
The sensor is bolted to the transmission bellhous-
ing (Fig. 5).
Fig. 6 Engine Coolant Temperature Sensor—5.2L/

5.9L Engines
pulse width and ignition timing. As coolant tempera-
ture varies, the coolant temperature sensor’s resis-
tance changes. The change in resistance results in a
different input voltage to the PCM.
When the engine is cold, the PCM will operate in
Open Loop cycle. It will demand slightly richer air-
Fig. 5 Crankshaft Position Sensor—4.0L Engine fuel mixtures and higher idle speeds. This is done
Refer to Group 8D, Ignition System for more until normal operating temperatures are reached.
crankshaft position sensor information. Refer to Open Loop/Closed Loop Modes of Opera-
The engine will not operate if the PCM does not tion in this section of the group for more information.
receive a crankshaft position sensor input.
ENGINE COOLANT TEMPERATURE SENSOR—5.2L/

5.9L ENGINES—PCM INPUT
The engine coolant temperature sensor is installed
next to the thermostat housing (Fig. 6) and protrudes
into the water jacket. The sensor provides an input
voltage to the powertrain control module (PCM)
relating coolant temperature. The PCM uses this
input along with inputs from other sensors to deter-
mine injector pulse width and ignition timing. As
coolant temperature varies, the coolant temperature
sensor resistance will change. This change in resis-
tance results in a different input voltage to the PCM.
When the engine is cold, the PCM will operate in
Open Loop cycle. It will demand slightly richer air-
fuel mixtures and higher idle speeds. This is done
until normal operating temperatures are reached.
ENGINE COOLANT TEMPERATURE SENSOR—4.0L Fig. 7 Engine Coolant Temperature Sensor—4.0L

ENGINE—PCM INPUT Engine—Typical
The engine coolant temperature sensor is installed
GENERATOR OUTPUT—PCM INPUT
in the thermostat housing (Fig. 7) and protrudes into
Provides a charging system voltage input to the
the water jacket. The sensor provides an input volt-
Powertrain Control Module (PCM). It is sensed at the
age to the powertrain control module (PCM) relating
battery input to the PCM.
coolant temperature. The PCM uses this input along
with inputs from other sensors to determine injector
OXYGEN SENSOR (O2S)—PCM INPUT IGNITION CIRCUIT SENSE—PCM INPUT
Two heated O2S sensors are used. The sensors pro- The ignition circuit sense input tells the Power-
duce voltages from 0 to 1 volt, depending upon the train Control Module (PCM) the ignition switch has
oxygen content of the exhaust gas in the exhaust energized the ignition circuit. Refer to the wiring dia-
manifold. When a large amount of oxygen is present grams for circuit information.
(caused by a lean air/fuel mixture), the sensors pro-
duces a low voltage. When there is a lesser amount INTAKE MANIFOLD AIR TEMPERATURE SENSOR—
present (rich air/fuel mixture) it produces a higher 5.2L/5.9L ENGINES—PCM INPUT
voltage. By monitoring the oxygen content and con- The intake manifold air temperature sensor is
verting it to electrical voltage, the sensors act as a installed in the intake manifold with the sensor ele-
rich-lean switch. ment extending into the air stream (Fig. 8). The sen-
In Closed Loop operation, the PCM monitors the sor provides an input voltage to the powertrain
O2S sensor input (along with other inputs) and control module (PCM) indicating intake manifold air
adjusts the injector pulse width accordingly. During temperature. The input is used along with inputs
Open Loop operation, the PCM ignores the O2 sensor from other sensors to determine injector pulse width.
input. The PCM adjusts injector pulse width based As the temperature of the air-fuel stream in the
on preprogrammed (fixed) values and inputs from manifold varies, the sensor resistance changes. This
other sensors. results in a different input voltage to the PCM.
The oxygen sensors are equipped with a heating
element that keeps the sensors at proper operating
temperature during all operating modes. Maintaining
correct sensor temperature at all times allows the
system to enter into closed loop operation sooner.
Also, it allows the system to remain in closed loop
operation during periods of extended idle.
The Automatic Shutdown (ASD) relay supplies bat-
tery voltage to both the upstream and downstream
heated oxygen sensors. The oxygen sensors are
equipped with a heating element. The heating ele-
ments reduce the time required for the sensors to
reach operating temperature.
UPSTREAM HEATED OXYGEN SENSOR

The upstream O2S sensor is located near the inlet
end of the catalytic converter. It provides an input
voltage to the PCM. The input tells the PCM the oxy-
gen content of the exhaust gas. The PCM uses this
information to fine tune the air/fuel ratio by adjust-
ing injector pulse width. Fig. 8 Intake Manifold Air Temperature Sensor—
5.2L/5.9L V-8 Engines—Typical
DOWNSTREAM HEATED OXYGEN SENSOR INTAKE MANIFOLD AIR TEMPERATURE SENSOR—
The downstream heated oxygen sensor is located
near the outlet end of the catalytic converter. The
4.0L ENGINE—PCM INPUT
downstream heated oxygen sensor input is used to The intake manifold air temperature sensor is
detect catalytic convertor deterioration. As the con- installed in the intake manifold with the sensor ele-
vertor deteriorates, the input from the downstream ment extending into the air stream (Fig. 9). The sen-
sensor begins to match the upstream sensor input sor provides an input voltage to the powertrain
except for a slight time delay. By comparing the control module (PCM) indicating intake manifold air
downstream heated oxygen sensor input to the input temperature. The input is used along with inputs
from the upstream sensor, the PCM calculates cata- from other sensors to determine injector pulse width.
lytic convertor efficiency. As the temperature of the air-fuel stream in the
When the catalytic converter efficiency drops below manifold varies, the sensor resistance changes. This
emission standards, the PCM stores a diagnostic results in a different input voltage to the PCM.
trouble code and illuminates the Malfunction Indica-
tor Lamp (MIL). For more information, refer to
Group 25, Emission Control Systems.
Fig. 9 Throttle Body Sensor Locations—4.0L Engine Fig. 10 MAP and Throttle Position Sensor
Location—5.2L/5.9L Engines
LEAK DETECTION PUMP (SWITCH) SENSE—PCM
INPUT (cranking) and engine load while the engine is run-
Provides an input to the PCM that the leak detec- ning. The PCM uses this input along with inputs
tion pump (LDP) has been activated. Refer to Group from other sensors to adjust air-fuel mixture.
25, Emission Control System for LDP information. The MAP sensor is mounted on the side of the
engine throttle body (Fig. 9). The sensor is connected
MANIFOLD ABSOLUTE PRESSURE (MAP) to the throttle body with a rubber L-shaped fitting.
SENSOR—5.2L/5.9L ENGINES—PCM INPUT OIL PRESSURE SENSOR—PCM INPUT
The MAP sensor reacts to absolute pressure in the
Sends a signal from the oil pressure sending unit
intake manifold. It provides an input voltage to the
to the Powertrain Control Module (PCM) relating to
powertrain control module (PCM). As engine load
engine oil pressure.
changes, manifold pressure varies. The change in
manifold pressure causes MAP sensor voltage to
OUTPUT SHAFT SPEED SENSOR—PCM INPUT
change. The change in MAP sensor voltage results in
This sensor generates a signal to the PCM relating
a different input voltage to the PCM. The input volt-
to the speed of the transmission main drive shaft.
age level supplies the PCM with information about
This input is used with 4–speed electronic transmis-
ambient barometric pressure during engine start-up
sions only.
(cranking) and engine load while the engine is run-
ning. The PCM uses this input along with inputs
OVERDRIVE/OVERRIDE SWITCH-PCM INPUT
from other sensors to adjust air-fuel mixture.
On vehicles equipped with an automatic transmis-
The MAP sensor is mounted on the side of the
sion and overdrive, the powertrain control module
engine throttle body (Fig. 10). The sensor is connected
(PCM) regulates the 3-4 overdrive up-shift and down-
to the throttle body with a rubber L-shaped fitting.
shift through the overdrive solenoid. This solenoid is
located in the transmission. An overdrive/override
MANIFOLD ABSOLUTE PRESSURE (MAP)
push-button switch is located on the instrument
SENSOR—4.0L ENGINE—PCM INPUT panel.
The MAP sensor reacts to absolute pressure in the The overdrive/override push-button switch is nor-
intake manifold. It provides an input voltage to the mally open (overdrive allowed) when the lamp is not
powertrain control module (PCM). As engine load illuminated. It momentarily closes (overdrive not
changes, manifold pressure varies. The change in allowed) when the operator presses the switch and
manifold pressure causes MAP sensor voltage to the lamp is illuminated. Overdrive will revert to ON
change. The change in MAP sensor voltage results in (lamp off) each time the ignition switch in turned on.
a different input voltage to the PCM. The input volt- The transmission downshifts if the operator presses
age level supplies the PCM with information about the override switch while in overdrive.
ambient barometric pressure during engine start-up Refer to Group 21 for more transmission information.
POWER GROUND transmission governor pressure. This input is used
The power ground is used to control ground cir- with 4–speed electronic transmissions only.
cuits for the following powertrain control module
(PCM) loads: TRANSMISSION TEMPERATURE SENSOR—PCM
• Generator field winding INPUT
• Fuel injectors This input is used in the shift operation for
• Ignition coil 4–speed electronic transmissions only. The tempera-
• Certain relays/solenoids ture data is used for: torque converter clutch opera-
tion, overdrive shift, low temperature shift
SENSOR RETURN—PCM INPUT compensation, wide open throttle shift strategy and
Sensor Return provides a low noise ground refer- governor pressure transducer calibration.
ence for all engine control system sensors.
THROTTLE POSITION SENSOR (TPS)—5.2L/5.9L
SIGNAL GROUND—PCM INPUT ENGINES—PCM INPUT
Signal ground provides a low noise ground to the The throttle position sensor (TPS) is mounted on
data link connector. the throttle body (Fig. 10). The TPS is a variable
resistor that provides the powertrain control module
SPEED CONTROL SWITCHES—PCM INPUT (PCM) with an input signal (voltage) that represents
Two separate speed control switch modules are throttle blade position. The sensor is connected to the
mounted on the steering wheel to the left and right throttle blade shaft. As the position of the throttle
side of the driver’s airbag module. Within the two blade changes, the resistance of the TPS changes.
switch modules, five momentary contact switches, The PCM supplies approximately 5 volts to the
supporting seven different speed control functions TPS. The TPS output voltage (input signal to the
are used. The outputs from these switches are fil- PCM) represents the throttle blade position. The
tered into one input. The Powertrain Control Module PCM receives an input signal voltage from the TPS.
(PCM) determines which output has been applied This will vary in an approximate range of from .25
through resistive multiplexing. The input circuit volts at minimum throttle opening (idle), to 4.8 volts
voltage is measured by the PCM to determine which at wide open throttle. Along with inputs from other
switch function has been selected. sensors, the PCM uses the TPS input to determine
A speed control indicator lamp, located on the current engine operating conditions. In response to
instrument panel cluster is energized by the PCM via engine operating conditions, the PCM will adjust fuel
the CCD Bus. This occurs when speed control system injector pulse width and ignition timing.
power has been turned ON, and the engine is run-
ning. THROTTLE POSITION SENSOR (TPS)—4.0L
The two switch modules are labeled: ON/OFF, SET, ENGINE—PCM INPUT
RESUME/ACCEL, CANCEL and COAST. Refer to The throttle position sensor (TPS) is mounted on
Group 8H, Speed Control System for more informa- the throttle body (Fig. 9). The TPS is a variable resis-
tion. tor that provides the powertrain control module
(PCM) with an input signal (voltage) that represents
TRANSMISSION PARK/NEUTRAL SWITCH—PCM throttle blade position. The sensor is connected to the
INPUT throttle blade shaft. As the position of the throttle
The park/neutral switch is located on the transmis- blade changes, the resistance of the TPS changes.
sion housing and provides an input to the Powertrain The PCM supplies approximately 5 volts to the
Control Module (PCM). This will indicate that the TPS. The TPS output voltage (input signal to the
automatic transmission is in Park, Neutral or a drive PCM) represents the throttle blade position. The
gear selection. This input is used to determine idle PCM receives an input signal voltage from the TPS.
speed (varying with gear selection), fuel injector This will vary in an approximate range of from .25
pulse width and ignition timing advance. Refer to volts at minimum throttle opening (idle), to 4.8 volts
Group 21, Transmissions, for testing, replacement at wide open throttle. Along with inputs from other
and adjustment information. sensors, the PCM uses the TPS input to determine
current engine operating conditions. In response to
TRANSMISSION GOVERNOR PRESSURE engine operating conditions, the PCM will adjust fuel
SENSOR—PCM INPUT injector pulse width and ignition timing.
Provides a signal proportional to the transmission
governor pressure. It provides feedback for control of
the governor pressure solenoid, which regulates
VEHICLE SPEED AND DISTANCE SENSOR—PCM
INPUT
The vehicle speed sensor is located on the speed-
ometer pinion gear adapter (Fig. 11) or (Fig. 12). The
pinion gear adapter is located on the extension hous-
ing of the transmission (drivers side—2WD), or on
the transfer case (4WD). The sensor input is used by
the powertrain control module (PCM) to determine
vehicle speed and distance traveled.
Fig. 12 Vehicle Speed Sensor Location—4WD—

Typical

Typical
The speed sensor generates 8 pulses per sensor
revolution. These signals, in conjunction with a
closed throttle signal from the throttle position sen-
sor, indicate a closed throttle deceleration to the
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.
AIR CONDITIONING (A/C) CLUTCH RELAY—PCM Fig. 13 Power Distribution Center (PDC)
OUTPUT
ing the ground circuit for the A/C clutch relay on and
The A/C relay is located in the Power Distribution
off.
Center (PDC). The PDC is located in the engine com-
When the PCM receives a request for A/C from A/C
partment (Fig. 13). Refer to label on PDC cover for
evaporator switch, it will adjust idle air control (IAC)
relay location.
motor position. This is done to increase idle speed.
The powertrain control module (PCM) activates the
The PCM will then activate the A/C clutch through
A/C compressor through the A/C clutch relay. The
the A/C clutch relay. The PCM adjusts idle air control
PCM regulates A/C compressor operation by switch-
(IAC) stepper motor position to compensate for
increased engine load from the A/C compressor.
By switching the ground path for the relay on and
off, the PCM is able to cycle the A/C compressor
clutch. This is based on changes in engine operating
conditions. If, during A/C operation, the PCM senses
abnormally low idle speeds it will de-energize the
relay. This prevents A/C clutch engagement. The
relay will remain de-energized until the idle speed
increases. The PCM will also de-energize the relay if
coolant temperature exceeds 125°C (257°F) or low or
high system pressure exists.
AUTO SHUTDOWN (ASD) RELAY—PCM OUTPUT

The ASD relay is located in the Power Distribution
Center (PDC).
The ASD supplies battery voltage to the fuel injec-
tors, ignition coil and oxygen (O2S) sensor heating
elements. The ground circuit for the coil in the ASD
relay is controlled by the powertrain control module
(PCM). The PCM operates the relay by switching the
ground circuit on and off. Fig. 14 Data Link Connector Location
CCD BUS (+/-) CIRCUITS-PCM OUTPUTS

The Powertrain Control Module (PCM) sends cer-
tain output signals through the CCD bus circuits.
These signals are used to control certain instrument
panel located items and to determine certain identi-
fication numbers.
Refer to Group 8E, Instrument Panel and Gauges
for additional information.
DATA LINK CONNECTOR—PCM INPUT AND

OUTPUT
The 16–way data link connector (diagnostic scan
tool connector) links the Diagnostic Readout Box
(DRB) scan tool or the Mopar Diagnostic System
(MDS) with the powertrain control module (PCM).
The data link connector is located under the instru-
ment panel to the left of the steering column (Fig.
14). For operation of the DRB scan tool, refer to the
appropriate Powertrain Diagnostic Procedures ser-
vice manual.
DUTY CYCLE EVAP PURGE SOLENOID VALVE-PCM Fig. 15 Fuel Injectors—5.2L/5.9L Engines—Typical
OUTPUT This is used to identify each fuel injector with its
Refer to Group 25, Emission Control System for respective cylinder number.
information. The injectors are energized individually in a
sequential order by the powertrain control module
FUEL INJECTORS—5.2L/5.9L ENGINES—PCM (PCM). The PCM will adjust injector pulse width by
OUTPUT switching the ground path to each individual injector
The fuel injectors are attached to the fuel rail (Fig. on and off. Injector pulse width is the period of time
15). 5.2L/5.9L V-8 engines use eight injectors. that the injector is energized. The PCM will adjust
The nozzle ends of the injectors are positioned into injector pulse width based on various inputs it
openings in the intake manifold just above the intake receives.
valve ports of the cylinder head. The engine wiring During start up, battery voltage is supplied to the
harness connector for each fuel injector is equipped injectors through the ASD relay. When the engine is
with an attached numerical tag (INJ 1, INJ 2 etc.). operating, voltage is supplied by the charging sys-
tem. The PCM determines injector pulse width based The fuel pump relay is located in the Power Distri-
on various inputs. bution Center (PDC).
FUEL INJECTORS—4.0L ENGINE—PCM OUTPUT GENERATOR FIELD SOURCE (+)—PCM OUTPUT

Six individual fuel injectors are used with the 4.0L This output from the Powertrain Control Module
6-cylinder engine. The injectors are attached to the (PCM) regulates charging system voltage to the gen-
fuel rail (Fig. 16). erator field source (+) circuit. The voltage range is
The nozzle ends of the injectors are positioned into 12.9 to 15.0 volts. Models of previous years had used
openings in the intake manifold just above the intake the ASD relay (directly) to apply the 12 volt + power
valve ports of the cylinder head. The engine wiring supply to the generator field source (+) circuit. Refer
harness connector for each fuel injector is equipped to Groups 8A and 8C for charging system informa-
with an attached numerical tag (INJ 1, INJ 2 etc.). tion.
This is used to identify each fuel injector.
The injectors are energized individually in a GENERATOR FIELD DRIVER (-)—PCM OUTPUT
sequential order by the powertrain control module This output from the Powertrain Control Module
(PCM). The PCM will adjust injector pulse width by (PCM) regulates charging system ground control to
switching the ground path to each individual injector the generator field driver (-) circuit. Refer to Groups
on and off. Injector pulse width is the period of time 8A and 8C for charging system information.
that the injector is energized. The PCM will adjust
injector pulse width based on various inputs it GENERATOR LAMP—PCM OUTPUT
receives. If the powertrain control module (PCM) senses a
During start up, battery voltage is supplied to the low charging condition in the charging system, it will
injectors through the ASD relay. When the engine is illuminate the generator lamp (if equipped) on the
operating, voltage is supplied by the charging sys- instrument panel. This is done through the CCD Bus
tem. The PCM determines injector pulse width based circuits. For example, during low idle with all acces-
on various inputs. sories turned on, the lamp may momentarily go on.
Once the PCM corrects idle speed to a higher rpm,
the lamp will go out. Refer to Groups 8A and 8C for
charging system information.
IDLE AIR CONTROL (IAC) MOTOR—5.2L/5.9L

ENGINES—PCM OUTPUT
The IAC motor is mounted to the back of the throt-
tle body (Fig. 10) and is controlled by the powertrain
control module (PCM).
The throttle body has an air control passage that
provides air for the engine at idle (the throttle plate
is closed). The IAC motor pintle protrudes into the
air control passage (Fig. 17) and regulates air flow
through it. Based on various sensor inputs, the pow-
ertrain control module (PCM) adjusts engine idle
speed by moving the IAC motor pintle in and out of
the air control passage. The IAC motor is positioned
when the ignition key is turned to the On position.
A (factory adjusted) set screw is used to mechani-
Fig. 16 Fuel Injectors—4.0L Engine cally limit the position of the throttle body throttle
plate. Never attempt to adjust the engine idle
FUEL PUMP RELAY-PCM OUTPUT speed using this screw. All idle speed functions are
The PCM energizes the electric fuel pump through controlled by the PCM.
the fuel pump relay. Battery voltage is applied to the
fuel pump relay when the ignition key is ON. The IDLE AIR CONTROL (IAC) MOTOR—4.0L
relay is energized when a ground signal is provided ENGINE—PCM OUTPUT
by the PCM. The IAC motor is mounted on the throttle body
The fuel pump will operate for approximately three (Fig. 9) and is controlled by the powertrain control
seconds unless the engine is operating or the starter module (PCM).
motor is engaged.
Fig. 18 Ignition Coil—5.2L/5.9L Engines—Typical

Refer to Group 8D, Ignition System for additional
information.
Fig. 17 Throttle Body Air Control Passage—5.2L/
5.9L Engines—Typical LEAK DETECTION PUMP—PCM OUTPUT
The throttle body has an air control passage that Certain engines with certain emissions packages
provides air for the engine at idle (the throttle plate are equipped with a leak detection pump (LDP). The
is closed). The IAC motor pintle protrudes into the LDP is activated through this PCM output. Refer to
air control passage and regulates air flow through it. Group 25, Emission Control System for additional
Based on various sensor inputs, the powertrain con- information.
trol module (PCM) adjusts engine idle speed by mov-
ing the IAC motor pintle in and out of the air control
passage. The IAC motor is positioned when the igni-
tion key is turned to the On position.
cally limit the position of the throttle body throttle
speed using this screw. All idle speed functions are
controlled by the PCM.
IGNITION COIL—5.2L/5.9L ENGINES—PCM

OUTPUT
System voltage is supplied to the ignition coil pos-
itive terminal. The powertrain control module (PCM)
operates the ignition coil. Base (initial) ignition
timing is not adjustable. The PCM adjusts ignition
timing to meet changing engine operating conditions.
The ignition coil is located near the front of the
right cylinder head (Fig. 18).
Refer to Group 8D, Ignition System for additional Fig. 19 Ignition Coil—4.0L Engine
information.
MALFUNCTION INDICATOR LAMP—PCM OUTPUT
IGNITION COIL—4.0L ENGINES—PCM OUTPUT Refer to Group 25, Emission Control System for
System voltage is supplied to the ignition coil pos- information.
itive terminal. The powertrain control module (PCM)
operates the ignition coil. Base (initial) ignition
OVERDRIVE LAMP—PCM OUTPUT
timing is not adjustable. The PCM adjusts ignition This circuit controls a signal for the operation of
timing to meet changing engine operating conditions. the instrument panel mounted push-button overdrive
The ignition coil is located near the distributor lamp switch. When the lamp is illuminated, the over-
(Fig. 19). drive is disengaged.
SPEED CONTROL SOLENOIDS—PCM OUTPUT and governor pressure solenoids. Once battery volt-
Speed control operation is regulated by the power- age is applied to the solenoids, they are individually
train control module (PCM). The PCM controls the activated by the PCM through OD, TCC and gover-
vacuum to the throttle actuator through the speed nor pressure outputs. The relay is located in the
control vacuum and vent solenoids. Refer to Group Power Distribution Center (PDC). Refer to label on
8H for Speed Control Information. PDC cover for relay location.
TACHOMETER—PCM OUTPUT GOVERNOR PRESSURE SOLENOID—PCM OUTPUT

The powertrain control module (PCM) supplies This solenoid regulates the transmission fluid line
engine rpm values to the instrument cluster tachom- pressure to produce the governor pressure necessary
eter. Refer to Group 8E for tachometer information. for transmission shift control. It is used on 4–speed
electronic transmissions only.
THREE-FOUR SHIFT SOLENOID—PCM OUTPUT
This output is used to control the transmission THROTTLE BODY—5.2L/5.9L ENGINES
three-four shift solenoid. It is used on 4–speed elec- Filtered air from the air cleaner enters the intake
tronically controlled automatic transmissions only. manifold through the throttle body (Fig. 20). Fuel
does not enter the intake manifold through the throt-
TORQUE CONVERTOR CLUTCH (TCC) SOLENOID— tle body. Fuel is sprayed into the manifold by the fuel
PCM OUTPUT injectors. The throttle body is mounted on the intake
This circuit controls operation of the transmission manifold. It contains an air control passage (Fig. 21)
mounted torque convertor clutch (TCC) solenoid used controlled by an idle air control (IAC) motor. The air
for torque convertor engagement. control passage is used to supply air for idle condi-
The powertrain control module (PCM) will deter- tions. A throttle valve (plate) is used to supply air for
mine when to engage and disengage the solenoid by above idle conditions.
monitoring vehicle miles per hour (mph) versus the
output voltage of the throttle position sensor. Also
needed are various inputs from:
• Transmission temperature sensor
• Output shaft speed sensor
• Module timer
• Engine rpm
• MAP sensor
• Brake switch
MANUAL TRANSMISSION
If equipped with a manual transmission, this PCM
output will control operation of the shift indicator
lamp (if equipped with lamp). The lamp is controlled
by the powertrain control module (PCM). The lamp
illuminates on the instrument panel to indicate when
the driver should shift to the next highest gear for
best fuel economy. The PCM will turn the lamp OFF
after 3 to 5 seconds if the shift of gears is not per-
formed. The lamp will remain off until vehicle stops
accelerating and is brought back to range of up-shift
lamp operation. This will also happen if vehicle is
shifted into fifth gear. Fig. 20 Throttle Body—5.2L/5.9L Engines—Typical
The indicator lamp is normally illuminated when
the ignition switch is turned on and it is turned off The throttle position sensor (TPS), idle air control
when the engine is started up. With the engine run- (IAC) motor and manifold absolute pressure sensor
ning, the lamp is turned ON/OFF depending upon (MAP) are attached to the throttle body. The acceler-
engine speed and load. ator pedal cable, speed control cable and transmis-
sion control cable (when equipped) are connected to
TRANSMISSION RELAY—PCM OUTPUT the throttle arm.
The output to this relay provides battery voltage to A (factory adjusted) set screw is used to mechani-
the overdrive (OD), torque converter clutch (TCC) cally limit the position of the throttle body throttle
The throttle position sensor (TPS), idle air control
(IAC) motor and manifold absolute pressure sensor
(MAP) are attached to the throttle body. The acceler-
ator pedal cable, speed control cable and transmis-
sion control cable (when equipped) are connected to
the throttle arm.
controlled by the PCM.

VISUAL INSPECTION—5.2L/5.9L ENGINES
A visual inspection for loose, disconnected or incor-
rectly routed wires and hoses should be made. This
should be done before attempting to diagnose or ser-
vice the fuel injection system. A visual check will
Fig. 21 Air Control Passage—5.2L/5.9L Engines—
help spot these faults and save unnecessary test and
Typical
diagnostic time. A thorough visual inspection will
speed using this screw. All idle speed functions are include the following checks:
controlled by the PCM. (1) Verify that the three 32–way electrical connec-
tors are fully inserted into the connector of the pow-
THROTTLE BODY—4.0L ENGINE ertrain control module (PCM) (Fig. 23).
Filtered air from the air cleaner enters the intake
manifold through the throttle body (Fig. 22). Fuel
does not enter the intake manifold through the throt-
tle body. Fuel is sprayed into the manifold by the fuel
injectors. The throttle body is mounted on the intake
manifold. It contains an air control passage (Fig. 22)
controlled by an idle air control (IAC) motor. The air
control passage is used to supply air for idle condi-
tions. A throttle valve (plate) is used to supply air for
above idle conditions.
Fig. 23 Powertrain Control Module (PCM)

(2) Inspect the battery cable connections. Be sure
that they are clean and tight.
(3) Inspect fuel pump relay and air conditioning
compressor clutch relay (if equipped). Inspect the
ASD relay connections. Inspect starter motor relay
connections. Inspect relays for signs of physical dam-
Fig. 22 Throttle Body—4.0L Engine
age and corrosion. The relays are located in the
Power Distribution Center (PDC) (Fig. 24). Refer to and inspect spark events for fouled or damaged spark
label on PDC cover for relay location. plugs or cables.
(4) Inspect ignition coil connections. Verify that (6) Verify that generator output wire, generator
coil secondary cable is firmly connected to coil (Fig. connector and ground wire are firmly connected to
25). the generator.
(7) Inspect the system body grounds for loose or
dirty connections. Refer to Group 8, Wiring for
ground locations.
(8) Verify positive crankcase ventilation (PCV)
valve operation. Refer to Group 25, Emission Control
System for additional information. Verify PCV valve
hose is firmly connected to PCV valve and manifold
(Fig. 26).
Fig. 24 Power Distribution Center (PDC)
Fig. 26 PCV Valve Hose Connections—5.2L/5.9L

Engines—Typical
(9) Inspect fuel tube quick-connect fitting-to-fuel
rail connections.
(10) Verify that hose connections to all ports of
vacuum fittings on intake manifold are tight and not
leaking.
(11) Inspect accelerator cable, transmission throt-
tle cable (if equipped) and cruise control cable con-
nections (if equipped). Check their connections to the
throttle arm of throttle body for any binding or
restrictions.
(12) If equipped with vacuum brake booster, verify
that vacuum booster hose is firmly connected to fit-
ting on intake manifold. Also check connection to
Fig. 25 Ignition Coil—5.2L/5.9L Engines
brake vacuum booster.
(5) Verify that distributor cap is correctly attached (13) Inspect the air cleaner inlet and air cleaner
to distributor. Be sure that spark plug cables are element for dirt or restrictions.
firmly connected to the distributor cap and the spark (14) Inspect radiator grille area, radiator fins and
plugs are in their correct firing order. Be sure that air conditioning condenser for restrictions.
coil cable is firmly connected to distributor cap and (15) Verify that the intake manifold air tempera-
coil. Be sure that camshaft position sensor wire con- ture sensor wire connector is firmly connected to har-
nector (at the distributor) is firmly connected to harness connector (Fig. 27).
ness connector. Inspect spark plug condition. Refer to (16) Verify that MAP sensor electrical connector is
Group 8D, Ignition. Connect vehicle to an oscilloscope firmly connected to MAP sensor (Fig. 28). Also verify
Fig. 27 Air Temperature Sensor—5.2L/5.9L Engines Fig. 29 Rubber L-Shaped Fitting—MAP Sensor-to-
that rubber L-shaped fitting from MAP sensor to the Throttle Body
throttle body is firmly connected (Fig. 29).
Fig. 30 Engine Coolant Temperature Sensor—5.2L/

5.9L Engines—Typical
(21) Verify that both the upstream and down-
Fig. 28 Sensor and IAC Motor Location—5.2L/5.9L
stream oxygen sensor wire connectors are firmly con-
Engines
nected to the sensors. Inspect sensors and connectors
(17) Verify that fuel injector wire harness connec- for damage (Fig. 31) or (Fig. 32).
tors are firmly connected to injectors in the correct (22) Inspect for pinched or leaking fuel tubes.
order. Each harness connector is numerically tagged Inspect for pinched, cracked or leaking fuel hoses.
with the injector number (INJ 1, INJ 2 etc.) of its (23) Inspect for exhaust system restrictions such
corresponding fuel injector and cylinder number. as pinched exhaust pipes, collapsed muffler or
(18) Verify harness connectors are firmly con- plugged catalytic convertor.
nected to idle air control (IAC) motor, throttle posi- (24) If equipped with automatic transmission, ver-
tion sensor (TPS) and manifold absolute pressure ify that electrical harness is firmly connected to park/
(MAP) sensor (Fig. 28). neutral switch. Refer to Automatic Transmission
(19) Verify that wire harness connector is firmly section of Group 21.
connected to the engine coolant temperature sensor
(Fig. 30).
Fig. 31 Upstream Oxygen Sensor—5.2L.5.9L Fig. 33 Vehicle Speed Sensor—2WD—Typical

Engines
Fig. 32 Downstream Oxygen Sensor—5.2L/5.9L

Engines
(25) Verify that the electrical harness connector is Fig. 34 Vehicle Speed Sensor—4WD—Typical
firmly connected to the vehicle speed sensor (Fig. 33) (29) Verify that battery cable and solenoid feed
or (Fig. 34). wire connections to the starter solenoid are tight and
(26) Verify that fuel pump/gauge sender unit wire clean. Inspect for chaffed wires or wires rubbing up
connector is firmly connected to harness connector. against other components.
(27) Inspect fuel hoses at fuel pump/gauge sender
unit for cracks or leaks. VISUAL INSPECTION—4.0L ENGINE
(28) Inspect transmission torque convertor housing A visual inspection for loose, disconnected or incor-
(automatic transmission) or clutch housing (manual rectly routed wires and hoses should be made. This
transmission) for damage to timing ring on drive should be done before attempting to diagnose or ser-
plate/flywheel. vice the fuel injection system. A visual check will
help spot these faults and save unnecessary test and
diagnostic time. A thorough visual inspection will
include the following checks:
(1) Verify that the three 32–way electrical connec-
tors are fully inserted into the connector of the pow-
ertrain control module (PCM) (Fig. 35).
Fig. 36 Power Distribution Center (PDC)
Fig. 35 Powertrain Control Module (PCM)

(2) Inspect the battery cable connections. Be sure
that they are clean and tight.
(3) Inspect fuel pump relay and air conditioning
compressor clutch relay (if equipped). Inspect the
ASD relay connections. Inspect starter motor relay
connections. Inspect relays for signs of physical dam-
age and corrosion. The relays are located in the
Power Distribution Center (PDC) (Fig. 36). Refer to
label on PDC cover for relay location.
(4) Inspect ignition coil connections. Verify that
coil secondary cable is firmly connected to coil (Fig.
37).
(5) Verify that distributor cap is correctly attached
to distributor. Be sure that spark plug cables are Fig. 37 Ignition Coil—4.0L Engine
firmly connected to the distributor cap and the spark (7) Inspect the system body grounds for loose or
plugs are in their correct firing order. Be sure that dirty connections. Refer to Group 8, Wiring for
coil cable is firmly connected to distributor cap and ground locations.
coil. Be sure that camshaft position sensor wire con- (8) Verify crankcase ventilation (CCV) operation.
nector (at the distributor) is firmly connected to har- Refer to Group 25, Emission Control System for addi-
ness connector. Inspect spark plug condition. Refer to tional information.
Group 8D, Ignition. Connect vehicle to an oscilloscope (9) Inspect fuel tube quick-connect fitting-to-fuel
and inspect spark events for fouled or damaged spark rail connections.
plugs or cables. (10) Verify that hose connections to all ports of
(6) Verify that generator output wire, generator vacuum fittings on intake manifold are tight and not
connector and ground wire are firmly connected to leaking.
the generator. (11) Inspect accelerator cable, transmission throt-
tle cable (if equipped) and cruise control cable con-
nections (if equipped). Check their connections to the
throttle arm of throttle body for any binding or
restrictions.
(12) If equipped with vacuum brake booster, verify
that vacuum booster hose is firmly connected to fit-
ting on intake manifold. Also check connection to
brake vacuum booster.
(13) Inspect the air cleaner inlet and air cleaner
element for dirt or restrictions.
(14) Inspect radiator grille area, radiator fins and
air conditioning condenser for restrictions.
(15) Verify that the intake manifold air tempera-
ture sensor wire connector is firmly connected to har-
ness connector (Fig. 38).
Fig. 39 Rubber L-Shaped Fitting—MAP Sensor-to-

Throttle Body
Fig. 38 Sensor Locations—4.0L Engine

(16) Verify that MAP sensor electrical connector is
firmly connected to MAP sensor (Fig. 38). Also verify
that rubber L-shaped fitting from MAP sensor to the
throttle body is firmly connected (Fig. 39).
(17) Verify that fuel injector wire harness connec-
tors are firmly connected to injectors in the correct
order. Each harness connector is numerically tagged Fig. 40 Engine Coolant Temp. Sensor—4.0L Shown
with the injector number (INJ 1, INJ 2 etc.) of its (23) Inspect for exhaust system restrictions such
corresponding fuel injector and cylinder number. as pinched exhaust pipes, collapsed muffler or
(18) Verify harness connectors are firmly con- plugged catalytic convertor.
nected to idle air control (IAC) motor and throttle (24) If equipped with automatic transmission, ver-
position sensor (TPS) (Fig. 38). ify that electrical harness is firmly connected to park/
(19) Verify that wire harness connector is firmly neutral switch. Refer to Automatic Transmission
connected to the engine coolant temperature sensor section of Group 21.
(Fig. 40). (25) Verify that the electrical harness connector is
(20) Raise and support the vehicle. firmly connected to the vehicle speed sensor (Fig. 43)
(21) Verify that both of the oxygen sensor wire or (Fig. 44).
connectors are firmly connected to the sensors. (26) Verify that fuel pump/gauge sender unit wire
Inspect sensors and connectors for damage (Fig. 41) connector is firmly connected to harness connector.
or (Fig. 42). (27) Inspect fuel hoses at fuel pump/gauge sender
(22) Inspect for pinched or leaking fuel tubes. unit for cracks or leaks.
Inspect for pinched, cracked or leaking fuel hoses.
Fig. 41 Upstream Oxygen Sensor—4.0L Engine
Fig. 43 Vehicle Speed Sensor—2WD—Typical
Fig. 42 Downstream Oxygen Sensor—4.0L Engine

(28) Inspect transmission torque convertor housing
(automatic transmission) or clutch housing (manual
transmission) for damage to timing ring on drive
plate/flywheel.
(29) Verify that battery cable and solenoid feed
wire connections to the starter solenoid are tight and
clean. Inspect for chaffed wires or wires rubbing up
against other components.
Fig. 44 Vehicle Speed Sensor—4WD—Typical
ASD AND FUEL PUMP RELAYS OPERATION
The following description of operation and • Terminal number 30 is connected to battery volt-
tests apply only to the Automatic Shutdown age. For both the ASD and fuel pump relays, termi-
(ASD) and fuel pump relays. The terminals on the nal 30 is connected to battery voltage at all times.
bottom of each relay are numbered (Fig. 45) or (Fig. • The PCM grounds the coil side of the relay
46). through terminal number 85.
• Terminal number 86 supplies voltage to the coil
side of the relay.
• When the PCM de-energizes the ASD and fuel
pump relays, terminal number 87A connects to termi-
(5) Connect one end of a jumper wire (16 gauge or
smaller) to relay terminal 85. Connect the other end
of the jumper wire to the ground side of a 12 volt
power source.
(6) Connect one end of another jumper wire (16
gauge or smaller) to the power side of the 12 volt
power source. Do not attach the other end of the
jumper wire to the relay at this time.
WARNING: DO NOT ALLOW OHMMETER TO CON-

TACT TERMINALS 85 OR 86 DURING THIS TEST.
(7) Attach the other end of the jumper wire to

relay terminal 86. This activates the relay. The ohm-
meter should now show continuity between relay ter-
minals 87 and 30. The ohmmeter should not show
Fig. 45 ASD and Fuel Pump Relay Terminals continuity between relay terminals 87A and 30.
(8) Disconnect jumper wires.
(9) Replace the relay if it did not pass the continu-
ity and resistance tests. If the relay passed the tests,
it operates properly. Check the remainder of the ASD
and fuel pump relay circuits. Refer to group 8W, Wir-
ing Diagrams.
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR

TEST—5.2L.5.9L ENGINES
To perform a complete test of MAP sensor (Fig. 47)
and its circuitry, refer to DRB scan tool and appro-
priate Powertrain Diagnostics Procedures manual. To
test the MAP sensor only, refer to the following:
(1) Inspect the rubber L-shaped fitting from the
MAP sensor to the throttle body (Fig. 48). Repair as
necessary.
Fig. 46 ASD and Fuel Pump Relay Terminals

nal 30. This is the Off position. In the off position,
voltage is not supplied to the rest of the circuit. Ter-
minal 87A is the center terminal on the relay.
• When the PCM energizes the ASD and fuel
pump relays, terminal 87 connects to terminal 30.
This is the On position. Terminal 87 supplies voltage
to the rest of the circuit.
TESTING
The following procedure applies to the ASD and
fuel pump relays.
(1) Remove relay from connector before testing.
(2) With the relay removed from the vehicle, use
an ohmmeter to check the resistance between termi-
nals 85 and 86. The resistance should be between 75
65 ohms.
(3) Connect the ohmmeter between terminals 30
and 87A. The ohmmeter should show continuity
Fig. 47 MAP Sensor—5.2L/5.9L Engines—Typical
between terminals 30 and 87A.
(4) Connect the ohmmeter between terminals 87 CAUTION: When testing the MAP sensor, be sure
and 30. The ohmmeter should not show continuity at that the harness wires are not damaged by the test
this time. meter probes.
(5) Test the MAP sensor ground circuit at sensor
connector terminal—A (Fig. 49) and PCM connector
A-4. Repair the wire harness if necessary.
Refer to Group 8W, Wiring Diagrams for cavity
locations.
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR

TEST—4.0L ENGINE
To perform a complete test of MAP sensor (Fig. 50)
and its circuitry, refer to DRB scan tool and appro-
test the MAP sensor only, refer to the following:
(1) Inspect the rubber L-shaped fitting from the
MAP sensor to the throttle body (Fig. 51). Repair as
necessary.

Throttle Body
(2) Test the MAP sensor output voltage at the
MAP sensor connector between terminals A and B
(Fig. 49). With the ignition switch ON and the engine
OFF, output voltage should be 4-to-5 volts. The volt-
age should drop to 1.5-to-2.1 volts with a hot, neutral
idle speed condition.
Fig. 50 Sensor Location—4.0L Engine

CAUTION: When testing the MAP sensor, be sure
that the harness wires are not damaged by the test
meter probes.
(2) Test the MAP sensor output voltage at the

MAP sensor connector between terminals A and B
(Fig. 49). With the ignition switch ON and the engine
OFF, output voltage should be 4-to-5 volts. The volt-
Fig. 49 MAP Sensor Connector Terminals—Typical age should drop to 1.5-to-2.1 volts with a hot, neutral
idle speed condition.
(3) Test powertrain control module (PCM) cavity (3) Test powertrain control module (PCM) cavity
A-27 for the same voltage described above to verify A-27 for the same voltage described above to verify
the wire harness condition. Repair as necessary. the wire harness condition. Repair as necessary.
(4) Test MAP sensor supply voltage at sensor con- (4) Test MAP sensor supply voltage at sensor con-
nector between terminals A and C (Fig. 49) with the nector between terminals A and C (Fig. 49) with the
ignition ON. The voltage should be approximately 5 ignition ON. The voltage should be approximately 5
volts (60.5V). Five volts (60.5V) should also be at volts (60.5V). Five volts (60.5V) should also be at
cavity A-17 of the PCM wire harness connector. cavity A-17 of the PCM wire harness connector.
Repair or replace the wire harness as necessary. Repair or replace the wire harness as necessary.

Throttle Body
(5) Test the MAP sensor ground circuit at sensor
connector terminal—A (Fig. 49) and PCM connector Fig. 52 Upstream Oxygen Sensor Location—5.2L/
A-4. Repair the wire harness if necessary. 5.9L Engines
Refer to Group 8W, Wiring Diagrams for cavity
locations.
OXYGEN (O2S) SENSORS—5.2L/5.9L ENGINES

To perform a complete test of the O2S sensors and
their circuitry, refer to the DRB scan tool and appro-
test the O2S sensors only, refer to the following:
The upstream O2S sensor is located on the exhaust
pipe (Fig. 52).
The downstream O2S sensor is located on the out-
let end of the catalytic converter (Fig. 53).
Each O2S heating element can be tested with an
ohmmeter as follows:
Disconnect the O2S sensor connector. Connect the
ohmmeter test leads across the white wire terminals
of the sensor connector. Resistance should be
between 4.5 6 .5 ohms and 7 ohms. Replace the sen-
sor if the ohmmeter displays an infinity (open) read-
ing. Fig. 53 Downstream Oxygen Sensor Location—All
Engines
OXYGEN (O2S) SENSORS—4.0L ENGINE Disconnect the O2S sensor connector. Connect the
To perform a complete test of the O2S sensors and ohmmeter test leads across the white wire terminals
their circuitry, refer to the DRB scan tool and appro- of the sensor connector. Resistance should be
priate Powertrain Diagnostics Procedures manual. To between 4.5 6 .5 ohms and 7 ohms. Replace the sen-
test the O2S sensors only, refer to the following: sor if the ohmmeter displays an infinity (open) read-
The upstream O2S sensor is located on the exhaust ing.
pipe (Fig. 54).
The downstream O2S sensor is located on the out-
let end of the catalytic converter (Fig. 53).
Each O2S heating element can be tested with an
ohmmeter as follows:
Fig. 54 Upstream Oxygen Sensor Location—4.0L Fig. 55 Engine Coolant Temperature Sensor—5.2L/
Engine 5.9L Engines
CAMSHAFT AND CRANKSHAFT POSITION SENSOR RESISTANCE (OHMS)—COOLANT
SENSORS TEMPERATURE SENSOR/INTAKE AIR
Refer to Group 8D, Ignition System for informa- TEMPERATURE SENSOR
tion.
TEMPERATURE RESISTANCE (OHMS)
ENGINE COOLANT TEMPERATURE SENSOR— °CEL. °FAHR. MIN. MAX.
5.2L/5.9L ENGINES
To perform a complete test of the engine coolant -40 -40 291,490 381,710
temperature sensor and its circuitry, refer to DRB -20 -4 85,850 108,390
scan tool and appropriate Powertrain Diagnostics -10 14 49,250 61,430
Procedures manual. To test the sensor only, refer to 0 32 29,330 35,990
the following: 10 50 17,990 21,810
(1) Disconnect wire harness connector from coolant 20 68 11,370 13,610
temperature sensor (Fig. 55). 25 77 9,120 10,880
(2) Engines with air conditioning: When 30 86 7,370 8,750
removing the connector from sensor, do not pull 40 104 4,900 5,750
directly on wiring harness. Fabricate an L-shaped 50 122 3,330 3,880
hook tool from a coat hanger (approximately eight 60 140 2,310 2,670
inches long). Place the hook part of tool under the 70 158 1,630 1,870
connector for removal. The connector is snapped onto 80 176 1,170 1,340
the sensor. It is not equipped with a lock type tab. 90 194 860 970
(3) Test the resistance of sensor with a high input 100 212 640 720
impedance (digital) volt-ohmmeter. Refer to SENSOR 110 230 480 540
RESISTANCE (OHMS)—COOLANT TEMPERA- 120 248 370 410
TURE SENSOR/INTAKE AIR TEMPERATURE
SENSOR chart. The resistance (as measured across ENGINE COOLANT TEMPERATURE SENSOR—
sensor terminals) should be within range shown in
chart. If not, replace sensor.
4.0L ENGINE
To perform a complete test of the engine coolant
(4) Test continuity of the wire harness between the
temperature sensor and its circuitry, refer to DRB
PCM wire harness connector and the coolant sensor
scan tool and appropriate Powertrain Diagnostics
connector terminals. Refer to Group 8, Wiring for ter-
Procedures manual. To test the sensor only, refer to
minal/cavity locations. Repair the wire harness if an
the following:
open circuit is indicated.
(1) Disconnect wire harness connector from coolant
(5) After tests are completed, connect electrical
temperature sensor (Fig. 56).
connector to sensor. The sensor connector is symmet-
(2) Test the resistance of sensor with a high input
rical (not indexed). It can be installed to the sensor
impedance (digital) volt-ohmmeter. Refer to SENSOR
in either direction.
RESISTANCE (OHMS)—COOLANT TEMPERA-
Fig. 56 Engine Coolant Temperature Sensor—4.0L Fig. 57 Air Temperature Sensor—5.2L/5.9L Engines
Engine sensor terminals) should be within range shown in
TURE SENSOR/INTAKE AIR TEMPERATURE chart. If not, replace sensor.
SENSOR chart. The resistance (as measured across (3) Test the resistance of the wire harness. Do this
sensor terminals) should be within range shown in between the PCM wire harness connector A-15 and
chart. If not, replace sensor. the sensor connector terminal. Also check between
(3) Test continuity of the wire harness between the PCM connector A-4 to the sensor connector terminal.
PCM wire harness connector and the coolant sensor Repair the wire harness as necessary if the resis-
connector terminals. Refer to Group 8, Wiring for ter- tance is greater than 1 ohm.
minal/cavity locations. Repair the wire harness if an
open circuit is indicated. INTAKE MANIFOLD AIR TEMPERATURE SENSOR—
4.0L ENGINE
IDLE AIR CONTROL (IAC) MOTOR— To perform a complete test of the intake manifold
5.2L/5.9L ENGINES air temperature sensor and its circuitry, refer to DRB
To perform a complete test of the IAC motor and tester and appropriate Powertrain Diagnostics Proce-
its circuitry, refer to DRB scan tool and appropriate dures manual. To test the sensor only, refer to the
Powertrain Diagnostics Procedures manual. following:
(1) Disconnect the wire harness connector from the
IDLE AIR CONTROL (IAC) MOTOR—4.0L ENGINE intake manifold air temperature sensor (Fig. 58).
To perform a complete test of the IAC motor and (2) Test the resistance of sensor with a high input
its circuitry, refer to DRB scan tool and appropriate impedance (digital) volt-ohmmeter. Refer to SENSOR
Powertrain Diagnostics Procedures manual. RESISTANCE (OHMS)—COOLANT TEMPERA-
TURE SENSOR/INTAKE AIR TEMPERATURE
INTAKE MANIFOLD AIR TEMPERATURE SENSOR— SENSOR chart. The resistance (as measured across
5.2L/5.9L ENGINE sensor terminals) should be within range shown in
To perform a complete test of the intake manifold chart. If not, replace sensor.
air temperature sensor and its circuitry, refer to DRB (3) Test the resistance of the wire harness. Do this
tester and appropriate Powertrain Diagnostics Proce- between the PCM wire harness connector A-15 and
dures manual. To test the sensor only, refer to the the sensor connector terminal. Also check between
following: PCM connector A-4 to the sensor connector terminal.
(1) Disconnect the wire harness connector from the Repair the wire harness as necessary if the resis-
intake manifold air temperature sensor (Fig. 57). tance is greater than 1 ohm.
(2) Test the resistance of sensor with a high input
impedance (digital) volt-ohmmeter. Refer to SENSOR VEHICLE SPEED SENSOR
RESISTANCE (OHMS)—COOLANT TEMPERA- To perform a complete test of the sensor and its
TURE SENSOR/INTAKE AIR TEMPERATURE circuitry, refer to DRB scan tool and appropriate
SENSOR chart. The resistance (as measured across Powertrain Diagnostics Procedures manual.
less than 900 millivolts. At wide open throttle, TPS
output voltage must be less than 4.5 volts. The out-
put voltage should increase gradually as the throttle
plate is slowly opened from idle to WOT.
THROTTLE POSITION SENSOR (TPS)—4.0L

ENGINE
To perform a complete test of the TPS (Fig. 58) and
its circuitry, refer to the DRB scan tool and appropri-
ate Powertrain Diagnostics Procedures manual. To
test the TPS only, refer to the following:
The TPS can be tested with a digital voltmeter.
The center terminal of the TPS is the output termi-
nal.
With the ignition key in the ON position, check the
TPS output voltage at the center terminal wire of the
connector. Check this at idle (throttle plate closed)
and at wide open throttle (WOT). At idle, TPS output
voltage should be greater than .350 millivolts and
Fig. 58 Intake Manifold Air Temperature Sensor— less than 900 millivolts. At wide open throttle, TPS
4.0L Engine output voltage must be less than 4.5 volts. The out-
THROTTLE POSITION SENSOR (TPS)—5.2L/5.9L put voltage should increase gradually as the throttle
plate is slowly opened from idle to WOT.
ENGINES
To perform a complete test of the TPS and its cir- THROTTLE BODY MINIMUM AIR FLOW CHECK
cuitry, refer to the DRB scan tool and appropriate
Powertrain Diagnostics Procedures manual. To test
PROCEDURE
the TPS only, refer to the following:
5.2L/5.9L ENGINE
The TPS (Fig. 59) can be tested with a digital volt-
The following test procedure has been developed to
meter. The center electrical terminal of the TPS is
check throttle body calibrations for correct idle condi-
the output terminal.
tions. The procedure should be used to diagnose the
throttle body for conditions that may cause idle prob-
lems. This procedure should be used only after
normal diagnostic procedures have failed to
produce results that indicate a throttle body
related problem. Be sure to check for proper
operation of the idle air control motor before
performing this test.
A special fixed orifice tool (number 6714) (Fig. 60)
must be used for the following test.
Fig. 59 TPS—5.2L/5.9L Engines

With the ignition key in the ON position, check the
TPS output voltage at the center terminal wire of the Fig. 60 Fixed Orifice Tool
connector. Check this at idle (throttle plate closed) (1) Start the engine and bring to operating tem-
and at wide open throttle (WOT). At idle, TPS output perature. Be sure all accessories are off before per-
voltage should be greater than .350 millivolts but forming this test.
(2) Shut off the engine and remove the air duct at Refer to the appropriate Powertrain Diagnostic Pro-
throttle body. cedures service manual for DRB operation.
(3) Disconnect the vacuum line at the PCV valve (7) Start the engine and allow to warm up.
(Fig. 61). (8) Using the DRB scan tool, scroll through the
menus as follows: select—Stand Alone DRB III, select
1994–1997 Diagnostics, select—Engine, select—Sys-
tem Test, select—Minimum Air Flow.
(9) The DRB scan tool will count down to stabilize
the idle rpm and display the minimum air flow idle
rpm. The idle rpm should be between 500 and 900
rpm. If the idle speed is outside of these specifica-
tions, replace the throttle body. Refer to Throttle
Body in the Component Removal/Installation section
of this group.
(10) Disconnect the DRB scan tool from the vehi-
cle.
(11) Remove cap from idle purge fitting at throttle
body and install vacuum line.
(12) Remove orifice tool and connect vacuum line
to PCV valve.
Fig. 61 Install Orifice Tool (13) Install air duct to throttle body.
(4) Install the 0.185 inch orifice tool (number 6714)

into the disconnected vacuum line in place of the REMOVAL AND INSTALLATION
PCV valve (Fig. 61).
(5) Disconnect the idle purge vacuum line from fit- AUTOMATIC SHUTDOWN (ASD) RELAY
ting at throttle body. This vacuum line is located on The ASD relay is located in the Power Distribution
the front of throttle body next to the MAP sensor Center (PDC) (Fig. 63). Refer to label on PDC cover
(Fig. 62). Cap the fitting at throttle body after vac- for relay location.
uum line has been removed.
Fig. 63 Power Distribution Center (PDC) Location

Fig. 62 Idle Purge Line REMOVAL
(6) Connect the DRB scan tool to the 16–way data (1) Remove PDC cover.
link connector. This connector is located under the (2) Remove relay from PDC.
instrument panel to the left of the steering column.
(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
(1) Install relay to PDC.
(2) Install cover to PDC.
FUEL PUMP RELAY

The fuel pump relay is located in the Power Distri-
bution Center (PDC) (Fig. 63). Refer to label on PDC
cover for relay location.
REMOVAL
(1) Remove PDC cover.
(2) Remove relay from PDC.
(3) Check condition of relay terminals and PDC Fig. 64 Sensor Electrical Connectors—5.2L/5.9L
connector terminals for damage or corrosion. Repair Engines—Typical
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
(1) Install relay to PDC.
(2) Install cover to PDC.
THROTTLE BODY—5.2L/5.9L ENGINES

controlled by the powertrain control module (PCM).
REMOVAL
(1) Remove the air duct at throttle body.
(2) Disconnect throttle body electrical connectors
at MAP sensor, IAC motor and TPS (Fig. 64).
(3) Remove vacuum line at throttle body.
(4) Remove all control cables from throttle body
(lever) arm. Refer to the Accelerator Pedal and Throt-
tle Cable section of this group for additional informa- Fig. 65 Throttle Body Mounting Bolts—5.2L/5.9L
tion. Engines—Typical
(5) Remove four throttle body mounting bolts (Fig. (3) Install throttle body to intake manifold.
65). (4) Install four mounting bolts. Tighten bolts to 23
(6) Remove throttle body from intake manifold. N·m (200 in. lbs.) torque.
(7) Discard old throttle body-to-intake manifold (5) Install control cables.
gasket. (6) Install vacuum line to throttle body.
(7) Install electrical connectors.
INSTALLATION
(1) Clean the mating surfaces of the throttle body
and the intake manifold.
(2) Install new throttle body-to-intake manifold
gasket.
(8) Install air duct at throttle body. THROTTLE POSITION SENSOR (TPS)—5.2L/5.9L
ENGINES
THROTTLE BODY—4.0L ENGINE
A (factory adjusted) set screw is used to mechani- REMOVAL
cally limit the position of the throttle body throttle The TPS is located on the side of the throttle body.
plate. Never attempt to adjust the engine idle (1) Remove air duct at throttle body.
speed using this screw. All idle speed functions are (2) Disconnect TPS electrical connector.
controlled by the powertrain control module (PCM). (3) Remove two TPS mounting bolts (Fig. 67).
REMOVAL
(1) Remove the air cleaner duct at throttle body.
(2) Disconnect throttle body electrical connectors
at MAP sensor, IAC motor and TPS (Fig. 66).
Fig. 67 TPS Mounting Bolts—5.2L/5.9L Engines—

Typical
(4) Remove TPS from throttle body.
INSTALLATION
The throttle shaft end of the throttle body slides
into a socket in the TPS (Fig. 68). The TPS must be
installed so that it can be rotated a few degrees. If
Fig. 66 Throttle Body and Sensor Locations—4.0L
the sensor will not rotate, install the sensor with the
Engine
throttle shaft on the other side of the socket tangs.
(3) Remove all control cables from throttle body The TPS will be under slight tension when rotated.
(lever) arm. Refer to the Accelerator Pedal and Throt- (1) Install the TPS and two retaining bolts.
tle Cable section of this group for additional informa- (2) Tighten bolts to 7 N·m (60 in. lbs.) torque.
tion.
(4) Remove four throttle body mounting bolts.
(5) Remove throttle body from intake manifold.
(6) Discard old throttle body-to-intake manifold
gasket.
INSTALLATION
(1) Clean the mating surfaces of the throttle body
and the 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.
Fig. 68 Installation—5.2L/5.9L Engines—Typical
(3) Manually operate the throttle control lever by (1) Install the TPS and retaining screws.
hand to check for any binding of the TPS. (2) Tighten screws to 7 N·m (60 in. lbs.) torque.
(4) Connect TPS electrical connector to TPS. (3) Connect TPS electrical connector to TPS.
(5) Install air duct at throttle body. (4) Manually operate the throttle (by hand) to
check for any TPS binding before starting the engine.
THROTTLE POSITION SENSOR (TPS)—4.0L
ENGINE IDLE AIR CONTROL (IAC) MOTOR—5.2L/5.9L
The TPS is mounted to the throttle body. ENGINES
The IAC motor is located on the back of the throt-
REMOVAL tle body.
(1) Disconnect TPS electrical connector.
(2) Remove TPS mounting screws (Fig. 69). REMOVAL
(3) Remove TPS. (1) Remove air duct at throttle body.
(2) Disconnect electrical connector from IAC motor.
(3) Remove two mounting bolts (screws) (Fig. 71).
Fig. 69 TPS Mounting Screws—4.0L Engine

INSTALLATION
The throttle shaft end of the throttle body slides Fig. 71 Mounting Bolts (Screws)—IAC Motor—5.2L/
into a socket in the TPS (Fig. 70). The TPS must be 5.9L Engines—Typical
installed so that it can be rotated a few degrees. (If (4) Remove IAC motor from throttle body.
the sensor will not rotate, install the sensor with the
throttle shaft on the other side of the socket tangs). INSTALLATION
The TPS will be under slight tension when rotated. (1) Install IAC motor to throttle body.
(2) Install and tighten two mounting bolts (screws)
to 7 N·m (60 in. lbs.) torque.
(3) Install electrical connector.
IDLE AIR CONTROL (IAC) MOTOR—4.0L ENGINE

The IAC motor is located on the side of the throttle
body.
REMOVAL
(1) Remove air cleaner tube at throttle body.
(2) Disconnect electrical connector from IAC motor.
(3) Remove two mounting bolts (screws) (Fig. 72).
(4) Remove IAC motor from throttle body.
INSTALLATION
(1) Install IAC motor to throttle body.
Fig. 70 Throttle Position Sensor Installation—4.0L (2) Install and tighten two mounting bolts (screws)
Engine to 7 N·m (60 in. lbs.) torque.
Fig. 72 Mounting Bolts (Screws)—IAC Motor—4.0L

Engine
(4) Install air cleaner tube to throttle body. Fig. 74 MAP Sensor L-Shaped Rubber Fitting—5.2L/
5.9L Engines
MANIFOLD ABSOLUTE PRESSURE (MAP) (4) While removing MAP sensor, slide the vacuum
SENSOR—5.2L/5.9L ENGINES rubber L-shaped fitting (Fig. 74) from the throttle
The MAP sensor is located on the front of the body.
throttle body (Fig. 73). An L-shaped rubber fitting is (5) Remove rubber L-shaped fitting from MAP sen-
used to connect the MAP sensor to throttle body (Fig. sor.
74).
INSTALLATION
(1) Install rubber L-shaped fitting to MAP sensor.
(2) Position sensor to throttle body while guiding
rubber fitting over throttle body vacuum nipple.
(3) Install MAP sensor mounting bolts (screws).
Tighten screws to 3 N·m (25 in. lbs.) torque.
(4) Connect electrical connector.
MANIFOLD ABSOLUTE PRESSURE (MAP)

SENSOR—4.0L ENGINE
The MAP sensor is mounted to the side of the
throttle body (Fig. 75). An L-shaped rubber fitting is
used to connect the MAP sensor to throttle body (Fig.
76).
REMOVAL
(1) Remove air cleaner intake tube at throttle
body.
(2) Remove two MAP sensor mounting bolts
Fig. 73 MAP Sensor Mounting Screws—5.2L/5.9L (screws) (Fig. 76).
Engines (3) While removing MAP sensor, slide the rubber
REMOVAL L-shaped fitting (Fig. 76) from the throttle body.
(1) Remove air duct at throttle body. (4) Remove rubber L-shaped fitting from MAP sen-
(2) Disconnect electrical connector at sensor. sor.
(3) Remove two MAP sensor mounting bolts
(screws) (Fig. 74). INSTALLATION
(1) Install rubber L-shaped fitting to MAP sensor.
Fig. 75 MAP Sensor Location—4.0L Engine
Fig. 77 Powertrain Control Module (PCM) Location

REMOVAL
To avoid possible voltage spike damage to the
PCM, ignition key must be off, and negative battery
cable must be disconnected before unplugging PCM
connectors.
(2) Remove cover over electrical connectors. Cover
snaps onto PCM.
(3) Remove the coolant reserve/overflow tank (one
bolt and two nuts) (Fig. 78).

Throttle Body—4.0L Engine
(2) Position sensor to throttle body while guiding
rubber fitting over throttle body vacuum nipple.
(3) Install MAP sensor mounting bolts (screws).
(4) Install air cleaner intake tube.
DUTY CYCLE EVAP CANISTER PURGE SOLENOID

Refer to Group 25, Emission Control System for
removal/installation procedures.
POWERTRAIN CONTROL MODULE (PCM)

The PCM is located on the cowl panel in the right/
rear side of the engine compartment (Fig. 77).
Fig. 78 Coolant Reserve/Overflow Tank Mounting
(4) Carefully unplug the three 32–way connectors
at PCM.
(5) Remove the three PCM mounting bolts (Fig.
79).
(6) Remove PCM.
Fig. 80 Upstream Oxygen Sensor Location—5.2L/

5.9L Engines
Fig. 79 Powertrain Control Module (PCM) Mounting

INSTALLATION
(1) Check the pins in the three 32–way electrical
connectors for damage. Repair as necessary.
(2) Install PCM. Tighten three mounting bolts to 1
(3) Install three 32–way connectors.
(4) Install cover over electrical connectors. Cover
snaps onto PCM.
(5) Install coolant reserve/overflow tank.
(6) Connect negative cable to battery.
(7) Use the DRB scan tool to reprogram new PCM
with vehicles original Identification Number (VIN)
and original vehicle mileage.
CRANKSHAFT POSITION SENSOR

Refer to Group 8D, Ignition System for removal/in- Fig. 81 Downstream Oxygen Sensor Location—All
stallation procedures. Engines
REMOVAL
CAMSHAFT POSITION SENSOR
For removal/installation procedures, refer to Group WARNING: THE EXHAUST MANIFOLD, EXHAUST
8D, Ignition System. See Camshaft Position Sensor. PIPES AND CATALYTIC CONVERTER BECOME
VERY HOT DURING ENGINE OPERATION. ALLOW
OXYGEN SENSOR—5.2L/5.9L ENGINES ENGINE TO COOL BEFORE REMOVING OXYGEN
The upstream O2S sensor is located in the exhaust SENSOR.
downpipe. The downstream sensor is located near
outlet end of catalytic converter. Refer to (Fig. 80) or
(Fig. 81).
(1) Raise and support vehicle. REMOVAL
(2) Downstream Sensor Only: Disconnect O2S wir-
ing connector clip (Fig. 81) at body. Remove clip from WARNING: THE EXHAUST MANIFOLD, EXHAUST
O2S electrical connector and discard. PIPES AND CATALYTIC CONVERTER BECOME
(3) Disconnect O2S pigtail harness wire connector VERY HOT DURING ENGINE OPERATION. ALLOW
from main connector. ENGINE TO COOL BEFORE REMOVING OXYGEN
SENSOR.
CAUTION: When disconnecting the sensor electri-
cal connector, do not pull directly on wire going (1) Raise and support vehicle.
into sensor. (2) Downstream Sensor Only: Disconnect O2S wir-
ing connector clip (Fig. 81) at body. Remove clip from
(4) Remove O2S sensor. Snap-On oxygen sensor O2S electrical connector and discard.
wrench (number YA 8875) may be used for removal (3) Disconnect O2S pigtail harness wire connector
and installation. from main connector.
INSTALLATION CAUTION: When disconnecting the sensor electri-

Threads of new oxygen sensors are factory coated cal connector, do not pull directly on wire going
with anti-seize compound to aid in removal. DO into sensor.
NOT add any additional anti-seize compound to
threads of a new oxygen sensor. (4) Remove O2S sensor. Snap-On oxygen sensor
(1) Install O2S sensor. Tighten to 30 N·m (22 ft. wrench (number YA 8875) may be used for removal
lbs.) torque. and installation.
(2) Connect O2S sensor wire connector to main
wiring harness. INSTALLATION
(3) Downstream Sensor Only: Install new wiring Threads of new oxygen sensors are factory coated
connector clip into O2S electrical connector. Snap with anti-seize compound to aid in removal. DO
this clip to body. The O2S pigtail harness must be NOT add any additional anti-seize compound to
clipped to body to prevent mechanical damage from the threads of a new oxygen sensor.
propshaft. (1) Install the O2S sensor. Tighten to 30 N·m (22
(4) Lower the vehicle. ft. lbs.) torque.
(2) Connect O2S sensor wire connector to main
OXYGEN SENSOR—4.0L ENGINE wiring harness.
The upstream O2S sensor is located in the exhaust (3) Downstream Sensor Only: Install new wiring
downpipe. The downstream sensor is located near connector clip into O2S electrical connector. Snap
outlet end of catalytic converter. Refer to (Fig. 82) or this clip to body. The O2S pigtail harness must be
(Fig. 81). clipped to body to prevent mechanical damage from
propshaft.
AIR CLEANER HOUSING

REMOVAL
(1) Unlock clean air hose clamp (Fig. 83) at air
cleaner cover. To unlock the clamp, attach adjustable
pliers to clamp and rotate pliers as shown in (Fig.
84). Remove clean air hose at cover.
(2) Remove crankcase breather/filter hose at air
cleaner cover.
(3) From under vehicle, remove three housing nuts
(Fig. 83).
(4) Release the air cleaner housing from the ambi-
ent air duct and remove housing from vehicle.
Fig. 82 Upstream Oxygen Sensor Location—4.0L INSTALLATION

Engine (1) Position air cleaner housing to body and ambi-
ent air duct (Fig. 83).
(2) Install three nuts and tighten to 10 N·m (93 in.
lbs.) torque.
Fig. 85 Clamp Installation
Fig. 83 Air Cleaner—5.2L V-8 Engine Shown
Fig. 84 Clamp Removal Fig. 86 Air Cleaner Element Removal/Installation

(3) Install crankcase breather/filter hose to cover. ENGINE COOLANT TEMPERATURE SENSOR—5.2L/
(4) Install clamp to cover. Compress the clamp
5.9L ENGINES
snugly with adjustable pliers as shown in (Fig. 85).
REMOVAL
AIR CLEANER ELEMENT (FILTER)
WARNING: HOT, PRESSURIZED COOLANT CAN
REMOVAL/INSTALLATION CAUSE INJURY BY SCALDING. COOLING SYSTEM
(1) Pry back the six clips retaining the air cleaner MUST BE PARTIALLY DRAINED BEFORE REMOV-
cover to the air cleaner housing (Fig. 86). ING THE COOLANT TEMPERATURE SENSOR.
(2) Lift the cover up and position to the side. REFER TO GROUP 7, COOLING.
(3) Remove air cleaner element.
(4) Clean the inside of air cleaner housing before (1) Partially drain cooling system. Refer to Group
installing new element. 7, Cooling.
(5) Reverse the preceding operation for installa- (2) Disconnect electrical connector from sensor
tion. Be sure the air cleaner cover is properly seated (Fig. 87).
to air cleaner housing.
(3) Engines with air conditioning: When
removing the connector from sensor, do not pull
directly on wiring harness. Fabricate an L-shaped
hook tool from a coat hanger (approximately eight
inches long). Place the hook part of tool under the
connector for removal. The connector is snapped onto
the sensor. It is not equipped with a lock type tab.
(4) Remove sensor from intake manifold.
Fig. 88 Engine Coolant Temperature Sensor—4.0L

Engine
(4) Fill the cooling system. Refer to Group 7, Cool-
ing System.
Fig. 87 Engine Coolant Temperature Sensor—5.2L/ INTAKE MANIFOLD AIR TEMPERATURE SENSOR—
5.9L Engines 5.2L/5.9L ENGINES
The intake manifold air temperature sensor is
INSTALLATION
located in the front/side of the intake manifold (Fig.
(1) Install sensor.
89).
(2) Tighten to 11 N·m (8 ft. lbs.) torque.
(3) Connect electrical connector to sensor. The sen- REMOVAL
sor connector is symmetrical (not indexed). It can be (1) Disconnect electrical connector at sensor (Fig.
installed to the sensor in either direction. 89).
(4) Replace any lost engine coolant. Refer to Group (2) Remove sensor from intake manifold.
7, Cooling System.
ENGINE COOLANT TEMPERATURE SENSOR—4.0L

ENGINE
The coolant temperature sensor is installed in the
thermostat housing (Fig. 88).
REMOVAL
(1) Partially drain cooling system until the coolant
level is below the cylinder head. Observe the WARN-
INGS in Group 7, Cooling.
(2) Disconnect the coolant temperature sensor wire
connector.
(3) Remove the sensor from the thermostat hous-
ing.
INSTALLATION
(1) Apply sealant to sensor threads.
(2) Install coolant temperature sensor into the
thermostat housing. Tighten to 11 N·m (8 ft. lbs.)
torque. Fig. 89 Air Temperature Sensor—5.2L/5.9L
(3) Connect the wire connector. Engines—Typical
INSTALLATION
(1) Install sensor to intake manifold. Tighten to 28
INTAKE MANIFOLD AIR TEMPERATURE SENSOR—

4.0L ENGINE
The intake manifold air temperature sensor is
installed into the intake manifold plenum near the
throttle body (Fig. 90).

Typical
Fig. 90 Intake Air Sensor Location—4.0L Engine

REMOVAL
(1) Disconnect the electrical connector from the
sensor.
(2) Remove the sensor from the intake manifold.
INSTALLATION
(1) Install the sensor into the intake manifold.
Tighten the sensor to 28 N·m (20 ft. lbs.) torque.
(2) Connect the electrical connector to the sensor.
VEHICLE SPEED SENSOR

The vehicle speed sensor is located on the speed-
ometer pinion gear adapter (Fig. 91) or (Fig. 92). The
pinion gear adapter is located on the extension hous-
ing of the transmission (drivers side).
REMOVAL Fig. 92 Vehicle Speed Sensor Location—4WD—

(1) Raise and support vehicle. Typical
(2) Disconnect the electrical connector from the INSTALLATION
sensor. (1) Clean the inside of speedometer pinion gear
(3) Remove the sensor mounting bolt (Fig. 93). adapter before installing speed sensor.
(4) Remove the sensor (pull straight out) from the (2) Install sensor into speedometer gear adapter
speedometer pinion gear adapter (Fig. 93). Do not and install mounting bolt. Before tightening bolt,
remove the gear adapter from the transmission. verify speed sensor is fully seated (mounted
flush) to speedometer pinion gear adapter.
TORQUE CHART
DESCRIPTION TORQUE
Air Cleaner Housing Mount. Nuts . . . . . . . . .10 N·m
(93 in. lbs.)
Engine Coolant Temperature Sensor—
All Engines. . . . . . . . . . . . . . . .11 N·m (96 in. lbs.)
Fuel Hose Clamps . . . . . . . . . . . . .1 N·m (10 in. lbs.)
IAC Motor-To-Throttle
Body Bolts . . . . . . . . . . . . . . . . .7 N·m (60 in. lbs.)
Intake Manifold Air Temp. Sensor—
All Engines . . . . . . . . . . . . . . . .28 N·m (20 ft. lbs.)
MAP Sensor Mounting Screws—
All Engines . . . . . . . . . . . . . . . .3 N·m (25 in. lbs.)
Oxygen Sensor—All Engines . . . .30 N·m (22 ft. lbs.)
Powertrain Control Module
Mounting Screws . . . . . . . . . . . . .1 N·m (9 in. lbs.)
Throttle Body Mounting Bolts—
5.2L/5.9L Engine . . . . . . . . . .23 N·m (200 in. lbs.)
Throttle Body Mounting Bolts—
4.0L Engine . . . . . . . . . . . . . .11 N·m (100 in. lbs.)
Fig. 93 Sensor Removal/Installation Throttle Position Sensor Mounting
Screws—All Engines . . . . . . . . . 7 N·m (60 in. lbs.)
(3) Tighten sensor mounting bolt to 2.2 N·m (20 in.
Vehicle Speed Sensor
lbs.) torque.
Mounting Bolt . . . . . . . . . . . . .2.2 N·m (20 in. lbs.)
(4) Connect electrical connector to sensor.
SPECIFICATIONS
VECI LABEL
If anything differs between the specifications found
label and the following specifications, use specifica-
tions on VECI label. The VECI label is located in the
engine compartment.
SPECIAL TOOLS
FUEL SYSTEM
Spanner Wrench—6856
Test Kit, Fuel Pressure—5069
Fitting, Air Metering—6714
Test Kit, Fuel Pressure—C-4799-B
Adapters, Fuel Pressure Test—6541, 6539, 6631 or

6923
Fuel Line Removal Tool—6782
O2S (Oxygen Sensor) Remover/Installer—C-4907

ZG FUEL SYSTEM—2.5L DIESEL ENGINE 14 - 1
FUEL SYSTEM—2.5L DIESEL ENGINE

CONTENTS
page page
FUEL DELIVERY SYSTEM—2.5L DIESEL GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . 1

ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
FUEL INJECTION SYSTEM—2.5L DIESEL
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
GENERAL INFORMATION
INDEX
page page
GENERAL INFORMATION INTRODUCTION—2.5L DIESEL . . . . . . . . . . . . . . 1

FUEL REQUIREMENTS—2.5L DIESEL . . . . . . . . . 2
GENERAL INFORMATION
INTRODUCTION—2.5L DIESEL
Certain sensors that are part of the 2.5L diesel
engine fuel system are monitored by the Bosch
engine controller (MSA). Based on inputs recieved
from these sensors, the MSA controls the amount of
fuel and the timing of when it is delivered to the
engine. The MSA controller is located under the left
side rear seat. The Powertrain Control Module
(PCM) is mounted to a bracket located in the right
rear side of the engine compartment behind the cool-
ant tank. It interfaces with the MSA electronically to
control other components.
Fig. 1 PCM Location

14 - 2 FUEL SYSTEM—2.5L DIESEL ENGINE ZG
separator, fuel tank module, electrical fuel gauge
sending unit, glow plugs, glow plug relay, PCM, and
all the electrical components that control the fuel
system. It also consists of fuel tubes/lines/hoses and
fittings, vacuum hoses, and fuel injector(s).
A Fuel Return System. A separate fuel return
system is used. This will route excess fuel: from the
fuel injectors; through individual injector drain
tubes; through the fuel injection pump overflow
valve; and back to the fuel tank through a separate
fuel line.
The Fuel Tank Assembly consists of: the fuel
tank, two pressure relief/rollover valves, fuel filler
tube, fuel tank module containing a fuel gauge send-
ing unit, and a pressure-vacuum filler cap.
FUEL REQUIREMENTS—2.5L DIESEL

Refer to the Lubrication and Maintenance section
of this manual for information. Also refer to the
Fig. 2 MSA Controller Location Owner Manual.
The Fuel System consists of: the fuel tank, fuel
injection pump (engine mounted), fuel filter/water
FUEL DELIVERY SYSTEM—2.5L DIESEL ENGINE
INDEX
page page
DESCRIPTION AND OPERATION FUEL SUPPLY RESTRICTIONS . . . . . . . . . . . . . 13

FUEL DRAIN TUBES . . . . . . . . . . . . . . . . . . . . . . 7 GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 9
FUEL FILTER/WATER SEPARATOR . . . . . . . . . . . 4 HIGH-PRESSURE FUEL LINE LEAK TEST . . . . . 14
FUEL GAUGE SENDING UNIT . . . . . . . . . . . . . . . 4 VISUAL INSPECTION . . . . . . . . . . . . . . . . . . . . . . 9
FUEL HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 WASTEGATE (TURBOCHARGER) . . . . . . . . . . . 14
FUEL HEATER RELAY . . . . . . . . . . . . . . . . . . . . . 8 SERVICE PROCEDURES
FUEL INJECTION PUMP . . . . . . . . . . . . . . . . . . . 5 AIR BLEED PROCEDURES . . . . . . . . . . . . . . . . 14
FUEL INJECTORS . . . . . . . . . . . . . . . . . . . . . . . . 6 FUEL INJECTION PUMP TIMING . . . . . . . . . . . . 15
FUEL SHUTDOWN SOLENOID . . . . . . . . . . . . . . 5 REMOVAL AND INSTALLATION
FUEL SYSTEM PRESSURE WARNING . . . . . . . . 3 ACCELERATOR PEDAL . . . . . . . . . . . . . . . . . . . 15
FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 AIR CLEANER ELEMENT . . . . . . . . . . . . . . . . . . 15
FUEL TANK MODULE . . . . . . . . . . . . . . . . . . . . . 4 FUEL DRAIN TUBES . . . . . . . . . . . . . . . . . . . . . 16
FUEL TUBES/LINES/HOSES AND CLAMPS— FUEL FILTER/WATER SEPARATOR . . . . . . . . . . 16
LOW-PRESSURE TYPE . . . . . . . . . . . . . . . . . . 7 FUEL HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . 17
HIGH-PRESSURE FUEL LINES . . . . . . . . . . . . . . 7 FUEL HEATER RELAY . . . . . . . . . . . . . . . . . . . . 17
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 3 FUEL INJECTION PUMP . . . . . . . . . . . . . . . . . . 18
QUICK-CONNECT FITTINGS—LOW PRESSURE FUEL INJECTORS . . . . . . . . . . . . . . . . . . . . . . . 21
TYPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 FUEL LEVEL SENSOR . . . . . . . . . . . . . . . . . . . . 17
WASTEGATE (TURBOCHARGER) . . . . . . . . . . . . 8 FUEL RESERVOIR MODULE . . . . . . . . . . . . . . . 23
DIAGNOSIS AND TESTING FUEL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
AIR IN FUEL SYSTEM . . . . . . . . . . . . . . . . . . . . 12 HIGH-PRESSURE LINES . . . . . . . . . . . . . . . . . . 23
FUEL HEATER RELAY TEST . . . . . . . . . . . . . . . 12 SPECIFICATIONS
FUEL INJECTION PUMP TEST . . . . . . . . . . . . . . 13 FUEL INJECTOR FIRING SEQUENCE . . . . . . . . 24
FUEL INJECTOR SENSOR TEST . . . . . . . . . . . . 13 FUEL SYSTEM PRESSURE . . . . . . . . . . . . . . . . 24
FUEL INJECTOR TEST . . . . . . . . . . . . . . . . . . . 12 FUEL TANK CAPACITY . . . . . . . . . . . . . . . . . . . 24
FUEL SHUTDOWN SOLENOID TEST . . . . . . . . . 14 IDLE SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
DESCRIPTION AND OPERATION FUEL SYSTEM PRESSURE WARNING

INTRODUCTION WARNING: HIGH–PRESSURE FUEL LINES DELIVER
This Fuel Delivery section will cover components DIESEL FUEL UNDER EXTREME PRESSURE FROM
not controlled by the PCM. For components con- THE INJECTION PUMP TO THE FUEL INJECTORS.
trolled by the PCM, refer to the Fuel Injection Sys- THIS MAY BE AS HIGH AS 45,000 KPA (6526 PSI).
tem—2.5L Diesel Engine section of this group. USE EXTREME CAUTION WHEN INSPECTING FOR
The fuel heater relay, fuel heater and fuel gauge HIGH–PRESSURE FUEL LEAKS. INSPECT FOR
are not operated by the PCM. These components are HIGH–PRESSURE FUEL LEAKS WITH A SHEET OF
controlled by the ignition (key) switch. All other fuel CARDBOARD (Fig. 1). HIGH FUEL INJECTION
system electrical components necessary to operate PRESSURE CAN CAUSE PERSONAL INJURY IF
the engine are controlled or regulated by the PCM. CONTACT IS MADE WITH THE SKIN.
Fig. 1 Typical Fuel Pressure Test at Injector Fig. 2 Fuel Tank

FUEL TANK As the fuel level increases, the float and arm move
The fuel tank and tank mounting used with the up. This decreases the sending unit resistance, caus-
diesel powered engine is the same as used with gas- ing the PCM to send a signal to the fuel gauge on the
oline powered models, although the fuel tank module instrument panel to read full. As the fuel level
is different. decreases, the float and arm move down. This
The fuel tank contains the fuel tank module and increases the sending unit resistance, causing the
two rollover valves. Two fuel lines are routed to the PCM to send a signal to the fuel gauge on the instru-
fuel tank module. One line is used for fuel supply to ment panel to read empty.
the fuel filter/water separator. The other is used to
return excess fuel back to the fuel tank. FUEL FILTER/WATER SEPARATOR
The fuel tank module contains the fuel gauge elec- The fuel filter/water separator assembly is located
trical sending unit. An electrical fuel pump is not in the engine compartment near the strut tower (Fig.
used with the diesel engine. 3).
The combination fuel filter/water separator pro-
FUEL TANK MODULE tects the fuel injection pump by helping to remove
An electric fuel pump is not attached to the fuel water and contaminants from the fuel. Moisture col-
tank module for diesel powered engines. Fuel is sup- lects at the bottom of the filter/separator in a plastic
plied by the fuel injection pump. bowl.
The fuel tank module is installed in the top of the The fuel filter/water separator assembly contains
fuel tank (Fig. 2). The fuel tank module contains the the fuel filter, fuel heater element, and fuel drain
following components: valve.
• Fuel reservoir For information on the fuel heater, refer to Fuel
• A separate in-tank fuel filter Heater in this group.
• Electric fuel gauge sending unit Refer to the maintenance schedules in Group 0 in
• Fuel supply line connection this manual for the recommended fuel filter replace-
• Fuel return line connection ment intervals.
For periodic draining of water from the bowl, refer
FUEL GAUGE SENDING UNIT to Fuel Filter/Water Separator Removal/Installation
The fuel gauge sending unit is attached to the side in this group.
of the fuel pump module. The sending unit consists of
a float, an arm, and a variable resistor (track). The
track is used to send an electrical signal used for fuel
gauge operation.
fuel injection pump. When the key is placed in the
ON or START positions, fuel supply is allowed at the
injection pump.
FUEL INJECTION PUMP

The fuel injection pump is a mechanical distribu-
tor–type, Bosch VP36 series (Fig. 5). A gear on the
end of the injection pump shaft meshes with the
drive chain at the front of engine. The pump is
mechanically timed to the engine. The MSA can
make adjustments to the timing of the injection
pump.
Fig. 3 Fuel Filter/Water Separator Location

FUEL SHUTDOWN SOLENOID
The fuel shutdown solenoid is controlled and
operated by the MSA.
The fuel shutdown (shut-off) solenoid is used to
electrically shut off the diesel fuel supply to the high-
pressure fuel injection pump. The solenoid is
mounted to the rear of the injection pump (Fig. 4).
Fig. 5 Fuel Injection Pump

The injection pump contains the fuel shutdown
solenoid, fuel temperature sensor, control sleeve sen-
sor, fuel quantity actuator and the fuel timing sole-
noid (Fig. 5).
In the electronically controlled injection pump, the
pump plunger works the same as the pump plunger
in a mechanically controlled injection pump, but the
amount of fuel and the time the fuel is injected is
controlled by the vehicle’s MSA, instead of by a
mechanical governor assembly. A solenoid controlled
by the MSA is used in place of the mechanical gover-
nor assembly, and it moves a control sleeve inside the
pump that regulates the amount of fuel being
injected. There is no mechanical connection between
Fig. 4 Fuel Shutdown Solenoid and Overflow Valve the accelerator pedal and the electronically controlled
Location injection pump. Instead, a sensor connected to the
accelerator pedal sends a signal to the MSA that rep-
The solenoid controls starting and stopping of the
resents the actual position of the accelerator pedal.
engine regardless of the position of the accelerator
The MSA uses this input, along with input from
pedal. When the ignition (key) switch is OFF, the
other sensors to move the control sleeve to deliver
solenoid is shut off and fuel flow is not allowed to the
the appropriate amount of fuel. This system is known
as “Drive-By-Wire”
The actual time that the fuel is delivered is very
important to the diesel combustion process. The MSA
monitors outputs from the engine speed sensor (fly-
wheel position in degrees), and the fuel injector sen-
sor (mechanical movement within the #1 cylinder
fuel injector). Outputs from the Accelerator Pedal
Position sensor , engine speed sensor (engine rpm)
and engine coolant temperature sensor are also used.
The MSA will then compare its set values to these
outputs to electrically adjust the amount of fuel tim-
ing (amount of advance) within the injection pump.
This is referred to as “Closed Loop” operation. The
MSA monitors fuel timing by comparing its set value
to when the injector #1 opens. If the value is greater
than a preset value a fault will be set.
Actual electric fuel timing (amount of advance) is
accomplished by the fuel timing solenoid mounted to
the bottom of the injection pump (Fig. 5). Fuel timing
will be adjusted by the MSA, which controls the fuel
timing solenoid.
An overflow valve is attached into the fuel return Fig. 6 Fuel Injectors and Drain Tubes
line at the rear of the fuel injection pump (Fig. 4).
MSA. This tells the MSA that cylinder #1 is firing. It
This valve serves two purposes. One is to ensure that
is not used with the other three injectors.
a certain amount of residual pressure is maintained
within the pump when the engine is switched off.
The other purpose is to allow excess fuel to be
returned to the fuel tank through the fuel return
line. The pressure values within this valve are preset
and can not be adjusted.
The fuel injection pump supplies high–pressure
fuel of approximately 45,000 kPa (6526 psi) to each
injector in precise metered amounts at the correct
time.
For mechanical injection pump timing, refer to
Fuel Injection Pump Timing in the Service Proce-
dures section of this group.
FUEL INJECTORS
Fuel drain tubes (Fig. 6) are used to route excess
fuel back to the overflow valve (Fig. 4) at the rear of
the injection pump. This excess fuel is then returned Fig. 7 Fuel Injector Sensor
to the fuel tank through the fuel return line. Fuel enters the injector at the fuel inlet (top of
The injectors are connected to the fuel injection injector) and is routed to the needle valve bore. When
pump by the high– pressure fuel lines. A separate fuel pressure rises to approximately 15,000–15,800
injector is used for each of the four cylinders. An kPa (2175–2291 psi), the needle valve spring tension
injector containing a sensor (Fig. 7)is used on the cyl- is overcome. The needle valve rises and fuel flows
inder number one injector. This injector is called through the spray holes in the nozzle tip into the
instrumented injector #1 or needle movement sensor. combustion chamber. The pressure required to lift
It is used to tell the MSA when the #1 injector’s the needle valve is the injector opening pressure set-
internal spring-loaded valve seat has been forced ting. This is referred to as the “pop-off” pressure set-
open by pressurized fuel being delivered to the cylin- ting.
der, which is at the end of its compression stroke. Fuel pressure in the injector circuit decreases after
When the instrumented injector’s valve seat is force injection. The injector needle valve is immediately
open, it sends a small voltage spike pulse to the closed by the needle valve spring and fuel flow into
the combustion chamber is stopped. Exhaust gases
are prevented from entering the injector nozzle by
the needle valve.
A copper washer (gasket) is used at the base of
each injector (Fig. 7) to prevent combustion gases
from escaping.
Fuel injector firing sequence is 1–3–4–2.
FUEL TUBES/LINES/HOSES AND CLAMPS—LOW-

PRESSURE TYPE
Also refer to the proceeding section on Quick–Con-
nect Fittings.
Inspect all hose connections such as clamps, cou-
plings and fittings to make sure they are secure and
leaks are not present. The component should be
replaced immediately if there is any evidence of deg-
radation that could result in failure.
Never attempt to repair a plastic fuel line/tube or a
quick–connect fitting. Replace complete line/tube as
necessary.
Avoid contact of any fuel tubes/hoses with other
vehicle components that could cause abrasions or
scuffing. Be sure that the fuel lines/tubes are prop- Fig. 8 Plastic Retainer Ring-Type Fitting
erly routed to prevent pinching and to avoid heat HIGH-PRESSURE FUEL LINES
sources.
The lines/tubes/hoses are of a special construction. CAUTION: The high–pressure fuel lines must be
If it is necessary to replace these lines/tubes/hoses, held securely in place in their holders. The lines
use only original equipment type. cannot contact each other or other components. Do
The hose clamps used to secure the rubber hoses not attempt to weld high–pressure fuel lines or to
are of a special rolled edge construction. This con- repair lines that are damaged. Only use the recom-
struction is used to prevent the edge of the clamp mended lines when replacement of high–pressure
from cutting into the hose. Only these rolled edge fuel line is necessary.
type clamps may be used in this system. All other
types of clamps may cut into the hoses and cause High–pressure fuel lines deliver fuel under pres-
fuel leaks. sure of up to approximately 45,000 kPa (6526 PSI)
Where a rubber hose is joined to a metal tube from the injection pump to the fuel injectors. The
(staked), do not attempt to repair. Replace entire lines expand and contract from the high–pressure
line/tube assembly. fuel pulses generated during the injection process. All
Use new original equipment type hose clamps. high–pressure fuel lines are of the same length and
Tighten hose clamps to 2 N·m (20 in. lbs.) torque. inside diameter. Correct high–pressure fuel line
usage and installation is critical to smooth engine
QUICK-CONNECT FITTINGS—LOW PRESSURE operation.
TYPE
Different types of quick-connect fittings are used to WARNING: USE EXTREME CAUTION WHEN
attach various fuel system components. These are: a INSPECTING FOR HIGH–PRESSURE FUEL LEAKS.
single-tab type, a two-tab type or a plastic retainer INSPECT FOR HIGH–PRESSURE FUEL LEAKS WITH
ring type (Fig. 8). Refer to Quick-Connect Fittings in A SHEET OF CARDBOARD. HIGH FUEL INJECTION
the Removal/Installation section for more informa- PRESSURE CAN CAUSE PERSONAL INJURY IF
tion. CONTACT IS MADE WITH THE SKIN.

ers) of quick-connect fitting are not serviced sepa- FUEL DRAIN TUBES
rately, but new pull tabs are available for some These rubber tubes are low–pressure type.
types. Do not attempt to repair damaged fittings or Some excess fuel is continually vented from the
fuel lines/tubes. If repair is necessary, replace the fuel injection pump. During injection, a small amount
complete fuel tube assembly. of fuel flows past the injector nozzle and is not
injected into the combustion chamber. This fuel
drains into the fuel drain tubes (Fig. 9) and back to
the tee banjo fitting, which is connected to the same
line as the overflow valve, which allows a variable
quantity to return to the fuel tank. The overflow
valve is calibrated to open at a preset pressure.
Excess fuel not required by the pump to maintain the
minimum pump cavity pressure is then returned
through the overflow valve and on to the fuel tank
through the fuel return line.
Fig. 10 Fuel Heater Temperature Sensor and

Element Location
Voltage to operate the fuel heater is supplied from
the ignition (key) switch and through the fuel heater
relay. Refer to the following Fuel Heater Relay for
additional information. The fuel heater and fuel
heater relay are not controlled by the Power-
train Control Module (PCM).
Current draw for the heater element is 150 watts
Fig. 9 Fuel Drain Tubes at 14 volts (DC).
FUEL HEATER FUEL HEATER RELAY
The fuel heater is used to prevent diesel fuel from
Voltage to operate the fuel heater is supplied from
waxing during cold weather operation. The fuel
the ignition (key) switch through the fuel heater
heater is located in the bottom plastic bowl of the
relay. The PCM or MSA is not used to control
fuel filter/water separator (Fig. 10).
this relay.
The element inside the heater assembly is made of
The fuel heater relay is located in the PDC. The
a Positive Temperature Coefficient (PTC) material,
PDC is located next to the battery in the engine com-
and has power applied to it by the fuel heater relay
partment (Fig. 11). For the location of the relay
anytime the ignition key is in the “on” position. PTC
within the PDC, refer to label on PDC cover.
material has a high resistance to current flow when
its temperature is high, which means that it will not
WASTEGATE (TURBOCHARGER)
generate heat when the temperature is above a cer-
Refer to Group 11, Exhaust System and Intake
tain value. When the temperature is below 7°C (45°
Manifold for information.
F), the resistance of the PTC element is lowered, and
allows current to flow through the fuel heater ele-
ment warming the fuel. When the temperature is
above 29°C (85° F), the PTC element’s resistance
rises, and current flow through the heater element
stops.
Fig. 11 Relay Location Fig. 12 PCM Location—Typical

GENERAL INFORMATION
This section of the group will cover a general diag-
nosis of diesel engine fuel system components.
Diagnostic Trouble Codes: Refer to On-Board
Diagnostics in Group 25, Emission Control System
for a list of Diagnostic Trouble Codes (DTC’s) for cer-
tain fuel system components.
The PCM and MSA must be tested with the
DRBIII scan tool. The DRBIII should be the first
step in any diagnosis of engine performance com-
plaints. Refer to the 1997 ZJ/ZG 2.5L Diesel Power-
train Diagnostic Procedures manual for diagnosis
and testing of the diesel engine control system.
VISUAL INSPECTION
A visual inspection for loose, disconnected, or incor-
rectly routed wires and hoses should be made before Fig. 13 MSA Location—Typical
attempting to diagnose or service the diesel fuel
injection system. A visual check will help find these (4) Verify that the electrical connections for the
conditions. It also saves unnecessary test and diag- ASD relay are clean and free of corrosion. This relay
nostic time. A thorough visual inspection of the fuel is located in the PDC. For the location of the relay
injection system includes the following checks: within the PDC, refer to label on PDC cover.
(1) Be sure that the battery connections are tight (5) Verify that the electrical connections for the
and not corroded. fuel heater relay are clean and free of corrosion. This
(2) Be sure that the 60 way connector is fully relay is located in the PDC. For the location of the
engaged with the PCM (Fig. 12). relay within the PDC, refer to label on PDC cover.
(3) Be sure that the 68 way connector is fully
engaged with the MSA (Fig. 13).
(6) Be sure the electrical connectors at the ends of (9) Verify that the Fuel Injection Pump electrical
the glow plugs (Fig. 14) are tight and free of corro- connector is firmly connected. Inspect the connector
sion. for corrosion or damaged wires. The solenoid is
mounted to the rear of the injection pump (Fig. 16).
Fig. 14 Glow Plug Connector

(7) Be sure that the electrical connections at the
glow plug relay are tight and not corroded. The glow
plug relay is located in the engine compartment on
the left–inner fender (Fig. 15). Fig. 16 Fuel Shutdown Solenoid Location
(10) Verify that the fuel heater electrical connector
is firmly attached to the filter bowl at the bottom of
the fuel filter/water separator. Inspect the connector
for corrosion or damaged wires.
(11) Verify that the electrical pigtail connector
(sensor connector) (Fig. 17) for the fuel injector sen-
sor is firmly connected to the engine wiring harness.
Inspect the connector for corrosion or damaged wires.
This sensor is used on the #1 cylinder injector only.
Fig. 15 Glow Plug Relay Location

(8) Inspect the starter motor and starter solenoid Fig. 17 Fuel Injector Sensor
connections for tightness and corrosion. (12) Inspect for exhaust system restrictions such
as pinched exhaust pipes or a collapsed or plugged
muffler.
(13) Verify that the harness connector is firmly The sensor is located on the side of cylinder head
connected to the vehicle speed sensor (Fig. 18) or near the rear of fuel injection pump (Fig. 20).
(Fig. 19).
Fig. 20 Engine Coolant Temperature Sensor

Fig. 18 Vehicle Speed Sensor—2 Wheel Drive Location
(16) Check for air in the fuel system. Refer to the
Air Bleed Procedure.
(17) Inspect all fuel supply and return lines for
signs of leakage.
(18) Be sure that the ground connections are tight
and free of corrosion. Refer to Group 8, Wiring for
locations of ground connections.
(19) Inspect the air cleaner element (filter) for
restrictions.
(20) Be sure that the turbocharger output hose is
properly connected to the charge air cooler (inter-
cooler) inlet tube. Verify that the charge air cooler
output hose is properly connected to the cooler and
the intake manifold. Refer to Group 11, Exhaust Sys-
tem and Intake Manifold for information.
(21) Be sure that the vacuum hoses to the vacuum
pump are connected and not leaking. It is located at
the front of engine (internal) and is over-driven from
the crankshaft gear(Fig. 21). Disconnect the hose and
check for minimum vacuum from the pump. Refer to
Group 5, Brake System for specifications and proce-
dures.
Fig. 19 Vehicle Speed Sensor—4 Wheel Drive (22) Be sure that the accessory drive belt is not
(14) Verify turbocharger wastegate operation. damaged or slipping.
Refer to Group 11, Exhaust System and Intake Man- (23) Verify there is a good connection at the engine
ifold Group for information. speed sensor. Refer to the Fuel Injection System in
(15) Verify that the harness connector is firmly this section for location of the engine speed sensor
connected to the engine coolant temperature sensor. location.
FUEL INJECTOR TEST
The fuel injection nozzels, located on the engine
cylinder head, spray fuel under high pressure into
the individual combustion chambers. Pressurized
fuel, delivered by the fuel injection pump, unseats a
spring-loaded needle valve inside the injector, and
the fuel is atomized as it escapes through the injector
opening into the engine’s combustion chamber. If the
fuel injector does not operate properly, the engine
may misfire, or cause other driveability problems.
A leak in the injection pump–to–injector high–pres-
sure fuel line can cause many of the same symptoms
as a malfunctioning injector. Inspect for a leak in the
high–pressure lines before checking for a malfunc-
tioning fuel injector.
WARNING: THE INJECTION PUMP SUPPLIES HIGH-

–PRESSURE FUEL OF UP TO APPROXIMATELY
45,000 KPA (6526 PSI) TO EACH INDIVIDUAL INJEC-
TOR THROUGH THE HIGH–PRESSURE LINES. FUEL
UNDER THIS AMOUNT OF PRESSURE CAN PENE-
TRATE THE SKIN AND CAUSE PERSONAL INJURY.
Fig. 21 Vaccum Pump at Front of Engine WEAR SAFETY GOGGLES AND ADEQUATE PRO-
TECTIVE CLOTHING. AVOID CONTACT WITH FUEL
(24) Verify there is a good connection at the Mass
SPRAY WHEN BLEEDING HIGH–PRESSURE FUEL
Air Flow Sensor, which is a part of the air intake
LINES.
assembly.
AIR IN FUEL SYSTEM WARNING: DO NOT BLEED AIR FROM THE FUEL
Air will enter the fuel system whenever the fuel SYSTEM OF A HOT ENGINE. DO NOT ALLOW FUEL
supply lines, fuel filter/water separator, fuel filter TO SPRAY ONTO THE EXHAUST MANIFOLD WHEN
bowl, injection pump, high–pressure lines or injectors BLEEDING AIR FROM THE FUEL SYSTEM.
are removed or disconnected. Air will also enter the
fuel system whenever the fuel tank has been run To determine which fuel injector is malfunctioning,
empty. run the engine and loosen the high–pressure fuel line
Air trapped in the fuel system can result in hard nut at the injector (Fig. 22). Listen for a change in
starting, a rough running engine, engine misfire, low engine speed. If engine speed drops, the injector was
power, excessive smoke and fuel knock. After service operating normally. If engine speed remains the
is performed, air must be bled from the system same, the injector may be malfunctioning. After test-
before starting the engine. ing, tighten the line nut to 30 N·m (22 ft. lbs.)
Inspect the fuel system from the fuel tank to the torque. Test all injectors in the same manner one at
injectors for loose connections. Leaking fuel is an a time.
indicator of loose connections or defective seals. Air Once an injector has been found to be malfunction-
can also enter the fuel system between the fuel tank ing, remove it from the engine and test it. Refer to
and the injection pump. Inspect the fuel tank and the Removal/Installation section of this group for pro-
fuel lines for damage that might allow air into the cedures.
system. After the injector has been removed, install it to a
For air bleeding, refer to Air Bleed Procedure in bench–mount injector tester. Refer to operating
the Service Procedures section of this group. instructions supplied with tester for procedures.
The opening pressure or “pop” pressure should be
FUEL HEATER RELAY TEST 15,000–15,800 kPa (2175–2291 psi). If the fuel injec-
The fuel heater relay is located in the Power Dis- tor needle valve is opening (“popping”) to early or to
tribution Center (PDC). Refer to Relays—Operation/ late, replace the injector.
Testing in Fuel Ingection System section of this
group for test procedures.
can cause starting problems or prevent the engine
from revving up. It can also cause:
• Engine surge at idle
• Rough idle (warm engine)
• Low power
• Excessive fuel consumption
• Poor performance
• Low power
• Black smoke from the exhaust
• Blue or white fog like exhaust
• Incorrect idle or maximum speed
The electronically controlled fuel pump has no
mechanical governor like older mechanically con-
trolled fuel pumps. Do not remove the top cover of
the fuel pump, or the screws fastening the wiring
pigtail to the side of the pump. The warranty of
Fig. 22 Typical Inspection of Fuel Injector the injection pump and the engine may be void
if those seals have been removed or tampered
FUEL INJECTOR SENSOR TEST with.
The fuel injector sensor is used only on the fuel
injector for the number–1 cylinder (Fig. 23). It is not FUEL SUPPLY RESTRICTIONS
used on the injectors for cylinders number 2, 3, or 4.
LOW–PRESSURE LINES
Restricted or Plugged supply lines or fuel filter can
cause a timing fault that will cause the PCM to oper-
ate the engine in a “Limp Home” mode. See the
introduction of the Fuel Injection System in this
group for more information on the Limp Home mode.
Fuel supply line restrictions can cause starting prob-
lems and prevent the engine from revving up. The
starting problems include; low power and blue or
white fog like exhaust. Test all fuel supply lines for
restrictions or blockage. Flush or replace as neces-
sary. Bleed the fuel system of air once a fuel supply
line has been replaced. Refer to the Air Bleed Proce-
dure section of this group for procedures.
HIGH–PRESSURE LINES
Fig. 23 Fuel Injector Sensor Location Restricted (kinked or bent) high–pressure lines can
cause starting problems, poor engine performance
To test the sensor, unplug the sensor connector and black smoke from exhaust.
(Fig. 23)from the engine wiring harness. Check resis- Examine all high–pressure lines for any damage.
tance across terminals. Resistance should be 110 Each radius on each high–pressure line must be
ohms 6 10 ohms at 20°C (68°F). Replace sensor if smooth and free of any bends or kinks.
specification cannot be met. Replace damaged, restricted or leaking high–pres-
sure fuel lines with the correct replacement line.
FUEL INJECTION PUMP TEST
The injection pump is not to be serviced or CAUTION: The high–pressure fuel lines must be
the warranty may be voided. If the injection clamped securely in place in the holders. The lines
pump requires service, the complete assembly cannot contact each other or other components. Do
must be replaced. not attempt to weld high–pressure fuel lines or to
Incorrect injection pump timing (mechanical or repair lines that are damaged. Only use the recom-
electrical) can cause poor performance, excessive mended lines when replacement of high–pressure
smoke and emissions and poor fuel economy. fuel line is necessary.
A defective fuel injection pump, defective fuel tim-
ing solenoid or misadjusted mechanical pump timing
FUEL SHUTDOWN SOLENOID TEST mended lines when replacement of high–pressure
Refer to 1997 ZJ/ZG 2.5L Diesel Powertrain Diag- fuel line is necessary.
nostic Manual for the Fuel Shutdown Solenoid test.
HIGH-PRESSURE FUEL LINE LEAK TEST WASTEGATE (TURBOCHARGER)

High–pressure fuel line leaks can cause starting Refer to Group 11, Exhaust System and Intake
problems and poor engine performance. Manifold for information.
WARNING: DUE TO EXTREME FUEL PRESSURES

SERVICE PROCEDURES
OF UP TO 45,000 KPA (6526 PSI), USE EXTREME
CAUTION WHEN INSPECTING FOR HIGH–PRES-
AIR BLEED PROCEDURES
SURE FUEL LEAKS. DO NOT GET YOUR HAND, OR
ANY PART OF YOUR BODY NEAR A SUSPECTED AIR BLEEDING AT FUEL FILTER
LEAK. INSPECT FOR HIGH–PRESSURE FUEL A certain amount of air may become trapped in the
LEAKS WITH A SHEET OF CARDBOARD. HIGH fuel system when fuel system components are ser-
FUEL INJECTION PRESSURE CAN CAUSE PER- viced or replaced. Bleed the system as needed after
SONAL INJURY IF CONTACT IS MADE WITH THE fuel system service according to the following proce-
SKIN. dures.
Start the engine. Move the cardboard over the WARNING: DO NOT BLEED AIR FROM THE FUEL
high–pressure fuel lines and check for fuel spray onto SYSTEM OF A HOT ENGINE. DO NOT ALLOW FUEL
the cardboard (Fig. 24). If a high–pressure line con- TO SPRAY ONTO THE EXHAUST MANIFOLD WHEN
nection is leaking, bleed the system and tighten the BLEEDING AIR FROM THE FUEL SYSTEM.
connection. Refer to the Air Bleed Procedure in this
group for procedures. Replace damaged, restricted or Some air enters the fuel system when the fuel fil-
leaking high–pressure fuel lines with the correct ter or injection pump supply line is changed. This
replacement line. small amount of air is vented automatically from the
injection pump through the fuel drain manifold tubes
if the filter was changed according to instructions.
Ensure the bowl of the fuel filter/water separator is
full of fuel.
It may be necessary to manually bleed the system
if:
• The bowl of the fuel filter/water separator is not
partially filled before installation of a new filter
• The injection pump is replaced
• High–pressure fuel line connections are loosened
or lines replaced
• Initial engine start–up or start–up after an
extended period of no engine operation
• Running fuel tank empty
FUEL INJECTION PUMP BLEEDING

(1) If the fuel injection pump has been replaced,
air should be bled at the overflow valve before
attempting to start engine.
(a) Loosen the overflow valve (Fig. 25) at the
rear of the injection pump.
(b) Place a towel below the valve.
Fig. 24 Typical Test for Leaks with Cardboard
WARNING: WHEN CRANKING THE ENGINE TO
CAUTION: The high–pressure fuel lines must be BLEED AIR FROM THE INJECTION PUMP, THE
clamped securely in place in the holders. The lines ENGINE MAY START. PLACE THE TRANSMISSION
cannot contact each other or other components. Do IN NEUTRAL OR PARK AND SET PARKING BRAKE
not attempt to weld high–pressure fuel lines or to BEFORE ENGAGING THE STARTER MOTOR.
repair lines that are damaged. Only use the recom-
Fig. 26 Bleeding High–Pressure Fuel Line—Typical

(2) Crank the engine until all air has been bled
from the line. Do not operate the starter motor
for longer than 30 seconds. Wait 2 minutes
between cranking intervals.
(3) Start the engine and bleed one injector at a
Fig. 25 Overflow Valve time until the engine runs smoothly.
CAUTION: Do not engage the starter motor for
more than 30 seconds at a time. Allow 2 minutes FUEL INJECTION PUMP TIMING
between cranking intervals. Refer to Removal/Installation and Adjusting Fuel
Pump Timing in this Group.
(2) Crank the engine for 30 seconds at a time to
allow air trapped in the injection pump to vent out
the fuel injector drain tubes. Continue this procedure REMOVAL AND INSTALLATION
until the engine starts. Observe the previous WARN-
ING and CAUTION. ACCELERATOR PEDAL
(3) Tighten overflow valve.
REMOVAL
HIGH–PRESSURE FUEL LINE BLEEDING (1) Disconnect electrical connector.
(2) Remove accelerator pedal mounting bracket
WARNING: THE INJECTION PUMP SUPPLIES HIGH- nuts. Remove accelerator pedal assembly.
–PRESSURE FUEL OF APPROXIMATELY 59,000 KPA
(8,557 PSI) TO EACH INDIVIDUAL INJECTOR INSTALLATION
THROUGH THE HIGH–PRESSURE LINES. FUEL (1) Place accelerator pedal assembly over studs
UNDER THIS AMOUNT OF PRESSURE CAN PENE- protruding from floor pan. Tighten mounting nuts to
TRATE THE SKIN AND CAUSE PERSONAL INJURY. 5 N·m (46 in. lbs.) torque.
WEAR SAFETY GOGGLES AND ADEQUATE PRO- (2) Connect electrical connector.
TECTIVE CLOTHING AND AVOID CONTACT WITH (3) Before starting the engine, operate the acceler-
FUEL SPRAY WHEN BLEEDING HIGH–PRESSURE ator pedal to check for any binding.
FUEL LINES.
AIR CLEANER ELEMENT
WARNING: DO NOT BLEED AIR FROM THE FUEL REMOVAL
SYSTEM OF A HOT ENGINE. DO NOT ALLOW FUEL (1) Remove hose clamp at Mass Air Flow Sensor.
TO SPRAY ONTO THE EXHAUST MANIFOLD WHEN (2) Remove hose from Mass Air Flow Sensor.
BLEEDING AIR FROM THE FUEL SYSTEM. (3) Loosen 2 clamps holding air cleaner housing
halves together.
Bleed air from one injector at time. (4) Remove left side of air cleaner housing.
(1) Loosen the high–pressure fuel line fitting at (5) Remove element from air cleaner housing.
the injector (Fig. 26).
Fig. 28 Fuel Drain Tubes
Fig. 27 Accelerator Pedal Mounting-Typical

INSTALLATION
(1) Install a new element in housing.
(2) Position left side of housing.
(3) Snap clamps into place.
(4) Install hoses and clamps.
FUEL DRAIN TUBES

The fuel drain tubes (Fig. 28) are low–pressure
type.
Pull each tube from the injector for removal. Push
on for installation. Clamps are not required for these
tubes.
FUEL FILTER/WATER SEPARATOR

The fuel filter/water separator is located in the
engine compartment on the left side near the shock
tower. (Fig. 29). Fig. 29 Fuel Filter/Water Separator Location
The fuel filter/water separator assembly contains initially placed in the ON position. This is done
the fuel filter, fuel heater element, and fuel drain for a bulb check.
valve (Fig. 29).
WARNING: DO NOT ATTEMPT TO DRAIN WATER
DRAINING WATER FROM FILTER BOWL FROM THE FILTER/SEPARATOR WITH THE ENGINE
Moisture (water) collects at the bottom of the filter/ HOT.
separator in a plastic bowl. Water entering the fuel
injection pump can cause serious damage to the (1) The bottom of the filter/separator bowl is
pump. Note that the bulb will be illuminated for equipped with a drain valve (Fig. 29). The drain
approximately 2 seconds each time the key is valve is equipped with a fitting. Attach a piece of
rubber hose to this fitting. This hose is to be used as
a drain hose.
(2) Place a drain pan under the drain hose.
(3) With the engine not running, open the drain
valve (unscrew—drain valve has right hand threads)
from the filter/separator bowl. To gain access to this
fitting, the two filter–to–mounting bracket nuts (Fig.
29) may have to be loosened a few turns.
(4) Hold the drain open until clean fuel exits the
drain.
(5) After draining, close drain valve.
(6) Remove rubber drain hose.
(7) Dispose of mixture in drain pan according to
applicable local or federal regulations.
FUEL FILTER REMOVAL

(1) Drain all fuel and/or water from fuel filter/wa-
ter separator assembly. Refer to the previous Drain-
ing Water From Filter Bowl.
(2) Unplug the electrical connectors at bottom of
plastic bowl.
(3) Remove plastic bowl from bottom of fuel filter
(unscrews). Fig. 30 Power Distribution Center (PDC) Location
(4) Remove fuel filter from bottom of filter base
(unscrews). FUEL LEVEL SENSOR
The fuel level sensor is located on the side of the
FUEL FILTER INSTALLATION fuel pump module.(Fig. 31)
(1) Clean bottom of fuel filter base.
(2) Apply clean diesel fuel to new fuel filter gasket.
(3) Install and tighten filter to filter base. The bev-
eled part of the rubber gasket should be facing up
towards the filter base.
(4) Clean the inside of bowl with a soap and water
mixture before installation. Carefully clean any resi-
due between the two metal probes at the top of the
water–in–fuel sensor. Do not use chemical cleaners
as damage to the plastic bowl may result.
(5) Pour diesel fuel into the plastic bowl before
installing bowl to bottom of fuel filter. Do this to help
prevent air from entering fuel injection pump while
attempting to starting engine.
(6) Install filter bowl to bottom of filter.
(7) Install the electrical connectors at bottom of
bowl.
(8) Tighten the filter–to–mounting bracket nuts
(Fig. 29) to 28 N·m (250 in. lbs.) torque.
Fig. 31 Fuel Level Sensor
FUEL HEATER
If the fuel heater element needs replacement, the REMOVAL
plastic filter bowl assembly must be replaced. Refer (1) Remove fuel tank. Refer to Fuel Tank Removal/
to Fuel Filter/Water Separator for information. Installation.
FUEL HEATER RELAY Module Removal/Installation.
The fuel heater relay is located in the PDC. For (3) Remove electrical wire connector at sending
the location of the relay within the PDC (Fig. 30), unit terminals.
refer to label on PDC cover. (4) Press on release tab(Fig. 32) to remove sending
unit from pump module.
Fig. 33 Overflow Valve and Fuel Shutdown Solenoid
Fig. 32 Fuel Level Sensor Release Tab

FUEL INJECTION PUMP
REMOVAL
(2) Thoroughly clean the area around the injection
pump and fuel lines of all dirt, grease and other con-
taminants. Due to the close internal tolerances
of the injection pump, this step must be per-
formed before removing pump.
(3) Remove the engine accessory drive belt. Refer
to Group 7, Cooling System for procedures.
(4) Remove the generator assembly.
(5) Remove the rubber fuel return and supply
hoses from metal lines at pump (Fig. 33).
(6) Remove the electrical connector at engine cool-
ant temperature sensor (Fig. 34).
(7) Disconnect the Fuel Injection Pump electrical
connector at fuel pump. (Fig. 33).
(8) Disconnect the main engine wiring harness
from the glow plugs. Fig. 34 Engine Coolant Temperature Sensor
(9) Disconnect the four high–pressure fuel lines shaft, rotate the engine (counter—clockwise as
from the fuel injection pump. Also disconnect fuel viewed from front).
lines at the fuel injectors. For procedures, refer to (c) Rotate the engine until cylinder #4 rockers
High–Pressure Fuel Lines in this group. Place a rag are in between movement.
beneath the fittings to catch excess fuel. (d) Remove rocker arm assembly.
(10) Remove plug from timing gear cover. (e) Remove valve spring and keepers. CAU-
(11) The “Top Dead Center” (TDC) compression fir- TION: When the piston is at TDC there is only
ing stroke must be determined as follows: 2 mm (.080 thousand) clearance between the
(a) Remove the valve cover, refer to Group 9, valve and piston.
Valve Cover Removal/Installation. (f) Let the valve set on top of piston. Install a
(b) Remove the right front tire and splash dial indicator to the top of the valve stem.
shield. Using a socket attached to the end of crank-
(g) Rotate engine back and forth to find the TDC (a) Thread the adapter (Fig. 37) into the timing
position with the indicator on the valve stem. Mark cover.
the damper and timing cover for TDC. (b) Thread the gear puller into the injection
pump drive gear (Fig. 37). This tool is also used to
NOTE: On later model 1997 engines, a hole in the hold the gear in synchronization during pump
bottom of the clutch housing can be lined up with a removal.
hole in the flywheel, allowing the engine to be held (c) Remove the three injection pump–to–gear
at TDC with a special alignment tool, part # VM1035. cover mounting nuts (Fig. 38). CAUTION: This
(12) Remove injection pump drive gear nut (Fig. step must be done to prevent breakage of the
35)and washer. CAUTION: Be very careful not to three injection pump mounting flanges while
drop the washer into the timing gear cover. gear is being removed.
(d) Install the drive bolt into the gear puller
(Fig. 37). Tighten the drive bolt to press (remove)
the drive gear from injection pump shaft while
driving injection pump rearward from timing gear
cover mounting studs.
Fig. 35 Removing Pump Drive Gear Nut

(13) A special 3–piece gear removal tool set
VM.1003 (Fig. 36) must be used to remove the injec-
tion pump drive gear from the pump shaft.
Fig. 37 Installing Pump Drive Gear Removal Tools
Fig. 36 Pump Gear Tools
Fig. 38 Injection Pump Mounting Nuts

(14) Remove pump from engine. Do not rotate
engine while gear puller is installed. Engine
damage will occur.
INSTALLATION/ADJUSTING PUMP TIMING

(1) Clean the mating surfaces of injection pump
and timing gear cover.
(2) Install a new injection pump–to–timing gear
cover gasket.
(3) Remove the gear removing bolt (drive bolt)
from gear puller. CAUTION: Do not remove the
special gear puller or timing cover adapter
tools from timing cover at this time. Gear mis-
alignment will result.
(4) Place the key way on the pump shaft to the 11
o’clock position as viewed from the front of pump.
Install the pump into the rear of timing gear cover
while aligning key way on pump shaft into pump
gear.
(5) Install and snug the 3 injection pump mount-
ing nuts. This is not the final tightening sequence.
(6) Remove the special gear puller and adapter
tools from timing gear cover. Fig. 40 Installing Dial Indicator and Special Adapter
(7) Install the injection pump drive gear nut and Tools
washer. Tighten nut to 88 N·m (65 ft. lbs.) torque.
(8) Remove access plug and plug washer at rear of viewed from front) until thedial indicator stops mov-
pump (Fig. 39). Thread special dial indicator adapter ing. This rotation is about 20° to 30°.
tool VM.1011 (Fig. 40)into this opening. Hand tighten (11) Set the dial indicator to 0 mm. Be sure the tip
only. of dial indicator is touching the tip inside the adapter
tool.
(12) Very slowly rotate the crankshaft clockwise
until movement on dial indicator needle has stopped.
Do not rotate crankshaft after needle move-
ment has stopped. Engine should be at TDC at
this point
(13) Check the TDC dial indicator for TDC.
(14) Gauge reading should be at 0.60 mm. If not,
the pump must be rotated for adjustment:
(a) Loosen the three injection pump mounting
nuts at the mounting flanges. These flanges are
equipped with slotted holes. The slotted holes are
used to rotate and position the injection pump for
fuel timing. Loosen the three nuts just enough to
rotate the pump.
(b) Rotate the pump clockwise (as viewed from
front) until .60 mm is indicated on the dial indica-
tor gauge.
(c) Tighten the three pump mounting nuts to 30
(d) Recheck the dial indicator after tightening
the pump mounting nuts. Gauge should still be
reading 0.60 mm. Loosen pump mounting nuts and
Fig. 39 Access Plug at Rear of Pump readjust if necessary.
(9) Attach special dial indicator tool VM.1013 into (15) Remove dial indicator and adapter tools.
the adapter tool (Fig. 40). (16) Install access plug and washer to rear of
(10) Using a socket attached to the end of crank- injection pump.
shaft, rotate the engine (counter—clockwise as (17) Install plug at timing gear cover.
(18) Remove dial indicator from valve stem. REMOVAL
(19) Install valve spring and keepers. (1) Disconnect negative battery cable at battery.
(20) Install rocker arm assembly and tighten nuts. (2) Thoroughly clean the area around the injector
(21) Install and connect the four high–pressure with compressed air.
fuel lines to the fuel injection pump. Also connect (3) Remove the fuel drain hoses (tubes) at each
fuel lines at the fuel injectors. For procedures, refer injector (Fig. 42) being serviced. Each of these hoses
to High–Pressure Fuel Lines in this group. is slip–fit to the fitting on injector.
(22) Install electrical connector at engine coolant
temperature sensor.
(23) Connect electrical connector at fuel shutdown
solenoid.
(24) Connect the main engine wiring harness to
the glow plugs.
(25) Connect the fuel timing solenoid pigtail har-
ness to the engine wiring harness.
(26) Connect the overflow valve/banjo fitting (fuel
return line assembly). Replace copper gaskets before
installing.
(27) Connect the rubber fuel return and supply
hoses to metal lines at pump. Tighten hose clamps to
2 N·m (20 in. lbs.) torque.
(28) Install generator assembly.
(29) Install engine accessory drive belt. Refer to
Group 7, Cooling System for procedures.
(30) Install negative battery cable to battery.
(31) Start the engine and bring to normal operat-
ing temperature.
(32) Check for fuel leaks.
FUEL INJECTORS Fig. 42 Fuel Injector—Typical

Four fuel injectors are used on each engine. Of
these four, two different types are used. The fuel (4) Remove the high–pressure fuel line at injector
injector used on cylinder number one is equipped being removed. Refer to High–Pressure Fuel Lines in
with a fuel injector sensor (Fig. 41). The other three this group for procedures.
fuel injectors are identical. Do not place the fuel (5) Remove the injector using special socket tool
injector equipped with the fuel injector sensor number VM.1012A. When removing cylinder number
into any other location except the cylinder one injector, thread the wiring harness through the
number one position. access hole on the special socket (Fig. 43).
Fig. 43 Wiring Harness Through Socket

(6) Remove and discard the copper washer (seal) at
bottom of injector (Fig. 41).
INSTALLATION
(1) Clean the injector threads in cylinder head.
Fig. 41 Fuel Injector Sensor—Number–1 Cylinder (2) Install new copper washer (seal) to injector.
(3) Install injector to engine. Tighten to 70 N·m
(4) Install high–pressure fuel lines. Refer to High-
–Pressure Fuel Lines in this group for procedures.
(5) Install fuel drain hoses (tubes) to each injector.
Do not use clamps at fuel drain hoses.
(7) Bleed the air from the high–pressure lines.
Refer to the Air Bleed Procedure section of this
group.
FUEL TANK
Fig. 44 Fuel Tank Connections at Front of Tank
Fuel Tank
REMOVAL
(1) Disconnect negative cable from battery.
(2) Insert fuel siphon hose into fuel filler neck and
push it into the tank. Fig. 45 Fuel Fill/Vent Hose Index Marks
(3) Drain fuel tank dry into holding tank or a
(11) Lower the fuel tank. Remove clamp and
properly labeled diesel safety container.
remove fuel filler tube vent hose. Remove fuel tank
(4) Raise vehicle on hoist.
from vehicle.
(5) Disconnect both the fuel fill and fuel vent rub-
ber hoses at the fuel tank. INSTALLATION
(6) Disconnect fuel supply and return lines from (1) Position fuel tank on transmission jack. Con-
the steel supply line(Fig. 44). nect fuel filler tube vent hose and replace clamp.
The fuel reservoir module electrical connec- (2) Raise tank into position and carefully work
tor has a retainer that locks it in place. filler tube into tank. A light coating of clean engine
(7) Slide electrical connector lock to unlock . oil on the tube end may be used to aid assembly.
(8) Push down on connector retainer (Fig. 46)and (3) Feed filler vent line thru frame rail. Careful
pull connector off module. not to cross lines.
(9) Use a transmission jack to support fuel tank. (4) Tighten strap bolts to 54 N·m (40 ft. lbs.)
Remove bolts from fuel tank straps. torque. Remove transmission jack.
(10) Lower tank slightly. Carefully remove filler
hose from tank.
(9) Using Special Tool 6856, remove plastic locknut
counterclockwise to release pump module (Fig. 47).
Fig. 46 Module Connector Retainer and Lock

CAUTION: Ensure straps are not twisted or bent
before or after tightening strap nuts. Fig. 47 Fuel Reservoir Module Lock Nut Removal
(10) Carefully remove module and O-ring from
(5) Connect module electrical connector. Place
tank.
retainer in locked position.
(11) Discard old O-ring.
(6) Lubricate the fuel supply and return lines with
clean 30 weight engine oil, install the quick connect INSTALLATION
fuel fitting. Refer to Tube/Fitting Assembly in the (1) Wipe seal area of tank clean and place a new
Fuel Delivery section of this Group. O-ring seal in position on pump.
(7) Attach filler line to filler tube. Pull on connec- (2) Position fuel reservoir module in tank with
tor to make sure of connection. locknut.
(8) Fill fuel tank, replace cap, and connect battery (3) Tighten locknut to 58 N·m (43 ft. lbs.).
negative cable. (4) Connect fuel lines.
(5) Plug in electrical connector. Slide connector
FUEL RESERVOIR MODULE lock into position.
(6) Raise fuel tank, install bolts into fuel tank
REMOVAL
straps and tighten.
WARNING: THE FUEL RESERVOIR OF THE FUEL (7) Lower vehicle on hoist.
MODULE DOES NOT EMPTY OUT WHEN THE TANK (8) Connect negative cable from battery.
IS DRAINED. THE FUEL IN THE RESERVOIR WILL (9) Fill fuel tank. Check for leaks.
SPILL OUT WHEN THE MODULE IS REMOVED. (10) Install fuel filler cap.
(1) Disconnect negative cable from battery. HIGH-PRESSURE LINES

(2) Drain fuel tank dry into holding tank or a All high–pressure fuel lines are of the same length
properly labeled diesel safety container. and inside diameter. Correct high–pressure fuel line
(3) Raise vehicle on hoist. usage and installation is critical to smooth engine
(4) Use a transmission jack to support the fuel operation.
tank. Remove bolts from fuel tank straps. Lower
tank slightly. CAUTION: The high–pressure fuel lines must be
(5) Clean area around fuel reservoir module and clamped securely in place in the holders. The lines
tank to keep dirt and foreign material out of tank. cannot contact each other or other components. Do
(6) Disconnect fuel lines from fuel module by not attempt to weld high–pressure fuel lines or to
depressing quick connect retainers with thumb and repair lines that are damaged. Only use the recom-
fore finger. mended lines when replacement of high–pressure
(7) Slide module electrical connector lock to fuel line is necessary.
unlock.
(8) Push down on connector retainer and pull con- REMOVAL
nector off module. (1) Disconnect negative battery cable from battery.
(2) Remove the necessary clamps (Fig. 48) holding (4) Disconnect each high–pressure line fitting at
the lines to the engine. each fuel injection pump delivery valve.
(5) Very carefully remove each line from the
engine. Note the position (firing order) of each line
while removing. Do not bend the line while
removing.
CAUTION: Be sure that the high–pressure fuel lines

are installed in the same order that they were
removed. Prevent the injection pump delivery valve
holders (Fig. 48) from turning when removing or
installing high–pressure lines from injection pump.
INSTALLATION
(1) Carefully position each high–pressure fuel line
to the fuel injector and fuel injection pump delivery
valve holder in the correct firing order. Also position
each line in the correct line holder.
(2) Loosely install the line clamp/holder bolts.
(3) Tighten each line at the delivery valve to 30
(4) Tighten each line at the fuel injector to 30 N·m
Be sure the lines are not contacting each
Fig. 48 Fuel Lines and Clamps/Holders other or any other component.
(3) Clean the area around each fuel line connec- (5) Tighten the clamp bracket bolts to 24 N·m (18
tion. Disconnect each line at the top of each fuel ft. lbs.) torque.
injector (Fig. 49). (6) Bleed air from the fuel system. Refer to the Air
Bleed Procedure section of this group.
SPECIFICATIONS
FUEL TANK CAPACITY
75 Liters (20.0 Gals.)
Nominal refill capacities are shown. A variation
may be observed from vehicle to vehicle due to man-
ufacturing tolerances, ambient temperatures and
refill procedures.
IDLE SPEED
900 rpm 625 rpm with engine at normal operat-
ing temperature.
FUEL INJECTOR FIRING SEQUENCE

1–3–4–2
FUEL SYSTEM PRESSURE

Peak Injection Pressure/Fuel Injection Pump
Operating Pressure: 40,000–45,000 kPa (5801–
6526 psi).
Fig. 49 Fuel Lines at Fuel Injectors Opening Pressure of Fuel Injector:
15,000–15,800 kPa (2175–2291 psi).
FUEL INJECTION SYSTEM—2.5L DIESEL ENGINE
INDEX
page page
GENERAL INFORMATION POWERTRAIN CONTROL MODULE (PCM) . . . . 26

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 25 SENSOR RETURN—MSA/PCM INPUT
DESCRIPTION AND OPERATION (ANALOG GROUND) . . . . . . . . . . . . . . . . . . . . 27
AIR CONDITIONING (A/C) CONTROLS—MSA SPEED CONTROL—MSA INPUT . . . . . . . . . . . . 29
INPUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 SPEED CONTROL—PCM OUTPUTS . . . . . . . . . 30
AIR CONDITIONING RELAY—MSA OUTPUT . . . 30 TACHOMETER—PCM OUTPUT . . . . . . . . . . . . . 31
ASD RELAY—MSA INPUT . . . . . . . . . . . . . . . . . 30 VEHICLE SPEED SENSOR—MSA INPUT . . . . . . 29
BATTERY VOLTAGE—PCM INPUT . . . . . . . . . . . 27 VEHICLE THEFT ALARM . . . . . . . . . . . . . . . . . . 27
BRAKE SWITCH—MSA INPUT . . . . . . . . . . . . . . 29 DIAGNOSIS AND TESTING
DATA LINK CONNECTOR—PCM AND MSA ASD RELAY TEST . . . . . . . . . . . . . . . . . . . . . . . 32
INPUT AND OUTPUT . . . . . . . . . . . . . . . . . . . 29 DIAGNOSTIC TROUBLE CODES . . . . . . . . . . . . 35
ELECTRIC VACUUM MODULATOR (EVM)—MSA DIESEL DIAGONSTICS . . . . . . . . . . . . . . . . . . . 32
OUTPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 ENGINE COOLANT TEMPERATURE SENSOR
ENGINE COOLANT GAUGE—PCM OUTPUT . . . 30 TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
ENGINE COOLANT TEMPERATURE SENSOR— ENGINE SPEED SENSOR TEST . . . . . . . . . . . . 32
MSA/PCM INPUT . . . . . . . . . . . . . . . . . . . . . . 28 GLOW PLUG RELAY TEST . . . . . . . . . . . . . . . . 33
ENGINE OIL PRESSURE GAUGE—PCM GLOW PLUG TEST . . . . . . . . . . . . . . . . . . . . . . 33
OUTPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 MASS AIR FLOW SENSOR . . . . . . . . . . . . . . . . 35
ENGINE SPEED/CRANK POSITION SENSOR— RELAYS—OPERATION/TESTING . . . . . . . . . . . . 34
MSA INPUT . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 VEHICLE SPEED SENSOR TEST . . . . . . . . . . . . 35
FIVE VOLT POWER—MSA/PCM OUTPUT . . . . . 30 REMOVAL AND INSTALLATION
FUEL INJECTOR SENSOR—GROUND . . . . . . . . 28 A/C CLUTCH RELAY . . . . . . . . . . . . . . . . . . . . . 35
FUEL TIMING SOLENOID—MSA OUTPUT . . . . . 30 ASD RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
GLOW PLUG LAMP—PCM OUTPUT . . . . . . . . . 30 ENGINE COOLANT TEMPERATURE SENSOR . . 36
GLOW PLUG RELAY—MSA OUTPUT . . . . . . . . . 31 ENGINE SPEED SENSOR . . . . . . . . . . . . . . . . . 35
GLOW PLUGS . . . . . . . . . . . . . . . . . . . . . . . . . . 31 GLOW PLUG RELAY . . . . . . . . . . . . . . . . . . . . . 37
IGNITION CIRCUIT SENSE—MSA/PCM INPUT . 27 GLOW PLUGS . . . . . . . . . . . . . . . . . . . . . . . . . . 36
IGNITION CIRCUIT SENSE—PCM INPUT . . . . . 27 POWERTRAIN CONTROL MODULE (PCM) . . . . 37
MASS AIR FLOW SENSOR . . . . . . . . . . . . . . . . 27 VEHICLE SPEED SENSOR . . . . . . . . . . . . . . . . 37
NEEDLE MOVEMENT OR INTRUMENTED SPECIFICATIONS
FIRST INJECTOR—MSA INPUT . . . . . . . . . . . 27 GLOW PLUG CURRENT DRAW . . . . . . . . . . . . . 38
POWER GROUND . . . . . . . . . . . . . . . . . . . . . . . 27 TORQUE CHART—2.5L DIESEL . . . . . . . . . . . . 39
GENERAL INFORMATION where, if possible, it will ignore the failed sensor, set
a code related to the sensor, and operate the engine
INTRODUCTION in a “Limp Home” mode. When the MSA is operating
This section will cover components either regulated in a “Limp Home” mode, the Check Engine Lamp on
or controlled by the MSA controller and the Power- the instrument panel may be constantly illuminated,
train Control Module (PCM). The fuel heater relay and the engine will most likely have a noticeable loss
and fuel heater are not operated by the MSA control- of performance. An example of this would be an
ler or the PCM. These components are controlled by Accelerator Pedal Position Sensor failure, and in that
the ignition (key) switch. All other fuel system elec- situation, the engine would run at a constant 1100
trical components necessary to operate the engine RPM, regardless of the actual position of the pedal.
are controlled or regulated by the MSA controller, This is the most extreme of the three “Limp Home”
which interfaces with the PCM. Refer to the follow- modes.
ing description for more information. When the Check Engine Lamp is illuminated con-
Certain fuel system component failures may cause stantly with the key on and the engine running,, it
a no start, or prevent the engine from running. It is usually indicates a problem has been detected some-
important to know that the MSA has a feature where within the fuel system. The DRBIII scan tool
is the best method for communicating with the MSA The MSA Controller is a pre–programmed, digital
and PCM to diagnose faults within the system. computer. It will either directly operate or partially
regulate the:
• Speed Control
DESCRIPTION AND OPERATION • Speed Control lamp
• Fuel Timing Solenoid
POWERTRAIN CONTROL MODULE (PCM) • Check Engine Light
The MSA controller is mounted under the left side • Glow Plug Relay
rear seat (Fig. 1). The Powertrain Control Module • Glow Plugs
(PCM) is mounted in the engine compartment. (Fig. • Glow Plug Lamp
2). • ASD Relay
• Air Conditioning
• Tachometer
• Electric Vacuum Modulator (EVM)
The MSA can adapt its programming to meet
changing operating conditions.
The MSA receives input signals from various
switches and sensors. Based on these inputs, the
MSA regulates various engine and vehicle operations
through different system components. These compo-
nents are referred to as MSA Outputs. The sensors
and switches that provide inputs to the MSA are con-
sidered MSA Inputs.
MSA Inputs are:
• Air Conditioning Selection
• Theft Alarm
• ASD Relay
• Control Sleeve Position Sensor
• Fuel Temperature Sensor
• Mass Air Flow Sensor
Fig. 1 MSA Controller Location • Accelerator Pedal Position Sensor
• Engine Coolant Temperature Sensor
• Low Idle Position Switch
• 5 Volt Supply
• Vehicle Speed Sensor
• Engine Speed/Crank Position Sensor (rpm)
• Needle Movement Sensor
• Starter Signal
• Brake Switch
• Speed Control Switch
• Power Ground
• Ignition (key) Switch Sense
MSA Outputs:
After inputs are received by the MSA and PCM,
certain sensors, switches and components are con-
trolled or regulated by the MSA and PCM. These are
considered MSA Outputs. These outputs are for:
• A/C Clutch Relay (for A/C clutch operation)
• Speed Control Lamp
• ASD Relay
• 5 Volts Supply
• Fuel Quantity Actuator
• Fuel Timing Solenoid
• Fuel Shutdown Solenoid
Fig. 2 PCM Location
• Glow Plug Lamp
• Check Engine Lamp (“On/Off” signal)
• Electric Vacuum Modulator (EVM) If the PCM is put it on a vehicle without VTA the
• Glow Plug Relay Glow Plug Lamp will start to blink and the vehicle
• Tachometer will not start.
The PCM sends and recieves signals to and from The PCM cannot be flashed to remove the VTA.
the MSA controller. PCM inputs are:
• Power Gound BATTERY VOLTAGE—PCM INPUT
• 5 Volts Supply The battery voltage input provides power to the
• Vehicle Speed Sensor PCM. It also informs the PCM what voltage level is
• Water-In-Fuel Sensor being supplied by the generator once the vehicle is
• Coolant Temperature Sensor running.
• Low Coolant Sensor The battery input also provides the voltage that is
• Sensor Return needed to keep the PCM memory alive. The memory
• Fuel Level Sensor stores Diagnostic Trouble Code (DTC) messages.
• Oil Pressure Sensor Trouble codes will still be stored even if the battary
• Tachometer Signal voltage is lost.
• Glow Plug Lamp
• Check Engine Lamp (“On/Off” signal) SENSOR RETURN—MSA/PCM INPUT (ANALOG
• Brake On/Off Switch GROUND)
• Battery Voltage Sensor Return provides a low noise Analog ground
• ASD Relay reference for all system sensors.
PCM Outputs:
• A/C On Signal IGNITION CIRCUIT SENSE—MSA/PCM INPUT
• Vehicle Theft Alarm “Ok to Run” signal The ignition circuit sense input signals the MSA
• Body Control Module CCD Bus (+) and PCM that the ignition (key) switch has been
• Body Control Module CCD Bus (–) turned to the ON position. This signal initiates the
• Scan Tool Data Link Recieve glow plug control routine to begin the “pre–heat”
• Scan Tool Data Link Transmit cycle.
• Low Coolant Lamp
• Generator Control IGNITION CIRCUIT SENSE—PCM INPUT
The ignition circuit sense input signals the PCM
MASS AIR FLOW SENSOR that the ignition (key) switch has been turned to the
The Mass Air Flow Sensor is a gauge that mea- ON position. This signal initiates the glow plug con-
sures air density. In the Mass Air Flow Sensor (MAF) trol routine to begin the “pre–heat” cycle.
there is a ceramic element that changes its resis-
tance based on temperature. The ceramic element is POWER GROUND
part of an electronic circuit connected to the MSA, Provides a common ground for power devices (sole-
and has a voltage applied to it. The MAF sensor is noid and relay devices).
connected in line with the engine’s air intake tube,
and when the engine is at idle, there is a relatively NEEDLE MOVEMENT OR INTRUMENTED FIRST
low amount of air flowing across the ceramic ele- INJECTOR—MSA INPUT
ment. This air has a cooling effect on the ceramic ele- This input from the MSA supplies a constant 30
ment, and its resistance changes, and a voltage mA electrical current source for the first injector sen-
signal is sent to the MSA. As a general rule, when sor. It will vary the voltage to this sensor when it
the engine is running at a high RPM, the voltage sig- senses a mechanical movement within the injector
nal sent by the MAF sensor is high. When the engine needle (pintle) of the number–1 cylinder fuel injector.
is running at a low RPM, the voltage signal sent by When this voltage has been determined by the MSA,
the MAF is low. The MSA can calculate the mass it will then control an output to the fuel timing sole-
(actual weight) of the air flowing through the MAF noid (the fuel timing solenoid is located on the fuel
sensor based on the value of the voltage signal. injection pump). Also refer to Fuel Injection Pump for
additional information.
VEHICLE THEFT ALARM The first injector sensor is a magnetic (inductive)
The PCM can learn if the vehicle has a Vehicle type.
Theft Alarm (VTA) system. Once it detects the vehi- The first injector sensor is used only on the fuel
cle having VTA, the controller can ONLY BE injector for the number–1 cylinder (Fig. 3). It is not
USED ON VEHICLES WITH VTA. used on the injectors for cylinders number 2, 3, or 4.
FUEL INJECTOR SENSOR—GROUND ENGINE SPEED/CRANK POSITION SENSOR—MSA
INPUT
The engine speed sensor is mounted to the trans-
mission bellhousing at the left/rear side of the engine
block (Fig. 5).
Fig. 3 Fuel Injector Sensor

Provides a low noise ground for the fuel injector
sensor only.
ENGINE COOLANT TEMPERATURE SENSOR—MSA/ Fig. 5 Engine Speed Sensor Location

PCM INPUT The engine speed sensor produces its own output
The 0–5 volt input from this sensor tells the MSA signal. If this signal is not received, the MSA will not
and PCM the temperature of the engine coolant. allow the engine to start.
Based on the voltage received at the MSA, it will The engine speed sensor input is used in conjunc-
then determine operation of the fuel timing solenoid, tion with the first injector sensor to establish fuel
glow plug relay, electrical vacuum modulator (emis- injection pump timing.
sion component) and generator (charging system). The flywheel has four notches at its outer edge
The sensor is located on the side of the #3 cylinder (Fig. 6). Each notch is spaced equally every 90°. The
head near the rear of fuel injection pump (Fig. 4). notches cause a pulse to be generated when they
pass under the speed sensor (Fig. 6). These pulses
are the input to the MSA. The input from this sensor
determines crankshaft position (in degrees) by moni-
toring the notches.
The sensor also generates an rpm signal to the
MSA. This signal is used as an input for the control
of the generator field, vehicle speed control, and
instrument panel mounted tachometer.
If the engine speed sensor should fail, the system
is unable to compensate for the problem and the car
will stop.
AIR CONDITIONING (A/C) CONTROLS—MSA

INPUTS
The A/C control system information applies to fac-
tory installed air conditioning units.
A/C REQUEST SIGNAL: When either the A/C or
Defrost mode has been selected and the A/C low and
high–pressure switches are closed, an input signal is
sent to the MSA. The MSA uses this input to cycle
the A/C compressor through the A/C relay.
If the A/C low or high–pressure switch opens, the
Fig. 4 Engine Coolant Temperature Sensor Location MSA will not receive an A/C request signal. The PCM
will then remove the ground from the A/C relay. This
Fig. 7 Data Link Connector Location
Fig. 6 Speed Sensor Operation

will deactivate the A/C compressor clutch. Also, if the
engine coolant reaches a temperature outside normal
of its normal range, or it overheats, the MSA will
deactivate the A/C clutch.
BRAKE SWITCH—MSA INPUT

When the brake light switch is activated, the MSA
receives an input indicating that the brakes are
being applied. After receiving this input, the MSA is
used to control the speed control system. There is a
Primary and a Secondary brake switch. The Second-
ary brake switch is closed until the brake pedal is
pressed.
DATA LINK CONNECTOR—PCM AND MSA INPUT

AND OUTPUT
The 16–way data link connector (diagnostic scan
tool connector) links the Diagnostic Readout Box
(DRB) scan tool with the PCM and MSA. The data
link connector is located under the instrument panel Fig. 8 Vehicle Speed Sensor—Typical
near the bottom of steering column. (Fig. 7). signal is received by the MSA (but a speed sensor
signal is not received).
VEHICLE SPEED SENSOR—MSA INPUT In addition to determining distance and vehicle
The vehicle speed sensor is located in the extension speed, the output from the sensor is used to control
housing of the transmission (2WD)(Fig. 8) or on the speed control operation.
transfer case extension housing (Fig. 9). The sensor
input is used by the MSA to determine vehicle speed SPEED CONTROL—MSA INPUT
and distance traveled. The speed control system provides five separate
The speed sensor generates 8 pulses per sensor inputs to the MSA: On/Off, Set, Resume/Accel, Can-
revolution. These signals, in conjunction with a cel, and Decel.. The On/Off input informs the MSA
closed throttle signal from the accelerator pedal posi- that the speed control system has been activated.
tion sensor, indicate an idle deceleration to the MSA. The Set input informs the MSA that a fixed vehicle
When the vehicle is stopped at idle, a released pedal speed has been selected. The Resume input indicates
ENGINE OIL PRESSURE GAUGE—PCM OUTPUT
Refer to the Instrument Panel and Gauges group
GLOW PLUG LAMP—PCM OUTPUT

The Glow Plug lamp (malfunction indicator lamp)
illuminates on the message center each time the igni-
tion (key) switch is turned on (Fig. 10). It will stay
on for about two seconds as a bulb test.
Fig. 10 Glow Plug Lamp Symbol

SPEED CONTROL—PCM OUTPUTS
These two circuits control the fuel quantity actua-
tor to regulate vehicle speed. Refer to Group 8H for
Speed Control information.
AIR CONDITIONING RELAY—MSA OUTPUT

This circuit controls a ground signal for operation
of the A/C clutch relay. Also refer to Air Conditioning
(A/C) Controls—MSA Input for additional informa-
Fig. 9 Vehicle Speed Sensor—4 Wheel Drive tion.
to the MSA that the previous fixed speed is The A/C relay is located in the Power Distribution
requested. Center (PDC). The PDC is located next to the battery
Speed control operation will start at 50 km/h–142 in the engine compartment. For the location of the
km/h (35–85 mph). The upper range of operation is relay within the PDC, refer to label on PDC cover.
not restricted by vehicle speed. Inputs that effect
speed control operation are vehicle speed sensor and FUEL TIMING SOLENOID—MSA OUTPUT
accelerator pedal position sensor. The fuel timing solenoid is located on the bottom of
Refer to Group 8H for further speed control infor- the fuel injection pump (Fig. 11).
mation.
ASD RELAY—MSA INPUT

A 12 volt signal at this input indicates to the MSA
that the ASD relay has been activated. The ASD
relay is located in the PDC. The PDC is located next
to the battery in the engine compartment. For the
location of the relay within the PDC, refer to label on
PDC cover.
This input is used only to sense that the ASD relay
is energized. If the MSA does not see 12 volts (+) at
this input when the ASD relay should be activated, it
will set a Diagnostic Trouble Code (DTC).
FIVE VOLT POWER—MSA/PCM OUTPUT

This circuit supplies approximately 5 volts to
power the Accelerator Pedal Postion Sensor, and
Mass Air Flow Sensor.
ENGINE COOLANT GAUGE—PCM OUTPUT

Refer to the Instrument Panel and Gauges group
Fig. 11 Fuel Timing Solenoid
This 12(+) volt, pulse width modulated (duty–cycle) In this chart, Pre–Heat and Post–Heat times are
output controls the amount of fuel timing (advance) mentioned. Pre–heat is the amount of time the glow
in the fuel injection pump. The higher the duty- plug relay circuit is activated when the ignition (key)
–cycle, the lower the advance. The lower the duty- switch is ON, but the engine has yet to be started.
–cycle, the more advanced the fuel timing. Post–heat is the amount of time the glow plug relay
The duty–cycle is determined by the MSA from circuit is activated after the engine is operating. The
inputs it receives from the fuel injector sensor and Glow Plug lamp will not be illuminated during the
engine speed sensor. post–heat cycle.
GLOW PLUG CONTROL
TACHOMETER—PCM OUTPUT
The PCM recieves engine rpm values from the
MSA controller, and then supplies engine rpm values
to the Body Controller that then supplies the instru-
ment cluster mounted tachometer (if equipped). Refer
to Group 8E for tachometer information.
GLOW PLUG RELAY—MSA OUTPUT
GLOW PLUGS
Glow plugs are used to help start a cold or cool
engine. The plug will heat up and glow to heat the
combustion chamber of each cylinder. An individual
plug is used for each cylinder. Each plug is threaded
into the cylinder head above the fuel injector (Fig.
13).

When the ignition (key) switch is placed in the ON
position, a signal is sent to the MSA relating current
engine coolant temperature. This signal is sent from
the engine coolant temperature sensor.
After receiving this signal, the MSA will determine
if, when and for how long a period the glow plug
relay should be activated. This is done before, during
and after the engine is started. Whenever the glow
plug relay is activated, it will control the 12V+ 100
amp circuit for the operation of the four glow plugs.
With a cold engine, the glow plug relay and glow
plugs may be activated for a maximum time of 200
seconds. Refer to the following Glow Plug Control Fig. 13 Glow Plug
chart for a temperature/time comparison of glow plug Each plug will momentarily draw approximately 25
relay operation. amps of electrical current during the initial key–on
cycle. This is on a cold or cool engine. After heating,
the current draw will drop to approximately 9–12
amps per plug.
Total momentary current draw for all four plugs is
approximately 100 amps on a cold engine dropping to
a total of approximately 40 amps after the plugs are
heated.
Electrical operation of the glow plugs are con-
trolled by the glow plug relay. Refer to the previous
Glow Plug Relay—MSA Output for additional infor-
mation.
ELECTRIC VACUUM MODULATOR (EVM)—MSA

OUTPUT
This circuit controls operation of the Electric Vac-
uum Modulator (EVM). The EVM (Fig. 12) controls
operation of the EGR valve.
Refer to Group 25, Emission Control System for
information. See Electric Vacuum Modulator.

DIESEL DIAGONSTICS Fig. 14 Engine Coolant Temperature Sensor
The MSA controllers perform engine off diagonstic Location
tests, which may be heard for about 60 seconds after
turning the key off. should be less than 1340 ohms with the engine
warm. Refer to the following Sensor Resistance
ASD RELAY TEST (OHMS) chart. Replace the sensor if it is not within
To perform a test of the relay and its related cir- the range of resistance specified in the chart.
cuitry, refer to the DRB scan tool. To test the relay SENSOR RESISTANCE (OHMS)
only, refer to Relays—Operation/Testing in this sec-
tion of the group.
ENGINE SPEED SENSOR TEST

To perform a test of the engine speed sensor and
its related circuitry, refer to the DRB scan tool.
ENGINE COOLANT TEMPERATURE SENSOR TEST

The sensor is located on the side of cylinder head
near the rear of fuel injection pump (Fig. 14).
For a list of Diagnostic Trouble Codes (DTC’s) for
certain fuel system components, refer to On-Board
Diagnostics in Group 25, Emission Control System.
To test the sensor only, refer to the following:
(1) Disconnect wire harness connector from coolant
(3) Test continuity of the wire harness. Do this
temperature sensor.
between the MSA wire harness connector and the
(2) Test the resistance of the sensor with a high
sensor connector terminal. Also test continuity of
input impedance (digital) volt–ohmmeter. The resis-
wire harness to the sensor connector terminal. Refer
tance (as measured across the sensor terminals)
to Group 8W for wiring connector and circuitry infor- (6) When performing the test, the tester button
mation. Repair the wire harness if an open circuit is (Fig. 15)should be held continuously without release
indicated. for 20 seconds as indicated by the 4 timer lamps.
(4) After tests are completed, connect electrical Each illuminated lamp represents a 5 second time
connector to sensor. lapse.
(a) Press and hold the tester button (Fig. 15)and
GLOW PLUG TEST note the amp gauge reading. The gauge reading
Hard starting or a rough idle after starting may be should indicate a momentary, initial current draw
caused by one or more defective glow plugs. Before (surge) of approximately 25 amps. After the initial
testing the glow plugs, a test of the glow plug relay surge, the amp gauge reading should begin to fall
should be performed. This will ensure that 12V+ is off. The glow plug tip should start to glow an
available at the plugs when starting the engine. orange color after 5 seconds. If the tip did not glow
Refer to the Glow Plug Relay Test for information. after 5 seconds, replace the glow plug. Before dis-
For accurate test results, the glow plugs should be carding the glow plug, check the position of the cir-
removed from the engine. The plugs must be checked cuit breaker on the bottom of the plug tester. It
when cold. Do not check the plugs if the engine may have to be reset. Reset if necessary.
has recently been operated. If plugs are (b) Continue to hold the tester button while
checked when warm, incorrect amp gauge observing the amp gauge and the 4 timer lamps.
readings will result. When all 4 lamps are illuminated, indicating a 20
Use Churchill Glow Plug Tester DX.900 or an second time lapse, the amp gauge reading should
equivalent (Fig. 15) for the following tests. This indicate a 9–12 amp current draw. If not, replace
tester is equipped with 4 timer lamps. the glow plug. Refer to Glow Plug Removal/Instal-
lation.
(7) Check each glow plug in this manner using one
20 second cycle. If the glow plug is to be retested, it
must first be allowed to cool to room temperature.
WARNING: THE GLOW PLUG WILL BECOME

EXTREMELY HOT (GLOWING) DURING THESE
TESTS. BURNS COULD RESULT IF IMPROPERLY
HANDLED. ALLOW THE GLOW PLUG TO COOL
BEFORE REMOVING FROM TESTER.
(8) Remove the glow plug from the tester.
GLOW PLUG RELAY TEST

The glow plug relay is located in the engine com-
partment on the left–inner fender (Fig. 16).
When the ignition (key) switch is placed in the ON
position, a signal is sent to the MSA relating current
engine coolant temperature. This signal is sent from
the engine coolant temperature sensor.
After receiving this signal, the MSA will determine
if, when and for how long a period the glow plug
relay should be activated. This is done before, during
Fig. 15 Typical Glow Plug Tester and after the engine is started. Whenever the glow
(1) Remove the glow plugs from the engine. Refer plug relay is activated, it will control the 12V+ 100
to Glow Plug Removal/Installation. amp circuit for the operation of the four glow plugs.
(2) Attach the red lead of the tester to the 12V+ The Glow Plug lamp is tied to this circuit. Lamp
(positive) side of the battery. operation is also controlled by the MSA.
(3) Attach the black lead of the tester to the 12V– With a cold engine, the glow plug relay and glow
(negative) side of the battery. plugs may be activated for a maximum time of 200
(4) Fit the glow plug into the top of the tester and seconds. Refer to the Glow Plug Control chart for a
secure it with the spring loaded bar (Fig. 15). temperature/time comparison of glow plug relay oper-
(5) Attach the third lead wire of the tester to the ation.
electrical terminal at the end of the glow plug. In this chart, Pre–Heat and Post–Heat times are
mentioned. Pre–heat is the amount of time the glow
Fig. 17 Wiring Connection at Glow Plug

GLOW PLUG CONTROL

plug relay circuit is activated when the ignition (key)
switch is ON, but the engine has yet to be started.
Post–heat is the amount of time the glow plug relay
circuit is activated after the engine is operating. The
Glow Plug lamp will not be illuminated during the
post–heat cycle.
TESTING:
Disconnect and isolate the electrical connectors
(Fig. 17)at all four glow plugs. With the engine cool
or cold, and the key in the ON position, check for
10–12 volts + at each electrical connector. 10–12 volts
+ should be at each connector whenever the MSA is
operating in the pre–heat or post–heat cycles (refer
to the following Glow Plug Control chart). Be very
careful not to allow any of the four discon-
nected glow plug electrical connectors to con-
RELAYS—OPERATION/TESTING
The following description of operation and
tact a metal surface. When the key is turned to
tests apply only to the ASD and other relays.
the ON position, approximately 100 amps at 12
The terminals on the bottom of each relay are num-
volts is supplied to these connectors.If 10–12
bered (Fig. 18).
volts + is not available at each connector, check con-
tinuity of wiring harness directly to the relay. If con- OPERATION
tinuity is good directly to the relay, the fault is either • Terminal number 30 is connected to battery volt-
with the relay or the relay input from the MSA. To age. For both the ASD and other relays, terminal 30
test the relay only, refer to Relays—Operation/Test- is connected to battery voltage at all times.
ing in this section of the group. If the relay test is • The MSA grounds the coil side of the relay
good, refer to the DRB scan tool. through terminal number 85.
Diagnostic Trouble Codes: Refer to On-Board • Terminal number 86 supplies voltage to the coil
Diagnostics in Group 25, Emission Control System side of the relay.
for a list of Diagnostic Trouble Codes (DTC’s) for cer- • When the PCM de-energizes the ASD and other
tain fuel system components. relays, terminal number 87A connects to terminal 30.
This is the Off position. In the off position, voltage is
not supplied to the rest of the circuit. Terminal 87A
is the center terminal on the relay.
meter should now show continuity between relay ter-
minals 87 and 30. The ohmmeter should not show
continuity between relay terminals 87A and 30.
(8) Disconnect jumper wires.
(9) Replace the relay if it did not pass the continu-
ity and resistance tests. If the relay passed the tests,
it operates properly. Check the remainder of the ASD
and other relay circuits. Refer to group 8W, Wiring
Diagrams.
MASS AIR FLOW SENSOR

The Mass Air Flow (MAF) sensor can only be
tested by checking for a fault code stored in the
MSA. If the mass air flow sensor stops functioning,
you will experience a loss of power, as if you had no
turbocharger operation. The MSA may indicate no
turbo operation if there is no signal from the MAF
sensor. If the sensor sets a fault and no loss of power
then check to see if there is a clogged air filter.
VEHICLE SPEED SENSOR TEST

To perform a test of the sensor and its related cir-
Fig. 18 ASD and Other Relay Terminals cuitry, refer to DRB scan tool.
• When the MSA energizes the ASD and other
relays, terminal 87 connects to terminal 30. This is
the On position. Terminal 87 supplies voltage to the
rest of the circuit.
TESTING DIAGNOSTIC TROUBLE CODES

The following procedure applies to the ASD and For a list of Diagnostic Trouble Codes (DTC’s),
other relays. refer to Group 25, Emission Control System for infor-
(1) Remove relay from connector before testing. mation. See On-Board Diagnostics.
(2) With the relay removed from the vehicle, use
an ohmmeter to check the resistance between termi- REMOVAL AND INSTALLATION
nals 85 and 86. The resistance should be between 75
65 ohms. ASD RELAY
(3) Connect the ohmmeter between terminals 30 The ASD relay is located in the PDC. For the loca-
and 87A. The ohmmeter should show continuity tion of the relay within the PDC, refer to label on
between terminals 30 and 87A. PDC cover.
(4) Connect the ohmmeter between terminals 87
and 30. The ohmmeter should not show continuity at A/C CLUTCH RELAY
this time. The A/C clutch relay is located in the PDC. For the
(5) Connect one end of a jumper wire (16 gauge or location of the relay within the PDC, refer to label on
smaller) to relay terminal 85. Connect the other end PDC cover.
of the jumper wire to the ground side of a 12 volt
power source. ENGINE SPEED SENSOR
(6) Connect one end of another jumper wire (16 The engine speed sensor is mounted to the trans-
gauge or smaller) to the power side of the 12 volt mission bellhousing at the rear of the engine block
power source. Do not attach the other end of the (Fig. 19).
jumper wire to the relay at this time.
REMOVAL
WARNING: DO NOT ALLOW OHMMETER TO CON- (1) Disconnect the harness (on the sensor) from
TACT TERMINALS 85 OR 86 DURING THIS TEST. the main electrical harness.
(2) Remove the sensor mounting bolts.
(7) Attach the other end of the jumper wire to
(3) Remove the sensor.
relay terminal 86. This activates the relay. The ohm-
MUST BE PARTIALLY DRAINED BEFORE REMOV-
ING THE COOLANT TEMPERATURE SENSOR.
REFER TO GROUP 7, COOLING.
(1) Partially drain cooling system. Refer to Group

7, Cooling.
(2) Disconnect electrical connector from sensor.
(3) Remove sensor from cylinder head.
INSTALLATION
(1) Install a new copper gasket to sensor.
(2) Install sensor to cylinder head.
(3) Tighten sensor to 18 N·m (13 ft. lbs.) torque.
(5) Replace any lost engine coolant. Refer to Group
7, Cooling System.
Fig. 19 Engine Speed Sensor
GLOW PLUGS
INSTALLATION The glow plugs are located above each fuel injector
(1) Install the sensor flush against the opening in (Fig. 21). Four individual plugs are used.
the transmission housing.
(2) Install and tighten the sensor mounting bolt to
19 N·m (14 ft. lbs.) torque.
(3) Connect the electrical connector to the sensor.
ENGINE COOLANT TEMPERATURE SENSOR

The sensor is located on the side of cylinder head
near the rear of fuel injection pump (Fig. 20).
Fig. 21 Glow Plug
Fig. 20 Engine Coolant Temperature Sensor

Location
REMOVAL
Fig. 22 Glow Plug Electrical Connector
WARNING: HOT, PRESSURIZED COOLANT CAN
CAUSE INJURY BY SCALDING. COOLING SYSTEM
REMOVAL POWERTRAIN CONTROL MODULE (PCM)
(1) Disconnect the negative battery cable at the The PCM is mounted to a bracket mounted to the
battery. inner side of the right fender well behind the air
(2) Clean the area around the glow plug with com- cleaner assembly.(Fig. 24).
pressed air before removal.
(3) Disconnect electrical connector (Fig. 22) at glow
plug.
(4) Remove the glow plug (Fig. 21) from cylinder
head.
INSTALLATION
(1) Apply high–temperature anti–seize compound
to glow plug threads before installation.
(2) Install the glow plug into the cylinder head.
Tighten to 23 N·m (203 in. lbs.) torque.
(3) Connect battery cable to battery.
GLOW PLUG RELAY

The glow plug relay is located in the engine com-
partment on the left–inner fender (Fig. 23).
Fig. 24 PCM Location

REMOVAL
(1) Disconnect the negative battery cable at the
battery.
(2) Loosen the 60–Way connector (Fig. 24). The
electrical connector has a sliding bar which moves
inward to lock or outward to unlock.
(3) Remove the electrical connector by pulling
straight out.
(4) Remove PCM.
INSTALLATION
(1) After the PCM electrical connector has been
separated from the PCM, inspect the pins for corro-
sion, being spread apart, bent or misaligned. Also
inspect the pin heights in the connector. If the pin
heights are different, this would indicate a pin has
REMOVAL separated from the connector. Repair as necessary.
(1) Disconnect the negative battery cable at the (2) Engage 60–way connector into PCM. Move
battery. slide bar to lock connector.
(2) Remove relay mounting bolt. (3) Connect negative cable to battery.
(3) Disconnect electrical connector at relay and
remove relay. VEHICLE SPEED SENSOR
The vehicle speed sensor (Fig. 25) is located on the
INSTALLATION extension housing of the transmission for 2 wheel
(1) Check condition of electrical connector for dam- drive vehicle, or on the transfer case housing for 4
age or corrosion. Repair as necessary. wheel drive vehicles (Fig. 26).
(2) Install electrical connector to relay.
(3) Install relay to inner fender. REMOVAL
(4) Connect battery cable to battery. (1) Raise and support vehicle.
Fig. 25 Vehicle Speed Sensor Location—2 Wheel Fig. 27 Sensor Removal/Installation—Typical

Drive INSTALLATION
(1) Install new sensor into speedometer gear
adapter.
(2) Tighten sensor mounting bolt. To prevent dam-
age to sensor or speedometer adapter, be sure the
sensor is mounted flush to the adapter before tight-
ening.
SPECIFICATIONS
GLOW PLUG CURRENT DRAW
Initial Current Draw: Approximately 22–25
amps per plug.
After 20 seconds of operation: Approximately
9–12 amps per plug.
Fig. 26 Vehicle Speed Sensor Location—4WD

(2) Clean the area around the sensor before
removal.
(3) Disconnect the electrical connector from the
sensor (Fig. 27).
(4) Remove the sensor mounting bolt (Fig. 27).
(5) Pull the sensor from the speedometer pinion
gear adapter for removal.
TORQUE CHART—2.5L DIESEL
ZJ STEERING 19 - 1
STEERING
CONTENTS
page page
POWER STEERING GEAR . . . . . . . . . . . . . . . . . . . 9 STEERING COLUMN . . . . . . . . . . . . . . . . . . . . . . 20

POWER STEERING PUMP . . . . . . . . . . . . . . . . . . 4 STEERING LINKAGE . . . . . . . . . . . . . . . . . . . . . . 24
POWER STEERING . . . . . . . . . . . . . . . . . . . . . . . . 1
POWER STEERING
INDEX
page page
GENERAL INFORMATION DIAGNOSIS AND TESTING

POWER STEERING SYSTEM . . . . . . . . . . . . . . . 1 POWER STEERING SYSTEM DIAGNOSIS
CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
GENERAL INFORMATION
POWER STEERING SYSTEM
The power steering pump (Fig. 1) is a constant
flow rate and displacement vane type pump. The
pump reservoir is attached to the pump body. The
pump is connected to the steering by the pressure
and return hoses.
The steering gear (Fig. 1) used is a recirculating
ball type gear. The gear acts as a rolling thread
between the worm shaft and rack piston. The worm
shaft is supported by a thrust bearing at the lower
end and a bearing assembly at the upper end. When
the worm shaft is turned the rack piston moves. The
rack piston teeth mesh with the pitman shaft. Turn-
ing the worm shaft turns the pitman shaft, which
moves the steering linkage. Fig. 1 Power Steering Gear & Pump
The power steering system consists of:
• Hydraulic pump
• Recirculating ball steering gear
• Steering column
• Steering linkage
19 - 2 STEERING ZJ

POWER STEERING SYSTEM DIAGNOSIS CHARTS
STEERING NOISE
There is some noise in all power steering systems. One of the most common is a hissing sound evident at a
standstill parking. Or when the steering wheel is at the end of it’s travel. Hiss is a high frequency noise similar
to that of a water tap being closed slowly. The noise is present in all valves that have a high velocity fluid passing
through an orifice. There is no relationship between this noise and steering performance.
CONDITION POSSIBLE CAUSES CORRECTION

OBJECTIONAL HISS OR 1. Steering intermediate shaft to dash 1. Check and repair seal at dash
‘WHISTLE panel seal. panel.
2. Noisy valve in power steering gear. 2. Replace steering gear.
RATTLE OR CLUNK 1. Gear mounting bolts loose. 1. Tighten bolts to specification.
2. Loose or damaged suspension 2. Inspect and repair suspension.
components.
3. Loose or damaged steering linkage. 3. Inspect and repair steering linkage.
4. Internal gear noise. 4. Replace gear.
5. Pressure hose in contact with other 5. Reposition hose.
components.
CHIRP OR SQUEAL 1. Loose belt. 1. Adjust or replace.
WHINE OR GROWL 1. Low fluid level. 1. Fill to proper level.
2. Pressure hose in contact with other 2. Reposition hose.
components.
3. Internal pump noise. 3. Replace pump.
SUCKING AIR SOUND 1. Loose return line clamp. 1. Replace clamp.
2. O-ring missing or damaged on hose 2. Replace o-ring.
fitting.
3. Low fluid level. 3. Fill to proper level.
4. Air leak between pump and reservoir. 4. Repair as necessary.
SCRUBBING OR 1. Wrong tire size. 1. Verify tire size.
KNOCKING 2. Wrong gear. 2. Verify gear.
BINDING AND STICKING

DIFFICULT TO TURN WHEEL 1. Low fluid level. 1. Fill to proper level.
STICKS OR BINDS 2. Tire pressure. 2. Adjust tire pressure.
3. Steering component. 3. Inspect and lube.
4. Loose belt. 4. Adjust or replace.
5. Low pump pressure. 5. Pressure test and replace if
necessary.
6. Column shaft coupler binding. 6. Replace coupler.
7. Steering gear worn or out of 7. Repair or replace gear.
adjustment.
ZJ STEERING 19 - 3
INSUFFICIENT ASST. OR POOR RETURN TO CENTER

HARD TURNING OR MOMENTARY 1. Tire pressure. 1. Adjust tire pressure.
INCREASE IN TURNING EFFORT 2. Low fluid level. 2. Fill to proper level.
3. Loose belt. 3. Adjust or replace.
4. Lack of lubrication. 4. Inspect and lubricate steering and
suspension compnents.
5. Low pump pressure. 5. Pressure test and repair as
necessary.
6. Internal gear leak. 6. Pressure and flow test, and repair
as necessary.
STEERING WHEEL 1. Tire pressure. 1. Adjust tire pressure.
DOES NOT WANT TO RETURN TO 2. Wheel alignment. 2. Align front end.
CENTER POSITION 3. Lack of lubrication. 3. Inspect and lubricate steering and
suspension compnents.
4. High friction in steering gear. 4. Test and adjust as necessary.
LOOSE STEERING AND VEHICLE LEAD

EXCESSIVE PLAY IN STEERING 1. Worn or loose suspension or 1. Repair as necessary.
WHEEL steering components.
2. Worn or loose wheel bearings. 2. Repair as necessary.
3. Steering gear mounting. 3. Tighten gear mounting bolts to
specification.
4. Gear out of adjustment. 4. Adjust gear to specification.
5. Worn or loose steering coupler. 5. Repair as necessary.
VEHICLE PULLS OR LEADS TO 1. Tire Pressure. 1. Adjust tire pressure.
ONE SIDE 2. Radial tire lead. 2. Rotate tires.
3. Brakes dragging. 3. Repair as necessary.
4. Wheel alignment. 4. Align vehicle.
5. Weak or broken spring. 5. Replace spring.
6. Loose or worn steering or 6. Repair as necessary.
suspension components.
19 - 4 STEERING ZJ
POWER STEERING PUMP
INDEX
page page
DESCRIPTION AND OPERATION POWER STEERING PUMP– 4.0L ............. 6

POWER STEERING PUMP . . . . . . . . . ........ 4 DISASSEMBLY AND ASSEMBLY
DIAGNOSIS AND TESTING PUMP PULLEY . . . . . . . . . . . . . ............. 7
PUMP FLOW RATE AND PRESSURE . ........ 4 PUMP RESERVOIR . . . . . . . . . . ............. 7
PUMP LEAKAGE DIAGNOSIS . . . . . . . ........ 5 SPECIFICATIONS
SERVICE PROCEDURES TORQUE CHART . . . . . . . . . . . . ............. 8
POWER STEERING PUMP – INITIAL SPECIAL TOOLS
OPERATION . . . . . . . . . . . . . . . . . . . ........ 5 POWER STEERING PUMP . . . . ............. 8
POWER STEERING PUMP – 5.2L/5.9L . ........ 6
DESCRIPTION AND OPERATION

POWER STEERING PUMP
Hydraulic pressure for the power steering system
is provided by a belt driven power steering pump
(Fig. 1). The pump shaft has a pressed-on drive pul-
ley that is belt driven by the crankshaft pulley. The
power steering pump is a constant flow rate and dis-
placement, vane-type pump. The pump internal parts
operate submerged in fluid. The flow control orifice is
part of the high pressure line fitting. The pressure
relief valve inside the flow control valve limits the
pump pressure. The reservoir is attached to the
pump body with spring clips. The power steering
pump is connected to the steering gear by the pres-
sure and return hoses.
NOTE: Power steering pumps have different pres-

sure rates and are not interchangeable with other
pumps.
Fig. 1 Pump With Integral Reservoir

FLOW AND PRESSURE TEST
PUMP FLOW RATE AND PRESSURE (1) Check the power steering belt to ensure it is in
The following procedure is used to test the opera- good condition and adjusted properly.
tion of the power steering system on the vehicle. This (2) Connect pressure gauge hose from the Power
test will provide the gallons per minute (GPM) or Steering Analyzer to Tube 6865.
flow rate of the power steering pump along with the (3) Connect Adapter 6826 to Power Steering Ana-
maximum relief pressure. Perform test any time a lyzer test valve end.
power steering system problem is present. This test (4) Disconnect the high pressure hose from the
will determine if the power steering pump or power power steering pump.
steering gear is not functioning properly. The follow- (5) Connect Tube 6865 to the pump hose fitting.
ing pressure and flow test is performed using Power (6) Connect the power steering hose from the
Steering Analyzer Tool kit 6815 (Fig. 2) and Adapter steering gear to Adapter 6826.
Kit 6893. (7) Open the test valve completely.
ZJ STEERING 19 - 5
CAUTION: Do not force the pump to operate
against the stops for more than 2 to 4 seconds at a
time because, pump damage will result.
PUMP SPECIFICATIONS
RELIEF PRESSURE FLOW RATE

ENGINE
6 50 (GPM)
4.0L 9653 kPa (1400 psi)
5.2L 9653 kPa (1400 psi) 1500 RPM
2.4 - 2.8 GPM
5.9L 9653 kPa (1400 psi)
PUMP LEAKAGE DIAGNOSIS
Fig. 2 Power Steering Analyzer

(8) Start engine and let idle long enough to circu-
late power steering fluid through flow/pressure test
gauge.
(9) Shut off the engine and check the fluid level,
add fluid as necessary. Start engine again and let
idle.
(10) Gauge should read below 862 kPa (125 psi), if
above, inspect the hoses for restrictions and repair as
necessary. The initial pressure reading should be in
the range of 345-552 kPa (50-80 psi).
(11) Increase the engine speed to 1500 RPM and
read the flow meter. The reading should be 2.4 - 2.8
GPM, if the reading is below this specification the
pump should be replaced.
CAUTION: This next step involves testing maxi-

mum pump pressure output and flow control valve
operation. Do not leave valve closed for more than
three seconds as the pump could be damaged.
(12) Close valve fully three times for three seconds

and record highest pressure indicated each time. All
three readings must be above pump relief pres- SERVICE PROCEDURES
sure specifications and within 345 kPa (50 psi)
of each other. POWER STEERING PUMP – INITIAL OPERATION
• Pressures above specifications but not within
345 kPa (50 psi) of each other, replace pump. WARNING: THE FLUID LEVEL SHOULD BE
• Pressures within 345 kPa (50 psi) of each other CHECKED WITH ENGINE OFF TO PREVENT INJURY
but below specifications, replace pump. FROM MOVING COMPONENTS.
(13) Open the test valve and turn the steering
wheel to the extreme left and right positions against CAUTION: Use MOPAR Power Steering Fluid or
the stops. Record the highest pressure reading at equivalent. Do not use automatic transmission fluid
each position. Compare readings to the pump specifi- and do not overfill.
cations chart. If pressures readings are not within 50
psi. of each other, the gear is leaking internally and Wipe filler cap clean, then check the fluid level.
must be repaired. The dipstick should indicate COLD when the fluid is
at normal temperature.
(1) Fill the pump fluid reservoir to the proper level
and let the fluid settle for at least two minutes.
19 - 6 STEERING ZJ
(2) Start the engine and let run for a few seconds (4) Remove 3 pump mounting bolts through pulley
then turn engine off. access holes.
(3) Add fluid if necessary. Repeat the above proce- (5) Loosen the 3 pump bracket bolts (Fig. 3).
dure until the fluid level remains constant after run- (6) Tilt pump downward and remove from engine.
ning the engine. (7) Remove pulley from pump.
(4) Raise the front wheels off the ground.
(5) Slowly turn the steering wheel right and left, INSTALLATION
lightly contacting the wheel stops at least 20 times. (1) Install pulley on pump.
(6) Check the fluid level add if necessary. (2) Install pump on engine.
(7) Lower the vehicle, start the engine and turn (3) Tighten pump bracket bolts to 47 N·m (35 ft.
the steering wheel slowly from lock to lock. lbs.).
(8) Stop the engine and check the fluid level and (4) Install 3 pump mounting bolts and tighten to
refill as required. 27 N·m (20 ft. lbs.).
(9) If the fluid is extremely foamy or milky look- (5) Install the pressure and return hoses to pump.
ing, allow the vehicle to stand a few minutes and (6) Vehicles equipped with Speed Pro Steering,
repeat the procedure. connect actuator harness.
(7) Install drive belt, refer to Group 7 Cooling.
CAUTION: Do not run a vehicle with foamy fluid for (8) Add power steering fluid. Refer to Power Steer-
an extended period. This may cause pump damage. ing Pump Initial Operation in this section.
POWER STEERING PUMP – 5.2L/5.9L

REMOVAL
POWER STEERING PUMP– 4.0L (1) Remove the serpentine drive belt. Refer to
Group 7 Cooling.
REMOVAL (2) Remove the pressure and return hoses from
(1) Remove serpentine drive belt, refer to Group 7 pump and drain pump.
Cooling. (3) Vehicles equipped with Speed Proportional
(2) Vehicles equipped with Speed Proportional Steering, disconnect actuator harness.
Steering, disconnect actuator harness. (4) Remove pump mounting bolts and remove the
(3) Remove pressure and return hoses from pump pump (Fig. 4).
and drain pump. (5) Remove pulley from pump.
Fig. 3 Pump Mounting – 4.0L

ZJ STEERING 19 - 7
(2) Install pulley on pump with Installer C-4063-B
(Fig. 6) flush with the end of the shaft. Ensure the
tool and pulley remain aligned with the pump shaft.
Fig. 4 Pump Mounting – 5.2L/59L

INSTALLATION
(1) Install pulley on pump.
(2) Mount pump on bracket and install bolts.
Fig. 6 Pulley Installation
Tighten bolts to 27 N·m (20 ft. lbs.).
(3) Install the pressure and return hoses to pump. (3) Install pump assembly.
(4) Vehicles equipped with Speed Pro Steering, (4) With Serpentine Belt, run engine until warm (5
connect actuator harness. min.) and note any belt chirp. If chirp exists, move
(5) Install drive belt, refer to Group 7 Cooling. pulley outward approximately 0.5 mm (0.020 in.). If
(6) Add power steering fluid. Refer to Power Steer- noise increases, press on 1.0 mm (0.040 in.). Be care-
ing Pump Initial Operation in this section. ful that pulley does not contact mounting bolts.
PUMP RESERVOIR
DISASSEMBLY AND ASSEMBLY
DISASSEMBLY
PUMP PULLEY (1) Remove power steering pump.
(2) Clean exterior of pump.
DISASSEMBLY (3) Clamp the pump body in a soft jaw vice.
(1) Remove pump assembly. (4) Pry up tab and slide the retaining clips off (Fig. 7).
(2) Remove pulley from pump with Puller C-4333
(Fig. 5).
Fig. 5 Pulley Removal

ASSEMBLY
(1) Replace pulley if bent, cracked, or loose.
Fig. 7 Pump Reservoir Clips
19 - 8 STEERING ZJ
DISASSEMBLY AND ASSEMBLY (Continued)
(5) Remove fluid reservoir from pump body. SPECIAL TOOLS
Remove and discard O-ring seal.
POWER STEERING PUMP
ASSEMBLY
(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 reservoir retainer clips until
tab locks to housing.
(5) Install power steering pump.
(6) Add power steering fluid, refer to Pump Initial
Operation.
Analyzer Set, Power Steering Flow/Pressure 6815

SPECIFICATIONS
TORQUE CHART
DESCRIPTION TORQUE
Power Steering Pump
Bracket Bolts. . . . . . . . . . . . . . .41 N·m (30 ft. lbs.)
Pump Bolts . . . . . . . . . . . . . . . .27 N·m (20 ft. lbs.)
Flow Control Valve . . . . . . . . . .75 N·m (55 ft. lbs.)
Pressure Line . . . . . . . . . . . . . .28 N·m (21 ft. lbs.)
Adapters, Power Steering Flow/Pressure Tester

6893
Puller C-4333
Installer, Power Steering Pulley C-4063–B

ZJ STEERING 19 - 9
POWER STEERING GEAR

INDEX
page page
DESCRIPTION AND OPERATION RACK PISTON AND WORM SHAFT . . . . . . . . . . 15

POWER STEERING GEAR . . . . . . . . . . . . . . . . . . 9 SPOOL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . 13
DIAGNOSIS AND TESTING ADJUSTMENTS
POWER STEERING GEAR LEAKAGE STEERING GEAR . . . . . . . . . . . . . . . . . . . . . . . . 17
DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 SPECIFICATIONS
REMOVAL AND INSTALLATION POWER STEERING GEAR . . . . . . . . . . . . . . . . . 19
STEERING GEAR . . . . . . . . . . . . . . . . . . . . . . . . 10 TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . . . 19
DISASSEMBLY AND ASSEMBLY SPECIAL TOOLS
HOUSING END PLUG . . . . . . . . . . . . . . . . . . . . 11 POWER STEERING GEAR . . . . . . . . . . . . . . . . . 19
PITMAN SHAFT/SEALS/BEARING . . . . . . . . . . . 11
DESCRIPTION AND OPERATION rack piston teeth mesh with the pitman shaft. Turn-
ing the worm shaft turns the pitman shaft, which
POWER STEERING GEAR turns the steering linkage.
The power steering gear is a recirculating ball type
gear (Fig. 1). The gear acts as a rolling thread CAUTION: Components attached with a nut and
between the worm shaft and rack piston. The worm cotter pin must be torqued to specification. Then if
shaft is supported by a thrust bearing at the lower the slot in the nut does not line up with the cotter
end and a bearing assembly at the upper end. When pin hole, tighten nut until it is aligned. Never loosen
the worm shaft is turned the rack piston moves. The the nut to align the cotter pin hole.
Fig. 1 Recirculating Ball Type Gear

19 - 10 STEERING ZJ

POWER STEERING GEAR LEAKAGE DIAGNOSIS
Fig. 2 Coupling Shaft
STEERING GEAR
REMOVAL
(1) Place the front wheels in the straight ahead
position with the steering wheel centered.
(2) Remove and cap the pressure and return hoses
from the steering gear.
(3) Remove the column coupler shaft from the gear
(Fig. 2). Fig. 3 Pitman Arm Removal
(4) Remove pitman arm from gear with Puller
C-4150A (Fig. 3).
(5) Remove the steering gear retaining bolts and
nuts. Remove the steering gear from the vehicle (Fig. 4).
INSTALLATION
(1) Position the steering gear on the frame rail and
install the bolts. Tighten the bolts to 88 N·m (65 ft.
lbs.) torque.
(2) Install the column coupler shaft.
(3) Install the pitman arm and tighten nut to 251
N·m (185 ft. lbs.).
(4) Connect pressure and return hoses to steering
gear and tighten to 28 N·m (21 ft. lbs.).
Fig. 4 Steering Gear Mounting

ZJ STEERING 19 - 11

HOUSING END PLUG
DISASSEMBLY
(1) Unseat and remove retaining ring from groove
with a punch through the hole in the end of the
housing (Fig. 5).
Fig. 6 End Plug Components
Fig. 5 End Plug Retaining Ring

(2) Slowly rotate stub shaft with 12 point socket
COUNTER-CLOCKWISE to force the end plug out
from housing.
CAUTION: Do not turn stub shaft any further than

necessary. The rack piston balls will drop out of the
rack piston circuit if the stub shaft is turned too far.
(3) Remove O-ring from the housing (Fig. 6).
ASSEMBLY
Fig. 7 Installing The Retaining Ring
(1) Lubricate O-ring with power steering fluid and
install into the housing. PITMAN SHAFT/SEALS/BEARING
(2) Install end plug by tapping the plug lightly
with a plastic mallet into the housing. DISASSEMBLY
(3) Install retaining ring so one end of the ring (1) Clean exposed end of pitman shaft and housing
covers the housing access hole (Fig. 7). with a wire brush.
19 - 12 STEERING ZJ
(2) Remove preload adjuster nut (Fig. 8).
(3) Rotate the stub shaft with a 12 point socket
from stop to stop and count the number of turns.
(4) Center the stub shaft by rotating it from the
stop 1/2 of the total amount of turns.
(5) Remove side cover bolts and remove side cover,
gasket and pitman shaft as an assembly (Fig. 8).
NOTE: The pitman shaft will not clear the housing

if it is not centered.
Fig. 9 Pitman Shaft Seals & Bearing
Fig. 8 Side Cover and Pitman Shaft

(6) Remove pitman shaft from the side cover.
(7) Remove dust seal from the housing with a seal
pick (Fig. 9).
Fig. 10 Needle Bearing Removal
CAUTION: Use care not to score the housing bore (5) Install the retainer ring with snap ring pliers.
when prying out seals and washer. (6) Install dust seal with a driver and handle.
(7) Install pitman shaft to side cover by screwing
(8) Remove retaining ring with snap ring pliers.
shaft in until it fully seats to side cover.
(9) Remove washer from the housing.
(8) Install preload adjuster nut. Do not tighten
(10) Remove oil seal from the housing with a seal
nut until after Over-Center Rotation Torque
pick.
adjustment has been made.
(11) Remove pitman shaft bearing from housing
(9) Install gasket to side cover and bend tabs
with a bearing driver and handle (Fig. 10).
around edges of side cover (Fig. 8).
ASSEMBLY (10) Install pitman shaft assembly and side cover
(1) Install pitman shaft bearing into housing with to housing.
a bearing driver and handle. (11) Install side cover bolts and tighten to 60 N·m
(2) Coat the oil seals and washer with grease. (44 ft. lbs.).
(3) Install the oil seal with a driver and handle. (12) Adjust Over-Center Rotation Torque.
(4) Install backup washer.
ZJ STEERING 19 - 13
SPOOL VALVE
DISASSEMBLY
(1) Remove lock nut (Fig. 11).
(2) Remove adjuster nut with Spanner Wrench
C-4381.
(3) Remove thrust support assembly out of the
housing (Fig. 12).
(4) Pull stub shaft and valve assembly from the
housing (Fig. 13).
Fig. 13 Valve Assembly With Stub Shaft

(5) Remove stub shaft from valve assembly by
lightly tapping shaft on a block of wood to loosen
shaft. Then disengage stub shaft pin from hole in
spool valve and separate the valve assembly from
stub shaft (Fig. 14).
Fig. 11 Lock Nut and Adjuster Nut
Fig. 12 Thrust Support Assembly

Fig. 14 Stub Shaft
19 - 14 STEERING ZJ
(6) Remove spool valve from valve body by pulling (2) Install spool valve in valve body by pushing
and rotating the spool valve from the valve body (Fig. and rotating. Hole in spool valve for stub shaft pin
15). must be accessible from opposite end of valve body.
(3) Install stub shaft in valve spool and engage
locating pin on stub shaft into spool valve hole (Fig.
17).
NOTE: Notch in stub shaft cap must fully engage

valve body pin and seat against valve body shoul-
der.
Fig. 15 Spool Valve

(7) Remove spool valve O-ring and valve body
teflon rings and O-rings underneath the teflon rings
(Fig. 16).
Fig. 17 Stub Shaft Installation

(4) Install O-rings and teflon rings over the
O-rings on valve body.
(5) Install O-ring into the back of the stub shaft
cap (Fig. 18).
Fig. 16 Valve Seals

(8) Remove the O-ring between the worm shaft
and the stub shaft.
ASSEMBLY
NOTE: Clean and dry all components, then lubri-

cate with power steering fluid.
Fig. 18 Stub Shaft Cap O-Ring
(1) Install spool valve spool O-ring.
ZJ STEERING 19 - 15
(6) Install stub shaft and valve assembly in the hous-
ing. Line up worm shaft to slots in the valve assembly.
(7) Install thrust support assembly.
NOTE: The thrust support is serviced as an assem-

bly. If any component of the thrust support is dam-
aged the assembly must be replaced.
(8) Install adjuster nut and lock nut.

(9) Adjust Thrust Bearing Preload and Over-Cen-
ter Rotating Torque.
RACK PISTON AND WORM SHAFT

DISASSEMBLY
(1) Remove housing end plug.
(2) Remove rack piston plug (Fig. 19). Fig. 20 Rack Piston with Arbor
(3) Remove side cover and pitman shaft.
Fig. 21 Rack Piston
Fig. 19 Rack Piston End Plug

(4) Turn stub shaft COUNTERCLOCKWISE until
the rack piston begins to come out of the housing.
(5) Insert Arbor C-4175 into bore of rack piston
(Fig. 20) and hold tool tightly against worm shaft.
(6) Turn the stub shaft with a 12 point socket
COUNTERCLOCKWISE, this will force the rack piston
onto the tool and hold the rack piston balls in place.
(7) Remove the rack piston and tool together from
housing.
(8) Remove tool from rack piston.
(9) Remove rack piston balls.
(10) Remove clamp bolts, clamp and ball guide
(Fig. 21).
(11) Remove teflon ring and O-ring from the rack
Fig. 22 Rack Piston Teflon Ring and O-Ring
piston (Fig. 22).
19 - 16 STEERING ZJ
(12) Remove the adjuster lock nut and adjuster maintains worm shaft preload. There are 12 black
nut from the stub shaft. balls and 12 silver (Chrome) balls. The black balls
(13) Pull the stub shaft with the spool valve and are smaller than the silver balls.
thrust support assembly out of the housing.
(14) Remove the worm shaft from the housing (4) Lubricate and install rack piston balls through
(Fig. 23). return guide hole while turning worm shaft COUN-
TERCLOCKWISE (Fig. 24).
(5) Install remaining balls in guide using grease to
hold the balls in place (Fig. 25).
Fig. 23 Worm Shaft

ASSEMBLY
NOTE: Clean and dry all components and lubricate

with power steering fluid.
(1) Check for scores, nicks or burrs on the rack

piston finished surface. Slight wear is normal on the
worm gear surfaces. Fig. 25 Balls in the Return Guide
(2) Install O-ring and teflon ring on the rack pis-
ton. (6) Install the guide onto rack piston and install
(3) Install worm shaft in the rack piston and align clamp and clamp bolts. Tighten bolts to 58 N·m (43
worm shaft spiral groove with rack piston ball guide ft. lbs.).
hole (Fig. 24). (7) Insert Arbor C-4175 into bore of rack piston
and hold tool tightly against worm shaft.
(8) Turn the worm shaft COUNTERCLOCKWISE
while pushing on the arbor. This will force the rack
piston onto the arbor and hold the rack piston balls
in place.
(9) Install the races and thrust bearing on the
worm shaft and install shaft in the housing (Fig. 23).
(10) Install the stub shaft with spool valve, thrust
support assembly and adjuster nut in the housing.
(11) Install the rack piston and arbor tool into the
housing.
(12) Hold arbor tightly against worm shaft and
turn stub shaft CLOCKWISE until rack piston is
seated on worm shaft.
(13) Install pitman shaft and side cover in the
housing.
(14) Install rack piston plug and tighten to 150
Fig. 24 Installing Balls in Rack Piston N·m (111 ft. lbs.).
CAUTION: The rack piston balls must be installed (15) Install housing end plug.
alternately into the rack piston and ball guide. This
ZJ STEERING 19 - 17
(16) Adjust worm shaft thrust bearing preload and (4) Turn the adjuster in with Spanner Wrench
over-center rotating torque. C-4381. Tighten the plug and thrust bearing in the
housing until firmly bottomed in the housing about
34 N·m (25 ft. lbs.).
ADJUSTMENTS (5) Place an index mark on the housing even with
one of the holes in adjuster plug (Fig. 27).
STEERING GEAR
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.
NOTE: Adjusting the steering gear in the vehicle is

not recommended. Remove gear from the vehicle
and drain the fluid. Then mount gear in a vise to
perform adjustments.
WORM THRUST BEARING PRELOAD

(1) Mount the gear carefully into a vise.
CAUTION: Do not overtighten the vise on the gear

case. This may affect the adjustment
(2) Remove adjuster plug locknut (Fig. 26).

(3) Rotate the stub shaft back and forth with a 12
point socket to drain the remaining fluid.
Fig. 27 Alignment Marking On Housing
(6) Measure back (counterclockwise) 10 mm (0.40
in) and mark housing (Fig. 28).
Fig. 26 Loosening the Adjuster Plug

Fig. 28 Second Marking On Housing
19 - 18 STEERING ZJ
ADJUSTMENTS (Continued)
(7) Rotate adjustment cap back (counterclockwise)
with spanner wrench until hole is aligned with the
second mark (Fig. 29).
Fig. 30 Steering Gear Centered

(6) If an adjustment to the Over-Center Rotating
Torque is necessary, first loosen the adjuster lock
Fig. 29 Aligning To The Second Mark nut. Then turn the pitman shaft adjuster screw back
(8) Install and tighten locknut to 108 N·m (80 ft. (COUNTERCLOCKWISE) until fully extended, then
lbs.). Be sure adjustment cap does not turn while turn back in (CLOCKWISE) one full turn.
tightening the locknut.
OVER-CENTER
NOTE: Before performing this procedure, the worm

bearing preload adjustment must be performed.
(1) Rotate the stub shaft with a 12 point socket

from stop to stop and count the number of turns.
(2) Starting at either stop, turn the stub shaft
back 1/2 the total number of turns. This is the center
of the gear travel (Fig. 30).
(3) Place the torque wrench in the vertical position
on the stub shaft. Rotate the wrench 45 degrees each
side of the center and record the highest rotational
torque in this range (Fig. 31). This is the Over-Cen-
ter Rotating Torque.
NOTE: The stub shaft must rotate smoothly without

sticking or binding.
(4) Rotate the stud shaft between 90° and 180° to

the left of center and record the left off-center pre-
load. Repeat this to the right of center and record the Fig. 31 Checking Over-center Rotation Torque
right off-center preload. The average of these two (7) Remeasure Over-Center Rotating Torque. If
recorded readings is the Preload Rotating Torque. necessary turn the adjuster screw and repeat mea-
(5) The Over-Center Rotating Torque should be surement until correct Over-Center Rotating Torque
0.45-0.9 N·m (4-8 in. lbs.) higher than the Preload is reached.
Rotating Torque.
ZJ STEERING 19 - 19
NOTE: To increase the Over-Center Rotating Torque SPECIAL TOOLS
turn the screw CLOCKWISE.
POWER STEERING GEAR
(8) Prevent the adjuster screw from turning while
tightening adjuster lock nut. Tighten the adjuster
lock nut to 49 N·m (36 ft. lbs.).
SPECIFICATIONS
POWER STEERING GEAR
Steering Gear
Type . . . . . . . . . . . . . . . . . . . . . .Recirculating Ball
Gear Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . .12.7:1 Remover/Installer, Steering Plug C-4381
Worm Shaft Bearing
Preload . . . . . . . . . . . .0.45-1.13 N·m (4-10 in. lbs.)
Pitman Shaft Overcenter Drag
New Gear (under 400 miles) . . . . . . .0.45-0.90 N·m
(4-8 in. lbs.) + Worm Shaft Preload
Used Gear (over 400 miles). . . . . . . . . .0.5-0.6 N·m
(4-5 in. lbs.) + Worm Shaft Preload
TORQUE CHART
DESCRIPTION TORQUE
Power Steering Gear Remover, Pitman Arm C-4150A
Adjustment Cap Locknut. . . . .108 N·m (80 ft. lbs.)
Adjustment Screw Locknut . . . .49 N·m (36 ft. lbs.)
Gear to Frame Bolts . . . . . . . . .88 N·m (65 ft. lbs.)
Pitman Shaft Nut . . . . . . . . .251 N·m (185 ft. lbs.)
Rack Piston Plug . . . . . . . . . .150 N·m (111 ft. lbs.)
Side Cover Bolts . . . . . . . . . . . .60 N·m (44 ft. lbs.)
Pressure Line . . . . . . . . . . . . . .28 N·m (21 ft. lbs.)
Return Line . . . . . . . . . . . . . . . .28 N·m (21 ft. lbs.)
Return Guide Clamp Bolt . . . . .58 N·m (43 ft. lbs.)
Remover/Installer Steering Rack Piston C-4175

19 - 20 STEERING ZJ
STEERING COLUMN
INDEX
page page
GENERAL INFORMATION REMOVAL AND INSTALLATION

STEERING COLUMN . . . . . . . . . . . . . . . . . . . . . 20 STEERING COLUMN . . . . . . . . . . . . . . . . . . . . . 22
DIAGNOSIS AND TESTING SPECIFICATIONS
IGNITION SWITCH . . . . . . . . . . . . . . . . . . . . . . . 21 TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . . . 23
GENERAL INFORMATION ATTEMPTING TO DIAGNOSE, REMOVE OR INSTALL

THE AIRBAG SYSTEM COMPONENTS YOU MUST
STEERING COLUMN FIRST DISCONNECT AND ISOLATE THE BATTERY
The tilt column (Fig. 1) has been designed to be NEGATIVE (GROUND) CABLE. THEN WAIT TWO
serviced as an assembly, less the wiring, switches, MINUTES FOR THE SYSTEM CAPACITOR TO DIS-
shrouds, steering wheel, etc. Most steering column CHARGE. FAILURE TO DO SO COULD RESULT IN
components can be serviced without removing the ACCIDENTAL DEPLOYMENT OF THE AIRBAG AND
steering column from the vehicle. POSSIBLE PERSONAL INJURY. THE FASTENERS,
SCREWS, AND BOLTS, ORIGINALLY USED FOR
SERVICE PRECAUTIONS THE AIRBAG COMPONENTS, HAVE SPECIAL COAT-
Safety goggles should be worn at all times when INGS AND ARE SPECIFICALLY DESIGNED FOR THE
working on steering columns. AIRBAG SYSTEM. THEY MUST NEVER BE
To service the steering wheel, switches or airbag, REPLACED WITH ANY SUBSTITUTES. ANYTIME A
refer to Group 8M and follow all WARNINGS and NEW FASTENER IS NEEDED, REPLACE WITH THE
CAUTIONS. CORRECT FASTENERS PROVIDED IN THE SERVICE
PACKAGE OR FASTENERS LISTED IN THE PARTS
WARNING: THE AIRBAG SYSTEM IS A SENSITIVE, BOOKS.
COMPLEX ELECTRO-MECHANICAL UNIT. BEFORE
Fig. 1 Steering Column

ZJ STEERING 19 - 21
CAUTION: Do not attempt to remove the pivot pins DIAGNOSIS AND TESTING
to disassemble the tilting mechanism. Do not
remove ignition locking link, shaft lock plate or IGNITION SWITCH
plate retainer. This will damage the column (Fig. 2)
and (Fig. 3). TEST AND REPAIR
If the ignition switch effort is excessive, remove the
ignition switch from the steering column. Refer to
Group 8D Ignition System. Using a key cylinder,
check the turning effort of the switch. If the ignition
switch binds look for the following conditions.
(1) Look for rough areas or flash in the casting
and if found remove with a file (Fig. 4).
Fig. 2 Observe Cautions
Fig. 4 Steering Column Flash Removal And

Non-Serviceable Components
(2) With the ignition switch removed, slide the
slider in its slot in the sleeve and verify a loose fit
over the length of the slot. If the slider binds in the
slot at any point lightly file the slider or slot until
clearance is achieved.
(3) If no binding is found, lightly file the ramp on
the ignition switch, (The ramp fits into the casting)
until binding no longer occurs.
Fig. 3 Observe Cautions
19 - 22 STEERING ZJ

STEERING COLUMN
WARNING: BEFORE SERVICING THE STEERING
COLUMN THE AIRBAG SYSTEM MUST BE DIS-
ARMED. FAILURE TO DO SO MAY RESULT IN ACCI-
DENTAL DEPLOYMENT OF THE AIRBAG AND
POSSIBLE PERSONAL INJURY. REFER TO GROUP
8M RESTRAINT SYSTEMS FOR SERVICE PROCE-
DURES.
REMOVAL
(1) Position front wheels straight ahead.
(2) Disconnect the negative (ground) cable from
the battery. Fig. 5 Column Coupler Shaft
(3) Remove the airbag, refer to Group 8M
Restraint Systems for service procedures. (8) Remove the upper and lower lock housing
(4) Remove the steering wheel with an appropriate shrouds.
puller. (9) Loosen the column mounting nut/washer
assemblies to allow the column to drop.
CAUTION: Ensure the puller bolts are fully engaged (10) Remove the Interlock cable from the steering
into the steering wheel and not into the clock- column. Refer to Group 21 Transmission and Trans-
spring, before attempting to remove the wheel. Fail- fer Case.
ure to do so may damage the steering wheel. (11) Remove multi-function switch connector screw
and remove connector.
(5) Remove column coupler upper pinch bolt (Fig. (12) Remove the wiring harness from the remain-
5). ing switches and the steering column (Fig. 6).
(6) Remove the knee blocker, refer to Group 8E (13) Remove the ignition switch.
Instrument Panel Systems. (14) Remove the clock spring, and switches refer to
(7) Remove tilt lever from column. Group 8 Electrical for service procedures.
(15) Remove the toe plate to dash panel nuts.
Fig. 6 Steering Column Wiring Harness

ZJ STEERING 19 - 23
(16) Remove the mounting nut/washer assemblies (11) Tighten the toe plate attaching nuts to 12
and remove the column. N·m (105 in. lbs.).
(12) Tighten the coupler pinch bolt to 49 N·m (36
INSTALLATION ft. lbs.).
(1) With the front wheels in the straight ahead (13) Install the heater cross over tube under the
position. Align and install the column to coupler. Do column.
not apply force at the top of the steering col- (14) Install the upper and lower shrouds and tilt
umn shaft. lever.
(2) Remove the column shaft shipping lock pin (15) Install the knee blocker, refer to Group 8E
(installed in service column). Instrument Panel Systems
(3) Ensure the ground clip is on spacer slot. (16) Install the steering wheel and airbag, refer to
(4) Install the Interlock cable from the steering Group 8M Passive Restraint Systems for procedures.
column. Refer to Group 21 Transmission and Trans- (17) Connect the battery ground (negative) cable.
fer Case.
(5) Install wiring harness connections to steering
column. Ensure the wiring is not pinched and SPECIFICATIONS
all connections are correctly locked in place.
(6) Install the clock spring, and switches refer to TORQUE CHART
Group 8 Electrical for service procedures.
(7) Install the harness connector to the switches. DESCRIPTION TORQUE
(8) Install the ignition switch. Steering Column
(9) Install shaft coupler pinch bolt loose, load col- Steering Wheel Nut. . . . . . . . . .61 N·m (45 ft. lbs.)
umn up to panel bracket. Column Bracket Nuts . . . . . . .12 N·m (105 in. lbs.)
(10) Be sure both spacers are fully seated in the Shaft Coupler Bolts . . . . . . . . . .49 N·m (36 ft. lbs.)
column support bracket. Tighten the column mount- Toe Plate Bolts . . . . . . . . . . . .12 N·m (105 in. lbs.)
ing nut/washer assemblies to 12 N·m (105 in. lbs.).
19 - 24 STEERING ZJ
STEERING LINKAGE
INDEX
page page
GENERAL INFORMATION STEERING DAMPENER . . . . . . . . . . . . . . . . . . . 26

STEERING LINKAGE . . . . . . . . . . . . . . . . . . . . . 24 TIE ROD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
SERVICE PROCEDURES SPECIFICATIONS
STEERING LINKAGE . . . . . . . . . . . . . . . . . . . . . 24 TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . . . 26
REMOVAL AND INSTALLATION SPECIAL TOOLS
DRAG LINK . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 STEERING LINKAGE . . . . . . . . . . . . . . . . . . . . . 26
PITMAN ARM . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
GENERAL INFORMATION
STEERING LINKAGE
The steering linkage consists of a pitman arm,
drag link, tie rod, and steering dampener (Fig. 1) and
(Fig. 2). Adjustment sleeves are used on the tie rod
and drag link for toe and steering wheel alignment.
CAUTION: Components attached with a nut and

cotter pin must be torqued to specification. Then if
the slot in the nut does not line up with the cotter
pin hole, tighten nut until it is aligned. Never loosen
the nut to align the cotter pin hole.
NOTE: Periodic lubrication of the steering system

components is required. Refer to Group 0, Lubrica- Fig. 2 Steering Linkage-8 Cylinder Engine
tion And Maintenance for the recommended mainte-
nance schedule. SERVICE PROCEDURES
STEERING LINKAGE
The tie rod end and ball stud seals should be
inspected during all oil changes. If a seal is damaged,
it should be replaced. Before installing a new seal,
inspect ball stud at the throat opening. Check for
lubricant loss, contamination, ball stud wear or cor-
rosion. If these conditions exist, replace the tie rod. A
replacement seal can be installed if lubricant is in
good condition. Otherwise, a complete replacement
ball stud end should be installed.
CAUTION: If any steering components are replaced

or serviced an alignment must be performed, to
ensure the vehicle meets all alignment specifica-
tions.
Fig. 1 Steering Linkage-6 Cylinder Engine
CAUTION: Components attached with a nut and
cotter pin must be torqued to specification. Then if
the slot in the nut does not line up with the cotter
pin hole, tighten nut until it is aligned. Never loosen
the nut to align the cotter pin hole.
ZJ STEERING 19 - 25

TIE ROD
REMOVAL
(1) Remove the cotter pins and nuts at the steer-
ing knuckle and drag link (Fig. 1) and (Fig. 2).
(2) Loosen the ball studs with a puller tool to
remove the tie rod.
(3) If necessary, loosen the end clamp bolts and
remove the tie rod ends from the tube.
INSTALLATION
(1) If necessary, install the tie rod ends in the
tube. Position the tie rod clamp (Fig. 3) and tighten
to:
• Drag Link: 49 N·m (36 ft. lbs.)
• Tie Rod-6 Cyl. Engine: 27 N·m (20 ft. lbs.)
• Tie Rod-8 Cyl. Engine: 49 N·m (36 ft. lbs.)
(2) Install the tie rod on the drag link and steering
knuckle. Install the retaining nuts.
(3) Tighten the ball stud nut on the steering
knuckle to 47 N·m (35 ft. lbs.). Tighten the ball stud Fig. 4 Pitman Arm Removal
nut to drag link to 75 N·m (55 ft. lbs.) torque. Install INSTALLATION
new cotter pins and bend end 60°. (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.
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
Fig. 3 Tie Rod/Drag Link Clamp Bolt rod and pitman arm.
(4) If necessary, loosen the end clamp bolts and
PITMAN ARM remove the tie rod end from the link.
REMOVAL INSTALLATION
(1) Remove the cotter pin and nut from the drag (1) Install the drag link adjustment sleeve and tie
link at the pitman arm. rod end. Position clamp bolts (Fig. 3).
(2) Remove the drag link ball stud from the pit- (2) Position the drag link at the steering linkage.
man arm with a puller. Install the drag link to the steering knuckle nut. Do
(3) Remove the nut and washer from the steering the same for the tie rod and pitman arm.
gear shaft. Mark the pitman shaft and pitman arm (3) Tighten the nut at the steering knuckle to 47
for installation reference. Remove the pitman arm N·m (35 ft. lbs.). Tighten the pitman nut to 81 N·m
from steering gear with Puller C-4150A (Fig. 4). (60 ft. lbs.) and tie rod ball stud nut to 47 N·m (35 ft.
lbs.). Install new cotter pins and bend end 60°.
19 - 26 STEERING ZJ
(4) Install the steering dampener onto the drag SPECIAL TOOLS
link and tighten the nut to 74 N·m (55 ft. lbs.).
Install a new cotter pin and bend end 60°. STEERING LINKAGE
STEERING DAMPENER
REMOVAL
(1) Place the front wheels in a straight ahead posi-
tion.
(2) Remove the steering dampener retaining nut
and bolt from the axle bracket (Fig. 1).
(3) Remove the cotter pin and nut from the ball
stud at the drag link.
(4) Remove the steering dampener ball stud from
the drag link using C-3894-A puller. Puller C-3894–A
INSTALLATION
(1) Install the steering dampener to the axle
bracket and drag link.
(2) Install the steering dampener bolt in the axle
bracket and tighten nut to 74 N·m (55 ft. lbs.).
(3) Install the ball stud nut at the drag link and
tighten nut to 74 N·m (55 ft. lbs.). Install a new cot-
ter pin.
SPECIFICATIONS Remover Pitman C-4150A
TORQUE CHART
DESCRIPTION TORQUE
Pitman Arm
Shaft Nut. . . . . . . . . . . . . . . .251 N·m (185 ft. lbs.)
Drag Link
Pitman Arm Nut . . . . . . . . . . . .81 N·m (60 ft. lbs.)
Knuckle Nut . . . . . . . . . . . . . . .47 N·m (35 ft. lbs.)
Clamp Bolts. . . . . . . . . . . . . . . .49 N·m (36 ft. lbs.)
Tie Rod Ends
4.0L Clamp Bolts. . . . . . . . . . . .27 N·m (20 ft. lbs.)
5.2L Clamp Bolts. . . . . . . . . . . .49 N·m (36 ft. lbs.)
Tie Rod
Knuckle Nut . . . . . . . . . . . . . . .47 N·m (35 ft. lbs.)
Drag Link Nut . . . . . . . . . . . . . .75 N·m (55 ft. lbs.)
Steering Damper
Frame Bolt . . . . . . . . . . . . . . . .74 N·m (55 ft. lbs.)
Drag Link Nut. . . . . . . . . . . . . .74 N·m (55 ft. lbs.)
ZG STEERING 19 - 1
STEERING
CONTENTS
page page
POWER STEERING PUMP . . . . . . . . . . . . . . . . . 1 SPEED PROPORTIONAL STEERING . . . . . . . . . . 3
POWER STEERING PUMP
INDEX
page

POWER STEERING PUMP—2.5L DIESEL . . . . . 1

POWER STEERING PUMP—2.5L DIESEL
NOTE: The power steering pump is mounted below
the fuel pump on the left side of the engine. The
vehicle should be raised on a hoist to access the
pump from below.
REMOVAL
(1) Remove bolt securing A/C line retainer bracket
to top of the valve cover.
(2) Remove serpentine drive belt. Refer to Group 7,
Cooling System, for procedure.
(3) Remove power steering pump pulley. Use a hex
wrench to secure the power steering shaft while
removing the pulley bolt with a box wrench. (Fig. 1).
CAUTION: Do not use an impact wrench to remove

the pump pulley – this can cause rear pump seal
damage. Do not secure power steering shaft with a
wrench on the ’H’ coupling to the A/C compressor –
Fig. 1 Power Steering Pump Pulley Removal
this can cause rear pump seal damage.
(6) Remove ’H’ coupling bolts (2) from A/C com-
(4) Remove ’H’ coupling power steering pump shaft pressor side of coupling.
pinch bolt. (7) Loosen A/C compressor bolts and separate com-
(5) Remove ’H’ coupling bolts (2) from power steer- pressor from bracket. Do not disconnect A/C hoses.
ing pump side of coupling. (8) Remove left engine mount bracket bolts (4).
19 - 2 STEERING ZG
(9) Remove left motor mount frame bracket (Fig.
2). Refer to Group 9, Engine, for procedure.
NOTE: Some engine mounts are welded to the

frame bracket, and cannot be separated from the
bracket. In this case, it may be necessary to remove
the steering shaft on LHD vehicles to be able to
remove the bracket.
(10) Remove bolts (2) securing the power steering

pump to the power steering bracket.
(11) Disconnect power steering pump supply hose
at the pump and drain fluid.
(12) Disconnect power steering pressure hose at
the steering gear assembly.
(13) Remove power steering pump.
INSTALLATION
(1) Install pump on engine.
(2) Tighten pump bracket bolts to 47 N·m (35 ft.
lbs.).
(3) Reverse the above procedures in steps 12
through 1 to complete installation.
Fig. 2 Left SIde Motor Mount—VM DIesel
(4) Add power steering fluid and perform Power
Steering Pump Initial Operation.
ZG STEERING 19 - 3
SPEED PROPORTIONAL STEERING
INDEX
page page
DESCRIPTION AND OPERATION DIAGNOSIS AND TESTING

POWER STEERING GEAR . . . . . . . ......... 4 SPEED PROPORTIONAL STEERING . . . . . . . . . 4
SPEED PROPORTIONAL STEERING REMOVAL AND INSTALLATION
CONTROL MODULE . . . . . . . . . . . ......... 3 SPEED PROPORTIONAL STEERING
SPEED PROPORTIONAL STEERING CONTROL MODULE . . . . . . . . . . . . . . . . . . . . 5
SOLENOID . . . . . . . . . . . . . . . . . . ......... 4 STEERING WHEEL SPEED SENSOR . . . . . . . . 4
SPEED PROPORTIONAL STEERING ......... 3
STEERING WHEEL SPEED SENSOR ........ 4
DESCRIPTION AND OPERATION steering column (Fig. 1). A 14-way connector is

attached to the module. The module monitors steer-
SPEED PROPORTIONAL STEERING ing wheel speed and vehicle speed to determine the
Speed Proportional Steering consist of; amount of power steering assist needed. The module
• Speed Proportional Steering Control Module controls power steering assist by sending a 12-volt
(SPSCM) duty-cycle signal (pulsed on and off) to the Speed
• Steering Wheel Speed Sensor (SWSS) Proportional Steering Solenoid.
• Speed Proportional Steering Solenoid (SPSS)
• Speed Proportional Steering Gear (SPSG)
Speed Proportional Steering provides variable
power assist based on inputs from the Vehicle Speed
Sensor and Steering Wheel Speed Sensor. The sen-
sors are monitored by the Speed Proportional Steer-
ing Control Module. The module controls the
operation of the Speed Proportional Steering Solenoid
which regulated power steering pump flow rate.
When parking or at low speeds, full power assist is
provided. As the vehicle speed increases pump flow is
reduced. This reduces the power assist, providing the
driver with a better steering feel for the road and
improved directional stability.
The SWSS continually monitors steering wheel
assist. When a quick steering maneuver is made
while the system is operating at reduced power
assist, full assist is provided for the maneuver
instantly.
SPEED PROPORTIONAL STEERING CONTROL

MODULE
The control module is mounted to a bracket on the Fig. 1 Speed Proportional Steering Control Module
passenger side of the front cowl panel just left of the
19 - 4 STEERING ZG
STEERING WHEEL SPEED SENSOR
The Steering Wheel Speed Sensor is mounted on
the steering column shaft below the clock spring (Fig.
2). The sensor is used to monitor steering wheel
assist.
Fig. 3 Speed Proportional Steering Solenoid

SPEED PROPORTIONAL STEERING
For diagnosis and testing procedures refer to the
Fig. 2 Steering Wheel Speed Sensor Chassis Diagnostic Manual.
SPEED PROPORTIONAL STEERING SOLENOID
The solenoid is mounted to the power steering REMOVAL AND INSTALLATION
pump outlet port (Fig. 3). The solenoid controls pump
output volume by moving a metering rod in and out STEERING WHEEL SPEED SENSOR
of a fixed orifice. The SPSCM energizes and de-ener-
gizes the solenoid to move the metering rod up to 250 REMOVAL
times per second. By varying the time energized ver- (1) Disconnect the negative (ground) cable from
sus de-energize steering pump output volume and the battery.
steering assist is controlled. (2) Remove airbag, refer to Group 8M Electrical
for procedure.
POWER STEERING GEAR (3) Remove steering wheel with appropriate puller.
The steering gear used with Speed Proportional (4) Remove clock spring, refer to Group 8M Elec-
Steering has a special spool valve. The valve provides trical for procedure.
improved response at lower flow rates. The gear is a (5) Pry sensor retaining ring tabs up and remove
serviceable component. sensor (Fig. 4).
CAUTION: A Speed Proportional Steering gear INSTALLATION

should not be interchanged with any other steering
gear. CAUTION: Never install a used sensor. Once the
sensor has been removed it must be replace with a
new sensor.
(1) Install new sensor on column shaft with a piece

of thin wall conduit 3 inch long by 3/4 inch ID. Move
turn signal canceller off to one side and insure locat-
ing tab is in the proper position and push the sensor
down on the shaft.
ZG STEERING 19 - 5
(5) Connect negative (ground) cable to the battery.
SPEED PROPORTIONAL STEERING CONTROL

MODULE
REMOVAL
(1) Unplug harness from control module, located
left of steering column on front cowl panel.
(2) Slid the module off mounting bracket (Fig. 5).
Fig. 4 Steering Wheel Speed Sensor

CAUTION: The pipe installer must only touch the
inner metal ring of the sensor and not the plastic
housing or the sensor will be damaged. Fig. 5 Speed Proportional Steering Control Module
INSTALLATION
(2) Install clock spring, refer to Group 8M Electri-
(1) Slid module onto mounting bracket.
cal for procedure.
(2) Plug harness into module.
(3) Install steering wheel.
(4) Install airbag, refer to Group 8M Electrical for
procedure.
ZJ SUSPENSION 2-1
SUSPENSION
CONTENTS
page page
ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . 14

FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . 6
ALIGNMENT
INDEX
page page
GENERAL INFORMATION WHEEL ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . 3

WHEEL ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . 1 SPECIFICATIONS
DIAGNOSIS AND TESTING ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
SUSPENSION AND STEERING SYSTEM . . . . . . . 3
SERVICE PROCEDURES
PRE-ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . 3
GENERAL INFORMATION • CAMBER is the inward or outward tilt of the

wheel relative to the center of the vehicle. Tilting the
WHEEL ALIGNMENT top of the wheel inward provides negative camber.
Wheel alignment involves the correct positioning of Tilting the top of the wheel outward provides positive
the wheels in relation to the vehicle. The positioning camber. Incorrect camber will cause wear on the
is accomplished through suspension and steering inside or outside edge of the tire. The angle is not
linkage adjustments. An alignment is considered adjustable, damaged component(s) must be replaced
essential for efficient steering, good directional stabil- to correct the camber angle.
ity and to minimize tire wear. The most important • WHEEL TOE POSITION is the difference
measurements of an alignment are caster, camber between the leading inside edges and trailing inside
and toe position (Fig. 1). edges of the front tires. Incorrect wheel toe position
• CASTER is the forward or rearward tilt of the is the most common cause of unstable steering and
steering knuckle from vertical. Tilting the top of the uneven tire wear. The wheel toe position is the final
knuckle rearward provides positive caster. Tilting the front wheel alignment adjustment.
top of the knuckle forward provides negative caster.
Caster is a directional stability angle. This angle
enables the front wheels to return to a straight
ahead position after turns.
2-2 SUSPENSION ZJ
• STEERING AXIS INCLINATION ANGLE is CAUTION: Never attempt to modify suspension or
measured in degrees and is the angle that the steer- steering components by heating or bending.
ing knuckles are tilted. The inclination angle has a
fixed relationship with the camber angle. It will not
change except when a spindle or ball stud is dam- NOTE: Periodic lubrication of the front suspension/
aged or bent. The angle is not adjustable, damaged steering system components may be required. Rub-
component(s) must be replaced to correct the steering ber bushings must never be lubricated. Refer to
axis inclination angle. Group 0, Lubrication And Maintenance for the rec-
• THRUST ANGLE is the angle of the rear axle ommended maintenance schedule.
relative to the centerline of the vehicle. Incorrect
thrust angle can cause off-center steering and exces-
sive tire wear. This angle is not adjustable, damaged
component(s) must be replaced to correct the thrust
angle.
Fig. 1 Wheel Alignment Measurements

ZJ SUSPENSION 2-3

SUSPENSION AND STEERING SYSTEM

FRONT END NOISE 1. Loose or worn wheel bearings. 1. Adjust or replace wheel bearings.
2. Loose or worn steering or 2. Tighten or replace components as
suspension components. necessary.
EXCESSIVE PLAY IN STEERING 1. Loose or worn wheel bearings. 1. Adjust or replace wheel bearings.
3. Loose or worn steering gear. 3. Adjust or replace steering gear.
FRONT WHEELS SHIMMY 1. Loose or worn wheel bearings. 1. Adjust or replace wheel bearings.
3. Tires worn or out of balance. 3. Replace or balance tires.
4. Alignment. 4. Align vehicle to specifications.
5. Leaking steering dampener. 5. Replace steering dampener.
VEHICLE INSTABILITY 1. Loose or worn wheel bearings. 1. Adjust or replace wheel bearings.
3. Tire pressure. 3. Adjust tire pressure.
EXCESSIVE STEERING EFFORT 1. Loose or worn steering gear. 1. Adjust or replace steering gear.
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.
VEHICLE PULLS TO ONE SIDE 1. Tire pressure. 1. Adjust tire pressure.
4. Radial tire lead. 4. Rotate or replace tire as
necessary.
5. Brake pull. 5. Repair brake as necessary.
6. Weak or broken spring. 6. Replace spring.
SERVICE PROCEDURES WHEEL ALIGNMENT

Before each alignment reading the vehicle should
PRE-ALIGNMENT be jounced (rear first, then front). Grasp each
Before starting wheel alignment, the following bumper at the center and jounce the vehicle up and
inspection and necessary corrections must be com- down three times. Always release the bumper in the
pleted. Refer to Suspension and Steering System down position.
Diagnosis Chart for additional information. To obtain an accurate alignment, a 4 wheel align-
(1) Inspect tires for size, air pressure and tread ment machine must be used and the equipment cali-
wear. bration verified.
(2) Inspect front wheel bearings for wear.
(3) Inspect front wheels for excessive radial or lat-
eral runout and balance.
(4) Inspect ball studs, linkage pivot points and
steering gear for looseness, roughness or binding.
(5) Inspect suspension components for wear and
noise.
2-4 SUSPENSION ZJ
CAMBER (1) Apply parking brakes.
The wheel camber angle is preset. This angle is not (2) Start the engine and turn wheels both ways
adjustable and cannot be altered. before straightening the steering wheel. Center and
secure the steering wheel.
CASTER (3) Loosen the adjustment sleeve clamp bolts (Fig.
Before checking the caster angle of the front axle, 3).
be sure the axle is not bent or twisted. Road test the (4) Adjust the right wheel toe position with the
vehicle and observe the steering wheels ability to drag link (Fig. 4) and (Fig. 5). Turn the sleeve until
return-to-center after left and right hand turns. A the right wheel is at the preferred positive TOE-IN
low or negative caster angle will cause the steering specification. Position the clamp bolts as shown (Fig.
wheel poor return-to-center ability. 3) and tighten to 49 N·m (36 ft. lbs.).
Caster is adjusted by loosening and rotating the
cams on the lower suspension arm (Fig. 2). NOTE: Tighten clamp bolt nearest the pitman arm
first. Make sure the toe setting does not change
NOTE: Changing caster angle will also change the during clamp tightening.
front propeller shaft angle. The propeller shaft
angle has priority over caster. Refer to Group 3, Dif-
ferential and Driveline for additional information.
Fig. 3 Drag Link and Tie Rod Clamp
Fig. 2 Cam Adjuster

TOE POSITION
NOTE: The wheel toe position adjustment is the

final adjustment. The adjustment must be per-
formed with the engine running.
Fig. 4 Steering Linkage – 6 Cylinder Engine

ZJ SUSPENSION 2-5
(6) Verify alignment specifications, then turn the
engine off.
SPECIFICATIONS
ALIGNMENT
FRONT WHEELS
ADJUSTMENT PREFERRED RANGE

CASTER 7° 6.5° to 7.5°
CAMBER NA − 1.13° to +
0.13°
TOE-IN 0.12° 0° to + 0.22°
(each wheel)
Fig. 5 Steering Linkage – 8 Cylinder Engine
Toe Differential Left to Right .05°
(5) Adjust the left wheel toe position with the tie
rod. Turn the sleeve until the left wheel is at the pre- REAR AXLE
ferred positive TOE-IN specification and the TOE
DIFFERENTIAL is within .05°. Position the clamp ADJUSTMENT SPECIFICATION
bolts as shown (Fig. 3) and tighten to: THRUST ANGLE 6 .25°
• Vehicles with 6 cyl engine: 27 N·m (20 ft. lbs.)
TOTAL TOE-IN 0.00 to + 0.5°
• Vehicles with 8 cyl engine: 49 N·m (36 ft. lbs.)
NOTE: Tighten the clamp bolt furthest from the

wheel first. Make sure the toe setting does not
change during clamp tightening.
2-6 SUSPENSION ZJ
FRONT SUSPENSION
INDEX
page page
DESCRIPTION AND OPERATION STABILIZER BAR . . . . . . . . . . . . . . . . . . . . . . . . 10

FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . 6 STEERING KNUCKLE . . . . . . . . . . . . . . . . . . . . . 8
DIAGNOSIS AND TESTING TRACK BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
SHOCK DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . 7 UPPER SUSPENSION ARM . . . . . . . . . . . . . . . . . 9
REMOVAL AND INSTALLATION WHEEL MOUNTING STUDS . . . . . . . . . . . . . . . . 12
AXLE BUSHING . . . . . . . . . . . . . . . . . . . . . . . . . . 9 SPECIFICATIONS
COIL SPRING . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . . . 12
HUB BEARING . . . . . . . . . . . . . . . . . . . . . . . . . . 11 SPECIAL TOOLS
LOWER SUSPENSION ARM . . . . . . . . . . . . . . . . 8 FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . 13
SHOCK ABSORBER . . . . . . . . . . . . . . . . . . . . . . . 8
DESCRIPTION AND OPERATION • Stabilizer bar

• Track bar
FRONT SUSPENSION • Jounce bumpers
The Grand Cherokee front suspension is a link/coil Link/Coil Suspension: The link/coil suspension
design comprised of (Fig. 1): allows each wheel to adapt to different road surfaces
• Drive axle (4WD), tube axle (2WD) without greatly affecting the opposite wheel. Wheels
• Dual-action shock absorbers are attached to a hub/bearings which bolts to the
• Coil springs knuckles. The hub/bearing is not serviceable and is
• Upper and lower suspension arms replaced as a unit. Steering knuckles pivot on
Fig. 1 Front Suspension

ZJ SUSPENSION 2-7
replaceable ball studs attached to the axle tube CAUTION: Suspension components with rubber/
yokes. urethane bushings (except stabilizer bar) should be
Shock Absorbers: The shock absorbers dampen tightened with the vehicle at normal ride height. It is
jounce and rebound motion of the vehicle over vari- important to have the springs supporting the weight
ous road conditions. The top of the shock absorbers of the vehicle when the fasteners are torqued. If
are bolted to the body. The bottom of the shocks are springs are not at their normal ride position, vehicle
bolted to the axle brackets. ride comfort could be affected and premature bush-
Coil Springs: The coil springs control ride quality ing wear may occur.
and maintain proper ride height. The coil springs
mount up in the wheelhouse which is part of the
unitized body bracket. A rubber doughnut isolator is NOTE: Periodic lubrication of the front suspension/
located between the top of the spring and the body. steering system components may be required. Rub-
The bottom of the spring seats on a axle pad and is ber bushings must never be lubricated. Refer to
retained with a clip. Group 0, Lubrication And Maintenance for the rec-
Upper And Lower Suspension Arms: The sus- ommended maintenance schedule.
pension arms use bushings to isolate road noise. The
suspension arms are bolted to the frame and axle
through the rubber bushings. The lower suspension DIAGNOSIS AND TESTING
arm uses cam bolts at the axle to allow for caster
and pinion angle adjustment. The suspension arm SHOCK DIAGNOSIS
travel is limited through the use of jounce bumpers A knocking or rattling noise from a shock absorber
in compression and shocks absorbers in rebound. may be caused by movement between mounting
Stabilizer Bar: The stabilizer bar is used to con- bushings and metal brackets or attaching compo-
trol vehicle body roll during turns. The spring steel nents. These noises can usually be stopped by tight-
bar helps to control the vehicle body in relationship ening the attaching nuts. If the noise persists,
to the suspension. The bar extends across the front inspect for damaged and worn bushings, and attach-
underside of the chassis and connects to the frame ing components. Repair as necessary if any of these
rails. Links are connected from the bar to the axle conditions exist.
brackets. Stabilizer bar mounts are isolated by rub- A squeaking noise from the shock absorber may be
ber bushings. caused by the hydraulic valving and may be intermit-
Track Bar: The track bar is used to control front tent. This condition is not repairable and the shock
axle lateral movement. The bar is attached to a absorber must be replaced.
frame rail bracket with a ball stud and isolated with The shock absorbers are not refillable or adjust-
a bushing at the axle bracket. able. If a malfunction occurs, the shock absorber
must be replaced. To test a shock absorber, hold it in
CAUTION: Components attached with a nut and an upright position and force the piston in and out of
cotter pin must be torqued to specification. Then if the cylinder four or five times. The action throughout
the slot in the nut does not line up with the cotter each stroke should be smooth and even.
pin hole, tighten nut until it is aligned. Never loosen The shock absorber bushings do not require any
the nut to align the cotter pin hole. type of lubrication. Do not attempt to stop bushing
noise by lubricating them. Grease and mineral oil-
base lubricants will deteriorate the bushing.
2-8 SUSPENSION ZJ
REMOVAL AND INSTALLATION (4) Remove ABS sensor wires from brackets.
(5) Disconnect the stabilizer bar link and shock
SHOCK ABSORBER absorber from the axle.
(6) Disconnect the track bar from the frame rail
REMOVAL bracket.
(1) Remove the nut, retainer and grommet from (7) Disconnect the drag link from the pitman arm.
the upper stud in the engine compartment (Fig. 2). (8) Lower the axle until the spring is free from the
upper mount. Remove the coil spring retainer bolt
(Fig. 2) and remove the spring.
(9) Remove the jounce bumper if necessary from
the upper spring mount (Fig. 2).
INSTALLATION
(1) Install the jounce bumper on the upper spring
mount.
(2) Position the coil spring on the axle pad. Install
the spring retainer and bolt.
(3) Raise the axle into position until the spring
seats in the upper mount.
(4) Install lower suspension arms and rear bolts.
(5) Install caliper flex hose brackets to the frame
rails.
(6) Install ABS sensor wires into brackets.
(7) Connect the stabilizer bar links and shock
absorbers to the axle bracket. Connect the track bar
to the frame rail bracket.
(8) Install drag link to pitman arm.
(9) Remove the supports and lower the vehicle.
(10) Tighten all suspension components to proper
torque.
STEERING KNUCKLE
For service procedures on the steering knuckle and
ball joints refer to Group 3 Differentials And Driv-
eline.
Fig. 2 Coil Spring & Shock Absorber
(2) Remove the lower nuts and bolts from the axle LOWER SUSPENSION ARM
bracket. Remove the shock absorber.
REMOVAL
INSTALLATION (1) Raise and support the vehicle.
(1) Position the lower retainer and grommet on the (2) Paint or scribe alignment marks on the cam
upper stud. Insert the shock absorber through the adjusters and suspension arm for installation refer-
shock tower hole. ence (Fig. 3).
(2) Install the lower bolts and nuts. Tighten nuts (3) Remove the lower suspension arm nut, cam
to 28 N·m (250 in. lbs.). and cam bolt from the axle (Fig. 4).
(3) Install the upper grommet and retainer on the (4) Remove the nut and bolt from the frame rail
stud in the engine compartment. Install the nut and bracket and remove the lower suspension arm (Fig.
tighten to 23 N·m (17 ft. lbs.). 4).
COIL SPRING INSTALLATION

(1) Position the lower suspension arm at the axle
REMOVAL bracket and frame rail bracket.
(1) Raise and support the vehicle. Position a (2) Install the rear bolts and finger tighten the
hydraulic jack under the axle to support it. new nuts.
(2) Remove rear lower suspension arm bolts. (3) Install a new cam bolt, cam and new nut in the
(3) Remove caliper flex hose brackets from the axle. Re-align the reference marks.
frame rails.
ZJ SUSPENSION 2-9
UPPER SUSPENSION ARM
REMOVAL
(2) Remove the upper suspension arm nut and bolt
at the axle bracket (Fig. 4).
(3) Remove the nut and bolt at the frame rail and
remove the upper suspension arm.
INSTALLATION
(1) Position the upper suspension arm at the axle
and frame rail.
(2) Install the bolts and finger tighten the nuts.
(4) Tighten the nut at the axle and frame bracket
to 75 N·m (55 ft. lbs.).
AXLE BUSHING
REMOVAL
(1) Remove the upper suspension arm from axle.
(2) Position spacer 7932-1 (J-35581-1) over the
Fig. 3 Cam Adjuster bushing in the axle for two-wheel drive axles and
right side on Model 30 axle.
(3) Install Bushing Removal/Installer (Fig. 5).
(4) Remove the bushing by tightening the Long
Nut.
Fig. 4 Upper & Lower Suspension Arms

(4) Install the bolts and finger tighten the new
nuts.
(6) Tighten the axle bracket nut to 115 N·m (85 ft.
lbs.).
(7) Tighten the frame bracket nut to 176 N·m (130
ft. lbs.).
(8) Check the alignment if new parts were
installed. Fig. 5 Bushing Removal
NOTE: For two-wheel drive axles and right side on
Model 30 axle, do not remove spacer 7932-1
(J-35581-1). This spacer is need for installation.
2 - 10 SUSPENSION ZJ
INSTALLATION
(1) Position new bushing, Receiver and Installer
on axle (Fig. 6).
(2) Install the bushing by tightening the Long Nut.
Fig. 7 Stabilizer Bar

INSTALLATION
(1) Position the stabilizer bar on the frame rail
Fig. 6 Bushing Installation and install the clamps and bolts. Ensure the bar is
centered with equal spacing on both sides. Tighten
(3) Remove tools and install the upper suspension arm. the bolts to 54 N·m (40 ft. lbs.).
(2) Install the links into the stabilizer bar and axle
STABILIZER BAR brackets.
(3) Tighten the nuts at the axle bracket end to 95
REMOVAL
N·m (70 ft. lbs.).
(4) Tighten the stabilizer bar to link nuts to 61
(2) Remove upper link nuts (Fig. 7) and separate
N·m (45 ft. lbs.).
links from the stabilizer bar with Remover MB-990635.
(3) Remove the stabilizer bar clamps bolts from
the frame rails and remove the stabilizer bar.
N·m (70 ft. lbs.).
(4) Remove the stabilizer bar link nuts from the
axle brackets (Fig. 7).
ZJ SUSPENSION 2 - 11
TRACK BAR
REMOVAL
stud end at the frame rail bracket (Fig. 8).
(3) Use a universal puller to separate the ball stud
from the frame rail bracket.
(4) Remove the bolt and flag nut from the axle
shaft tube bracket (Fig. 8). Remove the track bar.
INSTALLATION
(1) Install the track bar at axle tube bracket.
Loosely install the retaining bolt and flag nut.
(2) It may be necessary to pry the axle assembly
over to install the track bar at the frame rail. Install
track bar at the frame rail bracket. Install the
retaining nut on the stud.
(3) Tighten the ball stud nut to 81 N·m (60 ft.
lbs.). Install a new cotter pin.
(5) Tighten the bolt at the axle shaft tube bracket
to 75 N·m (55 ft. lbs.).
(6) Check alignment if a new track bar was installed.
HUB BEARING
REMOVAL Fig. 8 Track Bar
(1) Raise and support the vehicle. (4) Remove the cotter pin, nut retainer and axle
(2) Remove the wheel and tire assembly. hub nut (Fig. 9).
(3) Remove the brake caliper, rotor and ABS wheel (5) Remove the hub mounting bolts and remove
speed sensor, refer to Group 5 Brakes. hub bearing from the steering knuckle and axle
shaft.
Fig. 9 Hub Bearing & Knuckle

INSTALLATION INSTALLATION
(1) Install the hub bearing and brake dust shield (1) Install new stud into hub flange.
to the knuckle. (2) Install three washers onto stud, then install
(2) Install the hub to knuckle bolts and tighten to lug nut with the flat side of the nut against the
102 N·m (75 ft. lbs.). washers.
(3) Install the hub washer and nut. Tighten the (3) Tighten lug nut until the stud is pulled into
hub nut to 237 N·m (175 ft. lbs.). Install the nut the hub flange. Verify that the stud is properly
retainer and a new cotter pin. seated into the flange.
(4) Install the brake rotor, caliper and ABS wheel (4) Remove lug nut and washers.
speed sensor, refer to Group 5 Brakes. (5) Install the brake rotor and caliper, refer to
(5) Install the wheel and tire assembly. Group 5 Brakes for procedure.
(6) Remove support and lower the vehicle. (6) Install wheel and tire assembly, use new lug
nut on stud or studs that were replaced.
WHEEL MOUNTING STUDS (7) Remove support and lower vehicle.
REMOVAL
(1) Raise and support vehicle. SPECIFICATIONS
(2) Remove wheel and tire assembly.
(3) Remove brake caliper and rotor, refer to Group TORQUE CHART
5 Brakes for procedure.
(4) Remove stud from hub with Remover C-4150A DESCRIPTION TORQUE
(Fig. 10). Shock Absorber
Upper Nut . . . . . . . . . . . . . . . . .23 N·m (17 ft. lbs.)
Lower Nut. . . . . . . . . . . . . . . .28 N·m (250 in. lbs.)
Suspension Arm Upper
Nuts . . . . . . . . . . . . . . . . . . . . .75 N·m (55 ft. lbs.)
Suspension Arm Lower
Axle Bracket Nut . . . . . . . . . . .115 N·m (85 ft. lbs.)
Frame Bracket Nut . . . . . . . .176 N·m (130 ft. lbs.)
Stabilizer Bar
Clamp Bolt . . . . . . . . . . . . . . . .54 N·m (40 ft. lbs.)
Link Upper Nut. . . . . . . . . . . . .61 N·m (45 ft. lbs.)
Link Lower Bolt . . . . . . . . . . . .95 N·m (70 ft. lbs.)
Track Bar
Ball Stud Nut . . . . . . . . . . . . . .81 N·m (60 ft. lbs.)
Axle Bracket Bolt . . . . . . . . . . .75 N·m (55 ft. lbs.)
Track Bar Bracket
Bolts . . . . . . . . . . . . . . . . . . . .121 N·m (90 ft. lbs.)
Fig. 10 Wheel Stud Removal Nut . . . . . . . . . . . . . . . . . . . . .121 N·m (90 ft. lbs.)
Support Bolts . . . . . . . . . . . . . .95 N·m (70 ft. lbs.)
Hub Bearing
Bolts . . . . . . . . . . . . . . . . . . . . . .102 N·m (75 ft. lbs.)
SPECIAL TOOLS
FRONT SUSPENSION
Remover C-4150A
Remover/Installer Suspension Bushing 7932

(J-35581)
Remover Tie Rod End MB-990635
Nut, Long 7603 (J-21474–18)
Bolt, Special 7604 (J-21474–19)

REAR SUSPENSION
INDEX
page page
DESCRIPTION AND OPERATION SHOCK ABSORBER . . . . . . . . . . . . . . . . . . . . . . 15

REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . 14 STABILIZER BAR . . . . . . . . . . . . . . . . . . . . . . . . 16
SHOCK DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . 15 UPPER SUSPENSION ARM . . . . . . . . . . . . . . . . 16
LOWER SUSPENSION ARM . . . . . . . . . . . . . . . . 16

REAR SUSPENSION
The rear suspension is link/coil design comprised of
(Fig. 1):
• Drive axle
• Dual-action shock absorbers
• Coil springs
• Upper and lower suspension arms
• Track bar
• Stabilizer bar
Upper And Lower Suspension: The suspension
arms use bushings to isolate road noise. The suspen-
sion arms are bolted to the body and axle through
the rubber bushings. The lower suspension arm has
provision for the use of cam bolts at the axle to allow
for pinion angle or thrust angle adjustment. The
cams are available as a service kit and are not
installed at the factory. The suspension arm travel is
limited through the of use jounce bumpers in com-
pression and shock absorbers in rebound.
Shock Absorbers: The shock absorbers dampen
jounce and rebound of the vehicle over various road
conditions. The top of the shock absorbers are bolted
to the body. The bottom of the shocks are bolted to
the axle shock absorber bracket.
Coil Springs: The coil springs mount up in the
fender shield that is part of the unitized body
bracket. There is a rubber isolator between the top of Fig. 1 Rear Suspension
the spring and bracket to isolate road noise. The bot- Track Bar: The track bar is used to control rear
tom of the spring seats on the axle pad and is axle lateral movement. The track bar is attached to a
retained with a clip. frame rail bracket and an axle bracket. It is isolated
Stabilizer Bar: The stabilizer bar is used to con- with bushings at both ends.
trol vehicle body roll during turns. The spring steel
bar helps to equalize the vehicle body in relationship CAUTION: Suspension components with rubber/
to the suspension. The bar extends across the under- urethane bushings (except stabilizer bar) should be
side of the chassis and connects to the frame rails. tightened with the vehicle at normal ride height. It is
Links are connected from the bar to the axle brack- important to have the springs supporting the weight
ets. Stabilizer bar are isolated by rubber bushings. of the vehicle when the fasteners are torqued. This
will maintain vehicle ride comfort and prevent pre-
mature bushing wear.

SHOCK DIAGNOSIS
A knocking or rattling noise from a shock absorber
may be caused by movement between mounting
bushings and metal brackets or attaching compo-
nents. These noises can usually be stopped by tight-
ening the attaching nuts. If the noise persists,
inspect for damaged and worn bushings, and attach-
ing components. Repair as necessary if any of these
conditions exist.
A squeaking noise from the shock absorber may be
caused by the hydraulic valving and may be intermit-
tent. This condition is not repairable and the shock
absorber must be replaced.
The shock absorbers are not refillable or adjust-
able. If a malfunction occurs, the shock absorber
an upright position and force the piston in and out of
the cylinder four or five times. The action throughout
each stroke should be smooth and even.
The shock absorber bushings do not require any
type of lubrication. Do not attempt to stop bushing Fig. 2 Rear Coil Spring & Shock Absorber
COIL SPRING
REMOVAL
REMOVAL AND INSTALLATION (1) Raise and support the vehicle. Position a
hydraulic jack under the axle to support it.
SHOCK ABSORBER (2) Disconnect the stabilizer bar link and shock
absorber from the axle bracket.
REMOVAL (3) Disconnect the track bar from the frame rail
(1) Raise and support the vehicle. Position a bracket.
hydraulic jack under the axle to support it. (4) Lower the axle until the spring is free from the
(2) Remove the upper nut and retainer from the upper mount seat. Remove the coil spring retainer
frame rail stud (Fig. 2). bolt (Fig. 2) and remove the spring.
(3) Remove the lower nut and bolt from the axle
bracket. Remove the shock absorber. INSTALLATION
Inspect isolator for damage or wear. Replace the
INSTALLATION isolator if necessary before installing spring.
(1) Install the shock absorber on the upper frame (1) Position the coil spring on the axle pad. Install
rail stud. Install the shock absorber on the axle the spring retainer and bolt. Tighten the bolt to 22
bracket. N·m (16 ft. lbs.).
(2) Install the retainer and nut on the stud. (2) Raise the axle into position until the spring
Tighten the upper nut to 70 N·m (52 ft. lbs.). seats in the upper mount.
(3) Install lower bolt and nut finger tight. (3) Connect the stabilizer bar links and shock
(4) Remove the supports and lower the vehicle. absorbers to the axle bracket. Connect the track bar
(5) Tighten the lower nut to 92 N·m (68 ft. lbs.). to the frame rail bracket.
(5) Tighten the track bar and shock absorber to
specified torque.
LOWER SUSPENSION ARM INSTALLATION
REMOVAL and frame rail.
(1) Raise and support the vehicle. (2) Install the bolts and finger tighten the nuts.
(2) Remove the lower suspension arm nut and bolt Install the ABS wire bracket onto the arm.
at the axle bracket (Fig. 3). (3) Remove the supports and lower the vehicle.
(3) Remove the nut and bolt (Fig. 3) at the frame (4) Tighten the upper suspension arm nuts to 75
rail and remove the lower suspension arm. N·m (55 ft. lbs.).
STABILIZER BAR
REMOVAL
(1) Raise and support the vehicle. Remove one
wheel and tire.
(2) Disconnect the stabilizer bar links from the
axle brackets (Fig. 4).
(3) Lower the exhaust by disconnecting the muffler
and tail pipe hangers.
(4) Disconnect the stabilizer bar from the links.
(5) Disconnect the stabilizer bar clamps from the
frame rails. Remove the stabilizer bar.

INSTALLATION
bracket and frame rail bracket.
(4) Tighten the lower suspension arm nuts to 177
N·m (130 ft. lbs.).
UPPER SUSPENSION ARM

REMOVAL
(2) Remove the upper suspension arm nut and bolt Fig. 4 Rear Stabilizer Bar
at the axle bracket (Fig. 3). Remove the ABS wire
bracket from the arm.
remove the upper suspension arm.
INSTALLATION
and install the clamps and bolts. Ensure the bar is
the bolts to 54 N·m (40 ft. lbs.).
(2) Install the links and grommets onto the stabi-
lizer bar and axle brackets. Install the nuts and
tighten to 36 N·m (27 ft. lbs.).
(3) Connect the muffler and tail pipe to their
hangers.
(4) Install the wheel and tire assembly.
TRACK BAR
REMOVAL
(2) Remove the bolt and nut from the frame rail
bracket (Fig. 5).
(3) Remove the bolt from the axle tube bracket
(Fig. 5). Remove the track bar.
INSTALLATION
(1) Install the track bar to the axle bracket and Fig. 5 Rear Track Bar
install a new bolt.
(2) It may be necessary to pry the axle assembly SPECIFICATIONS
over to install the track bar. Install the track bar to
the frame rail bracket. Loosely install the bolt and TORQUE CHART
flag nut.
(3) Remove the supports and lower the vehicle. DESCRIPTION TORQUE
(4) Tighten the track bar bolts 100 N·m (74 ft. Shock Absorber
lbs.). Upper Nut . . . . . . . . . . . . . . . . .70 N·m (52 ft. lbs.)
Lower Nut . . . . . . . . . . . . . . . . .92 N·m (68 ft. lbs.)
Nuts . . . . . . . . . . . . . . . . . . . . .75 N·m (55 ft. lbs.)
Nuts. . . . . . . . . . . . . . . . . . . .177 N·m (130 ft. lbs.)
Stabilizer Bar
Link Nut . . . . . . . . . . . . . . . . . .36 N·m (27 ft. lbs.)
Track Bar
Frame Bracket Nut . . . . . . . . .100 N·m (74 ft. lbs.)
Axle Bracket Bolt . . . . . . . . . .100 N·m (74 ft. lbs.)
ZJ TRANSMISSION AND TRANSFER CASE 21 - 1
TRANSMISSION AND TRANSFER CASE

CONTENTS
page page
42/44RE AUTOMATIC TRANSMISSION . . . . . . . . 1 NV242 TRANSFER CASE . . . . . . . . . . . . . . . . . 241

46RE AUTOMATIC TRANSMISSION . . . . . . . . . 118 NV249 TRANSFER CASE . . . . . . . . . . . . . . . . . 271
42/44RE AUTOMATIC TRANSMISSION
INDEX
page page
GENERAL INFORMATION OVERDRIVE ELECTRICAL CONTROLS . . . . . . . 10

42/44 RE TRANSMISSION . . . . . . . . . . . . . . . . . . 2 PARK/NEUTRAL POSITION SWITCH . . . . . . . . . . 9
CAUSES OF BURNT FLUID . . . . . . . . . . . . . . . . . 4 PRELIMINARY DIAGNOSIS . . . . . . . . . . . . . . . . . 8
EFFECTS OF INCORRECT FLUID LEVEL . . . . . . 4 ROAD TESTING . . . . . . . . . . . . . . . . . . . . . . . . . 10
ELECTRONIC LOCK-UP STALL TEST ANALYSIS . . . . . . . . . . . . . . . . . . . 14
TORQUE CONVERTER . . . . . . . . . . . . . . . . . . . 4 THROTTLE VALVE CABLE . . . . . . . . . . . . . . . . . 10
FLUID CONTAMINATION . . . . . . . . . . . . . . . . . . . 4 SERVICE PROCEDURES
GEARSHIFT MECHANISM . . . . . . . . . . . . . . . . . . 5 ALUMINUM THREAD REPAIR . . . . . . . . . . . . . . 28
RECOMMENDED FLUID . . . . . . . . . . . . . . . . . . . 4 CONVERTER DRAINBACK
TRANSMISSION GEAR RATIOS . . . . . . . . . . . . . . 5 CHECK VALVE SERVICE . . . . . . . . . . . . . . . . 27
TRANSMISSION IDENTIFICATION . . . . . . . . . . . . 4 FLUID AND FILTER REPLACEMENT . . . . . . . . . 26
DESCRIPTION AND OPERATION FLUID LEVEL CHECK . . . . . . . . . . . . . . . . . . . . 26
3-4 SHIFT SEQUENCE . . . . . . . . . . . . . . . . . . . . . 7 FLUSHING COOLERS AND TUBES . . . . . . . . . . 28
BRAKE TRANSMISSION SHIFT OIL PUMP VOLUME CHECK . . . . . . . . . . . . . . . 27
INTERLOCK MECHANISM . . . . . . . . . . . . . . . . 8 TRANSMISSION FILL PROCEDURE . . . . . . . . . . 27
CONVERTER CLUTCH ENGAGEMENT . . . . . . . . 8 REMOVAL AND INSTALLATION
CONVERTER DRAINBACK VALVE . . . . . . . . . . . . 8 BRAKE TRANSMISSION SHIFT INTERLOCK . . . 33
ELECTRONIC GOVERNOR . . . . . . . . . . . . . . . . . 5 GEARSHIFT CABLE . . . . . . . . . . . . . . . . . . . . . . 33
GOVERNOR PRESSURE CURVES . . . . . . . . . . . 6 GOVERNOR SOLENOID AND
HYDRAULIC CONTROL SYSTEM . . . . . . . . . . . . . 7 PRESSURE SENSOR . . . . . . . . . . . . . . . . . . . 34
OVERDRIVE OFF SWITCH . . . . . . . . . . . . . . . . . 7 OUTPUT SHAFT FRONT BEARING . . . . . . . . . . 39
QUICK FILL VALVE . . . . . . . . . . . . . . . . . . . . . . . 8 OUTPUT SHAFT REAR BEARING . . . . . . . . . . . 38
SHIFT VALVE OPERATION . . . . . . . . . . . . . . . . . . 7 OVERDRIVE HOUSING BUSHING . . . . . . . . . . . 38
DIAGNOSIS AND TESTING OVERDRIVE UNIT . . . . . . . . . . . . . . . . . . . . . . . 37
AIR TESTING TRANSMISSION CLUTCH AND PARK/NEUTRAL POSITION SWITCH . . . . . . . . . 32
BAND OPERATION . . . . . . . . . . . . . . . . . . . . . 14 SPEEDOMETER ADAPTER . . . . . . . . . . . . . . . . 31
ANALYZING ROAD TEST . . . . . . . . . . . . . . . . . . 10 TORQUE CONVERTER . . . . . . . . . . . . . . . . . . . 30
AUTOMATIC TRANSMISSION DIAGNOSIS . . . . . . 8 TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . 28
BRAKE TRANSMISSION SHIFT INTERLOCK . . . 10 VALVE BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
CONVERTER HOUSING YOKE SEAL REPLACEMENT . . . . . . . . . . . . . . . 31
FLUID LEAK DIAGNOSIS . . . . . . . . . . . . . . . . 15 DISASSEMBLY AND ASSEMBLY
CONVERTER STALL TEST . . . . . . . . . . . . . . . . . 14 FRONT CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . 68
DIAGNOSIS TABLES AND CHARTS— FRONT SERVO PISTON . . . . . . . . . . . . . . . . . . 65
RE TRANSMISSION . . . . . . . . . . . . . . . . . . . . 16 OIL PUMP AND REACTION
GEARSHIFT CABLE . . . . . . . . . . . . . . . . . . . . . . 10 SHAFT SUPPORT . . . . . . . . . . . . . . . . . . . . . . 65
HYDRAULIC PRESSURE TEST . . . . . . . . . . . . . 11 OVERDRIVE UNIT . . . . . . . . . . . . . . . . . . . . . . . 76
21 - 2 TRANSMISSION AND TRANSFER CASE ZJ
OVERRUNNING CLUTCH CAM/ REAR CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . 94

OVERDRIVE PISTON RETAINER . . . . . . . . . . 63 REAR SERVO . . . . . . . . . . . . . . . . . . . . . . . . . . 93
PLANETARY GEARTRAIN/OUTPUT SHAFT . . . . 71 TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . 92
REAR CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . 70 VALVE BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
REAR SERVO PISTON . . . . . . . . . . . . . . . . . . . . 65 ADJUSTMENTS
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . 53 BAND ADJUSTMENTS . . . . . . . . . . . . . . . . . . . . 98
VALVE BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 BRAKE TRANSMISSION SHIFT INTERLOCK . . . 95
CLEANING AND INSPECTION GEARSHIFT CABLE . . . . . . . . . . . . . . . . . . . . . . 97
ACCUMULATOR . . . . . . . . . . . . . . . . . . . . . . . . . 92 TRANSMISSION THROTTLE VALVE CABLE
FRONT CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . 93 ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . 96
FRONT SERVO . . . . . . . . . . . . . . . . . . . . . . . . . 93 VALVE BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
OIL PUMP AND REACTION SCHEMATICS AND DIAGRAMS
SHAFT SUPPORT . . . . . . . . . . . . . . . . . . . . . . 93 HYDRAULIC SCHEMATICS . . . . . . . . . . . . . . . . 99
OVERDRIVE UNIT . . . . . . . . . . . . . . . . . . . . . . . 95 SPECIFICATIONS
OVERRUNNING CLUTCH/LOW-REVERSE TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . 112
DRUM/OVERDRIVE PISTON RETAINER . . . . . 92 SPECIAL TOOLS
PLANETARY GEARTRAIN . . . . . . . . . . . . . . . . . 94 RE TRANSMISSIONS . . . . . . . . . . . . . . . . . . . . 112
GENERAL INFORMATION clutch is controlled by the Powertrain Control Mod-

ule (PCM). The torque converter clutch is hydrauli-
42/44 RE TRANSMISSION cally applied and is released when fluid is vented
The 42/44RE is a four speed fully automatic trans- from the hydraulic circuit by the torque converter
mission (Fig. 1) with an electronic governor. First control (TCC) solenoid on the valve body. The torque
through third gear ranges are provided by the converter clutch engages in fourth gear, and in third
clutches, bands, overrunning clutch, and planetary gear when the O/D switch is OFF. Engagement
gear sets in the transmission. Fourth gear range is occurs when the vehicle is moving at a steady speed
provided by the overdrive unit that contains an over- after the vehicle has warmed up. The torque con-
drive clutch, direct clutch, planetary gear set, and verter clutch disengages when the accelerator is
overrunning clutch. The overdrive clutch is applied in applied. The 42/44 RE transmission is cooled by an
fourth gear only. The direct clutch is applied in all integral fluid cooler inside the radiator.
ranges except fourth gear. The torque converter
Fig. 1 42/44 RE Transmission

TRANSMISSION IDENTIFICATION (2) Heavy duty operation with a vehicle not prop-
Transmission identification numbers are stamped erly equipped for this type of operation. Trailer tow-
on the left side of the case just above the oil pan gas- ing or similar high load operation will overheat the
ket surface (Fig. 2). Refer to this information when transmission fluid if the vehicle is improperly
ordering replacement parts. equipped. Such vehicles should have an auxiliary
transmission fluid cooler, a heavy duty cooling sys-
tem, and the engine/axle ratio combination needed to
handle heavy loads.
FLUID CONTAMINATION
Transmission fluid contamination is generally a
result of:
• adding incorrect fluid
• failure to clean dipstick and fill tube when
checking level
• engine coolant entering the fluid
• internal failure that generates debris
• overheat that generates sludge (fluid break-
down)
• failure to reverse flush cooler and lines after
repair
• failure to replace contaminated converter after
Fig. 2 Transmission Part And Serial Number repair
Location The use of non recommended fluids can result in
RECOMMENDED FLUID transmission failure. The usual results are erratic
Mopart ATF Plus 3, Type 7176 automatic trans- shifts, slippage, abnormal wear and eventual failure
mission fluid is the recommended fluid for Chrysler due to fluid breakdown and sludge formation. Avoid
automatic transmissions. this condition by using recommended fluids only.
Dexron II fluid IS NOT recommended. Clutch The dipstick cap and fill tube should be wiped
chatter can result from the use of improper clean before checking fluid level. Dirt, grease and
fluid. other foreign material on the cap and tube could fall
into the tube if not removed beforehand. Take the
EFFECTS OF INCORRECT FLUID LEVEL time to wipe the cap and tube clean before withdraw-
A low fluid level allows the pump to take in air ing the dipstick.
along with the fluid. Air in the fluid will cause fluid Engine coolant in the transmission fluid is gener-
pressures to be low and develop slower than normal. ally caused by a cooler malfunction. The only remedy
If the transmission is overfilled, the gears churn the is to replace the radiator as the cooler in the radiator
fluid into foam. This aerates the fluid and causing is not a serviceable part. If coolant has circulated
the same conditions occurring with a low level. In through the transmission for some time, an overhaul
either case, air bubbles cause fluid overheating, oxi- may also be necessary; especially if shift problems
dation and varnish buildup which interferes with had developed.
valve, clutch and servo operation. Foaming also The transmission cooler and lines should be
causes fluid expansion which can result in fluid over- reverse flushed whenever a malfunction generates
flow from the transmission vent or fill tube. Fluid sludge and/or debris. The torque converter should
overflow can easily be mistaken for a leak if inspec- also be replaced at the same time.
tion is not careful. Failure to flush the cooler and lines will result in
recontamination. Flushing applies to auxiliary cool-
CAUSES OF BURNT FLUID ers as well. The torque converter should also be
Burnt, discolored fluid is a result of overheating replaced whenever a failure generates sludge and
which has two primary causes. debris. This is necessary because normal converter
(1) A result of restricted fluid flow through the flushing procedures will not remove all contami-
main and/or auxiliary cooler. This condition is usu- nants.
ally the result of a faulty or improperly installed
drainback valve, a damaged main cooler, or severe ELECTRONIC LOCK-UP TORQUE CONVERTER
restrictions in the coolers and lines caused by debris The torque converter is a hydraulic device that
or kinked lines. couples the engine crankshaft to the transmission.
The torque converter consists of an outer shell with DESCRIPTION AND OPERATION
an internal turbine, a stator, an overrunning clutch,
an impeller, and an electronically applied converter ELECTRONIC GOVERNOR
clutch. Torque multiplication is created when the sta- Governor pressure is controlled electronically. Com-
tor directs the hydraulic flow from the turbine to ponents used for governor pressure control include:
rotate the impeller in the direction the engine crank- • Governor body
shaft is turning. The turbine transfers power to the • Valve body transfer plate
planetary gear sets in the transmission. The transfer • Governor pressure solenoid valve
of power into the impeller assists torque multiplica- • Governor pressure sensor
tion. At low vehicle-speed, the overrunning clutch • Fluid temperature thermistor
holds the stator stationary (during torque multiplica- • Throttle position sensor (TPS)
tion) and allows the stator to freewheel at high vehi- • Transmission speed sensor
cle speed. The converter clutch engagement reduces • Powertrain control module (PCM)
engine speed. Clutch engagement also provides
reduced transmission fluid temperatures. The torque GOVERNOR PRESSURE SOLENOID VALVE
converter hub drives the transmission oil (fluid) The solenoid valve is a duty-cycle solenoid which
pump. regulates the governor pressure needed for upshifts
The torque converter is a sealed, welded unit that and downshifts. It is an electro-hydraulic device
is not repairable and is serviced as an assembly. located in the governor body on the valve body trans-
fer plate (Fig. 3).
CAUTION: The torque converter must be replaced if The inlet side of the solenoid valve is exposed to
a transmission failure results in large amounts of normal transmission line pressure. The outlet side of
metal or fiber contamination in the fluid. the valve leads to the valve body governor circuit.
The solenoid valve regulates line pressure to pro-
duce governor pressure. The average current sup-
TRANSMISSION GEAR RATIOS plied to the solenoid controls governor pressure. One
Gear ratios are: amp current produces zero kPa/psi governor pres-
• 1st 2.74:1 sure. Zero amps sets the maximum governor pres-
• 2nd 1.54:1 sure.
• 3rd 1.00:1 The powertrain control module (PCM) turns on the
• 4th 0.69:1 trans control relay which supplies electrical power to
• Rev. 2.21 the solenoid valve. Operating voltage is 12 volts
(DC). The PCM controls the ground side of the sole-
GEARSHIFT MECHANISM noid using the governor pressure solenoid control cir-
The shift mechanism is cable operated and pro- cuit.
vides six shift positions. The shift positions are:
• Park (P)
• Reverse (R)
• Neutral (N)
• Drive (D)
• Manual Second (2)
• Manual Low (1)
Manual low (1) range provides first gear only.
Overrun braking is also provided in this range. Man-
ual second (2) range provides first and second gear
only. Drive range provides first, second, third, and
overdrive fourth gear ranges. The shift into overdrive
fourth gear range occurs only after the transmission
Fig. 3 Governor Pressure Solenoid Valve
has completed the shift into (D) third gear range. No
further movement of the shift mechanism is required GOVERNOR PRESSURE SENSOR
to complete the 3-4 shift. The governor pressure sensor measures output
pressure of the governor pressure solenoid valve (Fig.
4).
The sensor output signal provides the necessary
feedback to the PCM. This feedback is needed to ade-
quately control governor pressure.
TRANSMISSION SPEED SENSOR
The speed sensor (Fig. 5) is located in the over-
drive gear case. The sensor is positioned over the
park gear and monitors transmission output shaft
rotating speed. Speed sensor signals are triggered by
the park gear lugs as they rotate past the sensor
pickup face. Input signals from the sensor are sent to
the transmission control module for processing. The
vehicle speed sensor also serves as a backup for the
transmission speed sensor. Signals from this sensor
are shared with the powertrain control module.
Fig. 4 Governor Pressure Sensor

GOVERNOR BODY AND TRANSFER PLATE
The transfer plate is designed to supply transmis-
sion line pressure to the governor pressure solenoid
valve and to return governor pressure.
The governor pressure solenoid valve is mounted in
the governor body. The body is bolted to the lower
side of the transfer plate (Fig. 4). The transfer plate Fig. 5 Transmission Output Speed Sensor
channels line pressure to the solenoid valve through THROTTLE POSITION SENSOR (TPS)
the governor body. It also channels governor pressure The TPS provides throttle position input signals to
from the solenoid valve to the governor circuit. It is the PCM. This input signal is used to determine
the solenoid valve that develops the necessary gover- overdrive and converter clutch shift schedule and to
nor pressure. select the proper governor curve.
TRANSMISSION FLUID TEMPERATURE POWERTRAIN CONTROL MODULE (PCM)
THERMISTOR The PCM controls operation of the converter
Transmission fluid temperature readings are sup- clutch, overdrive clutch, and governor pressure sole-
plied to the transmission control module by the ther- noid.
mistor. The temperature readings are used to control The control module determines transmission shift
engagement of the fourth gear overdrive clutch, the points based on input signals from the transmission
converter clutch, and governor pressure. Normal thermistor, transmission output shaft speed sensor,
resistance value for the thermistor at room tempera- crankshaft position sensor, vehicle speed sensor,
ture is approximately 1000 ohms. throttle position sensor, and battery temperature sen-
The PCM prevents engagement of the converter sor.
clutch and overdrive clutch, when fluid temperature
is below approximately 10°C (50°F). GOVERNOR PRESSURE CURVES
If fluid temperature exceeds 126°C (260°F), the There are four governor pressure curves pro-
PCM causes a 4-3 downshift and engage the con- grammed into the transmission control module. The
verter clutch. Engagement is according to the third different curves allow the control module to adjust
gear converter clutch engagement schedule. governor pressure for varying conditions. One curve
The overdrive OFF lamp in the instrument panel is used for operation when fluid temperature is at, or
illuminates when the shift back to third occurs. The below, 1°C (30°F). A second curve is used when fluid
transmission will not allow fourth gear operation temperature is at, or above, 10°C (50°F) during nor-
until fluid temperature decreases to approximately mal city or highway driving. A third curve is used
110°C (230°F). during wide-open throttle operation. The fourth curve
The thermistor is part of the governor pressure is used when driving with the transfer case in low
sensor assembly and is immersed in transmission range.
fluid at all times.
SHIFT VALVE OPERATION transmissions without a limit valve, maximum speed
The shift valves are moved by a combination of for a 3-2 kickdown is at detent position.
throttle and governor pressure. The governor pres- The 2-3 shuttle valve has two functions. The first
sure is generated by electrical components. is fast front band release and smooth engagement
The conditions under which a shift to fourth will during lift-foot 2-3 upshifts. The second is to regulate
not occur are: front clutch and band application during 3-2 down-
• Overdrive switch is Off shifts.
• Transmission fluid temperature is below 10° C The 3-4 timing valve is moved by line pressure
(50° F) or above 121° C (250° F) coming through the 3-4 shift valve. The timing valve
• Shift to third not yet completed holds the 2-3 shift valve in an upshift position. The
• Vehicle speed too low for 3-4 shift to occur purpose is to prevent the 2-3 valve from up or down-
• Battery temperature below –5° F. shifting before the 3-4 valve.
The 3-4 accumulator is mounted on the overdrive
HYDRAULIC CONTROL SYSTEM housing and performs the same function as the 2-3
The hydraulic control system provides fully auto- accumulator; it is used to smooth engagement during
matic operation. The system performs five basic func- a 3-4 shift.
tions which are: pressure supply, pressure regulation, The switch valve directs fluid apply pressure to the
flow control, clutch/band application, and lubrication. converter clutch in one position and releases it in the
opposite position. It also directs oil to the cooling and
PRESSURE REGULATION lube circuits. The switch valve regulates oil pressure
The pressure regulator valve maintains line pres- to the torque converter by limiting maximum oil
sure. The amount of pressure developed is controlled pressure to 130 psi.
by throttle pressure which is dependent on the
degree of throttle opening. The regulator valve is OVERDRIVE OFF SWITCH
located in the valve body. The overdrive OFF (control) switch is located in
The throttle valve determines line pressure and the instrument panel. The switch is a momentary
shift speed. Governor pressure increases in propor- contact device that signals the PCM to toggle current
tion to vehicle speed. The throttle valve controls status of the overdrive function. At key-on, overdrive
upshift and downshift speeds by regulating pressure operation is allowed. Pressing the switch once causes
according to throttle position. the overdrive OFF mode to be entered and the over-
drive OFF switch lamp to be illuminated. Pressing
Shift Valve Flow Control the switch a second time causes normal overdrive
The manual valve is operated by the gearshift link- operation to be restored and the overdrive lamp to be
age and provides the operating range selected by the turned off. The overdrive OFF mode defaults to ON
driver. after the ignition switch is cycled OFF and ON. The
The 1-2 shift valve provides 1-2 or 2-1 shifts and normal position for the control switch is the ON posi-
the 2-3 shift valve provides 2-3 or 3-2 shifts. tion. The switch must be in this position to energize
The kickdown valve provides forced 3-2 or 3-1 the solenoid and allow a 3-4 upshift. The control
downshifts depending on vehicle speed. Downshifts switch indicator light illuminates only when the over-
occur when the throttle is opened beyond downshift drive switch is turned to the OFF position, or when
detent position. Detent is reached just before wide illuminated by the transmission control module.
open throttle position.
The 2-3 valve throttle pressure plug provides 3-2 3-4 SHIFT SEQUENCE
downshifts at varying throttle openings depending on The overdrive clutch is applied in fourth gear only.
vehicle speed. The direct clutch is applied in all ranges except
The 1-2 shift control valve transmits 1-2 shift pres- fourth gear. Fourth gear overdrive range is electron-
sure to the accumulator piston. This controls kick- ically controlled and hydraulically activated. Various
down band capacity on 1-2 upshifts and 3-2 sensor inputs are supplied to the powertrain control
downshifts. module to operate the overdrive solenoid on the valve
The 3-4 shift, quick fill, and timing valves plus the body. The solenoid contains a check ball that opens
3-4 accumulator, are only actuated when the over- and closes a vent port in the 3-4 shift valve feed pas-
drive solenoid is energized. The solenoid contains a sage. The overdrive solenoid (and check ball) are not
check ball that controls a vent port to the 3-4 valves. energized in first, second, third, or reverse gear. The
The check ball either diverts line pressure away from vent port remains open, diverting line pressure from
or directly to the 3-4 valves. the 2-3 shift valve away from the 3-4 shift valve. The
The limit valve determines maximum speed at overdrive control switch must be in the ON position
which a 3-2 part throttle kickdown can be made. On
to transmit overdrive status to the PCM. A 3-4 lines when the vehicle is shut down for lengthy peri-
upshift occurs only when the overdrive solenoid is ods. Production valves have a hose nipple at one end,
energized by the PCM. The PCM energizes the over- while the opposite end is threaded for a flare fitting.
drive solenoid during the 3-4 upshift. This causes the All valves have an arrow (or similar mark) to indi-
solenoid check ball to close the vent port allowing cate direction of flow through the valve.
line pressure from the 2-3 shift valve to act directly
on the 3-4 upshift valve. Line pressure on the 3-4 BRAKE TRANSMISSION SHIFT INTERLOCK
shift valve overcomes valve spring pressure moving MECHANISM
the valve to the upshift position. This action exposes The Brake Transmission Shifter/Ignition Interlock
the feed passages to the 3-4 timing valve, 3-4 quick (BTSI), is a cable and solenoid operated system. It
fill valve, 3-4 accumulator, and ultimately to the interconnects the automatic transmission floor
overdrive piston. Line pressure through the timing mounted shifter to the steering column ignition
valve moves the overdrive piston into contact with switch (Fig. 6). The system locks the shifter into the
the overdrive clutch. The direct clutch is disengaged PARK position. The Interlock system is engaged
before the overdrive clutch is engaged. The boost whenever the ignition switch is in the LOCK or
valve provides increased fluid apply pressure to the ACCESSORY position. An additional electrically acti-
overdrive clutch during 3-4 upshifts, and when accel- vated feature will prevent shifting out of the PARK
erating in fourth gear. The 3-4 accumulator cushions position unless the brake pedal is depressed at least
overdrive clutch engagement to smooth 3-4 upshifts. one-half an inch. A magnetic holding device in line
The accumulator is charged at the same time as with the park lock cable is enegized when the igni-
apply pressure acts against the overdrive piston. tion is in the RUN position.When the key is in the
RUN position and the brake pedal is depressed, the
CONVERTER CLUTCH ENGAGEMENT shifter is unlocked and will move into any position.
Converter clutch engagement in third or fourth The interlock system also prevents the ignition
gear range is controlled by sensor inputs to the pow- switch from being turned to the LOCK or ACCES-
ertrain control module. Inputs that determine clutch SORY position (Fig. 7), unless the shifter is fully
engagement are: coolant temperature, engine rpm, locked into the PARK position.
vehicle speed, throttle position, and manifold vac-
uum. The torque converter clutch is engaged by the
clutch solenoid on the valve body. The clutch can be DIAGNOSIS AND TESTING
engaged in third and fourth gear ranges depending
on overdrive control switch position. If the overdrive AUTOMATIC TRANSMISSION DIAGNOSIS
control switch is in the normal ON position, the Automatic transmission problems can be a result of
clutch will engage after the shift to fourth gear, and poor engine performance, incorrect fluid level, incor-
above approximately 72 km/h (45 mph). If the control rect linkage or cable adjustment, band or hydraulic
switch is in the OFF position, the clutch will engage control pressure adjustments, hydraulic system mal-
after the shift to third gear, at approximately 56 functions or electrical/mechanical component mal-
km/h (35 mph) at light throttle. functions. Begin diagnosis by checking the easily
accessible items such as: fluid level and condition,
QUICK FILL VALVE linkage adjustments and electrical connections. A
The 3-4 quick fill valve provides faster engagement road test will determine if further diagnosis is neces-
of the overdrive clutch during 3-4 upshifts. The valve sary.
temporarily bypasses the clutch piston feed orifice at
the start of a 3-4 upshift. This exposes a larger pas- PRELIMINARY DIAGNOSIS
sage into the piston retainer resulting in a much Two basic procedures are required. One procedure
faster clutch fill and apply sequence. The quick fill for vehicles that are drivable and an alternate proce-
valve does not bypass the regular clutch feed orifice dure for disabled vehicles (will not back up or move
throughout the 3-4 upshift. Instead, once a predeter- forward).
mined pressure develops within the clutch, the valve
closes the bypass. Clutch fill is then completed VEHICLE IS DRIVEABLE
through the regular feed orifice. (1) Check for transmission fault codes using DRB
scan tool.
CONVERTER DRAINBACK VALVE (2) Check fluid level and condition.
The drainback valve is located in the transmission (3) Adjust throttle and gearshift linkage if com-
cooler outlet (pressure) line. The valve prevents fluid plaint was based on delayed, erratic, or harsh shifts.
from draining from the converter into the cooler and (4) Road test and note how transmission upshifts,
downshifts, and engages.
Fig. 6 Ignition Interlock Cable Routing

(3) Check for cracked, leaking cooler lines, or loose
or missing pressure-port plugs.
(4) Raise and support vehicle on safety stands,
start engine, shift transmission into gear, and note
following:
(a) If propeller shaft turns but wheels do not,
problem is with differential or axle shafts.
(b) If propeller shaft does not turn and transmis-
sion is noisy, stop engine. Remove oil pan, and
check for debris. If pan is clear, remove transmis-
sion and check for damaged drive plate, converter,
oil pump, or input shaft.
Fig. 7 Ignition Key Cylinder Actuation
(c) If propeller shaft does not turn and transmis-
(5) Perform stall test if complaint is based on slug- sion is not noisy, perform hydraulic-pressure test to
gish acceleration. Or, if abnormal throttle opening is determine if problem is hydraulic or mechanical.
needed to maintain normal speeds with a properly
tuned engine. PARK/NEUTRAL POSITION SWITCH
(6) Perform hydraulic pressure test if shift prob- The center terminal of the park/neutral position
lems were noted during road test. switch is the starter-circuit terminal. It provides the
(7) Perform air-pressure test to check clutch-band ground for the starter solenoid circuit through the
operation. selector lever in PARK and NEUTRAL positions only.
The outer terminals on the switch are for the backup
VEHICLE IS DISABLED lamp circuit.
(1) Check fluid level and condition.
(2) Check for broken or disconnected gearshift or SWITCH TEST
throttle linkage. To test the switch, remove the wiring connector.
Test for continuity between the center terminal and
the transmission case. Continuity should exist only (a) PARK position—Apply forward force on cen-
when the transmission is in PARK or NEUTRAL. ter of handle and remove pressure. Engine starts
Shift the transmission into REVERSE and test must be possible.
continuity at the switch outer terminals. Continuity (b) PARK position—Apply rearward force on cen-
should exist only when the transmission is in ter of handle and remove pressure. Engine starts
REVERSE. Continuity should not exist between the must be possible.
outer terminals and the case. (c) NEUTRAL position—Normal position. Engine
Check gearshift linkage adjustment before replac- starts must be possible.
ing a switch that tests faulty. (d) NEUTRAL position—Engine running and
brakes applied, apply forward force on center of
OVERDRIVE ELECTRICAL CONTROLS shift handle. Transmission shall not be able to shift
The overdrive off switch, valve body solenoid, case from neutral to reverse.
connectors and related wiring can all be tested with
a 12 volt test lamp or a volt/ohmmeter. Check conti- THROTTLE VALVE CABLE
nuity of each component when diagnosis indicates Transmission throttle valve cable adjustment is
this is necessary. Refer to Group 8W, Wiring Dia- extremely important to proper operation. This adjust-
grams, for component locations and circuit informa- ment positions the throttle valve, which controls shift
tion. speed, quality, and part-throttle downshift sensitivity.
Switch and solenoid continuity should be checked If cable setting is too loose, early shifts and slip-
whenever the transmission fails to shift into fourth page between shifts may occur. If the setting is too
gear range. tight, shifts may be delayed and part throttle down-
shifts may be very sensitive. Refer to the Adjust-
BRAKE TRANSMISSION SHIFT INTERLOCK ments section for the proper adjustment procedure.
(1) Verify that the key can only be removed in the
PARK position ROAD TESTING
(2) When the shift lever is in PARK And the shift Before road testing, be sure the fluid level and con-
handle pushbutton is in the “OUT” position, the igni- trol cable adjustments have been checked and
tion key cylinder should rotate freely from OFF to adjusted if necessary. Verify that diagnostic trouble
LOCK. When the shifter is in any other gear or neu- codes have been resolved.
tral position, the ignition key cylinder should not Observe engine performance during the road test.
rotate to the LOCK position. A poorly tuned engine will not allow accurate analy-
(3) Shifting out of PARK should be possible when sis of transmission operation.
the ignition key cylinder is in the OFF position. Operate the transmission in all gear ranges. Check
(4) Shifting out of PARK should not be possible for shift variations and engine flare which indicates
while applying 25 lb. maximum handle pushbutton slippage. Note if shifts are harsh, spongy, delayed,
force and ignition key cylinder is in the RUN or early, or if part throttle downshifts are sensitive.
START positions unless the foot brake pedal is Slippage indicated by engine flare, usually means
depressed approximately 1/2 inch (12mm). clutch, band or overrunning clutch problems. If the
(5) Shifting out of PARK should not be possible condition is advanced, an overhaul will be necessary
when the ignition key cylinder is in the ACCESSORY to restore normal operation.
or LOCK positions. A slipping clutch or band can often be determined
(6) Shifting between any gears, NEUTRAL or into by comparing which internal units are applied in the
PARK may be done without depressing foot brake various gear ranges. The Clutch and Band Applica-
pedal with ignition switch in RUN or START position chart provides a basis for analyzing road test
tions and vehicle stationary or in motion. results.
GEARSHIFT CABLE ANALYZING ROAD TEST

(1) The floor shifter lever and gate positions Refer to the Clutch and Band Application chart
should be in alignment with all transmission PARK, and note which elements are in use in the various
NEUTRAL, and gear detent positions. gear ranges.
(2) Engine starts must be possible with floor shift Note that the rear clutch is applied in all forward
lever in PARK or NEUTRAL gate positions only. ranges (D, 2, 1). The transmission overrunning clutch
Engine starts must not be possible in any other gear is applied in first gear (D, 2 and 1 ranges) only. The
position. rear band is applied in 1 and R range only.
(3) With floor shift lever handle push-button not Note that the overdrive clutch is applied only in
depressed and lever in: fourth gear and the overdrive direct clutch and over-
Clutch And Band Application Chart

running clutch are applied in all ranges except fourth ally cannot be determined until hydraulic and air
gear. pressure tests are performed. Practically any condi-
For example: If slippage occurs in first gear in D tion can be caused by leaking hydraulic circuits or
and 2 range but not in 1 range, the transmission sticking valves.
overrunning clutch is faulty. Similarly, if slippage Unless a malfunction is obvious, such as no drive
occurs in any two forward gears, the rear clutch is in D range first gear, do not disassemble the trans-
slipping. mission. Perform the hydraulic and air pressure tests
Applying the same method of analysis, note that to help determine the probable cause.
the front and rear clutches are applied simulta-
neously only in D range third and fourth gear. If the HYDRAULIC PRESSURE TEST
transmission slips in third gear, either the front Hydraulic test pressures range from a low of one
clutch or the rear clutch is slipping. psi (6.895 kPa) governor pressure, to 300 psi (2068
If the transmission slips in fourth gear but not in kPa) at the rear servo pressure port in reverse.
third gear, the overdrive clutch is slipping. By select- An accurate tachometer and pressure test gauges
ing another gear which does not use these clutches, are required. Test Gauge C-3292 has a 100 psi range
the slipping unit can be determined. For example, if and is used at the accumulator, governor, and front
the transmission also slips in Reverse, the front servo ports. Test Gauge C-3293-SP has a 300 psi
clutch is slipping. If the transmission does not slip in range and is used at the rear servo and overdrive
Reverse, the rear clutch is slipping. ports where pressures exceed 100 psi.
If slippage occurs during the 3-4 shift or only in
fourth gear, the overdrive clutch is slipping. Simi- Pressure Test Port Locations
larly, if the direct clutch were to fail, the transmis- Test ports are located at both sides of the transmis-
sion would lose both reverse gear and overrun sion case (Fig. 8).
braking in 2 position (manual second gear). Line pressure is checked at the accumulator port
If the transmission will not shift to fourth gear, the on the right side of the case. The front servo pressure
control switch, overdrive solenoid or related wiring port is at the right side of the case just behind the
may also be the problem cause. filler tube opening.
This process of elimination can be used to identify The rear servo and governor pressure ports are at
a slipping unit and check operation. Proper use of the right rear of the transmission case. The overdrive
the Clutch and Band Application Chart is the key. clutch pressure port is at the left rear of the case.
Although road test analysis will help determine the
slipping unit, the actual cause of a malfunction usu-
Test Two—Transmission In 2 Range
NOTE: This test checks pump output, line pressure

and pressure regulation. Use 100 psi Test Gauge
C-3292 for this test.
(1) Leave vehicle in place on hoist and leave Test

Gauge C-3292 connected to accumulator port.
(2) Have helper start and run engine at 1000 rpm.
(3) Move transmission shift lever one detent rear-
ward from full forward position. This is 2 range.
(4) Move transmission throttle lever from full for-
ward to full rearward position and read pressure on
gauge.
(5) Line pressure should be 54-60 psi (372-414
kPa) with throttle lever forward and gradually
increase to 90-96 psi (621-662 kPa) as lever is moved
rearward.
Test Three—Transmission In D Range Third Gear
NOTE: This test checks pressure regulation and

condition of the clutch circuits. Both test gauges
are required for this test.
(1) Turn OD switch off.

(2) Leave vehicle on hoist and leave Gauge C-3292
in place at accumulator port.
(3) Move Gauge C-3293-SP over to front servo port
Fig. 8 Pressure Test Port Locations for this test.
Test One - Transmission In Manual Low (4) Have helper start and run engine at 1600 rpm
for this test.
NOTE: This test checks pump output, pressure reg- (5) Move transmission shift lever two detents rear-
ulation, and condition of the rear clutch and servo ward from full forward position. This is D range.
circuit. Both test gauges are required for this test. (6) Read pressures on both gauges as transmission
throttle lever is gradually moved from full forward to
(1) Connect tachometer to engine. Position tachom- full rearward position:
eter so it can be observed from driver seat if helper • Line pressure at accumulator in D range third
will be operating engine. Raise vehicle on hoist that gear, should be 54-60 psi (372-414 kPa) with throttle
will allow rear wheels to rotate freely. lever forward and increase as lever is moved rear-
(2) Connect 100 psi Gauge C-3292 to accumulator ward.
port. Then connect 300 psi Gauge C-3293-SP to rear • Front servo pressure in D range third gear,
servo port. should be within 3 psi (21 kPa) of line pressure up to
(3) Disconnect throttle and gearshift cables from kickdown point.
levers on transmission valve body manual shaft.
(4) Have helper start and run engine at 1000 rpm. Test Four—Transmission In Reverse
(5) Move transmission shift lever fully forward
into 1 range. NOTE: This test checks pump output, pressure reg-
(6) Gradually move transmission throttle lever ulation and the front clutch and rear servo circuits.
from full forward to full rearward position and note Use 300 psi Test Gauge C-3293-SP for this test.
pressures on both gauges:
• Line pressure at accumulator port should be (1) Leave vehicle on hoist and leave gauge C3292
54-60 psi (372-414 kPa) with throttle lever forward in place at accumulator port.
and gradually increase to 90-96 psi (621-662 kPa) as (2) Move 300 psi Gauge C-3293-SP back to rear
throttle lever is moved rearward. servo port.
• Rear servo pressure should be same as line pres- (3) Have helper start and run engine at 1600 rpm
sure within 3 psi (20.68 kPa). for test.
(4) Move transmission shift lever four detents (3) Lower vehicle.
rearward from full forward position. This is Reverse (4) Turn OD switch on.
range. (5) Secure test gauge so it can be viewed from
(5) Move transmission throttle lever fully forward drivers seat.
then fully rearward and note reading at Gauge (6) Start engine and shift into D range.
C-3293-SP. (7) Increase vehicle speed gradually until 3-4 shift
(6) Pressure should be 145 - 175 psi (1000-1207 occurs and note gauge pressure.
kPa) with throttle lever forward and increase to 230 - (8) Pressure should be 469-496 kPa (68-72 psi)
280 psi (1586-1931 kPa) as lever is gradually moved with closed throttle and increase to 620-827 kPa (90-
rearward. 120 psi) at 1/2 to 3/4 throttle. Note that pressure can
increase to around 896 kPa (130 psi) at full throttle.
Test Five—Governor Pressure (9) Return to shop or move vehicle off chassis
dyno.
NOTE: This test checks governor operation by
measuring governor pressure response to changes
PRESSURE TEST ANALYSIS CHART
in vehicle speed. It is usually not necessary to
TEST CONDITION INDICATION
check governor operation unless shift speeds are
incorrect or if the transmission will not downshift. Line pressure OK during Pump and regulator valve
The test should be performed on the road or on a any one test OK
hoist that will allow the rear wheels to rotate freely. Line pressure OK in R Leakage in rear clutch
(1) Move 100 psi Test Gauge C-3292 to governor but low in D, 2, 1 area (seal rings, clutch
pressure port. seals)
(2) Move transmission shift lever two detents rear- Pressure low in D Fourth Overdrive clutch piston
ward from full forward position. This is D range. Gear Range seal, or check ball
(3) Have helper start and run engine at curb idle problem
speed. Then firmly apply service brakes so wheels
will not rotate. Pressure OK in 1, 2 but Leakage in front clutch
(4) Note governor pressure: low in D3 and R area
• Governor pressure should be no more than 20.6 Pressure OK in 2 but low Leakage in rear servo
kPa (3 psi) at curb idle speed and wheels not rotat- in R and 1
ing. Front servo pressure low Leakage in servo; broken
• If pressure exceeds 20.6 kPa (3 psi), a fault in 2 servo ring or cracked
exists in governor pressure control system. servo piston
(5) Release brakes, slowly increase engine speed,
Pressure low in all Clogged filter, stuck
and observe speedometer and pressure test gauge (do
positions regulator valve, worn or
not exceed 30 mph on speedometer). Governor pres-
faulty pump, low oil level
sure should increase in proportion to vehicle speed.
Or approximately 6.89 kPa (1 psi) for every 1 mph. Governor pressure too Governor pressure
(6) Governor pressure rise should be smooth and high at idle speed solenoid valve system
drop back to no more than 20.6 kPa (3 psi), after fault. Refer to diagnostic
engine returns to curb idle and brakes are applied to book.
prevent wheels from rotating. Governor pressure low at Faulty governor pressure
(7) Compare results of pressure test with analysis all mph figures solenoid, transmission
chart. control module, or
governor pressure sensor
Test Six—Transmission In Overdrive Fourth Gear
Lubrication pressure low Clogged fluid cooler or
NOTE: This test checks line pressure at the over- at all throttle positions lines, seal rings leaking,
drive clutch in fourth gear range. Use 300 psi Test worn pump bushings,
Gauge C-3292 for this test. The test should be per- pump, clutch retainer, or
formed on the road or on a chassis dyno. clogged filter.
Line pressure high Output shaft plugged,
(1) Remove tachometer; it is not needed for this sticky regulator valve
test. Line pressure low Sticky regulator valve,
(2) Move 300 psi Gauge to overdrive clutch pres- clogged filter, worn pump
sure test port. Then remove other gauge and reinstall
test port plug.
CONVERTER STALL TEST Stall Speed Normal But Acceleration Poor
Stall testing involves determining maximum If stall speeds are normal (1800-2300 rpm) but
engine speed obtainable at full throttle with the rear abnormal throttle opening is required for accelera-
wheels locked and the transmission in D range. This tion, or to maintain cruise speed, the converter over-
test checks the holding ability of the converter overrunning clutch is seized. The torque converter will
running and transmission clutches. have to be replaced.
WARNING: NEVER ALLOW ANYONE TO STAND Converter Noise During Test

DIRECTLY IN LINE WITH THE VEHICLE FRONT OR A whining noise caused by fluid flow is normal dur-
REAR DURING A STALL TEST. ALWAYS BLOCK ing a stall test. However, loud metallic noises indi-
THE WHEELS AND FULLY APPLY THE SERVICE cate a damaged converter. To confirm that the noise
AND PARKING BRAKES DURING THE TEST. is originating from the converter, operate the vehicle
at light throttle in DRIVE and NEUTRAL on a hoist
and listen for noise coming from the converter hous-
STALL TEST PROCEDURE ing.
(1) Connect tachometer to engine. Position tachom-
eter so it can be viewed from driver’s seat. AIR TESTING TRANSMISSION CLUTCH AND BAND
(2) Drive vehicle to bring transmission fluid up to OPERATION
normal operating temperature. Vehicle can be driven Air-pressure testing can be used to check transmis-
on road or on chassis dynamometer, if available. sion front/rear clutch and band operation. The test
(3) Check transmission fluid level. Add fluid if nec- can be conducted with the transmission either in the
essary. vehicle or on the work bench, as a final check, after
(4) Block front wheels. overhaul.
(5) Fully apply service and parking brakes. Air-pressure testing requires that the oil pan and
(6) Open throttle completely and record maximum valve body be removed from the transmission. The
engine speed registered on tachometer. It takes 4-10 servo and clutch apply passages are shown (Fig. 9).
seconds to reach max rpm. Once max rpm has
been achieved, do not hold wide open throttle
for more than 4-5 seconds.
CAUTION: Stalling the converter causes a rapid

increase in fluid temperature. To avoid fluid over-
heating, hold the engine at maximum rpm for no
more than 5 seconds. If engine exceeds 2500 rpm
during the test, release the accelerator pedal imme-
diately; transmission clutch slippage is occurring.
(7) If a second stall test is required, cool down

fluid before proceeding. Shift into NEUTRAL and run
engine at 1000 rpm for 20-30 seconds to cool fluid.
STALL TEST ANALYSIS

Stall Speed Too High
If the stall speed exceeds 2500 rpm, transmission
clutch slippage is indicated.
Stall Speed Low

Low stall speed with a properly tuned engine indi-
cate a torque converter overrunning clutch problem.
Fig. 9 Air Pressure Test Passages
The condition should be confirmed by road testing. A
stall speed 250-350 rpm below normal indicates the Front Clutch Air Test
converter overrunning clutch is slipping. The vehicle Place one or two fingers on the clutch housing and
also exhibits poor acceleration but operates normally apply air pressure through front clutch apply pas-
once highway cruise speeds are reached. Torque con- sage. Piston movement can be felt and a soft thump
verter replacement will be necessary. heard as the clutch applies.
Rear Clutch Air Test
Place one or two fingers on the clutch housing and
apply air pressure through rear clutch apply passage.
Piston movement can be felt and a soft thump heard
as the clutch applies.
Front Servo Apply Air Test

Apply air pressure to the front servo apply pas-
sage. The servo rod should extend and cause the
band to tighten around the drum. Spring pressure
should release the servo when air pressure is
removed.
Rear Servo Air Test

Apply air pressure to the rear servo apply passage.
The servo rod should extend and cause the band to
tighten around the drum. Spring pressure should
release the servo when air pressure is removed. Fig. 10 Converter Housing Leak Paths
CONVERTER HOUSING FLUID LEAK DIAGNOSIS

When diagnosing converter housing fluid leaks,
two items must be established before repair.
(1) Verify that a leak condition actually exists.
(2) Determined the true source of the leak.
Some suspected converter housing fluid leaks may
not be leaks at all. They may only be the result of
residual fluid in the converter housing, or excess
fluid spilled during factory fill or fill after repair.
Converter housing leaks have several potential
sources. Through careful observation, a leak source
can be identified before removing the transmission
for repair. Pump seal leaks tend to move along the Fig. 11 Converter Leak Points—Typical
drive hub and onto the rear of the converter. Pump (3) Remove oil pump and remove pump seal.
O-ring or pump body leaks follow the same path as a Inspect pump housing drainback and vent holes for
seal leak (Fig. 10). Pump vent or pump attaching bolt obstructions. Clear holes with solvent and wire.
leaks are generally deposited on the inside of the (4) Inspect pump bushing and converter hub. If
converter housing and not on the converter itself bushing is scored, replace it. If converter hub is
(Fig. 10). Pump seal or gasket leaks usually travel scored, either polish it with crocus cloth or replace
down the inside of the converter housing. Front band converter.
lever pin plug leaks are generally deposited on the (5) Install new pump seal, O-ring, and gasket.
housing and not on the converter. Replace oil pump if cracked, porous or damaged in
any way. Be sure to loosen the front band before
TORQUE CONVERTER LEAK POINTS installing the oil pump, damage to the oil pump seal
Possible sources of converter leaks are: may occur if the band is still tightened to the front
(1) Leaks at the weld joint around the outside clutch retainer.
diameter weld (Fig. 11). (6) Loosen kickdown lever pin access plug three
(2) Leaks at the converter hub weld (Fig. 11). turns. Apply Loctite 592, or Permatex No. 2 to plug
threads and tighten plug to 17 N·m (150 in. lbs.)
CONVERTER HOUSING AREA LEAK
torque.
CORRECTION
(7) Adjust front band.
(1) Remove converter.
(8) Lubricate pump seal and converter hub with
(2) Tighten front band adjusting screw until band
transmission fluid or petroleum jelly and install con-
is tight around front clutch retainer. This prevents
verter.
front/rear clutches from coming out when oil pump is
(9) Install transmission and converter housing
removed.
dust shield.
(10) Lower vehicle.
DIAGNOSIS TABLES AND CHARTS—RE The hydraulic flow charts in the Schematics and
TRANSMISSION Diagrams section of this group, outline fluid flow and
The diagnosis charts provide additional reference hydraulic circuitry. Circuit operation is provided for
when diagnosing a transmission fault. The charts neutral, third, fourth and reverse gear ranges. Nor-
provide general information on a variety of transmis- mal working pressures are also supplied for each of
sion, overdrive unit and converter clutch fault condi- the gear ranges .
tions.
DIAGNOSIS CHARTS

HARSH ENGAGEMENT 1. Fluid Level Low 1. Add Fluid
(FROM NEUTRAL TO 2. Throttle Linkage Misadjusted 2. Adjust linkage - setting may be too long.
DRIVE OR REVERSE)
3. Mount and Driveline Bolts Loose 3. Check engine mount, transmission mount,
propeller shaft, rear spring to body bolts, rear
control arms, crossmember and axle bolt
torque. Tighten loose bolts and replace
missing bolts.
4. U-Joint Worn/Broken 4. Remove propeller shaft and replace
U-Joint.
5. Axle Backlash Incorrect 5. Check per Service Manual. Correct as
needed.
6. Hydraulic Pressure Incorrect 6. Check pressure. Remove, overhaul or
adjust valve body as needed.
7. Band Misadjusted. 7. Adjust rear band.
8. Valve Body Check Balls Missing. 8. Inspect valve body for proper check ball
installation.
9. Axle Pinion Flange Loose. 9. Replace nut and check pinion threads
before installing new nut. Replace pinion gear
if threads are damaged.
10. Clutch, band or planetary 10. Remove, disassemble and repair
component damaged. transmission as necessary.
11. Converter Clutch Faulty. 11. Replace converter and flush cooler and
line before installing new converter.
DELAYED ENGAGEMENT 1. Fluid Level Low. 1. Correct level and check for leaks.
(FROM NEUTRAL TO
DRIVE OR REVERSE)
2. Filter Clogged. 2. Change filter.
3. Gearshift Linkage Misadjusted. 3. Adjust linkage and repair linkage if worn or
damaged.
4. Torque Converter Drain Back (Oil 4. If vehicle moves normally after 5 seconds
drains from torque converter into after shifting into gear, no repair is necessary.
transmission sump) If longer, inspect pump bushing for wear.
Replace pump house.
5. Rear Band Misadjusted. 5. Adjust band.
6. Valve Body Filter Plugged. 6. Replace fluid and filter. If oil pan and old
fluid were full of clutch disc material and/or
metal particles, overhaul will be necessary.
7. Oil Pump Gears Worn/Damaged. 7. Remove transmission and replace oil
pump.

8. Governor Circuit and Solenoid 8. Test with DRB scan tool and repair as
Valve Electrical Fault. required.
9. Hydraulic Pressure Incorrect. 9. Perform pressure test, remove
transmission and repair as needed.
10. Reaction Shaft Seal Rings 10. Remove transmission, remove oil pump
Worn/Broken. and replace seal rings.
11. Rear Clutch/Input Shaft, Rear 11. Remove and disassemble transmission
Clutch Seal Rings Damaged. and repair as necessary.
12. Regulator Valve Stuck. 12. Clean.
13. Cooler Plugged. 13. Transfer case failure can plug cooler.
NO DRIVE RANGE 1. Fluid Level Low. 1. Add fluid and check for leaks if drive is
(REVERSE OK) restored.
2. Gearshift Linkage/Cable 2. Repair or replace linkage components.
Loose/Misadjusted.
3. Rear Clutch Burnt. 3. Remove and disassemble transmission and
rear clutch and seals. Repair/replace worn or
damaged parts as needed.
4. Valve Body Malfunction. 4. Remove and disassemble valve body.
Replace assembly if any valves or bores are
damaged.
5. Transmission Overrunning Clutch 5. Remove and disassemble transmission.
Broken. Replace overrunning clutch.
6. Input Shaft Seal Rings 6. Remove and disassemble transmission.
Worn/Damaged. Replace seal rings and any other worn or
damaged parts.
7. Front Planetary Failed Broken. 7. Remove and repair.
NO DRIVE OR REVERSE 1. Fluid Level Low. 1. Add fluid and check for leaks if drive is
(VEHICLE WILL NOT restored.
MOVE) 2. Gearshift Linkage/Cable 2. Inspect, adjust and reassemble linkage as
Loose/Misadjusted. needed. Replace worn/damaged parts.
3. U-Joint/Axle/Transfer Case 3. Perform preliminary inspection procedure
Broken. for vehicle that will not move. Refer to
procedure in diagnosis section.
4. Filter Plugged. 4. Remove and disassemble transmission.
Repair or replace failed components as
needed. Replace filter. If filter and fluid
contained clutch material or metal particles,
an overhaul may be necessary. Perform lube
flow test. Flush oil. Replace cooler as
necessary.
5. Oil Pump Damaged. 5. Perform pressure test to confirm low
pressure. Replace pump body assembly if
necessary.
6. Valve Body Malfunctioned. 6. Check and inspect valve body. Replace
valve body (as assembly) if any valve or bore
is damaged. Clean and reassemble correctly
if all parts are in good condition.

7. Transmission Internal 7. Remove and disassemble transmission.
Component Damaged. Repair or replace failed components as
needed.
8. Park Sprag not Releasing - 8. Remove, disassemble, repair.
Check Stall Speed, Worn/
Damaged/Stuck.
9. Torque Converter Damage. 9. Inspect and replace as required.
SHIFTS DELAYED OR 1. Fluid Level Low/High. 1. Correct fluid level and check for leaks if
ERRATIC (SHIFTS ALSO low.
HARSH AT TIMES)
2. Fluid Filter Clogged. 2. Replace filter. If filter and fluid contained
clutch material or metal particles, an overhaul
may be necessary. Perform lube flow test.
3. Throttle Linkage Misadjusted. 3. Adjust linkage as described in service
section.
4. Throttle Linkage Binding. 4. Check cable for binding. Check for return
to closed throttle at transmission.
5. Gearshift Linkage/Cable 5. Adjust linkage/cable as described in service
Misadjusted. section.
6. Clutch or Servo Failure. 6. Remove valve body and air test clutch, and
band servo operation. Disassemble and repair
transmission as needed.
7. Governor Circuit Electrical Fault. 7. Test using DRB scan tool and repair as
required.
8. Front Band Misadjusted. 8. Adjust band.
9. Pump Suction Passage Leak. 9. Check for excessive foam on dipstick after
normal driving. Check for loose pump bolts,
defective gasket. Replace pump assembly if
needed.
NO REVERSE (D 1. Gearshift Linkage/Cable 1. Repair or replace linkage parts as needed.
RANGES OK) Misadjusted/Damaged.
2. Park Sprag Sticking. 2. Replace overdrive annulus gear.
3. Rear Band Misadjusted/Worn. 3. Adjust band; replace.
4. Valve Body Malfunction. 4. Remove and service valve body. Replace
valve body if any valves or valve bores are
worn or damaged.
5. Rear Servo Malfunction. 5. Remove and disassemble transmission.
Replace worn/damaged servo parts as
necessary.
6. Direct Clutch in Overdrive Worn 6. Disassemble overdrive. Replace worn or
damaged parts.
7. Front Clutch Burnt. 7. Remove and disassemble transmission.
Replace worn, damaged clutch parts as
required.

HAS FIRST/REVERSE 1. Governor Circuit Electrical Fault. 1. Test using DRB scan tool and repair as
ONLY (NO 1-2 OR 2-3 required.
UPSHIFT)
2. Valve Body Malfunction. 2. Repair stuck 1-2 shift valve or governor
plug.
3. Front Servo/Kickdown Band 3. Repair/replace.
Damaged/Burned.
MOVES IN 2ND OR 3RD 1. Valve Body Malfunction. 1. Remove, clean and inspect. Look for stuck
GEAR, ABRUPTLY 1-2 valve or governor plug.
DOWNSHIFTS TO LOW
2. Governor Valve Sticking. 2. Remove, clean and inspect. Replace faulty
parts.
NO LOW GEAR (MOVES 1. Governor Valve Sticking. 1. Remove governor, clean, inspect and
IN 2ND OR 3RD GEAR repair as required.
ONLY)
2. Governor Circuit Electrical Fault. 2. Test with DRB scan tool and repair as
required.
3. Valve Body Malfunction. 3. Remove, clean and inspect. Look for
sticking 1-2 shift valve, 2-3 shift valve,
governor plug or broken springs.
4. Front Servo Piston Cocked in 4. Inspect servo and repair as required.
Bore.
5. Front Band Linkage Malfunction 5. Inspect linkage and look for bind in linkage.
NO KICKDOWN OR 1. Throttle Linkage Misadjusted. 1. Adjust linkage.
NORMAL DOWNSHIFT
2. Accelerator Pedal Travel 2. Verify floor mat is not under pedal, repair
Restricted. worn accelerator cable or bent brackets.
3. Valve Body Hydraulic Pressures 3. Perform hydraulic pressure tests to
Too High or Too Low Due to Valve determine cause and repair as required.
Body Malfunction or Incorrect Correct valve body pressure adjustments as
Hydraulic Control Pressure required.
Adjustments.
4. Governor Circuit Electrical Fault. 4. Test with DRB scan tool and repair as
required.
5. Valve Body Malfunction. 5. Perform hydraulic pressure tests to
determine cause and repair as required.
Correct valve body pressure adjustments as
required.
6. TPS Malfunction. 6. Replace sensor, check with DRB scan tool.
7. PCM Malfunction. 7. Check with DRB scan tool and replace if
required.
8. Valve Body Malfunction. 8. Repair sticking 1-2, 2-3 shift valves,
governor plugs, 3-4 solenoid, 3-4 shift valve,
3-4 timing valve.

STUCK IN LOW GEAR 1. Throttle Linkage Misadjusted/ 1. Adjust linkage and repair linkage if worn or
(WILL NOT UPSHIFT) Stuck. damaged. Check for binding cable or missing
return spring.
2. Gearshift Linkage Misadjusted. 2. Adjust linkage and repair linkage if worn or
damaged.
3. Governor Component Electrical 3. Check operating pressures and test with
Fault. DRB scan tool, repair faulty component.
4. Front Band Out of Adjustment. 4. Adjust Band.
5. Clutch or Servo Malfunction. 5. Air pressure check operation of clutches
and bands. Repair faulty component.
CREEPS IN NEUTRAL 1. Gearshift Linkage Misadjusted. 1. Adjust linkage.
2. Rear Clutch Dragging/Warped. 2. Disassemble and repair.
3. Valve Body Malfunction. 3. Perform hydraulic pressure test to
determine cause and repair as required.
BUZZING NOISE 1. Fluid Level Low 1. Add fluid and check for leaks.
2. Shift Cable Misassembled. 2. Route cable away from engine and bell
housing.
3. Valve Body Misassembled. 3. Remove, disassemble, inspect valve body.
Reassemble correctly if necessary. Replace
assembly if valves or springs are damaged.
Check for loose bolts or screws.
4. Pump Passages Leaking 4. Check pump for porous casting, scores on
mating surfaces and excess rotor clearance.
Repair as required. Loose pump bolts.
5. Cooling System Cooler Plugged. 5. Flow check cooler circuit. Repair as
needed.
6. Overrunning Clutch Damaged. 6. Replace clutch.
SLIPS IN REVERSE 1. Fluid Level Low. 1. Add fluid and check for leaks.
ONLY
2. Gearshift Linkage Misadjusted. 2. Adjust linkage.
4. Rear Band Worn. 4. Replace as required.
5. Overdrive Direct Clutch Worn. 5. Disassemble overdrive. Repair as needed.
6. Hydraulic Pressure Too Low. 6. Perform hydraulic pressure tests to
determine cause.
7. Rear Servo Leaking. 7. Air pressure check clutch-servo operation
and repair as required.
8. Band Linkage Binding. 8. Inspect and repair as required.

SLIPS IN FORWARD 1. Fluid Level Low. 1. Add fluid and check for leaks.
DRIVE RANGES
2. Fluid Foaming. 2. Check for high oil level, bad pump gasket
or seals, dirt between pump halves and loose
pump bolts. Replace pump if necessary.
3. Throttle Linkage Misadjusted. 3. Adjust linkage.
5. Rear Clutch Worn. 5. Inspect and replace as needed.
6. Low Hydraulic Pressure Due to 6. Perform hydraulic and air pressure tests to
Worn Pump, Incorrect Control determine cause.
Pressure Adjustments, Valve Body
Warpage or Malfunction, Sticking,
Leaking Seal Rings, Clutch Seals
Leaking, Servo Leaks, Clogged
Filter or Cooler Lines
7. Rear Clutch Malfunction, Leaking 7. Air pressure check clutch-servo operation
Seals or Worn Plates. and repair as required.
8. Overrunning Clutch Worn, Not 8. Replace Clutch.
Holding (Slips in 1 Only).
SLIPS IN LOW GEAR 9D9 Overrunning Clutch Faulty. Replace overrunning clutch.
ONLY, BUT NO IN 1
POSITION
GROWLING, GRATING 1. Drive Plate Broken. 1. Replace.
OR SCRAPING NOISES
2. Torque Converter Bolts Hitting 2. Dust shield bent. Replace or repair.
Dust Shield.
3. Planetary Gear Set Broken/ 3. Check for debris in oil pan and repair as
Seized. required.
4. Overrunning Clutch Worn/ 4. Inspect and check for debris in oil pan.
Broken. Repair as required.
5. Oil Pump Components 5. Remove, inspect and repair as required.
Scored/Binding.
6. Output Shaft Bearing or Bushing 6. Remove, inspect and repair as required.
Damaged.
7. Clutch Operation Faulty. 7. Perform air pressure check and repair as
required.
8. Front and Rear Bands 8. Adjust bands.
Misadjusted.
DRAGS OR LOCKS UP 1. Fluid Level Low. 1. Check and adjust level.
2. Clutch Dragging/Failed 2. Air pressure check clutch operation and
repair as required.
3. Front or Rear Band Misadjusted. 3. Adjust bands.
4. Case Leaks Internally. 4. Check for leakage between passages in
case.
5. Servo Band or Linkage 5. Air pressure check servo operation and
Malfunction. repair as required.
6. Overrunning Clutch Worn. 6. Remove and inspect clutch. Repair as
required.

7. Planetary Gears Broken. 7. Remove, inspect and repair as required
(look for debris in oil pan).
8. Converter Clutch Dragging. 8. Check for plugged cooler. Perform flow
check. Inspect pump for excessive side
clearance. Replace pump as required.
NO 4-3 DOWNSHIFT 1. Circuit Wiring and/or Connectors 1. Test wiring and connectors with test lamp
Shorted. and volt/ohmmeter. Repair wiring as
necessary. Replace connectors and/or
harnesses as required.
2. PCM Malfunction. 2. Check PCM operation with DRB scan tool.
Replace PCM only if faulty.
3. TPS Malfunction 3. Check TPS with DRB scan tool at PCM.
4. Lockup Solenoid Not Venting. 4. Remove valve body and replace solenoid
assembly if plugged or shorted.
5. Overdrive Solenoid Not Venting. 5. Remove valve body and replace solenoid if
plugged or shorted.
6. Valve Body Valve Sticking. 6. Repair stuck 3-4 shift valve or lockup
timing valve.
NO 4-3 DOWNSHIFT 1. Control Switch Open/Shorted. 1. Test and replace switch if faulty.
WHEN CONTROL 2. Overdrive Solenoid Connector 2. Test solenoids and replace if seized or
SWITCH IS TURNED OFF Shorted. shorted.
3. PCM Malfunction. 3. Test with DRB scan tool. Replace PCM if
faulty.
4. Valve Body Stuck Valves. 4. Repair stuck 3-4, lockup or lockup timing
valve.
CLUNK NOISE FROM 1. Transmission Fluid Low. 1. Add Fluid.
DRIVELINE ON CLOSED 2. Throttle Cable Misadjusted. 2. Adjust cable.
THROTTLE 4-3
3. Overdrive Clutch Select Spacer 3. Replace overdrive piston thrust plate
DOWNSHIFT
Wrong Spacer. spacer.
3-4 UPSHIFT OCCURS 1. Overdrive Solenoid Connector or 1. Test connector and wiring for loose
IMMEDIATELY AFTER 2-3 Wiring Shorted. connections, shorts or ground and repair as
SHIFT needed.
2. TPS Malfunction. 2. Test TPS and replace as necessary. Check
with DRB scan tool.
3. PCM Malfunction. 3. Test PCM with DRB scan tool and replace
controller if faulty.
4. Overdrive Solenoid Malfunction. 4. Replace solenoid.
5. Valve Body Malfunction. 5. Remove, disassemble, clean and inspect
valve body components. Make sure all valves
and plugs slide freely in bores. Polish valves
with crocus cloth if needed.
WHINE/NOISE RELATED 1. Fluid Level Low. 1. Add fluid and check for leaks.
TO ENGINE SPEED
2. Shift Cable Incorrect Routing. 2. Check shift cable for correct routing.
Should not touch engine or bell housing.

NO 3-4 UPSHIFT 1. Dash O/D Switch In OFF 1. Turn control switch to ON position.
Position.
2. Overdrive Circuit Fuse Blown. 2. Replace fuse. Determine why fuse failed
and repair as necessary (i.e., shorts or
grounds in circuit).
3. O/D Switch Wire Shorted/Open 3. Check wires/connections with 12V test
Cut. lamp and voltmeter. Repair damaged or loose
wire/connection as necessary.
4. Distance or Coolant Sensor 4. Test both sensors with test lamp or
Malfunction. volt/ohmmeter and replace faulty sensor.
5. TPS Malfunction. 5. Check with DRB scan tool and replace if
necessary.
6. Neutral Switch to PCM Wire 6. Test switch as described in service section
Shorted/Cut. and replace if necessary. Engine no start.
7. PCM Malfunction. 7. Check with DRB scan tool and replace if
necessary.
8. Overdrive Solenoid Shorted/ 8. Replace solenoid if shorted or open and
Open. repair loose or damaged wires (DRB scan
tool).
9. Solenoid Feed Orifice in Valve 9. Remove, disassemble, and clean valve
Body Blocked. body thoroughly. Check feed orifice.
10. Overdrive Clutch Failed. 10. Disassemble overdrive and repair as
needed.
11. Hydraulic Pressure Low. 11. Pressure test transmission to determine
cause.
12. Valve Body Valve Stuck. 12. Repair stuck 3-4 shift valve, 3-4 timing
valve.
13. O/D Piston Incorrect Spacer. 13. Remove unit, check end play and install
correct spacer.
14. Overdrive Piston Seal Failure. 14. Replace both seals.
15. O/D Check Valve/Orifice Failed. 15. Check for free movement and secure
assembly (in piston retainer). Check ball
bleed orifice.
SLIPS IN OVERDRIVE 1. Fluid Level Low. 1. Add fluid and check for leaks.
FOURTH GEAR
2. Overdrive Clutch Pack Worn. 2. Remove overdrive unit and rebuild clutch
pack.
3. Overdrive Piston Retainer Bleed 3. Disassemble transmission, remove retainer
Orifice Blown Out. and replace orifice.
4. Overdrive Piston or Seal 4. Remove overdrive unit. Replace seals if
Malfunction. worn. Replace piston if damaged. If piston
retainer is damaged, remove and
disassemble the transmission.
5. 3-4 Shift Valve, Timing Valve or 5. Remove and overhaul valve body. Replace
Accumulator Malfunction. accumulator seals. Make sure all valves
operate freely in bores and do not bind or
stick. Make sure valve body screws are
correctly tightened and separator plates are
properly positioned.

6. Overdrive Unit Thrust Bearing 6. Disassemble overdrive unit and replace
Failure. thrust bearing (NO. 1 thrust bearing is
between overdrive piston and clutch hub; NO.
2 thrust bearing is between the planetary gear
and the direct clutch spring plate; NO. 3
thrust bearing is between overrunning clutch
hub and output shaft).
7. O/D Check Valve/Bleed Orifice 7. Check for function/secure orifice insert in
Failure. O/D piston retainer.
DELAYED 3-4 UPSHIFT 1. Fluid Level Low. 1. Add fluid and check for leaks.
(SLOW TO ENGAGE) 2. Throttle Valve Cable Misadjusted. 2. Adjust throttle valve cable.
3. Overdrive Clutch Pack Worn/ 3. Remove unit and rebuild clutch pack.
Burnt.
4. TPS Faulty. 4. Test with DRB scan tool and replace TPS.
5. Overdrive Clutch Bleed Orifice 5. Disassemble transmission and replace
Plugged. orifice.
6. Overdrive Solenoid or Wiring 6. Test solenoid and check wiring for
Shorted/Open. loose/corroded connections or shorts/grounds.
Replace solenoid if faulty and repair wiring if
necessary.
7. Overdrive Excess Clearance 7. Remove unit. Measure end play and select
proper spacer.
8. O/D Check Valve Missing or 8. Check for presence of check valve. Repair
Stuck. or replace as required.
TORQUE CONVERTER Lockup Solenoid, Relay or Wiring Test solenoid, relay and wiring for continuity,
LOCKS UP IN SECOND Shorted/Open. shorts or grounds. Replace solenoid and relay
AND/OR THIRD GEAR if faulty. Repair wiring and connectors as
necessary.
HARSH 1-2, 2-3, 3-4 OR Lockup Solenoid Malfunction. Remove valve body and replace solenoid
3-2 SHIFTS assembly.
NO START IN PARK OR 1. Gearshift Linkage/Cable 1. Adjust linkage/cable.
NEUTRAL Misadjusted.
2. Neutral Switch Wire Open/Cut. 2. Check continuity with test lamp. Repair as
required.
3. Neutral Switch Faulty. 3. Refer to service section for test and
replacement procedure.
4. Neutral Switch Connect Faulty. 4. Connectors spread open. Repair.
5. Valve Body Manual Lever 5. Inspect lever assembly and replace if
Assembly Bent/Worn/Broken. damaged.
NO REVERSE (OR SLIPS 1. Direct Clutch Pack (front clutch) 1. Disassemble unit and rebuild clutch pack.
IN REVERSE) Worn.
3. Front Clutch Malfunctioned/ 3. Air-pressure test clutch operation. Remove
Burned. and rebuild if necessary.
4. Overdrive Thrust Bearing Failure. 4. Disassemble geartrain and replace
bearings.
5. Direct Clutch Spring Collapsed/ 5. Remove and disassemble unit. Check
Broken. clutch position and replace spring.

OIL LEAKS. 1. Speedometer Adapter Leaks. 1. Replace both adapter seals.
2. Fluid Lines and Fittings 2. Tighten fittings. If leaks persist, replace
Loose/Leaks/Damaged. fittings and lines if necessary.
3. Fill Tube (where tube enters 3. Replace O-ring seal. Inspect tube for
case) Leaks/Damaged. cracks in fill tube.
4. Pressure Port Plug Loose 4. Tighten to correct torque. Replace plug or
Loose/Damaged. reseal if leak persists.
5. Pan Gasket Leaks. 5. Tighten pan screws (150 in. lbs.). If leaks
persist, replace gasket.
6. Valve Body Manual Lever Shaft 6. Replace shaft seal.
Seal Leaks/Worn.
7. Rear Bearing Access Plate 7. Replace gasket. Tighten screws.
Leaks.
8. Gasket Damaged or Bolts are 8. Replace bolts or gasket or tighten both.
Loose.
9. Adapter/Extension Gasket 9. Replace gasket.
Damaged Leaks/Damaged.
10. Neutral Switch Leaks/Damaged. 10. Replace switch and gasket.
11. Converter Housing Area Leaks. 11. Check for leaks at seal caused by worn
seal or burr on converter hub (cutting seal),
worn bushing, missing oil return, oil in front
pump housing or hole plugged. Check for
leaks past O-ring seal on pump or past
pump-to-case bolts; pump housing porous, oil
coming out vent due to overfill or leak past
front band shaft access plug.
12. Pump Seal Leaks/Worn/ 12. Replace seal.
Damaged.
13. Torque Converter Weld 13. Replace converter.
Leak/Cracked Hub.
14. Case Porosity Leaks. 14. Replace case.
NOISY OPERATION IN 1. Overdrive Clutch Discs, Plates or 1. Remove unit and rebuild clutch pack.
FOURTH GEAR ONLY Snap Rings Damaged.
2. Overdrive Piston or Planetary 2. Remove and disassemble unit. Replace
Thrust Bearing Damaged. either thrust bearing if damaged.
3. Output Shaft Bearings Scored/ 3. Remove and disassemble unit. Replace
Damaged. either bearing if damaged.
4. Planetary Gears Worn/Chipped. 4. Remove and overhaul overdrive unit.
5. Overdrive Unit Overrunning 5. Remove and overhaul overdrive unit.
Clutch Rollers Worn/Scored.
SERVICE PROCEDURES REMOVAL

(1) Hoist and support vehicle on safety stands.
FLUID LEVEL CHECK (2) Place a large diameter shallow drain pan
Transmission fluid level should be checked monthly beneath the transmission pan.
under normal operation. If the vehicle is used for (3) Remove bolts holding front and sides of pan to
trailer towing or similar heavy load hauling, check transmission (Fig. 13).
fluid level and condition weekly. Fluid level is (4) Loosen bolts holding rear of pan to transmis-
checked with the engine running at curb idle speed, sion.
the transmission in NEUTRAL and the transmission (5) Slowly separate front of pan away from trans-
fluid at normal operating temperature. mission allowing the fluid to drain into drain pan.
(6) Hold up pan and remove remaining bolt hold-
FLUID LEVEL CHECK PROCEDURE ing pan to transmission.
(1) Transmission fluid must be at normal operat- (7) While holding pan level, lower pan away from
ing temperature for accurate fluid level check. Drive transmission.
vehicle if necessary to bring fluid temperature up to (8) Pour remaining fluid in pan into drain pan.
normal hot operating temperature of 82°C (180°F). (9) Remove screws holding filter to valve body
(2) Position vehicle on level surface. (Fig. 14).
(3) Start and run engine at curb idle speed. (10) Separate filter from valve body and pour fluid
(4) Apply parking brakes. in filter into drain pan.
(5) Shift transmission momentarily into all gear (11) Dispose of used trans fluid and filter properly.
ranges. Then shift transmission back to Neutral.
(6) Clean top of filler tube and dipstick to keep
dirt from entering tube.
(7) Remove dipstick (Fig. 12) and check fluid level
as follows:
(a) Correct acceptable level is in crosshatch area.
(b) Correct maximum level is to MAX arrow
mark.
(c) Incorrect level is at or below MIN line.
(d) If fluid is low, add only enough Mopart ATF
Plus 3 to restore correct level. Do not overfill.
CAUTION: Do not overfill the transmission. Over-

filling may cause leakage out the pump vent which
can be mistaken for a pump seal leak. Overfilling
will also cause fluid aeration and foaming as the
excess fluid is picked up and churned by the gear
train. This will significantly reduce fluid life.
Fig. 13 Transmission Pan—Typical
Fig. 12 Dipstick Fluid Level Marks—Typical

FLUID AND FILTER REPLACEMENT
Refer to the Maintenance Schedules in Group 0,
Lubrication and Maintenance, for proper service
intervals. The service fluid fill after a filter change is
approximately 3.8 liters (4.0 quarts). Fig. 14 Transmission Filter—Typical
INSPECTION picked up some oil from the dipstick tube. Allow the
Inspect bottom of pan and magnet for excessive oil to drain down the dipstick tube and re-check.
amounts of metal. A light coating of clutch or band (7) Drive vehicle until transmission fluid is at nor-
material on the bottom of the pan does not indicate a mal operating temperature.
problem unless accompanied by slipping condition or (8) With the engine running at curb idle speed, the
shift lag. If fluid and pan are contaminated with gear selector in NEUTRAL, and the parking brake
excessive amounts or debris, refer to the diagnosis applied, check the transmission fluid level.
section of this group.
Check the adjustment of the front and rear bands, CAUTION: Do not overfill transmission, fluid foam-
adjust if necessary. ing and shifting problems can result.
CLEANING (9) Add fluid to bring level up to MAX arrow

(1) Using a suitable solvent, clean pan and mag- mark.
net. When fluid level is correct, shut engine off, release
(2) Using a suitable gasket scraper, clean gasket park brake, remove funnel, and install dipstick in fill
material from gasket surface of transmission case tube.
and the gasket flange around the pan.
CONVERTER DRAINBACK CHECK VALVE SERVICE
INSTALLATION The converter drainback check valve is located in
(1) Place replacement filter in position on valve the cooler outlet (pressure) line near the radiator
body. lower tank. The valve prevents fluid drainback when
(2) Install screws to hold filter to valve body (Fig. the vehicle is parked for lengthy periods. The valve
14). Tighten screws to 4 N·m (35 in. lbs.) torque. check ball is spring loaded and has an opening pres-
(3) Place new gasket in position on pan and install sure of approximately 2 psi.
pan on transmission. The valve is serviced as an assembly; it is not
(4) Place pan in position on transmission. repairable. Do not clean the valve if restricted, or
(5) Install screws to hold pan to transmission (Fig. contaminated by sludge, or debris. If the valve fails,
13). Tighten bolts to 17 N·m (150 in. lbs.) torque. or if a transmission malfunction occurs that gener-
(6) Lower vehicle and fill transmission with ates sludge and/or clutch particles and metal shav-
Mopart ATF Plus 3, type 7176 fluid. ings, the valve must be replaced.
The valve must be removed whenever the cooler
TRANSMISSION FILL PROCEDURE and lines are reverse flushed. The valve can be flow
To avoid overfilling transmission after a fluid tested when necessary. The procedure is exactly the
change or overhaul, perform the following procedure: same as for flow testing a cooler.
(1) Remove dipstick and insert clean funnel in If the valve is restricted, installed backwards, or in
transmission fill tube. the wrong line, it will cause an overheating condition
(2) Add following initial quantity of Mopart ATF and possible transmission failure.
Plus 3 to transmission:
(a) If only fluid and filter were changed, add 3 CAUTION: The drainback valve is a one-way flow
pints (1-1/2 quarts) of ATF Plus 3 to transmis- device. It must be properly oriented in terms of flow
sion. direction for the cooler to function properly. The
(b) If transmission was completely overhauled, valve must be installed in the pressure line. Other-
torque converter was replaced or drained, and wise flow will be blocked and would cause an over-
cooler was flushed, add 12 pints (6 quarts) of ATF heating condition and eventual transmission failure.
Plus 3 to transmission.
(3) Apply parking brakes. OIL PUMP VOLUME CHECK
(4) Start and run engine at normal curb idle After the new or repaired transmission has been
speed. installed, fill to the proper level with Mopart ATF
(5) Apply service brakes, shift transmission PLUS 3 (Type 7176) automatic transmission fluid.
through all gear ranges then back to NEUTRAL, set The volume should be checked using the following
parking brake, and leave engine running at curb idle procedure:
speed. (1) Disconnect the From cooler line at the trans-
(6) Remove funnel, insert dipstick and check fluid mission and place a collecting container under the
level. If level is low, add fluid to bring level to disconnected line.
MIN mark on dipstick. Check to see if the oil level
is equal on both sides of the dipstick. If one side is
noticably higher than the other, the dipstick has
CAUTION: With the fluid set at the proper level, (3) Verify pump power switch is turned OFF. Con-
fluid collection should not exceed (1) quart or inter- nect red alligator clip to positive (+) battery post.
nal damage to the transmission may occur. Connect black (-) alligator clip to a good ground.
(4) Disconnect the cooler lines at the transmission.
(2) Run the engine at curb idle speed, with the
shift selector in neutral. NOTE: When flushing transmission cooler and
(3) If fluid flow is intermittent or it takes more lines, ALWAYS reverse flush.
than 20 seconds to collect one quart of ATF PLUS 3,
disconnect the To Cooler line at the transaxle. (5) Connect the BLUE pressure line to the OUT-
(4) Refill the transaxle to proper level and recheck LET (From) cooler line.
pump volume. (6) Connect the CLEAR return line to the INLET
(5) If flow is found to be within acceptable limits, (To) cooler line
replace the cooler. Then fill transmission to the (7) Turn pump ON for two to three minutes to
proper level, using Mopart ATF PLUS 3 (Type 7176) flush cooler(s) and lines. Monitor pressure readings
automatic transmission fluid. and clear return lines. Pressure readings should sta-
(6) If fluid flow is still found to be inadequate, bilize below 20 psi. for vehicles equipped with a sin-
check the line pressure using the Transaxle Hydrau- gle cooler and 30 psi. for vehicles equipped with dual
lic Pressure Test procedure. coolers. If flow is intermittent or exceeds these pres-
sures, replace cooler.
FLUSHING COOLERS AND TUBES (8) Turn pump OFF.
When a transmission failure has contaminated the (9) Disconnect CLEAR suction line from reservoir
fluid, the oil cooler(s) must be flushed. The cooler at cover plate. Disconnect CLEAR return line at
bypass valve in the transmission must be replaced cover plate, and place it in a drain pan.
also. The torque converter must also be replaced. (10) Turn pump ON for 30 seconds to purge flush-
This will insure that metal particles or sludged oil ing solution from cooler and lines. Turn pump OFF.
are not later transferred back into the reconditioned (11) Place CLEAR suction line into a one quart
(or replaced) transmission. container of Mopart ATF Plus 3, type 7176 automatic
The only recommended procedure for flushing cool- transmission fluid.
ers and lines is to use Tool 6906 Cooler Flusher. (12) Turn pump ON until all transmission fluid is
removed from the one quart container and lines. This
WARNING: WEAR PROTECTIVE EYEWEAR THAT purges any residual cleaning solvent from the trans-
MEETS THE REQUIREMENTS OF OSHA AND ANSI mission cooler and lines. Turn pump OFF.
Z87.1–1968. WEAR STANDARD INDUSTRIAL RUB- (13) Disconnect alligator clips from battery. Recon-
BER GLOVES. nect flusher lines to cover plate, and remove flushing
KEEP LIGHTED CIGARETTES, SPARKS, FLAMES, adapters from cooler lines.
AND OTHER IGNITION SOURCES AWAY FROM THE
AREA TO PREVENT THE IGNITION OF COMBUSTI- ALUMINUM THREAD REPAIR
BLE LIQUIDS AND GASES. KEEP A CLASS (B) FIRE Damaged or worn threads in the aluminum tran-
EXTINGUISHER IN THE AREA WHERE THE saxle case and valve body can be repaired by the use
FLUSHER WILL BE USED. of Heli-Coils, or equivalent. This repair consists of
KEEP THE AREA WELL VENTILATED. drilling out the worn-out damaged threads. Then tap
DO NOT LET FLUSHING SOLVENT COME IN CON- the hole with a special Heli-Coil tap, or equivalent,
TACT WITH YOUR EYES OR SKIN: IF EYE CONTAM- and installing a Heli-Coil insert, or equivalent, into
INATION OCCURS, FLUSH EYES WITH WATER FOR the hole. This brings the hole back to its original
15 TO 20 SECONDS. REMOVE CONTAMINATED thread size.
CLOTHING AND WASH AFFECTED SKIN WITH Heli-Coil, or equivalent, tools and inserts are
SOAP AND WATER. SEEK MEDICAL ATTENTION. readily available from most automotive parts suppli-
ers.
COOLER FLUSH USING TOOL 6906
(1) Remove cover plate filler plug on Tool 6906. REMOVAL AND INSTALLATION
Fill reservoir 1/2 to 3/4 full of fresh flushing solution.
Flushing solvents are petroleum based solutions gen- TRANSMISSION
erally used to clean automatic transmission compo- The overdrive unit can be removed and serviced
nents. DO NOT use solvents containing acids, water, separately. It is not necessary to remove the entire
gasoline, or any other corrosive liquids. transmission assembly to perform overdrive unit
(2) Reinstall filler plug on Tool 6906. repairs.
If only the overdrive unit requires service, refer to (10) Mark torque converter and drive plate for
the overdrive unit removal and installation proce- assembly alignment. Note that bolt holes in crank-
dures. shaft flange, drive plate and torque converter all
have one offset hole.
CAUTION: The transmission and torque converter (11) Rotate crankshaft in clockwise direction until
must be removed as an assembly to avoid compo- converter bolts are accessible. Then remove bolts one
nent damage. The converter drive plate, pump at a time. Rotate crankshaft with socket wrench on
bushing, or oil seal can be damaged if the con- dampener bolt.
verter is left attached to the driveplate during (12) Mark propeller shaft and axle yokes for
removal. Be sure to remove the transmission and assembly alignment. Then disconnect and remove
converter as an assembly. propeller shaft. On 4 x 4 models, remove both propel-
ler shafts.
(13) Disconnect wires from park/neutral position
REMOVAL
switch, transmission solenoid, and vehicle speed sen-
(1) Disconnect battery negative cable.
sor.
(2) Disconnect and lower or remove necessary
(14) Disconnect gearshift cable from transmission
exhaust components.
manual valve lever.
(3) Remove engine-to-transmission bending braces.
(15) Disconnect throttle valve cable from transmis-
(4) Disconnect fluid cooler lines at transmission.
sion bracket and throttle valve lever.
(5) Remove starter motor.
(16) On 4 x 4 models, disconnect shift rod from
(6) Disconnect and remove crankshaft position sen-
transfer case shift lever or remove shift lever from
sor. Retain sensor attaching bolts.
transfer case.
CAUTION: The crankshaft position sensor will be (17) Disconnect transmission fluid cooler lines at
damaged if the transmission is removed, or transmission fittings and clips.
installed, while the sensor is still bolted to the (18) Support rear of engine with safety stand or
engine block, or transmission (4.0L only). To avoid jack.
damage, be sure to remove the sensor before (19) Raise transmission slightly with service jack
removing the transmission. to relieve load on crossmember and supports.
(20) Remove bolts securing rear support and cush-
(7) Remove torque converter access cover. ion to transmission and crossmember. Raise trans-
(8) If transmission is being removed for overhaul, mission slightly, slide exhaust hanger arm from
remove transmission oil pan, drain fluid and reinstall bracket and remove rear support.
pan. (21) Remove bolts attaching crossmember to frame
(9) Remove fill tube bracket bolts and pull tube and remove crossmember.
out of transmission. Retain fill tube seal. On 4 x 4 (22) On 4 x 4 models, remove transfer case.
models, it will also be necessary to remove bolt (23) Remove all converter housing bolts.
attaching transfer case vent tube to converter hous- (24) Carefully work transmission and torque con-
ing (Fig. 15). verter assembly rearward off engine block dowels.
(25) Hold torque converter in place during trans-
mission removal.
(26) Lower transmission and remove assembly
from under the vehicle.
(27) To remove torque converter, carefully slide
torque converter out of the transmission.
INSTALLATION
(1) Check torque converter hub and hub drive
notches for sharp edges burrs, scratches, or nicks.
Polish the hub and notches with 320/400 grit paper
and crocus cloth if necessary. The hub must be
smooth to avoid damaging pump seal at installation.
(2) Lubricate converter drive hub and oil pump
seal lip with transmission fluid.
(3) Lubricate converter pilot hub with transmis-
sion fluid.
Fig. 15 Fill Tube Attachment (4) Align converter and oil pump.
(5) Carefully insert converter in oil pump. Then (19) Install new plastic retainer grommet on any
rotate converter back and forth until fully seated in shift linkage rod or lever that was disconnected.
pump gears. Grommets should not be reused. Use pry tool to
(6) Check converter seating with steel scale and remove rod from grommet and cut away old grom-
straightedge (Fig. 16). Surface of converter lugs met. Use pliers to snap new grommet into lever and
should be 1/2 in. to rear of straightedge when con- to snap rod into grommet at assembly.
verter is fully seated. (20) Connect gearshift and throttle valve cable to
(7) Temporarily secure converter with C-clamp. transmission.
(21) Connect wires to park/neutral position switch,
transmission solenoid(s) and oxygen sensor. Be sure
transmission harnesses are properly routed.
CAUTION: It is essential that correct length bolts

be used to attach the converter to the driveplate.
Bolts that are too long will damage the clutch sur-
face inside the converter.
(22) Install torque converter-to-driveplate bolts.

Tighten bolts to 31 N·m (270 in. lbs.).
(23) Install converter housing access cover.
(24) Install starter motor and cooler line bracket.
(25) Connect cooler lines to transmission.
(26) Install transmission fill tube. Install new seal
on tube before installation.
(27) Install exhaust components.
(28) Install transfer case.
(29) Align and connect propeller shaft(s).
(30) Adjust gearshift linkage and throttle valve
Fig. 16 Typical Method Of Checking Converter cable if necessary.
Seating (31) Lower vehicle.
(8) Position transmission on jack and secure it (32) Fill transmission with Mopart ATF Plus 3,
with chains. Type 7176 fluid.
(9) Check condition of converter driveplate.
Replace the plate if cracked, distorted or damaged. TORQUE CONVERTER
Also be sure transmission dowel pins are seated
REMOVAL
in engine block and protrude far enough to
(1) Remove transmission and torque converter
hold transmission in alignment.
from vehicle.
(10) Raise transmission and align converter with
(2) Place a suitable drain pan under the converter
drive plate and converter housing with engine block.
housing end of the transmission.
(11) Move transmission forward. Then raise, lower
or tilt transmission to align converter housing with CAUTION: Verify that transmission is secure on the
engine block dowels. lifting device or work surface, the center of gravity
(12) Rotate converter so alignment marks scribed of the transmission will shift when the torque con-
on converter are aligned with mark on driveplate. verter is removed creating an unstable condition.
(13) Carefully work transmission forward and over The torque converter is a heavy unit. Use caution
engine block dowels until converter hub is seated in when separating the torque converter from the
crankshaft. transmission.
(14) Install bolts attaching converter housing to
engine. (3) Pull the torque converter forward until the cen-
(15) Install rear support. Then lower transmission ter hub clears the oil pump seal.
onto crossmember and install bolts attaching trans- (4) Separate the torque converter from the trans-
mission mount to crossmember. mission.
(16) Remove engine support fixture.
(17) Install crankshaft position sensor. INSTALLATION
(18) Install vehicle speed sensor and speedometer Check converter hub and drive notches for sharp
adapter. edges, burrs, scratches, or nicks. Polish the hub and
notches with 320/400 grit paper or crocus cloth if nec- INSTALLATION
essary. The hub must be smooth to avoid damaging (1) Place seal in position on overdrive housing.
the pump seal at installation. (2) Drive seal into overdrive housing with Seal
(1) Lubricate converter hub and oil pump seal lip Installer C-3995-A (Fig. 19).
with transmission fluid. (3) Carefully guide propeller shaft slip yoke into
(2) Place torque converter in position on transmis- housing and onto output shaft splines. Align marks
sion. made at removal and connect propeller shaft to rear
axle pinion yoke.
CAUTION: Do not damage oil pump seal or bushing
while inserting torque converter into the front of the
transmission.
(3) Align torque converter to oil pump seal open-

ing.
(4) Insert torque converter hub into oil pump.
(5) While pushing torque converter inward, rotate
converter until converter is fully seated in the oil
pump gears.
(6) Check converter seating with a scale and
straightedge (Fig. 17). Surface of converter lugs
should be 1/2 in. to rear of straightedge when con- Fig. 18 Removing Overdrive Housing Yoke Seal
verter is fully seated.
(7) If necessary, temporarily secure converter with
C-clamp attached to the converter housing.
(8) Install the transmission in the vehicle.
(9) Fill the transmission with the recommended
fluid.
Fig. 19 Installing Overdrive Housing Yoke Seal

SPEEDOMETER ADAPTER
Rear axle gear ratio and tire size determine speed-
ometer pinion requirements.
REMOVAL
(1) Raise vehicle.
(2) Disconnect wires from vehicle speed sensor.
(3) Remove adapter clamp and screw (Fig. 20).
(4) Remove speed sensor and speedometer adapter
as assembly.
(5) Remove speed sensor retaining screw and
remove sensor from adapter.
Fig. 17 Checking Torque Converter Seating (6) Remove speedometer pinion from adapter.
(7) Inspect sensor and adapter O-rings (Fig. 20).
YOKE SEAL REPLACEMENT
Remove and discard O-rings if worn or damaged.
REMOVAL (8) Inspect terminal pins in speed sensor. Clean
(1) Raise vehicle. pins with Mopart electrical spray cleaner if dirty or
(2) Mark propeller shaft and axle yoke for align- oxidized. Replace sensor if faulty, or pins are loose,
ment reference. severely corroded, or damaged.
(3) Disconnect and remove propeller shaft.
(4) Remove old seal with Seal Remover C-3985-B
(Fig. 18) from overdrive housing.
Fig. 20 Speedometer Pinion Adapter Components

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 if necessary (Fig. 20).
(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. 21). Fig. 21 Index Numbers On Speedometer Pinion
These numbers will correspond to number of teeth on Adapter
pinion.
(8) Install speedometer assembly in housing. PARK/NEUTRAL POSITION SWITCH
(9) Rotate adapter until required range numbers
are at 6 o’clock position. Be sure range index num- REMOVAL
bers correspond to number of teeth on pinion gear. (1) Raise vehicle and position drain pan under
(10) Install speedometer adapter clamp and retain- switch.
ing screw. Tighten clamp screw to 10-12 N·m (90-110 (2) Disconnect switch wires.
in. lbs.) torque. (3) Remove switch from case.
(11) Connect wires to vehicle speed sensor.
INSTALLATION
(12) Lower vehicle and top off transmission fluid
(1) Move shift lever to Park and Neutral positions.
level, if necessary.
Verify that switch operating lever fingers are cen-
tered in switch opening in case (Fig. 22).
(2) Install new seal on switch and install switch in
case. Tighten switch to 34 N·m (25 ft. lbs.) torque.
BRAKE TRANSMISSION SHIFT INTERLOCK
REMOVAL
(1) Lower the steering column.
(2) Remove two screws retaining the interlock
mechanism to the column (Fig. 23). Unsnap the
mechanism from column.
Fig. 22 Park/Neutral Position Switch

(3) Test continuity of new switch with 12V test
lamp.
(4) Connect switch wires and lower vehicle.
(5) Top off transmission fluid level.
GEARSHIFT CABLE
REMOVAL
(1) Shift transmission into Park.
(2) Remove shift lever bezel and necessary console
parts for access to shift lever assembly.
(3) Disconnect cable at shift lever and feed cable
through dash panel opening to underside of vehicle. Fig. 23 Interlock Mechanism on Column
(4) Raise vehicle.
(3) Remove the center console and related trim.
(5) Disengage cable eyelet at transmission shift
Refer to Group 23, Body, for proper procedures.
lever and pull cable adjuster out of mounting
(4) Disconnect and remove the cable from the shift
bracket. Then remove old cable from vehicle.
bracket.
INSTALLATION (5) Remove the wire connector at the solenoid on
(1) Route cable through hole in dash panel. Fully the cable
seat cable grommet into dash panel. (6) Remove the accelerator pedal (the cable routes
(2) Place the auto transmission manual shift con- under the pedal). Refer to Group 14, Fuel Systems,
trol lever in “Park” detent (rearmost) position and for proper procedures.
rotate prop shaft to ensure transmission is in park. (7) Release the cable from the accelerator pedal
(3) Connect shift cable to shifter mechanism by clip.
snapping cable retaining ears into shifter bracket (8) Remove the carpet as necessary to remove the
and press cable end fitting onto lever ball stud. cable.
(4) Place the floor shifter lever in park position.
INSTALLATION
Ensure that the pawl is seated within the confines of
the adjustment gauge clip. NOTE: The gearshift cable must be secured into
(5) Snap the cable into the transmission bracket so position and properly adjusted before the installa-
the retaining ears are engaged and connect cable end tion of the Brake Transmission Interlock Cable
fitting onto the manual control lever ball stud. (BTSI).
(6) Lock shift cable into position by pushing
upward on the adjusting lock button. (1) Snap the cable base assembly into the large
(7) Remove and discard the shift cable adjustment square opening in the steering column.
gauge clip from the park gate of the shifter. (2) Secure the plastic base with two (2) self tap-
ping screws (tighten upper screw first).
(3) Snap BTSI cable solenoid tie strap into hole in (7) Install bolts to hold governor body to valve
steering column tube. body.
(4) Route BTSI cable into two clips on carpet pad. (8) Lubricate O-ring, on pressure solenoid, with
(5) Snap electrical connector from brake light transmission fluid.
switch into BTSI cable solenoid housing. (9) Align pressure solenoid to bore in governor
(6) Snap BTSI cable adjuster ears into floor shifter body (Fig. 26).
bracket and attach cable end fitting onto floor shifter (10) Push solenoid into governor body.
interlock lever stud. (11) Place solenoid retainer in position on governor
(7) Remove shipping pin from plastic base. Then (Fig. 25).
place floor shifter in Park position. (12) Install screws to hold pressure solenoid
(8) Place the ignition key cylinder in the ACCES- retainer to governor body.
SORY position. (13) Engage wire connectors into pressure sensor
(9) Push the cable adjuster lock clamp downward and solenoid (Fig. 24).
to lock it. (14) Install transmission fluid pan and (new) filter.
(10) Remove and discard the BTSI cable nail head (15) Lower vehicle and road test to verify repair.
lockpin at steering column.
(11) Install the center console and related trim.
(12) Test the BTSI cable operation.
GOVERNOR SOLENOID AND PRESSURE SENSOR

REMOVAL
(2) Remove transmission fluid pan and filter.
(3) Disengage wire connectors from pressure sen-
sor and solenoid (Fig. 24).
(4) Remove screws holding pressure solenoid
retainer to governor body.
(5) Separate solenoid retainer from governor (Fig.
25).
(6) Pull solenoid from governor body (Fig. 26).
Fig. 24 Governor Solenoid And Pressure Sensor
(7) Remove bolts holding governor body to valve
body.
(8) Separate governor body from valve body (Fig.
27).
(9) Remove governor body gasket.
(10) Remove retainer holding pressure sensor to
governor body.
(11) Pull pressure sensor from governor body (Fig.
28).
INSTALLATION
Before installing the pressure sensor and solenoid
in the governor body, replace O-ring seals, clean the
gasket surfaces and replace gasket.
(1) Lubricate O-ring on pressure sensor with
transmission fluid.
(2) Align pressure sensor to bore in governor body
(Fig. 28). Fig. 25 Pressure Solenoid Retainer
(3) Push pressure sensor into governor body.
(4) Install retainer to hold pressure sensor to gov- VALVE BODY
ernor body. The valve body can be removed for service without
(5) Place gasket in position on back of governor having to remove the transmission assembly.
body (Fig. 27). The valve body can be disassembled for cleaning
(6) Place governor body in position on valve body. and inspection of the individual components. Refer to
• Manual lever washer, seal, E-clip, and shaft
seal.
• Manual lever detent ball.
• Throttle lever.
• Fluid filter.
• Pressure adjusting screw bracket.
• Governor pressure solenoid.
• Governor pressure sensor.
• Converter clutch/overdrive solenoid assembly
and harness (includes sump temperature thermistor).
• Governor housing gasket.
• Solenoid case connector O-rings.
The remaining valve body components are serviced
only as part of a complete valve body assembly.
REMOVAL
Fig. 26 Pressure Solenoid and O-ring (1) Shift transmission into NEUTRAL.
(2) Raise vehicle.
(3) Remove gearshift and throttle levers from shaft
of valve body manual lever.
(4) Disconnect wires at solenoid case connector
(Fig. 29).
(5) Position drain pan under transmission oil pan.
(6) Remove transmission oil pan and gasket.
(7) Remove fluid filter from valve body.
(8) Remove bolts attaching valve body to transmis-
sion case.
(9) Lower valve body enough to remove accumula-
tor piston and springs.
(10) Work manual lever shaft and electrical con-
nector out of transmission case.
(11) Lower valve body, rotate valve body away
from case, pull park rod out of sprag, and remove
valve body (Fig. 30).
Fig. 27 Governor Body and Gasket
Fig. 29 Transmission Case Connector

INSTALLATION
(1) Check condition of O-ring seals on valve body
harness connector (Fig. 31). Replace seals on connec-
Fig. 28 Pressure Sensor and Retainer tor body if cut or worn.
Disassembly and Assembly section for proper proce- (2) Check condition of manual lever shaft seal in
dures. transmission case. Replace seal if lip is cut or worn.
The only replaceable valve body components are: Install new seal with 15/16 deep well socket (Fig. 32).
• Manual lever. (3) Check condition of seals on accumulator piston
(Fig. 33). Install new piston seals, if necessary.
(14) Check and adjust front and rear bands if nec-
essary.
(15) Connect solenoid case connector wires.
(16) Install oil pan and new gasket. Tighten pan
bolts to 17 N·m (13 ft. lbs.) torque.
(17) Lower vehicle and fill transmission with
Mopart ATF Plus 3, type 7176 fluid.
(18) Check and adjust gearshift and throttle valve
cables, if necessary.
Fig. 30 Valve Body

(4) Place valve body manual lever in low (1 posi-
tion) so ball on park lock rod will be easier to install
in sprag. Fig. 31 Valve Body Harness Connector O-Ring Seal
(5) Lubricate shaft of manual lever with petroleum
jelly. This will ease inserting shaft through seal in
case.
(6) Lubricate seal rings on valve body harness con-
nector with petroleum jelly.
(7) Position valve body in case and work end of
park lock rod into and through pawl sprag. Turn pro-
peller shaft to align sprag and park lock teeth if nec-
essary. The rod will click as it enters pawl. Move rod
to check engagement.
CAUTION: It is possible for the park rod to dis-

place into a cavity just above the pawl sprag during
installation. Make sure the rod is actually engaged
in the pawl and has not displaced into this cavity.
Fig. 32 Manual Lever Shaft Seal
(8) Install accumulator springs and piston into
case. Then swing valve body over piston and outer
spring to hold it in place.
(9) Align accumulator piston and outer spring,
manual lever shaft and electrical connector in case.
(10) Then seat valve body in case and install one
or two bolts to hold valve body in place.
(11) Tighten valve body bolts alternately and
evenly to 11 N·m (100 in. lbs.) torque.
(12) Install new fluid filter on valve body. Tighten
filter screws to 4 N·m (35 in. lbs.) torque.
(13) Install throttle and gearshift levers on valve
body manual lever shaft. Fig. 33 Accumulator Piston Components
OVERDRIVE UNIT (15) Examine fluid for clutch material or metal
fragments. If fluid contains these items, overhaul will
REMOVAL be necessary.
(1) Shift transmission into Park. (16) If overdrive unit does not require any service,
(2) Raise vehicle. leave alignment tool in position. Tool will prevent
(3) Mark propeller shaft universal joint(s) and axle accidental misalignment of planetary gear and over-
pinion yoke for alignment reference at installation. running clutch splines.
(4) Disconnect and remove propeller shaft(s).
(5) Remove transmission oil pan, remove gasket, INSTALLATION
drain oil and reinstall pan. (1) Be sure overdrive unit Alignment Tool 6227-2 is
(6) If overdrive unit had malfunctioned, or if fluid fully seated before moving unit. If tool is not seated and
is contaminated, remove entire transmission. If diag- gear splines rotate out of alignment, overdrive unit will
nosis indicated overdrive problems only, remove just have to be disassembled in order to realign splines.
the overdrive unit. (2) If overdrive piston retainer was not removed
(7) Support transmission with transmission jack. during service and original case gasket is no longer
(8) Remove vehicle speed sensor and speedometer reusable, prepare new gasket by trimming it.
adapter, if necessary. (3) Cut out old case gasket around piston retainer
(9) Remove bolts attaching overdrive unit to trans- with razor knife (Fig. 35).
mission (Fig. 34). (4) Use old gasket as template and trim new gas-
ket to fit.
CAUTION: Support the overdrive unit with a jack (5) Position new gasket over piston retainer and
before moving it rearward. This is necessary to pre- on transmission case. Use petroleum jelly to hold
vent damaging the intermediate shaft. Do not allow gasket in place if necessary. Do not use any type of
the shaft to support the entire weight of the over- sealer to secure gasket. Use petroleum jelly only.
drive unit.
Fig. 35 Trimming Overdrive Case Gasket

Fig. 34 Overdrive Unit Bolts
(6) Install selective spacer on intermediate shaft, if
(10) Carefully work overdrive unit off intermediate removed. Spacer goes in groove just rearward of
shaft. Do not tilt unit during removal. Keep it as shaft rear splines (Fig. 36).
level as possible.
(11) If overdrive unit does not require service,
immediately insert Alignment Tool 6227-2 in splines
of planetary gear and overrunning clutch to prevent
splines from rotating out of alignment. If misalign-
ment occurs, overdrive unit will have to be disassem-
bled in order to realign splines.
(12) Remove and retain overdrive piston thrust
bearing. Bearing may remain on piston or in clutch
hub during removal.
(13) Position drain pan on workbench.
(14) Place overdrive unit over drain pan. Tilt unit Fig. 36 Intermediate Shaft Selective Spacer Location
to drain residual fluid from case.
(7) Install thrust bearing in overdrive unit sliding INSTALLATION
hub. Use petroleum jelly to hold bearing in position. (1) Align bushing oil hole with oil slot in overdrive
housing.
CAUTION: Be sure the shoulder on the inside (2) Tap bushing into place with Installer 6951 and
diameter of the bearing is facing forward. Handle C-4171.
(3) Install new oil seal in housing using Seal
(8) Verify that splines in overdrive planetary gear Installer C-3995–A (Fig. 38).
and overrunning clutch hub are aligned with Align-
ment Tool 6227-2. Overdrive unit cannot be installed
if splines are not aligned. If splines have rotated out
of alignment, unit will have to be disassembled to
realign splines.
(9) Carefully slide Alignment Tool 6227-2 out of
overdrive planetary gear and overrunning clutch
splines.
(10) Raise overdrive unit and carefully slide it
straight onto intermediate shaft. Insert park rod into
park lock reaction plug at same time. Avoid tilting
overdrive during installation as this could cause
planetary gear and overrunning clutch splines to Fig. 38 Overdrive Housing Seal Installation
rotate out of alignment. If this occurs, it will be nec-
essary to remove and disassemble overdrive unit to OUTPUT SHAFT REAR BEARING
realign splines.
(11) Work overdrive unit forward on intermediate REMOVAL
shaft until seated against transmission case. (1) Remove overdrive unit from the vehicle.
(12) Install bolts attaching overdrive unit to trans- (2) Remove overdrive geartrain from housing.
mission unit. Tighten bolts in diagonal pattern to 34 (3) Remove snap ring holding output shaft rear
N·m (25 ft-lbs). bearing into overdrive housing (Fig. 39).
(13) Install speed sensor and speedometer adapter. (4) Using a suitable driver inserted through the
Be sure to index adapter. rear end of housing, drive bearing from housing.
(14) Connect speed sensor and overdrive wires.
INSTALLATION
(15) Align and install propeller shaft.
(1) Place replacement bearing in position in hous-
ing.
OVERDRIVE HOUSING BUSHING (2) Using a suitable driver, drive bearing into
REMOVAL housing until the snap ring groove is visible.
(1) Remove overdrive housing yoke seal. (3) Install snap ring to hold bearing into housing
(2) Insert Remover 6957 into overdrive housing. (Fig. 39).
Tighten tool to bushing and remove bushing (Fig. (4) Install overdrive geartrain into housing.
37). (5) Install overdrive unit in vehicle.
Fig. 37 Bushing Removal—Typical

Fig. 39 Output Shaft Rear Bearing
OUTPUT SHAFT FRONT BEARING (1) Remove fluid filter.
(2) Disconnect wires from governor pressure sen-
REMOVAL sor and solenoid.
(1) Remove overdrive unit from the vehicle. (3) Remove screws attaching governor body and
(2) Remove overdrive geartrain from housing. retainer plate to transfer plate.
(3) Remove snap ring holding output shaft front (4) Remove retainer plate, governor body and gas-
bearing to overdrive geartrain. (Fig. 40). ket from transfer plate.
(4) Pull bearing from output shaft. (5) Disconnect wires from governor pressure sen-
sor, if not done previously.
INSTALLATION (6) Remove governor pressure sensor from gover-
(1) Place replacement bearing in position on nor body. Sensor is retained in body with M-shaped
geartrain with locating retainer groove toward the spring clip. Remove clip with small pointed tool and
rear. slide sensor out of body.
(2) Push bearing onto shaft until the snap ring (7) Remove governor pressure solenoid by pulling
groove is visible. it straight out of bore in governor body. Remove and
(3) Install snap ring to hold bearing onto output discard solenoid O-rings if worn, cut, or torn.
shaft (Fig. 40). (8) Remove small shoulder bolt that secures sole-
(4) Install overdrive geartrain into housing. noid harness case connector to 3-4 accumulator hous-
(5) Install overdrive unit in vehicle. ing (Fig. 41). Retain shoulder bolt. Either tape it
to harness or thread it back into accumulator
housing after connector removal.
(9) Unhook overdrive/converter solenoid harness
from 3-4 accumulator cover plate (Fig. 42).
(10) Turn valve body over and remove screws that
attach overdrive/converter solenoid assembly to valve
body (Fig. 43).
(11) Remove solenoid and harness assembly from
(12) Remove boost valve cover (Fig. 45).
(13) Remove boost valve retainer, valve spring and
boost valve (Fig. 46).
Fig. 40 Output Shaft Front Bearing

VALVE BODY
Remove the valve body from the transmission,
refer to Removal and Installation procedures section
in this group.
DISASSEMBLY
CAUTION: Do not clamp any valve body compo-

nent in a vise. This practice can damage the com-
ponent resulting in unsatisfactory operation after
Fig. 41 Solenoid Harness Case Connector Shoulder
assembly and installation. Do not use pliers to
Bolt
remove any of the valves, plugs or springs and do
not force any of the components out or into place.
The valves and valve body housings will be dam-
aged if force is used. Tag or mark the valve body
springs for reference as they are removed. Do not
allow them to become intermixed.
Fig. 45 Boost Valve Cover Location
Fig. 42 Unhooking Solenoid Harness From

Accumulator Cover Plate
Fig. 46 Boost Valve Components

(14) Secure detent ball and spring with Retainer
Tool 6583 (Fig. 47).
(15) Remove park rod E-clip and separate rod from
Fig. 43 Solenoid Assembly Screws manual lever (Fig. 48).
(16) Remove E-clip and washer that retains throt-
tle lever shaft in manual lever (Fig. 49).
(17) Remove manual lever and throttle lever (Fig.
50). Rotate and lift manual lever off valve body and
throttle lever shaft. Then slide throttle lever out of
valve body.
(18) Position pencil magnet next to detent housing
to catch detent ball and spring. Then carefully
remove Retainer Tool 6583 and remove detent ball
and spring (Fig. 51).
(19) Remove screws attaching pressure adjusting
screw bracket to valve body and transfer plate (Fig.
52). Hold bracket firmly against spring tension while
removing last screw.
Fig. 44 Solenoid Assembly

Fig. 47 Detent Ball And Spring

Fig. 50 Manual And Throttle Lever
Fig. 48 Park Rod

(20) Remove adjusting screw bracket, line pressure
adjusting screw, pressure regulator valve spring and
switch valve spring (Fig. 53). Do not remove throt-
tle pressure adjusting screw from bracket and
do not disturb setting of either adjusting screw
during removal.
Fig. 49 Throttle Lever E-Clip And Washer

(24) Carefully rotate 3-4 accumulator housing
upward and remove 3-4 shift valve spring and con-
verter clutch valve plug and spring (Fig. 56).
(25) Remove left-side screw and remove 3-4 accu-
mulator housing from valve body (Fig. 57).
Fig. 53 Adjusting Screw Bracket And Spring

Fig. 52 Adjusting Screw Bracket Fastener (26) Bend back tabs on boost valve tube brace (Fig.
(21) Turn upper housing over and remove switch 58).
valve, regulator valve and spring, and manual valve (27) Remove boost valve connecting tube (Fig. 59).
(Fig. 54). Disengage tube from upper housing port first. Then
(22) Remove kickdown detent, kickdown valve, and rock opposite end of tube back and forth to work it
throttle valve and spring (Fig. 54). out of lower housing.
(23) Loosen left-side 3-4 accumulator housing
attaching screw about 2-3 threads. Then remove cen- CAUTION: Do not use tools to loosen or pry the
ter and right-side housing attaching screws (Fig. 55). connecting tube out of the valve body housings.
Loosen and remove the tube by hand only.
Fig. 54 Upper Housing Control Valve Locations

Fig. 58 Boost Valve Tube Brace

(28) Turn valve body over so lower housing is facing
upward (Fig. 60). In this position, the two check balls in
upper housing will remain in place and not fall out
Fig. 55 Accumulator Housing Screw Locations when lower housing and separator plate are removed.
(29) Remove screws attaching valve body lower
housing to upper housing and transfer plate (Fig.
Fig. 56 3-4 Shift And Converter Clutch Valve

Springs And Plug Fig. 59 Boost Valve Tube
60). Note position of boost valve tube brace for
assembly reference.
(30) Remove lower housing and overdrive separa-
tor plate from transfer plate (Fig. 60).
(31) Remove the ECE check ball from the transfer
plate (Fig. 61). The ECE check ball is approximately
4.8 mm (3/16 in.) in diameter.
Fig. 57 Accumulator Housing, Valve Springs And

Fig. 60 Lower Housing
Plug
(32) Remove transfer plate from upper housing
(Fig. 62).
(33) Turn transfer plate over so upper housing sep-
arator plate is facing upward.
(34) Remove upper housing separator plate from
transfer plate (Fig. 63). Note position of filter in sep-
arator plate for assembly reference.
(35) Remove rear clutch and rear servo check balls
from transfer plate. Note check ball location for
assembly reference (Fig. 64).
VALVE BODY UPPER HOUSING

(1) Note location of check balls in valve body upper
housing (Fig. 65). Then remove the one large diame-
ter and the six smaller diameter check balls.
Fig. 63 Upper Housing Separator Plate
Fig. 64 Rear Clutch And Rear Servo Check Ball

Locations
Fig. 61 ECE Check Ball
Fig. 62 Transfer Plate Fig. 65 Check Ball Locations In Upper Housing

(2) Remove governor plug and shuttle valve covers
(Fig. 67).
(3) Remove E-clip that secures shuttle valve sec-
ondary spring on valve stem (Fig. 66).
(4) Remove throttle plug, primary spring, shuttle
valve, secondary spring, and spring guides (Fig. 67).
(5) Remove boost valve retainer, spring and valve
if not previously removed.
(6) Remove throttle plug and 1-2 and 2-3 governor
plugs (Fig. 54).
(7) Turn upper housing around and remove limit
valve and shift valve covers (Fig. 68).
(8) Remove limit valve housing. Then remove
retainer, spring, limit valve, and 2-3 throttle plug
from limit valve housing (Fig. 68).
(9) Remove 1-2 shift control valve and spring (Fig.
68). Fig. 66 Shuttle Valve E-Clip And Secondary Spring
(10) Remove 1-2 shift valve and spring (Fig. 68). Location
(11) Remove 2-3 shift valve and spring from valve
body (Fig. 68). (3) Remove 3-4 quick fill valve, spring and plug.
(12) Remove pressure plug cover (Fig. 68). (4) Remove 3-4 shift valve and spring.
(13) Remove line pressure plug, sleeve, throttle (5) Remove converter clutch valve, spring and plug
pressure plug and spring (Fig. 68). (Fig. 69).
VALVE BODY LOWER HOUSING

(1) Remove timing valve cover.
(2) Remove 3-4 timing valve and spring.
Fig. 67 Shuttle And Boost Valve Components

Fig. 68 Upper Housing Shift Valve And Pressure Plug Locations

(6) Remove converter clutch timing valve, retainer (2) Install 3-4 timing valve spring and valve in
and valve spring. lower housing.
(3) Install 3-4 quick fill valve in lower housing.
3-4 ACCUMULATOR HOUSING (4) Install 3-4 quick fill valve spring and plug in
(1) Remove end plate from housing. housing.
(2) Remove piston spring. (5) Install timing valve end plate. Tighten end
(3) Remove piston. Remove and discard piston plate screws to 4 N·m (35 in. lbs.) torque.
seals (Fig. 70).
3-4 ACCUMULATOR
ASSEMBLY (1) Lubricate accumulator piston, seals and hous-
ing piston bore with clean transmission fluid (Fig.
CAUTION: Do not force valves or plugs into place 70).
during reassembly. If the valve body bores, valves (2) Install new seal rings on accumulator piston.
and plugs are free of distortion or burrs, the valve (3) Install piston and spring in housing.
body components should all slide into place easily. (4) Install end plate on housing.
In addition, do not overtighten the transfer plate
and valve body screws during reassembly. Over- TRANSFER PLATE
tightening can distort the housings resulting in (1) Install rear clutch and rear servo check balls in
valve sticking, cross leakage and unsatisfactory transfer plate (Fig. 71).
operation. Tighten valve body screws to recom- (2) Install filter screen in upper housing separator
mended torque only. plate (Fig. 72).
(3) Align and position upper housing separator
LOWER HOUSING plate on transfer plate (Fig. 73).
(4) Install brace plate (Fig. 73). Tighten brace
(1) Lubricate valves, springs, and the housing
attaching screws to 4 N·m (35 in. lbs.) torque.
valve and plug bores with clean transmission fluid
(5) Install remaining separator plate attaching
(Fig. 69).
screws. Tighten screws to 4 N·m (35 in. lbs.) torque.
Fig. 69 Lower Housing Shift Valves And Springs

Locations
UPPER AND LOWER HOUSING
(1) Position upper housing so internal passages
and check ball seats are facing upward. Then install
Fig. 70 Accumulator Housing Components check balls in housing (Fig. 74). Seven check balls
are used. The single large check ball is approxi-
mately 8.7 mm (11/32 in.) diameter. The single small
check ball is approximately 4.8 mm (3/16 in.) in
Be sure filter screen is seated in proper housing
recess.
(3) Install the ECE check ball into the transfer
(4) Position lower housing separator plate on
transfer plate (Fig. 76).
(5) Install lower housing on assembled transfer
plate and upper housing (Fig. 77).
(6) Install and start all valve body screws by hand
except for the screws to hold the boost valve tube
brace. Save those screws for later installation. Then
Fig. 72 Separator Plate Filter Screen Installation tighten screws evenly to 4 N·m (35 in. lbs.) torque.
Start at center and work out to sides when tighten-
ing screws (Fig. 77).
Fig. 73 Brace Plate

diameter. The remaining 6 check balls are approxi-
mately 6.3 mm (1/4 in.) in diameter. Fig. 75 Installing Transfer Plate On Upper Housing
(2) Position assembled transfer plate and upper
housing separator plate on upper housing (Fig. 75).
Fig. 76 Lower Housing Separator Plate

UPPER HOUSING VALVE AND PLUG
Refer to (Fig. 78), (Fig. 79) and (Fig. 80) to perform
the following steps.
(1) Lubricate valves, plugs, springs with clean
transmission fluid.
Fig. 74 Check Ball Locations In Upper Housing
(3) Install 1-2 and 2-3 shift valves and springs.
(4) Install 1-2 shift control valve and spring.
(5) Install retainer, spring, limit valve, and 2-3
throttle plug from limit valve housing.
(6) Install limit valve housing and cover plate.
Tighten screws to 4 N·m (35 in. lbs.).
(7) Install shuttle valve as follows:
(a) Insert plastic guides in shuttle valve second-
ary spring and install spring on end of valve.
(b) Install shuttle valve into housing.
(c) Hold shuttle valve in place.
(d) Compress secondary spring and install E-clip
in groove at end of shuttle valve.
(e) Verify that spring and E-clip are properly
seated before proceeding.
(8) Install shuttle valve cover plate. Tighten cover
Fig. 77 Installing Lower Housing On Transfer Plate plate screws to 4 N·m (35 in. lbs.) torque.
And Upper Housing (9) Install 1-2 and 2-3 valve governor plugs in
valve body.
(2) Assemble regulator valve line pressure plug, (10) Install shuttle valve primary spring and
sleeve, throttle plug and spring. Insert assembly in throttle plug.
upper housing and install cover plate. Tighten cover (11) Align and install governor plug cover. Tighten
plate screws to 4 N·m (35 in. lbs.) torque. cover screws to 4 N·m (35 in. lbs.) torque.


BOOST VALVE TUBE AND BRACE
(1) Position valve body assembly so lower housing
is facing upward (Fig. 81).
(2) Lubricate tube ends and housing ports with
transmission fluid or petroleum jelly.
(3) Start tube in lower housing port first. Then
swing tube downward and work opposite end of tube
into upper housing port (Fig. 81).
(4) Insert and seat each end of tube in housings.
(5) Slide tube brace under tube and into alignment
with valve body screw holes (Fig. 82).
(6) Install and finger tighten three screws that
secure tube brace to valve body housings (Fig. 82).
(7) Bend tube brace tabs up and against tube to
hold it in position (Fig. 83).
(8) Tighten all valve body housing screws to 4 N·m
(35 in. lbs.) torque after tube and brace are installed. Fig. 83 Securing Boost Valve Tube With Brace Tabs
Tighten screws in diagonal pattern starting at center 3-4 ACCUMULATOR
and working outward. (1) Position converter clutch valve and 3-4 shift
valve springs in housing (Fig. 84).
(2) Loosely attach accumulator housing with right-
side screw (Fig. 84). Install only one screw at this
time as accumulator must be free to pivot upward for
ease of installation.
(3) Install 3-4 shift valve and spring.
(4) Install converter clutch timing valve and
spring.
(5) Position plug on end of converter clutch valve
spring. Then compress and hold springs and plug in
place with fingers of one hand.
(6) Swing accumulator housing upward over valve
springs and plug.
(7) Hold accumulator housing firmly in place and
install remaining two attaching screws. Be sure
springs and clutch valve plug are properly seated
Fig. 81 Boost Valve Tube (Fig. 85). Tighten screws to 4 N·m (35 in. lbs.).
VALVE BODY FINAL

(1) Install boost valve, valve spring, retainer and
cover plate. Tighten cover plate screws to 4 N·m (35
in. lbs.) torque.
(2) Insert manual lever detent spring in upper
housing.
(3) Position detent ball on end of spring. Then hold
detent ball and spring in detent housing with
Retainer Tool 6583 (Fig. 86).
(4) Install throttle lever in upper housing. Then
install manual lever over throttle lever and start
manual lever into housing.
(5) Align manual lever with detent ball and man-
ual valve. Hold throttle lever upward. Then press
down on manual lever until fully seated. Remove
Fig. 82 Boost Valve Tube And Brace detent ball retainer tool after lever is seated.
(6) Then install manual lever seal, washer and
E-clip.
bracket are properly aligned. Then tighten all three
bracket screws to 4 N·m (35 in. lbs.) torque.
(17) Lubricate solenoid case connector O-rings and
shaft of manual lever with light coat of petroleum
jelly.
(18) Obtain new fluid filter for valve body but do
not install filter at this time.
(19) If line pressure and/or throttle pressure
adjustment screw settings were not disturbed, con-
tinue with overhaul or reassembly. However, if
adjustment screw settings were moved or changed,
readjust as described in Valve Body Control Pressure
Adjustment procedure.
(20) Attach solenoid case connector to 3-4 accumu-
lator with shoulder-type screw. Connector has small
locating tang that fits in dimple at top of accumula-
tor housing (Fig. 88). Seat tang in dimple before
tightening connector screw.
(21) Install solenoid assembly and gasket. Tighten
Fig. 84 Converter Clutch And 3-4 Shift Valve solenoid attaching screws to 8 N·m (72 in. lbs.)
Springs torque.
(22) Verify that solenoid wire harness is properly
routed (Fig. 89). Solenoid harness must be clear
of manual lever and park rod and not be
pinched between accumulator housing and
cover.
Fig. 85 Seating 3-4 Accumulator On Lower Housing

(7) Verify that throttle lever is aligned with end of
kickdown valve stem and that manual lever arm is
engaged in manual valve (Fig. 87).
(8) Position line pressure adjusting screw in Fig. 86 Detent Ball Spring
adjusting screw bracket.
(9) Install spring on end of line pressure regulator GOVERNOR BODY, SENSOR AND SOLENOID
valve. (1) Turn valve body assembly over so accumulator
(10) Install switch valve spring on tang at end of side of transfer plate is facing down.
adjusting screw bracket. (2) Install new O-rings on governor pressure sole-
(11) Install manual valve. noid and sensor.
(12) Install throttle valve and spring. (3) Lubricate solenoid and sensor O-rings with
(13) Install kickdown valve and detent. clean transmission fluid.
(14) Install pressure regulator valve. (4) Install governor pressure sensor in governor
(15) Install switch valve. body. Then secure sensor with M-shaped retaining
(16) Position adjusting screw bracket on valve clip.
body. Align valve springs and press bracket into (5) Install governor pressure solenoid in governor
place. Install short, upper bracket screws first and body. Push solenoid in until it snaps into place in
long bottom screw last. Verify that valve springs and body.
(6) Position governor body gasket on transfer
plate.
(7) Install retainer plate on governor body and
around solenoid. Be sure solenoid connector is posi-
tioned in retainer cutout.
(8) Align screw holes in governor body and trans-
fer plate. Then install and tighten governor body
screws to 4 N·m (35 in. lbs.) torque.
(9) Connect harness wires to governor pressure
solenoid and governor pressure sensor.
(10) Perform Line Pressure and Throttle Pressure
adjustments. Refer to adjustment section of this
group for proper procedures.
(11) Install fluid filter and pan.
(12) Lower vehicle.
(13) Fill transmission with recommended fluid and
Fig. 87 Manual And Throttle Lever Alignment road test vehicle to verify repair.
TRANSMISSION
DISASSEMBLY
(1) Clean transmission exterior with steam gun or
with solvent. Wear eye protection during cleaning
operations.
(2) Place transmission in a vertical position.
(3) Measure and record input shaft end play readings.
(4) Remove shift and throttle levers from valve
body manual lever shaft.
(5) Place transmission in horizontal position.
(7) Remove filter from valve body (Fig. 90). Keep fil-
ter screws separate from other valve body screws. Filter
screws are longer and should be kept with filter.

Bolt
Fig. 90 Oil Filter Removal

(8) Remove park/neutral position switch.
(9) Remove hex head bolts attaching valve body to
transmission case (Fig. 91). A total of 10 bolts are used.
Note different bolt lengths for assembly reference.
Fig. 89 Solenoid Harness Routing

(10) Remove valve body assembly. Push valve body
harness connector out of case. Then work park rod
and valve body out of case (Fig. 92).
(11) Remove accumulator piston and inner and
outer springs (Fig. 93).
(12) Remove pump oil seal with suitable pry tool
or slide-hammer mounted screw.
Fig. 93 Accumulator Piston And Springs

(13) Loosen front band adjusting screw locknut 4-5
turns. Then tighten band adjusting screw until band
is tight around front clutch retainer. This prevents
front/rear clutches from coming out with pump and
possibly damaging clutch or pump components.
(14) Remove oil pump bolts.
(15) Thread bolts of Slide Hammer Tools C-3752
into threaded holes in pump body flange (Fig. 94).
(16) Bump slide hammer weights outward to
remove pump and reaction shaft support assembly
from case (Fig. 94).
Fig. 91 Valve Body Bolt Locations
Fig. 94 Removing Oil Pump And Reaction Shaft

Support Assembly
(17) Loosen front band adjusting screw until band
is completely loose.
(18) Squeeze front band together and remove band
strut (Fig. 95).
(19) Remove front band lever (Fig. 96).
(20) Remove front band lever shaft plug, if neces-
sary, from converter housing.
(21) Remove front band lever shaft.
(22) Remove front and rear clutch units as assem-
Fig. 92 Valve Body Removal bly. Grasp input shaft, hold clutch units together and
remove them from case (Fig. 97).
(23) Lift front clutch off rear clutch (Fig. 98). Set
clutch units aside for overhaul.
Fig. 95 Removing/Installing Front Band Strut
Fig. 98 Separating Front/Rear Clutch Assemblies

(24) Remove intermediate shaft thrust washer
from front end of shaft or from rear clutch hub (Fig.
99).
(25) Remove output shaft thrust plate from inter-
mediate shaft hub (Fig. 100).
(26) Slide front band off driving shell (Fig. 101)
and remove band from case.
Fig. 96 Removing/Installing Front Band Lever
Fig. 99 Removing Intermediate Shaft Thrust Washer

Fig. 97 Removing Front/Rear Clutch Assemblies
Fig. 100 Removing Intermediate Shaft Thrust Plate
Fig. 102 Removing Planetary Geartrain And

Intermediate Shaft Assembly
Fig. 101 Front Band Removal/Installation

(27) Remove planetary geartrain as assembly (Fig.
102). Support geartrain with both hands during
removal. Do not allow machined surfaces on interme-
diate shaft or overdrive piston retainer to become
nicked or scratched.
(28) If overdrive unit is not to be serviced, install Fig. 103 Removing Low-Reverse Drum Snap Ring
Alignment Shaft 6227-2 into the overdrive unit to
(33) Compress front servo rod guide about 1/8 inch
prevent misalignment of the overdrive clutches dur-
with Valve Spring Compressor C-3422-B (Fig. 105).
ing service of main transmission components.
(34) Remove front servo rod guide snap ring.
(29) Loosen rear band adjusting screw 4-5 turns.
Exercise caution when removing snap ring.
(30) Remove low-reverse drum snap ring (Fig.
Servo bore can be scratched or nicked if care is
103).
not exercised.
(31) Remove low-reverse drum and reverse band.
(35) Remove compressor tools and remove front
(32) Remove overrunning clutch roller and spring
servo rod guide, spring and servo piston.
assembly as a unit (Fig. 104).
Fig. 104 Overrunning Clutch Assembly Removal
Fig. 106 Compressing Rear Servo Spring

Shop towels used for wiping off tools and hands
must be made from lint free material. Lint will stick
to transmission parts and could interfere with valve
operation, or even restrict fluid passages.
Lubricate the transmission components with
Mopart transmission fluid during reassembly. Use
Mopart Door Ease, or Ru-Glyde on seals and O-rings
to ease installation.
Petroleum jelly can also be used to hold thrust
washers, thrust plates and gaskets in position during
assembly. However, do not use chassis grease, bear-
Fig. 105 Compressing Front Servo Rod Guide ing grease, white grease, or similar lubricants on any
(36) Compress rear servo spring retainer about transmission part. These types of lubricants can
1/16 inch with Valve Spring Compressor C-3422-B eventually block or restrict fluid passages and inter-
(Fig. 106). fere with valve operation. Use petroleum jelly only.
(37) Remove rear servo spring retainer snap ring. Do not force parts into place. The transmission
Then remove compressor tools and remove rear servo components and subassemblies are easily installed by
spring and piston. hand when properly aligned.
(38) Inspect transmission components. If a part seems extremely difficult to install, it is
either misaligned or incorrectly assembled. Also ver-
NOTE: TO SERVICE THE OVERRUNNING CLUTCH ify that thrust washers, thrust plates and seal rings
CAM OR OVERDRIVE PISTON RETAINER, REFER are correctly positioned before assembly. These parts
TO OVERRUNNING CLUTCH CAM SERVICE IN THIS can interfere with proper assembly if mis-positioned.
SECTION. The planetary geartrain, front/rear clutch assem-
blies and oil pump are all much easier to install
when the transmission case is upright.
ASSEMBLY (1) Install rear servo piston, spring and retainer
Do not allow dirt, grease, or foreign material to (Fig. 107). Install spring on top of servo piston and
enter the case or transmission components during install retainer on top of spring.
assembly. Keep the transmission case and compo- (2) Install front servo piston assembly, servo
nents clean. Also make sure the tools and workbench spring and rod guide (Fig. 108).
area used for assembly operations are equally clean.
(3) Compress front/rear servo springs with Valve
Spring Compressor C-3422-B and install each servo
snap ring (Fig. 109).
Fig. 109 Compressing Front/Rear Servo Springs

Fig. 107 Rear Servo Components
Fig. 108 Front Servo Components

(4) Lubricate clutch cam rollers with transmission
fluid.
(5) Install rear band in case (Fig. 110). Be sure
twin lugs on band are seated against reaction pin.
(6) Install low-reverse drum and check overrun- Fig. 110 Rear Band Installation
ning clutch operation as follows: in counterclockwise direction (as viewed
(a) Lubricate overrunning clutch race (on drum from front of case).
hub) with transmission fluid. (7) Install snap ring that secures low-reverse drum
(b) Guide drum through rear band. to hub of overdrive piston retainer (Fig. 112).
(c) Tilt drum slightly and start race (on drum (8) Install rear band lever and pivot pin (Fig. 113).
hub) into overrunning clutch rollers. Align lever with pin bores in case and push pivot pin
(d) Press drum rearward and turn it in clock- into place.
wise direction until drum seats in overrunning (9) Install planetary geartrain assembly (Fig. 114).
clutch (Fig. 111). (10) Install thrust plate on intermediate shaft hub
(e) Turn drum back and forth. Drum should (Fig. 115). Use petroleum jelly to hold thrust plate in
rotate freely in clockwise direction and lock place.
Fig. 111 Installing Low-Reverse Drum
Fig. 114 Installing Planetary Geartrain

(11) Check seal ring on rear clutch retainer hub
and seal rings on input shaft (Fig. 116). Also verify
that shaft seal rings are installed in sequence shown.
(12) Install rear clutch thrust washer (Fig. 117).
Use additional petroleum jelly to hold washer in
Fig. 112 Installing Low-Reverse Drum Retaining

Snap Ring
Fig. 115 Installing Intermediate Shaft Thrust Plate

place if necessary.
(13) Align clutch discs in front clutch and install
front clutch on rear clutch (Fig. 118). Rotate front
clutch retainer back and forth until completely
seated on rear clutch retainer.
(14) Coat intermediate shaft thrust washer with
petroleum jelly. Then install washer in rear clutch
hub (Fig. 119). Use enough petroleum jelly to hold
Fig. 113 Rear Band Lever And Pivot Pin Installation
Fig. 116 Input Shaft Seal Ring Location
Fig. 119 Installing Intermediate Shaft Thrust Plate

(15) Align drive teeth on rear clutch discs with
small screwdriver (Fig. 120). This makes installation
on front planetary easier.
(16) Raise front end of transmission upward as far
as possible and support case with wood blocks. Front/
rear clutch and oil pump assemblies are easier to
install if transmission is as close to upright position
as possible.
Fig. 117 Installing Rear Clutch Thrust Washer (17) Slide front band into case.
(18) Install front and rear clutch units as assembly
washer in place. Be sure grooved side of washer (Fig. 121). Align rear clutch with front annulus gear
faces rearward (toward output shaft) as shown. and install assembly in driving shell. Be sure out-
Also note that washer only fits one way in put shaft thrust washer and thrust plate are
clutch hub. Note thickness of this washer. It is a not displaced during installation.
select fit part and is used to control transmission end (19) Carefully work assembled clutches back and
play. forth to engage and seat rear clutch discs on front
annulus gear. Also be sure front clutch drive lugs are
fully engaged in slots of driving shell after installa-
tion.
(20) Assemble front band strut.
(21) Install front band adjuster, strut and adjust-
ing screw (Fig. 122).
(22) Tighten band adjusting screw until band just
grips clutch retainer. Verify that front/rear clutches
are still seated before continuing.
(23) Check seal rings on reaction shaft support
hub. Verify that seal rings are hooked together and
that front clutch thrust washer is properly positioned
(Fig. 123). Use petroleum jelly to hold thrust washer
in place if necessary.
(24) Lubricate oil pump body seal with petroleum
jelly. Lubricate pump shaft seal lip with petroleum
Fig. 118 Assembling Front And Rear Clutch Units
jelly.
(25) Thread two Pilot Stud Tools C-3288-B into
bolt holes in oil pump bore flange (Fig. 124).
(26) Align and install oil pump gasket (Fig. 124).
Fig. 120 Aligning Rear Clutch Disc Lugs
Fig. 123 Reaction Shaft Support Seal Rings And

Front Clutch Thrust Washer
Fig. 121 Installing Front/Rear Clutch Assemblies
Fig. 124 Installing Pilot Studs And Oil Pump Gasket

(27) Install oil pump (Fig. 125). Align and position
pump on pilot studs. Slide pump down studs and
work it into front clutch hub and case by hand. Then
install 2 or 3 pump bolts to hold pump in place.
(28) Remove pilot stud tools and install remaining
oil pump bolts. Tighten bolts alternately in diagonal
pattern to 20 N·m (15 ft. lbs.).
(29) Measure and if necessary, correct input shaft
end play as follows (Fig. 126):
(a) Attach dial indicator to converter housing.
(b) Position indicator plunger against input
shaft and zero indicator.
Fig. 122 Front Band Linkage Installation (c) Move input shaft in and out and record read-
ing. End play should be 0.56 - 2.31 mm (0.022 -
Fig. 125 Installing Oil Pump Assembly In Case

0.091 in.). Proceed to next step if end play is not
within specified limits. Fig. 127 Accumulator Piston And Springs
(d) Intermediate shaft thrust washer (in hub of
rear clutch retainer) controls end play. Washer is a fully seated in case. Also be sure valve body wiring
select fit part and can be changed to adjust end is not pinched or kinked.
play. If end play turns out to be incorrect, remove (c) Install and start all valve body attaching
oil pump, and clutches. Then install thinner/ bolts by hand. Then tighten bolts evenly, in a diag-
thicker thrust washer as necessary. onal pattern to 12 N·m (105 in. lbs.) torque. Do
not overtighten valve body bolts. This could
result in distortion and cross leakage after
installation..

in the pawl and has not displaced into the cavity.
(33) Install new filter on valve body. Tighten filter

screws to 4 N·m (35 in. lbs.).
(34) Adjust front and rear bands.
(35) Install seal on park/neutral position switch
(Fig. 128). Then install and tighten switch to 34 N·m
(25 ft. lbs.).
Fig. 126 Measuring Input Shaft End Play

(30) Install accumulator piston and inner and
outer springs (Fig. 127).
(31) Verify that valve body solenoid harness is
secured in 3-4 accumulator housing cover plate.
(32) Install valve body as follows:
(a) Align and carefully insert park rod into pawl.
Rod will make click noise as it enters pawl. Move
rod slightly to check engagement. Fig. 128 Park/Neutral Position Switch Seal Position
(b) Align and seat valve body on case. Be sure
(36) Install magnet in oil pan. Magnet goes on
manual lever shaft and overdrive connector are
small protrusion at corner of pan.
(37) Position new oil pan gasket on case and install
oil pan. Tighten pan bolts to 17 N·m (13 ft. lbs.).
(38) Install new valve body manual shaft seal in
case (Fig. 129). Lubricate seal lip and manual shaft
with petroleum jelly. Start seal over shaft and into
case. Seat seal with 15/16 inch, deep well socket.
Fig. 130 Overdrive Piston Removal
Fig. 129 Installing Manual Lever Shaft Seal

(39) Install throttle valve and shift selector levers
on valve body manual lever shaft.
OVERRUNNING CLUTCH CAM/OVERDRIVE PISTON

RETAINER
DISASSEMBLY
NOTE: TO SERVICE THE OVERRUNNING CLUTCH
CAM AND THE OVERDRIVE PISTON RETAINER, THE
TRANSMISSION GEARTRAIN AND OVERDRIVE UNIT
MUST BE REMOVED FROM THE TRANSMISSION.
(1) Remove the overdrive piston (Fig. 130). Fig. 131 Overrunning Clutch Cam Removal
(2) Remove the overdrive piston retainer bolts.
(3) Remove overdrive piston retainer.
(4) Remove case gasket.
(5) Mark the position of the overrunning clutch
cam in the case (Fig. 131).
(6) Remove the overrunning clutch cam bolts.
(7) Remove the overrunning clutch cam.
ASSEMBLY
(1) Examine bolt holes in overrunning clutch cam.
Note that one hole is not threaded (Fig. 132). This
hole must align with blank area in clutch cam bolt
circle (Fig. 133). Mark hole location on clutch cam
and blank area in case with grease pencil, paint
stripe, or scribe mark for assembly reference.
(2) Mark location of non-threaded hole in clutch
cam and blank area in bolt circle with grease pencil.
(3) Align and install overrunning clutch and cam Fig. 132 Location Of Non-Threaded Hole In Clutch
in case (Fig. 134). Be sure cam is correctly Cam
installed. Bolt holes in cam are slightly counter-
sunk on one side. Be sure this side of cam faces
rearward (toward piston retainer).
Fig. 133 Location Of Blank Area In Clutch Cam Bolt

Circle
Fig. 135 Installing/Aligning Case Gasket
Fig. 134 Overrunning Clutch Installation

(4) Verify that non-threaded hole in clutch cam is
properly aligned. Check alignment by threading a
bolt into each bolt hole. Adjust clutch cam position if
necessary.
(5) Install and tighten overrunning clutch cam
bolts to 17 N·m (13 ft. lbs.) torque. Note that clutch
cam bolts are shorter than piston retainer bolts.
(6) Install new gasket at rear of transmission case.
Use petroleum jelly to hold gasket in place. Be sure
to align governor feed holes in gasket with feed pas-
sages in case (Fig. 135). Also install gasket before Fig. 136 Aligning Overdrive Piston Retainer
overdrive piston retainer. Center hole in gasket is (10) Position Guide Ring 8114-1 on outer edge of
smaller than retainer and cannot be installed over overdrive piston retainer.
retainer. (11) Position Seal Guide 8114-2 on inner edge of
(7) Position overdrive piston retainer on transmis- overdrive piston retainer.
sion case and align bolt holes in retainer, gasket and (12) Install overdrive piston in overdrive piston
case (Fig. 136). Then install and tighten retainer retainer by: aligning locating lugs on overdrive piston
bolts to 17 N·m (13 ft. lbs.) torque. to the two mating holes in retainer.
(8) Install new seals on over drive piston. (a) Aligning locating lugs on overdrive piston to
(9) Stand transmission case upright on bellhous- the two mating holes in retainer.
ing.
(b) Lubricate overdrive piston seals with Mopart ASSEMBLY
Door Ease, or equivalent. (1) Lubricate piston and guide seals with petro-
(c) Install piston over Seal Guide 8114–2 and leum jelly. Lubricate other servo parts with Mopart
inside Guide Ring 8114–1. ATF Plus 3, Type 7176, transmission fluid.
(d) Push overdrive piston into position in (2) Install new seal ring on servo piston.
retainer. (3) Assemble piston, plug, spring and new snap
(e) Verify that the locating lugs entered the lug ring.
bores in the retainer. (4) Lubricate piston seal lip with petroleum jelly.
NOTE: INSTALL THE REMAINING TRANSMISSION

COMPONENTS AND OVERDRIVE UNIT.
FRONT SERVO PISTON

DISASSEMBLY
(1) Remove seal ring from rod guide (Fig. 137).
(2) Remove small snap ring from servo piston rod.
Then remove piston rod, spring and washer from pis-
ton.
(3) Remove and discard servo component O-ring Fig. 138 Rear Servo Components
and seal rings. OIL PUMP AND REACTION SHAFT SUPPORT
ASSEMBLY DISASSEMBLY
Clean and inspect front servo components. (1) Remove seal ring from housing and reaction
(1) Lubricate new O-ring and seal rings with shaft support (Fig. 139).
petroleum jelly and install them on piston, guide and (2) Mark pump housing and support assembly for
rod. alignment reference.
(2) Install rod in piston. Install spring and washer (3) Remove bolts attaching pump body to support
on rod. Compress spring and install snap ring (Fig. (Fig. 140).
137).
(3) Set servo components aside for installation dur-
ing transmission reassembly.
Fig. 139 Removing Pump Seal Ring

(4) Separate support from pump housing (Fig.
141).
(5) Remove inner and outer gears from reaction
shaft support (Fig. 142).
(6) If pump seal was not removed during transmis-
sion disassembly, remove seal with punch and ham-
Fig. 137 Front Servo mer.
REAR SERVO PISTON (7) Remove front clutch thrust washer from sup-
port hub (Fig. 143).
DISASSEMBLY
(1) Remove small snap ring and remove plug and
spring from servo piston (Fig. 138).
(2) Remove and discard servo piston seal ring.
Fig. 140 Pump Support Bolts Fig. 143 Support Hub Thrust Washer
Fig. 141 Separating Pump Housing From Reaction

Shaft Support
Fig. 144 Removing Oil Pump Bushing
Fig. 142 Pump Gear Removal

OIL PUMP BUSHING REPLACEMENT
(1) Remove pump bushing with Tool Handle
C-4171 and Bushing Remover SP-3551 from Tool Set
C-3887-J (Fig. 144).
(2) Install new pump bushing with Tool Handle
C-4171 and Bushing Installer SP-5117 (Fig. 144).
Bushing should be flush with pump housing bore.
(3) Stake new pump bushing in two places with
blunt punch (Fig. 145). Remove burrs from stake
points with knife blade afterward.
Fig. 145 Staking Oil Pump Bushing

REACTION SHAFT SUPPORT BUSHING REMOVAL
(1) Assemble Bushing Remover Tools SP-1191,
3633 and 5324 (Fig. 146). Do not clamp any part
of reaction shaft or support in vise.
(2) Hold Cup Tool SP-3633 firmly against reaction
shaft and thread remover SP-5324 into bushing as
far as possible by hand. Then thread remover tool 3-4
additional turns into bushing with a wrench.
(3) Turn remover tool hex nut down against
remover cup to pull bushing from shaft. Clean all
chips from shaft after bushing removal.
(4) Lightly grip old bushing in vise or with pliers
and back remover tool out of bushing.
(5) Assemble Bushing Installer Tools C-4171 and
SP-5325 (Fig. 146).
(6) Slide new bushing onto Installer Tool SP-5325.
(7) Position reaction shaft support upright on a Fig. 147 Supporting Pump And Installing Outer Gear
clean smooth surface.
(8) Align bushing in bore. Then tap bushing into
place until Bushing Installer SP-5325 bottoms.
(9) Clean reaction shaft support thoroughly after
installing bushing.
Fig. 148 Pump Inner Gear Installation

(6) Install new thrust washer on hub of reaction
shaft support. Lubricate washer with transmission
fluid or petroleum jelly.
(7) If reaction shaft seal rings are being replaced,
Fig. 146 Replacing Reaction Shaft Support Bushing install new seal rings on support hub (Fig. 149).
ASSEMBLY Lubricate seal rings with transmission fluid or petro-
(1) Lubricate gear bore in pump housing with leum jelly after installation. Squeeze each ring until
transmission fluid. ring ends are securely hooked together.
(2) Lubricate pump gears with transmission fluid.
(3) Support pump housing on wood blocks (Fig. CAUTION: The reaction shaft support seal rings
147). will break if overspread, or twisted. If new rings are
(4) Install outer gear in pump housing (Fig. 147). being installed, spread them only enough for instal-
Gear can be installed either way (it is not a one-way lation. Also be very sure the ring ends are securely
fit). hooked together after installation. Otherwise, the
(5) Install pump inner gear (Fig. 148). rings will either prevent pump installation, or break
during installation.
CAUTION: The pump inner gear is a one way fit.
The bore on one side of the gear inside diameter (8) Install reaction shaft support on pump housing
(I.D.) is chamfered. Be sure the chamfered side (Fig. 150).
faces forward (to front of pump). (9) Align reaction support on pump housing. Use
alignment marks made at disassembly. Or, rotate
Fig. 149 Hub Seal Ring Position

Fig. 151 Pump Oil Seal Installation
DISASSEMBLY
(1) Remove waved snap ring and remove pressure
plate, clutch plates and clutch discs (Fig. 152).
(2) Compress clutch piston spring with Compressor
Tool C-3575-A (Fig. 153). Be sure legs of tool are
seated squarely on spring retainer before compress-
ing spring.
(3) Remove retainer snap ring and remove com-
pressor tool.
(4) Remove spring retainer and clutch spring. Note
Fig. 150 Assembling Reaction Shaft Support And position of retainer on spring for assembly reference.
Pump Housing (5) Remove clutch piston from clutch retainer.
Remove piston by rotating it up and out of retainer.
support until bolt holes in support and pump housing (6) Remove seals from clutch piston and clutch
are all aligned (holes are offset for one-way fit). retainer hub. Discard both seals as they are not reus-
(10) Install all bolts that attach support to pump able.
housing. Then tighten bolts finger tight.
(11) Tighten support-to-pump bolts to required ASSEMBLY
torque as follows: (1) Soak clutch discs in transmission fluid while
(a) Reverse pump assembly and install it in assembling other clutch parts.
transmission case. Position pump so bolts are fac- (2) Install new seals on piston and in hub of
ing out and are accessible. retainer. Be sure lip of each seal faces interior of
(b) Secure pump assembly in case with 2 or 3 clutch retainer.
bolts, or with pilot studs. (3) Lubricate lips of piston and retainer seals with
(c) Tighten support-to-pump bolts to 20 N·m (15 liberal quantity of Mopart Door Ease. Then lubricate
ft. lbs.). retainer hub, bore and piston with light coat of trans-
(d) Remove pump assembly from transmission mission fluid.
case. (4) Install clutch piston in retainer (Fig. 154). Use
(12) Install new oil seal in pump with Special Tool twisting motion to seat piston in bottom of retainer.
C-4193 and Tool Handle C-4171 (Fig. 151). Be sure
seal lip faces inward. CAUTION: Never push the clutch piston straight
(13) Install new seal ring around pump housing. in. This will fold the seals over causing leakage and
Be sure seal is properly seated in groove. clutch slip.
(14) Lubricate lip of pump oil seal and O-ring seal
with transmission fluid. (5) Position spring in clutch piston (Fig. 155).
(6) Position spring retainer on top of piston spring
FRONT CLUTCH (Fig. 156). Make sure retainer is properly
installed. Small raised tabs should be facing
NOTE: The 42RE transmission uses four plates and upward. Semicircular lugs on underside of
discs for the front clutch. The 44RE uses five plates retainer are for positioning retainer in spring.
and discs for the front clutch. The front clutch retainer
is not interchangeable between these transmissions.
Fig. 152 42RE Front Clutch Components
Fig. 154 Front Clutch Piston Installation

plates in a 42RE transmission. In a 44RE transmis-
sion 5 discs and plates are used.
Fig. 153 Compressing Front Clutch Piston Spring (9) Install pressure plate and waved snap ring
(7) Compress piston spring and retainer with Com- (Fig. 152).
pressor Tool C-3575-A (Fig. 153). Then install new Front clutch clearance specifications for the 42RE
snap ring to secure spring retainer and spring. and 44RE transmission are the same.
(8) Install clutch plates and discs (Fig. 152). Clearance should be 1.70 to 3.40 mm (0.067 to
Install steel plate then disc until all plates and discs 0.134 in.). If clearance is incorrect, clutch discs,
are installed. The front clutch uses 4 clutch discs and plates, pressure plates and snap ring may have to be
changed.
shaft into retainer. Use a suitably sized press tool to
support retainer as close to input shaft as possible.
(4) Install input shaft snap-ring (Fig. 158).
(5) Invert retainer and press input shaft in oppo-
site direction until snap-ring is seated.
(6) Install new seals on clutch piston. Be sure lip
of each seal faces interior of clutch retainer.
(7) Lubricate lip of piston seals with generous
quantity of Mopart Door Ease. Then lubricate
retainer hub and bore with light coat of transmission
fluid.
(8) Install clutch piston in retainer. Use twisting
Fig. 155 Clutch Piston Spring Installation motion to seat piston in bottom of retainer. A thin
strip of plastic (about 0.0209 thick), can be used to
guide seals into place if necessary.
CAUTION: Never push the clutch piston straight

in. This will fold the seals over causing leakage and
clutch slip. In addition, never use any type of metal
tool to help ease the piston seals into place. Metal
tools will cut, shave, or score the seals.
(9) Install piston spring in retainer and on top of

piston (Fig. 162). Concave side of spring faces down-
ward (toward piston).
Fig. 156 Correct Spring Retainer Installed Position (10) Install wave spring in retainer (Fig. 162). Be
REAR CLUTCH sure spring is completely seated in retainer groove.
(11) Install bottom pressure plate (Fig. 157).
DISASSEMBLY Ridged side of plate faces downward (toward piston)
(1) Remove fiber thrust washer from forward side and flat side toward clutch pack.
of clutch retainer. (12) Install first clutch disc in retainer on top of
(2) Remove input shaft front/rear seal rings. bottom pressure plate. Then install a clutch plate fol-
(3) Remove selective clutch pack snap ring (Fig. lowed by a clutch disc until entire clutch pack is
157). installed (4 discs and 3 plates are required) (Fig.
(4) Remove top pressure plate, clutch discs, steel 157).
plates, bottom pressure plate and wave snap ring (13) Install top pressure plate.
and wave spring (Fig. 157). (14) Install selective snap ring. Be sure snap ring
(5) Remove clutch piston with rotating motion. is fully seated in retainer groove.
(6) Remove and discard piston seals. (15) Using a suitable gauge bar and dial indicator,
(7) Remove input shaft snap-ring (Fig. 158). It measure clutch pack clearance (Fig. 163).
may be necessary to press the input shaft in slightly (a) Position gauge bar across the clutch drum
to relieve tension on the snap-ring with the dial indicator pointer on the pressure
(8) Press input shaft out of retainer with shop plate (Fig. 163).
press and suitable size press tool. Use a suitably (b) Using two small screw drivers, lift the pres-
sized press tool to support the retainer as close to the sure plate and release it.
input shaft as possible. (c) Zero the dial indicator.
(d) Lift the pressure plate until it contacts the
ASSEMBLY snap-ring and record the dial indicator reading.
(1) Soak clutch discs in transmission fluid while Clearance should be 0.64 - 1.14 mm (0.025 - 0.045
assembling other clutch parts. in.). If clearance is incorrect, steel plates, discs, selec-
(2) Install new seal rings on clutch retainer hub tive snap ring and pressure plates may have to be
and input shaft if necessary (Fig. 159). changed.
(a) Be sure clutch hub seal ring is fully seated in The selective snap ring thicknesses are:
groove and is not twisted. • .107–.109 in.
(3) Lubricate splined end of input shaft and clutch • .098–.100 in.
retainer with transmission fluid. Then press input • .095–.097 in.
• .083–.085 in.
Fig. 157 Rear Clutch Components
Fig. 158 Removing/Installing Input Shaft Snap-Ring

• .076–.078 in.
• .071–.073 in.
• .060–.062 in.
(16) Coat rear clutch thrust washer with petro- Fig. 159 Rear Clutch Retainer And Input Shaft Seal
leum jelly and install washer over input shaft and Ring Installation
into clutch retainer (Fig. 164). Use enough petroleum
PLANETARY GEARTRAIN/OUTPUT SHAFT
jelly to hold washer in place.
(17) Set rear clutch aside for installation during DISASSEMBLY
final assembly. (1) Remove planetary snap ring (Fig. 165).
Fig. 162 Piston Spring/Wave Spring Position
Fig. 160 Input Shaft Seal Ring Identification
Fig. 163 Checking Rear Clutch Pack Clearance
Fig. 161 Pressing Input Shaft Into Rear Clutch

Retainer
(2) Remove front annulus and planetary assembly
from driving shell (Fig. 165).
(3) Remove snap ring that retains front planetary
gear in annulus gear (Fig. 166). Fig. 164 Installing Rear Clutch Thrust Washer
(4) Remove tabbed thrust washer and tabbed (6) Remove front planetary gear front thrust
thrust plate from hub of front annulus (Fig. 167). washer from annulus gear hub.
(5) Separate front annulus and planetary gears (7) Separate and remove driving shell, rear plane-
(Fig. 167). tary and rear annulus from output shaft (Fig. 168).
(8) Remove front planetary rear thrust washer
from driving shell.
(9) Remove tabbed thrust washers from rear plan-
etary gear.
(10) Remove lock ring that retains sun gear in
driving shell. Then remove sun gear, spacer and
thrust plates.
Fig. 167 Front Planetary And Annulus Gear

Disassembly
Fig. 165 Front Annulus And Planetary Assembly

Removal
Fig. 168 Removing Driving Shell, Rear Planetary

And Rear Annulus
(6) Install front thrust washer on rear planetary
Fig. 166 Front Planetary Snap Ring Removal
gear (Fig. 171). Use enough petroleum jelly to hold
ASSEMBLY washer on gear. Be sure all four washer tabs are
(1) Lubricate output shaft and planetary compo- seated in slots.
nents with transmission fluid. Use petroleum jelly to (7) Install spacer on sun gear (Fig. 172).
lubricate and hold thrust washers and plates in posi- (8) Install thrust plate on sun gear (Fig. 173). Note
tion. that driving shell thrust plates are interchangeable.
(2) Assemble rear annulus gear and support if dis- Use either plate on sun gear and at front/rear of
assembled. Be sure support snap ring is seated and shell.
that shoulder-side of support faces rearward (Fig. (9) Hold sun gear in place and install thrust plate
169). over sun gear at rear of driving shell (Fig. 174).
(3) Install rear thrust washer on rear planetary (10) Position wood block on bench and support sun
gear. Use enough petroleum jelly to hold washer in gear on block (Fig. 175). This makes it easier to align
place. Also be sure all four washer tabs are properly and install sun gear lock ring. Keep wood block
engaged in gear slots. handy as it will also be used for geartrain end play
(4) Install rear annulus over and onto rear plane- check.
tary gear (Fig. 169). (11) Align rear thrust plate on driving shell and
(5) Install assembled rear planetary and annulus install sun gear lock ring. Be sure ring is fully seated
gear on output shaft (Fig. 170). Verify that assembly in sun gear ring groove (Fig. 176).
is fully seated on shaft.
Fig. 169 Assembling Rear Annulus And Planetary Fig. 172 Installing Spacer On Sun Gear
Gear
Fig. 173 Installing Driving Shell Front Thrust Plate

Fig. 170 Installing Rear Annulus And Planetary On On Sun Gear
Output Shaft
(12) Install assembled driving shell and sun gear
on output shaft (Fig. 177).
(13) Install rear thrust washer on front planetary
gear (Fig. 178). Use enough petroleum jelly to hold
washer in place and be sure all four washer tabs are
seated.
(14) Install front planetary gear on output shaft
and in driving shell (Fig. 179).
(15) Install front thrust washer on front planetary
gear. Use enough petroleum jelly to hold washer in
place and be sure all four washer tabs are seated.
(16) Assemble front annulus gear and support, if
necessary. Be sure support snap ring is seated.
(17) Install front annulus on front planetary (Fig.
179).
(18) Position thrust plate on front annulus gear
support (Fig. 180). Note that plate has two tabs
Fig. 171 Installing Rear Planetary Front Thrust
on it. These tabs fit in notches of annulus hub.
Washer
Fig. 174 Installing Driving Shell Rear Thrust Plate Fig. 177 Installing Assembled Sun Gear And Driving
Shell On Output Shaft
Fig. 175 Supporting Sun Gear On Wood Block

Fig. 178 Installing Rear Thrust Washer On Front
Planetary Gear
(20) Install front annulus snap ring (Fig. 182). Use
snap ring pliers to avoid distorting ring during
installation. Also be sure ring is fully seated.
(21) Install planetary selective snap ring with
snap ring pliers (Fig. 183). Be sure ring is fully
seated.
(22) Turn planetary geartrain assembly over so
driving shell is facing workbench. Then support
geartrain on wood block positioned under forward
end of output shaft. This allows geartrain compo-
nents to move forward for accurate end play check.
(23) Check planetary geartrain end play with
feeler gauge (Fig. 184). Gauge goes between shoulder
on output shaft and end of rear annulus support.
(24) Geartrain end play should be 0.12 to 1.22 mm
Fig. 176 Installing Sun Gear Lock Ring
(0.005 to 0.048 in.). If end play is incorrect, snap ring
(19) Install thrust washer in front annulus (Fig. (or thrust washers) may have to be replaced. Snap
181). Align flat on washer with flat on planetary ring is available in three different thicknesses for
hub. Also be sure washer tab is facing up. adjustment purposes.
Fig. 179 Installing Front Planetary And Annulus Fig. 182 Installing Front Annulus Snap Ring
Gears
Fig. 180 Positioning Thrust Plate On Front Annulus

Support
Fig. 183 Installing Planetary Selective Snap Ring

(2) Remove overdrive piston thrust bearing (Fig.
186).
OVERDRIVE PISTON DISASSEMBLY

(1) Remove overdrive piston thrust plate (Fig.
187). Retain thrust plate. It is a select fit part and
may possibly be reused.
(2) Remove intermediate shaft spacer (Fig. 188).
Retain spacer. It is a select fit part and may possibly
be reused.
(3) Remove overdrive piston from retainer (Fig.
189).
OVERDRIVE CLUTCH PACK DISASSEMBLY

Fig. 181 Installing Front Annulus Thrust Washer (1) Remove overdrive clutch pack wire retaining
ring (Fig. 190).
OVERDRIVE UNIT (2) Remove overdrive clutch pack (Fig. 191).
DISASSEMBLY NOTE: The 42RE transmission has three clutch
(1) Remove transmission speed sensor and O-ring discs and two clutch plates. The 44RE transmission
seal from overdrive case (Fig. 185). has four clutch discs and three clutch plates.
Fig. 186 Overdrive Piston Thrust Bearing Removal/

Installation
Fig. 184 Checking Planetary Geartrain End Play
Fig. 187 Overdrive Piston Thrust Plate Removal/

Installation
Fig. 185 Transmission Speed Sensor Removal/

Installation
(3) Note position of clutch pack components for
OVERDRIVE GEARTRAIN DISASSEMBLY

(1) Remove overdrive clutch wave spring (Fig.
193). Fig. 188 Intermediate Shaft Spacer Location
Fig. 192 42RE Overdrive Clutch Component

Position
Fig. 190 Removing Overdrive Clutch Pack Retaining

Ring
Fig. 193 Overdrive Clutch Wave Spring Removal/
Installation
Fig. 191 Overdrive Clutch Pack Removal

(2) Remove overdrive clutch reaction snap ring
(Fig. 194). Note that snap ring is located in same Fig. 194 Overdrive Clutch Reaction Snap Ring
groove as wave spring. Removal/Installation
(3) Remove Torx head screws that attach access shaft forward to release shaft bearing from locating
cover and gasket to overdrive case (Fig. 195). ring (Fig. 197).
(4) Remove access cover and gasket (Fig. 196). (6) Lift gear case up and off geartrain assembly
(5) Expand output shaft bearing snap ring with (Fig. 198).
expanding-type snap ring pliers. Then push output
Fig. 195 Access Cover Screw Removal/Installation
Fig. 198 Removing Gear Case From Geartrain

Assembly
Fig. 196 Access Cover And Gasket Removal/

Installation
Fig. 199 Rear Bearing Removal

MATELY 830 POUNDS. USE SPRING COMPRESSOR
TOOL 6227-1 AND A HYDRAULIC SHOP PRESS
WITH A MINIMUM RAM TRAVEL OF 5-6 INCHES.
THE PRESS MUST ALSO HAVE A BED THAT CAN
BE ADJUSTED UP OR DOWN AS REQUIRED.
RELEASE CLUTCH SPRING TENSION SLOWLY AND
COMPLETELY TO AVOID PERSONAL INJURY.
Fig. 197 Releasing Bearing From Locating Ring
(7) Remove snap ring that retains rear bearing on (1) Mount geartrain assembly in shop press (Fig.
output shaft. 200).
(8) Remove rear bearing from output shaft (Fig. (2) Position Compressor Tool 6227-1 on clutch hub
199). (Fig. 200). Support output shaft flange with steel
press plates as shown and center assembly under
DIRECT CLUTCH, HUB AND SPRING DISASSEMBLY press ram.
(3) Apply press pressure slowly. Compress hub and
WARNING: THE NEXT STEP IN DISASSEMBLY spring far enough to expose clutch hub retaining ring
INVOLVES COMPRESSING THE DIRECT CLUTCH and relieve spring pressure on clutch pack snap ring
SPRING. IT IS EXTREMELY IMPORTANT THAT (Fig. 200).
PROPER EQUIPMENT BE USED TO COMPRESS (4) Remove direct clutch pack snap ring (Fig. 201).
THE SPRING AS SPRING FORCE IS APPROXI-
(5) Remove direct clutch hub retaining ring (Fig.
202).
(6) Release press load slowly and completely (Fig.
203).
(7) Remove Special Tool 6227-1. Then remove
clutch pack from hub (Fig. 203).
Fig. 201 Direct Clutch Pack Snap Ring Removal
Fig. 200 Geartrain Mounted In Shop Press

Geartrain Disassembly
(1) Remove direct clutch hub and spring (Fig. 204).
(2) Remove sun gear and spring plate. Then
remove planetary thrust bearing and planetary gear
(Fig. 205).
(3) Remove overrunning clutch assembly with
expanding type snap ring pliers (Fig. 206). Insert pli-
ers into clutch hub. Expand pliers to grip hub splines
and remove clutch with counterclockwise, twisting
motion.
Fig. 202 Direct Clutch Hub Retaining Ring Removal
(4) Remove thrust bearing from overrunning
clutch hub. (9) Mark annulus gear and output shaft for assem-
(5) Remove overrunning clutch from hub. bly alignment reference (Fig. 210). Use punch or
(6) Mark position of annulus gear and direct clutch scriber to mark gear and shaft.
drum for assembly alignment reference (Fig. 207). (10) Remove snap ring that secures annulus gear
Use small center punch or scriber to make alignment on output shaft (Fig. 211). Use two screwdrivers to
marks. unseat and work snap ring out of groove as shown.
(7) Remove direct clutch drum rear retaining ring (11) Remove annulus gear from output shaft (Fig.
(Fig. 208). 212). Use rawhide or plastic mallet to tap gear off
(8) Remove direct clutch drum outer retaining ring shaft.
(Fig. 209).
Fig. 205 Removing Sun Gear, Thrust Bearing And

Planetary Gear
Fig. 203 Direct Clutch Pack Removal
Fig. 206 Overrunning Clutch Assembly Removal/

Installation
Fig. 204 Direct Clutch Hub And Spring Removal

GEAR CASE AND PARK LOCK DISASSEMBLY
(1) Remove locating ring from gear case.
(2) Remove park pawl shaft retaining bolt and
remove shaft, pawl and spring.
(3) Remove reaction plug snap ring and remove
reaction plug.
(4) Remove output shaft seal.
ASSEMBLY
GEARTRAIN AND DIRECT CLUTCH ASSEMBLY

(1) Soak direct clutch and overdrive clutch discs in
Mopart ATF Plus 3, type 7176, transmission fluid.
Allow discs to soak for 10-20 minutes. Fig. 207 Marking Direct Clutch Drum And Annulus
Gear For Assembly Alignment
Fig. 208 Clutch Drum Inner Retaining Ring Removal

Fig. 211 Annulus Gear Snap Ring Removal
Fig. 209 Clutch Drum Outer Retaining Ring Removal

Fig. 212 Annulus Gear Removal
Fig. 210 Marking Annulus Gear And Output Shaft

For Assembly Alignment Fig. 213 Output Shaft Pilot Bushing
(2) Install new pilot bushing and clutch hub bush- (3) Install annulus gear on output shaft, if
ing in output shaft if necessary (Fig. 213). Lubricate removed. Then install annulus gear retaining snap
bushings with petroleum jelly, or transmission fluid. ring (Fig. 214).
(4) Align and install clutch drum on annulus gear
(Fig. 215). Be sure drum is engaged in annulus gear
lugs.
(5) Install clutch drum outer retaining ring (Fig.
215).
Fig. 216 Clutch Drum Inner Retaining Ring

Installation
Fig. 214 Annulus Gear Installation
Fig. 217 Rear Bearing And Snap Ring Installation
Fig. 215 Clutch Drum And Outer Retaining Ring

Installation
(6) Slide clutch drum forward and install inner
retaining ring (Fig. 216).
(7) Install rear bearing and snap ring on output
shaft (Fig. 217). Be sure locating ring groove in bear-
ing is toward rear.
(8) Install overrunning clutch on hub (Fig. 218).
Note that clutch only fits one way. Shoulder on
clutch should seat in small recess at edge of hub.
(9) Install thrust bearing on overrunning clutch Fig. 218 Assembling Overrunning Clutch And Hub
hub. Use generous amount of petroleum jelly to hold (10) Install overrunning clutch in output shaft
bearing in place for installation. Bearing fits one (Fig. 219). Insert snap ring pliers in hub splines.
way only. Be sure bearing is seated squarely Expand pliers to grip hub. Then install assembly
against hub. Reinstall bearing if it does not with counterclockwise, twisting motion.
seat squarely.
(11) Install planetary gear in annulus gear (Fig. spring plate as shown. Bearing fits one way only.
220). Be sure planetary pinions are fully seated If it does not seat squarely against spring plate,
in annulus gear before proceeding. remove and reposition bearing.
(14) Install assembled sun gear, spring plate and
thrust bearing (Fig. 222). Be sure sun gear and
thrust bearing are fully seated before proceeding.
Fig. 221 Planetary Thrust Bearing Installation
Fig. 222 Sun Gear Installation

(15) Mount assembled output shaft, annulus gear,
and clutch drum in shop press. Direct clutch spring,
hub and clutch pack are easier to install with assem-
bly mounted in press.
(16) Align splines in hubs of planetary gear and
overrunning clutch with Alignment tool 6227-2 (Fig.
223). Insert tool through sun gear and into splines of
both hubs. Be sure alignment tool is fully seated
Fig. 220 Planetary Gear Installation
before proceeding.
(12) Coat planetary thrust bearing and bearing (17) Install direct clutch spring (Fig. 224). Be sure
contact surface of spring plate with generous amount spring is properly seated on spring plate.
of petroleum jelly. This will help hold bearing in
place during installation. NOTE: The 42RE transmission has 6 direct clutch
(13) Install planetary thrust bearing on sun gear discs and 5 clutch plates. The 44RE transmission
(Fig. 221). Slide bearing onto gear and seat it against has 8 direct clutch discs and 7 clutch plates.
splines. Plate should be flush with this end of
hub (Fig. 227).
(c) Install first clutch disc followed by a steel
plate until all discs and plates have been installed.
(d) Install pressure plate. This is last clutch
pack item to be installed. Be sure plate is
installed with shoulder side facing upward
(Fig. 228).
(19) Install clutch hub and clutch pack on direct
clutch spring (Fig. 229). Be sure hub is started on
sun gear splines before proceeding.
WARNING: THE NEXT STEP IN GEARTRAIN

ASSEMBLY INVOLVES COMPRESSING THE DIRECT
CLUTCH HUB AND SPRING. IT IS EXTREMELY
IMPORTANT THAT PROPER EQUIPMENT BE USED
TO COMPRESS THE SPRING AS SPRING FORCE IS
APPROXIMATELY 830 POUNDS. USE COMPRES-
SOR TOOL C-6227-1 AND A HYDRAULIC-TYPE
SHOP PRESS WITH A MINIMUM RAM TRAVEL OF 6
INCHES. THE PRESS MUST ALSO HAVE A BED
THAT CAN BE ADJUSTED UP OR DOWN AS
REQUIRED. RELEASE CLUTCH SPRING TENSION
Fig. 223 Alignment Tool Installation
SLOWLY AND COMPLETELY TO AVOID PERSONAL
INJURY.
(20) Position Compressor Tool 6227-1 on clutch

hub.
(21) Compress clutch hub and spring just enough
to place tension on hub and hold it in place.
(22) Slowly compress clutch hub and spring. Com-
press spring and hub only enough to expose ring
grooves for clutch pack snap ring and clutch hub
retaining ring.
(23) Realign clutch pack on hub and seat clutch
discs and plates in clutch drum.
(24) Install direct clutch pack snap ring (Fig. 230).
Be very sure snap ring is fully seated in clutch
drum ring groove.
(25) Install clutch hub retaining ring (Fig. 231).
Be very sure retaining ring is fully seated in
sun gear ring groove.
(26) Slowly release press ram, remove compressor
tools and remove geartrain assembly.
GEAR CASE ASSEMBLY

(1) Position park pawl and spring in case and
Fig. 224 Direct Clutch Spring Installation
install park pawl shaft. Verify that end of spring
(18) Assemble and install direct clutch pack on with 90° bend is hooked to pawl and straight end of
hub as follows: spring is seated against case.
(a) Assemble clutch pack components (Fig. 225) (2) Install pawl shaft retaining bolt. Tighten bolt
or (Fig. 226). to 27 N·m (20 ft. lbs.) torque.
(b) Install direct clutch reaction plate on clutch (3) Install park lock reaction plug. Note that plug
hub first. Note that one side of reaction plate has locating pin at rear (Fig. 232). Be sure pin
is counterbored. Be sure this side faces rear- is seated in hole in case before installing snap
ward. Splines at rear of hub are raised ring.
slightly. Counterbore in plate fits over raised
Fig. 225 42RE Direct Clutch Pack Components

(4) Install reaction plug snap-ring (Fig. 233). Com- (9) Expand front bearing locating ring with snap
press snap ring only enough for installation; do ring pliers (Fig. 236). Then slide case downward until
not distort it. locating ring locks in bearing groove and release
(5) Install new seal in gear case. On 4x4 gear case, snap ring.
use Tool Handle C-4171 and Installer C-3860-A to (10) Install locating ring access cover and gasket
seat seal in case. On 4 x 2 gear case, use same Han- in overdrive unit case (Fig. 237).
dle C-4171 and Installer C-3995-A to seat seal in
case. OVERDRIVE CLUTCH ASSEMBLY
(6) Verify that tab ends of rear bearing locating (1) Install overdrive clutch reaction ring first.
ring extend into access hole in gear case (Fig. 234). Reaction ring is flat with notched ends (Fig. 238).
(7) Support geartrain on Tool 6227-1 (Fig. 235). Be (2) Install wave spring on top of reaction ring (Fig.
sure tool is securely seated in clutch hub. 239). Reaction ring and wave ring both fit in
(8) Install overdrive gear case on geartrain (Fig. same ring groove. Use screwdriver to seat each
235). ring securely in groove. Also ensure that the ends of
the two rings are offset from each other.
Fig. 229 Direct Clutch Pack And Clutch Hub

Installation
Fig. 227 Correct Position Of Direct Clutch Reaction

Plate
Fig. 230 Direct Clutch Pack Snap Ring Installation
Fig. 228 Correct Position Of Direct Clutch Pressure

Fig. 231 Clutch Hub Retaining Ring Installation
Plate
Fig. 232 Reaction Plug Locating Pin And Snap-Ring
Fig. 235 Overdrive Gear Case Installation
Fig. 233 Reaction Plug And Snap-Ring Installation
Fig. 236 Seating Locating Ring In Rear Bearing
Fig. 234 Correct Rear Bearing Locating Ring Fig. 237 Locating Ring Access Cover And Gasket
Position Installation
NOTE: The 42RE transmission has 3 overdrive (5) Install first clutch disc followed by first clutch
clutch discs and 2 plates. The 44RE transmission plate. Then install remaining clutch discs and plates
has 4 overdrive clutch discs and 3 plates in same order.
(6) Install clutch pack pressure plate.
(3) Assemble overdrive clutch pack (Fig. 240). (7) Install clutch pack wire-type retaining ring
(4) Install overdrive clutch reaction plate first. (Fig. 241).
Fig. 238 Overdrive Clutch Reaction Ring Installation
Fig. 241 Overdrive Clutch Pack Retaining Ring

Installation
(2) Determine correct thickness intermediate shaft
spacer as follows:
(a) Insert Special Tool 6312 through sun gear,
planetary gear and into pilot bushing in output
shaft. Be sure tool bottoms against planetary
shoulder.
Fig. 239 Overdrive Clutch Wave Spring Installation
Fig. 240 42RE Overdrive Clutch Components

INTERMEDIATE SHAFT SPACER SELECTION (b) Position Gauge Tool 6311 across face of over-
(1) Place overdrive unit in vertical position. Mount drive case (Fig. 242). Then position Dial Caliper
it on blocks, or in workbench with appropriate size C-4962 over gauge tool.
mounting hole cut into it. Be sure unit is facing (c) Extend sliding scale of dial caliper downward
upward for access to direct clutch hub. Also be sure through gauge tool slot until scale contacts end of
output shaft is not loaded and internal components Gauge Alignment Tool 6312. Lock scale in place.
are moved rearward for accurate measurement.
Remove dial caliper tool and note distance mea- until overdrive unit is ready for installation on trans-
sured (Fig. 242). mission.
(d) Select proper thickness end play spacer from (4) Transmission speed sensor can be installed at
spacer chart based on distance measured (Fig. this time if desired. However, it is recommended that
243). sensor not be installed until after overdrive unit is
(e) Remove Gauge Alignment Tool 6312. secured to transmission.
Fig. 242 Shaft End Play Measurement Fig. 244 Overdrive Piston Thrust Plate Measurement
Fig. 243 Intermediate Shaft End Play Spacer

Selection
OD THRUST PLATE SELECTION
(1) Place overdrive unit in vertical position. Mount
it on blocks, or in workbench with appropriate size Fig. 245 Overdrive Piston Thrust Plate Selection
mounting hole cut into it. Be sure unit is facing
upward for access to direct clutch hub. Also be sure OVERDRIVE PISTON ASSEMBLY
output shaft is not loaded and internal components (1) Install new seals on over drive piston.
are moved rearward for accurate measurement. (2) Stand transmission case upright on bellhous-
(2) Determine correct thickness overdrive piston ing.
thrust plate as follows: (3) Position Guide Ring 8114-1 on outer edge of
(a) Position Gauge Tool 6311 across face of over- overdrive piston retainer.
drive case. Then position Dial Caliper C-4962 over (4) Position Seal Guide 8114-2 on inner edge of
gauge tool (Fig. 244). overdrive piston retainer.
(b) Measure distance to clutch hub thrust bear- (5) Install overdrive piston in overdrive piston
ing seat at four points 90° apart. Then average retainer by: aligning locating lugs on overdrive piston
measurements by adding them and dividing by 4. to the two mating holes in retainer.
(c) Select and install required thrust plate from (a) Aligning locating lugs on overdrive piston to
information in thrust plate chart (Fig. 245). the two mating holes in retainer.
(3) Leave Alignment Tool 6227-2 in place. Tool will (b) Lubricate overdrive piston seals with Mopart
keep planetary and clutch hub splines in alignment Door Ease, or equivalent.
(c) Install piston over Seal Guide 8114–2 and Inspect all of the valve body mating surfaces for
inside Guide Ring 8114–1. scratches, nicks, burrs, or distortion. Use a straight-
(d) Push overdrive piston into position in edge to check surface flatness. Minor scratches may
retainer. be removed with crocus cloth using only very light
(e) Verify that the locating lugs entered the lug pressure.
bores in the retainer. Minor distortion of a valve body mating surface
(6) Install intermediate shaft spacer on intermedi- may be corrected by smoothing the surface with a
ate shaft. sheet of crocus cloth. Position the crocus cloth on a
(7) Install overdrive piston thrust plate on over- surface plate, sheet of plate glass or equally flat sur-
drive piston. face. If distortion is severe or any surfaces are
(8) Install overdrive piston thrust bearing on over- heavily scored, the valve body will have to be
drive piston. replaced.
(9) Install transmission speed sensor and O-ring
seal in overdrive case (Fig. 185). CAUTION: Many of the valves and plugs, such as
the throttle valve, shuttle valve plug, 1-2 shift valve
and 1-2 governor plug, are made of coated alumi-
CLEANING AND INSPECTION num. Aluminum components are identified by the
dark color of the special coating applied to the sur-
VALVE BODY face (or by testing with a magnet). Do not sand alu-
Clean the valve housings, valves, plugs, springs, minum valves or plugs under any circumstances.
and separator plates with a standard parts cleaning This practice could damage the special coating
solution only. Do not use gasoline, kerosene, or any causing the valves/plugs to stick and bind.
type of caustic solution.
Do not immerse any of the electrical components in Inspect the valves and plugs for scratches, burrs,
cleaning solution. Clean the governor solenoid and nicks, or scores. Minor surface scratches on steel
sensor and the dual solenoid and harness assembly valves and plugs can be removed with crocus cloth
by wiping them off with dry shop towels only. but do not round off the edges of the valve or
Dry all except the electrical parts with compressed plug lands. Maintaining sharpness of these edges is
air. Make sure all passages are clean and free from vitally important. The edges prevent foreign matter
obstructions. Do not use rags or shop towels to from lodging between the valves and plugs and the
dry or wipe off valve body components. Lint bore.
from these materials can stick to valve body Inspect all the valve and plug bores in the valve
parts, interfere with valve operation, and clog body. Use a penlight to view the bore interiors.
filters and fluid passages. Replace the valve body if any bores are distorted or
Wipe the governor pressure sensor and solenoid scored. Inspect all of the valve body springs. The
valve with dry, lint free shop towels only. The O-rings springs must be free of distortion, warpage or broken
on the sensor and solenoid valve are the only service- coils.
able components. Be sure the vent ports in the sole- Check the two separator plates for distortion or
noid valve are open and not blocked by dirt or debris. damage of any kind. Inspect the upper housing,
Replace the valve and/or sensor only when DRB scan lower housing, 3-4 accumulator housing, and transfer
tool diagnosis indicates this is necessary. Or, if either plate carefully. Be sure all fluid passages are clean
part has sustained physical damage (dented, and clear. Check condition of the upper housing and
deformed, broken, etc.). transfer plate check balls as well. The check balls
and ball seats must not be worn or damaged.
CAUTION: Do not turn the small screw at the end Trial fit each valve and plug in its bore to check
of the solenoid valve for any reason. Turning the freedom of operation. When clean and dry, the valves
screw in either direction will ruin solenoid calibra- and plugs should drop freely into the bores.
tion and result in solenoid failure. In addition, the Valve body bores do not change dimensionally with
filter on the solenoid valve is NOT serviceable. Do use. If the valve body functioned correctly when new,
not try to remove the filter as this will damage the it will continue to operate properly after cleaning and
valve housing. inspection. It should not be necessary to replace a
valve body assembly unless it is damaged in han-
Inspect the throttle and manual valve levers and dling.
shafts. Do not attempt to straighten a bent shaft or The only serviceable valve body components are
correct a loose lever. Replace these components if listed below. The remaining valve body components
worn, bent, loose or damaged in any way. are serviced only as part of a complete valve body
assembly. Serviceable parts are:
CLEANING AND INSPECTION (Continued)
• dual solenoid and harness assembly TRANSMISSION CASE CLEANING AND
• solenoid gasket INSPECTION
• solenoid case connector O-rings and shoulder Clean the case in a solvent tank. Flush the case
bolt bores and fluid passages thoroughly with solvent.
• switch valve and spring Dry the case and all fluid passages with compressed
• pressure adjusting screw and bracket assembly air. Be sure all solvent is removed from the case and
• throttle lever that all fluid passages are clear.
• manual lever and shaft seal
• throttle lever shaft seal, washer, and E-clip NOTE: Do not use shop towels or rags to dry the
• fluid filter and screws case (or any other transmission component) unless
• detent ball and spring they are made from lint-free materials. Lint will stick
• valve body screws to case surfaces and transmission components and
• governor pressure solenoid circulate throughout the transmission after assem-
• governor pressure sensor and retaining clip bly. A sufficient quantity of lint can block fluid pas-
• park lock rod and E-clip sages and interfere with valve body operation.
TRANSMISSION Inspect the case for cracks, porous spots, worn

bores, or damaged threads. Damaged threads can be
GENERAL INFORMATION repaired with Helicoil thread inserts. However, the
Inspect the transmission bushings during overhaul. case will have to be replaced if it exhibits any type of
Bushing condition is important as worn, scored bush- damage or wear.
ings contribute to low pressures, clutch slip and Lubricate the front band adjusting screw threads
accelerated wear of other components. However, do with petroleum jelly and thread the screw part-way
not replace bushings as a matter of course. Replace into the case. Be sure the screw turns freely.
bushings only when they are actually worn, or
scored. OVERRUNNING CLUTCH/LOW-REVERSE
Use recommended tools to replace bushings. The DRUM/OVERDRIVE PISTON RETAINER
tools are sized and designed to remove, install, and Clean the overrunning clutch assembly, clutch cam,
seat bushings correctly. The bushing replacement low-reverse drum, and overdrive piston retainer in
tools are included in Bushing Tool Set C-3887-B. solvent. Dry them with compressed air after clean-
Pre-sized service bushings are available for ing.
replacement purposes. Only the sun gear bushings Inspect condition of each clutch part after cleaning.
are not serviced. Low cost of the sun gear assembly Replace the overrunning clutch roller and spring
makes it easier to simply replace the gear and bush- assembly if any rollers or springs are worn or dam-
ings as an assembly. aged, or if the roller cage is distorted, or damaged.
Heli-Coil inserts can be used to repair damaged, Replace the cam if worn, cracked or damaged.
stripped or worn threads in aluminum parts. These Replace the low-reverse drum if the clutch race,
inserts are available from most automotive parts roller surface or inside diameter is scored, worn or
suppliers. Stainless steel inserts are recommended. damaged. Do not remove the clutch race from
The use of crocus cloth is permissible where neces- the low-reverse drum under any circumstances.
sary, providing it is used carefully. When used on Replace the drum and race as an assembly if
shafts, or valves, use extreme care to avoid rounding either component is damaged.
off sharp edges. Sharp edges are vital as they pre- Examine the overdrive piston retainer carefully for
vent foreign matter from getting between the valve wear, cracks, scoring or other damage. Be sure the
and valve bore. retainer hub is a snug fit in the case and drum.
Do not reuse oil seals, gaskets, seal rings, or Replace the retainer if worn or damaged.
O-rings during overhaul. Replace these parts as a
matter of course. Also do not reuse snap rings or ACCUMULATOR
E-clips that are bent or distorted. Replace these parts Inspect the accumulator piston and seal rings (Fig.
as well. 246). Replace the seal rings if worn or cut. Replace
Lubricate transmission parts with Mopart ATF the piston if chipped or cracked.
Plus, Type 7176, transmission fluid during overhaul Check condition of the accumulator inner and
and assembly. Use petroleum jelly, Mopart Door outer springs (Fig. 246). Replace the springs if the
Ease, or Ru-Glyde to prelubricate seals, O-rings, and coils are cracked, distorted or collapsed.
thrust washers. Petroleum jelly can also be used to
hold parts in place during reassembly.
do not need to be replaced unless cracked, broken, or
severely worn.
(3) Inspect the pump and support components.
Replace the pump or support if the seal ring grooves
or machined surfaces are worn, scored, pitted, or
damaged. Replace the pump gears if pitted, worn
chipped, or damaged.
(4) Inspect the pump bushing. Then check the
reaction shaft support bushing. Replace either bush-
ing only if heavily worn, scored or damaged. It is not
necessary to replace the bushings unless they are
actually damaged.
Fig. 246 Accumulator Components (5) Install the gears in the pump body and mea-
sure pump component clearances as follows:
FRONT SERVO
(a) Clearance between outer gear and reaction
Clean the servo piston components with solvent
shaft housing should be 0.010 to 0.063 mm (0.0004
and dry them with compressed air. Wipe the band
to 0.0025 in.). Clearance between inner gear and
clean with lint free shop towels.
reaction shaft housing should be 0.010 to 0.063
Replace the front band if distorted, lining is
mm (0.0004 to 0.0025 in.). Both clearances can be
burned, flaking off, or worn to the point where the
measured at the same time by:
grooves in the lining material are no longer visible.
(I) Installing the pump gears in the pump
Inspect the servo components. Replace the springs
housing.
if collapsed, distorted or broken. Replace the guide,
(II) Position an appropriate piece of Plasti-
rod and piston if cracked, bent, or worn. Discard the
gagey across both gears.
servo snap ring if distorted or warped.
(III) Align the plastigage to a flat area on the
Check the servo piston bore for wear. If the bore is
reaction shaft housing.
severely scored, or damaged, it will be necessary to
(IV) Install the reaction shaft to the pump
replace the case.
housing.
Replace any servo component if doubt exists about
(V) Separate the reaction shaft housing from
condition. Do not reuse suspect parts.
the pump housing and measure the Plastigagey
following the instructions supplied with it.
REAR SERVO
(b) Clearance between inner gear tooth and
Remove and discard the servo piston seal ring (Fig.
outer gear should be 0.08 to 0.19 mm (0.0035 to
247). Then clean the servo components with solvent
0.0075 in.). Measure clearance with an appropriate
and dry with compressed air. Replace either spring if
feeler gauge.
collapsed, distorted or broken. Replace the plug and
(c) Clearance between outer gear and pump
piston if cracked, bent, or worn. Discard the servo
housing should also be 0.010 to 0.19 mm (0.0035 to
snap rings and use a new ones at assembly.
feeler gauge.
FRONT CLUTCH
Clean and inspect the front clutch components.
Replace the clutch discs if warped, worn, scored,
burned or charred, or if the facing is flaking off.
Replace the steel plates if heavily scored, warped, or
broken. Be sure the driving lugs on the plates are in
good condition. The lugs must not be bent, cracked or
damaged in any way.
Replace the clutch spring and spring retainer if
Fig. 247 Rear Servo Components either is distorted, warped or broken.
OIL PUMP AND REACTION SHAFT SUPPORT Check the lug grooves in the clutch retainer. The
(1) Clean pump and support components with sol- steel plates should slide freely in the slots. Replace
vent and dry them with compressed air. the retainer if the grooves are worn or damaged.
(2) Check condition of the seal rings and thrust Check action of the check ball in the retainer (Fig.
washer on the reaction shaft support. The seal rings 248). The ball must move freely and not stick.
NOTE: Inspect the clutch retainer bushings care- also in good condition. The lugs must not be bent,
fully (Fig. 249). The retainer bushings are NOT ser- cracked or damaged in any way.
viceable. It will be necessary to replace the retainer Replace the piston spring and wave spring if either
if either bushing is scored, or worn. part is distorted, warped or broken.
Check the lug grooves in the clutch retainer. The
Inspect the piston and retainer seal surfaces for clutch and pressure plates should slide freely in the
nicks or scratches. Minor scratches can be removed slots. Replace the retainer if the grooves are worn or
with crocus cloth. However, replace the piston and/or damaged. Also check action of the check balls in the
retainer if the seal surfaces are seriously scored. retainer and piston. Each check ball must move
freely and not stick.
Replace the retainer bushing if worn, scored, or
doubt exists about bushing condition.
Inspect the piston and retainer seal surfaces for
nicks or scratches. Minor scratches can be removed
with crocus cloth. However, replace the piston and/or
retainer if the seal surfaces are seriously scored.
Check condition of the fiber thrust washer and
metal output shaft thrust washer. Replace either
washer if worn or damaged.
Check condition of the seal rings on the input shaft
and clutch retainer hub. Replace the seal rings only
if worn, distorted, or damaged. The input shaft front
seal ring is teflon with chamfered ends. The rear ring
is metal with interlocking ends.
Check the input shaft for wear, or damage. Replace
Fig. 248 Front Clutch Piston Retainer Check Ball the shaft if worn, scored or damaged in any way.
Location
PLANETARY GEARTRAIN
Clean the planetary components in solvent and dry
them with compressed air.
Check sun gear and driving shell condition.
Replace the gear if damaged or if the bushings are
scored or worn. The bushings are not serviceable.
Replace the driving shell if worn, cracked or dam-
aged.
Replace planetary gear sets if gears, pinion pins, or
carrier are damaged in any way. Replace the annulus
gears and supports if either component is worn or
damaged.
Inspect the geartrain spacers, thrust plates, snap
rings, and thrust washers. Replace any of these parts
that are worn, distorted or damaged. Do not attempt
to reuse these parts.
The planetary gear thrust washers are different
Fig. 249 Retainer Bushing Location/Inspection
sizes. The large diameter washers go on the front
REAR CLUTCH planetary and the smaller washers go on the rear
Clean the clutch components with solvent and dry planetary. All the washers have four locating tabs on
them with compressed air. Do not use rags or shop them. These tabs fit in the holes or slots provided in
towels to dry any of the clutch parts. Lint from such each planetary gear.
materials will adhere to component surfaces and Inspect the output shaft carefully. Pay particular
could restrict or block fluid passages after assembly. attention to the machined bushing/bearing surfaces
Replace the clutch discs if warped, worn, scored, on the shaft and the governor valve shaft bore at the
burned/charred, the lugs are damaged, or if the fac- shaft rear.
ing is flaking off. Replace the top and bottom pres- Replace the output shaft if the machined surfaces
sure plates if scored, warped, or cracked. Be sure the are scored, pitted, or damaged in any way. Also
driving lugs on the pressure and clutch plates are replace the shaft if the splines are damaged, or
exhibits cracks at any location (especially at the gov- Inspect the thrust bearings and spring plate.
ernor valve shaft bore). Replace the plate if worn or scored. Replace the bear-
The annulus gears can be removed from their sup- ings if rough, noisy, brinnelled, or worn.
ports if necessary. Just remove the snap rings and Inspect the planetary gear assembly and the sun
separate the two parts when replacement is neces- gear and bushings. If either the sun gear or the
sary. In addition, the annulus gear bushings can be bushings are damaged, replace the gear and bush-
replaced if severely worn, or scored. However it is not ings as an assembly. The gear and bushings are not
necessary to replace the bushings if they only exhibit serviced separately.
normal wear. Check bushing fit on the output shaft The planetary carrier and pinions must be in good
to be sure. condition. Also be sure the pinion pins are secure and
in good condition. Replace the carrier if worn or dam-
OVERDRIVE UNIT aged.
Clean the geartrain and case components with sol- Inspect the overrunning clutch and race. The race
vent. Dry all parts except the bearings with com- surface should be smooth and free of scores. Replace
pressed air. Allow bearings to air dry. the overrunning clutch assembly or the race if either
Do not use shop towels for wiping parts dry unless assembly is worn or damaged in any way.
the towels are made from a lint-free material. A suf- Inspect the output shaft and governor components.
ficient quantity of lint (from shop towels, cloths, rags, Replace the shaft pilot bushing and inner bushing if
etc.) could plug the transmission filter and fluid pas- damaged. Replace either shaft bearing if rough or
sages. noisy. Replace the bearing snap rings if distorted or
Discard the old case gasket and seals. Do not cracked.
attempt to salvage these parts. They are not reus- Check the machined surfaces on the output shaft.
able. Replace any of the overdrive unit snap rings if These surfaces should clean and smooth. Very minor
distorted or damaged. nicks or scratches can be smoothed with crocus cloth.
Minor nicks or scratches on components can be Replace the shaft if worn, scored or damaged in any
smoothed with crocus cloth. However, do not attempt way.
to reduce severe scoring on any components with Inspect the output shaft bushings. The small bush-
abrasive materials. Replace severely scored compo- ing is the intermediate shaft pilot bushing. The large
nents; do not try to salvage them. bushing is the overrunning clutch hub bushing.
Check condition of the park lock components and Replace either bushing if scored, pitted, cracked, or
the overdrive case. worn.
Replace the case if cracked, scored, or damaged.
Replace the park lock pawl, plug, or spring if worn or
damaged. Be sure the bullet at the end of the park ADJUSTMENTS
lock rod is in good condition. Replace the rod if the
bullet is worn or the rod itself is bent or distorted. BRAKE TRANSMISSION SHIFT INTERLOCK
Do not attempt to straighten the rod. The park interlock cable is part of the brake/shift
Check the bushings in the overdrive case. Replace lever interlock system. Correct cable adjustment is
the bushings if severely scored or worn. Also replace important to proper interlock operation. The gear
the case seal if loose, distorted, or damaged. shift and park lock cables must both be correctly
Examine the overdrive and direct clutch discs and adjusted in order to shift out of Park.
plates. Replace the discs if the facing is worn,
Park Interlock Cable Adjustment Procedure
severely scored, or burned and flaking off. Replace
(1) Shift into Park position.
the clutch plates if worn, heavily scored, or cracked.
(2) Turn ignition switch to Accessory position. Be
Check the lugs on the clutch plates for wear. The
sure ignition key cylinder is in Accessory posi-
plates should slide freely in the drum. Replace the
tion. Cable will not adjust correctly in any
plates or drum if binding occurs.
other position.
Check condition of the annulus gear, direct clutch
(3) Remove shift lever bezel and console screws.
hub, clutch drum and clutch spring. Replace the gear,
Raise bezel and console for access to park interlock
hub and drum if worn or damaged. Replace the
cable.
spring if collapsed, distorted, or cracked.
(4) Pull cable lock button up to release cable (Fig.
Be sure the splines and lugs on the gear, drum and
250).
hub are in good condition. The clutch plates and
(5) Pull cable forward. Then release cable and
discs should slide freely in these components.
press lock button down until it snaps in place.
• PARK POSITION- apply forward force on center
of handle and remove pressure. Engine start must be
possible.
• PARK POSITION- apply rearward force on cen-
ter of handle and remove pressure. Engine start
must be possible.
• NEUTRAL POSITION- engine start must be
possible.
• NEUTRAL POSITION, ENGINE RUNNING
AND BRAKES APPLIED- Apply forward force on
center of shift handle. Transmission should not be
able to shift into reverse detent.
TRANSMISSION THROTTLE VALVE CABLE

ADJUSTMENT
The transmission throttle valve is operated by a
cam on the throttle lever. The throttle lever is oper-
ated by an adjustable cable (Fig. 251). The cable is
attached to an arm mounted on the throttle lever
shaft. A retaining clip at the engine-end of the cable
is removed to provide for cable adjustment. The
retaining clip is then installed back onto the throttle
Fig. 250 Shift And Park Lock Cables valve cable to lock in the adjustment.
BTSI FUNCTION CHECK A correctly adjusted throttle valve cable will cause
(1) Verify removal of ignition key allowed in park the throttle lever on the transmission to move simul-
position only. taneously with the throttle body lever from the idle
(2) When the shift lever is in park, and the shift position. Proper adjustment will allow simultaneous
handle push-button is in the out position, the igni- movement without causing the transmission throttle
tion key cylinder should rotate freely from off to lock. lever to either move ahead of, or lag behind the lever
When the shifter is in any other position, the ignition on the throttle body.
key should not rotate from off to lock.
(3) Shifting out of park should be possible when
the ignition key cylinder is in the off position.
(4) Shifting out of park should not be possible
while applying 25 lb. max. handle push-button force,
and ignition key cylinder is in the run or start posi-
tions, unless the foot brake pedal is depressed
approximately 1/2 inch (12mm).
(5) Shifting out of park should not be possible
when the ignition key cylinder is in the accessory or
lock position.
(6) Shifting between any gears neutral or park
may be done without depressing foot brake with igni-
tion switch in run or start positions and vehicle sta-
tionary or in motion.
(7) The floorshifter lever and gate positions should Fig. 251 Throttle Cable Attachment At Engine
be in alignment with all transmission detent posi- Checking Throttle Valve Cable Adjustment
tions. (1) Turn ignition key to OFF position.
(8) Engine starts must be possible with floorshift (2) Remove air cleaner.
lever in park or neutral gate positions only. Engine (3) Verify that lever on throttle body is at curb idle
starts must not be possible in any other gate posi- position. Then verify that transmission throttle lever
tions other than park or neutral. (Fig. 252) is also at idle (fully forward) position.
(9) With floorshift lever handle push-button not (4) Slide cable off attachment stud on throttle body
depressed and lever detent in: lever.
(5) Compare position of cable end to attachment
stud on throttle body lever:
GEARSHIFT CABLE
Check adjustment by starting the engine in Park
and Neutral. Adjustment is OK if the engine starts
only in these positions. Adjustment is incorrect if the
engine starts in one but not both positions. If the
engine starts in any position other than Park or Neu-
tral, or if the engine will not start at all, the park/
neutral position switch may be faulty.
Gearshift Adjustment Procedure

(2) Raise vehicle.
(3) Release cable adjuster clamp (at transmission
end of cable) to unlock cable.
(4) Unsnap cable from cable mounting bracket on
transmission (Fig. 253).
(5) Slide cable eyelet off transmission shift lever.
Fig. 252 Throttle Cable Attachment At Transmission
(6) Verify transmission shift lever is in Park
• Cable end and attachment stud should be detent by moving lever fully rearward. Last rearward
aligned (or centered on one another) to within 1 mm detent is Park position.
(0.039 in.) in either direction. (7) Verify positive engagement of transmission
• If cable end and attachment stud are misaligned park lock by attempting to rotate propeller shaft.
(off center), cable will have to be adjusted as Shaft will not rotate when park lock is engaged.
described in Throttle Valve Cable Adjustment proce- (8) Slide cable eyelt onto transmission shift lever.
dure. (9) Snap shift cable adjuster into mounting
(6) Reconnect cable end to attachment stud. Then bracket on transmission.
with aid of a helper, observe movement of transmis- (10) Lock shift cable by pressing cable adjuster
sion throttle lever and lever on throttle body. clamp down until it snaps into place.
• If both levers move simultaneously from idle to (11) Lower vehicle and check engine starting.
half-throttle and back to idle position, adjustment is Engine should start only in Park and Neutral.
correct.
• If transmission throttle lever moves ahead of, or
lags behind throttle body lever, cable adjustment will
be necessary. Or, if throttle body lever prevents
transmission lever from returning to closed position,
cable adjustment will be necessary.
Throttle Valve Cable Adjustment Procedure

(1) Turn ignition switch to OFF position.
(2) Remove air cleaner if necessary.
(3) Disconnect cable end from attachment stud.
Carefully slide cable off stud. Do not pry or pull
cable off.
(4) Verify that transmission throttle lever is in
fully closed position. Then be sure lever on throttle
body is at curb idle position.
(5) Insert a small screwdriver under edge of
retaining clip and remove retaining clip.
(6) Center cable end on attachment stud to within
1 mm (0.039 in.).
(7) Install retaining clip onto cable housing.
(8) Check cable adjustment. Verify transmission
throttle lever and lever on throttle body move simul-
taneously. Fig. 253 Shift Cable Attachment At
Transmission–Typical
BAND ADJUSTMENTS
FRONT BAND ADJUSTMENT
The front (kickdown) band adjusting screw is
located on the left side of the transmission case
above the manual valve and throttle valve levers.
(1) Raise vehicle.
(2) Loosen band adjusting screw locknut (Fig. 254).
Then back locknut off 3-5 turns. Be sure adjusting
screw turns freely in case. Apply lubricant to screw
threads if necessary.
(3) Tighten band adjusting screw to 8 N·m (72 in.
Fig. 255 Band Adjustment Adapter Tool
lbs.) torque with Inch Pound Torque Wrench
C-3380-A, a 3-in. extension and 5/16 socket.
CAUTION: If Adapter C-3705 is needed to reach the

adjusting screw (Fig. 255), tighten the screw to only
5 N·m (47-50 in. lbs.) torque.
42RE TRANSMISSION
• Back off front band adjusting screw 3-5/8 turns.
• Hold adjuster screw in position and tighten lock-
nut to 41 N·m (30 ft. lbs.) torque.
44RE TRANSMISSION
• Back off front band adjusting screw 2-1/4 turns.
• Hold adjuster screw in position and tighten lock-
(4) Lower vehicle. Fig. 256 Rear Band Adjusting Screw Location
(4) Tighten adjusting screw to 8 N·m (72 in. lbs.)
torque.
42/44RE TRANSMISSION
• Back off adjusting screw 4 turns.
• Hold adjusting screw in place and tighten lock-
(5) Position new gasket on oil pan and install pan
on transmission. Tighten pan bolts to 17 N·m (13 ft.
lbs.) torque.
(6) Lower vehicle and refill transmission with
Mopart ATF Plus 3, Type 7176 fluid.
VALVE BODY
CONTROL PRESSURE ADJUSTMENTS
Fig. 254 Front Band Adjustment Screw Location There are two control pressure adjustments on the
valve body;
REAR BAND ADJUSTMENT
• Line Pressure
The transmission oil pan must be removed for
• Throttle Pressure
access to the rear band adjusting screw.
Line and throttle pressures are interdependent
(1) Raise vehicle.
because each affects shift quality and timing. As a
(2) Remove transmission oil pan and drain fluid.
result, both adjustments must be performed properly
(3) Loosen band adjusting screw locknut 5-6 turns
and in the correct sequence. Adjust line pressure first
(Fig. 256). Be sure adjusting screw turns freely in
and throttle pressure last.
lever.
LINE PRESSURE ADJUSTMENT THROTTLE PRESSURE ADJUSTMENT
Measure distance from the valve body to the inner Insert Gauge Tool C-3763 between the throttle
edge of the adjusting screw with an accurate steel lever cam and the kickdown valve stem (Fig. 258).
scale (Fig. 257). Push the gauge tool inward to compress the kick-
Distance should be 33.4 mm (1-5/16 in.). down valve against the spring and bottom the throt-
If adjustment is required, turn the adjusting screw tle valve.
in, or out, to obtain required distance setting. Maintain pressure against kickdown valve spring.
Turn throttle lever stop screw until the screw head
NOTE: The 33.4 mm (1-5/16 in.) setting is an touches throttle lever tang and the throttle lever cam
approximate setting. Manufacturing tolerances may touches gauge tool.
make it necessary to vary from this dimension to
obtain desired pressure. NOTE: The kickdown valve spring must be fully
compressed and the kickdown valve completely
One complete turn of the adjusting screw changes bottomed to obtain correct adjustment.
line pressure approximately 1-2/3 psi (9 kPa).
Turning the adjusting screw counterclockwise
increases pressure while turning the screw clockwise
decreases pressure.
Fig. 257 Line Pressure Adjustment Fig. 258 Throttle Pressure Adjustment
SCHEMATICS AND DIAGRAMS
HYDRAULIC SCHEMATICS
HYDRAULIC FLOW IN PARK

SCHEMATICS AND DIAGRAMS (Continued)
HYDRAULIC FLOW IN NEUTRAL

HYDRAULIC FLOW IN REVERSE

HYDRAULIC FLOW IN DRIVE FIRST GEAR

HYDRAULIC FLOW IN DRIVE SECOND GEAR

HYDRAULIC FLOW IN DRIVE THIRD GEAR (CONVERTER CLUTCH NOT APPLIED)

HYDRAULIC FLOW IN DRIVE THIRD GEAR (CONVERTER CLUTCH APPLIED)

HYDRAULIC FLOW IN DRIVE FOURTH GEAR (CONVERTER CLUTCH NOT APPLIED)

HYDRAULIC FLOW IN DRIVE FOURTH GEAR (CONVERTER CLUTCH APPLIED)

HYDRAULIC FLOW IN MANUAL LOW (1)

HYDRAULIC FLOW IN MANUAL SECOND (2)

HYDRAULIC FLOW DURING FULL THROTTLE 3–2 DOWNSHIFT (PASSING GEAR)

SPECIFICATIONS TORQUE
TRANSMISSION DESCRIPTION TORQUE

Fitting, cooler line at trans . . . . . .18 N·m (13 ft. lbs.)
GENERAL Bolt, torque convertor . . . . . . . . . .31 N·m (23 ft. lbs.)
Bolt/nut, crossmember . . . . . . . . .68 N·m (50 ft. lbs.)
Component Metric Inch Bolt, driveplate to crankshaft . . . .75 N·m (55 ft. lbs.)
Planetary end play 0.127-1.22 0.005-0.048 Plug, front band reaction . . . . . . .17 N·m (13 ft. lbs.)
mm in. Locknut, front band adj. . . . . . . . .34 N·m (25 ft. lbs.)
Input shaft end play 0.56-2.31 0.022-0.091 Switch, park/neutral . . . . . . . . . . .34 N·m (25 ft. lbs.)
mm in. Bolt, fluid pan. . . . . . . . . . . . . . . .17 N·m (13 ft. lbs.)
Clutch pack clearance/ 1.70- 0.067-0.134 Screws, fluid filter . . . . . . . . . . . . .4 N·m (35 in. lbs.)
Front. 3.40mm in. Bolt, oil pump . . . . . . . . . . . . . . . .20 N·m (15 ft. lbs.)
Bolt, overrunning clutch cam . . . .17 N·m (13 ft. lbs.)
Clutch pack clearance/ 0.81-1.40 0.022-0.037
Bolt, O/D to trans. . . . . . . . . . . . .34 N·m (25 ft. lbs.)
Rear. mm in.
Bolt, O/D piston retainer . . . . . . .17 N·m (13 ft. lbs.)
Front Clutch 42RE-4 discs Plug, pressure test port . . . . . . . .14 N·m (10 ft. lbs.)
44RE-5 discs Bolt, reaction shaft support . . . . .20 N·m (15 ft. lbs.)
Rear Clutch 42RE and 44RE-4 discs Locknut, rear band . . . . . . . . . . . .41 N·m (30 ft. lbs.)
Bolt. speedometer adapter . . . . . . .11 N·m (8 ft. lbs.)
Overdrive clutch disc 42RE-3 discs
Bolt, valve body to case . . . . . . .12 N·m (100 in. lbs.)
usage 44RE-4 discs Sensor, trans speed . . . . . . . . . . . .27 N·m (20 ft. lbs.)
Direct clutch disc 42RE-6 discs Screw, solenoid wiring connector . .4 N·m (35 in. lbs.)
usage 44RE-8 discs Screw, solenoid to transfer plate . .4 N·m (35 in. lbs.)
42RE Band adjustment
from 72 in. lbs.
Front band Back off 3-5/8 turns
Rear band Back off 4 turns
44RE Band adjustment
from 72 in. lbs.
Recommended fluid MoparT ATF Plus 3, type
7176
GEAR RATIOS
• 1ST GEAR-2.74
• 2ND GEAR-1.54
• 3RD GEAR-1.00
• 4TH GEAR-0.69
• REV.GEAR-2.21
THRUST WASHER/SPACER/SNAP RING DIMENSIONS
Component Metric Inch

Front clutch thrust washer (reaction shaft 1.55 mm 0.061 in.
support hub)
Rear clutch thrust washer (clutch retainer) 1.55 mm 0.061 in.
Intermediate shaft thrust plate (shaft hub pilot) 1.5-1.6 mm 0.060-0.063 in.
Output shaft thrust washer (rear clutch hub) Select fit to set end play
Rear clutch pack snap ring 1.5 mm 0.060 in.
1.95 mm 0.076 in.
2.45 mm 0.098 in.
Planetary geartrain snap ring (at front of output shaft) Select fit (three thicknesses available)
Overdrive piston thrust plate Thrust plate and spacer are select fit. Refer to
size charts and selection procedures in
Intermediate shaft spacer Overdrive Unit D&A procedures
PRESSURE TEST
Overdrive clutch Fourth gear only Pressure should be 469-496 kPa (68-72 psi) with closed
throttle and increase to 620-896 kPa (90-130 psi) at 1/2
to 3/4 throttle.
Line pressure (at Closed throttle 372-414 kPa (54-60 psi).
accumulator)
Front servo Third gear only No more than 21 kPa (3 psi) lower than line pressure.
Rear servo 1 range No more than 21 kPa (3 psi) lower than line pressure.
R range 1103 kPa (160 psi) at idle, builds to 1862 kPa (270 psi)
at 1600 rpm.
Governor D range closed throttle Pressure should respond smoothly to changes in mph
and return to 0-7 kPa (0-1.5 psi) when stopped with
transmission in D, 1, 2. Pressure above 7 kPa (1.5 psi) at
stand still will prevent transmission from downshifting.
SPECIAL TOOLS
RE TRANSMISSIONS
Pressure Gauge—C-3292
Spring Compressor and Alignment Shaft—6227
Pressure Gauge—C-3293SP
Gauge Bar—6311
Dial Indicator—C-3339
Extension Housing Pilot—C-3288-B
Spring Compressor—C-3422-B
SPECIAL TOOLS (Continued)
Puller, Slide Hammer—C-3752 Installer—C-3995-A
Gauge, Throttle Setting—C-3763
Universal Handle—C-4171
Seal Installer—C-3860–A
Seal Installer—C-4193-A
Seal Remover—C-3985-B
Dial Caliper—C-4962
Bushing Remover/Installer Set—C-3887-J Installer, Bushing—SP-5117
Remover, Bushing—SP-5324
Nut, Bushing Remover—SP-1191, From kit C-3887-J
Installer, Bushing—SP-5325
Cup, Bushing Remover—SP-3633, From kit C-3887-J
Compressor, Spring—C-3575-A
Remover, Bushing—SP-3551
Remover—6957
Gauge—6312
Installer—6951
Adapter—C-3705
Retainer—6583
Flusher—6906
Installer—8114
46RE AUTOMATIC TRANSMISSION
INDEX
page page
GENERAL INFORMATION TRANSMISSION FILL PROCEDURE . . . . . . . . . 147

46RE TRANSMISSION . . . . . . . . . . . . . . . . . . . 119 REMOVAL AND INSTALLATION
CAUSES OF BURNT FLUID . . . . . . . . . . . . . . . 121 BRAKE TRANSMISSION SHIFT INTERLOCK . . 153
EFFECTS OF INCORRECT FLUID LEVEL . . . . 121 GEARSHIFT CABLE . . . . . . . . . . . . . . . . . . . . . 153
ELECTRONIC LOCK-UP TORQUE GOVERNOR SOLENOID AND PRESSURE
CONVERTER . . . . . . . . . . . . . . . . . . . . . . . . 121 SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
FLUID CONTAMINATION . . . . . . . . . . . . . . . . . 121 OUTPUT SHAFT FRONT BEARING . . . . . . . . . 159
GEARSHIFT MECHANISM . . . . . . . . . . . . . . . . 122 OUTPUT SHAFT REAR BEARING . . . . . . . . . . 159
RECOMMENDED FLUID . . . . . . . . . . . . . . . . . . 121 OVERDRIVE HOUSING BUSHING . . . . . . . . . . 158
TRANSMISSION GEAR RATIOS . . . . . . . . . . . . 122 OVERDRIVE UNIT . . . . . . . . . . . . . . . . . . . . . . 157
TRANSMISSION IDENTIFICATION . . . . . . . . . . 121 PARK/NEUTRAL POSITION SWITCH . . . . . . . . 152
DESCRIPTION AND OPERATION SPEEDOMETER ADAPTER . . . . . . . . . . . . . . . 151
3-4 SHIFT SEQUENCE . . . . . . . . . . . . . . . . . . . 124 TORQUE CONVERTER . . . . . . . . . . . . . . . . . . 150
BRAKE TRANSMISSION SHIFT INTERLOCK TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . 148
MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . 125 VALVE BODY . . . . . . . . . . . . . . . . . . . . . . . . . . 154
CONVERTER CLUTCH ENGAGEMENT . . . . . . 125 YOKE SEAL REPLACEMENT . . . . . . . . . . . . . . 151
CONVERTER DRAINBACK VALVE . . . . . . . . . . 125 DISASSEMBLY AND ASSEMBLY
ELECTRONIC GOVERNOR . . . . . . . . . . . . . . . 122 FRONT CLUTCH . . . . . . . . . . . . . . . . . . . . . . . 192
GOVERNOR PRESSURE CURVES . . . . . . . . . 123 FRONT SERVO PISTON . . . . . . . . . . . . . . . . . . 190
HYDRAULIC CONTROL SYSTEM . . . . . . . . . . . 124 OIL PUMP AND REACTION SHAFT SUPPORT . 190
OVERDRIVE OFF SWITCH . . . . . . . . . . . . . . . . 124 OVERDRIVE UNIT . . . . . . . . . . . . . . . . . . . . . . 200
QUICK FILL VALVE . . . . . . . . . . . . . . . . . . . . . . 125 OVERRUNNING CLUTCH CAM/OVERDRIVE
SHIFT VALVE OPERATION . . . . . . . . . . . . . . . . 124 PISTON RETAINER . . . . . . . . . . . . . . . . . . . . 187
DIAGNOSIS AND TESTING PLANETARY GEARTRAIN/OUTPUT SHAFT . . . 196
AIR TESTING TRANSMISSION CLUTCH AND REAR CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . 193
BAND OPERATION . . . . . . . . . . . . . . . . . . . . 131 REAR SERVO PISTON . . . . . . . . . . . . . . . . . . . 190
ANALYZING ROAD TEST . . . . . . . . . . . . . . . . . 127 TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . 175
AUTOMATIC TRANSMISSION DIAGNOSIS . . . . 125 VALVE BODY . . . . . . . . . . . . . . . . . . . . . . . . . . 160
BRAKE TRANSMISSION SHIFT INTERLOCK . . 127 CLEANING AND INSPECTION
CONVERTER HOUSING FLUID LEAK ACCUMULATOR . . . . . . . . . . . . . . . . . . . . . . . . 216
DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . . . . 132 FRONT CLUTCH . . . . . . . . . . . . . . . . . . . . . . . 217
CONVERTER STALL TEST . . . . . . . . . . . . . . . . 131 FRONT SERVO . . . . . . . . . . . . . . . . . . . . . . . . 216
DIAGNOSIS TABLES AND CHARTS—RE OIL PUMP AND REACTION SHAFT SUPPORT . 217
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . 133 OVERDRIVE UNIT . . . . . . . . . . . . . . . . . . . . . . 218
GEARSHIFT CABLE . . . . . . . . . . . . . . . . . . . . . 127 OVERRUNNING CLUTCH/LOW-REVERSE
HYDRAULIC PRESSURE TEST . . . . . . . . . . . . 128 DRUM/OVERDRIVE PISTON RETAINER . . . . 216
OVERDRIVE ELECTRICAL CONTROLS . . . . . . 127 PLANETARY GEARTRAIN/OUTPUT SHAFT . . . 218
PARK/NEUTRAL POSITION SWITCH . . . . . . . . 126 REAR CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . 218
PRELIMINARY DIAGNOSIS . . . . . . . . . . . . . . . 125 REAR SERVO . . . . . . . . . . . . . . . . . . . . . . . . . 217
ROAD TESTING . . . . . . . . . . . . . . . . . . . . . . . . 127 TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . 216
STALL TEST ANALYSIS . . . . . . . . . . . . . . . . . . 131 VALVE BODY . . . . . . . . . . . . . . . . . . . . . . . . . . 214
THROTTLE VALVE CABLE . . . . . . . . . . . . . . . . 127 ADJUSTMENTS
SERVICE PROCEDURES BRAKE TRANSMISSION SHIFT INTERLOCK . . 219
ALUMINUM THREAD REPAIR . . . . . . . . . . . . . 148 FRONT BAND ADJUSTMENT . . . . . . . . . . . . . . 221
CONVERTER DRAINBACK CHECK VALVE GEARSHIFT CABLE . . . . . . . . . . . . . . . . . . . . . 221
SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147 REAR BAND ADJUSTMENT . . . . . . . . . . . . . . . 222
FLUID AND FILTER REPLACEMENT . . . . . . . . 146 TRANSMISSION THROTTLE VALVE CABLE
FLUID LEVEL CHECK . . . . . . . . . . . . . . . . . . . 146 ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . 220
FLUSHING COOLERS AND TUBES . . . . . . . . . 148 VALVE BODY . . . . . . . . . . . . . . . . . . . . . . . . . . 222
OIL PUMP VOLUME CHECK . . . . . . . . . . . . . . 147
SCHEMATICS AND DIAGRAMS SPECIAL TOOLS

HYDRAULIC SCHEMATICS . . . . . . . . . . . . . . . 223 RE TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 236
SPECIFICATIONS
RE TRANSMISSION . . . . . . . . . . . . . . . . . . . . . 235
GENERAL INFORMATION train Control Module (PCM). The torque converter

clutch is hydraulically applied and is released when
46RE TRANSMISSION fluid is vented from the hydraulic circuit by the
The 46RE is a four speed fully automatic transmis- torque converter control (TCC) solenoid on the valve
sion with an electronic governor (Fig. 1). First body. The torque converter clutch engages in fourth
through third gear ranges are provided by the gear, and in third gear when the O/D switch is OFF.
clutches, bands, overrunning clutch, and planetary Engagement occurs when the vehicle is cruising at a
gear sets in the transmission. Fourth gear range is steady speed after the vehicle has warmed up. The
provided by the overdrive unit that contains an over- torque converter clutch disengages when the vehicle
drive clutch, direct clutch, planetary gear set, and begins to go uphill or the accelerator is applied. The
overrunning clutch. The overdrive clutch is applied in torque converter clutch feature increases fuel econ-
fourth gear only. The direct clutch is applied in all omy and reduces the transmission fluid temperature.
ranges except fourth gear. The 46RE is equipped The 46RE transmission is cooled by an integral fluid
with a lock-up clutch in the torque converter. The cooler inside the radiator.
torque converter clutch is controlled by the Power-
Fig. 1 46RE Transmission

TRANSMISSION IDENTIFICATION (2) Heavy duty operation with a vehicle not prop-
Transmission identification numbers are stamped erly equipped for this type of operation. Trailer tow-
on the left side of the case just above the oil pan gas- ing or similar high load operation will overheat the
ket surface (Fig. 2). Refer to this information when transmission fluid if the vehicle is improperly
ordering replacement parts. equipped. Such vehicles should have an auxiliary
transmission fluid cooler, a heavy duty cooling sys-
tem, and the engine/axle ratio combination needed to
handle heavy loads.
FLUID CONTAMINATION
Transmission fluid contamination is generally a
result of:
• adding incorrect fluid
• failure to clean dipstick and fill tube when
checking level
• engine coolant entering the fluid
• internal failure that generates debris
• overheat that generates sludge (fluid break-
down)
• failure to reverse flush cooler and lines after
repair
• failure to replace contaminated converter after
Fig. 2 Transmission Part And Serial Number repair
Location The use of non recommended fluids can result in
RECOMMENDED FLUID transmission failure. The usual results are erratic
Mopart ATF Plus 3, Type 7176 automatic trans- shifts, slippage, abnormal wear and eventual failure
mission fluid is the recommended fluid for Chrysler due to fluid breakdown and sludge formation. Avoid
automatic transmissions. this condition by using recommended fluids only.
Dexron II fluid IS NOT recommended. Clutch The dipstick cap and fill tube should be wiped
chatter can result from the use of improper clean before checking fluid level. Dirt, grease and
fluid. other foreign material on the cap and tube could fall
into the tube if not removed beforehand. Take the
EFFECTS OF INCORRECT FLUID LEVEL time to wipe the cap and tube clean before withdraw-
A low fluid level allows the pump to take in air ing the dipstick.
along with the fluid. Air in the fluid will cause fluid Engine coolant in the transmission fluid is gener-
pressures to be low and develop slower than normal. ally caused by a cooler malfunction. The only remedy
If the transmission is overfilled, the gears churn the is to replace the radiator as the cooler in the radiator
fluid into foam. This aerates the fluid and causing is not a serviceable part. If coolant has circulated
the same conditions occurring with a low level. In through the transmission for some time, an overhaul
either case, air bubbles cause fluid overheating, oxi- may also be necessary; especially if shift problems
dation and varnish buildup which interferes with had developed.
valve, clutch and servo operation. Foaming also The transmission cooler and lines should be
causes fluid expansion which can result in fluid over- reverse flushed whenever a malfunction generates
flow from the transmission vent or fill tube. Fluid sludge and/or debris. The torque converter should
overflow can easily be mistaken for a leak if inspec- also be replaced at the same time.
tion is not careful. Failure to flush the cooler and lines will result in
recontamination. Flushing applies to auxiliary cool-
CAUSES OF BURNT FLUID ers as well. The torque converter should also be
Burnt, discolored fluid is a result of overheating replaced whenever a failure generates sludge and
which has two primary causes. debris. This is necessary because normal converter
(1) A result of restricted fluid flow through the flushing procedures will not remove all contami-
main and/or auxiliary cooler. This condition is usu- nants.
ally the result of a faulty or improperly installed
drainback valve, a damaged main cooler, or severe ELECTRONIC LOCK-UP TORQUE CONVERTER
restrictions in the coolers and lines caused by debris The torque converter is a hydraulic device that
or kinked lines. couples the engine crankshaft to the transmission.
The torque converter consists of an outer shell with DESCRIPTION AND OPERATION
an internal turbine, a stator, an overrunning clutch,
an impeller, and an electronically applied converter ELECTRONIC GOVERNOR
clutch. Torque multiplication is created when the sta- Governor pressure is controlled electronically. Com-
tor directs the hydraulic flow from the turbine to ponents used for governor pressure control include:
rotate the impeller in the direction the engine crank- • Governor body
shaft is turning. The turbine transfers power to the • Valve body transfer plate
planetary gear sets in the transmission. The transfer • Governor pressure solenoid valve
of power into the impeller assists torque multiplica- • Governor pressure sensor
tion. At low vehicle-speed, the overrunning clutch • Fluid temperature thermistor
holds the stator stationary (during torque multiplica- • Throttle position sensor (TPS)
tion) and allows the stator to freewheel at high vehi- • Transmission speed sensor
cle speed. The converter clutch engagement reduces • Powertrain control module (PCM)
engine speed. Clutch engagement also provides
reduced transmission fluid temperatures. The torque GOVERNOR PRESSURE SOLENOID VALVE
converter hub drives the transmission oil (fluid) The solenoid valve is a duty-cycle solenoid which
pump. regulates the governor pressure needed for upshifts
The torque converter is a sealed, welded unit that and downshifts. It is an electro-hydraulic device
is not repairable and is serviced as an assembly. located in the governor body on the valve body trans-
fer plate (Fig. 3).
CAUTION: The torque converter must be replaced if The inlet side of the solenoid valve is exposed to
a transmission failure results in large amounts of normal transmission line pressure. The outlet side of
metal or fiber contamination in the fluid. the valve leads to the valve body governor circuit.
The solenoid valve regulates line pressure to pro-
duce governor pressure. The average current sup-
TRANSMISSION GEAR RATIOS plied to the solenoid controls governor pressure. One
46RE gear ratios are: amp current produces zero kPa/psi governor pres-
• 2.45:1 (first gear) sure. Zero amps sets the maximum governor pres-
• 1.45:1 (second gear) sure.
• 1.00:1 (third gear) The powertrain control module (PCM) turns on the
• 0.69:1 (forth gear) trans control relay which supplies electrical power to
• 2.21 (reverse) the solenoid valve. Operating voltage is 12 volts
(DC). The PCM controls the ground side of the sole-
GEARSHIFT MECHANISM noid using the governor pressure solenoid control cir-
The shift mechanism is cable operated and pro- cuit.
vides six shift positions. The shift positions are:
• Park (P)
• Reverse (R)
• Neutral (N)
• Drive (D)
• Manual Second (2)
• Manual Low (1)
Manual low (1) range provides first gear only.
Overrun braking is also provided in this range. Man-
ual second (2) range provides first and second gear
only. Drive range provides first, second, third, and
overdrive fourth gear ranges. The shift into overdrive
fourth gear range occurs only after the transmission
Fig. 3 Governor Pressure Solenoid Valve
has completed the shift into (D) third gear range. No
further movement of the shift mechanism is required GOVERNOR PRESSURE SENSOR
to complete the 3-4 shift. The governor pressure sensor measures output
pressure of the governor pressure solenoid valve (Fig.
4).
The sensor output signal provides the necessary
feedback to the PCM. This feedback is needed to ade-
quately control governor pressure.
TRANSMISSION SPEED SENSOR
The speed sensor (Fig. 5) is located in the over-
drive gear case. The sensor is positioned over the
park gear and monitors transmission output shaft
rotating speed. Speed sensor signals are triggered by
the park gear lugs as they rotate past the sensor
pickup face. Input signals from the sensor are sent to
the transmission control module for processing. The
vehicle speed sensor also serves as a backup for the
transmission speed sensor. Signals from this sensor
are shared with the powertrain control module.

GOVERNOR BODY AND TRANSFER PLATE
The transfer plate is designed to supply transmis-
sion line pressure to the governor pressure solenoid
valve and to return governor pressure.
The governor pressure solenoid valve is mounted in
the governor body. The body is bolted to the lower
side of the transfer plate (Fig. 4). The transfer plate Fig. 5 Transmission Output Speed Sensor
channels line pressure to the solenoid valve through THROTTLE POSITION SENSOR (TPS)
the governor body. It also channels governor pressure The TPS provides throttle position input signals to
from the solenoid valve to the governor circuit. It is the PCM. This input signal is used to determine
the solenoid valve that develops the necessary gover- overdrive and converter clutch shift schedule and to
nor pressure. select the proper governor curve.
TRANSMISSION FLUID TEMPERATURE POWERTRAIN CONTROL MODULE (PCM)
THERMISTOR The PCM controls operation of the converter
Transmission fluid temperature readings are sup- clutch, overdrive clutch, and governor pressure sole-
plied to the transmission control module by the ther- noid.
mistor. The temperature readings are used to control The control module determines transmission shift
engagement of the fourth gear overdrive clutch, the points based on input signals from the transmission
converter clutch, and governor pressure. Normal thermistor, transmission output shaft speed sensor,
resistance value for the thermistor at room tempera- crankshaft position sensor, vehicle speed sensor,
ture is approximately 1000 ohms. throttle position sensor, and battery temperature sen-
The PCM prevents engagement of the converter sor.
clutch and overdrive clutch, when fluid temperature
is below approximately 10°C (50°F). GOVERNOR PRESSURE CURVES
If fluid temperature exceeds 126°C (260°F), the There are four governor pressure curves pro-
PCM causes a 4-3 downshift and engage the con- grammed into the transmission control module. The
verter clutch. Engagement is according to the third different curves allow the control module to adjust
gear converter clutch engagement schedule. governor pressure for varying conditions. One curve
The overdrive OFF lamp in the instrument panel is used for operation when fluid temperature is at, or
illuminates when the shift back to third occurs. The below, 1°C (30°F). A second curve is used when fluid
transmission will not allow fourth gear operation temperature is at, or above, 10°C (50°F) during nor-
until fluid temperature decreases to approximately mal city or highway driving. A third curve is used
110°C (230°F). during wide-open throttle operation. The fourth curve
The thermistor is part of the governor pressure is used when driving with the transfer case in low
sensor assembly and is immersed in transmission range.
fluid at all times.
SHIFT VALVE OPERATION transmissions without a limit valve, maximum speed
The shift valves are moved by a combination of for a 3-2 kickdown is at detent position.
throttle and governor pressure. The governor pres- The 2-3 shuttle valve has two functions. The first
sure is generated by electrical components. is fast front band release and smooth engagement
The conditions under which a shift to fourth will during lift-foot 2-3 upshifts. The second is to regulate
not occur are: front clutch and band application during 3-2 down-
• Overdrive switch is Off shifts.
• Transmission fluid temperature is below 10° C The 3-4 timing valve is moved by line pressure
(50° F) or above 121° C (250° F) coming through the 3-4 shift valve. The timing valve
• Shift to third not yet completed holds the 2-3 shift valve in an upshift position. The
• Vehicle speed too low for 3-4 shift to occur purpose is to prevent the 2-3 valve from up or down-
• Battery temperature below –5° F. shifting before the 3-4 valve.
The 3-4 accumulator is mounted on the overdrive
HYDRAULIC CONTROL SYSTEM housing and performs the same function as the 2-3
The hydraulic control system provides fully auto- accumulator; it is used to smooth engagement during
matic operation. The system performs five basic func- a 3-4 shift.
tions which are: pressure supply, pressure regulation, The switch valve directs fluid apply pressure to the
flow control, clutch/band application, and lubrication. converter clutch in one position and releases it in the
opposite position. It also directs oil to the cooling and
PRESSURE REGULATION lube circuits. The switch valve regulates oil pressure
The pressure regulator valve maintains line pres- to the torque converter by limiting maximum oil
sure. The amount of pressure developed is controlled pressure to 130 psi.
by throttle pressure which is dependent on the
degree of throttle opening. The regulator valve is OVERDRIVE OFF SWITCH
located in the valve body. The overdrive OFF (control) switch is located in
The throttle valve determines line pressure and the instrument panel. The switch is a momentary
shift speed. Governor pressure increases in propor- contact device that signals the PCM to toggle current
tion to vehicle speed. The throttle valve controls status of the overdrive function. At key-on, overdrive
upshift and downshift speeds by regulating pressure operation is allowed. Pressing the switch once causes
according to throttle position. the overdrive OFF mode to be entered and the over-
drive OFF switch lamp to be illuminated. Pressing
Shift Valve Flow Control the switch a second time causes normal overdrive
The manual valve is operated by the gearshift link- operation to be restored and the overdrive lamp to be
age and provides the operating range selected by the turned off. The overdrive OFF mode defaults to ON
driver. after the ignition switch is cycled OFF and ON. The
The 1-2 shift valve provides 1-2 or 2-1 shifts and normal position for the control switch is the ON posi-
the 2-3 shift valve provides 2-3 or 3-2 shifts. tion. The switch must be in this position to energize
The kickdown valve provides forced 3-2 or 3-1 the solenoid and allow a 3-4 upshift. The control
downshifts depending on vehicle speed. Downshifts switch indicator light illuminates only when the over-
occur when the throttle is opened beyond downshift drive switch is turned to the OFF position, or when
detent position. Detent is reached just before wide illuminated by the transmission control module.
open throttle position.
The 2-3 valve throttle pressure plug provides 3-2 3-4 SHIFT SEQUENCE
downshifts at varying throttle openings depending on The overdrive clutch is applied in fourth gear only.
vehicle speed. The direct clutch is applied in all ranges except
The 1-2 shift control valve transmits 1-2 shift pres- fourth gear. Fourth gear overdrive range is electron-
sure to the accumulator piston. This controls kick- ically controlled and hydraulically activated. Various
down band capacity on 1-2 upshifts and 3-2 sensor inputs are supplied to the powertrain control
downshifts. module to operate the overdrive solenoid on the valve
The 3-4 shift, quick fill, and timing valves plus the body. The solenoid contains a check ball that opens
3-4 accumulator, are only actuated when the over- and closes a vent port in the 3-4 shift valve feed pas-
drive solenoid is energized. The solenoid contains a sage. The overdrive solenoid (and check ball) are not
check ball that controls a vent port to the 3-4 valves. energized in first, second, third, or reverse gear. The
The check ball either diverts line pressure away from vent port remains open, diverting line pressure from
or directly to the 3-4 valves. the 2-3 shift valve away from the 3-4 shift valve. The
The limit valve determines maximum speed at overdrive control switch must be in the ON position
which a 3-2 part throttle kickdown can be made. On
to transmit overdrive status to the PCM. A 3-4 lines when the vehicle is shut down for lengthy peri-
upshift occurs only when the overdrive solenoid is ods. Production valves have a hose nipple at one end,
energized by the PCM. The PCM energizes the over- while the opposite end is threaded for a flare fitting.
drive solenoid during the 3-4 upshift. This causes the All valves have an arrow (or similar mark) to indi-
solenoid check ball to close the vent port allowing cate direction of flow through the valve.
line pressure from the 2-3 shift valve to act directly
on the 3-4 upshift valve. Line pressure on the 3-4 BRAKE TRANSMISSION SHIFT INTERLOCK
shift valve overcomes valve spring pressure moving MECHANISM
the valve to the upshift position. This action exposes The Brake Transmission Shifter/Ignition Interlock
the feed passages to the 3-4 timing valve, 3-4 quick (BTSI), is a cable and solenoid operated system. It
fill valve, 3-4 accumulator, and ultimately to the interconnects the automatic transmission floor
overdrive piston. Line pressure through the timing mounted shifter to the steering column ignition
valve moves the overdrive piston into contact with switch (Fig. 6). The system locks the shifter into the
the overdrive clutch. The direct clutch is disengaged PARK position. The Interlock system is engaged
before the overdrive clutch is engaged. The boost whenever the ignition switch is in the LOCK or
valve provides increased fluid apply pressure to the ACCESSORY position. An additional electrically acti-
overdrive clutch during 3-4 upshifts, and when accel- vated feature will prevent shifting out of the PARK
erating in fourth gear. The 3-4 accumulator cushions position unless the brake pedal is depressed at least
overdrive clutch engagement to smooth 3-4 upshifts. one-half an inch. A magnetic holding device in line
The accumulator is charged at the same time as with the park lock cable is enegized when the igni-
apply pressure acts against the overdrive piston. tion is in the RUN position.When the key is in the
RUN position and the brake pedal is depressed, the
CONVERTER CLUTCH ENGAGEMENT shifter is unlocked and will move into any position.
Converter clutch engagement in third or fourth The interlock system also prevents the ignition
gear range is controlled by sensor inputs to the pow- switch from being turned to the LOCK or ACCES-
ertrain control module. Inputs that determine clutch SORY position (Fig. 7), unless the shifter is fully
engagement are: coolant temperature, engine rpm, locked into the PARK position.
vehicle speed, throttle position, and manifold vac-
uum. The torque converter clutch is engaged by the
clutch solenoid on the valve body. The clutch can be DIAGNOSIS AND TESTING
engaged in third and fourth gear ranges depending
on overdrive control switch position. If the overdrive AUTOMATIC TRANSMISSION DIAGNOSIS
control switch is in the normal ON position, the Automatic transmission problems can be a result of
clutch will engage after the shift to fourth gear, and poor engine performance, incorrect fluid level, incor-
above approximately 72 km/h (45 mph). If the control rect linkage or cable adjustment, band or hydraulic
switch is in the OFF position, the clutch will engage control pressure adjustments, hydraulic system mal-
after the shift to third gear, at approximately 56 functions or electrical/mechanical component mal-
km/h (35 mph) at light throttle. functions. Begin diagnosis by checking the easily
accessible items such as: fluid level and condition,
QUICK FILL VALVE linkage adjustments and electrical connections. A
The 3-4 quick fill valve provides faster engagement road test will determine if further diagnosis is neces-
of the overdrive clutch during 3-4 upshifts. The valve sary.
temporarily bypasses the clutch piston feed orifice at
the start of a 3-4 upshift. This exposes a larger pas- PRELIMINARY DIAGNOSIS
sage into the piston retainer resulting in a much Two basic procedures are required. One procedure
faster clutch fill and apply sequence. The quick fill for vehicles that are drivable and an alternate proce-
valve does not bypass the regular clutch feed orifice dure for disabled vehicles (will not back up or move
throughout the 3-4 upshift. Instead, once a predeter- forward).
mined pressure develops within the clutch, the valve
closes the bypass. Clutch fill is then completed VEHICLE IS DRIVEABLE
through the regular feed orifice. (1) Check for transmission fault codes using DRB
scan tool.
CONVERTER DRAINBACK VALVE (2) Check fluid level and condition.
The drainback valve is located in the transmission (3) Adjust throttle and gearshift linkage if com-
cooler outlet (pressure) line. The valve prevents fluid plaint was based on delayed, erratic, or harsh shifts.
from draining from the converter into the cooler and (4) Road test and note how transmission upshifts,
downshifts, and engages.
Fig. 6 Ignition Interlock Cable Routing

(3) Check for cracked, leaking cooler lines, or loose
or missing pressure-port plugs.
(4) Raise and support vehicle on safety stands,
start engine, shift transmission into gear, and note
following:
(a) If propeller shaft turns but wheels do not,
problem is with differential or axle shafts.
(b) If propeller shaft does not turn and transmis-
sion is noisy, stop engine. Remove oil pan, and
check for debris. If pan is clear, remove transmis-
sion and check for damaged drive plate, converter,
oil pump, or input shaft.
Fig. 7 Ignition Key Cylinder Actuation
(c) If propeller shaft does not turn and transmis-
(5) Perform stall test if complaint is based on slug- sion is not noisy, perform hydraulic-pressure test to
gish acceleration. Or, if abnormal throttle opening is determine if problem is hydraulic or mechanical.
needed to maintain normal speeds with a properly
tuned engine. PARK/NEUTRAL POSITION SWITCH
(6) Perform hydraulic pressure test if shift prob- The center terminal of the park/neutral position
lems were noted during road test. switch is the starter-circuit terminal. It provides the
(7) Perform air-pressure test to check clutch-band ground for the starter solenoid circuit through the
operation. selector lever in PARK and NEUTRAL positions only.
The outer terminals on the switch are for the backup
VEHICLE IS DISABLED lamp circuit.
(1) Check fluid level and condition.
(2) Check for broken or disconnected gearshift or SWITCH TEST
throttle linkage. To test the switch, remove the wiring connector.
Test for continuity between the center terminal and
the transmission case. Continuity should exist only (a) PARK position—Apply forward force on cen-
when the transmission is in PARK or NEUTRAL. ter of handle and remove pressure. Engine starts
Shift the transmission into REVERSE and test must be possible.
continuity at the switch outer terminals. Continuity (b) PARK position—Apply rearward force on cen-
should exist only when the transmission is in ter of handle and remove pressure. Engine starts
REVERSE. Continuity should not exist between the must be possible.
outer terminals and the case. (c) NEUTRAL position—Normal position. Engine
Check gearshift linkage adjustment before replac- starts must be possible.
ing a switch that tests faulty. (d) NEUTRAL position—Engine running and
brakes applied, apply forward force on center of
OVERDRIVE ELECTRICAL CONTROLS shift handle. Transmission shall not be able to shift
The overdrive off switch, valve body solenoid, case from neutral to reverse.
connectors and related wiring can all be tested with
a 12 volt test lamp or a volt/ohmmeter. Check conti- THROTTLE VALVE CABLE
nuity of each component when diagnosis indicates Transmission throttle valve cable adjustment is
this is necessary. Refer to Group 8W, Wiring Dia- extremely important to proper operation. This adjust-
grams, for component locations and circuit informa- ment positions the throttle valve, which controls shift
tion. speed, quality, and part-throttle downshift sensitivity.
Switch and solenoid continuity should be checked If cable setting is too loose, early shifts and slip-
whenever the transmission fails to shift into fourth page between shifts may occur. If the setting is too
gear range. tight, shifts may be delayed and part throttle down-
shifts may be very sensitive. Refer to the Adjust-
BRAKE TRANSMISSION SHIFT INTERLOCK ments section for the proper adjustment procedure.
(1) Verify that the key can only be removed in the
PARK position ROAD TESTING
(2) When the shift lever is in PARK And the shift Before road testing, be sure the fluid level and con-
handle pushbutton is in the “OUT” position, the igni- trol cable adjustments have been checked and
tion key cylinder should rotate freely from OFF to adjusted if necessary. Verify that diagnostic trouble
LOCK. When the shifter is in any other gear or neu- codes have been resolved.
tral position, the ignition key cylinder should not Observe engine performance during the road test.
rotate to the LOCK position. A poorly tuned engine will not allow accurate analy-
(3) Shifting out of PARK should be possible when sis of transmission operation.
the ignition key cylinder is in the OFF position. Operate the transmission in all gear ranges. Check
(4) Shifting out of PARK should not be possible for shift variations and engine flare which indicates
while applying 25 lb. maximum handle pushbutton slippage. Note if shifts are harsh, spongy, delayed,
force and ignition key cylinder is in the RUN or early, or if part throttle downshifts are sensitive.
START positions unless the foot brake pedal is Slippage indicated by engine flare, usually means
depressed approximately 1/2 inch (12mm). clutch, band or overrunning clutch problems. If the
(5) Shifting out of PARK should not be possible condition is advanced, an overhaul will be necessary
when the ignition key cylinder is in the ACCESSORY to restore normal operation.
or LOCK positions. A slipping clutch or band can often be determined
(6) Shifting between any gears, NEUTRAL or into by comparing which internal units are applied in the
PARK may be done without depressing foot brake various gear ranges. The Clutch and Band Applica-
pedal with ignition switch in RUN or START position chart provides a basis for analyzing road test
tions and vehicle stationary or in motion. results.
GEARSHIFT CABLE ANALYZING ROAD TEST

(1) The floor shifter lever and gate positions Refer to the Clutch and Band Application chart
should be in alignment with all transmission PARK, and note which elements are in use in the various
NEUTRAL, and gear detent positions. gear ranges.
(2) Engine starts must be possible with floor shift Note that the rear clutch is applied in all forward
lever in PARK or NEUTRAL gate positions only. ranges (D, 2, 1). The transmission overrunning clutch
Engine starts must not be possible in any other gear is applied in first gear (D, 2 and 1 ranges) only. The
position. rear band is applied in 1 and R range only.
(3) With floor shift lever handle push-button not Note that the overdrive clutch is applied only in
depressed and lever in: fourth gear and the overdrive direct clutch and over-
Clutch And Band Application Chart

running clutch are applied in all ranges except fourth ally cannot be determined until hydraulic and air
gear. pressure tests are performed. Practically any condi-
For example: If slippage occurs in first gear in D tion can be caused by leaking hydraulic circuits or
and 2 range but not in 1 range, the transmission sticking valves.
overrunning clutch is faulty. Similarly, if slippage Unless a malfunction is obvious, such as no drive
occurs in any two forward gears, the rear clutch is in D range first gear, do not disassemble the trans-
slipping. mission. Perform the hydraulic and air pressure tests
Applying the same method of analysis, note that to help determine the probable cause.
the front and rear clutches are applied simulta-
neously only in D range third and fourth gear. If the HYDRAULIC PRESSURE TEST
transmission slips in third gear, either the front Hydraulic test pressures range from a low of one
clutch or the rear clutch is slipping. psi (6.895 kPa) governor pressure, to 300 psi (2068
If the transmission slips in fourth gear but not in kPa) at the rear servo pressure port in reverse.
third gear, the overdrive clutch is slipping. By select- An accurate tachometer and pressure test gauges
ing another gear which does not use these clutches, are required. Test Gauge C-3292 has a 100 psi range
the slipping unit can be determined. For example, if and is used at the accumulator, governor, and front
the transmission also slips in Reverse, the front servo ports. Test Gauge C-3293-SP has a 300 psi
clutch is slipping. If the transmission does not slip in range and is used at the rear servo and overdrive
Reverse, the rear clutch is slipping. ports where pressures exceed 100 psi.
If slippage occurs during the 3-4 shift or only in
fourth gear, the overdrive clutch is slipping. Simi- Pressure Test Port Locations
larly, if the direct clutch were to fail, the transmis- Test ports are located at both sides of the transmis-
sion would lose both reverse gear and overrun sion case (Fig. 8).
braking in 2 position (manual second gear). Line pressure is checked at the accumulator port
If the transmission will not shift to fourth gear, the on the right side of the case. The front servo pressure
control switch, overdrive solenoid or related wiring port is at the right side of the case just behind the
may also be the problem cause. filler tube opening.
This process of elimination can be used to identify The rear servo and governor pressure ports are at
a slipping unit and check operation. Proper use of the right rear of the transmission case. The overdrive
the Clutch and Band Application Chart is the key. clutch pressure port is at the left rear of the case.
Although road test analysis will help determine the
slipping unit, the actual cause of a malfunction usu-
Test Two—Transmission In 2 Range
NOTE: This test checks pump output, line pressure

and pressure regulation. Use 100 psi Test Gauge
C-3292 for this test.
(1) Leave vehicle in place on hoist and leave Test

Gauge C-3292 connected to accumulator port.
(2) Have helper start and run engine at 1000 rpm.
(3) Move transmission shift lever one detent rear-
ward from full forward position. This is 2 range.
(4) Move transmission throttle lever from full for-
ward to full rearward position and read pressure on
gauge.
(5) Line pressure should be 54-60 psi (372-414
kPa) with throttle lever forward and gradually
increase to 90-96 psi (621-662 kPa) as lever is moved
rearward.
Test Three—Transmission In D Range Third Gear
NOTE: This test checks pressure regulation and

condition of the clutch circuits. Both test gauges
are required for this test.
(1) Turn OD switch off.

(2) Leave vehicle on hoist and leave Gauge C-3292
in place at accumulator port.
(3) Move Gauge C-3293-SP over to front servo port
Fig. 8 Pressure Test Port Locations for this test.
Test One - Transmission In Manual Low (4) Have helper start and run engine at 1600 rpm
for this test.
NOTE: This test checks pump output, pressure reg- (5) Move transmission shift lever two detents rear-
ulation, and condition of the rear clutch and servo ward from full forward position. This is D range.
circuit. Both test gauges are required for this test. (6) Read pressures on both gauges as transmission
throttle lever is gradually moved from full forward to
(1) Connect tachometer to engine. Position tachom- full rearward position:
eter so it can be observed from driver seat if helper • Line pressure at accumulator in D range third
will be operating engine. Raise vehicle on hoist that gear, should be 54-60 psi (372-414 kPa) with throttle
will allow rear wheels to rotate freely. lever forward and increase as lever is moved rear-
(2) Connect 100 psi Gauge C-3292 to accumulator ward.
port. Then connect 300 psi Gauge C-3293-SP to rear • Front servo pressure in D range third gear,
servo port. should be within 3 psi (21 kPa) of line pressure up to
(3) Disconnect throttle and gearshift cables from kickdown point.
levers on transmission valve body manual shaft.
(4) Have helper start and run engine at 1000 rpm. Test Four—Transmission In Reverse
(5) Move transmission shift lever fully forward
into 1 range. NOTE: This test checks pump output, pressure reg-
(6) Gradually move transmission throttle lever ulation and the front clutch and rear servo circuits.
from full forward to full rearward position and note Use 300 psi Test Gauge C-3293-SP for this test.
pressures on both gauges:
• Line pressure at accumulator port should be (1) Leave vehicle on hoist and leave gauge C3292
54-60 psi (372-414 kPa) with throttle lever forward in place at accumulator port.
and gradually increase to 90-96 psi (621-662 kPa) as (2) Move 300 psi Gauge C-3293-SP back to rear
throttle lever is moved rearward. servo port.
• Rear servo pressure should be same as line pres- (3) Have helper start and run engine at 1600 rpm
sure within 3 psi (20.68 kPa). for test.
(4) Move transmission shift lever four detents (3) Lower vehicle.
rearward from full forward position. This is Reverse (4) Turn OD switch on.
range. (5) Secure test gauge so it can be viewed from
(5) Move transmission throttle lever fully forward drivers seat.
then fully rearward and note reading at Gauge (6) Start engine and shift into D range.
C-3293-SP. (7) Increase vehicle speed gradually until 3-4 shift
(6) Pressure should be 145 - 175 psi (1000-1207 occurs and note gauge pressure.
kPa) with throttle lever forward and increase to 230 - (8) Pressure should be 469-496 kPa (68-72 psi)
280 psi (1586-1931 kPa) as lever is gradually moved with closed throttle and increase to 620-827 kPa (90-
rearward. 120 psi) at 1/2 to 3/4 throttle. Note that pressure can
increase to around 896 kPa (130 psi) at full throttle.
Test Five—Governor Pressure (9) Return to shop or move vehicle off chassis
dyno.
NOTE: This test checks governor operation by
measuring governor pressure response to changes
PRESSURE TEST ANALYSIS CHART
in vehicle speed. It is usually not necessary to
TEST CONDITION INDICATION
check governor operation unless shift speeds are
incorrect or if the transmission will not downshift. Line pressure OK during Pump and regulator valve
The test should be performed on the road or on a any one test OK
hoist that will allow the rear wheels to rotate freely. Line pressure OK in R Leakage in rear clutch
(1) Move 100 psi Test Gauge C-3292 to governor but low in D, 2, 1 area (seal rings, clutch
pressure port. seals)
(2) Move transmission shift lever two detents rear- Pressure low in D Fourth Overdrive clutch piston
ward from full forward position. This is D range. Gear Range seal, or check ball
(3) Have helper start and run engine at curb idle problem
speed. Then firmly apply service brakes so wheels
will not rotate. Pressure OK in 1, 2 but Leakage in front clutch
(4) Note governor pressure: low in D3 and R area
• Governor pressure should be no more than 20.6 Pressure OK in 2 but low Leakage in rear servo
kPa (3 psi) at curb idle speed and wheels not rotat- in R and 1
ing. Front servo pressure low Leakage in servo; broken
• If pressure exceeds 20.6 kPa (3 psi), a fault in 2 servo ring or cracked
exists in governor pressure control system. servo piston
(5) Release brakes, slowly increase engine speed,
Pressure low in all Clogged filter, stuck
and observe speedometer and pressure test gauge (do
positions regulator valve, worn or
not exceed 30 mph on speedometer). Governor pres-
faulty pump, low oil level
sure should increase in proportion to vehicle speed.
Or approximately 6.89 kPa (1 psi) for every 1 mph. Governor pressure too Governor pressure
(6) Governor pressure rise should be smooth and high at idle speed solenoid valve system
drop back to no more than 20.6 kPa (3 psi), after fault. Refer to diagnostic
engine returns to curb idle and brakes are applied to book.
prevent wheels from rotating. Governor pressure low at Faulty governor pressure
(7) Compare results of pressure test with analysis all mph figures solenoid, transmission
chart. control module, or
governor pressure sensor
Test Six—Transmission In Overdrive Fourth Gear
Lubrication pressure low Clogged fluid cooler or
NOTE: This test checks line pressure at the over- at all throttle positions lines, seal rings leaking,
drive clutch in fourth gear range. Use 300 psi Test worn pump bushings,
Gauge C-3292 for this test. The test should be per- pump, clutch retainer, or
formed on the road or on a chassis dyno. clogged filter.
Line pressure high Output shaft plugged,
(1) Remove tachometer; it is not needed for this sticky regulator valve
test. Line pressure low Sticky regulator valve,
(2) Move 300 psi Gauge to overdrive clutch pres- clogged filter, worn pump
sure test port. Then remove other gauge and reinstall
test port plug.
CONVERTER STALL TEST Stall Speed Normal But Acceleration Poor
Stall testing involves determining maximum If stall speeds are normal (1800-2300 rpm) but
engine speed obtainable at full throttle with the rear abnormal throttle opening is required for accelera-
wheels locked and the transmission in D range. This tion, or to maintain cruise speed, the converter over-
test checks the holding ability of the converter overrunning clutch is seized. The torque converter will
running and transmission clutches. have to be replaced.
WARNING: NEVER ALLOW ANYONE TO STAND Converter Noise During Test

DIRECTLY IN LINE WITH THE VEHICLE FRONT OR A whining noise caused by fluid flow is normal dur-
REAR DURING A STALL TEST. ALWAYS BLOCK ing a stall test. However, loud metallic noises indi-
THE WHEELS AND FULLY APPLY THE SERVICE cate a damaged converter. To confirm that the noise
AND PARKING BRAKES DURING THE TEST. is originating from the converter, operate the vehicle
at light throttle in DRIVE and NEUTRAL on a hoist
and listen for noise coming from the converter hous-
STALL TEST PROCEDURE ing.
(1) Connect tachometer to engine. Position tachom-
eter so it can be viewed from driver’s seat. AIR TESTING TRANSMISSION CLUTCH AND BAND
(2) Drive vehicle to bring transmission fluid up to OPERATION
normal operating temperature. Vehicle can be driven Air-pressure testing can be used to check transmis-
on road or on chassis dynamometer, if available. sion front/rear clutch and band operation. The test
(3) Check transmission fluid level. Add fluid if nec- can be conducted with the transmission either in the
essary. vehicle or on the work bench, as a final check, after
(4) Block front wheels. overhaul.
(5) Fully apply service and parking brakes. Air-pressure testing requires that the oil pan and
(6) Open throttle completely and record maximum valve body be removed from the transmission. The
engine speed registered on tachometer. It takes 4-10 servo and clutch apply passages are shown (Fig. 9).
seconds to reach max rpm. Once max rpm has
been achieved, do not hold wide open throttle
for more than 4-5 seconds.
CAUTION: Stalling the converter causes a rapid

increase in fluid temperature. To avoid fluid over-
heating, hold the engine at maximum rpm for no
more than 5 seconds. If engine exceeds 2500 rpm
during the test, release the accelerator pedal imme-
diately; transmission clutch slippage is occurring.
(7) If a second stall test is required, cool down

fluid before proceeding. Shift into NEUTRAL and run
engine at 1000 rpm for 20-30 seconds to cool fluid.
STALL TEST ANALYSIS

Stall Speed Too High
If the stall speed exceeds 2500 rpm, transmission
clutch slippage is indicated.
Fig. 9 Air Pressure Test Passages
Stall Speed Low
Low stall speed with a properly tuned engine indi- Front Clutch Air Test
cate a torque converter overrunning clutch problem. Place one or two fingers on the clutch housing and
The condition should be confirmed by road testing. A apply air pressure through front clutch apply pas-
stall speed 250-350 rpm below normal indicates the sage. Piston movement can be felt and a soft thump
converter overrunning clutch is slipping. The vehicle heard as the clutch applies.
also exhibits poor acceleration but operates normally
once highway cruise speeds are reached. Torque con- Rear Clutch Air Test
verter replacement will be necessary. Place one or two fingers on the clutch housing and
apply air pressure through rear clutch apply passage.
Piston movement can be felt and a soft thump heard TORQUE CONVERTER LEAK POINTS
as the clutch applies. Possible sources of converter leaks are:
(1) Leaks at the weld joint around the outside
Front Servo Air Test diameter weld (Fig. 11).
Apply air pressure to the front servo apply pas- (2) Leaks at the converter hub weld (Fig. 11).
sage. The servo rod should extend and cause the
band to tighten around the drum. Spring pressure
should release the servo when air pressure is
removed.
Rear Servo Air Test

Apply air pressure to the rear servo apply passage.
The servo rod should extend and cause the band to
tighten around the drum. Spring pressure should
release the servo when air pressure is removed.
CONVERTER HOUSING FLUID LEAK DIAGNOSIS

When diagnosing converter housing fluid leaks,
two items must be established before repair.
Fig. 11 Converter Leak Points—Typical
(1) Verify that a leak condition actually exists.
(2) Determined the true source of the leak. CONVERTER HOUSING AREA LEAK
Some suspected converter housing fluid leaks may CORRECTION
not be leaks at all. They may only be the result of (1) Remove converter.
residual fluid in the converter housing, or excess (2) Tighten front band adjusting screw until band
fluid spilled during factory fill or fill after repair. is tight around front clutch retainer. This prevents
Converter housing leaks have several potential front/rear clutches from coming out when oil pump is
sources. Through careful observation, a leak source removed.
can be identified before removing the transmission (3) Remove oil pump and remove pump seal.
for repair. Pump seal leaks tend to move along the Inspect pump housing drainback and vent holes for
drive hub and onto the rear of the converter. Pump obstructions. Clear holes with solvent and wire.
O-ring or pump body leaks follow the same path as a (4) Inspect pump bushing and converter hub. If
seal leak (Fig. 10). Pump vent or pump attaching bolt bushing is scored, replace it. If converter hub is
leaks are generally deposited on the inside of the scored, either polish it with crocus cloth or replace
converter housing and not on the converter itself converter.
(Fig. 10). Pump seal or gasket leaks usually travel (5) Install new pump seal, O-ring, and gasket.
down the inside of the converter housing. Front band Replace oil pump if cracked, porous or damaged in
lever pin plug leaks are generally deposited on the any way. Be sure to loosen the front band before
housing and not on the converter. installing the oil pump, damage to the oil pump seal
may occur if the band is still tightened to the front
clutch retainer.
(6) Loosen kickdown lever pin access plug three
turns. Apply Loctite 592, or Permatex No. 2 to plug
threads and tighten plug to 17 N·m (150 in. lbs.)
torque.
(7) Adjust front band.
(8) Lubricate pump seal and converter hub with
transmission fluid or petroleum jelly and install con-
verter.
(9) Install transmission and converter housing
dust shield.
(10) Lower vehicle.
Fig. 10 Converter Housing Leak Paths

DIAGNOSIS TABLES AND CHARTS—RE The hydraulic flow charts in the Schematics and
TRANSMISSION Diagrams section of this group, outline fluid flow and
The diagnosis charts provide additional reference hydraulic circuitry. Circuit operation is provided for
when diagnosing a transmission fault. The charts neutral, third, fourth and reverse gear ranges. Nor-
provide general information on a variety of transmis- mal working pressures are also supplied for each of
sion, overdrive unit and converter clutch fault condi- the gear ranges.
tions.
DIAGNOSIS CHARTS

HARSH ENGAGEMENT (FROM 1. Fluid Level Low 1. Add Fluid
NEUTRAL TO DRIVE OR 2. Throttle Linkage Misadjusted 2. Adjust linkage - setting may be too
REVERSE) long.
3. Mount and Driveline Bolts Loose 3. Check engine mount, transmission
mount, propeller shaft, rear spring to
body bolts, rear control arms,
crossmember and axle bolt torque.
Tighten loose bolts and replace
missing bolts.
4. U-Joint Worn/Broken 4. Remove propeller shaft and replace
U-Joint.
5. Axle Backlash Incorrect 5. Check per Service Manual. Correct
as needed.
6. Hydraulic Pressure Incorrect 6. Check pressure. Remove, overhaul
or adjust valve body as needed.
7. Band Misadjusted. 7. Adjust rear band.
8. Valve Body Check Balls Missing. 8. Inspect valve body for proper check
ball installation.
9. Axle Pinion Flange Loose. 9. Replace nut and check pinion
threads before installing new nut.
Replace pinion gear if threads are
damaged.
10. Clutch, band or planetary 10. Remove, disassemble and repair
component damaged. transmission as necessary.
11. Converter Clutch Faulty. 11. Replace converter and flush cooler
and line before installing new
converter.

DELAYED ENGAGEMENT (FROM 1. Fluid Level Low. 1. Correct level and check for leaks.
NEUTRAL TO DRIVE OR 2. Filter Clogged. 2. Change filter.
REVERSE)
3. Gearshift Linkage Misadjusted. 3. Adjust linkage and repair linkage if
worn or damaged.
4. Torque Converter Drain Back (Oil 4. If vehicle moves normally after 5
drains from torque converter into seconds after shifting into gear, no
transmission sump) repair is necessary. If longer, inspect
pump bushing for wear. Replace pump
house.
6. Valve Body Filter Plugged. 6. Replace fluid and filter. If oil pan
and old fluid were full of clutch disc
material and/or metal particles,
overhaul will be necessary.
7. Oil Pump Gears Worn/Damaged. 7. Remove transmission and replace
oil pump.
8. Governor Circuit and Solenoid 8. Test with DRB scan tool and repair
Valve Electrical Fault. as required.
9. Hydraulic Pressure Incorrect. 9. Perform pressure test, remove
transmission and repair as needed.
10. Reaction Shaft Seal Rings 10. Remove transmission, remove oil
Worn/Broken. pump and replace seal rings.
11. Rear Clutch/Input Shaft, Rear 11. Remove and disassemble
Clutch Seal Rings Damaged. transmission and repair as necessary.
12. Regulator Valve Stuck. 12. Clean.
13. Cooler Plugged. 13. Transfer case failure can plug
cooler.
NO DRIVE RANGE (REVERSE OK) 1. Fluid Level Low. 1. Add fluid and check for leaks if drive
is restored.
2. Gearshift Linkage/Cable Loose/ 2. Repair or replace linkage
Misadjusted. components.
3. Rear Clutch Burnt. 3. Remove and disassemble
transmission and rear clutch and
seals. Repair/replace worn or
damaged parts as needed.
4. Valve Body Malfunction. 4. Remove and disassemble valve
body. Replace assembly if any valves
or bores are damaged.
5. Transmission Overrunning Clutch 5. Remove and disassemble
Broken. transmission. Replace overrunning
clutch.
6. Input Shaft Seal Rings Worn/ 6. Remove and disassemble
Damaged. transmission. Replace seal rings and
any other worn or damaged parts.
7. Front Planetary Failed Broken. 7. Remove and repair.

NO DRIVE OR REVERSE 1. Fluid Level Low. 1. Add fluid and check for leaks if drive
(VEHICLE WILL NOT MOVE) is restored.
2. Gearshift Linkage/Cable Loose/ 2. Inspect, adjust and reassemble
Misadjusted. linkage as needed. Replace worn/
damaged parts.
3. U-Joint/Axle/Transfer Case Broken. 3. Perform preliminary inspection
procedure for vehicle that will not
move. Refer to procedure in diagnosis
section.
4. Filter Plugged. 4. Remove and disassemble
transmission. Repair or replace failed
components as needed. Replace filter.
If filter and fluid contained clutch
material or metal particles, an overhaul
may be necessary. Perform lube flow
test. Flush oil. Replace cooler as
necessary.
5. Oil Pump Damaged. 5. Perform pressure test to confirm low
pressure. Replace pump body
assembly if necessary.
6. Valve Body Malfunctioned. 6. Check and inspect valve body.
Replace valve body (as assembly) if
any valve or bore is damaged. Clean
and reassemble correctly if all parts
are in good condition.
7. Transmission Internal Component 7. Remove and disassemble
Damaged. transmission. Repair or replace failed
components as needed.
8. Park Sprag not Releasing - Check 8. Remove, disassemble, repair.
Stall Speed, Worn/Damaged/Stuck.
9. Torque Converter Damage. 9. Inspect and replace as required.

SHIFTS DELAYED OR ERRATIC 1. Fluid Level Low/High. 1. Correct fluid level and check for
(SHIFTS ALSO HARSH AT TIMES) leaks if low.
2. Fluid Filter Clogged. 2. Replace filter. If filter and fluid
contained clutch material or metal
particles, an overhaul may be
necessary. Perform lube flow test.
3. Throttle Linkage Misadjusted. 3. Adjust linkage as described in
service section.
4. Throttle Linkage Binding. 4. Check cable for binding. Check for
return to closed throttle at
transmission.
5. Gearshift Linkage/Cable 5. Adjust linkage/cable as described in
Misadjusted. service section.
6. Clutch or Servo Failure. 6. Remove valve body and air test
clutch, and band servo operation.
Disassemble and repair transmission
as needed.
7. Governor Circuit Electrical Fault. 7. Test using DRB scan tool and repair
as required.
8. Front Band Misadjusted. 8. Adjust band.
9. Pump Suction Passage Leak. 9. Check for excessive foam on
dipstick after normal driving. Check for
loose pump bolts, defective gasket.
Replace pump assembly if needed.
NO REVERSE (D RANGES OK) 1. Gearshift Linkage/Cable 1. Repair or replace linkage parts as
Misadjusted/Damaged. needed.
2. Park Sprag Sticking. 2. Replace overdrive annulus gear.
3. Rear Band Misadjusted/Worn. 3. Adjust band; replace.
4. Valve Body Malfunction. 4. Remove and service valve body.
Replace valve body if any valves or
valve bores are worn or damaged.
5. Rear Servo Malfunction. 5. Remove and disassemble
transmission. Replace worn/damaged
servo parts as necessary.
6. Direct Clutch in Overdrive Worn 6. Disassemble overdrive. Replace
worn or damaged parts.
7. Front Clutch Burnt. 7. Remove and disassemble
transmission. Replace worn, damaged
clutch parts as required.
HAS FIRST/REVERSE ONLY (NO 1. Governor Circuit Electrical Fault. 1. Test using DRB scan tool and repair
1-2 OR 2-3 UPSHIFT) as required.
2. Valve Body Malfunction. 2. Repair stuck 1-2 shift valve or
governor plug.
3. Front Servo/Kickdown Band 3. Repair/replace.
Damaged/Burned.

MOVES IN 2ND OR 3RD GEAR, 1. Valve Body Malfunction. 1. Remove, clean and inspect. Look
ABRUPTLY DOWNSHIFTS TO LOW for stuck 1-2 valve or governor plug.
2. Governor Valve Sticking. 2. Remove, clean and inspect.
Replace faulty parts.
NO LOW GEAR (MOVES IN 2ND 1. Governor Valve Sticking. 1. Remove governor, clean, inspect
OR 3RD GEAR ONLY) and repair as required.
2. Governor Circuit Electrical Fault. 2. Test with DRB scan tool and repair
as required.
3. Valve Body Malfunction. 3. Remove, clean and inspect. Look
for sticking 1-2 shift valve, 2-3 shift
valve, governor plug or broken springs.
4. Front Servo Piston Cocked in Bore. 4. Inspect servo and repair as
required.
5. Front Band Linkage Malfunction 5. Inspect linkage and look for bind in
linkage.
NO KICKDOWN OR NORMAL 1. Throttle Linkage Misadjusted. 1. Adjust linkage.
DOWNSHIFT 2. Accelerator Pedal Travel Restricted. 2. Verify floor mat is not under pedal,
repair worn accelerator cable or bent
brackets.
3. Valve Body Hydraulic Pressures 3. Perform hydraulic pressure tests to
Too High or Too Low Due to Valve determine cause and repair as
Body Malfunction or Incorrect required. Correct valve body pressure
Hydraulic Control Pressure adjustments as required.
Adjustments.
4. Governor Circuit Electrical Fault. 4. Test with DRB scan tool and repair
as required.
5. Valve Body Malfunction. 5. Perform hydraulic pressure tests to
determine cause and repair as
required. Correct valve body pressure
adjustments as required.
6. TPS Malfunction. 6. Replace sensor, check with DRB
scan tool.
7. PCM Malfunction. 7. Check with DRB scan tool and
replace if required.
8. Valve Body Malfunction. 8. Repair sticking 1-2, 2-3 shift valves,
governor plugs, 3-4 solenoid, 3-4 shift
valve, 3-4 timing valve.
STUCK IN LOW GEAR (WILL NOT 1. Throttle Linkage Misadjusted/Stuck. 1. Adjust linkage and repair linkage if
UPSHIFT) worn or damaged. Check for binding
cable or missing return spring.
2. Gearshift Linkage Misadjusted. 2. Adjust linkage and repair linkage if
worn or damaged.
3. Governor Component Electrical 3. Check operating pressures and test
Fault. with DRB scan tool, repair faulty
component.
4. Front Band Out of Adjustment. 4. Adjust Band.
5. Clutch or Servo Malfunction. 5. Air pressure check operation of
clutches and bands. Repair faulty
component.

CREEPS IN NEUTRAL 1. Gearshift Linkage Misadjusted. 1. Adjust linkage.
2. Rear Clutch Dragging/Warped. 2. Disassemble and repair.
3. Valve Body Malfunction. 3. Perform hydraulic pressure test to
determine cause and repair as
required.
BUZZING NOISE 1. Fluid Level Low 1. Add fluid and check for leaks.
2. Shift Cable Misassembled. 2. Route cable away from engine and
bell housing.
3. Valve Body Misassembled. 3. Remove, disassemble, inspect valve
body. Reassemble correctly if
necessary. Replace assembly if valves
or springs are damaged. Check for
loose bolts or screws.
4. Pump Passages Leaking 4. Check pump for porous casting,
scores on mating surfaces and excess
rotor clearance. Repair as required.
Loose pump bolts.
5. Cooling System Cooler Plugged. 5. Flow check cooler circuit. Repair as
needed.
6. Overrunning Clutch Damaged. 6. Replace clutch.
SLIPS IN REVERSE ONLY 1. Fluid Level Low. 1. Add fluid and check for leaks.
4. Rear Band Worn. 4. Replace as required.
5. Overdrive Direct Clutch Worn. 5. Disassemble overdrive. Repair as
needed.
6. Hydraulic Pressure Too Low. 6. Perform hydraulic pressure tests to
determine cause.
7. Rear Servo Leaking. 7. Air pressure check clutch-servo
operation and repair as required.
8. Band Linkage Binding. 8. Inspect and repair as required.

SLIPS IN FORWARD DRIVE 1. Fluid Level Low. 1. Add fluid and check for leaks.
RANGES 2. Fluid Foaming. 2. Check for high oil level, bad pump
gasket or seals, dirt between pump
halves and loose pump bolts. Replace
pump if necessary.
3. Throttle Linkage Misadjusted. 3. Adjust linkage.
5. Rear Clutch Worn. 5. Inspect and replace as needed.
6. Low Hydraulic Pressure Due to 6. Perform hydraulic and air pressure
Worn Pump, Incorrect Control tests to determine cause.
Pressure Adjustments, Valve Body
Warpage or Malfunction, Sticking,
Leaking Seal Rings, Clutch Seals
Leaking, Servo Leaks, Clogged Filter
or Cooler Lines
7. Rear Clutch Malfunction, Leaking 7. Air pressure check clutch-servo
Seals or Worn Plates. operation and repair as required.
8. Overrunning Clutch Worn, Not 8. Replace Clutch.
Holding (Slips in 1 Only).
SLIPS IN LOW GEAR 9D9 ONLY, Overrunning Clutch Faulty. Replace overrunning clutch.
BUT NO IN 1 POSITION
GROWLING, GRATING OR 1. Drive Plate Broken. 1. Replace.
SCRAPING NOISES 2. Torque Converter Bolts Hitting Dust 2. Dust shield bent. Replace or repair.
Shield.
3. Planetary Gear Set Broken/Seized. 3. Check for debris in oil pan and
repair as required.
4. Overrunning Clutch Worn/Broken. 4. Inspect and check for debris in oil
pan. Repair as required.
5. Oil Pump Components Scored/ 5. Remove, inspect and repair as
Binding. required.
6. Output Shaft Bearing or Bushing 6. Remove, inspect and repair as
Damaged. required.
7. Clutch Operation Faulty. 7. Perform air pressure check and
repair as required.
8. Front and Rear Bands Misadjusted. 8. Adjust bands.

DRAGS OR LOCKS UP 1. Fluid Level Low. 1. Check and adjust level.
2. Clutch Dragging/Failed 2. Air pressure check clutch operation
3. Front or Rear Band Misadjusted. 3. Adjust bands.
4. Case Leaks Internally. 4. Check for leakage between
passages in case.
5. Servo Band or Linkage Malfunction. 5. Air pressure check servo operation
6. Overrunning Clutch Worn. 6. Remove and inspect clutch. Repair
as required.
7. Planetary Gears Broken. 7. Remove, inspect and repair as
required (look for debris in oil pan).
8. Converter Clutch Dragging. 8. Check for plugged cooler. Perform
flow check. Inspect pump for
excessive side clearance. Replace
pump as required.
NO 4-3 DOWNSHIFT 1. Circuit Wiring and/or Connectors 1. Test wiring and connectors with test
Shorted. lamp and volt/ohmmeter. Repair wiring
as necessary. Replace connectors
and/or harnesses as required.
2. PCM Malfunction. 2. Check PCM operation with DRB
scan tool. Replace PCM only if faulty.
3. TPS Malfunction 3. Check TPS with DRB scan tool at
PCM.
4. Lockup Solenoid Not Venting. 4. Remove valve body and replace
solenoid assembly if plugged or
shorted.
5. Overdrive Solenoid Not Venting. 5. Remove valve body and replace
solenoid if plugged or shorted.
6. Valve Body Valve Sticking. 6. Repair stuck 3-4 shift valve or
lockup timing valve.
NO 4-3 DOWNSHIFT WHEN 1. Control Switch Open/Shorted. 1. Test and replace switch if faulty.
CONTROL SWITCH IS TURNED 2. Overdrive Solenoid Connector 2. Test solenoids and replace if seized
OFF Shorted. or shorted.
3. PCM Malfunction. 3. Test with DRB scan tool. Replace
PCM if faulty.
4. Valve Body Stuck Valves. 4. Repair stuck 3-4, lockup or lockup
timing valve.
CLUNK NOISE FROM DRIVELINE 1. Transmission Fluid Low. 1. Add Fluid.
ON CLOSED THROTTLE 4-3 2. Throttle Cable Misadjusted. 2. Adjust cable.
DOWNSHIFT
3. Overdrive Clutch Select Spacer 3. Replace overdrive piston thrust
Wrong Spacer. plate spacer.

3-4 UPSHIFT OCCURS 1. Overdrive Solenoid Connector or 1. Test connector and wiring for
IMMEDIATELY AFTER 2-3 SHIFT Wiring Shorted. loose connections, shorts or ground
and repair as needed.
2. TPS Malfunction. 2. Test TPS and replace as
necessary. Check with DRB scan
tool.
3. PCM Malfunction. 3. Test PCM with DRB scan tool and
replace controller if faulty.
4. Overdrive Solenoid Malfunction. 4. Replace solenoid.
5. Valve Body Malfunction. 5. Remove, disassemble, clean and
inspect valve body components.
Make sure all valves and plugs slide
freely in bores. Polish valves with
crocus cloth if needed.
WHINE/NOISE RELATED TO 1. Fluid Level Low. 1. Add fluid and check for leaks.
ENGINE SPEED 2. Shift Cable Incorrect Routing. 2. Check shift cable for correct
routing. Should not touch engine or
bell housing.

NO 3-4 UPSHIFT 1. Dash O/D Switch In OFF 1. Turn control switch to ON position.
Position.
2. Overdrive Circuit Fuse Blown. 2. Replace fuse. Determine why fuse
failed and repair as necessary (i.e.,
shorts or grounds in circuit).
3. O/D Switch Wire Shorted/Open 3. Check wires/connections with 12V
Cut. test lamp and voltmeter. Repair
damaged or loose wire/connection
as necessary.
4. Distance or Coolant Sensor 4. Test both sensors with test lamp
Malfunction. or volt/ohmmeter and replace faulty
sensor.
5. TPS Malfunction. 5. Check with DRB scan tool and
replace if necessary.
6. Neutral Switch to PCM Wire 6. Test switch as described in
Shorted/Cut. service section and replace if
necessary. Engine no start.
7. PCM Malfunction. 7. Check with DRB scan tool and
replace if necessary.
8. Overdrive Solenoid Shorted/ 8. Replace solenoid if shorted or
Open. open and repair loose or damaged
wires (DRB scan tool).
9. Solenoid Feed Orifice in Valve 9. Remove, disassemble, and clean
Body Blocked. valve body thoroughly. Check feed
orifice.
10. Overdrive Clutch Failed. 10. Disassemble overdrive and
repair as needed.
11. Hydraulic Pressure Low. 11. Pressure test transmission to
determine cause.
12. Valve Body Valve Stuck. 12. Repair stuck 3-4 shift valve, 3-4
timing valve.
13. O/D Piston Incorrect Spacer. 13. Remove unit, check end play
and install correct spacer.
14. Overdrive Piston Seal Failure. 14. Replace both seals.
15. O/D Check Valve/Orifice Failed. 15. Check for free movement and
secure assembly (in piston retainer).
Check ball bleed orifice.

SLIPS IN OVERDRIVE FOURTH 1. Fluid Level Low. 1. Add fluid and check for leaks.
GEAR 2. Overdrive Clutch Pack Worn. 2. Remove overdrive unit and rebuild
clutch pack.
3. Overdrive Piston Retainer Bleed 3. Disassemble transmission,
Orifice Blown Out. remove retainer and replace orifice.
4. Overdrive Piston or Seal 4. Remove overdrive unit. Replace
Malfunction. seals if worn. Replace piston if
damaged. If piston retainer is
damaged, remove and disassemble
the transmission.
5. 3-4 Shift Valve, Timing Valve or 5. Remove and overhaul valve body.
Accumulator Malfunction. Replace accumulator seals. Make
sure all valves operate freely in
bores and do not bind or stick. Make
sure valve body screws are correctly
tightened and separator plates are
properly positioned.
6. Overdrive Unit Thrust Bearing 6. Disassemble overdrive unit and
Failure. replace thrust bearing (NO. 1 thrust
bearing is between overdrive piston
and clutch hub; NO. 2 thrust bearing
is between the planetary gear and
the direct clutch spring plate; NO. 3
thrust bearing is between
overrunning clutch hub and output
shaft).
7. O/D Check Valve/Bleed Orifice 7. Check for function/secure orifice
Failure. insert in O/D piston retainer.
DELAYED 3-4 UPSHIFT (SLOW 1. Fluid Level Low. 1. Add fluid and check for leaks.
TO ENGAGE) 2. Throttle Valve Cable Misadjusted. 2. Adjust throttle valve cable.
3. Overdrive Clutch Pack Worn/ 3. Remove unit and rebuild clutch
Burnt. pack.
4. TPS Faulty. 4. Test with DRB scan tool and
replace TPS.
5. Overdrive Clutch Bleed Orifice 5. Disassemble transmission and
Plugged. replace orifice.
6. Overdrive Solenoid or Wiring 6. Test solenoid and check wiring for
Shorted/Open. loose/corroded connections or
shorts/grounds. Replace solenoid if
faulty and repair wiring if necessary.
7. Overdrive Excess Clearance 7. Remove unit. Measure end play
and select proper spacer.
8. O/D Check Valve Missing or 8. Check for presence of check
Stuck. valve. Repair or replace as required.
TORQUE CONVERTER LOCKS Lockup Solenoid, Relay or Wiring Test solenoid, relay and wiring for
UP IN SECOND AND/OR THIRD Shorted/Open. continuity, shorts or grounds.
GEAR Replace solenoid and relay if faulty.
Repair wiring and connectors as
necessary.

HARSH 1-2, 2-3, 3-4 OR 3-2 Lockup Solenoid Malfunction. Remove valve body and replace
SHIFTS solenoid assembly.
NO START IN PARK OR 1. Gearshift Linkage/Cable 1. Adjust linkage/cable.
NEUTRAL Misadjusted.
2. Neutral Switch Wire Open/Cut. 2. Check continuity with test lamp.
Repair as required.
3. Neutral Switch Faulty. 3. Refer to service section for test
and replacement procedure.
4. Neutral Switch Connect Faulty. 4. Connectors spread open. Repair.
5. Valve Body Manual Lever 5. Inspect lever assembly and
Assembly Bent/Worn/Broken. replace if damaged.
NO REVERSE (OR SLIPS IN 1. Direct Clutch Pack (front clutch) 1. Disassemble unit and rebuild
REVERSE) Worn. clutch pack.
3. Front Clutch Malfunctioned/ 3. Air-pressure test clutch operation.
Burned. Remove and rebuild if necessary.
4. Overdrive Thrust Bearing Failure. 4. Disassemble geartrain and
replace bearings.
5. Direct Clutch Spring Collapsed/ 5. Remove and disassemble unit.
Broken. Check clutch position and replace
spring.

OIL LEAKS. 1. Speedometer Adapter Leaks. 1. Replace both adapter seals.
2. Fluid Lines and Fittings 2. Tighten fittings. If leaks persist,
Loose/Leaks/Damaged. replace fittings and lines if
necessary.
3. Fill Tube (where tube enters 3. Replace O-ring seal. Inspect tube
case) Leaks/Damaged. for cracks in fill tube.
4. Pressure Port Plug Loose 4. Tighten to correct torque. Replace
Loose/Damaged. plug or reseal if leak persists.
5. Pan Gasket Leaks. 5. Tighten pan screws (150 in. lbs.).
If leaks persist, replace gasket.
6. Valve Body Manual Lever Shaft 6. Replace shaft seal.
Seal Leaks/Worn.
7. Rear Bearing Access Plate Leaks. 7. Replace gasket. Tighten screws.
8. Gasket Damaged or Bolts are 8. Replace bolts or gasket or tighten
Loose. both.
9. Adapter/Extension Gasket 9. Replace gasket.
Damaged Leaks/Damaged.
10. Neutral Switch Leaks/Damaged. 10. Replace switch and gasket.
11. Converter Housing Area Leaks. 11. Check for leaks at seal caused
by worn seal or burr on converter
hub (cutting seal), worn bushing,
missing oil return, oil in front pump
housing or hole plugged. Check for
leaks past O-ring seal on pump or
past pump-to-case bolts; pump
housing porous, oil coming out vent
due to overfill or leak past front band
shaft access plug.
12. Pump Seal Leaks/Worn/ 12. Replace seal.
Damaged.
13. Torque Converter Weld 13. Replace converter.
Leak/Cracked Hub.
14. Case Porosity Leaks. 14. Replace case.
NOISY OPERATION IN FOURTH 1. Overdrive Clutch Discs, Plates or 1. Remove unit and rebuild clutch
GEAR ONLY Snap Rings Damaged. pack.
2. Overdrive Piston or Planetary 2. Remove and disassemble unit.
Thrust Bearing Damaged. Replace either thrust bearing if
damaged.
3. Output Shaft Bearings Scored/ 3. Remove and disassemble unit.
Damaged. Replace either bearing if damaged.
4. Planetary Gears Worn/Chipped. 4. Remove and overhaul overdrive
unit.
5. Overdrive Unit Overrunning 5. Remove and overhaul overdrive
Clutch Rollers Worn/Scored. unit.
SERVICE PROCEDURES REMOVAL

FLUID LEVEL CHECK (2) Place a large diameter shallow drain pan
Transmission fluid level should be checked monthly beneath the transmission pan.
under normal operation. If the vehicle is used for (3) Remove bolts holding front and sides of pan to
trailer towing or similar heavy load hauling, check transmission (Fig. 13).
fluid level and condition weekly. Fluid level is (4) Loosen bolts holding rear of pan to transmis-
checked with the engine running at curb idle speed, sion.
the transmission in NEUTRAL and the transmission (5) Slowly separate front of pan away from trans-
fluid at normal operating temperature. mission allowing the fluid to drain into drain pan.
(6) Hold up pan and remove remaining bolt hold-
FLUID LEVEL CHECK PROCEDURE ing pan to transmission.
(1) Transmission fluid must be at normal operat- (7) While holding pan level, lower pan away from
ing temperature for accurate fluid level check. Drive transmission.
vehicle if necessary to bring fluid temperature up to (8) Pour remaining fluid in pan into drain pan.
normal hot operating temperature of 82°C (180°F). (9) Remove screws holding filter to valve body
(2) Position vehicle on level surface. (Fig. 14).
(3) Start and run engine at curb idle speed. (10) Separate filter from valve body and pour fluid
(4) Apply parking brakes. in filter into drain pan.
(5) Shift transmission momentarily into all gear (11) Dispose of used trans fluid and filter properly.
ranges. Then shift transmission back to Neutral.
(6) Clean top of filler tube and dipstick to keep
dirt from entering tube.
(7) Remove dipstick (Fig. 12) and check fluid level
as follows:
(a) Correct acceptable level is in crosshatch area.
(b) Correct maximum level is to MAX arrow
mark.
(c) Incorrect level is at or below MIN line.
(d) If fluid is low, add only enough Mopart ATF
Plus 3 to restore correct level. Do not overfill.
CAUTION: Do not overfill the transmission. Over-

filling may cause leakage out the pump vent which
can be mistaken for a pump seal leak. Overfilling
will also cause fluid aeration and foaming as the
excess fluid is picked up and churned by the gear
train. This will significantly reduce fluid life.
Fig. 13 Transmission Pan
Fig. 12 Dipstick Fluid Level Marks—Typical

FLUID AND FILTER REPLACEMENT
Refer to the Maintenance Schedules in Group 0,
Lubrication and Maintenance, for proper service
intervals. The service fluid fill after a filter change is
approximately 3.8 liters (4.0 quarts). Fig. 14 Transmission Filter
INSPECTION picked up some oil from the dipstick tube. Allow the
Inspect bottom of pan and magnet for excessive oil to drain down the dipstick tube and re-check.
amounts of metal or fiber contamination. A light (7) Drive vehicle until transmission fluid is at nor-
coating of clutch or band material on the bottom of mal operating temperature.
the pan does not indicate a problem unless accompa- (8) With the engine running at curb idle speed, the
nied by slipping condition or shift lag. If fluid and gear selector in NEUTRAL, and the parking brake
pan are contaminated with excessive amounts or applied, check the transmission fluid level.
debris, refer to the diagnosis section of this group.
Check the adjustment of the front and rear bands, CAUTION: Do not overfill transmission, fluid foam-
adjust if necessary. ing and shifting problems can result.
CLEANING (9) Add fluid to bring level up to MAX arrow

(1) Using a suitable solvent, clean pan and mag- mark.
net. When fluid level is correct, shut engine off, release
(2) Using a suitable gasket scraper, clean gasket park brake, remove funnel, and install dipstick in fill
material from gasket surface of transmission case tube.
and the gasket flange around the pan.
CONVERTER DRAINBACK CHECK VALVE SERVICE
INSTALLATION The converter drainback check valve is located in
(1) Place replacement filter in position on valve the cooler outlet (pressure) line near the radiator
body. lower tank. The valve prevents fluid drainback when
(2) Install screws to hold filter to valve body (Fig. the vehicle is parked for lengthy periods. The valve
14). Tighten screws to 4 N·m (35 in. lbs.) torque. check ball is spring loaded and has an opening pres-
(3) Place new gasket in position on pan and install sure of approximately 2 psi.
pan on transmission. The valve is serviced as an assembly; it is not
(4) Place pan in position on transmission. repairable. Do not clean the valve if restricted, or
(5) Install screws to hold pan to transmission (Fig. contaminated by sludge, or debris. If the valve fails,
13). Tighten bolts to 17 N·m (150 in. lbs.) torque. or if a transmission malfunction occurs that gener-
(6) Lower vehicle and fill transmission with ates sludge and/or clutch particles and metal shav-
Mopart ATF Plus 3, type 7176 fluid. ings, the valve must be replaced.
The valve must be removed whenever the cooler
TRANSMISSION FILL PROCEDURE and lines are reverse flushed. The valve can be flow
To avoid overfilling transmission after a fluid tested when necessary. The procedure is exactly the
change or overhaul, perform the following procedure: same as for flow testing a cooler.
(1) Remove dipstick and insert clean funnel in If the valve is restricted, installed backwards, or in
transmission fill tube. the wrong line, it will cause an overheating condition
(2) Add following initial quantity of Mopart ATF and possible transmission failure.
Plus 3 to transmission:
(a) If only fluid and filter were changed, add 3 CAUTION: The drainback valve is a one-way flow
pints (1-1/2 quarts) of ATF Plus 3 to transmis- device. It must be properly oriented in terms of flow
sion. direction for the cooler to function properly. The
(b) If transmission was completely overhauled, valve must be installed in the pressure line. Other-
torque converter was replaced or drained, and wise flow will be blocked and would cause an over-
cooler was flushed, add 12 pints (6 quarts) of ATF heating condition and eventual transmission failure.
Plus 3 to transmission.
(3) Apply parking brakes. OIL PUMP VOLUME CHECK
(4) Start and run engine at normal curb idle After the new or repaired transmission has been
speed. installed, fill to the proper level with Mopart ATF
(5) Apply service brakes, shift transmission PLUS 3 (Type 7176) automatic transmission fluid.
through all gear ranges then back to NEUTRAL, set The volume should be checked using the following
parking brake, and leave engine running at curb idle procedure:
speed. (1) Disconnect the From cooler line at the trans-
(6) Remove funnel, insert dipstick and check fluid mission and place a collecting container under the
level. If level is low, add fluid to bring level to disconnected line.
MIN mark on dipstick. Check to see if the oil level
is equal on both sides of the dipstick. If one side is
noticably higher than the other, the dipstick has
CAUTION: With the fluid set at the proper level, (3) Verify pump power switch is turned OFF. Con-
fluid collection should not exceed (1) quart or inter- nect red alligator clip to positive (+) battery post.
nal damage to the transmission may occur. Connect black (-) alligator clip to a good ground.
(4) Disconnect the cooler lines at the transmission.
(2) Run the engine at curb idle speed, with the
shift selector in neutral. NOTE: When flushing transmission cooler and
(3) If fluid flow is intermittent or it takes more lines, ALWAYS reverse flush.
than 20 seconds to collect one quart of ATF PLUS 3,
disconnect the To Cooler line at the transaxle. (5) Connect the BLUE pressure line to the OUT-
(4) Refill the transaxle to proper level and recheck LET (From) cooler line.
pump volume. (6) Connect the CLEAR return line to the INLET
(5) If flow is found to be within acceptable limits, (To) cooler line
replace the cooler. Then fill transmission to the (7) Turn pump ON for two to three minutes to
proper level, using Mopart ATF PLUS 3 (Type 7176) flush cooler(s) and lines. Monitor pressure readings
automatic transmission fluid. and clear return lines. Pressure readings should sta-
(6) If fluid flow is still found to be inadequate, bilize below 20 psi. for vehicles equipped with a sin-
check the line pressure using the Transaxle Hydrau- gle cooler and 30 psi. for vehicles equipped with dual
lic Pressure Test procedure. coolers. If flow is intermittent or exceeds these pres-
sures, replace cooler.
FLUSHING COOLERS AND TUBES (8) Turn pump OFF.
When a transmission failure has contaminated the (9) Disconnect CLEAR suction line from reservoir
fluid, the oil cooler(s) must be flushed. The cooler at cover plate. Disconnect CLEAR return line at
bypass valve in the transmission must be replaced cover plate, and place it in a drain pan.
also. The torque converter must also be replaced. (10) Turn pump ON for 30 seconds to purge flush-
This will insure that metal particles or sludged oil ing solution from cooler and lines. Turn pump OFF.
are not later transferred back into the reconditioned (11) Place CLEAR suction line into a one quart
(or replaced) transmission. container of Mopart ATF Plus 3, type 7176 automatic
The only recommended procedure for flushing cool- transmission fluid.
ers and lines is to use Tool 6906 Cooler Flusher. (12) Turn pump ON until all transmission fluid is
removed from the one quart container and lines. This
WARNING: WEAR PROTECTIVE EYEWEAR THAT purges any residual cleaning solvent from the trans-
MEETS THE REQUIREMENTS OF OSHA AND ANSI mission cooler and lines. Turn pump OFF.
Z87.1–1968. WEAR STANDARD INDUSTRIAL RUB- (13) Disconnect alligator clips from battery. Recon-
BER GLOVES. nect flusher lines to cover plate, and remove flushing
KEEP LIGHTED CIGARETTES, SPARKS, FLAMES, adapters from cooler lines.
AND OTHER IGNITION SOURCES AWAY FROM THE
AREA TO PREVENT THE IGNITION OF COMBUSTI- ALUMINUM THREAD REPAIR
BLE LIQUIDS AND GASES. KEEP A CLASS (B) FIRE Damaged or worn threads in the aluminum tran-
EXTINGUISHER IN THE AREA WHERE THE saxle case and valve body can be repaired by the use
FLUSHER WILL BE USED. of Heli-Coils, or equivalent. This repair consists of
KEEP THE AREA WELL VENTILATED. drilling out the worn-out damaged threads. Then tap
DO NOT LET FLUSHING SOLVENT COME IN CON- the hole with a special Heli-Coil tap, or equivalent,
TACT WITH YOUR EYES OR SKIN: IF EYE CONTAM- and installing a Heli-Coil insert, or equivalent, into
INATION OCCURS, FLUSH EYES WITH WATER FOR the hole. This brings the hole back to its original
15 TO 20 SECONDS. REMOVE CONTAMINATED thread size.
CLOTHING AND WASH AFFECTED SKIN WITH Heli-Coil, or equivalent, tools and inserts are
SOAP AND WATER. SEEK MEDICAL ATTENTION. readily available from most automotive parts suppli-
ers.
COOLER FLUSH USING TOOL 6906
(1) Remove cover plate filler plug on Tool 6906. REMOVAL AND INSTALLATION
Fill reservoir 1/2 to 3/4 full of fresh flushing solution.
Flushing solvents are petroleum based solutions gen- TRANSMISSION
erally used to clean automatic transmission compo- The overdrive unit can be removed and serviced
nents. DO NOT use solvents containing acids, water, separately. It is not necessary to remove the entire
gasoline, or any other corrosive liquids. transmission assembly to perform overdrive unit
(2) Reinstall filler plug on Tool 6906. repairs.
If only the overdrive unit requires service, refer to (10) Mark torque converter and drive plate for
the overdrive unit removal and installation proce- assembly alignment. Note that bolt holes in crank-
dures. shaft flange, drive plate and torque converter all
have one offset hole.
CAUTION: The transmission and torque converter (11) Rotate crankshaft in clockwise direction until
must be removed as an assembly to avoid compo- converter bolts are accessible. Then remove bolts one
nent damage. The converter drive plate, pump at a time. Rotate crankshaft with socket wrench on
bushing, or oil seal can be damaged if the con- dampener bolt.
verter is left attached to the driveplate during (12) Mark propeller shaft and axle yokes for
removal. Be sure to remove the transmission and assembly alignment. Then disconnect and remove
converter as an assembly. propeller shaft. On 4 x 4 models, remove both propel-
ler shafts.
(13) Disconnect wires from park/neutral position
REMOVAL
switch, transmission solenoid, and vehicle speed sen-
sor.
(2) Disconnect and lower or remove necessary
(14) Disconnect gearshift cable from transmission
exhaust components.
manual valve lever.
(3) Remove engine-to-transmission bending braces.
(15) Disconnect throttle valve cable from transmis-
(4) Disconnect fluid cooler lines at transmission.
sion bracket and throttle valve lever.
(5) Remove starter motor.
(16) On 4 x 4 models, disconnect shift rod from
(6) Disconnect and remove crankshaft position sen-
transfer case shift lever or remove shift lever from
sor. Retain sensor attaching bolts.
transfer case.
CAUTION: The crankshaft position sensor will be (17) Disconnect transmission fluid cooler lines at
damaged if the transmission is removed, or transmission fittings and clips.
installed, while the sensor is still bolted to the (18) Support rear of engine with safety stand or
engine block, or transmission (4.0L only). To avoid jack.
damage, be sure to remove the sensor before (19) Raise transmission slightly with service jack
removing the transmission. to relieve load on crossmember and supports.
(20) Remove bolts securing rear support and cush-
(7) Remove torque converter access cover. ion to transmission and crossmember. Raise trans-
(8) If transmission is being removed for overhaul, mission slightly, slide exhaust hanger arm from
remove transmission oil pan, drain fluid and reinstall bracket and remove rear support.
pan. (21) Remove bolts attaching crossmember to frame
(9) Remove fill tube bracket bolts and pull tube and remove crossmember.
out of transmission. Retain fill tube seal. On 4 x 4 (22) On 4 x 4 models, remove transfer case.
models, it will also be necessary to remove bolt (23) Remove all converter housing bolts.
attaching transfer case vent tube to converter hous- (24) Carefully work transmission and torque con-
ing (Fig. 15). verter assembly rearward off engine block dowels.
(25) Hold torque converter in place during trans-
mission removal.
(26) Lower transmission and remove assembly
from under the vehicle.
(27) To remove torque converter, carefully slide
torque converter out of the transmission.
INSTALLATION
(1) Check torque converter hub and hub drive
notches for sharp edges burrs, scratches, or nicks.
Polish the hub and notches with 320/400 grit paper
and crocus cloth if necessary. The hub must be
smooth to avoid damaging pump seal at installation.
(2) Lubricate converter drive hub and oil pump
seal lip with transmission fluid.
(3) Lubricate converter pilot hub with transmis-
sion fluid.
Fig. 15 Fill Tube Attachment (4) Align converter and oil pump.
(5) Carefully insert converter in oil pump. Then (19) Install new plastic retainer grommet on any
rotate converter back and forth until fully seated in shift linkage rod or lever that was disconnected.
pump gears. Grommets should not be reused. Use pry tool to
(6) Check converter seating with steel scale and remove rod from grommet and cut away old grom-
straightedge (Fig. 16). Surface of converter lugs met. Use pliers to snap new grommet into lever and
should be 1/2 in. to rear of straightedge when con- to snap rod into grommet at assembly.
verter is fully seated. (20) Connect gearshift and throttle valve cable to
(7) Temporarily secure converter with C-clamp. transmission.
(21) Connect wires to park/neutral position switch,
transmission solenoid(s) and oxygen sensor. Be sure
transmission harnesses are properly routed.
CAUTION: It is essential that correct length bolts

be used to attach the converter to the driveplate.
Bolts that are too long will damage the clutch sur-
face inside the converter.
(22) Install torque converter-to-driveplate bolts.

Tighten bolts to 31 N·m (270 in. lbs.).
(23) Install converter housing access cover.
(24) Install starter motor and cooler line bracket.
(25) Connect cooler lines to transmission.
(26) Install transmission fill tube. Install new seal
on tube before installation.
(27) Install exhaust components.
(28) Install transfer case.
(29) Align and connect propeller shaft(s).
(30) Adjust gearshift linkage and throttle valve
Fig. 16 Typical Method Of Checking Converter cable if necessary.
Seating (31) Lower vehicle.
(8) Position transmission on jack and secure it (32) Fill transmission with Mopart ATF Plus 3,
with chains. Type 7176 fluid.
(9) Check condition of converter driveplate.
Replace the plate if cracked, distorted or damaged. TORQUE CONVERTER
Also be sure transmission dowel pins are seated
REMOVAL
in engine block and protrude far enough to
(1) Remove transmission and torque converter
hold transmission in alignment.
from vehicle.
(10) Raise transmission and align converter with
(2) Place a suitable drain pan under the converter
drive plate and converter housing with engine block.
housing end of the transmission.
(11) Move transmission forward. Then raise, lower
or tilt transmission to align converter housing with CAUTION: Verify that transmission is secure on the
engine block dowels. lifting device or work surface, the center of gravity
(12) Rotate converter so alignment marks scribed of the transmission will shift when the torque con-
on converter are aligned with mark on driveplate. verter is removed creating an unstable condition.
(13) Carefully work transmission forward and over The torque converter is a heavy unit. Use caution
engine block dowels until converter hub is seated in when separating the torque converter from the
crankshaft. transmission.
(14) Install bolts attaching converter housing to
engine. (3) Pull the torque converter forward until the cen-
(15) Install rear support. Then lower transmission ter hub clears the oil pump seal.
onto crossmember and install bolts attaching trans- (4) Separate the torque converter from the trans-
mission mount to crossmember. mission.
(16) Remove engine support fixture.
(17) Install crankshaft position sensor. INSTALLATION
(18) Install vehicle speed sensor and speedometer Check converter hub and drive notches for sharp
adapter. edges, burrs, scratches, or nicks. Polish the hub and
notches with 320/400 grit paper or crocus cloth if nec- INSTALLATION
essary. The hub must be smooth to avoid damaging (1) Place seal in position on overdrive housing.
the pump seal at installation. (2) Drive seal into overdrive housing with Seal
(1) Lubricate converter hub and oil pump seal lip Installer C-3995-A (Fig. 19).
with transmission fluid. (3) Carefully guide propeller shaft slip yoke into
(2) Place torque converter in position on transmis- housing and onto output shaft splines. Align marks
sion. made at removal and connect propeller shaft to rear
axle pinion yoke.
CAUTION: Do not damage oil pump seal or bushing
while inserting torque converter into the front of the
transmission.
(3) Align torque converter to oil pump seal open-

ing.
(4) Insert torque converter hub into oil pump.
(5) While pushing torque converter inward, rotate
converter until converter is fully seated in the oil
pump gears.
(6) Check converter seating with a scale and
straightedge (Fig. 17). Surface of converter lugs
should be 1/2 in. to rear of straightedge when con- Fig. 18 Removing Overdrive Housing Yoke Seal
verter is fully seated.
(7) If necessary, temporarily secure converter with
C-clamp attached to the converter housing.
(8) Install the transmission in the vehicle.
(9) Fill the transmission with the recommended
fluid.
Fig. 19 Installing Overdrive Housing Yoke Seal

SPEEDOMETER ADAPTER
Rear axle gear ratio and tire size determine speed-
ometer pinion requirements.
REMOVAL
(1) Raise vehicle.
(2) Disconnect wires from vehicle speed sensor.
(3) Remove adapter clamp and screw (Fig. 20).
(4) Remove speed sensor and speedometer adapter
as assembly.
(5) Remove speed sensor retaining screw and
Fig. 17 Checking Torque Converter Seating (6) Remove speedometer pinion from adapter.
YOKE SEAL REPLACEMENT
REMOVAL (8) Inspect terminal pins in speed sensor. Clean
(1) Raise vehicle. pins with Mopart electrical spray cleaner if dirty or
(2) Mark propeller shaft and axle yoke for align- oxidized. Replace sensor if faulty, or pins are loose,
ment reference. severely corroded, or damaged.
(3) Disconnect and remove propeller shaft.
(4) Remove old seal with Seal Remover C-3985-B
(Fig. 18) from overdrive housing.
INSTALLATION
ation.
ometer adapter if necessary (Fig. 20).
transmission fluid.
(7) Note index numbers on adapter body (Fig. 21). Fig. 21 Index Numbers On Speedometer Pinion
These numbers will correspond to number of teeth on Adapter
pinion.
(8) Install speedometer assembly in housing. PARK/NEUTRAL POSITION SWITCH
are at 6 o’clock position. Be sure range index num- REMOVAL
bers correspond to number of teeth on pinion gear. (1) Raise vehicle and position drain pan under
(10) Install speedometer adapter clamp and retain- switch.
ing screw. Tighten clamp screw to 10-12 N·m (90-110 (2) Disconnect switch wires.
in. lbs.) torque. (3) Remove switch from case.
(11) Connect wires to vehicle speed sensor.
INSTALLATION
(12) Lower vehicle and top off transmission fluid
(1) Move shift lever to Park and Neutral positions.
level, if necessary.
Verify that switch operating lever fingers are cen-
tered in switch opening in case (Fig. 22).
(2) Install new seal on switch and install switch in
case. Tighten switch to 34 N·m (25 ft. lbs.) torque.
Fig. 20 Speedometer Pinion Adapter Components

BRAKE TRANSMISSION SHIFT INTERLOCK
REMOVAL
(1) Lower the steering column.
(2) Remove two screws retaining the interlock
mechanism to the column (Fig. 23). Unsnap the
mechanism from column.
Fig. 22 Park/Neutral Position Switch

(3) Test continuity of new switch with 12V test
lamp.
(4) Connect switch wires and lower vehicle.
(5) Top off transmission fluid level.
GEARSHIFT CABLE
REMOVAL
(2) Remove shift lever bezel and necessary console
parts for access to shift lever assembly.
(3) Disconnect cable at shift lever and feed cable
through dash panel opening to underside of vehicle. Fig. 23 Interlock Mechanism on Column
(4) Raise vehicle.
(3) Remove the center console and related trim.
(5) Disengage cable eyelet at transmission shift
lever and pull cable adjuster out of mounting
(4) Disconnect and remove the cable from the shift
bracket. Then remove old cable from vehicle.
bracket.
INSTALLATION (5) Remove the wire connector at the solenoid on
(1) Route cable through hole in dash panel. Fully the cable
seat cable grommet into dash panel. (6) Remove the accelerator pedal (the cable routes
(2) Place the auto transmission manual shift con- under the pedal). Refer to Group 14, Fuel Systems,
trol lever in “Park” detent (rearmost) position and for proper procedures.
rotate prop shaft to ensure transmission is in park. (7) Release the cable from the accelerator pedal
(3) Connect shift cable to shifter mechanism by clip.
snapping cable retaining ears into shifter bracket (8) Remove the carpet as necessary to remove the
and press cable end fitting onto lever ball stud. cable.
(4) Place the floor shifter lever in park position.
INSTALLATION
Ensure that the pawl is seated within the confines of
the adjustment gauge clip. NOTE: The gearshift cable must be secured into
(5) Snap the cable into the transmission bracket so position and properly adjusted before the installa-
the retaining ears are engaged and connect cable end tion of the Brake Transmission Interlock Cable
fitting onto the manual control lever ball stud. (BTSI).
(6) Lock shift cable into position by pushing
upward on the adjusting lock button. (1) Snap the cable base assembly into the large
(7) Remove and discard the shift cable adjustment square opening in the steering column.
gauge clip from the park gate of the shifter. (2) Secure the plastic base with two (2) self tap-
ping screws (tighten upper screw first).
(3) Snap BTSI cable solenoid tie strap into hole in (7) Install bolts to hold governor body to valve
steering column tube. body.
(4) Route BTSI cable into two clips on carpet pad. (8) Lubricate O-ring, on pressure solenoid, with
(5) Snap electrical connector from brake light transmission fluid.
switch into BTSI cable solenoid housing. (9) Align pressure solenoid to bore in governor
(6) Snap BTSI cable adjuster ears into floor shifter body (Fig. 26).
bracket and attach cable end fitting onto floor shifter (10) Push solenoid into governor body.
interlock lever stud. (11) Place solenoid retainer in position on governor
(7) Remove shipping pin from plastic base. Then (Fig. 25).
place floor shifter in Park position. (12) Install screws to hold pressure solenoid
(8) Place the ignition key cylinder in the ACCES- retainer to governor body.
SORY position. (13) Engage wire connectors into pressure sensor
(9) Push the cable adjuster lock clamp downward and solenoid (Fig. 24).
to lock it. (14) Install transmission fluid pan and (new) filter.
(10) Remove and discard the BTSI cable nail head (15) Lower vehicle and road test to verify repair.
lockpin at steering column.
(11) Install the center console and related trim.
(12) Test the BTSI cable operation.
GOVERNOR SOLENOID AND PRESSURE SENSOR

REMOVAL
(2) Remove transmission fluid pan and filter.
(3) Disengage wire connectors from pressure sen-
(4) Remove screws holding pressure solenoid
retainer to governor body.
(5) Separate solenoid retainer from governor (Fig.
25).
(6) Pull solenoid from governor body (Fig. 26).
Fig. 24 Governor Solenoid And Pressure Sensor
(7) Remove bolts holding governor body to valve
body.
(8) Separate governor body from valve body (Fig.
27).
(9) Remove governor body gasket.
(10) Remove retainer holding pressure sensor to
governor body.
(11) Pull pressure sensor from governor body (Fig.
28).
INSTALLATION
Before installing the pressure sensor and solenoid
in the governor body, replace O-ring seals, clean the
gasket surfaces and replace gasket.
(1) Lubricate O-ring on pressure sensor with
transmission fluid.
(2) Align pressure sensor to bore in governor body
(Fig. 28). Fig. 25 Pressure Solenoid Retainer
(3) Push pressure sensor into governor body.
(4) Install retainer to hold pressure sensor to gov- VALVE BODY
ernor body. The valve body can be removed for service without
(5) Place gasket in position on back of governor having to remove the transmission assembly.
body (Fig. 27). The valve body can be disassembled for cleaning
(6) Place governor body in position on valve body. and inspection of the individual components. Refer to
• Manual lever washer, seal, E-clip, and shaft
seal.
• Manual lever detent ball.
• Throttle lever.
• Fluid filter.
• Pressure adjusting screw bracket.
• Governor pressure solenoid.
• Governor pressure sensor.
• Converter clutch/overdrive solenoid assembly
and harness (includes sump temperature thermistor).
• Governor housing gasket.
• Solenoid case connector O-rings.
The remaining valve body components are serviced
only as part of a complete valve body assembly.
REMOVAL
Fig. 26 Pressure Solenoid and O-ring (1) Shift transmission into NEUTRAL.
(2) Raise vehicle.
(3) Remove gearshift and throttle levers from shaft
of valve body manual lever.
(4) Disconnect wires at solenoid case connector
(Fig. 29).
(5) Position drain pan under transmission oil pan.
(7) Remove fluid filter from valve body.
(8) Remove bolts attaching valve body to transmis-
sion case.
(9) Lower valve body enough to remove accumula-
tor piston and springs.
(10) Work manual lever shaft and electrical con-
nector out of transmission case.
(11) Lower valve body, rotate valve body away
from case, pull park rod out of sprag, and remove
Fig. 27 Governor Body and Gasket
Fig. 29 Transmission Case Connector

INSTALLATION
(1) Check condition of O-ring seals on valve body
harness connector (Fig. 31). Replace seals on connec-
Fig. 28 Pressure Sensor and Retainer tor body if cut or worn.
Disassembly and Assembly section for proper proce- (2) Check condition of manual lever shaft seal in
dures. transmission case. Replace seal if lip is cut or worn.
The only replaceable valve body components are: Install new seal with 15/16 deep well socket (Fig. 32).
• Manual lever. (3) Check condition of seals on accumulator piston
(Fig. 33). Install new piston seals, if necessary.
(14) Check and adjust front and rear bands if nec-
essary.
(15) Connect solenoid case connector wires.
(16) Install oil pan and new gasket. Tighten pan
(17) Lower vehicle and fill transmission with
Mopart ATF Plus 3, type 7176 fluid.
(18) Check and adjust gearshift and throttle valve
cables, if necessary.
Fig. 30 Valve Body

(4) Place valve body manual lever in low (1 posi-
tion) so ball on park lock rod will be easier to install
in sprag. Fig. 31 Valve Body Harness Connector O-Ring Seal
(5) Lubricate shaft of manual lever with petroleum
jelly. This will ease inserting shaft through seal in
case.
(6) Lubricate seal rings on valve body harness con-
nector with petroleum jelly.
(7) Position valve body in case and work end of
park lock rod into and through pawl sprag. Turn pro-
peller shaft to align sprag and park lock teeth if nec-
essary. The rod will click as it enters pawl. Move rod
to check engagement.

in the pawl and has not displaced into this cavity.
Fig. 32 Manual Lever Shaft Seal
(8) Install accumulator springs and piston into
case. Then swing valve body over piston and outer
spring to hold it in place.
(9) Align accumulator piston and outer spring,
manual lever shaft and electrical connector in case.
(10) Then seat valve body in case and install one
or two bolts to hold valve body in place.
(11) Tighten valve body bolts alternately and
evenly to 11 N·m (100 in. lbs.) torque.
(12) Install new fluid filter on valve body. Tighten
filter screws to 4 N·m (35 in. lbs.) torque.
(13) Install throttle and gearshift levers on valve
body manual lever shaft. Fig. 33 Accumulator Piston Components
OVERDRIVE UNIT ment occurs, overdrive unit will have to be disassem-
bled in order to realign splines.
REMOVAL (12) Remove and retain overdrive piston thrust
(1) Shift transmission into Park. bearing. Bearing may remain on piston or in clutch
(2) Raise vehicle. hub during removal.
(3) Mark propeller shaft universal joint(s) and axle (13) Position drain pan on workbench.
pinion yoke for alignment reference at installation. (14) Place overdrive unit over drain pan. Tilt unit
(4) Disconnect and remove propeller shaft(s). to drain residual fluid from case.
(5) Remove transmission oil pan, remove gasket, (15) Examine fluid for clutch material or metal
drain oil and reinstall pan. fragments. If fluid contains these items, overhaul will
(6) If overdrive unit had malfunctioned, or if fluid be necessary.
is contaminated, remove entire transmission. If diag- (16) If overdrive unit does not require any service,
nosis indicated overdrive problems only, remove just leave alignment tool in position. Tool will prevent
the overdrive unit. accidental misalignment of planetary gear and over-
(7) Support transmission with transmission jack. running clutch splines.
(8) Remove vehicle speed sensor and speedometer
adapter, if necessary. INSTALLATION
(9) Remove bolts attaching overdrive unit to trans- (1) Be sure overdrive unit Alignment Tool 6227-2
mission (Fig. 34). is fully seated before moving unit. If tool is not
seated and gear splines rotate out of alignment, over-
CAUTION: Support the overdrive unit with a jack drive unit will have to be disassembled in order to
before moving it rearward. This is necessary to pre- realign splines.
vent damaging the intermediate shaft. Do not allow (2) If overdrive piston retainer was not removed
the shaft to support the entire weight of the over- during service and original case gasket is no longer
drive unit. reusable, prepare new gasket by trimming it.
(3) Cut out old case gasket around piston retainer
with razor knife (Fig. 35).
(4) Use old gasket as template and trim new gas-
ket to fit.
(5) Position new gasket over piston retainer and
on transmission case. Use petroleum jelly to hold
gasket in place if necessary. Do not use any type of
sealer to secure gasket. Use petroleum jelly only.
Fig. 34 Overdrive Unit Bolts

(10) Carefully work overdrive unit off intermediate
shaft. Do not tilt unit during removal. Keep it as
level as possible.
(11) If overdrive unit does not require service,
immediately insert Alignment Tool 6227-2 in splines
of planetary gear and overrunning clutch to prevent
splines from rotating out of alignment. If misalign-
Fig. 35 Trimming Overdrive Case Gasket
(6) 2Install selective spacer on intermediate shaft, (14) Connect speed sensor and overdrive wires.
if removed. Spacer goes in groove just rearward of (15) Align and install propeller shaft.
shaft rear splines (Fig. 36).
OVERDRIVE HOUSING BUSHING
REMOVAL
(1) Remove overdrive housing yoke seal.
(2) Insert Remover 6957 into overdrive housing.
Tighten tool to bushing and remove bushing (Fig.
37).
Fig. 36 Intermediate Shaft Selective Spacer Location

(7) Install thrust bearing in overdrive unit sliding
hub. Use petroleum jelly to hold bearing in position.
CAUTION: Be sure the shoulder on the inside

diameter of the bearing is facing forward.
(8) Verify that splines in overdrive planetary gear

and overrunning clutch hub are aligned with Align-
ment Tool 6227-2. Overdrive unit cannot be installed
if splines are not aligned. If splines have rotated out
of alignment, unit will have to be disassembled to Fig. 37 Bushing Removal—Typical
realign splines.
(9) Carefully slide Alignment Tool 6227-2 out of INSTALLATION
overdrive planetary gear and overrunning clutch (1) Align bushing oil hole with oil slot in overdrive
splines. housing.
(10) Raise overdrive unit and carefully slide it (2) Tap bushing into place with Installer 6951 and
straight onto intermediate shaft. Insert park rod into Handle C-4171.
park lock reaction plug at same time. Avoid tilting (3) Install new oil seal in housing using Seal
overdrive during installation as this could cause Installer C-3995–A (Fig. 38).
planetary gear and overrunning clutch splines to
rotate out of alignment. If this occurs, it will be nec-
essary to remove and disassemble overdrive unit to
realign splines.
(11) Work overdrive unit forward on intermediate
shaft until seated against transmission case.
(12) Install bolts attaching overdrive unit to trans-
mission unit. Tighten bolts in diagonal pattern to 34
N·m (25 ft-lbs).
(13) Install speed sensor and speedometer adapter.
Be sure to index adapter.
Fig. 38 Overdrive Housing Seal Installation
OUTPUT SHAFT REAR BEARING OUTPUT SHAFT FRONT BEARING
REMOVAL REMOVAL
(1) Remove overdrive unit from the vehicle. (1) Remove overdrive unit from the vehicle.
(2) Remove overdrive geartrain from housing. (2) Remove overdrive geartrain from housing.
(3) Remove snap ring holding output shaft rear (3) Remove snap ring holding output shaft front
bearing into overdrive housing (Fig. 39). bearing to overdrive geartrain. (Fig. 40).
(4) Using a suitable driver inserted through the (4) Pull bearing from output shaft.
rear end of housing, drive bearing from housing.
INSTALLATION
INSTALLATION (1) Place replacement bearing in position on
(1) Place replacement bearing in position in hous- geartrain with locating retainer groove toward the
ing. rear.
(2) Using a suitable driver, drive bearing into (2) Push bearing onto shaft until the snap ring
housing until the snap ring groove is visible. groove is visible.
(3) Install snap ring to hold bearing into housing (3) Install snap ring to hold bearing onto output
(Fig. 39). shaft (Fig. 40).
(4) Install overdrive geartrain into housing. (4) Install overdrive geartrain into housing.
(5) Install overdrive unit in vehicle. (5) Install overdrive unit in vehicle.
Fig. 39 Output Shaft Rear Bearing Fig. 40 Output Shaft Front Bearing

VALVE BODY
Remove the valve body from the transmission,
refer to Removal and Installation procedures section
in this group.
DISASSEMBLY
CAUTION: Do not clamp any valve body compo-

nent in a vise. This practice can damage the com-
ponent resulting in unsatisfactory operation after
assembly and installation. Do not use pliers to
remove any of the valves, plugs or springs and do
not force any of the components out or into place.
The valves and valve body housings will be dam-
aged if force is used. Tag or mark the valve body Fig. 42 Governor Body And Retainer Plate Attaching
springs for reference as they are removed. Do not Screw
allow them to become intermixed.
(1) Remove fluid filter.

(3) Remove screws attaching governor body and
retainer plate to transfer plate (Fig. 42).
(4) Remove retainer plate, governor body and gas-
ket from transfer plate (Fig. 43).
sor, if not done previously.
(6) Remove governor pressure sensor from gover-
nor body. Sensor is retained in body with M-shaped
spring clip (Fig. 44). Remove clip with small pointed
tool and slide sensor out of body.
(7) Remove governor pressure solenoid by pulling
it straight out of bore in governor body (Fig. 45).
Remove and discard solenoid O-rings if worn, cut, or Fig. 43 Governor Body And Gasket
torn.

Fig. 41 Governor Pressure Solenoid And Sensor
Wire Locations
Fig. 45 Governor Pressure Solenoid Fig. 47 Unhooking Solenoid Harness From

(8) Remove transmission fluid filter. Accumulator Cover Plate
(9) Remove small shoulder bolt that secures sole-
noid harness case connector to 3-4 accumulator hous-
ing (Fig. 46). Retain shoulder bolt. Either tape it
to harness or thread it back into accumulator
housing after connector removal.
(10) Unhook overdrive/converter solenoid harness
from 3-4 accumulator cover plate (Fig. 47).
(11) Turn valve body over and remove screws that
attach overdrive/converter solenoid assembly to valve
body (Fig. 48).
(12) Remove solenoid and harness assembly from
(13) Remove boost valve cover (Fig. 50).
(14) Remove boost valve retainer, valve spring and
boost valve (Fig. 51).
Fig. 48 Solenoid Assembly Screws

Bolt
Fig. 49 Solenoid Assembly

remove Retainer Tool 6583 and remove detent ball
and spring (Fig. 56).
(20) Remove screws attaching pressure adjusting
screw bracket to valve body and transfer plate (Fig.
57). Hold bracket firmly against spring tension while
removing last screw.
Fig. 50 Boost Valve Cover Location
Fig. 53 Park Rod
Fig. 51 Boost Valve Components

(15) Secure detent ball and spring with Retainer
Tool 6583 (Fig. 52).
(16) Remove park rod E-clip and separate rod from
manual lever (Fig. 53).
(17) Remove E-clip and washer that retains throt-
tle lever shaft in manual lever (Fig. 54).
(18) Remove manual lever and throttle lever (Fig. 55).
Rotate and lift manual lever off valve body and throttle
lever shaft. Then slide throttle lever out of valve body.
(19) Position pencil magnet next to detent housing
to catch detent ball and spring. Then carefully Fig. 54 Throttle Lever E-Clip And Washer
Fig. 52 Detent Ball And Spring Fig. 55 Manual And Throttle Lever
(21) Remove adjusting screw bracket, line pressure
adjusting screw, pressure regulator valve spring and
switch valve spring (Fig. 58). Do not remove throt-
tle pressure adjusting screw from bracket and
do not disturb setting of either adjusting screw
during removal.
(22) Turn upper housing over and remove switch
valve, regulator valve and spring, and manual valve
(Fig. 59).
(23) Remove kickdown detent, kickdown valve, and
throttle valve and spring (Fig. 59).
(24) Loosen left-side 3-4 accumulator housing
attaching screw about 2-3 threads. Then remove cen-
ter and right-side housing attaching screws (Fig. 60).
(25) Carefully rotate 3-4 accumulator housing
upward and remove 3-4 shift valve spring and con-
verter clutch valve plug and spring (Fig. 61).
(26) Remove left-side screw and remove 3-4 accu-
mulator housing from valve body (Fig. 62).
(27) Bend back tabs on boost valve tube brace (Fig.
63).
Fig. 58 Adjusting Screw Bracket And Spring
Fig. 57 Adjusting Screw Bracket Fastener

Fig. 60 Accumulator Housing Screw Locations
Fig. 62 Accumulator Housing, Valve Springs And Plug
Fig. 61 3-4 Shift And Converter Clutch Valve

Springs And Plug Fig. 63 Boost Valve Tube Brace
(28) Remove boost valve connecting tube (Fig. 64).
Disengage tube from upper housing port first. Then
rock opposite end of tube back and forth to work it
out of lower housing.
CAUTION: Do not use tools to loosen or pry the

connecting tube out of the valve body housings.
Loosen and remove the tube by hand only.
(29) Turn valve body over so lower housing is fac-

ing upward (Fig. 65). In this position, the two check
balls in upper housing will remain in place and not
fall out when lower housing and separator plate are
removed. Fig. 65 Lower Housing
(30) Remove screws attaching valve body lower
housing to upper housing and transfer plate (Fig.
65). Note position of boost valve tube brace for
assembly reference.
(31) Remove lower housing and overdrive separa-
tor plate from transfer plate (Fig. 65).
(32) Remove the ECE check ball from the transfer
(33) Remove transfer plate from upper housing
(Fig. 67).
(34) Turn transfer plate over so upper housing sep-
arator plate is facing upward.
(35) Remove upper housing separator plate from
transfer plate (Fig. 68). Note position of filter in sep-
arator plate for assembly reference.
(36) Remove rear clutch and rear servo check balls
from transfer plate. Note check ball location for
Fig. 66 ECE Check Ball
Fig. 64 Boost Valve Tube
Fig. 67 Transfer Plate

(10) Remove 1-2 shift valve and spring (Fig. 73).
(11) Remove 2-3 shift valve and spring from valve
body (Fig. 73).
(12) Remove pressure plug cover (Fig. 73).
(13) Remove line pressure plug, sleeve, throttle
pressure plug and spring (Fig. 73).
Fig. 68 Upper Housing Separator Plate
Fig. 70 Check Ball Locations In Upper Housing

Locations
VALVE BODY UPPER HOUSING
(1) Note location of check balls in valve body upper
housing (Fig. 70). Then remove the one large diame-
ter and the six smaller diameter check balls.
(2) Remove governor plug and shuttle valve covers
(Fig. 72).
(3) Remove E-clip that secures shuttle valve sec-
ondary spring on valve stem (Fig. 71).
(4) Remove throttle plug, primary spring, shuttle
valve, secondary spring, and spring guides (Fig. 72).
(5) Remove boost valve retainer, spring and valve Fig. 71 Shuttle Valve E-Clip And Secondary Spring
if not previously removed. Location
(6) Remove throttle plug and 1-2 and 2-3 governor
plugs (Fig. 59).
(7) Turn upper housing around and remove limit
valve and shift valve covers (Fig. 73).
(8) Remove limit valve housing. Then remove
retainer, spring, limit valve, and 2-3 throttle plug
from limit valve housing (Fig. 73).
(9) Remove 1-2 shift control valve and spring (Fig.
73).

VALVE BODY LOWER HOUSING
(1) Remove timing valve cover.
(2) Remove 3-4 timing valve and spring.
(3) Remove 3-4 quick fill valve, spring and plug.
(4) Remove 3-4 shift valve and spring.
(5) Remove converter clutch valve, spring and plug
(Fig. 74).
(6) Remove converter clutch timing valve, retainer
and valve spring.
3-4 ACCUMULATOR HOUSING

(1) Remove end plate from housing.
(2) Remove piston spring.
(3) Remove piston. Remove and discard piston
seals (Fig. 75).
ASSEMBLY
CAUTION: Do not force valves or plugs into place

during reassembly. If the valve body bores, valves
and plugs are free of distortion or burrs, the valve
body components should all slide into place easily.
Fig. 75 Accumulator Housing Components
In addition, do not overtighten the transfer plate
and valve body screws during reassembly. Over-
tightening can distort the housings resulting in
valve sticking, cross leakage and unsatisfactory
operation. Tighten valve body screws to recom-
mended torque only.
Fig. 74 Lower Housing Shift Valves And Springs

LOWER HOUSING
(1) Lubricate valves, springs, and the housing
valve and plug bores with clean transmission fluid
(Fig. 74).
(2) Install 3-4 timing valve spring and valve in
lower housing.
(3) Install 3-4 quick fill valve in lower housing.
(4) Install 3-4 quick fill valve spring and plug in
housing.
(5) Install timing valve end plate. Tighten end
plate screws to 4 N·m (35 in. lbs.) torque.
3-4 ACCUMULATOR Fig. 77 Separator Plate Filter Screen Installation

(1) Lubricate accumulator piston, seals and hous-
ing piston bore with clean transmission fluid (Fig.
75).
(2) Install new seal rings on accumulator piston.
(3) Install piston and spring in housing.
(4) Install end plate on housing.
TRANSFER PLATE
(1) Install rear clutch and rear servo check balls in
(2) Install filter screen in upper housing separator
plate (Fig. 77).
(3) Align and position upper housing separator
plate on transfer plate (Fig. 78).
(4) Install brace plate (Fig. 78). Tighten brace
attaching screws to 4 N·m (35 in. lbs.) torque.
(5) Install remaining separator plate attaching Fig. 78 Brace Plate
screws. Tighten screws to 4 N·m (35 in. lbs.) torque. is approximately 4.8 mm (3/16 in.) in diameter. The
remaining 6 check balls are approximately 6.3 mm
(1/4 in.) in diameter.

Locations
UPPER AND LOWER HOUSING
(1) Position upper housing so internal passages
and check ball seats are facing upward. Then install
check balls in housing (Fig. 79). Eight check balls are
used. The single large check ball is approximately 8.7
mm (11/32 in.) diameter. The single small check ball Fig. 79 Check Ball Locations In Upper Housing
(2) Position assembled transfer plate and upper
housing separator plate on upper housing (Fig. 80).
Be sure filter screen is seated in proper housing
recess.
(3) Install the ECE check ball into the transfer
(4) Position lower housing separator plate on
(5) Install lower housing on assembled transfer
plate and upper housing (Fig. 82).
(6) Install and start all valve body screws by hand
except for the screws to hold the boost valve tube
brace. Save those screws for later installation. Then
tighten screws evenly to 4 N·m (35 in. lbs.) torque.
Start at center and work out to sides when tighten-
ing screws (Fig. 82). Fig. 82 Installing Lower Housing On Transfer Plate
And Upper Housing
(1) Lubricate valves, plugs, springs with clean
transmission fluid.
(2) Assemble regulator valve line pressure plug,
sleeve, throttle plug and spring. Insert assembly in
upper housing and install cover plate. Tighten cover
(3) Install 1-2 and 2-3 shift valves and springs.
(4) Install 1-2 shift control valve and spring.
(5) Install retainer, spring, limit valve, and 2-3
throttle plug from limit valve housing.
(6) Install limit valve housing and cover plate.
Tighten screws to 4 N·m (35 in. lbs.).
(7) Install shuttle valve as follows:
(a) Insert plastic guides in shuttle valve second-
ary spring and install spring on end of valve.
Fig. 80 Installing Transfer Plate On Upper Housing (b) Install shuttle valve into housing.
(c) Hold shuttle valve in place.
(d) Compress secondary spring and install E-clip
in groove at end of shuttle valve.
(e) Verify that spring and E-clip are properly
seated before proceeding.
(8) Install shuttle valve cover plate. Tighten cover
(9) Install 1-2 and 2-3 valve governor plugs in
valve body.
(10) Install shuttle valve primary spring and
throttle plug.
(11) Align and install governor plug cover. Tighten
cover screws to 4 N·m (35 in. lbs.) torque.
BOOST VALVE TUBE AND BRACE

(1) Position valve body assembly so lower housing
Fig. 81 Lower Housing Separator Plate is facing upward (Fig. 86).
(2) Lubricate tube ends and housing ports with
UPPER HOUSING VALVE AND PLUG
transmission fluid or petroleum jelly.
Refer to (Fig. 83), (Fig. 84) and (Fig. 85) to perform
the following steps.


(3) Start tube in lower housing port first. Then
swing tube downward and work opposite end of tube
into upper housing port (Fig. 86).
(4) Insert and seat each end of tube in housings.
(5) Slide tube brace under tube and into alignment
with valve body screw holes (Fig. 87).
(6) Install and finger tighten three screws that
secure tube brace to valve body housings (Fig. 87).
(7) Bend tube brace tabs up and against tube to
hold it in position (Fig. 88).
(8) Tighten all valve body housing screws to 4 N·m
(35 in. lbs.) torque after tube and brace are installed.
Tighten screws in diagonal pattern starting at center
and working outward.
3-4 ACCUMULATOR
(1) Position converter clutch valve and 3-4 shift Fig. 86 Boost Valve Tube
valve springs in housing (Fig. 89). (5) Position plug on end of converter clutch valve
(2) Loosely attach accumulator housing with right- spring. Then compress and hold springs and plug in
side screw (Fig. 89). Install only one screw at this place with fingers of one hand.
time as accumulator must be free to pivot upward for (6) Swing accumulator housing upward over valve
ease of installation. springs and plug.
(3) Install 3-4 shift valve and spring. (7) Hold accumulator housing firmly in place and
(4) Install converter clutch timing valve and install remaining two attaching screws. Be sure
spring. springs and clutch valve plug are properly seated
(Fig. 90). Tighten screws to 4 N·m (35 in. lbs.).
Fig. 87 Boost Valve Tube And Brace Fig. 90 Seating 3-4 Accumulator On Lower Housing
VALVE BODY FINAL
(1) Install boost valve, valve spring, retainer and
cover plate. Tighten cover plate screws to 4 N·m (35
in. lbs.) torque.
(2) Insert manual lever detent spring in upper
housing.
(3) Position detent ball on end of spring. Then hold
detent ball and spring in detent housing with
Retainer Tool 6583 (Fig. 91).
(4) Install throttle lever in upper housing. Then
install manual lever over throttle lever and start
manual lever into housing.
(5) Align manual lever with detent ball and man-
ual valve. Hold throttle lever upward. Then press
down on manual lever until fully seated. Remove
detent ball retainer tool after lever is seated.
Fig. 88 Securing Boost Valve Tube With Brace Tabs (6) Then install manual lever seal, washer and
E-clip.
(7) Verify that throttle lever is aligned with end of
kickdown valve stem and that manual lever arm is
engaged in manual valve (Fig. 92).
(8) Position line pressure adjusting screw in
(9) Install spring on end of line pressure regulator
valve.
(10) Install switch valve spring on tang at end of
(11) Install manual valve.
(12) Install throttle valve and spring.
(13) Install kickdown valve and detent.
(14) Install pressure regulator valve.
(15) Install switch valve.
(16) Position adjusting screw bracket on valve
body. Align valve springs and press bracket into
place. Install short, upper bracket screws first and
long bottom screw last. Verify that valve springs and
Fig. 89 Converter Clutch And 3-4 Shift Valve bracket are properly aligned. Then tighten all three
Springs bracket screws to 4 N·m (35 in. lbs.) torque.
(17) Lubricate solenoid case connector O-rings and
shaft of manual lever with light coat of petroleum
jelly.
(18) Obtain new fluid filter for valve body but do
not install filter at this time.
(19) If line pressure and/or throttle pressure
adjustment screw settings were not disturbed, con-
tinue with overhaul or reassembly. However, if
adjustment screw settings were moved or changed,
readjust as described in Valve Body Control Pressure
Adjustment procedure.
(20) Attach solenoid case connector to 3-4 accumu-
lator with shoulder-type screw. Connector has small
locating tang that fits in dimple at top of accumula-
tor housing (Fig. 93). Seat tang in dimple before
tightening connector screw.
(21) Install solenoid assembly and gasket. Tighten Fig. 92 Manual And Throttle Lever Alignment
solenoid attaching screws to 8 N·m (72 in. lbs.)
torque.
(22) Verify that solenoid wire harness is properly
routed (Fig. 94). Solenoid harness must be clear
of manual lever and park rod and not be
pinched between accumulator housing and
cover.

Bolt
Fig. 91 Detent Ball Spring

GOVERNOR BODY, SENSOR AND SOLENOID
(1) Turn valve body assembly over so accumulator
side of transfer plate is facing down.
(2) Install new O-rings on governor pressure sole-
noid and sensor (Fig. 95).
(3) Lubricate solenoid and sensor O-rings with
clean transmission fluid.
(4) Install governor pressure sensor in governor
body. Then secure sensor with M-shaped retaining
clip (Fig. 95).
(5) Install governor pressure solenoid in governor
body (Fig. 96). Push solenoid in until it snaps into Fig. 94 Solenoid Harness Routing
place in body.
(6) Position governor body gasket on transfer plate
(Fig. 97).
(7) Install retainer plate on governor body and
around solenoid (Fig. 98). Be sure solenoid connector
is positioned in retainer cutout.
(8) Align screw holes in governor body and trans-
fer plate. Then install and tighten governor body
(9) Connect harness wires to governor pressure
solenoid and governor pressure sensor (Fig. 99).
(10) Perform Line Pressure and Throttle Pressure
adjustments, refer to adjustment section of this
group for proper procedures.
(11) Install fluid filter and pan.
(12) Lower vehicle.
(13) Fill transmission with recommended fluid and
road test vehicle to verify repair.
Fig. 97 Governor Body And Gasket
Fig. 98 Pressure Solenoid Retainer
Fig. 96 Governor Pressure Solenoid

TRANSMISSION
DISASSEMBLY Fig. 99 Governor Pressure Sensor And Solenoid
(1) Drain fluid from transmission. Connectors
(2) Clean exterior of transmission with suitable
solvent or pressure washer.
(3) Remove torque converter from front of trans-
mission.
(4) Remove throttle and shift levers from valve (12) Remove pump oil seal with suitable pry tool
body manual shaft and throttle lever shaft. or slide-hammer mounted screw.
(5) Place transmission in vertical position. (13) Remove front band lever pin access plug (Fig.
(6) Measure and record the input shaft end-play 103). Use square end of 1/4 in. drive extension to
measurement. remove plug as shown.
(7) Mount transmission in repair stand C-3750-B
or similar type stand (Fig. 100).
Fig. 102 Accumulator Component Removal
Fig. 100 Repair Stand

(8) Remove fluid pan and filter.
(9) Remove park/neutral position switch and seal
(Fig. 101).
(10) Remove valve body and electronic governor.
(11) Remove accumulator outer spring, piston and Fig. 103 Front Band Lever Pin Access Plug
inner spring (Fig. 102). Note position of piston and
(14) Remove oil pump and reaction shaft support
springs for assembly reference. Remove and discard
assembly as follows:
piston seals if worn or cut.
(a) Tighten front band adjusting screw until
band is tight around front clutch retainer (Fig.
104). This will prevent retainer from coming out
with pump and possibly damaging clutch or pump
components.
Fig. 104 Tightening Front Band To Hold Front

Fig. 101 Park/Neutral Position Switch Clutch In Place
(b) Remove oil pump bolts.
(c) Thread Slide Hammer Tools C-3752 into
threaded holes in flange of oil pump housing (Fig.
105).
(d) Remove oil pump and reaction shaft support
by bumping slide hammers outward alternately to
pull pump from case (Fig. 106).
(15) Remove oil pump gasket (Fig. 107). Note gas-
ket position in case for assembly reference.
(16) Loosen front band adjusting screw until band
is completely loose.
(17) Remove front band strut and anchor (Fig. 108).
(18) Squeeze front band together slightly and slide
band over front clutch retainer and out of case (Fig.
109).
Fig. 107 Oil Pump Gasket
Fig. 105 Oil Pump Removal Tools
Fig. 108 Front Band Linkage
Fig. 106 Oil Pump Removal

prevent misalignment of the overdrive clutches dur-
ing service of main transmission components.
Fig. 109 Front Band

(19) Remove front and rear clutch assemblies as a
unit (Fig. 110).
(20) Remove front band reaction pin and lever. Fig. 111 Front Band Lever And Pin
Start pin through lever and out of case bore with
drift or punch. Then use pencil magnet to withdraw
pin completely (Fig. 111).
(21) Remove intermediate shaft thrust washer. Tri-
angular shaped washer will either be on shaft pilot
hub or in rear clutch retainer (Fig. 112).
(22) Remove thrust plate from intermediate shaft
hub (Fig. 113).
(23) Remove intermediate shaft-planetary gear-
train assembly (Fig. 114).
(24) If overdrive unit is not to be serviced, install
Alignment Shaft 6227-2 into the overdrive unit to
Fig. 112 Intermediate Shaft Thrust Washer
Fig. 110 Removing Front/Rear Clutch Assemblies Fig. 113 Intermediate Shaft Thrust Plate
(25) Loosen rear band locknut and loosen adjust- (31) Remove strut from rear band. Keep strut with
ing screw 3-4 turns. levers and pin for cleaning, inspection and assembly
(26) Remove snap ring that retains low-reverse reference.
drum on overdrive piston retainer hub (Fig. 115). (32) Remove rear band and link (Fig. 120).
Fig. 116 Low-Reverse Drum And Thrust Washer
Fig. 114 Intermediate Shaft And Planetary Geartrain
Fig. 115 Low-Reverse Drum Snap Ring

(27) Slide low-reverse drum and thrust washer off
piston retainer hub and out of rear band (Fig. 116).
(28) Note that overrunning clutch race will remain Fig. 117 Overrunning Clutch Race Position On
on splines of low-reverse drum after removal (Fig. Low-Reverse Drum
117). The race is a permanent press fit on the (33) Compress front servo rod guide with large
hub splines. Do not attempt to remove the race. C-clamp and Tool C-4470, or Compressor Tool
(29) Remove overrunning clutch assembly (Fig. C-3422-B (Fig. 121). Compress guide only enough to
118). Assembly can be removed without displacing permit snap ring removal (about 1/8 in.).
rollers and springs if care is exercised. Note position (34) Remove servo piston snap ring (Fig. 121).
of rollers and springs for assembly reference. Unseat one end of ring. Then carefully work removal
(30) Remove rear band adjusting lever, reaction tool around back of ring until free of ring groove.
lever and pin (Fig. 119). Exercise caution when removing snap ring.
Servo bore can be scratched or nicked if care is
not exercised.
Fig. 118 Overrunning Clutch

Fig. 120 Rear Band And Link
Fig. 121 Front Servo Retaining Snap Ring
Fig. 119 Rear Band Levers And Pins

(35) Remove tools and remove servo piston and
spring.
(36) Compress rear servo piston with C-clamp and
Tool C-4470, or Valve Spring Compressor C-3422-B
(Fig. 122). Compress servo spring retainer only
enough to permit snap ring removal.
(37) Remove servo piston snap ring (Fig. 122).
Start one end of ring out of bore. Then carefully work
removal tool around back of snap ring until free of
ring groove. Exercise caution when removing
snap ring. Servo bore can be scratched or
nicked if care is not exercised. Fig. 122 Rear Servo Retaining Snap Ring
(38) Remove tools and remove rear servo retainer,
ASSEMBLY
spring and piston assembly.
Do not allow dirt, grease, or foreign material to
enter the case or transmission components during
assembly. Keep the transmission case and compo-
nents clean. Also make sure the tools and workbench
area used for reassembly operations are equally
clean.
Shop towels used for wiping off tools and your
hands must be made from lint free materials. Lint
will stick to transmission parts and could interfere
with valve operation or even restrict fluid passages.
Lubricate transmission clutch and gear compo-
nents with Mopart ATF Plus 3, type 7176, during
reassembly. Soak clutch discs in transmission fluid
before installation.
Use Mopart Door Ease, or Ru-Glyde on piston
seals and O-rings to ease installation. Petroleum jelly
can also be used to lubricate and hold thrust washers
and plates in position during assembly.
Do not use chassis grease, bearing grease, Fig. 123 Rear Servo Piston
white grease, or similar lubricants on any part.
These types of lubricants can eventually block or
restrict fluid passages and valve operation. Use
petroleum jelly only.
Do not force parts into place. The transmission
components and sub-assemblies are easily installed
by hand when properly aligned. If a part seems dif-
ficult to install, it is either misaligned or incorrectly
assembled. Verify that thrust washers, thrust plates
and seal rings are correctly positioned.
The planetary geartrain, front/rear clutch assem-
blies and oil pump are all much easier to install
when the transmission case is upright. Either tilt the
case upward with wood blocks, or cut a hole in the
bench large enough for the intermediate shaft and
rear support. Then lower the shaft and support into
the hole and support the rear of the case directly on Fig. 124 Rear Servo Piston Spring And Retainer
the bench.
FRONT/REAR SERVO
(1) Lubricate rear servo piston seal with Mopart
Door Ease or ATF Plus 3. Lubricate servo bore in
case with ATF Plus 3.
(2) Install rear servo piston in case. Position piston
at slight angle to bore and insert piston with twisting
motion (Fig. 123).
(3) Install rear servo spring and retainer in case
bore (Fig. 124). Be sure spring is seated on piston.
(4) Compress rear servo piston with C-clamp or
Valve Spring Compressor C-3422-B and install servo
piston snap ring (Fig. 125).
(5) Lubricate front servo piston components and
servo bore in case with transmission fluid.
(6) Install front servo piston in bore. Carefully
“run” small, suitable tool around piston ring to press Fig. 125 Rear Servo Snap Ring
it back into groove and ease installation (Fig. 126).
Rotate piston into bore at same time. Rock piston (7) Bottom front servo piston in bore and install
slightly to ease piston ring past snap ring groove and servo spring.
into bore. (8) Install front servo piston rod guide as follows:
Fig. 128 Rear Band And Link

Fig. 126 Front Servo Piston
(a) Place Tool SP-5560 (or similar size tool) on
guide and position C-clamp on tool and case (Fig.
127).
(b) Slowly compress rod guide while simulta-
neously easing seal ring into bore with suitable
tool.
(9) Install rod guide snap ring (Fig. 127).
Fig. 129 Low-Reverse Drum

(4) Install thrust washer in low-reverse drum spot-
Fig. 127 Front Servo Rod Guide And Snap Ring face (Fig. 130). Use petroleum jelly to hold washer in
place.
OVERRUNNING CLUTCH, REAR BAND, AND LOW-REVERSE
DRUM (5) Install snap ring that secures low-reverse drum
to piston retainer hub (Fig. 130).
(1) Install overrunning clutch components if not
(6) Insert band reaction pin part way into case and
yet installed.
band link (Fig. 131).
(2) Position rear band and link in case (Fig. 128).
(7) Install rear band adjusting lever, reaction lever,
(3) Install low-reverse drum (Fig. 129). Slide drum
and strut (Fig. 132). Be sure levers and strut are
through rear band, onto piston retainer hub and into
aligned and engaged before seating band reaction pin
engagement with overrunning clutch and race.
in case.
Fig. 130 Low-Reverse Drum Snap Ring
Fig. 132 Rear Band Levers And Strut

(5) Assemble front and rear clutches (Fig. 136).
Align lugs on front clutch discs. Mount front clutch
on rear clutch. Turn front clutch retainer back and
forth until front clutch discs are fully seated on rear
clutch splined hub.
Fig. 131 Rear Band Reaction Pin

PLANETARY GEARTRAIN, FRONT/REAR CLUTCH, AND
FRONT BAND
(1) Remove Alignment Shaft 6227-2, if installed
previously.
(2) Install assembled intermediate shaft and plan-
etary geartrain (Fig. 133). Support shaft carefully
during installation. Do not allow shaft bearing/
bushing surfaces to become nicked or
scratched.
(3) Lubricate intermediate shaft thrust plate with
petroleum jelly and install plate on shaft pilot hub Fig. 133 Intermediate Shaft And Planetary Geartrain
(Fig. 134).
(4) Check input shaft front seal rings, fiber thrust (6) Install intermediate shaft thrust washer in hub
washer and rear seal ring (Fig. 135). Be ends of rear of rear clutch retainer (Fig. 137). Use petroleum jelly
seal ring are hooked together and diagonal cut ends to hold washer in place. Position washer so grooves
of front seal rings are firmly seated against each are facing outward. Washer only fits one way in
other as shown. Lubricate seal rings with petroleum clutch retainer hub.
jelly after checking them. (7) Place transmission case in upright position, or
place blocks under front end of transmission repair
Fig. 134 Intermediate Shaft Thrust Plate
Fig. 136 Assembling Front And Rear Clutches

(12) Tighten front band adjusting screw until band
is tight on clutch retainer. This will hold clutches in
place while oil pump is being installed. Verify that
front/rear clutch assembly is still properly
seated before tightening band.
Fig. 135 Input Shaft Seal Ring And Thrust Washer

stand to tilt case rearward. This makes it easier to
install front/rear clutch assembly.
(8) Align discs in rear clutch. Then install and
engage assembly in front planetary and driving shell
(Fig. 138). Turn clutch retainers back and forth until
both clutches are seated.
(9) Position front band lever in case and over servo
rod guide. Then install front band lever pin in case
and slide it through lever.
(10) Coat threads of front band pin access plug
with sealer and install it in case. Tighten plug to 17
Fig. 137 Intermediate Shaft Thrust Washer
(11) Slide front band over front clutch retainer and OIL PUMP
install front band strut and anchor (Fig. 139). (1) Install oil pump Pilot Studs C-3288-B in case
(Fig. 140).
(4) Check seal rings on reaction shaft support. Be
sure rings are hooked together correctly. Also be sure
fiber thrust washer is in position (Fig. 142). Use
extra petroleum jelly to hold washer in place if nec-
essary.
(5) Lubricate oil pump seals with petroleum
Mopart ATF Plus 3, type 7176.
(6) Mount oil pump on pilot studs and slide pump
into case opening (Fig. 143). Work pump into case
by hand. Do not use a mallet or similar tools to
seat pump.
(7) Remove pilot studs and install oil pump bolts.
Tighten pump bolts alternately and evenly to fully
seat pump in case. Then final-tighten pump bolts to
(8) Verify correct installation. Rotate input and
intermediate shafts and check for bind. If bind exists,
components are either mis-assembled, or not seated.
Disassemble and correct as necessary before proceed-
ing.
Fig. 138 Front/Rear Clutch Assemblies
Fig. 140 Oil Pump Gasket And Pilot Studs
Fig. 139 Front Band And Linkage

(2) Install new oil pump gasket on pilot studs and
seat it in case. Be sure gasket is properly aligned
with fluid passages in case (Fig. 140).
(3) Coat front clutch thrust washer with petroleum
jelly to hold it in place. Then install washer over
reaction shaft hub and seat it on pump (Fig. 141).
CAUTION: The thrust washer bore (I.D.), is cham-

Fig. 141 Front Clutch Thrust Washer
fered on one side. Make sure the chamfered side is
installed so it faces the pump.
(3) Move input shaft in and out and record read-
ing.
(4) End play should be 0.86 - 2.13 mm (0.034 -
0.084 in.).
(5) If end play is incorrect, change intermediate
shaft thrust washer. The thrust washer controls end
play and is available in three thicknesses for adjust-
ment purposes.
Fig. 142 Reaction Shaft Seal Ring And Thrust

Washer
Fig. 144 Checking Input Shaft End Play
ACCUMULATOR, VALVE BODY, OIL PAN, AND TORQUE
CONVERTER
(1) Install accumulator inner spring, piston and
outer spring (Fig. 145).
(2) Verify that park/neutral position switch has
not been installed in case. Valve body can not be
installed if switch is in position.
(3) Install new valve body manual shaft seal in
case (Fig. 146). Lubricate seal lip and manual shaft
with petroleum jelly. Start seal over shaft and into
case. Seat seal with 15/16 inch, deep well socket.
(4) Install valve body as follows:
(a) Start park rod into park pawl. If rod will not
slide past park pawl, pawl is engaged in park gear.
Rotate overdrive output shaft with suitable size 12
point socket; this will free pawl and allow rod to
engage.
(b) Align and seat valve body on case. Be sure
manual lever shaft and overdrive connector are
fully seated in case.
(c) Install and start all valve body attaching
Fig. 143 Oil Pump bolts by hand. Then tighten bolts evenly, in a diag-
INPUT SHAFT END PLAY CHECK onal pattern to 12 N·m (105 in. lbs.) torque. Do
not overtighten valve body bolts. This could
NOTE: Overdrive unit must be installed in order to result in distortion and cross leakage after
correctly measure the input shaft end-play. installation..
(5) Install new filter on valve body. Tighten filter
(1) Check input shaft end play as follows. screws to 4 N·m (35 in. lbs.).
(2) Attach dial indicator to converter housing (Fig. (6) Install seal on park/neutral position switch.
144). Position indicator plunger against input shaft Then install and tighten switch to 34 N·m (25 ft.
and zero indicator. lbs.).
(5) Apply small quantity of dielectric grease to ter-
minal pins of solenoid case connector and neutral
switch.
(6) Fill transmission with recommended fluid.
Refer to Service Procedures section of this group.
(7) Road test vehicle to verify repair.
OVERRUNNING CLUTCH CAM/OVERDRIVE PISTON

RETAINER
NOTE: TO SERVICE THE OVERRUNNING CLUTCH
CAM AND THE OVERDRIVE PISTON RETAINER,
Fig. 145 Accumulator Piston And Springs THE TRANSMISSION GEARTRAIN AND OVERDRIVE
UNIT MUST BE REMOVED FROM THE TRANSMIS-
SION.
DISASSEMBLY
(1) Remove the overdrive piston (Fig. 147).
(2) Remove the overdrive piston retainer bolts.
(3) Remove overdrive piston retainer.
(4) Remove case gasket.
(5) Tap old cam out of case with pin punch. Insert
punch through bolt holes at rear of case (Fig. 148).
Alternate position of punch to avoid cocking cam dur-
ing removal.
(6) Clean clutch cam bore and case. Be sure to
remove all chips/shavings generated during cam
Fig. 146 Manual Lever Shaft Seal removal.
CAUTION: If the condition of the transmission
before the overhaul procedure caused excessive
metallic or fiber contamination in the fluid, replace
the torque converter and reverse flush the cooler(s)
and cooler lines. Fluid contamination and transmis-
sion failure can result if not done.
(7) Install torque converter. Use C-clamp or metal

strap to hold converter in place for installation.
BAND ADJUSTMENT AND FINAL

(1) Adjust front and rear bands as follows:
(a) Loosen locknut on each band adjusting screw
4-5 turns.
(b) Tighten both adjusting screws to 8 N·m (72
in. lbs.).
(c) Back off front band adjusting screw 2-7/8 Fig. 147 Overdrive Piston Removal
turns.
ASSEMBLY
(d) Back off rear band adjusting screw 2 turns.
(1) Temporarily install overdrive piston retainer in
(e) Hold each adjusting screw in position and
case. Use 3-4 bolts to secure retainer.
tighten locknut to 34 N·m (25 ft. lbs.) torque.
(2) Align and start new clutch cam and spring
(2) Install magnet in oil pan. Magnet seats on
retainer in case. Be sure serrations on cam and in
small protrusion at corner of pan.
case are aligned (Fig. 149). Then tap cam into case
(3) Position new oil pan gasket on case and install
just enough to hold it in place.
oil pan. Tighten pan bolts to 17 N·m (13 ft. lbs.).
(3) Verify that cam is correctly positioned
(4) Install throttle valve and shift selector levers
before proceeding any further. Narrow ends of
on valve body manual lever shaft.
Fig. 148 Overrunning Clutch Cam Fig. 150 Positioning Adapter Tool In Overdrive
Piston Retainer
cam ramps should be to left when cam is
viewed from front end of case (Fig. 149).
(4) Insert Adapter Tool SP-5124 into piston
retainer (Fig. 150).
(5) Assemble Puller Bolt SP-3701 and Press Plate
SP-3583-A (Fig. 151).
Fig. 149 Positioning Replacement Clutch Cam In Fig. 151 Assembling Clutch Cam Puller Bolt And
Case Press Plate
(6) Install assembled puller plate and bolt (Fig. (11) Remove piston retainer from case. Cover
152). Insert bolt through cam, case and adapter tool. retainer with plastic sheeting, or paper to keep it
Be sure plate is seated squarely on cam. dust free.
(7) Hold puller plate and bolt in place and install (12) Clean case and cam thoroughly. Be sure any
puller nut SP-3701 on puller bolt (Fig. 153). chips/shavings generated during cam installation are
(8) Tighten puller nut to press clutch cam into removed from case.
case (Fig. 153). Be sure cam is pressed into case (13) Install new gasket at rear of transmission
evenly and does not become cocked. case. Use petroleum jelly to hold gasket in place. Be
(9) Remove clutch cam installer tools. sure to align governor feed holes in gasket with feed
(10) Stake case in 12 places around clutch passages in case (Fig. 154). Also install gasket before
cam to help secure cam in case. Use blunt overdrive piston retainer. Center hole in gasket is
punch or chisel to stake case. smaller than retainer and cannot be installed over
retainer.
Fig. 152 Positioning Puller Plate On Clutch Cam
Fig. 154 Installing/Aligning Case Gasket
Fig. 153 Pressing Overrunning Clutch Cam Into

Case
(14) Position overdrive piston retainer on trans-
mission case and align bolt holes in retainer, gasket
and case (Fig. 155). Then install and tighten retainer
(15) Install new seals on overdrive piston. Fig. 155 Aligning Overdrive Piston Retainer
(16) Stand transmission case upright on bellhous- (a) Aligning locating lugs on overdrive piston to
ing. the two mating holes in retainer.
(17) Position Guide Ring 8114-1 on outer edge of (b) Lubricate overdrive piston seals with Mopart
overdrive piston retainer. Door Ease, or equivalent.
(18) Position Seal Guide 8114-3 on inner edge of (c) Install piston over Seal Guide 8114–3 and
overdrive piston retainer. inside Guide Ring 8114–1.
(19) Install overdrive piston in overdrive piston (d) Push overdrive piston into position in
retainer by: aligning locating lugs on overdrive piston retainer.
to the two mating holes in retainer.
(e) Verify that the locating lugs entered the lug
bores in the retainer.
NOTE: INSTALL THE REMAINING TRANSMISSION

COMPONENTS AND OVERDRIVE UNIT.
FRONT SERVO PISTON

DISASSEMBLY
(1) Remove seal ring from rod guide (Fig. 156).
(2) Remove small snap ring from servo piston rod. Fig. 157 Rear Servo Components
Then remove piston rod, spring and washer from piston.
(3) Remove and discard servo component O-ring OIL PUMP AND REACTION SHAFT SUPPORT
and seal rings.
DISASSEMBLY
ASSEMBLY (1) Mark position of support in oil pump body for
Clean and inspect front servo components. assembly alignment reference. Use scriber or paint to
(1) Lubricate new O-ring and seal rings with make alignment marks.
petroleum jelly and install them on piston, guide and (2) Place pump body on two wood blocks.
rod. (3) Remove reaction shaft support bolts and sepa-
(2) Install rod in piston. Install spring and washer rate support from pump body (Fig. 158).
on rod. Compress spring and install snap ring (Fig. (4) Remove pump inner and outer gears (Fig. 159).
156). (5) Remove O-ring seal from pump body (Fig. 160).
Discard seal after removal.
(6) Remove oil pump seal with Remover Tool
C-3981. Discard seal after removal.
Fig. 156 Front Servo

REAR SERVO PISTON
Fig. 158 Reaction Shaft Support
DISASSEMBLY
OIL PUMP BUSHING REMOVAL
(1) Remove small snap ring and remove plug and
spring from servo piston (Fig. 157). (1) Position pump housing on clean, smooth sur-
(2) Remove and discard servo piston seal ring. face with gear cavity facing down.
(2) Remove bushing with Tool Handle C-4171 and
ASSEMBLY Bushing Remover SP-3550 (Fig. 161).
(1) Lubricate piston and guide seals with petro-
leum jelly. Lubricate other servo parts with Mopart REACTION SHAFT SUPPORT BUSHING REMOVAL
ATF Plus 3, Type 7176, transmission fluid. (1) Assemble Cup Tool SP-3633, Nut SP-1191 and
(2) Install new seal ring on servo piston. Bushing Remover SP-5301 (Fig. 163).
(3) Assemble piston, plug, spring and new snap ring.
(4) Lubricate piston seal lip with petroleum jelly.
(3) Using wrench, thread remover tool an addi-
tional 3-4 turns into bushing to firmly engage tool.
(4) Tighten tool hex nut against cup tool to pull
bushing from shaft. Clean all chips from shaft and
support after bushing removal.
ASSEMBLY
OIL PUMP BUSHING INSTALLATION

(1) Assemble Tool Handle C-4171 and Bushing
Installer SP-5118.
(2) Place bushing on installer tool and start bush-
ing into shaft.
(3) Tap bushing into place until Installer Tool
SP-5118 bottoms in pump cavity. Keep tool and bush-
ing square with bore. Do not allow bushing to become
cocked during installation.
(4) Stake pump bushing in two places with blunt
punch. Remove burrs from stake points with knife
blade (Fig. 162).
REACTION SHAFT SUPPORT BUSHING INSTALLATION

Fig. 159 Pump Gear (1) Place reaction shaft support upright on a clean,
(2) Hold cup tool firmly against reaction shaft. smooth surface.
Thread remover tool into bushing as far as possible
by hand.
Fig. 160 Oil Pump And Reaction Shaft Components

Fig. 161 Oil Pump Bushing Fig. 163 Reaction Shaft Bushing
installation. Squeeze each ring until ring ends are
securely hooked together.
CAUTION: The reaction shaft support seal rings

will break if overspread, or twisted. If new rings are
being installed, spread them only enough for instal-
lation. Also be very sure the ring ends are securely
hooked together after installation. Otherwise, the
rings will either prevent pump installation, or break
during installation.
(4) Align and install reaction shaft support on

pump body.
(5) Install bolts attaching reaction shaft support to
pump. Tighten bolts to 20 N·m (175 in. lbs.) torque.
(6) Install new pump seal with Installer Tool
C-3860-A (Fig. 164). Use hammer or mallet to tap
Fig. 162 Staking-Deburring Oil Pump Bushing
seal into place.
(2) Assemble Bushing Installer Tools C-4171 and (7) Install new O-ring on pump body. Lubricate oil
SP-5302. Then slide new bushing onto installer tool seal and O-ring with petroleum jelly.
(Fig. 163). (8) Cover pump assembly to prevent dust entry
(3) Start bushing in shaft. Tap bushing into shaft and set aside for assembly installation.
until installer tool bottoms against support flange.
(4) Clean reaction shaft support thoroughly after FRONT CLUTCH
bushing replacement (to remove any chips).
(1) Lubricate pump gears with transmission fluid DISASSEMBLY
and install them in pump body. (1) Remove waved snap ring and remove reaction
(2) Install thrust washer on reaction shaft support plate, clutch plates and clutch discs.
hub. Lubricate washer with petroleum jelly or trans- (2) Compress clutch piston retainer and piston
mission fluid before installation. springs with Compressor Tool C-3863-A (Fig. 165).
(3) If reaction shaft seal rings are being replaced, (3) Remove retainer snap ring and remove com-
install new seal rings on support hub. Lubricate seal pressor tool.
rings with transmission fluid or petroleum jelly after
ASSEMBLY
(1) Mount Bushing Installer SP-5511 on tool han-
dle (Fig. 167).
(2) Slide new bushing onto installer tool and start
bushing into retainer.
(3) Tap new bushing into place until installer tool
bottoms against clutch retainer.
(4) Remove installer tools and clean retainer thor-
oughly.
(5) Soak clutch discs in transmission fluid.
(6) Install new inner and outer seals on clutch pis-
ton. Be sure seal lips face interior of retainer.
(7) Lubricate new inner and outer piston seals
with Ru-Glyde, or Mopart Door Ease.
motion to seat piston in bottom of retainer. A thin
Fig. 164 Oil Pump Seal strip of plastic (about 0.015 - 0.020 in. thick), can be
used to guide seals into place if necessary.
(4) Remove clutch piston springs (Fig. 166). Note
position of piston springs for assembly refer- CAUTION: Never push the clutch piston straight
ence. in. This will fold the seals over causing leakage and
(5) Remove clutch piston from retainer with a clutch slip. In addition, never use any type of metal
twisting motion. tool to help ease the piston seals into place. Metal
(6) Remove and discard clutch piston inner and tools will cut, shave, or score the seals.
outer seals.
(9) Install and position nine clutch piston springs
(Fig. 168).
(10) Install spring retainer on top of piston
springs.
(11) Compress spring retainer and piston springs
with Tool C-3863-A.
(12) Install spring retainer snap ring and remove
compressor tool.
(13) Install clutch plates and discs (Fig. 166).
Three clutch discs, three steel plates and one reac-
tion plate are required.
(14) Install reaction plate followed by waved snap
ring.
(15) Check clutch pack clearance with feeler gauge
(Fig. 169). Clearance between waved spring and pres-
sure plate should 1.78 - 3.28 mm (0.070 - 0.129 in.).
If clearance is incorrect, clutch plates, clutch discs,
snap ring, or pressure plate may have to be changed.
REAR CLUTCH
DISASSEMBLY
(1) Remove clutch pack select fit snap ring.
Fig. 165 Removing Front Clutch Spring Retainer
(2) Remove reaction plate and remove clutch
Snap Ring
plates and discs (Fig. 170).
(7) Assemble Tool Handle C-4171 and Bushing (3) Remove pressure plate, wave spring, spacer
Remover SP-3629 (Fig. 167). ring and piston spring from clutch retainer.
(8) Insert remover tool in bushing and drive bush- (4) Remove clutch piston from piston retainer with
ing straight out of clutch retainer. a twisting motion.
(5) Remove input shaft thrust washer, if washer
remained in piston retainer hub during removal.
Fig. 166 Front Clutch Components
Fig. 168 Front Clutch Spring Position

ASSEMBLY
(1) Lubricate the splines of the new shaft with
petroleum jelly or Mopart ATF Plus 3, type 7176.
Then align the shaft in the piston retainer and care-
fully press it into place using suitable press tools to
press the shaft and to support the retainer hub as
close to the shaft as possible. Do not allow the shaft
Fig. 167 Front Clutch Retainer Bushing
to become cocked during installation. The retainer
Replacement Tools
can be cracked if misalignment occurs.
(6) Remove seals from clutch piston. Discard seals (2) Install the shaft retaining ring after pressing
after removal. the shaft into place. Be sure the ring is fully seated
If the input shaft must be replaced, first remove before proceeding with clutch assembly.
the retaining ring that secures the shaft in the piston (3) Invert the input shaft in the press and using
retainer hub. Then press the old shaft out of the the same tools as in removal, press on shaft enough
retainer with a shop press using suitable press tools to seat the snap-ring into the retainer.
to press on the shaft and to support the retainer hub (4) Soak clutch discs in transmission fluid before
as close to the shaft as possible. assembly.
strip of plastic (about 0.0209 thick), can be used to
guide seals into place if necessary.
CAUTION: Never push the clutch piston straight

in. This will fold the seals over causing leakage and
clutch slip. In addition, never use any type of metal
tool to help ease the piston seals into place. Metal
tools will cut, shave, or score the seals.
(7) Assemble piston retainer and clutch retainer.

(8) Support clutch retainer with wood blocks, or
insert input shaft through pre-drilled hole in work-
bench. Clutch pack components are easier to install if
retainers are properly supported.
(9) Install piston spring in clutch retainer. Concave
side of spring faces upward and away from clutch
piston.
(10) Install spacer ring on top of piston spring.
(11) Install wave spring on top of spacer ring.
Then seat wave spring in retainer groove. If wave
spring will not seat properly, spacer ring has
probably shifted over and into wave spring
groove in retainer. Use small screwdriver to
realign spacer ring if necessary.
(12) Install inner pressure plate in clutch retainer.
Fig. 169 Typical Method Of Measuring Front Clutch (13) Install first clutch disc followed by steel plate
Pack Clearance until all discs and plates are installed. 4 clutch discs
and steel plates are required (Fig. 170).
(5) Install new seals on clutch piston. Lubricate (14) Install reaction plate on top of last clutch disc.
piston seals with Mopart Door Ease, or Ru-Glyde to (15) Install selective snap ring to secure clutch
ease installation. Be sure seal lips face input pack in retainer.
shaft.
motion to seat piston in bottom of retainer. A thin
Fig. 170 Rear Clutch Components

(16) Install new seal rings on input shaft if neces- PLANETARY GEARTRAIN/OUTPUT SHAFT
sary (Fig. 171). Be very sure ring ends are all
securely hooked together before proceeding. DISASSEMBLY
(17) Check clutch pack clearance with feeler gauge (1) Remove planetary snap ring from intermediate
(Fig. 172). Clearance should be 0.63 to 1.14 mm shaft (Fig. 173). Discard snap ring as it is not reus-
(0.025 to 0.045 in.). able.
(18) If clutch pack clearance is incorrect, clutch (2) Remove front planetary gear and front annulus
pack snap ring, may have to be replaced. gear as assembly (Fig. 174).
(19) Install thrust washer on piston retainer hub. (3) Remove front planetary gear and thrust
Use petroleum jelly to hold thrust washer in place. washer from front annulus gear (Fig. 175). Note
thrust washer position for assembly reference.
(4) Remove tabbed thrust washer from driving
shell (Fig. 176). Note washer position for assembly
reference.
(5) Remove sun gear and driving shell as assembly
(Fig. 177).
Fig. 171 Input Shaft Seal Ring Locations
Fig. 173 Removing Planetary Snap Ring
Fig. 172 Measuring Rear Clutch Pack Clearance
Fig.174 Removing Front Planetary And Annulus Gears

Fig. 177 Sun Gear And Driving Shell Removal
Fig. 175 Disassembling Front Planetary And

Annulus Gears
Fig. 178 Rear Planetary Thrust Washer Removal
Fig. 176 Driving Shell Thrust Washer Removal

(6) Remove tabbed thrust washer from rear plane-
tary gear (Fig. 178). Note washer position on gear for
assembly reference.
(7) Remove rear planetary gear and rear annulus
gear from intermediate shaft (Fig. 179).
(8) Remove thrust plate from rear annulus gear
(Fig. 180).
ASSEMBLY
(1) Lubricate sun gear and planetary gears with Fig. 179 Rear Planetary And Annulus Gear Removal
transmission fluid during assembly. Use petroleum sun gear and against rear side of driving shell (Fig.
jelly to lubricate intermediate shaft bushing surfaces, 181). Install rear snap ring to secure sun gear and
thrust washers and thrust plates and to hold these thrust plate in driving shell.
parts in place during assembly. (3) Install rear annulus gear on intermediate shaft
(2) Install front snap ring on sun gear and install (Fig. 182).
gear in driving shell. Then install thrust plate over
Fig. 180 Rear Annulus Thrust Plate Removal Fig. 183 Installing Rear Annulus Thrust Plate
(4) Install thrust plate in annulus gear (Fig. 183). Be
sure plate is seated on shaft splines and against gear.
(5) Install rear planetary gear in rear annulus
gear (Fig. 184). Be sure planetary carrier is seated
against annulus gear.
Fig. 184 Installing Rear Planetary Gear

(6) Install tabbed thrust washer on front face of
rear planetary gear (Fig. 185). Seat washer tabs in
matching slots in face of gear carrier. Use extra
Fig. 181 Sun Gear Installation petroleum jelly to hold washer in place if desired.
(7) Lubricate sun gear bushings with petroleum
jelly or transmission fluid.
Fig. 182 Installing Rear Annulus Gear On

Intermediate Shaft
Fig. 185 Installing Rear Planetary Thrust Washer
(8) Install sun gear and driving shell on interme-
diate shaft (Fig. 186). Seat shell against rear plane-
tary gear. Verify that thrust washer on planetary
gear was not displaced during installation.
(9) Install tabbed thrust washer in driving shell
(Fig. 187), be sure washer tabs are seated in tab slots
of driving shell. Use extra petroleum jelly to hold
washer in place if desired.
(10) Install tabbed thrust washer on front plane-
tary gear (Fig. 188). Seat washer tabs in matching
slots in face of gear carrier. Use extra petroleum jelly
to hold washer in place if desired.
Fig. 188 Installing Thrust Washer On Front

Planetary Gear
Fig. 186 Installing Sun Gear And Driving Shell
Fig. 189 Assembling Front Planetary And Annulus

Gears
(12) Install front planetary and annulus gear
assembly (Fig. 190). Hold gears together and slide
them onto shaft. Be sure planetary pinions are
Fig. 187 Installing Driving Shell Thrust Washer seated on sun gear and that planetary carrier is
seated on intermediate shaft.
(11) Install front annulus gear over and onto front (13) Place geartrain in upright position. Rotate
planetary gear (Fig. 189). Be sure gears are fully gears to be sure all components are seated and prop-
meshed and seated.
erly assembled. Snap ring groove at forward end of have moved forwrd against planetary snap ring. This
intermediate shaft will be completely exposed when is important for accurate end play check.
components are assembled correctly. (16) Check planetary geartrain end play with
(14) Install new planetary snap ring in groove at feeler gauge (Fig. 192). Insert gauge between rear
end of intermediate shaft (Fig. 191). annulus gear and shoulder on intermediate shaft as
shown. End play should be 0.15 to 1.22 mm (0.006 to
0.048 in.).
(17) If end play is incorrect, install thinner/thicker
planetary snap ring as needed.
Fig. 192 Checking Planetary Geartrain End Play

Fig. 190 Installing Front Planetary And Annulus OVERDRIVE UNIT
Gear Assembly
DISASSEMBLY
(1) Remove transmission speed sensor and O-ring
seal from overdrive case (Fig. 193).
Fig. 191 Installing Planetary Snap Ring

(15) Turn planetary geartrain over. Position wood
block under front end of intermediate shaft and sup-
port geartrain on shaft. Be sure all geartrain parts Fig. 193 Transmission Speed Sensor Removal/
Installation
(2) Remove overdrive piston thrust bearing (Fig.
194).
OVERDRIVE PISTON
(1) Remove overdrive piston thrust plate (Fig.
195). Retain thrust plate. It is a select fit part and
may possibly be reused.
Fig. 196 Intermediate Shaft Spacer Location
Fig. 194 Overdrive Piston Thrust Bearing Removal/

Installation
Fig. 195 Overdrive Piston Thrust Plate Removal/

Installation
(2) Remove intermediate shaft spacer (Fig. 196).
Retain spacer. It is a select fit part and may possibly
be reused.
(3) Remove overdrive piston from retainer (Fig.
197).
OVERDRIVE CLUTCH PACK

Fig. 198 Removing Overdrive Clutch Pack Retaining
(1) Remove overdrive clutch pack wire retaining
Ring
ring (Fig. 198).
(2) Remove overdrive clutch pack (Fig. 199).
(3) Note position of clutch pack components for
Fig. 199 Overdrive Clutch Pack Removal Fig. 202 Overdrive Clutch Reaction Snap Ring
Removal/Installation
Fig. 203 Access Cover Screw Removal/Installation
Fig. 200 46RE Overdrive Clutch Component

Position
OVERDRIVE GEARTRAIN
(1) Remove overdrive clutch wave spring (Fig.
201).
(2) Remove overdrive clutch reaction snap ring
(Fig. 202). Note that snap ring is located in same
groove as wave spring.
(3) Remove Torx head screws that attach access
cover and gasket to overdrive case (Fig. 203). Fig. 204 Access Cover And Gasket Removal/
(4) Remove access cover and gasket (Fig. 204). Installation
Fig. 201 Overdrive Clutch Wave Spring Removal/

Installation
(5) Expand output shaft bearing snap ring with
expanding-type snap ring pliers. Then push output
shaft forward to release shaft bearing from locating ring
(Fig. 205).
(6) Lift gear case up and off geartrain assembly
(Fig. 206).

RELEASE CLUTCH SPRING TENSION SLOWLY AND
COMPLETELY TO AVOID PERSONAL INJURY.
(1) Mount geartrain assembly in shop press (Fig.

208).
(2) Position Compressor Tool 6227-1 on clutch hub
Fig. 205 Releasing Bearing From Locating Ring (Fig. 208). Support output shaft flange with steel press
plates as shown and center assembly under press ram.
(3) Apply press pressure slowly. Compress hub and
spring far enough to expose clutch hub retaining ring
and relieve spring pressure on clutch pack snap ring
(Fig. 208).
Fig. 206 Removing Gear Case From Geartrain Assembly

(7) Remove snap ring that retains rear bearing on
output shaft.
(8) Remove rear bearing from output shaft (Fig. 207).
DIRECT CLUTCH, HUB AND SPRING
WARNING: THE NEXT STEP IN DISASSEMBLY

INVOLVES COMPRESSING THE DIRECT CLUTCH
SPRING. IT IS EXTREMELY IMPORTANT THAT PROPER
EQUIPMENT BE USED TO COMPRESS THE SPRING AS
SPRING FORCE IS APPROXIMATELY 830 POUNDS. USE
SPRING COMPRESSOR TOOL 6227-1 AND A HYDRAU-
LIC SHOP PRESS WITH A MINIMUM RAM TRAVEL OF
5-6 INCHES. THE PRESS MUST ALSO HAVE A BED
THAT CAN BE ADJUSTED UP OR DOWN AS REQUIRED. Fig. 208 Geartrain Mounted In Shop Press
(4) Remove direct clutch pack snap ring (Fig. 209).
(5) Remove direct clutch hub retaining ring (Fig.
210).
(6) Release press load slowly and completely (Fig.
211).
(7) Remove Special Tool 6227-1. Then remove
clutch pack from hub (Fig. 211).
Fig. 211 Direct Clutch Pack Removal

Geartrain
(1) Remove direct clutch hub and spring (Fig. 212).
(2) Remove sun gear and spring plate. Then
remove planetary thrust bearing and planetary gear
(Fig. 213).
Fig. 209 Direct Clutch Pack Snap Ring Removal
Fig. 212 Direct Clutch Hub And Spring Removal

(3) Remove overrunning clutch assembly with
expanding type snap ring pliers (Fig. 214). Insert pliers
into clutch hub. Expand pliers to grip hub splines and
remove clutch with counterclockwise, twisting motion.
(4) Remove thrust bearing from overrunning
clutch hub.
(5) Remove overrunning clutch from hub.
(6) Mark position of annulus gear and direct clutch
Fig. 210 Direct Clutch Hub Retaining Ring Removal drum for assembly alignment reference (Fig. 215). Use
small center punch or scriber to make alignment marks.
(7) Remove direct clutch drum rear retaining ring
(Fig. 216).
(8) Remove direct clutch drum outer retaining ring
(Fig. 217).
(9) Mark annulus gear and output shaft for assem-
bly alignment reference (Fig. 218). Use punch or
scriber to mark gear and shaft.
Fig. 213 Removing Sun Gear, Thrust Bearing And

Planetary Gear
Fig. 216 Clutch Drum Inner Retaining Ring Removal
Fig. 214 Overrunning Clutch Assembly Removal/

Installation
Fig. 217 Clutch Drum Outer Retaining Ring Removal

(10) Remove snap ring that secures annulus gear
on output shaft (Fig. 219). Use two screwdrivers to
unseat and work snap ring out of groove as shown.
(11) Remove annulus gear from output shaft (Fig.
220). Use rawhide or plastic mallet to tap gear off
shaft.
GEAR CASE AND PARK LOCK

(1) Remove locating ring from gear case.
(2) Remove park pawl shaft retaining bolt and
remove shaft, pawl and spring.
(3) Remove reaction plug snap ring and remove
reaction plug.
Fig. 215 Marking Direct Clutch Drum And Annulus
(4) Remove output shaft seal.
Gear For Assembly Alignment
ASSEMBLY
GEARTRAIN AND DIRECT CLUTCH

(1) Soak direct clutch and overdrive clutch discs in
Mopart ATF Plus 3, type 7176, transmission fluid.
Allow discs to soak for 10-20 minutes.
(2) Install new pilot bushing and clutch hub bush-
ing in output shaft if necessary (Fig. 221). Lubricate
bushings with petroleum jelly, or transmission fluid.
Fig. 218 Marking Annulus Gear And Output Shaft

For Assembly Alignment
Fig. 221 Output Shaft Pilot Bushing

(3) Install annulus gear on output shaft, if
removed. Then install annulus gear retaining snap
ring (Fig. 222).
(4) Align and install clutch drum on annulus gear
(Fig. 223). Be sure drum is engaged in annulus gear
lugs.
(5) Install clutch drum outer retaining ring (Fig.
223).
Fig. 219 Annulus Gear Snap Ring Removal (6) Slide clutch drum forward and install inner
retaining ring (Fig. 224).
Fig. 220 Annulus Gear Removal

Fig. 222 Annulus Gear Installation
(8) Install overrunning clutch on hub (Fig. 226).
Note that clutch only fits one way. Shoulder on
clutch should seat in small recess at edge of
hub.
(9) Install thrust bearing on overrunning clutch
hub. Use generous amount of petroleum jelly to hold
bearing in place for installation. Bearing fits one
way only. Be sure bearing is seated squarely
against hub. Reinstall bearing if it does not
seat squarely.
Fig. 223 Clutch Drum And Outer Retaining Ring

Installation
(7) Install rear bearing and snap ring on output
shaft (Fig. 225). Be sure locating ring groove in bear-
ing is toward rear.
Fig. 226 Assembling Overrunning Clutch And Hub

(10) Install overrunning clutch in output shaft
(Fig. 227). Insert snap ring pliers in hub splines.
Expand pliers to grip hub. Then install assembly
with counterclockwise, twisting motion.
(11) Install planetary gear in annulus gear (Fig.
228). Be sure planetary pinions are fully seated
in annulus gear before proceeding.
(12) Coat planetary thrust bearing and bearing
contact surface of spring plate with generous amount
of petroleum jelly. This will help hold bearing in
place during installation.
Fig. 224 Clutch Drum Inner Retaining Ring (13) Install planetary thrust bearing on sun gear
Installation (Fig. 229). Slide bearing onto gear and seat it against
spring plate as shown. Bearing fits one way only.
If it does not seat squarely against spring plate,
remove and reposition bearing.
(14) Install assembled sun gear, spring plate and
thrust bearing (Fig. 230). Be sure sun gear and
thrust bearing are fully seated before proceeding.
(15) Mount assembled output shaft, annulus gear,
and clutch drum in shop press. Direct clutch spring,
hub and clutch pack are easier to install with assem-
bly mounted in press.
(16) Align splines in hubs of planetary gear and
overrunning clutch with Alignment tool 6227-2 (Fig.
Fig. 225 Rear Bearing And Snap Ring Installation 231). Insert tool through sun gear and into splines of
both hubs. Be sure alignment tool is fully seated
before proceeding.
Fig. 229 Planetary Thrust Bearing Installation
Fig. 230 Sun Gear Installation
Fig. 228 Planetary Gear Installation

(17) Install direct clutch spring (Fig. 232). Be sure
spring is properly seated on spring plate.
(18) Assemble and install direct clutch pack on
hub as follows:
(a) Assemble clutch pack components (Fig. 233).
(b) Install direct clutch reaction plate on clutch
hub first. Note that one side of reaction plate
is counterbored. Be sure this side faces rear-
ward. Splines at rear of hub are raised
Fig. 231 Alignment Tool Installation
Fig. 232 Direct Clutch Spring Installation

slightly. Counterbore in plate fits over raised
splines. Plate should be flush with this end of
hub (Fig. 234).
(c) Install first clutch disc followed by a steel
plate until all discs and plates have been installed.
Fig. 234 Correct Position Of Direct Clutch Reaction
(d) Install pressure plate. This is last clutch
Plate
pack item to be installed. Be sure plate is
installed with shoulder side facing upward
(Fig. 235).
(19) Install clutch hub and clutch pack on direct
clutch spring (Fig. 236). Be sure hub is started on
sun gear splines before proceeding.

(20) Position Compressor Tool 6227-1 on clutch
hub.
(21) Compress clutch hub and spring just enough
to place tension on hub and hold it in place.
(22) Slowly compress clutch hub and spring. Com-
press spring and hub only enough to expose ring
grooves for clutch pack snap ring and clutch hub
retaining ring.
(23) Realign clutch pack on hub and seat clutch
discs and plates in clutch drum.
(24) Install direct clutch pack snap ring (Fig. 237).
Be very sure snap ring is fully seated in clutch
drum ring groove.
(25) Install clutch hub retaining ring (Fig. 238).
Be very sure retaining ring is fully seated in
sun gear ring groove.
(26) Slowly release press ram, remove compressor
tools and remove geartrain assembly.
Fig. 235 Correct Position Of Direct Clutch Pressure

Plate
Fig. 237 Direct Clutch Pack Snap Ring Installation
Fig. 236 Direct Clutch Pack And Clutch Hub

Installation
WARNING: THE NEXT STEP IN GEARTRAIN
ASSEMBLY INVOLVES COMPRESSING THE DIRECT
CLUTCH HUB AND SPRING. IT IS EXTREMELY
IMPORTANT THAT PROPER EQUIPMENT BE USED
TO COMPRESS THE SPRING AS SPRING FORCE IS
APPROXIMATELY 830 POUNDS. USE COMPRES-
SOR TOOL C-6227-1 AND A HYDRAULIC-TYPE
SHOP PRESS WITH A MINIMUM RAM TRAVEL OF 6
INCHES. THE PRESS MUST ALSO HAVE A BED
Fig. 238 Clutch Hub Retaining Ring Installation
THAT CAN BE ADJUSTED UP OR DOWN AS
REQUIRED. RELEASE CLUTCH SPRING TENSION GEAR CASE
SLOWLY AND COMPLETELY TO AVOID PERSONAL (1) Position park pawl and spring in case and
INJURY. install park pawl shaft. Verify that end of spring
with 90° bend is hooked to pawl and straight end of
spring is seated against case.
(2) Install pawl shaft retaining bolt. Tighten bolt
to 27 N·m (20 ft. lbs.) torque.
(3) Install park lock reaction plug. Note that plug
has locating pin at rear (Fig. 239). Be sure pin
is seated in hole in case before installing snap
ring.
(4) Install reaction plug snap-ring (Fig. 240). Com-
press snap ring only enough for installation; do
not distort it.
Fig. 241 Correct Rear Bearing Locating Ring

Position
Fig. 239 Reaction Plug Locating Pin And Snap-Ring
Fig. 242 Overdrive Gear Case Installation
Fig. 240 Reaction Plug And Snap-Ring Installation

(5) Install new seal in gear case. Use Handle
C-4171 and Installer C-3995-A to seat seal in case.
(6) Verify that tab ends of rear bearing locating
ring extend into access hole in gear case (Fig. 241).
(7) Support geartrain on Tool 6227-1 (Fig. 242). Be
sure tool is securely seated in clutch hub.
(8) Install overdrive gear case on geartrain (Fig.
242).
(9) Expand front bearing locating ring with snap
ring pliers (Fig. 243). Then slide case downward until
locating ring locks in bearing groove and release
Fig. 243 Seating Locating Ring In Rear Bearing
snap ring.
(10) Install locating ring access cover and gasket
in overdrive unit case (Fig. 244).
Fig. 244 Locating Ring Access Cover And Gasket

Installation
OVERDRIVE CLUTCH
(1) Install overdrive clutch reaction ring first.
Reaction ring is flat with notched ends (Fig. 245). Fig. 247 46RE Overdrive Clutch Components
(2) Install wave spring on top of reaction ring (Fig.
246). Reaction ring and wave ring both fit in
same ring groove. Use screwdriver to seat each
ring securely in groove. Also ensure that the ends of
the two rings are offset from each other.
(3) Assemble overdrive clutch pack (Fig. 247).
Fig. 248 Overdrive Clutch Pack Retaining Ring

Installation
Fig. 245 Overdrive Clutch Reaction Ring Installation
INTERMEDIATE SHAFT SPACER SELECTION
(1) Place overdrive unit in vertical position. Mount
it on blocks, or in workbench with appropriate size
mounting hole cut into it. Be sure unit is facing
upward for access to direct clutch hub. Also be sure
output shaft is not loaded and internal components
are moved rearward for accurate measurement.
(2) Determine correct thickness intermediate shaft
spacer as follows:
(a) Insert Special Tool 6312 through sun gear,
planetary gear and into pilot bushing in output
shaft. Be sure tool bottoms against planetary
Fig. 246 Overdrive Clutch Wave Spring Installation shoulder.
(4) Install overdrive clutch reaction plate first. (b) Position Gauge Tool 6311 across face of over-
(5) Install first clutch disc followed by first clutch drive case (Fig. 249). Then position Dial Caliper
plate. Then install remaining clutch discs and plates C-4962 over gauge tool.
in same order. (c) Extend sliding scale of dial caliper downward
(6) Install clutch pack pressure plate. through gauge tool slot until scale contacts end of
(7) Install clutch pack wire-type retaining ring Gauge Alignment Tool 6312. Lock scale in place.
(Fig. 248). Remove dial caliper tool and note distance mea-
sured (Fig. 249).
(d) Select proper thickness end play spacer from sensor not be installed until after overdrive unit is
spacer chart based on distance measured (Fig. 250). secured to transmission.
(e) Remove Gauge Alignment Tool 6312.
Fig. 251 Overdrive Piston Thrust Plate Measurement

Fig. 249 Shaft End Play Measurement
Fig. 250 Intermediate Shaft End Play Spacer

Selection
OD THRUST PLATE SELECTION
(1) Place overdrive unit in vertical position. Mount Fig. 252 Overdrive Piston Thrust Plate Selection
it on blocks, or in workbench with appropriate size
mounting hole cut into it. Be sure unit is facing OVERDRIVE PISTON
upward for access to direct clutch hub. Also be sure (1) Install new seals on overdrive piston.
output shaft is not loaded and internal components (2) Stand transmission case upright on bellhousing.
are moved rearward for accurate measurement. (3) Position Guide Ring 8114-1 on outer edge of
(2) Determine correct thickness overdrive piston overdrive piston retainer.
thrust plate as follows: (4) Position Seal Guide 8114-3 on inner edge of
(a) Position Gauge Tool 6311 across face of over- overdrive piston retainer.
drive case. Then position Dial Caliper C-4962 over (5) Install overdrive piston in overdrive piston
gauge tool (Fig. 251). retainer by:
(b) Measure distance to clutch hub thrust bear- (a) Aligning locating lugs on overdrive piston to
ing seat at four points 90° apart. Then average the two mating holes in retainer.
measurements by adding them and dividing by 4. (b) Lubricate overdrive piston seals with Mopart
(c) Select and install required thrust plate from Door Ease, or equivalent.
information in thrust plate chart (Fig. 252). (c) Install piston over Seal Guide 8114–3 and
(3) Leave Alignment Tool 6227-2 in place. Tool will inside Guide Ring 8114–1.
keep planetary and clutch hub splines in alignment until (d) Push overdrive piston into position in retainer.
overdrive unit is ready for installation on transmission. (e) Verify that the locating lugs entered the lug
(4) Transmission speed sensor can be installed at bores in the retainer.
this time if desired. However, it is recommended that (6) Install intermediate shaft spacer on intermedi-
ate shaft.
(7) Install overdrive piston thrust plate on over- CAUTION: Many of the valves and plugs, such as
drive piston. the throttle valve, shuttle valve plug, 1-2 shift valve
(8) Install overdrive piston thrust bearing on over- and 1-2 governor plug, are made of coated alumi-
drive piston. num. Aluminum components are identified by the
(9) Install transmission speed sensor and O-ring dark color of the special coating applied to the sur-
seal in overdrive case (Fig. 193). face (or by testing with a magnet). Do not sand alu-
minum valves or plugs under any circumstances.
This practice could damage the special coating
CLEANING AND INSPECTION causing the valves/plugs to stick and bind.
VALVE BODY Inspect the valves and plugs for scratches, burrs,
Clean the valve housings, valves, plugs, springs, nicks, or scores. Minor surface scratches on steel valves
and separator plates with a standard parts cleaning and plugs can be removed with crocus cloth but do not
solution only. Do not use gasoline, kerosene, or any round off the edges of the valve or plug lands.
type of caustic solution. Maintaining sharpness of these edges is vitally
Do not immerse any of the electrical components in important. The edges prevent foreign matter from
cleaning solution. Clean the governor solenoid and lodging between the valves and plugs and the bore.
sensor and the dual solenoid and harness assembly Inspect all the valve and plug bores in the valve body.
by wiping them off with dry shop towels only. Use a penlight to view the bore interiors. Replace the
Dry all except the electrical parts with compressed valve body if any bores are distorted or scored. Inspect
air. Make sure all passages are clean and free from all of the valve body springs. The springs must be free
obstructions. Do not use rags or shop towels to of distortion, warpage or broken coils.
dry or wipe off valve body components. Lint Check the two separator plates for distortion or
from these materials can stick to valve body damage of any kind. Inspect the upper housing,
parts, interfere with valve operation, and clog lower housing, 3-4 accumulator housing, and transfer
filters and fluid passages. plate carefully. Be sure all fluid passages are clean
Wipe the governor pressure sensor and solenoid valve and clear. Check condition of the upper housing and
with dry, lint free shop towels only. The O-rings on the transfer plate check balls as well. The check balls
sensor and solenoid valve are the only serviceable com- and ball seats must not be worn or damaged.
ponents. Be sure the vent ports in the solenoid valve Trial fit each valve and plug in its bore to check
are open and not blocked by dirt or debris. Replace the freedom of operation. When clean and dry, the valves
valve and/or sensor only when DRB scan tool diagnosis and plugs should drop freely into the bores.
indicates this is necessary. Or, if either part has sus- Valve body bores do not change dimensionally with
tained physical damage (dented, deformed, broken, etc.). use. If the valve body functioned correctly when new, it
will continue to operate properly after cleaning and
CAUTION: Do not turn the small screw at the end of inspection. It should not be necessary to replace a valve
the solenoid valve for any reason. Turning the screw body assembly unless it is damaged in handling.
in either direction will ruin solenoid calibration and The only serviceable valve body components are
result in solenoid failure. In addition, the filter on the listed below. The remaining valve body components
solenoid valve is NOT serviceable. Do not try to are serviced only as part of a complete valve body
remove the filter as this will damage the valve hous- assembly. Serviceable parts are:
ing. • dual solenoid and harness assembly
• solenoid gasket
Inspect the throttle and manual valve levers and
• solenoid case connector O-rings and shoulder bolt
shafts (Fig. 253). Do not attempt to straighten a bent
• switch valve and spring
shaft or correct a loose lever. Replace these compo-
• pressure adjusting screw and bracket assembly
nents if worn, bent, loose or damaged in any way.
• throttle lever
Inspect all of the valve body mating surfaces for
• manual lever and shaft seal
scratches, nicks, burrs, or distortion. Use a straightedge
• throttle lever shaft seal, washer, and E-clip
to check surface flatness. Minor scratches may be
• fluid filter and screws
removed with crocus cloth using only very light pressure.
• detent ball and spring
Minor distortion of a valve body mating surface may
• valve body screws
be corrected by smoothing the surface with a sheet of
• governor pressure solenoid
crocus cloth. Position the crocus cloth on a surface plate,
• governor pressure sensor and retaining clip
sheet of plate glass or equally flat surface. If distortion
• park lock rod and E-clip
is severe or any surfaces are heavily scored, the valve
body will have to be replaced.
Fig. 253 Upper Housing Valves, Plug, Springs And Brackets

TRANSMISSION Inspect the case for cracks, porous spots, worn
bores, or damaged threads. Damaged threads can be
GENERAL INFORMATION repaired with Helicoil thread inserts. However, the
Inspect the transmission bushings during overhaul. case will have to be replaced if it exhibits any type of
Bushing condition is important as worn, scored bush- damage or wear.
ings contribute to low pressures, clutch slip and Lubricate the front band adjusting screw threads
accelerated wear of other components. However, do with petroleum jelly and thread the screw part-way
not replace bushings as a matter of course. Replace into the case. Be sure the screw turns freely.
bushings only when they are actually worn, or
scored. OVERRUNNING CLUTCH/LOW-REVERSE
Use recommended tools to replace bushings. The DRUM/OVERDRIVE PISTON RETAINER
tools are sized and designed to remove, install, and Clean the overrunning clutch assembly, clutch cam,
seat bushings correctly. The bushing replacement low-reverse drum, and overdrive piston retainer in
tools are included in Bushing Tool Set C-3887-B. solvent. Dry them with compressed air after clean-
Pre-sized service bushings are available for ing.
replacement purposes. Only the sun gear bushings Inspect condition of each clutch part after cleaning.
are not serviced. Low cost of the sun gear assembly Replace the overrunning clutch roller and spring
makes it easier to simply replace the gear and bush- assembly if any rollers or springs are worn or dam-
ings as an assembly. aged, or if the roller cage is distorted, or damaged.
Heli-Coil inserts can be used to repair damaged, Replace the cam if worn, cracked or damaged.
stripped or worn threads in aluminum parts. These Replace the low-reverse drum if the clutch race,
inserts are available from most automotive parts roller surface or inside diameter is scored, worn or
suppliers. Stainless steel inserts are recommended. damaged. Do not remove the clutch race from
The use of crocus cloth is permissible where neces- the low-reverse drum under any circumstances.
sary, providing it is used carefully. When used on Replace the drum and race as an assembly if
shafts, or valves, use extreme care to avoid rounding either component is damaged.
off sharp edges. Sharp edges are vital as they pre- Examine the overdrive piston retainer carefully for
vent foreign matter from getting between the valve wear, cracks, scoring or other damage. Be sure the
and valve bore. retainer hub is a snug fit in the case and drum.
Do not reuse oil seals, gaskets, seal rings, or Replace the retainer if worn or damaged.
O-rings during overhaul. Replace these parts as a
matter of course. Also do not reuse snap rings or ACCUMULATOR
E-clips that are bent or distorted. Replace these parts Inspect the accumulator piston and seal rings (Fig.
as well. 254). Replace the seal rings if worn or cut. Replace
Lubricate transmission parts with Mopart ATF the piston if chipped or cracked.
Plus, Type 7176, transmission fluid during overhaul Check condition of the accumulator inner and
and assembly. Use petroleum jelly, Mopart Door outer springs (Fig. 254). Replace the springs if the
Ease, or Ru-Glyde to prelubricate seals, O-rings, and coils are cracked, distorted or collapsed.
thrust washers. Petroleum jelly can also be used to
hold parts in place during reassembly.
TRANSMISSION CASE CLEANING AND

INSPECTION
Clean the case in a solvent tank. Flush the case
bores and fluid passages thoroughly with solvent.
Dry the case and all fluid passages with compressed
air. Be sure all solvent is removed from the case and
that all fluid passages are clear.
NOTE: Do not use shop towels or rags to dry the

case (or any other transmission component) unless
they are made from lint-free materials. Lint will stick Fig. 254 Accumulator Components
to case surfaces and transmission components and FRONT SERVO
circulate throughout the transmission after assem- Clean the servo piston components with solvent
bly. A sufficient quantity of lint can block fluid pas- and dry them with compressed air. Wipe the band
sages and interfere with valve body operation. clean with lint free shop towels.
Replace the front band if distorted, lining is to 0.0025 in.). Clearance between inner gear and
burned, flaking off, or worn to the point where the reaction shaft housing should be 0.010 to 0.063
grooves in the lining material are no longer visible. mm (0.0004 to 0.0025 in.). Both clearances can be
Inspect the servo components. Replace the springs measured at the same time by:
if collapsed, distorted or broken. Replace the guide, (I) Installing the pump gears in the pump
rod and piston if cracked, bent, or worn. Discard the housing.
servo snap ring if distorted or warped. (II) Position an appropriate piece of Plasti-
Check the servo piston bore for wear. If the bore is gagey across both gears.
severely scored, or damaged, it will be necessary to (III) Align the plastigage to a flat area on the
replace the case. reaction shaft housing.
Replace any servo component if doubt exists about (IV) Install the reaction shaft to the pump
condition. Do not reuse suspect parts. housing.
(V) Separate the reaction shaft housing from
REAR SERVO the pump housing and measure the Plastigagey
Remove and discard the servo piston seal ring (Fig. following the instructions supplied with it.
255). Then clean the servo components with solvent (b) Clearance between inner gear tooth and
and dry with compressed air. Replace either spring if outer gear should be 0.08 to 0.19 mm (0.0035 to
collapsed, distorted or broken. Replace the plug and 0.0075 in.). Measure clearance with an appropriate
piston if cracked, bent, or worn. Discard the servo feeler gauge (Fig. 256).
snap rings and use a new ones at assembly. (c) Clearance between outer gear and pump
housing should also be 0.010 to 0.19 mm (0.0035 to
feeler gauge.
Fig. 255 Rear Servo Components

OIL PUMP AND REACTION SHAFT SUPPORT
Clean pump and support components with solvent
and dry them with compressed air.
Check condition of the seal rings and thrust
washer on the reaction shaft support. The seal rings
do not need to be replaced unless cracked, broken, or
severely worn.
Inspect the pump and support components. Replace Fig. 256 Checking Pump Gear Tip Clearance
the pump or support if the seal ring grooves or FRONT CLUTCH
machined surfaces are worn, scored, pitted, or dam- Clean and inspect the front clutch components.
aged. Replace the pump gears if pitted, worn Replace the clutch discs if warped, worn, scored,
chipped, or damaged. burned or charred, the lugs are damaged, or if the
Check the pump vent. The vent must be secure. facing is flaking off. Replace the steel plates and
Replace the pump body if the vent is cracked, broken, reaction plate if heavily scored, warped, or broken.
or loose. Be sure the driving lugs on the discs and plate are
Inspect the pump bushing. Then check the reaction also in good condition. The lugs must not be bent,
shaft support bushing. Replace either bushing only if cracked or damaged in any way.
heavily worn, scored or damaged. It is not necessary Replace the piston springs and spring retainer if
to replace the bushings unless they are actually dam- either are distorted, warped or broken.
aged. Check the lug grooves in the clutch piston retainer.
(1) Install the gears in the pump body and mea- The steel plates should slide freely in the slots.
sure pump component clearances as follows: Replace the piston retainer if the grooves are worn or
(a) Clearance between outer gear and reaction damaged. Also check action of the check ball in the
shaft housing should be 0.010 to 0.063 mm (0.0004
piston retainer. The ball must move freely and not pins are serviceable. However, if a pinion carrier is
stick. damaged, the entire planetary gear set must be
Replace the retainer bushing if worn, scored, or replaced as an assembly.
there is any doubt about bushing condition. Replace the annulus gears if the teeth are chipped,
Inspect the piston and retainer seal surfaces for broken, or worn, or the gear is cracked. Replace the
nicks or scratches. Minor scratches can be removed planetary thrust plates and the tabbed thrust wash-
with crocus cloth. However, replace the piston and/or ers if cracked, scored or worn.
retainer if the seal surfaces are seriously scored. Inspect the machined surfaces of the intermediate
Check the clutch piston check ball. The ball should shaft. Be sure the oil passages are open and clear.
be securely in place. Replace the piston if the ball is Replace the shaft if scored, pitted, or damaged.
missing, or seized in place. Inspect the sun gear and driving shell. If either
component is worn or damaged, remove the sun gear
REAR CLUTCH rear retaining ring and separate the sun gear and
Clean the clutch components with solvent and dry thrust plate from the driving shell. Then replace the
them with compressed air. necessary component.
Check condition of the input shaft seal rings. It is Replace the sun gear as an assembly if the gear
not necessary to remove or replace rings unless they teeth are chipped or worn. Also replace the gear as
are broken, cracked, or no longer securely hooked an assembly if the bushings are scored or worn. The
together. sun gear bushings are not serviceable. Replace the
Inspect the input shaft splines and machined sur- thrust plate if worn, or severely scored. Replace the
faces. Very minor nicks or scratches can be smoothed driving shell if distorted, cracked, or damaged in any
off with crocus cloth. replace the shaft if the splines way.
are damaged, or any of the machined surfaces are Replace all snap rings during geartrain assembly.
severely scored. Reusing snap rings is not recommended.
Replace the clutch discs if warped, worn, scored,
burned/charred, the lugs are damaged, or if the fac- OVERDRIVE UNIT
ing is flaking off. Clean the geartrain and case components with sol-
Replace the steel plates and the pressure plate if vent. Dry all parts except the bearings with com-
heavily scored, warped, or broken. Be sure the driv- pressed air. Allow bearings to air dry.
ing lugs on the discs and plates are also in good con- Do not use shop towels for wiping parts dry unless
dition. The lugs must not be bent, cracked or the towels are made from a lint-free material. A suf-
damaged in any way. ficient quantity of lint (from shop towels, cloths, rags,
Replace the piston spring and wave spring if either etc.) could plug the transmission filter and fluid pas-
part is distorted, warped or broken. sages.
Check the lug grooves in the clutch retainer. The Discard the old case gasket and seals. Do not
steel plates should slide freely in the slots. Replace attempt to salvage these parts. They are not reus-
the retainer if the grooves are worn or damaged. Also able. Replace any of the overdrive unit snap rings if
check action of the retainer check ball. The ball must distorted or damaged.
move freely and not stick. Minor nicks or scratches on components can be
Inspect the piston and retainer seal surfaces for smoothed with crocus cloth. However, do not attempt
nicks or scratches. Minor scratches can be removed to reduce severe scoring on any components with
with crocus cloth. However, replace the piston and/or abrasive materials. Replace severely scored compo-
retainer if the seal surfaces are seriously damaged. nents; do not try to salvage them.
Check thrust washer condition. Washer thickness Check condition of the park lock components and
should be 1.55 to 1.60 mm (0.061 to 0.063 in.). the overdrive case.
Replace the washer if worn or damaged. Replace the case if cracked, scored, or damaged.
Check condition of the two seal rings on the input Replace the park lock pawl, plug, or spring if worn or
shaft and the single seal ring on the piston retainer damaged. Be sure the bullet at the end of the park
hub. Replace the seal rings only if severely worn, lock rod is in good condition. Replace the rod if the
cracked, or cannot be hooked together. bullet is worn or the rod itself is bent or distorted.
Do not attempt to straighten the rod.
PLANETARY GEARTRAIN/OUTPUT SHAFT Check the bushings in the overdrive case. Replace
Clean the intermediate shaft and planetary compo- the bushings if severely scored or worn. Also replace
nents in solvent and dry them with compressed air. the case seal if loose, distorted, or damaged.
Inspect the planetary gear sets and annulus gears. Examine the overdrive and direct clutch discs and
The planetary pinions, shafts, washers, and retaining plates. Replace the discs if the facing is worn,
severely scored, or burned and flaking off. Replace (2) Turn ignition switch to Accessory position. Be
the clutch plates if worn, heavily scored, or cracked. sure ignition key cylinder is in Accessory posi-
Check the lugs on the clutch plates for wear. The tion. Cable will not adjust correctly in any
plates should slide freely in the drum. Replace the other position.
plates or drum if binding occurs. (3) Remove shift lever bezel and console screws.
Check condition of the annulus gear, direct clutch Raise bezel and console for access to park interlock
hub, clutch drum and clutch spring. Replace the gear, cable.
hub and drum if worn or damaged. Replace the (4) Pull cable lock button up to release cable (Fig.
spring if collapsed, distorted, or cracked. 257).
Be sure the splines and lugs on the gear, drum and (5) Pull cable forward. Then release cable and
hub are in good condition. The clutch plates and press lock button down until it snaps in place.
discs should slide freely in these components.
Inspect the thrust bearings and spring plate.
Replace the plate if worn or scored. Replace the bear-
ings if rough, noisy, brinnelled, or worn.
Inspect the planetary gear assembly and the sun
gear and bushings. If either the sun gear or the
bushings are damaged, replace the gear and bush-
ings as an assembly. The gear and bushings are not
serviced separately.
The planetary carrier and pinions must be in good
condition. Also be sure the pinion pins are secure and
in good condition. Replace the carrier if worn or dam-
aged.
Inspect the overrunning clutch and race. The race
surface should be smooth and free of scores. Replace
the overrunning clutch assembly or the race if either
assembly is worn or damaged in any way.
Inspect the output shaft and governor components.
Replace the shaft pilot bushing and inner bushing if
damaged. Replace either shaft bearing if rough or
noisy. Replace the bearing snap rings if distorted or
cracked.
Check the machined surfaces on the output shaft. Fig. 257 Shift And Park Lock Cables
These surfaces should clean and smooth. Very minor
nicks or scratches can be smoothed with crocus cloth. BTSI FUNCTION CHECK
Replace the shaft if worn, scored or damaged in any (1) Verify removal of ignition key allowed in park
way. position only.
Inspect the output shaft bushings. The small bush- (2) When the shift lever is in park, and the shift
ing is the intermediate shaft pilot bushing. The large handle push-button is in the out position, the igni-
bushing is the overrunning clutch hub bushing. tion key cylinder should rotate freely from off to lock.
Replace either bushing if scored, pitted, cracked, or When the shifter is in any other position, the ignition
worn. key should not rotate from off to lock.
(3) Shifting out of park should be possible when
the ignition key cylinder is in the off position.
ADJUSTMENTS (4) Shifting out of park should not be possible
while applying 25 lb. max. handle push-button force,
BRAKE TRANSMISSION SHIFT INTERLOCK and ignition key cylinder is in the run or start posi-
The park interlock cable is part of the brake/shift tions, unless the foot brake pedal is depressed
lever interlock system. Correct cable adjustment is approximately 1/2 inch (12mm).
important to proper interlock operation. The gear (5) Shifting out of park should not be possible
shift and park lock cables must both be correctly when the ignition key cylinder is in the accessory or
adjusted in order to shift out of Park. lock position.
(6) Shifting between any gears neutral or park
Park Interlock Cable Adjustment Procedure may be done without depressing foot brake with igni-
(1) Shift into Park position. tion switch in run or start positions and vehicle sta-
tionary or in motion.
(7) The floorshifter lever and gate positions should Checking Throttle Valve Cable Adjustment
be in alignment with all transmission detent posi- (1) Turn ignition key to OFF position.
tions. (2) Remove air cleaner.
(8) Engine starts must be possible with floorshift (3) Verify that lever on throttle body is at curb idle
lever in park or neutral gate positions only. Engine position. Then verify that transmission throttle lever
starts must not be possible in any other gate posi- (Fig. 259) is also at idle (fully forward) position.
tions other than park or neutral.
(9) With floorshift lever handle push-button not
depressed and lever detent in:
• PARK POSITION- apply forward force on center
of handle and remove pressure. Engine start must be
possible.
• PARK POSITION- apply rearward force on cen-
ter of handle and remove pressure. Engine start
must be possible.
• NEUTRAL POSITION- engine start must be
possible.
• NEUTRAL POSITION, ENGINE RUNNING
AND BRAKES APPLIED- Apply forward force on
center of shift handle. Transmission should not be
able to shift into reverse detent.
TRANSMISSION THROTTLE VALVE CABLE

ADJUSTMENT Fig. 259 Throttle Cable Attachment At Transmission
The transmission throttle valve is operated by a (4) Slide cable off attachment stud on throttle body
cam on the throttle lever. The throttle lever is oper- lever.
ated by an adjustable cable (Fig. 258). The cable is (5) Compare position of cable end to attachment
attached to an arm mounted on the throttle lever stud on throttle body lever:
shaft. A retaining clip at the engine-end of the cable • Cable end and attachment stud should be
is removed to provide for cable adjustment. The aligned (or centered on one another) to within 1 mm
retaining clip is then installed back onto the throttle (0.039 in.) in either direction.
valve cable to lock in the adjustment. • If cable end and attachment stud are misaligned
A correctly adjusted throttle valve cable will cause (off center), cable will have to be adjusted as
the throttle lever on the transmission to move simul- described in Throttle Valve Cable Adjustment proce-
taneously with the throttle body lever from the idle dure.
position. Proper adjustment will allow simultaneous (6) Reconnect cable end to attachment stud. Then
movement without causing the transmission throttle with aid of a helper, observe movement of transmis-
lever to either move ahead of, or lag behind the lever sion throttle lever and lever on throttle body.
on the throttle body. • If both levers move simultaneously from idle to
half-throttle and back to idle position, adjustment is
correct.
• If transmission throttle lever moves ahead of, or
lags behind throttle body lever, cable adjustment will
be necessary. Or, if throttle body lever prevents
transmission lever from returning to closed position,
cable adjustment will be necessary.
Throttle Valve Cable Adjustment Procedure

(2) Remove air cleaner if necessary.
(3) Disconnect cable end from attachment stud.
Carefully slide cable off stud. Do not pry or pull
cable off.
(4) Verify that transmission throttle lever is in
Fig. 258 Throttle Cable Attachment At Engine fully closed position. Then be sure lever on throttle
body is at curb idle position.
(5) Insert a small screwdriver under edge of
retaining clip and remove retaining clip.
(6) Center cable end on attachment stud to within
1 mm (0.039 in.).
(7) Install retaining clip onto cable housing.
(8) Check cable adjustment. Verify transmission
throttle lever and lever on throttle body move simul-
taneously.
GEARSHIFT CABLE
Check adjustment by starting the engine in Park
and Neutral. Adjustment is OK if the engine starts
only in these positions. Adjustment is incorrect if the
engine starts in one but not both positions. If the
engine starts in any position other than Park or Neu-
tral, or if the engine will not start at all, the park/
neutral position switch may be faulty.
Gearshift Adjustment Procedure

(2) Raise vehicle.
(3) Release cable adjuster clamp (at transmission
end of cable) to unlock cable. Fig. 260 Shift Cable Attachment At
(4) Unsnap cable from cable mounting bracket on Transmission–Typical
transmission (Fig. 260). (4) Back off front band adjusting screw 2-7/8 turns.
(5) Slide cable eyelet off transmission shift lever. (5) Hold adjuster screw in position and tighten
(6) Verify transmission shift lever is in Park locknut to 41 N·m (30 ft. lbs.) torque.
detent by moving lever fully rearward. Last rearward (6) Lower vehicle.
detent is Park position.
(7) Verify positive engagement of transmission
park lock by attempting to rotate propeller shaft.
Shaft will not rotate when park lock is engaged.
(8) Slide cable eyelt onto transmission shift lever.
(9) Snap shift cable adjuster into mounting
bracket on transmission.
(10) Lock shift cable by pressing cable adjuster
clamp down until it snaps into place.
(11) Lower vehicle and check engine starting.
Engine should start only in Park and Neutral.
FRONT BAND ADJUSTMENT

The front (kickdown) band adjusting screw is
located on the left side of the transmission case
above the manual valve and throttle valve levers.
(1) Raise vehicle. Fig. 261 Front Band Adjustment Screw Location
(2) Loosen band adjusting screw locknut (Fig. 261).
Then back locknut off 3-5 turns. Be sure adjusting
screw turns freely in case. Apply lubricant to screw
threads if necessary.
(3) Tighten band adjusting screw to 8 N·m (72 in.
lbs.) torque with Inch Pound Torque Wrench
C-3380-A, a 3-in. extension and 5/16 socket.
CAUTION: If Adapter C-3705 is needed to reach the

adjusting screw (Fig. 262), tighten the screw to only
5 N·m (47-50 in. lbs.) torque.
Fig. 262 Band Adjustment Adapter Tool
REAR BAND ADJUSTMENT NOTE: The 33.4 mm (1-5/16 in.) setting is an
The transmission oil pan must be removed for approximate setting. Manufacturing tolerances may
access to the rear band adjusting screw. make it necessary to vary from this dimension to
(1) Raise vehicle. obtain desired pressure.
(2) Remove transmission oil pan and drain fluid.
(3) Loosen band adjusting screw locknut 5-6 turns. One complete turn of the adjusting screw changes
Be sure adjusting screw turns freely in lever. line pressure approximately 1-2/3 psi (9 kPa).
(4) Tighten adjusting screw to 8 N·m (72 in. lbs.) Turning the adjusting screw counterclockwise
torque (Fig. 263). increases pressure while turning the screw clockwise
(5) Back off adjusting screw 2 turns. decreases pressure.
(6) Hold adjusting screw in place and tighten lock-
(7) Position new gasket on oil pan and install pan
on transmission. Tighten pan bolts to 17 N·m (13 ft.
lbs.) torque.
(8) Lower vehicle and refill transmission with
Mopart ATF Plus, Type 7176 fluid.
VALVE BODY
CONTROL PRESSURE ADJUSTMENTS
There are two control pressure adjustments on the
valve body;
• Line Pressure
• Throttle Pressure
Fig. 264 Line Pressure Adjustment

THROTTLE PRESSURE ADJUSTMENT
Insert Gauge Tool C-3763 between the throttle
lever cam and the kickdown valve stem (Fig. 265).
Push the gauge tool inward to compress the kick-
down valve against the spring and bottom the throt-
tle valve.
Maintain pressure against kickdown valve spring.
Turn throttle lever stop screw until the screw head
touches throttle lever tang and the throttle lever cam
touches gauge tool.
NOTE: The kickdown valve spring must be fully

Fig. 263 Rear Band Adjustment Screw Location compressed and the kickdown valve completely
bottomed to obtain correct adjustment.
Line and throttle pressures are interdependent
because each affects shift quality and timing. As a
result, both adjustments must be performed properly
and in the correct sequence. Adjust line pressure first
and throttle pressure last.
LINE PRESSURE ADJUSTMENT

Measure distance from the valve body to the inner
edge of the adjusting screw with an accurate steel
scale (Fig. 264).
Distance should be 33.4 mm (1-5/16 in.).
If adjustment is required, turn the adjusting screw
in, or out, to obtain required distance setting.
Fig. 265 Throttle Pressure Adjustment

SCHEMATICS AND DIAGRAMS
HYDRAULIC SCHEMATICS
HYDRAULIC FLOW IN PARK

HYDRAULIC FLOW IN NEUTRAL

HYDRAULIC FLOW IN REVERSE

HYDRAULIC FLOW IN DRIVE FIRST GEAR

HYDRAULIC FLOW IN DRIVE SECOND GEAR

HYDRAULIC FLOW IN DRIVE THIRD GEAR (CONVERTER CLUTCH NOT APPLIED)

HYDRAULIC FLOW IN DRIVE THIRD GEAR (CONVERTER CLUTCH APPLIED)

HYDRAULIC FLOW IN DRIVE FOURTH GEAR (CONVERTER CLUTCH NOT APPLIED)

HYDRAULIC FLOW IN DRIVE FOURTH GEAR (CONVERTER CLUTCH APPLIED)

HYDRAULIC FLOW IN MANUAL LOW (1)

HYDRAULIC FLOW IN MANUAL SECOND (2)

HYDRAULIC FLOW DURING FULL THROTTLE 3–2 DOWNSHIFT (PASSING GEAR)

SPECIFICATIONS TORQUE
RE TRANSMISSION DESCRIPTION TORQUE

Bolt, torque convertor . . . . . . . . . .31 N·m (23 ft. lbs.)
GENERAL Bolt/nut, crossmember . . . . . . . . .68 N·m (50 ft. lbs.)
Bolt, driveplate to crankshaft . . . .75 N·m (55 ft. lbs.)
Oil pump gear tip 0.089-0.190 0.004-0.008 in.
Plug, front band reaction . . . . . . .17 N·m (13 ft. lbs.)
clearance mm
Locknut, front band adj. . . . . . . . .34 N·m (25 ft. lbs.)
Planetary end play 0.150-1.22 mm 0.006-0.048 in. Switch, park/neutral . . . . . . . . . . .34 N·m (25 ft. lbs.)
Input shaft end play 0.86-2.13 mm 0.034-0.084 in. Bolt, fluid pan. . . . . . . . . . . . . . . .17 N·m (13 ft. lbs.)
Clutch pack 1.78-3.28mm 0.070-0.129 in. Bolt, oil pump . . . . . . . . . . . . . . . .20 N·m (15 ft. lbs.)
clearance/Front Bolt, overrunning clutch cam . . . .17 N·m (13 ft. lbs.)
3-disc. Bolt, O/D to trans. . . . . . . . . . . . .34 N·m (25 ft. lbs.)
Bolt, O/D piston retainer . . . . . . .17 N·m (13 ft. lbs.)
Clutch pack 0.64-1.14 mm 0.025-0.045 in.
clearance/Rear Plug, pressure test port . . . . . . . .14 N·m (10 ft. lbs.)
4-disc. Bolt, reaction shaft support . . . . .20 N·m (15 ft. lbs.)
Locknut, rear band . . . . . . . . . . . .41 N·m (30 ft. lbs.)
Overdrive clutch disc 4 discs
Bolt. speedometer adapter . . . . . . .11 N·m (8 ft. lbs.)
usage
Screw, fluid filter . . . . . . . . . . . . . .4 N·m (35 in. lbs.)
Direct clutch disc 8 discs Bolt, valve body to case . . . . . . .12 N·m (100 in. lbs.)
usage
Front clutch spring 9 spring
usage
Band adjustment
from 72 in. lbs.
Recommended fluid MoparT ATF Plus, type 7176
THRUST WASHER/SPACER/SNAP RING DIMENSIONS
Front clutch thrust washer (reaction shaft 1.55 mm 0.061 in.

support hub) 2.15 mm 0.084 in.
0.102 in.
Rear clutch thrust washer (clutch retainer) 1.55 mm 0.061 in.
Output shaft thrust plate (output shaft pilot hub) 1.5-1.6 mm 0.060-0.063 in.
Output shaft thrust washer (rear clutch hub) 1.3-1.4 mm 0.052-0.054 in.
1.75-1.8 mm 0.068-0.070 in.
2.1-2.2 mm 0.083-0.085 in.
Rear clutch pack snap ring 1.5-1.6 mm 0.060-0.062 in.
1.9-1.95 mm 0.074-0.076 in.
Planetary geartrain snap ring 1.4-1.5 mm 0.055-0.059 in.
(at front of output shaft) 1.6-1.7 mm 0.062-0.066 in.
Overdrive piston thrust plate Thrust plate and spacer are select fit components.
Refer to size charts and
Intermediate shaft spacer selection procedures in Overdrive Unit disassembly and
assembly section.
PRESSURE TEST
Overdrive clutch Fourth gear only Pressure should be 469-496 kPa (68-72 psi) with
closed throttle and increase to 620-896 kPa (90-130
psi) at 1/2 to 3/4 throttle.
Line pressure (at Closed throttle 372-414 kPa (54-60 psi).
accumulator)
Front servo Third gear only No more than 21 kPa (3 psi) lower than line pressure.
Rear servo 1 range No more than 21 kPa (3 psi) lower than line pressure.
R range 1103 kPa (160 psi) at idle, builds to 1862 kPa (270 psi)
at 1600 rpm.
Governor D range closed throttle Pressure should respond smoothly to changes in mph
and return to 0-7 kPa (0-1.5 psi) when stopped with
transmission in D, 1, 2. Pressure above 7 kPa (1.5 psi)
at stand still will prevent transmission from
downshifting.
SPECIAL TOOLS
RE TRANSMISSION
Remover—6957
Oil Cooler Flusher—6906

Installer—6951 Transmission Repair Stand—C-3750-B
Retainer, Detent Ball and Spring—6583 Spring Compressor—C-3863-A
Spring Compressor and Alignment Shaft—6227

Gauge Block—6312
Gauge Bar—6311
Fixture, Engine Support—C-3487-A
Extension Housing Pilot—C-3288-B Spring Compressor—C-3422-B
Pressure Gauge—C-3292 Puller, Slide Hammer—C-3752
Pressure Gauge—C-3293SP Gauge, Throttle Setting—C-3763
Dial Indicator—C-3339 Seal Installer—C-3860–A

Seal Remover—C-3985-B Remover/Installer—C-4470
Overdrive Piston Seal Installer—8114

Dial Caliper—C-4962
Installer—C-3995-A
Bushing Remover/Intsaller Set—C-3887-J
Nut, Bushing Remover—SP-1191, From kit C-3887-J
Universal Handle—C-4171
Remover, Front Clutch Bushing—SP-3629, From kit Installer, Reaction Shaft Bushing—SP-5302, From
C-3887-J kit C-3887-J
Cup, Bushing Remover—SP-3633, From kit C-3887-J Installer, Front Clutch Bushing—SP-5511, From kit
C-3887-J
Installer, Oil Pump Bushing—SP-5118, From kit Remover, Bushing—SP-3550, From kit C-3887-J
C-3887-J
Adapter, Band Adjuster—C-3705

Remover, Reaction Shaft Bushing—SP-5301, From
kit C-3887-J
NV242 TRANSFER CASE
INDEX
page page
GENERAL INFORMATION TRANSFER CASE . . . . . . . . . . . . . . . . . . . . . . 243

NV242 TRANSFER CASE . . . . . . . . . . . . . . . . . 241 DISASSEMBLY AND ASSEMBLY
RECOMMENDED LUBRICANT AND NV242 TRANSFER CASE . . . . . . . . . . . . . . . . . 245
FILL LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . 242 CLEANING AND INSPECTION
TRANSFER CASE IDENTIFICATION . . . . . . . . . 241 NV242 TRANSFER CASE . . . . . . . . . . . . . . . . . 265
NV242 DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . 242 SHIFT LINKAGE ADJUSTMENT . . . . . . . . . . . . 268
FRONT OUTPUT SHAFT SEAL . . . . . . . . . . . . 244 TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268
SHIFT LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . 243 SPECIAL TOOLS
SPEEDOMETER . . . . . . . . . . . . . . . . . . . . . . . . 243 SPECIAL TOOLS—NV242 . . . . . . . . . . . . . . . . 269
GENERAL INFORMATION operated by a drive chain that connects the shaft to a

drive sprocket on the mainshaft. The drive sprocket
NV242 TRANSFER CASE is engaged/disengaged by the mode fork, which oper-
The NV242 is a full and part-time transfer case ates the mode sleeve and hub. The sleeve and hub
(Fig. 1). It provides full time 2-wheel, or 4-wheel are not equipped with a synchro mechanism for shift-
drive operation. ing.
A differential in the transfer case is used to control The geartrain is mounted in two aluminum case
torque transfer to the front and rear axles. A low halves attached with bolts. The mainshaft front and
range gear provides increased low speed torque capa- rear bearings are mounted in aluminum retainer
bility for off road operation. The low range provides a housings bolted to the case halves.
2.72:1 reduction ratio.
OPERATING RANGES
NV242 operating ranges are 2WD (2-wheel drive),
4x4 part-time, 4x4 full time, and 4 Lo.
The 2WD and 4x4 full time ranges can be used at
any time and on any road surface.
The 4x4 part-time and 4 Lo ranges are for off road
use only. The only time these ranges can be used on
hard surface roads, is when the surface is covered
with snow and ice.
SHIFT MECHANISM
Operating ranges are selected with a floor mounted
shift lever. The shift lever is connected to the trans-
fer case range lever by an adjustable linkage rod. A
straight line shift pattern is used. Range positions
are marked on the shifter bezel cover plate, or on the
shift knob.
TRANSFER CASE IDENTIFICATION

A circular ID tag is attached to the rear case of
Fig. 1 NV242 Transfer Case each transfer case (Fig. 2). The ID tag provides the
transfer case model number, assembly number, serial
The input gear is splined to the transmission out- number, and low range ratio.
put shaft. It drives the mainshaft through the plan- The transfer case serial number also represents
etary gear and range hub. The front output shaft is the date of build.
RECOMMENDED LUBRICANT AND FILL LEVEL
Recommended lubricant for the NV242 transfer
case is Mopart Dexron II, or ATF Plus, type 7176.
Approximate lubricant fill capacity is 1.35 liters (2.85
pints).
The fill and drain plugs are both in the rear case
(Fig. 2). Correct fill level is to the bottom edge of the
fill plug hole. Be sure the vehicle is level to ensure
an accurate fluid level check.
Fig. 2 Fill/Drain Plug And I.D. Tag Locations

NV242 DIAGNOSIS
DIAGNOSIS CHART
Condition Possible Cause Correction

Transfer case difficult to shift or will 1) Transfer case shift linkage 1) Repair or replace linkage as
not shift into desired range. binding. necessary.
2) Insufficient or incorrect lubricant. 3) Drain and refill transfer case with
the correct type and quantity of
lubricant.
3) Internal transfer case 3) Repair or replace components as
components binding, worn, or necessary.
damaged.
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.
Lubricant leaking from transfer case 1) Transfer case overfilled. 1) Drain lubricant to the correct
seals or vent. level.
2) Transfer case vent closed or 2) Clean or replace vent as
restricted. necessary.
3) Transfer case seals damaged or 3) Replace suspect seal.
installed incorrectly.
Transfer case will not shift through 1) Incomplete shift due to drivetrain 1) Momentarily release the
4X4 part time range (light remains torque load. accelerator pedal to complete the
on) shift.
2) Incorrect tire pressure. 2) Correct tire pressure as
necessary.
3) Excessive Tire wear. 3) Correct tire condition as
necessary.
4) Excessive vehicle loading. 4) Correct as necessary.
REMOVAL AND INSTALLATION (8) Align and connect propeller shafts. Refer to
Group 3, Differential and Driveline, for proper proce-
TRANSFER CASE dures and specifications.
(9) Fill transfer case with correct fluid. Check
REMOVAL transmission fluid level. Correct as necessary.
(1) Shift transfer case into Neutral. (10) Install rear crossmember, or skid plate.
(2) Raise vehicle. Tighten crossmember bolts to 41 N·m (30 ft. lbs.)
(3) Drain transfer case lubricant. torque.
(4) Mark front and rear propeller shaft yokes for (11) Remove transmission jack and support stand.
alignment reference. (12) Connect shift rod to transfer case range lever.
(5) Support transmission with jack stand. (13) Adjust transfer case shift linkage.
(6) Remove rear crossmember, or skid plate. (14) Lower vehicle and verify transfer case shift
(7) Disconnect front/rear propeller shafts at trans- operation.
fer case.
(8) Disconnect vehicle speed sensor wires. SHIFT LEVER
(9) Disconnect transfer case linkage rod from
range lever. REMOVAL
(10) Disconnect transfer case vent hose (Fig. 3) (1) Shift transfer case into 4L.
and indicator switch harness, if necessary. (2) Raise vehicle.
(11) Support transfer case with transmission jack. (3) Loosen adjusting trunnion locknut and slide
(12) Secure transfer case to jack with chains. shift rod out of trunnion (Fig. 4). If rod lacks enough
(13) Remove nuts attaching transfer case to trans- travel to come out of trunnion, push trunnion out of
mission. torque shaft.
(14) Pull transfer case and jack rearward to disen- (4) Lower vehicle.
gage transfer case. (5) Remove console. Refer to Group 23, Body, for
(15) Remove transfer case from under vehicle. proper procedures.
(6) Remove screws attaching lever assembly to
floorpan and remove assembly and shift rod (if left
attached).
INSTALLATION
(1) If shift rod was not removed from lever assem-
bly, work rod down through floorpan opening. Then
position lever assembly on floorpan and install
assembly attaching screws.
(2) Install console. Refer to Group 23, Body, for
proper procedures.
(3) Raise vehicle.
(4) Connect trunnion to torque shaft arm. Or, slide
shift rod into trunnion on range lever. Be sure shift
rod slides freely in trunnion.
(5) Verify that range lever is in 4L position. Then
tighten trunnion lock bolt.
Fig. 3 Transfer Case Mounting (6) Lower vehicle and check transfer case shift
INSTALLATION operation.
(1) Mount transfer case on a transmission jack.
(2) Secure transfer case to jack with chains. SPEEDOMETER
(3) Position transfer case under vehicle.
(4) Align transfer case and transmission shafts REMOVAL
and install transfer case on transmission. (1) Raise vehicle.
(5) Install and tighten transfer case attaching nuts (2) Disconnect wires from vehicle speed sensor.
to 35 N·m (26 ft. lbs.) torque (Fig. 3). (3) Remove adapter clamp and screw (Fig. 5).
(6) Connect vehicle speed sensor wires, and vent (4) Remove speed sensor and speedometer adapter
hose. as an assembly.
(7) Connect indicator switch harness to transfer (5) Remove speed sensor retaining screw and
case switch, if necessary. Secure wire harness to clips remove sensor from adapter.
on transfer case.
Fig. 4 Shift Linkage

(6) Remove speedometer pinion from adapter. (7) Note index numbers on adapter body (Fig. 6).
Replace pinion if chipped, cracked, or worn. These numbers will correspond to number of teeth on
(7) Inspect sensor and adapter O-rings (Fig. 5). pinion.
Remove and discard O-rings if worn or damaged. (8) Install speedometer assembly in housing.
(8) Inspect terminal pins in speed sensor. Clean (9) Rotate adapter until required range numbers
pins with Mopart electrical spray cleaner if dirty or are at 6 o-clock position. Be sure range index num-
oxidized. Replace sensor if faulty, or if pins are loose, bers correspond to number of teeth on pinion gear.
severely corroded, or damaged. (10) Install speedometer adapter clamp and retain-
ing screw. Tighten clamp screw to 10-12 N·m (90-110
INSTALLATION AND INDEXING in. lbs.) torque.
(1) Thoroughly clean adapter flange and adapter (11) Connect wires to vehicle speed sensor.
mounting surface in housing. Surfaces must be clean (12) Lower vehicle and top off transmission fluid
for proper adapter alignment and speedometer oper- level if necessary.
ation.
(2) Install new O-rings on speed sensor and speed- FRONT OUTPUT SHAFT SEAL
ometer adapter (Fig. 5), if necessary.
(3) Lubricate sensor and adapter O-rings with REMOVAL
transmission fluid. (1) Raise vehicle.
(4) Install vehicle speed sensor in speedometer (2) Remove front propeller shaft. Refer to Group 3,
adapter. Tighten sensor attaching screw to 2-3 N·m Differential and Driveline, for proper procedure.
(15-27 in. lbs.) torque. (3) Remove front output shaft yoke.
(5) Install speedometer pinion in adapter. (4) Remove seal from front case with pry tool (Fig.
(6) Count number of teeth on speedometer pinion. 7).
Fig. 5 Speedometer Components
Fig. 6 Location Of Index Numbers On Speedometer Fig. 7 Remove Front Output Shaft Seal
Adapter DISASSEMBLY AND ASSEMBLY
INSTALLATION
(1) Install new front output seal in front case with NV242 TRANSFER CASE
Installer Tool 6952-A as follows:
(a) Place new seal on tool. Garter spring on seal DISASSEMBLY
goes toward interior of case.
(b) Start seal in bore with light taps from ham- REAR RETAINER REMOVAL
mer (Fig. 8). Once seal is started, continue tapping (1) Remove output shaft boot. Spread band clamp
seal into bore until installer tool seats against case. that secures boot on slinger with a suitable awl.
Then slide boot off shaft (Fig. 9).
Fig. 8 Front Output Seal Installation Fig. 11 Slinger Stop Spacer and Snap-ring
(4) Remove rear seal from retainer (Fig. 12). Use
pry tool, or collapse seal with punch to remove it.
Fig. 9 Output Boot—Typical

(2) Using puller MD-998056-A, remove rear slinger
(Fig. 10). Fig. 12 Rear Seal Removal
(3) Remove slinger stop spacer and snap-ring from (5) Remove rear output bearing I.D. retaining ring
output shaft (Fig. 11). (Fig. 13).
Fig. 10 Rear Slinger Removal

Fig. 13 Rear Bearing I.D. Retaining Ring Removal
(6) Remove speedometer adapter.
(7) Remove rear retainer bolts.
(8) Remove rear retainer. Tap retainer with mallet
and pry upward to break sealer bead. Then slide
retainer off case and output shaft (Fig. 14).
Fig. 16 Pickup Tube O-Ring Location
Fig. 14 Rear Retainer Removal

(9) Remove rear bearing O.D. retaining ring with
snap ring pliers. Then tilt pump and slide it off out-
put shaft (Fig. 15)
Fig. 17 Spline And Dowel Bolt Locations
Fig. 15 Oil Pump Removal

(10) Remove pickup tube O-ring from pump (Fig.
16) but do not disassemble pump; it is not a repair-
able part.
(11) Remove seal from oil pump with pry tool.
(12) Remove bolts attaching rear case to front case
(Fig. 17). Note position of the two black finish bolts
at each end of the case. These bolts go through the
case dowels and require a washer under the bolt
head.
(13) Remove rear case from front case (Fig. 18).
Insert screwdrivers into slots cast into each end of
case. Then pry upward to break sealer bead and
remove rear case. Fig. 18 Loosening/Removing Rear case
(14) Remove oil pickup tube and screen from rear
CAUTION: Do not pry on the sealing surface of case (Fig. 19).
either case half as the surfaces will become dam-
aged.
Fig. 19 Oil Pickup Screen, Hose And Tube Removal Fig. 21 Yoke Removal
YOKE AND RANGE LEVER REMOVAL
(1) Remove front yoke nut:
(a) Move range lever to 4L position.
(b) Remove nut with socket and impact wrench
(Fig. 20).
Fig. 22 Range Lever Removal
Fig. 20 Yoke Nut Removal

(2) Remove yoke. If yoke is difficult to remove by
hand, remove it with bearing splitter, or with stan-
dard two jaw puller (Fig. 21). Be sure puller tool is
positioned on yoke and not on slinger as slinger will
be damaged.
(3) Remove seal washer from front output shaft.
Discard washer as it should not be reused.
(4) Remove nut and washer that attach range
lever to sector shaft. Then move sector to neutral
position and remove range lever from shaft (Fig. 22).
FRONT OUTPUT SHAFT AND DRIVE CHAIN REMOVAL

(1) Remove drive sprocket snap-ring (Fig. 23). Fig. 23 Drive Sprocket Snap-Ring Removal
(2) Remove drive sprocket and chain (Fig. 24).
(3) Remove front output shaft (Fig. 25).
Fig. 26 Detent Component Removal

(b) Tap easy-out tool into lock-pin with hammer
until tool is securely engaged into the lock-pin.
(c) Install a t-handle, such as from a tap and die
Fig. 24 Drive Sprocket And Chain Removal set, onto the easy-out tool.
(d) Securely tighten the t-handle onto the tool.
(e) In one motion, pull upward and turn the
t-handle counter-clockwise to remove the lock-pin.
(4) Remove shift rail by pulling it straight up and
out of fork (Fig. 27).
(5) Remove mode fork and mainshaft as assembly
(Fig. 28).
(6) Remove mode shift sleeve and mode fork
assembly from mainshaft (Fig. 29). Note position of
mode sleeve in fork and remove sleeve.
Fig. 25 Removing Front Output Shaft

SHIFT FORKS AND MAINSHAFT REMOVAL AND
DISASSEMBLY
(1) Remove shift detent plug, spring and pin (Fig.
26).
(2) Remove seal plug from low range fork lockpin
access hole. Then move shift sector to align low range
fork lockpin with access hole.
(3) Remove range fork lockpin with size number
one easy-out tool as follows:
(a) Insert easy-out tool through access hole in
Fig. 27 Shift Rail Removal
side of transfer case and into lock-pin.
(7) Remove intermediate clutch shaft snap-ring
(Fig. 30).
(8) Remove clutch shaft thrust ring (Fig. 31).
(9) Remove intermediate clutch shaft (Fig. 32).
Fig. 28 Mode Fork And Mainshaft Removal
Fig. 30 Intermediate Clutch Shaft Snap-Ring

Removal
Fig. 31 Clutch Shaft Thrust Ring Removal
Fig. 29 Mode Fork And Sleeve Removal

Fig. 34 Differential Removal

Fig. 32 Intermediate Clutch Shaft Removal
(13) Slide low range fork pin out of shift sector slot
(10) Remove differential snap-ring (Fig. 33).
(Fig. 35).
(11) Remove differential (Fig. 34).
(14) Remove low range fork and hub (Fig. 36).
(12) Remove differential needle bearings and both
(15) Remove shift sector (Fig. 37).
needle bearing thrust washers from mainshaft.
Fig. 35 Disengaging Low Range Fork

Fig. 33 Differential Snap-Ring Removal
Fig. 38 Sector Bushing And O-Ring Removal

Fig. 36 Low Range Fork And Hub Removal INPUT GEAR/LOW RANGE ASSEMBLY REMOVAL AND
DISASSEMBLY
(1) Remove front bearing retainer bolts.
(2) Remove front bearing retainer. Carefully pry
retainer loose with screwdriver (Fig. 39). Position
screwdriver in slots cast into retainer.
(3) Remove input gear snap-ring (Fig. 40).
Fig. 37 Shift Sector Position

(16) Remove shift sector bushing and O-ring (Fig.
38).
Fig. 39 Front Bearing Retainer Removal

Fig. 40 Input Gear Snap-Ring Removal

(4) Remove input/low range gear assembly from
bearing with Tool Handle C-4171 and Tool 7829A Fig. 42 Low Range Gear Snap-Ring Removal/
(Fig. 41). Installation
(5) Remove low range gear snap-ring (Fig. 42).
(6) Remove input gear retainer, thrust washers
and input gear from low range gear (Fig. 43).
Fig. 43 Low Range Gear Disassembly

Fig. 41 Input And Low Range Gear Assembly
Removal (7) Inspect low range annulus gear (Fig. 44). Gear
is not a serviceable component. If damaged,
replace gear and front case as assembly.
(8) Remove oil seals from following components:
• front bearing retainer.
• rear retainer.
• oil pump.
• case halves.
Fig. 44 Inspecting Low Range Annulus Gear

DIFFERENTIAL DISASSEMBLY Fig. 46 Planet Gears And Thrust Washer Removal
(1) Mark differential case halves for reference.
(2) Remove differential case bolts.
(3) Invert differential on workbench.
(4) Separate top case from bottom case. Use slots
in case halves to pry them apart (Fig. 45).
(5) Remove thrust washers and planet gears from
case pins (Fig. 46).
(6) Remove mainshaft and sprocket gears from
bottom case (Fig. 47). Note gear position for reference
before separating them.
Fig. 47 Mainshaft And Sprocket Gear Removal

ASSEMBLY
Lubricate transfer case components with automatic
transmission fluid or petroleum jelly (where indi-
cated) during assembly.
CAUTION: The bearing bores in various transfer

case components contain oil feed holes. Make sure
replacement bearings do not block the holes.
Fig. 45 Separating Differential Case Halves

BEARING AND SEAL INSTALLATION (3) Install front bearing snap-ring (Fig. 48).
(1) Remove snap-ring that retains front output (4) Remove front output shaft seal using an appro-
shaft front bearing in case (Fig. 48). Then remove priate pry tool (Fig. 50) or slide-hammer mounted
bearing. Use hammer handle, or hammer and brass screw.
punch to tap bearing out of case. (5) Install new front output shaft oil seal with
(2) Install new front output shaft front bearing Installer 6952-A (Fig. 51).
with Tool Handle C-4171 and Installer 8033A with
the tapered cone upward (Fig. 49).
Fig. 50 Remove Front Output Shaft Seal
Fig. 48 Front Output Shaft Front Bearing Snap-Ring

Removal
Fig. 51 Install Front Output Shaft Seal
Fig. 49 Front Output Shaft Front Bearing Installation

(6) Remove input gear bearing with Tool Handle (9) Remove the input gear pilot bearing by insert-
C-4171 and Remover C-4210 (Fig. 52). ing a suitably sized drift into the splined end of the
(7) Install snap-ring on new input gear bearing. input gear and driving the bearing out with the drift
(8) Install new input gear bearing with Tool Han- and a hammer (Fig. 54).
dle C-4171 and Remover C-4210. Install bearing far (10) Install new pilot bearing with Installer 8128
enough to seat snap-ring against case (Fig. 53). and Handle C-4171 (Fig. 55).
Fig. 52 Input Gear Bearing Removal
Fig. 54 Remove Input Gear Pilot Bearing
Fig. 53 Seating Input Gear Bearing
Fig. 55 Install Input Gear Pilot Bearing

(11) Install new seal in front bearing retainer with
Installer 7884 (Fig. 56).
Fig. 58 Install Front Output Shaft Rear Bearing

(14) Install new seal in oil pump feed housing with
Fig. 56 Front Bearing Retainer Seal Installation Special Tool 7888 (Fig. 59).
(12) Remove output shaft rear bearing with the
screw and jaws from Remover L-4454 and Cup 8148
(Fig. 57).
(13) Install new bearing with Tool Handle C-4171
and Installer 5066 (Fig. 58). Lubricate bearing after
installation.
Fig. 59 Oil Pump Seal Installation
Fig. 57 Remove Front Output Shaft Rear Bearing

(15) Install new pickup tube O-ring in oil pump (3) Install differential planet gears and new thrust
(Fig. 60). washers (Fig. 62). Be sure thrust washers are
installed at top and bottom of each planet gear.
(4) Install differential mainshaft gear (Fig. 62).
(5) Align and position differential top case on bot-
tom case (Fig. 63). Align using scribe marks made at
disassembly.
Fig. 60 Pickup Tube O-Ring Installation

DIFFERENTIAL ASSEMBLY
(1) Lubricate differential components with auto-
matic transmission fluid.
(2) Install sprocket gear in differential bottom case Fig. 62 Installing Mainshaft And Planet Gears
(Fig. 61).
Fig. 63 Differential Case Assembly

Fig. 61 Installing Differential Sprocket Gear
(6) While holding differential case halves together, (5) Press input gear shaft into front bearing.
invert the differential and start the differential case (6) Install new input gear snap ring (Fig. 66).
bolts.
(7) Tighten differential case bolts to specified
torque.
INPUT GEAR/LOW RANGE ASSEMBLY

(1) Assemble low range gear, input gear thrust
washers, input gear and input gear retainer (Fig. 64).
(2) Install low range gear snap ring (Fig. 65).
Fig. 66 Input Gear Snap Ring Installation

(7) Apply 3 mm (1/8 in.) wide bead of Mopart gas-
ket maker or silicone adhesive sealer to seal surface
of front bearing retainer.
(8) Install front bearing retainer (Fig. 67). Tighten
retainer bolts to 16 ft. lbs. (21 N·m) torque.
Fig. 64 Low Range And Input Gear Assembly
Fig. 67 Installing Front Bearing Retainer
Fig. 65 Install Low Range Gear Snap Ring

(3) Lubricate input gear and low range gears with
automatic transmission fluid.
(4) Start input gear shaft into front case bearing.
SHIFT FORKS AND MAINSHAFT INSTALLATION
(1) Install new sector shaft O-ring and bushing
(Fig. 68).
Fig. 70 Positioning Low Range Fork

(6) Install first mainshaft bearing spacer on main-
shaft (Fig. 71).
Fig. 68 Sector O-Ring And Bushing Installation (7) Install bearing rollers on mainshaft (Fig. 71).
(2) Install shift sector. Coat bearing rollers with generous quantity of
(3) Install new pads on low range fork, if neces- petroleum jelly to hold them in place.
sary, (Fig. 69). (8) Install remaining bearing spacer on mainshaft
(4) Assemble low range fork and hub (Fig. 69). (Fig. 71). Do not displace any bearings while install-
(5) Position low range fork and hub in case. Be ing spacer.
sure low range fork pin is engaged in shift sector slot
(Fig. 70).
Fig. 69 Assembling Low Range Fork And Hub
Fig. 71 Installing Mainshaft Bearing Rollers and

Spacers
(9) Install differential (Fig. 72). Do not displace
mainshaft bearings when installing differential.
(10) Install differential snap-ring (Fig. 73).
(11) Install intermediate clutch shaft (Fig. 74).
Fig. 74 Installing Intermediate Clutch Shaft

(14) Inspect mode fork assembly (Fig. 77). Replace
pads and bushing if necessary. Replace fork tube if
bushings inside tube are worn or damaged. Also
Fig. 72 Differential Installation check springs and slider bracket (Fig. 77). Replace
worn, damaged components.
Fig. 73 Installing Differential Snap-Ring

(12) Install clutch shaft thrust washer (Fig. 75). Fig. 75 Installing Clutch Shaft Thrust Washer
(13) Install clutch shaft snap-ring (Fig. 76).
Fig. 76 Installing Clutch Shaft Snap-Ring
Fig. 78 Installing Mode Fork And Sleeve
Fig. 77 Mode Fork Assembly Inspection

(15) Install mode sleeve in mode fork (Fig. 78).
Then install assembled sleeve and fork on mainshaft.
Be sure mode sleeve splines are engaged in differen-
tial splines.
(16) Install mode fork and mainshaft assembly in
case (Fig. 79). Rotate mainshaft slightly to engage
shaft with low range gears.
(17) Rotate mode fork pin into shift sector slot. Fig. 79 Assembled Mainshaft And Mode Fork
(18) Install shift rail (Fig. 80). Be sure rail is Installation
seated in both shift forks.
(19) Rotate shift sector to align lockpin hole in low (22) Install plug in lockpin access hole.
range fork with access hole in case. (23) Install detent plunger, detent spring and
(20) Insert an easy-out in range fork lockpin to detent plug in case (Fig. 82).
hold it securely for installation (Fig. 81). Lockpin is
slightly tapered on one end. Insert tapered end FRONT OUTPUT SHAFT AND DRIVE CHAIN INSTALLATION
into fork and rail. (1) Install front output shaft (Fig. 83).
(21) Insert lockpin through access hole and into (2) Install drive chain (Fig. 83). Engage chain with
shift fork (Fig. 81). Then remove easy-out and seat front output shaft sprocket teeth.
the pin with pin punch. (3) Install drive sprocket (Fig. 83). Engage drive
sprocket teeth with chain. Then engage sprocket
splines with mainshaft splines
(4) Install drive sprocket snap-ring (Fig. 84)..
Fig. 82 Detent Pin, Spring And Plug Installation
Fig. 80 Shift Rail Installation
Fig. 83 Drive Chain And Sprocket Installation

OIL PUMP AND REAR CASE INSTALLATION
Fig. 81 Installing Low Range Fork Lockpin (1) Insert oil pickup tube in oil pump and attach
oil screen and connector hose to pickup tube. Then
Fig. 86 Installing Case Magnet

(5) Install and tighten front case-to-rear case bolts
to 41 N·m (30 ft. lbs.) torque. Be sure to install a
washer under each bolt used at case dowel
Fig. 84 Drive Sprocket Snap-Ring Installation locations.
install assembled pump, tube and screen in rear case
REAR RETAINER INSTALLATION
(Fig. 85). Be sure screen is seated in case slot as
shown. (1) Remove rear bearing in retainer using Installer
(2) Install magnet in front case pocket (Fig. 86). 8128 and Handle C-4171.
(2) Install rear bearing in retainer with Tools
C-4171 and 5064 (Fig. 87).
Fig. 87 Installing Rear Bearing In Retainer

(3) Install rear bearing O.D. retaining ring with
Fig. 85 Oil Screen And Pickup Tube Installation snap-ring pliers (Fig. 88). Be sure retaining ring is
fully seated in retainer groove.
(3) Apply 3 mm (1/8 in.) wide bead of Mopar gas-
(4) Apply bead of Mopart Sealer P/N 82300234, or
ket maker or silicone adhesive sealer to seal surface
Loctitey Ultra Gray, to mating surface of rear
of front case.
retainer. Sealer bead should be a maximum of 3/16
(4) Align and install rear case on front case. Be
in.
sure case locating dowels are in place and that main-
(5) Install rear retainer on rear case. Tighten
shaft splines are engaged in oil pump inner gear.
retainer bolts to 20–27 N·m (15–20 ft. lbs.) torque.
Fig. 88 Rear Bearing Retaining Ring Installation Fig. 90 Rear Seal Installation
(6) Install rear bearing I.D. retaining ring and
spacer on output shaft.
(7) Apply liberal quantity of petroleum jelly to new
rear seal and to output shaft. Petroleum jelly is
needed to protect seal lips during installation.
(8) Slide seal onto Seal Protector 6992 (Fig. 89).
Slide seal protector and seal onto output shaft.
(9) Slide Installer C-4076-B onto seal protector
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. 90).
Fig. 91 Slinger Boot Installation

(3) Install new seal washer on front shaft.
(4) Install yoke on front shaft. Secure yoke with
new nut.
CLEANING AND INSPECTION

NV242 TRANSFER CASE
Clean the transfer case parts with a standard
parts cleaning solvent. Remove all traces of sealer
Fig. 89 Output Shaft Seal and Protector from the cases and retainers with a scraper and all
purpose cleaner. Use compressed air to remove sol-
(10) Install rear slinger with installer C-4076-A vent residue from oil feed passages in the case
and handle MD-998323 (Fig. 90). halves, retainers, gears, and shafts.
(11) Install boot on output shaft slinger and crimp The oil pickup screen can be cleaned with solvent.
retaining clamp with tool C-4975-A (Fig. 91). Shake excess solvent from the screen after cleaning
and allow it to air dry. Do not use compressed air.
FRONT YOKE AND SWITCH INSTALLATION
(1) Install indicator switch in front case. Tighten MAINSHAFT/SPROCKET/HUB INSPECTION
switch to 20–34 N·m (15–25 ft. lbs.) torque. Inspect the splines on the hub and shaft and the
(2) Lubricate yoke hub with transmission fluid and teeth on the sprocket. Minor nicks and scratches can
install yoke on front shaft.
be smoothed with an oilstone. However, replace any
part is damaged.
Check the contact surfaces in the sprocket bore
and on the mainshaft. Minor nicks and scratches can
be smoothed with 320–400 grit emery cloth but do
not try to salvage the shaft if nicks or wear is severe.
INPUT GEAR AND PLANETARY CARRIER

Check the teeth on the gear (Fig. 92). Minor nicks
can be dressed off with an oilstone but replace the
gear if any teeth are broken, cracked, or chipped. The
bearing surface on the gear can be smoothed with
300–400 grit emery cloth if necessary.
Examine the carrier body and pinion gears for
wear or damage. The carrier will have to be replaced
as an assembly if the body, pinion pins, or pinion
gears are damaged. Fig. 93 Shift forks
Check the lock ring and both thrust washers for
REAR RETAINER/BEARING/ SEAL/SLINGER/
wear or cracks. Replace them if necessary. Also
BOOT
replace the lock retaining ring if bent, distorted, or
Inspect the retainer components (Fig. 94). Replace
broken.
the bearing if rough or noisy. Check the retainer for
SHIFT FORKS/HUBS/SLEEVES cracks or wear in the bearing bore. Clean the
Check condition of the shift forks and mode fork retainer sealing surfaces with a scraper and all pur-
shift rail (Fig. 93). Minor nicks on the shift rail can pose cleaner. This will ensure proper adhesion of the
be smoothed with 320–400 grit emery cloth. sealer during reassembly.
Inspect the shift fork wear pads. The mode fork Replace the slinger and seal outright; do not reuse
pads are serviceable and can be replaced if necessary. either part.
The range fork pads are also serviceable. Inspect the retaining rings and washers. Replace
Check both of the sleeves for wear or damage, any part if distorted, bent, or broken. Reuse is not
especially on the interior teeth. Replace the sleeves if recommended. Also replace the boot if cut or torn.
wear or damage is evident. Replace the boot band clamps, do not reuse them.
Fig. 92 Input Gear And Carrier Components

Fig. 94 Rear Retainer Components

REAR OUTPUT SHAFT/YOKE/DRIVE CHAIN
Check condition of the seal contact surfaces of the
yoke slinger (Fig. 95). This surface must be clean and
smooth to ensure proper seal life. Replace the yoke
nut and seal washer as neither part should be
reused.
Inspect the shaft threads, sprocket teeth, and bear-
ing surfaces. Minor nicks on the teeth can be
smoothed with an oilstone. Use 320–400 grit emery
to smooth minor scratches on the shaft bearing sur-
faces. Rough threads on the shaft can be chased if
necessary. Replace the shaft if the threads are dam-
aged, bearing surfaces are scored, or if any sprocket
teeth are cracked or broken.
Examine the drive chain and shaft bearings.
Replace the chain and both sprockets if the chain is
stretched, distorted, or if any of the links bind. Fig. 95 Seal Contact Surface Of Yoke Slinger
Replace the bearings if rough, or noisy. FRONT-REAR CASES AND FRONT RETAINER
Inspect the cases and retainer for wear and dam-
LOW RANGE ANNULUS GEAR
age. Clean the sealing surfaces with a scraper and all
Inspect annulus gear condition carefully. The gear
purpose cleaner. This will ensure proper sealer adhe-
is only serviced as part of the front case. If the gear
sion at assembly. Replace the input retainer seal; do
is damaged, it will be necessary to replace the gear
not reuse it.
and front case as an assembly. Do not attempt to
Check case condition. If leaks were a problem, look
remove the gear (Fig. 96).
for gouges and severe scoring of case sealing sur-
faces. Also make sure the front case mounting studs
are in good condition.
Fig. 96 Low Range Annulus Gear

Check the front case mounting studs and vent
tube. The tube can be secured with Loctitey 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 stainless
steel inserts if required.
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 SPECIFICATIONS
available. The pump is only available as a complete
assembly. The pickup screen, hose, and tube are the TORQUE
only serviceable parts and are available separately.
DESCRIPTION TORQUE
Plug, Detent . . . . . . . . . . .16–24 N·m (12–18 ft. lbs.)
ADJUSTMENTS
Bolt, Diff. Case . . . . . . . . .17–27 N·m (15–24 ft. lbs.)
SHIFT LINKAGE ADJUSTMENT Plug, Drain/Fill . . . . . . . . .20–25 N·m (15–25 ft. lbs.)
Bolt, Front Brg. Retainer. .16–27 N·m (12–20 ft. lbs.)
(1) Shift transfer case into 4L position.
(2) Raise vehicle. Bolt, Case Half . . . . . . . . .35–46 N·m (26–34 ft. lbs.)
(3) Loosen lock bolt on adjusting trunnion (Fig. Nut, Front Yoke . . . . . .122–176 N·m (90–130 ft. lbs.)
97). Screw, Oil Pump . . . . . . .1.2–1.8 N·m (12–15 in. lbs.)
(4) Be sure linkage rod slides freely in trunnion. Nut, Range Lever . . . . . . .27–34 N·m (20–25 ft. lbs.)
Clean rod and apply spray lube if necessary. Bolt, Rear Retainer . . . . . .35–46 N·m (26–34 ft. lbs.)
(5) Verify that transfer case range lever is fully Nuts, Mounting. . . . . . . . . . . . . . .35 N·m (26 ft. lbs.)
engaged in 4L position. Bolts, U-Joint . . . . . . . . . . . . . . . .19 N·m (17 ft. lbs.)
(6) Tighten adjusting trunnion lock bolt.
(7) Lower vehicle.
SPECIAL TOOLS
SPECIAL TOOLS—NV242
Puller, Slinger—MD-998056–A
Installer—C-4076-B
Installer—MD-998323
Handle, Universal—C-4171
Installer, Bearing—5064
Remover—C-4210
Installer—8128
Installer—5066 Installer, Input Gear Bearing—7829-A
Installer—6952-A
Installer, Seal—7884
Remover—L-4454
Installer, Pump Housing Seal—7888
Cup—8148
Installer, Bearing—8033-A
Seal Protector—6992
Installer, Boot Clamp—C-4975-A

NV249 TRANSFER CASE
INDEX
page page
GENERAL INFORMATION TRANSFER CASE . . . . . . . . . . . . . . . . . . . . . . 273

GENERAL INFORMATION . . . . . . . . . . . . . . . . 271 DISASSEMBLY AND ASSEMBLY
RECOMMENDED LUBRICANT AND NV249 TRANSFER CASE . . . . . . . . . . . . . . . . . 276
FILL LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . 272 CLEANING AND INSPECTION
TRANSFER CASE IDENTIFICATION . . . . . . . . . 271 NV249 COMPONENTS . . . . . . . . . . . . . . . . . . . 291
NV249 DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . 272 SHIFT LINKAGE ADJUSTMENT . . . . . . . . . . . . 293
FRONT OUTPUT SHAFT SEAL . . . . . . . . . . . . 274 TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293
REAR RETAINER BUSHING AND SEAL . . . . . . 275 SPECIAL TOOLS
SHIFT LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . 273 NV249 TRANSFER CASE . . . . . . . . . . . . . . . . . 294
SPEEDOMETER . . . . . . . . . . . . . . . . . . . . . . . . 273
GENERAL INFORMATION increased low speed, off-road torque capability. This

range is designed for temporary use only.
GENERAL INFORMATION Transfer case operating ranges are selected with a
The NV249 (Fig. 1) is an on-demand 4-wheel drive floor mounted shift lever. The shift lever is connected
transfer case with two operating ranges and a neu- to the transfer case range lever by an adjustable
tral position. linkage rod. Range positions are marked on the
Operating ranges are 4-high and 4-low. The 4-low shifter bezel plate.
range is used for extra pulling power in off-road sit-
uations. TRANSFER CASE IDENTIFICATION
Engine torque is distributed to the front and rear A circular I.D. tag is attached to the rear case of
axles through a viscous coupling. Nearly all the each NV249 transfer case (Fig. 2). The tag provides
available engine torque is directed to the rear wheels the transfer case model number, assembly number,
during normal driving situations. when slippery con- serial number and low range ratio.
ditions are encountered, the variable viscous directs The transfer case serial number also represents
torque to the front wheels as necessary. The NV249 the date of build.
low range is provided by a gear reduction system for
Fig. 1 NV249 Transfer Case Fig. 2 Transfer Case I.D. Tag

RECOMMENDED LUBRICANT AND FILL LEVEL hole. Be sure that the vehicle is level to ensure an
Mopart Dexron II, or ATF Plus are the only lubri- accurate fluid level check.
cants recommended for the NV249 transfer case.
Approximate fluid refill capacity is approximately
1.18 liters (2.50 pints).
The fill and drain plugs are both in the rear case.
Correct fill level is to the bottom edge of the fill plug
NV249 DIAGNOSIS
REMOVAL AND INSTALLATION (8) Align and connect propeller shafts. Refer to
Group 3, Differential and Driveline, for proper proce-
TRANSFER CASE dures and specifications.
(9) Fill transfer case with correct fluid. Check
REMOVAL transmission fluid level. Correct as necessary.
(1) Shift transfer case into Neutral. (10) Install rear crossmember, or skid plate.
(2) Raise vehicle. Tighten crossmember bolts to 41 N·m (30 ft. lbs.)
(3) Drain transfer case lubricant. torque.
(4) Mark front and rear propeller shaft yokes for (11) Remove transmission jack and support stand.
alignment reference. (12) Connect shift rod to transfer case range lever.
(5) Support transmission with jack stand. (13) Adjust transfer case shift linkage.
(6) Remove rear crossmember, or skid plate. (14) Lower vehicle and verify transfer case shift
(7) Disconnect front/rear propeller shafts at trans- operation.
fer case.
(8) Disconnect vehicle speed sensor wires. SHIFT LEVER
(9) Disconnect transfer case linkage rod from
range lever. REMOVAL
(10) Disconnect transfer case vent hose (Fig. 3) (1) Shift transfer case into 4L.
and indicator switch harness, if necessary. (2) Raise vehicle.
(11) Support transfer case with transmission jack. (3) Loosen adjusting trunnion locknut and slide
(12) Secure transfer case to jack with chains. shift rod out of trunnion (Fig. 4). If rod lacks enough
(13) Remove nuts attaching transfer case to trans- travel to come out of trunnion, push trunnion out of
mission. torque shaft.
(14) Pull transfer case and jack rearward to disen- (4) Lower vehicle.
gage transfer case. (5) Remove console. Refer to Group 23, Body, for
(15) Remove transfer case from under vehicle. proper procedures.
(6) Remove screws attaching lever assembly to
floorpan and remove assembly and shift rod (if left
attached).
INSTALLATION
(1) If shift rod was not removed from lever assem-
bly, work rod down through floorpan opening. Then
position lever assembly on floorpan and install
assembly attaching screws.
(2) Install console. Refer to Group 23, Body, for
proper procedures.
(3) Raise vehicle.
(4) Connect trunnion to torque shaft arm. Or, slide
shift rod into trunnion on range lever. Be sure shift
rod slides freely in trunnion.
(5) Verify that range lever is in 4L position. Then
tighten trunnion lock bolt.
Fig. 3 Transfer Case Mounting (6) Lower vehicle and check transfer case shift
INSTALLATION operation.
(1) Mount transfer case on a transmission jack.
(2) Secure transfer case to jack with chains. SPEEDOMETER
(4) Align transfer case and transmission shafts REMOVAL
and install transfer case on transmission. (1) Raise vehicle.
(5) Install and tighten transfer case attaching nuts (2) Disconnect wires from vehicle speed sensor.
to 35 N·m (26 ft. lbs.) torque (Fig. 3). (3) Remove adapter clamp and screw (Fig. 5).
(6) Connect vehicle speed sensor wires, and vent (4) Remove speed sensor and speedometer adapter
hose. as an assembly.
(7) Connect indicator switch harness to transfer (5) Remove speed sensor retaining screw and
case switch, if necessary. Secure wire harness to clips remove sensor from adapter.
on transfer case.

(6) Remove speedometer pinion from adapter. (7) Note index numbers on adapter body (Fig. 6).
Replace pinion if chipped, cracked, or worn. These numbers will correspond to number of teeth on
(7) Inspect sensor and adapter O-rings (Fig. 5). pinion.
Remove and discard O-rings if worn or damaged. (8) Install speedometer assembly in housing.
(8) Inspect terminal pins in speed sensor. Clean (9) Rotate adapter until required range numbers
pins with Mopart electrical spray cleaner if dirty or are at 6 o-clock position. Be sure range index num-
oxidized. Replace sensor if faulty, or if pins are loose, bers correspond to number of teeth on pinion gear.
severely corroded, or damaged. (10) Install speedometer adapter clamp and retain-
ing screw. Tighten clamp screw to 10-12 N·m (90-110
INSTALLATION AND INDEXING in. lbs.) torque.
(1) Thoroughly clean adapter flange and adapter (11) Connect wires to vehicle speed sensor.
mounting surface in housing. Surfaces must be clean (12) Lower vehicle and top off transmission fluid
for proper adapter alignment and speedometer oper- level if necessary.
ation.
(2) Install new O-rings on speed sensor and speed- FRONT OUTPUT SHAFT SEAL
(3) Lubricate sensor and adapter O-rings with REMOVAL
transmission fluid. (1) Raise vehicle.
(4) Install vehicle speed sensor in speedometer (2) Remove front propeller shaft. Refer to Group 3,
adapter. Tighten sensor attaching screw to 2-3 N·m Differential and Driveline, for proper procedure.
(15-27 in. lbs.) torque. (3) Remove front output shaft yoke.
(5) Install speedometer pinion in adapter. (4) Remove seal from front case with pry tool (Fig.
(6) Count number of teeth on speedometer pinion. 7).
lubricate pinion teeth with transmission fluid. INSTALLATION
(1) Install new front output seal in front case with
Fig. 6 Location Of Index Numbers On Speedometer Fig. 7 Remove Front Output Shaft Seal
Adapter (4) Using Remover 6957, remove bushing from
(a) Place new seal on tool. Garter spring on seal rear retainer (Fig. 9).
goes toward interior of case.
(b) Start seal in bore with light taps from ham- INSTALLATION
mer (Fig. 8). Once seal is started, continue tapping (1) Clean fluid residue from sealing surface and
seal into bore until installer tool seats against case. inspect for defects.
(2) Position replacement bushing in rear retainer
REAR RETAINER BUSHING AND SEAL with fluid port in bushing aligned with slot in
retainer.
REMOVAL (3) Using Installer 8145, drive bushing into
(1) Raise vehicle. retainer until installer seats against case (Fig. 10).
(2) Remove rear propeller shaft. Refer to Group 3, (4) Using Installer C-3995-A, install seal in rear
Differential and Driveline, for proper procedure. retainer (Fig. 11).
(3) Using a suitable pry tool or slide-hammer (5) Install propeller shaft.
mounted screw, remove the rear retainer seal. (6) Verify proper fluid level.
(7) Lower vehicle.
Fig. 8 Front Output Seal Installation Fig. 11 Install Rear Retainer Seal
NV249 TRANSFER CASE
DISASSEMBLY
Position transfer case on shallow drain pan.
Remove drain plug and drain lubricant remaining in
case.
REAR RETAINER AND OIL PUMP REMOVAL

(1) Remove the speedometer adapter.
(2) Remove rear retainer bolts (Fig. 12).
(3) Remove rear bearing locating ring access cover
screws, cover and gasket (Fig. 13).
Fig. 9 Rear Retainer Bushing Removal
Fig. 12 Rear Retainer Bolt Removal
Fig. 10 Rear Retainer Bushing Install

Fig. 13 Locating Ring Access Cover And Gasket Fig. 15 Disengaging Rear Bearing Locating Ring
Removal
(4) Loosen rear retainer with pry tool to break
sealer bead. Pry only against retainer boss as shown
(Fig. 14).
(5) Remove rear retainer as follows:
(a) Spread rear bearing locating ring with snap
ring pliers (Fig. 15).
(b) Then slide retainer off mainshaft and rear
bearing (Fig. 16).
Fig. 16 Rear Retainer Removal
Fig. 14 Loosening Rear Retainer

(6) Remove speedometer drive gear (Fig. 17).
(7) Remove rear bearing snap-ring. Fig. 17 Speedometer Drive Gear Removal
(8) Remove rear bearing. Note position of bearing VISCOUS COUPLER REMOVAL
locating ring groove for assembly reference. (1) Remove oil pump locating snap-ring and vis-
(9) Disengage oil pickup tube from oil pump and cous coupling snap-ring from mainshaft (Fig. 20).
remove oil pump assembly (Fig. 18). (2) Remove viscous coupling from mainshaft (Fig.
(10) Remove pick-up tube o-ring from oil pump 20).
(Fig. 19), if necessary. Do not disassemble the oil
pump, it is not serviceable. YOKE AND RANGE LEVER REMOVAL
(1) Remove transfer case indicator switch.
(2) Remove front yoke nut as follows:
(a) Move range lever to 4L position.
dard two jaw puller (Fig. 22). Be sure puller tool is
positioned on yoke and not on slinger as slinger will
be damaged.
Fig. 18 Rear Bearing and Oil Pump Removal
Fig. 21 Yoke Nut Removal
Fig. 19 Pick-up Tube O-ring Location
Fig. 22 Yoke Removal

(4) Remove seal washer from front output shaft.
Discard washer as it should not be reused.
(5) Remove nut and washer that attach range
lever to sector shaft. Then move sector to neutral
position and remove range lever from shaft (Fig. 23).
Fig. 20 Viscous Coupling Removal

(b) Remove nut with socket and impact wrench
(Fig. 21).
(3) Remove yoke. If yoke is difficult to remove by
hand, remove it with bearing splitter, or with stan- Fig. 23 Range Lever Removal
FRONT OUTPUT SHAFT AND DRIVE CHAIN REMOVAL
(1) Support transfer case so rear case is facing
upward.
(2) Remove bolts holding front case to rear case.
The case alignment bolt require flat washers (Fig.
24).
(3) Loosen rear case with flat blade screwdriver to
break sealer bead. Insert screwdriver blade only into
notches provided at each end of case (Fig. 25).
(4) Remove rear case (Fig. 26).
Fig. 24 Rear Case Alignment Bolt Locations

Fig. 26 Rear Case Removal
Fig. 25 Loosening Rear Case Fig. 27 Oil Pickup Tube Removal

(5) Remove oil pickup tube from rear case (Fig.
27).
(6) Remove drive gear snap-ring (Fig. 28).
(7) Disengage drive gear (Fig. 28). Pry gear
upward and off mainshaft as shown.
(8) Remove front output shaft, drive chain and
drive gear as assembly (Fig. 28).
Fig. 28 Front Output Shaft, Drive Gear And Chain

Removal
SHIFT FORKS AND MAINSHAFT REMOVAL
(1) Remove detent plug, O-ring, detent spring and
detent plunger (Fig. 29).
(2) Remove mainshaft from clutch sleeve and input
gear pilot bearing.
Fig. 31 Range Fork And Clutch Sleeve Removal
Fig. 29 Detent Plug, Spring And Plunger Removal

(3) Rotate shift sector so sector teeth face upward
(Fig. 30).
(4) Remove range fork, rail and clutch sleeve as
assembly (Fig. 31). Lift shift rail upward, rotate fork
out of shift sector and remove assembly.
Fig. 32 Shift Sector Removal
Fig. 30 Rotating Shift Sector

(5) Remove shift sector. Rotate and tilt sector as
needed to remove it (Fig. 32).
(6) Remove shift sector bushing and O-ring (Fig.
33).
INPUT GEAR/LOW RANGE ASSEMBLY REMOVAL

(1) Turn front case on side so front bearing
retainer is accessible.
(2) Remove front bearing retainer bolts (Fig. 34).
(3) Remove front bearing retainer as follows:
Fig. 33 Sector Bushing And O-Ring Removal
(a) Loosen retainer with flat blade screwdriver
to break sealer bead. To avoid damaging case
and retainer, position screwdriver blade only
in slots provided in retainer (Fig. 35).
(b) Then remove retainer from case and gear.
Fig. 36 Input Gear Snap-Ring Removal
Fig. 34 Front Bearing Retainer Bolt Removal
Fig. 37 Input And Low Range Gear Assembly

Removal
(5) Remove rear tabbed thrust washer from low
range gear (Fig. 42).
Fig. 35 Front Bearing Retainer Removal

(4) Remove snap-ring that retains input gear shaft
in front bearing (Fig. 36).
(5) Remove input and low range gear assembly
(Fig. 37).
(6) Remove oil seals from following components:
• front bearing retainer.
• rear retainer.
• case halves.
INPUT AND LOW RANGE GEAR DISASSEMBLY

(1) Remove snap-ring that retains input gear in
low range gear (Fig. 38).
(2) Remove retainer (Fig. 39).
(3) Remove front tabbed thrust washer (Fig. 40).
(4) Remove input gear (Fig. 41). Fig. 38 Input Gear Snap-Ring Removal
Fig. 39 Input Gear Retainer Removal Fig. 42 Rear Tabbed Thrust Washer Removal
CAUTION: The bearing bores in various transfer
case components contain oil feed holes. Make sure
replacement bearings do not block the holes.
BEARING AND SEAL INSTALLATION

(1) Remove front output shaft seal from front case
with pry tool (Fig. 43).
Fig. 40 Front Tabbed Thrust Washer Removal
Fig. 43 Remove Front Output Shaft Seal

(2) Remove snap-ring that retains front output
shaft bearing in front case (Fig. 44).
(3) Using tool 6953, remove bearing from front
case (Fig. 45).
(4) Using tool 6953, install new bearing.
(5) Install snap-ring to hold bearing into case.
Fig. 41 Input Gear Removal (a) Place new seal on tool. Garter spring on
ASSEMBLY seal goes toward interior of case.
Lubricate transfer case components with Mopart (b) Start seal in bore with light taps from ham-
Dexron II automatic transmission fluid or petroleum mer (Fig. 46). Once seal is started, continue tap-
jelly (where indicated) during assembly.
Fig. 44 Output Shaft Front Bearing Snap-Ring Fig. 46 Front Output Seal Installation
Removal (7) Remove the output shaft rear bearing with the
screw and jaws from Remover L-4454 and Cup 8148
(Fig. 47).
Fig. 45 Remove Output Shaft Front Bearing

ping seal into bore until installer tool bottoms
against case. Fig. 47 Output Shaft Rear Bearing Removal
(8) Install new bearing with Tool Handle C-4171
and Installer 5066 (Fig. 48). The bearing bore is
chamfered at the top. Install the bearing so it is
flush with the lower edge of this chamfer (Fig.
49).
Fig. 50 Input Shaft Bearing Removal
Fig. 48 Output Shaft Rear Bearing Installation
Fig. 51 Seating Input Shaft Bearing

(13) Remove input gear pilot bearing by inserting
a suitably sized drift into the splined end of the input
gear and driving the bearing out with the drift and a
hammer (Fig. 52).
(14) Install new pilot bearing with Installer 8128
Fig. 49 Output Shaft Rear Bearing Installation Depth and Handle C-4171 (Fig. 53).
(15) Remove front bearing retainer seal with suit-
able pry tool.
(9) Using Remover C-4210 and Handle C-4171,
(16) Install new front bearing retainer with
drive input shaft bearing from inside the annulus
Installer 7884 (Fig. 54).
gear opening in the case. (Fig. 50).
(10) Install locating ring on new bearing.
(11) Position case so forward end is facing upward.
(12) Using Remover C-4210 and Handle C-4171,
drive input shaft bearing into case. The bearing
locating ring must be fully seated against case sur-
face (Fig. 51).
Fig. 52 Remove Input Gear Pilot Bearing Fig. 54 Install Front Bearing Retainer Seal
(3) Install input gear in low range gear. Be sure
input gear is fully seated.
(4) Install remaining thrust washer in low range
gear and on top of input gear. Be sure washer tabs
are properly aligned in gear notches.
(5) Install retainer on input gear and install snap-
ring.
Fig. 53 Install Input Gear Pilot Bearing

INPUT AND LOW RANGE GEAR ASSEMBLY
(1) Lubricate gears and thrust washers (Fig. 55)
with recommended transmission fluid.
(2) Install first thrust washer in low range gear
(Fig. 55). Be sure washer tabs are properly aligned in
gear notches.
Fig. 55 Input/Low Range Gear Components
INPUT GEAR/LOW RANGE INSTALLATION (6) Install bolts to hold retainer to transfer case
(1) Align and install low range/input gear assem- (Fig. 58). Tighten to 21 N·m (16 ft. lbs.) of torque.
bly in front case (Fig. 56). Be sure low range gear
pinions are engaged in annulus gear and that input
gear shaft is fully seated in front bearing.
(2) Install snap-ring to hold input/low range gear
into front bearing (Fig. 57).
Fig. 58 Install Front Bearing Retainer

SHIFT FORKS AND MAINSHAFT INSTALLATION
(1) Install new sector shaft O-ring and bushing
(Fig. 59).
(2) Install shift sector (Fig. 60).
Fig. 56 Input/Low Range Gear Installation
Fig. 57 Install Snap-Ring

(3) Clean gasket sealer residue from retainer and
inspect retainer for cracks or other damage.
(4) Apply a 3 mm (1/8 in.) bead of Mopart gasket
maker or silicone adhesive to sealing surface of
Fig. 59 Sector O-Ring And Bushing Installation
retainer.
(5) Align cavity in seal retainer with fluid return (3) Install new pads on range fork (Fig. 61), if nec-
hole in front of case. essary.
(4) Install clutch sleeve in range fork (Fig. 61).
CAUTION: Do not block fluid return cavity on seal- (5) Install assembled range fork and clutch sleeve
ing surface of retainer when applying MoparT gas- (Fig. 62).
ket maker or silicone adhesive sealer. Seal failure (6) Insert range fork pin in sector. Then rotate sec-
and fluid leak can result. tor and seat clutch gear in low range gear.
(9) Install new O-ring on detent plug (Fig. 63).
(10) Lubricate detent plunger with transmission
fluid or light coat of petroleum jelly.
(11) Install detent plunger, spring and plug (Fig. 63).
(12) Verify that plunger is properly engaged in sector.
Fig. 60 Shift Sector Installation
Fig. 63 Shift Detent Components

(13) Insert mainshaft into input gear pilot bearing.
FRONT OUTPUT SHAFT AND DRIVE CHAIN INSTALLATION

(1) Lubricate front output shaft-sprocket assembly,
drive chain and drive sprocket with transmission fluid.
(2) Assemble drive chain, drive sprocket and front
output shaft (Fig. 64).
(3) Start drive sprocket on mainshaft.
Fig. 61 Assembling Range Fork And Clutch Sleeve

(7) Verify that range fork rail is seated in case
bushing and that clutch sleeve is properly engaged in
low range gear.
(8) Rotate sector to Neutral position.
Fig. 64 Installing Drive Chain, Front Output Shaft

And Drive Sprocket
Fig. 62 Range Fork And Clutch Sleeve Installation
(4) Guide front shaft into bearing and drive
sprocket onto mainshaft drive gear (Fig. 64).
(5) Install drive sprocket snap-ring (Fig. 65).
Fig. 67 Oil Pickup Tube Installation
Fig. 65 Installing Drive Sprocket Snap-Ring

(6) Clean sealing flanges of front case and rear
case with a wax and grease remover.
(7) Apply 3 mm (1/8 in.) wide bead of Mopart gas-
ket maker or silicone adhesive sealer to mounting
flange of front case. Work sealer bead around bolt
holes as shown (Fig. 66).
(8) Install oil pickup tube in rear case. Be sure
tube is seated in case notch as shown (Fig. 67).
(9) Install magnet in front case pocket (Fig. 68).
(10) Align and install rear case on front case (Fig.
69).
Fig. 68 Installing Case Magnet
Fig. 66 Applying Sealer To Front Case Flange
Fig. 69 Rear Case Installation

(11) Verify that oil pickup tube is still seated in
case notch and tube end is pointed toward mainshaft
(Fig. 70).
Fig. 72 Range Lever Installation
Fig. 70 Checking Position Of Oil Pickup Tube

(12) Install case attaching bolts. Alignment bolts
at each end of case are only ones requiring washers
(Fig. 71).
(13) Tighten case bolts to 27-34 N·m (20-25 ft. lbs.)
torque.
Fig. 73 Output Shaft Yoke Installation
Fig. 71 Alignment Bolt Location

YOKE AND RANGE LEVER INSTALLATION
(1) Install indicator switch in front case. Tighten
switch to 20–34 N·m (15–25 ft. lbs.) torque.
(2) Install range lever, washer and locknut on sec-
tor shaft (Fig. 72). Tighten locknut to 27-34 N·m
(20-25 ft. lbs.) torque.
(3) Install new seal washer on front output shaft
(Fig. 74). Fig. 74 Yoke Seal Washer Installation
(4) Lubricate yoke hub with transmission fluid and
(2) Install coupling retaining snap-ring first (Fig.
install yoke on front shaft.
75). Be sure snap ring is fully seated before proceed-
(5) Install new seal washer on front shaft.
ing.
(6) Install yoke and new yoke nut on front output
(3) Install oil pump locating snap-ring on main-
shaft (Fig. 73).
shaft (Fig. 75).
(7) Tighten yoke nut to 122-176 N·m (90-130 ft.
lbs.) torque. Use Tool C-3281, or similar tool to hold REAR RETAINER AND OIL PUMP INSTALLATION
yoke while tightening yoke nut.
(1) Install new O-ring on flanged end of oil pickup
VISCOUS COUPLER tube.
(2) Install oil pump (Fig. 76).
(1) Install coupling on mainshaft (Fig. 75).
Fig. 78 Rear Bearing Snap-Ring Installation
Fig. 75 Viscous Coupling And Oil Pump Snap-Ring

Installation
(3) Insert oil pickup tube in pump (Fig. 77).
(4) Install rear bearing on mainshaft (Fig. 77).
Locating ring groove in bearing goes toward end of
mainshaft. Fig. 79 Speedometer Drive Gear Installation
(5) Install rear bearing retaining snap-ring (Fig.
78). (8) Apply 3 mm (1/8 in.) wide bead of Mopart gas-
(6) Install speedometer drive gear (Fig. 79). ket maker or silicone adhesive sealer to mounting
(7) Install rear bearing locating ring in rear surface of rear retainer. Allow sealer to set-up
retainer, if ring was removed during overhaul. slightly before proceeding.
(9) Slide rear retainer onto mainshaft (Fig. 80).
(10) Spread rear bearing locating ring and slide
rear retainer into place on rear case (Fig. 81).
(11) Install and tighten rear retainer bolts to 27-34
N·m (20-25 ft. lbs.).
(12) Install locating ring access cover and gasket
(Fig. 82). Tighten plate attaching screws to 10 N·m
(85 in. lbs.) torque.
Fig. 76 Installing Oil Pump
Fig. 80 Rear Retainer Installation
Fig. 77 Rear Bearing Installation

Apply compressed air through all oil passages in
the cases and gear components to clear them of any
residue.
MAINSHAFT
Examine the mainshaft components carefully for
evidence of wear or damage.
Replace the thrust washers if worn or damaged.
Replace the mainshaft and sprocket gears if the
teeth or gear bores are worn or damaged.
Replace the mainshaft bearings if worn, flat spot-
ted, brinelled, or damaged in any way.
Replace the mainshaft if it exhibits wear or dam-
age to the bearing surfaces, splines or gear teeth.
INPUT AND LOW RANGE GEARS

Fig. 81 Engaging Rear Bearing Locating Ring Inspect the low range gear pinions and pinion pins.
Replace the low range gear if any of the pins or pin-
ions are worn or damaged.
Inspect the thrust washers, retainer, and snap-
ring. Replace the snap-ring if bent, or distorted.
Replace the thrust washers and retainer if worn,
cracked or damaged in any way.
Examine the input gear carefully. Be sure the gear
teeth and bearing surfaces are in good condition.
Replace the gear if wear or damage is evident.
Check the input gear pilot bearing. Rotate the
bearing and check for roughness or noise. Also check
bearing position in the bore. The bearing should be
recessed approximately 2.5 mm (0.100 in.) below the
top edge of the bore. The bearing should not be
seated at the bottom of the bore. Replace the bearing
if worn, or roughness is evident. Replace both the
gear and bearing if the bearing is a loose fit in the
Fig. 82 Installing Locating Ring Access Cover And bore.
Gasket
FINAL ASSEMBLY GEAR CASE AND RETAINERS
(1) Install drain plug. Tighten plug to 41-54 N·m Examine both case halves and retainers carefully.
(30-40 ft. lbs.) torque. Replace any retainer or case half if wear, cracks, or
(2) Level transfer case and fill it with Mopar other damage is evident.
Dexron II automatic transmission fluid. Correct fill Check condition of the low range annulus gear and
level is to bottom edge of fill plug hole. the shift rail bushing in the front case (Fig. 83). The
(3) Install and tighten fill plug to 41-54 N·m low range annulus gear is not a serviceable part.
(30-40 ft. lbs.) torque. Replace the gear and case as an assembly if the gear
is loose, worn, or damaged. The shift rail bushing is
a serviceable part and can be replaced if necessary.
CLEANING AND INSPECTION Check the bushing in the rear retainer. Replace the
bushing if worn or scored.
NV249 COMPONENTS Examine the sealing surfaces of both case halves
and retainers. Small burrs, or scratches on these sur-
GENERAL faces can be reduced with crocus cloth or a fine tooth
Clean the transfer case components with parts file.
cleaning solvent. Flush the oil passages in the cases Examine condition of the shift rail bushing in the
and drivetrain components with solvent. This will front case. If the bushing is worn or damaged, it can
help remove dirt and particles from these passages. be removed with a blind hole type puller. A replace-
Dry the transfer case components with compressed ment bushing can be installed with a suitable size
air or allow them to air dry on clean shop towels.
nylon pads in the fork can be replaced if worn, or
cracked.
Inspect the transfer case snap rings closely. Do not
attempt to salvage a distorted snap ring by straight-
ening or reshaping it. Replace any snap ring that is
distorted, or worn.
Inspect the low range gear, input gear and the gear
thrust washers retainer, and snap ring. The low
range gear is serviced as an assembly only. Replace
the gear if the case or pinions are damaged.
During inspection, also make sure the seal surface
of the input gear is in good condition. Minor nicks on
this surface can be reduced with crocus cloth. How-
ever, replace the gear if the seal surface is severely
scored or worn.
The speedometer gear should be replaced if worn,
cracked, or if the small spline teeth are worn.
OIL PUMP AND VISCOUS COUPLING

The oil pump and viscous coupling are not service-
able components. Replace the coupling as an assem-
bly if it is leaking or damaged. Replace the oil pump
Fig. 83 Low Range Annulus Gear Location as an assembly if the gear teeth are worn, or if the
pump has become damaged.
driver. Recess the bushing slightly below the edge of
the bore but do not seat it all the into the case. BEARINGS AND SEALS
The transfer case seals should be replaced during
GEARTRAIN
overhaul. Use new seals in the input gear bearing
Inspect the mainshaft splines, gear teeth and bear-
retainer, front case and rear retainer. Also replace
ing surfaces carefully for evidence of wear, or dam-
the yoke seal washer and the detent plug O-ring.
age. Replace the shaft if necessary. do not attempt to
Check condition of each transfer case bearing.
salvage it if damaged.
Replace any bearing exhibiting signs of roughness,
The shift rail and range fork are an assembly.
wear, or damage.
Replace both parts if either is damaged. However, the
ADJUSTMENTS SPECIFICATIONS
SHIFT LINKAGE ADJUSTMENT TORQUE
(1) Shift transfer case into Neutral position.
(2) Raise vehicle on hoist that will allow all four DESCRIPTION TORQUE
wheels to rotate freely. Bolt, crossmember . . . . . .41-47 N·m (30-35 ft. lbs.)
(3) Loosen trunnion lock bolt (Fig. 84). Loosen bolt Plug, Detent . . . . . . . . . . .16-24 N·m (12-18 ft. lbs.)
enough so selector rod slides freely in trunnion. Plugs, drain/fill. . . . . . . . .41-54 N·m (30-40 ft. lbs.)
(4) Verify that shift lever on transfer case is in Switch, Electric . . . . . . . .20-34 N·m (15-25 ft. lbs.)
Neutral position. Bolts, front brg.
(5) Tighten trunnion lock bolt to 11-20 N·m retainer . . . . . . . . . . . . .16-24 N·m (12-18 ft. lbs.)
(96-180 in. lbs.) torque. Bolts, case half . . . . . . . . .27-34 N·m (20-25 ft. lbs.)
(6) Lower vehicle enough for entry into driver seat Nut, output yoke . . . .122–176 N·m (90-130 ft. lbs.)
but keep all wheels off shop floor. Bolts, rear extension . . . .27-34 N·m (20-25 ft. lbs.)
(7) Verify correct linkage adjustment. Start engine, Lock-nut, shift . . . . . . . . .27-34 N·m (20-25 ft. lbs.)
shift transmission into gear and shift transfer case Bolt, shift rod . . . . . . . . .11-20 N·m (96-180 in. lbs.)
into all ranges. Be sure transfer case is fully engaged
Nuts, T-case mount
in high and low range. Readjust linkage if necessary.
stud . . . . . . . . . . . . . . . .33-41 N·m (24-30 ft. lbs.)
(8) Shut engine off and lower vehicle completely.
Bolt, U-joint clamp. . . . . .16-22 N·m (12-16 ft. lbs.)
Fig. 84 Transfer Case Shift Linkage

SPECIAL TOOLS
NV249 TRANSFER CASE
Installer—5066
Installer—6952-A
Handle—C-4171
Installer—6953
Installer—8145
Remover—6957
Remover—C-4210
Installer—8128
Remover—L-4454
Cup—8148
Installer—7884
ZG TRANSMISSION AND TRANSFER CASE 21 - 1
TRANSMISSION AND TRANSFER CASE

CONTENTS
page page
AX15 MANUAL TRANSMISSION . . . . . . . . . . . . 1 NV231 TRANSFER CASE . . . . . . . . . . . . . . . . . . . 7
AX15 MANUAL TRANSMISSION
GENERAL INFORMATION
AX 15 MANUAL TRANSMISSION
The AX 15 is a 5–speed, synchromesh, manual
transmission. Fifth gear is an overdrive range with a
ratio of 0.79:1. The shift mechanism is integral and
mounted in the shift tower portion of the adapter
housing (Fig. 1).
TRANSMISSION IDENTIFICATION
The AX 15 identification code numbers are on the
bottom surface of the transmission gear case (Fig. 2).
The first number is year of manufacture. The sec-
ond and third numbers indicate month of manufac-
ture. The next series of numbers is the transmission
serial number.
Fig. 2 Identification Code Number Location
Fig. 1 AX 15 Manual Transmission

21 - 2 TRANSMISSION AND TRANSFER CASE ZG
TRANSMISSION SHIFT PATTERN
The AX 15 shift pattern is shown in (Fig. 3). First
and second and third and fourth gear ranges are in
line for improved shifting. Fifth and reverse gear
ranges are also in line at the extreme right of the
pattern (Fig. 3).
Fig. 4 Fill Plug Location
Fig. 3 AX 15 Shift Pattern

The AX 15 is equipped with a reverse lockout
mechanism. The shift lever must be moved through
the Neutral detent before making a shift to reverse.
TRANSMISSION LUBRICANT
Recommended lubricant for AX 15 transmissions is
Mopar 75W–90, API Grade GL–5 gear lubricant, or
equivalent.
Correct lubricant level is from the bottom edge, to
no more than 6 mm (1/4 in.) below the bottom edge of
the fill plug hole.
Fig. 5 Drain Plug/Backup Light Switch Location
Approximate dry fill lubricant capacity is:
• 3.10 liters (3.27 qts.) in 4–wheel drive models lubricate seal lips and/or hold parts in place during
installation.
TRANSMISSION SWITCH AND PLUG LOCATIONS
The fill plug is at the driver side of the gear case
(Fig. 4).
The drain plug and backup light switch are on the
LOW LUBRICANT LEVEL
passenger side of the gear case (Fig. 5).
A low transmission lubricant level is generally the
result of a leak, inadequate lubricant fill, or an incor-
TRANSMISSION GEAR RATIOS
rect lubricant level check.
AX 15 gear ratios are:
Leaks can occur at the mating surfaces of the gear
case, intermediate plate and adapter or extension
First gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.83:1
housing, or from the front/rear seals. A suspected
Second gear . . . . . . . . . . . . . . . . . . . . . . . . . . 2.33:1
leak could also be the result of an overfill condition.
Third gear . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.44:1
Leaks at the rear of the extension or adapter hous-
Fourth gear . . . . . . . . . . . . . . . . . . . . . . . . . . 1.00:1 ing will be from the housing oil seals. Leaks at com-
Fifth gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.79:1 ponent mating surfaces will usually be the result of
Reverse . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.22:1 inadequate sealer, gaps in the sealer, incorrect bolt
TRANSMISSION ASSEMBLY INFORMATION tightening, or use of a non–recommended sealer.
Lubricate the transmission components with gear A leak at the front of the transmission will be from
lubricant during assembly. Use petroleum jelly to either the front bearing retainer or retainer seal.
Lubricant may be seen dripping from the clutch
housing after extended operation. If the leak is REMOVAL AND INSTALLATION
severe, it may also contaminate the clutch disc caus-
ing slip, grab and chatter. TRANSMISSION
Transmissions filled from air or electrically pow-
ered lubricant containers can be under filled. This REMOVAL
generally happens when the container delivery mech- 1. Disconnect the battery negative cable.
anism is improperly calibrated. Always check the 2. Remove the shifter boot and shifter.
lubricant level after filling to avoid an under fill con- 3. Raise the vehicle on a hoist.
dition. 4. Drain the transmission fluid (Fig. 6).
A correct lubricant level check can only be made
when the vehicle is level; use a drive–on hoist to
ensure this. Also allow the lubricant to settle for a
minute or so before checking. These recommenda-
tions will ensure an accurate check and avoid an
under–or–over fill condition.
HARD SHIFTING
Hard shifting is usually caused by a low lubricant
level, improper or contaminated lubricants, compo-
nent damage, incorrect clutch adjustment, or by a
damaged clutch pressure plate or disc.
Substantial lubricant leaks can result in gear, shift
rail, synchro and bearing damage. If a leak goes
undetected for an extended period, the first indica-
tions of a problem are usually hard shifting and
noise.
Incorrect or contaminated lubricants can also con- Fig. 6 Drain Plug and Backup Light Switch Location
tribute to hard shifting. The consequence of using 5. Support the engine and transmission with an
non–recommended lubricants is noise, excessive adjustable jack stand.
wear, internal bind and hard shifting. 6. Remove exhaust pipe and heat shield.
Improper clutch release is a frequent cause of hard 7. Mark the front and rear propeller shafts for
shifting. Incorrect adjustment or a worn, damaged installation alignment (Fig. 7).
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.
TRANSMISSION NOISE
Most manual transmissions make some noise dur-
ing normal operation. Rotating gears can generate a
mild whine that may only be audible at extreme
speeds.
Severe, obviously audible transmission noise is
generally the result of a lubricant problem. Insuffi- Fig. 7 Marking Propeller Shaft and Axle Yoke
cient, improper, or contaminated lubricant can pro-
mote rapid wear of gears, synchros, shift rails, forks 8. Remove the front propeller shaft.
and bearings. The overheating caused by a lubricant 9. Remove the rear propeller shaft.
problem, can also lead to gear breakage. 10. Remove the transmission skid plate.
11. Disconnect the transfer case linkage and vehi-
cle speed sensor electrical connector and vent tube
hose (Fig. 8).
Fig. 9 Engine Speed Sensor
INSTALLATION
1. Mount the transmission on a transmission jack
and secure the transmission with safety chains.
2. Install the transmission to the vehicle (Fig. 10).
3. Install the two (2) lower transmission bolts.
Tighten the bolts to 74.6 N·m.
4. Install the clutch slave cylinder to the clutch
Fig. 8 Vehicle Speed Sensor housing.
5. Install the engine speed sensor (crankshaft posi-
12. Reposition the adjustable jackstand under the
tion sensor) to the vehicle (Fig. 9).
engine.
6. Install the two (2) upper clutch housing to
13. Place a transmission jack under the transmis-
engine bolts. Tighten the bolts to 36.6 N·m.
sion and secure the transmission with safety chains.
7. Install the two (2) mid clutch housing to engine
14. Remove the rear transmission mount.
bolts. Tighten the bolts to 58.3 N·m.
15. Remove the rear crossmember.
8. Raise the engine and transmission with the
16. Remove the transfer case assembly. Refer to
adjustable jackstand.
Transfer Case removal later in this Group.
9. Install the transfer case assembly. Refer to
17. Lower the engine and transmission no more
Transfer Case installation later in this Group.
than 7.6 cm.
10. Install the rear crossmember.
18. Remove the two (2) upper and two (2) mid
11. Install the rear transmission mount.
clutch housing to engine bolts.
12. Connect the transfer case linkage and vehicle
19. Remove the engine speed sensor (crankshaft
speed sensor electrical connector and vent tube (Fig.
position sensor) (Fig. 9).
8).
20. Remove the clutch slave cylinder from the
13. Install the transmission skid plate.
clutch housing.
14. Align and install the front and rear propeller
21. Remove the lower transmission bolts.
shafts.
22. Remove the transmission assembly from the
15. Install the exhaust pipe and heat shield.
vehicle.
Fig. 10 Transmission to Engine Mounting
Fig. 12 Fill Plug Location

18. Remove the adjustable jackstand from under
the engine.
19. Lower the vehicle from the hoist.
20. Install the shifter boot and shifter.
21. Reconnect the battery negative cable.
Fig. 11 Clutch Housing to Transmission
16. Remove the transmission jack.
17. Fill the transmission with the proper fluid
(Fig. 12).
SPECIFICATIONS
TORQUE
DESCRIPTION TORQUE
Clutch Housing to Engine
Top (2) Bolts . . . . . . . . . . . . 36.6 N·m (27 ft. lbs.)
Mid-Point (2) Bolts . . . . . . . 58.3 N·m (43 ft. lbs.)
Bottom (2) Bolts . . . . . . . . . . 74.6 N·m (55 ft. lbs.)
Clutch Housing to Transmission
bolts . . . . . . . . . . . . . . . . . . . 38.0 N·m (28 ft. lbs.)
Transfer Case to Transmission
Attaching Nuts . . . . . . . . . . . . 35 N·m (26 ft. lbs.)
Propeller Shaft Bolts . . . . . . . 26.5 N·m (19.5 ft. lbs.)
NV231 TRANSFER CASE
GENERAL INFORMATION TRANSFER CASE IDENTIFICATION

A circular ID tag is attached to the rear case of
NV231 TRANSFER CASE each transfer case (Fig. 1). The ID tag provides the
The NV231 is a part-time transfer case with a low transfer case model number, assembly number, serial
range reduction gear system. The NV231 has three number, and low range ratio.
operating ranges plus a Neutral position. A low range The transfer case serial number also represents
system provides a reduction ratio for increased low the date of build.
speed torque capability.
The input gear is splined to the transmission out-
put shaft. The input gear drives the mainshaft
through the planetary assembly and range hub. The
front output shaft is operated by a drive chain that
connects the shaft to a drive sprocket on the main-
shaft. The drive sprocket is engaged/disengaged by
the mode fork, which operates the mode sleeve and
hub. The sleeve and hub are not equipped with a
synchronizer mechanism for shifting.
The geartrain is mounted in two aluminum case
halves attached with bolts. The mainshaft front and
rear bearings are mounted in aluminum retainer
housings bolted to the case halves.
OPERATING RANGES
Transfer case operating ranges are:
• 2WD (2-wheel drive)
Fig. 1 Fill/Drain Plug And I.D. Tag Locations
• 4x4 (4-wheel drive) RECOMMENDED LUBRICANT AND FILL LEVEL
• 4 Lo (4-wheel drive low range Recommended lubricant for the NV231 transfer
The 2WD range is for use on any road surface at case is Mopart Dexron II, or ATF Plus 3, type 7176.
any time. Approximate lubricant fill capacity is 1.2 liters (2.5
The 4x4 and 4 Lo ranges are for off road use only. pints).
They are not for use on hard surface roads. The only The fill and drain plugs are both in the rear case
exception being when the road surface is wet or slip- (Fig. 1). Correct fill level is to the bottom edge of the
pery or covered by ice and snow. fill plug hole. Be sure the vehicle is level to ensure
The low range reduction gear system is operative an accurate fluid level check.
in 4 Lo range only. This range is for extra pulling
power in off road situations. Low range reduction
ratio is 2.72:1.
SHIFT MECHANISM
Operating ranges are selected with a floor mounted
shift lever. The shift lever is connected to the trans-
fer case range lever by an adjustable linkage rod. A
straight line shift pattern is used. Range positions
are marked on the shifter bezel cover plate.
NV231 DIAGNOSIS
DIAGNOSIS CHART

Transfer case difficult to shift or will 1) Vehicle speed to great to permit 1) Slow vehicle and shift into
not shift into desired range. shifting. desired range.
2) If vehicle was operated for an 2) Stop vehicle and shift transfer
extended period in 4H mode on dry case to Neutral position. Transfer
surface, driveline torque load may case can then be shifted to the
cause difficulty. desired mode.
3) Transfer case shift linkage 3) Repair or replace linkage as
binding. necessary.
4) Insufficient or incorrect lubricant. 4) Drain and refill transfer case with
the correct type and quantity of
lubricant.
5) Internal transfer case 5) Repair or replace components as
components binding, worn, or necessary.
damaged.
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.
2) Transfer case shift linkage out of 2) Adjust linkage as necessary.
adjustment.
3) Transfer case shift linkage loose 3) Repair, replace, or tighten linkage
or binding. components as necessary.
4) Range fork damaged, inserts 4) Repair or replace components as
worn, or fork is binding on the shift necessary.
rail.
5) Low range gear worn or 5) Repair or replace components as
damaged. necessary.
Lubricant leaking from transfer case 1) Transfer case overfilled. 1) Drain lubricant to the correct
seals or vent. level.
2) Transfer case vent closed or 2) Clean or replace vent as
restricted. necessary.
3) Transfer case seals damaged or 3) Replace suspect seal.
installed incorrectly.
Abnormal tire wear. 1) Extended operation in 4H mode 1) Operate vehicle in 2H mode on
on dry surfaces, dry surfaces.
REMOVAL AND INSTALLATION (4) Align transfer case and transmission shafts
and install transfer case on transmission.
TRANSFER CASE (5) Install and tighten transfer case attaching nuts
to 35 N·m (Fig. 2).
REMOVAL (6) Connect vehicle speed sensor wires, and vent
(1) Shift transfer case into Neutral. hose.
(2) Raise vehicle. (7) Connect indicator switch harness to transfer
(3) Drain transfer case lubricant. case switch, if necessary. Secure wire harness to clips
(4) Mark front and rear propeller shaft yokes for on transfer case.
alignment reference. (8) Align and connect propeller shafts. Tighten
(5) Support transmission with jack stand. shaft attaching bolts to 26.5 N·m torque.
(6) Remove rear crossmember and skid plate, if (9) Fill transfer case with correct fluid. Refer to
equipped. Recommended Lubricant And Fill Level section for
(7) Disconnect front/rear propeller shafts at trans- proper fluid and capacity.
fer case. (10) Install rear crossmember and skid plate, if
(8) Disconnect vehicle speed sensor wires. equipped. Tighten crossmember bolts.
(9) Disconnect transfer case linkage rod from (11) Remove transmission jack and support stand.
range lever. (12) Connect shift rod to transfer case range lever.
(10) Disconnect transfer case vent hose (Fig. 2) (13) Adjust transfer case shift linkage.
and indicator switch harness, if necessary. (14) Lower vehicle and verify transfer case shift
(11) Support transfer case with transmission jack. operation.
(12) Secure transfer case to jack with chains.
(13) Remove nuts attaching transfer case to trans- SHIFT LEVER
mission.
(14) Pull transfer case and jack rearward to disen- REMOVAL
gage transfer case. (1) Shift transfer case into 4L.
(15) Remove transfer case from under vehicle. (2) Remove transfer case shifter knob cap.
(3) Remove nut holding shifter knob to shift lever.
(4) Remove shifter knob.
(6) Loosen adjusting trunnion lock bolt and slide
shift rod out of trunnion (Fig. 3). If rod lacks enough
travel to come out of trunnion, push trunnion out of
shift lever.
(7) Remove bolts holding shift lever to transmis-
sion.
(8) Separate shift lever from vehicle.
INSTALLATION
(1) Position shift lever on transmission. Use care
when passing the shift lever through the shifter boot
to prevent damage to the shifter boot.
(2) Install bolts to hold shift lever to transmission.
(3) Install trunnion to shift lever, if necessary.
Fig. 2 Transfer Case Mounting (4) Install shift rod to trunnion, if necessary.
INSTALLATION (5) Move shift lever and transfer case to 4L posi-
(1) Mount transfer case on a transmission jack. tion.
(2) Secure transfer case to jack with chains.
(8) Inspect terminal pins in speed sensor. Clean
pins with Mopart electrical spray cleaner if dirty or
oxidized. Replace sensor if faulty, or if pins are loose,
severely corroded, or damaged.
INSTALLATION AND INDEXING

ation.
transmission fluid.
(7) Note index numbers on adapter body (Fig. 5).
These numbers will correspond to number of teeth on
pinion.
(8) Install speedometer assembly in housing.
Fig. 3 Shift Lever are at 6 o-clock position. Be sure range index num-
bers correspond to number of teeth on pinion gear.
(6) Tighten trunnion lock bolt. (10) Install speedometer adapter clamp and retain-
(7) Lower vehicle. ing screw. Tighten clamp screw to 10-12 N·m (90-110
(8) Install shift knob on shift lever. in. lbs.) torque.
(9) Install nut to hold shifter knob to shift lever. (11) Connect wires to vehicle speed sensor.
(10) Install shifter knob cap. (12) Lower vehicle and top off transmission fluid
(11) Verify transfer case operation. level if necessary.
SPEEDOMETER FRONT OUTPUT SHAFT SEAL
REMOVAL REMOVAL
(1) Raise vehicle. (1) Raise vehicle.
(2) Disconnect wires from vehicle speed sensor. (2) Remove front propeller shaft. Refer to Group 3,
(3) Remove adapter clamp and screw (Fig. 4). Differential and Driveline, for proper procedure.
(4) Remove speed sensor and speedometer adapter (3) Remove front output shaft yoke.
as an assembly. (4) Remove seal from front case with pry tool (Fig.
(5) Remove speed sensor retaining screw and 6).
(6) Remove speedometer pinion from adapter.
Replace pinion if chipped, cracked, or worn.

INSTALLATION REAR RETAINER BUSHING AND SEAL
Installer Tool 8143 as follows: REMOVAL
(a) Place new seal on tool. Garter spring on seal (1) Raise vehicle.
goes toward interior of case. (2) Remove rear propeller shaft. Refer to Group 3,
(b) Start seal in bore with light taps from ham- Differential and Driveline, for proper procedure.
mer (Fig. 7). Once seal is started, continue tapping (3) Using a suitable pry tool or slide-hammer
seal into bore until installer tool seats against case. mounted screw, remove the rear retainer seal.
(4) Using Remover 6957, remove bushing from
rear retainer (Fig. 8).
Fig. 5 Location Of Index Numbers On Speedometer

Adapter Fig. 6 Remove Front Output Shaft Seal
Fig. 7 Front Output Seal Installation Fig. 9 Rear Retainer Bushing Install
Fig. 8 Rear Retainer Bushing Removal Fig. 10 Install Rear Retainer Seal
INSTALLATION SPECIFICATIONS
(1) Clean fluid residue from sealing surface and
inspect for defects. TORQUE
(2) Position replacement bushing in rear retainer
with fluid port in bushing aligned with slot in DESCRIPTION TORQUE
retainer. Plug, Drain/Fill . . . . . . . . . . . . . . . . . . . . . . 40 N·m
(3) Using Installer 8160, drive bushing into Nuts, Mounting . . . . . . . . . . . . . . . . . . . . . . 35 N·m
retainer until installer seats against case (Fig. 9). Switch, Indicator . . . . . . . . . . . . . . . . . . . . . 26 N·m
(4) Using Installer C-3995-A, install seal in rear
retainer (Fig. 10).
(5) Install propeller shaft.
(6) Verify proper fluid level.
(7) Lower vehicle.
SPECIAL TOOLS
SPECIAL TOOLS—NV231
Installer, Seal—C-3995-A
Installer, Seal—8143
Remover, Bushing—6957
Installer, Bushing—8160
ZJ TIRES AND WHEELS 22 - 1
TIRES AND WHEELS

CONTENTS
page page
TIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 WHEELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
TIRES
INDEX
page page
DESCRIPTION AND OPERATION TIRE NOISE OR VIBRATION ................ 4

RADIAL-PLY TIRES . . . . . . . . . . . . . . . . . . . . . . . 2 TIRE WEAR PATTERNS . . . . ................ 3
REPLACEMENT TIRES . . . . . . . . . . . . . . . . . . . . 3 TREAD WEAR INDICATORS ................ 3
SPARE TIRE–TEMPORARY . . . . . . . . . . . . . . . . . 2 SERVICE PROCEDURES
TIRE INFLATION PRESSURES . . . . . . . . . . . . . . 2 MATCH MOUNTING . . . . . . . ................ 4
TIRE INFORMATION . . . . . . . . . . . . . . . . . . . . . . 1 REPAIRING LEAKS . . . . . . . ................ 5
TIRE PRESSURE FOR HIGH SPEED ROTATION . . . . . . . . . . . . . . ................ 4
OPERATION . . . . . . . . . . . . . . . . . .......... 3 CLEANING AND INSPECTION
DIAGNOSIS AND TESTING CLEANING TIRES . . . . . . . . ................ 6
PRESSURE GAUGES . . . . . . . . . . . .......... 3
DESCRIPTION AND OPERATION TIRE IDENTIFICATION

Tire type, size, aspect ratio and speed rating are
TIRE INFORMATION encoded in the letters and numbers imprinted on the
Tires are designed and engineered for each specific side wall of the tire. Refer to the chart to decipher
vehicle. They provide the best overall performance the tire identification code (Fig. 1).
for normal operation. The ride and handling charac- Performance tires have a speed rating letter after
teristics match the vehicle’s requirements. With the aspect ratio number.
proper care they will give excellent reliability, trac-
tion, skid resistance, and tread life. SPEED SYMBOL SPEED RATING
Driving habits have more effect on tire life than S 180 km/h (112 mph)
any other factor. Careful drivers will obtain in most T 190 km/h (118 mph)
cases, much greater mileage than severe use or care-
U 200 km/h (124 mph)
less drivers. A few of the driving habits which will
shorten the life of any tire are: H 210 km/h (130 mph)
• Rapid acceleration V 240 km/h (149 mph)
• Severe brake applications
W 270 km/h (168 mph)
• High speed driving
• Excessive speeds on turns Y 300 km/h (186 mph)
• Striking curbs and other obstacles
Radial-ply tires are more prone to irregular tread The speed rating is not always printed on the tire
wear. It is important to follow the tire rotation inter- sidewall.
val shown in the section on Tire Rotation. This will
help to achieve a greater tread life.
22 - 2 TIRES AND WHEELS ZJ
SPARE TIRE–TEMPORARY
The temporary spare tire is designed for emer-
gency use only. The original tire should be repaired
or replaced at the first opportunity and reinstall. Do
not exceed speeds of 50 MPH. Refer to Owner’s Man-
ual for complete details.
TIRE INFLATION PRESSURES

Under inflation will cause rapid shoulder wear, tire
flexing, and possible tire failure (Fig. 2).
Over inflation will cause rapid center wear and
loss of the tire’s ability to cushion shocks (Fig. 3).
Fig. 1 Tire Identification

TIRE CHAINS Fig. 2 Under Inflation Wear
Tire snow chains may be used on certain models.
Refer to the Owner’s Manual for more information.
RADIAL-PLY TIRES
Radial-ply tires improve handling, tread life, ride
quality and decrease rolling resistance.
Radial-ply tires must always be used in sets of
four. Under no circumstances should they be used on
the front only. They may be mixed with temporary
spare tires when necessary. A maximum speed of 50
MPH is recommended while a temporary spare is in
use.
Radial-ply tires have the same load-carrying capac-
ity as other types of tires of the same size. They also
use the same recommended inflation pressures.
The use of oversized tires, either in the front or
rear of the vehicle, can cause vehicle drive train fail- Fig. 3 Over Inflation Wear
ure. This could also cause inaccurate wheel speed Improper inflation can cause:
signals when the vehicle is equipped with Anti-Lock • Uneven wear patterns
Brakes. • Reduced tread life
The use of tires from different manufactures on the • Reduced fuel economy
same vehicle is NOT recommended. The proper tire • Unsatisfactory ride
pressure should be maintained on all four tires. For • Vehicle drift
proper tire pressure refer to the Tire Inflation Pres- For proper tire pressure specification refer to the Tire
sure Chart provided with the vehicle. Inflation Pressure Chart provided with the vehicle.
Tire pressures have been chosen to provide safe ponents. Under extremes of suspension and steering
operation, vehicle stability, and a smooth ride. Tire travel, interference with vehicle components may
pressure should be checked cold once a month. The cause tire damage.
spare tire pressure should be check at least twice
annually. Tire pressure decreases as the ambient WARNING: FAILURE TO EQUIP THE VEHICLE WITH
temperature drops. Check tire pressure frequently TIRES HAVING ADEQUATE SPEED CAPABILITY
when ambient temperature varies widely. CAN RESULT IN SUDDEN TIRE FAILURE.
Inflation pressures specified on the placards are
cold inflation pressure. The vehicle must sit for at
least 3 hours to obtain the correct cold inflation pres- DIAGNOSIS AND TESTING
sure reading. Or driven less than one mile after sit-
ting for 3 hours. Tire inflation pressures may PRESSURE GAUGES
increase from 2 to 6 pounds per square inch (psi) A quality air pressure gauge is recommended to
during operation, due to increased tire temperature. check tire pressure. After checking the air pressure,
replace valve cap finger tight.
WARNING: OVER OR UNDER INFLATED TIRES
CAN AFFECT VEHICLE HANDLING AND TREAD
TREAD WEAR INDICATORS
WEAR. THIS MAY CAUSE THE TIRE TO FAIL SUD-
Tread wear indicators are molded into the bottom
DENLY, RESULTING IN LOSS OF VEHICLE CON-
of the tread grooves. When tread depth is 1.6 mm
TROL.
(1/16 in.), the tread wear indicators will appear as a
13 mm (1/2 in.) band (Fig. 4).
TIRE PRESSURE FOR HIGH SPEED OPERATION Tire replacement is necessary when indicators
Chrysler Corporation advocates driving at safe appear in two or more grooves or if localized balding
speeds within posted speed limits. Where speed lim- occurs.
its allow the vehicle to be driven at high speeds, cor-
rect tire inflation pressure is very important. For
speeds up to and including 120 km/h (75 mph), tires
must be inflated to the pressures shown on the tire
placard.
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.
REPLACEMENT TIRES
The original equipment tires provide a proper bal-
ance of many characteristics such as:
• Ride
• Noise
• Handling
• Durability
• Tread life
• Traction Fig. 4 Tread Wear Indicators
• Rolling resistance TIRE WEAR PATTERNS
• Speed capability Under inflation will cause wear on the shoulders of
It is recommend that tires equivalent to the origi- tire. Over inflation will cause wear at the center of
nal equipment tires be used when replacement is tire.
needed. Excessive camber causes the tire to run at an
Failure to use equivalent replacement tires may angle to the road. One side of tread is then worn
adversely affect the safety and handling of the vehi- more than the other (Fig. 5).
cle.
The use of oversize tires not listed in the specifica-
tion charts may cause interference with vehicle com-
Fig. 5 Tire Wear Patterns

Excessive toe-in or toe-out causes wear on the
tread edges and a feathered effect across the tread
(Fig. 5).
TIRE NOISE OR VIBRATION

Radial-ply tires are sensitive to force impulses
caused by improper mounting, vibration, wheel
defects, or possibly tire imbalance.
To find out if tires are causing the noise or vibra-
tion, drive the vehicle over a smooth road at varying
speeds. Note the noise level during acceleration,
deceleration and slight left and right steering inputs.
SERVICE PROCEDURES
ROTATION Fig. 6 Tire Rotation Pattern

Tires on the front and rear operate at different
loads and perform different steering, driving, and spot on the wheel rim. The high spot on the tire is
braking functions. For these reasons they wear at marked with a paint mark or a bright colored adhe-
unequal rates and tend to develop irregular wear sive label on the outboard sidewall. The low spot on
patterns. These effects can be reduced by rotating the rim is identified with a label on the outside of the
the tires at regular intervals. The benefits of tire rim and a dot on the inside of the rim. If the outside
rotation are: label has been removed the tire will have to be
• Increase tread life removed to locate the dot on the inside of the rim.
• Maintain traction levels Before dismounting a tire from its wheel, a refer-
• A smooth, quiet ride ence mark should be placed on the tire at the valve
The suggested method of tire rotation is (Fig. 6). stem location. This reference will ensure that it is
Other rotation methods can be used, but they will remounted in the original position on the wheel.
not provide all the tire longevity benefits. (1) Use a dial indicator to locate the high spot of
the tire on the center tread rib (Fig. 7). Record the
MATCH MOUNTING indicator reading and mark the high spot on the tire.
Tires and wheels are currently match mounted at Place a mark on the tire at the valve stem location
the factory. Match mounting is a technique used to (Fig. 8).
reduce runout in the wheel/tire assembly. This means (2) Break down the tire and remount it 180
that the high spot of the tire is aligned with the low degrees on the rim (Fig. 9).
Fig. 7 Dial Indicator
Fig. 9 Remount Tire 180 Degrees
Fig. 8 First Measurement On Tire

(3) Measure the total runout again and mark the
tire to indicate the high spot.
(4) If runout is still excessive use the following
procedures.
(a) If the high spot is within 101.6 mm (4.0 in.)
of the first spot and is still excessive, replace the
tire.
Fig. 10 Remount Tire 90 Degrees In Direction of
(b) If the high spot is within 101.6 mm (4.0 in.)
Arrow
of the first spot on the wheel, the wheel may be out
of specifications. Refer to Wheel and Tire Runout. REPAIRING LEAKS
(c) If the high spot is NOT within 101.6 mm (4.0 For proper repairing, a radial tire must be removed
in.) of either high spot, draw an arrow on the tread from the wheel. Repairs should only be made if the
from second high spot to first. Break down the tire defect, or puncture, is in the tread area (Fig. 11). The
and remount it 90 degrees on rim in that direction tire should be replaced if the puncture is located in
(Fig. 10). This procedure will normally reduce the the sidewall.
runout to an acceptable amount. Deflate tire completely before removing the tire
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.
Before mounting tire on wheel, make sure all rust
is removed from the rim bead and repaint if neces-
sary.
Install wheel on vehicle, and tighten to proper
torque specification.

CLEANING TIRES
Remove protective coating on tires before delivery
of vehicle. This coating may cause deterioration of
tires.
To remove the protective coating applying warm
water and let it soak for a few minutes. Then scrub
the coating away with a soft bristle brush. Steam
cleaning may also be used to remove the coating.
NOTE: DO NOT use gasoline, mineral oil, oil-based Fig. 11 Tire Repair Area
solvent or wire brush for cleaning.
WHEELS
INDEX
page page

WHEEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 TIRE AND WHEEL BALANCE . . . . . . . . . . . . . . . . 9
DIAGNOSIS AND TESTING WHEEL INSTALLATION . . . . . . . . . . . . . . . . . . . . 8
TIRE AND WHEEL RUNOUT . . . . . . . . . . . . . . . . 7 SPECIFICATIONS
WHEEL INSPECTION . . . . . . . . . . . . . . . . . . . . . . 7 TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . . . 10

WHEEL WHEEL INSPECTION
The rim size is on the vehicle safety certification label Inspect wheels for:
located on the drivers door shut face. The size of the • Excessive run out
rim is determined by the drivetrain package. Original • Dents or cracks
equipment wheels/rims are designed for operation up to • Damaged wheel lug nut holes
the specified maximum vehicle capacity. • Air Leaks from any area or surface of the rim
All models use steel or cast aluminum wheels. Every
wheel has raised sections between the rim flanges and NOTE: Do not attempt to repair a wheel by ham-
rim drop well called safety humps (Fig. 1). mering, heating or welding.
If a wheel is damaged an original equipment

replacement wheel should be used. When obtaining
replacement wheels, they should be equivalent in
load carrying capacity. The diameter, width, offset,
pilot hole and bolt circle of the wheel should be the
same as the original wheel.
WARNING: FAILURE TO USE EQUIVALENT REPLACE-

MENT WHEELS MAY ADVERSELY AFFECT THE
SAFETY AND HANDLING OF THE VEHICLE. USED
WHEELS ARE NOT RECOMMENDED. THE SERVICE
HISTORY OF THE WHEEL MAY HAVE INCLUDED
SEVERE TREATMENT OR VERY HIGH MILEAGE. THE
RIM COULD FAIL WITHOUT WARNING.
TIRE AND WHEEL RUNOUT

Fig. 1 Safety Rim Radial runout is the difference between the high
and low points on the tire or wheel (Fig. 2).
Initial inflation of the tire forces the bead over Lateral runout is the wobble of the tire or wheel.
these raised sections. In case of rapid loss of air pres- Radial runout of more than 1.5 mm (.060 inch)
sure, the raised sections help hold the tire on the measured at the center line of the tread may cause
wheel. the vehicle to shake.
The wheel studs and nuts are designed for specific Lateral runout of more than 2.0 mm (.080 inch)
applications. All aluminum and some steel wheels measured near the shoulder of the tire may cause the
have wheel stud nuts with an enlarged nose. This vehicle to shake.
enlarged nose is necessary to ensure proper retention Sometimes radial runout can be reduced. Relocate
of the wheels. Do not use replacement studs or nuts the wheel and tire assembly on the mounting studs
with a different design or lesser quality. (See Method 1). If this does not reduce runout to an
Fig. 3 Radial Runout
Fig. 2 Checking Tire/Wheel/Hub Runout

acceptable level, the tire can be rotated on the wheel.
(See Method 2).
METHOD 1 (RELOCATE WHEEL ON HUB)

(1) Drive vehicle a short distance to eliminate tire
flat spotting from a parked position.
(2) Check wheel bearings and adjust if adjustable
or replace if necessary.
(3) Check the wheel mounting surface.
(4) Relocate wheel on the mounting, two studs
over from the original position.
(5) Tighten wheel nuts until all are properly
torqued, to eliminate brake distortion.
(6) Check radial runout. If still excessive, mark
tire sidewall, wheel, and stud at point of maximum Fig. 4 Lateral Runout
runout and proceed to Method 2. SERVICE PROCEDURES
METHOD 2 (RELOCATE TIRE ON WHEEL)
WHEEL INSTALLATION
NOTE: Rotating the tire on wheel is particularly The wheel studs and nuts are designed for specific
effective when there is runout in both tire and applications. They must be replaced with equivalent
wheel. parts. Do not use replacement parts of lesser quality
or a substitute design. All aluminum and some steel
(1) Remove tire from wheel and mount wheel on wheels have wheel stud nuts which feature an
service dynamic balance machine. enlarged nose. This enlarged nose is necessary to
(2) Check wheel radial runout (Fig. 3) and lateral ensure proper retention of the aluminum wheels.
runout (Fig. 4).
• STEEL WHEELS: Radial runout 0.040 in., Lat- NOTE: Do not use chrome plated lug nuts with
eral runout 0.045 in. chrome plated wheels.
• ALUMINUM WHEELS: Radial runout 0.030 in.,
Before installing the wheel, be sure to remove any
Lateral runout 0.035 in.
build up of corrosion on the wheel mounting surfaces.
(3) If point of greatest wheel lateral runout is near
Ensure wheels are installed with good metal-to-metal
original chalk mark, remount tire 180 degrees.
contact. Improper installation could cause loosening
Recheck runout, Refer to match mounting procedure.
of wheel nuts. This could affect the safety and han-
dling of your vehicle.
To install the wheel, first position it properly on
the mounting surface. All wheel nuts should then be
tightened just snug. Gradually tighten them in • Width
sequence to the proper torque specification (Fig. 5). • Offset
Never use oil or grease on studs or nuts. • Mounting configuration
Failure to use equivalent replacement wheels may
affect the safety and handling of your vehicle.
Replacement with used wheels is not recommended.
Their service history may have included severe treat-
ment.
TIRE AND WHEEL BALANCE

It is recommended that a two plane service
dynamic balancer be used when a tire and wheel
assembly require balancing. Refer to balancer opera-
tion instructions for proper cone mounting proce-
dures. Typically use front cone mounting method for
steel wheels. For aluminum wheel use back cone
mounting method without cone spring.
NOTE: Static should be used only when a two

plane balancer is not available.
Fig. 5 Lug Nut Tightening Pattern
WHEEL REPLACEMENT
NOTE: Cast aluminum wheels require coated bal-
Wheels must be replaced if they have:
ance weights and special alignment equipment.
• Excessive runout
• Bent or dented Wheel balancing can be accomplished with either
• Leak air through welds on or off vehicle equipment. When using on-vehicle
• Have damaged bolt holes balancing equipment, remove the opposite wheel/tire.
Wheel repairs employing hammering, heating, or Off-vehicle balancing is recommended.
welding are not allowed. For static balancing, find location of heavy spot
Original equipment wheels are available through causing the imbalance. Counter balance wheel
your dealer. Replacement wheels from any other directly opposite the heavy spot. Determine weight
source should be equivalent in: required to counter balance the area of imbalance.
• Load carrying capacity Place half of this weight on the inner rim flange and
• Diameter the other half on the outer rim flange (Fig. 6).
Fig. 6 Static Unbalance & Balance

For dynamic balancing, the balancing equipment is
designed to locate the amount of weight to be applied
to both the inner and outer rim flange (Fig. 7).
Fig. 7 Dynamic Unbalance & Balance

SPECIFICATIONS
TORQUE CHART
DESCRIPTION TORQUE
Lug Nut
1/2 X 20 with 60° Cone . . . . . . . . . . . .115-150 N·m
(85-115 ft. lbs.)
ZJ BODY 23 - 1
BODY
CONTENTS
page page
BODY COMPONENTS . . . . . . . . . . . . . . . . . . . . . 21 POWER SUNROOF . . . . . . . . . . . . . . . . . . . . . . . . 9

GENERAL SERVICE INFORMATION . . . . . . . . . . . 1 SEATS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
PAINT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 STATIONARY GLASS . . . . . . . . . . . . . . . . . . . . . . . 5
GENERAL SERVICE INFORMATION
INDEX
page
GENERAL INFORMATION
SAFETY PRECAUTIONS AND WARNINGS . . . . . . 1
GENERAL INFORMATION Do not use abrasive chemicals or compounds on

painted surfaces. Damage to finish can result.
SAFETY PRECAUTIONS AND WARNINGS Do not use harsh alkaline based cleaning sol-
vents on painted or upholstered surfaces. Damage
WARNING: EYE PROTECTION SHOULD BE USED to finish or color can result.
WHEN SERVICING GLASS COMPONENTS. PER- Do not hammer or pound on plastic trim panel
SONAL INJURY CAN RESULT. when servicing interior trim. Plastic panels can
USE A OSHA APPROVED BREATHING FILTER break.
WHEN SPRAYING PAINT OR SOLVENTS IN A CON-
FINED AREA. PERSONAL INJURY CAN RESULT. Chrysler Corporation uses many different types of
AVOID PROLONGED SKIN CONTACT WITH push-in fasteners to secure the interior and exterior
PETROLEUM OR ALCOHOL– BASED CLEANING trim to the body. Most of these fasteners can be
SOLVENTS. PERSONAL INJURY CAN RESULT. reused to assemble the trim during various repair
DO NOT STAND UNDER A HOISTED VEHICLE procedures. At times, a push-in fastener cannot be
THAT IS NOT PROPERLY SUPPORTED ON SAFETY removed without damaging the fastener or the com-
STANDS. PERSONAL INJURY CAN RESULT. ponent it is holding. If it is not possible to remove a
fastener without damaging a component or body, cut
or break the fastener and use a new one when
CAUTION: When holes must be drilled or punched installing the component. Never pry or pound on a
in an inner body panel, verify depth of space to the plastic or pressed-board trim component. Using a
outer body panel, electrical wiring, or other compo- suitable fork-type prying device, pry the fastener
nents. Damage to vehicle can result. from the retaining hole behind the component being
Do not weld exterior panels unless combustible removed. When installing, verify fastener alignment
material on the interior of vehicle is removed from with the retaining hole by hand. Push directly on or
the repair area. Fire or hazardous conditions, can over the fastener until it seats. Apply a low-force pull
result. to the panel to verify that it is secure.
Always have a fire extinguisher ready for use When it is necessary to remove components to ser-
when welding. vice another, it should not be necessary to apply
Disconnect the negative (-) cable clamp from the excessive force or bend a component to remove it.
battery when servicing electrical components that Before damaging a trim component, verify hidden
are live when the ignition is OFF. Damage to electri- fasteners or captured edges holding the component in
cal system can result. place.
23 - 2 BODY ZJ
PAINT
INDEX
page page
GENERAL INFORMATION WET SANDING, BUFFING, AND POLISHING . . . . 2

BASE COAT/CLEAR COAT FINISH . . . . . . . . . . . . 2 SPECIFICATIONS
PAINT CODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 AFTER MARKET PAINT REPAIR PRODUCTS . . . 3
PAINTED SURFACE TOUCH-UP . . . . . . . . . . . . . 2
GENERAL INFORMATION PAINTED SURFACE TOUCH-UP

When a painted metal surface has been scratched
PAINT CODE or chipped, it should be touched-up as soon as possi-
Exterior vehicle body colors are identified on the ble to avoid corrosion. For best results, use Mopart
Body Code plate. The plate is located on the top, Scratch Filler/Primer, Touch-Up Paints and Clear Top
right side of the dash panel below the cowl grille in Coat. Refer to Introduction group of this manual for
the engine compartment. Refer to the Introduction Body Code Plate information.
section at the front of this manual for body code
plate description. The paint code is also identified on TOUCH-UP PROCEDURE
the Vehicle Safety Certification Label which is (1) Scrape loose paint and corrosion from inside
located on the drivers door shut face. The color scratch or chip.
names provided in the Paint and Trim Code Descrip- (2) Clean affected area with Mopart Tar/Road Oil
tion chart are the color names used on most repair Remover, and allow to dry.
product containers. (3) Fill the inside of the scratch or chip with a coat
of filler/primer. Do not overlap primer onto good sur-
BASE COAT/CLEAR COAT FINISH face finish. The applicator brush should be wet
On most vehicles a two-part paint application (base enough to puddle-fill the defect without running. Do
coat/clear coat) is used. Color paint that is applied to not stroke brush applicator on body surface. Allow
primer is called base coat. The clear coat protects the the filler/primer to dry hard.
base coat from ultraviolet light and provides a dura- (4) Cover the filler/primer with color touch-up
ble high-gloss finish. paint. Do not overlap touch-up color onto the original
color coat around the scratch or chip. Butt the new
WET SANDING, BUFFING, AND POLISHING color to the original color, if possible. Do not stroke
Minor acid etching, orange peel, or smudging in applicator brush on body surface. Allow touch-up
clear coat or single-stage finishes can be reduced paint to dry hard.
with light wet sanding, hand buffing, and polishing. (5) On vehicles without clear coat, the touch-up
If the finish has been wet sanded in the past, it color can be lightly wet sanded (1500 grit) and pol-
cannot be repeated. Wet sanding operation ished with rubbing compound.
should be performed by a trained automotive (6) On vehicles with clear coat, apply clear top coat
paint technician. to touch-up paint with the same technique as
described in Step 4. Allow clear top coat to dry hard.
CAUTION: Do not remove clear coat finish, if If desired, Step 5 can be performed on clear top coat.
equipped. Base coat paint must retain clear coat for
durability.
ZJ BODY 23 - 3
SPECIFICATIONS
AFTER MARKET PAINT REPAIR PRODUCTS
EXTERIOR COLOR
CHRY AKZO
EXTERIOR SHERWIN-
CODE PPG BASF DuPONT NOBEL
COLOR WILLIAMS
* SIKKENS
Dark Rosewood
REG 27558 25041 B9519 50266 CHA95:REG
Pearl Coat
Flame Red Clear
PR4 4679 23043 B9326 46916 CHA93:PR4
Coat
Deep Slate Pearl
VAW 5292 27166 B9774 54118 CHA97:VAW
Coat
Char Gold II Satin
RJ7 35748 25037 B9532 50278 CHA95:RJ7
Glow
Light Driftwood
MFA 4569 22110 B9623 46579 CHA92:MFA
Satin Glow
Forest Green Pearl
SG8 47439 26078 B9609 51062 CHA95:SG8
Coat
Deep Amethyst
TCN 5246 27038 B9736 52026 CHA97:TCN
Pearl Coat
Bright Metallic
MS4 4820 24082 B9642 48823 CHA94:MS4
Clear Coat
34858
Black Clear Coat DX8 9700 15214 99 CHA85:DX8
90-5950
Taupe Frost Pearl
TTK 5244 27040 B9750 52567 CHA97:TTK
Coat
Stone White Clear
SW1 83542 26089 B9622 51540 CHA96:SW1
Coat
23 - 4 BODY ZJ
CLADDING COLOR
CHRY SHER- AKZO

CLADDING
CODE PPG BASF DuPONT WIN-WIL- NOBEL
COLOR
* LIAMS SIKKENS
Flame Red PR4 4679 23043 B9326 46916 CHAPR4M
Medium Driftwood MFD 27360 23054 C9321 48024 CHA93:MFD
Dark Rosewood REG 4966 25041 B9519 50266 CHAREGM
Deep Hunter Green SG8 47439 26078 B9609 51062 CHASG8M
Deep Amethyst TCN 5246 27038 B9736 52026 CHA97:TCN
34858
Black DX8 9700 15214 F0204 CHADX8M
90-5950
Dark Neutral Gray HS5 34349 20215 C8923 40392 CHA90:HS5
Deep Slate VAW 5292 27166 B9774 54118 CHA97:VAW
Bright Platinum MS4 4820 24082 B9462 48823 CHAMS4M
Char Gold II Satin
RJ7 4975 25037 B9532 50278 CHA95:RJ7
Glow
Taupe Frost TTK 5244 27040 B9750 52567 CHA97:TTK
Stone White SW1 83542 26089 B9622 51539 CHASW1M
NOTE: *Herberts Standox and Spies Hecker use the

Chrysler paint code as listed on the Body Code
Plate and the Vehicle Safety Certification label.
INTERIOR COLOR
AKZO
INTERIOR CHRY SHERWIN-
PPG BASF DuPONT NOBEL
COLOR CODE WILLIAMS
SIKKENS
Agate AZ 9856/2-1461 22135 C9208 45994 CHALAZI
Mist Gray C3 35799/2-1576 25065 C9507 50508 CHARC3I
Saddle T6 27917/2-1594 26121 C9603 51541 CHART6I
Saddle/ Moss TJ N/A 26121 C9604 C9513 51542 CHART6I/
Green 25069 50512 CHARJ4I
(RT6/RJ4)
ZJ BODY 23 - 5
STATIONARY GLASS
INDEX
page page
DESCRIPTION AND OPERATION QUARTER WINDOW GLASS . . . . . . . . . . . . . . . . 7

SAFETY PRECAUTIONS . . . . . . . . . . . . . . . . . . . 5 WINDSHIELD . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
LIFTGATE GLASS . . . . . . . . . . . . . . . . . . . . . . . . 8
DESCRIPTION AND OPERATION Be careful not to damage painted surfaces when

removing moldings or cutting urethane around
SAFETY PRECAUTIONS windshield.
WARNING: DO NOT OPERATE THE VEHICLE It is difficult to salvage a windshield during the
WITHIN 24 HOURS OF WINDSHIELD INSTALLATION. removal operation. The windshield is part of the
IT TAKES AT LEAST 24 HOURS FOR URETHANE structural support for the roof. The urethane bonding
ADHESIVE TO CURE. IF IT IS NOT CURED, THE used to secure the windshield to the fence is difficult
WINDSHIELD MAY NOT PERFORM PROPERLY IN to cut or clean from any surface. If the moldings are
AN ACCIDENT. set in urethane, it would also be unlikely they could
URETHANE ADHESIVES ARE APPLIED AS A SYS- be salvaged. Before removing the windshield, check
TEM. USE GLASS CLEANER, GLASS PREP SOL- the availability of the windshield and moldings from
VENT, GLASS PRIMER, PVC (VINYL) PRIMER AND the parts supplier.
PINCHWELD (FENCE) PRIMER PROVIDED BY THE
ADHESIVE MANUFACTURER. IF NOT, STRUCTURAL
INTEGRITY COULD BE COMPROMISED.
CHRYSLER DOES NOT RECOMMEND GLASS
WINDSHIELD
ADHESIVE BY BRAND. TECHNICIANS SHOULD
REVIEW PRODUCT LABELS AND TECHNICAL DATA REMOVAL
SHEETS, AND USE ONLY ADHESIVES THAT THEIR (1) Remove inside rear view mirror.
MANUFACTURES WARRANT WILL RESTORE A (2) Remove cowl cover.
VEHICLE TO THE REQUIREMENTS OF FMVSS 212. (3) Remove screws attaching windshield side mold-
TECHNICIANS SHOULD ALSO INSURE THAT PRIM- ing to A-pillar (Fig. 1).
ERS AND CLEANERS ARE COMPATIBLE WITH THE (4) Remove upper windshield molding.
PARTICULAR ADHESIVE USED. (5) Cut urethane bonding from around windshield
BE SURE TO REFER TO THE URETHANE MANU- using a suitable sharp cold knife. A pneumatic cut-
FACTURER’S DIRECTIONS FOR CURING TIME ting device can be used if available (Fig. 2).
SPECIFICATIONS, AND DO NOT USE ADHESIVE (6) Separate windshield from vehicle.
AFTER ITS EXPIRATION DATE.
VAPORS THAT ARE EMITTED FROM THE URE- INSTALLATION
THANE ADHESIVE OR PRIMER COULD CAUSE
PERSONAL INJURY. USE THEM IN A WELL-VENTI- WARNING: REVIEW ALL WARNINGS AND CAU-
LATED AREA. TIONS IN THIS GROUP BEFORE PRECEDING WITH
SKIN CONTACT WITH URETHANE ADHESIVE INSTALLATION.
SHOULD BE AVOIDED. PERSONAL INJURY MAY
RESULT.
ALWAYS WEAR EYE AND HAND PROTECTION CAUTION: Open a window before installing wind-
WHEN WORKING WITH GLASS. shield. This will avoid pressurizing the passenger
compartment. If a door or liftgate is slammed before
urethane is cured, water leaks can result.
CAUTION: Protect all painted and trimmed surfaces
from coming in contact with urethane or primers. The windshield fence should be cleaned of old ure-
thane bonding material. Support spacers should be
23 - 6 BODY ZJ
Fig. 1 Windshield
(3) Clean inside of windshield with Mopar Glass
Cleaner and lint-free cloth.
(4) Apply clear glass primer 25 mm (1 in.) wide
around edge of windshield. Wipe with clean/dry lint-
free cloth.
(5) Apply black-out primer 15 mm (.75 in.) wide on
top and sides of windshield and 25 mm (1 in.) on bot-
tom of windshield. Allow at least three minutes dry-
ing time.
(6) Position windshield spacers on lower fence
above support spacers at the edge of the windshield
opening (Fig. 1).
Fig. 2 Cut Urethane Around Windshield—Typical
(7) Apply a 10 mm (0.4 in.) bead of urethane
cleaned and properly installed on weld studs or around perimeter of windshield along the inside of
repair screws at bottom of windshield opening. the moldings. Apply two beads along the bottom
(1) Place replacement windshield into windshield edge.
opening. Position glass in the center of the opening (8) Install upper molding onto windshield.
against the support spacers. Mark the glass at the (9) Apply fence primer around the perimeter of the
support spacers with a grease pencil or masking tape windshield opening fence. Allow at least 18 minutes
and ink pen to use as a reference for installation. drying time.
Remove replacement windshield from windshield (10) With aid of a helper, position windshield over
opening (Fig. 3). windshield opening. Align reference marks at bottom
(2) Position the windshield inside up on a suitable of windshield to support spacers.
work surface with two padded, wood 10 cm by 10 cm (11) Slowly lower windshield glass to windshield
by 50 cm (4 in. by 4 in. by 20 in.) blocks, placed par- opening fence. Guide top molding into proper position
allel 75 cm (2.5 ft.) apart (Fig. 4). if necessary. Push windshield inward to fence spacers
at bottom and until top molding is flush to roof line.
ZJ BODY 23 - 7
(12) Clean excess urethane from exterior with QUARTER WINDOW GLASS
Mopar Super Clean or equivalent.
(13) Install windshield side moldings. REMOVAL
(14) Install cowl cover and wipers. (1) Cut urethane bonding from around quarter
(15) Install inside rear view mirror. window glass using a suitable sharp cold knife. A
(16) After urethane has cured, water test wind- pneumatic cutting device can be used if available.
shield to verify repair. (2) Separate glass from vehicle.
INSTALLATION
CAUTION: Open a window before installing glass.

This will avoid pressurizing the passenger compart-
ment. If a door or liftgate is slammed before ure-
thane is cured, water leaks can result.
The window opening fence should be cleaned of old

urethane bonding material.
(1) Clean inside of glass with Mopar Glass Cleaner
and lint-free cloth.
(2) Apply PVC (vinyl) primer 25 mm (1 in.) wide
around edge of glass. Wipe with clean/dry lint-free
cloth.
(3) Apply fence primer around edge of fence. Allow
at least eighteen minutes drying time.
Fig. 3 Center Windshield and Mark at Support (4) Apply a 10 mm (0.4 in.) bead of urethane
Spacers around window vinyl border location.
Position glass into window opening and lock clips
into place (Fig. 5).
Fig. 4 Work Surface Set up and Molding Installation
Fig. 5 Quarter Window Glass

23 - 8 BODY ZJ
LIFTGATE GLASS (4) Apply a 10 mm (0.4 in.) bead of urethane
around window vinyl border location.
REMOVAL Position glass into window opening and lock clips
(1) Cut urethane bonding from around liftgate into place (Fig. 6).
glass using a suitable sharp cold knife. A pneumatic
cutting device can be used if available.
(2) Separate glass from vehicle.
INSTALLATION
CAUTION: Open a window before installing glass.

This will avoid pressurizing the passenger compart-
ment. If a door or liftgate is slammed before ure-
thane is cured, water leaks can result.
The window opening fence should be cleaned of old

urethane bonding material.
(1) Clean inside of glass with Mopar Glass Cleaner
and lint-free cloth.
(2) Apply PVC (vinyl) primer 25 mm (1 in.) wide
around edge of glass. Wipe with clean/dry lint-free
cloth. Fig. 6 Liftgate Glass
(3) Apply fence primer around edge of fence. Allow
at least eighteen minutes drying time.
ZJ BODY 23 - 9
POWER SUNROOF
INDEX
page page
GENERAL INFORMATION GUIDE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . 15

GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 9 MOTOR AND DRIVE GEARS . . . . . . . . . . . . . . . 13
REMOVAL AND INSTALLATION SUNROOF ADJUSTMENT BRACKET . . . . . . . . . 13
DRAIN CHANNEL . . . . . . . . . . . . . . . . . . . . . . . . 13 SUNSHADE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
DRAIN TUBE . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 WIND DEFLECTOR . . . . . . . . . . . . . . . . . . . . . . 12
DRIVE CABLE LOCATORS . . . . . . . . . . . . . . . . . 13 ADJUSTMENTS
DRIVE CABLES . . . . . . . . . . . . . . . . . . . . . . . . . 14 GLASS PANEL VERTICAL HEIGHT
GLASS PANEL . . . . . . . . . . . . . . . . . . . . . . . . . . 12 ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . 16
GENERAL INFORMATION
GENERAL INFORMATION
All sunroofs are equipped with drain tubes (Fig. 1)
and (Fig. 2). The drain tubes must be kept open to
prevent water from entering passenger compartment.
When servicing separate components, refer to the
Sunroof Component view (Fig. 3) for part description.
Fig. 1 Drain Tubes

23 - 10 BODY ZJ
Fig. 2 Drain Tube Locations

ZJ BODY 23 - 11
Fig. 3 Sunroof Components

23 - 12 BODY ZJ
Sunroof Components
1 Glass Panel 15 Cable & Bracket
2 Seal 16 Locator
3 Reinforcement 17 Tray
4 Support 18 Cover
5 Deflector 19 Track (R) or (L)
6 Sunshade 20 Drain Hose
7 Clip 21 Relay
8 Handle 22 Spacer
9 Bracket (R) or (L) 23 Screw & Washer
10 Locator 24 Motor
11 Drain Channel 25 Cables
12 Screw 26 Nut
13 Bracket 27 Bracket
14 Seal 28 Bracket
REMOVAL AND INSTALLATION (3) Position sunshade full rearward.

(4) Loosen nuts holding glass panel to side adjust-
WIND DEFLECTOR ment brackets show in View B (Fig. 5).
(5) Slide glass panel rearward 12mm (0.5in.) and
REMOVAL separate glass from sunroof unit.
(1) Open sun roof glass panel.
(2) Remove screws holding wind deflector to sun
roof unit side rail (Fig. 4).
(3) Separate wind deflector from vehicle.
Fig. 4 Deflector Assembly

INSTALLATION
(1) Reverse preceding operation. Fig. 5 Glass Adjustment
INSTALLATION
GLASS PANEL (1) Position glass panel in opening with logo rear-
ward and slide panel forward 12 mm (0.5in.).
REMOVAL (2) Verify that attaching nuts are below top sur-
(1) Position glass to vent position. face of glass adjustment brackets.
(2) Remove wind deflector mechanism covers (Fig. (3) Close sunroof to center glass panel in roof
5). opening.
ZJ BODY 23 - 13
(4) Tighten center nuts to hold adjustment.
(5) Open glass to vent position and tighten nuts to
8 N·m (70.8 in. lbs.).
(6) Close glass and check alignment.
(7) Locate glass to vent position.
(8) Install mechanism covers.
SUNROOF ADJUSTMENT BRACKET

REMOVAL
(1) Remove wind deflector, mechanism covers and
glass panel.
(2) Move glass carriage to vent position and
remove rearward adjustment bolt from adjustment
bracket.
(3) Lift rear of adjustment bracket to highest ver-
tical position and disengage front of bracket from
unit (Fig. 5).
INSTALLATION
(1) Reverse the preceding operation. Adjust glass
as necessary. Fig. 6 Drain Tube
DRAIN CHANNEL (2) Engage clamps securing drain tube to body.
(3) Install front/rear trim panels as necessary.
REMOVAL (4) Install drain tube to sunroof and engage clamp.
(1) Move glass to vent position. (5) Install the headliner.
(2) Remove mechanism covers and glass panel.
(3) Remove screws holding drain channel to sup- DRIVE CABLE LOCATORS
port frame.
REMOVAL
INSTALLATION (1) Position glass 19 mm (0.75 in.) until rearward
(1) Reverse preceding operation. cable locator is visible.
(2) Remove screws holding drive cable locator to
DRAIN TUBE unit.
(3) Remove travel limiting micro switch grommet
REMOVAL and disconnect wire connector.
(1) Remove the headliner to access clamps attach- (4) Insert a small screwdriver under rear edge of
ing drain tube to sunroof. locator and pry locator from track (Fig. 8).
(2) Disengage clamps attaching drain tube to sun-
roof (Fig. 6). INSTALLATION
(3) Tape the end of the old drain tube to the new (1) Reverse preceding operation. The small out-
drain tube. Ensure that the tape build up on the tube board lip underneath cable locator slips under bottom
ends is not excessive. slot on guide track. After locator is seated, install
(4) Remove front/rear trim panels as necessary to screws.
disengage clamps securing drain tube to body (Fig.
7). MOTOR AND DRIVE GEARS
(5) Remove the drain tube plug from the underside
of the vehicle. REMOVAL
(6) From the underside of the vehicle carefully, (1) Open sunroof to vent position.
pull/route the drain tube through the body panel. (2) Remove headlining.
Applying a soapy water solution to the new tube may (3) Remove bolts holding sunroof motor to motor
aid in this procedure. bracket.
(4) Disconnect wire connector.
INSTALLATION (5) Separate motor and drive gear from drive
(1) Install the plug adapter to the bottom of the cables (Fig. 9).
drain tube.
23 - 14 BODY ZJ
Fig. 7 Drain Tube Clamps
Fig. 8 Removing Cable Drive Locator

INSTALLATION
(1) Verify that sunroof is in vent position. Push
mechanism forward on both sides to align drive
cables.
Fig. 9 Sunroof Motor And Drive Gear
(2) Engage drive gears onto drive cables.
(3) Install motor and drive gear screws and (2) Remove headlining, wind deflector, mechanism
tighten to 5 N·m (44in-lbs.). covers, glass panel, side glass adjustment brackets,
(4) Install headlining. motor and drive cable locators.
(3) Lift cable out of cable retainer and pull for-
DRIVE CABLES ward. Separate cable from assembly (Fig. 10).
(1) Open sunroof to vent position. Verify sunroof is in vent position. Push mechanism
forward on both sides to align drive cables. Reverse
the preceding operation.
ZJ BODY 23 - 15
INSTALLATION
(1) Reverse removal procedure.
GUIDE ASSEMBLY
REMOVAL
(1) Remove wind deflector, mechanism covers,
glass panel, drain channel, sunshade and drive cable
locator as necessary.
(2) Move glass carriage to vent position.
(3) Remove front slide from guide assembly.
(4) Remove screws holding front and center guide
track to unit.
(5) Pull cable out of groove for cable end.
(6) Pull guide outward to release from housing.
Separate rear end of guide from clips. Slide guide out
Fig. 10 Drive Cables of unit (Fig. 12).
SUNSHADE
REMOVAL
(1) Remove wind deflector, mechanism covers and
glass panel.
(2) Position system to full rearward position.
(3) Slide sunshade panel full forward and release
the front tabs from track assembly.
(4) Pull front and rear retaining clips inboard and
lift sunshade out (Fig. 11).
Fig. 12 Guide Assembly

INSTALLATION
(1) Install guide cable into rear of guide assembly.
(2) Install guide assembly at an angle so the rear
portion slips under finger clips at rear of module
housing.
(3) Place cable in groove of cable holder.
(4) Install screws in track assembly.
(5) Install wind deflector, mechanism covers, glass
panel, drain channel, sunshade and drive cable loca-
tor as necessary.
Fig. 11 Sunshade
23 - 16 BODY ZJ
ADJUSTMENTS
GLASS PANEL VERTICAL HEIGHT ADJUSTMENT
(1) Open glass to vent position.
(2) Slide upper half of mechanism covers rearward
until clips disengage and separate covers from vehi-
cle (Fig. 13).
(3) Close glass panel. Separately loosen adjusting
bolts shown in View A (Fig. 13) and individually
adjust the corners of the glass.
(4) Adjust front of glass panel to 1.0 mm (0.040
in.) below top surface of roof panel.
(5) Adjust rear of glass to 1.0 mm (0.040 in.) above
top surface of roof panel.
(6) Tighten adjustment bolts and install covers.
Fig. 13 Glass Adjustment

ZJ BODY 23 - 17
SEATS
INDEX
page page
REMOVAL AND INSTALLATION BUCKET SEAT TRACK . . . . . . . . . . . . . . . . . . . . 19

BUCKET SEAT BACK COVER . . . . . . . . . . . . . . 17 LUMBAR SUPPORT . . . . . . . . . . . . . . . . . . . . . . 18
BUCKET SEAT BACK . . . . . . . . . . . . . . . . . . . . . 17 REAR SEAT BACK COVER . . . . . . . . . . . . . . . . 20
BUCKET SEAT CUSHION COVER . . . . . . . . . . . 18 REAR SEAT CUSHION COVER . . . . . . . . . . . . . 20

BUCKET SEAT BACK
REMOVAL
(1) Position seat back into full recline.
(2) Remove seat cushion outboard trim cover (Fig.
1).
(3) Remove bolts attaching recliner to seat cushion
frame (Fig. 2).
(4) Remove inboard pivot bolt.
(5) Disengage electrical connectors for power lum-
bar, power recliner and seat heater element, if
equipped.
(6) Separate seat back from vehicle.
Fig. 2 Bucket Seat Recliner

BUCKET SEAT BACK COVER
REMOVAL
(1) Remove head restraint.
(2) Remove seat back.
(3) Unfasten seat back cover zipper.
(4) Route zipper over power recliner motor, if
equipped.
(5) Slide hand between the face of the seat back
cushion and the cushion cover and carefully separate
hook and loop fastener (Fig. 3).
(6) Roll cover upward to top of seat back.
(7) Carefully slide cover over head restraint guide
sleeves.
Fig. 1 Bucket Seat Trim Cover (8) Separate cover from seat back.
INSTALLATION
INSTALLATION
(1) Position seat back in vehicle.
(1) Position cover at the top of seat back.
(2) Engage electrical connectors for power lumbar,
(2) Carefully slide cover over head restraint guide
power recliner and seat heater element, if equipped.
sleeves.
(3) Install inboard pivot bolt. Tighten bolt to 40
(3) Roll cover downward.
(4) Route zipper over power recliner motor, if
(4) Install bolts attaching recliner to seat cushion
equipped.
frame. Tighten bolts to 28 N·m (20 ft. lbs.) torque.
(5) Fasten seat back cover zipper.
(5) Install seat cushion outboard trim cover.
(6) Install seat back.
(7) Install head restraint.
23 - 18 BODY ZJ
(5) Install hog rings at seat back base.
(6) Install seat back cover.
(7) Route lumbar and heater harness, if equipped.
Fig. 3 Seat Back Cover

LUMBAR SUPPORT
REMOVAL Fig. 5 Lumbar Support
(1) Remove seat back.
BUCKET SEAT CUSHION COVER
(2) Remove seat back cover.
(3) Slide Duont cover upward to access bolts REMOVAL
attaching recliner to seat back frame (Fig. 4) and (1) Remove seat from vehicle.
remove recliner. (2) Remove seat back.
(4) Disengage hog rings at base of seat back. (3) Using a trim stick, carefully pry knobs from
(5) Slide seat back frame out of seat back foam seat function switches, if equipped.
cushion. (4) Remove screws attaching seat function switch
(6) Remove Duon cover. to seat trim panel.
(5) Disengage J-strap attaching seat cover to front
of seat cushion frame.
(6) Using a trim stick or small flat blade, disen-
gage clips attaching seat cover to each side of seat
cushion frame.
(7) Disengage hog rings attaching seat cover to
rear of seat cushion frame.
(8) Route seat function switches through access
hole on outboard side of seat cushion, if equipped.
(9) Disengage seat cushion heater element connec-
tor, if equipped.
(10) Slide hand between seat cushion cover and
seat cushion. Carefully separate hook and loop fas-
tener (Fig. 6).
(11) Separate seat cushion cover from seat cush-
ion.
Fig. 4 Seat Back
INSTALLATION
INSTALLATION
(1) Position seat cover on cushion.
(1) Transfer components (Fig. 5):
(2) Align seat cover with cushion alignment inden-
• Back panel.
tations (Fig. 7).
• Head restraint sleeves.
(3) Engage seat cushion heater element connector,
• U-nut on inboard pivot location.
if equipped.
(2) Install recliner. Tighten to 28 N·m (20 ft. lbs.)
(4) Route seat function switches through access
torque.
hole on outboard side of seat cushion, if equipped.
(3) Slide on Duon cover.
(5) Engage J-strap attaching seat cover to front of
(4) Slide on seat back foam cushion
seat cushion frame.
ZJ BODY 23 - 19
Fig. 6 Seat Cushion Cover Fig. 7 Seat Cushion Alignment Indentations

(6) Engage hog rings attaching seat cover to rear
(7) Engage clips attaching seat cover to each side
(8) Install screws attaching seat function switch to
seat trim panel.
(9) Install seat back.
(10) Position knobs onto seat function switches
and press into place.
(11) Install seat.
BUCKET SEAT TRACK

REMOVAL
(1) Remove seat.
(2) Remove nuts attaching seat track to seat cush-
ion frame (Fig. 8).
(3) Disengage seat memory module connector, if
equipped.
(4) Separate seat track from seat cushion frame.
INSTALLATION
(1) Transfer seat memory module, if equipped. Fig. 8 Seat Track
(2) Position seat track on seat cushion frame.
(3) Engage seat memory module connector, if
equipped.
(4) Install nuts attaching seat track to seat cush-
ion frame. Tighten nuts to 20 N·m (15 ft. lbs.) torque.
23 - 20 BODY ZJ
REAR SEAT BACK COVER
REMOVAL
(1) Remove seatback from vehicle. If necessary,
refer to removal procedure.
(2) Remove headrest. Twist knob under headrest
and pull up and out of cylinders in seatback.
(3) Unfasten zipper (Fig. 9) on trim cover. and peel
cover off pad by turning inside-out.
(4) If necessary, headrest cylinders may be
removed from seatback frame. Squeeze locking tabs
on cylinder and slide cylinder upward and remove
from frame bracket.
INSTALLATION
Reverse removal procedure.
Fig. 9 Seatback Cover Removal
REAR SEAT CUSHION COVER (3) Remove pad and cover from pan.
(4) Separate cover from pad by turning inside-out
REMOVAL and opening hogrings along 3 grooves in pad.
(1) Remove seat cushion from vehicle. If necessary,
refer to removal procedure. INSTALLATION
(2) Using a trim tool, disengage seat cover retain- Reverse removal procedure.
ers that hold trim cover to flange of cushion pan.
ZJ BODY 23 - 21
BODY COMPONENTS
INDEX
page page
DIAGNOSIS AND TESTING LIFTGATE FLIP-UP GLASS LATCH HANDLE/

UNIVERSAL TRANSMITTER . . . . . . . . . . . . . . . . 23 STRIKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
WATER LEAKS . . . . . . . . . . . . . . . . . . . . . . . . . . 22 LIFTGATE FLIP-UP GLASS LATCH . . . . . . . . . . . 50
WIND NOISE . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 LIFTGATE FLIP-UP GLASS WEATHERSTRIP . . . 50
SERVICE PROCEDURES LIFTGATE FLIP-UP GLASS . . . . . . . . . . . . . . . . 49
BODY LUBRICATION . . . . . . . . . . . . . . . . . . . . . 23 LIFTGATE HINGE . . . . . . . . . . . . . . . . . . . . . . . . 48
REMOVAL AND INSTALLATION LIFTGATE LATCH STRIKER . . . . . . . . . . . . . . . . 49
A-PILLAR TRIM . . . . . . . . . . . . . . . . . . . . . . . . . 39 LIFTGATE LATCH . . . . . . . . . . . . . . . . . . . . . . . . 48
ASSIST HANDLE . . . . . . . . . . . . . . . . . . . . . . . . 39 LIFTGATE LOCK CYLINDER . . . . . . . . . . . . . . . 48
BODY SIDE CLADDING . . . . . . . . . . . . . . . . . . . 38 LIFTGATE OPENING WEATHERSTRIP . . . . . . . . 49
BODY STRIPES/DECALS . . . . . . . . . . . . . . . . . . 27 LIFTGATE OUTSIDE HANDLE . . . . . . . . . . . . . . 48
C-PILLAR TRIM . . . . . . . . . . . . . . . . . . . . . . . . . 41 LIFTGATE TRIM PANEL . . . . . . . . . . . . . . . . . . . 46
CARGO CARPET/MAT . . . . . . . . . . . . . . . . . . . . 44 LIFTGATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
COWL GRILLE AND SCREEN . . . . . . . . . . . . . . 26 LOWER B-PILLAR TRIM PANEL . . . . . . . . . . . . . 39
D-PILLAR TRIM . . . . . . . . . . . . . . . . . . . . . . . . . 41 LUGGAGE RACK . . . . . . . . . . . . . . . . . . . . . . . . 51
EXTERIOR NAMEPLATES . . . . . . . . . . . . . . . . . 27 LUGGAGE RACK—LIMITED PLUS . . . . . . . . . . . 52
FLIP-UP GLASS SWITCH . . . . . . . . . . . . . . . . . . 50 QUARTER TRIM PANELS . . . . . . . . . . . . . . . . . . 41
FLOOR CONSOLE . . . . . . . . . . . . . . . . . . . . . . . 43 QUARTER WINDOW APPLIQUE/AIR EXHAUSTER . 51
FRONT BUCKET SEAT . . . . . . . . . . . . . . . . . . . . 42 REAR DOOR HINGE . . . . . . . . . . . . . . . . . . . . . 35
FRONT CARPET/MAT . . . . . . . . . . . . . . . . . . . . 44 REAR DOOR INNER BELT SEAL . . . . . . . . . . . . 36
FRONT DOOR HINGE . . . . . . . . . . . . . . . . . . . . 31 REAR DOOR INSIDE HANDLE ACTUATOR . . . . 36
FRONT DOOR INNER BELT SEAL . . . . . . . . . . . 32 REAR DOOR LATCH STRIKER . . . . . . . . . . . . . 36
FRONT DOOR INSIDE HANDLE ACTUATOR . . . 32 REAR DOOR LATCH . . . . . . . . . . . . . . . . . . . . . 35
FRONT DOOR LATCH STRIKER . . . . . . . . . . . . 32 REAR DOOR OPENING WEATHERSTRIP . . . . . 37
FRONT DOOR LATCH . . . . . . . . . . . . . . . . . . . . 32 REAR DOOR OUTER BELT SEAL . . . . . . . . . . . 37
FRONT DOOR LOCK CYLINDER . . . . . . . . . . . . 31 REAR DOOR OUTSIDE HANDLE . . . . . . . . . . . . 35
FRONT DOOR OPENING WEATHERSTRIP . . . . 33 REAR DOOR SCUFF PLATE . . . . . . . . . . . . . . . 41
FRONT DOOR OUTER BELT SEAL . . . . . . . . . . 32 REAR DOOR TRIM PANEL . . . . . . . . . . . . . . . . . 34
FRONT DOOR OUTSIDE HANDLE . . . . . . . . . . . 31 REAR DOOR WINDOW GLASS . . . . . . . . . . . . . 38
FRONT DOOR RUN CHANNEL WEATHERSTRIP . . 33 REAR DOOR WINDOW REGULATOR . . . . . . . . 37
FRONT DOOR SCUFF PLATE . . . . . . . . . . . . . . 39 REAR DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
FRONT DOOR TRIM PANEL . . . . . . . . . . . . . . . . 29 REAR SEAT CUSHION . . . . . . . . . . . . . . . . . . . . 43
FRONT DOOR WATERDAM . . . . . . . . . . . . . . . . 30 REAR SEATBACK . . . . . . . . . . . . . . . . . . . . . . . 43
FRONT DOOR WINDOW GLASS . . . . . . . . . . . . 34 REAR SHOULDER/LAP BELT/BUCKLE . . . . . . . . 42
FRONT DOOR WINDOW REGULATOR . . . . . . . 33 REARVIEW MIRROR SUPPORT BRACKET . . . . 45
FRONT DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . 30 REARVIEW MIRROR . . . . . . . . . . . . . . . . . . . . . 45
FRONT FENDER . . . . . . . . . . . . . . . . . . . . . . . . 29 SAFETY LATCH STRIKER . . . . . . . . . . . . . . . . . 26
FRONT SHOULDER BELT/BUCKLE . . . . . . . . . . 42 SIDE VIEW MIRRORS . . . . . . . . . . . . . . . . . . . . 28
FUEL DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 SUNVISOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
GRILLE OPENING REINFORCEMENT (GOR) . . . 24 UPPER B-PILLAR TRIM PANEL . . . . . . . . . . . . . 39
GRILLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 ADJUSTMENTS
HEADLINER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 DOOR LATCH ADJUSTMENT . . . . . . . . . . . . . . . 53
HOOD HINGE . . . . . . . . . . . . . . . . . . . . . . . . . . 25 DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
HOOD INSULATION PANEL . . . . . . . . . . . . . . . . 25 HOOD ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . 52
HOOD LATCH STRIKER . . . . . . . . . . . . . . . . . . . 26 LIFTGATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
HOOD LATCH . . . . . . . . . . . . . . . . . . . . . . . . . . 25 SPECIFICATIONS
HOOD LOUVER . . . . . . . . . . . . . . . . . . . . . . . . . 25 BODY LUBRICANTS . . . . . . . . . . . . . . . . . . . . . 54
HOOD RELEASE CABLE . . . . . . . . . . . . . . . . . . 26 SPECIAL TOOLS
HOOD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 BODY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
LICENSE PLATE LAMP HOUSING . . . . . . . . . . . 51
23 - 22 BODY ZJ
DIAGNOSIS AND TESTING cle. For hoisting recommendations refer to Group 0,

Lubrication and Maintenance, General Information
WATER LEAKS section.
Water leaks can be caused by poor sealing,
improper body component alignment, body seam WATER LEAK DETECTION
porosity, missing plugs, or blocked drain holes. Cen- To detect a water leak point-of-entry, do a water
trifugal and gravitational force can cause water to test and watch for water tracks or droplets forming
drip from a location away from the actual leak point, on the inside of the vehicle. If necessary, remove inte-
making leak detection difficult. All body sealing rior trim covers or panels to gain visual access to the
points should be water tight in normal wet-driving leak area. If the hose cannot be positioned without
conditions. Water flowing downward from the front of being held, have someone help do the water test.
the vehicle should not enter the passenger or luggage Some water leaks must be tested for a considerable
compartment. Moving sealing surfaces will not length of time to become apparent. When a leak
always seal water tight under all conditions. At appears, find the highest point of the water track or
times, side glass or door seals will allow water to drop. The highest point usually will show the point of
enter the passenger compartment during high pres- entry. After leak point has been found, repair the
sure washing or hard driving rain (severe) condi- leak and water test to verify that the leak has
tions. Overcompensating on door or glass stopped.
adjustments to stop a water leak that occurs under Locating the entry point of water that is leaking
severe conditions can cause premature seal wear and into a cavity between panels can be difficult. The
excessive closing or latching effort. After completing trapped water may splash or run from the cavity,
a repair, water-test vehicle to verify leak has stopped often at a distance from the entry point. Most water
before returning vehicle to use. leaks of this type become apparent after accelerating,
stopping, turning, or when on an incline.
VISUAL INSPECTION BEFORE WATER LEAK
TESTS MIRROR INSPECTION METHOD
Verify that floor and body plugs are in place, body When a leak point area is visually obstructed, use
drains are clear, and body components are properly a suitable mirror to gain visual access. A mirror can
aligned and sealed. If component alignment or seal- also be used to deflect light to a limited-access area
ing is necessary, refer to the appropriate section of to assist in locating a leak point.
this group for proper procedures.
BRIGHT LIGHT LEAK TEST METHOD
WATER LEAK TESTS Some water leaks in the luggage compartment can
be detected without water testing. Position the vehi-
WARNING: DO NOT USE ELECTRIC SHOP LIGHTS cle in a brightly lit area. From inside the darkened
OR TOOLS IN WATER TEST AREA. PERSONAL luggage compartment inspect around seals and body
INJURY CAN RESULT. seams. If necessary, have a helper direct a drop light
over the suspected leak areas around the luggage
When the conditions causing a water leak have compartment. If light is visible through a normally
been determined, simulate the conditions as closely sealed location, water could enter through the open-
as possible. ing.
• If a leak occurs with the vehicle parked in a
steady light rain, flood the leak area with an open- PRESSURIZED LEAK TEST METHOD
ended garden hose. When a water leak into the passenger compart-
• If a leak occurs while driving at highway speeds ment cannot be detected by water testing, pressurize
in a steady rain, test the leak area with a reasonable the passenger compartment and soap test exterior of
velocity stream or fan spray of water. Direct the the vehicle. To pressurize the passenger compart-
spray in a direction comparable to actual conditions. ment, close all doors and windows, start engine, and
• If a leak occurs when the vehicle is parked on an set heater control to high blower in HEAT position. If
incline, hoist the end or side of the vehicle to simu- engine can not be started, connect a charger to the
late this condition. This method can be used when battery to ensure adequate voltage to the blower.
the leak occurs when the vehicle accelerates, stops or With interior pressurized, apply dish detergent solu-
turns. If the leak occurs on acceleration, hoist the tion to suspected leak area on the exterior of the
front of the vehicle. If the leak occurs when braking, vehicle. Apply detergent solution with spray device or
hoist the back of the vehicle. If the leak occurs on left soft bristle brush. If soap bubbles occur at a body
turns, hoist the left side of the vehicle. If the leak seam, joint, seal or gasket, the leak entry point could
occurs on right turns, hoist the right side of the vehi- be at that location.
ZJ BODY 23 - 23
WIND NOISE TRAINING THE UNIVERSAL TRANSMITTER
Wind noise is the result of most air leaks. Air leaks To train the transmitter refer to the Owner’s Man-
can be caused by poor sealing, improper body compo- ual.
nent alignment, body seam porosity, or missing plugs
in the engine compartment or door hinge pillar areas. TESTING TRANSMITTER
All body sealing points should be airtight in normal (1) Check for battery voltage at the Universal
driving conditions. Moving sealing surfaces will not Transmitter by pressing a button and seeing if a red
always seal airtight under all conditions. At times, lamp comes on. If OK, go to Step 6. If not OK, go to
side glass or door seals will allow wind noise to be Step 2.
noticed in the passenger compartment during high (2) Check if visor/vanity lamp lights. If lamp
crosswinds. Over compensating on door or glass lights, replace visor. If lamp does not light go to Step
adjustments to stop wind noise that occurs under 3.
severe conditions can cause premature seal wear and (3) Check fuse. If OK, go to Step 4. If not OK,
excessive closing or latching effort. After a repair pro- repair as necessary.
cedure has been performed, test vehicle to verify (4) Remove visor and test M1 wire for battery volt-
noise has stopped before returning vehicle to use. age at the visor connector. If voltage is OK, go to
Wind noise can also be caused by improperly fitted Step 5. If no voltage repair wire as necessary. Refer
exterior moldings or body ornamentation. Loose to Group 8W, Wiring Diagrams for proper terminals.
moldings can flutter, creating a buzzing or chattering (5) Test Z1 wire for ground at the visor connector.
noise. An open cavity or protruding edge can create a If ground is OK, replace visor. If no ground repair
whistling or howling noise. Inspect the exterior of the wire as necessary.
vehicle to verify that these conditions do not exist. (6) Check the instructions in the Owner’s Manual
and retrain the transmitter. If the transmitter can
VISUAL INSPECTION BEFORE TESTS not be trained replace visor.
Verify that floor and body plugs are in place and
body components are aligned and sealed. If compo-
SERVICE PROCEDURES
nent alignment or sealing is necessary, refer to the
appropriate section of this group for proper proce-
BODY LUBRICATION
dures.
All mechanisms and linkages should be lubricated
ROAD TESTING WIND NOISE when necessary. This will maintain ease of operation
and provide protection against rust and excessive
(1) Drive the vehicle to verify the general location
wear. The weatherstrip seals should be lubricated to
of the wind noise.
prolong their life as well as to improve door sealing.
(2) Apply 50 mm (2 in.) masking tape in 150 mm
All applicable exterior and interior vehicle operat-
(6 in.) lengths along weatherstrips, weld seams or
ing mechanisms should be inspected and cleaned.
moldings. After each length is applied, drive the vehi-
Pivot/sliding contact areas on the mechanisms should
cle. If noise goes away after a piece of tape is applied,
then be lubricated.
remove tape, locate, and repair defect.
(1) When necessary, lubricate the operating mech-
POSSIBLE CAUSE OF WIND NOISE anisms with the specified lubricants.
(2) Apply silicone lubricant to a cloth and wipe it
• Moldings standing away from body surface can
on door seals to avoid over-spray that can soil pas-
catch wind and whistle.
senger’s clothing.
• Gaps in sealed areas behind overhanging body
(3) Before applying lubricant, the component
flanges can cause wind-rushing sounds.
should be wiped clean. After lubrication, any excess
• Misaligned movable components.
lubricant should be removed.
• Missing or improperly installed plugs in pillars.
(4) The hood latch, latch release mechanism, latch
• Weld burn through holes.
striker, and safety latch should be lubricated period-
UNIVERSAL TRANSMITTER ically.
Universal Transmitter will operate most: (5) The door lock cylinders should be lubricated
• Garage door opener twice each year (preferably autumn and spring):
• Gate opener • Spray a small amount of lock cylinder lubricant
• Home/Office lighting and/or security system(s) directly into the lock cylinder.
The transmitter is powered by the M1 circuit that • Apply a small amount to the key and insert it
supplies voltage to the driver side visor/vanity lamp. into the lock cylinder.
• Rotate it to the locked position and then back to
the unlocked position several times.
23 - 24 BODY ZJ
• Remove the key. Wipe the lubricant from it with (7) Remove bolts that attach grille opening rein-
a clean cloth to avoid soiling of clothing. forcement (GOR) to the upper and lower crossmem-
ber (Fig. 1).
(8) Remove grille opening reinforcement.
REMOVAL AND INSTALLATION (9) If necessary, remove air seals located at head-
lamp wiring inlets.
GRILLE
INSTALLATION
REMOVAL (1) If necessary, install air seals located at head-
(1) Open hood. lamp wiring inlets.
(2) Remove screws attaching grille to grille open- (2) Position grille opening reinforcement on vehi-
ing reinforcement (Fig. 1). cle.
(3) Separate grille from vehicle. (3) Install bolts that attach grille opening rein-
forcement (GOR) to the upper and lower crossmem-
INSTALLATION
ber (Fig. 1).
(1) Position grille at grille opening panel.
(4) Install headlamps.
(2) Install screws.
(5) Install side marker and turn signal lamps.
Refer to Group 8L, for Removal/Installation proce-
GRILLE OPENING REINFORCEMENT (GOR)
dures.
REMOVAL (6) If removed, install license plate bracket to
(1) Open hood. bumper fascia/crossmember.
(2) Remove grille. (7) Install front fascia. Refer to Group 13, Frame
(3) Remove front fascia. Refer to Group 13, Frame and Bumpers for Removal/Installation procedures.
and Bumpers for Removal/Installation procedures. (8) Install grille.
(4) If equipped, remove license plate bracket from
bumper fascia/crossmember. HOOD
(5) Remove side marker and turn signal lamps.
REMOVAL
Refer to Group 8L, for Removal/Installation proce-
(1) Raise hood.
dures.
(6) Remove headlamps.
Fig. 1 Grille and Grille Opening Reinforcement (GOR)

ZJ BODY 23 - 25
(2) If equipped, disconnect underhood lamp con-
nector.
(3) Mark location of the hood hinges and hinge
shims (Fig. 2) for installation alignment.
(4) Remove nuts that attach hinges to hood.
Remove hood from vehicle with aid of a helper.
Fig. 3 Hood Insulation Panel

HOOD LOUVER
REMOVAL
(1) Raise hood.
(2) Remove the nuts attaching the louver to the
hood.
(3) Separate the louver from the hood.
INSTALLATION
(1) Position the louver on the hood.
(2) Install the nuts attaching the louver to the
Fig. 2 Hood Hinge hood.
(3) Close hood.
INSTALLATION
(1) Position hood on shims and hinges. Finger-
HOOD HINGE
tighten hinge nuts.
(1) Remove hood from vehicle.
(2) Align hinges and shims with installation refer-
(2) Remove hinge retaining nuts from studs (Fig.
ence marks. Tighten hinge nuts to 23 N·m (17 ft-lbs)
2).
torque.
(3) Remove hinge from inner cowl side panel.
(3) Test latch release cable and latches for proper
operation. INSTALLATION
(4) Connect underhood lamp connector. (1) Position hinge over studs.
(5) Inspect hood for proper alignment and adjust (2) Install hinge retaining nuts on studs. Tighten
as necessary. retaining nuts to 23 N·m (17 ft. lbs.) torque.
(3) Install hood.
HOOD INSULATION PANEL (4) Adjust hood as necessary. If necessary, refer to
adjustment procedure.
REMOVAL
(1) Raise hood.
HOOD LATCH
(2) Remove the insulation panel fasteners (Fig. 3).
(3) Remove the insulation panel from the hood. REMOVAL
(1) Remove nuts that attach latch to radiator
INSTALLATION
crossmember support (Fig. 4).
(1) Position the insulation panel on the hood.
(2) Disconnect latch from the hood release cable.
(2) Install the insulation panel fasteners.
Remove latch.
(3) Close hood.
INSTALLATION
(1) Connect latch to latch release cable. Position it
on radiator crossmember support.
23 - 26 BODY ZJ
Fig. 4 Hood Striker and Release Cable Fig. 5 Hood Release Cable
(2) Install nuts. Tighten nuts to 11 N·m (8 ft-lbs) (3) Position cable bracket on cowl side panel and
torque. install screws. Tighten screws to 11 N·m (8 ft-lbs)
(3) Test operation of latch release cable and latch. torque.
(4) Install left cowl side trim panel.
HOOD LATCH STRIKER (5) Route cable into retaining clips.
(6) Attach cable to hood latch.
REMOVAL (7) Test release cable for proper operation.
(1) Remove bolts attaching striker to hood.
(2) Remove striker from hood. SAFETY LATCH STRIKER
INSTALLATION REMOVAL
(1) Position striker on hood. (1) Remove latch striker screw from hood.
(2) Install bolts. Tighten bolts to 11 N·m (8 ft-lbs) (2) Remove striker from hood.
torque.
(3) Test striker/hood alignment by opening and INSTALLATION
closing hood several times. Adjust striker, if neces- (1) Position striker on hood. Install screw.
sary. (2) Test safety latch operation.
HOOD RELEASE CABLE COWL GRILLE AND SCREEN

REMOVAL REMOVAL
(1) Disconnect cable from hood latch. (1) Remove wiper arms. Refer to Group 8K, Wiper
(2) Disconnect cable from retaining clips. and Washer Systems for Removal/Installation proce-
(3) Remove left cowl side (kick) trim panel. dures.
(4) Remove cable bracket attaching screws from (2) Remove screws that attach grille to cowl (Fig.
cowl side panel (Fig. 5). 6).
(5) Pull cable through dash panel and remove it (3) Remove windshield washer tubes at connector.
from under instrument panel. (4) Remove cowl grille and screen from cowl.
(1) Insert replacement cable end through hole in (1) Position cowl grille on cowl. Install windshield
dash panel into engine compartment. washer tubes at connector.
(2) Pull cable forward and seat grommet in dash (2) Install cowl grille retaining screws.
panel. (3) Install windshield wiper arms.
ZJ BODY 23 - 27
EXTERIOR NAMEPLATES
All of the vehicle exterior nameplates (Fig. 7), are
attached to the vehicle panels with adhesive.
REMOVAL
(1) Using a trim stick or suitable tool, carefully
pry nameplate from body panel.
INSTALLATION
(1) Clean panel surface.
(2) Position replacement nameplate on panel and
push inward to seat it.
BODY STRIPES/DECALS
Body stripes are durable, weather-resistant tape
stripes with pressure-sensitive backing. The tape
stripe is protected by a carrier until installed on a
body panel. Carrier also is an installation alignment
aid.
Fig. 6 Cowl Grille Components
Fig. 7 Exterior Nameplates

23 - 28 BODY ZJ
REMOVAL allow tape stripe to be stretched into concave sur-
(1) Remove exterior trim as necessary to clear cap- faces.
tured edges of tape stripe being removed (13) Edge turn tape stripe around doors or fenders.
(2) Remove tape stripe using a suitable heat gun (14) Install exterior trim if necessary. Small air or
or lamp. This will soften adhesive backing. water bubbles under tape stripe can be pierced with
(3) Clean adhesive residue from body finish using a pin and smoothed out.
a suitable adhesive remover.
INSTALLATION
The painted surface of the body panel to be covered
by a tape stripe must be smooth and completely
cured before stripe can be applied. If painted surface
is not smooth, wet sand with 600 grit wet/dry sand
paper until surface is smooth.
Ripples and feather edges will read through stripe
if surface is not properly prepared.
Installation Equipment:
• Bucket filled with a mild dish soap solution.
• Lint free applicator cloth or sponge.
• Body putty applicator squeegee.
• Heat gun or sun lamp.
• Razor knife.
(1) With backing still in place, position stripe
Fig. 8 Tape Stripe
across panel to receive the stripe. Apply masking at
top of stripe to hold it in position. SIDE VIEW MIRRORS
(2) Mark outside edge of panel on stripe with
grease pencil. REMOVAL
(3) Trim stripe to within 17 mm (0.750 in.) of out- (1) Remove door trim panel.
line marks. (2) Disengage power mirror connector from trim
(4) Spread stripe across a smooth flat work sur- panel.
face, stripe side down. (3) If equipped, disengage two-way electrochromic
(5) Peel paper backing away from stripe exposing mirror connector from wiring harness.
adhesive backing of stripe (Fig. 8). (4) Remove clips attaching mirror harness to door
(6) Apply soap solution liberally to adhesive back- inner panel.
ing of stripe. (5) Remove mirror flag seal.
(7) Apply soap solution to body panel surface. (6) Remove mirror retaining nuts (Fig. 9).
(8) Place stripe into position on body panel. (7) Remove mirror from door. Refer to Group 8,
Smooth out wrinkles by pulling lightly on edges of Electrical for additional information involving power
tape stripe until it lays flat on panel surface. mirrors.
(9) Push air pockets from under tape stripe to
perimeter of panel from center of the tape stripe out.
(10) Remove air bubbles from under tape stripe
using a body putty squeegee.
CAUTION: Do nut cut into painted surface of body

when trimming tape stripe to size.
(11) Trim tape stripe to size using a razor knife.

Leave at least 13 mm (0.5 in.) for edges of doors and
openings.
CAUTION: Do not overheat tape stripe when per-

forming step 12.
(12) Apply heat to tape stripe to evaporate resid-

ual moisture from edges of tape stripe. This will also
Fig. 9 Side View Mirror
ZJ BODY 23 - 29
INSTALLATION
(1) Position mirror on door. Verify that the gasket
seal is properly positioned.
(2) Install mirror retaining nuts.
(3) Install mirror flag seal.
(4) Install clips attaching mirror harness to door
inner panel.
(5) If equipped, engage two-way electrochromic
mirror connector to wiring harness.
(6) Engage power mirror connector at trim panel.
(7) Install door trim panel.
FRONT FENDER
REMOVAL
(1) Remove headlamp, side marker and turn signal
lamp. Refer to Group 8L, Lamps for service informa- Fig. 11 Inner Fender Mounting
tion.
(2) Remove front bumper fascia. Refer to Group
13, Frame and Bumpers for service information.
(3) Remove front wheel.
(4) Remove fasteners attaching inner front fender
liner to fender and inner fender (Fig. 10).
(5) Remove inner fender liner.
(6) Right fender only:
(a) If equipped, remove radio antenna mast, nut,
pad and base from fender. Refer to group 8F, Audio
Systems for Removal/Installation procedures.
(7) From inside wheel well, remove bolts at rear of
fender reinforcements (Fig. 11).
(8) Remove bolts at front fender bracket (Fig. 12).
(9) Remove bolts at lower rear of fender at A-pillar.
(10) Remove upper mounting bolts at top of fender.
(11) Remove fender from inner fender.
Fig. 12 Fender Mounting
(3) Align fender with adjacent body panels.
Tighten fender bolts to 9 N·m (80 in-lbs) torque.
(4) Install inner fender liner.
(5) Install front wheel.
(6) Install front bumper fascia. If necessary refer
to Group 13, Frame and Bumpers for installation
instructions.
(7) Install front headlamp, side marker and turn
signal lamp. If necessary refer to Group 8L, Lamps
for service information.
FRONT DOOR TRIM PANEL

REMOVAL
(1) Remove screw attaching trim panel to inside
release handle (Fig. 13).
Fig. 10 Inner Fender Liner (2) Remove screw at armrest.
INSTALLATION (3) Remove screw at the upper mirror bezel.
(1) Position fender on inner fender panel. (4) Remove the screw in the trim panel depression.
(2) Install all of fender attaching screws finger- (5) Using trim remover (C-4829 or equivalent),
tight. detach trim panel perimeter push-in fasteners from
door inner panel.
23 - 30 BODY ZJ
(6) If equipped, disconnect the wiring connectors
from power switch panel.
(7) Lift trim panel over inside release handle and
remove trim panel from door.
Fig. 14 Waterdam-Insulator
FRONT DOOR
REMOVAL
Fig. 13 Front Door Trim Panel (1) Remove trim panel.
INSTALLATION (2) If equipped, disconnect power window regula-
(1) If equipped, connect the wiring connectors to tor, power door lock motor and all other wire harness
power switch panel. connectors.
(2) Position trim panel on door inner panel. (3) Slide wire harness out of boot and door
(3) Press push-in fasteners inward around perime- (4) Mark an outline around door hinges for instal-
ter of door to attach it to inner panel. lation alignment reference.
(4) Install armrest screw. (5) Remove door hinge, retaining bolts, plates and
(5) Install mirror bezel screw. shims (Fig. 15).
(6) Install the screw in the trim panel depression. (6) Identify and retain door hinge plates and shims
(7) Install screw attaching trim panel to inside for correct installation.
release handle. (7) Separate door from vehicle.
FRONT DOOR WATERDAM

REMOVAL
(1) Remove the door trim panel.
(2) Peel the insulator and waterdam from the door.
(3) Route all harnesses through waterdam as nec-
essary.
(4) Separate insulator and waterdam from door
(Fig. 14).
INSTALLATION
(1) Waterdam contact surface must be free of con-
taminants. Clean as necessary.
(2) Route all harnesses through waterdam as nec-
essary.
(3) Position waterdam and insulator on door and Fig. 15 Door Hinges and Bolts
align all holes.
(4) Press waterdam and insulator on door. INSTALLATION
(5) Install the door trim panel. (1) If a replacement front door is being installed,
coat door interior with anti-corrosion wax. Also, seal
door hem flange with sealant.
(2) Transfer original hardware. If necessary, refer
to applicable procedures.
ZJ BODY 23 - 31
(3) Position door in body opening.
(4) Align door hinges, plates and shims with bolt
holes. Install (but do not tighten) hinge bolts.
(5) Adjust door to reference marks. If necessary,
refer to adjustment procedure. Tighten hinge bolts to
35 N·m (26 ft-lbs) torque.
(6) Adjust latch striker as necessary.
(7) If applicable, route and connect harness con-
nectors to door and vehicle body wire harness connec-
tors.
(8) Install door waterdam (if removed), trim panel.
FRONT DOOR HINGE

REMOVAL
(1) Open and support door.
(2) Remove bolts attaching hinge to B-pillar (Fig.
16). Fig. 17 Front Door Outside Handle
(3) Separate door from vehicle. FRONT DOOR LOCK CYLINDER
REMOVAL
(1) Remove door trim panel and waterdam. If nec-
essary. refer to removal procedure.
(2) Disconnect door latch lock cylinder rod at door
latch (Fig. 17).
(3) If equipped, disconnect security alarm switch
connector from lock cylinder (Fig. 18).
(4) Remove key lock cylinder retainer clip. Remove
lock cylinder, gasket and clip from door.
(5) If applicable, remove door latch lock cylinder
rod from original lock cylinder. Connect it to replace-
ment lock cylinder.
Fig. 16 Front Door Hinge

INSTALLATION
(1) Support door.
(2) Position door at B-pillar.
(3) Install bolts attaching hinge to B-pillar.
Tighten outer bolts to 40 N·m (360 in. lbs.) and inner
bolts 34 N·m (300 in. lbs.) torque.
FRONT DOOR OUTSIDE HANDLE

REMOVAL
(1) Remove door trim panel and waterdam.
(2) Remove access hole cover and door handle
retaining nuts.
(3) Disconnect handle latch rod from latch (Fig.
17).
INSTALLATION
(1) Reverse removal procedure. Fig. 18 Security Alarm Switch
23 - 32 BODY ZJ
(1) Reverse removal procedure. (1) Position striker on B-pillar.
(2) Install screws attaching striker to B-pillar.
FRONT DOOR LATCH Tighten screws to 5 N·m (45 in. lbs.) torque.
REMOVAL FRONT DOOR INSIDE HANDLE ACTUATOR

(2) Remove door latch retaining screws (Fig. 19). REMOVAL
(3) Disconnect all rods from door latch (Fig. 20). (1) Remove door trim panel and waterdam. If nec-
(4) Disconnect wire connector, if equipped. essary, refer to removal procedure.
(5) Remove door latch from door. (2) Remove door inside latch release handle screws
(Fig. 21).
(3) Move door release handle outward. Disconnect
handle latch and lock rods.
(4) Remove door inside handle actuator from door.
Fig. 19 Door Latch Removal
Fig. 21 Front Door Inside Handle Actuator

INSTALLATION
FRONT DOOR INNER BELT SEAL

REMOVAL
(1) Remove door trim panel.
(2) Using a trim stick, carefully pry rear inner
edge of seal upward.
(3) Grasp seal and pull upward to separate from
door flange (Fig. 22).
INSTALLATION
Fig. 20 Door Latch (1) Position seal on door flange.
INSTALLATION (2) Firmly press downward to seat seal on flange.
(1) Reverse removal procedure. Tighten latch (3) Install trim panel.
FRONT DOOR OUTER BELT SEAL
FRONT DOOR LATCH STRIKER
REMOVAL
REMOVAL (1) Lower window glass.
(1) Remove screws attaching striker to B-pillar. (2) Remove screw from inner door panel attaching
(2) Separate striker from B-pillar. seal to outer door panel (Fig. 23).
ZJ BODY 23 - 33
Fig. 24 Front Door Glass Run Channel Weatherstrip

Fig. 22 Front Door Inner Belt Seal
INSTALLATION
(3) Grasp seal and pull rearward to release it from
side view mirror bezel. NOTE: Soapy water may be used to aid in installa-
(4) Lift seal upward and separate from door. tion.
(1) Position weatherstrip on flange aligning

notches in each corner.
(2) Press weatherstrip into position.
FRONT DOOR OPENING WEATHERSTRIP

REMOVAL
(1) Remove A-pillar trim panel.
(2) Remove B-pillar upper trim panel.
(3) Remove B-pillar lower trim panel.
(4) Grasp seal and separate from door opening.
INSTALLATION
(1) Position weatherstrip at corners using paint
dots as alignment points.
(2) Move upward and around edge of door opening.
Fig. 23 Front Door Outer Belt Seal Seat seal on flange (Fig. 25).
(3) Engage connector plug with each end of weath-
INSTALLATION
erstrip at bottom of door opening.
(1) Lightly lubricate the front of the seal
(4) Install B-pillar lower trim panel.
(2) Position the seal onto the door flange.
(5) Install B-pillar upper trim panel.
(3) Slide the front of the seal behind the side view
(6) Install A-pillar trim panel.
mirror bezel. Force the seal onto door flange. Con-
tinue rearward until it is seated on flange.
FRONT DOOR WINDOW REGULATOR
(4) Install the screw securing the seal to the outer
door panel. REMOVAL
FRONT DOOR RUN CHANNEL WEATHERSTRIP essary, refer to removal procedure.
(2) Position window glass to access window track
REMOVAL
nuts (Fig. 26).
(1) Lower window glass.
(3) Loosen window track nuts and slide track off of
(2) Grasp seal from upper run channel corner and
the window.
firmly separate weatherstrip from flange (Fig. 24).
(4) Remove window regulator retaining screws
(Fig. 27).
23 - 34 BODY ZJ
FRONT DOOR WINDOW GLASS
REMOVAL
essary, refer to removal procedure.
(2) Remove beltline molding and weatherstrip
seals.
(3) Remove window track retaining nuts.
(4) Lift window glass upward and out of door.
INSTALLATION
(1) Lower window glass into position.
(2) Install window track retaining nuts.
(3) Install beltline molding and weatherstrip seals.
(4) Install door trim panel and waterdam.
Fig. 25 REAR DOOR TRIM PANEL

(5) Lift window upward and separate it from reg- REMOVAL
ulator. Support window. (1) Remove screw attaching trim panel to inside
(6) Remove window regulator from door. release handle (Fig. 28).
(2) Remove screw at armrest.
(3) Using trim remover (C-4829 or equivalent),
detach trim panel perimeter push-in fasteners from
door inner panel.
(4) If equipped, disconnect the wiring connectors
from power switch panel.
(5) Lift trim panel over inside release handle and
remove trim panel from door.
Fig. 26 Front Door Window Track
Fig. 28 Rear Door Trim Panel

INSTALLATION
(1) If equipped, connect the wiring connectors to
power switch panel.
(2) Position trim panel on door inner panel.
Fig. 27 Front Door Window Regulator
(3) Press push-in fasteners inward around perime-
INSTALLATION ter of door to attach it to inner panel.
(1) Reverse removal procedure. (4) Install armrest screw.
(5) Install mirror bezel screw.
(6) Install screw attaching trim panel to inside
release handle.
ZJ BODY 23 - 35
REAR DOOR (8) Install door waterdam (if removed), trim panel,
armrest and window glass regulator handle.
REMOVAL
(1) Remove door trim panel. REAR DOOR HINGE
(2) Disconnect power window regulator, power door
lock motor and all other wire harness connectors. REMOVAL
(3) Slide wire harness out of boot and door. (1) Open and support door.
(4) Mark an outline around door hinges for instal- (2) Remove bolts attaching hinge to C-pillar (Fig.
lation alignment reference. 30).
(5) Remove door hinge, retaining bolts, plates and (3) Separate door from vehicle.
shims (Fig. 29). Remove door from vehicle.
(6) Identify and retain door hinge plates and shims
for correct installation.
Fig. 30 Rear Door Hinge

INSTALLATION
(1) Support door.
(2) Position door at C-pillar.
(3) Install bolts attaching hinge to C-pillar.
Tighten outer bolts to 40 N·m (360 in. lbs.) and inner
bolts 34 N·m (300 in. lbs.) torque.
REAR DOOR OUTSIDE HANDLE

Fig. 29 Rear Door
(1) If a replacement front door is being installed, (1) Remove door trim panel and waterdam. If nec-
coat door interior with anti-corrosion wax. Also, seal essary, refer to removal/installation procedure.
door hem flange with sealant. (2) Remove access hole cover and door handle
(2) Before installing a replacement door, transfer retaining nuts (Fig. 31).
original hardware. If necessary, refer to applicable (3) Disconnect handle latch rod from latch.
procedures.
INSTALLATION
(3) Position door in body opening.
(4) Align door hinges, plates and shims with bolt
holes. Install (but do not tighten) hinge bolts.
REAR DOOR LATCH
(5) Adjust door to reference marks. If necessary,
refer to adjustment procedure. Tighten hinge bolts to REMOVAL
28 N·m (250 in. lbs.) torque. (1) Remove door trim panel and waterdam. If nec-
(6) Adjust latch striker as necessary. essary, refer to removal procedure.
(7) If applicable, route and connect harness con- (2) Remove door latch retaining screws (Fig. 31).
nectors to door and vehicle body wire harness connec- (3) Disconnect all rods from door latch.
tors.
23 - 36 BODY ZJ
REAR DOOR INSIDE HANDLE ACTUATOR
REMOVAL
(2) Remove door inside handle actuator screws
(Fig. 33).
(3) Move actuator handle outward. Disconnect
handle latch and lock rods.
(4) Remove door inside release handle from door.
Fig. 31 Rear Door Outside Handle

(4) Remove door latch from door.
INSTALLATION
REAR DOOR LATCH STRIKER Fig. 33 Rear Door Inside Latch Release Handle
(1) Open door. Reverse removal procedure.
(2) Remove screws attaching striker to C-pillar
(Fig. 32). REAR DOOR INNER BELT SEAL
(3) Separate striker and spacer from vehicle.
REMOVAL
(1) Remove door trim panel.
(2) Using a trim stick, carefully pry rear inner
edge of seal upward.
(3) Grasp seal and pull upward to separate from
door flange (Fig. 34).
Fig. 32 Rear Door Latch Striker

INSTALLATION
(1) Position striker and spacer on C-pillar.
(2) Install screws. Tighten to 28 N·m (250 in. lbs.)
torque.
Fig. 34 Rear Door Inner Belt Seal
ZJ BODY 23 - 37
INSTALLATION (4) Install screws at the front of the quarter trim
(1) Position seal on door flange. panel.
(2) Firmly press downward to seat seal on flange. (5) Install B-pillar lower trim panel.
(3) Install trim panel. (6) Install B-pillar upper trim panel.
(7) Install C-pillar trim panel.
REAR DOOR OUTER BELT SEAL
REAR DOOR WINDOW REGULATOR
REMOVAL
(1) Lower window glass. REMOVAL
(2) Remove screw from inner door panel attaching (1) Remove door trim panel and waterdam. If nec-
seal to outer door panel (Fig. 35). essary, refer to removal procedure.
(3) Lift seal upward and separate from door. (2) Position window glass to access window track
nuts (Fig. 36).
(3) Loosen window track nuts and slide track off of
window.
(4) Remove window regulator retaining screws
(Fig. 37).
(5) Lift window upward and separate it from reg-
ulator. Support window.
(6) Remove window regulator from door.
Fig. 35 Rear Door Outer Belt Seal

INSTALLATION
(1) Position the seal onto the door flange.
(2) Tuck outer belt sealing lips inside glass run
channel and around division bar.
(3) Force the seal onto door flange. Continue rear-
ward until it is seated on flange.
(4) Install the screw securing the seal to the outer Fig. 36 Rear Door Window Track
door panel.
REAR DOOR OPENING WEATHERSTRIP

REMOVAL
(1) Remove C-pillar trim panel.
(2) Remove B-pillar upper trim panel.
(3) Remove B-pillar lower trim panel.
(4) Remove screws at the front of the quarter trim
panel.
(5) Grasp seal and separate from door opening.
INSTALLATION
(1) Position weatherstrip at corners using paint
dots as alignment points.
(2) Move upward and around edge of door opening.
Seat seal on flange (Fig. 25).
(3) Engage connector plug with each end of weath- Fig. 37 Rear Door Window Regulator
erstrip at bottom of door opening.
23 - 38 BODY ZJ
INSTALLATION
REAR DOOR WINDOW GLASS

REMOVAL
(1) Lower window glass.
(2) Remove trim panel and waterdam from door
inner panel. If necessary, refer to removal procedure.
(3) Pry window beltline molding from flange.
Remove molding from door.
(4) Remove window weatherstrip seals from door.
(5) Remove window track nuts and slide track off
of window.
(6) Remove division bar upper attaching screw and
belt line screw (Fig. 38).
(7) Tilt stationary glass channel assembly forward Fig. 39 Fuel Door
and remove it from door.
INSTALLATION
(8) Remove window glass from door.
(1) Position fuel door at vehicle.
(2) Install screw attaching fuel door to body panel.
(3) Install rear quarter trim panel.
(4) Close fuel door.
BODY SIDE CLADDING

REMOVAL—FRONT DOOR
(1) Using a trim stick, gently lift up from bottom
of cladding. Unsnap molding from retaining clips
(Fig. 40).
(2) Lift upward and remove molding.
INSTALLATION—FRONT DOOR
(1) Replace all retaining clips.
(2) Install molding over top of retaining clips.
Fig. 38 Glass Channel (3) Align molding to door edges.
(4) Snap molding down over retaining clips.
INSTALLATION
(1) Install window glass in door. REMOVAL—REAR DOOR
(2) Tighten glass track nuts to 6 N·m (53 in-lbs) (1) Open rear door.
torque. (2) Remove acorn nut at rear dogleg (Fig. 40).
(3) Install stationary glass channel in door. (3) Using a trim stick, gently lift up from bottom
(4) Install stationary glass channel screws. of cladding. Unsnap molding from retaining clips.
Tighten screw to 6 N·m (5 ft-lbs) torque.
(5) Install window glass channel and belt weather- INSTALLATION—REAR DOOR
strip seals. (1) Replace all retaining clips.
(6) Install window beltline molding. (2) Install molding retainer into hole at dogleg.
(7) Install door waterdam and trim panel. If neces- (3) Install molding over top of retaining clips.
sary, refer to installation procedure. (4) Snap molding down over top of retaining clips.
(5) Install acorn nut onto retainer.
FUEL DOOR
REMOVAL—FENDER/QUARTER PANEL
REMOVAL (1) Remove screws at wheel opening.
(1) Open fuel door. (2) Using a trim stick, Gently pry upward from
(2) Remove rear quarter trim panel. bottom of cladding.
(3) Remove screw attaching fuel door to body panel (3) Unsnap cladding from retainers.
(Fig. 39).
(4) Separate fuel door from vehicle.
ZJ BODY 23 - 39
Fig. 40 Body Side Cladding

INSTALLATION—FENDER/QUARTER PANEL FRONT DOOR SCUFF PLATE
(1) Replace all retaining clips.
(2) Install molding over top of retainer clips. REMOVAL
(3) Snap molding down over retaining clips. The front door scuff plate is attached with mold-
(4) Install screws into wheel opening. ed-in snap retainers.
(1) Using a trim stick or similar tool, carefully pry
A-PILLAR TRIM scuff plate from sill. Detach scuff plate from sill (Fig.
43).
REMOVAL
(1) Using a trim stick, carefully pry A-pillar trim INSTALLATION
from A-pillar (Fig. 41). (1) Position scuff plate on sill and snap into place.
INSTALLATION UPPER B-PILLAR TRIM PANEL

(1) Position A-pillar trim panel at A-pillar and
snap into place. REMOVAL
(2) Ensure that the A-pillar covers the inner edge (1) Remove the A-pillar trim panel.
of the door opening weatherstrip. (2) Remove front seat belt turning loop.
(3) Detach and remove upper B-pillar trim panel.
ASSIST HANDLE
INSTALLATION
REMOVAL (1) Position trim panel on B-pillar.
(1) Remove the screws attaching the handle to the (2) Ensure the trip panel covers the inner edge of
headliner (Fig. 42). the door opening weatherstrip.
(2) Remove assist handle from roof panel. (3) Install front seat belt turning loop.
(4) Install the A-pillar trim panel.
INSTALLATION
(1) Position handle on the roof panel. LOWER B-PILLAR TRIM PANEL
(2) Install the screws. Tighten screws to 3 N·m (22
in-lbs) torque. REMOVAL
(1) Remove the A-pillar trim panel.
(2) Remove upper B-pillar trim panel.
(3) Remove screws attaching lower B-pillar trim
panel to B-pillar (Fig. 44).
(4) Remove screws attaching cowl trim panel.
23 - 40 BODY ZJ
Fig. 41 Trim Panels
Fig. 42 Assist Handle

(5) Separate lower B-pillar trim panel from B-pil- Fig. 43 Scuff Plates
lar. (3) Install screws that attach lower B-pillar trim
(6) Route seat/shoulder belt through access slot in panel to B-pillar.
lower B-pillar trim panel. (4) Install screws attaching cowl trim panel.
(7) Remove lower B-pillar trim panel (Fig. 41). (5) Slide upper B-pillar trim panel downward into
place.
INSTALLATION (6) Install the A-pillar trim panel.
(1) Position lower B-pillar trim panel on vehicle.
(2) Route seat/shoulder belt through access slot in
lower B-pillar trim panel.
ZJ BODY 23 - 41
Fig. 44 B-Pillar Trim Panel

REAR DOOR SCUFF PLATE
REMOVAL
The rear door scuff plate is attached with mold- Fig. 45 Tire Stand-Offs—Left Quarter Trim Panel
ed-in snap retainers.
(1) Using a trim stick or similar tool, carefully pry D-PILLAR TRIM
scuff plate from sill. Detach scuff plate from sill (Fig.
REMOVAL
43).
(1) Remove liftgate opening upper trim panel (Fig.
INSTALLATION 46).
(1) Position scuff plate on sill and snap into place. (2) Detach and remove trim panel from D-pillar
(Fig. 41).
C-PILLAR TRIM
REMOVAL
(1) Remove rear seat belt turning loop.
(2) Using a trim stick, carefully pry C-pillar trim
panel from vehicle (Fig. 41).
INSTALLATION
(1) Position C-pillar trim panel on C-pillar. Ensure
the adjustable turning loop is aligned with the trim
panel slider and snap into place.
(2) Install rear seat belt turning loop.
QUARTER TRIM PANELS

(1) Pull rear seat bottom forward and fold down
rear seat.
(2) Remove lower retaining screw at rear door
opening (Fig. 41).
(3) If equipped, remove sunshade cover.
(4) Remove C-pillar trim panel.
(5) Remove screws retaining upper liftgate opening
trim panel.
(6) Disconnect wiring to cargo lamp. Fig. 46 Liftgate Opening Trim Panels
(7) Remove lower liftgate opening trim panel.
(8) Remove D-pillar upper trim panel. INSTALLATION
(9) Remove quarter trim panel mounting screws. (1) Position D-pillar trim panel on D-pillar and
(10) If necessary, remove spare tire and tire stand- snap in place.
offs from left quarter trim panel (Fig. 45). (2) Install upper liftgate opening trim panel.
(11) Remove rear quarter trim panel.
INSTALLATION
23 - 42 BODY ZJ
FRONT SHOULDER BELT/BUCKLE (3) Remove shoulder belt buckle and lap belt/buckle
anchor plate bolts from the floor panel (Fig. 48).
REMOVAL—BUCKLE
(1) Slide front seats all the way forward for access
to buckle anchor bolt.
(2) Remove anchor bolt cover.
(3) Remove buckle anchor bolt.
(4) Remove shoulder belt buckle from transmission
tunnel.
INSTALLATION—BUCKLE
(1) Position seat belt buckle in position and anchor
bolt.
(2) Install anchor bolt cover.
REMOVAL—SHOULDER BELT
(1) Unsnap turning loop cover.
(2) Remove upper anchor bolt (Fig. 47).
(3) Remove B-pillar trim panels.
(4) Remove bolt attaching retractor to B-pillar.
(5) Remove bolt attaching belt anchor to B-pillar.
(6) Disconnect retractor wire harness connector.
(7) Remove shoulder belt and retractor.
Fig. 48 Rear Seat Shoulder/Lap Belts & Buckles

INSTALLATION—LAP BELT/BUCKLE
(1) Position shoulder belt buckle and lap belt/
buckle on the floor panel.
(2) Install bolts attaching lap belt/buckle to floor
panel. Tighten anchor bolts to 37 N·m (27 ft-lbs).
REMOVAL—SHOULDER BELT
(1) Unsnap turning loop cover.
(2) Remove turning loop anchor bolt (Fig. 48).
(3) Remove C-pillar and quarter trim panel.
(4) Remove belt retractor anchor bolt from rear
quarter rail.
(5) Remove retractor and shoulder belt from panel.
INSTALLATION—SHOULDER BELT
(1) Position retractor and shoulder belt on panel.
(2) Install belt retractor anchor bolt in rear quar-
ter rail. Tighten anchor bolts to 37 N·m (27 ft-lbs).
(3) Install C-pillar and quarter trim panel.
(4) Install turning loop anchor bolt. Tighten
Fig. 47 Front Shoulder Belt anchor bolt to 37 N·m (27 ft-lbs).
(5) Install turning loop cover.
INSTALLATION—SHOULDER BELT
(1) Reverse removal procedure. Tighten anchor FRONT BUCKET SEAT
bolts to 37 N·m (27 ft-lbs)
REMOVAL
REAR SHOULDER/LAP BELT/BUCKLE (1) Remove bolts attaching seat to floor pan (Fig. 49).
(2) If equipped, disconnect power seat wire har-
REMOVAL—LAP BELT/BUCKLE ness connector.
(1) Pull rear seat release loop and tilt seat bottom (3) Remove seat from floor panel.
forward. Remove seat bottom from lower latch.
(2) Unlatch seat back and tilt forward.
ZJ BODY 23 - 43
Fig. 49 Front Bucket Seat

INSTALLATION
(1) Position seat on floor pan.
(2) If equipped, connect power seat wire harness
connector.
(3) Install bolts attaching seat to floor pan.
Tighten front bolts to 27 N·m (20 ft. lbs.) torque,
tighten rear bolts to 27 N·m (20 ft. lbs.) torque.
FLOOR CONSOLE
REMOVAL Fig. 50 Console Components
(1) With the engine off, position the transmission
shift lever in first gear. REAR SEAT CUSHION
(2) Grasp transmission shift lever handle and
firmly pull straight up. REMOVAL
(3) Separate transmission shift lever handle from (1) Disengage seat cushion at rear by pulling
shift lever. upward on release strap.
(4) Remove transmission and transfer case shift (2) Tilt cushion forward.
indicator bezels by prying upward to release them. (3) Disengage seat cushion by pulling upward and
Position flat screwdriver between bezel and console out.
to remove indicator bezel. (4) Remove seat cushion from vehicle.
(5) Disconnect lamp sockets from bezels.
INSTALLATION
(6) Remove screws attaching console to the console
(1) Position seat cushion in vehicle.
bracket (Fig. 50).
(2) Insert hinge into lower pivot.
(7) Remove console from floor.
(3) Push downward to engage hinge into pivot.
INSTALLATION (4) Rotate cushion downward into seating position.
(1) Position console in the vehicle. (5) Lock seat cushion down by pressing firmly on
(2) Install screws attaching console to console center of cushion until latch engages.
bracket.
(3) Connect lamp sockets in bezels. REAR SEATBACK
(4) Install transmission and transfer case shift
REMOVAL
indicator bezels (Fig. 50).
(1) Remove lower seat cushion. Refer to removal
(5) Position transmission shift lever handle on
procedure.
shift lever and press firmly downward to lock into
(2) Remove bolts holding seatback side support
place.
brackets (left side) (Fig. 51).
(3) Tilt seatback forward, and slide it outboard to
detach it from pin on center pivot bracket.
(4) Remove left side (60%) seatback from vehicle.
23 - 44 BODY ZJ
(5) Remove bolts holding seatback side support
brackets (right side) (Fig. 51).
(6) Remove right side (40%) seatback from vehicle.
Fig. 52 Front Carpet and Mat

CARGO CARPET/MAT
REMOVAL
(1) Remove quarter trim panels.
(2) Remove liftgate trim panel.
(3) Drill-out retaining rivet heads and remove
cargo tie-down footman loops from carpet (Fig. 53).
(4) Remove rear seats and belts.
Fig. 51 Rear Seat Mounting (5) Remove all other interfering components.
INSTALLATION (6) Remove carpet and mat from floor panel (Fig.
(1) Position right side (40%) seatback in vehicle. 54).
(2) Position right side support brackets with bolt (7) If necessary, remove skid strips from carpet.
holes aligned and install support bracket bolts.
Tighten bolts to 27 N·m (20 ft. lbs.) torque. INSTALLATION
(3) Position left side (60%) seatback in vehicle. (1) Reverse removal procedure.
(4) Install seatback onto center pivot bracket pin.
Ensure seat back is properly engaged on the center
pivot pin.
(5) Position left side support brackets with bolt
holes aligned and install support bracket bolts.
Tighten bolts to 27 N·m (20 ft. lbs.) torque.
(6) Install lower seat cushion. Refer to installation
procedure.
FRONT CARPET/MAT
REMOVAL
(1) Remove lower B-pillar trim panels.
(2) Remove front and rear seats (as applicable).
(3) As necessary, remove trim panels and mold-
ings.
(4) Remove floor console.
(5) Remove all other interfering components.
(6) Remove carpet and mat from floor panel (Fig.
52).
INSTALLATION
Fig. 53 Cargo Tie-Down Footman Loop
ZJ BODY 23 - 45
(2) Clean the bracket contact area on the glass.
Use a mild powdered cleanser on a cloth saturated
with isopropyl (rubbing) alcohol. Finally, clean the
glass with a paper towel dampened with alcohol.
(3) Sand the surface on the support bracket with
fine grit-sandpaper. Wipe the bracket surface clean
with a paper towel.
(4) Apply accelerator to the surface on the bracket
according to the following instructions:
• Crush the vial to saturate the felt applicator.
• Remove the paper sleeve.
• Apply accelerator to the contact surface on the
bracket.
• Allow the accelerator to dry for five minutes.
• Do not touch the bracket contact surface after
the accelerator has been applied.
Fig. 54 Cargo Carpet & Mat (5) Apply adhesive accelerator to the bracket con-
tact surface on the windshield glass. Allow the accel-
REARVIEW MIRROR erator to dry for one minute. Do not touch the glass
REMOVAL contact surface after the accelerator has been
(1) If equipped, disconnect mirror harness wire applied.
connector. (6) Install the bracket according to the following
(2) Loosen the mirror base setscrew (Fig. 55). instructions:
(3) Slide the mirror base upward and off the • Apply one drop of adhesive at the center of the
bracket. bracket contact-surface on the windshield glass.
• Apply an even coat of adhesive to the contact
surface on the bracket.
• Align the bracket with the marked position on
the windshield glass.
• Press and hold the bracket in place for at least
one minute.
NOTE: Verify that the mirror support bracket is cor-

rectly aligned, because the adhesive will cure rap-
idly.
(7) Allow the adhesive to cure for 8-10 minutes.

Remove any excess adhesive with an alcohol-damp-
ened cloth.
(8) Allow the adhesive to cure for an additional
8-10 minutes before installing the mirror.
Fig. 55 Rearview Mirror SUNVISOR

(1) Position the mirror base at the bracket and (1) Remove screws that attach sunvisor arm sup-
slide it downward onto the support bracket. port bracket to headliner and roof panel (Fig. 56).
(2) Tighten the setscrew 1 N·m (15 in. lbs.) torque. (2) Detach sunvisor from support bracket.
(3) If equipped, connect mirror harness wire con- (3) Remove sunvisor from vehicle.
nector. (4) Remove retaining screw and support bracket.
REARVIEW MIRROR SUPPORT BRACKET INSTALLATION
INSTALLATION
(1) Mark the position for the mirror bracket on the
outside of the windshield glass with a wax pencil.
23 - 46 BODY ZJ
Fig. 57 Headliner
Fig. 56 Sunvisor
HEADLINER
REMOVAL
CAUTION: The headliner is a one-piece, molded

component. It has limited flexibility and must not be
bent. Damage possibly will result.
(1) Remove the A, B and C-pillar trim moldings

from perimeter of headliner.
(2) If equipped, remove sound bar. Refer to group
8F, Audio Systems for Service procedures. Fig. 58 Sunroof Opening
(3) Remove upper liftgate trim molding. (8) Install liftgate opening upper trim panel.
(4) Remove D-pillar trim molding. (9) If equipped, install sound bar.
(5) Remove sunvisors from front of roof panel. Dis-
connect vanity lamp wiring (if applicable) LIFTGATE TRIM PANEL
(6) Remove assist handles from side of roof rails.
(7) Remove push plugs from roof support (Fig. 57). NOTE:
(8) Remove dome/reading lamp or overhead console When removing both trim panels from liftgate,
from center of roof panel. remove lower trim panel first. When installing both
(9) Remove sunroof pinch welt holding headliner, if trim panels, install the upper trim panel first.
equipped (Fig. 58).
(10) With aid of an assistant, remove headliner
UPPER TRIM PANEL REMOVAL
through liftgate opening.
(1) Remove screws attaching upper trim panel to
INSTALLATION liftgate (Fig. 59).
(1) With the aid of an assistant, position headliner (2) Remove screws at upper and lower trim panel
in vehicle. overlap.
(2) Install sunroof pinch welt. (3) Disengage the connector for the rear window
(3) Install dome/reading lamp. defogger.
(4) Install push plugs in roof support. (4) Route the wire harness through the trim panel.
(5) Install sunvisors. (5) Gently, pull trim panel downward. If necessary
(6) Install assist handles. rotate trim panel away from glass panel to release
(7) Install A, B, C and D-pillar trim panels. push-in fasteners.
ZJ BODY 23 - 47
(6) Use a trim panel removal tool to detach CAUSE DAMAGE AND/OR PERSONAL INJURY IF
push-in fasteners from liftgate. THEY ARE REMOVED WHILE THE PISTONS ARE
COMPRESSED.
UPPER TRIM PANEL INSTALLATION
(1) Position trim panel at liftgate and slide over- (1) Open liftgate. Support liftgate for ease of
lapping portions of trim panel under liftgate lower repair.
trim panel. (2) Remove liftgate trim panel.
(2) Route the wire harness through the trim panel. (3) Remove retainer clips that secure support rod
(3) Align trim panel push-in fasteners with holes cylinders to ball studs (Fig. 60).
in liftgate inner panel. Press trim panel upward to (4) Remove support rod cylinders from ball studs.
seat fasteners. (5) Remove upper support rod retaining screws.
(4) Engage the connector for the rear window Remove support rods.
defogger. (6) Disconnect wire harnesses and washer hose
(5) Install screws at upper and lower trim panel from liftgate.
overlap. (7) Remove hinge screws at liftgate (Fig. 61).
(6) Install screws attaching upper trim panel to (8) Remove liftgate from vehicle.
liftgate.
LOWER TRIM PANEL REMOVAL

(1) Remove screws attaching lower trim panel to
liftgate (Fig. 59).
(2) Use a trim panel removal tool to detach
push-in fasteners from liftgate.
LOWER TRIM PANEL INSTALLATION

(1) Position trim panel on liftgate.
(2) Align trim panel push-in fasteners with holes
in liftgate inner panel. Press trim panel inward to
seat fasteners.
(3) Install screws attaching lower trim panel to
liftgate.
Fig. 60 Liftgate Prop Rod
Fig. 59 Liftgate Trim Panel

LIFTGATE
Fig. 61 Liftgate Components
REMOVAL
INSTALLATION
WARNING: DO NOT DISCONNECT THE SUPPORT (1) Position liftgate on vehicle. Support liftgate.
ROD CYLINDERS WITH THE LIFTGATE CLOSED. (2) Install hinge screws at liftgate. Tighten hinge
THE SUPPORT ROD PISTONS ARE OPERATED BY screws to 28 N·m (21 ft-lbs) torque
HIGH PRESSURE GAS. THIS PRESSURE COULD
23 - 48 BODY ZJ
(3) Connect liftgate wire harnesses and washer INSTALLATION
hose. (1) Position outside handle on liftgate.
(4) Install upper support rod retaining screws. (2) Install nuts attaching outside handle to lift-
(5) Install support rod cylinders on ball studs. gate.
(6) Install liftgate trim panel. (3) Install liftgate latch and actuator linkages.
(4) Install liftgate lower trim panel.
LIFTGATE HINGE
LIFTGATE LOCK CYLINDER
REMOVAL For service, refer to the Liftgate Outside Handle
It is not necessary to remove liftgate to replace one Removal/Installation procedure in this group.
or both hinges. The hinges can be replaced one at a
time. LIFTGATE LATCH
(1) Remove liftgate opening (headliner) upper trim
molding. REMOVAL
(2) Disconnect wiring harness to cargo lamp. (1) Raise liftgate. Remove liftgate lower trim
(3) Remove hinge screws at roof panel (Fig. 62). panel. If necessary refer to service procedure.
(4) Remove hinge screws at liftgate. (2) Remove latch screws (Fig. 63).
(5) Remove hinge from liftgate. (3) Disconnect rod from latch.
(4) Disconnect power lock connector from handle, if
equipped (Fig. 64).
(5) Remove latch from liftgate.
Fig. 62 Liftgate Components

INSTALLATION
(1) Position hinge on liftgate and roof panel. (Use Fig. 63 Liftgate Latch/Lock Component
3My Fast and Firm or equivalent on the hinge to
body mating surface as a sealant).
(2) Install and tighten hinge screws at roof panel
to 28 N·m (21 ft-lbs) torque.
(3) Install hinge screws at liftgate. Tighten screws
to 28 N·m (21 ft-lbs) torque.
(4) Install liftgate opening (headliner) upper trim
molding.
LIFTGATE OUTSIDE HANDLE

REMOVAL
(1) Remove liftgate lower trim panel. Fig. 64 Power Lock
(2) Remove liftgate latch and actuator linkages.
INSTALLATION
(3) Remove nuts attaching outside handle to lift-
(1) Reverse removal procedure. Tighten latch
gate (Fig. 63).
screws to 7 N·m (5 ft. lbs.) torque.
(4) Separate outside handle from liftgate.
ZJ BODY 23 - 49
LIFTGATE LATCH STRIKER INJURY IF THEY ARE REMOVED WHILE THE PIS-
TONS ARE COMPRESSED.
REMOVAL
(1) Raise liftgate. (1) Remove liftgate upper trim panel.
(2) Remove latch striker nuts from below scuff (2) Open liftgate flip-up glass. Support glass for
plate. Access nuts from under bumper fascia/beam ease of repair.
(Fig. 65). (3) Using a small flat blade or equivalent tool, gen-
(3) Remove striker, shim and seal plate. tly pry open the locking caps on the end of the prop
rod.
(4) Remove prop rod cylinders from ball studs (Fig.
66).
(5) Remove hinge nuts from liftgate (Fig. 67).
(6) Separate flip-up glass from vehicle.
Fig. 65 Liftgate Latch Striker

INSTALLATION
(1) Position striker, shim and seal plate on vehicle.
(2) Install latch striker nuts. Tighten striker nuts
Fig. 66 Prop Rod
LIFTGATE OPENING WEATHERSTRIP
REMOVAL
(1) Pull seal away from flange around edge of lift-
gate opening. Remove it from vehicle.
(2) Clean seal flange as necessary.
INSTALLATION
(1) Position weatherstrip seal in opening with left
end of seal at opening centerline. Install seal in a
clockwise direction.
(2) Seat installed part of seal. Move from left bot-
tom end of seal to top left half of the seal.
(3) Center and butt seal ends together at center-
line.
(4) If necessary, cut surplus from weatherstrip
(non-plug end only).
Fig. 67 Hinge Removal
LIFTGATE FLIP-UP GLASS INSTALLATION
(1) Position flip-up glass on liftgate.
REMOVAL (2) Install hinge nuts. Hand tighten only.
(3) With the glass panel in the open and fully
WARNING: DO NOT DISCONNECT THE PROP ROD raised position, push glass forward to completely seat
CYLINDERS WITH THE LIFTGATE FLIP-UP GLASS the hinges. Tighten hinge nuts to 6 N·m (60 in. lbs.).
CLOSED. THE PROP ROD PISTONS ARE OPER- (4) Install prop rods onto ball studs and compress
ATED BY HIGH PRESSURE GAS. THIS PRESSURE locking caps to lock prop rods onto ball studs.
COULD CAUSE DAMAGE AND/OR PERSONAL
23 - 50 BODY ZJ
FLIP-UP GLASS SWITCH
REMOVAL
(1) Remove liftgate trim panel.
(2) Remove license plate lamp housing nuts from
liftgate.
(3) Squeeze switch locking tabs inward to release
switch from license plate lamp housing.
(4) Disconnect switch harness connector.
(5) Separate switch from housing (Fig. 68).
Fig. 69 Liftgate Seal

(3) Remove latch nuts (Fig. 70).
(4) Disconnect switch connectors.
(5) Remove latch from liftgate.
Fig. 68 Switch Removal

INSTALLATION
(1) Position switch into license plate lamp housing
and connect switch harness connector.
(2) Snap switch into place.
(3) Install license plate lamp housing.
(4) Install liftgate trim panel.
LIFTGATE FLIP-UP GLASS WEATHERSTRIP

REMOVAL Fig. 70 Flip-Up Glass Latch
(1) Slowly pull seal away from flange around edge
INSTALLATION
of glass opening. Remove it from vehicle.
(1) Position latch on vehicle, 2.5 mm forward of
(2) Clean seal flange as necessary.
seal.
INSTALLATION (2) Connect switch connectors.
(1) Position weatherstrip seal with paint dots (3) Install latch nuts. Tighten to 11 N·m (100 in.
aligned with window opening corners. lbs.).
(2) Seat seal firmly around entire liftgate (Fig. 69). (4) Close flip-up glass panel and verify proper
(3) Butt seal ends together and smooth out any operation.
remaining length. Weathersrtip break should be 120 (5) Install liftgate lower trim panel.
mm left of latch opening.
(4) If necessary, cut surplus from weatherstrip LIFTGATE FLIP-UP GLASS LATCH HANDLE/
(non-plug end only). STRIKER
LIFTGATE FLIP-UP GLASS LATCH REMOVAL

(1) Raise flip-up glass.
REMOVAL (2) Using a wax pencil or equivalent, make align-
(1) Raise liftgate. ment marks on the inside and outside of the glass
(2) Remove liftgate lower trim panel. panel.
ZJ BODY 23 - 51
(3) Remove handle/striker.
INSTALLATION
(1) Position handle/striker on glass panel and align
reference marks.
(2) Install handle/striker. Tighten screws to 6 N·m
(60 in. lbs.).
LICENSE PLATE LAMP HOUSING

REMOVAL
(1) Remove liftgate trim panel
(2) Remove lamp housing retaining screws from
liftgate (Fig. 71).
(3) Disconnect bulb socket from lamp housing.
(4) Disconnect Flip-Up glass switch connector, if
equipped. Fig. 72 Quarter Window Applique & Air Exhauster
(5) Remove housing from liftgate.
(3) Position applique on panel with retainers
aligned. Press applique firmly in place.
LUGGAGE RACK
REMOVAL
(1) Remove slide rail screws (Fig. 73).
(2) Remove luggage rack from vehicle roof.
NOTE: The skid strips are attached to roof panel

with adhesive.
(3) Loosen each skid strip with a heat gun.

(4) Lift one edge of each skid strip with a putty
knife and peel it from roof panel. Apply additional
heat to any location where a skid strip remains.
(5) Remove original adhesive from roof panel with
Fig. 71 License Plate Lamp Housing an all- purpose adhesive removal solution.
INSTALLATION
(1) Position lamp housing at liftgate.
(2) Connect bulb socket to lamp housing.
(3) Connect Flip-Up glass switch connector, if
equipped.
(4) Install lamp housing retaining screws in lift-
gate. Tighten screws securely.
(5) Install liftgate trim panel.
QUARTER WINDOW APPLIQUE/AIR EXHAUSTER

REMOVAL
(1) Using a trim stick, carefully pry applique from
panel (Fig. 72).
(2) Carefully pry air exhauster from upper quarter
panel using a flat blade screwdriver.
Fig. 73 Luggage Rack
INSTALLATION
INSTALLATION
(1) Reseal air exhauster using foam tape.
(1) Install 3M 06379 double-sided tape on skid
(2) Install air exhauster on panel.
strips.
(2) Align each skid strip on roof panel.
23 - 52 BODY ZJ
(3) Verify that each skid strip is properly aligned.
(4) Press each skid strip onto roof panel with a
roller.
NOTE: Apply 3M Drip-Chek Sealant (or an equiva-

lent product) to underside of side rail screw heads.
(5) Position luggage rack on roof.
(6) Install and tighten slide rail screws to 3 N·m
(28 in- lbs) torque.
LUGGAGE RACK—LIMITED PLUS

REMOVAL
(1) Using a small flat blade, carefully pry off riser
cover (Fig. 74).
(2) If necessary, depress the lock buttons on the
crossbars and slide crossbars inward to expose the Fig. 75 Crossbar Lock Button
screws attaching the side rails to the risers and
adapter plates (Fig. 75).
(3) Remove the screws attaching the side rails to
the risers and adapter plates (Fig. 76).
(4) Separate the luggage rack from the adapter
plates.
(5) Remove the screws attaching the adapter
plates to the roof panel.
NOTE: If a crossbar needs to be removed, the for-

ward or rearward risers have to be removed
depending on which crossbar is to be serviced.
(6) Separate the adapter plates from the roof

panel.
Fig. 76 Siderail
(3) Install the screws attaching the side rails to
the risers and adapter plates.
(4) Position the riser covers on the risers and press
into place.
ADJUSTMENTS
HOOD ADJUSTMENT
The hood attaching holes are enlarged to aid front,
back and side-to-side adjustment.
(1) If hood is low in relation to cowl panel, insert
shims between hinge and hood.
Fig. 74 Riser Cover (2) Adjust hood bumper (Fig. 77) in or out to
adjust hood-to-fender height alignment.
INSTALLATION (3) Adjust the hood latch as necessary. Tighten the
(1) Position the adapter plates on the roof panel nuts to 11 N·m (8 ft-lbs) torque after adjustment.
and install the screws. Ensure that the gasket is (4) Align latch striker so that striker enters the
properly seated on the adapter plates. latch squarely and without binding.
(2) Position the luggage rack on the adapter
plates.
ZJ BODY 23 - 53
or tap the latch striker upward if the door character
line is lower than the body character line.
(3) Inspect alignment. If correct, tighten striker
with 28 N·m (21 ft. lbs.) torque.
DOOR LATCH ADJUSTMENT

(1) Locate access hole (Fig. 78).
(2) Insert a 5/32-inch hex-wrench through hole and
into adjustment screw. Loosen screw.
(3) Operate outside handle button several times to
release any restriction because of mis-alignment.
(4) Tighten adjustment screw to 3 N·m (30 in-lbs)
torque.
(5) Test handle button and lock cylinder for proper
operation.
Fig. 77 Hood Bumper

DOOR
Minor adjustment for alignment of the door is
made by moving the latch striker.
IN AND OUT
(1) Loosen the latch striker.
(2) Tap the latch striker inward if the door charac-
ter line is outboard of the body character line or tap
the latch striker outward if the door character line is Fig. 78 Door Latch Adjustment
inboard of the body character line.
(3) Inspect alignment. If correct, tighten striker LIFTGATE
with 28 N·m (21 ft. lbs.) torque. The position of liftgate can be adjusted upward or
downward by use of slots in the hinge. An inward or
UP AND DOWN outward adjustment is achieved by use of slots in the
(1) Loosen the latch striker. body. If an inward or outward adjustment is needed,
(2) Tap the latch striker downward if the door use 3My Fast and Firm or equivalent on the hinge
character line is higher than the body character line to body mating surface as a sealant.
23 - 54 BODY ZJ
SPECIFICATIONS
BODY LUBRICANTS
COMPONENT SERVICE INTERVAL LUBRICANT
Multi-Purpose Grease NLGI GC-LB
Door Hinges As Required
(Water Resistant) (1)
Multi-Purpose Grease NLGI GC-LB
Door Latches As Required
(Water Resistant) (1)
As Required
Hood Latch, Release Mechanism and Safety (When Performing Multi-Purpose Grease NLGI GC-LB 2
Latch Other Underhood EP (2)
Service)
Hood Hinges As Required Engine Oil
Multi-Purpose Grease NLGI GC-LB 2
Seat Track and Release Mechanism As Required
EP (2)
Liftgate Hinge As Required
EP (2)
Liftgate Support Arms As Required Engine Oil
Liftgate Latches As Required White Spray Lubricant (3)
Liftgate Release Handle (Pivot and Slide Multi-Purpose Grease NLGI GC-LB 2
As Required
Contact Surfaces) EP (2)
Window System Components As Required White Spray Lubricant (3)
Lock Cylinders Twice a Year Lock-Cylinder Lubricant (4)
Parking Brake Mechanism As Required
EP (1)
1 = Mopar Wheel Bearing Grease (High Temp)
2 = Mopar Multi-Mileage Lubricant
3 = Mopar Spray White Lube
4 = Mopar Lock Cylinder Lubricant
SPECIAL TOOLS
BODY
Remover, Moldings C-4829

ZJ HEATING AND AIR CONDITIONING 24 - 1
HEATING AND AIR CONDITIONING

CONTENTS
page page
GENERAL INFORMATION COMPRESSOR CLUTCH RELAY . . . . . . . . . . . . 27

HEATER AND AIR CONDITIONER CONTROL . . . 2 COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . 26
HEATER AND AIR CONDITIONER . . . . . . . . . . . . 2 HEATER PERFORMANCE . . . . . . . . . . . . . . . . . 14
SERVICE WARNINGS AND PRECAUTIONS . . . . 3 HIGH PRESSURE CUT-OFF SWITCH . . . . . . . . 28
DESCRIPTION AND OPERATION LOW PRESSURE CYCLING CLUTCH SWITCH . 28
ACCUMULATOR . . . . . . . . . . . . . . . . . . . . . . . . . 5 REFRIGERANT SYSTEM LEAKS . . . . . . . . . . . . 28
AMBIENT TEMPERATURE SENSOR . . . . . . . . . . 5 VACUUM SYSTEM . . . . . . . . . . . . . . . . . . . . . . 15
BLOWER MOTOR POWER MODULE . . . . . . . . . 6 SERVICE PROCEDURES
BLOWER MOTOR RESISTOR . . . . . . . . . . . . . . . 6 REFRIGERANT OIL LEVEL . . . . . . . . . . . . . . . . 30
BLOWER MOTOR SWITCH . . . . . . . . . . . . . . . . . 6 REFRIGERANT RECOVERY . . . . . . . . . . . . . . . . 29
BLOWER MOTOR . . . . . . . . . . . . . . . . . . . . . . . . 5 REFRIGERANT SYSTEM CHARGE . . . . . . . . . . 29
COMPRESSOR CLUTCH RELAY . . . . . . . . . . . . . 7 REFRIGERANT SYSTEM EVACUATE . . . . . . . . . 29
COMPRESSOR CLUTCH . . . . . . . . . . . . . . . . . . . 7 REMOVAL AND INSTALLATION
COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . 6 ACCUMULATOR . . . . . . . . . . . . . . . . . . . . . . . . 39
CONDENSER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 AMBIENT TEMPERATURE SENSOR . . . . . . . . . 32
EVAPORATOR COIL . . . . . . . . . . . . . . . . . . . . . . 7 BLOWER MOTOR RESISTOR AND POWER
FIXED ORIFICE TUBE . . . . . . . . . . . . . . . . . . . . . 8 MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
HEATER CORE . . . . . . . . . . . . . . . . . . . . . . . . . . 8 BLOWER MOTOR . . . . . . . . . . . . . . . . . . . . . . . 44
HIGH PRESSURE CUT-OFF SWITCH . . . . . . . . . 8 COMPRESSOR CLUTCH RELAY . . . . . . . . . . . . 38
HIGH PRESSURE RELIEF VALVE . . . . . . . . . . . . 8 COMPRESSOR CLUTCH . . . . . . . . . . . . . . . . . . 36
IN-VEHICLE TEMPERATURE SENSOR . . . . . . . . 9 COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . 34
LOW PRESSURE CYCLING CLUTCH SWITCH . . 9 CONDENSER . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
REFRIGERANT LINE COUPLER . . . . . . . . . . . . 10 DISCHARGE LINE . . . . . . . . . . . . . . . . . . . . . . . 33
REFRIGERANT LINE . . . . . . . . . . . . . . . . . . . . . . 9 DOOR ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . 46
REFRIGERANT OIL . . . . . . . . . . . . . . . . . . . . . . 10 DUCTS AND OUTLETS . . . . . . . . . . . . . . . . . . . 52
REFRIGERANT SYSTEM SERVICE EVAPORATOR COIL . . . . . . . . . . . . . . . . . . . . . 52
EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . 10 FIXED ORIFICE TUBE . . . . . . . . . . . . . . . . . . . . 38
REFRIGERANT SYSTEM SERVICE PORT . . . . . 11 HEATER CORE . . . . . . . . . . . . . . . . . . . . . . . . . 50
REFRIGERANT . . . . . . . . . . . . . . . . . . . . . . . . . . 9 HEATER-A/C CONTROL . . . . . . . . . . . . . . . . . . 42
SOLAR SENSOR . . . . . . . . . . . . . . . . . . . . . . . . 11 HEATER-A/C HOUSING DOOR . . . . . . . . . . . . . 50
VACUUM CHECK VALVE . . . . . . . . . . . . . . . . . . 11 HEATER-A/C HOUSING . . . . . . . . . . . . . . . . . . . 48
VACUUM RESERVOIR . . . . . . . . . . . . . . . . . . . 11 HIGH PRESSURE CUT-OFF SWITCH . . . . . . . . 33
DIAGNOSIS AND TESTING HIGH PRESSURE RELIEF VALVE . . . . . . . . . . . 35
A/C PERFORMANCE . . . . . . . . . . . . . . . . . . . . . 11 IN-VEHICLE TEMPERATURE SENSOR . . . . . . . 44
AUTOMATIC TEMPERATURE CONTROL LIQUID LINE . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 LOW PRESSURE CYCLING CLUTCH SWITCH . 39
BLOWER MOTOR RESISTOR . . . . . . . . . . . . . . 26 REFRIGERANT LINE COUPLER . . . . . . . . . . . . 32
BLOWER MOTOR SWITCH . . . . . . . . . . . . . . . . 26 SOLAR SENSOR . . . . . . . . . . . . . . . . . . . . . . . . 43
BLOWER MOTOR . . . . . . . . . . . . . . . . . . . . . . . 25 VACUUM CHECK VALVE . . . . . . . . . . . . . . . . . . 42
COMPRESSOR CLUTCH COIL . . . . . . . . . . . . . 27 VACUUM RESERVOIR . . . . . . . . . . . . . . . . . . . 42
24 - 2 HEATING AND AIR CONDITIONING ZJ
GENERAL INFORMATION Both the manual and ATC heater and air condi-
tioner are blend-air type systems. In a blend-air sys-
HEATER AND AIR CONDITIONER tem, a blend-air door controls the amount of
A manual temperature control type heating-air unconditioned air (or cooled air from the evaporator)
conditioning system is standard factory-installed that is allowed to flow through, or around, the heater
equipment on this model. An electronically controlled core. A temperature control knob on the heater-A/C
Automatic Temperature Control (ATC) type heating- control panel determines the discharge air tempera-
air conditioning system is an available factory-in- ture by energizing the blend-air door motor, which
stalled option. operates the blend-air door. This allows an almost
All vehicles are equipped with a common heater- immediate control of the output air temperature of
A/C housing assembly (Fig. 1). The system combines the system.
air conditioning, heating, and ventilating capabilities The mode control knob on the heater-A/C control
in a single unit housing mounted under the instru- panel is used to direct the conditioned air to the
ment panel. selected system outlets. On manual temperature con-
trol systems, the mode control knob switches engine
vacuum to control the mode doors, which are oper-
ated by vacuum actuator motors. On ATC systems,
the mode control knob switches electrical current to
control the mode doors, which are operated by elec-
tronic actuator motors.
The outside air intake can be shut off by selecting
the Recirculation Mode with the mode control knob.
This will operate the recirculating air door that
closes off the outside fresh air intake and recirculates
the air that is already inside the vehicle.
The air conditioner for all models is designed for
the use of non-CFC, R-134a refrigerant. The air con-
ditioning system has an evaporator to cool and dehu-
midify the incoming air prior to blending it with the
heated air. This air conditioning system uses a fixed
Fig. 1 Common Blend-Air Heater-Air Conditioner orifice tube in the liquid line near the condenser out-
System let tube to meter refrigerant flow to the evaporator
coil. To maintain minimum evaporator temperature
Outside fresh air enters the vehicle through the and prevent evaporator freezing, a fixed pressure set-
cowl top opening at the base of the windshield, and ting switch on the accumulator cycles the compressor
passes through a plenum chamber to the heater-A/C clutch.
system blower housing. Air flow velocity can then be
adjusted with the blower motor speed selector switch HEATER AND AIR CONDITIONER CONTROL
on the heater-A/C control panel. The air intake open- The manual temperature control heater-A/C sys-
ings must be kept free of snow, ice, leaves, and other tem uses a combination of electrical, and vacuum
obstructions for the heater-A/C system to receive a controls. The Automatic Temperature Control (ATC)
sufficient volume of outside air. heater-A/C system uses only electrical controls. These
It is also important to keep the air intake openings controls provide the vehicle operator with a number
clear of debris because leaf particles and other debris of setting options to help control the climate and
that is small enough to pass through the cowl ple- comfort within the vehicle. Refer to the owner’s man-
num screen can accumulate within the heater-A/C ual in the vehicle glove box for more information on
housing. The closed, warm, damp and dark environ- the suggested operation and use of these controls.
ment created within the heater-A/C housing is ideal Both heater-A/C control panels are located on the
for the growth of certain molds, mildews and other instrument panel inboard of the steering column and
fungi. Any accumulation of decaying plant matter below the radio (Fig. 2). Both control panels contain
provides an additional food source for fungal spores, a rotary-type temperature control knob, a rotary-type
which enter the housing with the fresh air. Excess mode control switch knob, a rotary-type blower motor
debris, as well as objectionable odors created by speed switch knob and an air conditioning compres-
decaying plant matter and growing fungi can be dis- sor push button switch. The ATC control panel also
charged into the passenger compartment during features a Recirc push button switch and a vacuum
heater-A/C system operation. fluorescent display area.
SERVICE WARNINGS AND PRECAUTIONS
WARNING:
• THE AIR CONDITIONING SYSTEM CONTAINS
REFRIGERANT UNDER HIGH PRESSURE. SEVERE
PERSONAL INJURY MAY RESULT FROM IMPROPER
SERVICE PROCEDURES. REPAIRS SHOULD ONLY
BE PERFORMED BY QUALIFIED SERVICE PERSON-
NEL.
• AVOID BREATHING THE REFRIGERANT AND
REFRIGERANT OIL VAPOR OR MIST. EXPOSURE
MAY IRRITATE THE EYES, NOSE, AND/OR THROAT.
WEAR EYE PROTECTION WHEN SERVICING THE
AIR CONDITIONING REFRIGERANT SYSTEM. SERI-
OUS EYE INJURY CAN RESULT FROM DIRECT
CONTACT WITH THE REFRIGERANT. IF EYE CON-
TACT OCCURS, SEEK MEDICAL ATTENTION IMME-
DIATELY.
• DO NOT EXPOSE THE REFRIGERANT TO
OPEN FLAME. POISONOUS GAS IS CREATED
WHEN REFRIGERANT IS BURNED. AN ELEC-
TRONIC LEAK DETECTOR IS RECOMMENDED.
Fig. 2 Heater-Air Conditioner Control Panels • IF ACCIDENTAL SYSTEM DISCHARGE
OCCURS, VENTILATE THE WORK AREA BEFORE
The ATC control panel includes the ATC control
RESUMING SERVICE. LARGE AMOUNTS OF
module. The ATC control module contains a micro-
REFRIGERANT RELEASED IN A CLOSED WORK
processor and uses internal programming along with
AREA WILL DISPLACE THE OXYGEN AND CAUSE
hard-wired sensor inputs and messages received on
SUFFOCATION.
the Chrysler Collision Detection (CCD) data bus net-
• THE EVAPORATION RATE OF R-134a REFRIG-
work to control the many functions and features of
ERANT AT AVERAGE TEMPERATURE AND ALTI-
the ATC system.
TUDE IS EXTREMELY HIGH. AS A RESULT,
Both the manual heater-A/C control panel and the
ANYTHING THAT COMES IN CONTACT WITH THE
ATC control panel are serviced only as complete
REFRIGERANT WILL FREEZE. ALWAYS PROTECT
units and cannot be repaired. If faulty or damaged,
THE SKIN OR DELICATE OBJECTS FROM DIRECT
the entire control panel unit must be replaced.
CONTACT WITH THE REFRIGERANT.
• THE R-134a SERVICE EQUIPMENT OR THE
VEHICLE REFRIGERANT SYSTEM SHOULD NOT BE
PRESSURE TESTED OR LEAK TESTED WITH COM-
PRESSED AIR. SOME MIXTURES OF AIR AND
R-134a HAVE BEEN SHOWN TO BE COMBUSTIBLE
AT ELEVATED PRESSURES. THESE MIXTURES ARE
POTENTIALLY DANGEROUS, AND MAY RESULT IN
FIRE OR EXPLOSION CAUSING INJURY OR PROP-
ERTY DAMAGE.
CAUTION: • Keep service tools and the work area clean.
• Liquid refrigerant is corrosive to metal sur- Contamination of the refrigerant system through
faces. Follow the operating instructions supplied careless work habits must be avoided.
with the service equipment being used.
• Never add R-12 to a refrigerant system
designed to use R-134a. Damage to the system will COOLING SYSTEM REQUIREMENTS
result. To maintain the performance level of the heating-
• R-12 refrigerant oil must not be mixed with air conditioning system, the engine cooling system
R-134a refrigerant oil. They are not compatible. must be properly maintained. The use of a bug
• Do not use R-12 equipment or parts on the screen is not recommended. Any obstructions in front
R-134a system. Damage to the system will result. of the radiator or condenser will reduce the perfor-
• Do not overcharge the refrigerant system. This mance of the air conditioning and engine cooling sys-
will cause excessive compressor head pressure tems.
and can cause noise and system failure. The engine cooling system includes the heater core
• Recover the refrigerant before opening any fit- and the heater hoses. Refer to Group 7 - Cooling Sys-
ting or connection. Open the fittings with caution, tem for more information before the opening of, or
even after the system has been discharged. Never attempting any service to the engine cooling system.
open or loosen a connection before recovering the
REFRIGERANT HOSES/LINES/TUBES
refrigerant.
PRECAUTIONS
• The refrigerant system must always be evacu-
Kinks or sharp bends in the refrigerant plumbing
ated before charging.
will reduce the capacity of the entire system. High
• Do not open the refrigerant system or uncap a
pressures are produced in the system when it is oper-
replacement component until you are ready to ser-
ating. Extreme care must be exercised to make sure
vice the system. This will prevent contamination in
that all refrigerant system connections are pressure
the system.
tight.
• Before disconnecting a component, clean the
A good rule for the flexible hose refrigerant lines is
outside of the fittings thoroughly to prevent con-
to keep the radius of all bends at least ten times the
tamination from entering the refrigerant system.
diameter of the hose. Sharp bends will reduce the
• Immediately after disconnecting a component
flow of refrigerant. The flexible hose lines should be
from the refrigerant system, seal the open fittings
routed so they are at least 80 millimeters (3 inches)
with a cap or plug.
from the exhaust manifold. It is a good practice to
• Before connecting an open refrigerant fitting,
inspect all flexible refrigerant system hose lines at
always install a new seal or gasket. Coat the fitting
least once a year to make sure they are in good con-
and seal with clean refrigerant oil before connect-
dition and properly routed.
ing.
There are two types of refrigerant fittings:
• Do not remove the sealing caps from a replace-
• All fittings with O-rings need to be coated with
ment component until it is to be installed.
refrigerant oil before installation. Use only O-rings
• When installing a refrigerant line, avoid sharp
approved for use with R-134a refrigerant. Failure to
bends that may restrict refrigerant flow. Position the
do so may result in a leak.
refrigerant lines away from exhaust system compo-
• Unified plumbing connections with aluminum
nents or any sharp edges, which may damage the
gaskets cannot be serviced with O-rings. The gaskets
line.
are not reusable and new gaskets do not require
• Tighten refrigerant fittings only to the specified
lubrication before installing.
torque. The aluminum fittings used in the refriger-
Using the proper tools when making a refrigerant
ant system will not tolerate overtightening.
plumbing connection is very important. Improper
• When disconnecting a refrigerant fitting, use a
tools or improper use of the tools can damage the
wrench on both halves of the fitting. This will pre-
refrigerant fittings. Always use two wrenches when
vent twisting of the refrigerant lines or tubes.
loosening or tightening tube fittings. Use one wrench
• Refrigerant oil will absorb moisture from the
to hold one side of the connection stationary, while
atmosphere if left uncapped. Do not open a con-
loosening or tightening the other side of the connec-
tainer of refrigerant oil until you are ready to use it.
tion with a second wrench.
Replace the cap on the oil container immediately
The refrigerant must be recovered completely from
after using. Store refrigerant oil only in a clean, air-
the system before opening any fitting or connection.
tight, and moisture-free container.
Open the fittings with caution, even after the refrig-
erant has been recovered. If any pressure is noticed
as a fitting is loosened, tighten the fitting and
recover the refrigerant from the system again.
Do not discharge refrigerant into the atmosphere.
Use an R-134a refrigerant recovery/recycling device
that meets SAE Standard J2210.
The refrigerant system will remain chemically sta-
ble as long as pure, moisture-free R-134a refrigerant
and refrigerant oil is used. Dirt, moisture, or air can
upset this chemical stability. Operational troubles or
serious damage can occur if foreign material is
present in the refrigerant system.
When it is necessary to open the refrigerant sys-
tem, have everything needed to service the system
ready. The refrigerant system should not be left open
to the atmosphere any longer than necessary. Cap or
plug all lines and fittings as soon as they are opened
to prevent the entrance of dirt and moisture. All lines
and components in parts stock should be capped or
sealed until they are to be installed.
All tools, including the refrigerant recycling equip-
ment, the manifold gauge set, and test hoses should
be kept clean and dry. All tools and equipment must
be designed for R-134a refrigerant.

ACCUMULATOR
The accumulator is mounted in the engine com- Fig. 3 Accumulator - Typical
partment between the evaporator coil outlet tube and
the compressor inlet. Refrigerant enters the accumu- this sensor when the vehicle is not moving, this input
lator canister as a low pressure vapor through the is only used by the ATC system when the vehicle is
inlet tube. in motion.
Any liquid, oil-laden refrigerant falls to the bottom The ambient temperature sensor cannot be
of the canister, which acts as a separator. A desiccant adjusted or repaired and, if faulty or damaged, it
bag is mounted inside the accumulator canister to must be replaced.
absorb any moisture which may have entered and
become trapped within the refrigerant system (Fig. BLOWER MOTOR
3). The blower motor and blower wheel are located in
the passenger side end of the heater-A/C housing,
AMBIENT TEMPERATURE SENSOR below the glove box module. The blower motor con-
Models with the optional Automatic Temperature trols the velocity of the air flowing through the heat-
Control (ATC) system use an input from the ambient er-A/C housing by spinning a squirrel cage-type
temperature sensor. The sensor is located in front of blower wheel within the housing at the selected
the condenser and behind the radiator grille on the speed. The blower motor and blower wheel can be
center radiator support. serviced from the passenger compartment side of the
The ambient temperature sensor is hard-wired to housing.
the Body Control Module (BCM). The BCM places an The blower motor will only operate when the igni-
ambient temperature message on the CCD data bus tion switch is in the On position, and the heater-A/C
for use by the overhead console for the thermometer mode control switch knob is in any position, except
function, and for use by the ATC control module. Off. The blower motor circuit is protected by a fuse in
The ambient temperature sensor is a Negative the junction block. On models with the standard
Temperature Coefficient (NTC) thermistor or temper- manual temperature control system, the blower
ature sensitive resistor. The ATC control module uses motor speed is controlled by regulating the battery
this sensor input to monitor the outside air tempera- feed through the blower motor switch and the blower
ture. However, because heat from the radiator and motor resistor. On models with the optional Auto-
condenser can affect the accuracy of the input from matic Temperature Control (ATC) system, the blower
motor speed is controlled by the blower motor power BLOWER MOTOR SWITCH
module, which adjusts the battery feed voltage to the The heater-A/C blower motor is controlled by a
blower motor based upon an input from the blower rotary-type blower motor switch, mounted in the
motor switch through the ATC control module. heater-A/C control panel. On vehicles with manual
The blower motor and blower motor wheel cannot temperature control systems, the switch allows the
be repaired and, if faulty or damaged, they must be selection of four blower motor speeds, but will only
replaced. The blower motor and blower wheel are operate with the ignition switch in the On position
each serviced separately. and the heater-A/C mode control switch in any posi-
tion, except Off. On vehicles with the Automatic Tem-
BLOWER MOTOR POWER MODULE perature Control (ATC) systems, the switch allows
Models equipped with the optional Automatic Tem- the selection of Lo Auto, Hi Auto, and an infinite
perature Control (ATC) system have a blower motor number of manual speed settings between Lo and Hi.
power module. The power module allows the selec- On manual temperature control systems, the
tion of almost infinitely variable blower motor blower motor switch is connected in series with the
speeds. The power module is mounted to the heater- blower motor ground path through the heater-A/C
A/C housing, under the instrument panel and just mode control switch. The blower motor switch directs
inboard of the blower motor, in the same location this ground path to the blower motor through the
used for the blower motor resistor on manual temper- blower motor resistor wires, or directly to the blower
ature control systems. It can be accessed without motor, as required to achieve the selected blower
removing any other components. motor speed.
The blower motor power module output to the On ATC systems, the blower motor switch is just
blower motor can be controlled by adjusting the one of many inputs to the ATC control module. In the
blower motor speed switch knob on the ATC heater- manual blower modes, the ATC control module
A/C control panel, or it can be adjusted automatically adjusts the blower motor speed through the blower
by the logic circuitry and programming of the ATC motor power module as required to achieve the
control module. In either case, the ATC control mod- selected blower switch position. In the auto blower
ule sends the correct pulse-width modulated signal to modes, the ATC controller is programmed to select
the power module to obtain the selected or pro- and adjust the blower motor speed through the
grammed blower motor speed. blower motor power module as required to achieve
The blower motor power module cannot be repaired and maintain the selected comfort level.
and, if faulty or damaged, it must be replaced. The blower motor switch cannot be repaired and, if
faulty or damaged, it must be replaced. The switch is
BLOWER MOTOR RESISTOR serviced only as a part of the heater-A/C control
Models with the standard manual temperature assembly.
control system have a blower motor resistor. The
blower motor resistor is mounted to the bottom of the COMPRESSOR
heater-A/C housing, under the instrument panel and The air conditioning system uses a Nippon Denso
just inboard of the blower motor. It can be accessed 10PA17 ten cylinder, double-acting swash plate-type
for service without removing any other components. compressor on all models. This compressor has a
The resistor has multiple resistor wires, each of fixed displacement of 170 cubic centimeters (10.374
which will reduce the current flow to the blower cubic inches), and has both the suction and discharge
motor to change the blower motor speed by changing ports located on the cylinder head. A label identifying
the resistance in the blower motor ground path. The the use of R-134a refrigerant is located on the com-
blower motor switch directs the ground path through pressor.
the correct resistor wire to obtain the selected speed. The compressor is driven by the engine through an
With the blower motor switch in the lowest speed electric clutch, drive pulley and belt arrangement.
position, the ground path for the motor is applied The compressor is lubricated by refrigerant oil that is
through all of the resistor wires. Each higher speed circulated throughout the refrigerant system with the
selected with the blower motor switch applies the refrigerant.
blower motor ground path through fewer of the resis- The compressor draws in low-pressure refrigerant
tor wires, increasing the blower motor speed. When vapor from the evaporator through its suction port. It
the blower motor switch is in the highest speed posi- then compresses the refrigerant into a high-pressure,
tion, the blower motor resistor is bypassed and the high-temperature refrigerant vapor, which is then
blower motor receives a direct path to ground. pumped to the condenser through the compressor dis-
The blower motor resistor cannot be repaired and, charge port.
if faulty or damaged, it must be replaced.
The compressor cannot be repaired. If faulty or rent capacity is lower, and the relay case dimensions
damaged, the entire compressor assembly must be are smaller than those of the conventional ISO relay.
replaced. The compressor clutch, pulley and clutch The compressor clutch relay is a electromechanical
coil are available for service. device that switches battery current to the compres-
sor clutch coil when the Powertrain Control Module
COMPRESSOR CLUTCH (PCM) grounds the coil side of the relay. The PCM
The compressor clutch assembly consists of a sta- responds to inputs from the A/C compressor switch
tionary electromagnetic coil, a hub bearing and pul- on the heater-A/C control panel, the Automatic Tem-
ley assembly, and a clutch plate (Fig. 4). The perature Control (ATC) control module (if the vehicle
electromagnetic coil unit and the hub bearing and is so equipped), the low pressure cycling clutch
pulley assembly are each retained on the nose of the switch, and the high pressure cut-off switch. See the
compressor front housing with snap rings. The clutch Diagnosis and Testing section of this group for more
plate is keyed to the compressor shaft and secured information on the operation of the compressor clutch
with a screw. relay.
The compressor clutch relay is located in the Power
Distribution Center (PDC) in the engine compart-
ment. Refer to the PDC label for relay identification
and location.
The compressor clutch relay cannot be repaired
and, if faulty or damaged, it must be replaced.
CONDENSER
The condenser is located in the air flow in front of
the engine cooling radiator. The condenser is a heat
exchanger that allows the high-pressure refrigerant
gas being discharged by the compressor to give up its
heat to the air passing over the condenser fins. When
the refrigerant gas gives up its heat, it condenses.
When the refrigerant leaves the condenser, it has
Fig. 4 Compressor Clutch - Typical become a high-pressure liquid refrigerant.
These components provide the means to engage The volume of air flowing over the condenser fins
and disengage the compressor from the engine ser- is critical to the proper cooling performance of the air
pentine accessory drive belt. When the clutch coil is conditioning system. Therefore, it is important that
energized, it magnetically draws the clutch into con- there are no objects placed in front of the radiator
tact with the pulley and drives the compressor shaft. grille openings in the front of the vehicle or foreign
When the coil is not energized, the pulley freewheels material on the condenser fins that might obstruct
on the clutch hub bearing, which is part of the pulley. proper air flow. Also, any factory-installed air seals or
The compressor clutch and coil are the only serviced shrouds must be properly reinstalled following radia-
parts on the compressor. tor or condenser service.
The compressor clutch engagement is controlled by The condenser cannot be repaired and, if faulty or
several components: the A/C switch on the heater- damaged, it must be replaced.
A/C control panel, the Automatic Temperature Con-
trol (ATC) control module (if the vehicle is so EVAPORATOR COIL
equipped), the low pressure cycling clutch switch, the The evaporator coil is located in the heater-A/C
high pressure cut-off switch, the compressor clutch housing, under the instrument panel. The evaporator
relay, and the Powertrain Control Module (PCM). coil is positioned in the heater-A/C housing so that
The PCM may delay compressor clutch engagement all air that enters the housing must pass over the
for up to thirty seconds. Refer to Group 14 - Fuel fins of the evaporator before it is distributed through
System for more information on the PCM controls. the system ducts and outlets. However, air passing
over the evaporator coil fins will only be conditioned
COMPRESSOR CLUTCH RELAY when the compressor is engaged and circulating
The compressor clutch relay is a International refrigerant through the evaporator coil tubes.
Standards Organization (ISO) micro-relay. The termi- Refrigerant enters the evaporator from the fixed
nal designations and functions are the same as a con- orifice tube as a low-temperature, low-pressure liq-
ventional ISO relay. However, the micro-relay uid. As air flows over the fins of the evaporator, the
terminal orientation (footprint) is different, the cur- humidity in the air condenses on the fins, and the
heat from the air is absorbed by the refrigerant. Heat heater core. The blower motor speed controls the vol-
absorption causes the refrigerant to boil and vapor- ume of air flowing through the heater-A/C housing.
ize. The refrigerant becomes a low-pressure gas The heater core cannot be repaired and, if faulty or
before it leaves the evaporator. damaged, it must be replaced. Refer to Group 7 -
The evaporator coil cannot be repaired and, if Cooling System for more information on the engine
faulty or damaged, it must be replaced. cooling system, the engine coolant and the heater
hoses.
FIXED ORIFICE TUBE
The fixed orifice tube is installed in the liquid line HIGH PRESSURE CUT-OFF SWITCH
between the outlet of the condenser and the inlet of The high pressure cut-off switch is located on the
the evaporator. The fixed orifice tube is only serviced discharge line or discharge line block fitting near the
as an integral part of the liquid line. compressor. The switch is screwed onto a fitting that
The inlet end of the fixed orifice tube has a nylon contains a Schrader-type valve, which allows the
mesh filter screen, which filters the refrigerant and switch to be serviced without discharging the refrig-
helps to reduce the potential for blockage of the erant system. The discharge line fitting is equipped
metering orifice by refrigerant system contaminants with an O-ring to seal the switch connection.
(Fig. 5). The outlet end of the tube has a nylon mesh The high pressure cut-off switch is connected in
diffuser screen. The O-rings on the plastic body of series electrically with the low pressure cycling
the fixed orifice tube seal the tube to the inside of clutch switch between ground and the Powertrain
the liquid line and prevent the refrigerant from Control Module (PCM). The switch contacts open and
bypassing the fixed metering orifice. close causing the PCM to turn the compressor clutch
on and off. This prevents compressor operation when
the discharge line pressure approaches high levels.
The high pressure cut-off switch contacts are open
when the discharge line pressure rises above 3100 to
3375 kPa (450 to 490 psi). The switch contacts will
close when the discharge line pressure drops to 1860
to 2275 kPa (270 to 330 psi).
The high pressure cut-off switch is a factory-cali-
brated unit. The switch cannot be adjusted or
repaired and, if faulty or damaged, it must be
Fig. 5 Fixed Orifice Tube - Typical replaced.
The fixed orifice tube is used to meter the flow of HIGH PRESSURE RELIEF VALVE
liquid refrigerant into the evaporator coil. The high- A high pressure relief valve is located on the com-
pressure liquid refrigerant from the condenser pressor manifold, which is on the side of the com-
expands into a low-pressure liquid as it passes pressor. This mechanical valve is designed to vent
through the metering orifice and diffuser screen of refrigerant from the system to protect against dam-
the fixed orifice tube. age to the compressor and other system components,
The fixed orifice tube cannot be repaired and, if caused by condenser air flow restriction or an over-
faulty or plugged, the liquid line assembly must be charge of refrigerant.
replaced. The high pressure relief valve vents the system
when a discharge pressure of 3445 to 4135 kPa (500
HEATER CORE to 600 psi) or above is reached. The valve closes
The heater core is located in the heater-A/C hous- when a minimum discharge pressure of 2756 kPa
ing, under the instrument panel. It is a heat (400 psi) is reached.
exchanger made of rows of tubes and fins. Engine The high pressure relief valve vents only enough
coolant is circulated through heater hoses to the refrigerant to reduce the system pressure, and then
heater core at all times. As the coolant flows through re-seats itself. The majority of the refrigerant is con-
the heater core, heat removed from the engine is served in the system. If the valve vents refrigerant, it
transferred to the heater core fins and tubes. does not mean that the valve is faulty.
Air directed through the heater core picks up the The high pressure relief valve is a factory-cali-
heat from the heater core fins. The blend air door brated unit. The valve cannot be adjusted or
allows control of the heater output air temperature repaired, and must not be removed or otherwise dis-
by controlling how much of the air flowing through turbed. The valve is only serviced as a part of the
the heater-A/C housing is directed through the compressor assembly.
IN-VEHICLE TEMPERATURE SENSOR REFRIGERANT
Models equipped with the optional Automatic Tem- The refrigerant used in this air conditioning sys-
perature Control (ATC) system have an in-vehicle tem is a HydroFluoroCarbon (HFC), type R-134a.
temperature sensor. The in-vehicle temperature sen- Unlike R-12, which is a ChloroFluoroCarbon (CFC),
sor is located in the instrument panel, just inboard of R-134a refrigerant does not contain ozone-depleting
the glove box and below the passenger side center chlorine. R-134a refrigerant is a non-toxic, non-flam-
panel outlet. The ATC control module uses the in-ve- mable, clear, and colorless liquefied gas.
hicle temperature sensor signal input to adjust the Even though R-134a does not contain chlorine, it
blower speed, blend-air door position, and mode door must be reclaimed and recycled just like CFC-type
selection in order to maintain the selected comfort refrigerants. This is because R-134a is a greenhouse
level. gas and can contribute to global warming.
The in-vehicle temperature sensor is a Negative R-134a refrigerant is not compatible with R-12
Temperature Coefficient (NTC) thermistor, which is a refrigerant in an air conditioning system. Even a
temperature sensitive resistor. Air passing over a small amount of R-12 added to an R-134a refrigerant
venturi in the heater-A/C housing creates a vacuum, system will cause compressor failure, refrigerant oil
which draws air from inside the vehicle through a sludge or poor air conditioning system performance.
grille opening in the instrument panel past the sen- In addition, the PolyAlkylene Glycol (PAG) synthetic
sor and through an aspirator hose and tube into the refrigerant oils used in an R-134a refrigerant system
heater-A/C housing. The sensor provides a signal to are not compatible with the mineral-based refriger-
the ATC control module with a value that represents ant oils used in an R-12 refrigerant system.
the temperature of the air inside the vehicle. R-134a refrigerant system service ports, service
The in-vehicle temperature sensor cannot be tool couplers and refrigerant dispensing bottles have
adjusted or repaired and, if faulty or damaged, it all been designed with unique fittings to ensure that
must be replaced. an R-134a system is not accidentally contaminated
with the wrong refrigerant (R-12). There are also
LOW PRESSURE CYCLING CLUTCH SWITCH labels posted in the engine compartment of the vehi-
The low pressure cycling clutch switch is located cle and on the compressor identifying to service tech-
on the top of the accumulator. The switch is screwed nicians that the air conditioning system is equipped
onto an accumulator fitting that contains a Schrader- with R-134a.
type valve, which allows the switch to be serviced
without discharging the refrigerant system. The REFRIGERANT LINE
accumulator fitting is equipped with an O-ring to The refrigerant lines and hoses are used to carry
seal the switch connection. the refrigerant between the various air conditioning
The low pressure cycling clutch switch is connected system components. A barrier hose design with a
in series electrically with the high pressure cut-off nylon tube inner hose liner is used for the R-134a air
switch, between ground and the Powertrain Control conditioning system on this vehicle. This nylon liner
Module (PCM). The switch contacts open and close helps to further contain the R-134a refrigerant,
causing the PCM to turn the compressor clutch on which has a smaller molecular structure than R-12
and off. This regulates the refrigerant system pres- refrigerant. The ends of the refrigerant hoses are
sure and controls evaporator temperature. Control- made from lightweight aluminum, and use braze-less
ling the evaporator temperature prevents condensate fittings.
water on the evaporator fins from freezing and Any kinks or sharp bends in the refrigerant plumb-
obstructing air conditioning system air flow. ing will reduce the capacity of the entire air condi-
The low pressure cycling clutch switch contacts are tioning system. Kinks and sharp bends reduce the
open when the suction pressure is approximately 141 flow of refrigerant in the system. A good rule for the
kPa (20.5 psi) or lower. The switch contacts will close flexible hose refrigerant lines is to keep the radius of
when the suction pressure rises to approximately 234 all bends at least ten times the diameter of the hose.
to 262 kPa (34 to 38 psi) or above. Lower ambient In addition, the flexible hose refrigerant lines should
temperatures, below approximately -1° C (30° F), will be routed so they are at least 80 millimeters (3
also cause the switch contacts to open. This is due to inches) from the exhaust manifold.
the pressure/temperature relationship of the refriger- High pressures are produced in the refrigerant sys-
ant in the system. tem when the air conditioning compressor is operat-
The low pressure cycling clutch switch is a factory- ing. Extreme care must be exercised to make sure
calibrated unit. It cannot be adjusted or repaired that each of the refrigerant system connections is
and, if faulty or damaged, it must be replaced. pressure-tight and leak free. It is a good practice to
inspect all flexible hose refrigerant lines at least once
a year to make sure they are in good condition and compressor used in this vehicle is designed to use an
properly routed. ND8 PAG refrigerant oil. Use only refrigerant oil of
The refrigerant lines and hoses cannot be repaired this same type to service the refrigerant system.
and, if faulty or damaged, they must be replaced. After performing any refrigerant recovery or recy-
cling operation, always replenish the refrigerant sys-
REFRIGERANT LINE COUPLER tem with the same amount of the recommended
Spring-lock type refrigerant line couplers are used refrigerant oil as was removed. Too little refrigerant
to connect many of the refrigerant lines and other oil can cause compressor damage, and too much can
components to the refrigerant system. These couplers reduce air conditioning system performance.
require a special tool for disengaging the two coupler PAG refrigerant oil is much more hygroscopic than
halves. mineral oil, and will absorb any moisture it comes
The spring-lock coupler is held together by a garter into contact with, even moisture in the air. The PAG
spring inside a circular cage on the male half of the oil container should always be kept tightly capped
fitting (Fig. 6). When the two coupler halves are con- until it is ready to be used. After use, recap the oil
nected, the flared end of the female fitting slips container immediately to prevent moisture contami-
behind the garter spring inside the cage on the male nation.
fitting. The garter spring and cage prevent the flared
end of the female fitting from pulling out of the cage. 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

R-134a refrigerant recovery/recycling/charging sta-
tion that meets SAE Standard J2210 must be used.
Contact an automotive service equipment supplier for
refrigerant recovery/recycling/charging equipment.
Refer to the operating instructions supplied by the
equipment manufacturer for proper care and use of
Fig. 6 Spring-Lock Coupler - Typical this equipment.
Two O-rings on the male half of the fitting are A manifold gauge set may be needed with some
used to seal the connection. These O-rings are com- recovery/recycling/charging equipment (Fig. 7). The
patible with R-134a refrigerant and must be replaced service hoses on the gauge set being used should
with O-rings made of the same material. have manual (turn wheel), or automatic back-flow
Secondary clips are installed over the two con- valves at the service port connector ends. This will
nected coupler halves at the factory for added blowoff prevent refrigerant from being released into the
protection. In addition, a plastic ring is used at the atmosphere.
factory as a visual indicator to confirm that these
couplers are connected. After the coupler is con- MANIFOLD GAUGE SET CONNECTIONS
nected, the plastic indicator ring is no longer needed;
CAUTION: Do not use an R-12 manifold gauge set
however, it will remain on the refrigerant line near
on an R-134a system. The refrigerants are not com-
the coupler cage.
patible and system damage will result.
REFRIGERANT OIL
The refrigerant oil used in R-134a refrigerant sys- LOW PRESSURE GAUGE HOSE
tems is a synthetic-based, PolyAlkylene Glycol (PAG), The low pressure hose (Blue with Black stripe)
wax-free lubricant. Mineral-based R-12 refrigerant attaches to the suction service port. This port is
oils are not compatible with PAG oils, and should located on the liquid line, near the evaporator at the
never be introduced to an R-134a refrigerant system. rear of the engine compartment.
There are different PAG oils available, and each
contains a different additive package. The 10PA17
SOLAR SENSOR
Models equipped with the optional Automatic Tem-
perature Control (ATC) system have a solar sensor.
The solar sensor is mounted in the cowl top trim
panel, on the top of the instrument panel near the
passenger side defroster outlet. The sensor is a photo
diode which responds to sunlight intensity, not to
temperature.
The ATC control module uses the solar sensor
input to calculate and compensate for the potential
effects of heat gain in bright sunlight, and heat loss
with an overcast sky or at night. It then adjusts the
blower motor speed, blend air door position, and
mode door position as needed to maintain the
selected comfort level.
The solar sensor cannot be adjusted or repaired
and, if faulty or damaged, it must be replaced.
VACUUM CHECK VALVE

A vacuum check valve is installed in the accessory
vacuum supply line in the engine compartment, near
the vacuum tap on the engine intake manifold. The
Fig. 7 Manifold Gauge Set - Typical vacuum check valve is designed to allow vacuum to
HIGH PRESSURE GAUGE HOSE flow in only one direction through the accessory vac-
The high pressure hose (Red with Black stripe) uum supply circuits.
attaches to the discharge service port. This port is The use of a vacuum check valve helps to maintain
located on the compressor manifold on the side of the the system vacuum needed to retain the selected
compressor. heater-A/C mode settings. The check valve will pre-
vent the engine from bleeding down system vacuum
RECOVERY/RECYCLING/EVACUATION/CHARGING through the intake manifold during extended heavy
HOSE engine load (low engine vacuum) operation.
The center manifold hose (Yellow, or White, with The vacuum check valve cannot be repaired and, if
Black stripe) is used to recover, evacuate, and charge faulty or damaged, it must be replaced.
the refrigerant system. When the low or high pres-
sure valves on the manifold gauge set are opened, VACUUM RESERVOIR
the refrigerant in the system will escape through this The vacuum reservoir is mounted in the engine
hose. compartment on the underside of the battery tray.
The battery and battery tray must be removed from
REFRIGERANT SYSTEM SERVICE PORT the vehicle to access the vacuum reservoir for service.
The two refrigerant system service ports are used Engine vacuum is stored in the vacuum reservoir. The
to charge, recover/recycle, evacuate, and test the air stored vacuum is used to operate the vacuum-controlled
conditioning refrigerant system. Unique service port vehicle accessories during periods of low engine vacuum
coupler sizes are used on the R-134a system, to such as when the vehicle is climbing a steep grade, or
ensure that the refrigerant system is not accidentally under other high engine load operating conditions.
contaminated by the use of the wrong refrigerant The vacuum reservoir cannot be repaired and, if
(R-12), or refrigerant system service equipment. faulty or damaged, it must be replaced.
The high pressure service port is located on the
compressor manifold on the side of the compressor.
The low pressure service port is located on the liquid
line near the evaporator at the rear of the engine
A/C PERFORMANCE
compartment.
The air conditioning system is designed to provide
Each of the service ports has a threaded plastic
the passenger compartment with low temperature
protective cap installed over it from the factory. After
and low humidity air. The evaporator, located in the
servicing the refrigerant system, always reinstall
heater-A/C housing on the dash panel below the
both of the service port caps.
instrument panel, is cooled to temperatures near the
freezing point. As warm damp air passes through the
cooled evaporator, the air transfers its heat to the
refrigerant in the evaporator and the moisture in the
air condenses on the evaporator fins. During periods
of high heat and humidity, an air conditioning sys-
tem will be more effective in the Recirculation Mode.
With the system in the Recirculation Mode, only air
from the passenger compartment passes through the
evaporator. As the passenger compartment air dehu-
midifies, the air conditioning system performance
levels improve.
Humidity has an important bearing on the temper-
ature of the air delivered to the interior of the vehicle.
It is important to understand the effect that humidity
has on the performance of the air conditioning system.
When humidity is high, the evaporator has to perform
a double duty. It must lower the air temperature, and
it must lower the temperature of the moisture in the
air that condenses on the evaporator fins. Condensing
the moisture in the air transfers heat energy into the
evaporator fins and tubing. This reduces the amount
of heat the evaporator can absorb from the air. High
humidity greatly reduces the ability of the evaporator
to lower the temperature of the air. Fig. 8 16-Way Wire Harness Connector
However, evaporator capacity used to reduce the buttons in the On position, and the blower motor switch
amount of moisture in the air is not wasted. Wring- knob in the highest (manual) speed position.
ing some of the moisture out of the air entering the (3) Start the engine and hold the idle at 1,000 rpm
vehicle adds to the comfort of the passengers. with the compressor clutch engaged.
Although, an owner may expect too much from their (4) The engine should be at operating temperature.
air conditioning system on humid days. A perfor- The doors and windows must be open.
mance test is the best way to determine whether the (5) Insert a thermometer in the driver side center
system is performing up to standard. This test also A/C (panel) outlet. Operate the engine for five minutes.
provides valuable clues as to the possible cause of (6) The compressor clutch may cycle, depending
trouble with the air conditioning system. upon the ambient temperature and humidity. If the
If the vehicle has the optional Automatic Tempera- clutch cycles, unplug the low pressure cycling clutch
ture Control (ATC) system, and has intermittent switch wire harness connector from the switch
operational problems or fault codes, be certain that located on the accumulator (Fig. 9). Place a jumper
the 16-way wire harness connector on the heater-A/C wire across the terminals of the low pressure cycling
housing is properly seated (Fig. 8). To check this con- clutch switch wire harness connector.
dition, unplug the two wire harness connector halves,
then plug them in again. Historical fault codes that
could be stored as a result of this unseated wire har-
ness connector condition are Codes 36, 38, and 39.
Review the Service Warnings and Precautions in the
front of this group before performing this procedure.
The air temperature in the test room and in the vehi-
cle must be a minimum of 21° C (70° F) for this test.
(1) Connect a tachometer and a manifold gauge set.
(2) If the vehicle has the standard manual tempera-
ture control, set the heater-A/C mode control switch
knob in the Panel position, the temperature control
knob in the full cool (Recirculation Mode) position, the
A/C button in the On position, and the blower motor
switch knob in the highest speed position. If the vehicle
has the optional ATC, set the heater-A/C mode control
switch knob in the Panel position, the temperature con-
Fig. 9 Low Pressure Cycling Clutch Switch - Typical
trol knob in the full cool position, the A/C and Recirc
Performance Temperature and Pressure

Ambient Air 21° C 27° C 32° C 38° C 43° C
Temperature (70° F) (80° F) (90° F) (100° F) (110° F)
Air Temperature at -3 to 3° C 1 to 7° C 3 to 9° C 6 to 13° C 10 to 18° C
Center Panel Outlet (27 to 38° F) (33 to 44° F) (37 to 48° F) (43 to 55° F) (50 to 64° F)
Evaporator Inlet 179 to 241 kPa 221 to 283 kPa 262 to 324 kPa 303 to 365 kPa 345 to 414 kPa
Pressure at Charge (26 to 35 psi) (32 to 41 psi) (38 to 47 psi) (44 to 53 psi) (50 to 60 psi)
Port
Compressor 1240 to 1655 1380 to 1790 1720 to 2070 1860 to 2345 2070 to 2690
Discharge Pressure kPa kPa kPa kPa kPa
(180 to 240 psi) (200 to 260 psi) (250 to 300 psi) (270 to 340 psi) (300 to 390 psi)
(7) With the compressor clutch engaged, record the System Leaks and Refrigerant System Charge in this
discharge air temperature and the compressor dis- group.
charge pressure. (9) Compare the compressor discharge pressure to
(8) Compare the discharge air temperature to the the Performance Temperature and Pressure chart. If
Performance Temperature and Pressure chart. If the the compressor discharge pressure is high, see the
discharge air temperature is high, see Refrigerant Pressure Diagnosis chart.
Pressure Diagnosis
Condition Possible Causes Correction
Rapid compressor 1. Low refrigerant system 1. See Refrigerant System Leaks in this group. Test the
clutch cycling (ten charge. refrigerant system for leaks. Repair, evacuate and charge
or more cycles per the refrigerant system, if required.
minute).
Equal pressures, 1. No refrigerant in the 1. See Refrigerant System Leaks in this group. Test the
but the compressor refrigerant system. refrigerant system for leaks. Repair, evacuate and charge
clutch does not 2. Faulty fuse. the refrigerant system, if required.
engage. 3. Faulty compressor clutch 2. Check the fuses in the Power Distribution Center and
coil. the fuseblock module. Repair the shorted circuit or
4. Faulty compressor clutch component and replace the fuses, if required.
relay. 3. See Compressor Clutch Coil in this group. Test the
5. Improperly installed or compressor clutch coil and replace, if required.
faulty low pressure cycling 4. See Compressor Clutch Relay in this group. Test the
clutch switch. compressor clutch relay and relay circuits. Repair the
6. Faulty high pressure circuits or replace the relay, if required.
cut-off switch. 5. See Low Pressure Cycling Clutch Switch in this group.
7. Faulty Powertrain Control Test the low pressure cycling clutch switch and tighten or
Module (PCM). replace, if required.
6. See High Pressure Cut-Off Switch in this group. Test the
high pressure cut-off switch and replace, if required.
7. Refer to the proper Diagnostic Procedures manual for
testing of the PCM. Test the PCM and replace, if required.
Normal pressures, 1. Excessive refrigerant oil in 1. See Refrigerant Oil Level in this group. Recover the
but A/C system. refrigerant from the refrigerant system and inspect the
Performance Test 2. Temperature control cable refrigerant oil content. Restore the refrigerant oil to the
air temperatures at improperly installed or faulty. proper level, if required.
center panel outlet 3. Blend-air door inoperative 2. See Temperature Control Cable in this group. Inspect
are too high. or sealing improperly. the temperature control cable for proper routing and
operation and correct, if required.
3. See Blend-Air Door under Heater-A/C Housing Door in
this group. Inspect the blend-air door for proper operation
and sealing and correct, if required.
Pressure Diagnosis
The low side 1. Low refrigerant system 1. See Refrigerant System Leaks in this group. Test the
pressure is normal charge. refrigerant system for leaks. Repair, evacuate and charge
or slightly low, and 2. Refrigerant flow through the refrigerant system, if required.
the high side the accumulator is restricted. 2. See Accumulator in this group. Replace the restricted
pressure is too low. 3. Refrigerant flow through accumulator, if required.
the evaporator coil is 3. See Evaporator Coil in this group. Replace the restricted
restricted. evaporator coil, if required.
4. Faulty compressor. 4. See Compressor in this group. Replace the compressor,
if required.
The low side 1. Condenser air flow 1. Check the condenser for damaged fins, foreign objects
pressure is normal restricted. obstructing air flow through the condenser fins, and
or slightly high, and 2. Inoperative cooling fan. missing or improperly installed air seals. Refer to Group 7
the high side 3. Refrigerant system - Cooling System for more information on air seals. Clean,
pressure is too high. overcharged. repair, or replace components as required.
4. Air in the refrigerant 2. Refer to Group 7 - Cooling System for more information.
system. Test the cooling fan and replace, if required.
5. Engine overheating. 3. See Refrigerant System Charge in this group. Recover
the refrigerant from the refrigerant system. Charge the
refrigerant system to the proper level, if required.
4. See Refrigerant System Leaks in this group. Test the
refrigerant system for leaks. Repair, evacuate and charge
the refrigerant system, if required.
5. Refer to Group 7 - Cooling System for more information.
Test the cooling system and repair, if required.
The low side 1. Accessory drive belt 1. Refer to Group 7 - Cooling System for more information.
pressure is too high, slipping. Inspect the accessory drive belt condition and tension.
and the high side 2. Fixed orifice tube not Tighten or replace the accessory drive belt, if required.
pressure is too low. installed. 2. See Fixed Orifice Tube in this group. Install the missing
3. Faulty compressor. fixed orifice tube, if required.
3. See Compressor in this group. Replace the compressor,
if required.
The low side 1. Restricted refrigerant flow 1. See Liquid Line and Suction and Discharge Line in this
pressure is too low, through the refrigerant lines. group. Inspect the refrigerant lines for kinks, tight bends or
and the high side 2. Restricted refrigerant flow improper routing. Correct the routing or replace the
pressure is too high. through the fixed orifice tube. refrigerant line, if required.
3. Restricted refrigerant flow 2. See Fixed Orifice Tube in this group. Replace the
through the condenser. restricted fixed orifice tube, if required.
3. See Condenser in this group. Replace the restricted
condenser, if required.
HEATER PERFORMANCE normal operating temperature, set the temperature

Before performing the following tests, refer to control knob in the full hot position, the mode control
Group 7 - Cooling System for the procedures to check switch knob in the floor heat position, and the blower
the radiator coolant level, serpentine drive belt ten- motor switch knob in the highest speed position.
sion, radiator air flow and the radiator fan operation. Using a test thermometer, check the temperature of
Also be certain that the accessory vacuum supply the air being discharged at the heater-A/C housing
line is connected at the engine intake manifold. floor outlets. Compare the test thermometer reading
to the Temperature Reference chart.
MAXIMUM HEATER OUTPUT If the floor outlet air temperature is too low, refer
Engine coolant is delivered to the heater core to Group 7 - Cooling System to check the engine cool-
through two heater hoses. With the engine idling at ant temperature specifications. Both of the heater
Temperature Reference
Ambient Air Temperature 15.5° C 21.1° C 26.6° C 32.2° C
(60° F) (70° F) (80° F) (90° F)
Minimum Air Temperature at Floor 62.2° C 63.8° C 65.5° C 67.2° C
Outlet (144° F) (147° F) (150° F) (153° F)
hoses should be hot to the touch. The coolant return A vacuum system test will help to identify the
heater hose should be slightly cooler than the coolant source of poor vacuum system performance or vac-
supply heater hose. If the return hose is much cooler uum system leaks. Before starting this test, stop the
than the supply hose, locate and repair the engine engine and make certain that the problem isn’t a dis-
coolant flow obstruction in the cooling system. Refer connected vacuum supply tube at the engine intake
to Group 7 - Cooling System for the procedures. manifold vacuum tap or the vacuum reservoir.
Use an adjustable vacuum test set (Special Tool
OBSTRUCTED COOLANT FLOW C-3707) and a suitable vacuum pump to test the
Possible locations or causes of obstructed coolant heater-A/C vacuum control system. With a finger
flow: placed over the end of the vacuum test hose probe
• Pinched or kinked heater hoses. (Fig. 10), adjust the bleed valve on the test set gauge
• Improper heater hose routing. to obtain a vacuum of exactly 27 kPa (8 in. Hg.).
• Plugged heater hoses or supply and return ports Release and block the end of the probe several times
at the cooling system connections. to verify that the vacuum reading returns to the
• A plugged heater core. exact 27 kPa (8 in. Hg.) setting. Otherwise, a false
If proper coolant flow through the cooling system is reading will be obtained during testing.
verified, and heater outlet air temperature is still
low, a mechanical problem may exist.
MECHANICAL PROBLEMS
Possible locations or causes of insufficient heat:
• An obstructed cowl air intake.
• Obstructed heater system outlets.
• A blend-air door not functioning properly.
TEMPERATURE CONTROL
If the heater outlet air temperature cannot be
adjusted with the temperature control knob on the
heater-A/C control panel, the following could require
service:
• The heater-A/C control.
• The blend air door actuator.
• The wire harness circuits for the heater-A/C con-
trol or the blend air door actuator. Fig. 10 Adjust Vacuum Test Bleed Valve
• The blend-air door. VACUUM CHECK VALVE
• Improper engine coolant temperature. (1) Remove the vacuum check valve. The valve is
located in the (black) vacuum supply tube at the
VACUUM SYSTEM engine intake manifold vacuum tap.
Vacuum control is used to operate the mode doors (2) Connect the test set vacuum supply hose to the
in the standard equipment manual temperature con- heater-A/C control side of the valve. When connected
trol system heater-A/C housing. Testing of the heat- to this side of the check valve, no vacuum should
er-A/C mode control switch operation will determine pass and the test set gauge should return to the 27
if the vacuum, and electrical controls are functioning. kPa (8 in. Hg.) setting. If OK, go to step Step 3. If
However, it is possible that a vacuum control system not OK, replace the faulty valve.
that operates perfectly at engine idle (high engine (3) Connect the test set vacuum supply hose to the
vacuum) may not function properly at high engine engine vacuum side of the valve. When connected to
speeds or loads (low engine vacuum). This can be this side of the check valve, vacuum should flow
caused by leaks in the vacuum system, or a faulty through the valve without restriction. If not OK,
vacuum check valve. replace the faulty valve.
HEATER-A/C CONTROLS
(1) Connect the test set vacuum probe to the heat-
er-A/C vacuum supply (black) tube in the engine
compartment. Position the test set gauge so that it
can be viewed from the passenger compartment.
(2) Place the heater-A/C mode control switch knob
in each mode position, one position at a time, and
pause after each selection. The test set gauge should
return to the 27 kPa (8 in. Hg.) setting shortly after
each selection is made. If not OK, a component or vac-
uum line in the vacuum circuit of the selected mode
has a leak. See the procedure in Locating Vacuum
Leaks.
CAUTION: Do not use lubricant on the switch ports

or in the holes in the plug, as lubricant will ruin the
vacuum valve in the switch. A drop of clean water
in the connector plug holes will help the connector
slide onto the switch ports.
Fig. 11 Vacuum Circuit Test
LOCATING VACUUM LEAKS
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. FAIL-
URE TO TAKE THE PROPER PRECAUTIONS COULD
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
AND POSSIBLE PERSONAL INJURY.
(1) Disconnect the vacuum harness connector from

the back of the heater-A/C mode control switch on
the control panel.
(2) Connect the test set vacuum hose probe to each
port in the vacuum harness connector, one at a time,
and pause after each connection (Fig. 11). The test
set gauge should return to the 27 kPa (8 in. Hg.) set-
ting shortly after each connection is made. If OK,
replace the faulty mode control switch. If not OK, go
to Step 3.
(3) Determine the vacuum line color of the vacuum
circuit that is leaking. To determine the vacuum line
colors, refer to the Vacuum Circuits chart (Fig. 12).
(4) Disconnect and plug the vacuum line from the
component (fitting, actuator, valve, switch, or reser-
voir) on the other end of the leaking circuit. Instru-
ment panel disassembly or removal may be necessary Fig. 12 Vacuum Circuits
to gain access to some components.
(5) Connect the test set hose or probe to the open probe to the other end. Run your fingers slowly along
end of the leaking circuit. The test set gauge should the line while watching the test set gauge. The vac-
return to the 27 kPa (8 in. Hg.) setting shortly after uum reading will fluctuate when your fingers contact
each connection is made. If OK, replace the faulty the source of the leak. To repair the vacuum line, cut
disconnected component. If not OK, go to Step 6. out the leaking section of the line. Then, insert the
(6) To locate a leak in a vacuum line, leave one end loose ends of the line into a suitable length of 3 milli-
of the line plugged and connect the test set hose or meter (1/8-inch) inside diameter rubber hose.
AUTOMATIC TEMPERATURE CONTROL SYSTEM (3) If the stick man appears, but no arrows are
The Automatic Temperature Control (ATC) control showing, the displayed Test Selector value will be a
module has a system self-diagnostic mode. The ATC range of numbers between zero and ninety-nine (Fig.
control module is capable of troubleshooting each of 14).
its input and output circuits. When the control mod-
ule detects a fault and places it in memory, an “Er” is
momentarily displayed in the heater-A/C control
panel vacuum fluorescent display area, but it will
only be displayed once during each ignition cycle. The
ATC system can also be diagnosed using a DRB scan
tool and the proper Diagnostic Procedures manual.
The ATC control module is capable of three differ-
ent types of self-diagnostic tests, as follows:
• Fault Code Tests
• Input Circuit Tests
• Output Circuit/Actuator Tests
The information that follows describes how to read
the self-diagnostic display, how to enter the ATC con-
trol module self-diagnostic test mode, how to select
the three self-diagnostic test types, and how to per-
form the three different tests. Fig. 14 Test Selector Values Between Zero and
Ninety-Nine
SELF-DIAGNOSTIC DISPLAY
(4) If the stick man panel arrow (middle) is show-
In the self-diagnostic mode, the test information is
ing, the displayed Test Selector value will be a range
displayed in the vacuum fluorescent display area of
of numbers between 100 and 199 (Fig. 15).
the heater-A/C control. The area of the display where
the temperature control comfort level is normally dis-
played is called the Test Selector. The Test Selector is
used to display fault codes, identify the test mode,
and show the values of the circuits being tested. The
following information describes how the values in the
Test Selector display should be interpreted.
(1) The Select Test mode will have only 00 dis-
played in the Test Selector, and no stick man will be
displayed. This is the self-diagnostic mode from
which the various tests may be selected.
(2) If the stick man floor arrow (bottom) is show-
ing, the displayed Test Selector value will be a range
of numbers below zero (Fig. 13).
Fig. 15 Test Selector Values Between 100 and 199

(5) If the stick man panel (middle) and defrost
(top) arrows are showing, the displayed Test Selector
value will be a range of numbers between 200 and
255 (Fig. 16).
(6) At any time during the self-diagnostic tests,
you may return to the Select Test mode by turning
the rotary temperature control knob one click in
either direction. Again, the stick man and arrows are
not shown in the Select Test mode. At this point, you
have the option of monitoring or testing another cir-
cuit (Fig. 17).
Fig. 13 Test Selector Values Below Zero
FAULT CODE TESTS
Fault codes are two-digit numbers that identify a
circuit that is malfunctioning. There are two differ-
ent kinds of fault codes.
1. Current Fault Codes - Current means the
fault is present right now. There are two types of cur-
rent faults: input faults, and system faults.
2. Historical Fault Codes - Historical or stored
means that the fault occurred previously, but is not
present right now. A majority of historical fault codes
are caused by intermittent wire harness or wire har-
ness connector problems.
NOTE: A battery disconnect will erase all faults

stored in Read Available Memory (RAM) of the ATC
control module. It is recommended that all faults be
Fig. 16 Test Selector Values Between 200 and 255 recorded before they are erased.
RETRIEVING FAULT CODES

(1) To begin the Fault Code Tests you must be in
the Select Test mode. With a “00” value displayed in
the Test Selector and no stick man, push either the
A/C or Recirc button.
(2) The stick man will appear indicating you have
entered the Fault Code Tests. The values displayed
in the Test Selector will range from “00” to “64.”
(3) Fault codes will appear and repeat if there are
more than one. Record all of the fault codes, then see
the Current and Historical Fault Code charts for the
descriptions. If there are no fault codes, the “00” dis-
play value will remain displayed in the Test Selector.
(4) If a Fault Code “25” or “29” is displayed, the
ATC control module must be replaced before any fur-
Fig. 17 Return to Select Test Mode
ther testing is performed.
ENTERING THE ATC SELF-DIAGNOSTIC MODE (5) For more detailed information about a fault
To enter the ATC self-diagnostic mode, perform the code, see the Input Circuit Tests or the Output Cir-
following: cuit/Actuator Tests.
(1) Depress the A/C and Recirc buttons at the
same time and hold. Rotate the rotary temperature CLEARING FAULT CODES
control knob clockwise one click. Current faults are cleared whenever the problem
(2) If you continue to hold the A/C and Recirc but- goes away. To clear a historical fault, depress and
tons depressed, the ATC control module will perform hold either the A/C or Recirc button for at least three
a Segment Test of the vacuum fluorescent display. In seconds. The faults have been cleared when two hor-
the Segment Test you should see all of the display izontal bars appear in the Test Selector display.
segments illuminate. If a display segment fails to
illuminate, the vacuum fluorescent display is faulty
and the heater-A/C control must be replaced.
(3) After viewing the Segment Test, release the
A/C and Recirc buttons. This will cause the Test
Selector to display a “00” value, and no stick man
will be displayed. This is the Select Test mode. At
this point a number of tests can be selected, however,
the Fault Code Test should be performed first.
Current Fault Codes
Historical Fault Codes
INPUT CIRCUIT TESTS OUTPUT CIRCUIT/ACTUATOR TESTS
In the Input Circuit Test mode, the status of input In the Output Circuit/Actuator Test mode, the out-
circuits can be viewed and monitored. If a failure put circuits can be viewed, monitored, overridden,
occurs within an input circuit, the ATC control mod- and tested. If a failure occurs in an output circuit,
ule will display a “?” for unknown values, “OC” for an test the circuit by overriding the system. Test the
open circuit, or “SC” for a short circuit in the Test actuator through its full range of operation. When
Selector display area. the override control has been activated, the Test
(1) To begin the Input Circuit Tests you must be in Selector display will be flashing. The Test Selector
the Select Test mode. will display feedback information about the output
(2) With a “00” value displayed in the Test Selector circuit being tested.
and no stick man, turn the rotary temperature con- (1) To begin the Output Circuit/Actuator Tests you
trol knob until the test number you are looking for must be in the Select Test mode.
appears in the Test Selector display. See the Circuit (2) With a “00” value displayed in the Test Selector
Testing charts for a listing of the test numbers, test and no stick man, turn the rotary temperature con-
items, test types, system tested, and displayed val- trol knob until the test number you are looking for
ues. appears in the Test Selector display. See the Circuit
(3) To see the circuit input values, depress the A/C Testing charts for a listing of the test numbers, test
or Recirc button. The values displayed will represent items, test types, system tested, and displayed val-
the input seen by the ATC control module. ues.
(3) To see the output value, depress the A/C or
Recirc button. The values displayed will represent
the output from the ATC control module.
(4) To enter the actuator test, depress the A/C or
Recirc button. The Test Selector display will blink,
indicating you are in the actuator test mode. Manual
tests are those in which you will have to depress and
hold the A/C or Recirc button to control the output.
Automatic tests are those in which you will have to
depress the A/C or Recirc button once to generate the
output.
Circuit Testing
Circuit Testing (cont.)

Air Inlet/Recirc Door Actuator Drive Circuit

Blend Air Door Actuator Drive Circuit
Front Panel Mode Control Circuit
Mode Door Actuator Drive Circuit
Front Panel Blower/Fan Control Circuit

Calibration and CPU Data

For circuit descriptions and diagrams, refer to
Solar Sensor Circuit 8W-42 - Air Conditioning/Heater in Group 8W - Wir-
ing Diagrams. Possible causes of an inoperative
blower motor include:
• Faulty fuse
• Faulty blower motor circuit wiring or wire har-
ness connections
• Faulty blower motor resistor (if the vehicle is so
equipped)
• Faulty blower motor power module (if the vehi-
cle is so equipped)
• Faulty blower motor switch
• Faulty heater-A/C mode control switch
• Faulty blower motor.
Possible causes of the blower motor not operating
in all speeds include:
• Faulty fuse
• Faulty blower motor switch
• Faulty blower motor resistor (if the vehicle is so
equipped)
• Faulty blower motor power module (if the vehi-
cle is so equipped)
• Faulty ATC control module (if the vehicle is so
In-Vehicle Temperature Sensor Circuit equipped)
• Faulty blower motor circuit wiring or wire har-
BLOWER MOTOR ness connections.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, VIBRATION
REFER TO GROUP 8M - PASSIVE RESTRAINT SYS- Possible causes of blower motor vibration include:
TEMS BEFORE ATTEMPTING ANY STEERING WHEEL, • Improper blower motor mounting
STEERING COLUMN, OR INSTRUMENT PANEL COM- • Improper blower wheel mounting
PONENT DIAGNOSIS OR SERVICE. FAILURE TO TAKE • Blower wheel out of balance or bent
THE PROPER PRECAUTIONS COULD RESULT IN • Blower motor faulty.
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
NOISE (2) Turn the ignition switch to the Off position.
To verify that the blower is the source of the noise, Disconnect and isolate the battery negative cable.
unplug the blower motor wire harness connector and Remove the heater-A/C control from the instrument
operate the heater-A/C system. If the noise goes panel. Check for continuity between the ground cir-
away, possible causes include: cuit cavity of the heater-A/C control wire harness
• Foreign material in the heater-A/C housing connector and a good ground. There should be conti-
• Improper blower motor mounting nuity. If OK, go to Step 3. If not OK, repair the open
• Improper blower wheel mounting circuit to ground as required.
• Blower motor faulty. (3) With the heater-A/C control wire harness con-
nector unplugged, place the heater-A/C mode control
BLOWER MOTOR RESISTOR switch knob in any position except the Off position.
For circuit descriptions and diagrams, refer to Check for continuity between the ground circuit ter-
8W-42 - Air Conditioning/Heater in Group 8W - Wir- minal and each of the blower motor driver circuit ter-
ing Diagrams. minals of the heater-A/C control as you move the
blower motor switch knob to each of the four speed
WARNING: ON VEHICLES EQUIPPED WITH AIR- positions. There should be continuity at each driver
BAGS, REFER TO GROUP 8M - PASSIVE circuit terminal in only one blower motor switch
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY speed position. If OK, test and repair the blower
STEERING WHEEL, STEERING COLUMN, OR driver circuits between the heater-A/C control con-
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR nector and the blower motor resistor as required. If
SERVICE. FAILURE TO TAKE THE PROPER PRE- not OK, replace the faulty heater-A/C control unit.
CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL COMPRESSOR
INJURY. When investigating an air conditioning related
noise, you must first know the conditions under
(1) Disconnect and isolate the battery negative which the noise occurs. These conditions include:
cable. weather, vehicle speed, transmission in gear or neu-
(2) Unplug the wire harness connector from the tral, engine temperature, and any other special con-
blower motor resistor. ditions.
(3) Check for continuity between each of the Noises that develop during air conditioning opera-
blower motor switch input terminals of the resistor tion can often be misleading. For example: What
and the resistor output terminal. In each case there sounds like a failed front bearing or connecting rod,
should be continuity. If OK, repair the wire harness may be caused by loose bolts, nuts, mounting brack-
circuits between the blower motor switch and the ets, or a loose clutch assembly. Verify serpentine
blower motor resistor or blower motor as required. If drive belt tension. Improper belt tension can cause a
not OK, replace the faulty blower motor resistor. misleading noise when the compressor is engaged.
The noise may not occur when the compressor is dis-
BLOWER MOTOR SWITCH engaged.
For circuit descriptions and diagrams, refer to Drive belts are speed sensitive. At different engine
8W-42 - Air Conditioning/Heater in Group 8W - Wir- speeds and depending upon belt tension, belts can
ing Diagrams. develop noises that are mistaken for a compressor
noise.
(1) Select a quiet area for testing. Duplicate the
BAGS, REFER TO GROUP 8M - PASSIVE
complaint conditions as much as possible. Switch the
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
compressor on and off several times to clearly iden-
STEERING WHEEL, STEERING COLUMN, OR
tify the compressor noise. Listen to the compressor
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
clutch while engaged and disengaged.
SERVICE. FAILURE TO TAKE THE PROPER PRE-
(2) To duplicate a high-ambient temperature condi-
tion (high head pressure), restrict the air flow
BAG DEPLOYMENT AND POSSIBLE PERSONAL
through the condenser. Install a manifold gauge set
INJURY.
to make sure that the discharge pressure does not
(1) Check for battery voltage at the fuse in the exceed 2070 kPa (300 psi).
Power Distribution Center (PDC). If OK, go to Step (3) Tighten all compressor mounting bolts, the
2. If not OK, repair the shorted circuit or component clutch mounting nut, the clutch coil mounting screw
as required and replace the faulty fuse. or nut, and the serpentine drive belt to the correct
specifications.
(4) Check the refrigerant system plumbing for rub- (b) If the clutch coil current reading is zero, the
bing or interference, which can cause unusual noises. coil is open and should be replaced.
(5) Check the refrigerant system charge. See
Refrigerant System Charge in this group for the pro- COMPRESSOR CLUTCH RELAY
cedures. For circuit descriptions and diagrams, refer to
(6) Check the compressor noise as in Step 1. 8W-42 - Air Conditioning/Heater in Group 8W - Wir-
(7) If the noise still exists, loosen the compressor ing Diagrams.
mounting bolts and tighten again. Repeat Step 1. The compressor clutch relay (Fig. 18) is located in
(8) If the noise continues, replace the compressor the Power Distribution Center (PDC). Refer to the
and repeat Step 1. PDC label for relay identification and location.
Remove the relay from the PDC to perform the fol-
COMPRESSOR CLUTCH COIL lowing tests:
For circuit descriptions and diagrams, refer to (1) A relay in the de-energized position should
8W-42 - Air Conditioning/Heater in Group 8W - Wir- have continuity between terminals 87A and 30, and
ing Diagrams. The battery must be fully-charged no continuity between terminals 87 and 30. If OK, go
before performing the following tests. Refer to Group to Step 2. If not OK, replace the faulty relay.
8A - Battery for more information. (2) Resistance between terminals 85 and 86 (elec-
(1) Connect an ammeter (0 to 10 ampere scale) in tromagnet) should be 75 6 5 ohms. If OK, go to Step
series with the clutch coil terminal. Use a voltmeter 3. If not OK, replace the faulty relay.
(0 to 20 volt scale) with clip-type leads for measuring (3) Connect a battery to terminals 85 and 86.
the voltage across the battery and the compressor There should now be continuity between terminals
clutch coil. 30 and 87, and no continuity between terminals 87A
(2) With the heater-A/C mode control switch in any and 30. If OK, see the Relay Circuit Test procedure
A/C mode, the heater-A/C control A/C switch in the in this group. If not OK, replace the faulty relay.
On position, and the blower motor switch in the low-
est speed position, start the engine and run it at nor-
mal idle.
(3) The compressor clutch coil voltage should read
within two volts of the battery voltage. If there is
voltage at the clutch coil, but the reading is not
within two volts of the battery voltage, test the
clutch coil feed circuit for excessive voltage drop and
repair as required. If there is no voltage reading at
the clutch coil, use a DRB scan tool and the proper
Diagnostic Procedures manual for testing of the com-
pressor clutch circuit. The following components
must be checked and repaired as required before you
can complete testing of the clutch coil:
• Fuses in the junction block and the Power Dis-
tribution Center (PDC)
• Heater-A/C mode control switch
Fig. 18 Compressor Clutch Relay
• Compressor clutch relay
• High pressure cut-off switch RELAY CIRCUIT TEST
• Low pressure cycling clutch switch For circuit descriptions and diagrams, refer to
• Powertrain Control Module (PCM). 8W-42 - Air Conditioning/Heater in Group 8W - Wir-
(4) The compressor clutch coil is acceptable if the ing Diagrams.
current draw measured at the clutch coil is 2.0 to 3.9 (1) The relay common feed terminal cavity (30) is
amperes with the electrical system voltage at 11.5 to connected to fused battery feed. There should be bat-
12.5 volts. This should only be checked with the work tery voltage at the cavity for relay terminal 30 at all
area temperature at 21° C (70° F). If system voltage times. If OK, go to Step 2. If not OK, repair the open
is more than 12.5 volts, add electrical loads by turn- circuit to the fuse in the PDC as required.
ing on electrical accessories until the system voltage (2) The relay normally closed terminal (87A) is not
drops below 12.5 volts. used in this application. Go to Step 3.
(a) If the clutch coil current reading is four (3) The relay normally open terminal cavity (87) is
amperes or more, the coil is shorted and should be connected to the compressor clutch coil. There should
replaced. be continuity between this cavity and the A/C com-
pressor clutch relay output circuit cavity of the com-
pressor clutch coil wire harness connector. If OK, go (3) Install a jumper wire between the two cavities
to Step 4. If not OK, repair the open circuit as of the low pressure cycling clutch switch wire har-
required. ness connector.
(4) The relay coil battery terminal (86) is con- (4) Connect a manifold gauge set to the refrigerant
nected to the fused ignition switch output (run/start) system service ports. See Refrigerant System Service
circuit. There should be battery voltage at the cavity Equipment in this group for the procedures.
for relay terminal 86 with the ignition switch in the (5) Connect the battery negative cable.
On position. If OK, go to Step 5. If not OK, repair the (6) Place the heater-A/C mode control switch knob
open circuit to the fuse in the junction block as in any A/C position and start the engine.
required. (7) Check for continuity between the two terminals
(5) The coil ground terminal cavity (85) is switched of the low pressure cycling clutch switch. There
to ground through the Powertrain Control Module should be continuity with a suction pressure reading
(PCM). There should be continuity between this cav- of 262 kPa (38 psi) or above, and no continuity with a
ity and the A/C compressor clutch relay control cir- suction pressure reading of 141 kPa (20.5 psi) or
cuit cavity of the PCM wire harness connector C below. If OK, test and repair the A/C switch sense
(gray) at all times. If not OK, repair the open circuit circuit as required. If not OK, replace the faulty
as required. switch.
HIGH PRESSURE CUT-OFF SWITCH REFRIGERANT SYSTEM LEAKS

Before performing diagnosis of the high pressure
cut-off switch, verify that the refrigerant system has WARNING: REVIEW THE WARNINGS AND CAU-
the correct refrigerant charge. See Refrigerant Sys- TIONS IN THE FRONT OF THIS GROUP BEFORE
tem Charge in this group for the procedures. LEAK TESTING THE SYSTEM.
8W-42 - Air Conditioning/Heater in Group 8W - Wir- If the air conditioning system is not cooling prop-
ing Diagrams. erly, determine if the refrigerant system is fully-
(1) Disconnect and isolate the battery negative charged. See A/C Performance in this group for the
cable. procedures. If the refrigerant system is low or empty;
(2) Unplug the high pressure cut-off switch wire a leak at a refrigerant line, connector fitting, compo-
harness connector from the switch. nent, or component seal is likely.
(3) Check for continuity between the two terminals An electronic leak detector designed for R-134a
of the high pressure cut-off switch. There should be refrigerant is recommended for locating and confirm-
continuity. If OK, test and repair the A/C switch ing refrigerant system leaks. Refer to the operating
sense circuit as required. If not OK, replace the instructions supplied by the equipment manufacturer
faulty switch. for proper care and use of this equipment.
An oily residue on or near refrigerant system lines,
LOW PRESSURE CYCLING CLUTCH SWITCH connector fittings, components, or component seals
Before performing diagnosis of the low pressure can indicate the general location of a possible refrig-
cycling clutch switch, be certain that the switch is erant leak. However, the exact leak location should
properly installed on the accumulator fitting. If the be confirmed with an electronic leak detector prior to
switch is too loose it may not open the Schrader-type component repair or replacement.
valve in the accumulator fitting, which will prevent To detect a leak in the refrigerant system, perform
the switch from correctly monitoring the refrigerant one of the following procedures:
system pressure.
SYSTEM EMPTY
Also verify that the refrigerant system has the cor-
(1) Evacuate the refrigerant system. See Refriger-
rect refrigerant charge. See Refrigerant System
ant System Evacuate in this group for the proce-
Charge in this group for the procedures.
dures.
(2) Connect and dispense 0.283 kilograms (0.625
8W-42 - Air Conditioning/Heater in Group 8W - Wir-
pounds or 10 ounces) of R-134a refrigerant into the
ing Diagrams.
evacuated refrigerant system. See Refrigerant Sys-
(1) Disconnect and isolate the battery negative
tem Charge in this group for the procedures.
cable.
(3) Position the vehicle in a wind-free work area.
(2) Unplug the low pressure cycling clutch switch
This will aid in detecting small leaks.
wire harness connector from the switch on the accu-
(4) With the engine not running, use a electronic
mulator fitting.
R-134a leak detector and search for leaks. Because
R-134a refrigerant is heavier than air, the leak detec-
tor probe should be moved slowly along the bottom air and boil the moisture out of the system at near
side of all refrigerant lines, connector fittings and room temperature. To evacuate the refrigerant sys-
components. tem, use the following procedure:
(5) To inspect the evaporator coil for leaks, insert (1) Connect a R-134a refrigerant recovery/recy-
the electronic leak detector probe into the center cling/charging station that meets SAE Standard
instrument panel outlet. Set the blower motor switch J2210 and a manifold gauge set to the refrigerant
to the lowest speed position, the A/C button in the system of the vehicle.
On position, and select the Recirculation Mode. (2) Open the low and high side valves and start
the charging station vacuum pump. When the suc-
SYSTEM LOW tion gauge reads 88 kPa (26 in. Hg.) vacuum or
(1) Position the vehicle in a wind-free work area. greater, close all of the valves and turn off the vac-
This will aid in detecting small leaks. uum pump.
(2) Bring the refrigerant system up to operating (a) If the refrigerant system fails to reach the
temperature and pressure. This is done by allowing specified vacuum, the system has a leak that must
the engine to run with the air conditioning system be corrected. See Refrigerant System Leaks in this
turned on for five minutes. group.
(3) With the engine not running, use a electronic (b) If the refrigerant system maintains the spec-
R-134a leak detector and search for leaks. Because ified vacuum for five minutes, restart the vacuum
R-134a refrigerant is heavier than air, the leak detec- pump, open the suction and discharge valves and
tor probe should be moved slowly along the bottom evacuate the system for an additional ten minutes.
side of all refrigerant lines, connector fittings and (3) Close all of the valves, and turn off the charg-
components. ing station vacuum pump.
(4) To inspect the evaporator coil for leaks, insert (4) The refrigerant system is now ready to be
the electronic leak detector probe into the center charged with R-134a refrigerant. See Refrigerant
instrument panel outlet. Set the blower motor switch System Charge in this group for the procedures.
to the lowest speed position, the A/C button in the
On position, and select the Recirculation Mode. REFRIGERANT SYSTEM CHARGE
WARNING: REVIEW THE WARNINGS AND CAU-
SERVICE PROCEDURES TIONS IN THE FRONT OF THIS GROUP BEFORE
CHARGING THE REFRIGERANT SYSTEM.
REFRIGERANT RECOVERY
After the refrigerant system has been tested for
WARNING: REVIEW THE WARNINGS AND CAU- leaks and evacuated, a refrigerant charge can be
TIONS IN THE FRONT OF THIS GROUP BEFORE injected into the system. See Refrigerant Charge
RECOVERING REFRIGERANT. Capacity for the proper amount of the refrigerant
charge.
A R-134a refrigerant recovery/recycling/charging
A R-134a refrigerant recovery/recycling/charging
station that meets SAE Standard J2210 must be
station that meets SAE Standard J2210 must be
used to recover the refrigerant from an R-134a refrig-
used to charge the refrigerant system with R-134a
erant system. Refer to the operating instructions sup-
refrigerant. Refer to the operating instructions sup-
plied by the equipment manufacturer for proper care
plied by the equipment manufacturer for proper care
and use of this equipment.
and use of this equipment.
REFRIGERANT SYSTEM EVACUATE REFRIGERANT CHARGE CAPACITY
The R-134a refrigerant system charge capacity for
this vehicle is 0.737 kilograms (1.625 pounds).
TIONS IN THE FRONT OF THIS GROUP BEFORE
EVACUATING THE SYSTEM. PARTIAL CHARGE METHOD
If the refrigerant system has been open to the WARNING: REVIEW THE WARNINGS AND CAU-
atmosphere, it must be evacuated before the system TIONS IN THE FRONT OF THIS GROUP BEFORE
can be charged. If moisture and air enters the system CHARGING THE REFRIGERANT SYSTEM.
and becomes mixed with the refrigerant, the com-
pressor head pressure will rise above acceptable The partial charge method is used to add a partial
operating levels. This will reduce the performance of charge to a refrigerant system that is low on refrig-
the air conditioner and damage the compressor. erant. To perform this procedure the evaporator inlet
Evacuating the refrigerant system will remove the
and outlet tube temperatures are measured. The tube. Subtract the inlet tube temperature reading
temperature difference is measured with a tempera- from the outlet tube temperature reading.
ture meter with one or two clamp-on thermocouple d. If dual probes are used, record the temperatures
probes. The difference between the evaporator inlet of both the evaporator inlet and outlet tubes. Then
and outlet tube temperatures will determine the subtract the inlet tube temperature reading from the
amount of refrigerant needed. outlet tube temperature reading.
Before adding a partial refrigerant charge, check (9) See the Low Charge Determination chart to
for refrigerant system leaks. See Refrigerant System determine the additional charge required. If the mea-
Leaks in this group for the procedures. If a leak is sured temperature differential is higher than 22° C
found, make the necessary repairs before attempting to 26° C (40° F to 47° F), add 0.4 kilograms (14
a full or partial refrigerant charge. ounces) of refrigerant.
(1) Attach a manifold gauge set to the refrigerant (10) Allow three to five minutes for the refrigerant
system service ports. system to stabilize, then take a second set of thermo-
(2) Attach the two clamp-on thermocouple probes couple measurements. Record the temperature differ-
to the inlet and outlet tubes of the evaporator coil. ence and see the Low Charge Determination chart
a. If a single thermocouple probe is used, attach (Fig. 19) to determine if an additional charge is
the probe to the evaporator inlet tube just before the required.
collar of the refrigerant line connector fitting. The (11) Record the compressor discharge pressure. If
probe must make contact with the bottom surface of the reading is higher than the pressure shown in the
the evaporator inlet tube. Compressor Discharge Pressure chart (Fig. 20), the
b. If dual thermocouple probes are used, attach system could be overcharged. If the reading is equal
probe 1 to the evaporator inlet tube, and probe 2 to to, or lower, than the pressure shown in the chart,
the evaporator outlet tube. Attach both probes to the continue with this procedure.
evaporator tubes just before the collar of the refrig- (12) EXAMPLE: The ambient temperature is 21°
erant line connector fittings. The probes must make C (70° F). The evaporator inlet tube temperature is
contact with the bottom surfaces of the evaporator 12° C (54° F) and the evaporator outlet tube temper-
inlet and outlet tubes. ature is 10° C (50° F). Subtract the inlet tube tem-
(3) Open all of the windows or doors of the passen- perature from the outlet tube temperature. The
ger compartment. difference is -2° C (-4° F). With a -2° C (-4° F) tem-
(4) Set the A/C button on the heater-A/C controls perature differential at 21° C (70° F) ambient tem-
to the on position, the temperature control knob in perature, the system is fully charged.
the full cool position, select the Recirculation Mode, (13) Add enough refrigerant to bring the refriger-
and place the blower motor switch in the highest ant system up to a full charge.
speed position. (14) Remove the jumper wire from the low pres-
(5) Start the engine and hold the engine idle speed sure cycling clutch switch wire harness connector
at 1,000 rpm. Allow the engine to warm up to normal and plug the connector back into the switch.
operating temperature.
(6) The compressor clutch may cycle, depending REFRIGERANT OIL LEVEL
upon ambient temperature, humidity, and the refrig- When an air conditioning system is assembled at
erant system charge level. If the compressor clutch the factory, all components except the compressor are
cycles, unplug the wire harness connector from the refrigerant oil free. After the refrigerant system has
low pressure cycling clutch switch on the accumula- been charged and operated, the refrigerant oil in the
tor. Install a jumper wire between the two cavities of compressor is dispersed throughout the refrigerant
the switch wire harness connector. system. The accumulator, evaporator, condenser, and
(7) Hold the engine idle speed at 1,000 rpm. compressor will each retain a significant amount of
(8) Allow three to five minutes for the refrigerant the needed refrigerant oil.
system to stabilize, then record the temperatures of It is important to have the correct amount of oil in
the evaporator inlet and outlet tubes. the refrigerant system. This ensures proper lubrica-
c. If a single probe is used, record the temperature tion of the compressor. Too little oil will result in
of the evaporator inlet tube. Then remove the probe damage to the compressor. Too much oil will reduce
from the inlet tube and attach it to the evaporator the cooling capacity of the air conditioning system.
outlet tube just before the collar of the refrigerant It will not be necessary to check the oil level in the
line connector fitting. The probe must make contact compressor or to add oil, unless there has been an oil
with the bottom surface of the evaporator outlet tube. loss. An oil loss may occur due to a rupture or leak
Allow the thermocouple and meter time to stabilize, from a refrigerant line, a connector fitting, a compo-
then record the temperature of the evaporator outlet nent, or a component seal. If a leak occurs, add 30
Fig. 19 Low Charge Determination
Fig. 20 Compressor Discharge Pressure

milliliters (1 fluid ounce) of refrigerant oil to the Refrigerant oil must be added when a accumulator,
refrigerant system after the repair has been made. evaporator coil, or condenser are replaced. See the
Refrigerant oil loss will be evident at the leak point Refrigerant Oil Capacities chart. When a compressor
by the presence of a wet, shiny surface around the is replaced, the refrigerant oil must be drained from
leak. the old compressor and measured. Drain all of the
refrigerant oil from the new compressor, then fill the
new compressor with the same amount of refrigerant
oil that was drained out of the old compressor.
REMOVAL
Refrigerant Oil Capacities
(1) Recover the refrigerant from the refrigerant
Component ml fl oz system. See Refrigerant Recovery in this group for
A/C System 220 7.44 the procedures.
(2) Remove the secondary clip from the spring-lock
Accumulator 120 4
coupler.
Condenser 30 1 (3) Fit the proper size A/C line disconnect tool
Evaporator 60 2 (Special Tool Kit 7193) over the spring-lock coupler
Compressor drain and measure the oil from the cage (Fig. 22).
old compressor - see text.

AMBIENT TEMPERATURE SENSOR
cable.
(2) Remove the radiator grille from the vehicle.
Refer to Group 23 - Body for the procedures.
(3) Locate the ambient temperature sensor, on the
radiator support behind the grille (Fig. 21).
Fig. 22 Refrigerant Line Spring-Lock Coupler

Disconnect
(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.
Fig. 21 Ambient Temperature Sensor Remove/Install Once the garter spring is expanded and while still
(4) Unplug the ambient temperature sensor wire pushing the disconnect tool into the open side of the
harness connector. coupler cage, pull on the refrigerant line attached to
(5) Remove the screw that secures the ambient the female half of the coupler fitting until the flange
temperature sensor to the radiator support. on the female fitting is separated from the garter
(6) Remove the ambient temperature sensor from spring and cage on the male fitting within the dis-
the vehicle. connect tool.
(7) Reverse the removal procedures to install.
Tighten the ambient temperature sensor mounting NOTE: The garter spring may not release if the A/C
screw to 2.2 N·m (20 in. lbs.). line disconnect tool is cocked while pushing it into
the coupler cage opening.
REFRIGERANT LINE COUPLER
(6) Open and remove the A/C line disconnect tool
WARNING: REVIEW THE WARNINGS AND CAU- from the disconnected spring-lock coupler.
TIONS IN THE FRONT OF THIS GROUP BEFORE (7) Complete the separation of the two halves of
PERFORMING THE FOLLOWING OPERATION. the coupler fitting.
INSTALLATION
(1) Check to ensure that the garter spring is
located within the cage of the male coupler fitting,
and that the garter spring is not damaged.
(a) If the garter spring is missing, install a new
spring by pushing it into the coupler cage opening.
(b) If the garter spring is damaged, remove it
from the coupler cage with a small wire hook (DO
NOT use a screwdriver) and install a new garter
spring.
(2) Clean any dirt or foreign material from both
halves of the coupler fitting.
(3) Install new O-rings on the male half of the cou-
pler fitting.
CAUTION: Use only the specified O-rings as they

are made of a special material for the R-134a sys-
tem. The use of any other O-rings may allow the
connection to leak intermittently during vehicle
operation.
(4) Lubricate the male fitting and O-rings, and the

inside of the female fitting with clean R-134a refrig- Fig. 23 High Pressure Cut-Off Switch Remove/Install
erant oil. Use only refrigerant oil of the type recom- - Typical
mended for the compressor in the vehicle.
(5) Fit the female half of the coupler fitting over Use only the specified O-rings as they are made of a
the male half of the fitting. special material for the R-134a system. Use only
(6) Push together firmly on the two halves of the refrigerant oil of the type recommended for the com-
coupler fitting until the garter spring in the cage on pressor in the vehicle.
the male half of the fitting snaps over the flanged (2) Install and tighten the high pressure cut-off
end on the female half of the fitting. switch on the discharge line fitting.
(7) Ensure that the spring-lock coupler is fully (3) Plug the wire harness connector into the high
engaged by trying to separate the two coupler halves. pressure cut-off switch.
This is done by pulling the refrigerant lines on either (4) Connect the battery negative cable.
side of the coupler away from each other.
(8) Reinstall the secondary clip over the spring- DISCHARGE LINE
lock coupler cage. Any kinks or sharp bends in the refrigerant plumb-
ing will reduce the capacity of the entire air condi-
HIGH PRESSURE CUT-OFF SWITCH tioning system. Kinks and sharp bends reduce the
flow of refrigerant in the system. A good rule for the
REMOVAL flexible hose refrigerant lines is to keep the radius of
(1) Disconnect and isolate the battery negative all bends at least ten times the diameter of the hose.
cable. In addition, the flexible hose refrigerant lines should
(2) Unplug the wire harness connector from the be routed so they are at least 80 millimeters (3
high pressure cut-off switch, which is mounted to a inches) from the exhaust manifold.
fitting on the discharge line between the compressor High pressures are produced in the refrigerant sys-
and the condenser inlet (Fig. 23). tem when the air conditioning compressor is operat-
(3) Unscrew the high pressure cut-off switch from ing. Extreme care must be exercised to make sure
the discharge line fitting. that each of the refrigerant system connections is
(4) Remove the high pressure cut-off switch from pressure-tight and leak free. It is a good practice to
the vehicle. inspect all flexible hose refrigerant lines at least once
(5) Remove the O-ring seal from the discharge line a year to make sure they are in good condition and
fitting and discard. properly routed.
INSTALLATION WARNING: REVIEW THE WARNINGS AND CAU-

(1) Lubricate a new O-ring seal with clean refrig- TIONS IN THE FRONT OF THIS GROUP BEFORE
erant oil and install it on the discharge line fitting. PERFORMING THE FOLLOWING OPERATION.
REMOVAL REMOVAL
(1) Disconnect and isolate the battery negative (1) Recover the refrigerant from the refrigerant
cable. system. See Refrigerant Recovery in this group for
(2) Recover the refrigerant from the refrigerant the procedures.
system. See Refrigerant Recovery in this group for (2) Disconnect and isolate the battery negative
the procedures. cable.
(3) Remove the high pressure cut-off switch. See (3) Remove the serpentine drive belt. Refer to
High Pressure Cut-Off Switch in this group for the Group 7 - Cooling System for the procedures.
procedures. (4) Unplug the compressor clutch coil wire harness
(4) Disconnect the discharge line refrigerant line connector.
fitting from the condenser inlet tube. See Refrigerant (5) Remove the screws that secure the suction line
Line Coupler in this group for the procedures. Install and discharge line block fittings to the manifold on
plugs in, or tape over all of the opened refrigerant the compressor. Install plugs in, or tape over all of
line fittings. the opened refrigerant fittings.
(5) Remove the screw that secures the discharge (6) Remove the screws that secure the compressor
line block fitting to the manifold on the compressor. to the mounting bracket (Fig. 24) or (Fig. 25).
Install plugs in, or tape over all of the opened refrig-
erant line fittings.
(6) Remove the discharge line assembly from the
vehicle.
INSTALLATION
(1) Remove the tape or plugs from the discharge
line block fitting and the manifold on the compressor.
Install the discharge line block fitting to the manifold
on the compressor. Tighten the mounting screw to 28
N·m (250 in. lbs.).
(2) Remove the tape or plugs from the refrigerant
line fittings on the discharge line and the condenser
inlet tube. Connect the discharge line refrigerant line
coupler to the condenser inlet tube. See Refrigerant
Line Coupler in this group for the procedures.
(3) Install the high pressure cut-off switch. See
High Pressure Cut-Off Switch in this group for the
procedures.
dures.
(6) Charge the refrigerant system. See Refrigerant Fig. 24 Compressor Remove/Install - 6 Cylinder
System Charge in this group for the procedures. Engine
(7) Remove the compressor from the mounting
COMPRESSOR bracket.
The compressor may be removed and repositioned
without disconnecting the refrigerant lines or dis- INSTALLATION
charging the refrigerant system. Discharging is not
necessary if servicing the compressor clutch or clutch NOTE: If a replacement compressor is being
coil, the engine, the cylinder head, or the generator. installed, be certain to check the refrigerant oil
level. See Refrigerant Oil Level in this group for the
WARNING: REVIEW THE WARNINGS AND CAU- procedures. Use only refrigerant oil of the type rec-
TIONS IN THE FRONT OF THIS GROUP BEFORE ommended for the compressor in the vehicle.
PERFORMING THE FOLLOWING OPERATION.
(1) Install the compressor to the mounting bracket.
Tighten the mounting screws to 28 N·m (21 ft. lbs.).
(2) Remove the tape or plugs from all of the
opened refrigerant line fittings. Install the suction
line and discharge line block fittings to the manifold
Fig. 25 Compressor Remove/Install - 8 Cylinder Engine

on the compressor. Tighten the mounting screws to Install a plug in, or tape over the opened relief valve
28 N·m (250 in. lbs.). fitting on the compressor manifold.
(3) Install the serpentine drive belt. Refer to
Group 7 - Cooling System for the procedures.
(4) Plug in the compressor clutch coil wire harness
connector.
dures.
(7) Charge the refrigerant system. See Refrigerant
System Charge in this group for the procedures.
HIGH PRESSURE RELIEF VALVE

REMOVAL
cable.
system. See Refrigerant Recovery in this group for
the procedures. Fig. 26 High Pressure Relief Valve - Typical
(3) Turn the relief valve counterclockwise to
remove it from the compressor manifold (Fig. 26).
INSTALLATION
(1) Remove the tape or plug from the relief valve
fitting on the compressor manifold.
(2) Install the high pressure relief valve in the
compressor manifold fitting.
dures.
COMPRESSOR CLUTCH
The refrigerant system can remain fully-charged
during compressor clutch, pulley, or coil replacement.
The compressor clutch can be serviced in the vehicle.
Fig. 28 Clutch Plate and Shim
REMOVAL
(1) Disconnect and isolate the battery negative C-4574) and slide the pulley assembly off of the com-
cable. pressor (Fig. 29).
(2) Remove the serpentine drive belt. Refer to
(3) Remove the bolt that secures the compressor
clutch to the compressor shaft (Fig. 27). A band-type
oil filter wrench may be used to secure the clutch
during bolt removal.
Fig. 27 Compressor Shaft Bolt Fig. 29 Pulley Snap Ring Remove/Install

(4) Tap the clutch plate with a plastic mallet to (6) Remove the screw and retainer from the clutch
release it from the splines on the compressor shaft. coil lead wire harness on the compressor front hous-
Remove the clutch plate and shim(s) from the coming.
pressor shaft (Fig. 28). (7) Remove the external snap ring that secures the
compressor clutch coil to the nose of the compressor
CAUTION: Do not pry between the clutch plate front housing with snap ring pliers and slide the coil
assembly and the pulley to remove it from the com- assembly off of the compressor (Fig. 30).
pressor shaft. Prying may damage the clutch plate
assembly. INSPECTION
Examine the friction surfaces of the clutch pulley
(5) Remove the external snap ring that secures the and the clutch plate for wear. The pulley and plate
compressor clutch pulley to the nose of the compres- should be replaced if there is excessive wear or scor-
sor front housing with snap ring pliers (Special Tool ing.
CAUTION: Do not mar the pulley friction surface.
(5) Install the pulley assembly retaining snap ring

(bevel side outward) with snap ring pliers (Special
Tool C-4574). Press in on the snap ring to be certain
that it is properly seated in the groove.
Fig. 30 Clutch Coil Snap Ring Remove/Install

If the friction surfaces are oily, inspect the shaft
and nose area of the compressor for refrigerant oil.
Remove the felt wick from around the shaft inside
the nose of the compressor front housing. If the felt
is saturated with refrigerant oil, the compressor
shaft seal is leaking and the compressor must be Fig. 31 Pulley Assembly Install
replaced.
(6) If the original clutch plate assembly and pulley
Check the clutch pulley bearing for roughness or
assembly are to be reused, the old shim(s) can be
excessive leakage of grease. Replace the bearing, if
used. If not, place a stack of shim(s) equal to the old
required.
shim(s) on the shaft against the shoulder.
INSTALLATION (7) Install the clutch plate assembly onto the
(1) Align the dowel pin on the back of the clutch shaft.
field coil with the hole in the compressor front hous- (8) With the clutch plate assembly tight against
ing and press the field coil into place over the nose of the shim(s), measure the air gap between the clutch
the compressor. plate and the pulley face with feeler gauges. The air
(2) Install the clutch coil lead wire harness retain- gap should be between 0.35 to 0.65 millimeter (0.014
ing clip on the compressor front housing and tighten to 0.026 inch). If the proper air gap is not obtained,
the retaining screw. add or subtract shims as needed until the desired air
(3) Install the clutch field coil and snap ring with gap is obtained.
snap ring pliers (Special Tool C-4574). The bevel side (9) Install the compressor shaft bolt. Tighten the
of the snap ring must be facing outward. Also, both bolt to 13 N·m (115 in. lbs.).
eyelets of the snap ring must be to the right or left of
NOTE: The shims may compress after tightening
the pin on the compressor. Press in on the snap ring
the shaft bolt. Check the air gap in four or more
to be certain that it is properly seated in the groove.
places to verify the air gap is still correct. Spin the
CAUTION: If the snap ring is not fully seated in the pulley before performing a final check of the air
groove it will vibrate out, resulting in a clutch fail- gap.
ure and severe damage to the front housing of the
(10) Reverse the remaining removal procedures to
compressor.
complete the installation.
(4) Install the pulley assembly onto the compres-
CLUTCH BREAK-IN
sor. If necessary, place a block of wood on the friction
After a new compressor clutch has been installed,
surface and tap gently with a hammer (Fig. 31).
cycle the compressor clutch approximately twenty
times (five seconds on, then five seconds off). During REMOVAL
this procedure, set the heater-A/C control in the (1) Disconnect and isolate the battery negative
Recirculation Mode, the A/C button in the on posi- cable.
tion, the blower motor switch in the highest speed (2) Recover the refrigerant from the refrigerant
position, and the engine speed at 1500 to 2000 rpm. system. See Refrigerant Recovery in this group for
This procedure (burnishing) will seat the opposing the procedures.
friction surfaces and provide a higher compressor (3) Unsnap the plastic retainer clips that secure
clutch torque capability. the liquid line to the inner fender shield and the
dash panel in the engine compartment.
COMPRESSOR CLUTCH RELAY (4) Disengage the liquid line from the plastic
(1) Disconnect and isolate the battery negative retainer clips.
cable. (5) Disconnect the liquid line refrigerant line fit-
(2) Remove the cover from the Power Distribution ting from the evaporator inlet tube. See Refrigerant
Center (PDC) (Fig. 32). Line Coupler in this group for the procedures. Install
plugs in, or tape over all of the opened refrigerant
line fittings.
(6) Disconnect the liquid line from the condenser
outlet tube refrigerant line fitting. See Refrigerant
Line Coupler in this group for the procedures. Install
line fittings.
(7) Remove the liquid line from the plastic clip
that secures it to the right inner fender shield.
(8) Remove the liquid line from the vehicle.
INSTALLATION
line fittings on the condenser outlet tube and the
condenser end of the liquid line. Connect the liquid
line to the condenser outlet tube refrigerant line cou-
pler. See Refrigerant Line Coupler in this group for
Fig. 32 Power Distribution Center
the procedures.
(3) Refer to the label on the PDC for compressor (2) Remove the tape or plugs from the refrigerant
clutch relay identification and location. line fittings on the evaporator end of the liquid line
(4) Unplug the compressor clutch relay from the and from the evaporator inlet tube. Connect the liq-
PDC. uid line refrigerant line coupler to the evaporator
(5) Install the compressor clutch relay by aligning inlet tube. See Refrigerant Line Coupler in this
the relay terminals with the cavities in the PDC and group for the procedures.
pushing the relay firmly into place. (3) Install the liquid line into the plastic retainer
(6) Install the PDC cover. clips that secure it to the inner fender shield and the
(7) Connect the battery negative cable. dash panel and snap the retainer clips closed.
(8) Test the relay operation. (4) Connect the battery negative cable.
LIQUID LINE ant System Evacuate in this group for the proce-
Any kinks or sharp bends in the refrigerant plumb- dures.
ing will reduce the capacity of the entire air condi- (6) Charge the refrigerant system. See Refrigerant
tioning system. Kinks and sharp bends reduce the System Charge in this group for the procedures.
flow of refrigerant in the system. High pressures are
produced in the refrigerant system when the air con- FIXED ORIFICE TUBE
ditioning compressor is operating. Extreme care must The fixed orifice tube is located in the liquid line
be exercised to make sure that each of the refriger- near the condenser. If the fixed orifice tube is faulty
ant system connections is pressure-tight and leak or plugged, the liquid line unit must be replaced. See
free. Liquid Line in this group for the service procedures.

LOW PRESSURE CYCLING CLUTCH SWITCH REMOVAL
REMOVAL cable.
(1) Disconnect and isolate the battery negative (2) Remove the low pressure cycling clutch switch
cable. from the accumulator. See Low Pressure Cycling
(2) Unplug the wire harness connector from the Clutch Switch in this group for the procedures.
low pressure cycling clutch switch on the top of the (3) Recover the refrigerant from the refrigerant
accumulator. system. See Refrigerant Recovery in this group for
(3) Unscrew the low pressure cycling clutch switch the procedures.
from the fitting on the top of the accumulator. (4) Disconnect the suction line refrigerant line fit-
(4) Remove the O-ring seal from the accumulator ting from the evaporator outlet tube. See Refrigerant
fitting and discard. Line Coupler in this group for the procedures. Install
INSTALLATION line fittings.
(1) Lubricate a new O-ring seal with clean refrig- (5) Remove the screw that secures the suction line
erant oil and install it on the accumulator fitting. block fitting to the manifold on the compressor.
Use only the specified O-rings as they are made of a Install plugs in, or tape over all of the opened refrig-
special material for the R-134a system. Use only erant line fittings.
refrigerant oil of the type recommended for the com- (6) Loosen the screw that clamps the band of the
pressor in the vehicle. accumulator support bracket around the accumulator
(2) Install and tighten the low pressure cycling (Fig. 33).
clutch switch on the accumulator fitting. The switch
should be hand-tightened onto the accumulator fit-
ting.
(3) Plug the wire harness connector into the low
pressure cycling clutch switch.
ACCUMULATOR
The suction lines from the evaporator outlet tube

to the accumulator, and from the accumulator to the
suction port of the compressor manifold are integral
to the accumulator. If either suction line or the accu-
mulator is faulty or damaged, the accumulator
assembly must be replaced.
Any kinks or sharp bends in the refrigerant plumb-
ing will reduce the capacity of the entire air condi-
tioning system. Kinks and sharp bends reduce the
flow of refrigerant in the system. A good rule for the
flexible hose refrigerant lines is to keep the radius of Fig. 33 Accumulator and Support Bracket
all bends at least ten times the diameter of the hose. (7) Remove the accumulator from the support
In addition, the flexible hose refrigerant lines should bracket.
be routed so they are at least 80 millimeters (3
inches) from the exhaust manifold. INSTALLATION
High pressures are produced in the refrigerant sys- (1) Install the accumulator through the band of
tem when the air conditioning compressor is operat- the support bracket. Be certain that the index tab on
ing. Extreme care must be exercised to make sure the side of the accumulator is aligned with the notch
that each of the refrigerant system connections is in the support bracket band.
pressure-tight and leak free. It is a good practice to (2) Tighten the clamp screw in the support bracket
inspect all flexible hose refrigerant lines at least once band to 12 N·m (105 in. lbs.).
a year to make sure they are in good condition and (3) Remove the tape or plugs from the suction line
properly routed. block fitting and the manifold on the compressor.
Install the suction line block fitting to the manifold
on the compressor. Tighten the mounting screw to 28
N·m (250 in. lbs.).
line fittings on the suction line and the evaporator
outlet tube. Connect the suction line refrigerant line
coupler to the evaporator outlet tube. See Refrigerant
Line Coupler in this group for the procedures.
(5) Install the low pressure cycling clutch switch
onto the accumulator fitting. See Low Pressure
Cycling Clutch Switch in this group for the proce-
dures.
dures.
NOTE: If the accumulator is replaced, add 120 mil-

liliters (4 fluid ounces) of refrigerant oil to the
refrigerant system. Use only refrigerant oil of the
type recommended for the compressor in the vehi-
cle.
CONDENSER
CAUTION: Before removing the condenser, note the

location of each of the radiator and condenser air
seals. These seals are used to direct air through the
condenser and radiator. The air seals must be rein-
stalled in their proper locations in order for the air
conditioning and engine cooling systems to per-
form as designed (Fig. 34).
REMOVAL
cable.
system. See Refrigerant Recovery in this group for
the procedures.
(3) Remove the radiator grille panel from the vehi-
cle. Refer to Group 23 - Body for the procedures.
(4) Remove the upper bolts from the two radiator
braces (Fig. 35).
(5) Remove the two nuts that secure the radiator
to the upper crossmember (Fig. 36).
Fig. 34 Air Seals
Fig. 36 Radiator Upper Crossmember - Typical

(7) The radiator upper crossmember can be
adjusted left or right through the use of its slotted
mounting holes. Before removal, mark the original
position of the crossmember.
(8) Remove the remaining bolts that secure the
Fig. 35 Condenser Mounting radiator upper crossmember to the body. Do not
(6) Reach through the grille opening and remove remove the hood latch or hood latch cable from the
the bolt that secures the lower hood latch support to crossmember. Lift the crossmember straight up and
the lower front crossmember. lay it to the side.
(9) Disconnect the discharge line and liquid line VACUUM RESERVOIR
refrigerant line fittings from the condenser. See (1) Remove the battery from the battery tray.
Refrigerant Line Coupler in this group for the proce- Refer to Group 8A - Battery for the procedures.
dures. Install plugs in, or tape over all of the opened (2) Remove the five screws that secure the battery
refrigerant line fittings. tray to the vehicle.
(10) Remove the four bolts that secure the lower (3) Pull up the battery tray far enough to access
condenser. and unplug the vacuum harness connector from the
(11) Remove the two bolts that secure the upper reservoir (Fig. 37).
condenser.
(12) Carefully lift the condenser out of the vehicle.
INSTALLATION
(1) Carefully position the condenser in the vehicle.
(2) Install and tighten the two bolts that secure
the upper condenser.
(3) Install and tighten the four bolts that secure
the lower condenser.
line fittings on the discharge line, liquid line and the
condenser. Connect both of the refrigerant line cou-
plers to the condenser. See Refrigerant Line Coupler
in this group for the procedures.
(5) Align the radiator upper crossmember with the
scribe marks. Install and tighten the bolts that
secure the radiator upper crossmember to the body.
(6) Install and tighten the nuts that secure the
radiator to the upper crossmember.
(7) Reach through the grille opening to install and
tighten the bolt that secures the lower hood latch
support to the lower front crossmember.
(8) Install and tighten the two bolts that secure
the radiator braces to the upper radiator crossmem- Fig. 37 Vacuum Reservoir Remove/Install
ber. (4) Remove the battery tray and vacuum reservoir
(9) Install the radiator grille panel in the vehicle. from the vehicle as a unit.
Refer to Group 23 - Body for the procedures. (5) Remove the two screws that secure the vacuum
(10) Connect the battery negative cable. reservoir to the underside of the battery tray.
(11) Evacuate the refrigerant system. See Refriger- (6) Remove the vacuum reservoir from the battery
ant System Evacuate in this group for the proce- tray.
dures. (7) Reverse the removal procedures to install.
(12) Charge the refrigerant system. See Refriger- Tighten the reservoir mounting screws to 1 N·m (10
ant System Charge in this group for the procedures. in. lbs.). Tighten the battery tray mounting screws to
8 N·m (70 in. lbs.).
NOTE: If the condenser is replaced, add 30 millili-
ters (1 fluid ounce) of refrigerant oil to the refriger- HEATER-A/C CONTROL
ant system. Use only refrigerant oil of the type
recommended for the compressor in the vehicle. WARNING: ON VEHICLES EQUIPPED WITH AIR-
VACUUM CHECK VALVE STEERING WHEEL, STEERING COLUMN, OR
(1) Unplug the heater-A/C vacuum supply line con- INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
nector at the vacuum check valve near the engine SERVICE. FAILURE TO TAKE THE PROPER PRE-
intake manifold vacuum adapter fitting. CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
(2) Note the orientation of the check valve in the BAG DEPLOYMENT AND POSSIBLE PERSONAL
vacuum supply line for correct installation. INJURY.
(3) Unplug the vacuum check valve from the vac-
uum supply line fittings.
REMOVAL (3) Reinstall the inboard switch pod bezel onto the
(1) Disconnect and isolate the battery negative instrument panel. Refer to Switch Pod Bezel in
cable. Group 8E - Instrument Panel Systems for the proce-
(2) Remove the inboard switch pod bezel from the dures.
instrument panel. Refer to Switch Pod Bezel in (4) Connect the battery negative cable.
Group 8E - Instrument Panel Systems for the proce-
dures. SOLAR SENSOR
(3) Remove the three screws that secure the heat- The solar sensor is used only on models with the
er-A/C control to the instrument panel (Fig. 38). optional Automatic Temperature Control (ATC) sys-
tem.

INJURY.
REMOVAL
cable.
(2) Using a trim stick or another suitable wide
Fig. 38 Heater-A/C Control Remove/Install flat-bladed tool, gently pry the cowl top trim panel off
(4) Pull the heater-A/C control assembly away of the instrument panel top pad (Fig. 40).
from the instrument panel far enough to access the
connections on the back of the control.
(5) Unplug the wire and/or vacuum harness con-
nectors from the back of the heater-A/C control (Fig.
39).
Fig. 40 Cowl Top Trim Remove/Install

Fig. 39 Heater-A/C Control Connections - Typical (3) Pull the trim panel up far enough to access the
(6) Remove the heater-A/C control from the instru- solar sensor, which is located between the passenger
ment panel. side and center defroster outlets.
(4) Twist the solar sensor to remove it from the
INSTALLATION receptacle in the cowl top trim panel (Fig. 41).
(1) Plug the wire harness and/or vacuum harness (5) Pull the sensor out from the instrument panel
connectors into the back of the heater-A/C control. far enough to access and unplug the wire harness
(2) Position the heater-A/C control in the instru- connector from the instrument panel wire harness.
ment panel and secure it with three screws. Tighten (6) Remove the solar sensor from the instrument
the screws to 2.2 N·m (20 in. lbs.). panel.
(3) Disconnect the in-vehicle temperature sensor
aspirator hose at the in-line splice connector, located
under the instrument panel near the passenger side
of the floor panel transmission tunnel (Fig. 42).
Fig. 42 In-Vehicle Temperature Sensor

Fig. 41 Solar Sensor (4) Reach behind the in-vehicle temperature sensor
INSTALLATION to unplug the wire harness connector from the
(1) Plug the solar sensor wire harness connector instrument panel wire harness.
into the instrument panel wire harness. (5) Remove the two screws that secure the in-vehi-
(2) Insert the solar sensor into the receptacle on cle temperature sensor to the instrument panel.
the bottom of the cowl top trim panel and twist the (6) Remove the in-vehicle temperature sensor from
sensor to lock it into place. the instrument panel.
(3) Press the cowl top trim panel down until the
snap clip retainers engage in the top of the instru- INSTALLATION
ment panel. (1) Insert the in-vehicle temperature sensor into
(4) Connect the battery negative cable. the instrument panel.
(2) Install the two screws that secure the in-vehi-
IN-VEHICLE TEMPERATURE SENSOR cle temperature sensor to the instrument panel.
The in-vehicle temperature sensor is used only on Tighten the mounting screws to 2.2 N·m (20 in. lbs.).
models with the optional Automatic Temperature (3) Plug the in-vehicle temperature sensor wire
Control (ATC) system. harness connector into the instrument panel wire
harness.
WARNING: ON VEHICLES EQUIPPED WITH AIR- (4) Connect the in-vehicle temperature sensor
BAGS, REFER TO GROUP 8M - PASSIVE aspirator hose to the in-line splice connector.
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY (5) Reinstall the glove box module to the instru-
STEERING WHEEL, STEERING COLUMN, OR ment panel. Refer to Glove Box Module in Group 8E
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR - Instrument Panel Systems for the procedures.
SERVICE. FAILURE TO TAKE THE PROPER PRE- (6) Connect the battery negative cable.
BAG DEPLOYMENT AND POSSIBLE PERSONAL BLOWER MOTOR
INJURY.
REMOVAL
REMOVAL cable.
(1) Disconnect and isolate the battery negative (2) Disconnect the blower motor cooling tube from
cable. the nipple on the blower motor housing (Fig. 43).
(2) Remove the glove box module from the instru- (3) Disengage the blower motor wire harness from
ment panel. Refer to Glove Box Module in Group 8E the wire harness retainer.
- Instrument Panel Systems for the procedures. (4) Unplug the blower motor wire harness connec-
tor from the heater-A/C housing wire harness.
(2) Install the blower wheel retainer clip. The ears
of the retainer clip must be over the flat surface on
the blower motor shaft.
(3) Be certain that the blower motor seal is
installed on the blower motor housing (Fig. 45).
Fig. 43 Blower Motor Remove/Install

(5) Remove the three screws that secure the
blower motor and wheel assembly to the heater-A/C
housing.
(6) Lower the blower motor and wheel from the Fig. 45 Blower Motor Seal
heater-A/C housing. (4) Install the blower motor in the heater-A/C
(7) Remove the blower wheel retainer clip (Fig. housing with three mounting screws. tighten the
44). mounting screws to 2.2 N·m (20 in. lbs.).
(5) Plug the blower motor wire harness connector
into the heater-A/C housing wire harness.
(6) Install the blower motor wire harness into the
wire harness retainer.
(7) Connect the blower motor cooling tube to the
nipple on the blower motor housing.
BLOWER MOTOR RESISTOR AND POWER

MODULE
REMOVAL
cable.
(2) Unplug the wire harness connector from the
blower motor resistor or power module.
Fig. 44 Blower Motor Wheel (3) Remove the screws that secure the blower
(8) Remove the blower wheel from the blower motor resistor or power module to the heater-A/C
motor shaft housing.
(4) Remove the blower motor resistor or power
INSTALLATION module from the heater-A/C housing (Fig. 46).
(1) Press the blower wheel hub onto the blower
motor shaft. Be sure the flat on the shaft is indexed INSTALLATION
with the flat inside the hub. (1) Install the blower motor resistor or power mod-
ule to the heater-A/C housing. Tighten the mounting
screws to 2.2 N·m (20 in. lbs.).
(2) Remove the two bolts that secure the center
instrument panel support bracket to the left side of
the floor panel transmission tunnel.
(3) Remove the two bolts that secure the center
instrument panel support bracket to the instrument
panel.
(4) Remove the center instrument panel support
bracket from the vehicle.
heat/defrost - panel/defrost door motor (Fig. 47).
Fig. 46 Blower Motor Resistor or Power Module

Remove/Install
(2) Plug in the wire harness connector to the
blower motor resistor or power module.
Fig. 47 Heat/Defrost - Panel/Defrost Door Motor
Remove/Install
DOOR ACTUATOR
(6) Remove the three screws that secure the heat/
WARNING: ON VEHICLES EQUIPPED WITH AIR- defrost - panel/defrost door motor to the bottom of
BAGS, REFER TO GROUP 8M - PASSIVE the heater-A/C housing.
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY (7) Remove the heat/defrost - panel/defrost door
STEERING WHEEL, STEERING COLUMN, OR motor from the heater-A/C housing.
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR (8) Reverse the removal procedures to install.
SERVICE. FAILURE TO TAKE THE PROPER PRE- Tighten the mounting screws to 2.2 N·m (20 in. lbs.).
BAG DEPLOYMENT AND POSSIBLE PERSONAL HEAT/DEFROST DOOR VACUUM ACTUATOR
INJURY. This actuator is used only on models equipped with
the standard manual temperature control system.
The mode door actuators for vehicles equipped with (1) Remove the heater-A/C housing from the vehi-
the standard equipment manual temperature control cle. See Heater-A/C Housing in this group for the
system are vacuum controlled. The optional Auto- procedures.
matic Temperature Control (ATC) system uses elec- (2) Turn the heater-A/C housing upside down on a
tric motors to actuate the mode doors. The work bench.
temperature/blend-air door for all models is actuated (3) Unplug the vacuum harness connector from the
by an electric motor. The service procedures for both heat/defrost door vacuum actuator (Fig. 48).
types of actuators are covered by the following proce- (4) Disengage the heat/defrost door pivot connec-
dures. tion from the heat/defrost door pivot pin.
(5) Remove the screws that secure the heat/defrost
HEAT/DEFROST - PANEL/DEFROST DOOR door vacuum actuator to the heater-A/C housing.
MOTOR (6) Remove the heat/defrost door vacuum actuator
This motor is used only on models equipped with from the heater-A/C housing.
the optional Automatic Temperature Control (ATC) (7) Reverse the removal procedures to install.
system. Tighten the mounting screws to 2.2 N·m (20 in. lbs.).
cable.
(5) Remove the panel/defrost door vacuum actuator
from the heater-A/C housing.
Tighten the mounting screws to 2.2 N·m (20 in. lbs.).
RECIRCULATION AIR DOOR MOTOR

This motor is used only on models equipped with
the optional Automatic Temperature Control (ATC)
system.
(1) Remove the instrument panel from the vehicle.
Refer to Instrument Panel Assembly in Group 8E -
Instrument Panel Systems for the procedures.
recirculation air door motor (Fig. 50).
Fig. 48 Heat/Defrost Door Vacuum Actuator

Remove/Install
PANEL/DEFROST DOOR VACUUM ACTUATOR
This actuator is used only on models equipped with
(1) Remove the heater-A/C housing from the vehi-
cle. See Heater-A/C Housing in this group for the
procedures.
(2) Unplug the vacuum harness connector from the
heat/defrost door vacuum actuator (Fig. 49).
Fig. 50 Recirculation Air Door Motor Remove/Install

(3) Unsnap the retaining clip from the recircula-
tion air door actuating rod at the recirculation air
door lever.
(4) Disengage the recirculation air door actuating
rod from the recirculation air door lever.
(5) Remove the screws that secure the recircula-
tion air door motor to the heater-A/C housing.
(6) Remove the recirculation air door motor from
the heater-A/C housing.
Fig. 49 Panel/Defrost Door Vacuum Actuator
Remove/Install
(3) Disengage the panel/defrost door pivot connec-
tion from the panel/defrost door pivot pin.
(4) Remove the screws that secure the panel/de-
frost door vacuum actuator to the heater-A/C hous-
ing.
RECIRCULATION AIR DOOR VACUUM (2) Unplug the wire harness connector from the
ACTUATOR temperature/blend-air door motor (Fig. 52).
This actuator is used only on models equipped with
Refer to Instrument Panel Assembly in Group 8E -
Instrument Panel Systems for the procedures.
(2) Unplug the vacuum harness connector from the
recirculation air door vacuum actuator (Fig. 51).
Fig. 52 Temperature/Blend-Air Door Motor Remove/

Install
(3) Remove the screws that secure the tempera-
ture/blend-air door motor to the heater-A/C housing.
(4) Remove the temperature/blend-air door motor
from the heater-A/C housing.
HEATER-A/C HOUSING
The heater-A/C housing assembly must be removed
from the vehicle and the two halves of the housing
separated for service access of the heater core, evap-
Fig. 51 Recirculation Air Door Vacuum Actuator orator coil, blend-air door, and each of the various
Remove/Install mode control doors.
(3) Unsnap the retaining clip from the recircula-
tion air door actuating rod at the recirculation air WARNING: ON VEHICLES EQUIPPED WITH AIR-
door lever. BAGS, REFER TO GROUP 8M - PASSIVE
(4) Disengage the recirculation air door actuating RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
rod from the recirculation air door lever. STEERING WHEEL, STEERING COLUMN, OR
(5) Remove the screws that secure the recircula- INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
tion air door vacuum actuator to the heater-A/C SERVICE. FAILURE TO TAKE THE PROPER PRE-
housing. CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
(6) Remove the recirculation air door vacuum BAG DEPLOYMENT AND POSSIBLE PERSONAL
actuator from the heater-A/C housing. INJURY.
REMOVAL
TEMPERATURE/BLEND-AIR DOOR MOTOR (1) Disconnect and isolate the battery negative
The temperature/blend-air door motor is used on cable.
all models, whether equipped with manual or auto- (2) Remove the instrument panel from the vehicle.
matic temperature control. This motor is located Refer to Instrument Panel Assembly in Group 8E -
under the heater-A/C housing directly over the floor Instrument Panel Systems for the procedures.
panel transmission tunnel, and can be removed from (3) Recover the refrigerant from the refrigerant
the passenger compartment without instrument system. See Refrigerant Recovery in this group for
panel or heater-A/C housing removal. the procedures.
(1) Disconnect and isolate the battery negative (4) Disconnect the liquid line refrigerant line cou-
cable. pler from the evaporator inlet tube. See Refrigerant
line fittings.
(5) Disconnect the suction line refrigerant line cou-
pler from the evaporator outlet tube. See Refrigerant
line fittings.
(6) Drain the engine cooling system. Refer to
(7) Disconnect the heater hoses from the heater
core tubes. Refer to Group 7 - Cooling System for the
procedures. Install plugs in, or tape over the opened
heater core tubes.
(8) If the vehicle is equipped with the manual tem-
perature control system, unplug the heater-A/C sys-
tem vacuum supply line connector from the tee
fitting near the heater core tubes.
(9) Remove the coolant reserve/overflow bottle
from the passenger side inner fender shield. Refer to
(10) Remove the Powertrain Control Module
(PCM) from the passenger side dash panel in the Fig. 54 Rear Floor Heat Duct
engine compartment and set it aside. Do not unplug
the PCM wire harness connectors. Refer to Group 14
- Fuel System for the procedures.
(11) Remove the nuts from the heater-A/C housing
mounting studs on the engine compartment side of
the dash panel (Fig. 53).
Fig. 55 Heater A/C Housing Remove/Install

INSTALLATION
(1) Position the heater-A/C housing to the dash
panel. Be certain that the evaporator condensate
drain tube and the housing mounting studs are
inserted into their correct mounting holes.
Fig. 53 Heater-A/C Housing Remove/Install (2) Install the heater-A/C housing mounting nuts
(12) Disengage the rear floor heat duct from the to the studs on the passenger compartment side of
center floor heat duct adapter (Fig. 54). the dash panel. Tighten the nuts to 4.5 N·m (40 in.
(13) Unplug the heater-A/C housing wire harness lbs.).
connectors. (3) Connect the heater-A/C housing wire harness
(14) Remove the heater-A/C housing mounting connectors.
nuts from the studs on the passenger compartment (4) Reinstall the rear floor heat duct to the center
side of the dash panel (Fig. 55). floor heat duct adapter.
(15) Remove the heater-A/C housing from the vehi- (5) Install and tighten the nuts onto the heater-
cle. A/C housing mounting studs on the engine compart-
ment side of the dash panel. Tighten the nuts to 7 (3) Lift the heater core straight up and out of the
N·m (60 in. lbs.). heater-A/C housing (Fig. 56).
(6) Reinstall the PCM to the passenger side dash
panel in the engine compartment. Refer to Group 14
- Fuel System for the procedures.
(7) Reinstall the coolant reserve/overflow bottle to
the passenger side inner fender shield. Refer to
(8) If the vehicle is equipped with the manual tem-
perature control system, connect the heater-A/C sys-
tem vacuum supply line connector to the tee fitting
near the heater core tubes.
(9) Unplug or remove the tape from the heater
core tubes. Connect the heater hoses to the heater
core tubes and fill the engine cooling system. Refer to
(10) Unplug or remove the tape from the suction
line and the evaporator outlet tube fittings. Connect
the suction line coupler to the evaporator outlet tube.
See Refrigerant Line Coupler in this group for the
procedures.
(11) Unplug or remove the tape from the liquid
line and the evaporator inlet tube fittings. Connect
the liquid line coupler to the evaporator inlet tube.
See Refrigerant Line Coupler in this group for the Fig. 56 Heater Core Remove/Install
procedures.
(12) Evacuate the refrigerant system. See Refriger- INSTALLATION
ant System Evacuate in this group for the proce- (1) Lower the heater core into the heater-A/C
dures. housing.
(13) Charge the refrigerant system. See Refriger- (2) Position the retainers over the heater core
ant System Charge in this group for the procedures. tubes. Install and tighten the screws that secure the
(14) Install the instrument panel in the vehicle. heater core and retainers to the heater-A/C housing.
Refer to Group 8E - Instrument Panel Systems for Tighten the screws to 2.2 N·m (20 in. lbs.).
the procedures. (3) Reinstall the heater-A/C housing to the vehicle.
(15) Connect the battery negative cable. See Heater-A/C Housing in this group for the proce-
(16) Start the engine and check for proper opera- dures.
tion of the heating and air conditioning systems.
HEATER-A/C HOUSING DOOR
HEATER CORE
WARNING: ON VEHICLES EQUIPPED WITH AIR- BAGS, REFER TO GROUP 8M - PASSIVE
BAGS, REFER TO GROUP 8M - PASSIVE RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING COLUMN, OR
STEERING WHEEL, STEERING COLUMN, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE. FAILURE TO TAKE THE PROPER PRE-
SERVICE. FAILURE TO TAKE THE PROPER PRE- CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- BAG DEPLOYMENT AND POSSIBLE PERSONAL
BAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
INJURY.
TEMPERATURE/BLEND-AIR DOOR
REMOVAL (1) Remove the heater-A/C housing from the vehi-
(1) Remove the heater-A/C housing from the vehicle. See Heater-A/C Housing in this group for the
cle. See Heater-A/C Housing in this group for the procedures.
procedures. (2) Place the heater-A/C housing upside down on a
(2) Remove the screws and retainers that secure work bench.
the heater core to the heater-A/C housing.
(3) Unsnap the center floor heat duct adapter from
the bottom of the heater-A/C housing.
(4) Remove the screws that secure the two housing
halves to each other.
(5) Turn the heater-A/C housing right side up on
the work bench and separate the top half of the heat-
er-A/C housing from the bottom half.
(6) Lift the temperature/blend-air door pivot shaft
out of the pivot hole in the bottom half of the heater-
A/C housing (Fig. 57).
Fig. 58 Panel/Defrost Door Remove/Install - Manual

Temperature Control
Fig. 57 Temperature/Blend-Air Door and Heat/

Defrost Door Remove/Install
NOTE: To reinstall the door-to-motor pivot connec-
tion, the motor must be removed from the heater-
A/C housing. See Door Actuator in this group for
the procedures.
(7) Reverse the removal procedures to install. Be

certain that each of the door pivot pins align with the
pivot holes in the heater-A/C housing. Tighten the
heater-A/C housing screws to 2.2 N·m (20 in. lbs.).
PANEL/DEFROST DOOR AND LEVER

Refer to Instrument Panel Assembly in Group 8E - Fig. 59 Panel/Defrost Door Remove/Install -
Instrument Panel Systems for the procedures. Automatic Temperature Control
(2) Disengage the panel/defrost door actuating rod
from the door pivot shaft retainer (Fig. 58) or (Fig. (5) Reverse the removal procedures to install.
59).
HEAT/DEFROST DOOR
(3) Using a trim stick or another suitable wide (1) Remove the heater-A/C housing from the vehi-
flat-bladed tool, gently pry the panel/defrost door cle. See Heater-A/C Housing in this group for the
pivot shaft retainer from the pivot shaft. procedures.
(4) Remove the panel/defrost door through the top (2) Place the heater-A/C housing upside down on a
opening of the heater-A/C housing. work bench.
(3) Remove the heat/defrost - panel/defrost door
motor (ATC) or heat/defrost door vacuum actuator
(manual) from the heater-A/C housing. See Door
Actuator in this group for the procedures.
(4) Unsnap the center floor heat duct adapter from
the bottom of the heater-A/C housing.
(5) Remove the screws that secure the two housing
halves to each other.
(6) Turn the heater-A/C housing right side up on
er-A/C housing from the bottom half.
(7) Lift the heat/defrost door pivot shaft out of the
pivot hole in the bottom half of the heater-A/C hous-
ing (Fig. 57).
(8) Reverse the removal procedures to install. Be
certain that each of the door pivot pins align with the
Fig. 60 Evaporator Coil Location in Heater-A/C
pivot holes in the heater-A/C housing. Tighten the
Housing (Upside Down)
heater-A/C housing screws to 2.2 N·m (20 in. lbs.).
(6) Lift the evaporator coil unit out of the lower
RECIRCULATION AIR DOOR half of the heater-A/C housing.
(1) Remove the heater-A/C housing from the vehi- (7) Reverse the removal procedures to install. Be
cle. See Heater-A/C Housing in this group for the certain that the evaporator foam insulator wrap is
procedures. reinstalled. Be certain that each of the door pivot
(2) Unsnap the retaining clip from the recircula- pins align with the pivot holes in the heater-A/C
tion air door actuating rod at the recirculation air housing. Tighten the heater-A/C housing screws to
door lever. 2.2 N·m (20 in. lbs.).
flat-bladed tool, gently pry the recirculation air door NOTE: If the evaporator is replaced, add 60 millili-
pivot shaft retainer from the pivot shaft. ters (2 fluid ounces) of refrigerant oil to the refrig-
(4) Remove the recirculation air door through the erant system.
top opening of the heater-A/C housing.
DUCTS AND OUTLETS
EVAPORATOR COIL
DEFROSTER DUCT
WARNING: ON VEHICLES EQUIPPED WITH AIR- (1) Remove the instrument panel assembly from
BAGS, REFER TO GROUP 8M - PASSIVE the vehicle. See Instrument Panel Assembly in Group
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY 8E - Instrument Panel Systems for the procedures.
STEERING WHEEL, STEERING COLUMN, OR (2) Remove the three screws that secure the
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR defroster duct to the instrument panel armature.
SERVICE. FAILURE TO TAKE THE PROPER PRE- (3) Remove the defroster duct from the instrument
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- panel.
BAG DEPLOYMENT AND POSSIBLE PERSONAL (4) Reverse the removal procedures to install.
INJURY. Tighten the mounting screws to 2.2 N·m (20 in. lbs.).
(1) Remove the heater-A/C housing from the vehi- DEMISTER DUCT
cle. See Heater-A/C Housing in this group for the (1) Remove the defroster duct from the instrument
procedures. panel. See Defroster Duct in this group for the pro-
(2) Place the heater-A/C housing upside down on a cedures.
work bench. (2) Remove the screws that secure the demister
(3) Unsnap the center floor heat duct adapter from duct to the instrument panel armature.
the bottom of the heater-A/C housing. (3) Remove the demister duct from the instrument
(4) Remove the screws that secure the two housing panel.
halves to each other. (4) Reverse the removal procedures to install.
(5) Turn the heater-A/C housing right side up on Tighten the mounting screws to 2.2 N·m (20 in. lbs.).
er-A/C housing from the bottom half (Fig. 60).
PANEL DUCT
(1) Remove the demister duct from the instrument
panel. See Demister Duct in this group for the proce-
dures.
(2) Remove the screws that secure the panel duct
to the instrument panel armature.
(3) Remove the panel duct from the instrument
panel.
FLOOR DUCT
(1) Remove the center floor console from the vehi-
cle. Refer to Group 23 - Body for the procedures.
(2) Remove the right front seat from the vehicle.
Refer to Group 23 - Body for the procedures.
(3) Remove the right side front door opening trim
from the vehicle. Refer to Group 23 - Body for the
procedures.
(4) Roll back the floor carpeting.
(5) Remove the nut that secures the floor duct to
the stud on the floor panel transmission tunnel (Fig.
61). Fig. 61 Floor Duct Remove/Install
(6) Disconnect the floor duct from the center floor The passenger side panel outlets are available for
heat duct adapter. service.
(7) Remove the floor duct from the vehicle. (1) Remove the instrument panel top pad from the
(8) Reverse the removal procedures to install. instrument panel. Refer to Instrument Panel Top Pad
in Group 8E - Instrument Panel Systems for the pro-
DEMISTER OUTLETS
cedures.
(2) Remove the two screws that secure each outlet
flat-bladed tool, gently pry the edge of the outlet
to the instrument panel side of the top pad.
away from the instrument panel top pad.
(3) Remove the outlet from the top pad.
(2) To install, push the outlet firmly into the hole
in the instrument panel top pad.
PANEL OUTLETS
The driver side and center panel outlets are only
serviced as part of the instrument cluster bezel unit.
ZG HEATING AND AIR CONDITIONING 24 - 1
HEATING AND AIR CONDITIONING

CONTENTS
page page

HEATER AND AIR CONDITIONER CONTROLS . . 2 COMPRESSOR CLUTCH COIL . . . . . . . . . . . . . . 5
HEATER AND AIR CONDITIONER . . . . . . . . . . . . 1 COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . 5
SERVICE WARNINGS AND PRECAUTIONS . . . . 2 REMOVAL AND INSTALLATION
DESCRIPTION AND OPERATION COMPRESSOR CLUTCH . . . . . . . . . . . . . . . . . . . 8
COMPRESSOR CLUTCH . . . . . . . . . . . . . . . . . . . 4 COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . 7
COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . 4 REFRIGERANT LINE COUPLER . . . . . . . . . . . . . 6
GENERAL INFORMATION obstructions for the heater-A/C system to receive a

sufficient volume of outside air.
HEATER AND AIR CONDITIONER Both the manual and ATC heater and air condi-
A manual temperature control type heating-air tioner are blend-air type systems. In a blend-air sys-
conditioning system is standard factory-installed tem, a blend-air door controls the amount of cooled or
equipment on this model. An electronically controlled unconditioned air is allowed to flow through, or
Automatic Temperature Control (ATC) type heating- around, the heater core. A temperature control knob
air conditioning system is an available factory-in- on the heater-A/C control panel determines the dis-
stalled option. charge air temperature by energizing the blend-air
All vehicles are equipped with a common heater- door motor, which operates the blend-air door. This
A/C housing assembly (Fig. 1). The system combines allows an almost immediate control of the output air
air conditioning, heating, and ventilating capabilities temperature of the system.
in a single unit housing mounted under the instru- The mode control knob on the heater-A/C control
ment panel. panel is used to direct the conditioned air to the
selected system outlets. On manual temperature con-
trol systems, the mode control knob switches engine
vacuum to control the mode doors, which are oper-
ated by vacuum actuator motors. On ATC systems,
the mode control knob switches electrical current to
control the mode doors, which are operated by elec-
tronic actuator motors.
The outside air intake can be shut off by selecting
the recirculation mode with the mode control knob.
This will open the recirculating air door and recircu-
late the air that is already inside the vehicle.
The air conditioner for all models is designed for
the use of non-CFC, R-134a refrigerant. The air con-
ditioning system has an evaporator to cool and dehu-
midify the incoming fresh or recirculated air prior to
blending it with the heated air. This air conditioning
Fig. 1 Common Blend-Air Heater-Air Conditioner system uses a fixed orifice tube in the condenser out-
System let line to meter refrigerant flow to the evaporator
coil. To maintain minimum evaporator temperature
Outside fresh air enters the vehicle through the and prevent evaporator freezing, a fixed pressure set-
cowl top opening at the base of the windshield, and ting switch on the accumulator cycles the compressor
passes through a plenum chamber to the heater-A/C clutch.
system blower housing. Air flow velocity can then be
adjusted with the blower motor speed selector switch
on the heater-A/C control panel. The air intake open-
ings must be kept free of snow, ice, leaves, and other
24 - 2 HEATING AND AIR CONDITIONING ZG
NOTE: This group covers both Left-Hand Drive wired sensor inputs and messages received on the
(LHD) and Right-Hand Drive (RHD) versions of this CCD data bus network to control the many functions
model. Whenever required and feasible, the RHD and features of the ATC system.
versions of affected vehicle components have been Both the manual heater-A/C control panel and the
constructed as mirror-image of the LHD versions. ATC control panel and controller units cannot be
While most of the illustrations used in this group repaired. If faulty or damaged, the entire unit must
represent only the LHD version, the diagnostic and be replaced.
service procedures outlined can generally be
applied to either version. Exceptions to this rule SERVICE WARNINGS AND PRECAUTIONS
have been clearly identified as LHD or RHD, if a
special illustration or procedure is required. WARNING:
• THE AIR CONDITIONING SYSTEM CONTAINS
REFRIGERANT UNDER HIGH PRESSURE. SEVERE
HEATER AND AIR CONDITIONER CONTROLS PERSONAL INJURY MAY RESULT FROM IMPROPER
The manual temperature control heater-A/C sys- SERVICE PROCEDURES. REPAIRS SHOULD ONLY
tem uses a combination of electrical, and vacuum BE PERFORMED BY QUALIFIED SERVICE PERSON-
controls. The ATC heater-A/C system uses only elec- NEL.
trical controls. These controls provide the vehicle • AVOID BREATHING THE REFRIGERANT AND
operator with a number of setting options to help REFRIGERANT OIL VAPOR OR MIST. EXPOSURE
control the climate and comfort within the vehicle. MAY IRRITATE THE EYES, NOSE, AND/OR THROAT.
Refer to the owner’s manual for more information on WEAR EYE PROTECTION WHEN SERVICING THE
the suggested operation and use of these controls. AIR CONDITIONING REFRIGERANT SYSTEM. SERI-
Both heater-A/C control panels are located inboard OUS EYE INJURY CAN RESULT FROM DIRECT
of the instrument cluster on the instrument panel CONTACT WITH THE REFRIGERANT. IF EYE CON-
(Fig. 2). Both control panels have a temperature con- TACT OCCURS, SEEK MEDICAL ATTENTION IMME-
trol knob, a mode control knob, a blower motor DIATELY.
switch knob, and an air conditioning compressor • DO NOT EXPOSE THE REFRIGERANT TO
pushbutton switch. The ATC control panel includes a OPEN FLAME. POISONOUS GAS IS CREATED
Recirc pushbutton switch and a vacuum fluorescent WHEN REFRIGERANT IS BURNED. AN ELEC-
display area. TRONIC LEAK DETECTOR IS RECOMMENDED.
• IF ACCIDENTAL SYSTEM DISCHARGE
OCCURS, VENTILATE THE WORK AREA BEFORE
RESUMING SERVICE. LARGE AMOUNTS OF
REFRIGERANT RELEASED IN A CLOSED WORK
AREA WILL DISPLACE THE OXYGEN AND CAUSE
SUFFOCATION.
• THE EVAPORATION RATE OF R-134a REFRIG-
ERANT AT AVERAGE TEMPERATURE AND ALTI-
TUDE IS EXTREMELY HIGH. AS A RESULT,
ANYTHING THAT COMES IN CONTACT WITH THE
REFRIGERANT WILL FREEZE. ALWAYS PROTECT
THE SKIN OR DELICATE OBJECTS FROM DIRECT
CONTACT WITH THE REFRIGERANT.
• THE R-134a SERVICE EQUIPMENT OR THE
VEHICLE REFRIGERANT SYSTEM SHOULD NOT BE
PRESSURE TESTED OR LEAK TESTED WITH COM-
PRESSED AIR. SOME MIXTURES OF AIR AND
R-134a HAVE BEEN SHOWN TO BE COMBUSTIBLE
AT ELEVATED PRESSURES. THESE MIXTURES ARE
POTENTIALLY DANGEROUS, AND MAY RESULT IN
FIRE OR EXPLOSION CAUSING INJURY OR PROP-
ERTY DAMAGE.
Fig. 2 Heater-Air Conditioner Control Panels
The ATC control panel also includes the ATC con-
troller. The ATC controller contains a microprocessor
and uses internal programming along with hard-
CAUTION: • Refrigerant oil will absorb moisture from the
• Liquid refrigerant is corrosive to metal sur- atmosphere if left uncapped. Do not open a con-
faces. Follow the operating instructions supplied tainer of refrigerant oil until you are ready to use it.
with the service equipment being used. Replace the cap on the oil container immediately
• Never add R-12 to a refrigerant system after using. Store refrigerant oil only in a clean, air-
designed to use R-134a. Damage to the system will tight, and moisture-free container.
result. • Keep service tools and the work area clean.
• R-12 refrigerant oil must not be mixed with Contamination of the refrigerant system through
R-134a refrigerant oil. They are not compatible. careless work habits must be avoided.
• Do not use R-12 equipment or parts on the
R-134a system. Damage to the system will result.
• Do not overcharge the refrigerant system. This COOLING SYSTEM REQUIREMENTS
will cause excessive compressor head pressure To maintain the performance level of the heating-
and can cause noise and system failure. air conditioning system, the engine cooling system
• Recover the refrigerant before opening any fit- must be properly maintained. The use of a bug
ting or connection. Open the fittings with caution, screen is not recommended. Any obstructions in front
even after the system has been discharged. Never of the radiator or condenser will reduce the perfor-
open or loosen a connection before recovering the mance of the air conditioning and engine cooling sys-
refrigerant. tems.
• Do not remove the secondary retention clip The engine cooling system includes the heater core
from any spring-lock coupler connection while the and the heater hoses. Refer to Group 7 - Cooling Sys-
refrigerant system is under pressure. Recover the tem for more information before the opening of, or
refrigerant before removing the secondary retention attempting any service to the engine cooling system.
clip. Open the fittings with caution, even after the
REFRIGERANT HOSES/LINES/TUBES
system has been discharged. Never open or loosen
PRECAUTIONS
a connection before recovering the refrigerant.
Kinks or sharp bends in the refrigerant plumbing
• The refrigerant system must always be evacu-
will reduce the capacity of the entire system. High
ated before charging.
pressures are produced in the system when it is oper-
• Do not open the refrigerant system or uncap a
ating. Extreme care must be exercised to make sure
replacement component until you are ready to ser-
that all refrigerant system connections are pressure
vice the system. This will prevent contamination in
tight.
the system.
A good rule for the flexible hose refrigerant lines is
• Before disconnecting a component, clean the
to keep the radius of all bends at least ten times the
outside of the fittings thoroughly to prevent con-
diameter of the hose. Sharp bends will reduce the
tamination from entering the refrigerant system.
flow of refrigerant. The flexible hose lines should be
• Immediately after disconnecting a component
routed so they are at least 80 millimeters (3 inches)
from the refrigerant system, seal the open fittings
from the exhaust manifold. It is a good practice to
with a cap or plug.
inspect all flexible refrigerant system hose lines at
• Before connecting an open refrigerant fitting,
least once a year to make sure they are in good con-
always install a new seal or gasket. Coat the fitting
dition and properly routed.
and seal with clean refrigerant oil before connect-
There are two types of refrigerant fittings:
ing.
• All fittings with O-rings need to be coated with
• Do not remove the sealing caps from a replace-
refrigerant oil before installation. Use only O-rings
ment component until it is to be installed.
that are the correct size and approved for use with
• When installing a refrigerant line, avoid sharp
R-134a refrigerant. Failure to do so may result in a
bends that may restrict refrigerant flow. Position the
leak.
refrigerant lines away from exhaust system compo-
• Unified plumbing connections with gaskets can-
nents or any sharp edges, which may damage the
not be serviced with O-rings. The gaskets are not
line.
reusable and new gaskets do not require lubrication
• Tighten refrigerant fittings only to the specified
before installing.
torque. The aluminum fittings used in the refriger-
Using the proper tools when making a refrigerant
ant system will not tolerate overtightening.
plumbing connection is very important. Improper
• When disconnecting a refrigerant fitting, use a
tools or improper use of the tools can damage the
wrench on both halves of the fitting. This will pre-
refrigerant fittings. Always use two wrenches when
vent twisting of the refrigerant lines or tubes.
loosening or tightening tube fittings. Use one wrench
to hold one side of the connection stationary, while
loosening or tightening the other side of the connec- COMPRESSOR CLUTCH
tion with a second wrench. The compressor clutch is controlled by several com-
The refrigerant must be recovered completely from ponents: the A/C compressor switch on the heater-
the system before opening any fitting or connection. A/C control panel, the ATC controller, the low
Open the fittings with caution, even after the refrig- pressure cycling clutch switch, the high pressure cut-
erant has been recovered. If any pressure is noticed off switch, the compressor clutch relay, and the Pow-
as a fitting is loosened, tighten the fitting and ertrain Control Module (PCM). The PCM may delay
recover the refrigerant from the system again. compressor clutch engagement for up to thirty sec-
Do not discharge refrigerant into the atmosphere. onds. Refer to Group 14 - Fuel System for more infor-
Use an R-134a refrigerant recovery/recycling device mation on the PCM controls.
that meets SAE Standard J2210.
The refrigerant system will remain chemically sta- GASOLINE ENGINE
ble as long as pure, moisture-free R-134a refrigerant The compressor clutch assembly consists of a sta-
and refrigerant oil is used. Dirt, moisture, or air can tionary electromagnetic coil, a hub bearing and pul-
upset this chemical stability. Operational troubles or ley assembly, and a clutch plate (Fig. 3). The
serious damage can occur if foreign material is electromagnetic coil and pulley are retained on the
present in the refrigerant system. compressor with snap rings. The clutch plate is
When it is necessary to open the refrigerant sys- mounted on the compressor shaft and secured with a
tem, have everything needed to service the system bolt.
ready. The refrigerant system should not be left open
to the atmosphere any longer than necessary. Cap or
plug all lines and fittings as soon as they are opened
to prevent the entrance of dirt and moisture. All lines
and components in parts stock should be capped or
sealed until they are to be installed.
All tools, including the refrigerant recycling equip-
ment, the manifold gauge set, and test hoses should
be kept clean and dry. All tools and equipment must
be designed for R-134a refrigerant.

COMPRESSOR
The air conditioning system uses a Nippon Denso Fig. 3 Compressor Clutch - Gasoline Engine
10PA17 ten cylinder, double-acting swash plate-type
compressor on all models. This compressor has a These components provide the means to engage
fixed displacement of 170 cubic centimeters (10.374 and disengage the compressor from the engine ser-
cubic inches), and has both the suction and discharge pentine accessory drive belt. When the clutch coil is
ports located on the cylinder head. A label identifying energized, it magnetically draws the clutch into con-
the use of R-134a refrigerant is located on the com- tact with the pulley and drives the compressor shaft.
pressor. When the coil is not energized, the pulley freewheels
The compressor is driven by the engine through an on the clutch hub bearing, which is part of the pulley.
electric clutch, drive pulley and belt arrangement. The compressor clutch and coil are the only serviced
The compressor is lubricated by refrigerant oil that is parts on the compressor.
circulated throughout the refrigerant system with the
DIESEL ENGINE
refrigerant.
The compressor clutch assembly consists of a sta-
The compressor draws in low-pressure refrigerant
tionery electromagnetic coil, a hub bearing and rotor
vapor from the evaporator through its suction port. It
assembly, and a clutch plate (Fig. 4). The electromag-
then compresses the refrigerant into a high-pressure,
netic coil and rotor are retained on the compressor
high-temperature refrigerant vapor, which is then
with snap rings. The clutch plate is mounted on the
pumped to the condenser through the compressor dis-
compressor shaft and secured with a bolt.
charge port.
The compressor is mounted on the left side of the
The compressor cannot be repaired. If faulty or
engine block behind the power steering pump. The
damaged, the entire compressor assembly must be
compressor is driven by a splined shaft off the rear of
replaced. The compressor clutch, pulley and clutch
the power steering pump. The splined shaft has a
coil are available for service.
the compressor with an engine stethoscope or a long
screwdriver with the handle held to your ear to bet-
ter localize the source of the noise.
(2) Loosen all of the compressor mounting hard-
ware and retighten. Tighten the compressor clutch
mounting nut. Be certain that the clutch coil is
mounted securely to the compressor, and that the
clutch plate and pulley are properly aligned and have
the correct air gap. See Compressor and Compressor
Clutch in the Removal and Installation section of this
group for the procedures.
(3) To duplicate a high-ambient temperature condi-
tion (high head pressure), restrict the air flow
through the condenser. Install a manifold gauge set
to be certain that the discharge pressure does not
exceed 2760 kPa (400 psi).
Fig. 4 Compressor Clutch - Diesel Engine (4) Check the refrigerant system plumbing for
incorrect routing, rubbing or interference, which can
drive flange mounted to it which attaches to a drive cause unusual noises. Also check the refrigerant lines
spool. The spool links the compressor clutch plate to for kinks or sharp bends that will restrict refrigerant
the steering pump drive flange. When the clutch coil flow, which can cause noises. See Suction and Dis-
is energized, it magnetically draws the clutch plate charge Line in the Removal and Installation section
into contact with the rotor and drives the compressor of this group for more information.
shaft. When the coil is not energized, the rotor free- (5) If the noise is from opening and closing of the
wheels on the clutch hub bearing, which is part of high pressure relief valve, evacuate and recharge the
the rotor. The compressor clutch and coil are the only refrigerant system. See Refrigerant System Evacuate
serviced parts on the compressor. and Refrigerant System Charge in the Service Proce-
dures section of this group. If the high pressure relief
DIAGNOSIS AND TESTING valve still does not seat properly, replace the com-
pressor.
COMPRESSOR (6) If the noise is from liquid slugging on the suc-
tion line, replace the accumulator. See Accumulator
When investigating an air conditioning related
in the Removal and Installation section of this group
noise, you must first know the conditions under
for the procedures. Check the refrigerant oil level
which the noise occurs. These conditions include:
and the refrigerant system charge. See Refrigerant
weather, vehicle speed, transmission in gear or neu-
Oil Level and Refrigerant System Charge in the Ser-
tral, engine speed, engine temperature, and any
vice Procedures section of this group. If the liquid
other special conditions. Noises that develop during
slugging condition continues following accumulator
air conditioning operation can often be misleading.
replacement, replace the compressor.
For example: What sounds like a failed front bearing
(7) If the noise continues, replace the compressor
or connecting rod, may be caused by loose bolts, nuts,
and repeat Step 1.
mounting brackets, or a loose compressor clutch
assembly.
Drive belts are speed sensitive. At different engine
COMPRESSOR CLUTCH COIL
speeds and depending upon belt tension, belts can
8W-42 - Air Conditioning/Heater in Group 8W - Wir-
develop noises that are mistaken for a compressor
ing Diagrams. The battery must be fully-charged
noise. Improper belt tension can cause a misleading
before performing the following tests. Refer to Group
noise when the compressor clutch is engaged, which
8A - Battery for more information.
may not occur when the compressor clutch is disen-
(1) Connect an ammeter (0 to 10 ampere scale) in
gaged. Check the serpentine drive belt condition and
series with the clutch coil terminal. Use a voltmeter
tension as described in Group 7 - Cooling System
(0 to 20 volt scale) with clip-type leads for measuring
before beginning this procedure.
the voltage across the battery and the compressor
(1) Select a quiet area for testing. Duplicate the
clutch coil.
complaint conditions as much as possible. Switch the
(2) With the heater-A/C mode control switch in any
compressor on and off several times to clearly iden-
A/C mode, the heater-A/C control A/C switch in the
tify the compressor noise. Listen to the compressor
On position, and the blower motor switch in the low-
while the clutch is engaged and disengaged. Probe
est speed position, start the engine and run it at nor-
mal idle.
(3) The compressor clutch coil voltage should read
within two volts of the battery voltage. If there is
voltage at the clutch coil, but the reading is not
within two volts of the battery voltage, test the
clutch coil feed circuit for excessive voltage drop and
repair as required. If there is no voltage reading at
the clutch coil, use a DRB scan tool and the proper
Diagnostic Procedures manual for testing of the com-
pressor clutch circuit. The following components
must be checked and repaired as required before you
can complete testing of the clutch coil:
• Fuses in the junction block and the Power Dis-
tribution Center (PDC)
• Heater-A/C mode control switch
• Compressor clutch relay
• High pressure cut-off switch
• Low pressure cycling clutch switch
• Powertrain Control Module (PCM).
(4) The compressor clutch coil is acceptable if the
current draw measured at the clutch coil is 2.0 to 3.9
amperes with the electrical system voltage at 11.5 to Fig. 5 Refrigerant Line Spring-Lock Coupler
12.5 volts. This should only be checked with the work Disconnect
area temperature at 21° C (70° F). If system voltage (5) Push the A/C line disconnect tool into the open
is more than 12.5 volts, add electrical loads by turn- side of the coupler cage to expand the garter spring.
ing on electrical accessories until the system voltage Once the garter spring is expanded and while still
drops below 12.5 volts. pushing the disconnect tool into the open side of the
(a) If the clutch coil current reading is four coupler cage, pull on the refrigerant line attached to
amperes or more, the coil is shorted and should be the female half of the coupler fitting until the flange
replaced. on the female fitting is separated from the garter
(b) If the clutch coil current reading is zero, the spring and cage on the male fitting within the dis-
coil is open and should be replaced. connect tool.
NOTE: The garter spring may not release if the A/C

REMOVAL AND INSTALLATION line disconnect tool is cocked while pushing it into
the coupler cage opening.
REFRIGERANT LINE COUPLER
(6) Open and remove the A/C line disconnect tool
WARNING: REVIEW THE WARNINGS AND CAU- from the disconnected spring-lock coupler.
TIONS IN THE GENERAL INFORMATION SECTION (7) Complete the separation of the two halves of
NEAR THE FRONT OF THIS GROUP BEFORE PER- the coupler fitting.
FORMING THE FOLLOWING OPERATION.
INSTALLATION
(1) Check to ensure that the garter spring is
REMOVAL
located within the cage of the male coupler fitting,
and that the garter spring is not damaged.
system. See Refrigerant Recovery in the Service Pro-
(a) If the garter spring is missing, install a new
cedures section of this group.
spring by pushing it into the coupler cage opening.
(2) Remove the secondary clip from the spring-lock
(b) If the garter spring is damaged, remove it
coupler.
from the coupler cage with a small wire hook (DO
(3) Fit the proper size A/C line disconnect tool
NOT use a screwdriver) and install a new garter
(Special Tool Kit 7193) over the spring-lock coupler
spring.
cage (Fig. 5).
(2) Clean any dirt or foreign material from both
(4) Close the two halves of the A/C line disconnect
halves of the coupler fitting.
tool around the spring-lock coupler.
(3) Install new O-rings on the male half of the cou-
pler fitting.
CAUTION: Use only the specified O-rings as they INSTALLATION
are made of a special material for the R-134a sys-
tem. The use of any other O-rings may allow the NOTE: If a replacement compressor is being
connection to leak intermittently during vehicle installed, be certain to check the oil level. See
operation. Refrigerant Oil Level in this group.
(4) Lubricate the male fitting and O-rings, and the (1) If the compressor mounting bracket was
inside of the female fitting with clean R-134a refrig- removed, install the bracket to the engine. Tighten
erant oil. Use only refrigerant oil of the type recom- the mounting bolts to 27 N·m (20 ft. lbs.).
mended for the compressor in the vehicle. (2) Install the compressor on the mounting
(5) Fit the female half of the coupler fitting over bracket. Tighten the bolts to 27 N·m (20 ft. lbs.).
the male half of the fitting. (3) Remove the tape or plugs from all of the refrig-
(6) Push together firmly on the two halves of the erant fittings, and install the refrigerant lines on the
coupler fitting until the garter spring in the cage on compressor.
the male half of the fitting snaps over the flanged (4) Install the serpentine drive belt. Refer to
end on the female half of the fitting. Group 7 - Cooling System for the procedures.
(7) Ensure that the spring-lock coupler is fully (5) Plug in the compressor clutch coil wire harness
engaged by trying to separate the two coupler halves. connector.
This is done by pulling the refrigerant lines on either (6) Connect the battery negative cable.
side of the coupler away from each other. (7) Evacuate and charge the refrigerant system as
(8) Reinstall the secondary clip over the spring- described in this group.
lock coupler cage.
DIESEL ENGINE
COMPRESSOR The compressor and clutch may only be removed as
a unit on models equipped with a diesel engine.
GASOLINE ENGINE
The compressor may be removed and repositioned WARNING: REVIEW THE WARNINGS AND CAU-
without disconnecting the refrigerant lines or dis- TIONS IN THE FRONT OF THIS GROUP BEFORE
charging the refrigerant system on models equipped PERFORMING THE FOLLOWING OPERATION.
with a gasoline engine. Discharging is not necessary
if servicing the compressor clutch or clutch coil, the
REMOVAL
engine, the cylinder head, or the generator.
WARNING: REVIEW THE WARNINGS AND CAU- cable.
TIONS IN THE FRONT OF THIS GROUP BEFORE (2) Recover the refrigerant from the refrigerant
PERFORMING THE FOLLOWING OPERATION. system as described in this group.
(3) Unplug the compressor clutch coil wire harness
connector.
REMOVAL (4) Remove the refrigerant line bracket from the
(1) Disconnect and isolate the battery negative engine valve cover.
cable. (5) Remove the refrigerant lines from the compres-
(2) Loosen and remove the serpentine drive belt. sor. Install plugs in, or tape over all of the open
Refer to Group 7 - Cooling System for the procedures. refrigerant fittings.
(3) Unplug the compressor clutch coil wire harness (6) Raise and support the vehicle.
connector. (7) Remove the bolts that secure the compressor
(4) Recover the refrigerant from the refrigerant clutch drive spool to the power steering pump drive
system as described in this group. flange.
(5) Remove the refrigerant lines from the compres- (8) Remove the four compressor mounting bolts
sor. Install plugs in, or tape over all of the open and spacers, and remove the compressor and clutch
refrigerant fittings. unit from the engine block.
(6) Remove the bolts that secure the compressor to (9) Remove the compressor clutch and drive spool
the mounting bracket, and lift the compressor from from the compressor as described in this group.
the mounting bracket.
INSTALLATION
NOTE: If a replacement compressor is being

installed, be certain to check the oil level. See
Refrigerant Oil Level in this group.
(1) Install the compressor clutch and drive spool

on the compressor as described in this group.
(2) Install the compressor on the engine block
using the four mounting bolts and spacers. Tighten
the bolts to 24 N·m (18 ft. lbs.).
(3) Install the bolts that secure the compressor
clutch drive spool to the power steering pump drive
flange. Tighten the bolts to 16 N·m (12 ft. lbs.).
(5) Remove the tape or plugs from all of the refrig-
erant fittings, and install the refrigerant lines on the Fig. 6 Compressor Shaft Bolt
compressor.
(6) Install the refrigerant line bracket on the
engine valve cover. Tighten the bolt to 5.6 N·m (50
in. lbs.).
(7) Plug in the compressor clutch coil wire harness
connector.
(9) Evacuate and charge the refrigerant system as
described in this group.
COMPRESSOR CLUTCH
GASOLINE ENGINE
The refrigerant system can remain fully-charged
during compressor clutch, pulley, or coil replacement
on gasoline engine models. The compressor clutch
can be serviced in the vehicle.
Fig. 7 Clutch Plate and Shim
REMOVAL
(6) Remove the snap ring from the compressor hub
and remove the clutch field coil (Fig. 9). Slide the
cable.
clutch field coil off of the compressor hub.
(2) Remove the compressor shaft bolt (Fig. 6). A
band-type oil filter wrench may be used to aid in INSPECTION
securing the clutch during bolt removal. Examine the friction surfaces of the clutch pulley
(3) Tap the clutch plate with a plastic mallet to and the front plate for wear. The pulley and front
release it from the splines on the compressor shaft. plate should be replaced if there is excessive wear or
Remove clutch plate and shim(s) from the compressor scoring.
shaft (Fig. 7). If the friction surfaces are oily, inspect the shaft
and nose area of the compressor for oil. Remove the
CAUTION: Do not pry between the clutch plate
felt from the front cover. If the felt is saturated with
assembly and the pulley to remove the front plate.
oil, the shaft seal is leaking and the compressor must
This may damage the front plate assembly.
be replaced.
(4) Remove the pulley retaining snap ring with Check the clutch pulley bearing for roughness or
snap ring pliers (Special Tool C-4574) and slide the excessive leakage of grease. Replace the bearing, if
pulley assembly off of the compressor (Fig. 8). required.
(5) Unplug the clutch coil wire harness connector.
Remove the screw and retainer from the clutch coil
wire harness on the compressor front housing.
(3) Install the clutch field coil and snap ring with
snap ring pliers (Special Tool C-4574). The bevel side
of the snap ring must be facing outward. Also, both
eyelets of the snap ring must be to the right or left of
the pin on the compressor. Press the snap ring to
make sure it is properly seated in the groove.
CAUTION: If the snap ring is not fully seated in the

groove it will vibrate out, resulting in a clutch fail-
ure and severe damage to the front housing of the
compressor.
(4) Install the pulley assembly onto the compres-

sor. If necessary, place a block of wood on the friction
surface and tap gently with a hammer (Fig. 10).
CAUTION: Do not mar the pulley friction surface.
Fig. 8 Pulley Snap Ring Remove/Install
Fig. 10 Pulley Assembly Install

(5) Install the pulley assembly retaining snap ring
(bevel side outward) with snap ring pliers (Special
Tool C-4574). Press the snap ring to make sure it is
properly seated in the groove.
(6) If the original front plate assembly and pulley
Fig. 9 Clutch Coil Snap Ring Remove/Install assembly are to be reused, the old shim(s) can be
used. If not, place a stack of shim(s) equal to the old
INSTALLATION shim(s) on the shaft against the shoulder.
(1) Align the dowel pin on the back of the clutch (7) Install the front plate assembly onto the shaft.
field coil with the hole in the compressor front hous- (8) With the front plate assembly tight against the
ing and press the field coil into place. shim(s), measure the air gap between the front plate
(2) Install the clutch coil wire harness retaining and the pulley face with feeler gauges. The air gap
clip on the compressor front housing and tighten the should be 0.35 to 0.65 mm (0.014 to 0.026 in.). If the
retaining screw. Plug in the clutch coil wire harness proper air gap is not obtained, add or subtract shims
connector. as needed until the desired air gap is obtained.
(9) Install the compressor shaft bolt. Tighten the stationary and remove the bolt that secures the
bolt to 13 N·m (115 in. lbs.). clutch plate to the compressor shaft.
(5) Remove the clutch plate (Fig. 12).
NOTE: The shims may compress after tightening
the shaft bolt. Check the air gap in four or more
places to verify the air gap is still correct. Spin the
pulley before performing a final check of the air
gap.
CLUTCH BREAK-IN
After a new compressor clutch has been installed,
times (five seconds on, then five seconds off). During
this procedure, set the heater-A/C control to the A/C
(Recirc) mode, the blower motor switch in the highest
speed position, and the engine speed at 1500 to 2000
rpm. This procedure (burnishing) will seat the oppos-
ing friction surfaces and provide a higher compressor
clutch torque capability. Fig. 12 Clutch Plate Remove/Install
(6) Remove the external snap ring from the front
DIESEL ENGINE compressor housing hub with snap ring pliers and
The refrigerant must be recovered from the refrig- remove the clutch rotor and bearing assembly (Fig.
erant system during compressor clutch, drive, or coil 13).
replacement on diesel engine models. The compressor
clutch cannot be serviced in the vehicle.
REMOVAL
(1) Remove the compressor and clutch from the
vehicle as described in this group.
(2) Mount the compressor in a vise and remove the
bolts that secure the drive spool to the drive plate.
(3) Remove the compressor drive plate with a
spanner wrench (Special Tool 3281). Turn the drive
plate counterclockwise to remove (Fig. 11).
Fig. 13 External Snap Ring Remove/Install

(7) Remove the screw and retainer from the clutch
coil wire harness on the compressor front housing.
(8) Remove the snap ring from the compressor hub
and remove the clutch field coil (Fig. 14). Slide the
clutch field coil off of the compressor hub.
INSPECTION
Examine the friction surfaces of the clutch drive
plate and the clutch plate for wear. The drive plate
and clutch plate should be replaced if there is exces-
Fig. 11 Drive Plate Remove sive wear or scoring.
(4) Insert the two pins of the spanner wrench into If the friction surfaces are oily, inspect the shaft
two holes of the clutch plate. Hold the clutch plate and nose area of the compressor for oil. Remove the
felt from the front cover. If the felt is saturated with
viously did not have a clutch, use 0.040, 0.020, and
0.005 in. shims from the clutch accessory sack.
(5) Check the air gap with a feeler gauge (Fig. 15).
If the air gap does not meet the specification add or
subtract shims as required. The specification is 0.41
to 0.79 mm (0.016 to 0.031 inch). If the air gap is not
consistent around the circumference, lightly pry up
at the points of minimum variation. Lightly tap down
at the points of maximum variation.
Fig. 14 Clutch Coil Snap Ring Remove/Install

oil, the shaft seal is leaking and the compressor must
be replaced.
Check the clutch drive plate bearing for roughness
or excessive leakage of grease. Replace the bearing, if
required.
INSTALLATION
(1) Align the dowel pin on the back of the clutch
field coil with the hole in the compressor front hous-
ing and press the field coil into place.
(2) Install the clutch coil wire lead retaining clip
on the compressor front housing and tighten the
retaining screw. Fig. 15 Check Air Gap
(3) Install the clutch field coil and snap ring with (6) Install the drive plate onto the clutch and
snap ring pliers. The bevel side of the snap ring must tighten to 98 N·m (72 ft. lbs.).
be facing outward. Press the snap ring to make sure (7) Install the drive spool onto the drive plate.
it is properly seated in the groove. Tighten the drive spool bolts to 16 N·m (12 ft. lbs.).
CAUTION: If the snap ring is not fully seated in the complete the installation.
groove it will vibrate out, resulting in a clutch fail-
ure and severe damage to the front housing of the CLUTCH BREAK-IN
compressor. After a new compressor clutch has been installed,
(4) Check that the original clutch spacer shims are
times (five seconds on, then five seconds off). During
in place on the compressor shaft and install the
this procedure, set the heater-A/C control to the A/C
clutch plate. Replace the shaft bolt and tighten to
(Recirc) mode, the blower motor switch in the highest
14.4 N·m (10.5 ft. lbs.).
speed position, and the engine speed at 1500 to 2000
NOTE: The clutch air gap is determined by the rpm. This procedure (burnishing) will seat the oppos-
spacer shims. When installing the original or a new ing friction surfaces and provide a higher compressor
clutch assembly, try the original shims first. When clutch torque capability.
installing a new clutch onto a compressor that pre-
ZJ EMISSION CONTROL SYSTEMS 25 - 1
EMISSION CONTROL SYSTEMS

CONTENTS
page page
EVAPORATIVE EMISSION CONTROLS . . . . . . . . 12 ON-BOARD DIAGNOSTICS . . . . . . . . . . . . . . . . . . 1
ON-BOARD DIAGNOSTICS
INDEX
page page
GENERAL INFORMATION LOAD VALUE . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . 1 MALFUNCTION INDICATOR LAMP (MIL) . . . . . . . 2
DESCRIPTION AND OPERATION MONITORED SYSTEMS . . . . . . . . . . . . . . . . . . . . 7
CIRCUIT ACTUATION TEST MODE . . . . . . . . . . . 2 NON-MONITORED CIRCUITS . . . . . . . . . . . . . . 10
COMPONENT MONITORS . . . . . . . . . . . . . . . . . 10 STATE DISPLAY TEST MODE . . . . . . . . . . . . . . . 2
DIAGNOSTIC TROUBLE CODES . . . . . . . . . . . . . 2 TRIP DEFINITION . . . . . . . . . . . . . . . . . . . . . . . . 10
HIGH AND LOW LIMITS . . . . . . . . . . . . . . . . . . . 11
GENERAL INFORMATION The PCM might not store a DTC for a monitored
circuit even though a malfunction has occurred. This
SYSTEM DESCRIPTION may happen because one of the DTC criteria for the
The Powertrain Control Module (PCM) monitors circuit has not been met. For example, assume the
many different circuits in the fuel injection, ignition, diagnostic trouble code criteria requires the PCM to
emission and engine systems. If the PCM senses a monitor the circuit only when the engine operates
problem with a monitored circuit often enough to between 750 and 2000 RPM. Suppose the sensor’s
indicate an actual problem, it stores a Diagnostic output circuit shorts to ground when engine operates
Trouble Code (DTC) in the PCM’s memory. If the above 2400 RPM (resulting in 0 volt input to the
code applies to a non-emissions related component or PCM). Because the condition happens at an engine
system, and the problem is repaired or ceases to speed above the maximum threshold (2000 rpm), the
exist, the PCM cancels the code after 40 warm-up PCM will not store a DTC.
cycles. Diagnostic trouble codes that affect vehicle There are several operating conditions for which
emissions illuminate the Malfunction Indicator the PCM monitors and sets DTC’s. Refer to Moni-
(check engine) Lamp. Refer to Malfunction Indicator tored Systems, Components, and Non-Monitored Cir-
Lamp in this section. cuits in this section.
Certain criteria must be met before the PCM Technicians must retrieve stored DTC’s by connect-
stores a DTC in memory. The criteria may be a spe- ing the DRB scan tool (or an equivalent scan tool) to
cific range of engine RPM, engine temperature, the 16–way data link connector (Fig. 1). Refer to
and/or input voltage to the PCM. Diagnostic Trouble Codes in this section.
25 - 2 EMISSION CONTROL SYSTEMS ZJ
NOTE: Various diagnostic procedures may actually engine is operating within 6 375 RPM of and within
cause a diagnostic monitor to set a DTC. For 10 % of the load of the operating condition at which
instance, pulling a spark plug wire to perform a the malfunction was first detected.
spark test may set the misfire code. When a repair
is completed and verified, connect the DRB scan STATE DISPLAY TEST MODE
tool to the 16–way data link connector to erase all The switch inputs to the Powertrain Control Module
DTC’s and extinguish the MIL (check engine lamp). (PCM) have two recognized states; HIGH and LOW. For
this reason, the PCM cannot recognize the difference
between a selected switch position versus an open cir-
cuit, a short circuit, or a defective switch. If the State
Display screen shows the change from HIGH to LOW or
LOW to HIGH, assume the entire switch circuit to the
PCM functions properly. Connect the DRB scan tool to
the data link connector and access the state display
screen. Then access either State Display Inputs and
Outputs or State Display Sensors.
CIRCUIT ACTUATION TEST MODE

The Circuit Actuation Test Mode checks for proper
operation of output circuits or devices the Powertrain
Control Module (PCM) may not internally recognize.
The PCM attempts to activate these outputs and
allow an observer to verify proper operation. Most of
the tests provide an audible or visual indication of
device operation (click of relay contacts, fuel spray,
etc.). Except for intermittent conditions, if a device
Fig. 1 Data Link (Diagnostic) Connector Location functions properly during testing, assume the device,
its associated wiring, and driver circuit work cor-
DESCRIPTION AND OPERATION rectly. Connect the DRB scan tool to the data link
connector and access the Actuators screen.
MALFUNCTION INDICATOR LAMP (MIL)
As a functional test, the MIL (check engine) illumi- DIAGNOSTIC TROUBLE CODES
nates at key-on before engine cranking. Whenever A Diagnostic Trouble Code (DTC) indicates the PCM
the Powertrain Control Module (PCM) sets a Diag- has recognized an abnormal condition in the system.
nostic Trouble Code (DTC) that affects vehicle emis- Diagnostic trouble codes are the results of a
sions, it illuminates the MIL. If a problem is system or circuit failure, but do not directly
detected, the PCM sends a message to the instru- identify the failed component or components.
ment cluster to illuminate the lamp. The PCM illu- Technicians must retrieve stored DTC’s by connect-
minates the MIL only for DTC’s that affect vehicle ing the DRB scan tool (or an equivalent scan tool) to
emissions. There are some monitors that may take the 16–way data link connector (Fig. 1).
two consecutive trips, with a detected fault, before
the MIL is illuminated. The MIL stays on continu- NOTE: For a list of DTC’s, refer to the charts in this
ously when the PCM has entered a Limp-In mode or section.
identified a failed emission component. Refer to the
Diagnostic Trouble Code charts in this group for
emission related codes.
OBTAINING DIAGNOSTIC TROUBLE CODES
Also, the MIL either flashes or illuminates contin- WARNING: APPLY PARKING BRAKE AND/OR
uously when the PCM detects active engine misfire. BLOCK WHEELS BEFORE PERFORMING ANY TEST
Refer to Misfire Monitoring in this section. ON AN OPERATING ENGINE.
Additionally, the PCM may reset (turn off) the MIL
when one of the following occur: (1) Connect the DRB scan tool to data link (diag-
• PCM does not detect the malfunction for 3 consec- nostic) connector.
utive trips (except misfire and Fuel system Monitors). (2) Turn the ignition switch on, access Read Fault
• PCM does not detect a malfunction while per- Screen. Record all the DTC’s shown on the DRB scan tool.
forming three successive engine misfire or fuel sys- (3) To erase DTC’s, use the Erase Trouble Code
tem tests. The PCM performs these tests while the data screen on the DRB scan tool.
DIAGNOSTIC TROUBLE CODE DESCRIPTIONS
* Check Engine Lamp (MIL) will illuminate during engine operation if this Diagnostic Trouble Code was recorded.
Generic
Hex Scan
DRB Scan Tool Display Description of Diagnostic Trouble Code
Code Tool
Code
00 DTC Error
*01 P0340 No Cam Signal at PCM No camshaft signal detected during engine
cranking.
*02 P0601 Internal Controller Failure PCM Internal fault condition detected.
05 P0162 Charging System Voltage Too Low Battery voltage sense input below target
charging during engine operation. Also, no
significant change detected in battery voltage
during active test of generator output circuit.
06 P1594 Charging System Voltage Too High Battery voltage sense input above target
charging voltage during engine operation.
0A P1388 Auto Shutdown Relay Control Circuit An open or shorted condition detected in the
auto shutdown relay circuit.
0B P0622 Generator Field Not Switching Properly An open or shorted condition detected in the
generator field control circuit.
*0C P0743 Torque Converter Clutch Soleniod/Trans An open or shorted condition detected in the
Relay Circuits torque converter part throttle unlock solenoid
control circuit (3 speed auto RH trans. only).
0F P1595 Speed Control Solenoid Circuits An open or shorted condition detected in the
Speed Control vacuum or vent solenoid circuits.
10 P0645 A/C Clutch Relay Circuit An open or shorted condition detected in the
A/C clutch relay circuit.
*12 P0443 EVAP Purge Solenoid Circuit An open or shorted condition detected in the
duty cycle purge solenoid circuit.
*13 P0203 Injector #3 Control Circuit Injector #3 output driver does not respond
properly to the control signal.
or
or
*19 P0505 Idle Air Control Motor Circuits A shorted or open condition detected in one or
more of the idle air control motor circuits.
*1A P0122 Throttle Position Sensor Voltage Low Throttle position sensor input below the
minimum acceptable voltage
or
*1B P0123 Throttle Position Sensor Voltage High Throttle position sensor input above the
maximum acceptable voltage.
Generic
Hex Scan
Code Tool
Code
*1E P0117 ECT Sensor Voltage Too Low Engine coolant temperature sensor input below
minimum acceptable voltage.
or
*1F P0118 ECT Sensor Voltage Too High Engine coolant temperature sensor input above
21 P1281 Engine Is Cold Too Long Engine did not reach operating temperature
within acceptable limits.
*23 P0500 No Vehicle Speed Sensor Signal No vehicle speed sensor signal detected during
road load conditions.
*24 P0107 MAP Sensor Voltage Too Low MAP sensor input below minimum acceptable
voltage.
or
*25 P0108 MAP Sensor Voltage Too High MAP sensor input above maximum acceptable
voltage.
*27 P1297 No Change in MAP From Start to Run No difference recognized between the engine
MAP reading and the barometric (atmospheric)
pressure reading from start-up.
28 P0320 No Crank Reference Signal at PCM No crank reference signal detected during
engine cranking.
2B P0351 Ignition Coil #1 Primary Circuit Peak primary circuit current not achieved with
maximum dwell time.
*2C P1389 No ASD Relay Output Voltage at PCM An Open condition Detected In The ASD Relay
Output Circuit.
31 P1696 PCM Failure EEPROM Write Denied Unsuccessful attempt to write to an EEPROM
location by the PCM.
*32 P0753 Trans 3-4 Shift Sol/Trans Relay Circuits Current state of output port for the solenoid is
different from expected state.
*39 P0112 Intake Air Temp Sensor Voltage Low Intake air temperature sensor input below the
or
*3A P0113 Intake Air Temp Sensor Voltage High Intake air temperature sensor input above the
minimum acceptable voltage.
*3D P0204 Injector #4 Control Circuit Injector #4 output driver does not respond
*3E P0132 Left Upstream O2S Shorted to Voltage Oxygen sensor input voltage maintained above
the normal operating range.
44 PO600 PCM Failure SPI Communications PCM internal fault condition detected
or
Generic
Hex Scan
Code Tool
Code
4A P0712 Trans Temp Sensor Voltage Too Low Voltage less than 1.55 volts.
or
4B P0713 Trans Temp Sensor Voltage Too High Voltage greater than 3.76 volts.
*4F P0207 Injector #7 Control Circuit Injector #7 output driver does not respond
or
52 P1683 S/C Power Ckt Malfuntion detected with power feed to speed
control servo solenoids
56 P1596 Speed Control Switch Always High Speed control switch input above the maximum
acceptable voltage.
or
57 P1597 Speed Control Switch Always Low Speed control switch input below the minimum
acceptable voltage.
65 P1282 Fuel Pump Relay Control Circuit An open or shorted condition detected in the
fuel pump relay control circuit.
*66 P0133 or Left Upstream O2S Slow Response Oxygen sensor response slower than minimum
P0152 required switching frequency.
or
*67 P0135 Left Upstream O2S Heater Failure Upstream oxygen sensor heating element circuit
malfunction
*69 P0141 Downstream,Left Bank Downstream or Oxygen sensor heating element circuit
Pre-Catalyst Heater Failure malfunction.
*6A P0300 Multiple Cylinder Mis-fire Misfire detected in multiple cylinders.
or
*6B P0301 Cylinder #1 Mis-fire Misfire detected in cylinder #1.
or
*6C P0302 Cylinder #2 Mis-fire Misfire detected in cylinder #2.
or
*6D P0303 Cylinder #3 Mis-fire Misfire detected in cylinder #3.
or
*6E P0304 Cylinder #4 Mis-fire Misfire detected in cylinder #4.
*70 P0420 Left Bank Catalytic (or just) Catalytic Catalyst efficiency below required level.
Efficency Failure
*71 P0441 Evap Purge Flow Monitor Failure Insufficient or excessive vapor flow detected
during evaporative emission system operation.
*72 P1899 P/N Switch Stuck in Park or in Gear Incorrect input state detected for the Park/
Neutral switch, auto. trans. only.
*76 P0172 Left Bank or Fuel System Rich A rich air/fuel mixture has been indicated by an
abnormally lean correction factor.
*77 P0171 Right Rear (or just) Fuel System Lean A lean air/fuel mixture has been indicated by an
abnormally rich correction factor.
Generic
Hex Scan
Code Tool
Code
*7E P0138 Left Bank Downstream or Downstream Oxygen sensor input voltage maintained above
and Pre-Catalyst O2S Shorted to Voltage the normal operating range.
*80 P0125 Closed Loop Temp Not Reached Engine does not reach 20°F within 5 minutes
with a vehicle speed signal.
*84 P0121 TPS Voltage Does Not Agree With MAP TPS signal does not correlate to MAP sensor
*87 P1296 No 5 Volts To MAP Sensor 5 Volt output to MAP sensor open.
*8A P1294 Target Idle Not Reached Actual idle speed does not equal target idle
speed.
*8D P1756 Governor Pressure Not Equal to Target Governor sensor input not between 10 and 25
@ 15-20 PSI psi when requested.
or
*8E P1757 Governor Pressure Above 3 PSI In Gear Governor pressure greater than 3 psi when
With 0 MPH requested to be 0 psi.
*94 P0740 Torq Conv Clu, No RPM Drop At Lockup Relationship between engine speed and vehicle
speed indicates no torque converter clutch
engagement (auto. trans. only).
95 P0462 Fuel Level Sending Unit Volts Too Low Open circuit between PCM and fuel gauge
sending unit.
or
96 P0463 Fuel Level Sending Unit Volts Too High Circuit shorted to voltage between PCM and
fuel gauge sending unit.
or
97 P0460 Fuel Level Unit No Change Over Miles No movement of fuel level sender detected.
*99 P1493 Ambient/Batt Temp Sen VoltsToo Low Battery temperature sensor input voltage below
an acceptable range.
or
*9A P1492 Ambient/Batt Temp Sensor VoltsToo High Battery temperature sensor input voltage above
an acceptable range.
*9B P0131 Left Bank and Upstream O2S Shorted to O2 sensor voltage too low, tested after cold
Ground start.
or
*9C P0137 Downstream, Left Bank Downstream and O2 sensor voltage too low, tested after cold
Pre-Catalyst O2S Shorted to Ground start.
*9D P1391 Intermittent Loss of CMP or CKP Intermittent loss of either camshaft or crankshaft
position sensor
*A0 P0442 Evap Leak Monitor Small Leak Detected A small leak has been detected by the leak
detection monitor
or
*A1 P0455 Evap Leak Monitor Large Leak Detected The leak detection monitor is unable to
pressurize Evap system, indicating a large leak.
A4 P0711 Trans Temp Sensor, No Rise After Start Sump temp did not rise more than 16°F within
10 minutes when starting temp is below
40°F or sump temp is above 260°F with coolant
below 100°F.
Generic
Hex Scan
Code Tool
Code
*A5 P0783 3-4 Shift Sol, No RPM Drop @ 3-4 Shift The ratio of engine rpm/output shaft speed did
not change beyond on the minimum required.
*A6 P0720 Low Ouput Spd Sensor RPM Above 15 Output shaft speed is less than 60 rpm with
mph vehicle speed above 15 mph.
*A7 P1764 Governor Pessure Sensor Volts Too Low Voltage less than .10 volts.
or
*A8 P1763 Governor Pressure Sensor Volts Too HI Voltage greater than 4.89 volts.
or
*A9 P1762 Governor Press Sen Offset Volts Too Lo Sensor input greater or less than calibration for
or High 3 consecutive Neutral/Park occurances.
*AB P0748 Governor Pressure Sol Control/Trans Current state of solenoid output port is different
Relay Circuits than expected.
*AD P1765 Trans 12 Volt Supply Relay Ctrl Circuit Current state of solenoid output port is different
than expeted.
*AE P0305 Cylinder #5 Mis-fire Misfire detected in cylinder #5.
or
*AF P0306 Cylinder #6 Mis-fire Misfire detected in cylinder #6.
or
*B0 P0307 Cylinder #7 Mis-fire Misfire detected in cylinder #7.
or
*B1 P0308 Cylinder #8 Mis-fire Misfire detected in cylinder #8.
*B7 P1495 Leak Detection Pump Solenoid Circuit Leak detection pump solenoid circuit fault (open
or short)
or
*B8 P1494 Leak detection pump SW or mechanical Leak detection pump switch does not respond
fault to input.
*BA P1398 No Crank Sensr Learn CKP sensor target windows have too much
variation
*BB P1486 Evap leak monitor pinched hose Plug or pinch detected between purge solenoid
found and fuel tank
BC P0751 O/D Switch Pressed (LO) More Than 5 Overdrive Off switch input too low for more than
Min 5 minutes.
*CO P0133 or Cat mon slow O2 1/1 A slow switching oxygen sensor has been
P1195 detected in bank 1/1 during catalyst monitor
test.
*C2 P0129 or Cat mon slow O2 1/2 A slow switching oxygen sensor has been
P1197 detected in bank 1/2 during catalyst monitor
test.
MONITORED SYSTEMS fuel, engine, ignition and emission systems and thus
There are new electronic circuit monitors that the emissions performance of the vehicle.
check fuel, emission, engine and ignition perfor- The fuel, engine, ignition and emission systems
mance. These monitors use information from various monitors do not indicate a specific component prob-
sensor circuits to indicate the overall operation of the lem. They do indicate that there is an implied prob-
lem within one of the systems and that a specific sensor could have difficulty changing beyond the
problem must be diagnosed. threshold value.
If any of these monitors detect a problem affecting
vehicle emissions, the Malfunction Indicator (Check OXYGEN SENSOR HEATER MONITOR
Engine) Lamp will be illuminated. These monitors If there is an oxygen sensor (O2S) shorted to volt-
generate Diagnostic Trouble Codes that can be dis- age DTC, as well as a O2S heater DTC, the O2S
played with the check engine lamp or a scan tool. fault MUST be repaired first. Before checking the
The following is a list of the system monitors: O2S fault, verify that the heater circuit is operating
• Misfire Monitor correctly.
• Fuel System Monitor Effective control of exhaust emissions is achieved
• Oxygen Sensor Monitor by an oxygen feedback system. The most important
• Oxygen Sensor Heater Monitor element of the feedback system is the O2S. The O2S
• Catalyst Monitor is located in the exhaust path. Once it reaches oper-
• Leak Detection Pump Monitor (if equipped) ating temperature 300° to 350°C (572 ° to 662°F), the
All these system monitors require two consecutive sensor generates a voltage that is inversely propor-
trips with the malfunction present to set a fault. tional to the amount of oxygen in the exhaust. The
Refer to the appropriate Powertrain Diagnos- information obtained by the sensor is used to calcu-
tics Procedures manual for diagnostic proce- late the fuel injector pulse width. This maintains a
dures. 14.7 to 1 Air Fuel (A/F) ratio. At this mixture ratio,
The following is an operation and description of the catalyst works best to remove hydrocarbons (HC),
each system monitor: carbon monoxide (CO) and nitrogen oxide (NOx) from
the exhaust.
OXYGEN SENSOR (O2S) MONITOR The voltage readings taken from the O2S sensor
Effective control of exhaust emissions is achieved are very temperature sensitive. The readings are not
by an oxygen feedback system. The most important accurate below 300°C. Heating of the O2S sensor is
element of the feedback system is the O2S. The O2S done to allow the engine controller to shift to closed
is located in the exhaust path. Once it reaches oper- loop control as soon as possible. The heating element
ating temperature 300° to 350°C (572° to 662°F), the used to heat the O2S sensor must be tested to ensure
sensor generates a voltage that is inversely propor- that it is heating the sensor properly.
tional to the amount of oxygen in the exhaust. The The O2S sensor circuit is monitored for a drop in
information obtained by the sensor is used to calcu- voltage. The sensor output is used to test the heater
late the fuel injector pulse width. This maintains a by isolating the effect of the heater element on the
14.7 to 1 Air Fuel (A/F) ratio. At this mixture ratio, O2S sensor output voltage from the other effects.
the catalyst works best to remove hydrocarbons (HC),
carbon monoxide (CO) and nitrogen oxide (NOx) from LEAK DETECTION PUMP MONITOR (IF
the exhaust. EQUIPPED)
The O2S is also the main sensing element for the The leak detection assembly incorporates two pri-
Catalyst and Fuel Monitors. mary functions: it must detect a leak in the evapora-
The O2S can fail in any or all of the following tive system and seal the evaporative system so the
manners: leak detection test can be run.
• slow response rate The primary components within the assembly are:
• reduced output voltage A three port solenoid that activates both of the func-
• dynamic shift tions listed above; a pump which contains a switch,
• shorted or open circuits two check valves and a spring/diaphragm, a canister
Response rate is the time required for the sensor to vent valve (CVV) seal which contains a spring loaded
switch from lean to rich once it is exposed to a richer vent seal valve.
than optimum A/F mixture or vice versa. As the sen- Immediately after a cold start, between predeter-
sor starts malfunctioning, it could take longer to mined temperature thresholds limits, the three port
detect the changes in the oxygen content of the solenoid is briefly energized. This initializes the
exhaust gas. pump by drawing air into the pump cavity and also
The output voltage of the O2S ranges from 0 to 1 closes the vent seal. During non test conditions the
volt. A good sensor can easily generate any output vent seal is held open by the pump diaphragm
voltage in this range as it is exposed to different con- assembly which pushes it open at the full travel posi-
centrations of oxygen. To detect a shift in the A/F tion. The vent seal will remain closed while the
mixture (lean or rich), the output voltage has to pump is cycling due to the reed switch triggering of
change beyond a threshold value. A malfunctioning the three port solenoid that prevents the diaphragm
assembly from reaching full travel. After the brief
initialization period, the solenoid is de-energized The Powertrain Control Module (PCM) monitors
allowing atmospheric pressure to enter the pump for misfire during most engine operating conditions
cavity, thus permitting the spring to drive the dia- (positive torque) by looking at changes in the crank-
phragm which forces air out of the pump cavity and shaft speed. If a misfire occurs the speed of the
into the vent system. When the solenoid is energized crankshaft will vary more than normal.
and de energized, the cycle is repeated creating flow
in typical diaphragm pump fashion. The pump is con- FUEL SYSTEM MONITOR
trolled in 2 modes: To comply with clean air regulations, vehicles are
Pump Mode: The pump is cycled at a fixed rate to equipped with catalytic converters. These converters
achieve a rapid pressure build in order to shorten the reduce the emission of hydrocarbons, oxides of nitro-
overall test length. gen and carbon monoxide. The catalyst works best
Test Mode: The solenoid is energized with a fixed when the Air Fuel (A/F) ratio is at or near the opti-
duration pulse. Subsequent fixed pulses occur when mum of 14.7 to 1.
the diaphragm reaches the Switch closure point. The PCM is programmed to maintain the optimum
The spring in the pump is set so that the system air/fuel ratio of 14.7 to 1. This is done by making
will achieve an equalized pressure of about 7.5” H20. short term corrections in the fuel injector pulse width
The cycle rate of pump strokes is quite rapid as the based on the O2S sensor output. The programmed
system begins to pump up to this pressure. As the memory acts as a self calibration tool that the engine
pressure increases, the cycle rate starts to drop off. If controller uses to compensate for variations in engine
there is no leak in the system, the pump would even- specifications, sensor tolerances and engine fatigue
tually stop pumping at the equalized pressure. If over the life span of the engine. By monitoring the
there is a leak, it will continue to pump at a rate rep- actual fuel-air ratio with the O2S sensor (short term)
resentative of the flow characteristic of the size of the and multiplying that with the program long-term
leak. From this information we can determine if the (adaptive) memory and comparing that to the limit,
leak is larger than the required detection limit (cur- it can be determined whether it will pass an emis-
rently set at .040” orifice by CARB). If a leak is sions test. If a malfunction occurs such that the PCM
revealed during the leak test portion of the test, the cannot maintain the optimum A/F ratio, then the
test is terminated at the end of the test mode and no MIL will be illuminated.
further system checks will be performed.
After passing the leak detection phase of the test, CATALYST MONITOR
system pressure is maintained by turning on the To comply with clean air regulations, vehicles are
LDP’s solenoid until the purge system is activated. equipped with catalytic converters. These converters
Purge activation in effect creates a leak. The cycle reduce the emission of hydrocarbons, oxides of nitro-
rate is again interrogated and when it increases due gen and carbon monoxide.
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. A meltdown of the ceramic core can
The canister vent valve will unseal the system cause a reduction of the exhaust passage. This can
after completion of the test sequence as the pump increase vehicle emissions and deteriorate engine
diaphragm assembly moves to the full travel position. performance, driveability and fuel economy.
Evaporative system functionality will be verified by The catalyst monitor uses dual oxygen sensors
using the stricter evap purge flow monitor. At an (O2S’s) to monitor the efficiency of the converter. The
appropriate warm idle the LDP will be energized to dual O2S’s sensor strategy is based on the fact that
seal the canister vent. The purge flow will be clocked as a catalyst deteriorates, its oxygen storage capacity
up from some small value in an attempt to see a and its efficiency are both reduced. By monitoring
shift in the 02 control system. If fuel vapor, indicated the oxygen storage capacity of a catalyst, its effi-
by a shift in the 02 control, is present the test is ciency can be indirectly calculated. The upstream
passed. If not, it is assumed that the purge system is O2S is used to detect the amount of oxygen in the
not functioning in some respect. The LDP is again exhaust gas before the gas enters the catalytic con-
turned off and the test is ended. verter. The PCM calculates the A/F mixture from the
output of the O2S. A low voltage indicates high oxy-
MISFIRE MONITOR gen content (lean mixture). A high voltage indicates a
Excessive engine misfire results in increased cata- low content of oxygen (rich mixture).
lyst temperature and causes an increase in HC emis- When the upstream O2S detects a lean condition,
sions. Severe misfires could cause catalyst damage. there is an abundance of oxygen in the exhaust gas.
To prevent catalytic convertor damage, the PCM A functioning converter would store this oxygen so it
monitors engine misfire. can use it for the oxidation of HC and CO. As the
converter absorbs the oxygen, there will be a lack of
oxygen downstream of the converter. The output of the Oxygen Sensor Monitor or Catalyst Monitor have
the downstream O2S will indicate limited activity in been stopped from running.
this condition. It can take up to 2 Failures in a row to turn on the
As the converter loses the ability to store oxygen, MIL. After the MIL is ON, it takes 3 Good Trips to
the condition can be detected from the behavior of turn the MIL OFF. After the MIL is OFF, the PCM
the downstream O2S. When the efficiency drops, no will self-erase the DTC after 40 Warm-up cycles. A
chemical reaction takes place. This means the con- Warm-up cycle is counted when the ECT (Engine
centration of oxygen will be the same downstream as Coolant Temperature Sensor) has crossed 160°F and
upstream. The output voltage of the downstream has risen by at least 40°F since the engine has been
O2S copies the voltage of the upstream sensor. The started.
only difference is a time lag (seen by the PCM)
between the switching of the O2S’s. COMPONENT MONITORS
To monitor the system, the number of lean-to-rich There are several components that will affect vehi-
switches of upstream and downstream O2S’s is cle emissions if they malfunction. If one of these com-
counted. The ratio of downstream switches to ponents malfunctions the Malfunction Indicator
upstream switches is used to determine whether the Lamp (Check Engine) will illuminate.
catalyst is operating properly. An effective catalyst Some of the component monitors are checking for
will have fewer downstream switches than it has proper operation of the part. Electrically operated
upstream switches i.e., a ratio closer to zero. For a components now have input (rationality) and output
totally ineffective catalyst, this ratio will be one-to- (functionality) checks. Previously, a component like
one, indicating that no oxidation occurs in the device. the Throttle Position sensor (TPS) was checked by
The system must be monitored so that when cata- the PCM for an open or shorted circuit. If one of
lyst efficiency deteriorates and exhaust emissions these conditions occurred, a DTC was set. Now there
increase to over the legal limit, the MIL (check is a check to ensure that the component is working.
engine lamp) will be illuminated. This is done by watching for a TPS indication of a
greater or lesser throttle opening than MAP and
TRIP DEFINITION engine rpm indicate. In the case of the TPS, if engine
The term “Trip” has different meanings depending vacuum is high and engine rpm is 1600 or greater
on what the circumstances are. If the MIL (Malfunc- and the TPS indicates a large throttle opening, a
tion Indicator Lamp) is OFF, a Trip is defined as DTC will be set. The same applies to low vacuum if
when the Oxygen Sensor Monitor and the Catalyst the TPS indicates a small throttle opening.
Monitor have been completed in the same drive cycle. All open/short circuit checks or any component that
When any Emission DTC is set, the MIL on the has an associated limp in will set a fault after 1 trip
dash is turned ON. When the MIL is ON, it takes 3 with the malfunction present. Components without
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, such as: NON-MONITORED CIRCUITS
• Oxygen Sensor The PCM does not monitor the following circuits,
• Catalyst Monitor systems and conditions that could have malfunctions
• Purge Flow Monitor causing driveability problems. The PCM might not
• Leak Detection Pump Monitor (if equipped) store diagnostic trouble codes for these conditions.
• EGR Monitor (if equipped) However, problems with these systems may cause the
• Oxygen Sensor Heater Monitor PCM to store diagnostic trouble codes for other sys-
fails twice in a row and turns ON the MIL, re-run- tems or components. For example, a fuel pressure
ning that monitor which previously failed, on the problem will not register a fault directly, but could
next start-up and passing the monitor is considered cause a rich/lean condition or misfire. This could
to be a Good Trip. 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
pressure. The PCM cannot detect a clogged fuel
pump inlet filter, clogged in-line fuel filter, or a VACUUM ASSIST
pinched fuel supply or return line. However, these The PCM cannot detect leaks or restrictions in the
could result in a rich or lean condition causing the vacuum circuits of vacuum assisted engine control
PCM to store an oxygen sensor or fuel system diag- system devices. However, these could cause the PCM
nostic trouble code. to store a MAP sensor diagnostic trouble code and
cause a high idle condition.
SECONDARY IGNITION CIRCUIT
The PCM cannot detect an inoperative ignition coil, PCM SYSTEM GROUND
fouled or worn spark plugs, ignition cross firing, or The PCM cannot determine a poor system ground.
open spark plug cables. However, one or more diagnostic trouble codes may
be generated as a result of this condition. The mod-
CYLINDER COMPRESSION ule should be mounted to the body at all times, also
The PCM cannot detect uneven, low, or high engine during diagnostic.
cylinder compression.
PCM CONNECTOR ENGAGEMENT
EXHAUST SYSTEM The PCM may not be able to determine spread or
The PCM cannot detect a plugged, restricted or damaged connector pins. However, it might store
leaking exhaust system, although it may set a fuel diagnostic trouble codes as a result of spread connec-
system fault. tor pins.
FUEL INJECTOR MECHANICAL HIGH AND LOW LIMITS

MALFUNCTIONS The PCM compares input signal voltages from each
The PCM cannot determine if a fuel injector is input device with established high and low limits for
clogged, the needle is sticking or if the wrong injector the device. If the input voltage is not within limits
is installed. However, these could result in a rich or and other criteria are met, the PCM stores a diagnos-
lean condition causing the PCM to store a diagnostic tic trouble code in memory. Other diagnostic trouble
trouble code for either misfire, an oxygen sensor, or code criteria might include engine RPM limits or
the fuel system. input voltages from other sensors or switches that
must be present before verifying a diagnostic trouble
EXCESSIVE OIL CONSUMPTION
code condition.
Although the PCM monitors engine exhaust oxygen
content when the system is in closed loop, it cannot
determine excessive oil consumption.
THROTTLE BODY AIR FLOW

The PCM cannot detect a clogged or restricted air
cleaner inlet or filter element.
LOAD VALUE
ENGINE IDLE/NEUTRAL 2500 RPM/NEUTRAL
All Engines 2% to 8% of Maximum Load 9% to 17% of Maximum Load
EVAPORATIVE EMISSION CONTROLS
INDEX
page page
DESCRIPTION AND OPERATION VEHICLE EMISSION CONTROL INFORMATION

CRANKCASE BREATHER/FILTER—5.2L/5.9L (VECI) LABEL . . . . . . . . . . . . . . . . . . . . . . . . . 16
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 DIAGNOSIS AND TESTING
CRANKCASE VENTILATION (CCV) SYSTEM— LEAK DETECTION PUMP (LDP) . . . . . . . . . . . . . 17
4.0L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . 14 PCV VALVE TEST—5.2L/5.9L ENGINE . . . . . . . . 16
DUTY CYCLE EVAP CANISTER PURGE VACUUM SCHEMATICS . . . . . . . . . . . . . . . . . . . 17
SOLENOID . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 REMOVAL AND INSTALLATION
EVAPORATION (EVAP) CANISTER . . . . . . . . . . . 12 EVAPORATIVE (EVAP) CANISTER . . . . . . . . . . . 17
EVAPORATION CONTROL SYSTEM . . . . . . . . . 12 EVAPORATIVE CANISTER PURGE
LEAK DETECTION PUMP (LDP) . . . . . . . . . . . . . 13 SOLENOID . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
POSITIVE CRANKCASE VENTILATION (PCV) LEAK DETECTION PUMP (LDP) . . . . . . . . . . . . . 18
SYSTEM—5.2L/5.9L ENGINE . . . . . . . . . . . . . 14 ROLLOVER VALVE(S) . . . . . . . . . . . . . . . . . . . . 18
ROLLOVER VALVE . . . . . . . . . . . . . . . . . . . . . . . 12 SPECIFICATIONS
TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . . . 19

EVAPORATION CONTROL SYSTEM
The evaporation control system prevents the emis-
sion of fuel tank vapors into the atmosphere. When
fuel evaporates in the fuel tank, the vapors pass
through vent hoses or tubes to a charcoal filled evap-
orative canister. The canister temporarily holds the
vapors. The Powertrain Control Module (PCM) allows
intake manifold vacuum to draw vapors into the com-
bustion chambers during certain operating condi-
tions.
All engines use a duty cycle purge system. The
PCM controls vapor flow by operating the duty cycle
EVAP purge solenoid. Refer to Duty Cycle EVAP
Canister Purge Solenoid in this section.
When equipped with certain emissions packages, a
Leak Detection Pump (LDP) will be used as part of
the evaporative system. This pump is used as part of Fig. 1 Rollover Valve Location
OBD II requirements. Refer to Leak Detection Pump
The valve cannot be serviced separately. If replace-
in this group for additional information.
ment is necessary, the fuel tank must be replaced.
NOTE: The evaporative system uses specially man- Refer to Fuel Tank removal and installation in this
ufactured hoses. If replacement becomes neces- group.
sary, only use fuel resistant hose.
EVAPORATION (EVAP) CANISTER
A maintenance free, EVAP canister is used on all
ROLLOVER VALVE vehicles. The EVAP canister is located below the left
The fuel tank is equipped with a rollover valve. front headlamp (Fig. 2). The EVAP canister is filled
The valve is located on the top of the fuel tank (Fig. with granules of an activated carbon mixture. Fuel
1). The valve will prevent fuel flow through the fuel vapors entering the EVAP canister are absorbed by
tank vent (EVAP) hoses in the event of an accidental the charcoal granules.
vehicle rollover. The EVAP canister draws fuel vapors Fuel tank pressure vents into the EVAP canister.
from the fuel tank through this valve. Fuel vapors are temporarily held in the canister until
they can be drawn into the intake manifold. The duty
cycle EVAP canister purge solenoid allows the EVAP
canister to be purged at predetermined times and at
certain engine operating conditions.
Fig. 3 Duty Cycle EVAP Purge Solenoid Location

(Shown Without LDP)
The LDP is a device used to detect a leak in the
evaporative system.
Fig. 2 EVAP Canister Location The pump contains a 3 port solenoid, a pump that
contains a switch, a spring loaded canister vent valve
DUTY CYCLE EVAP CANISTER PURGE SOLENOID
seal, 2 check valves and a spring/diaphragm.
The 4.0L six-cylinder and 5.2L/5.9L V-8 engines
Immediately after a cold start, engine temperature
are equipped with a duty cycle EVAP canister purge
between 40°F and 86°F, the 3 port solenoid is briefly
solenoid. The solenoid regulates the rate of vapor
energized. This initializes the pump by drawing air
flow from the EVAP canister to the intake manifold.
into the pump cavity and also closes the vent seal.
The Powertrain Control Module (PCM) operates the
During non-test test conditions, the vent seal is held
solenoid.
open by the pump diaphragm assembly which pushes
During the cold start warm-up period and the hot
it open at the full travel position. The vent seal will
start time delay, the PCM does not energize the sole-
remain closed while the pump is cycling. This is due
noid. When de-energized, no vapors are purged. The
to the operation of the 3 port solenoid which prevents
PCM de-energizes the solenoid during open loop oper-
the diaphragm assembly from reaching full travel.
ation.
After the brief initialization period, the solenoid is
The engine enters closed loop operation after it
de-energized, allowing atmospheric pressure to enter
reaches a specified temperature and the time delay
the pump cavity. This permits the spring to drive the
ends. During closed loop operation, the PCM cycles
diaphragm which forces air out of the pump cavity
(energizes and de-energizes) the solenoid 5 or 10
and into the vent system. When the solenoid is ener-
times per second, depending upon operating condi-
gized and de-energized, the cycle is repeated creating
tions. The PCM varies the vapor flow rate by chang-
flow in typical diaphragm pump fashion. The pump
ing solenoid pulse width. Pulse width is the amount
is controlled in 2 modes:
of time that the solenoid is energized. The PCM
PUMP MODE: The pump is cycled at a fixed rate
adjusts solenoid pulse width based on engine operat-
to achieve a rapid pressure build in order to shorten
ing condition.
the overall test time.
The solenoid attaches to a bracket located on the
TEST MODE: The solenoid is energized with a
left/inner fender (Fig. 3).
fixed duration pulse. Subsequent fixed pulses occur
when the diaphragm reaches the switch closure
LEAK DETECTION PUMP (LDP)
point.
The Leak Detection Pump (LDP) is used only with
certain emission packages.
Fig. 4 Evaporative System Monitor Schematic—Typical

The spring in the pump is set so that the system
will achieve an equalized pressure of about 7.5 inches
of water.
When the pump starts, the cycle rate is quite high.
As the system becomes pressurized pump rate drops.
If there is no leak the pump will quit. If there is a
leak, the test is terminated at the end of the test
mode.
If there is no leak, the purge monitor is run. If the
cycle rate increases due to the flow through the
purge system, the test is passed and the diagnostic is
complete.
The canister vent valve will unseal the system
after completion of the test sequence as the pump
diaphragm assembly moves to the full travel position.
POSITIVE CRANKCASE VENTILATION (PCV)

Fig. 5 PCV Valve/Hose—Typical
SYSTEM—5.2L/5.9L ENGINE
The 5.2L/5.9L V-8 engine is equipped with a closed A closed engine crankcase breather/filter, with a
crankcase ventilation system and a positive crank- hose connecting it to the air cleaner housing, pro-
case ventilation (PCV) valve. The 4.0L 6–cylinder vides the source of air for system.
engine is not equipped with a PCV valve. Refer to The PCV system operates by engine intake mani-
Crankcase Ventilation System—4.0L Engine for fold vacuum (Fig. 6). Filtered air is routed into the
information. crankcase through the air cleaner hose and crank-
This system consists of a crankcase PCV valve case breather/filter. The metered air, along with
mounted on the cylinder head (valve) cover with a crankcase vapors, are drawn through the PCV valve
hose extending from the valve to the intake manifold. and into a passage in the intake manifold. The PCV
system manages crankcase pressure and meters blow
by gases to the intake system, reducing engine
sludge formation.
Fig. 8 High Intake Manifold Vacuum—Minimal Vapor

Flow
Fig. 6 Typical Closed Crankcase Ventilation System

Fig. 9 Moderate Intake Manifold Vacuum—Maximum
The PCV valve contains a spring loaded plunger. Vapor Flow
This plunger meters the amount of crankcase vapors
routed into the combustion chamber based on intake
manifold vacuum.
When the engine is not operating or during an
engine pop-back, the spring forces the plunger back
against the seat. This will prevent vapors from flow-
ing through the valve.
Fig. 7 Engine Off or Engine Pop-Back—No Vapor

Flow
During periods of high manifold vacuum, such as
idle or cruising speeds, vacuum is sufficient to com-
pletely compress spring. It will then pull the plunger
to the top of the valve (Fig. 8). In this position there Fig. 10 CCV System—4.0L Engine
is minimal vapor flow through the valve. PCV system, but does not use a vacuum controlled
During periods of moderate manifold vacuum, the valve.
plunger is only pulled part way back from inlet. This A molded vacuum tube connects a fitting on the
results in maximum vapor flow through the valve intake manifold to a fixed orifice fitting of a cali-
(Fig. 9). brated size. This fitting meters the amount of crank-
case vapors drawn out of the engine. The fixed orifice
CRANKCASE VENTILATION (CCV) SYSTEM—4.0L fitting is located on the top/rear of cylinder head
ENGINE (valve) cover (Fig. 10).
4.0L 6–cylinder engines are equipped with a
Crankcase Ventilation (CCV) system. The CCV sys-
tem performs the same function as a conventional
A fresh air supply hose is connected between a fit-
ting on the air cleaner housing and the air inlet fit-
ting at the top/front of cylinder head cover (Fig. 10).
When the engine is operating, fresh air enters the
engine and mixes with crankcase vapors. Engine vac-
uum draws the vapor/air mixture through the fixed
orifice and into the intake manifold. The vapors are
then consumed during engine combustion.
CRANKCASE BREATHER/FILTER—5.2L/5.9L
ENGINE
The crankcase breather/filter (Fig. 11) is located on
the cylinder head (valve) cover. The filter may be
cleaned by washing in kerosene or similar solvent.
Filter must then be thoroughly drained. More fre-
quent service may be necessary for vehicles operated
extensively on short run, stop and go or extended Fig. 12 VECI Label Location—Typical
engine idle service, or extreme dust conditions. DIAGNOSIS AND TESTING
PCV VALVE TEST—5.2L/5.9L ENGINE
(1) With engine idling, remove the PCV valve from
cylinder head (valve) cover. If the valve is not
plugged, a hissing noise will be heard as air passes
through the valve. Also, a strong vacuum should be
felt at the valve inlet (Fig. 13).
Fig. 11 Crankcase Breather/Filter—5.2L/5.9L Engine

VEHICLE EMISSION CONTROL INFORMATION
(VECI) LABEL
All vehicles are equipped with a combined VECI
label. This label is located in the engine compart-
ment (Fig. 12) and contains the following:
• Engine family and displacement
• Evaporative family Fig. 13 Check Vacuum at PCV Valve—Typical
• Emission control system schematic
(2) Install the PCV valve. Remove the crankcase
• Certification application
breather/filter. Hold a piece of stiff paper, such as a
• Engine timing specifications (if adjustable)
parts tag, loosely over the opening of crankcase
• Idle speeds (if adjustable)
breather/filter at the cylinder head (valve) cover (Fig.
• Spark plug and gap
14).
The label also contains an engine vacuum sche-
(3) The paper should be drawn against the opening
matic. There are unique labels for vehicles built for
in the cylinder head (valve) cover with noticeable
sale in the state of California and the country of
force. This will be after allowing approximately one
Canada. Canadian labels are written in both the
minute for crankcase pressure to reduce.
English and French languages. These labels are per-
(4) Turn engine off and remove PCV valve from
manently attached and cannot be removed without
cylinder head (valve) cover. The valve should rattle
defacing information and destroying label.
when shaken (Fig. 15).
VACUUM SCHEMATICS
A vacuum schematic for emission related items can
be found on the Vehicle Emission Control Informa-
tion (VECI) Label. Refer to VECI Label in this group
for label location.
LEAK DETECTION PUMP (LDP)

Refer to the appropriate Powertrain Diagnostic
Procedures service manual for LDP testing proce-
dures.

EVAPORATIVE (EVAP) CANISTER
The EVAP canister is located in the left front cor-
ner of vehicle below the left front headlamp (Fig. 16).
Fig. 14 Check Vacuum at Crankcase Breather

Opening—Typical
Fig. 16 EVAP Canister Location

Fig. 15 Shake PCV Valve—Typical REMOVAL
(5) Replace the PCV valve and retest the system if (1) Remove the grill. Refer to Group 23, Body.
it does not operate as described in the preceding (2) Remove the front bumper/fascia assembly.
tests. Do not attempt to clean the old PCV valve. Refer to Group 23, Body.
(6) If the paper is not held against the opening in (3) Disconnect vacuum lines at canister.
cylinder head (valve) cover after new valve is (4) Remove the canister mounting nuts.
installed, the PCV valve hose may be restricted and (5) Lower the canister through bottom of vehicle.
must be replaced. The passage in the intake manifold
INSTALLATION
must also be checked and cleaned.
(1) Position canister to body.
(7) To clean the intake manifold fitting, turn a 1/4
(2) Install canister mounting nuts. Tighten nuts to
inch drill (by hand) through the fitting to dislodge
any solid particles. Blow out the fitting with shop air.
If necessary, use a smaller drill to avoid removing
any metal from the fitting.
(3) Connect vacuum lines. Be sure vacuum lines ROLLOVER VALVE(S)
are firmly connected and not leaking or damaged. If The rollover valves(s) are/is molded into the fuel
leaking, a Diagnostic Trouble Code (DTC) may be set tank and are not serviced separately. If replacement
with certain emission packages. is necessary, the fuel tank must be replaced. Refer to
(4) Install the front bumper/fascia assembly and Fuel Tank Removal/Installation in Group 14, Fuel
grill. Refer to Group 23, Body. System for procedures.
EVAPORATIVE CANISTER PURGE SOLENOID LEAK DETECTION PUMP (LDP)

The LDP is located in the left/front corner of the
REMOVAL engine compartment below the EVAP canister purge
The duty cycle evaporative (EVAP) canister purge solenoid (Fig. 18). The LDP and LDP filter are
solenoid is located in the left/front corner of the replaced (serviced) as one unit.
engine compartment on all engine/emission packages
(Fig. 17).
Fig. 17 EVAP Canister Purge Solenoid—Typical

(1) Disconnect the electrical connector at the sole-
noid.
(2) Disconnect the vacuum lines at the solenoid.
(3) Remove the two bracket mounting nuts and Fig. 18 Leak Detection Pump (LDP) Location
remove solenoid. REMOVAL
(1) Remove air cleaner housing. Refer to Group 14,
INSTALLATION
Fuel System for procedures.
(1) Position the solenoid to vehicle.
(2) Carefully remove all vapor/vacuum lines at
(2) Install and tighten the two bracket mounting
EVAP canister purge solenoid.
nuts to 5 N·m (45 in. lbs.) torque.
(3) Disconnect electrical connector at EVAP canis-
(3) Connect the vacuum lines to the solenoid. Be
ter purge solenoid.
sure the vacuum lines are firmly connected and not
leaking or damaged. If leaking, a Diagnostic Trouble
Code (DTC) may be set with certain emission pack-
ages.
(4) Connect the electrical connector to the solenoid.
(4) Remove EVAP canister purge solenoid. (4) Connect electrical connector to LDP.
(5) Carefully remove hose at bottom of LDP filter. (5) Install EVAP canister purge solenoid.
(6) Disconnect electrical connector at LDP. (6) Install air cleaner housing. Refer to Group 14,
(7) Carefully remove vapor/vacuum lines at LDP. Fuel System for procedures.
(8) Remove 2 LDP filter mounting bolts and
remove filter.
(9) Remove LDP mounting bolts/nuts. SPECIFICATIONS
(10) Remove LDP from vehicle.
TORQUE CHART
INSTALLATION
(1) Install LDP filter to mounting bracket. Tighten Description Torque
bolts to 7 N·m (65 in. lbs.) torque. EVAP Canister Mounting Nuts . . .9 N·m (80 in. lbs.)
(2) Install LDP to mounting bracket. Tighten bolts/ EVAP Canister Purge
nuts to 7 N·m (65 in. lbs.) torque. Solenoid Mounting Nuts . . . . . .5 N·m (45 in. lbs.)
(3) Carefully install vapor/vacuum lines to LDP LDP Pump Bracket Nuts/Bolts . . .7 N·m (65 in. lbs.)
and LDP filter. The vapor/vacuum lines and LDP Filter Mounting Bolts . . . . . .7 N·m (65 in. lbs.)
hoses must be firmly connected. Check the
vapor/vacuum lines at the LDP, LDP filter and
EVAP canister purge solenoid for damage or
leaks. If a leak is present, a Diagnostic Trouble
Code (DTC) may be set.
ZG EMISSION CONTROL SYSTEM 25 - 1
EMISSION CONTROL SYSTEM

CONTENTS
page page
EXHAUST EMISSION CONTROLS—2.5L DIESEL ON-BOARD DIAGNOSTICS—2.5L DIESEL

ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
ON-BOARD DIAGNOSTICS—2.5L DIESEL ENGINE
INDEX
page page
GENERAL INFORMATION DESCRIPTION AND OPERATION

SYSTEM DESCRIPTION—2.5L DIESEL ENGINE . 1 DIAGNOSTIC TROUBLE CODES . . . . . . . . . . . . . 2
GENERAL INFORMATION MONITORED CIRCUITS

The MSA can detect certain problems in the elec-
SYSTEM DESCRIPTION—2.5L DIESEL ENGINE trical system.
The 2.5L diesel MSA controller and Powertrain Open or Shorted Circuit – The MSA can deter-
Control Module (PCM) monitor and control many dif- mine if sensor output (which is the input to MSA is
ferent circuits in the fuel injection pump and engine within proper range. It also determines if the circuit
systems. If the MSA senses a problem with a moni- is open or shorted.
tored circuit that indicates an actual problem, a Output Device Current Flow – The MSA senses
Diagnostic Trouble Code (DTC) will be stored in the whether the output devices are electrically connected.
PCM’s memory, and eventually may illuminate the If there is a problem with the circuit, the MSA
Diesel Glow Plug lamp constantly while the key is senses whether the circuit is open, shorted to ground
on. If the problem is repaired, or is intermittent, the (–), or shorted to (+) voltage.
PCM will erase the DTC after 40 warm-up cycles. A
warm-up cycle consists of starting the vehicle when NON–MONITORED CIRCUITS
the engine is cold, then the engine to warms up to a The MSA does not monitor the following circuits,
certain temperature, and finally, the engine tempera- systems or conditions that could have malfunctions
ture falls to a normal operating temperature, then that result in driveability problems. A DTC will not
the key is turned off. be displayed for these conditions.
Certain criteria must be met for a DTC to be Fuel Pressure: Fuel pressure is controlled by the
entered into PCM memory. The criteria may be a fuel injection pump. The PCM cannot detect prob-
specific range of engine rpm, engine or fuel tempera- lems in this component.
ture and/or input voltage to the PCM. A DTC indi- Cylinder Compression: The MSA cannot detect
cates that the PCM has identified an abnormal uneven, low, or high engine cylinder compression.
signal in a circuit or the system. A DTC may indicate Exhaust System: The MSA cannot detect a
the result of a failure, but never identify the failed plugged, restricted or leaking exhaust system.
component directly. Fuel Injector Malfunctions: The MSA cannot
There are several operating conditions that the determine if the fuel injector is clogged, or the wrong
MSA does not monitor and set a DTC for. Refer to injector is installed. The fuel injectors on the diesel
the following Monitored Circuits and Non–Monitored engine are not controlled by the MSA, although a
Circuits in this section. defective fuel injector sensor is monitored by the
PCM.
25 - 2 EMISSION CONTROL SYSTEM ZG
Vacuum Assist: Leaks or restrictions in the vac- failure, but most likely will not identify the failed
uum circuits of vacuum assisted engine control sys- component directly.
tem devices are not monitored by the MSA.
MSA System Ground: The MSA cannot deter- ACCESSING DIAGNOSTIC TROUBLE CODES
mine a poor system ground. However, a DTC may be A stored DTC can be displayed through the use of
generated as a result of this condition. the DRB III scan tool. The DRB III connects to the
MSA/PCM Connector Engagement: The MSA data link connector. The data link connector is
cannot determine spread or damaged connector pins. located under the instrument panel near bottom of
However, a DTC may be generated as a result of this the steering column (Fig. 1).
condition.
HIGH AND LOW LIMITS

The MSA compares input signal voltages from each
input device. It will establish high and low limits
that are programmed into it for that device. If the
input voltage is not within specifications and other
DTC criteria are met, a DTC will be stored in mem-
ory. Other DTC criteria might include engine rpm
limits or input voltages from other sensors or
switches. The other inputs might have to be sensed
by the MSA when it senses a high or low input volt-
age from the control system device in question.

DIAGNOSTIC TROUBLE CODES Fig. 1 Data Link Connector Location—Typical
On the following pages, a list of DTC’s is provided ERASING TROUBLE CODES
for the 2.5L diesel engine. A DTC indicates that the After the problem has been repaired, use the DRB
PCM has recognized an abnormal signal in a circuit III scan tool to erase a DTC.
or the system. A DTC may indicate the result of a
MSA CONTROLLER DRBIII CODES
Generic Scan Tool Code DRB III Scan Tool Display
P0100 Mass of Volumes of Air Flow Plausibility

Mass of Volumes of Air Flow Signal High Exceeded
Mass of Volumes of Air Flow Signal Low Exceeded
P0115 Temperature of Engine Coolant SRC High Exceeded

Temperature of Engine Coolant SRC Low Exceeded
P0180 Fuel Temperature Sensor SRC High Exceeded

Fuel Temperature Sensor SRC Low Exceeded
P0400 EGR Open Circuit

EGR Short Circuit
P0500 Vehicle Speed Sensor PEC Frequency Too High

Vehicle Speed Sensor Signal High Exceeded
Vehcle Speed Sensor Plausibility
P0725 Engine Speed Sensor Dynamic Plausibility

Engine Speed Sensor Over Speed Recognition
Engine Speed Sensor Static Plausibilty
P1105 Atmospheric Pressure Sensor SRC High Exceeded

Atmospheric Pressure Sensor SRC Low Exceeded
P1201 Needle Movement Sensor High Exceeded

Needle Movement Sensor Low Exceeded
P1220 Fuel Quantity Actuator Neg. Gov. Deviation Cold

Fuel Quantity Actuator Neg. Gov. Deviation Warm
Fuel Quantity Actuator Pos. Gov. Deviation Cold
Fuel Quantity Actuator Pos. Gov. Deviation Warm
P1225 Control Sleeve Sensor Signal High Exceeded

Control Sleeve Sensor Start End Pos. Not Attained
Control Sleeve Sensor Stop End Pos. Not Attained
P1230 Timing Control Negative Governing Governor Deviation

Timing Control Positive Governing Governor Deviation
P1515 Accelerator Pedal Postion Sensor Signal High Exceeded

Accelerator Pedal Sensor Signal Low Exceeded
Accelerator Pedal Sensor Signal PWG Plaus With Low Idle Switch
Accelerator Pedal Sensor Signal PWG Plaus With Potentiometer
P1600 Battery Voltage SRC High Exceeded
P1605 Terminal #15 Plausibility After Startup
P1610 Regulator Lower Regulator Limit

Generic Scan Tool Code DRB III Scan Tool Display
Regulator Upper Regulator Limit
P1615 Microcontroller Gate-Array Monitoring

Microcontroller Gate-Array Watchdog
Microcontroller Prepare Fuel Quantity Stop
Microcontroller Recovery Was Occurred
Microcontrller Redundant Overrun Monitoring
P1630 Solenoid Valve Controller Open Circuit

Solenoid Valve Controller Short Circuit
P1635 Glow Relay Controller Open Circuit

Glow Relay Controller Short Circuit
P1650 Diagnostic Lamp Open Circuit

Diagnostic Lamp Short Circuit
P1660 Redundant Emer. Stop Plausibility In After-Run

Redundant Emer Stop Powerstage Defective
P1665 Cruise Status Indicator Lamp Short Circuit
P1680 EEPROM Plausibility Checksum Error for Adj.

EEPROM Plausibility Checksum Error in CC212
EEPROM Plausibility Communication With EEPROM
EEPROM Plausibility Func. Switch Wrong or Missing
EEPROM Plausibility Ver Number Not Corresponding
P1685 Vehicle Theft Alarm Code Line Breakdown
P1703 Brake Signal Plaus With Redundant Contact
P1740 Clutch Signal Plausibilty
P1725 Inductive Aux. Speed Sensor Dynamic Plausibilty

Inductive Aux. Speed Sensor Overspeed Recognition
Inductive Aux Speed Sensor Plausibilty
Inductive Aux. Speed Sensor Static Plausibilty
PCM DRBIII CODES
Generic Scan DRBIII Scan Tool Display

Tool Code
P0117 Engine Coolant Volts Lo
P0118 Engine Coolant Volts Hi
P0500 Vehicle Speed Signal
P0601 Internal Self Test
P1296 5 VDC Output
P1391 Loss of Cam or Crank
EXHAUST EMISSION CONTROLS—2.5L DIESEL ENGINE
INDEX
page page
DESCRIPTION AND OPERATION REMOVAL AND INSTALLATION

EXHAUST GAS RECIRCULATION (EGR) EGR TUBE . . . . . . . . . . . . . . . . . . . . . . . . ...... 6
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . ....... 5 EGR VALVE . . . . . . . . . . . . . . . . . . . . . . . ...... 6
VACUUM HOSE ROUTING SCHEMATIC ....... 5 ELECTRIC VACUUM MODULATOR (EVM) ...... 7
EGR GAS FLOW TEST . . . . . . . . . . . . . ....... 6 TORQUE CHART—2.5L DIESEL . . . . . . . . ...... 7
EGR SOLENOID TEST . . . . . . . . . . . . . . ....... 6
DESCRIPTION AND OPERATION A malfunctioning EGR system can cause engine

stumble, sags or hesitation, rough idle, engine stall-
VACUUM HOSE ROUTING SCHEMATIC ing and poor driveability.
Vacuum for the EGR system is supplied by the
internal engine mounted vacuum pump. Refer to EGR SYSTEM OPERATION
EGR System Operation for vacuum pump informa- The system consists of:
tion. Vacuum harness routing for emission related • An EGR valve assembly. The valve is located
components is displayed in (Fig. 1). behind the intake manifold (Fig. 2).
Fig. 2 EGR Valve and Tube Location

Fig. 1 Typical Hose Routing • An Electric Vacuum Modulator (EVM). The EVM
EXHAUST GAS RECIRCULATION (EGR) SYSTEM is sometimes referred to as the EGR control solenoid
or EGR duty cycle solenoid. The EVM serves two dif-
GENERAL INFORMATION ferent functions. One is to control vacuum bleed–off
The EGR system reduces oxides of nitrogen (NOx) of the EGR valve. The other is to control the “on
in the engine exhaust. This is accomplished by allow- time” of the EGR valve.
ing a predetermined amount of hot exhaust gas to • The MSA operates the EVM. The MSA is located
recirculate and dilute the incoming fuel/air mixture. is located inside the vehicle in the center consule.
• An EGR tube (Fig. 2) connecting a passage in
the EGR valve to the rear of the exhaust manifold.
• The vacuum pump supplies vacuum for the EGR SOLENOID TEST
EVM and the EGR valve. This pump also supplies
vacuum for operation of the power brake booster. The VACUUM TEST
pump is located internally in the front of the engine With the engine running, disconnect the vacuum
block (Fig. 3) and is driven by the crankshaft gear. supply line at the fitting on the EVM. Minimum vac-
uum should be no less than 20 inches. If vacuum is
lower, check for leaks in vacuum supply line. If leaks
cannot be found, check for low vacuum at vacuum
pump. Refer to Group 5, Brake System for proce-
dures.

EGR VALVE
REMOVAL
(1) Remove the rubber hose from turbocharger to
metal tube.
(2) Disconnect vacuum line at EGR valve vacuum
supply fitting (Fig. 2).
(3) Loosen the tube fitting at exhaust manifold end
Fig. 3 Internal Vacuum Pump of EGR tube (Fig. 2).
• Vacuum lines and hoses to connect the various (4) Remove the two bolts retaining the EGR tube
components. to the side of EGR valve (Fig. 2).
When the MSA supplies a variable ground signal (5) Remove the two EGR valve mounting bolts
to the EVM, EGR system operation starts to occur. (Fig. 2) and remove EGR valve.
The MSA will monitor and determine when to supply (6) Discard both of the old EGR mounting gaskets.
and remove this variable ground signal. This will
INSTALLATION
depend on inputs from the engine coolant tempera-
(1) Clean the intake manifold of any old gasket
ture, throttle position and engine speed sensors.
material.
When the variable ground signal is supplied to the
(2) Clean the end of EGR tube of any old gasket
EVM, vacuum from the vacuum pump will be
material.
allowed to pass through the EVM and on to the EGR
(3) Position the EGR valve and new gasket to the
valve with a connecting hose.
intake manifold.
Exhaust gas recirculation will begin in this order
(4) Install two EGR valve mounting bolts. Do not
when:
tighten bolts at this time.
• The MSA determines that EGR system operation
(5) Position new gasket between EGR valve and
is necessary.
EGR tube.
• The engine is running to operate the vacuum
(6) Install two EGR tube bolts. Tighten all four
pump.
mounting bolts to 23 N·m (204 in. lbs.).
• A variable ground signal is supplied to the EVM.
(7) Tighten EGR tube fitting at exhaust manifold.
• Variable vacuum passes through the EVM to the
(8) Connect vacuum line to EGR valve.
EGR valve.
(9) Install the rubber hose from turbocharger to
• The inlet seat (poppet valve) at the bottom of
metal tube.
the EGR valve opens to dilute and recirculate
exhaust gas back into the intake manifold.
EGR TUBE
The EGR system will be shut down by the MSA
The EGR tube connects the EGR valve to the rear
after 60 seconds of continuous engine idling to
of the exhaust manifold (Fig. 2).
improve idle quality.
REMOVAL
DIAGNOSIS AND TESTING (1) Remove rubber hose from turbocharger to
metal tube.
EGR GAS FLOW TEST (2) Remove two EGR tube mounting bolts at EGR
Refer to the 1998 XJ/ZG Diesel Powertrain Diag- valve end of tube (Fig. 2).
nostic Manual for complete test procedure.
(3) Loosen fitting at exhaust manifold end of tube
(Fig. 2).
(4) Remove EGR tube and discard old gasket.
(5) Clean gasket mating surfaces and EGR tube
flange gasket surfaces.
(6) Check for signs of leakage or cracked surfaces
at both ends of tube, exhaust manifold and EGR
valve.
INSTALLATION
(1) Install a new gasket to EGR valve end of EGR
tube.
(2) Position EGR tube to engine.
(3) Loosely tighten fitting at exhaust manifold end
of tube.
(4) Install 2 mounting bolts at EGR valve end of
tube. Tighten bolts to 23 N·m (204 in. lbs.) torque.
(5) Tighten fitting at exhaust manifold end of tube.
(6) Install hose from turbocharger to metal tube.
ELECTRIC VACUUM MODULATOR (EVM)

The EVM (EGR Duty Cycle Purge Solenoid) is
mounted to the side of the PDC.
Fig. 4 Battery Clamp
REMOVAL (3) Connect vacuum hoses.
(1) Disconnect both cables from battery, negative (4) Install PDC to bracket and tighten mounting
cable first. screws.
(2) Remove 2 screws holding PDC to bracket, (5) Install battery.
swing out of way. (6) Connect battery cables positive first.
(3) Remove nut and clamp holding battery to bat-
tery tray (Fig. 4).
(4) Remove battery from vehicle. SPECIFICATIONS
(5) Disconnect two vacuum hoses at EVM.
(6) Remove mounting screws of EVM. TORQUE CHART—2.5L DIESEL
(7) Remove the EVM to gain access to the EVM
electrical connector. Description Torque
(8) Remove electrical connector at EVM. EGR Valve Mounting Bolts . . . 23 N·m (204 in. lbs.)
EGR Tube Mounting Bolts . . . . 23 N·m (204 in. lbs.)
INSTALLATION EVM (Electric Vacuum Modulator)
(1) Install electrical connector to EVM. Mounting Bolt. . . . . . . . . . . . . . . 2 N·m (20 in. lbs.)
(2) Install EVM and tighten mounting screws.
ZG SUSPENSION 2-1
SUSPENSION
CONTENTS
page page
ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . . 12

FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . . 5
ALIGNMENT
INDEX
page page
GENERAL INFORMATION WHEEL ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . 2

WHEEL ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . 1 SPECIFICATIONS
SERVICE PROCEDURES ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
PRE-ALIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . 2
GENERAL INFORMATION uneven tire wear. The wheel toe position is the final
front wheel alignment adjustment.
WHEEL ALIGNMENT • STEERING AXIS INCLINATION ANGLE is
Wheel alignment involves the correct positioning of measured in degrees and is the angle that the steer-
the wheels in relation to the vehicle. The positioning ing knuckles are tilted. The inclination angle has a
is accomplished through suspension and steering fixed relationship with the camber angle. It will not
linkage adjustments. An alignment is considered change except when a spindle or ball stud is dam-
essential for efficient steering, good directional stabil- aged or bent. The angle is not adjustable, damaged
ity and to minimize tire wear. The most important component(s) must be replaced to correct the steering
measurements of an alignment are caster, camber axis inclination angle.
and toe position (Fig. 1). • THRUST ANGLE is the angle of the rear axle
• CASTER is the forward or rearward tilt of the relative to the centerline of the vehicle. Incorrect
steering knuckle from vertical. Tilting the top of the thrust angle can cause off-center steering and exces-
knuckle rearward provides positive caster. Tilting the sive tire wear. This angle is not adjustable, damaged
top of the knuckle forward provides negative caster. component(s) must be replaced to correct the thrust
Caster is a directional stability angle. This angle angle.
enables the front wheels to return to a straight
ahead position after turns. CAUTION: Never attempt to modify suspension or
• CAMBER is the inward or outward tilt of the steering components by heating or bending.
wheel relative to the center of the vehicle. Tilting the
top of the wheel inward provides negative camber. NOTE: Periodic lubrication of the front suspension/
Tilting the top of the wheel outward provides positive steering system components may be required. Rub-
camber. Incorrect camber will cause wear on the ber bushings must never be lubricated. Refer to
inside or outside edge of the tire. The angle is not Group 0, Lubrication And Maintenance for the rec-
adjustable, damaged component(s) must be replaced ommended maintenance schedule.
to correct the camber angle.
• WHEEL TOE POSITION is the difference
between the leading inside edges and trailing inside
edges of the front tires. Incorrect wheel toe position
is the most common cause of unstable steering and
2-2 SUSPENSION ZG
Fig. 1 Wheel Alignment Measurements

SERVICE PROCEDURES CAMBER
The wheel camber angle is preset. This angle is not
PRE-ALIGNMENT adjustable and cannot be altered.
Before starting wheel alignment, the following
inspection and necessary corrections must be com- CASTER
pleted. Refer to Suspension and Steering System Check the caster of the front axle for correct angle.
Diagnosis Chart for additional information. Be sure the axle is not bent or twisted. Road test the
(1) Inspect tires for size, air pressure and tread vehicle and observe the steering wheel return-to-cen-
wear. ter position. Low caster will cause poor steering
(2) Inspect front wheel bearings for wear. wheel returnability.
(3) Inspect front wheels for excessive radial or lat- During the road test, turn the vehicle to both the
eral runout and balance. left and right. If the steering wheel returns to the
(4) Inspect ball studs, linkage pivot points and center position unassisted, the caster angle is correct.
steering gear for looseness, roughness or binding. However, if steering wheel does not return toward
(5) Inspect suspension components for wear and the center position unassisted, a low caster angle is
noise. probable.
Caster can be adjusted by loosening and rotating
WHEEL ALIGNMENT the cams on the lower suspension arm (Fig. 2).
Before each alignment reading the vehicle should Changing caster angle will also change the
be jounced (rear first, then front). Grasp each front propeller shaft angle. The propeller shaft
bumper at the center and jounce the vehicle up and angle has priority over caster. Refer to Group 3,
down three times. Always release the bumper in the Differential and Driveline for additional infor-
down position. mation.
ZG SUSPENSION 2-3
Fig. 3 Drag Link and Tie Rod Clamp (LHD)
Fig. 2 Cam Adjuster

TOE POSITION (LHD)
NOTE: The wheel toe position adjustment should

be the final adjustment.
(1) Start the engine and turn wheels both ways

before straightening the steering wheel. Center and
(2) Loosen the adjustment sleeve clamp bolts (Fig.
3).
(3) Adjust the right wheel toe position with the Fig. 4 Steering Linkage (LHD)
drag link (Fig. 4). Turn the sleeve until the right
wheel is at the correct positive TOE-IN position. TOE POSITION (RHD)
Position the clamp bolts as shown (Fig. 3) and
NOTE: The wheel toe position adjustment should
tighten to:
be the final adjustment.
• Vehicles with 2.5L engine: 27 N·m (20 ft. lbs.)
• Vehicles with 4.0L engine: 27 N·m (20 ft. lbs.) (1) Start the engine and turn wheels both ways
• Vehicles with 5.2L engine: 49 N·m (36 ft. lbs.) before straightening the steering wheel. Center and
NOTE: Make sure the toe setting does not change
(2) Loosen the adjustment sleeve clamp bolts (Fig.
during clamp tightening.
5).
(4) Adjust the left wheel toe position with the tie (3) Adjust the left wheel toe position with the drag
rod. Turn the sleeve until the left wheel is at the link (Fig. 5). Turn the sleeve until the left wheel is at
same TOE-IN position as the right wheel. Position the correct positive TOE-IN position. Position the
the clamp bolts as shown (Fig. 3) and tighten to: clamp bolts to their original position and tighten to:
• Vehicles with 2.5L engine: 27 N·m (20 ft. lbs.) • Vehicles with 2.5L engine: 27 N·m (20 ft. lbs.)
NOTE: Make sure the toe setting does not change NOTE: Make sure the toe setting does not change
during clamp tightening. during clamp tightening.
(5) Verify the toe setting.

2-4 SUSPENSION ZG
(5) Verify the toe setting.
SPECIFICATIONS
ALIGNMENT
FRONT WHEELS
ADJUSTMENT PREFERRED RANGE

CASTER 7° 6.5° to 7.5°
CAMBER NA − 1.13° to +
0.13°
TOE-IN 0.12° 0° to + 0.22°
(each wheel)
Toe Differential Left to Right .05°
Fig. 5 Steering Linkage (RHD)
(4) Adjust the right wheel toe position with the tie REAR AXLE
rod. Turn the sleeve until the right wheel is at the
same TOE-IN position as the left wheel. Position the ADJUSTMENT SPECIFICATION
clamp bolt to it’s original position and tighten to: THRUST ANGLE 6 .25°
TOTAL TOE-IN 0.00 to + 0.5°
NOTE: Make sure the toe setting does not change

during clamp tightening.
ZG SUSPENSION 2-5
FRONT SUSPENSION
INDEX
page page
DESCRIPTION AND OPERATION STABILIZER BAR . . . . . . . . . . . . . . . . . . . . . . . . . 8

FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . . 5 STEERING KNUCKLE . . . . . . . . . . . . . . . . . . . . . 7
DIAGNOSIS AND TESTING TRACK BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
SHOCK DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . 6 UPPER SUSPENSION ARM . . . . . . . . . . . . . . . . . 8
REMOVAL AND INSTALLATION WHEEL MOUNTING STUDS . . . . . . . . . . . . . . . . 10
AXLE BUSHING . . . . . . . . . . . . . . . . . . . . . . . . . . 8 SPECIFICATIONS
HUB BEARING . . . . . . . . . . . . . . . . . . . . . . . . . . 10 SPECIAL TOOLS
LOWER SUSPENSION ARM . . . . . . . . . . . . . . . . 7 FRONT SUSPENSION . . . . . . . . . . . . . . . . . . . . 11
SHOCK ABSORBER . . . . . . . . . . . . . . . . . . . . . . . 6
DESCRIPTION AND OPERATION cam bolts at the axle to allow for caster and pinion
angle adjustment. The suspension arm travel is lim-
FRONT SUSPENSION ited through the use of jounce bumpers in compres-
The front suspension is a link/coil design (Fig. 1). sion and shocks absorbers in rebound.
This design is used on Left Hand Drive (LHD) and Stabilizer Bar: The stabilizer bar is used to con-
Right Hand Drive (RHD) vehicles. The suspension is trol vehicle body roll during turns. The spring steel
comprised of: bar helps to control the vehicle body in relationship
• Drive axle (4WD), tube axle (2WD) to the suspension. The bar extends across the front
• Dual-action shock absorbers underside of the chassis and connects to the frame
• Coil springs rails. Links are connected from the bar to the axle
• Upper and lower suspension arms brackets. Stabilizer bar mounts are isolated by rub-
• Stabilizer bar ber bushings.
• Track bar Track Bar: The track bar is used to control front
• Jounce Bumper axle lateral movement. The bar is attached to a
Link/Coil Suspension: The link/coil suspension frame rail bracket with a ball stud and isolated with
allows each wheel to adapt to different road surfaces a bushing at the axle bracket.
without greatly affecting the opposite wheel. Wheels
are attached to a hub/bearings which bolts to the CAUTION: Components attached with a nut and
knuckles. The hub/bearing is not serviceable and is cotter pin must be torqued to specification. Then if
replaced as a unit. Steering knuckles pivot on the slot in the nut does not line up with the cotter
replaceable ball studs attached to the axle tube pin hole, tighten nut until it is aligned. Never loosen
yokes. the nut to align the cotter pin hole.
Shock Absorbers: The shock absorbers dampen
jounce and rebound motion of the vehicle over vari- CAUTION: Suspension components with rubber/
ous road conditions. The top of the shock absorbers urethane bushings (except stabilizer bar) should be
are bolted to the body. The bottom of the shocks are tightened with the vehicle at normal ride height. It is
bolted to the axle brackets. important to have the springs supporting the weight
Coil Springs: The coil springs control ride quality of the vehicle when the fasteners are torqued. If
and maintain proper ride height. The coil springs springs are not at their normal ride position, vehicle
mount up in the wheelhouse which is part of the ride comfort could be affected and premature bush-
unitized body bracket. A rubber doughnut isolator is ing wear may occur.
located between the top of the spring and the body.
The bottom of the spring seats on a axle pad and is
retained with a clip. NOTE: Periodic lubrication of the front suspension/
Upper And Lower Suspension: The suspension steering system components may be required. Rub-
arms use bushings to isolate road noise. The suspen- ber bushings must never be lubricated. Refer to
sion arms are bolted to the frame and axle through Group 0, Lubrication And Maintenance for the rec-
the rubber bushings. The lower suspension arm uses ommended maintenance schedule.
2-6 SUSPENSION ZG
Fig. 1 Front Suspension (LHD)

NOTE: The service procedures and torque specifi- The shock absorber bushings do not require any
cations are the same for LHD and RHD vehicles. type of lubrication. Do not attempt to stop bushing
The following service procedures and pictures were noise by lubricating them. Grease and mineral oil-
developed with a LHD vehicle. base lubricants will deteriorate the bushing.

SHOCK ABSORBER
SHOCK DIAGNOSIS
A knocking or rattling noise from a shock absorber REMOVAL
may be caused by movement between mounting (1) Remove the nut, retainer and grommet from
bushings and metal brackets or attaching compo- the upper stud in the engine compartment (Fig. 2).
nents. These noises can usually be stopped by tight- (2) Remove the lower nuts and bolts from the axle
ening the attaching nuts. If the noise persists, bracket. Remove the shock absorber.
ing components. Repair as necessary if any of these INSTALLATION
conditions exist. (1) Position the lower retainer and grommet on the
A squeaking noise from the shock absorber may be upper stud. Insert the shock absorber through the
caused by the hydraulic valving and may be intermit- shock tower hole.
tent. This condition is not repairable and the shock (2) Install the lower bolts and nuts. Tighten nuts
absorber must be replaced. to 28 N·m (250 in. lbs.).
The shock absorbers are not refillable or adjust- (3) Install the upper grommet and retainer on the
able. If a malfunction occurs, the shock absorber stud in the engine compartment. Install the nut and
must be replaced. To test a shock absorber, hold it in tighten to 23 N·m (17 ft. lbs.).
ZG SUSPENSION 2-7
(3) Raise the axle into position until the spring
seats in the upper mount.
(4) Install lower suspension arms and rear bolts.
(5) Install caliper flex hose brackets to the frame
rails.
(6) Install ABS sensor wires into brackets.
absorbers to the axle bracket. Connect the track bar
to the frame rail bracket.
(8) Install drag link to pitman arm.
(10) Tighten all suspension components to proper
torque.
STEERING KNUCKLE
For service procedures on the steering knuckle and
ball joints refer to Group 3 Differentials And Driv-
eline.
LOWER SUSPENSION ARM

REMOVAL
(2) Paint or scribe alignment marks on the cam
adjusters and suspension arm for installation refer-
ence (Fig. 3).
Fig. 2 Coil Spring & Shock Absorber

COIL SPRING
REMOVAL
(1) Raise and support the vehicle. Position a
(2) Remove rear lower suspension arm bolts.
(3) Remove caliper flex hose brackets from the
frame rails.
(4) Remove ABS sensor wires from brackets.
(5) Disconnect the stabilizer bar link and shock
absorber from the axle.
bracket.
(7) Disconnect the drag link from the pitman arm.
(8) Lower the axle until the spring is free from the
upper mount. Remove the coil spring retainer bolt
(Fig. 2) and remove the spring.
(9) Remove the jounce bumper if necessary from
the upper spring mount (Fig. 2).
Fig. 3 Cam Adjuster
INSTALLATION (3) Remove the lower suspension arm nut, cam
(1) Install the jounce bumper on the upper spring and cam bolt from the axle (Fig. 4).
mount. (4) Remove the nut and bolt from the frame rail
(2) Position the coil spring on the axle pad. Install bracket and remove the lower suspension arm (Fig.
the spring retainer and bolt. Tighten bolt to 22 N·m 4).
(16 ft lb).
2-8 SUSPENSION ZG
(2) Position spacer 7932-1 (J-35581-1) over the
bushing in the axle for two-wheel drive axles and
right side on Model 30 axle.
(3) Install Bushing Removal/Installer (Fig. 5).
(4) Remove the bushing by tightening the Long
Nut.

INSTALLATION
(2) Install the rear bolts and finger tighten the
new nuts.
(3) Install a new cam bolt, cam and new nut in the
axle. Re-align the reference marks.
(4) Install the bolts and finger tighten the new
nuts.
(6) Tighten the axle bracket nut to 115 N·m (85 ft.
lbs.). Fig. 5 Bushing Removal
(7) Tighten the frame bracket nut to 176 N·m (130 NOTE: For two-wheel drive axles and right side on
ft. lbs.). Model 30 axle, do not remove spacer 7932-1
(8) Check the alignment if new parts were (J-35581-1). This spacer is need for installation.
installed.
UPPER SUSPENSION ARM INSTALLATION

(1) Position new bushing, Receiver and Installer
REMOVAL on axle (Fig. 6).
(1) Raise and support the vehicle. (2) Install the bushing by tightening the Long Nut.
(2) Remove the upper suspension arm nut and bolt (3) Remove tools and install the upper suspension
at the axle bracket (Fig. 4). arm.
remove the upper suspension arm. STABILIZER BAR
(1) Position the upper suspension arm at the axle (1) Raise and support the vehicle.
and frame rail. (2) Remove upper link bolts (Fig. 7) and separate
(2) Install the bolts and finger tighten the nuts. links from the stabilizer bar with Remover
(3) Remove the supports and lower the vehicle. MB-990635.
(4) Tighten the nut at the axle and frame bracket (3) Remove the stabilizer bar clamps bolts from
to 75 N·m (55 ft. lbs.). the frame rails and remove the stabilizer bar.
(4) Remove the stabilizer bar link nuts from the
AXLE BUSHING axle brackets (Fig. 7).
(1) Remove the upper suspension arm from axle. (1) Position the stabilizer bar on the frame rail
and install the clamps and bolts. Ensure the bar is
ZG SUSPENSION 2-9
N·m (70 ft. lbs.).
TRACK BAR
REMOVAL
stud end at the frame rail bracket (Fig. 8).
(3) Use a universal puller to separate the ball stud
from the frame rail bracket.
(4) Remove the bolt and flag nut from the axle
shaft tube bracket (Fig. 8). Remove the track bar.
Fig. 6 Bushing Installation
Fig. 8 Track Bar

INSTALLATION
(1) Install the track bar at axle tube bracket.
Loosely install the retaining bolt and flag nut.
Fig. 7 Stabilizer Bar (2) It may be necessary to pry the axle assembly
centered with equal spacing on both sides. Tighten over to install the track bar at the frame rail. Install
the bolts to 54 N·m (40 ft. lbs.). track bar at the frame rail bracket. Install the
(2) Install the links into the stabilizer bar and axle retaining nut on the stud.
brackets. (3) Tighten the ball stud nut to 81 N·m (60 ft.
(3) Tighten the nuts at the axle bracket end to 95 lbs.). Install a new cotter pin.
N·m (70 ft. lbs.). (4) Remove the supports and lower the vehicle.
(4) Tighten the stabilizer bar to link nuts to 61 (5) Tighten the bolt at the axle shaft tube bracket
N·m (45 ft. lbs.). to 75 N·m (55 ft. lbs.).
(5) Remove the supports and lower the vehicle. (6) Check alignment if a new track bar was
installed.
2 - 10 SUSPENSION ZG
Fig. 9 Hub Bearing & Knuckle

HUB BEARING (4) Remove stud from hub with Remover C-4150A
(Fig. 10).
REMOVAL
(2) Remove the wheel and tire assembly.
(3) Remove the brake caliper, rotor and ABS wheel
speed sensor, refer to Group 5 Brakes.
(4) Remove the cotter pin, nut retainer and axle
hub nut (Fig. 9).
(5) Remove the hub mounting bolts and remove
hub bearing from the steering knuckle and axle
shaft.
INSTALLATION
(1) Install the hub bearing and brake dust shield
to the knuckle.
(2) Install the hub to knuckle bolts and tighten to
102 N·m (75 ft. lbs.).
(3) Install the hub washer and nut. Tighten the
hub nut to 237 N·m (175 ft. lbs.). Install the nut
Fig. 10 Wheel Stud Removal
retainer and a new cotter pin. INSTALLATION
(4) Install the brake rotor, caliper and ABS wheel (1) Install new stud into hub flange.
speed sensor, refer to Group 5 Brakes. (2) Install three washers onto stud, then install
(5) Install the wheel and tire assembly. lug nut with the flat side of the nut against the
(6) Remove support and lower the vehicle. washers.
(3) Tighten lug nut until the stud is pulled into
WHEEL MOUNTING STUDS the hub flange. Verify that the stud is properly
seated into the flange.
REMOVAL (4) Remove lug nut and washers.
(1) Raise and support vehicle. (5) Install the brake rotor and caliper, refer to
(2) Remove wheel and tire assembly. Group 5 Brakes for procedure.
(3) Remove brake caliper and rotor, refer to Group
5 Brakes for procedure.
ZG SUSPENSION 2 - 11
(6) Install wheel and tire assembly, use new lug
nut on stud or studs that were replaced.
(7) Remove support and lower vehicle.
SPECIFICATIONS
TORQUE CHART
DESCRIPTION TORQUE
Shock Absorber Nut, Long 7603 (J-21474–18)
Upper Nut . . . . . . . . . . . . . . . . .23 N·m (17 ft. lbs.)
Lower Nut . . . . . . . . . . . . . . . . .28 N·m (21 ft. lbs.)
Nuts . . . . . . . . . . . . . . . . . . . . .75 N·m (55 ft. lbs.)
Axle Bracket Nut . . . . . . . . . . .115 N·m (85 ft. lbs.)
Frame Bracket Nut . . . . . . . .176 N·m (130 ft. lbs.)
Stabilizer Bar
Link Upper Nut. . . . . . . . . . . . .61 N·m (45 ft. lbs.)
Link Lower Bolt . . . . . . . . . . . .95 N·m (70 ft. lbs.) Bolt, Special 7604 (J-21474–19)
Track Bar
Ball Stud Nut . . . . . . . . . . . . . .81 N·m (60 ft. lbs.)
Axle Bracket Bolt . . . . . . . . . . .75 N·m (55 ft. lbs.)
Track Bar Bracket
Bolts . . . . . . . . . . . . . . . . . . . .121 N·m (90 ft. lbs.)
Nut . . . . . . . . . . . . . . . . . . . . .121 N·m (90 ft. lbs.)
Support Bolts . . . . . . . . . . . . . .95 N·m (70 ft. lbs.)
Hub Bearing
Bolts . . . . . . . . . . . . . . . . . . . . . .102 N·m (75 ft. lbs.)
SPECIAL TOOLS Remover C-4150A
FRONT SUSPENSION
Remover Tie Rod End MB-990635
Remover/Installer Suspension Bushing 7932

(J-35581)
REAR SUSPENSION
INDEX
page page
DESCRIPTION AND OPERATION SHOCK ABSORBER . . . . . . . . . . . . . . . . . . . . . . 13

REAR SUSPENSION . . . . . . . . . . . . . . . . . . . . . 12 STABILIZER BAR . . . . . . . . . . . . . . . . . . . . . . . . 14
SHOCK DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . 13 UPPER SUSPENSION ARM . . . . . . . . . . . . . . . . 14
LOWER SUSPENSION ARM . . . . . . . . . . . . . . . . 13
DESCRIPTION AND OPERATION Upper And Lower Suspension: The suspension

arms use bushings to isolate road noise. The suspen-
REAR SUSPENSION sion arms are bolted to the body and axle through
The rear suspension is link/coil design comprised of the rubber bushings. The lower suspension arm has
(Fig. 1): provision for the use of cam bolts at the axle to allow
• Drive axle for pinion angle or thrust angle adjustment. The
• Dual-action shock absorbers cams are available as a service kit and are not
• Coil springs installed at the factory. The suspension arm travel is
• Upper and lower suspension arms limited through the of use jounce bumpers in com-
• Track bar pression and shock absorbers in rebound.
• Stabilizer bar Shock Absorbers: The shock absorbers dampen
jounce and rebound of the vehicle over various road
conditions. The top of the shock absorbers are bolted
to the body. The bottom of the shocks are bolted to
the axle shock absorber bracket.
Coil Springs: The coil springs mount up in the
fender shield that is part of the unitized body
bracket. There is a rubber isolator between the top of
the spring and bracket to isolate road noise. The bot-
tom of the spring seats on the axle pad and is
retained with a clip.
Stabilizer Bar: The stabilizer bar is used to con-
trol vehicle body roll during turns. The spring steel
bar helps to equalize the vehicle body in relationship
to the suspension. The bar extends across the under-
side of the chassis and connects to the frame rails.
Links are connected from the bar to the axle brack-
ets. Stabilizer bar are isolated by rubber bushings.
Track Bar: The track bar is used to control rear
axle lateral movement. The track bar is attached to a
frame rail bracket and an axle bracket. It is isolated
with bushings at both ends.
CAUTION: Suspension components with rubber/

urethane bushings (except stabilizer bar) should be
tightened with the vehicle at normal ride height. It is
important to have the springs supporting the weight
of the vehicle when the fasteners are torqued. This
will maintain vehicle ride comfort and prevent pre-
mature bushing wear.
Fig. 1 Rear Suspension

SHOCK DIAGNOSIS
A knocking or rattling noise from a shock absorber
may be caused by movement between mounting
bushings and metal brackets or attaching compo-
nents. These noises can usually be stopped by tight-
ening the attaching nuts. If the noise persists,
ing components. Repair as necessary if any of these
conditions exist.
A squeaking noise from the shock absorber may be
caused by the hydraulic valving and may be intermit-
tent. This condition is not repairable and the shock
absorber must be replaced.
The shock absorbers are not refillable or adjust-
able. If a malfunction occurs, the shock absorber
The shock absorber bushings do not require any
type of lubrication. Do not attempt to stop bushing Fig. 2 Rear Coil Spring & Shock Absorber
bracket.
(4) Lower the axle until the spring is free from the
REMOVAL AND INSTALLATION upper mount seat. Remove the coil spring retainer
bolt (Fig. 2) and remove the spring.
SHOCK ABSORBER
INSTALLATION
REMOVAL Inspect isolator for damage or wear. Replace the
(1) Raise and support the vehicle. Position a isolator if necessary before installing spring.
hydraulic jack under the axle to support it. (1) Position the coil spring on the axle pad. Install
(2) Remove the upper nut and retainer from the the spring retainer and bolt. Tighten the bolt to 22
frame rail stud (Fig. 2). N·m (16 ft. lbs.).
(3) Remove the lower nut and bolt from the axle (2) Raise the axle into position until the spring
bracket. Remove the shock absorber. seats in the upper mount.
INSTALLATION absorbers to the axle bracket. Connect the track bar
(1) Install the shock absorber on the upper frame to the frame rail bracket.
rail stud. Install the shock absorber on the axle (4) Remove the supports and lower the vehicle.
bracket. (5) Tighten the track bar and shock absorber to
(2) Install the retainer and nut on the stud. specified torque.
Tighten the upper nut to 70 N·m (52 ft. lbs.).
(3) Install lower bolt and nut finger tight. LOWER SUSPENSION ARM
(5) Tighten the lower nut to 92 N·m (68 ft. lbs.). REMOVAL
COIL SPRING (2) Remove the lower suspension arm nut and bolt
at the axle bracket (Fig. 3).
REMOVAL (3) Remove the nut and bolt (Fig. 3) at the frame
(1) Raise and support the vehicle. Position a rail and remove the lower suspension arm.
(2) Disconnect the stabilizer bar link and shock INSTALLATION
absorber from the axle bracket. (1) Position the lower suspension arm at the axle
(5) Disconnect the stabilizer bar clamps from the
frame rails. Remove the stabilizer bar.

(4) Tighten the lower suspension arm nuts to 177 Fig. 4 Rear Stabilizer Bar
N·m (130 ft. lbs.). INSTALLATION
UPPER SUSPENSION ARM and install the clamps and bolts. Ensure the bar is
REMOVAL the bolts to 54 N·m (40 ft. lbs.).
(1) Raise and support the vehicle. (2) Install the links and grommets onto the stabi-
(2) Remove the upper suspension arm nut and bolt lizer bar and axle brackets. Install the nuts and
at the axle bracket (Fig. 3). Remove the ABS wire tighten to 36 N·m (27 ft. lbs.).
bracket from the arm. (3) Connect the muffler and tail pipe to their
(3) Remove the nut and bolt at the frame rail and hangers.
remove the upper suspension arm. (4) Install the wheel and tire assembly.
INSTALLATION TRACK BAR
and frame rail. REMOVAL
(2) Install the bolts and finger tighten the nuts. (1) Raise and support the vehicle.
Install the ABS wire bracket onto the arm. (2) Remove the bolt and nut from the frame rail
(3) Remove the supports and lower the vehicle. bracket (Fig. 5).
(4) Tighten the upper suspension arm nuts to 75 (3) Remove the bolt from the axle tube bracket
N·m (55 ft. lbs.). (Fig. 5). Remove the track bar.
STABILIZER BAR INSTALLATION

(1) Install the track bar to the axle bracket and
REMOVAL install a new bolt.
(1) Raise and support the vehicle. Remove one (2) It may be necessary to pry the axle assembly
wheel and tire. over to install the track bar. Install the track bar to
(2) Disconnect the stabilizer bar links from the the frame rail bracket. Loosely install the bolt and
axle brackets (Fig. 4). flag nut.
(3) Lower the exhaust by disconnecting the muffler (3) Remove the supports and lower the vehicle.
and tail pipe hangers. (4) Tighten the track bar bolts 100 N·m (74 ft.
(4) Disconnect the stabilizer bar from the links. lbs.).
SPECIFICATIONS
TORQUE CHART
DESCRIPTION TORQUE
Shock Absorber
Upper Nut. . . . . . . . . . . . . . . . .70 N·m (52 ft. lbs.)
Lower Nut. . . . . . . . . . . . . . . . .92 N·m (68 ft. lbs.)
Nuts . . . . . . . . . . . . . . . . . . . . .75 N·m (55 ft. lbs.)
Nuts . . . . . . . . . . . . . . . . . . .177 N·m (130 ft. lbs.)
Stabilizer Bar
Link Nut . . . . . . . . . . . . . . . . . .36 N·m (27 ft. lbs.)
Track Bar
Frame Bracket Nut . . . . . . . . .100 N·m (74 ft. lbs.)
Axle Bracket Bolt . . . . . . . . . .100 N·m (74 ft. lbs.)
Fig. 5 Rear Track Bar

ZJ DIFFERENTIAL AND DRIVELINE 3-1
DIFFERENTIAL AND DRIVELINE

CONTENTS
page page
181 FBI AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 216 RBA AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . 88

194 RBI AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 PROPELLER SHAFTS . . . . . . . . . . . . . . . . . . . . . . 1
PROPELLER SHAFTS
INDEX
page page

FRONT PROPELLER SHAFT . . . . . . . . . . . . . . . . 1 FRONT PROPELLER SHAFT . . . . . . . . . . . . . . . . 7
LUBRICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 REAR PROPELLER SHAFT . . . . . . . . . . . . . . . . . 8
PRECAUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . 4 DISASSEMBLY AND ASSEMBLY
PROPELLER SHAFT JOINT ANGLE . . . . . . . . . . . 2 DOUBLE CARDAN JOINT . . . . . . . . . . . . . . . . . 10
PROPELLER SHAFT JOINTS . . . . . . . . . . . . . . . . 2 SINGLE CARDAN UNIVERSAL JOINT . . . . . . . . . 8
PROPELLER SHAFTS . . . . . . . . . . . . . . . . . . . . . 1 CLEANING AND INSPECTION
DIAGNOSIS AND TESTING SINGLE AND DOUBLE CARDAN JOINT . . . . . . . 14
RUNOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 5 ADJUSTMENTS
UNBALANCE . . . . . . . . . . . . . . . . . . . . . . . . . ... 4 AXLE PINION ANGLE ADJUSTMENT . . . . . . . . . 14
VIBRATION . . . . . . . . . . . . . . . . . . . . . . . . . . ... 4 FRONT PROPELLER SHAFT MEASUREMENT . . 14
SERVICE PROCEDURES SPECIFICATIONS
DRIVELINE ANGLE MEASUREMENT TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
PREPARATION . . . . . . . . . . . . . . . . . . . . . . ... 6 SPECIAL TOOLS
PROPELLER SHAFT ANGLE MEASUREMENT ... 6 PROPELLER SHAFT . . . . . . . . . . . . . . . . . . . . . 15
GENERAL INFORMATION The propeller shaft is designed and built with the
yoke lugs in line with each other which is called
PROPELLER SHAFTS phasing. This design produces the smoothest running
The function of a propeller shaft is to transmit condition. An out of phase shaft can cause a vibra-
power from one point to another in a smooth action. tion.
The shaft is designed to send torque through an Before undercoating a vehicle, the propeller
angle from the transmission (transfer case on 4WD shaft and the U-joints should be covered. This
vehicles) to the axle (Fig. 1). will prevent the undercoating from causing an
The propeller shaft must operate through con- out of balance condition and vibration.
stantly changing relative angles between the trans-
mission and axle. It must also be capable of changing CAUTION: Use exact replacement parts for attach-
length while transmitting torque. The axle rides sus- ing the propeller shafts. This will ensure safe oper-
pended by springs in a floating motion. This means ation. The specified torque must always be applied
the propeller shaft must be able to change angles when tightening the fasteners.
when going over various roads. This is accomplished
through universal joints, which permit the propeller
FRONT PROPELLER SHAFT
shaft to operate at different angles. The slip joints (or
There are two front propeller shafts used on ZJ
yokes) permit contraction or expansion.
vehicles. Both shafts use a double cardan joint at the
Tubular propeller shafts are balanced by the man-
transfer case end. The difference between the two
ufacturer with weights spot welded to the tube.
3-2 DIFFERENTIAL AND DRIVELINE ZJ
Fig. 1 Front & Rear Propeller Shafts

shafts is how they connect to the front axle and how
they handle the variation in length required by sus-
pension travel. The one shaft has a Constant Velocity
(CV) joint at the axle end of the propeller shaft which
contracts and extends as necessary. The CV joint has
a splined shaft which allows the overall shaft length
to be adjusted for optimum joint travel. This spline
shaft is then locked in place with a nut. The second
shaft uses a single Cardan universal joint at the axle
and a slip yoke to handle length changes.
PROPELLER SHAFT JOINTS

Three different types of propeller shaft joints are
used in ZJ vehicles (Fig. 2), (Fig. 3), and (Fig. 4).
None of the three joints are servicible. If worn or
damaged, they must be replaced. If a vehicle has a
damaged or worn Constant Velocity (CV) joint, or Fig. 2 Single Cardan U-Joint
boot, the propeller shaft must be replaced. shaft will make the yokes out of phase and cause a
noticeable vibration.
PROPELLER SHAFT JOINT ANGLE When taking propeller shaft joint angle measure-
When two shafts come together at a common joint, ments, or checking the phasing, of two piece shafts,
the bend that is formed is called the operating angle. consider each shaft separately.
The larger the angle, the larger the amount of angu- Ideally the driveline system should have;
lar acceleration and deceleration of the joint. This • Angles that are equal or opposite within 1
speeding up and slowing down of the joint must be degree of each other.
cancelled to produce a smooth power flow. This is • Have a 3 degree maximum operating angle.
done through the phasing of a propeller shaft and • Have at least a 1/2 degree continuous operating
ensuring that the proper propeller shaft joint work- (propeller shaft) angle.
ing angles are maintained.
A propeller shaft is properly phased when the yoke
ends are in the same plane, or in line. A twisted
Fig. 3 Double Cardan U-Joint
Fig. 5 Maximum Angles And Engine Speed

life of the vehicle and do not need lubrication. All
universal joints should be inspected for leakage and
damage each time the vehicle is serviced. If seal
Fig. 4 Constant Velocity Joint
leakage or damage exists, the universal joint should
Engine speed (rpm) is the main factor in determin- be replaced.
ing the maximum allowable operating angle. As a The Constant Velocity joint should also be
guide to the maximum normal operating angles refer inspected each time the vehicle is serviced. The CV
to (Fig. 5). joint boot is designed to last the life of the vehicle
and to keep the joint lubricated. If grease leakage or
LUBRICATION boot damage is found, the propeller shaft must be
The slip yoke on the one style of front propeller replaced.
shaft is equipped with a lubrication fitting. Use a
multi-purpose NLGI Grade 2 EP lubricant. The fac-
tory installed universal joints are lubricated for the
PRECAUTIONS CAUTION: It is very important to protect the exter-
Use the exact replacement parts when installing nal machined surface of the slip yoke from damage
the propeller shafts. The use of the correct replace- during and after propeller shaft removal. If the yoke
ment parts helps to ensure safe operation. All fasten- is damaged, the transmission extension seal may
ers must be torqued to the specified values for safe be damaged and therefore cause a leak.
operation.
Also make alignment reference marks (Fig. 6) on
the propeller shaft yoke and axle, or transmission, DIAGNOSIS AND TESTING
yoke prior to servicing. This helps to eliminate possi-
ble vibration. VIBRATION
Tires that are out-of-round, or wheels that are
unbalanced, will cause a low frequency vibration.
Refer to Group 22, Tires and Wheels, for additional
information.
Brake drums that are unbalanced will cause a
harsh, low frequency vibration. Refer to Group 5,
Brakes, for additional information.
Driveline vibration can also result from loose or
damaged engine mounts. Refer to Group 9, Engines,
Propeller shaft vibration increases as the vehicle
speed is increased. A vibration that occurs within a
specific speed range is not usually caused by a pro-
peller shaft being unbalanced. Defective universal
joints, or an incorrect propeller shaft angle, are usu-
ally the cause of such a vibration.
Fig. 6 Reference Marks on Yokes
CAUTION: Do not allow the propeller shaft to drop UNBALANCE
or hang from any propeller shaft joint during
removal. Attach the propeller shaft to the vehicle NOTE: Removing and re-indexing the propeller
underside with wire to prevent damage to the joints. shaft 180° relative to the yoke may eliminate some
vibrations.
DRIVELINE VIBRATION
If propeller shaft is suspected of being unbalanced,
it can be verified with the following procedure:
(1) Raise the vehicle.
(2) Clean all the foreign material from the propel-
ler shaft and the universal joints.
(3) Inspect the propeller shaft for missing balance
weights, broken welds, and bent areas. If the pro-
peller shaft is bent, it must be replaced.
(4) Inspect the universal joints to ensure that they
are not worn, are properly installed, and are cor-
rectly aligned with the shaft.
(5) Check the universal joint clamp screws torque.
(6) Remove the wheels and tires. Install the wheel
lug nuts to retain the brake drums or rotors.
(7) Mark and number the shaft six inches from the
yoke end at four positions 90° apart.
(8) Run and accelerate the vehicle until vibration Fig. 8 Two Clamp Screws At The Same Position
occurs. Note the intensity and speed the vibration
occurred. Stop the engine.
(9) Install a screw clamp at position 1 (Fig. 7).
Fig. 9 Clamp Screws Separated

RUNOUT
(1) Remove dirt, rust, paint, and undercoating
Fig. 7 Clamp Screw At Position 1 from the propeller shaft surface where the dial indi-
(10) Start the engine and re-check for vibration. If cator will contact the shaft.
there is little or no change in vibration, move the (2) The dial indicator must be installed perpendic-
clamp to one of the other three positions. Repeat the ular to the shaft surface.
vibration test. (3) Measure runout at the center and ends of the
(11) If there is no difference in vibration at the shaft sufficiently far away from weld areas to ensure
other positions, the source of the vibration may not that the effects of the weld process will not enter into
be propeller shaft. the measurements.
(12) If the vibration decreased, install a second (4) Refer to Runout Specifications chart.
clamp (Fig. 8) and repeat the test. (5) If the propeller shaft run-out is out of specifi-
(13) If the additional clamp causes an additional cation, remove the propeller shaft, index the shaft
vibration, separate the clamps (1/4 inch above and 180°, and re-install the propeller shaft. Measure
below the mark). Repeat the vibration test (Fig. 9). shaft runout again.
(14) Increase distance between the clamp screws (6) If the propeller shaft runout is now within
and repeat the test until the amount of vibration is specifications, mark the shaft and yokes for proper
at the lowest level. Bend the slack end of the clamps orientation.
so the screws will not loosen. (7) If the propeller shaft runout is not within spec-
(15) If the vibration remains unacceptable, apply ifications, verify that the runout of the transmission/
the same steps to the front end of the propeller shaft. transfer case and axle are within specifications.
(16) Install the wheel and tires. Lower the vehicle.
Correct as necessary and re-measure propeller shaft Center bubble in sight glass and record measure-
runout. ment.
(8) Replace the propeller shaft if the runout still This measurement will give you the transmis-
exceeds the limits. sion or Output Yoke Angle (A).
RUNOUT SPECIFICATIONS
SERVICE PROCEDURES
DRIVELINE ANGLE MEASUREMENT PREPARATION
Before measuring universal joint angles, the fol-
lowing must be done;
• Inflate all tires to correct pressure.
• Check the angles in the same loaded or
unloaded condition as when the vibration occurred. Fig. 10 Front (Output) Angle Measurement (A)
Propeller shaft angles change according to the
(3) Rotate propeller shaft 90 degrees and place
amount of load in the vehicle.
Inclinometer on yoke bearing cap, or propeller shaft
• Check the condition of all suspension compo-
tube on CV style propeller shaft, parallel to the shaft
nents and verify all fasteners are torqued to specifi-
(Fig. 11). Center bubble in sight glass and record
cations.
measurement. This measurement can also be taken
• Check the condition of the engine and transmis-
at the rear end of the shaft.
sion mounts and verify all fasteners are torqued to
This measurement will give you the propeller
specifications.
shaft angle (C).
PROPELLER SHAFT ANGLE MEASUREMENT
To accurately check driveline alignment, raise and
support the vehicle at the axles as level as possible.
Allow the wheels and propeller shaft to turn. Remove
any external bearing snap rings, if equipped, from
universal joint so that the inclinometer base sits flat.
The same basic procedure apllies to both styles of
front propeller shafts and the rear propeller shaft. To
obtain the front (output) angle on the CV style front
propeller shaft, the inclinometer is placed on the
machined ring of the pinion flange. To obtain the pro-
peller shaft angle measurement on the CV style front
propeller shaft, the inclinometer is placed on the pro-
peller shaft tube.
(1) Rotate the shaft until transmission/transfer
case output yoke bearing cap is facing downward, if
necessary.
Always make measurements from front to
rear.
(2) Place Inclinometer on yoke bearing cap, or the Fig. 11 Propeller Shaft Angle Measurement (C)
pinion flange ring, (A) parallel to the shaft (Fig. 10).
(4) Subtract smaller figure from larger (C minus
A) to obtain transmission output operating angle.
(5) Rotate propeller shaft 90 degrees and place
Inclinometer on pinion yoke bearing cap parallel to
the shaft (Fig. 12). Center bubble in sight glass and
record measurement.
This measurement will give you the pinion
shaft or input yoke angle (B).
(6) Subtract smaller figure from larger (C minus
B) to obtain axle Input Operating Angle.
Refer to rules given below and the example in (Fig.
13) for additional information.
• Good cancellation of U–joint operating angles
(within 1°).
• Operating angles less than 3°.
• At least 1/2 of one degree continuous operating
(propeller shaft) angle.

FRONT PROPELLER SHAFT Fig. 12 Rear (Input) Angle Measurement (B)
NOTE: If front propeller shaft must be replaced, the REMOVAL
new shaft length must be measured and adjusted (1) Raise and support vehicle on safety stands.
before the vehicle is returned to use. (2) Shift the transmission and transfer case, if nec-
essary, into the Neutral position.
(3) Using a suitable marker, mark a line across
the yoke at the transfer case, the link yoke, and pro-
Fig. 13 Universal Joint Angle Example

peller shaft yoke at the rear of the front propeller
shaft for installation reference.
(4) Mark a line across the propeller shaft yoke, or
CV joint, and the pinion shaft yoke, or pinion flange,
for installation reference.
CAUTION: Do not loosen lock nut on the CV joint

style propeller shaft or collapse the front propeller
shaft. Driveline vibration can result.
(5) Remove bolts holding the front universal joint,

or CV joint, to the pinion yoke, or flange.
(6) Remove bolts holding rear universal joint to
the transfer case yoke.
(7) Separate the rear universal joint from the
transfer case yoke.
(8) Push rear of propeller shaft upward to clear
transfer case yoke.
(9) Separate front universal joint, or CV joint,
from front axle.
(10) Separate propeller shaft from vehicle.
INSTALLATION
Fig. 14 Rear Propeller Shaft
(1) Position front propeller shaft under vehicle
with rear universal joint over the transfer case yoke. INSTALLATION
(2) Place front universal joint, or CV joint, into the (1) Slide the slip yoke on the transmission, or
axle pinion yoke, or flange. CV joint should rotate transfer case, output shaft.
freely in the pinion flange. (2) Align the installation reference marks made on
(3) Align mark on the rear link yoke and universal the propeller shaft and pinion yoke.
joint to the mark on the transfer case yoke. (3) Position universal joint into pinion yoke.
(4) Loosely install bolts to hold universal joint to (4) Install the universal joint clamp and clamp
transfer case yoke. bolts to the pinion yoke. Tighten bolts to 19 N·m (14
(5) Align mark on front universal joint, or CV ft. lbs.).
joint, to the mark on the axle pinion yoke, or flange. (5) Lower the vehicle.
(6) Install bolts to hold front universal joint, or CV
joint, to axle pinion yoke, or flange. Tighten bolts to
41 N·m (30 ft. lbs.) for the CV style propeller shaft
and 19 N·m (14 ft. lbs) for the universal joint style
SINGLE CARDAN UNIVERSAL JOINT
propeller shaft.
(7) Tighten bolts to hold universal joint to transfer DISASSEMBLY
case yoke to 27 N·m (20 ft. lbs.). Individual components of cardan universal joints
(8) Lower vehicle and road test to verify repair. are not serviceable. If worn or leaking, they must be
replaced as an assembly.
REAR PROPELLER SHAFT (1) Remove the propeller shaft.
(2) Using a soft drift, tap the outside of the bear-
REMOVAL
ing cap assembly to loosen snap ring.
(1) Raise and support vehicle on safety stands.
(3) Remove snap rings from both sides of yoke
(2) Shift the transmission and transfer case, if nec-
(Fig. 15).
essary, to their Neutral positions.
(4) Set the yoke in an arbor press or vise with a
(3) Using a suitable marker, mark a line across
socket whose inside diameter is large enough to
the axle pinion yoke and the propeller shaft yoke for
receive the bearing cap positioned beneath the yoke.
installation reference.
(5) Position the yoke with the grease fitting, if
(4) Remove the bolts holding the universal joint
equipped, pointing up.
clamps to the pinion yoke.
(6) Place a socket with an outside diameter
(5) Slide the slip yoke off of the transmission, or
smaller than the upper bearing cap on the upper
transfer case, output shaft and remove the propeller
bearing cap and press the cap through the yoke to
shaft (Fig. 14).
release the lower bearing cap (Fig. 16).
Fig. 15 Remove Snap Ring
Fig. 17 Press Out Remaining Bearing

ASSEMBLY
(1) Apply extreme pressure (EP) N.L.G.I. Grade 1
or 2 grease to inside of yoke bores to aid in installa-
tion.
(2) Position the cross in the yoke with its lube fit-
ting, if equipped, pointing up (Fig. 18).
Fig. 16 Press Out Bearing

(7) If the bearing cap will not pull out of the yoke
by hand after pressing, tap the yoke ear near the
bearing cap to dislodge the cap.
(8) To remove the opposite bearing cap, turn the
yoke over and straighten the cross in the open hole.
Then, carefully press the end of the cross until the
remaining bearing cap can be removed (Fig. 17).
CAUTION: If the cross or bearing cap are not Fig. 18 Install Cross In Yoke
straight during installation, the bearing cap will
score the walls of the yoke bore and damage can (3) Place a bearing cap over the trunnion and
occur. align the cap with the yoke bore (Fig. 19). Keep the
needle bearings upright in the bearing assembly. A
3 - 10 DIFFERENTIAL AND DRIVELINE ZJ
Fig. 20 Remove Snap Rings

Fig. 19 Install Bearing On Trunnion
needle bearing lying at the bottom of the cap will
prevent proper assembly.
(4) Press the bearing cap into the yoke bore
enough to install a snap ring.
(5) Install a snap ring.
(6) Repeat Step 3 and Step 4 to install the oppo-
site bearing cap. If the joint is stiff or binding, strike
the yoke with a soft hammer to seat the needle bear-
ings.
(7) Add grease to lube fitting, if equipped.
(8) Install the propeller shaft.
DOUBLE CARDAN JOINT

DISASSEMBLY
Individual components of cardan universal joints
are not serviceable. If worn or leaking, they must be
replaced as an assembly.
(1) Remove the propeller shaft.
(2) Using a soft drift, tap the outside of the bear-
ing cap assembly to loosen snap ring. Fig. 21 Press Out Bearing
(3) Remove all the bearing cap snap rings (Fig. (6) Grasp the protruding bearing by vise jaws. Tap
20). the link yoke with a mallet and drift to dislodge the
(4) Set the joint in an arbor press or vise with a bearing cap from the yoke (Fig. 22).
socket whose inside diameter is large enough to (7) Flip assembly and repeat Step 4, Step 5, and
receive the bearing cap positioned beneath the link Step 6 to remove the opposite bearing cap. This will
yoke. then allow removal of the cross centering kit assem-
(5) Place a socket with an outside diameter bly and spring (Fig. 23).
smaller than the upper bearing cap on the upper (8) Press the remaining bearing caps out the other
bearing cap and partially press one bearing cap from end of the link yoke as described above to complete
the outboard side of the link yoke enough to grasp the disassembly.
the bearing cap with vise jaws (Fig. 21). Be sure to
remove grease fittings that interfere with removal.
ZJ DIFFERENTIAL AND DRIVELINE 3 - 11
(2) Fit a cross into the propeller shaft yoke (Fig.
24).
(3) Place a bearing cap over the trunnion and
align the cap with the yoke bore (Fig. 25). Keep the
needle bearings upright in the bearing assembly. A
needle bearing lying at the bottom of the cap will
prevent proper assembly.
Fig. 22 Remove Bearing From Yoke
Fig. 24 Install Cross In Yoke
Fig. 23 Remove Centering Kit

ASSEMBLY
During assembly, ensure that the alignment
marks on the link yoke and propeller shaft Fig. 25 Install Bearing Cap
yoke are aligned.
(1) Apply extreme pressure (EP) N.L.G.I. Grade 1
or 2 grease to inside of yoke bores to aid in installa-
tion.
(4) Press the bearing cap into the yoke bore (7) Fit the link yoke on the remaining two trun-
enough to install a snap ring (Fig. 26). nions and press both bearing caps into place (Fig.
(5) Install a snap ring. 28).
(8) Install snap rings.
Fig. 28 Install Link Yoke

Fig. 26 Press In Bearing Cap
(9) Install the centering kit assembly inside the
(6) Flip the propeller shaft yoke and install the link yoke making sure the spring is properly posi-
bearing cap onto the opposite trunnion. Install a tioned (Fig. 29).
snap ring (Fig. 27).
Fig. 29 Install Centering Kit

(10) Place two bearing caps on opposite trunnions (12) Tap the snap rings to allow them to seat into
of the remaining cross. Fit the open trunnions into the grooves (Fig. 32).
the link yoke bores and the bearing caps into the (13) Check for proper assembly. Flex the joint
centering kit (Fig. 30). beyond center, it should snap over-center in both
directions when correctly assembled (Fig. 33).
(14) Install the propeller shaft.
Fig. 30 Install Remaining Cross

(11) Press the remaining two bearing caps into
place and install snap rings (Fig. 31).
Fig. 32 Seat Snap Rings In Groove
Fig. 33 Check Assembly


SINGLE AND DOUBLE CARDAN JOINT
(1) Clean all the universal joint yoke bores with
cleaning solvent and a wire brush.
(2) Inspect the yokes for distortion, cracks, and
worn bearing cap bores.
ADJUSTMENTS
FRONT PROPELLER SHAFT MEASUREMENT Fig. 35 Lock–nut
NOTE: A propeller shaft that has been in use for a AXLE PINION ANGLE ADJUSTMENT
long period of time cannot be adjusted. If the length The pinion angle of the front axle can be adjusted
of the propeller is incorrect and causing vibration, by the use of adjustment cams in the lower suspen-
replace the propeller shaft. sion arms (Fig. 36). The primary function for the
cams is to adjust the caster angle for the alignment
This measurement is only necessary for the CV of the front suspension. When using the cams to
style propeller shaft and is to be taken with the shaft adjust the pinion angle, make sure that both cams
installed and the vehicle at proper ride height. are moved equally. After the pinion angle is adjusted,
(1) Place vehicle on floor or drive-on hoist with full the front suspension alignment should be checked to
weight of vehicle on suspension. ensure that side-to-side caster angles variance is
(2) Measure the distance from the face of the CV with-in the acceptable range. Having the correct pin-
joint cup to the end of the CV joint boot (Fig. 34). ion angle does have priority over having the pre-
ferred caster angle.
A cam kit is available to be installed in the rear
axle lower suspension arms in order to provide
adjustablity of the pinion angle. Follow the proce-
dures supplied with the kit in order to ensure a safe
installation.
Fig. 34 Measurement
(3) Loosen the lock nut and adjust the distance by
moving the end of the shaft in or out of the other
end.
(4) When the shaft is adjusted to the correct
length of 142.7 mm (5.61 in.), tighten the lock-nut
(Fig. 35) to 115 N·m (85 ft. lbs.).
Fig. 36 Adjustment Cam

SPECIFICATIONS SPECIAL TOOLS

TORQUE PROPELLER SHAFT
DESCRIPTION TORQUE
Front Propeller Shaft
Bolts, Rear Yoke. . . . . . . . . . . . .27 N·m (20 ft. lbs.)
Bolts, Front Yoke . . . . . . . . . . . .41 N·m (30 ft. lbs.)
Nut, Lock . . . . . . . . . . . . . . . . .115 N·m (85 ft. lbs.)
Rear Propeller Shaft
Bolts, Rear Yoke. . . . . . . . . . . . .19 N·m (14 ft. lbs.)
Inclinometer—7663
181 FBI AXLE
INDEX
page page
GENERAL INFORMATION DIFFERENTIAL . . . . . . . . . . . . . . . . . . . . . . . . . 31

181 FBI AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 DRIVE AXLE ASSEMBLY . . . . . . . . . . . . . . . . . . 21
LUBRICANT SPECIFICATIONS . . . . . . . . . . . . . . 16 HUB BEARING AND AXLE SHAFT . . . . . . . . . . . 28
DESCRIPTION AND OPERATION PINION GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . 34
STANDARD DIFFERENTIAL . . . . . . . . . . . . . . . . 17 PINION SHAFT SEAL . . . . . . . . . . . . . . . . . . . . . 24
DIAGNOSIS AND TESTING RING GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
BEARING NOISE . . . . . . . . . . . . . . . . . . . . . . . . 18 STEERING KNUCKLE AND BALL STUDS . . . . . . 30
DRIVELINE SNAP . . . . . . . . . . . . . . . . . . . . . . . 18 DISASSEMBLY AND ASSEMBLY
FRONT AXLES . . . . . . . . . . . . . . . . . . . . . . . . . . 19 FINAL ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . 39
GEAR NOISE . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 STANDARD DIFFERENTIAL . . . . . . . . . . . . . . . 39
GENERAL INFORMATION . . . . . . . . . . . . . . . . . 17 CLEANING AND INSPECTION
LOW SPEED KNOCK . . . . . . . . . . . . . . . . . . . . . 18 AXLE COMPONENTS . . . . . . . . . . . . . . . . . . . . . 40
VIBRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 CARDAN U-JOINT . . . . . . . . . . . . . . . . . . . . . . . 40
SERVICE PROCEDURES ADJUSTMENTS
LUBRICANT CHANGE . . . . . . . . . . . . . . . . . . . . 21 DIFFERENTIAL BEARING PRELOAD AND
REMOVAL AND INSTALLATION GEAR BACKLASH . . . . . . . . . . . . . . . . . . . . . . 43
AXLE BUSHING REPLACEMENT . . . . . . . . . . . . 31 GEAR CONTACT PATTERN ANALYSIS . . . . . . . . 46
AXLE CONSTANT–VELOCITY (C/V) JOINT PINION GEAR DEPTH . . . . . . . . . . . . . . . . . . . . 40
BOOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 SPECIFICATIONS
AXLE SHAFT OIL SEAL . . . . . . . . . . . . . . . . . . . 34 181 FBI AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
AXLE SHAFT—CARDAN U-JOINT . . . . . . . . . . . 22 181 FBI AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
COLLAPSIBLE SPACER . . . . . . . . . . . . . . . . . . . 25 SPECIAL TOOLS
DIFFERENTIAL SIDE BEARINGS . . . . . . . . . . . . 33 181 FBI AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
GENERAL INFORMATION The stamped steel cover provides a means for

inspection and servicing the differential.
181 FBI AXLE The 181 FBI axle has the assembly part number
The 181 Front Beam-design Iron (FBI) axle con- and gear ratio listed on a tag. The tag is attached to
sists of a cast iron differential housing with axle the housing cover by a cover bolt. Build date identi-
shaft tubes extending from either side. The tubes are fication codes are stamped on the cover side of the
pressed into the differential housing and welded. axle shaft tube.
The integral type housing, hypoid gear design has The differential case is a one–piece design. The dif-
the centerline of the pinion set below the centerline ferential pinion mate shaft is retained with a roll
of the ring gear. pin. Differential bearing preload and ring gear back-
The axle has a fitting for a vent hose used to lash is adjusted by the use of shims (select thick-
relieve internal pressure caused by lubricant vapor- ness). The shims are located between the differential
ization and internal expansion. bearing cones and case. Pinion bearing preload is set
The axles are equipped with semi–floating axle and maintained by the use of a collapsible spacer.
shafts, meaning that loads are supported by the hub
bearings. The axle shafts are retained by nuts at the LUBRICANT SPECIFICATIONS
hub bearings. The hub bearings are bolted to the A multi–purpose, hypoid gear lubricant which con-
steering knuckle at the outboard end of the axle tube forms to the following specifications should be used.
yoke. The hub bearings are serviced as an assembly. Mopart Hypoid Gear Lubricant conforms to all of
For vehicles with ABS brakes, the ABS wheel these specifications.
speed sensors are attached to the knuckle assem- • The lubricant should have MIL–L–2105C and
blies. The tone rings for the ABS system are pressed API GL 5 quality specifications.
onto the axle shaft. Do not damage ABS tone • Lubricant is a thermally stable SAE 80W–90
wheel or the sensor when removing axle shafts. gear lubricant.
• Lubricant for axles intended for heavy-duty or for to prevent the tires from scuffing and skidding
trailer tow use is SAE 75W–140 SYNTHETIC gear through turns. To accomplish this, the differential
lubricant. allows the axle shafts to turn at unequal speeds (Fig.
The 181 FBI axle lubricant capacity is 1.2 L (2.5 2). In this instance, the input torque applied to the
pts.). pinion gears is not divided equally. The pinion gears
now rotate around the pinion mate shaft in opposite
CAUTION: If axle is submerged in water, lubricant directions. This allows the side gear and axle shaft
must be replaced immediately to avoid possible attached to the outside wheel to rotate at a faster
premature axle failure. speed.

STANDARD DIFFERENTIAL
The differential gear system divides the torque
between the axle shafts. It allows the axle shafts to
rotate at different speeds when turning corners.
Each differential side gear is splined to an axle
shaft. The pinion gears are mounted on a pinion
mate shaft and are free to rotate on the shaft. The
pinion gear is fitted in a bore in the differential case
and is positioned at a right angle to the axle shafts.
In operation, power flow occurs as follows:
• The pinion gear rotates the ring gear
• The ring gear (bolted to the differential case)
rotates the case Fig. 2 Differential Operation—On Turns
• The differential pinion gears (mounted on the DIAGNOSIS AND TESTING
pinion mate shaft in the case) rotate the side gears
• The side gears (splined to the axle shafts) rotate GENERAL INFORMATION
the shafts Axle bearing problem conditions are usually caused
During straight-ahead driving, the differential pin- by:
ion gears do not rotate on the pinion mate shaft. This • Insufficient or incorrect lubricant.
occurs because input torque applied to the gears is • Foreign matter/water contamination.
divided and distributed equally between the two side • Incorrect bearing preload torque adjustment.
gears. As a result, the pinion gears revolve with the • Incorrect backlash.
pinion mate shaft but do not rotate around it (Fig. 1). Axle gear problem conditions are usually the result
of:
• Insufficient lubrication.
• Incorrect or contaminated lubricant.
• Overloading (excessive engine torque) or exceed-
ing vehicle weight capacity.
• Incorrect clearance or backlash adjustment.
Axle component breakage is most often the result
of:
• Severe overloading.
• Insufficient lubricant.
• Incorrect lubricant.
• Improperly tightened components.
GEAR NOISE
Axle gear noise can be caused by insufficient lubri-
cant, incorrect backlash, tooth contact, or worn/dam-
Fig. 1 Differential Operation—Straight Ahead Driving aged gears.
When turning corners, the outside wheel must Gear noise usually happens at a specific speed
travel a greater distance than the inside wheel to range. The range is 30 to 40 mph, or above 50 mph.
complete a turn. The difference must be compensated The noise can also occur during a specific type of
driving condition. These conditions are acceleration, VIBRATION
deceleration, coast, or constant load. Vibration at the rear of the vehicle is usually
When road testing, accelerate the vehicle to the caused by a:
speed range where the noise is the greatest. Shift • Damaged drive shaft.
out-of-gear and coast through the peak–noise range. • Missing drive shaft balance weight(s).
If the noise stops or changes greatly: • Worn or out–of–balance wheels.
• Check for insufficient lubricant. • Loose wheel lug nuts.
• Incorrect ring gear backlash. • Worn U–joint(s).
• Gear damage. • Loose/broken springs.
Differential side and pinion gears can be checked • Damaged axle shaft bearing(s).
by turning the vehicle. They usually do not cause • Loose pinion gear nut.
noise during straight–ahead driving when the gears • Excessive pinion yoke run out.
are unloaded. The side gears are loaded during vehi- • Bent axle shaft(s).
cle turns. A worn pinion gear mate shaft can also Check for loose or damaged front–end components
cause a snapping or a knocking noise. or engine/transmission mounts. These components
can contribute to what appears to be a rear–end
BEARING NOISE vibration. Do not overlook engine accessories, brack-
The axle shaft, differential and pinion gear bear- ets and drive belts.
ings can all produce noise when worn or damaged. All driveline components should be examined
Bearing noise can be either a whining, or a growling before starting any repair.
sound. Refer to Group 22, Wheels and Tires, for additional
Pinion gear bearings have a constant–pitch noise. vibration information.
This noise changes only with vehicle speed. Pinion
bearing noise will be higher because it rotates at a DRIVELINE SNAP
faster rate. Drive the vehicle and load the differen- A snap or clunk noise when the vehicle is shifted
tial. If bearing noise occurs, the rear pinion bearing into gear (or the clutch engaged), can be caused by:
is the source of the noise. If the bearing noise is • High engine idle speed
heard during a coast, the front pinion bearing is the • Loose engine/transmission/transfer case mounts
source. • Worn U–joints
Worn or damaged differential bearings usually pro- • Loose spring mounts
duce a low pitch noise. Differential bearing noise is • Loose pinion gear nut and yoke
similar to pinion bearing noise. The pitch of differen- • Excessive ring gear backlash
tial bearing noise is also constant and varies only • Excessive side gear/case clearance
with vehicle speed. The source of a snap or a clunk noise can be deter-
Axle shaft bearings produce noise and vibration mined with the assistance of a helper. Raise the vehi-
when worn or damaged. The noise generally changes cle on a hoist with the wheels free to rotate. Instruct
when the bearings are loaded. Road test the vehicle. the helper to shift the transmission into gear. Listen
Turn the vehicle sharply to the left and to the right. for the noise, a mechanics stethoscope is helpful in
This will load the bearings and change the noise isolating the source of a noise.
level. Where axle bearing damage is slight, the noise
is usually not noticeable at speeds above 30 mph.
LOW SPEED KNOCK

Low speed knock is generally caused by a worn
U–joint or by worn side–gear thrust washers. A worn
pinion gear shaft bore will also cause low speed
knock.
FRONT AXLES
DIAGNOSIS
CONTINUED
SERVICE PROCEDURES REMOVAL AND INSTALLATION

LUBRICANT CHANGE DRIVE AXLE ASSEMBLY
(2) Remove the lubricant fill hole plug from the REMOVAL
differential housing cover. (1) Raise and support the vehicle.
(3) Remove the differential housing cover and (2) Position a suitable lifting device under the
drain the lubricant from the housing. axle.
(4) Clean the housing cavity with a flushing oil, (3) Secure axle to device.
light engine oil or lint free cloth. Do not use water, (4) Remove the wheels and tires.
steam, kerosene or gasoline for cleaning. (5) Remove the brake rotors and calipers from the
(5) Remove the sealant from the housing and cover axle. Refer to Group 5, Brakes, for proper procedures.
surfaces. Use solvent to clean the mating surfaces. (6) Disconnect the wheel sensor wiring harness
(6) Apply a bead of Mopart Silicone Rubber Seal- from the vehicle wiring harness, if necessary.
ant, or equivalent, to the housing cover (Fig. 3). (7) Disconnect the vent hose from the axle shaft
tube.
(8) Mark the propeller shaft and yoke, or pinion
flange, for installation alignment reference.
(9) Remove propeller shaft.
(10) Disconnect stabilizer bar links at the axle.
(11) Disconnect shock absorbers from axle brack-
ets.
(12) Disconnect track bar.
(13) Disconnect the tie rod and drag link from the
steering knuckle. Refer to Group 2, Suspension, for
proper procedures.
(14) Disconnect the steering damper from the axle
bracket.
(15) Disconnect the upper and lower suspension
arms from the axle brackets.
(16) Lower the lifting device enough to remove the
axle. The coil springs will drop with the axle.
(17) Remove the coil springs from the axle.
INSTALLATION
CAUTION: The weight of the vehicle must be sup-

ported by the springs before suspension arms and
Fig. 3 Typical Housing Cover With Sealant track bar fasteners can be tightened. If the springs
Install the housing cover within 5 minutes are not at their normal ride position, ride height and
after applying the sealant. handling could be affected.
(7) Install the cover and any identification tag.
Tighten the cover bolts in a criss–cross pattern to 41 (1) Install the springs and retainer clips. Tighten
N·m (30 ft. lbs.) torque. the retainer bolts to 21 N·m (16 ft. lbs.) torque.
(8) Refill the differential with Mopart Hypoid (2) Support the axle on a suitable lifting device
Gear Lubricant, or equivalent, to bottom of the fill and position axle under the vehicle.
plug hole. Refer to the Lubricant Specifications in (3) Raise the axle and align it with the spring
this group for the quantity necessary. pads.
(9) Install the fill hole plug and lower the vehicle. (4) Position the upper and lower suspension arms
Tighten fill plug to 34 N·m (25 ft. lbs.). in the axle brackets. Loosely install bolts and nuts to
hold suspension arms to the axle brackets.
(5) Connect the vent hose to the axle shaft tube.
(6) Connect the track bar to the axle bracket.
Loosely install the bolt to hold the track bar to the
axle bracket.
(7) Install the shock absorbers and tighten the
(8) Install the stabilizer bar links to the axle
brackets. Tighten the nut to 95 N·m (70 ft. lbs.)
torque.
(9) Install the drag link and tie rod to the steering
knuckles. Refer to Group 2, Suspension, for proper
procedures.
(10) Install the steering damper to the axle
bracket and tighten the nut to 75 N·m (55 ft. lbs.)
torque.
(11) Install the brake rotors and calipers. Refer to
Group 5, Brakes, for the proper procedures.
(12) Connect the wheel speed sensor wiring har-
ness to the vehicle wiring harness, if necessary.
(13) Align the previously made marks on the pro-
peller shaft and the yoke, or pinion flange.
(14) Install the bolts to hold the propeller shaft to
the pinion flange, if equipped.
(15) Install the straps and bolts to hold the propel-
ler shaft to the yoke, if equipped.
(16) Check and fill axle lubricant. Refer to the
Lubricant Specifications in this group for the quan- Fig. 4 Axle Shaft Outer U–Joint
tity necessary.
(17) Install the wheel and tire assemblies. (5) Position the yoke with the sockets in a vise
(18) Remove the lifting device from the axle and (Fig. 5).
lower the vehicle.
(19) Tighten the upper suspension arm nuts to 75
N·m (55 ft. lbs.) torque. Tighten the lower suspension
arm nuts to 115 N·m (85 ft. lbs.) torque.
(20) Tighten the track bar bolt at the axle bracket
(21) Check the front wheel alignment.
AXLE SHAFT—CARDAN U-JOINT

Single cardan U–joint components are not service-
able. If defective, they must be replaced as a unit. If
the bearings, seals, spider, or bearing caps are dam-
aged or worn, replace the complete U–joint.
REMOVAL
CAUTION: Clamp only the narrow forged portion of

the yoke in the vise. Also, to avoid distorting the
yoke, do not over tighten the vise jaws.
(1) Remove axle shaft.

(2) Remove the bearing cap retaining snap rings
Fig. 5 Yoke Bearing Cap Removal
(Fig. 4).
It can be helpful to saturate the bearing caps (6) Compress the vise jaws to force the bearing cap
with penetrating oil prior to removal. into the larger socket (receiver).
(3) Locate a socket where the inside diameter is (7) Release the vise jaws. Remove the sockets and
larger in diameter than the bearing cap. Place the bearing cap that was partially forced out of the yoke.
socket (receiver) against the yoke and around the (8) Repeat the above procedure for the remaining
perimeter of the bearing cap to be removed. bearing cap.
(4) Locate a socket where the outside diameter is (9) Remove the remaining bearing cap, bearings,
smaller in diameter than the bearing cap. Place the seals and spider from the propeller shaft yoke.
socket (driver) against the opposite bearing cap.
(1) Pack the bearing caps 1/3 full of wheel bearing (1) Slide new sealing boot large clamp over axle
lubricant. Apply extreme pressure (EP), lithium–base shaft and onto C/V joint.
lubricant to aid in installation. (2) Slide the axle C/V joint sealing boot onto the
(2) Position the spider in the yoke. Insert the seals axle shaft.
and bearings. Tap the bearing caps into the yoke (3) Distribute 1/2 the amount of grease provided in
bores far enough to hold the spider in position. seal boot service package (DO NOT USE ANY
(3) Place the socket (driver) against one bearing OTHER TYPE OF GREASE) into axle C/V joint
cap. Position the yoke with the socket wrench in a assembly housing. Put the remaining amount into
vise. the sealing boot.
(4) Compress the vise to force the bearing caps (4) Install axle C/V joint boot small clamp evenly
into the yoke. Force the caps enough to install the on sealing boot.
retaining clips. (5) Position axle C/V joint boot into retaining
(5) Install the bearing cap retaining clips. groove in axle C/V joint housing. Then, install large
(6) Install axle shaft. retaining clamp evenly on sealing boot.
(6) Clamp small sealing boot clamp onto axle shaft
AXLE CONSTANT–VELOCITY (C/V) JOINT BOOT using Crimper C-4975-A. Place crimping tool
The only service procedure to be performed C-4975-A over bridge of clamp (Fig. 7).
on the axle C/V joint, is the replacement of the (7) Tighten nut on crimping tool C-4975-A until
joint seal boot. If any failure of internal axle shaft jaws on tool are closed completely together, face to
components is diagnosed during a vehicle road test, face (Fig. 8).
the axle shaft must be replaced as an assembly.
REMOVAL
(1) Remove axle shaft.
(2) Remove large boot clamp retaining C/V joint
sealing boot, to C/V joint housing and discard.
(3) Remove small clamp that retains outer C/V
joint sealing boot to axle shaft and discard (Fig. 6).
(4) Remove sealing boot from outer C/V joint hous-
ing and slide it down and off the axle shaft.
Fig. 7 Crimping Tool Installed On Boot Clamp
Fig. 6 Outer C/V Joint Seal Boot Clamps

(5) Thoroughly clean and inspect axle C/V joint
assembly and axle shaft for any signs of excessive
wear. If any parts show signs of excessive wear,
the axle shaft assembly will require replace-
ment. Component parts of these axle shaft
assemblies are not serviceable.
Fig. 8 Sealing Boot Retaining Clamp Installed
CAUTION: Seal must not be dimpled, stretched or
out of shape in any way. If seal is NOT shaped cor-
rectly, equalize pressure in seal and shape it by
hand.
(8) Clamp large sealing boot clamp onto axle shaft

using Crimper C-4975-A. Place crimping tool
C-4975-A over bridge of clamp (Fig. 9).
(9) Tighten nut on crimping tool C-4975-A until
jaws on tool are closed completely together, face to
face.
Fig. 10 Pinion Yoke Removal
Fig. 9 Crimping Tool Installed On Large Boot Clamp

PINION SHAFT SEAL
REMOVAL
(2) Remove wheel and tire assemblies.
(3) Remove brake rotors and calipers. Refer to Fig. 11 Seal Removal
Group 5, Brakes, for proper procedures.
(4) Mark the propeller shaft and pinion yoke, or
pinion flange, for installation reference.
(5) Remove the propeller shaft from the yoke, or
pinion flange.
(6) Rotate the pinion gear three or four times.
(7) Measure the amount of torque necessary to
rotate the pinion gear with a (in. lbs.) dial-type
torque wrench. Record the torque reading for instal-
lation reference.
(8) Using a short piece of pipe and Holder 6958 to
hold the pinion yoke, or pinion flange, remove the
pinion nut and washer.
(9) Use Remover C-452 and Wrench C-3281 to
remove the pinion yoke, or pinion flange, (Fig. 10).
(10) Use Remover 7794-A and slide hammer to
remove the pinion shaft seal (Fig. 11).
Fig. 12 Pinion Seal Installation
INSTALLATION
(1) Apply a light coating of gear lubricant on the
lip of pinion seal. Install seal with Installer C-3972-A
and Handle C-4171 (Fig. 12).
(2) Install yoke, or pinion flange, on the pinion (5) If the rotating torque is low, use Holder 6958 to
gear with Installer W-162–D, Cup 8109, and Holder hold the pinion yoke (Fig. 15), and tighten the pinion
6958 (Fig. 13). shaft nut in 6.8 N·m (5 ft. lbs.) increments until
proper rotating torque is achieved.
CAUTION: If the maximum tightening torque is

reached prior to reaching the required rotating
torque, the collapsible spacer may have been dam-
aged. Replace the collapsible spacer.
Fig. 13 Pinion Yoke Installation

CAUTION: Do not exceed the minimum tightening
torque when installing the pinion yoke retaining nut
at this point. Damage to collapsible spacer or bear-
ings may result.
(3) Install the pinion washer and a new nut on the

pinion gear. Tighten the nut only enough to
remove the shaft end play.
(4) Rotate the pinion shaft using a (in. lbs.) torque
wrench. Rotating torque should be equal to the read-
ing recorded during removal, plus an additional 0.56
N·m (5 in. lbs.) (Fig. 14). Fig. 15 Tightening Pinion Shaft Nut
(6) Align the installation reference marks on the
propeller shaft and yoke, or pinion flange, and install
the propeller shaft.
(7) Check and fill the gear lubricant. Refer to the
Lubricant Specifications for gear lubricant require-
ments.
(9) Install wheel and tire assemblies.
COLLAPSIBLE SPACER
REMOVAL W/PINION INSTALLED
(3) Remove brake rotors and calipers. Refer to
(4) Mark the propeller shaft and pinion yoke, or
pinion flange, for installation reference.
(5) Remove the propeller shaft from the yoke, or
pinion flange.
Fig. 14 Check Pinion Rotation Torque
(7) Measure the amount of torque necessary to REMOVAL W/PINION REMOVED
rotate the pinion gear with a (in. lbs.) dial-type (1) Raise and support the vehicle.
torque wrench. Record the torque reading for instal- (2) Remove wheel and tire assemblies.
lation reference. (3) Remove brake rotors and calipers. Refer to
(8) Using a short piece of pipe and Holder 6958 to Group 5, Brakes, for proper procedures.
hold the pinion yoke, or pinion flange, remove the (4) Mark the propeller shaft and pinion yoke, or
pinion nut and washer. pinion flange, for installation reference.
(9) Use Remover C-452 and Wrench C-3281 to (5) Remove the propeller shaft from the yoke, or
remove the pinion yoke, or flange, (Fig. 16). pinion flange.
(10) Use Remover 7794-A and slide hammer to (6) Rotate the pinion gear three or four times.
remove the pinion shaft seal (Fig. 17). (7) Measure the amount of torque necessary to
(11) Remove the front pinion bearing using a pair rotate the pinion gear with a (in. lbs.) dial-type
of suitable pick tools to pull the bearing straight off torque wrench. Record the torque reading for instal-
the pinion gear shaft. It may be necessary to lightly lation reference.
tap the end of the pinion gear with a rawhide or rub- (8) Remove differential assembly from axle hous-
ber mallet if the bearing becomes bound on the pin- ing.
ion shaft. (9) Using Holder 6958 to hold yoke, or flange, and
(12) Remove the collapsible spacer. a short length of 1 in. pipe, remove the pinion nut
and washer.
(10) Using Remover C-452 and Wrench C-3281,
remove the pinion yoke, or flange, from pinion shaft
(Fig. 16).
(11) Remove the pinion gear from housing (Fig.
18). Catch the pinion with your hand to prevent it
from falling and being damaged.
(12) Remove collapsible spacer from pinion shaft.
Fig. 18 Remove Pinion Gear
Fig. 17 Seal Removal

INSTALLATION
(1) Install a new collapsible preload spacer on pin-
ion shaft (Fig. 19).
(2) If pinion gear was removed, install pinion gear
in housing.
Fig. 19 Collapsible Preload Spacer

(3) Install pinion front bearing, if necessary.
and Handle C-4171 (Fig. 20), if necessary.
(5) Install yoke, or pinion flange, with Installer
W-162-D, Cup 8109, and holder 6958 (Fig. 21).
(6) If the original pinion bearings are being used, minimum. Do not over–tighten. Maximum torque
install differential assembly and axle shafts, if neces- is 353 N·m (260 ft. lbs.).
sary.
CAUTION: Never loosen pinion gear nut to
NOTE: If new pinion bearings were installed, do not decrease pinion gear bearing rotating torque and
install the differential assembly and axle shafts until never exceed specified preload torque. If preload
after the pinion bearing preload and rotating torque torque is exceeded a new collapsible spacer must
are set. be installed. The torque sequence will then have to
be repeated.
pinion gear. Tighten the nut to 217 N·m (160 ft. lbs.)
NOTE: If the spacer requires more than 353 N·m
(260 ft. lbs.) of torque to crush, the collapsible
spacer is defective and must be replaced.
(8) Using yoke holder 6958, a short length of 1 in.
pipe, and a torque wrench set at 353 N·m (260 ft.
lbs.), crush collapsible spacer until bearing end play
is taken up (Fig. 22).
(9) 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. 23).
Fig. 23 Check Pinion Gear Rotation Torque—Typical

HUB BEARING AND AXLE SHAFT
If the axle shaft and hub bearing are being
removed in order to service another component, the
axle shaft and hub bearing can be removed as an
assembly.
REMOVAL
Fig. 22 Tightening Pinion Nut (1) Raise and support the vehicle.
(2) Remove the wheel and tire assembly.
(10) Check rotating torque with an inch pound
(3) Remove the brake caliper and rotor. Refer to
torque wrench (Fig. 23). The torque necessary to
rotate the pinion gear should be:
(4) Remove ABS wheel speed sensor, if necessary.
• Original Bearings — The reading recorded dur-
Refer to Group 5, Brakes, for proper procedures.
ing removal, plus an additional 0.56 N·m (5 in. lbs.).
(5) Remove the cotter pin, nut retainer, and axle
• New Bearings — 2 to 5 N·m (15 to 35 in. lbs.).
hub nut (Fig. 24), if necessary.
(11) Install differential assembly and axle shafts, if
necessary.
(12) Align marks made previously on yoke, or pin-
ion flange, and propeller shaft and install propeller
shaft.
(13) Install brake rotors and calipers. Refer to
(14) Add gear lubricant, if necessary. Refer to
Lubricant Specifications of this section for lubricant
requirements.
(16) Lower vehicle.
Fig. 24 Hub, Knuckle and Axle Shaft

(6) Remove the hub to knuckle bolts (Fig. 25).
(7) Remove the hub from the steering knuckle and
axle shaft, if necessary.
(8) Remove hub bearing and axle shaft assembly
(Fig. 26), or axle shaft from axle. Avoid damaging
the axle shaft oil seals in the axle housing.
Fig. 26 Hub Bearing and Axle Assembly

(2) Install the brake rotor shield to the knuckle.
(3) Install the hub bearing and axle shaft assem-
bly, or axle shaft, into the housing and differential
side gears. Avoid damaging the axle shaft oil seals in
the axle housing.
Fig. 25 Hub Bearing Bolts (4) Install the hub bearing, if necessary.
(9) Remove the brake rotor shield from the hub (5) Install the hub to knuckle bolts and tighten to
bearing or knuckle (Fig. 24). 102 N·m (75 ft. lbs.) torque.
(6) Install the hub washer and nut, if necessary.
INSTALLATION Tighten the hub nut to 237 N·m (175 ft. lbs.) torque.
(1) Thoroughly clean the axle shaft (Fig. 24) and Install the nut retainer and a new cotter pin (Fig.
apply a thin film of Mopart Wheel Bearing Grease, 24).
or equivalent, to the shaft splines, seal contact sur- (7) Install ABS wheel speed sensor, if necessary.
face, and hub bore. Refer to Group 5, Brakes, for proper procedures.
(8) Install the brake rotor and caliper. Refer to
(9) Install the wheel and tire assembly.
(10) Remove support and lower the vehicle.
STEERING KNUCKLE AND BALL STUDS

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.
KNUCKLE REMOVAL
(1) Remove hub bearing and axle shaft.
(2) Disconnect the tie-rod or drag link from the
steering knuckle arm. Refer to Group 2, Suspension,
for proper procedures.
(3) Remove the cotter pins from the upper and
lower ball studs.
(4) Remove the upper and lower ball stud nuts.
(5) Strike the steering knuckle with a brass ham-
mer to loosen knuckle from the ball studs. Remove
knuckle from ball studs (Fig. 27).
Fig. 27 Steering Knuckle Removal/Installation
UPPER BALL STUD REPLACEMENT
(1) Position tools as shown to remove and install LOWER BALL STUD REPLACEMENT
ball stud (Fig. 28). (1) Position tools as shown to remove and install
ball stud (Fig. 29).
Fig. 28 Upper Ball Stud Remove/Install

Fig. 29 Lower Ball Stud Remove/Install

KNUCKLE INSTALLATION
(1) Position the steering knuckle on the ball studs.
(2) Install and tighten the bottom retaining nut to
109 N·m (80 ft. lbs.) torque. Install new cotter pin.
(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.
(5) Connect the tie-rod or drag link end to the
steering knuckle arm. Refer to Group 2, Suspension,
for proper procedures.
AXLE BUSHING REPLACEMENT

Refer to Group 2, Suspension, for the proper axle
bushing procedures.
DIFFERENTIAL
Fig. 30 Bearing Cap Identification
REMOVAL
(1) Raise and support vehicle. (6) Loosen the differential bearing cap bolts.
(2) Remove the lubricant fill hole plug from the (7) Position Spreader W–129–B, utilizing some
differential housing cover. items from Adapter Kit 6987, with the tool dowel
(3) Remove the differential housing cover and pins seated in the locating holes (Fig. 31). Install the
allow fluid to drain. holddown clamps and tighten the tool turnbuckle fin-
(4) Remove hub bearings and axle shafts. ger–tight.
(5) Note the installation reference letters stamped (8) Install a Guide Pin C-3288-B at the left side of
on the bearing caps and housing machined sealing the differential housing. Attach Dial Indicator C-3339
surface (Fig. 30). to guide pin. Load the lever adapter against the
Fig. 31 Install Axle Housing Spreader Fig. 33 Spread Axle Housing

opposite side of the housing (Fig. 32) and zero the (12) Remove the differential from the housing.
indicator. Ensure that the differential bearing cups remain in
position on the differential bearings (Fig. 34).
CAUTION: Do not spread over 0.50 mm (0.020 in). If
the housing is over-spread, it could be distorted or
damaged.
(9) Spread the housing enough to remove the dif-

ferential case from the housing. Measure the dis-
tance with the dial indicator (Fig. 33).
Fig. 34 Differential Case Removal

(13) Mark or tag the differential bearing cups to
indicate which side of the differential they were
removed from.
(14) Remove spreader from housing.
INSTALLATION
Fig. 32 Install Dial Indicator If replacement differential bearings or differential
(10) Remove the dial indicator. case are being installed, differential side bearing
(11) While holding the differential case in position, shim requirements may change. Refer to the Differ-
remove the differential bearing cap bolts and caps. ential Bearing Preload and Gear Backlash proce-
dures in this section to determine the proper shim
selection.
(1) Position Spreader W-129-B, utilizing some
items from Adapter Kit 6987, with the tool dowel
pins seated in the locating holes (Fig. 35). Install the
holddown clamps and tighten the tool turnbuckle fin-
ger–tight.
Fig. 36 Differential Bearing Cap Reference Letters

DIFFERENTIAL SIDE BEARINGS
REMOVAL
(1) Remove differential case from axle housing.
(2) Remove the bearings from the differential case
with Puller/Press C-293-PA, C-293-39 Adapter
Blocks, and Plug SP-3289 (Fig. 37).
Fig. 35 Install Axle Housing Spreader

(2) Install a Guide Pin C-3288-B at the left side of
the differential housing. Attach Dial Indicator C-3339
to guide pin. Load the lever adapter against the
opposite side of the housing (Fig. 32) and zero the
indicator.

damaged.
(3) Spread the housing enough to install the case

in the housing. Measure the distance with the dial
indicator (Fig. 33).
(4) Remove the dial indicator.
(5) Install differential case in the housing. Ensure
that the differential bearing cups remain in position
on the differential bearings. Tap the differential case
to ensure the bearings cups are fully seated in the
housing.
(6) Install the bearing caps at their original loca-
tions (Fig. 36).
(7) Loosely install differential bearing cap bolts.
(8) Remove axle housing spreader.
(9) Tighten the bearing cap bolts to 61 N·m (45 ft.
lbs.) torque. Fig. 37 Differential Bearing Removal
(10) Install the hub bearings and axle shafts.
INSTALLATION
If replacement differential side bearings or differ-
ential case are being installed, differential side bear-
ing shim requirements may change. Refer to the
Differential Bearing Preload and Gear Backlash pro-
cedures in this section to determine the proper shim
selection.
(1) Install differential side bearing shims onto dif-
ferential case hubs.
(2) Using Installer C-3716-A and Handle C-4171,
install differential side bearings (Fig. 38).
Fig. 39 Axle Seal Installation

PINION GEAR
NOTE: The ring and pinion gears are serviced as a
matched set. Do not replace the pinion gear without
replacing the ring gear.
REMOVAL
(1) Remove differential assembly from axle housing.
(2) Mark pinion yoke, or flange, and propeller
shaft for installation alignment.
Fig. 38 Differential Side Bearing Installation (3) Disconnect propeller shaft from pinion yoke, or
(3) Install differential in axle housing. flange. Using suitable wire, tie propeller shaft to
underbody.
AXLE SHAFT OIL SEAL (4) Using Holder 6958 to hold yoke, or flange, and
a short length of 1 in. pipe, remove the pinion nut
REMOVAL and washer (Fig. 40).
(1) Raise and support vehicle. (5) Using Remover C–452 and Holder C-3281,
(2) Remove differential assembly. remove the pinion yoke, or flange, from pinion shaft
(3) Remove the inner axle shaft seals with a pry (Fig. 41).
bay.
INSTALLATION
(1) Remove any sealer remaining from original
seals.
(2) Remove sealer from axle tube to housing junc-
tion, if necessary.
(3) Install oil seals with Discs 8110 and Turn-
buckle 6797 (Fig. 39). Tighten tool until disc bottoms
in housing.
(4) Install differential assembly.
Fig. 40 Pinion Yoke Holder—Typical


(6) Remove the pinion gear and collapsible spacer
from housing (Fig. 42). Catch the pinion with your
hand to prevent it from falling and being damaged.
Fig. 43 Front Bearing Cup Removal

NOTE: The pinion depth shims can be very thin.
Verify that all shims have been removed before pro-
ceeding.

(7) Remove the front pinion bearing cup, bearing,
oil slinger, if equipped, and pinion seal with Remover
C-4345 and Handle C–4171 (Fig. 43).
(8) Remove the rear pinion bearing cup from axle Fig. 44 Rear Bearing Cup Removal
housing (Fig. 44). Use Remover D-149 and Handle
C–4171. (10) Remove the collapsible preload spacer from
(9) Remove the depth shims from rear pinion bear- pinion gear (Fig. 45).
ing cup bore in axle housing. Record the thickness of (11) Remove the rear pinion bearing from the pin-
the depth shims. ion with Puller/Press C–293-PA and Adapters
C–293–39 (Fig. 46).
Place 4 adapter blocks so they do not damage
the bearing cage.
(1) Place proper thickness depth shim in rear pin-
ion bearing cup bore in the axle housing.
(2) Apply Mopart Door Ease, or equivalent, stick
lubricant to outside surface of rear pinion bearing
cup. Install the bearing cup with Installer D-146 and
Driver Handle C–4171 (Fig. 47). Verify cup is cor-
rectly seated.
Fig. 45 Collapsible Spacer
Fig. 47 Rear Pinion Bearing Cup Installation

lubricant to outside surface of front pinion bearing
cup. Install the bearing cup with Installer D-130 and
Handle C–4171 (Fig. 48).
Fig. 46 Inner Bearing Removal

INSTALLATION
NOTE: Pinion depth shims are placed between the

rear pinion bearing cup and axle housing to achieve
proper ring and pinion gear mesh. If the factory Fig. 48 Pinion Outer Bearing Cup Installation
installed ring and pinion gears are reused, the pin-
ion depth shim should not require replacement. (4) Install front pinion bearing, and oil slinger, if
Refer to Pinion Gear Depth to select the proper equipped.
thickness shim before installing pinion gear.
and Handle C–4171 (Fig. 49).

(6) Install the rear pinion bearing and oil slinger,
if equipped, on the pinion gear with Installer W-262
and a shop press (Fig. 50).

decrease pinion gear bearing rotating torque and
never exceed specified preload torque. If preload
torque is exceeded a new collapsible spacer must
be installed. The torque sequence will then have to
Fig. 50 Rear Pinion Bearing Installation be repeated.
ion shaft and install pinion gear in housing (Fig. 51). NOTE: If the spacer requires more than 352 N·m
(8) Install yoke, or flange, with Installer W-162-B, (260 ft. lbs.) of torque to crush, the collapsible
Cup 8109, and Holder 6958 (Fig. 52). spacer is defective.
pinion gear. Tighten the nut to 216 N·m (160 ft. lbs.) (10) Using Holder 6958, a short length of 1 in.
minimum. Do not over–tighten. Maximum torque pipe, and torque wrench (set at 352 N·m (260 ft.
is 352 N·m (260 ft. lbs.). lbs.)), crush collapsible spacer until bearing end play
(11) Slowly tighten the nut in 6.8 N·m (5 ft. lb.)
Fig. 54 Check Pinion Gear Rotation Torque
Fig. 53 Tightening Pinion Nut

(12) Check bearing rotating torque with an inch
pound torque wrench (Fig. 54). The torque necessary
to rotate the pinion gear should be:
• Original Bearings — 1 to 3 N·m (10 to 20 in.
lbs.).
(13) Install differential assembly.
RING GEAR
The ring and pinion gears are service in a matched
set. Do not replace the ring gear without replacing
the pinion gear.
Fig. 55 Ring Gear Removal
REMOVAL (1) Invert the differential case and start two ring
(1) Remove differential from axle housing. gear bolts. This will provide case-to-ring gear bolt
(2) Place differential case in a suitable vise with hole alignment.
soft metal jaw protectors. (Fig. 55) (2) Invert the differential case in the vise.
(3) Remove bolts holding ring gear to differential (3) Install new ring gear bolts and alternately
case. tighten to 95–122 N·m (70–90 ft. lbs.) torque (Fig.
(4) Using a soft hammer, drive ring gear from dif- 56).
ferential case (Fig. 55). (4) Install differential in axle housing and verify
gear mesh and contact pattern.
INSTALLATION
CAUTION: Do not reuse the bolts that held the ring

gear to the differential case. The bolts can fracture
causing extensive damage.
Fig. 56 Ring Gear Bolt Installation Fig. 57 Mate Shaft Roll Pin Removal

DISASSEMBLY
(1) Remove the ring gear.
(2) Using a suitable roll pin punch, drive out the
roll pin holding pinion gear mate shaft in the differ-
ential case (Fig. 57).
(3) Remove the pinion gear mate shaft from the
differential case and the pinion mate gears.
(4) Rotate differential side gears and remove the
pinion mate gears and thrust washers (Fig. 58).
(5) Remove the differential side gears and thrust
washers.
ASSEMBLY
(1) Install the differential side gears and thrust
washers.
(2) Install the pinion mate gears and thrust wash-
ers. Fig. 58 Pinion Mate Gear Removal
(3) Install the pinion gear mate shaft. Align the
FINAL ASSEMBLY
roll pin holes in shaft and the differential case.
(1) Scrape the residual sealant from the housing
(4) Install the roll pin to hold the pinion mate
and cover mating surfaces. Clean the mating surfaces
shaft in the differential case (Fig. 59).
with mineral spirits. Apply a bead of Mopart Silicone
(5) Install the ring gear.
Rubber Sealant, or equivalent, on the housing cover
(6) Lubricate all differential components with
(Fig. 60).
hypoid gear lubricant.
Install the housing cover within 5 minutes
after applying the sealant.
(4) Install the fill hole plug.

CARDAN U-JOINT
Clean all the U–joint yoke bores with cleaning sol-
vent and a wire brush. Ensure that all the rust and
foreign matter are removed from the bores.
Inspect the yokes for distortion, cracks and worn
bearing cap bores.
Replace the complete U–joint if any of the compo-
nents are defective.
AXLE COMPONENTS
Wash differential components with cleaning solvent
and dry with compressed air. Do not steam clean
the differential components.
Wash bearings with solvent and towel dry, or dry
with compressed air. DO NOT spin bearings with
compressed air. Cup and bearing must be
replaced as matched sets only.
Fig. 59 Mate Shaft Roll Pin Installation Clean axle shaft tubes and oil channels in housing.
Inspect for;
• Smooth appearance with no broken/dented sur-
faces on the bearing rollers or the roller contact sur-
faces.
• Bearing cups must not be distorted or cracked.
• Machined surfaces should be smooth and with-
out any raised edges.
• Raised metal on shoulders of cup bores should
be removed with a hand stone.
• Wear and damage to pinion gear mate shaft,
pinion gears, side gears and thrust washers. Replace
as a matched set only.
• Ring and pinion gear for worn and chipped
teeth.
• Ring gear for damaged bolt threads. Replaced as
a matched set only.
• Pinion yoke for cracks, worn splines, pitted
areas, and a rough/corroded seal contact surface.
Repair or replace as necessary.
• Preload shims for damage and distortion. Install
new shims, if necessary.
Fig. 60 Typical Housing Cover With Sealant ADJUSTMENTS

(2) Install the cover on the differential with the
attaching bolts. Install the identification tag. Tighten
PINION GEAR DEPTH
the cover bolts to 41 N·m (30 ft. lbs.) torque.
GENERAL INFORMATION
CAUTION: Overfilling the differential can result in Ring and pinion gears are supplied as matched
lubricant foaming and overheating. sets only. The identifying numbers for the ring and
pinion gear are etched into the face of each gear (Fig.
(3) Refill the differential housing with gear lubri- 61). A plus (+) number, minus (–) number or zero (0)
cant. Refer to the Lubricant Specifications section of is etched into the face of the pinion gear. This num-
this group for the gear lubricant requirements. ber 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 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. Refer to
Backlash and Contact Pattern Analysis paragraph in
this section for additional information.
Fig. 62 Shim Locations

Note where Old and New Pinion Marking columns
Fig. 61 Pinion Gear ID Numbers
intersect. Intersecting figure represents plus or
Compensation for pinion depth variance is minus the amount needed.
achieved with select shims. The shims are placed Note the etched number on the face of the drive pin-
behind the rear pinion bearing cup (Fig. 62). ion gear (–1, –2, 0, +1, +2, etc.). The numbers repre-
If a new gear set is being installed, note the depth sent thousands of an inch deviation from the standard.
variance etched into both the original and replacement If the number is negative, add that value to the
pinion gear. Add or subtract the thickness of the origi- required thickness of the depth shims. If the number is
nal depth shims to compensate for the difference in the positive, subtract that value from the thickness of the
depth variances. Refer to the Depth Variance chart. depth shim. If the number is 0 no change is necessary.
PINION GEAR DEPTH VARIANCE

PINION DEPTH MEASUREMENT AND (4) Place Arbor Disc 6732 on Arbor D-115-3 in posi-
ADJUSTMENT tion in axle housing side bearing cradles (Fig. 65).
Measurements are taken with pinion bearing cups Install differential bearing caps on Arbor Discs and
and pinion bearings installed in the axle housing tighten cap bolts to 41 N·m (30 ft. lbs.).
without any shims placed behind the rear pinion
bearing cup. Take measurements with Pinion Gauge NOTE: Arbor Discs 6732 has different step diame-
Set 6774 and Dial Indicator C-3339 (Fig. 63). ters to fit other axles. Choose proper step for axle
being serviced.
Fig. 65 Gauge Tools In Housing—Typical

(5) Assemble Dial Indicator C-3339 into Scooter
Block D-115-2 and secure set screw.
(6) Place Scooter Block/Dial Indicator in position
in axle housing so dial probe and scooter block are
Fig. 63 Pinion Gear Depth Gauge Tools—Typical flush against the rearward surface of the pinion
(1) Assemble Pinion Height Block 6739, Pinion height block (Fig. 63). Hold scooter block in place and
Block 6733, and rear pinion bearing onto Screw 6741 zero the dial indicator face to the pointer. Tighten
(Fig. 63). dial indicator face lock screw.
(2) Insert assembled height gauge components, (7) With scooter block still in position against the
rear bearing and screw into axle housing through pinion height block, slowly slide the dial indicator
pinion bearing cups (Fig. 64). probe over the edge of the pinion height block.
(3) Install front pinion bearing cone and Cone-nut (8) Slide the dial indicator probe across the gap
6740 hand tight (Fig. 63). between the pinion height block and the arbor bar
with the scooter block against the pinion height block
(Fig. 66). When the dial probe contacts the arbor bar,
the dial pointer will turn clockwise. Bring dial
pointer back to zero against the arbor bar, do not
turn dial face. Continue moving the dial probe to the
crest of the arbor bar and record the highest reading.
If the dial indicator can not achieve the zero reading,
the rear bearing cup or the pinion depth gauge set is
not installed correctly.
(9) Select a shim equal to the dial indicator read-
ing plus the drive pinion gear depth variance number
etched in the face of the pinion gear (Fig. 61). For
example, if the depth variance is –2, add +0.002 in.
to the dial indicator reading.
Fig. 64 Pinion Height Block—Typical

NOTE: If an oil slinger is used behind the inner pin-
ion bearing cone, deduct the thickness of the
slinger from the dial indicator reading and use that
total for shim selection.
Fig. 66 Pinion Gear Depth Measurement—Typical

DIFFERENTIAL BEARING PRELOAD AND GEAR Fig. 67 Axle Adjustment Shim Locations
BACKLASH (1) Remove differential side bearings from differ-
ential case.
INTRODUCTION
(2) Remove factory installed shims from differen-
Differential side bearing preload and gear backlash
tial case.
is achieved by selective shims positioned behind the
(3) Install ring gear on differential case and
differential side bearing cones. The proper shim
tighten bolts to specification.
thickness can be determined using slip-fit dummy
(4) Install dummy side bearings D-348 on differen-
bearings D-348 in place of the differential side bear-
tial case.
ings and a dial indicator C-3339. Before proceeding
(5) Install differential case in axle housing.
with the differential bearing preload and gear back-
(6) Install the marked bearing caps in their correct
lash measurements, measure the pinion gear depth
positions. Install and snug the bolts (Fig. 68).
and prepare the pinion gear for installation. Estab-
lishing proper pinion gear depth is essential to estab-
lishing gear backlash and tooth contact patterns.
After the overall shim thickness to take up differen-
tial side play is measured, the pinion gear is
installed, and the gear backlash shim thickness is
measured. The overall shim thickness is the total of
the dial indicator reading and the preload specifica-
tion added together. The gear backlash measurement
determines the thickness of the shim used on the
ring gear side of the differential case. Subtract the
gear backlash shim thickness from the total overall
shim thickness and select that amount for the pinion
gear side of the differential (Fig. 67). Differential
shim measurements are performed with axle
spreader W-129-B removed.
SHIM SELECTION Fig. 68 Tighten Bolts Holding Bearing Caps

(7) Using a dead-blow type mallet, seat the differ-
NOTE: It is difficult to salvage the differential side
ential dummy bearings to each side of the axle hous-
bearings during the removal procedure. Install
ing (Fig. 69) and (Fig. 70).
replacement bearings if necessary.
Fig. 69 Seat Pinion Gear Side Differential Dummy

Side Bearing
Fig. 71 Differential Side play Measurement
Fig. 70 Seat Ring Gear Side Differential Dummy

Side Bearing
(8) Thread guide stud C-3288-B into rear cover
bolt hole below ring gear (Fig. 71).
(9) Attach a dial indicator C-3339 to guide stud.
Position the dial indicator plunger on a flat surface Fig. 72 Hold Differential Case and Zero Dial
between the ring gear bolt heads (Fig. 71). Indicator
(10) Push and hold differential case to pinion gear
side of axle housing (Fig. 72).
(11) Zero dial indicator face to pointer (Fig. 72).
(12) Push and hold differential case to ring gear
side of the axle housing (Fig. 73).
(13) Record dial indicator reading (Fig. 73).
(14) Add 0.008 in. (0.2 mm) to the zero end play
total. This new total represents the thickness of
shims to compress, or preload the new bearings when
the differential is installed.
Fig. 74 Hold Differential Case and Zero Dial

Indicator
Fig. 73 Hold Differential Case and Read Dial

Indicator
(15) Rotate dial indicator out of the way on the
guide stud.
(16) Remove differential case and dummy bearings
from axle housing.
(17) Install the pinion gear in axle housing. Install
the pinion yoke, or flange, and establish the correct
pinion rotating torque.
(18) Install differential case and dummy bearings
D-348 in axle housing (without shims), install bear-
ing caps and tighten bolts snug.
(19) Seat ring gear side dummy bearing (Fig. 70).
(20) Position the dial indicator plunger on a flat Fig. 75 Hold Differential Case and Read Dial
surface between the ring gear bolt heads. (Fig. 71). Indicator
(21) Push and hold differential case toward pinion (30) Install side bearings and cups on differential
gear (Fig. 74). case.
(22) Zero dial indicator face to pointer (Fig. 74). (31) Install spreader W-129-B, utilizing some items
(23) Push and hold differential case to ring gear from Adapter Set 6987, on axle housing and spread
side of the axle housing (Fig. 75). axle opening enough to receive differential case.
(24) Record dial indicator reading (Fig. 75). (32) Install differential case in axle housing.
(25) Subtract 0.002 in. (0.05 mm) from the dial (33) Remove spreader from axle housing.
indicator reading to compensate for backlash between (34) Rotate the differential case several times to
ring and pinion gears. This total is the thickness seat the side bearings.
shim required to achieve proper backlash. (35) Position the indicator plunger against a ring
(26) Subtract the backlash shim thickness from gear tooth (Fig. 76).
the total preload shim thickness. The remainder is (36) Push and hold ring gear upward while not
the shim thickness required on the pinion side of the allowing the pinion gear to rotate.
axle housing. (37) Zero dial indicator face to pointer.
(27) Rotate dial indicator out of the way on guide (38) Push and hold ring gear downward while not
stud. allowing the pinion gear to rotate. Dial indicator
(28) Remove differential case and dummy bearings reading should be between 0.12 mm (0.005 in.) and
from axle housing. 0.20 mm (0.008 in.). If backlash is not within specifi-
(29) Install side bearing shims on differential case cations transfer the necessary amount of shim thick-
hubs.
ness from one side of the axle housing to the other
(Fig. 77).
(39) Verify differential case and ring gear runout
by measuring ring to pinion gear backlash at several
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
Gear Contact Pattern Analysis procedure.
Fig. 77 Backlash Shim Adjustment

(3) Using a boxed end wrench on a ring gear bolt,
Rotate the differential case one complete revolution
in both directions while a load is being applied from
shop towel.
Fig. 76 Ring Gear Backlash Measurement
The areas on the ring gear teeth with the greatest
GEAR CONTACT PATTERN ANALYSIS degree of contact against the pinion gear teeth will
The ring and pinion gear teeth contact patterns squeegee the compound to the areas with the least
will show if the pinion gear depth is correct in the amount of contact. Note and compare patterns on the
axle housing. It will also show if the ring gear back- ring gear teeth to Gear Tooth Contact Patterns chart
lash has been adjusted correctly. The backlash can be (Fig. 78) and adjust pinion depth and gear backlash
adjusted within specifications to achieve desired as necessary.
tooth contact patterns.
(1) Apply a thin coat of hydrated ferric oxide, or
equivalent, to the drive and coast side of the ring
gear teeth.
(2) Wrap, twist, and hold a shop towel around the
pinion yoke to increase the turning resistance of the
pinion gear. This will provide a more distinct contact
pattern.
Fig. 78 Gear Tooth Contact Patterns

SPECIFICATIONS
181 FBI AXLE
Axle Type . . . . . . . . . . . . . . . . . . . . . . . . . . . .Hypoid

Lubricant. . . . . . . . . .SAE Thermally Stable 80W–90
Lube Capacity . . . . . . . . . . . . . . . . . . .1.2 L (2.5 pts.)
Axle Ratio . . . . . . . . . . . . . . . . .3.07, 3.55, 3.73, 4.10
Differential Side Gear Clearance . . . . .0.12–0.20 mm
(0.005–0.008 in.)
Ring Gear Diameter . . . . . . . . . .18.09 cm (7.125 in.) Plug—SP-3289
Backlash . . . . . . . . . . . .0–0.15 mm (0.005–0.008 in.)
Pinion Std. Depth . . . . . . . . . . . .92.1 mm (3.625 in.)
Pinion Bearing Rotating Torque
Original Bearings . . . . . . . . .1–2 N·m (10–20 in. lbs.)
New Bearings . . . . . . . . . .1.5–4 N·m (15–35 in. lbs.)
181 FBI AXLE
DESCRIPTION TORQUE
Fill Hole Plug . . . . . . . . . . . . . . .34 N·m (25 ft. lbs.)
Diff. Cover Bolt . . . . . . . . . . . . .41 N·m (30 ft. lbs.) Adapter—C-293-39
Bearing Cap Bolt . . . . . . . . . . . .61 N·m (45 ft. lbs.)
Ring Gear Bolt . . . . . . .95–122 N·m (70–90 ft. lbs.)
Axle Nut . . . . . . . . . . . . . . . . .237 N·m (175 ft. lbs.)
Hub Brg. Bolt . . . . . . . . . . . . . .102 N·m (75 ft. lbs.)
Lower Ball Stud . . . . . . . . . . . .108 N·m (80 ft. lbs.)
Upper Ball Stud . . . . . . . . . . . .101 N·m (75 ft. lbs.)
SPECIAL TOOLS
181 FBI AXLE
Puller—C-452
Puller—C-293-PA
Wrench—C-3281
Dial Indicator—C-3339 Remover—D-149
Installer—W-162-D
Driver—C-3716-A
Cup—8109
Handle—C-4171
Remover/Installer—6289
Installer—D-146
Installer—6761
Gauge Block—6733
Installer—6752
Puller—7794-A
Installer Discs—8110
Turnbuckle—6797
Spanner—6958
Tool Set, Pinion Depth—6774

Installer—C-3972-A Remover—C-4345
Spreader—W-129-B Installer—D-130
Adapter Kit—6987 Installer—W-262
Pilot Stud—C-3288-B
194 RBI AXLE
INDEX
page page

194 RBI AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . 52 FINAL ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . 72
LUBRICANT SPECIFICATIONS . . . . . . . . . . . . . . 52 PINION GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . 68
DESCRIPTION AND OPERATION PINION SHAFT SEAL . . . . . . . . . . . . . . . . . . . . . 59
STANDARD DIFFERENTIAL . . . . . . . . . . . . . . . . 53 REAR AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
TRAC-LOK OPERATION . . . . . . . . . . . . . . . . . . . 53 RING GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
DIAGNOSIS AND TESTING DISASSEMBLY AND ASSEMBLY
BEARING NOISE . . . . . . . . . . . . . . . . . . . . . . . . 54 STANDARD DIFFERENTIAL . . . . . . . . . . . . . . . 73
DRIVELINE SNAP . . . . . . . . . . . . . . . . . . . . . . . 55 TRAC-LOK DIFFERENTIAL . . . . . . . . . . . . . . . . 73
GEAR NOISE . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 CLEANING AND INSPECTION
GENERAL INFORMATION . . . . . . . . . . . . . . . . . 54 AXLE COMPONENTS . . . . . . . . . . . . . . . . . . . . . 77
LOW SPEED KNOCK . . . . . . . . . . . . . . . . . . . . . 55 TRAC-LOK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
TRAC–LOK DIFFERENTIAL NOISE . . . . . . . . . . 55 ADJUSTMENTS
TRAC–LOK TEST . . . . . . . . . . . . . . . . . . . . . . . 58 DIFFERENTIAL BEARING PRELOAD AND
VIBRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 GEAR BACKLASH . . . . . . . . . . . . . . . . . . . . . . 80
SERVICE PROCEDURES GEAR CONTACT PATTERN ANALYSIS . . . . . . . . 82
LUBRICANT CHANGE . . . . . . . . . . . . . . . . . . . . 58 PINION GEAR DEPTH . . . . . . . . . . . . . . . . . . . . 78
AXLE SHAFT SEAL AND BEARING . . . . . . . . . . 64 194 RBI AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . 84
AXLE SHAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 194 RBI AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . 84
DIFFERENTIAL SIDE BEARINGS . . . . . . . . . . . . 67 194 RBI AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . 84
GENERAL INFORMATION The 194 RBI axle has the assembly part number
and gear ratio listed on a tag. The tag is attached to
194 RBI AXLE the differential housing by a cover bolt. Build date
The 194 Rear Beam-design Iron (RBI) axle housing identification codes are stamped on the cover side of
has an iron center casting (differential housing) with an axle shaft tube.
axle shaft tubes extending from either side. The The differential case is a one-piece design. The dif-
tubes are pressed into and welded to the differential ferential pinion mate shaft is retained with a
housing to form a one-piece axle housing. threaded pin. Differential bearing preload and ring
The integral type, hypoid gear design, housing has gear backlash is adjusted by the use of selective
the centerline of the pinion set below the centerline spacer shims. Pinion bearing preload is set and
of the ring gear. maintained by the use of a collapsible spacer (Fig. 1).
The axle has a vent hose to relieve internal pres-
sure caused by lubricant vaporization and internal LUBRICANT SPECIFICATIONS
expansion. A multi-purpose, hypoid gear lubricant which con-
The axles are equipped with semi–floating axle forms to the following specifications should be used.
shafts, meaning that loads are supported by the axle Mopart Hypoid Gear Lubricant conforms to all of
shaft and bearings. The axle shafts are retained by these specifications.
C–clips in the differential side gears. • The lubricant should have MIL–L–2105C and
The cover provides a means for servicing the differ- API GL 5 quality specifications.
ential without removing the axle. • Lubricant is a thermally stable SAE 80W–90
For vehicles equipped with ABS brakes, the axles gear lubricant.
have a tone ring pressed onto the axle shaft. Use • Lubricant for axles intended for heavy-duty or
care when removing axle shafts to ensure that the trailer tow use is SAE 75W–140 SYNTHETIC gear
tone wheel or the wheel speed sensor are not dam- lubricant.
aged. Trac-lok differentials require the addition of 4 oz.
of friction modifier to the axle lubricant. The 194 RBI
Fig. 1 Shim Locations Fig. 2 Differential Operation—Straight Ahead Driving
axle lubricant capacity is 1.66L (3.50 pts.) total, 3). In this instance, the input torque applied to the
including the friction modifier if necessary. pinion gears is not divided equally. The pinion gears

• The ring gear (bolted to the differential case) Fig. 3 Differential Operation—On Turns
rotates the case
• The differential pinion gears (mounted on the TRAC-LOK OPERATION
pinion mate shaft in the case) rotate the side gears In a conventional differential, if one wheel spins,
• The side gears (splined to the axle shafts) rotate the opposite wheel will generate only as much torque
the shafts as the spinning wheel.
During straight-ahead driving, the differential pin- In the Trac-lok differential, part of the ring gear
ion gears do not rotate on the pinion mate shaft. This torque is transmitted through clutch packs which
occurs because input torque applied to the gears is contain multiple discs. The clutches will have radial
divided and distributed equally between the two side grooves on the plates, and concentric grooves on the
gears. As a result, the pinion gears revolve with the discs or bonded fiber material that is smooth in
pinion mate shaft but do not rotate around it (Fig. 2). appearance.
When turning corners, the outside wheel must In operation, the Trac-lok clutches are engaged by
travel a greater distance than the inside wheel to two concurrent forces. The first being the preload
complete a turn. The difference must be compensated force exerted through Belleville spring washers
for to prevent the tires from scuffing and skidding within the clutch packs. The second is the separating
through turns. To accomplish this, the differential forces generated by the side gears as torque is
allows the axle shafts to turn at unequal speeds (Fig. applied through the ring gear (Fig. 4).
of:
GEAR NOISE
aged gears.
Gear noise usually happens at a specific speed
range. The range is 30 to 40 mph, or above 50 mph.
The noise can also occur during a specific type of
driving condition. These conditions are acceleration,
deceleration, coast, or constant load.
When road testing, accelerate the vehicle to the
speed range where the noise is the greatest. Shift
out-of-gear and coast through the peak–noise range.
If the noise stops or changes greatly:
• Check for insufficient lubricant.
• Incorrect ring gear backlash.
• Gear damage.
Differential side and pinion gears can be checked
by turning the vehicle. They usually do not cause
Fig. 4 Trac-lok Limited Slip Differential Operation noise during straight–ahead driving when the gears
are unloaded. The side gears are loaded during vehi-
The Trac-lok design provides the differential action
cle turns. A worn pinion gear mate shaft can also
needed for turning corners and for driving straight
cause a snapping or a knocking noise.
ahead during periods of unequal traction. When one
wheel looses traction, the clutch packs transfer addi-
BEARING NOISE
tional torque to the wheel having the most traction.
The axle shaft, differential and pinion gear bear-
Trac-lok differentials resist wheel spin on bumpy
ings can all produce noise when worn or damaged.
roads and provide more pulling power when one
Bearing noise can be either a whining, or a growling
wheel looses traction. Pulling power is provided con-
sound.
tinuously until both wheels loose traction. If both
Pinion gear bearings have a constant–pitch noise.
wheels slip due to unequal traction, Trac-lok opera-
tion is normal. In extreme cases of differences of
bearing noise will be higher because it rotates at a
traction, the wheel with the least traction may spin.
faster rate. Drive the vehicle and load the differen-
tial. If bearing noise occurs, the rear pinion bearing
DIAGNOSIS AND TESTING is the source of the noise. If the bearing noise is
heard during a coast, the front pinion bearing is the
GENERAL INFORMATION source.
Axle bearing problem conditions are usually caused Worn or damaged differential bearings usually pro-
by: duce a low pitch noise. Differential bearing noise is
• Insufficient or incorrect lubricant. similar to pinion bearing noise. The pitch of differen-
• Foreign matter/water contamination. tial bearing noise is also constant and varies only
• Incorrect bearing preload torque adjustment. with vehicle speed.
• Incorrect backlash. Axle shaft bearings produce noise and vibration
Axle gear problem conditions are usually the result when worn or damaged. The noise generally changes
of: when the bearings are loaded. Road test the vehicle.
• Insufficient lubrication. Turn the vehicle sharply to the left and to the right.
• Incorrect or contaminated lubricant. This will load the bearings and change the noise
level. Where axle bearing damage is slight, the noise DRIVELINE SNAP
is usually not noticeable at speeds above 30 mph. A snap or clunk noise when the vehicle is shifted
into gear (or the clutch engaged), can be caused by:
LOW SPEED KNOCK • High engine idle speed
Low speed knock is generally caused by a worn • Loose engine/transmission/transfer case mounts
U–joint or by worn side–gear thrust washers. A worn • Worn U–joints
pinion gear shaft bore will also cause low speed • Loose spring mounts
knock. • Loose pinion gear nut and yoke
• Excessive ring gear backlash
VIBRATION • Excessive side gear/case clearance
Vibration at the rear of the vehicle is usually The source of a snap or a clunk noise can be deter-
caused by a: mined with the assistance of a helper. Raise the vehi-
• Damaged drive shaft. cle on a hoist with the wheels free to rotate. Instruct
• Missing drive shaft balance weight(s). the helper to shift the transmission into gear. Listen
• Worn or out–of–balance wheels. for the noise, a mechanics stethoscope is helpful in
• Loose wheel lug nuts. isolating the source of a noise.
• Worn U–joint(s).
• Loose/broken springs. TRAC–LOK DIFFERENTIAL NOISE
• Damaged axle shaft bearing(s). The most common problem is a chatter noise when
• Loose pinion gear nut. turning corners. Before removing a Trac-lok unit for
• Excessive pinion yoke run out. repair, drain, flush and refill the axle with the spec-
• Bent axle shaft(s). ified lubricant. Refer to Lubricant change in this
Check for loose or damaged front–end components Group.
or engine/transmission mounts. These components A container of Mopart Trac-lok Lubricant (friction
can contribute to what appears to be a rear–end modifier) should be added after repair service or dur-
vibration. Do not overlook engine accessories, brack- ing a lubricant change.
ets and drive belts. After changing the lubricant, drive the vehicle and
All driveline components should be examined make 10 to 12 slow, figure-eight turns. This maneu-
before starting any repair. ver will pump lubricant through the clutches. This
Refer to Group 22, Wheels and Tires, for additional will correct the condition in most instances. If the
vibration information. chatter persists, clutch damage could have occurred.
DIAGNOSIS CHART
CONT., DIAGNOSIS CHART
TRAC–LOK TEST (4) Clean the housing cavity with a flushing oil,
light engine oil, or lint free cloth. Do not use water,
WARNING: WHEN SERVICING VEHICLES WITH A steam, kerosene, or gasoline for cleaning.
TRAC–LOK DIFFERENTIAL DO NOT USE THE (5) Remove the original sealant from the housing
ENGINE TO TURN THE AXLE AND WHEELS. BOTH and cover surfaces.
REAR WHEELS MUST BE RAISED AND THE VEHI- (6) Apply a bead of Mopart Silicone Rubber Seal-
CLE SUPPORTED. A TRAC–LOK AXLE CAN EXERT ant, or equivalent, to the housing cover (Fig. 6).
ENOUGH FORCE IF ONE WHEEL IS IN CONTACT
WITH A SURFACE TO CAUSE THE VEHICLE TO
MOVE.
The differential can be tested without removing the

differential case by measuring rotating torque. Make
sure brakes are not dragging during this measure-
ment.
(1) Place blocks in front and rear of both front
wheels.
(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 to
studs.
(5) Use torque wrench on special tool to rotate
wheel and read rotating torque (Fig. 5).
Fig. 6 Apply Sealant
Tighten the cover bolts to 41 N·m (30 ft. lbs.) torque.
(8) For Trac–lok differentials, a quantity of
Mopart Trac–lok lubricant (friction modifier), or
equivalent, must be added after repair service or a
lubricant change. Refer to the Lubricant Specifica-
tions section of this group for the quantity necessary.
(9) Fill differential with Mopart Hypoid Gear
Lubricant, or equivalent, to bottom of the fill plug
hole. Refer to the Lubricant Specifications section of
this group for the quantity necessary.
CAUTION: Overfilling the differential can result in

lubricant foaming and overheating.
Fig. 5 Trac-lok Test —Typical (10) Install the fill hole plug and lower the vehicle.
(6) If rotating torque is less than 22 N·m (30 ft. (11) Trac–lok differential equipped vehicles should
lbs.) or more than 271 N·m (200 ft. lbs.) on either be road tested by making 10 to 12 slow figure-eight
wheel the unit should be serviced. turns. This maneuver will pump the lubricant
through the clutch discs to eliminate a possible chat-
ter noise complaint.
SERVICE PROCEDURES
LUBRICANT CHANGE REMOVAL AND INSTALLATION
(2) Remove the lubricant fill hole plug from the REAR AXLE
differential housing cover.
(3) Remove the differential housing cover and REMOVAL
drain the lubricant from the housing. (1) Raise and support the vehicle.
(2) Position a suitable lifting device under the (11) Align propeller shaft and pinion yoke refer-
axle. ence marks. Install U-joint straps and bolts. Tighten
(3) Secure axle to device. to 19 N·m (14 ft. lbs.) torque.
(4) Remove the wheels and tires. (12) Install the wheels and tires.
(5) Remove the brake rotors and calipers from the (13) Add gear lubricant, if necessary. Refer to
axle. Refer to Group 5, Brakes, for proper procedures. Lubricant Specifications in this section for lubricant
(6) Disconnect parking brake cables from brackets requirements.
and lever. (14) Remove lifting device from axle and lower the
(7) Remove wheel speed sensors, if necessary. vehicle.
Refer to Group 5, Brakes, for proper procedures. (15) Tighten lower suspension arm bolts to 177
(8) Disconnect the brake hose at the axle junction N·m (130 ft. lbs.) torque.
block. Do not disconnect the brake hydraulic lines at (16) Tighten upper suspension arm bolts to 75 N·m
the calipers. Refer to Group 5, Brakes, for proper (55 ft. lbs.) torque.
procedures. (17) Tighten track bar bolts to 100 N·m (74 ft. lbs.)
(9) Disconnect the vent hose from the axle shaft torque.
tube.
(10) Mark the propeller shaft and yokes for instal- PINION SHAFT SEAL
lation alignment reference.
(11) Remove propeller shaft. REMOVAL
(12) Disconnect stabilizer bar links. (1) Raise and support the vehicle.
(13) Disconnect shock absorbers from axle. (2) Remove wheel and tire assemblies.
(14) Disconnect track bar. (3) Remove the brake rotors and calipers. Refer to
(15) Disconnect upper and lower suspension arms Group 5, Brakes, for proper procedures.
from the axle brackets. (4) Mark the propeller shaft and pinion yoke for
(16) Separate the axle from the vehicle. installation alignment reference.
(5) Remove the propeller shaft from the yoke.
INSTALLATION (6) Rotate the pinion gear three or four times.
NOTE: The weight of the vehicle must be sup- rotate the pinion gear with a (in. lbs.) dial-type
ported by the springs before suspension arms and torque wrench. Record the torque reading for instal-
track bar fasteners can be tightened. If the springs lation reference.
are not at their normal ride position, vehicle ride (8) Using a short piece of pipe and Holder 6958 to
height and handling could be affected. hold the pinion yoke, remove the pinion nut and
washer (Fig. 7).
(1) Raise the axle with lifting device and align coil (9) Use Remover C–452 and Wrench C–3281 to
springs. remove the pinion yoke (Fig. 8).
(2) Position the upper and lower suspension arms
on the axle brackets. Install nuts and bolts, do not
(3) Install track bar and attachment bolts, do not
(4) Install shock absorbers and tighten nuts to 60
(5) Install stabilizer bar links and tighten nuts to
(6) Install the wheel speed sensors, if necessary.
(7) Connect parking brake cable to brackets and
lever.
Group 5, Brakes, for proper procedures. Fig. 7 Pinion Yoke Holder
(9) Connect the brake hose to the axle junction (10) Use Remover 7794-A and slide hammer to
block. Refer to Group 5, Brakes, for proper proce- remove the pinion gear seal (Fig. 9).
dures.
(10) Install axle vent hose.
(2) Install yoke on the pinion gear with Screw
8112, Cup 8109, and Holder 6958 (Fig. 11).

torque when installing the pinion yoke at this point.
Damage to the collapsible spacer or bearings may
result.
(3) Install the yoke washer and a new nut on the

pinion gear and tighten the pinion nut until there is
zero bearing end-play.
(4) Tighten the nut to 271 N·m (200 ft. lbs.).

torque or rotating torque is exceeded a new col-
Fig. 9 Seal Removal lapsible spacer must be installed. The torque
sequence will then have to be repeated.
INSTALLATION
(1) Apply a light coating of gear lubricant on the (5) Rotate the pinion shaft using a (in. lbs.) torque
lip of pinion seal. Install seal with Installer C-3972-A wrench. Rotating torque should be equal to the read-
and Handle C–4171 (Fig. 10). ing recorded during removal plus an additional 0.56
N·m (5 in. lbs.) (Fig. 12).
(6) If the rotating torque is low, use Holder 6958 to
hold the pinion yoke (Fig. 13), and tighten the pinion
shaft nut in 6.8 N·m (5 ft. lbs.) increments until the
proper rotating torque is achieved.
CAUTION: If the maximum tightening torque is

reached prior to reaching the required rotating
torque, the collapsible spacer may have been dam-
aged. Replace the collapsible spacer.
(7) Align the installation reference marks on the

propeller shaft and yoke and install the propeller
shaft.
(8) Add gear lubricant to the differential housing,
if necessary. Refer to the Lubricant Specifications for
gear lubricant requirements.
lation reference.
(8) Using a short piece of pipe and Holder 6958 to
hold the pinion yoke, remove the pinion nut and
washer (Fig. 14).
(9) Use Remover C-452 and Wrench C-3281 to
remove the pinion yoke (Fig. 15).
(11) Remove the front pinion bearing using a pair
of suitable pick tools to pull the bearing straight off
the pinion gear shaft. It may be necessary to lightly
tap the end of the pinion gear with a rawhide or rub-
ber mallet if the bearing becomes bound on the pin-
ion shaft.
(12) Remove the collapsible spacer.
Fig. 12 Check Pinion Rotation Torque
Fig. 14 Pinion Yoke Holder
Fig. 13 Tightening Pinion Shaft Nut

COLLAPSIBLE SPACER
(3) Remove rear brake rotors and calipers. Refer to REMOVAL W/PINION REMOVED
Group 5, Brakes, for proper procedures. (1) Raise and support the vehicle.
(4) Mark the propeller shaft and pinion yoke for (2) Remove wheel and tire assemblies.
installation reference. (3) Remove rear brake rotors and calipers. Refer to
(5) Remove the propeller shaft from the yoke. Group 5, Brakes, for proper procedures.

(4) Mark the propeller shaft and pinion yoke for
(7) Measure the amount of torque necessary to Fig. 17 Remove Pinion Gear
lation reference.
(8) Remove differential assembly from axle hous-
ing.
(9) Using Holder 6958 to hold yoke and a short
length of 1 in. pipe, remove the pinion yoke nut and
washer (Fig. 14).
(10) Using Remover C–452 and Wrench C–3281,
remove the pinion yoke from pinion shaft (Fig. 15).
(11) Remove the pinion gear from housing (Fig.
17). Catch the pinion with your hand to prevent it
from falling and being damaged.
(12) Remove collapsible spacer from pinion shaft.
INSTALLATION
ion shaft (Fig. 18).
(2) If pinion gear was removed, install pinion gear
in housing.
and Handle C–4171 (Fig. 19). Fig. 18 Collapsible Preload Spacer
(5) Install yoke with Screw 8112, Cup 8109, and
Holder 6958 (Fig. 20).
pinion gear. Tighten the pinion nut until there is zero
(6) If the original pinion bearings are being used,
bearing end-play.
install differential assembly and axle shafts, if neces-
sary.
NOTE: If new pinion bearings were installed, do not

install the differential assembly and axle shafts until
after the pinion bearing preload and rotating torque
are set.
Fig. 19 Pinion Seal Installation Fig. 21 Tightening Pinion Nut

torque wrench (Fig. 22). The torque necessary to
• Original Bearings — The reading recorded dur-

lapsible spacer must be installed. The torque

NOTE: If more than 474 N·m (350 ft. lbs.) of torque
is necessary to remove the bearing end play, the (12) Install differential assembly and axle shafts,
collapsible spacer is defective and must be if necessary.
replaced. (13) Align marks made previously on yoke and
propeller shaft and install propeller shaft.
(10) Slowly tighten the nut in 6.8 N·m (5 ft. lbs.) (14) Install rear brake rotors and calipers. Refer to
increments until the rotating torque is achieved. Group 5, Brakes, for proper procedures.
Measure the rotating torque frequently to avoid over (15) Add gear lubricant, if necessary. Refer to
crushing the collapsible spacer (Fig. 22). Lubricant Specifications of this section for lubricant
requirements.
(16) Install wheel and tire assemblies. (8) Remove axle shaft. Use care to prevent damage
(17) Lower vehicle. to axle shaft bearing and seal, which will remain in
axle shaft tube. Also, exercise care not to damage the
AXLE SHAFT wheel speed sensor on vehicles equipped with ABS
brakes.
REMOVAL (9) Inspect axle shaft seal for leakage or damage.
(1) Raise and support vehicle. Ensure that the (10) Inspect roller bearing contact surface on axle
transmission is in neutral. shaft for signs of brinelling, galling and pitting. If
(2) Remove wheel and tire assembly. any of these conditions exist, the axle shaft and/or
(3) Remove brake caliper and rotor. Refer to Group bearing and seal must be replaced.
5, Brakes, for proper procedure.
(4) Clean all foreign material from housing cover INSTALLATION
area. (1) Lubricate bearing bore and seal lip with gear
(5) Loosen housing cover bolts. Drain lubricant lubricant. Insert axle shaft through seal, bearing,
from the housing and axle shaft tubes. Remove hous- and engage it into side gear splines.
ing cover.
(6) Rotate differential case so that pinion mate NOTE: Use care to prevent shaft splines from dam-
gear shaft lock screw is accessible. Remove lock aging axle shaft seal lip. Also, exercise care not to
screw and pinion mate gear shaft from differential damage the wheel speed sensor on vehicles
case (Fig. 23). equipped with ABS brakes
(2) Insert C–clip lock in end of axle shaft. Push

axle shaft outward to seat C–clip lock in side gear.
(3) Insert pinion mate shaft into differential case
and through thrust washers and pinion gears.
(4) Align hole in shaft with hole in the differential
case and install lock screw with Loctitet on the
threads. Tighten lock screw to 19 N·m (14 ft. lbs.)
torque.
(5) Install cover and add fluid. Refer to Lubricant
Change procedure in this section for procedure and
lubricant requirements.
(6) Install brake caliper and rotor. Refer to Group
5, Brakes, for proper procedures.
(7) Install wheel and tire.
(8) Lower vehicle.
Fig. 23 Mate Shaft Lock Screw AXLE SHAFT SEAL AND BEARING
(7) Push axle shaft inward and remove axle shaft
REMOVAL
C–clip lock from the axle shaft (Fig. 24).
(1) Remove the axle shaft.
(2) Remove the axle shaft seal from the end of the
axle shaft tube with a small pry bar.
NOTE: The seal and bearing can be removed at the

same time with the bearing removal tool.
(3) Remove the axle shaft bearing from the axle

tube with Bearing Removal Tool Set 6310 using
Adapter Foot 6310-5 (Fig. 25).
(4) Inspect the axle shaft tube bore for roughness
and burrs. Remove as necessary.
INSTALLATION
Do not install the original axle shaft seal.
Always install a new seal.
(1) Wipe the axle shaft tube bore clean.
Fig. 24 Axle Shaft C–Clip Lock
(4) Remove axle shafts.
(5) Note the installation reference letters stamped
on the bearing caps and housing machined sealing
surface (Fig. 27).

Fig. 25 Axle Shaft Bearing Removal (6) Loosen the differential bearing cap bolts.
(7) Position Spreader W–129–B, utilizing some
(2) Install axle shaft bearing with Installer 6436 items from Adapter set 6987, with the tool dowel pins
and Handle C–4171. Ensure that the part number on seated in the locating holes (Fig. 28). Install the hold-
the bearing is against the installer. down clamps and tighten the tool turnbuckle finger-
(3) Install the new axle shaft seal with Installer –tight.
6437 and Handle C–4171 (Fig. 26).
Fig. 26 Axle Shaft Seal Installation

(4) Install the axle shaft.
DIFFERENTIAL
REMOVAL Fig. 28 Install Axle Housing Spreader
(2) Remove the lubricant fill hole plug from the (8) Install a Pilot Stud C-3288-B at the left side of
differential housing cover. the differential housing. Attach Dial Indicator C-3339
(3) Remove the differential housing cover and to pilot stud. Load the indicator plunger against the
allow fluid to drain. opposite side of the housing (Fig. 29) and zero the
indicator.
the housing is over–spread, it could be distorted or
damaged.
(9) Spread the housing enough to remove the dif-

ferential case from the housing. Measure the dis-
tance with the dial indicator (Fig. 30).
Fig. 31 Differential Case Removal

(13) Mark or tag the differential bearing cups to
indicate which side of the differential they were
removed from.
(14) Retrieve differential case preload shims from
axle housing. Mark or tag the differential case pre-
load shims to indicate which side of the differential
Fig. 29 Install Dial Indicator they were removed from.
(15) Remove spreader from housing.
INSTALLATION
If replacement differential bearings or differential
case are being installed, differential side bearing
shim requirements may change. Refer to the Differ-
ential Bearing Preload and Gear Backlash proce-
dures in this section to determine the proper shim
selection.
(1) Position Spreader W–129–B, utilizing some
items from Adapter set 6987, with the tool dowel pins
seated in the locating holes (Fig. 32). Install the hold-
down clamps and tighten the tool turnbuckle finger-
–tight.
(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 indicator plunger against the
opposite side of the housing (Fig. 29) and zero the
indicator.

the housing is over–spread, it could be distorted or
damaged.
Fig. 30 Spread Axle Housing
(10) Remove the dial indicator. (3) Spread the housing enough to install the case
(11) While holding the differential case in position, in the housing. Measure the distance with the dial
remove the differential bearing cap bolts and caps. indicator (Fig. 30).
(12) Remove the differential from the housing. (4) Remove the dial indicator.
Ensure that the differential bearing cups remain in (5) Install differential case in the housing. Ensure
position on the differential bearings (Fig. 31). that the differential bearing cups remain in position
on the differential bearings and that the preload
shims remain between the face of the bearing cup
with Puller/Press C-293-PA, C-293-39 Blocks, and
Plug SP-3289 (Fig. 34).
Fig. 32 Install Axle Housing Spreader

and the housing. Tap the differential case to ensure
the bearings cups and shims are fully seated in the
housing.
(6) Install the bearing caps at their original loca-
tions (Fig. 33).
Fig. 34 Differential Bearing Removal

INSTALLATION
(1) Using tool C-3716-A with handle C-4171,
install differential side bearings (Fig. 35).
(2) Install differential in axle housing.
RING GEAR
the pinion gear.
REMOVAL
(1) Remove differential from axle housing.
(2) Place differential case in a suitable vise with
soft metal jaw protectors. (Fig. 36)
(7) Loosely install differential bearing cap bolts. (3) Remove bolts holding ring gear to differential
(8) Remove axle housing spreader. case.
(9) Tighten the bearing cap bolts to 77 N·m (57 ft. (4) Using a soft hammer, drive ring gear from dif-
lbs.) torque. ferential case (Fig. 36).
(10) Install the axle shafts.
INSTALLATION
REMOVAL gear to the differential case. The bolts can fracture
(1) Remove differential from axle housing. causing extensive damage.
Fig. 35 Install Differential Side Bearings Fig. 37 Ring Gear Bolt Installation
REMOVAL
(1) Remove differential from the axle housing.
(2) Mark pinion yoke and propeller shaft for
installation alignment.
(3) Disconnect propeller shaft from pinion yoke.
Using suitable wire, tie propeller shaft to underbody.
washer (Fig. 38).

(1) Invert the differential case and start two ring
gear bolts. This will provide case-to-ring gear bolt
hole alignment.
(2) Invert the differential case in the vise.
(3) Install new ring gear bolts and alternately
tighten to 95–122 N·m (70–90 ft. lbs.) torque (Fig.
37).
(4) Install differential in axle housing and verify Fig. 38 Pinion Yoke Holder
PINION GEAR
The ring and pinion gears are serviced in a
(8) Remove oil slinger, if equipped, and front pin-
ion bearing.
(9) Remove the front pinion bearing cup with
Remover C-4345 and Handle C–4171 (Fig. 42).

(6) Remove the pinion gear from housing (Fig. 40).
Catch the pinion with your hand to prevent it from
falling and being damaged.

(10) Remove the rear bearing cup from housing
(Fig. 43). Use Remover D-149 and Handle C–4171.

Fig. 43 Rear Bearing Cup Removal (13) Remove the depth shims from the pinion gear
(11) Remove the collapsible preload spacer (Fig. shaft. Record the thickness of the depth shims.
44).
INSTALLATION
lubricant to outside surface of bearing cup.
(2) Install the pinion rear bearing cup with
Installer D-146 and Driver Handle C–4171 (Fig. 46).
Ensure cup is correctly seated.

(12) Remove the rear bearing from the pinion with
Puller/Press C-293-PA and Adapters C-293-40 (Fig.
45).
the bearing cage. Fig. 46 Pinion Rear Bearing Cup Installation
(3) Apply Mopart Door Ease, or equivalent, stick (8) Install the rear bearing and slinger, if
lubricant to outside surface of bearing cup. equipped, on the pinion gear with Installer W-262
(4) Install the pinion front bearing cup with (Fig. 49).
Installer D–130 and Handle C–4171 (Fig. 47).
Fig. 47 Pinion Front Bearing Cup Installation

(5) Install pinion front bearing, and oil slinger, if
equipped.
and Handle C–4171 (Fig. 48). Fig. 49 Shaft Rear Bearing Installation
ion shaft and install pinion gear in housing (Fig. 50).
(10) Install pinion gear in housing.

rear pinion bearing cone and pinion gear to achieve
proper ring and pinion gear mesh. If the factory
ion depth shim should not require replacement. If
required, refer to Pinion Gear Depth to select the
proper thickness shim before installing rear pinion
bearing.
(7) Place the proper thickness depth shim on the
pinion gear.
(11) Install yoke with Installer Screw 8112, Cup
8109, and holder 6958 (Fig. 51).
Fig. 52 Tightening Pinion Nut

pinion gear and tighten the pinion nut until there is
zero bearing end-play.

lapsible spacer must be installed. The torque

NOTE: If the spacer requires more than 474 N·m

(350 ft. lbs.) torque to crush, the collapsible spacer
is defective and must be replaced.
Fig. 53 Check Pinion Gear Rotating Torque
increments until the rotating torque is achieved. Rubber Sealant, or equivalent, on the housing cover
Measure the rotating torque frequently to avoid over (Fig. 54).
crushing the collapsible spacer (Fig. 53). Install the housing cover within 5 minutes
(16) Check bearing rotating torque with an inch after applying the sealant.
pound torque wrench (Fig. 53). The torque necessary (2) Install the cover on the differential with the
to rotate the pinion gear should be: attaching bolts. Install the identification tag. Tighten
• Original Bearings — 1 to 3 N·m (10 to 20 in. the cover bolts to 41 N·m (30 ft. lbs.) torque.
lbs.).
(17) Install differential in housing.
(3) Refill the differential housing with gear lubri-
FINAL ASSEMBLY cant. Refer to the Lubricant Specifications section of
(1) Scrape the residual sealant from the housing this group for the gear lubricant requirements.
and cover mating surfaces. Clean the mating surfaces (4) Install the fill hole plug.
(4) Remove the differential side gears and thrust
washers.
Fig. 54 Typical Housing Cover With Sealant
Fig. 56 Pinion Mate Gear Removal

DISASSEMBLY AND ASSEMBLY ASSEMBLY
(1) Install the differential side gears and thrust
STANDARD DIFFERENTIAL washers.
DISASSEMBLY (2) Install the pinion mate gears and thrust wash-
(1) Remove pinion gear mate shaft lock screw (Fig. ers.
55). (3) Install the pinion gear mate shaft.
(2) Remove pinion gear mate shaft. (4) Align the hole in the pinion gear mate shaft
(3) Rotate the differential side gears and remove with the hole in the differential case and install the
the pinion mate gears and thrust washers (Fig. 56). pinion gear mate shaft lock screw.
TRAC-LOK DIFFERENTIAL
The Trac–lok differential components are illus-
trated in (Fig. 57). Refer to this illustration during
repair service.
Fig. 55 Pinion Gear Mate Shaft Lock Screw

Fig. 57 Trac–lok Differential Components

DISASSEMBLY (3) Remove ring gear, if necessary. Ring gear
(1) Clamp Side Gear Holding Tool 6965 in a vise. removal is necessary only if the ring gear is to be
(2) Position the differential case on Side Gear replaced. The Trac-lok differential can be serviced
Holding Tool 6965 (Fig. 58). with the ring gear installed.
(4) Remove the pinion gear mate shaft lock screw
(Fig. 59).
Fig. 59 Mate Shaft Lock Screw
Fig. 58 Differential Case Holding Tool

(5) Remove the pinion gear mate shaft. If neces- (7) Assemble Threaded Adapter C-6960-1 into top
sary, use a drift and hammer (Fig. 60). side gear. Thread Forcing Screw C-6960-4 into
adapter until it becomes centered in adapter plate.
(8) Position a small screw driver in slot of
Threaded Adapter C-6960-1 (Fig. 62) to prevent
adapter from turning.
Fig. 60 Mate Shaft Removal

(6) Install and lubricate Step Plate C-6960-3 (Fig.
61).
Fig. 62 Threaded Adapter Installation

(9) Tighten forcing screw tool 122 N·m (90 ft. lbs.)
maximum to compress Belleville springs in clutch
packs (Fig. 63).
Fig. 61 Step Plate Tool Installation
Fig. 63 Tighten Belleville Spring Compressor Tool

(10) Using an appropriate size feeler gauge, (16) Remove top side gear, clutch pack retainer,
remove thrust washers from behind the pinion gears and clutch pack. Keep plates in correct order during
(Fig. 64). removal (Fig. 66).
Fig. 64 Remove Pinion Gear Thrust Washer Fig. 66 Side Gear & Clutch Disc Removal
(11) Insert Turning Bar C-6960-2 in case (Fig. 65). (17) Remove differential case from Side Gear Hold-
(12) Loosen the Forcing Screw C-6960-4 in small ing Tool 6965. Remove side gear, clutch pack retainer,
increments until the clutch pack tension is relieved and clutch pack. Keep plates in correct order during
and the differential case can be turned using Turning removal.
Bar C-6960-2.
(13) Rotate differential case until the pinion gears ASSEMBLY
can be removed.
(14) Remove pinion gears from differential case. NOTE: The clutch discs are replaceable as com-
plete sets only. If one clutch disc pack is damaged,
both packs must be replaced.
Lubricate each component with gear lubricant

before assembly.
(1) Assemble the clutch discs into packs and
secure disc packs with retaining clips (Fig. 67).
(2) Position assembled clutch disc packs on the
side gear hubs.
(3) Install clutch pack and side gear in the ring
gear side of the differential case (Fig. 68). Be sure
clutch pack retaining clips remain in position
and are seated in the case pockets.
(4) Position the differential case on Side Gear
Holding Tool 6965.
(5) Install lubricated Step Plate C-6960-3 in lower
side gear (Fig. 69).
Fig. 65 Pinion Gear Removal (6) Install the upper side gear and clutch disc pack
(15) Remove Forcing Screw C-6960-4, Step Plate (Fig. 69).
C-6960-3, and Threaded Adapter C-6960-1. (7) Hold assembly in position. Insert Threaded
Adapter C-6960-1 into top side gear.
(8) Insert Forcing Screw C-6960-4.
Fig. 67 Clutch Disc Pack

Fig. 69 Upper Side Gear & Clutch Disc Pack
Installation
(12) Tighten forcing screw to 122 N·m (90 ft. lbs.)
maximum to compress the Belleville springs.
(13) Lubricate and install thrust washers behind
pinion gears and align washers with a small screw
driver. Insert mate shaft into each pinion gear to ver-
ify alignment.
(14) Remove Forcing Screw C-6960-4, Step Plate
C-6960-3, and Threaded Adapter C-6960-1.
(15) Install pinion gear mate shaft and align holes
in shaft and case.
(16) Install the pinion mate shaft lock screw finger
tight to hold shaft during differential installation.
If replacement gears and thrust washers were
installed, it is not necessary to measure the
gear backlash. Correct fit is due to close
machining tolerances during manufacture.

Fig. 68 Clutch Discs & Lower Side Gear Installation
(9) Tighten forcing screw tool to slightly compress AXLE COMPONENTS
clutch discs. Wash differential components with cleaning solvent
(10) Place pinion gears in position in side gears and dry with compressed air. Do not steam clean
and verify that the pinion mate shaft hole is aligned. the differential components.
(11) Rotate case with Turning Bar C-6960-2 until Wash bearings with solvent and towel dry, or dry
the pinion mate shaft holes in pinion gears align with compressed air. DO NOT spin bearings with
with holes in case. It may be necessary to slightly compressed air. Cup and bearing must be
tighten the forcing screw in order to install the pin- replaced as matched sets only.
ion gears. Clean axle shaft tubes and oil channels in housing.
Inspect for;
faces.
teeth.
a matched set only.
areas, and a rough/corroded seal contact surface. Fig. 70 Pinion Gear ID Numbers
• Preload shims for damage and distortion. Install Compensation for pinion depth variance is
new shims, if necessary. achieved with select shims. The shims are placed
under the inner pinion bearing cone (Fig. 71).
TRAC-LOK
Clean all components in cleaning solvent. Dry com-
ponents with compressed air. Inspect clutch pack
plates for wear, scoring or damage. Replace both
clutch packs if any one component in either pack is
damaged. Inspect side and pinion gears. Replace any
gear that is worn, cracked, chipped or damaged.
Inspect differential case and pinion shaft. Replace if
worn or damaged.
PRESOAK PLATES AND DISC

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.

ADJUSTMENTS
If a new gear set is being installed, note the depth
PINION GEAR DEPTH variance etched into both the original and replace-
ment pinion gear. Add or subtract the thickness of
GENERAL INFORMATION the original depth shims to compensate for the differ-
Ring and pinion gears are supplied as matched ence in the depth variances. Refer to the Depth Vari-
sets only. The identifying numbers for the ring and ance charts.
pinion gear are etched into the face of each gear (Fig. Note where Old and New Pinion Marking columns
70). A plus (+) number, minus (–) number or zero (0) intersect. Intersecting figure represents plus or
is etched into the face of the pinion gear. This num- minus amount needed.
ber is the amount (in thousandths of an inch) the Note the etched number on the face of the drive
depth varies from the standard depth setting of a pinion gear (–1, –2, 0, +1, +2, etc.). The numbers rep-
pinion etched with a (0). The standard setting from resent thousands of an inch deviation from the stan-
the center line of the ring gear to the back face of the dard. If the number is negative, add that value to the
pinion is 96.850 mm (3.813 in.). The standard depth required thickness of the depth shim(s). If the num-
provides the best teeth contact pattern. Refer to ber is positive, subtract that value from the thickness
Backlash and Contact Pattern Analysis Paragraph in of the depth shim(s). If the number is 0 no change is
this section for additional information. necessary. Refer to the Pinion Gear Depth Variance
Chart.
PINION DEPTH MEASUREMENT AND (1) Assemble Pinion Height Block 6739, Pinion
ADJUSTMENT Block 6735, and rear pinion bearing onto Screw 6741
Measurements are taken with pinion cups and pin- (Fig. 72).
ion bearings installed in housing. Take measure- (2) Insert assembled height gauge components,
ments with a Pinion Gauge Set, Pinion Block 6735, rear bearing and screw into axle housing through
Arbor Discs 6732, and Dial Indicator C-3339 (Fig. pinion bearing cups (Fig. 73).
72). (3) Install front pinion bearing and Cone 6740
hand tight (Fig. 72).

(4) Place Arbor Disc 6732 on Arbor D-115-3 in posi-
tion in axle housing side bearing cradles (Fig. 74).
Install differential bearing caps on Arbor Discs and
Fig. 72 Pinion Gear Depth Gauge Tools—Typical tighten cap bolts. Refer to the Torque Specifications
in this section.
NOTE: Arbor Discs 6732 have different step diame-
ters to fit other axle sizes. Pick correct size step for
axle being serviced.

DIFFERENTIAL BEARING PRELOAD AND GEAR
BACKLASH
Fig. 74 Gauge Tools In Housing—Typical Differential side bearing preload and gear backlash
(5) Assemble Dial Indicator C-3339 into Scooter is achieved by selective shims inserted between the
Block D-115-2 and secure set screw. bearing cup and the axle housing. The proper shim
(6) Place Scooter Block/Dial Indicator in position thickness can be determined using slip-fit dummy
in axle housing so dial probe and scooter block are bearings D-348 in place of the differential side bear-
flush against the surface of the pinion height block. ings and a dial indicator C-3339. Before proceeding
Hold scooter block in place and zero the dial indica- with the differential bearing preload and gear back-
tor face to the pointer. Tighten dial indicator face lash measurements, measure the pinion gear depth
lock screw. and prepare the pinion gear for installation. Estab-
(7) With scooter block still in position against the lishing proper pinion gear depth is essential to estab-
pinion height block, slowly slide the dial indicator lishing gear backlash and tooth contact patterns.
probe over the edge of the pinion height block. After the overall shim thickness to take up differen-
Observe how many revolutions counterclockwise the tial side play is measured, the pinion gear is
dial pointer travels (approximately 0.125 in.) to the installed, and the gear backlash shim thickness is
out-stop of the dial indicator. measured. The overall shim thickness is the total of
(8) Slide the dial indicator probe across the gap the dial indicator reading, starting point shim thick-
between the pinion height block and the arbor bar ness, and the preload specification added together.
with the scooter block against the pinion height block The gear backlash measurement determines the
(Fig. 75). When the dial probe contacts the arbor bar, thickness of the shim used on the ring gear side of
the dial pointer will turn clockwise. Bring dial the differential case. Subtract the gear backlash shim
pointer back to zero against the arbor bar, do not thickness from the total overall shim thickness and
turn dial face. Continue moving the dial probe to the select that amount for the pinion gear side of the dif-
crest of the arbor bar and record the highest reading. ferential (Fig. 76).
the rear bearing cup or the pinion depth gauge set is SHIM SELECTION
not installed correctly.
(9) Select a shim equal to the dial indicator read- NOTE: It is difficult to salvage the differential side
ing plus the drive pinion gear depth variance number bearings during the removal procedure. Install
etched in the face of the pinion gear (Fig. 70) using replacement bearings if necessary.
the opposite sign on the variance number. For exam-
(1) Remove side bearings from differential case.
ple, if the depth variance is –2, add +0.002 in. to the
(2) Install ring gear, if necessary, on differential
dial indicator reading.
case and tighten bolts to specification.
(10) Remove the pinion depth gauge components
(3) Install dummy side bearings D-348 on differen-
from the axle housing
tial case.
Fig. 76 Axle Adjustment Shim Locations

(5) Insert Dummy Shims 8107 (0.118 in. (3.0 mm))
starting point shims between the dummy bearing
and the axle housing (Fig. 77).

(12) Record dial indicator reading.
(13) Add the dial indicator reading to the starting
point shim thickness to determine total shim thick-
ness to achieve zero differential end play.
(15) Rotate dial indicator out of the way on guide
stud.
(16) Remove differential case, dummy bearings,
and starting point shims from axle housing.
(17) Install pinion gear in axle housing. Install the
yoke and establish the correct pinion rotating torque.
in axle housing (without shims) and tighten retaining
cap bolts.
(19) Position the dial indicator plunger on a flat
surface between the ring gear bolt heads (Fig. 78).
Fig. 77 Insert Starting Point Shims (20) Push and hold differential case toward pinion
gear.
(6) Install the marked bearing caps in their correct (21) Zero dial indicator face to pointer.
positions. Install and tighten the bolts. (22) Push and hold differential case to ring gear
(7) Thread guide stud C-3288-B into rear cover side of the axle housing.
bolt hole below ring gear (Fig. 78). (23) Record dial indicator reading.
(8) Attach dial indicator C-3339 to guide stud. (24) Subtract 0.002 in. (0.05 mm) from the dial
Position the dial indicator plunger on a flat surface indicator reading to compensate for backlash between
on a ring gear bolt head (Fig. 78). ring and pinion gears. This total is the thickness of
(9) Push firmly and hold differential case to pinion shim required to achieve proper backlash.
gear side of axle housing. (25) Subtract the backlash shim thickness from
(10) Zero dial indicator face to pointer. the total preload shim thickness. The remainder is
(11) Push firmly and hold differential case to ring the shim thickness required on the pinion side of the
gear side of the axle housing. axle housing.
stud.
from axle housing.
(28) Install new side bearing cones and cups on
differential case.
(29) Install spreader W-129-B, utilizing some com-
ponents of Adapter Set 6987, on axle housing and
spread axle opening enough to receive differential
case.
(30) Place side bearing shims in axle housing
against axle tubes.
(32) Rotate the differential case several times to
seat the side bearings.
(33) Position the indicator plunger against a ring
gear tooth (Fig. 79).
(34) Push and hold ring gear upward while not
allowing the pinion gear to rotate.
(35) Zero dial indicator face to pointer.
(36) Push and hold ring gear downward while not
allowing the pinion gear to rotate. Dial indicator
reading should be between 0.12 mm (0.005 in.) and Fig. 80 Backlash Shim Adjustment
0.20 mm (0.008 in.). If backlash is not within specifi-
cations transfer the necessary amount of shim thick- GEAR CONTACT PATTERN ANALYSIS
ness from one side of the differential housing to the The ring and pinion gear teeth contact patterns
other (Fig. 80). will show if the pinion gear depth is correct in the
(37) Verify differential case and ring gear runout axle housing. It will also show if the ring gear back-
by measuring ring to pinion gear backlash at several lash has been adjusted correctly. The backlash can be
locations around the ring gear. Readings should not adjusted within specifications to achieve desired
vary more than 0.05 mm (0.002 in.). If readings vary tooth contact patterns.
more than specified, the ring gear or the differential (1) Apply a thin coat of hydrated ferric oxide, or
case is defective. equivalent, to the drive and coast side of the ring
After the proper backlash is achieved, perform the gear teeth.
Gear Contact Pattern Analysis procedure. (2) Wrap, twist, and hold a shop towel around the
pattern.
shop towel.
degree of contact against the pinion gear teeth will
squeegee 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 chart
(Fig. 81) and adjust pinion depth and gear backlash
as necessary.


SPECIFICATIONS
194 RBI AXLE
DESCRIPTION SPECIFICATION
Axle Type . . . . . . . . . . . . . . . .Semi–Floating Hypoid
Lubricant Trailer Tow . . . . . . . . .Synthetic 75W–140
Lube Capacity . . . . . . . . . . . . . . . . .1.66 L (3.50 pts.)
Axle Ratios. . . . . . . . . . . . . . . . .3.07, 3.55, 3.73, 4.10
Differential Bearing Preload . . . . .0.1 mm (0.004 in.) Adapter—C-293-39
Differential Side Gear
Clearance . . . . . . . . . . . . .0–0.15 mm (0–0.006 in.)
Ring Gear Diameter . . . . . . . . . . .19.2 cm (7.562 in.)
Ring Gear Backlash . . . .0–0.15 mm (0.005–0.008 in.)
Pinion Std. Depth . . . . . . . . . . .92.08 mm (3.625 in.)
Pinion Bearing Preload-
Original Bearings . . . . . . .1–2 N·m (10–20 in. lbs.)
New Bearings . . . . . . . .1.5–4 N·m (15–35 in. lbs.)
Maximum Carrier Spread . . . . . .0.51 mm (0.020 in.)
Adapter—C-293-40
194 RBI AXLE
DESCRIPTION TORQUE
Bolt, Diff. Cover . . . . . . . . . . . . .41 N·m (30 ft. lbs.)
Bolt, Bearing Cap . . . . . . . . . . .77 N·m (57 ft. lbs.)
Nut, Pinion . . . . . . . . . . . . . . . . . . . . .271–474 N·m
(200–350 ft. lbs.)
Screw, Pinion Mate
Shaft Lock . . . . . . . . . . . . . . . . . . . . . .16.25 N·m
(12 ft. lbs.)
Bolt, Ring Gear . . . . . . .95–122 N·m (70–90 ft. lbs.) Plug—SP-3289
Bolt, ABS Sensor . . . . . . . . . . . . .8 N·m (70 in. lbs.)
SPECIAL TOOLS
194 RBI AXLE
Puller—C-452
Puller—C-293-PA
Cup—8109
Wrench—C-3281
Handle—C-4171
Spanner—6958
Driver—C-3716-A
Installer Screw—8112
Installer—D-130
Installer—6436
Installer—D-146
Remover—C-4345
Installer—6437
Remover—D-149
Disc, Axle Arbor—6732
Installer—W-262
Gauge Block—6735
Tool Set, Pinion Depth—6774 Adapter Kit—6987
Guide Pin—C-3288-B
Trac-lok Tool Set—6960
Bearing Remover Tool Set—6310

Holder—6965
Starting Point Shim—8107 Hub Puller—6790
Spreader—W-129-B Dial Indicator—C-3339

216 RBA AXLE
INDEX
page page

216 RBA AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . 88 FINAL ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . 108
LUBRICANT SPECIFICATIONS . . . . . . . . . . . . . . 88 PINION GEAR . . . . . . . . . . . . . . . . . . . . . . . . . 104
DESCRIPTION AND OPERATION PINION SHAFT SEAL . . . . . . . . . . . . . . . . . . . . . 95
STANDARD DIFFERENTIAL . . . . . . . . . . . . . . . . 89 REAR AXLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
TRAC-LOK OPERATION . . . . . . . . . . . . . . . . . . . 89 RING GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
DIAGNOSIS AND TESTING DISASSEMBLY AND ASSEMBLY
BEARING NOISE . . . . . . . . . . . . . . . . . . . . . . . . 90 STANDARD DIFFERENTIAL . . . . . . . . . . . . . . 108
DRIVELINE SNAP . . . . . . . . . . . . . . . . . . . . . . . 91 TRAC-LOK DIFFERENTIAL . . . . . . . . . . . . . . . . 108
GEAR NOISE . . . . . . . . . . . . . . . . . . . . . . . . . . . 90 CLEANING AND INSPECTION
GENERAL INFORMATION . . . . . . . . . . . . . . . . . 90 AXLE COMPONENTS . . . . . . . . . . . . . . . . . . . . 112
LOW SPEED KNOCK . . . . . . . . . . . . . . . . . . . . . 91 TRAC-LOK . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
TRAC–LOK DIFFERENTIAL NOISE . . . . . . . . . . 91 ADJUSTMENTS
TRAC–LOK TEST . . . . . . . . . . . . . . . . . . . . . . . 94 DIFFERENTIAL BEARING PRELOAD AND
VIBRATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91 GEAR BACKLASH . . . . . . . . . . . . . . . . . . . . . 115
SERVICE PROCEDURES GEAR CONTACT PATTERN ANALYSIS . . . . . . . 117
LUBRICANT CHANGE . . . . . . . . . . . . . . . . . . . . 94 PINION GEAR DEPTH . . . . . . . . . . . . . . . . . . . 113
AXLE SHAFT SEAL AND BEARING . . . . . . . . . 100 216 RBA AXLE . . . . . . . . . . . . . . . . . . . . . . . . . 119
AXLE SHAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . 99 TORQUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
DIFFERENTIAL SIDE BEARINGS . . . . . . . . . . . 103 216 RBA AXLE . . . . . . . . . . . . . . . . . . . . . . . . . 119
GENERAL INFORMATION The 216 RBA axle has the assembly part number
and gear ratio listed on a tag. The tag is attached to
216 RBA AXLE the differential housing by a cover bolt. Build date
The 216 Rear Beam-design Aluminum (RBA) axle identification codes are stamped on the cover side of
housing has an aluminum center casting (differential an axle shaft tube.
housing) with axle shaft tubes extending from either The differential case is a one-piece design. The dif-
side. The tubes are pressed into the differential hous- ferential pinion mate shaft is retained with a
ing to form a one–piece axle housing. threaded pin. Differential bearing preload and ring
The integral type housing, hypoid gear design has gear backlash is adjusted by the use of selective
the center-line of the pinion set below the center-line spacer shims. Pinion bearing preload is set and
of the ring gear. maintained by the use of a collapsible spacer (Fig. 1).
The axle has a vent hose to relieve internal pres-
sure caused by lubricant vaporization and internal LUBRICANT SPECIFICATIONS
expansion. A multi–purpose, hypoid gear lubricant which con-
The axles are equipped with semi–floating axle forms to the following specifications should be used.
shafts, meaning that vehicle load is supported by the Mopart Hypoid Gear Lubricant conforms to all of
axle shaft and bearings. The axle shafts are retained these specifications.
by C–clips in the differential side gears. • The lubricant should have MIL–L–2105C and
The cover provides a means for servicing the differ- API GL 5 quality specifications.
ential without removing the axle. • Lubricant is a thermally stable SAE 80W–90
For vehicles equipped with ABS brakes, the axles gear lubricant.
have a tone ring pressed onto the axle shaft. Use • Lubricant for axles intended for heavy-duty or
care when removing axle shafts to ensure that the trailer tow use is SAE 75W–140 SYNTHETIC gear
tone wheel or the wheel speed sensor are not dam- lubricant.
aged. Trac-lok differentials require the addition of 4 oz.
of friction modifier to the axle lubricant. The 216
Fig. 1 Shim Locations Fig. 2 Differential Operation—Straight Ahead Driving
RBA axle lubricant capacity is 2.25 L (4.75 pts.) total, 3). In this instance, the input torque applied to the
including the friction modifier if necessary. pinion gears is not divided equally. The pinion gears

• The ring gear (bolted to the differential case) Fig. 3 Differential Operation—On Turns
rotates the case
• The differential pinion gears (mounted on the TRAC-LOK OPERATION
pinion mate shaft in the case) rotate the side gears In a conventional differential, if one wheel spins,
• The side gears (splined to the axle shafts) rotate the opposite wheel will generate only as much torque
the shafts as the spinning wheel.
During straight-ahead driving, the differential pin- In the Trac-lok differential, part of the ring gear
ion gears do not rotate on the pinion mate shaft. This torque is transmitted through clutch packs which
occurs because input torque applied to the gears is contain multiple discs. The clutches will have radial
divided and distributed equally between the two side grooves on the plates, and concentric grooves on the
gears. As a result, the pinion gears revolve with the discs or bonded fiber material that is smooth in
pinion mate shaft but do not rotate around it (Fig. 2). appearance.
When turning corners, the outside wheel must In operation, the Trac-lok clutches are engaged by
travel a greater distance than the inside wheel to two concurrent forces. The first being the preload
complete a turn. The difference must be compensated force exerted through Belleville spring washers
for to prevent the tires from scuffing and skidding within the clutch packs. The second is the separating
through turns. To accomplish this, the differential forces generated by the side gears as torque is
allows the axle shafts to turn at unequal speeds (Fig. applied through the ring gear (Fig. 4).
of:
GEAR NOISE
aged gears.
Gear noise usually happens at a specific speed
range. The range is 30 to 40 mph, or above 50 mph.
The noise can also occur during a specific type of
driving condition. These conditions are acceleration,
deceleration, coast, or constant load.
When road testing, accelerate the vehicle to the
speed range where the noise is the greatest. Shift
out-of-gear and coast through the peak–noise range.
If the noise stops or changes greatly:
• Check for insufficient lubricant.
• Incorrect ring gear backlash.
• Gear damage.
Differential side and pinion gears can be checked
by turning the vehicle. They usually do not cause
Fig. 4 Trac-lok Limited Slip Differential Operation noise during straight–ahead driving when the gears
are unloaded. The side gears are loaded during vehi-
The Trac-lok design provides the differential action
cle turns. A worn pinion gear mate shaft can also
needed for turning corners and for driving straight
cause a snapping or a knocking noise.
ahead during periods of unequal traction. When one
wheel looses traction, the clutch packs transfer addi-
BEARING NOISE
tional torque to the wheel having the most traction.
The axle shaft, differential and pinion gear bear-
Trac-lok differentials resist wheel spin on bumpy
ings can all produce noise when worn or damaged.
roads and provide more pulling power when one
Bearing noise can be either a whining, or a growling
wheel looses traction. Pulling power is provided con-
sound.
tinuously until both wheels loose traction. If both
Pinion gear bearings have a constant–pitch noise.
wheels slip due to unequal traction, Trac-lok opera-
tion is normal. In extreme cases of differences of
bearing noise will be higher because it rotates at a
traction, the wheel with the least traction may spin.
faster rate. Drive the vehicle and load the differen-
tial. If bearing noise occurs, the rear pinion bearing
DIAGNOSIS AND TESTING is the source of the noise. If the bearing noise is
heard during a coast, the front pinion bearing is the
GENERAL INFORMATION source.
Axle bearing problem conditions are usually caused Worn or damaged differential bearings usually pro-
by: duce a low pitch noise. Differential bearing noise is
• Insufficient or incorrect lubricant. similar to pinion bearing noise. The pitch of differen-
• Foreign matter/water contamination. tial bearing noise is also constant and varies only
• Incorrect bearing preload torque adjustment. with vehicle speed.
• Incorrect backlash. Axle shaft bearings produce noise and vibration
Axle gear problem conditions are usually the result when worn or damaged. The noise generally changes
of: when the bearings are loaded. Road test the vehicle.
• Insufficient lubrication. Turn the vehicle sharply to the left and to the right.
• Incorrect or contaminated lubricant. This will load the bearings and change the noise
level. Where axle bearing damage is slight, the noise DRIVELINE SNAP
is usually not noticeable at speeds above 30 mph. A snap or clunk noise when the vehicle is shifted
into gear (or the clutch engaged), can be caused by:
LOW SPEED KNOCK • High engine idle speed
Low speed knock is generally caused by a worn • Loose engine/transmission/transfer case mounts
U–joint or by worn side–gear thrust washers. A worn • Worn U–joints
pinion gear shaft bore will also cause low speed • Loose spring mounts
knock. • Loose pinion gear nut and yoke
• Excessive ring gear backlash
VIBRATION • Excessive side gear/case clearance
Vibration at the rear of the vehicle is usually The source of a snap or a clunk noise can be deter-
caused by a: mined with the assistance of a helper. Raise the vehi-
• Damaged drive shaft. cle on a hoist with the wheels free to rotate. Instruct
• Missing drive shaft balance weight(s). the helper to shift the transmission into gear. Listen
• Worn or out–of–balance wheels. for the noise, a mechanics stethoscope is helpful in
• Loose wheel lug nuts. isolating the source of a noise.
• Worn U–joint(s).
• Loose/broken springs. TRAC–LOK DIFFERENTIAL NOISE
• Damaged axle shaft bearing(s). The most common problem is a chatter noise when
• Loose pinion gear nut. turning corners. Before removing a Trac-lok unit for
• Excessive pinion yoke run out. repair, drain, flush and refill the axle with the spec-
• Bent axle shaft(s). ified lubricant. Refer to Lubricant change in this
Check for loose or damaged front–end components Group.
or engine/transmission mounts. These components A container of Mopart Trac-lok Lubricant (friction
can contribute to what appears to be a rear–end modifier) should be added after repair service or dur-
vibration. Do not overlook engine accessories, brack- ing a lubricant change.
ets and drive belts. After changing the lubricant, drive the vehicle and
All driveline components should be examined make 10 to 12 slow, figure-eight turns. This maneu-
before starting any repair. ver will pump lubricant through the clutches. This
Refer to Group 22, Wheels and Tires, for additional will correct the condition in most instances. If the
vibration information. chatter persists, clutch damage could have occurred.
DIAGNOSIS CHART
CONT., DIAGNOSIS CHART
TRAC–LOK TEST (4) Clean the housing cavity with a flushing oil,
light engine oil, or lint free cloth. Do not use water,
WARNING: WHEN SERVICING VEHICLES WITH A steam, kerosene, or gasoline for cleaning.
TRAC–LOK DIFFERENTIAL DO NOT USE THE (5) Remove the original sealant from the housing
ENGINE TO TURN THE AXLE AND WHEELS. BOTH and cover surfaces.
REAR WHEELS MUST BE RAISED AND THE VEHI- (6) Apply a bead of Mopart Silicone Rubber Seal-
CLE SUPPORTED. A TRAC–LOK AXLE CAN EXERT ant, or equivalent, to the housing cover (Fig. 6).
ENOUGH FORCE IF ONE WHEEL IS IN CONTACT
WITH A SURFACE TO CAUSE THE VEHICLE TO
MOVE.
The differential can be tested without removing the

differential case by measuring rotating torque. Make
sure brakes are not dragging during this measure-
ment.
(1) Place blocks in front and rear of both front
wheels.
(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 to
studs.
(5) Use torque wrench on special tool to rotate
wheel and read rotating torque (Fig. 5).
Fig. 6 Apply Sealant
Tighten the cover bolts to 41 N·m (30 ft. lbs.) torque.
(8) For Trac–lok differentials, a quantity of
Mopart Trac–lok lubricant (friction modifier), or
equivalent, must be added after repair service or a
lubricant change. Refer to the Lubricant Specifica-
tions section of this group for the quantity necessary.
(9) Fill differential with Mopart Hypoid Gear
Lubricant, or equivalent, to bottom of the fill plug
hole. Refer to the Lubricant Specifications section of
this group for the quantity necessary.

Fig. 5 Trac-lok Test —Typical (10) Install the fill hole plug and lower the vehicle.
(6) If rotating torque is less than 22 N·m (30 ft. (11) Trac–lok differential equipped vehicles should
lbs.) or more than 271 N·m (200 ft. lbs.) on either be road tested by making 10 to 12 slow figure-eight
wheel the unit should be serviced. turns. This maneuver will pump the lubricant
through the clutch discs to eliminate a possible chat-
ter noise complaint.
SERVICE PROCEDURES
LUBRICANT CHANGE REMOVAL AND INSTALLATION
(2) Remove the lubricant fill hole plug from the REAR AXLE
differential housing cover.
(3) Remove the differential housing cover and REMOVAL
drain the lubricant from the housing. (1) Raise and support the vehicle.
(2) Position a suitable lifting device under the (11) Align propeller shaft and pinion yoke refer-
axle. ence marks. Install U-joint straps and bolts. Tighten
(3) Secure axle to device. to 19 N·m (14 ft. lbs.) torque.
(4) Remove the wheels and tires. (12) Install the wheels and tires.
(5) Remove the brake rotors and calipers from the (13) Add gear lubricant, if necessary. Refer to
axle. Refer to Group 5, Brakes, for proper procedures. Lubricant Specifications in this section for lubricant
(6) Disconnect parking brake cables from brackets requirements.
and lever. (14) Remove lifting device from axle and lower the
(7) Remove wheel speed sensors, if necessary. vehicle.
Refer to Group 5, Brakes, for proper procedures. (15) Tighten lower suspension arm bolts to 177
(8) Disconnect the brake hose at the axle junction N·m (130 ft. lbs.) torque.
block. Do not disconnect the brake hydraulic lines at (16) Tighten upper suspension arm bolts to 75 N·m
the calipers. Refer to Group 5, Brakes, for proper (55 ft. lbs.) torque.
procedures. (17) Tighten track bar bolts to 100 N·m (74 ft. lbs.)
(9) Disconnect the vent hose from the axle shaft torque.
tube.
(10) Mark the propeller shaft and yokes for instal- PINION SHAFT SEAL
lation alignment reference.
(11) Remove propeller shaft. REMOVAL
(12) Disconnect stabilizer bar links. (1) Raise and support the vehicle.
(13) Disconnect shock absorbers from axle. (2) Remove wheel and tire assemblies.
(14) Disconnect track bar. (3) Remove rear brake rotors and calipers. Refer to
(15) Disconnect upper and lower suspension arms Group 5, Brakes, for proper procedures.
from the axle brackets. (4) Mark the propeller shaft and pinion yoke for
(16) Separate the axle from the vehicle. installation reference.
INSTALLATION (6) Rotate the pinion gear three or four times.
NOTE: The weight of the vehicle must be sup- rotate the pinion gear with a (in. lbs.) dial-type
ported by the springs before suspension arms and torque wrench. Record the torque reading for instal-
track bar fasteners can be tightened. If the springs lation reference.
are not at their normal ride position, vehicle ride (8) Using a short piece of pipe and Holder 6958 to
height and handling could be affected. hold the pinion yoke, remove the pinion nut and
washer (Fig. 7).
(1) Raise the axle with lifting device and align coil (9) Use Remover C-452 and Wrench C-3281 to
springs. remove the pinion yoke (Fig. 8)
(2) Position the upper and lower suspension arms (10) Use Remover 7794-A and slide hammer to
on the axle brackets. Install nuts and bolts, do not remove the pinion shaft seal (Fig. 9)..
(3) Install track bar and attachment bolts, do not
(4) Install shock absorbers and tighten nuts to 60
(5) Install stabilizer bar links and tighten nuts to
(6) Install the wheel speed sensors, if necessary.
(7) Connect parking brake cable to brackets and
lever.
(9) Connect the brake hose to the axle junction
block. Refer to Group 5, Brakes, for proper proce- Fig. 7 Pinion Yoke Holder
dures.
(10) Install axle vent hose.
(2) Install yoke on the pinion gear with Installer
C-3718 and Holder 6958 (Fig. 11).

torque when installing the pinion yoke retaining nut
at this point. Damage to collapsible spacer or bear-
ings may result.

(3) Install a new nut on the pinion gear. Tighten
the nut only enough to remove the shaft end
play.
(4) Rotate the pinion shaft using a (in. lbs.) torque
wrench. Rotating resistance torque should be equal
to the reading recorded during removal, plus an addi-
tional 0.56 N·m (5 in. lbs.) (Fig. 12).
Fig. 9 Seal Removal

INSTALLATION
and Handle C-4171 (Fig. 10).
Fig. 10 Pinion Seal Installation Fig. 12 Check Pinion Rotation Torque

(5) If the rotating torque is low, use Holder 6958 to (10) Use Remover 7794-A and slide hammer to
hold the pinion yoke (Fig. 13), and tighten the pinion remove the pinion shaft seal (Fig. 16).
shaft nut in 6.8 N·m (5 ft. lbs.) increments until (11) Remove the front pinion bearing using a pair
proper rotating torque is achieved. of suitable pick tools to pull the bearing straight off
the pinion gear shaft. It may be necessary to lightly
CAUTION: If the maximum tightening torque is tap the end of the pinion gear with a rawhide or rub-
reached prior to reaching the required rotating ber mallet if the bearing becomes bound on the pin-
torque, the collapsible spacer may have been dam- ion shaft.
aged. Replace the collapsible spacer. (12) Remove the collapsible spacer.
Fig. 14 Pinion Yoke Holder
Fig. 13 Tightening Pinion Shaft Nut

(6) Align the installation reference marks on pro-
peller shaft and yoke and install the propeller shaft.
(7) Add gear lubricant to the differential housing,
if necessary. Refer to the Lubricant Specifications for
gear lubricant requirements.
(8) Install brake rotors and calipers. Refer to
COLLAPSIBLE SPACER
(2) Remove wheel and tire assemblies. Fig. 15 Pinion Yoke Removal
(3) Remove rear brake rotors and calipers. Refer to REMOVAL W/PINION REMOVED
Group 5, Brakes, for proper procedures. (1) Raise and support the vehicle.
(4) Mark the propeller shaft and pinion yoke for (2) Remove wheel and tire assemblies.
installation reference. (3) Remove rear brake rotors and calipers. Refer to
(5) Remove the propeller shaft from the yoke. Group 5, Brakes, for proper procedures.
(6) Rotate the pinion gear three or four times. (4) Mark the propeller shaft and pinion yoke for
(7) Measure the amount of torque necessary to installation reference.
rotate the pinion gear with a (in. lbs.) dial-type (5) Remove the propeller shaft from the yoke.
torque wrench. Record the torque reading for instal- (6) Rotate the pinion gear three or four times.
lation reference. (7) Measure the amount of torque necessary to
(8) Using a short piece of pipe and Holder 6958 to rotate the pinion gear with a (in. lbs.) dial-type
hold the pinion yoke, remove the pinion nut and torque wrench. Record the torque reading for instal-
washer (Fig. 14). lation reference.
(9) Use Remover C-452 and Wrench C-3281 to (8) Remove differential assembly from axle hous-
remove the pinion yoke (Fig. 15). ing.

washer (Fig. 14).
(11) Remove the pinion gear from housing (Fig. Fig. 18 Collapsible Preload Spacer
17). Catch the pinion with your hand to prevent it (4) Apply a light coating of gear lubricant on the
from falling and being damaged. lip of pinion seal. Install seal with Installer C-3972-A
(12) Remove collapsible spacer from pinion shaft. and Handle C–4171 (Fig. 19).

(5) Install yoke with Installer C–3718 and Holder
6958 (Fig. 20).
(6) If the original pinion bearings are being used,
install differential assembly and axle shafts, if neces-
Fig. 17 Remove Pinion Gear sary.
INSTALLATION NOTE: If new pinion bearings were installed, do not
(1) Install a new collapsible preload spacer on pin- install the differential assembly and axle shafts until
ion shaft (Fig. 18). after the pinion bearing preload and rotating torque
(2) If pinion gear was removed, install pinion gear are set.
in housing.
Fig. 20 Pinion Yoke Installation Fig. 21 Tightening Pinion Nut

pinion gear. Tighten the nut to 298 N·m (220 ft. lbs.)
minimum. Do not over–tighten. Maximum torque
is 380 N·m (280 ft. lbs.).

be installed. The torque sequence will then have to
be repeated.
NOTE: If the spacer requires more than 280 ft. lbs.

torque to crush, the collapsible spacer is defective.
torque wrench (Fig. 22). The torque necessary to (16) Lower vehicle.
• Original Bearings — The reading recorded dur- AXLE SHAFT
• New Bearings — 2 to 5 N·m (15 to 35 in. lbs.). REMOVAL
(11) Install differential assembly and axle shafts, if (1) Raise and support vehicle. Ensure that the
necessary. transmission is in neutral.
(12) Align marks made previously on yoke and (2) Remove wheel and tire assembly.
propeller shaft and install propeller shaft. (3) Remove brake caliper and rotor. Refer to Group
(13) Install rear brake rotors and calipers. Refer to 5, Brakes, for proper procedure.
Group 5 Brakes, for proper procedures. (4) Clean all foreign material from housing cover
(14) Add gear lubricant, if necessary. Refer to area.
Lubricant Specifications of this section for lubricant (5) Loosen housing cover bolts. Drain lubricant
requirements. from the housing and axle shaft tubes. Remove hous-
(15) Install wheel and tire assemblies. ing cover.
(6) Rotate differential case so that pinion mate NOTE: Use care to prevent shaft splines from dam-
gear shaft lock screw is accessible. Remove lock aging axle shaft seal lip. Also, exercise care not to
screw and pinion mate gear shaft from differential damage the wheel speed sensor on vehicles
case (Fig. 23). equipped with ABS brakes
(2) Insert C–clip lock in end of axle shaft. Push

axle shaft outward to seat C–clip lock in side gear.
(3) Insert pinion mate shaft into differential case
and through thrust washers and pinion gears.
(4) Align hole in shaft with hole in the differential
case and install lock screw with Loctitet on the
threads. Tighten lock screw to 19 N·m (14 ft. lbs.)
torque.
(5) Install cover and add fluid. Refer to Lubricant
Change procedure in this section for procedure and
lubricant requirements.
(6) Install brake caliper and rotor. Refer to Group
5, Brakes, for proper procedures.
(7) Install wheel and tire.
(8) Lower vehicle.
Fig. 23 Mate Shaft Lock Screw AXLE SHAFT SEAL AND BEARING
(7) Push axle shaft inward and remove axle shaft
C–clip lock from the axle shaft (Fig. 24). REMOVAL
(1) Remove the axle shaft.
(2) Remove the axle shaft seal from the end of the
axle shaft tube with a small pry bar.
NOTE: The seal and bearing can be removed at the

same time with the bearing removal tool.
(3) Remove the axle shaft bearing from the tube

(Fig. 25) with Bearing Removal Tool Set 6310 using
Adapter Foot 6310-5.
Fig. 24 Axle Shaft C–Clip Lock

(8) Remove axle shaft. Use care to prevent damage
to axle shaft bearing and seal, which will remain in
axle shaft tube. Also, exercise care not to damage the
wheel speed sensor on vehicles equipped with ABS
brakes.
(9) Inspect axle shaft seal for leakage or damage.
(10) Inspect roller bearing contact surface on axle
shaft for signs of brinelling, galling and pitting. If
any of these conditions exist, the axle shaft and/or
bearing and seal must be replaced.
INSTALLATION
(1) Lubricate bearing bore and seal lip with gear
lubricant. Insert axle shaft through seal, bearing,
and engage it into side gear splines.
Fig. 25 Axle Shaft Bearing Removal Tool
(4) Inspect the axle shaft tube bore for roughness (3) Remove the differential bearing caps.
and burrs. Remove as necessary. (4) Position Spreader W–129–B with the tool dowel
pins seated in the locating holes (Fig. 28).
INSTALLATION (5) Install the hold down clamps and tighten the
Do not install the original axle shaft seal. tool turnbuckle finger–tight.
Always install a new seal.
(1) Wipe the bore in the axle shaft tube clean.
(2) Install axle shaft bearing with Installer 6436
and Handle C–4171. Ensure part number on the
bearing is against the installer.
(3) Install the new axle shaft seal (Fig. 26) with
Installer 6437 and Handle C–4171.
(4) Install the axle shaft.
Fig. 28 Spread Differential Housing

the differential housing. Attach dial indicator to
housing pilot stud. Load the indicator plunger
against the opposite side of the housing (Fig. 28) and
Fig. 26 Axle Shaft Seal Installation zero the indicator.
(7) Spread the housing enough to remove the case
DIFFERENTIAL from the housing. Measure the distance with the dial
REMOVAL indicator (Fig. 28).
(1) Remove axle shafts.
(2) Note the orientation of the installation refer-
ence letters stamped on the bearing caps and hous-
damaged.
ing machined sealing surface (Fig. 27).

(8) Remove the dial indicator. (5) Install differential and outboard shim(s)/spac-
(9) Pry the differential case loose from the hous- er(s) (selected thickness) in housing.
ing. To prevent damage, pivot on housing with the (6) Install case in the housing. Tap the differential
end of the pry bar against spreader (Fig. 29). case with a rawhide or rubber mallet to ensure the
bearings are fully seated in the differential housing
(Fig. 30).
(7) Remove the spreader.
Fig. 29 Differential Removal

(10) Remove the case from housing. Mark or tag
bearing cups and outboard shim(s)/spacer(s) (selected
thickness) to indicate which side they were removed Fig. 30 Differential Installation
from. (8) Install the bearing caps at their original loca-
tions (Fig. 31). Tighten the bearing cap bolts to 77
INSTALLATION N·m (57 ft. lbs.) torque.
(1) Position Spreader W–129–B with the tool dowel (9) Install axle shafts.
pins seated in the locating holes (Fig. 28). Install the
hold down clamps and tighten the tool turnbuckle
finger–tight.
the differential housing. Attach dial indicator to
housing pilot stud. Load the indicator plunger
against the opposite side of the housing (Fig. 28) and
zero the indicator.
(3) Spread the housing enough to install the case
in the housing. Measure the distance with the dial
indicator (Fig. 28).

damaged.
(4) Remove the dial indicator.

REMOVAL
(1) Remove differential case from axle housing.
with Puller/Press C-293-PA, Adapters C-293-42, and
Plug C-293-3 (Fig. 32).
Fig. 33 Install Differential Side Bearings

REMOVAL
(1) Remove differential from axle housing.
(2) Place differential case in a suitable vise with
soft metal jaw protectors. (Fig. 34)
(3) Remove bolts holding ring gear to differential
case.
(4) Using a soft hammer, drive ring gear from dif-
ferential case (Fig. 34).
Fig. 32 Differential Bearing Removal

INSTALLATION
(1) Using tool C-4340 with handle C-4171, install
differential side bearings (Fig. 33).
RING GEAR
the pinion gear.

INSTALLATION

gear to the differential case. The bolts can fracture
causing extensive damage.
(1) Invert the differential case and start two ring

gear bolts. This will provide case-to-ring gear bolt
hole alignment.
(2) Invert the differential case in the vise.
(3) Install new ring gear bolts and alternately
tighten to 95–122 N·m (70–90 ft. lbs.) torque (Fig.
35).
(4) Install differential in axle housing and verify Fig. 36 Pinion Yoke Holder

(6) Remove the pinion gear from housing (Fig. 38).
Catch the pinion with your hand to prevent it from
falling and being damaged.
Fig. 35 Ring Gear Bolt Installation

PINION GEAR
NOTE: The ring and pinion gears are service in a
REMOVAL
(1) Remove differential assembly from axle hous-
ing.
(2) Mark pinion yoke and propeller shaft for
installation alignment.
(3) Disconnect propeller shaft from pinion yoke.
Using suitable wire, tie propeller shaft to underbody.
washer (Fig. 36).
(5) Using Remover C-452 and Wrench C-3281, Fig. 38 Remove Pinion Gear
(7) Remove the pinion seal with a slide hammer or
pry out with bar.
(8) Remove oil slinger, if equipped, and the front
pinion bearing.
(9) Remove the front pinion bearing cup with
Remover D-103 and Handle C-4171 (Fig. 39).

(12) Remove the rear bearing from the pinion with
Puller/Press C-293-PA and Adapters C-293-42 (Fig.
42).
the bearing cage.
(10) Remove the rear bearing cup from housing
(Fig. 40). Use Remover C-4307 and Handle C-4171.
(11) Remove the collapsible preload spacer (Fig.
41).
Fig. 42 Inner Bearing Removal

(13) Remove the pinion depth shims from the pin-
ion gear shaft. Record the total thickness of the
depth shims.
Fig. 40 Rear Bearing Cup Removal
INSTALLATION
(1) Apply Mopart Door Ease stick lubricant to out-
side surface of bearing cup. Install the pinion rear
bearing cup with Installer C-4308 and Driver Handle
C-4171 (Fig. 43). Ensure cup is correctly seated.

rear pinion bearing cone and pinion gear to achieve
proper ring and pinion gear mesh. If the factory
ion depth shim should not require replacement or
adjustment. Refer to Pinion Gear Depth paragraph
in this section to select the proper thickness shim
before installing rear pinion bearing cone.
(4) Place the proper thickness pinion depth shim

on the pinion gear.
Fig. 43 Pinion Rear Bearing Cup Installation (5) Install the rear bearing (and slinger if used) on
the pinion gear with Installer 6448 (Fig. 46).
(2) Apply Mopart Door Ease stick lubricant to out-
side surface of bearing cup. Install the pinion front
bearing cup with Installer D-129 and Handle C-4171
(Fig. 44).
Fig. 44 Pinion Front Bearing Cup Installation

(3) Install pinion front bearing and oil slinger, if
equipped. Apply a light coating of gear lubricant on Fig. 46 Shaft Rear Bearing Installation
the lip of pinion seal. Install seal with Installer (6) Install a new collapsible preload spacer on pin-
C-3972-A and Handle C-4171 (Fig. 45). ion shaft (Fig. 47).
(7) Install pinion gear in housing.

(8) Install yoke with Installer C-3718 and holder
6958 (Fig. 48). Fig. 49 Tightening Pinion Nut
(9) Install the yoke washer and a new nut on the (12) Check bearing rotating torque with an inch
pinion gear. Tighten the nut to 298 N·m (220 ft. lbs.) pound torque wrench (Fig. 50). The torque necessary
minimum. Do not over-tighten. Maximum torque is to rotate the pinion gear should be:
380 N·m (280 ft. lbs.). pinion gear nut to decrease • Original Bearings — 1 to 3 N·m (10 to 20 in. lbs.).

decrease pinion gear bearing preload torque and
be installed. The torque sequence will have to be
repeated.
(13) Align previously made marks on yoke and
NOTE: If the spacer requires more than 280 ft. lbs.
propeller shaft and install propeller shaft.
torque to crush, the collapsible spacer is defective.
(14) Install differential housing into the axle housing.
FINAL ASSEMBLY
(1) Scrape the residual sealant from the housing
and cover mating surfaces. Clean the mating surfaces
Rubber Sealant, or equivalent, on the housing cover
(Fig. 51).
Fig. 52 Pinion Gear Mate Shaft Lock Screw
Fig. 51 Typical Housing Cover With Sealant

(2) Install the cover on the differential with the
attaching bolts. Install the identification tag. Tighten
the cover bolts to 41 N·m (30 ft. lbs.) torque.

(3) Refill the differential housing with gear lubri- Fig. 53 Pinion Mate Gear Removal
cant. Refer to the Lubricant Specifications section of
this group for the gear lubricant requirements. ASSEMBLY
(4) Install the fill hole plug. (1) Install the differential side gears and thrust
washers.
(2) Install the pinion mate gears and thrust washers.
DISASSEMBLY AND ASSEMBLY (3) Install the pinion gear mate shaft.
(4) Align the hole in the pinion gear mate shaft
STANDARD DIFFERENTIAL with the hole in the differential case and install the
pinion gear mate shaft lock screw.
DISASSEMBLY (5) Lubricate all differential components with
(1) Remove pinion gear mate shaft lock screw (Fig. hypoid gear lubricant.
52).
(2) Remove pinion gear mate shaft. TRAC-LOK DIFFERENTIAL
(3) Rotate the differential side gears and remove The Trac–Lok differential components are illus-
the pinion mate gears and thrust washers (Fig. 53). trated in (Fig. 54). Refer to this illustration during
(4) Remove the differential side gears and thrust repair service.
washers.
Fig. 54 Trac–Lok Differential Components

DISASSEMBLY (3) Remove ring gear, if necessary. Ring gear
(1) Clamp Side Gear Holding Tool 6963–A in a vise. removal is necessary only if the ring gear is to be
(2) Position the differential case on Side Gear replaced. The Trac-Lok differential can be serviced
Holding Tool 6963-A (Fig. 55). with the ring gear installed.
(4) Remove the pinion gear mate shaft lock screw
(Fig. 56).
Fig. 56 Mate Shaft Lock Screw
Fig. 55 Differential Case Holding Tool

(5) Remove the pinion gear mate shaft. If neces- (7) Assemble Threaded Adapter C–4487–3 into top
sary, use a drift and hammer (Fig. 57). side gear. Thread Forcing Screw C–4487–2 into
(6) Install and lubricate Step Plate C–4487–1 (Fig. adapter until it becomes centered in adapter plate.
58). (8) Position a small screw driver in slot of
Threaded Adapter C–4487–3 (Fig. 59) to prevent
adapter from turning.
Fig. 57 Mate Shaft Removal
Fig. 59 Threaded Adapter Installation

(9) Tighten forcing screw tool 122 N·m (90 ft. lbs.)
(maximum) to compress Belleville springs in clutch
packs (Fig. 60).
Fig. 58 Step Plate Tool Installation
Fig. 60 Tighten Belleville Spring Compressor Tool

(10) Using an appropriate size feeler gauge, (16) Remove top side gear, clutch pack retainer,
remove thrust washers from behind the pinion gears and clutch pack. Keep plates in correct order during
(Fig. 61). removal (Fig. 63).
Fig. 61 Remove Pinion Gear Thrust Washer Fig. 63 Side Gear & Clutch Disc Removal
(11) Insert Turning Bar C–4487–4 in case (Fig. (17) Remove differential case from Side Gear Hold-
62). ing Tool 6963-A. Remove side gear, clutch pack
(12) Loosen the Forcing Screw C-4487-2 in small retainer, and clutch pack. Keep plates in correct
increments until the clutch pack tension is relieved order during removal.
and the differential case can be turned using Turning
Bar C-4487-4. ASSEMBLY
(13) Rotate differential case until the pinion gears
can be removed. NOTE: The clutch discs are replaceable as com-
(14) Remove pinion gears from differential case. plete sets only. If one clutch disc pack is damaged,
both packs must be replaced.
Lubricate each component with gear lubricant

before assembly.
(1) Assemble the clutch discs into packs and
secure disc packs with retaining clips (Fig. 64).
(2) Position assembled clutch disc packs on the
side gear hubs.
(3) Install clutch pack and side gear in the ring
gear side of the differential case (Fig. 65). Be sure
clutch pack retaining clips remain in position
and are seated in the case pockets.
(4) Position the differential case on Side Gear
Holding Tool 6963-A.
(5) Install lubricated Step Plate C–4487–1 on side
gear (Fig. 66).
(6) Install the upper side gear and clutch disc pack
Fig. 62 Pinion Gear Removal (Fig. 66).
(15) Remove Forcing Screw C–4487-2, Step Plate (7) Hold assembly in position. Insert Threaded
C-4487-1, and Threaded Adapter C-4487-3. Adapter C–4487–3 into top side gear.
(8) Insert Forcing Screw C–4487–2.
Fig. 66 Upper Side Gear & Clutch Disc Pack

Installation
Fig. 64 Clutch Disc Pack (12) Tighten forcing screw to 122 N·m (90 ft. lbs.)
to compress the Belleville springs.
(13) Lubricate and install thrust washers behind
pinion gears and align washers with a small screw
driver. Insert mate shaft into each pinion gear to ver-
ify alignment.
(14) Remove forcing screw, threaded adapter, and
step plate.
(15) Install pinion gear mate shaft and align holes
in shaft and case.
(16) Install the pinion mate shaft lock screw finger
tight to hold shaft during differential installation.
If replacement side and/or pinion gears and
thrust washers were installed, it is not neces-
sary to measure the side gear backlash. Correct
fit is due to close machining tolerances during
manufacture.

AXLE COMPONENTS
Fig. 65 Clutch Discs & Lower Side Gear Installation Wash differential components with cleaning solvent
(9) Tighten forcing screw tool to slightly compress and dry with compressed air. Do not steam clean
clutch discs. the differential components.
(10) Place pinion gears in position in side gears Wash bearings with solvent and towel dry, or dry
and verify that the pinion mate shaft hole is aligned. with compressed air. DO NOT spin bearings with
(11) Rotate case with Turning Bar C–4487–4 until compressed air. Cup and bearing must be
the pinion mate shaft holes in pinion gears align replaced as matched sets only.
with holes in case. It may be necessary to slightly Clean axle shaft tubes and oil channels in housing.
tighten the forcing screw in order to install the pin- Inspect for;
ion gears.
faces.
teeth.
a matched set only.
areas, and a rough/corroded seal contact surface. Fig. 67 Pinion Gear ID Numbers
• Preload shims for damage and distortion. Install Compensation for pinion depth variance is
new shims, if necessary. achieved with select shims. The shims are placed
under the inner pinion bearing cone (Fig. 68).
TRAC-LOK
Clean all components in cleaning solvent. Dry com-
ponents with compressed air. Inspect clutch pack
plates for wear, scoring or damage. Replace both
clutch packs if any one component in either pack is
damaged. Inspect side and pinion gears. Replace any
gear that is worn, cracked, chipped or damaged.
Inspect differential case and pinion shaft. Replace if
worn or damaged.
PRESOAK PLATES AND DISC

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.

ADJUSTMENTS
If a new gear set is being installed, note the depth
PINION GEAR DEPTH variance etched into both the original and replace-
ment pinion gear. Add or subtract the thickness of
GENERAL INFORMATION the original depth shims to compensate for the differ-
Ring and pinion gears are supplied as matched ence in the depth variances. Refer to the Depth Vari-
sets only. The identifying numbers for the ring and ance charts.
pinion gear are etched into the face of each gear (Fig. Note where Old and New Pinion Marking columns
67). A plus (+) number, minus (–) number or zero (0) intersect. Intersecting figure represents plus or
is etched into the face of the pinion gear. This num- minus amount needed.
ber is the amount (in thousandths of an inch) the Note the etched number on the face of the drive
depth varies from the standard depth setting of a pinion gear (–1, –2, 0, +1, +2, etc.). The numbers rep-
pinion etched with a (0). The standard setting from resent thousands of an inch deviation from the stan-
the center line of the ring gear to the back face of the dard. If the number is negative, add that value to the
pinion is 109.52 mm (4.312 in.). The standard depth required thickness of the depth shim(s). If the num-
provides the best teeth contact pattern. Refer to ber is positive, subtract that value from the thickness
Backlash and Contact Pattern Analysis Paragraph in of the depth shim(s). If the number is 0, no change is
this section for additional information. necessary. Refer to the Pinion Gear Depth Variance
Chart.
PINION DEPTH MEASUREMENT AND (1) Assemble Pinion Height Block 6739, Pinion
ADJUSTMENT Block 8144, and rear pinion bearing onto Screw 6741
Measurements are taken with pinion cups and pin- (Fig. 69).
ion bearings installed in housing. Take measure- (2) Insert assembled height gauge components,
ments with Pinion Gauge Set 6955, Dummy Bearing/ rear bearing and screw into axle housing through
Arbor Disc Set 6956, and Dial Indicator C-3339 (Fig. pinion bearing cups (Fig. 70).
69). (3) Install front pinion bearing and Cone 6740
hand tight (Fig. 69).

(4) Place Arbor Disc 6927 on Arbor D-115-3 in posi-
tion in axle housing side bearing cradles (Fig. 71).
Install differential bearing caps on Arbor Discs and
Fig. 69 Pinion Gear Depth Gauge Tools—Typical tighten cap bolts. Refer to the Torque Specifications
in this section.
NOTE: Arbor Discs 6927 have different step diame-
ters to fit other axle sizes. Pick correct size step for
axle being serviced.

DIFFERENTIAL BEARING PRELOAD AND GEAR
BACKLASH
Fig. 71 Gauge Tools In Housing—Typical Differential side bearing preload and gear backlash
(5) Assemble Dial Indicator C-3339 into Scooter is achieved by selective shims inserted between the
Block D-115-2 and secure set screw. bearing cup and the axle housing. The proper shim
(6) Place Scooter Block/Dial Indicator in position thickness can be determined using slip-fit dummy
in axle housing so dial probe and scooter block are bearings 6929-A in place of the differential side bear-
flush against the surface of the pinion height block. ings and a dial indicator C-3339. Before proceeding
Hold scooter block in place and zero the dial indica- with the differential bearing preload and gear back-
tor face to the pointer. Tighten dial indicator face lash measurements, measure the pinion gear depth
lock screw. and prepare the pinion gear for installation. Estab-
(7) With scooter block still in position against the lishing proper pinion gear depth is essential to estab-
pinion height block, slowly slide the dial indicator lishing gear backlash and tooth contact patterns.
probe over the edge of the pinion height block. After the overall shim thickness to take up differen-
Observe how many revolutions counterclockwise the tial side play is measured, the pinion gear is
dial pointer travels (approximately 0.125 in.) to the installed, and the gear backlash shim thickness is
out-stop of the dial indicator. measured. The overall shim thickness is the total of
(8) Slide the dial indicator probe across the gap the dial indicator reading, starting point shim thick-
between the pinion height block and the arbor bar ness, and the preload specification added together.
with the scooter block against the pinion height block The gear backlash measurement determines the
(Fig. 72). When the dial probe contacts the arbor bar, thickness of the shim used on the ring gear side of
the dial pointer will turn clockwise. Bring dial the differential case. Subtract the gear backlash shim
pointer back to zero against the arbor bar, do not thickness from the total overall shim thickness and
turn dial face. Continue moving the dial probe to the select that amount for the pinion gear side of the dif-
crest of the arbor bar and record the highest reading. ferential (Fig. 73).
the rear bearing cup or the pinion depth gauge set is DIFFERENTIAL PRELOAD AND GEAR
not installed correctly. BACKLASH SHIM SELECTION
(9) Select a shim equal to the dial indicator read-
ing plus the drive pinion gear depth variance number NOTE: It is difficult to salvage the differential side
etched in the face of the pinion gear (Fig. 67) using bearings during the removal procedure. Install
the opposite sign on the variance number. For exam- replacement bearings if necessary.
ple, if the depth variance is –2, add +0.002 in. to the
(1) Remove side bearings from differential case.
dial indicator reading.
(2) Install ring gear on differential case and
(10) Remove the pinion depth gauge components
tighten bolts to specification.
from the axle housing
(3) Install dummy side bearings 6929-A on differ-
ential case.
Fig. 73 Axle Adjustment Shim Locations

(5) Insert Dummy Shim 8107 (0.118 in. (3.0 mm))
starting point shims between the dummy bearing
and the axle housing on side of differential (Fig. 74).

(11) Push and hold differential case to ring gear
side of the axle housing.
(12) Record dial indicator reading.
(13) Add the dial indicator reading to the starting
point shim thickness to determine total shim thick-
ness to achieve zero differential end play.
stud.
(16) Remove differential case, dummy bearings,
and starting point shims from axle housing.
(17) Install pinion gear in axle housing. Install the
yoke and establish the correct pinion rotating torque.
in axle housing (without shims) and tighten retaining
cap bolts snug.
Fig. 74 Preload Measurement Starting Point Shim (19) Position the dial indicator plunger on a flat
surface between the ring gear bolt heads (Fig. 75).
(6) Install the marked bearing caps in their correct (20) Push and hold differential case toward pinion
positions. Install and snug the bolts. gear.
(7) Thread guide stud C-3288-B into rear cover (21) Zero dial indicator face to pointer.
bolt hole below ring gear (Fig. 75). (22) Push and hold differential case to ring gear
(8) Attach dial indicator C-3339 to Guide Stud side of the axle housing.
C-3288-B. Position the dial indicator plunger on a (23) Record dial indicator reading.
flat surface between the ring gear bolt heads (Fig. (24) Subtract 0.002 in. (0.05 mm) from the dial
75). indicator reading to compensate for backlash between
(9) Push and hold differential case to pinion gear ring and pinion gears. This total is the thickness of
side of axle housing. shim required to achieve proper backlash.
(10) Zero dial indicator face to pointer. (25) Subtract the backlash shim thickness from
the total preload shim thickness. The remainder is
the shim thickness required on the pinion side of the
axle housing.
stud.
from axle housing.
(28) Install new side bearing cones and cups on
differential case.
(29) Install spreader W-129-B on axle housing and
spread axle opening enough to receive differential
case and side bearing shims.
(30) Place side bearing shims in axle housing
against axle tube ends.
(32) Remove spreader from axle housing.
(33) Rotate the differential case several times to
seat the side bearings.
(34) Position the indicator plunger against a ring
gear tooth (Fig. 76).
(35) Push and hold ring gear upward while not
allowing the pinion gear to rotate.
(36) Zero dial indicator face to pointer.
(37) Push and hold ring gear downward while not Fig. 77 Backlash Shim Adjustment
allowing the pinion gear to rotate. Dial indicator
GEAR CONTACT PATTERN ANALYSIS
reading should be between 0.12 mm (0.005 in.) and
The ring and pinion gear teeth contact patterns
0.20 mm (0.008 in.). If backlash is not within specifi-
will show if the pinion gear depth is correct in the
cations transfer the necessary amount of shim thick-
axle housing. It will also show if the ring gear back-
ness from one side of the axle housing to the other
lash has been adjusted correctly. The backlash can be
(Fig. 77).
adjusted within specifications to achieve desired
(38) Verify differential case and ring gear runout
tooth contact patterns.
by measuring ring to pinion gear backlash at several
(1) Apply a thin coat of hydrated ferric oxide, or
locations around the ring gear. Readings should not
equivalent, to the drive and coast side of the ring
vary more than 0.05 mm (0.002 in.). If readings vary
gear teeth.
more than specified, the ring gear or the differential
(2) Wrap, twist, and hold a shop towel around the
case is defective.
After the proper backlash is achieved, perform the
Gear Contact Pattern Analysis procedure.
pattern.
shop towel.
degree of contact against the pinion gear teeth will
squeegee 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 chart
(Fig. 78) and adjust pinion depth and gear backlash
as necessary.


SPECIFICATIONS SPECIAL TOOLS

216 RBA AXLE 216 RBA AXLE
DESCRIPTION SPECIFICATION
Axle Type . . . . . . . . . . . . . . . .Semi–Floating Hypoid
Lubricant Trailer Tow . . . . . . . . .Synthetic 75W–140
Lube Capacity . . . . . . . . . . . . . . . . .2.25 L (4.75 pts.)
Axle Ratios . . . . . . . . . . . . . . . . . . . . . . . . . .3.55/3.73
Differential Bearing Preload . . . . .0.1 mm (0.004 in.)
Differential Side Gear
Clearance . . . . . . . . . . . . .0–0.15 mm (0–0.006 in.) Puller Set—C-293-PA
Ring Gear Diameter . . . . . . . . . . . . .216 mm (8.5 in.)
Ring Gear Backlash . . . . . . . . . . . . . . .0.13–0.20 mm
(0.005–0.008 in.)
Pinion Std. Depth. . . . . . . . . . .109.52 mm (4.312 in.)
New Bearings . . . . .2.26–4.52 N·m (20–40 in. lbs.)
Original Bearings . . . . . . .1–3 N·m (10–20 in. lbs.)
Maximum Carrier Spread . . . . . .0.51 mm (0.020 in.)
TORQUE Adapter—C-293-42
DESCRIPTION TORQUE
Bolts, Diff. Cover . . . . . . . . . . . .41 N·m (30 ft. lbs.)
Bolts, Diff. Bearing Cap . . . . . .85 N·m (63 ft. lbs.)
Bolts, Ring Gear. . . . . . . . . . . .108 N·m (80 ft. lbs.)
Screw, ABS Sensor . . . . . . . . . . .8 N·m (70 in. lbs.)
Screw, Pinion Gear Mate
Shaft Lock . . . . . . . . . . . . . . . . . . . . . . .17.6 N·m
(13 ft. lbs.)
Nuts, Brake Backing Plate . . . .61 N·m (45 ft. lbs.) Extension—C-293-3
Nut, Pinion Gear—
Minimum * . . . . . . . . . . . . .298 N·m (220 ft. lbs.)
Nut, Pinion Gear—Maximum * . . . . . . . .380 N·m
(280 ft. lbs.)
NOTE: *Refer to Pinion Gear Removal and Installa-

tion procedures for proper pinion nut tightening
instructions. Do not exceed 380 N·m (280 ft. lbs.)
during collapsible spacer crushing procedure.
Remover—C-452
Holder—C-3281
Installer—C-4340
Installer—C-3718
Guide Pin—C-3288-B
Handle—C-4171
Dial Indicator—C-3339
Remover—C-4307
Trac-lok Tool Set—C-4487
Installer—C-4308
Installer—C-3972-A Remover—6310
Installer—D-129 Installer—6436
Remover—D-103
Installer—6437
Spreader—W-129-B
Installer—6448
Starting Point Shim—8107

Adapter—6790
Holder—6958
Pinion Depth Set—6955
Holder—6963-A
Adapter Set—6956
Gauge Block—8144 Remover—7794-A

ZJ BRAKES 5-1
BRAKES
CONTENTS
page page
ANTILOCK BRAKES . . . . . . . . . . . . . . . . . . . . . . 35 BASE BRAKE SYSTEM . . . . . . . . . . . . . . . . . . . . . 1
BASE BRAKE SYSTEM
INDEX
page page
GENERAL INFORMATION COMBINATION VALVE . . . . . . . . . . . . . . . . . . . . 15

BRAKE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 2 DISC BRAKE CALIPER . . . . . . . . . . . . . . . . . . . 16
SERVICE WARNINGS & CAUTIONS . . . . . . . . . . 2 DISC BRAKE ROTOR . . . . . . . . . . . . . . . . . . . . . 19
DESCRIPTION AND OPERATION DISC BRAKE SHOES . . . . . . . . . . . . . . . . . . . . . 18
BRAKE HOSES AND LINES . . . . . . . . . . . . . . . . . 5 FRONT PARKING BRAKE CABLE . . . . . . . . . . . 22
BRAKE PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 MASTER CYLINDER . . . . . . . . . . . . . . . . . . . . . 15
COMBINATION VALVE . . . . . . . . . . . . . . . . . . . . . 4 PARKING BRAKE CAM AND LEVER . . . . . . . . . 24
FRONT DISC BRAKES . . . . . . . . . . . . . . . . . . . . . 4 PARKING BRAKE HAND LEVER . . . . . . . . . . . . 21
MASTER CYLINDER . . . . . . . . . . . . . . . . . . . . . . 3 PARKING BRAKE SHOES . . . . . . . . . . . . . . . . . 23
PARKING BRAKES . . . . . . . . . . . . . . . . . . . . . . . . 5 POWER BRAKE BOOSTER . . . . . . . . . . . . . . . . 16
POWER BRAKE BOOSTER . . . . . . . . . . . . . . . . . 2 REAR DISC BRAKE CALIPER . . . . . . . . . . . . . . 19
REAR DISC BRAKES . . . . . . . . . . . . . . . . . . . . . . 4 REAR DISC BRAKE ROTOR . . . . . . . . . . . . . . . 21
RED BRAKE WARNING LAMP . . . . . . . . . . . . . . . 2 REAR DISC BRAKE SHOES . . . . . . . . . . . . . . . . 20
STOP LAMP SWITCH . . . . . . . . . . . . . . . . . . . . . . 2 REAR PARKING BRAKE CABLE . . . . . . . . . . . . . 23
DIAGNOSIS AND TESTING SPLASH SHIELD/CALIPER BRACKET/LEVER
BASE BRAKE SYSTEM . . . . . . . . . . . . . . . . . . . . 5 BOOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
BRAKE FLUID CONTAMINATION . . . . . . . . . . . . 11 STOP LAMP SWITCH . . . . . . . . . . . . . . . . . . . . . 14
BRAKE LINE AND HOSES . . . . . . . . . . . . . . . . . 11 DISASSEMBLY AND ASSEMBLY
COMBINATION VALVE . . . . . . . . . . . . . . . . . . . . . 9 DISC BRAKE CALIPER . . . . . . . . . . . . . . . . . . . 28
FRONT DISC BRAKE ROTOR . . . . . . . . . . . . . . . 9 MASTER CYLINDER RESERVOIR . . . . . . . . . . . 27
MASTER CYLINDER/POWER BOOSTER . . . . . . . 8 REAR DISC BRAKE CALIPER . . . . . . . . . . . . . . 30
PARKING BRAKE . . . . . . . . . . . . . . . . . . . . . . . . 11 CLEANING AND INSPECTION
REAR DISC BRAKE ROTOR . . . . . . . . . . . . . . . 10 CALIPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
RED BRAKE WARNING LAMP . . . . . . . . . . . . . . . 8 ADJUSTMENTS
STOP LAMP SWITCH . . . . . . . . . . . . . . . . . . . . . . 8 PARKING BRAKE CABLE TENSIONER . . . . . . . 32
SERVICE PROCEDURES PARKING BRAKE SHOE . . . . . . . . . . . . . . . . . . 33
BRAKE BLEEDING . . . . . . . . . . . . . . . . . . . . . . . 12 STOP LAMP SWITCH . . . . . . . . . . . . . . . . . . . . . 32
BRAKE FLUID LEVEL . . . . . . . . . . . . . . . . . . . . . 12 SPECIFICATIONS
BRAKE LINE . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 BRAKE COMPONENTS . . . . . . . . . . . . . . . . . . . 33
DISC ROTOR MACHINING . . . . . . . . . . . . . . . . . 13 BRAKE FLUID . . . . . . . . . . . . . . . . . . . . . . . . . . 33
MASTER CYLINDER BLEEDING . . . . . . . . . . . . 12 TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . . . 33
REMOVAL AND INSTALLATION SPECIAL TOOLS
BRAKE PEDAL . . . . . . . . . . . . . . . . . . . . . . . . . . 14 BASE BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . 34
5-2 BRAKES ZJ
GENERAL INFORMATION oration, or separation into distinct layers. Also

check the reservoir cap seal for distortion. Drain
BRAKE SYSTEM and flush the system with new brake fluid if con-
All vehicles are equipped with power assist four- tamination is suspected.
wheel disc brakes. Antilock (ABS) brakes are also
standard equipment on all models.
CAUTION: Use Mopar brake fluid, or an equivalent
Single piston, disc brake calipers are used front
quality fluid meeting SAE/DOT standards J1703 and
and rear. Ventilated disc brake rotors are used at the
DOT 3. Brake fluid must be clean and free of con-
front and solid rotors are used at the rear.
taminants. Use fresh fluid from sealed containers
Power brake assist is supplied by a vacuum oper-
only to ensure proper antilock component opera-
ated, dual diaphragm power brake booster. The mas-
tion.
ter cylinder used for all applications has an
aluminum body and nylon reservoir with single filler
cap. CAUTION: Use Mopar multi-mileage or high temper-
A combination valve is used for all applications. ature grease to lubricate caliper slide surfaces,
The valve contains a pressure differential switch and drum brake pivot pins, and shoe contact points on
a fixed rate rear brake proportioning valve. the backing plates. Use multi-mileage grease or GE
Factory installed brake linings on all models con- 661 or Dow 111 silicone grease on caliper bushings
sists of organic base material combined with metallic and slide pins to ensure proper operation.
particles.
SERVICE WARNINGS & CAUTIONS

WARNING: DUST AND DIRT ACCUMULATING ON
BRAKE PARTS DURING NORMAL USE MAY CON- BRAKE PEDAL
TAIN ASBESTOS FIBERS FROM LININGS. BREATH- A suspended-type brake pedal is used, the pedal
ING EXCESSIVE CONCENTRATIONS OF ASBESTOS pivots on a shaft mounted in the pedal support
FIBERS CAN CAUSE SERIOUS BODILY HARM. bracket. The bracket is attached to the dash panel.
EXERCISE CARE WHEN SERVICING BRAKE The brake pedal is a serviceable component. The
PARTS. DO NOT CLEAN BRAKE PARTS WITH COM- pedal, pedal bushings, shaft and pedal bracket are all
PRESSED AIR OR BY DRY BRUSHING. USE A VAC- replaceable parts.
UUM CLEANER SPECIFICALLY DESIGNED FOR
THE REMOVAL OF ASBESTOS FIBERS FROM STOP LAMP SWITCH
BRAKE COMPONENTS. IF A SUITABLE VACUUM The plunger type stop lamp switch is mounted on a
CLEANER IS NOT AVAILABLE, CLEANING SHOULD bracket attached to the brake pedal support. The
BE DONE WITH A WATER DAMPENED CLOTH. DO switch can be adjusted when necessary.
NOT SAND, OR GRIND BRAKE LINING UNLESS
EQUIPMENT USED IS DESIGNED TO CONTAIN THE RED BRAKE WARNING LAMP
DUST RESIDUE. DISPOSE OF ALL RESIDUE CON- A red warning lamp is used for the service brake
TAINING ASBESTOS FIBERS IN SEALED BAGS OR portion of the hydraulic system. The lamp is located
CONTAINERS TO MINIMIZE EXPOSURE TO YOUR- in the instrument cluster. The red warning light
SELF AND OTHERS. FOLLOW PRACTICES PRE- alerts the driver if a pressure differential exists
SCRIBED BY THE OCCUPATIONAL SAFETY AND between the front and rear hydraulic systems or the
HEALTH ADMINISTRATION AND THE ENVIRONMEN- parking brakes are applied.
TAL PROTECTION AGENCY FOR THE HANDLING, The lamp is turned on momentarily when the igni-
PROCESSING, AND DISPOSITION OF DUST OR tion switch is turn to the on position. This is a self
DEBRIS THAT MAY CONTAIN ASBESTOS FIBERS. test to verify the lamp is operational.
POWER BRAKE BOOSTER

CAUTION: Never use gasoline, kerosene, alcohol, The booster assembly consists of a housing divided
motor oil, transmission fluid, or any fluid containing into separate chambers by two internal diaphragms.
mineral oil to clean the system components. These The outer edge of each diaphragm is attached to the
fluids damage rubber cups and seals. Use only booster housing. The diaphragms are connected to
fresh brake fluid or Mopar brake cleaner to clean or the booster primary push rod.
flush brake system components. These are the only Two push rods are used in the booster. The pri-
cleaning materials recommended. If system contam- mary push rod connects the booster to the brake
ination is suspected, check the fluid for dirt, discol-
ZJ BRAKES 5-3
pedal. The secondary push rod connects the booster phragms, are exposed to normal atmospheric pres-
to the master cylinder to stroke the cylinder pistons. sure of 101.3 kilopascals (14.7 pounds/square in.).
The atmospheric inlet valve is opened and closed Brake pedal application causes the primary push
by the primary push rod. Booster vacuum supply is rod to open the atmospheric inlet valve. This exposes
through a hose attached to an intake manifold fitting the area behind the diaphragms to atmospheric pres-
at one end and to the booster check valve at the sure. The resulting pressure differential provides the
other. The vacuum check valve in the booster housing extra apply force for power assist.
is a one-way device that prevents vacuum leak back.
Power assist is generated by utilizing the pressure MASTER CYLINDER
differential between normal atmospheric pressure The master cylinder has a removable nylon reser-
and a vacuum. The vacuum needed for booster oper- voir. The cylinder body is made of aluminum and
ation is taken directly from the engine intake mani- contains a primary and secondary piston assembly.
fold. The entry point for atmospheric pressure is The cylinder body including the piston assemblies
through a filter and inlet valve at the rear of the are not serviceable. If diagnosis indicates an internal
housing (Fig. 1). problem with the cylinder body, it must be replaced
The chamber areas forward of the booster dia- as an assembly. The reservoir and grommets are the
phragms are exposed to vacuum from the intake only replaceable parts on the master cylinder.
manifold. The chamber areas to the rear of the dia-
Fig. 1 Power Brake Booster–Typical

5-4 BRAKES ZJ
COMBINATION VALVE
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.
The pressure differential switch is connected to the
brake warning light. The switch is actuated by move-
ment of the switch valve. The switch monitors fluid
pressure in the separate front/rear brake hydraulic
circuits.
A decrease or loss of fluid pressure in either
hydraulic circuit will cause the switch valve to shut-
tle to the low pressure side. Movement of the valve
pushes the switch plunger upward. This action closes
the switch internal contacts completing the electrical
circuit to the red warning light. The switch valve will
remain in an actuated position until repairs to the
brake system are made.
The proportioning valve is used to balance front-
rear brake action. The valve allows normal fluid flow
during moderate effort brake stops. The valve only
controls (meters) fluid flow during high effort brake
stops. Fig. 2 Brake Caliper Operation
The caliper piston seal controls the amount of pis-
FRONT DISC BRAKES ton extension needed to compensate for normal lining
The calipers are a single piston type. The calipers wear.
are free to slide laterally, this allows continuous com- During brake application, the seal is deflected out-
pensation for lining wear. ward by fluid pressure and piston movement (Fig. 3).
When the brakes are applied fluid pressure is When the brakes (and fluid pressure) are released,
exerted against the caliper piston. The fluid pressure the seal relaxes and retracts the piston.
is exerted equally and in all directions. This means The amount of piston retraction is determined by
pressure exerted against the caliper piston and brake lining wear. Generally the amount is just
within the caliper bore will be equal (Fig. 2). enough to maintain contact between the piston and
Fluid pressure applied to the piston is transmitted inboard brake shoe.
directly to the inboard brake shoe. This forces the
shoe lining against the inner surface of the disc
brake rotor. At the same time, fluid pressure within
the piston bore forces the caliper to slide inward on
the mounting bolts. This action brings the outboard
brake shoe lining into contact with the outer surface
of the disc brake rotor.
In summary, fluid pressure acting simultaneously
on both piston and caliper, produces a strong clamp-
ing action. When sufficient force is applied, friction
will stop the rotors from turning and bring the vehi-
cle to a stop.
Application and release of the brake pedal gener- Fig. 3 Lining Wear Compensation By Piston Seal
ates only a very slight movement of the caliper and
piston. Upon release of the pedal, the caliper and pis-
REAR DISC BRAKES
The rear disc brakes consist of single piston float-
ton return to a rest position. The brake shoes do not
ing-type calipers and solid rotors. The rear calipers
retract an appreciable distance from the rotor. In
are mounted in a bracket attached to the rear axle
fact, clearance is usually at, or close to zero. The rea-
tube flange (Fig. 4). The calipers are secured to the
sons for this are to keep road debris from getting
bracket with mounting bolts. The caliper bracket also
between the rotor and lining and in wiping the rotor
secures the rear disc brake rotor splash shield to the
surface clear each revolution.
tube flange. The disc brake rotor has a built in brake
ZJ BRAKES 5-5
drum used for the parking brakes (Fig. 5). The park- further adjustment under normal circumstances.
ing brake shoes are mounted to splash shield. The only time a adjustment is required is when the
The rear disc brake shoes have an anti-rattle tensioner, or cables have been replaced or discon-
spring attached to the rear of the outboard shoe and nected.
a wear indicator on the inboard shoe.
Fig. 6 Park Brake Cable Attachment

BRAKE HOSES AND LINES
Flexible rubber hose is used at both front brakes
and at the rear axle junction block. Double walled
steel tubing is used to connect the master cylinder to
the major hydraulic braking components and then to
Fig. 4 Rear Disc Brake Caliper Mounting the flexible rubber hoses.

BASE BRAKE SYSTEM
Base brake components consist of the brake shoes,
calipers, wheel cylinders, brake drums, rotors, brake
lines, master cylinder, booster, and parking brake
components.
Brake diagnosis involves determining if the prob-
lem is related to a mechanical, hydraulic, or vacuum
operated component.
Fig. 5 Rear Disc Brake Rotor
The first diagnosis step is the preliminary check.
PARKING BRAKES
The parking brakes operated by a hand lever and PRELIMINARY BRAKE CHECK
cable system. The front cable is connected to the (1) Check condition of tires and wheels. Damaged
hand lever and the tensioner (Fig. 6). The tensioner wheels and worn, damaged, or underinflated tires
is attached to the equalizer mechanism used for the can cause pull, shudder, vibration, and a condition
rear cables. The rear cables attached to the equalizer similar to grab.
mechanism and a cam and lever mechanism, which (2) If complaint was based on noise when braking,
actuates parking brake shoes. check suspension components. Jounce front and rear
A set of drum type brake shoes are used for park- of vehicle and listen for noise that might be caused
ing brakes. The shoes are mounted to the rear disc by loose, worn or damaged suspension or steering
brake splash shield. The parking brake drum is inte- components.
grated into the rear disc brake rotor. (3) Inspect brake fluid level and condition. Note
that the front disc brake reservoir fluid level will
NOTE: Parking brake cable adjustment is con- decrease in proportion to normal lining wear. Also
trolled by a tensioner mechanism. The cable ten- note that brake fluid tends to darken over time.
sioner, once adjusted at the factory, will not need
5-6 BRAKES ZJ
This is normal and should not be mistaken for SPONGY PEDAL
contamination. A spongy pedal is most often caused by air in the
(a) If fluid level is abnormally low, look for evi- system. However, thin brake drums or substandard
dence of leaks at calipers, wheel cylinders, brake brake lines and hoses can also cause a spongy pedal.
lines, and master cylinder. The proper course of action is to bleed the system,
(b) If fluid appears contaminated, drain out a and replace thin drums and substandard quality
sample to examine. System will have to be flushed brake hoses if suspected.
if fluid is separated into layers, or contains a sub-
stance other than brake fluid. The system seals HARD PEDAL OR HIGH PEDAL EFFORT
and cups will also have to be replaced after flush- A hard pedal or high pedal effort may be due to
ing. Use clean brake fluid to flush the system. lining that is water soaked, contaminated, glazed, or
(4) Check parking brake operation. Verify free badly worn. The power booster or check valve could
movement and full release of cables and pedal. Also also be faulty.
note if vehicle was being operated with parking
brake partially applied. PEDAL PULSATION
(5) Check brake pedal operation. Verify that pedal Pedal pulsation is caused by components that are
does not bind and has adequate free play. If pedal loose, or beyond tolerance limits.
lacks free play, check pedal and power booster for The primary cause of pulsation are disc brake
being loose or for bind condition. Do not road test rotors with excessive lateral runout or thickness vari-
until condition is corrected. ation, or out of round brake drums. Other causes are
(6) Check booster vacuum check valve and hose. loose wheel bearings or calipers and worn, damaged
(7) If components checked appear OK, road test tires.
the vehicle.
NOTE: Some pedal pulsation may be felt during
ROAD TESTING ABS activation.
(1) If complaint involved low brake pedal, pump
pedal and note if it comes back up to normal height.
(2) Check brake pedal response with transmission BRAKE DRAG
in Neutral and engine running. Pedal should remain Brake drag occurs when the lining is in constant
firm under constant foot pressure. contact with the rotor or drum. Drag can occur at one
(3) During road test, make normal and firm brake wheel, all wheels, fronts only, or rears only.
stops in 25-40 mph range. Note faulty brake opera- Drag is a product of incomplete brake shoe release.
tion such as low pedal, hard pedal, fade, pedal pulsa- Drag can be minor or severe enough to overheat the
tion, pull, grab, drag, noise, etc. linings, rotors and drums.
(4) Attempt to stop the vehicle with the parking Minor drag will usually cause slight surface char-
brake only and note grab, drag, noise, etc. ring of the lining. It can also generate hard spots in
rotors and drums from the overheat-cool down pro-
PEDAL FALLS AWAY cess. In most cases, the rotors, drums, wheels and
A brake pedal that falls away under steady foot tires are quite warm to the touch after the vehicle is
pressure is generally the result of a system leak. The stopped.
leak point could be at a brake line, fitting, hose, or Severe drag can char the brake lining all the way
caliper/wheel cylinder. If leakage is severe, fluid will through. It can also distort and score rotors and
be evident at or around the leaking component. drums to the point of replacement. The wheels, tires
Internal leakage (seal by-pass) in the master cylin- and brake components will be extremely hot. In
der caused by worn or damaged piston cups, may severe cases, the lining may generate smoke as it
also be the problem cause. However, internal leakage chars from overheating.
in the master cylinder may not be physically evident. Common causes of brake drag are:
• Seized or improperly adjusted parking brake
LOW PEDAL cables.
If a low pedal is experienced, pump the pedal sev- • Loose/worn wheel bearing.
eral times. If the pedal comes back up worn linings, • Seized caliper or wheel cylinder piston.
rotors, drums, or rear brakes out of adjustment are • Caliper binding on corroded bushings or rusted
the most likely causes. The proper course of action is slide surfaces.
to inspect and replace all worn component and make • Loose caliper mounting.
the proper adjustments. • Drum brake shoes binding on worn/damaged
support plates.
• Mis-assembled components.
ZJ BRAKES 5-7
If brake drag occurs at all wheels, the problem dirt contaminated, cleaning and/or replacement will
may be related to a blocked master cylinder return be necessary.
port, or faulty power booster (binds-does not release).
BRAKE LINING CONTAMINATION
BRAKE FADE Brake lining contamination is mostly a product of
Brake fade is usually a product of overheating leaking calipers or wheel cylinders, worn seals, driv-
caused by brake drag. However, brake overheating ing through deep water puddles, or lining that has
and resulting fade can also be caused by riding the become covered with grease and grit during repair.
brake pedal, making repeated high deceleration stops Contaminated lining should be replaced to avoid fur-
in a short time span, or constant braking on steep ther brake problems.
mountain roads. Refer to the Brake Drag information
in this section for causes. WHEEL AND TIRE PROBLEMS
Some conditions attributed to brake components
BRAKE PULL may actually be caused by a wheel or tire problem.
Front brake pull condition could result from: A damaged wheel can cause shudder, vibration and
• Contaminated lining in one caliper pull. A worn or damaged tire can also cause pull.
• Seized caliper piston Severely worn tires with very little tread left can
• Binding caliper produce a grab-like condition as the tire loses and
• Loose caliper recovers traction. Flat-spotted tires can cause vibra-
• Rusty adapter/caliper slide surfaces tion and generate shudder during brake operation. A
• Improper brake shoes tire with internal damage such as a severe bruise,
• Damaged rotor cut, or ply separation can cause pull and vibration.
A worn, damaged wheel bearing or suspension
component are further causes of pull. A damaged BRAKE NOISES
front tire (bruised, ply separation) can also cause Some brake noise is common with rear drum
pull. brakes and on some disc brakes during the first few
A common and frequently misdiagnosed pull condi- stops after a vehicle has been parked overnight or
tion is where direction of pull changes after a few stored. This is primarily due to the formation of trace
stops. The cause is a combination of brake drag fol- corrosion (light rust) on metal surfaces. This light
lowed by fade at one of the brake units. corrosion is typically cleared from the metal surfaces
As the dragging brake overheats, efficiency is so after a few brake applications causing the noise to
reduced that fade occurs. Since the opposite brake subside.
unit is still functioning normally, its braking effect is
magnified. This causes pull to switch direction in BRAKE SQUEAK/SQUEAL
favor of the normally functioning brake unit. Brake squeak or squeal may be due to linings that
An additional point when diagnosing a change in are wet or contaminated with brake fluid, grease, or
pull condition concerns brake cool down. Remember oil. Glazed linings and rotors with hard spots can
that pull will return to the original direction, if the also contribute to squeak. Dirt and foreign material
dragging brake unit is allowed to cool down (and is embedded in the brake lining will also cause squeak/
not seriously damaged). squeal.
A very loud squeak or squeal is frequently a sign of
REAR BRAKE GRAB OR PULL severely worn brake lining. If the lining has worn
Rear grab or pull is usually caused by improperly through to the brake shoes in spots, metal-to-metal
adjusted or seized parking brake cables, contami- contact occurs. If the condition is allowed to continue,
nated lining, bent or binding shoes and support rotors and drums can become so scored that replace-
plates, or improperly assembled components. This is ment is necessary.
particularly true when only one rear wheel is
involved. However, when both rear wheels are BRAKE CHATTER
affected, the master cylinder or proportioning valve Brake chatter is usually caused by loose or worn
could be at fault. components, or glazed/burnt lining. Rotors with hard
spots can also contribute to chatter. Additional causes
BRAKES DO NOT HOLD AFTER DRIVING THROUGH DEEP of chatter are out-of-tolerance rotors, brake lining not
WATER PUDDLES securely attached to the shoes, loose wheel bearings
This condition is generally caused by water soaked and contaminated brake lining.
lining. If the lining is only wet, it can be dried by
driving with the brakes very lightly applied for a
mile or two. However, if the lining is both soaked and
5-8 BRAKES ZJ
THUMP/CLUNK NOISE (b) Attach test leads to pins 1 and 2 and note
Thumping or clunk noises during braking are fre- ohmmeter reading.
quently not caused by brake components. In many (c) If continuity exists, switch is OK. Replace
cases, such noises are caused by loose or damaged switch if meter indicates lack of continuity (switch
steering, suspension, or engine components. However, is open).
calipers that bind on the slide surfaces can generate
a thump or clunk noise. In addition, worn out, RED BRAKE WARNING LAMP
improperly adjusted, or improperly assembled rear The red warning lamp illuminates when the park-
brake shoes can also produce a thump noise. ing brakes are applied and when there is a leak in
the front or rear wheel brake hydraulic circuit. It will
STOP LAMP SWITCH also illuminate at start up as part of a bulb check.
Stop lamp switch operation can be tested with an If the light comes on, first verify that the parking
ohmmeter. The ohmmeter is used to check continuity brakes are fully released. Then check pedal action
between the pin terminals at different plunger posi- and fluid level. If a problem is confirmed, inspect the
tions (Fig. 7). brake hydraulic system for leaks.
NOTE: The switch wire harness must be discon- MASTER CYLINDER/POWER BOOSTER
nected before testing switch continuity. (1) Start engine and check booster vacuum hose
connections. A hissing noise indicates vacuum leak.
Correct any vacuum leak before proceeding.
SWITCH CIRCUIT IDENTIFICATION (2) Stop engine and shift transmission into Neu-
• Terminals 1 and 2 are for brake sensor circuit. tral.
• Terminals 5 and 6 are for the stop lamp circuit. (3) Pump brake pedal until all vacuum reserve in
• Terminals 3 and 4 are for the speed control cir- booster is depleted.
cuit. (4) Press and hold brake pedal under light foot
pressure. The pedal should hold firm, if the pedal
falls away master cylinder is faulty (internal leak-
age).
(5) Start engine and note pedal action it should
fall away slightly under light foot pressure then hold
firm. If no pedal action is discernible, power booster,
vacuum supply, or vacuum check valve is faulty. Pro-
ceed to the POWER BOOSTER VACUUM TEST.
(6) If the POWER BOOSTER VACUUM TEST
passes, rebuild booster vacuum reserve as follows:
Release brake pedal. Increase engine speed to 1500
rpm, close the throttle and immediately stop turn off
ignition to stop engine.
(7) Wait a minimum of 90 seconds and try brake
action again. Booster should provide two or more vac-
uum assisted pedal applications. If vacuum assist is
Fig. 7 Stop Lamp Switch Terminal Identification not provided, booster is faulty.
SWITCH CONTINUITY TEST POWER BOOSTER VACUUM TEST
(1) Check continuity between terminal pins 5 and (1) Connect vacuum gauge to booster check valve
6 as follows: with short length of hose and T-fitting (Fig. 8).
(a) Pull plunger all the way out to fully extended (2) Start and run engine at curb idle speed for one
position. minute.
(b) Attach test leads to pins 5 and 6 and note (3) Observe the vacuum supply. If vacuum supply
ohmmeter reading. is not adequate, repair vacuum supply.
(c) If continuity exists, proceed to next test. (4) Clamp hose shut between vacuum source and
Replace switch if meter indicates lack of continuity check valve.
(shorted or open). (5) Stop engine and observe vacuum gauge.
(2) Check continuity between terminal pins 1 and (6) If vacuum drops more than one inch HG (33
2 and pins 3 and 4 as follows: millibars) within 15 seconds, booster diaphragm or
(a) Push switch plunger inward to fully check valve is faulty.
retracted position.
ZJ BRAKES 5-9
COMBINATION VALVE
Metering Valve
Metering valve operation can be checked visually
with the aid of a helper. Observe the metering valve
stem while a helper applies and releases the brakes.
If the valve is operating correctly, the stem will
extend slightly when the brakes are applied and
retract when the brakes are released. If the valve is
faulty, replace the entire combination valve as an
assembly.
Pressure Differential Switch

(1) Have helper sit in drivers seat to apply brake
pedal and observe red brake warning light.
(2) Raise vehicle on hoist.
(3) Connect bleed hose to a rear wheel cylinder
and immerse hose end in container partially filled
with brake fluid.
(4) Have helper press and hold brake pedal to floor
and observe warning light.
(a) If warning light illuminates, switch is operat-
Fig. 8 Typical Booster Vacuum Test Connections ing correctly.
POWER BOOSTER CHECK VALVE TEST (b) If light fails to illuminate, check circuit fuse,
(1) Disconnect vacuum hose from check valve. bulb, and wiring. The parking brake switch can be
(2) Remove check valve and valve seal from used to aid in identifying whether or not the brake
booster. light bulb and fuse is functional. Repair or replace
(3) Use a hand operated vacuum pump for test. parts as necessary and test differential pressure
(4) Apply 15-20 inches vacuum at large end of switch operation again.
check valve (Fig. 9). (5) If warning light still does not illuminate,
(5) Vacuum should hold steady. If gauge on pump switch is faulty. Replace combination valve assembly,
indicates vacuum loss, check valve is faulty and bleed brake system and verify proper switch and
should be replaced. valve operation.
FRONT DISC BRAKE ROTOR

ROTOR MINIMUM THICKNESS
Rotor minimum usable thickness is 22.7 mm (0.89
in.). Do not resurface a rotor if machining would
cause thickness to fall below this limit.
Measure rotor thickness at the center of the brake
shoe contact surface. Replace the rotor if worn below
minimum thickness, or if refinishing would reduce
thickness below the allowable minimum.
Fig. 9 Vacuum Check Valve And Seal

5 - 10 BRAKES ZJ
FRONT ROTOR THICKNESS VARIATION
Variations in rotor thickness will cause pedal pul-
sation, noise and shudder.
Measure rotor thickness at four to six points
around the rotor face. Position the micrometer
approximately 3/4 inch from the rotor outer circum-
ference for each measurement (Fig. 10).
Thickness should not vary by more than 0.013 mm
(0.0005 in.) from point to point on the rotor. Refinish
or replace the rotor if necessary.
Fig. 11 Checking Rotor Lateral Runout
Fig. 10 Measuring Rotor Thickness Variation

FRONT ROTOR LATERAL RUNOUT
Check rotor lateral runout whenever pedal pulsa-
tion, or rapid, uneven brake lining wear has
occurred.
The rotor must be securely clamped to the hub to
ensure an accurate runout measurement. Secure the
rotor with the wheel nuts and 4 or 5 large diameter Fig. 12 Thickness Specification On Rear Rotor
flat washers on each stud. REAR ROTOR THICKNESS VARIATION
Use a dial indicator to check lateral runout (Fig. Variations in rotor thickness will cause pedal pul-
11). sation, noise and shudder.
Maximum allowable rotor lateral runout is 0.13 Measure rotor thickness at four to six points
mm (0.005 in.). around the rotor face. Position the micrometer
approximately 3/4 inch from the rotor outer circum-
REAR DISC BRAKE ROTOR ference for each measurement (Fig. 10).
Thickness should not vary by more than 0.0254
ROTOR MINIMUM THICKNESS mm (0.001 in.) from point to point on the rotor.
Minimum usable thickness of the rear disc brake Refinish or replace the rotor if necessary.
rotor is 10.65 mm (0.4193 in.). The thickness specifi-
cation is located on the edge of the parking brake REAR ROTOR LATERAL RUNOUT
drum section of the rotor (Fig. 12). Check rotor lateral runout whenever diagnosis
Never resurface a rotor if machining would cause indicates pedal pulsation and rapid, uneven brake
thickness to fall below this limit. lining wear.
Measure rotor thickness at the center of the brake The rotor must be securely clamped to the hub to
shoe contact surface. Replace the rotor if worn below ensure an accurate runout measurement. Secure the
minimum thickness, or if refinishing would reduce rotor with the wheel nuts and 4 or 5 large diameter
thickness below the allowable minimum. flat washers on each stud.
ZJ BRAKES 5 - 11
Use a dial indicator to check lateral runout (Fig. • Adjuster screws seized
11). Maximum allowable lateral runout is 0.13 mm • Adjuster screws reversed
(0.005 in.). Parking brake adjustment and parts replacement
procedures are described in the Parking Brake sec-
PARKING BRAKE tion.
NOTE: Parking brake adjustment is controlled by a BRAKE LINE AND HOSES

cable tensioner. Once the tensioner is adjusted at Flexible rubber hose is used at both front brakes
the factory, it should not require further attention. and at the rear axle junction block. Inspect the hoses
However, there are two instances when adjustment whenever the brake system is serviced, at every
will be required. The first is when a new tensioner, engine oil change, or whenever the vehicle is in for
or cables have been installed. And the second, is service.
when the tensioner and cables are disconnected for Inspect the hoses for surface cracking, scuffing, or
access to other brake components. worn spots. Replace any brake hose immediately if
the fabric casing of the hose is exposed due to cracks
The parking brake switch is in circuit with the red or abrasions.
warning lamp in the dash. The switch will cause the Also check brake hose installation. Faulty installa-
lamp to illuminate only when the parking brakes are tion can result in kinked, twisted hoses, or contact
applied. If the lamp remains on after parking brake with the wheels and tires or other chassis compo-
release, the switch or wires are faulty, or cable ten- nents. All of these conditions can lead to scuffing,
sioner adjustment is incorrect. cracking and eventual failure.
If the red lamp comes on while the vehicle is in The steel brake lines should be inspected periodi-
motion and brake pedal height decreases, a fault has cally for evidence of corrosion, twists, kinks, leaks, or
occurred in the front or rear brake hydraulic system. other damage. Heavily corroded lines will eventually
In most cases, the actual cause of an improperly rust through causing leaks. In any case, corroded or
functioning parking brake (too loose/too tight/wont damaged brake lines should be replaced.
hold), can be traced to a parking brake component. Factory replacement brake lines and hoses are rec-
ommended to ensure quality, correct length and supe-
NOTE: The leading cause of improper parking
rior fatigue life. Care should be taken to make sure
brake operation, is excessive clearance between the
that brake line and hose mating surfaces are clean
parking brake shoes and the shoe braking surface.
and free from nicks and burrs. Also remember that
Excessive clearance is a result of lining and/or
right and left brake hoses are not interchangeable.
drum wear, drum surface machined oversize, or
Use new copper seal washers at all caliper connec-
inoperative adjuster components.
tions. Be sure brake line connections are properly
Excessive parking brake lever travel (sometimes made (not cross threaded) and tightened to recom-
described as a loose lever or too loose condition), is mended torque.
the result of worn brake shoes, improper brake shoe
adjustment, or improperly assembled brake parts. BRAKE FLUID CONTAMINATION
A “too loose” condition can also be caused by inop- Indications of fluid contamination are swollen or
erative or improperly assembled parking brake shoe deteriorated rubber parts.
parts. Swollen rubber parts indicate the presence of
A condition where the parking brakes do not hold, petroleum in the brake fluid.
will most probably be due to a wheel brake compo- To test for contamination, put a small amount of
nent. drained brake fluid in clear glass jar. If fluid sepa-
Items to look for when diagnosing a parking brake rates into layers, there is mineral oil or other fluid
problem, are: contamination of the brake fluid.
• Rear brake shoe wear If brake fluid is contaminated, drain and thor-
• Drum surface (in rear rotor) machined oversize oughly flush system. Replace master cylinder, propor-
• Front cable not secured to lever tioning valve, caliper seals, wheel cylinder seals,
• Rear cable not attached to lever Antilock Brakes hydraulic unit and all hydraulic
• Rear cable seized fluid hoses.
• Parking shoes reversed
• Parking brake strut not seated in shoes
• Parking brake lever not seated
• Parking brake lever bind
• Cam and lever worn or misassembled
5 - 12 BRAKES ZJ
SERVICE PROCEDURES
BRAKE FLUID LEVEL
Always clean the master cylinder reservoir and cap
before adding fluid. This will prevent dirt from fall-
ing in the reservoir and contaminating the brake
fluid.
The reservoir has a ADD and a FULL mark on the
side (Fig. 13) fill to the FULL mark.
Fig. 14 Master Cylinder Bleeding–Typical

cylinder fluid level frequently and add fluid as
needed.
Bleed only one brake component at a time in the
following sequence:
• master cylinder
• combination valve
• right rear wheel
• left rear wheel
Fig. 13 Master Cylinder Fluid Level • right front wheel
• left front wheel
MASTER CYLINDER BLEEDING
A new master cylinder should be bled before instal- MANUAL BLEEDING
lation on the vehicle. Required bleeding tools include (1) Remove reservoir filler caps and fill reservoir
bleed tubes and a wood dowel to stroke the pistons. with Mopar, or equivalent quality DOT 3 brake fluid.
Bleed tubes can be fabricated from brake line. (2) If calipers, or wheel cylinders were overhauled,
open all caliper and wheel cylinder bleed screws.
BLEEDING PROCEDURE Then close each bleed screw as fluid starts to drip
(1) Mount master cylinder in vise. from it. Top off master cylinder reservoir once more
(2) Attach bleed tubes to cylinder outlet ports. before proceeding.
Then position each tube end into reservoir (Fig. 14). (3) Attach one end of bleed hose to bleed screw
(3) Fill reservoir with fresh brake fluid. and insert opposite end in glass container partially
(4) Press cylinder pistons inward with wood dowel. filled with brake fluid (Fig. 15). Be sure end of bleed
Then release pistons and allow them to return under hose is immersed in fluid.
spring pressure. Continue bleeding operations until (4) Open up bleeder, then have a helper press
air bubbles are no longer visible in fluid. down the brake pedal. Once the pedal is down close
the bleeder. Repeat bleeding until fluid stream is
BRAKE BLEEDING clear and free of bubbles. Then move to the next
Use Mopar brake fluid, or an equivalent quality wheel.
fluid meeting SAE J1703-F and DOT 3 standards
only. Use fresh, clean fluid from a sealed container at PRESSURE BLEEDING
all times. Follow the manufacturers instructions carefully
Do not pump the brake pedal at any time while when using pressure equipment. Do not exceed the
bleeding. Air in the system will be compressed into tank manufacturers pressure recommendations. Gen-
small bubbles that are distributed throughout the erally, a tank pressure of 15-20 psi is sufficient for
hydraulic system. This will make additional bleeding bleeding.
operations necessary. Fill the bleeder tank with recommended fluid and
Do not allow the master cylinder to run out of fluid purge air from the tank lines before bleeding.
during bleed operations. An empty cylinder will allow Do not pressure bleed without a proper master cyl-
additional air to be drawn into the system. Check the inder adapter. The wrong adapter can lead to leak-
ZJ BRAKES 5 - 13
Fig. 15 Bleed Hose Setup

age, or drawing air back into the system. Use
adapter provided with the equipment or Adapter
6921.
Fig. 16 Rotor Refinishing
DISC ROTOR MACHINING
Rotor braking surfaces can be sanded or machined
in a disc brake lathe.
The lathe must machine both sides of the rotor
simultaneously with dual (two) cutter heads (Fig.
16). Equipment capable of machining only one side at
a time will produce a tapered rotor.
The lathe should also be equipped with a grinder
attachment or dual sanding discs for final cleanup or
light refinishing (Fig. 17).
If the rotor surfaces only need minor cleanup of
rust, scale, or minor scoring, use abrasive discs to
clean up the rotor surfaces. However, when a rotor is
scored or worn, machining with cutting tools will be
required.
CAUTION: Do not machine the rotor if it will cause

the rotor to fall below minimum allowable thick-
ness.
BRAKE LINE
Fig. 17 Rotor Grinder
Mopar preformed metal brake line is recommended
and preferred for all repairs. However, double-wall flaring tools are needed to provide the inverted-type,
steel line can be used for emergency repair when fac- double flare required on metal brake lines.
tory replacement parts are not readily available.
Special, heavy duty tube bending and flaring FLARING PROCEDURE
equipment is required to prepare double wall brake (1) Cut off damaged tube with Tubing Cutter.
line. Special bending tools are needed to avoid kink- (2) Ream cut edges of tubing to ensure proper
ing or twisting metal brake line. In addition, special flare.
5 - 14 BRAKES ZJ
(3) Install replacement tube nut on section of tube
to be repaired.
(4) Insert tube in flaring tool. Center tube in area
between vertical posts.
(5) Place gauge form over the end of the tube.
(6) Push tubing through flaring tool jaws until
tube contacts recessed notch in gauge that matches
tube diameter.
(7) Squeeze flaring tool jaws to lock tubing in
place.
(8) Insert plug on gauge in the tube. Then swing
compression disc over gauge and center tapered flar-
ing screw in recess of compression disc (Fig. 18).
(9) Tighten tool handle until plug gauge is seated
on jaws of flaring tool. This will start the inverted
flare. Fig. 19 Stop Lamp Switch
(10) Remove the plug gauge and complete the INSTALLATION
inverted flare. (1) Pull switch plunger all the way out to fully
(11) Remove the flaring tools and verify that the extended position.
inverted flare is correct. (2) Connect harness wires to switch.
(3) Press and hold brake pedal in applied position.
(4) Install switch as follows: Align tab on switch
with notch in switch bracket. Then insert switch in
bracket and turn it clockwise about 30° to lock it in
place.
(5) Release brake pedal. Then pull pedal fully rear-
ward. Pedal will set plunger to correct position as
pedal pushes plunger into switch body. Switch will
make ratcheting sound as it self adjusts.
BRAKE PEDAL
REMOVAL
(1) Remove knee blocker cover and knee blocker,
refer to Group 8E Instrument Panel Systems.
(2) Remove retainer clip and washers attaching
booster push rod to pedal pin (Fig. 20).
(3) Remove nut securing pedal shaft in support
bracket.
(4) Slide pedal shaft outward for clearance and
remove brake pedal.
Fig. 18 Inverted Flare Tools (5) Remove pedal bushings if they are to be
REMOVAL AND INSTALLATION replaced.
STOP LAMP SWITCH INSTALLATION

(1) Install new bushings in pedal. Lubricate bush-
REMOVAL ings and pivot pin with Mopar multi-mileage grease.
(1) Remove steering column cover and lower trim (2) Position pedal, sleeve and spacer(s) in bracket
panel for switch access (if necessary). and install pedal shaft in support and through pedal.
(2) Press brake pedal downward to fully applied (3) Install new nut on pedal shaft. Shaft nut is
position. specially formed and should not be reused. Be
(3) Rotate switch approximately 30° in counter- sure to install new nut to secure shaft.
clockwise direction to unlock switch retainer. Then (4) Tighten pedal shaft nut to 27 N·m (20 ft. lbs.)
pull switch rearward and out of bracket. on models with manual transmission. Tighten nut to
(4) Disconnect switch wire harness and remove 35 N·m (26 ft. lbs.) on models with automatic trans-
switch from vehicle (Fig. 19). mission.
ZJ BRAKES 5 - 15
Fig. 21 Combination Valve Brake Lines
Fig. 20 Brake Pedal Mounting

(5) Lubricate bushings and pedal pin with Mopar
multi-mileage grease.
(6) Install bushing on pedal pin if removed (Fig.
20).
(7) Install booster push rod on pedal pin. Secure Fig. 22 Combination Valve Bracket
push rod to pedal with retainer ring and washers.
(8) Install knee blocker cover and knee blocker, (3) Connect wire to differential pressure switch in
refer to Group 8E Instrument Panel Systems. combination valve.
(9) Check and adjust stop lamp switch if necessary. (4) Tighten brake line fittings at master cylinder
just enough to prevent leakage.
COMBINATION VALVE (5) Bleed brakes.
REMOVAL MASTER CYLINDER

(1) Remove brake lines that connect master cylin-
der to combination valve (Fig. 21). REMOVAL
(2) Disconnect brake lines that connect combina- (1) Remove brake lines from master cylinder.
tion valve to HCU. (2) Remove combination valve.
(3) Disconnect wire from combination valve switch (3) Remove nuts that attach master cylinder to
terminal. Be careful when separating wire connector booster studs (Fig. 23). Retain nuts as they are
as lock tabs are easily damaged if not fully disen- special locking types.
gaged.
(4) Remove nuts attaching combination valve
bracket to booster studs and valve bracket off booster
studs (Fig. 22).
INSTALLATION
(1) Position valve bracket on booster studs and
tighten bracket attaching nuts to 18 N·m (155 in.
lbs.).
(2) Align and start all four brake line fittings in
combination valve by hand to avoid cross threading.
Then tighten fittings just enough to prevent leakage.
Fig. 23 Master Cylinder Mounting
5 - 16 BRAKES ZJ
(4) Remove master cylinder from booster. (7) If booster will be stored on bench for any
length of time, cover booster with shop towels to pre-
INSTALLATION vent dust entry and place short lengths of rubber
hose over booster studs to protect threads.
NOTE: Bleed new master cylinder on bench before
installation, refer to Service Procedures.
(1) Remove protective cover from end of primary

piston.
(2) Bleed master cylinder.
(3) Slide master cylinder onto booster studs. Align
booster push rod in cylinder primary piston and seat
cylinder against booster.
(4) Install master cylinder mounting nuts and
tighten nuts to 18 N·m (155 in. lbs.). Use original
or factory replacement nuts only.
(5) Install combination valve and tighten mounting
nuts to 18 N·m (155 in. lbs.).
(6) Install brake lines that connect master cylinder
to combination valve.
(7) Fill and bleed brake system.
POWER BRAKE BOOSTER

REMOVAL
(1) Remove air filter housing.
(2) Remove master cylinder, combination valve, Fig. 25 Power Brake Booster Mounting
and HCU.
(3) Disconnect vacuum hose at booster check valve INSTALLATION
(Fig. 24). (1) Check condition of grommet that secures check
valve in booster. Replace grommet if cut, torn, or
loose (no longer secures valve tightly).
(2) Wipe booster mounting surface of dash panel
clean with shop towel.
(3) Align and position booster on engine compart-
ment side of dash panel.
(4) Inside passenger compartment:
(a) Lubricate pedal pin and bushing with Mopar
multi-mileage grease.
(b) Install booster attaching nuts on studs.
Tighten attaching nuts to 39 N·m (29 ft. lbs.).
(c) Slide booster push rod on pedal pin. Then
secure rod to pin with retainer clip.
(5) In engine compartment, attach vacuum hose to
booster check valve.
(6) Install master cylinder, combination valve, and
HCU. Refer to procedures in this section.
Fig. 24 Booster Check Valve And Hose (7) Bleed brakes. Refer to section covering brake
(4) Remove retainer clip that holds booster push bleeding.
rod on pedal pin (Fig. 25). Then slide push rod off (8) Install engine air cleaner and hoses.
pin.
(5) Remove four nuts that attach booster to dash DISC BRAKE CALIPER
panel.
(6) In engine compartment, slide booster forward, REMOVAL
tilt it upward slightly, and remove it from engine (1) Raise and support vehicle.
compartment. (2) Remove front wheel and tire assembly.
ZJ BRAKES 5 - 17
(3) Drain small amount of fluid from master cylin-
der brake reservoir with suction gun.
(4) Bottom caliper piston in bore with C-clamp.
Position clamp screw on outboard brake shoe and
clamp frame on rear of caliper (Fig. 26). Do not
allow clamp screw to bear directly on outboard
shoe retainer spring. Use wood or metal spacer
between shoe and clamp screw.
Fig. 28 Caliper Mounting Bolts
Fig. 26 Bottoming Caliper Piston With C-Clamp

(5) Remove brake hose mounting bolt and discard
washers (Fig. 27).
Fig. 29 Caliper Removal

INSTALLATION
(1) Clean brake shoe mounting ledges with wire
brush and apply light coat of Mopar multi-mileage
grease to surfaces (Fig. 30).
Fig. 27 Brake Hose And Bolt

(6) Remove caliper mounting bolts (Fig. 28).
(7) Tilt top of caliper outward with pry tool if nec-
essary (Fig. 29) and remove caliper.
(8) Remove caliper from vehicle.
Fig. 30 Caliper Lubrication Points
5 - 18 BRAKES ZJ
(2) Connect brake hose to caliper with new (5) Tighten brake hose fitting bolt to 31 N·m (23 ft.
washer on both sides of hose fitting. Do not tighten lbs.).
fitting bolt completely at this time.
(3) Install caliper by position notches at lower end CAUTION: Insure the brake hose is not twisted or
of brake shoes on bottom mounting ledge. Then kinked and clear of all steering and suspension
rotate caliper over rotor and seat notches at upper components.
end of shoes on top mounting ledge (Fig. 31).
(6) Install wheel and tire assembly.
(8) Pump brake pedal until caliper pistons and
brake shoes are seated.
(9) Fill master cylinder and bleed brake system.
DISC BRAKE SHOES

REMOVAL
(3) Remove caliper.
(4) Pressing one end of outboard shoe inward to
disengage shoe lug. Then rotate shoe upward until
retainer spring clears caliper. Press opposite end of
shoe inward to disengage shoe lug and rotate shoe up
and out of caliper (Fig. 33).
Fig. 31 Caliper Installation

(4) Coat caliper mounting bolts with silicone
grease. Then install and tighten bolts to 15 N·m (11
ft. lbs.).
CAUTION: If new caliper bolts are being installed,

or if the original reason for repair was a drag/pull
condition, check caliper bolt length before proceed-
ing. Bolts must not have a shank length greater
than 67.6 mm (2.66 in.) (Fig. 32).
Fig. 33 Outboard Brake Shoe Removal
(5) Grasp ends of inboard shoe and tilt shoe out-
ward to release springs from caliper piston (Fig. 34)
and remove shoe from caliper.
NOTE: If original brake shoes will be used, keep

them in sets left and right. They are not inter-
changeable.
(6) Secure caliper to nearby suspension part with

wire. Do not allow brake hose to support caliper
weight.
(7) Wipe caliper off with shop rags or towels.
CAUTION: Do not use compressed air, this can

unseat dust boot and force dirt into piston bore.
Fig. 32 Mounting Bolt Dimensions
ZJ BRAKES 5 - 19
INSTALLATION
(1) If new rotor is being installed, remove protec-
tive coating from rotor surfaces with carburetor
cleaner.
(2) Install rotor on hub.
(3) Install caliper.
REAR DISC BRAKE CALIPER

REMOVAL
(1) Raise vehicle and remove tire and wheel
assemblies.
(2) Press caliper piston into caliper bore with
C-clamp (Fig. 36).
(3) Remove caliper mounting bolts (Fig. 37).
Fig. 34 Inboard Brake Shoe Removal (4) Rotate caliper rearward by hand or with pry
INSTALLATION tool. Then rotate caliper and brake shoes off ledges of
(1) Install inboard shoe in caliper and verify shoe mounting bracket.
retaining is fully seated into the piston. (5) Remove caliper fitting bolt and disconnect rear
(2) Starting one end of outboard shoe in caliper brake hose at caliper. Discard metal washers on fit-
and rotating shoe downward into place. Verify shoe ting bolt. Washers should be replaced and not reused.
locating lugs and shoe spring are seated. (6) Remove caliper from vehicle.
(3) Install caliper.
(6) Pump brake pedal until caliper pistons and
brake shoes are seated.
(7) Top off brake fluid level if necessary.
DISC BRAKE ROTOR

REMOVAL
(1) Remove wheel and tire assemble.
(2) Remove caliper.
(3) Remove retainers securing rotor to hub studs
(Fig. 35).
(4) Remove rotor from hub.
(5) If rotor shield requires service, remove front Fig. 36 Bottoming Caliper Piston
hub and bearing assembly.
Fig. 35 Rotor & Hub Fig. 37 Caliper Mounting Bolt

5 - 20 BRAKES ZJ
INSTALLATION (4) Remove caliper mounting bolts.
(1) Verify that brake shoes are correctly positioned (5) Rotate caliper rearward and off rotor (Fig. 39).
in caliper. Support caliper with wire attached to nearby suspen-
(2) Position caliper over rotor and into bracket. Be sion component. Do not allow brake hose to sup-
sure brake shoe tabs are properly seated on mount- port caliper weight.
ing bracket ledges. (6) Press one corner of outboard shoe inward then
(3) Connect rear brake hose to caliper. Use new pry shoe upward with suitable tool and rotate shoe
washers on hose fitting and tighten hose fitting bolt out of caliper.
to 24-38 N·m (216-336 in. lbs.). (7) Pry inboard shoe outward until shoe retainers
(4) Check brake hose position before proceeding. come out of caliper piston. Then remove shoe from
Verify that hose is not twisted, kinked, or touching caliper.
any suspension components.
CAUTION: Check caliper bolt length before pro-

ceeding (Fig. 38). If the bolts have a shank length
greater than 67.6 mm (2.66 in.), they will contact the
inboard brake shoe causing a partial apply condi-
tion.
Fig. 39 Rear Caliper

(8) Inspect caliper mounting bolt bushings and
boots. Replace boots if torn or cut. Replace bushings,
or bolts if either exhibits wear, or heavy corrosion.
INSTALLATION
(1) Clean brake shoe contact surfaces of caliper
Fig. 38 Caliper Mounting Bolt Dimensions mounting bracket (Fig. 40). Use wire brush or emery
cloth.
(5) Lubricate and install caliper mounting bolts.
Start bolts by hand then tighten bolts to 10-20 N·m
(7-15 ft. lbs.).
(6) Fill and bleed brake system.
(8) Lower vehicle.
REAR DISC BRAKE SHOES

REMOVAL
(2) Remove rear wheel and tire assemblies.
(3) Press caliper piston back into caliper bore with
large Cackling. Fig. 40 Brake Shoe Contact Surfaces
ZJ BRAKES 5 - 21
(2) Install brake shoes in caliper. (5) If rotor and/or axle hub contact surfaces are
(3) Install caliper over rotor and into mounting heavily rusted, apply rust penetrant oil to rotor and
bracket. axle hub and through spaces around wheel studs.
(4) Verify that brake shoe lugs are properly seated (6) Remove push nuts securing rotor to axle shaft
on caliper mounting bracket (Fig. 41). Be sure studs.
springs on outboard shoes are also seated against (7) Work rotor off axle hub and studs. Use plastic
bracket. or rawhide mallet to loosen rotor if necessary.
(8) Clean and inspect rotor braking surfaces.
Refinish, or replace rotor if necessary.
Fig. 41 Correct Brake Shoe Position

(5) Verify hose must not be twisted or kinked.
(6) Lubricate and install caliper mounting bolts Fig. 42 Backing Off Parking Brake Shoes
and tighten to 10-20 N·m (7-15 ft. lbs.). INSTALLATION
(7) Install wheel and tire assemblies. (1) Clean axle hub and hub bore in rotor with wire
(8) Turn ignition On and run HCU pump until it brush, or emery cloth.
shuts off. Then pump brake pedal until shoes are (2) Install rotor on axle hub.
seated and indicator lights go out. (3) Install disc brake caliper.
(9) Top off brake fluid level if necessary. Use (4) Install wheel and tire assembly and lower vehi-
Mopar brake fluid or equivalent meeting SAD Djawa cle.
and DOT 3 standards only. (5) Adjust parking brake shoes. Use brake tool to
rotate adjuster screw star wheel. Tighten shoes until
REAR DISC BRAKE ROTOR light drag is created. Then back off shoes about 1/2 to
one turn of star wheel.
REMOVAL (6) Install plug in splash shield access hole.
(1) Raise vehicle. (7) Pump brake pedal to seat caliper piston and
(2) Remove wheel and tire assembly. brake shoes. Do not move vehicle until firm brake
(3) Remove caliper. pedal is obtained.
(4) Remove access plug from splash shield and
back off parking brake shoes by rotating adjuster PARKING BRAKE HAND LEVER
screw star wheel with brake tool (Fig. 42). At driver
side rear wheel, rotate adjuster screw star wheel REMOVAL
clockwise to back off shoes. At passenger side wheel, (1) Release parking brakes.
rotate star wheel in counterclockwise direction. (2) Disconnect battery negative cable.
Direction of rotation is while looking from rear to (3) Raise vehicle on hoist.
front of vehicle.
5 - 22 BRAKES ZJ
(4) Remove front cable adjusting nut and disen- (7) Raise vehicle.
gage cable tensioner from equalizer. Then remove (8) Assemble front cable, cable tensioner and cable
front cable from tensioner (Fig. 43). bracket.
(5) Disengage front cable from insert and insert (9) Adjust parking brake front cable.
from floorpan. (10) Lower vehicle.
(6) Lower vehicle. (11) Connect battery negative cable.
(7) Remove center console, refer to Group 23 Body.
(8) Disconnect parking brake switch wiring con- FRONT PARKING BRAKE CABLE
nector.
(9) Remove screws attaching parking brake lever REMOVAL
to bracket and lift lever upward for access to front (1) Release parking brakes.
cable (Fig. 44). (2) Disconnect battery negative cable and raise
(10) Disengage front cable from parking brake vehicle on hoist.
lever and remove lever assembly from vehicle. (3) Remove front cable adjusting nut and disen-
gage cable tensioner from equalizer. Then remove
front cable from tensioner (Fig. 45).
(4) Disengage front cable from insert and insert
from floorpan.
(5) Lower vehicle.
(6) Remove console, refer to Group 23 Body.
(7) Remove park brake lever.
(8) Disconnect front cable from parking brake
lever and remove cable.

INSTALLATION
(1) Connect front cable to lever assembly.
(2) Seat front cable in floor pan.
(3) Install lever assembly.
(4) Install console.
(5) Raise vehicle.
(6) Assemble front cable, cable tensioner and
Fig. 44 Parking Brake Lever Mounting equalizer.
(7) Adjust parking brake system if new cable, or
INSTALLATION
tensioner has been installed, or if tensioner mecha-
(1) Connect front cable to lever assembly.
nism has been loosened, or removed for access to
(2) Seat front cable in floor pan.
other components. Refer to Parking Brake Adjust-
(3) Install lever assembly on mounting bracket.
ment procedure in this section.
(4) Connect parking brake switch wire connector.
(8) Lower vehicle.
(5) Install parking lever cover.
(9) Connect battery negative cable.
(6) Install center console, refer to Group 23 Body.
ZJ BRAKES 5 - 23
REAR PARKING BRAKE CABLE
REMOVAL
(1) Raise vehicle and loosen adjusting nut at
equalizer to provide slack in rear cables.
(2) Disengage cable at equalizer. Then disengage
cable from body and chassis clips and retainers.
(3) Slide cable eyelet off actuating lever (Fig. 46).
(4) Compress retainer securing cable in bracket
attached to caliper bracket. Then remove cable from
bracket.
Fig. 47 Retracting Parking Brake Shoes

(6) Remove rotor from axle hub flange.
(7) Remove shoe hold-down clips and pins (Fig.
48). Clip is held in place by pin which fits in clip
notch. To remove clip, first push clip ends together
with thumb or forefinger. Next, slide clip upward
until head of pin clears narrow part of notch. Then
remove pin and clip.
Fig. 46 Rear Cable Attachment

INSTALLATION
(1) Install cable eyelet on lever. Be sure eyelet is
seated in lever notch.
(2) Seat cable retainer in caliper bracket.
(3) Route cable up to cable tensioner and equalizer.
Then connect cable to equalizer.
(4) Check cable routing. Be sure cable is secured
in body and chassis clips and retainers. Also be sure
cable is not twisted, kinked or touching any rotating
components.
(5) Adjust parking brake.
PARKING BRAKE SHOES

REMOVAL
(1) Raise vehicle.
(2) Remove rear wheel and tire assembly.
(3) Remove caliper. Do not allow brake hose to
support caliper weight. Support caliper with
wire attached to suspension component.
(4) Remove rubber access plug from back of rear
disc brake splash shield.
(5) Retract parking brake shoes with brake
adjuster tool (Fig. 47). Position tool at top of star
wheel and rotate wheel downward in clockwise direc-
tion (while facing front of vehicle). Fig. 48 Hold-Down Clip And Pin
5 - 24 BRAKES ZJ
(8) Remove upper and lower springs from shoes each shoe. Operate lever to verify that shoes expand
with needle nose pliers (Fig. 49). and retract properly.
(5) Install rotor and caliper.
(6) Adjust parking brake shoes.
(8) Adjust parking brake cable tensioner.
(9) Lower vehicle and verify correct parking brake
operation.
PARKING BRAKE CAM AND LEVER

REMOVAL
(1) Raise vehicle.
(3) Remove brake caliper and rotor.
(4) Remove parking brake shoes.
(5) Move lever forward and disconnect parking
brake rear cable from lever.
Fig. 49 Lower Spring (6) Pull lever forward through boot. Disengage
(9) Tilt shoes outward and remove adjuster screw. cam from lever and remove cam (Fig. 51).
Note adjuster screw position for installation (7) Remove lever.
reference.
(10) Inspect condition of all brake components.
Replace parts if bent, damaged or worn.
(11) Clean and inspect condition of adjuster screw
assembly. Replace assembly if worn, or damaged.
INSTALLATION
(1) Lubricate shoe contact pads and cam and lever
with Mopar multi-mileage grease (Fig. 50).
Fig. 51 Cam, Lever And Boot

INSTALLATION
NOTE: The cams are reversible and can be used on

either wheel. The levers are NOT reversible. They
are marked R and L and the lever notch (for the
cable eyelet), must faces rearward on both sides.
(1) Lubricate replacement lever with silicone

grease. Then insert lever part way through boot. Be
sure lever notch is facing rearward.
(2) Engage cam in lever. Then simultaneously slide
cam into place on splash shield and work lever
Fig. 50 Shoe Contact Pads through boot (Fig. 52).
(3) Install parking brake shoes.
(2) Install shoes on splash shield with hold down (4) Verify correct installation of cam and lever by
clips and pins. Be sure shoes are properly engaged in pulling lever toward front of vehicle. Cam should
caliper bracket and cam. expand both brake shoes as lever is pulled forward.
(3) Install adjuster screw assembly. Be sure (5) Install rotor and adjust parking brake shoes.
notched ends of screw assembly are properly seated (6) Connect rear cable to lever. Be sure cable eye-
on shoes and that star wheel is aligned with access let is securely attached in lever notch.
hole in shield. (7) Install brake caliper and wheel and tire assembly.
(4) Install shoe upper and lower return spring. (8) Lower vehicle and verify correct parking brake
Needle nose pliers can be used to connect spring to operation.
ZJ BRAKES 5 - 25
Fig. 52 Cam And Lever Fig. 53 Drilling Out Splash Shield Rivets
SPLASH SHIELD/CALIPER BRACKET/LEVER BOOT
REMOVAL
(1) Raise vehicle and remove wheel and tire
assembly.
(2) Remove caliper bolts and lift caliper off rotor
and bracket. Suspend caliper from chassis or suspen-
sion component with wire.
(3) Retract parking brake shoes and remove rotor.
(4) Remove axle shaft, refer to Group 3 Differen-
tial and Driveline.
(5) Remove parking brake shoes from splash
shield.
(6) Remove nuts attaching splash shield and cali-
per bracket to axle tube flange.
(7) Remove splash shield and caliper bracket from
axle studs and work lever out of rear cable eyelet.
(8) Mark position of splash shield and bracket for
assembly reference. Use paint or scribe to mark
parts.
(9) Drill out rivets that retain splash shield to cal-
iper bracket (Fig. 53). If rivet heads did not come Fig. 54 Caliper Bracket, Splash Shield And Lever Boot
completely off after drilling, remove remaining pieces
(2) Apply thin coat of contact cement or silicone
with small chisel.
adhesive to new lever boot and to boot mounting area
NOTE: Rivets do not have to be replaced. They are of caliper bracket (Fig. 55). Apply adhesive to areas
used to keep the boot in place during manufacturing. where boot and bracket contact one another. Adhe-
sive is needed to hold boot in position when splash
(10) Then remove cam and lever from splash shield is attached to bracket.
shield and bracket. Note position of cam and lever for
(11) Separate splash shield and caliper bracket.
Then remove lever boot from bracket (Fig. 54).
INSTALLATION
(1) If original bracket and shield will be reused,
clean them with Mopar carb and brake cleaner. Also
clean shoe contact pad surfaces of shield with 400
grit paper. Lubricate pad surfaces with light coat of Fig. 55 Applying Adhesive To Parking Brake Lever Boot
Mopar multi-mileage grease.
5 - 26 BRAKES ZJ
(3) Install new boot on caliper bracket. Metal (7) Install parking brake shoes on splash shield.
retainer part of boot fits over ledge on caliper as Verify positioning of cam and lever, shoes, springs
shown (Fig. 56). Rubber part of boot extends through and hold-down clips and pins (Fig. 58).
rear opening in bracket. Allow adhesive on boot and
bracket to set up for a minute or two before proceed-
ing.
CAUTION: If the boot is not installed properly, it

will prevent the shield from seating squarely on the
bracket. This will cock the shield causing it to rub
against the rotor after installation.
Fig. 58 Parking Brake Shoes Mounted On Shield

(8) Verify correct positioning of caliper bracket and
Fig. 56 Lever Boot Installation
shield (Fig. 59). Caliper opening and ledges should be
(4) Position splash shield on caliper bracket. Then to rear as shown.
carefully install shield and bracket assembly on axle
tube flange studs.
(5) Apply Mopar Lock N’ Seal or Loctite t 242 to
the axle tube stud nuts. Then install and tighten
nuts to 43-61 N·m (32-45 ft. lbs.).
(6) Assemble and install cam and lever. Push lever
through boot and seat cam between lip on shield and
ledge on bracket (Fig. 57). Then engage lever in cable
eyelet. Be sure cable notch in lever is facing rear-
ward. Remove and reposition cam and lever if neces-
sary.
Fig. 59 Checking Caliper Bracket And Shield

Position
(9) Install axle shaft, refer to Group 3 Differential
and Driveline.
(10) Install rotor, caliper, and wheel and tire
assembly, then adjust parking brake shoes.
(11) Lower vehicle and verify correct service and
parking brake operation.
Fig. 57 Cam And Lever Installation

ZJ BRAKES 5 - 27

MASTER CYLINDER RESERVOIR
REMOVAL
(1) Remove reservoir cap and empty fluid into
drain container.
(2) Remove pins that retain reservoir to master
cylinder. Use hammer and pin punch to remove pins
(Fig. 60).
Fig. 62 Reservoir Removal
Fig. 63 Grommet Removal

INSTALLATION
Fig. 60 Reservoir Retaining Pins
(3) Clamp cylinder body in vise with brass protec- CAUTION: Do not use any type of tool to install
tive jaws. the grommets. Tools may cut, or tear the grommets
(4) Loosen reservoir from grommets with pry tool creating a leak problem after installation. Install the
(Fig. 61). grommets using finger pressure only.
(1) Lubricate new grommets with clean brake fluid

and Install new grommets in cylinder body (Fig. 64).
Use finger pressure to install and seat grommets.
Fig. 61 Loosening Reservoir

(5) Remove reservoir by rocking it to one side and
pulling free of grommets (Fig. 62).
(6) Remove old grommets from cylinder body (Fig. Fig. 64 Grommet Installation
63).
5 - 28 BRAKES ZJ
(2) Start reservoir in grommets. Then rock reser- WARNING: NEVER ATTEMPT TO CATCH THE PIS-
voir back and forth while pressing downward to seat TON AS IT LEAVES THE BORE. THIS MAY RESULT
it in grommets. IN PERSONAL INJURY.
(3) Install pins that retain reservoir to cylinder
body.
(4) Fill and bleed master cylinder on bench before
installation in vehicle.
DISC BRAKE CALIPER

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.
This will cushion and protect caliper piston during
removal (Fig. 65).
Fig. 66 Caliper Piston Removal

(5) Remove caliper piston dust boot with suitable
pry tool (Fig. 67).
Fig. 65 Padding Caliper Interior

(4) Remove caliper piston with short bursts of
low pressure compressed air. Direct air through fluid
inlet port and ease piston out of bore (Fig. 66).
CAUTION: Do not blow the piston out of the bore

with sustained air pressure. This could result in a
cracked piston. Use only enough air pressure to
ease the piston out.
Fig. 67 Caliper Piston Dust Boot Removal

ZJ BRAKES 5 - 29
(6) Remove caliper piston seal with wood or plastic
tool (Fig. 68). Do not use metal tools as they will
scratch piston bore.
Fig. 70 Bushings And Boots Installation
Fig. 68 Piston Seal Removal

(7) Remove caliper mounting bolt bushings and
boots (Fig. 69).
Fig. 69 Mounting Bolt Bushing And Boot Fig. 71 Piston Seal Installation
ASSEMBLY
CAUTION: Dirt, oil, and solvents can damage cali-

per seals. Insure assembly area is clean and dry.
(1) Lubricate caliper piston bore, new piston seal

and piston with clean brake fluid.
(2) Lubricate caliper bushings and interior of
bushing boots with silicone grease.
(3) Install bushing boots in caliper, then insert
bushing into boot and push bushing into place (Fig.
Fig. 72 Dust Boot On Piston
70).
(4) Install new piston seal into seal groove with
finger (Fig. 71).
(5) Install new dust boot on caliper piston and seat
boot in piston groove (Fig. 72).
5 - 30 BRAKES ZJ
(6) Press piston into caliper bore by hand, use a REAR DISC BRAKE CALIPER
turn and push motion to work piston into seal (Fig.
73). DISASSEMBLY
(1) Remove caliper and brake shoes.
(2) Remove mounting bolt boots and bushings from
caliper (Fig. 75).
Fig. 75 Mounting Bolt Bushings And Boots

(3) Take a piece of wood and pad it with one-inch
Fig. 73 Caliper Piston Installation thickness of shop towels. Place this piece in the out-
(7) Press caliper piston to bottom of bore. board shoe side of the caliper in front of the piston.
(8) Seat dust boot in caliper with Installer Tool This will cushion and protect caliper piston during
C-4842 and Tool Handle C-4171 (Fig. 74). removal (Fig. 76).
(9) Replace caliper bleed screw if removed.
Fig. 76 Padding Caliper

(4) Remove caliper piston with short bursts of
low pressure compressed air. Direct air through fluid
inlet port and ease piston out of bore (Fig. 77).
CAUTION: Do not blow the piston out of the bore

with sustained air pressure. This could result in a
cracked piston. Use only enough air pressure to
ease the piston out.
WARNING: NEVER ATTEMPT TO CATCH THE PIS-

Fig. 74 Piston Dust Boot Installation TON AS IT LEAVES THE BORE. THIS MAY RESULT
IN PERSONAL INJURY.
ZJ BRAKES 5 - 31
ASSEMBLY
CAUTION: Dirt, oil, and solvents can damage cali-

per seals. Insure assembly area is clean and dry.
(1) Lubricate caliper piston bore, new piston seal

and piston with clean brake fluid.
(2) Lubricate caliper bushings and interior of
bushing boots with silicone grease.
(3) Install new piston seal into seal groove. Press
seal into place with fingertips.
(4) Install new dust boot on caliper piston and seat
boot in piston groove.
(5) Press piston into caliper bore by hand, use a
turn and push motion to work piston into the caliper
bore.
Fig. 77 Caliper Piston Removal (6) Press caliper piston to bottom of bore.
(5) Remove caliper piston dust boot (Fig. 78). (7) Seat dust boot in caliper either by hand, or
(6) Remove and discard caliper piston seal with with a suitable size installer tool (Fig. 80).
pencil, or plastic tool (Fig. 79). Do not use metal tools
as they will scratch piston bore.
Fig. 80 Seating Caliper Piston Dust Boot

(8) Install caliper bleed screw, if removed.
Fig. 78 Caliper Piston Dust Boot (9) Install bushing boot seals and center boot seals
in the caliper.
(10) Install bushings into the caliper. Be sure boot
seal lips are seated in grooves at the ends of bush-
ings (Fig. 81).
(11) Install brake shoes in caliper and install cali-
per.
Fig. 79 Caliper Piston Seal
Fig. 81 Bushings Installed In Boots

5 - 32 BRAKES ZJ
CLEANING AND INSPECTION ADJUSTMENTS

CALIPER STOP LAMP SWITCH
(1) Press and hold brake pedal in applied position.
CLEANING (2) Pull switch plunger all the way out to fully
Clean the caliper components with clean brake extended position.
fluid or brake clean only. Wipe the caliper and piston (3) Release brake pedal. Then pull pedal fully rear-
dry with lint free towels or use low pressure com- ward. Pedal will set plunger to correct position as
pressed air. pedal pushes plunger into switch body. Switch will
make ratcheting sound as it self adjusts.
CAUTION: Do not use gasoline, kerosene, thinner,
or similar solvents. These products may leave a PARKING BRAKE CABLE TENSIONER
residue that could damage the piston and seal.
NOTE: Parking brake adjustment is only necessary
when the tensioner, or a cable has been replaced or
INSPECTION
disconnected.
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. ADJUSTMENT
Do not attempt to restore a scored piston surface by (1) Raise vehicle.
sanding or polishing. (2) Back off tensioner adjusting nut to create slack
in cables.
CAUTION: If the caliper piston is replaced, install (3) Remove rear wheel/tire assemblies and remove
the same type of piston in the caliper. Never inter- brake drums.
change phenolic resin and steel caliper pistons. (4) Check rear brake shoe adjustment with stan-
The pistons, seals, seal grooves, caliper bore and dard brake gauge.
piston tolerances are different.
CAUTION: Excessive shoe-to-drum clearance, or
The bore can be lightly polished with a brake worn brake components will result in faulty parking
hone to remove very minor surface imperfections brake adjustment and operation.
(Fig. 82). The caliper should be replaced if the bore is
severely corroded, rusted, scored, or if polishing (5) Verify that parking brake cables operate freely
would increase bore diameter more than 0.025 mm and are not binding, or seized. Replace faulty cables,
(0.001 inch). before proceeding.
(6) Reinstall brake drums and wheel/tire assem-
blies after brake shoe adjustment is complete.
(7) Lower vehicle enough for access to parking
brake lever. Then fully apply parking brakes. Leave
brakes applied until adjustment is complete.
(8) Raise vehicle and mark tensioner rod 6.5 mm
(1/4 in.) from tensioner bracket (Fig. 83).
(9) Tighten adjusting nut at equalizer until mark
on tensioner rod moves into alignment with tensioner
bracket.
(10) Lower vehicle until rear wheels are 15-20 cm
(6-8 in.) off shop floor.
(11) Release parking brake lever and verify that
rear wheels rotate freely without drag.
(12) Lower vehicle.
Fig. 82 Polishing Piston Bore
NOTE: Do not loosen/tighten equalizer adjusting
nut for any reason after completing adjustment.
ZJ BRAKES 5 - 33
SPECIFICATIONS
BRAKE FLUID
The brake fluid used in this vehicle must conform
to DOT 3 specifications and SAE J1703 standards.
No other type of brake fluid is recommended or
approved for usage in the vehicle brake system. Use
only Mopar brake fluid or an equivalent from a
tightly sealed container.
CAUTION: Never use reclaimed brake fluid or fluid

from an container which has been left open. An
open container will absorb moisture from the air
and contaminate the fluid.
Fig. 83 Tensioner Rod Measurement CAUTION: Never use any type of a petroleum-
based fluid in the brake hydraulic system. Use of
PARKING BRAKE SHOE such type fluids will result in seal damage of the
(1) Remove wheel and tire assemblies. vehicle brake hydraulic system causing a failure of
(2) Secure rotor with two wheel nuts. the vehicle brake system. Petroleum based fluids
(3) Remove rubber access plug from back of splash would be items such as engine oil, transmission
shield. fluid, power steering fluid ect.
(4) Insert brake tool through access hole in splash
shield (Fig. 84). Position tool at bottom of star wheel.
(5) Rotate star wheel upward in counterclockwise BRAKE COMPONENTS
direction to expand shoes (while facing front of vehi-
cle). Front Disc Brake Caliper
(6) Expand shoes until light drag is experienced. Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Floating
Then back off adjuster screw only enough to elimi- Front Disc Brake Rotor
nate drag. Type . . . . . . . . . . . . . . . . . . . . . . . . . . . .Ventilated
(7) Install plug in splash shield access hole. Max. Runout. . . . . . . . . . . . . . .0.13 mm (0.005 in.)
(8) Install wheel and tire assemblies. Max. Thickness Variation . . .0.013 mm (0.0005 in.)
Min. Thickness . . . . . . . . . . . .22.7 mm (0.8937 in.)
Rear Disc Brake Caliper
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Floating
Rear Disc Brake Rotor
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Solid
Max. Runout. . . . . . . . . . . . . . .0.13 mm (0.005 in.)
Max. Thickness Variation . . .0.0254 mm (0.001 in.)
Min. Thickness . . . . . . . . . . .10.65 mm (0.4193 in.)
Brake Booster
Type . . . . . . . . . . . . . . . . . . . . . . .Dual Diaphragm
TORQUE CHART
DESCRIPTION TORQUE
Brake Pedal
Support Bolt . . . . . . . . . .23-34 N·m (17-25 ft. lbs.)
Fig. 84 Park Brake Shoe Adjustment Pivot Bolt/Nut . . . . . . . . .27-35 N·m (20-26 ft. lbs.)
5 - 34 BRAKES ZJ
DESCRIPTION TORQUE SPECIAL TOOLS
Brake Booster
Mounting Nuts . . . . . . . . . . . . .39 N·m (29 ft. lbs.) BASE BRAKES
Master Cylinder
Mounting Nuts . . . . . . . . . . . .18 N·m (155 in. lbs.)
Primary Brake Line . . . . . . . .16 N·m (144 in. lbs.)
Secondary Brake Line. . . . . . .16 N·m (144 in. lbs.)
Combination Valve
Mounting Nuts . . . . . . . . . . . .18 N·m (155 in. lbs.)
Primary/Secondary Brake Lines . . . . . . . . .21 N·m
(185 in. lbs.)
Front Caliper
Mounting Bolts . . . . . . . . .10-20 N·m (7-15 ft. lbs.)
Brake Hose Bolt . . . . . . . . . . . .31 N·m (23 ft. lbs.) Installer Caliper Dust Boot C-4842
Rear Caliper
Mounting Bolts . . . . . . . . .10-20 N·m (7-15 ft. lbs.)
Brake Hose Bolt . . . . . . . . . . . .31 N·m (23 ft. lbs.)
Parking Brake
Lever Screws . . . . . . . . . . .10-14 N·m (7-10 ft. lbs.)
Lever Bracket Screws . . . .10-14 N·m (7-10 ft. lbs.)
Cable Retainer Nut. . . . . . .1-2 N·m (12-16 in. lbs.)
Handle C-4171
Adapter Pressure Bleeder 6921

ZJ BRAKES 5 - 35
ANTILOCK BRAKES
INDEX
page page

ANTILOCK BRAKE SYSTEM . . . . . . . . . . . . . . . 35 ACCELERATION SWITCH . . . . . . . . . . . . . . . . . 41
DESCRIPTION AND OPERATION FRONT WHEEL SPEED SENSOR . . . . . . . . . . . 40
ABS WARNING LAMP . . . . . . . . . . . . . . . . . . . . 38 HYDRAULIC CONTROL UNIT/CONTROLLER
ACCELERATION SWITCH . . . . . . . . . . . . . . . . . 38 ANTILOCK BRAKES . . . . . . . . . . . . . . . . . . . . 39
ANTILOCK BRAKE SYSTEM . . . . . . . . . . . . . . . 36 REAR WHEEL SPEED SENSOR . . . . . . . . . . . . 40
COMBINATION VALVE . . . . . . . . . . . . . . . . . . . . 38 DISASSEMBLY AND ASSEMBLY
CONTROLLER ANTILOCK BRAKES . . . . . . . . . . 36 HYDRAULIC CONTROL UNIT/CONTROLLER
HYDRAULIC CONTROL UNIT . . . . . . . . . . . . . . . 36 ANTILOCK BRAKE . . . . . . . . . . . . . . . . . . . . . 42
WHEEL SPEED SENSORS AND TONE WHEEL . 37 SPECIFICATIONS
DIAGNOSIS AND TESTING TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . . . 42
ANTILOCK BRAKES . . . . . . . . . . . . . . . . . . . . . . 38
SERVICE PROCEDURES
BLEEDING ABS BRAKE SYSTEM . . . . . . . . . . . 39
GENERAL INFORMATION
ANTILOCK BRAKE SYSTEM
The antilock brake system (ABS) is an electroni-
cally operated, all wheel brake control system.
The system is designed to prevent wheel lockup
and maintain steering control during periods of high
wheel slip when braking. Preventing lockup is accom-
plished by modulating fluid pressure to the wheel
brake units.
The hydraulic system is a three channel design.
The front wheel brakes are controlled individually
and the rear wheel brakes in tandem (Fig. 1). The
ABS electrical system is separate from other electri-
cal circuits in the vehicle. A specially programmed
controller antilock brake unit operates the system
components.
ABS system major components include:
• Controller Antilock Brakes (CAB)
• Hydraulic Control Unit (HCU) Fig. 1 Antilock Brake System
• Wheel Speed Sensors (WSS)
• Acceleration Switch
• ABS Warning Light
5 - 36 BRAKES ZJ
DESCRIPTION AND OPERATION The solenoid valves are not static during antilock
braking. They are cycled continuously to modulate
ANTILOCK BRAKE SYSTEM pressure. Solenoid cycle time in antilock mode can be
The purpose of the antilock system is to prevent measured in milliseconds.
wheel lockup during periods of high wheel slip. Pre-
venting lockup helps maintain vehicle braking action CONTROLLER ANTILOCK BRAKES
and steering control. The CAB monitors wheel speed sensor inputs con-
The antilock CAB activates the system whenever tinuously while the vehicle is in motion. However,
sensor signals indicate periods of high wheel slip. the CAB will not activate any ABS components as
High wheel slip can be described as the point where long as sensor inputs and the acceleration switch
wheel rotation begins approaching 20 to 30 percent of indicate normal braking.
actual vehicle speed during braking. Periods of high The CAB is mounted to the HCU and operates the
wheel slip occur when brake stops involve high pedal ABS system (Fig. 2) separate from other vehicle elec-
pressure and rate of vehicle deceleration. trical circuits. CAB voltage source is through the
Battery voltage is supplied to the CAB ignition ter- ignition switch in the RUN position.
minal when the ignition switch is turned to Run posi- The CAB contains dual microprocessors. A logic
tion. The CAB performs a system initialization block in each microprocessor receives identical sensor
procedure at this point. Initialization consists of a signals. These signals are processed and compared
static and dynamic self check of system electrical simultaneously.
components. The CAB contains a self check program that illu-
The static check occurs after the ignition switch is minates the ABS warning light when a system fault
turned to Run position. The dynamic check occurs is detected. Faults are stored in a diagnostic program
when vehicle road speed reaches approximately 30 memory and are accessible with the DRB scan tool.
kph (18 mph). During the dynamic check, the CAB ABS faults remain in memory until cleared, or
briefly cycles the pump and solenoids to verify oper- until after the vehicle is started approximately 50
ation. times. Stored faults are not erased if the battery is
If an ABS component exhibits a fault during ini- disconnected.
tialization, the CAB illuminates the amber warning
light and registers a fault code in the microprocessor
memory.
NORMAL BRAKING
During normal braking, the master cylinder, power
booster and wheel brake units all function as they
would in a vehicle without ABS. The HCU compo-
nents are not activated.
ANTILOCK BRAKING
The antilock system prevents lockup during high
slip conditions by modulating fluid apply pressure to
the wheel brake units.
Brake fluid apply pressure is modulated according
to wheel speed, degree of slip and rate of decelera-
tion. A sensor at each wheel converts wheel speed
Fig. 2 Controller Antilock Brakes
into electrical signals. These signals are transmitted
to the CAB for processing and determination of HYDRAULIC CONTROL UNIT
wheel slip and deceleration rate. The HCU consists of a valve body, pump body,
The ABS system has three fluid pressure control accumulators, pump motor, and wire harnesses (Fig.
channels. The front brakes are controlled separately 2).
and the rear brakes in tandem. A speed sensor input The pump, motor, and accumulators are combined
signal indicating a high slip condition activates the into an assembly attached to the valve body. The
CAB antilock program. accumulators store the extra fluid released to the
Two solenoid valves are used in each antilock con- system for ABS mode operation. The pump provides
trol channel. The valves are all located within the the fluid volume needed and is operated by a DC
HCU valve body and work in pairs to either increase, type motor. The motor is controlled by the CAB.
hold, or decrease apply pressure as needed in the
individual control channels.
ZJ BRAKES 5 - 37
The valve body contains the solenoid valves. The WHEEL SPEED SENSORS AND TONE WHEEL
valves modulate brake pressure during antilock brak- A speed sensor is used at each wheel. The front
ing and are controlled by the CAB. sensors are mounted to the steering knuckles. The
The HCU provides three channel pressure control rear sensors at the outboard end of the axle.
to the front and rear brakes. One channel controls The sensors convert wheel speed into a small AC
the rear wheel brakes in tandem. The two remaining electrical signal. This signal is transmitted to the
channels control the front wheel brakes individually. CAB. The CAB converts the AC signal into a digital
During antilock braking, the solenoid valves are signal for each wheel. This voltage is generated by
opened and closed as needed. The valves are not magnetic induction when a tone wheel passes by the
static. They are cycled rapidly and continuously to stationary magnetic of the wheel speed sensor.
modulate pressure and control wheel slip and decel- A gear type tone ring serves as the trigger mecha-
eration. nism for each sensor. The tone rings are mounted at
During normal braking, the HCU solenoid valves the outboard ends of the front and rear axle shafts.
and pump are not activated. The master cylinder and Different sensors are used at the front and rear
power booster operate the same as a vehicle without wheels (Fig. 3). The front/rear sensors have the same
an ABS brake system. electrical values but are not interchangeable. The
During antilock braking, solenoid valve pressure sensors have a resistance between 900 and 1300
modulation occurs in three stages, pressure increase, ohms.
pressure hold, and pressure decrease. The valves are
all contained in the valve body portion of the HCU.
Pressure Decrease
The outlet valve is opened and the inlet valve is
closed during the pressure decrease cycle.
A pressure decrease cycle is initiated when speed
sensor signals indicate high wheel slip at one or
more wheels. At this point, the CAB closes the inlet
then opens the outlet valve, which also opens the
return circuit to the accumulators. Fluid pressure is
allowed to bleed off (decrease) as needed to prevent
wheel lock.
Once the period of high wheel slip has ended, the
CAB closes the outlet valve and begins a pressure
increase or hold cycle as needed.
Pressure Hold
Both solenoid valves are closed in the pressure
hold cycle. Fluid apply pressure in the control chan-
Fig. 3 Wheel Speed Sensors
nel is maintained at a constant rate. The CAB main- SPEED SENSOR AIR GAP
tains the hold cycle until sensor inputs indicate a
pressure change is necessary. FRONT SENSOR
Pressure Increase Front sensor air gap is fixed and not adjustable.
The inlet valve is open and the outlet valve is Only rear sensor air gap is adjustable.
closed during the pressure increase cycle. The pres- Although front air gap is not adjustable, it can be
sure increase cycle is used to counteract unequal checked if diagnosis indicates this is necessary. Front
wheel speeds. This cycle controls re-application of air gap should be 0.36 to 1.5 mm (0.014 to 0.059 in.).
fluid apply pressure due to changing road surfaces or If gap is incorrect, the sensor is either loose, or dam-
wheel speed. aged.
5 - 38 BRAKES ZJ
REAR SENSOR
A rear sensor air gap adjustment is only needed
when reinstalling an original sensor. Replacement
sensors have an air gap spacer attached to the sensor
pickup face. The spacer establishes correct air gap
when pressed against the tone ring during installa-
tion. As the tone ring rotates, it peels the spacer off
the sensor to create the required air gap. Rear sensor
air gap is 0.92 to 1.275 mm (0.036 to 0.05 in.).
COMBINATION VALVE
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.
The pressure differential switch is connected to the Fig. 4 Acceleration Switch
brake warning light. The switch is actuated by move-
ment of the switch valve. The switch monitors fluid ABS WARNING LAMP
pressure in the separate front/rear brake hydraulic The amber ABS warning lamp is located in the
circuits. instrument cluster. The lamp illuminates at start-up
A decrease or loss of fluid pressure in either to perform a self check. The lamp goes out when the
hydraulic circuit will cause the switch valve to shut- self check program determines the system is operat-
tle to the low pressure side. Movement of the valve ing normal. If an ABS component exhibits a fault the
pushes the switch plunger upward. This action closes CAB will illuminate the lamp and register a trouble
the switch internal contacts completing the electrical code in the microprocessor. The lamp is controlled by
circuit to the red warning light. The switch valve will the CAB. The CAB controls the lamp by directly
remain in an actuated position until repairs to the grounding the circuit.
brake system are made.
The proportioning valve is used to balance front- DIAGNOSIS AND TESTING
rear brake action. The valve allows normal fluid flow
during moderate effort brake stops. The valve only ANTILOCK BRAKES
controls (meters) fluid flow during high effort brake The ABS brake system performs several self-tests
stops. every time the ignition switch is turned on and the
vehicle is driven. The CAB monitors the systems
ACCELERATION SWITCH input and output circuits to verify the system is oper-
The acceleration switch is located under the rear ating correctly. If the on board diagnostic system
seat. The switch (Fig. 4), provides an additional vehi- senses that a circuit is malfunctioning the system
cle deceleration reference during 4WD operation. The will set a trouble code in its memory.
switch is monitored by the CAB at all times. The
switch reference signal is utilized by the CAB when NOTE: The MDS or DRB III scan tool is used to
all wheels are decelerating at the same speed. diagnose the ABS system. For additional informa-
tion refer to the Antilock Brake section in Group
8W. For test procedures refer to the Chassis Diag-
nostic Manual.
ZJ BRAKES 5 - 39
SERVICE PROCEDURES
BLEEDING ABS BRAKE SYSTEM
ABS system bleeding requires conventional bleed-
ing methods plus use of the DRB scan tool. The pro-
cedure involves performing a base brake bleeding,
followed by use of the scan tool to cycle and bleed the
HCU pump and solenoids. A second base brake bleed-
ing procedure is then required to remove any air
remaining in the system.
(1) Perform base brake bleeding. Refer to base
brake section for procedure.
(2) Connect scan tool to the Data Link Connector.
(3) Select ANTILOCK BRAKES, followed by MIS-
CELLANEOUS, then ABS BRAKES. Follow the
instructions displayed. When scan tool displays TEST
COMPLETE, disconnect scan tool and proceed. Fig. 5 CAB Connector Release
(4) Perform base brake bleeding a second time.
Refer to base brake section for procedure.
(5) Top off master cylinder fluid level and verify
proper brake operation before moving vehicle.

HYDRAULIC CONTROL UNIT/CONTROLLER
ANTILOCK BRAKES
REMOVAL
(1) Remove negative battery cable from the bat-
tery.
(2) Remove air cleaner housing.
(3) Remove windshield reservoir mounting bolts
and move the reservoir to the side.
(4) Remove steering gear shield. Fig. 6 HCU/CAB Assembly
(5) Pull CAB harness connector release out and (2) Install HCU/CAB assembly in the vehicle and
remove connector (Fig. 5). tighten mounting nuts to 12 N·m (9 ft. lbs.).
(6) Remove the brake lines from the HCU. (3) Install the brake lines to the HCU and tighten
(7) Remove HCU/CAB bracket mounting nuts (Fig. to 16 N·m (12 ft. lbs.).
6). (4) Install CAB harness connector and push-in
(8) Remove HCU/CAB assembly from the vehicle. connector release.
(9) Remove bracket bolts from the HCU/CAB (5) Install steering gear shield.
assembly. (6) Install windshield reservoir and mounting
bolts.
INSTALLATION (7) Install air cleaner housing.
(1) Install bracket onto the HCU/CAB assembly. (8) Install negative battery cable to the battery.
(9) Bleed complete brake system.
5 - 40 BRAKES ZJ
FRONT WHEEL SPEED SENSOR
REMOVAL
(2) Raise vehicle.
(4) Remove bolt attaching front sensor to steering
knuckle (Fig. 7).
Fig. 9 Sensor Wire Grommet

INSTALLATION
(1) Apply Mopar Lock N’ Seal or Loctite t 242 to
sensor attaching bolt. Use new sensor bolt if original
bolt is worn or damaged.
(2) Position sensor on steering knuckle. Seat sen-
sor locating tab in hole in knuckle and install sensor
attaching bolt finger tight.
Fig. 7 Sensor Location (3) Tighten sensor bolt to 14 N·m (11 ft. lbs.).
(5) Disengage sensor wire from brackets on steer- (4) Route sensor wire from steering knuckle to
ing knuckle and frame member (Fig. 8) and (Fig. 9). fender panel.
(6) Unseat grommet that secures sensor wire in (5) Engage grommets on sensor wire in brackets
fender panel. on body, chassis, frame, and steering knuckle.
(6) Check sensor wire routing. Be sure wire is
clear of all chassis components and is not twisted or
kinked at any spot.
(7) Seat sensor wire in body grommet and seat
grommet in fender panel.
(8) Connect sensor wire to harness in engine com-
partment.
REAR WHEEL SPEED SENSOR

REMOVAL
(1) Raise and fold rear seat forward. Then move
carpeting aside for access to rear sensor connectors.
(2) Disconnect rear sensor wires at harness con-
nectors.
(3) Push sensor wires and grommets through floor-
pan holes.
Fig. 8 Sensor Wire Routing
(4) Raise vehicle and remove wheel and tire
(7) In engine compartment, disconnect sensor wire assemble.
connector at harness plug. (5) Remove disc brake caliper and rotor.
(8) Remove sensor and wire assembly.
ZJ BRAKES 5 - 41
(6) Disengage sensor wire from axle and chassis
brackets and from brake line retainers.
(7) Remove bolt attaching sensor to splash shield
bracket (Fig. 10).
(8) Remove sensor from splash shield bracket.
Fig. 10 Sensor Mounting Bolt

Fig. 11 Air Gap On Rear Sensor
INSTALLATION
(1) Insert sensor through splash shield hole. ACCELERATION SWITCH
(2) Apply Mopar Lock N’ Seal or Loctite 242 to
original sensor bolt. Use new bolt if original is worn REMOVAL
or damaged. (1) Turn ignition switch to the OFF position.
(3) Install sensor bolt finger tight only at this (2) Disconnect battery negative cable.
time. (3) Fold the rear seat bottom assembly up for
(4) If original sensor is being installed or access to the switch.
adjusted, remove any remaining pieces of cardboard (4) Lift up the carpeting and disconnect switch
spacer from sensor pickup face. Set air gap to 0.92 to harness (Fig. 12).
1.275 mm (0.036 to 0.05 in.) with feeler gauge (Fig. (5) Remove bolts attaching switch to bracket and
11). Tighten sensor bolt to 14 N·m (11 ft. lbs.). remove the switch.
(5) If new sensor is being installed, push card-
board spacer on sensor face against tone ring. Then
tighten sensor bolt to 14 N·m (11 ft. lbs.). Correct air
gap will be established as tone ring rotates and peels
spacer off sensor face.
(6) Route sensor wires to rear seat area.
(7) Feed sensor wires through floorpan access hole
and seat sensor grommets in floorpan.
(8) Secure sensor wire in brackets and in retainers
on rear brake lines. Verify that sensor wire is secure
and clear of rotating components.
(9) Install rotor, caliper and wheel, lower vehicle.
(10) Fold rear seat and carpet forward for access
to sensor wires and connectors.
(11) Connect sensor wires to harness connectors.
(12) Reposition carpet and fold rear seat down.
Fig. 12 Acceleration Switch Mounting
5 - 42 BRAKES ZJ
INSTALLATION (2) Remove CAB mounting screws from the HCU
(Fig. 14).
CAUTION: The mercury switch (inside the accelera- (3) Remove CAB from the HCU.
tion switch), will not function properly if the switch
is installed incorrectly. Verify that the switch locat-
ing arrow is pointing to the front of the vehicle (Fig.
13).
Fig. 14 CAB Mounting Screws

ASSEMBLY
(1) Install the CAB onto the HCU.
(2) Install the CAB mounting screws and tighten
Fig. 13 Acceleration Switch to 1.8 N·m (16 in. lbs.).
(1) Note position of locating arrow on switch. Posi- (3) Install pump motor connector to the CAB.
tion switch so arrow faces forward.
(2) Position switch in mounting bracket.
SPECIFICATIONS
(3) Install and tighten switch attaching bolts to
2-4 N·m (17-32 in. lbs.).
TORQUE CHART
(4) Connect harness to switch. Be sure harness
connector is firmly seated.
DESCRIPTION TORQUE
(5) Place the carpet in position and fold the rear
Acceleration Sensor
seat back down.
Sensor Bolt . . . . . . . . . . . . .8-9 N·m (71-83 in. lbs.)
Bracket Bolt . . . . . . . . . . . .1-2 N·m (13-18 in. lbs.)
Hydraulic Control Unit/Controller
DISASSEMBLY AND ASSEMBLY Antilock Brakes
Mounting Nuts . . . . . . . . . . . . . .12 N·m (9 ft. lbs.)
HYDRAULIC CONTROL UNIT/CONTROLLER Brake Lines . . . . . . . . . . . . . . . .16 N·m (12 ft. lbs.)
ANTILOCK BRAKE CAB Screws . . . . . . . . . . . . . . .1.8 N·m (16 in. lbs.)
Wheel Speed Sensors
DISASSEMBLY Front Sensor Bolt . . . . . . . . . . . .4-6 (34-50 in. lbs.)
(1) Remove pump motor connector from the CAB. Rear Sensor Bolt . . . . .12-14 N·m (106-124 in. lbs.)
ZJ COOLING SYSTEM 7-1
COOLING SYSTEM
CONTENTS
page page
GENERAL INFORMATION VISCOUS FAN DRIVE . . . . . . . . . . . . . . . . . . . . 21

ACCESSORY DRIVE BELTS . . . . . . . . . . . . . . . . 2 SERVICE PROCEDURES
BLOCK HEATER . . . . . . . . . . . . . . . . . . . . . . . . . 2 COOLANT LEVEL—ROUTINE CHECK . . . . . . . . 23
COOLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 COOLANT—ADDING ADDITIONAL . . . . . . . . . . 23
COOLING SYSTEM CIRCULATION . . . . . . . . . . . 2 COOLING SYSTEM—DRAINING AND FILLING . 23
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 1 COOLING SYSTEM—REVERSE FLUSHING . . . 24
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 SERVICE COOLANT LEVEL . . . . . . . . . . . . . . . . 23
WATER PUMP BYPASS HOSE—5.2L/5.9L V-8 REMOVAL AND INSTALLATION
ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 ACCESSORY DRIVE BELT . . . . . . . . . . . . . . . . . 41
DESCRIPTION AND OPERATION AUTOMATIC BELT TENSIONER . . . . . . . . . . . . 43
ACCESSORY DRIVE BELT TENSION . . . . . . . . . . 4 AUTOMATIC TRANSMISSION OIL COOLER . . . 25
COOLANT PERFORMANCE . . . . . . . . . . . . . . . . . 5 BLOCK HEATER . . . . . . . . . . . . . . . . . . . . . . . . 40
COOLANT RESERVE/OVERFLOW SYSTEM . . . . 4 COOLING SYSTEM FAN—4.0L ENGINE . . . . . . 44
COOLANT SELECTION AND ADDITIVES . . . . . . 6 COOLING SYSTEM FAN—5.2L ENGINE . . . . . . 45
COOLING SYSTEM HOSES . . . . . . . . . . . . . . . . . 7 ELECTRIC COOLING FAN—5.9L ENGINE . . . . . 45
ELECTRIC COOLING FAN—5.9L ENGINE . . . . . . 8 RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
BLOCK HEATER . . . . . . . . . . . . . . . . . . . . . . . . . 4 THERMOSTAT—4.0L ENGINE . . . . . . . . . . . . . 30
RADIATOR PRESSURE CAP . . . . . . . . . . . . . . . . 6 THERMOSTAT—5.2L/5.9L ENGINES . . . . . . . . 32
THERMOSTAT . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 VISCOUS FAN DRIVE . . . . . . . . . . . . . . . . . . . . 46
TRANSMISSION OIL COOLER . . . . . . . . . . . . . . 3 WATER PUMP BYPASS HOSE—5.2L/5.9L . . . 38
VISCOUS FAN DRIVE . . . . . . . . . . . . . . . . . . . . . 9 WATER PUMP—4.0L ENGINE . . . . . . . . . . . . . 25
WATER PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . 7 WATER PUMP—5.2L/5.9L ENGINES . . . . . . . . 28
DIAGNOSIS AND TESTING CLEANING AND INSPECTION
ACCESSORY DRIVE BELT DIAGNOSIS . . . . . . . 11 COOLING SYSTEM HOSES—INSPECTION . . . 47
COOLING SYSTEM DIAGNOSIS . . . . . . . . . . . . 14 COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . 46
COOLING SYSTEM—TESTING FOR LEAKS . . . 20 RADIATOR CAP—INSPECTION . . . . . . . . . . . . 46
DEAERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 23 RADIATOR—CLEANING . . . . . . . . . . . . . . . . . . 46
DRB SCAN TOOL . . . . . . . . . . . . . . . . . . . . . . . 11 VISCOUS FAN—INSPECTION . . . . . . . . . . . . . . 47
LOW COOLANT LEVEL-AERATION . . . . . . . . . . 23 WATER PUMP—INSPECTION . . . . . . . . . . . . . 47
ON-BOARD DIAGNOSTICS (OBD) . . . . . . . . . . 10 SPECIFICATIONS
PRELIMINARY CHECKS . . . . . . . . . . . . . . . . . . 13 ACCESSORY DRIVE BELT TENSION . . . . . . . . . 47
RADIATOR CAP TO FILLER NECK SEAL— COOLING SYSTEM CAPACITIES . . . . . . . . . . . . 47
PRESSURE RELIEF CHECK . . . . . . . . . . . . . . 22 TORQUE SPECIFICATIONS . . . . . . . . . . . . . . . . 48
RADIATOR CAP—PRESSURE TESTING . . . . . . 22 SPECIAL TOOLS
RADIATOR COOLANT FLOW CHECK . . . . . . . . 20 COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
THERMOSTAT . . . . . . . . . . . . . . . . . . . . . . . . . . 11
GENERAL INFORMATION maintains normal operating temperature and pre-

vents overheating.
COOLING SYSTEM The cooling system also provides a means of heat-
The cooling system regulates engine operating tem- ing the passenger compartment and cooling the auto-
perature. It allows the engine to reach normal oper- matic transmission fluid (if equipped). The cooling
ating temperature as quickly as possible. It also
7-2 COOLING SYSTEM ZJ
system is pressurized and uses a centrifugal water
pump to circulate coolant throughout the system.
Vehicles equipped with the 5.9L engine receive a
“max” cooling package which consists of a heavy duty
radiator and an electric cooling fan. This package
will provide additional cooling capacity for vehicles
used under extreme conditions such as trailer towing
in high ambient temperatures.
Components
The cooling system consists of:
• A radiator
• Viscous Cooling Fan (4.0L/5.2L Engines)
• Electric Cooling Fan (5.9L Engines)
• Thermal viscous fan drive
• Fan shroud
• Radiator pressure cap
• Thermostat
• Coolant reserve/overflow system
• Transmission oil cooler (integral to radiator)
• Coolant
• Water pump
• Hoses and hose clamps
• Accessory drive belt
COOLING SYSTEM CIRCULATION

For cooling system flow routings refer to (Fig. 1)
(Fig. 2).
Fig. 1 Coolant Circulation—4.0L Engine
RADIATOR
All vehicles are equipped with a cross flow type ACCESSORY DRIVE BELTS
radiator with plastic side tanks. When installing an accessory drive belt, the belt
Plastic tanks, while stronger than brass, are sub- MUST be routed correctly. If not, the engine may
ject to damage by impact, such as from tools or overheat due to water pump rotating in wrong direc-
wrenches. Handle radiator with care. tion. Refer to the appropriate engine Belt Schematic
in this group for the correct belt routing, or refer to
COOLANT the Belt Routing Label located in the engine com-
The cooling system is designed around the coolant. partment.
Coolant flows through the engine water jackets
absorbing heat produced during engine operation. BLOCK HEATER
The coolant carries heat to the radiator and heater An optional engine block heater is available for all
core. Here it is transferred to ambient air passing models. The heater is equipped with a power cord.
through the radiator and heater core fins. The cool- The cord is attached to an engine compartment com-
ant also removes heat from the automatic transmis- ponent with tie-straps. The heater warms the engine
sion fluid in vehicles equipped with an automatic providing easier engine starting and faster warm-up
transmission. in low temperatures. The heater is mounted in a core
hole of the engine cylinder block (in place of a freeze
WATER PUMP BYPASS HOSE—5.2L/5.9L V-8 plug) with the heating element immersed in engine
ENGINES coolant. Connect the power cord to a grounded 110-
A water pump bypass hose (Fig. 3) is used between 120 volt AC electrical outlet with a grounded, three-
the intake manifold and water pump on all 5.2L/5.9L wire extension cord.
V-8 engines.
WARNING: DO NOT OPERATE ENGINE UNLESS
BLOCK HEATER CORD HAS BEEN DISCONNECTED
FROM POWER SOURCE AND SECURED IN PLACE.
Fig. 2 Coolant Circulation—5.2/5.9L Engine

TRANSMISSION OIL COOLER
All models equipped with an automatic transmis-
sion are equipped with a transmission oil cooler
(water-to-oil) mounted internally within the radiator
tank. This internal cooler is supplied as standard
equipment on all models equipped with an automatic
transmission.
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-
ant may become mixed with transmission fluid or
transmission fluid may enter the cooling system.
Both cooling system and transmission should be
drained and inspected if the internal radiator
mounted transmission cooler is leaking.
These models do not come equipped with “auxilia-
ry” transmission air-to-oil coolers.
Fig. 3 Water Pump Bypass Hose—5.2L/5.9L Engines

COOLANT RESERVE/OVERFLOW SYSTEM 4.0L ENGINE
This system works along with the radiator pres- Belt tension is adjusted at the power steering
sure cap. This is done by using thermal expansion pump bracket and idler pulley assembly. There are
and contraction of the coolant to keep the coolant different types of adjustment gauges for checking
free of trapped air. It provides: either a serpentine or a V-type belt. Refer to the
• A volume for coolant expansion and contraction. instructions supplied with the gauge. Use the correct
• A convenient and safe method for checking/ad- gauge when checking belt tension. Place gauge in the
justing coolant level at atmospheric pressure. This is middle of the section of belt being tested (between
done without removing the radiator pressure cap. two pulleys) to check tension. Do not allow the gauge
• Some reserve coolant to the radiator to cover (or gauge adapter) to contact anything but the belt.
minor leaks and evaporation or boiling losses.
As the engine cools, a vacuum is formed in the 5.2L/5.9L ENGINES
cooling system of both the radiator and engine. Cool- It is not necessary to adjust belt tension on the
ant will then be drawn from the coolant tank and 5.2L/5.9L engines. These engines are equipped with
returned to a proper level in the radiator. an automatic belt tensioner. The tensioner maintains
The coolant reserve/overflow system has a radiator correct belt tension at all times. Due to use of this
mounted pressurized cap, an overflow tube and a belt tensioner, do not attempt to use a belt tension
plastic coolant reserve/overflow tank (Fig. 4) mounted gauge on 5.2L/5.9L engines.
to the right inner fender.
BLOCK HEATER
An optional engine block heater (Fig. 5) (Fig. 6)is
available with for all models. The heater is equipped
with a power cord. The cord is attached to an engine
compartment component with tie-straps. The heater
warms the engine providing easier engine starting
and faster warm-up in low temperatures. The heater
is mounted in a core hole of the engine cylinder block
in place of a freeze plug with the heating element
immersed in engine coolant. Connect power cord to a
grounded 110-120 volt AC electrical outlet with a
grounded, three wire extension cord.
Fig. 4 Coolant Reserve/Overflow Tank—Typical

ACCESSORY DRIVE BELT TENSION
Correct drive belt tension is required to ensure
optimum performance of the belt driven engine acces-
sories. If specified tension is not maintained, belt
slippage may cause; engine overheating, lack of
power steering assist, loss of air conditioning capac-
ity, reduced generator output rate, and greatly Fig. 5 Block Heater—4.0L 6-Cyl. Engine
reduced belt life.
failed in the shut position. The temperature gauge (if
equipped) will give an indication of this condition.
Depending upon length of time that vehicle is oper-
ated, pressure cap may vent. This will expel steam
and coolant to coolant reserve/overflow tank and to
surface below vehicle. Refer to the Diagnosis section
of this group.
COOLANT PERFORMANCE
ETHYLENE-GLYCOL MIXTURES
The required ethylene-glycol (antifreeze) and water
mixture depends upon the climate and vehicle oper-
ating conditions. The recommended mixture of 50/50
ethylene-glycol and water will provide protection
against freezing to -37 deg. C (-35 deg. F). The anti-
freeze concentration must always be a minimum of
44 percent, year-round in all climates. If percentage
is lower than 44 percent, engine parts may be
eroded by cavitation, and cooling system com-
ponents may be severely damaged by corrosion.
Maximum protection against freezing is provided
Fig. 6 Block Heater—5.2/5.9L V-8 Engines
with a 68 percent antifreeze concentration, which
WARNING: DO NOT OPERATE ENGINE UNLESS prevents freezing down to -67.7 deg. C (-90 deg. F). A
BLOCK HEATER CORD HAS BEEN DISCONNECTED higher percentage will freeze at a warmer tempera-
FROM POWER SOURCE AND SECURED IN PLACE. ture. Also, a higher percentage of antifreeze can
THE POWER CORD MUST BE SECURED IN ITS cause the engine to overheat because the specific
RETAINING CLIPS AND ROUTED AWAY FROM heat of antifreeze is lower than that of water.
EXHAUST MANIFOLDS AND MOVING PARTS.
100 Percent Ethylene-Glycol—Should Not Be Used in
Chrysler Vehicles
THERMOSTAT Use of 100 percent ethylene-glycol will cause for-
A pellet-type thermostat controls the operating mation of additive deposits in the system, as the cor-
temperature of the engine by controlling the amount rosion inhibitive additives in ethylene-glycol require
of coolant flow to the radiator. On all engines the the presence of water to dissolve. The deposits act as
thermostat is closed below 195°F (90°C). Above this insulation, causing temperatures to rise to as high as
temperature, coolant is allowed to flow to the radia- 149 deg. C (300) deg. F). This temperature is hot
tor. This provides quick engine warm up and overall enough to melt plastic and soften solder. The
temperature control. increased temperature can result in engine detona-
An arrow, plus the word UP is stamped on the tion. In addition, 100 percent ethylene-glycol freezes
front flange next to the air bleed. The words TO at 22 deg. C (-8 deg. F ).
RAD are stamped on one arm of the thermostat.
They indicate the proper installed position. Propylene-glycol Formulations—Should Not Be Used in
The same thermostat is used for winter and sum- Chrysler Vehicles
mer seasons. An engine should not be operated with- Propylene-glycol formulations do not meet
out a thermostat, except for servicing or testing. Chrysler coolant specifications. It’s overall effec-
Operating without a thermostat causes other prob- tive temperature range is smaller than that of ethyl-
lems. These are: longer engine warmup time, unreli- ene-glycol. The freeze point of 50/50 propylene-glycol
able warmup performance, increased exhaust and water is -32 deg. C (-26 deg. F). 5 deg. C higher
emissions and crankcase condensation. This conden- than ethylene-glycol’s freeze point. The boiling point
sation can result in sludge formation. (protection against summer boil-over) of propylene-
glycol is 125 deg. C (257 deg. F ) at 96.5 kPa (14 psi),
CAUTION: Do not operate an engine without a compared to 128 deg. C (263 deg. F) for ethylene-gly-
thermostat, except for servicing or testing. col. Use of propylene-glycol can result in boil-over or
freeze-up in Chrysler vehicles, which are designed for
The more common type of thermostat failure, usu- ethylene-glycol. Propylene glycol also has poorer heat
ally found on high mileage vehicles, is a thermostat transfer characteristics than ethylene glycol. This
can increase cylinder head temperatures under cer-
tain conditions.
Propylene-glycol/Ethylene-glycol Mixtures—Should Not Be

Used in Chrysler Vehicles
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,
conventional methods of determining freeze point will
not be accurate. Both the refractive index and spe-
cific gravity differ between ethylene glycol and propy-
lene glycol.
CAUTION: Richer antifreeze mixtures cannot be

measured with normal field equipment and can
cause problems associated with 100 percent ethyl-
ene-glycol.
COOLANT SELECTION AND ADDITIVES

The presence of aluminum components in the cool-
ing system requires strict corrosion protection. Main-
tain coolant at specified level with a mixture of
ethylene-glycol based antifreeze and water. Chrysler
Corporation recommends Mopar Antifreeze or equiv-
alent. If coolant becomes contaminated or looses
color, drain and flush cooling system and fill with
Fig. 7 Radiator Pressure Cap—Typical
correctly mixed solution.
A 0.25 percent emulsifiable oil is added to the radi- A vent valve in the center of the cap allows a small
ator at the factory to prevent solder corrosion. coolant flow through the cap when coolant is below
boiling temperature. The valve is completely closed
CAUTION: Do not use coolant additives that are when boiling point is reached. As the coolant cools, it
claimed to improve engine cooling. contracts and creates a vacuum in cooling system.
This causes the vacuum valve to open and coolant in
reserve/overflow tank to be drawn through connect-
RADIATOR PRESSURE CAP ing hose into radiator. If the vacuum valve is stuck
All radiators are equipped with a pressure cap. shut, radiator hoses will collapse on cool-down.
This cap releases pressure at some point within a A rubber gasket seals the radiator filler neck. This
range of 97-to-124 kPa (14-to-18 psi). The pressure is done to maintain vacuum during coolant cool-down
relief point (in pounds) is engraved on top of the cap and to prevent leakage when system is under pres-
(Fig. 7). sure.
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 (Fig. 7) contains a
spring-loaded pressure relief valve. This valve opens
when system pressure reaches the release range of
97-to-124 kPa (14-to-18 psi).
WATER PUMP A quick test to determine if the pump is working is
A centrifugal water pump circulates coolant to check if the heater warms properly. A defective
through the water jackets, passages, intake manifold, water pump will not be able to circulate heated cool-
radiator core, cooling system hoses and heater core. ant through the long heater hose to the heater core.
The pump is driven from the engine crankshaft by a 5.2/5.9L ENGINES: One of the heater hoses is
single serpentine drive belt on all engines. connected to the water pump with a metal coolant
The water pump impeller is pressed onto the rear return tube (Fig. 9). A rubber o-ring forms a seal at
of a shaft that rotates in bearings pressed into the the water pump end of the tube.
housing. The housing has two small holes to allow
seepage to escape. The water pump seals are lubri-
cated by the antifreeze in the coolant mixture. No
additional lubrication is necessary.
CAUTION: All 4.0L 6-cylinder engines are equipped

with a reverse (counterclockwise) rotating water
pump and thermal viscous fan drive assembly.
REVERSE is stamped or imprinted on the cover of
the viscous fan drive and inner side of the fan. The
letter R is stamped into the back of the water pump
impeller (Fig. 8). Engines from previous model
years, depending upon application, may have been
equipped with a forward (clockwise) rotating water
pump. Installation of the wrong water pump or vis-
cous fan drive will cause engine over heating.
Fig. 9 Coolant Return Tube—5.2/5.9L V-8 Engines

COOLING SYSTEM HOSES
Rubber hoses route coolant to and from the radia-
tor, intake manifold and heater core. The lower radi-
ator hose is spring-reinforced to prevent collapse
from water pump suction at moderate and high
engine speeds.
Vehicles equipped with the 5.9L engine and an the
“max” cooling package (electric fan) have radiator
upper and lower hoses consisting of stainless steel
“tees” located between two hoses. The tees house the
electric cooling fan low and high speed switches and
can only be serviced by replacing the hose assembly.
WARNING: CONSTANT TENSION HOSE CLAMPS

Fig. 8 Reverse Rotating Water Pump—4.0L ARE USED ON MOST COOLING SYSTEM HOSES.
6-Cylinder WHEN REMOVING OR INSTALLING, USE ONLY
TOOLS DESIGNED FOR SERVICING THIS TYPE OF
CLAMP, SUCH AS SPECIAL CLAMP TOOL (NUMBER
6094) (Fig. 10). SNAP-ON CLAMP TOOL (NUMBER
HPC-20) MAY BE USED FOR LARGER CLAMPS.
ALWAYS WEAR SAFETY GLASSES WHEN SERVIC-
ING CONSTANT TENSION CLAMPS.
CAUTION: A number or letter is stamped into the For all vehicles: In areas where specific routing
tongue of constant tension clamps (Fig. 11). If clamps are not provided, be sure that hoses are posi-
replacement is necessary, use only an original tioned with sufficient clearance. Check clearance
equipment clamp with matching number or letter. from exhaust manifolds and pipe, fan blades, drive
belts and sway bars. Improperly positioned hoses can
Inspect the hoses at regular intervals. Replace be damaged, resulting in coolant loss and engine
hoses that are cracked, feel brittle when squeezed, or overheating.
swell excessively when the system is pressurized. Ordinary worm gear type hose clamps (when
equipped) can be removed with a straight screw-
driver or a hex socket. To prevent damage to
hoses or clamps, the hose clamps should be
tightened to 4 N·m (34 in. lbs.) torque. Do not
over tighten hose clamps.
When performing a hose inspection, inspect the
radiator lower hose for proper position and condition
of the internal spring.
ELECTRIC COOLING FAN—5.9L ENGINE

Vehicles equipped with the 5.9L engine recieve a
“max” cooling package which consists of a heavy duty
radiator and an electric cooling fan. This fan can only
be serviced as an assembly.
This is a two speed fan (low and high) which is
controlled by an ignition relay, low and high speed
Fig. 10 Hose Clamp Tool—Typical fan relays (Fig. 12), upper and lower hose coolant
temperature switches (Fig. 13) and the A/C high-
pressure switch. Refer to Group 8W, Wiring Dia-
grams for the system schematic.
The relays and their control circuits are protected
by a 15 amp fuse in the PDC. The electric fan motor
and its circuits are protected by a 60 amp “maxi-
fuse” also located in the PDC (Fig. 14). Refer to the
inside of the PDC cover for exact fuse position.
The cooling fan low and high speed relays are
mounted to the passenger inner fender next to the
battery (Fig. 12). The relays can be identified by tags
on the harness marked “HI” and “LOW”.
CIRCUIT OPERATION
The ignition relay provides battery voltage to the
low speed fan relay winding when the ignition key is
in the start or run position. It also provides battery
voltage to the high speed fan relay winding when the
key is in the start or run position and the lower hose
coolant temperature switch is closed. This relay is
located under the Power Distribution Center (PDC),
mounted to the PDC bracket.
The low speed cooling fan relay is energized when
Fig. 11 Clamp Number/Letter Location the ignition key is “on” and the upper hose coolant
temperature switch is closed or the A/C is “on” and
the high pressure switch closes. This provides battery
voltage to the low speed terminal of the cooling fan
motor and the cooling fan comes on low speed.
The high speed cooling fan relay is energized when
the ignition key is on and the lower hose coolant
temperature sensor is closed. This provides battery
voltage to the high terminal of the cooling fan motor
and the cooling fan comes on high speed.
COOLING FAN OPERATION CHART
COOLANT A/C UPPER LOWER FAN

TEMP HOSE HOSE
SWITCH SWITCH
-36° - 213°F OFF OPEN OPEN OFF
214° - 219°F OFF CLOSED OPEN ON/LOW
220°F AND OFF CLOSED CLOSED ON/HIGH
UP
-36° - 213°F ON OPEN OPEN ON/LOW
214° - 219°F ON CLOSED OPEN ON/LOW
220°F AND ON CLOSED CLOSED ON/HIGH
UP
WARNING: THE FAN CAN COME ON AT ANY TIME
WHEN THE IGNITION KEY IS IN THE (RUN( POSITION.
Fig. 13 Radiator Hose Coolant Temperature

Switch—Typical
Fig. 12 Cooling Fan Low and High Speed Relay
Fig. 14 Power Distribution Center—PDC

VISCOUS FAN DRIVE
The thermal viscous fan drive (Fig. 15) (Fig. 16) is
a silicone-fluid-filled coupling used to connect the fan
blades to the water pump shaft. The coupling allows
the fan to be driven in a normal manner. This is
done at low engine speeds while limiting the top
speed of the fan to a predetermined maximum level
at higher engine speeds.
7 - 10 COOLING SYSTEM ZJ
A thermostatic bimetallic spring coil is located on drives. They are marked with the word REVERSE to
the front face of the viscous fan drive unit (Fig. 15) designate their usage. Installation of the wrong fan
(Fig. 16). This spring coil reacts to the temperature or viscous fan drive can result in engine overheat-
of the radiator discharge air. It engages the viscous ing.
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 CAUTION: If the viscous fan drive is replaced
remain at a reduced rpm regardless of engine speed. because of mechanical damage, the cooling fan
blades should also be inspected. Inspect for fatigue
cracks, loose blades, or loose rivets that could
have resulted from excessive vibration. Replace fan
blade assembly if any of these conditions are
found. Also inspect water pump bearing and shaft
assembly for any related damage due to a viscous
fan drive malfunction.
NOISE
NOTE: It is normal for fan noise to be louder (roar-

ing) when:
• The underhood temperature is above the engage-

ment point for the viscous drive coupling. This may
occur when ambient (outside air temperature) is very
Fig. 15 Viscous Fan Drive—4.0L Engine—Typical high.
• Engine loads and temperatures are high such as
when towing a trailer.
• 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
seconds to one minute after engine start-up on a cold
engine.
LEAKS
Viscous fan drive operation is not affected by small
oil stains near the drive bearing. If leakage appears
excessive, replace the fan drive unit.

ON-BOARD DIAGNOSTICS (OBD)
Fig. 16 Viscous Fan Drive—5.2/5.9L Engines— COOLING SYSTEM RELATED DIAGNOSTICS
Typical The Powertrain Control Module (PCM) has been
Only when sufficient heat is present, will the vis- programmed to monitor the certain following cooling
cous fan drive engage. This is when the air flowing system components:
through the radiator core causes a reaction to the • If the engine has remained cool for too long a
bimetallic coil. It then increases fan speed to provide period, such as with a stuck open thermostat, a Diag-
the necessary additional engine cooling. nostic Trouble Code (DTC) can be set.
Once the engine has cooled, the radiator discharge • If an open or shorted condition has developed in
temperature will drop. The bimetallic coil again the relay circuit controlling the electric radiator fan,
reacts and the fan speed is reduced to the previous a Diagnostic Trouble Code (DTC) can be set.
disengaged speed. If the problem is sensed in a monitored circuit
often enough to indicate an actual problem, a DTC is
CAUTION: Engines equipped with serpentine drive stored. The DTC will be stored in the PCM memory
belts have reverse rotating fans and viscous fan for eventual display to the service technician. (Refer
ZJ COOLING SYSTEM 7 - 11
to Group 25, Emission Control Systems for proper ACCESSORY DRIVE BELT DIAGNOSIS
procedures)
VISUAL DIAGNOSIS
ACCESSING DIAGNOSTIC TROUBLE CODES When diagnosing serpentine accessory drive belts,
To read DTC’s and to obtain cooling system data, small cracks that run across the ribbed surface of the
refer to Group 25, Emission Control Systems for belt from rib to rib (Fig. 17), are considered normal.
proper procedures. These are not a reason to replace the belt. However,
cracks running along a rib (not across) are not nor-
DRB SCAN TOOL mal. Any belt with cracks running along a rib must
For operation of the DRB scan tool, refer to the be replaced (Fig. 17). Also replace the belt if it has
appropriate Powertrain Diagnostic Procedures ser- excessive wear, frayed cords or severe glazing.
vice manual. Refer to the Accessory Drive Belt Diagnosis charts
for further belt diagnosis.
THERMOSTAT
ON-BOARD DIAGNOSTICS
All models are equipped with On-Board Diagnos-
tics for certain cooling system components. Refer to
On-Board Diagnostics (OBD) in the Diagnosis section
of this group for additional information. If the pow-
ertrain control module (PCM) detects low engine cool-
ant temperature, it will record a Diagnostic Trouble
Code (DTC) in the PCM memory. Refer to the Diag-
nosis section of this group for other probable causes.
For other DTC numbers, refer to On-Board Diagnos-
tics in Group 25, Emission Control Systems.
The DTC can also be accessed through the DRB
scan tool. Refer to the appropriate Powertrain Diag-
nostic Procedures manual for diagnostic information
and operation of the DRB scan tool.
Fig. 17 Belt Wear Patterns

NOISE DIAGNOSIS
Noises generated by the accessory drive belt are
most noticeable at idle. Before replacing a belt to
resolve a noise condition, inspect all of the accessory
drive pulleys for alignment, glazing, or excessive end
play.
ACCESSORY DRIVE BELT DIAGNOSIS CHART

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.
2. Installation damage 2. Replace belt
RIB OR BELT WEAR 1. Pulley misaligned 1. Align pulley(s)
2. Abrasive environment 2. Clean pulley(s). Replace belt if
necessary
3. Rusted pulley(s) 3. Clean rust from pulley(s)
4. Sharp or jagged pulley groove 4. Replace pulley. Inspect belt.
tips
5. Belt rubber deteriorated 5. Replace belt
BELT SLIPS 1. Belt slipping because of 1. Adjust tension (4.0L). Replace
insufficient tension tensioner (5.2L/5.9L Engines)
2. Belt or pulley exposed to 2. Replace belt and clean pulleys
substance that has reduced friction
(belt dressing, oil, ethylene glycol)
3. Driven component bearing failure 3. Replace faulty component or
(seizure) bearing
4. Belt glazed or hardened from 4. Replace belt.
heat and excessive slippage
LONGITUDAL BELT CRACKING 1. Belt has mistracked from pulley 1. Replace belt
groove
2. Pulley groove tip has worn away 2. Replace belt
rubber to tensile member
9GROOVE JUMPING9 1. Belt tension either too low or too 1. Adjust belt tension (4.0L).
(Belt does not maintain correct high Replace tensioner (5.2L/5.9L
position on pulley) Engines)
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
BELT BROKEN 1. Excessive tension (4.0L) 1. Replace belt and adjust tension
(Note: Identify and correct problem to specification
before new belt is installed)
2. Tensile member damaged during 2. Replace belt
belt installation
3. Severe misalignment 3. Align pulley(s)
4. Bracket, pulley, or bearing failure 4. Replace defective component
and belt

NOISE 1. Belt slippage 1. Adjust belt (4.0L). Replace
(Objectionable squeal, squeak, or tensioner (5.2L/5.9L Engines)
rumble is heard or felt while drive
2. Bearing noise 2. Locate and repair
belt is in operation)
3. Belt misalignment 3. Align belt/pulley(s)
4. Belt to pulley mismatch 4. Install correct belt
5. Driven component induced 5. Locate defective driven
vibration component and repair
6. System resonant frequency 6. Vary belt tension within
induced vibration specifications.
TENSION SHEETING FABRIC 1. Tension sheeting contacting 1. Correct rubbing condition
FAILURE stationary object
(Woven fabric on outside,
2. Excessive heat causing woven 2. Replace belt
circumference of belt has cracked or
fabric to age
separated from body of belt)
3. Tension sheeting splice has 3. Replace belt
fractured
CORD EDGE FAILURE 1. Excessive tension 1. Adjust belt tension (4.0L).
(Tensile member exposed at edges Replace tensioner (5.2L/5.9L
of belt or separated from belt body) Engines)
2. Belt contacting stationary object 2. Replace belt
3. Pulley(s) out of tolerance 3. Replace pulley
4. Insufficient adhesion between 4. Replace belt and adjust tension
tensile member and rubber matrix to specifications
PRELIMINARY CHECKS RECENT SERVICE OR ACCIDENT REPAIR:

Determine if any recent service has been per-
ENGINE COOLING SYSTEM OVERHEATING formed on vehicle that may effect cooling system.
Establish what driving conditions caused the com- This may be:
plaint. Abnormal loads on the cooling system such as • Engine adjustments (incorrect timing)
the following may be the cause. • Slipping engine accessory drive belt(s)
• Brakes (possibly dragging)
PROLONGED IDLE, VERY HIGH AMBIENT TEMPERATURE, • Changed parts (incorrect water pump rotating in
SLIGHT TAIL WIND AT IDLE, SLOW TRAFFIC, TRAFFIC
JAMS, HIGH SPEED, OR STEEP GRADES: wrong direction)
• Reconditioned radiator or cooling system refill-
Driving techniques that avoid overheating are:
ing (possibly under- filled or air trapped in system).
• Idle with A/C off when temperature gauge is at
end of normal range. NOTE: If investigation reveals none of the previous
• Increasing engine speed for more air flow is rec- items as a cause for an engine overheating com-
ommended. plaint, refer to following Cooling System Diagnosis
charts.
TRAILER TOWING
Consult Trailer Towing section of owners manual.
Do not exceed limits.
AIR CONDITIONING; ADD-ON OR AFTER MARKET

These models are equipped with a “heavy duty”
cooling system and therefore will accommodate
add-on or aftermarket air conditioning. No modifica-
tions are necessary to the cooling system.
COOLING SYSTEM DIAGNOSIS
COOLING SYSTEM DIAGNOSIS CHART

TEMPERATURE GAUGE READS 1. Has a Diagnostic Trouble Code 1. Refer to group 25, Emission
LOW (DTC) been set indicating a stuck Control Systems. Replace
open engine thermostat. thermostat if necessary. If a
Diagnostic Trouble Code (DTC) has
not been set, the problem may be
with the temperature gauge.
2. Is the temperature gauge (if 2. Check the engine temperature
equipped) connected to the sensor connector in the engine
temperature gauge coolant sensor compartment. Refer to Group 8E.
on the engine? Repair as necessary.
3. Is the temperature gauge (if 3. Check gauge operation. Refer to
equipped) operating OK? Group 8E. Repair as necessary.
4. Coolant level low in cold ambient 4. Check coolant level in the coolant
temperatures accompanied with reserve/overflow tank and the
poor heater performance. radiator. Inspect system for leaks.
Repair leaks as necessary. Refer to
the Coolant section of the manual
text for Warnings and precautions
before removing the radiator cap.
5. Improper operation of internal 5. Inspect heater and repair as
heater doors or heater controls. necessary. Refer to Group 24,
Heating and Air Conditioning for
procedures.
TEMPERATURE GAUGE READS 1. Trailer is being towed, a steep 1. This may be a temporary
HIGH OR ENGINE COOLANT hill is being climbed, vehicle is condition and repair is not
WARNING LAMP ILLUMINATES. operated in slow moving traffic, or necessary. Turn off the air
COOLANT MAY OR MAY NOT BE engine is being idled with very high conditioning and attempt to drive the
LOST OR LEAKING FROM ambient (outside) temperatures and vehicle without any of the previous
COOLING SYSTEM the air conditioning is on. Higher conditions. Observe the temperature
altitudes could aggravate these gauge. The gauge should return to
conditions. the normal range. If the gauge does
not return to normal range,
determine the cause for overheating
and repair. Refer to POSSIBLE
CAUSES (numbers 2 through 18).
2. Is temperature gauge (if 2. Check gauge. Refer to Group 8E.
equipped) reading correctly? Repair as necessary.
3. Is temperature warning lamp (if 3. Check warning lamp operation.
equipped) illuminating Refer to Group 8E. Repair as
unnecessarily? necessary.
4. Coolant low in coolant reserve/ 4. Check for coolant leaks and
overflow tank and radiator? repair as necessary. Refer to
Testing Cooling System for Leaks in
this group.

TEMPERATURE GAUGE READS 5. Pressure cap not installed tightly. 5. Tighten cap.
HIGH OR ENGINE COOLANT If cap is loose, boiling point of
WARNING LAMP ILLUMINATES. coolant will be lowered. Also refer
COOLANT MAY OR MAY NOT BE to the following step 6.
LOST OR LEAKING FROM 6. Poor seals at radiator cap. 6. (a) Check condition of cap and
COOLING SYSTEM cap seals. Refer to Radiator Cap.
Replace cap if necessary.
(b) Check condition of radiator filler
neck. If neck is bent or damaged,
replace radiator.
7. Coolant level low in radiator but 7. (a) Check condition of radiator
not in coolant reserve/overflow cap and cap seals. Refer to
tank. This means the radiator is not Radiator Cap in this group. Replace
drawing coolant from the coolant cap if necessary.
reserve/overflow tank as the engine (b) Check condition of radiator filler
cools. neck. If neck is bent or damaged,
As the engine cools, a vacuum is replace radiator.
formed in the cooling system of the (c) Check the condition of the hose
engine and radiator. If radiator cap from the radiator to the coolant tank.
seals are defective, or cooling It should fit tight at both ends
system has leaks, a vacuum can without any kinks or tears. Replace
not be formed. hose if necessary.
(d) Check coolant reserve/overflow
tank and tank hoses for blockage.
Repair as necessary
8. Freeze point of antifreeze not 8. Check antifreeze. Refer to
correct. Mixture may be too rich. Coolant section of this group. Adjust
antifreeze-to-water ratio as required.
9. Coolant not flowing through 9. Check for coolant flow at radiator
system. filler neck with some coolant
removed, engine warm and
thermostat open. Coolant should be
observed flowing through radiator. If
flow is not observed, determine
reason for lack of flow and repair as
necessary.
10. Radiator or A/C condenser fins 10. Clean insects or debris. Refer to
are dirty or clogged. Radiator Cleaning in this group.
11. Radiator core is corroded or 11. Have radiator re-cored or
plugged. replaced.
12. Fuel or ignition system 12. Refer to Fuel and Ignition
problems. System groups for diagnosis. Also
refer to the appropriate Powertrain
Diagnostic Procedures service
manual for operation of the DRB
scan tool.
13. Dragging brakes. 13. Check and correct as
necessary. Refer to Group 5,
Brakes in the manual text.
14. Bug screen is being used 14. Remove bug screen.
reducing airflow.

TEMPERATURE GAUGE READS 15. Thermostat partially or 15. Check thermostat operation and
HIGH OR ENGINE COOLANT completely shut. This is more replace as necessary. Refer to
WARNING LAMP ILLUMINATES. prevalent of high mileage vehicles. Thermostats in this group.
COOLANT MAY OR MAY NOT BE
16. Thermal viscous fan drive not 16. Check fan drive operation and
LOST OR LEAKING FROM
operating properly. replace if necessary. Refer to
COOLING SYSTEM
Viscous Fan Drive in this group.
17. Cylinder head gasket leaking. 17. Check for cylinder head gasket
leaks. Refer to Testing Cooling
System for Leaks in this group. For
repair, refer to Group 9, Engines.
18. Heater core leaking. 18. Check heater core for leaks.
Refer to Group 24, Heating and Air
Conditioning. Repair as necessary.
TEMPERATURE GAUGE READING 1. During cold weather operation, 1. A normal condition. No correction
IS INCONSISTENT (FLUCTUATES, with the heater blower in the high is necessary.
CYCLES OR IS ERRATIC) position, the gauge reading may
drop slightly.
2. Temperature gauge or engine 2. Check operation of gauge and
mounted gauge sensor defective or repair if necessary. Refer to Group
shorted. Also, corroded or loose 8E, Instrument Panel and Gauges.
wiring in the circuit.
3. Gauge reading rises when 3. A normal condition. No correction
vehicle is brought to a stop after is necessary. Gauge reading should
heavy use (engine still running). return to normal range after vehicle
is driven.
4. Gauge reading high after 4. A normal condition. No correction
restarting a warmed-up (hot) is necessary. The gauge should
engine. return to normal range after a few
minutes of engine operation.
5. Coolant level low in radiator (air 5. Check and correct coolant leaks.
will build up in the cooling system Refer to Testing Cooling System for
causing the thermostat to open Leaks in this group.
late).
6. Cylinder head gasket leaking 6. (a) Check for cylinder head
allowing exhaust gas to enter gasket leaks with a commercially
cooling system causing thermostat available Block Leak Tester. Repair
to open late. as necessary.
(b) Check for coolant in the engine
oil. Inspect for white steam emitting
from exhaust system. Repair as
necessary.
7. Water pump impeller loose on 7. Check water pump and replace
shaft. as necessary. Refer to Water
Pumps in this group.
8. Loose accessory drive belt 8. Refer to Engine Accessory Drive
(water pump slipping). Belts in this group. Check and
correct as necessary.
9. Air leak on the suction side of 9. Locate leak and repair as
water pump allows air to build up in necessary.
cooling system causing thermostat
to open late.

PRESSURE CAP IS BLOWING 1. Pressure relief valve in radiator 1. Check condition of radiator cap
OFF STEAM AND/OR COOLANT cap is defective. and cap seals. Refer to Radiator
TO COOLANT TANK. Caps in this group. Replace cap as
TEMPERATURE GAUGE READING necessary.
MAY BE ABOVE NORMAL BUT
NOT HIGH. COOLANT LEVEL MAY
BE HIGH IN COOLANT RESERVE/
OVERFLOW TANK
COOLANT LOSS TO THE 1. Coolant leaks in radiator, cooling 1. Pressure test and repair as
GROUND WITHOUT PRESSURE system hoses, water pump or necessary. Refer to Testing Cooling
CAP BLOWOFF. GAUGE IS engine. System for Leaks in this group.
READING HIGH OR HOT
DETONATION OR PRE-IGNITION 1. Engine overheating. 1. Check reason for overheating
(NOT CAUSED BY IGNITION and repair as necessary.
SYSTEM). GAUGE MAY OR MAY
2. Freeze point of antifreeze not 2. Check antifreeze. Refer to the
NOT BE READING HIGH
correct. Mixture is too rich or too Coolant section of this group. Adjust
lean. antifreeze-to-water ratio as required.
HOSE OR HOSES COLLAPSED 1. Vacuum created in cooling 1. (a) Radiator cap relief valve
WHEN ENGINE IS COOLING system on engine cool-down is not stuck. Refer to Radiator Cap in this
being relieved through coolant group. Replace if necessary.
reserve/overflow system. (b) Hose between coolant
reserve/overflow tank and radiator is
kinked. Repair as necessary.
(c) Vent at coolant reserve/overflow
tank is plugged. Clean vent and
repair as necessary.
(d) Reserve/overflow tank is interally
blocked or plugged. Check for
blockage and repair as necessary.
NOISY FAN 1. Fan blades loose. 1. Replace fan blade assembly.
Refer to Cooling System Fans in
this group.
2. Fan blades striking a surrounding 2. Locate point of fan blade contact
object. and repair as necessary.
3. Air obstructions at radiator or air 3. Remove obstructions and/or
conditioning condenser. clean debris or insects from radiator
or A/C condenser.
4. Thermal viscous fan drive has 4. Replace fan drive. Bearing is not
defective bearing. serviceable. Refer to Viscous Fan
Drive in this group.
5. A certain amount of fan noise 5. Refer to Viscous Fan Drive in this
(roaring) may be evident from the group for an explanation of normal
thermal viscous fan drive. Some of fan noise.
this noise is normal.

INADEQUATE AIR CONDITIONER 1. Radiator and/or A/C condenser is 1. Remove restriction and/or clean
PERFORMANCE (COOLING restricted, obstructed or dirty as necessary. Refer to Radiator
SYSTEM SUSPECTED) (insects, leaves etc.) Cleaning in this group.
2. Thermal viscous fan drive is 2. Refer to Viscous Fan Drive for
free-wheeling. diagnosis. Repair as necessary.
3. Engine is overheating (heat may 3. Correct overheating condition.
be transferred from radiator to A/C Refer to text in Group 7, Cooling.
condenser. High underhood
temperatures due to engine
overheating may also transfer heat
to A/C components).
4. Some models with certain 4. Check for missing or damaged air
engines are equipped with air seals seals and repair as necessary.
at the radiator and/or A/C
condenser. If these seals are
missing or damaged, not enough
air flow will be pulled through the
radiator and A/C condenser.
INADEQUATE HEATER 1. Has a diagnostic trouble code 1. Refer to group 25, Emission
PERFORMANCE. THERMOSTAT (DTC) been set? Control System and replace
FAILED IN OPEN POSITION thermostat if necessary.
2. Coolant level low. 2. Refer to Testing Cooling System
for Leaks in the manual text. Repair
as necessary.
3. Obstructions in heater hose 3. Remove heater hoses at both
fittings at engine. ends and check for obstructions.
Repair as necessary.
4. Heater hose kinked. 4. Locate kinked area and repair as
necessary.
5. Water pump is not pumping 5. Refer to Water Pumps in this
water to heater core. When the group. Repair as necessary. If a
engine is fully warmed up, both slipping belt is detected, refer to
heater hoses should be hot to the Engine Accessory Drive Belts in this
touch. If only one of the hoses is group. Repair as necessary.
hot, the water pump may not be
operating correctly. The accessory
drive belt may also be slipping
causing poor water pump operation.
HEAT ODOR 1. Various heat shields are used at 1. Locate missing shields and
certain drive line components. One replace or repair as necessary.
or more of these shields may be
missing.
2. Is temperature gauge reading 2. Refer to the previous
above the normal range? Temperature Gauge Reads High in
these Diagnosis Charts. Repair as
necessary.

HEAT ODOR 3. Is cooling fan operating correctly. 3. Refer to Cooling System Fan in
this group for diagnosis. Repair as
necessary
4. Has undercoating been applied 4. Clean undercoating as necessary.
to any unnecessary component.
5. Engine may be running rich 5. Refer to the DRB scan tool and
causing the catalytic converter to the appropriate Powertrain
overheat. Diagnostic Procedures service
manual. Repair as necessary.
POOR DRIVEABILITY 1. For proper driveability, good 1. Refer to group 25, Emission
(THERMOSTAT POSSIBLY STUCK vehicle emissions and for Control System. DTC’s may also be
OPEN). GAUGE MAY BE READING preventing build-up of engine oil checked using the DRB scan tool.
LOW sludge, the thermostat must be Refer to the proper Powertrain
operating properly. Has a diagnostic Diagnostics Procedures service
trouble code (DTC) been set? manual for checking the thermostat
using the DRB scan tool. Replace
thermostat if necessary.
STEAM IS COMING FROM FRONT 1. During wet weather, moisture 1. Occasional steam emitting from
OF VEHICLE NEAR GRILL AREA (snow, ice or rain condensation) on this area is normal. No repair is
WHEN WEATHER IS WET, the radiator will evaporate when the necessary.
ENGINE IS WARMED UP AND thermostat opens. This opening
RUNNING, AND VEHICLE IS allows heated water into the
STATIONARY. TEMPERATURE radiator. When the moisture
GAUGE IS IN NORMAL RANGE contacts the hot radiator, steam
may be emitted. This usually occurs
in cold weather with no fan or
airflow to blow it away.
COOLANT COLOR 1. Coolant color is not necessarily 1. Refer to Coolant in this group for
an indication of adequate corrosion antifreeze tests. Adjust antifreeze-to-
or temperature protection. Do not water ratio as necessary.
rely on coolant color for determining
condition of coolant.
COOLANT LEVEL CHANGES IN 1. Level changes are to be 1. A normal condition. No repair is
COOLANT RESERVE/OVERFLOW expected as coolant volume necessary.
TANK. TEMPERATURE GAUGE IS fluctuates with engine temperature.
IN NORMAL RANGE If the level in the tank was between
the FULL and ADD marks at normal
engine operating temperature, the
level should return to within that
range after operation at elevated
temperatures.
RADIATOR COOLANT FLOW CHECK WARNING: HOT, PRESSURIZED COOLANT CAN
The following procedure will determine if coolant is CAUSE INJURY BY SCALDING.
flowing through the cooling system.
If engine is cold, idle engine until normal operating Carefully remove the radiator pressure cap from
temperature is reached. Then feel the upper radiator the filler neck and check the coolant level. Push
hose. If hose is hot, the thermostat is open and water down on the cap to disengage it from the stop tabs.
is circulating through cooling system. Wipe the inner part of the filler neck and examine
the lower inside sealing seat for nicks, cracks, paint,
COOLING SYSTEM—TESTING FOR LEAKS dirt and solder residue. Inspect the reserve/overflow
tank tube for internal obstructions. Insert a wire
ULTRAVIOLET LIGHT METHOD through the tube to be sure it is not obstructed.
All Jeep models have a leak detection additive Inspect the cams on the outside part of the filler
added to the cooling system before they leave the fac- neck. If the cams are bent, seating of pressure cap
tory. The additive is highly visible under ultraviolet valve and tester seal will be affected. Replace cap if
light (black light). If the factory original coolant has cams are bent.
been drained, pour one ounce of additive into the Attach pressure tester 7700 (or an equivalent) to
cooling system. The additive is available through the the radiator filler neck (Fig. 19).
parts department. Place the heater control unit in
HEAT position. Start and operate the engine until
the radiator upper hose is warm to the touch. Aim
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.
18).
Fig. 19 Pressurizing System—Typical

Operate the tester pump to apply 124 kPa (18 psi)
pressure to the system. If the hoses enlarge exces-
sively or bulge while testing, replace as necessary.
Observe the gauge pointer and determine the condi-
tion of the cooling system according to the following
criteria:
• Holds Steady: If the pointer remains steady for
two minutes, there are no serious coolant leaks in
the system. However, there could be an internal leak
that does not appear with normal system test pres-
sure. Inspect for interior leakage or do the Internal
Leakage Test. Do this if it is certain that coolant is
being lost and no leaks can be detected.
• Drops Slowly: Shows a small leak or seepage is
occurring. Examine all connections for seepage or
Fig. 18 Leak Detection Using Black Light—Typical slight leakage with a flashlight. Inspect the radiator,
PRESSURE TESTER METHOD hoses, gasket edges and heater. Seal any small leak
The engine should be at the normal operating tem- holes with a Sealer Lubricant or equivalent. Repair
perature. Recheck the system cold if the cause of leak holes and reinspect the system with pressure
coolant loss is not located during warm engine exam- applied.
ination.
• Drops Quickly: Shows that a serious leakage is Drain sufficient coolant to allow for thermostat
occurring. Examine the system for serious external removal. Refer to Thermostat Replacement. Discon-
leakage. If no leaks are visible, inspect for internal nect the water pump drive belt.
leakage. Large radiator leak holes should be repaired Disconnect the upper radiator hose from the ther-
by a reputable radiator repair shop. mostat housing. Remove the housing and thermostat.
Install the thermostat housing.
INTERNAL LEAKAGE INSPECTION Add coolant to the radiator to bring the level to
Remove the oil pan drain plug and drain a small within 6.3 mm (1/4 in) of the top of the thermostat
amount of engine oil. Coolant, being heavier, will housing.
drain first, or operate engine to churn oil, then exam-
ine dipstick for water globules. Inspect the transmis- CAUTION: Avoid overheating. Do not operate the
sion dipstick for water globules. Inspect the engine for an excessive period of time. Open the
transmission fluid cooler for leakage. Operate the draincock immediately after the test to eliminate
engine without the pressure cap on the radiator until boil over of coolant.
thermostat opens.
Attach a Pressure Tester to the filler neck. If pres- Start the engine and accelerate rapidly three times
sure builds up quickly, a leak exists as result of a (to approximately 3000 rpm) while observing the
faulty cylinder head gasket or crack in the engine. coolant. If internal engine combustion gases are leak-
Repair as necessary. ing into the cooling system, bubbles will appear in
the coolant. If bubbles do not appear, there is no
WARNING: DO NOT ALLOW PRESSURE TO internal combustion gas leakage.
EXCEED 124 KPA (18 PSI). TURN THE ENGINE OFF.
TO RELEASE THE PRESSURE, ROCK THE TESTER VISCOUS FAN DRIVE
FROM SIDE TO SIDE. WHEN REMOVING THE
TESTER, DO NOT TURN THE TESTER MORE THAN TESTING
1/2 TURN IF THE SYSTEM IS UNDER PRESSURE. If the fan assembly free-wheels without drag (the
fan blades will revolve more than five turns when
If there is no immediate pressure increase, pump spun by hand), replace the fan drive. This spin test
the Pressure Tester until the indicated pressure is must be performed when the engine is cool.
within the system range. Vibration of the gauge For the following test, the cooling system must be
pointer indicates compression or combustion leakage in good condition. It also will ensure against exces-
into the cooling system. sively high coolant temperature.
WARNING: DO NOT DISCONNECT THE SPARK WARNING: BE SURE THAT THERE IS ADEQUATE
PLUG WIRES WHILE THE ENGINE IS OPERATING. FAN BLADE CLEARANCE BEFORE DRILLING.
(1) Drill a 3.18-mm (1/8-in) diameter hole in the

CAUTION: Do not operate the engine with a spark top center of the fan shroud.
plug shorted for more than a minute. The catalytic (2) Obtain a dial thermometer with an 8 inch stem
converter may be damaged. (or equivalent). It should have a range of -18° to
105°C (0° to 220° F). Insert thermometer through the
Isolate the compression leak by shorting each hole in the shroud. Be sure that there is adequate
spark plug to the cylinder block. The gauge pointer clearance from the fan blades.
should stop or decrease vibration when spark plug (3) Connect a tachometer and an engine ignition
for leaking cylinder is shorted. This happens because timing light (timing light is to be used as a strobe
of the absence of combustion pressure. light).
(4) Block the air flow through the radiator. Secure
COMBUSTION LEAKAGE TEST (WITHOUT
a sheet of plastic in front of the radiator (or air con-
PRESSURE TESTER)
ditioner condenser). Use tape at the top to secure the
DO NOT WASTE reusable coolant. If the solution
plastic and be sure that the air flow is blocked.
is clean, drain the coolant into a clean container for
(5) Be sure that the air conditioner (if equipped) is
reuse.
turned off.
WARNING: DO NOT REMOVE THE CYLINDER
BLOCK DRAIN PLUGS OR LOOSEN THE RADIATOR
DRAINCOCK WITH THE SYSTEM HOT AND UNDER
PRESSURE. SERIOUS BURNS FROM COOLANT
CAN OCCUR.
WARNING: USE EXTREME CAUTION WHEN THE HOSE TO DETERMINE WHEN PRESSURE HAS
ENGINE IS OPERATING. DO NOT STAND IN A BEEN RELEASED. WHEN COOLANT AND STEAM
DIRECT LINE WITH THE FAN. DO NOT PUT YOUR STOP BEING PUSHED INTO TANK AND SYSTEM
HANDS NEAR THE PULLEYS, BELTS OR FAN. DO PRESSURE DROPS, REMOVE RADIATOR CAP
NOT WEAR LOOSE CLOTHING. COMPLETELY.
(6) Start the engine and operate at 2400 rpm.

Within ten minutes the air temperature (indicated on RADIATOR CAP—PRESSURE TESTING
the dial thermometer) should be up to 88° C (190° F). Remove cap from radiator. Be sure that sealing
Fan drive engagement should have started to occur surfaces are clean. Moisten rubber gasket with water
at between 74° to 82° C (165° to 180° F). Engage- and install the cap on pressure tester (tool 7700 or
ment is distinguishable by a definite increase in fan an equivalent) (Fig. 20).
flow noise (roaring). The timing light also will indi-
cate an increase in the speed of the fan.
(7) When the air temperature reaches 88° C (190°
F), remove the plastic sheet. Fan drive disengage-
ment should have started to occur at between 57° to
79° C (135° to 175° F). A definite decrease of fan
flow noise (roaring) should be noticed. If not, replace
the defective viscous fan drive unit.
RADIATOR CAP TO FILLER NECK SEAL—

PRESSURE RELIEF CHECK
With radiator cap installed on filler neck, remove
coolant reserve/overflow tank hose from nipple on
filler neck. Connect a hand operated vacuum pump
to nipple. Operate pump until a reading of 47 to 61
kPa (14 to 18 in. Hg) appears on gauge. If the read-
ing stays steady, or drops slightly and then remains
steady, the pressure valve seal is good. Replace radi-
ator cap if reading does not hold.
WARNING: THE WARNING WORDS —DO NOT

OPEN HOT— ON THE RADIATOR PRESSURE CAP
ARE A SAFETY PRECAUTION. WHEN HOT, PRES- Fig. 20 Pressure Testing Radiator Pressure
SURE BUILDS UP IN COOLING SYSTEM. TO PRE- Cap—Typical
VENT SCALDING OR INJURY, THE RADIATOR CAP
Operate the tester pump and observe the gauge
SHOULD NOT BE REMOVED WHILE THE SYSTEM
pointer at its highest point. The cap release pressure
IS HOT AND/OR UNDER PRESSURE.
should be 97 to 124 kPa (14 to 18 psi). The cap is
There is no need to remove the radiator cap satisfactory when the pressure holds steady. It is also
except for the following purposes: good if it holds pressure within the 97 to 124 kPa (14
• To check and adjust antifreeze freeze point. to 18 psi) range for 30 seconds or more. If the pointer
• To refill system with new antifreeze. drops quickly, replace the cap.
• For conducting service procedures.
CAUTION: Radiator pressure testing tools are very
• When checking for vacuum leaks.
sensitive to small air leaks, which will not cause
WARNING: IF VEHICLE HAS BEEN RUN cooling system problems. A pressure cap that does
RECENTLY, WAIT AT LEAST 15 MINUTES BEFORE not have a history of coolant loss should not be
REMOVING RADIATOR CAP. WITH A RAG, replaced just because it leaks slowly when tested
SQUEEZE RADIATOR UPPER HOSE TO CHECK IF with this tool. Add water to tool. Turn tool upside
SYSTEM IS UNDER PRESSURE. PLACE A RAG down and recheck pressure cap to confirm that cap
OVER THE CAP AND WITHOUT PUSHING DOWN, needs replacement.
ROTATE CAP COUNTER-CLOCKWISE TO THE
FIRST STOP. ALLOW FLUID TO ESCAPE THROUGH
OVERFLOW HOSE INTO COOLANT RESERVE/
OVERFLOW TANK. SQUEEZE RADIATOR UPPER
LOW COOLANT LEVEL-AERATION WARNING: DO NOT OPEN RADIATOR DRAINCOCK
If the coolant level in radiator drops below top of WITH ENGINE RUNNING OR WHILE ENGINE IS HOT
radiator core tubes, air will enter cooling system. AND COOLING SYSTEM IS UNDER PRESSURE.
Low coolant level can cause thermostat pellet to be
suspended in air instead of coolant. This will cause When vehicle servicing requires a coolant level
thermostat to open later, which in turn causes higher check in radiator, drain several ounces of coolant
coolant temperature. Air trapped in cooling system from radiator drain cock. Do this while observing
also reduces amount of coolant circulating in heater coolant reserve/overflow system tank. The coolant
core resulting in low heat output. level in reserve/overflow tank should drop slightly. If
not, inspect for a leak between radiator and coolant
DEAERATION reserve/overflow system connection. Remove radiator
As the engine operates, any air trapped in cooling cap. The coolant level should be to top of radiator. If
system gathers under the radiator cap. The next time not and if coolant level in reserve/overflow tank is at
the engine is operated, thermal expansion of coolant ADD mark, check for:
will push any trapped air past radiator cap into the • An air leak in coolant reserve/overflow tank or
coolant reserve/overflow tank. Here it escapes to the its hose
atmosphere into the tank. When the engine cools • An air leak in radiator filler neck
down the coolant, it will be drawn from the reserve/ • Leak in pressure cap seal to radiator filler neck
overflow tank into the radiator to replace any
removed air. COOLING SYSTEM—DRAINING AND FILLING
DRAINING COOLING SYSTEM
SERVICE PROCEDURES
COOLANT LEVEL—ROUTINE CHECK BLOCK DRAIN PLUGS OR LOOSEN THE RADIATOR
DRAINCOCK WITH SYSTEM HOT AND UNDER
NOTE: Do not remove radiator cap for routine PRESSURE. SERIOUS BURNS FROM COOLANT
coolant level inspections. The coolant level can be CAN OCCUR.
checked at coolant reserve/overflow tank.
The coolant reserve/overflow system provides a is clean, drain the coolant into a clean container for
quick visual method for determining coolant level reuse.
without removing radiator pressure cap. With engine
idling and at normal operating temperature, observe DRAINING ENTIRE SYSTEM
coolant level in reserve/overflow tank. The coolant Use this procedure if the entire cooling system is to
level should be between ADD and FULL marks. be drained, such as for engine removal.
(1) DO NOT remove radiator cap first. With engine
COOLANT—ADDING ADDITIONAL cold, raise vehicle on a hoist and locate radiator
Do not remove radiator cap to add coolant to draincock.
system. When adding coolant to maintain correct • 4.0L 6-cyl. Engine: Radiator draincock is located
level, do so at coolant reserve/overflow tank. Use a on the right/lower side of radiator facing to rear of
50/50 mixture of ethylene-glycol antifreeze and low vehicle.
mineral content water. Remove radiator cap only for • 5.2/5.9L V-8 Engines: Radiator draincock is
testing or when refilling system after service. Remov- located on the left/lower side of radiator facing to
ing cap unnecessarily can cause loss of coolant and rear of vehicle.
allow air to enter system, which produces corrosion. (2) Attach one end of a hose to the draincock. Put
the other end into a clean container. Open draincock
SERVICE COOLANT LEVEL and drain coolant from radiator. This will empty the
The cooling system is closed and designed to main- coolant reserve/overflow tank. The coolant does not
tain coolant level to top of radiator. have to be removed from the tank unless the system
is being refilled with a fresh mixture. When tank is
empty, remove radiator cap and continue draining
cooling system.
To drain the 4.0L 6-cylinder engine of coolant, • 5.2/5.9L Engines: Radiator draincock is located
remove the cylinder block drain plug located on the on the left/lower side of radiator facing to rear of
side of cylinder block (Fig. 21). vehicle.
To drain the 5.2/5.9L V-8 engines of coolant, (2) Attach one end of a hose to the draincock. Put
remove the cylinder block drain plugs located on the the other end into a clean container.
sides of cylinder block above the oil pan rail (Fig. 22). (3) Open draincock and drain desired amount of
coolant from radiator.
REFILLING COOLING SYSTEM

(1) Tighten the radiator draincock and the cylinder
block drain plug(s) (if removed).
(2) Fill system using a 50/50 mixture of ethylene-
glycol anifreeze and low mineral conent water. Fill
radiator to top and install radiator cap. Add suffi-
cient coolant to the reserve/overflow tank to raise
level to FULL mark.
(3) With heater control unit in the HEAT position,
operate engine with radiator cap in place.
(4) After engine has reached normal operating
temperature, shut engine off and allow it to cool.
When engine is cooling down, coolant will be drawn
into the radiator from the reserve/overflow tank.
(5) Add coolant to reserve/overflow tank as neces-
sary. Only add coolant to the reserve/overflow
tank when the engine is cold. Coolant level in a
warm engine will be higher due to thermal
Fig. 21 Cylinder Block Drain Plug—4.0L Engine expansion. To purge the cooling system of all air,
PARTIAL DRAINING this heat up/cool down cycle (adding coolant to cold
engine) must be performed three times. Add neces-
sary coolant to raise tank level to the FULL mark
after each cool down period.
COOLING SYSTEM—REVERSE FLUSHING

CAUTION: The cooling system normally operates
at 97 to 124 kPa (14 to 18 psi) pressure. Exceeding
this pressure may damage the radiator or hoses.
CHEMICAL CLEANING
In some instances, use a radiator cleaner (Mopar
Radiator Kleen or equivalent) before flushing. This
will soften scale and other deposits and aid the flush-
ing operation.
Fig. 22 Cylinder Block Drain Plugs—5.2/5.9L V-8 CAUTION: Be sure instructions on the container
Engines are followed.
Use this procedure if the coolant is to be partially
drained, such as for engine thermostat removal. REVERSE FLUSHING
(1) With engine cold, slowly remove the radiator Reverse flushing of the cooling system is the forc-
cap. Raise vehicle on a hoist and locate radiator ing of water through the cooling system. This is done
draincock. using air pressure in the opposite direction of normal
• 4.0L Engine: Radiator draincock is located on coolant flow. It is usually only necessary with very
the right/lower side of radiator facing to rear of vehi- dirty systems with evidence of partial plugging.
cle.
REVERSE FLUSHING RADIATOR dirty or plugged inlet filter. If none of these condi-
Disconnect the radiator hoses from the radiator fit- tions are found, the transmission and torque con-
tings. Attach a section of radiator hose to the radia- verter may require reconditioning. Refer to Group 21
tor bottom outlet fitting and insert the flushing gun. for automatic transmission servicing.
Connect a water supply hose and air supply hose to
the flushing gun. WATER PUMP—4.0L ENGINE
CAUTION: The cooling system normally operates CAUTION: If the water pump is replaced because
at 97 to 124 kPa (14 to 18 psi) pressure. Exceeding of mechanical damage, the fan blades and viscous
this pressure may damage the radiator or hoses. fan drive should also be inspected. These compo-
nents could have been damaged due to excessive
Allow the radiator to fill with water. When radiator vibration.
is filled, apply air in short blasts allowing radiator to
refill between blasts. Continue this reverse flushing
until clean water flows out through rear of radiator REMOVAL
cooling tube passages. For more information, refer to The water pump can be removed without discharg-
operating instructions supplied with flushing equip- ing the air conditioning system (if equipped).
ment. Have radiator cleaned more extensively by a
radiator repair shop. CAUTION: The 4.0L engine has a reverse (counter-
clockwise) rotating water pump. The letter R is
REVERSE FLUSHING ENGINE stamped into the back of the water pump impeller
Drain the cooling system. Remove the thermostat (Fig. 23) to identify. Engines from previous model
housing and thermostat. Install the thermostat hous- years, depending upon application, may be
ing. Disconnect the radiator upper hose from the equipped with a forward (clockwise) rotating water
radiator and attach the flushing gun to the hose. Dis- pump. Installation of the wrong water pump will
connect the radiator lower hose from the water cause engine over heating.
pump. Attach a lead away hose to the water pump
inlet fitting.
Connect the water supply hose and air supply hose
to the flushing gun. Allow the engine to fill with
water. When the engine is filled, apply air in short
blasts, allowing the system to fill between air blasts.
Continue until clean water flows through the lead
away hose. For more information, refer to operating
instructions supplied with flushing equipment.
Remove the lead away hose, flushing gun, water
supply hose and air supply hose. Remove the thermo-
stat housing and install thermostat. Install the ther-
mostat housing with a replacement gasket. Refer to
Thermostat Replacement. Connect the radiator
hoses. Refill the cooling system with the correct anti-
freeze/water mixture.

AUTOMATIC TRANSMISSION OIL COOLER
The internal transmission oil cooler located within
the radiator is not serviceable. If it requires service, Fig. 23 Reverse Rotating Water Pump—Typical
the radiator must be replaced. The water pump impeller is pressed on the rear of
Once the repaired or replacement radiator has the pump shaft and bearing assembly. The water
been installed, fill the cooling system and inspect for pump is serviced only as a complete assembly.
leaks. Refer to the Filling Cooling System and Test-
ing Cooling System For Leaks sections in this group. WARNING: DO NOT REMOVE THE BLOCK DRAIN
If the transmission operates properly after repairing PLUG(S) OR LOOSEN RADIATOR DRAINCOCK
the leak, drain the transmission and remove the WITH THE SYSTEM HOT AND UNDER PRESSURE.
transmission oil pan. Inspect for sludge. Inspect for a SERIOUS BURNS FROM COOLANT CAN OCCUR.
DO NOT WASTE reusable coolant. If the solution is
clean, drain coolant into a clean container for reuse.
(2) Drain the cooling system.
(3) Vehicles with 4.0L 6-cylinder engine
equipped with A/C or heavy duty cooling system:
(4) Loosen (but do not remove at this time) the
four water pump pulley-to-water pump hub mounting
bolts (Fig. 24).
(5) Vehicles with 4.0L 6-cylinder engine with-
out A/C or heavy duty cooling system:
(6) Loosen (but do not remove at this time) the
four fan hub-to-water pump pulley mounting nuts
(Fig. 25).
Fig. 25 Fan Mounting Nuts

NOTE: The engine accessory drive belt must be
removed prior to removing the fan (if installed at
pump) or fan pulley.
(7) Remove engine drive belt.

(8) Remove power steering pump (Fig. 26), refer to
Group 19 Steering.
Fig. 24 Water Pump Pulley Bolts
Fig. 26 Power Steering Pump Attachment

WARNING: CONSTANT TENSION HOSE CLAMPS (9) Remove lower radiator hose from water pump.
ARE USED ON MOST COOLING SYSTEM HOSES. Remove heater hose from water pump fitting.
WHEN REMOVING OR INSTALLING, USE ONLY (10) Remove four nuts or bolts previously loosened
TOOLS DESIGNED FOR SERVICING THIS TYPE OF and remove the fan blade assembly and pulley (if fan
CLAMP, SUCH AS SPECIAL CLAMP TOOL (NUMBER is installed at pump), or remove the pulley from the
6094) (Fig. 27) SNAP-ON CLAMP TOOL (NUMBER vehicle.
HPC-20) MAY BE USED FOR LARGER CLAMPS. (11) After removing fan blade/viscous fan drive
ALWAYS WEAR SAFETY GLASSES WHEN SERVIC- assembly, do not place thermal viscous fan drive in
ING CONSTANT TENSION CLAMPS. horizontal position. If stored horizontally, silicone
fluid in viscous fan drive could drain into its bearing
assembly and contaminate lubricant.
(12) Remove the four pump mounting bolts (Fig.
29) and remove pump from vehicle. Discard old gas-
ket. Note that one of the four bolts is longer than the
other bolts.
Fig. 27 Hose Clamp Tool—Typical

CAUTION: A number or letter is stamped into the
tongue of constant tension clamps (Fig. 28). If
replacement is necessary, use only an original
equipment clamp with matching number or letter.
Fig. 29 Water Pump Remove/Install—Typical

(13) If pump is to be replaced, the heater hose fit-
ting must be removed. Note position of fitting before
removal.
INSTALLATION
(1) If pump is being replaced, install the heater
hose fitting to the pump. Use a sealant on the fitting
such as Mopary Thread Sealant With Teflon. Refer
to the directions on the package.
Fig. 28 Clamp Number/Letter Location (2) Clean the gasket mating surfaces. If the origi-
nal pump is used, remove any deposits or other for-
eign material. Inspect the cylinder block and water
pump mating surfaces for erosion or damage from (3) The thermal viscous fan drive is attached
cavitation. (threaded) to the water pump hub shaft (Fig. 30).
(3) Install the gasket and water pump. The sili- Remove fan/viscous fan drive assembly from water
cone bead on the gasket should be facing the water pump by turning mounting nut counterclockwise as
pump. Also, the gasket is installed dry. Tighten viewed from front. Threads on viscous fan drive are
mounting bolts to 30 N·m (22 ft. lbs.) torque. Rotate RIGHT HAND. A Snap-On 36 MM Fan Wrench
the shaft by hand to be sure it turns freely. (number SP346 from Snap-On Cummins Diesel Tool
(4) Connect the radiator and heater hoses to the Set number 2017DSP) can be used. Place a bar or
water pump. screwdriver between water pump pulley bolts (Fig.
(5) Position water pump pulley to water pump 30) to prevent pulley from rotating. Do not attempt
hub. to remove fan/viscous fan drive assembly from vehi-
(6) If equipped with a water pump mounted fan, cle at this time.
install fan and four nuts to water pump hub. If not
equipped with a water pump mounted fan, install
four pump hub bolts. Tighten bolts (or nuts) to 27
(7) Install power steering pump.
CAUTION: When installing the serpentine engine

accessory drive belt, the belt MUST be routed cor-
rectly. If not, the engine may overheat due to the
water pump rotating in the wrong direction. Refer to
the Belt Removal and Installtion in this group for
appropriate belt routing. You may also refer to the
Belt Routing Label in the vehicle engine compart-
ment.
(8) Adjust accessory drive belt, refer to Accessory

Drive Belt removal and installation in this group.
(9) Fill cooling system with coolant and check for
leaks. Refer to Refilling Cooling System in this
group.
(11) Start and warm the engine. Check for leaks.
WATER PUMP—5.2L/5.9L ENGINES Fig. 30 Fan Blade and Viscous Fan Drive—5.2/5.9L
The water pump on 5.2L/5.9L engines is bolted Engines
directly to the engine timing chain case/cover. WARNING: CONSTANT TENSION HOSE CLAMPS
A gasket is used as a seal between the water pump ARE USED ON MOST COOLING SYSTEM HOSES.
and timing chain case/cover. WHEN REMOVING OR INSTALLING, USE ONLY
If water pump is replaced because of bearing/shaft TOOLS DESIGNED FOR SERVICING THIS TYPE OF
damage, or leaking shaft seal, the mechanical cooling CLAMP, SUCH AS SPECIAL CLAMP TOOL (NUMBER
fan assembly should also be inspected. Inspect for 6094) (Fig. 27). SNAP-ON CLAMP TOOL (NUMBER
fatigue cracks, loose blades, or loose rivets that could HPC-20) MAY BE USED FOR LARGER CLAMPS.
have resulted from excessive vibration. Replace fan if ALWAYS WEAR SAFETY GLASSES WHEN SERVIC-
any of these conditions are found. Also check condi- ING CONSTANT TENSION CLAMPS.
tion of the thermal viscous fan drive. Refer to Viscous
Fan Drive in this group.
The water pump can be removed without discharg- CAUTION: A number or letter is stamped into the
ing the air conditioning system (if equipped). tongue of constant tension clamps (Fig. 28). If
REMOVAL equipment clamp with matching number or letter.
(2) Drain cooling system. Refer to Draining Cool- (4) If water pump is being replaced, do not unbolt
ing System in this group. fan blade assembly (Fig. 30) from thermal viscous
Do not waste reusable coolant. If solution is clean, fan drive.
drain coolant into a clean container for reuse.
(5) Remove two fan shroud-to-radiator nuts (Fig.
31). Do not attempt to remove fan shroud at this
time.
Fig. 32 Belt Tensioner Assembly—5.2L/5.9L Engines
Fig. 31 Fan Shroud Nuts

(6) Remove fan shroud and fan blade/viscous fan
drive assembly from vehicle as a complete unit.
(7) After removing fan blade/viscous fan drive
assembly, do not place thermal viscous fan drive in
horizontal position. If stored horizontally, silicone
fluid in viscous fan drive could drain into its bearing
assembly and contaminate lubricant.
(8) Do not remove water pump pulley bolts at this
time.
(9) Remove accessory drive belt as follows: The
drive belt is equipped with a spring loaded automatic
belt tensioner (Fig. 32). Relax tension from belt by
rotating tensioner clockwise (as viewed from front)
(Fig. 32). When all belt tension has been relaxed,
remove accessory drive belt.
(10) Remove four water pump pulley-to-water
pump hub bolts (Fig. 30) and remove pulley from
vehicle.
(11) Remove lower radiator hose clamp and remove
Fig. 33 Coolant Return Tube—5.2L/5.9L Engines
lower hose at water pump.
(12) Remove heater hose clamp (Fig. 33) and
heater hose from heater hose coolant return tube.
(13) Loosen heater hose coolant return tube
mounting bolt and nut (Fig. 33) and remove tube
from water pump. Discard the old tube o-ring.
(14) Remove seven water pump mounting bolts CAUTION: When installing the serpentine acces-
(Fig. 34). sory drive belt, belt must be routed correctly. If not,
engine may overheat due to water pump rotating in
wrong direction. Refer to (Fig. 35) for correct belt
routing. Or, refer to the Belt Routing Label located
in the engine compartment. The correct belt with
correct length must be used.
Fig. 34 Water Pump Bolts—5.2L/5.9L Engines—

Typical
(15) Loosen clamp at water pump end of bypass
hose (Fig. 30). Slip bypass hose from water pump
while removing pump from vehicle. Discard old gas-
ket.
CAUTION: Do not pry water pump at timing chain

case/cover. The machined surfaces may be dam-
aged resulting in leaks.
Fig. 35 Belt Routing—5.2L/5.9L Engines

INSTALLATION
(11) Position fan shroud and fan blade/viscous fan
(1) Clean gasket mating surfaces.
drive assembly to vehicle as a complete unit.
(2) Using a new gasket, install water pump to
(12) Be sure the upper and lower portions of the
engine as follows: Guide water pump nipple into
fan shroud are firmly connected. All air must flow
bypass hose as pump is being installed. Install water
through the radiator.
pump bolts (Fig. 34). Tighten water pump mounting
(13) Install two fan shroud-to-radiator nuts (Fig.
31).
(3) Position bypass hose clamp to bypass hose.
(14) Be sure of at least 25 mm (1.0 inches)
(4) Spin water pump to be sure that pump impel-
between tips of fan blades and fan shroud.
ler does not rub against timing chain case/cover.
(15) Install fan blade/viscous fan drive assembly to
(5) Install a new o-ring to the heater hose coolant
water pump shaft.
return tube (Fig. 33). Coat the new o-ring with anti-
(16) Fill cooling system. Refer to Refilling the
freeze before installation.
Cooling System in this group.
(6) Install coolant return tube to engine (Fig. 33).
(17) Connect negative battery cable.
Be sure the slot in tube bracket is bottomed to the
mounting bolt. This will properly position return
tube.
THERMOSTAT—4.0L ENGINE
(7) Connect radiator lower hose to water pump.
(8) Connect heater hose and hose clamp to coolant REMOVAL
return tube.
(9) Install water pump pulley. Tighten bolts to 27 WARNING: DO NOT LOOSEN THE RADIATOR
N·m (20 ft. lbs.) torque. Place a bar or screwdriver DRAINCOCK WITH THE SYSTEM HOT AND PRES-
between water pump pulley bolts (Fig. 30) to prevent SURIZED. SERIOUS BURNS FROM THE COOLANT
pulley from rotating. CAN OCCUR.
(10) Relax tension from belt tensioner (Fig. 32).
Install drive belt.
Do not waste reusable coolant. If the solution is INSTALLATION
clean, drain the coolant into a clean container for (1) Install the replacement thermostat so that the
reuse. pellet, which is encircled by a coil spring, faces the
(1) Drain the coolant from the radiator until the engine. All thermostats are marked on the outer
level is below the thermostat housing. flange to indicate the proper installed position.
(a) Observe the recess groove in the engine cyl-
WARNING: CONSTANT TENSION HOSE CLAMPS inder head (Fig. 37).
ARE USED ON MOST COOLING SYSTEM HOSES. (b) Position thermostat in groove with arrow and
WHEN REMOVING OR INSTALLING, USE ONLY air bleed hole on outer flange pointing up.
HPC-20) MAY BE USED FOR LARGER CLAMPS.
ALWAYS WEAR SAFETY GLASSES WHEN SERVIC-
CAUTION: A number or letter is stamped into the

tongue of constant tension clamps (Fig. 52). If
(2) Remove radiator upper hose and heater hose at

thermostat housing.
(3) Disconnect wiring connector at engine coolant
temperature sensor.
(4) Remove thermostat housing mounting bolts,
thermostat housing, gasket and thermostat (Fig. 36).
Discard old gasket.
(5) Clean the gasket mating surfaces.
Fig. 37 Thermostat Recess—4.0L Engine

(2) Install replacement gasket and thermostat
housing.
CAUTION: Tightening the thermostat housing

unevenly or with the thermostat out of its recess,
may result in a cracked housing.
(3) Tighten the housing bolts to 22 N·m (16 ft. lbs.)

torque.
(4) Install hoses to thermostat housing.
(5) Install electrical connector to coolant tempera-
ture sensor.
(6) Be sure that the radiator draincock is tightly
closed. Fill the cooling system to the correct level
with the required coolant mixture. Refer to Refilling
Fig. 36 Thermostat Removal/Installation—4.0L

Engine
THERMOSTAT—5.2L/5.9L ENGINES (b) Attach a socket/wrench to pulley mounting
bolt of automatic belt tensioner (Fig. 39).
REMOVAL (c) Rotate tensioner assembly clockwise (as
viewed from front) until tension has been relieved
WARNING: DO NOT LOOSEN RADIATOR DRAIN- from belt.
COCK WITH SYSTEM HOT AND PRESSURIZED. (d) Remove belt from vehicle.
SERIOUS BURNS FROM COOLANT CAN OCCUR. (e) Remove two generator mounting bolts. Do
not remove any wiring at generator. If equipped
Do not waste reusable coolant. If solution is clean, with 4WD, unplug 4WD indicator lamp wiring har-
drain coolant into a clean container for reuse. ness (located near rear of generator).
If thermostat is being replaced, be sure that (f) Remove generator. Position generator to gain
replacement is specified thermostat for vehicle model access for thermostat gasket removal.
and engine type.
Factory installed thermostat housings on 5.2/5.9L
engines are installed on a gasket with an anti-stick
coating. This will aid in gasket removal and clean-up.
(2) Drain cooling system until coolant level is
below thermostat. Refer to Draining Cooling System
in this group.
(3) Air Conditioned vehicles: Remove support
bracket (generator mounting bracket-to-intake mani-
fold) located near rear of generator (Fig. 38).
Fig. 39 Automatic Belt Tensioner—5.2L/5.9L Engines

(5) Remove upper radiator hose clamp (Fig. 51)
and upper radiator hose at thermostat housing.
(6) Position wiring harness (behind thermostat
housing) to gain access to thermostat housing.
(7) Remove thermostat housing mounting bolts,
thermostat housing, gasket and thermostat (Fig. 40).
Discard old gasket.
INSTALLATION
(1) Clean mating areas of intake manifold and
Fig. 38 Generator Support Bracket—5.2L/5.9L thermostat housing.
Engines (2) Install thermostat (spring side down) into
(4) On air conditioning equipped vehicles, the gen- recessed machined groove on intake manifold (Fig. 40).
erator must be partially removed. (3) Install gasket on intake manifold and over
(a) Remove generator drive belt as follows: Drive thermostat (Fig. 40).
belts on the 5.2L/5.9L engines are equipped with a
spring loaded automatic belt tensioner (Fig. 39).
CAUTION: Housing must be tightened evenly and
thermostat must be centered into recessed groove
in intake manifold. If not, it may result in a cracked
housing, damaged intake manifold threads or cool-
ant leak.
(6) Install upper radiator hose to thermostat housing.

(7) Air Conditioned vehicles:
CAUTION: When installing the serpentine acces-

sory drive belt, belt must be routed correctly. If not,
wrong direction. Refer to (Fig. 42) for correct
5.2/5.9L engine belt routing. Or, refer to the Belt
Routing Label located in the engine compartment.
The correct belt with correct length must be used.
(a) Install generator. Tighten bolts to 41 N·m (30

ft. lbs.) torque.
(b) Install support bracket (generator mounting
bracket-to-intake manifold) (Fig. 38). Tighten bolts
(c) Position drive belt over all pulleys except
Fig. 40 Thermostat—5.2L/5.9L Engines idler pulley (located between generator and A/C
(4) Position thermostat housing to intake manifold. compressor).
Note the word FRONT stamped on housing (Fig. 41). (d) Attach a socket/wrench to pulley mounting
For adequate clearance, this must be placed towards bolt of automatic belt tensioner (Fig. 39).
front of vehicle. The housing is slightly angled for- (e) Rotate socket/wrench clockwise. Place belt
ward after installation to intake manifold. over idler pulley. Let tensioner rotate back into
(5) Install two housing-to-intake manifold bolts. place. Remove wrench. Be sure belt is properly
Tighten bolts to 23 N·m (200 in. lbs.) torque. seated on all pulleys.
(8) Fill cooling system. Refer to Refilling Cooling
System in this group.
Fig. 42 Belt Routing—5.2L/5.9L Engines

Fig. 41 Thermostat Position—5.2L/5.9L Engines
RADIATOR
REMOVAL

BLOCK DRAIN PLUGS OR LOOSEN THE RADIATOR
DRAINCOCK WITH THE SYSTEM HOT AND UNDER
PRESSURE. SERIOUS BURNS FROM COOLANT
CAN OCCUR. REFER TO COOLING SYSTEM DRAIN-
ING IN THIS GROUP.
Do not waste reusable coolant. If the solution is

clean, drain the coolant into a clean container for
reuse.

ARE USED ON MOST COOLING SYSTEM HOSES.
WHEN REMOVING OR INSTALLING, USE ONLY
Fig. 44 Clamp Number/Letter Location
HPC-20) MAY BE USED FOR LARGER CLAMPS. (1) Disconnect the negative battery cable at bat-
ALWAYS WEAR SAFETY GLASSES WHEN SERVIC- tery.
ING CONSTANT TENSION CLAMPS. (2) Observe the previous WARNINGS and CAU-
TIONS.
(3) Drain coolant from radiator. Refer to Draining
CAUTION: A number or letter is stamped into the Cooling System in this group.
tongue of constant tension clamps (Fig. 44). If (4) 4.0L Engine: Remove the four fan hub-to-wa-
replacement is necessary, use only an original ter pump pulley mounting nuts (Fig. 46). Carefully
equipment clamp with matching number or letter. remove the fan assembly from the water pump pulley
and position to center of fan shroud. Fan belt
removal is not necessary as the water pump studs
will hold the pump pulley in position.
(5) Do not remove fan/viscous fan drive assembly
from vehicle at this time.
(6) 5.2/5.9L Engines: The thermal viscous fan
drive is attached (threaded) to the water pump hub
shaft (Fig. 47). Remove fan/viscous fan drive assem-
bly from water pump by turning mounting nut coun-
terclockwise as viewed from front. Threads on
viscous fan drive are RIGHT HAND. A Snap-On 36
MM Fan Wrench (number SP346 from Snap-On
Cummins Diesel Tool Set number 2017DSP) can be
used. Place a bar or screwdriver between water
pump pulley bolts (Fig. 47) to prevent pulley from
rotating. Drive belt removal is not necessary for
Fig. 43 Hose Clamp Tool—Typical removal of fan drive.
(7) Do not attempt to remove fan/viscous fan drive
CAUTION: When removing the radiator or A/C con-
assembly from vehicle at this time.
denser for any reason, note the location of all radi-
ator-to-body and radiator-to-A/C condenser rubber
air seals (Fig. 45). These are used at the top, bot-
tom and sides of the radiator and A/C condenser.
To prevent overheating, these seals must be
installed to their original positions.
Fig. 45 Air Seals—Typical
Fig. 46 Fan Mounting Nuts—4.0L 6-Cyl. Engine Fig. 47 Fan Blade and Viscous Fan Drive—5.2/5.9L
V-8 Engines
(8) Remove the two fan shroud-to-upper radiator
crossmember mounting nuts (Fig. 48).
Fig. 49 Radiator Upper Crossmember—Typical

crossmember. Lift the crossmember straight up and
lay to the side.
Fig. 48 Radiator and A/C Condenser Mounting (18) Equipped with air conditioning: Remove the
(9) Remove the fan assembly and fan shroud (as two A/C condenser-to-radiator mounting bolts (Fig.
one unit) from vehicle. 48). These two bolts are also used to retain the side
(10) Special quick-connect fittings are used to join mounted rubber air seals (Fig. 45). These seals are
the transmission cooling lines to the radiator. compressed between the A/C condenser and the radi-
Removal procedures are different between the 4.0L ator. The lower part of the air seals are compressed
and 5.2/5.9L engines. Disconnect the cooling lines between the radiator and the A/C condenser mount-
from the radiator. Refer to Group 21 for transmission ing brackets (Fig. 50).
cooling line removal and installation. (19) Not equipped with air conditioning: Remove
(11) The radiator upper crossmember (Fig. 49) can the two bolts retaining the side mounted rubber air
be adjusted left or right through the use of slotted seals (Fig. 45) to the radiator. The lower part of the
holes. Before removal, mark the original position of air seals are compressed between the radiator and
the crossmember. the radiator lower crossmember.
(12) Eight clips are used to retain a rubber seal
CAUTION: Note the location of all rubber air seals
(Fig. 49) to the body and upper radiator crossmem-
(Fig. 45). To prevent overheating, they must be
ber. Gently pry up the outboard clips (two per side)
installed back to their original positions.
until rubber seal can be removed. Do not remove the
clips entirely. Fold back the seal on both sides for (20) Disconnect the coolant reserve/overflow tank
access to (the hidden) grille opening reinforcement hose (Fig. 49) at radiator.
mounting bolts (Fig. 49). Remove these two bolts. (21) Remove upper radiator hose at radiator. A
(13) Remove the grill. Refer to group 23, Body. special clamp tool (Fig. 43) must be used to remove
(14) Remove the upper brace bolt from each of the the constant tension hose clamps.
two radiator braces (Fig. 48). (22) 4.0L Engine Only: Remove the lower radiator
(15) Remove the two crossmember-to-radiator hose at the water pump end.
mounting nuts (Fig. 49). (23) To gain access to lower radiator hose clamp at
(16) Working through grill opening, remove the radiator, gently lift the radiator a slight amount.
lower bracket bolt securing lower part of hood latch Remove hose clamp and hose.
support bracket to lower frame crossmember (Fig. (24) The lower part of radiator is equipped with
48). two alignment dowel pins (Fig. 48) (Fig. 50). They
(17) Remove the remaining four bolts securing the are located on the bottom of radiator tank and fit
radiator upper crossmember to the body. Do not
remove the hood latch or hood latch cable from the
into rubber grommets. These rubber grommets are INSTALLATION
pressed into the radiator lower crossmember.
CAUTION: Before installing the radiator or A/C
condenser, be sure the radiator-to-body and radia-
tor-to-A/C condenser rubber air seals (Fig. 45) are
properly fastened to their original positions. These
are used at the top, bottom and sides of the radia-
tor and A/C condenser. To prevent overheating,
these seals must be installed to their original posi-
tions.
(1) Equipped with air conditioning: Gently lower

the radiator into the vehicle. Guide the two radiator
alignment dowels through the holes in the rubber air
seals first and then through the A/C support brackets
(Fig. 50). Continue to guide the alignment dowels
into the rubber grommets located in lower radiator
crossmember (Fig. 50). The holes in the L-shaped
brackets (located on bottom of A/C condenser) must
be positioned between bottom of rubber air seals and
top of rubber grommets.
(2) Not equipped with air conditioning: Gently
lower the radiator into the vehicle. Guide the two
radiator alignment dowels through the holes in the
rubber air seals. Continue to guide the alignment
dowels into the rubber grommets located in lower
radiator crossmember.
(3) Connect the lower radiator hose and hose
clamp to radiator.
CAUTION: The tangs on the hose clamp must be

Fig. 50 Radiator Alignment Dowels
positioned straight down.
WARNING: THE AIR CONDITIONING SYSTEM (IF
EQUIPPED) IS UNDER A CONSTANT PRESSURE (4) 4.0L Engine: Connect the lower radiator hose
EVEN WITH THE ENGINE OFF. REFER TO REFRIG- at the water pump.
ERANT WARNINGS IN GROUP 24, HEATING AND (5) Connect the upper radiator hose at the radia-
AIR CONDITIONING BEFORE HANDLING ANY AIR tor.
CONDITIONING COMPONENT. (6) Equipped with air conditioning: Install the two
A/C condenser- to-radiator mounting bolts (Fig. 48).
(25) If equipped with an auxiliary automatic trans- These two bolts are also used to retain the rubber air
mission oil cooler, use caution when removing radia- seal (Fig. 45) to the sides of radiator.
tor. The oil cooler lines are routed through a rubber (7) Not equipped with A/C: Install the two bolts
air seal on the left side of radiator. Do not cut or tear retaining the rubber air seal (Fig. 45) to sides of radi-
this seal. ator.
(26) Gently lift up and remove radiator from vehi- (8) Install coolant reserve/overflow tank hose at
cle. Be careful not to scrape the radiator fins against radiator.
any other component. Also be careful not to disturb (9) If radiator-to-upper crossmember rubber isola-
the air conditioning condenser (if equipped). tors were removed from radiator, install them.
Tighten mounting nuts to 3 N·m (24-36 in. lbs.)
torque. Position upper radiator crossmember to radi-
ator.
(10) Working through grill opening, install and CAUTION: A number or letter is stamped into the
tighten the hood latch support bracket-to-lower frame tongue of constant tension clamps (Fig. 52). If
crossmember bolt (Fig. 48). replacement is necessary, use only an original
(11) Install the four bolts securing the radiator equipment clamp with matching number or letter.
upper crossmember to the body (Fig. 49).
(12) Install two nuts securing the radiator to the
upper radiator crossmember (Fig. 49). Tighten nuts
to 2 N·m (18-21 in. lbs.) torque.
(13) Install the upper bolt to each radiator brace
(Fig. 48).
(14) Install the grill. Refer to group 23, Body.
(15) Install the rubber seal (Fig. 49) to the four
(outer) seal mounting clips on vehicle body. Press
down on clips until seated.
(16) Install the transmission cooler lines to radia-
tor. Refer to Group 21 for installation.
(17) Position the fan assembly and fan shroud (as
one unit) to the vehicle.
(18) Position fan shroud to radiator. Be sure the
alignment tabs at the lower part of shroud are placed
into the slots near lower part of radiator. Fig. 51 Hose Clamp Tool—Typical
Be sure the upper and lower portions of the fan
shroud are firmly connected. All air must flow
through the radiator.
(19) Install the two nuts securing the fan shroud
to the upper radiator crossmember (Fig. 48).
(20) 4.0L Engine: Install the four nuts securing
the fan assembly to the water pump (Fig. 46).
Tighten nuts to 27 N·m (20 ft. lbs.) torque.
(21) 5.2/5.9L Engines: Install the fan/viscous fan
drive assembly to the water pump.
(22) Rotate the fan blades (by hand) and check for
interference at fan shroud.
(23) Be sure of at least 25 mm (1.0 inches)
between tips of fan blades and fan shroud.
(24) Fill cooling system. Refer to Refilling Cooling
System in this group.
(25) Connect battery cable at battery.
(26) Start and warm engine. Check for leaks.
WATER PUMP BYPASS HOSE—5.2L/5.9L

REMOVAL
WARNING: CONSTANT TENSION HOSE CLAMPS Fig. 52 Clamp Number/Letter Location

ARE USED ON MOST COOLING SYSTEM HOSES. If equipped with A/C, the generator and A/C com-
WHEN REMOVING OR INSTALLING, USE ONLY pressor along with their common mounting bracket
TOOLS DESIGNED FOR SERVICING THIS TYPE OF (Fig. 53) must be partially removed. Removing gener-
CLAMP, SUCH AS SPECIAL CLAMP TOOL (NUMBER ator or A/C compressor from their mounting bracket
6094) (Fig. 51). SNAP-ON CLAMP TOOL (NUMBER is not necessary. Also, discharging A/C system is not
HPC-20) MAY BE USED FOR LARGER CLAMPS. necessary. Do not remove any refrigerant lines from
ALWAYS WEAR SAFETY GLASSES WHEN SERVIC- A/C compressor.
Fig. 53 Generator and A/C Compressor Mounting Fig. 54 Coolant Return Tube—5.2/5.9L Engines
Bracket—5.2/5.9L Engines
WARNING: THE A/C SYSTEM IS UNDER PRES-
SURE EVEN WITH ENGINE OFF. REFER TO
REFRIGERANT WARNINGS IN GROUP 24, HEATING
AND AIR CONDITIONING.

(2) Partially drain cooling system. Refer to Drain-
ing Cooling System in this group.
Do not waste reusable coolant. If solution is clean,
drain coolant into a clean container for reuse.
(3) Remove upper radiator hose clamp (Fig. 51)
and hose at radiator.
(4) Unplug wiring harness from A/C compressor.
(5) Remove air duct at throttle body.
(6) Disconnect A/C lines from clip at intake mani-
fold.
(7) Remove heater hose coolant return tube mount-
ing bolt and nut (Fig. 54). Remove tube from engine
and discard the old tube o-ring.
(8) Remove accessory drive belt as follows: The
drive belt is equipped with a spring loaded automatic
belt tensioner (Fig. 55). Relax tension from belt by Fig. 55 Belt Tensioner Assembly—5.2/5.9L Engines
rotating tensioner clockwise (as viewed from front) (11) Disconnect speed control cable and throttle
(Fig. 55). When all belt tension has been relaxed, cable at throttle body. Refer to Accelerator Pedal and
remove accessory drive belt. Throttle Cable in Group 14, Fuel System for throttle
(9) The drive belt idler pulley must be removed to cable removal and installation. Refer to Group 8H for
gain access to one of A/C compressor/generator removal and installation of speed control cable.
bracket mounting bolts. Remove idler pulley bolt and (12) Remove bracket-to-intake manifold bolts
remove idler pulley (Fig. 53). (number 1 and 2) (Fig. 53).
(10) Remove oil dipstick tube mounting bolt at side (13) Remove bracket bolts (Fig. 53).
of A/C- generator mounting bracket. (14) Lift and position generator and A/C compres-
sor (along with their common mounting bracket) to
gain access to bypass hose. A block of wood may be
used to hold assembly in position.
(15) Loosen and position both hose clamps to cen-
ter of bypass hose. Remove hose from vehicle.
INSTALLATION
(1) Position bypass hose clamps to center of hose.
(2) Install bypass hose to engine.
(3) Secure both hose clamps (Fig. 51).
(4) Install generator-A/C mounting bracket assem-
bly to engine. Tighten bolts (number 1 and 2) (Fig.
53) to 54 N·m (40 ft. lbs.) torque. Tighten bolts (num-
ber 3) (Fig. 53) to 40 N·m (30 ft. lbs.) torque.
(5) Install a new o-ring to the heater hose coolant
return tube (Fig. 54). Coat the new o-ring with anti-
freeze before installation.
(6) Install coolant return tube to engine (Fig. 54).
Be sure the slot in tube bracket is bottomed to the
mounting bolt. This will properly position return
tube.
(7) Connect throttle body control cables.
(8) Install oil dipstick mounting bolt.
(9) Install idler pulley. Tighten pulley bolt to 54 Fig. 56 Belt Routing—5.2/5.9L Engines
(10) Relax tension from belt tensioner (Fig. 55). BLOCK HEATER
Install drive belt.
REMOVAL
CAUTION: When installing serpentine accessory (1) Disconnect battery negative cable.
drive belt, belt must be routed correctly. If not, (2) Drain coolant from radiator. Refer to Draining
engine may overheat due to water pump rotating in Cooling System in this group.
wrong direction. Refer to (Fig. 56) for correct belt (3) Raise vehicle.
routing. Or, refer to the Belt Routing Label located (4) Remove engine cylinder block drain plug(s)
in the engine compartment. The correct belt with located on the sides of cylinder block above the oil
correct length must be used. pan rail (Fig. 57) (Fig. 58).
(11) Install air duct to throttle body.

(12) Install upper radiator hose to radiator.
(13) Connect wiring harness to A/C compressor.
(14) Connect A/C lines to clip at intake manifold.
(15) Fill cooling system. Refer to Refilling the
Fig. 57 Cylinder Block Drain Plug—4.0L Engine

Fig. 58 Cylinder Block Drain Plug—5.2/5.9L

Engines—Typical
(5) Remove power cord from block heater (Fig. 59)
(Fig. 60).
(6) Loosen screw at center of block heater. Remove
heater assembly. Fig. 60 Block Heater—5.2/5.9L Engines
(4) Fill cooling system with recommended coolant.
Refer to Refilling Cooling System section in this
group.
ACCESSORY DRIVE BELT

Correct drive belt tension is required to ensure
optimum performance of the belt driven engine acces-
sories. There are different types of adjustment
gauges for checking either a serpentine or a V-type
belt. Refer to the instructions supplied with the
gauge. Use the correct gauge when checking belt ten-
sion. Place gauge in the middle of the section of belt
being tested (between two pulleys) to check tension.
Do not allow the gauge (or gauge adapter) to contact
anything but the belt.
Fig. 59 Block Heater—4.0L Engine
BELT SCHEMATICS
INSTALLATION The belt routing schematics are published from the
(1) Thoroughly clean cylinder block core hole and latest information available at the time of publica-
block heater seat. tion. Vehicles not equipped with Power Steering have
(2) Insert block heater assembly with element loop an idler pulley in place of the power steering pump
pointing down. pulley. If anything differs between these sche-
(3) With block heater fully seated, tighten center matics and the Belt Routing Label, use the
screw to 4 N·m (32 in. lbs.) torque on 4.0L engines schematics on Belt Routing Label. This label is
and 2 N·m (17 in. lbs.) torque on 5.2L/5.9L engines. located in the engine compartment.
Refer to (Fig. 61) (Fig. 62) for correct belt routing, BELT REPLACEMENT—4.0L ENGINES
or refer to Belt Routing Label located in the vehicle
engine compartment. REMOVAL
Belt tension is adjusted at the power steering
pump bracket and idler pulley assembly.
(2) Loosen idler pulley bolt (Fig. 63).
(3) Loosen tension adjusting bolt (Fig. 63) and
remove accessory drive belt.
Fig. 61 4.0L Engines
Fig. 63 Power Steering Pump Bracket and Idler

Pulley
INSTALLATION
(1) Check condition of all pulleys.
CAUTION: When installing the serpentine acces-

sory drive belt, the belt MUST be routed correctly. If
not, the engine may overheat due to the water
pump rotating in the wrong direction. Refer to (Fig.
61) for correct belt routing.
(2) Install new belt. Install belt tension gauge

C-4162 and tighten adjustment bolt (Fig. 63) until
belt tension is within specification range. Refer to the
end of this group for Drive Belt Tension specifica-
tions.
(3) Tighten idler pulley bolt and re-check belt ten-
sion. Adjust if necessary.
BELT REPLACEMENT—5.2L/5.9L ENGINES

Drive belts on the 5.2L/5.9L engines are equipped
Fig. 62 5.2/5.9L Engines
with a spring loaded automatic belt tensioner (Fig.
64).
CAUTION: Do not attempt to check belt tension

with a belt tension gauge on vehicles equipped with
an automatic belt tensioner. Refer to Automatic Belt
Tensioner in this group.
AUTOMATIC BELT TENSIONER
NOTE: On 5.2/5.9L engines, the tensioner is
equipped with an indexing arrow (Fig. 65) on back
of tensioner and an indexing mark on tensioner
housing. If a new belt is being installed, arrow must
be within approximately 3 mm (1/8 in.) of indexing
mark (point B-) (Fig. 65). Belt is considered new if it
has been used 15 minutes or less.
If the above specification cannot be met, check for:

• The wrong belt being installed (incorrect length/
width)
• Worn bearings on an engine accessory (A/C com-
pressor, power steering pump, water pump, idler pul-
ley or generator)
• A pulley on an engine accessory being loose
• Misalignment of an engine accessory
• Belt incorrectly routed.
NOTE: A used belt should be replaced if tensioner

indexing arrow has moved to point-A (Fig. 65). Ten-
Fig. 64 Belt Tensioner—5.2/5.9L Engines sioner travel stops at point-A.
REMOVAL
(1) Attach a socket/wrench to pulley mounting bolt
of automatic belt tensioner (Fig. 64).
(2) Rotate tensioner assembly clockwise (as viewed
from front) until tension has been relieved from belt.
(3) Remove belt from idler pulley first.
(4) Remove belt from vehicle.
INSTALLATION
CAUTION: When installing serpentine accessory

drive belt, the belt must be routed correctly. If not,
wrong direction. Refer to (Fig. 62) for correct engine
belt routing. The correct belt with correct length
must be used.
(1) Position drive belt over all pulleys except idler

pulley. This pulley is located between generator and
A/C compressor.
(2) Attach a socket/wrench to pulley mounting bolt
of automatic tensioner (Fig. 64).
(3) Rotate socket/wrench clockwise. Place belt over
idler pulley. Let tensioner rotate back into place.
Remove wrench. Be sure belt is properly seated on
all pulleys.
(4) Check belt indexing marks. Refer to Automatic
Belt Tensioner.
Fig. 65 Belt Tensioner/Pulley Assembly—5.2/5.9L
Engines
REMOVAL
(1) Remove accessory drive belt. Refer to Belt
Replacement/Adjustment in this group.
(2) Disconnect wiring and secondary cable from
ignition coil.
(3) Remove ignition coil from coil mounting
bracket (two bolts). Do not remove coil mounting
bracket from cylinder head.
(4) Remove tensioner assembly from mounting
bracket (one nut) (Fig. 65).
WARNING: BECAUSE OF HIGH SPRING PRES-

SURE, DO NOT ATTEMPT TO DISASSEMBLE AUTO-
MATIC TENSIONER. UNIT IS SERVICED AS AN
ASSEMBLY (EXCEPT FOR PULLEY).
(5) Remove pulley bolt. Remove pulley from ten-

sioner.
INSTALLATION
(1) Install pulley and pulley bolt to tensioner.
Tighten bolt to 61 N·m (45 ft. lbs.) torque.
(2) Install tensioner assembly to mounting
Fig. 66 Fan Mounting Nuts—4.0L 6-Cyl. Engine
bracket. An indexing tab is located on back of ten-
sioner. Align this tab to slot in mounting bracket.
Tighten nut to 67 N·m (50 ft. lbs.) torque.
(3) Connect all wiring to ignition coil.
(4) Install coil to coil bracket. If nuts and bolts are
used to secure coil to coil bracket, tighten to 11 N·m
(100 in. lbs.) torque. If coil mounting bracket has
been tapped for coil mounting bolts, tighten bolts to 5
CAUTION: To prevent damage to coil case, coil

mounting bolts must be torqued.
(5) Install drive belt. Refer to Belt Removal/Instal-

lation in this group.
(6) Check belt indexing marks (Fig. 65).
COOLING SYSTEM FAN—4.0L ENGINE

REMOVAL
(1) Remove the four fan hub-to-water pump pulley
mounting nuts (Fig. 66). Carefully remove the fan
assembly from the water pump pulley and position to
center of fan shroud. Fan belt removal is not neces- Fig. 67 Fan Shroud Mounting Nuts
sary as the water pump studs will hold the pump
pulley in position. Do not remove fan assembly from (5) After removing fan blade/fan drive assembly do
vehicle at this time. not place the thermal viscous fan drive in the hori-
(2) Remove the two fan shroud-to-upper radiator zontal position. If stored horizontally, the silicone
crossmember mounting nuts (Fig. 67). fluid in the viscous fan drive could drain into the
(3) Remove fan, viscous fan drive and fan shroud bearing assembly and contaminate the lubricant.
as an assembly from the vehicle.
INSTALLATION
(4) Remove the four fan blade-to-viscous fan drive
(1) Assemble fan blades to viscous fan drive.
mounting bolts. Remove viscous fan drive from fan
Tighten mounting bolts to 24 N·m (18 ft. lbs.) torque.
blades.
(2) Position fan, viscous fan drive and fan shroud (4) Do not unbolt fan blade assembly from viscous
to the engine as one assembly. fan drive at this time.
(3) Position fan shroud to radiator. Be sure the (5) Remove two fan shroud-to-upper crossmember
alignment tabs at the lower part of shroud are placed nuts (Fig. 67).
into the slots near lower part of radiator. (6) Remove fan shroud and fan blade/viscous fan
Be sure the upper and lower portions of the fan drive assembly as a complete unit from vehicle.
shroud are firmly connected. All air must flow (7) After removing fan blade/viscous fan drive
through the radiator. assembly, do not place viscous fan drive in horizon-
(4) Position mounting flange of fan/viscous fan tal position. If stored horizontally, silicone fluid in
drive assembly onto water pump pulley. Install four the viscous fan drive could drain into its bearing
nuts and tighten to 24 N·m (18 ft. lbs.) torque. assembly and contaminate lubricant.
(5) Install two fan shroud mounting nuts.
Be sure of at least 25 mm (1.0 inches) between tips CAUTION: Do not remove water pump pulley-to-
of fan blades and fan shroud. water pump bolts. This pulley is under spring ten-
sion.
COOLING SYSTEM FAN—5.2L ENGINE
(8) Remove four bolts securing fan blade assembly
REMOVAL to viscous fan drive.
(2) The thermal viscous fan drive/fan blade assem- INSTALLATION
bly is attached (threaded) to water pump hub shaft (1) Install fan blade assembly to viscous fan drive.
(Fig. 68). Remove fan blade/viscous fan drive assem- Tighten bolts to 23 N·m (17 ft. lbs.) torque.
bly from water pump by turning mounting nut coun- (2) Position fan shroud and fan blade/viscous fan
terclockwise as viewed from front. Threads on drive assembly to vehicle as a complete unit.
viscous fan drive are RIGHT HAND. A Snap-On 36 (3) Position fan shroud to radiator. Be sure the
MM Fan Wrench (number SP346 from Snap-On alignment tabs at the lower part of shroud are placed
Cummins Diesel Tool Set number 2017DSP) can be into the slots near lower part of radiator. Install and
used. Place a bar or screwdriver between water tighten the two fan shroud-to-upper crossmember
pump pulley bolts to prevent pulley from rotating. mounting nuts.
(3) Do not attempt to remove fan/viscous fan drive Be sure of at least 25 mm (1.0 inches) between tips
assembly from vehicle at this time. of fan blades and fan shroud.
water pump shaft.
(5) Connect negative battery cable.
ELECTRIC COOLING FAN—5.9L ENGINE

WARNING: THE FAN CAN COME ON AT ANY TIME
WHEN THE IGNITION KEY IS IN THE “RUN” POSI-
TION. MAKE SURE TO TURN THE KEY TO “OFF”
WHEN SERVICING THIS COMPONENT.
REMOVAL
(2) Partially drain cooling system to allow upper
radiator hose removal from radiator.
(3) Disconnect upper hose coolant switch connector
(Fig. 69).
(4) Remove clamp from upper hose/radiator con-
nection and remove hose from radiator inlet only.
Secure hose out of way.
(5) Disconnect the cooling fan electrical connector
(Fig. 70).
Fig. 68 Fan Blade/Viscous Fan Drive—5.2L V-8 (6) Remove cooling fan module mounting bolts
Engines (Fig. 70).
(7) Lift fan module up off of mounts and out of (1) Lower fan module into engine compartment
engine compartment. and into its respective radiator mounts.
(2) Install fan module mounting bolts (Fig. 70) and
torque to 16 N·m (140 in. lbs.)
(3) Connect fan module connector (Fig. 70).
(4) Install upper hose to radiator inlet and install
clamp.
(5) Connect upper hose coolant switch connector
(Fig. 69).
(6) Fill cooling system. (Refer to Filling Cooling
System in this Group for the correct procedure.)
(8) Start engine and check for leaks. Check cooling
fan for proper operation.
VISCOUS FAN DRIVE

REMOVAL/INSTALLATION
Refer to Cooling System Fan removal and installa-
tion procedures of the viscous fan drive unit proce-
dures.
Viscous Fan Drive Fluid Pump Out Requirement:

After installing a NEW viscous fan drive, bring the
engine speed up to approximately 2000 rpm and hold
Fig. 69 Upper Hose Coolant Switch for approximately two minutes. This will ensure
proper fluid distribution within the drive.

RADIATOR CAP—INSPECTION
Visually inspect the pressure valve gasket on the
cap. Replace cap if the gasket is swollen, torn or
worn. Inspect the area around radiator filler neck for
white deposits that indicate a leaking cap.
COOLING SYSTEM
at 97 to 124 kPa (14 to 18 psi) pressure. Exceeding
CLEANING
Drain cooling system and refill with water. Run
engine with radiator cap installed until upper radia-
tor hose is hot. Stop engine and drain water from
system. If water is dirty, fill system with water, run
engine and drain system. Repeat until water drains
clean.
RADIATOR—CLEANING
Fig. 70 Fan Module Removal/Installation The radiator and air conditioning fins should be
INSTALLATION cleaned when an accumulation of bugs, leaves etc.
If replacing fan module assembly, transfer any has occurred. Clean radiator fins are necessary for
brackets, etc. not included with new module assem- good heat transfer. With the engine cold, apply cold
bly. water and compressed air to the back (engine side) of
the radiator to flush the radiator and/or A/C con- from exhaust manifolds and pipe, fan blades, drive
denser of debris. belts and sway bars. Improperly positioned hoses can
be damaged, resulting in coolant loss and engine
VISCOUS FAN—INSPECTION overheating.
The fan blades cannot be repaired. If the fan is Ordinary worm gear type hose clamps (when
damaged, it must be replaced. Inspect the fan blades equipped) can be removed with a straight screw-
as follows: driver or a hex socket. To prevent damage to
Lay fan blade assembly on a flat surface with lead- hoses or clamps, the hose clamps should be
ing edge facing down. With tip of blade touching flat tightened to 4 N·m (34 in. lbs.) torque. Do not
surface, replace fan if clearance between opposite over tighten hose clamps.
blade and surface is greater than 2.0 mm (.090 inch). When performing a hose inspection, inspect the
Rocking motion of opposite blades should not exceed radiator lower hose for proper position and condition
2.0 mm (.090 inch). Test all blades in this manner. of the internal spring.
WARNING: IF FAN IS NOT WITHIN SPECIFICA-

TIONS, DO NOT ATTEMPT TO BEND OR SPECIFICATIONS
STRAIGHTEN FAN.
COOLING SYSTEM CAPACITIES
Inspect fan assembly for cracks, bends, loose rivets
or broken welds. Replace fan if any damage is found. ENGINE CAPACITY*
4.0L 11.4L (12.0 QUARTS)
CAUTION: If the fan blade assembly is replaced 5.2L/5.9L 14.1L (14.9 QUARTS)
because of mechanical damage, the water pump
and viscous fan drive should also be inspected. * Includes coolant recovery bottle capacity
These components could have been damaged due
to excessive vibration. ACCESSORY DRIVE BELT TENSION
4.0L Engine
WATER PUMP—INSPECTION
Replace water pump assembly if it has any of the BELT TENSION
following conditions: NEW ACCESSORY 800-900 N (180-200 lbs.)
• The body is cracked or damaged DRIVE BELT*
• Water leaks from shaft seal. This is evident by
USED ACCESSORY 623-712 N (140-160 lbs.)
traces of coolant below vent hole
DRIVE BELT
• Loose or rough turning bearing. Also inspect vis-
cous fan drive *Belt is considered new if it has been used for 15
• Impeller rubs either the pump body or timing minutes or less
chain case/cover Specifications for use with a belt tension gauge. Refer
to operating instructions supplied with gauge.
COOLING SYSTEM HOSES—INSPECTION
Inspect the hoses at regular intervals. Replace 5.2L/5.9L Engine
hoses that are cracked, feel brittle when squeezed, or Do not attempt to check belt tension with a tension
swell excessively when the system is pressurized. gauge. System is equipped with an automatic ten-
For all vehicles: In areas where specific routing sioner. Refer to Automatic Belt Tensioner if Group 7,
clamps are not provided, be sure that hoses are posi- Cooling System
tioned with sufficient clearance. Check clearance
TORQUE SPECIFICATIONS SPECIAL TOOLS
DESCRIPTION TORQUE COOLING

Automatic Belt Tensioner to
Mounting Bracket (5.2/5.9L)
Bolts . . . . . . . . . . . . . . . . . . . . . . .67 N·m (50 ft. lbs.)
Automatic Belt Tensioner to
Block (5.2/5.9L)
Bolts . . . . . . . . . . . . . . . . . . . . . . .41 N·m (30 ft. lbs.)
Automatic Belt Tensioner
Pulley (5.2/5.9L)
Bolt. . . . . . . . . . . . . . . . . . . . . . . .61 N·m (45 ft. lbs.)
Belt Tensioner Bracket to
Block (4.0L) Hose Clamp Pliers—6094
Bolts . . . . . . . . . . . . . . . . . . . . . . .47 N·m (35 ft. lbs.)
Belt Idler Pulley (4.0L)
Fixed Pulley Bolt . . . . . . . . . . . . .57 N·m (42 ft. lbs.)
Belt Tensioner Pulley (4.0L)
Bolt. . . . . . . . . . . . . . . . . . . . . . . .57 N·m (42 ft. lbs.)
Block Heater (4.0L)
Bolt . . . . . . . . . . . . . . . . . . . . . . . .4 N·m (32 in. lbs.)
Block Heater (5.2/5.9L)
Bolt . . . . . . . . . . . . . . . . . . . . . . . .2 N·m (17 in. lbs.)
Fan Blade Assy. to Viscous
Belt Tension Gauge —C-4162
Drive (4.0L)
Bolts. . . . . . . . . . . . . . . . . . . . . .23 N·m (200 in. lbs.)
Fan/Drive Assy. to Water
Pump (4.0L)
Nuts . . . . . . . . . . . . . . . . . . . . . .23 N·m (200 in. lbs.)
Fan Module to Radiator
Support (5.9L)
Bolts. . . . . . . . . . . . . . . . . . . . . .16 N·m (140 in. lbs.)
Generator Mounting (4.0L)
Bolts . . . . . . . . . . . . . . . . . . . . . . .57 N·m (42 ft. lbs.)
Radiator Upper Isolator to
Crossmember Cooling System Pressure Tester—7700–A
Nuts. . . . . . . . . . . . . . . . . . . . . . . .3 N·m (20 in. lbs.)
Radiator Upper Isolator
to Radiator
Nuts. . . . . . . . . . . . . . . . . . . . . . . .4 N·m (36 in. lbs.)
Radiator Brace
Bolts. . . . . . . . . . . . . . . . . . . . . . .10 N·m (90 in. lbs.)
Thermostat Housing
Bolts . . . . . . . . . . . . . . . . . . . . . . .22 N·m (16 ft. lbs.)
Upper Radiator Crossmember
to Body Quick Disconnect Tool—6935
Bolts. . . . . . . . . . . . . . . . . . . . . . .10 N·m (90 in. lbs.)
Water Pump (4.0L)
Bolts . . . . . . . . . . . . . . . . . . . . . . .30 N·m (22 ft. lbs.)
Water Pump (5.2/5.9L)
Bolts . . . . . . . . . . . . . . . . . . . . . . .40 N·m (30 ft. lbs.)
Water Pump Pulley (5.2/5.9L)
Bolts . . . . . . . . . . . . . . . . . . . . . . .27 N·m (20 ft. lbs.)
ZG COOLING SYSTEM 7-1
COOLING SYSTEM
CONTENTS
page page
GENERAL INFORMATION COOLANT REPLACEMENT . . . . . . . . . . . . . . . 18

COOLANT TANK . . . . . . . . . . . . . . . . . . . . . . . . 3 DRAINING COOLING SYSTEM . . . . . . . . . . . . 15
COOLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 REFILLING COOLING SYSTEM . . . . . . . . . . . 17
COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . 1 REMOVAL AND INSTALLATION
ENGINE ACCESSORY DRIVE BELTS . . . . . . . . 2 AUTOMATIC BELT TENSIONER . . . . . . . . . . . 21
LOW COOLANT LEVEL SENSOR . . . . . . . . . . . 4 DRIVE BELT . . . . . . . . . . . . . . . . . . . . . . . . . . 21
RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 FAN BLADE REMOVAL . . . . . . . . . . . . . . . . . . 19
WATER PUMP . . . . . . . . . . . . . . . . . . . . . . . . . 3 RADIATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
DESCRIPTION AND OPERATION THERMOSTAT . . . . . . . . . . . . . . . . . . . . . . . . 20
AUTOMATIC BELT TENSIONER . . . . . . . . . . . . 7 VISCOUS FAN DRIVE . . . . . . . . . . . . . . . . . . . 20
BELT TENSION . . . . . . . . . . . . . . . . . . . . . . . . . 7 WATER PUMP . . . . . . . . . . . . . . . . . . . . . . . . 21
COOLANT PERFORMANCE . . . . . . . . . . . . . . . 5 CLEANING AND INSPECTION
COOLING SYSTEM HOSES . . . . . . . . . . . . . . . 5 COOLING SYSTEM CLEANING/REVERSE
PRESSURE/VENT CAP . . . . . . . . . . . . . . . . . . . 4 FLUSHING . . . . . . . . . . . . . . . . . . . . . . . . . . 24
THERMOSTAT . . . . . . . . . . . . . . . . . . . . . . . . . 4 FAN BLADE . . . . . . . . . . . . . . . . . . . . . . . . . . 24
VISCOUS FAN DRIVE . . . . . . . . . . . . . . . . . . . . 6 RADIATOR CLEANING . . . . . . . . . . . . . . . . . . 24
DIAGNOSIS AND TESTING WATER PUMP . . . . . . . . . . . . . . . . . . . . . . . . 24
BELT DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . 15 ADJUSTMENTS
LOW COOLANT LEVEL- AERATION . . . . . . . . 15 DRIVE BELT TENSION . . . . . . . . . . . . . . . . . . 25
PRELIMINARY CHECKS . . . . . . . . . . . . . . . . . . 7 SPECIFICATIONS
RADIATOR COOLANT FLOW CHECK . . . . . . . . 8 COOLING SYSTEM CAPACITY . . . . . . . . . . . . 25
TESTING COOLING SYSTEM FOR LEAKS . . . 14 THERMOSTAT . . . . . . . . . . . . . . . . . . . . . . . . 25
THERMOSTAT . . . . . . . . . . . . . . . . . . . . . . . . . 8 TORQUE SPECIFICATIONS . . . . . . . . . . . . . . . 25
VISCOUS FAN DRIVE . . . . . . . . . . . . . . . . . . . . 8
SERVICE PROCEDURES
COOLANT LEVEL CHECK . . . . . . . . . . . . . . . . 15
GENERAL INFORMATION COOLING SYSTEM COMPONENTS

The cooling system consists of:
COOLING SYSTEM • A brass-core radiator with plastic side tanks
The cooling system regulates engine operating temper- • A radiator mounted fill vent valve
ature. It allows the engine to reach normal operating • A separate pressurized coolant tank
temperature as quickly as possible, maintains normal • A cam type pressure/vent cap mounted to the
operating temperature and prevents overheating. coolant tank
The cooling system also provides a means of heat- • Cooling fan (mechanical)
ing the passenger compartment. The cooling system • Thermal viscous fan drive
is pressurized and uses a centrifugal water pump to • Fan shroud
circulate coolant throughout the system. A water • Thermostat
manifold collects coolant from the cylinder heads. A • Coolant
separate and remotely mounted, pressurized coolant • Low coolant level sensor
tank using a pressure/vent cap is used. • Low coolant warning lamp
• Coolant temperature gauge
• Water pump
• Hoses and hose clamps
7-2 COOLING SYSTEM ZG
COOLANT ROUTING ENGINE ACCESSORY DRIVE BELTS
For cooling system flow routing, refer to (Fig. 1) The accessory drive components are operated by a
single, crankshaft driven, serpentine drive belt. Ini-
RADIATOR tial belt adjustment is done with an adjustable ten-
The radiator used with the 2.5L diesel is con- sioner pulley. After the initial adjustment is
structed of a horizontal cross-flow brass core with performed, an automatic belt tensioner is used to
plastic side tanks. maintain correct belt tension at all times.
CAUTION: Plastic tanks, while stronger than brass, CAUTION: When installing a serpentine accessory
are subject to damage by impact, such as drive belt, the belt MUST be routed correctly. If not,
wrenches. the engine may overheat due to water pump rotat-
ing in wrong direction. Refer to the engine Belt
If the plastic tank has been damaged, the tank Schematic in Specification section at the end of this
and/or gaskets are available for service repair. Tank group for the correct belt routing.
replacement should be done by qualified personal
with proper equipment.
Fig. 1 Coolant Flow—2.5L Diesel Engine—Typical

Fig. 2 Coolant Tank and Radiator Hoses

COOLANT TANK WATER PUMP
A pressurized, plastic coolant tank is used with the A centrifugal water pump circulates coolant
cooling system. This separate tank should be consid- through the water jackets, passages, water manifold,
ered part of the radiator. The tank is located at the radiator core, pressurized coolant tank, cooling sys-
right-rear side of the engine compartment and is tem hoses and heater core. The pump is driven from
mounted as the highest point of the cooling system. the engine crankshaft by a drive belt. The water
This will allow any air or vapor exceeding the pres- pump is bolted to the water pump adapter (Fig. 3).
sure/vent cap rating to escape through the cap. Cool- The water pump adapter is bolted to the engine.
ant will flow through the tank at all times during The water pump impeller is pressed onto the rear of a
engine operation whether the engine is cold or at shaft that rotates in bearings pressed into the housing.
normal operating temperature. The coolant tank is The bottom of the housing is equipped with a small vent
equipped with a cam type pressure/vent cap. Refer to tube (Fig. 3) to allow seepage to escape. A drain hose is
Pressure/Vent Cap for additional information. attached to this tube. The water pump seals are lubri-
A separate coolant reserve/overflow tank is not cated by the antifreeze in the coolant mixture. No addi-
used with this system. tional lubrication is necessary.
The low coolant level sensor is located on the bot-
tom of the tank (Fig. 2).
6A rubber o-ring (instead of a gasket) is used as a DESCRIPTION AND OPERATION
seal between the water pump and the water pump
adapter (Fig. 3). THERMOSTAT
A pellet-type thermostat controls the operating
temperature of the engine by controlling the amount
of coolant flow to the radiator. The thermostat starts
to open at 80°C (176°F). Above this temperature,
coolant is allowed to flow to the radiator. This pro-
vides quick engine warmup and overall temperature
control.
The same thermostat is used for winter and sum-
mer seasons. An engine should not be operated with-
out a thermostat, except for servicing or testing.
Operating without a thermostat causes other prob-
lems. These are: longer engine warmup time, unreli-
able warmup performance, increased exhaust
emissions and crankcase condensation. This conden-
sation can result in sludge formation.
CAUTION: Do not operate an engine without a

thermostat, except for servicing or testing.
PRESSURE/VENT CAP
The pressure/vent cap is cam type cap. This cap
releases excess pressure at some point within a
range of 90 - 117 kPa (13 - 17 psi). The actual pres-
sure relief point (in pounds) is labeled on top of the
cap.
The cooling system will operate at pressures
slightly above atmospheric pressure. This results in a
Fig. 3 Water Pump— Typical
higher coolant boiling point allowing increased radi-
A quick test to determine if the pump is working is ator cooling capacity. The cap contains a spring-
to check if the heater warms properly. A defective loaded pressure relief valve. This valve opens when
water pump will not be able to circulate heated cool- system pressure reaches approximately 103 kPa (15
ant through the long heater hose to the heater core. psi).
When the engine is cooling down, vacuum is formed
COOLANT within the cooling system. To prevent collapse of the radi-
The cooling system is designed around the coolant. ator and coolant hoses from this vacuum, a vacuum valve
Coolant flows through the engine water jackets and is used within the cap. This valve prevents excessive
water manifold absorbing heat produced during pressure differences from occurring between the closed
engine operation. The coolant carries heat to the cooling system and the atmosphere. If the vacuum valve
radiator and heater core. Here it is transferred to the is stuck shut, the radiator and/or cooling system hoses
ambient air passing through the radiator and heater will collapse on cool-down.
core fins.
NOTE: Do not use any type of tool when tighten-
LOW COOLANT LEVEL SENSOR ing the cap. Hand tighten only (approximately 5 N·m
The low coolant level sensor checks for low coolant or 44 in. lbs.) torque.
level in the coolant tank. A signal will be sent from
this sensor to the powertrain control module (PCM).
When the PCM determines low coolant level, the
instrument panel mounted low coolant level warning
lamp will be illuminated. The sensor is located on the
bottom of the coolant tank. For information, refer to
Group 8E, Instrument Panel and Gauges.
If this lamp is illuminated, it indicates the need for
service.
COOLANT PERFORMANCE Propylene-glycol/Ethylene-glycol Mixtures—Should Not Be
Used in Chrysler Vehicles
ETHYLENE-GLYCOL MIXTURES Propylene-glycol/ethylene-glycol Mixtures can
The required ethylene-glycol (antifreeze) and water cause the destabilization of various corrosion inhibi-
mixture depends upon the climate and vehicle oper- tors, causing damage to the various cooling system
ating conditions. The recommended mixture of 50/50 components. Also, once ethylene-glycol and propy-
ethylene-glycol and water will provide protection lene-glycol based coolants are mixed in the vehicle,
against freezing to -37 deg. C (-35 deg. F). The anti- conventional methods of determining freeze point will
freeze concentration must always be a minimum of not be accurate. Both the refractive index and spe-
44 percent, year-round in all climates. If percentage cific gravity differ between ethylene glycol and propy-
is lower than 44 percent, engine parts may be lene glycol.
eroded by cavitation, and cooling system com-
ponents may be severely damaged by corrosion. CAUTION: Richer antifreeze mixtures cannot be
Maximum protection against freezing is provided measured with normal field equipment and can
with a 68 percent antifreeze concentration, which cause problems associated with 100 percent ethyl-
prevents freezing down to -67.7 deg. C (-90 deg. F). A ene-glycol.
higher percentage will freeze at a warmer tempera-
ture. Also, a higher percentage of antifreeze can
cause the engine to overheat because the specific
COOLING SYSTEM HOSES
heat of antifreeze is lower than that of water. Rubber hoses route coolant to and from the radia-
tor, water manifold and heater core. Models equipped
100 Percent Ethylene-Glycol—Should Not Be Used in with air conditioning have a heater water control
Chrysler Vehicles (shut-off) valve. This is located in-line with the
Use of 100 percent ethylene-glycol will cause for- heater core inlet and outlet hoses. It controls coolant
mation of additive deposits in the system, as the cor- flow to the heater core when the air conditioning sys-
rosion inhibitive additives in ethylene-glycol require tem is in operation.
the presence of water to dissolve. The deposits act as Radiator lower hoses are spring-reinforced to pre-
insulation, causing temperatures to rise to as high as vent collapse from water pump suction at moderate
149 deg. C (300) deg. F). This temperature is hot and high engine speeds.
enough to melt plastic and soften solder. The
increased temperature can result in engine detona- WARNING: CONSTANT TENSION HOSE CLAMPS
tion. In addition, 100 percent ethylene-glycol freezes ARE USED ON MOST COOLING SYSTEM HOSES.
at 22 deg. C (-8 deg. F). WHEN REMOVING OR INSTALLING, USE ONLY
Propylene-glycol Formulations—Should Not Be Used in CLAMP (Fig. 4). ALWAYS WEAR SAFETY GLASSES
Chrysler Vehicles WHEN SERVICING CONSTANT TENSION CLAMPS.
Propylene-glycol formulations do not meet
Chrysler coolant specifications. It’s overall effec-
tive temperature range is smaller than that of ethyl-
ene-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-gly-
col. Use of propylene-glycol can result in boil-over or
freeze-up in Chrysler vehicles, which are designed for
ethylene-glycol. Propylene glycol also has poorer heat
transfer characteristics than ethylene glycol. This
can increase cylinder head temperatures under cer-
tain conditions.
Fig. 4 Hose Clamp Tool

CAUTION: A number or letter is stamped into the radiator discharge air. It engages the viscous fan
tongue of constant tension clamps (Fig. 5). If drive for higher fan speed if the air temperature from
replacement is necessary, use only an original the radiator rises above a certain point. Until addi-
equipment clamp with matching number or letter. tional engine cooling is necessary, the fan will remain
at a reduced rpm regardless of engine speed.
Fig. 6 Viscous Fan Drive

The viscous fan drive will only engage when suffi-
cient heat is present. This is when the air flowing
through the radiator core causes a reaction from the
bimetallic coil. It then increases fan speed to provide
the necessary additional engine cooling.
Once the engine has cooled, the radiator discharge
temperature will drop. The bimetallic coil again
Fig. 5 Clamp Number/Letter Location
reacts and the fan speed is reduced to the previous
Inspect the hoses at regular intervals. Replace disengaged speed.
hoses that are cracked, feel brittle when squeezed, or
swell excessively when the system is pressurized. CAUTION: Some engines equipped with serpentine
For all vehicles: In areas where specific routing drive belts have reverse rotating fans and viscous
clamps are not provided, be sure that hoses are posi- fan drives. They are marked with the word
tioned with sufficient clearance. Check clearance REVERSE to designate their usage. Installation of
from exhaust manifolds and pipe, fan blades, drive the wrong fan or viscous fan drive can result in
belts and sway bars. Improperly positioned hoses can engine overheating.
be damaged, resulting in coolant loss and engine
overheating.
Ordinary worm gear type hose clamps (when NOISE
equipped) can be removed with a straight screw-
NOTE: It is normal for fan noise to be louder (roar-
driver or a hex socket. To prevent damage to
ing) when:
hoses or clamps, the hose clamps should be
tightened to 4 N·m (34 in. lbs.) torque. Do not • The underhood temperature is above the engage-
over tighten hose clamps. ment point for the viscous drive coupling. This may
When performing a hose inspection, inspect the occur when ambient (outside air temperature) is very
radiator lower hose for proper position and condition high.
of the internal spring. • Engine loads and temperatures are high such as
when towing a trailer.
VISCOUS FAN DRIVE • Cool silicone fluid within the fan drive unit is
The thermal viscous fan drive (Fig. 6) is a silicone- being redistributed back to its normal disengaged
fluid-filled coupling. It connects the fan blade assem- (warm) position. This can occur during the first 15
bly to the fan pulley. The coupling allows the fan to seconds to one minute after engine start-up on a cold
be driven in a normal manner. This is done at low engine.
engine speeds while limiting the top speed of the fan
to a predetermined maximum level at higher engine
speeds. A bimetallic spring coil is located on the front
face. This spring coil reacts to the temperature of the
LEAKS If a defective belt tensioner is suspected, a check of
Viscous fan drive operation is not affected by small this pivot bracket and pivot pin should be made. Cor-
oil stains near the drive bearing. If leakage appears rosion may have formed at the pin and may cause
excessive, replace the fan drive unit. the pivot bracket to stick. Belt slippage will result.
BELT TENSION WARNING: BECAUSE OF HIGH SPRING PRES-

Correct accessory drive belt tension is required to SURE, DO NOT ATTEMPT TO DISASSEMBLE THE
be sure of optimum performance of belt driven engine AUTOMATIC BELT TENSIONER. UNIT IS SERVICED
accessories. If specified tension is not maintained, AS AN ASSEMBLY.
belt slippage may cause; engine overheating, lack of
power steering assist, loss of air conditioning capac-
ity, reduced generator output rate and greatly DIAGNOSIS AND TESTING
reduced belt life.
Initial belt adjustment is done with a adjustable PRELIMINARY CHECKS
tensioner pulley. After the initial adjustment is per-
formed, an automatic belt tensioner is used to main- ENGINE COOLING SYSTEM OVERHEATING
tain correct belt tension at all times. Do not attempt Establish what driving conditions caused the com-
to check belt tension with a belt tension gauge on plaint. Abnormal loads on the cooling system such as
vehicles equipped with an automatic belt tensioner. the following may be the cause:
Refer to Automatic Belt Tensioner in this group. (1) PROLONGED IDLE, VERY HIGH AMBIENT
TEMPERATURE, SLIGHT TAIL WIND AT IDLE,
AUTOMATIC BELT TENSIONER SLOW TRAFFIC, TRAFFIC JAMS, HIGH SPEED
Drive belt tension is controlled by a spring loaded OR STEEP GRADES.
automatic belt tensioner located below and to the Driving techniques that avoid overheating are:
front of the engine oil filter (Fig. 7). This tensioner is • Idle with A/C off when temperature gauge is at
connected to a pivot bracket and a pulley (Fig. 7). end of normal range.
The pivot bracket rotates on a pivot pin attached to • Increasing engine speed for more air flow is rec-
the engine. Special machined washers with rubber ommended.
o-rings (Fig. 7) are used at each side of the pivot (2) TRAILER TOWING:
bracket to help keep dirt and water away from the Consult Trailer Towing section of owners manual.
pivot pin. Do not exceed limits.
(3) RECENT SERVICE OR ACCIDENT REPAIR:
Determine if any recent service has been per-
formed on vehicle that may effect cooling system.
This may be:
• Engine adjustments (incorrect timing)
• Slipping engine accessory drive belt
• Brakes (possibly dragging)
• Changed parts (incorrect water pump)
• Reconditioned radiator or cooling system refilling
(possibly under filled or air trapped in system).
NOTE: If investigation reveals none of the previous

items as a cause for an engine overheating com-
plaint, refer to following Cooling System Diagnosis
charts.
These charts are to be used as a quick-reference

only. Refer to the group text for information.
Fig. 7 Automatic Belt Tensioner Assembly

COOLING SYSTEM DIAGNOSIS–DIESEL VISCOUS FAN DRIVE
ENGINE
TESTING
THERMOSTAT If the fan assembly free-wheels without drag (the
fan blades will revolve more than five turns when
DIAGNOSIS spun by hand), replace the fan drive. This spin test
Diesel engines, due to their inherent efficiency are must be performed when the engine is cool.
slower to warm up than gasoline powered engines, The cooling system must be in good condition. This is
and will operate at lower temperatures when the checked prior to performing the following test. It also will
vehicle is unloaded. Because of this, lower tempera- ensure against excessively high coolant temperature.
ture gauge readings for diesel versus gasoline
engines may, at times be normal. WARNING: BE SURE OF ADEQUATE FAN BLADE
Typically, complaints of low engine coolant temper- CLEARANCE BEFORE DRILLING.
ature are observed as low heater output when com-
(1) Drill a 3.12-mm (1/8-in) diameter hole in the
bined with cool or cold outside temperatures.
top center of the fan shroud.
To help promote faster engine warm-up, an electric
(2) Obtain a dial thermometer with an 8 inch stem
engine block heater must be used with cool or cold
(or equivalent). It should have a range of -18°-to-
outside temperatures. This will help keep the engine
105°C (0°-to-220° F). Insert thermometer through the
coolant warm when the vehicle is parked. Use the
hole in the shroud. Be sure that there is adequate
block heater if the outside temperature is below 4°C
clearance from the fan blades.
(40°F). Do not use the block heater if the out-
(3) Block the air flow through the radiator. Secure
side temperature is above 4°C (40°F).
a sheet of plastic in front of the radiator (or air con-
TESTING ditioner condenser). Use tape at the top to secure the
plastic and be sure that the air flow is blocked.
NOTE: The DRB scan tool cannot be used to mon- (4) Be sure that the air conditioner (if equipped) is
itor engine coolant temperature on the diesel turned off.
engine.
WARNING: USE EXTREME CAUTION WHEN THE
(1) To determine if the thermostat is defective, it ENGINE IS OPERATING. DO NOT STAND IN A
must be removed from the vehicle. Refer to Thermo- DIRECT LINE WITH THE FAN. DO NOT PUT YOUR
stats for removal and installation procedures. HANDS NEAR THE PULLEYS, BELTS OR FAN. DO
(2) After the thermostat has been removed, exam- NOT WEAR LOOSE CLOTHING.
ine the thermostat and inside of thermostat housing
(5) Start the engine and operate at 2400 rpm. Within
for contaminants. If contaminants are found, the
ten minutes the air temperature (indicated on the dial
thermostat may already be in a “stuck open” position.
thermometer) should be up to 93° C (200° F). Fan drive
Flush the cooling system before replacing thermostat.
engagement should have started to occur at between
Refer to Cooling System Cleaning/Reverse Flushing
82° to 91° C (180° to 195° F). Engagement is distin-
in this group for additional information.
guishable by a definite increase in fan flow noise
(3) Place the thermostat into a container filled
(roaring).
with water.
(6) When the air temperature reaches 93° C (200°
(4) Place the container on a hot plate or other suit-
F), remove the plastic sheet. Fan drive disengage-
able heating device.
ment should have started to occur at between 57° to
(5) Place a commercially available radiator ther-
79° C (135° to 175° F). A definite decrease of fan
mometer into the water.
flow noise (roaring) should be noticed. If not, replace
(6) Apply heat to the water while observing the
the defective viscous fan drive unit.
thermostat and thermometer.
(7) When the water temperature reaches 80°C (176°F)
RADIATOR COOLANT FLOW CHECK
the thermostat should start to open (valve will start to
There is coolant flow all of the time through the
move). If the valve starts to move before this tempera-
coolant tank (bottle) before and after the thermostat
ture is reached, it is opening too early. Replace thermo-
opens. If you remove the vent valve and insert a tem-
stat. The thermostat should be fully open (valve will stop
perature gauge through the opening, coolant will
moving) at approximately 89°C (192°F). If the valve is
spill out of the system and the engine will not be
still moving after the water temperature reaches this
filled with coolant up to the heads.
temperature, it is opening too late. Replace thermostat.
(8) If the valve refuses to move at any time, CAUTION: Major damage could happen if you run
replace thermostat. the engine in this condition.
7 - 10 COOLING SYSTEM ZG
ZG COOLING SYSTEM 7 - 11
TESTING COOLING SYSTEM FOR LEAKS the cooling system pressure tester and test the sys-
tem as described below.
ULTRAVIOLET LIGHT METHOD Recheck the system cold if the cause of coolant loss
All Jeepy models have a leak detection additive is not located during warm engine examination.
added to the cooling system before they leave the fac-
tory. The additive is highly visible under ultraviolet
light (black light). If the factory original coolant has
been drained, pour one ounce of additive into the
cooling system. The additive is available through the
parts department. Place the heater control unit in
HEAT position. Start and operate the engine until
the radiator upper hose is warm to the touch. Aim
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 radiator
pressure tester to determine if any external leaks
exist (Fig. 8).
Fig. 9 Typical Cooling System Pressure Tester

Operate the tester pump to apply 103 kPa (15 psi)
pressure to the system. If the hoses enlarge exces-
sively or bulge while testing, replace as necessary.
Observe the gauge pointer and determine the condi-
tion of the cooling system according to the following
criteria:
• Holds Steady: If the pointer remains steady for
two minutes, there are no serious coolant leaks in
the system. However, there could be an internal leak
that does not appear with normal system test pres-
sure. Inspect for interior leakage or do the Internal
Leakage Test. Do this if it is certain that coolant is
being lost and no leaks can be detected.
• Drops Slowly: Shows a small leak or seepage is
Fig. 8 Leak Detection Using Black Light—Typical occurring. Examine all connections for seepage or
slight leakage with a flashlight. Inspect the radiator,
PRESSURE TESTER METHOD
hoses, gasket edges and heater. Seal any small leak
WARNING: HOT, PRESSURIZED COOLANT CAN holes with a Sealer Lubricant or equivalent. Repair
CAUSE SERIOUS INJURY BY SCALDING. NEVER leak holes and reinspect the system with pressure
REMOVE THE PRESSURE/VENT CAP OR PRES- applied.
SURE TESTER WHEN THE COOLING SYSTEM IS • Drops Quickly: Shows that a serious leakage is
HOT OR UNDER PRESSURE! occurring. Examine the system for serious external
leakage. If no leaks are visible, inspect for internal
Allow the engine to cool sufficiently so that the leakage. Large radiator leak holes should be repaired
system is not under pressure and carefully remove by a reputable radiator repair shop.
the pressure/vent cap from the filler neck. Warm the
engine with the pressure/vent cap off to normal oper-
ating temperature. With the engine turned off attach
INTERNAL LEAKAGE INSPECTION mal. Any belt with cracks running along a rib must
Remove the oil pan drain plug and drain a small be replaced (Fig. 10). Also replace the belt if it has
amount of engine oil. Coolant, being heavier will excessive wear, frayed cords or severe glazing.
drain first, or operate engine to churn oil, then exam- Refer to the Serpentine Drive Belt Diagnosis chart
ine dipstick for water globules. Operate the engine for further belt diagnosis.
without the pressure/vent cap on the coolant tank
until thermostat opens.
Attach a radiator pressure tester to the tank filler
neck. If pressure builds up quickly, a leak exists as
result of a faulty cylinder head gasket or crack in the
engine. Repair as necessary.
WARNING: DO NOT ALLOW PRESSURE TO

EXCEED 117 KPA (17 PSI). TURN THE ENGINE OFF.
TO RELEASE THE PRESSURE, ROCK THE TESTER
FROM SIDE TO SIDE. WHEN REMOVING THE
TESTER, DO NOT TURN THE TESTER MORE THAN
1/2 TURN IF THE SYSTEM IS UNDER PRESSURE.
If there is no immediate pressure increase, pump

the pressure tester until the indicated pressure is
within the system range. Vibration of the gauge
pointer indicates compression or combustion leakage
into the cooling system.
LOW COOLANT LEVEL- AERATION

CAUTION: Engine damage could occur if the cool- Fig. 10 Serpentine Belt Wear Patterns
ant level is allowed to get this low. Always ensure
that the coolant level is not below the add coolant SERVICE PROCEDURES
mark. The baffles in the pressurized coolant tank
(degasser bottle) will not allow you to see the fluid COOLANT LEVEL CHECK
level. Check the coolant level through the pressur- The coolant level is checked and adjusted at the
ized coolant tank. For better visibility of the coolant pressurized coolant tank. The tank is located at the
level use a shop lamp to light the pressurized cool- right-rear side of the engine compartment and is
ant tank and look through the pressurized coolant mounted as the highest point of the cooling system.
tank. This will allow any air or vapor exceeding the pres-
sure/vent cap rating to escape through the cap. The
If the coolant level in the radiator drops below the coolant tank is equipped with a cam type pressure/
top of radiator core tubes, air will enter the cooling vent cap. Refer to Pressure/Vent Cap for additional
system. information.
Low coolant level can cause the thermostat pellet A coolant reserve/overflow system with a separate
to be suspended in air instead of coolant. This will tank is not used with the 2.5L diesel engine.
cause the thermostat to open later, which in turn (1) Add coolant into the coolant tank up to the
causes higher coolant temperature. Air trapped in COLD mark. If possible, only add coolant when
the cooling system also reduces the amount of coolant the engine is cold. Coolant level in a warm
circulating in the heater core resulting in low heat engine will be higher in the tank due to ther-
output. mal expansion.
(2) After the engine has been operated through a
BELT DIAGNOSIS few heat-up and cool-down cycles, recheck the coolant
When diagnosing serpentine accessory drive belts, level in the tank.
small cracks that run across the ribbed surface of the
belt from rib to rib (Fig. 10), are considered normal. DRAINING COOLING SYSTEM
These are not a reason to replace the belt. However, The cooling system is equipped with a pressurized
cracks running along a rib (not across) are not nor coolant tank using a pressure/vent cap.
SERPENTINE DRIVE BELT DIAGNOSIS

BLOCK DRAIN-PLUG, THE COOLANT TANK CAP,
THE RADIATOR FILL VENT VALVE, OR LOOSEN
THE RADIATOR DRAINCOCK WITH THE SYSTEM
HOT AND PRESSURIZED. SERIOUS BURNS FROM
THE COOLANT CAN OCCUR.
WARNING: IF VEHICLE HAS BEEN RUN

RECENTLY, WAIT AT LEAST 15 MINUTES BEFORE
REMOVING COOLANT TANK CAP. WITH A RAG,
SQUEEZE THE UPPER RADIATOR HOSE TO CHECK
IF SYSTEM IS UNDER PRESSURE. PLACE A RAG
OVER THE CAP. VERY SLOWLY ROTATE THE CAP
COUNTERCLOCKWISE ALLOWING PRESSURE TO
SLOWLY RELEASE. AFTER ALL PRESSURE HAS
BEEN RELEASED, REMOVE THE COOLANT TANK
CAP COMPLETELY.

reuse.
(1) Observe the previous WARNINGS and remove Fig. 11 Cylinder Block Drain-Plug
the coolant tank pressure/vent cap.
(2) The plastic radiator draincock is located on the
bottom of the left radiator tank. It can be accessed
from the bottom of vehicle.
(a) Attach one end of a 24 inch long X 1/4 inch
ID drain-hose to the nipple below the radiator
draincock.
(b) Put the other end of drain-hose into a clean
container.
(c) Open the draincock (counterclockwise as
viewed from left side of vehicle) and drain coolant
from radiator.
(3) If the complete cooling system must be drained,
raise the vehicle and remove the cylinder block drain-
plug (Fig. 11). This hex- headed plug is located on the
right/rear side of the engine above the starter motor.
REFILLING COOLING SYSTEM

The cooling system is equipped with a pressurized
coolant tank using a pressure/vent cap. Refilling of Fig. 12 Radiator Fill Vent Valve
the system is done through this tank.
(4) Continue to fill the cooling system until coolant is
NOTE: The radiator draincock is equipped with a observed escaping from the fill vent opening. When this
rubber o-ring. Do not over tighten draincock. occurs, install the fill vent valve. The plastic fill vent
valve is equipped with a rubber o- ring. Do not
(1) Tighten the radiator draincock and (if over tighten the fill vent valve.
removed), the cylinder block drain-plug. (5) Continue to fill the system until the coolant
(2) Remove the plastic radiator fill vent valve tank is full.
(unscrews counterclockwise) from the radiator. The (6) Install and tighten the coolant tank pressure/
fill vent valve is located on the top of the right radi- vent cap. Do not use any type of tool when tight-
ator tank (Fig. 12). ening the cap. Hand tighten only.
(3) With the fill vent valve removed, proceed to fill the (7) With the heater control unit in the HEAT posi-
system using a 50/50 mixture of water and antifreeze as tion, operate engine with coolant tank cap tightened.
described in the Coolant section of this group.
(8) After engine has reached normal operating
temperature, shut engine off and allow it to cool.
(9) Remove coolant tank cap.
(10) Add coolant into the coolant tank up to the
COLD mark. If possible, only add coolant when
the engine is cold. Coolant level in a warm
engine will be higher in the tank due to ther-
mal expansion.
(11) After the engine has been operated through a
few heat-up and cool-down cycles, recheck the coolant
level in the tank.
COOLANT REPLACEMENT
It is recommended that the cooling system be
drained and flushed at 84,000 kilometers (52,500
miles), or 3 years, whichever occurs first. Then every
Fig. 13 Hose Clamp Tool
two years, or 48,000 kilometers (30,000 miles),
whichever occurs first.

RADIATOR
DO NOT WASTE reusable coolant. If solution is

clean, drain coolant into a clean container for reuse.

ARE USED ON MOST COOLING SYSTEM HOSES.
WHEN REMOVING OR INSTALLING, USE ONLY
CLAMP (Fig. 13). ALWAYS WEAR SAFETY
GLASSES WHEN SERVICING CONSTANT TENSION Fig. 14 Clamp Number/Letter Location
CLAMPS. (5) Lift the fan shroud up until alignment tabs at
the bottom are clear of slots in bracket at bottom of
CAUTION: A number or letter is stamped into the radiator. Slip the fan shroud rearward and position it
tongue of constant tension clamps (Fig. 14). If over the fan blades.
replacement is necessary, use only an original (6) Remove radiator hose clamps and remove radi-
equipment clamp with matching number or letter. ator hoses.
(7) Mark the position of the hood latch striker on
the radiator crossmember and remove hood latch
REMOVAL striker.
(1) Disconnect negative battery cable at battery. (8) Remove radiator upper crossmember.
(2) Observe the previous WARNINGS. (9) If equipped with air conditioning, separate the
(3) Drain cooling system. Refer to Draining Cool- radiator from the A/C condenser by removing the
ing System in this group. condenser-to-radiator mounting brackets.
(4) Remove the upper fan shroud-to-upper cross- (10) Lift radiator straight up and out of engine
member mounting bolts. One of the bolts is mounted compartment taking care not to damage radiator or
vertically at the bottom of the fan shroud. A/C condenser fins.
INSTALLATION viewed from front. Threads on viscous fan drive are
The radiator is equipped with two alignment dow- RIGHT HAND. Snap-Ont 36 MM Fan Wrenches
els (Fig. 15). They are located on the bottom of the (number SP346) can be used to turn the mounting
plastic side tanks and fit into rubber grommets nut and to hold the fan pulley from rotating.
located in the front lower crossmember. (3) Do not attempt to remove fan/viscous fan drive
(1) Carefully lower the radiator into engine com- assembly from vehicle at this time.
partment. Position the alignment dowels on the bot- (4) Do not unbolt fan blade assembly from viscous
tom of radiator into the rubber grommets in front fan drive at this time.
lower crossmember (Fig. 15).
Fig. 15 Radiator Alignment Dowels—Typical

(2) If equipped with air conditioning, attach con-
Fig. 16 Thermal Viscous Fan Drive and Blade
denser to radiator with mounting brackets.
Assembly
(3) Install radiator upper crossmember.
(4) Install hood latch striker. (5) Remove the fan shroud mounting bolts. One of
(5) Connect radiator upper and lower hoses. the bolts is mounted vertically at the bottom of
(6) Insert alignment tabs at bottom of fan shroud shroud.
into slots in bracket at bottom of radiator. Install and (6) Remove fan shroud and fan blade/viscous fan
tighten fan shroud bolts to 3 N·m (31 in. lbs.) torque. drive assembly as a complete unit from vehicle.
(7) Connect negative battery cable. (7) After removing fan blade/viscous fan drive
(8) Fill cooling system with correct coolant. Refer assembly, do not place viscous fan drive in horizon-
to Refilling Cooling System in this group. tal position. If stored horizontally, silicone fluid in
(9) Start and warm the engine. Check for coolant the viscous fan drive could drain into its bearing
leaks. assembly and contaminate lubricant.
FAN BLADE REMOVAL CAUTION: Do not attempt to remove the fan pulley
bolts. The fan pulley is under tension from the drive
FAN BLADE REMOVAL belt.
Accessory drive belt removal is not necessary for
fan blade or viscous fan drive removal. (8) Remove four bolts securing fan blade assembly
(1) Disconnect negative battery cable from battery. to viscous fan drive (Fig. 16).
(2) The thermal viscous fan drive/fan blade assembly
FAN BLADE INSTALLATION
is attached (threaded) to the fan pulley shaft (Fig. 16).
(1) Install fan blade assembly to viscous fan drive.
Remove fan blade/viscous fan drive assembly from fan
Tighten bolts (Fig. 16) to 23 N·m (200 in. lbs.) torque.
pulley by turning mounting nut counter-clockwise as
(2) Position fan shroud and fan blade/viscous fan NOISE
drive assembly to vehicle as a complete unit.
(3) Install and tighten fan shroud bolts to 3 N·m NOTE: It is normal for fan noise to be louder (roar-
(31 in. lbs.) torque. ing) when:
fan pulley shaft (Fig. 16). • The underhood temperature is above the engage-
(5) Connect negative battery cable. ment point for the viscous drive coupling. This may
occur when ambient (outside air temperature) is very
VISCOUS FAN DRIVE high.
The thermal viscous fan drive (Fig. 17) is a sili- • Engine loads and temperatures are high such as
cone-fluid-filled coupling. It connects the fan blade when towing a trailer.
assembly to the fan pulley. The coupling allows the • Cool silicone fluid within the fan drive unit is
fan to be driven in a normal manner. This is done at being redistributed back to its normal disengaged
low engine speeds while limiting the top speed of the (warm) position. This can occur during the first 15
fan to a predetermined maximum level at higher seconds to one minute after engine start-up on a cold
engine speeds. A bimetallic spring coil is located on engine.
the front face. This spring coil reacts to the temper-
LEAKS
ature of the radiator discharge air. It engages the
Viscous fan drive operation is not affected by small
viscous fan drive for higher fan speed if the air tem-
oil stains near the drive bearing. If leakage appears
perature from the radiator rises above a certain
excessive, replace the fan drive unit.
point. Until additional engine cooling is necessary,
the fan will remain at a reduced rpm regardless of
THERMOSTAT
engine speed.
REMOVAL


reuse.
(1) Drain the coolant from the radiator until the
Fig. 17 Viscous Fan Drive level is below the thermostat housing. Refer to
Draining Cooling System for procedures.
The viscous fan drive will only engage when suffi-
cient heat is present. This is when the air flowing WARNING: CONSTANT TENSION HOSE CLAMPS
through the radiator core causes a reaction from the ARE USED ON MOST COOLING SYSTEM HOSES.
bimetallic coil. It then increases fan speed to provide WHEN REMOVING OR INSTALLING, USE ONLY
the necessary additional engine cooling. TOOLS DESIGNED FOR SERVICING THIS TYPE OF
Once the engine has cooled, the radiator discharge CLAMP (Fig. 13). ALWAYS WEAR SAFETY
temperature will drop. The bimetallic coil again GLASSES WHEN SERVICING CONSTANT TENSION
reacts and the fan speed is reduced to the previous CLAMPS.
disengaged speed.
CAUTION: Some engines equipped with serpentine CAUTION: A number or letter is stamped into the
drive belts have reverse rotating fans and viscous tongue of constant tension clamps (Fig. 14). If
fan drives. They are marked with the word replacement is necessary, use only an original
REVERSE to designate their usage. Installation of equipment clamp with matching number or letter.
the wrong fan or viscous fan drive can result in
engine overheating.
(2) Remove the upper radiator hose at the thermo- (6) Be sure that the radiator drain is tightly
stat housing. closed. Fill the cooling system to the correct level
(3) Remove the four thermostat housing bolts (Fig. 18) with the required coolant mixture. Refer to Refilling
Cooling System in this group for procedures.
(7) Start and warm the engine. Check thermostat
and hose for leaks.
DRIVE BELT
CAUTION: The drive belt on the 2.5L diesel engine
is equipped with a spring loaded automatic belt ten-
sioner. After belt installation, do not attempt to
check belt tension with a belt tension gauge.
AUTOMATIC BELT TENSIONER
Fig. 18 Thermostat Removal/Installation

(4) Remove the thermostat housing from the water
manifold.
(5) Remove the thermostat and rubber seal from
the water manifold.
(6) Thoroughly clean the rubber seal mating surfaces.
INSTALLATION
(1) Install a new rubber seal around the outer lip
of the thermostat (a notch is provided in the rubber
seal). Do not apply any adhesive to this seal.
(2) Install the replacement thermostat and rubber
seal as one assembly into the water manifold adapter
Fig. 19 Automatic Belt Tensioner Assembly
(the pointed end of the thermostat should be facing
towards the front of engine (Fig. 18). Observe the WATER PUMP
recess groove in the water manifold adapter. Be sure
the thermostat vent is in the 12 o’clock position (Fig. REMOVAL
18). The water pump can be removed without discharg-
(3) Position the thermostat housing and four bolts ing the air conditioning system (if equipped).
to the water manifold. The water pump is serviced by replacing the pump and
its impeller only. The water pump adapter (Fig. 20) does
CAUTION: Tightening the thermostat housing not have to be removed. The pump impeller is pressed on
unevenly or with the thermostat out of its recess the rear of the pump shaft and bearing assembly. The
groove, may result in a cracked housing. pump is serviced only as a complete assembly with the
impeller, housing, hub and bearing.
(4) Tighten the four housing bolts to 11 N·m (98
in. lbs.) torque.
(5) Install radiator hose to thermostat housing.
A rubber o-ring seal (instead of a gasket) is used as (4) If the water pump is being replaced, do not
a seal between the water pump and the water pump unbolt the fan blade assembly (Fig. 21) from the
adapter. thermal viscous fan drive.
Fig. 21 Thermal Viscous Fan Drive and Blade

Assembly
(5) Remove the upper fan shroud-to-upper cross-
Fig. 20 WATER PUMP REMOVAL/INSTALL— member mounting bolts. One of the bolts is mounted
TYPICAL vertically at the bottom of the fan shroud.
WARNING: DO NOT REMOVE THE CYLINDER (6) Slip the fan shroud rearward. Remove the fan
BLOCK DRAIN-PLUG, THE COOLANT TANK CAP, shroud and viscous drive/fan blade together as one
THE RADIATOR FILL VENT VALVE, OR LOOSEN assembly from the engine compartment.
THE RADIATOR DRAINCOCK WITH THE SYSTEM (7) Loosen but do not remove the 3 water pump
HOT AND PRESSURIZED. SERIOUS BURNS FROM pulley bolts (Fig. 20).
THE COOLANT CAN OCCUR. (8) Remove the drive belt by removing the auto-
matic belt tensioner. For procedures, refer to Belt
DO NOT WASTE reusable coolant. If the solution Removal/Installation in the Engine Accessory Drive
is clean, drain coolant into a clean container for Belts section of this group.
reuse.
(1) Disconnect negative battery cable at battery. WARNING: CONSTANT TENSION HOSE CLAMPS
(2) Drain the cooling system. Refer to Draining ARE USED ON MOST COOLING SYSTEM HOSES.
Cooling System in this group. WHEN REMOVING OR INSTALLING, USE ONLY
(3) The thermal viscous fan drive and the fan TOOLS DESIGNED FOR SERVICING THIS TYPE OF
blade assembly are attached (threaded) to the fan CLAMP (Fig. 22). ALWAYS WEAR SAFETY
pulley shaft (Fig. 21). Remove the fan/fan drive GLASSES WHEN SERVICING CONSTANT TENSION
assembly from the fan pulley by turning the mount- CLAMPS.
ing nut counterclockwise (as viewed from front).
Threads on the fan drive are RIGHT HAND. Snap-
Ont 36 MM Fan Wrenches (number SP346) can be CAUTION: A number or letter is stamped into the
used to turn the mounting nut and to hold the fan tongue of constant tension clamps (Fig. 23). If
pulley from rotating. replacement is necessary, use only an original
Fig. 22 Hose Clamp Tool Fig. 24 Coolant Tube at Water Pump

INSTALLATION
(1) Clean the o-ring mating surfaces. If the origi-
nal pump is to be reinstalled, remove any deposits or
other foreign material. Inspect the water pump,
water pump adapter and water pump mating sur-
faces for erosion or damage from cavitation.
(2) Position a new rubber o-ring seal (Fig. 20)
between the pump and pump adapter. Hold the seal
with petroleum jelly.
(3) Position the pump to the engine.
(4) Position the metal coolant tube and its mount-
ing bracket to the pump.
(5) Install the four water pump mounting bolts.
Tighten bolts to 24 N·m (18 ft. lbs.) torque.
(6) Install drain hose to vent tube at bottom of
pump.
(7) Position the water pump pulley to the water
pump.
(8) Install the water pump pulley bolts finger tight.
(9) Install the rubber coolant hose near the ther-
mostat.
(10) Install the drive belt and belt tensioner. For
Fig. 23 Clamp Number/Letter Location procedures, refer to Belt Removal/Installation in the
(9) A metal coolant tube (used to connect rubber Engine Accessory Drive Belts section of this group.
coolant hoses), and its mounting bracket are attached (11) Tighten the water pump pulley bolts to 24
to the front of the water pump (Fig. 24). A rubber N·m (18 ft. lbs.) torque.
hose connects this tube to the engine. Disconnect the (12) Position the viscous drive/fan blade and fan
hose clamp and rubber hose at the back of the ther- shroud to the engine compartment as one assembly.
mostat. Position the hose to the side. (13) Install the thermal viscous fan drive and fan
(10) Remove the 3 water pump pulley bolts (Fig. blade to fan pulley. Tighten to 56 N·m (41 ft. lbs.)
20). torque.
(11) Remove the water pump pulley from the (14) Install and tighten fan shroud mounting bolts
water pump. to 3 N·m (31 in. lbs.) torque.
(12) Disconnect the drain hose from the vent tube (15) Fill cooling system with coolant and check for
at the bottom of water pump (Fig. 20). leaks. Refer to Refilling Cooling System in this group.
(13) Remove the 4 water pump mounting bolts (16) Connect battery cable to battery.
(Fig. 20). (17) Start and warm the engine. Check for leaks.
(14) Remove water pump from engine.
CLEANING AND INSPECTION (2) Remove fan blade assembly from viscous fan
drive unit (four bolts) (Fig. 25).
WATER PUMP (3) Lay fan on a flat surface with leading edge fac-
ing down. With tip of blade touching flat surface,
INSPECTION replace fan if clearance between opposite blade and
Replace the water pump assembly if it has any of surface is greater than 2.0 mm (.090 inch). Rocking
the following conditions: motion of opposite blades should not exceed 2.0 mm
• The body is cracked or damaged (.090 inch). Test all blades in this manner.
• Water leaks from the shaft seal. This is evident
by traces of coolant below the vent tube drain hose WARNING: DO NOT ATTEMPT TO BEND OR
• Loose or rough turning bearing. STRAIGHTEN FAN BLADES IF NOT WITHIN SPECI-
• Impeller rubs either the water pump body or FICATIONS.
water pump adapter.
(4) Inspect fan assembly for cracks, bends, loose
RADIATOR CLEANING rivets or broken welds. Replace fan if any damage is
The radiator and air conditioning fins should be found.
cleaned when an accumulation of bugs, leaves etc.
CAUTION: If fan blade assembly is replaced
has occurred. Clean radiator fins are necessary for
because of mechanical damage, the fan pulley bear-
good heat transfer. With the engine cold, apply cold
ing and viscous fan drive should also be inspected.
water and compressed air to the back (engine side) of
These components could have been damaged due
the radiator to flush the radiator and/or A/C con-
to excessive vibration.
denser of debris.
FAN BLADE CAUTION: Some engines equipped with serpentine

drive belts have reverse rotating fans and viscous
INSPECTION fan drives. They are marked with the word
The fan cannot be repaired. If fan is damaged, it REVERSE to designate their usage. Installation of
must be replaced. Inspect fan as follows: the wrong fan or viscous fan drive can result in
(1) Remove fan blade and viscous fan drive as an engine overheating.
assembly from the engine.
COOLING SYSTEM CLEANING/REVERSE FLUSHING

at 90-to-117 kPa (13- to-17 psi) pressure. Exceeding
CLEANING
Drain cooling system and refill with water. Run
engine with coolant tank pressure/vent cap installed
until upper radiator hose is hot. Stop engine and
drain water from system. If water is dirty, fill system
with water, run engine and drain system. Repeat
until water drains clean.
REVERSE FLUSHING
Reverse flushing of the cooling system is the forc-
ing of water through the cooling system. This is done
using air pressure in the opposite direction of normal
coolant flow. It is usually only necessary with very
dirty systems with evidence of partial plugging.
REVERSE FLUSHING RADIATOR

Disconnect the radiator hoses from the radiator fit-
tings. Attach a section of radiator hose to the radia-
Fig. 25 Thermal Viscous Fan Drive and Blade Assembly tor bottom outlet fitting and insert the flushing gun.
Connect a water supply hose and air supply hose to ADJUSTMENTS
the flushing gun.
DRIVE BELT TENSION
CAUTION: The cooling system normally operates Initial belt adjustment is done with a adjustable
at 90-to-117 kPa (13- to-17 psi) pressure. Exceeding tensioner pulley. After the initial adjustment is per-
this pressure may damage the radiator or hoses. formed, an automatic belt tensioner is used to main-
tain correct belt tension at all times. For other
Allow the coolant tank and radiator to fill with
tensioner information and removal/installation proce-
water. When radiator is filled, apply air in short
dures, refer to Automatic Belt Tensioner in this
blasts allowing radiator to refill between blasts. Con-
group. Due to use of this belt tensioner, DO NOT
tinue this reverse flushing until clean water flows
attempt to use a belt tension gauge on the 2.5L die-
out through rear of radiator cooling tube passages.
sel engine.
For more information, refer to operating instructions
supplied with flushing equipment. Have radiator
cleaned more extensively by a radiator repair shop. SPECIFICATIONS
REVERSE FLUSHING ENGINE COOLING SYSTEM CAPACITY
Drain the cooling system. Remove the thermostat 2.5L Diesel Engine: 9.8 Liters (10.4 qts.)
housing and thermostat. Install the thermostat hous-
ing. Disconnect the radiator upper hose from the THERMOSTAT
radiator and attach the flushing gun to the hose. Dis- Starts to open at 80°C (176°F).
connect the radiator lower hose from the water
pump. Attach a lead away hose to the water pump TORQUE SPECIFICATIONS
inlet fitting.
DESCRIPTION TORQUE
CAUTION: Be sure that the heater water control
Automatic Belt Tensioner-to-Mounting Bracket
valve is closed (heat off). This is done to prevent
Bolt (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 N·m
coolant flow with scale and other deposits from
entering the heater core. Automatic Belt Tensioner to Block
Bolts (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . 121 N·m
Connect the water supply hose and air supply hose Coolant Tank
to the flushing gun. Allow the engine to fill with Cap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 N·m
water. When the engine is filled, apply air in short Fan Shroud-to-Radiator Mounting
blasts, allowing the system to fill between air blasts. Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 N·m
Continue until clean water flows through the lead Fan Blade-to-Thermal Viscous Fan Drive
away hose. For more information, refer to operating Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 N·m
instructions supplied with flushing equipment. Hose
Remove the lead away hose, flushing gun, water Clamps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 N·m
supply hose and air supply hose. Remove the thermo- Radiator-to-A/C Condenser Isolator
stat housing and install thermostat. Install the ther- Nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 N·m
mostat housing with a new replacement rubber seal. Thermal Viscous Fan Drive-to-Fan Hub
Refer to Thermostat Installation. Connect the radia- Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 N·m
tor hoses. Refill the cooling system with the correct Thermostat Housing
antifreeze/water mixture. Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 N·m
Water Pump Mounting
CHEMICAL CLEANING
In some instances, use a radiator cleaner (Mopar Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 N·m
Radiator Kleen or equivalent) before flushing. This Water Pump Pulley
will soften scale and other deposits and aid the flush- Bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 N·m
ing operation.
CAUTION: Be sure instructions on the container

are followed.
ZJ BATTERY 8A - 1
BATTERY
CONTENTS
page page
GENERAL INFORMATION IGNITION-OFF DRAW TEST . . . . . . . . . . . . . . . 10

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 1 LOAD TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 OPEN-CIRCUIT VOLTAGE TEST . . . . . . . . . . . . . 8
DESCRIPTION AND OPERATION VOLTAGE DROP TEST . . . . . . . . . . . . . . . . . . . 11
BATTERY MOUNTING . . . . . . . . . . . . . . . . . . . . . 3 SERVICE PROCEDURES
BATTERY SIZE AND RATINGS . . . . . . . . . . . . . . 2 BATTERY CHARGING . . . . . . . . . . . . . . . . . . . . 12
BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 REMOVAL AND INSTALLATION
DIAGNOSIS AND TESTING BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 SPECIFICATIONS
BUILT-IN TEST INDICATOR . . . . . . . . . . . . . . . . 6 BATTERY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
HYDROMETER TEST . . . . . . . . . . . . . . . . . . . . . 7
GENERAL INFORMATION INTRODUCTION

This section covers only battery diagnostic and ser-
OVERVIEW vice procedures. For battery maintenance procedures,
The battery, starting, and charging systems oper- refer to Group 0 - Lubrication and Maintenance.
ate with one another, and must be tested as a com- While battery charging can be considered a mainte-
plete system. In order for the vehicle to start and nance procedure, battery charging information is
charge properly, all of the components involved in located in this group. This was done because the bat-
these systems must perform within specifications. tery must be fully-charged before any diagnosis can
Group 8A covers the battery, Group 8B covers the be performed.
starting system, and Group 8C covers the charging The factory-installed low-maintenance battery has
system. Refer to Group 8W - Wiring Diagrams for removable battery cell caps. Water can be added to
complete circuit descriptions and diagrams. We have this battery. The battery is not sealed and has vent
separated these systems to make it easier to locate holes in the cell caps (Fig. 1). The chemical composi-
the information you are seeking within this Service tion within the low-maintenance battery reduces bat-
Manual. However, when attempting to diagnose any tery gassing and water loss, at normal charge and
of these systems, it is important that you keep their discharge rates.
interdependency in mind.
The diagnostic procedures used in these groups
include the most basic conventional diagnostic meth-
ods, to the more sophisticated On-Board Diagnostics
(OBD) built into the Powertrain Control Module
(PCM). Use of a induction milliampere ammeter, volt/
ohmmeter, battery charger, carbon pile rheostat (load
tester), and 12-volt test lamp may be required.
All OBD-sensed systems are monitored by the
PCM. Each monitored circuit is assigned a Diagnos-
tic Trouble Code (DTC). The PCM will store a DTC in
electronic memory for any failure it detects. See the
On-Board Diagnostics Test in Group 8C - Charging
System for more information.
Fig. 1 Low-Maintenance Battery - Typical

8A - 2 BATTERY ZJ
Rapid loss of electrolyte can be caused by an over- deposited on the plates, and the voltage potential of
charging condition. Be certain to diagnose the charg- the battery cells.
ing system before returning the vehicle to service. For a battery to remain useful, it must be able to
Refer to Group 8C - Charging System for more infor- produce high-amperage current over an extended
mation. period. A battery must also be able to accept a
The factory-installed battery also has a built-in charge, so that its voltage potential may be restored.
test indicator (hydrometer). The color visible in the In addition to producing and storing electrical energy,
sight glass of the indicator will reveal the battery the battery serves as a capacitor, or voltage stabilizer,
condition. See Built-In Test Indicator in this group for a vehicle’s electrical system. It absorbs most abnor-
for more information. mal or transient voltages caused by the switching of any
It is important that the battery, starting, and of the vehicle’s electrical components.
charging systems be thoroughly tested and inspected The battery is vented to release excess hydrogen gas
any time a battery needs to be charged or replaced. that is created when the battery is being charged or dis-
The cause of abnormal discharge, overcharging, or charged. However, even with these vents, the hydrogen
early battery failure must be diagnosed and corrected gas can collect in or around the battery. If hydrogen gas
before a battery is replaced or returned to service. is exposed to flame or sparks, it may ignite.
If the electrolyte level is low, the battery may arc
internally and explode. If the battery is equipped
DESCRIPTION AND OPERATION with removable cell caps, add distilled water when-
ever the electrolyte level is below the top of the
BATTERY plates. If the battery cell caps cannot be removed, the
The storage battery is a device used to store elec- battery must be replaced if the electrolyte level
trical energy potential in a chemical form. When an becomes low.
electrical load is applied to the battery terminals, an
electrochemical reaction occurs within the battery. BATTERY SIZE AND RATINGS
This reaction causes the battery to discharge electri- The battery Group Size number, the Cold Cranking
cal current. Amperage (CCA) rating, and the Reserve Capacity
The battery is made up of six individual cells that (RC) rating or Ampere-Hours (AH) rating can be
are connected in series. Each cell contains positively found on the original equipment battery label. Be
charged plate groups made of lead oxide, and nega- certain that a replacement battery has the correct
tively charged plate groups made of sponge lead. Group Size number, as well as CCA, and RC or AH
These dissimilar metal plates are submerged in a ratings that equal or exceed the original equipment
sulfuric acid and water solution called an electrolyte. specification for the vehicle being serviced.
As the battery discharges, a gradual chemical See the Battery Classifications and Ratings chart
change takes place within each cell. The sulfuric acid in Specifications at the back of this group for more
in the electrolyte combines with the plate materials, information. Battery sizes and ratings are discussed
causing both plates to slowly change to lead sulfate. in more detail below.
At the same time, oxygen from the positive plate
material combines with hydrogen from the sulfuric GROUP SIZE
acid, causing the electrolyte to become mainly water. The outside dimensions and terminal placement of
The chemical changes within the battery are the battery conform to standards established by the
caused by the movement of excess or free electrons Battery Council International (BCI). Each battery is
between the positive and negative plate groups. This assigned a BCI Group Size number to help identify a
movement of electrons produces a flow of electrical correctly-sized replacement.
current through the load device attached to the bat-
tery terminals. COLD CRANKING AMPERAGE
As the plate materials become more similar chem- The Cold Cranking Amperage (CCA) rating speci-
ically, and the electrolyte becomes less acid, the volt- fies how much current (in amperes) the battery can
age potential of each cell is reduced. However, by deliver for thirty seconds at -18° C (0° F). Terminal
charging the battery with a voltage higher than that voltage must not fall below 7.2 volts during or after
of the battery, the battery discharging process is the thirty second discharge period. The CCA required
reversed. is generally higher as engine displacement increases,
Charging the battery gradually changes the sul- depending also upon the starter current draw
fated lead plates back into sponge lead and lead requirements.
oxide, and the water back into sulfuric acid. This
action restores the difference in the electron charges
ZJ BATTERY 8A - 3
RESERVE CAPACITY DIAGNOSIS AND TESTING
The Reserve Capacity (RC) rating specifies the
time (in minutes) it takes for battery terminal volt- BATTERY
age to fall below 10.5 volts, at a discharge rate of 25 The battery must be completely charged and the
amperes. RC is determined with the battery fully- top, posts, and terminal clamps should be properly
charged at 26.7° C (80° F). This rating estimates how cleaned before diagnostic procedures are performed.
long the battery might last after a charging system See the Battery Charging procedure in this group for
failure, under minimum electrical load. more information.
AMPERE-HOURS WARNING:
The Ampere-Hours (AH) rating specifies the cur- • IF THE BATTERY SHOWS SIGNS OF FREEZ-
rent (in amperes) that a battery can deliver steadily ING, LEAKING, LOOSE POSTS, OR LOW ELECTRO-
for twenty hours, with the voltage in the battery not LYTE LEVEL, DO NOT TEST, ASSIST-BOOST, OR
falling below 10.5 volts. This rating is also sometimes CHARGE. THE BATTERY MAY ARC INTERNALLY
referred to as the twenty-hour discharge rating. AND EXPLODE. PERSONAL INJURY AND/OR VEHI-
CLE DAMAGE MAY RESULT.
BATTERY MOUNTING • EXPLOSIVE HYDROGEN GAS FORMS IN AND
The battery is mounted to a molded plastic tray AROUND THE BATTERY. DO NOT SMOKE, USE
located in the right front corner of the engine com- FLAME, OR CREATE SPARKS NEAR THE BATTERY.
partment. A U-nut is held in a formation on each side PERSONAL INJURY AND/OR VEHICLE DAMAGE
of the battery tray. A holddown strap fits across the MAY RESULT.
top of the battery case and thermoguard. To secure • THE BATTERY CONTAINS SULFURIC ACID,
the battery in the tray, a bolt passes through the WHICH IS POISONOUS AND CAUSTIC. AVOID CON-
holddown strap on each side of the battery, and is TACT WITH THE SKIN, EYES, OR CLOTHING. IN
threaded into the U-nut on each side of the battery THE EVENT OF CONTACT, FLUSH WITH WATER
tray. AND CALL A PHYSICIAN IMMEDIATELY. KEEP OUT
The battery tray is secured with three screws to OF THE REACH OF CHILDREN.
the front wheelhouse extension panel, forward of the • IF THE BATTERY IS EQUIPPED WITH REMOV-
right front wheel. The tray is also secured to the ABLE CELL CAPS, BE CERTAIN THAT EACH OF
right fender inner shield with two screws. THE CELL CAPS IS IN PLACE AND TIGHT BEFORE
A vacuum reservoir for the vehicle speed control THE BATTERY IS RETURNED TO SERVICE. PER-
and heater-A/C systems is mounted to the underside SONAL INJURY AND/OR VEHICLE DAMAGE MAY
of the battery tray. Refer to Group 8H - Vehicle RESULT FROM LOOSE OR MISSING CELL CAPS.
Speed Control System or Group 24 - Heating and Air
Conditioning for more information on the vacuum The condition of a battery is determined by two cri-
reservoir. teria:
On some models, a hole in the bottom of the bat- 1. State-Of-Charge - This can be determined by
tery tray is fitted with a battery temperature sensor. viewing the built-in test indicator, by checking the
Models without the battery temperature sensor have specific gravity of the electrolyte (hydrometer test),
a plug fitted to this hole. Refer to Group 8C - Charg- or by checking the battery voltage (open-circuit volt-
ing System for more information on the battery tem- age test).
perature sensor. 2. Cranking Capacity - This can be determined
When installing a battery, be certain that the hold- by performing a battery load test, which measures
down fasteners are tightened to the proper specifica- the ability of the battery to supply high-amperage
tions. Improper holddown fastener tightness, whether current.
too loose or too tight, can result in damage to the First, determine the battery state-of-charge. This
battery. See the Battery Removal and Installation can be done in one of three ways. If the battery has a
procedures in this group for the correct holddown fas- built-in test indicator, view the test indicator to
tener tightness specifications. determine the state-of-charge. If the battery has no
test indicator, but has removable cell caps, perform
the hydrometer test to determine the state-of-charge.
If the cell caps are not removable, or a hydrometer is
not available, perform the open-circuit voltage test to
determine the state-of-charge.
8A - 4 BATTERY ZJ
The battery must be charged before proceeding NOTE: Completely discharged batteries may take
with a load test if: several hours to accept a charge. See Charging A
• The built-in test indicator has a black or dark Completely Discharged Battery in this group for
color visible. more information.
• The temperature corrected specific gravity is
less than 1.235. A battery is fully-charged when:
• The open-circuit voltage is less than 12.4 volts. • All cells are gassing freely during charging.
A battery that will not accept a charge is faulty, • A green color is visible in the sight glass of the
and must be replaced. Further testing is not built-in test indicator.
required. A fully-charged battery must be load tested • Three corrected specific gravity tests, taken at
to determine its cranking capacity. A battery that is one-hour intervals, indicate no increase in the spe-
fully-charged, but does not pass the load test, is cific gravity.
faulty and must be replaced. • Open-circuit voltage is 12.4 volts or greater.
ZJ BATTERY 8A - 5
Battery Diagnosis
The battery seems 1. The battery has an incorrect size or 1. See Specifications in this group. Replace the
weak or dead rating for this vehicle. incorrect battery with the correct battery, if
when attempting 2. The battery is physically damaged. required.
to start the engine. 3. The battery terminal connections are 2. Inspect the battery for loose terminal posts or a
loose or corroded. cracked and leaking case. Replace the battery, if
4. The battery is discharged. damaged.
5. The electrical system is faulty. 3. See the Voltage Drop Test in this group. Clean
6. The battery is faulty. and tighten the battery terminal connections, if
7. The starting system is faulty. required.
8. The charging system is faulty. 4. See the Test Indicator, the Hydrometer Test, or
the Open-Circuit Voltage Test in this group to
determine the battery state-of-charge. Charge the
battery, if required.
5. See the Ignition-Off Draw Test in this group.
Repair the electrical system, if required.
6. See the Load Test in this group to determine
the battery condition. Replace the battery, if
required.
7. Refer to Group 8B - Starting Systems for more
information. Repair the starting system, if required.
8. Refer to Group 8C - Charging Systems for
more information. Repair the charging system, if
required.
The battery 1. The battery has an incorrect size or 1. See Specifications in this group. Replace the
state-of-charge rating for this vehicle. incorrect battery with the correct battery, if
cannot be 2. The battery terminal connections are required.
maintained. loose or corroded. 2. See the Voltage Drop Test in this group. Clean
3. The generator drive belt is loose or and tighten the battery terminal connections, if
worn. required.
4. The electrical system is faulty. 3. Refer to Group 7 - Cooling Systems for more
5. The battery is faulty. information. Replace or adjust the generator drive
6. The starting system is faulty. belt, if required.
7. The charging system is faulty. 4. See the Ignition-Off Draw Test in this group.
8. Electrical loads exceed the output of Repair the electrical system, if required.
the charging system. 5. See the Load Test in this group to determine
9. Slow driving or prolonged idling with the battery condition. Replace the battery, if
high-amperage draw systems in use. required.
6. Check whether the starting system is
performing to specifications. Refer to Group 8B -
Starting Systems for more information. Repair the
starting system, if required.
7. Refer to Group 8C - Charging Systems for
more information. Repair the charging system, if
required.
8. Inspect the vehicle for aftermarket electrical
equipment which might cause excessive electrical
loads.
9. Advise the vehicle operator, as required.
The battery will 1. The battery is faulty. 1. See Battery Charging in this group. Replace the
not accept a faulty battery, if required.
charge.
8A - 6 BATTERY ZJ
ABNORMAL BATTERY DISCHARGING PERSONAL INJURY AND/OR VEHICLE DAMAGE
Any of the following conditions can result in abnor- MAY RESULT.
mal battery discharging: • THE BATTERY CONTAINS SULFURIC ACID,
1. Corroded or loose battery posts and terminal WHICH IS POISONOUS AND CAUSTIC. AVOID CON-
clamps. TACT WITH THE SKIN, EYES, OR CLOTHING. IN
2. A loose or worn generator drive belt. THE EVENT OF CONTACT, FLUSH WITH WATER
3. Electrical loads that exceed the output of the AND CALL A PHYSICIAN IMMEDIATELY. KEEP OUT
charging system. This can be due to equipment OF THE REACH OF CHILDREN.
installed after manufacture, or repeated short trip • IF THE BATTERY IS EQUIPPED WITH REMOV-
use. ABLE CELL CAPS, BE CERTAIN THAT EACH OF
4. Slow driving speeds (heavy traffic conditions) or THE CELL CAPS IS IN PLACE AND TIGHT BEFORE
prolonged idling, with high-amperage draw systems THE BATTERY IS RETURNED TO SERVICE. PER-
in use. SONAL INJURY AND/OR VEHICLE DAMAGE MAY
5. A faulty circuit or component causing excessive RESULT FROM LOOSE OR MISSING CELL CAPS.
ignition-off draw. See the Ignition-Off Draw Test pro-
cedure in this group for more information. Before testing, visually inspect the battery for any
6. A faulty or incorrect charging system compo- damage (a cracked case or cover, loose posts, etc.)
nent. Refer to Group 8C - Charging System for more that would cause the battery to be faulty. In order to
information. obtain correct indications from the built-in test indi-
7. A faulty or incorrect battery. cator, it is important that the battery be level and
have a clean sight glass. Additional light may be
BUILT-IN TEST INDICATOR required to view the indicator. Do not use open
A test indicator (hydrometer) built into the top of flame as a source of additional light.
the battery case provides visual information for bat- To read the built-in test indicator, look into the
tery testing (Fig. 2). Like a hydrometer, the built-in sight glass and note the color of the indicator (Fig. 3).
test indicator measures the specific gravity of the Refer to the following description, as the color indi-
electrolyte. The test indicator reveals the battery cates:
state-of-charge; however, it will not reveal the crank- • Green - indicates 75% to 100% state-of-charge.
ing capacity of the battery. A load test must be per- The battery is adequately charged for further testing
formed to determine the battery cranking capacity. or return to use. If the vehicle will not crank for a
See the Load Test procedure in this group for more minimum of fifteen seconds with a fully-charged bat-
information. tery, perform the Load Test procedure as described in
this group.
• Black or Dark - indicates 0% to 75% state-of-
charge. The battery is inadequately charged and
must be charged until a green indication is visible in
the sight glass (12.4 volts or more), before the bat-
tery is tested further or returned to service. See the
Battery Charging procedure in this group for more
information. Also see Abnormal Battery Discharging
in this group for possible causes of the discharged
condition.
• Clear or Bright - indicates a low electrolyte
level. The electrolyte level in the battery is below the
Fig. 2 Built-In Test Indicator test indicator. A maintenance-free battery with non-
removable cell caps must be replaced if the electro-
WARNING: lyte level is low. Water must be added to a low-
• IF THE BATTERY SHOWS SIGNS OF FREEZ- maintenance battery with removable cell caps before
ING, LEAKING, LOOSE POSTS, OR LOW ELECTRO- it is charged. See the Battery Charging procedure in
LYTE LEVEL, DO NOT TEST, ASSIST-BOOST, OR this group for more information. A low electrolyte
CHARGE. THE BATTERY MAY ARC INTERNALLY level may be caused by an overcharging condition.
AND EXPLODE. PERSONAL INJURY AND/OR VEHI- Refer to Group 8C - Charging System to diagnose an
CLE DAMAGE MAY RESULT. overcharging condition.
• EXPLOSIVE HYDROGEN GAS FORMS IN AND
AROUND THE BATTERY. DO NOT SMOKE, USE
FLAME, OR CREATE SPARKS NEAR THE BATTERY.
ZJ BATTERY 8A - 7
SONAL INJURY AND/OR VEHICLE DAMAGE MAY
RESULT FROM LOOSE OR MISSING CELL CAPS.
Before testing, visually inspect the battery for any

damage (a cracked case or cover, loose posts, etc.)
that would cause the battery to be faulty. Then
remove the cell caps and check the electrolyte level.
Add distilled water if the electrolyte level is below
the top of the battery plates.
Refer to the instructions supplied with the hydrom-
eter for recommendations on the correct use of the
hydrometer. Remove only enough electrolyte from the
battery cell so that the float is off the bottom of the
Fig. 3 Built-In Test Indicator Sight Glass hydrometer barrel with pressure on the bulb
released.
HYDROMETER TEST
The hydrometer test reveals the battery state-of- CAUTION: Exercise care when inserting the tip of
charge by measuring the specific gravity of the elec- the hydrometer into a cell to avoid damaging the
trolyte. This test cannot be performed on plate separators. Damaged plate separators can
maintenance-free batteries with non-removable cell cause early battery failure.
caps. If the battery has non-removable cell caps, see
the Built-In Test Indicator or the Open-Circuit Volt- To read the hydrometer correctly, hold it with the
age Test procedures in this group. top surface of the electrolyte at eye level (Fig. 4).
Specific gravity is a comparison of the density of Hydrometer floats are generally calibrated to indi-
the electrolyte to the density of pure water. Pure cate the specific gravity correctly only at 26.7° C (80°
water has a specific gravity of 1.000, and sulfuric F). When testing the specific gravity at any other
acid has a specific gravity of 1.835. Sulfuric acid temperature, a correction factor is required.
makes up approximately 35% of the electrolyte by
weight, or 24% by volume.
In a fully-charged battery the electrolyte will have
a temperature-corrected specific gravity of 1.260 to
1.290. However, a specific gravity of 1.235 or above is
satisfactory for battery load testing and/or return to
service.
WARNING:
• IF THE BATTERY SHOWS SIGNS OF FREEZ-
ING, LEAKING, LOOSE POSTS, OR LOW ELECTRO-
LYTE LEVEL, DO NOT TEST, ASSIST-BOOST, OR
CHARGE. THE BATTERY MAY ARC INTERNALLY
AND EXPLODE. PERSONAL INJURY AND/OR VEHI-
PERSONAL INJURY AND/OR VEHICLE DAMAGE
MAY RESULT.
• THE BATTERY CONTAINS SULFURIC ACID,
WHICH IS POISONOUS AND CAUSTIC. AVOID CON-
TACT WITH THE SKIN, EYES, OR CLOTHING. IN
Fig. 4 Hydrometer - Typical
THE EVENT OF CONTACT, FLUSH WITH WATER
AND CALL A PHYSICIAN IMMEDIATELY. KEEP OUT The correction factor is approximately a specific
OF THE REACH OF CHILDREN. gravity value of 0.004, referred to as four points of
• IF THE BATTERY IS EQUIPPED WITH REMOV- specific gravity. For each 5.5° C above 26.7° C (10° F
ABLE CELL CAPS, BE CERTAIN THAT EACH OF above 80° F), add four points. For each 5.5° C below
THE CELL CAPS IS IN PLACE AND TIGHT BEFORE 26.7° C (10° F below 80° F), subtract four points.
THE BATTERY IS RETURNED TO SERVICE. PER- Always correct the specific gravity for temperature
8A - 8 BATTERY ZJ
variation. Test the specific gravity of the electrolyte • THE BATTERY CONTAINS SULFURIC ACID,
in each battery cell. WHICH IS POISONOUS AND CAUSTIC. AVOID CON-
EXAMPLE: A battery is tested at -12.2° C (10° F) TACT WITH THE SKIN, EYES, OR CLOTHING. IN
and has a specific gravity of 1.240. Determine the THE EVENT OF CONTACT, FLUSH WITH WATER
actual specific gravity as follows: AND CALL A PHYSICIAN IMMEDIATELY. KEEP OUT
(1) Determine the number of degrees above or OF THE REACH OF CHILDREN.
below 26.7° C (80° F): • IF THE BATTERY IS EQUIPPED WITH REMOV-
26.6° C - -12.2° C = 38.8° C (80° F - ABLE CELL CAPS, BE CERTAIN THAT EACH OF
10° F = 70° F) THE CELL CAPS IS IN PLACE AND TIGHT BEFORE
(2) Divide the result from Step 1 by 5.5 (10): THE BATTERY IS RETURNED TO SERVICE. PER-
38.8° C 4 5.5 = 7 (70° F 4 10 = 7) SONAL INJURY AND/OR VEHICLE DAMAGE MAY
(3) Multiply the result from Step 2 by the temper- RESULT FROM LOOSE OR MISSING CELL CAPS.
ature correction factor (0.004):
7 X 0.004 = 0.028 Before proceeding with this test, completely charge
(4) The temperature at testing was below 26.7° C the battery as described in the Battery Charging pro-
(80° F); therefore, the temperature correction factor cedure in this group.
is subtracted: (1) Before measuring the open-circuit voltage, the
1.240 - 0.028 = 1.212 surface charge must be removed from the battery.
The corrected specific gravity of the battery in this Turn on the head lamps for fifteen seconds, then
example is 1.212. allow up to five minutes for the battery voltage to
If the specific gravity of all cells is above 1.235, but stabilize.
the variation between cells is more than fifty points (2) Disconnect and isolate both battery cables, neg-
(0.050), the battery should be replaced. If the specific ative cable first.
gravity of one or more cells is less than 1.235, charge (3) Using a voltmeter connected to the battery
the battery at a rate of approximately five amperes. posts (refer to the instructions provided with the
Continue charging the battery until three consecu- voltmeter), measure the open-circuit voltage (Fig. 5).
tive specific gravity tests, taken at one-hour inter-
vals, are constant. If the cell specific gravity
variation is more than fifty points (0.050) at the end
of the charge period, replace the battery.
When the specific gravity of all cells is above 1.235,
and the cell variation is less than fifty points (0.050),
the battery may be load tested to determine its
cranking capacity. See the Load Test procedure in
this group for more information.
OPEN-CIRCUIT VOLTAGE TEST

A battery open-circuit voltage (no load) test will
show the state-of-charge of a battery. This test can be
used in place of the hydrometer test when a hydrom-
eter is not available, or for maintenance-free batter-
ies with non-removable cell caps. Fig. 5 Testing Open-Circuit Voltage - Typical
See the Open-Circuit Voltage chart. This voltage
WARNING:
reading will indicate the battery state-of-charge, but
will not reveal its cranking capacity. If a battery has
an open-circuit voltage reading of 12.4 volts or
greater, it may be load tested to reveal its cranking
capacity. See the Load Test procedure in this group
for more information.
MAY RESULT.
ZJ BATTERY 8A - 9
Open Circuit Voltage

Charge
Open Circuit Volts
Percentage
11.7 volts or less 0%
12.0 volts 25%
12.2 volts 50%
12.4 volts 75%
12.6 volts or more 100%
LOAD TEST
A battery load test will verify the battery cranking
capacity. The test is based on the Cold Cranking Amper-
age (CCA) rating of the battery. Refer to the battery Fig. 6 Volt-Ammeter-Load Tester - Typical
label, or see the Battery Classifications and Ratings
chart in Specifications at the back of this group for the
CCA rating of the factory-installed battery.
WARNING:
MAY RESULT. Fig. 7 Volt-Ammeter-Load Tester Connections -
• THE BATTERY CONTAINS SULFURIC ACID, Typical
WHICH IS POISONOUS AND CAUSTIC. AVOID CON-
(3) Rotate the load control knob (carbon pile rheo-
TACT WITH THE SKIN, EYES, OR CLOTHING. IN
stat) to apply a 300 ampere load to the battery for
THE EVENT OF CONTACT, FLUSH WITH WATER
fifteen seconds, then return the control knob to the
AND CALL A PHYSICIAN IMMEDIATELY. KEEP OUT
Off position (Fig. 8). This will remove the surface
OF THE REACH OF CHILDREN.
charge from the battery.
• IF THE BATTERY IS EQUIPPED WITH REMOV-
ABLE CELL CAPS, BE CERTAIN THAT EACH OF
THE CELL CAPS IS IN PLACE AND TIGHT BEFORE
THE BATTERY IS RETURNED TO SERVICE. PER-
Before proceeding with this test, completely charge

the battery as described in the Battery Charging pro-
cedure in this group.
(1) Disconnect and isolate both battery cables, neg-
ative cable first. The battery top and posts should be
clean.
(2) Connect a suitable volt-ammeter-load tester
(Fig. 6) to the battery posts (Fig. 7). Refer to the
operating instructions provided with the tester being
used. Check the open-circuit voltage (no load) of the Fig. 8 Remove Surface Charge from Battery -
battery. Open-circuit voltage must be 12.4 volts or Typical
greater.
8A - 10 BATTERY ZJ
(4) Allow the battery to stabilize to open-circuit IGNITION-OFF DRAW TEST
voltage. It may take up to five minutes for the bat- Ignition-Off Draw (IOD) refers to power being
tery voltage to stabilize. drained from the battery with the ignition switch in
(5) Rotate the load control knob to maintain a load the Off position. A normal vehicle electrical system
equal to 50% of the CCA rating of the battery (Fig. will draw from five to thirty milliamperes (0.005 to
9). After fifteen seconds, record the loaded voltage 0.030 ampere) with the ignition switch in the Off
reading, then return the load control knob to the Off position, and all non-ignition controlled circuits in
position. proper working order. The thirty milliamperes are
needed to enable the memory functions for the Pow-
ertrain Control Module (PCM), digital clock, electron-
ically tuned radio, and other modules which may
vary with the vehicle equipment.
A vehicle that has not been operated for approxi-
mately twenty days, may discharge the battery to an
inadequate level. When a vehicle will not be used for
twenty days or more (stored), remove the IOD fuse
from the Power Distribution Center (PDC). This will
reduce battery discharging.
Excessive IOD can be caused by:
• Electrical items left on
• Faulty or improperly adjusted switches
• Faulty or shorted electronic modules and compo-
nents
Fig. 9 Load 50% CCA Rating - Note Voltage - Typical • An internally shorted generator
(6) The voltage drop will vary with the battery • Intermittent shorts in the wiring.
temperature at the time of the load test. The battery If the IOD is over thirty milliamperes, the problem
temperature can be estimated by using the ambient must be found and corrected before replacing a bat-
temperature during the past several hours. If the tery. In most cases, the battery can be charged and
battery has been charged, boosted, or loaded a few returned to service after the excessive IOD condition
minutes prior to the test, the battery will be some- has been corrected.
what warmer. See the Load Test Temperature chart
DIAGNOSIS
for the proper loaded voltage reading.
(1) Verify that all electrical accessories are off.
Load Test Temperature Turn off all lamps, remove the ignition key, and close
all doors. If the vehicle is equipped with a illumi-
Temperature nated entry system or electronically tuned radio,
Minimum Voltage
°F °C allow the electronic timer function of these systems
to automatically shut off (time out). This may take
9.6 volts 70° 21°
up to three minutes.
and and
(2) Determine that the underhood lamp is operat-
above above
ing properly, then unplug the lamp wire harness con-
9.5 volts 60° 16° nector or remove the lamp bulb.
9.4 volts 50° 10° (3) Disconnect the battery negative cable.
9.3 volts 40° 4° (4) Set an electronic digital multi-meter to its
highest amperage scale. Connect the multi-meter
9.1 volts 30° -1° between the disconnected battery negative cable
8.9 volts 20° -7° clamp and the battery negative terminal post. Make
8.7 volts 10° -12° sure that the doors remain closed so that the illumi-
nated entry system is not activated. The multi-meter
8.5 volts 0° -18°
amperage reading may remain high for up to three
minutes, or may not give any reading at all while set
(7) If the voltmeter reading falls below 9.6 volts, at
in the highest amperage scale, depending upon the
a minimum battery temperature of 21° C (70° F), the
electrical equipment on the vehicle. The multi-meter
battery is faulty and must be replaced.
leads must be securely clamped to the battery nega-
tive cable clamp and the battery negative terminal
post. If continuity between the battery negative ter-
ZJ BATTERY 8A - 11
minal post and the negative cable clamp is lost dur- at the starter solenoid. If you probe the battery pos-
ing any part of the IOD test, the electronic timer itive terminal post and the cable connector at the
function will be activated and all of the tests will starter solenoid, you are reading the combined volt-
have to be repeated. age drop in the battery positive cable clamp-to-termi-
(5) After about three minutes, the high-amperage nal post connection and the battery positive cable.
IOD reading on the multi-meter should become very
low or nonexistent, depending upon the electrical WARNING:
equipment on the vehicle. If the amperage reading • IF THE BATTERY SHOWS SIGNS OF FREEZ-
remains high, remove each fuse or circuit breaker ING, LEAKING, LOOSE POSTS, OR LOW ELECTRO-
(refer to Group 8W - Wiring Diagrams for more infor- LYTE LEVEL, DO NOT TEST, ASSIST-BOOST, OR
mation) until the amperage reading becomes very CHARGE. THE BATTERY MAY ARC INTERNALLY
low, or nonexistent. This will isolate each circuit and AND EXPLODE. PERSONAL INJURY AND/OR VEHI-
identify the source of the high-amperage IOD. If the CLE DAMAGE MAY RESULT.
amperage reading remains high after disconnecting • EXPLOSIVE HYDROGEN GAS FORMS IN AND
each fuse and circuit breaker, unplug the wire har- AROUND THE BATTERY. DO NOT SMOKE, USE
ness connector from the generator. If the amperage FLAME, OR CREATE SPARKS NEAR THE BATTERY.
reading now becomes very low or nonexistent, refer PERSONAL INJURY AND/OR VEHICLE DAMAGE
to Group 8C - Charging System to diagnose the MAY RESULT.
faulty charging system. After the high-amperage IOD • THE BATTERY CONTAINS SULFURIC ACID,
has been corrected, switch the multi-meter to pro- WHICH IS POISONOUS AND CAUSTIC. AVOID CON-
gressively lower amperage scales and, if necessary, TACT WITH THE SKIN, EYES, OR CLOTHING. IN
repeat the fuse and circuit breaker removal process THE EVENT OF CONTACT, FLUSH WITH WATER
to identify and correct the sources of excessive IOD. AND CALL A PHYSICIAN IMMEDIATELY. KEEP OUT
It is now safe to select the lowest milliampere scale OF THE REACH OF CHILDREN.
of the multi-meter to check the low-amperage IOD. • IF THE BATTERY IS EQUIPPED WITH REMOV-
ABLE CELL CAPS, BE CERTAIN THAT EACH OF
CAUTION: Do not open any doors, or turn on any THE CELL CAPS IS IN PLACE AND TIGHT BEFORE
electrical accessories with the lowest milliampere THE BATTERY IS RETURNED TO SERVICE. PER-
scale selected, or the multi-meter may be damaged. SONAL INJURY AND/OR VEHICLE DAMAGE MAY
(6) Observe the multi-meter reading. The low-am- RESULT FROM LOOSE OR MISSING CELL CAPS.
perage IOD should not exceed thirty milliamperes
(0.030 ampere). If the draw exceeds thirty milliam- The following operation will require a voltmeter
peres, isolate each circuit by removing the circuit accurate to 1/10 (0.10) volt. Before performing the
breakers and fuses. The multi-meter reading will tests, be certain the following procedures are accom-
drop to within the acceptable limit when the source plished:
of the excessive draw is disconnected. Repair this cir- • Battery is fully-charged as described in this
cuit as required; whether a wiring short, incorrect group.
switch adjustment, or a component failure is at fault. • Fully engage the parking brake.
• If the vehicle is equipped with an automatic
VOLTAGE DROP TEST transmission, place the gearshift selector lever in the
The voltage drop test will determine if there is Park position. If the vehicle is equipped with a man-
excessive resistance in the battery terminal connec- ual transmission, place the gearshift selector lever in
tions or the battery cables. When performing these the Neutral position and fully depress the clutch
tests, it is important to remember that the voltage pedal.
drop is giving an indication of the resistance between • Unplug the Automatic ShutDown (ASD) relay to
the two points at which the voltmeter probes are prevent the engine from starting. The ASD relay is
attached. located in the Power Distribution Center (PDC).
Example: When testing the resistance of the bat- Refer to the PDC label for ASD relay identification
tery positive cable, touch the voltmeter leads to the and location.
battery positive cable clamp and the cable connector
8A - 12 BATTERY ZJ
(1) Connect the positive lead of the voltmeter to tighten the battery cable connection at the solenoid.
the battery negative terminal post. Connect the neg- Repeat the test. If the reading is still above 0.2 volt,
ative lead of the voltmeter to the battery negative replace the faulty battery positive cable.
cable clamp (Fig. 10). Rotate and hold the ignition
switch in the Start position. Observe the voltmeter. If
voltage is detected, correct the poor contact between
the cable clamp and the terminal post.
Fig. 12 Test Battery Positive Cable Resistance -

Typical
(4) Connect the voltmeter to measure between the
battery negative terminal post and a good clean ground
on the engine block (Fig. 13). Rotate and hold the igni-
Fig. 10 Test Battery Negative Connection tion switch in the Start position. Observe the voltmeter.
Resistance - Typical If the reading is above 0.2 volt, clean and tighten the
battery negative cable attachment on the engine block.
(2) Connect the positive lead of the voltmeter to
Repeat the test. If the reading is still above 0.2 volt,
the battery positive terminal post. Connect the nega-
replace the faulty battery negative cable.
tive lead of the voltmeter to the battery positive cable
clamp (Fig. 11). Rotate and hold the ignition switch
in the Start position. Observe the voltmeter. If volt-
age is detected, correct the poor contact between the
cable clamp and the terminal post.
Fig. 13 Test Ground Circuit Resistance - Typical

SERVICE PROCEDURES
BATTERY CHARGING
A battery is fully-charged when:
Fig. 11 Test Battery Positive Connection Resistance • All cells are gassing freely during battery charging.
- Typical • A green color is visible in the sight glass of the
built-in test indicator.
(3) Connect the voltmeter to measure between the • Three corrected specific gravity tests, taken at
battery positive terminal post and the starter sole- one-hour intervals, indicate no increase in the spe-
noid battery terminal stud (Fig. 12). Rotate and hold cific gravity.
the ignition switch in the Start position. Observe the • Open-circuit voltage is 12.4 volts or above.
voltmeter. If the reading is above 0.2 volt, clean and
ZJ BATTERY 8A - 13
WARNING: test, return the battery to use. If the battery will not
• IF THE BATTERY SHOWS SIGNS OF FREEZ- endure a load test, it is faulty and must be replaced.
ING, LEAKING, LOOSE POSTS, OR LOW ELECTRO- Clean and inspect the battery holddowns, tray, ter-
LYTE LEVEL, DO NOT TEST, ASSIST-BOOST, OR minals, posts, and top before completing service. See
CHARGE. THE BATTERY MAY ARC INTERNALLY the Battery Removal and Installation procedures in
AND EXPLODE. PERSONAL INJURY AND/OR VEHI- this group for more information.
• EXPLOSIVE HYDROGEN GAS FORMS IN AND CHARGING A COMPLETELY DISCHARGED
AROUND THE BATTERY. DO NOT SMOKE, USE BATTERY
FLAME, OR CREATE SPARKS NEAR THE BATTERY. The following procedure should be used to recharge
PERSONAL INJURY AND/OR VEHICLE DAMAGE a completely discharged battery. Unless this proce-
MAY RESULT. dure is properly followed, a good battery may be
• THE BATTERY CONTAINS SULFURIC ACID, needlessly replaced.
WHICH IS POISONOUS AND CAUSTIC. AVOID CON- (1) Measure the voltage at the battery posts with a
TACT WITH THE SKIN, EYES, OR CLOTHING. IN voltmeter, accurate to 1/10 (0.10) volt (Fig. 14). If the
THE EVENT OF CONTACT, FLUSH WITH WATER reading is below ten volts, the charge current will be
AND CALL A PHYSICIAN IMMEDIATELY. KEEP OUT low. It could take some time before the battery
OF THE REACH OF CHILDREN. accepts a current greater than a few milliamperes.
• IF THE BATTERY IS EQUIPPED WITH REMOV- Such low current may not be detectable on the
ABLE CELL CAPS, BE CERTAIN THAT EACH OF ammeters built into many chargers.
THE CELL CAPS IS IN PLACE AND TIGHT BEFORE
THE BATTERY IS RETURNED TO SERVICE. PER-
CAUTION:
• Always disconnect and isolate the battery neg-
ative cable before charging a battery. Do not exceed
sixteen volts while charging a battery. Damage to
the vehicle electrical system components may
result.
• Battery electrolyte will bubble inside the bat-
tery case during normal battery charging. Electro-
lyte boiling or being discharged from the battery
vents indicates a battery overcharging condition. Fig. 14 Voltmeter Accurate to 1/10 Volt Connected -
Immediately reduce the charging rate or turn off the Typical
charger to evaluate the battery condition. Damage
to the battery may result from overcharging. (2) Disconnect and isolate the battery negative
• The battery should not be hot to the touch. If cable. Connect the battery charger leads. Some bat-
the battery feels hot to the touch, turn off the tery chargers are equipped with polarity-sensing cir-
charger and let the battery cool before continuing cuitry. This circuitry protects the charger and/or the
the charging operation. Damage to the battery may battery from being damaged if they are improperly
result. connected. If the battery state-of-charge is too low for
the polarity-sensing circuitry to detect, the charger
Some battery chargers are equipped with polarity- will not operate. This makes it appear that the bat-
sensing circuitry. This circuitry protects the charger tery will not accept charging current. Refer to the
and/or the battery from being damaged if they are instructions provided with the battery charger to
improperly connected. If the battery state-of-charge bypass the polarity-sensing circuitry.
is too low for the polarity-sensing circuitry to detect, (3) Battery chargers vary in the amount of voltage
the charger will not operate. This makes it appear and current they provide. The amount of time
that the battery will not accept charging current. required for a battery to accept measurable charger
Refer to the instructions provided with the battery current at various voltages is shown in the Charge
charger to bypass the polarity-sensing circuitry. Rate chart. If the charge current is still not measur-
After the battery has been charged to 12.4 volts or able at the end of the charging time, the battery is
greater, perform a load test to determine the battery faulty and must be replaced. If the charge current is
cranking capacity. If the battery will endure a load measurable during the charging time, the battery
8A - 14 BATTERY ZJ
may be good and the charging should be completed in REMOVAL AND INSTALLATION
the normal manner.
BATTERY
Charge Rate (1) Turn the ignition switch to the Off position.
Voltage Hours Make sure all electrical accessories are turned off.
(2) Loosen the cable terminal clamps and discon-
16.0 volts maximum up to 4 hours
nect both battery cables, negative cable first. If nec-
14.0 to 15.9 volts up to 8 hours essary, use a puller to remove the terminal clamps
13.9 volts or less up to 16 hours from the battery posts (Fig. 15).
CHARGING TIME REQUIRED

The time required to charge a battery will vary,
depending upon the following factors:
• Battery Capacity - A completely discharged
heavy-duty battery requires twice the charging time
of a small capacity battery.
• Temperature - A longer time will be needed to
charge a battery at -18° C (0° F) than at 27° C (80°
F). When a fast charger is connected to a cold bat-
tery, the current accepted by the battery will be very
low at first. As the battery warms, it will accept a
higher charging current rate (amperage). Fig. 15 Remove Battery Terminal Clamp - Typical
• Charger Capacity - A charger that supplies
only five amperes will require a longer charging (3) Inspect the cable terminal clamps for corrosion
time. A charger that supplies twenty amperes or and damage. Remove any corrosion using a wire
more will require a shorter charging time. brush or a post and terminal cleaning tool, and a
• State-Of-Charge - A completely discharged bat- sodium bicarbonate (baking soda) and warm water
tery requires more charging time than a partially cleaning solution (Fig. 16). Replace any cable that
discharged battery. Electrolyte is nearly pure water has damaged or deformed terminal clamps.
in a completely discharged battery. At first, the
charging current (amperage) will be low. As the bat-
tery charges, the specific gravity of the electrolyte
will gradually rise.
WARNING: NEVER EXCEED TWENTY AMPERES

WHEN CHARGING A COLD (-1° C/30° F) BATTERY.
THE BATTERY MAY ARC INTERNALLY AND
EXPLODE. PERSONAL INJURY AND/OR VEHICLE
DAMAGE MAY RESULT.
Battery Charging Timetable

Charging 5 10 20
Amperage Amperes Amperes Amperes
Open Circuit
Hours Charging at 21°C (70°F)
Voltage
12.25 to 12.39 6 hours 3 hours 1.5 hours
12.00 to 12.24 8 hours 4 hours 2 hours
11.95 to 11.99 12 hours 6 hours 3 hours
10.00 to 11.94 14 hours 7 hours 3.5 hours
less than 10.00 See Charging Completely Fig. 16 Clean Battery Cable Terminal Clamp -
Discharged Battery Typical
ZJ BATTERY 8A - 15
WARNING: WEAR A SUITABLE PAIR OF RUBBER
GLOVES (NOT THE HOUSEHOLD TYPE) WHEN
REMOVING A BATTERY BY HAND. SAFETY
GLASSES SHOULD ALSO BE WORN. IF THE BAT-
TERY IS CRACKED OR LEAKING, THE ELECTRO-
LYTE CAN BURN THE SKIN AND EYES.
(4) Remove the battery holddowns and remove the

battery from the vehicle (Fig. 17).
Fig. 18 Removing Cell Caps - Typical

battery is discharged, charge as required. See the
Built-In Test Indicator and the Battery Charging pro-
cedures in this group for more information.
(9) If the battery is to be reinstalled, clean the out-
side of the battery case and the top cover with a
sodium bicarbonate (baking soda) and warm water
cleaning solution to remove any acid film (Fig. 19).
Rinse the battery with clean water. Ensure that the
cleaning solution does not enter the battery cells
through the vent holes. If the battery is being
replaced, see the Battery Ratings and Classifications
chart in Specifications at the back of this group. Con-
firm that the replacement battery is the correct size
and has the correct ratings for the vehicle.
Fig. 17 Battery Holddowns

(5) Inspect the battery tray and holddowns for cor-
rosion or damage. Remove any corrosion using a wire
brush and a sodium bicarbonate (baking soda) and
warm water cleaning solution. Paint any exposed
bare metal and replace any damaged parts.
(6) Slide the thermoguard off of the battery case.
Inspect the battery case for cracks or other damage
that could result in electrolyte leaks. Also, check the
battery terminal posts for looseness. Batteries with
damaged cases or loose posts must be replaced.
(7) Check the electrolyte level in the battery. Use a
putty knife or another suitable wide flat-bladed tool
to pry the cell caps off (Fig. 18). Do not use a screw-
driver. Add distilled water to each cell until the liq-
uid reaches the bottom of the vent well. DO NOT
OVERFILL. Fig. 19 Clean Battery - Typical
(8) Inspect the battery built-in test indicator sight
glass for an indication of the battery condition. If the
8A - 16 BATTERY ZJ
(10) Clean any corrosion from the battery terminal
posts with a wire brush or a post and terminal
cleaner, and a sodium bicarbonate (baking soda) and
warm water cleaning solution (Fig. 20).
Fig. 21 Battery Cables

(13) Loosely install the battery holddown hard-
ware. Ensure that the battery base is correctly posi-
tioned in the tray, then tighten the holddowns to 2.2
N·m (20 in. lbs.).
CAUTION: Be certain that the battery cables are

connected to the correct battery terminals. Reverse
polarity may damage electrical components.
Fig. 20 Clean Battery Terminal Post - Typical (14) Install and tighten the battery positive cable
terminal clamp. Then install and tighten the battery
(11) Position the battery in the tray. Ensure that negative cable terminal clamp. Tighten both cable
the positive and negative terminal posts are correctly terminal clamp bolts to 8.5 N·m (75 in. lbs.).
positioned. The cable terminal clamps must reach the (15) Apply a thin coating of petroleum jelly or
correct battery post without stretching the cables chassis grease to the exposed surfaces of the cable
(Fig. 21). terminal clamps and the battery terminal posts.
(12) Reinstall the battery thermoguard by sliding
it over the battery case.
SPECIFICATIONS
BATTERY
Battery Classifications and Ratings
BCI Group
Cold
Size Reserve Ampere- Load Test
Part Number Cranking
Classifica- Capacity Hours Amperage
Amperage
tion
56044081 34 600 120 Minutes 66 300
ZJ STARTING SYSTEMS 8B - 1
STARTING SYSTEMS
CONTENTS
page page
GENERAL INFORMATION CONTROL CIRCUIT TEST . . . . . . . . . . . . . . . . . . 5

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 1 FEED CIRCUIT TEST . . . . . . . . . . . . . . . . . . . . . . 4
OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 STARTING SYSTEM . . . . . . . . . . . . . . . . . . . . . . 2
STARTER RELAY . . . . . . . . . . . . . . . . . . . . . . . . 2 STARTER RELAY . . . . . . . . . . . . . . . . . . . . . . . . 8
STARTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 STARTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
STARTING SYSTEM . . . . . . . . . . . . . . . . . . . . . . 1 SPECIFICATIONS
DIAGNOSIS AND TESTING STARTING SYSTEM . . . . . . . . . . . . . . . . . . . . . . 9
COLD CRANKING TEST . . . . . . . . . . . . . . . . . . . 4
GENERAL INFORMATION • Clutch pedal position switch (manual transmission)

• Park/neutral position switch (automatic trans-
OVERVIEW mission)
The battery, starting, and charging systems oper- • Wire harness and connections.
ate with one another, and must be tested as a com- This group covers diagnosis of the complete start-
plete system. In order for the vehicle to start and ing system, except the battery. However, this group
charge properly, all of the components involved in only covers service procedures for the starter and
these systems must perform within specifications. starter relay. Service procedures for other starting
Group 8A covers the battery, Group 8B covers the system components can be located as follows:
starting system, and Group 8C covers the charging • Battery - refer to Group 8A - Battery for the
system. Refer to Group 8W - Wiring Diagrams for diagnostic and service procedures
complete circuit descriptions and diagrams. We have • Ignition switch - refer to Group 8D - Ignition
separated these systems to make it easier to locate Systems for the service procedures
the information you are seeking within this Service • Clutch pedal position switch - refer to Group 6 -
Manual. However, when attempting to diagnose any Clutch for the service procedures
of these systems, it is important that you keep their • Park/neutral position switch - refer to Group 21
interdependency in mind. - Transmission for the service procedures
The diagnostic procedures used in these groups • Wire harness and connections - refer to Group
include the most basic conventional diagnostic meth- 8W - Wiring Diagrams for the service procedures.
ods, to the more sophisticated On-Board Diagnostics
(OBD) built into the Powertrain Control Module
(PCM). Use of a induction milliampere ammeter, volt/
ohmmeter, battery charger, carbon pile rheostat (load
STARTING SYSTEM
tester), and 12-volt test lamp may be required.
The starting system components form two separate cir-
All OBD-sensed systems are monitored by the
cuits. A high-amperage feed circuit that feeds the starter
PCM. Each monitored circuit is assigned a Diagnos-
between 150 and 350 amperes, and a low-amperage con-
tic Trouble Code (DTC). The PCM will store a DTC in
trol circuit that operates on less than 20 amperes.
electronic memory for any failure it detects. See the
Battery voltage is supplied through the low-amper-
On-Board Diagnostics Test in Group 8C - Charging
age control circuit to the coil battery terminal of the
System for more information.
starter relay when the ignition switch is turned to
the Start position. The park/neutral position switch
INTRODUCTION
is installed in series between the starter relay coil
The starting system consists of:
ground terminal and ground. This normally open
• Battery
switch prevents the starter relay from being ener-
• Starter relay
gized unless the automatic transmission gear selector
• Starter with an integral solenoid
is in the Neutral or Park positions.
• Ignition switch
8B - 2 STARTING SYSTEMS ZJ
When the starter relay coil is energized, the nor- component is faulty or damaged, the entire starter
mally open relay contacts close. The relay contacts assembly must be replaced.
connect the relay common feed terminal to the relay
normally open terminal. The closed relay contacts CAUTION:
energize the starter solenoid coil windings. • Permanent magnet starters are highly sensitive
The energized solenoid pull-in coil pulls in the sole- to hammering, shocks, and external pressure. The
noid plunger. The solenoid plunger pulls the shift permanent magnets may be damaged and the
lever in the starter. This engages the starter overrun- starter rendered unserviceable, if subjected to any
ning clutch and pinion gear with the starter ring of these conditions.
gear on the automatic transmission torque converter • The starter motor must not be clamped in a
(5.2L/5.9L engine), or the automatic transmission vise by the starter field frame. Doing so may dam-
torque converter drive plate (4.0L engine). age the permanent magnets. The starter should
As the solenoid plunger reaches the end of its only be clamped by the mounting flange.
travel, the solenoid contact disc completes the high- • Do not connect the starter motor incorrectly
amperage starter feed circuit and energizes the sole- when testing. Reverse polarity may damage the per-
noid plunger hold-in coil. Current now flows between manent magnets and render the starter unservice-
the solenoid battery terminal and the starter motor, able.
energizing the starter.
Once the engine starts, the overrunning clutch pro-
tects the starter from damage by allowing the starter STARTER RELAY
pinion gear to spin faster than the pinion shaft. The starter relay is a International Standards
When the driver releases the ignition switch to the Organization (ISO) micro-relay. The terminal desig-
On position, the starter relay coil is de-energized. nations and functions are the same as a conventional
This causes the relay contacts to open. When the ISO relay. However, the micro-relay terminal orienta-
relay contacts open, the starter solenoid plunger tion (or footprint) is different, the current capacity is
hold-in coil is de-energized. lower, and the relay case dimensions are smaller
When the solenoid plunger hold-in coil is de-ener- than those of the conventional ISO relay.
gized, the solenoid plunger return spring returns the The starter relay is a electromechanical device that
plunger to its relaxed position. This causes the con- switches battery current to the pull-in coil of the
tact disc to open the starter feed circuit, and the shift starter solenoid when the ignition switch is turned to
lever to disengage the overrunning clutch and pinion the Start position. See the Diagnosis and Testing sec-
gear from the starter ring gear. tion of this group for more information on the opera-
tion of the starter relay.
STARTER The starter relay is located in the Power Distribu-
The starter motor incorporates several features to tion Center (PDC), in the engine compartment. Refer
create a reliable, efficient, compact, and lightweight to the PDC label for relay identification and location.
unit. A planetary gear system (intermediate trans- The starter relay cannot be repaired and, if faulty
mission) is used between the electric motor and the or damaged, it must be replaced.
pinion gear. This feature makes it possible to reduce
the dimensions of the starter. At the same time, it DIAGNOSIS AND TESTING
allows higher armature rotational speed and delivers
increased torque through the pinion gear to the STARTING SYSTEM
starter ring gear on the automatic transmission For circuit descriptions and diagrams, refer to
torque converter or torque converter drive plate, or 8W-21 - Starting System in Group 8W - Wiring Dia-
on the manual transmission flywheel. grams.
The use of a permanent magnet field also reduces
the size and weight of the starter. The permanent WARNING: ON VEHICLES EQUIPPED WITH AIR-
magnet field consists of four high-strength perma- BAGS, REFER TO GROUP 8M - PASSIVE
nent magnets. The magnets are aligned according to RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
their polarity, and are permanently mounted in the STEERING WHEEL, STEERING COLUMN, OR
starter field frame. INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
The starter motors for all engines are activated by SERVICE. FAILURE TO TAKE THE PROPER PRE-
a solenoid mounted to the overrunning clutch hous- CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
ing. However, the starter motor and solenoid are ser- BAG DEPLOYMENT AND POSSIBLE PERSONAL
viced only as a complete assembly. If either INJURY.
INSPECTION tions of physical damage and loose or corroded wire
Before removing any unit from the starting system harness connections.
for repair or diagnosis, perform the following inspec- • Starter Relay - Visually inspect the starter
tions: relay for indications of physical damage and loose or
• Battery - Visually inspect the battery for indi- corroded wire harness connections.
cations of physical damage and loose or corroded • Starter - Visually inspect the starter for indica-
cable connections. Determine the state-of-charge and tions of physical damage and loose or corroded wire
cranking capacity of the battery. Charge or replace harness connections.
the battery, if required. Refer to Group 8A - Battery • Starter Solenoid - Visually inspect the starter
for more information. solenoid for indications of physical damage and loose
• Ignition Switch - Visually inspect the ignition or corroded wire harness connections.
switch for indications of physical damage and loose • Wiring - Visually inspect the wire harness for
or corroded wire harness connections. damage. Repair or replace any faulty wiring, as
• Park/Neutral Position Switch - Visually required.
inspect the park/neutral position switch for indica-
Starting System Diagnosis

STARTER FAILS TO 1. Battery discharged or faulty. 1. Refer to Group 8A - Battery. Charge or
ENGAGE. 2. Starting circuit wiring faulty. replace battery, if required.
3. Starter relay faulty. 2. See Cold Cranking Test, in this group. Test and
4. Ignition switch faulty. repair feed and/or control circuits, if required.
5. Park/Neutral position switch 3. See Relay Test, in this group. Replace relay, if
(auto trans) faulty or required.
misadjusted. 4. See Ignition Switch Test, in this group. Replace
6. Starter solenoid faulty. switch, if required.
7. Starter assembly faulty. 5. See Park/Neutral Position Switch Test, in this
group. Replace switch, if required.
6. See Solenoid Test, in this Group. Replace
starter assembly, if required.
7. If all other starting system components and
circuits check OK, replace starter assembly.
STARTER ENGAGES, FAILS 1. Battery discharged or faulty. 1. Refer to Group 8A - Battery. Charge or
TO TURN ENGINE. 2. Starting circuit wiring faulty. replace battery, if required.
3. Starter assembly faulty. 2. See Cold Cranking Test, in this group. Test
4. Engine seized. and repair feed and/or control circuits, if
required.
4. Refer to Group 9 - Engine, for diagnostic
and service procedures.
STARTER ENGAGES, SPINS 1. Broken teeth on starter ring 1. Remove starter as described in this group.
OUT BEFORE ENGINE gear. Inspect ring gear and replace, if required.
STARTS. 2. Starter assembly faulty. 2. If all other starting system components and
STARTER DOES NOT 1. Starter improperly installed. 1. Install starter as described in this group.
DISENGAGE. 2. Starter relay faulty. Tighten starter mounting hardware to correct
3. Ignition switch faulty. torque specifications.
4. Starter assembly faulty. 2. See Relay Test, in this group. Replace relay,
if required.
3. See Ignition Switch Test, in this group.
Replace switch, if required.
COLD CRANKING TEST FEED CIRCUIT TEST
For circuit descriptions and diagrams, refer to The starter feed circuit test (voltage drop method)
8W-21 - Starting System in Group 8W - Wiring Dia- will determine if there is excessive resistance in the
grams. The battery must be fully-charged and load- high-amperage circuit. For circuit descriptions and
tested before proceeding. Refer to Group 8A - Battery diagrams, refer to 8W-21 - Starting System in Group
for more information. 8W - Wiring Diagrams.
(1) Connect a suitable volt-ampere tester to the When performing these tests, it is important to
battery terminals (Fig. 1). Refer to the operating remember that the voltage drop is giving an indica-
instructions provided with the tester being used. tion of the resistance between the two points at
which the voltmeter probes are attached.
Example: When testing the resistance of the bat-
tery positive cable, touch the voltmeter leads to the
battery positive cable clamp and the cable connector
at the starter solenoid. If you probe the battery pos-
itive terminal post and the cable connector at the
starter solenoid, you are reading the combined volt-
age drop in the battery positive cable clamp-to-termi-
nal post connection and the battery positive cable.
The following operation will require a voltmeter
accurate to 1/10 (0.10) volt. Before performing the
tests, be certain that the following procedures are
accomplished:
• Battery is fully-charged. Refer to Group 8A -
Fig. 1 Volts-Amps Tester Connections - Typical Battery for more information.
• Fully engage the parking brake.
(2) Fully engage the parking brake. • Place the automatic transmission gearshift selec-
(3) Place the automatic transmission gearshift tor lever in the Park position.
selector lever in the Park position. • Unplug the Automatic ShutDown (ASD) relay to
(4) Verify that all lamps and accessories are prevent the engine from starting. The ASD relay is
turned off. located in the Power Distribution Center (PDC).
(5) To prevent the engine from starting, unplug Refer to the PDC label for ASD relay identification
the Automatic ShutDown (ASD) relay. The ASD relay and location.
is located in the Power Distribution Center (PDC). (1) Connect the positive lead of the voltmeter to
Refer to the PDC label for relay identification and the battery negative terminal post. Connect the neg-
location. ative lead of the voltmeter to the battery negative
(6) Rotate and hold the ignition switch in the Start cable clamp (Fig. 2). Rotate and hold the ignition
position. Note the cranking voltage and current switch in the Start position. Observe the voltmeter. If
(amperage) draw. voltage is detected, correct the poor contact between
(a) If the voltage reads below 9.6 volts, remove the cable clamp and the terminal post.
the starter for bench testing. If the starter bench
test is OK, refer to Group 9 - Engine for further
diagnosis of the engine. If the starter bench test is
not OK, replace the faulty starter.
(b) If the voltage reads above 9.6 volts and the
current (amperage) draw reads below specifica-
tions, see the Feed Circuit Test procedures in this
group.
(c) If the voltage reads 12.5 volts or greater and
the starter does not turn, see the Control Circuit
Test procedures in this group.
(d) If the voltage reads 12.5 volts or greater and
the starter turns very slowly, see the Feed Circuit
Test procedures in this group.
NOTE: A cold engine will increase the starter cur-

rent (amperage) draw reading, and reduce the bat- Fig. 2 Test Battery Negative Connection Resistance
tery voltage reading. - Typical
(2) Connect the positive lead of the voltmeter to tighten the battery negative cable attachment on the
the battery positive terminal post. Connect the nega- engine block. Repeat the test. If the reading is still
tive lead of the voltmeter to the battery positive cable above 0.2 volt, replace the faulty battery negative
clamp (Fig. 3). Rotate and hold the ignition switch in cable.
the Start position. Observe the voltmeter. If voltage
is detected, correct the poor contact between the
cable clamp and the terminal post.
Fig. 5 Test Ground Circuit Resistance - Typical

the starter housing. Connect the negative lead of the
voltmeter to the battery negative terminal post (Fig.
Fig. 3 Test Battery Positive Connection Resistance - 6). Rotate and hold the ignition switch in the Start
Typical position. Observe the voltmeter. If the reading is
(3) Connect the voltmeter to measure between the above 0.2 volt, correct the poor starter to engine
battery positive terminal post and the starter sole- block ground contact.
noid battery terminal stud (Fig. 4). 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 cable connection at the solenoid.
Repeat the test. If the reading is still above 0.2 volt,
replace the faulty battery positive cable.
Fig. 6 Test Starter Ground - Typical

If the resistance tests detect no feed circuit prob-
lems, remove the starter and see the Solenoid Test
procedure in this group.
CONTROL CIRCUIT TEST

Fig. 4 Test Battery Positive Cable Resistance -
Typical
8W-21 - Starting System in Group 8W - Wiring Dia-
(4) Connect the voltmeter to measure between the grams. The starter control circuit consists of:
battery negative terminal post and a good clean • Battery
ground on the engine block (Fig. 5). Rotate and hold • Starter relay
the ignition switch in the Start position. Observe the • Starter solenoid
voltmeter. If the reading is above 0.2 volt, clean and • Ignition switch
• Park/neutral position switch (2) Resistance between terminals 85 and 86 (elec-
• Wire harness and connections. tromagnet) should be 75 6 5 ohms. If OK, go to Step
Test procedures for these components should be 3. If not OK, replace the faulty relay.
performed in the order in which they are listed, as (3) Connect a battery to terminals 85 and 86.
follows: There should now be continuity between terminals
30 and 87, and no continuity between terminals 87A
SOLENOID TEST and 30. If OK, see the Relay Circuit Test procedure
Remove the starter as described in this group. in this group. If not OK, replace the faulty relay.
Then proceed as follows:
(1) Remove the wire from the solenoid field coil
terminal.
(2) Check for continuity between the solenoid ter-
minal and field coil terminal with a continuity tester
(Fig. 7). There should be continuity. If OK, go to Step
3. If not OK, replace the faulty starter assembly.
Fig. 7 Continuity Test Between Solenoid Terminal

and Field Coil Terminal Fig. 9 Starter Relay
(3) Check for continuity between the solenoid ter- RELAY CIRCUIT TEST
minal and the solenoid case (Fig. 8). There should be (1) The relay common feed terminal cavity (30) is
continuity. If OK, go to Step 4. If not OK, replace the connected to battery voltage and should be hot at all
faulty starter assembly. times. If OK, go to Step 2. If not OK, repair the open
circuit to the PDC fuse as required.
(2) The relay normally closed terminal (87A) is
connected to terminal 30 in the 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 the ener-
gized position. This terminal supplies battery voltage
to the starter solenoid field coils. There should be
continuity between the cavity for relay terminal 87
Fig. 8 Continuity Test Between Solenoid Terminal and the starter solenoid terminal at all times. If OK,
and Solenoid Case go to Step 4. If not OK, repair the open circuit to the
starter solenoid as required.
(4) Connect the solenoid field coil wire to the field (4) The coil battery terminal (86) is connected to
coil terminal. the electromagnet in the relay. It is energized when
(5) Install the starter as described in this group. the ignition switch is held in the Start position.
Check for battery voltage at the cavity for relay ter-
RELAY TEST
minal 86 with the ignition switch in the Start posi-
The starter relay (Fig. 9) is located in the Power
tion, and no voltage when the ignition switch is
Distribution Center (PDC) in the engine compart-
released to the On position. If OK, go to Step 5. If
not OK, check for an open or short circuit to the igni-
and location.
tion switch and repair, if required. If the circuit to
Remove the starter relay from the PDC as
the ignition switch is OK, see the Ignition Switch
described in this group to perform the following tests:
Test procedure in this group.
(1) A relay in the de-energized position should
(5) The coil ground terminal (85) is connected to
have continuity between terminals 87A and 30, and
the electromagnet in the relay. It is grounded
no continuity between terminals 87 and 30. If OK, go
through the park/neutral position switch only when
to Step 2. If not OK, replace the faulty relay.
the gearshift selector lever is in the Park or Neutral
positions. Check for continuity to ground at the cav- REMOVAL AND INSTALLATION
ity for relay terminal 85. If not OK, check for an
open or short circuit to the park/neutral position STARTER
switch and repair, if required. If the circuit is OK,
see the Park/Neutral Position Switch Test procedure 4.0L ENGINE
in this group. (1) Disconnect and isolate the battery negative
cable.
PARK/NEUTRAL POSITION SWITCH TEST (2) Raise and support the vehicle.
(1) Place the transmission gear selector lever in (3) Disconnect the battery cable and solenoid feed
the Park position. wire from the starter solenoid (Fig. 10).
cable.
(4) Unplug the park/neutral position switch wire
harness connector.
(5) Check for continuity between the center switch
terminal and a good chassis ground. There should be
continuity. If OK, go to Step 6. If not OK, replace the
faulty switch.
(6) Move the transmission gear selector to the
Reverse position and check for continuity between
the center switch terminal and a good chassis
ground. There should be no continuity. If not OK,
replace the faulty switch.
IGNITION SWITCH TEST
WARNING: ON VEHICLES EQUIPPED WITH AIR- Fig. 10 Starter Wire Harness Remove/Install -
BAGS, REFER TO GROUP 8M - PASSIVE Typical
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY (4) Remove the front starter mounting bolt and the
STEERING WHEEL, STEERING COLUMN, OR automatic transmission oil cooler line bracket (Fig.
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR 11).
INJURY.

cable.
(2) Remove the steering column shrouds and
unplug the ignition switch wire harness connector.
Refer to Group 8D - Ignition Systems for the proce-
dures.
(3) With the ignition switch in the On position,
check for continuity between the ignition switch ter-
minals 1 and 7. These are the terminals at each end
of the switch connector. There should be no continu-
ity. If OK, go to Step 4. If not OK, replace the faulty
switch.
(4) With the ignition switch held in the Start posi-
tion, check for continuity between the ignition switch
terminals 1 and 7 again. There should now be conti-
nuity. If not OK, replace the faulty switch.
Fig. 11 Starter Remove/Install - 4.0L Engine

(5) Remove the rear starter mounting bolt and (6) Move the starter towards the front of the vehi-
lower the starter. cle until the starter gear housing nose clears the bell-
(6) Reverse the removal procedures to install. housing. Then tilt the starter nose downwards past
Tighten the starter hardware as follows: the exhaust pipe.
• Upper mounting bolt - 55 N·m (40 ft. lbs.) (7) Reverse the removal procedures to install.
• Lower mounting bolt - 41 N·m (30 ft. lbs.) Tighten the starter hardware as follows:
• Solenoid battery cable nut - 10 N·m (90 in. lbs.) • Lower mounting bolt - 68 N·m (50 ft. lbs.)
• Solenoid terminal nut - 6 N·m (55 in. lbs.). • Upper mounting nut - 68 N·m (50 ft. lbs.)
• Solenoid battery cable nut - 10 N·m (90 in. lbs.)
5.2L AND 5.9L ENGINE • Solenoid terminal nut - 6 N·m (55 in. lbs.).
cable. STARTER RELAY
(2) Raise and support the vehicle. (1) Disconnect and isolate the battery negative
(3) Disconnect the battery cable and solenoid feed cable.
wire from the starter solenoid (Fig. 10). (2) Remove the cover from the Power Distribution
(4) Remove the lower starter mounting bolt and Center (PDC) (Fig. 13).
the exhaust brace (Fig. 12).

(3) Refer to the label on the PDC for starter relay
identification and location.
(4) Unplug the starter relay from the PDC.
(5) Install the starter relay by aligning the relay
terminals with the cavities in the PDC and pushing
the relay firmly into place.
Fig. 12 Starter Remove/Install - 5.2L and 5.9L
(6) Install the PDC cover.
Engine
(5) Remove the upper starter mounting nut, lock (8) Test the relay operation.
washer, and automatic transmission oil cooler line
bracket.
SPECIFICATIONS
STARTING SYSTEM
Starter and Solenoid

Manufacturer Mitsubishi Mitsubishi
Engine Application 4.0L 5.2L/5.9L
Power Rating 1.4 Kilowatt 1.4 Kilowatt
Voltage 12 Volts 12 Volts
Number of Fields 4 4
Number of Poles 4 4
Number of Brushes 4 4
Drive Type Planetary Gear Reduction Planetary Gear Reduction
Free Running Test Voltage 11.2 Volts 11.2 Volts
Free Running Test Maximum 80 Amperes 80 Amperes
Amperage Draw
Free Running Test Minimum Speed 2500 rpm 2500 rpm
Solenoid Closing Maximum Voltage 7.8 Volts 7.8 Volts
*Cranking Amperage Draw Test 160 Amperes 160 Amperes
*Test at operating temperature. Cold engine, tight (new) engine, or heavy oil will increase starter amperage draw.
ZG STARTING SYSTEMS 8B - 1
STARTING SYSTEMS
CONTENTS
page page

STARTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 STARTING SYSTEM . . . . . . . . . . . . . . . . . . . . . . 2
STARTER RELAY . . . . . . . . . . . . . . . . . . . . . . . . 1

STARTER
2.5L DIESEL ENGINE
cable.
(3) Remove the right front engine mount insulator
and brackets. Refer to Group 9 - Engines for the pro-
cedures.
(4) Remove the starter front support bracket (Fig.
1).
Fig. 2 Starter Heat Shield Remove/Install

• Front starter support bracket nuts - 10 N·m (90
in. lbs.)
• Front starter support bracket bolt - 47 N·m (35
ft. lbs.).
STARTER RELAY
Fig. 1 Starter Mounting - 2.5L Diesel Engine
(5) Remove the strap that secures the starter heat cable.
shield and remove the heat shield from the starter (2) Remove the cover from the Power Distribution
(Fig. 2). Center (PDC).
(6) Remove the three bolts that secure the starter (3) Refer to the label on the PDC for starter relay
mounting flange to the transmission adapter plate. identification and location.
(7) Lower the starter far enough to access and (4) Unplug the starter relay from the PDC.
remove the wire harness connections from the sole- (5) Install the starter relay by aligning the relay
noid. terminals with the cavities in the PDC and pushing
(8) Remove the starter from the vehicle. the relay firmly into place.
(9) Reverse the removal procedures to install. (6) Install the PDC cover.
Tighten the starter hardware as follows: (7) Connect the battery negative cable.
• Battery cable terminal nut - 27 N·m (20 ft. lbs.) (8) Test the relay operation.
• Starter mounting bolts - 27 N·m (20 ft. lbs.)
8B - 2 STARTING SYSTEMS ZG
SPECIFICATIONS
STARTING SYSTEM
Starter and Solenoid
Engine Application 2.5L Diesel
Power Rating 2.2 Kilowatt
Voltage 12 Volts
Number of Fields 4
Number of Poles 4
Number of Brushes 4
Drive Type Planetary Gear Reduction
Free Running Test Voltage 11.5 Volts
Free Running Test Maximum 160 Amperes
Amperage Draw
Free Running Test Minimum 5500 rpm
Speed
Solenoid Closing Maximum 7.8 Volts
Voltage
*Cranking Amperage Draw test 350 Amperes
*Test at operating temperature. Cold engine, tight (new) engine, or heavy oil will increase starter amperage draw.
ZJ CHARGING SYSTEM 8C - 1
CHARGING SYSTEM
CONTENTS
page page
GENERAL INFORMATION CHARGING SYSTEM . . . . . . . . . . . . . . . . . . . . 2

OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 CURRENT OUTPUT TEST . . . . . . . . . . . . . . . . 4
DESCRIPTION AND OPERATION ON-BOARD DIAGNOSTIC TEST FOR
BATTERY TEMPERATURE SENSOR . . . . . . . . . 2 CHARGING SYSTEM . . . . . . . . . . . . . . . . . . . 6
CHARGING SYSTEM OPERATION . . . . . . . . . . 1 REMOVAL AND INSTALLATION
ELECTRONIC VOLTAGE REGULATOR . . . . . . . 2 BATTERY TEMPERATURE SENSOR . . . . . . . . . 7
GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
BATTERY TEMPERATURE SENSOR . . . . . . . . . 5 GENERATOR RATINGS . . . . . . . . . . . . . . . . . . . 8
CHARGING SYSTEM RESISTANCE TESTS . . . 3 TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . . 8
GENERAL INFORMATION • Ignition switch (refer to Group 8D, Ignition Sys-

tem for information)
OVERVIEW • Battery (refer to Group 8A, Battery for informa-
The battery, starting, and charging systems oper- tion)
ate with one another, and must be tested as a com- • Battery temperature sensor
plete system. To allow the vehicle to start and charge • Generator Lamp (if equipped)
properly, all of the components involved in these • Check Gauges Lamp (if equipped)
three systems must perform within specifications. • Voltmeter (refer to Group 8E, Instrument Panel
Group 8A in this service manual covers the battery, and Gauges for information)
Group 8B covers the starting system, and Group 8C • Wiring harness and connections (refer to Group
covers the charging system. Refer to Group 8W, Wir- 8W, Wiring for information)
ing Diagrams for complete circuit descriptions and The charging system is turned on and off with the
diagrams. When attempting to diagnose any of these ignition switch. When the ignition switch is turned to
systems, it is important to keep their interdepen- the ON position, battery voltage from the powertrain
dency in mind. control module (PCM) is supplied to the generator
Certain charging system circuits are monitored by rotor to produce a magnetic field. This is done
On-Board Diagnostics (OBD) built into the Power- through one of the two field terminals at the rear of
train Control Module (PCM). Each monitored circuit generator.
is assigned a Diagnostic Trouble Code (DTC). The The amount of DC current produced by the gener-
PCM will store a DTC in electronic memory for cer- ator is controlled by the EVR (field control) circuitry
tain failures it detects. Refer to On-Board Diagnos- contained within the PCM. This circuitry is con-
tics in Group 25, Emission Control System for a nected in series with the second rotor field terminal
complete list of DTC’s and for information necessary and ground.
to access a DTC. For charging system diagnostic A battery temperature sensor, located in the bat-
information, refer to the appropriate Powertrain tery tray housing, is used to sense battery tempera-
Diagnostic Procedures service manual. ture. This temperature data, along with data from
monitored line voltage, is used by the PCM to vary
the battery charging rate. This is done by cycling the
DESCRIPTION AND OPERATION ground path to control the strength of the rotor mag-
netic field. The PCM then compensates and regulates
CHARGING SYSTEM OPERATION generator current output accordingly.
The charging system consists of: All vehicles are equipped with On-Board Diagnos-
• Generator tics (OBD). All OBD-sensed systems, including EVR
• Electronic Voltage Regulator (EVR) circuitry (field control) circuitry, are monitored by the PCM.
within the Powertrain Control Module (PCM) Each monitored circuit is assigned a Diagnostic Trou-
ble Code (DTC). The PCM will store a DTC in elec-
8C - 2 CHARGING SYSTEM ZJ
tronic memory for certain failures it detects. Refer to Module (PCM). The EVR is not serviced separately. If
On-Board Diagnostics in Group 25, Emission Control replacement is necessary, the PCM must be replaced.
System for more DTC information. Operation: The amount of DC current produced
The Check Gauges Lamp (if equipped) monitors: by the generator is controlled by EVR circuitry con-
charging system voltage, engine coolant tempera- tained within the PCM. This circuitry is connected in
ture and engine oil pressure. If an extreme condition series with the generators second rotor field terminal
is indicated, the lamp will be illuminated. This is and its ground.
done as reminder to check the three gauges. The sig- Voltage is regulated by cycling the ground path to
nal to activate the lamp is sent via the CCD bus cir- control the strength of the rotor magnetic field. The
cuits. The lamp is located on the instrument panel. EVR circuitry monitors system line voltage and bat-
Refer to Group 8E, Instrument Panel and Gauges for tery temperature (refer to Battery Temperature Sen-
additional information. sor for more information). It then compensates and
regulates generator current output accordingly. Also
GENERATOR refer to Charging System Operation for additional
The generator is belt-driven by the engine using a information.
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. DIAGNOSIS AND TESTING
As the energized rotor begins to rotate within the
generator, the spinning magnetic field induces a cur- CHARGING SYSTEM
rent into the windings of the stator coil. Once the The following procedures may be used to diagnose
generator begins producing sufficient current, it also the charging system if:
provides the current needed to energize the rotor. • the generator lamp (if equipped) is illuminated
The Y type stator winding connections deliver the with the engine running
induced AC current to 3 positive and 3 negative • the voltmeter (if equipped) does not register
diodes for rectification. From the diodes, rectified DC properly
current is delivered to the vehicle electrical system • an undercharged or overcharged battery condi-
through the generator battery and ground terminals. tion occurs.
Although the generators appear the same exter- Remember that an undercharged battery is often
nally, different generators with different output rat- caused by:
ings are used on this vehicle. Be certain that the • accessories being left on with the engine not
replacement generator has the same output rating running
and part number as the original unit. Refer to Gen- • a faulty or improperly adjusted switch that
erator Ratings in the Specifications section at the allows a lamp to stay on. See Ignition-Off Draw Test
back of this group for amperage ratings and part in Group 8A, Battery for more information.
numbers.
INSPECTION
Noise emitting from the generator may be caused
To perform a complete test of the charging system,
by: worn, loose or defective bearings; a loose or defec-
refer to the appropriate Powertrain Diagnostic Proce-
tive drive pulley; incorrect, worn, damaged or misad-
dures service manual and the DRB scan tool. Per-
justed fan drive belt; loose mounting bolts; a
form the following inspections before attaching the
misaligned drive pulley or a defective stator or diode.
scan tool.
(1) Inspect the battery condition. Refer to Group
BATTERY TEMPERATURE SENSOR
8A, Battery for procedures.
The battery temperature sensor is used to deter-
(2) Inspect condition of battery cable terminals,
mine the battery temperature and control battery
battery posts, connections at engine block, starter
charging rate. This temperature data, along with
solenoid and relay. They should be clean and tight.
data from monitored line voltage, is used by the PCM
Repair as required.
to vary the battery charging rate. System voltage will
(3) Inspect all fuses in both the fuseblock and
be higher at colder temperatures and is gradually
Power Distribution Center (PDC) for tightness in
reduced at warmer temperatures.
receptacles. They should be properly installed and
tight. Repair or replace as required.
ELECTRONIC VOLTAGE REGULATOR
(4) Inspect generator mounting bolts for tightness.
The Electronic Voltage Regulator (EVR) is not a
Replace or tighten bolts if required. Refer to the Gen-
separate component. It is actually a voltage regulat-
erator Removal/Installation section of this group for
ing circuit located within the Powertrain Control
torque specifications.
(5) Inspect generator drive belt condition and ten-
sion. Tighten or replace belt as required. Refer to
Belt Tension Specifications in Group 7, Cooling Sys-
tem.
(6) Inspect automatic belt tensioner (if equipped).
Refer to Group 7, Cooling System for information.
(7) Inspect connections at generator field, battery
output, and ground terminals. Also check ground con-
nection at engine. They should all be clean and tight.
Repair as required.
CHARGING SYSTEM RESISTANCE TESTS

These tests will show the amount of voltage drop
across the generator output wire, from the generator
output (B+) terminal to the battery positive post.
They will also show the amount of voltage drop from
the ground (-) terminal on the generator to the bat-
tery negative post. Typical generator wiring har-
nesses are shown in (Fig. 1) or (Fig. 2). Wiring
harness routing as shown may be slightly different Fig. 2 Generator Terminals (Typical Wiring Harness
depending on vehicle model and/or engine. Refer to Shown)
Group 8W, Wiring Diagrams for additional informa- PREPARATION
tion. (1) Before starting test, make sure battery is in
good condition and is fully-charged. See Group 8A,
Battery for more information.
(2) Check condition of battery cables at battery.
Clean if necessary.
(3) Start the engine and allow it to reach normal
(4) Shut engine off.
(5) Connect an engine tachometer.
(6) Fully engage the parking brake.
TEST
(1) Start engine.
(2) Place heater blower in high position.
(3) Turn on headlamps and place in high-beam
position.
(4) Turn vehicle interior lamps on.
(5) Bring engine speed up to 2400 rpm and hold.
(6) Testing (+) circuitry:
(a) Touch the negative lead of voltmeter directly
to battery positive post.
(b) Touch the positive lead of voltmeter to the
B+ output terminal stud on the generator (not the
Fig. 1 Generator Terminals (Typical Wiring Harness terminal mounting nut). Voltage should be no
Shown) higher than 0.6 volts. If voltage is higher than 0.6
volts, touch test lead to terminal mounting stud
A voltmeter with a 0–18 volt DC scale should be nut and then to the wiring connector. If voltage is
used for these tests. By repositioning the voltmeter now below 0.6 volts, look for dirty, loose or poor
test leads, the point of high resistance (voltage drop) connection at this point. Also check condition of the
can easily be found. generator output wire-to-battery bullet connector
(if equipped).
Refer to Group 8, Wiring for connector location. A (6) A volt/amp tester equipped with both a battery
voltage drop test may be performed at each (+) con- load control (carbon pile rheostat) and an inductive-
nection in this circuit to locate the excessive resis- type pickup clamp (ammeter probe) will be used for
tance. this test. Refer to operating instructions supplied
(7) Testing (-) circuitry: with tester. When using a tester equipped with an
(a) Touch the negative lead of voltmeter directly inductive-type clamp, removal of wiring at the gener-
to battery negative post. ator will not be necessary.
(b) Touch the positive lead of voltmeter to the (7) Start the engine and allow it to reach operating
ground terminal stud on the generator case (not temperature.
the terminal mounting nut). Voltage should be no (8) Shut engine off.
higher than 0.3 volts. If voltage is higher than 0.3 (9) Turn off all electrical accessories and all vehicle
volts, touch test lead to terminal mounting stud lighting.
nut and then to the wiring connector. If voltage is (10) Connect the volt/amp tester leads to the bat-
now below 0.3 volts, look for dirty, loose or poor tery. Be sure the carbon pile rheostat control is in the
connection at this point. A voltage drop test may be OPEN or OFF position before connecting leads. See
performed at each (-) connection in this circuit to Load Test in Group 8A, Battery for more information.
locate the excessive resistance. This test can also Also refer to the operating instructions supplied with
be performed between the generator case and the test equipment.
engine. If test voltage is higher than 0.3 volts, (11) Connect the inductive clamp (ammeter probe).
check for corrosion at generator mounting points or Refer to the operating instructions supplied with test
loose generator mounting. equipment.
(12) If volt/amp tester is not equipped with an
CURRENT OUTPUT TEST engine tachometer, connect a separate tachometer to
The current output test will determine if the the engine.
charging system can deliver its minimum test cur-
rent (amperage) output. Refer to the Specifications TEST 1
section at the end of this group for minimum test (1) Perform the previous test Preparation.
current (amperage) requirements. (2) Fully engage the parking brake.
The first part of this test (Test 1) will determine (3) Start engine.
the combined amperage output of both the generator (4) Bring engine speed to 2500 rpm.
and the Electronic Voltage Regulator (EVR) circuitry. (5) With engine speed held at 2500 rpm, slowly
The second part of this test (Test 2) will determine adjust the rheostat control (load) on the tester to
only generator amperage and will not include anal- obtain the highest amperage reading. Do not allow
ysis of EVR circuitry. EVR circuitry is located within voltage to drop below 12 volts. Record the reading.
the Powertrain Control Module (PCM). To test volt- This load test must be performed within 15 sec-
age regulator circuitry, refer to the appropriate Pow- onds to prevent damage to test equipment. On
ertrain Diagnostic Procedures service manual. certain brands of test equipment, this load will be
applied automatically. Refer to the operating manual
PREPARATION supplied with test equipment.
(1) Determine if any Diagnostic Trouble Codes (6) The ammeter reading must meet the Minimum
(DTC’s) exist. To determine a DTC, refer to On-Board Test Amps specifications as displayed in the Genera-
Diagnostics in this group. For repair, refer to the tor Ratings chart. This can be found in the Specifica-
appropriate Powertrain Diagnostic Procedures man- tions section at the end of this group. A label stating
ual. a part reference number is attached to the generator
(2) Before starting test, make sure battery is in case. On some engines this label may be located on
good condition and is fully-charged. See Group 8A, the bottom of the case. Compare this reference num-
Battery for more information. ber to the Generator Ratings chart.
(3) Check condition of battery cables at battery. (7) Rotate the load control to the OFF position.
Clean if necessary. (8) Continue holding engine speed at 2500. If EVR
(4) Perform the previous Charging System Resis- circuitry is OK, amperage should drop below 15–20
tance Tests (voltage drop tests). This will ensure amps. With all electrical accessories and vehicle
clean and tight generator/battery electrical connec- lighting off, this could take several minutes of engine
tions. operation. If amperage did not drop, refer to the
(5) Be sure the generator drive belt is properly appropriate Powertrain Diagnostic Procedures man-
tensioned. Refer to Group 7, Cooling System for ual for testing.
information. (9) Remove volt/amp tester.
If minimum amperage could not be met, proceed to RESULTS
Test 2. This test will determine if the generator is • If amp reading meets specifications in Test 2,
faulty, or if EVR circuitry is defective. generator is OK.
• If amp reading is less than specified in Test 2,
TEST 2 and wire resistance (voltage drop) tests were OK, the
(1) Perform the previous test preparation. generator should be replaced. Refer to Removal and
(2) Fully engage the parking brake. Installation in this group for procedures.
(3) Connect one end of a jumper wire to a good • If Test 2 results were OK, but Test 1 results
ground. Connect the other end of jumper wire to the were not, the problem is in EVR circuitry. Refer to
generator field driver (-) terminal. The 2 field termi- appropriate Powertrain Diagnostic Procedures man-
nals (+ and -) are located on the back of the genera- ual for diagnosis.
tor (Fig. 1) or (Fig. 2). To locate and identify the (-)
terminal and circuit, refer to Group 8W, Wiring Dia- BATTERY TEMPERATURE SENSOR
grams. Another way to identify the (-) terminal is to To perform a complete test of this sensor and its
start the engine and measure voltage at both field circuitry, refer to the appropriate Powertrain Diag-
terminals. The (+) terminal will show battery voltage nostic Procedures manual. To test the sensor only,
(12.5–14.5 volts). The (-) terminal will show 3–5 volts refer to the following:
less than battery voltage. (1) The sensor is located under the battery and is
attached to the battery tray (Fig. 3). A two-wire pig-
CAUTION: Do not connect the jumper ground wire tail harness is attached directly to the sensor. The
to the generator field source (+) field terminal. Dam- opposite end of this harness connects the sensor to
age to electrical system components may result. the engine wiring harness.
Connecting the jumper wire will remove the volt-
age regulator circuitry from the test. It will also gen-
erate a Diagnostic Trouble Code (DTC).
(4) Start engine. Immediately after starting,
reduce engine speed to idle. This will prevent any
electrical accessory damage from high voltage.
(5) Adjust carbon pile rheostat (load) and engine
speed in slow increments until a speed of 1250 rpm,
and a voltmeter reading of 15 volts is obtained.
Immediately record ammeter reading. Do not apply
load to system longer than 15 seconds as damage to
test equipment may result.
CAUTION: When adjusting rheostat load, do not

allow voltage to rise above 16 volts. Damage to the
battery and electrical system components may
result. Fig. 3 Battery Temperature Sensor
(6) The ammeter reading must meet the Minimum (2) Disconnect the two-wire pigtail harness from
Test Amps specifications as displayed in the Genera- the engine harness.
tor Ratings chart. This can be found in the Specifica- (3) Attach ohmmeter leads to the wire terminals of
tions section at the end of this group. A label stating the pigtail harness.
a part reference number is attached to the generator (4) At room temperature of 25° C (75–80° F), an
case. On some engines this label may be located on ohmmeter reading of 9,000 (9K) to 11,000 (11K) ohms
the bottom of the case. Compare this reference num- should be observed.
ber to the Generator Rating chart. (5) If reading is above or below the specification,
(7) Remove volt/amp tester. replace the sensor.
(8) Remove jumper wire. (6) Refer to the Removal and Installation section
(9) Use the DRB scan tool to erase the DTC. Refer for procedures.
to the DRB screen for procedures.
ON-BOARD DIAGNOSTIC TEST FOR CHARGING
SYSTEM
The Powertrain Control Module (PCM) monitors
critical input and output circuits of the charging sys-
tem, making sure they are operational. A Diagnostic
Trouble Code (DTC) is assigned to each input and
output circuit monitored by the On-Board Diagnostic
(OBD) system. Some circuits are checked continu-
ously and some are checked only under certain con-
ditions.
For DTC information, refer to Diagnostic Trouble
Codes in Group 25, Emission Control System. This
will include a complete list of DTC’s including DTC’s
for the charging system.

GENERATOR
REMOVAL
WARNING: DISCONNECT NEGATIVE CABLE FROM Fig. 5 Remove/Install Generator—4.0L Engine

BATTERY BEFORE REMOVING BATTERY OUTPUT
WIRE (B+ WIRE) FROM GENERATOR. FAILURE TO A typical generator wiring harness for 4.0L engines
DO SO CAN RESULT IN INJURY OR DAMAGE TO is shown in (Fig. 7). Wiring harness routing as shown
ELECTRICAL SYSTEM. may be slightly different depending on vehicle model
and/or engine. Refer to Group 8W, Wiring Diagrams
(1) Disconnect negative battery cable at battery. for additional information.
(2) Remove generator drive belt. Refer to Group 7, (5) Remove generator from vehicle.
Cooling System for procedure.
(3) Remove generator pivot and mounting bolts/nut
(Fig. 4) or (Fig. 5). Position generator for access to
wire connectors.
Fig. 4 Remove/Install Generator—5.2L/5.9L Engine

(4) Remove nuts from harness holddown, battery Fig. 6 Remove/Install Generator Connectors—5.2L/
terminal, ground terminal and 2 field terminals. 5.9L Engines—Typical
Remove wire connectors. A typical generator wiring
harness for 5.2L/5.9L engines is shown in (Fig. 6).
water pump will be rotating in the wrong direction if
the belt is installed incorrectly, causing the engine
to overheat. Refer to belt routing label in engine
compartment, or refer to Belt Schematics in Group
7, Cooling System.
(3) Install generator drive belt. Refer to Group 7,


The battery temperature sensor is located under
vehicle battery (Fig. 8) and is attached to a mounting
hole on battery tray.
Fig. 7 Remove/Install Generator Connectors—4.0L

Engine—Typical
INSTALLATION
(1) Position generator to engine and install wiring
to rear of generator. Tighten all wiring fasteners to:
• Battery terminal nut—8.5 N·m (75 in. lbs.)
• Ground terminal nut—8.5 N·m (75 in. lbs.)
• Harness holddown nut—8.5 N·m (75 in. lbs.)
• Field terminal nuts—2.8 N·m (25 in. lbs.)
(2) Install generator mounting fasteners and
tighten as follows:
• Generator mounting bolt 5.2L/5.9L engines—41 Fig. 8 Battery Temperature Sensor Location
N·m (30 ft. lbs.) REMOVAL
• Generator pivot bolt/nut 5.2L/5.9L engines—41 (1) Remove battery. Refer to Group 8A, Battery for
N·m (30 ft. lbs.) procedures.
• Generator mounting bolt 4.0L engine—55 N·m (2) Disconnect sensor pigtail harness from engine
(41 ft. lbs.) wire harness.
• Generator pivot bolt/nut 4.0L engine—55 N·m (3) Pry sensor straight up from battery tray
(41 ft. lbs.) mounting hole.
CAUTION: Never force a belt over a pulley rim INSTALLATION
using a screwdriver. The synthetic fiber of the belt (1) Feed pigtail harness through hole in top of bat-
can be damaged. tery tray and press sensor into top of battery tray.
(2) Connect pigtail harness.
CAUTION: When installing a serpentine accessory (3) Install battery. Refer to Group 8A, Battery for
drive belt, the belt MUST be routed correctly. The procedures.
SPECIFICATIONS TORQUE CHART

GENERATOR RATINGS Description Torque
Generator Mounting Bolt—
MIN- 5.2L/5.9L Engines . . . . . . . . . . 41 N·m (30 ft. lbs.)
RATED
PART NUM- ENG- IMUM Generator Pivot Bolt/Nut—
TYPE SAE
BER INES TEST 5.2L/5.9L Engines . . . . . . . . . . 41 N·m (30 ft. lbs.)
AMPS Generator Mounting Bolt—
AMPS
4.0L Engine . . . . . . . . . . . . . . 55 N·m (41 ft. lbs.)
DENSO 56005685 117 4.0L 88
Generator Pivot Bolt/Nut—
DENSO 56005686 136 4.0L 95 4.0L Engine . . . . . . . . . . . . . . 55 N·m (41 ft. lbs.)
DENSO 56027912 117 5.2L 90 Battery Terminal Nut . . . . . . . . 8.5 N·m (75 in. lbs.)
DENSO 56027913 136 5.2L 100 Ground Terminal Nut . . . . . . . . 8.5 N·m (75 in. lbs.)
Harness Hold-down Nut . . . . . . 8.5 N·m (75 in. lbs.)
DENSO 56041394AA 150 5.9L 125
Field Terminal Nuts . . . . . . . . . 2.8 N·m (25 in. lbs.)
ZG CHARGING SYSTEM 8C - 1
CHARGING SYSTEM
CONTENTS
page page
GENERAL INFORMATION CHARGING SYSTEM RESISTANCE TESTS . . . 3

OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 CURRENT OUTPUT TEST . . . . . . . . . . . . . . . . 4
DESCRIPTION AND OPERATION ON-BOARD DIAGNOSTIC TEST FOR
BATTERY TEMPERATURE SENSOR . . . . . . . . . 2 CHARGING SYSTEM . . . . . . . . . . . . . . . . . . . 5
CHARGING SYSTEM OPERATION . . . . . . . . . . 1 REMOVAL AND INSTALLATION
ELECTRONIC VOLTAGE REGULATOR . . . . . . . 2 BATTERY TEMPERATURE SENSOR . . . . . . . . . 7
GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 GENERATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
BATTERY TEMPERATURE SENSOR . . . . . . . . . 5 GENERATOR RATINGS . . . . . . . . . . . . . . . . . . . 8
CHARGING SYSTEM . . . . . . . . . . . . . . . . . . . . 2 TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . . 8
GENERAL INFORMATION DESCRIPTION AND OPERATION
OVERVIEW CHARGING SYSTEM OPERATION

The battery, starting, and charging systems oper- The charging system consists of:
ate with one another, and must be tested as a com- • Generator
plete system. In order for the vehicle to start and • Electronic Voltage Regulator (EVR) circuitry
charge properly, all of the components involved in within the Powertrain Control Module (PCM)
these systems must perform within specifications. • Ignition switch (refer to Group 8D, Ignition Sys-
Group 8A covers the battery, Group 8B covers the tem for information)
starting system, and Group 8C covers the charging • Battery (refer to Group 8A, Battery for informa-
system. Refer to Group 8W - Wiring Diagrams for tion)
complete circuit descriptions and diagrams. We have • Battery temperature sensor
separated these systems to make it easier to locate • Generator Lamp (if equipped)
the information you are seeking within this Service • Check Gauges Lamp (if equipped)
Manual. However, when attempting to diagnose any • Voltmeter (refer to Group 8E, Instrument Panel
of these systems, it is important that you keep their and Gauges for information)
interdependency in mind. • Wiring harness and connections (refer to Group
The diagnostic procedures used in these groups 8W, Wiring for information)
include the most basic conventional diagnostic meth- The charging system is turned on and off with the
ods to the more sophisticated On-Board Diagnostics ignition switch. When the ignition switch is turned to
(OBD) built into the Powertrain Control Module the ON position, battery voltage from the powertrain
(PCM). Use of a induction milliampere ammeter, volt/ control module (PCM) is supplied to the generator
ohmmeter, battery charger, carbon pile rheostat (load rotor to produce a magnetic field. This is done
tester), and 12-volt test lamp may be required. through one of the two field terminals at the rear of
All OBD-sensed systems are monitored by the generator.
PCM. Each monitored circuit is assigned a Diagnos- The amount of DC current produced by the gener-
tic Trouble Code (DTC). The PCM will store a DTC in ator is controlled by the EVR (field control) circuitry
electronic memory for any failure it detects. See the contained within the PCM. This circuitry is con-
On-Board Diagnostics Test in Group 8C - Charging nected in series with the second rotor field terminal
System for more information. and ground.
A battery temperature sensor, located in the bat-
tery tray housing, is used to sense battery tempera-
ture. This temperature data, along with data from
monitored line voltage, is used by the PCM to vary
the battery charging rate. This is done by cycling the
ground path to control the strength of the rotor mag-
8C - 2 CHARGING SYSTEM ZG
netic field. The PCM then compensates and regulates be higher at colder temperatures and is gradually
generator current output accordingly. reduced at warmer temperatures.
All vehicles are equipped with On-Board Diagnos-
tics (OBD). All OBD-sensed systems, including EVR ELECTRONIC VOLTAGE REGULATOR
(field control) circuitry, are monitored by the PCM. The Electronic Voltage Regulator (EVR) is not a
Each monitored circuit is assigned a Diagnostic Trou- separate component. It is actually a voltage regulat-
ble Code (DTC). The PCM will store a DTC in elec- ing circuit located within the Powertrain Control
tronic memory for certain failures it detects. Refer to Module (PCM). The EVR is not serviced separately. If
On-Board Diagnostics in Group 25, Emission Control replacement is necessary, the PCM must be replaced.
System for more DTC information. Operation: The amount of DC current produced
The Check Gauges Lamp (if equipped) monitors: by the generator is controlled by EVR circuitry con-
charging system voltage, engine coolant tempera- tained within the PCM. This circuitry is connected in
ture and engine oil pressure. If an extreme condition series with the generators second rotor field terminal
is indicated, the lamp will be illuminated. This is and its ground.
done as reminder to check the three gauges. The sig- Voltage is regulated by cycling the ground path to
nal to activate the lamp is sent via the CCD bus cir- control the strength of the rotor magnetic field. The
cuits. The lamp is located on the instrument panel. EVR circuitry monitors system line voltage and bat-
Refer to Group 8E, Instrument Panel and Gauges for tery temperature (refer to Battery Temperature Sen-
additional information. sor for more information). It then compensates and
regulates generator current output accordingly. Also
GENERATOR refer to Charging System Operation for additional
The generator is belt-driven by the engine using a information.
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. DIAGNOSIS AND TESTING
As the energized rotor begins to rotate within the
generator, the spinning magnetic field induces a cur- CHARGING SYSTEM
rent into the windings of the stator coil. Once the The following procedures may be used to diagnose
generator begins producing sufficient current, it also the charging system if:
provides the current needed to energize the rotor. • the generator lamp (if equipped) is illuminated
The Y type stator winding connections deliver the with the engine running
induced AC current to 3 positive and 3 negative • the voltmeter (if equipped) does not register
diodes for rectification. From the diodes, rectified DC properly
current is delivered to the vehicle electrical system • an undercharged or overcharged battery condi-
through the generator battery and ground terminals. tion occurs.
Although the generators appear the same exter- Remember that an undercharged battery is often
nally, different generators with different output rat- caused by:
ings are used on this vehicle. Be certain that the • accessories being left on with the engine not
replacement generator has the same output rating running
and part number as the original unit. Refer to Gen- • a faulty or improperly adjusted switch that
erator Ratings in the Specifications section at the allows a lamp to stay on. See Ignition-Off Draw Test
back of this group for amperage ratings and part in Group 8A, Battery for more information.
numbers.
INSPECTION
Noise emitting from the generator may be caused
To perform a complete test of the charging system,
by: worn, loose or defective bearings; a loose or defec-
refer to the appropriate Powertrain Diagnostic Proce-
tive drive pulley; incorrect, worn, damaged or misad-
dures service manual and the DRB scan tool. Per-
justed fan drive belt; loose mounting bolts; a
form the following inspections before attaching the
misaligned drive pulley or a defective stator or diode.
scan tool.
(1) Inspect the battery condition. Refer to Group
8A, Battery for procedures.
The battery temperature sensor is used to deter-
(2) Inspect condition of battery cable terminals,
mine the battery temperature and control battery
battery posts, connections at engine block, starter
charging rate. This temperature data, along with
solenoid and relay. They should be clean and tight.
data from monitored line voltage, is used by the PCM
Repair as required.
to vary the battery charging rate. System voltage will
(3) Inspect all fuses in both the fuseblock and
Power Distribution Center (PDC) for tightness in
receptacles. They should be properly installed and
tight. Repair or replace as required.
(4) Inspect generator mounting bolts for tightness.
Replace or tighten bolts if required. Refer to the Gen-
erator Removal/Installation section of this group for
torque specifications.
(5) Inspect generator drive belt condition and ten-
sion. Tighten or replace belt as required. Refer to
Belt Tension Specifications in Group 7, Cooling Sys-
tem.
(6) Inspect automatic belt tensioner (if equipped).
Refer to Group 7, Cooling System for information.
(7) Inspect connections at generator field, battery
output, and ground terminals. Also check ground con-
nection at engine. They should all be clean and tight.
Repair as required.
CHARGING SYSTEM RESISTANCE TESTS

These tests will show the amount of voltage drop
across the generator output wire, from the generator Fig. 2 Generator Terminals (Typical Wiring Harness
output (B+) terminal to the battery positive post. Shown)
They will also show the amount of voltage drop from test leads, the point of high resistance (voltage drop)
the ground (-) terminal on the generator to the bat- can easily be found.
tery negative post. Typical generator wiring har-
nesses are shown in (Fig. 1) or (Fig. 2). Wiring PREPARATION
harness routing as shown may be slightly different (1) Before starting test, make sure battery is in
depending on vehicle model and/or engine. Refer to good condition and is fully-charged. See Group 8A,
Group 8W, Wiring Diagrams for additional informa- Battery for more information.
tion. (2) Check condition of battery cables at battery.
Clean if necessary.
(3) Start the engine and allow it to reach normal
(4) Shut engine off.
(5) Connect an engine tachometer.
(6) Fully engage the parking brake.
TEST
(1) Start engine.
(2) Place heater blower in high position.
(3) Turn on headlamps and place in high-beam
position.
(4) Turn vehicle interior lamps on.
(5) Bring engine speed up to 2400 rpm and hold.
(6) Testing (+) circuitry:
(a) Touch the negative lead of voltmeter directly
to battery positive post.
(b) Touch the positive lead of voltmeter to the
B+ output terminal stud on the generator (not the
terminal mounting nut). Voltage should be no
higher than 0.6 volts. If voltage is higher than 0.6
volts, touch test lead to terminal mounting stud
nut and then to the wiring connector. If voltage is
Fig. 1 Generator Terminals (Typical Wiring Harness
now below 0.6 volts, look for dirty, loose or poor
Shown)
connection at this point. Also check condition of the
A voltmeter with a 0–18 volt DC scale should be generator output wire-to-battery bullet connector
used for these tests. By repositioning the voltmeter (if equipped). Refer to Group 8, Wiring for connec-
tor location. A voltage drop test may be performed type pickup clamp (ammeter probe) will be used for
at each (+) connection in this circuit to locate the this test. Refer to operating instructions supplied
excessive resistance. with tester. When using a tester equipped with an
(7) Testing (-) circuitry: inductive-type clamp, removal of wiring at the gener-
(a) Touch the negative lead of voltmeter directly ator will not be necessary.
to battery negative post. (7) Start the engine and allow it to reach operating
(b) Touch the positive lead of voltmeter to the temperature.
ground terminal stud on the generator case (not (8) Shut engine off.
the terminal mounting nut). Voltage should be no (9) Turn off all electrical accessories and all vehicle
higher than 0.3 volts. If voltage is higher than 0.3 lighting.
volts, touch test lead to terminal mounting stud (10) Connect the volt/amp tester leads to the bat-
nut and then to the wiring connector. If voltage is tery. Be sure the carbon pile rheostat control is in the
now below 0.3 volts, look for dirty, loose or poor OPEN or OFF position before connecting leads. See
connection at this point. A voltage drop test may be Load Test in Group 8A, Battery for more information.
performed at each (-) connection in this circuit to Also refer to the operating instructions supplied with
locate the excessive resistance. This test can also test equipment.
be performed between the generator case and the (11) Connect the inductive clamp (ammeter probe).
engine. If test voltage is higher than 0.3 volts, Refer to the operating instructions supplied with test
check for corrosion at generator mounting points or equipment.
loose generator mounting. (12) If volt/amp tester is not equipped with an
engine tachometer, connect a separate tachometer to
CURRENT OUTPUT TEST the engine.
The current output test will determine if the
charging system can deliver its minimum test cur- TEST 1
rent (amperage) output. Refer to the Specifications (1) Perform the previous test Preparation.
section at the end of this group for minimum test (2) Fully engage the parking brake.
current (amperage) requirements. (3) Start engine.
The first part of this test (Test 1) will determine (4) Bring engine speed to 2500 rpm.
the combined amperage output of both the generator (5) With engine speed held at 2500 rpm, slowly
and the Electronic Voltage Regulator (EVR) circuitry. adjust the rheostat control (load) on the tester to
The second part of this test (Test 2) will determine obtain the highest amperage reading. Do not allow
only generator amperage and will not include anal- voltage to drop below 12 volts. Record the reading.
ysis of EVR circuitry. EVR circuitry is located within This load test must be performed within 15 sec-
the Powertrain Control Module (PCM). To test volt- onds to prevent damage to test equipment. On
age regulator circuitry, refer to the appropriate Pow- certain brands of test equipment, this load will be
ertrain Diagnostic Procedures service manual. applied automatically. Refer to the operating manual
supplied with test equipment.
PREPARATION (6) The ammeter reading must meet the Minimum
(1) Determine if any Diagnostic Trouble Codes Test Amps specifications as displayed in the Genera-
(DTC’s) exist. To determine a DTC, refer to On-Board tor Ratings chart. This can be found in the Specifica-
Diagnostics in this group. For repair, refer to the tions section at the end of this group. A label stating
appropriate Powertrain Diagnostic Procedures man- a part reference number is attached to the generator
ual. case. On some engines this label may be located on
(2) Before starting test, make sure battery is in the bottom of the case. Compare this reference num-
good condition and is fully-charged. See Group 8A, ber to the Generator Ratings chart.
Battery for more information. (7) Rotate the load control to the OFF position.
(3) Check condition of battery cables at battery. (8) Continue holding engine speed at 2500. If EVR
Clean if necessary. circuitry is OK, amperage should drop below 15–20
(4) Perform the previous Charging System Resis- amps. With all electrical accessories and vehicle
tance Tests (voltage drop tests). This will ensure lighting off, this could take several minutes of engine
clean and tight generator/battery electrical connec- operation. If amperage did not drop, refer to the
tions. appropriate Powertrain Diagnostic Procedures man-
(5) Be sure the generator drive belt is properly ual for testing.
tensioned. Refer to Group 7, Cooling System for (9) Remove volt/amp tester.
information. If minimum amperage could not be met, proceed to
(6) A volt/amp tester equipped with both a battery Test 2. This test will determine if the generator is
load control (carbon pile rheostat) and an inductive- faulty, or if EVR circuitry is defective.
TEST 2 • If Test 2 results were OK, but Test 1 results
(1) Perform the previous test preparation. were not, the problem is in EVR circuitry. Refer to
(2) Fully engage the parking brake. appropriate Powertrain Diagnostic Procedures man-
(3) Connect one end of a jumper wire to a good ual for diagnosis.
ground. Connect the other end of jumper wire to the
generator field driver (-) terminal. The 2 field termi- BATTERY TEMPERATURE SENSOR
nals (+ and -) are located on the back of the genera- To perform a complete test of this sensor and its
tor (Fig. 1) or (Fig. 2). To locate and identify the (-) circuitry, refer to the appropriate Powertrain Diag-
terminal and circuit, refer to Group 8W, Wiring Dia- nostic Procedures manual. To test the sensor only,
grams. Another way to identify the (-) terminal is to refer to the following:
start the engine and measure voltage at both field (1) The sensor is located under the battery and is
terminals. The (+) terminal will show battery voltage attached to the battery tray (Fig. 3). A two-wire pig-
(12.5–14.5 volts). The (-) terminal will show 3–5 volts tail harness is attached directly to the sensor. The
less than battery voltage. opposite end of this harness connects the sensor to
the engine wiring harness .
CAUTION: Do not connect the jumper ground wire
to the generator field source (+) field terminal. Dam-
age to electrical system components may result.
Connecting the jumper wire will remove the volt-

age regulator circuitry from the test. It will also gen-
erate a Diagnostic Trouble Code (DTC).
(4) Start engine. Immediately after starting,
reduce engine speed to idle. This will prevent any
electrical accessory damage from high voltage.
(5) Adjust carbon pile rheostat (load) and engine
speed in slow increments until a speed of 1250 rpm,
and a voltmeter reading of 15 volts is obtained.
Immediately record ammeter reading. Do not apply
load to system longer than 15 seconds as damage to
test equipment may result.
CAUTION: When adjusting rheostat load, do not Fig. 3 Battery Temperature Sensor
allow voltage to rise above 16 volts. Damage to the (2) Disconnect the two-wire pigtail harness from
battery and electrical system components may the engine harness.
result. (3) Attach ohmmeter leads to the wire terminals of
the pigtail harness.
(6) The ammeter reading must meet the Minimum
(4) At room temperature of 25° C (75–80° F), an
Test Amps specifications as displayed in the Genera-
ohmmeter reading of 9,000 (9K) to 11,000 (11K) ohms
tor Ratings chart. This can be found in the Specifica-
should be observed.
tions section at the end of this group. A label stating
(5) If reading is above or below the specification,
a part reference number is attached to the generator
replace the sensor.
case. On some engines this label may be located on
(6) Refer to the Removal and Installation section
the bottom of the case. Compare this reference num-
for procedures.
ber to the Generator Rating chart.
(7) Remove volt/amp tester. ON-BOARD DIAGNOSTIC TEST FOR CHARGING
(8) Remove jumper wire.
(9) Use the DRB scan tool to erase the DTC. Refer
SYSTEM
to the DRB screen for procedures. The Powertrain Control Module (PCM) monitors
critical input and output circuits of the charging sys-
RESULTS tem, making sure they are operational. A Diagnostic
• If amp reading meets specifications in Test 2, Trouble Code (DTC) is assigned to each input and
generator is OK. output circuit monitored by the On-Board Diagnostic
• If amp reading is less than specified in Test 2, (OBD) system. Some circuits are checked continu-
and wire resistance (voltage drop) tests were OK, the ously and some are checked only under certain con-
generator should be replaced. Refer to Removal and ditions.
Installation in this group for procedures.
for the charging system.

GENERATOR
REMOVAL
WARNING: DISCONNECT NEGATIVE CABLE FROM

BATTERY BEFORE REMOVING BATTERY OUTPUT
WIRE (B+ WIRE) FROM GENERATOR. FAILURE TO
DO SO CAN RESULT IN INJURY OR DAMAGE TO
ELECTRICAL SYSTEM.

(2) Remove generator drive belt. Refer to Group 7,
(3) Remove generator pivot and mounting bolts/nut
(Fig. 4) or (Fig. 5). Position generator for access to
wire connectors. Fig. 5 Remove/Install Generator—4.0L Engine
Fig. 4 Remove/Install Generator—5.2L/5.9L Engine

(4) Remove nuts from harness holddown, battery
terminal, ground terminal and 2 field terminals.
Remove wire connectors. A typical generator wiring
harness for 5.2L/5.9L engines is shown in (Fig. 6). A
typical generator wiring harness for 4.0L engines is Fig. 6 Remove/Install Generator Connectors—5.2L/
shown in (Fig. 7). Wiring harness routing as shown 5.9L Engines—Typical
may be slightly different depending on vehicle model
and/or engine. Refer to Group 8W, Wiring Diagrams • Ground terminal nut—8.5 N·m (75 in. lbs.)
for additional information. • Harness holddown nut—8.5 N·m (75 in. lbs.)
(5) Remove generator from vehicle. • Field terminal nuts—2.8 N·m (25 in. lbs.)
(2) Install generator mounting fasteners and
INSTALLATION tighten as follows:
(1) Position generator to engine and install wiring • Generator mounting bolt 5.2L/5.9L engines—41
to rear of generator. Tighten all wiring fasteners to: N·m (30 ft. lbs.)
• Battery terminal nut—8.5 N·m (75 in. lbs.) • Generator pivot bolt/nut 5.2L/5.9L engines—41
N·m (30 ft. lbs.)
(3) Install generator drive belt. Refer to Group 7,

The battery temperature sensor is located under
vehicle battery (Fig. 8) and is attached to a mounting
hole on battery tray.
Fig. 7 Remove/Install Generator Connectors—4.0L

Engine—Typical
• Generator mounting bolt 4.0L engine—55 N·m
(41 ft. lbs.)
• Generator pivot bolt/nut 4.0L engine—55 N·m
(41 ft. lbs.) Fig. 8 Battery Temperature Sensor Location
CAUTION: Never force a belt over a pulley rim REMOVAL
using a screwdriver. The synthetic fiber of the belt (1) Remove battery. Refer to Group 8A, Battery for
can be damaged. procedures.
(2) Disconnect sensor pigtail harness from engine
wire harness.
CAUTION: When installing a serpentine accessory (3) Pry sensor straight up from battery tray
drive belt, the belt MUST be routed correctly. The mounting hole.
water pump will be rotating in the wrong direction if
the belt is installed incorrectly, causing the engine INSTALLATION
to overheat. Refer to belt routing label in engine (1) Feed pigtail harness through hole in top of bat-
compartment, or refer to Belt Schematics in Group tery tray and press sensor into top of battery tray.
7, Cooling System. (2) Connect pigtail harness.
(3) Install battery. Refer to Group 8A, Battery for
procedures.
SPECIFICATIONS
GENERATOR RATINGS
RATED SAE MINIMUM TEST
TYPE PART NUMBER ENGINES
AMPS AMPS
DENSO 56005685 117 4.0L 88
DENSO 56005686 136 4.0L 95
DENSO 56027912 117 5.2L 90
DENSO 56027913 136 5.2L 100
DENSO 56041394AA 150 5.9L 125
TORQUE CHART
Description Torque
Generator Mounting Bolt—
5.2L/5.9L Engines . . . . . . . . . 41 N·m (30 ft. lbs.)
Generator Pivot Bolt/Nut—
5.2L/5.9L Engines . . . . . . . . . 41 N·m (30 ft. lbs.)
Generator Mounting Bolt—4.0L Engine . . . . 55 N·m
(41 ft. lbs.)
Generator Pivot Bolt/Nut—4.0L Engine . . . . 55 N·m
(41 ft. lbs.)
Battery Terminal Nut . . . . . . . . 8.5 N·m (75 in. lbs.)
Ground Terminal Nut . . . . . . . . 8.5 N·m (75 in. lbs.)
Harness Hold-down Nut . . . . . . 8.5 N·m (75 in. lbs.)
Field Terminal Nuts . . . . . . . . . 2.8 N·m (25 in. lbs.)
ZJ IGNITION SYSTEM 8D - 1
IGNITION SYSTEM
CONTENTS
page page
GENERAL INFORMATION SPARK PLUG CABLES . . . . . . . . . . . . . . . . . . . . 9

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 2 SPARK PLUG CONDITIONS . . . . . . . . . . . . . . . . 9
DESCRIPTION AND OPERATION TESTING FOR SPARK AT COIL . . . . . . . . . . . . . 5
AUTOMATIC SHUTDOWN (ASD) RELAY . . . . . . 3 REMOVAL AND INSTALLATION
CAMSHAFT POSITION SENSOR . . . . . . . . . . . . . 4 AUTOMATIC SHUTDOWN (ASD) RELAY . . . . . 14
CRANKSHAFT POSITION SENSOR— CAMSHAFT POSITION SENSOR . . . . . . . . . . . . 16
4.0L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . 3 CRANKSHAFT POSITION SENSOR—
CRANKSHAFT POSITION SENSOR— 4.0L ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . 15
5.2L/5.9L V-8 ENGINES . . . . . . . . . . . . . . . . . . 3 CRANKSHAFT POSITION SENSOR—
DISTRIBUTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 5.2L/5.9L ENGINES . . . . . . . . . . . . . . . . . . . . 15
ENGINE COOLANT TEMPERATURE SENSOR . . . 4 DISTRIBUTOR—4.0L ENGINE . . . . . . . . . . . . . 18
IGNITION COIL . . . . . . . . . . . . . . . . . . . . . . . . . . 3 DISTRIBUTOR—5.2L/5.9L ENGINES . . . . . . . . 16
IGNITION SWITCH AND KEY ENGINE COOLANT TEMPERATURE
LOCK CYLINDER . . . . . . . . . . . . . . . . . . . . . . . 4 SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
IGNITION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 2 IGNITION COIL—4.0L ENGINE . . . . . . . . . . . . . 14
INTAKE MANIFOLD AIR TEMPERATURE IGNITION COIL—5.2L/5.9L ENGINES . . . . . . . 13
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 IGNITION SWITCH AND KEY CYLINDER . . . . . 21
MANIFOLD ABSOLUTE PRESSURE (MAP) INTAKE MANIFOLD AIR TEMPERATURE
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
POWERTRAIN CONTROL MODULE (PCM) . . . . 2 MANIFOLD ABSOLUTE PRESSURE
SPARK PLUG CABLES . . . . . . . . . . . . . . . . . . . . 3 (MAP) SENSOR . . . . . . . . . . . . . . . . . . . . . . . 16
SPARK PLUGS . . . . . . . . . . . . . . . . . . . . . . . . . . 3 POWERTRAIN CONTROL MODULE (PCM) . . . 21
THROTTLE POSITION SENSOR . . . . . . . . . . . . . 4 SHIFTER/IGNITION INTERLOCK . . . . . . . . . . . . 23
DIAGNOSIS AND TESTING SPARK PLUG CABLES . . . . . . . . . . . . . . . . . . . 12
AUTOMATIC SHUTDOWN (ASD) SPARK PLUGS . . . . . . . . . . . . . . . . . . . . . . . . . 12
RELAY TEST . . . . . . . . . . . . . . . . . . . . . . . . . . 4 THROTTLE POSITION SENSOR . . . . . . . . . . . . 16
CAMSHAFT POSITION SENSOR . . . . . . . . . . . . . 8 SPECIFICATIONS
CRANKSHAFT POSITION SENSOR . . . . . . . . . . . 8 ENGINE FIRING ORDER—4.0L 6-CYLINDER
DISTRIBUTOR CAP . . . . . . . . . . . . . . . . . . . . . . . 7 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
DISTRIBUTOR ROTOR . . . . . . . . . . . . . . . . . . . . 7 ENGINE FIRING ORDER—5.2L/5.9L V-8
ENGINE COOLANT TEMPERATURE ENGINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 IGNITION COIL RESISTANCE . . . . . . . . . . . . . . 25
FAILURE TO START TEST . . . . . . . . . . . . . . . . . 6 IGNITION TIMING . . . . . . . . . . . . . . . . . . . . . . . 24
IGNITION COIL TEST . . . . . . . . . . . . . . . . . . . . . 5 SPARK PLUG CABLE RESISTANCE . . . . . . . . . 25
IGNITION TIMING . . . . . . . . . . . . . . . . . . . . . . . . 7 SPARK PLUGS . . . . . . . . . . . . . . . . . . . . . . . . . 25
INTAKE MANIFOLD AIR TEMPERATURE TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . . . 25
SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 VECI LABEL . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
MAP SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
8D - 2 IGNITION SYSTEM ZJ
GENERAL INFORMATION
INTRODUCTION
This group describes the ignition systems for 5.2L/
5.9L V–8 and 4.0L 6–cylinder engines.
On Board Diagnostics is described in Group 25,
Emission Control Systems.
Group 0, Lubrication and Maintenance, contains
general maintenance information (in time or mileage
intervals) for ignition related items. The Owner’s
Manual also contains maintenance information.

IGNITION SYSTEM
The ignition systems used on 5.2L/5.9L V–8 and
4.0L 6–cylinder engines are basically identical. Simi-
larities and differences between the systems will be
discussed.
The ignition system is controlled by the powertrain
control module (PCM) on all engines.
The ignition system consists of: Fig. 1 Powertrain Control Module (PCM) Location
• Spark Plugs
• Ignition Coil sync) sensor (Fig. 2). This sensor provides fuel injec-
• Secondary Ignition Cables tion synchronization and cylinder identification.
• Distributor (contains rotor and camshaft position
sensor)
• Powertrain Control Module (PCM)
• Crankshaft Position, Camshaft Position, Throt-
tle Position and MAP Sensors

The Powertrain Control Module (PCM) is located
in the engine compartment (Fig. 1).
The ignition system is controlled by the PCM.
NOTE: Base ignition timing by rotation of distribu-

tor is not adjustable.
The PCM opens and closes the ignition coil ground

circuit to operate the ignition coil. This is done to
adjust ignition timing, both initial (base) and Fig. 2 Distributor and Camshaft Position Sensor-
advance, and for changing engine operating condi- Typical (5.2L/5.9L Shown)
tions.
The amount of electronic spark advance provided The distributor does not have built in centrifugal
by the PCM is determined by five input factors: or vacuum assisted advance. Base ignition timing
engine coolant temperature, engine rpm, intake man- and all timing advance is controlled by the power-
ifold temperature, manifold absolute pressure and train control module (PCM). Because ignition timing
throttle position. is controlled by the PCM, base ignition timing is
not adjustable on any of these engines.
DISTRIBUTOR On the 4.0L 6–cylinder engine, the distributor is
All 4.0L/5.2L/5.9L engines are equipped with a locked in place by a fork with a slot located on the
camshaft driven mechanical distributor containing a distributor housing base. The distributor holddown
shaft driven distributor rotor. All distributors are clamp bolt passes through this slot when installed.
equipped with an internal camshaft position (fuel Because the distributor position is locked when
installed, its rotational position can not be changed.
Do not attempt to modify the distributor hous- CRANKSHAFT POSITION SENSOR—5.2L/5.9L V-8
ing to get distributor rotation. Distributor posi- ENGINES
tion will have no effect on ignition timing. The Engine speed and crankshaft position are provided
position of the distributor will determine fuel through the crankshaft position sensor. The sensor
synchronization only. generates pulses that are the input sent to the Pow-
All 4.0L/5.2L/5.9L distributors contain an internal ertrain Control Module (PCM). The PCM interprets
oil seal that prevents oil from entering the distribu- the sensor input to determine the crankshaft posi-
tor housing. The seal is not serviceable. tion. The PCM then uses this position, along with
other inputs, to determine injector sequence and igni-
SPARK PLUGS tion timing.
All engines use resistor type spark plugs. Remove The sensor is a hall effect device combined with an
the spark plugs and examine them for burned elec- internal magnet. It is also sensitive to steel within a
trodes and fouled, cracked or broken porcelain insu- certain distance from it.
lators. Keep plugs arranged in the order in which On 5.2L/5.9L V-8 engines, the flywheel/drive plate
they were removed from the engine. A single plug has 8 single notches, spaced every 45 degrees, at its
displaying an abnormal condition indicates that a outer edge (Fig. 3).
problem exists in the corresponding cylinder. Replace The notches cause a pulse to be generated when
spark plugs at the intervals recommended in Group they pass under the sensor. The pulses are the input
O, Lubrication and Maintenance to the PCM. For each engine revolution, there are 8
Spark plugs that have low milage may be cleaned pulses generated on V-8 engines.
and reused if not otherwise defective, carbon or oil The engine will not operate if the PCM does not
fouled. Refer to the Spark Plug Condition section of receive a crankshaft position sensor input.
this group.
SPARK PLUG CABLES

Spark plug cables are sometimes referred to as sec-
ondary ignition wires. These cables transfer electrical
current from the ignition coil(s) and/or distributor, to
individual spark plugs at each cylinder. The resistive
spark plug cables are of nonmetallic construction.
The cables provide suppression of radio frequency
emissions from the ignition system.
IGNITION COIL
Battery voltage is supplied to the ignition coil pos-
itive terminal 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 on any
engine. By controlling the coil ground circuit, the
PCM is able to set the base timing and adjust the
ignition timing advance. This is done to meet chang-
ing engine operating conditions.
The ignition coil is not oil filled. The windings are
embedded in an epoxy compound. This provides heat Fig. 3 Sensor Operation—5.2L/5.9L Engines
and vibration resistance that allows the ignition coil
to be mounted on the engine. CRANKSHAFT POSITION SENSOR—4.0L ENGINE
Engine speed and crankshaft position are provided
AUTOMATIC SHUTDOWN (ASD) RELAY through the crankshaft position sensor. The sensor
As one of its functions, the ASD relay will supply generates pulses that are the input sent to the pow-
battery voltage to the ignition coil. The ground cir- ertrain control module (PCM). The PCM interprets
cuit for the ASD relay is controlled by the Powertrain the sensor input to determine the crankshaft posi-
Control Module (PCM). The PCM regulates ASD tion. The PCM then uses this position, along with
relay operation by switching the ground circuit other inputs, to determine injector sequence and igni-
on-and-off. tion timing.
The sensor is a hall effect device combined with an When the trailing edge of the pulse ring (shutter)
internal magnet. It is also sensitive to steel within a leaves the sync signal generator, the following occurs:
certain distance from it. The change of the magnetic field causes the sync sig-
On 4.0L 6-cylinder engines, the flywheel/drive nal voltage to switch low to 0 volts.
plate has 3 sets of four notches at its outer edge (Fig.
4). MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
The notches cause a pulse to be generated when For an operational description, diagnosis and
they pass under the sensor. The pulses are the input removal/installation procedures, refer to Group 14,
to the PCM. For each engine revolution there are 3 Fuel System.
sets of four pulses generated.
The trailing edge of the fourth notch, which causes ENGINE COOLANT TEMPERATURE SENSOR
the pulse, is four degrees before top dead center For an operational description, diagnosis and
(TDC) of the corresponding piston. removal/installation procedures, refer to Group 14,
The engine will not operate if the PCM does not Fuel System.
receive a crankshaft position sensor input.
THROTTLE POSITION SENSOR
For an operational description, diagnosis and
removal/installation procedures, refer to Group 14,
Fuel System.
INTAKE MANIFOLD AIR TEMPERATURE SENSOR

For an operational description, diagnosis and
Fuel System.
IGNITION SWITCH AND KEY LOCK CYLINDER

The ignition switch is located on the steering col-
umn. The Key-In-Switch is located in the ignition
switch module. For electrical diagnosis of the Key-In-
Switch, refer to Group 8U, Chime/Buzzer Warning
Systems. For removal/installation of either the key
lock cylinder or ignition switch, refer to Ignition
Switch and Key Cylinder Removal/Installation in this
group.
On vehicles equipped with an automatic transmis-
sion, a cable connects an interlock device within the
steering column assembly to the transmission floor
shift lever. This interlock device is used to lock the
Fig. 4 Sensor Operation—4.0L 6-Cyl. Engine
transmission shifter in the PARK position when the
CAMSHAFT POSITION SENSOR key is in the LOCKED or ACCESSORY position. The
The camshaft position sensor is located in the dis- interlock device is not serviceable. If repair is neces-
tributor on all engines. sary, the steering column assembly must be replaced.
The sensor contains a hall effect device called a Refer to Group 19, Steering for procedures. The
sync signal generator to generate a fuel sync signal. shifter interlock cable can be adjusted or replaced.
This sync signal generator detects a rotating pulse Refer to Group 21, Transmissions for procedures.
ring (shutter) on the distributor shaft. The pulse ring
rotates 180 degrees through the sync signal genera-
tor. Its signal is used in conjunction with the crank- DIAGNOSIS AND TESTING
shaft position sensor to differentiate between fuel
injection and spark events. It is also used to synchro- AUTOMATIC SHUTDOWN (ASD) RELAY TEST
nize the fuel injectors with their respective cylinders. To perform a complete test of this relay and its cir-
When the leading edge of the pulse ring (shutter) cuitry, refer to the DRB scan tool. Also refer to the
enters the sync signal generator, the following occurs: appropriate Powertrain Diagnostics Procedures man-
The interruption of magnetic field causes the voltage ual. To test the relay only, refer to Relays—Opera-
to switch high resulting in a sync signal of approxi- tion/Testing in the Group 14, Fuel Systems section.
mately 5 volts.
TESTING FOR SPARK AT COIL (2) Rotate (crank) the engine with the starter
motor and observe the cable terminal for a steady
CAUTION: When disconnecting a high voltage arc. If steady arcing does not occur, inspect the sec-
cable from a spark plug or from the distributor cap, ondary coil cable. Refer to Spark Plug Cables in this
twist the rubber boot slightly (1/2 turn) to break it group. Also inspect the distributor cap and rotor for
loose (Fig. 5). Grasp the boot (not the cable) and cracks or burn marks. Repair as necessary. If steady
pull it off with a steady, even force. arcing occurs, connect ignition coil cable to the dis-
tributor cap.
(3) Remove a cable from one spark plug.
(4) Using insulated pliers, hold the cable terminal
approximately 12 mm (1/2 in.) from the engine cylin-
der head or block while rotating the engine with the
starter motor. Observe the spark plug cable terminal
for an arc. If steady arcing occurs, it can be expected
that the ignition secondary system is operating cor-
rectly. (If the ignition coil cable is removed for
this test, instead of a spark plug cable, the
spark intensity will be much higher). If steady
arcing occurs at the spark plug cables, but the engine
will not start, connect the DRB scan tool. Refer to
the appropriate Powertrain Diagnostic Procedures
service manual.
IGNITION COIL TEST

Fig. 5 Cable Removal To perform a complete test of the ignition coil and
(1) Disconnect the ignition coil secondary cable its circuitry, refer to the DRB scan tool. Also refer to
from center tower of the distributor cap. Hold the the appropriate Powertrain Diagnostics Procedures
cable terminal approximately 12 mm (1/2 in.) from a manual. To test the coil only, refer to the following:
good engine ground (Fig. 6). The ignition coil (Fig. 7) is designed to operate
without an external ballast resistor.
Fig. 6 Checking for Spark—Typical

WARNING: BE VERY CAREFUL WHEN THE
Fig. 7 Ignition Coil—Typical (5.2L/5.9L Shown)
ENGINE IS CRANKING. DO NOT PUT YOUR HANDS
NEAR THE PULLEYS, BELTS OR THE FAN. DO NOT
WEAR LOOSE FITTING CLOTHING.
IGNITION COIL RESISTANCE
PRIMARY RESISTANCE 21-27°C SECONDARY RESISTANCE

COIL MANUFACTURER
(70-80°F) 21-27°C (70-80°F)
Diamond 0.97 - 1.18 Ohms 11,300 - 15,300 Ohms
Toyodenso 0.95 - 1.20 Ohms 11,300 - 13,300 Ohms
Inspect the ignition coil for arcing. Test the coil ertrain control module circuit. Refer to On-Board
according to coil tester manufacturer’s instructions. Diagnostics in Group 14, Fuel Systems.
Test the coil primary and secondary resistance. • If voltage remains at or near battery voltage
Replace any coil that does not meet specifications. during the entire 5 seconds, turn the key off. Remove
Refer to the IGNITION COIL RESISTANCE chart. the three 32-way connectors (Fig. 8) from the PCM.
If the ignition coil is being replaced, the secondary Check 32-way connectors for any spread terminals or
spark plug cable must also be checked. Replace cable corrosion.
if it has been burned or damaged.
Arcing at the tower will carbonize the cable boot,
which if it is connected to a new ignition coil, will
cause the coil to fail.
If the secondary coil cable shows any signs of dam-
age, it should be replaced with a new cable and new
terminal. Carbon tracking on the old cable can cause
arcing and the failure of a new ignition coil.
FAILURE TO START TEST

To prevent unnecessary diagnostic time and wrong
test results, the Testing For Spark At Coil test
should be performed prior to this test.
WARNING: SET PARKING BRAKE OR BLOCK THE

DRIVE WHEELS BEFORE PROCEEDING WITH THIS
TEST.
(1) Unplug the ignition coil harness connector at

the coil.
(2) Connect a set of small jumper wires (18 gauge
or smaller) between the disconnected harness termi-
nals and the ignition coil terminals. To determine
polarity at connector and coil, refer to the Wiring Fig. 8 PCM and Three 32–Way Connectors
Diagrams section. (6) Remove test lead from the coil positive termi-
(3) Attach one lead of a voltmeter to the positive nal. Connect an 18 gauge jumper wire between the
(12 volt) jumper wire. Attach the negative side of battery positive terminal and the coil positive termi-
voltmeter to a good ground. Determine that sufficient nal.
battery voltage (12.4 volts) is present for the starting (7) Make the special jumper shown in (Fig. 9).
and ignition systems. Using the jumper, momentarily ground the ignition
(4) Determine that sufficient battery voltage (12.4 coil driver circuit at the PCM connector (cavity A-7).
volts) is present for the starting and ignition sys- For cavity/terminal location of this circuit, refer to
tems. Group 8W, Wiring. A spark should be generated at
(5) Crank the engine for 5 seconds while monitor- the coil cable when the ground is removed.
ing the voltage at the coil positive terminal: (8) If spark is generated, replace the PCM.
• If the voltage remains near zero during the (9) If spark is not seen, use the special jumper to
entire period of cranking, refer to On-Board Diagnos- ground the coil negative terminal directly.
tics in Group 14, Fuel Systems. Check the Power- (10) If spark is produced, repair wiring harness for
train Control Module (PCM) and auto shutdown an open condition.
relay. (11) If spark is not produced, replace the ignition
• If voltage is at or near battery voltage and drops coil.
to zero after 1-2 seconds of cranking, check the pow-
Fig. 9 Special Jumper Ground-to-Coil Negative

Terminal
DISTRIBUTOR CAP
Remove the distributor cap and wipe it clean with
a dry lint free cloth. Visually inspect the cap for
cracks, carbon paths, broken towers or damaged Fig. 11 Cap Inspection—Internal—Typical
rotor button (Fig. 10) or (Fig. 11). Also check for
white deposits on the inside (caused by condensation
entering the cap through cracks). Replace any cap
that displays charred or eroded terminals. The
machined surface of a terminal end (faces toward
rotor) will indicate some evidence of erosion from
normal operation. Examine the terminal ends for evi-
dence of mechanical interference with the rotor tip.
Fig. 12 Rotor Inspection—Typical

IGNITION TIMING
NOTE: Base (initial) ignition timing is NOT adjust-
Fig. 10 Cap Inspection—External—Typical able on any 4.0L/5.2L/5.9L engine. Do not attempt to
DISTRIBUTOR ROTOR adjust ignition timing by rotating the distributor.
Visually inspect the rotor (Fig. 12) for cracks, evi-
dence of corrosion or the effects of arcing on the NOTE: On 4.0L 6–cylinder engines, do not attempt
metal tip. Also check for evidence of mechanical to modify the slotted fork on the distributor housing
interference with the cap. Some charring is normal to get distributor rotation. Distributor position will
on the end of the metal tip. The silicone-dielectric- have no effect on ignition timing.
varnish-compound applied to the rotor tip for radio
interference noise suppression, will appear charred. All ignition timing functions are controlled by the
This is normal. Do not remove the charred com- powertrain control module (PCM). For additional
pound. Test the spring for insufficient tension. information, refer to the appropriate Powertrain
Replace a rotor that displays any of these adverse Diagnostics Procedures service manual for operation
conditions. of the DRB Scan Tool.
MAP SENSOR the rear of vehicle. The movable pulse ring should
For an operational description, diagnosis or remov- now be within the sensor pickup.
al/ installation procedures, refer to Group 14, Fuel (5) 4.0L Engine: Remove distributor cap from dis-
Systems. tributor (two screws). Rotate (crank) the engine until
the distributor rotor is pointed to approximately the
CRANKSHAFT POSITION SENSOR 11 o’clock position. The movable pulse ring should
To perform a complete test of this sensor and its now be within the sensor pickup.
circuitry, refer to the DRB scan tool. Also refer to the (6) Turn ignition key to ON position. Voltmeter
appropriate Powertrain Diagnostics Procedures man- should read approximately 5.0 volts.
ual. (7) If voltage is not present, check the voltmeter
leads for a good connection.
CAMSHAFT POSITION SENSOR (8) If voltage is still not present, check for voltage
The camshaft position sensor is located in the dis- at the supply wire. For wire identification, refer to
tributor (Fig. 13) on all engines. Group 8W, Wiring Diagrams.
(9) If 5 volts is not present at supply wire, check
for voltage at PCM 32-way connector (cavity A-17).
Refer to Group 8W, Wiring for location of connector/
terminal. Leave the PCM connector connected for
this test.
(10) If voltage is still not present, perform vehicle
test using the DRB scan tool.
(11) If voltage is present at cavity A-17, but not at
the supply wire:
(a) Check continuity between the supply wire.
This is checked between the distributor connector
and cavity A-17 at the PCM. If continuity is not
present, repair the harness as necessary.
(b) Check for continuity between the camshaft
position sensor output wire and cavity A-18 at the
PCM. If continuity is not present, repair the har-
ness as necessary.
Fig. 13 Camshaft Position Sensor—Typical (c) Check for continuity between the ground cir-
(5.2L/5.9L Distributor Shown) cuit wire at the distributor connector and ground.
To perform a complete test of this sensor and its If continuity is not present, repair the harness as
circuitry, refer to the appropriate Powertrain Diag- necessary.
nostics Procedures service manual. To test the sensor (12) While observing the voltmeter, crank the
only, refer to the following: engine with ignition switch. The voltmeter needle
For this test, an analog (non-digital) voltme- should fluctuate between 0 and 5 volts while the
ter is needed. Do not remove the distributor connec- engine is cranking. This verifies that the camshaft
tor from the distributor. Using small paper clips, position sensor in the distributor is operating prop-
insert them into the backside of the distributor wire erly and a sync pulse signal is being generated.
harness connector to make contact with the termi- If sync pulse signal is not present, replacement of
nals. Be sure that the connector is not damaged the camshaft position sensor is necessary
when inserting the paper clips. Attach voltmeter
leads to these paper clips. ENGINE COOLANT TEMPERATURE SENSOR
(1) Connect the positive (+) voltmeter lead into the For an operational description, diagnosis and
sensor output wire. This is at done the distributor removal/installation procedures, refer to Group 14,
wire harness connector. For wire identification, refer Fuel System.
to Group 8W, Wiring Diagrams.
(2) Connect the negative (-) voltmeter lead into the INTAKE MANIFOLD AIR TEMPERATURE SENSOR
ground wire. For wire identification, refer to Group For an operational description, diagnosis and
8W, Wiring Diagrams. removal/installation procedures, refer to Group 14,
(3) Set the voltmeter to the 15 Volt DC scale. Fuel System.
(4) 5.2L/5.9L Engines: Remove distributor cap
from distributor (two screws). Rotate (crank) the
engine until the distributor rotor is pointed towards
SPARK PLUG CABLES ing properly and should be replaced. Also check
Check the spark plug cable connections for good engine cylinder compression.
contact at the coil(s), distributor cap towers, and With the engine not running, connect one end of a
spark plugs. Terminals should be fully seated. The test probe to a good ground. Start the engine and run
insulators should be in good condition and should fit the other end of the test probe along the entire
tightly on the coil, distributor and spark plugs. Spark length of all spark plug cables. If cables are cracked
plug cables with insulators that are cracked or torn or punctured, there will be a noticeable spark jump
must be replaced. from the damaged area to the test probe. The cable
Clean high voltage ignition cables with a cloth running from the ignition coil to the distributor cap
moistened with a non-flammable solvent. Wipe the can be checked in the same manner. Cracked, dam-
cables dry. Check for brittle or cracked insulation. aged or faulty cables should be replaced with resis-
On 5.2L/5.9L V-8 engines, spark plug cable heat tance type cable. This can be identified by the words
shields are pressed into the cylinder head to sur- ELECTRONIC SUPPRESSION printed on the cable
round each spark plug cable boot and spark plug jacket.
(Fig. 14). These shields protect the spark plug boots Use an ohmmeter to test for open circuits, exces-
from damage (due to intense engine heat generated sive resistance or loose terminals. If equipped,
by the exhaust manifolds) and should not be remove the distributor cap from the distributor. Do
removed. After the spark plug cable has been not remove cables from cap. Remove cable from
installed, the lip of the cable boot should have a spark plug. Connect ohmmeter to spark plug termi-
small air gap to the top of the heat shield (Fig. 14). nal end of cable and to corresponding electrode in
distributor cap. Resistance should be 250 to 1000
Ohms per inch of cable. If not, remove cable from dis-
tributor cap tower and connect ohmmeter to the ter-
minal ends of cable. If resistance is not within
specifications as found in the SPARK PLUG CABLE
RESISTANCE chart, replace the cable. Test all spark
plug cables in this manner.
SPARK PLUG CABLE RESISTANCE
MINIMUM MAXIMUM
250 Ohms Per Inch 1000 Ohms Per
Inch
3000 Ohms Per Foot 12,000 Ohms
Per Foot
To test ignition coil-to-distributor cap cable, do not

Fig. 14 Heat Shields—5.2L/5.9L V-8 Engines remove the cable from the cap. Connect ohmmeter to
TESTING rotor button (center contact) of distributor cap and
When testing secondary cables for damage with an terminal at ignition coil end of cable. If resistance is
oscilloscope, follow the instructions of the equipment not within specifications as found in the Spark Plug
manufacturer. Cable Resistance chart, remove the cable from the
If an oscilloscope is not available, spark plug cables distributor cap. Connect the ohmmeter to the termi-
may be tested as follows: nal ends of the cable. If resistance is not within spec-
ifications as found in the Spark Plug Cable
CAUTION: Do not leave any one spark plug cable Resistance chart, replace the cable. Inspect the igni-
disconnected for longer than necessary during test- tion coil tower for cracks, burns or corrosion.
ing. This may cause possible heat damage to the
catalytic converter. Total test time must not exceed SPARK PLUG CONDITIONS
ten minutes.
NORMAL OPERATING
With the engine running, remove spark plug cable The few deposits present on the spark plug will
from spark plug (one at a time) and hold next to a probably be light tan or slightly gray in color. This is
good engine ground. If the cable and spark plug are evident with most grades of commercial gasoline
in good condition, the engine rpm should drop and (Fig. 15). There will not be evidence of electrode
the engine will run poorly. If engine rpm does not burning. Gap growth will not average more than
drop, the cable and/or spark plug may not be operat- approximately 0.025 mm (.001 in) per 1600 km (1000
miles) of operation. Spark plugs that have normal
wear can usually be cleaned, have the electrodes
filed, have the gap set and then be installed.
Fig. 15 Normal Operation and Cold (Carbon) Fouling

Some fuel refiners in several areas of the United
States have introduced a manganese additive (MMT) Fig. 16 Oil or Ash Encrusted
for unleaded fuel. During combustion, fuel with MMT ELECTRODE GAP BRIDGING
causes the entire tip of the spark plug to be coated Electrode gap bridging may be traced to loose
with a rust colored deposit. This rust color can be deposits in the combustion chamber. These deposits
misdiagnosed as being caused by coolant in the com- accumulate on the spark plugs during continuous
bustion chamber. Spark plug performance is not stop-and-go driving. When the engine is suddenly
affected by MMT deposits. subjected to a high torque load, deposits partially liq-
uefy and bridge the gap between electrodes (Fig. 17).
COLD FOULING/CARBON FOULING
This short circuits the electrodes. Spark plugs with
Cold fouling is sometimes referred to as carbon
electrode gap bridging can be cleaned using standard
fouling. The deposits that cause cold fouling are basi-
procedures.
cally carbon (Fig. 15). A dry, black deposit on one or
two plugs in a set may be caused by sticking valves
or defective spark plug cables. Cold (carbon) fouling
of the entire set of spark plugs may be caused by a
clogged air cleaner element or repeated short operat-
ing times (short trips).
WET FOULING OR GAS FOULING

A spark plug coated with excessive wet fuel or oil
is wet fouled. In older engines, worn piston rings,
leaking valve guide seals or excessive cylinder wear
can cause wet fouling. In new or recently overhauled
engines, wet fouling may occur before break-in (nor-
mal oil control) is achieved. This condition can usu-
ally be resolved by cleaning and reinstalling the
fouled plugs.
OIL OR ASH ENCRUSTED Fig. 17 Electrode Gap Bridging

If one or more spark plugs are oil or oil ash
encrusted (Fig. 16), evaluate engine condition for the SCAVENGER DEPOSITS
cause of oil entry into that particular combustion Fuel scavenger deposits may be either white or yel-
chamber. low (Fig. 18). They may appear to be harmful, but
this is a normal condition caused by chemical addi-
tives in certain fuels. These additives are designed to
change the chemical nature of deposits and decrease Determine if ignition timing is over advanced or if
spark plug misfire tendencies. Notice that accumula- other operating conditions are causing engine over-
tion on the ground electrode and shell area may be heating. (The heat range rating refers to the operat-
heavy, but the deposits are easily removed. Spark ing temperature of a particular type spark plug.
plugs with scavenger deposits can be considered nor- Spark plugs are designed to operate within specific
mal in condition and can be cleaned using standard temperature ranges. This depends upon the thick-
procedures. ness and length of the center electrodes porcelain
insulator.)
Fig. 18 Scavenger Deposits

CHIPPED ELECTRODE INSULATOR Fig. 20 Preignition Damage
A chipped electrode insulator usually results from SPARK PLUG OVERHEATING
bending the center electrode while adjusting the Overheating is indicated by a white or gray center
spark plug electrode gap. Under certain conditions, electrode insulator that also appears blistered (Fig.
severe detonation can also separate the insulator 21). The increase in electrode gap will be consider-
from the center electrode (Fig. 19). Spark plugs with ably in excess of 0.001 inch per 1000 miles of opera-
this condition must be replaced. tion. This suggests that a plug with a cooler heat
range rating should be used. Over advanced ignition
timing, detonation and cooling system malfunctions
can also cause spark plug overheating.
Fig. 19 Chipped Electrode Insulator

PREIGNITION DAMAGE
Preignition damage is usually caused by excessive
combustion chamber temperature. The center elec- Fig. 21 Spark Plug Overheating
trode dissolves first and the ground electrode dis-
solves somewhat latter (Fig. 20). Insulators appear
relatively deposit free. Determine if the spark plug
has the correct heat range rating for the engine.

SPARK PLUG CABLES
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. 22). Grasp the boot (not the cable) and
pull it off with a steady, even force.
Fig. 24 Engine Firing Order—5.2L/5.9L V-8 Engines

good connection is made between the plug cable and
the distributor cap tower.
SPARK PLUGS
On 5.2L/5.9L V-8 engines, spark plug cable heat
shields are pressed into the cylinder head to sur-
round each cable boot and spark plug (Fig. 25).
Fig. 22 Cable Removal

Install cables into the proper engine cylinder firing
order (Fig. 23) or (Fig. 24).
Fig. 25 Heat Shields—5.2L/5.9L Engines

If removal of the heat shield(s) is necessary,
remove the spark plug cable and compress the sides
of shield for removal. Each shield is slotted to allow
for compression and removal. To install the shields,
Fig. 23 Engine Firing Order—4.0L 6–Cyl. Engine align shield to machined opening in cylinder head
When replacing the spark plug and coil cables, and tap into place with a block of wood.
route the cables correctly and secure in the proper
retainers. Failure to route the cables properly can PLUG REMOVAL
cause the radio to reproduce ignition noise. It could (1) Always remove spark plug or ignition coil
also cause cross ignition of the plugs or short circuit cables by grasping at the cable boot (Fig. 22). Turn
the cables to ground. the cable boot 1/2 turn and pull straight back in a
When installing new cables, make sure a positive steady motion. Never pull directly on the cable.
connection is made. A snap should be felt when a Internal damage to cable will result.
(2) Prior to removing the spark plug, spray com- PLUG INSTALLATION
pressed air around the spark plug hole and the area Special care should be taken when installing spark
around the spark plug. This will help prevent foreign plugs into the cylinder head spark plug wells. Be
material from entering the combustion chamber. sure the plugs do not drop into the plug wells as elec-
(3) Remove the spark plug using a quality socket trodes can be damaged.
with a rubber or foam insert. Always tighten spark plugs to the specified torque.
(4) Inspect the spark plug condition. Refer to Over tightening can cause distortion resulting in a
Spark Plug Condition in the Diagnostics and Testing change in the spark plug gap or a cracked porcelain
section of this group. insulator.
When replacing the spark plug and ignition coil
PLUG CLEANING cables, route the cables correctly and secure them in
The plugs may be cleaned using commercially the appropriate retainers. Failure to route the cables
available spark plug cleaning equipment. After clean- properly can cause the radio to reproduce ignition
ing, file the center electrode flat with a small point noise. It could cause cross ignition of the spark plugs
file or jewelers file before adjusting gap. or short circuit the cables to ground.
(1) Start the spark plug into the cylinder head by
CAUTION: Never use a motorized wire wheel brush hand to avoid cross threading.
to clean the spark plugs. Metallic deposits will (2) Tighten spark plugs to 35-41 N·m (26-30 ft.
remain on the spark plug insulator and will cause lbs.) torque.
plug misfire. (3) Install spark plug cables over spark plugs.
PLUG GAP ADJUSTMENT IGNITION COIL—5.2L/5.9L ENGINES

Check the spark plug gap with a gap gauge tool. If The ignition coil is an epoxy filled type. If the coil
the gap is not correct, adjust it by bending the is replaced, it must be replaced with the same type.
ground electrode (Fig. 26). Never attempt to adjust
REMOVAL
the gap by bending the center electrode.
The coil is mounted to a bracket that is bolted to
the front of the right engine cylinder head (Fig. 27).
This bracket is mounted on top of the automatic belt
tensioner bracket using common bolts.
Fig. 27 Ignition Coil—5.2L/5.9L V-8 Engines

(1) Disconnect the primary wiring from the igni-
Fig. 26 Setting Spark Plug Gap—Typical tion coil.
(2) Disconnect the secondary spark plug cable from
SPARK PLUG GAP
the ignition coil.
4.0L 6–Cyl. Engine: .89 mm (.035 in).
5.2/5.9L V-8 Engines: 1.01 mm (.040 in).
WARNING: DO NOT REMOVE THE COIL MOUNT- (3) Remove ignition coil mounting bolts (nuts may
ING BRACKET-TO-CYLINDER HEAD MOUNTING also be used on back side of bracket).
BOLTS. THE COIL MOUNTING BRACKET IS UNDER (4) Remove coil.
ACCESSORY DRIVE BELT TENSION. IF THIS
BRACKET IS TO BE REMOVED FOR ANY REASON, INSTALLATION
ALL BELT TENSION MUST FIRST BE RELIEVED. (1) Install ignition coil to bracket. If nut and bolts
REFER TO THE BELT SECTION OF GROUP 7, are used to secure coil to coil bracket, tighten to 11
COOLING SYSTEM. N·m (100 in. lbs.) torque. If bolts are used, tighten
bolts to 5 N·m (50 in. lbs.) torque.
(3) Remove ignition coil from coil mounting (2) Connect engine harness connector to coil.
bracket (two bolts). (3) Connect ignition coil cable to ignition coil.
INSTALLATION AUTOMATIC SHUTDOWN (ASD) RELAY

(1) Install the ignition coil to coil bracket. If nuts The Automatic Shutdown (ASD) relay is located in
and bolts are used to secure coil to coil bracket, the Power Distribution Center (PDC). The PDC is
tighten to 11 N·m (100 in. lbs.) torque. If the coil located in the engine compartment (Fig. 29). Refer to
mounting bracket has been tapped for coil mounting label on PDC cover for relay location.
bolts, tighten bolts to 5 N·m (50 in. lbs.) torque.
(2) Connect all wiring to ignition coil.
IGNITION COIL—4.0L ENGINE

The ignition coil is an epoxy filled type. If the coil
is replaced, it must be replaced with the same type.
REMOVAL
The ignition coil is mounted to a bracket on the
side of the engine to the front of the distributor (Fig.
28).

REMOVAL
(1) Remove PDC cover.
(2) Remove relay by lifting straight up.
INSTALLATION
(1) Check condition of relay terminals at PDC for
corrosion or damage. Also check the heights of relay
Fig. 28 Ignition Coil—4.0L Engine
terminal pins at PDC. Pin height should be same for
(1) Disconnect the ignition coil secondary cable all pins. Repair as necessary before installing relay.
from ignition coil (Fig. 28). (2) Push relay into connector.
(2) Disconnect engine harness connector from igni- (3) Install relay cover.
tion coil.
CRANKSHAFT POSITION SENSOR—5.2L/5.9L
ENGINES
REMOVAL
The sensor is bolted to the top of the cylinder block
near the rear of right cylinder head (Fig. 30).
Fig. 31 Crankshaft Position Sensor—4.0L 6-Cylinder

Engine
REMOVAL
(1) Disconnect sensor pigtail harness (3–way con-
nector) from main engine wiring harness. This con-
nection is made near rear of distributor.
Fig. 30 Crankshaft Position Sensor—5.2L/5.9L (2) Remove sensor mounting bolt.
Engines (3) Remove wire shield and sensor.
(1) Disconnect crankshaft position sensor pigtail INSTALLATION
harness (3–way connector) from main wiring harness. 4.0L engines with automatic transmission:
(2) Remove two sensor (recessed hex head) mount- New replacement sensors will be equipped with a
ing bolts (Fig. 30). paper spacer glued to bottom of sensor. If installing
(3) Remove sensor from engine. (returning) a used sensor to vehicle, a new paper
spacer must be installed to bottom of sensor. This
INSTALLATION
spacer will be ground off the first time engine is
(1) Position crankshaft position sensor to engine.
started. If spacer is not used, sensor will be broken
(2) Install mounting bolts and tighten to 8 N·m (70
the first time engine is started.
in. lbs.) torque.
(1) New Sensors: Be sure paper spacer is installed
(3) Connect main harness electrical connector to
to bottom of sensor. If not, obtain spacer
sensor.
PN05252229.
(2) Used Sensors: Clean bottom of sensor and
CRANKSHAFT POSITION SENSOR—4.0L ENGINE
install spacer PN05252229.
The crankshaft position sensor is mounted to the
(3) Install sensor into transmission bellhousing
transmission bellhousing at the left/rear side of the
hole.
engine block (Fig. 31). The sensor is adjustable and
(4) Position sensor wire shield to sensor (Fig. 31).
is attached with one bolt. A wire shield/router is
(5) Push sensor against flywheel/drive plate. With
attached to the sensor (Fig. 31).
sensor pushed against flywheel/drive plate, tighten
mounting bolt to 7 N·m (60 in. lbs.) torque.
(6) Route sensor wiring harness into wire shield. ENGINE COOLANT TEMPERATURE SENSOR
(7) Connect sensor pigtail harness electrical con- For an operational description, diagnosis and
nector to main wiring harness. removal/installation procedures, refer to Group 14,
Fuel System.
CAMSHAFT POSITION SENSOR
The camshaft position sensor is located in the dis- THROTTLE POSITION SENSOR
tributor on all 4.0L 6–cylinder and 5.2L/5.9L V-8 For an operational description, diagnosis and
engines (Fig. 32). removal/installation procedures, refer to Group 14,
Fuel System.
REMOVAL
Distributor removal is not necessary to remove INTAKE MANIFOLD AIR TEMPERATURE SENSOR
camshaft position sensor. For an operational description, diagnosis and
Fuel System.
DISTRIBUTOR—5.2L/5.9L ENGINES
REMOVAL
CAUTION: Base ignition timing is not adjustable

on any 5.2L/5.9L V-8 engine. Distributors do not
have built in centrifugal or vacuum assisted
advance. Base ignition timing and timing advance
are controlled by the Powertrain Control Module
(PCM). Because a conventional timing light can not
be used to adjust distributor position after installa-
tion, note position of distributor before removal.

Fig. 32 Camshaft Position Sensor—Typical (2) Remove air cleaner tube at throttle body.
(5.2L/5.9L Shown) (3) Disconnect coil secondary cable at distributor
(1) 5.2L/5.9L Engines: Remove air cleaner tube at cap.
throttle body. (4) Disconnect all secondary spark plug cables at
(2) Disconnect negative cable from battery. distributor cap. Note and mark position before
(3) Remove distributor cap from distributor (two removal.
screws). (5) Remove distributor cap from distributor (two
(4) Disconnect camshaft position sensor wiring screws).
harness from main engine wiring harness. (6) Mark position of distributor housing in rela-
(5) Remove distributor rotor from distributor shaft. tionship to engine or dash panel. This is done to aid
(6) Lift the camshaft position sensor assembly in installation.
from the distributor housing (Fig. 32). (7) Before distributor is removed, number one cyl-
inder must be brought to Top Dead Center (TDC) fir-
INSTALLATION ing position.
(1) Install camshaft position sensor to distributor. (8) Attach a socket to Crankshaft Vibration
Align sensor into notch on distributor housing. Damper mounting bolt.
(2) Connect wiring harness. (9) Slowly rotate engine clockwise, as viewed from
(3) Install rotor. front, until indicating mark on crankshaft vibration
(4) Install distributor cap. Tighten mounting damper is aligned to 0 degree (TDC) mark on timing
screws. chain cover (Fig. 33).
(5) 5.2L/5.9L Engines: Install air cleaner tube to (10) The distributor rotor should now be aligned to
throttle body. CYL. NO. 1 alignment mark (stamped) into camshaft
position sensor (Fig. 34). If not, rotate crankshaft
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR through another complete 360 degree turn. Note posi-
For removal and installation, refer to Manifold tion of number one cylinder spark plug cable (on the
Absolute Pressure Sensor in group 14, Fuel Systems. cap) in relation to rotor. Rotor should now be aligned
to this position.
Fig. 33 Damper-To-Cover Alignment Marks—Typical Fig. 35 Distributor Holddown Clamp—5.2L/5.9L

Engines
removed). Then continue to slowly rotate engine
clockwise until indicating mark (Fig. 33) is aligned to
0 degree (TDC) mark on timing chain cover.
(1) Clean top of cylinder block for a good seal
between distributor base and block.
(2) Lightly oil the rubber o-ring seal on distributor
housing.
(3) Install rotor to distributor shaft.
(4) Position distributor into engine to its original
position. Engage tongue of distributor shaft with slot
in distributor oil pump drive gear. Position rotor to
number one spark plug cable position.
(5) Install distributor holddown clamp and clamp
bolt. Do not tighten bolt at this time.
(6) Rotate distributor housing until rotor is aligned
Fig. 34 Rotor Alignment Mark—5.2L/5.9L Engines to CYL. NO. 1 alignment mark on camshaft position
(11) Disconnect camshaft position sensor wiring sensor (Fig. 34).
harness 3–way connector from main engine wiring (7) Tighten clamp holddown bolt (Fig. 35) to 22.5
harness. N·m (200 in. lbs.) torque.
(12) Remove distributor rotor from distributor (8) Connect camshaft position sensor wiring har-
shaft. ness to main engine harness.
(13) Remove distributor holddown clamp bolt and (9) Install distributor cap. Tighten mounting
clamp (Fig. 35). screws.
(14) Remove distributor from vehicle. (10) Install secondary cables to distributor cap.
(11) Refer to following, Checking Distributor Posi-
CAUTION: Do not crank engine with distributor tion.
removed. Distributor/crankshaft relationship will be
lost. CHECKING DISTRIBUTOR POSITION
To verify correct distributor rotational position, the
DRB scan tool must be used.
INSTALLATION
If engine has been cranked while distributor is WARNING: WHEN PERFORMING THE FOLLOWING
removed, establish relationship between distributor TEST, THE ENGINE WILL BE RUNNING. BE CARE-
shaft and number one piston position as follows: FUL NOT TO STAND IN LINE WITH THE FAN
Rotate crankshaft in a clockwise direction, as BLADES OR FAN BELT. DO NOT WEAR LOOSE
viewed from front, until number one cylinder piston CLOTHING.
is at top of compression stroke (compression should
be felt on finger with number one spark plug
(1) Connect DRB scan tool to data link connector.
The data link connector is located in passenger com-
partment, below and to left of steering column.
(2) Gain access to SET SYNC screen on DRB.
(3) Follow directions on DRB screen and start
engine. Bring to operating temperature (engine must
be in “closed loop” mode).
(4) With engine running at idle speed, the words
IN RANGE should appear on screen along with 0°.
This indicates correct distributor position.
(5) If a plus (+) or a minus (-) is displayed next to
degree number, and/or the degree displayed is not
zero, loosen but do not remove distributor holddown
clamp bolt. Rotate distributor until IN RANGE
appears on screen. Continue to rotate distributor
until achieving as close to 0° as possible. After
adjustment, tighten clamp bolt to 22.5 N·m (200 in.
lbs.) torque.
The degree scale on SET SYNC screen of DRB is
referring to fuel synchronization only. It is not Fig. 36 Plastic Alignment Pin—4.0L Engine
referring to ignition timing. Because of this, do
not attempt to adjust ignition timing using this
method. Rotating distributor will have no effect on
ignition timing. All ignition timing values are con-
trolled by powertrain control module (PCM).
(6) After testing, install air cleaner tube to throttle
body.
DISTRIBUTOR—4.0L ENGINE
All 4.0L distributors contain an internal oil seal
that prevents oil from entering the distributor hous-
ing. The seal is not serviceable.
Factory replacement distributors are equipped with
a plastic alignment pin already installed. The pin is
located in an access hole on the bottom of the distrib-
utor housing (Fig. 36). It is used to temporarily lock
the rotor to the cylinder number 1 position during
installation. The pin must be removed after install-
ing the distributor.
The camshaft position sensor is located in the dis-
tributor on all 4.0L engines (Fig. 37). For removal/in-
stallation procedures, refer to Camshaft Position
Sensor. Distributor removal is not necessary for sen-
sor removal.
Refer to (Fig. 37) for an exploded view of distribu-
tor.
Fig. 37 Distributor— 4.0L Engine—Typical
A fork with a slot is supplied on bottom of distrib-
utor housing where the housing base seats against NOTE: Do not attempt to modify this fork to attain
engine block (Fig. 37). The centerline of the slot ignition timing.
aligns with distributor holddown bolt hole in engine
block. Because of the fork, the distributor cannot be
REMOVAL—4.0L ENGINE
rotated. Distributor rotation is not necessary as all
ignition timing requirements are handled by the
(2) Disconnect coil secondary cable at coil.
powertrain control module (PCM).
(3) Remove distributor cap from distributor (2
The position of distributor determines fuel synchro-
screws). Do not remove cables from cap. Do not
nization only. It does not determine ignition timing.
remove rotor.
(4) Disconnect distributor wiring harness 3–way (12) Observe slot in oil pump gear through hole on
connector from main engine harness. side of engine. It should be slightly before (counter-
(5) Remove cylinder number 1 spark plug. clockwise of) the 11 o’clock position (Fig. 39).
(6) Hold a finger over the open spark plug hole.
Rotate engine at vibration dampener bolt until com-
pression (pressure) is felt.
(7) Slowly continue to rotate engine. Do this until
timing index mark on vibration damper pulley aligns
with top dead center (TDC) mark (0 degree) on tim-
ing degree scale (Fig. 38). Always rotate engine in
direction of normal rotation. Do not rotate engine
backward to align timing marks.
Fig. 39 Slot At 11 O’clock Position—4.0L Engine

(13) Remove and discard old distributor-to-engine
block gasket.
INSTALLATION
(1) If engine crankshaft has been rotated after dis-
tributor removal, cylinder number 1 must be
returned to its proper firing stroke. Refer to previous
REMOVAL Step 5 and Step 6. These steps must be
done before installing distributor.
(2) Check position of slot on oil pump gear. It
should be just slightly before (counterclockwise of)
the 11 o’clock position (Fig. 39). If not, place a flat
blade screwdriver into oil pump gear and rotate it
Fig. 38 Align Timing Marks—4.0L Engine into proper position.
(3) Factory replacement distributors are equipped
(8) Remove distributor holddown bolt and clamp. with a plastic alignment pin already installed (Fig.
(9) Remove distributor from engine by slowly lift- 36). This pin is used to temporarily hold rotor to cyl-
ing straight up. inder number 1 firing position during distributor
(10) Note that rotor will rotate slightly in a coun- installation. If pin is in place, proceed to Step 8. If
terclockwise direction while lifting up the distributor. not, proceed to next step.
The oil pump gear will also rotate slightly in a coun- (4) If original distributor is to be reinstalled, such
terclockwise direction while lifting up the distributor. as during engine overhaul, the plastic pin will not be
This is due to the helical cut gears on distributor and available. A 3/16 inch drift pin punch tool may be
camshaft. substituted for plastic pin.
(11) Note removed position of rotor during distrib- (5) Remove camshaft position sensor from distrib-
utor removal. During installation, this will be utor housing. Lift straight up.
referred to as the Pre-position.
(6) Four different alignment holes are provided on
the plastic ring (Fig. 40). Note that 2.5L and 4.0L
engines have different alignment holes (Fig. 40).
(7) Rotate distributor shaft and install pin punch
tool through proper alignment hole in plastic ring
(Fig. 40) and into mating access hole in distributor
housing. This will prevent distributor shaft and rotor
from rotating.
Fig. 41 Distributor Pre-position—4.0L Engines
Fig. 40 Pin Alignment Holes—4.0L Engine

(8) Clean distributor mounting hole area of engine
block.
(9) Install new distributor-to-engine block gasket
(Fig. 37).
(10) Install rotor to distributor shaft.
Pre-position distributor into engine while holding
centerline of base slot in 1 o’clock position (Fig. 41).
Continue to engage distributor into engine. The rotor
and distributor will rotate clockwise during installa-
tion. This is due to the helical cut gears on distribu-
tor and camshaft. When distributor is fully seated to
engine block, the centerline of base slot should be
aligned to clamp bolt mounting hole on engine (Fig.
42). The rotor should also be pointed at 5 o’clock Fig. 42 Distributor Engaged Position—4.0L Engine
position. • centerline of the slot at base of distributor is
It may be necessary to rotate rotor and distributor aligned to centerline of distributor holddown bolt
shaft (very slightly) to engage distributor shaft with hole on engine. In this position, the holddown bolt
slot in oil pump gear. The same may have to be done should easily pass through slot and into engine.
to engage distributor gear with camshaft gear. No adjustments are necessary. Proceed to next step.
The distributor is correctly installed when: (11) Install distributor holddown clamp and bolt.
• rotor is pointed at 5 o’clock position. Tighten bolt to 23 N·m (17 ft. lbs.) torque.
• plastic alignment pin (or pin punch tool) is still (12) Remove pin punch tool from distributor. Or, if
installed to distributor. plastic alignment pin was used, remove it straight
• number 1 cylinder piston is set at top dead cen- down from bottom of distributor. Discard plastic pin.
ter (TDC) (compression stroke).
(13) If removed, install camshaft position sensor to (5) A retaining pin (Fig. 44) is located at side of
distributor. Align wiring harness grommet to notch in key cylinder assembly.
distributor housing. (a) Rotate key to RUN position.
(14) Install rotor. (b) Press in on retaining pin while pulling key
cylinder from ignition switch.
CAUTION: If distributor cap is incorrectly posi-
tioned on distributor housing, the cap or rotor may
be damaged when engine is started.
(15) Install distributor cap. Tighten distributor cap

holddown screws to 3 N·m (26 in. lbs.) torque.
(16) If removed, install spark plug cables to dis-
tributor cap. For proper firing order, refer to Specifi-
cations section at end of this group. See Engine
Firing Order.
(17) Connect distributor wiring harness to main
engine harness.

Refer to Group 14, Fuel System for procedures.
IGNITION SWITCH AND KEY CYLINDER

The ignition key must be in the key cylinder for
cylinder removal. Fig. 44 Retaining Pin
IGNITION SWITCH REMOVAL
KEY CYLINDER REMOVAL
(1) Remove key lock cylinder. Refer to previous
steps.
(2) If equipped with tilt column, remove tilt lever
(2) Remove 3 ignition switch mounting screws
by turning it counterclockwise.
(Fig. 45). Use tamper proof torx bit (Snap-Ont
(3) Remove upper and lower covers (shrouds) from
SDMTR10 or equivalent) to remove screws.
steering column (Fig. 43).
(3) Gently pull switch away from column. Release
connector locks on 7-terminal wiring connector at
ignition switch and remove connector (Fig. 46).
(4) Release connector lock on 4-terminal halo lamp
wiring connector and remove connector (Fig. 46).
Fig. 43 Shroud Removal/Installation—Typical

(4) If equipped with automatic transmission, place
shifter in PARK position. Fig. 45 Switch Mounting Screws
Fig. 46 Ignition Switch and Halo Lamp Connectors

IGNITION SWITCH AND KEY CYLINDER
INSTALLATION Fig. 48 Key Cylinder—Rear View
If installing ignition key lock cylinder only,
proceed to following steps 2, 3 and 4. Also refer to fol-
lowing steps 12 through 18. If installing both switch
and key cylinder, refer to steps 1 through 18.
(1) Rotate flag (Fig. 47) on rear of ignition switch
until in RUN position. This step must be done to
allow tang (Fig. 48) on key cylinder to fit into slots
(Fig. 45) within ignition switch.
Fig. 49 Installing Key Cylinder Into Switch

(4) Check for proper retention of key cylinder by
attempting to pull cylinder from switch.
(5) Automatic Transmission Only: Before attaching
ignition switch to steering column, the transmission
shifter must be in PARK position. The park lock
dowel pin on rear of ignition switch (Fig. 50) must
Fig. 47 Flag in RUN Position also be properly indexed into the park lock linkage
(Fig. 51) before installing switch.
(2) With key into ignition key cylinder, rotate key (6) The flag at rear of ignition switch (Fig. 50)
clockwise until retaining pin can be depressed (Fig. must be properly indexed into steering column before
48) or (Fig. 49). installing switch. This flag is used to operate the
(3) Install key cylinder into ignition switch by steering wheel lock lever in steering column (Fig. 52).
aligning retaining pin into retaining pin slot (Fig. This lever allows steering wheel position to be locked
49). Push key cylinder into switch until retaining pin when key switch is in LOCK position.
engages. After pin engages, rotate key to OFF or (7) Place ignition switch in LOCK position. The
LOCK position. switch is in the LOCK position when column lock
flag is parallel to ignition switch terminals (Fig. 50).
(8) Automatic Transmission Only: Apply a light
coating of grease to park lock dowel pin and park
lock slider linkage. Before installing switch, push the
park lock slider linkage (Fig. 51) forward until it bot-
toms. Do a final positioning by pulling it rearward
about one-quarter inch.
(9) Apply a light coating of grease to both column
lock flag and shaft at end of flag.
(10) Place ignition switch into openings on steering
column.
(a) Automatic Transmission Only: Be sure park
lock dowel pin on rear of ignition switch enters slot
in park lock slider linkage (Fig. 51).
(b) Be sure flag on rear of switch is positioned
above steering wheel lock lever (Fig. 52).
(c) Align dowel pins on rear of switch into holes
on side of steering column.
(d) Install 3 ignition switch mounting screws.
Fig. 50 Ignition Switch View From Column Tighten screws to 3 N·m 6 .5 N·m (26 in. lbs. 6 4
in. lbs.) torque.
(11) Connect electrical connectors to ignition
switch and halo lamp. Make sure that switch locking
tabs are fully seated in wiring connectors.
(12) Install steering column covers (shrouds).
(13) Install tilt column lever (if equipped).
(14) Connect negative cable to battery.
(15) Check for proper operation of halo light.
(16) Automatic Transmission Only: Shifter should
lock in PARK position when key is in LOCK position
(if equipped with shift lock device). Shifter should
unlock when key rotated to ON position.
(17) Check for proper operation of ignition switch
in ACCESSORY, LOCK, OFF, ON, RUN, and START
positions.
Fig. 51 Park Lock Linkage—Automatic (18) Steering wheel should lock when key is in LOCK
Transmission—Typical position. Rotate steering wheel to verify. Steering wheel
should unlock when key is rotated to ON position.
SHIFTER/IGNITION INTERLOCK
On models equipped with an automatic transmis-
sion, a cable connects the ignition switch with the
floor shift lever. The shifter will be locked in the
PARK position when the ignition key is in the LOCK
or ACCESSORY positions. The cable can be adjusted
or replaced. Refer to Group 21, Transmissions for
procedures. The ignition interlock device within the
steering column is not serviceable. If service is nec-
essary, the steering column must be replaced. Refer
to Group 19, Steering for procedures.
Fig. 52 Steering Wheel Lock Lever

SPECIFICATIONS ENGINE FIRING ORDER—5.2L/5.9L V-8 ENGINES
VECI LABEL
If anything differs between the specifications found
label and the following specifications, use specifica-
tions on VECI label. The VECI label is located in the
engine compartment.
IGNITION TIMING
Ignition timing is not adjustable on any engine. Refer
to Ignition Timing in the Diagnostics/Service Procedures
section of this group for more information.
ENGINE FIRING ORDER—4.0L 6-CYLINDER

ENGINE
TORQUE CHART SPARK PLUGS
DESCRIPTION TORQUE ENGINE PLUG TYPE ELECTRODE GAP

Crankshaft Position Sensor— 4.0L 6-CYL. RC12LYC 0.89 mm (.035 in.)
4.0L Engine . . . . . . . . . . . . . . . .7 N·m (60 in. lbs.) 5.2/5.9L V-8 RC12LC4 1.01 mm (.040 in.)
Crankshaft Position Sensor—
5.2L/5.9L Engine . . . . . . . . . . . .8 N·m (70 in. lbs.) SPARK PLUG CABLE RESISTANCE
Distributor Hold Down Bolt—
All Engines . . . . . . . . . . . . . . . .23 N·m (17 ft. lbs.) MINIMUM MAXIMUM
Ignition Coil Mounting 250 Ohms Per Inch 1000 Ohms Per Inch
(if tapped bolts are used) . . . . . .5 N·m (50 in. lbs.)
Ignition Coil Mounting 3000 Ohms Per Foot 12,000 Ohms Per Foot
(if nuts/bolts are used) . . . . . .11 N·m (100 in. lbs.)
Powertrain Control Module
(PCM) Mounting Screws . . . . . . .1 N·m (9 in. lbs.)
Spark Plugs—All Engines. . . . . . .41 N·m (30 ft. lbs.)
IGNITION COIL RESISTANCE
PRIMARY RESISTANCE 21-27°C SECONDARY RESISTANCE

COIL MANUFACTURER
(70-80°F) 21-27°C (70-80°F)
Diamond 0.97 - 1.18 Ohms 11,300 - 15,300 Ohms
Toyodenso 0.95 - 1.20 Ohms 11,300 - 13,300 Ohms
ZJ INSTRUMENT PANEL SYSTEMS 8E - 1
INSTRUMENT PANEL SYSTEMS

CONTENTS
page page
GENERAL INFORMATION GRAPHIC DISPLAY MODULE . . . . . . . . . . . . . . 16

BODY CONTROL MODULE . . . . . . . . . . . . . . . . . 4 HEADLAMP HIGH BEAM INDICATOR LAMP . . 16
GAUGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 INSTRUMENT CLUSTER . . . . . . . . . . . . . . . . . . 10
GRAPHIC DISPLAY MODULE . . . . . . . . . . . . . . . 3 LOW FUEL WARNING LAMP . . . . . . . . . . . . . . 17
INDICATOR LAMP . . . . . . . . . . . . . . . . . . . . . . . 4 MALFUNCTION INDICATOR LAMP . . . . . . . . . . 18
INSTRUMENT CLUSTER . . . . . . . . . . . . . . . . . . . 2 ODOMETER AND TRIP ODOMETER . . . . . . . . . 11
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . . 2 OIL PRESSURE GAUGE . . . . . . . . . . . . . . . . . . 11
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 2 POWER OUTLET . . . . . . . . . . . . . . . . . . . . . . . . 18
JUNCTION BLOCK . . . . . . . . . . . . . . . . . . . . . . . 4 SEAT BELT REMINDER LAMP . . . . . . . . . . . . . 18
VEHICLE INFORMATION CENTER . . . . . . . . . . . 3 SPEEDOMETER . . . . . . . . . . . . . . . . . . . . . . . . . 12
DESCRIPTION AND OPERATION TACHOMETER . . . . . . . . . . . . . . . . . . . . . . . . . . 12
AIRBAG INDICATOR LAMP . . . . . . . . . . . . . . . . 6 TURN SIGNAL INDICATOR LAMP . . . . . . . . . . 18
ANTI-LOCK BRAKE SYSTEM LAMP . . . . . . . . . . 7 VEHICLE INFORMATION CENTER . . . . . . . . . . 19
BRAKE WARNING LAMP . . . . . . . . . . . . . . . . . . 7 VOLTMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
CHECK GAUGES LAMP . . . . . . . . . . . . . . . . . . . 7 SERVICE PROCEDURES
CIGAR LIGHTER RELAY . . . . . . . . . . . . . . . . . . . 8 VEHICLE INFORMATION CENTER . . . . . . . . . . 21
CIGAR LIGHTER . . . . . . . . . . . . . . . . . . . . . . . . . 7 REMOVAL AND INSTALLATION
CLUSTER ILLUMINATION LAMP . . . . . . . . . . . . 8 BODY CONTROL MODULE . . . . . . . . . . . . . . . . 28
COOLANT TEMPERATURE GAUGE . . . . . . . . . . . 5 CIGAR LIGHTER . . . . . . . . . . . . . . . . . . . . . . . . 30
CRUISE-ON INDICATOR LAMP . . . . . . . . . . . . . 8 CLUSTER BEZEL . . . . . . . . . . . . . . . . . . . . . . . . 24
FUEL GAUGE . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 CLUSTER BULB . . . . . . . . . . . . . . . . . . . . . . . . 27
HEADLAMP HIGH BEAM INDICATOR LAMP . . . 9 CLUSTER COMPONENTS . . . . . . . . . . . . . . . . . 25
LOW FUEL WARNING LAMP . . . . . . . . . . . . . . . 9 COWL TOP TRIM PANEL . . . . . . . . . . . . . . . . . 33
MALFUNCTION INDICATOR LAMP . . . . . . . . . . . 9 GLOVE BOX COMPONENTS . . . . . . . . . . . . . . . 32
ODOMETER AND TRIP ODOMETER . . . . . . . . . . 5 GLOVE BOX LAMP AND SWITCH . . . . . . . . . . 29
OIL PRESSURE GAUGE . . . . . . . . . . . . . . . . . . . 6 GLOVE BOX LATCH STRIKER . . . . . . . . . . . . . 30
POWER OUTLET . . . . . . . . . . . . . . . . . . . . . . . . . 9 GLOVE BOX MODULE . . . . . . . . . . . . . . . . . . . 29
SEAT BELT REMINDER LAMP . . . . . . . . . . . . . 10 GLOVE BOX . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
SPEEDOMETER . . . . . . . . . . . . . . . . . . . . . . . . . . 6 GRAPHIC DISPLAY MODULE AND VEHICLE
TACHOMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 INFORMATION CENTER . . . . . . . . . . . . . . . . . 29
TURN SIGNAL INDICATOR LAMP . . . . . . . . . . 10 INBOARD SWITCH POD . . . . . . . . . . . . . . . . . . 28
VOLTMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 INSTRUMENT CLUSTER . . . . . . . . . . . . . . . . . . 25
DIAGNOSIS AND TESTING INSTRUMENT PANEL ASSEMBLY . . . . . . . . . . 34
AIRBAG INDICATOR LAMP . . . . . . . . . . . . . . . 12 INSTRUMENT PANEL CENTER BEZEL . . . . . . . 31
ANTI-LOCK BRAKE SYSTEM LAMP . . . . . . . . . 13 INSTRUMENT PANEL TOP PAD . . . . . . . . . . . . 33
BRAKE WARNING LAMP . . . . . . . . . . . . . . . . . 13 JUNCTION BLOCK . . . . . . . . . . . . . . . . . . . . . . 34
CHECK GAUGES LAMP . . . . . . . . . . . . . . . . . . 14 OUTBOARD SWITCH POD . . . . . . . . . . . . . . . . 27
CIGAR LIGHTER RELAY . . . . . . . . . . . . . . . . . . 14 POWER OUTLET DOOR . . . . . . . . . . . . . . . . . . 31
CIGAR LIGHTER . . . . . . . . . . . . . . . . . . . . . . . . 14 POWER OUTLET . . . . . . . . . . . . . . . . . . . . . . . . 31
CLUSTER ILLUMINATION LAMP . . . . . . . . . . . 15 STEERING COLUMN OPENING COVER AND
COOLANT TEMPERATURE GAUGE . . . . . . . . . . 11 KNEE BLOCKER . . . . . . . . . . . . . . . . . . . . . . . 24
CRUISE-ON INDICATOR LAMP . . . . . . . . . . . . 15 SWITCH POD BEZEL . . . . . . . . . . . . . . . . . . . . 24
FUEL GAUGE . . . . . . . . . . . . . . . . . . . . . . . . . . 11 TRIP ODOMETER RESET KNOB . . . . . . . . . . . . 25
8E - 2 INSTRUMENT PANEL SYSTEMS ZJ
GENERAL INFORMATION bezel allows access to the cluster assembly and the
radio. Removal of the cluster assembly allows access
INTRODUCTION to the individual gauges, the cluster illumination and
This group is responsible for covering the vehicle indicator lamp bulbs, and much of the instrument
instrument panel. However, because the instrument panel wiring.
panel serves as the command center of the vehicle, it Removal of the steering column opening cover/knee
is a very complex unit. The instrument panel is blocker provides access to the steering column
designed to house the controls and monitors for stan- mounts, the Body Control Module (BCM), the gear-
dard and optional powertrains, climate control sys- shift interlock mechanism, and additional instrument
tems, audio systems, lighting systems, safety systems panel and steering column wiring. Removal of the
and many other comfort or convenience items. It is glove box module and center bezel unit allows access
also designed so that all of the controls and monitors to the Vehicle Information Center (VIC), the Graphic
can be safely reached and viewed by the vehicle oper- Display Module (GDM), the in-vehicle temperature
ator, while still allowing relative ease of access to sensor, additional instrument panel wiring, and
these items for service. many of the heating and air conditioning compo-
Complete service information coverage for all of the nents.
systems and components housed in the instrument Removal of the instrument panel cowl top trim
panel in this section of the service manual would not panel allows access to the instrument panel speak-
be practical. It would result in a great deal of dupli- ers, the solar sensor, and the automatic headlamp
cation and make this group too large for the informa- light sensor/vehicle theft security system lamp.
tion to be easily accessed and used. Therefore, the Removal of the instrument panel top pad allows
information found in this group has been limited as access to the passenger side airbag module.
follows: Instrument panel removal is required for service of
• General Information - Covers non-electrical com- most internal components of the heating and air con-
ponents and features of the instrument panel that ditioning housing.
are not related to other systems.
• Description and Operation - Covers gauges and INSTRUMENT CLUSTER
their sending units, warning lamps and their One basic instrument cluster option is offered on
switches, and instrument panel illumination lamps. Grand Cherokee models. This cluster is an electrome-
• Diagnosis and Testing - Covers gauges and their chanical unit that utilizes integrated circuitry and
sending units, warning lamps and their switches, information carried on the Chrysler Collision Detec-
and instrument panel illumination lamps. tion (CCD) data bus network for control of all gauges
• Removal and Installation - Covers all compo- and many of the indicator lamps. This cluster also
nents installed on or in the instrument panel that incorporates a vacuum fluorescent display tube for
require removal for diagnosis or service of any other the digital odometer/trip odometer display functions.
instrument panel components covered in this group. Some variations of the cluster exist due to optional
For more information on components or systems equipment and regulatory requirements.
not covered above, refer to the proper group in this The cluster includes the following analog gauges:
manual. If you are uncertain as to the proper group, • Coolant temperature gauge
refer to the Component and System Index at the • Fuel gauge
back of this manual. Refer to Group 8W - Wiring • Oil pressure gauge
Diagrams for complete circuit descriptions and dia- • Speedometer
grams. • Tachometer
• Voltmeter.
INSTRUMENT PANEL This cluster includes provisions for the following
Modular construction allows all of the gauges and indicator lamps:
controls to be serviced from the front of the instru- • Airbag indicator lamp
ment panel. In addition, most of the instrument elec- • Anti-lock brake system lamp
trical or heating and air conditioning components can • Brake warning lamp
be accessed without complete instrument panel • Check gauges lamp
removal. If necessary, the instrument panel can be • Cruise-on indicator lamp
rolled-down and removed from the vehicle as an • Headlamp high beam indicator lamp
assembly. • Low fuel warning lamp
Removal of the switch pod bezels allows access to • Malfunction indicator (Check Engine) lamp
most of the switches and the heating and air condi- • Seat belt reminder lamp
tioning controls. Removal of the instrument cluster • Turn signal indicator lamps.
This instrument cluster features circuitry that has The VIC consists of a multicolored vacuum fluores-
an actuator test mode, which can be entered using a cent display screen with an outline of the vehicle.
DRB scan tool. The actuator test mode will test each The VIC is able to display four functions in a choice
of the CCD bus message-controlled functions of the of five languages. The display functions include:
cluster by lighting the appropriate indicator lamps • Current time (12 or 24 hour clock), day, and date
and positioning the gauge needles at several prede- • Monitor specific vehicle operating systems and
termined locations on the gauge faces in a prescribed alert the driver of a malfunction in a monitored sys-
sequence. For more information on this test, refer to tem
the proper Diagnostic Procedures manual. • Provide service reminders or the distance to the
The instrument cluster component parts for this next service interval
model are available for service. The cluster lens, the • The current transfer case mode of operation
hood and mask, the gauge sets, the cluster housing (four-wheel drive models).
with electronic circuit board and the odometer reset The VIC display language choices include:
knob are available for service. Also, the individual • English
cluster lamp bulbs with bulb holders can be serviced. • French
• German
GRAPHIC DISPLAY MODULE • Italian
A Graphic Display Module (GDM) is standard • Spanish.
equipment on all four-wheel drive Grand Cherokee The VIC receives input from hard-wired sensors
models, unless the vehicle is equipped with the and over the Chrysler Collision Detection (CCD) data
optional Vehicle Information Center (VIC). The GDM bus network. In response to these inputs the VIC
is mounted in the lower center stack area of the offers a combination of graphic and message displays,
instrument panel, above the ash receiver and below and provides requests for audible chime alerts to the
the heater and air conditioner controls. Two-wheel Body Control Module (BCM) on the CCD data bus
drive Grand Cherokee models have a storage bin network.
installed in place of the GDM as standard equip- Refer to the owner’s manual for more information
ment. on the VIC controls, operation, and setting proce-
The GDM display consists of a back-lit screen with dures. For diagnosis of the VIC module or the CCD
an outline of the vehicle. The two rear wheels of the data bus, refer to the proper Diagnostic Procedures
vehicle outline are illuminated by a lamp when the manual. The VIC module cannot be repaired. If dam-
transfer case is engaged in any two-wheel drive oper- aged or faulty, the entire module must be replaced.
ating mode. The two front wheels are also illumi-
nated when the transfer case is engaged in any four- GAUGE
wheel drive operating mode. With the ignition switch in the On or Start posi-
The GDM also has up to three indicator lamps, tions, voltage is supplied to all gauges through the
which indicate to the driver whether the four-wheel instrument cluster electronic circuit board. With the
drive mode selected is Lo, Part-Time, or Full-Time. ignition switch in the Off position, voltage is not sup-
The number of operational indicator lamps may vary, plied to the gauges. The gauges do not accurately
depending upon the optional four-wheel drive trans- indicate any vehicle condition unless the ignition
fer case in the vehicle. A switch on the transfer case switch is in the On or Start positions.
is hard-wired to the GDM so as to illuminate the All of the instrument cluster gauges, except the
proper wheels and indicator lamps. odometer, are air core magnetic units. Two fixed elec-
The GDM bulbs and the transfer case switch can tromagnetic coils are located within the gauge. These
be serviced. However, if any other part of the GDM is coils are wrapped at right angles to each other
damaged or faulty, the entire GDM must be replaced. around a movable permanent magnet. The movable
Refer to Group 21 - Transmission and Transfer Case magnet is suspended within the coils on one end of a
for the transfer case switch service procedures. shaft. The gauge needle is attached to the other end
of the shaft.
VEHICLE INFORMATION CENTER One of the coils has a fixed current flowing
The Vehicle Information Center (VIC) is an avail- through it to maintain a constant magnetic field
able option on Grand Cherokee models. The VIC strength. Current flow through the second coil
module replaces the standard equipment Graphic changes, which causes changes in its magnetic field
Display Module (GDM). The VIC is mounted in the strength. The current flowing through the second coil
lower center stack area of the instrument panel, is changed by the instrument cluster electronic cir-
above the ash receiver and below the heater and air cuitry in response to messages received on the
conditioner controls. Chrysler Collision Detection (CCD) data bus network.
The gauge needle moves as the movable permanent • Heated rear window and heated outside mirror
magnet aligns itself to the changing magnetic fields control
created around it by the electromagnets. These • Intermittent wipe control
gauges also feature a small fixed permanent magnet • Monitoring and transmitting door, liftgate, and
which will move all of the gauge needles back to the liftglass ajar data
low end of their respective scales after the ignition • Monitoring and transmitting outside ambient
switch is turned to the Off position. temperature data
• Monitoring and transmitting air conditioning
INDICATOR LAMP select switch data
Indicator lamps are located in the instrument clus- • Courtesy lamp time-out
ter, and in the Graphic Display Module (GDM) or the • Door lock inhibit
Vehicle Information Center (VIC). Those lamps • Electronic odometer and trip odometer
within the instrument cluster are served by the clus- • Brake warning lamp
ter circuit board and wire harness connectors. Those • Check gauges lamp
lamps located in the GDM or VIC modules are served • High beam indicator lamp
by the GDM or VIC circuit board and wire harness • Seatbelt reminder lamp and chime
connectors. • Speed sensitive intermittent wipe
Most of the indicator lamps in the instrument clus- • Fog lamp control
ter and VIC module are controlled by the instrument • Electromechanical instrument cluster
cluster or VIC module electronic circuitry in response • BCM diagnostic support
to messages received over the Chrysler Collision • Vehicle Information Center (VIC) support
Detection (CCD) data bus network from the Body • Rolling door locks
Control Module (BCM), Powertrain Control Module • Horn chirp upon door lock with Remote Keyless
(PCM), and Airbag Control Module (ACM). Only the Entry (RKE)(programmable)
anti-lock brake system lamp, four-wheel drive indica- • Low fuel warning chime (programmable)
tor lamps, lamp outage warning lamp, low coolant • Headlights on with wipers (programmable - with
level warning lamp, low washer fluid warning lamp, automatic headlamps only)
and turn signal indicator lamps are hard-wired. The BCM is mounted under the driver side out-
board end of the instrument panel, behind the instru-
BODY CONTROL MODULE ment panel support armature and below the
A Body Control Module (BCM) is used on this outboard switch pod. For diagnosis of the BCM or the
model to control and integrate many of the electronic CCD data bus, the use of a DRB scan tool and the
functions and features included on the vehicle. The proper Diagnostic Procedures manual are recom-
BCM contains a central processing unit and inter- mended. The BCM can only be serviced by an autho-
faces with other modules in the vehicle on the rized electronic repair station. Refer to the latest
Chrysler Collision Detection (CCD) data bus network. Warranty Policies and Procedures manual for a cur-
The CCD data bus network allows the sharing of rent listing of authorized electronic repair stations.
sensor information. This helps to reduce wire har-
ness complexity, reduce internal controller hardware, JUNCTION BLOCK
and reduce component sensor current loads. At the The junction block is mounted on the right cowl
same time, this system provides increased reliability, side inner panel below the right end of the instru-
enhanced diagnostics, and allows the addition of ment panel. It is concealed behind the right cowl side
many new feature capabilities. trim panel. The junction block serves to simplify and
Some of the functions and features that the BCM centralize numerous electrical components.
supports or controls, include: The junction block combines the functions previ-
• Chimes ously provided by a separate fuseblock module and
• Automatic headlamp control relay center. It contains fuses, circuit breakers and
• Headlamp delay relays. It also eliminates the need for numerous
• Headlamps on with ignition off and driver door splice connections and serves in place of a bulkhead
open warning connector between many of the engine compartment,
• Key in ignition with ignition off and driver door instrument panel, and body wire harnesses.
open warning The right cowl side trim panel has a snap-fit fuse
• Automatic funeral or parade mode access cover that can be removed for service of the
• Panel lamp dimming junction block fuses. A fuse puller and spare fuse
• Vehicle Theft Security System (VTSS) holders are located on the back of the fuse access
• Illuminated entry
panel. The right cowl side trim panel must be open in the fuel level sending unit circuit, it sends a
removed to access the relays in the junction block. message on the CCD data bus that will cause the
The junction block cannot be repaired and, if faulty instrument cluster circuitry to position the fuel
or damaged, it must be replaced. gauge needle at the Empty stop.
The fuel gauge sending unit is mounted to the elec-
tric fuel pump module located inside the fuel tank.
DESCRIPTION AND OPERATION The sending unit has a float attached to the end of a
swing-arm. The float moves up or down within the
COOLANT TEMPERATURE GAUGE fuel tank as the fuel level changes. As the float
The coolant temperature gauge gives an indication moves, an electrical contact on the pivot end of the
of the engine coolant temperature. The instrument swing-arm wipes across a resistor coil, which changes
cluster circuitry controls the gauge pointer position. the internal electrical resistance of the sending unit.
The instrument cluster circuitry calculates the Refer to Group 14 - Fuel Systems for more informa-
proper gauge pointer position based upon an engine tion on the PCM and for the fuel gauge sending unit
coolant temperature message received from the Pow- service procedures.
ertrain Control Module (PCM) on the Chrysler Colli-
sion Detection (CCD) data bus. ODOMETER AND TRIP ODOMETER
The PCM uses an input from the engine coolant The odometer and the trip odometer share the
temperature sensor and internal programming to same vacuum fluorescent digital display tube in the
decide what engine coolant temperature message is instrument cluster circuit board. Each gives an indi-
required. The PCM then sends the proper message to cation of the distance the vehicle has travelled. How-
the instrument cluster and the Body Control Module ever, by depressing the reset knob on the face of the
(BCM) on the CCD data bus. instrument cluster, the display mode can be switched
The BCM also monitors the PCM engine coolant from odometer to trip odometer. Depressing the reset
temperature messages. If the PCM message indicates knob for longer than two seconds while in the trip
that coolant temperature is high or critical, the BCM odometer mode will reset the trip odometer to zero.
sends a message to the instrument cluster to turn on The odometer and trip odometer display values are
the Check Gauges lamp and to move the coolant tem- based on distance messages received from the Body
perature gauge needle to the corresponding high or Control Module (BCM) on the Chrysler Collision
critical position of the gauge scale. Detection (CCD) data bus.
The engine coolant temperature sensor is installed The BCM uses a distance pulse message relayed
in a threaded hole that penetrates a coolant passage from the Powertrain Control Module (PCM) on the
of the engine. It is a thermistor-type sensor that CCD data bus and internal programming to decide
changes its internal resistance with changes in what distance message is required. The PCM
engine coolant temperature. Refer to Group 14 - Fuel receives the distance pulse signal input from the
Systems for more information on the PCM and the Vehicle Speed Sensor (VSS) to relay to the BCM on
coolant temperature sensor. the CCD data bus. The BCM stores both the odome-
ter and trip odometer distance information and sends
FUEL GAUGE the proper value to the instrument cluster based
The fuel gauge gives an indication of the level of upon ignition key-on and trip odometer reset knob
fuel in the fuel tank. The instrument cluster circuitry messages received on the CCD data bus.
controls the gauge pointer position. The instrument If the instrument cluster is not receiving distance
cluster circuitry calculates the proper gauge pointer information on the CCD data bus when the ignition
position based upon a fuel level message received switch is turned to the On position, the odometer dis-
from the Powertrain Control Module (PCM) on the play will remain blank. If the instrument cluster
Chrysler Collision Detection (CCD) data bus. does not receive a distance message on the CCD data
The PCM uses an input from the fuel gauge send- bus after the ignition switch has been turned to the
ing unit and internal programming to decide what On position, the instrument panel circuitry will
fuel level message is required. The PCM then sends insert the last normally displayed distance in the
the proper message to the instrument cluster and the odometer display.
Body Control Module (BCM) on the CCD data bus. The VSS is a hall-effect sensor that is installed in
The BCM monitors the PCM fuel level messages. If the transmission (two-wheel drive) or transfer case
the PCM message indicates that the that the fuel (four-wheel drive), and is driven by the output shaft
level is below one-eighth of a full tank, the BCM through a speedometer pinion gear. Incorrect tire
issues a single audible low fuel chime tone and sends size, incorrect axle ratio, a faulty or incorrect speed-
a message to the instrument cluster to turn on the ometer pinion gear, or a faulty VSS can each result
low fuel warning lamp. If the PCM detects a short or
in inaccurate odometer readings. Refer to Group 14 - Refer to Group 14 - Fuel Systems for more infor-
Fuel Systems for more information on the PCM and mation on the PCM and the VSS. Refer to Group 21
the VSS. Refer to Group 21 - Transmission for more - Transmission for more information on the speedom-
information on the speedometer pinion gear. eter pinion gear.
OIL PRESSURE GAUGE TACHOMETER

The oil pressure gauge gives an indication of the The tachometer gives an indication of the engine
engine oil pressure. The instrument cluster circuitry speed in revolutions-per-minute (RPM). The instru-
controls the gauge pointer position. The instrument ment cluster circuitry controls the gauge pointer
cluster circuitry calculates the proper gauge pointer position. The instrument cluster circuitry calculates
position based upon an engine oil pressure message the proper gauge pointer position based upon an
received from the Powertrain Control Module (PCM) engine speed message received from the Powertrain
on the Chrysler Collision Detection (CCD) data bus. Control Module (PCM) on the Chrysler Collision
The PCM uses an input from the engine oil pres- Detection (CCD) data bus.
sure sensor and internal programming to decide The PCM uses an input from the crankshaft posi-
what engine oil pressure message is required. The tion sensor and internal programming to decide what
PCM then sends the proper message to the instru- engine speed message is required. The PCM then
ment cluster and the Body Control Module (BCM) on sends the proper message to the instrument cluster
the CCD data bus. on the CCD data bus. The crankshaft position sensor
The BCM also monitors the PCM engine oil pres- is a hall-effect sensor installed near the rear of the
sure messages. If the PCM message indicates that engine, where it is aimed at the trigger wheel
engine oil pressure is low, the BCM sends a message attached to the rear flange of the crankshaft.
to the instrument cluster to turn on the Check Refer to Group 14 Fuel Systems for more informa-
Gauges lamp and to move the oil pressure gauge nee- tion on the PCM. Refer to Group 8D - Ignition Sys-
dle to the zero end of the gauge scale. tems for more information on the crankshaft position
The engine oil pressure sensor is installed in a sensor.
threaded hole that penetrates an oil passage of the
engine. The engine oil pressure sensor contains a VOLTMETER
flexible diaphragm and a variable resistor coil. The The voltmeter gives an indication of the electrical
diaphragm moves in response to changes in the system voltage. The instrument cluster circuitry con-
engine oil pressure, which changes the internal elec- trols the gauge pointer position. The instrument clus-
trical resistance of the sensor. Refer to Group 14 - ter circuitry calculates the proper gauge pointer
Fuel Systems for more information on the PCM and position based upon a system voltage message
the engine oil pressure sensor. received from the Powertrain Control Module (PCM)
on the Chrysler Collision Detection (CCD) data bus.
SPEEDOMETER The PCM uses an input from the electrical system
The speedometer gives an indication of the current and internal programming to decide what system
vehicle speed. The instrument cluster circuitry con- voltage message is required. The PCM then sends
trols the gauge pointer position. The instrument clus- the proper message to the instrument cluster on the
ter circuitry calculates the proper gauge pointer CCD data bus.
position based upon a vehicle speed message received Refer to Group 14 - Fuel System for more informa-
from the Powertrain Control Module (PCM) on the tion on the PCM. Refer to Group 8C - Charging Sys-
Chrysler Collision Detection (CCD) data bus. tem for more information on charging system
The PCM uses an input from the Vehicle Speed components and diagnosis.
Sensor (VSS) and internal programming to decide
what vehicle speed message is required. The PCM AIRBAG INDICATOR LAMP
then sends the proper message to the instrument The airbag indicator lamp gives an indication when
cluster on the CCD data bus. the airbag system is faulty or inoperative. The lamp
The VSS is a hall-effect sensor that is installed in is turned on by the instrument cluster circuitry for
the transmission (two-wheel drive) or transfer case about seven seconds when the ignition switch is
(four-wheel drive), and is driven by the output shaft turned to the On position as a bulb test. After the
through a speedometer pinion gear. Incorrect tire bulb test, the lamp is controlled by the instrument
size, incorrect axle ratio, a faulty or incorrect speed- cluster circuitry based upon a message received from
ometer pinion gear, or a faulty VSS can each result the Airbag Control Module (ACM) on the Chrysler
in inaccurate speedometer readings. Collision Detection (CCD) data bus.
The ACM continually monitors the airbag system the ignition switch is turned to the On position as a
circuits and sensors to decide whether the system is bulb test. After the bulb test, the lamp is controlled
in good operating condition. The ACM then sends the by the instrument cluster circuitry based upon a
proper message to the instrument cluster on the message received from the Body Control Module
CCD data bus to turn the lamp on or off. If the ACM (BCM) on the Chrysler Collision Detection (CCD)
sends a lamp-on message after the bulb test, it indi- data bus.
cates that the ACM has detected a system malfunc- The BCM uses inputs from the parking brake
tion and/or that the airbag system has become switch and the brake warning switch to decide
inoperative. Each time the instrument cluster cir- whether the brake warning lamp should be on or off.
cuitry receives a lamp-on message from the ACM, it The BCM then sends the proper message to the
will light the lamp for twelve seconds or the duration instrument cluster on the CCD data bus to turn the
of the airbag system malfunction, whichever is lamp on or off.
longer. The brake warning switch closes to ground when it
The airbag indicator lamp also has a lamp backup senses unequal hydraulic pressures in the two halves
feature. Following the seat belt reminder lamp dis- of the split brake hydraulic system, possibly due to
play function, if an inoperative airbag warning lamp low brake fluid level or brake fluid leakage. The
circuit was detected during the bulb test sequence, parking brake switch closes to ground when the
the instrument cluster circuitry will flash the seat parking brake is applied. Refer to Group 5 - Brakes
belt reminder lamp on and off for about twenty sec- for more information.
onds. If the seat belt reminder lamp flashes longer
than twenty seconds, or flashes at any time other CHECK GAUGES LAMP
than about twenty seconds after the initial igni- The check gauges lamp gives an indication when
tion-on sequence, it indicates an airbag system fault certain gauges reflect a condition requiring immedi-
has been detected and that the airbag indicator lamp ate attention. The lamp is turned on by the instru-
is inoperative. ment cluster circuitry for about three seconds after
Refer to Group 8M - Passive Restraint Systems for the ignition switch is turned to the On position as a
more information on the airbag system. bulb test. After the bulb test, the lamp is controlled
by the instrument cluster circuitry based upon gauge
ANTI-LOCK BRAKE SYSTEM LAMP data messages received from either the Body Control
The Anti-Lock Brake System (ABS) lamp gives an Module (BCM) or the Powertrain Control Module
indication when the ABS system is faulty or inoper- (PCM) on the Chrysler Collision Detection (CCD)
ative. The lamp is hard-wired in the instrument clus- data bus.
ter, and is completely controlled by the Controller The BCM and PCM use several inputs to decide
Anti-lock Brake (CAB). whether a condition exists requiring the check
The ABS lamp receives battery voltage through the gauges lamp to be turned on. The responsible module
instrument cluster fused ignition switch output feed then sends the proper message to the instrument
circuit, and is grounded by the CAB. The lamp is cluster on the CCD data bus to turn the lamp on or
turned on by the CAB for about two seconds when off. When the instrument cluster circuitry receives a
the ignition switch is turned to the On position as a check gauges lamp-on message, it sends a chime
bulb test. After the bulb test, the CAB turns the request message to the BCM on the CCD data bus
lamp on or off based upon the results of the ABS sys- for a chime tone to sound.
tem self-tests. The gauge data messages for which the instrument
The CAB continually monitors the ABS circuits cluster is programmed to turn on the check gauges
and sensors to decide whether the system is in good lamp and the responsible modules are:
operating condition. If the CAB turns the lamp on • Engine coolant temperature is high or critical
after the bulb test, it indicates that the CAB has (BCM)
detected a system malfunction and/or that the ABS • Engine oil pressure is low (BCM)
system has become inoperative. Refer to Group 5 - • Charging system failure (PCM)
Brakes for more information. • System voltage is high (PCM).
BRAKE WARNING LAMP CIGAR LIGHTER

The brake warning lamp gives an indication when A cigar lighter is standard equipment on this
the parking brake is applied, or when the pressures model. The cigar lighter is located in the instrument
in the two halves of the split brake hydraulic system panel center bezel, near the ash receiver. The cigar
are unequal. The lamp is turned on by the instru- lighter base is secured by a snap fit within an illu-
ment cluster circuitry for about four seconds when minated light ring and retainer unit. The light ring
is illuminated by a small, replaceable incandescent lower, and the relay case dimensions are smaller
bulb, which is controlled by the instrument panel than those of the conventional ISO relay.
lamp dimmer circuit. The cigar lighter relay is a electromechanical
The cigar lighter consists of two major components: device that switches fused battery current to the
a knob and heating element unit, and the cigar cigar lighter when the ignition switch is turned to
lighter base or receptacle shell. The receptacle shell the Accessory or On positions. See the Diagnosis and
is connected to ground, and an insulated contact in Testing section of this group for more information on
the bottom of the shell is connected to battery cur- the operation of the cigar lighter relay.
rent. The cigar lighter receives battery voltage from a The cigar lighter relay is located in the junction
fuse in the junction block through the cigar lighter block, on the right cowl side panel below the instru-
relay only when the ignition switch is in the Acces- ment panel in the passenger compartment. The cigar
sory or On positions. See Cigar Lighter Relay in this lighter relay cannot be repaired and, if faulty or
group for more information. damaged, it must be replaced.
The knob and heating element are encased within
a spring-loaded housing, which also features a sliding CLUSTER ILLUMINATION LAMP
protective heat shield. When the knob and heating When the park or head lamps are on, the cluster
element are inserted in the receptacle shell, the heat- illumination lamps light. Illumination brightness is
ing element resistor coil is grounded through its adjusted by sliding the panel dimmer switch knob
housing to the receptacle shell. If the cigar lighter (downwards to dim, upwards to brighten). Each of
knob is pushed inward, the heat shield slides up the instrument cluster illumination lamps receives
toward the knob exposing the heating element, and pulse-width modulated battery feed from the Body
the heating element extends from the housing toward Control Module (BCM) on the hard-wired panel
the insulated contact in the bottom of the receptacle lamps driver circuit. The BCM monitors the panel
shell. dimmer resistor switch to determine the desired dim-
Two small spring-clip retainers are located on ming level, then adjusts the pulse-width signal
either side of the insulated contact inside the bottom accordingly.
of the receptacle shell. These clips engage and hold The BCM also sends the proper panel lamps dim-
the heating element against the insulated contact ming level message on the Chrysler Collision Detec-
long enough for the resistor coil to heat up. When the tion (CCD) data bus to control the dimming levels of
heating element is engaged with the contact, battery the various vacuum fluorescent displays. All modules
current can flow through the resistor coil to ground, on the CCD data bus with vacuum fluorescent dis-
causing the resistor coil to heat. plays (instrument cluster, radio, mini trip computer,
When the resistor coil becomes sufficiently heated, vehicle information center) receive this message and
excess heat radiates from the heating element caus- adjust their dimming levels to match that of the
ing the spring-clips to expand. Once the spring-clips incandescent cluster illumination bulbs driven
expand far enough to release the heating element, directly by the BCM.
the spring-loaded housing forces the knob and heat- Vehicles equipped with the automatic headlamps
ing element to pop back outward to their relaxed option have an automatic funeral mode or parade
position. When the cigar lighter knob and element mode. In this mode, the BCM uses an input from the
are pulled out of the receptacle shell, the protective automatic headlamp light sensor to determine the
heat shield slides downward on the housing so that ambient light levels. If the BCM decides that the
the heating element is recessed and shielded around exterior lighting is turned on in the daylight, it over-
its circumference for safety. rides the selected panel dimmer switch signal by
The cigar lighter knob and heating element unit, sending a message on the CCD bus to illuminate all
the cigar lighter base unit, and the light ring and vacuum fluorescent displays at full brightness for
retainer unit are available for service. These cigar easier visibility in daytime light levels. The auto-
lighter components cannot be repaired and, if dam- matic funeral mode or parade mode has no effect on
aged or faulty, they must be replaced. the incandescent bulb dimming levels.
Each of the cluster illumination lamps is located on
CIGAR LIGHTER RELAY the instrument cluster circuit board. Each lamp has
The cigar lighter relay is a International Standards a replaceable bulb and bulb holder. Refer to Group
Organization (ISO) micro-relay. The terminal desig- 8L - Lamps for more information.
nations and functions are the same as a conventional
ISO relay. However, the micro-relay terminal orienta- CRUISE-ON INDICATOR LAMP
tion (or footprint) is different, current capacity is The cruise-on indicator lamp gives an indication
when the vehicle speed control system is turned on,
even when the system is not currently engaged. The sage on the CCD data bus that will cause the fuel
lamp is turned on by the instrument cluster circuitry gauge pointer to move to the empty stop and the low
for about four seconds when the ignition switch is fuel lamp to be turned on.
turned to the On position as a bulb test. After the Refer to Group 14 - Fuel Systems for more infor-
bulb test, the lamp is controlled by the instrument mation on the PCM and its inputs.
cluster circuitry based upon a message received from
the Powertrain Control Module (PCM) on the MALFUNCTION INDICATOR LAMP
Chrysler Collision Detection (CCD) data bus. The Check Engine or Malfunction Indicator Lamp
The PCM uses an input from the analog resistor- (MIL) gives an indication when the Powertrain Con-
multiplexed vehicle speed control switches in the trol Module (PCM) has recorded a Diagnostic Trouble
steering wheel to decide whether to turn the lamp on Code (DTC) for an On-Board Diagnostics II (OBDII)
or off. The PCM then sends the proper message to emissions-related circuit or component malfunction.
the instrument cluster on the CCD data bus. Refer to The lamp is turned on by the instrument cluster cir-
Group 8H - Vehicle Speed Control System for more cuitry for about three seconds when the ignition
information. switch is turned to the On position as a bulb test.
After the bulb test, the lamp is controlled by the
HEADLAMP HIGH BEAM INDICATOR LAMP instrument cluster circuitry based upon messages
The headlamp high beam indicator lamp gives an received from the PCM on the Chrysler Collision
indication when the headlamp high beams are turned Detection (CCD) data bus.
on. The lamp is turned on by the instrument cluster The PCM uses inputs from many emissions-related
circuitry for about four seconds when the ignition circuits and sensors, along with its internal program-
switch is turned to the On position as a bulb test. ming, to decide whether a condition exists that
After the bulb test, the lamp is controlled by the requires the MIL lamp to be turned on. The PCM
instrument cluster circuitry based upon a message then sends the proper message to the instrument
received from the Body Control Module (BCM) on the cluster on the CCD data bus to turn the lamp on or
Chrysler Collision Detection (CCD) data bus. off. When the instrument cluster circuitry receives a
The BCM uses an input from the headlamp dim- MIL lamp-on message from the PCM, it sends a
mer (multi-function) switch to decide whether the chime request message to the Body Control Module
headlamp high beams are turned on. It then sends (BCM) on the CCD data bus for a single chime tone
the proper message to the instrument cluster on the to sound.
CCD data bus to turn the lamp on or off. Refer to The MIL lamp can also be used to display a stored
Group 8L - Lamps for more information. DTC by flashing on and off. Refer to Group 14 - Fuel
Systems for more information on the PCM or the
LOW FUEL WARNING LAMP PCM inputs. Refer to Group 25 - Emission Control
The low fuel warning lamp gives an indication Systems for more information on DTCs and their
when the fuel level in the fuel tank has fallen below retrieval.
about one-eighth of a full tank, as registered on the
fuel gauge. The instrument cluster circuitry lights POWER OUTLET
the lamp for about four seconds when the ignition An accessory power outlet is standard equipment
switch is turned to the On position as a bulb test. on this model. The power outlet is located in the
After the bulb test, the instrument cluster circuitry instrument panel center bezel, near the ash receiver.
controls the lamp based upon a fuel level message A hinged plastic door on the center bezel covers the
received from the Body Control Module (BCM) on the power outlet when it is not being used.
Chrysler Collision Detection (CCD) data bus. The power outlet base or receptacle shell is con-
The BCM uses a fuel level message received from nected to ground, and an insulated contact in the
the Powertrain Control Module (PCM) on the CCD bottom of the shell is connected to battery current.
data bus to decide when the fuel level is low. The The power outlet receives battery voltage from a fuse
BCM then sends the proper message to the instru- in the junction block at all times.
ment cluster on the CCD data bus. When the While the power outlet is very similar to a cigar
lamp-on message is sent, the BCM also issues a sin- lighter base unit, it does not include the two small
gle low fuel warning chime tone. Once the lamp is spring-clip retainers inside the bottom of the recepta-
turned on, an increase in the fuel level of at least cle shell that are used to secure the cigar lighter
one-half gallon is required before the PCM input to heating element to the insulated contact. Also, the
the BCM will change and cause a lamp-off message power outlet is not illuminated and uses a different
to be issued. If the PCM detects a short or open in mounting system to secure it to the center bezel than
the fuel gauge sending unit circuit, it sends a mes- the cigar lighter base.
The power outlet cannot be repaired and, if faulty vehicle is so equipped) are hard-wired in the gauge
or damaged, it must be replaced. The power outlet cluster.
door is available for service. If an individual gauge or lamp is inoperative, see
the diagnostic procedure under the heading for that
SEAT BELT REMINDER LAMP gauge or lamp. For circuit descriptions and diagrams,
The seat belt reminder lamp gives a visual refer to 8W-40 - Instrument Cluster in Group 8W -
reminder to the vehicle occupants to fasten their seat Wiring Diagrams. If more than one gauge or lamp is
belts. The lamp is turned on by the instrument clus- inoperative, perform the following:
ter circuitry for about seven seconds when the igni-
tion switch is turned to the On position. WARNING: ON VEHICLES EQUIPPED WITH AIR-
If the driver seat belt switch is closed (seat belt is BAGS, REFER TO GROUP 8M - PASSIVE
not buckled), the Body Control Module (BCM) will RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
also sound a chime warning for the duration of the STEERING WHEEL, STEERING COLUMN, OR
seat belt reminder lamp illumination. The chime INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
warning will stop when the driver seat belt switch is SERVICE. FAILURE TO TAKE THE PROPER PRE-
open (seat belt is buckled). CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
The seat belt reminder lamp also serves as a BAG DEPLOYMENT AND POSSIBLE PERSONAL
backup for the airbag indicator lamp. Following the INJURY.
seat belt reminder lamp seven second display func-
tion, if the instrument cluster circuitry has detected (1) Check the fuses in the junction block module. If
an inoperative airbag indicator lamp circuit it will OK, go to Step 2. If not OK, repair the shorted circuit
flash the seat belt reminder lamp on and off for or component as required and replace the faulty fuse.
twenty seconds. If the seat belt reminder lamp (2) Check for battery voltage at the fused B+ fuse
flashes longer than twenty seconds, or flashes at any in the junction block. If OK, go to Step 3. If not OK,
time other than immediately after the initial seven repair the open circuit to the fuse in the Power Dis-
second seat belt reminder lamp display, it indicates tribution Center (PDC) as required.
an airbag system fault has been detected and that (3) Turn the ignition switch to the On position.
the airbag indicator lamp is inoperative. Check for battery voltage at the fused ignition switch
Refer to Group 8U - Chime/Buzzer Warning Sys- output (start/run) fuse in the junction block. If OK,
tems for more information on the driver seat belt go to Step 4. If not OK, repair the open circuit to the
switch. fuse in the Power Distribution Center (PDC) as
required.
TURN SIGNAL INDICATOR LAMP (4) Turn the ignition switch to the Off position.
The left and right turn signal indicator lamps give Disconnect and isolate the battery negative cable.
an indication when the turn signal circuits are acti- Remove the instrument cluster as described in this
vated. The lamps are hard-wired in the instrument group. Connect the battery negative cable. Check for
cluster, and are completely controlled by the turn sig- battery voltage at the fused B(+) circuit cavity of the
nal and hazard warning (multi-function) switches. instrument cluster wire harness connector. If OK, go
The indicator lamps are grounded at all times and to Step 5. If not OK, repair the open circuit from the
receive battery feed through the contacts of the fuse in the junction block as required.
multi-function switch when the turn signal lever (5) Turn the ignition switch to the On position.
(multi-function switch stalk) or the hazard warning Check for battery voltage at the fused ignition switch
button are actuated to their On positions. The instru- output (start/run) circuit cavity of the instrument
ment cluster circuitry does not perform a bulb test of cluster wire harness connector. If OK, go to Step 6. If
these lamps. Refer to Group 8J - Turn Signal and not OK, repair the open circuit from the fuse in the
Hazard Warning Systems for more information. junction block as required.
(6) Turn the ignition switch to the Off position.
Disconnect and isolate the battery negative cable.
DIAGNOSIS AND TESTING Probe each of the ground circuit cavities of the
instrument cluster wire harness connector. Check for
INSTRUMENT CLUSTER continuity to a good ground. There should be conti-
All of the gauges and many of the indicator lamps nuity. If OK, refer to the proper Diagnostic Proce-
in the instrument cluster are controlled by messages dures manual for further testing of the instrument
received by the instrument cluster circuitry on the cluster circuitry and the CCD data bus with a DRB
CCD data bus. Only the cluster illumination lamps, scan tool. If not OK, repair the open circuit(s) to
anti-lock brake system lamp, turn signal indicator ground as required.
lamps, and the master lighting indicator lamp (if the
COOLANT TEMPERATURE GAUGE ual. For further diagnosis of the fuel gauge and the
If the problem being diagnosed is related to coolant instrument cluster circuitry, see Instrument Cluster
temperature gauge accuracy, be certain to confirm in this group.
that the problem is with the gauge and not with cool-
ing system performance. The actual engine coolant ODOMETER AND TRIP ODOMETER
temperature should be checked with a test gauge or If the problem being diagnosed is related to odom-
thermometer and compared to the instrument cluster eter and/or trip odometer accuracy, be certain to con-
coolant temperature gauge readings before you pro- firm that the problem is with the display and not
ceed with gauge diagnosis. Refer to Group 7 - Cooling with an incorrect speedometer pinion gear, axle ratio,
System for more information. Refer to Group 8W - or tire size. Refer to Group 21 - Transmission for
Wiring Diagrams for circuit descriptions and dia- more information on the speedometer pinion gear.
grams. Refer to Group 8W - Wiring Diagrams for circuit
descriptions and diagrams.
BAGS, REFER TO GROUP 8M - PASSIVE WARNING: ON VEHICLES EQUIPPED WITH AIR-
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY BAGS, REFER TO GROUP 8M - PASSIVE
STEERING WHEEL, STEERING COLUMN, OR RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR STEERING WHEEL, STEERING COLUMN, OR
SERVICE. FAILURE TO TAKE THE PROPER PRE- INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- SERVICE. FAILURE TO TAKE THE PROPER PRE-
BAG DEPLOYMENT AND POSSIBLE PERSONAL CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
INJURY. BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
Diagnosis of the coolant temperature sensor and
circuit, the Chrysler Collision Detection (CCD) data Diagnosis of the vehicle speed sensor and circuit,
bus, and/or the Powertrain Control Module (PCM) the Chrysler Collision Detection (CCD) data bus, the
should be performed with a DRB scan tool as Body Control Module (BCM) and/or the Powertrain
described in the proper Diagnostic Procedures man- Control Module (PCM) should be performed with a
ual. For further diagnosis of the coolant temperature DRB scan tool as described in the proper Diagnostic
gauge and the instrument cluster circuitry, see Procedures manual. For further diagnosis of the
Instrument Cluster in this group. odometer and/or trip odometer and the instrument
cluster circuitry, see Instrument Cluster in this
FUEL GAUGE group.
If the problem being diagnosed is related to fuel
gauge accuracy, be certain to confirm that the prob- OIL PRESSURE GAUGE
lem is with the gauge or sending unit and not with If the problem being diagnosed is related to oil
the fuel tank. Inspect the fuel tank for signs of dam- pressure gauge accuracy, be certain to confirm that
age or distortion that could affect the sending unit the problem is with the gauge and not with the
performance before you proceed with fuel gauge diag- engine oiling system performance. The actual engine
nosis. Refer to Group 8W - Wiring Diagrams for cir- oil pressure should be checked with a test gauge and
cuit descriptions and diagrams. compared to the instrument cluster oil pressure
gauge readings before you proceed with gauge diag-
WARNING: ON VEHICLES EQUIPPED WITH AIR- nosis. Refer to Group 9 - Engines for more informa-
BAGS, REFER TO GROUP 8M - PASSIVE tion. Refer to Group 8W - Wiring Diagrams for circuit
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY descriptions and diagrams.
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR WARNING: ON VEHICLES EQUIPPED WITH AIR-
SERVICE. FAILURE TO TAKE THE PROPER PRE- BAGS, REFER TO GROUP 8M - PASSIVE
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
BAG DEPLOYMENT AND POSSIBLE PERSONAL STEERING WHEEL, STEERING COLUMN, OR
INJURY. INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
Diagnosis of the fuel gauge sending unit and cir- CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
cuit, the Chrysler Collision Detection (CCD) data BAG DEPLOYMENT AND POSSIBLE PERSONAL
bus, and/or the Powertrain Control Module (PCM) INJURY.
should be performed with a DRB scan tool as
described in the proper Diagnostic Procedures man-
Diagnosis of the oil pressure sensor and circuit, the tachometer and the instrument cluster circuitry, see
Chrysler Collision Detection (CCD) data bus, and/or Instrument Cluster in this group.
the Powertrain Control Module (PCM) should be per-
formed with a DRB scan tool as described in the VOLTMETER
proper Diagnostic Procedures manual. For further If the problem being diagnosed is related to volt-
diagnosis of the oil pressure gauge and the instru- meter gauge accuracy, be certain to confirm proper
ment cluster circuitry, see Instrument Cluster in this charging system operation before considering gauge
group. replacement. Refer to Group 8C - Charging System
for more information. Refer to Group 8W - Wiring
SPEEDOMETER Diagrams for circuit descriptions and diagrams.
If the problem being diagnosed is related to speed-
ometer accuracy, be certain to confirm that the prob- WARNING: ON VEHICLES EQUIPPED WITH AIR-
lem is with the speedometer gauge and not with an BAGS, REFER TO GROUP 8M - PASSIVE
incorrect speedometer pinion gear, axle ratio, or tire RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
size. Refer to Group 21 - Transmission for more infor- STEERING WHEEL, STEERING COLUMN, OR
mation on the speedometer pinion gear. Refer to INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
Group 8W - Wiring Diagrams for circuit descriptions SERVICE. FAILURE TO TAKE THE PROPER PRE-
and diagrams. CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
WARNING: ON VEHICLES EQUIPPED WITH AIR- INJURY.
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY Diagnosis of the system voltage input circuit, the
STEERING WHEEL, STEERING COLUMN, OR Chrysler Collision Detection (CCD) data bus, and/or
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR the Powertrain Control Module (PCM) should be per-
SERVICE. FAILURE TO TAKE THE PROPER PRE- formed with a DRB scan tool as described in the
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- proper Diagnostic Procedures manual. For further
BAG DEPLOYMENT AND POSSIBLE PERSONAL diagnosis of the voltmeter and the instrument cluster
INJURY. circuitry, see Instrument Cluster in this group.
Diagnosis of the vehicle speed sensor and circuit, AIRBAG INDICATOR LAMP
the Chrysler Collision Detection (CCD) data bus, The diagnosis found here addresses an inoperative
and/or the Powertrain Control Module (PCM) should airbag indicator lamp condition. If the airbag indica-
be performed with a DRB scan tool as described in tor lamp stays on with the ignition switch in the On
the proper Diagnostic Procedures manual. For fur- position, or comes on and stays on while driving,
ther diagnosis of the speedometer and the instru- refer to Group 8M - Passive Restraint Systems for
ment cluster circuitry, see Instrument Cluster in this diagnosis. For circuit descriptions and diagrams,
group. refer to 8W-40 - Instrument Cluster, 8W-43 - Airbag
System, and 8W-45 - Body Control Module in Group
TACHOMETER 8W - Wiring Diagrams.
WARNING: ON VEHICLES EQUIPPED WITH AIR- WARNING: ON VEHICLES EQUIPPED WITH AIR-
BAGS, REFER TO GROUP 8M - PASSIVE BAGS, REFER TO GROUP 8M - PASSIVE
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
STEERING WHEEL, STEERING COLUMN, OR STEERING WHEEL, STEERING COLUMN, OR
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
SERVICE. FAILURE TO TAKE THE PROPER PRE- SERVICE. FAILURE TO TAKE THE PROPER PRE-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAG DEPLOYMENT AND POSSIBLE PERSONAL BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY. INJURY.
Refer to Group 8W - Wiring Diagrams for circuit The airbag indicator lamp has a lamp backup fea-
descriptions and diagrams. Diagnosis of the crank- ture. Following the seat belt reminder lamp display
shaft position sensor and circuit, the Chrysler Colli- function, if the instrument cluster circuitry has
sion Detection (CCD) data bus, and/or the Powertrain detected an inoperative airbag warning lamp circuit
Control Module (PCM) should be performed with a it will flash the seat belt reminder lamp on and off
DRB scan tool as described in the proper Diagnostic for twenty seconds. Once the instrument cluster cir-
Procedures manual. For further diagnosis of the cuitry has detected an inoperative airbag warning
lamp circuit, if a lamp-on message is received from of the instrument cluster wire harness connector. If
the Airbag Control Module (ACM) on the Chrysler OK, replace the faulty bulb. If not OK, go to Step 4.
Collision Detection (CCD) data bus, the seatbelt (4) Turn the ignition switch to the Off position.
reminder lamp will flash for twelve seconds or the Disconnect and isolate the battery negative cable.
duration of the airbag system malfunction, whichever Unplug the Controller Anti-lock Brake (CAB) wire
is longer. harness connector. Check for continuity between the
If the airbag indicator lamp fails to light when the ABS warning lamp driver circuit cavity of the instru-
ignition switch is turned to the On position, and the ment cluster wire harness connector and a good
seat belt reminder lamp flashes following its normal ground. There should be no continuity. If OK, go to
display function (about seven seconds after the igni- Step 5. If not OK, repair the short circuit as
tion switch is turned to the On position), replace the required.
airbag indicator lamp bulb with a known good unit. (5) Check for continuity between the ABS warning
If the airbag indicator lamp still fails to operate, lamp driver circuit cavities of the instrument cluster
diagnosis of the airbag lamp, the instrument cluster wire harness connector and the CAB wire harness
circuitry, the CCD data bus, and the Body Control connector. There should be continuity. If OK, refer to
Module (BCM) should be performed with a DRB scan Group 5 - Brakes for diagnosis of the CAB. If not OK,
tool as described in the proper Diagnostic Procedures repair the open circuit as required.
manual. For further diagnosis of the airbag indicator
lamp and the instrument cluster circuitry, see Instru- BRAKE WARNING LAMP
ment Cluster in this group. The diagnosis found here addresses an inoperative
brake warning lamp condition. If the brake warning
ANTI-LOCK BRAKE SYSTEM LAMP lamp stays on with the ignition switch in the On
The diagnosis found here addresses an inoperative position and the parking brake released, or comes on
Anti-lock Brake System (ABS) lamp condition. If the while driving, refer to Group 5 - Brakes for diagnosis.
ABS lamp stays on with the ignition switch in the If no service brake or parking brake problem is
On position, or comes on and stays on while driving, found, proceed as follows. Refer to 8W-40 - Instru-
refer to Group 5 - Brakes for diagnosis. If no ABS ment Cluster, 8W-35 - All-Wheel Anti-Lock Brakes,
problem is found, the following procedure will help and 8W-45 - Body Control Module in Group 8W -
locate a short or open in the ABS lamp circuit. For Wiring Diagrams for circuit descriptions and dia-
circuit descriptions and diagrams, refer to 8W-40 - grams.
Instrument Cluster, and 8W-35 - All-Wheel Anti-Lock
Brakes in Group 8W - Wiring Diagrams. WARNING: ON VEHICLES EQUIPPED WITH AIR-
WARNING: ON VEHICLES EQUIPPED WITH AIR- RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
BAGS, REFER TO GROUP 8M - PASSIVE STEERING WHEEL, STEERING COLUMN, OR
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
STEERING WHEEL, STEERING COLUMN, OR SERVICE. FAILURE TO TAKE THE PROPER PRE-
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
SERVICE. FAILURE TO TAKE THE PROPER PRE- BAG DEPLOYMENT AND POSSIBLE PERSONAL
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- INJURY.
INJURY. If the brake warning lamp fails to light during the
bulb test (for about four seconds after the ignition
(1) Check the fuse in the junction block. If OK, go switch is turned to the On position), replace the bulb
to Step 2. If not OK, repair the shorted circuit or with a known good unit. If the brake warning lamp
component as required and replace the faulty fuse. still fails to operate, diagnosis of the park brake
(2) Turn the ignition switch to the On position. switch and circuit, the brake warning switch and cir-
Check for battery voltage at the fuse in the junction cuit, the Body Control Module (BCM), the instrument
block. If OK, go to Step 3. If not OK, repair the open cluster circuitry, and/or the CCD data bus should be
circuit to the ignition switch as required. performed with a DRB scan tool as described in the
(3) Turn the ignition switch to the Off position. proper Diagnostic Procedures manual. For further
Disconnect and isolate the battery negative cable. diagnosis of the brake warning lamp and the instru-
Remove the instrument cluster. Connect the battery ment cluster circuitry, see Instrument Cluster in this
negative cable. Turn the ignition switch to the On group.
position and within five seconds check for battery
voltage between the fused ignition switch output cir-
cuit and the ABS warning lamp driver circuit cavities
CHECK GAUGES LAMP should be continuity. If OK, go to Step 2. If not OK,
The diagnosis found here addresses an inoperative go to Step 3.
check gauges lamp condition. If the check gauges (2) Turn the ignition switch to the On position.
lamp stays on with the ignition switch in the On Check for battery voltage at the insulated contact
position, or comes on while driving with no unusual located at the back of the cigar lighter receptacle
gauge readings evident, diagnosis of the Powertrain shell. If OK, replace the faulty cigar lighter knob and
Control Module (PCM), Body Control Module (BCM) element. If not OK, go to Step 3.
and the Chrysler Collision Detection (CCD) data bus (3) Turn the ignition switch to the Off position.
should be performed with a DRB scan tool as Disconnect and isolate the battery negative cable.
described in the proper Diagnostic Procedures man- Remove the instrument panel center bezel. Check for
ual. For circuit descriptions and diagrams, refer to continuity between the ground circuit cavity of the
8W-30 - Fuel/Ignition Systems, 8W-40 - Instrument cigar lighter wire harness connector and a good
Cluster, and 8W-45 - Body Control Module in Group ground. There should be continuity. If OK, go to Step
8W - Wiring Diagrams. 4. If not OK, repair the open circuit to ground as
required.
WARNING: ON VEHICLES EQUIPPED WITH AIR- (4) Connect the battery negative cable. Turn the
BAGS, REFER TO GROUP 8M - PASSIVE ignition switch to the Accessory or On positions.
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY Check for battery voltage at the fused B(+) circuit
STEERING WHEEL, STEERING COLUMN, OR cavity of the cigar lighter wire harness connector. If
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR OK, replace the faulty cigar lighter receptacle shell
SERVICE. FAILURE TO TAKE THE PROPER PRE- unit. If not OK, see the diagnosis for the cigar lighter
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- relay in this group.
INJURY. CIGAR LIGHTER RELAY
If the check gauges lamp fails to light during the 8W-41 - Horns/Cigar Lighter in Group 8W - Wiring
bulb test (about three seconds after the ignition Diagrams.
switch is turned to the On position), replace the
check gauges lamp bulb with a known good unit. If WARNING: ON VEHICLES EQUIPPED WITH AIR-
the check gauges lamp still fails to operate, diagnosis BAGS, REFER TO GROUP 8M - PASSIVE
of the lamp, the instrument cluster circuitry, the RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
CCD data bus, the BCM and the PCM should be per- STEERING WHEEL, STEERING COLUMN, OR
formed with a DRB scan tool as described in the INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
proper Diagnostic Procedures manual. For further SERVICE. FAILURE TO TAKE THE PROPER PRE-
diagnosis of the check gauges lamp and the instru- CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
ment cluster circuitry, see Instrument Cluster in this BAG DEPLOYMENT AND POSSIBLE PERSONAL
group. INJURY.
CIGAR LIGHTER
For circuit descriptions and diagrams, refer to RELAY TEST
8W-41 - Horns/Cigar Lighter in Group 8W - Wiring The cigar lighter relay (Fig. 1) is located in the
Diagrams. junction block, on the right cowl side panel below the
instrument panel in the passenger compartment.
WARNING: ON VEHICLES EQUIPPED WITH AIR- Remove the cigar lighter relay from the junction
BAGS, REFER TO GROUP 8M - PASSIVE block to perform the following tests:
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY (1) A relay in the de-energized position should
STEERING WHEEL, STEERING COLUMN, OR have continuity between terminals 87A and 30, and
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR no continuity between terminals 87 and 30. If OK, go
SERVICE. FAILURE TO TAKE THE PROPER PRE- to Step 2. If not OK, replace the faulty relay.
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- (2) Resistance between terminals 85 and 86 (elec-
BAG DEPLOYMENT AND POSSIBLE PERSONAL tromagnet) should be 75 6 5 ohms. If OK, go to Step
INJURY. 3. If not OK, replace the faulty relay.
(3) Connect a battery to terminals 85 and 86.
(1) Remove the cigar lighter knob and element There should now be continuity between terminals
from the cigar lighter receptacle shell. Check for con- 30 and 87, and no continuity between terminals 87A
tinuity between the inside circumference of the cigar and 30. If OK, see the Relay Circuit Test in this
lighter receptacle shell and a good ground. there group. If not OK, replace the faulty relay.
lamps, diagnosis should be performed with a DRB
scan tool as described in the proper Diagnostic Pro-
cedures manual. For circuit descriptions and dia-
grams, refer to 8W-40 - Instrument Cluster, 8W-45 -
Body Control Module, and/or 8W-50 - Front Lighting
in Group 8W - Wiring Diagrams.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS,

REFER TO GROUP 8M - PASSIVE RESTRAINT SYS-
TEMS BEFORE ATTEMPTING ANY STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL COM-
PONENT DIAGNOSIS OR SERVICE. FAILURE TO TAKE
THE PROPER PRECAUTIONS COULD RESULT IN
PERSONAL INJURY.
Fig. 1 Cigar Lighter Relay If only individual instrument cluster illumination

lamps are inoperative, replace the faulty bulbs. If all
RELAY CIRCUIT TEST of the instrument cluster illumination lamps are
(1) The relay common feed terminal (30) cavity of inoperative, proceed as follows.
the junction block is connected to battery voltage and (1) Disconnect and isolate the battery negative
should be hot at all times. If OK, go to Step 2. If not cable. Remove the instrument cluster. Connect the
OK, repair the fused B(+) circuit to the fuse in the battery negative cable. Turn the park lamps on with
junction block as required. the headlamp switch. Adjust the panel lamp dimmer
(2) The relay normally closed terminal (87A) is switch knob to its highest level (fully upwards).
connected to terminal 30 in the de-energized position, Check for voltage at the panel lamp driver circuit
but is not used for this application. Go to Step 3. cavity of the instrument cluster wire harness connec-
(3) The relay normally open terminal (87) is con- tor. If OK, replace the faulty instrument cluster. If
nected to the common feed terminal (30) in the ener- not OK, go to Step 2.
gized position. This terminal supplies battery voltage (2) Disconnect and isolate the battery negative cable.
to the cigar lighter when the relay is energized by Unplug the white 24-way Body Control Module (BCM)
the ignition switch. There should be continuity wire harness connector. Check for continuity between
between the junction block cavity for relay terminal the panel lamp driver circuit cavities of the instrument
87 and the fused B(+) circuit cavity of the cigar cluster wire harness connector and the BCM wire har-
lighter wire harness connector at all times. If OK, go ness connector. If OK, refer to Group 8L - Lamps for
to Step 4. If not OK, repair the open circuit to the diagnosis of the headlamp switch and/or the proper
cigar lighter wire harness connector as required. Diagnostic Procedures manual for diagnosis of the BCM.
(4) The coil battery terminal (86) is connected to If not OK, repair the open circuit as required.
the electromagnet in the relay. It receives battery
feed to energize the relay when the ignition switch is CRUISE-ON INDICATOR LAMP
in the Accessory or On positions. There should be The diagnosis found here addresses an inoperative
continuity between the junction block cavity for relay cruise-on indicator lamp condition. If the problem
terminal 86 and the ignition switch output (acc/run) being diagnosed is an inaccurate cruise-on indicator
fuse in the junction block at all times. If OK, go to lamp, refer to Group 8H - Vehicle Speed Control for
Step 5. If not OK, repair the open circuit to the junc- diagnosis of the vehicle speed control system. For cir-
tion block fuse as required. cuit descriptions and diagrams, refer to 8W-33 - Vehi-
(5) The coil ground terminal (85) is connected to cle Speed Control and 8W-40 - Instrument Cluster in
the electromagnet in the relay. There should be con- Group 8W - Wiring Diagrams.
tinuity between the junction block cavity for relay
terminal 85 and a good ground at all times. If not WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS,
OK, repair the open circuit to ground as required. REFER TO GROUP 8M - PASSIVE RESTRAINT SYS-
CLUSTER ILLUMINATION LAMP STEERING COLUMN, OR INSTRUMENT PANEL COM-
The diagnosis found here addresses an inoperative PONENT DIAGNOSIS OR SERVICE. FAILURE TO TAKE
instrument cluster illumination lamp condition. If THE PROPER PRECAUTIONS COULD RESULT IN
the problem being diagnosed is related to the dim- ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE
ming level of the instrument cluster illumination PERSONAL INJURY.
If the cruise-on indicator lamp fails to light during (3) Disconnect and isolate the battery negative
the bulb test (about four seconds after the ignition cable. Unplug the white 24-way Body Control Module
switch is turned to the On position), replace the (BCM) wire harness connector. Check for continuity
cruise-on indicator lamp bulb with a known good between the panel lamp driver circuit cavities of the
unit. If the cruise-on lamp still fails to operate, diag- GDM wire harness connector and the BCM wire har-
nosis of the lamp, the instrument cluster circuitry, ness connector. If OK, refer to Group 8L - Lamps for
the vehicle speed control switches, the Powertrain diagnosis of the headlamp switch and/or the proper
Control Module (PCM) and the CCD data bus should Diagnostic Procedures manual for diagnosis of the
be performed with a DRB scan tool as described in BCM. If not OK, repair the open circuit as required.
the proper Diagnostic Procedures manual. For fur-
ther diagnosis of the cruise-on indicator lamp and FOUR-WHEEL DRIVE INDICATOR LAMP
the instrument cluster circuitry, see Instrument
Cluster in this group. WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS,
GRAPHIC DISPLAY MODULE TEMS BEFORE ATTEMPTING ANY STEERING WHEEL,
If the problem being diagnosed is related to STEERING COLUMN, OR INSTRUMENT PANEL COM-
Graphic Display Module (GDM) illumination, see the PONENT DIAGNOSIS OR SERVICE. FAILURE TO TAKE
GDM Illumination diagnosis below. If the problem THE PROPER PRECAUTIONS COULD RESULT IN
being diagnosed is related to the four-wheel drive ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE
display or the four-wheel drive message lamps, see PERSONAL INJURY.
the Four-Wheel Drive Indicator Lamp diagnosis
(1) Unplug the wire harness connector at the
below. Refer to 8W-46 - Message Center in Group 8W
transfer case switch. Check for continuity between
- Wiring Diagrams for complete circuit descriptions
the ground circuit cavity of the transfer case switch
and diagrams.
wire harness connector and a good ground. There
GDM ILLUMINATION should be continuity. If OK, go to Step 2. If not OK,
The diagnosis found here addresses an inoperative repair the open circuit as required.
graphic display module illumination lamp condition. (2) Check the transfer case switch continuity while
If the problem being diagnosed is related to the dim- shifting the transfer case shift lever to the proper
ming level of the illumination lamps, diagnosis positions. The switch continuity should be as shown
should be performed with a DRB scan tool as in (Fig. 2). If OK, go to Step 3. If not OK, replace the
described in the proper Diagnostic Procedures man- faulty switch.
ual. (3) Disconnect and isolate the battery negative
cable. Remove the GDM from the instrument panel.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, Unplug the GDM wire harness connector.
REFER TO GROUP 8M - PASSIVE RESTRAINT SYS- (4) Check for continuity in the circuit for the indi-
TEMS BEFORE ATTEMPTING ANY STEERING WHEEL, cator lamp or wheel lamp that is not functioning
STEERING COLUMN, OR INSTRUMENT PANEL COM- between the GDM wire harness connector and the
PONENT DIAGNOSIS OR SERVICE. FAILURE TO TAKE transfer case switch wire harness connector. There
THE PROPER PRECAUTIONS COULD RESULT IN should be continuity. If OK, go to Step 5. If not OK,
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE repair the open circuit as required.
PERSONAL INJURY. (5) Replace the bulb for the inoperative indicator
lamp or wheel lamp. Plug in the GDM and transfer
If only individual illumination lamps are inopera- case wire harness connectors. Connect the battery
tive, replace the faulty bulbs. If all of the illumina- negative cable and check the operation of the inoper-
tion lamps are inoperative, proceed as follows. ative lamp. If OK, discard the faulty bulb. If not OK,
(1) Disconnect and isolate the battery negative replace the faulty GDM.
Unplug the GDM wire harness connector. Connect HEADLAMP HIGH BEAM INDICATOR LAMP
the battery negative cable. The diagnosis found here addresses an inoperative
(2) Turn the park lamps on with the headlamp headlamp high beam indicator lamp condition. If the
switch. Adjust the panel lamp dimmer switch knob to problem being diagnosed is related to inoperative
its highest level (fully upwards). Check for voltage at headlamp high beams, refer to Group 8L - Lamps for
the panel lamp driver circuit cavity of the GDM wire diagnosis of the headlamp system. If no headlamp
harness connector. If OK, replace the faulty GDM. If system problems are found, proceed as follows. For
not OK, go to Step 3. circuit descriptions and diagrams, refer to 8W-40 -
Instrument Cluster in Group 8W - Wiring Diagrams.
Fig. 2 Transfer Case Switch

WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, tain to confirm the problem is the with the low fuel
REFER TO GROUP 8M - PASSIVE RESTRAINT SYS- warning lamp and not with the fuel gauge circuit.
TEMS BEFORE ATTEMPTING ANY STEERING WHEEL, See the diagnosis for the Fuel Gauge in this group. If
STEERING COLUMN, OR INSTRUMENT PANEL COM- no fuel gauge problem is found, the following proce-
PONENT DIAGNOSIS OR SERVICE. FAILURE TO TAKE dure will help to identify a faulty low fuel warning
THE PROPER PRECAUTIONS COULD RESULT IN lamp circuit. For circuit descriptions and diagrams,
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE refer to 8W-40 - Instrument Cluster in Group 8W -
PERSONAL INJURY. Wiring Diagrams.
If the headlamp high beam indicator lamp fails to WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS,
light during the bulb test (about four seconds after REFER TO GROUP 8M - PASSIVE RESTRAINT SYS-
the ignition switch is turned to the On position), TEMS BEFORE ATTEMPTING ANY STEERING WHEEL,
replace the headlamp high beam indicator lamp bulb STEERING COLUMN, OR INSTRUMENT PANEL COM-
with a known good unit. If the indicator lamp still PONENT DIAGNOSIS OR SERVICE. FAILURE TO TAKE
fails to operate, diagnosis of the lamp, the instru- THE PROPER PRECAUTIONS COULD RESULT IN
ment cluster circuitry, the Chrysler Collision Detec- ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE
tion (CCD) data bus, or the Body Control Module PERSONAL INJURY.
(BCM) should be performed with a DRB scan tool as
described in the proper Diagnostic Procedures man- If the low fuel warning lamp fails to light during
ual. For further diagnosis of the headlamp high beam the bulb test (about four seconds after the ignition
indicator lamp and the instrument cluster circuitry, switch is turned to the On position), replace the low
see Instrument Cluster in this group. fuel warning lamp bulb with a known good unit. If
the indicator lamp still fails to operate, diagnosis of
LOW FUEL WARNING LAMP the lamp, the instrument cluster circuitry, the fuel
The diagnosis found here addresses an inoperative gauge sending unit and circuit, the Powertrain Con-
low fuel warning lamp condition. If the problem trol Module (PCM), the Chrysler Collision Detection
being diagnosed is related to lamp accuracy, be cer- (CCD) data bus, or the Body Control Module (BCM)
should be performed with a DRB scan tool as ground. There should be continuity. If OK, go to Step
described in the proper Diagnostic Procedures man- 3. If not OK, go to Step 4.
ual. For further diagnosis of the low fuel warning (3) Check for battery voltage at the insulated con-
lamp and the instrument cluster circuitry, see Instru- tact located at the back of the power outlet recepta-
ment Cluster in this group. cle. If not OK, go to Step 4.
MALFUNCTION INDICATOR LAMP cable. Remove the instrument panel center bezel.
The diagnosis found here addresses an inoperative Check for continuity between the ground circuit cav-
malfunction indicator (Check Engine) lamp condition. ity of the power outlet wire harness connector and a
If the lamp comes on and stays on with the engine good ground. There should be continuity. If OK, go to
running, refer to Group 14 - Fuel Systems for diag- Step 5. If not OK, repair the open circuit to ground
nosis. For circuit descriptions and diagrams, refer to as required.
8W-40 - Instrument Cluster in Group 8W - Wiring (5) Connect the battery negative cable. Check for
Diagrams. battery voltage at the fused B(+) circuit cavity of the
power outlet wire harness connector. If OK, replace
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, the faulty cigar lighter receptacle unit. If not OK,
REFER TO GROUP 8M - PASSIVE RESTRAINT SYS- repair the open circuit to the junction block fuse as
TEMS BEFORE ATTEMPTING ANY STEERING WHEEL, required.
PONENT DIAGNOSIS OR SERVICE. FAILURE TO TAKE SEAT BELT REMINDER LAMP
THE PROPER PRECAUTIONS COULD RESULT IN The diagnosis found here addresses an inoperative
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE seat belt reminder lamp condition. If the lamp comes
PERSONAL INJURY. on and flashes following its display function (for
about seven seconds after the ignition switch is
If the malfunction indicator lamp fails to light dur- turned to the On position), see the diagnosis for the
ing the bulb test (about three seconds after the igni- airbag indicator lamp in this group. For circuit
tion switch is turned to the On position), replace the descriptions and diagrams, refer to 8W-40 - Instru-
malfunction indicator lamp bulb with a known good ment Cluster in Group 8W - Wiring Diagrams.
unit. If the indicator lamp still fails to operate, diag-
nosis of the lamp, the instrument cluster circuitry, WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS,
the Powertrain Control Module (PCM) or the REFER TO GROUP 8M - PASSIVE RESTRAINT SYS-
Chrysler Collision Detection (CCD) data bus should TEMS BEFORE ATTEMPTING ANY STEERING WHEEL,
be performed with a DRB scan tool as described in STEERING COLUMN, OR INSTRUMENT PANEL COM-
the proper Diagnostic Procedures manual. For fur- PONENT DIAGNOSIS OR SERVICE. FAILURE TO TAKE
ther diagnosis of the malfunction indicator lamp and THE PROPER PRECAUTIONS COULD RESULT IN
the instrument cluster circuitry, see Instrument ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE
Cluster in this group. PERSONAL INJURY.
POWER OUTLET If the seat belt reminder lamp fails to light during
For circuit descriptions and diagrams, refer to its display function, replace the seat belt reminder
8W-41 - Horns/Cigar Lighter in Group 8W - Wiring lamp bulb with a known good unit. If the reminder
Diagrams. lamp still fails to operate, diagnosis of the lamp and
the instrument cluster circuitry should be performed
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, with a DRB scan tool as described in the proper
REFER TO GROUP 8M - PASSIVE RESTRAINT SYS- Diagnostic Procedures manual. For further diagnosis
TEMS BEFORE ATTEMPTING ANY STEERING WHEEL, of the seat belt indicator lamp and the instrument
STEERING COLUMN, OR INSTRUMENT PANEL COM- cluster circuitry, see Instrument Cluster in this
PONENT DIAGNOSIS OR SERVICE. FAILURE TO TAKE group.
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE TURN SIGNAL INDICATOR LAMP
PERSONAL INJURY. The diagnosis found here addresses an inoperative
turn signal indicator lamp condition. For any other
(1) Check the fuse in the junction block. If OK, go turn signal problem, refer to Group 8J - Turn Signal
to Step 2. If not OK, repair the shorted circuit or and Hazard Warning Systems for diagnosis. If no
component as required and replace the faulty fuse. turn signal or hazard warning system problem is
(2) Check for continuity between the inside cir- found, the following procedure will help locate a
cumference of the power outlet receptacle and a good short or open in the indicator lamp circuit. For cir-
cuit descriptions and diagrams, refer to 8W-40 - ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE
Instrument Cluster and 8W-50 - Front Lighting in PERSONAL INJURY.
Group 8W - Wiring Diagrams.
(1) Unplug the coolant level sensor wire harness
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, connector from the coolant sensor located on the cool-
REFER TO GROUP 8M - PASSIVE RESTRAINT SYS- ant reserve bottle. Check for continuity between the
TEMS BEFORE ATTEMPTING ANY STEERING WHEEL, ground circuit cavity of the coolant level sensor wire
STEERING COLUMN, OR INSTRUMENT PANEL COM- harness connector and a good ground. There should
PONENT DIAGNOSIS OR SERVICE. FAILURE TO TAKE be continuity. If OK, go to Step 2. If not OK, repair
THE PROPER PRECAUTIONS COULD RESULT IN the open circuit as required.
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE (2) With the engine coolant at the proper level,
PERSONAL INJURY. check the resistance between the two terminals of
the coolant level sensor. The resistance should be
(1) Disconnect and isolate the battery negative 3000 to 3500 ohms. If OK, go to Step 3. If not OK,
cable. Remove the instrument cluster. replace the faulty sensor.
(2) Connect the battery negative cable. Activate (3) Disconnect and isolate the battery negative
the hazard warning system by depressing the hazard cable. Remove the VIC module from the instrument
warning switch button to the On position. Check for panel. Unplug the VIC module wire harness connec-
battery voltage at the inoperative (right or left) turn tor. Check for continuity between the engine coolant
signal indicator lamp circuit cavity of the instrument level switch sense circuit cavity of the VIC wire har-
cluster wire harness connector. There should be a ness connector and a good ground. There should be
switching (on and off) battery voltage signal. If OK, no continuity. If OK, go to Step 4. If not OK, repair
replace the faulty (right or left) indicator lamp bulb. the short circuit as required.
If not OK, repair the open circuit to the turn signal/ (4) Check for continuity between the engine cool-
hazard warning (multi-function) switch as required. ant level switch sense circuit cavities of the VIC wire
harness connector and the engine coolant level sensor
VEHICLE INFORMATION CENTER wire harness connector. If OK, replace the faulty VIC
The Vehicle Information Center (VIC) has a num- module. If not OK, repair the open circuit as
ber of display functions and features. The diagnosis required.
found here addresses only those VIC messages and
functions that are controlled by hard-wired inputs. To FOUR-WHEEL DRIVE DISPLAY AND
diagnose any internally controlled VIC function or INDICATORS/SERVICE 4WD SWITCH
feature, or any that are enabled by inputs on the If the problem being diagnosed is related to an
Chrysler Collision Detection (CCD) data bus network, incorrect or no four-wheel drive display or indicator
use a DRB scan tool and the proper Diagnostic Pro- functions, be certain to confirm that the problem is
cedures manual. Refer to 8W-46 - Message Center in with the VIC module and transfer case switch cir-
Group 8W - Wiring Diagrams for complete circuit cuits, and not with a Powertrain Control Module
descriptions and diagrams. (PCM) with an incorrect Vehicle Identification Num-
ber (VIN). This condition can only occur if the origi-
COOLANT LEVEL LOW/COOLANT SENSOR nal PCM was replaced with a unit from another
BAD vehicle. The VIC module uses the VIN message
If the problem being diagnosed is related to mes- received on the Chrysler Collision Detection (CCD)
sage accuracy, be certain to confirm that the problem data bus from the PCM to determine if the vehicle is
is with the VIC display and sensor and not with the equipped with two-wheel drive or four-wheel drive.
engine coolant level. The actual engine coolant level If a four-wheel drive vehicle has a two-wheel drive
should be checked before you proceed with lamp and VIN entered in the PCM, the VIC will ignore all
sensor diagnosis. Refer to 8W-46 - Message Center in transfer case switch inputs. If a two-wheel drive
Group 8W - Wiring Diagrams for complete circuit vehicle has a four-wheel drive VIN entered in the
descriptions and diagrams. PCM, the rear wheels in the VIC display will not
light. Use a DRB scan tool and the proper Diagnostic
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, Procedures manual to confirm the VIN stored in the
REFER TO GROUP 8M - PASSIVE RESTRAINT SYS- PCM.
TEMS BEFORE ATTEMPTING ANY STEERING WHEEL, In addition, it should be noted that a VIC “Service
STEERING COLUMN, OR INSTRUMENT PANEL COM- 4WD Switch” message on a two-wheel drive vehicle
PONENT DIAGNOSIS OR SERVICE. FAILURE TO TAKE can occur if a short circuit occurs in the transfer case
THE PROPER PRECAUTIONS COULD RESULT IN switch circuits from the VIC module, in combination
with a PCM having a four-wheel drive VIN. To locate
the short circuit, start at Step 3 of the following diag- panel. Unplug the VIC module wire harness connec-
nostic procedure. Two-wheel drive models do have tor.
the same VIC wire harness provisions as four-wheel (4) Locate two pairs of wire harness connectors
drive models. located in the wire harness leading to the VIC mod-
ule. The wire harness connectors should be taped
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, back to the harness. One pair of connectors are black
REFER TO GROUP 8M - PASSIVE RESTRAINT SYS- with a single cavity. The other pair are red with two
TEMS BEFORE ATTEMPTING ANY STEERING WHEEL, cavities. If the vehicle has the Quadra-Trac 4WD
STEERING COLUMN, OR INSTRUMENT PANEL COM- transfer case, only the red wire harness connectors
PONENT DIAGNOSIS OR SERVICE. FAILURE TO TAKE should be joined. If the vehicle has the Command-
THE PROPER PRECAUTIONS COULD RESULT IN Trac or Selec-Trac 4WD transfer case, only the black
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE wire harness connectors should be joined. In all
PERSONAL INJURY. cases, only one pair of wire harness connectors
should be joined. If OK, go to Step 5. If not OK, cor-
(1) Unplug the wire harness connector at the rect the wire harness connections as required.
transfer case switch. Check for continuity between (5) Refer to the VIC 4WD Display Characteristics
the ground circuit cavity of the transfer case switch chart (Fig. 4). Check the continuity of the circuit for
wire harness connector and a good ground. There the indicator lamp or wheel lamp that is not func-
should be continuity. If OK, go to Step 2. If not OK, tioning between the VIC module wire harness con-
repair the open circuit as required. nector and the transfer case switch wire harness
(2) Check the transfer case switch continuity while connector. There should be continuity. If OK, replace
shifting the transfer case shift lever to the various the faulty VIC module. If not OK, repair the open cir-
positions. The switch continuity should be as shown cuit as required.
in (Fig. 3). If OK, go to Step 3. If not OK, replace the
faulty switch. REAR LAMP FAILURE
(3) Disconnect and isolate the battery negative Refer to the diagnosis for the lamp outage module
cable. Remove the VIC module from the instrument in Group 8L - Lamps to diagnose this feature of the

Fig. 4 VIC 4WD Display Characteristics

VIC module. Refer to 8W-46 - Message Center in reservoir bottle. Check for continuity between the
Group 8W - Wiring Diagrams for complete circuit ground circuit cavity of the washer fluid level sensor
descriptions and diagrams. wire harness connector and a good ground. There
should be continuity. If OK, go to Step 2. If not OK,
TURN SIGNAL ON repair the open circuit as required.
Refer to Group 8J - Turn Signal and Hazard Warn- (2) With the washer fluid at the proper level,
ing Systems for more information on this feature of check the resistance between the two terminals of
the VIC module. The VIC module uses its internal the washer fluid level sensor. The resistance should
programming, and inputs from the combination be 3000 to 3500 ohms. If OK, go to Step 3. If not OK,
flasher on the fused ignition switch output (L5) cir- replace the faulty sensor.
cuit, and a vehicle speed sensor (distance) message (3) Disconnect and isolate the battery negative
received on the Chrysler Collision Detection (CCD) cable. Remove the VIC module from the instrument
data bus from the Powertrain Control Module (PCM) panel. Unplug the VIC module wire harness connec-
to control this message. tor. Check for continuity between the washer fluid
If testing of the L5 circuit between the VIC module level sense circuit cavity of the VIC module wire har-
wire harness connector and the combination flasher ness connector and a good ground. There should be
cavity in the junction block reveals no problem, use a no continuity. If OK, go to Step 4. If not OK, repair
DRB scan tool and the proper Diagnostic Procedures the short circuit as required.
manual to diagnose the VIC module and the CCD (4) Check for continuity between the washer fluid
data bus. Refer to 8W-46 - Message Center in Group level sense circuit cavities of the VIC module wire har-
8W - Wiring Diagrams for complete circuit descrip- ness connector and the washer fluid level sensor wire
tions and diagrams. harness connector. If OK, replace the faulty VIC mod-
ule. If not OK, repair the open circuit as required.
WASHER LEVEL LOW/WASHER SENSOR BAD
If the problem being diagnosed is related to mes-
sage accuracy, be certain to confirm that the problem SERVICE PROCEDURES
is with the VIC display and sensor and not with the
washer fluid level. The actual fluid level should be VEHICLE INFORMATION CENTER
checked before you proceed with lamp and sensor The following flow charts describe the procedures
diagnosis. Refer to 8W-46 - Message Center in Group to perform an initial setup of the Vehicle Information
8W - Wiring Diagrams for complete circuit descrip- Center (VIC), and how to reset the VIC service
tions and diagrams. reminder or time/date settings.
If the vehicle is equipped with a Chrysler radio that
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, is connected to the Chrysler Collision Detection (CCD)
REFER TO GROUP 8M - PASSIVE RESTRAINT SYS- data bus network, the hour and minute settings of the
TEMS BEFORE ATTEMPTING ANY STEERING WHEEL, VIC clock will automatically be synchronized to the
STEERING COLUMN, OR INSTRUMENT PANEL COM- hour and minute settings of the radio clock. This is done
PONENT DIAGNOSIS OR SERVICE. FAILURE TO TAKE by a message that the radio sends to the VIC module on
THE PROPER PRECAUTIONS COULD RESULT IN the CCD data bus. Also, the VIC module will automati-
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE cally suppress the VIC hour and minute set functions if
PERSONAL INJURY. there is a Chrysler radio connected to the CCD data
bus, and the VIC clock must be set through the radio
(1) Unplug the washer fluid level sensor wire har- clock. Refer to Group 8F - Audio Systems for more infor-
ness connector from the sensor located on the washer mation on this feature.
VIC Initial Setup

VIC Reset

SWITCH POD BEZEL
PERSONAL INJURY.
(1) Both switch pod bezels are secured to the

instrument panel with snap clip retainers and a light
snap fit. Using a trim stick or another suitable wide
flat-bladed tool, gently pry around the perimeter Fig. 5 Steering Column Opening Cover/Knee
edges of the bezel to release the snap clip retainers. Blocker Remove/Install
(2) Remove the bezel from the instrument panel.
(3) To install the bezel, use one hand to hold it in
position on the instrument panel, then use the other
hand to push the bezel towards the instrument panel
until each of the retainers snaps firmly into place.
CLUSTER BEZEL
STEERING COLUMN OPENING COVER AND KNEE REFER TO GROUP 8M - PASSIVE RESTRAINT SYS-
BLOCKER TEMS BEFORE ATTEMPTING ANY STEERING WHEEL,
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, PONENT DIAGNOSIS OR SERVICE. FAILURE TO TAKE
REFER TO GROUP 8M - PASSIVE RESTRAINT SYS- THE PROPER PRECAUTIONS COULD RESULT IN
TEMS BEFORE ATTEMPTING ANY STEERING WHEEL, ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE
STEERING COLUMN, OR INSTRUMENT PANEL COM- PERSONAL INJURY.
THE PROPER PRECAUTIONS COULD RESULT IN (1) Disconnect and isolate the battery negative
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE cable.
PERSONAL INJURY. (2) Remove both switch pod bezels from the instru-
ment panel. See Switch Pod Bezel in this group for
(1) Disconnect and isolate the battery negative the procedures.
cable. (3) Remove the ten screws that secure the cluster
(2) Remove both switch pod bezels. See Switch Pod bezel to the instrument panel (Fig. 6).
Bezel in this group for the procedures.
(3) Remove the one screw on each side of the steer-
ing column that secures the upper edge of the steer-
ing column opening cover/knee blocker to the
instrument panel (Fig. 5).
(4) Remove the one screw that secures the steering
column opening cover/knee blocker to the outboard
end of instrument panel.
(5) Remove the four screws that secure the lower
edge of the steering column opening cover/knee
blocker to the lower instrument panel reinforcement.
(6) Using a trim stick or another suitable wide Fig. 6 Cluster Bezel Screws Remove/Install
flat-bladed tool, gently pry the edges of the steering (4) Pull the cluster bezel rearward and move it to
column opening cover/knee blocker away from the the outboard side of the steering wheel to remove it
instrument panel at the snap clip retainer locations from the instrument panel.
(Fig. 5). (5) Reverse the removal procedures to install.
(7) Remove the steering column opening cover/ Tighten the mounting screws to 2.2 N·m (20 in. lbs.).
knee blocker from the instrument panel.
INSTRUMENT CLUSTER (2) Gently pull the knob away from the instrument
cluster until it slides off of the trip odometer reset
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, switch stem.
REFER TO GROUP 8M - PASSIVE RESTRAINT SYS- (3) Reverse the removal procedures to install.
STEERING COLUMN, OR INSTRUMENT PANEL COM- CLUSTER COMPONENTS
THE PROPER PRECAUTIONS COULD RESULT IN CLUSTER LENS
PERSONAL INJURY. WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS,
(1) Remove the cluster bezel from the instrument TEMS BEFORE ATTEMPTING ANY STEERING WHEEL,
panel. See Cluster Bezel in this group for the procedures. STEERING COLUMN, OR INSTRUMENT PANEL COMPO-
(2) Remove the two screws that secure each end of NENT DIAGNOSIS OR SERVICE. FAILURE TO TAKE THE
the instrument cluster to the instrument panel. PROPER PRECAUTIONS COULD RESULT IN ACCIDEN-
(3) Pull the instrument cluster rearward to disen- TAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL
gage the self-docking wire harness connector. INJURY.
NOTE: The instrument cluster has a self-docking (1) Disconnect and isolate the battery negative
wire harness connector that will be automatically cable.
aligned with, and connected to the instrument panel (2) Remove the trip odometer reset knob from the
wire harness when the cluster is installed in the trip odometer reset switch stem. See Trip Odometer
instrument panel. Reset Knob in this group for the procedures.
(3) Remove the instrument cluster from the instru-
(4) Remove the instrument cluster from the vehicle. ment panel. See Instrument Cluster in this group for
(5) Reverse the removal procedures to install. the procedures.
Tighten the mounting screws to 2.2 N·m (20 in. lbs.). (4) Work around the perimeter of the cluster
depressing the snap clips that secure the cluster lens
TRIP ODOMETER RESET KNOB to the cluster hood, and gently pull the lens away from
(1) Grasp the knob firmly between the thumb and the cluster (Fig. 7).
forefinger. (5) Reverse the removal procedures to install.
Fig. 7 Instrument Cluster Components

CLUSTER HOOD AND MASK ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
REFER TO GROUP 8M - PASSIVE RESTRAINT SYS- (1) Disconnect and isolate the battery negative
TEMS BEFORE ATTEMPTING ANY STEERING WHEEL, cable.
STEERING COLUMN, OR INSTRUMENT PANEL COM- (2) Remove the instrument cluster from the instru-
PONENT DIAGNOSIS OR SERVICE. FAILURE TO TAKE ment panel. See Instrument Cluster in this group for
THE PROPER PRECAUTIONS COULD RESULT IN the procedures.
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE (3) Work around the perimeter of the cluster
PERSONAL INJURY. releasing the snap clips that secure the rear cover to
the back of the cluster housing, and gently pull the
(1) Disconnect and isolate the battery negative rear cover away from the cluster housing (Fig. 7).
cable. (4) Reverse the removal procedures to install.
(2) Remove the cluster lens from the instrument
cluster. See Cluster Lens in this group for the proce- GAUGE
dures.
(3) Work around the perimeter of the cluster WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS,
depressing the snap clips that secure the cluster REFER TO GROUP 8M - PASSIVE RESTRAINT SYS-
hood to the cluster housing, and gently pull the hood TEMS BEFORE ATTEMPTING ANY STEERING WHEEL,
away from the cluster (Fig. 7). STEERING COLUMN, OR INSTRUMENT PANEL COM-
(4) Lift the cluster mask off of the locating pins on PONENT DIAGNOSIS OR SERVICE. FAILURE TO TAKE
the front of the cluster housing. THE PROPER PRECAUTIONS COULD RESULT IN
(5) Reverse the removal procedures to install. ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY.
CLUSTER REAR COVER
(1) Remove the cluster hood and mask, and the
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, cluster rear cover from the cluster housing. See Clus-
REFER TO GROUP 8M - PASSIVE RESTRAINT SYS- ter Hood and Mask, and Cluster Rear Cover in this
TEMS BEFORE ATTEMPTING ANY STEERING WHEEL, group for the procedures.
STEERING COLUMN, OR INSTRUMENT PANEL COM- (2) Remove the screws that secure the faulty gaug-
PONENT DIAGNOSIS OR SERVICE. FAILURE TO TAKE e(s) to the cluster housing from the rear of the clus-
THE PROPER PRECAUTIONS COULD RESULT IN ter electronic circuit board (Fig. 8).
Fig. 8 Gauge Mounting Screws

(3) Remove the faulty gauge(s) from the front of OUTBOARD SWITCH POD
the cluster housing.
(4) Reverse the removal procedures to install. WARNING: ON VEHICLES EQUIPPED WITH AIR-
Tighten the gauge mounting screws to 2.2 N·m (20 BAGS, REFER TO GROUP 8M - PASSIVE
in. lbs.). RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
CLUSTER BULB INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
WARNING: ON VEHICLES EQUIPPED WITH AIR- CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
BAGS, REFER TO GROUP 8M - PASSIVE BAG DEPLOYMENT AND POSSIBLE PERSONAL
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY INJURY.
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR (1) Remove the cluster bezel from the instrument
SERVICE. FAILURE TO TAKE THE PROPER PRE- panel. See Cluster Bezel in this group for the proce-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- dures.
BAG DEPLOYMENT AND POSSIBLE PERSONAL (2) Remove the two screws that secure the out-
INJURY. board switch pod to the instrument panel (Fig. 10).

ment panel. See Instrument Cluster in this group for
the procedures.
(2) Remove the bulb and bulb holder from the cir-
cuit board on the rear of the cluster housing by turn-
ing the holder counterclockwise (Fig. 9).
CAUTION: Always use the correct bulb size and

type for replacement. An incorrect bulb size or type
may overheat and cause damage to the instrument
cluster printed circuit and/or the gauges.

Fig. 10 Outboard Switch Pod Remove/Install
Fig. 9 Cluster Bulb Locations

(3) Pull the outboard switch pod out from the WARNING: ON VEHICLES EQUIPPED WITH AIR-
instrument panel far enough to unplug the wire har- BAGS, REFER TO GROUP 8M - PASSIVE
ness connectors. RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
(4) Remove the outboard switch pod from the STEERING WHEEL, STEERING COLUMN, OR
instrument panel. INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
(5) Reverse the removal procedures to install. SERVICE. FAILURE TO TAKE THE PROPER PRE-
Tighten the mounting screws to 2.2 N·m (20 in. lbs.). CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
INBOARD SWITCH POD INJURY.
WARNING: ON VEHICLES EQUIPPED WITH AIR- (1) Remove the steering column opening cover/
BAGS, REFER TO GROUP 8M - PASSIVE knee blocker from the instrument panel. See Steering
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY Column Opening Cover and Knee Blocker in this
STEERING WHEEL, STEERING COLUMN, OR group for the procedures.
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR (2) Remove the four screws located below the out-
SERVICE. FAILURE TO TAKE THE PROPER PRE- board switch pod that secure the Body Control Mod-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- ule (BCM) to the instrument panel armature (Fig.
BAG DEPLOYMENT AND POSSIBLE PERSONAL 12).
INJURY.
(1) Remove the cluster bezel from the instrument

panel. See Cluster Bezel in this group for the proce-
dures.
(2) Remove the two screws that secure the inboard
switch pod to the instrument panel (Fig. 11).
Fig. 11 Inboard Switch Pod Remove/Install

(3) Pull the inboard switch pod out from the Fig. 12 Body Control Module Remove/Install
instrument panel far enough to unplug the wire har-
ness connectors. (3) Move the BCM towards the steering column far
(4) Remove the inboard switch pod from the enough to access the three wire harness connectors.
instrument panel. (4) Unplug the wire harness connectors from the
(5) Reverse the removal procedures to install. BCM.
Tighten the mounting screws to 2.2 N·m (20 in. lbs.). (5) Remove the BCM from the instrument panel.
BODY CONTROL MODULE Tighten the mounting screws to 2.2 N·m (20 in. lbs.).
Before replacing the Body Control Module (BCM),
NOTE: If a new Body Control Module is installed,
use a DRB scan tool to determine the current set-
the programmable features must be enabled and/or
tings for the BCM programmable features. These set-
disabled to the customer’s preferred settings. Use a
tings should be duplicated in the replacement BCM
DRB scan tool and the proper Diagnostic Proce-
using the DRB scan tool, before returning the vehicle
dures manual to perform these operations.
to service.
GLOVE BOX MODULE SERVICE. FAILURE TO TAKE THE PROPER PRE-
WARNING: ON VEHICLES EQUIPPED WITH AIR- BAG DEPLOYMENT AND POSSIBLE PERSONAL
BAGS, REFER TO GROUP 8M - PASSIVE INJURY.
STEERING WHEEL, STEERING COLUMN, OR (1) Remove the glove box module from the instru-
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR ment panel. See Glove Box Module in this group for
SERVICE. FAILURE TO TAKE THE PROPER PRE- the procedures.
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- (2) Remove the three screws that secure the
BAG DEPLOYMENT AND POSSIBLE PERSONAL Graphic Display Module (GDM) or Vehicle Informa-
INJURY. tion Center (VIC) to the instrument panel armature
(Fig. 13).
(1) Remove the steering column opening cover/
knee blocker from the instrument panel. See Steering
Column Opening Cover and Knee Blocker in this
(2) Remove the two screws that secure the top of
the instrument panel center bezel to the instrument
panel above the Graphic Display Module (GDM) or
Vehicle Information Center (VIC).
(3) Remove the ash receiver from the instrument
panel center bezel.
(4) Remove the two screws in the back of the ash
receiver opening that secure the instrument panel
center bezel to the instrument panel armature.
(5) Remove the screw that secures the courtesy
Fig. 13 Graphic Display Module and Vehicle
lamp to the lower instrument panel located under
Information Center Remove/Install
the outboard end of the glove box module.
(6) Open the passenger side front door and remove (3) Pull the GDM or VIC unit out from the instru-
the screw that secures the outboard end of the glove ment panel far enough to access and unplug the wire
box module to the instrument panel armature. harness connector.
(7) Remove the four screws that secure the glove (4) Remove the GDM or VIC from the instrument
box hinge to the instrument panel armature on the panel.
lower edge of the glove box module. (5) Reverse the removal procedures to install.
(8) Open the glove box door and remove the four Tighten the mounting screws to 2.2 N·m (20 in. lbs.).
screws at the top of the glove box opening that secure
the upper edge of the glove box module to the instru- GLOVE BOX LAMP AND SWITCH
ment panel armature.
(9) Lower the glove box module far enough to WARNING: ON VEHICLES EQUIPPED WITH AIR-
access and unplug the wire harness connectors from BAGS, REFER TO GROUP 8M - PASSIVE
the glove box lamp and switch, the cigar lighter and RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
lamp, and the power outlet. Also remove the ash STEERING WHEEL, STEERING COLUMN, OR
receiver lamp bulb and socket as a unit by gently INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
pulling it out of the ash receiver lamp hood. SERVICE. FAILURE TO TAKE THE PROPER PRE-
(10) Remove the glove box module from the instru- CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
ment panel. BAG DEPLOYMENT AND POSSIBLE PERSONAL
(11) Reverse the removal procedures to install. INJURY.
(1) Remove the glove box module from the instru-
GRAPHIC DISPLAY MODULE AND VEHICLE ment panel. See Glove Box Module in this group for
the procedures.
INFORMATION CENTER (2) From the back side of the glove box module,
squeeze the retaining tabs on the glove box lamp and
switch housing together and push the unit out
through the mounting hole towards the front of the
module (Fig. 14).
(3) Remove the latch striker through the upper
glove box opening of the glove box module.
(4) To install the latch striker, insert the mounting
tabs through the slots in the upper glove box opening
of the glove box module, and bend the tabs over from
the top of the glove box module.
CIGAR LIGHTER
Fig. 14 Glove Box Lamp and Switch Remove/Install INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
(3) To install the glove box lamp and switch unit, CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
insert the unit through the mounting hole from the BAG DEPLOYMENT AND POSSIBLE PERSONAL
front of the glove box module and push in on the unit INJURY.
firmly, until the retaining tabs snap into place.
(4) Reverse the remaining removal procedures to (1) Disconnect and isolate the battery negative
complete the installation. cable.
(2) Pull the cigar lighter knob and element out of
GLOVE BOX LATCH STRIKER the cigar lighter base.
(3) Look inside the cigar lighter base and note the
WARNING: ON VEHICLES EQUIPPED WITH AIR- position of the retaining bosses that secure the unit
BAGS, REFER TO GROUP 8M - PASSIVE to the light ring/retainer in the instrument panel
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY center bezel (Fig. 16).
INJURY.

ment panel. See Glove Box Module in this group for
the procedures.
(2) From the top of the glove box module,
straighten the two mounting tabs that secure the
glove box latch striker to the glove box module (Fig.
15).
Fig. 16 Cigar Lighter Remove/Install

(4) Insert a pair of external snap ring pliers into
the cigar lighter base and engage the tips of the pli-
ers with the retaining bosses.
Fig. 15 Glove Box Latch Striker Remove/Install (5) Squeeze the pliers to disengage the retaining
bosses from the base, and using a gentle rocking
motion pull the pliers and the cigar lighter base out BAG DEPLOYMENT AND POSSIBLE PERSONAL
of the light ring/retainer. INJURY.
(6) Remove the pliers from the cigar lighter base
and unplug the cigar lighter wire harness connector. (1) Remove the glove box module from the instru-
(7) Remove the cigar lighter light ring/retainer ment panel. See Glove Box Module in this group for
from the instrument panel center bezel and unplug the procedures.
the light ring lamp wire harness connector. (2) Remove the two screws located on the back
(8) Reverse the removal procedures to install. side of the glove box module that secure the instru-
ment panel center bezel to the inboard end of the
POWER OUTLET glove box module (Fig. 17).

INJURY.

the procedures.
(2) From the rear of the instrument panel center
bezel, unscrew the power outlet receptacle shell
clamp from the power outlet receptacle shell base.
(3) Remove the power outlet receptacle shell base
from the front of the instrument panel center bezel.
POWER OUTLET DOOR

(1) Insert a trim stick or another suitable wide
Fig. 17 Instrument Panel Center Bezel Remove/
flat-bladed tool between the side of the power outlet
Install
housing in the instrument panel center bezel and the
upper pivot area of the power outlet door. (3) Reverse the removal procedures to install.
(2) Pry gently against the upper pivot area of the Tighten the mounting screws to 2.2 N·m (20 in. lbs.).
power outlet door until the door pivot pin clears the
pivot receptacle in the instrument panel center bezel. GLOVE BOX
(3) Pull the power outlet door out of the power out-
let housing using a twisting motion. WARNING: ON VEHICLES EQUIPPED WITH AIR-
(4) To install the door, insert one of the pivot pins BAGS, REFER TO GROUP 8M - PASSIVE
into a pivot receptacle in the instrument panel center RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
bezel and twist the door gently until the pivot pin on STEERING WHEEL, STEERING COLUMN, OR
the opposite side of the door snaps into the other cen- INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
ter bezel pivot receptacle. SERVICE. FAILURE TO TAKE THE PROPER PRE-
INSTRUMENT PANEL CENTER BEZEL BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
BAGS, REFER TO GROUP 8M - PASSIVE (1) Disconnect and isolate the battery negative
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY cable.
STEERING WHEEL, STEERING COLUMN, OR (2) Drill out the two rivets that secure the glove
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR box hinge to the lower edge of the glove box module
SERVICE. FAILURE TO TAKE THE PROPER PRE- (Fig. 18).
NOTE: The rivets are used to ease assembly during GLOVE BOX HINGE
the manufacturing process, but do not require (1) Remove the glove box from the instrument
replacement following service. panel. See Glove Box in this group for the proce-
dures.
(2) Remove the screws that secure the glove box
hinge to the glove box inner door panel.
(3) Remove the glove box hinge from the glove box
door.
GLOVE BOX BIN

door. See Glove Box Hinge in this group for the pro-
Fig. 18 Glove Box Remove/Install cedures.
(3) Remove the four screws that secure the glove (2) Remove the screws that secure each side of the
box hinge to the instrument panel armature. glove box bin to the glove box door.
(4) Release the glove box latch and remove the (3) Remove the glove box bin from the glove box
glove box from the glove box module. door.
(5) Reverse the removal procedures to install. (4) Reverse the removal procedures to install.
Tighten the mounting screws to 2.2 N·m (20 in. lbs.). Tighten the mounting screws to 2.2 N·m (20 in. lbs.).
GLOVE BOX COMPONENTS GLOVE BOX LATCH AND HANDLE

The glove box bezel is the only component of the (1) Remove the glove box bin from the glove box
glove box that can be serviced without glove box door. See Glove Box Bin in this group for the proce-
removal. All other components will require that the dures.
glove box be removed from the instrument panel. (2) Remove the two bezel screws, two latch screws,
and one handle screw from the glove box inner door
GLOVE BOX BEZEL panel.
(1) Open the glove box. (3) Remove the glove box inner door panel from
(2) Remove the two screws that secure the bezel to the glove box outer door panel.
the glove box near the top of the glove box inner door (4) Remove the screw that secures the glove box
panel (Fig. 19). latch and handle to the inside of the glove box outer
door panel (Fig. 20).
Fig. 19 Glove Box Components Fig. 20 Glove Box Latch and Handle Remove/Install
(3) Using a trim stick or another suitable wide (5) Remove the latch and handle from the glove
flat-bladed tool, gently pry the bezel away from the box door as a unit.
outside of the glove box door. There is double-faced (6) Reverse the removal procedures to install.
adhesive tape between the bezel and the outer door Tighten the mounting screws to 2.2 N·m (20 in. lbs.).
panel.
GLOVE BOX LOCK CYLINDER
(1) Remove the glove box latch and handle from
the glove box. See Glove Box Latch and Handle in
this group for the procedures.
(2) Insert the glove box key into the glove box lock
cylinder.
(3) Insert a small screwdriver into the retaining
tumbler release slot and depress the retaining tum-
bler (Fig. 21).

Fig. 21 Glove Box Lock Cylinder Remove/Install BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(4) Pull the lock cylinder out of the latch handle by
using a gentle twisting and pulling action on the key. (1) Disconnect and isolate the battery negative
(5) Reverse the removal procedures to install. cable.
(2) Remove the steering column opening cover and
COWL TOP TRIM PANEL knee blocker from the instrument panel. See Steering
WARNING: ON VEHICLES EQUIPPED WITH AIR- group for the procedures.
BAGS, REFER TO GROUP 8M - PASSIVE (3) Remove the cluster bezel from the instrument
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY panel. See Cluster Bezel in this group for the proce-
STEERING WHEEL, STEERING COLUMN, OR dures.
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR (4) Remove the glove box module from the instru-
SERVICE. FAILURE TO TAKE THE PROPER PRE- ment panel. See Glove Box Module in this group for
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- the procedures.
BAG DEPLOYMENT AND POSSIBLE PERSONAL (5) Remove the cowl top trim panel from the
INJURY. instrument panel. See Cowl Top Trim Panel in this
(6) If the vehicle is so equipped, remove the screw
cable.
that secures the auto headlamp light sensor/vehicle
theft security system lamp to the top of the instru-
flat-bladed tool, gently pry the cowl top trim panel off
ment panel near the defroster duct outlet, and move
of the instrument panel top pad (Fig. 22).
it far enough for clearance during removal of the
(3) Pull the trim panel up far enough to access and
instrument panel top pad.
unplug the wire harness connector for the solar sen-
(7) Remove all of the screws that secure the perim-
sor, or to remove the solar sensor from the cowl top
eter of the instrument panel top pad to the instru-
trim, if the vehicle is so equipped.
(4) Remove the cowl top trim panel from the
(8) Remove the instrument panel top pad from the
instrument panel.
instrument panel armature.
INSTRUMENT PANEL TOP PAD
JUNCTION BLOCK INSTRUMENT PANEL ASSEMBLY
INJURY. INJURY.
(1) Disconnect and isolate the battery negative (1) Disconnect and isolate the battery negative
cable. cable.
(2) Remove the fuse access panel by unsnapping it (2) Remove the steering column opening cover and
from the right cowl side trim panel. knee blocker from the instrument panel. See Steering
(3) Remove the push nut that secures the right Column Opening Cover and Knee Blocker in this
cowl side trim panel to the junction block stud (Fig. group for the procedures.
23). (3) Remove the bolts that secure the lower instru-
ment panel reinforcement to the instrument panel
armature and remove the reinforcement (Fig. 24).
(4) Remove the upper and lower steering column
shrouds from the steering column. Refer to Group 19
- Steering for the procedures.
(5) Unplug all of the wire harness connectors from
the steering column-mounted components and
switches.
(6) Remove the three nuts that secure the steering
column toe plate to the dash panel at the base of the
steering column.
(7) Remove the two nuts that secure the steering
column mounting bracket to the studs on the steer-
ing column and brake pedal support. Lower the
steering column to the floor.
(8) Remove both cowl side trim panels. Refer to
Group 23 - Body for the procedures.
(9) Unplug the instrument panel to body wire har-
ness connector under the left end of the instrument
panel.
(10) Unplug the brake lamp switch wire harness
connector.
(11) Unplug the instrument panel to heater-A/C
Fig. 23 Right Cowl Side Trim Panel Remove/Install
housing vacuum harness connector (manual temper-
(4) Remove the two screws that secure the right ature control only) and wire harness connector
cowl side trim panel to the right front door opening located under the passenger side end of the instru-
trim. ment panel.
(5) Remove the right cowl side trim panel from the (12) Unplug the radio antenna coaxial cable con-
right cowl side inner panel. nector near the right cowl side panel.
(6) Unplug all of the wire harness connectors from (13) Unplug all of the instrument panel wire har-
the junction block cavities. ness connectors from the junction block on the right
(7) Remove the two screws that secure the junction cowl side panel.
block to the mounting bracket on the right cowl side (14) If the vehicle is so equipped, disconnect the
inner panel. in-car temperature sensor aspirator hose at the cou-
(8) Remove the junction block from the mounting pling near the passenger side of the transmission
bracket on the right cowl side inner panel. floor tunnel.
(9) Reverse the removal procedures to install. (15) Remove the ash receiver and remove the
Tighten the mounting screws to 2.2 N·m (20 in. lbs.). screw in the back of the ash receiver housing that
Fig. 24 Instrument Panel Assembly Remove/Install

secures the instrument panel armature to the heater- (22) Remove the four nuts that secure the top of
A/C housing. the instrument panel armature to the studs on the
(16) Pull back the floor carpet on the transmission windshield fence.
floor tunnel from the base of the instrument panel (23) With the aid of an assistant, lift the instru-
center bezel and remove the two bolts that secure the ment panel off of the windshield fence studs and
instrument panel center bracket to the floor. maneuver the assembly out of the vehicle through
(17) Remove the two bolts that secure the instru- the passenger side front door.
ment panel center bracket to the driver side of the (24) Reverse the removal procedures to install.
transmission floor tunnel. Tighten the mounting hardware as follows:
(18) Remove the bolt that secures the instrument • Instrument panel center bracket to floor pan
panel armature to the steering column and brake transmission tunnel fasteners - 28 N·m (250 in. lbs.)
pedal support. • Instrument panel to windshield fence bolts and
(19) Remove the two bolts that secure the ends of nuts - 12 N·m (105 in. lbs.)
the instrument panel armature to the cowl side inner • Instrument panel to cowl side inner panel bolts -
panels. 12 N·m (105 in. lbs.)
(20) Remove the cowl top trim panel from the • Instrument panel to steering column support
instrument panel. See Cowl Top Trim Panel in this bolt - 12 N·m (105 in. lbs.).
(21) Remove the two bolts that secure the ends of
the instrument panel armature to the windshield
fence.
ZG INSTRUMENT PANEL SYSTEMS 8E - 1
INSTRUMENT PANEL SYSTEMS

CONTENTS
page page
GENERAL INFORMATION GRAPHIC DISPLAY MODULE . . . . . . . . . . . . 15

BODY CONTROL MODULE . . . . . . . . . . . . . . . 4 HEADLAMP HIGH BEAM INDICATOR LAMP . 16
GAUGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 INSTRUMENT CLUSTER . . . . . . . . . . . . . . . . 10
GRAPHIC DISPLAY MODULE . . . . . . . . . . . . . 3 LOW FUEL WARNING LAMP . . . . . . . . . . . . . 16
INDICATOR LAMP . . . . . . . . . . . . . . . . . . . . . . 4 MALFUNCTION INDICATOR LAMP . . . . . . . . 17
INSTRUMENT CLUSTER . . . . . . . . . . . . . . . . . 2 MASTER LIGHTING INDICATOR LAMP . . . . . 17
INSTRUMENT PANEL . . . . . . . . . . . . . . . . . . . . 2 ODOMETER AND TRIP ODOMETER . . . . . . . 11
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . 2 OIL PRESSURE GAUGE . . . . . . . . . . . . . . . . . 11
JUNCTION BLOCK . . . . . . . . . . . . . . . . . . . . . . 4 SEAT BELT REMINDER LAMP . . . . . . . . . . . . 17
VEHICLE INFORMATION CENTER . . . . . . . . . . 3 SPEEDOMETER . . . . . . . . . . . . . . . . . . . . . . . 12
DESCRIPTION AND OPERATION TACHOMETER . . . . . . . . . . . . . . . . . . . . . . . . 12
AIRBAG INDICATOR LAMP . . . . . . . . . . . . . . . 7 TURN SIGNAL INDICATOR LAMP . . . . . . . . . 18
ANTI-LOCK BRAKE SYSTEM LAMP . . . . . . . . 7 UPSHIFT INDICATOR LAMP . . . . . . . . . . . . . 18
BRAKE WARNING LAMP . . . . . . . . . . . . . . . . . 7 VEHICLE INFORMATION CENTER . . . . . . . . . 18
CHECK GAUGES LAMP . . . . . . . . . . . . . . . . . . 7 VOLTMETER . . . . . . . . . . . . . . . . . . . . . . . . . . 12
CLUSTER ILLUMINATION LAMP . . . . . . . . . . . 8 WAIT-TO-START LAMP . . . . . . . . . . . . . . . . . 21
COOLANT TEMPERATURE GAUGE . . . . . . . . . 5 WATER-IN-FUEL LAMP . . . . . . . . . . . . . . . . . 21
CRUISE-ON INDICATOR LAMP . . . . . . . . . . . . 8 SERVICE PROCEDURES
FUEL GAUGE . . . . . . . . . . . . . . . . . . . . . . . . . . 5 VEHICLE INFORMATION CENTER . . . . . . . . . 22
HEADLAMP HIGH BEAM INDICATOR LAMP . . 8 REMOVAL AND INSTALLATION
LOW FUEL WARNING LAMP . . . . . . . . . . . . . . 8 BODY CONTROL MODULE . . . . . . . . . . . . . . 29
MALFUNCTION INDICATOR LAMP . . . . . . . . . 9 CIGAR LIGHTER . . . . . . . . . . . . . . . . . . . . . . . 31
MASTER LIGHTING INDICATOR LAMP . . . . . . 9 CLUSTER BEZEL . . . . . . . . . . . . . . . . . . . . . . 25
ODOMETER AND TRIP ODOMETER . . . . . . . . 5 CLUSTER BULB . . . . . . . . . . . . . . . . . . . . . . . 28
OIL PRESSURE GAUGE . . . . . . . . . . . . . . . . . . 6 CLUSTER LENS, HOOD, AND MASK . . . . . . . 26
SEAT BELT REMINDER LAMP . . . . . . . . . . . . . 9 COWL TOP TRIM PANEL . . . . . . . . . . . . . . . . 34
SPEEDOMETER . . . . . . . . . . . . . . . . . . . . . . . . 6 GAUGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
TACHOMETER . . . . . . . . . . . . . . . . . . . . . . . . . 6 GLOVE BOX . . . . . . . . . . . . . . . . . . . . . . . . . . 32
TURN SIGNAL INDICATOR LAMP . . . . . . . . . . 9 GLOVE BOX COMPONENTS . . . . . . . . . . . . . . 33
UPSHIFT INDICATOR LAMP . . . . . . . . . . . . . . 9 GLOVE BOX LAMP AND SWITCH . . . . . . . . . 30
VOLTMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 GLOVE BOX LATCH STRIKER . . . . . . . . . . . . 31
WAIT-TO-START LAMP . . . . . . . . . . . . . . . . . 10 GLOVE BOX MODULE . . . . . . . . . . . . . . . . . . 30
WATER-IN-FUEL LAMP . . . . . . . . . . . . . . . . . 10 GRAPHIC DISPLAY MODULE AND VEHICLE
DIAGNOSIS AND TESTING INFORMATION CENTER . . . . . . . . . . . . . . . 30
AIRBAG INDICATOR LAMP . . . . . . . . . . . . . . 12 INBOARD SWITCH POD . . . . . . . . . . . . . . . . 29
ANTI-LOCK BRAKE SYSTEM LAMP . . . . . . . 13 INSTRUMENT CLUSTER . . . . . . . . . . . . . . . . 26
BRAKE WARNING LAMP . . . . . . . . . . . . . . . . 13 INSTRUMENT PANEL ASSEMBLY . . . . . . . . . 35
CHECK GAUGES LAMP . . . . . . . . . . . . . . . . . 14 INSTRUMENT PANEL CENTER BEZEL . . . . . . 32
CLUSTER ILLUMINATION LAMP . . . . . . . . . . 14 INSTRUMENT PANEL TOP PAD . . . . . . . . . . 34
COOLANT TEMPERATURE GAUGE . . . . . . . . 11 JUNCTION BLOCK . . . . . . . . . . . . . . . . . . . . . 35
CRUISE-ON INDICATOR LAMP . . . . . . . . . . . 14 OUTBOARD SWITCH POD . . . . . . . . . . . . . . . 28
FUEL GAUGE . . . . . . . . . . . . . . . . . . . . . . . . . 11 POWER OUTLET DOOR . . . . . . . . . . . . . . . . . 32
8E - 2 INSTRUMENT PANEL SYSTEMS ZG
POWER OUTLET . . . . . . . . . . . . . . . . . . . . . . . 32 SWITCH POD BEZEL . . . . . . . . . . . . . . . . . . . . 25

STEERING COLUMN OPENING COVER AND
KNEE BLOCKER . . . . . . . . . . . . . . . . . . . . . . 25
GENERAL INFORMATION have been clearly identified as LHD or RHD, if a

special illustration or procedure is required.
INTRODUCTION
This group is responsible for covering the vehicle
instrument panel. However, because the instrument INSTRUMENT PANEL
panel serves as the command center of the vehicle, it Modular construction allows all of the gauges and
is a very complex unit. The instrument panel is controls to be serviced from the front of the instru-
designed to house the controls and monitors for stan- ment panel. In addition, most of the instrument elec-
dard and optional powertrains, climate control sys- trical or heating and air conditioning components can
tems, audio systems, lighting systems, safety systems be accessed without complete instrument panel
and many other comfort or convenience items. It is removal. If necessary, the instrument panel can be
also designed so that all of the controls and monitors rolled-down and removed from the vehicle as an
can be safely reached and viewed by the vehicle oper- assembly.
ator, while still allowing relative ease of access to Removal of the switch pod bezels allows access to
these items for service. most of the switches and the heating and air condi-
Complete service information coverage for all of the tioning controls. Removal of the instrument cluster
systems and components housed in the instrument bezel allows access to the cluster assembly and the
panel in this section of the service manual would not radio. Removal of the cluster assembly allows access
be practical. It would result in a great deal of dupli- to the individual gauges, the cluster illumination and
cation and make this group too large for the informa- indicator lamp bulbs, and much of the instrument
tion to be easily accessed and used. Therefore, the panel wiring.
information found in this group has been limited as Removal of the steering column opening cover/knee
follows: blocker provides access to the steering column
• General Information - Covers non-electrical com- mounts, the Body Control Module (BCM), the gear-
ponents and features of the instrument panel that shift interlock mechanism, and additional instrument
are not related to other systems. panel and steering column wiring. Removal of the
• Description and Operation - Covers gauges and glove box module and center bezel unit allows access
their sending units, warning lamps and their to the Vehicle Information Center (VIC), the Graphic
switches, and instrument panel illumination lamps. Display Module (GDM), the in-vehicle temperature
• Diagnosis and Testing - Covers gauges and their sensor, additional instrument panel wiring, and
sending units, warning lamps and their switches, many of the heating and air conditioning compo-
and instrument panel illumination lamps. nents.
• Removal and Installation - Covers all compo- Removal of the instrument panel cowl top trim
nents installed on or in the instrument panel that panel allows access to the instrument panel speak-
require removal for diagnosis or service of any other ers, the solar sensor, and the automatic headlamp
instrument panel components covered in this group. light sensor/vehicle theft security system lamp.
For more information on components or systems Removal of the instrument panel top pad allows
not covered above, refer to the proper group in this access to the passenger side airbag module.
manual. If you are uncertain as to the proper group, Instrument panel removal is required for service of
refer to the Component and System Index at the most internal components of the heating and air con-
back of this manual. Refer to Group 8W - Wiring ditioning housing.
Diagrams for complete circuit descriptions and dia-
grams. INSTRUMENT CLUSTER
One basic instrument cluster option is offered on
NOTE: This group covers both Left-Hand Drive Grand Cherokee models. This cluster is an electrome-
(LHD) and Right-Hand Drive (RHD) versions of this chanical unit that utilizes integrated circuitry and
model. Whenever required and feasible, the RHD information carried on the Chrysler Collision Detec-
versions of affected vehicle components have been tion (CCD) data bus network for control of all gauges
constructed as mirror-image of the LHD versions. and most indicator lamps. This cluster also incorpo-
While most of the illustrations used in this group rates a vacuum fluorescent display tube for the digi-
represent only the LHD version, the diagnostic and tal odometer and trip odometer display functions.
service procedures outlined can generally be Some variations of the cluster exist due to optional
applied to either version. Exceptions to this rule equipment and regulatory requirements.
The cluster includes the following analog gauges: VEHICLE INFORMATION CENTER
• Coolant temperature gauge The Vehicle Information Center (VIC) is an avail-
• Fuel gauge able option on Grand Cherokee models. The VIC
• Oil pressure gauge module replaces the standard equipment Graphic
• Speedometer Display Module (GDM). The VIC is mounted in the
• Tachometer lower center stack area of the instrument panel,
• Voltmeter. above the ash receiver and below the heater and air
This cluster includes provisions for the following conditioner controls.
indicator lamps: The VIC consists of a multicolored vacuum fluores-
• Airbag indicator lamp cent display screen with an outline of the vehicle.
• Anti-lock brake system lamp The VIC is able to display four functions in a choice
• Brake warning lamp of five languages. The display functions include:
• Check gauges lamp • Current time (12 or 24 hour clock), day, and date
• Cruise-on indicator lamp • Monitor specific vehicle operating systems and
• Headlamp high beam indicator lamp alert the driver of a malfunction in a monitored sys-
• Low fuel warning lamp tem
• Malfunction indicator (Check Engine) lamp • Provide service reminders or the distance to the
• Master lighting indicator lamp next service interval
• Seat belt reminder lamp • The current transfer case mode of operation
• Turn signal indicator lamps (four-wheel drive models).
• Upshift indicator lamp (manual transmission) The VIC display language choices include:
• Wait-to-start lamp (diesel engine) • English
• Water-in-fuel lamp (diesel engine). • French
• German
GRAPHIC DISPLAY MODULE • Italian
A Graphic Display Module (GDM) is standard • Spanish.
equipment on all four-wheel drive Grand Cherokee The VIC receives input from hard-wired sensors
models, unless the vehicle is equipped with the and over the Chrysler Collision Detection (CCD) data
optional Vehicle Information Center (VIC). The GDM bus network. In response to these inputs the VIC
is mounted in the lower center stack area of the offers a combination of graphic and message displays,
instrument panel, above the ash receiver and below and provides requests for audible chime alerts to the
the heater and air conditioner controls. Two-wheel Body Control Module (BCM) on the CCD data bus
drive Grand Cherokee models have a storage bin network.
installed in place of the GDM as standard equip- Refer to the owner’s manual for more information
ment. on the VIC controls, operation, and setting proce-
The GDM display consists of a back-lit screen with dures. For diagnosis of the VIC module or the CCD
an outline of the vehicle. The two rear wheels of the data bus, refer to the proper Diagnostic Procedures
vehicle outline are illuminated by a lamp when the manual. The VIC module cannot be repaired. If dam-
transfer case is engaged in any two-wheel drive oper- aged or faulty, the entire module must be replaced.
ating mode. The two front wheels are also illumi-
nated when the transfer case is engaged in any four- GAUGE
wheel drive operating mode. With the ignition switch in the On or Start posi-
The GDM also has up to three indicator lamps, tions, voltage is supplied to all gauges through the
which indicate to the driver whether the four-wheel instrument cluster electronic circuit board. With the
drive mode selected is Lo, Part-Time, or Full-Time. ignition switch in the Off position, voltage is not sup-
The number of operational indicator lamps may vary, plied to the gauges. The gauges do not accurately
depending upon the optional four-wheel drive trans- indicate any vehicle condition unless the ignition
fer case in the vehicle. A switch on the transfer case switch is in the On or Start positions.
is hard-wired to the GDM so as to illuminate the All of the instrument cluster gauges, except the
proper wheels and indicator lamps. odometer, are air core magnetic units. Two fixed elec-
The GDM bulbs and the transfer case switch can tromagnetic coils are located within the gauge. These
be serviced. However, if any other part of the GDM is coils are wrapped at right angles to each other
damaged or faulty, the entire GDM must be replaced. around a movable permanent magnet. The movable
Refer to Group 21 - Transmission and Transfer Case magnet is suspended within the coils on one end of a
for the transfer case switch service procedures. shaft. The gauge needle is attached to the other end
of the shaft.
One of the coils has a fixed current flowing • Headlamp delay
through it to maintain a constant magnetic field • Headlamps on with ignition off and driver door
strength. Current flow through the second coil open warning
changes, which causes changes in its magnetic field • Key in ignition with ignition off and driver door
strength. The current flowing through the second coil open warning
is changed by the instrument cluster electronic cir- • Automatic funeral or parade mode
cuitry in response to messages received on the • Panel lamp dimming
Chrysler Collision Detection (CCD) data bus network. • Vehicle Theft Security System (VTSS)
The gauge needle moves as the movable permanent • Vehicle immobilizer system
magnet aligns itself to the changing magnetic fields • Illuminated entry
created around it by the electromagnets. These • Heated rear window and heated outside mirror
gauges also feature a small fixed permanent magnet control
which will move all of the gauge needles back to the • Intermittent wipe control
low end of their respective scales after the ignition • Monitoring and transmitting door, hood, liftgate,
switch is turned to the Off position. liftglass ajar data
• Monitoring and transmitting outside ambient
INDICATOR LAMP temperature data
Indicator lamps are located in the instrument clus- • Monitoring and transmitting air conditioning
ter, and in the Graphic Display Module (GDM) or the select switch data
Vehicle Information Center (VIC). Those lamps • Courtesy lamp time-out
within the instrument cluster are served by the clus- • Gulf coast country over-speed warning
ter circuit board and wire harness connectors. Those • Door lock inhibit
lamps located in the GDM or VIC modules are served • Electronic odometer and trip odometer
by the GDM or VIC circuit board and wire harness • Brake warning lamp
connectors. • Check gauges lamp
Most of the indicator lamps in the instrument clus- • High beam indicator lamp
ter and VIC module are controlled by the instrument • Seatbelt reminder lamp and chime
cluster or VIC module electronic circuitry in response • Speed sensitive intermittent wipe
to messages received over the Chrysler Collision • Fog lamp control
Detection (CCD) data bus network from the Body • Electromechanical instrument cluster
Control Module (BCM), Powertrain Control Module • BCM diagnostic support
(PCM), and Airbag Control Module (ACM). Only the • Vehicle Information Center (VIC) support
anti-lock brake system lamp, four-wheel drive indica- • Rolling door locks
tor lamps, lamp outage warning lamp, low coolant • Horn chirp upon door lock with Remote Keyless
level warning lamp, low washer fluid warning lamp, Entry (RKE)(programmable)
master lighting indicator lamp, and turn signal indi- • Low fuel warning chime (programmable)
cator lamps are hard-wired. • Headlights on with wipers (programmable - with
automatic headlamps only)
BODY CONTROL MODULE The BCM is mounted under the driver side out-
A Body Control Module (BCM) is used on this board end of the instrument panel, behind the instru-
model to control and integrate many of the electronic ment panel support armature and below the
functions and features included on the vehicle. The outboard switch pod. For diagnosis of the BCM or the
BCM contains a central processing unit and inter- CCD data bus, the use of a DRB scan tool and the
faces with other modules in the vehicle on the proper Diagnostic Procedures manual are recom-
Chrysler Collision Detection (CCD) data bus network. mended. The BCM can only be serviced by an autho-
The CCD data bus network allows the sharing of rized electronic repair station. Refer to the latest
sensor information. This helps to reduce wire har- Warranty Policies and Procedures manual for a cur-
ness complexity, reduce internal controller hardware, rent listing of authorized electronic repair stations.
and reduce component sensor current loads. At the
same time, this system provides increased reliability, JUNCTION BLOCK
enhanced diagnostics, and allows the addition of The junction block is mounted on the right cowl
many new feature capabilities. side inner panel below the right end of the instru-
Some of the functions and features that the BCM ment panel. It is concealed behind the right cowl side
supports or controls, include: trim panel. The junction block serves to simplify and
• Chimes centralize numerous electrical components.
• Automatic headlamp control
The junction block combines the functions previ- from the Powertrain Control Module (PCM) on the
ously provided by a separate fuseblock module and Chrysler Collision Detection (CCD) data bus.
relay center. It contains fuses, circuit breakers and The PCM uses an input from the fuel gauge send-
relays. It also eliminates the need for numerous ing unit and internal programming to decide what
splice connections and serves in place of a bulkhead fuel level message is required. The PCM then sends
connector between many of the engine compartment, the proper message to the instrument cluster and the
instrument panel, and body wire harnesses. Body Control Module (BCM) on the CCD data bus.
The right cowl side trim panel has a snap-fit fuse The BCM monitors the PCM fuel level messages. If
access cover that can be removed for service of the the PCM message indicates that the that the fuel
junction block fuses. A fuse puller and spare fuse level is below one-eighth of a full tank, the BCM
holders are located on the back of the fuse access issues a single audible low fuel chime tone and sends
panel. The right cowl side trim panel must be a message to the instrument cluster to turn on the
removed to access the relays in the junction block. low fuel warning lamp. If the PCM detects a short or
The junction block cannot be repaired and, if faulty open in the fuel level sending unit circuit, it sends a
or damaged, it must be replaced. message on the CCD data bus that will cause the
instrument cluster circuitry to position the fuel
gauge needle at the Empty stop.
DESCRIPTION AND OPERATION The fuel gauge sending unit is mounted to the elec-
tric fuel pump module located inside the fuel tank.
COOLANT TEMPERATURE GAUGE The sending unit has a float attached to the end of a
The coolant temperature gauge gives an indication swing-arm. The float moves up or down within the
of the engine coolant temperature. The instrument fuel tank as the fuel level changes. As the float
cluster circuitry controls the gauge pointer position. moves, an electrical contact on the pivot end of the
The instrument cluster circuitry calculates the swing-arm wipes across a resistor coil, which changes
proper gauge pointer position based upon an engine the internal electrical resistance of the sending unit.
coolant temperature message received from the Pow- Refer to Group 14 - Fuel Systems for more informa-
ertrain Control Module (PCM) on the Chrysler Colli- tion on the PCM and for the fuel gauge sending unit
sion Detection (CCD) data bus. service procedures.
The PCM uses an input from the engine coolant
temperature sensor and internal programming to ODOMETER AND TRIP ODOMETER
decide what engine coolant temperature message is The odometer and the trip odometer share the
required. The PCM then sends the proper message to same vacuum fluorescent digital display tube in the
the instrument cluster and the Body Control Module instrument cluster circuit board. Each gives an indi-
(BCM) on the CCD data bus. cation of the distance the vehicle has travelled. How-
The BCM also monitors the PCM engine coolant ever, by depressing the reset knob on the face of the
temperature messages. If the PCM message indicates instrument cluster, the display mode can be switched
that coolant temperature is high or critical, the BCM from odometer to trip odometer. Depressing the reset
sends a message to the instrument cluster to turn on knob for longer than two seconds while in the trip
the Check Gauges lamp and to move the coolant tem- odometer mode will reset the trip odometer to zero.
perature gauge needle to the corresponding high or The odometer and trip odometer display values are
critical position of the gauge scale. based on distance messages received from the Body
The engine coolant temperature sensor is installed Control Module (BCM) on the Chrysler Collision
in a threaded hole that penetrates a coolant passage Detection (CCD) data bus.
of the engine. It is a thermistor-type sensor that The BCM uses a distance pulse message relayed
changes its internal resistance with changes in from the Powertrain Control Module (PCM) on the
engine coolant temperature. Refer to Group 14 - Fuel CCD data bus and internal programming to decide
Systems for more information on the PCM and the what distance message is required. The PCM
coolant temperature sensor. receives the distance pulse signal input from the
Vehicle Speed Sensor (VSS) to relay to the BCM on
FUEL GAUGE the CCD data bus. The BCM stores both the odome-
The fuel gauge gives an indication of the level of ter and trip odometer distance information and sends
fuel in the fuel tank. The instrument cluster circuitry the proper value to the instrument cluster based
controls the gauge pointer position. The instrument upon ignition key-on and trip odometer reset knob
cluster circuitry calculates the proper gauge pointer messages received on the CCD data bus.
position based upon a fuel level message received
If the instrument cluster is not receiving distance from the Powertrain Control Module (PCM) on the
information on the CCD data bus when the ignition Chrysler Collision Detection (CCD) data bus.
switch is turned to the On position, the odometer dis- The PCM uses an input from the Vehicle Speed
play will remain blank. If the instrument cluster Sensor (VSS) and internal programming to decide
does not receive a distance message on the CCD data what vehicle speed message is required. The PCM
bus after the ignition switch has been turned to the then sends the proper message to the instrument
On position, the instrument panel circuitry will cluster on the CCD data bus.
insert the last normally displayed distance in the The VSS is a hall-effect sensor that is installed in
odometer display. the transmission (two-wheel drive) or transfer case
The VSS is a hall-effect sensor that is installed in (four-wheel drive), and is driven by the output shaft
the transmission (two-wheel drive) or transfer case through a speedometer pinion gear. Incorrect tire
(four-wheel drive), and is driven by the output shaft size, incorrect axle ratio, a faulty or incorrect speed-
through a speedometer pinion gear. Incorrect tire ometer pinion gear, or a faulty VSS can each result
size, incorrect axle ratio, a faulty or incorrect speed- in inaccurate speedometer readings.
ometer pinion gear, or a faulty VSS can each result Refer to Group 14 - Fuel Systems for more infor-
in inaccurate odometer readings. Refer to Group 14 - mation on the PCM and the VSS. Refer to Group 21
Fuel Systems for more information on the PCM and - Transmission for more information on the speedom-
the VSS. Refer to Group 21 - Transmission for more eter pinion gear.
information on the speedometer pinion gear.
TACHOMETER
OIL PRESSURE GAUGE The tachometer gives an indication of the engine
The oil pressure gauge gives an indication of the speed in revolutions-per-minute (RPM). The instru-
engine oil pressure. The instrument cluster circuitry ment cluster circuitry controls the gauge pointer
controls the gauge pointer position. The instrument position. The instrument cluster circuitry calculates
cluster circuitry calculates the proper gauge pointer the proper gauge pointer position based upon an
position based upon an engine oil pressure message engine speed message received from the Powertrain
received from the Powertrain Control Module (PCM) Control Module (PCM) on the Chrysler Collision
on the Chrysler Collision Detection (CCD) data bus. Detection (CCD) data bus.
The PCM uses an input from the engine oil pres- The PCM uses an input from the crankshaft posi-
sure sensor and internal programming to decide tion sensor and internal programming to decide what
what engine oil pressure message is required. The engine speed message is required. The PCM then
PCM then sends the proper message to the instru- sends the proper message to the instrument cluster
ment cluster and the Body Control Module (BCM) on on the CCD data bus. The crankshaft position sensor
the CCD data bus. is a hall-effect sensor installed near the rear of the
The BCM also monitors the PCM engine oil pres- engine, where it is aimed at the trigger wheel
sure messages. If the PCM message indicates that attached to the rear flange of the crankshaft.
engine oil pressure is low, the BCM sends a message Refer to Group 14 Fuel Systems for more informa-
to the instrument cluster to turn on the Check tion on the PCM. For models with a gasoline engine,
Gauges lamp and to move the oil pressure gauge nee- refer to Group 8D - Ignition Systems for more infor-
dle to the zero end of the gauge scale. mation on the crankshaft position sensor. For models
The engine oil pressure sensor is installed in a with a diesel engine, refer to Group 14 - Fuel Sys-
threaded hole that penetrates an oil passage of the tems for more information on the crankshaft position
engine. The engine oil pressure sensor contains a sensor.
flexible diaphragm and a variable resistor coil. The
diaphragm moves in response to changes in the VOLTMETER
engine oil pressure, which changes the internal elec- The voltmeter gives an indication of the electrical
trical resistance of the sensor. Refer to Group 14 - system voltage. The instrument cluster circuitry con-
Fuel Systems for more information on the PCM and trols the gauge pointer position. The instrument clus-
the engine oil pressure sensor. ter circuitry calculates the proper gauge pointer
position based upon a system voltage message
SPEEDOMETER received from the Powertrain Control Module (PCM)
The speedometer gives an indication of the current on the Chrysler Collision Detection (CCD) data bus.
vehicle speed. The instrument cluster circuitry con- The PCM uses an input from the electrical system
trols the gauge pointer position. The instrument clus- and internal programming to decide what system
ter circuitry calculates the proper gauge pointer voltage message is required. The PCM then sends
position based upon a vehicle speed message received
the proper message to the instrument cluster on the bulb test. After the bulb test, the CAB turns the
CCD data bus. lamp on or off based upon the results of the ABS sys-
Refer to Group 14 - Fuel System for more informa- tem self-tests.
tion on the PCM. Refer to Group 8C - Charging Sys- The CAB continually monitors the ABS circuits
tem for more information on charging system and sensors to decide whether the system is in good
components and diagnosis. operating condition. If the CAB turns the lamp on
after the bulb test, it indicates that the CAB has
AIRBAG INDICATOR LAMP detected a system malfunction and/or that the ABS
The airbag indicator lamp gives an indication when system has become inoperative. Refer to Group 5 -
the airbag system is faulty or inoperative. The lamp Brakes for more information.
is turned on by the instrument cluster circuitry for
about seven seconds when the ignition switch is BRAKE WARNING LAMP
turned to the On position as a bulb test. After the The brake warning lamp gives an indication when
bulb test, the lamp is controlled by the instrument the parking brake is applied, or when the pressures
cluster circuitry based upon a message received from in the two halves of the split brake hydraulic system
the Airbag Control Module (ACM) on the Chrysler are unequal. The lamp is turned on by the instru-
Collision Detection (CCD) data bus. ment cluster circuitry for about four seconds when
The ACM continually monitors the airbag system the ignition switch is turned to the On position as a
circuits and sensors to decide whether the system is bulb test. After the bulb test, the lamp is controlled
in good operating condition. The ACM then sends the by the instrument cluster circuitry based upon a
proper message to the instrument cluster on the message received from the Body Control Module
CCD data bus to turn the lamp on or off. If the ACM (BCM) on the Chrysler Collision Detection (CCD)
sends a lamp-on message after the bulb test, it indi- data bus.
cates that the ACM has detected a system malfunc- The BCM uses inputs from the parking brake
tion and/or that the airbag system has become switch and the brake warning switch to decide
inoperative. Each time the instrument cluster cir- whether the brake warning lamp should be on or off.
cuitry receives a lamp-on message from the ACM, it The BCM then sends the proper message to the
will light the lamp for twelve seconds or the duration instrument cluster on the CCD data bus to turn the
of the airbag system malfunction, whichever is lamp on or off.
longer. The brake warning switch closes to ground when it
The airbag indicator lamp also has a lamp backup senses unequal hydraulic pressures in the two halves
feature. Following the seat belt reminder lamp dis- of the split brake hydraulic system, possibly due to
play function, if an inoperative airbag warning lamp low brake fluid level or brake fluid leakage. The
circuit was detected during the bulb test sequence, parking brake switch closes to ground when the
the instrument cluster circuitry will flash the seat parking brake is applied. Refer to Group 5 - Brakes
belt reminder lamp on and off for about twenty sec- for more information.
onds. If the seat belt reminder lamp flashes longer
than twenty seconds, or flashes at any time other CHECK GAUGES LAMP
than about twenty seconds after the initial igni- The check gauges lamp gives an indication when
tion-on sequence, it indicates an airbag system fault certain gauges reflect a condition requiring immedi-
has been detected and that the airbag indicator lamp ate attention. The lamp is turned on by the instru-
is inoperative. ment cluster circuitry for about three seconds after
Refer to Group 8M - Passive Restraint Systems for the ignition switch is turned to the On position as a
more information on the airbag system. bulb test. After the bulb test, the lamp is controlled
by the instrument cluster circuitry based upon gauge
ANTI-LOCK BRAKE SYSTEM LAMP data messages received from either the Body Control
The Anti-Lock Brake System (ABS) lamp gives an Module (BCM) or the Powertrain Control Module
indication when the ABS system is faulty or inoper- (PCM) on the Chrysler Collision Detection (CCD)
ative. The lamp is hard-wired in the instrument clus- data bus.
ter, and is completely controlled by the Controller The BCM and PCM use several inputs to decide
Anti-lock Brake (CAB). whether a condition exists requiring the check
The ABS lamp receives battery voltage through the gauges lamp to be turned on. The responsible module
instrument cluster fused ignition switch output feed then sends the proper message to the instrument
circuit, and is grounded by the CAB. The lamp is cluster on the CCD data bus to turn the lamp on or
turned on by the CAB for about two seconds when off. When the instrument cluster circuitry receives a
the ignition switch is turned to the On position as a check gauges lamp-on message, it sends a chime
request message to the BCM on the CCD data bus turned to the On position as a bulb test. After the
for a chime tone to sound. bulb test, the lamp is controlled by the instrument
The gauge data messages for which the instrument cluster circuitry based upon a message received from
cluster is programmed to turn on the check gauges the Powertrain Control Module (PCM) on the
lamp and the responsible modules are: Chrysler Collision Detection (CCD) data bus.
• Engine coolant temperature is high or critical The PCM uses an input from the analog resistor-
(BCM) multiplexed vehicle speed control switches in the
• Engine oil pressure is low (BCM) steering wheel to decide whether to turn the lamp on
• Charging system failure (PCM) or off. The PCM then sends the proper message to
• System voltage is high (PCM). the instrument cluster on the CCD data bus. Refer to
Group 8H - Vehicle Speed Control System for more
CLUSTER ILLUMINATION LAMP information.
When the park or head lamps are on, the cluster
illumination lamps light. Illumination brightness is HEADLAMP HIGH BEAM INDICATOR LAMP
adjusted by sliding the panel dimmer switch knob The headlamp high beam indicator lamp gives an
(downwards to dim, upwards to brighten). Each of indication when the headlamp high beams are turned
the instrument cluster illumination lamps receives on. The lamp is turned on by the instrument cluster
pulse-width modulated battery feed from the Body circuitry for about four seconds when the ignition
Control Module (BCM) on the hard-wired panel switch is turned to the On position as a bulb test.
lamps driver circuit. The BCM monitors the panel After the bulb test, the lamp is controlled by the
dimmer resistor switch to determine the desired dim- instrument cluster circuitry based upon a message
ming level, then adjusts the pulse-width signal received from the Body Control Module (BCM) on the
accordingly. Chrysler Collision Detection (CCD) data bus.
The BCM also sends the proper panel lamps dim- The BCM uses an input from the headlamp dim-
ming level message on the Chrysler Collision Detec- mer (multi-function) switch to decide whether the
tion (CCD) data bus to control the dimming levels of headlamp high beams are turned on. It then sends
the various vacuum fluorescent displays. All modules the proper message to the instrument cluster on the
on the CCD data bus with vacuum fluorescent dis- CCD data bus to turn the lamp on or off. Refer to
plays (instrument cluster, radio, mini trip computer, Group 8L - Lamps for more information.
vehicle information center) receive this message and
adjust their dimming levels to match that of the LOW FUEL WARNING LAMP
incandescent cluster illumination bulbs driven The low fuel warning lamp gives an indication
directly by the BCM. when the fuel level in the fuel tank has fallen below
Vehicles equipped with the automatic headlamps about one-eighth of a full tank, as registered on the
option have an automatic funeral mode or parade fuel gauge. The instrument cluster circuitry lights
mode. In this mode, the BCM uses an input from the the lamp for about four seconds when the ignition
automatic headlamp light sensor to determine the switch is turned to the On position as a bulb test.
ambient light levels. If the BCM decides that the After the bulb test, the instrument cluster circuitry
exterior lighting is turned on in the daylight, it over- controls the lamp based upon a fuel level message
rides the selected panel dimmer switch signal by received from the Body Control Module (BCM) on the
sending a message on the CCD bus to illuminate all Chrysler Collision Detection (CCD) data bus.
vacuum fluorescent displays at full brightness for The BCM uses a fuel level message received from
easier visibility in daytime light levels. The auto- the Powertrain Control Module (PCM) on the CCD
matic funeral mode or parade mode has no effect on data bus to decide when the fuel level is low. The
the incandescent bulb dimming levels. BCM then sends the proper message to the instru-
Each of the cluster illumination lamps is located on ment cluster on the CCD data bus. When the
the instrument cluster circuit board. Each lamp has lamp-on message is sent, the BCM also issues a sin-
a replaceable bulb and bulb holder. Refer to Group gle low fuel warning chime tone. Once the lamp is
8L - Lamps for more information. turned on, an increase in the fuel level of at least
one-half gallon is required before the PCM input to
CRUISE-ON INDICATOR LAMP the BCM will change and cause a lamp-off message
The cruise-on indicator lamp gives an indication to be issued. If the PCM detects a short or open in
when the vehicle speed control system is turned on, the fuel gauge sending unit circuit, it sends a mes-
even when the system is not currently engaged. The sage on the CCD data bus that will cause the fuel
lamp is turned on by the instrument cluster circuitry gauge pointer to move to the empty stop and the low
for about four seconds when the ignition switch is fuel lamp to be turned on.
Refer to Group 14 - Fuel Systems for more infor- also sound a chime warning for the duration of the
mation on the PCM and its inputs. seat belt reminder lamp illumination. The chime
warning will stop when the driver seat belt switch is
MALFUNCTION INDICATOR LAMP open (seat belt is buckled).
The Check Engine or Malfunction Indicator Lamp The seat belt reminder lamp also serves as a
(MIL) gives an indication when the Powertrain Con- backup for the airbag indicator lamp. Following the
trol Module (PCM) has recorded a Diagnostic Trouble seat belt reminder lamp seven second display func-
Code (DTC) for an On-Board Diagnostics II (OBDII) tion, if the instrument cluster circuitry has detected
emissions-related circuit or component malfunction. an inoperative airbag indicator lamp circuit it will
The lamp is turned on by the instrument cluster cir- flash the seat belt reminder lamp on and off for
cuitry for about three seconds when the ignition twenty seconds. If the seat belt reminder lamp
switch is turned to the On position as a bulb test. flashes longer than twenty seconds, or flashes at any
After the bulb test, the lamp is controlled by the time other than immediately after the initial seven
instrument cluster circuitry based upon messages second seat belt reminder lamp display, it indicates
received from the PCM on the Chrysler Collision an airbag system fault has been detected and that
Detection (CCD) data bus. the airbag indicator lamp is inoperative.
The PCM uses inputs from many emissions-related Refer to Group 8U - Chime/Buzzer Warning Sys-
circuits and sensors, along with its internal program- tems for more information on the driver seat belt
ming, to decide whether a condition exists that switch.
requires the MIL lamp to be turned on. The PCM
then sends the proper message to the instrument TURN SIGNAL INDICATOR LAMP
cluster on the CCD data bus to turn the lamp on or The left and right turn signal indicator lamps give
off. When the instrument cluster circuitry receives a an indication when the turn signal circuits are acti-
MIL lamp-on message from the PCM, it sends a vated. The lamps are hard-wired in the instrument
chime request message to the Body Control Module cluster, and are completely controlled by the turn sig-
(BCM) on the CCD data bus for a single chime tone nal and hazard warning (multi-function) switches.
to sound. The indicator lamps are grounded at all times and
The MIL lamp can also be used to display a stored receive battery feed through the contacts of the
DTC by flashing on and off. Refer to Group 14 - Fuel multi-function switch when the turn signal lever
Systems for more information on the PCM or the (multi-function switch stalk) or the hazard warning
PCM inputs. Refer to Group 25 - Emission Control button are actuated to their On positions. The instru-
Systems for more information on DTCs and their ment cluster circuitry does not perform a bulb test of
retrieval. these lamps. Refer to Group 8J - Turn Signal and
Hazard Warning Systems for more information.
MASTER LIGHTING INDICATOR LAMP
Vehicles sold in countries where it is required UPSHIFT INDICATOR LAMP
equipment, have a master lighting indicator lamp. Vehicles equipped with a manual transmission
The master lighting indicator lamp gives an indica- have an upshift indicator lamp. The upshift indicator
tion when the exterior lamps are lighted. The lamp is lamp gives an indication when the driver should shift
hard-wired in the instrument cluster, and is com- to the next highest gear for the best fuel economy.
pletely controlled by the panel lamps driver circuit. The lamp is turned on by the instrument cluster cir-
The lamp is grounded at all times and receives a cuitry for about three seconds when the ignition
pulse-width modulated battery feed from the Body switch is turned to the On position as a bulb test.
Control Module (BCM). The instrument cluster cir- After the bulb test, the lamp is controlled by the
cuitry does not perform a bulb test for this lamp. instrument cluster circuitry based upon a message
Refer to Cluster Illumination Lamp in this group, or received from the Powertrain Control Module (PCM)
to Group 8L - Lamps for more information. on the Chrysler Collision Detection (CCD) data bus.
The PCM uses inputs from many sensors and its
SEAT BELT REMINDER LAMP internal programming to decide whether the engine
The seat belt reminder lamp gives a visual speed and load conditions are proper for a transmis-
reminder to the vehicle occupants to fasten their seat sion upshift. The PCM then sends the proper mes-
belts. The lamp is turned on by the instrument clus- sage to the instrument cluster on the CCD data bus
ter circuitry for about seven seconds when the igni- to turn the lamp on or off. The PCM will send a
tion switch is turned to the On position. lamp-off message three to five seconds after a
If the driver seat belt switch is closed (seat belt is lamp-on message, if an upshift is not performed. The
not buckled), the Body Control Module (BCM) will lamp will then remain off until the vehicle stops
accelerating and is brought back into the range of vehicle is so equipped) are hard-wired in the gauge
lamp operation, or until the transmission is shifted cluster.
into another gear. Refer to Group 14 - Fuel Systems If an individual gauge or lamp is inoperative, see
for more information on the PCM and the PCM the diagnostic procedure under the heading for that
inputs. gauge or lamp. For circuit descriptions and diagrams,
refer to 8W-40 - Instrument Cluster in Group 8W -
WAIT-TO-START LAMP Wiring Diagrams. If more than one gauge or lamp is
Vehicles equipped with an optional diesel engine inoperative, perform the following:
have a wait-to-start lamp. The wait-to-start lamp
gives an indication that the conditions for easiest WARNING: ON VEHICLES EQUIPPED WITH AIR-
starting of the diesel engine have not yet been BAGS, REFER TO GROUP 8M - PASSIVE
achieved. The lamp is turned on by the instrument RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
cluster circuitry for about four seconds when the STEERING WHEEL, STEERING COLUMN, OR
ignition switch is turned to the On position as a bulb INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
test. After the bulb test, the lamp is controlled by the SERVICE. FAILURE TO TAKE THE PROPER PRE-
instrument cluster circuitry based upon a message CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
received from the Powertrain Control Module (PCM) BAG DEPLOYMENT AND POSSIBLE PERSONAL
on the Chrysler Collision Detection (CCD) data bus. INJURY.
The PCM uses inputs from many sensors and its
internal programming to determine whether the (1) Check the fuses in the junction block module. If
proper conditions exist for easiest diesel engine start- OK, go to Step 2. If not OK, repair the shorted circuit
ing. The PCM then sends the proper message to the or component as required and replace the faulty fuse.
instrument cluster on the CCD data bus to turn the (2) Check for battery voltage at the fused B+ fuse
lamp on or off. Refer to Group 14 - Fuel Systems for in the junction block. If OK, go to Step 3. If not OK,
more information on the PCM and the PCM inputs. repair the open circuit to the fuse in the Power Dis-
tribution Center (PDC) as required.
WATER-IN-FUEL LAMP (3) Turn the ignition switch to the On position.
Vehicles equipped with an optional diesel engine Check for battery voltage at the fused ignition switch
have a water-in-fuel lamp. The water-in-fuel lamp output (start/run) fuse in the junction block. If OK,
gives an indication when the water contamination in go to Step 4. If not OK, repair the open circuit to the
the diesel fuel exceeds a certain level. The lamp is fuse in the Power Distribution Center (PDC) as
turned on by the instrument cluster circuitry for required.
about three seconds when the ignition switch is (4) Turn the ignition switch to the Off position.
turned to the On position as a bulb test. After the Disconnect and isolate the battery negative cable.
bulb test, the lamp is controlled by the instrument Remove the instrument cluster as described in this
cluster circuitry based upon a message received from group. Connect the battery negative cable. Check for
the Powertrain Control Module (PCM) on the battery voltage at the fused B(+) circuit cavity of the
Chrysler Collision Detection (CCD) data bus. instrument cluster wire harness connector. If OK, go
The PCM uses an input from the water-in-fuel sen- to Step 5. If not OK, repair the open circuit from the
sor in the fuel filter/water separator to determine fuse in the junction block as required.
that excess water has accumulated in the diesel fuel. (5) Turn the ignition switch to the On position.
The PCM then sends the proper message to the Check for battery voltage at the fused ignition switch
instrument cluster on the CCD data bus to turn the output (start/run) circuit cavity of the instrument
lamp on or off. Refer to Group 14 - Fuel Systems for cluster wire harness connector. If OK, go to Step 6. If
more information. not OK, repair the open circuit from the fuse in the
junction block as required.
DIAGNOSIS AND TESTING Disconnect and isolate the battery negative cable.
Probe each of the ground circuit cavities of the
INSTRUMENT CLUSTER instrument cluster wire harness connector. Check for
All of the gauges and many of the indicator lamps continuity to a good ground. There should be conti-
in the instrument cluster are controlled by messages nuity. If OK, refer to the proper Diagnostic Proce-
received by the instrument cluster circuitry on the dures manual for further testing of the instrument
CCD data bus. Only the cluster illumination lamps, cluster circuitry and the CCD data bus with a DRB
anti-lock brake system lamp, turn signal indicator scan tool. If not OK, repair the open circuit(s) to
lamps, and the master lighting indicator lamp (if the ground as required.
COOLANT TEMPERATURE GAUGE ual. For further diagnosis of the fuel gauge and the
If the problem being diagnosed is related to coolant instrument cluster circuitry, see Instrument Cluster
temperature gauge accuracy, be certain to confirm in this group.
that the problem is with the gauge and not with cool-
ing system performance. The actual engine coolant ODOMETER AND TRIP ODOMETER
temperature should be checked with a test gauge or If the problem being diagnosed is related to odom-
thermometer and compared to the instrument cluster eter and/or trip odometer accuracy, be certain to con-
coolant temperature gauge readings before you pro- firm that the problem is with the display and not
ceed with gauge diagnosis. Refer to Group 7 - Cooling with an incorrect speedometer pinion gear, axle ratio,
System for more information. Refer to Group 8W - or tire size. Refer to Group 21 - Transmission for
Wiring Diagrams for circuit descriptions and dia- more information on the speedometer pinion gear.
grams. Refer to Group 8W - Wiring Diagrams for circuit
descriptions and diagrams.
BAGS, REFER TO GROUP 8M - PASSIVE WARNING: ON VEHICLES EQUIPPED WITH AIR-
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY BAGS, REFER TO GROUP 8M - PASSIVE
STEERING WHEEL, STEERING COLUMN, OR RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR STEERING WHEEL, STEERING COLUMN, OR
SERVICE. FAILURE TO TAKE THE PROPER PRE- INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- SERVICE. FAILURE TO TAKE THE PROPER PRE-
BAG DEPLOYMENT AND POSSIBLE PERSONAL CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
INJURY. BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
Diagnosis of the coolant temperature sensor and
circuit, the Chrysler Collision Detection (CCD) data Diagnosis of the vehicle speed sensor and circuit,
bus, and/or the Powertrain Control Module (PCM) the Chrysler Collision Detection (CCD) data bus, the
should be performed with a DRB scan tool as Body Control Module (BCM) and/or the Powertrain
described in the proper Diagnostic Procedures man- Control Module (PCM) should be performed with a
ual. For further diagnosis of the coolant temperature DRB scan tool as described in the proper Diagnostic
gauge and the instrument cluster circuitry, see Procedures manual. For further diagnosis of the
Instrument Cluster in this group. odometer and/or trip odometer and the instrument
FUEL GAUGE group.
If the problem being diagnosed is related to fuel
gauge accuracy, be certain to confirm that the prob- OIL PRESSURE GAUGE
lem is with the gauge or sending unit and not with If the problem being diagnosed is related to oil
the fuel tank. Inspect the fuel tank for signs of dam- pressure gauge accuracy, be certain to confirm that
age or distortion that could affect the sending unit the problem is with the gauge and not with the
performance before you proceed with fuel gauge diag- engine oiling system performance. The actual engine
nosis. Refer to Group 8W - Wiring Diagrams for cir- oil pressure should be checked with a test gauge and
cuit descriptions and diagrams. compared to the instrument cluster oil pressure
gauge readings before you proceed with gauge diag-
WARNING: ON VEHICLES EQUIPPED WITH AIR- nosis. Refer to Group 9 - Engines for more informa-
BAGS, REFER TO GROUP 8M - PASSIVE tion. Refer to Group 8W - Wiring Diagrams for circuit
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY descriptions and diagrams.
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR WARNING: ON VEHICLES EQUIPPED WITH AIR-
SERVICE. FAILURE TO TAKE THE PROPER PRE- BAGS, REFER TO GROUP 8M - PASSIVE
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
BAG DEPLOYMENT AND POSSIBLE PERSONAL STEERING WHEEL, STEERING COLUMN, OR
INJURY. INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
Diagnosis of the fuel gauge sending unit and cir- CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
cuit, the Chrysler Collision Detection (CCD) data BAG DEPLOYMENT AND POSSIBLE PERSONAL
bus, and/or the Powertrain Control Module (PCM) INJURY.
should be performed with a DRB scan tool as
described in the proper Diagnostic Procedures man-
Diagnosis of the oil pressure sensor and circuit, the tachometer and the instrument cluster circuitry, see
Chrysler Collision Detection (CCD) data bus, and/or Instrument Cluster in this group.
the Powertrain Control Module (PCM) should be per-
formed with a DRB scan tool as described in the VOLTMETER
proper Diagnostic Procedures manual. For further If the problem being diagnosed is related to volt-
diagnosis of the oil pressure gauge and the instru- meter gauge accuracy, be certain to confirm proper
ment cluster circuitry, see Instrument Cluster in this charging system operation before considering gauge
group. replacement. Refer to Group 8C - Charging System
for more information. Refer to Group 8W - Wiring
SPEEDOMETER Diagrams for circuit descriptions and diagrams.
If the problem being diagnosed is related to speed-
ometer accuracy, be certain to confirm that the prob- WARNING: ON VEHICLES EQUIPPED WITH AIR-
lem is with the speedometer gauge and not with an BAGS, REFER TO GROUP 8M - PASSIVE
incorrect speedometer pinion gear, axle ratio, or tire RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
size. Refer to Group 21 - Transmission for more infor- STEERING WHEEL, STEERING COLUMN, OR
mation on the speedometer pinion gear. Refer to INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
Group 8W - Wiring Diagrams for circuit descriptions SERVICE. FAILURE TO TAKE THE PROPER PRE-
and diagrams. CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY Diagnosis of the system voltage input circuit, the
STEERING WHEEL, STEERING COLUMN, OR Chrysler Collision Detection (CCD) data bus, and/or
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR the Powertrain Control Module (PCM) should be per-
SERVICE. FAILURE TO TAKE THE PROPER PRE- formed with a DRB scan tool as described in the
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- proper Diagnostic Procedures manual. For further
BAG DEPLOYMENT AND POSSIBLE PERSONAL diagnosis of the voltmeter and the instrument cluster
INJURY. circuitry, see Instrument Cluster in this group.
Diagnosis of the vehicle speed sensor and circuit, AIRBAG INDICATOR LAMP
the Chrysler Collision Detection (CCD) data bus, The diagnosis found here addresses an inoperative
and/or the Powertrain Control Module (PCM) should airbag indicator lamp condition. If the airbag indica-
be performed with a DRB scan tool as described in tor lamp stays on with the ignition switch in the On
the proper Diagnostic Procedures manual. For fur- position, or comes on and stays on while driving,
ther diagnosis of the speedometer and the instru- refer to Group 8M - Passive Restraint Systems for
ment cluster circuitry, see Instrument Cluster in this diagnosis. For circuit descriptions and diagrams,
group. refer to 8W-40 - Instrument Cluster, 8W-43 - Airbag
System, and 8W-45 - Body Control Module in Group
TACHOMETER 8W - Wiring Diagrams.
INJURY. INJURY.
Refer to Group 8W - Wiring Diagrams for circuit The airbag indicator lamp has a lamp backup fea-
descriptions and diagrams. Diagnosis of the crank- ture. Following the seat belt reminder lamp display
shaft position sensor and circuit, the Chrysler Colli- function, if the instrument cluster circuitry has
sion Detection (CCD) data bus, and/or the Powertrain detected an inoperative airbag warning lamp circuit
Control Module (PCM) should be performed with a it will flash the seat belt reminder lamp on and off
DRB scan tool as described in the proper Diagnostic for twenty seconds. Once the instrument cluster cir-
Procedures manual. For further diagnosis of the cuitry has detected an inoperative airbag warning
lamp circuit, if a lamp-on message is received from of the instrument cluster wire harness connector. If
the Airbag Control Module (ACM) on the Chrysler OK, replace the faulty bulb. If not OK, go to Step 4.
Collision Detection (CCD) data bus, the seatbelt (4) Turn the ignition switch to the Off position.
reminder lamp will flash for twelve seconds or the Disconnect and isolate the battery negative cable.
duration of the airbag system malfunction, whichever Unplug the Controller Anti-lock Brake (CAB) wire
is longer. harness connector. Check for continuity between the
If the airbag indicator lamp fails to light when the ABS warning lamp driver circuit cavity of the instru-
ignition switch is turned to the On position, and the ment cluster wire harness connector and a good
seat belt reminder lamp flashes following its normal ground. There should be no continuity. If OK, go to
display function (about seven seconds after the igni- Step 5. If not OK, repair the short circuit as
tion switch is turned to the On position), replace the required.
airbag indicator lamp bulb with a known good unit. (5) Check for continuity between the ABS warning
If the airbag indicator lamp still fails to operate, lamp driver circuit cavities of the instrument cluster
diagnosis of the airbag lamp, the instrument cluster wire harness connector and the CAB wire harness
circuitry, the CCD data bus, and the Body Control connector. There should be continuity. If OK, refer to
Module (BCM) should be performed with a DRB scan Group 5 - Brakes for diagnosis of the CAB. If not OK,
tool as described in the proper Diagnostic Procedures repair the open circuit as required.
manual. For further diagnosis of the airbag indicator
lamp and the instrument cluster circuitry, see Instru- BRAKE WARNING LAMP
ment Cluster in this group. The diagnosis found here addresses an inoperative
brake warning lamp condition. If the brake warning
ANTI-LOCK BRAKE SYSTEM LAMP lamp stays on with the ignition switch in the On
The diagnosis found here addresses an inoperative position and the parking brake released, or comes on
Anti-lock Brake System (ABS) lamp condition. If the while driving, refer to Group 5 - Brakes for diagnosis.
ABS lamp stays on with the ignition switch in the If no service brake or parking brake problem is
On position, or comes on and stays on while driving, found, proceed as follows. Refer to 8W-40 - Instru-
refer to Group 5 - Brakes for diagnosis. If no ABS ment Cluster, 8W-35 - All-Wheel Anti-Lock Brakes,
problem is found, the following procedure will help and 8W-45 - Body Control Module in Group 8W -
locate a short or open in the ABS lamp circuit. For Wiring Diagrams for circuit descriptions and dia-
circuit descriptions and diagrams, refer to 8W-40 - grams.
Instrument Cluster, and 8W-35 - All-Wheel Anti-Lock
Brakes in Group 8W - Wiring Diagrams. WARNING: ON VEHICLES EQUIPPED WITH AIR-
WARNING: ON VEHICLES EQUIPPED WITH AIR- RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
BAGS, REFER TO GROUP 8M - PASSIVE STEERING WHEEL, STEERING COLUMN, OR
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
STEERING WHEEL, STEERING COLUMN, OR SERVICE. FAILURE TO TAKE THE PROPER PRE-
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
SERVICE. FAILURE TO TAKE THE PROPER PRE- BAG DEPLOYMENT AND POSSIBLE PERSONAL
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- INJURY.
INJURY. If the brake warning lamp fails to light during the
bulb test (for about four seconds after the ignition
(1) Check the fuse in the junction block. If OK, go switch is turned to the On position), replace the bulb
to Step 2. If not OK, repair the shorted circuit or with a known good unit. If the brake warning lamp
component as required and replace the faulty fuse. still fails to operate, diagnosis of the park brake
(2) Turn the ignition switch to the On position. switch and circuit, the brake warning switch and cir-
Check for battery voltage at the fuse in the junction cuit, the Body Control Module (BCM), the instrument
block. If OK, go to Step 3. If not OK, repair the open cluster circuitry, and/or the CCD data bus should be
circuit to the ignition switch as required. performed with a DRB scan tool as described in the
(3) Turn the ignition switch to the Off position. proper Diagnostic Procedures manual. For further
Disconnect and isolate the battery negative cable. diagnosis of the brake warning lamp and the instru-
Remove the instrument cluster. Connect the battery ment cluster circuitry, see Instrument Cluster in this
negative cable. Turn the ignition switch to the On group.
position and within five seconds check for battery
voltage between the fused ignition switch output cir-
cuit and the ABS warning lamp driver circuit cavities
CHECK GAUGES LAMP BAG DEPLOYMENT AND POSSIBLE PERSONAL
The diagnosis found here addresses an inoperative INJURY.
check gauges lamp condition. If the check gauges
lamp stays on with the ignition switch in the On If only individual instrument cluster illumination
position, or comes on while driving with no unusual lamps are inoperative, replace the faulty bulbs. If all
gauge readings evident, diagnosis of the Powertrain of the instrument cluster illumination lamps are
Control Module (PCM), Body Control Module (BCM) inoperative, proceed as follows.
and the Chrysler Collision Detection (CCD) data bus (1) Disconnect and isolate the battery negative
should be performed with a DRB scan tool as cable. Remove the instrument cluster. Connect the
described in the proper Diagnostic Procedures man- battery negative cable. Turn the park lamps on with
ual. For circuit descriptions and diagrams, refer to the headlamp switch. Adjust the panel lamp dimmer
8W-30 - Fuel/Ignition Systems, 8W-40 - Instrument switch knob to its highest level (fully upwards).
Cluster, and 8W-45 - Body Control Module in Group Check for voltage at the panel lamp driver circuit
8W - Wiring Diagrams. cavity of the instrument cluster wire harness connec-
tor. If OK, replace the faulty instrument cluster. If
WARNING: ON VEHICLES EQUIPPED WITH AIR- not OK, go to Step 2.
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY cable. Unplug the white 24-way Body Control Module
STEERING WHEEL, STEERING COLUMN, OR (BCM) wire harness connector. Check for continuity
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR between the panel lamp driver circuit cavities of the
SERVICE. FAILURE TO TAKE THE PROPER PRE- instrument cluster wire harness connector and the
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- BCM wire harness connector. If OK, refer to Group
BAG DEPLOYMENT AND POSSIBLE PERSONAL 8L - Lamps for diagnosis of the headlamp switch
INJURY. and/or the proper Diagnostic Procedures manual for
diagnosis of the BCM. If not OK, repair the open cir-
If the check gauges lamp fails to light during the cuit as required.
bulb test (about three seconds after the ignition
switch is turned to the On position), replace the CRUISE-ON INDICATOR LAMP
check gauges lamp bulb with a known good unit. If The diagnosis found here addresses an inoperative
the check gauges lamp still fails to operate, diagnosis cruise-on indicator lamp condition. If the problem
of the lamp, the instrument cluster circuitry, the being diagnosed is an inaccurate cruise-on indicator
CCD data bus, the BCM and the PCM should be per- lamp, refer to Group 8H - Vehicle Speed Control for
formed with a DRB scan tool as described in the diagnosis of the vehicle speed control system. For cir-
proper Diagnostic Procedures manual. For further cuit descriptions and diagrams, refer to 8W-33 - Vehi-
diagnosis of the check gauges lamp and the instru- cle Speed Control and 8W-40 - Instrument Cluster in
ment cluster circuitry, see Instrument Cluster in this Group 8W - Wiring Diagrams.
group.
CLUSTER ILLUMINATION LAMP BAGS, REFER TO GROUP 8M - PASSIVE
The diagnosis found here addresses an inoperative RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
instrument cluster illumination lamp condition. If STEERING WHEEL, STEERING COLUMN, OR
the problem being diagnosed is related to the dim- INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
ming level of the instrument cluster illumination SERVICE. FAILURE TO TAKE THE PROPER PRE-
lamps, diagnosis should be performed with a DRB CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
scan tool as described in the proper Diagnostic Pro- BAG DEPLOYMENT AND POSSIBLE PERSONAL
cedures manual. For circuit descriptions and dia- INJURY.
grams, refer to 8W-40 - Instrument Cluster, 8W-45 -
Body Control Module, and/or 8W-50 - Front Lighting If the cruise-on indicator lamp fails to light during
in Group 8W - Wiring Diagrams. the bulb test (about four seconds after the ignition
WARNING: ON VEHICLES EQUIPPED WITH AIR- cruise-on indicator lamp bulb with a known good
BAGS, REFER TO GROUP 8M - PASSIVE unit. If the cruise-on lamp still fails to operate, diag-
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY nosis of the lamp, the instrument cluster circuitry,
STEERING WHEEL, STEERING COLUMN, OR the vehicle speed control switches, the Powertrain
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR Control Module (PCM) and the CCD data bus should
SERVICE. FAILURE TO TAKE THE PROPER PRE- be performed with a DRB scan tool as described in
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- the proper Diagnostic Procedures manual. For fur-
ther diagnosis of the cruise-on indicator lamp and FOUR-WHEEL DRIVE INDICATOR LAMP
the instrument cluster circuitry, see Instrument
Cluster in this group. WARNING: ON VEHICLES EQUIPPED WITH AIR-
GRAPHIC DISPLAY MODULE RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
If the problem being diagnosed is related to STEERING WHEEL, STEERING COLUMN, OR
Graphic Display Module (GDM) illumination, see the INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
GDM Illumination diagnosis below. If the problem SERVICE. FAILURE TO TAKE THE PROPER PRE-
being diagnosed is related to the four-wheel drive CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
display or the four-wheel drive message lamps, see BAG DEPLOYMENT AND POSSIBLE PERSONAL
the Four-Wheel Drive Indicator Lamp diagnosis INJURY.
below. Refer to 8W-46 - Message Center in Group 8W
- Wiring Diagrams for complete circuit descriptions (1) Unplug the wire harness connector at the
and diagrams. transfer case switch. Check for continuity between
the ground circuit cavity of the transfer case switch
GDM ILLUMINATION wire harness connector and a good ground. There
The diagnosis found here addresses an inoperative should be continuity. If OK, go to Step 2. If not OK,
graphic display module illumination lamp condition. repair the open circuit as required.
If the problem being diagnosed is related to the dim- (2) Check the transfer case switch continuity while
ming level of the illumination lamps, diagnosis shifting the transfer case shift lever to the proper
should be performed with a DRB scan tool as positions. The switch continuity should be as shown
described in the proper Diagnostic Procedures man- in (Fig. 1). If OK, go to Step 3. If not OK, replace the
ual. faulty switch.
WARNING: ON VEHICLES EQUIPPED WITH AIR- cable. Remove the GDM from the instrument panel.
BAGS, REFER TO GROUP 8M - PASSIVE Unplug the GDM wire harness connector.
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY (4) Check for continuity in the circuit for the indi-
STEERING WHEEL, STEERING COLUMN, OR cator lamp or wheel lamp that is not functioning
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR between the GDM wire harness connector and the
SERVICE. FAILURE TO TAKE THE PROPER PRE- transfer case switch wire harness connector. There
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- should be continuity. If OK, go to Step 5. If not OK,
BAG DEPLOYMENT AND POSSIBLE PERSONAL repair the open circuit as required.
INJURY. (5) Replace the bulb for the inoperative indicator
lamp or wheel lamp. Plug in the GDM and transfer
If only individual illumination lamps are inopera- case wire harness connectors. Connect the battery
tive, replace the faulty bulbs. If all of the illumina- negative cable and check the operation of the inoper-
tion lamps are inoperative, proceed as follows. ative lamp. If OK, discard the faulty bulb. If not OK,
(1) Disconnect and isolate the battery negative replace the faulty GDM.
Unplug the GDM wire harness connector. Connect
the battery negative cable.
(2) Turn the park lamps on with the headlamp
switch. Adjust the panel lamp dimmer switch knob to
its highest level (fully upwards). Check for voltage at
the panel lamp driver circuit cavity of the GDM wire
harness connector. If OK, replace the faulty GDM. If
not OK, go to Step 3.
cable. Unplug the white 24-way Body Control Module
(BCM) wire harness connector. Check for continuity
between the panel lamp driver circuit cavities of the
GDM wire harness connector and the BCM wire har-
ness connector. If OK, refer to Group 8L - Lamps for
diagnosis of the headlamp switch and/or the proper
Diagnostic Procedures manual for diagnosis of the
BCM. If not OK, repair the open circuit as required.

HEADLAMP HIGH BEAM INDICATOR LAMP tion (CCD) data bus, or the Body Control Module
The diagnosis found here addresses an inoperative (BCM) should be performed with a DRB scan tool as
headlamp high beam indicator lamp condition. If the described in the proper Diagnostic Procedures man-
problem being diagnosed is related to inoperative ual. For further diagnosis of the headlamp high beam
headlamp high beams, refer to Group 8L - Lamps for indicator lamp and the instrument cluster circuitry,
diagnosis of the headlamp system. If no headlamp see Instrument Cluster in this group.
system problems are found, proceed as follows. For
circuit descriptions and diagrams, refer to 8W-40 - LOW FUEL WARNING LAMP
Instrument Cluster in Group 8W - Wiring Diagrams. The diagnosis found here addresses an inoperative
low fuel warning lamp condition. If the problem
WARNING: ON VEHICLES EQUIPPED WITH AIR- being diagnosed is related to lamp accuracy, be cer-
BAGS, REFER TO GROUP 8M - PASSIVE tain to confirm the problem is the with the low fuel
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY warning lamp and not with the fuel gauge circuit.
STEERING WHEEL, STEERING COLUMN, OR See the diagnosis for the Fuel Gauge in this group. If
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR no fuel gauge problem is found, the following proce-
SERVICE. FAILURE TO TAKE THE PROPER PRE- dure will help to identify a faulty low fuel warning
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- lamp circuit. For circuit descriptions and diagrams,
BAG DEPLOYMENT AND POSSIBLE PERSONAL refer to 8W-40 - Instrument Cluster in Group 8W -
INJURY. Wiring Diagrams.
If the headlamp high beam indicator lamp fails to

light during the bulb test (about four seconds after
the ignition switch is turned to the On position),
replace the headlamp high beam indicator lamp bulb
with a known good unit. If the indicator lamp still
fails to operate, diagnosis of the lamp, the instru-
ment cluster circuitry, the Chrysler Collision Detec-
WARNING: ON VEHICLES EQUIPPED WITH AIR- MASTER LIGHTING INDICATOR LAMP
BAGS, REFER TO GROUP 8M - PASSIVE The master lighting indicator shares the same cir-
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY cuitry as the cluster illumination lamps, and will
STEERING WHEEL, STEERING COLUMN, OR brighten and dim when the panel lamp dimmer
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR switch is adjusted. The diagnosis found here
SERVICE. FAILURE TO TAKE THE PROPER PRE- addresses an inoperative master lighting indicator
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- lamp condition. If the problem being diagnosed is
BAG DEPLOYMENT AND POSSIBLE PERSONAL related to the dimming level of the master lighting
INJURY. indicator lamp, diagnosis should be performed with a
DRB scan tool as described in the proper Body Diag-
If the low fuel warning lamp fails to light during nostic Procedures manual. For circuit descriptions
the bulb test (about four seconds after the ignition and diagrams, refer to 8W-40 - Instrument Cluster,
switch is turned to the On position), replace the low 8W-45 - Body Control Module, and/or 8W-50 - Front
fuel warning lamp bulb with a known good unit. If Lighting in Group 8W - Wiring Diagrams.
the lamp, the instrument cluster circuitry, the fuel WARNING: ON VEHICLES EQUIPPED WITH AIR-
gauge sending unit and circuit, the Powertrain Con- BAGS, REFER TO GROUP 8M - PASSIVE
trol Module (PCM), the Chrysler Collision Detection RESTRAINT SYSTEMS BEFORE ATTEMPTING
(CCD) data bus, or the Body Control Module (BCM) STEERING WHEEL, STEERING COLUMN, OR
should be performed with a DRB scan tool as INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
described in the proper Diagnostic Procedures man- SERVICE. FAILURE TO TAKE THE PROPER PRE-
ual. For further diagnosis of the low fuel warning CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
lamp and the instrument cluster circuitry, see Instru- BAG DEPLOYMENT AND POSSIBLE PERSONAL
ment Cluster in this group. INJURY.
MALFUNCTION INDICATOR LAMP If only the master lighting indicator lamp is inop-
The diagnosis found here addresses an inoperative erative, replace the faulty bulb. If all of the cluster
malfunction indicator (Check Engine) lamp condition. illumination lamps are inoperative, proceed as fol-
If the lamp comes on and stays on with the engine lows.
running, refer to Group 14 - Fuel Systems for diag- (1) Disconnect and isolate the battery negative
nosis. For circuit descriptions and diagrams, refer to cable. Remove the cluster bezel and the cluster
8W-40 - Instrument Cluster in Group 8W - Wiring assembly as described in this group.
Diagrams. (2) Connect the battery negative cable and turn
the park lamps on with the headlamp switch. Adjust
WARNING: ON VEHICLES EQUIPPED WITH AIR- the panel lamp dimmer switch knob to its highest
BAGS, REFER TO GROUP 8M - PASSIVE level (fully upwards). Check for voltage at the panel
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY lamp driver circuit cavity of the cluster wire harness
STEERING WHEEL, STEERING COLUMN, OR connector. If OK, replace the faulty instrument clus-
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR ter. If not OK, go to Step 3.
SERVICE. FAILURE TO TAKE THE PROPER PRE- (3) Disconnect and isolate the battery negative
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- cable. Unplug the white 24-way Body Control Module
BAG DEPLOYMENT AND POSSIBLE PERSONAL (BCM) wire harness connector. Check for continuity
INJURY. between the panel lamp driver circuit cavities of the
cluster wire harness connector and the BCM wire
If the malfunction indicator lamp fails to light dur- harness connector. If OK, refer to Group 8L - Lamps
ing the bulb test (about three seconds after the igni- for diagnosis of the headlamp switch and/or the
tion switch is turned to the On position), replace the proper Body Diagnostic Procedures manual for diag-
malfunction indicator lamp bulb with a known good nosis of the BCM. If not OK, repair the open circuit
unit. If the indicator lamp still fails to operate, diag- as required.
nosis of the lamp, the instrument cluster circuitry,
the Powertrain Control Module (PCM) or the SEAT BELT REMINDER LAMP
Chrysler Collision Detection (CCD) data bus should The diagnosis found here addresses an inoperative
be performed with a DRB scan tool as described in seat belt reminder lamp condition. If the lamp comes
the proper Diagnostic Procedures manual. For fur- on and flashes following its display function (for
ther diagnosis of the malfunction indicator lamp and about seven seconds after the ignition switch is
the instrument cluster circuitry, see Instrument turned to the On position), see the diagnosis for the
Cluster in this group. airbag indicator lamp in this group. For circuit
descriptions and diagrams, refer to 8W-40 - Instru- If not OK, repair the open circuit to the turn signal/
ment Cluster in Group 8W - Wiring Diagrams. hazard warning (multi-function) switch as required.
WARNING: ON VEHICLES EQUIPPED WITH AIR- UPSHIFT INDICATOR LAMP

BAGS, REFER TO GROUP 8M - PASSIVE The diagnosis found here addresses an inoperative
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY upshift indicator lamp condition. If lamp accuracy is
STEERING WHEEL, STEERING COLUMN, OR suspect, diagnosis should be performed with a DRB
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR scan tool as described in the proper Powertrain Diag-
SERVICE. FAILURE TO TAKE THE PROPER PRE- nostic Procedures manual. For circuit descriptions
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- and diagrams, refer to 8W-40 - Instrument Cluster in
BAG DEPLOYMENT AND POSSIBLE PERSONAL Group 8W - Wiring Diagrams.
INJURY.
If the seat belt reminder lamp fails to light during BAGS, REFER TO GROUP 8M - PASSIVE
its display function, replace the seat belt reminder RESTRAINT SYSTEMS BEFORE ATTEMPTING
lamp bulb with a known good unit. If the reminder STEERING WHEEL, STEERING COLUMN, OR
lamp still fails to operate, diagnosis of the lamp and INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
the instrument cluster circuitry should be performed SERVICE. FAILURE TO TAKE THE PROPER PRE-
with a DRB scan tool as described in the proper CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
Diagnostic Procedures manual. For further diagnosis BAG DEPLOYMENT AND POSSIBLE PERSONAL
of the seat belt indicator lamp and the instrument INJURY.
group. If the upshift indicator lamp fails to light during
the bulb test (about three seconds after the ignition
TURN SIGNAL INDICATOR LAMP switch is turned to the On position), replace the
The diagnosis found here addresses an inoperative upshift indicator lamp bulb with a known good unit.
turn signal indicator lamp condition. For any other If the indicator lamp still fails to operate, diagnosis
turn signal problem, refer to Group 8J - Turn Signal of the lamp, the instrument cluster circuitry, or the
and Hazard Warning Systems for diagnosis. If no CCD data bus should be performed with a DRB scan
turn signal or hazard warning system problem is tool as described in the proper Body Diagnostic Pro-
found, the following procedure will help locate a cedures manual. Diagnosis of the Powertrain Control
short or open in the indicator lamp circuit. For cir- Module (PCM) should be performed with a DRB scan
cuit descriptions and diagrams, refer to 8W-40 - tool as described in the proper Powertrain Diagnostic
Instrument Cluster and 8W-50 - Front Lighting in Procedures manual.
Group 8W - Wiring Diagrams.
VEHICLE INFORMATION CENTER
WARNING: ON VEHICLES EQUIPPED WITH AIR- The Vehicle Information Center (VIC) has a num-
BAGS, REFER TO GROUP 8M - PASSIVE ber of display functions and features. The diagnosis
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY found here addresses only those VIC messages and
STEERING WHEEL, STEERING COLUMN, OR functions that are controlled by hard-wired inputs. To
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR diagnose any internally controlled VIC function or
SERVICE. FAILURE TO TAKE THE PROPER PRE- feature, or any that are enabled by inputs on the
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- Chrysler Collision Detection (CCD) data bus network,
BAG DEPLOYMENT AND POSSIBLE PERSONAL use a DRB scan tool and the proper Diagnostic Pro-
INJURY. cedures manual. Refer to 8W-46 - Message Center in
Group 8W - Wiring Diagrams for complete circuit
(1) Disconnect and isolate the battery negative descriptions and diagrams.
cable. Remove the instrument cluster.
(2) Connect the battery negative cable. Activate COOLANT LEVEL LOW/COOLANT SENSOR
the hazard warning system by depressing the hazard BAD
warning switch button to the On position. Check for If the problem being diagnosed is related to mes-
battery voltage at the inoperative (right or left) turn sage accuracy, be certain to confirm that the problem
signal indicator lamp circuit cavity of the instrument is with the VIC display and sensor and not with the
cluster wire harness connector. There should be a engine coolant level. The actual engine coolant level
switching (on and off) battery voltage signal. If OK, should be checked before you proceed with lamp and
replace the faulty (right or left) indicator lamp bulb. sensor diagnosis. Refer to 8W-46 - Message Center in
Group 8W - Wiring Diagrams for complete circuit vehicle has a four-wheel drive VIN entered in the
descriptions and diagrams. PCM, the rear wheels in the VIC display will not
light. Use a DRB scan tool and the proper Diagnostic
WARNING: ON VEHICLES EQUIPPED WITH AIR- Procedures manual to confirm the VIN stored in the
BAGS, REFER TO GROUP 8M - PASSIVE PCM.
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY In addition, it should be noted that a VIC “Service
STEERING WHEEL, STEERING COLUMN, OR 4WD Switch” message on a two-wheel drive vehicle
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR can occur if a short circuit occurs in the transfer case
SERVICE. FAILURE TO TAKE THE PROPER PRE- switch circuits from the VIC module, in combination
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- with a PCM having a four-wheel drive VIN. To locate
BAG DEPLOYMENT AND POSSIBLE PERSONAL the short circuit, start at Step 3 of the following diag-
INJURY. nostic procedure. Two-wheel drive models do have
the same VIC wire harness provisions as four-wheel
(1) Unplug the coolant level sensor wire harness drive models.
connector from the coolant sensor located on the cool-
ant reserve bottle. Check for continuity between the WARNING: ON VEHICLES EQUIPPED WITH AIR-
ground circuit cavity of the coolant level sensor wire BAGS, REFER TO GROUP 8M - PASSIVE
harness connector and a good ground. There should RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
be continuity. If OK, go to Step 2. If not OK, repair STEERING WHEEL, STEERING COLUMN, OR
the open circuit as required. INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
(2) With the engine coolant at the proper level, SERVICE. FAILURE TO TAKE THE PROPER PRE-
check the resistance between the two terminals of CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
the coolant level sensor. The resistance should be BAG DEPLOYMENT AND POSSIBLE PERSONAL
3000 to 3500 ohms. If OK, go to Step 3. If not OK, INJURY.
replace the faulty sensor.
(3) Disconnect and isolate the battery negative (1) Unplug the wire harness connector at the
cable. Remove the VIC module from the instrument transfer case switch. Check for continuity between
panel. Unplug the VIC module wire harness connec- the ground circuit cavity of the transfer case switch
tor. Check for continuity between the engine coolant wire harness connector and a good ground. There
level switch sense circuit cavity of the VIC wire har- should be continuity. If OK, go to Step 2. If not OK,
ness connector and a good ground. There should be repair the open circuit as required.
no continuity. If OK, go to Step 4. If not OK, repair (2) Check the transfer case switch continuity while
the short circuit as required. shifting the transfer case shift lever to the various
(4) Check for continuity between the engine cool- positions. The switch continuity should be as shown
ant level switch sense circuit cavities of the VIC wire in (Fig. 2). If OK, go to Step 3. If not OK, replace the
harness connector and the engine coolant level sensor faulty switch.
wire harness connector. If OK, replace the faulty VIC (3) Disconnect and isolate the battery negative
module. If not OK, repair the open circuit as cable. Remove the VIC module from the instrument
required. panel. Unplug the VIC module wire harness connec-
tor.
FOUR-WHEEL DRIVE DISPLAY AND (4) Locate two pairs of wire harness connectors
INDICATORS/SERVICE 4WD SWITCH located in the wire harness leading to the VIC mod-
If the problem being diagnosed is related to an ule. The wire harness connectors should be taped
incorrect or no four-wheel drive display or indicator back to the harness. One pair of connectors are black
functions, be certain to confirm that the problem is with a single cavity. The other pair are red with two
with the VIC module and transfer case switch cir- cavities. If the vehicle has the Quadra-Trac 4WD
cuits, and not with a Powertrain Control Module transfer case, only the red wire harness connectors
(PCM) with an incorrect Vehicle Identification Num- should be joined. If the vehicle has the Command-
ber (VIN). This condition can only occur if the origi- Trac or Selec-Trac 4WD transfer case, only the black
nal PCM was replaced with a unit from another wire harness connectors should be joined. In all
vehicle. The VIC module uses the VIN message cases, only one pair of wire harness connectors
received on the Chrysler Collision Detection (CCD) should be joined. If OK, go to Step 5. If not OK, cor-
data bus from the PCM to determine if the vehicle is rect the wire harness connections as required.
equipped with two-wheel drive or four-wheel drive.
If a four-wheel drive vehicle has a two-wheel drive
VIN entered in the PCM, the VIC will ignore all
transfer case switch inputs. If a two-wheel drive

(5) Refer to the VIC 4WD Display Characteristics
chart (Fig. 3). Check the continuity of the circuit for
the indicator lamp or wheel lamp that is not func-
tioning between the VIC module wire harness con-
nector and the transfer case switch wire harness
connector. There should be continuity. If OK, replace
the faulty VIC module. If not OK, repair the open cir-
cuit as required.
Fig. 3 VIC 4WD Display Characteristics

REAR LAMP FAILURE be 3000 to 3500 ohms. If OK, go to Step 3. If not OK,
Refer to the diagnosis for the lamp outage module replace the faulty sensor.
in Group 8L - Lamps to diagnose this feature of the (3) Disconnect and isolate the battery negative
VIC module. Refer to 8W-46 - Message Center in cable. Remove the VIC module from the instrument
Group 8W - Wiring Diagrams for complete circuit panel. Unplug the VIC module wire harness connec-
descriptions and diagrams. tor. Check for continuity between the washer fluid
level sense circuit cavity of the VIC module wire har-
TURN SIGNAL ON ness connector and a good ground. There should be
Refer to Group 8J - Turn Signal and Hazard Warn- no continuity. If OK, go to Step 4. If not OK, repair
ing Systems for more information on this feature of the short circuit as required.
the VIC module. The VIC module uses its internal (4) Check for continuity between the washer fluid
programming, and inputs from the combination level sense circuit cavities of the VIC module wire
flasher on the fused ignition switch output (L5) cir- harness connector and the washer fluid level sensor
cuit, and a vehicle speed sensor (distance) message wire harness connector. If OK, replace the faulty VIC
received on the Chrysler Collision Detection (CCD) module. If not OK, repair the open circuit as
data bus from the Powertrain Control Module (PCM) required.
to control this message.
If testing of the L5 circuit between the VIC module WAIT-TO-START LAMP
wire harness connector and the combination flasher The diagnosis found here addresses an inoperative
cavity in the junction block reveals no problem, use a wait-to-start lamp condition. If lamp accuracy is sus-
DRB scan tool and the proper Diagnostic Procedures pect, diagnosis should be performed with a DRB scan
manual to diagnose the VIC module and the CCD tool as described in the proper Powertrain Diagnostic
data bus. Refer to 8W-46 - Message Center in Group Procedures manual. For circuit descriptions and dia-
8W - Wiring Diagrams for complete circuit descrip- grams, refer to 8W-40 - Instrument Cluster in Group
tions and diagrams. 8W - Wiring Diagrams.
WASHER LEVEL LOW/WASHER SENSOR BAD WARNING: ON VEHICLES EQUIPPED WITH AIR-
If the problem being diagnosed is related to mes- BAGS, REFER TO GROUP 8M - PASSIVE
sage accuracy, be certain to confirm that the problem RESTRAINT SYSTEMS BEFORE ATTEMPTING
is with the VIC display and sensor and not with the STEERING WHEEL, STEERING COLUMN, OR
washer fluid level. The actual fluid level should be INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
checked before you proceed with lamp and sensor SERVICE. FAILURE TO TAKE THE PROPER PRE-
diagnosis. Refer to 8W-46 - Message Center in Group CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
8W - Wiring Diagrams for complete circuit descrip- BAG DEPLOYMENT AND POSSIBLE PERSONAL
tions and diagrams. INJURY.
WARNING: ON VEHICLES EQUIPPED WITH AIR- If the wait-to-start lamp fails to light during the
BAGS, REFER TO GROUP 8M - PASSIVE bulb test (about four seconds after the ignition switch
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY is turned to the On position), replace the wait-to-
STEERING WHEEL, STEERING COLUMN, OR start lamp bulb with a known good unit. If the lamp
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR still fails to operate, diagnosis of the lamp, the
SERVICE. FAILURE TO TAKE THE PROPER PRE- instrument cluster circuitry, or the CCD data bus
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- should be performed with a DRB scan tool as
BAG DEPLOYMENT AND POSSIBLE PERSONAL described in the proper Body Diagnostic Procedures
INJURY. manual. Diagnosis of the Powertrain Control Module
(PCM) should be performed with a DRB scan tool as
(1) Unplug the washer fluid level sensor wire har- described in the proper Powertrain Diagnostic Proce-
ness connector from the sensor located on the washer dures manual.
reservoir bottle. Check for continuity between the
ground circuit cavity of the washer fluid level sensor WATER-IN-FUEL LAMP
wire harness connector and a good ground. There The diagnosis found here addresses an inoperative
should be continuity. If OK, go to Step 2. If not OK, water-in-fuel lamp condition. If the lamp comes on
repair the open circuit as required. and stays on with the ignition switch in the On posi-
(2) With the washer fluid at the proper level, tion or while driving, be certain to check for excess
check the resistance between the two terminals of water accumulation in the fuel filter/water separator
the washer fluid level sensor. The resistance should before attempting further diagnosis. Refer to Group
14 - Fuel Systems for diagnosis and service of the
water-in-fuel sensor. For circuit descriptions and dia- SERVICE PROCEDURES
grams, refer to 8W-40 - Instrument Cluster in Group
8W - Wiring Diagrams. VEHICLE INFORMATION CENTER
The following flow charts describe the procedures
WARNING: ON VEHICLES EQUIPPED WITH AIR- to perform an initial setup of the Vehicle Information
BAGS, REFER TO GROUP 8M - PASSIVE Center (VIC), and how to reset the VIC service
RESTRAINT SYSTEMS BEFORE ATTEMPTING reminder or time/date settings.
STEERING WHEEL, STEERING COLUMN, OR If the vehicle is equipped with a Chrysler radio
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR that is connected to the Chrysler Collision Detection
SERVICE. FAILURE TO TAKE THE PROPER PRE- (CCD) data bus network, the hour and minute set-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- tings of the VIC clock will automatically be synchro-
BAG DEPLOYMENT AND POSSIBLE PERSONAL nized to the hour and minute settings of the radio
INJURY. clock. This is done by a message that the radio sends
to the VIC module on the CCD data bus. Also, the
If the water-in-fuel lamp fails to light during the
VIC module will automatically suppress the VIC
bulb test (about three seconds after the ignition
hour and minute set functions if there is a Chrysler
radio connected to the CCD data bus, and the VIC
water-in-fuel lamp bulb with a known good unit. If
clock must be set through the radio clock. Refer to
Group 8F - Audio Systems for more information on
the lamp, the instrument cluster circuitry, or the
this feature.
CCD data bus should be performed with a DRB scan
tool as described in the proper Body Diagnostic Pro-
cedures manual. Diagnosis of the Powertrain Control
Module (PCM) should be performed with a DRB scan
tool as described in the proper Powertrain Diagnostic
Procedures manual.
VIC Initial Setup

VIC Reset

SWITCH POD BEZEL
INJURY.
(1) Both switch pod bezels are secured to the

instrument panel with snap clip retainers and a light
snap fit. Using a trim stick or another suitable wide Fig. 4 Steering Column Opening Cover/Knee
flat-bladed tool, gently pry around the perimeter Blocker Remove/Install
edges of the bezel to release the snap clip retainers.
(2) Remove the bezel from the instrument panel.
(3) To install the bezel, use one hand to hold it in
position on the instrument panel, then use the other
hand to push the bezel towards the instrument panel
until each of the retainers snaps firmly into place.
CLUSTER BEZEL
STEERING COLUMN OPENING COVER AND KNEE WARNING: ON VEHICLES EQUIPPED WITH AIR-
BLOCKER BAGS, REFER TO GROUP 8M - PASSIVE
WARNING: ON VEHICLES EQUIPPED WITH AIR- STEERING WHEEL, STEERING COLUMN, OR
BAGS, REFER TO GROUP 8M - PASSIVE INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY SERVICE. FAILURE TO TAKE THE PROPER PRE-
STEERING WHEEL, STEERING COLUMN, OR CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR BAG DEPLOYMENT AND POSSIBLE PERSONAL
SERVICE. FAILURE TO TAKE THE PROPER PRE- INJURY.
BAG DEPLOYMENT AND POSSIBLE PERSONAL (1) Disconnect and isolate the battery negative
INJURY. cable.
(2) Remove both switch pod bezels from the instru-
(1) Disconnect and isolate the battery negative ment panel. See Switch Pod Bezel in this group for
cable. the procedures.
(2) Remove both switch pod bezels. See Switch Pod (3) Remove the ten screws that secure the cluster
Bezel in this group for the procedures. bezel to the instrument panel (Fig. 5).
end of instrument panel.
flat-bladed tool, gently pry the edges of the steering Fig. 5 Cluster Bezel Screws Remove/Install
column opening cover/knee blocker away from the
instrument panel at the snap clip retainer locations
(Fig. 4).
(4) Pull the cluster bezel rearward and move it to wire harness when the cluster is installed in the
the outboard side of the steering wheel to remove it instrument panel.
from the instrument panel.
(5) Reverse the removal procedures to install. (4) Remove the instrument cluster from the instru-
Tighten the mounting screws to 2.2 N·m (20 in. lbs.). ment panel.
INSTRUMENT CLUSTER Tighten the mounting screws to 2.2 N·m (20 in. lbs.).
WARNING: ON VEHICLES EQUIPPED WITH AIR- CLUSTER LENS, HOOD, AND MASK
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY WARNING: ON VEHICLES EQUIPPED WITH AIR-
STEERING WHEEL, STEERING COLUMN, OR BAGS, REFER TO GROUP 8M - PASSIVE
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR RESTRAINT SYSTEMS BEFORE ATTEMPTING
SERVICE. FAILURE TO TAKE THE PROPER PRE- STEERING WHEEL, STEERING COLUMN, OR
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
BAG DEPLOYMENT AND POSSIBLE PERSONAL SERVICE. FAILURE TO TAKE THE PROPER PRE-
INJURY. CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
(1) Remove the cluster bezel from the instrument INJURY.
dures. (1) Remove the cluster bezel as described in this
(2) Remove the two screws that secure each end of group.
the instrument cluster to the instrument panel. (2) Remove the instrument cluster as described in
(3) Pull the instrument cluster rearward to disen- this group.
gage the self-docking wire harness connector. (3) Remove the trip odometer reset knob by pulling
it off of the switch stem (Fig. 6).
NOTE: The instrument cluster has a self-docking (4) Depress the snap clips that secure the cluster
wire harness connector that will be automatically lens to the cluster hood and gently pull the lens
aligned with, and connected to the instrument panel away from the hood.
Fig. 6 Instrument Cluster Components

Fig. 7 Gauge Mounting Screws

(5) Depress the snap clips that secure the cluster SERVICE. FAILURE TO TAKE THE PROPER PRE-
hood to the cluster circuit and gauge housing and CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
gently pull the hood away from the housing. BAG DEPLOYMENT AND POSSIBLE PERSONAL
(6) Gently lift the gauge mask away from the INJURY.
locating pins on the front of the cluster circuit and
gauge housing. (1) Remove the cluster lens, hood, and mask as
(7) Reverse the removal procedures to install. described in this group.
(2) Remove the screws that secure the gauge(s)
GAUGE from the rear of the cluster circuit and gauge housing
(Fig. 7).
WARNING: ON VEHICLES EQUIPPED WITH AIR- (3) Remove the gauge(s) from the front of the clus-
BAGS, REFER TO GROUP 8M - PASSIVE ter circuit and gauge housing.
RESTRAINT SYSTEMS BEFORE ATTEMPTING (4) Reverse the removal procedures to install.
Fig. 8 Cluster Bulb Locations

CLUSTER BULB SERVICE. FAILURE TO TAKE THE PROPER PRE-
STEERING WHEEL, STEERING COLUMN, OR (1) Remove the cluster bezel from the instrument
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR panel. See Cluster Bezel in this group for the proce-
SERVICE. FAILURE TO TAKE THE PROPER PRE- dures.
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- (2) Remove the two screws that secure the out-
BAG DEPLOYMENT AND POSSIBLE PERSONAL board switch pod to the instrument panel (Fig. 9).
INJURY.

ment panel. See Instrument Cluster in this group for
the procedures.
(2) Remove the bulb and bulb holder from the cir-
cuit board on the rear of the cluster housing by turn-
ing the holder counterclockwise (Fig. 8).
CAUTION: Always use the correct bulb size and

type for replacement. An incorrect bulb size or type
may overheat and cause damage to the instrument
cluster circuit board and/or the gauges.
(3) Reverse the removal procedures to install. Fig. 9 Outboard Switch Pod Remove/Install
(3) Pull the outboard switch pod out from the
OUTBOARD SWITCH POD instrument panel far enough to unplug the wire har-
ness connectors.
(4) Remove the outboard switch pod from the
instrument panel.
INBOARD SWITCH POD (1) Remove the steering column opening cover/
WARNING: ON VEHICLES EQUIPPED WITH AIR- Column Opening Cover and Knee Blocker in this
BAGS, REFER TO GROUP 8M - PASSIVE group for the procedures.
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY (2) Remove the four screws located below the out-
STEERING WHEEL, STEERING COLUMN, OR board switch pod that secure the Body Control Mod-
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR ule (BCM) to the instrument panel armature (Fig.
SERVICE. FAILURE TO TAKE THE PROPER PRE- 11).
INJURY.
(1) Remove the cluster bezel from the instrument

dures.
(2) Remove the two screws that secure the inboard
switch pod to the instrument panel (Fig. 10).
Fig. 10 Inboard Switch Pod Remove/Install Fig. 11 Body Control Module Remove/Install
(3) Pull the inboard switch pod out from the (3) Move the BCM towards the steering column far
instrument panel far enough to unplug the wire har- enough to access the three wire harness connectors.
ness connectors. (4) Unplug the wire harness connectors from the
(4) Remove the inboard switch pod from the BCM.
instrument panel. (5) Remove the BCM from the instrument panel.
NOTE: If a new Body Control Module is installed,

BODY CONTROL MODULE
the programmable features must be enabled and/or
Before replacing the Body Control Module (BCM),
disabled to the customer’s preferred settings. Use a
use a DRB scan tool to determine the current set-
tings for the BCM programmable features. These set-
tings should be duplicated in the replacement BCM
to service.

INJURY.
GLOVE BOX MODULE SERVICE. FAILURE TO TAKE THE PROPER PRE-
STEERING WHEEL, STEERING COLUMN, OR (1) Remove the glove box module from the instru-
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR ment panel. See Glove Box Module in this group for
SERVICE. FAILURE TO TAKE THE PROPER PRE- the procedures.
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- (2) Remove the three screws that secure the
BAG DEPLOYMENT AND POSSIBLE PERSONAL Graphic Display Module (GDM) or Vehicle Informa-
INJURY. tion Center (VIC) to the instrument panel armature
(Fig. 12).
(2) Remove the two screws that secure the top of
the instrument panel center bezel to the instrument
panel above the Graphic Display Module (GDM) or
Vehicle Information Center (VIC).
(3) Remove the ash receiver from the instrument
panel center bezel.
(4) Remove the two screws in the back of the ash
receiver opening that secure the instrument panel
center bezel to the instrument panel armature.
(5) Remove the screw that secures the courtesy
Fig. 12 Graphic Display Module and Vehicle
lamp to the lower instrument panel located under
Information Center Remove/Install
the outboard end of the glove box module.
(6) Open the passenger side front door and remove (3) Pull the GDM or VIC unit out from the instru-
the screw that secures the outboard end of the glove ment panel far enough to access and unplug the wire
box module to the instrument panel armature. harness connector.
(7) Remove the four screws that secure the glove (4) Remove the GDM or VIC from the instrument
box hinge to the instrument panel armature on the panel.
lower edge of the glove box module. (5) Reverse the removal procedures to install.
(8) Open the glove box door and remove the four Tighten the mounting screws to 2.2 N·m (20 in. lbs.).
screws at the top of the glove box opening that secure
the upper edge of the glove box module to the instru- GLOVE BOX LAMP AND SWITCH
(9) Lower the glove box module far enough to WARNING: ON VEHICLES EQUIPPED WITH AIR-
access and unplug the wire harness connectors from BAGS, REFER TO GROUP 8M - PASSIVE
the glove box lamp and switch, the cigar lighter and RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
lamp, and the power outlet. Also remove the ash STEERING WHEEL, STEERING COLUMN, OR
receiver lamp bulb and socket as a unit by gently INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
pulling it out of the ash receiver lamp hood. SERVICE. FAILURE TO TAKE THE PROPER PRE-
(10) Remove the glove box module from the instru- CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
ment panel. BAG DEPLOYMENT AND POSSIBLE PERSONAL
(11) Reverse the removal procedures to install. INJURY.
GRAPHIC DISPLAY MODULE AND VEHICLE ment panel. See Glove Box Module in this group for
the procedures.
INFORMATION CENTER (2) From the back side of the glove box module,
squeeze the retaining tabs on the glove box lamp and
switch housing together and push the unit out
through the mounting hole towards the front of the
module (Fig. 13).
(3) Remove the latch striker through the upper
glove box opening of the glove box module.
(4) To install the latch striker, insert the mounting
tabs through the slots in the upper glove box opening
of the glove box module, and bend the tabs over from
the top of the glove box module.
CIGAR LIGHTER
Fig. 13 Glove Box Lamp and Switch Remove/Install INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
(3) To install the glove box lamp and switch unit, CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
insert the unit through the mounting hole from the BAG DEPLOYMENT AND POSSIBLE PERSONAL
front of the glove box module and push in on the unit INJURY.
firmly, until the retaining tabs snap into place.
(4) Reverse the remaining removal procedures to (1) Disconnect and isolate the battery negative
complete the installation. cable.
(2) Pull the cigar lighter knob and element out of
GLOVE BOX LATCH STRIKER the cigar lighter base.
(3) Look inside the cigar lighter base and note the
WARNING: ON VEHICLES EQUIPPED WITH AIR- position of the retaining bosses that secure the unit
BAGS, REFER TO GROUP 8M - PASSIVE to the light ring/retainer in the instrument panel
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY center bezel (Fig. 15).
INJURY.

the procedures.
(2) From the top of the glove box module,
straighten the two mounting tabs that secure the
glove box latch striker to the glove box module (Fig.
14).
Fig. 15 Cigar Lighter Remove/Install

(4) Insert a pair of external snap ring pliers into
the cigar lighter base and engage the tips of the pli-
ers with the retaining bosses.
Fig. 14 Glove Box Latch Striker Remove/Install (5) Squeeze the pliers to disengage the retaining
bosses from the base, and using a gentle rocking
motion pull the pliers and the cigar lighter base out BAG DEPLOYMENT AND POSSIBLE PERSONAL
of the light ring/retainer. INJURY.
(6) Remove the pliers from the cigar lighter base
and unplug the cigar lighter wire harness connector. (1) Remove the glove box module from the instru-
(7) Remove the cigar lighter light ring/retainer ment panel. See Glove Box Module in this group for
from the instrument panel center bezel and unplug the procedures.
the light ring lamp wire harness connector. (2) Remove the two screws located on the back
(8) Reverse the removal procedures to install. side of the glove box module that secure the instru-
ment panel center bezel to the inboard end of the
POWER OUTLET glove box module (Fig. 16).

INJURY.

the procedures.
(2) From the rear of the instrument panel center
bezel, unscrew the power outlet receptacle shell
clamp from the power outlet receptacle shell base.
(3) Remove the power outlet receptacle shell base
from the front of the instrument panel center bezel.
POWER OUTLET DOOR

(1) Insert a trim stick or another suitable wide
Fig. 16 Instrument Panel Center Bezel Remove/
flat-bladed tool between the side of the power outlet
Install
housing in the instrument panel center bezel and the
upper pivot area of the power outlet door. (3) Reverse the removal procedures to install.
(2) Pry gently against the upper pivot area of the Tighten the mounting screws to 2.2 N·m (20 in. lbs.).
power outlet door until the door pivot pin clears the
pivot receptacle in the instrument panel center bezel. GLOVE BOX
(3) Pull the power outlet door out of the power out-
let housing using a twisting motion. WARNING: ON VEHICLES EQUIPPED WITH AIR-
(4) To install the door, insert one of the pivot pins BAGS, REFER TO GROUP 8M - PASSIVE
into a pivot receptacle in the instrument panel center RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
bezel and twist the door gently until the pivot pin on STEERING WHEEL, STEERING COLUMN, OR
the opposite side of the door snaps into the other cen- INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
ter bezel pivot receptacle. SERVICE. FAILURE TO TAKE THE PROPER PRE-
INSTRUMENT PANEL CENTER BEZEL BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY cable.
STEERING WHEEL, STEERING COLUMN, OR (2) Drill out the two rivets that secure the glove
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR box hinge to the lower edge of the glove box module
SERVICE. FAILURE TO TAKE THE PROPER PRE- (Fig. 17).
NOTE: The rivets are used to ease assembly during GLOVE BOX HINGE
the manufacturing process, but do not require (1) Remove the glove box from the instrument
replacement following service. panel. See Glove Box in this group for the proce-
dures.
(2) Remove the screws that secure the glove box
hinge to the glove box inner door panel.
door.
GLOVE BOX BIN

door. See Glove Box Hinge in this group for the pro-
Fig. 17 Glove Box Remove/Install cedures.
(3) Remove the four screws that secure the glove (2) Remove the screws that secure each side of the
box hinge to the instrument panel armature. glove box bin to the glove box door.
(4) Release the glove box latch and remove the (3) Remove the glove box bin from the glove box
glove box from the glove box module. door.
GLOVE BOX COMPONENTS GLOVE BOX LATCH AND HANDLE

The glove box bezel is the only component of the (1) Remove the glove box bin from the glove box
glove box that can be serviced without glove box door. See Glove Box Bin in this group for the proce-
removal. All other components will require that the dures.
glove box be removed from the instrument panel. (2) Remove the two bezel screws, two latch screws,
and one handle screw from the glove box inner door
GLOVE BOX BEZEL panel.
(1) Open the glove box. (3) Remove the glove box inner door panel from
(2) Remove the two screws that secure the bezel to the glove box outer door panel.
the glove box near the top of the glove box inner door (4) Remove the screw that secures the glove box
panel (Fig. 18). latch and handle to the inside of the glove box outer
Fig. 18 Glove Box Components Fig. 19 Glove Box Latch and Handle Remove/Install
(3) Using a trim stick or another suitable wide (5) Remove the latch and handle from the glove
flat-bladed tool, gently pry the bezel away from the box door as a unit.
outside of the glove box door. There is double-faced (6) Reverse the removal procedures to install.
adhesive tape between the bezel and the outer door Tighten the mounting screws to 2.2 N·m (20 in. lbs.).
panel.
GLOVE BOX LOCK CYLINDER
(1) Remove the glove box latch and handle from
the glove box. See Glove Box Latch and Handle in
this group for the procedures.
(2) Insert the glove box key into the glove box lock
cylinder.
(3) Insert a small screwdriver into the retaining
tumbler release slot and depress the retaining tum-
bler (Fig. 20).

Fig. 20 Glove Box Lock Cylinder Remove/Install BAG DEPLOYMENT AND POSSIBLE PERSONAL
INJURY.
(4) Pull the lock cylinder out of the latch handle by
using a gentle twisting and pulling action on the key.
(5) Reverse the removal procedures to install. NOTE: Be sure when replacing the instrument
panel top pad that all airbag warning labels are in
COWL TOP TRIM PANEL place.
WARNING: ON VEHICLES EQUIPPED WITH AIR- (1) Disconnect and isolate the battery negative
BAGS, REFER TO GROUP 8M - PASSIVE cable.
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY (2) Remove the steering column opening cover and
STEERING WHEEL, STEERING COLUMN, OR knee blocker from the instrument panel. See Steering
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR Column Opening Cover and Knee Blocker in this
SERVICE. FAILURE TO TAKE THE PROPER PRE- group for the procedures.
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- (3) Remove the cluster bezel from the instrument
BAG DEPLOYMENT AND POSSIBLE PERSONAL panel. See Cluster Bezel in this group for the proce-
INJURY. dures.
(1) Disconnect and isolate the battery negative ment panel. See Glove Box Module in this group for
cable. the procedures.
(2) Using a trim stick or another suitable wide (5) Remove the cowl top trim panel from the
flat-bladed tool, gently pry the cowl top trim panel off instrument panel. See Cowl Top Trim Panel in this
of the instrument panel top pad (Fig. 21). group for the procedures.
(3) Pull the trim panel up far enough to access and (6) If the vehicle is so equipped, remove the screw
unplug the wire harness connector for the solar sen- that secures the auto headlamp light sensor/vehicle
sor, or to remove the solar sensor from the cowl top theft security system lamp to the top of the instru-
trim, if the vehicle is so equipped. ment panel near the defroster duct outlet, and move
(4) Remove the cowl top trim panel from the it far enough for clearance during removal of the
instrument panel. instrument panel top pad.
(5) Reverse the removal procedures to install. (7) Remove all of the screws that secure the perim-
eter of the instrument panel top pad to the instru-
INSTRUMENT PANEL TOP PAD ment panel armature.
(8) Remove the instrument panel top pad from the
WARNING: ON VEHICLES EQUIPPED WITH AIR- instrument panel armature.
(9) Reverse the removal procedures to install. (8) Remove the junction block from the mounting
Tighten the mounting screws to 2.2 N·m (20 in. lbs.). bracket on the right cowl side inner panel.
JUNCTION BLOCK Tighten the mounting screws to 2.2 N·m (20 in. lbs.).
WARNING: ON VEHICLES EQUIPPED WITH AIR- INSTRUMENT PANEL ASSEMBLY

RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY WARNING: ON VEHICLES EQUIPPED WITH AIR-
STEERING WHEEL, STEERING COLUMN, OR BAGS, REFER TO GROUP 8M - PASSIVE
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
SERVICE. FAILURE TO TAKE THE PROPER PRE- STEERING WHEEL, STEERING COLUMN, OR
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
BAG DEPLOYMENT AND POSSIBLE PERSONAL SERVICE. FAILURE TO TAKE THE PROPER PRE-
INJURY. CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
(1) Disconnect and isolate the battery negative INJURY.
cable.
(2) Remove the fuse access panel by unsnapping it (1) Disconnect and isolate the battery negative
from the right cowl side trim panel. cable.
(3) Remove the push nut that secures the right (2) Remove the steering column opening cover and
cowl side trim panel to the junction block stud (Fig. knee blocker from the instrument panel. See Steering
22). Column Opening Cover and Knee Blocker in this
(3) Remove the bolts that secure the lower instru-
ment panel reinforcement to the instrument panel
armature and remove the reinforcement (Fig. 23).
shrouds from the steering column. Refer to Group 19
- Steering for the procedures.
(5) Unplug all of the wire harness connectors from
the steering column-mounted components and
switches.
(6) Remove the three nuts that secure the steering
column toe plate to the dash panel at the base of the
steering column.
(7) Remove the two nuts that secure the steering
column mounting bracket to the studs on the steer-
ing column and brake pedal support. Lower the
steering column to the floor.
(8) Remove both cowl side trim panels. Refer to
Group 23 - Body for the procedures.
(9) Unplug the instrument panel to body wire har-
ness connector under the left end of the instrument
panel.
(10) Unplug the brake lamp switch wire harness
connector.
(4) Remove the two screws that secure the right (11) Unplug the instrument panel to heater-A/C
cowl side trim panel to the right front door opening housing vacuum harness connector (manual temper-
trim. ature control only) and wire harness connector
(5) Remove the right cowl side trim panel from the located under the passenger side end of the instru-
right cowl side inner panel. ment panel.
(6) Unplug all of the wire harness connectors from (12) Unplug the radio antenna coaxial cable con-
the junction block cavities. nector near the right cowl side panel.
(7) Remove the two screws that secure the junction (13) Unplug all of the instrument panel wire har-
block to the mounting bracket on the right cowl side ness connectors from the junction block on the right
inner panel. cowl side panel.
Fig. 23 Instrument Panel Assembly Remove/Install

(14) If the vehicle is so equipped, disconnect the (21) Remove the two bolts that secure the ends of
in-car temperature sensor aspirator hose at the cou- the instrument panel armature to the windshield
pling near the passenger side of the transmission fence.
floor tunnel. (22) Remove the four nuts that secure the top of
(15) On Left-Hand Drive (LHD) models only, the instrument panel armature to the studs on the
remove the ash receiver and remove the screw in the windshield fence.
back of the ash receiver housing that secures the (23) With the aid of an assistant, lift the instru-
instrument panel armature to the heater-A/C hous- ment panel off of the windshield fence studs and
ing. maneuver the assembly out of the vehicle through
(16) Pull back the floor carpet on the transmission the passenger side front door.
floor tunnel from the base of the instrument panel (24) Reverse the removal procedures to install.
center bezel and remove the two bolts that secure the Tighten the mounting hardware as follows:
instrument panel center bracket to the floor. • Instrument panel center bracket to floor pan
(17) Remove the two bolts that secure the instru- transmission tunnel fasteners - 28 N·m (250 in. lbs.)
ment panel center bracket to the driver side of the • Instrument panel to windshield fence bolts and
transmission floor tunnel. nuts - 12 N·m (105 in. lbs.)
(18) Remove the bolt that secures the instrument • Instrument panel to cowl side inner panel bolts -
panel armature to the steering column and brake 12 N·m (105 in. lbs.)
pedal support. • Instrument panel to steering column support
(19) Remove the two bolts that secure the ends of bolt - 12 N·m (105 in. lbs.).
the instrument panel armature to the cowl side inner
panels.
instrument panel. See Cowl Top Trim Panel in this
ZJ AUDIO SYSTEMS 8F - 1
AUDIO SYSTEMS
CONTENTS
page page
GENERAL INFORMATION RADIO FREQUENCY INTERFERENCE . . . . . . . . . 8

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 1 RADIO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
MEMORY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 1 REMOTE RADIO SWITCH . . . . . . . . . . . . . . . . . . 4
DESCRIPTION AND OPERATION SPEAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
ANTENNA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 REMOVAL AND INSTALLATION
BODY CONTROL MODULE . . . . . . . . . . . . . . . . . 2 AMPLIFIER . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
IGNITION-OFF DRAW FUSE . . . . . . . . . . . . . . . . 2 ANTENNA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
RADIO NOISE SUPPRESSION . . . . . . . . . . . . . . 3 RADIO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
RADIO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 REMOTE RADIO SWITCH . . . . . . . . . . . . . . . . . . 9
REMOTE RADIO SWITCH . . . . . . . . . . . . . . . . . . 2 SOUND BAR . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
SPEAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 SPEAKER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
DIAGNOSIS AND TESTING SPECIAL TOOLS
ANTENNA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 ANTENNA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
AUDIO SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 4
GENERAL INFORMATION sends messages to the PDM, the Memory Seat Module
(MSM), and the radio (if CCD data bus capable) on the
INTRODUCTION CCD data bus for memory recall.
Following are general descriptions of the major The CCD data bus network allows the sharing of
components used in both the standard and optional sensor information. This helps to reduce wire har-
factory-installed audio systems. Refer to 8W-47 Audio ness complexity, reduce internal controller hardware,
System in Group 8W - Wiring Diagrams for complete and reduce component sensor current loads. At the
circuit descriptions and diagrams. same time, this system provides increased reliability,
enhanced diagnostics, and allows the addition of
MEMORY SYSTEM many new feature capabilities.
An electronic memory system is an available option This group covers only the conventional diagnostic
on this model. The memory system is able to store and procedures for the audio system components. For
recall the driver side power seat positions (including diagnosis of the memory system, the use of a DRB
power lumbar and recliner positions), and both outside scan tool and the proper Diagnostic Procedures man-
power mirror positions for two drivers. For vehicles with ual are recommended. For additional information on
a radio connected to the Chrysler Collision Detection the features and functions of the memory system,
(CCD) data bus network, the memory system is also refer to the owner’s manual in the vehicle glove box.
able to store and recall ten radio station presets (includ-
ing last station tuned) for two drivers. The memory sys-
tem will automatically return to all of these settings
when the corresponding button (Driver 1 or 2) of the
RADIO
memory switch on the driver side front door trim panel
Available factory-installed radio receivers for this
is depressed, or when the doors are unlocked using the
model include an AM/FM/cassette (RAS sales code),
corresponding (Driver 1 or 2) Remote Keyless Entry
an AM/FM/cassette/5-band graphic equalizer with CD
(RKE) transmitter.
changer control feature (RBN sales code), or an
The Driver Door Module (DDM) receives hard-wired
AM/FM/CD/cassette/3-band graphic equalizer (RAZ
input from the memory set/select switch on the driver
sales code). All factory-installed radio receivers are
side front door trim panel. The DDM also receives mes-
stereo Electronically Tuned Radios (ETR), and
sages on the CCD data bus from the RKE receiver in
include an electronic digital clock function.
the Passenger Door Module (PDM) for the memory
All factory-installed radio receivers, except the
select function. The DDM processes these inputs and
RAS model, communicate on the Chrysler Collision
8F - 2 AUDIO SYSTEMS ZJ
Detection (CCD) data bus network through a sepa- functions and features included on the vehicle. The
rate two-way wire harness connector. The CCD data BCM contains a central processing unit and inter-
bus network allows the sharing of sensor informa- faces with other modules in the vehicle on the
tion. This helps to reduce wire harness complexity, Chrysler Collision Detection (CCD) data bus network.
internal controller hardware, and component sensor The CCD data bus network allows the sharing of
current loads. At the same time, this system provides sensor information. This helps to reduce wire har-
increased reliability, enhanced diagnostics, and ness complexity, reduce internal controller hardware,
allows the addition of many new feature capabilities. and reduce component sensor current loads. At the
Radios connected to the CCD data bus network in same time, this system provides increased reliability,
vehicles equipped with the optional Vehicle Informa- enhanced diagnostics, and allows the addition of
tion Center (VIC) have a clock synchronization fea- many new feature capabilities.
ture. The VIC clock display is automatically updated One of the functions and features that the BCM
to the setting shown on the radio clock through a supports and controls, is the remote radio switches
message sent on the CCD data bus by the radio. on vehicles so equipped. The BCM receives hard-
Refer to Group 8E - Instrument Panel Systems for wired resistor multiplexed inputs from the remote
more information on the VIC module. radio switches. The programming in the BCM allows
In addition, radios connected to the CCD data bus it to process those inputs and send the proper mes-
have several audio system functions that can be diag- sages to the radio over the CCD data bus to control
nosed using a DRB scan tool. Refer to the proper the radio volume, station seek, and preset station
Diagnostic Procedures manual for more information advance functions.
on DRB testing of the audio systems. The BCM is mounted under the driver side out-
The radio can only be serviced by an authorized board end of the instrument panel, behind the instru-
radio repair station. Refer to the latest Warranty Pol- ment panel support armature and below the
icies and Procedures manual for a current listing of outboard switch pod. Refer to Group 8E - Instrument
authorized radio repair stations. Panel Systems for the removal and installation pro-
For more information on radio features, setting cedures. For diagnosis of the BCM or the CCD data
procedures, and control functions refer to the owner’s bus, the use of a DRB scan tool and the proper Diag-
manual in the vehicle glove box. nostic Procedures manual are recommended. The
BCM can only be serviced by an authorized electronic
REMOTE RADIO SWITCH repair station. Refer to the latest Warranty Policies
A remote radio control switch option is available on and Procedures manual for a current listing of autho-
Grand Cherokee Limited models with the AM/FM/ rized electronic repair stations.
cassette/5-band graphic equalizer with CD changer
control feature (RBN sales code), or the AM/FM/CD/ IGNITION-OFF DRAW FUSE
cassette/3-band graphic equalizer (RAZ sales code) All vehicles are equipped with an Ignition-Off
radio receivers. Two rocker-type switches are Draw (IOD) fuse that is removed when the vehicle is
mounted on the back (instrument panel side) of the shipped from the factory. This fuse feeds various
steering wheel spokes. The switch on the left spoke is accessories that require battery current when the
the seek switch and has seek up, seek down, and preignition switch is in the Off position, including the
set station advance functions. The switch on the clock and radio station preset memory functions. The
right spoke is the volume control switch and has vol- fuse is removed to prevent battery discharge during
ume up, and volume down functions. vehicle storage.
These switches are resistor multiplexed units that When removing or installing the IOD fuse, it is
are hard-wired to the Body Control Module (BCM) important that the ignition switch be in the Off posi-
through the clockspring. The BCM sends the proper tion. Failure to place the ignition switch in the Off
messages on the Chrysler Collision Detection (CCD) position can cause the radio display to become scram-
data bus network to the radio receiver. For diagnosis bled when the IOD fuse is removed and replaced.
of the BCM or the CCD data bus, the use of a DRB Removing and replacing the IOD fuse again, with the
scan tool and the proper Diagnostic Procedures man- ignition switch in the Off position, will correct the
ual are recommended. For more information on the scrambled display condition.
operation of the remote radio switch controls, refer to The IOD fuse should be checked if the radio is
the owner’s manual in the vehicle glove box. inoperative. The IOD fuse is located in the Power
Distribution Center (PDC). Refer to the PDC label for
BODY CONTROL MODULE IOD fuse identification and location.
A Body Control Module (BCM) is used on this
model to control and integrate many of the electronic
SPEAKER RADIO NOISE SUPPRESSION
The only speaker system offered with the base Radio Frequency Interference (RFI) and Electro-
AM/FM/cassette radio receiver (RAS sales code) Magnetic Interference (EMI) noise suppression is
includes four full-range speakers, one mounted in accomplished primarily through circuitry internal to
each of the four doors. This is also the standard the radio receivers. These internal suppression
equipment speaker system offered with the AM/FM/ devices are only serviced as part of the radio receiver.
CD/cassette/3-band graphic equalizer (RAZ sales External suppression devices that are serviced, and
code). should be checked in the case of RFI or EMI noise
Optional for the RAZ sales code radio, and stan- complaints, include the following:
dard for all other radios (except RAS sales code) is • Radio antenna base ground
the Infinity Gold premium speaker and 120 watt • Radio chassis ground wire, strap, or bracket
amplifier package. This package uses an Infinity • Engine-to-body ground strap (if the vehicle is so
amplifier mounted on the floor beneath the rear seat equipped)
cushion on the driver side of the vehicle. The package • Cab-to-bed ground strap (if the vehicle is so
includes an Infinity coaxial full-range speaker equipped)
mounted in each rear door, an Infinity woofer • Heater core ground strap (if the vehicle is so
speaker mounted in each front door, and an Infinity equipped)
tweeter mounted at each outboard end of the instru- • Resistor-type spark plugs
ment panel top cover. • Radio suppression-type secondary ignition wir-
The standard equipment speaker system for the ing.
Limited Plus package is the Infinity Gold premium In addition, if the source of RFI or EMI noise is
speaker and 180 watt amplifier package. In addition identified as a component on the vehicle (i.e., gener-
to the increased amplifier output, this package adds ator, blower motor, etc.), the ground path for that
a sound bar mounted on the inside roof headliner, component should be checked. If excessive resistance
just forward of the liftgate opening. This package is found in that circuit, repair that circuit as
uses the same Infinity speakers as the 120 watt required before considering any component replace-
amplifier package in the front doors and the instrument.
ment panel, but uses Infinity woofers in the rear If the source of the noise is identified as two-way
doors. In addition, the sound bar houses two Infinity mobile radio or telephone equipment, check the
mid-range speakers and two Infinity tweeters, for a equipment installation for the following:
total of ten system speakers. • Power connections should be made directly to
the battery, and fused as closely to the battery as
ANTENNA possible.
All models use a fixed-length stainless steel rod- • The antenna should be mounted on the roof or
type antenna mast, installed on the right front toward the rear of the vehicle. Remember that mag-
fender of the vehicle. The antenna mast is connected netic antenna mounts on the roof panel can adversely
to the center wire of the coaxial antenna cable, and is affect the operation of an overhead console compass,
not grounded to any part of the vehicle. if the vehicle is so equipped.
To eliminate static, the antenna base must have a • The antenna cable should be fully shielded coax-
good ground. The coaxial antenna cable shield (the ial cable, should be as short as is practical, and
outer wire mesh of the cable) is grounded to the should be routed away from the factory-installed
antenna base and the radio chassis. vehicle wire harnesses whenever possible.
The antenna coaxial cable has an additional dis- • The antenna and cable must be carefully
connect, located near the right end of the instrument matched to ensure a low Standing Wave Ratio
panel at the right cowl side inner panel. This addi- (SWR).
tional disconnect allows the instrument panel assem- Fleet vehicles are available with an extra-cost RFI-
bly to be removed and installed without removing the suppressed Powertrain Control Module (PCM). This
radio. unit reduces interference generated by the PCM on
The factory-installed Electronically Tuned Radios some radio frequencies used in two-way radio com-
(ETRs) automatically compensate for radio antenna munications. However, this unit will not resolve com-
trim. Therefore, no antenna trimmer adjustment is plaints of RFI in the commercial AM or FM radio
required or possible when replacing the receiver or frequency ranges.
the antenna.
DIAGNOSIS AND TESTING (1) Check the fuse(s) in the junction block and the
Power Distribution Center (PDC). If OK, go to Step
AUDIO SYSTEM 2. If not OK, repair the shorted circuit or component
as required and replace the faulty fuse(s).
WARNING: ON VEHICLES EQUIPPED WITH AIR- (2) Check for battery voltage at the fuse in the
BAGS, REFER TO GROUP 8M - PASSIVE PDC. If OK, go to Step 3. If not OK, repair the open
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY circuit to the battery as required.
STEERING WHEEL, STEERING COLUMN, OR (3) Turn the ignition switch to the On position.
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR Check for battery voltage at the fuse in the junction
SERVICE. FAILURE TO TAKE THE PROPER PRE- block. If OK, go to Step 4. If not OK, repair the open
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- circuit to the ignition switch as required.
BAG DEPLOYMENT AND POSSIBLE PERSONAL (4) Turn the ignition switch to the Off position.
INJURY. Disconnect and isolate the battery negative cable.
Remove the radio, but do not unplug the radio wire
harness connectors. Check for continuity between the
RADIO radio chassis and a good ground. There should be
If the vehicle is equipped with remote radio continuity. If OK, go to Step 5. If not OK, repair the
switches located on the backs of the steering wheel open radio chassis ground circuit as required.
spokes, and the problem being diagnosed is related to (5) Connect the battery negative cable. Turn the
one of the symptoms listed below, be certain to check ignition switch to the On position. Check for battery
the remote radio switches and circuits as described voltage at the fused ignition switch output (accesso-
in this group, prior to attempting radio diagnosis or ry/run) circuit cavity of the left (gray) radio wire har-
repair. ness connector. If OK, go to Step 6. If not OK, repair
• Stations changing with no remote radio switch the open circuit as required.
input (6) Turn the ignition switch to the Off position.
• Radio memory presets not working properly Check for battery voltage at the fused B(+) circuit
• Volume changes with no remote radio switch cavity of the left (gray) radio wire harness connector.
input If OK, replace the faulty radio. If not OK, repair the
• Remote radio switch buttons taking on other open circuit to the Ignition-Off Draw (IOD) fuse as
functions required.
• CD player skipping tracks
• Remote radio switch inoperative. REMOTE RADIO SWITCH
8W-47 - Audio System in Group 8W - Wiring Dia- WARNING: ON VEHICLES EQUIPPED WITH AIR-
grams. BAGS, REFER TO GROUP 8M - PASSIVE
BAG DEPLOYMENT AND POSSIBLE PERSONAL (1) Disconnect and isolate the battery negative
INJURY. cable. Wait two minutes for the airbag system capac-
itor to discharge before further service.
(2) Remove the remote radio switch(es) from the
CAUTION: The speaker output of the radio is a steering wheel.
“floating ground” system. Do not allow any speaker
lead to short to ground, as damage to the radio
may result.
Audio System Diagnosis

NO AUDIO. 1. Fuse faulty. 1. Check radio fuses in junction block.
2. Radio connector faulty. Replace fuses, if required.
3. Wiring faulty. 2. Check for loose or corroded radio
4. Ground faulty. connector. Repair, if required.
5. Radio faulty. 3. Check for battery voltage at radio
6. Speakers faulty. connector. Repair wiring, if required.
4. Check for continuity between radio chassis
and a known good ground. There should be
continuity. Repair ground, if required.
5. Exchange or replace radio, if required.
6. See speaker diagnosis, in this group.
NO DISPLAY. 1. Fuse faulty. 1. Check radio fuses in junction block.
2. Radio connector faulty. Replace fuses, if required.
connector. Repair wiring, if required.
CLOCK WILL NOT 1. Fuse faulty. 1. Check ignition-off draw fuse. Replace
KEEP SET TIME. 2. Radio connector faulty. fuse, if required.
connector. Repair wiring, if required.
POOR RADIO 1. Antenna faulty. 1. See antenna diagnosis, in this group.
RECEPTION. 2. Ground faulty. Repair or replace antenna, if required.
3. Radio faulty. 2. Check for continuity between radio chassis
NO/POOR TAPE 1. Faulty tape. 1. Insert known good tape and test
OPERATION. 2. Foreign objects behind tape door. operation.
3. Dirty cassette tape head. 2. Remove foreign objects and test
4. Faulty tape deck. operation.
3. Clean head with Mopar Cassette Head
Cleaner.
NO COMPACT DISC 1. Faulty CD. 1. Insert known good CD and test operation.
OPERATION 2. Foreign material on CD. 2. Clean CD and test operation.
3. Condensation on CD or optics. 3. Allow temperature of vehicle interior to
4. Faulty CD player. stabilize and test operation.
(3) Use an ohmmeter to check the switch resis- (1) Turn the ignition switch to the On position.
tance as shown in the Remote Radio Switch Test Turn the radio on. Adjust the balance and fader con-
chart. trols to check the performance of each individual
speaker. Note the speaker locations that are not per-
Remote Radio Switch Test forming correctly. Go to Step 2.
Switch Position Resistance (2) Turn the radio off. Turn the ignition switch to
the Off position. Disconnect and isolate the battery
Volume Up 7320 Ohms negative cable. Remove the radio from the instru-
Volume Down 1210 Ohms ment panel. If the vehicle is equipped with the Infin-
Seek Up 4530 Ohms ity Gold speaker package, also unplug the wire
harness connectors at the amplifier. Check both the
Seek Down 2050 Ohms
speaker feed (+) circuit and return (–) circuit cavities
Pre-Set Station Advance 10 Ohms for the inoperative speaker location(s) at the radio
wire harness connectors for continuity to ground. In
(4) If the switch resistance checks OK, go to Step each case, there should be no continuity. If OK, go to
5. If not OK, replace the faulty switch. Step 3. If not OK, repair the shorted speaker cir-
(5) Check for continuity between the ground circuit(s) as required.
cuit cavity of the switch wire harness connector and (3) If the vehicle is equipped with the Infinity Gold
a good ground. There should be continuity. If OK, go speaker package, go to Step 6. If the vehicle is
to Step 6. If not OK, repair the open circuit as equipped with the standard speaker system, check
required. the resistance between the speaker feed (+) circuit
(6) Unplug the 24-way white wire harness connec- and return (–) circuit cavities of the radio wire har-
tor from the Body Control Module (BCM). Check for ness connectors for the inoperative speaker loca-
continuity between the radio control mux circuit cav- tion(s). The meter should read between 3 and 8 ohms
ity of the remote radio switch wire harness connector (speaker resistance). If OK, go to Step 4. If not OK,
and a good ground. There should be no continuity. If go to Step 5.
OK, go to Step 7. If not OK, repair the short circuit (4) Install a known good radio. Connect the bat-
as required. tery negative cable. Turn the ignition switch to the
(7) Check for continuity between the radio control On position. Turn on the radio and test the speaker
mux circuit cavities of the remote radio switch wire operation. If OK, replace the faulty radio. If not OK,
harness connector and the BCM wire harness connec- turn the radio off, turn the ignition switch to the Off
tor. There should be continuity. If OK, refer to the position, disconnect and isolate the battery negative
proper Diagnostic Procedures manual to test the cable, remove the test radio, and go to Step 5.
BCM and the CCD data bus. If not OK, repair the (5) Unplug the speaker wire harness connector at
open circuit as required. the inoperative speaker. Check for continuity
between the speaker feed (+) circuit cavities of the
SPEAKER radio wire harness connector and the speaker wire
For circuit descriptions and diagrams, refer to harness connector. Repeat the check between the
8W-47 - Audio System in Group 8W - Wiring Dia- speaker return (–) circuit cavities of the radio wire
grams. harness connector and the speaker wire harness con-
nector. In each case, there should be continuity. If
OK, replace the faulty speaker. If not OK, repair the
open circuit(s) as required.
(6) For each inoperative speaker location, check for
continuity between the speaker feed (+) circuit cavi-
ties of the radio wire harness connectors and the
amplifier wire harness connectors. Repeat the check
for each inoperative speaker location between the
speaker return (–) circuit cavities of the radio wire
INJURY.
harness connectors and the amplifier wire harness
connectors. In each case, there should be continuity.
CAUTION: The speaker output of the radio is a If OK, go to Step 7. If not OK, repair the open circuit
“floating ground” system. Do not allow any speaker as required.
lead to short to ground, as damage to the radio (7) Check for continuity between the two ground
may result. circuit cavities of the amplifier wire harness connec-
tor and a good ground. There should be continuity. If
OK, go to Step 8. If not OK, repair the open circuit(s) BAG DEPLOYMENT AND POSSIBLE PERSONAL
as required. INJURY.
(8) Check the amplifier fuse in the junction block.
If OK, go to Step 9. If not OK, repair the shorted cir- The following four tests are used to diagnose the
cuit or component as required and replace the faulty antenna with an ohmmeter:
fuse. • Test 1 - Mast to ground test
(9) Install the radio. Connect the battery negative • Test 2 - Tip-of-mast to tip-of-conductor test
cable. Check for battery voltage at the amplifier fuse • Test 3 - Body ground to battery ground test
in the junction block. If OK, go to Step 10. If not OK, • Test 4 - Body ground to coaxial shield test.
repair the open circuit to the PDC as required. The ohmmeter test lead connections for each test
(10) Check for battery voltage at the two fused are shown in Antenna Tests (Fig. 1).
B(+) circuit cavities of the amplifier wire harness
connector. If OK, go to Step 11. If not OK, repair the NOTE: This model has a two-piece antenna coaxial
open circuit to the fuse in the junction block as cable. Tests 2 and 4 must be conducted in two
required. steps to isolate a coaxial cable problem; from the
(11) Turn the ignition switch to the On position. coaxial cable connection under the right end of the
Turn the radio on. Check for battery voltage at the instrument panel near the right cowl side panel to
radio 12 volt output circuit cavity of the amplifier the antenna base, and then from the coaxial cable
wire harness connector. If OK, go to Step 12. If not connection to the radio chassis connection.
OK, repair the open circuit to the radio as required.
(12) Turn the radio off. Turn the ignition switch to
the Off position. Disconnect and isolate the battery
negative cable. For each inoperative speaker location,
check both the amplified feed (+) circuit and the
amplified return (–) circuit cavities of the amplifier
wire harness connectors for continuity to ground. In
each case there should be no continuity. If OK, go to
Step 13. If not OK, repair the short circuit as
required.
(13) For each inoperative speaker location, check
the resistance between the amplified feed (+) circuit
and the amplified return (–) circuit cavities of the
amplifier wire harness connectors. The meter should
read between 3 and 8 ohms (speaker resistance). If
OK, replace the faulty amplifier. If not OK, go to
Step 14.
(14) Unplug the speaker wire harness connector at
the inoperative speaker. Check for continuity
between the amplified feed (+) circuit cavities of the
speaker wire harness connector and the amplifier
wire harness connector. Repeat the check between Fig. 1 Antenna Tests
the amplified return (–) circuit cavities of the speaker TEST 1
wire harness connector and the amplifier wire har- Test 1 determines if the antenna mast is insulated
ness connector. In each case there should be continu- from the base. Proceed as follows:
ity. If OK, replace the faulty speaker. If not OK, (1) Unplug the antenna coaxial cable connector
repair the open circuit as required. from the radio chassis and isolate.
(2) Connect one ohmmeter test lead to the tip of
ANTENNA the antenna mast. Connect the other test lead to the
antenna base. Check for continuity.
WARNING: ON VEHICLES EQUIPPED WITH AIR- (3) There should be no continuity. If continuity is
BAGS, REFER TO GROUP 8M - PASSIVE found, replace the faulty or damaged antenna base
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY and cable assembly.
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR TEST 2
SERVICE. FAILURE TO TAKE THE PROPER PRE- Test 2 checks the antenna for an open circuit as
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- follows:
(1) Unplug the antenna coaxial cable connector • Radio ground
from the radio chassis. • Body-to-engine braided ground strap (if the vehi-
(2) Connect one ohmmeter test lead to the tip of cle is so equipped).
the antenna mast. Connect the other test lead to the Clean, tighten, or repair the connections as
center pin of the antenna coaxial cable connector. required.
(3) Continuity should exist (the ohmmeter should Also inspect the following secondary ignition sys-
only register a fraction of an ohm). High or infinite tem components, as described in Group 8D - Ignition
resistance indicates damage to the base and cable Systems:
assembly. Replace the faulty base and cable, if • Spark plug wire routing and condition
required. • Distributor cap and rotor
• Ignition coil
TEST 3 • Spark plugs.
Test 3 checks the condition of the vehicle body Reroute the spark plug wires or replace the faulty
ground connection. This test should be performed components as required.
with the battery positive cable removed from the bat-
tery. Disconnect both battery cables, the negative
cable first. Reconnect the battery negative cable and REMOVAL AND INSTALLATION
perform the test as follows:
(1) Connect one ohmmeter test lead to the vehicle RADIO
fender. Connect the other test lead to the battery
negative post. WARNING: ON VEHICLES EQUIPPED WITH AIR-
(2) The resistance should be less than one ohm. BAGS, REFER TO GROUP 8M - PASSIVE
(3) If the resistance is more than one ohm, check RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
the braided ground strap connected to the engine and STEERING WHEEL, STEERING COLUMN, OR
the vehicle body for being loose, corroded, or dam- INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
aged. Repair the ground strap connection, if required. SERVICE. FAILURE TO TAKE THE PROPER PRE-
TEST 4 BAG DEPLOYMENT AND POSSIBLE PERSONAL
Test 4 checks the condition of the ground between INJURY.
the antenna base and the vehicle body as follows:
(1) Connect one ohmmeter test lead to the vehicle (1) Disconnect and isolate the battery negative
fender. Connect the other test lead to the outer crimp cable.
on the antenna coaxial cable connector. (2) Using a trim stick or another suitable wide
(2) The resistance should be less then one ohm. flat-bladed tool, gently pry around the perimeter
(3) If the resistance is more then one ohm, clean edges of both instrument panel switch pod bezels to
and/or tighten the antenna base to fender mounting release the snap clip retainers. Remove both bezels
hardware. from the instrument panel.
(3) Remove the ten screws that secure the cluster
RADIO FREQUENCY INTERFERENCE bezel to the instrument panel (Fig. 2).

INJURY.
Inspect the ground connections at the following: Fig. 2 Cluster Bezel Screws Remove/Install
• Blower motor (4) Pull the cluster bezel rearward and move it to
• Electric fuel pump the outboard side of the steering wheel to remove it
• Generator from the instrument panel.
• Ignition module (5) Remove the two screws that secure the radio
• Wiper motor face plate to the instrument panel (Fig. 3).
• Antenna coaxial ground
cable. Wait two minutes for the airbag system capac-
itor to discharge before further service.
(2) From the underside of the steering wheel,
remove the three screws that secure the driver side
airbag module to the steering wheel (Fig. 5).
Fig. 3 Radio Remove/Install

(6) Pull the radio out from the instrument panel
far enough to access the wire harness connectors and
the antenna coaxial cable connector (Fig. 4).
Fig. 5 Driver Side Airbag Module Remove/Install

(3) Pull the airbag module away from the steering
wheel far enough to access the wire harness connec-
tors on the back of the airbag module.
(4) Unplug the airbag module and horn switch
wire harness connectors from the back of the airbag
module.
(5) Remove the driver side airbag module from the
vehicle.
(6) Remove the screws that secure the vehicle
speed control switches to the steering wheel, and
Fig. 4 Radio Connections lower the switches from the steering wheel spokes
(7) Unplug the wire harness connectors and the (Fig. 6).
antenna coaxial cable connector from the rear of the
radio.
(8) If the vehicle is so equipped, remove the screw
that secures the ground strap to the radio chassis.
(9) Remove the radio from the instrument panel.
Tighten the radio mounting screws to 5 N·m (45 in.
lbs.). Tighten the cluster bezel mounting screws to
2.2 N·m (20 in. lbs.).
REMOTE RADIO SWITCH

RESTRAINT SYSTEMS BEFORE ATTEMPTING
ANY STEERING WHEEL, STEERING COLUMN,
OR INSTRUMENT PANEL COMPONENT DIAG-
NOSIS OR SERVICE. FAILURE TO TAKE THE Fig. 6 Vehicle Speed Control Switches Remove/
PROPER PRECAUTIONS COULD RESULT IN Install
ACCIDENTAL AIRBAG DEPLOYMENT AND POS-
SIBLE PERSONAL INJURY.
(7) Remove the two screws that secure the remote
radio switch to the steering wheel spoke (Fig. 7).
Fig. 7 Remote Radio Switches Remove/Install

Fig. 8 Amplifier Remove/Install
remote radio switch. BAG DEPLOYMENT AND POSSIBLE PERSONAL
(9) Remove the remote radio switch from the steer- INJURY.
ing wheel.
cable.
Tighten the airbag module mounting screws to 10.2
N·m (90 in. lbs.).
AMPLIFIER
cable.
(2) Disengage the left rear seat cushion latch by
pulling upward on the release strap. Tilt the seat
cushion forward.
(3) Lift the carpeting in the under-seat area as
required to access the amplifier.
(4) Unplug the two wire harness connectors from
the amplifier.
(5) Remove the three screws that secure the ampli-
fier to the floor panel (Fig. 8).
(6) Remove the amplifier from the floor panel.
Tighten the amplifier mounting screws to 2.8 N·m
(25 in. lbs.).
SPEAKER Fig. 9 Cowl Top Trim Remove/Install

INSTRUMENT PANEL unplug the wire harness connector for the solar sen-
instrument panel.
(5) Unplug the speaker wire harness connector.
(6) Remove the two screws that secure the speaker
to the instrument panel (Fig. 10).
(5) Remove the trim cap and screw at the upper
front corner of the front door trim panel.
(6) Remove the screw located above the front door
speaker grille on the front door trim panel.
flat-bladed tool, gently pry the front door trim panel
away from the door around the perimeter to release
the trim panel retainers.
NOTE: To aid in the removal of the trim panel, start

at the bottom of the panel.
(8) Pull the front door trim panel away from the
inner door panel far enough to access and unplug the
wire harness connectors from the door module and, if
the vehicle is so equipped, from the front door cour-
Fig. 10 Instrument Panel Speaker Remove/Install tesy lamp.
(7) Remove the speaker from the instrument speaker to the lower front corner of the inner door
panel. panel (Fig. 12).
Tighten the speaker mounting screws to 1.1 N·m (10
in. lbs.).
FRONT DOOR
cable.
(2) Remove the bezel near the inside door latch
release handle by inserting a straight-bladed screw-
driver in the notched end of the bezel and prying
gently upwards.
(3) Remove the screw located beneath the bezel
that secures the front door trim panel to the inner
Fig. 12 Front Door Speaker Remove/Install

(10) Pull the speaker away from the inner door
panel far enough to access and unplug the speaker
wire harness connector.
(11) Remove the speaker from the door.
Tighten the hardware as follows:
Fig. 11 Front Door Trim Panel Remove/Install • Speaker mounting screws - 1.1 N·m (10 in. lbs.)
• Trim panel mounting screws - 1.3 N·m (12 in.
(4) Remove the trim cap and screw near the rear
lbs.).
of the front door armrest.
REAR DOOR
cable.
gently upwards.
that secures the rear door trim panel to the inner
Fig. 14 Rear Door Speaker Remove/Install

SOUND BAR
TWEETER
Fig. 13 Rear Door Trim Panel Remove/Install (1) Remove the sound bar from the vehicle. See
(4) Remove the trim cap and screw near the rear Sound Bar in this group for the procedures.
of the rear door armrest. (2) Unplug the sound bar wire harness connector
(5) Using a trim stick or another suitable wide from the tweeter.
flat-bladed tool, gently pry the rear door trim panel (3) From the inside of the sound bar, use a pair of
away from the door around the perimeter to release side cutters to cut and remove the push-nut type
the trim panel retainers. retainer that secures the tweeter to the sound bar
(Fig. 15).
NOTE: To aid in the removal of the trim panel, start (4) From the inside of the sound bar, push the
at the bottom of the panel. tweeter out of the mounting hole.
(6) Pull the rear door trim panel away from the Always use a new push-nut retainer to secure the
inner door panel far enough to access and unplug the tweeter in the sound bar.
wire harness connector from the power window
switch. WOOFER
(7) Remove the three screws that secure the (1) Remove the sound bar from the vehicle. See
speaker to the lower front corner of the inner door Sound Bar in this group for the procedures.
panel (Fig. 14). (2) Unplug the sound bar wire harness connector
(8) Pull the speaker away from the inner door from the woofer.
panel far enough to access and unplug the speaker (3) From the inside of the sound bar, straighten
wire harness connector. the four tabs that secure the speaker grille to the
(9) Remove the speaker from the door. sound bar (Fig. 15).
(10) Reverse the removal procedures to install. (4) From the outside of the sound bar, gently
Tighten the hardware as follows: remove the speaker grille.
• Speaker mounting screws - 1.1 N·m (10 in. lbs.) (5) Carefully drill out the four rivets that secure
• Trim panel mounting screws - 1.3 N·m (12 in. the woofer to the sound bar.
lbs.). (6) Remove the woofer from the sound bar.
Always use new rivets installed from the inside of
the sound bar to secure the woofer.
(3) Remove the four screws that secure each end of
the sound bar to the rear roof rail reinforcements.
(4) Use a straight-bladed screw driver to unscrew
the push nut that secures the center of the sound bar
to the sound bar bracket stud.
(5) Lower the sound bar far enough to access and
unplug the wire harness connector near the right end
of the sound bar.
(6) Remove the sound bar from the vehicle.
When installing the sound bar, push the push nut
through the center sound bar mounting hole onto the
mounting stud using finger pressure. Be certain that
a spacer is in place on each of the four mounting
screws between the sound bar and the rear roof rail
reinforcements. Tighten the mounting screws to 1.7
N·m (15 in. lbs.).
ANTENNA
Fig. 15 Sound Bar Speakers Remove/Install RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
SOUND BAR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
(1) Disconnect and isolate the battery negative SERVICE. FAILURE TO TAKE THE PROPER PRE-
cable. CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
(2) Gently pry at the perimeter edges of each of BAG DEPLOYMENT AND POSSIBLE PERSONAL
the two snap-fit screw covers located on each end of INJURY.
the sound bar to uncover the screw heads (Fig. 16).
cable.
(2) Remove the right front fender inner liner. Refer
to Front Fender in Group 23 - Body for the proce-
dures.
(3) Unscrew the antenna mast from the antenna
body (Fig. 17).
Fig. 16 Sound Bar Remove/Install

Fig. 17 Antenna Mast Remove/Install - Typical
(4) Remove the antenna cap nut and adapter using
an antenna nut wrench (Special Tool C-4816) (Fig.
18).
Fig. 18 Antenna Cap Nut and Adapter Remove/

Install - Typical Fig. 20 Right Cowl Side Trim Panel Remove/Install
(5) Lower the antenna body and cable assembly (8) Remove the two screws that secure the right
through the top of the fender far enough to access cowl side trim panel to the right front door opening
the antenna body by reaching up into the rear of the trim.
right front fender wheel housing (Fig. 19). (9) Remove the right cowl side trim panel from the
right cowl side inner panel.
(10) Reach under the right end of the instrument
panel to unplug the coaxial cable connector near the
junction block. Unplug the connector by pulling it
apart while twisting the metal connector halves (Fig.
21). Do not pull on the cable.
Fig. 19 Antenna Body and Cable Remove/Install

(6) Remove the fuse access panel by unsnapping it
from the right cowl side trim panel.
(7) Remove the push nut that secures the right
cowl side trim panel to the junction block stud (Fig.
20).
Fig. 21 Antenna Coaxial Cable Connector - Typical
(11) Reach up into the rear of the right front SPECIAL TOOLS
fender wheel housing to disengage the coaxial cable
grommet from the hole in the right cowl side outer ANTENNA
panel.
(12) Pull the coaxial cable out through the right
cowl side outer panel.
(13) Remove the antenna body and cable from the
vehicle.
Tighten the antenna cap nut to 8 N·m (70 in. lbs.).
Tighten the antenna mast to 3.3 N·m (30 in. lbs.).
Antenna Nut Wrench C-4816

ZJ HORN SYSTEMS 8G - 1
HORN SYSTEMS
CONTENTS
page page
GENERAL INFORMATION HORN SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . 3

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 1 HORN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
BODY CONTROL MODULE . . . . . . . . . . . . . . . . . 1 HORN RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
HORN RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 HORN SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . 4
HORN SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . 1 HORN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
HORN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
HORN RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
GENERAL INFORMATION HORN SWITCH

A center-blow, resistive membrane-type horn
INTRODUCTION switch is installed on the back side of the driver side
Following are general descriptions of the major airbag module trim cover in the center of the steer-
components in the factory-installed horn systems. ing wheel. When the center area of the airbag trim
Refer to 8W-41 - Horns/Cigar Lighter in Group 8W - cover is depressed, the horn switch completes a cir-
Wiring Diagrams for complete circuit descriptions cuit to ground for the coil side of the horn relay. The
and diagrams. steering wheel and steering column must be properly
grounded for the horn switch to function.
The horn switch is only serviced as a part of the
DESCRIPTION AND OPERATION airbag module trim cover. If the horn switch should
fail, or if the airbag is deployed, the airbag module
HORN RELAY trim cover and horn switch must be replaced as a
The horn relay is a International Standards Orga- unit.
nization (ISO) micro-relay. The terminal designations
and functions are the same as a conventional ISO HORN
relay. However, the micro-relay terminal orientation Dual-note, electromagnetic diaphragm-type horns
(or footprint) is different, current capacity is lower, are standard equipment on this model. The horns are
and the relay case dimensions are smaller than those secured next to each other on a bracket beneath the
of the conventional ISO relay. right radiator closure extension panel and forward of
The horn relay is a electromechanical device that the right front inner wheelhouse.
switches battery current to the horn when the horn The horns are connected in parallel. Both horns
switch grounds the relay coil. See the Diagnosis and are grounded through their wire harness connector
Testing section of this group for more information on and circuit to an eyelet bolted to the right inner
the operation of the horn relay. fender shield near the Power Distribution Center
The horn relay is located in the Power Distribution (PDC), and they receive battery feed through the
Center (PDC), in the engine compartment. Refer to closed contacts of the horn relay.
the PDC label for relay identification and location. The horns cannot be repaired or adjusted and, if
If a problem is encountered with a continuously faulty or damaged, they must be replaced.
sounding horn, it can usually be quickly resolved by
removing the horn relay from the PDC until further BODY CONTROL MODULE
diagnosis is completed. A Body Control Module (BCM) is used on this
The horn relay cannot be repaired and, if faulty or model to control and integrate many of the electronic
damaged, it must be replaced. functions and features included on the vehicle. The
BCM contains a central processing unit and inter-
faces with other modules in the vehicle on the
Chrysler Collision Detection (CCD) data bus network.
8G - 2 HORN SYSTEMS ZJ
The CCD data bus network allows the sharing of no continuity between terminals 87 and 30. If OK, go
sensor information. This helps to reduce wire har- to Step 2. If not OK, replace the faulty relay.
ness complexity, reduce internal controller hardware, (2) Resistance between terminals 85 and 86 (elec-
and reduce component sensor current loads. At the tromagnet) should be 75 6 5 ohms. If OK, go to Step
same time, this system provides increased reliability, 3. If not OK, replace the faulty relay.
enhanced diagnostics, and allows the addition of (3) Connect a battery to terminals 85 and 86.
many new feature capabilities. There should now be continuity between terminals
The horn system is one of the outputs of the BCM. 30 and 87, and no continuity between terminals 87A
The BCM is programmed to energize or de-energize and 30. If OK, see the Relay Circuit Test in this
the horn relay in response to certain inputs from the group. If not OK, replace the faulty relay.
Vehicle Theft Security System (VTSS) and the
Remote Keyless Entry (RKE) system. Refer to Group
8P - Power Lock Systems for more information on the
RKE system. Refer to Group 8Q - Vehicle Theft/Secu-
rity Systems for more information on the VTSS.
The BCM is mounted under the driver side out-
ment panel support armature and below the
outboard switch pod. Refer to Group 8E - Instrument
Panel Systems for the removal and installation pro-
cedures. For diagnosis of the BCM or the CCD data
bus, the use of a DRB scan tool and the proper Diag-
nostic Procedures manual are recommended. The
repair station. Refer to the latest Warranty Policies
and Procedures manual for a current listing of autho-
rized electronic repair stations.
Fig 1. Horn Relay
RELAY CIRCUIT TEST
DIAGNOSIS AND TESTING (1) The relay common feed terminal cavity (30) is
connected to battery voltage and should be hot at all
HORN RELAY times. If OK, go to Step 2. If not OK, repair the open
For circuit descriptions and diagrams, refer to circuit to the PDC fuse as required.
8W-41 - Horns/Cigar Lighter in Group 8W - Wiring (2) The relay normally closed terminal (87A) is
Diagrams. connected to terminal 30 in the de-energized position,
WARNING: ON VEHICLES EQUIPPED WITH AIR- (3) The relay normally open terminal (87) is con-
BAGS, REFER TO GROUP 8M - PASSIVE nected to the common feed terminal (30) in the ener-
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY gized position. This terminal supplies battery voltage
STEERING WHEEL, STEERING COLUMN, OR to the horn(s). There should be continuity between
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR the cavity for relay terminal 87 and the horn relay
SERVICE. FAILURE TO TAKE THE PROPER PRE- output circuit cavity of each horn wire harness con-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- nector at all times. If OK, go to Step 4. If not OK,
BAG DEPLOYMENT AND POSSIBLE PERSONAL repair the open circuit to the horn(s) as required.
INJURY. (4) The coil battery terminal (86) is connected to
the electromagnet in the relay. It is connected to bat-
RELAY TEST tery voltage and should be hot at all times. Check for
The horn relay (Fig. 1) is located in the Power Dis- battery voltage at the cavity for relay terminal 86. If
tribution Center (PDC) in the engine compartment. OK, go to Step 5. If not OK, repair the open circuit to
Refer to the PDC label for horn relay identification the PDC fuse as required.
and location. (5) The coil ground terminal (85) is connected to
Remove the horn relay from the PDC as described the electromagnet in the relay. It is grounded
in this group to perform the following tests: through the horn switch when the horn switch is
(1) A relay in the de-energized position should depressed. It can also be grounded by the Body Con-
have continuity between terminals 87A and 30, and trol Module (BCM) in response to inputs from the
Vehicle Theft Security System (VTSS) or the Remote
Keyless Entry (RKE) system. Check for continuity to
ZJ HORN SYSTEMS 8G - 3
ground at the cavity for relay terminal 85. There (7) Depress the center of the airbag module trim
should be continuity with the horn switch depressed, cover and check for continuity between the horn
and no continuity with the horn switch released. If switch feed wire and the horn switch ground wire on
not OK, see the diagnosis for the Horn Switch in this the airbag module. There should now be continuity. If
group. not OK, replace the faulty horn switch.
HORN SWITCH HORN

For circuit descriptions and diagrams, refer to For circuit descriptions and diagrams, refer to
8W-41 - Horns/Cigar Lighter in Group 8W - Wiring 8W-41 - Horns/Cigar Lighter in Group 8W - Wiring
Diagrams. Diagrams.
(1) Unplug the horn wire harness connectors. Mea-
WARNING: ON VEHICLES EQUIPPED WITH AIR- sure the resistance between the ground circuit cavity
BAGS, REFER TO GROUP 8M - PASSIVE of the horn wire harness connectors and a good
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY ground. There should be no measurable resistance. If
STEERING WHEEL, STEERING COLUMN, OR OK, go to Step 2. If not OK, repair the circuit to
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR ground as required.
SERVICE. FAILURE TO TAKE THE PROPER PRE- (2) With the horn wire harness connectors still
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- unplugged, depress the horn switch. There should be
BAG DEPLOYMENT AND POSSIBLE PERSONAL battery voltage at the horn relay output circuit cavity
INJURY. of the horn wire harness connectors. If OK, replace
the faulty horn(s). If not OK, repair the open circuit
(1) Disconnect and isolate the battery negative to the horn relay as required.
cable. Remove the steering column opening cover/
knee blocker from the instrument panel. Refer to
Steering Column Opening Cover and Knee Blocker in REMOVAL AND INSTALLATION
Group 8E - Instrument Panel Systems for the proce-
dures. HORN RELAY
(2) Check for continuity between the metal steer- (1) Disconnect and isolate the battery negative
ing column jacket and a good ground. There should cable.
be continuity. If OK, go to Step 3. If not OK, refer to (2) Remove the cover from the Power Distribution
Steering Column in Group 19 - Steering for the Center (PDC) (Fig. 2).
proper installation of the steering column mounting
hardware.
steering wheel. Refer to Airbag Module in Group 8M
- Passive Restraint Systems for the procedures.
Unplug the horn switch wire harness connectors
from the airbag module.
(4) Unplug the Body Control Module (BCM) wire
harness connector B (white). Unplug the horn relay
from the Power Distribution Center (PDC). Check for
continuity between the steering column half of the
horn switch feed wire harness connector and a good
ground. There should be no continuity. If OK, go to
Step 5. If not OK, repair the short circuit as
required.
(5) Check for continuity between the steering col-
umn half of the horn switch feed wire harness con- Fig. 2 Power Distribution Center
nector and the horn relay control circuit cavity for
the horn relay in the PDC. There should be continu- (3) Refer to the label on the PDC for horn relay
ity. If OK, go to Step 6. If not OK, repair the open identification and location.
circuit as required. (4) Unplug the horn relay from the PDC.
(6) Check for continuity between the horn switch (5) Install the horn relay by aligning the relay ter-
feed wire and the horn switch ground wire on the minals with the cavities in the PDC and pushing the
airbag module. There should be no continuity. If OK, relay firmly into place.
go to Step 7. If not OK, replace the faulty horn (6) Install the PDC cover.
switch. (7) Connect the battery negative cable.
8G - 4 HORN SYSTEMS ZJ
(8) Test the relay operation.
HORN SWITCH
WARNING: ON VEHICLES EQUIPPED WITH A
DRIVER SIDE AIRBAG, THE HORN SWITCH IS INTE-
GRAL TO THE AIRBAG MODULE TRIM COVER.
SERVICE OF THIS COMPONENT SHOULD BE PER-
FORMED ONLY BY CHRYSLER-TRAINED AND
AUTHORIZED DEALER SERVICE TECHNICIANS.
FAILURE TO TAKE THE PROPER PRECAUTIONS
OR TO FOLLOW THE PROPER PROCEDURES
COULD RESULT IN ACCIDENTAL, INCOMPLETE, OR
IMPROPER AIRBAG DEPLOYMENT AND POSSIBLE
PERSONAL INJURY. REFER TO DRIVER SIDE AIR-
BAG TRIM COVER AND HORN SWITCH IN GROUP
8M - PASSIVE RESTRAINT SYSTEMS FOR THE
SERVICE PROCEDURES.
Fig. 3 Horns Remove/Install

HORN
(1) Disconnect and isolate the battery negative (6) Remove the horns and mounting bracket from
cable. the vehicle.
(2) Raise and support the vehicle. (7) Reverse the removal procedures to install.
(3) Remove the radiator lower air deflector. Refer Tighten the horn mounting bracket screw to 28 N·m
to Group 7 - Cooling System for the procedures. (250 in. lbs.).
(4) Unplug the wire harness connectors from the
horns (Fig. 3).
(5) Remove the screw that secures the horn
mounting bracket to the radiator closure extension
panel.
ZJ SPEED CONTROL SYSTEM 8H - 1
SPEED CONTROL SYSTEM

CONTENTS
page page
GENERAL INFORMATION SPEED CONTROL SET . . . . . . . . . . . . . . . . . . . 4

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 1 ROAD TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
DESCRIPTION AND OPERATION SPEED CONTROL SERVO . . . . . . . . . . . . . . . . . . 3
POWERTRAIN CONTROL MODULE . . . . . . . . . . 2 SPEED CONTROL SWITCHES . . . . . . . . . . . . . . 3
SERVO CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . 2 STOP LAMP SWITCH . . . . . . . . . . . . . . . . . . . . . 3
SPEED CONTROL SERVO . . . . . . . . . . . . . . . . . . 1 VACUUM SUPPLY TEST . . . . . . . . . . . . . . . . . . . 3
SPEED CONTROL SOLENOID CIRCUITS . . . . . . 1 VEHICLE SPEED SENSOR . . . . . . . . . . . . . . . . . 3
SPEED CONTROL SWITCHES . . . . . . . . . . . . . . 1 REMOVAL AND INSTALLATION
STOP LAMP SWITCH . . . . . . . . . . . . . . . . . . . . . 2 SERVO CABLE . . . . . . . . . . . . . . . . . . . . . . . . . . 6
VACUUM RESERVOIR . . . . . . . . . . . . . . . . . . . . 2 SPEED CONTROL SERVO . . . . . . . . . . . . . . . . . . 4
VEHICLE SPEED SENSOR . . . . . . . . . . . . . . . . . 2 SPEED CONTROL SWITCHES . . . . . . . . . . . . . . 5
DIAGNOSIS AND TESTING STOP LAMP SWITCH . . . . . . . . . . . . . . . . . . . . . 6
ON-BOARD DIAGNOSTIC TEST FOR VACUUM RESERVOIR . . . . . . . . . . . . . . . . . . . . 6
SPEED CONTROL SYSTEM . . . . . . . . . . . . . . . 2 SPECIFICATIONS
OVERSHOOT/UNDERSHOOT FOLLOWING TORQUE CHART . . . . . . . . . . . . . . . . . . . . . . . . . 7
GENERAL INFORMATION vent solenoid and “duty-cycles” the vacuum solenoid

to open the throttle and bring the vehicle up to tar-
INTRODUCTION get speed. When the vehicle is at target speed, it will
The vehicle speed control system is electronically actuate the vent solenoid with the vacuum solenoid
controlled and vacuum operated. The system is de-activated to maintain the vehicle at target speed.
designed to operate between approximately 35 and When the vehicle is above target speed, the PCM will
85 mph (56 and 137 km/h). Following are general “duty-cycle” the vent solenoid with the vacuum sole-
descriptions of the major components in the speed noid still de-activated to close the throttle to return
control system. For diagnosis of the entire speed con- to target speed.
trol system, refer to the appropriate Powertrain
Diagnostic Procedures service manual and the DRB SPEED CONTROL SWITCHES
scan tool. Refer to Group 8W, Wiring Diagrams for Two separate speed control switch modules are
complete circuit descriptions and wiring diagrams. mounted on the steering wheel to the left and right
side of the driver’s airbag module. Within the two
switch modules, five momentary contact switches,
DESCRIPTION AND OPERATION supporting seven different speed control functions
are used. The outputs from these switches are fil-
SPEED CONTROL SERVO tered into one input. The Powertrain Control Module
The servo unit consists of a solenoid valve body, a (PCM) determines which output has been applied
vacuum servo and the mounting bracket. The Power- through resistive multiplexing. The input circuit
train Control Module (PCM) controls the solenoid voltage is measured by the PCM to determine which
valve body. The solenoid valve body controls the switch function has been selected.
application and release of vacuum to the diaphragm A speed control indicator lamp, located on the
of the vacuum servo. A cable connects the servo with instrument panel cluster is energized by the PCM via
the throttle linkage. The servo unit cannot be the CCD Bus. This occurs when speed control system
repaired and is serviced only as a complete assembly. power has been turned ON, and the engine is run-
ning.
SPEED CONTROL SOLENOID CIRCUITS The two switch modules are labeled: ON/OFF, SET,
When all of the speed control parameters are met, RESUME/ACCEL, CANCEL and COAST. Refer to
and the SET button is pressed, the PCM actuates the the owner’s manual for more information on speed
8H - 2 SPEED CONTROL SYSTEM ZJ
control switch functions and setting procedures. The PCM speed control circuitry to determine vehicle
individual switches cannot be repaired. If one indi- speed and to maintain speed control set speed.
vidual switch fails, the switch module must be
replaced.
STOP LAMP SWITCH
Vehicles equipped with the speed control option use ROAD TEST
a dual function stop lamp switch. The switch is Perform a vehicle road test to verify reports of
mounted in the same location as the conventional speed control system malfunction. The road test
stop lamp switch, on the brake pedal mounting should include attention to the speedometer. Speed-
bracket under the instrument panel. The PCM mon- ometer operation should be smooth and without flut-
itors the state of the dual function stop lamp switch. ter at all speeds.
Refer to Group 5, Brakes for more information on Flutter in the speedometer indicates a problem
stop lamp switch service and adjustment procedures. which might cause surging in the speed control sys-
tem. The cause of any speedometer problems should
SERVO CABLE be corrected before proceeding. Refer to Group 8E,
The speed control servo cable is connected between Instrument Panel and Gauges for speedometer diag-
the speed control vacuum servo diaphragm and the nosis.
throttle body control linkage. This cable causes the If a road test verifies a system problem and the
throttle control linkage to open or close the throttle speedometer operates properly, check for:
valve in response to movement of the vacuum servo • A Diagnostic Trouble Code (DTC). If a DTC
diaphragm. exists, conduct tests per the Powertrain Diagnostic
Procedures service manual.
POWERTRAIN CONTROL MODULE • A misadjusted brake (stop) lamp switch. This
The speed control electronic control circuitry is could also cause an intermittent problem.
integrated into the Powertrain Control Module • Loose, damaged or corroded electrical connec-
(PCM). The PCM is located in the engine compart- tions at the servo. Corrosion should be removed from
ment. The PCM speed control functions are moni- electrical terminals and a light coating of Mopar
tored by the On-Board Diagnostics (OBD). All OBD- MultiPurpose Grease, or equivalent, applied.
sensed systems are monitored by the PCM. Each • Leaking vacuum reservoir.
monitored circuit is assigned a Diagnostic Trouble • Loose or leaking vacuum hoses or connections.
Code (DTC). The PCM will store a DTC in electronic • Defective one-way vacuum check valve.
memory for certain failures it detects. See On-Board • Secure attachment of both ends of the speed con-
Diagnostic Test For Speed Control System in this trol servo cable.
group for more information. The PCM cannot be • Smooth operation of throttle linkage and throttle
repaired and must be replaced if faulty. body air valve.
• Failed speed control servo. Do the servo vacuum
VACUUM RESERVOIR test.
A vacuum reservoir is used to supply the vacuum
CAUTION: When test probing for voltage or conti-
needed to maintain proper speed control operation
nuity at electrical connectors, care must be taken
when engine vacuum drops, such as in climbing a
not to damage connector, terminals or seals. If
grade while driving. A one-way check valve is used in
these components are damaged, intermittent or
the vacuum line between the reservoir and the vac-
complete system failure may occur.
uum source. This check valve is used to trap engine
vacuum in the reservoir. On certain vehicle applica-
tions, this reservoir is shared with the heating/air- ON-BOARD DIAGNOSTIC TEST FOR SPEED
conditioning system. The vacuum reservoir cannot be
CONTROL SYSTEM
repaired and must be replaced if faulty.
The Powertrain Control Module (PCM) monitors
critical input and output circuits of the speed control
system, making sure they are operational. A Diagnos-
The Vehicle Speed Sensor (VSS) is a pulse genera-
tic Trouble Code (DTC) is assigned to each input and
tor mounted to an adapter near the transmission out-
output circuit monitored by the On-Board Diagnostic
put shaft. The sensor is driven through the adapter
(OBD) system. Some circuits are checked continu-
by a speedometer pinion gear. The VSS pulse signal
ously and some are checked only under certain con-
to the speedometer/odometer is monitored by the
ditions.
for the speed control system.

For diagnosis and testing of the Vehicle Speed Sen-
sor (VSS), refer to the appropriate Powertrain Diag-
nostic Procedures service manual. Also refer to the
DRB scan tool.
SPEED CONTROL SWITCHES

For complete speed control system diagnosis, refer
to the appropriate Powertrain Diagnostic Procedures
manual. To test each of the speed control switches
only, refer to the following:
WARNING: BEFORE ATTEMPTING TO DIAGNOSE,

REMOVE OR INSTALL ANY AIRBAG SYSTEM OR
RELATED STEERING WHEEL AND STEERING COL-
UMN COMPONENTS, YOU MUST FIRST DISCON-
NECT AND ISOLATE THE BATTERY NEGATIVE
(GROUND) CABLE. WAIT 2 MINUTES FOR SYSTEM Fig. 1 Speed Control Switch Continuity
CAPACITOR TO DISCHARGE BEFORE FURTHER
access to reservoir, refer to Vacuum Reservoir Remov-
SYSTEM SERVICE. FAILURE TO DO SO COULD
al/Installation in this group. Disconnect vacuum line
RESULT IN ACCIDENTAL AIRBAG DEPLOYMENT
at reservoir and connect a hand-operated vacuum
AND POSSIBLE PERSONAL INJURY.
pump to reservoir fitting. Apply vacuum. Reservoir
(1) Disconnect negative battery cable. Wait 2 min- vacuum should not bleed off. If vacuum is being lost,
utes for airbag system capacitor to discharge. replace reservoir.
(2) Remove the two speed control switch modules (5) Verify operation of one-way check valve and
from steering wheel. Refer to the removal/installation check it for leaks.
section for procedures. (a) Locate one-way check valve. The valve is
(3) Check continuity of each individual speed con- located in vacuum line between vacuum reservoir
trol switch module as shown in chart (Fig. 1). If OK, and engine vacuum source. Disconnect vacuum
reinstall switch. If not OK, replace switch module hoses (lines) at each end of valve.
assembly. (b) Connect a hand-operated vacuum pump to
reservoir end of check valve. Apply vacuum. Vac-
STOP LAMP SWITCH uum should not bleed off. If vacuum is being lost,
For continuity checks and switch adjustment, refer replace one-way check valve.
to Group 5, Brakes. (c) Connect a hand-operated vacuum pump to
vacuum source end of check valve. Apply vacuum.
VACUUM SUPPLY TEST Vacuum should flow through valve. If vacuum is
(1) Disconnect vacuum hose at speed control servo not flowing, replace one-way check valve. Seal the
and install a vacuum gauge into the disconnected fitting at opposite end of valve with a finger and
hose. apply vacuum. If vacuum will not hold, diaphragm
(2) Start engine and observe gauge at idle. Vac- within check valve has ruptured. Replace valve.
uum gauge should read at least ten inches of mer-
cury. SPEED CONTROL SERVO
(3) If vacuum is less than ten inches of mercury, For complete speed control system diagnosis, refer
determine source of leak. Check vacuum line to to the appropriate Powertrain Diagnostic Procedures
engine for leaks. Also check actual engine intake manual. To test the speed control servo only, refer to
manifold vacuum. If manifold vacuum does not meet the following:
this requirement, check for poor engine performance The engine must be started and running for the
and repair as necessary. following voltage tests.
(4) If vacuum line to engine is not leaking, check (1) Start engine.
for leak at vacuum reservoir. To locate and gain (2) Disconnect 4–way electrical connector at servo.
(3) Turn speed control switch to ON position. OVERSHOOT/UNDERSHOOT FOLLOWING SPEED
(4) Check for battery voltage at pin–3 of wiring CONTROL SET
harness 4–way connector (Fig. 2). This is the 12 volt If the operator repeatedly presses and releases the
feed from the stoplamp switch. When the brake pedal set button with their foot off of the accelerator (a “lift
is depressed, voltage should not be present at pin–3. foot set” to begin speed control operation), the vehicle
If voltage is not present with brake pedal not may accelerate and exceed the desired set speed by
depressed, check for continuity between servo and up to 5 MPH (8 km/h) and then decelerate to less
stop lamp switch. Also check stop lamp switch than the desired set speed before finally achieving
adjustment. Refer to Group 5, Brakes for procedures. the desired set speed.
(5) Connect a small gauge jumper wire between The Speed Control has an adaptive strategy that
the disconnected servo harness 4–way connector compensates for vehicle-to-vehicle variations in speed
pin–3, and pin–3 on the servo. Check for battery volt- control cable lengths. When the speed control is set
age at pins–1, 2 and 4 of the servo. If battery voltage with the vehicle operators foot off of the accelerator
is not at these pins, replace the servo. pedal, the speed control thinks there is excessive
speed control cable slack and adapts. If the lift foot
sets are continually used, the speed control over-
shoot/undershoot condition will develop.
To “unlearn” the overshoot/undershoot condition,
the vehicle operator has to press and release the set
button while maintaining the desired set speed with
the accelerator pedal (not decelerating or accelerat-
ing), and then turn the cruise control switch to the
OFF position (or press the CANCEL button if
equipped) after waiting 10 seconds. This procedure
must be performed approximately 10–15 times to
completely unlearn the overshoot/undershoot condi-
tion.

SPEED CONTROL SERVO
REMOVAL
Fig. 2 Servo 4–Way Harness Connector
(6) Turn ignition switch to OFF position. Check for (2) Disconnect vacuum line at servo (Fig. 3).
continuity between disconnected servo harness (3) Disconnect electrical connector at servo.
4–way connector pin–4 and a good ground. There (4) Disconnect servo cable at throttle body. Refer to
should be continuity. If not OK, repair open circuit to Servo Cable Removal/Installation in this group.
ground as required.
(5) Remove 2 mounting nuts holding servo cable (5) Connect vacuum line at servo.
sleeve to bracket (Fig. 3) or (Fig. 4). (6) Connect electrical connector at servo.
(6) Pull speed control cable sleeve and servo away (7) Connect servo cable to throttle body. Refer to
from servo mounting bracket to expose cable retain- Servo Cable Removal/Installation in this group.
ing clip (Fig. 4) and remove clip. Note: The servo (8) Connect negative battery cable to battery.
mounting bracket displayed in (Fig. 4) is a typical (9) Before starting engine, operate accelerator
bracket and may/may not be applicable to this model pedal to check for any binding.
vehicle.
SPEED CONTROL SWITCHES
REMOVAL
WARNING: BEFORE BEGINNING ANY AIRBAG

SYSTEM COMPONENT REMOVAL OR INSTALLA-
TION, REMOVE AND ISOLATE THE NEGATIVE (-)
CABLE FROM THE BATTERY. THIS IS THE ONLY
SURE WAY TO DISABLE THE AIRBAG SYSTEM.
THEN WAIT TWO MINUTES FOR SYSTEM CAPACI-
TOR TO DISCHARGE BEFORE FURTHER SYSTEM
SERVICE. FAILURE TO DO THIS COULD RESULT IN
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSI-
BLE INJURY.
(1) Disconnect and isolate negative battery cable.

(2) Remove airbag module. Refer to Group 8M,
Passive Restraint Systems for procedures.
(3) Remove electrical connector at switch.
(4) Remove switch-to-steering wheel mounting
Fig. 3 Speed Control Servo Location screw (Fig. 5).
(5) Remove switch.
Fig. 4 Servo Cable Clip Remove/Install—Typical

(7) Remove servo from mounting bracket.
INSTALLATION
(1) Position servo to mounting bracket.
(2) Align hole in cable connector with hole in servo
pin. Install cable-to-servo retaining clip.
(3) Insert servo mounting studs through holes in Fig. 5 Speed Control Switches
servo mounting bracket. INSTALLATION
(4) Install servo mounting nuts and tighten to 8.5 (1) Install switch and mounting screw.
N·m (75 in. lbs.). (2) Tighten screw to 1.5 N·m (15 in. lbs.) torque.
(3) Install electrical connector to switch. (3) 5.2L/5.9L Engines: Using finger pressure only,
(4) Install airbag module. Refer to Group 8M, Pas- remove speed control cable connector at throttle body
sive Restraint Systems for procedures. bellcrank by pushing connector rearward off the
(5) Connect negative battery cable. bellcrank pin (Fig. 7). DO NOT try to pull connec-
tor off perpendicular to the bellcrank pin. Con-
STOP LAMP SWITCH nector will be broken.
Refer to Stop Lamp Switch in Group 5, Brakes for
removal/installation and adjustment procedures.
SERVO CABLE
REMOVAL
(2) 4.0L Engine: Using finger pressure only,
remove speed control cable connector at throttle body
bellcrank pin by pushing connector off the bellcrank
towards the drivers side of vehicle (Fig. 6). DO NOT
try to pull connector off perpendicular to the
bellcrank pin. Connector will be broken. Fig. 7 Cable at Bell Crank—5.2L/5.9L V-8 Engines
(4) 4.0L Engine: Remove cable from cable guide at
top of valve cover.
(5) Squeeze 2 tabs on sides of speed control cable
at throttle body mounting bracket (locking plate) and
push out of bracket.
(6) Remove servo cable from servo. Refer to Speed
Control Servo Removal/Installation in this group.
INSTALLATION
(1) Install end of cable to speed control servo.
Refer to Speed Control Servo removal and installa-
tion in this group.
(2) Install cable into throttle body mounting
bracket (snaps in).
(3) Install speed control cable connector at throttle
body bellcrank pin (snaps on).
(4) Connect negative battery cable at battery.
(5) Before starting engine, operate accelerator
pedal to check for any binding.
VACUUM RESERVOIR
The vacuum reservoir is located under the vehicle
battery tray.
REMOVAL
(1) Disconnect both battery cables at battery (neg-
ative cable first).
(2) Remove battery. Refer to Group 8A, Battery for
Fig. 6 Cable at Bell Crank—4.0L Engine procedure.
(3) Remove 5 bolts securing battery tray. INSTALLATION
(4) Pull up battery tray and remove vacuum hose (1) Install vacuum reservoir. Tighten bolts (screws)
from reservoir (Fig. 8). to 3 N·m (30 in. lbs.) torque.
(5) Remove 2 screws holding reservoir to battery (2) Connect vacuum hose at reservoir.
tray. (3) Install battery tray mounting bolts. Tighten to
(4) Install battery.
(5) Install battery holddown and bolts. Tighten to
(6) Install battery cable clamp bolts. Tighten to 8.5
SPECIFICATIONS
TORQUE CHART
Description Torque
Servo Mounting
Bracket-to-Servo Nuts . . . . . . .8.5 N·m (75 in. lbs.)
Servo Mounting
Bracket-to-Body Nuts. . . . . . . . .5 N·m (47 in. lbs.)
Switch Module
Mounting Screws. . . . . . . . . . .1.5 N·m (15 in. lbs.)
Vacuum Reservoir
Mounting Bolts . . . . . . . . . . . . .3 N·m (30 in. lbs.)
Fig. 8 Vacuum Reservoir Location

ZG VEHICLE SPEED CONTROL SYSTEM 8H - 1
VEHICLE SPEED CONTROL SYSTEM

CONTENTS
page
GENERAL INFORMATION
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 1
GENERAL INFORMATION
INTRODUCTION • Two separate speed control switch modules are

This group covers both Left-Hand Drive (LHD) and mounted on the steering wheel to the left and right
Right-Hand Drive (RHD) versions of this model. side of the driver’s airbag module. Switch features
Whenever feasible, the RHD versions of affected are:
vehicle components have been constructed as mirror- a. Within the two switch modules, five momen-
image of the LHD versions. While most of the illus- tary contact switches, supporting seven different
trations used in this group represent only the LHD speed control functions are used.
version, the diagnostic and service procedures out- b. The outputs from these switches are filtered
lined can generally be applied to either version. into one input. The MSA determines which output
Exceptions to this rule have been clearly identified as has been applied through resistive multiplexing.
LHD or RHD, if a special illustration or procedure The input circuit voltage is measured by the MSA
was/is required. to determine which switch function has been
The speed control system used with the 2.5L diesel selected.
engine is basically identical to the system used with c. A speed control indicator lamp, located on the
gasoline powered engines. Features unique to the instrument panel cluster is energized by the MSA
diesel engine will be covered in this section. via the CCD Bus. This occurs when speed control
• Models equipped with the 2.5L diesel engine do system power has been turned ON, and the engine
not use a vacuum reservoir to retain engine vacuum is running.
for speed control operation. There are no vaccum-op- d. The two switch modules are labeled: ON/OFF,
erated speed control servos used in vehicles with the SET, RESUME/ACCEL, CANCEL and COAST.
2.5L diesel engine. Refer to the owner’s manual for more information
• The range of the speed control system operation on speed control switch functions and setting pro-
is restricted to speeds between 56 km/h (35 MPH) to cedures. The individual switches cannot be
145 km/h (90 MPH). repaired. If one individual switch fails, the switch
• Inputs to the MSA that allow speed control oper- module must be replaced.
ation are from the vehicle speed sensor and the
Speed Control Switch.
ZJ TURN SIGNAL AND HAZARD WARNING SYSTEMS 8J - 1
TURN SIGNAL AND HAZARD WARNING SYSTEMS

CONTENTS
page page
GENERAL INFORMATION VEHICLE INFORMATION CENTER . . . . . . . . . . . 3

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 1 DIAGNOSIS AND TESTING
DESCRIPTION AND OPERATION INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 3
COMBINATION FLASHER . . . . . . . . . . . . . . . . . . 1 MULTI-FUNCTION SWITCH . . . . . . . . . . . . . . . . 4
HAZARD WARNING SYSTEM . . . . . . . . . . . . . . . 1 TURN SIGNAL AND HAZARD WARNING
TURN SIGNAL INDICATOR LAMP . . . . . . . . . . . 3 SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
TURN SIGNAL LAMP . . . . . . . . . . . . . . . . . . . . . 3 REMOVAL AND INSTALLATION
TURN SIGNAL SWITCH AND HAZARD COMBINATION FLASHER . . . . . . . . . . . . . . . . . . 5
WARNING SWITCH . . . . . . . . . . . . . . . . . . . . . 2 MULTI-FUNCTION SWITCH . . . . . . . . . . . . . . . . 6
TURN SIGNAL SYSTEM . . . . . . . . . . . . . . . . . . . 1
GENERAL INFORMATION HAZARD WARNING SYSTEM

The hazard warning system is activated by a
INTRODUCTION switch button in the multi-function switch. The but-
Following are general descriptions of the major ton is located on the top of the steering column
components in the turn signal and hazard warning between the steering wheel and the instrument
systems. Refer to 8W-52 - Turn Signals in Group 8W panel. The hazard warning switch button is identi-
- Wiring Diagrams for complete circuit descriptions fied with a double triangle.
and diagrams. The hazard warning system is connected to a non-
switched battery feed so that the system remains
DESCRIPTION AND OPERATION functional, regardless of the ignition switch position.
Push the switch button in to activate the hazard
TURN SIGNAL SYSTEM warning system, and push in on the button again to
With the ignition switch in the On position, and turn the system off.
the multi-function switch control lever moved up When the hazard warning system is activated, the
(right turn) or down (left turn), the turn signal sys- right and left turn signal indicators, front park/turn
tem is activated. The switch has a detent position in signal lamps, front side marker lamps, and rear tail/
each direction that provides turn signals with auto- stop/turn signal lamps will flash.
matic cancellation, and an intermediate momentary
position in each direction that provides turn signals COMBINATION FLASHER
only until the multi-function switch lever is released. The combination flasher is a smart relay that func-
When the turn signal switch is in a detent positions as both the turn signal system and hazard
tion, it is turned off by one of two cancelling cam warning system flasher. The combination flasher con-
lobes molded into the hub of the clockspring mecha- tains active electronic Integrated Circuitry (IC) ele-
nism. When turning the steering wheel causes one of ments. This flasher is designed to handle the current
the cam lobes to contact a cancel actuator in the flow requirements of the factory-installed lighting. If
multi-function switch, the turn signal switch auto- supplemental lighting is added to the turn signal
matically returns to the off position. lamp circuits, such as when towing a trailer with
When the turn signal system is activated, the lights, the combination flasher will automatically try
selected (right or left) turn signal indicator lamp, to compensate to keep the flash rate the same.
front park/turn signal lamp, front side marker lamp, While the combination flasher has a International
and rear tail/stop/turn signal lamp bulbs will flash. Standards Organization (ISO)-type relay terminal
With the headlamp switch in the Off position, the configuration or footprint, the internal circuitry is
front turn signal and front side marker lamps flash much different. The combination flasher does not use
in unison. With the headlamp switch in the On posi- standard ISO-relay inputs or provide ISO-relay type
tion, the front turn signal and front side marker outputs or functions. The combination flasher should
lamps flash alternately. never be substituted for an ISO-relay or replaced
8J - 2 TURN SIGNAL AND HAZARD WARNING SYSTEMS ZJ
with an ISO-relay, or else component and vehicle calibrated flash rate or frequency. Each time the PNP
damage may occur. transistor energizes the turn signal circuit, the pin 8
The combination flasher has five blade-type termi- 9turn signal on sense9 voltage will become high and
nals intended for the following inputs and outputs: the IC signals the PNP transistor to de-energize the
Battery B+, Ignition B+, Ground, Turn Signal circuit, circuit. This cycling will continue until the right or
and Hazard Warning circuit. Constant battery volt- left turn signal is turned off.
age and ground are supplied to the flasher so that it A special design feature of the combination flasher
can perform the hazard warning function, and igni- allows it to 9sense9 that a turn signal circuit or bulb
tion switched battery voltage is supplied for the turn is not operating, and provide the driver an indication
signal function. Refer to 8W-52 - Turn Signals in of the condition by flashing the remaining bulbs in
Group 8W - Wiring Diagrams for complete circuit the affected circuit at a higher rate (120 flashes-per-
descriptions, diagrams and terminal function identi- minute or higher). Conventional flashers either con-
fication. tinue flashing at their typical rate (heavy-duty type),
The IC within the combination flasher (Fig. 1) con- or discontinue flashing the affected circuit entirely
tains the logic that controls the flasher operation and (standard-duty type). During turn signal operation,
the flash rate. Pin 6 of the IC receives a sense volt- the combination flasher IC compares normal battery
age from the hazard warning portion of the multi- voltage input on pin 2 with the shunt resistor voltage
function switch. When the hazard switch is turned input on pin 7. If the IC 9senses9 that the voltage dif-
on, the 9hazard on sense9 voltage will become low due ference between pin 2 and pin 7 is different than the
to the circuit being grounded through the turn signal pre-calibrated value of the IC, it will increase the
bulbs. This low voltage sense signals the IC to ener- rate at which it signals the PNP transistor to ener-
gize the flash control Positive-Negative-Positive gize the pin 1 output. Thus, the inoperative half (left
(PNP) transistor at a pre-calibrated flash rate or fre- or right side) of the turn signal circuit will flash
quency. Each time the PNP transistor energizes the faster.
hazard warning circuit, the pin 6 9hazard on sense9 Because of the active electronic elements within
voltage will become high and the IC signals the PNP the combination flasher, it cannot be tested with con-
transistor to de-energize the circuit. This cycling will ventional automotive electrical test equipment. If the
continue until the hazard warning switch is turned combination flasher is believed to be faulty, test the
off. turn signal and hazard warning system circuits as
described in this group. Then replace the combina-
tion flasher with a known good unit to confirm sys-
tem operation.
The combination flasher cannot be repaired and, if
faulty or damaged, it must be replaced.
TURN SIGNAL SWITCH AND HAZARD WARNING

SWITCH
The turn signal and hazard warning switches are
integral to the multi-function switch assembly. The
multi-function switch assembly is mounted to the left
side of the steering column (Fig. 2). This switch con-
tains circuitry for the following functions:
• Turn signals
• Hazard warning
• Headlamp beam selection
• Headlamp optical horn
• Windshield wipers
• Windshield washers.
Fig. 1 Combination Flasher - Typical The information contained in this group addresses
only the multi-function switch functions for the turn
Likewise, pin 8 of the IC receives a sense voltage signal and hazard warning circuits. For information
from the turn signal portion of the multi-function relative to the other switch functions, refer to the
switch. When the left or right turn signal is turned proper group. However, the multi-function switch
on, the 9turn signal on sense9 voltage will become low cannot be repaired. If any function of the multi-func-
due to the circuit being grounded through the turn tion switch is faulty, or if the switch is damaged, the
signal bulbs. This low voltage sense signals the IC to entire switch assembly must be replaced.
energize the flash control PNP transistor at a pre-
INTRODUCTION
When diagnosing the turn signal or hazard warn-
ing circuits, remember that high generator output
can burn out bulbs rapidly and repeatedly. If this is a
problem on the vehicle being diagnosed, refer to
Group 8C - Charging System for further diagnosis of
a possible generator overcharging condition.

Fig. 2 Multi-Function Switch CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
TURN SIGNAL INDICATOR LAMP INJURY.
The turn signal indicator lamps are located in the
instrument cluster. They flash with the exterior turn
signal lamps to give the driver a visual indication TURN SIGNAL AND HAZARD WARNING SYSTEMS
that a turn signal or the hazard warning system is For circuit descriptions and diagrams, refer to
operating. For diagnosis and service of these lamps, 8W-52 - Turn Signals in Group 8W - Wiring Dia-
refer to Group 8E - Instrument Panel Systems. grams.
VEHICLE INFORMATION CENTER WARNING: ON VEHICLES EQUIPPED WITH AIR-

Models equipped with the optional Vehicle Infor- BAGS, REFER TO GROUP 8M - PASSIVE
mation Center (VIC) have a “turn signal on” warning RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
feature. The VIC module monitors the turn signal STEERING WHEEL, STEERING COLUMN, OR
circuit through the combination flasher. The VIC INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
module will display a Turn Signal On message and SERVICE. FAILURE TO TAKE THE PROPER PRE-
send a request to the Body Control Module (BCM) on CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
the Chrysler Collision Detection (CCD) data bus net- BAG DEPLOYMENT AND POSSIBLE PERSONAL
work for six chime tones, if a turn signal remains INJURY.
activated for more than approximately one-half mile
of driving. (1) Turn the ignition switch to the On position.
Refer to Group 8E - Instrument Panel Systems for Actuate the turn signal lever or the hazard warning
more information on the VIC module. For diagnosis button. Observe the turn signal indicator lamp(s) in
of the VIC, the BCM or the CCD data bus, the use of the instrument cluster. If the flash rate is very high,
a DRB scan tool and the proper Diagnostic Proce- check for a turn signal bulb that is not lit or is very
dures manual are recommended. dimly lit. Repair the circuits to that lamp or replace
the faulty bulb, as required. Test the operation of the
TURN SIGNAL LAMP turn signal and hazard warning systems again. If the
The exterior lamps in the turn signal and hazard turn signal indicator(s) fail to light, go to Step 2.
warning circuits include the front park/turn signal, (2) Turn the ignition switch to the Off position.
the front side marker, and the rear tail/stop/turn sig- Check the turn signal fuse in the junction block
nal. For diagnosis and service of these lamps, refer to and/or the hazard warning fuse in the Power Distri-
Group 8L - Lamps. bution Center (PDC). If OK, go to Step 3. If not OK,
repair the shorted circuit or component as required
and replace the faulty fuse(s).
(3) Turn the ignition switch to the On position to should be continuity. If OK, go to Step 9. If not OK,
check for battery voltage at the turn signal fuse in repair the open circuit as required.
the junction block; or, leave the ignition switch in the (9) Check for continuity between the combination
Off position to check for battery voltage at the haz- flasher turn signal circuit cavities in the junction
ard warning fuse in the PDC. If OK, go to Step 4. If block and in the multi-function switch wire harness
not OK, repair the open circuit as required. connector. There should be continuity. If OK, test the
(4) Turn the ignition switch to the Off position. multi-function switch as described in this group. If
Disconnect and isolate the battery negative cable. not OK, repair the open circuit as required.
Unplug the combination flasher from the junction
block and replace it with a known good unit. Connect MULTI-FUNCTION SWITCH
the battery negative cable. Test the operation of the Perform the diagnosis of the hazard warning
turn signal and hazard warning systems. If OK, dis- and/or turn signal systems as described in this group
card the faulty combination flasher. If not OK, before testing the multi-function switch. For circuit
remove the test flasher and go to Step 5. descriptions and diagrams, refer to 8W-52 - Turn Sig-
(5) Turn the ignition switch to the On position. nals in Group 8W - Wiring Diagrams.
Check for battery voltage at the fused ignition switch
output circuit cavity for the combination flasher in the WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS,
junction block. If OK, go to Step 6. If not OK, repair the REFER TO GROUP 8M - PASSIVE RESTRAINT SYS-
open circuit to the turn signal fuse as required. TEMS BEFORE ATTEMPTING ANY STEERING WHEEL,
(6) Turn the ignition switch to the Off position. STEERING COLUMN, OR INSTRUMENT PANEL COM-
Check for battery voltage at the fused B(+) circuit PONENT DIAGNOSIS OR SERVICE. FAILURE TO TAKE
cavity for the combination flasher in the junction THE PROPER PRECAUTIONS COULD RESULT IN
block. If OK, go to Step 7. If not OK, repair the open ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE
circuit to the hazard warning fuse as required. PERSONAL INJURY.
cable. Check for continuity between the ground cir- (1) Disconnect and isolate the battery negative
cuit cavity for the combination flasher in the junction cable. Unplug the multi-function switch wire harness
block and a good ground. There should be continuity. connector.
If OK, go to Step 8. If not OK, repair the circuit to (2) Using an ohmmeter, perform the switch conti-
ground as required. nuity checks at the switch terminals as shown in the
(8) Unplug the multi-function switch wire harness Multi-Function Switch Continuity chart (Fig. 3).
connector as described in this group. Check for con- (3) If the switch fails any of the continuity checks,
tinuity between the combination flasher hazard sig- replace the faulty switch. If the switch is OK, repair
nal circuit cavities in the junction block and in the the lighting circuits as required.
multi-function switch wire harness connector. There
Fig. 3 Multi-Function Switch Continuity

COMBINATION FLASHER
INJURY.

cable.
4).
(4) Remove the two screws that secure the right
cowl side trim panel to the right front door opening Fig. 4 Right Cowl Side Trim Panel Remove/Install
trim.
(5) Remove the right cowl side trim panel from the (7) Install the combination flasher by aligning the
right cowl side inner panel. flasher terminals with the cavities in the junction
(6) Unplug the combination flasher from the junc- block and pushing the flasher firmly into place.
tion block. (8) Connect the battery negative cable.
(9) Test the flasher operation.
(10) Reinstall the right cowl side trim panel and instrument panel at the snap clip retainer locations
the fuse access panel. (Fig. 5).
MULTI-FUNCTION SWITCH knee blocker from the instrument panel.
(9) Remove both the upper and lower shrouds from
WARNING: ON VEHICLES EQUIPPED WITH AIR- the steering column (Fig. 6).
INJURY.

cable.
(2) If the vehicle is so equipped, remove the tilt
steering column lever.
flat-bladed tool, pry gently around the perimeter
edges of both instrument panel switch pod bezels to
release the snap clip retainers. Remove both bezels
Fig. 6 Steering Column Shrouds Remove/Install -
Typical
(10) Remove the lower fixed column shroud.
(11) Loosen the nuts that secure the steering col-
umn upper mounting bracket to the dash panel steer-
ing column support bracket studs. Lower the column
far enough to move the upper fixed column shroud.
(12) Move the upper fixed column shroud far
enough to access the rear of the multi-function
switch (Fig. 7).
Fig. 5 Steering Column Opening Cover/Knee

Blocker Remove/Install
end of the instrument panel.
flat-bladed tool, gently pry the edges of the steering
column opening cover/knee blocker away from the Fig. 7 Multi-Function Switch Connector - Typical
(13) Remove the tamper proof mounting screws (a (16) Reverse the removal procedures to install.
Snap On tamper proof torx bit TTXR20B2 or equiva- Tighten the fasteners as follows:
lent is required) that secure the multi-function • Multi-function switch wire harness connector
switch to the steering column. screw - 2 N·m (17 in. lbs.)
(14) Gently pull the switch away from the steering • Multi-function switch mounting screws - 2 N·m
column far enough to access and loosen the multi- (17 in. lbs.)
function switch wire harness connector screw. The • Steering column mounting nuts - 12 N·m (110
screw will remain in the wire harness connector. in. lbs.).
multi-function switch.
ZJ WIPER AND WASHER SYSTEMS 8K - 1
WIPER AND WASHER SYSTEMS

CONTENTS
page page
GENERAL INFORMATION WIPER SWITCH AND WASHER SWITCH . . . . . . 3

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 1 DIAGNOSIS AND TESTING
DESCRIPTION AND OPERATION INTERMITTENT WIPE RELAY . . . . . . . . . . . . . . . 8
BODY CONTROL MODULE . . . . . . . . . . . . . . . . . 3 WASHER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 6
INTERMITTENT WIPE RELAY . . . . . . . . . . . . . . . 4 WIPER SWITCH AND WASHER SWITCH . . . . . . 7
REAR WIPER AND WASHER SYSTEM . . . . . . . 1 WIPER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 5
WASHER FLUID LEVEL SENSOR . . . . . . . . . . . . 4 REMOVAL AND INSTALLATION
WASHER NOZZLE AND PLUMBING . . . . . . . . . . 4 INTERMITTENT WIPE RELAY . . . . . . . . . . . . . . 12
WASHER PUMP . . . . . . . . . . . . . . . . . . . . . . . . . 4 WASHER SYSTEM . . . . . . . . . . . . . . . . . . . . . . 14
WASHER RESERVOIR . . . . . . . . . . . . . . . . . . . . 4 WIPER ARM . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
WINDSHIELD WASHER SYSTEM . . . . . . . . . . . . 1 WIPER BLADE AND ELEMENT . . . . . . . . . . . . . . 9
WINDSHIELD WIPER SYSTEM . . . . . . . . . . . . . 1 WIPER LINKAGE AND PIVOT . . . . . . . . . . . . . . 12
WIPER ARM AND BLADE . . . . . . . . . . . . . . . . . . 2 WIPER MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . 11
WIPER LINKAGE AND PIVOT . . . . . . . . . . . . . . . 2 WIPER SWITCH AND WASHER SWITCH . . . . . 13
WIPER MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . 2
GENERAL INFORMATION whenever the windshield wipers are turned on. Refer
to the proper Diagnostic Procedures manual for more
INTRODUCTION information on enabling or disabling this feature.
Following are general descriptions of the major The windshield wipers will operate only when the
components in the wiper and washer systems. Refer ignition switch is in the Accessory or On positions. A
to 8W-53 - Wipers in Group 8W - Wiring Diagrams circuit breaker located in the junction block protects
for complete circuit descriptions and diagrams. the circuitry of the windshield wiper system. Refer to
the owner’s manual for more information on the
windshield wiper system controls and operation.
WINDSHIELD WASHER SYSTEM
WINDSHIELD WIPER SYSTEM An electrically operated windshield washer system
An intermittent windshield wiper system is stan- is standard equipment. A reservoir in the engine
dard equipment. This system lets the driver select compartment holds the washer fluid, which is pres-
from either of two wiper speeds, or the intermittent surized by a pump when the windshield washer
wipe mode. The intermittent wipe mode is provided (multi-function) switch button is actuated. The wind-
by delay logic and relay control circuitry contained shield washer pump feeds the pressurized washer
within the Body Control Module (BCM), and an fluid through the washer system plumbing to the
intermittent wipe relay. windshield washer nozzles.
The intermittent wipe mode delay times are speed Vehicles with the optional Vehicle Information Cen-
sensitive. Above about sixteen kilometers-per-hour ter (VIC) have a low washer fluid warning feature
(ten miles-per-hour) the delay is driver adjustable that will warn the driver when the washer fluid level
from about one-half second to about eighteen sec- needs to be checked. Refer to Group 8E - Instrument
onds. Below about sixteen kilometers-per-hour (ten Panel Systems for more information on this feature.
miles-per-hour) the BCM doubles the delay time, or The washers will operate only when the ignition
provides delays of about one second to about thirty- switch is in the Accessory or On positions. A circuit
six seconds. breaker located in the junction block protects the cir-
Models equipped with the optional automatic head- cuitry of the washer system. Refer to the owner’s
lamp system have a programmable feature in the manual for more information on the windshield
BCM that will energize the headlamps automatically, washer system controls and operation.
8K - 2 WIPER AND WASHER SYSTEMS ZJ
REAR WIPER AND WASHER SYSTEM The blades are mounted to spring-loaded wiper
A rear wiper and washer system is standard equip- arms. The spring tension of the wiper arms controls
ment on this model. The rear wiper system provides the pressure applied to the blades on the glass. The
the following operating modes: windshield wiper arms are secured by an integral
• Intermittent wipe with a five to eight second latch to the two wiper pivots on the cowl plenum cov-
delay between sweeps. er/grille panel at the base of the windshield. The rear
• Continuous fixed-cycle wipe. wiper arm is secured by a nut under the wiper arm
• A park mode that operates the wiper motor until pivot-end cover directly to the rear wiper motor out-
the blade reaches its park position when the rear put shaft on the liftgate panel.
wiper switch or ignition switch is placed in the Off The wiper arms and blades cannot be adjusted or
position, or when the liftgate or liftglass (if the vehi- repaired. If faulty or damaged, they must be
cle is so equipped) is opened. replaced.
• A rear washer mode that provides two or three
wiper blade sweeps before returning to the previously WIPER LINKAGE AND PIVOT
selected rear wiper switch mode. The wiper linkage and pivot module is secured
A single switch in the instrument panel inboard with screws to the cowl plenum panel beneath the
switch pod controls both the rear wiper and washer cowl plenum cover/grille panel. The wiper motor is
functions. The rear washer system shares the reser- secured with screws to the center of the linkage and
voir of the windshield washer system, but has its pivot module bracket. The wiper pivots are secured
own dedicated washer pump and plumbing. to the ends of the module bracket.
The rear wiper and washer systems will operate The two wiper pivot crank arms and the wiper
only when the ignition switch is in the Accessory or motor crank arm each have ball studs on their ends.
On positions, and when the liftgate and/or optional The motor crank arm ball stud is the longer of the
liftglass are closed. A fuse in the junction block pro- three. Two drive links connect the motor crank arm
tects the circuitry of both the rear wiper and washer to the pivot crank arms.
systems. The passenger side drive link has a plastic socket-
The rear wiper motor circuitry monitors the lift- type bushing on each end. The driver side drive link
gate ajar switch and optional liftglass ajar switch cir- has a plastic socket-type bushing on one end, and a
cuits. Refer to Group 8Q - Vehicle Theft/Security plastic sleeve-type bushing on the other end.
Systems for more information on the liftgate ajar and The socket-type bushing on one end of each drive
liftglass ajar switch circuits. Refer to the owner’s link is snap-fit over the ball stud on the crank arm of
manual for more information on the rear wiper and its respective pivot. The driver side drive link sleeve-
washer system controls and operation. type bushing end is then fit over the motor crank
arm ball stud, and the other socket-type bushing of
WIPER ARM AND BLADE the passenger side drive link is snap-fit over the
All Grand Cherokee models have two 50.8-centime- exposed end of the motor crank arm ball stud.
ter (20-inch) windshield wiper blades with replace- The wiper linkage, pivots, bushings, motor crank
able rubber elements (squeegees). The rear wiper arm and mounting bracket are only serviced as a
uses a single 30.48-centimeter (12-inch) wiper blade complete unit. If any part of this assembly is faulty
with a non-replaceable rubber element (squeegee). or damaged, the entire wiper linkage and pivots mod-
Caution should be exercised to protect the rubber ule must be replaced. The wiper motor is serviced
squeegees from any petroleum-based cleaners or con- separately.
taminants, which will rapidly deteriorate the rubber.
If the squeegees are damaged, worn, or contami- WIPER MOTOR
nated, the squeegees (front) or the entire wiper blade
assembly (rear) must be replaced. FRONT
Wiper squeegees exposed to the elements for a long The two-speed permanent magnet wiper motor has
time tend to lose their wiping effectiveness. Periodic an integral transmission and park switch. The motor
cleaning of the squeegees is suggested to remove is secured to the wiper linkage and pivot module
deposits of salt and road film. The wiper blades, bracket with three screws. The wiper motor output
arms, and windshield or rear glass should be cleaned shaft passes through a hole in the module bracket,
with a sponge or cloth and windshield washer fluid, a where a nut secures the wiper motor crank arm to
mild detergent, or a non-abrasive cleaner. If the the motor output shaft.
squeegees continue to streak or smear, the squeegees Wiper speed is controlled by current flow to the
(front) or wiper blade (rear) should be replaced. proper set of brushes. The wiper motor completes its
wipe cycle when the windshield wiper (multi-func-
tion) switch is turned to the Off position, and parks However, the multi-function switch cannot be
the blades in the lowest portion of the wipe pattern. repaired. If any function of the multi-function switch
The windshield wiper motor cannot be repaired. If is faulty, or if the switch is damaged, the entire
faulty or damaged, the entire wiper motor assembly switch assembly must be replaced.
must be replaced. The wiper linkage and pivots mod-
ule is also available for service.
REAR
The rear wiper motor is secured with two screws
and nuts to a bracket on the passenger compartment
side of the liftgate inner panel, below the rear glass
and behind the liftgate trim panel. The motor output
shaft passes through the liftgate outer panel where a
gasket, bezel, and nut, seal and secure the unit to
the liftgate outer panel. The rear wiper arm is
secured directly to the motor output shaft with a nut.
The rear wiper motor unit contains integral elec-
tronic controls that provide the following operating
modes:
• Intermittent wipe with a five to eight second
delay between sweeps.
• Continuous fixed-cycle wipe. Fig. 1 Multi-Function Switch
• A park mode that operates the wiper motor until REAR
the blade reaches its park position when the rear The single two-function rear wiper and washer
wiper switch or ignition switch is placed in the Off switch is part of the inboard switch pod unit, which
position, or when the liftgate or liftglass (if the vehi- is located on the instrument panel just inboard of the
cle is so equipped) is opened. steering column. The rear wiper and washer switch
• A rear washer mode that provides two or three controls the rear wiper and washer functions.
wiper blade sweeps before returning to the previously The sliding-type switch features a detent in the On
selected rear wiper switch mode. and Delay positions. The switch knob is depressed to
The rear wiper motor cannot be repaired. If faulty activate the rear washer system. Both the rear wiper
or damaged, the entire rear wiper motor assembly and rear washer motors will operate continuously for
must be replaced. as long as the switch is held in the momentary Wash
position.
WIPER SWITCH AND WASHER SWITCH The rear wiper and washer switch cannot be
repaired and, if faulty or damaged, the entire inboard
FRONT switch pod unit must be replaced.
The windshield wiper and washer switches are
contained in the multi-function switch assembly (Fig. BODY CONTROL MODULE
1). The multi-function switch assembly is secured to A Body Control Module (BCM) is used on this
the left side of the steering column. A knob on the model to control and integrate many of the electronic
end of the multi-function switch stalk is rotated to functions and features included on the vehicle. The
select the desired wiper speed or intermittent wipe BCM contains a central processing unit and inter-
delay, or depressed toward the steering column to faces with other modules in the vehicle on the
activate the washer system. Chrysler Collision Detection (CCD) data bus network.
The multi-function switch contains circuitry for the The CCD data bus network allows the sharing of
following functions: sensor information. This helps to reduce wire har-
• Turn signals ness complexity, reduce internal controller hardware,
• Hazard warning and reduce component sensor current loads. At the
• Headlamp beam selection same time, this system provides increased reliability,
• Headlamp optical horn enhanced diagnostics, and allows the addition of
• Windshield wipers many new feature capabilities.
• Windshield washers. Some of the functions and features that the BCM
The information contained in this group addresses supports and controls are the speed sensitive inter-
only the switch functions for the windshield wiper mittent wipe, pulse wipe, and wipe-after-wash
and washer systems. For information relative to the modes. On models with the optional automatic head-
other switch functions, refer to the proper group.
lamps, the BCM can be programmed to automatically seal inserted in a hole near the bottom of the reser-
turn on the headlamps when the windshield wipers voir. A plastic nut and washer that secures the
are turned on. Refer to the proper Diagnostic Proce- washer pump nipple from the inside of the reservoir,
dures manual for more information on enabling or can be accessed through the reservoir filler neck.
disabling this feature. The washer reservoir also has a provision for a
The BCM is programmed to energize or de-energize washer fluid level sensor. The sensor mounts in a
the intermittent wipe relay in response to certain hole in the side of the reservoir that is nearest to the
inputs from the multi-function switch and the wind- dash panel. Refer to Group 8E - Instrument Panel
shield wiper motor park switch. For the speed sensi- Systems for diagnosis of the sensor.
tive intermittent wipe feature, the BCM also uses an The washer reservoir, filler cap, and sensor are
input from the vehicle speed sensor, which is received each available for service.
on the CCD data bus from the Powertrain Control
Module (PCM). WASHER PUMP
The BCM is mounted under the driver side out- The washer pumps and motors are mounted near
board end of the instrument panel, behind the instru- the bottom of the washer reservoir. A threaded nipple
ment panel support armature and below the on the pump housing passes through a rubber grom-
outboard switch pod. Refer to Group 8E - Instrument met seal installed in a hole near the bottom of the
Panel Systems for the removal and installation pro- reservoir. A plastic nut and washer secures the
cedures. For diagnosis of the BCM or the CCD data washer pump nipple from the inside of the reservoir.
bus, the use of a DRB scan tool and the proper Diag- A permanently lubricated and sealed motor is cou-
nostic Procedures manual are recommended. The pled to a rotor-type pump. Washer fluid is gravity-fed
BCM can only be serviced by an authorized electronic from the reservoir to the pump. When the motor is
repair station. Refer to the latest Warranty Policies energized, the pump pressurizes the washer fluid
and Procedures manual for a current listing of autho- and forces it through the plumbing to the nozzles.
rized electronic repair stations. The washer pump and motor unit cannot be
repaired. If faulty, the entire washer pump and
INTERMITTENT WIPE RELAY motor unit must be replaced.
The intermittent wipe relay is a International
Standards Organization (ISO) micro-relay. The termi- WASHER FLUID LEVEL SENSOR
nal designations and functions are the same as a con- The standard washer fluid level sensor is mounted
ventional ISO relay. However, the micro-relay on the back side of the washer reservoir. A barbed
terminal orientation (or footprint) is different, cur- nipple on the sensor is press-fit into a rubber grom-
rent capacity is lower, and the relay case dimensions met seal installed in a hole in the back of the reser-
are smaller than those of the conventional ISO relay. voir.
The intermittent wipe relay is a electromechanical When the fluid level in the reservoir falls below
device that switches battery current to the wind- the pivoting float on the sensor, the float changes
shield wiper motor or wiper motor park switch when position and closes the internal switch contacts of the
the relay coil is grounded by the Body Control Mod- sensor. Refer to Group 8E - Instrument Panel Sys-
ule (BCM) in response to inputs from the windshield tems for diagnosis of the low washer fluid warning
wiper (multi-function) switch. See the Diagnosis and lamp and circuit, including the sensor.
Testing section of this group for more information on The washer fluid level sensor cannot be repaired. If
the intermittent wipe relay. faulty or damaged, the sensor unit must be replaced.
The intermittent wipe relay is located in the Power
Distribution Center (PDC), in the engine compart- WASHER NOZZLE AND PLUMBING
and location. FRONT
The intermittent wipe relay cannot be repaired Pressurized washer fluid is fed through a single
and, if faulty or damaged, it must be replaced. hose, attached to a barbed nipple on the front washer
pump. The hose is routed to a tee fitting located in
WASHER RESERVOIR the cowl plenum area, beneath the cowl plenum cov-
A single washer fluid reservoir is used for both the er/grille panel. Hoses from the tee fitting are routed
front and rear washer systems. The washer fluid res- to the two nozzles, which are snapped into openings
ervoir is secured to the inner fender shield, behind in the cowl plenum cover/grille panel, below the
the left front wheelhouse in the engine compartment. windshield.
Each washer pump and motor unit has a threaded The two fluidic washer nozzles are not adjustable.
nipple, which is installed through a rubber grommet The nozzles and hose fittings cannot be repaired and,
if faulty or damaged, they must be replaced.
REAR ignition switch to the On position. Check for battery
Pressurized washer fluid is fed through a single voltage at the fused ignition switch output (F86) cir-
hose, attached to a barbed nipple on the rear washer cuit cavity of the multi-function switch wire harness
pump. The hose is routed from the front of the vehi- connector. If OK, go to Step 4. If not OK, repair the
cle to the liftgate with the left side body wire har- open circuit to the circuit breaker as required.
ness. (4) If the problem being diagnosed involves only
Above the liftgate opening the hose connects to a the intermittent wipe feature, go to Step 5. If the
check valve, which prevents washer fluid drain-back problem being diagnosed involves all wiper modes, or
or siphoning from occurring. From the check valve, only the Low and/or High speed modes, go to Step 7.
another single hose is routed through grommets in (5) Turn the ignition switch to the Off position.
holes in the upper liftgate opening panel and the lift- Disconnect and isolate the battery negative cable.
gate inner panel to the washer nozzle. The washer Unplug the white 24-way Body Control Module
nozzle snaps into a hole in the liftgate outer panel, (BCM) wire harness connector. Check for continuity
above the liftgate glass. between the wiper switch mode sense cavities of the
The rear washer nozzle cannot be adjusted. The multi-function switch wire harness connector and the
nozzle, check valve, and hose fittings cannot be BCM white 24-way wire harness connector. There
repaired and, if faulty or damaged, they must be should be continuity. If OK, go to Step 6. If not OK,
replaced. repair the open circuit as required.
(6) Unplug the black 24-way BCM wire harness
connector. Check for continuity between the wind-
DIAGNOSIS AND TESTING shield wiper switch signal cavities of the multi-func-
tion switch wire harness connector and the BCM
WIPER SYSTEM black 24-way wire harness connector. There should
be continuity. If OK, see the Intermittent Wipe Relay
FRONT
diagnosis in this group. If not OK, repair the open
If the problem being diagnosed involves only the
circuit as required.
pulse wipe or wipe-after-wash modes, see the Washer
(7) Check for continuity between the two wiper
System diagnosis in this group. For circuit descrip-
switch low speed output circuit cavities of the multi-
tions and diagrams, refer to 8W-53 - Wipers in Group
function switch wire harness connector. There should
8W - Wiring Diagrams.
be continuity. If OK, go to Step 8. If not OK, repair
WARNING: ON VEHICLES EQUIPPED WITH AIR- the open circuit as required.
BAGS, REFER TO GROUP 8M - PASSIVE (8) Test the wiper switch, as described in this
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY group. If the switch tests OK, plug in the multi-func-
STEERING WHEEL, STEERING COLUMN, OR tion switch wire harness connector and go to Step 9.
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR If not OK, replace the faulty switch and test the
SERVICE. FAILURE TO TAKE THE PROPER PRE- wiper system operation. If still not OK, go to Step 9.
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- (9) Turn the ignition switch to the Off position.
BAG DEPLOYMENT AND POSSIBLE PERSONAL Disconnect and isolate the battery negative cable.
INJURY. Move the wiper module far enough to access the
wiper motor wire harness connector, as described in
(1) Disconnect and isolate the battery negative this group. Measure the resistance between the
cable. Remove the circuit breaker from the junction ground circuit cavity of the wiper motor wire harness
block. Connect the battery negative cable. Turn the connector and a good ground. The meter should read
ignition switch to the On position. Check for battery zero ohms. If OK, go to Step 10. If not OK, repair the
voltage at the battery side of the circuit breaker. If circuit to ground as required.
OK, reinstall the circuit breaker and go to Step 2. If (10) Connect the battery negative cable. Turn the
not OK, repair the circuit from the ignition switch as ignition switch to the On position. Place the multi-
required. function switch in the positions indicated in the tests
(2) Turn the ignition switch to the On position. below, and check for battery voltage at the wiper
Check for battery voltage at the wiper system side of motor wire harness connector.
the circuit breaker. If OK, go to Step 3. If not OK, (a) Check for battery voltage at the fused igni-
replace the faulty circuit breaker. tion switch output circuit cavity of the wiper motor
(3) Turn the ignition switch to the Off position. wire harness connector with the wiper switch in
Disconnect and isolate the battery negative cable. any position. If OK, go to Step 2. If not OK, repair
Unplug the multi-function switch wire harness con- the open circuit as required.
nector. Connect the battery negative cable. Turn the
(b) Check for battery voltage at the wiper switch continuity with the liftgate and/or the liftglass (if the
low speed output circuit cavity of the wiper motor vehicle is so equipped) open, and no continuity with
wire harness connector with the wiper switch in the liftgate and the liftglass closed. If OK, go to Step
the Low position. If OK, go to Step 3. If not OK, 6. If not OK, repair the liftgate and/or the liftglass
repair the open circuit as required. ajar circuit or switch as required.
(c) Check for battery voltage at the wiper switch (6) Plug in the rear wiper switch wire harness con-
high speed output circuit cavity of the wiper motor nector. Connect the battery negative cable. Turn the
wire harness connector with the wiper switch in ignition switch to the On position. Place the rear
the High position. If OK, go to Step 4. If not OK, wiper switch in the Wipe position. Check for battery
repair the open circuit as required. voltage at the rear wiper motor control circuit cavity
(d) Check for battery voltage at the wiper park of the rear wiper motor wire harness connector.
switch sense circuit cavity of the wiper motor wire Repeat the test for the rear wiper motor control
harness connector with the wiper switch in the (intermittent) circuit cavity with the rear wiper
Low or High position, then move the switch to the switch in the Intermittent position, then at the rear
Off position. The meter should switch between bat- washer motor control circuit cavity with the rear
tery voltage and zero volts while the wipers are wiper switch in the Wash position. In each case, the
cycling. The meter should read battery voltage meter should read battery voltage. If OK, replace the
when the switch is moved to the Off position until faulty rear wiper motor. If not OK, repair the open
the wipers park, and then read a steady zero volts. circuit(s) as required.
If not OK, replace the faulty wiper motor.
WASHER SYSTEM
REAR
For circuit descriptions and diagrams, refer to FRONT
8W-53 - Wipers in Group 8W - Wiring Diagrams. The diagnosis found here addresses an inoperative
washer pump or wipe-after-wash feature. If the
WARNING: ON VEHICLES EQUIPPED WITH AIR- washer pump operates, but no washer fluid is emit-
BAGS, REFER TO GROUP 8M - PASSIVE ted from the washer nozzles, be certain to check the
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY fluid level in the reservoir. Check for ice or other for-
STEERING WHEEL, STEERING COLUMN, OR eign material in the reservoir, and for pinched, dis-
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR connected, broken, or incorrectly routed washer
SERVICE. FAILURE TO TAKE THE PROPER PRE- system plumbing. For circuit descriptions and dia-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- grams, refer to 8W-53 - Wipers in Group 8W - Wiring
BAG DEPLOYMENT AND POSSIBLE PERSONAL Diagrams.
INJURY.
(1) Check the fuse in the junction block. If OK, go BAGS, REFER TO GROUP 8M - PASSIVE
to Step 2. If not OK, repair the shorted circuit or RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
component as required and replace the faulty fuse. STEERING WHEEL, STEERING COLUMN, OR
(2) Turn the ignition switch to the On position. INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
Check for battery voltage at the fused ignition switch SERVICE. FAILURE TO TAKE THE PROPER PRE-
output circuit cavity of the rear wiper switch wire CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
harness connector. If OK, go to Step 3. If not OK, BAG DEPLOYMENT AND POSSIBLE PERSONAL
repair the open circuit as required. INJURY.
Disconnect and isolate the battery negative cable. (1) Turn the ignition switch to the On position.
Remove and test the rear wiper switch, as described Turn the wiper switch to the Low or High speed posi-
in this group. If OK, go to Step 4. If not OK, replace tion. Check whether the wipers operate. If OK, go to
the faulty switch. Step 2. If not OK, see the Wiper System diagnosis in
(4) Remove the liftgate inner trim panel. Measure this group.
the resistance between the ground circuit cavity of (2) Turn the wiper switch to the Off position.
the rear wiper motor wire harness connector and a Depress the washer switch for less than one-half sec-
good ground. The meter should read zero ohms. If ond. The wipers should operate for one sweep cycle
OK, go to Step 5. If not OK, repair the circuit to and then park. Depress the washer switch for more
ground as required. than one-half second. The washer pump should oper-
(5) Check for continuity between the liftgate ajar ate and the wipers should operate for two sweep
switch sense cavity of the rear wiper motor wire har- cycles after the switch is released before they park. If
ness connector and a good ground. There should be the wipers are OK, but the washers are not, go to
Step 3. If the washers are OK, but the wipers are Unplug the rear washer pump wire harness connec-
not, go to Step 5. tor. Measure the resistance between the ground cir-
(3) Turn the ignition switch to the Off position. cuit cavity of the rear washer pump wire harness
Disconnect and isolate the battery negative cable. connector and a good ground. The meter should read
Unplug the front washer pump wire harness connec- zero ohms. If OK, go to Step 3. If not OK, repair the
tor. Measure the resistance between the ground cir- circuit to ground as required.
cuit cavity of the front washer pump wire harness (3) Connect the battery negative cable. Turn the
connector and a good ground. The meter should read ignition switch to the On position. Depress the rear
zero ohms. If OK, go to Step 4. If not OK, repair the washer switch. Measure the voltage at the rear
ground circuit as required. washer motor control circuit cavity of the rear
(4) Connect the battery negative cable. Turn the washer pump wire harness connector. The meter
ignition switch to the On position. Depress the should read battery voltage. If OK, replace the faulty
washer switch. Measure the voltage at the washer pump. If not OK, repair the open circuit as required.
switch output circuit cavity of the front washer pump
wire harness connector. The meter should read bat- WIPER SWITCH AND WASHER SWITCH
tery voltage. If OK, replace the faulty pump. If not
OK, repair the open circuit as required. FRONT
(5) Turn the ignition switch to the Off position. Perform the diagnosis for the windshield wiper sys-
Disconnect and isolate the battery negative cable. tem and/or washer system as described in this group
Unplug the white 24-way wire harness connector before testing the multi-function switch. For circuit
from the Body Control Module (BCM). Connect the descriptions and diagrams, see 8W-53 - Wipers in
battery negative cable. Turn the ignition switch to Group 8W - Wiring Diagrams.
the On position. Depress the washer switch. Check
for battery voltage at the washer switch output cir- WARNING: ON VEHICLES EQUIPPED WITH AIR-
cuit cavity of the white 24-way BCM wire harness BAGS, REFER TO GROUP 8M - PASSIVE
connector. If OK, see the Intermittent Wipe Relay RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
diagnosis in this group. If not OK, repair the open STEERING WHEEL, STEERING COLUMN, OR
circuit as required. INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
REAR CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
The diagnosis found here addresses an inoperative BAG DEPLOYMENT AND POSSIBLE PERSONAL
washer pump. If the washer pump operates, but no INJURY.
washer fluid is emitted from the washer nozzles, be
certain to check the fluid level in the reservoir. Check (1) Disconnect and isolate the battery negative
for ice or other foreign material in the reservoir, and cable.
for pinched, disconnected, broken, or incorrectly (2) Unplug the multi-function switch wire harness
routed washer system plumbing. For circuit descrip- connector from the multi-function switch.
tions and diagrams, refer to 8W-53 - Wipers in Group (3) Using an ohmmeter, perform the switch conti-
8W - Wiring Diagrams. nuity checks at the switch terminals as shown in the
Multi-Function Switch Continuity chart (Fig. 2).
WARNING: ON VEHICLES EQUIPPED WITH AIR- (4) If the switch fails any of the continuity checks,
BAGS, REFER TO GROUP 8M - PASSIVE replace the faulty switch. If the switch is OK, repair
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY the wiper system and/or washer system wire harness
STEERING WHEEL, STEERING COLUMN, OR circuits as required.
SERVICE. FAILURE TO TAKE THE PROPER PRE- REAR
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- Perform the diagnosis for the rear wiper system
BAG DEPLOYMENT AND POSSIBLE PERSONAL and/or washer system as described in this group
INJURY. before testing the rear wiper and washer switch. For
circuit descriptions and diagrams, see 8W-53 - Wip-
(1) Turn the ignition switch to the On position. ers in Group 8W - Wiring Diagrams.
Place the rear wiper/washer switch in the Wipe posi-
tion. Check whether the rear wiper is operating. If
OK, go to Step 2. If not OK, see the Wiper System
diagnosis in this group.
Disconnect and isolate the battery negative cable.
INTERMITTENT WIPE RELAY
8W-53 - Wipers in Group 8W - Wiring Diagrams.

INJURY.
RELAY TEST
The intermittent wipe relay (Fig. 3) is located in
the Power Distribution Center (PDC) in the engine
compartment. Refer to the PDC label for intermittent
wipe relay identification and location.
Remove the intermittent wipe relay from the PDC
as described in this group to perform the following
Fig. 2 Multi-Function Switch Continuity tests:
(1) A relay in the de-energized position should
WARNING: ON VEHICLES EQUIPPED WITH AIR- have continuity between terminals 87A and 30, and
BAGS, REFER TO GROUP 8M - PASSIVE no continuity between terminals 87 and 30. If OK, go
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY to Step 2. If not OK, replace the faulty relay.
STEERING WHEEL, STEERING COLUMN, OR (2) Resistance between terminals 85 and 86 (elec-
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR tromagnet) should be 75 6 5 ohms. If OK, go to Step
SERVICE. FAILURE TO TAKE THE PROPER PRE- 3. If not OK, replace the faulty relay.
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- (3) Connect a battery to terminals 85 and 86.
BAG DEPLOYMENT AND POSSIBLE PERSONAL There should now be continuity between terminals
INJURY. 30 and 87, and no continuity between terminals 87A
and 30. If OK, see the Relay Circuit Test in this
(1) Remove the rear wiper and washer switch from
group. If not OK, replace the faulty relay.
the instrument panel.
(2) Using an ohmmeter, check the rear wiper and
washer switch continuity at the switch terminals as
follows:
a. With the switch in the Off position, there should
be no continuity between any two switch terminals.
b. With the switch knob depressed in the Wash
position, there should be continuity between the
fused ignition switch output circuit and the rear
washer motor control circuit terminals.
c. With the switch in the Intermittent position,
there should be continuity between the fused ignition
switch output circuit and the rear wiper motor con-
trol (intermittent) circuit terminals.
d. With the switch in the On position, there should
be continuity between the fused ignition switch out-
put circuit and the rear wiper motor control circuit
terminals. Fig. 3 Intermittent Wipe Relay
(3) If the switch fails any of the continuity checks, RELAY CIRCUIT TEST
replace the faulty switch. If the switch is OK, repair (1) The relay common feed terminal cavity (30) is
the rear wiper system and/or washer system wire connected to the wiper (multi-function) switch. There
harness circuits as required. should be continuity between the cavity for relay ter-
minal 30 and the two fused ignition switch output (3) Remove the wiper blade from the wiper arm, or
(V6) circuit cavities of the multi-function switch con- the wiper element from the wiper blade as follows:
nector at all times. If OK, go to Step 2. If not OK, (a) To remove the wiper blade from the wiper
repair the open circuit(s) to the multi-function switch arm, push the release tab under the arm tip and
as required. slide the blade away from the tip towards the pivot
(2) The relay normally closed terminal (87A) is end of the arm (Fig. 4).
connected to terminal 30 in the de-energized position. (b) To remove the wiper element from the wiper
There should be continuity between the cavity for blade, pinch the notched retainer (pivot) end of the
relay terminal 87A and the wiper park switch sense wiper element tightly between the thumb and fore-
circuit cavities of the wiper motor wire harness con- finger (Fig. 5). Then, pull the element firmly
nector and the white 24-way Body Control Module towards the wiper pivot to release the wiper blade
(BCM) wire harness connector at all times. If OK, go claws from the wiper element retaining pockets.
to Step 3. If not OK, repair the open circuit(s) to the Once the claws are released from the retaining
wiper motor and BCM as required. pockets, the element will slide easily out of the
(3) The relay normally open terminal (87) is con- remaining claws.
gized position. There should be battery voltage at the
cavity for relay terminal 87 with the ignition switch
in the On or Accessory positions. If OK, go to Step 4.
If not OK, repair the open circuit to the ignition
switch as required.
(4) The coil battery terminal (86) is connected to
the electromagnet in the relay. There should be bat-
tery voltage at the cavity for relay terminal 86 with
the ignition switch in the On or Accessory positions.
If OK, go to Step 5. If not OK, repair the open circuit
to the ignition switch as required.
(5) The coil ground terminal (85) is connected to Fig. 4 Wiper Blade Remove/Install - Typical
the electromagnet in the relay. It is grounded by the
BCM to energize the relay and cycle the wiper motor.
Check for continuity between the cavity for relay ter-
minal 85 and the intermittent wiper relay control cir-
cuit cavity of the white 24-way BCM wire harness
connector. There should be continuity. If OK, refer to
the proper Diagnostic Procedures manual for diagno-
sis of the BCM. If not OK, repair the open circuit to
the BCM as required.

WIPER BLADE AND ELEMENT Fig. 5 Wiper Element Remove
(4) Install the wiper blade on the wiper arm, or
FRONT the wiper element in the wiper blade as follows:
(a) To install the wiper blade on the wiper arm,
NOTE: The pinch-release retainer end of the wiper slide the blade retainer into the U-shaped forma-
element should always be oriented towards the end tion on the tip of the wiper arm until the release
of the wiper blade that is nearest to the wiper pivot. tab snaps into its locked position. Be certain that
To remove the windshield wiper blade and/or ele- the pinch-release for the wiper element is oriented
ment, proceed as follows: towards the end of the wiper blade that is nearest
(1) Turn the windshield wiper switch to the On to the wiper pivot.
position. By turning the ignition switch to the On (b) To install the wiper element in the wiper
and Off positions, cycle the wiper blades to a conve- blade, be certain that the metal element rails (ver-
nient working location on the windshield. tebra) are properly seated in the slots on either
(2) Lift the wiper arm to raise the wiper blade and side of the rubber element. Start at the wiper pivot
element off of the windshield glass. end of the blade and slide the element through
each pair of wiper blade claws. The element is fully
installed when the claws on the wiper pivot end of (4) Install the arm and blade with the wiper motor
the blade are engaged in the wiper element retain- in the Park position. See the Front Wiper Arm
ing pockets. Installation illustration (Fig. 7).
REAR
The rear wiper blade and element are serviced as a
unit. If either the blade or the element is faulty or
damaged, the entire unit must be replaced. To
remove the rear wiper blade, proceed as follows:
(1) Lift the rear wiper arm to raise the wiper blade
and element off of the liftgate glass.
(2) Push the release tab under the arm tip and
slide the blade away from the tip towards the rear
wiper motor output shaft end of the arm (Fig. 4).
(3) To install the wiper blade on the wiper arm,
slide the blade retainer into the U-shaped formation
on the tip of the wiper arm until the release tab
snaps into its locked position. Be certain that the
pinch-release clip for the wiper element is oriented Fig. 7 Front Wiper Arm Installation
towards the end of the wiper blade that is nearest to (5) Mount the arms on the pivot shafts so that the
the rear wiper motor output shaft. distance from the lower edge of the wiper arm tip to
the upper edge of the lower windshield moulding is:
WIPER ARM • 25 to 52 mm (0.98 to 2.04 inch) on the driver
side
CAUTION: The use of a screwdriver or other prying
• 33 to 62 mm (1.29 to 2.44 inch) on the passenger
tool to remove a wiper arm may distort it. This dis-
side.
tortion could allow the arm to come off of the pivot
(6) Lift the wiper arm away from the windshield
shaft, regardless of how carefully it is installed.
slightly to relieve the spring tension on the latch.
Push the latch into the locked position and slowly
FRONT release the arm until the wiper blade rests on the
(1) Open the hood of the vehicle. windshield.
(2) Lift the wiper arm to permit the latch to be (7) Operate the wipers with the windshield glass
pulled out to its holding position, then release the wet, then turn the wiper switch to the Off position.
arm (Fig. 6). The arm will remain off the windshield Check for the correct wiper arm positioning and
with the latch in this position. readjust if required.
(3) Remove the arm from the pivot using a rocking
motion. REAR
(1) Remove the wiper arm assembly by lifting the
pivot cover and removing the retaining nut (Fig. 8).
Fig. 6 Wiper Arm Remove/Install

Fig. 8 Rear Wiper Arm Remove/Install
(2) Remove the wiper arm from the motor output
shaft using a rocking motion.
(3) Install the rear wiper arm with the wiper
motor in the Park position. Place the rear wiper
blade in the Installation position on the ramp (Fig. 9)
and tighten the retaining nut to 18 N·m (160 in.
lbs.).
Fig. 9 Rear Wiper Arm Installation

(4) Close the pivot cover and move the rear wiper
blade to the Park position on the ramp.
Fig. 10 Wiper Linkage Module Remove/Install
WIPER MOTOR (14) Reverse the removal procedures to install.
Tighten the mounting hardware as follows:
FRONT • Wiper motor screws - 6 N·m (53 in. lbs.)
(1) Disconnect and isolate the battery negative • Crank arm nut - 11.5 N·m (101 in. lbs.)
cable. • Wiper module mounting screws - 7.9 N·m (70 in.
(2) Remove the wiper arms from the wiper pivots. lbs.).
See Wiper Arm in this group for the procedures. • Cowl plenum cover/grille panel screws - 1.7 N·m
(3) Remove the screws that secure the cowl ple- (15 in. lbs.).
num cover/grille panel to the cowl top panel.
(4) Lift the cowl plenum cover/grille panel from the REAR
vehicle far enough to access the windshield washer (1) Disconnect and isolate the battery negative
nozzle plumbing. cable.
(5) Disconnect the windshield washer supply hose (2) From the outside of the liftgate, remove the
from the tee fitting. rear wiper arm from the rear wiper motor output
(6) Carefully remove the cowl plenum cover/grille shaft. See Wiper Arm in this group for the proce-
panel from the vehicle and set it aside. dures.
(7) Remove the five screws that secure the wiper (3) From the outside of the liftgate, remove the
module to the cowl plenum mounting bracket (Fig. rear wiper motor output shaft nut (Fig. 11).
10). (4) Remove the external bezel and gasket from the
(8) Move the wiper module far enough to access rear wiper motor output shaft.
the wiper motor wire harness connector. (5) From the inside of the liftgate, remove the lift-
(9) Unplug the wiper motor wire harness connector gate inner trim panel. Refer to Group 23 - Body for
from the wiper motor. the procedures.
(10) Remove the wiper module from the cowl ple- (6) Unplug the rear wiper motor wire harness con-
num as a unit. nector.
(11) Turn the wiper module over and remove the (7) Remove the screws that secure the wiper motor
nut that secures the wiper motor crank arm to the to the liftgate inner panel.
wiper motor output shaft. (8) Remove the rear wiper motor from the liftgate.
(12) Remove the three screws that secure the (9) Reverse the removal procedures to install.
wiper motor to the wiper module mounting bracket. Tighten the mounting hardware as follows:
(13) Remove the wiper motor from the wiper mod- • Motor mounting screws - 1.3 N·m (13 in. lbs.)
ule bracket. • Wiper motor output shaft nut - 5 N·m (42 in.
lbs.).
Fig. 11 Rear Wiper Motor Remove/Install

WIPER LINKAGE AND PIVOT
The wiper linkage and pivots can only be removed
from or installed in the vehicle as a unit with the
wiper motor. See Wiper Motor in this group for the
service procedures.
INTERMITTENT WIPE RELAY

cable.
(2) Remove the cover from the Power Distribution
Center (PDC) (Fig. 12).
(3) Refer to the label on the PDC for intermittent
wipe relay identification and location.
(4) Unplug the intermittent wipe relay from the
PDC.
(5) Install the intermittent wipe relay by aligning
the relay terminals with the cavities in the PDC and Fig. 12 Power Distribution Center
pushing the relay firmly into place.
WIPER SWITCH AND WASHER SWITCH (8) Remove the steering column opening cover/
FRONT (9) Remove both the upper and lower shrouds from
the steering column (Fig. 14).
INJURY.

cable.
(2) If the vehicle is so equipped, remove the tilt
steering column lever.
edges of both instrument panel switch pod bezels to
release the snap clip retainers. Remove both bezels
instrument panel (Fig. 13). Fig. 14 Steering Column Shrouds Remove/Install -
Typical
(11) Loosen the nuts that secure the steering col-
umn upper mounting bracket to the dash panel steer-
ing column support bracket studs. Lower the column
far enough to move the upper fixed column shroud.
(12) Move the upper fixed column shroud far
enough to access the rear of the multi-function
switch (Fig. 15).
(13) Remove the tamper proof mounting screws (a
Snap On tamper proof torx bit TTXR20B2 or equiva-
Fig. 13 Steering Column Opening Cover/Knee

Blocker Remove/Install
end of the instrument panel.
flat-bladed tool, gently pry the edges of the steering
column opening cover/knee blocker away from the
instrument panel at the snap clip retainer locations Fig. 15 Multi-Function Switch Connector - Typical
(Fig. 13).
lent is required) that secure the multi-function (5) Remove the inboard switch pod from the
switch to the steering column. instrument panel.
(14) Gently pull the switch away from the steering (6) Reverse the removal procedures to install.
column far enough to access and loosen the multi- Tighten the switch mounting screws to 2.2 N·m (20
function switch wire harness connector screw. The in. lbs.).
screw will remain in the wire harness connector.
(15) Unplug the wire harness connector from the WASHER SYSTEM
multi-function switch.
(16) Reverse the removal procedures to install. WASHER RESERVOIR
Tighten the fasteners as follows: (1) Disconnect and isolate the battery negative
• Multi-function switch wire harness connector cable.
screw - 2 N·m (17 in. lbs.) (2) Remove the three screws that secure the
• Multi-function switch mounting screws - 2 N·m washer reservoir to the inner fender shield (Fig. 17).
(17 in. lbs.)
• Steering column mounting nuts - 12 N·m (110
in. lbs.).
REAR

INJURY.

cable. Fig. 17 Washer Reservoir Remove/Install
(2) Using a trim stick or another suitable wide (3) Lift the reservoir far enough to access the
flat-bladed tool, pry gently around the perimeter washer pump wire harness connectors and hoses.
edges of the inboard switch pod bezel to release the (4) Remove the washer supply hoses from the
snap clip retainers. Remove the bezel from the washer pumps and drain the washer fluid from the
instrument panel. reservoir into a clean container for reuse.
(3) Remove the three screws that secure the (5) Unplug the wire harness connectors from the
inboard switch pod to the instrument panel (Fig. 16). washer pumps and the washer fluid level sensor, if
the vehicle is so equipped.
(6) Use a deep socket and extension inserted
through the reservoir filler neck to remove the
washer pump filter/nuts from the inside of the reser-
voir.
(7) Remove the washer pumps from the reservoir.
(8) If the vehicle is so equipped, remove the
washer fluid level sensor from the reservoir. See
Washer Fluid Level Sensor in this group for the pro-
cedures.
(9) Remove the rubber grommet seals from the
reservoir and discard.
Always use new rubber grommet seals on the reser-
Fig. 16 Inboard Switch Pod Remove/Install voir. Tighten the reservoir mounting screws to 4 N·m
(4) Pull the inboard switch pod out from the (35 in. lbs.).
instrument panel far enough to access and unplug
the wire harness connectors.
WASHER PUMP (2) Pull the nozzle out from the cowl plenum cover/
(1) Disconnect and isolate the battery negative grille panel far enough to access and disconnect the
cable. washer supply hose from the nozzle nipple.
(2) Remove the washer supply hose from the (3) Reverse the removal procedures to install.
barbed outlet nipple of the faulty washer pump and
drain the washer fluid from the reservoir into a clean REAR
container for reuse. (1) Using a trim stick or another suitable wide
(3) Unplug the wire harness connector from the flat-bladed tool, pry gently at the lower edge of the
faulty washer pump. rear washer nozzle to release the snap clips that
(4) Use a deep socket and extension inserted secure it to the liftgate outer panel.
through the reservoir filler neck to remove the faulty (2) Pull the nozzle out from the liftgate outer
washer pump filter/nut from the inside of the reser- panel far enough to access and disconnect the washer
voir. supply hose from the nozzle nipple.
(5) Remove the faulty washer pump from the res- (3) Reverse the removal procedures to install.
ervoir.
(6) Remove the rubber grommet seal from the res- CHECK VALVE
ervoir and discard. A check valve is located in the washer supply line
(7) Reverse the removal procedures to install. in the liftgate opening header, near the grommet
Always use a new rubber grommet seal on the reser- where the supply hose exits the vehicle body to the
voir. liftgate.
(1) Remove the upper liftgate opening trim panel.
WASHER FLUID LEVEL SENSOR Refer to Group 23 - Body for the procedures.
(1) Remove the washer reservoir from the vehicle. (2) Disconnect the washer supply hoses from the
See Washer Reservoir in this group for the proce- barbed nipples on each end of the rear washer sys-
dures. tem check valve.
(3) Remove the check valve from the vehicle.
NOTE: The pivoting float of the washer fluid sensor (4) When reinstalling the check valve, be certain
must be in a horizontal position within the reservoir the valve is properly oriented within the system flow
in order to be removed. With the reservoir empty (Fig. 18).
and in an upright position, the pivoting float will ori- (5) Reverse the remaining removal procedures to
ent itself to the horizontal position when the sensor complete the installation.
connector is pointed straight downwards.

flat-bladed tool, gently pry the washer fluid level sen-
sor out of the rubber grommet seal. Care must be
taken not to damage the reservoir.
(3) Remove the rubber grommet seal from the res-
ervoir and discard.
Always use a new rubber grommet seal on the reser-
voir.
Fig. 18 Washer System Check Valve
WASHER NOZZLE
FRONT
(1) Use a small screwdriver to gently pry the snap-
fit nozzle loose from the opening in the cowl plenum
cover/grille panel.
ZG LAMPS 8L - 1
LAMPS
CONTENTS
page page
BULB APPLICATION . . . . . . . . . . . . . . . . . . . . . . 9 LAMP SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . 6

LAMP BULB SERVICE . . . . . . . . . . . . . . . . . . . . 4 LAMP SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . 8
LAMP DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . 1 SERVICE PROCEDURES . . . . . . . . . . . . . . . . . . . 2
LAMP DIAGNOSIS
INDEX
page page

HEADLAMP LEVELING MOTOR . . . . . . . . . . . . . 1 HEADLAMP MOTOR DIAGNOSIS ........... 1
GENERAL INFORMATION height is controlled by a motor attached to each

headlamp and is adjusted by a switch located on the
HEADLAMP LEVELING MOTOR console.
This vehicle is may be equipped with a manual
headlamp leveling system. This system allows the
driver to adjust the headlamp beam height depend-
ing on passenger or cargo load. The headlamp beam

HEADLAMP MOTOR DIAGNOSIS
ONE MOTOR DOES NOT 1. Poor connection at motor. 1. Secure connector on motor.
OPERATE 2. No voltage at motor. 2. Repair circuit.
3. Defective motor. 3. Replace motor.
MOTORS DO NOT OPERATE 1. No voltage at switch. 1. Repair circuit or replace fuse. Refer to
2. No voltage at motors. Group 8W.
3. Poor connection at motors. 2. Repair circuit or replace switch.
4. Both motors defective. 3. Secure connector on motors.
4. Replace motors.
8L - 2 LAMPS ZG
SERVICE PROCEDURES
INDEX
page page
SERVICE PROCEDURES
HEADLAMP ALIGNMENT . . . . . . . . . . . . . . . . . . 2
SERVICE PROCEDURES ALIGNMENT SCREEN PREPARATION

(1) Position vehicle on a level surface perpendicu-
HEADLAMP ALIGNMENT lar to a flat wall 10 meters away from front of head-
lamp lens (Fig. 1).
VEHICLE PREPARATION (2) If necessary, tape a line on the floor 10 meters
(1) Verify headlamp dimmer switch and high beam away from and parallel to the wall.
indicator operation. (3) Measure from the floor up 1.27 meters (5 feet)
(2) If equipped with a motorized headlamp leveling and tape a line on the wall at the centerline of the
system, ensure the headlamp leveling switch is in vehicle. Sight along the centerline of the vehicle
the 0 position. (from rear of vehicle forward) to verify accuracy of
(3) Correct defective components that could hinder the line placement.
proper headlamp alignment. (4) Rock vehicle side-to-side three times to allow
(4) Verify proper tire inflation. suspension to stabilize.
(5) Clean headlamp lenses.
(6) Verify that luggage area is not heavily loaded.
(7) Fuel tank should be FULL. Add 2.94 kg (6.5
lbs.) of weight over the fuel tank for each estimated
gallon of missing fuel.
Fig. 1 Headlamp Alignment Screen—Left Hand Drive

ZG LAMPS 8L - 3
(5) Jounce front suspension three times by pushing HEADLAMP ADJUSTMENT
downward on front bumper and releasing. A properly aimed low beam headlamp will project
(6) Measure the distance from the center of head- the top edge of high intensity pattern on screen from
lamp lens to the floor. Transfer measurement to the 150 mm below headlamp centerline (Fig. 1). The
alignment screen (with tape). angle between the horizontal and the inclined part of
(7) Place a tape line 150 mm below and parallel to the light-dark boundary may not vary more than 10
the center of headlamp lens to the floor tape mark. cm to the right or left of the vertical through the cen-
Use this for up/down alignment reference. ter mark.
(8) Measure distance from the centerline of the To adjust headlamp aim, rotate the headlamp
vehicle to the center of each headlamp being aligned. alignment screws to achieve the pattern specified on
Transfer measurements to screen (with tape) to each the alignment screen.
side of vehicle centerline. Use these lines for left/
right adjustment reference .
8L - 4 LAMPS ZG
LAMP BULB SERVICE
INDEX
page page
REMOVAL AND INSTALLATION REAR FOG LAMP BULB . . . . . . . . . . . . . . . . . . 5

HEADLAMP BULB . . . . . . . . . . . . . . . . . . . . . . . 4 SIDE REPEATER LAMP BULB . . . . . . . . . . . . . . 4
HEADLAMP BULB CAUTION: Do not touch the bulb glass with fin-
gers or other oily surfaces. Reduced bulb life will
REMOVAL result.
(1) Remove headlamp.
(2) Disengage electrical connector. (1) Position bulb assembly in the lamp housing.
(3) Remove protective boot from rear of headlamp (2) Engage bulb retaining clip.
(Fig. 1). (3) Install protective boot on rear of headlamp.
(4) Disengage bulb retaining clip (Fig. 2). (4) Engage electrical connector.
(5) Pull the bulb straight out from the housing . (5) Install headlamp.
SIDE REPEATER LAMP BULB

REMOVAL
(1) Insert a flat blade or similar tool between lamp
and fender opening and pry the lamp away from the
fender (Fig. 3). The retaining tabs are located at the
top and bottom of the lamp.
(2) Twist lamp 1/4 turn clockwise and pull lamp
from socket (Fig. 3).
(3) Twist bulb 1/4 turn and pull bulb from socket .
Fig. 1 Protective Boot
Fig. 3 Repeater Lamp Lens

INSTALLATION
(1) Position bulb in lamp socket and twist bulb 1/4
turn.
(2) Push lamp on socket and turn 1/4 turn counter-
clockwise.
(3) Push lamp into fender opening.
Fig. 2 Retaining Clip
ZG LAMPS 8L - 5
REAR FOG LAMP BULB
REMOVAL
(1) Remove the tail lamp.
(2) Grasp the fog lamp bulb socket and rotate
counterclockwise (Fig. 4). Separate socket from lamp.
(3) Pull the bulb from the socket .
INSTALLATION
(1) Push the bulb into the socket.
(2) Position the bulb socket in the lamp and rotate
clockwise.
(3) Install the tail lamp.
Fig. 4 Fog Lamp Bulb

8L - 6 LAMPS ZG
LAMP SERVICE
INDEX
page page
REMOVAL AND INSTALLATION REAR FOG LAMP . . . . . . . . . . . . . . . . . . . . . . . 6

HEADLAMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 SIDE REPEATER LAMP . . . . . . . . . . . . . . . . . . . 6
REAR BUMPER REFLECTOR . . . . . . . . . . . . . . 6

HEADLAMP
REMOVAL
(1) Remove the park lamp.
(2) Remove the metal clip retaining the upper
pivot of the headlamp to the headlamp leveling
motor.
(3) Pull the headlamp from the grille opening rein-
forcement (GOR).
(4) Disengage the electrical connector from the
rear of the headlamp
INSTALLATION
(1) Engage the electrical connector on the rear of
the headlamp Fig. 1 Repeater Lamp Retaining Tabs
(2) Position the headlamp in the (GOR) and press
into place.
(3) Install the metal clip retaining the upper pivot
of the headlamp to the headlamp leveling motor.
(4) Install the park lamp.
SIDE REPEATER LAMP

REMOVAL
(1) Insert a small flat blade between lamp and
body panel. Disengage lamp retaining tabs (Fig. 1).
(2) Twist bulb socket 1/4 turn and separate bulb
socket from lamp (Fig. 2) .
INSTALLATION
(1) Position socket in lamp and twist socket 1/4
turn.
(2) Position lamp into body opening and push into Fig. 2 Repeater Lamp
place. (2) Separate the reflector from the rear bumper.
REAR FOG LAMP

The rear fog lamp is integrated into the rear tail
lamp. Refer to the Rear Tail Lamp Removal/Installa-
tion procedure.
REAR BUMPER REFLECTOR
REMOVAL
(1) From the underside of the vehicle, remove the
nut attaching the reflector to the backside of the rear
bumper.
ZG LAMPS 8L - 7
INSTALLATION
(1) Position the reflector on the rear bumper (Fig.
3).
(2) Install the nut attaching the reflector to the
rear bumper .
Fig. 3 Rear Bumper Reflector

8L - 8 LAMPS ZG
LAMP SYSTEMS
INDEX
page page

HEADLAMP LEVELING MOTOR . . . . . . . . . . . . . 8

HEADLAMP LEVELING MOTOR
REMOVAL
(2) Remove screws attaching leveling motor to
grille opening reinforcement (GOR) (Fig. 1).
(3) Gently push leveling motor downward and pull
from GOR.
(4) Squeeze electrical connector tabs inward and
pull connector from leveling motor.
(5) Separate leveling motor from vehicle .
INSTALLATION
(1) Engage electrical connector to leveling motor.
(2) Position leveling motor in GOR and install Fig. 1 Headlamp Leveling Motor
screws.
(3) Install headlamp.
ZG LAMPS 8L - 9
BULB APPLICATION
INDEX
page page
SPECIFICATIONS
EXTERIOR LAMPS ...................... 9
SPECIFICATIONS
EXTERIOR LAMPS
LAMP BULB
Front Fog Lamp . . . . . . . . . . . . . . . . . . . . . . . . . H3
Front Turn Signal Lamp . . . . . . . . . . . . . . . P27/7W
Headlamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4
License Plate Lamp . . . . . . . . . . . . . . . . . . . . . W5W
Park Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . W3W
Park Lamp (Japan Only) . . . . . . . . . . . . . . . . . W3W
Rear Fog Lamp . . . . . . . . . . . . . . . . . . . . . . P27/7W
Rear Turn Signal Lamp . . . . . . . . . . . . . . . . P27/7W
Side Repeater Lamp . . . . . . . . . . . . . . . . . . . . . T4W
Stop Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . P27/7W
Tail Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . P27/7W
Reverse Lamp . . . . . . . . . . . . . . . . . . . . . . . P27/7W
ZG LAMPS 8L - 1
LAMPS
CONTENTS
page page
BULB APPLICATION . . . . . . . . . . . . . . . . . . . . . . 9 LAMP SERVICE . . . . . . . . . . . . . . . . . . . . . . . . . 6

LAMP BULB SERVICE . . . . . . . . . . . . . . . . . . . . 4 LAMP SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . 8
LAMP DIAGNOSIS . . . . . . . . . . . . . . . . . . . . . . . 1 SERVICE PROCEDURES . . . . . . . . . . . . . . . . . . . 2
LAMP DIAGNOSIS
INDEX
page page

HEADLAMP LEVELING MOTOR . . . . . . . . . . . . . 1 HEADLAMP MOTOR DIAGNOSIS ........... 1
GENERAL INFORMATION height is controlled by a motor attached to each

headlamp and is adjusted by a switch located on the
HEADLAMP LEVELING MOTOR console.
This vehicle is may be equipped with a manual
headlamp leveling system. This system allows the
driver to adjust the headlamp beam height depend-
ing on passenger or cargo load. The headlamp beam

HEADLAMP MOTOR DIAGNOSIS
ONE MOTOR DOES NOT 1. Poor connection at motor. 1. Secure connector on motor.
OPERATE 2. No voltage at motor. 2. Repair circuit.
3. Defective motor. 3. Replace motor.
MOTORS DO NOT OPERATE 1. No voltage at switch. 1. Repair circuit or replace fuse. Refer to
2. No voltage at motors. Group 8W.
3. Poor connection at motors. 2. Repair circuit or replace switch.
4. Both motors defective. 3. Secure connector on motors.
4. Replace motors.
8L - 2 LAMPS ZG
SERVICE PROCEDURES
INDEX
page
SERVICE PROCEDURES
HEADLAMP ALIGNMENT . . . . . . . . . . . . . . . . . . 2
SERVICE PROCEDURES ALIGNMENT SCREEN PREPARATION

(1) Position vehicle on a level surface perpendicu-
HEADLAMP ALIGNMENT lar to a flat wall 10 meters away from front of head-
lamp lens (Fig. 1).
VEHICLE PREPARATION (2) If necessary, tape a line on the floor 10 meters
(1) Verify headlamp dimmer switch and high beam away from and parallel to the wall.
indicator operation. (3) Measure from the floor up 1.27 meters (5 feet)
(2) If equipped with a motorized headlamp leveling and tape a line on the wall at the centerline of the
system, ensure the headlamp leveling switch is in vehicle. Sight along the centerline of the vehicle
the 0 position. (from rear of vehicle forward) to verify accuracy of
(3) Correct defective components that could hinder the line placement.
proper headlamp alignment. (4) Rock vehicle side-to-side three times to allow
(4) Verify proper tire inflation. suspension to stabilize.
(5) Clean headlamp lenses.
(6) Verify that luggage area is not heavily loaded.
(7) Fuel tank should be FULL. Add 2.94 kg (6.5
lbs.) of weight over the fuel tank for each estimated
gallon of missing fuel.
Fig. 1 Headlamp Alignment Screen—Left Hand Drive

ZG LAMPS 8L - 3
(5) Jounce front suspension three times by pushing HEADLAMP ADJUSTMENT
downward on front bumper and releasing. A properly aimed low beam headlamp will project
(6) Measure the distance from the center of head- the top edge of high intensity pattern on screen from
lamp lens to the floor. Transfer measurement to the 150 mm below headlamp centerline (Fig. 1). The
alignment screen (with tape). angle between the horizontal and the inclined part of
(7) Place a tape line 150 mm below and parallel to the light-dark boundary may not vary more than 10
the center of headlamp lens to the floor tape mark. cm to the right or left of the vertical through the cen-
Use this for up/down alignment reference. ter mark.
(8) Measure distance from the centerline of the To adjust headlamp aim, rotate the headlamp
vehicle to the center of each headlamp being aligned. alignment screws to achieve the pattern specified on
Transfer measurements to screen (with tape) to each the alignment screen.
side of vehicle centerline. Use these lines for left/
right adjustment reference.
8L - 4 LAMPS ZG
LAMP BULB SERVICE
INDEX
page page
REMOVAL AND INSTALLATION REAR FOG LAMP BULB . . . . . . . . . . . . . . . . . . 5

HEADLAMP BULB . . . . . . . . . . . . . . . . . . . . . . . 4 SIDE REPEATER LAMP BULB . . . . . . . . . . . . . . 4
HEADLAMP BULB CAUTION: Do not touch the bulb glass with fin-
gers or other oily surfaces. Reduced bulb life will
REMOVAL result.
(2) Disengage electrical connector. (1) Position bulb assembly in the lamp housing.
(3) Remove protective boot from rear of headlamp (2) Engage bulb retaining clip.
(Fig. 1). (3) Install protective boot on rear of headlamp.
(4) Disengage bulb retaining clip (Fig. 2). (4) Engage electrical connector.
(5) Pull the bulb straight out from the housing. (5) Install headlamp.
SIDE REPEATER LAMP BULB

REMOVAL
(1) Insert a flat blade or similar tool between lamp
and fender opening and pry the lamp away from the
fender (Fig. 3). The retaining tabs are located at the
top and bottom of the lamp.
(2) Twist lamp 1/4 turn clockwise and pull lamp
from socket (Fig. 3).
(3) Twist bulb 1/4 turn and pull bulb from socket.
Fig. 1 Protective Boot
Fig. 3 Repeater Lamp Lens

INSTALLATION
(1) Position bulb in lamp socket and twist bulb 1/4
turn.
(2) Push lamp on socket and turn 1/4 turn counter-
clockwise.
(3) Push lamp into fender opening.
Fig. 2 Retaining Clip
ZG LAMPS 8L - 5
REAR FOG LAMP BULB
REMOVAL
(1) Remove the tail lamp.
(2) Grasp the fog lamp bulb socket and rotate
counterclockwise (Fig. 4). Separate socket from lamp.
(3) Pull the bulb from the socket.
INSTALLATION
(1) Push the bulb into the socket.
(2) Position the bulb socket in the lamp and rotate
clockwise.
(3) Install the tail lamp.
Fig. 4 Fog Lamp Bulb

8L - 6 LAMPS ZG
LAMP SERVICE
INDEX
page page
REMOVAL AND INSTALLATION REAR FOG LAMP . . . . . . . . . . . . . . . . . . . . . . . 6

HEADLAMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 SIDE REPEATER LAMP . . . . . . . . . . . . . . . . . . . 6
REAR BUMPER REFLECTOR . . . . . . . . . . . . . . 6

HEADLAMP
REMOVAL
(1) Remove the park lamp.
(2) Remove the metal clip retaining the upper
pivot of the headlamp to the headlamp leveling
motor.
(3) Pull the headlamp from the grille opening rein-
forcement (GOR).
(4) Disengage the electrical connector from the
rear of the headlamp.
INSTALLATION
(1) Engage the electrical connector on the rear of
the headlamp. Fig. 1 Repeater Lamp Retaining Tabs
(2) Position the headlamp in the (GOR) and press
into place.
(3) Install the metal clip retaining the upper pivot
of the headlamp to the headlamp leveling motor.
(4) Install the park lamp.
SIDE REPEATER LAMP

REMOVAL
(1) Insert a small flat blade between lamp and
body panel. Disengage lamp retaining tabs (Fig. 1).
(2) Twist bulb socket 1/4 turn and separate bulb
socket from lamp (Fig. 2).
INSTALLATION
(1) Position socket in lamp and twist socket 1/4
turn.
(2) Position lamp into body opening and push into Fig. 2 Repeater Lamp
place.
REAR BUMPER REFLECTOR
REAR FOG LAMP REMOVAL
The rear fog lamp is integrated into the rear tail (1) From the underside of the vehicle, remove the
lamp. Refer to the Rear Tail Lamp Removal/Installa- nut attaching the reflector to the backside of the rear
tion procedure. bumper.
(2) Separate the reflector from the rear bumper.
ZG LAMPS 8L - 7
INSTALLATION
(1) Position the reflector on the rear bumper (Fig.
3).
(2) Install the nut attaching the reflector to the
rear bumper.
Fig. 3 Rear Bumper Reflector

8L - 8 LAMPS ZG
LAMP SYSTEMS
INDEX
page

HEADLAMP LEVELING MOTOR . . . . . . . . . . . . . 8

HEADLAMP LEVELING MOTOR
REMOVAL
(2) Remove screws attaching leveling motor to
grille opening reinforcement (GOR) (Fig. 1).
(3) Gently push leveling motor downward and pull
from GOR.
(4) Squeeze electrical connector tabs inward and
pull connector from leveling motor.
(5) Separate leveling motor from vehicle.
INSTALLATION
(1) Engage electrical connector to leveling motor.
(2) Position leveling motor in GOR and install Fig. 1 Headlamp Leveling Motor
screws.
(3) Install headlamp.
ZG LAMPS 8L - 9
BULB APPLICATION
INDEX
page
SPECIFICATIONS
EXTERIOR LAMPS ...................... 9
SPECIFICATIONS
EXTERIOR LAMPS
LAMP BULB
Front Fog Lamp . . . . . . . . . . . . . . . . . . . . . . . . . H3
Front Turn Signal Lamp . . . . . . . . . . . . . . . P27/7W
Headlamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4
License Plate Lamp . . . . . . . . . . . . . . . . . . . . . W5W
Park Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . W3W
Park Lamp (Japan Only) . . . . . . . . . . . . . . . . W3W
Rear Fog Lamp . . . . . . . . . . . . . . . . . . . . . . P27/7W
Rear Turn Signal Lamp . . . . . . . . . . . . . . . . P27/7W
Side Repeater Lamp . . . . . . . . . . . . . . . . . . . . . T4W
Stop Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . P27/7W
Tail Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . P27/7W
Reverse Lamp . . . . . . . . . . . . . . . . . . . . . . . P27/7W
ZJ PASSIVE RESTRAINT SYSTEMS 8M - 1
PASSIVE RESTRAINT SYSTEMS

CONTENTS
page page

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 1 AIRBAG CONTROL MODULE . . . . . . . . . . . . . . . 8
DESCRIPTION AND OPERATION AIRBAG MODULE . . . . . . . . . . . . . . . . . . . . . . . . 4
AIRBAG CONTROL MODULE . . . . . . . . . . . . . . . 3 CLOCKSPRING . . . . . . . . . . . . . . . . . . . . . . . . . . 9
AIRBAG MODULE . . . . . . . . . . . . . . . . . . . . . . . . 2 DRIVER SIDE AIRBAG TRIM COVER AND
CLOCKSPRING . . . . . . . . . . . . . . . . . . . . . . . . . . 2 HORN SWITCH . . . . . . . . . . . . . . . . . . . . . . . . 6
IMPACT SENSOR . . . . . . . . . . . . . . . . . . . . . . . . 2 PASSENGER SIDE AIRBAG REAR MOUNTING
DIAGNOSIS AND TESTING BRACKET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
AIRBAG SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 3 ADJUSTMENTS
SERVICE PROCEDURES CLOCKSPRING CENTERING . . . . . . . . . . . . . . . 10
AIRBAG SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 3 SPECIAL TOOLS
CLEANUP PROCEDURE . . . . . . . . . . . . . . . . . . . 4 STEERING WHEEL . . . . . . . . . . . . . . . . . . . . . . 11
GENERAL INFORMATION TO DO THIS COULD RESULT IN ACCIDENTAL AIR-

INTRODUCTION INJURY.
A dual front airbag system is a standard equip- • THE AIRBAG MODULE INFLATOR ASSEMBLY
ment safety feature on this model. The system CONTAINS SODIUM AZIDE AND POTASSIUM
includes an inflatable airbag module in the center of NITRATE. THESE MATERIALS ARE POISONOUS
the steering wheel, and a second inflatable airbag AND EXTREMELY FLAMMABLE. CONTACT WITH
module in the instrument panel above the glove box. ACID, WATER, OR HEAVY METALS MAY PRODUCE
This system is designed to reduce serious injuries to HARMFUL AND IRRITATING GASES (SODIUM
the driver and front seat passenger during a frontal HYDROXIDE IS FORMED IN THE PRESENCE OF
impact of the vehicle. MOISTURE) OR COMBUSTIBLE COMPOUNDS. IN
To test this passive restraint system, refer to the ADDITION, THE PASSENGER AIRBAG MODULE
proper Diagnostic Procedures manual. If an airbag CONTAINS ARGON GAS PRESSURIZED TO OVER
module assembly is defective and non-deployed, refer 2500 PSI. DO NOT ATTEMPT TO DISMANTLE AN
to the Chrysler Corporation current parts return list AIRBAG MODULE OR TAMPER WITH ITS INFLA-
in the Warranty Policies and Procedures manual for TOR. DO NOT PUNCTURE, INCINERATE, OR BRING
the proper handling procedures. INTO CONTACT WITH ELECTRICITY. DO NOT
Following are general descriptions of the major STORE AT TEMPERATURES EXCEEDING 93° C
components in the airbag system. Refer to 8W-43 - (200° F).
Airbag System in Group 8W - Wiring Diagrams for • REPLACE AIRBAG SYSTEM COMPONENTS
complete circuit descriptions and diagrams. ONLY WITH PARTS SPECIFIED IN THE CHRYSLER
MOPAR PARTS CATALOG. SUBSTITUTE PARTS
WARNING: MAY APPEAR INTERCHANGEABLE, BUT INTERNAL
• THE AIRBAG SYSTEM IS A SENSITIVE, COM- DIFFERENCES MAY RESULT IN INFERIOR OCCU-
PLEX ELECTROMECHANICAL UNIT. BEFORE PANT PROTECTION.
ATTEMPTING TO DIAGNOSE OR SERVICE ANY AIR- • THE FASTENERS, SCREWS, AND BOLTS ORIG-
BAG SYSTEM OR RELATED STEERING WHEEL, INALLY USED FOR THE AIRBAG SYSTEM COMPO-
STEERING COLUMN, OR INSTRUMENT PANEL NENTS HAVE SPECIAL COATINGS AND ARE
COMPONENTS YOU MUST FIRST DISCONNECT SPECIFICALLY DESIGNED FOR THE AIRBAG SYS-
AND ISOLATE THE BATTERY NEGATIVE (GROUND) TEM. THEY MUST NEVER BE REPLACED WITH ANY
CABLE. THEN WAIT TWO MINUTES FOR THE SYS- SUBSTITUTES. ANY TIME A NEW FASTENER IS
TEM CAPACITOR TO DISCHARGE BEFORE FUR- NEEDED, REPLACE IT WITH THE CORRECT FAS-
THER SYSTEM SERVICE. THIS IS THE ONLY SURE TENERS PROVIDED IN THE SERVICE PACKAGE OR
WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE
8M - 2 PASSIVE RESTRAINT SYSTEMS ZJ
SPECIFIED IN THE CHRYSLER MOPAR PARTS CAT- ing bracket (closest to the dash panel) is welded to
ALOG. the instrument panel armature. The airbag rear
• WHEN A STEERING COLUMN HAS AN AIRBAG mounting bracket (closest to the passenger) is bolted
MODULE ATTACHED, NEVER PLACE THE COLUMN to the instrument panel armature. Following an air-
ON THE FLOOR OR ANY OTHER SURFACE WITH bag deployment, the airbag rear mounting bracket
THE STEERING WHEEL OR AIRBAG MODULE FACE and the instrument panel top pad must be replaced.
DOWN. If the airbag front mounting bracket is damaged, the
instrument panel armature assembly must also be
replaced.
DESCRIPTION AND OPERATION STORAGE
An airbag module must be stored in its original,
AIRBAG MODULE special container until used for service. Also, it must
be stored in a clean, dry environment; away from
DRIVER SIDE
sources of extreme heat, sparks, and high electrical
The airbag module protective trim cover is the
energy. Always place or store an airbag module on a
most visible part of the driver side airbag system.
surface with its trim cover or airbag side facing up,
The module is mounted directly to the steering
to minimize movement in case of an accidental
wheel. Located under the airbag module trim cover
deployment.
are the horn switch, the airbag cushion, and the air-
bag cushion supporting components. The airbag mod-
IMPACT SENSOR
ule includes a housing to which the cushion and
The impact sensor provides verification of the
inflator are attached and sealed. The airbag module
direction and severity of an impact. One impact sen-
cannot be repaired, and must be replaced if deployed
sor is used. It is located inside the Airbag Control
or in any way damaged.
Module (ACM), which is secured to a bracket on the
The inflator assembly is mounted to the back of
floor panel transmission tunnel inside the vehicle.
the airbag module. The inflator seals the hole in the
The impact sensor is an accelerometer that senses
airbag cushion so it can discharge the gas it produces
the rate of deceleration. The microprocessor in the
directly into the cushion when supplied with the
ACM monitors the impact sensor signal. A pre-pro-
proper electrical signal. The protective trim cover is
grammed decision algorithm in the microprocessor
fitted to the front of the airbag module and forms a
determines when the deceleration rate indicates an
decorative cover in the center of the steering wheel.
impact that is severe enough to require airbag sys-
Upon airbag deployment, the cover will split at a pre-
tem protection. When the programmed conditions are
determined breakout line.
met, the ACM sends an electrical signal to deploy the
PASSENGER SIDE airbag system components.
The instrument panel top pad is the most visible The impact sensor is calibrated for the specific
part of the passenger side airbag system. Located vehicle. The sensor is only serviced as a unit with the
under the instrument panel top pad are the airbag ACM. The sensor cannot be repaired or adjusted and,
cushion and its supporting components. The airbag if faulty or damaged, the ACM unit must be replaced.
module includes a housing to which the cushion and
inflator are attached and sealed. The airbag module CLOCKSPRING
cannot be repaired, and must be replaced if deployed The clockspring is mounted on the steering column
or in any way damaged. behind the steering wheel. This assembly consists of
The inflator assembly is mounted to the back of a plastic housing which contains a flat, ribbon-like,
the airbag module. The inflator seals the hole in the electrically conductive tape that winds and unwinds
airbag cushion so it can discharge the gas it produces with the steering wheel rotation.
directly into the cushion when supplied with the The clockspring is used to maintain a continuous
proper electrical signal. The instrument panel top electrical circuit between the instrument panel wire
pad above the glove box opening has a door and pre- harness and the driver side airbag module, the horn
determined breakout lines concealed beneath its dec- switch, the vehicle speed control switches, and the
orative cover. Upon airbag deployment, the top pad remote radio switches on vehicles that are so
will split at the breakout lines and the door will pivot equipped.
out of the way. The clockspring must be properly centered when it
The airbag module is secured to two mounting is installed on the steering column following any ser-
brackets beneath the instrument panel top pad and vice removal, or it will be damaged. See the Clock-
above the glove box opening. The airbag front mount- spring Centering procedure in this group for more
information.
The clockspring cannot be repaired. If the clock-
spring is faulty, damaged, or if the airbag has been
deployed, the clockspring must be replaced.
AIRBAG CONTROL MODULE

The Airbag Control Module (ACM) contains the
impact sensor, and a microprocessor that monitors
the impact sensor and the airbag system electrical
circuits to determine the system readiness. The ACM
contains On-Board Diagnostics (OBD), and will send
an airbag lamp-on message to the instrument cluster
on the Chrysler Collision Detection (CCD) data bus
to light the airbag indicator lamp in the instrument
cluster when a monitored airbag system fault occurs.
The ACM also contains an energy-storage capaci-
tor. This capacitor stores enough electrical energy to
deploy the airbags for up to one second following a
battery disconnect or failure during an impact. The
purpose of the capacitor is to provide airbag system
protection in a severe secondary impact, if the initial
impact has damaged or disconnected the battery, but
was not severe enough to deploy the airbags.
The ACM cannot be repaired and, if damaged or Fig. 1 16-Way Data Link Connector - Typical
faulty, it must be replaced. NOTE: If the airbag indicator lamp fails to light, or
lights and stays on, there is an airbag system mal-
DIAGNOSIS AND TESTING function. Refer to the proper Diagnostic Procedures
manual to diagnose the problem.
AIRBAG SYSTEM
A DRB scan tool is required for diagnosis of the
airbag system. Refer to the proper Diagnostic Proce- SERVICE PROCEDURES
dures manual for more information.
(1) Connect the DRB scan tool to the 16-way data AIRBAG SYSTEM
link wire harness connector. The connector is located
on the driver side lower edge of the instrument NON-DEPLOYED
panel, outboard of the steering column (Fig. 1). At no time should any source of electricity be per-
(2) Turn the ignition switch to the On position. mitted near the inflator on the back of an airbag
Exit the vehicle with the DRB. Use the latest version module. When carrying a non-deployed airbag mod-
of the proper DRB cartridge. ule, the trim cover or airbag side of the module
(3) Using the DRB, read and record the active should be pointed away from the body to minimize
Diagnostic Trouble Code (DTC) data. injury in the event of an accidental deployment. If
(4) Read and record any stored DTC data. the module is placed on a bench or any other surface,
(5) Refer to the proper Diagnostic Procedures man- the trim cover or airbag side of the module should be
ual if any DTC is found in Step 3 or Step 4. face up to minimize movement in the event of an
(6) Erase the stored DTC data. If any problems accidental deployment.
remain, the stored DTC data will not erase. In addition, the airbag system should be disarmed
(7) With the ignition switch still in the On posi- whenever any steering wheel, steering column, or
tion, make sure nobody is in the vehicle. instrument panel components require diagnosis or
(8) From outside of the vehicle (away from the air- service. Failure to observe this warning could result
bag modules in case of an accidental deployment) in accidental airbag deployment and possible per-
turn the ignition switch to the Off position for about sonal injury. Refer to Group 8E - Instrument Panel
ten seconds, and then back to the On position. Systems for additional service procedures on the
Observe the airbag indicator lamp in the instrument instrument panel. Refer to Group 19 - Steering for
cluster. It should light for six to eight seconds, and additional service procedures on the steering wheel
then go out. This indicates that the airbag system is and steering column.
functioning normally.
DEPLOYED vehicle and work your way inside, so that you avoid
Any vehicle which is to be returned to use after an kneeling or sitting on a non-cleaned area.
airbag deployment, must have both airbag modules, Be sure to vacuum the heater and air conditioning
the clockspring, the instrument panel top pad, and outlets as well (Fig. 3). Run the heater and air con-
the passenger side airbag rear mounting bracket ditioning blower on the lowest speed setting and vac-
replaced. These components will be damaged or uum any powder expelled from the outlets. You may
weakened as a result of an airbag deployment, which need to vacuum the interior of the vehicle a second
may or may not be obvious during a visual inspec- time to recover all of the powder.
tion, and are not intended for reuse.
Other vehicle components should be closely
inspected, but are to be replaced only as required by
the extent of the visible damage incurred.
CLEANUP PROCEDURE
Following an airbag system deployment, the vehi-
cle interior will contain a powdery residue. This res-
idue consists primarily of harmless particulate
by-products of the small pyrotechnic charge used to
initiate the airbag deployment propellant. However,
this residue will also contain traces of sodium
hydroxide powder, a chemical by-product of the pro-
pellant material that is used to generate the nitrogen
gas that inflates the airbag. Since sodium hydroxide
powder can irritate the skin, eyes, nose, or throat, be
sure to wear safety glasses, rubber gloves, and a
long-sleeved shirt during cleanup (Fig. 2). Fig. 3 Vacuum Heater and A/C Outlets
Place the deployed airbag modules in your vehicu-
lar scrap pile.

AIRBAG MODULE
WARNING:
• THE AIRBAG SYSTEM IS A SENSITIVE, COM-
PLEX ELECTROMECHANICAL UNIT. BEFORE
ATTEMPTING TO DIAGNOSE OR SERVICE ANY AIR-
BAG SYSTEM OR RELATED STEERING WHEEL,
STEERING COLUMN, OR INSTRUMENT PANEL
COMPONENTS YOU MUST FIRST DISCONNECT
AND ISOLATE THE BATTERY NEGATIVE (GROUND)
CABLE. THEN WAIT TWO MINUTES FOR THE SYS-
Fig. 2 Wear Safety Glasses and Rubber Gloves TEM CAPACITOR TO DISCHARGE BEFORE FUR-
WARNING: IF YOU EXPERIENCE SKIN IRRITATION THER SYSTEM SERVICE. THIS IS THE ONLY SURE
DURING CLEANUP, RUN COOL WATER OVER THE WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE
AFFECTED AREA. ALSO, IF YOU EXPERIENCE TO DO THIS COULD RESULT IN ACCIDENTAL AIR-
IRRITATION OF THE NOSE OR THROAT, EXIT THE BAG DEPLOYMENT AND POSSIBLE PERSONAL
VEHICLE FOR FRESH AIR UNTIL THE IRRITATION INJURY.
CEASES. IF IRRITATION CONTINUES, SEE A PHYSI- • WHEN REMOVING A DEPLOYED AIRBAG MOD-
CIAN. ULE, RUBBER GLOVES, EYE PROTECTION, AND A
LONG-SLEEVED SHIRT SHOULD BE WORN. THERE
Begin the cleanup by removing the airbag modules MAY BE DEPOSITS ON THE AIRBAG MODULE AND
from the vehicle as described in this group. OTHER INTERIOR SURFACES. IN LARGE DOSES,
Use a vacuum cleaner to remove any residual pow- THESE DEPOSITS MAY CAUSE IRRITATION TO THE
der from the vehicle interior. Clean from outside the SKIN AND EYES.
DRIVER SIDE the passenger side airbag has been deployed, the
(1) Disconnect and isolate the battery negative instrument panel top pad and passenger side airbag
cable. If the airbag has not been deployed, wait two rear mounting bracket must be replaced. Refer to
minutes for the system capacitor to discharge before Group 8E - Instrument Panel Systems for the proce-
further service. dures required for instrument panel top pad service.
(2) From the underside of the steering wheel, (1) Disconnect and isolate the battery negative
remove the three screws that secure the driver side cable. If the airbag has not been deployed, wait two
airbag module to the steering wheel (Fig. 4). minutes for the system capacitor to discharge before
further service.
(2) Remove the instrument panel top pad. Refer to
Instrument Panel Top Pad in Group 8E - Instrument
Panel Systems for the procedures.
(3) Remove the screw that secures the upper air-
bag mounting bracket tab to the instrument panel
base.
(4) Remove the two screws that secure the airbag
module to the front airbag mounting bracket (Fig. 5).
Fig. 4 Driver Side Airbag Module Remove/Install

(3) Pull the airbag module away from the steering
wheel far enough to access the wire harness connec-
tors on the back of the airbag module.
(4) Unplug the airbag module and horn switch
wire harness connectors from the back of the airbag
module. Fig. 5 Passenger Side Airbag Module Remove/Install
(5) Remove the driver side airbag module from the (5) Remove the two screws that secure the airbag
vehicle. module to the rear airbag mounting bracket.
(6) If the airbag has been deployed, the clockspring (6) Unplug the airbag module wire harness con-
must be replaced. See Clockspring in this group for nector and remove the airbag module from the
the procedures. instrument panel.
(7) When installing the airbag module, connect the (7) If the airbag has been deployed, the passenger
clockspring wire harness connector to the module by side rear airbag mounting bracket must be replaced.
pressing straight in on the connector. Be certain that See Passenger Side Rear Airbag Mounting Bracket in
the connector is fully engaged by observing the latch this group for the procedures.
arms on each side of the connector. When these arms
move outward from the connector, the connector is WARNING: USE EXTREME CARE TO PREVENT
latched. ANY FOREIGN MATERIAL FROM ENTERING THE
(8) Connect the horn switch wire harness connec- PASSENGER SIDE AIRBAG MODULE, OR BECOM-
tors. ING ENTRAPPED BETWEEN THE INSTRUMENT
(9) Install the airbag module in the steering wheel. PANEL TOP PAD AND THE PASSENGER SIDE AIR-
Tighten the mounting screws to 10.2 N·m (90 in. BAG MODULE. FAILURE TO OBSERVE THIS WARN-
lbs.). ING COULD RESULT IN OCCUPANT INJURIES
(10) Do not connect the battery negative cable at UPON AIRBAG DEPLOYMENT.
this time. See Airbag System in the Diagnosis and
Testing section of this group for the proper proce- (8) Install the passenger side airbag module in the
dures. instrument panel. Tighten the lower airbag module
mounting screws to 11.75 N·m (105 in. lbs.). Tighten
PASSENGER SIDE the upper airbag module mounting bracket tab screw
The following procedure is for replacement of a to 2.2 N·m (20 in. lbs.).
faulty or damaged passenger side airbag module. If
NOTE: If the lower airbag module mounting screws
cannot be tightened to the specified torque value,
replace the screws with the oversized screws spec-
ified in the Mopar Parts Catalog.
(9) When reinstalling the passenger side airbag

module, be certain that the airbag module wire har-
ness connector latches are fully engaged.
complete the installation.
(11) Do not connect the battery negative cable at
Testing section of this group for the proper proce-
dures.
DRIVER SIDE AIRBAG TRIM COVER AND HORN

SWITCH
WARNING:
• THE AIRBAG SYSTEM IS A SENSITIVE, COM-
PLEX ELECTROMECHANICAL UNIT. BEFORE
BAG SYSTEM OR RELATED STEERING WHEEL, Fig. 6 Horn Switch Feed Wires Remove/Install
COMPONENTS YOU MUST FIRST DISCONNECT (5) Remove the four nuts that secure the upper
AND ISOLATE THE BATTERY NEGATIVE (GROUND) and lower trim cover retainers to the studs on the
CABLE. THEN WAIT TWO MINUTES FOR THE SYS- airbag housing (Fig. 7).
TEM CAPACITOR TO DISCHARGE BEFORE FUR-
THER SYSTEM SERVICE. THIS IS THE ONLY SURE
TO DO THIS COULD RESULT IN ACCIDENTAL AIR-
INJURY.
• THE HORN SWITCH IS INTEGRAL TO THE AIR-
BAG MODULE TRIM COVER. SERVICE OF THIS
COMPONENT SHOULD BE PERFORMED ONLY BY
CHRYSLER-TRAINED AND AUTHORIZED DEALER
SERVICE TECHNICIANS. FAILURE TO TAKE THE
PROPER PRECAUTIONS OR TO FOLLOW THE
PROPER PROCEDURES COULD RESULT IN ACCI-
DENTAL, INCOMPLETE, OR IMPROPER AIRBAG
DEPLOYMENT AND POSSIBLE PERSONAL INJURY.

cable. If the airbag has not been deployed, wait two
minutes for the system capacitor to discharge before
further service.
steering wheel. See Airbag Module in this group for
the procedures. Fig. 7 Airbag Trim Cover Retainers Remove/Install
(3) Remove the plastic horn switch feed wire
(6) Remove the upper and lower trim cover retain-
retainers from the studs on the airbag housing (Fig.
ers from the airbag housing studs.
6).
(7) Disengage the five trim cover locking blocks
(4) Unplug the horn switch ground wire from the
from the lip around the outside edge of the airbag
airbag module lower trim cover retainer.
housing and remove the housing from the cover (Fig.
8).
Fig. 8 Airbag Trim Cover Remove/Install Fig. 9 Airbag Trim Cover Locking Blocks Installed
WARNING: USE EXTREME CARE TO PREVENT (2) Remove the screws that secure the instrument
ANY FOREIGN MATERIAL FROM ENTERING THE panel wire harness trough to the airbag rear mount-
DRIVER SIDE AIRBAG MODULE, OR BECOMING ing bracket.
ENTRAPPED BETWEEN THE DRIVER SIDE AIRBAG (3) Remove the heater and air conditioner control
MODULE TRIM COVER AND THE DRIVER SIDE AIR- from the instrument panel. Refer to Heater-A/C Con-
BAG MODULE. FAILURE TO OBSERVE THIS WARN- trol in Group 24 - Heating and Air Conditioning for
ING COULD RESULT IN OCCUPANT INJURIES the procedures.
UPON AIRBAG DEPLOYMENT. (4) Reach through the heater-A/C control opening
in the instrument panel to remove the two bolts that
(8) When installing the trim cover and horn secure the inboard end of the airbag rear mounting
switch, be certain that the locking blocks are fully bracket to the instrument panel armature (Fig. 10).
engaged on the lip of the airbag housing and that the
horn switch feed wire is captured between the lip of
the airbag housing and the locking block (Fig. 9).
(9) When installing the upper and lower trim cover
retainers, be certain that the tabs on each retainer
are engaged in the retainer slots of the trim cover
(Fig. 8).
(10) Install and tighten the trim cover retainer
nuts to 10 N·m (90 in. lbs.).
complete the installation, but do not connect the bat-
tery negative cable at this time. See Airbag System
in the Diagnosis and Testing section of this group for
the proper procedures.
Fig. 10 Inboard Mounting Bolts Remove/Install
PASSENGER SIDE AIRBAG REAR MOUNTING (5) Remove the two bolts that secure the outboard
BRACKET end of the airbag rear mounting bracket from the
(1) Remove the passenger side airbag module from passenger side outboard end of the instrument panel
the instrument panel. See Airbag Module in this armature (Fig. 11).
group for the procedures. (6) Remove the airbag rear mounting bracket
through the lower opening of the instrument panel
armature, outboard end first.
Fig. 11 Outboard Mounting Bolts Remove/Install

Tighten the bracket mounting bolts to 11.75 N·m
(105 in. lbs.). Tighten the wire harness trough screws
to 2.2 N·m (20 in. lbs.).
AIRBAG CONTROL MODULE

WARNING:
• THE AIRBAG CONTROL MODULE CONTAINS
THE IMPACT SENSOR, WHICH ENABLES THE SYS-
TEM TO DEPLOY THE AIRBAG. BEFORE ATTEMPT-
ING TO DIAGNOSE OR SERVICE ANY AIRBAG
SYSTEM OR RELATED STEERING WHEEL, STEER-
ING COLUMN, OR INSTRUMENT PANEL COMPO-
Fig. 12 Floor Console Components
NENTS YOU MUST FIRST DISCONNECT AND
ISOLATE THE BATTERY NEGATIVE (GROUND) (5) Remove the screws that secure the floor console
CABLE. THEN WAIT TWO MINUTES FOR THE SYS- to the console and parking brake lever mounting
TEM CAPACITOR TO DISCHARGE BEFORE FUR- brackets.
THER SYSTEM SERVICE. THIS IS THE ONLY SURE (6) Remove the floor console from the floor pan
WAY TO DISABLE THE AIRBAG SYSTEM. FAILURE transmission tunnel.
TO DO THIS COULD RESULT IN ACCIDENTAL AIR- (7) Unplug the Airbag Control Module (ACM) wire
BAG DEPLOYMENT AND POSSIBLE PERSONAL harness connector. To unplug the wire harness con-
INJURY. nector from the ACM (Fig. 13):
• NEVER STRIKE OR KICK THE AIRBAG CON- (a) Pull the two white locks out about 3 mm
TROL MODULE, AS IT CAN DAMAGE THE IMPACT (0.125 in.) from each side of the connector.
SENSOR OR AFFECT ITS CALIBRATION. IF AN AIR- (b) Squeeze the two connector latch tabs
BAG CONTROL MODULE IS ACCIDENTALLY between the thumb and forefinger.
DROPPED DURING SERVICE, THE MODULE MUST (c) Pull the connector out of the ACM receptacle.
BE SCRAPPED AND REPLACED WITH A NEW UNIT.
(1) Disconnect and isolate the battery negative NOTE: Always remove and replace the airbag con-
cable. If the airbag has not been deployed, wait two trol module and its mounting bracket as a unit.
minutes for the system capacitor to discharge before Replacement modules include a replacement
further service. mounting bracket. Do not transfer the module to
(2) Pull the transmission shift lever handle another mounting bracket.
straight up firmly and quickly to remove the handle.
(8) Remove the four screws that secure the ACM
mounting bracket to the floor pan transmission tun-
flat-bladed tool, pry gently between the edge of the
nel (Fig. 14).
transmission shift indicator bezel and the floor con-
(9) Remove the ACM and mounting bracket from
sole to release the snap clip retainers (Fig. 12).
the vehicle as a unit.
(4) Raise the shift indicator bezel far enough from
(10) When installing the ACM, position the unit
the console to remove the lamp sockets from the
with the arrow on the ACM housing pointing for-
bezel, then remove the bezel from the console.
ward.
Testing section of this group for the proper proce-
dures.
CLOCKSPRING
WARNING: THE AIRBAG SYSTEM IS A SENSITIVE,
COMPLEX ELECTROMECHANICAL UNIT. BEFORE
INJURY.
(1) Turn the steering wheel until the front wheels

are in the straight-ahead position before starting the
procedure.
minutes for the system capacitor to discharge before
further service.
Fig. 13 Airbag Control Module Connector Removal steering wheel. See Airbag Module in this group for
the procedures.
(4) If the vehicle is so equipped, unplug the vehicle
speed control switch and the remote radio switch
wire harness connectors in the steering wheel.
(5) Remove the nut that secures the steering wheel
to the steering column upper shaft.
(6) Remove the steering wheel with a steering
wheel puller (Special Tool C-3428-B).
shrouds to gain access to the clockspring wire har-
ness connectors (Fig. 15).
clockspring.
(10) Unplug the wire harness connector between
the clockspring and the instrument panel wire har-
ness, located near the base of the steering column.
Fig. 14 Airbag Control Module Remove/Install (11) To remove the clockspring, carefully lift the
(11) Attach the ACM to the floor pan transmission locating fingers of the clockspring assembly from the
tunnel with the four mounting screws. Tighten the steering column as necessary. The clockspring cannot
mounting screws to 10.7 N·m (95 in. lbs.). be repaired. It must be replaced if faulty or damaged,
(12) Plug in the wire harness connector to the or if the airbag has been deployed.
ACM. Be certain that the connector latches are fully (12) When installing the clockspring, snap the
engaged and that the connector locks are pushed in. clockspring onto the steering column. If the clock-
(13) Reverse the remaining removal procedures to spring is not positioned properly in relation to the
complete the installation. steering wheel, see Clockspring Centering in this
(14) Do not connect the battery negative cable at group before installing the steering wheel.
known to be properly positioned, or if the front
wheels were moved from the straight-ahead position
with the clockspring removed during any service pro-
cedure.
WARNING: THE AIRBAG SYSTEM IS A SENSITIVE,

COMPLEX ELECTROMECHANICAL UNIT. BEFORE
INJURY.
(1) Turn the steering wheel until the front wheels

are in the straight-ahead position before starting the
Fig. 15 Steering Column Shrouds Remove/Install - centering procedure.
Typical (2) Disconnect and isolate the battery negative
(13) Plug the clockspring wire harness connector minutes for the system capacitor to discharge before
into the instrument panel wire harness. Be certain further service.
that the wire harness locator clips are properly (3) Remove the driver side airbag module from the
seated on the outside of the wiring trough and that steering wheel. See Airbag Module in this group for
the wire harness connector latches are fully engaged. the procedures.
(14) Reinstall the steering column shrouds. Be cer- (4) If the vehicle is so equipped, unplug the vehicle
tain that the clockspring wire harness is inside the speed control switch and the remote radio switch
shrouds. wire harness connectors in the steering wheel.
(15) The front wheels should still be in the (5) Remove the nut that secures the steering wheel
straight-ahead position. Install the steering wheel to the steering column upper shaft.
being certain to index the flats on the hub of the (6) Remove the steering wheel with a steering
steering wheel with the formations on the inside of wheel puller (Special Tool C-3428-B).
the clockspring. Pull the wire harnesses from the (7) Depress the two plastic clockspring auto-lock-
clockspring through the upper and lower holes in the ing tabs (Fig. 16).
steering wheel hub. Tighten the steering wheel nut (8) Keeping the locking mechanism disengaged,
to 61 N·m (45 ft. lbs.). Be certain not to pinch the rotate the clockspring rotor clockwise to the end of
wiring between the steering wheel and the nut. its travel. Do not apply excessive torque.
(16) If the vehicle is so equipped, plug in the vehi- (9) From the end of the clockwise travel, rotate the
cle speed control switch and remote radio switch wire rotor about two and one-half turns counterclockwise.
harness connectors. The horn wire harness should end up at the top, and
(17) Install the driver side airbag module onto the the airbag wire harness at the bottom.
steering wheel. See Airbag Module in this group for (10) The front wheels should still be in the
the procedures. straight-ahead position. Install the steering wheel
being certain to index the flats on the hub of the
ADJUSTMENTS steering wheel with the formations on the inside of
the clockspring. Pull the wire harnesses from the
CLOCKSPRING CENTERING clockspring through the upper and lower holes in the
If the rotating tape within the clockspring is not steering wheel hub. Tighten the steering wheel nut
positioned properly in relation to the steering wheel to 61 N·m (45 ft. lbs.). Be certain not to pinch any of
and the front wheels, the clockspring may fail during the wiring between the steering wheel and the nut.
use. The clockspring must be centered if it is not
(12) Install the airbag module onto the steering
wheel. See Airbag Module in this group for the pro-
cedures.
SPECIAL TOOLS
STEERING WHEEL
Puller C-3428-B
Fig. 16 Clockspring Auto-Locking Tabs

(11) If the vehicle is so equipped, plug in the vehi-
cle speed control switch and remote radio switch wire
harness connectors.
ZJ ELECTRICALLY HEATED SYSTEMS 8N - 1
ELECTRICALLY HEATED SYSTEMS

CONTENTS
page page
DEFOGGER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 1 HEATED SEATS . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
DEFOGGER SYSTEM
INDEX
page page
GENERAL INFORMATION DEFOGGER SWITCH . . . . . . . . . . . . . . ........ 4

INTRODUCTION . . . . . . . . . . . . . . ........... 1 REAR GLASS HEATING GRID . . . . . . . ........ 3
DESCRIPTION AND OPERATION REAR WINDOW DEFOGGER SYSTEM ........ 3
BODY CONTROL MODULE . . . . . . . . . . . . . . . . . 2 SERVICE PROCEDURES
DEFOGGER RELAY . . . . . . . . . . . . . . . . . . . . . . . 2 REAR GLASS HEATING GRID REPAIR ........ 5
DEFOGGER SWITCH . . . . . . . . . . . . . . . . . . . . . . 2 REMOVAL AND INSTALLATION
OUTSIDE MIRROR HEATING GRID . . . . . . . . . . . 2 DEFOGGER RELAY . . . . . . . . . . . . . . . ........ 6
REAR GLASS HEATING GRID . . . . . . . . . . . . . . . 1 DEFOGGER SWITCH . . . . . . . . . . . . . . ........ 6
DEFOGGER RELAY . . . . . . . . . . . . ........... 4
GENERAL INFORMATION minutes. After the initial timed interval has expired,
if the defogger switch is turned on again during the
INTRODUCTION same ignition cycle, the defogger system will auto-
An electrically heated rear window defogger and matically turn off after about five minutes.
electrically heated outside rear view mirrors are The defogger system will automatically shut off if
standard factory-installed equipment on this model. the ignition switch is turned to the Off position, or it
The defogger will only operate when the ignition can be turned off manually by depressing the instru-
switch is in the On position. When the defogger ment panel switch. Refer to the owner’s manual for
switch is in the On position, electric heater grids on more information on the defogger system controls
the rear window glass and behind the outside rear and operation.
view mirror glass are energized. These grids produce Following are general descriptions of the major
heat to help clear the rear window glass and outside components in the defogger system. Refer to 8W-48 -
rear view mirrors of ice, snow, or fog. Rear Window Defogger and 8W-62 - Power Mirrors in
This defogger system is controlled by a switch Group 8W - Wiring Diagrams for complete circuit
located inboard of the steering column in the inboard descriptions and diagrams.
switch pod on the instrument panel. A Light-Emit-
ting Diode (LED) above the switch button in the
switch pod will light to indicate when the defogger
system is turned on. The Body Control Module
REAR GLASS HEATING GRID
(BCM), which contains the defogger system timer
The heated rear window glass has two electrically
logic, monitors the state of the defogger switch
conductive vertical bus bars and a series of horizon-
through a hard-wired input. The BCM circuitry con-
tal grid lines made of a silver-ceramic material,
trols the defogger system through a hard-wired con-
which is baked on and bonded to the inside surface of
trol output to the defogger relay.
the glass. The grid lines and bus bars comprise a
The defogger system will be automatically turned
parallel electrical circuit.
off after a programmed time interval of about ten
8N - 2 ELECTRICALLY HEATED SYSTEMS ZJ
When the rear window defogger switch is placed in LED cannot be repaired and, if faulty, the inboard
the On position, electrical current is directed to the switch pod unit must be replaced.
rear window grid lines through the bus bars. The
grid lines heat the rear window to clear the surface DEFOGGER RELAY
of fog or snow. Protection for the heated grid circuit The rear window defogger relay is a International
is provided by a fuse in the junction block. Standards Organization (ISO)-type relay. The rear
The grid lines and bus bars are highly resistant to window defogger relay is a electromechanical device
abrasion. However, it is possible for an open circuit that switches fused battery current to the rear glass
to occur in an individual grid line, resulting in no heating grid and the Light-Emitting Diode (LED)
current flow through the line. indicator of the defogger switch, when the Body Con-
The grid lines can be damaged or scraped off with trol Module (BCM) rear window defogger timer and
sharp instruments. Care should be taken when clean- logic circuitry grounds the relay coil. See the Diagno-
ing the glass or removing foreign materials, decals, sis and Testing section of this group for more infor-
or stickers from the glass. Normal glass cleaning sol- mation on the operation of the rear window defogger
vents or hot water used with rags or toweling is rec- relay.
ommended. The rear window defogger relay is located in the
A repair kit is available to repair the grid lines and junction block, on the right cowl side inner panel
bus bars, or to reinstall the heated glass spade ter- below the instrument panel in the passenger com-
minals. partment.
The rear window defogger relay cannot be repaired
OUTSIDE MIRROR HEATING GRID and, if faulty or damaged, it must be replaced.
Vehicles equipped with the optional heated mirror
package have an electric heating grid located behind BODY CONTROL MODULE
the mirror glass of each outside rear view mirror. A Body Control Module (BCM) is used on this
The heated mirrors are controlled by the rear win- model to control and integrate many of the electronic
dow defogger switch. Electrical current is directed to functions and features included on the vehicle. The
the heating grid inside the mirror only when the rear BCM contains a central processing unit and inter-
window defogger switch is in the On position. faces with other modules in the vehicle on the
If the outside mirror heating grids and rear win- Chrysler Collision Detection (CCD) data bus network.
dow heating grid are both inoperative, diagnosis of The CCD data bus network allows the sharing of
the rear window defogger system should be per- sensor information. This helps to reduce wire har-
formed as described in this group. If the outside mir- ness complexity, reduce internal controller hardware,
ror heating grids are inoperative, but the rear and reduce component sensor current loads. At the
window heating grid is operating as designed, refer same time, this system provides increased reliability,
to Group 8T - Power Mirror Systems for the diagno- enhanced diagnostics, and allows the addition of
sis of the mirror. many new feature capabilities.
The heating grid behind each outside mirror glass One of the systems that the BCM supports and
cannot be repaired and, if faulty or damaged, the controls, is the rear window defogger system. In its
entire mirror unit must be replaced. Refer to Group role as the defogger system timer and controller, the
8T - Power Mirror Systems for the power mirror ser- BCM receives hard-wired inputs from the defogger
vice procedures. switch and the ignition switch. The programming in
the BCM allows it to process the information from
DEFOGGER SWITCH these inputs and send a control output to energize or
The rear window defogger switch is mounted in the de-energize the defogger relay. The BCM also sends a
inboard instrument panel switch pod, inboard of the defogger switch status message to the Driver Door
steering column. The momentary-type switch pro- Module (DDM) and Passenger Door Module (PDM)
vides a hard-wired ground signal to the Body Control on the CCD data bus. The DDM and PDM respond
Module (BCM) each time it is depressed. The BCM by controlling the current feeds to their respective
rear window defogger timer and logic circuitry outside rear view mirror heating elements.
responds by energizing or de-energizing the rear win- The BCM is mounted under the driver side out-
dow defogger relay. board end of the instrument panel, behind the instru-
Energizing the rear window defogger relay pro- ment panel support armature and below the
vides electrical current to the rear window defogger outboard switch pod. Refer to Group 8E - Instrument
grid and the Light-Emitting Diode (LED) indicator in Panel Systems for the removal and installation pro-
the switch, which lights to indicate when the defog- cedures. For diagnosis of the BCM or the CCD data
ger system is turned On. The defogger switch and bus, the use of a DRB scan tool and the proper Diag-
nostic Procedures manual are recommended. The (1) Confirm that the ignition switch is in the On
BCM can only be serviced by an authorized electronic position.
repair station. Refer to the latest Warranty Policies (2) Ensure that the rear glass heating grid feed
and Procedures manual for a current listing of autho- and ground wires are connected to the glass. Confirm
rized electronic repair stations. that the ground wire has continuity to ground.
(3) Check the fuses in the Power Distribution Cen-
ter (PDC) and in the junction block. The fuses must
DIAGNOSIS AND TESTING be tight in their receptacles and all electrical connec-
tions must be secure.
REAR WINDOW DEFOGGER SYSTEM When the above steps have been completed and the
For circuit descriptions and diagrams, refer to rear glass heating grid is still inoperative, one or
8W-48 - Rear Window Defogger in Group 8W - Wir- more of the following is faulty:
ing Diagrams. The operation of the electrically • Defogger switch
heated rear window defogger system can be con- • Defogger relay
firmed in one of the following manners: • Body Control Module (BCM)
1. Turn the ignition switch to the On position. • Rear window grid lines (all grid lines would
While monitoring the instrument panel voltmeter, set have to be broken or one of the feed wires discon-
the defogger switch in the On position. When the nected for the entire system to be inoperative).
defogger switch is turned On, a distinct voltmeter When the above steps have been completed and the
needle deflection should be noted. heated mirror glass heating element is still inopera-
2. Turn the ignition switch to the On position. Set tive, one or more of the following is faulty:
the defogger switch in the On position. The rear win- • Body Control Module (BCM)
dow defogger operation can be checked by feeling the • Chrysler Collision Detection (CCD) data bus
rear window or outside rear view mirror glass. A dis- • Driver or passenger door module
tinct difference in temperature between the grid lines • Outside rear view mirror heating elements.
and the adjacent clear glass or the mirror glass can If setting the defogger switch to the On position
be detected within three to four minutes of operation. produces a severe voltmeter deflection, check for a
3. Using a 12-volt DC voltmeter, contact the rear short circuit between the defogger relay output and
glass heating grid terminal A (right side) with the the rear glass heating grid.
negative lead, and terminal B (left side) with the pos-
itive lead (Fig. 1). The voltmeter should read battery REAR GLASS HEATING GRID
voltage. For circuit descriptions and diagrams, refer to
8W-48 - Rear Window Defogger in Group 8W - Wir-
ing Diagrams. To detect breaks in the grid lines, the
following procedure is required:
(1) Turn the ignition switch to the On position. Set
the defogger switch in the On position. The indicator
lamp should light. If OK, go to Step 2. If not OK, see
the Defogger Relay diagnosis in this group.
(2) Using a 12-volt DC voltmeter, contact the ver-
tical bus bar on the right side of the vehicle with the
negative lead. With the positive lead, contact the ver-
tical bus bar on the left side of the vehicle. The volt-
meter should read battery voltage. If OK, go to Step
3. If not OK, repair the open circuit to the defogger
relay as required.
(3) With the negative lead of the voltmeter, contact
Fig. 1 Rear Window Glass Grid Test a good body ground point. The voltage reading should
The above checks will confirm system operation. not change. If OK, go to Step 4. If not OK, repair the
Illumination of the defogger switch LED means that circuit to ground as required.
there is electrical current available at the output of (4) Connect the negative lead of the voltmeter to
the defogger relay, but does not confirm that the elec- the right side bus bar and touch each grid line at
trical current is reaching the rear glass heating grid midpoint C with the positive lead. A reading of
lines. approximately six volts indicates a line is good. A
If the defogger system does not operate, the prob- reading of zero volts indicates a break in the grid
lem should be isolated in the following manner: line between midpoint C and the left side bus bar. A
reading of ten to fourteen volts indicates a break switch pod 10-way wire harness connector and the
between midpoint C and the right side bus bar. Move BCM white 24-way wire harness connector. There
the positive lead on the grid line towards the break should be continuity. If OK, see the Defogger Relay
and the voltage reading will change as soon as the diagnosis in this group. If not OK, repair the open
break is crossed. circuit as required.
DEFOGGER SWITCH DEFOGGER RELAY

8W-48 - Rear Window Defogger in Group 8W - Wir- WARNING: ON VEHICLES EQUIPPED WITH AIR-
ing Diagrams. BAGS, REFER TO GROUP 8M - PASSIVE
INJURY. RELAY TEST
The defogger relay (Fig. 2) is located in the junc-
(1) Disconnect and isolate the battery negative tion block, on the right cowl side inner panel below
cable. Remove the inboard instrument panel switch the instrument panel in the passenger compartment.
pod and unplug the switch pod 10-way wire harness Remove the defogger relay from the junction block to
connector. perform the following tests:
(2) Check for continuity between the ground cir- (1) A relay in the de-energized position should
cuit cavity of the switch pod 10-way wire harness have continuity between terminals 87A and 30, and
connector and a good ground. There should be conti- no continuity between terminals 87 and 30. If OK, go
nuity. If OK, go to Step 3. If not OK, repair the open to Step 2. If not OK, replace the faulty relay.
circuit as required. (2) Resistance between terminals 85 and 86 (elec-
(3) Connect two jumper wires to the inboard tromagnet) should be 75 6 10 ohms. If OK, go to
switch pod. Connect one jumper from the ground cir- Step 3. If not OK, replace the faulty relay.
cuit terminal in the 10-way wire harness connector (3) Connect a battery to terminals 85 and 86.
receptacle on the back of the inboard switch pod There should now be continuity between terminals
housing to a good ground. Connect the other jumper 30 and 87, and no continuity between terminals 87A
from the fused rear window defogger relay output cir- and 30. If OK, see the Relay Circuit Test in this
cuit terminal of the 10-way wire harness connector group. If not OK, replace the faulty relay.
receptacle to a 12-volt battery feed. The defogger
switch LED indicator should light. If OK, go to Step
4. If not OK, replace the faulty inboard switch pod.
(4) Check for continuity between the ground cir-
cuit and rear window defogger switch sense circuit
terminals of the 10-way wire harness connector
receptacle on the back of the inboard switch pod
housing. There should be momentary continuity as
the defogger switch button is depressed, and then no
continuity. If OK, go to Step 5. If not OK, replace the
faulty inboard switch pod.
(5) Unplug the white 24-way wire harness connec-
tor from the Body Control Module (BCM). Check for
continuity between the rear window defogger switch
sense circuit cavity of the inboard switch pod 10-way
should be no continuity. If OK, go to Step 6. If not Fig. 2 Defogger Relay
OK, repair the short circuit as required.
(6) Check for continuity between the rear window
defogger switch sense circuit cavities of the inboard
RELAY CIRCUIT TEST TAINS FLAMMABLE SOLVENTS. KEEP OUT OF THE
(1) The relay common feed terminal cavity (30) is REACH OF CHILDREN.
connected to battery voltage and should be hot at all
times. If OK, go to Step 2. If not OK, repair the open (1) Mask the repair area so that the conductive
circuit to the PDC fuse as required. epoxy can be applied neatly. Extend the epoxy appli-
(2) The relay normally closed terminal (87A) is cation onto the grid line or the bus bar on each side
connected to terminal 30 in the de-energized position, of the break (Fig. 3).
(3) The relay normally open terminal (87) is con-
gized position. This terminal supplies battery voltage
to the fuse in the junction block that feeds the rear
glass heating grid and the defogger switch LED indi-
cator. There should be continuity between the cavity
for relay terminal 87 and the rear glass heating grid
and defogger switch LED indicator at all times. If
OK, go to Step 4. If not OK, repair the open circuit
as required.
(4) The coil battery terminal (86) is connected to
the electromagnet in the relay. It is connected to bat-
tery voltage and should be hot at all times. Check for
Fig. 3 Grid Line Repair - Typical
battery voltage at the cavity for relay terminal 86. If
OK, go to Step 5. If not OK, repair the open circuit to (2) Follow the instructions in the repair kit for
the PDC fuse as required. preparing the damaged area.
(5) The coil ground terminal (85) is connected to (3) Remove the package separator clamp and mix
the electromagnet in the relay. This terminal is pro- the two conductive epoxy components thoroughly
vided with ground by the Body Control Module within the packaging. Fold the package in half and
(BCM) rear window defogger timer and logic circuitry cut the center corner to dispense the epoxy.
to energize the defogger relay. There should be conti- (4) For grid line repairs, mask the area to be
nuity to the rear window defogger relay control cir- repaired with masking tape or a template.
cuit cavity of the white 24-way BCM wire harness (5) Apply the epoxy through the slit in the mask-
connector. If OK, use a DRB scan tool and the proper ing tape or template. Overlap both ends of the break
Diagnostic Procedures manual to test the BCM. If by at least 19 mm (0.75 in.).
not OK, repair the open circuit as required. (6) For a terminal or pigtail wire replacement,
mask the adjacent areas so the epoxy can be
extended onto the adjacent grid line as well as the
SERVICE PROCEDURES bus bar. Apply a thin layer of epoxy to the area
where the terminal or pigtail wire was fastened and
REAR GLASS HEATING GRID REPAIR onto the adjacent grid line.
Repair of the rear glass heating grid lines, bus (7) Apply a thin layer of conductive epoxy to the
bars, terminals or pigtail wires can be accomplished terminal or bare wire end of the pigtail and place it
using a Mopar Rear Window Defogger Repair Kit in the proper location on the bus bar. To prevent the
(P/N 4267922) or equivalent. terminal or pigtail wire from moving while the epoxy
is curing, it must be wedged or clamped.
WARNING: MATERIALS CONTAINED IN THE (8) Carefully remove the masking tape or tem-
REPAIR KIT MAY CAUSE SKIN OR EYE IRRITATION. plate.
THE KIT CONTAINS EPOXY RESIN AND AMINE
TYPE HARDENER, WHICH ARE HARMFUL IF SWAL- CAUTION: Do not allow the glass surface to exceed
LOWED. AVOID CONTACT WITH THE SKIN AND 204° C (400° F) or the glass may fracture.
EYES. FOR SKIN CONTACT, WASH THE AFFECTED
AREAS WITH SOAP AND WATER. FOR CONTACT (9) Allow the epoxy to cure 24 hours at room tem-
WITH THE EYES, FLUSH WITH PLENTY OF WATER. perature, or use a heat gun with a 260° to 371° C
DO NOT TAKE INTERNALLY. IF TAKEN INTER- (500° to 700° F) range for fifteen minutes. Hold the
NALLY, INDUCE VOMITING AND CALL A PHYSICIAN heat gun approximately 25.4 cm (10 in.) from the
IMMEDIATELY. USE WITH ADEQUATE VENTILA- repair.
TION. DO NOT USE NEAR FIRE OR FLAME. CON- (10) After the conductive epoxy is properly cured,
remove the wedge or clamp from the terminal or pig-
tail wire. Do not attach the wire harness connectors DEFOGGER RELAY
until the curing process is complete.
(11) Check the operation of the rear window defog- WARNING: ON VEHICLES EQUIPPED WITH AIR-
ger glass heating grid. BAGS, REFER TO GROUP 8M - PASSIVE
REMOVAL AND INSTALLATION INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
DEFOGGER SWITCH CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
INJURY.
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY (1) Disconnect and isolate the battery negative
STEERING WHEEL, STEERING COLUMN, OR cable.
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR (2) Remove the fuse access panel by unsnapping it
SERVICE. FAILURE TO TAKE THE PROPER PRE- from the right cowl side trim panel.
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- (3) Remove the push nut that secures the right
BAG DEPLOYMENT AND POSSIBLE PERSONAL cowl side trim panel to the junction block stud (Fig.
INJURY. 5).
cable.
edges of the inboard switch pod bezel to release the
snap clip retainers. Remove the bezel from the
instrument panel.
inboard switch pod to the instrument panel (Fig. 4).

(4) Remove the two screws that secure the right
(4) Pull the inboard switch pod out from the cowl side trim panel to the right front door opening
instrument panel far enough to access and unplug trim.
the wire harness connectors. (5) Remove the right cowl side trim panel from the
(5) Remove the inboard switch pod from the right cowl side inner panel.
instrument panel. (6) Unplug the defogger relay from the junction
(6) Reverse the removal procedures to install. block.
Tighten the switch mounting screws to 2.2 N·m (20 (7) Install the defogger relay by aligning the relay
in. lbs.). terminals with the cavities in the junction block and
pushing the relay firmly into place.
(10) Install the right cowl side trim panel and the
fuse access panel.
HEATED SEATS
INDEX
page page
GENERAL INFORMATION HEATED SEAT ELEMENT . . . . . . . . . . . . . . . . . . 9

INTRODUCTION . . . . . . . . . . . . . . . . . . ....... 7 HEATED SEAT SENSOR . . . . . . . . . . . . . . . . . . . 9
DESCRIPTION AND OPERATION HEATED SEAT SWITCH . . . . . . . . . . . . . . . . . . . . 8
HEATED SEAT CONTROL MODULE . . . . ....... 7 HEATED SEAT SYSTEM . . . . . . . . . . . . . . . . . . . 8
HEATED SEAT ELEMENT AND SENSOR ....... 8 REMOVAL AND INSTALLATION
HEATED SEAT SWITCH . . . . . . . . . . . . . ....... 7 HEATED SEAT CONTROL MODULE . . . . . . . . . . 10
DIAGNOSIS AND TESTING HEATED SEAT SWITCH . . . . . . . . . . . . . . . . . . . . 9
HEATED SEAT CONTROL MODULE . . . . ....... 9
GENERAL INFORMATION the Off position. The control circuit operates on igni-
tion switched battery feed through a fuse in the junc-
INTRODUCTION tion block. The heating elements operate on battery
Individually controlled electrically heated front feed supplied through the power seat circuit breaker
seats are available factory-installed optional equip- in the junction block.
ment on this model. The seat heaters will only oper- Following are general descriptions of the major
ate when the ignition switch is in the On position, components in the heated seat system. Refer to
and the surface temperature at the front seat heating 8W-63 - Power Seat With Heated Seats in Group 8W
element sensors is below the designed temperature - Wiring Diagrams for complete circuit descriptions
set points of the system. The heated seat system will and diagrams.
not operate in ambient temperatures greater than
about 32° C (90° F).
There are separate three-position switches for each
front seat located in the inboard instrument panel
HEATED SEAT SWITCH
switch pod, just inboard of the steering column. An
The heated seat switch is integral to the inboard
Off, Low, or High position can be selected with each
switch pod, which is mounted in the instrument
switch, and Light-Emitting Diodes (LED) for each
panel just inboard of the steering column. The two
switch illuminate to give a visual indication that the
three-position sliding-type switches, one switch for
system is turned on. The Low heat position set point
each front seat, provide a resistor multiplexed signal
is about 32° C (90° F), and the High heat position set
to their respective Heated Seat Control Module
point is about 38° C (100° F). Each switch controls a
(HSCM). Each switch has an Off, Low, and High
Heated Seat Control Module (HSCM) mounted to the
position so that both the driver and the front seat
seat cushion frame under each front seat.
passenger can select a preferred seat heating mode.
When a seat heater is turned on, a sensor located
Each switch has a Light-Emitting Diode (LED),
near the seat cushion electric heater element pro-
which lights to indicate that the heater for the seat
vides the HSCM with an input indicating the surface
that the switch controls is turned on. The heated
temperature of the seat cushion. If the surface tem-
seat switches and their LED cannot be repaired. If
perature input is below the temperature set point for
either switch or LED is faulty, the inboard switch
the selected Low or High switch position, a relay
pod unit must be replaced.
within the HSCM energizes the heating elements in
the seat cushion and back. When the sensor input
HEATED SEAT CONTROL MODULE
indicates the correct temperature set point has been
The Heated Seat Control Module (HSCM) is an
achieved, the HSCM de-energizes the relay. The
electronic thermostatic module designed to operate
HSCM will continue to cycle the relay as needed to
the electric seat heater elements. Two modules are
maintain the temperature set point.
used in the vehicle, one for each front seat. The
The HSCM will automatically turn off the heating
HSCM for each seat is installed in a wire harness
elements if it detects an open in the sensor circuit, or
connector that is located under the seat cushion
a short in the heating element circuit causing an
spring. The wire harness connector is secured by an
excessive current draw. The system is also turned off
automatically when the ignition switch is turned to
integral clip to the inside surface of the outboard seat breaker in the junction block. If the circuit breaker is
cushion frame. OK, test the heated seat elements as described in
Inputs to the module include the instrument panel this group. If not OK, replace the faulty circuit
resistor multiplexed switch signals (which includes breaker.
the seat cushion temperature sensor circuits), an
ignition-switched battery feed, a non-switched bat- HEATED SEAT SWITCH
tery feed, and a ground. The only HSCM output is For circuit descriptions and diagrams, refer to
the feed for the seat heating elements. 8W-63 - Power Seat With Heated Seats in Group 8W
The HSCM cannot be repaired and, if faulty or - Wiring Diagrams.
damaged, it must be replaced.
HEATED SEAT ELEMENT AND SENSOR BAGS, REFER TO GROUP 8M - PASSIVE
Two heated seat heating elements are used in each RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
front seat, one for the seat cushion and the other for STEERING WHEEL, STEERING COLUMN, OR
the seat back. The two elements for each seat are INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
connected in series with the HSCM. SERVICE. FAILURE TO TAKE THE PROPER PRE-
The temperature sensor is a Negative Temperature CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
Coefficient (NTC) thermistor. One temperature sen- BAG DEPLOYMENT AND POSSIBLE PERSONAL
sor is used for each seat, and it is integrated into the INJURY.
seat cushion heating element.
The heating elements are sewn into the seat cush- (1) Disconnect and isolate the battery negative
ion cover and seat back cover assemblies, which are cable.
serviced individually. The heating elements and tem- (2) Remove the inboard switch pod from the
perature sensor cannot be repaired and, if faulty or instrument panel. Check for continuity between the
damaged, the affected seat cover assembly must be ground circuit cavity of the 10-way switch pod wire
replaced. Refer to Group 23 - Body for the seat cush- harness connector and a good ground. There should
ion cover and seat back cover service procedures. be continuity. If OK, go to Step 3. If not OK, repair
the open circuit as required.
(3) Connect the battery negative cable. Turn the
DIAGNOSIS AND TESTING ignition switch to the On position. Check for battery
voltage at the fused ignition switch output circuit
HEATED SEAT SYSTEM cavity of the 10-way switch pod wire harness connec-
For circuit descriptions and diagrams, refer to tor. If OK, turn the ignition switch to the Off posi-
8W-63 - Power Seat With Heated Seats in Group 8W tion, disconnect and isolate the battery negative
- Wiring Diagrams. cable, and go to Step 4. If not OK, repair the open
circuit as required.
WARNING: ON VEHICLES EQUIPPED WITH AIR- (4) With both heated seat switches in the Off posi-
BAGS, REFER TO GROUP 8M - PASSIVE tion, check for continuity between the fused ignition
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY switch output circuit terminal and the driver heated
STEERING WHEEL, STEERING COLUMN, OR seat switch output circuit terminal in the 10-way
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR connector receptacle on the back of the inboard
SERVICE. FAILURE TO TAKE THE PROPER PRE- switch pod. Repeat this check between the fused igni-
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- tion switch output circuit terminal and the passenger
BAG DEPLOYMENT AND POSSIBLE PERSONAL heated seat switch output circuit terminal. In each
INJURY. case, there should be no continuity. If OK, go to Step
5. If not OK, replace the faulty inboard switch pod.
Before testing the individual components in the (5) Move both heated seat switches to the Low
heated seat system, check the following: position. Using an ohmmeter, check the resistance
• If the heated seat switch LED doesn’t light with between the fused ignition switch output circuit ter-
the ignition switch in the On position and the heated minal and the driver heated seat switch output cir-
seat switch in the Low or High position, check the cuit terminal in the 10-way connector receptacle on
fuse in the junction block. If the fuse is OK, test the the back of the inboard switch pod. Repeat this check
heated seat switch as described in this group. If not between the fused ignition switch output circuit ter-
OK, repair the shorted circuit or component as minal and the passenger heated seat switch output
required and replace the faulty fuse. circuit terminal. In each case, the resistance reading
• If the heated seat switch LED lights, but the should be about 11.5 kilohms. If OK, go to Step 6. If
heating elements don’t heat, check the circuit not OK, replace the faulty inboard switch pod.
(6) Move both heated seat switches to the High SEAT BACK
position. Using an ohmmeter, check the resistance (1) Disconnect and isolate the battery negative
between the fused ignition switch output circuit ter- cable. Unplug the 2-way heated seat back wire har-
minal and the driver heated seat switch output cir- ness connector.
cuit terminal in the 10-way connector receptacle on (2) Check for continuity between the heated seat
the back of the inboard switch pod. Repeat this check driver circuit cavity and the ground circuit cavity of
between the fused ignition switch output circuit ter- the seat back cover half of the heated seat back wire
minal and the passenger heated seat switch output harness connector. There should be continuity. If OK,
circuit terminal. In each case, the resistance reading go to Step 3. If not OK, replace the faulty seat back
should be about 6.5 kilohms. If not OK, replace the cover.
faulty inboard switch pod. (3) Check for continuity between the heated seat
driver circuit cavity of the seat back cover half of the
HEATED SEAT CONTROL MODULE heated seat back wire harness connector and the seat
Before testing the heated seat control module, test back frame. There should be no continuity. If OK,
the heated seat switch, the heated seat elements, and test the heated seat sensor as described in this
the heated seat sensor as described in this group. If group. If not OK, replace the faulty seat back cover.
testing of the heated seat switch, elements, and sen-
sor reveals no problems, proceed as follows. For cir- HEATED SEAT SENSOR
cuit descriptions and diagrams, refer to 8W-63 - The wire harness connector for the seat cushion
Power Seat With Heated Seats in Group 8W - Wiring heating element and sensor are located under the
Diagrams. seat, near the rear edge of the seat cushion frame.
(1) Replace the heated seat control module with a For circuit descriptions and diagrams, refer to 8W-63
known good unit and test the operation of the heated - Power Seat With Heated Seats in Group 8W - Wir-
seats. If OK, discard the faulty heated seat control ing Diagrams.
module. If not OK, go to Step 2. (1) Disconnect and isolate the battery negative
(2) Test each of the circuits from the heated seat cable. Unplug the 4-way heated seat cushion wire
switch, heated seat elements, and heated seat sensor harness connector.
to the heated seat control module. Repair any short (2) Using an ohmmeter, check the resistance
or open circuits as required. between the heated seat switch output circuit cavity
and the ground circuit cavity of the seat cushion
HEATED SEAT ELEMENT cover half of the heated seat cushion wire harness
The wire harness connectors for the seat cushion connector. The sensor resistance should be between 2
and seat back heating elements are located under the kilohms and 200 kilohms. If OK, test the heated seat
seat, near the rear edge of the seat cushion frame. control module as described in this group. If not OK,
For circuit descriptions and diagrams, refer to 8W-63 replace the faulty seat cushion cover.
- Power Seat With Heated Seats in Group 8W - Wir-
ing Diagrams.
SEAT CUSHION
(1) Disconnect and isolate the battery negative HEATED SEAT SWITCH
cable. Unplug the 4-way heated seat cushion wire
harness connector. WARNING: ON VEHICLES EQUIPPED WITH AIR-
(2) Check for continuity between the two heated BAGS, REFER TO GROUP 8M - PASSIVE
seat driver circuit cavities of the seat cushion cover RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
half of the heated seat cushion wire harness connec- STEERING WHEEL, STEERING COLUMN, OR
tor. There should be continuity. If OK, go to Step 3. If INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
not OK, replace the faulty seat cushion cover. SERVICE. FAILURE TO TAKE THE PROPER PRE-
(3) Check for continuity between one of the heated CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
seat driver circuit cavities of the seat cushion cover BAG DEPLOYMENT AND POSSIBLE PERSONAL
half of the heated seat cushion wire harness connec- INJURY.
tor and the seat cushion frame. There should be no
continuity. If OK, go to the Seat Back test. If not OK,
cable.
replace the faulty seat cushion cover.
edges of the inboard switch pod bezel to release the
snap clip retainers. Remove the bezel from the
instrument panel.
inboard switch pod to the instrument panel (Fig. 1).
Fig. 2 Heated Seat Control Module Remove/Install -

Right Side Shown
WARNING: THERE ARE MANY SHARP METAL
(4) Pull the inboard switch pod out from the EDGES ON THE SEAT CUSHION FRAME AND SEAT
instrument panel far enough to access and unplug ADJUSTER RAILS UNDER THE SEAT. WHEN PER-
the wire harness connectors. FORMING THIS SERVICE, A LONG-SLEEVED SHIRT
(5) Remove the inboard switch pod from the AND GLOVES SHOULD BE WORN IN ORDER TO
instrument panel. AVOID UNNECESSARY CUTS AND ABRASIONS TO
(6) Reverse the removal procedures to install. EXPOSED SKIN.
Tighten the switch mounting screws to 2.2 N·m (20
in. lbs.).
CAUTION: The heated seat control module wire
HEATED SEAT CONTROL MODULE harness connector must be stabilized during mod-
(1) Move the power seat adjuster to its full up and ule removal or installation. Failure to properly stabi-
full forward stop positions. lize the connector will result in damage to the
(2) Disconnect and isolate the battery negative integral connector mounting clip that secures the
cable. connector to the seat cushion frame.
(3) Remove the three screws that secure the seat
side shield to the seat cushion frame. (7) Kneeling outside the open front door of the
(4) Pull the seat side shield away from the seat far vehicle, use the hand nearest the rear of the seat to
enough to access and unplug the wire harness con- reach between the top and bottom rails of the power
nectors from the power seat and power lumbar seat adjuster to access and stabilize the heated seat
switches. control module wire harness connector.
(5) Remove the seat side shield from the seat. (8) While still stabilizing the wire harness connec-
(6) Look under the seat to locate the heated seat tor with one hand, use your free hand to reach under
control module and its wire harness connector. These the front of the seat cushion to grasp the heated seat
components are positioned under the seat cushion control module.
spring near the center of the outboard seat cushion (9) While still stabilizing the wire harness connec-
frame (Fig. 2). The wire harness connector has an tor with one hand, use a gentle rocking and pulling
integral clip that secures it to the seat cushion action with the other hand to unplug the heated seat
frame. The heated seat control module is retained in control module from the wire harness connector.
the wire harness connector by the tension of its ter- (10) Reverse the removal procedures to install. Be
minals in the connector cavities. certain that the heated seat control module terminals
are aligned with the cavities in the wire harness con-
nector before pushing the module firmly into place.
Tighten the seat side shield mounting screws to 2.2
N·m (20 in. lbs.).
ZJ POWER LOCK SYSTEMS 8P - 1
POWER LOCK SYSTEMS

CONTENTS
page page
GENERAL INFORMATION DOOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . 4

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 1 POWER LIFTGLASS RELEASE SYSTEM . . . . . . 5
MEMORY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 2 POWER LOCK AND REMOTE KEYLESS
POWER LIFTGLASS RELEASE SYSTEM . . . . . . 1 ENTRY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 4
POWER LOCK SYSTEM . . . . . . . . . . . . . . . . . . . 1 POWER LOCK MOTOR . . . . . . . . . . . . . . . . . . . . 5
REMOTE KEYLESS ENTRY SYSTEM . . . . . . . . . 1 REMOTE KEYLESS ENTRY TRANSMITTER . . . . 5
BODY CONTROL MODULE . . . . . . . . . . . . . . . . . 3 REMOTE KEYLESS ENTRY TRANSMITTER
CIRCUIT BREAKER . . . . . . . . . . . . . . . . . . . . . . . 3 BATTERY REPLACEMENT . . . . . . . . . . . . . . . . 6
DOOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . 2 REMOTE KEYLESS ENTRY TRANSMITTER
POWER LOCK MOTOR . . . . . . . . . . . . . . . . . . . . 3 PROGRAMMING . . . . . . . . . . . . . . . . . . . . . . . 6
POWER LOCK SWITCH . . . . . . . . . . . . . . . . . . . 2 REMOVAL AND INSTALLATION
REMOTE KEYLESS ENTRY RECEIVER . . . . . . . . 4 DOOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . 6
REMOTE KEYLESS ENTRY TRANSMITTER . . . . 4 POWER LOCK MOTOR . . . . . . . . . . . . . . . . . . . . 7
CIRCUIT BREAKER . . . . . . . . . . . . . . . . . . . . . . . 4
GENERAL INFORMATION front door, and the power lock motors mounted in
each door and the liftgate. The power lock control cir-
INTRODUCTION cuitry and the power lock and unlock relays are inte-
Power lock and Remote Keyless Entry (RKE) sys- gral to the Driver Door Module (DDM) and the
tems are standard factory-installed equipment on Passenger Door Module (PDM).
this model. All of the doors and the liftgate can be
locked and unlocked electrically by operating the POWER LIFTGLASS RELEASE SYSTEM
switch on either front door trim panel, or the buttons Models equipped with the optional liftgate liftglass
on the RKE transmitter. On vehicles with the feature also have a power operated liftglass release
optional liftgate liftglass, the power liftglass release system. This system operates with battery power
circuit is also enabled or disabled by the power door supplied through a fuse in the junction block, inde-
lock switch or the RKE transmitter. pendent of the ignition switch. The power liftglass
Following are general descriptions of the major release system allows the liftglass to be opened by
components in the power lock, RKE, and liftglass depressing a switch mounted in the top of the liftgate
latch systems. Refer to 8W-61 - Power Door Locks in license plate tub.
Group 8W - Wiring Diagrams for complete circuit The liftglass release system includes the liftgate
descriptions and diagrams. Refer to the owner’s man- mounted switch, a mechanical latch equipped with
ual for more information on the features and use of an electric release solenoid, and a limit switch inte-
these systems. gral to the liftgate latch mechanism. The limit switch
automatically enables or disables the liftglass release
POWER LOCK SYSTEM circuitry, depending upon the position of the liftgate
The power lock system allows all of the doors and latch lock mechanism. The liftgate latch can be
the liftgate to be locked or unlocked electrically by unlocked or locked using the key in the liftgate lock
operating the switch on either front door trim panel. cylinder, the power lock system, or the Remote Key-
This system operates with battery power supplied less Entry (RKE) transmitter.
through a circuit breaker in the junction block, inde- Refer to 8W-61 - Power Door Locks in Group 8W -
pendent of the ignition switch. Wiring Diagrams for circuit descriptions and dia-
The power lock system includes the front door grams. Refer to Group 23 - Body for the power lift-
power lock switches, door modules mounted in each glass release system component service procedures.
8P - 2 POWER LOCK SYSTEMS ZJ
REMOTE KEYLESS ENTRY SYSTEM receives messages on the CCD data bus from the
The Remote Keyless Entry (RKE) system is a radio RKE receiver in the Passenger Door Module (PDM)
frequency system that allows the use of a remote for the memory select function. The DDM processes
radio transmitter to control the power lock and illu- these inputs and sends messages to the radio (if CCD
minated entry systems. If the vehicle is so equipped, data bus capable), the PDM, and the Memory Seat
the RKE transmitter can also control the memory Module (MSM) on the CCD data bus for memory
seat, memory mirror, memory radio, and the vehicle recall.
theft alarm systems. The CCD data bus network allows the sharing of
The RKE system consists of the remote key fob sensor information. This helps to reduce wire har-
transmitter and a radio receiver with program logic, ness complexity, reduce internal controller hardware,
which is integral to the Passenger Door Module and reduce component sensor current loads. At the
(PDM). The RKE system can retain the vehicle same time, this system provides increased reliability,
access codes of two transmitters. The transmitter enhanced diagnostics, and allows the addition of
codes are retained in memory, even if the battery is many new feature capabilities.
disconnected. This group covers only the conventional diagnostic
If a transmitter is faulty or lost, new transmitter procedures for the power lock and RKE system com-
vehicle access codes can be programmed into the sys- ponents. For diagnosis of the memory system, the
tem using a DRB scan tool and the proper Diagnostic use of a DRB scan tool and the proper Diagnostic
Procedures manual. The RKE system for this vehicle Procedures manual are recommended. For additional
also features a programmable horn chirp feature. information on the features and functions of the
This feature allows the customer the option of having memory system, refer to the owner’s manual in the
the horn chirp request, which the RKE receiver vehicle glove box.
issues as an audible indication that a valid Lock sig-
nal has been received from the RKE transmitter,
enabled or disabled by the dealer.
On models so equipped, a function of the RKE sys-
POWER LOCK SWITCH
tem made possible by the connection of the PDM to
The power locks are controlled by a two-way switch
the Chrysler Collision Detection (CCD) data bus net-
that is integral to the Driver Door Module (DDM)
work is a panic mode. If the Panic button on the
and the Passenger Door Module (PDM) mounted in
RKE transmitter is depressed, the horn will sound
the trim panel of its respective front door. Each
and the exterior lights will flash on the vehicle for
switch is illuminated by a light-emitting diode when
about three minutes, or until the Panic button is
the ignition switch is turned to the On position. The
depressed a second time. A vehicle speed of about 24
power lock switch provides a lock or unlock signal to
kilometers-per-hour (15 miles-per-hour) will also can-
the door module circuitry.
cel the panic mode.
The power lock switches and their lamps cannot be
repaired. If the switches are damaged or faulty, the
MEMORY SYSTEM
entire PDM or DDM unit must be replaced.
An electronic memory system is an available option
on this model. The memory system is able to store
DOOR MODULE
and recall the driver side power seat positions
A Driver Door Module (DDM) and a Passenger
(including power lumbar and recliner positions), and
Door Module (PDM) are used on this model to control
both outside power mirror positions for two drivers.
and integrate many of the electronic features and
For vehicles with a radio connected to the Chrysler
functions on the vehicle. Each door module houses
Collision Detection (CCD) data bus network, the
both the front power lock and power window
memory system is also able to store and recall ten
switches. The DDM also houses individual switches
radio station presets (including last station tuned) for
for each passenger door power window, a power win-
two drivers. The memory system will automatically
dow lockout switch and the power mirror switch.
return to all of these settings when the correspond-
The DDM and PDM communicate with each other,
ing button (Driver 1 or 2) of the memory switch on
and with other vehicle modules on the Chrysler Col-
the driver side front door trim panel is depressed, or
lision Detection (CCD) data bus network. The CCD
when the doors are unlocked using the corresponding
data bus network allows the sharing of sensor infor-
(Driver 1 or 2) Remote Keyless Entry (RKE) trans-
mation. This helps to reduce wire harness complexity,
mitter.
internal controller hardware, and component sensor
The Driver Door Module (DDM) receives hard-
current loads. At the same time, this system provides
wired input from the memory set/select switch on the
increased reliability, enhanced diagnostics, and
driver side front door trim panel. The DDM also
allows the addition of many new feature capabilities.
The DDM circuitry controls the output to the BODY CONTROL MODULE
driver front door power lock motor. The PDM cir- A Body Control Module (BCM) is used on this
cuitry controls the output to the power lock motors model to control and integrate many of the electronic
for the remaining doors and the liftgate. When a door functions and features included on the vehicle. The
lock switch is actuated, the door module circuitry for BCM contains a central processing unit and inter-
that switch sends a message to the other door mod- faces with other modules in the vehicle on the
ule on the CCD data bus to activate the output to the Chrysler Collision Detection (CCD) data bus network.
remaining power lock motor(s). The CCD data bus network allows the sharing of
Some of the features and functions of the power sensor information. This helps to reduce wire har-
lock and Remote Keyless Entry (RKE) systems made ness complexity, reduce internal controller hardware,
possible because of the communication of the door and reduce component sensor current loads. At the
modules on the CCD data bus network include: same time, this system provides increased reliability,
• A door-lock inhibit feature which prevents the enhanced diagnostics, and allows the addition of
power lock system from being energized with a door many new feature capabilities.
switch if the key is in the ignition and/or the head- One of the functions and features that the BCM
lamps are on with the driver door open. However, the supports and controls on models so equipped, is the
locks can still be operated manually with a key or Remote Keyless Entry (RKE) Panic Mode. The BCM
energized with the RKE transmitter. receives input from the RKE receiver in the Passen-
• A rolling door locks feature will automatically ger Door Module (PDM) on the CCD data bus. The
lock all of the doors and the liftgate, after the vehicle programming in the BCM allows it to process the
reaches a speed of about 24 kilometers-per-hour (15 information from this input and send control outputs
miles-per-hour) or greater. This feature will also lock to the headlamp relay, horn relay, and park lamp
the doors if a door is opened, then closed again at relay to accomplish the panic mode functions.
any speed above 24 kilometers-per-hour (15 miles- The BCM is mounted under the driver side out-
per-hour). Rolling door locks is a programmable fea- board end of the instrument panel, behind the instru-
ture of the power lock system. This feature can be ment panel support armature and below the
enabled or disabled using the DRB scan tool and the outboard switch pod. Refer to Group 8E - Instrument
proper Diagnostic Procedures manual. Panel Systems for the removal and installation pro-
• An RKE system panic mode, on models so cedures. For diagnosis of the BCM or the CCD data
equipped. If the Panic button on the RKE transmit- bus, the use of a DRB scan tool and the proper Diag-
ter is depressed, the horn will sound and the exterior nostic Procedures manual are recommended. The
lights will flash on the vehicle for about three min- BCM can only be serviced by an authorized electronic
utes, or until the Panic button is depressed a second repair station. Refer to the latest Warranty Policies
time. A vehicle speed of about 24 kilometers-per-hour and Procedures manual for a current listing of autho-
(15 miles-per-hour) will also cancel the panic mode. rized electronic repair stations.
• A programmable feature of the RKE system is
the enabling or disabling of the horn chirp following POWER LOCK MOTOR
the RKE Lock function. This feature can be enabled In the power lock and Remote Keyless Entry
or disabled using the DRB scan tool and the proper (RKE) systems, the locks are actuated by a reversible
Diagnostic Procedures manual. electric motor mounted within each door and the lift-
• Another programmable feature is the enabling gate. The driver front door lock motor direction is
or disabling of the RKE system unlocking the driver controlled by the battery and ground feeds from the
door only, or all doors upon one depression of the Driver Door Module (DDM). The remaining door lock
transmitter Unlock button. If the driver door only motors and the liftgate lock motor are controlled by
mode is enabled, a second depression of the Unlock the battery and ground feeds from the Passenger
button within five seconds will unlock all of the doors Door Module (PDM).
and the liftgate. This feature can be enabled or dis- The power lock motors cannot be repaired and, if
abled using the DRB scan tool and the proper Diag- faulty or damaged, the entire motor must be
nostic Procedures manual. replaced.
For diagnosis of the DDM, PDM, or the CCD data
bus network, a DRB scan tool and the proper Diag- CIRCUIT BREAKER
nostic Procedures manual are recommended. The An automatic resetting circuit breaker in the junc-
DDM and the PDM cannot be repaired and, if dam- tion block is used to protect the power lock system
aged or faulty, they must be replaced. circuit. The circuit breaker can protect the system
from a short circuit, or from an overload condition
caused by an obstructed or stuck lock motor, latch, or serviced as a unit with the PDM and, if faulty or
lock linkage. damaged, the PDM unit must be replaced.
The circuit breaker cannot be repaired and, if
faulty, it must be replaced.
REMOTE KEYLESS ENTRY TRANSMITTER
The Remote Keyless Entry (RKE) system transmit- POWER LOCK AND REMOTE KEYLESS ENTRY
ter is equipped with three buttons, labeled Lock, SYSTEM
Unlock, and Panic. It is also equipped with a key As a preliminary diagnosis for the power lock and
ring and is designed to serve as a key fob. The oper- Remote Keyless Entry (RKE) systems, note the sys-
ating range of the transmitter radio signal is up to 7 tem operation while you actuate both the Lock and
meters (23 feet) from the RKE receiver. Unlock functions with the power lock switches and
Each transmitter has a different vehicle access the RKE transmitter. Then, proceed as follows:
code, which must be programmed into the memory of • If the power lock system fails to function with
the RKE receiver in the vehicle in order to operate either the power lock switches or the RKE transmit-
the RKE system. In addition, vehicles with the mem- ter, see the Circuit Breaker diagnosis in this group.
ory seat/mirror/radio system must have their access • If the power lock system functions with both
codes programmed into the receiver so that the mold- power lock switches, but not with the RKE transmit-
ed-in numbers “1” or “2” on the back of the transmitter, see the Remote Keyless Entry Transmitter diag-
ter case coincide with the memory “1” and “2” nosis in this group.
buttons of the memory set switch in the vehicle. • If the power lock system functions with the RKE
The transmitter operates on two Duracell DL2016 transmitter, but not with one or both power lock
(or equivalent) batteries. Typical battery life is from switches, see the Door Module diagnosis in this
one to two years. The transmitter cannot be repaired group.
and, if faulty or damaged, it must be replaced. • If one power lock motor fails to operate with the
power lock switches or the RKE transmitter, see the
REMOTE KEYLESS ENTRY RECEIVER Power Lock Motor diagnosis in this group.
The Remote Keyless Entry (RKE) receiver is a
radio frequency unit contained in the Passenger Door CIRCUIT BREAKER
Module (PDM). The PDM also contains the program For circuit descriptions and diagrams, refer to
circuitry for the RKE system. The PDM is located 8W-61 - Power Door Locks in Group 8W - Wiring
inside the passenger side front door, and is secured Diagrams.
to the door trim panel. (1) Locate the circuit breaker in the junction block.
The RKE receiver has a memory function to retain Pull out the circuit breaker slightly, but be sure that
the vehicle access codes of two RKE transmitters. the terminals still contact the terminals in the junc-
The receiver is designed to retain the transmitter tion block cavities.
codes in memory, even if the battery is disconnected. (2) Connect the negative lead of a 12-volt DC volt-
The RKE receiver is energized by one of three mes- meter to a good ground.
sages from the RKE transmitter; Unlock, Lock, or (3) With the voltmeter positive lead, check both
Panic. The PDM circuitry responds to these messages terminals of the circuit breaker for battery voltage.
to lock or unlock the power lock motors that it con- If only one terminal has battery voltage, the circuit
trols. The PDM circuitry also puts Lock, Unlock, and breaker is faulty and must be replaced. If neither ter-
Panic messages on the Chrysler Collision Detection minal has battery voltage, repair the open circuit
(CCD) data bus. from the Power Distribution Center (PDC) as
These messages will result in the Driver Door required. If the circuit breaker checks OK, but no
Module (DDM) locking or unlocking the driver side power locks operate, see the diagnosis for the Door
front door, and/or the Body Control Module (BCM) Module in this group.
initiating the proper Panic, Horn Chirp, Illuminated
Entry, and Vehicle Theft Alarm functions. If the vehi- DOOR MODULE
cle is equipped with the optional memory system, the
proper CCD Unlock message will also result in the NOTE: The following tests may not prove conclu-
DDM initiating its memory recall functions. sive in the diagnosis of this component. The most
For diagnosis of the RKE receiver, the PDM, the reliable, efficient, and accurate means to diagnose
DDM, or the CCD data bus, refer to the proper Diag- this system involves the use of a DRB scan tool
nostic Procedures manual. The RKE receiver is only and the proper Diagnostic Procedures manual.
Remember, the DDM circuitry controls the output (1) Check each power lock motor for correct opera-
to the driver side front door power lock motor. The tion while moving the power lock switch to both the
PDM circuitry controls the output to the power lock Lock and Unlock positions. If all of the power lock
motors for the remaining doors and the liftgate. For motors are inoperative, go to Step 2. If one power
circuit descriptions and diagrams, refer to 8W-61 - lock motor is inoperative, go to Step 3.
Power Door Locks in Group 8W - Wiring Diagrams. (2) If all of the power lock motors except the driver
(1) Disconnect and isolate the battery negative side front door are inoperative, the problem may be
cable. Remove the front door trim panel. Go to Step caused by one shorted motor. Unplugging a shorted
2. power lock motor from the power lock circuit will
(2) Check the 12-way door module wire harness allow the good power lock motors to operate. Unplug
connector to see that it is fully seated in the door each PDM-controlled power lock motor wire harness
module receptacle. If OK, go to Step 3. If not OK, connector, one at a time, and recheck both the lock
install the wire harness connector properly. and unlock functions by operating the power lock
(3) Unplug the 12-way door module wire harness switch. If all of the PDM-controlled power lock
connector from the door module. Check for continuity motors are still inoperative after the above test,
between the ground circuit cavity of the door module check for a short or open circuit between the power
wire harness connector and a good ground. There lock motors and the PDM. If unplugging one power
should be continuity. If OK, go to Step 4. If not OK, lock motor causes the other motors to become func-
repair the open circuit as required. tional, go to Step 3 to test the unplugged motor.
(4) Connect the battery negative cable. Check for (3) Once it is determined which lock motor is inop-
battery voltage at the fused B(+) circuit cavity of the erative, that motor can be tested as follows. Unplug
12-way door module wire harness connector. If OK, the wire harness connector at the inoperative motor.
go to Step 5. If not OK, repair the open circuit as Apply 12 volts to the motor terminals to check its
required. operation in one direction. Reverse the polarity to
(5) Disconnect and isolate the battery negative check the operation in the other direction. If OK,
cable. Check for continuity between the door lock repair the short or open circuits to the DDM or PDM
driver circuit cavity of the 12-way door module wire as required. If not OK, replace the faulty power lock
harness connector and a good ground. Repeat the motor.
check for the door unlock driver circuit cavity of the
door module wire harness connector. In each case REMOTE KEYLESS ENTRY TRANSMITTER
there should be no continuity. If OK, go to Step 6. If (1) Replace the Remote Keyless Entry (RKE)
not OK, repair the short circuit as required. transmitter batteries. See Remote Keyless Entry
(6) Plug the 12-way door module wire harness con- Transmitter Battery Replacement in this group for
nector back into the door module. Unplug the inoper- the procedures. Test each of the transmitter func-
ative power lock motor wire harness connector. tions. If OK, discard the faulty batteries. If not OK,
Connect the battery negative cable. Go to Step 7. go to Step 2.
(7) Connect the probes of a reversible DC digital (2) Perform the Remote Keyless Entry Transmitter
voltmeter to the body wire harness half of the power Programming procedure with the suspect transmitter
lock motor wire harness connector. Observe the volt- and another known good transmitter. Use a DRB
meter while actuating the power lock switch in the scan tool, as described in the proper Diagnostic Pro-
lock and unlock directions. There should be a short cedures manual.
12-volt voltage spike as the switch is moved to both (3) Test the RKE system operation with both
the lock and unlock positions, and no voltage in the transmitters. If both transmitters fail to operate the
neutral position. If OK, see the diagnosis for the power lock system, use a DRB scan tool and the
Power Lock Motor in this group. If not OK, replace proper Diagnostic Procedures manual for further
the faulty door module. diagnosis of the RKE system. If the known good
transmitter operates the power locks and the suspect
POWER LOCK MOTOR transmitter does not, replace the faulty transmitter.
Remember, the Driver Door Module (DDM) cir-
cuitry controls the output to the driver side front NOTE: Be certain to perform the Remote Keyless
door power lock motor. The Passenger Door Module Entry Transmitter Programming procedure again
(PDM) circuitry controls the output to the power lock following this test. This procedure will erase the
motors for the remaining doors and the liftgate. For access code of the test transmitter from the RKE
circuit descriptions and diagrams, refer to 8W-61 - receiver.
Power Door Locks in Group 8W - Wiring Diagrams.
POWER LIFTGLASS RELEASE SYSTEM (2) Lift the back half of the transmitter case off of
For circuit descriptions and diagrams, refer to the transmitter.
8W-61 - Power Door Locks in Group 8W - Wiring (3) Remove the two batteries from the transmitter.
Diagrams. (4) Replace the two batteries with new Duracell
(1) Check the fuse in the junction block. If OK, go DL2016, or their equivalent. Be certain that the bat-
to Step 2. If not OK, repair the shorted circuit or teries are installed with their polarity correctly ori-
component as required and replace the faulty fuse. ented.
(2) Check for battery voltage at the fuse in the (5) Align the two transmitter case halves with
junction block. If OK, go to Step 3. If not OK, repair each other, and squeeze them firmly together until
the open circuit as required. they snap back into place.
(3) Unplug the liftglass limit switch wire harness
connector. Check for battery voltage at the fused B(+) REMOTE KEYLESS ENTRY TRANSMITTER
circuit cavity of the limit switch wire harness connec- PROGRAMMING
tor. If OK, go to Step 4. If not OK, repair the open To program the Remote Keyless Entry (RKE)
circuit as required. transmitter access codes into the RKE receiver in the
(4) Check for continuity between the two terminals Passenger Door Module (PDM) requires the use of a
of the liftglass limit switch. There should be continu- DRB scan tool. Refer to the proper Diagnostic Proce-
ity with the liftgate latch unlocked, and no continuity dures manual for more information.
with the latch locked. If OK, go to Step 5. If not OK,
replace the faulty limit switch.
(5) Unplug the liftglass push button switch wire REMOVAL AND INSTALLATION
harness connector. With the liftgate latch unlocked,
check for battery voltage at the liftglass limit switch DOOR MODULE
output circuit cavity of the push button switch wire Before replacing the door module, use a DRB scan
harness connector. If OK, go to Step 6. If not OK, tool to determine the current settings for the door
repair the open circuit as required. module programmable features. These settings
(6) Check for continuity between the two terminals should be duplicated in the replacement door module
of the liftglass push button switch. There should be using the DRB scan tool, before returning the vehicle
no continuity. Depress the switch, there should now to service.
be continuity. If OK, go to Step 7. If not OK, replace (1) Disconnect and isolate the battery negative
the faulty push button switch. cable.
(7) Unplug the liftglass release solenoid wire har- (2) Remove the bezel near the inside door latch
ness connector. Check for continuity between the release handle by inserting a straight-bladed screw-
ground circuit cavity of the wire harness connector driver in the notched end of the bezel and prying
and a good ground. There should be continuity. If gently upwards.
OK, go to Step 8. If not OK, repair the open circuit (3) Remove the screw located beneath the bezel
as required. that secures the front door trim panel to the inner
(8) With the liftgate latch unlocked and the lift- door panel (Fig. 1).
glass push button switch depressed, check for battery
voltage at the liftglass push button output circuit
cavity of the liftglass release solenoid wire harness
connector. If OK, replace the faulty solenoid. If not
OK, repair the open circuit as required.
SERVICE PROCEDURES
REMOTE KEYLESS ENTRY TRANSMITTER
BATTERY REPLACEMENT
The Remote Keyless Entry (RKE) transmitter case
snaps open and shut for battery access. To replace
the RKE transmitter batteries:
flat-bladed tool, gently pry at the center seam of the
transmitter case halves near the key ring until the Fig. 1 Front Door Trim Panel Remove/Install
two halves unsnap.
(4) Remove the trim cap and screw near the rear POWER LOCK MOTOR
(5) Remove the trim cap and screw at the upper FRONT DOOR
front corner of the front door trim panel. The front door power lock motor is integral to the
(6) Remove the screw located above the front door front door latch unit. If the front door power lock
speaker grille on the front door trim panel. motor is faulty or damaged, the entire latch unit
(7) Using a trim stick or another suitable wide must be replaced. Refer to Group 23 - Body for the
flat-bladed tool, gently pry the front door trim panel front door latch service procedures.
the trim panel retainers. REAR DOOR
The rear door power lock motor is integral to the
NOTE: To aid in the removal of the trim panel, start rear door latch unit. If the rear door power lock
at the bottom of the panel. motor is faulty or damaged, the entire latch unit
must be replaced. Refer to Group 23 - Body for the
(8) Pull the front door trim panel away from the rear door latch service procedures.
wire harness connectors from the door module and, if LIFTGATE
the vehicle is so equipped, from the front door cour- (1) Disconnect and isolate the battery negative
tesy lamp. cable.
(9) Remove the five screws that secure the door (2) Open the liftgate.
module to the back of the front door trim panel (Fig. (3) Remove the screws that secure the liftgate
2). lower trim panel to the liftgate inner panel (Fig. 3).
Fig. 3 Liftgate Trim Panel Remove/Install

flat-bladed tool, gently pry the perimeter edges of the
trim panel away from the liftgate inner panel to
release the retainers.
Fig. 2 Door Module Remove/Install
(10) Remove the door module from the trim panel. at the bottom of the panel.
Tighten the mounting screws to 2.2 N·m (20 in. lbs.). (5) Remove the liftgate trim panel from the vehi-
cle.
NOTE: If a new door module is installed, the pro-
grammable features must be enabled and/or dis-
abled to the customer’s preferred settings. Use a
(6) Reach through the liftgate inner panel access
hole and disconnect the lock actuator motor linkage
clip at the liftgate latch handle (Fig. 4).
Fig. 5 Liftgate Lock Motor Remove/Install

power lock motor.
Fig. 4 Lock Actuator Motor Linkage Remove/Install (10) Remove the power lock motor from the lift-
(7) Remove the two screws that secure the power gate.
lock actuator motor to the liftgate inner panel (Fig. (11) Reverse the removal procedures to install.
5). Tighten the power lock actuator motor mounting
(8) Pull the power lock motor out through the lift- screws to 3 N·m (28 in. lbs.).
gate inner panel access hole far enough to access the
wire harness connector.
ZJ VEHICLE THEFT/SECURITY SYSTEMS 8Q - 1
VEHICLE THEFT/SECURITY SYSTEMS

CONTENTS
page page
GENERAL INFORMATION LIFTGLASS AJAR SWITCH . . . . . . . . . . . . . . . . . 3

ARMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 PARK LAMP RELAY . . . . . . . . . . . . . . . . . . . . . . 3
DISARMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 SET LAMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
ENABLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 DIAGNOSIS AND TESTING
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 1 RELAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
POWER-UP MODE . . . . . . . . . . . . . . . . . . . . . . . 2 VEHICLE THEFT SECURITY SYSTEM . . . . . . . . . 4
TAMPER ALERT . . . . . . . . . . . . . . . . . . . . . . . . . 2 REMOVAL AND INSTALLATION
DESCRIPTION AND OPERATION AUTO HEADLAMP AND PARK LAMP RELAYS . . 8
AUTO HEADLAMP RELAY . . . . . . . . . . . . . . . . . 3 DOOR AJAR SWITCH . . . . . . . . . . . . . . . . . . . . . 5
BODY CONTROL MODULE . . . . . . . . . . . . . . . . . 2 DOOR LOCK CYLINDER SWITCH . . . . . . . . . . . . 5
DOOR AJAR SWITCH . . . . . . . . . . . . . . . . . . . . . 3 HORN RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
DOOR LOCK CYLINDER SWITCH . . . . . . . . . . . . 3 LIFTGATE AJAR SWITCH . . . . . . . . . . . . . . . . . . 6
HORN RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 LIFTGATE LOCK CYLINDER SWITCH . . . . . . . . . 7
LIFTGATE AJAR SWITCH . . . . . . . . . . . . . . . . . . 3 LIFTGLASS AJAR SWITCH . . . . . . . . . . . . . . . . . 7
LIFTGATE LOCK CYLINDER SWITCH . . . . . . . . . 3 SET LAMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
GENERAL INFORMATION functions electronically enabled in order for the

VTSS to perform as designed.
INTRODUCTION The VTSS engine no-run feature is disabled when
The Vehicle Theft Security System (VTSS) is an it is shipped from the factory. This is done by pro-
available factory-installed option on this model. This gramming within the Powertrain Control Module
system is designed to provide perimeter protection (PCM). The logic in the PCM prevents the VTSS
against unauthorized use or tampering by monitoring engine no-run feature from arming until the engine
the vehicle doors, liftgate, and ignition system. If start counter within the PCM sees twenty engine
unauthorized use or tampering is detected, the sys- starts. The VTSS no-run feature must be enabled
tem responds by sounding the horn, flashing the when the vehicle is received from the assembly plant.
exterior lamps, and providing an engine no-run fea- The preferred method for enabling the VTSS
ture. The VTSS can be disarmed by unlocking the engine no-run feature is to electronically advance the
vehicle with the key in either front door lock cylinder PCM engine start counter using a DRB scan tool.
or using the Remote Keyless Entry (RKE) transmit- Refer to the Vehicle Theft Security System menu
ters. item on the DRB scan tool for the procedures. Once
Following are some general descriptions of the fea- this condition has been met, the PCM will allow the
tures of the VTSS. Refer to the vehicle owner’s man- engine no-run feature to arm. Once the VTSS engine
ual for additional information on the use and no-run feature has been enabled in the PCM, it can-
operation of this system. Refer to 8W-39 - Vehicle not be disabled. The same VTSS engine no-run fea-
Theft Security System in Group 8W - Wiring Dia- ture enable logic will apply anytime the PCM is
grams for complete circuit descriptions and diagrams. replaced with a new unit.
The remaining VTSS features are controlled by the
ENABLING BCM. The logic in the BCM keeps its VTSS features
The Vehicle Theft Security System (VTSS) features dormant until it is enabled using a DRB scan tool.
are provided by two electronic modules in the vehicle; The VTSS features of the BCM are enabled on vehi-
the Powertrain Control Module (PCM) located in the cles equipped with the VTSS option at the factory,
engine compartment, and the Body Control Module but a service replacement BCM must be enabled by
(BCM) located in the passenger compartment. Both the dealer with a DRB scan tool anytime the BCM is
of these modules must have their respective VTSS replaced with a new unit.
8Q - 2 VEHICLE THEFT/SECURITY SYSTEMS ZJ
ARMING jump-starting is attempted. The engine no-run fea-
Passive arming of the Vehicle Theft Security Sys- ture will prevent the engine from starting until the
tem (VTSS) occurs when the vehicle is exited with alarm system has been actively or passively dis-
the key removed from the ignition switch, the head- armed.
lamps are turned off, and the doors are locked using
the power lock switch. The power lock switch will not TAMPER ALERT
function if the key is in the ignition switch or the The Vehicle Theft Security System (VTSS) tamper
headlamps are on with the driver side front door alert will sound the horn three times upon disarm-
open. The VTSS will not arm if either front door or ing, if the alarm was activated and has since timed-
the liftgate are locked using the key in the lock cyl- out (about eighteen minutes). This feature alerts the
inder or using the mechanical lock button. vehicle operator that the VTSS was activated while
Active arming of the VTSS occurs when the the vehicle was unattended.
Remote Keyless Entry (RKE) transmitter is used to
lock the vehicle, even if the doors and/or the liftgate
are open when the RKE transmitter Lock button is
depressed. However, the VTSS arming will not be
BODY CONTROL MODULE
complete until all of the doors and the liftgate are
A Body Control Module (BCM) is used on this
closed.
model to control and integrate many of the electronic
Following successful passive or active VTSS arm-
functions and features included on the vehicle. The
ing, the VTSS set lamp on the top of the instrument
panel will flash rapidly for about fifteen seconds after
faces with other modules in the vehicle on the
the illuminated entry system times out. This indi-
cates that VTSS arming is in progress. Once the fif-
The CCD data bus network allows the sharing of
teen second arming function is successfully
completed, the set lamp will flash at a slower rate to
ness complexity, reduce internal controller hardware,
indicate that the VTSS is armed.
same time, this system provides increased reliability,
DISARMING
enhanced diagnostics, and allows the addition of
Passive disarming of the Vehicle Theft Security
many new feature capabilities.
System (VTSS) occurs when the vehicle is unlocked
One of the functions and features that the BCM
using the key to unlock either front door or the lift-
supports and controls, is the Vehicle Theft Security
gate. Active disarming of the VTSS occurs when the
System (VTSS). In the VTSS, the BCM receives CCD
vehicle is unlocked by depressing the Unlock button
message inputs from the Passenger Door Module
of the Remote Keyless Entry (RKE) transmitter.
(PDM), which contains the Remote Keyless Entry
Once the alarm has been activated (horn sounding,
(RKE) receiver. In addition to the information
exterior lamps flashing, and the engine no-run fea-
received on the CCD data bus, the BCM receives
ture), either disarming method will also deactivate
hard-wired inputs from the door ajar, door lock cylin-
the alarm.
der, ignition, liftgate ajar, liftgate lock cylinder, and
Depressing the Panic button on the RKE transmit-
liftglass ajar switches. The programming in the BCM
ter will also disarm the VTSS, but the horn will
allows it to process the information from all of its
sound and the exterior lamps will flash for about
inputs and send control outputs to energize or de-en-
three minutes as part of the Panic feature function.
ergize the auto headlamp relay, horn relay, park
Refer to Group 8P - Power Lock Systems for more
lamp relay, Powertrain Control Module (PCM), and
information on the Panic feature.
the security set lamp.
The BCM is mounted under the driver side out-
POWER-UP MODE
When the armed Vehicle Theft Security System
ment panel support armature and below the
(VTSS) senses that the battery has been disconnected
outboard switch pod. Refer to Group 8E - Instrument
and reconnected, it enters its power-up mode. In the
Panel Systems for the removal and installation pro-
power-up mode the alarm system remains armed fol-
cedures. For diagnosis of the BCM or the CCD data
lowing a battery failure or disconnect. If the VTSS
bus, the use of a DRB scan tool and the proper Diag-
was armed prior to a battery disconnect or failure,
nostic Procedures manual are recommended. The
the system will have to be actively or passively dis-
armed after the battery is reconnected.
repair station. Refer to the latest Warranty Policies
The power-up mode will also apply if the battery
and Procedures manual for a current listing of autho-
goes dead while the system is armed, and battery
rized electronic repair stations.
DOOR AJAR SWITCH the relay coil. See the Diagnosis and Testing section
The door ajar switches are mounted to the pillar in of this group for more information on the operation of
the rear of each door opening. They are plunger-type the auto headlamp relay.
switches that are case grounded to the pillar. When The auto headlamp relay is located in the junction
the door is open the switch is closed, and when the block, on the right cowl side inner panel below the
door is closed the switch is open. instrument panel in the passenger compartment.
The door ajar switches cannot be repaired and, if The auto headlamp relay cannot be repaired and, if
faulty or damaged, they must be replaced. faulty or damaged, it must be replaced.
DOOR LOCK CYLINDER SWITCH HORN RELAY

The door lock cylinder switches are mounted to the The horn relay is a International Standards Orga-
back of the key lock cylinder inside each front door. nization (ISO) micro-relay. The terminal designations
They are normally-open momentary switches that and functions are the same as a conventional ISO
close to ground only when the lock cylinder is rotated relay. However, the micro-relay terminal orientation
to the unlock position. (or footprint) is different, current capacity is lower,
The door lock cylinder switches cannot be repaired and the relay case dimensions are smaller than those
and, if faulty or damaged, they must be replaced. of the conventional ISO relay.
The horn relay is a electromechanical device that
LIFTGATE AJAR SWITCH switches battery current to the horn when the horn
The liftgate ajar switch is integral to the liftgate switch or the Body Control Module (BCM) grounds
latch assembly on the liftgate. It is a momentary- the relay coil. See the Diagnosis and Testing section
type switch that is open when the liftgate is closed, of this group for more information on the operation of
and closed when the liftgate is open. the horn relay.
The liftgate ajar switch cannot be repaired and, if The horn relay is located in the Power Distribution
faulty or damaged, the liftgate latch assembly must Center (PDC), in the engine compartment. Refer to
be replaced. the PDC label for relay identification and location.
If a problem is encountered with a continuously
LIFTGATE LOCK CYLINDER SWITCH sounding horn, it can usually be quickly resolved by
The liftgate lock cylinder switch is mounted to the removing the horn relay from PDC until further
back of the key lock cylinder inside the liftgate. It is diagnosis is completed.
a normally-open momentary switch that closes to The horn relay cannot be repaired and, if faulty or
ground only when the lock cylinder is rotated to the damaged, it must be replaced.
unlock position.
The liftgate lock cylinder switch cannot be repaired PARK LAMP RELAY
and, if faulty or damaged, it must be replaced. The park lamp relay is a International Standards
Organization (ISO) micro-relay. The terminal desig-
LIFTGLASS AJAR SWITCH nations and functions are the same as a conventional
The liftglass ajar switch is integral to the liftglass ISO relay. However, the micro-relay terminal orienta-
latch assembly on the liftgate. It is a momentary- tion (or footprint) is different, current capacity is
type switch that is open when the liftglass is closed, lower, and the relay case dimensions are smaller
and closed when the liftglass is open. than those of the conventional ISO relay.
The liftglass ajar switch cannot be repaired and, if The park lamp relay is a electromechanical device
faulty or damaged, the liftglass latch assembly must that switches battery current to the park lamps
be replaced. when the Body Control Module (BCM) grounds the
relay coil. See the Diagnosis and Testing section of
AUTO HEADLAMP RELAY this group for more information on the operation of
The auto headlamp relay is a International Stan- the park lamp relay.
dards Organization (ISO) micro-relay. The terminal The park lamp relay is located in the junction
designations and functions are the same as a conven- block, on the right cowl side panel below the instru-
tional ISO relay. However, the micro-relay terminal ment panel in the passenger compartment. The park
orientation (or footprint) is different, current capacity lamp relay can be accessed by removing the fuse
is lower, and the relay case dimensions are smaller access panel and the right cowl side trim panel.
than those of the conventional ISO relay. The park lamp relay cannot be repaired and, if
The auto headlamp relay is a electromechanical faulty or damaged, it must be replaced.
device that switches battery current to the head-
lamps when the Body Control Module (BCM) grounds
SET LAMP of these relays (Fig. 1) can be tested as described in
The Vehicle Theft Security System (VTSS) set lamp the following procedure, however the circuits they
is a red light-emitting diode mounted with the auto are used in do vary. To test the relay circuits, refer to
headlamp ambient light sensor on top of the instru- the circuit descriptions and diagrams in 8W-39 -
ment panel near the driver side defroster outlet. The Vehicle Theft Security System in Group 8W - Wiring
set lamp receives fused battery feed at all times and Diagrams.
is grounded by the Body Control Module (BCM) to
give a visual indication of the VTSS status. WARNING: ON VEHICLES EQUIPPED WITH AIR-
The set lamp cannot be repaired and, if damaged BAGS, REFER TO GROUP 8M - PASSIVE
or faulty, the set lamp/auto headlamp ambient light RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
sensor unit must be replaced. STEERING WHEEL, STEERING COLUMN, OR
DIAGNOSIS AND TESTING CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
VEHICLE THEFT SECURITY SYSTEM INJURY.
WARNING: ON VEHICLES EQUIPPED WITH AIR- Remove the relay from the PDC or junction block
BAGS, REFER TO GROUP 8M - PASSIVE as described in this group to perform the following
RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY tests:
STEERING WHEEL, STEERING COLUMN, OR (1) A relay in the de-energized position should
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR have continuity between terminals 87A and 30, and
SERVICE. FAILURE TO TAKE THE PROPER PRE- no continuity between terminals 87 and 30. If OK, go
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- to Step 2. If not OK, replace the faulty relay.
BAG DEPLOYMENT AND POSSIBLE PERSONAL (2) Resistance between terminals 85 and 86 (elec-
INJURY. tromagnet) should be 75 6 5 ohms. If OK, go to Step
3. If not OK, replace the faulty relay.
The Vehicle Theft Security System (VTSS) and the (3) Connect a battery to terminals 85 and 86.
Chrysler Collision Detection (CCD) data bus network There should now be continuity between terminals
should be diagnosed using the DRB scan tool and the 30 and 87, and no continuity between terminals 87A
proper Diagnostic Procedures manual. The DRB scan and 30. If OK, test the relay circuits. If not OK,
tool will provide confirmation that the CCD data bus replace the faulty relay.
is functional, that the Body Control Module (BCM) is
enabled and putting the proper messages on the CCD
data bus, that the BCM is enabled and receiving the
proper hard-wired inputs and sending the proper
hard-wired outputs, and that the Powertrain Control
Module (PCM) is enabled and receiving the CCD
data bus messages from the BCM.
Refer to the proper Diagnostic Procedures manual
and the Vehicle Theft Security System menu item on
the DRB scan tool for the procedures. Refer to 8W-39
- Vehicle Theft Security System in Group 8W - Wir-
ing Diagrams for complete circuit descriptions and
diagrams.
RELAYS
The horn relay is located in the Power Distribution
Center (PDC) in the engine compartment. The auto
headlamp and park lamp relays are located in the Fig. 1 Relay Terminals
junction block in the passenger compartment. Each

DOOR AJAR SWITCH
cable.
(2) Remove the screw that secures the door ajar
switch to the pillar at the rear of the door opening
(Fig. 2).
Fig. 3 Front Door Trim Panel Remove/Install


Fig. 2 Door Ajar Switch Remove/Install
(3) Pull the switch out from the mounting hole in inner door panel far enough to access and unplug the
the door opening far enough to access the wire har- wire harness connectors from the door module and, if
ness connector. the vehicle is so equipped, from the front door cour-
(4) Unplug the wire harness connector from the tesy lamp.
switch. (9) Pull the watershield away from the rear access
(5) Reverse the removal procedures to install. holes in the front door inner panel.
Tighten the switch mounting screw to 1.7 N·m (15 in. (10) Remove the U-clip retainer that secures the
lbs.). lock cylinder to the outer door panel (Fig. 4).
DOOR LOCK CYLINDER SWITCH

cable.
gently upwards.
Fig. 4 Door Lock Cylinder Remove/Install
(11) Disconnect the door lock cylinder actuator rod
from the door latch by unsnapping the plastic
retainer.
(12) Pull the lock cylinder out of its mounting hole
from the outside of the door panel far enough to pry
the lock cylinder switch off of the back of the lock
cylinder (Fig. 5).

(5) Remove the liftgate trim panel from the vehi-

cle.
(6) Remove the three screws that secure the lift-
gate latch to the liftgate (Fig. 7).
Fig. 5 Door Lock Cylinder Switch Remove/Install -

Typical
(13) From the inside of the door unplug the lock
cylinder switch wire harness connector and remove
the switch from the door.
LIFTGATE AJAR SWITCH Fig. 7 Liftgate Latch/Lock Components

(1) Disconnect and isolate the battery negative (7) Disconnect the liftgate handle latch actuator
cable. rod from the latch.
(2) Open the liftgate. (8) Unplug the liftgate ajar switch wire harness
(3) Remove the screws that secure the liftgate connector from the latch.
lower trim panel to the liftgate inner panel (Fig. 6). (9) Remove the latch from the liftgate.
(4) Using a trim stick or another suitable wide (10) Reverse the removal procedures to install.
flat-bladed tool, gently pry the perimeter edges of the Tighten the latch mounting screws to 7 N·m (62 in
trim panel away from the liftgate inner panel to lbs.).
LIFTGATE LOCK CYLINDER SWITCH (8) Reverse the removal procedures to install.
(1) Disconnect and isolate the battery negative Tighten the mounting screws to 2.2 N·m (20 in. lbs.).
cable.
(2) Open the liftgate. LIFTGLASS AJAR SWITCH
(3) Remove the screws that secure the liftgate (1) Disconnect and isolate the battery negative
lower trim panel to the liftgate inner panel (Fig. 8). cable.
(2) Open the liftgate.
(3) Remove the screws that secure the liftgate
lower trim panel to the liftgate inner panel (Fig. 10).

trim panel away from the liftgate inner panel to
release the retainers. (4) Using a trim stick or another suitable wide
NOTE: To aid in the removal of the trim panel, start trim panel away from the liftgate inner panel to
at the bottom of the panel. release the retainers.
(5) Remove the lower liftgate trim panel from the NOTE: To aid in the removal of the trim panel, start
vehicle. at the bottom of the panel.
(6) Pry the liftgate lock cylinder switch off of the
back of the lock cylinder (Fig. 9). (5) Remove the lower liftgate trim panel from the
(7) Unplug the lock cylinder switch wire harness vehicle.
connector and remove the switch from inside the lift- (6) Remove the two nuts that secure the liftglass
gate. latch to the liftgate inner panel (Fig. 11).
Fig. 9 Liftgate Lock Cylinder Switch Remove/Install Fig. 11 Liftglass Ajar Switch Remove/Install
(7) Unplug the wire harness connectors for the lift- (6) Unplug the headlamp or park lamp relay from
glass latch solenoid and the liftglass ajar switch. the junction block.
(8) Remove the liftglass latch from the liftgate. (7) Install the headlamp or park lamp relay by
(9) Reverse the removal procedures to install. aligning the relay terminals with the cavities in the
Tighten the latch mounting nuts to 11 N·m (100 in. junction block and pushing the relay firmly into
lbs.). Tighten the trim panel mounting screws to 2.2 place.
N·m (20 in. lbs.). (8) Connect the battery negative cable.
AUTO HEADLAMP AND PARK LAMP RELAYS (10) Reinstall the right cowl side trim and the fuse
access panel.
BAGS, REFER TO GROUP 8M - PASSIVE HORN RELAY
STEERING WHEEL, STEERING COLUMN, OR cable.
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR (2) Remove the cover from the Power Distribution
SERVICE. FAILURE TO TAKE THE PROPER PRE- Center (PDC) (Fig. 13).
INJURY.

cable.
12).

(3) Refer to the label on the PDC for horn relay
identification and location.
(4) Unplug the horn relay from the PDC.
(5) Install the horn relay by aligning the relay ter-
minals with the cavities in the PDC and pushing the
relay firmly into place.
SET LAMP
Fig. 12 Right Cowl Side Trim Remove/Install
(4) Remove the two screws that secure the right SERVICE. FAILURE TO TAKE THE PROPER PRE-
cowl side trim panel to the right front door opening CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
trim. BAG DEPLOYMENT AND POSSIBLE PERSONAL
(5) Remove the right cowl side trim panel from the INJURY.
right cowl side inner panel.
cable.
instrument panel.
(5) Remove the auto headlamp light sensor/vehicle
theft security system set lamp mounting screw near
the driver side defroster duct outlet.
(6) Pull the set lamp up from the top of the instru-
ment panel far enough to access and unplug the wire
harness connector. Fig. 14 Cowl Top Trim Remove/Install
(7) remove the set lamp from the instrument
panel.
Tighten the mounting screw to 2.2 N·m (20 in. lbs.).
ZG VEHICLE THEFT/SECURITY SYSTEMS 8Q - 1
VEHICLE THEFT/SECURITY SYSTEMS

CONTENTS
page page
GENERAL INFORMATION POWER-UP MODE . . . . . . . . . . . . . . . . . . . . . . . . 5

ARMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 SET LAMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
DISARMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 DIAGNOSIS AND TESTING
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 1 RELAYS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
POWER-UP MODE . . . . . . . . . . . . . . . . . . . . . . . . 2 VEHICLE THEFT SECURITY SYSTEM . . . . . . . . . 5
TAMPER ALERT . . . . . . . . . . . . . . . . . . . . . . . . . . 2 SERVICE PROCEDURES
DESCRIPTION AND OPERATION ENABLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
AUTO HEADLAMP RELAY . . . . . . . . . . . . . . . . . . 3 VEHICLE IMMOBILIZER SYSTEM . . . . . . . . . . . . 5
BODY CONTROL MODULE . . . . . . . . . . . . . . . . . 2 REMOVAL AND INSTALLATION
DOOR AJAR SWITCH . . . . . . . . . . . . . . . . . . . . . 2 AUTO HEADLAMP AND PARK LAMP RELAYS . . 10
DOOR LOCK CYLINDER SWITCH . . . . . . . . . . . . 2 DOOR AJAR SWITCH . . . . . . . . . . . . . . . . . . . . . 7
HOOD SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . 2 DOOR LOCK CYLINDER SWITCH . . . . . . . . . . . . 8
HORN RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 HOOD SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . 7
IMMOBILIZER RECEIVER . . . . . . . . . . . . . . . . . . 4 HORN RELAY . . . . . . . . . . . . . . . . . . . . . . . . . . 10
IMMOBILIZER SYSTEM . . . . . . . . . . . . . . . . . . . . 3 IMMOBILIZER RECEIVER . . . . . . . . . . . . . . . . . . 6
IMMOBILIZER TRANSMITTER . . . . . . . . . . . . . . . 4 LIFTGATE AJAR SWITCH . . . . . . . . . . . . . . . . . . . 9
LIFTGATE AJAR SWITCH . . . . . . . . . . . . . . . . . . . 3 LIFTGATE LOCK CYLINDER SWITCH . . . . . . . . . 9
LIFTGATE LOCK CYLINDER SWITCH . . . . . . . . . 3 LIFTGLASS AJAR SWITCH . . . . . . . . . . . . . . . . . 9
LIFTGLASS AJAR SWITCH . . . . . . . . . . . . . . . . . 3 SET LAMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
PARK LAMP RELAY . . . . . . . . . . . . . . . . . . . . . . . 3
GENERAL INFORMATION ARMING

Passive arming of the VTSS occurs when the vehicle
INTRODUCTION is exited with the key removed from the ignition
The Vehicle Theft Security System (VTSS) is an switch, the headlamps are turned off, and the doors
available factory-installed option on this model. This are locked using the power lock switch. The power lock
system is designed to provide perimeter protection switch will not function if the key is in the ignition
against unauthorized use or tampering by monitoring switch or the headlamps are on with the driver’s door
the vehicle doors, hood, liftgate, and ignition system. If open. The VTSS will not arm if either front door or the
unauthorized use or tampering is detected, the system liftgate are locked using the key in the lock cylinder.
responds by sounding the horn, flashing the exterior Active arming of the VTSS occurs when the Remote
lamps, and providing an engine no-run feature. Keyless Entry (RKE) transmitter is used to lock the
Following are some general descriptions of the fea- vehicle, even if the doors and/or the liftgate are open
tures of the VTSS. Refer to the vehicle owner’s manual when the RKE transmitter Lock button is depressed.
for additional information. Refer to 8W-39 - Vehicle However, the VTSS arming will not be complete until
Theft Security System in Group 8W - Wiring Diagrams all the doors and the liftgate are closed.
for complete circuit descriptions and diagrams. Following successful passive or active VTSS arm-
ing, the VTSS set lamp on the top of the instrument
NOTE: This group covers both Left-Hand Drive panel will flash rapidly for about 15 seconds after the
(LHD) and Right-Hand Drive (RHD) versions of this illuminated entry system times out. This indicates
model. Whenever required and feasible, the RHD that VTSS arming is in progress. If the light stays on
versions of affected vehicle components have been steadily during the arming, it indicates that the hood
constructed as mirror-image of the LHD versions. switch is closed (the hood is open). The VTSS will
While most of the illustrations used in this group still arm if the hood is open, but the engine compart-
represent only the LHD version, the diagnostic and ment will not be protected. Once the 15 second arm-
service procedures outlined can generally be ing function is complete, the set lamp will flash at a
applied to either version. Exceptions to this rule slower rate to indicate that the VTSS is armed.
have been clearly identified as LHD or RHD, if a
special illustration or procedure is required.
8Q - 2 VEHICLE THEFT/SECURITY SYSTEMS ZG
DISARMING enhanced diagnostics, and allows the addition of
Passive disarming of the VTSS occurs when the many new feature capabilities.
vehicle is unlocked using the key to unlock either One of the functions and features that the BCM
front door or the liftgate. Active disarming of the supports and controls, is the Vehicle Theft Security
VTSS occurs when the vehicle is unlocked by System (VTSS). In the VTSS, the BCM receives CCD
depressing the Unlock button of the RKE transmit- message inputs from the Passenger Door Module
ter. (PDM), which contains the Remote Keyless Entry
Once the alarm has been activated (horn sounding, (RKE) receiver. In addition to the information
lights flashing, and the engine no-run feature), either received on the CCD data bus, the BCM receives
disarming method will also deactivate the alarm. hard-wired inputs from the door ajar, door lock cylin-
Depressing the Panic button on the RKE transmit- der, ignition, liftgate ajar, liftgate lock cylinder, and
ter will also disarm the VTSS, but the horn will liftglass ajar switches. The programming in the BCM
sound and the lights will flash for about three min- allows it to process the information from all of its
utes as part of the Panic feature. Refer to Group 8P - inputs and send control outputs to energize or de-en-
Power Lock Systems for more information on the ergize the auto headlamp relay, horn relay, park
Panic feature. lamp relay, Powertrain Control Module (PCM), and
the security set lamp.
POWER-UP MODE The BCM is mounted under the driver side out-
When the armed VTSS senses that the battery has board end of the instrument panel, behind the instru-
been disconnected and reconnected, it enters its pow- ment panel support armature and below the
er-up mode. In the power-up mode the alarm system outboard switch pod. Refer to Group 8E - Instrument
remains armed following a battery failure or discon- Panel Systems for the removal and installation pro-
nect. If the VTSS was armed prior to a battery dis- cedures. For diagnosis of the BCM or the CCD data
connect or failure, the system will have to be actively bus, the use of a DRB scan tool and the proper Diag-
or passively disarmed following a battery reconnec- nostic Procedures manual are recommended. The
tion. BCM can only be serviced by an authorized electronic
The power-up mode will also apply if the battery repair station. Refer to the latest Warranty Policies
goes dead while the system is armed, and battery and Procedures manual for a current listing of autho-
jump-starting is attempted. The engine no-run fea- rized electronic repair stations.
ture will prevent the engine from starting until the
alarm system has been actively or passively dis- HOOD SWITCH
armed. The hood switch is mounted to the right inner
fender ledge, under the hood and near the battery. It
TAMPER ALERT is a plunger-type switch that is case grounded to the
The Vehicle Theft Security System (VTSS) tamper fender shield. When the hood is open the switch is
alert will sound the horn three times upon disarm- closed, and when the hood is closed the switch is
ing, if the alarm was activated and has since timed- open.
out (about eighteen minutes). This feature alerts the The hood switch cannot be repaired and, if faulty
vehicle operator that the VTSS was activated while or damaged, it must be replaced.
the vehicle was unattended.
DOOR AJAR SWITCH
The door ajar switches are mounted to the pillar in
DESCRIPTION AND OPERATION the rear of each door opening. They are plunger-type
switches that are case grounded to the pillar. When
BODY CONTROL MODULE the door is open the switch is closed, and when the
A Body Control Module (BCM) is used on this door is closed the switch is open.
model to control and integrate many of the electronic The door ajar switches cannot be repaired and, if
functions and features included on the vehicle. The faulty or damaged, they must be replaced.
faces with other modules in the vehicle on the DOOR LOCK CYLINDER SWITCH
Chrysler Collision Detection (CCD) data bus network. The door lock cylinder switches are mounted to the
The CCD data bus network allows the sharing of back of the key lock cylinder inside each front door.
sensor information. This helps to reduce wire har- They are normally-open momentary switches that
ness complexity, reduce internal controller hardware, close to ground only when the lock cylinder is rotated
and reduce component sensor current loads. At the to the unlock position.
same time, this system provides increased reliability,
The door lock cylinder switches cannot be repaired and the relay case dimensions are smaller than those
and, if faulty or damaged, they must be replaced. of the conventional ISO relay.
The horn relay is a electromechanical device that
LIFTGATE AJAR SWITCH switches battery current to the horn when the horn
The liftgate ajar switch is integral to the liftgate switch or the Body Control Module (BCM) grounds
latch assembly on the liftgate. It is a momentary- the relay coil. See Horn Relay in the Diagnosis and
type switch that is open when the liftgate is closed, Testing section of this group for more information.
and closed when the liftgate is open. The horn relay is located in the Power Distribution
The liftgate ajar switch cannot be repaired and, if Center (PDC), in the engine compartment. Refer to
faulty or damaged, the liftgate latch assembly must the PDC label for relay identification and location.
be replaced. If a problem is encountered with a continuously
sounding horn, it can usually be quickly resolved by
LIFTGATE LOCK CYLINDER SWITCH removing the horn relay from PDC until further
The liftgate lock cylinder switch is mounted to the diagnosis is completed.
back of the key lock cylinder inside the liftgate. It is The horn relay cannot be repaired and, if faulty or
a normally-open momentary switch that closes to damaged, it must be replaced.
ground only when the lock cylinder is rotated to the
unlock position. PARK LAMP RELAY
The liftgate lock cylinder switch cannot be repaired The park lamp relay is a International Standards
and, if faulty or damaged, it must be replaced. Organization (ISO) micro-relay. The terminal desig-
nations and functions are the same as a conventional
LIFTGLASS AJAR SWITCH ISO relay. However, the micro-relay terminal orienta-
The liftglass ajar switch is integral to the liftglass tion (or footprint) is different, current capacity is
latch assembly on the liftgate. It is a momentary- lower, and the relay case dimensions are smaller
type switch that is open when the liftglass is closed, than those of the conventional ISO relay.
and closed when the liftglass is open. The park lamp relay is a electromechanical device
The liftglass ajar switch cannot be repaired and, if that switches battery current to the park lamps
faulty or damaged, the liftglass latch assembly must when the Body Control Module (BCM) grounds the
be replaced. relay coil. See Park Lamp Relay in the Diagnosis and
Testing section of this group for more information.
AUTO HEADLAMP RELAY The park lamp relay is located in the junction
The auto headlamp relay is a International Stan- block, on the right cowl side panel below the instru-
dards Organization (ISO) micro-relay. The terminal ment panel in the passenger compartment. The park
designations and functions are the same as a conven- lamp relay can be accessed by removing the fuse
tional ISO relay. However, the micro-relay terminal access panel and the right cowl side trim panel.
orientation (or footprint) is different, current capacity The park lamp relay cannot be repaired and, if
is lower, and the relay case dimensions are smaller faulty or damaged, it must be replaced.
than those of the conventional ISO relay.
The auto headlamp relay is a electromechanical SET LAMP
device that switches battery current to the head- The VTSS set lamp is a red light-emitting diode
lamps when the Body Control Module (BCM) grounds mounted with the auto headlamp ambient light sen-
the relay coil. See Auto Headlamp Relay in the Diag- sor on top of the instrument panel near the driver’s
nosis and Testing section of this group for more infor- side defroster outlet. The set lamp receives fused bat-
mation. tery feed at all times and is grounded by the body
The auto headlamp relay is located in the junction control module to give a visible indication of the
block, on the right cowl side inner panel below the VTSS status.
instrument panel in the passenger compartment. The set lamp cannot be repaired and, if damaged
The auto headlamp relay cannot be repaired and, if or faulty, the set lamp/auto headlamp ambient light
faulty or damaged, it must be replaced. sensor must be replaced as a unit.
HORN RELAY IMMOBILIZER SYSTEM

The horn relay is a International Standards Orga- The Immobilizer System prevents unauthorized
nization (ISO) micro-relay. The terminal designations operation of the vehicle by disabling the engine. The
and functions are the same as a conventional ISO system will NOT allow the vehicle to start unless the
relay. However, the micro-relay terminal orientation UNLOCK button on the RKE transmitter is pressed.
(or footprint) is different, current capacity is lower, The system will be activated after turning the igni-
tion switch to the OFF position and using one of the the immobilizer receiver. Refer to the Vehicle Theft
following methods. Security System menu item on the DRB scan tool for
(1) Press the LOCK button on the RKE transmit- the procedures.
ter. The immobilizer receiver recognizes the Lock and
(2) LOCK the doors by pressing a power lock but- Unlock signals received from the programmed immo-
ton switch. bilizer transmitters. The receiver then uses the pro-
(3) LOCK the driver or passenger door using the grammed immobilizer system logic to decide whether
key. other monitored conditions are proper for an engine
• The Security light will flash, for about 16 sec- Lock or Unlock message to be sent. If the pro-
onds, indicating that the engine will be disabled. grammed conditions are met, the receiver responds
• The Security light remaining on, indicates the by sending the proper message to the PCM on the
system is not operational. CCD data bus. The PCM responds to the message by
• The Immobilizer will activate automatically disabling or enabling the fuel injector driver circuitry
within 10 minutes of the ignition switch being in the within the PCM, which will inhibit engine operation.
OFF position, whether the vehicle has been locked or The immobilizer receiver is mounted to the dash
unlocked. panel with a hook and loop fastener patch. It is
• An attempt to start the vehicle without pressing located behind the instrument cluster and above the
the UNLOCK button on the RKE transmitter will driver side end of the heater-A/C housing. The
result in a warning chime and the Security light receiver is connected to the dash panel cross-body
flashing. wiring harness.
For diagnosis of the vehicle immobilizer receiver or
NOTE: The ignition switch must be in the OFF posi- the CCD data bus, a DRB scan tool is required. Refer
tion in order for the system to be activated, whether to the Vehicle Theft Security System menu item of
the doors are closed or not. the DRB scan tool for the procedures. The immobi-
lizer receiver cannot be repaired and, if faulty, the
unit must be replaced.
IMMOBILIZER RECEIVER
The immobilizer receiver is programmed to IMMOBILIZER TRANSMITTER
respond to the Lock and Unlock radio signals issued The vehicle immobilizer system includes two trans-
by the immobilizer transmitters. The receiver will mitters that are supplied with the vehicle when it is
only respond to the radio signals of transmitters (up shipped from the factory. Each of the two transmit-
to four) whose vehicle access codes have been stored ters is equipped with two buttons labeled with Inter-
in the receiver’s electronic memory. The receiver is national Standards Organization (ISO) symbols for
programmed at the assembly plant with the vehicle Lock, and Unlock. Two spare batteries (enough for
access codes of the two transmitters that are shipped one transmitter) are also shipped with the transmit-
with the vehicle. ters. The transmitters are equipped with a key ring
The immobilizer receiver also has a central pro- and are designed to serve as a key fob. The operating
cessing unit, which contains the immobilizer system range of the radio frequency transmitter signal is up
logic. The programming in the immobilizer receiver to 7 meters (23 feet) from the immobilizer receiver.
allows the system to learn and retain transmitter Each transmitter has a different vehicle access
vehicle access codes, as well as to communicate with code, which must be programmed into the memory of
the Powertrain Control Module (PCM) and/or the the immobilizer receiver in the vehicle in order to
DRB scan tool on the Chrysler Collision Detection operate the immobilizer system. The two transmit-
(CCD) data bus network. ters shipped with the vehicle have their vehicle
The CCD data bus network allows the sharing of access codes programmed into the receiver at the fac-
sensor information. This helps to reduce wiring har- tory. A DRB scan tool must be used to program new
ness complexity, reduce internal controller hardware, or additional transmitter vehicle access codes into
and reduce component sensor current loads. At the the memory of the immobilizer receiver. Refer to the
same time, the CCD data bus network provides Vehicle Theft Security System menu item on the
increased reliability and enhanced diagnostic capabil- DRB scan tool for the procedures.
ities. Each transmitter operates on two Duracell DL2016
Each immobilizer transmitter has a different vehi- (or equivalent) batteries. Typical battery life is from
cle access code, which must be programmed into the one to two years.
memory of the immobilizer receiver in the vehicle in
order to operate the immobilizer system. A DRB scan
tool must be used to program new or additional
transmitter vehicle access codes into the memory of
POWER-UP MODE BAG DEPLOYMENT AND POSSIBLE PERSONAL
When the vehicle immobilizer system senses that INJURY.
the vehicle battery has been disconnected and recon-
nected, it enters its power-up mode. If the immobi- Remove the relay from the PDC or junction block
lizer system was armed prior to the battery as described in this group to perform the following
disconnect, the system remains armed when the bat- tests:
tery is reconnected. (1) A relay in the de-energized position should
If the immobilizer system was disarmed prior to have continuity between terminals 87A and 30, and
the battery disconnect, the system will remain dis- no continuity between terminals 87 and 30. If OK, go
armed if the battery is reconnected within five min- to Step 3. If not OK, replace the faulty relay.
utes. The system will passively arm itself when the (2) Resistance between terminals 85 and 86 (elec-
battery is reconnected more than five minutes after a tromagnet) should be 75 6 5 ohms. If OK, go to Step
battery disconnect or failure. After any passive arm- 4. If not OK, replace the faulty relay.
ing, the system will have to be actively disarmed (3) Connect a battery to terminals 85 and 86.
using one of the transmitters. There should now be continuity between terminals
The power-up mode logic also applies if the battery 30 and 87, and no continuity between terminals 87A
goes dead, and battery jump-starting is attempted. and 30. If OK, test the relay circuits. If not OK,
The engine no-run feature will prevent the engine replace the faulty relay.
from operating until the vehicle immobilizer system
has been actively disarmed.

VEHICLE THEFT SECURITY SYSTEM
The vehicle theft security system should be diag-
nosed using the DRB scan tool and the proper Body
Diagnostic Procedures Manual. Refer to 8W-39 -
Vehicle Theft Security System in Group 8W - Wiring
Diagrams for complete circuit descriptions and dia-
grams.
Self-Diagnostics
The vehicle theft security system has a self-diag-
nostic mode that can be entered using the DRB scan
tool. Refer to the proper Body Diagnostic Procedures Fig. 1 Relay Terminals
Manual for more information on this feature. SERVICE PROCEDURES
RELAYS VEHICLE IMMOBILIZER SYSTEM
The horn relay is located in the Power Distribution
Center (PDC) in the engine compartment. The auto WARNING: ON VEHICLES EQUIPPED WITH AIR-
headlamp and park lamp relays are located in the BAGS, REFER TO GROUP 8M - PASSIVE
junction block in the passenger compartment. Each RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
of these relays (Fig. 1) can be tested as described in STEERING WHEEL, STEERING COLUMN, OR
the following procedure, however the circuits they INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
are used in do vary. To test the relay circuits, refer to SERVICE. FAILURE TO TAKE THE PROPER PRE-
the circuit descriptions and diagrams in 8W-39 - CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
Vehicle Theft Security System in Group 8W - Wiring BAG DEPLOYMENT AND POSSIBLE PERSONAL
Diagrams. INJURY.

NOTE: The following tests may not prove conclu- start counter using a DRB scan tool. Refer to the
sive in the diagnosis of this system. The most reli- Vehicle Theft Security System menu item on the
able, efficient, and accurate means to diagnose the DRB scan tool for the procedures. Once this condition
Vehicle Immobilizer System involves the use of a has been met, the PCM will allow the immobilizer
DRB scan tool. Refer to the Vehicle Theft Security system to arm.
System menu item on the DRB scan tool for the If a DRB scan tool is not available, the immobilizer
procedures. system can be enabled manually, as follows:
(1) If five minutes or more have elapsed since the
The vehicle immobilizer system and the Chrysler last previous engine start, or if the vehicle immobi-
Collision Detection (CCD) data bus network should lizer receiver has been actively armed, depress the
be diagnosed using the DRB scan tool. The DRB will vehicle immobilizer transmitter Unlock button. Lis-
allow confirmation that the CCD data bus is func- ten for a single audible chirp from the immobilizer
tional, that the immobilizer receiver is placing the receiver to confirm the Unlock message has been
proper messages on the CCD data bus, and that the received.
Powertrain Control Module (PCM) is receiving the (2) Start the engine. Each engine start must be
CCD data bus messages. Refer to the Vehicle Theft followed by a minimum engine run duration of ten
Security System menu item on the DRB scan tool for seconds.
the procedures. Refer to 8W-39 - Vehicle Theft Secu- (3) Allowing a cool-down period between starts, go
rity System in Group 8W - Wiring Diagrams for com- back to Step 2 a total of twenty times. After twenty
plete circuit descriptions and diagrams. cycles, confirm that the vehicle immobilizer system is
(1) With the ignition switch in the Off position, enabled by actively arming the receiver and attempt-
depress the Lock or Unlock button of the immobilizer ing to start the engine. The engine may start
transmitter. Listen for the immobilizer receiver to momentarily, but should stall above about 500 rpm.
issue an audible chirp (Unlock) or chirps (Lock). If
OK, go to Step 3. If not OK, replace the transmitter CAUTION: Repeated sequential starts of the engine
batteries with known good units and repeat Step 2. If to run up the PCM engine start counter and enable
still not OK, go to Step 3. the immobilizer system must be avoided. Overheat-
(2) Check the fuse in the Power Distribution Cen- ing and damage to the starting system components
ter (PDC). If OK, go to Step 4. If not OK, repair the and wiring can result.
shorted circuit or component as required and replace
the faulty fuse. The same immobilizer system enable logic will
(3) Disconnect and isolate the battery negative apply anytime the PCM is replaced with a new unit.
cable. Unplug the wire harness connector at the
immobilizer receiver. Check for continuity between
the ground circuit cavity of the immobilizer receiver
IMMOBILIZER RECEIVER
should be continuity. If OK, go to Step 5. If not OK,
repair the open circuit to ground as required. NOTE: To access Immobilizer secured access func-
(4) Connect the battery negative cable. Check for tions, the owner’s PIN number will have to be
battery voltage at the fused B(+) circuit cavity of the entered into the DRBIII scan tool. The PIN number
immobilizer receiver wire harness connector. If OK, is printed on the vehicle’s window sticker. The PIN
refer to the Vehicle Theft Security System menu item number will also have to be entered whenever the
on the DRB scan tool for further diagnosis. If not immobilizer module is replaced.
OK, repair the open circuit to the PDC fuse as
required. (1) Disconnect and isolate the battery negative
cable.
ENABLING (2) Remove the left front door trim panel for RHD
The vehicle immobilizer system is disabled when it vehicles (Fig. 2) or the right front door trim panel for
is shipped from the factory. This is done by program- LHD vehicles (Fig. 3). Refer to Group 23—Body in
ming within the Powertrain Control Module (PCM). this manual for trim panel removal procedure.
The logic in the PCM prevents the immobilizer sys- (3) Remove the receiver.
tem from arming until the engine start counter (4) Unplug the immobilizer receiver from the wire
within the PCM sees twenty engine starts. The sys- harness connector.
tem must be enabled when the vehicle is received (5) Reverse the removal procedures to install.
from the assembly plant. (6) Refer to the Vehicle Theft Security System
The preferred method for enabling the immobilizer menu item on the DRB scan tool for the procedures
system is to electronically advance the PCM engine
Fig. 2 Immobilizer Receiver Location—RHD Vehicles
Fig. 4 Hood Switch Remove/Install

DOOR AJAR SWITCH
cable.
(2) Remove the screw that secures the door ajar
switch to the pillar at the rear of the door opening
(Fig. 5).
Fig. 3 Immobilizer Receiver Location—LHD Vehicles

to program transmitter vehicle access codes into the
memory of the new immobilizer receiver. Detailed
diagnostic procedures can be found in the 1998 ZG
Powertrain Diagnostic Manual.
HOOD SWITCH Fig. 5 Door Ajar Switch Remove/Install

(1) Disconnect and isolate the battery negative (3) Pull the switch out from the mounting hole in
cable. the door opening far enough to access the wire har-
(2) Remove the screw securing the hood switch to ness connector.
the right inner fender ledge (Fig. 4). (4) Unplug the wire harness connector from the
(3) Unplug the wire connector from the switch. switch.
(4) Remove the switch from the mounting hole in (5) Reverse the removal procedures to install.
the inner fender ledge. Tighten the switch mounting screw to 1.7 N·m (15 in.
(5) Reverse the removal procedures to install. lbs.).
Tighten the switch mounting screw to 1.5 N·m (15 in.
lbs.).
DOOR LOCK CYLINDER SWITCH
cable.
gently upwards.
Fig. 7 Door Lock Cylinder Remove/Install

(11) Disconnect the door lock cylinder actuator rod
from the door latch by unsnapping the plastic
retainer.
(12) Pull the lock cylinder out of its mounting hole
from the outside of the door panel far enough to pry
the lock cylinder switch off of the back of the lock
cylinder (Fig. 8).
Fig. 6 Front Door Trim Panel Remove/Install


tesy lamp.
(9) Pull the watershield away from the rear access
holes in the front door inner panel.
(10) Remove the U-clip retainer that secures the
lock cylinder to the outer door panel (Fig. 7).
Fig. 8 Door Lock Cylinder Switch Remove/Install -

Typical
(13) From the inside of the door unplug the lock (7) Disconnect the liftgate handle latch actuator
cylinder switch wire harness connector and remove rod from the latch.
the switch from the door. (8) Unplug the liftgate ajar switch wire harness
(14) Reverse the removal procedures to install. connector from the latch.
Tighten the mounting screws to 2.2 N·m (20 in. lbs.). (9) Remove the latch from the liftgate.
LIFTGATE AJAR SWITCH Tighten the latch mounting screws to 7 N·m (62 in
(1) Disconnect and isolate the battery negative lbs.).
cable.
(2) Open the liftgate. LIFTGATE LOCK CYLINDER SWITCH
(3) Remove the screws that secure the liftgate (1) Disconnect and isolate the battery negative
lower trim panel to the liftgate inner panel (Fig. 9). cable.

trim panel away from the liftgate inner panel to Fig. 11 Liftgate Trim Panel Remove/Install
NOTE: To aid in the removal of the trim panel, start flat-bladed tool, gently pry the perimeter edges of the
at the bottom of the panel. trim panel away from the liftgate inner panel to
(5) Remove the liftgate trim panel from the vehicle.
(6) Remove the three screws that secure the lift- NOTE: To aid in the removal of the trim panel, start
gate latch to the liftgate (Fig. 10). at the bottom of the panel.
(5) Remove the lower liftgate trim panel from the

vehicle.
(6) Pry the liftgate lock cylinder switch off of the
back of the lock cylinder (Fig. 12).
(7) Unplug the lock cylinder switch wire harness
connector and remove the switch from inside the lift-
gate.
LIFTGLASS AJAR SWITCH

(1) Disconnect and isolate the battery negative cable.
Fig. 10 Liftgate Latch/Lock Components
Fig. 12 Liftgate Lock Cylinder Switch Remove/Install Fig. 14 Liftglass Ajar Switch Remove/Install
AUTO HEADLAMP AND PARK LAMP RELAYS
INJURY.

cable.
(4) Using a trim stick or another suitable wide 15).
flat-bladed tool, gently pry the perimeter edges of the (4) Remove the two screws that secure the right
trim panel away from the liftgate inner panel to cowl side trim panel to the right front door opening
release the retainers. trim.
(5) Remove the right cowl side trim panel from the
NOTE: To aid in the removal of the trim panel, start right cowl side inner panel.
at the bottom of the panel. (6) Unplug the headlamp or park lamp relay from
the junction block.
(5) Remove the lower liftgate trim panel from the
(7) Install the headlamp or park lamp relay by
vehicle.
aligning the relay terminals with the cavities in the
(6) Remove the two nuts that secure the liftglass
junction block and pushing the relay firmly into
latch to the liftgate inner panel (Fig. 14).
place.
(7) Unplug the wire harness connectors for the lift-
glass latch solenoid and the liftglass ajar switch.
(8) Remove the liftglass latch from the liftgate.
(10) Reinstall the right cowl side trim and the fuse
access panel.
Tighten the latch mounting nuts to 11 N·m (100 in.
lbs.). Tighten the trim panel mounting screws to 2.2 HORN RELAY
N·m (20 in. lbs.).
cable.
SET LAMP
INJURY.

cable.
Fig. 15 Right Cowl Side Trim Remove/Install

(2) Remove the cover from the Power Distribution
Center (PDC) (Fig. 16).

instrument panel.
(5) Remove the auto headlamp light sensor/vehicle
Fig. 16 Power Distribution Center theft security system set lamp mounting screw near
the driver side defroster duct outlet.
(3) Refer to the label on the PDC for horn relay (6) Pull the set lamp up from the top of the instru-
identification and location. ment panel far enough to access and unplug the wire
(4) Unplug the horn relay from the PDC. harness connector.
(5) Install the horn relay by aligning the relay ter- (7) remove the set lamp from the instrument
minals with the cavities in the PDC and pushing the panel.
relay firmly into place. (8) Reverse the removal procedures to install.
(6) Install the PDC cover. Tighten the mounting screw to 2.2 N·m (20 in. lbs.).
ZJ POWER SEAT SYSTEMS 8R - 1
POWER SEAT SYSTEMS

CONTENTS
page page
GENERAL INFORMATION POWER LUMBAR ADJUSTER AND MOTOR . . . 5

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 1 POWER LUMBAR SWITCH . . . . . . . . . . . . . . . . . 4
MEMORY SYSTEM . . . . . . . . . . . . . . . . . . . . . . . 1 POWER RECLINER ADJUSTER AND MOTOR . . 4
DESCRIPTION AND OPERATION POWER SEAT ADJUSTER AND MOTORS . . . . . 4
CIRCUIT BREAKER . . . . . . . . . . . . . . . . . . . . . . . 3 POWER SEAT SWITCH . . . . . . . . . . . . . . . . . . . . 3
MEMORY SEAT MODULE . . . . . . . . . . . . . . . . . . 1 POWER SEAT SYSTEM . . . . . . . . . . . . . . . . . . . 3
POWER LUMBAR ADJUSTER AND MOTOR . . . 2 REMOVAL AND INSTALLATION
POWER LUMBAR SWITCH . . . . . . . . . . . . . . . . . 2 MEMORY SEAT MODULE . . . . . . . . . . . . . . . . . . 7
POWER RECLINER ADJUSTER AND MOTOR . . 2 POWER LUMBAR ADJUSTER AND MOTOR . . . 7
POWER SEAT ADJUSTER AND MOTORS . . . . . 2 POWER LUMBAR SWITCH . . . . . . . . . . . . . . . . . 5
POWER SEAT SWITCH . . . . . . . . . . . . . . . . . . . . 2 POWER RECLINER ADJUSTER AND MOTOR . . 6
DIAGNOSIS AND TESTING POWER SEAT ADJUSTER AND MOTORS . . . . . 5
CIRCUIT BREAKER . . . . . . . . . . . . . . . . . . . . . . . 3 POWER SEAT SWITCH . . . . . . . . . . . . . . . . . . . . 5
GENERAL INFORMATION The Driver Door Module (DDM) receives hard-

INTRODUCTION driver side front door trim panel. The DDM also
Six-way driver and passenger power front seats receives messages on the CCD data bus from the
with power recliners and power lumbar supports are RKE receiver in the Passenger Door Module (PDM)
an available factory-installed option for this model. for the memory select function. The DDM processes
The power seat system receives battery feed through these inputs and sends messages to the PDM, the
a fuse in the Power Distribution Center (PDC) and a Memory Seat Module (MSM), and the radio (if CCD
circuit breaker in the junction block at all times. data bus capable) on the CCD data bus for memory
Following are general descriptions of the major recall.
components in the power seat system. Refer to 8W-63 The CCD data bus network allows the sharing of
- Power Seat in Group 8W - Wiring Diagrams for sensor information. This helps to reduce wire har-
complete circuit descriptions and diagrams. ness complexity, reduce internal controller hardware,
MEMORY SYSTEM same time, this system provides increased reliability,
An electronic memory system is an available option enhanced diagnostics, and allows the addition of
on this model. The memory system is able to store many new feature capabilities.
and recall the driver side power seat positions This group covers only the conventional diagnostic
(including power lumbar and recliner positions), and procedures for the power seat system components.
both outside power mirror positions for two drivers. For diagnosis of the memory system, the use of a
For vehicles with a radio connected to the Chrysler DRB scan tool and the proper Diagnostic Procedures
Collision Detection (CCD) data bus network, the manual are recommended. For additional information
memory system is also able to store and recall ten on the features and functions of the memory system,
radio station presets (including last station tuned) for refer to the owner’s manual in the vehicle glove box.
two drivers. The memory system will automatically
return to all of these settings when the correspond-
MEMORY SEAT MODULE
On models equipped with the optional memory sys-
tem, a Memory Seat Module (MSM), mounted under
mitter.
the inboard side of the driver side front seat cushion,
is used to control all of the driver side power seat
8R - 2 POWER SEAT SYSTEMS ZJ
memory functions and features. The MSM contains a ward motor is operated by pushing the seat switch
central processing unit and interfaces with other knob in the Forward or Rearward direction.
modules in the vehicle on the Chrysler Collision When a power seat switch is actuated, a battery
Detection (CCD) data bus network. feed and a ground path are applied through the
The MSM receives hard-wired inputs from the switch contacts to the motor(s). The motor(s) and
power seat switch, the power lumbar switch, and the drive unit(s) operate to move the seat in the selected
potentiometers on each of the driver side power seat direction until the switch is released, or until the
motors. The MSM receives messages on the CCD travel limit of the power seat adjuster is reached.
data bus from the Driver Door Module (DDM) (mem- When the switch is moved in the opposite direction,
ory set/select switch status), the Powertrain Control the battery feed and ground path to the motor(s) are
Module (PCM) (vehicle speed status), and the Body reversed through the switch contacts. This causes the
Control Module (seat belt switch status). The pro- motor to run in the opposite direction.
gramming in the MSM allows it to process the infor- Each motor contains a self-resetting circuit breaker
mation from these inputs and send control outputs to to protect it from overload. Consecutive or frequent
each of the driver side power seat motors. The MSM resetting of the circuit breakers must not be allowed
will prevent the seat memory function from being ini- to continue, or the motors may be damaged. Make
tiated if the driver side seat belt is buckled, or if the the necessary repairs. The motors used on models
vehicle is moving. with the optional memory system also have a posi-
For diagnosis of the MSM or the CCD data bus, a tion potentiometer included in the motor assembly.
DRB scan tool and the proper Diagnostic Procedures The power seat adjuster and motors cannot be
manual are recommended. The MSM cannot be repaired, and are serviced only as a complete unit. If
repaired and, if faulty or damaged, it must be any component in this unit is faulty or damaged, the
replaced. entire power seat adjuster and motors assembly must
be replaced.
POWER SEAT SWITCH
The power seat can be adjusted in eight different POWER RECLINER ADJUSTER AND MOTOR
ways using the power seat switch. The switch is The power recliner adjuster uses a reversible motor
located on the lower outboard side of the seat cushion to operate the seat back recliner adjuster. The motor
on the seat cushion side shield. Refer to the owner’s is connected to a gearbox that moves the recliner
manual for more information on the power seat adjuster through a screw-type drive unit.
switch functions and the seat adjusting procedures. When the power recliner switch is actuated, a bat-
The individual switches in the power seat switch tery feed and a ground path are applied through the
module cannot be repaired. If one switch is damaged switch contacts to the motor. The motor operates to
or faulty, the entire power seat switch module must move the seat back in the selected direction until the
be replaced. switch is released, or until the travel limit of the
power recliner adjuster is reached. When the switch
POWER LUMBAR SWITCH is moved in the opposite direction, the battery feed
The power lumbar adjuster on each front seat can and ground path to the motor are reversed through
be moved in or out electrically by operating the sin- the switch contacts. This causes the motor to run in
gle two-way switch mounted near the front of the the opposite direction.
outboard seat cushion side shield. The motor contains a self-resetting circuit breaker
The power lumbar switches cannot be repaired to protect it from overload. Consecutive or frequent
and, if faulty or damaged, they must be replaced. resetting of the circuit breaker must not be allowed
to continue, or the motor may be damaged. Make the
POWER SEAT ADJUSTER AND MOTORS necessary repairs. The motor used on models with
There are three reversible motors that operate the the optional memory system also has a position
power seat adjuster. The motors are connected to potentiometer included in the motor assembly.
worm-drive gearboxes that move the seat adjuster The power recliner adjuster and motor cannot be
through a combination of screw-type drive units. repaired, and is serviced only as a complete unit. If
The front and rear of a seat are operated by differ- any component in this unit is faulty or damaged, the
ent motors. They can be raised or lowered indepen- entire power recliner adjuster and motor assembly
dently of each other. When the center of the seat must be replaced.
switch knob is pushed in the Up or Down direction,
both the front and rear motors operate in unison, POWER LUMBAR ADJUSTER AND MOTOR
moving the entire seat up or down. The forward-rear- There is a reversible motor that operates the power
lumbar adjuster. The motor is connected to a worm-
drive gearbox that moves the lumbar adjuster mech- be certain that the circuit breaker terminals still con-
anism through a cable and lever-type actuator unit. tact the terminals in the junction block cavities.
When the power lumbar switch is actuated, a bat- (2) Connect the negative lead of a 12-volt DC volt-
tery feed and a ground path are applied through the meter to a good ground.
switch contacts to the motor. The motor operates to (3) With the voltmeter positive lead, check both
move the lumbar adjuster mechanism in the selected terminals of the circuit breaker for battery voltage.
direction until the switch is released, or until the If only one terminal has battery voltage, the circuit
travel limit of the lumbar adjuster is reached. When breaker is faulty and must be replaced. If neither ter-
the switch is moved in the opposite direction, the minal has battery voltage, repair the open circuit from
battery feed and ground path to the motor are the Power Distribution Center (PDC) as required.
reversed through the switch contacts. This causes the
motor to run in the opposite direction. POWER SEAT SWITCH
The motor contains a self-resetting circuit breaker For circuit descriptions and diagrams, refer to
to protect it from overload. Consecutive or frequent 8W-63 - Power Seat in Group 8W - Wiring Diagrams.
resetting of the circuit breaker must not be allowed (1) Disconnect and isolate the battery negative cable.
to continue, or the motor may be damaged. Make the Remove the power seat switch from the power seat.
necessary repairs. The motor used on models with (2) Use an ohmmeter to test the continuity of the
the optional memory system also has a position power seat switches in each position. See the Power
potentiometer included in the motor assembly. Seat Switch Continuity chart (Fig. 1). If OK, see the
The power lumbar adjuster and motor cannot be diagnosis for the Power Seat Adjuster and Motors or
repaired, and are serviced only as a complete unit Power Recliner Adjuster and Motor, as required. If
with the seat back frame. If any component in this not OK, replace the faulty power seat switch module.
unit is damaged or is faulty, the entire power lumbar
seat back frame assembly must be replaced. POWER LUMBAR SWITCH
CIRCUIT BREAKER 8W-63 - Power Seat in Group 8W - Wiring Diagrams.
An automatic resetting circuit breaker in the junc- (1) Disconnect and isolate the battery negative
tion block is used to protect the power seat system cable. Remove the power lumbar switch from the
circuit. The circuit breaker can protect the system power seat.
from a short circuit, or from an overload condition (2) Use an ohmmeter to test the continuity of the
caused by an obstructed or stuck seat adjuster. power lumbar switch in each switch position. See the
The circuit breaker cannot be repaired and, if Power Lumbar Switch Continuity chart (Fig. 2). If
faulty or damaged, it must be replaced. OK, see the diagnosis for the Power Lumbar Adjuster
and Motor. If not OK, replace the faulty power lum-
bar switch.
POWER SEAT ADJUSTER AND MOTORS
POWER SEAT SYSTEM The tests below apply to a power seat system with-
Before any testing of the power seat system is out the memory system option. For testing of the
attempted, the battery should be fully-charged and power seats with the memory system, refer to the
all wire harness connections and pins cleaned and proper Diagnostic Procedures manual. For circuit
tightened to ensure proper continuity and grounds. descriptions and diagrams, refer to 8W-63 - Power
For circuit descriptions and diagrams, refer to 8W-63 Seat in Group 8W - Wiring Diagrams.
- Power Seat in Group 8W - Wiring Diagrams. Operate the power seat switch to move all three
With the dome lamp on, apply the power seat seat motors in each direction. The seat should move
switch in the direction of the failure. If the dome in each of the selected directions. If the power seat
lamp dims, the seat may be jamming. Check under adjuster fails to operate in only one direction, move
and behind the seat for binding or obstructions. If the adjuster a short distance in the opposite direction
the dome lamp does not dim, proceed with testing of and test again to be certain that the adjuster is not
the individual components and circuits. at its travel limit. If the power seat adjuster still
fails to operate in only one direction, see the diagno-
CIRCUIT BREAKER sis for the Power Seat Switch in this group. If the
For circuit descriptions and diagrams, refer to power seat adjuster fails to operate in more than one
8W-63 - Power Seat in Group 8W - Wiring Diagrams. direction, proceed as follows:
(1) Locate the correct circuit breaker in the junc-
tion block. Pull out the circuit breaker slightly, but
Fig. 2 Power Lumbar Switch Continuity

power seat switch and the motor for shorts or opens.
If the circuits check OK, replace the faulty power
seat adjuster and motors assembly. If the circuits are
not OK, repair the wire harness as required.
POWER RECLINER ADJUSTER AND MOTOR

The tests below apply to a power seat system with-
out the memory system option. For testing of the
power seats with the memory system, refer to the
proper Diagnostic Procedures manual. For circuit
descriptions and diagrams, refer to 8W-63 - Power
Seat in Group 8W - Wiring Diagrams.
Operate the power seat switch to move the power
recliner adjuster in each direction. The recliner
adjuster should move in both directions. If the power
recliner adjuster fails to operate in only one direc-
Fig. 1 Power Seat Switch Continuity tion, move the adjuster a short distance in the oppo-
(1) Test the circuit breaker in the junction block as site direction and test again to be certain that the
described in this group. If OK, go to Step 2. If not adjuster is not at its travel limit. If the power
OK, replace the faulty circuit breaker. recliner adjuster still fails to operate in only one
(2) Remove the power seat switch from the seat. direction, see the diagnosis for the Power Seat
Check for battery voltage at the fused B(+) circuit Switch in this group. If the power recliner adjuster
cavity of the power seat switch wire harness connec- fails to operate in either direction, proceed as follows:
tor. If OK, go to Step 3. If not OK, repair the open (1) Test the circuit breaker in the junction block as
circuit to the junction block as required. described in this group. If OK, go to Step 2. If not
(3) Check for continuity between the ground cir- OK, replace the faulty circuit breaker.
cuit cavity of the power seat switch wire harness con- (2) Remove the power seat switch from the seat.
nector and a good ground. There should be Check for battery voltage at the fused B(+) circuit
continuity. If OK, go to Step 4. If not OK, repair the cavity of the power seat switch wire harness connec-
open circuit to ground as required. tor. If OK, go to Step 3. If not OK, repair the open
(4) Test the power seat switch as described in this circuit to the junction block as required.
group. If the switch tests OK, check the wire harness (3) Check for continuity between the ground cir-
to the inoperative power seat motor(s) between the cuit cavity of the power seat switch wire harness con-
nector and a good ground. There should be REMOVAL AND INSTALLATION
continuity. If OK, go to Step 4. If not OK, repair the
open circuit to ground as required. POWER SEAT SWITCH
(4) Test the power seat switch as described in this (1) Disconnect and isolate the battery negative
group. If the switch tests OK, check the wire harness cable.
for the power recliner adjuster motor between the (2) Using a trim stick or another suitable wide
power seat switch and the motor for shorts or opens. flat-bladed tool, gently pry the power seat and power
If the circuits check OK, replace the faulty power recliner switch knobs off of the switch stems.
recliner adjuster and motor assembly. If the circuits (3) Remove the three screws that secure the seat
are not OK, repair the wire harness as required. cushion side shield to the outboard seat cushion
frame.
POWER LUMBAR ADJUSTER AND MOTOR (4) Pull the seat cushion side shield away from the
The tests below apply to a power seat system with- seat cushion frame far enough to access the power
out the memory system option. For testing of the seat switch and power lumbar switch wire harness
power seats with the memory system, refer to the connectors.
proper Diagnostic Procedures manual. For circuit (5) Unplug the wire harness connectors from the
descriptions and diagrams, refer to 8W-63 - Power power seat and power lumbar switches.
Seat in Group 8W - Wiring Diagrams. (6) Remove the seat cushion side shield from the
Operate the power lumbar switch to move the vehicle.
power lumbar adjuster in each direction. The lumbar (7) Remove the two screws that secure the power
adjuster should move in both directions. If the power seat switch to the inside of the seat cushion side
lumbar adjuster fails to operate in only one direction, shield (Fig. 3).
move the adjuster a short distance in the opposite
direction and test again to be certain that the
adjuster is not at its travel limit. If the power lumbar
adjuster still fails to operate in only one direction,
see the diagnosis for the Power Lumbar Switch in
this group. If the power lumbar adjuster fails to oper-
ate in either direction, proceed as follows:
(1) Test the circuit breaker in the junction block as
described in this group. If OK, go to Step 2. If not
OK, replace the faulty circuit breaker.
(2) Remove the power lumbar switch from the
seat. Check for battery voltage at the fused B(+) cir-
cuit cavity of the power lumbar switch wire harness
connector. If OK, go to Step 3. If not OK, repair the
Fig. 3 Power Seat Switches Remove/Install
open circuit to the junction block as required.
(3) Check for continuity between the ground cir- (8) Remove the power seat switch from the seat
cuit cavity of the power lumbar switch wire harness cushion side shield.
connector and a good ground. There should be conti- (9) Reverse the removal procedures to install.
nuity. If OK, go to Step 4. If not OK, repair the open Tighten the mounting screws to 2.2 N·m (20 in. lbs.).
circuit to ground as required.
(4) Test the power lumbar switch as described in POWER LUMBAR SWITCH
this group. If the switch tests OK, check the wire (1) Disconnect and isolate the battery negative
harness for the power lumbar adjuster motor cable.
between the power lumbar switch and the motor for (2) Remove the three screws that secure the seat
shorts or opens. If the circuits check OK, replace the cushion side shield to the outboard seat cushion
faulty power lumbar adjuster and motor, which are frame.
serviced with the seat back frame assembly. If the (3) Pull the seat side shield away from the seat
circuits are not OK, repair the wire harness as cushion frame far enough to access the power seat
required. switch and power lumbar switch wire harness con-
nectors.
(4) Unplug the power seat switch and power lum-
bar switch wire harness connectors from the
switches.
(5) Remove the seat side shield from the vehicle.
(6) Remove the two screws that secure the power the inboard side of the driver side front seat. See
lumbar switch to the inside of the seat side shield. Memory Seat Module in this group for the proce-
(7) Remove the power lumbar switch from the seat dures.
side shield. (11) Remove the four nuts that secure the upper
(8) Reverse the removal procedures to install. seat adjuster mounting rails to the seat cushion
Tighten the mounting screws to 2.2 N·m (20 in. lbs.). frame.
POWER SEAT ADJUSTER AND MOTORS power adjuster motors as required, depending upon
(1) Move the seat to its fully forward position, if how the vehicle is equipped, to separate the power
possible. seat adjuster and motors assembly from the seat
(2) Remove the single screw that secures each of cushion frame.
the two rear seat track covers to the rear of the seat (13) Reverse the removal procedures to install.
tracks and remove the covers. Tighten the seat mounting hardware as follows:
(3) Remove the single screw that secures the rear • Seat cushion frame to adjuster nuts - 20 N·m (15
of each of the two seat tracks to the floor panel. ft. lbs.)
(4) Move the seat to its fully rearward position, if • Seat adjuster to floor pan screws - 29 N·m (20 ft.
possible. lbs.)
(5) Disconnect and isolate the battery negative • Seat cushion side shield screws - 2.2 N·m (20 in.
cable. lbs.).
(6) Remove the single screw that secures the front of
each of the two seat tracks to the floor panel (Fig. 4). POWER RECLINER ADJUSTER AND MOTOR
(1) Move the seat to its fully forward and fully
raised positions, if possible.
(2) Remove the three screws that secure the out-
board seat cushion side shield to the seat cushion
frame and pull the shield away from the seat cushion
far enough to access the power recliner adjuster
lower bracket.
(3) If possible, adjust the seat back with the power
recliner switch far enough to access both of the two
screws in the power recliner adjuster lower bracket.
cable.
(5) Remove the two screws that secure the power
recliner adjuster lower bracket to the seat cushion
frame (Fig. 5).
Fig. 4 Power Seat Remove/Install - Typical

(7) Tilt the seat rearward and unplug the power
seat wire harness connector located on the floor
below the seat cushion.
(8) Remove the seat and adjuster assembly from
the vehicle.
(9) Remove the three screws that secure the out- Fig. 5 Power Recliner Adjuster Lower Bracket
board seat cushion side shield to the seat cushion Remove/Install
frame and pull the shield away from the seat cush-
(6) Remove the inboard seat back pivot screw.
ion.
(7) Unplug any wire harness connectors between
(10) For the driver side front seat only, if the vehi-
the seat back and the seat cushion, the number of
cle is equipped with the optional memory seat mod-
which will vary with the vehicle equipment.
ule, the memory seat module must be removed from
(8) Remove the seat back from the seat cushion
and place it on a suitable work surface.
(9) Carefully pull up the side of the seat back
cover far enough to access the two screws that secure
the power recliner adjuster upper bracket to the seat
back frame (Fig. 6). Refer to Group 23 - Body for the
seat back cover removal procedures.
Fig. 7 Power Lumbar Adjuster and Motor

cable.
(6) Remove the single screw that secures the front
of each of the two seat tracks to the floor panel.
(7) Carefully tilt the top of the seat back towards
the outboard side of the vehicle.
Fig. 6 Power Recliner Adjuster Upper Bracket (8) Release the two retainers that secure the mem-
Remove/Install ory seat module wire harness to the inboard seat
(10) Remove the power recliner adjuster and motor adjuster top rail (Fig. 8).
unit from the seat back frame.
Tighten the hardware as follows:
• Inboard pivot screw - 40 N·m (29 ft. lbs.)
• Recliner adjuster bracket screws - 28 N·m (20 ft.
lbs.)
• Seat cushion side shield screws - 2.2 N·m (20 in.
lbs.).
POWER LUMBAR ADJUSTER AND MOTOR

(1) Remove the power recliner adjuster and motor
from the seat back frame. See Power Recliner
Adjuster and Motor in this group for the procedures.
(2) Remove all of the seat back trim from the seat
back. Refer to Group 23 - Body for the procedures.
(3) Replace the seat back frame assembly, which
includes the lumbar adjuster and motor (Fig. 7). Fig. 8 Memory Seat Module Remove/Install
(4) Reverse the removal procedures to install. (9) There are two snap clips that are molded into
the side of the memory seat module closest to the
MEMORY SEAT MODULE seat adjuster, which help to secure the module to the
(1) Move the driver side front seat to its fully for- riser portion of the stepped mounting bracket. Using
ward and fully raised positions, if possible. a trim stick or another suitable wide flat-bladed tool,
(2) Remove the single screw that secures each of reach between the module and the seat adjuster to
the two rear seat track covers to the rear of the seat gently pry each of the two snap clips while pulling
tracks and remove the covers. the module away from the mounting bracket.
(3) Remove the single screw that secures the rear (10) Slide the memory seat module off of the two
of each of the two seat tracks to the floor panel. mounting bracket slide tabs far enough to access and
(4) Move the driver side seat to its fully rearward unplug the wire harness connectors.
position, if possible.
(11) Remove the memory seat module from under NOTE: Following installation, it will be necessary to
the seat cushion. initialize the memory seat module. This is done by
(12) Reverse the removal procedures to install. moving each of the power seat adjuster motors
Tighten the seat mounting hardware as follows: (including the power recliner and power lumbar
• Seat cushion frame to adjuster nuts - 20 N·m (15 motors) through its full range of motion using the
ft. lbs.) power seat switches. In order to function properly,
• Seat adjuster to floor panel screws - 29 N·m (20 the memory seat module must “learn” the motor
ft. lbs.). sensor values in each of the adjuster hard stop
positions.
ZJ POWER WINDOW SYSTEMS 8S - 1
POWER WINDOW SYSTEMS

CONTENTS
page page
GENERAL INFORMATION DOOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . 3

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 1 POWER WINDOW MOTOR . . . . . . . . . . . . . . . . . 5
POWER WINDOW SYSTEM . . . . . . . . . . . . . . . . 1 POWER WINDOW SWITCH . . . . . . . . . . . . . . . . 4
DESCRIPTION AND OPERATION POWER WINDOW SYSTEM . . . . . . . . . . . . . . . . 3
BODY CONTROL MODULE . . . . . . . . . . . . . . . . . 2 REMOVAL AND INSTALLATION
CIRCUIT BREAKER . . . . . . . . . . . . . . . . . . . . . . . 3 DOOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . 5
DOOR MODULE . . . . . . . . . . . . . . . . . . . . . . . . . 2 POWER WINDOW MOTOR . . . . . . . . . . . . . . . . . 7
POWER WINDOW MOTOR . . . . . . . . . . . . . . . . . 2 POWER WINDOW SWITCH . . . . . . . . . . . . . . . . 6
POWER WINDOW SWITCH . . . . . . . . . . . . . . . . 1
CIRCUIT BREAKER . . . . . . . . . . . . . . . . . . . . . . . 3
GENERAL INFORMATION The power window system operates with battery

power supplied through a circuit breaker in the junc-
INTRODUCTION tion block, only when the ignition switch is in the On
Power windows are standard factory-installed position. However, a unique feature of this system
equipment on this model. This group covers diagnosis will allow the power windows to be operated for up to
and service of only the electrical components in the thirty seconds after the ignition switch is turned to
power window system. For service of mechanical the Off position, or until a front door is opened,
components, such as the regulator, lift plate, window whichever occurs first.
tracks, or glass refer to Group 23 - Body. An auto-down feature allows the driver side front
Following are general descriptions of the major door window to be lowered all the way, even if the win-
components in the power window system. Refer to dow switch is released. The driver side front door win-
8W-60 - Power Windows in Group 8W - Wiring Dia- dow switch must be depressed in the down direction to
grams for complete circuit descriptions and diagrams. a second detent to begin an auto-down event. Depress-
Refer to the owner’s manual for more information on ing the switch again in any direction will stop the win-
the features and use of this system. dow movement and cancel the auto-down event.
POWER WINDOW SYSTEM DESCRIPTION AND OPERATION

The power window system allows each of the door
windows to be opened or closed by operating a switch
POWER WINDOW SWITCH
on the trim panel for that door. The master switches
The power windows are controlled by a two-way
on the driver side front door trim panel can be oper-
momentary switch mounted on the trim panel of each
ated to open or close any of the door windows. In
passenger door, and four two-way momentary
addition, a lockout switch on the driver side front
switches on the driver side front door trim panel. The
door trim panel allows the driver to disable all of the
driver side front door trim panel also has a two-posi-
passenger door window switches.
tion power window lockout switch.
The power window system includes the Driver
Each power window switch, except the lockout switch,
Door Module (DDM) and Passenger Door Module
is illuminated by a Light-Emitting Diode (LED) when
(PDM), which are mounted in their respective front
the ignition switch is turned to the On position. How-
door, the switches mounted on the rear doors, and
ever, when the lockout switch is placed in the Lock posi-
the power window motors mounted to the window
tion, the LED for the locked-out front and rear
regulator in each door. In addition, several features
passenger door power window switches is turned off.
and functions of the power window system are made
The front door power window switches and the
possible because of the communication of the DDM
power window lockout switch are integral to the
and PDM on the Chrysler Collision Detection (CCD)
Driver Door Module (DDM) or Passenger Door Mod-
data bus network.
8S - 2 POWER WINDOW SYSTEMS ZJ
ule (PDM), respectively. These power window • Power window switch LED illumination control
switches provide an up or down (or lock and unlock function.
signal in the case of the lockout switch) to the door For diagnosis of the DDM, PDM, or the CCD data
module circuitry. bus network, a DRB scan tool and the proper Diag-
The DDM circuitry controls the output to the nostic Procedures manual are recommended. The
driver side front and rear door power window motors, DDM and the PDM cannot be repaired and, if dam-
and supplies electrical current as required for the aged or faulty, they must be replaced.
stand-alone operation of the driver side rear door
power window switch. The PDM circuitry controls BODY CONTROL MODULE
the output to the passenger side front and rear door A Body Control Module (BCM) is used on this
power window motors, and supplies electrical current model to control and integrate many of the electronic
as required for the stand-alone operation of the pas- functions and features included on the vehicle. The
senger side rear door power window switch. When a BCM contains a central processing unit and inter-
DDM-integrated power window switch for a passen- faces with other modules in the vehicle on the
ger side window is actuated, the DDM circuitry sends Chrysler Collision Detection (CCD) data bus network.
a message to the PDM on the Chrysler Collision The CCD data bus network allows the sharing of
Detection (CCD) data bus to activate the output to sensor information. This helps to reduce wire har-
that power window motor(s). ness complexity, reduce internal controller hardware,
The front door power window switches and their and reduce component sensor current loads. At the
lamps cannot be repaired so, if faulty or damaged, same time, this system provides increased reliability,
the entire door module must be replaced. The rear enhanced diagnostics, and allows the addition of
door power window switches and their lamps cannot many new feature capabilities.
be repaired but, if faulty or damaged, only the One of the functions and features that the BCM
affected rear door switch must be replaced. supports and controls, is the power window system.
The BCM receives inputs from the ignition switch
DOOR MODULE and the door ajar switches. The programming in the
A Driver Door Module (DDM) and a Passenger BCM allows it to process the information from these
Door Module (PDM) are used on this model to control inputs and send ignition switch and door ajar status
and integrate many of the electronic features and messages to the Driver Door Module (DDM) and the
functions on the vehicle. Each door module houses Passenger Door Module (PDM) on the CCD data bus.
both the front power lock and power window The DDM and PDM use this information to control
switches. The DDM also houses individual switches the lighting of the power window switch lamps, and
for each passenger door power window, a power win- to control the operation of the power window after
dow lockout switch and the power mirror switch. ignition-off feature.
The DDM and PDM communicate with each other, The BCM is mounted under the driver side out-
and with other vehicle modules on the Chrysler Col- board end of the instrument panel, behind the instru-
lision Detection (CCD) data bus network. The CCD ment panel support armature and below the
data bus network allows the sharing of sensor infor- outboard switch pod. Refer to Group 8E - Instrument
mation. This helps to reduce wire harness complexity, Panel Systems for the removal and installation pro-
internal controller hardware, and component sensor cedures. For diagnosis of the BCM or the CCD data
current loads. At the same time, this system provides bus, the use of a DRB scan tool and the proper Diag-
increased reliability, enhanced diagnostics, and nostic Procedures manual are recommended. The
allows the addition of many new feature capabilities. BCM can only be serviced by an authorized electronic
The DDM circuitry controls the output to the repair station. Refer to the latest Warranty Policies
driver side front and rear door power windows. The and Procedures manual for a current listing of autho-
PDM circuitry controls the output to the passenger rized electronic repair stations.
side front and rear door power windows. The DDM
can control the PDM output by sending control mes- POWER WINDOW MOTOR
sages to the PDM over the CCD data bus. A permanent magnet reversible motor moves the
Some of the features and functions of the power window regulator through an integral gearbox mech-
window system made possible because of the commu- anism. A positive and negative battery connection to
nication of the door modules on the CCD data bus the two motor terminals will cause the motor to
network include: rotate in one direction. Reversing the current
• Power window operation after ignition off fea- through these same two connections will cause the
ture. motor to rotate in the opposite direction.
• Power window lockout function.
In addition, each power window motor is equipped the CCD data bus. If not OK, repair the open circuit
with an integral self-resetting circuit breaker to pro- to the junction block as required.
tect the motor from overloads. The power window
motor and gearbox assembly cannot be repaired and, ONE WINDOW INOPERATIVE
if faulty or damaged, the entire motor assembly must The window glass must be free to slide up and
be replaced. down for the power window motor to function prop-
erly. If the glass is not free to move up and down, the
CIRCUIT BREAKER motor will overload and trip the integral circuit
An automatic resetting circuit breaker in the junc- breaker. To determine if the glass is free, disconnect
tion block is used to protect the power window sys- the regulator plate from the glass. Then slide the
tem circuit. The circuit breaker can protect the window up and down by hand.
system from a short circuit, or from an overload con- There is an alternate method to check if the glass
dition caused by an obstructed or stuck window glass is free. Position the glass between the up and down
or regulator. stops. Then, shake the glass in the door. Check that
The circuit breaker cannot be repaired and, if the glass can be moved slightly from side to side,
faulty, it must be replaced. front to rear, and up and down. Then check that the
glass is not bound tight in the tracks. If the glass is
free, proceed to the Door Module diagnosis in this
DIAGNOSIS AND TESTING group. If the glass is not free, refer to Group 23 -
Body for the door window glass and hardware service
POWER WINDOW SYSTEM and adjustment procedures.
NOTE: The following tests may not prove conclu- CIRCUIT BREAKER
sive in the diagnosis of this component. The most For circuit descriptions and diagrams, refer to
reliable, efficient, and accurate means to diagnose 8W-60 - Power Windows in Group 8W - Wiring Dia-
this system involves the use of a DRB scan tool grams.
and the proper Diagnostic Procedures manual. (1) Locate the circuit breaker in the junction block.
Pull out the circuit breaker slightly, but be sure that
Remember, the Driver Door Module (DDM) cir-
the terminals still contact the terminals in the junc-
cuitry controls the output to the driver side front and
tion block cavities.
rear power window motors. The Passenger Door Mod-
(2) Connect the negative lead of a 12-volt DC volt-
ule (PDM) circuitry controls the output to the pas-
meter to a good ground.
senger side front and rear power window motors. For
(3) With the voltmeter positive lead, check both
circuit descriptions and diagrams, refer to 8W-60 -
terminals of the circuit breaker for battery voltage.
Power Windows in Group 8W - Wiring Diagrams.
If only one terminal has battery voltage, the circuit
ALL WINDOWS INOPERATIVE breaker is faulty and must be replaced. If neither ter-
(1) Check the circuit breaker in the junction block, minal has battery voltage, repair the open circuit
as described in this group. If OK, go to Step 2. If not from the Power Distribution Center (PDC) as
OK, replace the faulty circuit breaker. required. If the circuit breaker checks OK, but no
(2) Disconnect and isolate the battery negative power windows operate, see the diagnosis for Power
cable. Remove the left and right front door trim pan- Window System in this group.
els. Check the 12-way door module wire harness con-
nectors to see that they are fully seated in the door DOOR MODULE
module receptacles. If OK, go to Step 3. If not OK,
NOTE: The following tests may not prove conclu-
install the wire harness connectors properly.
sive in the diagnosis of this component. The most
(3) Unplug the 12-way door module wire harness
reliable, efficient, and accurate means to diagnose
connectors. Check for continuity between the ground
this system involves the use of a DRB scan tool
circuit cavity of each door module wire harness con-
and the proper Diagnostic Procedures manual.
nector and a good ground. If OK, go to Step 4. If not
OK, repair the open circuit as required. If the problem being diagnosed is a rear door win-
(4) Connect the battery negative cable. Check for dow that does not operate from the rear door switch,
battery voltage at the fused B(+) circuit cavity of but does operate from the master switch on the
each 12-way door module wire harness connector. If driver side front door, go to the diagnosis for Power
OK, use a DRB scan tool and the proper Diagnostic Window Switch in this group. If the problem is a pas-
Procedures manual to diagnose the door modules and senger side front or rear window that operates from
the switch on that door, but does not operate from
the master switch on the driver side front door, use a (9) Disconnect and isolate the battery negative
DRB scan tool and the proper Diagnostic Procedures cable. Remove the rear door power window switch as
manual to diagnose the circuitry of both door mod- described in this group. Check the rear door power
ules and the CCD data bus. For circuit descriptions window switch continuity as described in this group.
and diagrams, refer to 8W-60 - Power Windows in If OK, go to Step 10. If not OK, replace the faulty
Group 8W - Wiring Diagrams. switch.
(1) Disconnect and isolate the battery negative (10) Plug the rear door power window switch into
cable. Remove the front door trim panel as described the wire harness connector. Unplug the inoperative
in this group. Go to Step 2. power window motor wire harness connector. Check
(2) Check the 12-way door module wire harness for continuity between the rear window driver up cir-
connector to see that it is fully seated in the door cuit cavity of the 12-way door module wire harness
module receptacle. If OK, go to Step 3. If not OK, connector and a good ground. Repeat the check for
install the wire harness connector properly. the rear window driver down circuit cavity. In each
(3) Unplug the 12-way door module wire harness case there should be no continuity. If OK, go to Step
connector from the door module. Check for continuity 11. If not OK, repair the short circuit as required.
between the ground circuit cavity of the door module (11) Check for continuity between the rear window
wire harness connector and a good ground. There driver up circuit cavities of the 12-way door module
should be continuity. If OK, go to Step 4. If not OK, wire harness connector and the power window motor
repair the open circuit as required. wire harness connector. Repeat the check for the rear
(4) Connect the battery negative cable. Check for window driver down circuit cavities. In each case
battery voltage at the fused B(+) circuit cavity of the there should be continuity. If OK, go to Step 12. If
12-way door module wire harness connector. If OK, not OK, repair the open circuit as required.
go to Step 5. If not OK, repair the open circuit as
required. NOTE: The door module feeds battery voltage to
(5) If the inoperative window is on a front door, go both terminals of the rear door power window
to Step 6. If the inoperative window is on a rear door motors when the power window lockout switch is in
go to Step 9. the Unlock position, until the master window switch
(6) Disconnect and isolate the battery negative on the driver side front door is actuated. The door
cable. Unplug the inoperative power window motor module feeds ground to both terminals of the rear
wire harness connector. Check for continuity between door power window motor when the power window
the front window driver up circuit cavity of the lockout switch is in the Lock position, until the
12-way door module wire harness connector and a master window switch on the driver side front door
good ground. Repeat the check for the front window is actuated.
driver down circuit cavity of the door module wire
harness connector. In each case there should be no (12) Plug the 12-way door module wire harness
continuity. If OK, go to Step 7. If not OK, repair the connector back into the door module. Connect the
short circuit as required. battery negative cable. Check for battery voltage at
(7) Check for continuity between the front window each cavity of the switch side of the power window
driver up circuit cavities of the 12-way door module motor wire harness connector. Each cavity should
wire harness connector and the power window motor have battery voltage when the power window switch
wire harness connector. Repeat the check for the is in the neutral position. Each cavity should also
front window driver down circuit cavities. In each have battery voltage in one other switch position,
case there should be continuity. If OK, go to Step 8. either up or down, and zero volts with the switch in
If not OK, repair the open circuit as required. the opposite position. If OK, go to the Power Window
(8) Plug the 12-way door module wire harness con- Motor diagnosis in this group. If not OK, replace the
nector back into the door module. Connect the bat- faulty door module.
tery negative cable. Connect the probes of a
reversible DC digital voltmeter to the door module POWER WINDOW SWITCH
side of the power window motor wire harness connec- The diagnosis found here applies only to the rear
tor. Observe the voltmeter while actuating the switch door power window switches. For diagnosis of the
in the up and down directions. There should be bat- front door power window switches, see Door Module
tery voltage for as long as the switch is held in both in this group. If the problem being diagnosed is an
the up and down positions, and no voltage in the inoperative power window switch illumination lamp,
neutral position. If OK, see the diagnosis for Power but the power window switch operates as designed,
Window Motors in this group. If not OK, replace the replace the faulty switch. For circuit descriptions and
faulty door module. diagrams, refer to 8W-60 - Power Windows in Group
8W - Wiring Diagrams.
(1) Disconnect and isolate the battery negative through its complete up and down travel. There
cable. should be no binding or sticking of the window glass
(2) Remove the power window switch from the or lift mechanism through the entire travel range. If
rear door trim panel as described in this group. not OK, refer to Group 23 - Body to check the win-
(3) Carefully unplug the power window switch dow glass, tracks, and regulator for sticking, binding,
from the wire harness connector. or improper adjustment.
(4) Check the power window switch continuity in
each position, as shown in the chart (Fig. 1). If OK,
see the Power Window Motor diagnosis in this group. REMOVAL AND INSTALLATION
If not OK, replace the faulty switch.
DOOR MODULE
Before replacing the door module, use a DRB scan
tool to determine the current settings for the door
module programmable features. These settings
should be duplicated in the replacement door module
to service.
cable.
gently upwards.
Fig. 1 Rear Power Window Switch Continuity

POWER WINDOW MOTOR
8W-60 - Power Windows in Group 8W - Wiring Dia-
grams. Before you proceed with this diagnosis, con-
firm proper switch operation. See the Door Module
and/or the Power Window Switch diagnosis in this
group.
(1) Remove the door trim panel as described in
Door Module (front door) or Power Window Switch Fig. 2 Front Door Trim Panel Remove/Install
(rear door) in this group.
(2) Unplug the power window motor wire harness
connector. Apply 12 volts across the motor terminals
to check its operation in one direction. Reverse the
connections across the motor terminals to check the
operation in the other direction. Remember, if the
window is in the full up or full down position, the
motor will not operate in that direction by design. If
OK, repair the circuits from the motor to the door
module or the switch as required. If not OK, replace
the faulty motor.
(3) If the motor operates in both directions, check NOTE: To aid in the removal of the trim panel, start
the operation of the window glass and lift mechanism at the bottom of the panel.
tesy lamp.
(9) Remove the five screws that secure the door
module to the back of the front door trim panel (Fig.
3).
Fig. 4 Rear Door Trim Panel Remove/Install


(6) Pull the rear door trim panel away from the
wire harness connector from the power window
switch.
(7) Unsnap the power window switch from the
receptacle on the back side of the rear door trim
panel (Fig. 5).
Fig. 3 Door Module Remove/Install (8) Reverse the removal procedures to install.
Tighten the trim panel mounting screws to 1.3 N·m
(10) Remove the door module from the trim panel. (12 in. lbs.).
NOTE: If a new door module is installed, the pro-

grammable features must be enabled and/or dis-
abled to the customer’s preferred settings. Use a
POWER WINDOW SWITCH

cable.
gently upwards.
(3) Remove the screw located beneath the bezel Fig. 5 Rear Door Power Window Switch Remove/
that secures the rear door trim panel to the inner Install
of the rear door armrest.
flat-bladed tool, gently pry the rear door trim panel
POWER WINDOW MOTOR REAR DOOR
FRONT DOOR cable.
(1) Disconnect and isolate the battery negative (2) Remove the rear door window regulator from
cable. the rear door and place the unit on a work bench.
(2) Remove the front door window regulator from See Rear Door Window Regulator in Group 23 - Body
the front door and place the unit on a work bench. for the procedures.
See Front Door Window Regulator in Group 23 - (3) Remove the screws that secure the power win-
Body for the procedures. dow motor to the rear door window regulator.
(3) Remove the screws that secure the power win- (4) Remove the power window motor from the rear
dow motor to the front door window regulator. door window regulator.
(4) Remove the power window motor from the (5) Reverse the removal procedures to install.
front door window regulator. Tighten the power window motor mounting screws to
(5) Reverse the removal procedures to install. 5 N·m (45 in. lbs.).
Tighten the power window motor mounting screws to
5 N·m (45 in. lbs.).
ZJ POWER MIRROR SYSTEMS 8T - 1
POWER MIRROR SYSTEMS

CONTENTS
page page
AUTOMATIC DAY/NIGHT MIRROR . . . . . . . . . . . . 6 OUTSIDE POWER MIRRORS . . . . . . . . . . . . . . . . 1
OUTSIDE POWER MIRRORS
INDEX
page page

INTRODUCTION . . . . . . . . . . . .............. 1 POWER MIRROR SYSTEM . . ............... 3
MEMORY SYSTEM . . . . . . . . . .............. 1 POWER MIRROR . . . . . . . . . . ............... 3
DOOR MODULE . . . . . . . . . . . . .............. 2 DOOR MODULE . . . . . . . . . . . ............... 4
POWER MIRROR SWITCH . . . .............. 2 POWER MIRROR . . . . . . . . . . ............... 5
POWER MIRROR . . . . . . . . . . . .............. 2
GENERAL INFORMATION The Driver Door Module (DDM) receives hard-

INTRODUCTION driver side front door trim panel. The DDM also
Power operated and heated outside rear view mir- receives messages on the CCD data bus from the
rors are standard factory-installed equipment on this RKE receiver in the Passenger Door Module (PDM)
model. Following are general descriptions of the for the memory select function. The DDM processes
major components in the power mirror system. these inputs and sends messages to the PDM, the
Refer to 8W-62 - Power Mirrors in Group 8W - Wir- Memory Seat Module (MSM), and the radio (if CCD
ing Diagrams for complete circuit descriptions and data bus capable) on the CCD data bus for memory
diagrams. Refer to the owner’s manual for more recall.
information on the features and use of this system. The CCD data bus network allows the sharing of
MEMORY SYSTEM ness complexity, reduce internal controller hardware,
An electronic memory system is an available option and reduce component sensor current loads. At the
on this model. The memory system is able to store same time, this system provides increased reliability,
and recall the driver side power seat positions enhanced diagnostics, and allows the addition of
(including power lumbar and recliner positions), and many new feature capabilities.
both outside power mirror positions for two drivers. This group covers only the conventional diagnostic
For vehicles with a radio connected to the Chrysler procedures for the power mirror system components.
Collision Detection (CCD) data bus network, the For diagnosis of the memory system, the use of a
memory system is also able to store and recall ten DRB scan tool and the proper Diagnostic Procedures
radio station presets (including last station tuned) for manual are recommended. For additional information
two drivers. The memory system will automatically on the features and functions of the memory system,
return to all of these settings when the correspond- refer to the owner’s manual in the vehicle glove box.
mitter.
8T - 2 POWER MIRROR SYSTEMS ZJ
DESCRIPTION AND OPERATION The power mirror switch cannot be repaired and, if
faulty or damaged, the entire DDM unit must be
POWER MIRROR replaced.
The power mirrors are connected to battery feed at
all times. Each mirror head contains two electric DOOR MODULE
motors, two drive mechanisms, an electric heating A Driver Door Module (DDM) and a Passenger
element, and the mirror glass. If the vehicle is Door Module (PDM) are used on this model to control
equipped with the optional memory system, each and integrate many of the electronic features and
mirror head also contains both a horizontal and a functions on the vehicle. Each door module contains
vertical motor position sensor. One motor and drive the power mirror control logic for the mirror on its
controls mirror up-and-down movement, and the respective door. The DDM also houses the power mir-
other controls right-and-left movement. ror switch.
The power mirrors are equipped with a standard The DDM and PDM communicate with each other,
equipment electric heating grid located behind the and with other vehicle modules on the Chrysler Col-
mirror glass. This heating grid is energized or de-en- lision Detection (CCD) data bus network. The CCD
ergized by the Driver Door Module (DDM) or Passen- data bus network allows the sharing of sensor infor-
ger Door Module (PDM) in response to messages mation. This helps to reduce wire harness complexity,
placed on the Chrysler Collision Detection (CCD) internal controller hardware, and component sensor
data bus by the Body Control Module (BCM). Refer current loads. At the same time, this system provides
to Group 8N - Electrically Heated Systems for more increased reliability, enhanced diagnostics, and
information on the operation of the rear window allows the addition of many new feature capabilities.
defogger system. Each door module controls the positioning of its
An optional driver side outside electrochromic mir- respective outside mirror through hard-wired outputs
ror is able to automatically change its reflectance to that mirror. When the power mirror switch on the
level. This mirror is controlled by the circuitry of the DDM is used to position the passenger side outside
automatic day/night inside rear view mirror. A thin mirror, the DDM sends mirror positioning messages
layer of electrochromic material between two pieces to the PDM on the CCD data bus. The PDM then
of conductive glass make up the face of the mirror. moves the passenger side mirror accordingly.
Two photocell sensors on the inside rear view mirror Both the PDM and DDM respond to the defogger
are used to monitor light levels and adjust the reflec- switch status messages sent by the Body Control
tance of both the inside and driver side outside mir- Module (BCM) on the CCD data bus to control the
rors. This change in reflectance helps to reduce the heater elements of their respective mirrors. Refer to
glare of headlamps approaching the vehicle from the Group 8N - Electrically Heated Systems for more
rear. Refer to the Automatic Day/Night Mirror sec- information on this feature.
tion of this group for more information on the opera- On models equipped with the optional memory sys-
tion of this system. tem, each door module also receives a hard-wired
The power mirror assembly cannot be repaired. input from the two power mirror motor position sen-
Only the mirror glass and glass case are serviced sors integral to the mirror. The door module then
separately. If any other component of the power mir- stores the Driver 1 and 2 mirror position information
ror unit is faulty or damaged, the entire mirror head for its respective mirror. When the DDM receives a
assembly must be replaced. Driver 1 or 2 signal from the memory switch on the
driver side front door trim panel or from the Remote
POWER MIRROR SWITCH Keyless Entry (RKE) receiver in the PDM, the DDM
Both the right and left power outside mirrors are positions the driver side mirror and sends a memory
controlled by a single multi-function switch unit recall message back to the PDM on the CCD data
located on the driver side front door trim panel. This bus to position the passenger side mirror.
switch unit is integral to the Driver Door Module For diagnosis of the DDM, PDM, or the CCD data
(DDM). bus network, a DRB scan tool and the proper Diag-
A selector switch is moved right (right mirror con- nostic Procedures manual are recommended. The
trol), left (left mirror control), or center to turn the DDM and the PDM cannot be repaired and, if dam-
power outside mirror control off. Then one of four aged or faulty, they must be replaced.
directional control buttons is depressed to control
movement of the selected mirror up, down, right, or
left.
DIAGNOSIS AND TESTING the mirror tests OK, use a DRB scan tool and the
proper Diagnostic Procedures manual to test the door
POWER MIRROR SYSTEM module and the CCD data bus. If the mirror does not
If only one power mirror is inoperative, or partially test OK, replace the faulty mirror.
inoperative, see the tests under Power Mirror in this
group. If both power mirrors are inoperative, proceed
as follows. For circuit descriptions and diagrams,
refer to 8W-62 - Power Mirrors in Group 8W - Wiring
Diagrams.
NOTE: The following tests may not prove conclu-

sive in the diagnosis of this system. The most reli-
able, efficient, and accurate means to diagnose this
system involves the use of a DRB scan tool and the
proper Diagnostic Procedures manual.
(1) Check the circuit breaker in the junction block.

If OK, go to Step 2. If not OK, replace the faulty cir-
cuit breaker.
(2) Check the fuse in the Power Distribution Cen-
ter (PDC). If OK, go to Step 3. If not OK, repair the
shorted circuit or component as required and replace
the faulty fuse.
cable. Remove the driver side front door trim panel
and check the 12-way Driver Door Module (DDM)
wire harness connector to see that it is fully seated
in the door module receptacle. If OK, go to Step 4. If Fig. 1 Mirror Test
not OK, install the wire harness connector properly. NO MIRROR HEAT
(4) Unplug the 12-way wire harness connector If both mirror heaters are inoperative, refer to
from the DDM. Check for continuity between the Group 8N - Electrically Heated Systems to test the
ground circuit cavity of the DDM wire harness con- Rear Defogger System.
nector and a good ground. There should be continu- (1) Disconnect and isolate the battery negative
ity. If OK, go to Step 5. If not OK, repair the open cable. Remove the front door trim panel on the side
circuit as required. of the inoperative mirror.
(5) Connect the battery negative cable. Check for (2) Unplug the mirror wire harness connector from
battery voltage at the fused B(+) circuit cavity of the the door module. Check for continuity between the
DDM wire harness connector. If OK, use a DRB scan heater switched ground circuit cavity and the heater
tool and the proper Diagnostic Procedures manual to 12V supply circuit cavity of the mirror wire harness
test both door modules and the CCD data bus. If not connector. There should be continuity. If OK, use a
OK, repair the open circuit as required. DRB scan tool and the proper Diagnostic Procedures
manual to test the door module and the CCD data
POWER MIRROR bus. If not OK, replace the faulty mirror.
If both power mirrors are inoperative, see the tests
under Power Mirror System in this group. If only one NO MIRROR DIMMING (Driver Side Only)
power mirror is inoperative, or partially inoperative, (1) Test the operation of the Automatic Day/Night
refer to the symptom diagnosis as follows. For circuit Mirror as described in this group. If OK, go to Step
descriptions and diagrams, refer to 8W-62 - Power 2. If not OK, repair the automatic day/night mirror
Mirrors in Group 8W - Wiring Diagrams. unit as necessary before you proceed.
LIMITED OR NO MIRROR MOVEMENT cable. Remove the driver side front door trim panel.
(1) Disconnect and isolate the battery negative (3) Unplug the 2-way electrochromic mirror wire
cable. Remove the front door trim panel on the side harness connector from the driver side outside power
of the inoperative mirror. mirror. Connect a voltmeter to the door half of the
(2) Unplug the mirror wire harness connector from electrochromic mirror wire harness connector. Per-
the door module. Using two jumper wires, test the form the automatic day/night mirror test as
mirror as shown in the Mirror Test chart (Fig. 1). If described in this group, while observing the voltme-
ter. A voltmeter reading of 1.45 6 0.05 volts indicates (5) Remove the trim cap and screw at the upper
a proper dimming signal is being received at the elec- front corner of the front door trim panel.
trochromic mirror wire harness connector. If OK, (6) Remove the screw located above the front door
replace the faulty power mirror. If not OK, repair the speaker grille on the front door trim panel.
circuits to the automatic day/night mirror as (7) Using a trim stick or another suitable wide
required. flat-bladed tool, gently pry the front door trim panel
NO MIRROR MEMORY the trim panel retainers.
For diagnosis of the memory system, the use of a
DRB scan tool and the proper Diagnostic Procedures NOTE: To aid in the removal of the trim panel, start
manual are recommended. at the bottom of the panel.
REMOVAL AND INSTALLATION inner door panel far enough to access and unplug the
DOOR MODULE the vehicle is so equipped, from the front door cour-
Before replacing the door module, use a DRB scan tesy lamp.
tool to determine the current settings for the door (9) Remove the five screws that secure the door
module programmable features. These settings module to the back of the front door trim panel (Fig.
should be duplicated in the replacement door module 3).
to service.
cable.
gently upwards.
Fig. 3 Door Module Remove/Install

(10) Remove the door module from the trim panel.
Fig. 2 Front Door Trim Panel Remove/Install NOTE: If a new door module is installed, the pro-
(4) Remove the trim cap and screw near the rear grammable features must be enabled and/or dis-
of the front door armrest. abled to the customer’s preferred settings. Use a
POWER MIRROR
cable.
(2) Remove the front door trim panel. See Door
Module in this group for the procedures.
(3) Unplug the electrochromic mirror wire harness
connector, if the vehicle is so equipped.
(4) Disconnect the power mirror wire harness
retainers from the inner door panel.
(5) Remove the mirror flag seal from the door
panel (Fig. 4).
(6) Remove the three nuts that secure the mirror
to the door.
(7) Remove the mirror from the door.
Tighten the mirror mounting nuts to 7.4 N·m (65 in.
lbs.). Fig. 4 Power Mirror Remove/Install
AUTOMATIC DAY/NIGHT MIRROR
INDEX
page page

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 6 AUTOMATIC DAY/NIGHT MIRROR . . . . . . . . . . . . 6
AUTOMATIC DAY/NIGHT MIRROR . . . . . . . . . . . . 6 AUTOMATIC DAY/NIGHT MIRROR . . . . . . . . . . . . 7
GENERAL INFORMATION ever the transmission gear selector is in the Reverse

position.
INTRODUCTION On models with an optional electrochromic driver
An automatic dimming inside day/night rear view side outside rear view mirror, the signal to control
mirror and an automatic dimming driver side outside the dimming of that mirror is generated by the auto-
rear view mirror are available factory-installed matic day/night inside rear view mirror circuitry.
options on this model. Following is a general descrip- That signal is then delivered to the driver side out-
tion of this optional equipment. Refer to 8W-44 - side rear view mirror on a hard-wired circuit.
Interior Lighting and 8W-62 - Power Mirrors in The automatic day/night mirror cannot be
Group 8W - Wiring Diagrams for complete circuit repaired. If faulty or damaged, the entire inside rear
descriptions and diagrams. view mirror assembly must be replaced.
AUTOMATIC DAY/NIGHT MIRROR AUTOMATIC DAY/NIGHT MIRROR

The automatic day/night mirror is able to automat- For circuit descriptions and diagrams, refer to
ically change its reflectance. A thin layer of electro- 8W-44 - Interior Lighting or 8W-62 Power Mirrors in
chromic material between two pieces of conductive Group 8W - Wiring Diagrams.
glass make up the face of the mirror. Two photocell (1) Check the fuse in the junction block. If OK, go
sensors are used to monitor light levels and adjust to Step 2. If not OK, repair the shorted circuit or
the reflectance of the mirror to reduce the glare of component as required and replace the faulty fuse.
headlamps approaching the vehicle from the rear. (2) Turn the ignition switch to the On position.
The ambient photocell sensor faces forward, to Check for battery voltage at the fuse in the junction
detect the outside light levels. The headlamp sensor block. If OK, go to Step 3. If not OK, repair the open
faces rearward, to detect the light level received at circuit to the ignition switch as required.
the rear window side of the mirror. When the differ- (3) Unplug the wire harness connector from the
ence between the two light levels becomes too great automatic day/night mirror (Fig. 1). Check for bat-
(the light level received at the rear of the mirror is tery voltage at the fused ignition switch output cir-
much higher than that at the front of the mirror), cuit cavity of the automatic day/night mirror wire
the mirror begins to darken. harness connector. If OK, go to Step 4. If not OK,
The mirror switch allows the driver a manual con- repair the open circuit to the junction block as
trol of whether the automatic dimming feature is required.
operational. When On is selected, the mirror switch (4) Turn the ignition switch to the Off position.
is lighted by an integral Light-Emitting Diode (LED). Check for continuity between the ground circuit cav-
The automatic dimming feature will only operate ity of the automatic day/night mirror wire harness
when the ignition switch is in the On position. The connector and a good ground. There should be conti-
mirror also senses the backup lamp circuit, and will nuity. If OK, go to Step 5. If not OK, repair the cir-
automatically disable its self-dimming feature when- cuit to ground as required.
AUTOMATIC DAY/NIGHT MIRROR
cable.
(2) If the vehicle is so equipped, remove the auto-
matic day/night mirror wire harness cover by grasp-
ing the lower portion of the cover and sliding it into
the upper portion and off of the mirror base (Fig. 2).
Fig. 1 Automatic Day/Night Mirror

(5) Turn the ignition switch to the On position. Set
the parking brake. Place the transmission gear selec-
tor lever in the Reverse position. Check for battery
voltage at the backup lamp switch output circuit cav-
ity of the automatic day/night mirror wire harness
connector. If OK, reinstall the automatic day/night
mirror wire harness connector and go to Step 6. If
not OK, repair the open circuit as required.
(6) Place the transmission gear selector lever in Fig. 2 Automatic Day/Night Mirror Remove/Install -
the Neutral position. Place the automatic day/night Typical
mirror switch in the On (LED in the switch is (3) Unplug the wire harness connector from the
lighted) position. Cover the forward facing ambient automatic day/night mirror.
photocell sensor to keep out any ambient light. (4) Remove the set screw that secures the auto-
matic day/night mirror to the windshield support
NOTE: The ambient photocell sensor must be cov-
button.
ered completely, so that no light reaches the sen-
(5) Push the automatic day/night mirror upwards
sor. Use a finger pressed tightly against the sensor,
far enough to clear the support button and remove
or cover the sensor completely with electrical tape.
the mirror from the windshield support button.
(7) Shine a light into the rearward facing head-
lamp photocell sensor. The automatic day/night mir-
Tighten the mounting screw to 1.7 N·m (15 in. lbs.).
ror should darken. If OK, go to Step 8. If not OK,
replace the faulty mirror unit.
(8) With the mirror darkened, place the transmis-
sion gear selector lever in the Reverse position. The
automatic day/night mirror should return to its nor-
mal reflectance. If not OK, replace the faulty mirror
unit.
ZJ CHIME/BUZZER WARNING SYSTEMS 8U - 1
CHIME/BUZZER WARNING SYSTEMS

CONTENTS
page page

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 1 DRIVER DOOR AJAR SWITCH . . . . . . . . . . . . . . 2
DESCRIPTION AND OPERATION DRIVER SEAT BELT SWITCH . . . . . . . . . . . . . . . 2
BODY CONTROL MODULE . . . . . . . . . . . . . . . . . 1 HEADLAMP SWITCH . . . . . . . . . . . . . . . . . . . . . 3
DRIVER DOOR AJAR SWITCH . . . . . . . . . . . . . . 1 KEY-IN IGNITION SWITCH . . . . . . . . . . . . . . . . . 3
DRIVER SEAT BELT SWITCH . . . . . . . . . . . . . . . 2 REMOVAL AND INSTALLATION
HEADLAMP SWITCH . . . . . . . . . . . . . . . . . . . . . 2 CHIME WARNING SYSTEM SWITCHES . . . . . . . 4
KEY-IN IGNITION SWITCH . . . . . . . . . . . . . . . . . 2
GENERAL INFORMATION faces with other modules in the vehicle on the

INTRODUCTION The CCD data bus network allows the sharing of
This group covers the chime warning system, sensor information. This helps to reduce wire har-
which is standard factory-installed equipment on this ness complexity, reduce internal controller hardware,
model. The chime warning system provides an audi- and reduce component sensor current loads. At the
ble warning to the driver under the following condi- same time, this system provides increased reliability,
tions: enhanced diagnostics, and allows the addition of
• A door is ajar above a critical speed [about 16 many new feature capabilities.
kilometers-per-hour (10 miles-per-hour) for the driver One of the functions and features that the BCM
side front door, or about 5 kilometers-per-hour (3 supports is the chime warning system. The BCM con-
miles-per-hour) for any other door] tains a chime tone generator to perform the functions
• Driver side seat belt is not fastened with the of the chime warning module. The BCM uses hard-
ignition switch in the On position wired inputs, internal programming, and CCD data
• Head or park lamps are turned on with the igni- bus chime request message inputs to decide when a
tion switch Off and the driver side front door open chime tone is required.
• Key is in the ignition switch with the ignition The BCM is mounted under the driver side outboard
switch Off and the driver side front door open end of the instrument panel, behind the instrument
• Low fuel warning lamp illumination - less than panel support armature and below the outboard switch
about one-eighth tank of fuel remaining pod. Refer to Group 8E - Instrument Panel Systems for
• Rear lamp failure the removal and installation procedures.
• Turn signal remains on for about 1.6 kilometers This group only covers the diagnosis and service of
(one mile) with no decrease in speed or throttle open- the hard-wired inputs used by the BCM to determine
ing that a chime tone should be generated. For diagnosis
• Washer level low lamp illumination. of the BCM, the CCD data bus, or the other elec-
Following are general descriptions of the major tronic modules on the CCD data bus that send chime
components in the chime warning system. Refer to request messages to the BCM, the use of a DRB scan
8W-44 - Interior Lighting or 8W-45 - Body Control tool and the proper Diagnostic Procedures manual
Module in Group 8W - Wiring Diagrams for complete are recommended. The BCM can only be serviced by
circuit descriptions and diagrams. an authorized electronic repair station. Refer to the
latest Warranty Policies and Procedures manual for a
current listing of authorized electronic repair sta-
DESCRIPTION AND OPERATION tions.
BODY CONTROL MODULE DRIVER DOOR AJAR SWITCH

A Body Control Module (BCM) is used on this The driver door ajar switch is mounted to the
model to control and integrate many of the electronic driver side front door latch pillar. The switch closes a
functions and features included on the vehicle. The path to ground for the Body Control Module (BCM)
BCM contains a central processing unit and inter- driver front door ajar switch circuit when the driver
8U - 2 CHIME/BUZZER WARNING SYSTEMS ZJ
door is opened, and opens the ground path when the WARNING: ON VEHICLES EQUIPPED WITH AIR-
driver door is closed. BAGS, REFER TO GROUP 8M - PASSIVE
The driver door ajar switch cannot be repaired RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
and, if faulty or damaged, it must be replaced. Refer STEERING WHEEL, STEERING COLUMN, OR
to Group 8Q - Vehicle Theft/Security Systems for the INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
service procedures. SERVICE. FAILURE TO TAKE THE PROPER PRE-
DRIVER SEAT BELT SWITCH BAG DEPLOYMENT AND POSSIBLE PERSONAL
The driver seat belt switch is integral to the driver INJURY.
seat belt tip-half retractor assembly. The switch is
normally closed, providing a ground path to the Body (1) Open the driver side front door and note
Control Module (BCM) through the seat belt switch whether the interior lamps light. They should light.
sense circuit. The switch monitors the amount of seat If OK, see the diagnosis for the Key-In Ignition
belt webbing wound onto the seat belt retractor Switch or the Headlamp Switch in this group. If not
spool. When the seat belt tip-half webbing is pulled OK, go to Step 2.
out of the retractor far enough to engage the seat (2) Disconnect and isolate the battery negative
belt buckle-half, the switch opens the ground path. cable. Unplug the driver door ajar switch from its
The driver seat belt switch cannot be repaired and, wire harness connector. Check for continuity between
if faulty or damaged, the entire driver seat belt tip- the switch terminal and the switch body. There
half and retractor unit must be replaced. Refer to should be continuity with the switch plunger
Group 23 - Body for the service procedures. released, and no continuity with the switch plunger
depressed. If OK, go to Step 3. If not OK, replace the
KEY-IN IGNITION SWITCH faulty switch.
The key-in ignition switch is integral to the igni- (3) Unplug the black 14-way wire harness connec-
tion switch, which is mounted on the right side of the tor from the Body Control Module (BCM). Check for
steering column. It closes a path to ground for the continuity between the driver door ajar switch wire
Body Control Module (BCM) when the ignition key is harness connector and a good ground. There should
inserted in the ignition lock cylinder. The key-in igni- be no continuity. If OK, go to Step 4. If not OK,
tion switch opens the ground path when the key is repair the short circuit as required.
removed from the ignition lock cylinder. (4) Check for continuity between the driver side
The key-in ignition switch cannot be repaired and, front door ajar switch sense circuit cavities of the
if faulty or damaged, the entire ignition switch must driver door ajar switch wire harness connector and
be replaced. Refer to Group 8D - Ignition Systems for the black 14-way BCM wire harness connector. There
the service procedures. should be continuity. If OK, use a DRB scan tool and
the proper Diagnostic Procedures manual to test the
HEADLAMP SWITCH BCM. If not OK, repair the open circuit as required.
The headlamp switch is integral to the outboard
switch pod located in the instrument panel, outboard DRIVER SEAT BELT SWITCH
of the steering column. It provides a battery voltage For circuit descriptions and diagrams, refer to
signal to the Body Control Module (BCM) park lamp 8W-45 - Body Control Module in Group 8W - Wiring
relay output circuit when the park or head lamps are Diagrams.
turned on. The headlamp switch opens the park lamp
relay output circuit when the headlamp switch is WARNING: ON VEHICLES EQUIPPED WITH AIR-
turned off. BAGS, REFER TO GROUP 8M - PASSIVE
The headlamp switch cannot be repaired and, if RESTRAINT SYSTEMS BEFORE ATTEMPTING ANY
faulty or damaged, the outboard switch pod unit STEERING WHEEL, STEERING COLUMN, OR
must be replaced. Refer to Group 8E - Instrument INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
Panel Systems for the service procedures. SERVICE. FAILURE TO TAKE THE PROPER PRE-
DIAGNOSIS AND TESTING INJURY.
DRIVER DOOR AJAR SWITCH (1) Disconnect and isolate the battery negative
For circuit descriptions and diagrams, refer to cable. Unplug the driver seat belt switch wire har-
8W-45 - Body Control Module in Group 8W - Wiring ness connector from the driver seat belt retractor
Diagrams. behind the B pillar trim. Check for continuity
between the seat belt switch sense circuit and the
ZJ CHIME/BUZZER WARNING SYSTEMS 8U - 3
ground circuit cavities of the seat belt retractor half (3) Unplug the black 24-way wire harness connec-
of the driver seat belt switch wire harness connector. tor from the Body Control Module (BCM). Check for
There should be continuity with the seat belt web- continuity between the key-in ignition switch sense
bing retracted, and no continuity with the seat belt circuit cavity of the key-in ignition switch wire har-
webbing extracted far enough to buckle the seat belt. ness connector and a good ground. There should be
If OK, go to Step 2. If not OK, replace the faulty seat no continuity. If OK, go to Step 4. If not OK, repair
belt tip-half and retractor assembly. the short circuit as required.
(2) Check for continuity between the ground cir- (4) Check for continuity between the key-in igni-
cuit cavity in the body half of the driver seat belt tion switch sense circuit cavities of the key-in igni-
switch wire harness connector and a good ground. tion switch wire harness connector and the black
There should be continuity. If OK, go to Step 3. If not 24-way BCM wire harness connector. There should
OK, repair the circuit to ground as required. be continuity. If OK, use a DRB scan tool and the
(3) Unplug the black 14-way wire harness connec- proper Diagnostic Procedures manual to test the
tor from the Body Control Module (BCM). Check for BCM. If not OK, repair the open circuit as required.
continuity between the seat belt switch sense circuit
cavity in the body half of the driver seat belt switch HEADLAMP SWITCH
wire harness connector and a good ground. There If the park lamps are inoperative, refer to Group
should be no continuity. If OK, go to Step 4. If not 8L - Lamps for diagnosis. If the park lamps operate,
OK, repair the short circuit as required. but there is no chime warning issued with the driver
(4) Check for continuity between the seat belt side front door open, proceed as follows. For circuit
switch sense circuit cavities in the body half of the descriptions and diagrams, refer to 8W-40 - Instru-
driver seat belt switch wire harness connector and ment Cluster or 8W-44 - Interior Lighting in Group
the 14-way BCM wire harness connector. There 8W - Wiring Diagrams.
should be continuity. If OK, use a DRB scan tool and
the proper Diagnostic Procedures manual to test the WARNING: ON VEHICLES EQUIPPED WITH AIR-
BCM. If not OK, repair the open circuit as required. BAGS, REFER TO GROUP 8M - PASSIVE
KEY-IN IGNITION SWITCH STEERING WHEEL, STEERING COLUMN, OR
For circuit descriptions and diagrams, refer to INSTRUMENT PANEL COMPONENT DIAGNOSIS OR
8W-40 - Instrument Cluster or 8W-44 - Interior SERVICE. FAILURE TO TAKE THE PROPER PRE-
Lighting in Group 8W - Wiring Diagrams. CAUTIONS COULD RESULT IN ACCIDENTAL AIR-
STEERING WHEEL, STEERING COLUMN, OR cable. Remove the outboard switch pod from the
INSTRUMENT PANEL COMPONENT DIAGNOSIS OR instrument panel. Unplug the headlamp switch wire
SERVICE. FAILURE TO TAKE THE PROPER PRE- harness connector. Unplug the black 24-way wire
CAUTIONS COULD RESULT IN ACCIDENTAL AIR- harness connector from the Body Control Module
BAG DEPLOYMENT AND POSSIBLE PERSONAL (BCM). Check for continuity between the park lamp
INJURY. relay output circuit cavity of the headlamp switch
(1) Disconnect and isolate the battery negative should be no continuity. If OK, go to Step 2. If not
cable. Unplug the key-in ignition switch wire harness OK, repair the short circuit as required.
connector from the ignition switch. Check for conti- (2) Check for continuity between the park lamp
nuity between the key-in ignition switch sense and relay output circuit cavities of the headlamp switch
ground terminals of the key-in ignition switch. There wire harness connector and the black 24-way BCM
should be continuity with the key inserted in the wire harness connector. There should be continuity. If
ignition lock cylinder, and no continuity with the key OK, use a DRB scan tool and the proper Diagnostic
removed from the ignition lock cylinder. If OK, go to Procedures manual to test the BCM. If not OK,
Step 2. If not OK, replace the faulty ignition switch repair the open circuit as required.
assembly.
(2) Check for continuity between the ground cir-
cuit cavity of the key-in ignition switch wire harness
connector and a good ground. There should be conti-
nuity. If OK, go to Step 3. If not OK, repair the open
circuit to ground as required.
8U - 4 CHIME/BUZZER WARNING SYSTEMS ZJ
REMOVAL AND INSTALLATION • Driver seat belt switch - refer to Group 23 -

Body
CHIME WARNING SYSTEM SWITCHES • Headlamp switch - refer to Group 8E - Instru-
Service procedures for the various hard-wired ment Panel Systems
switches used in the chime warning system can be • Key-in ignition switch - refer to Group 8D - Igni-
found in the appropriate group as follows: tion Systems.
• Driver door ajar switch - refer to Group 8Q -
Vehicle Theft/Security Systems
ZJ OVERHEAD CONSOLE SYSTEMS 8V - 1
OVERHEAD CONSOLE SYSTEMS

CONTENTS
page page
GENERAL INFORMATION COMPASS DEMAGNETIZING . . . . . . . . . . . . . . . 5

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 1 COMPASS VARIATION ADJUSTMENT . . . . . . . . 4
COMPASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 AMBIENT TEMPERATURE SENSOR . . . . . . . . . . 8
GARAGE DOOR OPENER STORAGE BIN . . . . . . 2 GARAGE DOOR OPENER STORAGE BIN
READING AND COURTESY LAMP . . . . . . . . . . . 2 DOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
SUNGLASSES STORAGE BIN . . . . . . . . . . . . . . . 3 OVERHEAD CONSOLE . . . . . . . . . . . . . . . . . . . . 6
THERMOMETER . . . . . . . . . . . . . . . . . . . . . . . . . 2 PUSH BUTTON MODULE . . . . . . . . . . . . . . . . . . 8
TRIP COMPUTER . . . . . . . . . . . . . . . . . . . . . . . . 1 READING AND COURTESY LAMP BULB . . . . . . 8
DIAGNOSIS AND TESTING SUNGLASSES STORAGE BIN . . . . . . . . . . . . . . . 8
THERMOMETER . . . . . . . . . . . . . . . . . . . . . . . . . 4 TRIP COMPUTER, COMPASS, AND
TRIP COMPUTER, COMPASS, AND THERMOMETER DISPLAY MODULE . . . . . . . . 7
THERMOMETER DISPLAY MODULE . . . . . . . . 3 SPECIAL TOOLS
SERVICE PROCEDURES COMPASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
COMPASS CALIBRATION . . . . . . . . . . . . . . . . . . 4
GENERAL INFORMATION interfaces with other modules in the vehicle on the

INTRODUCTION The CCD data bus network allows the sharing of
Two overhead consoles featuring a mini trip com- sensor information. This helps to reduce wire har-
puter, an electronic compass, and an outside ambient ness complexity, reduce internal controller hardware,
temperature thermometer are available factory-in- and reduce component sensor current loads. At the
stalled options on this model. A long version of the same time, this system provides increased reliability,
overhead console is used on models without a power enhanced diagnostics, and allows the addition of
sunroof option. A short version of the overhead con- many new feature capabilities.
sole is used on models with a power sunroof option. Some of the functions and features that the trip
The long overhead console also includes two front- computer supports and/or controls, include the fol-
mounted and two rear-mounted reading and courtesy lowing display options:
lamps, a garage door opener storage bin, and a sun- • Compass and temperature
glasses storage bin. The short overhead console also • Trip odometer (ODO)
includes two reading and courtesy lamps and houses • Average fuel economy (AVG ECO)
the power sunroof switch. • Instant fuel economy (ECO)
Following are general descriptions of the major • Distance to empty (DTE)
components used in the overhead console. Refer to • Elapsed time (ET)
8W-49 - Overhead Console in Group 8W - Wiring • Blank display.
Diagrams for complete circuit descriptions and dia- Momentarily depressing and releasing the Step
grams. button when the ignition switch is in the On position
will cause the overhead console display to step
sequentially through the listed display options.
DESCRIPTION AND OPERATION Momentarily depressing and releasing the U.S./Met-
ric button toggles the display between U.S. and Met-
TRIP COMPUTER ric measurements. For more information on the trip
A mini trip computer is available on this model to computer features and functions, refer to the owner’s
provide several electronic functions and features. The manual in the vehicle glove box.
trip computer contains a central processing unit and The push button (Step and U.S./Metric) switch
module in the overhead console is hard-wired to the
8V - 2 OVERHEAD CONSOLE SYSTEMS ZJ
trip computer. The compass flux-gate unit is integral may take the thermometer display several minutes
to the trip computer, compass, and thermometer dis- to respond to a major temperature change, such as
play module unit. Data input for all other trip com- driving out of a heated garage into winter tempera-
puter functions is received through CCD data bus tures.
messages. The trip computer uses its internal pro- When the ignition switch is turned to the Off posi-
gramming and all of these inputs to calculate and tion, the last displayed temperature reading stays in
display the requested data. If the data displayed is the thermometer unit memory. When the ignition
incorrect, perform the self-diagnostic tests as switch is turned to the On position again, the ther-
described in this group. If these tests prove inconclu- mometer will display the memory temperature for
sive, the use of a DRB scan tool and the proper Diag- one minute; then update the display to the current
nostic Procedures manual are recommended for average temperature reading within five minutes.
further testing of the trip computer and the CCD The thermometer function is supported by an
data bus. ambient temperature sensor. The sensor is mounted
The trip computer, compass, and thermometer dis- outside the passenger compartment near the front
play module cannot be repaired, and are only avail- and center of the vehicle and is hard-wired to the
able for service as a unit. If faulty, the complete Body Control Module (BCM). The BCM sends a tem-
module must be replaced. The push button (Step and perature status message to the overhead console over
U.S./Metric) switch module is serviced separately. the Chrysler Collision Detection (CCD) data bus net-
work. The ambient temperature sensor is available
COMPASS as a separate service item.
The compass will display the direction in which the The thermometer, compass, and trip computer dis-
vehicle is pointed using the eight major compass play module cannot be repaired, and are only avail-
headings (Examples: north is N, northeast is NE). It able for service as a unit. If faulty, the complete
does not display the headings in actual degrees. module must be replaced. The push button (Step and
The self-calibrating compass unit requires no U.S./Metric) switch module and ambient temperature
adjusting in normal use. The only calibration that sensor are serviced separately.
may prove necessary is to drive the vehicle in three
complete circles, on level ground, in not less than 48 READING AND COURTESY LAMP
seconds. This will reorient the compass unit to its All reading and courtesy lamps located in the over-
vehicle. head console are activated by the door ajar switches.
The compass unit also will compensate for magne- When the doors are closed, the lamps can be individ-
tism the body of the vehicle may acquire during nor- ually activated by depressing the corresponding lens.
mal use. However, avoid placing anything magnetic When a door is open, depressing the lamp lens
directly on the roof of the vehicle. Magnetic mounts switches will not turn the lamps off. Refer to Group
for an antenna, a repair order hat, or a funeral pro- 8L - Lamps, for diagnosis of the reading and courtesy
cession flag can exceed the compensating ability of lamps.
the compass unit if placed on the roof panel. Mag- The reading and courtesy lamp lens, and bulbs are
netic bit drivers used on the fasteners that hold the available for service replacement. The reading and
assembly to the roof header can also affect compass courtesy lamp holders and switches are only avail-
operation. If the vehicle roof should become magne- able as part of the overhead console wire harness. If
tized, the demagnetizing and calibration procedures any reading lamp switch is faulty or damaged, the
found in this group may be required to restore proper wire harness and all four switches must be replaced.
compass operation.
The compass, trip computer, and thermometer dis- GARAGE DOOR OPENER STORAGE BIN
play module cannot be repaired, and are only avail- A compartment in the long-type overhead console
able for service as a unit. If faulty, the complete is designed to hold most garage door opener remote
module must be replaced. The push button (Step and control transmitters. The transmitter is mounted
U.S./Metric) switch module is serviced separately. within the compartment with an adhesive-backed
hook and loop fastener patch.
THERMOMETER With the transmitter mounted in the storage bin,
The thermometer displays the outside ambient adapter pegs located on the front of the storage bin
temperature. The temperature display can be door are selected and mounted on a post near the
changed from Fahrenheit to Celsius using the U.S./ center of the storage bin door. The peg(s) selected
Metric button, located just rearward of the display and/or the post must be long enough to depress the
module. The displayed temperature is not an instant button of the transmitter, when the garage door
reading of conditions, but an average temperature. It opener storage bin door is depressed. The pegs may
be stacked, if necessary. Refer to the owner’s manual Step 5. If not OK, repair the open circuit to the junc-
in the vehicle glove box for more information. tion block as required.
A transmitter mounting kit including the adhesive- (5) Turn the ignition switch to the On position.
backed hook and loop fastener material and a selec- Check for battery voltage at the fused ignition switch
tion of pegs is available for service. The garage door output circuit cavity of the overhead console wire
opener storage bin door assembly is also available for harness connector. If OK, proceed to the Self-Diag-
service replacement. nostic Test in this group for further diagnosis of the
module and the CCD data bus. If not OK, repair the
SUNGLASSES STORAGE BIN open circuit to the junction block as required.
A sunglasses storage bin is included in the long-
type overhead console. The interior of the bin is lined SELF-DIAGNOSTIC TEST
with a foam rubber padding material to protect the A self-diagnostic test is used to determine that the
sunglasses from being scratched. This bin features a trip computer, compass, thermometer, and all of the
push/push-type latching mechanism, and a viscous display module segments are operating properly elec-
dampening system for a fluid opening action. trically. Initiate the self-diagnostic test as follows:
The sunglasses storage bin door, latch, viscous (1) With the ignition switch in the Off position,
damper, hinge spring and housing are available for simultaneously press and hold the Step button and
service only as a complete module. If any part of this the U.S./Metric button.
unit is faulty or damaged, the entire module must be (2) Turn the ignition switch to the On position.
replaced. (3) Continue to hold both buttons until the display
module performs a display segment test. In this test,
all of the vacuum fluorescent display segments are
DIAGNOSIS AND TESTING lighted. This test will:
a. Verify that all display segments are functional
TRIP COMPUTER, COMPASS, AND b. Check the internal circuitry of the module
THERMOMETER DISPLAY MODULE c. Check that all of the CCD data bus messages
If the problem with the trip computer, compass, needed are being received.
and thermometer display module is an inaccurate or (4) Respond to the respective test results as fol-
scrambled display, use the Self-Diagnostic Test proce- lows. If all tests are passed, the module will automat-
dures. If the problem is incorrect display lighting lev- ically return to normal operation.
els, use a DRB scan tool and the proper Diagnostic d. In the display segment test, if any segment
Procedures manual to test for the correct dimming should fail to light the unit is faulty and must be
message inputs being received from the Body Control replaced.
Module (BCM) over the Chrysler Collision Detection e. If the internal circuitry test is failed, the module
(CCD) data bus. If the problem is a no-display condi- will display “FAIL”. If “FAIL” is displayed, the unit is
tion, use the following procedures. For circuit faulty and must be replaced.
descriptions and diagrams, refer to 8W-49 - Overhead f. If the CCD data bus message test is failed, the
Console in Group 8W - Wiring Diagrams. module will display “CCD”. If “CCD” is displayed, the
(1) Check the fuses in the junction block. If OK, go use of a DRB scan tool and the proper Diagnostic
to Step 2. If not OK, repair the shorted circuit or Procedures manual are required for further diagno-
component as required and replace the faulty fuse(s). sis.
(2) Turn the ignition switch to the On position. (5) Momentarily depress and release either button
Check for battery voltage at the fused ignition switch one time to exit the self-diagnostic test mode and
output fuse in the junction block. If OK, go to Step 3. return the trip computer, compass, and thermometer
If not OK, repair the open circuit to the ignition display module to normal operation.
switch as required.
(3) Turn the ignition switch to the Off position. NOTE: If the compass functions, but accuracy is
Disconnect and isolate the battery negative cable. suspect, it may be necessary to perform a variation
Remove the overhead console as described in this adjustment. This procedure allows the compass
group. Check for continuity between the ground cir- unit to accommodate variations in the earth’s mag-
cuit cavity of the overhead console wire harness con- netic field strength, based on geographic location.
nector and a good ground. There should be See the Compass Variation Adjustment procedures,
continuity. If OK, go to Step 4. If not OK, repair the in this group.
open circuit to ground as required.
(4) Connect the battery negative cable. Check for
battery voltage at the fused B(+) circuit cavity of the
overhead console wire harness connector. If OK, go to
NOTE: If the compass reading has blanked out, and (3) Check for continuity between the sensor return
only “CAL” appears in the display module, demag- circuit and the ambient temperature sensor signal
netizing may be necessary to remove excessive circuit cavities of the black 24-way BCM wire har-
residual magnetic fields from the vehicle. See the ness connector. There should be continuity. If OK, go
Compass Demagnetizing procedure, in this group. to Step 4. If not OK, repair the open circuit as
required.
(4) Remove the jumper wire from the ambient tem-
THERMOMETER perature sensor wire harness connector. Check for
The thermometer function is supported by a ambi- continuity between the sensor return circuit cavity of
ent temperature sensor, a wiring circuit, the Body the black 24-way BCM wire harness connector and a
Control Module (BCM), the Chrysler Collision Detec- good ground. There should be no continuity. If OK, go
tion (CCD) data bus, and a portion of the overhead to Step 5. If not OK, repair the short circuit as
console trip computer, compass, and thermometer required.
display module display. The sensor is mounted out- (5) Check for continuity between the ambient tem-
side the passenger compartment near the front and perature sensor signal circuit cavity of the black
center of the vehicle. 24-way BCM wire harness connector and a good
If any portion of the ambient temperature sensor ground. There should be no continuity. If OK, see the
circuit fails, the thermometer display will self-diag- Trip Computer, Compass, and Thermometer Display
nose the circuit. An “SC” (short circuit) will appear in Module diagnosis in this group. If not OK, repair the
the display in place of the temperature, when the short circuit as required.
sensor is exposed to temperatures above 55° C (131°
F), or if the sensor circuit is shorted. An “OC” (open
circuit) will appear in the display in place of the tem- SERVICE PROCEDURES
perature, when the sensor is exposed to temperatures
below -40° C (-40° F), or if the sensor circuit is open. COMPASS VARIATION ADJUSTMENT
The ambient temperature sensor circuit can also be Variance is the difference between magnetic north
diagnosed using the following Sensor Test, and Sen- and geographic north. In some geographic locations,
sor Circuit Test. If the temperature sensor and cir- the difference between magnetic and geographic
cuit are confirmed to be OK, but the temperature north is great enough to cause the compass to give
display is inoperative or incorrect, see the Trip Com- false readings. If this problem occurs, the compass
puter, Compass, and Thermometer Display Module variance must be set.
diagnosis in this group. For circuit descriptions and To set the compass variance:
diagrams, refer to 8W-45 - Body Control Module and (1) Using the Variance Settings map, find your
8W-49 - Overhead Console in Group 8W - Wiring geographic location and note the zone number (Fig.
Diagrams. 1).
(2) Turn the ignition switch to the On position. If
SENSOR TEST the compass/temperature data is not currently being
(1) Turn the ignition switch to the Off position. displayed, momentarily depress and release the Step
Disconnect and isolate the battery negative cable. button to step through the display options until you
Unplug the temperature sensor wire harness connec- have reached the compass/temperature display.
tor. (3) Depress both the U.S./Metric, and the Step but-
(2) Measure the resistance of the temperature sen- tons. Hold the buttons down until “VAR” appears in
sor. At -40° C (-40° F), the sensor resistance is 336 the display. This takes about five seconds.
kilohms. At 55° C (140° F), the sensor resistance is (4) Release both of the buttons. The current vari-
2.488 kilohms. The sensor resistance should read ance zone number setting will appear in the display.
between these two values. If OK, go to the Sensor (5) Press and release the U.S./Metric button to
Circuit Test. If not OK, replace the faulty sensor. step through the zone numbers, until the zone num-
ber for your geographic location appears in the dis-
SENSOR CIRCUIT TEST play.
(1) Turn the ignition switch to the Off position. (6) Press the Step button to enter this zone num-
Disconnect and isolate the battery negative cable. ber into the compass unit memory.
Unplug the ambient temperature sensor wire har- (7) Confirm that the correct directions are now
ness connector and the black 24-way Body Control indicated by the compass.
Module (BCM) wire harness connector.
(2) Connect a jumper wire between the two termi-
nals in the body half of the sensor wire harness con-
nector.
Fig. 1 Variance Settings

COMPASS CALIBRATION the display. This takes about ten seconds, and
appears about five seconds after “VAR” is displayed.
CAUTION: Do not place any external magnets, such (3) Release both of the buttons.
as magnetic roof mount antennas, in the vicinity of (4) Drive the vehicle on a level surface, away from
the compass. Do not use magnetic tools when ser- large metal objects, through three or more complete
vicing the overhead console. circles in not less than 48 seconds. The “CAL” mes-
sage will disappear from the display to indicate that
The electronic compass unit features a self-cali- the compass is now calibrated.
brating design, which simplifies the calibration pro-
cedure. This feature automatically updates the NOTE: If the “CAL” message remains in the dis-
compass calibration while the vehicle is being driven. play, either there is excessive magnetism near the
This allows the compass unit to compensate for small compass, or the unit is faulty. Repeat the demagne-
changes in the residual magnetism that the vehicle tizing and calibration procedures at least one more
may acquire during normal use. Do not attempt to time.
calibrate the compass near large metal objects such
as other vehicles, large buildings, or bridges.
NOTE: If the wrong direction is still indicated in the
NOTE: Whenever the compass is calibrated manu- compass display, the area selected for calibration
ally, the variation number must also be reset. See may be too close to a strong magnetic field. Repeat
the Compass Variation Adjustment procedure, in the calibration procedure in another location.
this group.
Calibrate the compass manually as follows: COMPASS DEMAGNETIZING

(1) Start the engine. If the compass/temperature A degaussing tool (Special Tool 6029) is used to
data is not currently being displayed, momentarily demagnetize, or degauss, the overhead console for-
depress and release the Step button to step through ward mounting screw(s) and the roof panel. Equiva-
the display options until you have reached the com- lent units must be rated as continuous duty for 110/
pass/temperature display. 115 volts and 60 Hz. They must also have a field
(2) Depress both the U.S./Metric, and the Step but- strength of over 350 gauss at 7 millimeters (0.25
tons. Hold the buttons down until “CAL” appears in inch) beyond the tip of the probe.
To demagnetize the roof panel and the overhead (7) Plug in the degaussing tool, while keeping the
console forward mounting screw(s), proceed as fol- tool at least 61 centimeters (2 feet) away from the
lows: compass unit.
(1) Be certain the ignition switch is in the Off posi- (8) Slowly approach the center line of the roof
tion, before you begin the demagnetizing procedure. panel at the windshield header, with the degaussing
(2) Plug in the degaussing tool, while keeping the tool plugged in.
tool at least 61 centimeters (2 feet) away from the (9) Contact the roof panel with the plastic coated
compass unit. tip of the degaussing tool. Be sure that the template
(3) Slowly approach the head of the overhead con- is in place to avoid scratching the roof panel. Using a
sole forward mounting screw with the degaussing slow, back-and-forth sweeping motion, and allowing
tool plugged in. 13 millimeters (0.50 inch) between passes, move the
(4) Contact the head of each screw with the plastic tool at least 11 centimeters (4 inches) to each side of
coated tip of the degaussing tool for about two sec- the roof center line, and 28 centimeters (11 inches)
onds. back from the windshield header.
(5) With the degaussing tool still energized, slowly (10) With the degaussing tool still energized,
back it away from the screw. When the tip of the tool slowly back it away from the roof panel. When the
is at least 61 centimeters (2 feet) from the screw tip of the tool is at least 61 centimeters (2 feet) from
head, unplug the tool. the roof panel, unplug the tool.
(6) Place a piece of paper approximately 22 by 28 (11) Calibrate the compass and adjust the compass
centimeters (8.5 by 11 inches), oriented on the vehicle variance as described in this group.
lengthwise from front to rear, on the center line of
the roof at the windshield header (Fig. 2). The pur-
pose of the paper is to protect the roof panel from REMOVAL AND INSTALLATION
scratches, and to define the area to be demagnetized.
OVERHEAD CONSOLE
LONG-TYPE
cable.
(2) Remove the single screw located forward of the
display module that secures the overhead console to
the upper windshield opening reinforcement (Fig. 3).
Fig. 2 Roof Demagnetizing Pattern

Fig. 3 Overhead Console Remove/Install - Long-
Type
(3) To release the overhead console from the rear (6) Unplug one wire harness connector from the
mounting bracket, slide the console forward until the power sunroof switch.
rear of the console separates from the bracket. (7) Remove the overhead console from the vehicle.
(4) Lower the overhead console far enough to (8) Reverse the removal procedures to install.
access the two wire harness connectors. Tighten the overhead console mounting screw to 2.2
(5) Unplug one wire harness connector near the N·m (20 in. lbs.).
push button module towards the front of the over-
head console. TRIP COMPUTER, COMPASS, AND
(6) Unplug one wire harness connector from the THERMOMETER DISPLAY MODULE
reading and courtesy lamp module near the rear of (1) Remove the overhead console from the vehicle.
the overhead console. See Overhead Console in this group for the proce-
(7) Remove the overhead console from the vehicle. dures.
(8) Reverse the removal procedures to install. (2) Remove the two screws that secure the forward
Tighten the overhead console mounting screw to 2.2 end of the trip computer, compass, and thermometer
N·m (20 in. lbs.). display module to the overhead console housing (Fig.
5).
SHORT-TYPE
cable.
(2) Remove the single screw located forward of the
display module that secures the overhead console to
the upper windshield opening reinforcement (Fig. 4).
Fig. 5 Trip Computer, Compass, and Thermometer

Display Module Remove/Install - Typical
(3) Gently flex the sides of the overhead console
housing as required to release the trip computer,
compass, and thermometer display module mounting
pins.
Fig. 4 Overhead Console Remove/Install - Short-
(4) Pull the trip computer, compass, and thermom-
Type
eter display module away from the overhead console
(3) Using a trim stick or another suitable wide housing far enough to access the two wire harness
flat-bladed tool, gently pry downwards at the rear connectors.
edge of the overhead console housing to release the (5) Unplug the overhead console and push button
two snap clip retainers that secure the console to the module wire harness connectors from the trip com-
mounting bracket. puter, compass, and thermometer display module.
(4) Lower the overhead console far enough to (6) Remove the trip computer, compass, and ther-
access the two wire harness connectors. mometer display module from the overhead console
(5) Unplug one wire harness connector from the housing.
trip computer, compass, and thermometer display
module.
(7) Reverse the removal procedures to install. SUNGLASSES STORAGE BIN
Tighten the mounting screws to 2.2 N·m (20 in. lbs.). The sunglasses storage bin door and bin, housing,
damper, spring and latch are serviced only as a unit.
PUSH BUTTON MODULE Remove the sunglasses storage bin module from the
(1) Remove the overhead console from the vehicle. overhead console as follows:
See Overhead Console in this group for the proce- (1) Remove the overhead console from the vehicle.
dures. See Overhead Console in this group for the proce-
(2) Unplug the push button module wire harness dures.
connector from the trip computer, compass, and ther- (2) Disengage the overhead console courtesy lamp
mometer display module. wire harness from the retainers molded into the sun-
(3) Remove the four screws (long-type console) or glasses storage bin housing.
two screws (short-type console) that secure the push (3) Remove the screws that secure the sunglasses
button module to the overhead console housing. storage bin module to the overhead console housing.
(4) Remove the push button module from the over- (4) Remove the sunglasses storage bin module
head console. from the overhead console.
READING AND COURTESY LAMP BULB AMBIENT TEMPERATURE SENSOR

(1) Disconnect and isolate the battery negative (1) Disconnect and isolate the battery negative
cable. cable.
(2) Insert a long, narrow, flat-bladed tool in the (2) Remove the radiator grille from the vehicle.
notch on the edge of the reading and courtesy lamp Refer to Group 23 - Body for the procedures.
lens. (3) Locate the ambient temperature sensor, on the
(3) Gently pry the lens downward from the over- radiator support behind the grille (Fig. 6).
head console housing and pivot the lens down. It may
be necessary to move the tool along the edge of the
lens to free the lens from the console housing.
(4) Unsnap the bulb from the bulb holders by pull-
ing the bulb gently downwards.
(5) Install a new bulb by aligning its base with the
bulb holders and pushing the bulb firmly into place.
(6) Pivot the lens back up into position and press
upward firmly until it snaps into place.
(8) Test the lamp by depressing the lens to check
for proper lamp switching and lighting.
GARAGE DOOR OPENER STORAGE BIN DOOR

(1) Open the garage door opener storage bin door.
flat-bladed tool, gently pry between the door pivot
Fig. 6 Ambient Temperature Sensor Remove/Install
pin and the pivot hole on one side of the overhead
console housing until the pivot pin clears the pivot (4) Unplug the ambient temperature sensor wire
hole. harness connector.
(3) Use a gentle twisting action to remove the (5) Remove the screw that secures the ambient
garage door opener storage bin door from the over- temperature sensor to the radiator support.
head console housing. (6) Remove the ambient temperature sensor from
(4) To install, insert the pivot pin on one side of the vehicle.
the door into the pivot hole in the overhead console (7) Reverse the removal procedures to install.
housing. Gently depress the pivot pin tab on the Tighten the ambient temperature sensor mounting
other side of the door until it clears the side of the screw to 2.2 N·m (20 in. lbs.).
garage door opener storage bin opening and push the
door into the opening. Guide the door into the open-
ing so that the pivot pin snaps into the pivot hole.
SPECIAL TOOLS
COMPASS
Degaussing Tool 6029

ZG WIRING DIAGRAMS 8W - 1
WIRING DIAGRAMS
CONTENTS
page page
AIRBAG SYSTEM . . . . . . . . . . . . . . . . . . . 8W-43-1 OVERHEAD CONSOLE . . . . . . . . . . . . . . . . 8W-49-1

AIR CONDITIONING/HEATER . . . . . . . . . . 8W-42-1 POWER DISTRIBUTION . . . . . . . . . . . . . . 8W-10-1
ANTI-LOCK BRAKES . . . . . . . . . . . . . . . . . 8W-35-1 POWER DOOR LOCKS . . . . . . . . . . . . . . . 8W-61-1
AUDIO SYSTEM . . . . . . . . . . . . . . . . . . . . 8W-47-1 POWER MIRRORS . . . . . . . . . . . . . . . . . . 8W-62-1
BODY CONTROL MODULE . . . . . . . . . . . . 8W-45-1 POWER SEAT . . . . . . . . . . . . . . . . . . . . . . 8W-63-1
CHARGING SYSTEM . . . . . . . . . . . . . . . . . 8W-20-1 POWER SUNROOF . . . . . . . . . . . . . . . . . . 8W-64-1
COMPONENT INDEX . . . . . . . . . . . . . . . . . 8W-02-1 POWER WINDOWS . . . . . . . . . . . . . . . . . . 8W-60-1
CONNECTOR LOCATIONS . . . . . . . . . . . . . 8W-90-1 REAR LIGHTING . . . . . . . . . . . . . . . . . . . . 8W-51-1
CONNECTOR PIN-OUTS . . . . . . . . . . . . . . 8W-80-1 REAR WINDOW DEFOGGER . . . . . . . . . . . 8W-48-1
FRONT LIGHTING . . . . . . . . . . . . . . . . . . . 8W-50-1 SPLICE INFORMATION . . . . . . . . . . . . . . . 8W-70-1
FUEL/IGNITION SYSTEMS . . . . . . . . . . . . 8W-30-1 SPLICE LOCATIONS . . . . . . . . . . . . . . . . . 8W-95-1
GENERAL INFORMATION . . . . . . . . . . . . . 8W-01-1 STARTING SYSTEM . . . . . . . . . . . . . . . . . 8W-21-1
GROUND DISTRIBUTION . . . . . . . . . . . . . 8W-15-1 TRAILER TOW . . . . . . . . . . . . . . . . . . . . . . 8W-54-1
HORN/CIGAR LIGHTER . . . . . . . . . . . . . . . 8W-41-1 TRANSMISSION CONTROL SYSTEM . . . . 8W-31-1
INSTRUMENT CLUSTER . . . . . . . . . . . . . . 8W-40-1 TURN SIGNALS . . . . . . . . . . . . . . . . . . . . . 8W-52-1
INTERIOR LIGHTING . . . . . . . . . . . . . . . . . 8W-44-1 VEHICLE SPEED CONTROL . . . . . . . . . . . 8W-33-1
JUNCTION BLOCK . . . . . . . . . . . . . . . . . . . 8W-12-1 VEHICLE THEFT SECURITY SYSTEM . . . . 8W-39-1
MESSAGE CENTER . . . . . . . . . . . . . . . . . . 8W-46-1 WIPERS . . . . . . . . . . . . . . . . . . . . . . . . . . . 8W-53-1
ZG 8W - 01 GENERAL INFORMATION 8W - 01 - 1
8W-01 GENERAL INFORMATION
INDEX
page page
DESCRIPTION AND OPERATION TROUBLESHOOTING TESTS . . . . . . . . . . . . . . . . 9

CIRCUIT FUNCTIONS . . . . . . . . . . . . . . . . . .... 4 TROUBLESHOOTING TOOLS . . . . . . . . . . . . . . . 8
CIRCUIT INFORMATION . . . . . . . . . . . . . . . .... 4 TROUBLESHOOTING WIRING PROBLEMS . . . . 10
CONNECTOR INFORMATION . . . . . . . . . . . .... 7 SERVICE PROCEDURES
ELECTROSTATIC DISCHARGE (ESD) CONNECTOR AND TERMINAL REPLACEMENT . 12
SENSITIVE DEVICES . . . . . . . . . . . . . . . . . . . . 8 CONNECTOR REPLACEMENT . . . . . . . . . . . . . . 12
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 1 DIODE REPLACEMENT . . . . . . . . . . . . . . . . . . . 14
NOTES, CAUTIONS, and WARNINGS . . . . . . . . . 7 TERMINAL REPLACEMENT . . . . . . . . . . . . . . . . 13
SECTION IDENTIFICATION . . . . . . . . . . . . . . . . . 5 TERMINAL/CONNECTOR REPAIR-MOLEX
SPLICE LOCATIONS . . . . . . . . . . . . . . . . . . . . . . 7 CONNECTORS . . . . . . . . . . . . . . . . . . . . . . . . 11
SYMBOLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 TERMINAL/CONNECTOR REPAIR—THOMAS
TAKE OUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 AND BETTS CONNECTORS . . . . . . . . . . . . . . 11
TERMINOLOGY . . . . . . . . . . . . . . . . . . . . . . . . . . 7 WIRING REPAIR . . . . . . . . . . . . . . . . . . . . . . . . 10
DIAGNOSIS AND TESTING SPECIAL TOOLS
INTERMITTENT AND POOR CONNECTIONS .... 9 WIRING/TERMINAL . . . . . . . . . . . . . . . . . . . . . . 15
DESCRIPTION AND OPERATION Components are shown two ways. A solid line
around a component indicates that the component is
INTRODUCTION complete. A dashed line around a component indi-
Chrysler wiring diagrams are designed to provide cates that the component being shown is not com-
information regarding the vehicles wiring content. In plete. Incomplete components have a reference
order to effectively use Chrysler wiring diagrams to number to indicate the page where the component is
diagnose and repair a Chrysler vehicle, it is impor- shown complete.
tant to understand all of their features and charac- It is important to realize that no attempt is made
teristics. on the diagrams to represent components and wiring
Diagrams are arranged such that the power (B+) as they appear on the vehicle. For example, a short
side of the circuit is placed near the top of the page, piece of wire is treated the same as a long one. In
and the ground (B-) side of the circuit is placed near addition, switches and other components are shown
the bottom of the page. as simply as possible, with regard to function only.
All switches, components, and modules are shown
in the at rest position with the doors closed and the
key removed from the ignition.
8W - 01 - 2 8W - 01 GENERAL INFORMATION ZG
CIRCUIT INFORMATION CIRCUIT FUNCTIONS
Each wire shown in the diagrams contains a code All circuits in the diagrams use an alpha/numeric
which identifies the main circuit, part of the main code to identify the wire and its function. To identify
circuit, gage of wire, and color (Fig. 1). which circuit code applies to a system, refer to the
Circuit Identification Code Chart. This chart shows
the main circuits only and does not show the second-
ary codes that may apply to some models.
CIRCUIT FUNCTION
A BATTERY FEED
B BRAKE CONTROLS
C CLIMATE CONTROLS
D DIAGNOSTIC CIRCUITS
E DIMMING ILLUMINATION CIRCUITS
F FUSED CIRCUITS
G MONITORING CIRCUITS (GAUGES)
H OPEN
I NOT USED
Fig. 1 Wire Code Identification J OPEN
STANDARD K POWERTRAIN CONTROL MODULE
COLOR CODE COLOR TRACER L EXTERIOR LIGHTING
COLOR M INTERIOR LIGHTING
BL BLUE WT N NOT USED
BK BLACK WT O NOT USED
BR BROWN WT P POWER OPTION (BATTERY FEED)
DB DARK BLUE WT Q POWER OPTIONS (IGNITION FEED)
DG DARK GREEN WT R PASSIVE RESTRAINT
GY GRAY BK S SUSPENSION/STEERING
LB LIGHT BLUE BK T TRANSMISSION/TRANSAXLE/
LG LIGHT GREEN BK TRANSFER CASE
OR ORANGE BK U OPEN
PK PINK BK or WT V SPEED CONTROL, WIPER/WASHER
RD RED WT W OPEN
TN TAN WT X AUDIO SYSTEMS
VT VIOLET WT Y OPEN
WT WHITE BK Z GROUNDS
YL YELLOW BK
* WITH TRACER
SECTION IDENTIFICATION SYMBOLS
The wiring diagrams are grouped into individual International symbols are used throughout the wir-
sections. If a component is most likely found in a par- ing diagrams. These symbols are consistent with
ticular group, it will be shown complete (all wires, those being used around the world
connectors, and pins) within that group. For exam-
ple, the Auto Shutdown Relay is most likely to be
found in Group 30, so it is shown there complete. It
can, however, be shown partially in another group if
it contains some associated wiring.
GROUP TOPIC
8W-01 thru 8W-09 General Information and
Diagram Overview
8W-10 thru 8W-19 Main Sources of Power and
Vehicle Grounding
8W-20 thru 8W-29 Starting and Charging
8W-30 thru 8W-39 Powertrain/Drivetrain
Systems
8W-40 thru 8W-49 Body Electrical items and A/C
8W-50 thru 8W-59 Exterior Lighting, Wipers, and
Trailer Tow
8W-60 thru 8W-69 Power Accessories
8W-70 Splice Information
8W-80 Connector Pin Outs
8W-90 Connector Locations
(including grounds)
8W-95 Splice Locations
Wiring Diagram Symbols

TERMINOLOGY
This a list of terms with there definitions used in
the wiring diagrams.
Built-Up-Export . . . . . . . . . . .Vehicles Built For Sale

In Markets Other Than North America
Except-Built-Up-Export . . . . .Vehicles Built For Sale
In North America
LHD . . . . . . . . . . . . . . . . . .Left Hand Drive Vehicles
RHD. . . . . . . . . . . . . . . . .Right Hand Drive Vehicles
ATX . . . .Automatic Transmission-Front Wheel Drive Fig. 3 Connector Identification
MTX . . . . .Manual Transmission-Front Wheel Drive LOCATIONS
AT. . . . . .Automatic Transmission-Rear Wheel Drive Section 8W-90 contains connector/ground location
MT . . . . . . .Manual Transmission-Rear Wheel Drive illustrations. The illustrations contain the connector
SOHC . . . . . . . . . . . .Single Over Head Cam Engine name (or number)/ground number and component
DOHC . . . . . . . . . . . . .Dual Over Head Cam Engine identification. Connector/ground location charts in
Section 8W-90 reference the illustration number for
CONNECTOR INFORMATION components and connectors.
Section 8W-80 shows each connector and the cir-
CAUTION: Not all connectors are serviced. Some
cuits involved with that connector. The connectors
connectors are serviced only with a harness. A typ-
are identified using the name/number on the Dia-
ical example might be the Supplemental Restraint
gram pages.
System connectors. Always check parts availability
before attempting a repair. SPLICE LOCATIONS
Splice Location charts in Section 8W-70 show the
IDENTIFICATION entire splice, and provide references to other sections
In-line connectors are identified by a number, as the splice serves.
follows: Section 8W-95 contains illustrations that show the
• In-line connectors located on the engine com- general location of the splices in each harness. The
partment harness are C100 series numbers. illustrations show the splice by number, and provide
• Connectors located on the instrument panel a written location.
harness are C200 series numbers.
• Connectors located on the body harness are NOTES, CAUTIONS, and WARNINGS
C300 series numbers. Throughout this group additional important infor-
• Jumper harness connectors are C400 series mation is presented in three ways; Notes, Cautions,
numbers. and Warnings.
• Grounds and ground connectors are identi- NOTES are used to help describe how switches or
fied with a “G” and follow the same series number- components operate to complete a particular circuit.
ing as the in-line connector. They are also used to indicate different conditions
Component connectors are identified by the compo- that may appear on the vehicle. For example, an
nent name instead of a number (Fig. 2). Multiple up-to and after condition.
connectors on a component use a C1, C2, etc. identi- CAUTIONS are used to indicate information that
fier (Fig. 3). could prevent making an error that may damage the
vehicle.
WARNINGS provide information to prevent per-
sonal injury and vehicle damage. Below is a list of
general warnings that should be followed any time a
vehicle is being serviced.
WARNING: ALWAYS WEAR SAFETY GLASSES FOR

EYE PROTECTION.
WARNING: USE SAFETY STANDS ANYTIME A PRO-

Fig. 2 Component Identification CEDURE REQUIRES BEING UNDER A VEHICLE.
WARNING: BE SURE THAT THE IGNITION SWITCH (3) When using a voltmeter, be sure to connect the
ALWAYS IS IN THE OFF POSITION, UNLESS THE ground lead first.
PROCEDURE REQUIRES IT TO BE ON. (4) Do not remove the part from its protective
packing until it is time to install the part.
(5) Before removing the part from its package,
WARNING: SET THE PARKING BRAKE WHEN ground the package to a known good ground on the
WORKING ON ANY VEHICLE. AN AUTOMATIC vehicle.
TRANSMISSION SHOULD BE IN PARK. A MANUAL
TRANSMISSION SHOULD BE IN NEUTRAL.
WARNING: OPERATE THE ENGINE ONLY IN A

WELL-VENTILATED AREA.
WARNING: KEEP AWAY FROM MOVING PARTS

WHEN THE ENGINE IS RUNNING, ESPECIALLY THE
FAN AND BELTS.
WARNING: TO PREVENT SERIOUS BURNS, AVOID Fig. 4 Electrostatic Discharge Symbol

CONTACT WITH HOT PARTS SUCH AS THE RADIA-
TOR, EXHAUST MANIFOLD(S), TAIL PIPE, CATA- DIAGNOSIS AND TESTING
LYTIC CONVERTER, AND MUFFLER.
TROUBLESHOOTING TOOLS
When diagnosing a problem in an electrical circuit
WARNING: DO NOT ALLOW FLAME OR SPARKS there are several common tools necessary. These tools
NEAR THE BATTERY. GASES ARE ALWAYS are listed and explained below.
PRESENT IN AND AROUND THE BATTERY. • Jumper Wire - This is a test wire used to con-
nect two points of a circuit. It can be used to bypass
an open in a circuit.
WARNING: ALWAYS REMOVE RINGS, WATCHES,
LOOSE HANGING JEWELRY, AND LOOSE CLOTH- WARNING: NEVER USE A JUMPER WIRE ACROSS
ING. A LOAD, SUCH AS A MOTOR, CONNECTED
BETWEEN A BATTERY FEED AND GROUND.
TAKE OUTS • Voltmeter - Used to check for voltage on a cir-
The abbreviation T/O is used in the component cuit. Always connect the black lead to a known good
location section to indicate a point in which the wir- ground and the red lead to the positive side of the
ing harness branches out to a component. circuit.
ELECTROSTATIC DISCHARGE (ESD) SENSITIVE CAUTION: Most of the electrical components used
DEVICES in today’s vehicle are solid state. When checking
All ESD sensitive components are solid state and a voltages in these circuits use a meter with a 10-me-
symbol (Fig. 4) is used to indicate this. When han- gohm or greater impedance rating.
dling any component with this symbol comply with
the following procedures to reduce the possibility of • Ohmmeter - Used to check the resistance
electrostatic charge build up on the body and inad- between two points of a circuit. Low or no resistance
vertent discharge into the component. If it is not in a circuit means good continuity.
known whether the part is ESD sensitive, assume
CAUTION: - Most of the electrical components used
that it is.
in today’s vehicle are Solid State. When checking
(1) Always touch a known good ground before han-
resistance in these circuits use a meter with a 10-
dling the part. This should be repeated while han-
megohm or greater impedance rating. In addition,
dling the part and more frequently after sliding
make sure the power is disconnected from the cir-
across a seat, sitting down from a standing position,
cuit. Circuits that are powered up by the vehicle
or walking a distance.
electrical system can cause damage to the equip-
(2) Avoid touching electrical terminals of the part,
ment and provide false readings.
unless instructed to do so by a written procedure.
• Probing Tools - These tools are used for probing
terminals in connectors (Fig. 5). Select the proper
size tool from Special Tool Package 6807, and insert
it into the terminal being tested. Use the other end
of the tool to insert the meter probe.
Fig. 5 Probing Tool

INTERMITTENT AND POOR CONNECTIONS
Most intermittent electrical problems are caused
by faulty electrical connections or wiring. It is also
possible for a sticking component or relay to cause a
Fig. 6 Testing for Voltage Potential
problem. Before condemning a component or wiring
assembly check the following items. TESTING FOR CONTINUITY
• Connectors are fully seated (1) Remove the fuse for the circuit being checked
• Spread terminals, or terminal push out or, disconnect the battery.
• Terminals in the wiring assembly are fully (2) Connect one lead of the ohmmeter to one side
seated into the connector/component and locked in of the circuit being tested (Fig. 7).
position (3) Connect the other lead to the other end of the
• Dirt or corrosion on the terminals. Any amount circuit being tested. Low or no resistance means good
of corrosion or dirt could cause an intermittent prob- continuity.
lem
• Damaged connector/component casing exposing
the item to dirt and moisture
• Wire insulation that has rubbed through causing
a short to ground
• Some or all of the wiring strands broken inside
of the insulation covering.
• Wiring broken inside of the insulation
TROUBLESHOOTING TESTS
Before beginning any tests on a vehicles electrical
system use the Wiring Diagrams and study the cir-
cuit. Also refer to the Troubleshooting Wiring Prob-
lems in this section.
TESTING FOR VOLTAGE POTENTIAL

(1) Connect the ground lead of a voltmeter to a
known good ground (Fig. 6).
(2) Connect the other lead of the voltmeter to the
selected test point. The vehicle ignition may need to
be turned ON to check voltage. Refer to the appropri-
ate test procedure.
Fig. 7 Testing for Continuity
TESTING FOR A SHORT TO GROUND TROUBLESHOOTING WIRING PROBLEMS
(1) Remove the fuse and disconnect all items When troubleshooting wiring problems there are
involved with the fuse. six steps which can aid in the procedure. The steps
(2) Connect a test light or a voltmeter across the are listed and explained below. Always check for non-
terminals of the fuse. factory items added to the vehicle before doing any
(3) Starting at the fuse block, wiggle the wiring diagnosis. If the vehicle is equipped with these items,
harness about six to eight inches apart and watch disconnect them to verify these add-on items are not
the voltmeter/test lamp. the cause of the problem.
(4) If the voltmeter registers voltage or the test (1) Verify the problem.
lamp glows, there is a short to ground in that gen- (2) Verify any related symptoms. Do this by per-
eral area of the wiring harness. forming operational checks on components that are
in the same circuit. Refer to the wiring diagrams.
TESTING FOR A SHORT TO GROUND ON (3) Analyze the symptoms. Use the wiring dia-
FUSES POWERING SEVERAL LOADS grams to determine what the circuit is doing, where
(1) Refer to the wiring diagrams and disconnect or the problem most likely is occurring and where the
isolate all items on the suspected fused circuits. diagnosis will continue.
(2) Replace the blown fuse. (4) Isolate the problem area.
(3) Supply power to the fuse by turning ON the (5) Repair the problem.
ignition switch or re-connecting the battery. (6) Verify proper operation. For this step check for
(4) Start connecting the items in the fuse circuit proper operation of all items on the repaired circuit.
one at a time. When the fuse blows the circuit with Refer to the wiring diagrams.
the short to ground has been isolated.
TESTING FOR A VOLTAGE DROP SERVICE PROCEDURES

the side of the circuit closest to the battery (Fig. 8). WIRING REPAIR
(2) Connect the other lead of the voltmeter to the When replacing or repairing a wire, it is important
other side of the switch or component. that the correct gage be used as shown in the wiring
(3) Operate the item. diagrams. The wires must also be held securely in
(4) The voltmeter will show the difference in volt- place to prevent damage to the insulation.
age between the two points. (1) Disconnect battery negative cable.
(2) Remove 1 inch of insulation from each end of
the wire.
(3) Place a piece of heat shrink tubing over one
side of the wire. Make sure the tubing will be long
enough to cover and seal the entire repair area.
(4) Spread the strands of the wire apart on each
part of the exposed wire (example 1) (Fig. 9).
(5) Push the two ends of wire together until the
strands of wire are close to the insulation (example
2) (Fig. 9).
(6) Twist the wires together (example 3) (Fig. 9).
(7) Solder the connection together using rosin core
type solder only. Do not use acid core solder.
(8) Center the heat shrink tubing over the joint,
and heat using a heat gun. Heat the joint until the
tubing is tightly sealed and sealant comes out of both
ends of the tubing.
(9) Secure the wire to the existing ones to prevent
chafing or damage to the insulation.
(10) Connect battery and test all affected systems.
Fig. 8 Testing for Voltage Drop

Fig. 11 Using Special Tool 6742

TERMINAL/CONNECTOR REPAIR—THOMAS AND
BETTS CONNECTORS
(1) Disconnect battery.
(2) Disconnect the connector from its mating half/
component.
Fig. 9 Wire Repair (3) Push in the two lock tabs on the side of the
TERMINAL/CONNECTOR REPAIR-MOLEX connector (Fig. 12).
CONNECTORS
(2) Disconnect the connector from its mating half/
component.
(3) Insert the terminal releasing special tool 6742
into the terminal end of the connector (Fig. 10).
Fig. 12 Thomas and Betts Connector Lock Release

Tabs
(4) Insert the probe end of special tool 6934 into
the back of the connector cavity (Fig. 13).
(5) Grasp the wire and tool 6934 and slowly
remove the wire and terminal from the connector.
Fig. 10 Molex Connector Repair (6) Repair or replace the terminal.
(4) Using special tool 6742 release the locking fin- (7) Install the wire and terminal in the connector.
gers on the terminal (Fig. 11). Fully seat the terminal in the connector.
(5) Pull on the wire to remove it from the connec- (8) Push in the single lock tab on the side of the
tor. connector (Fig. 14).
(6) Repair or replace the connector or terminal, as
necessary.
Fig. 15 Connector Locking Wedge

(8) Insert the connector locking wedge into the
repaired connector, if required.
Fig. 13 Removing Wire Terminal (9) Connect connector to its mating half/compo-
nent.
(10) Connect battery and test all affected systems.
Fig. 14 Single Lock Tab

CONNECTOR REPLACEMENT
(1) Disconnect battery. Fig. 16 Terminal Removal
(2) Disconnect the connector that is to be repaired CONNECTOR AND TERMINAL REPLACEMENT
from its mating half/component. (1) Disconnect battery.
(3) Remove the connector locking wedge, if (2) Disconnect the connector (that is to be
required (Fig. 15). repaired) from its mating half/component.
(4) Position the connector locking finger away from (3) Cut off the existing wire connector directly
the terminal using the proper pick from special tool behind the insulator. Remove six inches of tape from
kit 6680. Pull on the wire to remove the terminal the harness.
from the connector (Fig. 16) (Fig. 17). (4) Stagger cut all wires on the harness side at 1/2
(5) Reset the terminal locking tang, if it has one. inch intervals (Fig. 18).
(6) Insert the removed wire in the same cavity on (5) Remove 1 inch of insulation from each wire on
the repair connector. the harness side.
(7) Repeat steps four through six for each wire in (6) Stagger cut the matching wires on the repair
the connector, being sure that all wires are inserted connector assembly in the opposite order as was done
into the proper cavities. For additional connector pin- on the harness side of the repair. Allow extra length
out identification, refer to the wiring diagrams. for soldered connections. Check that the overall
length is the same as the original (Fig. 18).
TERMINAL REPLACEMENT
(2) Disconnect the connector being repaired from
its mating half. Remove connector locking wedge, if
required (Fig. 19).
(3) Remove connector locking wedge, if required
(Fig. 19).
Fig. 17 Terminal Removal Using Special Tool
Fig. 19 Connector Locking Wedge Tab (Typical)

(4) Position the connector locking finger away from
the terminal using the proper pick from special tool
kit 6680. Pull on the wire to remove the terminal
from the connector (Fig. 20) (Fig. 21).
Fig. 18 Stagger Cutting Wires

(7) Remove 1 inch of insulation from each wire.
side of the wire. Be sure the tubing will be long
part of the exposed wires.
(10) Push the two ends of wire together until the
strands of wire are close to the insulation.
(11) Twist the wires together.
(12) Solder the connection together using rosin
core type solder only. Do not use acid core solder.
(13) Center the heat shrink tubing over the joint Fig. 20 Terminal Removal
and heat using a heat gun. Heat the joint until the (5) Cut the wire 6 inches from the back of the con-
tubing is tightly sealed and sealant comes out of both nector.
ends of the tubing. (6) Remove 1 inch of insulation from the wire on
(14) Repeat steps 8 through 13 for each wire. the harness side.
(15) Re-tape the wire harness starting 1-1/2 inches (7) Select a wire from the terminal repair assem-
behind the connector and 2 inches past the repair. bly that best matches the color wire being repaired.
(16) Re-connect the repaired connector. (8) Cut the repair wire to the proper length and
(17) Connect the battery, and test all affected sys- remove 1 inch of insulation.
tems.
DIODE REPLACEMENT
(1) Disconnect the battery.
(2) Locate the diode in the harness, and remove
the protective covering.
(3) Remove the diode from the harness, pay atten-
tion to the current flow direction (Fig. 22).
Fig. 21 Terminal Removal Using Special Tool

side of the wire. Make sure the tubing will be long
part of the exposed wires.
(11) Push the two ends of wire together until the Fig. 22 Diode Identification
strands of wire are close to the insulation.
(4) Remove the insulation from the wires in the
(12) Twist the wires together.
harness. Only remove enough insulation to solder in
(13) Solder the connection together using rosin
the new diode.
core type solder only. Do not use acid core solder.
(5) Install the new diode in the harness, making
(14) Center the heat shrink tubing over the joint
sure current flow is correct. If necessary refer to the
and heat using a heat gun. Heat the joint until the
appropriate wiring diagram for current flow.
tubing is tightly sealed and sealant comes out of both
(6) Solder the connection together using rosin core
ends of the tubing.
type solder only. Do not use acid core solder.
(15) Insert the repaired wire into the connector.
(7) Tape the diode to the harness using electrical
(16) Install the connector locking wedge, if
tape making, sure the diode is completely sealed
required, and reconnect the connector to its mating
from the elements.
half/component.
(8) Re-connect the battery, and test affected sys-
(17) Re-tape the wire harness starting 1-1/2 inches
tems.
behind the connector and 2 inches past the repair.
(18) Connect battery, and test all affected systems.
SPECIAL TOOLS
WIRING/TERMINAL
Terminal Removing Tool 6932
Probing Tool Package 6807
Terminal Removing Tool 6934
Terminal Pick 6680

ZG 8W - 02 COMPONENT INDEX 8W - 02 - 1
8W-02 COMPONENT INDEX
Component Page Component Page

A/C Compressor Clutch . . . . . . . . . . . . . . . . . .8W-42 Driver Seat Heater Control Module . . . . . . . . .8W-63
A/C Compressor Clutch Relay . . . . . . . . . . . . .8W-42 Duty Cycle Evap/Purge Solenoid . . . . . . . . . . .8W-30
A/C Heater Control . . . . . . . . . . . . . . . . . . . . .8W-42 Electronic Flasher . . . . . . . . . . . . . . . . . . . . . .8W-52
A/C Pressure Switches . . . . . . . . . . . . . . . . . . .8W-42 Electronic Vacuum Modulator . . . . . . . . . . . . .8W-30
Airbag Control Module. . . . . . . . . . . . . . . . . . .8W-43 Engine Coolant Temperature Sensor . . . . . . . .8W-30
Airbags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-43 Engine Starter Motor. . . . . . . . . . . . . . . . . . . .8W-21
Ambient Temperature Sensor. . . . . . . . . . .8W-42, 45 Engine Starter Motor Relay. . . . . . . . . . . . . . .8W-21
Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-47 Floor Console Lamps . . . . . . . . . . . . . . . . . . . .8W-44
Ash Receiver Lamp . . . . . . . . . . . . . . . . . . . . .8W-44 Fog Lamp Relay. . . . . . . . . . . . . . . . . . . . . . . .8W-50
Automatic Day/Night Mirror . . . . . . . . . . . . . .8W-44 Fog Lamp Switch . . . . . . . . . . . . . . . . . . . . . . .8W-50
Automatic Headlamp Light Sensor/ Fog Lamps . . . . . . . . . . . . . . . . . . . . . . . . .8W-50, 51
VTSS LED . . . . . . . . . . . . . . . . . . . . . . . . . .8W-45 Four Wheel Drive Switch. . . . . . . . . . . . . . . . .8W-46
Automatic Headlamp Relay . . . . . . . . . . . . . . .8W-50 Fuel Heater . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30
Automatic Shut Down Relay . . . . . . . . . . . . . .8W-30 Fuel Heater Relay . . . . . . . . . . . . . . . . . . . . . .8W-30
Automatic Temperature Control Module . . . . .8W-42 Fuel Injectors. . . . . . . . . . . . . . . . . . . . . . . . . .8W-30
Back-Up Lamp Switch . . . . . . . . . . . . . . . .8W-44, 51 Fuel Pump Module . . . . . . . . . . . . . . . . . . . . .8W-30
Back-Up Lamps . . . . . . . . . . . . . . . . . . . . . . . .8W-51 Fuel Pump Relay . . . . . . . . . . . . . . . . . . . . . . .8W-30
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-20 Fuel Sender Unit . . . . . . . . . . . . . . . . . . . . . . .8W-30
Battery Temperature Sensor . . . . . . . . . . . . . .8W-30 Fuses (JB) . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-12
Blend Door Actuator . . . . . . . . . . . . . . . . . . . .8W-42 Fuses (PDC). . . . . . . . . . . . . . . . . . . . . . . . . . .8W-10
Blower Motor . . . . . . . . . . . . . . . . . . . . . . . . . .8W-42 Fusible Link. . . . . . . . . . . . . . . . . . . . . . . .8W-10, 20
Blower Motor Resistor Block . . . . . . . . . . . . . .8W-42 G Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-35
Blower Power Module . . . . . . . . . . . . . . . . . . .8W-42 Gauges. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-40
Body Control Module . . . . . . . . . . . . . . . . . . . .8W-45 Generator. . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-20
Brake Pressure Switch . . . . . . . . . . . . . . . . . .8W-40 Glove Box Lamp . . . . . . . . . . . . . . . . . . . . . . .8W-44
Brake Warning Lamp . . . . . . . . . . . . . . . . . . .8W-40 Glow Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30
Camshaft Position Sensor . . . . . . . . . . . . . . . .8W-30 Glow Plug Relay . . . . . . . . . . . . . . . . . . . . . . .8W-30
Cargo Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-44 Grounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-15
Center High Mounted Stop Lamps . . . . . . . . .8W-51 Headlamp Dimmer Switch. . . . . . . . . . . . . . . .8W-50
Check Lamps . . . . . . . . . . . . . . . . . . . . . . . . . .8W-40 Headlamp Leveling Motors . . . . . . . . . . . . . . .8W-50
Cigar Lighter . . . . . . . . . . . . . . . . . . . . . . . . . .8W-41 Headlamp Leveling Switch . . . . . . . . . . . . . . .8W-50
Cigar Lighter Lamp . . . . . . . . . . . . . . . . . . . . .8W-44 Headlamp Switch. . . . . . . . . . . . . . . . . . . . . . .8W-50
Cigar Lighter Relay . . . . . . . . . . . . . . . . . . . . .8W-41 Headlamps. . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-50
Cigar Lighter/Power Outlet . . . . . . . . . . . . . . .8W-41 Heated Seat Backs. . . . . . . . . . . . . . . . . . . . . .8W-63
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . .8W-12 Heated Seat Cushions . . . . . . . . . . . . . . . . . . .8W-63
Clockspring No. 1 . . . . . . . . . . . . . . . . .8W-33, 41, 47 Heated Seat Switch . . . . . . . . . . . . . . . . . . . . .8W-63
Clockspring No. 2 . . . . . . . . . . . . . . . . . . . . . .8W-43 High Pressure Cut-Out Switch . . . . . . . . . . . .8W-30
Clutch Interlock Switch. . . . . . . . . . .8W-10, 21, 21-2 High Speed Cooling Fan Relay . . . . . . . . . . . .8W-30
Clutch Interlock Switch Jumper . . . . . . . .8W-10, 21 Hood Switch. . . . . . . . . . . . . . . . . . . . . . . . . . .8W-39
Controller Anti-Lock Brake . . . . . . . . . . . . . . .8W-35 Horn Relay. . . . . . . . . . . . . . . . . . . . . . . . .8W-39, 41
Coolant Level Sensor . . . . . . . . . . . . . . . . .8W-30, 46 Horn Switch . . . . . . . . . . . . . . . . . . . . . . . .8W-39, 41
Cooling Fan Motor . . . . . . . . . . . . . . . . . . . . . .8W-30 Horns . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-39, 41
Courtesy Lamp Relay . . . . . . . . . . . . . . . . . . .8W-44 Idle Air Control Motor . . . . . . . . . . . . . . . . . . .8W-30
Courtesy Lamps. . . . . . . . . . . . . . . . . . . . . . . .8W-44 Ignition Coil. . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30
Crankshaft Position Sensor . . . . . . . . . . . . . . .8W-30 Ignition Relay . . . . . . . . . . . . . . . . . . . . . . . . .8W-30
Cruise Switches . . . . . . . . . . . . . . . . . . . . .8W-30, 33 Ignition Switch . . . . . . . . . . . . . . . . . . . . . . . .8W-10
Cylinder Lock Switches . . . . . . . . . . . . . . . . . .8W-39 Illumination Lamps . . . . . . . . . . . . . . . . . . . . .8W-40
Data Link Connector . . . . . . . . . . . . . . . . . . . .8W-30 In-Car Temperature Sensor . . . . . . . . . . . . . . .8W-42
Daytime Running Lamp Module . . . . . . . . . . .8W-50 Indicator Lamps. . . . . . . . . . . . . . . . . . . . . . . .8W-40
Diagnostic Connector . . . . . . . . . . . . . . . . . . . .8W-30 Instrument Cluster . . . . . . . . . . . . . . . . . . . . .8W-40
Dome/Reading Lamp . . . . . . . . . . . . . . . . . . . .8W-44 Intake Air Temperature Sensor . . . . . . . . . . . .8W-30
Door Ajar Switches . . . . . . . . . . . . . . . .8W-39, 44, 45 Intermittent Wiper Relay. . . . . . . . . . . . . . . . .8W-53
Door Lock Motors . . . . . . . . . . . . . . . . . . . . . .8W-61 Intermittent Wiper Switch. . . . . . . . . . . . . . . .8W-53
Door Modules . . . . . . . . . . . . . . . . .8W-60, 61, 62, 63 Junction Block . . . . . . . . . . . . . . . . . . . . . . . . .8W-12
8W - 02 - 2 8W - 02 COMPONENT INDEX ZG

Key-In Switch/Halo Lamp . . . . . . . . . . . . . . . .8W-44 Rear Window Defogger . . . . . . . . . . . . . . . . . .8W-48
Lamp Outage Module . . . . . . . . . . . . . . . . . . .8W-51 Rear Window Defogger Relay. . . . . . . . . . . . . .8W-48
Leak Detection Pump . . . . . . . . . . . . . . . . . . .8W-30 Rear Window Defogger Switch. . . . . . . . . . . . .8W-48
License Lamps . . . . . . . . . . . . . . . . . . . . . . . . .8W-51 Rear Wiper Module . . . . . . . . . . . . . . . . . . . . .8W-53
Liftgate Ajar Switch . . . . . . . . . . . .8W-39, 44, 45, 53 Rear Wiper Motor Control . . . . . . . . . . . . . . . .8W-53
Liftgate Cylinder Lock Switch . . . . . . . . . . . . .8W-39 Rear Wiper/Washer Switch . . . . . . . . . . . . . . .8W-53
Liftgate Lock Motor . . . . . . . . . . . . . . . . . . . . .8W-61 Recirculation Door Actuator. . . . . . . . . . . . . . .8W-42
Liftglass Ajar Switch . . . . . . . . . . .8W-39, 44, 45, 53 Remote Radio Switches . . . . . . . . . . . . . . . . . .8W-47
Liftglass Limit Switch . . . . . . . . . . . . . . . . . . .8W-61 Seat Belt Switch . . . . . . . . . . . . . . . . . . . . . . .8W-45
Liftglass Push Button . . . . . . . . . . . . . . . . . . .8W-61 Shift Interlock . . . . . . . . . . . . . . . . . . . . . .8W-31, 33
Liftglass Release Solenoid . . . . . . . . . . . . . . . .8W-61 Side Marker Lamps . . . . . . . . . . . . . . . . . . . . .8W-51
Low Speed Cooling Fan Relay . . . . . . . . . . . . .8W-30 Side Repeaters . . . . . . . . . . . . . . . . . . . . . .8W-50, 52
Lower Hose Coolant Switch . . . . . . . . . . . . . . .8W-30 Sliding Roof Motor . . . . . . . . . . . . . . . . . . . . . .8W-64
Lumbar Motors . . . . . . . . . . . . . . . . . . . . . . . .8W-63 Sliding Roof Position Switch . . . . . . . . . . . . . .8W-64
Lumbar Sensor/Motors. . . . . . . . . . . . . . . . . . .8W-63 Solar Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . .8W-42
Lumbar Switches . . . . . . . . . . . . . . . . . . . . . . .8W-63 Speakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-47
Manifold Absolute Pressure Sensor . . . . . . . . .8W-30 Speedometer . . . . . . . . . . . . . . . . . . . . . . . . . .8W-40
Marker Lamps . . . . . . . . . . . . . . . . . . . . . .8W-50, 52 Splice Information . . . . . . . . . . . . . . . . . . . . . .8W-70
Mass Air Flow Module . . . . . . . . . . . . . . . . . . .8W-30 Stop Lamp Switch . . . . . . . . . . . . . . . . . . . . . .8W-33
Memory Seat Module . . . . . . . . . . . . . . . . . . . .8W-63 Sunroof Control Module . . . . . . . . . . . . . . . . . .8W-64
Memory Set Switch . . . . . . . . . . . . . . . . . . . . .8W-63 Sunroof Switch. . . . . . . . . . . . . . . . . . . . . . . . .8W-64
Mercury Switch . . . . . . . . . . . . . . . . . . . . . . . .8W-44 Switch Pod. . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-44
Mode Door Actuator . . . . . . . . . . . . . . . . . . . . .8W-42 Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-40
MSA Controller . . . . . . . . . . . . . . . . . . . . . . . .8W-30 Tail/Stop Lamps. . . . . . . . . . . . . . . . . . . . . . . .8W-51
Needle Sensor . . . . . . . . . . . . . . . . . . . . . . . . .8W-30 Throttle Position Sensor. . . . . . . . . . . . . . .8W-30, 31
Oil Pressure Gauge . . . . . . . . . . . . . . . . . . . . .8W-40 Torque Converter Clutch Solenoid Control. . . .8W-31
Oil Pressure Sensor . . . . . . . . . . . . . . . . . . . . .8W-30 Trailer Brake Provision . . . . . . . . . . . . . . . . . .8W-54
Output Shaft Speed Sensor . . . . . . . . . . . .8W-30, 31 Trailer Tow Circuit Breaker. . . . . . . . . . . . . . .8W-54
Outside Power Mirrors . . . . . . . . . . . . . . . . . .8W-62 Trailer Tow Connectors . . . . . . . . . . . . . . . . . .8W-54
Overdrive Pressure Switch . . . . . . . . . . . . . . .8W-31 Trailer Tow Relays . . . . . . . . . . . . . . . . . . . . . .8W-54
Overdrive Solenoid Control . . . . . . . . . . . . . . .8W-31 Transmission Control Relay . . . . . . . . . . . . . . .8W-31
Overhead Console . . . . . . . . . . . . . . . . . . . . . .8W-49 Transmission Solenoid Assembly . . . . . . . . . . .8W-31
Oxygen Sensors . . . . . . . . . . . . . . . . . . . . . . . .8W-30 Turn Signal Lamps . . . . . . . . . . .8W-40, 50, 52, 52-4
Park Brake Switch. . . . . . . . . . . . . . . . . . .8W-45, 50 Turn Signal/Hazard Warning Switch . . . . . . . .8W-52
Park Lamp Relay. . . . . . . . . . . . . . . . . . . . . . .8W-50 Underdrive Solenoid Control . . . . . . . . . . . . . .8W-31
Park Lamps . . . . . . . . . . . . . . . . . . . . . . . .8W-50, 52 Underhood Lamp . . . . . . . . . . . . . . . . . . . . . . .8W-44
Park/Neutral Position Switch . . . . . . . . . . . . .8W-44 Universal Garage Door Opener . . . . . . . . . . . .8W-44
Passenger Seat Heater Control Module . . . . . .8W-63 Upper Hose Coolant Switch . . . . . . . . . . . . . . .8W-30
Pedal Position Sensor . . . . . . . . . . . . . . . . . . .8W-30 Vehicle Information Center/
Power Amplifier . . . . . . . . . . . . . . . . . . . . . . . .8W-47 Graphic Display Module . . . . . . . . . . . . . . .8W-46
Power Antenna . . . . . . . . . . . . . . . . . . . . . . . .8W-47 Vehicle Speed Control Servo . . . . . . . . . . . . . .8W-33
Power Antenna Relay. . . . . . . . . . . . . . . . . . . .8W-47 Vehicle Speed Control/Horn Switch . . . . . .8W-39, 41
Power Distribution Center . . . . . . . . . . . . . . . .8W-10 Vehicle Speed Sensor . . . . . . . . . . . . . . . . .8W-31, 33
Power Outlet . . . . . . . . . . . . . . . . . . . . . . . . . .8W-41 Visor/Vanity Lamps . . . . . . . . . . . . . . . . . . . . .8W-44
Power Seat Horizontal Motor Sensors . . . . . . .8W-63 Volt Meter . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-40
Power Seat Horizontal Motors . . . . . . . . . . . . .8W-63 Warning Lamps . . . . . . . . . . . . . . . . . . . . . . . .8W-40
Power Seat Recliner Motor Sensors . . . . . . . . .8W-63 Water In Fuel Sensor. . . . . . . . . . . . . . . . . . . .8W-30
Power Seat Recliner Motors. . . . . . . . . . . . . . .8W-63 Wheel Speed Sensors . . . . . . . . . . . . . . . . . . . .8W-35
Power Seat Riser Motor Sensors . . . . . . . . . . .8W-63 Windshield Washer Pump Motor . . . . . . . . . . .8W-53
Power Seat Riser Motors . . . . . . . . . . . . . . . . .8W-63 Windshield Wiper Motor . . . . . . . . . . . . . . . . .8W-53
Power Seat Switches . . . . . . . . . . . . . . . . . . . .8W-63 Wiper Fluid Level Sensor. . . . . . . . . . . . . .8W-46, 53
Power Window Motors . . . . . . . . . . . . . . . . . . .8W-60
Power Window Switches . . . . . . . . . . . . . . . . .8W-60
Powertrain Control Module . . . . . . . . . . . . . . .8W-30
Radio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-47
Rear Fog Lamp Relay . . . . . . . . . . . . . . . . . . .8W-51
Rear Washer Pump Motor . . . . . . . . . . . . . . . .8W-53
ZG 8W - 10 POWER DISTRIBUTION 8W - 10 - 1
8W-10 POWER DISTRIBUTION

A/C Compressor Clutch. . . . . . . . . . . . . . . . .8W-10-8 Fuse 10 (PDC). . . . . . . . . . . . . . . . . . . . .8W-10-7, 13
A/C Compressor Clutch Relay . . . . . .8W-10-8, 19, 22 Fuse 11 (JB) . . . . . . . . . . . . . . . . . . . . . . . .8W-10-12
Automatic Headlamp Relay . . . . . . . . . . . .8W-10-15 Fuse 11 (PDC) . . . . . . . . . . . . . . . . . . . . .8W-10-7, 14
Automatic Shutdown Relay . . . . . . .8W-10-19, 20, 22 Fuse 12 (JB) . . . . . . . . . . . . . . . . . . . . . . . .8W-10-12
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-10-7 Fuse 13 (JB) . . . . . . . . . . . . . . . . . . . . . . . .8W-10-16
Blower Motor . . . . . . . . . . . . . . . . . . . . . . .8W-10-10 Fuse 13 (PDC). . . . . . . . . . . . . . . . . . . . .8W-10-7, 15
Blower Power Module . . . . . . . . . . . . . . . . .8W-10-10 Fuse 14 (JB) . . . . . . . . . . . . . . . . . . . . . . . .8W-10-13
Body Control Module . . . . . . . . . . . . . . . . .8W-10-19 Fuse 14 (PDC). . . . . . . . . . . . . . . . . . . . .8W-10-7, 14
Brake Pressure Switch . . . . . . . . . . . . . . . .8W-10-11 Fuse 15 (JB) . . . . . . . . . . . . . . . . . . . . . . . .8W-10-13
Circuit Breaker 1 . . . . . . . . . . . . . . . . . . . .8W-10-13 Fuse 15 (PDC). . . . . . . . . . . . . . . . . . . . .8W-10-7, 16
Circuit Breaker 2 . . . . . . . . . . . . . . . . . . . .8W-10-14 Fuse 16 (JB) . . . . . . . . . . . . . . . . . . . . . . . .8W-10-16
Circuit Breaker 3 . . . . . . . . . . . . . . . . . . . .8W-10-16 Fuse 16 (PDC) . . . . . . . . . . . . . . . . . .8W-10-7, 17, 18
Clutch Interlock Switch. . . . . . . . . . . . . . . .8W-10-11 Fuse 17 (JB) . . . . . . . . . . . . . . . . . . . . . . . .8W-10-15
Clutch Interlock Switch Jumper . . . . . . . . .8W-10-11 Fuse 17 (PDC). . . . . . . . . . . . . . . . . . . . .8W-10-7, 17
Controller Anti-Lock Brake . . . . . . . . . . .8W-10-9, 14 Fuse 18 (JB) . . . . . . . . . . . . . . . . . . . . . . . .8W-10-13
Daytime Running Lamp Module . . . . . . . . .8W-10-15 Fuse 18 (PDC) . . . . . . . . . . . . . . . . .8W-10-12, 17, 18
Diagnostic Connector . . . . . . . . . . . . . . .8W-10-9, 19 Fuse 19 (PDC) . . . . . . . . . . . . . . . . . .8W-10-7, 17, 18
Downstream Heated Oxygen Sensor . . . . . .8W-10-21 Fuse 20 (JB) . . . . . . . . . . . . . . . . . . . . . . . .8W-10-16
Duty Cycle Evap/Purge Solenoid. . . . . . . . .8W-10-19 Fuse 20 (PDC) . . . . . . . . . . . . . . . . . .8W-10-7, 20, 22
Electronic Vacuum Modulator . . . . . . . . . . .8W-10-23 Fuse 21 (JB) . . . . . . . . . . . . . . . . . . . . . . . .8W-10-16
Engine Starter Motor . . . . . . . . . . . . . . . . .8W-10-10 Fuse 21 (PDC) . . . . . . . . . . . . . . . . . . . . . . .8W-10-8
Engine Starter Motor Relay . . . . . . . . .8W-10-10, 11 Fuse 22 (JB) . . . . . . . . . . . . . . . . . . . . . . . .8W-10-12
Fog Lamp Relay . . . . . . . . . . . . . . . . . .8W-10-17, 18 Fusible Link . . . . . . . . . . . . . . . . . . . . . . .8W-10-7, 8
Fuel Heater Relay . . . . . . . . . . . . . . . . .8W-10-19, 22 Generator . . . . . . . . . . . . . . . . . . . . . . . .8W-10-8, 23
Fuel Injector No. 1 . . . . . . . . . . . . . . . . . . .8W-10-21 Glow Plug Relay . . . . . . . . . . . . . . . . . . . . .8W-10-23
Fuel Injector No. 2 . . . . . . . . . . . . . . . . . . .8W-10-21 Headlamp Dimmer Switch . . . . . . . . . . . . .8W-10-15
Fuel Injector No. 3 . . . . . . . . . . . . . . . . . . .8W-10-21 Headlamp Switch . . . . . . . . . . . . . .8W-10-15, 17, 18
Fuel Injector No. 4 . . . . . . . . . . . . . . . . . . .8W-10-21 High Speed Cooling Fan Relay . . . . . . . . . . .8W-10-9
Fuel Injector No. 5 . . . . . . . . . . . . . . . . . . .8W-10-21 Horn No. 1 . . . . . . . . . . . . . . . . . . . . . . . . . .8W-10-9
Fuel Injector No. 6 . . . . . . . . . . . . . . . . . . .8W-10-21 Horn No. 2 . . . . . . . . . . . . . . . . . . . . . . . . . .8W-10-9
Fuel Injector No. 7 . . . . . . . . . . . . . . . . . . .8W-10-21 Horn Relay . . . . . . . . . . . . . . . . . . . . . . . . . .8W-10-9
Fuel Injector No. 8 . . . . . . . . . . . . . . . . . . .8W-10-21 Ignition Coil . . . . . . . . . . . . . . . . . . . . . . . .8W-10-21
Fuel Pump Module . . . . . . . . . . . . . . . .8W-10-17, 23 Ignition Relay . . . . . . . . . . . . . . . . . . . . . . .8W-10-19
Fuel Pump Relay. . . . . . . . . . . . . . . . . .8W-10-17, 19 Ignition Switch . . . . . . . . . . . . .8W-10-10, 11, 12, 13
Fuse 1 (JB) . . . . . . . . . . . . . . . . . . . . . . . . .8W-10-13 Junction Block . . .8W-10-8, 12, 13, 14, 15, 16, 17, 18
Fuse 2 (JB) . . . . . . . . . . . . . . . . . . . . . . . . .8W-10-13 Leak Detection Pump . . . . . . . . . . . . . . . . .8W-10-19
Fuse 2 (PDC) . . . . . . . . . . . . . . . . . . . . . .8W-10-7, 9 Left Fog Lamp. . . . . . . . . . . . . . . . . . . .8W-10-17, 28
Fuse 3 (JB) . . . . . . . . . . . . . . . . . . . . . . . . .8W-10-13 Low Speed Cooling Fan Relay. . . . . . . . . . . .8W-10-9
Fuse 3 (PDC) . . . . . . . . . . . . . . . . . . . . . .8W-10-7, 8 Mass Air Flow Module . . . . . . . . . . . . . . . .8W-10-23
Fuse 4 (JB) . . . . . . . . . . . . . . . . . . . . . . . . .8W-10-12 MSA Controller . . . . . . . . . . . . . . . .8W-10-19, 22, 23
Fuse 4 (PDC) . . . . . . . . . . . . . . . . . . . . .8W-10-7, -22 Power Distribution Center .8W-10-7, 8, 9, 10, 11, 12,
Fuse 5 (JB) . . . . . . . . . . . . . . . . . . . . . . . . .8W-10-12 13, 14, 15, 16, 17, 18, 20, 22
Fuse 5 (PDC) . . . . . . . . . . . . . . . . . . . . . .8W-10-7, 9 Powertrain Control Module . . . .8W-10-18, 19, 20, 23
Fuse 6 (JB) . . . . . . . . . . . . . . . . . . . . . . . . .8W-10-12 Rear Fog Lamp Relay . . . . . . . . . . . . . . . . .8W-10-13
Fuse 6 (PDC) . . . . . . . . . . . . . . . . . . . . . .8W-10-7, 9 Rear Window Defogger . . . . . . . . . . . . . . . . .8W-10-8
Fuse 7 (JB) . . . . . . . . . . . . . . . . . . . . . . . . .8W-10-14 Rear Window Defogger Relay . . . . . . . . . . . .8W-10-8
Fuse 7 (PDC). . . . . . . . . . . . . . . . . . . . . .8W-10-7, 10 Right Fog Lamp . . . . . . . . . . . . . . . . . .8W-10-17, 18
Fuse 8 (JB) . . . . . . . . . . . . . . . . . . . . . . . . .8W-10-14 Transmission Control Relay . . . . . . . . . . . .8W-10-17
Fuse 8 (PDC) . . . . . . . . . . . . . . . . . . .8W-10-7, 10, 11 Transmission Solenoid Assembly. . . . . . . . .8W-10-17
Fuse 9 (JB) . . . . . . . . . . . . . . . . . . . . . . . . .8W-10-14 Upstream Heated Oxygen Sensor . . . . . . . .8W-10-21
Fuse 10 (JB) . . . . . . . . . . . . . . . . . . . . . . . . .8W-10-8
8W - 10 - 2 8W-10 POWER DISTRIBUTION ZJ/ZG
POWER DISTRIBUTION CENTER
FUEL
HEATER
RELAY 13 9 6 3
(DIESEL)
D 14 12 10 8 5 2
11 7 4 1
ENGINE
STARTER
MOTOR
RELAY
10 9 8 20 19 18
INTERMITTENT 1 11 FUEL
7 17 PUMP
WIPER RELAY
2 12
C 6 16 RELAY
(GAS)
3 4 5 13 14 15
10 9 8 20 19 18
1 7 11 17 AUTOMATIC
SHUT DOWN
A/C B 2 6 12 16 RELAY
COMPRESSOR 3 4 5 13 14 15
CLUTCH
RELAY
21 15
F21 F18 5 4 3 HORN
22 16 RELAY
19 13 6 2
A 20
F20
14
F17 7 1
17 11
F19 F16 8 9 10 TRANSMISSION
CONTROL
18 12 RELAY
8 FUSES 15
7 14 21 28
40A 40A
7 14
6 13 20 27
40A 20A
6 13
5 12 19 26
20A 30A
5
4 11 18 12 25
40A
4 11
3 10 17 24
30A 50A
3 10
2 9 16 23
40A 20A
2 9
1 8 15 22
60A
M1
BATTERY/GENERATOR
J988W-3 ZG001002
ZJ/ZG 8W-10 POWER DISTRIBUTION 8W - 10 - 3
FUSES
FUSE NO. AMPS FUSED CIRCUIT FEED CIRCUIT

1 - - -
2 60 F143 10LG/RD A0 6RD
A900 12OR/YL
3 40 A0 6RD
A900 16OR/YL
4 ** 30 A12 12RD/TN A0 6RD
5 40 A10 12RD/DB A0 6RD
6 20 F31 16VT A0 6RD
7 40 A19 12RD/VT A0 6RD
A1 12RD/WT
8 A0 6RD
40
A1 12RD/WT
9 - - SPARE
10 20 F61 16WT/OR A0 6RD
11 50 A250 10RD A0 6RD
12 - - SPARE
A6 14RD/LB
30 A0 6RD
13
A6 14RD/LB
14 20 A20 14RD/LG A0 6RD
15 40 A7 12YL/RD A0 6RD
16 * 20 A61 16DG/BK A0 6RD
16 ** 15 F6 18WT/RD A0 6RD
17 15 F92 18LG A0 6RD
18 15 F99 18OR A21 12DB/GY
19 20 F62 18RD A0 6RD
20 * 20 F5 14RD/YL A0 6RD
A0 6RD
20 ** 25 F5 16RD/YL
21 15 F250 18RD/GY A900 16OR/YL
* GAS
** DIESEL
DRL
MAX COOLING
ZG001003 J988W-3
CAV CIRCUIT FUNCTION

B1 F250 18RD/GY FUSED B(+)
B2 C2 18DB/YL A/C COMPRESSOR CLUTCH RELAY OUTPUT

A/C
COMPRESSOR B3 * F99 20OR FUSED IGNITION SWITCH OUPUT (ST-RUN)
CLUTCH B3 ** A142 16DG/OR AUTOMATIC SHUT DOWN RELAY OUTPUT
RELAY
B4 - -
B5 * C13 18DB/RD A/C COMPRESSOR CLUTCH RELAY CONTROL
B5 ** C13 18DB/BK A/C COMPRESSOR CLUTCH RELAY CONTROL

B16 * F5 18RD/YL FUSED B(+)
AUTOMATIC
SHUT DOWN F5 16RD/YL FUSED B(+)
B16 **
RELAY F5 16RD/YL FUSED B(+)
A142 18DG/OR AUTOMATIC SHUT DOWN RELAY OUTPUT

B17 *

B17 **
B18 * F99 20OR FUSED IGNITION SWITCH OUTPUT (ST-RUN)
B18 ** F5 16RD/YL FUSED B(+)
B19 - -
B20 * K900 18PK/WT AUTOMATIC SHUT DOWN RELAY CONTROL
B20 ** K900 20PK/BK AUTOMATIC SHUT DOWN RELAY CONTROL
* GAS
** DIESEL
J988W-3 ZG001004

ENGINE C6 A1 12RD/WT FUSED B(+)
STARTER
MOTOR C7 T40 12LG/BK ENGINE STARTER MOTOR RELAY OUTPUT
RELAY T141 14YL/RD FUSED IGNITION (ST)
C8
C9 - -
C10 T41 20BK/WT * PARK NEUTRAL POSITION SWITCH SENSE
C10 Z4 20BK ** GROUND

D10 A12 12RD/TN FUSED B(+)
FUEL
HEATER D11 Z4 20BK GROUND
RELAY D12 - -
(DIESEL)
D13 F99 20OR FUSED IGNITION (ST-RUN)
D14 A64 14OR/DB FUEL HEATER RELAY OUTPUT

FUEL C16 A61 16DG/BK FUSED B(+)
PUMP
RELAY C17 A64 16DG/WT FUEL PUMP RELAY OUTPUT
(GAS) C18 F99 20OR FUSED IGNITION (ST-RUN)
C19 - -
C20 K81 18DB FUEL PUMP RELAY CONTROL
* GAS
** DIESEL
ZG001005 J988W-3

A1 F31 16VT FUSED B(+)
A2 X2 16DG/YL HORN RELAY OUTPUT

HORN
RELAY F31 16VT FUSED B(+)
A3
F31 16VT FUSED B(+)
A4 - -
A5 X4 20GY/OR HORN RELAY CONTROL

C1 V6 16DB WIPER PARK SWITCH SENSE
INTERMITTENT F86 16LG/RD FUSED B(+)
WIPER C2
RELAY F86 16LG/RD * FUSED B(+)
C3 * F86 16LG/RD FUSED B(+)
C3 ** F86 16LG/BK FUSED B(+)
C4 * V66 18VT/WT WIPER PARK SWITCH SENSE
C4 ** V66 16VT/WT WIPER PARK SWITCH SENSE
C5 V18 20YL/LG INTERMITTENT WIPER RELAY CONTROL

A6 F92 18LG FUSED B(+)
A7 T20 18LB TRANSMISSION CONTROL RELAY OUTPUT

TRANSMISSION
CONTROL K72 18DG/VT GENERATOR DRIVER
RELAY A8
K72 18DG/VT GENERATOR DRIVER
A9 - -
A10 T66 20BR/OR TRANSMISSION CONTROL RELAY OUTPUT
* GAS
** DIESEL
J988W-3 ZG001006
FUSIBLE
LINK
BATTERY A11 10DG A11 6RD/BK
(8W-20-2)
(8W-20-3) A0 S137
6
RD
POWER
TO
DISTRIBUTION
GENERATOR
CENTER
10 12
8 14
FUSE FUSE
FUSE 4 6 FUSE
2 30A 20A 8
60A (DIESEL) (8W-10-9) 40A
(MAX COOLING) 3 5 (8W-10-10)
1 (8W-10-22) 11 7
(8W-10-9) FUSE
9 13 16
5
FUSE FUSE FUSE
40A
3 7 10
(8W-10-9)
40A 4 40A 20A
(8W-10-8) (8W-10-10) (8W-10-13)
2 6 23
F143 A900 A900 A12 A10 A19 A1 F61

10 16 12 12 12 12 A1 12 16
LG/RD OR/YL OR/YL RD/TN RD/DB RD/VT 12 RD/WT WT/OR
F31 RD/WT
EXCEPT 16
BUILT-UP BUILT-UP TO
VT
-EXPORT -EXPORT TO C233
JUNCTION TO TO TO TO
BLOCK TO CONTROLLER C160 ENGINE C233
FUEL ANTI-LOCK TO STARTER
TO HEATER BRAKE HORN MOTOR
TO TO FUSE 21 RELAY RELAY
RELAY
C170 C171 (IN PDC) (IN PDC) (IN PDC)
(IN PDC)
20 19 A12
FUSE FUSE FUSE A17 A19

14 13 16
FUSE FUSE
20A 30A 20A
19 20
(8W-10-14) (8W-10-15) (GAS)
27 26 A11 20A 25A
(8W-10-17) (8W-10-17) (DIESEL)
A12 A18 A20
(8W-10-18) (8W-10-22)
21 FUSE A14
17 A19
16
FUSE FUSE FUSE FUSE
15A
11 15 17 20
(DIESEL)
50A 40A A11 15A 20A
(8W-10-16) (8W-10-18) (8W-10-17)
(8W-10-14) 28 A13 (GAS)
24 A20
(8W-10-20)
A20 A250 A6 A6 A7 A61 F6 F92 F62 F5 F5

14 10 14 14 12 16 18 18 18 14 16
RD/LG RD RD/LB RD/LB YL/RD DG/BK WT/RD LG RD RD/YL RD/YL
TO TO
JUNCTION TO TO TO
TO TO JUNCTION TO TO JUNCTION TO AUTOMATIC
BLOCK C131
CONTROLLER DAYTIME BLOCK FUEL TRANSMISSION BLOCK S100 SHUT DOWN
ANTI-LOCK TO RUNNING PUMP CONTROL RELAY
BRAKE JUNCTION LAMP RELAY RELAY (IN PDC)
BLOCK MODULE (IN PDC) (IN PDC)
ZG001007 J988W-3
BATT A0 (8W-10-7)
POWER
DISTRIBUTION
9
A11 CENTER
10 FUSE (8W-10-7)
DG 3
40A
2
FUSIBLE
LINK A900 A900
16 12
OR/YL OR/YL
A22 POWER
FUSE
DISTRIBUTION
21 CENTER 3 C2
A11 15A (8W-10-7) JUNCTION
6 BLOCK
A21 86 30
RD/BK (8W-12-2)
REAR
WINDOW
F250 DEFOGGER
18 RELAY
RD/GY (8W-48-2)
S137
85 87
B1
A/C FUSE
A11 10
6
COMPRESSOR
10A
RD/BK CLUTCH (8W-12-13)
RELAY
B2 (IN PDC)
(8W-42-10) 3 C6
(8W-42-11)
C15
GENERATOR 12
(8W-20-2) BK/WT
(8W-20-3)
1 C301
C15
12
DIESEL/4.0L LHD 5.2L/5.9L/4.0L RHD
BK/WT
2
3 C322
C2 C2 OTHER LIFT-GLASS
18 18
DB/YL DB/YL C15
12
BK/LB
1 C144 7 C131 C15
12 S332
BK/LB
C2 C2 C15
18 18 12
DB/YL DB/YL BK
1 2
A/C REAR
COMPRESSOR WINDOW
CLUTCH DEFOGGER
(8W-42-10) (8W-48-2)
J988W-3 (8W-42-11) ZG001008
BATT A0 (8W-10-7)
POWER
8 11 12 DISTRIBUTION
FUSE FUSE FUSE CENTER
(8W-10-7)
2 5 6
60A 40A 20A
(MAX COOLING)
1 4 5
F143 F31
10 16
LG/RD VT
C171
4
C170
F31 16VT
A3 A1
HORN
RELAY
DIAGNOSTIC
(IN PDC)
CONNECTOR (8W-41-2)
(8W-30-31)
1 A5 A2
X2
16
F143 DG/YL
F143 16
10 LG/RD
LG/RD
S106
S183
S151
(MAX COOLING) A10
4.0L 5.2L/5.9L 4.0L 5.2L/5.9L 12
RD/DB X2 X2
16 16
DG/YL DG/YL
F141 F143 F141 F143
10 10 10 10
LG/RD LG/RD LG/RD LG/RD
1 1
HORN HORN
4
NO. 1 NO. 2
HIGH (8W-41-2) (8W-41-2)
SPEED
COOLING
FAN 25
4 RELAY
LOW FUSED CONTROLLER
(8W-30-30) 4.0L
SPEED B (+) ANTI-LOCK 5.2L/5.9L
(8W-30-31)
COOLING BRAKE EXCEPT BUILT-UP-EXPORT
(8W-35-2)
FAN BUILT-UP-EXPORT
RELAY
(8W-30-30)
ZG001009 (8W-30-31) J988W-3
BATT A0 (8W-10-7)
POWER
DISTRIBUTION
13 14 CENTER
FUSE FUSE (8W-10-7)
7 8
40A 40A
6 7
A1
A19 12
12 RD/WT
RD/VT
1 C233
1 C160
MANUAL A1
A/C-HEATER ATC 12 A1
RD/WT 12
RD/WT
S210
A1 A1
12 12
RD/WT RD/WT
A19 A19
12 10 7 4
RD RD IGNITION
SWITCH
(8W-10-11)
C6
ENGINE
3 STARTER
BLOWER MOTOR
POWER RELAY
MODULE C7 (IN PDC)
(8W-42-3) (8W-21-2)
T40 (8W-21-3)
12
LG/BK
1
BLOWER 6 C144
MOTOR DIESEL GAS
(8W-42-2)
T40
12
LG/BK
T40
1 C170 12
LG/BK
T40
14
LG/BK
2
ENGINE
STARTER
MOTOR
(8W-21-2)
(8W-21-3)
J988W-3 ZG001010
BATT A0 (8W-10-7) BRAKE

PRESSURE
POWER
SWITCH
14 DISTRIBUTION (8W-40-6)
FUSE CENTER
(8W-10-7) 2
8
40A G9
(8W-10-10) 16
7
GY/BK
S117
A1 (8W-40-6)
12
RD/WT G9
16
1 C233 GY/BK
A1 5 C234
12
RD/WT
S210
A1 A1 G9
12 12 18
RD/WT RD/WT GY/BK
7 4 3
IGNITION
SWITCH
0 OFF
1 START
1 3 1 3 1 3 1 3 2 RUN
2 0 2 0 2 0 2 0 3 ACC
2 1 6 5
A41
A21 14 A31 A22
12 YL 12 12
DB/GY RD/BK BK/OR
A/T M/T
ST-RUN A21 T141 CLUTCH 2 RUN-ACC A31

14 INTERLOCK CLUTCH
(8W-10-12) YL/RD SWITCH (8W-10-13)
INTERLOCK
JUMPER SWITCH
2 RUN A22
1 (8W-10-12)
T141
14 T141
YL/RD 14
YL/RD
4 C233
C8
ENGINE
STARTER
MOTOR
RELAY
(IN PDC)
(8W-21-2)
(8W-21-3)
ZG001011 J988W-3
BATT A1 (8W-10-10) BATT A1 (8W-10-10)

IGNITION
SWITCH
0 OFF
1 START
1 3 1 3 2 RUN
2 0 2 0 3 ACC
(8W-10-11)
2 5
A21 A22
12 12
DB/GY BK/OR
2 C6
JUNCTION
BLOCK
(8W-12-2)
FUSE FUSE
5 4
10A 10A
(8W-12-9) (8W-12-9)
1 C2
A21
12
DB/GY
POWER
A16
DISTRIBUTION
FUSE CENTER
18 (8W-10-7)
15A
(8W-10-17)
A15 (8W-10-18)
10 C5
JUNCTION
BLOCK
(8W-12-2)
FUSE FUSE FUSE FUSE
22 12 11 6
10A 10A 10A 15A
(8W-12-27) (8W-12-14) (8W-12-13) (8W-12-10)
J988W-3 ZG001012
BATT A0 (8W-10-7) BATT A1 (8W-10-10)

POWER IGNITION
16 DISTRIBUTION SWITCH
FUSE CENTER 0 OFF
(8W-10-7) 1 START
10 3 2 RUN
1
20A 3 ACC
2 0
23 (8W-10-11)
1 6
F61
16
WT/OR
2 C233
F61 A31
16 12
WT/OR RD/BK
4 C6 1 C6
JUNCTION
BLOCK
(8W-12-2)
FUSE FUSE FUSE

14 15 18
15A 10A 15A *
(8W-12-7) (BUILT-UP-EXPORT) 20A **
(8W-12-24) (8W-12-20)
30
REAR
FOG
LAMP
RELAY
(BUILT-UP-EXPORT)
87 (8W-51-7)
FUSE FUSE FUSE CIRCUIT

1 2 3 BREAKER
10A 15A 10A 1
(8W-12-7) (8W-12-7) (8W-12-8) 20A
(8W-12-8)
* GAS
** DIESEL
ZG001013 J988W-3
BATT A0 (8W-10-7)
POWER
20 17 DISTRIBUTION
FUSE FUSE CENTER
14 11 (8W-10-7)
20A 50A
27 24
A20 A250
14 10
RD/LG RD
9
FUSED CONTROLLER
B(+) ANTI-LOCK
BRAKE
(8W-35-2)
4 C2
JUNCTION
BLOCK
(8W-12-2)
CIRCUIT FUSE FUSE FUSE
BREAKER 9 7 8
2 15A 20A 20A
30A (8W-12-11) (8W-12-12) (8W-12-12)
(8W-12-11)
J988W-3 ZG001014
BATT A0 (8W-10-7)
POWER
19 DISTRIBUTION
FUSE CENTER
13 (8W-10-7)
30A
26
A6 A6
14 14
RD/LB RD/LB
6
DAYTIME
RUNNING
LAMP
MODULE
(8W-50-5)
8 C3
JUNCTION
BLOCK
86 30
(8W-12-2)
FUSE AUTOMATIC
17 HEADLAMP
15A RELAY
(8W-12-18) (8W-50-2)
85 87
9 C5 8 C5
A6 F34
14 16
RD/LB TN/BK
9
HEADLAMP
SWITCH
1 AUTO
CIRCUIT 0 OFF
BREAKER 2 PARK
25A 3 LOW
(8W-50-6)
1 3
0 2
11
F34 16TN/BK
19
HEADLAMP
DIMMER
SWITCH
(PART OF
MULTI-
FUNCTION
SWITCH)
(8W-50-2)
ZG001015 J988W-3
BATT A0 (8W-10-7)
POWER
21 DISTRIBUTION
FUSE CENTER
15 (8W-10-7)
40A
28
A7
12
YL/RD
2 C2
JUNCTION
BLOCK
(8W-12-2)
FUSE FUSE CIRCUIT
16 20 BREAKER
10A 15A 3
(8W-12-16) (8W-12-20) 20A
(8W-12-22)
FUSE FUSE
13 21
15A 15A
(8W-12-15) (8W-12-20)
J988W-3 ZG001016
GAS
BATT A0 (8W-10-7) ST-RUN A21 (8W-10-12)

POWER
DISTRIBUTION
A12 A14 A17 A16 CENTER
FUSE FUSE FUSE (8W-10-7)
FUSE
16 17 19 18
20A 15A 20A 15A
A11 A13 A18 A15
A61 F92 F62 F99

16 18 18 18
DG/BK LG RD OR
C16 A6 TO
FUEL TRANSMISSION S101
(8W-10-19)
PUMP CONTROL
RELAY RELAY
(IN PDC) (IN PDC)
(8W-30-11) (8W-31-2)
C17 A7
5 C3
JUNCTION
BLOCK
86 30 (8W-12-2)
A64 T20 FOG
16 18 LAMP
DG/WT LB RELAY
(8W-50-7)
85 87
8 C7 4 C3
18 C304 1 C131 L39

18
LB
S105
A64 T20 L39 (8W-12-28)
16 18 20
L39 L39
DG/WT LB LB
18 18
LB LB
1 4 2 2
1 TRANSMISSION HEADLAMP LEFT RIGHT
FUEL SOLENOID SWITCH FOG FOG
PUMP ASSEMBLY (8W-50-8) LAMP LAMP
MODULE (8W-31-2) (8W-50-7) (8W-50-7)
(8W-30-11)
ZG001017 J988W-3
DIESEL
BATT A0 (8W-10-7) ST-RUN A21 (8W-10-12)

POWER
DISTRIBUTION
A12 A17 A16 CENTER
FUSE FUSE (8W-10-7)
FUSE
16 19 18
15A 20A 15A
A11 A18 A15
F6 F62 F99
18 18 18
WT/RD RD OR
TO
S101
(8W-10-19)
5 C3
JUNCTION
BLOCK
86 30 (8W-12-2)
FOG
LAMP
RELAY
(8W-50-7)
85 87
8 C7 4 C3
11 C131 L39
18
LB
S105
F6 L39 (8W-12-28)
18 20
L39 L39
WT/RD LB
18 18
LB LB
4 2 2
3 C4 HEADLAMP LEFT RIGHT
POWERTRAIN SWITCH FOG FOG
CONTROL (8W-50-8) LAMP LAMP
MODULE (8W-50-7) (8W-50-7)
(8W-30-22)
J988W-3 ZG001018
FROM
POWER
D11 DISTRIBUTION
FUEL CENTER
HEATER (8W-10-17)
RELAY (8W-10-18)
(DIESEL) A
D13 (IN PDC)
(8W-30-27)
F99 F99
20 18
OR OR
S101
DIAGNOSTIC
CONNECTOR
F99 F99 F99 F99 F99 F99 F99 F99 (4.0L)
20 20 20 20 20 20 20 16 (8W-30-30)
OR OR OR OR OR OR OR OR 1
C170
1
C18 C171
FUEL
PUMP F99 F99
1 16 16
RELAY
DUTY OR OR
(GAS)
CYCLE
C20 (IN PDC)
(8W-30-11) EVAP/ S152
PURGE (MAX COOLING)
** 4
C131 SOLENOID F99 F99
*2 B3 (GAS) 16 16
A/C 8 C236 (8W-30-5) OR OR
COMPRESSOR
CLUTCH 1 2
RELAY IGNITION
B5 (GAS) B18 RELAY
(IN PDC) AUTOMATIC (8W-30-30)
GAS DIESEL (8W-42-10) (8W-30-31)
SHUT
F99
20 DOWN 5 4 3
F99 OR RELAY
F99 20 (GAS)
18 B20
OR (IN PDC)
OR
(8W-30-6)
S138
18 C1 2
F99 BODY
18 LEAK
OR CONTROL
DETECTION
MODULE
F99 (8W-45-2)
PUMP
20 (EXCEPT BUILT-UP-EXPORT)
** 9 C4 ** OR (8W-30-5)
*2 C1 *
POWERTRAIN 38 * GAS
CONTROL MSA ** DIESEL
MODULE CONTROLLER EXCEPT BUILT-UP-EXPORT
(8W-30-5) (DIESEL) BUILT-UP-EXPORT
(8W-30-22) (8W-30-22)
ZG001019 J988W-3
GAS
BATT A0 (8W-10-7)
POWER
DISTRIBUTION
A19
CENTER
FUSE (8W-10-7)
20
20A
A20
F5
14
RD/YL
S100
F5 F5
14 18
RD/YL RD/YL
B16
AUTOMATIC
SHUT
DOWN
RELAY
5 C131 B17 (IN PDC)
(8W-30-6)
F5 A142 A142
14 18 18
RD/YL DG/OR DG/OR
22 C1 12 C3
FUSED AUTOMATIC POWERTRAIN B
B(+) SHUT CONTROL
DOWN MODULE TO
RELAY (8W-30-6) C131
OUTPUT (8W-10-21)
J988W-3 ZG001020
GAS
FROM FUEL FUEL FUEL

AUTOMATIC INJECTOR INJECTOR INJECTOR
SHUT NO. 2 NO. 4 NO. 6
DOWN (8W-30-16) (8W-30-16) (8W-30-16)
RELAY (8W-30-18) (8W-30-18) (8W-30-18)
(8W-10-20) 1 1 1
A142
18 FUEL FUEL FUEL
DG/OR INJECTOR INJECTOR INJECTOR
NO. 1 NO. 3 NO. 5
4 C131 (4.0L) (4.0L)
(4.0L)
(8W-30-16) 1 (8W-30-16) 1 (8W-30-16)
4.0L 5.2L/5.9L 1
A142 A142 A142 A142 A142 A142 A142 A142

18 18 18 18 18 18 18 18
DG/OR DG/OR DG/OR DG/OR DG/OR DG/OR DG/OR DG/OR
S128
A142 A142 A142
18 18 18
DG/OR DG/OR DG/OR
B
IGNITION FUEL FUEL
COIL INJECTOR INJECTOR
(5.2L/5.9L) NO. 1 NO. 5
(8W-30-6) (5.2L/5.9L) (5.2L/5.9L)
1 (8W-30-17) 1 (8W-30-17)
1
FUEL FUEL FUEL
INJECTOR INJECTOR INJECTOR
NO. 8 NO. 3 NO. 7
(5.2L/5.9L) (5.2L/5.9L) (5.2L/5.9L)
(8W-30-18) 1 (8W-30-17) 1 (8W-30-17)
A142 A142 A142 A142

18 18 18 18
DG/OR DG/OR DG/OR DG/OR
S129
A142 A142 A142

18 18 18
DG/OR DG/OR DG/OR
*1
1 1 B
UPSTREAM DOWNSTREAM IGNITION
HEATED HEATED COIL
OXYGEN OXYGEN (4.0L)
SENSOR SENSOR (8W-30-6)
(8W-30-10) (8W-30-10)
* RHD
ZG001021 J988W-3
DIESEL
BATT A0 (8W-10-7)
POWER
A19 10 DISTRIBUTION
FUSE FUSE CENTER
20 4 (8W-10-7)
25A 30A
A20 3
F5 A12
16 12
RD/YL RD/TN
F5 16RD/YL
B18 B16
AUTOMATIC
SHUT
DOWN D10
RELAY FUEL
B20 B17 (IN PDC) HEATER
RELAY
K900 A142
(IN PDC)
20 16 D14 (8W-30-27)
PK/BK DG/OR
A142
16
DG/OR
14 C132 12 C131
B3
A/C
K900 A142
20 16
COMPRESSOR
PK/BK DG/OR CLUTCH
RELAY
B2 (IN PDC)
(8W-42-11)
C
TO
S129
(8W-10-23)
42
MSA
CONTROLLER
(8W-30-27)
J988W-3 ZG001022
DIESEL
FROM
C131
(8W-10-22)
C
A142
16
DG/OR
S129
A142 A142 A142 A142

16 16 16 16
1 57 C4 3
ELECTRONIC POWERTRAIN GLOW
VACUUM CONTROL PLUG
MODULATOR MODULE RELAY
(8W-30-28) (8W-30-27) (8W-30-26)
S128
A142 A142 A142 A142 A142 A142 A142

16 18 14 16 14 16 16
DG/OR DG/OR DG/OR DG/OR DG/OR DG/OR DG/OR
1 23 45 68
GENERATOR MSA
(8W-20-3) CONTROLLER
(8W-30-25)
9 10
FUEL
PUMP
MODULE
(8W-30-25)
3
MASS
AIR
FLOW
MODULE
(8W-30-26)
ZG001023 J988W-3
ZG 8W - 12 JUNCTION BLOCK 8W - 12 - 1
8W-12 JUNCTION BLOCK

A/C Heater Control . . . . . . . . . . . . . . . . . . . . .8W-12-14 Glove Box Lamp . . . . . . . . . . . . . . . . . . . . . . .8W-12-16
Aftermarket Trailer Tow Connector . . . . . . . . . .8W-12-12 Headlamp Dimmer Switch . . . . . . . . . . .8W-12-10, 20, 28
Airbag Control Module . . . . . . . . . . . . . . . . .8W-12-9, 27 Headlamp Switch . . . . . . . . . . . . . . . . .8W-12-18, 24, 28
Automatic Day/Night Mirror. . . . . . . . . .8W-12-11, 21, 25 Horn Relay . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-12-27
Automatic Headlamp Light Sensor/VTSS LED . .8W-12-12 Instrument Cluster . . . . . . . . . . . . . . . . .8W-12-9, 12, 21
Automatic Headlamp Relay . . . . . . . . . . . . . . .8W-12-28 Intermittent Wiper Relay . . . . . . . . . . . . . . . . .8W-12-8
Automatic Temperature Control Module . . . .8W-12-14, 20 Intermittent Wiper Switch . . . . . . . . . . . . . . . . .8W-12-8
Back-Up Lamp Switch . . . . . . . . . . . . . . . .8W-12-10, 21 Junction Block . . . . . . .8W-12-2, 7, 8, 9, 10, 11, 12, 13, 14,
Blend Door Actuator . . . . . . . . . . . . . . . . . . . .8W-12-14 15, 16, 18, 19, 20, 21, 22, 23, 24, 26, 27, 28
Body Control Module . . . . .8W-12-8, 12, 13, 18, 26, 27, 28 Key-In Switch/Halo Lamp . . . . . . . . . . . . . .8W-12-16, 26
Cargo Lamp. . . . . . . . . . . . . . . . . . . . . . . .8W-12-16, 26 Lamp Outage Module . . . . . . . . . . . . . . .8W-12-9, 19, 24
Cigar Lighter . . . . . . . . . . . . . . . . . . . . . . . . . .8W-12-7 Left Back-Up Lamp . . . . . . . . . . . . . . . . . . . . .8W-12-21
Cigar Lighter Relay. . . . . . . . . . . . . . . . . . . . . .8W-12-7 Left Courtesy Lamp . . . . . . . . . . . . . . . . . .8W-12-16, 26
Cigar Lighter/Power Outlet . . . . . . . . . . . . . .8W-12-7, 20 Left Fog Lamp . . . . . . . . . . . . . . . . . . . . . . . .8W-12-28
Circuit Breaker 1 . . . . . . . . . . . . . . . . . . . . . . .8W-12-8 Left Visor/Vanity Lamp . . . . . . . . . . . . . . . .8W-12-17, 25
Circuit Breaker 2. . . . . . . . . . . . . . . . . . . . . . .8W-12-11 Liftglass Limit Switch . . . . . . . . . . . . . . . . . . .8W-12-12
Circuit Breaker 3 . . . . . . . . . . . . . . . . . . . . . .8W-12-22 Memory Seat Module . . . . . . . . . . . . . . . . . . . .8W-12-22
Clockspring . . . . . . . . . . . . . . . . . . . . . . . . . .8W-12-27 Overhead Console . . . . . . . . . . . . . . . . .8W-12-11, 17, 25
Controller Anti-Lock Brake. . . . . . . . . . . . . . . .8W-12-13 Park Lamp Relay . . . . . . . . . . . . . . . . . . . . . .8W-12-18
Courtesy Lamp Relay . . . . . . . . . . . . . . . . .8W-12-16, 26 Park/Neutral Position Switch. . . . . . . . . . . .8W-12-10, 21
Data Link Connector . . . . . . . . . . . . . . . . . . . .8W-12-12 Passenger Door Module . . . . . . . . . . . . . . . . . .8W-12-11
Daytime Running Lamp Module . . . . . . . . . . . .8W-12-10 Passenger Lumbar Switch . . . . . . . . . . . . . . . .8W-12-22
Dome/Reading Lamp. . . . . . . . . . . . . . . . . .8W-12-17, 25 Passenger Power Seat Switch . . . . . . . . . . . . . .8W-12-22
Driver Door Module . . . . . . . . . . . . . . . . . . . . .8W-12-11 Passenger Seat Heater Control Module . . . . .8W-12-14, 22
Driver Lumbar Switch . . . . . . . . . . . . . . . . . . .8W-12-22 Power Amplifier . . . . . . . . . . . . . . . . . . . . .8W-12-12, 15
Driver Power Seat Switch. . . . . . . . . . . . . . . . .8W-12-22 Power Antenna . . . . . . . . . . . . . . . . . . . . . . . .8W-12-15
Driver Seat Heater Control Module . . . . . . .8W-12-14, 22 Power Antenna Relay. . . . . . . . . . . . . . . . . . . .8W-12-15
Electronic Flasher . . . . . . . . . . . . . . . . . . .8W-12-10, 15 Power Distribution Center . . . . . . . . . . . . . . . . .8W-12-9
Factory Trailer Tow Connector . . . . . . . . . . . . .8W-12-21 Power Outlet . . . . . . . . . . . . . . . . . . . . . . . . .8W-12-20
Fog Lamp Relay . . . . . . . . . . . . . . . . . . . . . . .8W-12-28 Radio . . . . . . . . . . . . . . . . . . . . . . . .8W-12-7, 15, 19, 20
Four Wheel Drive Switch . . . . . . . . . . . . . . . . .8W-12-23 Rear Fog Lamp Relay . . . . . . . . . . . . . . . . . . .8W-12-24
Fuse 1 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-12-7 Rear Window Defogger. . . . . . . . . . . . . . . . . . .8W-12-13
Fuse 2 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-12-7 Rear Window Defogger Relay . . . . . . . . . . . . . .8W-12-13
Fuse 3 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-12-8 Rear Window Defogger Switch . . . . . . . . . . . . .8W-12-13
Fuse 4 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-12-9 Rear Wiper Module . . . . . . . . . . . . . . . . . . . . .8W-12-12
Fuse 5 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-12-9 Rear Wiper/Washer Switch . . . . . . . . . . . . . . . . .8W-12-8
Fuse 6 (JB). . . . . . . . . . . . . . . . . . . . . . . . . . .8W-12-10 Recirculation Door Actuator . . . . . . . . . . . . . . .8W-12-14
Fuse 7 (JB). . . . . . . . . . . . . . . . . . . . . . . . . . .8W-12-12 Right Back-Up Lamp . . . . . . . . . . . . . . . . . . . .8W-12-21
Fuse 8 (JB). . . . . . . . . . . . . . . . . . . . . . . . . . .8W-12-12 Right Courtesy Lamp . . . . . . . . . . . . . . . . .8W-12-16, 26
Fuse 9 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-12-11 Right Fog Lamp . . . . . . . . . . . . . . . . . . . . . . .8W-12-28
Fuse 10 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-12-13 Right Front Turn Signal Lamp . . . . . . . . . . . . .8W-12-21
Fuse 11 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-12-13 Right Side Repeater. . . . . . . . . . . . . . . . . . . . .8W-12-21
Fuse 12 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-12-14 Right Visor/Vanity Lamp . . . . . . . . . . . . . .8W-12-17, 25
Fuse 13 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-12-15 Shift Interlock . . . . . . . . . . . . . . . . . . . . . . . . .8W-12-9
Fuse 14 (JB). . . . . . . . . . . . . . . . . . . . . . . . . . .8W-12-7 Stop Lamp Switch . . . . . . . . . . . . . . . . . . . . . .8W-12-11
Fuse 15 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-12-24 Sunroof Control Module . . . . . . . . . . . . . . . .8W-12-9, 25
Fuse 16 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-12-16 Sunroof Switch . . . . . . . . . . . . . . . . . . . . . . . . .8W-12-9
Fuse 17 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-12-18 Switch Pod . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-12-14
Fuse 18 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-12-20 Trailer Tow Circuit Breaker . . . . . . . . . . . . . . .8W-12-12
Fuse 18 (PDC) . . . . . . . . . . . . . . . . . . . . . . . . .8W-12-9 Turn Signal/Hazard Warning Switch. . . . . . .8W-12-15, 21
Fuse 20 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-12-20 Underhood Lamp. . . . . . . . . . . . . . . . . . . . . . .8W-12-16
Fuse 21 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-12-20 Vehicle Information Center/
Graphic Display Module . . . . .8W-12-10, 15, 19, 20, 23
Fuse 22 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-12-27
Windshield Wiper Motor . . . . . . . . . . . . . . . . . .8W-12-8
G303 . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-12-15, 26
8W - 12 - 2 8W-12 JUNCTION BLOCK ZJ/ZG
TOP OF
POWER JUNCTION BLOCK
ANTENNA COURTESY AUTO PARK CIGAR
RELAY ELECTRONIC LAMP HEADLAMP LAMP LIGHTER
(BUILT-UP-EXPORT) FLASHER RELAY RELAY RELAY RELAY
30
2 6 10 7 12 7 12
3 2 2
87
6 5 2 1 5 9 6 11 6 11
4 C11 I/P C5 I/P C8 C15
4 8
3 1 5 10 5 10
86 85 1 3 7 1
2 1 4 9 4 9
30
30 3 8 3 8
87
2 87
7 12 7 12
1 5 3 2 6 10 2 2
86 85
6 11 6 11
86 85 5 9
4 30 I/P C7 I/P C10
C4 I/P
30 4 8 1 5 10 1 5 10
87
REAR FOG
LAMP RELAY 1 3 7 4 9 4 9
87
3 8 3 8
86 85
CB3 20A
8 3
1 86 85 30 1 2 7 12
9 4 2
ENGINE C3 FOG 87 6 11
LAMP CB2 30A
10 5 RELAY C9
1 2 2 4
11 6 REAR I/P C6 5 10
2 86 85 1
12 7 WINDOW
CB1 20A 4 9
DEFOGGER 1 3
RELAY 1 2 3 8
87
1 2 3 4 5 6
3 1
ENGINE C2 85 86
30 7 8 9 10 11 12
4 2
13 14 15 16 17 18
8 3
1
9 4 19 20 21 22
ENGINE C1
10 5
11 6
2
1 2
12 7 1 2
3 4 5 6 7
3 4 5 6
BODY C13
BODY C14
8 9 10 11 12
7 8 9 10
J988W-3 ZG001202
ZJ/ZG 8W-12 JUNCTION BLOCK 8W - 12 - 3
FUSES
FUSE NO. AMPS FUSED CIRCUIT FEED CIRCUIT

1 10A X12 18RD/GY INTERNAL
2 15A A31 18RD/BK INTERNAL
3 10A INTERNAL INTERNAL
4 10A G5 18DB/WT INTERNAL

8 20A F70 14PK/BK INTERNAL
9 15A L16 18RD/LG INTERNAL
11 * 10A F12 18DB/WT INTERNAL

11 ** 10A F12 20DB/WT INTERNAL

18 * 15A L11 16LG/BK INTERNAL
18 ** 20A L11 16LG/BK INTERNAL
19 - - -
21 15A F38 18OR INTERNAL
22 10A F20 18WT INTERNAL
* GAS
** DIESEL
BUILT-UP-EXPORT
ZG001203 J988W-3
CIRCUIT BREAKERS
CIRCUIT BREAKER AMPS FUSED CIRCUIT FEED CIRCUIT

CAVITY CIRCUIT FUNCTION

1 INTERNAL FUSED B(+)
ELECTRONIC
FLASHER 2 L5 18OR/BK TURN SIGNAL
3 INTERNAL GROUND
4 INTERNAL FUSED IGNITION (RUN)
5 L12 18VT/TN HAZARD SIGNAL

AUTOMATIC
HEADLAMP 85 714 20BK/OR AUTOMATIC HEADLAMP RELAY CONTROL
RELAY 86 INTERNAL FUSED B(+)
87 F34 16TN/BK AUTOMATIC HEADLAMP RELAY OUTPUT
J988W-3 ZG001204

CIGAR Z1 18BK GROUND
85
LIGHTER
RELAY 86 A31 18RD/BK FUSED IGNITION SWITCH OUPUT (RUN-ACC)
87 F30 18RD/DB FUSED IGNITION SWITCH OUTPUT (RUN-ACC)

30 INTERNAL COURTESY LAMP RELAY OUTPUT
COURTESY M112 20BR/LG COURTESY LAMP RELAY CONTROL
85
LAMP
87 INTERNAL GROUND

FOG L95 20DG/YL FOG LAMP RELAY CONTROL
85
LAMP
87 INTERNAL FOG LAMP RELAY OUTPUT

PARK L79 20TN PARK LAMP RELAY CONTROL
85
LAMP
87 INTERNAL PARK LAMP RELAY OUTPUT
ZG001205 J988W-3
POWER 1 INTERNAL FUSED B(+)

ANTENNA 2 INTERNAL GROUND
RELAY
(BUILT-UP 3 INTERNAL RADIO 12 VOLT OUTPUT
-EXPORT) 4 X16 20GY POWER ANTENNA DRIVER
5 X14 20WT POWER ANTENNA DOWN CONTROL
6 X17 20DG POWER ANTENNA UP CONTROL

REAR 30 INTERNAL FUSED B(+)
FOG LAMP
RELAY 85 L96 20LG/RD REAR FOG LAMP RELAY CONTROL
(BUILT-UP L95 18DG/YL FUSED B(+)
86
-EXPORT)
87 L36 18LG REAR FOG LAMP RELAY OUTPUT

REAR 30 INTERNAL FUSED B(+)
WINDOW
DEFOGGER 85 C14 20WT/RD REAR WINDOW DEFOGGER RELAY CONTROL
87 INTERNAL REAR WINDOW DEFOGGER RELAY OUTPUT
J988W-3 ZG001206
RUN-ACC A31 (8W-10-13) BATT F61 (8W-10-13)

JUNCTION
BLOCK
(8W-12-2)
FUSE FUSE FUSE
1 2 14
10A 15A 15A
1 C7 4 C7 9 C10
NOT
USED
X12 A31
18 18
RD/GY RD/BK
4 C4
JUNCTION
86 30
CIGAR
BLOCK
LIGHTER (8W-12-2)
RELAY
(8W-41-3)
(8W-41-4)
85 87
9 C7 3 C4
Z1
18
BK
F30
TO 18
S220 RD/DB
(8W-15-19)
RHD LHD
F30 F30
18 18
RD/DB RD/DB
6 C1 1 4
RADIO CIGAR CIGAR
(8W-47-2) LIGHTER LIGHTER/
(8W-41-4) POWER
OUTLET
(8W-41-3)
ZG001207 J988W-3
RUN-ACC A31 (8W-10-13)

JUNCTION
BLOCK
(8W-12-2)
CIRCUIT FUSE
BREAKER 3
1 10A
20A
7 C4 12 C3 5 C10 2 C10
F86 F86 V23 V23

16 16 F86 20 18
LG/BK LG/BK 16 BR/PK BR/PK
LG/RD
5 C231 4 15 C2 2
INTERMITTENT BODY REAR
F86 WIPER CONTROL WIPER/
16 SWITCH MODULE WASHER
LG/BK
(PART OF (8W-45-2) SWITCH
MULTI-FUNCTION (8W-53-4)
A SWITCH) S122
(8W-53-2)
TO F86
S320 16
(8W-12-9) F86 LG/RD F86
16 16
LG/BK LG/RD
F86
16
LG/RD
DIESEL GAS 1
WINDSHIELD
C3 C2 C4 WIPER
INTERMITTENT MOTOR
WIPER (8W-53-3)
RELAY
(IN PDC)
C5 C1 (8W-53-3)
V18 V6
20 16
YL/LG DB
10
C235 18 C234
20
V18 V6
20 16
YL/LG DB
S207
V6 V6
16 16
DB DB
23 C2 7 8
BODY INTERMITTENT
CONTROL WIPER
MODULE SWITCH
(8W-45-7) (PART OF
MULTI-FUNCTION
SWITCH)
(8W-53-2)
J988W-3 ZG001208
FROM
ST-RUN A21 (8W-10-12)
C231
(8W-12-8) JUNCTION
A BLOCK
(8W-12-2)
FUSE FUSE
4 5
10A 10A
1 C2 2 C14 7 C13 8 C9 7 C9
NOT
USED
F86 A21 G5 F87

16 12 18 18
LG/BK DB/GY DB/WT WT/PK
F87
17 20
AIRBAG BK/WT
CONTROL
MODULE
(8W-43-2)
S215
A16 POWER
FUSE
DISTRIBUTION
18 CENTER F87 F87
15A (8W-10-7) 20 20
(8W-10-17) BK/WT BK/WT
A15
(8W-10-18)
2
S320 SHIFT
INTERLOCK
F86 F86 (8W-31-5)
16 16
LG/BK LG/BK
5
4 C371 2 INSTRUMENT
SUNROOF CLUSTER
SWITCH (8W-40-5)
F86 (8W-64-2)
16
LG/BK
4 10 C1
SUNROOF LAMP
CONTROL OUTAGE
MODULE MODULE
(8W-64-2) (8W-51-2)
ZG001209 J988W-3
RUN A22 (8W-10-12)

JUNCTION
ELECTRONIC
BLOCK
FLASHER (8W-12-2)
FUSE (8W-52-2)
HEADLAMP 6
LEVELING 15A
SWITCH 4
(BUILT-UP-EXPORT)
(8W-50-12)
5 1 C8 3 C15
F83 F83
18 18
YL/DG YL/DG
OVERHEAD
CONSOLE OTHERS
F83 F83
20 20
S212 YL/DG BK/VT
F83 B C
18
YL/DG TO TO
F83 S323 AUTOMATIC
12 18
18 C235 YL/DG
(8W-12-11) DAY/
NIGHT
M/T A/T MIRROR
(8W-12-11)
16
VEHICLE
INFORMATION
OTHER DRL
CENTER/
F83
GRAPHIC
18 DISPLAY
YL/DG MODULE
F83 F83 (8W-46-2)
18 18 S119
YL/DG YL/DG
F83
18
YL/DG
13 C131 F83 F83

18 20
YL/DG YL/DG
8 C132
F83
18 F83
YL/DG 18
YL/DG
1 3 5
BACK-UP PARK/ DAYTIME
LAMP NEUTRAL RUNNING
SWITCH POSITION LAMP
(8W-51-5) SWITCH MODULE
(8W-44-8) (8W-50-5)
J988W-3 ZG001210
FROM FROM
JUNCTION JUNCTION BATT A250 (8W-10-14)
BLOCK BLOCK JUNCTION
(8W-12-10) (8W-12-10) BLOCK
C B (8W-12-2)
FUSE CIRCUIT
9 BREAKER
15A 2
30A
3 C10 7 C14 9 C14
F83 F83 L16 F81 F81

20 20 18 12 12
BK/VT YL/DG RD/LG TN TN
3 C334 3 C351
F81 F81
12 12
TN TN
6 12 C1 12 C1
STOP DRIVER PASSENGER
LAMP DOOR DOOR
SWITCH MODULE MODULE
(8W-33-2) (8W-60-2) (8W-60-3)
(8W-33-3) (8W-61-2) (8W-61-3)
(8W-62-2) (8W-62-2)
S323
F83 F83
20 20
BK/VT YL/DG
1 1
AUTOMATIC OVERHEAD
DAY/ CONSOLE
NIGHT (8W-49-2)
MIRROR
(8W-44-6)
ZG001211 J988W-3
BATT A250 (8W-10-14)

JUNCTION
BLOCK
(8W-12-2)
FUSE FUSE
8 7
20A 20A
8 C14 8 C13 8 C4 9 C4
F70 F75 F75 F75
14 14 18 18
PK/BK VT VT VT
S315
8 C2
BODY
F70 F70 F70 CONTROL
14 18 16 MODULE
PK/BK PK/BK PK/BK (8W-45-4)
6 C372
2
C323 S201
7
F70
16
PK/BK F75 F75 F75
18 18 18
A VT VT VT
TRAILER
TOW 1
CIRCUIT AUTOMATIC
BREAKER HEADLAMP
(8W-54-2) LIGHT
SENSOR/
D 16 VTSS
OTHERS LIFTGLASS AFTERMARKET DATA LED
(8W-45-4)
TRAILER LINK
TOW CONNECTOR
F70 F70 CONNECTOR (8W-30-2)
16 16 (8W-54-4) (8W-30-19)
3
PK/BK PK/BK
INSTRUMENT
CLUSTER
S336 (8W-40-2)
(8W-40-5)
F70 F70
16 16
PK/BK PK/BK
S318
F75 F75
16 16
VT VT
1 A C1* *10 C1*

REAR LIFTGLASS 2 C2 8 C2
WIPER LIMIT POWER
MODULE SWITCH AMPLIFIER
(8W-53-4) (8W-61-5) (8W-47-8)
* LIMITED PLUS
(8W-47-9)
J988W-3 ZG001212
BATT A900 (8W-10-8) RUN A22 (8W-10-12)

JUNCTION
86 30 BLOCK
REAR (8W-12-2)
WINDOW FUSE
DEFOGGER 11
RELAY 10A
(8W-48-2)
85 87
FUSE
10
10A
8 C10 1 C9 2 C13 11 C13 3 C6 11 C1

NOT NOT
USED USED DIESEL GAS
C15
C14 C16 12
20 20 BK/WT F12 F12
WT/RD LB/YL 20 18
DB/WT DB/WT
1 C301
10
REAR C15 23
WINDOW 12
BK/WT
CONTROLLER
DEFOGGER ANTI-LOCK
SWITCH BRAKE
(PART OF (8W-35-2)
SWITCH POD)
(8W-48-2) 2
C322
3
OTHER LIFTGLASS
14 C2
BODY C15
12
CONTROL BK/LB
MODULE
(8W-45-3) S332
C15 C15
12 12
BK/LB BK
REAR
WINDOW
DEFOGGER
(8W-48-2)
ZG001213 J988W-3
RUN A22 (8W-10-12)

JUNCTION
BLOCK
(8W-12-2)
FUSE
12
10A
9 C9 4 C9
F71 F71
20 20
PK/DG DG/PK
MANUAL
A/C-
S218 HEATER ATC
F71 F71 F71 F71 F71

20 20 20 20 20
PK/DG PK/DG PK/DG DG/PK DG/PK
4 C302 5
SWITCH 6 C2 C12
POD A/C- AUTOMATIC
F71 (8W-31-5)
18 HEATER TEMPERATURE
PK/DG CONTROL CONTROL
(8W-42-5) MODULE
(8W-42-9)
S317
MANUAL
A/C-
HEATER ATC
F71 F71
20 20
PK/DG PK/DG F71 F71
18 18
PK/DG PK/DG
G C206 F C206
4 C335 6 C329
F71 F71
20 20
F87 F87
PK/DG PK/DG
18 18
WT/BK PK/DG
*1 *1
1 5 C C
BLEND RECIRCULATION PASSENGER DRIVER
DOOR DOOR SEAT SEAT
ACTUATOR ACTUATOR HEATER HEATER
(8W-42-7) (8W-42-9) CONTROL CONTROL
MODULE MODULE
* RHD (8W-63-13) (8W-63-14)
J988W-3 ZG001214
RADIO POWER POWER

(8W-47-3) AMPLIFIER AMPLIFIER
(8W-47-3) (8W-47-3)
1 C3 8 C1 13 C1
X60 X60 X60
20 18 18
DG/RD DG/RD DG/RD
BATT A7 (8W-10-16) PREMIUM LIMITED PLUS

5 C5 4 C14
JUNCTION
BLOCK
(8W-12-2)
FUSE 3 1
13 POWER
15A ANTENNA
RELAY
1 UP
1 2 DOWN
1 2 1 2 (BUILT-UP-EXPORT)
FUSED ELECTRONIC
B(+) FLASHER (8W-47-3)
(8W-52-2) 2 6 4 5
HAZARD TURN
SIGNAL SIGNAL GROUND
5 2 3
5 C7 1 C5 4 C5 1 C11 3 C11 2 C11

Z1
18
BK
S220
(8W-15-19)
L12 L5 Z1 X17 X16 X14
18 18 16 20 20 20
VT/TN OR/BK BK DG GY WT
VEHICLE
INFORMATION S216
(8W-15-19)
CENTER/
Z1
GRAPHIC 16
4 DISPLAY BK
MODULE
L5 (8W-46-4)
18 S202
OR/BK (8W-15-20)
Z1
14
BK
2 C301
13 17
TURN Z1
SIGNAL/ 14
HAZARD BK
WARNING
SWITCH G303
(PART OF (8W-15-20)
MULTI-FUNCTION POWER
SWITCH) ANTENNA
(8W-52-2) (BUILT-UP-EXPORT)
(8W-47-3)
ZG001215 J988W-3
BATT A7 (8W-10-16)
JUNCTION
BLOCK
(8W-12-2)
FUSE
16
10A
86
COURTESY
LAMP
RELAY
(8W-44-9)
1 C1 8 C8 6 C8 3 C8 5 C13 11 C8 9 C15
M1 M1 M1 M1 M1 M1 M1
18 20 20 20 20 20 20
PK PK PK PK PK PK PK
TO
1 C159 S321
(8W-12-17)
A 4
LEFT KEY-IN
M1 COURTESY SWITCH/
18 LAMP HALO
PK (8W-44-2) LAMP
(8W-44-2)
1 B
GLOVE CARGO
BOX LAMP
LAMP (8W-44-5)
(8W-44-2)
1 A
UNDERHOOD RIGHT
LAMP COURTESY
(8W-44-2) LAMP
(8W-44-2)
J988W-3 ZG001216
FROM
JUNCTION
BLOCK
(8W-12-16)
D
M1
20
PK
S321
M1 M1 M1 M1
20 20 20 20
PK PK PK PK
A 6
RIGHT OVERHEAD
VISOR/ CONSOLE
VANITY (8W-49-2)
LAMP
(8W-44-5)
C
DOME/
READING
LAMP
(8W-44-3)
A
LEFT UNIVERSAL
VISOR/ GARAGE
VANITY DOOR
LAMP OPENER
(8W-44-5) (8W-44-5)
ZG001217 J988W-3
BATT A6 (8W-10-15)
JUNCTION
BLOCK
(8W-12-2)
FUSE
17
15A
86 30
PARK
LAMP
RELAY E
(8W-50-8)
(8W-50-9) TO
JUNCTION
85 87 BLOCK
(8W-12-19)
9 C5 11 C9 10 C10 11 C10 10 C8
A6 366 L79 L90 L90

14 16 20 20 20
RD/LB PK/OR TN DB/RD DB/RD
21 C2 17 C1
BODY
CONTROL
MODULE
(8W-45-4)
9 15 16
HEADLAMP
SWITCH
(8W-50-6)
(8W-50-8)
J988W-3 ZG001218
JUNCTION
FROM BLOCK
JUNCTION (8W-12-2)
BLOCK
(8W-12-18)
E
4 C13 9 C1 9 C8 1 C15 4 C8 5 C8
NOT NOT
L90 L90 L90 L90
USED USED
18 18 20 20
DB/RD DB/RD DB/RD DB/RD
4 C1
TO RADIO
S103 (8W-47-2)
(8W-50-9)
L90 18DB/RD L90 18DB/RD

3 C1 4 C1 5 C1
LAMP
OUTAGE
MODULE
(8W-51-2) 11
VEHICLE
INFORMATION
CENTER/
GRAPHIC
DISPLAY
MODULE
(8W-46-4)
ZG001219 J988W-3
BATT F61 (8W-10-13) BATT A7 (8W-10-16)

JUNCTION
BLOCK
(8W-12-2)
FUSE FUSE FUSE
18 20 21
15A * 15A 15A
20A **
10 C4 12 C9 10 C9 3 C13 5 C9 2 C9
NOT
USED
L11 F60 F60 F38
16 20 20 18
LG/BK WT/RD RD/WT OR
F60
20
RD/WT
2
VEHICLE
INFORMATION
CENTER/
GRAPHIC
DISPLAY
MODULE
7 C1 (8W-46-2)
RADIO
(8W-47-2)
LHD RHD
F38 F38
18 18
C13 OR OR
AUTOMATIC
21
TEMPERATURE 1
HEADLAMP
CONTROL POWER
DIMMER
MODULE OUTLET
SWITCH (8W-42-2) (8W-41-4)
(PART OF
MULTI-
FUNCTION 1
SWITCH) CIGAR
(8W-50-2) LIGHTER/
* GAS POWER
** DIESEL OUTLET
(8W-41-3)
J988W-3 ZG001220
TURN INSTRUMENT PARK/ BACK-UP AUTOMATIC

SIGNAL/ CLUSTER NEUTRAL LAMP DAY/
HAZARD (8W-40-4) POSITION SWITCH NIGHT
WARNING SWITCH (8W-51-5) MIRROR
11 SWITCH 7 1 (8W-44-8) 2 3 (8W-44-6)
(PART OF
L64 MULTI- L64 L10 L10 L10
18 FUNCTION 18 18 18 20
TN/DB SWITCH) TN/DB BR/LG BR/LG BK/RD
(8W-52-2)
6 C131 7 C131
GAS DIESEL
L10
18
BR/LG
5 C4 1 C4 2 C1 7 C15
JUNCTION
BLOCK
(8W-12-2)
11 C3 1 C14
L64
18 L10
TN/DB 18
BUILT-
UP-EXPORT OTHER BR/LG
L64 S311
18
TN/DB L10 L10 L10
L64 18 18 18
18 BR/LG BR/LG BR/LG
S174 TN/DB
L64
18 3 C372 3 C328 3 C320
TN/DB
L10 L10 L10

18 18 18
L64 BR/LG BR/LG BR/LG
18
TN/DB
A C150 3 C331
A
L64 L10 RIGHT
18 18 BACK-UP
TN/DB
L64 BR/LG LAMP
18 (8W-51-6)
TN/DB
2 A 3 A
RIGHT RIGHT FACTORY LEFT
SIDE FRONT TRAILER BACK-UP
REPEATER TURN TOW LAMP
(8W-52-4) SIGNAL CONNECTOR (8W-51-6)
LAMP (8W-54-2)
(8W-52-4)
ZG001221 J988W-3
BATT A7 (8W-10-16)
JUNCTION
BLOCK
(8W-12-2)
CIRCUIT
BREAKER
3
20A
10 C14 12 C13
F35 F35
16 16
RD RD
1 C335 1 C329
F35 F35
14 14
RD RD
S403
F35 F35 F35 F35 F35

16 16 16 16 18
RD RD RD RD RD
*2 3
10 C2 19 C2 D 5
MEMORY DRIVER DRIVER DRIVER
SEAT SEAT POWER LUMBAR
MODULE HEATER SEAT SWITCH
(8W-63-2)
(8W-63-2) CONTROL SWITCH
MODULE (8W-63-8)
(8W-63-14) (8W-63-10)
S405
F35 F35 F35

16 16 18
RD RD RD
*2
5 D 3
PASSENGER PASSENGER PASSENGER
POWER SEAT LUMBAR
SEAT HEATER SWITCH
SWITCH CONTROL (8W-63-4)
(8W-63-9) MODULE
(8W-63-13)
* RHD
J988W-3 ZG001222
VEHICLE
INFORMATION
CENTER/
GRAPHIC
DISPLAY
MODULE
(8W-46-3)
19 18 17 14
G28 G42 T19 107

20 20 20 20
LG/OR LB/RD YL/BK BK/RD
A B
C212
G28 107 107

20 20 20
LG/OR BK/RD BK/RD
2 C5 6 C5 2 C4 6 C4
JUNCTION
BLOCK
(8W-12-2)
3 C3 7 C1
G28 T107
20 20
LG/OR BK/RD
* 10
*8 C131 * C132
** 7
** 11 C132 **
G28 T107
20 20
LG/OR BK/RD
3 4
FOUR
WHEEL
DRIVE
SWITCH
(8W-46-3)
* GAS
** DIESEL
ZG001223 J988W-3
BUILT-UP-EXPORT
BATT F61 (8W-10-13)

JUNCTION
BLOCK
(8W-12-2)
86 30
REAR FUSE
FOG 15
10A
LAMP
RELAY
85 87 (8W-51-7)
10 C7 3 C7 7 C7 6 C7
L95 L36
18 18
DG/YL LG
7 C307
L96 L36
20 18
LG/RD LG/OR
7 1 C1
HEADLAMP LAMP
SWITCH OUTAGE
(8W-51-7) MODULE
(8W-51-7)
J988W-3 ZG001224
SUNROOF DOME/
CONTROL READING
MODULE LAMP
(8W-64-2) (8W-44-3)
1 A
OVERHEAD
CONSOLE
(8W-49-2)
Z1
16 2
BK
LEFT RIGHT
VISOR/ VISOR/
VANITY VANITY
1 C371 LAMP LAMP
B (8W-44-5) B (8W-44-5)
AUTOMATIC
DAY/
NIGHT
MIRROR
2 (8W-44-6)
Z1 Z1 Z1 Z1 Z1 Z1
16 20 20 20 20 20
BK BK BK BK BK BK
S322
Z1
16 DOME/ OVERHEAD
BK READING CONSOLE
LAMP (8W-49-3)
(8W-44-3)
B 4
SUNROOF OTHER
OTHER SUNROOF
M2 M2
M2 M2 20 20
20 20 YL YL
YL YL
S334
M2
20
YL
F G
TO TO H
JUNCTION JUNCTION
TO
BLOCK BLOCK
(8W-12-26) (8W-12-26) JUNCTION
BLOCK
(8W-12-26)
ZG001225 J988W-3
LEFT KEY-IN
COURTESY SWITCH/
LAMP HALO
(8W-44-2) LAMP
B 3 (8W-44-2)
RIGHT
COURTESY CARGO
LAMP LAMP
(8W-44-5)
(8W-44-2)
B
A
FROM FROM
DOME/ OVERHEAD
READING CONSOLE
FROM
LAMP (8W-12-25)
S322
(8W-12-25) H M2 M2 (8W-12-25)
20 20
G YL YL F
M2 M2 M2 M2 Z1
20 20 20 20 16
YL YL YL YL BK
OTHERS SUNROOF
12 C8 7 C8 11 C15 2 C8 3 C14 2 C15

JUNCTION
BLOCK
86 30
(8W-12-2)
COURTESY
LAMP
RELAY
(8W-44-9)
85 87
6 C10 4 C5
Z1
18
BK
M112 S220
20 (8W-15-19)
Z1
BR/LG 16
BK
S216
(8W-15-19)
6 C2 Z1
16
BODY BK
CONTROL
MODULE S202
(8W-45-3) (8W-15-20)
Z1
14
BK
2 C301
Z1
14
BK
G303
(8W-15-20)
J988W-3 ZG001226
HORN
RELAY
(IN PDC)
(8W-41-2)
A5
X4
20
GY/OR
RUN A22 (8W-10-12)

1 C3
JUNCTION
BLOCK
(8W-12-2)
FUSE
22
10A
12 C7 7 C10 1 C13
X4 X4 F20
20 20 18
GY/OR GY/OR WT
5 C1
13 C2 20
CLOCKSPRING BODY AIRBAG
(8W-41-2) CONTROL CONTROL
MODULE MODULE
(8W-45-3) (8W-43-2)
ZG001227 J988W-3
BATT A6 (8W-10-15) BATT F62 (8W-10-17)

JUNCTION
BLOCK
86 30 86 30
(8W-12-2)
AUTOMATIC FOG
HEADLAMP LAMP
RELAY RELAY
(8W-50-2) (8W-50-7)
85 87 85 87
12 C10 8 C5 1 C10 4 C3 8 C7
714 F34 L95 L39 L39

20 16 20 18 20
BK/OR TN/BK DG/YL LB LB
22 C2 4
BODY HEADLAMP
CONTROL SWITCH
(8W-50-8)
MODULE
(8W-45-5)
F34 16TN/BK S105

19 11
HEADLAMP HEADLAMP
DIMMER SWITCH
SWITCH (8W-50-2)
(PART OF L39 L39
MULTI- 18 18
FUNCTION LB LB
SWITCH)
(8W-50-2)
12 C2 2 2
BODY LEFT RIGHT
CONTROL FOG FOG
MODULE LAMP LAMP
(8W-45-5) (8W-50-7) (8W-50-7)
J988W-3 ZG001228
ZG 8W - 15 GROUND DISTRIBUTION 8W - 15 - 1
8W-15 GROUND DISTRIBUTION

A/C Compressor Clutch . . . . . . . . . . . . . . . . .8W-15-3, 4, 5 Junction Block . . . . . . . . . . . . . . . . . . . . . . .8W-15-18, 19
A/C Heater Control . . . . . . . . . . . . . . . . . . .8W-15-6, 7, 19 Key-In Switch/Halo Lamp . . . . . . . . . . . . . . . . . .8W-15-19
A/C High Pressure Switch. . . . . . . . . . . . . . . . . . .8W-15-4 Lamp Outage Module . . . . . . . . . . . . . . . . . . . . .8W-15-16
Airbag Control Module . . . . . . . . . . . . . . . . . . . .8W-15-20 Left Back-Up Lamp . . . . . . . . . . . . . . . . . . . . . .8W-15-11
Ash Receiver Lamp . . . . . . . . . . . . . . . . . . . . . .8W-15-19 Left Fog Lamp . . . . . . . . . . . . . . . . . . . . . . . .8W-15-8, 9
Automatic Day/Night Mirror . . . . . . . . . . . . . . . .8W-15-18 Left Front Park Lamp . . . . . . . . . . . . . . . . . . .8W-15-8, 9
Automatic Temperature Control Module . . . . . . . .8W-15-6, 7 Left Front Side Marker Lamp . . . . . . . . . . . . . .8W-15-8, 9
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-15-2, 3 Left Front Turn Signal Lamp . . . . . . . . . . . . . . .8W-15-8, 9
Blend Door Actuator. . . . . . . . . . . . . . . . . . . . . .8W-15-19 Left Headlamp . . . . . . . . . . . . . . . . . . . . . . . .8W-15-8, 9
Blower Power Module . . . . . . . . . . . . . . . . . . . .8W-15-6, 7 Left License Lamp . . . . . . . . . . . . . . . . . . . . . . .8W-15-12
Body Control Module . . . . . . . . . . . . . . . . . . . . .8W-15-20 Left Rear Fog Lamp . . . . . . . . . . . . . . . . . . . . . .8W-15-11
Brake Pressure Switch . . . . . . . . . . . . . . . . . . .8W-15-6, 7 Left Rear Side Marker Lamp . . . . . . . . . . . . . . . .8W-15-11
Center High Mounted Stop Lamp No. 1 . . . . . . . . .8W-15-11 Left Rear Turn Signal Lamp . . . . . . . . . . . . . . . .8W-15-11
Center High Mounted Stop Lamp No. 2 . . . . . . . . .8W-15-11 Left Side Repeater . . . . . . . . . . . . . . . . . . . . . .8W-15-8, 9
Center High Mounted Stop Lamp No. 3 . . . . . . . . .8W-15-11 Left Tail/Stop Lamp . . . . . . . . . . . . . . . . . . . . . .8W-15-11
Cigar Lighter . . . . . . . . . . . . . . . . . . . . . . . . . .8W-15-19 Left Visor/Vanity Lamp. . . . . . . . . . . . . . . . . . . .8W-15-18
Cigar Lighter Relay . . . . . . . . . . . . . . . . . . . . . .8W-15-19 Liftgate Ajar Switch . . . . . . . . . . . . . . . . . . . . . .8W-15-12
Cigar Lighter/Power Outlet . . . . . . . . . . . . . . . . .8W-15-19 Liftgate Cylinder Lock Switch . . . . . . . . . . . . . . .8W-15-12
Clockspring . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-15-20 Liftglass Ajar Switch . . . . . . . . . . . . . . . . . . . . .8W-15-12
Controller Anti-Lock Brake . . . . . . . . . . . . . . . .8W-15-6, 7 Liftglass Release Solenoid . . . . . . . . . . . . . . . . . .8W-15-12
Coolant Level Sensor . . . . . . . . . . . . . . . . . . . . . .8W-15-4 Lower Hose Coolant Switch . . . . . . . . . . . . . . . . .8W-15-10
Cooling Fan Motor . . . . . . . . . . . . . . . . . . . . . . .8W-15-10 Mass Air Flow Module . . . . . . . . . . . . . . . . . . . . .8W-15-5
Courtesy Lamp Relay . . . . . . . . . . . . . . . . . . . . .8W-15-18 Memory Seat Module . . . . . . . . . . . . . . . . . . . . .8W-15-17
Data Link Connector . . . . . . . . . . . . . . . . . . . .8W-15-2, 3 MSA Controller. . . . . . . . . . . . . . . . . . . . . . . . . .8W-15-3
Daytime Running Lamp Module. . . . . . . . . . . . . . .8W-15-6 Overhead Console . . . . . . . . . . . . . . . . . . . . . . .8W-15-18
Diagnostic Connector . . . . . . . . . . . . . . . . . . . . .8W-15-10 Passenger Door Courtesy Lamp . . . . . . . . . . . . . .8W-15-14
Dome/Reading Lamp . . . . . . . . . . . . . . . . . . . . .8W-15-18 Passenger Door Module . . . . . . . . . . . . . . . . . . .8W-15-14
Downstream Heated Oxygen Sensor . . . . . . . . . . . .8W-15-4 Passenger Front Cylinder Lock Switch. . . . . . . . . .8W-15-14
Driver Door Courtesy Lamp. . . . . . . . . . . . . . . . .8W-15-16 Passenger Heated Seat Back . . . . . . . . . . . . . . . .8W-15-15
Driver Door Module . . . . . . . . . . . . . . . . . . . . . .8W-15-16 Passenger Heated Seat Cushion . . . . . . . . . . . . . .8W-15-15
Driver Front Cylinder Lock Switch . . . . . . . . . . . .8W-15-16 Passenger Lumbar Switch . . . . . . . . . . . . . . . . . .8W-15-15
Driver Heated Seat Back . . . . . . . . . . . . . . . . . .8W-15-17 Passenger Power Seat Switch . . . . . . . . . . . . . . .8W-15-15
Driver Heated Seat Cushion . . . . . . . . . . . . . . . .8W-15-17 Passenger Rear Power Window Switch. . . . . . . . . .8W-15-14
Driver Lumbar Switch . . . . . . . . . . . . . . . . . . . .8W-15-17 Passenger Seat Heater Control Module . . . . . . . . .8W-15-15
Driver Power Seat Switch . . . . . . . . . . . . . . . . . .8W-15-17 Power Amplifier . . . . . . . . . . . . . . . . . . . . . . . .8W-15-17
Driver Rear Power Window Switch . . . . . . . . . . . .8W-15-15 Power Outlet . . . . . . . . . . . . . . . . . . . . . . . . . .8W-15-19
Driver Seat Heater Control Module . . . . . . . . . . . .8W-15-17 Powertrain Control Module . . . . . . . . . . . . . . . .8W-15-2, 3
Electronic Flasher . . . . . . . . . . . . . . . . . . . . . . .8W-15-18 Radio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-15-17
Electronic Vacuum Modulator . . . . . . . . . . . . . . . .8W-15-5 Rear Washer Pump Motor . . . . . . . . . . . . . . . . .8W-15-8, 9
Engine Starter Motor Relay . . . . . . . . . . . . . . . . .8W-15-7 Rear Window Defogger . . . . . . . . . . . . . . . . . . . .8W-15-12
Factory Trailer Tow Connector . . . . . . . . . . . . . . .8W-15-11 Rear Wiper Module . . . . . . . . . . . . . . . . . . . . . .8W-15-12
Floor Console Lamps . . . . . . . . . . . . . . . . . . . . .8W-15-15 Right Back-Up Lamp . . . . . . . . . . . . . . . . . . . . .8W-15-13
Four Wheel Drive Switch . . . . . . . . . . . . . . . . .8W-15-4, 5 Right Fog Lamp . . . . . . . . . . . . . . . . . . . . . . .8W-15-4, 5
Fuel Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-15-5 Right Front Park Lamp. . . . . . . . . . . . . . . . . . .8W-15-4, 5
Fuel Heater Relay . . . . . . . . . . . . . . . . . . . . . . . .8W-15-7 Right Front Side Marker Lamp . . . . . . . . . . . . .8W-15-4, 5
Fuel Pump Module . . . . . . . . . . . . . . . . . . . . . .8W-15-14 Right Front Turn Signal Lamp . . . . . . . . . . . . . .8W-15-4, 5
Fuel Sender Unit. . . . . . . . . . . . . . . . . . . . . . . .8W-15-15 Right Headlamp . . . . . . . . . . . . . . . . . . . . . . .8W-15-4, 5
G100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-15-2, 3 Right License Lamp . . . . . . . . . . . . . . . . . . . . . .8W-15-12
G101 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-15-2, 3 Right Rear Fog Lamp . . . . . . . . . . . . . . . . . . . . .8W-15-13
G104 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-15-2, 3 Right Rear Side Marker Lamp . . . . . . . . . . . . . . .8W-15-13
G105 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-15-4 Right Rear Turn Signal Lamp . . . . . . . . . . . . . . .8W-15-13
G106 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-15-4, 5 Right Side Repeater . . . . . . . . . . . . . . . . . . . . .8W-15-4, 5
G107 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-15-6, 7 Right Tail/Stop Lamp . . . . . . . . . . . . . . . . . . . . .8W-15-13
G108 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-15-6, 7 Right Visor/Vanity Lamp . . . . . . . . . . . . . . . . . . .8W-15-18
G109 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-15-8, 9 Seat Belt Switch . . . . . . . . . . . . . . . . . . . . . . . .8W-15-15
G110 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-15-10 Stop Lamp Switch . . . . . . . . . . . . . . . . . . . . .8W-15-9, 20
G111. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-15-7 Sunroof Control Module . . . . . . . . . . . . . . . . . . .8W-15-18
G300 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-15-13 Switch Pod . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-15-19
G301 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-15-14 Trailer Tow Left Turn Relay. . . . . . . . . . . . . . . . .8W-15-11
G302 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-15-15, 26 Trailer Tow Right Turn Relay. . . . . . . . . . . . . . . .8W-15-11
G303 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-15-20 Trailer Tow Stop Lamp Relay . . . . . . . . . . . . . . . .8W-15-11
Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-15-2 Underhood Lamp . . . . . . . . . . . . . . . . . . . . .8W-15-6, 7, 9
Glove Box Lamp . . . . . . . . . . . . . . . . . . . . . . . .8W-15-19 Upper Hose Coolant Switch . . . . . . . . . . . . . . . . .8W-15-10
Headlamp Leveling Switch . . . . . . . . . . . . . . . . .8W-15-20 Upstream Heated Oxygen Sensor . . . . . . . . . . . . . .8W-15-4
Headlamp Switch . . . . . . . . . . . . . . . . . . . . . . .8W-15-20 Vehicle Information Center/
High Pressure Cut-Out Switch . . . . . . . . . . . . . . .8W-15-10 Graphic Display Module . . . . . . . . . . . .8W-15-16, 19, 20
High Speed Cooling Fan Relay . . . . . . . . . . . . . . .8W-15-10 Vehicle Speed Control Servo. . . . . . . . . . . . . . . .8W-15-6, 7
Horn No. 1 . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-15-4, 5 Windshield Washer Pump Motor . . . . . . . . . . . . .8W-15-8, 9
Horn No. 2 . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-15-4, 5 Windshield Wiper Motor . . . . . . . . . . . . . . . . . .8W-15-8, 9
Instrument Cluster . . . . . . . . . . . . . . . . . . . .8W-15-19, 20 Wiper Fluid Level Sensor . . . . . . . . . . . . . . . . .8W-15-8, 9
8W - 15 - 2 8W-15 GROUND DISTRIBUTION ZJ/ZG
GAS
BATTERY GENERATOR
(8W-20-2) (8W-20-2) DATA
LINK
CONNECTOR
(8W-30-2)
1 4 5
Z0 Z0 Z0
6 6 8
Z1 Z2
BK BK BK
18 18
BK BK/OR
S126
Z0
6
BK
11 12 C236
G100 G101
Z1 Z2
POWERTRAIN 18 18
CONTROL BK BK/OR
MODULE
(8W-30-14)
31 C1 32 C1
1 2 C132
Z12 Z12 Z1 Z2
14 14 18 18
BK/TN BK/TN BK BK/OR
G104
J988W-3 ZG001502
ZJ/ZG 8W-15 GROUND DISTRIBUTION 8W - 15 - 3
DIESEL
BATTERY
(8W-20-3) DATA
LINK
CONNECTOR
(8W-30-19)
4 5
Z0 Z0
8 2/0
Z1 Z2
BK BK
18 18
BK BK/OR
11 12 C236
G100 G101
A/C Z1 Z2
18 18
COMPRESSOR BK BK/OR
CLUTCH
(LHD)
2 (8W-42-11)
MSA
Z12 CONTROLLER
18 (8W-30-22) 2 3 C132
BK/TN
46 24 1
POWERTRAIN
CONTROL
MODULE
(8W-30-22) Z1 Z2
18 18
12 C4 11 C4 BK BK/OR
Z12 Z12 Z12 Z12 Z12

16 16 14 16 16
BK/TN BK/TN BK/TN BK/TN BK/TN
S130
Z12
10
BK/TN
G104
ZG001503 J988W-3
GAS
UPSTREAM FOUR RIGHT RIGHT

HEATED WHEEL FRONT FRONT
OXYGEN DRIVE PARK TURN
SENSOR SWITCH LAMP SIGNAL
(8W-30-10) (8W-50-11)
2 1 (8W-46-3) B G LAMP
(8W-50-11)
DOWNSTREAM A/C RIGHT
HEATED COMPRESSOR FRONT
OXYGEN CLUTCH SIDE
SENSOR (5.2L/5.9L) MARKER
(8W-30-10) (8W-42-10)
2 1 B LAMP
(8W-50-11)
Z12 Z12 Z12 Z12 Z1 Z1 Z1

18 18 20 18 18 18 18
BK/TN BK/TN BK/TN BK/TN BK BK BK
S130 S152
A/C A/C
Z12 COMPRESSOR HIGH A/C
16 CLUTCH PRESSURE COMPRESSOR
BK/TN
(4.0L RHD) SWITCH CLUTCH
(8W-42-10) 2 (8W-42-12) (4.0L LHD)
1 (8W-42-10)
2
G105 Z1
18 HORN
BK Z1
Z1
4.0L RHD OTHER 18
NO. 1
18 (8W-41-2)
BK BK
5.2L/5.9L 4.0L LHD Z1
18
2 BK
S172 S172
RIGHT
HEADLAMP
(8W-50-3) Z1 Z1 RIGHT HORN
(8W-50-4) 18 18
BK BK FOG NO. 2
A LAMP (8W-41-2)
*3
COOLANT (8W-50-7)
LEVEL
SENSOR 1 2
C C150
(8W-46-4) 11 C132 4 C144 FROM
2 S109
Z1 Z1 Z1 Z1 (8W-15-8)
18 16 16 18
K
Z1 Z1 Z1 BK BK BK BK
16 16 18
BK BK BK
S104
Z1
18
Z1 Z1
BK
14 16
1 BK BK
RIGHT
SIDE G106
REPEATER
(BUILT-UP-EXPORT) * BUILT-UP-EXPORT
J988W-3 (8W-52-4) ZG001504
DIESEL
FOUR RIGHT
FUEL FRONT
WHEEL HEATER
DRIVE SIDE
(8W-30-28)
SWITCH MARKER
(8W-46-3) B LAMP
1 2 (8W-50-11)
MASS ELECTRONIC RIGHT

AIR VACUUM FRONT
FLOW MODULATOR PARK
MODULE (8W-30-28)
LAMP
1 (8W-30-26) 4 B (8W-50-11)
Z1 Z1 Z1 Z1 RIGHT
20 20 14 18
BK BK BK BK FRONT
TURN
SIGNAL
S134 G LAMP
(8W-50-11)
A/C Z1 Z1 Z1
COMPRESSOR 18 18 18
CLUTCH BK BK BK
(RHD)
Z1
(8W-42-11)
12 2 S152
BK
RIGHT Z1 HORN
18
HEADLAMP BK/TN NO. 1 Z1
(8W-50-4) (8W-41-2) 18
BK
3 2
10 2 C131
C C150
RIGHT RIGHT HORN
SIDE FOG NO. 2
REPEATER LAMP (8W-41-2)
(8W-52-4) (8W-50-7)
FROM
1 1 2
S109
(8W-15-9)
A
Z1 Z1 Z1 Z1 Z1 Z1 Z1 Z1
16 18 12 18 18 16 16 18
BK BK BK BK BK BK BK Z1 BK
16
BK
S104
Z1
10
BK
G106
ZG001505 J988W-3
EXCEPT BUILT-UP-EXPORT
UNDERHOOD BLOWER AUTOMATIC

LAMP POWER TEMPERATURE
(8W-44-2) MODULE CONTROL
(8W-42-3) MODULE
D7 (8W-42-2)
2 5
DAYTIME Z4 A/C-
RUNNING 20 HEATER
LAMP PK CONTROL
MODULE (8W-42-5)
(8W-50-5) P C206
9 8 4 C1
Z1 Z4 Z4 C1
18 18 20 14
BK BK BK DG
2 C159 S226 J C206
VEHICLE
Z4 Z4
SPEED 12 12
CONTROL BK BK
SERVO
4 (8W-33-2)
ATC MANUAL
A/C-HEATER
2 C160
Z4 Z4 Z4 Z4 Z4
18 20 16 20 12
BK BK BK BK BK
S124
CONTROLLER BRAKE
ANTI-LOCK PRESSURE
BRAKE SWITCH
(8W-35-2) (8W-40-6)
24 8 1
Z2 Z2 Z2 Z4
12 12 16 10
BK BK BK BK
S125
Z2
12
BK
G108 G107
J988W-3 ZG001506
BUILT-UP-EXPORT
UNDERHOOD BLOWER AUTOMATIC
LAMP POWER TEMPERATURE
(GAS) MODULE CONTROL
(8W-44-2) (8W-42-3) MODULE
D7 (8W-42-2)
2 5
Z4 A/C-
20 HEATER
PK CONTROL
(8W-42-5)
P C206
4 C1
Z1 Z4 Z4 C1
18 20 14
18 VEHICLE BK BK DG
BK SPEED
CONTROL
2 C159 SERVO S226
(GAS) J C206
4
(8W-33-2)
Z4 Z4
Z4 FUEL 12 12
20 HEATER BK BK
BK RELAY
LHD RHD (IN PDC) ATC MANUAL
D11 (DIESEL) A/C-HEATER
14 C131 (8W-30-27)
2 C160
LHD RHD
Z4 Z4 Z4 Z4
18 20 20 12
BK BK BK BK
S124
BRAKE
PRESSURE
SWITCH
(8W-40-6)
1
CONTROLLER
ANTI-LOCK
BRAKE
Z2 (8W-35-2) Z4 Z4 Z5
16 20 10 12
24 8 BK BK BK
BK
Z2 Z2
12 12
BK BK C10
ENGINE
S125 STARTER
MOTOR
Z2 RELAY
12 (IN PDC)
BK (DIESEL)
(8W-21-3)
G108 G107 G111
ZG001507 J988W-3
GAS
LEFT LEFT LEFT
FRONT FRONT FRONT
SIDE TURN PARK
MARKER SIGNAL LAMP
B LAMP G LAMP B
(8W-50-10)
(8W-50-10) (8W-50-10)
Z1 Z1 Z1
18 18 18
WINDSHIELD BK BK BK
WASHER
PUMP
MOTOR S149
2 (8W-53-2)
WINDSHIELD LEFT LEFT Z1

18
WIPER FOG HEADLAMP BK
MOTOR LAMP (8W-50-3)
(8W-53-3) (8W-50-7) (8W-50-4)
4 1 A
*3 C C102
REAR Z1 Z1 Z1
WASHER 18 16 18
PUMP BK BK BK
MOTOR
2 (8W-53-5)
S109
WIPER Z1
FLUID 18
BK
LEVEL
SENSOR
2 (8W-53-5)
1
LEFT
SIDE
REPEATER
(BUILT-
Z2 Z2 Z2 Z2 UP-EXPORT)
18 18 18 16 (8W-52-3)
BK BK BK BK
Z1 Z1
16 16
BK BK
S121
K
TO
Z2 G106
12 (8W-15-4)
BK
G109
* BUILT-UP-EXPORT
J988W-3 ZG001508
DIESEL
STOP LEFT LEFT LEFT
LAMP FRONT FRONT FRONT
SWITCH SIDE PARK TURN
(8W-33-3) MARKER LAMP SIGNAL
4 B LAMP B (8W-50-10) G LAMP
(8W-50-10) (8W-50-10)
Z1
Z1 Z1 18
WINDSHIELD 18 18 BK
WASHER BK BK
UNDERHOOD
PUMP
LAMP
MOTOR (8W-44-2)
2 (8W-53-2) S149
2
LEFT LEFT Z1
Z1 18
18
FOG HEADLAMP BK
BK LAMP (8W-50-4)
(8W-50-7)
2 C159 1 3
C C102
Z1 Z1 Z1
V30 18 18 16
20 BK BK BK Z1
DB/LG 18
BK
WINDSHIELD
WIPER
MOTOR
(8W-53-3)
S109
4
REAR
WASHER
8
C235 PUMP
2
MOTOR
2 (8W-53-5)
WIPER
FLUID
LEVEL
SENSOR
B (8W-53-5)
Z2 Z2 Z2 Z2 Z2 Z1 Z1 Z1
20 18 18 18 16 18 16 16
BK BK BK BK BK BK BK BK
S121 1
A
LEFT
SIDE TO
Z2 REPEATER S104
12 (8W-52-3) (8W-15-5)
BK
G109
ZG001509 J988W-3
MAX COOLING
LOWER
HOSE
COOLANT
SWITCH
B (8W-30-30)
(8W-30-31)
HIGH
PRESSURE
CUT-OUT
SWITCH
2 (8W-30-30)
(8W-30-31)
HIGH
SPEED
COOLING
FAN
2 RELAY
(8W-30-30)
(8W-30-31)
COOLING
FAN
MOTOR
(8W-30-30)
(8W-30-31)
4
UPPER DIAGNOSTIC
HOSE CONNECTOR
COOLANT (8W-30-30)
SWITCH (8W-30-31)
B (8W-30-30) 2
(8W-30-31)
Z1 Z1 Z1 Z1 Z1 Z1
16 16 16 10 16 16
BK BK BK BK BK BK
S150
Z1
10
BK
G110
(MAX COOLING)
J988W-3 ZG001510
CENTER CENTER CENTER

HIGH HIGH HIGH
MOUNTED MOUNTED MOUNTED
STOP STOP STOP
2 LAMP 2 LAMP 2 LAMP
NO. 1 NO. 3 NO. 2
(8W-51-5) (8W-51-5) (8W-51-5)
Z1 20BK Z1 20BK
LEFT
FACTORY BACK-UP
TRAILER LAMP
TOW (8W-51-6)
CONNECTOR G
(8W-54-3)
LEFT
8
REAR
TRAILER
TURN
TOW
Z1 SIGNAL
STOP
14 G LAMP
BK LAMP (8W-52-6)
2 RELAY (8W-52-7)
(8W-54-3)
LEFT
S343 TAIL/
STOP
TRAILER LAMP LEFT
TOW G (8W-51-3) REAR
LEFT (8W-51-4) FOG
TURN LEFT LAMP
2 RELAY REAR G
(8W-51-7)
(8W-54-3)
Z1 Z1 SIDE
20 12 MARKER
BK BK LAMP
1
TRAILER (8W-51-3) Z1
Z1 18
TOW 18 BK
RIGHT BK
B C359 9 C331
TURN
2 RELAY
(8W-54-3) EXCEPT BUILT-UP
BUILT-UP -EXPORT
Z1 Z1 Z1 Z1 Z1 Z1 Z1 Z1 -EXPORT Z1
18 12 18 18 18 18 18 18 18
BK BK BK BK BK BK BK BK BK
S330 S416
B
TO Z1 Z1
12 18
C326 BK BK
(8W-15-13)
8 C372 4 C328
Z1 Z1
12 18
BK BK
E D
TO TO
S314 S314
(8W-15-16) (8W-15-16)
ZG001511 J988W-3
REAR LEFT RIGHT

WIPER LICENSE LICENSE
MODULE LAMP LAMP
(8W-53-4) (8W-51-6) (8W-51-6)
3 2 2
Z1 Z1
20 20
BK BK
REAR
WINDOW
DEFOGGER
(8W-48-2) S419
Z1
20
LIFTGATE LIFTGATE BK
CYLINDER AJAR
LOCK SWITCH
SWITCH (8W-44-13)
2 (8W-39-5) 1
A C364
LIFTGLASS LIFTGLASS
AJAR RELEASE
SWITCH SOLENOID
(8W-44-13) (8W-61-5)
1 2
Z1 Z1 Z1 Z1 Z1 Z1 Z1
14 12 20 16 16 14 20
BK BK BK BK BK BK BK
S328
Z1
12
BK
TO
C325
(8W-15-13)
J988W-3 ZG001512
RIGHT RIGHT
TAIL/ BACK-UP
STOP LAMP
LAMP (8W-51-6)
G (8W-51-3) G
(8W-51-4)
RIGHT
REAR
FOG
LAMP
(BUILT-UP-EXPORT)
G
(8W-51-7)
RIGHT
FROM REAR FROM
C359 TURN S328
(8W-15-11) SIGNAL (8W-15-12)
B RIGHT G LAMP J
REAR (8W-52-6)
SIDE (8W-52-7)
MARKER
1 LAMP
(BUILT-UP
-EXPORT)
(8W-51-3)
Z1 Z1 Z1 Z1 Z1 Z1 Z1
18 18 18 18 18 18 12
BK BK BK BK BK BK BK
7 3
2 C326 S417 2 C325
Z1 Z1 Z1
18 18 12
BK BK BK
4 C320
Z1
18
BK
S316
Z1 Z1
12 12
BK BK
C
G300
TO
S314
(8W-15-16)
ZG001513 J988W-3
PASSENGER PASSENGER PASSENGER PASSENGER

FRONT DOOR DOOR DOOR
CYLINDER COURTESY MODULE MODULE
LOCK LAMP (8W-60-3) (8W-60-3)
SWITCH (8W-44-10) (8W-61-3) (8W-61-3)
2 2 7 C1 (8W-62-2) 7 C1 (8W-62-2)
(8W-39-5)
Z1 Z1 Z1 Z1
20 20 12 12
BK BK BK BK
S325
Z1
12
BK
PASSENGER FROM
REAR S402
(8W-15-17) FULL POWER
POWER OPTION GROUP
WINDOW F
SWITCH 1 C351
6
(8W-60-4)
Z1 Z1
16 FUEL 14
BK PUMP BK
MODULE
(GAS) Z1
(8W-30-11) 12
6 BK
D C345 2 C329
Z1 Z1 Z1
16 16 16
BK BK BK
S333
Z1 Z1
10 12
BK BK
TO
S304
(8W-15-15) G301
J988W-3 ZG001514
PASSENGER PASSENGER
POWER LUMBAR
SEAT SWITCH
SWITCH (8W-63-4)
1 (8W-63-9) 2 4
PASSENGER PASSENGER
HEATED HEATED
SEAT SEAT
BACK CUSHION
A (8W-63-12) D (8W-63-12)
PASSENGER
SEAT
HEATER
CONTROL
F MODULE
*7 (8W-63-12)
Z1 Z1 Z1 Z1 Z1 Z1
18 16 16 18 18 20
BK BK BK BK BK BK
S406
DRIVER SEAT FUEL FLOOR Z1

14
REAR BELT SENDER CONSOLE BK
POWER SWITCH UNIT LAMPS
WINDOW (8W-45-4) (DIESEL) (8W-44-11)
SWITCH (8W-30-28) 2 C335
6 2 6 1
(8W-60-4)
Z1 FROM
16 S333
BK (8W-15-14)
G
D C343
Z1 Z1 Z1 Z1 Z1 Z1
16 20 16 20 10 16
BK BK BK BK BK BK
S304
Z1
12
BK
G302
* RHD (8W-15-16)
ZG001515 J988W-3
VEHICLE
INFORMATION
CENTER/
GRAPHIC
5 DISPLAY
MODULE
G46 (8W-46-4)
20
BK/LB
LAMP
5 C307 OUTAGE
OTHERS MODULE FROM FROM FROM
S316 C328 C372
(8W-15-13) (8W-15-11) (8W-15-11)
G46 C D E
G46
20 20
LB/BK LB/BK
9 C1
9 C316 LAMP
OUTAGE
Z1 MODULE
18 Z1 Z1 Z1
(8W-51-5)
BK 12 18 12
9 C2 BK BK BK
Z1
18
BK
S314
DRIVER DRIVER DRIVER DRIVER

DOOR FRONT DOOR DOOR
COURTESY CYLINDER MODULE MODULE
(8W-60-2)
LAMP LOCK (8W-60-2)
(8W-61-2)
(8W-44-10) SWITCH (8W-61-2) 7 C1
2 2 7 C1 (8W-62-2) (8W-62-2)
(8W-39-5)
Z1 Z1 Z1
20 20 12
BK BK BK
S324
Z1 Z1
12 12
BK BK
FROM
S304
(8W-15-15) FULL POWER
OPTION GROUP
1 C334
Z1 Z1 Z1
12 12 12
BK BK BK
G302
J988W-3 ZG001516
MEMORY DRIVER
SEAT LUMBAR
MODULE SWITCH
(8W-63-2) (8W-63-2)
(8W-63-3)
1 C2 8 C2 2 4
DRIVER DRIVER
POWER HEATED
SEAT SEAT
SWITCH BACK
1 (8W-63-8) A (8W-63-11)
(8W-63-10)
DRIVER DRIVER
SEAT HEATED
HEATER SEAT
CONTROL CUSHION
F MODULE D (8W-63-11)
*7 (8W-63-11)
Z1 Z1 Z1 Z1 Z1 Z1 Z1 Z1
16 16 16 16 18 18 16 20
BK BK BK BK BK BK BK BK
S402
Z1
14
BK
F
POWER RADIO
AMPLIFIER (8W-47-2) TO
(8W-47-8) C329
(8W-47-9) (8W-15-14)
10 C2 11 C2
3 C1 C1 Z5
16
BK
12
C305
9
PREMIUM/
LIMITED PLUS OTHER
Z5 Z5 Z5
16 16 14
BK/LB BK/LB BK/LB
Z5
S309 14
BK/LB
Z5
14
BK/LB
L M
TO TO
G303 G303
* RHD (8W-15-20) (8W-15-20)
LIMITED PLUS
ZG001517 J988W-3
SUNROOF
CONTROL
MODULE
(8W-64-2)
1
Z1
16 OVERHEAD DOME/
BK CONSOLE READING
(8W-49-2) LAMP
(8W-44-3)
2 A
LEFT AUTOMATIC
VISOR/ DAY/
VANITY NIGHT
LAMP MIRROR
1 C371 B (8W-44-5) 2 (8W-44-6)
RIGHT
VISOR/
VANITY
LAMP
B (8W-44-5)
Z1 Z1 Z1 Z1 Z1 Z1
16 20 20 20 20 20
BK BK BK BK BK BK
S322
Z1
16
BK
2 C15
JUNCTION
COURTESY ELECTRONIC
LAMP FLASHER BLOCK
RELAY (8W-52-2) (8W-12-2)
(8W-44-9)
87 3
4 C5
Z1
18
BK
H
TO
S220
(8W-15-19)
J988W-3 ZG001518
BLEND A/C-
DOOR HEATER
ACTUATOR CONTROL
(MANUAL A/C-HEATER) (8W-42-5)
(8W-42-7) JUNCTION
4 3 C2 BLOCK
CIGAR CIGAR (8W-12-2)
CIGAR
LIGHTER LIGHTER/ LIGHTER
C34
20
(RHD) POWER RELAY
VT/WT (8W-41-4) OUTLET (8W-41-3)
(LHD) (8W-41-4)
2 2
(8W-41-3) 85
POWER Z1
OUTLET 16 9 C7
(RHD) BK
H C206 (8W-41-4)
2 FROM
GLOVE ASH JUNCTION
BOX RECEIVER BLOCK
LAMP LAMP (8W-15-18)
(8W-44-2) (8W-44-12) H
2 2
C34 Z1 Z1 Z1 C34 Z1 Z1 Z1
20 18 18 20 20 20 18 18
VT/WT BK BK BK VT/WT BK BK BK
S220
VEHICLE SWITCH INSTRUMENT

INFORMATION POD CLUSTER
CENTER/ (8W-44-11) (8W-40-2)
GRAPHIC
20 DISPLAY 2
MODULE KEY-IN 1
(8W-46-2) SWITCH/
HALO
LAMP
1 (8W-44-2)
Z1 Z1 Z1 Z1 Z1
20 20 20 20 16
BK BK BK BK BK
S216
Z1
16
BK
TO
S202
(8W-15-20)
ZG001519 J988W-3
VEHICLE INSTRUMENT BODY

INFORMATION CLUSTER CONTROL
CENTER/ (8W-40-2) MODULE
GRAPHIC (8W-45-2)
3 DISPLAY 2 16 C1 8 C3
MODULE CLOCKSPRING
(8W-46-2) (8W-47-11)
Z2 Z2
4 C1 Z2 Z2
20 20 20 18
BK/OR BK/OR BK/OR BK/OR
Z2
20
BK/OR
S205
HEADLAMP Z2
18
SWITCH BK/OR
(8W-50-6)
(8W-50-8)
8 C307
2 5
BODY HEADLAMP
CONTROL LEVELING
MODULE SWITCH
(8W-45-2) (BUILT-UP
-EXPORT)
24 C2 1
(8W-50-12)
Z2
18
STOP BK/OR
LAMP FROM
SWITCH S216
(8W-33-2) (8W-15-19) S302
(8W-33-3) I
2
Z1 Z1 Z1 Z1 Z1 Z1
16 16 16 20 20 16
BK BK BK BK BK BK
S202
FROM FROM AIRBAG

S309 C305 CONTROL
(8W-15-17) (8W-15-17) MODULE Z1 Z2
(8W-43-2) 14 18
L M
BK BK/OR
10
2 C301
Z5 Z5 Z6 Z1
14 14 16 14
BK/LB BK/LB BK/PK BK
G303
J988W-3 ZG001520
ZG 8W - 20 CHARGING SYSTEM 8W - 20 - 1
8W-20 CHARGING SYSTEM

Automatic Shutdown Relay. . . . . . . . . . . . . .8W-20-3 Generator . . . . . . . . . . . . . . . . . . . . . . . . . .8W-20-, 3
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-20-2, 3 Glow Plug Relay . . . . . . . . . . . . . . . . . . . . . .8W-20-3
Engine Starter Motor . . . . . . . . . . . . . . . .8W-20-2, 3 Power Distribution Center . . . . . . . . . . . .8W-20-2, 3
Fusible Link . . . . . . . . . . . . . . . . . . . . . . .8W-20-2, 3 Powertrain Control Module. . . . . . . . . . . .8W-20-2, 3
G100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-20-2, 3 Transmission Control Relay . . . . . . . . . . . . .8W-20-2
G101 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-20-2, 3
8W - 20 - 2 8W-20 CHARGING SYSTEM ZJ/ZG
GAS
A0 6RD
POWER BATTERY
A11 DISTRIBUTION
10 CENTER
A0
DG (8W-10-7)
6
RD
FUSIBLE
LINK 1 Z0
B(+) ENGINE 6
STARTER BK
MOTOR
(8W-21-2)
S126
S137 (8W-15-2)
A11
6 Z0 Z0
RD/BK 6 6
BK BK
GENERATOR
G100 G101
(8W-15-2)
K72 18DG/VT
2
3 C144
3 K72
18
1 K20
DG/VT
18
DG
A8
2 C144 TRANSMISSION
CONTROL
RELAY
Z0 K20
8 18 (IN PDC)
BK DG (8W-31-2)
A10
T66
S126 6 C132 20
(8W-15-2) BR/OR
Z0 K20
7 C132
6 18
BK DG K72 T66
18 18
DG/VT BR/OR
G101 10 C2 25 C3 30 C2
(8W-15-2) GENERATOR GENERATOR TRANSMISSION POWERTRAIN
FIELD FIELD CONTROL CONTROL
DRIVER SOURCE RELAY MODULE
CONTROL (8W-30-14)
J988W-3 ZG002002
ZJ/ZG 8W-20 CHARGING SYSTEM 8W - 20 - 3
DIESEL
A0 6RD
POWER BATTERY
A11 DISTRIBUTION
10 CENTER A0 A0
DG (8W-10-7) 14 2/0
DG RD
FUSIBLE
LINK S170
1
B(+) ENGINE
A0
10
STARTER
RD MOTOR
(8W-21-3) Z0 Z0
8 2/0
S137 1 BK BK
B(+) GLOW
PLUG
RELAY G100 G101
A11 (8W-30-26)
6
RD/BK
GENERATOR
A142 16DG/OR
1
S128
(8W-10-23)
3 A142
K20 16
18 DG/OR
DG/YL
S129
(8W-10-23)
A142
16
DG/OR
12 C131
A142
16
DG/OR
B17
20 C4 AUTOMATIC
GENERATOR POWERTRAIN SHUT
FIELD CONTROL DOWN
DRIVER MODULE RELAY
(8W-30-23)
B20 (IN PDC)
(8W-30-27)
ZG002003 J988W-3
ZG 8W - 21 STARTING SYSTEM 8W - 21 - 1
8W-21 STARTING SYSTEM

Battery . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-21-2, 3 G107 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-21-3
Clutch Interlock Switch . . . . . . . . . . . . . .8W-21-2, 3 Ignition Switch . . . . . . . . . . . . . . . . . . . . .8W-21-2, 3
Clutch Interlock Switch Jumper . . . . . . . . . .8W-21-2 Park/Neutral Position Switch . . . . . . . . . . . .8W-21-2
Engine Starter Motor . . . . . . . . . . . . . . . .8W-21-2, 3 Power Distribution Center . . . . . . . . . . . .8W-21-2, 3
Engine Starter Motor Relay . . . . . . . . . . .8W-21-2, 3 Powertrain Control Module. . . . . . . . . . . . . .8W-21-2
Fuse 8 (PDC) . . . . . . . . . . . . . . . . . . . . . .8W-21-2, 3
8W - 21 - 2 8W-21 STARTING SYSTEM ZJ/ZG
GAS
BATT A1 (8W-10-10)
POWER
IGNITION DISTRIBUTION
SWITCH 14
CENTER
1 START FUSE (8W-10-7)
2 RUN 8 A0
1 3 0 OFF 40A 6
3 ACC (8W-10-10) RD
2 0 7
(8W-10-11)
1
A41 BATTERY
14 A1 (8W-20-2)
YL 12
RD/WT
A/T M/T
1 2
CLUTCH CLUTCH
T141
14
INTERLOCK INTERLOCK
YL/RD SWITCH SWITCH
JUMPER
2 1
T141 T141
14 14
YL/RD YL/RD
A0
6
RD
4 C233
T141
14
YL/RD
C8 C6
ENGINE
STARTER
MOTOR
RELAY
C10 C7 (IN PDC)
T41 T40
20 12
BK/WT LG/BK
4 C132 6 C144
T41 T40
20 12
BK/WT LG/BK
S134 2 1
T41 T41 ENGINE
20 18 STARTER
BK/WT BK/WT
2 1 MOTOR
2 6 C1 1 PULL-IN
PARK/ POWERTRAIN 2 HOLD-IN
PARK
NEUTRAL NEUTRAL CONTROL M
P/N POSITION POSITION MODULE
SWITCH
SWITCH SENSE
(8W-30-12)
(8W-44-8)
J988W-3 ZG002102
ZJ/ZG 8W-21 STARTING SYSTEM 8W - 21 - 3
DIESEL
POWER
14 DISTRIBUTION
FUSE CENTER
8 (8W-10-7) A0 A0
40A 2/0 6
(8W-10-10) RD RD
7
BATTERY
(8W-20-3)
A1
12
RD/WT
1 C233
2
A1 CLUTCH
12
RD/WT INTERLOCK
SWITCH
S210 1
(8W-10-11) A1
4 C233 12
RD/WT
A1
12 T141
RD/WT 14
YL/RD
C8 C6
7 ENGINE
IGNITION STARTER
SWITCH MOTOR
1 START
2 RUN RELAY
1 3 0 OFF C10 C7 (IN PDC)
3 ACC T40
2 0
(8W-10-11) 12
LG/BK
1
Z4 6 C144
20
BK T40
12
A41 LG/BK
14
YL 1 C170
S124 T40
14
(8W-15-7)
LG/BK
2 1
ENGINE
STARTER
2 1 MOTOR
1 ROLL-IN
2 HOLD-IN
Z4
10 M
BK
G107
(8W-15-7)
ZG002103 J988W-3
ZG 8W - 30 FUEL/IGNITION SYSTEMS 8W - 30 - 1
8W-30 FUEL/IGNITION SYSTEMS

A/C Compressor Clutch Relay . . . . . . . .8W-30-15, 27 G123 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-24
A/C Low Pressure Switch . . . . . . . . . . .8W-30-15, 22 G301 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-11
Airbag Control Module . . . . . . . . .8W-30-3, 4, 20, 21 G302 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-28
Automatic Shutdown G303 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-12
Relay . . . . . . . . . . . . . .8W-30-6, 10, 16, 17, 18, 27 Generator . . . . . . . . . . . . . . . . . . . . . . .8W-30-14, 23
Automatic Temperature Control Glow Plug . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-26
Module . . . . . . . . . . . . . . . . . . .8W-30-3, 4, 20, 21 Glow Plug Relay . . . . . . . . . . . . . . . . . . . . .8W-30-26
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-26 High Pressure Cut-Out Switch . . . . . . .8W-30-30, 31
Battery Temperature Sensor . . . . . . . . . . . .8W-30-11 High Speed Cooling Fan Relay . . . . . . .8W-30-30, 31
Body Control Module . . . . . . . . . . .8W-30-3, 4, 20, 21 Idle Air Control Motor . . . . . . . . . . . . . . . . .8W-30-9
Camshaft Position Sensor . . . . . . . . . . . . . . .8W-30-7 Ignition Coil . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-6
Clockspring . . . . . . . . . . . . . . . . . . .8W-30-11, 13, 24 Ignition Relay . . . . . . . . . . . . . . . . . . . .8W-30-30, 31
Controller Anti-Lock Brake . . . . . . . . . . .8W-30-2, 19 Instrument Cluster . . . . . . . . . . . .8W-30-3, 4, 20, 21
Coolant Level Sensor . . . . . . . . . . . . . . . . .8W-30-29 Intake Air Temperature Sensor. . . . . . . . . . .8W-30-8
Cooling Fan Motor . . . . . . . . . . . . . . . .8W-30-30, 31 Junction Block . . . . . . . . . . . . . . . . . . . .8W-30-2, 19
Crankshaft Position Sensor. . . . . . . . . . .8W-30-7, 24 Leak Detection Pump . . . . . . . . . . . . . . . . . .8W-30-5
Cruise Switch No. 1 . . . . . . . . . . . . . . . . . .8W-30-13 Low Speed Cooling Fan Relay . . . . . . . .8W-30-30, 31
Cruise Switch No. 2 . . . . . . . . . . . . . . . . . .8W-30-13 Lower Hose Coolant Switch. . . . . . . . . .8W-30-30, 31
Data Link Connector . . . . . .8W-30-2, 3, 4, 19, 20, 21 Manifold Absolute Pressure Sensor. . . . . .8W-30-7, 8
Diagnostic Connector. . . . . . . . . . . . . . .8W-30-30, 31 Mass Air Flow Module . . . . . . . . . . . . . . . .8W-30-26
Downstream Heated Oxygen Sensor . . . . . .8W-30-10 Memory Seat Module. . . . . . . . . . .8W-30-3, 4, 20, 21
Driver Door Module. . . . . . . . . . . .8W-30-3, 4, 20, 21 MSA Controller . .8W-30-19, 22, 23, 24, 25, 26, 27, 29
Duty Cycle Evap/Purge Solenoid. . . . . . . . . .8W-30-5 Needle Sensor . . . . . . . . . . . . . . . . . . . . . . .8W-30-24
Electronic Vacuum Modulator . . . . . . . . . . .8W-30-28 Oil Pressure Sensor. . . . . . . . . . . . . . . .8W-30-12, 29
Engine Coolant Temperature Sensor . . . .8W-30-8, 29 Output Shaft Speed Sensor. . . . . . . . . . . . .8W-30-12
Fuel Heater. . . . . . . . . . . . . . . . . . . . . . . . .8W-30-28 Overdrive Pressure Switch . . . . . . . . . . . . . .8W-30-5
Fuel Heater Relay. . . . . . . . . . . . . . . . . . . .8W-30-27 Overhead Console . . . . . . . . . . . . .8W-30-3, 4, 20, 21
Fuel Injector No. 1 . . . . . . . . . . . . . . . .8W-30-16, 17 Park/Neutral Position Switch . . . . . . . . . . .8W-30-12
Fuel Injector No. 2 . . . . . . . . . . . . . . . .8W-30-16, 18 Passenger Door Module . . . . . . . .8W-30-3, 4, 20, 21
Fuel Injector No. 3 . . . . . . . . . . . . . . . .8W-30-16, 17 Pedal Position Sensor . . . . . . . . . . . . . . . . .8W-30-23
Fuel Injector No. 4 . . . . . . . . . . . . . . . .8W-30-16, 18 Power Distribution Center . . . . . . . . .8W-30-5, 6, 10,
Fuel Injector No. 5 . . . . . . . . . . . . . . . .8W-30-16, 17 11, 14, 16, 17, 18, 22, 27, 30, 31
Fuel Injector No. 6 . . . . . . . . . . . . . . . .8W-30-16, 18 Powertrain Control Module . . .8W-30-2, 3, 4, 5, 6, 7,
Fuel Injector No. 7 . . . . . . . . . . . . . . . . . . .8W-30-17 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19,
Fuel Injector No. 8 . . . . . . . . . . . . . . . . . . .8W-30-18 20, 21, 22, 23, 24, 27, 28, 29
Fuel Pump Module . . . . . . . . . . . . .8W-30-11, 25, 26 Radio . . . . . . . . . . . . . . . . . . . . . . .8W-30-3, 4, 20, 21
Fuel Pump Relay. . . . . . . . . . . . . . . . . . . . .8W-30-11 Stop Lamp Switch . . . . . . . . . . . . . . . . .8W-30-12, 29
Fuel Sender Unit . . . . . . . . . . . . . . . . . . . .8W-30-28 Throttle Position Sensor . . . . . . . . . . . . . .8W-30-7, 8
Fuse 2 (PDC). . . . . . . . . . . . . . . . . . . . .8W-30-30, 31 Transmission Control Relay . . . . . . . . . . . .8W-30-14
Fuse 4 (PDC) . . . . . . . . . . . . . . . . . . . . . . .8W-30-27 Transmission Solenoid Assembly . . . . . .8W-30-14, 15
Fuse 7 (JB) . . . . . . . . . . . . . . . . . . . . . . .8W-30-2, 19 Upper Hose Coolant Switch. . . . . . . . . .8W-30-30, 31
Fuse 16 (PDC) . . . . . . . . . . . . . . . . . . . .8W-30-11, 22 Upstream Heated Oxygen Sensor . . . . . . . .8W-30-10
Fuse 17 (PDC). . . . . . . . . . . . . . . . . . . . . . .8W-30-14 Vehicle Information Center/Graphic Display
Fuse 18 (PDC) . . . . . . .8W-30-5, 6, 11, 22, 27, 30, 31 Module. . . . . . . . . . . . . . . . .8W-30-3, 4, 20, 21, 28
Fuse 20 (PDC). . . . . . . . . . . . . . . . . . .8W-30-5, 6, 27 Vehicle Speed Control Servo . . . . . . . . . .8W-30-5, 12
G104 . . . . . . . . . . . . . . . . . . . . . .8W-30-2, 14, 19, 22 Vehicle Speed Sensor. . . . . . . . . . . . . . .8W-30-13, 24
G105 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-10 Water In Fuel Sensor . . . . . . . . . . . . . . . . .8W-30-24
G106 . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-26, 28
G107 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-27
G110 . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-30, 31
G118 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-30-28
8W - 30 - 2 8W-30 FUEL/IGNITION SYSTEM ZJ/ZG
GAS
BATT A250 (8W-10-14)
JUNCTION
BLOCK
(8W-12-2)
FUSE
7
20A
(8W-12-12)
8 C4
F75
18
VT
S201
(8W-12-12)
F75
18
VT
16
DATA
LINK
CONNECTOR
7 5 4 6
D83 Z2 Z1 D84
20 18 18 20
BK/PK BK/OR BK BK/WT
12 11 C236
Z2 Z1
18 18
14 C234 BK/OR BK
15 C234
2 1 C132
D83 Z2 Z1 D84
20 18 18 18
BK/PK BK/OR BK BK/WT
G104
(8W-15-2)
S200
D83 D83
18 18
BK/PK BK/PK
20 C27 C3 C29 C3
SCI CONTROLLER SCI SCI POWERTRAIN
RECEIVE ANTI-LOCK RECEIVE TRANSMIT CONTROL
BRAKE MODULE
(8W-35-2)
J988W-3 ZG003002
ZJ/ZG 8W-30 FUEL/IGNITION SYSTEM 8W - 30 - 3
GAS
DATA
LINK
11 CONNECTOR
D2
18
WT/BK
S203
D2
18
D2 D2 D2 WT/BK D2 D2 D2 D2
18 18 18 18 18 18 18
WT/BK WT/BK WT/BK WT/BK WT/BK WT/BK WT/BK
20 C1
CCD BODY
BUS CONTROL 2 C2 10
2 C302 2 C231 RADIO 20 C235
(-) MODULE CCD
BUS (8W-47-2)
(8W-45-2)
(-)
D2 D2 D2
18 18 18
8
WT/BK WT/BK WT/BK
CCD VEHICLE
BUS INFORMATION
(-) CENTER/
9
INSTRUMENT GRAPHIC
CCD
BUS CLUSTER DISPLAY
(-) (8W-40-3) MODULE
(8W-46-5)
28 C3
5 C11 POWERTRAIN
CCD
OVERHEAD CCD AUTOMATIC BUS CONTROL
CCD
BUS CONSOLE BUS TEMPERATURE (-) MODULE
(-) (-) CONTROL
(8W-49-2)
MODULE
(8W-42-9)
S307
D2 D2 D2 D2
18 18 18 18
WT/BK WT/BK WT/BK WT/BK
4 C329 12 C334 12 C351
D2 D2 D2
20 18 18
WT/BK WT/BK WT/BK
18 19 C1 9 C1 9
CCD AIRBAG CCD MEMORY CCD DRIVER CCD PASSENGER
BUS CONTROL BUS SEAT BUS DOOR BUS DOOR
(-) MODULE (-) MODULE (-) MODULE (-) MODULE
(8W-43-3) (8W-63-15) (8W-60-2) (8W-60-3)
(8W-61-2) (8W-61-3)
ZG003003 J988W-3
GAS
DATA
LINK
3 CONNECTOR
D1
18
VT/BR
S204
D1 D1 D1 D1 D1 D1 D1 D1
18 18 18 18 18 18 18 18
VT/BR VT/BR VT/BR VT/BR VT/BR VT/BR VT/BR VT/BR
1 C2
CCD RADIO
19 C1 BUS (8W-47-2)
1 C302 1 C231 BODY (+)
CCD
BUS CONTROL
(+) MODULE
D1 D1 (8W-45-2)
11
18 18
19 C235
VT/BR VT/BR
7 D1
CCD VEHICLE 18
BUS INFORMATION VT/BR
8 (+) CENTER/
CCD INSTRUMENT GRAPHIC
BUS CLUSTER DISPLAY
(+) (8W-40-3) MODULE
(8W-46-5) 30 C3
CCD POWERTRAIN
3 C10
BUS CONTROL
CCD OVERHEAD CCD AUTOMATIC (+) MODULE
BUS CONSOLE BUS TEMPERATURE
(+) (8W-49-2) (+) CONTROL
MODULE
(8W-42-9)
S306
D1 D1 D1 D1
18 18 18 18
VT/BR VT/BR VT/BR VT/BR
3 C329 13 C334 13 C351
D1 D1 D1
20 18 18
VT/BR VT/BR VT/BR
19 18 C1 8 C1 8
(+) MODULE (+) MODULE (+) MODULE (+) MODULE
(8W-43-3) (8W-63-15) (8W-60-2) (8W-60-3)
(8W-61-2) (8W-61-3)
J988W-3 ZG003004
GAS
BATT A0 (8W-10-7) ST-RUN A21 (8W-10-12)
POWER
DISTRIBUTION
A19 A16
CENTER
FUSE FUSE (8W-10-7)
20 18
20A 15A
(8W-10-20) (8W-10-17)
A20 A15
F5 F99
14 18
RD/YL OR
S100 S101
(8W-10-20) (8W-10-19)
F5 F99 F99 F99

14 20 20 20
RD/YL OR OR OR
2 1
LEAK DUTY
DETECTION CYCLE
5 2 PUMP EVAP/
C131
(EXCEPT BUILT- PURGE
3 4 UP-EXPORT) 2 SOLENOID
F5 F99 J95 J96 K52

14 18 18 18 18
RD/YL OR DG/RD VT/RD PK/BK
22 C1 2 C1 10 C3 14 C3 20 C3
FUSED FUSED LEAK LEAK EVAPORATIVE POWERTRAIN
B (+) IGNITION DETECTION DETECTION EMISSION CONTROL
SWITCH PUMP PUMP SOLENOID MODULE
OUTPUT SOLENOID SWITCH CONTROL
(ST-RUN) CONTROL SENSE
OVERDRIVE OVERDRIVE SPEED CONTROL SPEED
OFF OFF VACUUM CONTROL VENT
SWITCH LAMP SOLENOID SOLENOID
SENSE DRIVER CONTROL CONTROL
13 C3 6 C3 4 C3 5 C3
T9 G68 LHD RHD LHD RHD
18 18
OR BR/YL 13 C131 12 C131
1
20 C234 9 C235
T9 G68
20 20 V36 V35
OR/BK BR/YL 18 18
TN/RD LG/RD
6 7
OVERDRIVE OVERDRIVE OVERDRIVE 1 2
OFF OFF PRESSURE SPEED SPEED VEHICLE
SWITCH LAMP SWITCH
SENSE DRIVER
CONTROL CONTROL SPEED
(PART OF VACUUM VENT CONTROL
SWITCH POD) SOLENOID SOLENOID
CONTROL CONTROL
SERVO
(8W-31-5) (8W-33-2)
ZG003005 J988W-3
GAS
ST-RUN A21 (8W-10-12) BATT A0 (8W-10-7)
POWER
DISTRIBUTION
A16 A19
CENTER
FUSE FUSE (8W-10-7)
18 20
15A 20A
(8W-10-17) (8W-10-20)
A15 A20
F99 F5
18 14
OR RD/YL
S101 S100
(8W-10-19) (8W-10-20)
F99 F5
20 18
OR RD/YL
B18 B16
AUTOMATIC
SHUT
DOWN
RELAY
B20 B17 (IN PDC)
K900 A142 A142
18 18 18
PK/WT DG/OR DG/OR
4 C131
A142
18
DG/OR
5.2L/5.9L 4.0L
S128 S129
(8W-10-21) (8W-10-21)
A142
18
DG/OR
*1
B
IGNITION
COIL
A
*2
K19
18
GY/WT
3 C3 12 C3 7 C1
AUTOMATIC AUTOMATIC IGNITION POWERTRAIN
SHUT DOWN SHUT DOWN COIL CONTROL
RELAY RELAY NO. 1 MODULE
CONTROL OUTPUT DRIVER * 4.0L RHD
J988W-3 ZG003006
GAS
POWERTRAIN THROTTLE MANIFOLD
CONTROL POSITION ABSOLUTE
5V MODULE 5V SENSOR 5V PRESSURE
SUPPLY SUPPLY (8W-30-8) SUPPLY SENSOR
(8W-30-8)
17 C1 1 3
*3
K25 K25 K25

18 20 20
WT/BK WT/BK WT/BK
S133
K25 K25
20 20
WT/BK WT/BK
*3
1 3
5V CAMSHAFT 5V CRANKSHAFT
SUPPLY POSITION SUPPLY POSITION
CAMSHAFT SENSOR CRANKSHAFT SENSOR
POSITION POSITION
SENSOR SENSOR SENSOR SENSOR
SIGNAL GROUND GROUND SIGNAL
3 2 2 1
*1
K24 K4 K4 K27
18 20 20 18
GY/BK BK/LB BK/LB RD/LG
4.0L 5.2L/5.9L 5.2L/5.9L 4.0L
S136
(8W-70-4)
K4
18
BK/LB
S135
(8W-70-3)
S135
(8W-70-3)
K4
18
BK/LB
18 C1 4 C1 8 C1
CAMSHAFT SENSOR CRANKSHAFT POWERTRAIN
POSITION GROUND POSITION CONTROL
SENSOR SENSOR MODULE
SIGNAL SIGNAL
* 4.0L
ZG003007 J988W-3
GAS
POWERTRAIN
CONTROL
5V MODULE
SUPPLY
17 C1
K25
18
WT/BK
S133
(8W-30-7)
K25 K25
20 20
WT/BK WT/BK
*3
3 1
MANIFOLD THROTTLE
ABSOLUTE POSITION
PRESSURE SENSOR
SENSOR
2 1 3 2
*1
K70 K4 K22
18 20 K4 18
RD/WT BK/LB 20 OR/DB
BK/LB
S127*
S136
(8W-70-2)
K4 K4 K4 (8W-70-4)
16 18 16
BK/LB BK/LB BK/LB
2 2
ENGINE INTAKE
COOLANT AIR
S135
TEMPERATURE (8W-70-3)
TEMPERATURE
SENSOR SENSOR
1 1
K2 K4 K21
16 18 16
TN/BK BK/LB BK/RD
27 C1 16 C1 4 C1 15 C1 23 C1
MAP ENGINE SENSOR INTAKE THROTTLE POWERTRAIN
SENSOR COOLANT GROUND AIR POSITION CONTROL
SIGNAL TEMPERATURE TEMPERATURE SENSOR MODULE
SENSOR SENSOR SIGNAL
SIGNAL SIGNAL
* 4.0L
J988W-3 ZG003008
GAS
IDLE
IDLE IDLE IDLE IDLE
AIR AIR AIR AIR
AIR
CONTROL CONTROL CONTROL CONTROL CONTROL
NO. 3 NO. 2 NO. 1 NO. 4 MOTOR
2 4 1 3
*3 *1 *4 *2
K40 K60 K39 K59

16 16 16 16
BR/WT YL/BK GY/RD VT/BK
11 C1 19 C1 20 C1 10 C1
IDLE IDLE IDLE IDLE POWERTRAIN
AIR AIR AIR AIR CONTROL
CONTROL CONTROL CONTROL CONTROL MODULE
NO. 3 NO. 2 NO. 1 NO. 4
* 4.0L
ZG003009 J988W-3
GAS
BATT F5 (8W-10-20)
POWER
B16
AUTOMATIC
DISTRIBUTION
SHUT CENTER
DOWN (8W-10-7)
RELAY
(8W-30-6)
B17
4 C131
4.0L 5.2L/5.9L
POWERTRAIN A142
POWERTRAIN
UPSTREAM CONTROL A142 18 DOWNSTREAM CONTROL
HEATED MODULE 18 DG/OR HEATED MODULE
OXYGEN DG/OR OXYGEN
SENSOR S128 SENSOR
SIGNAL (8W-10-21) SIGNAL
24 C1 25 C1
S129 K141
(8W-10-21) 18
K41 A142 A142 BK/PK
18 18 18
BK/OR DG/OR DG/OR
4 1 1 4
UPSTREAM DOWNSTREAM
HEATED HEATED
OXYGEN OXYGEN
SENSOR SENSOR
3 2 2 3
K4 Z12 Z12 K4
18 18 18 18
BK/LB BK/TN BK/TN BK/LB
5.2L/5.9L 4.0L S130

(8W-15-4)
S127 Z12
16
(8W-70-2)
BK/TN
G105
(8W-15-4)
S135
(8W-70-3)
K4
18
BK/LB
4 C1
SENSOR POWERTRAIN
GROUND CONTROL
MODULE
J988W-3 ZG003010
GAS
ST-RUN A21 (8W-10-12) BATT A0 (8W-10-7) POWERTRAIN
BATTERY CONTROL
POWER TEMPERATURE
DISTRIBUTION SENSE MODULE
A16 A12
CENTER SIGNAL
FUSE FUSE (8W-10-7)
18 16
C15 C3
15A 20A
(8W-10-17) (8W-10-17) CLOCKSPRING T222
A15 A11 18
(8W-33-4)
RD/YL
F99 A61
18 16
1
OR DG/BK
BATTERY
2 C1 TEMPERATURE
S101 K4 SENSOR
(8W-10-19) 18
F99 BK/LB
20 2
OR 8 C234
K4
C18 C16 K4 18
20 BK/LB
FUEL BK/LB
PUMP
RELAY
S102
(IN PDC)
C20 C17
K81 A64 K4 K4
18 16 20 20
DB DG/WT BK/LB BK/LB
18 C304 15 C304 10 C131
A64 K167 5.2L/5.9L 4.0L

16 20
DG/WT BR/YL
K4 K4
1 4 18 20
FUEL BK/LB BK/LB
PUMP
M MODULE
6 3
Z1 G40
16 20
BK LB/BK
S135
(8W-70-3)
S333 10 C304
(8W-15-14)
Z1 G40 K4
12 18 18
BK LB/BK BK/LB
G301
19 C3 (8W-15-14) 26 C3 4 C1
FUEL LOW SENSOR POWERTRAIN
PUMP FUEL GROUND CONTROL
RELAY SENSE MODULE
CONTROL
ZG003011 J988W-3
GAS
POWERTRAIN
OUTPUT OUTPUT CONTROL
SHAFT SHAFT PARK/ SPEED MODULE
SPEED SPEED OIL NEUTRAL STOP CONTROL
SENSOR SENSOR PRESSURE POSITION LAMP ON/OFF
SIGNAL SIGNAL SENSOR SWITCH SENSOR SWITCH SWITCH
(+) (-) SIGNAL SENSE GROUND SENSE SENSE
28 C2 25 C2 23 C2 6 C1 4 C1 24 C3 11 C3
L53 V32
18 18
T14 T13 G6 T41 K4 BR YL/RD
18 18 18 18 18
LG/WT DB/BK GY/WT BK/WT BK/LB 13 9 C234
L53
20
BR
S134 S135 S206

(8W-21-2) (8W-70-3) (8W-31-5)
T41 K4 L53 V32

20 20 20 20
1 2 BK/WT BK/LB BR YL/RD
OUTPUT
SHAFT
SPEED 2 1 3
SENSOR PARK/ STOP
NEUTRAL LAMP
POSITION SWITCH
SWITCH (8W-33-2)
(8W-44-8) 2 4
V30
Z1 20
20 DB/LG
BK
8
S202 2 C235
(8W-15-20)
V30
20
DB/LG
LHD RHD
Z1 11 C131
1 14
OIL BK
PRESSURE
V30
SENSOR 20
2 C301 DB/LG
2
3
Z1 VEHICLE
14 SPEED
BK CONTROL SPEED
ON/OFF CONTROL
SWITCH
OUTPUT
SERVO
(8W-33-2)
G303
(8W-15-20)
J988W-3 ZG003012
GAS
VEHICLE POWERTRAIN
VEHICLE SPEED CONTROL
SPEED CONTROL MODULE
SENSOR 5 VOLT SENSOR SWITCH
GROUND SUPPLY SIGNAL SIGNAL
4 C1 31 C2 27 C2 32 C3
K4 K6 G7 K95
18 18 18 18
BK/LB VT/WT WT/OR PK
S135
(8W-70-3)
5.2L/5.9L 4.0L
K4 K4
18 20
BK/LB BK/LB
19 C234
10 C131
S132
(8W-70-2)
K4
20 S131
BK/LB (8W-33-4)
K4 K6 G7
18 18 18
S102 BK/LB VT/WT WT/OR
(8W-30-11)
K95
K4 20
*1 *3
20 PK
2 3 1
BK/LB
SENSOR 5 VOLT VEHICLE VEHICLE
GROUND SUPPLY SPEED SPEED
8 C234 SENSOR SENSOR
SIGNAL (8W-31-4)
K4
18
BK/LB
2 C1 1 C1
CLOCKSPRING
(8W-33-4)
B C2 A C2
K4 K95
20 20
BK/LB PK
S433
A A
VEHICLE CRUISE VEHICLE CRUISE
SPEED SWITCH SPEED SWITCH
CONTROL NO. 1 CONTROL NO. 2
SWITCH SWITCH
SIGNAL SIGNAL
SENSOR SENSOR
GROUND GROUND
B B
S431
ZG003013 *RHD J988W-3
GAS
(8W-10-7)
POWERTRAIN GENERATOR
BATT A0 CONTROL (8W-20-2)
POWER MODULE
GENERATOR GENERATOR
DISTRIBUTION DRIVER DRIVER
A14
CENTER
FUSE (8W-10-7)
25 C3 2
17 K72 K72
15A 18 18
(8W-10-17) DG/VT DG/VT
A13
3 C144
F92 K72
18 18
LG DG/VT
POWER
A6 A8 DISTRIBUTION
TRANSMISSION CENTER
CONTROL (8W-10-7)
RELAY
(8W-31-2)
A7 A10
T20 T66 GENERATOR

18 20 (8W-20-2)
GENERATOR
LB BR/OR FIELD
DRIVER
1 C131
3
T20
18 7 C132 K20
LB 18
DG
1
TRANSMISSION 2 C144
SOLENOID
TORQUE K20
OVERDRIVE UNDERDRIVE ASSEMBLY 18
SOLENOID FORCE CONVERTER
CLUTCH (8W-31-2) DG
CONTROL SOLENOID
SOLENOID
6 C132
6 5 7
T60 T59 T22 T66 K20
18 18 18 18 18
BR PK DG/LB BR/OR DG
21 C2 8 C2 11 C2 30 C2 10 C2
O/D VARIABLE TORQUE TRANSMISSION GENERATOR POWERTRAIN
SOLENOID FORCE CONVERTER RELAY FIELD CONTROL
CONTROL SOLENOID CLUTCH CONTROL DRIVER MODULE
CONTROL SOLENOID
CONTROL
GROUND GROUND
31 C1 32 C1
Z12 Z12
14 14
BK/TN BK/TN
G104
(8W-15-2)
J988W-3 ZG003014
GAS
POWERTRAIN
CONTROL
5V MODULE
SUPPLY
31 C2
K6
18
VT/WT
S132
(8W-70-2)
K6
18
VT/WT
2
TRANSMISSION
SOLENOID
ASSEMBLY
(8W-31-3)
4 3 8
K4
18
BK/LB A/C A/C
A/C
LOW COMPRESSOR
PRESSURE CLUTCH
4.0L 5.2L/5.9L SWITCH PRESSURE
SENSE SWITCH RELAY
(8W-42-12) (IN PDC)
1 B5 (8W-42-10)
K4 K4 T54
18 18 18
BK/LB BK/LB VT
S127
(8W-70-2)
K4
18
BK/LB
S135
(8W-70-3)
T25 C3 C13
18 18 18
LG DB/BK DB/RD
K4
18
BK/LB
29 C2 4 C1 1 C2 22 C3 1 C3
GOVERNOR SENSOR TRANSMISSION A/C A/C POWERTRAIN
PRESSURE GROUND TEMPERATURE PRESSURE COMPRESSOR CONTROL
SIGNAL SENSOR SWITCH CLUTCH MODULE
SIGNAL SENSE RELAY
CONTROL
ZG003015 J988W-3
4.0L
BATT F5 (8W-10-20)
POWER
B16
AUTOMATIC
DISTRIBUTION
SHUT CENTER
DOWN (8W-10-7)
RELAY
(8W-30-6)
B17
A142
A142 18
18 DG/OR
DG/OR 12 C3
AUTOMATIC POWERTRAIN
4 C131 INJECTOR SHUT DOWN INJECTOR INJECTOR CONTROL
NO. 2 RELAY NO. 4 NO. 6 MODULE
DRIVER OUTPUT DRIVER DRIVER
A142
18 15 C2 16 C2 12 C2
DG/OR
K12 K14 K58
18 18 18
TN LB/BR BR/YL
S129 2 2 2
(8W-10-21) FUEL FUEL FUEL
NO. 2 NO. 4 NO. 6
A142 1 1 1
18
A142 A142 A142
DG/OR
18 18 18
DG/OR DG/OR DG/OR
S128
(8W-10-21)
A142 A142 A142

18 18 18
DG/OR DG/OR DG/OR
1 1 1
FUEL FUEL FUEL
NO. 1 NO. 3 NO. 5
2 2 2
K11 K13 K38

18 18 18
WT/DB YL/WT GY
4 C2 5 C2 6 C2
INJECTOR INJECTOR INJECTOR POWERTRAIN
NO 1 NO 3 NO 5 CONTROL
DRIVER DRIVER DRIVER MODULE
J988W-3 ZG003016
5.2L/5.9L
BATT F5 (8W-10-20)
POWER
B16
AUTOMATIC
DISTRIBUTION
SHUT CENTER
DOWN (8W-10-7)
RELAY
(8W-30-6)
B17
A142
18 A142
DG/OR 18
DG/OR
4 C131 12 C3
AUTOMATIC POWERTRAIN
A142 SHUT DOWN CONTROL
18 RELAY MODULE
DG/OR OUTPUT
S128
(8W-10-21)
A142
18
DG/OR
S129
(8W-10-21)
A142 A142 A142 A142

18 18 18 18
1 1 1 1
FUEL FUEL FUEL FUEL
INJECTOR INJECTOR INJECTOR INJECTOR
NO. 1 NO. 3 NO. 5 NO. 7
2 2 2 2
K11 K13 K38 K17

18 18 18 18
WT/DB YL/WT GY DB/WT
4 C2 5 C2 6 C2 2 C2
INJECTOR INJECTOR INJECTOR INJECTOR POWERTRAIN
NO. 1 NO. 3 NO. 5 NO. 7 CONTROL
DRIVER DRIVER DRIVER DRIVER MODULE
ZG003017 J988W-3
5.2L/5.9L
BATT F5 (8W-10-20)
POWER
B16
AUTOMATIC
DISTRIBUTION
SHUT CENTER
DOWN (8W-10-7)
RELAY
(8W-30-6)
B17
A142 A142
18 18
DG/OR DG/OR
12 C3
4 C131 AUTOMATIC POWERTRAIN
SHUT DOWN CONTROL
RELAY MODULE
OUTPUT
A142
18
DG/OR
S128
(8W-10-21)
A142 A142 A142 A142

18 18 18 18
1 1 1 1
FUEL FUEL FUEL FUEL
INJECTOR INJECTOR INJECTOR INJECTOR
NO. 2 NO. 4 NO. 6 NO. 8
2 2 2 2
K12 K14 K58 K18

18 18 18 18
TN LB/BR BR/YL DB/YL
15 C2 16 C2 12 C2 13 C2
INJECTOR INJECTOR INJECTOR INJECTOR POWERTRAIN
NO. 2 NO. 4 NO. 6 NO. 8 CONTROL
DRIVER DRIVER DRIVER DRIVER MODULE
J988W-3 ZG003018
DIESEL
BATT A250 (8W-10-14)
JUNCTION
BLOCK
(8W-12-2)
FUSE
7
20A
(8W-12-12)
8 C4
F75
18
VT
S201
(8W-12-12)
F75
18
VT
16
DATA
LINK
CONNECTOR
12 7 4 5 6
D98 D83 Z1 Z2
20 20 18 18
WT BK/PK BK BK/OR
4
6 C235 11 12 C236
NO
Z1 Z2 D84
CONNECTION 14 C234 18 18 20
BK BK/OR BK/WT
D83
2 3 C132
20 Z1 Z2
BK/PK 18 18 15 C234
BK BK/OR
G104 D84
(8W-15-3)
20
S178 BK/WT
D83 D83
18 20
BK/PK BK/PK
3 C144
2 C144
D83 D84
20 20
BK/PK BK/WT
S142
20
CONTROLLER D83 D83
SCI 20 20
RECEIVE ANTI-LOCK BK/PK BK/PK
BRAKE 61 25 C4 45 C4
(8W-35-2) MSA POWERTRAIN
SCI SCI SCI
RECEIVE CONTROLLER RECEIVE TRANSMIT CONTROL
MODULE
ZG003019 J988W-3
DIESEL
DATA
LINK
CONNECTOR
11
D2
18
WT/BK
S203
D2 D2 D2 D2 D2 D2 D2 D2
18 18 18 18 18 18 18 18
WT/BK WT/BK WT/BK WT/BK WT/BK WT/BK WT/BK WT/BK
20 C1 2 C2 10
2 C302 2 C231 BODY RADIO 20 C235
CCD CCD
BUS CONTROL BUS (8W-47-2)
(-) MODULE (-)
D2 D2 (8W-45-2) D2
18 18 18
WT/BK WT/BK 8 WT/BK
9 CCD VEHICLE
INSTRUMENT BUS INFORMATION 4 C132
CCD
(-) CENTER/
BUS CLUSTER
(-) (8W-40-3) GRAPHIC D2
18
DISPLAY WT/GY
MODULE
(8W-46-5)
5 C11 46 C4
CCD OVERHEAD CCD AUTOMATIC CCD POWERTRAIN
BUS CONSOLE BUS TEMPERATURE BUS CONTROL
(-) (8W-49-2) (-) CONTROL (-) MODULE
MODULE
(8W-42-9)
S307
D2 D2 D2 D2
18 18 18 18
WT/BK WT/BK WT/BK WT/BK
4 C329 12 C334 12 C351
D2 D2 D2
18 18 18
WT/BK WT/BK WT/BK
18 19 C1 9 C1 9
(-) MODULE (-) MODULE (-) MODULE (-) MODULE
(8W-43-3) (8W-63-15) (8W-60-2) (8W-60-3)
(8W-61-2) (8W-61-3)
J988W-3 ZG003020
DIESEL
DATA
LINK
CONNECTOR
3
D1
18
VT/BR
S204
D1 D1 D1 D1 D1 D1 D1 D1
18 18 18 18 18 18 18 18
VT/BR VT/BR VT/BR VT/BR VT/BR VT/BR VT/BR VT/BR
19 C1 1 C2 11
1 C302 1 C231 BODY RADIO 19 C235
CCD CCD
BUS CONTROL BUS (8W-47-2)
(+) MODULE (+)
D1 D1 (8W-45-2) D1
18 18 18
VT/BR VT/BR VT/BR
7
CCD VEHICLE
8
BUS INFORMATION
5 C132
CCD INSTRUMENT (+) CENTER/
BUS CLUSTER D1
(+) (8W-40-3)
GRAPHIC
18
DISPLAY VT/BR
MODULE
(8W-46-5)
3 C10 26 C4
CCD OVERHEAD CCD AUTOMATIC CCD POWERTRAIN
BUS CONSOLE BUS TEMPERATURE BUS CONTROL
(+) (8W-49-2) (+) CONTROL (+) MODULE
MODULE
(8W-42-9)
S306
D1 D1 D1 D1
18 18 18 18
VT/BR VT/BR VT/BR VT/BR
3 C329 13 C334 13 C351
D1 D1 D1
20 18 18
VT/BR VT/BR VT/BR
19 18 C1 8 C1 8
(+) MODULE (+) MODULE (+) MODULE (+) MODULE
(8W-43-3) (8W-63-15) (8W-60-2) (8W-60-3)
(8W-61-2) (8W-61-3)
ZG003021 J988W-3
DIESEL
ST-RUN A21 (8W-10-12) BATT A0 (8W-10-7)
POWER
DISTRIBUTION
A16 A12
CENTER
FUSE FUSE (8W-10-7)
18 16
15A 15A
(8W-10-18) (8W-10-18)
A15 A11
F99 F6
18 18
OR WT/RD
A/C S101
A/C LOW (8W-10-19)
COMPRESSOR PRESSURE
CLUTCH F99
SWITCH 20
RELAY
(8W-42-13) OR
CONTROL
1
4 11
POWERTRAIN C131
A/C
CONTROL F99
C13
18 SWITCH MODULE 20
DB SIGNAL OR
59 C4
10 C132 S138
(8W-10-19)
C13 C103 F99 F99 F6

16 20 20 18 18
DB/RD OR OR OR WT/RD
28 37 38 9 C4 3 C4
A/C A/C FUSED MSA FUSED FUSED POWERTRAIN
COMPRESSOR SWITCH IGNITION CONTROLLER IGNITION B (+) CONTROL
CLUTCH SIGNAL SWITCH SWITCH MODULE
RELAY OUTPUT OUTPUT
CONTROL (ST-RUN) (ST-RUN)
POWER POWER POWER POWER POWER
GROUND GROUND GROUND GROUND GROUND
1 24 46 11 C4 12 C4
Z12 Z12 Z12 Z12 Z12

14 16 16 16 16
BK/TN BK/TN BK/TN BK/TN BK/TN
S130
(8W-15-3)
Z12
10
BK/TN
G104
(8W-15-3)
J988W-3 ZG003022
DIESEL
MSA
LOW THROTTLE WAIT
PEDAL IDLE POSITION COIL TO
CONTROLLER
POSITION POSITION 5V SENSOR SENSOR DRIVER START FLT
SENSOR SWITCH SUPPLY SIGNAL GROUND 2 LAMP SIGNAL
55 65 57 15 33 59 27 3 26
K4
20
BK/LB
G69 K92 K185 K48

S136 20 20 18 18
(8W-70-6) BK/OR PK OR/LB OR/RD
K255 K151 K6 K22 K4

20 20 20 20 20
WT/DG WT/RD VT/WT OR/DB BK/LB
1 2 3 4 C182
6 C131
K4
18
BK/LB
K255 K151 K6 K22

20 20 20 20 S175
WT/DG WT VT/WT OR/DB (8W-70-6)
K4
18
BK/LB
8 C234
9 10 11 12 C307
K4
18
BK/LB
15 C4 41 C4 44 C4 22 C4
S211 COIL WAIT FLT POWERTRAIN
(8W-70-6) DRIVER TO SIGNAL CONTROL
2 START GENERATOR MODULE
K255 K151 K6 K22 K4 OUTPUT LAMP FIELD
20 20 20 20 18 DRIVER
WT/DG WT VT/WT OR/DB BK/LB
20 C4
8 5 10 7 3 K20
PEDAL LOW 5V THROTTLE SENSOR PEDAL 18
POSITION IDLE SUPPLY POSITION GROUND POSITION DG/YL
SENSOR POSITION SENSOR SENSOR
SWITCH SIGNAL 3
GENERATOR GENERATOR
FIELD (8W-20-3)
DRIVER
ZG003023 J988W-3
DIESEL
MSA
NEEDLE VEHICLE
MOVEMENT CRANKSHAFT SPEED
CONTROLLER
SENSOR POSITION SENSOR
(+) SENSOR SIGNAL
12 8 43 POWERTRAIN
VEHICLE WATER
SPEED IN
CONTROL
SENSOR 5V FUEL MODULE
SIGNAL SUPPLY SENSOR
47 C4 6 C4 23 C4
K7 G123
20 20
OR/WT DG/WT
K67 K24 G7 G7 S171

18 20 20 20
BR/BK GY/BK WT/OR WT/OR
K7
20
OR/WT
S140
K7 D 1
20
OR/WT
WATER
2 G7 TO
3 IN
NEEDLE CRANKSHAFT 20 C170
CRANKSHAFT WT/OR (8W-30-29) FUEL
SENSOR POSITION
POSITION *1 *3
SENSOR
SENSOR SENSOR 3 1 2
GROUND VEHICLE 5V VEHICLE
1 2 SPEED SUPPLY SPEED
SENSOR SENSOR
CLOCKSPRING SIGNAL (8W-33-5)
(8W-33-5) SENSOR
GROUND
2
K68
1 C1 Z3 K167 K167
18 20 20 20
LG/YL 19 C234 BK/OR BR/YL BR/YL
K95
20
PK S141
(8W-70-7)
4 C144
K167
20
K95 BR/YL
20
PK/WT
G21 20 GY/LB
11 36 21 2 24 C4 4 C4
NEEDLE VEHICLE GROUND TACHOMETER MSA TACHOMETER SENSOR POWERTRAIN
MOVEMENT SPEED SIGNAL CONTROLLER SIGNAL GROUND CONTROL
SENSOR CONTROL MODULE
(-) SWITCH
SIGNAL
* RHD
J988W-3 ZG003024
DIESEL
MSA
SLEEVE CONT SLEEVE FUEL FUEL CONTROLLER
POSITION SLEEVE POSITION TIMING TEMPERATURE
SENSOR POSITION SENSOR SHUT-OFF SHUT-OFF SENSOR
(-) SENSOR (+) SOLENOID FEED SIGNAL
29 7 52 51 53 63
K134 K57 K135 K238 K153 K156

20 20 20 16 20 20
LB/BK LG/OR WT/BK VT OR GY
1 2 3 5 6 7
SLEEVE CONT SLEEVE FUEL SHUT-OFF FUEL FUEL
POSITION SLEEVE POSITION TIMING FEED TEMPERATURE PUMP
SENSOR POSITION SENSOR SHUT-OFF SENSOR MODULE
(-) SENSOR (+) SOLENOID SIGNAL
AUTO AUTO
SHUT SHUT FUEL
DOWN DOWN QUANITY
RELAY RELAY ACTUATOR
OUTPUT OUTPUT GROUND GROUND
9 10 8 4
A142 A142 K140 K4

14 16 14 20
DG/OR DG/OR TN/WT BK/LB
S128 S144 S136

(8W-10-23) (8W-70-6)
A142 A142 A142 K140 K140 K140 K4

14 16 16 16 16 16 20
DG/OR DG/OR DG/OR TN/WT TN/WT TN/WT BK/LB
23 45 68 4 5 49 33
AUTO AUTO AUTO FUEL FUEL FUEL SENSOR MSA
SHUT SHUT SHUT QUANITY QUANITY QUANITY GROUND CONTROLLER
DOWN DOWN DOWN ACTUATOR ACTUATOR ACTUATOR
RELAY RELAY RELAY GROUND GROUND GROUND
OUTPUT OUTPUT OUTPUT
ZG003025 J988W-3
DIESEL
AUTO AUTO
FUEL
SHUT SHUT PUMP
A0
6 DOWN DOWN MODULE
RD RELAY RELAY SENSOR (8W-30-25)
OUTPUT OUTPUT GROUND
9 10 4
BATTERY
A0 (8W-20-3) A142 A142 K4
14 14 16 20
DG DG/OR DG/OR BK/LB
S128 S136
(8W-10-23) (8W-70-6)
S170 A142
(8W-20-3) 16
DG/OR A142 K4
18 20
S129 DG/OR BK/LB
(8W-10-23)
A0 A142 3 2
10 16
RD DG/OR AUTO SENSOR MASS
SHUT GROUND AIR
1 3 DOWN FLOW
GLOW RELAY
MODULE
PLUG OUTPUT
RELAY
4 2 AIR
FLOW
METER
SIGNAL GROUND
K154 K152 4 1
10 16
GY WT
K155 Z1
20 20
DB BK
50 13
GLOW GLOW AIR MSA S134
PLUG PLUG FLOW CONTROLLER (8W-15-5)
RELAY METER
Z1
CONTROL SIGNAL
12
SENSE
BK
10 C131
Z1
12
BK
S104
(8W-15-5)
Z1
10
BK
G106
(8W-15-5)
J988W-3 ZG003026
DIESEL
BATT A0 (8W-10-7) ST-RUN A21 (8W-10-12)
POWER
DISTRIBUTION
A19 10 A16
CENTER
20 4 18
25A 30A 15A
(8W-10-22) (8W-10-22) (8W-10-18)
A20 3 A15
F99
18
OR
F5 A12
16 12 S101
RD/YL RD/TN (8W-10-19)
F99
20
OR
D10 D13
FUEL
F5 HEATER
16 RELAY
RD/YL (IN PDC)
B18 B16 D14 D11
AUTOMATIC
Z4
SHUT 20
A64
DOWN 14 BK
RELAY OR/DB
B20 B17 (IN PDC)
C S124
(8W-15-7)
K900 A142
20 16 A142 TO
16 S420 Z4
PK/BK DG/OR
DG/OR (8W-30-28) 10
BK
14 C132 12 C131 B3
A/C
K900 A142
20 16
COMPRESSOR G107
PK/BK DG/OR CLUTCH (8W-15-7)
RELAY
42 B5 (IN PDC)
AUTOMATIC MSA (8W-42-11)
SHUT DOWN CONTROLLER
RELAY S129
CONTROL (8W-10-23)
EGR
SOLENOID
CONTROL A142 A142
25 16 16
DG/OR DG/OR
K35
16
GY/YL
57 C4
A B
AUTO POWERTRAIN
TO TO SHUT DOWN CONTROL
RELAY MODULE
ELECTRONIC ELECTRONIC OUTPUT
VACUUM VACUUM
MODULATOR MODULATOR
(8W-30-28) (8W-30-28)
ZG003027 J988W-3
DIESEL
FROM POWERTRAIN
FROM FUEL CONTROL
MSA HEATER LOW
MODULE
CONTROLLER CONTROL FUEL
(8W-30-27) SENSE
RELAY
A (8W-30-27) 1 C4
FROM C
S129 G40
K35 (8W-30-27) 18
16 LB/BK
B A64
GY/YL
14
OR/DB 3 C131
A142 S420
16
G40
DG/OR A64 18
14 A64
LB/BK
OR/DB 16
OR/DB
2 1 9 C131 18 10
ELECTRONIC A64 C304
EGR AUTO 14
SOLENOID SHUT VACUUM DG/WT
A64 G40
CONTROL DOWN MODULATOR 16 20
RELAY 1 DG/WT LB/BK
OUTPUT FUEL
HEATER 1 3
GROUND
FUEL
4
SENDER
2 M UNIT
Z1
18
Z1
BK
14
6 4
BK
Z1 K167
16 20
S134 BK BR/YL
(8W-15-5)
Z1 S304 15 C304
12 (8W-15-15)
BK ENGINE VEHICLE
Z1 K167
COOLANT INFORMATION 12 20
LEVEL CENTER/
10 C131 SWITCH
BK BR/YL
SENSE
GRAPHIC
DISPLAY S173
Z1
1
MODULE G302 (8W-70-7)
12 (8W-15-15)
G18 (8W-46-4) K167
BK 20 20
PK/BK BR/YL
6 C234 12 C132
S104 K167
(8W-15-5) G118 20
20 BR/YL
PK/BK
8 C131 S141
(8W-70-7)
Z1 G118 K167
10 20 20
BK PK/BK BR/YL
54 C4 4 C4
ENGINE SENSOR POWERTRAIN
COOLANT GROUND CONTROL
LEVEL MODULE
G106 SWITCH
(8W-15-5) SENSE
J988W-3 ZG003028
DIESEL
ENGINE ENGINE POWERTRAIN
COOLANT COOLANT OIL CONTROL
TEMPERATURE LEVEL PRESSURE MODULE
SENSOR SWITCH SENSOR
SIGNAL SENSE SIGNAL
21 C4 8 C4 42 C4
K222 G18 FROM

20 20 S171
TN/RD PK/BK (8W-30-24)
D
C 5 C131
ENGINE
K7 G60
COOLANT 20 20
G18
TEMPERATURE 20 OR/WT GY/YL
SENSOR PK/BK
A B
4 2 C170
1
K2 K4 COOLANT K6 G60
20 20 LEVEL 18 20
TN/BK BK/LB
SENSOR VT/WT GY/YL
S136 B C
2
(8W-70-6) 5V ENGINE OIL
K4 K167 SUPPLY OIL PRESSURE
20 20 PRESSURE SENSOR
BK/LB BR/YL SENSOR
SIGNAL
14 33 S173
(8W-70-7) SENSOR
ENGINE SENSOR MSA RETURN
K167
COOLANT GROUND CONTROLLER 20
TEMPERATURE A
BR/YL
SIGNAL
K167
SPEED 20
CONTROL BRAKE 12 C132 BR/YL
ON/OFF LAMP
SWITCH SWITCH 3 C170
SENSE OUTPUT
20 44 K167 K167
20 20
V32 L50
BR/YL BR/YL
20 18
YL/RD WT/TN
S141
8 9 (8W-70-7)
C132
V32 1 C132
18 S337
YL/RD (8W-70-5) K167
L50 13 C234
LHD RHD 20
18 L53 BR/YL
9 C234 WT/TN 20
V32 S206 BR
(8W-33-3)
20 16 C304
YL/RD 29 C4 4 C4
STOP SENSOR POWERTRAIN
S312 L53
LAMP GROUND CONTROL
(8W-70-5) 20
12 SWITCH MODULE
C305 BR
9 SENSE
3 5 1
SPEED BRAKE STOP STOP
CONTROL LAMP LAMP LAMP
ON/OFF SWITCH SWITCH SWITCH
SWITCH OUTPUT SENSE (8W-33-3)
SENSE
ZG003029 J988W-3
4.0L/MAX COOLING
ST-RUN A21 (8W-10-12) BATT A0 (8W-10-7)
POWER
A16 8
DISTRIBUTION
CENTER
FUSE FUSE (8W-10-7)
18 2
15A 60A
A15 (8W-10-17) 1 (8W-10-9)
F99 18OR
F143
DIAGNOSTIC S101 10
CONNECTOR (8W-10-19) LG/RD
1 F99
16
F99 OR
16
OR
C170
1 4 C171
S152
1 2
IGNITION F143
RELAY 10
LG/RD
DIAGNOSTIC
CONNECTOR
3 5 4 3
C29 C29
16
16
TN
S183
TN C111 DIAGNOSTIC
16 F141
DG/YL CONNECTOR
S153 10 F141 C116
LG/RD 10 16 4
C29 3 4 LG/RD LG/WT
C4
16 HIGH 16
TN SPEED TN/BK
A COOLING 4 3
LOWER FAN LOW
HOSE 2 1 RELAY SPEED
COOLANT COOLING
SWITCH FAN
B 1 2 RELAY
C25
10 C23 10DG
RD/WT
S154
Z1
16 1 A
1 3 HIGH UPPER
BK
COOLING PRESSURE HOSE DIAGNOSTIC
FAN CUT-OUT COOLANT CONNECTOR
M MOTOR 2
SWITCH SWITCH
2 B
4
Z1 Z1 Z1 Z1 Z1
16 10 16 16 16
BK BK BK BK BK
S150
Z1
10
BK EXCEPT BUILT-UP-EXPORT
BUILT-UP-EXPORT
G110
J988W-3 ZG003030
5.2L/5.9L/MAX COOLING
ST-RUN A21 (8W-10-12) BATT A0 (8W-10-7)
POWER
DISTRIBUTION
A16 8
CENTER
FUSE FUSE (8W-10-7)
18 2
15A 60A
(8W-10-17) (8W-10-9)
A15 1
F99 18OR
F143
S101 10
(8W-10-19) LG/RD
DIAGNOSTIC
F99
16
CONNECTOR
OR 1
C170 F143
1 4 C171 16
S152 LG/RD
1 2
IGNITION F143
RELAY 10
LG/RD
DIAGNOSTIC
CONNECTOR
3 5 4 3
C29 C29
16
16
TN
S151
TN C111 DIAGNOSTIC
16 F143
DG/YL CONNECTOR
S153 10 F143 C116
LG/RD 10 16 4
C29 C29 3 4 LG/RD LG/WT
C4
16 16 HIGH 16
TN TN SPEED TN/BK
A COOLING 4 3
LOWER FAN LOW
HOSE 2 1 RELAY SPEED
COOLANT COOLING
SWITCH FAN
1 RELAY
B C25 1 2
HIGH
10 C23 10DG
PRESSURE RD/WT S154
Z1 CUT-OUT
16 A
SWITCH 1 3 UPPER
BK
2 COOLING HOSE DIAGNOSTIC
FAN COOLANT CONNECTOR
M MOTOR 2
SWITCH
B
4
Z1 Z1 Z1 Z1 Z1
16 16 10 16 16
BK BK BK BK BK
S150
Z1
10
BK EXCEPT BUILT-UP-EXPORT
BUILT-UP-EXPORT
G110
ZG003031 J988W-3
ZG 8W - 31 TRANSMISSION CONTROL SYSTEM 8W - 31 - 1
8W-31 TRANSMISSION CONTROL SYSTEM

Fuse 5 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-31-5 Powertrain Control Module . . . . . . . .8W-31-2, 3, 4, 5
Fuse 12 (JB) . . . . . . . . . . . . . . . . . . . . . . . . .8W-31-5 Shift Interlock. . . . . . . . . . . . . . . . . . . . . . . .8W-31-5
Fuse 17 (PDC) . . . . . . . . . . . . . . . . . . . . . . .8W-31-2 Stop Lamp Switch. . . . . . . . . . . . . . . . . . . . .8W-31-5
G303 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-31-5 Throttle Position Sensor . . . . . . . . . . . . . . . .8W-31-4
Generator . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-31-2 Torque Converter Clutch Solenoid Control . .8W-31-2
Junction Block . . . . . . . . . . . . . . . . . . . . . . .8W-31-5 Transmission Control Relay . . . . . . . . . . . . .8W-31-2
Output Shaft Speed Sensor. . . . . . . . . . . . . .8W-31-4 Transmission Solenoid Assembly. . . . . . . .8W-31-2, 3
Overdrive Pressure Switch . . . . . . . . . . . . . .8W-31-5 Underdrive Solenoid Control. . . . . . . . . . . . .8W-31-2
Overdrive Solenoid Control . . . . . . . . . . . . . .8W-31-2 Vehicle Speed Sensor . . . . . . . . . . . . . . . . . .8W-31-4
Power Distribution Center . . . . . . . . . . . . . .8W-31-2
8W - 31 - 2 8W-31 TRANSMISSION CONTROL SYSTEM ZJ/ZG
BATT A0 (8W-10-7)
POWERTRAIN GENERATOR
CONTROL (8W-20-2)
POWER MODULE
GENERATOR GENERATOR
DISTRIBUTION DRIVER (8W-30-14) DRIVER
A14
CENTER
FUSE (8W-10-7)
25 C3 2
17 K72 K72
15A 18 18
(8W-10-17) DG/VT DG/VT
A13
3 C144
F92 K72
18 18
LG DG/VT
POWER
A6 A8 DISTRIBUTION
TRANSMISSION CENTER
CONTROL (8W-10-7)
RELAY
A7 A10
T20 T66
18 20
LB BR/OR
1 C131
T20 7 C132
18
LB
1
TRANSMISSION
SOLENOID
OVERDRIVE UNDERDRIVE TORQUE ASSEMBLY
SOLENOID SOLENOID CONVERTER
CONTROL CONTROL CLUTCH
SOLENOID
CONTROL
6 5 7
T66
18
BR/OR
T60 T59 T22
18 18 18
BR PK DG/LB
21 C2 8 C2 11 C2 30 C2
OVERDRIVE UNDERDRIVE TORQUE TRANSMISSION POWERTRAIN
SOLENOID SOLENOID CONVERTER RELAY CONTROL
CONTROL CONTROL CLUTCH CONTROL MODULE
SOLENOID (8W-30-14)
CONTROL
J988W-3 ZG003102
ZJ/ZG 8W-31 TRANSMISSION CONTROL SYSTEM 8W - 31 - 3
POWERTRAIN
CONTROL
5V MODULE
SUPPLY (8W-30-15)
31 C2
K6
18
VT/WT
S132
(8W-70-2)
K6
18
VT/WT
2
TRANSMISSION
SOLENOID
ASSEMBLY
4 3 8
K4
18
BK/LB
4.0L 5.2L/5.9L
T25 K4 K4 T54
18 18 18 18
LG BK/LB BK/LB VT
S127
(8W-70-2)
K4
18
BK/LB
S135
(8W-70-3)
K4
18
BK/LB
29 C2 4 C1 1 C2
GOVERNOR SENSOR TRANSMISSION POWERTRAIN
PRESSURE GROUND TEMPERATURE CONTROL
SIGNAL SENSOR MODULE
SIGNAL (8W-30-15)
ZG003103 J988W-3
8W - 31 - 4 8W-31 TRANSMISSION CONTROL SYSTEM ZJ/ZG
POWERTRAIN
OUTPUT OUTPUT CONTROL
SHAFT SHAFT MODULE
SPEED SPEED THROTTLE VEHICLE (8W-30-7)
SENSOR SENSOR POSITION SPEED (8W-30-12)
SIGNAL SIGNAL SENSOR 5V SENSOR 5V SENSOR (8W-30-13)
(+) (-) SIGNAL SUPPLY GROUND SUPPLY SIGNAL
28 C2 25 C2 23 C1 17 C1 4 C1 31 C2 27 C2
K25
18
WT/BK
S133
(8W-30-7)
T14 T13 K22 K25 K4 K6 G7

18 18 18 20 18 18 18
LG/WT DB/BK OR/DB WT/BK BK/LB VT/WT WT/OR
*1
2 **3
THROTTLE
POSITION
SENSOR
**1
*3
K4
20
BK/LB
4.0L 5.2L/5.9L
K4 K4
20 20
BK/LB BK/LB
S127 S136
(8W-70-2) (8W-70-4)
K4 K4
18 18
BK/LB BK/LB
S135 S132 S131

(8W-70-3) (8W-70-2) (8W-33-4)
1 2 K4 K6 G7
OUTPUT 18 18 18
SHAFT BK/LB VT/WT WT/OR
SPEED 1 3
SENSOR 2 3 1
SENSOR 5V VEHICLE VEHICLE
GROUND SUPPLY SPEED SPEED
* 5.2L/5.9L SENSOR SENSOR
SIGNAL
** 4.0L
RHD
J988W-3 ZG003104
ZJ/ZG 8W-31 TRANSMISSION CONTROL SYSTEM 8W - 31 - 5
ST-RUN A21 (8W-10-12) RUN A22 (8W-10-12)

JUNCTION
BLOCK
(8W-12-2)
FUSE FUSE
5 12
10A 10A
(8W-12-9) (8W-12-14)
8 C9 9 C9
F87 POWERTRAIN
20
BK/WT
OVERDRIVE CONTROL
OFF MODULE
S215 SWITCH (8W-30-5)
(8W-12-9) SENSE
F87
13 C3
F71
20 T9 20
BK/WT 18 PK/DG
2 OR
SHIFT
INTERLOCK 20 C234 S218
(8W-12-14)
T9 F71
20 20
OR/BK PK/DG
1
6 5
L53 OVERDRIVE
20
BR PRESSURE
SWITCH
(PART OF
S206 SWITCH POD)
L53 L53
20 20
BR BR
1 2 7
STOP Z1 G68
LAMP 20 20
BK BR/YL
SWITCH
(8W-33-2) 9
S216 1 C235
2
(8W-15-19)
Z1 Z1
20 16
BK BK
13 C234 S202
(8W-15-20)
L53 Z1 G68
18 14 18
BR BK BR/YL
24 C3 2 C301
POWERTRAIN 6 C3
STOP
LAMP CONTROL Z1 OVERDRIVE POWERTRAIN
14 OFF CONTROL
SWITCH MODULE BK LAMP
SENSE (8W-30-12) MODULE
DRIVER (8W-30-5)
G303
(8W-15-20)
ZG003105 J988W-3
ZG 8W - 33 VEHICLE SPEED CONTROL 8W - 33 - 1
8W-33 VEHICLE SPEED CONTROL

Clockspring . . . . . . . . . . . . . . . . . . . . . . . .8W-33-4, 5 Junction Block . . . . . . . . . . . . . . . . . . . . .8W-33-2, 3
Cruise Switch No. 1 . . . . . . . . . . . . . . . . .8W-33-4, 5 MSA Controller . . . . . . . . . . . . . . . . . . . . .8W-33-3, 5
Cruise Switch No. 2 . . . . . . . . . . . . . . . . .8W-33-4, 5 Powertrain Control Module . . . . . . . .8W-33-2, 3, 4, 5
Fuse 5 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-33-3 Shift Interlock. . . . . . . . . . . . . . . . . . . . . . . .8W-33-3
Fuse 9 (JB) . . . . . . . . . . . . . . . . . . . . . . . .8W-33-2, 3 Stop Lamp Switch. . . . . . . . . . . . . . . . . . .8W-33-2, 3
G107 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-33-2 Vehicle Speed Control Servo . . . . . . . . . . . . .8W-33-2
G109 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-33-3 Vehicle Speed Sensor . . . . . . . . . . . . . . . .8W-33-4, 5
G303 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-33-2, 3
8W - 33 - 2 8W-33 VEHICLE SPEED CONTROL ZJ/ZG
GAS
POWERTRAIN
SPEED SPEED SPEED BATT A250 (8W-10-14)
CONTROL CONTROL CONTROL STOP
CONTROL
VACUUM VENT ON/OFF LAMP MODULE JUNCTION
SOLENOID SOLENOID SWITCH SWITCH (8W-30-5) BLOCK
CONTROL CONTROL SENSE SENSE (8W-30-12)
(8W-12-2)
4 C3 5 C3 11 C3 24 C3 FUSE
V32 L53 9
18 18 15A
YL/RD BR (8W-12-11)
9 13 C234
3 C10
V36 V35 V32 L53
18 18 20 20
TN/RD LG/RD YL/RD BR
S206 L16
(8W-31-5) 18
RD/LG
L53
20
BR
3 1 6
STOP
LAMP
SWITCH
4 2 5
L50
LHD RHD LHD RHD V30 Z1 18
20 20 WT/TN
DB/LG BK
13 C131 12 C131 9
8
C235 12 C305
2
LHD RHD
V36 V35 L50
18
18 18
11 C131 S202 WT/TN
TN/RD LG/RD (8W-15-20)
1 2 3
SPEED SPEED SPEED VEHICLE
CONTROL CONTROL CONTROL SPEED TO
VACUUM VENT ON/OFF CONTROL S312
SOLENOID SOLENOID SWITCH (8W-70-5)
CONTROL CONTROL OUTPUT
SERVO
GROUND
4
Z4 Z1
20 14
BK BK
LHD RHD
14 C131 2 C301
S124 Z1
14
(8W-15-6)
Z4 (8W-15-7) BK
10
BK
G107 G303
(8W-15-6) (8W-15-20)
J988W-3 ZG003302
(8W-15-7)
ZJ/ZG 8W-33 VEHICLE SPEED CONTROL 8W - 33 - 3
DIESEL
ST-RUN A21 (8W-10-12)
MSA POWERTRAIN
SPEED CONTROLLER CONTROL JUNCTION
CONTROL (8W-30-29) STOP MODULE BLOCK
ON/OFF LAMP (8W-30-29) FUSE (8W-12-2)
SWITCH SWITCH 5
SENSE SENSE 10A
20 29 C4 (8W-12-9)
V32 L53
20 20 8 C9
YL/RD BR
S215
BATT A250
8 1 C132 (8W-12-9)
(8W-10-14) F87
JUNCTION V32 L53
20
BLOCK BK/WT
18 20
(8W-12-2) YL/RD BR 2
SHIFT
FUSE INTERLOCK
9
9 13 C234
15A
(8W-12-11) V32 L53
20 20 1
YL/RD BR L53
3 C10 LHD RHD 20
BR
L16 S206
18
RD/LG
6 3 1
STOP
LAMP
SWITCH
5 4 2
L50 V30 Z1
18 20 20
WT/TN DB/LG BK
9 8
12 C305 2 C235 S202
(8W-15-20)
L50 Z2 Z1
18 20 14
WT/TN BK BK
S121 2 C301
(8W-15-9)
TO
S312 Z2 Z1
(8W-70-5) 12 14
BK BK
G109 G303
(8W-15-9) (8W-15-20)
ZG003303 J988W-3
8W - 33 - 4 8W-33 VEHICLE SPEED CONTROL ZJ/ZG
GAS
POWERTRAIN
VEHICLE
VEHICLE SPEED CONTROL
SPEED CONTROL MODULE
SENSOR 5 VOLT SENSOR SWITCH (8W-30-13)
GROUND SUPPLY SIGNAL SIGNAL
4 C1 31 C2 27 C2 32 C3
K4 K6 G7 K95
18 18 18 18
BK/LB VT/WT WT/OR PK
S135
5.2L/5.9L 4.0L (8W-70-3)
NOT
K4 K4
USED
18 20
BK/LB BK/LB 5 C132 19 C234
G7
18
10 C131 WT/OR
S132
K4 (8W-70-2)
20
BK/LB S131
S102
(8W-30-11) K4 K6 G7
18 18 18
BK/LB VT/WT WT/OR
K4 K95
20 20
*1 *3
BK/LB PK
2 3 1
SENSOR 5 VOLT VSS VEHICLE
GROUND SUPPLY SIGNAL SPEED
8 C234 SENSOR
K4
18
BK/LB
2 C1 1 C1
CLOCKSPRING
B C2 A C2
K4 K95
20 20
BK/LB PK
S433
A A
SWITCH SWITCH
SIGNAL SIGNAL
SENSOR SENSOR
GROUND GROUND
B B
S431
J988W-3 *RHD ZG003304
ZJ/ZG 8W-33 VEHICLE SPEED CONTROL 8W - 33 - 5
DIESEL
MSA
VEHICLE CONTROLLER
VEHICLE SPEED (8W-30-23)
SPEED CONTROL (8W-30-24)
SENSOR SENSOR SWITCH
GROUND SIGNAL SIGNAL
33 43 36
K4 POWERTRAIN
20 VEHICLE CONTROL
G7 K95
BK/LB SPEED MODULE 20 20
SENSOR 5V SENSOR
(8W-30-24) WT/OR PK/WT
GROUND SUPPLY SIGNAL
S136 4 C4 6 C4 47 C4
(8W-70-6)
K4
20
BK/LB 4 C144
6 C131
K4 K167 K7 G7
18 20 20 20
BK/LB BR/YL OR/WT WT/OR
K95
20
S175 S141 PK
(8W-70-6) (8W-70-7)
K4 S140
18
BK/LB
S171 (8W-30-24)
(8W-30-24) 19 C234
8 C234 K167 K7 G7
20 20 20
K4
BR/YL OR/WT WT/OR
18
BK/LB
2 1 3
S211 SENSOR 5V VEHICLE VEHICLE K95
(8W-70-6) GROUND SUPPLY SPEED SPEED 20
K4 SENSOR SENSOR PK
18 SIGNAL
BK/LB
2 C1 1 C1
CLOCKSPRING
B C2 A C2
K4 K95
20 20
BK/LB PK
S433
A A
SWITCH SWITCH
SIGNAL SIGNAL
SENSOR SENSOR
GROUND GROUND
B B
S431
ZG003305 J988W-3
ZG 8W - 35 ANTI-LOCK BRAKES 8W - 35 - 1
8W-35 ANTI-LOCK BRAKES

Controller Anti-Lock Brake . . . . . . . . . .8W-35-2, 3, 4 Instrument Cluster . . . . . . . . . . . . . . . . . . . .8W-35-3
Data Link Connector . . . . . . . . . . . . . . . . . .8W-35-2 Junction Block . . . . . . . . . . . . . . . . . . . . .8W-35-2, 3
Fuse 5 (PDC) . . . . . . . . . . . . . . . . . . . . . . . .8W-35-2 Left Front Wheel Speed Sensor . . . . . . . . . .8W-35-4
Fuse 9 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-35-3 Left Rear Wheel Speed Sensor . . . . . . . . . . .8W-35-4
Fuse 11 (JB) . . . . . . . . . . . . . . . . . . . . . . . . .8W-35-2 Power Distribution Center . . . . . . . . . . . . . .8W-35-2
Fuse 14 (PDC) . . . . . . . . . . . . . . . . . . . . . . .8W-35-2 Right Front Wheel Speed Sensor . . . . . . . . .8W-35-4
G Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-35-3 Right Rear Wheel Speed Sensor . . . . . . . . . .8W-35-4
G108 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-35-2 Stop Lamp Switch. . . . . . . . . . . . . . . . . . . . .8W-35-3
8W - 35 - 2 8W-35 ANTI-LOCK BRAKES ZJ/ZG
RUN A22 (8W-10-12) BATT A0 (8W-10-7)

JUNCTION POWER
BLOCK 20 11 DISTRIBUTION
FUSE
(8W-12-2)
FUSE FUSE CENTER
11 14 5 (8W-10-7)
10A 20A 40A
(8W-12-13) (8W-10-14) (8W-10-9)
27 4
11 C1
DIESEL GAS
A20 A10
14 12
F12 F12 RD/LG RD/DB
20 18
DB/WT DB/WT
23 9 25
FUSED FUSED FUSED CONTROLLER
IGNITION B (+) B (+) ANTI-LOCK
SWITCH BRAKE
OUTPUT
(RUN)
SCI
RECEIVE GROUND GROUND
20 24 8
D83 Z2 Z2
18 12 12
BK/PK BK BK
DIESEL GAS
S125
S178 S200
(8W-30-19) (8W-30-2)
D83 Z2
20 12
BK/PK BK
14 C234
D83
20
BK/PK
7
DATA
LINK
CONNECTOR G108
(8W-30-2) (8W-15-7)
J988W-3 (8W-30-19) ZG003502
ZJ/ZG 8W-35 ANTI-LOCK BRAKES 8W - 35 - 3
BATT A250 (8W-10-14)

JUNCTION
BLOCK
(8W-12-2)
FUSE
9
15A
(8W-12-11)
3 C10
L16
18
RD/LG
6
STOP
LAMP
SWITCH
(8W-33-2)
(8W-33-3) G
5
SWITCH
L50
18
WT/TN
9
12 C305
S312
(8W-70-5) 1 2 3
L50 B43 B41 B42
18 20 20 20
WT/TN PK/OR YL/VT TN/WT
16 C304 8 6 7 C304
GAS DIESEL
B43 B41 B42
18 18 18
S337 PK/OR YL/VT TN/WT
(8W-70-5)
12 13 6 7
BRAKE G G G CONTROLLER
LAMP ABS SWITCH SWITCH SWITCH ANTI-LOCK
SWITCH WARNING TEST NO. 1 NO. 2
LAMP BRAKE
OUTPUT SIGNAL SENSE SENSE
DRIVER
16
DIESEL GAS
205 G19
18 18
WT/VT GY/BK
5 C235
205
20
WT/VT
4
ABS INSTRUMENT
WARNING CLUSTER
LAMP (8W-40-5)
DRIVER
ZG003503 J988W-3
8W - 35 - 4 8W-35 ANTI-LOCK BRAKES ZJ/ZG
LEFT RIGHT
REAR FRONT
WHEEL WHEEL
SPEED SPEED
SENSOR SENSOR
LEFT A B 2 1 RIGHT
FRONT REAR
WHEEL WHEEL
SPEED SPEED
SENSOR B3 B4 B7 B6 SENSOR
20 20 18 18
LG/DB LG WT WT/DB
1 2 A B
B8 B9 B1 B2
18 18 20 20
RD/DB RD YL/DB YL
TWISTED TWISTED
PAIR PAIR
TWISTED TWISTED
PAIR PAIR
12 13 C304 3 4 C304
TWISTED TWISTED
PAIR PAIR
B3 B4 B1 B2
18 18 18 18
LG/DB LG YL/DB YL
11 4 2 10 3 18 1 17
LEFT LEFT LEFT LEFT RIGHT RIGHT RIGHT RIGHT CONTROLLER
FRONT FRONT REAR REAR FRONT FRONT REAR REAR ANTI-LOCK
WHEEL WHEEL WHEEL WHEEL WHEEL WHEEL WHEEL WHEEL BRAKE
SPEED SPEED SPEED SPEED SPEED SPEED SPEED SPEED
SENSOR SENSOR SENSOR SENSOR SENSOR SENSOR SENSOR SENSOR
(-) (+) (-) (+) (+) (-) (-) (+)
J988W-3 ZG003504
ZG 8W - 39 VEHICLE THEFT SECURITY SYSTEM 8W - 39 - 1
8W-39 VEHICLE THEFT SECURITY SYSTEM

Automatic Headlamp Light Sensor/ G302 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-39-5
Vtss Led . . . . . . . . . . . . . . . . . . . . . . . . . .8W-39-3 G303 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-39-4
Body Control Module. . . . . . . . . . .8W-39-2, 3, 4, 5, 6 Hood Switch . . . . . . . . . . . . . . . . . . . . . . . . .8W-39-4
Clockspring No. 1 . . . . . . . . . . . . . . . . . . . . .8W-39-6 Horn No. 1 . . . . . . . . . . . . . . . . . . . . . . . . . .8W-39-6
Driver Front Cylinder Lock Switch. . . . . . . .8W-39-5 Horn No. 2 . . . . . . . . . . . . . . . . . . . . . . . . . .8W-39-6
Driver Front Door Ajar Switch . . . . . . . . . . .8W-39-5 Horn Relay . . . . . . . . . . . . . . . . . . . . . . . . . .8W-39-6
Driver Rear Door Ajar Switch . . . . . . . . . . . .8W-39-5 Horn Switch . . . . . . . . . . . . . . . . . . . . . . . . .8W-39-6
Engine Starter Motor Relay . . . . . . . . . . . . .8W-39-2 Ignition Switch . . . . . . . . . . . . . . . . . . . . . . .8W-39-2
Fuse 11 (PDC). . . . . . . . . . . . . . . . . . . . . . . .8W-39-3 Junction Block . . . . . . . . . . . . . . . . . . .8W-39-2, 3, 6
Fuse 13 (PDC) . . . . . . . . . . . . . . . . . . . . . . .8W-39-3 Liftgate Ajar Switch . . . . . . . . . . . . . . . . . . .8W-39-4
Fuse 17 (JB) . . . . . . . . . . . . . . . . . . . . . . . . .8W-39-3 Liftgate Cylinder Lock Switch . . . . . . . . . . .8W-39-5
Fuse 18 (PDC) . . . . . . . . . . . . . . . . . . . . . . .8W-39-2 Liftglass Ajar Switch. . . . . . . . . . . . . . . . . . .8W-39-4
Fuse 3 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-39-2 Park Lamp Relay . . . . . . . . . . . . . . . . . . . . .8W-39-3
Fuse 6 (PDC) . . . . . . . . . . . . . . . . . . . . . . . .8W-39-6 Passenger Front Cylinder Lock Switch . . . . .8W-39-5
Fuse 7 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-39-3 Passenger Front Door Ajar Switch . . . . . . . .8W-39-5
Fuse 8 (PDC) . . . . . . . . . . . . . . . . . . . . . . . .8W-39-2 Passenger Rear Door Ajar Switch . . . . . . . . .8W-39-5
G106 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-39-6 Power Distribution Center . . . . . . . . . .8W-39-2, 3, 6
G300 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-39-4, 5 Vehicle Speed Control/Horn Switch. . . . . . . .8W-39-6
G301 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-39-5
8W - 39 - 2 8W-39 VEHICLE THEFT SECURITY SYSTEM ZJ/ZG
BATT A0 (8W-10-7)
POWER
DISTRIBUTION
14 A16
CENTER
FUSE FUSE (8W-10-7)
8 18
40A 15A
(8W-10-10) (8W-10-17)
7 A15
(8W-10-18)
A1 A1 A21 F99
12 12 12 18
RD/WT RD/WT DB/GY OR
C6
ENGINE 1 C233
STARTER
MOTOR A1
RELAY 12
C7 (IN PDC) RD/WT S101
(8W-21-2) (8W-10-19)
(8W-21-3)
S210
(8W-10-10)
A1 (8W-10-11) F99
12 20
RD/WT OR
7
IGNITION
SWITCH 8 C236
1 START
1 3 1 3 2 RUN
0 OFF
2 0 2 0 3 ACC
(8W-10-11) F99
6 2 20
OR
A31 A21
12 12
RD/BK DB/GY
1 C6 2 C6 1 C2
JUNCTION
BLOCK
(8W-12-2)
FUSE
3
10A
(8W-12-8)
5 C10
V23
20
BR/PK
15 C2 18 C1
FUSED FUSED BODY
IGNITION IGNITION CONTROL
SWITCH SWITCH MODULE
OUTPUT OUTPUT (8W-45-2)
(RUN-ACC) (ST-RUN)
J988W-3 ZG003902
ZJ/ZG 8W-39 VEHICLE THEFT SECURITY SYSTEM 8W - 39 - 3
BATT A0 (8W-10-7)
POWER
DISTRIBUTION
19 17
CENTER
FUSE FUSE (8W-10-7)
13 11
30A 50A
(8W-10-15) (8W-10-14)
26 24
A6 A250
14 10
RD/LB RD
8 C3 4 C2
JUNCTION
BLOCK
(8W-12-2)
FUSE FUSE
17 7
15A 20A
(8W-12-18) (8W-12-12)
86 30
PARK
LAMP
RELAY
85 87
10 C10 11 C10 9 C4 8 C4
L79 L90 F75 F75

20 20 18 18
TN DB/RD VT VT
S201
(8W-12-12)
F75
18
VT
1
AUTOMATIC
HEADLAMP
LIGHT
SENSOR/
2 VTSS
LED
G69 (8W-45-4)
20
BK/LG
21 C2 17 C1 8 C2 23 C1
PARK PARK FUSED VTSS BODY
LAMP LAMP B (+) INDICATOR CONTROL
RELAY RELAY LAMP MODULE
CONTROL OUTPUT DRIVER (8W-45-4)
ZG003903 J988W-3
BODY
CONTROL
HOOD LIFTGATE MODULE
AJAR AJAR (8W-45-2)
SWITCH SWITCH (8W-45-10)
SENSE SENSE GROUND GROUND GROUND (8W-45-11)
12 C1 1 C3 24 C2 16 C1 8 C3
G70 G78 Z1 Z2
20 20 16 20
BR/TN TN/BK BK BK/OR
6 6
4 C235 C321
9
G70 G78
20 16
BR/TN TN/BK
HOOD S202 S205

SWITCH (8W-15-20) (8W-15-20)
(LHD)
S329 Z1 Z2 Z2
(8W-45-11) 14 18 18
G78 G78 BK BK/OR BK/OR
16 16
TN/BK TN/BK
2 2
LIFTGLASS LIFTGATE
AJAR AJAR
SWITCH SWITCH
1 1
Z1 Z1 2 C301 8 C307
16 16
BK BK
S328
(8W-15-12)
Z1 Z1 Z2
12 14 18
BK BK BK/OR
3
2 C325
Z1
12
BK
S302
(8W-15-20)
S316
(8W-15-13)
Z1
12 Z2
BK 18
BK/OR
G300 G303
(8W-15-13) (8W-15-20)
J988W-3 ZG003904
ZJ/ZG 8W-39 VEHICLE THEFT SECURITY SYSTEM 8W - 39 - 5
BODY
LEFT LEFT RIGHT RIGHT
REAR FRONT REAR FRONT
CONTROL
DOOR DOOR DOOR DOOR MODULE
AJAR AJAR VTSS AJAR AJAR (8W-45-8)
SWITCH SWITCH DISARM SWITCH SWITCH
SENSE SENSE SENSE SENSE SENSE
13 C3 4 C3 10 C3 3 C3 9 C3
G77 G75 G71 G76 G74

18 18 20 18 18
TN/OR TN VT/YL TN/YL TN/RD
DRIVER DRIVER PASSENGER PASSENGER

REAR FRONT REAR FRONT
DOOR DOOR DOOR DOOR
AJAR AJAR AJAR AJAR
SWITCH SWITCH SWITCH SWITCH
S305
G71 G71 G71

20 20 20
VT/YL VT/YL VT/YL
3
14 C334 6 C321 14 C351
G71 G71 G71
20 20 20
VT/YL VT/YL VT/YL
1 1 1
DRIVER LIFTGATE PASSENGER
FRONT CYLINDER FRONT
CYLINDER LOCK CYLINDER
LOCK SWITCH LOCK
2 SWITCH 2 2 SWITCH
Z1 Z1 Z1
20 20 20
BK BK BK
S324 S328 S325

(8W-15-16) (8W-15-12) (8W-15-14)
Z1 Z1 Z1
12 12 12
BK BK BK
3
1 C334 2 C325 1 C351
Z1 Z1 Z1
12 12 12
BK BK BK
G302 S316 G301

(8W-15-16) (8W-15-13) (8W-15-14)
Z1
12
BK
G300
(8W-15-13)
ZG003905 J988W-3
BATT A0 (8W-10-7)
POWER
DISTRIBUTION
12
CENTER
FUSE (8W-10-7)
6
20A
(8W-10-9)
5
F31
16
VT
F31 16 VT
A1 A3
HORN
RELAY
(IN PDC)
A2 A5
X2 X4
16 20
DG/YL GY/OR
S106 1 C3
JUNCTION
X2 X2
16 16
BLOCK
DG/YL DG/YL (8W-12-2)
12 C7 7 C10
1 1
HORN HORN
NO. 2 NO. 1 X4 X4
20 20
GY/OR GY/OR
2 2
Z1 Z1
5 C1
16 16
BK BK
CLOCKSPRING
(8W-41-2)
S104
(8W-15-4)
(8W-15-5)
DIESEL GAS
13 C2
Z1 Z1 VEHICLE HORN BODY
10 14 SPEED RELAY CONTROL
BK BK HORN CONTROL
SWITCH
CONTROL/ MODULE
HORN (8W-45-3)
SWITCH
G106
(8W-15-4)
J988W-3 (8W-15-5) ZG003906
ZG 8W - 40 INSTRUMENT CLUSTER 8W - 40 - 1
8W-40 INSTRUMENT CLUSTER

ABS Warning Lamp . . . . . . . . . . . . . . . . . . .8W-40-5 G303 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-40-2, 5
Airbag Warning Lamp . . . . . . . . . . . . . . . . .8W-40-2 Headlamp Switch . . . . . . . . . . . . . . . . . . . . .8W-40-4
Body Control Module . . . . . . . . . . . . . . . .8W-40-4, 6 High Beam Indicator Lamp . . . . . . . . . . . . .8W-40-5
Brake Pressure Switch . . . . . . . . . . . . . . . . .8W-40-6 Ignition Switch . . . . . . . . . . . . . . . . . . . . . . .8W-40-6
Brake Warning Lamp . . . . . . . . . . . . . . . . . .8W-40-5 Illumination Lamps . . . . . . . . . . . . . . . . . . .8W-40-4
Check Engine Lamp . . . . . . . . . . . . . . . . . . .8W-40-2 Instrument Cluster . . . . . . . . . . . . . .8W-40-2, 3, 4, 5
Check Gages Lamp . . . . . . . . . . . . . . . . . . . .8W-40-5 Junction Block . . . . . . . . . . . . . . . . . . .8W-40-2, 4, 5
Controller Anti-Lock Brake . . . . . . . . . . . . . .8W-40-5 Left Front Turn Signal Lamp . . . . . . . . . . . .8W-40-4
Cruise Lamp . . . . . . . . . . . . . . . . . . . . . . . . .8W-40-5 Left Turn Signal Indicator Lamp . . . . . . . . .8W-40-4
Data Link Connector . . . . . . . . . . . . . . . . . .8W-40-3 Low Fuel Warning Lamp . . . . . . . . . . . . . . .8W-40-2
Daytime Running Lamp Module . . . . . . . . . .8W-40-6 Oil Pressure Gauge. . . . . . . . . . . . . . . . . . . .8W-40-3
Engine Coolant Temperature Gauge . . . . . . .8W-40-3 Right Turn Signal Indicator Lamp . . . . . . . .8W-40-4
Fuel Gauge . . . . . . . . . . . . . . . . . . . . . . . . . .8W-40-3 Seat Belt Warning Lamp . . . . . . . . . . . . . . .8W-40-2
Fuse 5 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-40-5 Speedometer . . . . . . . . . . . . . . . . . . . . . . . . .8W-40-3
Fuse 7 (JB) . . . . . . . . . . . . . . . . . . . . . . . .8W-40-2, 5 Tachometer . . . . . . . . . . . . . . . . . . . . . . . . . .8W-40-3
G108 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-40-6 Turn Signal/Hazard Warning Switch . . . . . .8W-40-4
G109 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-40-4 Volt Meter. . . . . . . . . . . . . . . . . . . . . . . . . . .8W-40-3
8W - 40 - 2 8W-40 INSTRUMENT CLUSTER ZJ/ZG
BATT A250 (8W-10-14)

JUNCTION
BLOCK
(8W-12-2)
FUSE
7
20A
(8W-12-12)
8 C4
F75
18
VT
S201
(8W-12-12)
F75
18
VT
3
INSTRUMENT
CLUSTER
AIRBAG SEAT CHECK LOW

WARNING BELT ENGINE FUEL
LAMP WARNING LAMP WARNING
LAMP LAMP
FUSED
B(+)
GROUND
1 2
Z1 Z2
20 20
BK BK/OR
S216 S205
(8W-15-19) (8W-15-20)
Z1 Z2
16 18
BK BK/OR
S202 8 C307
(8W-15-20) Z2
Z1 18
14 BK/OR
BK
S302
2 C301 (8W-15-20)
Z1 Z2
14 18
BK BK/OR
G303
(8W-15-20)
J988W-3 ZG004002
ZJ/ZG 8W-40 INSTRUMENT CLUSTER 8W - 40 - 3
INSTRUMENT
OIL ENGINE COOLANT CLUSTER
FUEL VOLT PRESSURE TEMPERATURE
GAUGE METER GAUGE GAUGE
FUEL VOLT OIL ENGINE COOLANT

GAUGE METER PRESSURE TEMPERATURE
GAUGE GAUGE CONTROL
CCD CCD
SPEEDOMETER BUS BUS TACHOMETER
CONTROL (+) (-) CONTROL
SPEEDOMETER TACHOMETER
8 9
D1 D2
18 18
VT/BR WT/BK
TWISTED
PAIR
S204 S203
(8W-30-4) (8W-30-3)
(8W-30-21) (8W-30-20)
D1 D2
18 18
VT/BR WT/BK
3 11
DATA
LINK
CONNECTOR
(8W-30-3)
(8W-30-4)
(8W-30-20)
(8W-30-21)
ZG004003 J988W-3
BODY HEADLAMP
PANEL
CONTROL PANEL
SWITCH
LAMP MODULE LAMP (8W-50-6)
DRIVER (8W-45-10) DRIVER
16 C2 1
L65 E2 E2
18 20 20
LG/DB OR OR
10 C234 S209
(8W-44-11)
E2
20
OR
L65
18 10
LG/DB INSTRUMENT
CLUSTER
ILLUMINATION
LAMPS
A C102
L64
18 LEFT RIGHT
TN/DB TURN TURN
SIGNAL SIGNAL GROUND
INDICATOR INDICATOR
LAMP LAMP
A LEFT 6 7 2 1
FRONT
L65
TURN 18
G SIGNAL LG/DB
LAMP
Z1 16
18 TURN L64
LEFT 18
BK SIGNAL/
FRONT TN/DB
TURN HAZARD
SIGNAL WARNING
S149 FEED
(8W-15-8) SWITCH
(8W-15-9) RIGHT (PART OF
Z1 TURN MULTI-
18 SIGNAL 1 C4
FUNCTION JUNCTION
BK
11 SWITCH) BLOCK
(8W-52-2)
C C102 (8W-12-2)
Z1
18 5 C4
BK
L64
18
S109 TN/DB
(8W-15-8)
(8W-15-9)
Z1
16
BK
G109
(8W-15-8)
(8W-15-9)
J988W-3 ZG004004
ZJ/ZG 8W-40 INSTRUMENT CLUSTER 8W - 40 - 5
BATT A250 (8W-10-14) ST-RUN A21 (8W-10-12)

JUNCTION
BLOCK
(8W-12-2)
FUSE FUSE
7 5
20A 10A
(8W-12-12) (8W-12-9)
8 C4 8 C9
F75 F87
18 20
VT BK/WT
S201 S215
(8W-12-12) (8W-12-9)
F75 F87
18 20
VT BK/WT
3 5
INSTRUMENT
CLUSTER
BRAKE HIGH CHECK CRUISE

WARNING BEAM GAGES LAMP
LAMP INDICATOR LAMP ABS
LAMP WARNING
LAMP
FUSED
GROUND B(+)
1 2 4
Z1 Z2 205
20 20 20
BK BK/OR WT/VT
S216 S205 5 C235

(8W-15-19) (8W-15-20)
Z1 Z2 DIESEL GAS
16 18
BK BK/OR
205 G19
S202 8 C307 18 18
(8W-15-20) Z2 VT/WT GY/BK
Z1 18
14 BK/OR
BK
S302 16
2 C301 (8W-15-20)
ABS CONTROLLER
Z2
Z1
18 WARNING ANTI-LOCK
14 LAMP BRAKE
BK BK/OR
DRIVER (8W-35-3)
G303
(8W-15-20)
ZG004005 J988W-3
RED BODY
BRAKE CONTROL
WARNING MODULE
LAMP (8W-45-9)
DRIVER
2 C3
G9
20
GY/BK
S303
(8W-45-9)
(8W-50-5)
G9
20
GY/BK
2 C304
G9
20
GY/BK
S117
G9
G9 20
16 GY/BK
GY/BK
G9
16 3
GY/BK DAYTIME
RED
2
BRAKE RUNNING
BRAKE WARNING LAMP
PRESSURE LAMP
DRIVER
MODULE
SWITCH (8W-50-5)
5 C234 1
Z2
16
BK
G9
18
GY/BK
S125
(8W-15-6)
(8W-15-7)
Z2
12
3 BK
IGNITION
SWITCH
1 START
2 RUN
0 OFF
G108
1 3 (8W-15-6)
3 ACC
2 0 (8W-15-7)
(8W-10-11)
J988W-3 ZG004006
ZG 8W - 41 HORN/CIGAR LIGHTER 8W - 41 - 1
8W-41 HORN/CIGAR LIGHTER

Body Control Module . . . . . . . . . . . . . . . .8W-41-2, 3 G303 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-41-3, 4
Cigar Lighter . . . . . . . . . . . . . . . . . . . . . . . .8W-41-4 Horn No. 1 . . . . . . . . . . . . . . . . . . . . . . . . . .8W-41-2
Cigar Lighter Relay . . . . . . . . . . . . . . . . .8W-41-3, 4 Horn No. 2 . . . . . . . . . . . . . . . . . . . . . . . . . .8W-41-2
Cigar Lighter/Power Outlet . . . . . . . . . . . . .8W-41-3 Horn Relay . . . . . . . . . . . . . . . . . . . . . . . . . .8W-41-2
Clockspring . . . . . . . . . . . . . . . . . . . . . . . . . .8W-41-2 Horn Switch . . . . . . . . . . . . . . . . . . . . . . . . .8W-41-2
Fuse 2 (JB) . . . . . . . . . . . . . . . . . . . . . . . .8W-41-3, 4 Junction Block . . . . . . . . . . . . . . . . . . .8W-41-2, 3, 4
Fuse 6 (PDC) . . . . . . . . . . . . . . . . . . . . . . . .8W-41-2 Power Distribution Center . . . . . . . . . . . . . .8W-41-2
Fuse 14 (JB) . . . . . . . . . . . . . . . . . . . . . . .8W-41-3, 4 Power Outlet. . . . . . . . . . . . . . . . . . . . . . . . .8W-41-4
Fuse 21 (JB) . . . . . . . . . . . . . . . . . . . . . . .8W-41-3, 4 Vehicle Speed Control/Horn Switch. . . . . . . .8W-41-2
G106 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-41-2
8W - 41 - 2 8W-41 HORN/CIGAR LIGHTER/POWER OUTLET ZJ/ZG
BATT A0 (8W-10-7)
POWER
DISTRIBUTION
12
CENTER
FUSE (8W-10-7)
6
20A
(8W-10-9)
5
F31
16
VT
F31 16 VT
A3 A1
HORN
RELAY
(IN PDC)
A5 A2
X2
16
DG/YL
X4
20 S106
GY/OR
X2 X2
1 C3 16 16
JUNCTION DG/YL DG/YL
BLOCK
(8W-12-2) 1 1
HORN HORN
NO. 2 NO. 1
12 C7 7 C10
X4 2 2
20 X4
20 Z1 Z1
GY/OR
GY/OR 16 16
BK BK
5 C1 13 C2 S104
(8W-15-4)
HORN BODY
(8W-15-5)
CLOCKSPRING RELAY CONTROL
CONTROL MODULE
(8W-45-3) DIESEL GAS
Z1 Z1
10 14
VEHICLE BK BK
SPEED
HORN CONTROL/
SWITCH
HORN
SWITCH
G106
(8W-15-4)
(8W-15-5)
J988W-3 ZG004102
ZJ/ZG 8W-41 HORN/CIGAR LIGHTER/POWER OUTLET 8W - 41 - 3
LHD
BATT A7 (8W-10-16) BATT F61 (8W-10-13) RUN-ACC A31 (8W-10-13)
JUNCTION
BLOCK
(8W-12-2)
FUSE FUSE FUSE
21 14 2
15A 15A 15A
(8W-12-20) (8W-12-7) (8W-12-7)
2 C9 9 C10 4 C7
NOT A31
USED 18
RD/BK
4 C4
BODY JUNCTION
PANEL
CONTROL 30 86 BLOCK
MODULE CIGAR (8W-12-2)
F38 LAMP
18 DRIVER (8W-45-10) LIGHTER
OR RELAY
16 C2
S209 87 85
(8W-44-11)
E2 3 C4 9 C7
20
OR
Z1
18
S214 F30
BK
18
(8W-44-12)
RD/DB
E2
18
OR/RD
1 3 4
FUSED PANEL FUSED CIGAR
B(+) LAMP IGNITION LIGHTER/
DRIVER SWITCH POWER
OUTPUT
GROUND (RUN-ACC)
OUTLET
2
Z1
16
BK
S220
(8W-15-19)
S216
(8W-15-19)
Z1
16
BK
S202
(8W-15-20)
Z1
14
BK
2 C301
G303
(8W-15-20)
ZG004103 J988W-3
8W - 41 - 4 8W-41 HORN/CIGAR LIGHTER/POWER OUTLET ZJ/ZG
RHD
BATT A7 (8W-10-16) RUN-ACC A31 (8W-10-13) BATT F61 (8W-10-13)
JUNCTION
BLOCK
(8W-12-2)
FUSE FUSE FUSE
21 2 14
15A 15A 15A
(8W-12-20) (8W-12-7) (8W-12-7)
2 C9 4 C7 9 C10
NOT
USED
A31
18
RD/BK
4 C4
JUNCTION
86 30 BLOCK
CIGAR (8W-12-2)
F38
18 LIGHTER
OR RELAY
85 87
9 C7 3 C4
Z1 F30
18 18
BK RD/DB
1 1
POWER CIGAR
OUTLET LIGHTER
2 2
Z1 Z1
18 18
BK BK
S220
(8W-15-19)
Z1
16
BK
S216
(8W-15-19)
Z1
16
BK
S202
(8W-15-20)
Z1
14
BK
2 C301
G303
(8W-15-20)
J988W-3 ZG004104
ZG 8W - 42 AIR CONDITIONING/HEATER 8W - 42 - 1
8W-42 AIR CONDITIONING/HEATER

A/C Compressor Clutch . . . . . . . . . . . . .8W-42-10, 11 Fuse 18 (PDC). . . . . . . . . . . . . . . . . . . . . . .8W-42-10
A/C Compressor Clutch Relay . . . . . . . .8W-42-10, 11 Fuse 20 (JB) . . . . . . . . . . . . . . . . . . . . . . . . .8W-42-2
A/C Heater Control . . . . . . . . . . . . . . . . . .8W-42-2, 5 Fuse 20 (PDC). . . . . . . . . . . . . . . . . . . . . . .8W-42-11
A/C High Pressure Switch. . . . . . . . . . .8W-42-12, 13 Fuse 21 (PDC) . . . . . . . . . . . . . . . . . . . .8W-42-10, 11
A/C Low Pressure Switch . . . . . . . . . . .8W-42-12, 13 G104 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-42-11
Ambient Temperature Sensor . . . . . . . . . . . .8W-42-6 G105 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-42-10
Automatic Shutdown Relay . . . . . . . . . . . . .8W-42-11 G106 . . . . . . . . . . . . . . . . . . . . . . . .8W-42-10, 11, 12
Automatic Temperature Control G107 . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-42-2, 4, 7
Module . . . . . . . . . . . . . . . . .8W-42-2, 3, 4, 6, 8, 9 G111 . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-42-2, 4, 7
Blend Door Actuator . . . . . . . . . . . . . . .8W-42-6, 7, 8 G303 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-42-7
Blower Motor . . . . . . . . . . . . . . . . . . . . . .8W-42-2, 5 In-Car Temperature Sensor . . . . . . . . . . . . .8W-42-6
Blower Motor Resistor Block. . . . . . . . . . .8W-42-2, 5 Junction Block . . . . . . . . . . . . . . . . .8W-42-2, 5, 7, 9
Blower Power Module . . . . . . . . . . . . . . . . . .8W-42-3 Mode Door Actuator . . . . . . . . . . . . . . . . .8W-42-6, 8
Body Control Module . . . . . . . . . . . . . .8W-42-4, 5, 6 MSA Controller . . . . . . . . . . . . . . . . . . . . . .8W-42-13
Data Link Connector . . . . . . . . . . . . . . . . . .8W-42-9 Power Distribution Center. . . . . . .8W-42-2, 3, 10, 11
Fuse 3 (PDC). . . . . . . . . . . . . . . . . . . . . . . .8W-42-11 Powertrain Control Module . . . . . . . . . .8W-42-12, 13
Fuse 7 (PDC) . . . . . . . . . . . . . . . . . . . . . .8W-42-2, 3 Recirculation Door Actuator . . . . . . . . . . . . .8W-42-9
Fuse 12 (JB) . . . . . . . . . . . . . . . . . . . . .8W-42-5, 7, 9 Solar Sensor . . . . . . . . . . . . . . . . . . . . . . . . .8W-42-6
8W - 42 - 2 8W-42 AIR CONDITIONING-HEATER ZJ/ZG
BATT A7 (8W-10-16) BATT A0 (8W-10-7)

JUNCTION POWER
BLOCK 13 DISTRIBUTION
FUSE
(8W-12-2)
FUSE CENTER
20 7 (8W-10-7)
15A 40A
(8W-12-20) (8W-10-10)
6
12 C9
F60 A19
20 12
WT/RD RD/VT
1 C160
C13
FUSED AUTOMATIC
A19
B (+) TEMPERATURE 12
CONTROL RD
GROUND MODULE
D7 1
BLOWER
Z4 MOTOR
20 M
PK
2
P C206
Z4 C7
20 12
BK BK
S221
S226 (MANUAL A/C-HEATER)
(8W-15-6)
(8W-15-7)
Z4 C7
12 12
BK BK/TN
2 C160
C7
B C206 12
RHD LHD BK
C7
Z4 12
12 BK/TN
BK
Z5 S124 3 C1 3
12 (8W-15-6) HIGH A/C- HIGH BLOWER
BK (8W-15-7) SPEED HEATER SPEED MOTOR
Z4 BLOWER BLOWER
10 CONTROL RESISTOR
MOTOR MOTOR
BK (8W-42-5) BLOCK
(8W-42-5)
G107
(8W-15-6)
G111 (8W-15-7)
(8W-15-7)
J988W-3 ZG004202
ZJ/ZG 8W-42 AIR CONDITIONING-HEATER 8W - 42 - 3
ATC
BATT A0 (8W-10-7)
POWER
DISTRIBUTION
13
CENTER
FUSE (8W-10-7)
7
40A
(8W-10-10)
6
A19
12
RD/VT
1 C160
A19
10
RD
3
FUSED BLOWER
BLOWER B (+) POWER
POWER MODULE
MODULE
OUTPUT GROUND
4 5
NOT NOT
USED USED
M L C206
C42 C41
C43 Z4 18 20
18 18 PK/DB GY/DB
BR/YL BK
D2 D5
HIGH HIGH AUTOMATIC
SPEED SPEED TEMPERATURE
BLOWER BLOWER CONTROL
MOTOR MOTOR
RELAY RELAY
MODULE
A B
SIGNAL OUTPUT
TO TO
C206 S226
(8W-42-4) (8W-42-4)
ZG004203 J988W-3
ATC
FROM FROM
BLOWER BLOWER
MOTOR MOTOR
MODULE MODULE
(8W-42-3) (8W-42-3)
A B
Z4
18
BK
C43
18
BR/YL
S226
Z4
20
BK
N C206
C43
18 Z4
YL/BR 12
BK
P C206
C9
BLOWER AUTOMATIC
Z4
POWER TEMPERATURE 20
MODULE CONTROL PK
OUTPUT
MODULE
A/C 2 C160
SELECT PANEL
INPUT LAMP
C6 D13
RHD LHD
C90 E2
20 20
LG OR Z4
12
S214 BK
(8W-44-12)
E2
20 Z5
OR 12 S124
BK (8W-15-6)
(8W-15-7)
S209
(8W-44-11)
Z4
E2 10
20 BK
OR
7 C2 16 C2 D7
A/C PANEL BODY GROUND AUTOMATIC
SELECT LAMP CONTROL TEMPERATURE
INPUT DRIVER G107
MODULE (8W-15-6)
CONTROL
(8W-45-9) G111 (8W-15-7) MODULE
(8W-45-10) (8W-15-7)
J988W-3 ZG004204
MANUAL A/C-HEATER
RUN A22 (8W-10-12)
BLOWER
MOTOR
JUNCTION RESISTOR
BLOCK BLOCK
(8W-12-2)
1 4 2 3
FUSE
12
10A
C4 C5 C6 C7
(8W-12-14)
14 14 14 12
TN LG LB BK
4 C9
S221
C7 C7
12 12
BK/TN BK
2
E D C B C206 BLOWER
GROUND
MOTOR
F71 C4 C5 C6 C7 (8W-42-2)
20 14 14 14 12
DG/PK TN LG LB BK/TN
6 C2 1 C1 2 C1 5 C1 3 C1
A/C-
A/C HEATER
6 7 8 6 7 8
HEATER
CONTROL 9 CONTROL
0 0 9 1 DEFROST
ILLUM.
A/C 2 MIX
MODE SWITCH BLOWER BLOWER SWITCH SWITCH 3 HEAT
SWITCH 4 BI-LEVEL
ILLUM. 10 11 5 PANEL
1 5 A/C 0 OFF
2 4 MODE SWITCH 6 LOW
3 ILLUM.
SWITCH 7 MED-LOW
ILLUM. 8 MED-HIGH
9 HIGH
10 A/C OFF
11 A/C ON
2 C2 3 C2 4 C1 4 C2 7 C2
C36 C34 C1 E2 C90

20 20 14 20 20
DB/RD VT/WT DG OR LG
7 C2
A/C BODY
SELECT CONTROL
F G INPUT MODULE
H D
(8W-45-9)
TO TO TO TO
C206 S220 C206 S214
(8W-42-7) (8W-42-7) (8W-42-7) (8W-42-6)
ZG004205 J988W-3
AUTOMATIC BLEND
IN-CAR
TEMPERATURE SOLAR
TEMPERATURE DOOR
SENSOR SENSOR SENSOR CONTROL ACTUATOR
SENSOR
SIGNAL SIGNAL GROUND MODULE GROUND (ATC)
D12 D15 D9 3 (8W-42-8)
C10 C47 D41

20 20 20
RD/TN BK/WT LG/WT
A A S222
IN-CAR SOLAR
D41 D41
TEMPERATURE SENSOR 20 20
SENSOR (ATC) LG/WT LG/WT
(ATC) 2
B B MODE S C206
SENSOR
GROUND DOOR
ACTUATOR
D41 D41 D41 (ATC) D41
20 20 20 (8W-42-8) 20
LG/WT LG/WT LG/WT LG/WT
S219
D41 AUTOMATIC
20 TEMPERATURE
LG/WT PANEL FROM
LAMP CONTROL
A/C-
DRIVER MODULE
HEATER
D13 CONTROL
(8W-42-5)
19
11 C235 D41 D41
D
20 20
D41 E2
LG/WT LG/WT E2
20 20
LG/WT 20
OR DR
1
AMBIENT
TEMPERATURE
SENSOR
S214
2 (8W-44-12)
E2
C8 20
20 OR
DG/RD
S209
11 C234 (8W-44-11)
C8 OTHER ATC RHD E2
20 20
DG/RD OR
5 C1 2 C1 16 C2
AMBIENT SENSOR PANEL BODY
TEMPERATURE GROUND LAMP CONTROL
SENSOR DRIVER MODULE
SIGNAL (8W-45-9)
(8W-45-10)
J988W-3 ZG004206
MANUAL A/C-HEATER
RUN A22 (8W-10-12)
JUNCTION
BLOCK
(8W-12-2)
FUSE
12
10A
(8W-12-14)
FROM FROM FROM

9 C9 A/C- A/C- A/C-
HEATER HEATER HEATER
CONTROL CONTROL CONTROL
(8W-42-5) (8W-42-5) (8W-42-5)
F G H
F71 C36 C34 C1

20 20 20 14
PK/DG DB/RD VT/WT DG
S218 F C206 S220 J C206

(8W-12-14) (8W-15-19)
F71 C36 C34 Z1 Z4

20 20 20 16 12
PK/DG DB/RD VT/WT BK BK
G C206 H C206 S216 2 C160

(8W-15-19)
F71 RHD LHD
C34 Z1
20 20 16
PK/DG VT/WT BK
Z4
12
BK
S202
1 3 4 (8W-15-20) S124
BLEND Z5
FUSED BLEND COMMON 12 (8W-15-6)
IGNITION AIR DOOR DOOR BK (8W-15-7)
(RUN) DOOR DRIVER Z1 Z4
ACTUATOR 14
POSITION 10
SWITCH 5V BK BK
SIGNAL SUPPLY
2 2 C301
C40 Z1 G107
20 14 (8W-15-6)
WT/YL BK G111 (8W-15-7)
(8W-15-7)
S C206 G303
NOT
(8W-15-20)
USED
ZG004207 J988W-3
ATC
MODE
DOOR
M
ACTUATOR
4 5 2 1 3
C38 C37 D41 C39 C40

20 20 20 20 20
DG TN/BK LG/WT YL DG/YL
J B C206 S222 A C206 S223
C38 C37 D41 D41 C39 C40

20 20 20 20 20 20
DB YL LG/WT LG/WT WT DG/YL
S C206 K C206
D41 C40
20 20
LG/WT BR/WT
S219
(8W-42-6)
D41
20
LG/WT
D1 C1 D9 C3 C8
MODE MODE SENSOR AUTOMATIC MODE 5V AUTOMATIC
DOOR DOOR GROUND TEMPERATURE DOOR SUPPLY TEMPERATURE
MOTOR MOTOR CONTROL MOTOR CONTROL
DRIVER DRIVER POSITION
MODULE SENSE
MODULE
BLEND BLEND BLEND
AIR AIR AIR
DOOR DOOR DOOR
MOTOR MOTOR FEEDBACK
DRIVER DRIVER SIGNAL
C2 D6 C14
C35 C34 C36 C40

20 20 20 20
DG/YL DB/WT RD/WT DG/YL
C E C206 D C206
C35 C34 C36

20 20 20
DB/WT VT/WT DB/RD
5 6 3 2 1
BLEND
DOOR
ACTUATOR
M
J988W-3 ZG004208
ATC
RUN A22 DATA

(8W-10-12)
LINK
JUNCTION CONNECTOR
BLOCK (8W-30-3)
(8W-12-2) 3 11 (8W-30-4)
FUSE (8W-30-20)
12 (8W-30-21)
10A
(8W-12-14) D1 D2
18 18
VT/BR
TWISTED WT/BK
PAIR
9 C9 4 C9
S204 S203
(8W-30-4) (8W-30-3)
F71 F71 (8W-30-21) (8W-30-20)
20 20
PK/DG DG/PK D1 D2
18 18
VT/BR WT/BK
C12 C10 C11

FUSED CCD CCD AUTOMATIC
IGNITION BUS BUS TEMPERATURE
SWITCH (+) (-) CONTROL
OUTPUT
S218 (RUN)
MODULE
(8W-12-14)
RECIRCULATION RECIRCULATION
DOOR DOOR
MOTOR MOTOR
DRIVER DRIVER
D3 D4
F71 C32 C33

20 20 20
PK/DG DB/GY DB/RD
F H G C206
F71 C32 C33

20 20 20
PK/DG LB/DG VT/OR
5 4 1
FUSED RECIRCULATION RECIRCULATION RECIRCULATION
IGNITION DOOR DOOR DOOR
SWITCH MOTOR MOTOR ACTUATOR
OUTPUT DRIVER DRIVER
(RUN)
ZG004209 J988W-3
GAS
ST-RUN A21 (8W-10-12) BATT A900 (8W-10-8)
POWER
A16 A22
DISTRIBUTION
FUSE FUSE CENTER
18 21 (8W-10-7)
15A 15A
(8W-10-17) A21 (8W-10-8)
A15
F99
18
OR
S101 F250
(8W-10-19) 18
F99 RD/GY
20
OR
B3 B1
A/C
COMPRESSOR
CLUTCH
RELAY
B5 B2 (IN PDC)
C2
C13 18
18 DB/YL
DB/RD
4.0L 5.2L/5.9L
C2 C2
18 18
DB/YL DB/YL
RHD LHD
7 C131
E 7 C131 1 C144
C2
C2 C2 18
TO 18 18 DB/YL
POWERTRAIN DB/YL DB/YL
CONTROL 2 1 2
MODULE A/C A/C A/C
(8W-42-12) COMPRESSOR COMPRESSOR COMPRESSOR
CLUTCH CLUTCH CLUTCH
1 2 1
S172 S172
(8W-15-4) (8W-15-4) Z12
18
11 C132 4 C144 BK/TN
Z1
18
BK
S130
(8W-15-4)
S104
(8W-15-4) Z12
Z1 16
14 BK/TN
BK
G106 G105
(8W-15-4) (8W-15-4)
J988W-3 ZG004210
DIESEL
BATT A0 (8W-10-7)
POWER
DISTRIBUTION
A19 9 A22 CENTER
20 3 21
25A 40A 15A
(8W-10-22) (8W-10-8) (8W-10-8)
A20 2 A21
F5 A900 F250
16 16 18
RD/YL OR/YL RD/GY
F5 16 RD/YL
B18 B16
AUTOMATIC
SHUT
DOWN
RELAY
B20 B17 (IN PDC)
(8W-30-27)
A142
16
DG/OR
B3 B1
A/C
COMPRESSOR
CLUTCH
RELAY
B5 B2 (IN PDC)
C3 C2
18 18
DB/BK DB/YL
1 C144
I C2
18
TO DB/YL
C131
(8W-42-13) 1
A/C
Z1 COMPRESSOR
18 CLUTCH
BK/TN
2
2 C131 RHD LHD Z12
18
Z1
BK/TN
18
BK
S130
S104 (8W-15-3)
(8W-15-5)
Z1 Z12
10 10
BK BK/TN
G106 G104
(8W-15-5) (8W-15-3)
ZG004211 J988W-3
GAS
FROM
A/C
COMPRESSOR
CLUTCH
RELAY
(8W-42-10)
E
C13
18
DB/RD
1 C3
A/C POWERTRAIN
COMPRESSOR CONTROL
CLUTCH A/C
PRESSURE MODULE
RELAY (8W-30-15)
CONTROL SWITCH
SENSE
22 C3
C3
18
DB/BK
1
A/C
LOW
PRESSURE
SWITCH
2
C21
18
DB/OR
RHD LHD
12 C132 5 C144
C21
18 4.0L RHD OTHER
DB/OR
1
A/C Z1
11 C132 4 C144
HIGH 18
BK
PRESSURE
SWITCH
2
Z1 Z1
18 18
BK BK
4.0L RHD OTHER
S104
(8W-15-4)
S172 Z1
(8W-15-4) 14
BK
G106
(8W-15-4)
J988W-3 ZG004212
DIESEL
FROM
A/C
COMPRESSOR
CLUTCH
RELAY
(8W-42-11)
I
C3
18
DB/BK
14 C131
C3
18
DB/BK
2
A/C
HIGH
PRESSURE
SWITCH
1
C21
18
DB/OR
5 C144
C21
18
DB/OR
2
POWERTRAIN A/C
CONTROL LOW
A/C
SWITCH MODULE PRESSURE
SIGNAL (8W-30-22) SWITCH
59 C4 1
C13
18
DB
C103
20
DG
10 C132
C13
16
DB/RD
37 28
A/C A/C MSA
SWITCH COMPRESSOR CONTROLLER
SIGNAL CLUTCH (8W-30-22)
RELAY
CONTROL
ZG004213 J988W-3
ZG 8W - 43 AIRBAG SYSTEM 8W - 43 - 1
8W-43 AIRBAG SYSTEM

Airbag Control Module . . . . . . . . . . . . . . .8W-43-2, 3 Fuse 22 (JB) . . . . . . . . . . . . . . . . . . . . . . . . .8W-43-2
Airbag Warning Lamp . . . . . . . . . . . . . . . . .8W-43-3 G303 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-43-2, 3
Clockspring . . . . . . . . . . . . . . . . . . . . . . . . . .8W-43-2 Instrument Cluster . . . . . . . . . . . . . . . . . . . .8W-43-3
Driver Airbag . . . . . . . . . . . . . . . . . . . . . . . .8W-43-2 Junction Block . . . . . . . . . . . . . . . . . . . . .8W-43-2, 3
Fuse 4 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-43-2 Passenger Airbag . . . . . . . . . . . . . . . . . . . . .8W-43-2
Fuse 7 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-43-3
8W - 43 - 2 8W-43 AIRBAG SYSTEM ZJ/ZG
RUN A22 (8W-10-12) ST-RUN A21 (8W-10-12)

JUNCTION
BLOCK
(8W-12-2)
FUSE FUSE
22 4
10A 10A
(8W-12-27) (8W-12-9)
1 C13 2 C14
F20 G5
18 18
WT DB/WT
20 17
FUSED FUSED AIRBAG
IGNITION IGNITION CONTROL
SWITCH SWITCH MODULE
DRIVER DRIVER OUTPUT PASSENGER PASSENGER OUTPUT
AIRBAG AIRBAG (RUN) AIRBAG AIRBAG (ST-RUN)
LINE 1 LINE 2 LINE 1 LINE 2 GROUND
2 1 5 6 10
R43 R45 R42 R44 Z6

18 18 18 18 16
BK/LB DG/LB BK/YL DG/YL BK/PK
TWISTED TWISTED
PAIR PAIR
B A C300
2 C3 1 C3
CLOCKSPRING
R42 R44
18 18
VT DB
B A
DRIVER DRIVER DRIVER PASSENGER PASSENGER PASSENGER
AIRBAG AIRBAG AIRBAG AIRBAG AIRBAG AIRBAG
LINE 1 LINE 2 LINE 1 LINE 2
G303
(8W-15-20)
J988W-3 ZG004302
ZJ/ZG 8W-43 AIRBAG SYSTEM 8W - 43 - 3
BATT A250 (8W-10-14)

JUNCTION
BLOCK
(8W-12-2)
FUSE
7
20A
(8W-12-12)
8 C4
F75
18
VT
S201
(8W-12-12)
F75
18
VT
3
INSTRUMENT
CLUSTER
(8W-40-2)
(8W-40-3)
AIRBAG
WARNING
LAMP
CCD CCD
GROUND BUS (+) BUS (-)
1 2 8 9
Z1 Z2 D1 D2
18 TWISTED 18
20 20
BK BK/OR VT/BR PAIR WT/BK
S216 S205 S204 S203

(8W-15-19) (8W-15-20) (8W-30-4) (8W-30-3)
Z1 Z2 (8W-30-21) (8W-30-20)
16 18 1 2 C302
BK BK/OR
D1 D2
S202 8 C307 18 18
VT/BR WT/BK
(8W-15-20) Z2
Z1 18
BK/OR
S306 S307
14
(8W-30-4) (8W-30-3)
BK
(8W-30-21) (8W-30-20)
S302 D1 D2
2 C301 (8W-15-20) 18 18
Z2 VT/BR WT/BK
Z1
14 18 19 18
BK BK/OR AIRBAG
CCD CCD
BUS (+) BUS (-) CONTROL
G303 MODULE
(8W-15-20)
ZG004303 J988W-3
ZG 8W - 44 INTERIOR LIGHTING 8W - 44 - 1
8W-44 INTERIOR LIGHTING

A/C Heater Control . . . . . . . . . . . . . . . . . . .8W-44-12 Glove Box Lamp . . . . . . . . . . . . . . . . . . . . . .8W-44-2
Ash Receiver Lamp . . . . . . . . . . . . . . . .8W-44-11, 12 Headlamp Switch . . . . . . . . . . . . . . . . . . . .8W-44-11
Automatic Day/Night Mirror. . . . . . . . . . . . .8W-44-6 Instrument Cluster . . . . . . . . . . . . . . . . . . .8W-44-11
Automatic Temperature Control Module . . .8W-44-12 Junction Block . . . . . . .8W-44-2, 3, 4, 5, 6, 7, 8, 9, 10
Back-Up Lamp Switch . . . . . . . . . . . . . . . . .8W-44-7 Key-In Switch/Halo Lamp. . . . . . . . . . . . . . .8W-44-2
Body Control Module . . . . . .8W-44-2, 5, 9, 11, 12, 13 Left Courtesy Lamp . . . . . . . . . . . . . . . . .8W-44-2, 9
Cargo Lamp . . . . . . . . . . . . . . . . . . . . . . . . .8W-44-5 Left Visor/Vanity Lamp. . . . . . . . . . . . . . . . .8W-44-5
Cigar Lighter Lamp . . . . . . . . . . . . . . . . . .8W-44-12 Liftgate Ajar Switch . . . . . . . . . . . . . . . . . .8W-44-13
Cigar Lighter/Power Outlet. . . . . . . . . . . . .8W-44-12 Liftglass Ajar Switch. . . . . . . . . . . . . . . . . .8W-44-13
Circuit Breaker 2 . . . . . . . . . . . . . . . . . . . .8W-44-10 Mercury Switch. . . . . . . . . . . . . . . . . . . . . . .8W-44-2
Courtesy Lamp Relay . . . . . . . . . .8W-44-2, 3, 4, 5, 9 Overhead Console . . . . . . . . . . . . . . . . . . . . .8W-44-4
Dome/Reading Lamp. . . . . . . . . . . . . . . . . . .8W-44-3 Park/Neutral Position Switch . . . . . . . . . . . .8W-44-8
Driver Door Courtesy Lamp . . . . . . . . . . . .8W-44-10 Passenger Door Courtesy Lamp . . . . . . . . .8W-44-10
Driver Door Module . . . . . . . . . . . . . . . . . .8W-44-10 Passenger Door Module . . . . . . . . . . . . . . .8W-44-10
Driver Front Door Ajar Switch . . . . . . . . . .8W-44-13 Passenger Front Door Ajar Switch . . . . . . .8W-44-13
Driver Outside Power Mirror . . . . . . . . . . . .8W-44-6 Passenger Rear Door Ajar Switch . . . . . . . .8W-44-13
Driver Rear Door Ajar Switch . . . . . . . . . . .8W-44-13 Powertrain Control Module. . . . . . . . . . . . . .8W-44-8
Floor Console Lamps. . . . . . . . . . . . . . . . . .8W-44-11 Radio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-44-9
Fuse 6 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-44-6 Right Courtesy Lamp . . . . . . . . . . . . . . . .8W-44-2, 9
Fuse 16 (JB) . . . . . . . . . . . . . . . . .8W-44-2, 3, 4, 5, 9 Right Visor/Vanity Lamp . . . . . . . . . . . . . . .8W-44-5
G107 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-44-2 Switch Pod . . . . . . . . . . . . . . . . . . . . . . . . .8W-44-11
G109 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-44-2 Underhood Lamp . . . . . . . . . . . . . . . . . . . . .8W-44-2
G300 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-44-13 Universal Garage Door Opener. . . . . . . . . . .8W-44-5
G301 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-44-10 Vehicle Information Center/
G302 . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-44-10, 11 Graphic Display Module . . . . . . . . . . . . .8W-44-12
G303 . . . . . . . . . . . . . . . . . . .8W-44-2, 7, 8, 9, 11, 12
8W - 44 - 2 8W-44 INTERIOR LIGHTING ZJ/ZG
BATT A7 (8W-10-16)
JUNCTION
BLOCK
(8W-12-2)
FUSE
16
10A
(8W-12-16)
8 C8 6 C8 3 C8 11 C8 1 C1
M1 M1 M1 M1 M1
20 20 20 20 18
PK PK PK PK PK
1 A A 4
GLOVE LEFT RIGHT KEY-IN
BOX COURTESY COURTESY SWITCH/
LAMP LAMP LAMP HALO 1 C159
B B LAMP
3
M2 M2 M2 M1
20 20 20 18
YL YL YL PK
12 C8 7 C8 2 C8
2
JUNCTION
BLOCK
30
(8W-12-2) 1
COURTESY
LAMP UNDERHOOD
RELAY LAMP
(8W-44-9) MERCURY
SWITCH
87
4 C5
Z1 Z1
20 18
BK BK
S220
2
(8W-15-19) DIESEL
Z1 GAS
16
BK Z1 Z1
18 18
S216 BK BK
(8W-15-19)
Z1 2 C159 2 C159
Z1 20 Z1 Z4
16 BK 18 18
BK 1 BK BK
KEY-IN
SWITCH/ S109
S202 Z1
(8W-15-9)
S124
(8W-15-20)
HALO
Z1 LAMP 16 (8W-15-6)
14 BK (8W-15-7)
2
BK Z4
G26 S104
2 C301 20 10
(8W-15-5) BK
Z1 LB Z1
14 C1 Z1
14 10 16 G107
BK KEY-IN BODY BK BK (8W-15-6)
IGNITION CONTROL (8W-15-7)
G303 SWITCH MODULE G106 G109
(8W-15-20) SENSE (8W-45-4) (8W-15-5) (8W-15-9)
J988W-3 ZG004402
ZJ/ZG 8W-44 INTERIOR LIGHTING 8W - 44 - 3
BATT A7 (8W-10-16)
JUNCTION
BLOCK
(8W-12-2)
FUSE
16
10A
(8W-12-16)
9 C15
M1
20
PK
S321
(8W-12-17)
M1
20
PK
C
DOME/
READING
LAMP
A B
M2
Z1 20
20 YL
BK SUNROOF OTHERS
M2
20
YL M2
S322 20
(8W-15-18) S334 YL
(8W-12-25)
M2
20
Z1
YL
16
BK
2 C15 11 C15
JUNCTION
30 BLOCK
COURTESY (8W-12-2)
LAMP
RELAY
(8W-44-9)
87
ZG004403 J988W-3
BATT A7 (8W-10-16)
JUNCTION
BLOCK
(8W-12-2)
FUSE
16
10A
(8W-12-16)
9 C15
M1
20
PK
S321
(8W-12-17)
M1
20
PK
6
OVERHEAD
CONSOLE
(8W-49-3)
2 4
Z1 M2
20 20
BK YL
SUNROOF OTHER
M2
20
S322 YL
M2
(8W-15-18)
S334 20
(8W-12-25) YL
M2
20
Z1 YL
16
BK
2 C15 11 C15
JUNCTION
30 BLOCK
COURTESY (8W-12-2)
LAMP
RELAY
(8W-44-9)
87
J988W-3 ZG004404
BATT A7 (8W-10-16)
JUNCTION
BLOCK
(8W-12-2)
FUSE
16
10A
(8W-12-16)
9 C15 5 C13
M1
20
PK
S321
(8W-12-17)
M1 M1 M1
20 20 20
PK PK PK
A A B
LEFT RIGHT CARGO
VISOR/ VISOR/ LAMP
VANITY VANITY
FUSED UNIVERSAL LAMP LAMP
B(+) GARAGE
DOOR
GROUND OPENER
B B A C
Z1 Z1 M2 M4
20 20 20 20
BK BK YL WT/LG
6 C3
LIFTGATE BODY
COURTESY CONTROL
S322 LAMP
(8W-15-18)
MODULE
DISABLE (8W-45-10)
Z1
16
BK
2 C15 3 C14
JUNCTION
30 BLOCK
COURTESY (8W-12-2)
LAMP
RELAY
(8W-44-9)
87
ZG004405 J988W-3
RUN A22 (8W-10-12)

JUNCTION
BLOCK
(8W-12-2)
FUSE
6
15A
(8W-12-10)
DRIVER
OUTSIDE
1 C8 3 C15 POWER POWER POWER
MIRROR MIRROR MIRROR
OVERHEAD B(-) B(-) (8W-62-3)
CONSOLE OTHERS
F83
18 A B C353
YL/DG F83 F83
20 20
YL/DG P114 P112
BK/VT
20 20
S212 YL/BK YL/WT
(8W-12-10) S323
(8W-49-2)
9 11 C334
F83 F83
18 20 P114 P112
YL/DG BK/VT 18 18
YL/BK YL/WT
12
18 C235 8 7 C302
F83 F83 P114 P112

18 20 20 20
YL/DG BK/VT YL/BK YL/WT
4 3 C231
M/T A/T
1 5 4
FUSED POWER POWER AUTOMATIC
OTHER DRL IGNITION BACK-UP MIRROR MIRROR DAY/
SWITCH LAMP B(-) B(-) NIGHT
OUTPUT SWITCH
F83 (RUN) OUTPUT GROUND MIRROR
18
F83 YL/DG 3 2
18 F83 Z1
YL/DG 18 S119 L10 20
YL/DG 20 BK
(8W-12-10)
BK/RD
S322
(8W-15-18)
Z1
F83 16
18 BK
YL/DG
C D
13 C131 8 C132
TO TO
A B JUNCTION JUNCTION
BLOCK BLOCK
TO TO (8W-44-7) (8W-44-7)
BACK-UP PARK/ (8W-44-8) (8W-44-8)
LAMP NEUTRAL
SWITCH POSITION
(8W-44-7) SWITCH
(8W-44-8)
J988W-3 ZG004406
DIESEL
FROM
C131
(8W-44-6)
A FROM
AUTOMATIC
DAY/
F83 NIGHT FROM
18
MIRROR S322
YL/DG
(8W-44-6) (8W-44-6)
1 C D
BACK-UP
LAMP
SWITCH
2 L10 Z1
20 16
BK/RD BK
7 C15 2 C15
JUNCTION
L10
18
BLOCK
(8W-12-2)
BR/LG
2 C1 4 C5
Z1
7 C131 18
L10
BK
18
BR/LG
S220
(8W-15-19)
Z1
16
BK
S216
(8W-15-19)
Z1
16
BK
S202
(8W-15-20)
Z1
14
BK
2 C301
Z1
14
BK
G303
(8W-15-20)
ZG004407 J988W-3
GAS
POWERTRAIN
PARK/
NEUTRAL
CONTROL
POSITION MODULE
SWITCH (8W-30-12)
SENSE
6 C1
T41
18
BK/WT
FROM
C132
(8W-44-6) S134 FROM
(8W-21-2)
B AUTOMATIC
DAY/
NIGHT FROM
F83 T41 MIRROR S322
18 20 (8W-44-6) (8W-44-6)
YL/DG BK/WT
C D
3 2
PARK/
L10 Z1
NEUTRAL 20 16
POSITION BK/RD BK
SWITCH
1
7 C15 2 C15
JUNCTION
BLOCK
(8W-12-2)
2 C1 4 C5
Z1
18
L10
L10 BK
18
18 BR/LG
BR/LG
S220
(8W-15-19)
Z1
16
6 C131 BK
S216
(8W-15-19)
Z1
16
BK
S202
(8W-15-20)
Z1
14
BK
2 C301
Z1
14
BK
G303
(8W-15-20)
J988W-3 ZG004408
BATT A7 (8W-10-16)
JUNCTION
BLOCK
(8W-12-2)
FUSE
16
10A
(8W-12-16)
FROM
S214
86 30 (8W-44-12)
COURTESY
E
LAMP
RELAY
85 87 E2
20
OR
6 C10 4 C5 12 C8 7 C8 5 C1
RADIO
(8W-47-2)
M112 Z1 M2 M2
20 18 20 20
BR/LG BK YL YL
S220 Z5
(8W-15-19) B 16
6 C2 COURTESY RIGHT BK
COURTESY BODY Z1 LAMP COURTESY 12
LAMP CONTROL
16 RELAY LAMP 9 C305
BK OUTPUT (8W-44-2)
RELAY MODULE
CONTROL (8W-45-3) Z5
14
S216 BK/LB
(8W-15-19) B PREMIUM/
COURTESY LEFT LIMITED PLUS OTHER
Z1 LAMP COURTESY
16 RELAY LAMP
BK OUTPUT Z5
(8W-44-2)
14
BK/LB
S202 Z5
(8W-15-20) S309 14
(8W-15-17) BK/LB
Z1
14 Z5
BK 14
BK/LB
2 C301
Z1
14
BK
G303
G303 (8W-15-20)
(8W-15-20)
ZG004409 J988W-3
BATT A250 (8W-10-14)

JUNCTION
BLOCK
(8W-12-2)
CIRCUIT
BREAKER
2
30A
(8W-12-11)
7 C14 9 C14
F81 F81
12 12
TN TN
3 C334 3 C351
F81 F81
12 12
TN TN
12 C1 12 C1
FUSED DRIVER FUSED PASSENGER
MUX MUX
COURTESY
B (+) DOOR COURTESY
B (+) DOOR
LAMP MODULE LAMP MODULE
DRIVER GROUND (8W-61-2) DRIVER GROUND (8W-61-3)
11 C1 7 C1 11 C1 7 C1
M1 Z1 M1 Z1
20 12 20 12
PK BK PK BK
1 1
DRIVER PASSENGER
DOOR FULL POWER DOOR FULL POWER
COURTESY OPTIONS GROUP COURTESY OPTIONS GROUP
2 LAMP 2 LAMP
Z1 Z1 Z1 Z1 Z1 Z1
20 12 12 20 12 12
BK BK BK BK BK BK
S324 S325
(8W-15-16) (8W-15-14)
Z1 Z1
12 12
BK BK
1 C334 1 C351
Z1 Z1
12 12
BK BK
G302 G301
(8W-15-16) (8W-15-14)
J988W-3 ZG004410
BODY HEADLAMP ASH

CONTROL SWITCH RECEIVER
PANEL PANEL PANEL
LAMP MODULE LAMP
(8W-50-6)
LAMP LAMP
DRIVER (8W-45-10) DRIVER DRIVER (8W-44-12)
16 C2 1 1
E2
20
OR
E2 E2
20 20 S214
OR OR (8W-44-12)
E2
20
OR
S209
E2 E2 E2
20 20 20
OR OR OR
3 10
SWITCH CLUSTER ILLUMINATION INSTRUMENT
POD CLUSTER
(8W-40-2)
6 C302 (8W-40-4)
2 1 2
E2 Z1 Z1 Z2
18 20 20 20
OR BK BK BK/OR
S216 S205
(8W-15-19) (8W-15-20)
3
FLOOR
Z1 Z2
CONSOLE 16 18
LAMPS BK BK/OR
S202 8 C307
(8W-15-20)
1
Z1 Z2
14 18
Z1
BK BK/OR
20
BK
S304 2 C301 S302

(8W-15-15) (8W-15-20)
Z1 Z1 Z2
12 14 18
BK BK BK/OR
G302 G303
(8W-15-15) (8W-15-20)
ZG004411 J988W-3
BODY
CONTROL
PANEL
LAMP MODULE
DRIVER (8W-45-10)
16 C2
E2
20
OR
S209
(8W-44-11)
E2
20
OR
S214
MANUAL
E2 E2
A/C-
20 20
ATC HEATER LHD RHD
OR OR
E2 1 E2
E2 ASH
20 20 20
OR RECEIVER OR
OR
LAMP 10
2
4 C2 E2 E2 Z1 VEHICLE
A/C- 18 20 20 INFORMATION
HEATER OR/RD OR BK CENTER/
CONTROL GRAPHIC
(8W-42-5) DISPLAY
MODULE
D13 (8W-46-2)
20
PANEL AUTOMATIC
LAMP TEMPERATURE
DRIVER S220
CONTROL (8W-15-19)
MODULE Z1
(8W-42-4) 16
BK Z1
20
BK
S216
(8W-15-19)
CIGAR Z1
16
LIGHTER BK
LAMP
S202
(8W-15-20)
Z1
14
BK
3
CIGAR 2 C301 E
LIGHTER/ Z1 TO
POWER 14 RADIO
OUTLET BK (8W-44-9)
(8W-41-3)
G303
(8W-15-20)
J988W-3 ZG004412
BODY
FRONT REAR FRONT REAR
CONTROL
DOOR DOOR DOOR DOOR LIFTGATE MODULE
AJAR AJAR AJAR AJAR AJAR (8W-45-8)
SWITCH SWITCH SWITCH SWITCH SWITCH (8W-45-11)
SENSE SENSE SENSE SENSE SENSE
4 C3 13 C3 9 C3 3 C3 1 C3
G75 G77 G74 G76 G78

18 18 18 18 20
TN TN/OR TN/RD TN/YL TN/BK
DRIVER DRIVER PASSENGER PASSENGER 6

FRONT REAR FRONT REAR C321
9
DOOR DOOR DOOR DOOR
AJAR AJAR AJAR AJAR
SWITCH SWITCH SWITCH SWITCH G78
16
TN/BK
S329
(8W-45-11)
G78 G78
16 16
TN/BK TN/BK
2 2
LIFTGATE LIFTGLASS
AJAR AJAR
SWITCH SWITCH
1 1
Z1 Z1
16 16
BK BK
S328
(8W-15-12)
Z1
12
BK
3
C325
2
Z1
12
BK
S316
(8W-15-13)
Z1
12
BK
G300
(8W-15-13)
ZG004413 J988W-3
ZG 8W - 45 BODY CONTROL MODULE 8W - 45 - 1
8W-45 BODY CONTROL MODULE

A/C Heater Control . . . . . . . . . . . . . . . . . . . .8W-45-9 G300 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-45-11
Ambient Temperature Sensor . . . . . . . . . . . .8W-45-9 G302 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-45-4
Ash Receiver Lamp . . . . . . . . . . . . . . . . . . .8W-45-10 G303 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-45-2, 6
Automatic Headlamp Light Sensor/ Headlamp Dimmer Switch . . . . . . . . . . . . . .8W-45-5
Vtss Led . . . . . . . . . . . . . . . . . . . . . . . . . .8W-45-4 Headlamp Switch . . . . . . . . . . . . . . . . . . . . .8W-45-6
Automatic Headlamp Relay . . . . . . . . . . . . .8W-45-5 Hood Switch . . . . . . . . . . . . . . . . . . . . . . . .8W-45-10
Automatic Temperature Control Module . . . .8W-45-9 Horn Relay . . . . . . . . . . . . . . . . . . . . . . . . . .8W-45-3
Body Control Module . .8W-45-2, 3, 4, 5, 6, 7, 8, 9, 10 Instrument Cluster . . . . . . . . . . . . . . . . . . .8W-45-10
Brake Pressure Switch . . . . . . . . . . . . . . . . .8W-45-9 Intermittent Wiper Relay . . . . . . . . . . . . . . .8W-45-7
Cargo Lamp . . . . . . . . . . . . . . . . . . . . . . . .8W-45-10 Intermittent Wiper Switch . . . . . . . . . . . . . .8W-45-7
Circuit Breaker 1 . . . . . . . . . . . . . . . . . . . . .8W-45-7 Junction Block. . . . . . . . . . . . . . . .8W-45-2, 3, 4, 5, 7
Clockspring . . . . . . . . . . . . . . . . . . . . . . . . . .8W-45-7 Key-In Switch/Halo Lamp. . . . . . . . . . . . . . .8W-45-4
Courtesy Lamp Relay . . . . . . . . . . . . . . . . . .8W-45-3 Liftgate Ajar Switch . . . . . . . . . . . . . . . . . .8W-45-11
Data Link Connector . . . . . . . . . . . . . . . . . .8W-45-2 Liftgate Cylinder Lock Switch . . . . . . . . . . .8W-45-8
Daytime Running Lamp Module . . . . . . . . . .8W-45-5 Liftglass Ajar Switch . . . . . . . . . . . . . . . . . .8W-45-11
Driver Front Cylinder Lock Switch. . . . . . . .8W-45-8 Park Brake Switch . . . . . . . . . . . . . . . . . . . .8W-45-9
Driver Front Door Ajar Switch . . . . . . . . . . .8W-45-8 Park Lamp Relay . . . . . . . . . . . . . . . . . . . . .8W-45-4
Driver Rear Door Ajar Switch . . . . . . . . . . . .8W-45-8 Passenger Front Cylinder Lock Switch . . . . .8W-45-8
Floor Console Lamps. . . . . . . . . . . . . . . . . .8W-45-10 Passenger Front Door Ajar Switch . . . . . . . .8W-45-8
Fog Lamp Relay . . . . . . . . . . . . . . . . . . . . . .8W-45-5 Passenger Rear Door Ajar Switch . . . . . . . . .8W-45-8
Fog Lamp Switch . . . . . . . . . . . . . . . . . . . . .8W-45-6 Power Distribution Center . . . . . . . . . . . .8W-45-2, 3
Fuse 3 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-45-2 Rear Window Defogger Relay . . . . . . . . . . . .8W-45-3
Fuse 3 (PDC) . . . . . . . . . . . . . . . . . . . . . . . .8W-45-3 Rear Window Defogger Switch . . . . . . . . . . .8W-45-9
Fuse 6 (PDC) . . . . . . . . . . . . . . . . . . . . . . . .8W-45-3 Rear Wiper Module . . . . . . . . . . . . . . . . . . .8W-45-11
Fuse 7 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-45-4 Seat Belt Switch . . . . . . . . . . . . . . . . . . . . . .8W-45-4
Fuse 17 (JB) . . . . . . . . . . . . . . . . . . . . . . . . .8W-45-4 Switch Pod . . . . . . . . . . . . . . . . . . . . . . . . .8W-45-10
Fuse 18 (PDC) . . . . . . . . . . . . . . . . . . . . . . .8W-45-2
8W - 45 - 2 8W-45 BODY CONTROL MODULE ZJ/ZG
RUN-ACC A31 (8W-10-13) ST-RUN A21 (8W-10-12)

JUNCTION A16 POWER
BLOCK FUSE
DISTRIBUTION
(8W-12-2) 18 CENTER
FUSE (8W-10-7)
15A
3
(8W-10-17)
10A A15
(8W-10-18)
(8W-12-8)
5 C10
DATA F99
LINK 18
V23 OR
CONNECTOR
20 (8W-30-3)
BR/PK (8W-30-4)
(8W-30-20) S101
(8W-30-21) (8W-10-19)
3 11
F99
20
D1 D2 OR
18 18
VT/BR
TWISTED WT/BK
PAIR 8 C236
S204 S203
(8W-30-4) (8W-30-3)
D1 (8W-30-21) D2 (8W-30-20) F99
18 18 20
VT/BR WT/BK OR
15 C2 19 C1 20 C1 18 C1
FUSED CCD CCD FUSED BODY
IGNITION BUS BUS IGNITION CONTROL
SWITCH (+) (-) SWITCH MODULE
OUTPUT OUTPUT
(RUN-ACC) (ST-RUN)
GROUND GROUND GROUND
16 C1 8 C3 24 C2
Z2 Z1
20 16
BK/OR BK
S205 S202
(8W-15-20) (8W-15-20)
Z2 Z2
18 18
Z1
BK/OR BK/OR
14
BK
8 C307
Z2
18
BK/OR 2 C301
S302
Z2 Z1
18 14
BK/OR BK
G303
(8W-15-20)
J988W-3 ZG004502
ZJ/ZG 8W-45 BODY CONTROL MODULE 8W - 45 - 3
BATT A0 (8W-10-7)
POWER
DISTRIBUTION
12 9
CENTER
FUSE FUSE (8W-10-7)
6 3
20A 40A
(8W-10-9) (8W-10-8)
5 2
F31 A900
16 12
VT OR/YL
F31 16VT
A3 A1
HORN
RELAY
(IN PDC)
(8W-41-2)
A5 A2
X4
20
GY/OR
1 C3 3 C2
JUNCTION
86 86 BLOCK
COURTESY REAR (8W-12-2)
LAMP WINDOW
RELAY DEFOGGER
(8W-44-9) RELAY
(8W-48-2)
85 85
7 C10 6 C10 8 C10
X4 M112 C14
20 20 20
GY/OR BR/LG WT/RD
13 C2 6 C2 14 C2
HORN COURTESY REAR BODY
RELAY LAMP WINDOW CONTROL
CONTROL RELAY DEFOGGER MODULE
CONTROL RELAY
CONTROL
ZG004503 J988W-3
BATT A6 (8W-10-15) BATT A250 (8W-10-14)

JUNCTION
BLOCK
(8W-12-2)
FUSE
17
15A
(8W-12-18)
FUSE
7
86 30 20A
PARK (8W-12-12)
LAMP
RELAY
85 87
10 C10 11 C10 9 C4 8 C4
F75
18
VT
S201
(8W-12-12)
F75
18
VT
L79 L90 F75 1
20 20 18
TN DB/RD VT
AUTOMATIC
HEADLAMP
LIGHT
SENSOR/
2 3 4 VTSS
G69 L109 L110 LED
20 20 20
BK/LG WT OR/BK
21 C2 17 C1 8 C2 23 C1 2 C2 9 C2
PARK PARK FUSED VTSS SENSOR SENSOR BODY
LAMP LAMP SEAT B (+) KEY-IN INDICATOR GROUND SIGNAL CONTROL
RELAY RELAY BELT IGNITION LAMP
SWITCH SWITCH
MODULE
CONTROL OUTPUT DRIVER
SENSE SENSE
14 C3 14 C1
G10 G26
20 20
LG/RD LB
1
SEAT
BELT
SWITCH 2
KEY-IN KEY-IN
2
IGNITION SWITCH/
SWITCH HALO
Z1 SENSE
20 LAMP
BK (8W-44-2)
S304
(8W-15-15)
Z1
12
BK
G302
(8W-15-15)
J988W-3 ZG004504
DIMMER DIMMER HEADLAMP JUNCTION

SWITCH SWITCH DIMMER FOG AUTOMATIC BLOCK
HIGH HIGH LAMP HEADLAMP
SWITCH RELAY RELAY
(8W-12-2)
BEAM BEAM
INPUT OUTPUT (PART OF (8W-50-7) (8W-50-2)
18 20 MULTI-
FUNCTION 85 85
SWITCH)
(8W-50-2)
1 C10 12 C10
L3
16
RD/OR
2 C234 DAYTIME
HIGH RUNNING
BEAM
INDICATOR
LAMP
L3 DRIVER MODULE
16 4 (8W-50-3)
RD/OR
S107 G34
(8W-50-3) 20
(8W-50-4) RD/GY
L3
16
RD/OR
OTHER DRL
12 C234
L4 L3 L95 714
16 16 20 20
VT/OR RD/OR DG/YL BK/OR
9 C1 24 C1 22 C2 12 C2
DIMMER DIMMER FOG AUTO
BODY
SWITCH SWITCH LAMP HEADLAMP CONTROL
LOW HIGH RELAY RELAY MODULE
BEAM BEAM CONTROL CONTROL
OUTPUT OUTPUT
ZG004505 J988W-3
BODY
SWITCHED
COURTESY
CONTROL
LAMP MODULE
FEED
6 C1
M11
20
PK/LB
3
HEADLAMP
SWITCH
0 OFF
1 LOW
1 3 1 3 2 PARK
2 0 2 0 3 AUTO
6 4 DIMMER
5 FOG LAMP
6 COURTESY LAMP
(8W-50-6)
4 (8W-50-8)
FOG
LAMP
SWITCH
(8W-50-8)
5
6 8 13 2
Z1
16
BK
S202
(8W-15-20)
L35 707 L24 Z1

20 20 20 14
BR/WT BK/WT LB/RD BK
2 C301
Z1
15 C1 20 C2 7 C1 14
BODY BK
FOG PANEL AUTO
LAMP LAMP HEADLAMP CONTROL
SWITCH DIMMER SWITCH MODULE
OUTPUT SIGNAL SENSE
G303
(8W-15-20)
J988W-3 ZG004506
RUN-ACC A31 (8W-10-13)

JUNCTION
BLOCK
(8W-12-2)
CIRCUIT
BREAKER
1
20A
(8W-12-8)
12 C3 7 C4
F86
16
LG/RD
S122
(8W-12-8)
(8W-53-3) F86
CLOCKSPRING 16
GAS DIESEL (8W-47-11) LG/BK
RADIO
F86 F86
CONTROL
16 16
V66 V66 F86 MUX
LG/RD LG/BK
18 16 16
VT/WT VT/WT LG/RD
GAS DIESEL 3 C1
C4 C2 C3 4
INTERMITTENT INTERMITTENT
FUSED
WIPER IGNITION WIPER
RELAY SWITCH SWITCH
(IN PDC) OUTPUT
(PART OF
(8W-53-3) (RUN-ACC)
C1 C5
WIPER WINDSHIELD
MULTI-
V6 V18 SWITCH WIPER WASHER FUNCTION
S120 20 MODE SWITCH SWITCH SWITCH)
16
(8W-53-3) YL/LG SENSE SIGNAL OUTPUT (8W-53-2)
DB
10 1 2 3
20 C235
18 C234
V66 V6 V18
18 16 20
VT/WT DB YL/LG
17 C235
13
TO
S207
(8W-53-2)
V66 709 V50 V51 V11
16 20 18 18 18
VT/WT RD/BK LG/WT WT TN/BK
4 C2 23 C2 3 C2 18 C2 1 C1 17 C2
WIPER INTERMITTENT RADIO WIPER WINDSHIELD WASHER BODY
PARK WIPER CONTROL SWITCH WIPER SWITCH CONTROL
SWITCH RELAY MUX MODE SWITCH OUTPUT MODULE
SENSE CONTROL SENSE SIGNAL
ZG004507 J988W-3
LIFTGATE PASSENGER DRIVER

CYLINDER FRONT FRONT
LOCK CYLINDER CYLINDER
SWITCH LOCK LOCK
1
(8W-39-5)
1 SWITCH 1 SWITCH
(8W-39-5) (8W-39-5)
G71 G71 G71

20 20 20
VT/YL VT/YL VT/YL
6
3 C321 14 C351 14 C334
G71 G71 G71

20 20 20
VT/YL VT/YL VT/YL
S305
(8W-39-5)
G71
20
VT/YL
10 C3
DRIVER VTSS PASSENGER PASSENGER
BODY
DRIVER
REAR FRONT DISARM FRONT REAR CONTROL
DOOR DOOR SENSE DOOR DOOR MODULE
AJAR AJAR AJAR AJAR
SENSE SENSE SENSE SENSE
13 C3 4 C3 9 C3 3 C3
G77 G75 G74 G76

18 18 18 18
TN/OR TN TN/RD TN/YL

REAR FRONT FRONT REAR
DOOR DOOR DOOR DOOR
AJAR AJAR AJAR AJAR
J988W-3 ZG004508
RED BRAKE AUTOMATIC

BRAKE PRESSURE TEMPERATURE
WARNING SWITCH A/C
LAMP SELECT CONTROL
(8W-40-6)
DRIVER INPUT MODULE
2 C6 (8W-42-4)
A/C-
G9 HEATER
16 A/C
GY/BK SELECT CONTROL
INPUT (8W-42-5)
7 C2
AMBIENT
TEMPERATURE
S117 SENSOR
(8W-40-6)
2 1
C90 C90
20 20 C8 D41
LG LG 20 20
DG/RD LG/WT
11
ATC MANUAL 11 C234 C235
A/C-HEATER 19
G9 D41
20 20
GY/BK LG/WT
RHD
ATC OTHER
2 C304 D41 D41

20 20
LG/WT LG/WT
G9
20
GY/BK REAR REAR S219
WINDOW WINDOW (8W-42-6)
DEFOGGER DEFOGGER
SWITCH SWITCH D41
SENSE 20
(PART OF
9 LG/WT
SWITCH POD)
(8W-48-2)
S303
G9 G9 C90 C80 C8 D41

18 20 20 20 20 20
GY/BK GY/BK LG DB/YL DG/RD LG/WT
1 2 C3 7 C2 8 C1 5 C1 2 C1
PARK RED A/C REAR AMBIENT SENSOR BODY
BRAKE BRAKE SELECT WINDOW TEMPERATURE GROUND CONTROL
WARNING INPUT DEFOGGER SENSOR MODULE
SWITCH LAMP SWITCH SIGNAL
DRIVER SENSE
ZG004509 J988W-3
CARGO INSTRUMENT FLOOR ASH SWITCH

LIFTGATE LAMP CLUSTER CONSOLE RECEIVER POD
COURTESY (8W-44-5) PANEL PANEL PANEL PANEL
LAMP LAMP
(8W-40-4)
LAMP
LAMPS LAMP
LAMP LAMP
(8W-44-11)
DISABLE DRIVER DRIVER (8W-44-11) DRIVER (8W-44-12) DRIVER
C 10 3 1 3
E2 E2
18 20
OR OR
S214
6 C302 (8W-44-12)
M4 E2 E2 E2
20 20 E2 20 20
WT/LG OR 20 OR OR
OR
S209
(8W-44-11)
E2
20
OR
6 C3 16 C2
LIFTGATE PANEL BODY
COURTESY LAMP CONTROL
LAMP HOOD DRIVER LIFTGATE MODULE
DISABLE AJAR AJAR
SWITCH SWITCH
SENSE SENSE
12 C1 1 C3
G70 G78
20 20
BR/TN TN/BK
6 6
4 C235 9
C321
G70
20 A
BR/TN
TO
S329
(8W-45-11)
HOOD
SWITCH
(LHD)
(8W-39-4)
J988W-3 ZG004510
FROM
C321
(8W-45-10)
A
G78
16
TN/BK
S329
G78 G78 G78

16 20 16
TN/BK TN/BK TN/BK
2 6 2
LIFTGATE LIFTGATE REAR LIFTGLASS
AJAR AJAR WIPER AJAR
SWITCH SWITCH MODULE SWITCH
SENSE (8W-53-4)
1 1
Z1 Z1
16 16
BK BK
S328
(8W-15-12)
Z1
12
BK
3
C325
2
Z1
12
BK
S316
(8W-15-13)
Z1
12
BK
G300
(8W-15-13)
ZG004511 J988W-3
ZG 8W - 46 MESSAGE CENTER 8W - 46 - 1
8W-46 MESSAGE CENTER

Body Control Module . . . . . . . . . . . . . . . .8W-46-2, 5 G118 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-46-4
Coolant Level Sensor . . . . . . . . . . . . . . . . . .8W-46-4 G303 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-46-2
Electronic Flasher. . . . . . . . . . . . . . . . . . . . .8W-46-4 Headlamp Switch . . . . . . . . . . . . . . . . . . . . .8W-46-4
Four Wheel Drive Switch . . . . . . . . . . . . . . .8W-46-3 Junction Block . . . . . . . . . . . . . . . . . . .8W-46-2, 3, 4
Fuse 6 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-46-2 Lamp Outage Module . . . . . . . . . . . . . . . . . .8W-46-4
Fuse 15 (PDC) . . . . . . . . . . . . . . . . . . . . . . .8W-46-2 Power Distribution Center . . . . . . . . . . . . . .8W-46-2
Fuse 17 (JB) . . . . . . . . . . . . . . . . . . . . . . . . .8W-46-4 Powertrain Control Module. . . . . . . . . . . . . .8W-46-4
Fuse 20 (JB) . . . . . . . . . . . . . . . . . . . . . . . . .8W-46-2 Turn Signal/Hazard Warning Switch . . . . . .8W-46-4
G105 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-46-3 Vehicle Information Center/
G106 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-46-3, 4 Graphic Display Module . . . . . . . .8W-46-2, 3, 4, 5
G109 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-46-4 Wiper Fluid Level Sensor . . . . . . . . . . . . . . .8W-46-4
8W - 46 - 2 8W-46 MESSAGE CENTER ZJ/ZG
BATT A0 (8W-10-7)
POWER
DISTRIBUTION
21
CENTER
FUSE (8W-10-7)
15
40A
(8W-10-16)
28
A7 BODY
12 CONTROL
YL/RD PANEL
LAMP MODULE
RUN A22 (8W-10-12) (8W-45-10)
2 C2 DRIVER
JUNCTION 16 C2
BLOCK
(8W-12-2) E2
FUSE FUSE 20
20 6 OR
15A 15A
(8W-12-20) (8W-12-10)
S209
(8W-44-11)
5 C9 1 C8
F83 E2
18 20
YL/DG OR
F60
20
RD/WT
S212 S214
(8W-12-10) (8W-44-12)
F83 E2
18 20
YL/DG OR
2 16 10
FUSED FUSED PANEL VEHICLE
B (+) IGNITION LAMP INFORMATION
SWITCH DRIVER CENTER/
OUTPUT
(RUN)
GRAPHIC
GROUND GROUND DISPLAY
3 20 MODULE
Z2 Z1
20 20
BK/OR BK
S205 S216
(8W-15-20) (8W-15-19)
Z2 Z1
18 16
BK/OR BK
8 C307 S202
(8W-15-20)
Z2 Z1
18 14
BK/OR BK
S302 2 C301
(8W-15-20)
Z2 Z1
18 14
BK/OR BK
G303
(8W-15-20)
J988W-3 ZG004602
ZJ/ZG 8W-46 MESSAGE CENTER 8W - 46 - 3
2WD
VEHICLE
OR INFORMATION
REAR 4WD 4WD 4WD CENTER/
WHEELS PART PART FULL GRAPHIC
IN ALL 2WD TIME TIME TIME
TIME LAMP LAMP LAMP
DISPLAY
ALL TIME
MODULE
19 18 17 14 15
G28 G42 T19 107 T106
20 20 20 20 20
LG/OR LB/RD YL/BK BK/RD GY/OR
A B
C212
G28 107 107
20 20 20
LG/OR BK/RD BK/RD
2 C5 6 C5 2 C4 6 C4 7
JUNCTION 3 C235
BLOCK
(8W-12-2)
3 C3 7 C1 T106
20
G28 T107
GY/OR
20 20
LG/OR BK/RD
10 9
8 C131 C132
*7 *6
* 11 C132 *
G28 T107 T106
20 20 20
LG/OR BK/RD GY/OR
3 4 2
FOUR
WHEEL
2
1 DRIVE
3
SWITCH
1 LOW 4WD
4
2 P/T 4WD
3 F/T 4WD
4 NEUTRAL
1
GAS DIESEL
Z1
20
BK
Z12 S134
20
(8W-15-5)
BK/TN Z1
12
BK
S130 10 C131
(8W-15-3)
Z1
12
BK
Z12
16 S104
BK/TN (8W-15-5)
Z1
10
BK
* DIESEL
G105 G106
(8W-15-4) (8W-15-5)
ZG004603 J988W-3
8W - 46 - 4 8W-46 MESSAGE CENTER ZJ/ZG
BATT A6 (8W-10-15)
JUNCTION
ELECTRONIC BLOCK
FUSE FLASHER (8W-12-2)
17 (8W-52-2)
15A
(8W-12-18)
2
11 C9 1 C5
366 L5
16 18
PK/OR OR/BK
15
HEADLAMP
SWITCH
0 OFF
3 1 LOW
1 2 0 2 PARK
3 AUTO
TURN
(8W-50-8) SIGNAL/
16 TURN HAZARD
L90 SIGNAL WARNING
20 17 SWITCH
DB/RD (8W-52-2)
10 C8 (8W-52-5)
JUNCTION L5
BLOCK 18
(8W-12-2) OR/BK
5 C8
L90
20
DB/RD
11 4
PARK ENGINE TURN REAR VEHICLE
LAMP COOLANT WASHER SIGNAL LAMP INFORMATION
RELAY LEVEL FLUID OUT
OUTPUT CENTER/
SWITCH LEVEL INDICATOR
SENSE SENSE DRIVER GRAPHIC
1 13 5 DISPLAY
G18 G29 G46 MODULE
20 20 20
PK/BK BK/TN BK/LB
DIESEL
6
GAS
7 C234
G29
16
G18
BK/TN
16
G118 PK/BK *A 5 C307
20 1 1
PK/DB COOLANT WIPER
LEVEL FLUID G46
8 C131 LEVEL 20
SENSOR
SENSOR LB/BK
G118 2
20 2 *B
Z1 Z2
PK/DB 9 C1
16 16
54 C4 BK BK REAR LAMP
POWERTRAIN LAMP OUTAGE
S104 S121 OUT
CONTROL (8W-15-4) (8W-15-8)
MODULE
INDICATOR (8W-51-5)
MODULE Z1 Z1 (8W-15-9) DRIVER
(8W-30-28) 14 12
BK BK
G106 G109 * DIESEL

(8W-15-4) (8W-15-8)
J988W-3 ZG004604
(8W-15-9)
ZJ/ZG 8W-46 MESSAGE CENTER 8W - 46 - 5
VEHICLE
INFORMATION
CCD CCD
BUS BUS CENTER/
(+) (-) GRAPHIC
7 8 DISPLAY
MODULE
TWISTED
PAIR
D1 D2
18 18
VT/BR WT/BK
S204 S203
(8W-30-4) (8W-30-3)
(8W-30-21) (8W-30-20)
TWISTED
PAIR
D1 D2
18 18
VT/BR WT/BK
19 C1 20 C1
CCD CCD BODY
BUS BUS CONTROL
(+) (-) MODULE
(8W-45-2)
ZG004605 J988W-3
ZG 8W - 47 AUDIO SYSTEM 8W - 47 - 1
8W-47 AUDIO SYSTEM

Antenna . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-47-2 Left Instrument Panel Speaker. . . . . . . . .8W-47-4, 5
Body Control Module. . . . . . . . . . . . . . . .8W-47-2, 11 Park Lamp Relay . . . . . . . . . . . . . . . . . . . . .8W-47-2
Clockspring . . . . . . . . . . . . . . . . . . . . . . . . .8W-47-11 Passenger Front Door Speaker . . . . . . .8W-47-4, 5, 7
Driver Front Door Speaker . . . . . . . . . .8W-47-4, 5, 7 Passenger Rear Door Speaker . . . . . . .8W-47-6, 7, 10
Driver Rear Door Speaker. . . . . . . . . .8W-47-6, 7, 10 Power Amplifier . . . . . . . .8W-47-3, 4, 5, 6, 7, 8, 9, 10
Fuse 1 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-47-2 Power Antenna . . . . . . . . . . . . . . . . . . . . . . .8W-47-3
Fuse 7 (JB) . . . . . . . . . . . . . . . . . . . . . . . .8W-47-8, 9 Power Antenna Relay . . . . . . . . . . . . . . . . . .8W-47-3
Fuse 13 (JB) . . . . . . . . . . . . . . . . . . . . . . . . .8W-47-3 Radio . . . . . . . . . . . . . . . . . . . . . . .8W-47-2, 3, 7, 8, 9
Fuse 17 (JB) . . . . . . . . . . . . . . . . . . . . . . . . .8W-47-2 Rear Speaker . . . . . . . . . . . . . . . . . . . . . . .8W-47-10
Fuse 20 (JB) . . . . . . . . . . . . . . . . . . . . . . . . .8W-47-2 Remote Radio Switch No. 1 . . . . . . . . . . . . .8W-47-11
G303 . . . . . . . . . . . . . . . . . . . . . .8W-47-2, 3, 8, 9, 11 Remote Radio Switch No. 2 . . . . . . . . . . . . .8W-47-11
Junction Block . . . . . . . . . . . . . . . . .8W-47-2, 3, 8, 9 Right Instrument Panel Speaker . . . . . . .8W-47-4, 5
8W - 47 - 2 8W-47 AUDIO SYSTEM ZJ/ZG
BATT A6 (8W-10-15) RUN-ACC A31 (8W-10-13) BATT A7 (8W-10-16)

JUNCTION
BLOCK
(8W-12-2)
FUSE FUSE FUSE
17 1 20
15A 10A 15A
(8W-12-18) (8W-12-7) (8W-12-20)
30
PARK
LAMP
RELAY
(8W-50-8)
87
4 C8 1 C7 10 C9
ANTENNA
L90 X12 F60
20 18 20
DB/RD RD/GY RD/WT
4 C1 6 C1 7 C1
PANEL FUSED FUSED ANTENNA RADIO
LAMP IGNITION B (+) COAX
RELAY SWITCH
OUTPUT OUTPUT
(RUN-ACC)
CCD CCD PANEL
BUS BUS LAMP
(+) (-) DRIVER GROUND
1 C2 2 C2 5 C1
D1 D2 E2 Z5
18 18 20 16
VT/BR TWISTED WT/BK OR BK
PAIR 12
S214 9 C305
(8W-44-12) PREMIUM/
OTHER LIMITED PLUS
S204 S203 E2
20
(8W-30-4) (8W-30-3)
OR Z5
D1 (8W-30-21) D2 (8W-30-20) Z5 14
18 18 S209 14 BK/LB
VT/BR WT/BK (8W-44-11) BK/LB
TWISTED S309
(8W-15-17)
PAIR E2
20
OR
Z5
19 C1 20 C1 16 C2 14
CCD CCD PANEL BODY BK/LB
BUS BUS LAMP CONTROL
(+) (-) DRIVER MODULE
(8W-45-2) G303
(8W-15-20)
J988W-3 ZG004702
ZJ/ZG 8W-47 AUDIO SYSTEM 8W - 47 - 3
BUILT-UP-EXPORT
POWER POWER RADIO
AMPLIFIER AMPLIFIER
RADIO RADIO RADIO
12V (LIMITED PLUS) 12V (PREMIUM) 12V
OUTPUT OUTPUT OUTPUT
13 C1 8 C1 1 C3
X60 X60 X60

18 18 20
DG/RD DG/RD DG/RD
LIMITED PLUS PREMIUM

BATT A7 (8W-10-16)
4 C14 5 C5
JUNCTION
BLOCK
FUSE (8W-12-2)
13
15A
(8W-12-15)
1 3
POWER
ANTENNA
RELAY
1 2 1 2 1 DOWN
2 UP
5 4 6 2
2 C11 3 C11 1 C11 4 C5

X14 X16 X17 Z1
20 20 20 18
WT GY DG BK
S220
POWER (8W-15-19)
ANTENNA Z1
1 DOWN 16
M 2 UP BK
S216
(8W-15-19)
Z1
1 2 16
BK
ANTENNA
COAX
S202
(8W-15-20)
Z1
14
BK
2 C301
Z1
ANTENNA RADIO 14
COAX BK
G303
(8W-15-20)
ZG004703 J988W-3
PREMIUM
POWER
AMPLIFIED AMPLIFIED AMPLIFIER
FRONT FRONT
SPEAKER SPEAKER
(+) (+)
3 C2 1 C1
X87 X82
16 16
LG/RD LB/RD
S300 S335
X87 X87 X82 X82

16 16 16 16
LG/RD LG/RD LB/RD LB/RD
14 C307 6 C334 1 C307 6 C351
X87 X53 X82 X54

20 20 20 20
LG/RD DG LB/RD VT
A A A A
LEFT DRIVER RIGHT PASSENGER
INSTRUMENT FRONT INSTRUMENT FRONT
PANEL DOOR PANEL DOOR
SPEAKER SPEAKER SPEAKER SPEAKER
B B B B
X85 X55 X80 X56

20 20 20 20
LG/BK BR/RD LB/BK DB/RD
13 C307 8 C334 2 C307 8 C351
X85 X85 X80 X80

16 16 16 16
LG/BK LG/BK LB/DG LB/DG
S301 S319
X85 X80
16 16
LG/BK LB/DG
9 C2 2 C1
AMPLIFIED AMPLIFIED POWER
FRONT FRONT AMPLIFIER
SPEAKER SPEAKER
(-) (-)
J988W-3 ZG004704
LIMITED PLUS
POWER
AMPLIFIER
AMPLIFIED AMPLIFIED
FRONT FRONT
SPEAKER SPEAKER
(+) (+)
6 C2 1 C2
X87 X82
16 16
LG/RD LB/RD
S300 S335
X87 X87 X82 X82

16 16 16 16
LG/RD LG/RD LB/RD LB/RD
14 C307 6 C334 1 C307 6 C351
X87 X53 X82 X54

20 20 20 20
LG/RD DG LB/RD VT
A A A A
LEFT DRIVER RIGHT PASSENGER
INSTRUMENT FRONT INSTRUMENT FRONT
PANEL DOOR PANEL DOOR
B B B B
X85 X55 X80 X56

20 20 20 20
LG/BK BR/RD LB/BK DB/RD
13 C307 8 C334 2 C307 8 C351
X85 X85 X80 X80

16 16 16 16
LG/BK LG/BK LB/DG LB/DG
S301 S319
X85 X80
16 16
LG/BK LB/DG
7 C2 2 C2
AMPLIFIED AMPLIFIED POWER
FRONT FRONT AMPLIFIER
SPEAKER SPEAKER
(-) (-)
ZG004705 J988W-3
PREMIUM
POWER
AMPLIFIED AMPLIFIED
AMPLIFIER
REAR REAR
DOOR DOOR
SPEAKER SPEAKER
(+) (+)
1 C2 3 C1
X93 X94
16 16
WT/RD TN/RD
A C343 A C345
X52 X52
20 20
DB/WT DB/WT
A A
DRIVER PASSENGER
REAR REAR
DOOR DOOR
SPEAKER SPEAKER
B B
X58 X58
20 20
DB/OR DB/OR
B C343 B C345
X91 X92
16 16
WT/BK TN/BK
7 C2 9 C1
AMPLIFIED AMPLIFIED
POWER
REAR REAR AMPLIFIER
DOOR DOOR
SPEAKER SPEAKER
(-) (-)
J988W-3 ZG004706
BASE
A A A A
DRIVER PASSENGER DRIVER PASSENGER
FRONT FRONT REAR REAR
DOOR DOOR DOOR DOOR
B B B B
TWISTED TWISTED TWISTED TWISTED

PAIR PAIR PAIR PAIR
X53 X55 X54 X56 X52 X58 X52 X58

20 20 20 20 20 20 20 20
DG BR/RD VT DB/RD DB/WT DB/OR DB/WT DB/OR
6 8 C334 6 8 C351 A B C343 A B C345

PAIR PAIR PAIR PAIR
X53 X55 X54 X56 X51 X57 X52 X58

16 16 16 16 16 16 16 16
DG BR/RD VT DB BR/YL BR/LB DB/WT DB/OR
6 5 7 8 10 11 13 14 C305
1 2 14 13 11 10 8 7

PAIR PAIR PAIR PAIR
X53 X55 X54 X56 X51 X57 X52 X58

20 20 20 20 20 20 20 20
DG BR/RD VT/YL DB BR/YL BR/LB DB/WT DB/OR
4 C3 2 C1 5 C3 3 C1 2 C3 6 C3 3 C3 7 C3
FRONT FRONT FRONT FRONT REAR REAR REAR REAR RADIO
DOOR DOOR DOOR DOOR DOOR DOOR DOOR DOOR
SPEAKER SPEAKER SPEAKER SPEAKER SPEAKER SPEAKER SPEAKER SPEAKER
(+) (-) (+) (-) (+) (-) (+) (-)
ZG004707 J988W-3
LIMITED PLUS
BATT A250 (8W-10-14)
JUNCTION
BLOCK
(8W-12-2)
FUSE
7
20A
(8W-12-12)
8 C13
F75
14
VT
S318
F75 F75
16 16
VT VT
2 C1 10 C1
FUSED FUSED POWER
B (+) B (+) AMPLIFIER
LEFT LEFT LEFT LEFT RIGHT RIGHT RIGHT RIGHT
FRONT FRONT REAR REAR FRONT FRONT REAR REAR
SPEAKER SPEAKER SPEAKER SPEAKER SPEAKER SPEAKER SPEAKER SPEAKER RADIO RADIO
(+) (-) (+) (-) (+) (-) (+) (-) GROUND GROUND
16 C1 6 C1 18 C1 8 C1 15 C1 5 C1 17 C1 7 C1 3 C1 11 C1
X53 X55 X51 X57 X54 X56 X52 X58 Z5 Z5

16 16 16 16 16 16 16 16 16 16
DG BR/RD BR/YL BR/LB VT DB DB/WT DB/OR BK/LB BK/LB
6 5 10 11 7 8 13 14
C305 S309
1 2 11 10 14 13 8 7
X53 X55 X51 X57 X54 X56 X52 X58 Z5

20 20 20 20 20 20 20 20 14
DG BR/RD BR/YL BR/LB VT/YL DB DB/WT DB/OR BK/LB
G303
4 C3 2 C1 2 C3 6 C3 5 C3 3 C1 3 C3 7 C3 (8W-15-20)
LEFT LEFT LEFT LEFT RIGHT RIGHT RIGHT RIGHT RADIO
(+) (-) (+) (-) (+) (-) (+) (-)
J988W-3 ZG004708
PREMIUM
BATT A250 (8W-10-14)
JUNCTION
BLOCK
(8W-12-2)
FUSE
7
20A
(8W-12-12)
8 C13
F75
14
VT
S318
F75 F75
16 16
VT VT
2 C2 8 C2
FUSED FUSED POWER
B (+) B (+) AMPLIFIER
LEFT LEFT LEFT LEFT RIGHT RIGHT RIGHT RIGHT
(+) (-) (+) (-) (+) (-) (+) (-) GROUND GROUND
6 C2 14 C2 5 C2 13 C2 4 C1 10 C1 6 C1 5 C1 10 C2 11 C2
X53 X55 X51 X57 X54 X56 X52 X58 Z5 Z5

16 16 16 16 16 16 16 16 16 16
DG BR/RD BR/YL BR/LB VT DB DB/WT DB/OR BK/LB BK/LB
6 5 10 11 7 8 13 14
C305 S309
1 2 11 10 14 13 8 7
X53 X55 X51 X57 X54 X56 X52 X58 Z5

20 20 20 20 20 20 20 20 14
DG BR/RD BR/YL BR/LB VT/YL DB DB/WT DB/OR BK/LB
4 C3 2 C1 2 C3 6 C3 5 C3 3 C1 3 C3 7 C3 G303
(8W-15-20)
LEFT LEFT LEFT LEFT RIGHT RIGHT RIGHT RIGHT RADIO
(+) (-) (+) (-) (+) (-) (+) (-)
ZG004709 J988W-3
LIMITED PLUS
POWER
AMPLIFIED AMPLIFIED AMPLIFIED AMPLIFIED AMPLIFIER
REAR REAR REAR REAR
(-) (-) (-) (-)
8 C2 5 C2 11 C2 10 C2
X93 X94
16 16
WT/RD TN/RD
X96 X97
A
A C343 16 16 C345
DB/OR BR/LB B
X52 X58
20 20
DB/WT DB/OR
A A C B
DRIVER REAR PASSENGER
REAR SPEAKER REAR
DOOR DOOR
SPEAKER SPEAKER
B B D A
X58 X52
20 20
DB/OR DB/WT
X98 X95
16 16
DB/WT BR/YL A
B C343 B C345
X91 X92
16 16
WT/BK TN/BK
3 C2 12 C2 4 C2 9 C2
POWER
AMPLIFIED AMPLIFIED AMPLIFIED AMPLIFIED
REAR REAR REAR REAR AMPLIFIER
(-) (-) (-) (-)
J988W-3 ZG004710
PREMIUM
BODY
RADIO
CONTROL
CONTROL
MUX MODULE
(8W-45-7)
3 C2
709
20
RD/BK
3 C1
CLOCKSPRING
C C2
709
20
RD/BK
S430
709 709
20 20
RD/BK RD/BK
A A
RADIO REMOTE RADIO REMOTE
CONTROL RADIO CONTROL RADIO
MUX SWITCH MUX SWITCH
GROUND
NO. 1 GROUND
NO. 2
B B
Z2 Z2
20 20
BK/LG BK/LG
Z2
20
S432 BK/OR
Z2
20 S205
BK/LG (8W-15-20)
D C2 Z2
18
BK/OR
CLOCKSPRING
8 C307
Z2
18
BK/OR
4 C1
Z2 S302
20 (8W-15-20)
BK/OR Z2
18
BK/OR
G303
(8W-15-20)
ZG004711 J988W-3
ZG 8W - 48 REAR WINDOW DEFOGGER 8W - 48 - 1
8W-48 REAR WINDOW DEFOGGER

Body Control Module . . . . . . . . . . . . . . . . . .8W-48-2 Junction Block . . . . . . ...... . . . . . . . . . . .8W-48-2
Fuse 10 (JB) . . . . . . . . . . . . . . . . . . . . . . . . .8W-48-2 Rear Window Defogger ...... . . . . . . . . . . .8W-48-2
G300 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-48-2 Rear Window Defogger Relay . . . . . . . . . . . .8W-48-2
G303 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-48-2 Rear Window Defogger Switch . . . . . . . . . . .8W-48-2
8W - 48 - 2 8W-48 REAR WINDOW DEFOGGER ZJ/ZG
BATT A900 (8W-10-8)

3 C6
JUNCTION C15
86 30 BLOCK 12
REAR (8W-12-2) BK/WT
WINDOW
DEFOGGER 1 C301
RELAY
85 87
C15
12
FUSE BK/WT
10
10A
(8W-12-13) 2
C322
3
LIFTGLASS OTHERS
8 C10 1 C9
C15
12
BK/LB
C14 C16 C15
20 20 S332 12
WT/RD LB/YL BK/LB
C15
12
10 BK
REAR
WINDOW
DEFOGGER
SWITCH REAR
(PART OF WINDOW
SWITCH POD) DEFOGGER
Z1
12
BK
S328
(8W-15-12)
9 2
Z1 Z1
20 12
BK BK
3
S216 2 C325
(8W-15-19)
C80 Z1 Z1
20 16 12
DB/YL BK BK
S202
(8W-15-20)
Z1 S316
14 (8W-15-13)
BK
14 C2 8 C1
BODY
2 C301 Z1
REAR REAR 12
Z1
WINDOW WINDOW CONTROL 14 BK
DEFOGGER DEFOGGER MODULE BK
RELAY SWITCH (8W-45-3)
CONTROL SENSE (8W-45-9) G303 G300
(8W-15-20) (8W-15-13)
J988W-3 ZG004802
ZG 8W - 49 OVERHEAD CONSOLE 8W - 49 - 1
8W-49 OVERHEAD CONSOLE

Automatic Day/Night Mirror. . . . . . . . . . . . .8W-49-2 Fuse 16 (JB) . . . . . . . . . . . . . . . . . . . . . . .8W-49-2, 3
Courtesy Lamp Relay . . . . . . . . . . . . . . . . . .8W-49-3 G303 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-49-3
Data Link Connector . . . . . . . . . . . . . . . . . .8W-49-2 Junction Block . . . . . . . . . . . . . . . . . . . . .8W-49-2, 3
Fuse 6 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-49-2 Overhead Console . . . . . . . . . . . . . . . . . . .8W-49-2, 3
8W - 49 - 2 8W-49 OVERHEAD CONSOLE ZJ/ZG
RUN A22 (8W-10-12) BATT A7 (8W-10-16)

JUNCTION
BLOCK
(8W-12-2)
FUSE FUSE
6 16
15A 10A
(8W-12-10) (8W-12-16)
3 C15 9 C15
F83 M1
20 20
YL/DG PK
S323 S321
(8W-12-17)
F83 F83 M1
20 20 20
BK/VT YL/DG PK
1 1 6
FUSED AUTOMATIC FUSED FUSED OVERHEAD
IGNITION DAY/ IGNITION B(+) CONSOLE
SWITCH NIGHT SWITCH
OUTPUT MIRROR OUTPUT
(RUN) (RUN) CCD CCD
(8W-44-6)
BUS BUS
GROUND (+) (-)
2 3 5
Z1 D1 D2
20 18 18
BK VT/BR WT/BK
S322 1 2 C231
(8W-15-18)
Z1 D1 D2
16 18 18
BK VT/BR WT/BK
2 C15 S204 S203

JUNCTION (8W-30-4) (8W-30-3)
BLOCK (8W-30-21) (8W-30-20)
(8W-12-2) D1 D2
18 18
VT/BR WT/BK
4 C5
3 11
Z1
18 DATA
BK LINK
CONNECTOR
(8W-30-3)
(8W-30-4)
(8W-30-20)
(8W-30-21)
TO
S220
(8W-15-19)
J988W-3 ZG004902
ZJ/ZG 8W-49 OVERHEAD CONSOLE 8W - 49 - 3
BATT A7 (8W-10-16)
JUNCTION
BLOCK
(8W-12-2)
FUSE
16
10A
(8W-12-16)
9 C15
M1
20
PK
S321
(8W-12-17)
M1
20
PK
6
OVERHEAD
CONSOLE
2 4
OTHER SUNROOF
Z1
20 M2
BK 20
M2
YL
20
S322 YL S334
(8W-15-18) (8W-12-25)
M2 S216
20 (8W-15-19)
Z1 Z1
YL
16 16
BK Z1
BK
2 C15 11 C15 16
JUNCTION BK
S202
30 BLOCK (8W-15-20)
COURTESY (8W-12-2) Z1
LAMP 14
RELAY BK
(8W-44-9)
2 C301
87
Z1
14
4 C5 BK
Z1 G303
18
(8W-15-20)
BK
S220
(8W-15-19)
ZG004903 J988W-3
ZG 8W - 50 FRONT LIGHTING 8W - 50 - 1
8W-50 FRONT LIGHTING

Automatic Headlamp Light Sensor/ Instrument Cluster . . . . . . . . . . . . . . . .8W-50-10, 11
Vtss Led . . . . . . . . . . . . . . . . . . . . . . . . . .8W-50-6 Junction Block . . . . . . . . . .8W-50-2, 5, 7, 8, 9, 11, 12
Automatic Headlamp Relay . . . . . . . . . . . . .8W-50-2 Left Fog Lamp . . . . . . . . . . . . . . . . . . . . . . .8W-50-7
Body Control Module . . . . .8W-50-2, 3, 4, 5, 6, 7, 8, 9 Left Front Park Lamp. . . . . . . . . . . . . . . . .8W-50-10
Brake Pressure Switch . . . . . . . . . . . . . . . . .8W-50-5 Left Front Side Marker Lamp. . . . . . . . . . .8W-50-10
Circuit Breaker . . . . . . . . . . . . . . . . . . . . . . .8W-50-6 Left Front Turn Signal Lamp . . . . . . . . . . .8W-50-10
Daytime Running Lamp Module . . . . . . . .8W-50-3, 5 Left Headlamp . . . . . . . . . . . . . . . . . . . . .8W-50-3, 4
Fog Lamp Relay . . . . . . . . . . . . . . . . . . . . . .8W-50-7 Left Headlamp Leveling Motor . . . . . . . . . .8W-50-12
Fog Lamp Switch . . . . . . . . . . . . . . . . . . . . .8W-50-8 Left Side Repeater . . . . . . . . . . . . . . . . . . .8W-50-10
Fuse 6 (JB) . . . . . . . . . . . . . . . . . . . . . . .8W-50-5, 12 Park Brake Switch . . . . . . . . . . . . . . . . . . . .8W-50-5
Fuse 13 (PDC). . . . . . . . . . . . . . . . . . . . . .8W-50-2, 5 Park Lamp Relay . . . . . . . . . . . . . . . . . . .8W-50-8, 9
Fuse 17 (JB) . . . . . . . . . . . . . . . . . . . . . . .8W-50-8, 9 Power Distribution Center . . . . . . . . . .8W-50-2, 5, 7
Fuse 18 (JB) . . . . . . . . . . . . . . . . . . . . . . . . .8W-50-2 Right Fog Lamp . . . . . . . . . . . . . . . . . . . . . .8W-50-7
Fuse 19 (PDC) . . . . . . . . . . . . . . . . . . . . . . .8W-50-7 Right Front Park Lamp. . . . . . . . . . . . . . . .8W-50-11
G106 . . . . . . . . . . . . . . . . . . . . . . . .8W-50-3, 4, 7, 11 Right Front Side Marker Lamp. . . . . . . . . .8W-50-11
G107 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-50-5 Right Front Turn Signal Lamp . . . . . . . . . .8W-50-11
G109 . . . . . . . . . . . . . . . . . . . . . . . . . .8W-50-4, 7, 10 Right Headlamp . . . . . . . . . . . . . . . . . . . .8W-50-3, 4
G303 . . . . . . . . . . . . . . . . . . . . . . . . . .8W-50-6, 8, 12 Right Headlamp Leveling Motor . . . . . . . . .8W-50-12
Headlamp Dimmer Switch . . . . . . . . . . . . . .8W-50-2 Right Side Repeater . . . . . . . . . . . . . . . . . .8W-50-11
Headlamp Leveling Switch . . . . . . . . . . . . .8W-50-12 Turn Signal/Hazard Warning Switch . . .8W-50-10, 11
Headlamp Switch . . . . . . . . . . . . . . . . .8W-50-2, 6, 8
8W - 50 - 2 8W-50 FRONT LIGHTING ZJ/ZG
BATT A0 (8W-10-7)
POWER
DISTRIBUTION
19
CENTER
FUSE (8W-10-7)
13
30A
(8W-10-15)
26
A6
14
RD/LB
BATT F61 (8W-10-13)

8 C3
JUNCTION
30 86 BLOCK
AUTOMATIC (8W-12-2)
FUSE HEADLAMP
18 RELAY
15A*
20A**
(8W-12-20)
87 85
10 C4 8 C5 12 C10
RIGHT HEADLAMP
TURN SWITCH
SIGNAL
INDICATOR
LAMP
11
L11 F34 F34 714
16 16 16 20
LG/BK TN/BK TN/BK BK/OR
21 19
HEADLAMP
DIMMER
SWITCH
1 2 3 1 2 3 (PART OF
MULTI-FUNCTION
SWITCH)
20 18 1 LOW
2 FLASH TO PASS
3 HIGH
L3 L4 L4
16 16 16
RD/OR VT/OR VT/OR
9 C1 12 C2
DIMMER AUTOMATIC BODY
A B SWITCH HEADLAMP CONTROL
LOW RELAY MODULE
TO TO BEAM CONTROL (8W-45-5)
C234 C234 OUTPUT
(8W-50-3) (8W-50-3) * GAS
(8W-50-4) (8W-50-4) ** DIESEL
J988W-3 ZG005002
ZJ/ZG 8W-50 FRONT LIGHTING 8W - 50 - 3
FROM FROM
HEADLAMP HEADLAMP
DIMMER DIMMER
SWITCH SWITCH
(8W-50-2) (8W-50-2)
B A
L4 L3
16 16
VT/OR RD/OR
3 C234 2 C234
L4 L3
16 16
VT/OR RD/OR
S108 S107
L4 L4 L3 L3
16 16 16 16 OTHERS DRL
VT/OR VT/OR RD/OR RD/OR
L3
16
RD/OR
L4 L3
16 16
VT/OR RD/OR 1
DIMMER DAYTIME
SWITCH RUNNING
B C HIGH LAMP
LEFT BEAM
OUTPUT
MODULE
HEADLAMP
A
HIGH
BEAM
INDICATOR
B C
DRIVER
Z1 RIGHT 4
16 HEADLAMP
BK A
Z1 G34
16 20
S109 BK RD/GY
(8W-15-8)
Z1
16
BK S104
(8W-15-4) 12 C234
G109
(8W-15-8) Z1 Z1 L3
16 14 16
BK BK RD/OR
10 24 C1
LOW DAYTIME DIMMER BODY
BEAM RUNNING SWITCH CONTROL
RELAY LAMP HIGH MODULE
OUTPUT BEAM
MODULE G106 OUTPUT
(8W-45-5)
(8W-15-4)
ZG005003 J988W-3
BUILT-UP-EXPORT
FROM FROM
HEADLAMP HEADLAMP
DIMMER DIMMER
SWITCH SWITCH
(8W-50-2) (8W-50-2)
B A
L4 L3
16 16
VT/OR RD/OR
3 2 C234
L4 L3
16 16
VT/OR RD/OR
S108 S107
L4 L4 L3 L3 L3
16 16 16 16 16
VT/OR VT/OR RD/OR RD/OR RD/OR
2 1
LEFT
HEADLAMP
3
Z1 2 1
16
BK
RIGHT
HEADLAMP
3
S109
(8W-15-8) Z1
(8W-15-9) 16
BK
GAS DIESEL
Z1
16 Z1 Z1
BK 16 16
BK BK
S104
(8W-15-4) 12 C234
(8W-15-5)
L3
GAS DIESEL 16
RD/OR
Z1 Z1 Z1 24 C1
16 14 10 DIMMER BODY
BK BK BK SWITCH CONTROL
HIGH MODULE
BEAM (8W-45-5)
G109 OUTPUT
(8W-15-8)
G106
(8W-15-9)
(8W-15-4)
J988W-3 (8W-15-5) ZG005004
DRL
BATT A0 (8W-10-7)
RED BRAKE POWER
BRAKE PRESSURE DISTRIBUTION
WARNING 19
SWITCH CENTER
LAMP (8W-40-6) FUSE
DRIVER 13 (8W-10-7)
2 30A
26 (8W-10-15)
G9
16 RUN A22 (8W-10-12)
GY/BK
JUNCTION
BLOCK
(8W-12-2)
FUSE
S117 6
(8W-40-6) 15A
(8W-12-10)
G9 A6
20 14
GY/BK RD/LB
G9 1 C8
20
GY/BK F83
18
YL/DG
S212
(8W-12-10)
2 C304 F83
18
G9 YL/DG
20
12
GY/BK C235
18
F83
S303 18
YL/DG
G9 G9 S119
20 18
(8W-12-10)
GY/BK GY/BK
F83
20
YL/DG
3 6 5
PARK RED FUSED FUSED DAYTIME
BRAKE BRAKE B (+) IGNITION RUNNING
SWITCH WARNING SWITCH LAMP
LAMP OUTPUT
DRIVER (RUN)
MODULE
GROUND GROUND
8 9
Z4 Z4
16 20
BK BK
2 C3 S124
(8W-15-6)
RED BODY
Z4
BRAKE CONTROL
10
WARNING MODULE
BK
LAMP (8W-45-9)
DRIVER
G107
(8W-15-6)
ZG005005 J988W-3
BATT A6 (8W-10-15)
HEADLAMP
SWITCH
CIRCUIT 1 AUTO
BREAKER 0 OFF
25A 2 PARK
3 LOW
1 3 1 3
0 2 0 2
2 1 13
Z1 E2 L24
16 20 20
BK OR LB/RD
S202 S209
(8W-15-20) (8W-44-11)
Z1 E2
14 20
BK OR
AUTOMATIC
HEADLAMP
LIGHT
SENSOR/
3 4 VTSS
2 C301 LED
(8W-45-4)
L109 L110
20 20
WT OR/BK
Z1
14 16 C2 7 C1 2 C2 9 C2
BK PANEL AUTO SENSOR SENSOR BODY
LAMPS HEADLAMP GROUND SIGNAL CONTROL
DRIVER SWITCH MODULE
SENSE (8W-45-4)
(8W-45-6)
G303 (8W-45-10)
(8W-15-20)
J988W-3 ZG005006
BATT A0 (8W-10-7)
POWER
DISTRIBUTION
A17
CENTER
FUSE (8W-10-7)
19
20A
(8W-10-17)
A18
(8W-10-18)
F62
18
RD
5 C3
JUNCTION
BLOCK
86 30 (8W-12-2)
FOG
LAMP
RELAY
85 87
1 C10 8 C7 4 C3
L39
18
L95 L39 LB
20 20
DG/YL LB S105
(8W-12-28)
L39
18 L39
LB 18
LB
2
E 2 RIGHT
LEFT
FOG
TO FOG
LAMP
HEADLAMP LAMP 1
1
LAMP Z1
SWITCH Z1 18
(8W-50-8) 18 BK
BK
S104
(8W-15-4)
22 C2 S109 (8W-15-5)
FOG BODY DIESEL GAS (8W-15-8) DIESEL GAS
LAMP CONTROL (8W-15-9)
RELAY MODULE Z1 Z1 Z1
CONTROL (8W-45-5) 16 10 14
Z1 Z1
BK BK BK
16 16
S104 BK BK
(8W-15-5)
Z1
10
BK
G106 G109 G106

(8W-15-4) (8W-15-8) (8W-15-4)
ZG005007 (8W-15-5) (8W-15-9) (8W-15-5) J988W-3
BATT A6 (8W-10-15)
JUNCTION
BLOCK
86 30 (8W-12-2)
PARK FUSE
LAMP 17
RELAY 15A FROM
(8W-12-18) FOG
85 87
LAMP
RELAY
(8W-50-7)
E
10 C10 10 C8 11 C9
L90 366 L39
20 16 20
DB/RD PK/OR LB
16 15 4
HEADLAMP
SWITCH
1 AUTO
0 OFF
FOG 2 PARK
LAMP 3 LOW
1 3 SWITCH
0 2
8 6 5
Z1
16
BK
S202
(8W-15-20)
L79 707 L35 Z1
20 20 20 14
TN BK/WT BR/WT BK
2 C301
Z1
14
BK
G303
(8W-15-20)
21 C2 20 C2 15 C1
PARK PANEL FOG BODY
LAMP LAMP LAMP CONTROL
RELAY DIMMER SWITCH MODULE
CONTROL SIGNAL OUTPUT (8W-45-4)
(8W-45-6)
J988W-3 ZG005008
BATT A6 (8W-10-15)
JUNCTION
BLOCK
(8W-12-2)
FUSE
17
15A
(8W-12-18)
86 30
PARK
LAMP
RELAY
85 87
10 C10 11 C10 9 C1
L79 L90 L90

20 20 18
TN DB/RD DB/RD
S103
L90
18
DB/RD
L90
18
DB/RD
TO
C102
(8W-50-10)
TO
C150
21 C2 17 C1 (8W-50-11)
PARK PARK BODY
LAMP LAMP CONTROL
RELAY RELAY MODULE
CONTROL OUTPUT (8W-45-4)
ZG005009 J988W-3
TURN INSTRUMENT
SIGNAL/ CLUSTER
LEFT
HAZARD TURN
(8W-40-4)
LEFT WARNING SIGNAL
TURN SWITCH 6
SIGNAL
(PART OF
16 L65
MULTI- 18
FUNCTION LG/DB
SWITCH) FROM
(8W-52-2)
L65 S103
18 (8W-50-9)
LG/DB C
10 C234
L65 L90
18 18
BUILT- LG/DB DB/RD
UP-
EXPORT OTHER
B C102
S180
(8W-52-3) BUILT-
UP-
EXPORT OTHER
L65
18 L90
LG/DB
S145 18
(8W-52-3) DB/RD
L65
18
LG/DB A C102
2 L65 L90
LEFT 18 L90 18
SIDE LG/DB 18 DB/RD
DB/RD
REPEATER
1
A LEFT A A
FRONT LEFT LEFT
TURN FRONT FRONT
SIGNAL SIDE PARK
G
LAMP B MARKER B LAMP
Z1 Z1 Z1 LAMP Z1
18 18 18 18
BK BK BK BK
S149
(8W-15-8)
Z1
18
BK DIESEL GAS
C C102 Z1
16 Z1
Z1 BK 16
18 BK Z1
BK 16
S104 BK
(8W-15-5)
S109 Z1
(8W-15-8) 10
Z1 (8W-15-9) BK
16
BK
G109 G106
(8W-15-8) (8W-15-4)
J988W-3 ZG005010
(8W-15-9) (8W-15-5)
INSTRUMENT TURN
CLUSTER SIGNAL/
RIGHT
TURN
(8W-40-4) HAZARD
SIGNAL RIGHT WARNING
TURN SWITCH
7
SIGNAL
(PART OF
11 MULTI-
L64 L64
FUNCTION
FROM 18 18 SWITCH)
TN/DB TN/DB (8W-52-2)
S103
(8W-50-9)
D
1 C4 5 C4
JUNCTION
BLOCK
L90 (8W-12-2)
18
DB/RD
11 C3
B C150 L64
BUILT-
UP- 18
EXPORT OTHER TN/DB BUILT-
UP-
OTHER EXPORT
L90
18 S146 S174
DB/RD (8W-52-4) (8W-52-4)
A C150
L64 L64
L90 L90 18 18
18 18 TN/DB TN/DB
DB/RD DB/RD
A A RIGHT A RIGHT 2
RIGHT FRONT FRONT RIGHT
FRONT
SIDE TURN SIDE
PARK
MARKER SIGNAL REPEATER
B LAMP B G 1
LAMP LAMP
Z1 Z1 Z1 Z1
18 18 18 18
BK BK BK BK
S152
(8W-15-4)
C C150 (8W-15-5)
Z1 Z1
16 18
BK BK
DIESEL GAS S104

Z1 DIESEL GAS (8W-15-4)
16 (8W-15-5)
BK Z1 Z1 Z1
16 10 14
S109 BK BK BK
(8W-15-8)
(8W-15-9)
G109
(8W-15-8) G106
(8W-15-9) (8W-15-4)
ZG005011 J988W-3
(8W-15-5)
BUILT-UP-EXPORT
LEFT
HEADLAMP HEADLAMP
LEVELING
POSITION LEVELING
MOTOR
1 6 5 2 3 4
6 5 4 3 2 1
RIGHT
HEADLAMP HEADLAMP
L101 L106 L105 L102 L103 L104 LEVELING
20 20 20 20 20 20 POSITION LEVELING
RD YL PK WT LB LG MOTOR
4 3 2 5 6 1
1 2 3 4 5 6
L104 L103 L102 L105 L106 L101
20 20 20 20 20 20
LG LB WT PK YL RD
S114
S113
S112
S115
S110
S111
RUN A22 (8W-10-12)
JUNCTION
BLOCK
FUSE (8W-12-2)
6
L101 L106 L105 L102 L103 L104 15A
20 20 20 20 20 20 (8W-12-10)
RD YL PK WT LB LG
1 C8
2 7 6 3 4 5 C236
S212
(8W-12-10)
L101 L106 L105 L102 L103 L104
20 20 20 20 20 20 F83
RD YL PK WT LB LG 18
YL/DG
6 2 8 7 3 4 5
1 6 5 2 3 4 FUSED HEADLAMP
IGNITION LEVELING
HEADLAMP SWITCH SWITCH
LEVELING OUTPUT
POSITION (RUN)
GROUND
1
Z1
20
BK 2 C301
S202 Z1
(8W-15-20) 14
Z1 BK
14
BK G303
(8W-15-20)
J988W-3 ZG005012
ZG 8W - 51 REAR LIGHTING 8W - 51 - 1
8W-51 REAR LIGHTING

Aftermarket Trailer Tow Connector . . . . .8W-51-4, 6 Lamp Outage Module . . . . . . . .8W-51-2, 3, 4, 5, 6, 7
Back-Up Lamp Switch . . . . . . . . . . . . . . . . .8W-51-5 Left Back-Up Lamp . . . . . . . . . . . . . . . . . . .8W-51-6
Body Control Module . . . . . . . . . . . . . . . . . .8W-51-2 Left License Lamp . . . . . . . . . . . . . . . . . . . .8W-51-6
Center High Mounted Stop Lamp No. 1 . . . .8W-51-5 Left Rear Fog Lamp . . . . . . . . . . . . . . . . . . .8W-51-7
Center High Mounted Stop Lamp No. 2 . . . .8W-51-5 Left Rear Side Marker Lamp . . . . . . . . . . . .8W-51-3
Center High Mounted Stop Lamp No. 3 . . . .8W-51-5 Left Tail/Stop Lamp . . . . . . . . . . . . . . . . .8W-51-3, 4
Factory Trailer Tow Connector . . . . . . . . . . .8W-51-6 Park Lamp Relay . . . . . . . . . . . . . . . . . . . . .8W-51-2
Fuse 5 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-51-2 Park/Neutral Position Switch . . . . . . . . . . . .8W-51-5
Fuse 6 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-51-5 Rear Fog Lamp Relay . . . . . . . . . . . . . . . . . .8W-51-7
Fuse 9 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-51-2 Right Back-Up Lamp . . . . . . . . . . . . . . . . . .8W-51-6
Fuse 15 (JB) . . . . . . . . . . . . . . . . . . . . . . . . .8W-51-7 Right License Lamp . . . . . . . . . . . . . . . . . . .8W-51-6
Fuse 17 (JB) . . . . . . . . . . . . . . . . . . . . . . .8W-51-2, 7 Right Rear Fog Lamp . . . . . . . . . . . . . . . . . .8W-51-7
G300 . . . . . . . . . . . . . . . . . . . . . . .8W-51-3, 4, 5, 6, 7 Right Rear Side Marker Lamp . . . . . . . . . . .8W-51-3
G302 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-51-5, 6 Right Tail/Stop Lamp . . . . . . . . . . . . . . . .8W-51-3, 4
G303 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-51-7 Stop Lamp Switch. . . . . . . . . . . . . . . . . . . . .8W-51-2
Headlamp Switch . . . . . . . . . . . . . . . . . . .8W-51-2, 7 Trailer Tow Stop Lamp Relay . . . . . . . . . . . .8W-51-4
Junction Block . . . . . . . . . . . . . . . . .8W-51-2, 5, 6, 7 Vehicle Information Center/
Graphic Display Module . . . . . . . . . . . . . .8W-51-5
8W - 51 - 2 8W-51 REAR LIGHTING ZJ/ZG
BATT A250 (8W-10-14) ST-RUN A21 (8W-10-12) BATT A6 (8W-10-15)

JUNCTION
BLOCK
(8W-12-2)
FUSE FUSE FUSE
9 5 17
15A 10A 15A
(8W-12-11) (8W-12-9) (8W-12-18)
3 C10 7 C13 11 C9
L16 F87 366
18 18 16
RD/LG WT/PK PK/OR
15
HEADLAMP
6
SWITCH
STOP 1 AUTO
LAMP 1 3 0 OFF
SWITCH 0 2
2 PARK
(8W-33-2) 3 LO
(8W-33-3) (8W-50-8)
5
16
L50 L90
18 20
WT/TN DB/RD
9 10 C8
12 C305 JUNCTION
86 30 BLOCK
PARK (8W-12-2)
LAMP
S312 RELAY
(8W-70-5)
85 87
10 C10 11 C10 4 C13

L50 L50 L50 L50 L79 L90 L90
18 18 18 18 20 20 18
WT/TN WT/TN WT/TN WT/TN TN DB/RD DB/RD
21 C2 17 C1
PARK PARK BODY
LAMP LAMP CONTROL
RELAY RELAY MODULE
CONTROL OUTPUT (8W-45-4)
L90 18DB/RD L90 18DB/RD

2 C1 6 C1 7 C1 8 C1 10 C1 5 C1 4 C1 3 C1
BRAKE BRAKE BRAKE BRAKE FUSED PARK PARK PARK LAMP
LAMP LAMP LAMP LAMP IGNITION LAMP LAMP LAMP OUTAGE
SWITCH SWITCH SWITCH SWITCH SWITCH RELAY RELAY RELAY MODULE*
OUTPUT OUTPUT OUTPUT OUTPUT OUTPUT OUTPUT OUTPUT OUTPUT
(ST-RUN)
* WITHOUT LAMP OUTAGE MODULE,

C1 AND C2 MATE TO MAKE C316
J988W-3 ZG005102
ZJ/ZG 8W-51 REAR LIGHTING 8W - 51 - 3
LAMP
STOP PARK STOP PARK OUTAGE
LAMP LAMP LAMP LAMP MODULE*
OUTPUT OUTPUT OUTPUT OUTPUT
7 C2 5 C2 6 C2 4 C2
L73 L21 L74 L22
18 18 18 18
PK/WT LB/WT PK/BK LB
1 C328 2 C328 1 C320 2 C320

L73 L21 L74 L22
18 18 18 18
PK/WT LB/WT PK/BK LB
S412 S421
L21 L21 L22 L22

18 18 18 18
LB/WT LB/WT LB LB
A B LEFT 2 LEFT A B RIGHT 2 RIGHT

TAIL/ REAR TAIL/ REAR
STOP SIDE STOP SIDE
G LAMP 1 MARKER G LAMP 1 MARKER
LAMP LAMP
Z1 Z1 Z1 Z1
18 18 18 18
BK BK BK BK
S416 S417
(8W-15-11) (8W-15-13)
Z1
18 Z1
BK 18
BK
4 C328 4 C320
Z1
18
Z1
BK
18
BK
S314
(8W-15-16)
Z1
12
BK
S316
(8W-15-13)
Z1
12
BK
C1 AND C2 MATE TO MAKE C316 G300
(8W-15-13)
ZG005103 J988W-3
BUILT-UP-EXPORT
LAMP
OUTAGE
BRAKE STOP PARK STOP PARK MODULE*
LAMP LAMP LAMP LAMP LAMP
SWITCH SWITCH SWITCH SWITCH SWITCH
OUTPUT OUTPUT OUTPUT OUTPUT OUTPUT
2 C2 7 C2 5 C2 6 C2 4 C2
L50 L73 L21 L74 L22
18 18 18 18 18
WT/TN PK/WT LB/WT PK/BK LB
AFTERMARKET 1 C328 2 C328 1 C320 2 C320

TRAILER
OTHER TOW L74 L22
18 18
L73 L21 PK/BK LB
1 C372 18 18
PK/WT LB/WT
L50 L50
18 18
WT/TN WT/TN
A B LEFT A B RIGHT
TAIL/ TAIL/
STOP STOP
G LAMP G LAMP
Z1
18 Z1
BK 18
BK
S416
(8W-15-11)
Z1 S417
18 (8W-15-13)
BK
4 C328 Z1
18
Z1 BK
A 18
AFTERMARKET BK
4 C320
TRAILER
S314
TOW (8W-15-16)
CONNECTOR Z1
Z1 18
(8W-54-4)
1 12 BK
TRAILER BK
BRAKE
LAMP TOW
SWITCH STOP S316
OUTPUT LAMP (8W-15-13)
RELAY Z1
(8W-54-3) 12
BK
G300
(8W-15-13)
J988W-3 ZG005104
VEHICLE RUN A22 (8W-10-12)

INFORMATION
REAR JUNCTION
LAMP CENTER/
OUT GRAPHIC BLOCK
INDICATOR DISPLAY (8W-12-2)
FUSE
5 MODULE 6
(8W-46-4) 15A
(8W-12-10)
G46
1 C8
20 F83
BK/LB 18
YL/DG
5 C307
S212
G46 (8W-12-10)
20
LB/BK F83
18
9 C1 YL/DG
REAR LAMP 12
LAMP BRAKE OUTAGE C235
18
OUT LAMP MODULE*
INDICATOR SWITCH M/T A/T
GROUND DRIVER OUTPUT
OTHER DRL
9 C2 8 C2
Z1 L87
18 18 F83
BK DG/WT 18
1 YL/DG
S314 8 C326 F83 F83
(8W-15-16) L87 18 18 S119
Z1 18 YL/DG YL/DG (8W-12-10)
12 DG/WT F83
BK 18
A C359 YL/DG
13 C131
G302 L87
(8W-15-16) 20
DG/WT 8 C132
L87 20DG/WT L87 20DG/WT F83
1 1 1 18 F83
CENTER CENTER CENTER YL/DG 18
HIGH HIGH HIGH YL/DG
MOUNTED MOUNTED MOUNTED 1 3
2 STOP 2 STOP 2 STOP BACK-UP PARK/
LAMP LAMP LAMP LAMP NEUTRAL
Z1
NO. 2 NO. 3 20
NO. 1 SWITCH POSITION
BK SWITCH
Z1 20BK Z1 20BK
B C359 2 1 (8W-44-8)
Z1
18 7 C131 6 C131
BK
7
2 C326
Z1
18
BK L10
18
S316 BR/LG
(8W-15-13)
Z1 A
12
* WITHOUT LAMP OUTAGE MODULE, BK TO
G300 JUNCTION
(8W-15-13) BLOCK
ZG005105 (8W-51-6) J988W-3
FROM LAMP
C131 PARK
OUTAGE
(8W-51-5) LAMP
RELAY MODULE*
A OUTPUT
3 C2
L10
18
BR/LG L90
18
2 C1 DB/RD
JUNCTION AFTERMARKET FACTORY
TRAILER TRAILER 4 C321
BLOCK TOW TOW 11
(8W-12-2) L90
20
DB/RD
1 C14 L90 L90
L10 18 18 B C364
18 DB/RD DB/RD
L90
BR/LG
20
DB/RD
S311 2 C372 S418
(8W-12-21)
L10 L10 L90 L90
18 18 20 20
BR/LG BR/LG L90 DB/RD DB/RD
18 1 1
3 C328 3 C320 DB/RD
LEFT RIGHT
LICENSE LICENSE
L10 L10
18 18 LAMP LAMP
BR/LG BR/LG 2 2
Z1 Z1
A LEFT A RIGHT 20 20
BACK-UP BACK-UP BK BK
LAMP LAMP 2 C331 S419
G G
Z1 Z1 L90 Z1
18 18 18 20
BK BK DB/RD BK
A C364
5
FACTORY Z1
S416 S417 TRAILER
20
(8W-15-11) (8W-15-13) BK
TOW
CONNECTOR S328
(8W-54-2) (8W-15-12)
Z1 Z1 Z1
18 18 12
BK BK B BK
4 C328 4 C320 AFTERMARKET 3
TRAILER 2 C325
Z1 Z1 TOW Z1
18 18 CONNECTOR 12
BK BK BK
(8W-54-4)
S314 S316
(8W-15-16) (8W-15-13)
Z1 Z1
12 12
BK BK
G302 * WITHOUT LAMP OUTAGE MODULE, G300

(8W-15-16) (8W-15-13)
J988W-3 ZG005106
BATT A6 (8W-10-15) BATT F61 (8W-10-13)

JUNCTION
BLOCK
86 30 (8W-12-2)
REAR FUSE
FUSE 15
FOG
17 10A
15A LAMP
(8W-12-24)
(8W-12-18) RELAY
85 87
11 C9 10 C7 3 C7 7 C7 6 C7
366 L95 L96 L36
16 18 20 18
PK/OR DG/YL LG/RD LG
7 C307
15 7 L36
18
HEADLAMP LG/OR
SWITCH
1 AUTO 1 C1
0 OFF
REAR LAMP
3 PARK OUTAGE
1 4 FOG
4 ON
0 3 LAMP MODULE *
(8W-50-8)
REAR
FOG
LAMP
1 C2
L36 L36
18 18
LG/OR LG/OR
8 2 6 C328 6 C320
L36 L36
18 18
Z1
LG/BK LG/BK
16
A LEFT A RIGHT
BK
REAR REAR
S202
(8W-15-20)
FOG FOG
Z1 G LAMP G LAMP
14
Z1 (BUILT- Z1 (BUILT-
BK
18 UP- 18 UP-
BK EXPORT) BK EXPORT)
2 C301 S416 S417
(8W-15-11) (8W-15-13)
Z1 Z1
Z1 18 18
14 BK BK
BK 4 C328 4 C320
G303 Z1 Z1
18 18
(8W-15-20)
BK BK
S314
(8W-15-16)
Z1 Z1
12 12
BK BK
* WITHOUT LAMP OUTAGE MODULE, G300
C1 AND C2 MATE TO MAKE C316 S316
(8W-15-13) (8W-15-13)
ZG005107 J988W-3
ZG 8W - 52 TURN SIGNALS 8W - 52 - 1
8W-52 TURN SIGNALS

Aftermarket Trailer Tow Connector . . . . . . .8W-52-7 Left Front Turn Signal Lamp . . . . . . . . . . . .8W-52-3
Electronic Flasher . . . . . . . . . . . . . . . . . . .8W-52-2, 5 Left Rear Turn Signal Lamp . . . . . . . . . . .8W-52-6, 7
Fuse 6 (JB) . . . . . . . . . . . . . . . . . . . . . . . .8W-52-2, 5 Left Side Repeater . . . . . . . . . . . . . . . . . . . .8W-52-3
Fuse 8 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-52-7 Park Lamp Relay . . . . . . . . . . . . . . . . . . .8W-52-3, 4
Fuse 13 (JB) . . . . . . . . . . . . . . . . . . . . . . . . .8W-52-2 Right Front Park Lamp . . . . . . . . . . . . . . . .8W-52-4
G106 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-52-4 Right Front Side Marker Lamp . . . . . . . . . .8W-52-4
G109 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-52-3 Right Front Turn Signal Lamp . . . . . . . . . . .8W-52-4
G300 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-52-6, 7 Right Rear Turn Signal Lamp. . . . . . . . . .8W-52-6, 7
G302 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-52-6, 7 Right Side Repeater . . . . . . . . . . . . . . . . . . .8W-52-4
G303 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-52-2 Trailer Tow Left Turn Relay . . . . . . . . . . . . .8W-52-6
Instrument Cluster . . . . . . . . . . . . . . . . . . . .8W-52-2 Trailer Tow Right Turn Relay . . . . . . . . . . . .8W-52-6
Junction Block. . . . . . . . . . . . . . . .8W-52-2, 3, 4, 5, 7 Turn Signal/Hazard Warning Switch . . . .8W-52-2, 5
Left Front Park Lamp . . . . . . . . . . . . . . . . .8W-52-3 Vehicle Information Center/
Left Front Side Marker Lamp. . . . . . . . . . . .8W-52-3 Graphic Display Module . . . . . . . . . . . .8W-52-2, 5
8W - 52 - 2 8W-52 TURN SIGNALS ZJ/ZG
BATT A7 (8W-10-16) RUN A22 (8W-10-12)
JUNCTION
BLOCK
(8W-12-2)
FUSE FUSE
13 6
15A 15A
(8W-12-15) (8W-12-10)
1 4
FUSED FUSED ELECTRONIC
B(+) IGN. FLASHER
(RUN)
TURN HAZARD
GROUND SIGNAL SIGNAL
3 2 5
4 C5 1 C5 5 C7
L5 L5 L12
18 18 18
Z1 OR/BK OR/BK VT/TN
18
BK 17 13
TURN
S220 SIGNAL/
(8W-15-19) HAZARD
WARNING
Z1 SWITCH
16
BK 0 4 (PART OF
MULTI-FUNCTION
SWITCH)
S216 1 RT TURN
2 2 1 1
(8W-15-19) 2 LT TURN
0 OFF
Z1 4 HAZARD
16
BK 16 15 12 11
L64
S202 L65 L65 18
(8W-15-20) 18 18 TN/DB
LG/DB LG/DB 5 C4
JUNCTION
TO
Z1 BLOCK
VEHICLE (8W-12-2)
14
BK INFORMATION
CENTER/ 1 C4 11 C3
GRAPHIC
L64 L64
DISPLAY 18
2 C301 MODULE TN/DB
18
TN/DB
(8W-46-4) BUILT-
6 7
UP-
Z1 LEFT RIGHT INSTRUMENT OTHER EXPORT
14 TURN TURN CLUSTER
BK SIGNAL SIGNAL (8W-40-4)
A INDICATOR INDICATOR B G
G303 TO TO TO
(8W-15-20) C234 C150 S174
(8W-52-3) (8W-52-4) (8W-52-4)
J988W-3 ZG005202
ZJ/ZG 8W-52 TURN SIGNALS 8W - 52 - 3
FROM
TURN JUNCTION
30
SIGNAL/ PARK
BLOCK
LAMP (8W-12-2)
HAZARD
RELAY
WARNING (8W-50-9)
SWITCH
(8W-52-2)
87
A
L65 9 C1
18
LG/DB L90
18
10 C234 DB/RD
BUILT-
UP-
EXPORT OTHER S103
(8W-50-9)
L65 L65 L90
18 18 18
LG/DB LG/DB DB/RD
BUILT- B C102
UP-
S180 EXPORT OTHER
L65 L65 L90

18 18 18
LG/DB LG/DB DB/RD
L90
18
DB/RD
S145
A C102 L90 L90
18 18
L65 DB/RD DB/RD
18
LG/DB
A LEFT A A
FRONT LEFT LEFT
TURN FRONT FRONT
SIGNAL PARK SIDE
G
LAMP B LAMP B MARKER
Z1 Z1 Z1 LAMP
18 18 18
BK BK BK
2
LEFT S149
SIDE (8W-15-8)
1 REPEATER Z1
18
BK
Z1
18 C C102
BK GAS DIESEL
Z1
18
BK Z1 S104
Z1 (8W-15-5)
16 16
S109 BK Z1
BK
10
(8W-15-8)
BK
(8W-15-9)
Z1
16
BK
G109 G106
(8W-15-8) (8W-15-4)
ZG005203 (8W-15-9) (8W-15-5) J988W-3
JUNCTION
30
FROM FROM PARK
BLOCK
JUNCTION JUNCTION LAMP (8W-12-2)
BLOCK BLOCK RELAY
(8W-52-2) (8W-52-2) (8W-50-9)
G B
87
L64 L64 9 C1
18 18
TN/DB TN/DB L90
18
DB/RD
S103
(8W-50-9)
L90
18
DB/RD
BUILT- B C150
UP-
S174 EXPORT OTHER
L64 L64 L90

18 18 18
TN/DB TN/DB DB/RD
L90
18
DB/RD
S146
A C150 L90 L90
18 18
L64 DB/RD DB/RD
18
TN/DB
A RIGHT A A
FRONT RIGHT RIGHT
2 TURN FRONT FRONT
RIGHT SIGNAL PARK SIDE
SIDE G
LAMP B LAMP B MARKER
REPEATER Z1 Z1 Z1 LAMP
1
(BUILT-UP-EXPORT) 18 18 18
BK BK BK
Z1
18
BK
S152
(8W-15-4)
C C150 (8W-15-5)
Z1
18
Z1 BK
16
BK
DIESEL GAS S104

Z1 DIESEL GAS (8W-15-4)
16 (8W-15-5)
BK Z1 Z1 Z1
16 10 14
S109 BK BK BK
(8W-15-8)
(8W-15-9)
G109
(8W-15-8) G106
(8W-15-9) (8W-15-4)
J988W-3 ZG005204
(8W-15-5)
RUN A22 (8W-10-12)

JUNCTION
BLOCK
(8W-12-2)
FUSE
6
15A
(8W-12-10)
4
FUSED ELECTRONIC
IGN. FLASHER
(RUN) (8W-52-2)
TURN HAZARD
SIGNAL SIGNAL
2 5
1 C5 5 C7
L5 L12
18 18
OR/BK VT/TN
17 13
TURN
SIGNAL/
HAZARD
WARNING
SWITCH
0 4 (PART OF
MULTI-FUNCTION
SWITCH)
2 2 1 1 1 RT TURN
2 LT TURN
0 OFF
4 HAZARD
16 15 12 11
L5 L61 L60
18 18 18
OR/BK DG TN
FACTORY AFTERMARKET FACTORY AFTERMARKET

TRAILER TRAILER TRAILER TRAILER
TOW TOW TOW TOW
4
TURN VEHICLE
SIGNAL INFORMATION
CENTER/
GRAPHIC
DISPLAY
MODULE C E D F
(8W-46-4)
TO TO TO TO
C307 C307 C307 C307
(8W-52-6) (8W-52-7) (8W-52-6) (8W-52-7)
ZG005205 J988W-3
FACTORY TRAILER TOW
TO TO
TURN TURN
SIGNAL/ SIGNAL/
HAZARD HAZARD
WARNING WARNING
SWITCH SWITCH
(8W-52-5) (8W-52-5)
C D
L61 L60
18 18
DG TN
3 4 C307
L61 L60
18 18
LG TN
4 5 C372
L61 L61 L60 L60
18 18 18 18
LG LG TN TN
5 C328 5 C320
L61 L61
18 18
LG LG
A LEFT A RIGHT
REAR REAR
1 1
TURN TURN
TRAILER TRAILER
SIGNAL SIGNAL
G TOW TOW G
LAMP LAMP
LEFT RIGHT
Z1 TURN TURN Z1
18 18
BK 2 RELAY 2 RELAY BK
(8W-54-3) (8W-54-3)
S416 S417
(8W-15-11) (8W-15-13)
Z1 Z1
18 18
BK BK
4 C328 4 C320
Z1 Z1
18 18
BK BK
S314 S316
(8W-15-16) (8W-15-13)
Z1 Z1
12 12
BK BK
G302 G300
(8W-15-16) (8W-15-13)
J988W-3 ZG005206
AFTERMARKET TRAILER TOW
TO TO
BATT A250 (8W-10-14)
TURN TURN
SIGNAL/ JUNCTION SIGNAL/
HAZARD BLOCK HAZARD
WARNING (8W-12-2) WARNING
FUSE
SWITCH 8 SWITCH
(8W-52-5) 20A (8W-52-5)
(8W-12-12)
E F
L61
8 C14 L60
18 18
DG TN
3 C307 F70 4 C307

14
L61 PK/BK L60
18 18
LG TN
5 C328 S315 S340
(8W-12-12)
L60 F70 L60 L60

18 16 18 18
TN PK/BK TN TN
D C 5 C320
AFTERMARKET
TRAILER L60
TOW 18
TN
LEFT CONNECTOR RIGHT
A (8W-54-4) A
REAR REAR
TURN TURN
SIGNAL SIGNAL
G G
LAMP LAMP
Z1 Z1
18 18
BK BK
S416 S417
(8W-15-11) (8W-15-13)
Z1 Z1
18 18
BK BK
4 C328 4 C320
Z1 Z1
18 18
BK BK
S314 S316
(8W-15-16) (8W-15-13)
Z1 Z1
12 12
BK BK
G302 G300
(8W-15-16) (8W-15-13)
ZG005207 J988W-3
ZG 8W - 53 WIPERS 8W - 53 - 1
8W-53 WIPERS

Body Control Module . . . . . . . . . . . . . . . .8W-53-2, 3 Liftglass Ajar Switch. . . . . . . . . . . . . . . . . . .8W-53-5
Circuit Breaker 1 . . . . . . . . . . . . . . . . . . . . .8W-53-2 Rear Washer Pump Motor. . . . . . . . . . . . . . .8W-53-5
Fuse 3 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-53-4 Rear Wiper Module . . . . . . . . . . . . . . . . . . . .8W-53-4
Fuse 8 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-53-4 Rear Wiper Motor Control . . . . . . . . . . . . . .8W-53-4
G109 . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-53-2, 3, 5 Rear Wiper/Washer Switch . . . . . . . . . . . . . .8W-53-4
G300 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-53-5 Vehicle Information Center/
Intermittent Wiper Relay . . . . . . . . . . . . . . .8W-53-3 Graphic Display Module . . . . . . . . . . . . . .8W-53-5
Intermittent Wiper Switch . . . . . . . . . . . .8W-53-2, 3 Windshield Washer Pump Motor. . . . . . . . . .8W-53-2
Junction Block . . . . . . . . . . . . . . . . . . . . .8W-53-2, 4 Windshield Wiper Motor . . . . . . . . . . . . . .8W-53-2, 3
Liftgate Ajar Switch . . . . . . . . . . . . . . . . . . .8W-53-5 Wiper Fluid Level Sensor . . . . . . . . . . . . . . .8W-53-5
8W - 53 - 2 8W-53 WIPERS ZJ/ZG
FROM
RUN-ACC A31 (8W-10-13)
INTERMITTENT
WIPER JUNCTION
RELAY BLOCK
(8W-53-3) (8W-12-2)
CIRCUIT
A BREAKER
1
V6 20A
16 (8W-12-8)
DB
18 C234 7 C4 12 C3
V6 F86 F86
16 16 16
DB LG/BK LG/RD
S207 B
V6 V6 TO
16 16
DB DB
S122
(8W-53-3)
7 8 4
INTERMITTENT
WIPER
SWITCH
5 (PART OF
0
3
0 MULTI-FUNCTION
4
SWITCH)
1 0 0 OFF
2 1 WASH
2 DELAY
9 6 5 1 2 3 3 HIGH
4 LOW
V3 V3 V4 5 PARK
18 18 18 V50 V51 V11 V11
BR/WT BR/WT RD/YL 18 18 18 18
LG/WT WT TN/BK TN/BK
1 C234
14
C235 V11
16
18
4 C234 TN/BK
1
V3 V4 WINDSHIELD
18 18 WASHER
BR/WT RD/YL M PUMP
MOTOR
S109 5 6
(8W-15-8) 2
(8W-15-9) WINDSHIELD Z2
WIPER 18
M MOTOR BK
DIESEL GAS (8W-53-3)
S121
(8W-15-8)
Z1 4
16 Z2 (8W-15-9)
Z1 Z1 Z2 12
BK 18
16 16 BK
S104 BK BK BK
(8W-15-5) G109
Z1 S121 (8W-15-8)
10 (8W-15-8) 18 C2 1 C1 17 C2 (8W-15-9)
BK Z2 (8W-15-9) BODY
12 WIPER WINDSHIELD WASHER
BK SWITCH WIPER SWITCH CONTROL
MODE SWITCH OUTPUT MODULE
G106 G109 SENSE SIGNAL (8W-45-7)
(8W-15-4) (8W-15-8)
J988W-3 (8W-15-5) (8W-15-9) ZG005302
ZJ/ZG 8W-53 WIPERS 8W - 53 - 3
FROM WIPER WIPER WIPER INTERMITTENT

JUNCTION SWITCH SWITCH SWITCH WIPER
BLOCK LOW LOW HIGH SWITCH
(8W-53-2) SPEED SPEED SPEED
OUTPUT OUTPUT OUTPUT (PART OF
B 9 6 5 MULTI-
FUNCTION
V3 SWITCH)
F86 18 V3 V4 (8W-53-2)
16 BR/WT 18 18
LG/RD BR/WT RD/YL
S122
F86
16
LG/BK
F86
16
LG/RD F86
16
14
LG/RD 16 C235
DIESEL GAS
C3 C2 C4
INTERMITTENT
WIPER
RELAY 4 C234
(IN PDC)
C5 C1
V18 V6 DIESEL GAS
20 16
YL/LG DB
10 V66 V66
C235 16 18
20 A
V18 VT/WT VT/WT
20
TO
YL/LG
C234
(8W-53-2)
23 C2 S120
INTERMITTENT BODY
WIPER CONTROL V66 V66 F86 V3 V4
RELAY MODULE 18 18 16 18 18
CONTROL (8W-45-7) VT/WT VT/WT LG/RD BR/WT RD/YL
2 1 5 6
3
WINDSHIELD
17 4 WIPER
C235 M
13 MOTOR
1 RUN
2 1 2 PARK
3 HIGH
4 4 LOW
V66 Z2
16 18
VT/WT BK
S121
4 C2 (8W-15-8)
WIPER BODY (8W-15-9)
Z2
PARK CONTROL 12
SWITCH MODULE BK
SENSE
(8W-45-7)
G109
(8W-15-8)
ZG005303 J988W-3
(8W-15-9)
8W - 53 - 4 8W-53 WIPERS ZJ/ZG
BATT A250 (8W-10-14) RUN-ACC A31 (8W-10-13)
JUNCTION
BLOCK
(8W-12-2)
FUSE FUSE
8 3
20A 10A
(8W-12-12) (8W-12-8)
8 C14 2 C10
F70 V23
14 18
PK/BK BR/PK
S315 2
(8W-12-12) REAR
F70
14
WIPER/
PK/BK WASHER
2 SWITCH
C323 0 OFF
7 0 0 1
1 2 1 ON
F70 2 INTERMITTENT
16
PK/BK 1 3 4
LIFTGLASS OTHER V13 V24 V20
18 18 18
BR/LG BR/OR WT/BK
F70
16
4 3
PK/BK
F70 6 C307 3 4 C305
16
S336 PK/BK
(8W-12-12) V13 V24 V20 V20
F70 18 18 18 18
16 BR/LG BR/OR BK/WT WT/BK
PK/BK
1 6 4 C324 17 C234
4 9 11
F70 V13 V24 V20 V20
16 18 18 18 18
PK/BK BR/LG BR/OR BK/WT WT/BK
1 2 4 5
FUSED WIPER REAR REAR
B (+) SWITCH WASHER WIPER
B(-) MOTOR MODULE
REAR
CONTROL
M WIPER
LIFTGATE
MOTOR AJAR
CONTROL SWITCH
SENSE
3 6
Z1 G78
14 20 E
BK TN/BK
TO
REAR
C D
WASHER
TO TO PUMP
S328 S329 MOTOR
(8W-53-5) (8W-53-5) (8W-53-5)
J988W-3 ZG005304
ZJ/ZG 8W-53 WIPERS 8W - 53 - 5
FROM FROM VEHICLE

REAR REAR WASHER INFORMATION
WIPER WIPER FLUID CENTER/
FROM
LEVEL
MODULE MODULE C234 SENSE GRAPHIC
(8W-53-4) (8W-53-4) (8W-53-4) 13 DISPLAY
C D E MODULE
(8W-46-4)
Z1 G78 V20 G29

14 20 18 20
BK TN/BK WT/BK BK/TN
S329
(8W-45-11)
7 C234
G78 G78 G29
16 16 16
TN/BK TN/BK BK/TN
**A
2 2 1 *1
LIFT- LIFT- REAR WIPER
GLASS GATE WASHER FLUID
AJAR AJAR M PUMP LEVEL
SWITCH SWITCH MOTOR SENSOR
1 1 2 *2
**B
Z1 Z1 Z2 Z2
16 16 18 16
BK BK BK BK
S328 S121
(8W-15-12) (8W-15-8)
(8W-15-9)
Z1 Z2
12 12 S109
BK BK (8W-15-8)
(8W-15-9)
3 DIESEL GAS
2 C325
Z1
Z1 16
12 BK Z1
BK Z1 16
16 S104 BK
BK (8W-15-5)
S316 Z1
(8W-15-13) 10
BK
Z1
12
BK G106
(8W-15-4)
(8W-15-5)
G300 G109 * GAS
(8W-15-13) (8W-15-8) ** DIESEL
ZG005305 (8W-15-9) J988W-3
ZG 8W - 54 TRAILER TOW 8W - 54 - 1
8W-54 TRAILER TOW

Aftermarket Trailer Tow Connector . . . . . . .8W-54-4 Park/Neutral Position Switch . . . . . . . . . . . .8W-54-2
Back-Up Lamp Switch . . . . . . . . . . . . . . . . .8W-54-2 Trailer Brake Provision. . . . . . . . . . . . . . . . .8W-54-2
Factory Trailer Tow Connector . . . . . . . . .8W-54-2, 3 Trailer Tow Circuit Breaker . . . . . . . . . . . . .8W-54-2
Fuse 8 (JB) . . . . . . . . . . . . . . . . . . . . . . . .8W-54-2, 4 Trailer Tow Left Turn Relay . . . . . . . . . . . . .8W-54-3
G302 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-54-3 Trailer Tow Right Turn Relay . . . . . . . . . . . .8W-54-3
Junction Block . . . . . . . . . . . . . . . . . . . . .8W-54-2, 4 Trailer Tow Stop Lamp Relay . . . . . . . . . .8W-54-2, 3
Lamp Outage Module . . . . . . . . . . . . . .8W-54-2, 3, 4 Turn Signal/Hazard Warning Switch . . . .8W-54-3, 4
8W - 54 - 2 8W-54 TRAILER TOW ZJ/ZG
FACTORY
BATT A250 (8W-10-14)
PARK/ BACK-UP
JUNCTION TRAILER NEUTRAL LAMP
BLOCK BRAKE BACK-UP BACK-UP
LAMP POSITION LAMP SWITCH
FUSE (8W-12-2) PROVISION SWITCH SWITCH SWITCH (8W-51-5)
8 OUTPUT (8W-44-8) OUTPUT
20A
(8W-12-12) 1 2
8 C14
F70 B40 L10 L10
14 12 18 18
PK/BK LB BR/LG BR/LG
S315
(8W-12-12)
6 C131 7 C131
F70
16
PK/BK
6 C372
F70
16
PK/BK GAS DIESEL
A L10
TRAILER 18
TOW B40 BR/LG
CIRCUIT 12
CIRCUIT LB
2 C1
BREAKER BREAKER JUNCTION
15A (8W-12-21) BLOCK
(8W-12-2)
TRAILER LAMP
B
TOW PARK OUTAGE
STOP LAMP 1 C14
FUSED RELAY
MODULE
LAMP L10
B(+) OUTPUT (8W-51-6) 18
3 RELAY BR/LG
(8W-54-3)
3 C2
S311
F70 F70 L90 (8W-12-21)
16 16 18 L10
PK/BK PK/BK DB/RD 18
BR/LG
S331 2 C372 3 C328
L90 L10
F70 18 18
16 DB/RD BR/LG
PK/BK
6 8 2 3 C331
F70 B40 L90 L10

18 14 18 18
PK/BK LB DB/RD BR/LG
7 5 3
4
FACTORY
TRAILER
TOW
CONNECTOR
J988W-3 ZG005402
ZJ/ZG 8W-54 TRAILER TOW 8W - 54 - 3
FACTORY
TURN LAMP
SIGNAL/ BRAKE OUTAGE
RIGHT LEFT HAZARD LAMP MODULE
TURN TURN SWITCH
SIGNAL SIGNAL WARNING OUTPUT
(8W-51-4)
12 15 SWITCH 2 C2
(PART OF
MULTI-FUNCTION
L60 L61
18 18 SWITCH)
TN DG (8W-52-5)
4 3 C307
L60 L61 L50

18 18 18
TN LG WT/TN
5 4 1 C372
L60 L61 L50

18 18 18
TN LG WT/TN
94 18DG 94 18DG
95 18PK 95 18PK
1 5 4 1 5 4 1 5 4
TRAILER TRAILER TRAILER
TOW TOW TOW
RIGHT LEFT STOP
TURN TURN LAMP
2 3 RELAY 2 3 RELAY RELAY
2 3
Z1 L60 Z1 L61 Z1 F70

18 18 18 18 18 16
BK TN/OR BK LG/OR BK PK/BK
S330 S331
(8W-54-2)
Z1 Z1 F70
12 12 16
BK BK PK/BK
8 C372
5 9 4 6 C331
S343
Z1 L60 Z1 L61 F70

12 18 12 18 18
BK TN BK LG PK/BK
2 8 10 4
FACTORY
S314 TRAILER
(8W-15-16) TOW
Z1
12 CONNECTOR
BK
G302
(8W-15-16)
ZG005403 J988W-3
8W - 54 - 4 8W-54 TRAILER TOW ZJ/ZG
AFTERMARKET
BATT A250 (8W-10-14)

TURN
JUNCTION SIGNAL/
BLOCK RIGHT HAZARD
(8W-12-2) TURN
SIGNAL WARNING
FUSE SWITCH
12
8 (PART OF
20A
(8W-12-12) MULTI-FUNCTION
L60
SWITCH)
(8W-52-5)
8 C14 18
TN
LAMP
BRAKE OUTAGE
LAMP MODULE
SWITCH (8W-51-4)
OUTPUT
F70
2 C2
14 4 C307
PK/BK
L50
18
WT/TN L60
18
TN
LAMP
PARK OUTAGE
LAMP MODULE
S315 S340 RELAY (8W-51-6)
OUTPUT
(8W-12-12) (8W-52-7)
3 C2
F70 L60 L90

16 18 18
PK/BK TN DB/RD
D A C B
AFTERMARKET
TRAILER
TOW
CONNECTOR
J988W-3 ZG005404
ZG 8W - 60 POWER WINDOWS 8W - 60 - 1
8W-60 POWER WINDOWS

Body Control Module . . . . . . . . . . . . . . . .8W-60-2, 3 G302 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-60-2, 4
Circuit Breaker 2 . . . . . . . . . . . . . . . . . . .8W-60-2, 3 Junction Block . . . . . . . . . . . . . . . . . . . . .8W-60-2, 3
Driver Door Module . . . . . . . . . . . . . . . . .8W-60-2, 4 Passenger Door Module. . . . . . . . . . . . . . .8W-60-3, 4
Driver Front Power Window Motor. . . . . . . .8W-60-2 Passenger Front Power Window Motor . . . . .8W-60-3
Driver Rear Power Window Motor . . . . . . . .8W-60-4 Passenger Rear Power Window Motor . . . . .8W-60-4
Driver Rear Power Window Switch. . . . . . . .8W-60-4 Passenger Rear Power Window Switch . . . . .8W-60-4
G301 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-60-3, 4
8W - 60 - 2 8W-60 POWER WINDOWS ZJ/ZG
BATT A250 (8W-10-14)

JUNCTION
BLOCK
(8W-12-2)
CIRCUIT
BREAKER
2
30A
(8W-12-11)
7 C14
F18
12
TN
3 C334
F18
12
TN
12 C1
DRIVER
DOOR
1 2
MODULE
CCD CCD 1 UP
BUS BUS 2 DOWN
(+) (-)
1 C1 7 C1 2 C1 8 C1 9 C1
D1 D2
POWER FULL 18 18
GROUP OPTION VT/BR
TWISTED WT/BK
PAIR
Z1 13 12 C334
12
BK D1 D2
18 18
VT/BR TWISTED WT/BK
PAIR
S324
(8W-15-16)
S306 S307
(8W-30-4) (8W-30-3)
(8W-30-21) (8W-30-20)
D1 D2
18 18
Q11 Z1 Z1 Q21
VT/BR WT/BK
16 12 12 16
LB BK BK WT
1 2 C302
D1 D2
18 18
VT/BR WT/BK
1 C334
S204 S203
Z1 (8W-30-4) (8W-30-3)
12 D1 (8W-30-21) D2 (8W-30-20)
BK 18 TWISTED 18
VT/BR PAIR WT/BK
G302
1 (8W-15-16) 2 19 C1 20 C1
DRIVER CCD CCD BODY
FRONT BUS BUS CONTROL
POWER (+) (-) MODULE
M
WINDOW (8W-45-2)
J988W-3 MOTOR ZG006002

ZJ/ZG 8W-60 POWER WINDOWS 8W - 60 - 3
BATT A250 (8W-10-14)

JUNCTION
BLOCK
(8W-12-2)
CIRCUIT
BREAKER
2
30A
(8W-12-11)
9 C14
F81
12
TN
3 C351
F81
12
TN
12 C1
PASSENGER
1 2 DOOR
CCD CCD MODULE
BUS BUS 1 UP
(+) (-) 2 DOWN
1 C1 7 C1 2 C1 8 C1 9 C1
D1 D2
POWER FULL 18 18
VT/BR
TWISTED WT/BK
GROUP OPTION
PAIR
13 12 C351
D1 D2
18 18
Z1 VT/BR WT/BK
12
BK
S306 S307
(8W-30-4) (8W-30-3)
(8W-30-21) (8W-30-20)
D1 D2
18 18
S325 VT/BR WT/BK
(8W-15-14) TWISTED
PAIR
Q12 Z1 Z1 Q22
1 2 C302
16 12 12 16
BR BK BK VT D1 D2
18 18
VT/BR WT/BK
S204 S203
1 C351 (8W-30-4) (8W-30-3)
(8W-30-21) (8W-30-20)
Z1 D1 D2
12
BK
18 TWISTED 18
VT/BR PAIR WT/BK
G301
1 (8W-15-14) 2 19 C1 20 C1
PASSENGER CCD CCD BODY
FRONT BUS BUS CONTROL
POWER (+) (-) MODULE
M
WINDOW (8W-45-2)
ZG006003 MOTOR J988W-3

8W - 60 - 4 8W-60 POWER WINDOWS ZJ/ZG
LEFT LEFT LEFT DRIVER RIGHT RIGHT RIGHT PASSENGER

REAR REAR REAR DOOR REAR REAR REAR DOOR
WINDOW WINDOW DOOR MODULE WINDOW WINDOW DOOR MODULE
DRIVER DRIVER SWITCH DRIVER DRIVER SWITCH
(DOWN) (UP) ILLUMINATION (DOWN) (UP) ILLUMINATION
4 C1 3 C1 10 C1 4 3 10
Q27 Q17 E21 Q28 Q18 E20

16 16 18 16 16 18
RD/BK DB/WT OR DG/WT GY/BK OR/DB
7 5 4 C334 7 5 4 C351
Q27 Q17 E21 Q28 Q18 E20
14 14 18 14 14 18
RD/BK DB/WT OR/RD DG/WT GY/BK OR/DB
E C343 E C345
2 1 C309 (LHD) 2 1 C330 (LHD)

C330 (RHD) C309 (RHD)
Q27 Q17 E21 Q28 Q18 E20
14 14 20 14 14 20
RD/BK DB/WT OR/RD DG/WT GY/BK OR/DG
4 1 3 4 1 3
DRIVER PASSENGER
2 1 2 1
REAR REAR
POWER POWER
WINDOW WINDOW
SWITCH SWITCH
1 UP 1 UP
5 2 6 2 DOWN 5 2 6 2 DOWN
Q22 Q12 Z1 Q22 Q12 Z1
16 16 16 16 16 16
VT BR BK VT BR BK
D C343 D C345
Z1 Z1
2 1 16 2 1 16
DRIVER BK PASSENGER BK
REAR REAR
M
POWER S304 M
POWER S333
WINDOW (8W-15-15) WINDOW (8W-15-14)
MOTOR Z1 MOTOR Z1
12 12
BK BK
G302 G301
(8W-15-15) (8W-15-14)
J988W-3 ZG006004
ZG 8W - 61 POWER DOOR LOCKS 8W - 61 - 1
8W-61 POWER DOOR LOCKS

Body Control Module . . . . . . . . . . . . . . . .8W-61-2, 3 Junction Block . . . . . . . . . . . . . . . . . . .8W-61-2, 3, 5
Circuit Breaker 2 . . . . . . . . . . . . . . . . . . .8W-61-2, 3 Liftgate Lock Motor . . . . . . . . . . . . . . . . . . .8W-61-4
Driver Door Module . . . . . . . . . . . . . . . . . . .8W-61-2 Liftglass Limit Switch . . . . . . . . . . . . . . . . .8W-61-5
Driver Front Door Lock Motor . . . . . . . . . . .8W-61-2 Liftglass Push Button . . . . . . . . . . . . . . . . . .8W-61-5
Driver Rear Door Lock Motor . . . . . . . . . . . .8W-61-4 Liftglass Release Solenoid. . . . . . . . . . . . . . .8W-61-5
Fuse 8 (JB) . . . . . . . . . . . . . . . . . . . . . . . . . .8W-61-5 Passenger Door Module . . . . . . . . . . . . . . . .8W-61-3
G300 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-61-5 Passenger Front Door Lock Motor . . . . . . . .8W-61-4
G301 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-61-3 Passenger Rear Door Lock Motor . . . . . . . . .8W-61-4
G302 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8W-61-2
8W - 61 - 2 8W-61 POWER DOOR LOCKS ZJ/ZG
BATT A250 (8W-10-14)

JUNCTION
BLOCK
CIRCUIT (8W-12-2)
BREAKER
2
30A
(8W-12-11)
7 C14
F81
12
TN
3 C334
F81
12
TN
12 C1
DRIVER
DOOR
1 2
MODULE
1 UNLOCK
CCD CCD 2 LOCK
BUS BUS
(+) (-)
7 C1 5 C1 6 C1 8 C1 9 C1
P34 P35 D1 D2
18 18 18 TWISTED 18
PK/BK OR/VT VT/BR PAIR WT/BK
C334
1 2 13 12
DRIVER D1 D2
POWER FULL 18 18
GROUP OPTION FRONT VT/BR WT/BK
M
DOOR
Z1 LOCK S306 S307
12 MOTOR (8W-30-4) (8W-30-3)
BK
D1 (8W-30-21) D2 (8W-30-20)
18 18
Z1 VT/BR
TWISTED WT/BK
12 S324 PAIR
BK (8W-15-16)
1 2
Z1 C302
12
BK D1 D2
18 18
VT/BR WT/BK
S204 S203
(8W-30-4) (8W-30-3)
Z1 D1 (8W-30-21) D2 (8W-30-20)
12 18 18
BK VT/BR
TWISTED WT/BK
PAIR
1 C334
19 C1 20 C1
Z1 BODY
12 CCD CCD
BK BUS BUS CONTROL
(+) (+) MODULE
G302 (8W-45-2)
(8W-15-16)
J988W-3 ZG006102
ZJ/ZG 8W-61 POWER DOOR LOCKS 8W - 61 - 3
BATT A250 (8W-10-14)

JUNCTION
BLOCK
(8W-12-2)
CIRCUIT
BREAKER
2
30A
(8W-12-11)
9 C14
F81
12
TN
3 C351
F81
12
TN
12 C1
PASSENGER
DOOR
1 2
MODULE
1 LOCK
2 UNLOCK
CCD CCD
BUS BUS
(+) (-)
7 C1 6 C1 5 C1 8 C1 9 C1
Z1 P2 P34 D1 TWISTED D2
12 16 16 18 18
BK BK/WT PK/BK VT/BR PAIR WT/BK
A B 13 12 C351
TO TO D1 D2
18 18
S326 S327 VT/BR WT/BK
(8W-61-4) (8W-61-4)
POWER FULL S306 S307
GROUP OPTION (8W-30-4) (8W-30-3)
D1 (8W-30-21) D2 (8W-30-20)
Z1 18 TWISTED 18
12 VT/BR WT/BK
BK PAIR
Z1
12 S325 1 2 C302
BK (8W-15-14)
Z1 D1 D2
12 18 18
BK VT/BR WT/BK
S204 S203
(8W-30-4) (8W-30-3)
Z1
(8W-30-21) (8W-30-20)
12 D1 D2
BK 18 TWISTED 18
VT/BR PAIR WT/BK
1 C351
Z1 19 C1 20 C1
12 CCD CCD BODY
BK BUS BUS CONTROL
(+) (-) MODULE
G301
(8W-15-14) (8W-45-2)
ZG006103 J988W-3
8W - 61 - 4 8W-61 POWER DOOR LOCKS ZJ/ZG
FROM FROM
PASSENGER PASSENGER
DOOR DOOR
MODULE MODULE
(8W-61-3) (8W-61-3)
A B
P2 P34
16 16
BK/WT PK/BK
S326 S327
P2 P34
14 P2 P34 14
BK/WT 16 16 PK/BK
BK/WT PK/BK
9 C351 2 1 10 C351
PASSENGER
FRONT
P2 DOOR P34
14 M 14
BK/WT
LOCK PK/BK
MOTOR
S310 S308
P2 P2 P2 P34 P34 P34

16 14 16 14 14 14
BK/WT BK/WT BK/WT PK/BK PK/BK PK/BK
3 3
C C343 C323 C C345 3 C330 C326 3 C309
1 1
P2 P2 P2 P34 P34 P34

18 16 18 18 16 18
BK/WT BK/WT BK/WT PK/BK PK/BK PK/BK
2 1
PASSENGER
REAR
M
DOOR
LOCK
MOTOR
A B
LIFTGATE
LOCK
M
MOTOR
2 1
DRIVER
REAR
M
DOOR
LOCK
MOTOR
J988W-3

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LUBRICATION AND MAINTENANCE

GENERAL INFORMATION . . . . . . . . . . . . . . . . . . 1 MAINTENANCE SCHEDULE . . . . . . . . . . . . . . . . 2

SPECIFICATIONS FLUID CAPACITIES . . . . . . . . . . . . . . . . . . . . . . 1

SPECIFICATIONS ENGINE OIL

ENGINE OIL—DIESEL ENGINES 2.5L Diesel Engine (includes filter) . . . . . . . . . 6.5 L

FLUID CAPACITIES TRANSFER CASE

FUEL TANK NV231 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.8 L

Diesel Engine Equipped Vehicles . . . . . . . . . . 87.4 L FRONT AXLE

Model 181 . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.48 L

GENERAL INFORMATION SCHEDULE—A ......................... 2

GENERAL INFORMATION • Check all fluid levels.

EVERY 10 000 KM AFTER 100 000 KM 30 000 KM

LUBRICATION AND MAINTENANCE

GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . 1 MAINTENANCE SCHEDULES . . . . . . . . . . . . . . . . 3

GENERAL INFORMATION INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . 1

GENERAL INFORMATION cants and chemicals be used. Mopar provides the

PARTS AND LUBRICANT RECOMMENDATIONS

Fig. 3 NLGI Symbol

GENERAL INFORMATION SCHEDULE—B . . . . . . . . . . . . . . . . . . . . . . . . . . 5

GENERAL INFORMATION ONCE A MONTH

117,000 Miles (187 000 km)

JUMP STARTING, HOISTING AND TOWING

SERVICE PROCEDURES JUMP STARTING PROCEDURE . . . . . . . . . . . . . . 8

SERVICE PROCEDURES transmission in PARK or the manual transmission in

TO JUMP START A DISABLED VEHICLE:

FLAT-BED TOWING RAMP ANGLE

TWO-WHEEL-DRIVE VEHICLE TOWING

WARNING: WHEN TOWING A DISABLED VEHICLE

TOWING-REAR END LIFTED

CAUTION: Do not use steering column lock to

WARNING: THE HOISTING AND JACK LIFTING

Fig. 3 Correct Vehicle Lifting Locations

EXHAUST SYSTEM AND INTAKE MANIFOLD

GENERAL INFORMATION INTAKE AND EXHAUST MANIFOLD—

Fig. 2 Exhaust System—5.2L/5.9L

CAUTION: Avoid application of rust prevention

The stainless steel catalytic converter body is

DIAGNOSIS AND TESTING

REMOVAL AND INSTALLATION

Fig. 5 Exhaust System—4.0L Engine

Fig. 6 Exhaust Pipe—5.2L/5.9L Engines

Fig. 11 Cross-Over Gaskets and Locator Dowels

EXHAUST MANIFOLD—5.2/5.9L ENGINE

Fig. 12 Intake Manifold Flange Gasket Alignment

Fig. 13 Intake Manifold Bolt Tightening Sequence Fig. 14 Exhaust Manifold

EXHAUST SYSTEM AND INTAKE MANIFOLD

GENERAL INFORMATION EXHAUST PIPE . . . . . . . . . . . . . . . . . . . . . . . . 2

GENERAL INFORMATION EXHAUST HEAT SHIELDS

CAUTION: Avoid application of rust prevention

REMOVAL AND INSTALLATION INSTALLATION

WARNING: IF TORCHES ARE USED WHEN WORK-

(4) Remove the clamp nuts at muffler (Fig. 3). To INSTALLATION

Fig. 3 Front Pipe to Muffler

FRAME AND BUMPERS

REMOVAL AND INSTALLATION REAR BUMPER FASCIA . . . . . . . . . . . . . . . . . . . 2

REMOVAL AND INSTALLATION

Fig. 2 Lower Fascia Removal