.Archivetempjeep Wrangler JK Manual Published in 2010 PDF

Contents
2010 GENERAL INFORMATION Vehicle Quick Reference - Wrangler . . . . . . . . . . . . . . . . . . . 3

ACCESORIES AND EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
2010 ACCESSORIES & EQUIPMENT Audio & Video - Service Information - Wrangler . . . . . . .56
2010 ACCESSORIES & EQUIPMENT Audio (Amplifier) - Electrical Diagnostics - Wrangler . . . .77
2010 ACCESSORIES & EQUIPMENT Audio (Radio) - Electrical Diagnostics - Wrangler . . . . . 213
2010 ACCESSORIES & EQUIPMENT Automatic Sway Bar System (ASBS) - Electrical Diagnostics 309 - Wrang
2010 ACCESSORIES & EQUIPMENT Cabin Compartment Node (CCN) - Electrical Diagnostics326 - Wrangler
2010 ACCESSORIES & EQUIPMENT Communication - Non-DTC Diagnostics - Wrangler . . . . 427
2010 ACCESSORIES & EQUIPMENT Intrusion Transceiver Module (ITM) - Electrical Diagnostics 539- Wrangl
2010 ACCESSORIES & EQUIPMENT Lamps_Lighting - Exterior - Service Information - Wrangler 594
2010 ACCESSORIES & EQUIPMENT Message Center - Service Information - Wrangler . . . . . 665
2010 ACCESSORIES & EQUIPMENT Power Distribution - Wrangler . . . . . . . . . . . . . . . . . . 676
2010 ACCESSORIES & EQUIPMENT Speed Control - Service Information - Wrangler . . . . . .683
2010 ACCESSORIES & EQUIPMENT Totally Integrated Power Module (TIPM) - Electrical Diagnostics 687 - Wr
2010 ACCESSORIES & EQUIPMENT Vehicle Theft Security - Service Information - Wrangler 1012
2010 ACCESSORIES & EQUIPMENT Wipers_Washers - Service Information - Wrangler . . . 1041
2010 ACCESSORIES & EQUIPMENT Wireless Control Module (WCM) - Electrical Diagnostics1100 - Wrangler
2010 ACCESSORIES AND EQUIPMENT Body - Wrangler . . . . . . . . . . . . . . . . . . . . . . . 1168
2010 ACCESSORIES AND EQUIPMENT Chime_Buzzer - Service Information - Wrangler . . . 1527
2010 ACCESSORIES AND EQUIPMENT Electronic Control Modules - Service Information - Wrangler 1531
2010 ACCESSORIES AND EQUIPMENT Frame and Bumpers - Wrangler . . . . . . . . . . . . .1554
2010 ACCESSORIES AND EQUIPMENT Heated Glass - Service Information - Wrangler . . . 1586
2010 ACCESSORIES AND EQUIPMENT Horn System - Service Information - Wrangler . . . . 1591
2010 ACCESSORIES AND EQUIPMENT Instrument Cluster - Service Information - Wrangler 1596
2010 ACCESSORIES AND EQUIPMENT Lamps_Lighting - Interior - Service Information - Wrangler 1631
2010 ACCESSORIES AND EQUIPMENT Navigation_Telecommunication - Service Information1648 - Wrangler
2010 ACCESSORIES AND EQUIPMENT Power Doors - Non-DTC Diagnostics - Wrangler . . 1653
2010 ACCESSORIES AND EQUIPMENT Power Locks - Service Information - Wrangler . . . . 1673
2010 ACCESSORIES AND EQUIPMENT Power Mirrors - Service Information - Wrangler . . . 1682
2010 ACCESSORIES AND EQUIPMENT Power Windows - Service Information - Wrangler . . 1685
2010 GENERAL INFORMATION Mopar Accessories - Wrangler . . . . . . . . . . . . . . . . . . . . 1692
BRAKES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1753
2010 BRAKES ABS - Electrical Diagnostics - Wrangler . . . . . . . . . . . . . . . . . . . . . . . . . . 1753
2010 BRAKES ABS - Service Information - Wrangler . . . . . . . . . . . . . . . . . . . . . . . . . . . 1965
2010 BRAKES Base - Service Information - Wrangler . . . . . . . . . . . . . . . . . . . . . . . . . . . 1982
DRIVELINE AXLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2057
2010 DRIVELINE_AXLES Front Axle - 186FBI - Wrangler . . . . . . . . . . . . . . . . . . . . . . . . 2057
2010 DRIVELINE_AXLES Front Axle - 216FBI - Wrangler . . . . . . . . . . . . . . . . . . . . . . . . 2137
2010 DRIVELINE_AXLES Propeller Shaft - Wrangler . . . . . . . . . . . . . . . . . . . . . . . . . . . 2185
2010 DRIVELINE_AXLES Rear Axle - 226RBI - Wrangler . . . . . . . . . . . . . . . . . . . . . . . . 2199
ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2300
2010 ENGINE 2.8L . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2300
2010 ENGINE 3.8l . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2511
2010 ENGINE Cooling - Wrangler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2683
2010 ENGINE Exhaust System - Wrangler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2755
2010 ENGINE Fuel System - Wrangler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2774
2010 ENGINE Ignition Control - Service Information - Wrangler . . . . . . . . . . . . . . . . . . . . 2886
2010 ENGINE PERFORMANCE Driveability - Gas - Non-DTC Diagnostics - Wrangler . . . . . 2907
2010 ENGINE Starting - Service Information - Wrangler . . . . . . . . . . . . . . . . . . . . . . . . . 2969
HVAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2988
2010 HVAC Heating & Air Conditioning - Service Information - Wrangler . . . . . . . . . . . . . . 2988
RESTRAINT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3118
2010 RESTRAINTS Electrical Diagnostics - Wrangler . . . . . . . . . . . . . . . . . . . . . . . . . . . 3118
2010 RESTRAINTS Service Information - Wrangler . . . . . . . . . . . . . . . . . . . . . . . . . . . .3437
STEERING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3529
2010 STEERING Steering - Wrangler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3529
SUSPENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3617
2010 ACCESSORIES & EQUIPMENT Automatic Sway Bar System (ASBS) - Electrical Diagnostics 3617 - Wrang
2010 SUSPENSION Front Suspension - Wrangler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3634
2010 SUSPENSION Rear Suspension - Wrangler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3686
2010 SUSPENSION Tires_Wheels - Service Information - Wrangler . . . . . . . . . . . . . . . . . 3703
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3734
2010 AUTOMATIC TRANSMISSION 42RLE - Service Information - Wrangler . . . . . . . . . . . 3734
2010 AUTOMATIC TRANSMISSION 545RFE - Service Information - Wrangler . . . . . . . . . .3928
2010 AUTOMATIC TRANSMISSION Powertrain Control Module (PCM) - Electrical Diagnostics4074 - 42RLE - W
2010 AUTOMATIC TRANSMISSION Transmission Control Module (TCM) - Electrical Diagnostics 4262- Wrangle
2010 CLUTCH Clutch - Wrangler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4538
2010 MANUAL TRANSMISSION NSG370 - Service Information - Wrangler . . . . . . . . . . . . 4557
2010 TRANSFER CASE NV241 GENII - Service Information - Wrangler . . . . . . . . . . . . . . .4635
2010 TRANSFER CASE NV241OR - Service Information - Wrangler . . . . . . . . . . . . . . . . . 4696
ELECTRICAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4756
2010 ELECTRICAL Battery System - Wrangler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4756
2010 ELECTRICAL Charging - Service Information - Wrangler . . . . . . . . . . . . . . . . . . . . . 4783
ELECTRICAL COMPONENT LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4802
ELECTRICAL\WIRING DIAGRAMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4896
2010 SYSTEM WIRING DIAGRAMS Jeep - Wrangler . . . . . . . . . . . . . . . . . . . . . . . . . 4896
Back To Article
2010 GENERAL INFORMATION
Vehicle Quick Reference Wrangler
CAPACITIES AND RECOMMENDED FLUIDS
DESCRIPTION
FLUID TYPES
When service is required, Chrysler Group LLC recommends that only MoparÂ® brand parts, lubricants and
chemicals be used. MoparÂ® provides the best engineered products for servicing Chrysler Group LLC
vehicles.
Only lubricants bearing designations defined by the following organization should be used to service a Chrysler
Group LLC vehicle:
Society of Automotive Engineers (SAE)
American Petroleum Institute (API)
National Lubricating Grease Institute (NLGI)
European Automobile Manufacturers Association (ACEA)
API QUALITY CLASSIFICATION
Fig. 1: API Symbol
Courtesy of CHRYSLER LLC
This symbol on the front of an oil container means that the oil has been certified by the American Petroleum
Institute (API) to meet all the lubrication requirements specified by Chrysler Group LLCÂ®.
GEAR LUBRICANTS
SAE ratings also apply to multigrade gear lubricants. In addition, API classification defines the lubricant's
usage, such as API GL5 and SAE 75W90.
LUBRICANT RECOMMENDATIONS
Chassis
Component Fluid, Lubricant, or Genuine Part
Steering Gear AND Linkage, MoparÂ® MultiPurpose Grease NLGI Grade 2 EP, GCLB
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Ball Joints, Prop Shafts AND
Yokes, Wheel Bearings
Body
Hinges:
Door And Hood MoparÂ® Engine Oil
Liftgate MoparÂ® MultiPurpose Grease NLGI Grade 2 EP, GCLB
Latches:
Door, Hood/Safety Catch, MoparÂ® MultiPurpose Grease NLGI Grade 2 EP, GCLB
Liftgate
Seat Regulator AND Track MoparÂ® MultiPurpose Grease NLGI Grade 2 EP, GCLB
Window System Components MoparÂ® Spray White Lubricant
Lock Cylinders MoparÂ® Lock Cylinder Lubricant
Parking Brake Mechanism MoparÂ® Wheel Bearing Grease NLGI Grade 1, GCLBB
Soft Top MoparÂ® Soft Top Zipper Cleaner AND Lubricant
ENGINE OIL
WARNING: New or used engine oil can be irritating to the skin. Avoid prolonged or
repeated skin contact with engine oil. Contaminants in used engine oil, caused
by internal combustion, can be hazardous to your health. Thoroughly wash
exposed skin with soap and water. Do not wash skin with gasoline, diesel fuel,
thinner, or solvents, health problems can result. Do not pollute, dispose of used
engine oil properly. Contact your dealer or government agency for location of
collection center in your area.
Only lubricants bearing designations defined by the following organization should be used.
Society of Automotive Engineers (SAE)
American Petroleum Institute (API)
National Lubricating Grease Institute (NLGI)
Association des Constructeurs Europeens d' Automobiles (European Automobile Manufacturers
Association) (ACEA)
API SERVICE GRADE CERTIFIED
Use an engine oil that is API Certified. MOPARÂ® provides engine oils, that meet or exceed this requirement.
SAE VISCOSITY
Fig. 2: 5W30 Oil Filler Cap
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An SAE viscosity grade is used to specify the viscosity of engine oil. Use only engine oils with multiple
viscosities. These are specified with a dual SAE viscosity grade which indicates the coldtohot temperature
viscosity range. Select an engine oil that is best suited to your particular temperature range. Refer to your
engine oil filler cap for the recommended engine oil viscosity for your vehicle.
Engine Oil Viscosity (2.8L Diesel Engines)
For vehicles equipped with a Diesel Particulate Filter (DPF), use a fully synthetic, low ash oil that meets
Chrysler Material Standard MS11106.
For vehicles not equipped with a DPF, use a fully synthetic oil that meets Chrysler Material Standard MS
10725.
ACEA Categories
For countries that use the ACEA European Oil Categories for Service Fill Oils, use engine oils that meet the
requirements of ACEA A1/B1, A2/B2, or A3/B3.
ENERGY CONSERVING OIL
An Energy Conserving type oil is recommended for gasoline engines. The designation of ENERGY
CONSERVING is located on the label of an engine oil container.
CONTAINER IDENTIFICATION
Fig. 3: API Certification Mark
Standard engine oil identification notations have been adopted to aid in the proper selection of engine oil. The
identifying notations are located on the front label of engine oil plastic bottles and the top of engine oil cans.
This symbol means that the oil has been certified by the American Petroleum Institute (API). Chrysler only
recommends API Certified engine oils. Use MoparÂ® engine oil or equivalent.
SYNTHETIC ENGINE OILS
There are a number of engine oils being promoted as either synthetic or semisynthetic. If you chose to use such
a product, use only those oils that meet the American Petroleum Institute (API) and SAE viscosity standard.
Follow the service schedule that describes your driving type.
ENGINE OIL ADDITIVES/SUPPLEMENTS
The manufacturer does not recommend the addition of any engine oil additives/supplements to the specified
engine oil. Engine oil additives/supplements should not be used to enhance engine oil performance. Engine oil
additives/supplements should not be used to extend engine oil change intervals. No additive is known to be safe
for engine durability and can degrade emission components. Additives can contain undesirable materials that
harm the long term durability of engines by:
Doubling the level of Phosphorus in the engine oil. The ILSAC (International Lubricant Standard
Approval Committee) GF2 and GF3 standards require that engine oil contain no more than 0.10%
Phosphorus to protect the vehicles emissions performance. Addition of engine oil additives/supplements
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can poison, from the added sulfur and phosphorus, catalysts and hinder efforts to guarantee emissions
performance to 80,000 miles.
Altering the viscosity characteristics of the engine oil so that it no longer meets the requirements of the
specified viscosity grade.
Creating potential for an undesirable additive compatibility interaction in the engine crankcase. Generally
it is not desirable to mix additive packages from different suppliers in the crankcase; there have been
reports of low temperature engine failures caused by additive package incompatibility with such
mixtures.
FUEL REQUIREMENTS
Your engine is designed to meet all emissions regulations and provide excellent fuel economy and performance
when using high quality unleaded "regular" gasoline having an octane rating of 87. The routine use of premium
gasoline is not recommended. Under normal conditions the use of premium fuel will not provide a benefit over
high quality regular gasoline and in some circumstances may result in poorer performance.
Light spark knock at low engine speeds is not harmful to your engine. However, continued heavy spark knock
at high speeds can cause damage and immediate service is required. Engine damage resulting from operation
with a heavy spark knock may not be covered by the new vehicle warranty.
Poor quality gasoline can cause problems such as hard starting, stalling and hesitations. If you experience these
symptoms, try another brand of gasoline before considering service for the vehicle.
Over 40 auto manufacturers worldwide have issued and endorsed consistent gasoline specifications (the
Worldwide Fuel Charter, WWFC) to define fuel properties necessary to deliver enhanced emissions,
performance and durability for your vehicle. We recommend the use of gasoline that meet the WWFC
specifications if they are available.
REFORMULATED GASOLINE
Many areas of the country require the use of cleaner burning gasoline referred to as "reformulated" gasoline.
Reformulated gasoline contain oxygenates, and are specifically blended to reduce vehicle emissions and
improve air quality.
We strongly support the use of reformulated gasoline. Properly blended reformulated gasoline will provide
excellent performance and durability for the engine and fuel system components.
GASOLINE/OXYGENATE BLENDS
Some fuel suppliers blend unleaded gasoline with oxygenates such as 10% ethanol, MTBE, and ETBE.
Oxygenates are required in some areas of the country during the winter months to reduce carbon monoxide
emissions. Fuels blended with these oxygenates may be used in your vehicle.
CAUTION: DO NOT use gasoline containing METHANOL. Gasoline containing methanol
may damage critical fuel system components.
MMT IN GASOLINE
MMT is a manganesecontaining metallic additive that is blended into some gasoline to increase octane.
Gasoline blended with MMT provide no performance advantage beyond gasoline of the same octane number
without MMT. Gasoline blended with MMT reduce spark plug life and reduce emission system performance in
some vehicles. We recommend that gasoline free of MMT be used in your vehicle. The MMT content of
gasoline may not be indicated on the gasoline pump; therefore, you should ask your gasoline retailer whether or
not his/her gasoline contains MMT.
It is even more important to look for gasoline without MMT in Canada because MMT can be used at levels
higher than allowed in the United States. MMT is prohibited in Federal and California reformulated gasoline.
SULFUR IN GASOLINE
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If you live in the northeast United States, your vehicle may have been designed to meet California low emission
standards with CleanerBurning California reformulated gasoline with low sulfur. If such fuels are not available
in states adopting California emission standards, your vehicles will operate satisfactorily on fuels meeting
federal specifications, but emission control system performance may be adversely affected. Gasoline sold
outside of California is permitted to have higher sulfur levels which may affect the performance of the vehicle's
catalytic converter. This may cause the Malfunction Indicator Lamp (MIL), Check Engine or Service Engine
Soon light to illuminate. We recommend that you try a different brand of unleaded gasoline having lower sulfur
to determine if the problem is fuel related prior to returning your vehicle to an authorized dealer for service.
CAUTION: If the Malfunction Indicator Lamp (MIL), Check Engine or Service Engine Soon
light is flashing, immediate service is required; see onboard diagnostics
system section.
MATERIALS ADDED TO FUEL
All gasoline sold in the United States and Canada are required to contain effective detergent additives. Use of
additional detergents or other additives is not needed under normal conditions.
FUEL SYSTEM CAUTIONS
CAUTION: Follow these guidelines to maintain your vehicle's performance:
The use of leaded gas is prohibited by Federal law. Using leaded gasoline can impair engine performance,
damage the emission control system, and could result in loss of warranty coverage.
An outoftune engine, or certain fuel or ignition malfunctions, can cause the catalytic converter to
overheat. If you notice a pungent burning odor or some light smoke, your engine may be out of tune or
malfunctioning and may require immediate service. Contact your dealer for service assistance.
When pulling a heavy load or driving a fully loaded vehicle when the humidity is low and the
temperature is high, use a premium unleaded fuel to help prevent spark knock. If spark knock persists,
lighten the load, or engine piston damage may result.
The use of fuel additives which are now being sold as octane enhancers is not recommended. Most of
these products contain high concentrations of methanol. Fuel system damage or vehicle performance
problems resulting from the use of such fuels or additives is not the responsibility of Chrysler
Corporation and may not be covered under the new vehicle warranty.
NOTE: Intentional tampering with emissions control systems can result in civil
penalties being assessed against you.
ENGINE COOLANT
WARNING: Antifreeze is an ethylene glycol based coolant and is harmful if swallowed or
inhaled. If swallowed, drink two glasses of water and induce vomiting. If
inhaled, move to fresh air area. Seek medical attention immediately. Do not
store in open or unmarked containers. Wash skin and clothing thoroughly after
coming in contact with ethylene glycol. Keep out of reach of children. Dispose
of glycol based coolant properly, contact your government agency for location
of collection center in your area. Do not open a cooling system when the
engine is at operating temperature or hot under pressure, personal injury can
result. Avoid radiator cooling fan when engine compartment related service is
performed, personal injury can result.
CAUTION: Use of Propylene Glycol based coolants is not recommended, as they provide
less freeze protection and less boiling protection.
The cooling system is designed around the coolant. The coolant must accept heat from engine metal, in the
cylinder head area near the exhaust valves and engine block. Then coolant carries the heat to the radiator where
the tube/fin radiator can transfer the heat to the air.
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The use of aluminum cylinder blocks, cylinder heads, and water pumps requires special corrosion protection.
MoparÂ® Antifreeze/Coolant, 5 Year/100,000 Mile Formula (MS9769), or the equivalent ethylene glycol
based coolant with hybrid organic corrosion inhibitors (called HOAT, for Hybrid Organic Additive Technology)
is recommended. This coolant offers the best engine cooling without corrosion when mixed with 50% Ethylene
Glycol and 50% distilled water to obtain a freeze point of 37Â°C (35Â°F). If it loses color or becomes
contaminated, drain, flush, and replace with fresh properly mixed coolant solution.
The green coolant MUST NOT BE MIXED with the orange or magenta coolants. When replacing coolant the
complete system flush must be performed before using the replacement coolant.
CAUTION: MoparÂ® Antifreeze/Coolant, 5 Year/100,000 Mile Formula (MS9769) may not be
mixed with any other type of antifreeze. Doing so will reduce the corrosion
protection and may result in premature water pump seal failure. If nonHOAT
coolant is introduced into the cooling system in an emergency, it should be
replaced with the specified coolant as soon as possible.
TRANSFER CASE NV241
Recommended lubricant for the NV241 transfer case is MoparÂ® ATF +4, Automatic Transmission Fluid.
MANUAL TRANSMISSION
NOTE: Chrysler recommends using MoparÂ® lubricants or lubricants of equal quality.
NSG370 MoparÂ® Manual Transmission Lubricant MS9224
AUTOMATIC TRANSMISSION FLUID
NOTE: Refer to Service Procedures in this service information for fluid level checking
procedures.
MoparÂ® ATF +4, Automatic Transmission Fluid is the recommended fluid for Chrysler automatic
transmissions.
Dexron II fluid IS NOT recommended. Clutch chatter can result from the use of improper fluid.
MoparÂ® ATF +4, Automatic Transmission Fluid when new is red in color. The ATF is dyed red so it can be
identified from other fluids used in the vehicle such as engine oil or antifreeze. The red color is not permanent
and is not an indicator of fluid condition. As the vehicle is driven, the ATF will begin to look darker in color
and may eventually become brown. This is normal. ATF+4 also has a unique odor that may change with age.
Consequently, odor and color cannot be used to indicate the fluid condition or the need for a fluid change.
FLUID ADDITIVES
Chrysler strongly recommends against the addition of any fluids to the transmission, other than those automatic
transmission fluids listed above. Exceptions to this policy are the use of special dyes to aid in detecting fluid
leaks.
Various "special" additives and supplements exist that claim to improve shift feel and/or quality. These
additives and others also claim to improve converter clutch operation and inhibit overheating, oxidation,
varnish, and sludge. These claims have not been supported to the satisfaction of Chrysler and these additives
must not be used. The use of transmission "sealers" should also be avoided, since they may adversely affect
the integrity of transmission seals.
POWER STEERING FLUID
The recommended fluid for the power steering system is MoparÂ® ATF +4 and MoparÂ® Power Steering
Fluid + 4.
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MoparÂ® ATF+4, when new is red in color. The ATF+4 is dyed red so it can be identified from other fluids
used in the vehicle such as engine oil or antifreeze. The red color is not permanent and is not an indicator of
fluid condition, As the vehicle is driven, the ATF+4 will begin to look darker in color and may eventually
become brown. THIS IS NORMAL. ATF+4 also has a unique odor that may change with age. Consequently,
odor and color cannot be used to indicate the fluid condition or the need for a fluid change.
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 a container which has been left
open. An open container of brake fluid will absorb moisture from the air and
contaminate the fluid.
CAUTION: Never use any type of a petroleumbased fluid in the brake hydraulic system.
Use of such type fluids will result in seal damage of the vehicle brake hydraulic
system causing a failure of the vehicle brake system. Petroleum based fluids
would be items such as engine oil, transmission fluid, power steering fluid, etc.
A/C REFRIGERANT
The refrigerant used in this air conditioning system is a HydroFluoroCarbon (HFC), type R134a. Unlike R12,
which is a ChloroFluoroCarbon (CFC), R134a refrigerant does not contain ozonedepleting chlorine. R134a
refrigerant is a nontoxic, nonflammable, clear and colorless liquefied gas.
CAUTION: R134a refrigerant is not compatible with R12 refrigerant in an A/C system.
Even a small amount of R12 refrigerant added to an R134a refrigerant system
will cause A/C compressor failure.
The A/C refrigerant system is filledforlife at the factory and requires no regular maintenance. Although not
required at specific intervals, the charge level should be checked if system performance deteriorates or if a
noise or leak is suspected. Refer to Heating and Air Conditioning Diagnosis and Testing .
OPERATION
OPERATION
The automatic transmission fluid is selected based upon several qualities. The fluid must provide a high level of
protection for the internal components by providing a lubricating film between adjacent metal components. The
fluid must also be thermally stable so that it can maintain a consistent viscosity through a large temperature
range. If the viscosity stays constant through the temperature range of operation, transmission operation and
shift feel will remain consistent. Transmission fluid must also be a good conductor of heat. The fluid must
absorb heat from the internal transmission components and transfer that heat to the transmission case.
SPECIFICATIONS
FLUIDS, LUBRICANTS AND GENUINE PARTS
ENGINE
Capacities
Description Type Part Number
U.S. Metric
Cooling System
MOPARÂ®
← Engine Antifreeze/Coolant 5
Coolant (3.8L Year/100,000 Mile Formula 1 Gallon
13 Quarts 12 Liters
Engine) 05066386AA
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HOAT (Hybrid Organic
Additive Technology)
MOPARÂ®
← Engine Antifreeze/Coolant 5
1 Gallon
Coolant (2.8L Year/100,000 Mile Formula 13 Quarts 12 Liters
05066386AA
Diesel Engine) HOAT (Hybrid Organic
Additive Technology)
Engine Oil with Filter
←←/←←← MOPARÂ® API Certified 1 Quart
Engine Oil (3.8L SAE 5W20 engine oil, 04761872AC
Engine) Domestic meeting the requirements of 6 Quarts 5.7 Liters
and Export Non Chrysler Material Standard 5 Quarts
ACEA MS6395. 04761851AD
SAE 0W40 Diesel Engine
Oils confirming to API
(American Petroleum
Institute) Quality CI4 or
←←←← Engine CJ4. For countries that use
1 Quart
Oil (2.8L Diesel the ACEA European Oil 7 Quarts 6.6 Liters
05127394AA
Engine) Categories for Service Fill
Oils, use engine oils
meeting the requirements of
ACEA C3 and approved to
MB 229.31 or MB 229.51.
Engine Oil Filter MOPARÂ® Engine Oil
04105409AC N/A N/A
(3.8L Engine) Filter
Engine Oil Filter
MOPARÂ® Engine Oil
(2.8L Diesel 5003558AA N/A N/A
Filter
engine)
Fuel (approximate)
2 Door 18.5
Fuel Selection 2 Door 70 Liters
87 Octane, (R + M)/2 Gallons
(3.8L Engine) N/A
method 4 Door 22.5
Domestic 4 Door 85 Liters
Gallons
2 Door 18.5
Fuel Selection 2 Door 70 Liters
Gallons
(3.8L Engine) 91 Octane N/A
Export 4 Door 22.5
4 Door 85 Liters
Gallons
Use only the best quality
fuel with a calculated 2 Door 18.5
2 Door 70 Liters
Cetane Index of 50 or Gallons
Fuel Selection
higher. In addition, the
(2.8L Diesel N/A
manufacturer recommends
Engines)
using diesel fuel with a 4 Door 22.5
4 Door 85 Liters
sulfur content of less than Gallons
or equal to 15 ppm.
A/C Refrigerant System
A/C Refrigerant
R134a 82300101AB 1.25 Pounds 0.51 Kilograms
(Single)

← System fill capacity includes heater and coolant recovery bottle filled to MAX level.
←← SAE 5W30 engine oil approved to MB 229.31 or MB 229.51 may be used when SAE 5W20
engine oil is not available.
←←← For countries that use the ACEA European Oil Categories for Service Fill Oils, use the
recommended engine oil that meets the requirements of ACEA C3, and approved to MB 229.31 or MB
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229.51 only. Refer to your engine oil filler cap for correct SAE grade.
←←←← If equipped with a particulate filter, use SAE 5W30 Diesel Engine Oils confirming to API
(American Petroleum Institute) Quality CI4 or CJ4. For countries that use the ACEA European Oil
Categories for Service Fill Oils, use engine oils meeting the requirements of ACEA C3 (LOW ASH) and
approved to MB 229.31 or MB 229.51.
CAUTION:
Nominal refill capacities are shown. A variation may be observed from vehicle to
vehicle due to manufacturing tolerance and refill procedure.
SPARK PLUGS
Gap
U.S. Metric
Spark Plugs (3.8L ChampionÂ® Double 04686742AE
0.050 in 1.27 mm
Engine) Platinum Spark Plug (RE14PLP5)
TRANSMISSION
Capacities
U.S. Metric
Automatic
1 Quart
MOPARÂ® ATF+4 05013457AA
42RLE Service
Automatic 4.0 Quarts 3.8 Liters
Fill 1 Gallon
Transmission Fluid
05013458AA
1 Quart
← 42RLE
Automatic 8.8 Quarts 8.3 Liters
Overhaul Fill 1 Gallon
Transmission Fluid
05013458AA
1 Quart
05013457AA
4X2 5.5 Quarts 4X2 5.2 Liters
1 Gallon
545RFE Service
Automatic
Fill 1 Quart
Transmission Fluid
05013457AA
4X4 6.5 Quarts 4X4 6.2 Liters
1 Gallon
05013458AA
1 Quart
05013457AA
4X2 14.8 Quarts 4X2 14 Liters
1 Gallon
← 545RFE
Automatic
Overhaul Fill 1 Quart
Transmission Fluid
05013457AA
4X4 16.9 Quarts 4X4 16 Liters
1 Gallon
05013458AA
Manual
MOPARÂ® Manual
←← NSG370 Transmission 1 Quart 04874464 1.6 Quarts 1.5 Liters
Lubricant

← Dry fill capacity. Depending on type and size of internal cooler, length and inside diameter of cooler
lines, or use of an auxiliary cooler, these figures may vary. Refer to the appropriate service information
for the correct procedures.
←← Approximate dry fill or fill to bottom edge of fill plug hole.
CAUTION: 11 of 4937
CAUTION:
TRANSFER CASE
Capacities
U.S. Metric
1 Quart
MOPARÂ® ATF+4 Automatic Transmission 05013457AA 2.1 2.0
← NV241
Fluid 1 Gallon Quarts Liters
05013458AA

← Approximate dry fill or fill to bottom edge of fill plug hole.
CAUTION:
CHASSIS
Capacities
U.S. Metric
Axles (Front)
186 FBI (Model 30) MOPARÂ® Gear &
Front Axle axle Lubricant SAE 1 Quart 04874468 2.1 Pints 1.0 Liters
80W90
← 216 FBI (Model MOPARÂ® Gear &
40) Front Axle axle Lubricant SAE 1 Quart 04874468 2.7 Pints 1.3 Liters
80W90
Axles (Rear)
←/←←←← 226 MOPARÂ® Gear &
1 Quart
RBI (Model 44) axle Lubricant SAE 4.75 Pints 2.25 Liters
04874469AA
Rear Axle 80W90
Chassis Systems
12 oz. Bottle
MOPARÂ® Brake 04318080AB
←← Brake Master
Fluid DOT 3, SAE N/A N/A
Cylinder 32 oz. Bottle
J1703.
04318081AB
12 oz. Bottle
MOPARÂ® Brake 04318080AB
←← Clutch Master
Fluid DOT 3, SAE N/A N/A
Cylinder 32 oz. Bottle
J1703.
04318081AB
←←← Power MOPARÂ® Power 16 oz. Bottle
N/A N/A
Steering Reservoir Steering Fluid +4 05166226AA

← LimitedSlip Rear Axles require the addition of 118 ml (4 oz.) MOPARÂ® Limited Slip Additive.
←← If MOPARÂ® Brake Fluid DOT 3 is not available, then MOPARÂ® Brake and Clutch Fluid DOT
4 (04549625AC), is acceptable.
←←← If MOPARÂ® Power Steering Fluid +4 is not available, then MOPARÂ® ATF +4 Automatic
Transmission Fluid (05013457AA), is acceptable.
←←←← If equipped with Trailer Tow package use MOPARÂ® Synthetic Gear Lubricant, SAE 75W
140
CAUTION: 12 of 4937
CAUTION:
FUSE LOCATIONS AND TYPES
SPECIFICATIONS
FUSES (TOTALLY INTEGRATED POWER MODULE) AUSTRALIA, SOUTH AFRICA, UK
Fig. 4: TIPM Fuse Location
The Totally Integrated Power Module (TIPM) is located in the engine compartment near the battery. This center
contains cartridge fuses, mini fuses and relays. A label that identifies each component is printed on the inside of
the cover.
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Fig. 5: IPM JK
Cavity Cartridge Fuse Mini Fuse Description

J1 40 Amp Green Power Folding Seat
J2 30 Amp Pink Transfer Case/Pwr Liftgate Module
J3 40 Amp Green Rear Door Module (RR DOOR NODE)
J4 25 Amp Natural Driver Door Node
J5 25 Amp Natural Passenger Door Node
J6 40 Amp Green AntiLock Brake System (ABS) Pump/ESP
J7 30 Amp Pink AntiLock Brake System (ABS) Valve/ESP
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J8 40 Amp Green Power Memory Seat (If Equipped)
J9 40 Amp Green PZEV Motor/Flex Fuel
J10 30 Amp Pink Headlamp Wash Relay/Manual Tuning Valve
J11 30 Amp Pink Sway Bar/THATCHAM LockUnlock/Power
Sliding Door Module
J13 60 Amp Yellow Ignition Off Draw (IOD) Main
J14 40 Amp Green EBL (Rear Window Defogger)
J15 30 Amp Pink Rear Blower
J17 40 Amp Green Starter Solenoid
J18 20 Amp Yellow Powertrain Control Module (PCM) Trans
Range
J19 60 Amp Yellow Radiator Fan
J20 30 Amp Pink Front Wiper LO/HI
J21 20 Amp Yellow Front/Rear Washer
J22 25 Amp Natural Sunroof Module
M1 15 Amp Blue Center High Mounted Stop Light
(CHMSL)/Brake Switch
M2 20 Amp Yellow Trailer Lighting
M3 20 Amp Yellow Frt/Rear Axle Lockers
M4 10 Amp Red Trailer Tow
M5 25 Amp Natural Inverter
M6 20 Amp Yellow Power Outlet #1/Rain Sensor
M7 20 Amp Yellow Power Outlet #2 (BATT/ACC SELECT)
M8 20 Amp Yellow Front Heated Seat
M9 20 Amp Yellow Rear Heated Seat (If Equipped)
M10 20 Amp Yellow Ignition Off Draw Vehicle Entertainment
System (IODVES), Satellite Digital Audio
Receiver (SDARS), DVD, Hands Free Module
(HFM), RADIO, Antenna (ANT), Universal
Garage Door Opener (UGDO), Vanity Lamp
(VANITY LP)
M11 10 Amp Red (Ignition Off Draw) IODHVAC/ATC, MW
SENSR, Underhood Lamp (UH LMP)
M12 30 Amp Green Amplifier (AMP)
M13 20 Amp Yellow Ignition Off Draw Cabin Compartment Node
(IODCCN), Wireless Control Module
(WCM), SIREN, Clock Module (CLK MOD),
MultiFunction Control Switch (MULTIFCTN
SW)
M14 20 Amp Yellow Trailer Tow (Export Only)
M15 20 Amp Yellow COL MOD, IR SNS, Heater Ventilation, Air
Conditioning/Automatic Temperature Control
(HVAC/ATC), Rear View Mirror (RR VW
MIR), Cabin Compartment Node (CCN),
Transfer Case Switch (TCASE SW),
RUN/ST, MultiFunction Control Switch
(MULTIFTCN SW), Tire Pressure Monitor
(TPM), Glow Plug Module (GLW PLG MOD)
Export Diesel Only
M16 10 Amp Red Occupant Restraint Controller/Occupant
Classification Module (ORC/OCM)
M17 15 Amp Blue Left Tail/License/Park Lamp (LT
TAIL/LIC/PRK LMP)
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M18 15 Amp Blue Right Tail/Park/Run Lamp (RT
TAIL/PRK/RUN LMP)
M19 25 Amp Natural Auto Shut Down (ASD #1 and #2)
M20 15 Amp Blue Cabin Compartment Node Interior Light (CCN
INT LIGHT), Switch Bank (SW BANK),
Steering Control Module (SCM)
M21 20 Amp Yellow Auto Shut Down (ASD #3)
M22 10 Amp Red Right Horn (RT HORN (HI/LOW)
M23 10 Amp Red Left Horn (LT HORN (HI/LOW)
M24 25 Amp Natural Rear Wiper (REAR WIPER)
M25 20 Amp Yellow Fuel Pump (FUEL PUMP), Diesel Lift Pump
(DSL LIFT PUMP) Export Only
M26 10 Amp Red Power Mirror Switch (PWR MIRR SW),
Driver Window Switch (DRVR WIND SW)
M27 10 Amp Red Ignition Switch (IGN SW), Window Module
(WIN MOD)
M28 10 Amp Red Next Generation Controller (NGC),
Transmission Feed (TRANS FEED), J1962
M29 10 Amp Red Occupant Classification Module (OCM)
M30 15 Amp Blue Rear Wiper Module (RR WIPER MOD),
Power Folding Mirror (PWR FOLD MIR)
M31 20 Amp Yellow BackUp Lamps (B/U LAMPS)
M32 10 Amp Red Occupant Restraint Controller (ORC), TT
EUROPE
M33 10 Amp Red Next Generation Controller (NGC), Global
Powertrain Engine Controller (GPEC)
M34 10 Amp Red Park Assist (PRK ASST), Heater Ventilation,
Air Conditioning Module (HVAC MOD),
Headlamp Wash (HDLP WASH), Compass
(COMPAS)
M35 10 Amp Red Heated Mirrors
M36 20 Amp Yellow Power Outlet #3 (BATT)
M37 10 Amp Red AntiLock Brake System (ABS) , Electronic
Stability Program (ESP), Stop Lamp Switch
(STP LP SW), Fuel Pump Rly Hi Control
M38 25 Amp Natural Lock/Unlock Motors (LOCK/UNLOCK
MTRS)
Relay's
Cavity Description
1 Circuit Breaker 1
2 Run Accessory
3 Run Start
4 Run
5 Rear Window Defogger (EBL)
6 Starter Motor
7 Transmission Control (EATX)
8 Spare
9 Auto Shut Down
10 Spare
11 Radiator Fan Control
12 Spare
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CAUTION:
When installing the Integrated Power Module cover, it is important to
ensure the cover is properly positioned and fully latched. Failure to do so
may allow water to get into the Integrated Power Module, and possibly
result in an electrical system failure.
When replacing a blown fuse, it is important to use only a fuse having the
correct amperage rating. The use of a fuse with a rating other than
indicated may result in a dangerous electrical system overload. If a
properly rated fuse continues to blow, it indicates a problem in the circuit
that must be corrected.
FUSES (TOTALLY INTEGRATED POWER MODULE) NAFTA, CHINA, MIDDLE EAST
Fig. 6: TIPM Fuse Location
The Totally Integrated Power Module (TIPM) is located in the engine compartment near the battery. This center
contains cartridge fuses, mini fuses and relays. A label that identifies each component is printed on the inside of
the cover.
17 of 4937
Fig. 7: IPM JK
Cavity Cartridge Fuse Mini Fuse Description

J1
J2 30 Amp Pink Transfer Case Module
J3
J4 25 Amp Natural Driver Door Node
J5 25 Amp Natural Passenger Door Node
J6 40 Amp Green AntiLock Brake System (ABS) Pump
Feed/ESP
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J7 30 Amp Pink AntiLock Brake System (ABS) Valve
Feed/ESP
J8
J9 40 Amp Green PZEV Sec Motor Feed/Flex Fuel
J10 30 Amp Pink Headlamp Wash Relay/Manifold Tuning Valve
J11 30 Amp Pink Sway Bar
J13 60 Amp Yellow Ignition Off Draw (IOD) Main
J14 40 Amp Green EBL (Rear Window Defogger)
J15 30 Amp Pink Rear Blower
J17 40 Amp Green Starter Solenoid
J18 20 Amp Yellow Powertrain Control Module (PCM) Trans
Range
J19 60 Amp Yellow Radiator Fan
J20 30 Amp Pink Front Wiper LO/HI
J21 20 Amp Yellow Front/Rear Washer
J22 Spare
M1 15 Amp Blue Center HighMounted Stop Light
(CHMSL)/Switch Stop Lamp Feed
M2 20 Amp Yellow Relay Trailer Lighting (Stop)
M3 20 Amp Yellow Frt/Rear Axle Locker Relay
M4
M5
M6 20 Amp Yellow Power Outlet #1/Rain Sensor
M7 20 Amp Yellow Power Outlet #2 (BATT/ACC SELECT)
M8 20 Amp Yellow Front Heated Seat
M9 20 Amp Yellow Rear Heated Seat (If Equipped)
M10 20 Amp Yellow Ignition Off Draw Vehicle Entertainment
System (IODVES), Satellite Digital Audio
Receiver (SDARS), DVD, HandsFree
Module (HFM), RADIO, Antenna (ANT),
Universal Garage Door Opener (UGDO),
Vanity Lamp (VANITY LP)
M11 10 Amp Red (Ignition Off Draw) IODHVAC/ATC, MW
SENSR, Underhood Lamp (UH LMP)
M12 30 Amp Green Amplifier (AMP)
M13 20 Amp Yellow Ignition Off Draw Cabin Compartment Node
(IODCCN), Wireless Control Module
(WCM), SIREN, Multifunction Control
Switch (MULTIFCTN SW)
M14 20 Amp Yellow Trailer Tow (Export Only)
M15 20 Amp Yellow COL MOD, IR SNS, Heater Ventilation, Air
Conditioning/Automatic Temperature Control
(HVAC/ATC), Rear View Mirror (RR VW
MIR), Cabin Compartment Node (CCN),
Transfer Case Switch (TCASE SW),
RUN/ST, MultiFunction Control Switch
(MULTIFTCN SW), Tire Pressure Monitor
(TPM), Glow Plug Module (GLW PLG MOD)
Export Diesel Only
M16 10 Amp Red Occupant Restraint Controller (ORC)
M17 15 Amp Blue Left Tail/License/Park Lamp (LT
TAIL/LIC/PRK LMP)
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M18 15 Amp Blue Right Tail/Park/Run Lamp (RT
TAIL/PRK/RUN LMP)
M19 25 Amp Natural Auto Shut Down (ASD #1 and #2)
M20 15 Amp Blue Cabin Compartment Node Interior Light (CCN
INT LIGHT), Switch Bank (SW BANK)
M21 20 Amp Yellow Auto Shut Down (ASD #3)
M22 10 Amp Red Right Horn (RT HORN (HI/LOW)
M23 10 Amp Red Left Horn (LT HORN (HI/LOW)
M24 25 Amp Natural Rear Wiper (REAR WIPER)
M25 20 Amp Yellow Fuel Pump (FUEL PUMP), Diesel Lift Pump
(DSL LIFT PUMP) Export Only
M26
M27 10 Amp Red Ignition Switch Feed, Wireless Module
M28 10 Amp Red PCM Feed/TCM
M29
M30 15 Amp Blue Wiper Motor Frt, J1962 Diagnostic Feed
M31 20 Amp Yellow Backup Lamps (B/U LAMPS)
M32 10 Amp Red Occupant Restraint Controller (ORC), TT
EUROPE
M33 10 Amp Red Next Generation Controller (NGC), Global
Powertrain Engine Controller (GPEC)
M34 10 Amp Red Park Assist (PRK ASST), Heater Ventilation,
Air Conditioning Module (HVAC MOD),
Headlamp Wash (HDLP WASH), Compass
(COMPAS)
M35 10 Amp Red Heated Mirrors
M36 20 Amp Yellow Power Outlet
M37 10 Amp Red AntiLock Brake System (ABS) , Electronic
Stability Program (ESP), Stop Lamp Switch
(STP LP SW), Fuel Pump Rly Hi Control
M38 25 Amp Natural Lock/Unlock Motors (LOCK/UNLOCK
MTRS)
Relay's
Cavity Description
1 Circuit Breaker 1
2 Run Accessory
3 Run Start
4 Run
5 Rear Window Defogger (EBL)
6 Starter Motor
7 Transmission Control (EATX)
8 Spare
9 Auto Shut Down
10 Spare
11 Radiator Fan Control
12 Spare
CAUTION:
When installing the Integrated Power Module cover, it is important to
ensure the cover is properly positioned and fully latched. Failure to do so
20 of 4937
may allow water to get into the Integrated Power Module, and possibly
result in an electrical system failure.
When replacing a blown fuse, it is important to use only a fuse having the
correct amperage rating. The use of a fuse with a rating other than
indicated may result in a dangerous electrical system overload. If a
properly rated fuse continues to blow, it indicates a problem in the circuit
that must be corrected.
HOISTING
STANDARD PROCEDURE
HOISTING RECOMMENDATIONS
Refer to the Owner's Manual for emergency vehicle lifting procedures.
When properly positioned, a floor jack can be used to lift a Jeep vehicle. Support the vehicle in the raised
position with jack stands at the front and rear ends of the frame rails.
CAUTION: Do not attempt to lift a Jeep vehicle with a floor jack positioned under:
A body side sill.
A steering linkage component.
A drive shaft.
The engine or transmission oil pan.
The fuel tank.
A front suspension arm.
Transfer case.
NOTE: Use the correct subframe rail or frame rail lifting locations only.
HOIST
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Fig. 8: Vehicle Lifting Locations Typical
Refer to the Owner's Manual for emergency vehicle lifting procedures.
A vehicle can be lifted with:
A singlepost, framecontact hoist.
A twinpost, chassis hoist.
A ramptype, driveon hoist.
NOTE: When a framecontact type hoist is used, verify that the lifting pads are
positioned properly.
WARNING: The hoisting and jack lifting points provided are for a complete vehicle. When a
chassis or drivetrain component 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.
JUMP STARTING
STANDARD PROCEDURE
JUMP STARTING PROCEDURE
WARNING: Review all safety precautions and warnings in the battery system of the service
information. Refer to Electrical/Battery System/BATTERY Standard Procedure
Do not jump start a frozen battery, personal injury can result.
If equipped, do not jump start when maintenance free battery indicator dot
is yellow or bright color.
Do not jump start a vehicle when the battery fluid is below the top of lead
plates.
Do not allow jumper cable clamps to touch each other when connected to
a booster source.
Do not use open flame near battery.
Remove metallic jewelry worn on hands or wrists to avoid injury by
accidental arcing of battery current.
When using a high output boosting device, do not allow battery voltage to
exceed 16 volts. Refer to instructions provided with device being used.
Failure to follow these instructions may result in personal injury.
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:
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Fig. 9: Jumper Cable Clamp Connections
1 ENGINE GROUND
2 NEGATIVE JUMPER CABLE
3 BATTERY NEGATIVE CABLE
4 POSITIVE JUMPER CABLE
5 BATTERY POSITIVE CABLE
6 BATTERY
7 TEST INDICATOR (IF EQUIPPED)
1. Raise hood on disabled vehicle and visually inspect engine compartment for:
Generator drive belt condition and tension.
Fuel fumes or leakage, correct if necessary.
Frozen battery.
Yellow or bright color test indicator, if equipped.
Low battery fluid level.
CAUTION: If the cause of starting problem on disabled vehicle is severe, damage to
booster vehicle charging system can result.
2. When using another vehicle as a booster source, turn off all accessories, place gear selector in park or
neutral, set park brake or equivalent and operate engine at 1200 rpm.
3. On disabled vehicle, place gear selector in park or neutral and set park brake or equivalent. Turn OFF all
accessories.
4. Connect jumper cables to booster battery. RED clamp to positive terminal (+). BLACK clamp to negative
terminal (). DO NOT allow clamps at opposite end of cables to touch, electrical arc will result. Review
all warnings in this procedure.
5. On disabled vehicle, connect RED jumper cable clamp to battery positive (+) terminal. Connect BLACK
jumper cable clamp to the engine as close to the ground cable connection as possible.
CAUTION: Do not crank starter motor on disabled vehicle for more than 15 seconds,
starter will overheat and could fail.
6. Allow battery in disabled vehicle to charge to at least 12.4 volts (75% charge) before attempting to start
engine. If engine does not start within 15 seconds, stop cranking engine and allow starter to cool (15
min.), before cranking again.
DISCONNECT CABLE CLAMPS AS FOLLOWS:
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Disconnect BLACK cable clamp from engine ground on disabled vehicle.
When using a Booster vehicle, disconnect BLACK cable clamp from battery negative terminal.
Disconnect RED cable clamp from battery positive terminal.
Disconnect RED cable clamp from battery positive terminal on disabled vehicle.
MAINTENANCE SCHEDULES
INSPECTION
5 YEAR INSPECTION LIFETIME POWERTRAIN WARRANTY
The following steps outline the dealer inspection procedure required every 5 years for vehicles covered under
the terms of the Lifetime Powertrain Warranty. Refer to the appropriate warranty information for additional
terms and coverages applicable to the Lifetime Powertrain Warranty.
1. Lift the vehicle on a suitable hoist.
2. Check all Powertrain components for leaks or physical damage. Note any concerns.
3. Lower the vehicle and check the level and condition of the engine oil.
4. Connect a diagnostic scan tool and check for any Diagnostic Trouble Codes (DTC).
DESCRIPTION
MAINTENANCE SCHEDULES NAFTA
Oil Change Indicator System
The oil change indicator system reminds you that it is time to take your vehicle in for scheduled maintenance.
On the Electronic Vehicle Information Center (EVIC) equipped vehicles "Oil Change Required" is displayed in
the EVIC and a single chime sounds indicating that an oil change is necessary.
On nonEVIC equipped vehicles "Change Oil" flashes in the instrument cluster odometer and a single chime
sounds indicating that an oil change is necessary.
Based on engine operating conditions the oil change indicator message illuminates. This means that service is
required for your vehicle. Have your vehicle serviced as soon as possible, within the next 805 km (500 miles).
NOTE:
The oil change indicator message will not monitor the time since the last
oil change. Change the vehicle oil if it has been six months since the last
oil change even if the oil change indicator message is not illuminated.
Change your engine oil more often if you drive your vehicle offroad for an
extended period of time.
Under no circumstances should oil change intervals exceed 10,000 km
(6,000 miles) or six months, whichever comes first.
Oil Change Indicator Reset
The vehicle is equipped with an engine oil change indicator system. The "Oil Change Required" message
flashes in the EVIC display for approximately ten seconds after a single chime has sounded, to indicate the next
scheduled oil change interval. The engine oil change indicator system is duty cycle based, which means the
engine oil change interval may fluctuate depending upon your personal driving style.
Unless reset, this message continues to display each time you turn the ignition switch to the ON/RUN position.
To turn off the message temporarily, press and release the Menu button. To reset the oil change indicator system
(after performing the scheduled maintenance) perform the following procedure:
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1. Turn the ignition switch to the "ON" position. Do not start the engine.
2. Fully press the accelerator pedal slowly three times within ten seconds.
3. Turn the ignition switch to the "LOCK" position.
NOTE: If the indicator message illuminates when you start the vehicle, the oil change
indicator system did not reset. If necessary, repeat this procedure.
At Each Stop for Fuel
Check the engine oil level about 5 minutes after a fully warmed engine is shut off. Checking the oil level
while the vehicle is on level ground will improve the accuracy of the oil level reading. Add oil only when
the level is at or below the ADD or MIN mark.
Check the windshield washer solvent and add if required.
Once a Month
Check tire pressure and look for unusual wear or damage.
Inspect the battery and clean and tighten the terminals as required.
Check the fluid levels of coolant reservoir, brake master cylinder, power steering and transmission and
add as needed.
Check all lights and other electrical items for correct operation.
At Each Oil Change
Change the engine oil filter.
Inspect the brake hoses and lines.
Check the manual transmission fluid level.
CAUTION: Failure to perform the required maintenance items may result in damage to the
vehicle.
Required Maintenance Intervals
Perform Maintenance Every
(Where time and mileage are listed, follow
Maintenance Items
the interval that occurs first.)
Miles Kilometers Months
6000 10000 6
Change the engine oil and engine oil filter.
Rotate tires.
12000 20000 12
Rotate tires.
If using your vehicle for any of the following: Dusty
or offroad conditions. Inspect the engine air cleaner
filter, replace if necessary.
Inspect the brake linings, replace if necessary.
Inspect exhaust system. Perform the first inspection
at 12,000 miles (20,000 km) or 12 months.
Inspect the front suspension, tie rod ends and boot
seals for cracks or leaks and all parts for damage,
wear, improper looseness or end play; replace if
necessary.
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18000 30000 18
Rotate tires.
Inspect the front & rear axle fluid, change if using
your vehicle for police, taxi, fleet, offroad or
frequent trailer towing.
24000 40000 24
Rotate tires.
Inspect exhaust system.
necessary.
30000 50000 30
Rotate tires.
Replace the engine air cleaner filter.
Change the manual transmission fluid if using your
vehicle for any of the following: trailer towing,
snow plowing, heavy loading, taxi, police, delivery
service (commercial service), offroad, desert
operation or more than 50% of your driving is at
sustained high speeds during hot weather, above
90Â°F (32Â°C).
Inspect the transfer case fluid.
36000 60000 36
Rotate tires.
necessary.
42000 70000 42
Rotate tires.
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48000 80000 48 Change the engine oil and engine oil filter.
Rotate tires.
necessary.
54000 90000 54
Rotate tires.
60000 100000 60
Rotate tires.
90Â°F (32Â°C).
Change the automatic transmission fluid and main
sump filter if using your vehicle for any of the
following: police, taxi, fleet or frequent trailer
towing.
Change the transfer case fluid if using your vehicle
for any of the following: police, taxi, fleet, offroad
or frequent trailer towing.
Flush and replace the engine coolant at 60 months if
not done at 102,000 miles (170,000 km).
necessary.
66000 110000 66
Rotate tires.
72000 120000 72
Rotate tires.
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necessary.
78000 130000 78
Rotate tires.
84000 140000 84
Rotate tires.
necessary.
90000 150000 90
Rotate tires.
Inspect and replace PCV valve if necessary.**
90Â°F (32Â°C).
96000 160000 96
Rotate tires.
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necessary.
102000 170000 102

Rotate tires.
Replace the ignition cables.
Replace the spark plugs.
Flush and replace the engine coolant if not done at
60 months.
108000 180000 108

Rotate tires.
necessary.
114000 190000 114

Rotate tires.
120000 200000 120

Rotate tires.
Replace accessory drive belt(s).
necessary.
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90Â°F (32Â°C).
Change the automatic transmission fluid, and
filter(s).
126000 210000 126

Rotate tires.
132000 220000 132

Rotate tires.
necessary.
138000 230000 138

Rotate tires.
144000 240000 144

Rotate tires.
necessary.
150000 250000 150

Rotate tires.
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90Â°F (32Â°C).
**This maintenance is recommended by the manufacturer to the owner, but is not required to maintain
emissions warranty.
WARNING:
You can be badly injured working on or around a motor vehicle. Do only
service work for which you have the knowledge and the right equipment. If
you have any doubt about your ability to perform a service job, take your
vehicle to a competent mechanic.
Failure to properly inspect and maintain your vehicle could result in a
component malfunction and effect vehicle handling and performance. This
could cause an accident.
Failure to follow these instructions may result in possible serious or fatal injury.
MAINTENANCE SCHEDULES EXPORT CHINA
The oil change indicator system will remind you that it is time to take your vehicle in for scheduled
maintenance.
On NonEVIC equipped vehicles, "CHANGE OIL" will flash in the instrument cluster odometer and a single
chime will sound, indicating that an oil change is necessary.
The oil change indicator message will illuminate approximately 11,200 km after the most recent oil change was
performed. Have your vehicle serviced as soon as possible, within 800 km. However, an earlier oil change at
5,000 km may be required if the vehicle is operated under "Severe Duty Conditions" later in this article.
NOTE:
oil change. Change your vehicle's oil if it has been six months since your
last oil change even if the oil change indicator message is NOT
illuminated.
Under no circumstances should oil change intervals exceed 12,000 km or
six months, whichever comes first.
flashes in the EVIC display for approximately five seconds after a single chime has sounded, to indicate the
next scheduled oil change interval. The engine oil change indicator system is duty cycle based, which means
the engine oil change interval may fluctuate depending upon your personal driving style.
Unless reset, this message continues to display each time you turn the ignition switch to the ON position. To
turn off the message temporarily, press and release the Menu button. To reset the oil change indicator system,
NOTE: 31 of 4937
Check the engine oil level about five minutes after a fully warmed engine is shut off. Checking the oil
level while the vehicle is on level ground will improve the accuracy of the oil level reading. Add oil only
when the level is at or below the ADD or MIN mark.
Once a Month
add as needed.
At Each Oil Change
CAUTION:
Failure to perform the required maintenance items may result in damage
to the vehicle.
Proper operation of fourwheel drive vehicles depends on tires of equal
size, type and circumference on each wheel. Any difference in tire size can
cause damage to the transfer case. Tire rotation schedule should be
followed to balance tire wear.
Refer to the Maintenance Schedules on the following pages for the required maintenance intervals.
Severe Duty Conditions
****Change the engine oil and engine oil filter at every 5,000 km or three months if using your vehicle under
any of the following severe duty conditions:
Stop and go driving.
Driving in dusty conditions.
Short trips of less than 10 miles (16 km).
Trailer towing.
Taxi, police, or delivery service (commercial service).
Offroad or desert operation.
Maintenance Items
7500 12000 6
Change the engine oil and engine oil filter.****
Rotate tires.
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15000 24000 12
Rotate tires.
Inspect exhaust system. Perform the first inspection
at 24,000 km or 12 months.
22500 36000 18
Rotate tires.
Inspect the CV joints.
seals, replace if necessary.
30000 48000 24
Rotate tires.
Adjust parking brake on vehicles equipped with
fourwheel disc brakes.
37500 60000 30
Rotate tires.
45000 72000 36
Rotate tires.
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52500 84000 42 Change the engine oil and engine oil filter.****
Rotate tires.
60000 96000 48
Rotate tires.
towing.
67500 108000 54
Rotate tires.
75000 120000 60
Rotate tires.
82500 132000 66
Rotate tires.
90000 144000 72
Rotate tires.
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97500 156000 78
Rotate tires.
Flush and replace engine coolant.
105000 168000 84
Rotate tires.
112500 180000 90
Rotate tires.
120000 192000 96
Rotate tires.
Change the automatic transmission fluid, main sump
filter, and spinon cooler return filter (if equipped).
127500 204000 102

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Rotate tires.
135000 216000 108

Rotate tires.
142500 228000 114

Rotate tires.
150000 240000 120

Rotate tires.
emissions warranty.
WARNING:
could cause an accident
MAINTENANCE SCHEDULES EXPORT EUROPE
Maintenance Schedule Gasoline Engine
maintenance.
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On NonEVIC equipped vehicles "CHANGE OIL" will flash in the instrument cluster odometer and a single
The oil change indicator message will illuminate approximately 7,000 miles (11,200 km) after the most recent
oil change was performed. Have your vehicle serviced as soon as possible, within 500 miles (800 km).
However, an earlier oil change at 3,000 miles (5,000 km) may be required if the vehicle is operated under
"Severe Duty Conditions" later in this service information.
NOTE:
oil change. Change your vehicle's oil if it has been 6 months since your
illuminated.
Under no circumstances should oil change intervals exceed 7,500 miles
(12,000 km) or 6 months, whichever comes first.
Your dealer will reset the oil change indicator message after completing the scheduled oil change. If the
scheduled oil change is performed by someone other than your dealer, perform the following procedure:
NOTE: If the indicator message illuminates when you start the vehicle, the oil
change indicator system did not reset. If necessary, repeat this procedure.
Check the engine oil level about five minutes after a fully warmed engine is shut off. Checking the
oil level while the vehicle is on level ground will improve the accuracy of the oil level reading.
Add oil only when the level is at or below the ADD or MIN mark.
Once a Month
Check the fluid levels of coolant reservoir, brake master cylinder, power steering and transmission
and add as needed.
At Each Oil Change
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CAUTION: Failure to perform the required maintenance items may result in
damage to the vehicle.
Proper operation of fourwheel drive vehicles depends on tires of
equal size, type and circumference on each wheel. Any difference in
tire size can cause damage to the transfer case. Tire rotation
schedule should be followed to balance tire wear.
Required Maintenance Interval
Refer to the Maintenance Schedules on the following table for the required maintenance intervals.
****Change the engine oil and engine oil filter at every 3,000 miles (5,000 km) or three months if using your
vehicle under any of the following severe duty conditions:
Trailer towing.
Maintenance Items
7500 12000 6
Rotate tires.
15000 24000 12
Rotate tires.
22500 36000 18
Rotate tires.
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30000 48000 24
Rotate tires.
90Â°F (32Â°C).
37500 60000 30
Rotate tires.
45000 72000 36
Rotate tires.
52500 84000 42
Rotate tires.
60000 96000 48
Rotate tires.
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90Â°F (32Â°C).
towing.
67500 108000 54
Rotate tires.
75000 120000 60
Rotate tires.
Flush and replace the engine coolant at 60 months if
not done at 105,000 miles (168,000 km).
82500 132000 66
Rotate tires.
90000 144000 72
Rotate tires.
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90Â°F (32Â°C).
97500 156000 78
Rotate tires.
105000 168000 84
Rotate tires.
Flush and replace the engine coolant if not done at
60 months.
112500 180000 90
Rotate tires.
120000 192000 96
Rotate tires.
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90Â°F (32Â°C).
Change the automatic transmission fluid, and
filter(s).
127500 204000 102

Rotate tires.
135000 216000 108

Rotate tires.
142500 228000 114

Rotate tires.
150000 240000 120

Rotate tires.
90Â°F (32Â°C).
emissions warranty.
WARNING:
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Maintenance Schedule Diesel Engine
Diesel Models with Diesel Particulate Filter (DPF)
maintenance.
A "CHANGE OIL" message will flash in the instrument cluster odometer and a single chime will sound,
indicating that an oil change is necessary.
Based on engine operating conditions, the oil change indicator message will illuminate, this means that service
is required for your vehicle. Have your vehicle serviced as soon as possible, within 500 miles (800 km).
Your dealer will reset the oil change indicator message after completing the scheduled oil change. If the
scheduled oil change is performed by someone other than your dealer, perform the Oil Change Indicator Reset
procedure:
Diesel Models without Diesel Particulate Filter (DPF)
****Change the engine oil and engine oil filter at every 6,200 miles (10,000 km) or six months if using your
Trailer towing.
level while the vehicle is on level ground will improve the accuracy of the oil level reading. Add oil only
Check the windshield washer solvent, add as required.
Once a Month
Check the tire pressure and look for unusual wear or damage.
Inspect the battery; clean and tighten the terminals as required.
Check the fluid levels of engine coolant/antifreeze deaeration bottle, brake master cylinder, and
transmission, and add as needed.
Check all lights and all other electrical items for correct operation.
At Each Oil Change
Inspect the exhaust system.
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Inspect brake hoses.
Check the engine coolant/antifreeze level, hoses, and clamps.
Inspect engine accessory drive belts. Replace as necessary.
Inspect for the presence of water in the fuel filter/water separator unit.
Refer to the Maintenance Schedules on the following table for the required maintenance intervals.
NOTE: Under no circumstances should oil change intervals exceed 12,500 miles
(20,000 km) or 12 months, whichever comes first.
Maintenance Items
12500 20000 12
Rotate tires.
If using your vehicle in dusty or offroad conditions,
inspect the engine air cleaner filter, and replace if
necessary.
Drain the fuel filter/water separator unit.
Drain and refill the front and rear axle fluid.
Inspect the transfer case fluid, add if necessary.
Inspect the brake linings.
25000 40000 24
Rotate tires.
Replace engine air cleaner filter.
Replace the fuel filter/water separator unit.
37500 60000 36
Rotate tires.
necessary.
Replace the engine accessory drive belt.
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50000 80000 48 Change the engine oil and engine oil filter.****
Rotate tires.
62500 100000 60
Rotate tires.
necessary.
Inspect the manual transmission fluid, add as
necessary.
towing.
75000 120000 72
Rotate tires.
87500 140000 84
Rotate tires.
necessary.
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100000 160000 96
Rotate tires.
112500 180000 108

Rotate tires.
necessary.
125000 200000 120

Rotate tires.
Replace the engine timing belt, and timing belt
tensioner.
Inspect the manual transmission fluid, add as
necessary.
Drain and refill the automatic transmission fluid.
Replace main sump filter and spinon cooler return
filter (if equipped).
WARNING:
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Inspection and service should be performed anytime a malfunction is observed or suspected.
MAINTENANCE SCHEDULES EXPORT MIDDLE EAST
maintenance.
On NonEVIC equipped vehicles, "CHANGE OIL" will flash in the instrument cluster odometer and a single
The oil change indicator message will illuminate approximately 7,000 miles (11,200 km) after the most recent
oil change was performed. Have your vehicle serviced as soon as possible, within 500 miles (800 km).
However, an earlier oil change at 3,000 miles (5,000 km) may be required if the vehicle is operated under
"Severe Duty Conditions" later in this article.
NOTE:
oil change. Change your vehicle's oil if it has been six months since your
illuminated.
Under no circumstances should oil change intervals exceed 7,500 miles
(12,000 km) or six months, whichever comes first.
level while the vehicle is on level ground improves the accuracy of the oil level reading. Add oil only
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Once a Month
add as needed.
At Each Oil Change
CAUTION:
Failure to perform the required maintenance items may result in damage
to the vehicle.
Proper operation of fourwheel drive vehicles depends on tires of equal
size, type and circumference on each wheel. Any difference in tire size can
cause damage to the transfer case. Tire rotation schedule should be
followed to balance tire wear.
Refer to the maintenance schedules on the following table below for the required maintenance intervals.
****Change the engine oil and engine oil filter at every 3,000 miles (5,000 km) or three months if using your
Trailer towing.
Taxi, police or delivery service (commercial service).
Maintenance Items
7500 12000 6
Rotate tires.
15000 24000 12
Rotate tires.
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If using your vehicle for any of the following:
Dusty or offroad conditions. Inspect the engine
air cleaner filter, replace if necessary.
Inspect the front & rear axle fluid, change if
using your vehicle for police, taxi, fleet, offroad
Inspect exhaust system. Perform the first
inspection at 15,000 miles (24,000 km) or 12
months.
22500 36000 18
Rotate tires.
Inspect the front suspension, tie rod ends and
boot seals, replace if necessary.
30000 48000 24
Rotate tires.
Change the manual transmission fluid if using
your vehicle for any of the following: trailer
towing, snow plowing, heavy loading, taxi,
police, delivery service (commercial service), off
road, desert operation or more than 50% of your
driving is at sustained high speeds during hot
weather, above 90Â°F (32Â°C).
37500 60000 30
Rotate tires.
45000 72000 36
Rotate tires.
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52500 84000 42
Rotate tires.
60000 96000 48
Rotate tires.
Change the automatic transmission fluid and
main sump filter if using your vehicle for any of
the following: police, taxi, fleet or frequent trailer
towing.
Change the transfer case fluid if using your
vehicle for any of the following: police, taxi,
fleet, offroad or frequent trailer towing.
67500 108000 54
Rotate tires.
75000 120000 60
Rotate tires.
82500 132000 66
Rotate tires.
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90000 144000 72
Rotate tires.
97500 156000 78
Rotate tires.
Flush and replace engine coolant.
105000 168000 84
Rotate tires.
112500 180000 90
Rotate tires.
120000 192000 96
Rotate tires.
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Change the automatic transmission fluid, main
sump filter, and spinon cooler return filter (if
equipped).
Change the transfer case fluid if using your
vehicle for any of the following: police, taxi,
fleet, offroad or frequent trailer towing.
127500 204000 102

Rotate tires.
135000 216000 108

Rotate tires.
142500 228000 114

Rotate tires.
150000 240000 120

Rotate tires.
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emissions warranty.
WARNING:
TOWING
STANDARD PROCEDURE
STANDARD PROCEDURE TOWING RECOMMENDATIONS
Fig. 10: Recommended Towing Devices
1 WHEEL LIFT
2 FLAT BED CARRIER
Chrysler Corporation recommends that a 4WD vehicle be transported on a flatbed device. A Wheellift device
can be used provided all the wheels are lifted off the ground using tow dollies.
SAFETY PRECAUTIONS
Secure loose and protruding parts.
Always use a safety chain system that is independent of the lifting and towing equipment.
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Do not allow towing equipment to contact the disabled vehicle's fuel tank.
Do not allow anyone under the disabled vehicle while it is lifted by the towing device.
Do not allow passengers to ride in a vehicle being towed.
Always observe state and local laws regarding towing regulations.
Do not tow a vehicle in a manner that could jeopardize the safety of the operator, pedestrians or other
motorists.
Do not attach tow chains, Thooks, Jhooks, or a tow sling to a bumper, steering linkage, drive shafts or a
nonreinforced frame hole.
GROUND CLEARANCE
CAUTION: If vehicle is towed with wheels removed, install lug nuts to retain brake drums.
A towed vehicle should be raised until lifted wheels are a minimum 100 mm (4 in) from the ground. Be sure
there is adequate ground clearance at the opposite end of the vehicle, especially when towing over rough terrain
or steep rises in the road. If necessary, remove the wheels from the lifted end of the vehicle and lower the
vehicle closer to the ground, to increase the ground clearance at the opposite end of the vehicle. Install lug nuts
on wheel attaching studs to retain brake drums.
FLATBED TOWING RAMP ANGLE
If a vehicle with flatbed towing equipment is used, the approach ramp angle should not exceed 15 degrees.
VEHICLE TOWING
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 (automatic
transmission) or a forward drive gear (manual transmission). Do not use sling
type towing equipment for this vehicle.
TOWINGFRONT END LIFTED (WHEEL LIFT)
1. Raise the rear of the vehicle off the ground and install tow dollies under rear wheels.
2. Attach the wheel lift to the front wheels.
TOWINGREAR END LIFTED (WHEEL LIFT ONLY)
1. Raise the front of the vehicle off the ground and install tow dollies under front wheels.
2. Attach the wheel lift to the rear wheels.
RECREATIONAL TOWING
Refer to the Owner's Manual for towing procedures.
EMERGENCY TOW HOOKS
WARNING: Remain at a safe distance from a vehicle that is being towed via its tow hooks.
The tow straps/chains could break and cause serious injury.
Some Jeep vehicles are equipped with front emergency tow hooks. The tow hooks should be used for
EMERGENCY purposes only.
CAUTION: DO NOT use emergency tow hooks for tow truck hookup or highway towing.
Copyright 2016 Mitchell Repair Information Company, LLC. All Rights Reserved.
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Article GUID: A00378191
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Back To Article
2010 ACCESSORIES & EQUIPMENT
Audio & Video Service Information Wrangler
DESCRIPTION
DESCRIPTION
Several combinations of radio receivers and speaker systems are offered.
The audio system includes the following components:
Antenna (Radio, Satellite, GPS)
Amplifier (if equipped)
Radio noise suppression components
Radio
Satellite receiver (Integrated within the radio unit)
Speakers
Subwoofer (if equipped)
Certain functions and features of the audio system rely upon resources shared with other electronic modules in
the vehicle over the Controlled Area Network (CAN). The data bus network allows the sharing of sensor
information. For diagnosis of these electronic modules or of the data bus network, the use of a scan tool and the
proper Diagnostic article are recommended.
OPERATION
OPERATION
The audio system components are designed to provide audio entertainment and information through the
reception, tuning and amplification of locally broadcast radio signals in both the Amplitude Modulating (AM)
and Frequency Modulating (FM) commercial frequency ranges.
The audio system components operate on battery current received through a fuse in the Junction Block (JB) on
a fused ignition switch output (runacc) circuit so that the system will only operate when the ignition switch is
in the Run or Accessory positions.
DIAGNOSIS AND TESTING
AUDIO
Any diagnosis of the Audio system should begin with the use of the scan tool. For information on the use
of the scan tool, refer to the appropriate Diagnostic Service information.
For complete circuit diagrams, refer to the appropriate SYSTEM WIRING DIAGRAMS article(s) .
WARNING: Disable the airbag system before attempting any steering wheel, steering
column, seat belt tensioner, side airbag or instrument panel component
diagnosis or service. Disconnect and isolate the negative battery (ground)
cable. Wait two minutes for the airbag system capacitor to discharge before
performing further diagnosis or service. This is the only sure way to disable the
airbag system. Failure to follow these instructions may result in accidental
airbag deployment and possible serious or fatal injury.
AUDIO SYSTEM DIAGNOSIS
POSSIBLE CAUSES
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CONDITION CORRECTION
NO AUDIO Fuse inoperative. Check the radio fuse and the IgnitionOff Draw (IOD)
fuse in Totally Integrated Power Module (TIPM).
Replace fuses, if required.
Radio connector Check for a loose or corroded radio connector. Repair,
damaged. if required.
Wiring damaged. Check for shorted or open wires. Repair wiring, if
required.
Radio ground damaged. Check for continuity between the radio chassis and a
known good ground. There should be continuity.
Repair ground, if required.
Radio inoperative. Refer to appropriate Diagnostic Service information.
Speakers inoperative. Replace the speaker as necessary.
NO SATELLITE Subscription service has Contact the satellite radio provider.
RADIO AUDIO expired (with subscription
(PERFORM ALL expired, one channel is
DIAGNOSIS still available)
OUTDOORS)
Damaged satellite antenna Replace the satellite antenna cable.
cable.
Damaged satellite Replace the satellite antenna.
antenna.
NO RADIO DISPLAY Fuse inoperative. Check the radio fuse and the IgnitionOff Draw (IOD)
fuse in the Junction Block (JB). Replace fuses, if
required.
Wiring damaged. Check for battery voltage at the radio connector.
Repair wiring, if required.
Radio inoperative. Refer to the appropriate Diagnostic Service
information.
CLOCK WILL NOT Fuse inoperative. Check the IgnitionOff Draw (IOD) fuse in the
KEEP SET TIME Junction Block (JB). Replace fuse, if required.
Wiring damaged. Check for battery voltage at the radio connector.
Repair wiring, if required.
information.
Faulty Wireless Ignition Refer to the appropriate Diagnostic Service
Module. information.
SOUND Speaker grill loose or Inspect the speaker grill and correct as necessary.
DISTORTION missing fasteners. Replace any missing fasteners.
(VIBRATION FROM
SPEAKER AREA,
BUZZING
HUMMING)
POOR RADIO Antenna damaged or Diagnose and replace the antenna if necessary.
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Antenna damaged or Diagnose and replace the antenna if necessary.
RECEPTION inoperative.
Radio noise suppression Repair or replace the ground strap as necessary.
inoperative.
information.
Faulty rear window Verify that the rear defogger grid is functioning
defogger properly, repair as necessary. Refer to
Electrical/Heated Glass Diagnosis and Testing .
NO COMPACT DISC Damaged CD. Insert a known good CD and test operation.
OPERATION Foreign material on CD. Clean the CD and test operation.
Condensation on CD or Allow the temperature of vehicle interior to stabilize
optics. and test operation.
Inoperative radio. Refer to the appropriate Diagnostic Service
information.
AMPLIFIER
DESCRIPTION
DESCRIPTION
The amplifier is located under the steering column behind the steering column opening cover. The amplifier can
not be adjusted or repaired. If faulty the unit as a whole must be replaced.
AMPLIFIER
Any diagnosis of the Audio system should begin with the use of a scan tool and the appropriate
Diagnostic Service information.
REMOVAL
REMOVAL
Fig. 1: Removing/Installing Electrical Connector & Amplifier
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1. Disconnect the battery negative cable.
2. Remove the steering column opening cover.
3. Remove the steering column opening cover bracket.
4. Remove the mounting fastener.
5. Disconnect the electrical connector and remove the amplifier.
INSTALLATION
INSTALLATION
Fig. 2: Removing/Installing Electrical Connector & Amplifier
1. Connect the electrical connector and install the amplifier.
2. Install the mounting fastener.
3. Install the steering wheel opening cover support bracket.
4. Install the steering wheel opening cover.
5. Connect the battery negative cable.
ANTENNA, SATELLITE
OPERATION
OPERATION
The satellite radio antenna receives signals from orbiting satellites and sends these signals to the radio. The
satellite radio antenna must have open space in which to operate. Items carried on the roof, parking inside etc.
can have an effect on the antenna's ability to receive signals.
For information on how to diagnosis the audio/video antennas and cables with 99776 Radio Diagnostic Kit
refer to the proper DTC in DIAGNOSIS AND TESTING .
REMOVAL
REMOVAL
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Fig. 3: Removing/Installing Antenna Fastener & Antenna
1. Disconnect and isolate the battery negative cable.
2. Remover the hard top.
3. Remove the fasteners from mounting plate.
4. Disconnect the antenna connector.
5. Remove the antenna fastener and remove antenna.
INSTALLATION
INSTALLATION
Fig. 4: Removing/Installing Antenna Fastener & Antenna
1. Install the antenna mounting fastener.
2. Connect the antenna connector.
3. Install mounting plate and fasteners
4. Install the hard top.
BODY AND CABLE, ANTENNA
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DESCRIPTION
DESCRIPTION
All models use a fixedlength stainless steel rodtype antenna mast, installed on the right front cowl side panel
of the vehicle. The antenna mast is connected to the center wire of the coaxial antenna cable, and is not
grounded to any part of the vehicle.
To eliminate static, the antenna base must have a good ground. The antenna coaxial cable shield (the outer wire
mesh of the cable) is grounded to the antenna base and the radio chassis.
The antenna coaxial cable has an additional disconnect, located behind the right end of the instrument panel
between the radio and the right cowl side panel. This additional disconnect allows the instrument panel
assembly to be removed and installed without removing the radio.
ANTENNA BODY AND CABLE
The satellite radio antenna receives signals from orbiting satellites and sends these signals to the radio. The
satellite radio antenna must have open space in which to operate. Items carried on the roof, parking inside etc.
can have an effect on the antenna's ability to receive signals.
For information on how to diagnosis the audio/video antennas and cables with 99776 Radio Diagnostic Kit
refer to the proper DTC in DIAGNOSIS AND TESTING .
REMOVAL
REMOVAL
WARNING: On vehicles equipped with airbags, (refer to ELECTRICAL DIAGNOSTICS )
before attempting any steering wheel, steering column, or instrument panel
component diagnosis or service. Failure to take the proper precautions could
result in accidental airbag deployment and possible personal injury.
Fig. 5: Disconnecting/Connecting Antenna
2. Remove the glove box from the instrument panel. Refer to Body/Instrument Panel/GLOVE BOX,
Instrument Panel Removal .
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3. Reach through the instrument panel glove box opening to unplug the two antenna coaxial cables in line
connector.
4. Unscrew the antenna mast from the antenna body base on the right outer cowl side panel.
Fig. 6: Removing/Installing Antenna Cable
5. Using a trim stick, gently pry the edge of the antenna base trim cover to unsnap it from the antenna body
base.
6. Remove the three screws that secure the antenna body base to the right outer cowl side panel.
7. From inside the passenger compartment, push the coaxial cable grommet on the antenna body half of the
coaxial cable out through the hole in the right inner cowl side panel.
8. From the outside of the vehicle, pull the antenna body base and cable assembly out through the hole in
the right outer cowl side panel.
INSTALLATION
INSTALLATION
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Fig. 7: Removing/Installing Antenna Cable
1. From outside the vehicle, feed the antenna cable and base assembly through the outer cowl side panel and
into the inner cowl side panel hole.
2. From inside the passenger compartment, pull the cable and grommet into the hole in the inside cowl side
panel until the grommet is fully seated.
3. Install the three screws retaining the antenna body base to right outer cowl side panel. Tighten the screws
to 3.3 N.m (30 in. lbs.).
Fig. 8: Disconnecting/Connecting Antenna
4. Snap on the antenna base trim cover to the antenna body base.
5. Install antenna mast. Tighten to 5 N.m (46 in. lbs.). Ensure that the antenna mast is fully seated on
antenna base and that there is no gap between the mast and base.
6. Reach through the glove box opening and connect the two antenna coaxial cables in line connector.
7. Install the glove box to the instrument panel. Refer to Body/Instrument Panel/GLOVE BOX,
Instrument Panel Installation .
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CABLE, ANTENNA, SATELLITE
REMOVAL
REMOVAL
2. Remove the top.
Fig. 9: Removing/Installing Satellite Antenna Cable
3. Remove the Bpillars. Refer to Body/Interior/PANEL, BPillar Trim Removal .
4. Remove the cowl trim. Refer to Body/Interior/PANEL, Cowl Trim Removal .
5. Remove the glove box.
6. Remove the instrument panel speaker. See Electrical/Audio and Video/SPEAKER Removal.
7. Remove the satellite antenna cable.
INSTALLATION
INSTALLATION
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Fig. 10: Removing/Installing Satellite Antenna Cable
1. Install the satellite antenna cable.
2. Install the instrument panel speaker. See Electrical/Audio and Video/SPEAKER Installation.
3. Install the glove box.
4. Install the cowl trim.
5. Install the lower Bpillar trim. Refer to Body/Interior/PANEL, BPillar Trim Installation .
6. Install the top.
COMPONENTS, RADIO NOISE SUPPRESSION
DESCRIPTION
DESCRIPTION
Radio Frequency Interference (RFI) and ElectroMagnetic Interference (EMI) noise suppression is accomplished
primarily through circuitry internal to the radio receivers. These internal suppression devices are only serviced
as part of the radio receiver.
External suppression devices that are used on this vehicle to control RFI or EMI noise include the following:
Radio antenna base ground
Radio receiver chassis ground wire
Enginetobody ground strap
Resistortype spark plugs
RADIO NOISE SUPPRESSION COMPONENTS
For complete circuit diagrams, refer to the appropriate SYSTEM WIRING DIAGRAMS article(s) . The wiring
information includes wiring diagrams, proper wire and connector repair procedures, further details on wire
harness routing and retention, as well as pinout and location views for the various wire harness connectors,
splices and grounds. Inspect the ground paths and connections at the following locations:
Blower motor
Electric fuel pump
Enginetobody ground strap
Generator
Ignition module
Radio antenna base ground
Radio receiver chassis ground wire or strap
Wiper motor.
If the source of RFI or EMI noise is identified as a component on the vehicle (i.e., generator, blower motor,
etc.), the ground path for that component should be checked. If excessive resistance is found in any ground
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circuit, clean, tighten, or repair the ground circuits or connections to ground as required before considering any
component replacement.
Ignition coil
Spark plugs
Spark plug wire routing and condition.
Reroute the spark plug wires or replace the faulty components as required.
If the source of the RFI or EMI noise is identified as twoway mobile radio or telephone equipment, check the
equipment installation for the following:
Power connections should be made directly to the battery, and fused as closely to the battery as possible.
The antenna should be mounted on the roof or toward the rear of the vehicle. Remember that magnetic
antenna mounts on the roof panel can adversely affect the operation of an overhead console compass, if
the vehicle is so equipped.
The antenna cable should be fully shielded coaxial cable, should be as short as is practical, and should be
routed away from the factoryinstalled vehicle wire harnesses whenever possible.
The antenna and cable must be carefully matched to ensure a low Standing Wave Ratio (SWR).
REMOVAL
REMOVAL
ENGINETOBODY GROUND STRAP
column, or instrument panel component diagnosis or service. Disconnect and
isolate the negative battery (ground) cable, then wait two minutes for the airbag
system capacitor to discharge before performing further diagnosis or service.
This is the only sure way to disable the airbag system. Failure to follow these
instructions may result in accidental airbag deployment and possible serious
or fatal injury.
Fig. 11: Removing/Installing EngineToBody Ground Strap
1. Remove the screw that secures the enginetobody ground strap eyelet to the hood panel center
reinforcement.
2. Remove the screw that secures the enginetobody ground strap eyelet to the dash panel.
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3. Remove the nut that secures the enginetobody ground strap eyelet to the stud on the left upper rear
corner of the engine cylinder head.
4. Remove the enginetobody ground strap eyelet from the stud on the left upper rear corner of the engine
cylinder head.
5. Remove the enginetobody ground strap from the engine compartment.
INSTALLATION
INSTALLATION
ENGINETOBODY GROUND STRAP
Fig. 12: Removing/Installing EngineToBody Ground Strap
1. Position the enginetobody ground strap in the engine compartment.
2. Position the enginetobody ground strap eyelet over the stud on the left upper rear corner of the engine
cylinder head.
3. Install and tighten the nut that secures the enginetobody ground strap eyelet to the stud on the left upper
rear corner of the engine cylinder head. Tighten the nut to 5.6 N.m (50 in. lbs.).
4. Install and tighten the screw that secures the enginetobody ground strap eyelet to the dash panel.
Tighten the screw to 48.5 N.m (430 in. lbs.).
5. Install and tighten the screw that secures the enginetobody ground strap eyelet to the hood panel center
reinforcement. Tighten the screw to 1.9 N.m (17 in. lbs.).
RADIO
DESCRIPTION
DESCRIPTION
Available factoryinstalled radio receivers for this model include:
AM/FM (1CD/MP3), with AND without integral satellite AND input jacks (RES)
AM/FM (6DVD/MP3), with AND without integral satellite AND input jacks (REQ)
AM/FM (1CD/DVD/MP3), full map navigation (6.5" integrated touch screen display), 1disc data drive,
integral satellite AND input jacks (RER)
All factoryinstalled radio receivers can communicate on the Controller Area Network (CAN). All factory
installed receivers are stereo Electronically Tuned Radios (ETR).
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These radio receivers can only be serviced by an authorized radio repair station. See the latest Warranty Policies
and article for a current listing of authorized radio repair stations.
STANDARD PROCEDURE
RADIO BACKUP
The radio hard disk drive (HDD) can be backed up to save customer data in the event that a radio replacement
is required. This procedure can only be done with all radios with a hard disk drive. All other radios do not have
a HDD.
1. Turn the ignition to RUN, engine OFF.
2. Power on the external HDD.
3. Connect the external HDD to the radio using the USB (Universal Serial Bus) cable. The radio display
will change to the "Manage My Files" screen.
4. Connect the scan tool and preform the following steps to place the radio into "Dealership Mode":
ECU View
Radio
Misc. Functions
Service Mode
Start
Next
5. Follow the on screen instructions on the radio to back up the radio HDD.
REMOVAL
REMOVAL
NOTE: For REQ radios, turn ignition to RUN and press the SET + SCAN buttons
simultaneously to place the radio into transportation mode. The radio will
display "Transportation" on the display within 5 seconds. If the radio is
inoperative or not REQ, skip this step.
Fig. 13: Radio Electrical Harness Connectors Typical
2. Remove the center bezel. Refer to Body/Instrument Panel/BEZEL, Instrument Panel Removal .
3. Remove the radio mounting fasteners.
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4. Pull out the radio and disconnect the electrical and antenna connectors.
5. Remove the radio.
INSTALLATION
INSTALLATION
Fig. 14: Radio Electrical Harness Connectors Typical
1. Connect the electrical and antenna connectors and install the radio.
2. Install the radio mounting fasteners.
3. Install the center bezel. Refer to Body/Instrument Panel/BEZEL, Instrument Panel Installation .
NOTE: REQ RADIO , After installation of the radio, remove the radio from
"Transportation Mode" by pulling the IOD fuse or using the scan tool and
perform a battery reset.
SPEAKER
DESCRIPTION
DESCRIPTION
The standard equipment speaker system includes four fullrange speakers. The two front speakers are mounted
behind a removable bezel located on each outboard end of the lower instrument panel. With the premium
speaker system, the standard front speakers are replace with an enclosure assembly that includes a 4 inch
speaker and a 1 inch tweeter. The two rear speakers are mounted behind a grille located on each outboard end
of the sport bar, above the rear seating area of the vehicle.
OPERATION
OPERATION
Two wires connected to each speaker, one feed circuit (+) and one return circuit (), allow the audio output
signal electrical current to flow through the speaker voice coil.
SPEAKER
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Any diagnosis of the Audio system should begin with the use of the scan tool. For information on the use
of the scan tool, refer to the appropriate Diagnostic Service Information.
For complete circuit diagrams, refer to the appropriate SYSTEM WIRING DIAGRAMS article(s) .
column, seat belt tensioner, side airbag or instrument panel component
diagnosis or service. Disconnect and isolate the negative battery (ground)
cable. Wait two minutes for the airbag system capacitor to discharge before
performing further diagnosis or service. This is the only sure way to disable the
airbag system. Failure to follow these instructions may result in accidental
airbag deployment and possible serious or fatal injury.
CAUTION: The speaker output of the radio is a "floating ground" system. Do not allow any
speaker lead to short to ground, as damage to the radio may result.
NOTE: If poor sound quality is noted in the audio system, check the Cabin
Equalization curve programmed in the instrument cluster. Make sure a base
speaker system has the Base Cabin Equalization Curve programmed to the
vehicle. If the vehicle has a premium speaker system, make sure the Premium
Cabin Equalization Curve is programmed to the vehicle
1. If all speakers are inoperative, check the fuses in the Power Distribution Center (PDC). If OK, go to Step
2. If not OK, repair the shorted circuit or component as required and replace the faulty fuse.
2. Turn the ignition switch to the ON position. Turn the radio receiver ON. Adjust the balance and fader
control controls to check the performance of each individual speaker. Note the speaker locations that are
not performing correctly. Go to Step 3.
3. Turn the radio receiver OFF. Turn the ignition OFF. Disconnect and isolate the battery negative cable.
Remove the radio receiver. Go to Step 4.
4. Check both the speaker feed (+) circuit and return () circuit cavities for the inoperative speaker at the
radio receiver wire harness connector for continuity to ground. There should be no continuity. If OK, go
to Step 5. If not OK, repair the shorted speaker feed (+) and/or return () circuit(s) to the speaker as
required.
5. Disconnect wire harness connector at the inoperative speaker. Check for continuity between the speaker
feed (+) circuit cavities of the radio receiver wire harness connector and the speaker wire harness
connector. Repeat the check between the speaker return () circuit cavities of the radio receiver wire
harness connector and the speaker wire harness connector. In each case, there should be continuity. If
OK, replace the faulty speaker. If not OK, repair the open speaker feed (+) and/or return () circuit(s) as
required.
REMOVAL
REMOVAL
or fatal injury.
Tweeter Refer to TWEETER removal procedure.
Instrument panel speaker Refer to INSTRUMENT PANEL SPEAKER DRIVER removal
driver procedure.
Instrument panel speaker Refer to INSTRUMENT PANEL SPEAKER PASSENGER removal
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passenger procedure.
Sound bar speaker Refer to SOUND BAR removal procedure.
Subwoofer Refer to SUBWOOFER removal procedure.
TWEETER
Fig. 15: Removing/Installing Tweeter & Instrument Panel Speaker (Driver Side)
2. Remove the mounting fastener.
3. Remove the tweeter (1).
4. Disconnect the electrical connector.
INSTRUMENT PANEL SPEAKER DRIVER
2. Remove the instrument panel end cap.
4. Remove the amplifier. Refer to Electrical/Audio and Video/AMPLIFIER Removal.
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6. Remove the mounting fasteners in the left side of the instrument panel.
7. Remove the speaker mounting fasteners.
8. Remove the speaker (2) by carefully pulling the left side of the instrument panel outward until there is
sufficient room to remove the speaker through the end cap area.
INSTRUMENT PANEL SPEAKER PASSENGER
2. Remove the glove box.
3. Remove the instrument panel end cap.
4. Disconnect the electrical connectors.
5. Remove the speaker mounting fasteners.
6. Remove the speaker.
SOUND BAR
Fig. 17: View Of Mounting Fasteners & Speaker Cover Grille
2. Remove the mounting fasteners and remove the speaker cover grille.
SUBWOOFER
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Fig. 18: Removing/Installing Mounting Fasteners & Speaker Cover Grille
2. Remove the mounting fasteners and remover the speaker cover grille.
INSTALLATION
INSTALLATION
Tweeter Refer to TWEETER installation procedure.
Instrument panel speaker Refer to INSTRUMENT PANEL SPEAKER DRIVER installation
driver procedure.
Instrument panel speaker Refer to INSTRUMENT PANEL SPEAKER PASSENGER
passenger installation procedure.
Sound bar Refer to SOUND BAR installation procedure.
Subwoofer Refer to SUBWOOFER installation procedure.
TWEETER
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1. Connect the electrical connector.
2. Install the tweeter (1).
3. Install the mounting fastener.
INSTRUMENT PANEL SPEAKER DRIVER
1. Install the speaker (2).
2. Install the speaker mounting fasteners.
4. Install the instrument panel mounting fasteners.
5. Install the amplifier. Refer to Electrical/Audio and Video/AMPLIFIER Installation.
6. Install the steering column opening cover.
7. Install the instrument panel end cap.
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INSTRUMENT PANEL SPEAKER PASSENGER
1. Install the speaker.
2. Install the mounting fasteners.
3. Connect the electrical connectors.
4. Install the glove box.
5. Install the instrument panel end cap.
SOUND BAR
Fig. 21: View Of Mounting Fasteners & Speaker Cover Grille
2. Install the speaker.
SUBWOOFER
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Fig. 22: Removing/Installing Mounting Fasteners & Speaker Cover Grille
1. Install the subwoofer.
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Back To Article
Audio (Amplifier) Electrical Diagnostics Wrangler
DIAGNOSTIC CODE INDEX
DTC Description
B1460 CHANNEL 1 AUDIO SPEAKER OUTPUT CIRCUIT PERFORMANCE
B1461 CHANNEL 1 AUDIO SPEAKER OUTPUT CIRCUIT LOW
B1462 CHANNEL 1 AUDIO SPEAKER OUTPUT CIRCUIT HIGH
B1463 CHANNEL 1 AUDIO SPEAKER OUTPUT CIRCUIT OPEN
B1464 CHANNEL 1 AUDIO SPEAKER OUTPUT CIRCUIT SHORTED TOGETHER
B146A CHANNEL 3 AUDIO SPEAKER OUTPUT CIRCUIT PERFORMANCE
B146B CHANNEL 3 AUDIO SPEAKER OUTPUT CIRCUIT LOW
B146C CHANNEL 3 AUDIO SPEAKER OUTPUT CIRCUIT HIGH
B146D CHANNEL 3 AUDIO SPEAKER OUTPUT CIRCUIT OPEN
B146E CHANNEL 3 AUDIO SPEAKER OUTPUT CIRCUIT SHORTED TOGETHER
B146F CHANNEL 4 AUDIO SPEAKER OUTPUT CIRCUIT PERFORMANCE
B147A CHANNEL 6 AUDIO SPEAKER OUTPUT CIRCUIT LOW
B147B CHANNEL 6 AUDIO SPEAKER OUTPUT CIRCUIT HIGH
B147C CHANNEL 6 AUDIO SPEAKER OUTPUT CIRCUIT OPEN
B147D CHANNEL 6 AUDIO SPEAKER OUTPUT CIRCUIT SHORTED TOGETHER
B147E CHANNEL 7 AUDIO SPEAKER OUTPUT CIRCUIT PERFORMANCE
B147F CHANNEL 7 AUDIO SPEAKER OUTPUT CIRCUIT LOW
U0010 CAN INTERIOR BUS
U0011 CAN INTERIOR BUS OFF PERFORMANCE
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U0141 LOST COMMUNICATION WITH IPM (FCM/TIPM)
U0151 LOST COMMUNICATION WITH OCCUPANT RESTRAINT CONTROLLER
(ORC)
U0154 LOST COMMUNICATION WITH OCCUPANT CLASSIFICATION MODULE
U0184 LOST COMMUNICATION WITH RADIO
U0197 LOST COMMUNICATION WITH HANDS FREE PHONE MODULE
U0199 LOST COMMUNICATION WITH DRIVER DOOR MODULE
U0200 LOST COMMUNICATION WITH PASSENGER DOOR MODULE
DTC B1460: CHANNEL 1 AUDIO SPEAKER OUTPUT CIRCUIT PERFORMANCE
Additional Wiring
For a complete wiring diagram, refer to appropriate SYSTEM WIRING DIAGRAMS article(s).
Monitor Conditions
When Monitored:
With the ignition on.
Set Conditions
Set Condition:
This Diagnostic Trouble Code (DTC) sets if a Direct Current (DC) offset occurs on the output channel,
the amplifier shall set a DTC after a maturity rate of four to six seconds.
Possible Causes
Possible Causes
AMPLIFIER
Diagnostic Test
1. CHECK FOR AN INTERMITTENT CONDITION
1. Turn the ignition on.
2. With the scan tool, record and erase the Amplifier DTCs.
3. Cycle the ignition switch from on to off, wait five seconds and then back to on.
4. Turn the Radio on and set the volume to 20.
5. Adjust the speakers to the front and center.
6. With the scan tool, read the active Amplifier DTCs.
Does the scan tool display active: B1460CHANNEL 1 AUDIO SPEAKER OUTPUT CIRCUIT
PERFORMANCE?
Yes
Replace the Amplifier in accordance with the Service Information.
Perform the BODY VERIFICATION TEST. Refer to DTCBased Diagnostics/MODULE,
Totally Integrated Power (TIPM) Standard Procedure .
No
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Test complete, the condition or conditions that originally set this DTC are not present at this
time. Using the wiring diagrams as a guide, check all related splices and connectors for signs
of water intrusion, corrosion, pushed out or bent terminals and correct pin tension.
DTC B1461: CHANNEL 1 AUDIO SPEAKER OUTPUT CIRCUIT LOW
Circuit Schematic
Fig. 1: Channel 1 Audio Speaker Output Circuit Schematic
Additional Wiring
Monitor Conditions
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When Monitored:
Set Conditions
Set Condition:
The Amplifier detects a shorted to ground condition on the speaker output circuit.
Possible Causes
Possible Causes
(X209) LEFT INSTRUMENT PANEL (I/P) SPEAKER (+) CIRCUIT SHORTED TO GROUND
(X299) LEFT INSTRUMENT PANEL (I/P) SPEAKER () CIRCUIT SHORTED TO GROUND
LEFT INSTRUMENT PANEL (I/P) SPEAKER
AMPLIFIER
Diagnostic Test
2. With the scan tool, record and erase the Amplifier DTCs.
LOW?
Yes
Go to step 2
No
2. LEFT INSTRUMENT PANEL (I/P) SPEAKER
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Fig. 2: Identifying Left Instrument Panel Speaker Harness Connector
1. With the scan tool, erase the DTCs.
2. Turn the ignition off.
3. Disconnect the Left Instrument Panel Speaker harness connector.
4. Turn the ignition on
5. Turn the radio on and set the volume to 25.
LOW?
Yes
Go to step 3
No
Replace the Left Instrument Panel Speaker.
3. CHECK THE (X209) LEFT I/P SPEAKER (+) CIRCUIT FOR A SHORT TO GROUND
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Fig. 3: Measuring Resistance Between Ground & Left I/P Speaker (+) Circuit
2. Disconnect the Amplifier C1 harness connector.
3. Measure the resistance between ground and the (X209) Left I/P Speaker (+) circuit in the Amplifier
C1 connector.
Is the resistance below 10K Ohms?
Yes
Repair the (X209) Left I/P Speaker (+) circuit for a short to ground.
No
Go to step 4
4. CHECK THE (X299) LEFT I/P SPEAKER () CIRCUIT FOR A SHORT TO GROUND
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Fig. 4: Measuring Resistance Between Ground & Left I/P Speaker () Circuit
1. Measure the resistance between ground and the (X299) Left I/P Speaker () circuit in the Amplifier
C1 connector.
Yes
Repair the (X299) Left I/P Speaker () circuit for a short to ground.
No
DTC B1462: CHANNEL 1 AUDIO SPEAKER OUTPUT CIRCUIT HIGH
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The Amplifier detects a short to battery condition on the speaker output circuit.
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Possible Causes
Possible Causes
(X209) LEFT INSTRUMENT PANEL (I/P) SPEAKER (+) CIRCUIT SHORTED TO VOLTAGE
(X299) LEFT INSTRUMENT PANEL (I/P) SPEAKER () CIRCUIT SHORTED TO VOLTAGE
AMPLIFIER
Diagnostic Test
2. Using the scan tool, record and erase the Amplifier DTCs.
6. Using the scan tool, read the active Amplifier DTCs.
HIGH?
Yes
Go to step 2
No
2. CHECK FOR VOLTAGE ON THE (X209) LEFT INSTRUMENT PANEL (I/P) SPEAKER (+)
CIRCUIT
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Fig. 6: Measuring Voltage Between Left I/P Speaker (+) Circuit & Ground
4. Measure the voltage between the (X209) Left I/P Speaker (+) circuit and ground.
Is there any voltage present?
Yes
Repair the (X209) Left I/P Speaker (+) circuit for a short to voltage.
No
Go to step 3
3. CHECK FOR VOLTAGE ON THE (X299) LEFT I/P SPEAKER () CIRCUIT
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Fig. 7: Measuring Voltage Between Left I/P Speaker () Circuit & Ground
1. Measure the voltage between the (X299) Left I/P Speaker () circuit and ground.
Yes
Repair the (X299) Left I/P Speaker () circuit for a short to voltage.
No
DTC B1463: CHANNEL 1 AUDIO SPEAKER OUTPUT CIRCUIT OPEN
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
Amplifier bus wakeup.
Amplifier reset with scan tool.
Set Conditions
Set Condition:
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The Amplifier detects an open condition on the speaker output circuit.
Possible Causes
Possible Causes
(X209) LEFT INSTRUMENT PANEL (I/P) SPEAKER (+) CIRCUIT OPEN
(X299) LEFT INSTRUMENT PANEL (I/P) SPEAKER () CIRCUIT OPEN
AMPLIFIER
Diagnostic Test
OPEN?
Yes
Go to step 2
No
2. CHECK THE OPERATION OF THE LEFT I/P SPEAKER
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Fig. 9: measure the voltage of the Left I/P Speaker circuits
2. Disconnect the Left I/P Speaker harness connector.
4. Turn the Radio on and turn the volume to 25.
6. With a Voltmeter set to read in A/C voltage, measure the voltage of the Left I/P Speaker circuits in
the Left Front I/P Speaker harness connector.
Is the voltage present greater than 1 Volt?
Yes
Replace the Left I/P Speaker in accordance with the Service Information.
No
Go to step 3
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3. CHECK THE (X209) LEFT I/P SPEAKER (+) CIRCUIT FOR AN OPEN
Fig. 10: Measuring Resistance Of Left I/P Speaker (+) Circuit
3. Measure the resistance of the (X209) Left I/P Speaker (+) circuit between the Amplifier C1 harness
connector and the Left I/P Speaker harness connector.
Is the resistance below 2.0 Ohms?
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Yes
Go to step 4
No
Repair the (X209) Left I/P Speaker (+) circuit for an open.
4. CHECK THE (X299) LEFT I/P SPEAKER () CIRCUIT FOR AN OPEN
Fig. 11: Measuring Resistance Of Left I/P Speaker () Circuit
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1. Measure the resistance of the (X299) Left I/P Speaker () circuit between the Amplifier C1 harness
connector and the Left I/P Speaker harness connector.
Yes
No
Repair the (X299) Left I/P Speaker () circuit for an open.
DTC B1464: CHANNEL 1 AUDIO SPEAKER OUTPUT CIRCUIT SHORTED TOGETHER
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
Radio volume at 25 or higher.
Set Conditions
Set Condition:
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The Amplifier detects that the output circuits are shorted together.
Possible Causes
Possible Causes
(X209) LEFT INSTRUMENT PANEL (I/P) (+) CIRCUIT SHORTED TO THE (X299) LEFT
INSTRUMENT PANEL (I/P) () CIRCUIT
AMPLIFIER
Diagnostic Test
SHORTED TOGETHER?
Yes
Go to step 2
No
2. CHECK THE OPERATION OF THE LEFT I/P SPEAKER
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Fig. 13: Measuring Resistance Of Speaker Between Two Terminals
2. Disconnect the Left I/P Speaker harness connector.
3. Measure the resistance of the speaker between the two terminals.
NOTE: The graphic shows the connector for reference only. Measure at the
speaker terminals.
Is the resistance of the speaker less than 1 Ohm?
Yes
Replace the Left I/P Speaker in accordance with the Service Information.
No
Go to step 3
3. CHECK THE (X209) LEFT I/P SPEAKER (+) CIRCUIT AND THE (X299) LEFT I/P SPEAKER
() CIRCUITS FOR A SHORT TOGETHER
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Fig. 14: Measuring Resistance Between Left I/P Speaker (+) Circuit & Left I/P Speaker () Circuit
2. Measure the resistance between the (X209) Left I/P Speaker (+) circuit and the (X299) Left I/P
Speaker () circuit.
Is the resistance below 10k Ohms?
Yes
Repair the (X209) Left I/P Speaker (+) circuit for a short to the (X299) Left I/P Speaker ()
circuit.
No
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Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
the Amplifier shall set a DTC after a maturity rate of four to six seconds.
Possible Causes
Possible Causes
AMPLIFIER
Diagnostic Test
PERFORMANCE?
Yes
No
of water intrusion, corrosion, pushed out or bent terminals, and correct pin tension.
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The amplifier detects a shorted to ground condition on the speaker output circuit.
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Possible Causes
Possible Causes
(X208) RIGHT INSTRUMENT PANEL (I/P) SPEAKER (+) CIRCUIT SHORTED TO GROUND
(X298) RIGHT INSTRUMENT PANEL (I/P) SPEAKER () CIRCUIT SHORTED TO GROUND
RIGHT INSTRUMENT PANEL (I/P) SPEAKER
AMPLIFIER
Diagnostic Test
LOW?
Yes
Go to step 2
No
2. RIGHT INSTRUMENT PANEL (I/P) SPEAKER
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Fig. 16: Identifying Right Instrument Panel Speaker Harness Connector
1. Using the scan tool, erase the DTCs.
3. Disconnect the Right Instrument Panel Speaker harness connector.
4. Turn the ignition on
LOW?
Yes
Go to step 3
No
Replace the Right Instrument Panel Speaker.
3. CHECK THE (X208) RIGHT FRONT I/P SPEAKER (+) CIRCUIT FOR A SHORT TO
GROUND
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Fig. 17: Measuring Resistance Between Ground & Right I/P Speaker (+) Circuit
3. Measure the resistance between ground and the (X208) Right I/P Speaker (+) circuit.
Yes
Repair the (X208) Right I/P Speaker (+) circuit for a short to ground.
No
Go to step 4
4. CHECK THE (X298) RIGHT I/P SPEAKER () CIRCUIT FOR A SHORT TO GROUND
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Fig. 18: Measuring Resistance Between Ground & Right I/P Speaker () Circuit
1. Measure the resistance between ground and the (X298) Right I/P Speaker () circuit.
Yes
Repair the (X298) Right I/P Speaker () for a short to ground.
No
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The amplifier detects a short to battery condition on the output circuit.
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Possible Causes
Possible Causes
(X208) RIGHT INSTRUMENT PANEL (I/P) SPEAKER (+) CIRCUIT SHORTED TO VOLTAGE
(X298) RIGHT INSTRUMENT PANEL (I/P) SPEAKER () CIRCUIT SHORTED TO VOLTAGE
AMPLIFIER
Diagnostic Test
HIGH?
Yes
Go to step 2
No
2. CHECK FOR VOLTAGE ON THE (X208) RIGHT I/P SPEAKER (+) CIRCUIT
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Fig. 20: Measuring Voltage Of Right I/P Speaker (+) Circuit
4. Measure the voltage of the (X208) Right I/P Speaker (+) circuit.
Yes
Repair the (X208) Right I/P Speaker (+) circuit for a short to voltage.
No
Go to step 3
3. CHECK FOR VOLTAGE ON THE (X298) RIGHT I/P SPEAKER () CIRCUIT
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Fig. 21: Measuring Voltage Of Right I/P Speaker () Circuit
1. Measure the voltage of the (X298) Right I/P Speaker () circuit.
Yes
Repair the (X298) Right I/P Speaker () circuit for a short to voltage.
No
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
Amplifier BUS wakeup. Amplifier reset with scan tool.
Set Conditions
Set Condition:
The amplifier detects an open condition on the speaker output circuit.
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Possible Causes
Possible Causes
(X208) RIGHT INSTRUMENT PANEL (I/P) SPEAKER (+) CIRCUIT OPEN
(X298) RIGHT INSTRUMENT PANEL (I/P) SPEAKER () CIRCUIT OPEN
AMPLIFIER
Diagnostic Test
OPEN?
Yes
Go to step 2
No
2. CHECK THE OPERATION OF THE RIGHT I/P SPEAKER
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Fig. 23: Measuring Voltage Of Right I/P Speaker Circuits
2. Disconnect the Right I/P Speaker harness connector.
4. Turn the radio on and turn the volume to 25.
5. With a Voltmeter set to read in A/C voltage, measure the voltage of the Right I/P Speaker circuits
in the Right I/P Speaker harness connector.
Is the voltage present greater than 0.5 Volt?
Yes
Replace the Right I/P Speaker in accordance with the Service Information.
No
Go to step 3
3. CHECK THE (X208) RIGHT I/P SPEAKER (+) CIRCUIT FOR AN OPEN
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Fig. 24: Measuring Resistance Of Right I/P Speaker (+) Circuit
3. Measure the resistance of the (X208) Right I/P Speaker (+) circuit between the Amplifier C1
harness connector and the Right I/P Speaker harness connector.
Yes
Go to step 4
No
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Repair the (X208) Right I/P Speaker (+) circuit for an open.
4. CHECK THE (X298) RIGHT I/P SPEAKER () CIRCUIT FOR AN OPEN
Fig. 25: Measuring Resistance Of Right I/P Speaker () Circuit
1. Measure the resistance of the (X298) Right I/P Speaker () circuit between the Amplifier C1
harness connector and the Right I/P Speaker harness connector.
Yes
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No
Repair the (X298) Right I/P Speaker () circuit for an open.
Circuit Schematic
Additional Wiring
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Monitor Conditions
When Monitored:
With the ignition on. Radio volume at 25 or higher.
Set Conditions
Set Condition:
The amplifier detects that the output circuits are shorted together.
Possible Causes
Possible Causes
(X208) RIGHT INSTRUMENT PANEL (I/P) SPEAKER (+) CIRCUIT SHORTED TO THE (X298)
RIGHT INSTRUMENT PANEL (I/P) SPEAKER () CIRCUIT
AMPLIFIER
Diagnostic Test
SHORTED TOGETHER?
Yes
Go to step 2
No
2. CHECK THE OPERATION OF THE RIGHT I/P SPEAKER
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2. Disconnect the Right I/P Speaker harness connector.
NOTE: The graphic shows the connector for reference only. Measure
between the speaker terminals.
Yes
Replace the Right I/P Speaker in accordance with the Service Information.
No
Go to step 3
3. CHECK THE (X208) RIGHT I/P SPEAKER (+) CIRCUIT AND THE (X298) RIGHT I/P
SPEAKER () CIRCUITS FOR A SHORT TOGETHER
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Fig. 28: Measuring Resistance Between Right I/P Speaker (+) Circuit & Right I/P Speaker ()
Circuit
2. Measure the resistance between the (X208) Right I/P Speaker (+) circuit, and the (X298) Right I/P
Speaker () circuit.
Yes
Repair the (X208) Right I/P Speaker (+) circuit for a short to the (X298) Right I/P Speaker
() circuit.
No
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DTC B146A: CHANNEL 3 AUDIO SPEAKER OUTPUT CIRCUIT PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
This DTC will set if a Direct Current (DC) offset occurs on the output channel, the amplifier shall set a
DTC after a maturity rate of 5 Â±1 sec.
Possible Causes
Possible Causes
AMPLIFIER
Diagnostic Test
Does the scan tool display active: B146ACHANNEL 3 AUDIO SPEAKER OUTPUT CIRCUIT
PERFORMANCE?
Yes
No
DTC B146B: CHANNEL 3 AUDIO SPEAKER OUTPUT CIRCUIT LOW
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
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Possible Causes
Possible Causes
(X201) LEFT FRONT SPEAKER (+) CIRCUIT SHORTED TO GROUND
(X291) LEFT FRONT SPEAKER () CIRCUIT SHORTED TO GROUND
LEFT FRONT SPEAKER
AMPLIFIER
Diagnostic Test
Does the scan tool display active: B146BCHANNEL 3 AUDIO SPEAKER OUTPUT CIRCUIT
LOW?
Yes
Go to step 2
No
2. LEFT FRONT SPEAKER
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Fig. 30: Identifying Left Front Speaker Harness Connector
3. Disconnect the Left Front Speaker harness connector.
LOW?
Yes
Go to step 3
No
Replace the Left Front Door Speaker.
3. CHECK THE (X201) LEFT FRONT SPEAKER (+) CIRCUIT FOR A SHORT TO GROUND
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Fig. 31: Measuring Resistance Between Ground & Left Front Speaker (+) Circuit
3. Measure the resistance between ground and the (X201) Left Front Speaker (+) circuit.
Yes
Repair the (X201) Left Front Speaker (+) circuit for a short to ground.
No
Go to step 4
4. CHECK THE (X291) LEFT FRONT SPEAKER () CIRCUIT FOR A SHORT TO GROUND
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Fig. 32: Measuring Resistance Between Ground & Left Front Speaker () Circuit
1. Measure the resistance between ground and the (X291) Left Front Speaker () circuit.
Yes
Repair the (X291) Left Front Speaker () for a short to ground.
No
DTC B146C: CHANNEL 3 AUDIO SPEAKER OUTPUT CIRCUIT HIGH
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The Amplifier detects a short to battery condition on the output circuit.
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Possible Causes
Possible Causes
(X201) LEFT FRONT SPEAKER (+) CIRCUIT SHORTED TO VOLTAGE
(X291) LEFT FRONT SPEAKER () CIRCUIT SHORTED TO VOLTAGE
AMPLIFIER
Diagnostic Test
Does the scan tool display active: B146CCHANNEL 3 AUDIO SPEAKER OUTPUT CIRCUIT
HIGH?
Yes
Go to step 2
No
2. CHECK FOR VOLTAGE ON THE (X201) LEFT FRONT SPEAKER (+) CIRCUIT
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Fig. 34: Measuring Voltage Between Ground & Left Front Speaker (+) Circuit
4. Measure the voltage between ground and the (X201) Left Front Speaker (+) circuit.
Yes
Repair the (X201) Left Front Speaker (+) circuit for a short to voltage.
No
Go to step 3
3. CHECK FOR VOLTAGE ON THE (X291) LEFT FRONT SPEAKER () CIRCUIT
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Fig. 35: Measuring Voltage Between Ground & Left Front Speaker () Circuit
1. Measure the voltage between ground and the (X291) Left Front Speaker () circuit.
Yes
Repair the (X291) Left Front Speaker () circuit for a short to voltage.
No
DTC B146D: CHANNEL 3 AUDIO SPEAKER OUTPUT CIRCUIT OPEN
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
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Possible Causes
Possible Causes
(X201) LEFT FRONT SPEAKER (+) CIRCUIT OPEN
(X291) LEFT FRONT SPEAKER () CIRCUIT OPEN
LEFT FRONT SPEAKER
AMPLIFIER
Diagnostic Test
Does the scan tool display active: B146DCHANNEL 3 AUDIO SPEAKER OUTPUT CIRCUIT
OPEN?
Yes
Go to step 2
No
2. CHECK THE OPERATION OF THE LEFT FRONT SPEAKER
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Fig. 37: Measuring Voltage Between Left Front Speaker (+) & () Circuits
5. With a Voltmeter set to read in A/C voltage, measure the voltage between the Left Front Speaker
(+) and () circuits in the Left Front Speaker harness connector.
Is the voltage present greater than 1 Volt?
Yes
Replace the Left Front Speaker in accordance with the Service Information.
No
Go to step 3
3. CHECK THE (X201) LEFT FRONT SPEAKER (+) CIRCUIT FOR AN OPEN
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Fig. 38: Measuring Resistance Of Left Front Speaker (+) Circuit
3. Measure the resistance of the (X201) Left Front Speaker (+) circuit between the Amplifier C2
harness connector and the Left Front Speaker harness connector.
Yes
Go to step 4
No
Repair the (X201) Left Front Speaker (+) circuit for an open.
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4. CHECK THE (X291) LEFT FRONT SPEAKER () CIRCUIT FOR AN OPEN
Fig. 39: Measuring Resistance Of Left Front Speaker () Circuit
1. Measure the resistance of the (X291) Left Front Speaker () circuit between the Amplifier C2
harness connector and the Left Front Speaker harness connector.
Yes
No
Repair the (X291) Left Front Speaker () circuit for an open.
131 of 4937
DTC B146E: CHANNEL 3 AUDIO SPEAKER OUTPUT CIRCUIT SHORTED TOGETHER
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
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Set Conditions
Set Condition:
Possible Causes
Possible Causes
(X201) LEFT FRONT SPEAKER (+) CIRCUIT SHORTED TO THE (X291) LEFT FRONT SPEAKER
() CIRCUIT
LEFT FRONT SPEAKER
AMPLIFIER
Diagnostic Test
Does the scan tool display active: B146ECHANNEL 3 AUDIO SPEAKER OUTPUT CIRCUIT
SHORTED TOGETHER?
Yes
Go to step 2
No
2. CHECK THE OPERATION OF THE LEFT FRONT SPEAKER
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NOTE: The illustration shows the connector for reference only. Measure
between the speaker terminals.
Yes
Replace the Left Front Speaker in accordance with the Service Information.
No
Go to step 3
3. CHECK THE (X201) LEFT FRONT SPEAKER (+) CIRCUIT, AND THE (X291) LEFT FRONT
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Fig. 42: Measuring Resistance Between Left Front Speaker (+) Circuit & Left Front Speaker ()
Circuit
2. Measure the resistance between the (X201) Left Front Speaker (+) circuit, and the (X291) Left
Front Speaker () circuit.
Yes
Repair the (X201) Left Front Speaker (+) circuit for a short to the X291 Left Front Speaker
() circuit.
No
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DTC B146F: CHANNEL 4 AUDIO SPEAKER OUTPUT CIRCUIT PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
the Amplifier shall set a DTC after a maturity rate of four to six seconds.
Possible Causes
Possible Causes
AMPLIFIER
Diagnostic Test
Does the scan tool display active: B146FCHANNEL 4 AUDIO SPEAKER OUTPUT CIRCUIT
PERFORMANCE?
Yes
No
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
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Possible Causes
Possible Causes
(X202) RIGHT FRONT SPEAKER (+) CIRCUIT SHORTED TO GROUND
(X292) RIGHT FRONT SPEAKER () CIRCUIT SHORTED TO GROUND
RIGHT FRONT SPEAKER
AMPLIFIER
Diagnostic Test
LOW?
Yes
Go to step 2
No
2. RIGHT FRONT SPEAKER
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Fig. 44: Identifying Right Front Speaker Harness Connector
3. Disconnect the Right Front Speaker harness connector.
LOW?
Yes
Go to step 3
No
Replace the Right Front Speaker.
3. CHECK THE (X202) RIGHT FRONT SPEAKER (+) CIRCUIT FOR A SHORT TO GROUND
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Fig. 45: Measuring Resistance Between Ground & Right Front Speaker (+) Circuit
3. Measure the resistance between ground and the (X202) Right Front Speaker (+) circuit.
Yes
Repair the (X202) Right Front Speaker (+) circuit for a short to ground.
No
Go to step 4
4. CHECK THE (X292) RIGHT FRONT SPEAKER () CIRCUIT FOR A SHORT TO GROUND
140 of 4937
Fig. 46: Measuring Resistance Between Ground & Right Front Speaker () Circuit
1. Measure the resistance between ground and the (X292) Right Front Speaker () circuit.
Yes
Repair the (X292) Right Front Speaker () for a short to ground.
No
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
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Possible Causes
Possible Causes
(X202) RIGHT FRONT SPEAKER (+) CIRCUIT SHORTED TO VOLTAGE
(X292) RIGHT FRONT SPEAKER () CIRCUIT SHORTED TO VOLTAGE
AMPLIFIER
Diagnostic Test
HIGH?
Yes
Go to step 2
No
2. CHECK FOR VOLTAGE ON THE (X202) RIGHT FRONT SPEAKER (+) CIRCUIT
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Fig. 48: Measuring Voltage Between Right Front Speaker (+) Circuit & Ground
4. Measure the voltage between the (X202) Right Front Speaker (+) circuit and ground.
Yes
Repair the (X202) Right Front Speaker (+) circuit for a short to voltage.
No
Go to step 3
3. CHECK FOR VOLTAGE ON THE (X292) RIGHT FRONT SPEAKER () CIRCUIT
144 of 4937
Fig. 49: Measuring Voltage Between Right Front Speaker () Circuit & Ground
1. Measure the voltage between the (X292) Right Front Speaker () circuit and ground.
Yes
Repair the (X292) Right Front Speaker () circuit for a short to voltage.
No
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
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Possible Causes
Possible Causes
(X202) RIGHT FRONT SPEAKER (+) CIRCUIT OPEN
(X292) RIGHT FRONT SPEAKER () CIRCUIT OPEN
RIGHT FRONT SPEAKER
AMPLIFIER
Diagnostic Test
OPEN?
Yes
Go to step 2
No
2. CHECK THE OPERATION OF THE RIGHT FRONT SPEAKER
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Fig. 51: Measuring Voltage Of Right Front Speaker Circuits
6. With a Voltmeter set to read in A/C voltage, measure the voltage of the Right Front Speaker
circuits in the Right Front Speaker harness connector.
Is the voltage above 1 Volt?
Yes
Replace the Right Front Speaker in accordance with the Service Information.
No
Go to step 3
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3. CHECK THE (X202) RIGHT FRONT SPEAKER (+) CIRCUIT FOR AN OPEN
Fig. 52: Measuring Resistance Of Right Front Speaker (+) Circuit
3. Measure the resistance of the (X202) Right Front Speaker (+) circuit between the Amplifier C2
harness connector and the Right Front Speaker harness connector.
Yes
Go to step 4
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No
Repair the (X202) Right Front Speaker (+) circuit for an open.
4. CHECK THE (X292) RIGHT FRONT SPEAKER () CIRCUIT FOR AN OPEN
Fig. 53: Measuring Resistance Of Right Front Speaker () Circuit
1. Measure the resistance of the (X292) Right Front Speaker () circuit between the Amplifier C2
harness connector and the Right Front Speaker harness connector.
Yes
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No
Repair the (X292) Right Front Speaker () circuit for an open.
Circuit Schematic
151 of 4937
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
Possible Causes
(X202) RIGHT FRONT SPEAKER (+) CIRCUIT SHORTED TO THE (X292) RIGHT FRONT
SPEAKER () CIRCUIT
RIGHT FRONT SPEAKER
AMPLIFIER
Diagnostic Test
SHORTED TOGETHER?
Yes
Go to step 2
No
2. CHECK THE OPERATION OF THE RIGHT FRONT SPEAKER
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NOTE: The illustration shows the connector for reference only. Measure
between the speaker terminals
Yes
Replace the Right Front Speaker in accordance with the Service Information.
No
Go to step 3
3. CHECK THE (X202) RIGHT FRONT SPEAKER (+) CIRCUIT, AND THE (X292) RIGHT
FRONT SPEAKER () CIRCUITS FOR A SHORT TOGETHER
153 of 4937
Fig. 56: Measuring Resistance Between Right Front Speaker (+) Circuit & Right Front Speaker ()
Circuit
3. Measure the resistance between the (X202) Right Front Speaker (+) circuit, and the (X292) Right
Front Speaker () circuit.
Yes
Repair the (X202) Right Front Speaker (+) circuit for a short to the (X292) Right Front
Speaker () circuit.
No
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Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
This DTC will set if a DC offset occurs on the output channel, the amplifier shall set a DTC after a
maturity rate of 5 Â±1 sec.
Possible Causes
Possible Causes
AMPLIFIER
Diagnostic Test
5. Adjust the speakers to the rear and center.
PERFORMANCE?
Yes
No
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
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Possible Causes
(X205) LEFT REAR SPEAKER (+) CIRCUIT SHORTED TO GROUND
(X295) LEFT REAR SPEAKER () CIRCUIT SHORTED TO GROUND
LEFT REAR SPEAKER
AMPLIFIER
Diagnostic Test
LOW?
Yes
Go to step 2
No
2. LEFT REAR SPEAKER
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Fig. 58: Identifying Left Rear Speaker Harness Connector
3. Disconnect the Left Rear Speaker harness connector from the Left Rear Speaker.
LOW?
Yes
Go to step 3
No
Replace the Left Rear Speaker.
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3. CHECK THE (X205) LEFT REAR SPEAKER (+) CIRCUIT FOR A SHORT TO GROUND
Fig. 59: Measuring Resistance Between Ground & Left Rear Speaker (+) Circuit
3. Measure the resistance between ground and the (X205) Left Rear Speaker (+) circuit.
Yes
Repair the (X205) Left Rear Speaker (+) circuit for a short to ground.
No
Go to step 4
4. CHECK THE (X295) LEFT REAR SPEAKER () CIRCUIT FOR A SHORT TO GROUND
159 of 4937
Fig. 60: Measuring Resistance Between Ground & Left Rear Speaker () Circuit
1. Measure the resistance between ground and the (X295) Left Rear Speaker () circuit.
Yes
Repair the (X295) Left Rear Speaker () for a short to ground.
No
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
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Possible Causes
(X205) LEFT REAR SPEAKER (+) CIRCUIT SHORTED TO VOLTAGE
(X295) LEFT REAR SPEAKER () CIRCUIT SHORTED TO VOLTAGE
AMPLIFIER
Diagnostic Test
HIGH?
Yes
Go to step 2
No
2. CHECK FOR VOLTAGE ON THE (X205) LEFT REAR SPEAKER (+) CIRCUIT
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Fig. 62: Measuring Voltage Between Left Rear Speaker (+) Circuit & Ground
4. Measure the voltage between the (X205) Left Rear Speaker (+) circuit and ground.
Yes
Repair the (X205) Left Rear Speaker (+) circuit for a short to voltage.
No
Go to step 3
3. CHECK FOR VOLTAGE ON THE (X295) LEFT REAR SPEAKER () CIRCUIT
163 of 4937
Fig. 63: Measuring Voltage Between Left Rear Speaker () Circuit & Ground
1. Measure the voltage between the (X295) Left Rear Speaker () circuit and ground.
Yes
Repair the (X295) Left Rear Speaker () circuit for a short to voltage.
No
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
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Possible Causes
(X205) LEFT REAR SPEAKER (+) CIRCUIT OPEN
(X295) LEFT REAR SPEAKER () CIRCUIT OPEN
LEFT REAR SPEAKER
AMPLIFIER
Diagnostic Test
OPEN?
Yes
Go to step 2
No
2. CHECK THE OPERATION OF THE LEFT REAR SPEAKER
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Fig. 65: Measuring Voltage Between Left Rear Speaker (+) Circuit & Left Rear Speaker ()
Circuits
6. With a Voltmeter set to read in A/C voltage, measure the voltage between the (X205) Left Rear
Speaker (+) circuit and the (X295) Left Rear Speaker () circuits in the Left Rear Speaker
connector.
Is the voltage present greater than 1 Volt in the Left Rear Speaker connector?
Yes
Replace the Left Rear Speaker.
No
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Go to step 3
3. CHECK THE (X205) LEFT REAR SPEAKER (+) CIRCUIT FOR AN OPEN
Fig. 66: Measuring Resistance Of Left Rear Speaker (+) Circuit
3. Measure the resistance of the (X205) Left Rear Speaker (+) circuit between the Amplifier C2
harness connector and the Left Rear Speaker harness connector.
Yes
Go to step 4
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No
Repair the (X205) Left Rear Speaker (+) circuit for an open.
4. CHECK THE (X295) LEFT REAR SPEAKER () CIRCUIT FOR AN OPEN
Fig. 67: Measuring Resistance Of Left Rear Speaker () Circuit
1. Measure the resistance of the (X295) Left Rear Speaker () circuit between the Amplifier C2
harness connector and the Left Rear Speaker harness connector.
Yes
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No
Repair the (X295) Left Rear Speaker () circuit for an open.
Circuit Schematic
Additional Wiring
170 of 4937
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
Possible Causes
(X205) LEFT REAR SPEAKER (+) CIRCUIT SHORTED TO THE (X295) LEFT REAR SPEAKER ()
CIRCUIT
LEFT REAR SPEAKER
AMPLIFIER
Diagnostic Test
SHORTED TOGETHER?
Yes
Go to step 2
No
2. CHECK THE OPERATION OF THE LEFT REAR SPEAKER
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Fig. 69: Identifying Left Rear Speaker Harness Connector
SHORTED TOGETHER?
No
Replace the Left Rear Speaker in accordance with the Service Information.
Yes
Go to step 3
172 of 4937
3. CHECK THE (X205) LEFT REAR SPEAKER (+) CIRCUIT AND THE (X295) LEFT REAR
SPEAKER () CIRCUIT FOR A SHORT TOGETHER
Fig. 70: Measuring Resistance Between Left Rear Speaker (+) Circuit & Left Rear Speaker ()
Circuit
3. Measure the resistance between the (X205) Left Rear Speaker (+) circuit and the (X295) Left Rear
Speaker () circuit.
Yes
Repair the (X205) Left Rear Speaker (+) circuit for a short to the (X295) Left Rear Speaker
() circuit.
No
173 of 4937
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
This DTC will set if a DC offset occurs on the output channel, the amplifier shall set a DTC after a
Possible Causes
Possible Causes
AMPLIFIER
Diagnostic Test
PERFORMANCE?
Yes
No
DTC B147A: CHANNEL 6 AUDIO SPEAKER OUTPUT CIRCUIT LOW
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
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Possible Causes
(X206) RIGHT REAR SPEAKER (+) CIRCUIT SHORTED TO GROUND
(X296) RIGHT REAR SPEAKER () CIRCUIT SHORTED TO GROUND
RIGHT REAR SPEAKER
AMPLIFIER
Diagnostic Test
LOW?
Yes
Go to step 2
No
2. RIGHT REAR SPEAKER
Fig. 72: Identifying Right Rear Speaker Harness Connector
3. Disconnect the Right Rear Speaker harness connector at the Right Rear Speaker.
LOW?
Yes
Go to step 3
No
Replace the Right Rear Speaker.
176 of 4937
3. CHECK THE (X206) RIGHT REAR SPEAKER (+) CIRCUIT FOR A SHORT TO GROUND
Fig. 73: Measuring Resistance Between Ground & Right Rear Speaker (+) Circuit
3. Measure the resistance between ground and the (X206) Right Rear Speaker (+) circuit.
Yes
Repair the (X206) Right Rear Speaker (+) circuit for a short to ground.
No
Go to step 4
4. CHECK THE (X296) RIGHT REAR SPEAKER () CIRCUIT FOR A SHORT TO GROUND
Fig. 74: Measuring Resistance Between Ground & Right Rear Speaker () Circuit
1. Measure the resistance between ground and the (X296) Right Rear Speaker () circuit.
Yes
Repair the (X296) Right Rear Speaker () for a short to ground.
No
DTC B147B: CHANNEL 6 AUDIO SPEAKER OUTPUT CIRCUIT HIGH
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
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Possible Causes
(X206) RIGHT REAR SPEAKER (+) CIRCUIT SHORTED TO VOLTAGE
(X296) RIGHT REAR SPEAKER () CIRCUIT SHORTED TO VOLTAGE
AMPLIFIER
Diagnostic Test
HIGH?
Yes
Go to step 2
No
2. CHECK FOR VOLTAGE ON THE (X206) RIGHT REAR SPEAKER (+) CIRCUIT
Fig. 76: Measuring Voltage Between Right Rear Speaker (+) Circuit & Ground
4. Measure the voltage between the (X206) Right Rear Speaker (+) circuit and ground.
Yes
Repair the (X206) Right Rear Speaker (+) circuit for a short to voltage.
No
Go to step 3
3. CHECK FOR VOLTAGE ON THE (X296) RIGHT REAR SPEAKER () CIRCUIT
179 of 4937
Fig. 77: Measuring Voltage Between Right Rear Speaker () Circuit & Ground
1. Measure the voltage between the (X296) Right Rear Speaker () circuit and ground.
Yes
Repair the (X296) Right Rear Speaker () circuit for a short to voltage.
No
DTC B147C: CHANNEL 6 AUDIO SPEAKER OUTPUT CIRCUIT OPEN
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
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Possible Causes
(X206) RIGHT REAR SPEAKER (+) CIRCUIT OPEN
(X296) RIGHT REAR SPEAKER () CIRCUIT OPEN
RIGHT REAR SPEAKER
AMPLIFIER
Diagnostic Test
Does the scan tool display active: B147CCHANNEL 6 AUDIO SPEAKER OUTPUT CIRCUIT
OPEN?
Yes
Go to step 2
No
2. CHECK THE OPERATION OF THE RIGHT REAR SPEAKER
Fig. 79: Measuring Voltage Between Right Rear Speaker (+) Circuit & Right Rear Speaker ()
Circuits
3. Disconnect the Right Rear Speaker harness connector from the Right Rear Speaker.
6. With a Voltmeter set to read in A/C voltage, measure the voltage between the (X205) Right Rear
Speaker (+) circuit and the (X295) Right Rear Speaker () circuits in the Right Rear Speaker
connector.
Is the voltage present greater than 1 Volt in the Right Rear Speaker connector?
Yes
Replace the Right Rear Speaker.
No
182 of 4937
Go to step 3
3. CHECK THE (X206) RIGHT REAR SPEAKER (+) CIRCUIT FOR AN OPEN
Fig. 80: Measuring Resistance Of Right Rear Speaker (+) Circuit
3. Measure the resistance of the (X206) Right Rear Speaker (+) circuit between the Amplifier C2
harness connector and the Right Rear Speaker harness connector.
Yes
Go to step 4
No
Repair the (X206) Right Rear Speaker (+) circuit for an open.
4. CHECK THE (X296) RIGHT REAR SPEAKER () CIRCUIT FOR AN OPEN
Fig. 81: Measuring Resistance Of Right Rear Speaker () Circuit
1. Measure the resistance of the (X296) Right Rear Speaker () circuit between the Amplifier C2
harness connector and the Right Rear Speaker harness connector.
Yes
No
Repair the (X296) Right Rear Speaker () circuit for an open.
DTC B147D: CHANNEL 6 AUDIO SPEAKER OUTPUT CIRCUIT SHORTED TOGETHER
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
184 of 4937
Possible Causes
(X206) RIGHT REAR SPEAKER (+) CIRCUIT SHORTED TO THE (X296) RIGHT REAR SPEAKER
() CIRCUIT
RIGHT REAR SPEAKER
AMPLIFIER
Diagnostic Test
SHORTED TOGETHER?
Yes
Go to step 2
No
2. CHECK THE OPERATION OF THE RIGHT REAR SPEAKER
Fig. 83: Identifying Right Rear Speaker Harness Connector
3. Disconnect the Right Rear Speaker harness connector from the Right Rear Speaker.
SHORTED TOGETHER?
No
Replace the Right Rear Speaker in accordance with the Service Information.
Yes
Go to step 3
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3. CHECK THE (X206) RIGHT REAR SPEAKER (+) CIRCUIT AND THE (X296) RIGHT REAR
Fig. 84: Measuring Resistance Between Right Rear Speaker (+) Circuit & Right Rear Speaker ()
Circuit
3. Measure the resistance between the (X206) Right Rear Speaker (+) circuit, and the (X296) Right
Rear Speaker () circuit.
Yes
Repair the (X206) Right Rear Speaker (+) circuit for a short to the (X296) Right Rear
Speaker () circuit.
No
DTC B147E: CHANNEL 7 AUDIO SPEAKER OUTPUT CIRCUIT PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
This DTC will set if a direct correct offset occurs on the output channel, the Amplifier shall set a DTC
after a maturity rate of 5 Â±1 sec.
Possible Causes
Possible Causes
AMPLIFIER
Diagnostic Test
186 of 4937
Does the scan tool display: B147ECHANNEL 7 AUDIO SPEAKER OUTPUT CIRCUIT
PERFORMANCE?
Yes
No
DTC B147F: CHANNEL 7 AUDIO SPEAKER OUTPUT CIRCUIT LOW
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
Possible Causes
(X300) AMPLIFIED SUBWOOFER 1 (+) CIRCUIT SHORTED TO GROUND
(X390) AMPLIFIED SUBWOOFER 1 () CIRCUIT SHORTED TO GROUND
AMPLIFIED SUBWOOFER SPEAKER ASSEMBLY
AMPLIFIER
Diagnostic Test
187 of 4937
Does the scan tool display active: B147FCHANNEL 7 AUDIO SPEAKER OUTPUT CIRCUIT
LOW?
Yes
Go to step 2
No
2. CHECK THE AMPLIFIED SUBWOOFER SPEAKER FOR A SHORT TO GROUND
Fig. 86: Identifying Subwoofer Speaker Harness Connector
3. Disconnect the Subwoofer Speaker harness connector.
Does the scan tool display: B147FCHANNEL 7 AUDIO SPEAKER OUTPUT CIRCUIT LOW?
Yes
Go to step 3
No
Replace the Amplified Subwoofer Speaker Assembly in accordance with the Service
Information.
3. CHECK THE (X300) AMPLIFIED SUBWOOFER SPEAKER 1 (+) CIRCUIT FOR A SHORT
TO GROUND
Fig. 87: Measuring Resistance Between Ground & Amplified Subwoofer 1 (+) Circuit
3. Measure the resistance between ground and the (X300) Amplified Subwoofer 1 (+) circuit.
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Yes
Repair the (X300) Amplified Subwoofer 1 (+) circuit for a short to ground.
No
Go to step 4
4. CHECK THE (X390) AMPLIFIED SUBWOOFER SPEAKER 1 () CIRCUIT FOR A SHORT TO
GROUND
Fig. 88: Measuring Resistance Between Ground & Amplified Subwoofer 1 () Circuit
1. Measure the resistance between ground and the (X390) Amplified Subwoofer 1 () circuit.
Yes
Repair the (X390) Amplified Subwoofer 1 () circuit for a short to ground.
No
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
Possible Causes
(X300) AMPLIFIED SUBWOOFER 1 (+) CIRCUIT SHORTED TO VOLTAGE
189 of 4937
(X390) AMPLIFIED SUBWOOFER 1 () CIRCUIT SHORTED TO VOLTAGE
AMPLIFIER
Diagnostic Test
Does the scan tool display: B1480CHANNEL 7 AUDIO SPEAKER OUTPUT CIRCUIT HIGH?
Yes
Go to step 2
No
2. CHECK FOR VOLTAGE ON THE (X300) AMPLIFIED SUBWOOFER 1 (+) CIRCUIT
Fig. 90: Measuring Voltage Between Amplified Subwoofer Speaker 1 (+) Circuit & Ground
4. Measure the voltage between the (X300) Amplified Subwoofer Speaker 1 (+) circuit and ground.
Yes
Repair the (X300) Amplified Subwoofer Speaker 1 (+) circuit for a short to voltage.
No
Go to step 3
3. CHECK FOR VOLTAGE ON THE (X390) AMPLIFIED SUBWOOFER SPEAKER 1 ()
CIRCUIT
Fig. 91: Measuring Voltage Between Amplified Subwoofer 1 () Circuit & Ground
1. Measure the voltage between the (X390) Amplified Subwoofer 1 () circuit and ground.
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Yes
Repair the (X390) Amplified Subwoofer Speaker 1 () circuit for a short to voltage.
No
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
Possible Causes
(X300) AMPLIFIED SUBWOOFER 1 (+) CIRCUIT OPEN
(X390) AMPLIFIED SUBWOOFER 1 () CIRCUIT OPEN
AMPLIFIER
Diagnostic Test
Does the scan tool display: B1481CHANNEL 7 AUDIO SPEAKER OUTPUT CIRCUIT OPEN?
191 of 4937
Yes
Go to step 2
No
2. CHECK THE OPERATION OF THE AMPLIFIED SUBWOOFER SPEAKER
Fig. 93: Measuring Voltage Of Amplified Subwoofer Speaker 1 Circuits
5. With a Voltmeter set to read in A/C voltage, measure the voltage of the Amplified Subwoofer
Speaker 1 circuits in the Subwoofer Speaker harness connector.
Yes
Information.
No
Go to step 3
3. CHECK THE (X300) AMPLIFIED SUBWOOFER 1 (+) CIRCUIT FOR AN OPEN
Fig. 94: Measuring Resistance Of Amplified Subwoofer 1 (+) Circuit
3. Measure the resistance of the (X300) Amplified Subwoofer 1 (+) circuit between the Amplifier C2
harness connector and the Subwoofer Speaker harness connector.
Yes
Go to step 4
No
Repair the (X300) Amplified Subwoofer 1 (+) circuit for an open.
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4. CHECK THE (X390) AMPLIFIED SUBWOOFER 1 () CIRCUIT FOR AN OPEN
Fig. 95: Measuring Resistance Of Amplified Subwoofer 1 () Circuit
1. Measure the resistance of the (X390) Amplified Subwoofer 1 () circuit between the Amplifier C2
Yes
No
Repair the (X390) Amplified Subwoofer 1 () circuit for an open.
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
Possible Causes
(X300) AMPLIFIED SUBWOOFER 1 (+) CIRCUIT SHORTED TO THE (X390) AMPLIFIED
SUBWOOFER 1 () CIRCUIT
AMPLIFIED SUBWOOFER SPEAKER
AMPLIFIER
Diagnostic Test
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Does the scan tool: B1482CHANNEL 7 AUDIO SPEAKER OUTPUT CIRCUIT SHORTED
TOGETHER?
Yes
Go to step 2
No
Fig. 97: Identifying Subwoofer 1 Speaker Harness Connector
3. Disconnect the Subwoofer 1 Speaker harness connector.
Does the scan tool: B1482CHANNEL 7 AUDIO SPEAKER OUTPUT CIRCUIT SHORTED
TOGETHER?
Yes
Go to step 3
No
Replace the Amplified Subwoofer Speaker in accordance with the Service Information.
3. CHECK THE (X300) AMPLIFIED SUBWOOFER 1 (+) CIRCUIT AND THE (X390)
AMPLIFIED SUBWOOFER 1 () CIRCUITS FOR A SHORT TOGETHER
Fig. 98: Measuring Resistance Between Amplified Subwoofer 1 (+) Circuit & Amplified Subwoofer
1 () Circuit
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3. Measure the resistance between the (X300) Amplified Subwoofer 1 (+) circuit and the (X390)
Amplified Subwoofer 1 () circuit.
Yes
Repair the (X300) Amplified Subwoofer 1 (+) circuit for a short to the (X390) Amplified
Subwoofer 1 () circuit.
No
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
This DTC will set if a DC offset occurs on the output channel, the Amplifier shall set a DTC after a
Possible Causes
Possible Causes
AMPLIFIER
Diagnostic Test
Does the scan tool display: B1483CHANNEL 8 AUDIO SPEAKER OUTPUT CIRCUIT
PERFORMANCE?
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Yes
Replace the Amplifier in accordance with the service Information.
No
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
Possible Causes
(X301) AMPLIFIED SUBWOOFER 2 (+) CIRCUIT SHORTED TO GROUND
(X391) AMPLIFIED SUBWOOFER 2 () CIRCUIT SHORTED TO GROUND
AMPLIFIER
Diagnostic Test
Does the scan tool display: B1484CHANNEL 8 AUDIO SPEAKER OUTPUT CIRCUIT LOW?
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Yes
Go to step 2
No
2. CHECK THE AMPLIFIED SUBWOOFER SPEAKER FOR A SHORT TO GROUND
Does the scan tool display: B147FCHANNEL 7 AUDIO SPEAKER OUTPUT CIRCUIT LOW?
Yes
Go to step 3
No
Information.
3. CHECK THE (X301) AMPLIFIED SUBWOOFER 2 (+) CIRCUIT FOR A SHORT TO GROUND
Fig. 101: Measuring Resistance Between Ground & Amplified Subwoofer 2 (+) Circuit
3. Measure the resistance between ground and the (X301) Amplified Subwoofer 2 (+) circuit in the
Subwoofer 2 Speaker harness connector.
Yes
Repair the (X301) Amplified Subwoofer 2 (+) circuit for a short to ground.
No
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Go to step 4
4. CHECK THE (X391) AMPLIFIED SUBWOOFER 2 () CIRCUIT FOR A SHORT TO GROUND
Fig. 102: Measuring Resistance Between Ground & Amplified Subwoofer 2 () Circuit
1. Measure the resistance between ground and the (X391) Amplified Subwoofer 2 () circuit.
Yes
Repair the (X391) Amplified Subwoofer 2 () circuit for a short to ground.
No
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
Possible Causes
(X301) AMPLIFIED SUBWOOFER 2 (+) CIRCUIT SHORTED TO VOLTAGE
(X391) AMPLIFIED SUBWOOFER 2 () CIRCUIT SHORTED TO VOLTAGE
AMPLIFIER
Diagnostic Test
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Does the scan tool display: B1485CHANNEL 8 AUDIO SPEAKER OUTPUT CIRCUIT HIGH?
Yes
Go to step 2
No
2. CHECK FOR VOLTAGE ON THE (X301) AMPLIFIED SUBWOOFER 2 (+) CIRCUIT
Fig. 104: Measuring Voltage Between Amplified Subwoofer 2 (+) Circuit & Ground
4. Measure the voltage between the (X301) Amplified Subwoofer 2 (+) circuit and ground.
Yes
Repair the (X301) Amplified Subwoofer 2 (+) circuit for a short to voltage.
No
Go to step 3
3. CHECK FOR VOLTAGE ON THE (X391) AMPLIFIED SUBWOOFER 2 () CIRCUIT
Fig. 105: Measuring Voltage Between Amplified Subwoofer 2 () Circuit & Ground
1. Measure the voltage between the (X391) Amplified Subwoofer 2 () circuit and ground.
Yes
Repair the (X391) Amplified Subwoofer 2 () circuit for a short to voltage.
No
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Circuit Schematic
Fig. 106: Audio Speaker Output Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
Possible Causes
(X301) AMPLIFIED SUBWOOFER 2 (+) CIRCUIT OPEN
(X391) AMPLIFIED SUBWOOFER 2 () CIRCUIT OPEN
AMPLIFIER
Diagnostic Test
Does the scan tool display: B1486CHANNEL 8 AUDIO SPEAKER OUTPUT CIRCUIT OPEN?
Yes
Go to step 2
No
200 of 4937
Fig. 107: Measuring Voltage Of Amplified Subwoofer 2 Circuits In Subwoofer Speaker Harness
Connector
5. With a Voltmeter set to read in A/C voltage, measure the voltage of the Amplified Subwoofer 2
circuits in the Subwoofer Speaker harness connector.
Yes
Replace the Subwoofer Speaker Assembly in accordance with the Service Information.
No
Go to step 3
3. CHECK THE (X301) AMPLIFIED SUBWOOFER 2 (+) CIRCUIT FOR AN OPEN
Fig. 108: Measuring Resistance Of Amplified Subwoofer 2 (+) Circuit
3. Measure the resistance of the (X301) Amplified Subwoofer 2 (+) circuit between the Amplifier C2
Yes
Go to step 4
No
Repair the (X301) Amplified Subwoofer 2 (+) circuit for an open.
4. CHECK THE (X391) AMPLIFIED SUBWOOFER 2 () CIRCUIT FOR AN OPEN
Fig. 109: Measuring Resistance Of Amplified Subwoofer 2 () Circuit
1. Measure the resistance of the (X391) Amplified Subwoofer 2 () circuit between the Amplifier C2
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Yes
No
Repair the (X391) Amplified Subwoofer 2 () circuit for an open.
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
Possible Causes
(X301) AMPLIFIED SUBWOOFER 2 (+) CIRCUIT SHORTED TO THE (X391) AMPLIFIED
SUBWOOFER 2 () CIRCUIT
AMPLIFIER
Diagnostic Test
SHORTED TOGETHER?
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Yes
Go to step 2
No
SHORTED TOGETHER?
Yes
Go to step 3
No
Information.
3. CHECK THE (X301) AMPLIFIED SUBWOOFER 2 (+) CIRCUIT AND THE (X391)
AMPLIFIED SUBWOOFER 2 () CIRCUITS FOR A SHORT TOGETHER
Fig. 112: Measuring Resistance Between Amplified Subwoofer 2 (+) Circuit & Amplified
Subwoofer 2 () Circuit
3. Measure the resistance between the (X301) Amplified Subwoofer 2 (+) circuit and the (X391)
Amplified Subwoofer 2 () circuit.
Yes
Repair the (X301) Amplified Subwoofer 2 (+) circuit for a short to the (X391) Amplified
Subwoofer 2 () circuit.
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No
DTC U0010: CAN INTERIOR BUS
Additional Wiring
Monitor Conditions
When Monitored:
Continuously when the ignition is on.
Battery voltage between 10 and 16 volts.
Ignition Off Draw (IOD) fuse installed.
Set Conditions
Set Condition:
The controller detects a short to ground on the CAN Interior Bus (125K) (+) circuit or a short to voltage
on the CAN Interior Bus (125K) () circuit.
Possible Causes
Possible Causes
(D265) CAN INTERIOR BUS (+) (125k) CIRCUIT SHORTED TO VOLTAGE
(D264) CAN INTERIOR BUS () (125k) CIRCUIT SHORTED TO GROUND
(D264) CAN INTERIOR BUS () (125k) CIRCUIT SHORTED TO THE (D265) CAN INTERIOR BUS
(+) (125k) CIRCUIT
TOTALLY INTEGRATED POWER MODULE (TIPM)
ANY CAN INTERIOR BUS MODULE
Diagnostic Procedure
1. VERIFY DIAGNOSTIC TROUBLE CODE (DTC) IS ACTIVE
NOTE: Make sure the IOD fuse is installed and battery voltage is between 10 and
16 volts before proceeding.
1. Using the scan tool, read active DTCs.
Is this DTC active?
Yes
Refer to DTCBased Diagnostics/MODULE, Totally Integrated Power (TIPM)
Diagnosis and Testing and perform the U0010CAN Interior Bus diagnostic procedure.
No
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Refer to NonDTC Diagnostics/Communication Diagnosis and Testing and perform the
Stored Lost Communication DTCs diagnostic procedure.
DTC U0011: CAN INTERIOR BUS OFF PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
Possible Causes
(+) (125k) CIRCUIT
Is this DTC active?
Yes
Diagnosis and Testing and perform the U0011CAN Interior Bus Off Performance
diagnostic procedure.
No
DTC U0141: LOST COMMUNICATION WITH IPM (FCM/TIPM)
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Additional Wiring
Monitor Conditions
When Monitored:
The battery voltage between 10.0 and 16.0 Volts.
Totally Integrated Power Module (TIPM) is configured correctly.
Set Conditions
Set Condition:
Bus messages not received from the Totally Integrated Power Module (TIPM) for approximately two to
five seconds.
Possible Causes
Possible Causes
CAN BUS CIRCUITS OPEN OR SHORTED
DTCS RELATED TO BATTERY VOLTAGE, IGNITION, OR VIN MESSAGES
TOTALLY INTEGRATED POWER MODULE POWER AND GROUND
TIPM NOT CONFIGURED CORRECTLY
MODULE THAT SET THIS DTC
1. VERIFY DTC IS ACTIVE
NOTE: Make sure the IOD fuse is installed and the battery is fully charged before
proceeding.
2. With the scan tool, read active DTCs.
Is this DTC active?
Yes
Diagnosis and Testing and perform the U0141Lost Communication with IPM
(FCM/TIPM) diagnostic procedure.
No
DTC U0151: LOST COMMUNICATION WITH OCCUPANT RESTRAINT CONTROLLER (ORC)
Additional Wiring
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Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Bus messages not received from the Occupant Restraint Controller (ORC) for approximately two to five
seconds.
Possible Causes
Possible Causes
OCCUPANT RESTRAINT CONTROLLERS POWER AND GROUND
OCCUPANT RESTRAINT CONTROLLER
1. VERIFY THE DIAGNOSTIC TROUBLE CODE (DTC) IS ACTIVE
proceeding.
Is this DTC active?
Yes
Diagnosis and Testing and perform the U0151Lost Communication with Occupant
Restraint Controller (ORC) diagnostic procedure.
No
DTC U0154: LOST COMMUNICATION WITH OCCUPANT CLASSIFICATION MODULE
Additional Wiring
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Monitor Conditions
When Monitored:
The battery voltage between 10 and 16 volts.
Set Conditions
Set Condition:
Bus messages not received from the Occupant Classification Module (OCM) for approximately two to
five seconds.
Possible Causes
Possible Causes
OCCUPANT CLASSIFICATION MODULE POWER AND GROUND
OCCUPANT CLASSIFICATION MODULE
proceeding.
Is this DTC active?
Yes
Classification Module diagnostic procedure.
No
DTC U0184: LOST COMMUNICATION WITH RADIO
Additional Wiring
Monitor Conditions
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When Monitored:
Ignition Off Draw (IOD) fused installed.
Set Conditions
Set Condition:
Bus messages not received from the Radio for approximately two to five seconds.
Possible Causes
Possible Causes
RADIO POWER AND GROUND
RADIO
proceeding.
2. With the scan tool, read the active DTCs.
Is this DTC active?
Yes
Diagnosis and Testing and perform the U0184Lost Communication with Radio diagnostic
procedure.
No
DTC U0197: LOST COMMUNICATION WITH HANDS FREE PHONE MODULE
Additional Wiring
Monitor Conditions
When Monitored:
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The battery voltage is between 10 and 16 volts.
Set Conditions
Set Condition:
Bus messages not received from the Hands Free Module (HFM) for approximately two to five seconds.
Possible Causes
Possible Causes
HANDS FREE MODULE POWER AND GROUND
HANDS FREE MODULE
proceeding.
Is this DTC active?
Yes
Diagnosis and Testing and perform the U0197Lost Communication with Hands Free Phone
Module diagnostic procedure.
No
DTC U0199: LOST COMMUNICATION WITH DRIVER DOOR MODULE
Additional Wiring
Monitor Conditions
When Monitored:
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Set Conditions
Set Condition:
Bus messages not received from the Driver Door Module (DDM) for approximately two to five seconds.
Possible Causes
Possible Causes
DRIVER DOOR MODULE POWER AND GROUND
DRIVER DOOR MODULE
proceeding.
Is this DTC active?
Yes
Diagnosis and Testing and perform the U0199Lost Communication with Drive Door
No
DTC U0200: LOST COMMUNICATION WITH PASSENGER DOOR MODULE
Additional Wiring
Monitor Conditions
When Monitored:
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Set Conditions
Set Condition:
Bus messages not received from the Passenger Door Module (PDM) for approximately two to five
seconds.
Possible Causes
Possible Causes
PASSENGER DOOR MODULE POWER AND GROUND
PASSENGER DOOR MODULE
proceeding.
Is this DTC active?
Yes
Diagnosis and Testing and perform the U0200Lost Communication with Passenger Door
No
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Back To Article
Audio (Radio) Electrical Diagnostics Wrangler
DTC Description
B1401 FRONT LEFT AUDIO SPEAKER OUTPUT CIRCUIT LOW
B1402 FRONT LEFT AUDIO SPEAKER OUTPUT CIRCUIT HIGH
B1403 FRONT LEFT AUDIO SPEAKER OUTPUT CIRCUIT OPEN
B1405 FRONT RIGHT AUDIO SPEAKER OUTPUT CIRCUIT LOW
B1406 FRONT RIGHT AUDIO SPEAKER OUTPUT CIRCUIT HIGH
B1407 FRONT RIGHT AUDIO SPEAKER OUTPUT CIRCUIT OPEN
B1409 REAR LEFT AUDIO SPEAKER OUTPUT CIRCUIT LOW
B140A REAR LEFT AUDIO SPEAKER OUTPUT CIRCUIT HIGH
B140B REAR LEFT AUDIO SPEAKER OUTPUT CIRCUIT OPEN
B140D REAR RIGHT AUDIO SPEAKER OUTPUT CIRCUIT LOW
B140E REAR RIGHT AUDIO SPEAKER OUTPUT CIRCUIT HIGH
B140F REAR RIGHT AUDIO SPEAKER OUTPUT CIRCUIT OPEN
B1420 AUDIO CASSETTE ERROR/INOPERABLE CASSETTE
B1421 AUDIO CD READ ERROR/INOPERABLE DISC
B1422 AUDIO DVD READ ERROR/INOPERABLE DISC
B1424 IMPROPER DVDWRONG REGION
B1429 RADIO DISPLAY HIGH TEMPERATURE
B142A RADIO UNIT HIGH TEMPERATURE
B142D AUDIO ANTENNA NOT CONNECTED
B142E GPS ANTENNA NOT CONNECTED
B142F SATELLITE RADIO ANTENNA NOT CONNECTED
B1430 (2.5) SATELLITE RADIO ANTENNA INTERNAL PERFORMANCE
B1430 (4.0) SATELLITE RADIO ANTENNA INTERNAL PERFORMANCE
B143A MICROPHONE 1 CIRCUIT PERFORMANCE
B143B MICROPHONE 1 CIRCUIT LOW
B143C MICROPHONE 1 CIRCUIT HIGH
B156B SATELLITE RADIO ANTENNA CIRCUIT
(ORC)
U0154 LOST COMMUNICATION WITH OCCUPANT CLASSIFICATION
MODULE
U0186 LOST COMMUNICATION WITH AUDIO AMPLIFIER
U0197 LOST COMMUNICATION WITH HANDS FREE PHONE MODULE
U0199 LOST COMMUNICATION WITH DRIVER DOOR MODULE
U0200 LOST COMMUNICATION WITH PASSENGER DOOR MODULE
DTC B1401: FRONT LEFT AUDIO SPEAKER OUTPUT CIRCUIT LOW
Circuit Schematic
213 of 4937
Fig. 1: Front Left Audio Speaker Output Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
With the radio on.
Set Conditions
Set Condition:
When the output circuit is LOW for more than three seconds.
214 of 4937
Possible Causes
Possible Causes
(X201) LEFT FRONT SPEAKERS (+) CIRCUIT SHORTED TO GROUND
(X291) LEFT FRONT SPEAKERS () CIRCUIT SHORTED TO GROUND
SPEAKER
Diagnostic Test
1. INTERMITTENT CONDITION
2. With the scan tool, clear all Radio DTCs.
3. Turn the Radio on.
4. With the scan tool, read the DTC information.
Does the scan tool read: B1401FRONT LEFT AUDIO SPEAKER OUTPUT CIRCUIT LOW?
Yes
Go to step 2
No
The condition that caused this symptom is currently not present. Check for an intermittent
condition by inspecting the related wiring harness for chafed, pierced, pinched, and partially
broken wires. Also, inspect the related connectors for broken, bent, pushed out, spread,
corroded, or contaminated terminals. Repair as necessary.
2. (X201) LEFT FRONT SPEAKERS (+) CIRCUIT SHORTED TO GROUND
215 of 4937
Fig. 2: Measuring Resistance Between Ground & Left Front Speakers (+) Circuit
2. Disconnect the Radio harness connector.
3. Disconnect the Front Left Audio Speaker harness connector.
4. Measure the resistance between ground and the (X201) Left Front Speakers (+) circuit.
Yes
Repair the (X201) Left Front Speakers (+) circuit for a short to ground condition.
No
216 of 4937
Go to step 3
3. (X291) LEFT FRONT SPEAKERS () CIRCUIT SHORTED TO GROUND
Fig. 3: Measuring Resistance Between Ground & Left Front Speakers () Circuit
1. Measure the resistance between ground and the (X291) Left Front Speakers () circuit.
Yes
Repair the (X291) Left Front Speakers () circuit for a short to ground condition.
Totally Integrated Power (TIPM) Standard Procedure
No
Go to step 4
4. SPEAKER
1. Connect the Radio harness connector.
2. With the Front Left Audio Speaker still disconnected, turn the ignition on.
217 of 4937
Does the scan tool read: B1401FRONT LEFT AUDIO SPEAKER OUTPUT CIRCUIT LOW?
Yes
Replace the Front Left Audio Speaker in accordance with the Service Information.
No
Test Complete.
DTC B1402: FRONT LEFT AUDIO SPEAKER OUTPUT CIRCUIT HIGH
Circuit Schematic
218 of 4937
Additional Wiring
Possible Causes
Possible Causes
(X201) LEFT FRONT SPEAKERS (+) CIRCUIT SHORTED TO VOLTAGE
(X291) LEFT FRONT SPEAKERS () CIRCUIT SHORTED TO VOLTAGE
SPEAKER
Diagnostic Test
219 of 4937
1. Turn the ignition on, then off, and then on again.
2. With the scan tool, read Radio DTCs.
Does the scan tool display active: B1402FRONT LEFT AUDIO SPEAKER OUTPUT CIRCUIT
HIGH?
Yes
Go to step 2
No
2. (X201) LEFT FRONT SPEAKERS (+) CIRCUIT SHORTED TO VOLTAGE
Fig. 5: Measuring Voltage On Left Front Speakers (+) Circuit
220 of 4937
3. Disconnect the Left Front Audio Speaker harness connector.
5. Measure for voltage on the (X201) Left Front Speakers (+) circuit.
Is the voltage above 10.0 volts?
Yes
Repair the (X201) Left Front Speakers (+) circuit for a short to voltage.
No
Go to step 3
3. (X291) LEFT FRONT SPEAKERS () CIRCUIT SHORTED TO VOLTAGE
221 of 4937
Fig. 6: Measuring Voltage On Left Front Speakers () Circuit
1. Measure for voltage on the (X291) Left Front Speakers () circuit.
Yes
Repair the (X291) Left Front Speakers () circuit for a short to voltage.
No
Replace the Radio in accordance with the Service Information.
DTC B1403: FRONT LEFT AUDIO SPEAKER OUTPUT CIRCUIT OPEN
Circuit Schematic
222 of 4937
Additional Wiring
Monitor Conditions
When Monitored:
With the radio on.
Set Conditions
Set Condition:
When the output circuit is open for more than three seconds. The radio will not set the fault if the radio
confirms an amplifier is on the BUS.
223 of 4937
Possible Causes
Possible Causes
(X201) LEFT FRONT SPEAKERS (+) CIRCUIT OPEN
(X291) LEFT FRONT SPEAKERS () CIRCUIT OPEN
SPEAKER
Diagnostic Test
Does the scan tool read: B1403FRONT LEFT AUDIO SPEAKER OUTPUT CIRCUIT OPEN?
Yes
Go to step 2
No
2. (X201) LEFT FRONT SPEAKERS (+) CIRCUIT OPEN
224 of 4937
Fig. 8: Measuring Resistance Of Left Front Speakers (+) Circuit
3. Disconnect the Front Left Audio Speaker harness connector.
4. Measure the resistance of the (X201) Left Front Speakers (+) circuit between the Radio and the
Speaker.
Is the resistance below 5.0 Ohms for each circuit?
Yes
Go to step 3
No
Repair the (X201) Left Front Speakers (+) circuit for an open condition.
3. (X291) LEFT FRONT SPEAKERS () CIRCUIT OPEN
225 of 4937
Fig. 9: Measuring Resistance Of Left Front Speakers () Circuit
1. Measure the resistance of the (X291) Left Front Speakers () circuit between the Radio and the
Speaker.
Yes
Go to step 4
No
Repair the (X291) Left Front Speakers () circuit for an open condition.
4. SPEAKER
2. With the Front Left Audio Speaker still disconnected, turn the ignition on.
226 of 4937
Does the scan tool read: B1403FRONT LEFT AUDIO SPEAKER OUTPUT CIRCUIT OPEN?
Yes
Replace the Front Left Audio Speaker in accordance with the Service Information.
No
Test Complete.
DTC B1405: FRONT RIGHT AUDIO SPEAKER OUTPUT CIRCUIT LOW
Circuit Schematic
227 of 4937
Fig. 10: Front Right Audio Speaker Output Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
With the radio on.
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Set Conditions
Set Condition:
When the output circuit is LOW for more than three seconds.
Possible Causes
Possible Causes
(X202) RIGHT FRONT SPEAKERS (+) CIRCUIT SHORTED TO GROUND
(X292) RIGHT FRONT SPEAKERS () CIRCUIT SHORTED TO GROUND
SPEAKER
Diagnostic Test
Does the scan tool read: B1405FRONT RIGHT AUDIO SPEAKER OUTPUT CIRCUIT LOW?
Yes
Go to step 2
No
2. (X202) RIGHT FRONT SPEAKERS (+) CIRCUIT SHORTED TO GROUND
229 of 4937
Fig. 11: Measuring Resistance Between Ground & Right Front Speakers (+) Circuit
3. Disconnect the Front Right Audio Speaker harness connector.
4. Measure the resistance between ground and the (X202) Right Front Speakers (+) circuit.
Yes
Repair the (X202) Right Front Speakers (+) circuit for a short to ground condition.
No
230 of 4937
Go to step 3
3. (X292) RIGHT FRONT SPEAKERS () CIRCUIT SHORTED TO GROUND
Fig. 12: Measuring Resistance Between Ground & Right Front Speakers () Circuit
1. Measure the resistance between ground and the (X292) Right Front Speakers () circuit.
Yes
Repair the (X292) Right Front Speakers () circuit for a short to ground condition.
No
Go to step 4
4. SPEAKER
2. With the Front Right Audio Speaker still disconnected, turn the ignition on.
231 of 4937
Does the scan tool read: B1405FRONT RIGHT AUDIO SPEAKER OUTPUT CIRCUIT LOW?
Yes
Replace the Front Right Audio Speaker in accordance with the Service Information.
No
Test Complete.
DTC B1406: FRONT RIGHT AUDIO SPEAKER OUTPUT CIRCUIT HIGH
Circuit Schematic
232 of 4937
Additional Wiring
Possible Causes
Possible Causes
(X202) RIGHT FRONT SPEAKERS (+) CIRCUIT SHORTED TO VOLTAGE
(X292) RIGHT FRONT SPEAKERS () CIRCUIT SHORTED TO VOLTAGE
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SPEAKER
Diagnostic Test
Does the scan tool display active: B1406FRONT RIGHT AUDIO SPEAKER OUTPUT CIRCUIT
HIGH?
Yes
Go to step 2
No
2. (X202) RIGHT FRONT SPEAKERS (+) CIRCUIT SHORTED TO VOLTAGE
234 of 4937
Fig. 14: Measuring Voltage On Right Front Speakers (+) Circuit
3. Disconnect the Right Front Audio Speaker harness connector.
5. Measure for voltage on the (X202) Right Front Speakers (+) circuit.
Yes
Repair the (X202) Right Front Speakers (+) circuit for a short to voltage.
No
Go to step 3
235 of 4937
3. (X292) RIGHT FRONT SPEAKERS () CIRCUIT SHORTED TO VOLTAGE
Fig. 15: Measuring Voltage On Right Front Speakers () Circuit
1. Measure for voltage on the (X292) Right Front Speakers () circuit.
Yes
Repair the (X292) Right Front Speakers () circuit for a short to voltage.
No
DTC B1407: FRONT RIGHT AUDIO SPEAKER OUTPUT CIRCUIT OPEN
Circuit Schematic
236 of 4937
Additional Wiring
Monitor Conditions
When Monitored:
With the radio on.
237 of 4937
Set Conditions
Set Condition:
Possible Causes
Possible Causes
(X202) RIGHT FRONT SPEAKERS (+) CIRCUIT OPEN
(X292) RIGHT FRONT SPEAKERS () CIRCUIT OPEN
SPEAKER
Diagnostic Test
Does the scan tool read: B1407FRONT RIGHT AUDIO SPEAKER OUTPUT CIRCUIT OPEN?
Yes
Go to step 2
No
2. (X202) RIGHT FRONT SPEAKERS (+) CIRCUIT OPEN
238 of 4937
Fig. 17: Measuring Resistance Of Right Front Speakers (+) Circuit
3. Disconnect the Front Right Audio Speaker harness connector.
4. Measure the resistance of the (X202) Right Front Speakers (+) circuit between the Radio and the
Speaker.
Yes
Go to step 3
No
Repair the (X202) Right Front Speakers (+) circuit for an open condition.
3. (X292) RIGHT FRONT SPEAKERS () CIRCUIT OPEN
239 of 4937
Fig. 18: Measuring Resistance Of Right Front Speakers () Circuit
1. Measure the resistance of the (X292) Right Front Speakers () circuit between the Radio and the
Speaker.
Yes
Go to step 4
No
Repair the (X292) Right Front Speakers () circuit for an open condition.
4. SPEAKER
2. With the Front Right Audio Speaker still disconnected, turn the ignition on.
240 of 4937
Does the scan tool read: B1407FRONT RIGHT AUDIO SPEAKER OUTPUT CIRCUIT OPEN?
Yes
Replace the Front Right Audio Speaker in accordance with the Service Information.
No
Test Complete.
DTC B1409: REAR LEFT AUDIO SPEAKER OUTPUT CIRCUIT LOW
Circuit Schematic
241 of 4937
Fig. 19: Rear Left Audio Speaker Output Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
With the radio on.
242 of 4937
Set Conditions
Set Condition:
When the output circuit is low for more than three seconds.
Possible Causes
Possible Causes
(X205) LEFT REAR SPEAKER (+) CIRCUIT SHORTED TO GROUND
(X295) LEFT REAR SPEAKER () CIRCUIT SHORTED TO GROUND
SPEAKER
Diagnostic Test
Does the scan tool read: B1409REAR LEFT AUDIO SPEAKER OUTPUT CIRCUIT LOW?
Yes
Go to step 2
No
2. (X205) LEFT REAR SPEAKER (+) CIRCUIT SHORTED TO GROUND
243 of 4937
Fig. 20: Measuring Resistance Between Ground & Left Rear Speaker (+) Circuit
3. Disconnect the Rear Left Audio Speaker harness connector.
4. Measure the resistance between ground and the (X205) Left Rear Speaker (+) circuit.
Yes
Repair the (X205) Left Rear Speaker (+) circuit for a short to ground condition.
No
Go to step 3
3. (X295) LEFT REAR SPEAKER () CIRCUIT SHORTED TO GROUND
244 of 4937
Fig. 21: Measuring Resistance Between Ground & Left Rear Speaker () Circuit
1. Measure the resistance between ground and the (X295) Left Rear Speaker () circuit.
Yes
Repair the (X295) Left Rear Speaker () circuit for a short to ground condition.
No
Go to step 4
4. SPEAKER
2. With the Rear Left Audio Speaker still disconnected, turn the ignition on.
245 of 4937
Does the scan tool read: B1409REAR LEFT AUDIO SPEAKER OUTPUT CIRCUIT LOW?
Yes
Replace the Rear Left Audio Speaker in accordance with the Service Information.
No
Test Complete.
DTC B140A: REAR LEFT AUDIO SPEAKER OUTPUT CIRCUIT HIGH
Circuit Schematic
246 of 4937
Additional Wiring
Possible Causes
Possible Causes
(X205) LEFT REAR SPEAKER (+) CIRCUIT SHORTED TO VOLTAGE
(X295) LEFT REAR SPEAKER () CIRCUIT SHORTED TO VOLTAGE
247 of 4937
SPEAKER
Diagnostic Test
Does the scan tool display active: B140AREAR LEFT AUDIO SPEAKER OUTPUT CIRCUIT
HIGH?
Yes
Go to step 2
No
2. (X205) LEFT REAR SPEAKER (+) CIRCUIT SHORTED TO VOLTAGE
248 of 4937
Fig. 23: Measuring Voltage On Left Rear Speaker (+) Circuit
3. Disconnect the Left Rear Audio Speaker harness connector.
5. Measure for voltage on the (X205) Left Rear Speaker (+) circuit.
Yes
Repair the (X205) Left Rear Speaker (+) circuit for a short to voltage.
No
Go to step 3
3. (X295) LEFT REAR SPEAKER () CIRCUIT SHORTED TO VOLTAGE
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Fig. 24: Measuring Voltage On Left Rear Speaker () Circuit
1. Measure for voltage on the (X295) Left Rear Speaker () circuit.
Yes
Repair the (X295) Left Rear Speaker () circuit for a short to voltage.
No
DTC B140B: REAR LEFT AUDIO SPEAKER OUTPUT CIRCUIT OPEN
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
With the radio on.
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Set Conditions
Set Condition:
Possible Causes
Possible Causes
(X205) LEFT REAR SPEAKER (+) CIRCUIT OPEN
(X295) LEFT REAR SPEAKER () CIRCUIT OPEN
SPEAKER
Diagnostic Test
Does the scan tool read: B140BREAR LEFT AUDIO SPEAKER OUTPUT CIRCUIT OPEN?
Yes
Go to step 2
No
2. (X205) LEFT REAR SPEAKER (+) CIRCUIT OPEN
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Fig. 26: Measuring Resistance Of Left Rear Speaker (+) Circuit
3. Disconnect the Rear Left Audio Speaker harness connector.
4. Measure the resistance of the (X205) Left Rear Speaker (+) circuit between the Radio and the
Speaker.
Yes
Go to step 3
No
Repair the (X205) Left Rear Speaker (+) circuit for an open condition.
3. (X295) LEFT REAR SPEAKER () CIRCUIT OPEN
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Fig. 27: Measuring Resistance Of Left Rear Speaker () Circuit
1. Measure the resistance of the (X295) Left Rear Speaker () circuit between the Radio and the
Speaker.
Yes
Go to step 4
No
Repair the (X295) Left Rear Speaker () circuit for an open condition.
4. SPEAKER
2. With the Rear Left Audio Speaker still disconnected, turn the ignition on.
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Does the scan tool read: B140BREAR LEFT AUDIO SPEAKER OUTPUT CIRCUIT OPEN?
Yes
Replace the Rear Left Audio Speaker in accordance with the Service Information.
No
Test Complete.
DTC B140D: REAR RIGHT AUDIO SPEAKER OUTPUT CIRCUIT LOW
Circuit Schematic
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Fig. 28: Rear Right Audio Speaker Output Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
With the radio on.
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Set Conditions
Set Condition:
When the output circuit is low for more than three seconds.
Possible Causes
Possible Causes
(X206) RIGHT REAR SPEAKER (+) CIRCUIT SHORTED TO GROUND
(X296) RIGHT REAR SPEAKER () CIRCUIT SHORTED TO GROUND
SPEAKER
Diagnostic Test
Does the scan tool read: B140DREAR RIGHT AUDIO SPEAKER OUTPUT CIRCUIT LOW?
Yes
Go to step 2
No
2. (X206) RIGHT REAR SPEAKER (+) CIRCUIT SHORTED TO GROUND
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Fig. 29: Measuring Resistance Between Ground & Right Rear Speaker (+) Circuit
3. Disconnect the Rear Right Audio Speaker harness connector.
4. Measure the resistance between ground and the (X206) Right Rear Speaker (+) circuit.
Yes
Repair the (X206) Right Rear Speaker (+) circuit for a short to ground condition.
No
Go to step 3
3. (X296) RIGHT REAR SPEAKER () CIRCUIT SHORTED TO GROUND
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Fig. 30: Measuring Resistance Between Ground & Right Rear Speaker () Circuit
1. Measure the resistance between ground and the (X296) Right Rear Speaker () circuit.
Yes
Repair the (X296) Right Rear Speaker () circuit for a short to ground condition.
No
Go to step 4
4. SPEAKER
2. With the Rear Right Audio Speaker still disconnected, turn the ignition on.
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Does the scan tool read: B140DREAR RIGHT AUDIO SPEAKER OUTPUT CIRCUIT LOW?
Yes
Replace the Rear Right Audio Speaker in accordance with the Service Information.
No
Test Complete.
DTC B140E: REAR RIGHT AUDIO SPEAKER OUTPUT CIRCUIT HIGH
Circuit Schematic
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Additional Wiring
Possible Causes
Possible Causes
(X206) RIGHT REAR SPEAKER (+) CIRCUIT SHORTED TO VOLTAGE
(X296) RIGHT REAR SPEAKER () CIRCUIT SHORTED TO VOLTAGE
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SPEAKER
Diagnostic Test
Does the scan tool display active: B140EREAR RIGHT AUDIO SPEAKER OUTPUT CIRCUIT
HIGH?
Yes
Go to step 2
No
2. (X206) RIGHT REAR SPEAKER (+) CIRCUIT SHORTED TO VOLTAGE
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Fig. 32: Measuring Voltage On Right Rear Speaker (+) Circuit
3. Disconnect the Right Rear Audio Speaker harness connector.
5. Measure for voltage on the (X206) Right Rear Speaker (+) circuit.
Yes
Repair the (X206) Right Rear Speaker (+) circuit for a short to voltage.
No
Go to step 3
3. (X296) RIGHT REAR SPEAKER () CIRCUIT SHORTED TO VOLTAGE
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Fig. 33: Measuring Voltage On Right Rear Speaker () Circuit
1. Measure for voltage on the (X296) Right Rear Speaker () circuit.
Yes
Repair the (X296) Right Rear Speaker () circuit for a short to voltage.
No
DTC B140F: REAR RIGHT AUDIO SPEAKER OUTPUT CIRCUIT OPEN
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
With the radio on.
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Set Conditions
Set Condition:
Possible Causes
Possible Causes
(X206) RIGHT REAR SPEAKER (+) CIRCUIT OPEN
(X296) RIGHT REAR SPEAKER () CIRCUIT OPEN
SPEAKER
Diagnostic Test
Does the scan tool read: B140FREAR RIGHT AUDIO SPEAKER OUTPUT CIRCUIT OPEN?
Yes
Go to step 2
No
2. (X206) RIGHT REAR SPEAKER (+) CIRCUIT OPEN
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Fig. 35: Measuring Resistance Of Right Rear Speaker (+) Circuit
3. Disconnect the Rear Right Audio Speaker harness connector.
4. Measure the resistance of the (X206) Right Rear Speaker (+) circuit between the Radio and the
Speaker.
Yes
Go to step 3
No
Repair the (X206) Right Rear Speaker (+) circuit for an open condition.
3. (X296) RIGHT REAR SPEAKER () CIRCUIT OPEN
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Fig. 36: Measuring Resistance Of Right Rear Speaker () Circuit
1. Measure the resistance of the (X296) Right Rear Speaker () circuit between the Radio and the
Speaker.
Yes
Go to step 4
No
Repair the (X296) Right Rear Speaker () circuit for an open condition.
4. SPEAKER
2. With the Rear Right Audio Speaker still disconnected, turn the ignition on.
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Does the scan tool read: B140FREAR RIGHT AUDIO SPEAKER OUTPUT CIRCUIT OPEN?
Yes
Replace the Rear Right Audio Speaker in accordance with the Service Information.
No
Test Complete.
DTC B1420: AUDIO CASSETTE ERROR/INOPERABLE CASSETTE
Additional Wiring
Monitor Conditions
When Monitored:
Continuously with the ignition on and the Radio Cassette player turned on.
Set Conditions
Set Condition:
The code will set when a damaged Cassette is placed in the Cassette Player.
Possible Causes
Possible Causes
CASSETTE READ FAILURE
Diagnostic Test
1. RADIO
1. Replace the problem Cassette with a good, clean, undamaged, cassette.
2. Turn the Radio cassette player on.
3. With the scan tool, read DTCs.
Does the scan tool display active: B1420AUDIO CASSETTE ERROR/INOPERABLE
CASSETTE?
Yes
Eject the inoperative cassette and replace the Radio/Cassette Player in accordance with the
Service Information.
No
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Test Complete.
DTC B1421: AUDIO CD READ ERROR/INOPERABLE DISC
Additional Wiring
Monitor Conditions
When Monitored:
Continuously with the ignition on and the Radio CD player turned on.
Set Conditions
Set Condition:
The code will set if a CD is scratched, damaged, or contains corrupt data.
Possible Causes
Possible Causes
CD READ FAILURE
Diagnostic Test
1. RADIO
1. Replace the problem CD with a good, clean, unscratched, music CD.
2. Turn the Radio CD player on.
Does the scan tool display: B1421 AUDIO CD READ ERROR/INOPERABLE DISC?
Yes
Eject the inoperative CD and replace the Radio in accordance with the Service Information.
No
Test Complete.
DTC B1422: AUDIO DVD READ ERROR/INOPERABLE DISC
Additional Wiring
Monitor Conditions
When Monitored:
Continuously with the ignition on and the Radio/DVD player turned on.
Set Conditions
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Set Condition:
The code will set if a DVD is scratched, damaged, or contains corrupt data.
Possible Causes
Possible Causes
DVD READ FAILURE
Diagnostic Test
1. RADIO/DVD PLAYER
1. Replace the problem DVD with a good, clean, unscratched DVD.
2. Turn the Radio/DVD player on.
Does the scan tool display active: B1422AUDIO DVD READ ERROR/INOPERABLE DISC?
Yes
Eject the inoperative DVD and replace the Radio/DVD player in accordance with the Service
Information.
No
Test Complete.
DTC B1424: IMPROPER DVDWRONG REGION
Additional Wiring
Monitor Conditions
When Monitored:
Continuously with the ignition on and the Radio/DVD player turned on.
Set Conditions
Set Condition:
The code will set if a DVD is not formatted for the proper region.
Possible Causes
Possible Causes
DVD READ FAILURE
Diagnostic Test
1. RADIO/DVD PLAYER
1. Replace the problem DVD with a good, clean, unscratched DVD.
2. Turn the Radio/DVD player on.
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Does the scan tool display active: B1424IMPROPER DVDWRONG REGION?
Yes
Eject the inoperative DVD and replace with a DVD formatted for the proper region in
accordance with the Service Information.
No
Test Complete.
DTC B1429: RADIO DISPLAY HIGH TEMPERATURE
Additional Wiring
Monitor Conditions
When Monitored:
Continuously with the ignition and Radio on.
Set Conditions
Set Condition:
The code will set if the temperature inside the Radio is above +65Â°C (+145Â°F)
Possible Causes
Possible Causes
HIGH TEMPERATURE FAILURE
Diagnostic Test
1. VERIFY THAT DTC B1429RADIO DISPLAY HIGH TEMPERATURE IS ACTIVE.
1. With the scan tool, clear all DTC's.
2. Start the engine and allow the engine to reach normal operating temperature.
3. If the vehicle has been in the hot sunlight or extreme cold, move the vehicle indoors and open the
doors to allow the inside temperature to stabilize.
4. The Radio should operate between 23Â°C and +65Â°C (10Â°F and +145Â°F).
5. With the scan tool, read DTC's.
Does the scan tool display active: B1429RADIO DISPLAY HIGH TEMPERATURE?
Yes
No
Test Complete.
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DTC B142A: RADIO UNIT HIGH TEMPERATURE
Additional Wiring
Monitor Conditions
When Monitored:
Continuously with the ignition and Radio on.
Set Conditions
Set Condition:
The code will set if the temperature inside the Radio is above +65Â°C (+145Â°F)
Possible Causes
Possible Causes
HIGH TEMPERATURE FAILURE
Diagnostic Test
1. VERIFY THAT DTC B142ARADIO UNIT HIGH TEMPERATURE IS ACTIVE.
1. With the scan tool, erase the DTC's.
2. Start the engine and allow the engine to reach normal operating temperature.
3. If the vehicle has been in the hot sunlight or extreme cold, move the vehicle indoors and open the
doors to allow the inside temperature to stabilize.
4. The Radio should operate between 23Â°C and +65Â°C (10Â°F and +145Â°F).
Does the scan tool display active: B142ARADIO UNIT HIGH TEMPERATURE?
Yes
No
Test Complete.
DTC B142D: AUDIO ANTENNA NOT CONNECTED
Additional Wiring
Monitor Conditions
When Monitored:
With the ignition on and the Radio in seek mode.
Set Conditions
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Set Condition:
With the Radio in seek mode for two loops around the band. The Radio does not detect an Antenna
connection or does not receive a Radio station signal.
Possible Causes
Possible Causes
BAD ANTENNA CONNECTION
OPEN ANTENNA CABLE
RADIO
Diagnostic Test
1. CHECK THE ANTENNA CONNECTIONS
2. Disconnect the Radio Antenna connector.
3. Inspect the Radio Antenna connection.
Was the Antenna connection clean and secure?
Yes
Go to step 2
No
Repair the Antenna connection as needed.
2. CHECK THE ANTENNA AND CABLE
1. Connect the Radio Diagnostic Tool 99776FM to the antenna connection on the back of the Radio.
2. Make sure one of the front doors is still open.
6. Using the scan tool, read the active Radio DTCs.
Does the scan tool read: B142DAUDIO ANTENNA NOT CONNECTED as active?
Yes
Go to step 3
No
Repair or replace the Radio in accordance with the Service Information.
3. TEST THE ANTENNA CABLE
1. Disconnect the Antenna cable at the base.
2. Connect the appropriate Radio Diagnostic Tool 997761 or 997763 to the Antenna cable at the
back of the Radio.
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3. Connect the appropriate Radio Diagnostic Tool 997764 or 997762 to the Antenna cable at the
Antenna base.
4. Measure the Resistance across the tool terminals.
Is the resistance above 52.5 Ohms?
Yes
Use the Radio Diagnostic Tool 99776 to locate the open circuit, repair or replace the
Antenna cable as necessary.
No
Replace the Antenna base in accordance with the Service Information.
DTC B142E: GPS ANTENNA NOT CONNECTED
Additional Wiring
Monitor Conditions
When Monitored:
With the ignition on and the Radio in Navigation mode.
Set Conditions
Set Condition:
With the Radio in Navigation mode. The Radio does not detect an Antenna connection or does not
receive a Navigation (GPS) signal.
Possible Causes
Possible Causes
RADIO
ANTENNA
Diagnostic Test
1. TEST ANTENNA
2. Disconnect the GPS Antenna connector.
3. Inspect the GPS Antenna connection.
Was the Antenna connection clean and secure?
Yes
Go to step 2
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No
Repair the Antenna connection as needed.
2. ANTENNA
1. Refer to AUDIO AND VIDEO SERVICE INFORMATION and test the antenna in accordance
with the Service Procedure.
Is the Antenna ok?
Yes
Go to step 3
No
Repair or replace the Antenna assembly in accordance with the Service Information.
3. RADIO
NOTE: Reconnect all previously disconnected components.
NOTE: Move vehicle outside approximately 30 ft (9.14 m) from any structure.
1. Turn the ignition and Radio on.
2. With the scan tool, clear all DTC's and operate the Navigation system.
Does the scan tool display active: B142EGPS ANTENNA NOT CONNECTED?
Yes
No
Test Complete.
DTC B142F: SATELLITE RADIO ANTENNA NOT CONNECTED
Additional Wiring
Monitor Conditions
When Monitored:
With the ignition on and the Radio in satellite mode.
Set Conditions
Set Condition:
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This DTC sets when the Radio does not detect a Satellite Antenna connection.
Possible Causes
Possible Causes
OPEN SATELLITE RADIO ANTENNA CABLE
OPEN SATELLITE RADIO ANTENNA
SATELLITE RADIO RECEIVER
Diagnostic Test
1. CHECK THE ANTENNA CONNECTION
2. Disconnect the Satellite Radio Antenna connector at the rear of the Radio.
3. Inspect the Satellite Radio Antenna connection.
Was the antenna connection clean and secure?
Yes
Go to step 2
No
Clean and secure the antenna connection as necessary.
1. Connect the Radio Diagnostic Tool 99776SAT to the Satellite Antenna connection on the back of
the Radio.
Does the scan tool display: B142F Satellite Radio Antenna Not Connected as Active?
Yes
Replace the Satellite Radio in accordance with the Service Information.
No
Go to step 3
3. TEST THE SATELLITE ANTENNA CABLE
1. Disconnect the Satellite Antenna cable at the Satellite Antenna.
2. Connect the appropriate Radio Diagnostic Tool 997761 or 997763 to the Satellite Antenna cable
at the back of the Radio.
at the Satellite Antenna.
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4. Measure the Resistance across the terminals on the tool.
No
Use the Radio Diagnostic Tool 99776 to locate the open circuit, repair or replace the
Satellite Antenna cable as necessary.
Yes
Replace the Satellite Antenna in accordance with the Service Information.
DTC B1430 (2.5): SATELLITE RADIO ANTENNA INTERNAL PERFORMANCE
Additional Wiring
NOTE: There are two versions of the B1430 DTC tests. In order to select the proper test
you must know the Sales (model) Code of the radio. The Sales Code is on the
face of the radio or if necessary use the scan tool and select Radio, More
options and ECU Details.
NOTE: This version of the B1430 test is only applicable for the GEN 2.5 radios
(2007/2008 RES, REQ, and 2007 and later RER, REU and REN). For the GEN 4.0
radios (2009 and later RES, REQ and RBZ) see the other version of the B1430
test.
Monitor Conditions
When Monitored:
With the ignition on and the radio in Satellite mode.
Set Conditions
Set Condition:
When the Satellite Radio does not detect a proper antenna signal, this code will set
Possible Causes
Possible Causes
SHORTED ANTENNA CABLE
SHORTED ANTENNA
Diagnostic Test
1. TEST ANTENNA
1. With the scan tool, record the DTCs.
2. Erase the DTCs.
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4. Disconnect the Satellite Radio Antenna connector at the back of the Radio.
5. Turn the ignition on and the radio in Satellite mode.
6. With the scan tool, erase the DTCs again.
7. Put the satellite radio in seek up mode for two loops around the band cycle.
What Active DTC(s) are displayed?
B142FSatellite Radio Antenna Not Connected and B1430Satellite Radio Antenna Internal
Performance.
B142FSatellite Radio Antenna Not Connected only.
Go to step 2
B1430Satellite Radio Antenna Internal Performance only.
2. CHECK CONNECTOR
2. Inspect the Satellite Radio Antenna connection at the Radio.
Was the antenna connection clean and secure?
Yes
Go to step 3
No
Clean and secure the antenna connection as necessary.
3. SATELLITE RADIO
1. Reconnect the antenna cable to the Radio.
2. Disconnect the Satellite Radio Antenna connector at the Antenna.
4. With the scan tool, record, then erase the radio DTCs.
5. Turn the radio on and put the Satellite Radio in Satellite Mode.
What Active DTC(s) are displayed?
B142FSatellite Radio Antenna Not Connected
Replace the Satellite Radio Antenna in accordance with the Service Information.
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B1430Satellite Radio Antenna Internal Performance
Go to step 4
4. SATELLITE RADIO ANTENNA CABLE
2. Locate the intermediate Satellite Radio Antenna connector.
3. Disconnect and inspect the intermediate Satellite Radio Antenna connector.
Was the connector clean and secure?
No
Clean and secure the Satellite Radio Antenna intermediate connector.
Yes
Replace the Satellite Radio Antenna Cable as necessary.
DTC B1430 (4.0): SATELLITE RADIO ANTENNA INTERNAL PERFORMANCE
Additional Wiring
NOTE: There are two versions of the B1430 DTC tests. In order to select the proper test
you must know the Sales (model) Code of the radio. The Sales Code is on the
face of the radio or if necessary use the scan tool and select Radio, More
options and ECU Details.
NOTE: This version of the B1430 test is only applicable for the GEN 4.0 radios (2009
and later RES, REQ and RBZ). For the GEN 2.5 radios (2007/2008 RES, REQ,
and 2007 and later RER, REU and REN) see the other version of the B1430 test.
Monitor Conditions
When Monitored:
With the ignition on and the radio in Satellite mode.
Set Conditions
Set Condition:
When the Satellite Radio does not detect a proper antenna signal, this code will set
Possible Causes
Possible Causes
Diagnostic Test
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1. TEST RADIO
1. With the scan tool, record the DTCs.
2. Erase the DTCs.
4. Turn the ignition on and the radio in Satellite mode.
5. With the scan tool, erase the DTCs again.
Does the scan display: B1430Satellite Radio Antenna Internal Performance as Active?
Yes
No
time. Using the wiring diagrams as a guide check all related splices and connectors for signs
of water intrusion, corrosion, pushed out or bent terminals and poor fit.
DTC B143A: MICROPHONE 1 CIRCUIT PERFORMANCE
Circuit Schematic
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Fig. 37: Microphone 1 Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
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Set Condition:
The Radio detects a fault in any of the microphone circuits.
Possible Causes
Possible Causes
(X712) MICROPHONE 1 IN (+) CIRCUIT SHORTED TO GROUND
(X712) MICROPHONE 1 IN (+) CIRCUIT OPEN
(X712) MICROPHONE 1 IN (+) CIRCUITS SHORTED TO VOLTAGE
(X792) MICROPHONE IN () CIRCUIT SHORTED TO GROUND
(X792) MICROPHONE IN () CIRCUIT OPEN
(X792) MICROPHONE IN () CIRCUITS SHORTED TO VOLTAGE
HANDS FREE MICROPHONE
RADIO
Diagnostic Test
1. CHECK FOR ACTIVE DTC
Does the scan tool display B143AMICROPHONE 1 CIRCUIT PERFORMANCE as active?
Yes
Go to step 2
No
2. CHECK THE HANDS FREE MICROPHONE
2. Disconnect the Hands Free Microphone harness connector.
Does the scan tool display B143AMICROPHONE 1 CIRCUIT PERFORMANCE as active?
Yes
Go to step 3
No
Replace the Hands Free Microphone in accordance with the Service Information.
3. CHECK THE (X712) MICROPHONE 1 IN (+) AND (X792) MICROPHONE IN () CIRCUITS
FOR A SHORT TO GROUND
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Fig. 38: Measuring Voltage Between Ground & Microphone IN (+/) Circuits
2. Disconnect the Radio C1 harness connector.
3. Measure the resistance between ground and the (X712) Microphone 1 IN (+) circuit.
4. Measure the resistance between ground and the (X792) Microphone IN () circuit.
Yes
Repair the (X712) Microphone 1 IN circuit or the (X792) Microphone IN () circuit for short
to ground.
No
Go to step 4
4. CHECK THE (X712) MICROPHONE 1 IN (+) AND THE (X792) MICROPHONE IN ()
CIRCUITS FOR A SHORT TO VOLTAGE
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Fig. 39: Measuring Voltage Between Ground & Microphone IN (+/) Circuits
2. Measure the voltage between ground and the (X712) Microphone 1 IN (+) circuit.
3. Measure the voltage between ground and the (X792) Microphone 1 IN () circuit.
Is the voltage above 1.0 volt?
Yes
Repair the (X712) Microphone 1 IN (+) circuit or the (X792) Microphone 1 IN () circuit for
a short to voltage.
No
Go to step 5
5. CHECK THE (X712) MICROPHONE 1 IN (+) CIRCUIT FOR AN OPEN
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Fig. 40: Measuring Resistance Of Microphone 1 IN (+) Circuit
2. Measure the resistance of the (X712) Microphone 1 IN (+) circuit.
Yes
Go to step 6
No
Repair the (X712) Microphone 1 IN (+) or the (X792) Microphone IN () circuit for an open.
6. CHECK THE (X792) MICROPHONE 1 IN () CIRCUIT FOR AN OPEN
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Fig. 41: Measuring Resistance Of Microphone IN () Circuit
1. Measure the resistance of the (X792) Microphone IN () circuit.
Yes
No
Repair the (X792) Microphone IN () circuit for an open.
DTC B143B: MICROPHONE 1 CIRCUIT LOW
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Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
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Set Conditions
Set Condition:
The Radio detects a short to ground or open on the (X712) Microphone 1 IN (+) circuit.
Possible Causes
Possible Causes
(X712) MICROPHONE 1 IN (+) CIRCUIT OPEN
(X712) MICROPHONE 1 IN (+) CIRCUIT SHORTED TO GROUND
(X793) MICROPHONE FEED CIRCUIT OPEN
RADIO
Diagnostic Test
NOTE: Verify the connection of the Hands Free Microphone harness connector.
Does the scan tool display B143BMICROPHONE 1 CIRCUIT LOW as active?
Yes
Go to step 2
No
2. CHECK FOR VOLTAGE AT THE HANDS FREE MICROPHONE
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Fig. 43: Measuring Voltage Between Microphone Feed Circuit & Ground
4. Measure the voltage between the (X793) Microphone Feed circuit and ground.
Yes
Go to step 5
No
Go to step 3
3. CHECK FOR VOLTAGE AT THE RADIO
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Fig. 44: Measuring Voltage Between Microphone Feed Circuit & Ground
1. While back probing, measure the voltage between the (X793) Microphone Feed circuit and ground
at the Radio C1 harness connector.
NOTE: The illustration shows the connector for reference only. Back probe
the harness connector.
Yes
Repair the (X793) Microphone Feed circuit for an open.
No
Go to step 4
4. RESTORE THE VEHICLE CONFIGURATION
1. With the scan tool, restore the vehicle configuration.
2. Turn the ignition off, then back on.
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Yes
No
Fig. 45: Identifying Hands Free Microphone Harness Connector
3. Connect a jumper wire between the (X793) Microphone Feed and the (X712) Microphone 1 IN (+)
circuits.
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5. With the scan tool, read the DTCs.
NOTE: DTC B143CMICROPHONE 1 CIRCUIT HIGH should display as active
as a result of this test.
Yes
Go to step 6
No
6. CHECK FOR THE (X712) MICROPHONE 1 IN (+) CIRCUIT OPEN
Fig. 46: Measuring Resistance Of Microphone 1 IN (+) Circuit
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3. Measure the resistance of the (X712) Microphone 1 IN (+) circuit between the Hands Free
Microphone and Radio C1 harness connectors.
Is the resistance above 10K Ohms?
Yes
Repair the (X712) Microphone 1 IN (+) circuit for an open.
No
Go to step 7
7. CHECK FOR THE (X712) MICROPHONE 1 IN (+) CIRCUIT SHORTED TO GROUND
Fig. 47: Measuring Resistance Between Ground & Microphone 1 IN (+) Circuit
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1. Measure the resistance between ground and the (X712) Microphone 1 IN (+) circuit.
Yes
Repair the (X712) Microphone 1 IN (+) circuit for short to ground.
No
DTC B143C: MICROPHONE 1 CIRCUIT HIGH
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
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Set Condition:
The Radio detects a short to voltage on the (X712) Microphone 1 IN (+) circuit.
Possible Causes
Possible Causes
(X712) MICROPHONE 1 IN (+) CIRCUITS SHORTED TO VOLTAGE
RADIO
Diagnostic Test
NOTE: Verify the connection of the Hands Free Microphone harness connector.
Does the scan tool display B143CMICROPHONE 1 CIRCUIT HIGH as active?
Yes
Go to step 2
No
Does the scan tool display this DTC as active?
Yes
Go to step 3
No
3. CHECK THE (X712) MICROPHONE 1 IN (+) CIRCUIT FOR A SHORT TO VOLTAGE
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Fig. 49: Measuring Voltage Between Ground & Microphone 1 IN (+) Circuit
4. Measure the voltage between ground and the (X712) Microphone 1 IN (+) circuit.
Yes
Repair the (X712) Microphone 1 IN (+) circuit for a short to voltage.
No
DTC B156B: SATELLITE RADIO ANTENNA CIRCUIT
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Additional Wiring
Monitor Conditions
When Monitored:
With the ignition on and the Satellite Radio in seek mode.
Set Conditions
Set Condition:
This DTC sets when the radio is in satellite mode and detects a shorted or open antenna circuit for more
than five milliseconds.
Possible Causes
Possible Causes
SHORTED OR OPEN ANTENNA CABLE
SHORTED OR OPEN ANTENNA
Diagnostic Test
1. TEST FOR INTERMITTENT CONDITION
2. With the scan tool, erase all Satellite Radio DTCs.
3. Turn the ignition and radio on.
Does the scan tool display active: B156BSatellite Radio Antenna Circuit?
Yes
Go to step 2
No
of water intrusion, corrosion, pushed out or bent terminals and correct pin tension. Repair as
necessary.
1. Disconnect the Satellite Radio Antenna connector at the rear of the Radio.
2. Connect the Radio Diagnostic Tool 99776SAT to the Satellite Antenna connection on the back of
the Radio.
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Does the scan tool display active: B156BSatellite Radio Antenna Circuit?
Yes
No
Go to step 3
3. TEST THE SATELLITE ANTENNA CABLE
1. Disconnect the Satellite Antenna cable at the Satellite Antenna.
at the back of the Radio.
at the Satellite Antenna.
4. Measure the Resistance across the terminals on the tool.
Is the resistance above 52.5 Ohms or below 47.5 Ohms?
No
Use the Radio Diagnostic Tool 99776 to locate the open or short circuit, repair or replace
the Satellite Antenna cable as necessary.
Yes
Replace the Satellite Antenna in accordance with the Service Information.
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
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Possible Causes
Possible Causes
(+) (125k) CIRCUIT
Is this DTC active?
Yes
Diagnosis and Testing and perform the U0010CAN Interior Bus diagnostic procedure.
No
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
Possible Causes
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(+) (125k) CIRCUIT
Is this DTC active?
Yes
Diagnosis and Testing and perform the U0011CAN Interior Bus Off Performance
No
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
seconds.
Possible Causes
Possible Causes
OCCUPANT RESTRAINT CONTROLLERS POWER AND GROUND
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proceeding.
Is this DTC active?
Yes
Restraint Controller (ORC) diagnostic procedure.
No
DTC U0154: LOST COMMUNICATION WITH OCCUPANT CLASSIFICATION MODULE
Additional Wiring
Monitor Conditions
When Monitored:
The battery voltage between 10 and 16 volts.
Set Conditions
Set Condition:
Bus messages not received from the Occupant Classification Module (OCM) for approximately two to
five seconds.
Possible Causes
Possible Causes
OCCUPANT CLASSIFICATION MODULE POWER AND GROUND
OCCUPANT CLASSIFICATION MODULE
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proceeding.
Is this DTC active?
Yes
Classification Module diagnostic procedure.
No
DTC U0186: LOST COMMUNICATION WITH AUDIO AMPLIFIER
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Bus messages not received from the Audio Amplifier for approximately two to five seconds.
Possible Causes
Possible Causes
AMPLIFIER POWER AND GROUND
AMPLIFIER
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proceeding.
Is this DTC active?
Yes
Diagnosis and Testing and perform the U0186Lost Communication with Audio Amplifier
No
DTC U0197: LOST COMMUNICATION WITH HANDS FREE PHONE MODULE
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Bus messages not received from the Hands Free Module (HFM) for approximately two to five seconds.
Possible Causes
Possible Causes
HANDS FREE MODULE POWER AND GROUND
HANDS FREE MODULE
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proceeding.
Is this DTC active?
Yes
Diagnosis and Testing and perform the U0197Lost Communication with Hands Free Phone
No
DTC U0199: LOST COMMUNICATION WITH DRIVER DOOR MODULE
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Bus messages not received from the Driver Door Module (DDM) for approximately two to five seconds.
Possible Causes
Possible Causes
DRIVER DOOR MODULE POWER AND GROUND
DRIVER DOOR MODULE
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proceeding.
Is this DTC active?
Yes
Diagnosis and Testing and perform the U0199Lost Communication with Drive Door
No
DTC U0200: LOST COMMUNICATION WITH PASSENGER DOOR MODULE
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Bus messages not received from the Passenger Door Module (PDM) for approximately two to five
seconds.
Possible Causes
Possible Causes
PASSENGER DOOR MODULE POWER AND GROUND
PASSENGER DOOR MODULE
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proceeding.
Is this DTC active?
Yes
Diagnosis and Testing and perform the U0200Lost Communication with Passenger Door
No
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Back To Article
Automatic Sway Bar System (ASBS) Electrical Diagnostics Wrangler
DTC Description
C2100 BATTERY VOLTAGE LOW
C2101 BATTERY VOLTAGE HIGH
C2207 OFFROAD ECU INTERNAL
U0121 LOST COMMUNICATION WITH ABS
U0146 LOST COMMUNICATION WITH CENTRAL GATEWAY
U0415 IMPLAUSIBLE DATA RECEIVED FROM ABS
U0447 IMPLAUSIBLE DATA RECEIVED FROM CENTRAL GATEWAY
DTC C2100: BATTERY VOLTAGE LOW
Circuit Schematic
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Fig. 1: Automatic Sway Bar System Module CAN C BUS, Fused B+, Fused Run/Start Relay & Ground
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
The Automatic SwayBar System (ASBS) detects that system voltage is below 9.0 volts for 60 seconds.
Possible Causes
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Possible Causes
INTERMITTENT BATTERY VOLTAGE LOW
CHARGING SYSTEM DTCS PRESENT
(A959) FUSED B (+) CIRCUIT OPEN OR HIGH RESISTANCE
AUTOMATIC SWAYBAR SYSTEM (ASBS)
Diagnostic Test
1. CHARGING SYSTEM DTCS PRESENT
1. Ignition on.
2. With the scan tool, select View DTCs in the Powertrain Control Module (PCM).
Are there any Charging System or related voltage DTCs present?
Yes
Refer to DTCBased Diagnostics/MODULE, Powertrain Control (PCM) Diagnosis and
Testing and perform the appropriate diagnostic procedure.
No
Go to step 2
2. DTC IS ACTIVE
1. With the scan tool, select View DTCs in the ASBS.
Is the status Active for this DTC?
Yes
Go to step 3
No
Go to step 5
3. (A959) FUSED B (+) CIRCUIT OPEN OR HIGH RESISTANCE
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Fig. 2: Checking Fused B (+) Circuit Using 12Volt Test Light Connected To Ground
2. Disconnect the ASBS harness connector.
3. Ignition on, engine not running.
4. With a 12volt test light connected to ground, check the (A959) Fused B (+) circuit in the ASBS
harness connector.
NOTE: The test light must illuminate brightly. Compare the brightness to
that of a direct connection to the battery.
Does the test light illuminate brightly?
Yes
Go to step 4
No
Repair the (A959) Fused B (+) circuit for an open circuit or high resistance.
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Perform the ASBS VERIFICATION TEST. See DTCBased Diagnostics/SYSTEM, Auto
Sway Bar (ASBS) Standard Procedure.
4. AUTOMATIC SWAYBAR SYSTEM (ASBS)
View repair.
Repair
Replace the Automatic SwayBar System (ASBS) in accordance with the Service Information.
Perform the ASBS VERIFICATION TEST. See DTCBased Diagnostics/SYSTEM, Auto Sway
Bar (ASBS) Standard Procedure.
5. INTERMITTENT WIRING AND CONNECTORS
1. The conditions necessary to set this DTC are not present at this time.
2. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors.
3. While monitoring the scan tool data relative to this circuit, wiggle test the wiring and connectors.
4. Look for the data to change or for the DTC to reset during the wiggle test.
Were any problems found?
Yes
Repair as necessary.
No
Test complete.
DTC C2101: BATTERY VOLTAGE HIGH
Circuit Schematic
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Fig. 3: Automatic Sway Bar System Module CAN C BUS, Fused B+, Fused Run/Start Relay & Ground
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
The Automatic SwayBar System (ASBS) detects that system voltage is above 16.0 volts for ten seconds
with engine RPM greater than 350.
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Possible Causes
Possible Causes
INTERMITTENT BATTERY VOLTAGE HIGH
CHARGING SYSTEM DTCS PRESENT
AUTOMATIC SWAYBAR SYSTEM (ASBS) POWER CIRCUITS OPEN OR HIGH RESISTANCE
Diagnostic Test
1. CHARGING SYSTEM DTCS PRESENT
2. With the scan tool, select View DTCs in the Powertrain Control Module (PCM).
Are there any Charging System or related voltage DTCs present?
Yes
No
Go to step 2
2. DTC IS ACTIVE
1. With the scan tool, select View DTCs in the ASBS Module.
Yes
Go to step 3
No
Go to step 5
3. AUTOMATIC SWAYBAR SYSTEM (ASBS) GROUND CIRCUITS OPEN OR HIGH
RESISTANCE
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Fig. 4: Checking Ground Circuits Using 12Volt Test Light
2. Disconnect the ASBS harness connector.
3. With a 12volt test light connected to B+, check the Ground circuits in the ASBS harness
connector.
Does the test light illuminate brightly for each of the Ground circuits?
Yes
Go to step 4
No
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Repair the Ground circuit(s) for an open circuit or high resistance.
4. AUTOMATIC SWAYBAR SYSTEM (ASBS)
Repair
Replace the Automatic SwayBar System (ASBS) in accordance with the Service Information.
Perform the ASBS VERIFICATION TEST. See DTCBased Diagnostics/SYSTEM, Auto Sway
Bar (ASBS) Standard Procedure.
Yes
No
Test complete.
DTC C2207: OFFROAD ECU INTERNAL
Additional Wiring
Monitor Conditions
When Monitored:
Ignition on. The Automatic SwayBar System (ASBS) Module monitors its internal microprocessors for
correct operation.
Set Conditions
Set Condition:
If the Automatic SwayBar System (ASBS) Module detects an internal fault, the DTC is set.
Possible Causes
Possible Causes
Diagnostic Test
1. AUTOMATIC SWAYBAR SYSTEM (ASBS) INTERNAL FAILURE DTC PRESENT
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3. With the scan tool, erase DTCs.
4. Cycle the ignition switch.
Does the scan tool display ASBS INTERNAL FAILURE?
Yes
Replace the Automatic SwayBar System (ASBS) in accordance with the Service
Information.
No
Perform the ASBS INTERMITTENT CONDITION TEST. See DTCBased
Diagnostics/SYSTEM, Auto Sway Bar (ASBS) Standard Procedure.
DTC U0121: LOST COMMUNICATION WITH ABS
Additional Wiring
Monitor Conditions
When Monitored:
Ignition run time is greater than one second.
Engine run time greater than three seconds.
Set Conditions
Set Condition:
five seconds.
Possible Causes
Possible Causes
ABS MODULE
1. ACTIVE DTC
2. With the scan tool, select view DTCs.
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Is the DTC Active at this time?
Yes
Diagnosis and Testing and perform the U0121Lost Communication with AntiLock Brake
No
DTC U0146: LOST COMMUNICATION WITH CENTRAL GATEWAY
Additional Wiring
Monitor Conditions
When Monitored:
With the ignition on
Battery voltage between 10 and 16 volts
Set Conditions
Set Condition:
If the Automatic SwayBar System Module either fails to receive bus messages from the Engine Control
Module (ECM) for approximately 500 ms, or it receives invalid messages from the ECM, or it detects
messages from the ECM are of improper data length.
Possible Causes
Possible Causes
DTCs RELATED TO BATTERY VOLTAGE, IGNITION, OR VIN MESSAGES
CAN C BUS CIRCUITS OPEN OR SHORTED
ECM POWER AND GROUND
ENGINE CONTROL MODULE (ECM)
AUTOMATIC SWAYBAR SYSTEM (ASBS) MODULE
Diagnostic Test
2. With the scan tool, read and record ASBS DTCs.
3. With the scan tool, read and record Environmental Data (EV Data).
4. With the scan tool, erase ASBS DTCs.
6. With the scan tool, read ASBS DTCs.
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Does this DTC reset?
Yes
Go to step 2
No
2. CHECK FOR ANY OF THE FOLLOWING ACTIVE DTCs
1. With the scan tool, read all active DTCs from all CAN C Bus modules.
NOTE: Check for CAN C hardware electrical, VIN Missing/Mismatch, battery
or ignition related DTCs.
Does the scan tool display any active DTCs related to the conditions listed above?
Yes
Go to and perform the appropriate diagnostic procedure.
No
Go to step 3
3. VERIFY THAT THE ECM IS ACTIVE ON THE BUS
1. With the scan tool, select ECU View.
2. Verify that the ECM is active on the bus.
Is the ECM active on the bus?
Yes
Go to step 4
No
No Response from ECM diagnostic procedure.
4. CHECK FOR ADDITIONAL COMMUNICATION RELATED DTCs
1. With the scan tool, select Network View and select Advanced.
Is there more than one module with active DTCs "Logged Against" the ECM?
Yes
Replace/update the ECM in accordance with the service information.
Perform the ECM VERIFICATION TEST. Refer to DTCBased Diagnostics/MODULE,
Engine Control (ECM) Standard Procedure .
No
Replace and program the Final Drive Control Module in accordance with Service
Information.
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DTC U0415: IMPLAUSIBLE DATA RECEIVED FROM ABS
Additional Wiring
Monitor Conditions
When Monitored:
With the ignition on for four seconds, no CAN bus circuit error condition present, no lost communication
with Antilock Brake System (ABS) Module condition present, and no system undervoltage or
overvoltage condition present.
Set Conditions
Set Condition:
The Automatic SwayBar System (ASBS) Module is receiving implausible data for vehicle speed, wheel
speed.
Possible Causes
Possible Causes
ANTILOCK BRAKE SYSTEM DTCS PRESENT
Diagnostic Test
1. ABS DTCS PRESENT
2. With the scan tool, read DTCs in the ABS Module.
Are there any DTCs present?
Yes
Refer to DTCBased Diagnostics/MODULE, Antilock Brake (ABS) Diagnosis and
No
Replace the Automatic SwayBar System (ASBS) in accordance with the Service
Information.
DTC U0447: IMPLAUSIBLE DATA RECEIVED FROM CENTRAL GATEWAY
Additional Wiring
Monitor Conditions
When Monitored:
Continuously with the ignition on, one valid CAN message is received at least once and no U0002CAN
C Bus Off Performance DTC present.
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Set Conditions
Set Condition:
When the Automatic SwayBar System (ASBS) detects an incorrect CAN message from the Totally
Integrated Power Module (TIPM).
Possible Causes
Possible Causes
ASBS CAN BUS DTCS
ENGINE DTCS
Diagnostic Test
1. CHECK FOR DTC U0401IMPLAUSIBLE DATA RECEIVED FROM TIPM
NOTE: This DTC must be active for the results of this test to be valid.
2. With the scan tool, record and erase DTCs.
3. Cycle the ignition switch from off to on.
Does the scan tool display: U0401IMPLAUSIBLE DATA RECEIVED FROM ECM/PCM?
Yes
Go to step 2
No
Perform the ASBSINTERMITTENT CONDITION TEST. See DTCBased
2. CHECK IF TIPM CAN BUS DTCs ARE PRESENT
1. With the scan tool, read TIPM DTCs.
Are there any TIPM CAN BUS DTCs present?
Yes
Diagnosis and Testing and perform the appropriate diagnostic procedure.
No
Go to step 3
3. CHECK IF ENGINE DTCs ARE PRESENT
1. With the scan tool, read Engine DTCs.
Are there any Engine DTCs present?
Yes
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No
Using the schematics as a guide, check the Automatic SwayBar System (ASBS) pins,
terminals and connectors for corrosion, damage or terminal push out. Pay particular attention
to all power and ground circuits. If no problems are found, replace the Final Drive Control
Module (FDCM) in accordance with Service Information.
Perform ASBSINTERMITTENT CONDITION TEST. See DTCBased
STANDARD PROCEDURE
ASBS INTERMITTENT CONDITION
Additional Wiring
Diagnostic Test
1. PERFORM ASBS INTERMITTENT CONDITION TEST
NOTE: The conditions that set the DTC are not present at this time. The following
list may help in identifying the intermittent condition.
WARNING: When the engine is operating, do not stand in direct line with the fan. Do
not put your hands near the pulleys, belts or fan. Do not wear loose
clothing. Failure to follow these instructions may result in possible
serious or fatal injury.
1. Perform Refer to any Technical Service Bulletins (TSBs) that may apply.
2. Review the scan tool Environmental Data (EV Data). If possible, try to duplicate the conditions
under which the DTC set.
4. Visually inspect the related wire harness. Disconnect all the related harness connectors. Look for
any chafed, pierced, pinched, partially broken wires and broken, bent, pushed out or corroded
terminals.
5. Wiggle the wires while checking for shorts and open circuits.
6. Perform a voltage drop test on the related circuits between the suspected faulty component and the
Automatic SwayBar System (ASBS).
7. Inspect and clean all Powertrain Control Module, ASBS, engine and chassis grounds that are
related to the most current DTC.
8. If numerous trouble codes were set, use a wire schematic and look for any common ground or
supply circuits
9. For any relay DTCs, actuate the relay with the scan tool and wiggle the related wire harness to try
to interrupt the actuation.
10. Use the scan tool to perform a system test if one applies to failing component.
11. A copilot, data recorder and/or lab scope should be used to help diagnose intermittent conditions.
Were any problems found during the above inspections?
Yes
Perform the necessary repairs.
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No
Test Complete.
ASBS VERIFICATION TEST
Diagnostic Test
1. PERFORM ASBS VERIFICATION TEST
CAUTION: Before removing the ASBS harness connector, clean the connector and
locking cam area of dirt and debris. Failure to do so can result in the
connector being jammed or damage to the locking cams on the harness
connector or module. Do not force the assist arm when releasing or
installing the harness connector.
NOTE: If the WCM/WIN, PCM/ECM or TIPM were replaced, refer to the service
information for proper programming procedures.
NOTE: When a Stabilizer System DTC diagnostic is complete and all repairs have
been made, running the Stabilizer Motor System Test and/or LED System
Test can also provide verification that the DTC has been repaired and the
system is operating normally.
1. Disconnect all jumper wires and reconnect all previously disconnected components and
connectors.
2. Ensure that all accessories are turned off.
3. Ensure that the battery is fully charged.
4. With the scan tool, record and erase all DTC(s) from the ASBS
5. Start and run the engine for 2 minutes while operating all functions of the system that caused the
original concern.
6. Turn the ignition off, wait 5 seconds, then turn the ignition on. Using the scan tool, read DTC(s)
from the ASBS.
Are any ASBS DTC(s) present or is the original condition still present?
Yes
The repair is not complete. Refer to the related category for the DTC or symptom that is still
present.
No
The repair is complete.
TRANSFER CASE VERIFICATION TEST
Diagnostic Test
1. TRANSFER CASE VERIFICATION TEST
connectors.
2. With the scan tool, select Clear Stored DTCs.
3. Make sure that all accessories are turned off and that the battery is fully charged.
4. Test drive the vehicle in each Transfer Case range and verify proper operation in each range.
NOTE: 324 of 4937

NOTE: To shift into 4LO (if equipped), vehicle speed must be below 3 M.P.H.
(5 KM/H) with the ignition ON and the transmission in neutral (auto
trans).
NOTE: To shift the Transfer Case into Neutral, vehicle speed must be 0
M.P.H. with the ignition ON, engine OFF, the brake pedal applied, and
the transmission in neutral (auto trans). Shift the Transfer Case until
the Neutral Indicator is illuminated solidly and the cluster displays
'4WD System in Neutral'.
WARNING: Apply the parking brake. The vehicle may roll with the Transfer Case
in neutral.
NOTE: To verify that the Transfer Case is in Neutral, shift the automatic
transmission into reverse and release the brake pedal for three
seconds. There should be no vehicle movement if the Transfer Case
is in Neutral.
5. With the scan tool, select View DTCs in the Final Drive Control Module.
Are there any DTCs present in the Final Drive Control Module?
Yes
Perform the appropriate diagnostic procedure.
No
Repair is complete.
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Back To Article
Cabin Compartment Node (CCN) Electrical Diagnostics Wrangler
DTC Description
B1001 A/C SWITCH REQUEST INPUT CIRCUIT LOW
B1002 A/C SWITCH REQUEST INPUT CIRCUIT HIGH
B1016 REAR DEFROST SWITCH REQUEST INPUT CIRCUIT LOW
B1031 EVAPORATOR FIN TEMPERATURE SENSOR CIRCUIT LOW
B1032 EVAPORATOR FIN TEMPERATURE SENSOR CIRCUIT HIGH
B10C1 A/C SELECT SWITCH STUCK
B10C2 REAR DEFROST SWITCH STUCK
B123F MENU SWITCH STUCK
B127A COMPASS PERFORMANCE
B1288 TRIP/TOGGLE SWITCH PERFORMANCE
B1607 HEADLAMP SWITCH INPUT CIRCUIT LOW
B160A PANEL DIMMER INPUT CIRCUIT LOW
B1613 PANEL ILLUMINATION CONTROL CIRCUIT LOW
B1615 PANEL ILLUMINATION CONTROL CIRCUIT OPEN
B161A COURTESY/DOME LAMP CONTROL CIRCUIT
B161E READING LAMP CONTROL CIRCUIT
B168F FRONT FOG LAMP SWITCH CIRCUIT STUCK
B210D BATTERY VOLTAGE LOW
B2301 WIPER MODE SWITCH INPUT CIRCUIT LOW
B2307 WASHER SWITCH INPUT CIRCUIT LOW
B2339 HORN SWITCH STUCK
B238E HI BEAM SWITCH CIRCUIT LOW
B2390 MIST SWITCH CIRCUIT LOW
B2394 FLASH TO PASS/OPTICAL HORN SWITCH CIRCUIT STUCK
C1471 AXLE LOCK SWITCH PERFORMANCE
C1571 FRONT SWAY BAR SWITCH PERFORMANCE
C2312 TRAC/ESP OFF SWITCH STUCK
P0853 OVERDRIVE/TOW SWITCH INPUT CIRCUIT STUCK
P0928 BTSI CONTROL CIRCUIT
U0161 LOST COMMUNICATION WITH COMPASS MODULE
U1008 LIN 1 BUS
U113B LOST COMMUNICATION WITH SWITCH BANK MODULE
U1149 LOST COMMUNICATION WITH MULTIFUNCTION SWITCH
DTC B1001: A/C SWITCH REQUEST INPUT CIRCUIT LOW
Circuit Schematic
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Fig. 1: A/C Switch Request Input Circuit Schematic
Monitor Conditions
When Monitored:
Set Conditions
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Set Condition:
The Cluster detects low voltage (C105) HVAC MUX Control circuit.
Possible Causes
Possible Causes
(C105) HVAC MUX CONTROL CIRCUIT SHORTED TO GROUND
(C105) HVAC MUX CONTROL CIRCUIT SHORTED TO THE (C955) HVAC MUX RETURN
CIRCUIT
A/C HEATER CONTROL
CLUSTER
Diagnostic Test
1. CHECK FOR AN ACTIVE DTC
Yes
Go to step 2
No
2. A/C HEATER CONTROL
2. Disconnect the A/C Heater Control C1 harness connector.
Yes
Go to step 3
No
Replace the A/C Heater Control in accordance with the Service Information.
3. (C105) HVAC MUX CONTROL CIRCUIT SHORTED TO THE (C955) HVAC MUX RETURN
CIRCUIT
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Fig. 2: Measuring Resistance Between HVAC MUX Control Circuit & HVAC MUX Return Circuit
2. Disconnect the Cluster C2 harness connector.
3. Measure the resistance between the (C105) HVAC MUX Control Circuit and the (C955) HVAC
MUX Return circuit.
Yes
Repair the (C105) HVAC MUX Control Circuit for a short to the (C955) HVAC MUX
Return circuit.
No
Go to step 4
4. (C105) HVAC MUX CONTROL CIRCUIT SHORTED TO GROUND
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Fig. 3: Measuring Resistance Between Ground & HVAC MUX Control Circuit
1. Measure the resistance between ground and the (C105) HVAC MUX Control Circuit
Yes
Repair the short to ground in the (C105) HVAC MUX Control Circuit.
No
Replace the Cluster in accordance with the Service Information.
DTC B1002: A/C SWITCH REQUEST INPUT CIRCUIT HIGH
Circuit Schematic
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Fig. 4: A/C Switch Request Input Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
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Set Conditions
Set Condition:
If the Cluster detects voltage above 4.5 volts for 10 seconds on the (C105) HVAC MUX Control circuit.
Possible Causes
Possible Causes
(C105) HVAC MUX CONTROL CIRCUIT SHORTED TO VOLTAGE
(C105) HVAC MUX CONTROL CIRCUIT OPEN
(C955) HVAC MUX RETURN CIRCUIT OPEN
A/C HEATER CONTROL
CLUSTER
Diagnostic Test
1. VERIFY DTC B1002A/C SWITCH REQUEST INPUT CIRCUIT HIGH IS ACTIVE
Yes
Go to step 2
No
2. CHECK THE (C105) HVAC MUX CONTROL CIRCUIT FOR A SHORT TO VOLTAGE
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Fig. 5: Measuring Voltage Of HVAC MUX Control Circuit
5. Measure the voltage of the (C105) HVAC MUX Control circuit.
Yes
Repair the short to voltage on the (C105) HVAC MUX Control circuit.
No
Go to step 3
3. CHECK THE (C105) HVAC MUX CONTROL CIRCUIT FOR AN OPEN
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Fig. 6: Measuring Resistance Of HVAC MUX Control Circuit
2. Measure the resistance of the (C105) HVAC MUX Control circuit between the A/C Heater Control
C1 harness connector and the Cluster C2 harness connector.
Does the Ohm meter read open circuit?
Yes
Repair the (C105) HVAC MUX Control circuit for an open.
No
Go to step 4
4. CHECK THE (C955) HVAC MUX RETURN CIRCUIT FOR AN OPEN
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Fig. 7: Measuring Resistance Of HVAC MUX Return Circuit
1. Measure the resistance of the (C955) HVAC MUX Return circuit between the A/C Heater Control
C1 harness connector and the Cluster C2 harness connector.
Yes
Repair the (C955) HVAC MUX Return circuit for an open.
No
DTC B1016: REAR DEFROST SWITCH REQUEST INPUT CIRCUIT LOW
Circuit Schematic
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Fig. 8: Rear Defrost Switch Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
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Set Conditions
Set Condition:
The Cluster detects low voltage on the Rear Window Defogger Switch Signal circuit.
Possible Causes
Possible Causes
(C215) REAR WINDOW DEFOGGER SWITCH SIGNAL CIRCUIT SHORTED TO GROUND
A/C HEATER CONTROL
CLUSTER
Diagnostic Test
Yes
Go to step 2
No
2. CHECK FOR DTC WITH THE A/C HEATER CONTROL DISCONNECTED
Yes
Go to step 3
No
Replace A/C Heater Control in accordance with the Service Information.
3. CHECK THE (C215) REAR WINDOW DEFOGGER SWITCH SIGNAL CIRCUIT FOR SHORT
TO GROUND
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Fig. 9: Measuring Resistance Between Ground & Rear Window Defogger Switch Signal Circuit
2. Measure the resistance between ground and the (C215) Rear Window Defogger Switch Signal
circuit.
Yes
Repair the short to ground on the (C215) Rear Window Defogger Switch Signal circuit.
No
DTC B1031: EVAPORATOR FIN TEMPERATURE SENSOR CIRCUIT LOW
Circuit Schematic
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Fig. 10: Temperature Sensor Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
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Set Conditions
Set Condition:
If the Evaporator Temperature Sensor input is out of range toward the low voltage threshold.
Possible Causes
Possible Causes
(C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
EVAPORATOR TEMPERATURE SENSOR
INSTRUMENT CLUSTER (CCN)
Diagnostic Test
1. VERIFY B1031EVAPORATOR FIN TEMPERATURE SENSOR CIRCUIT LOW IS ACTIVE
3. Turn the ignition off, wait 10 seconds and turn the ignition on.
Yes
Go to step 2
No
Check for an intermittent condition by inspecting the related wiring harness for chafed,
pierced, pinched, and partially broken wires. Also, inspect the related connectors for broken,
bent, pushed out, spread, corroded or contaminated terminals. Repair as necessary.
2. CHECK FOR DTC WITH THE EVAPORATOR TEMPERATURE SENSOR HARNESS
CONNECTOR DISCONNECTED
2. Disconnect the Evaporator Temperature Sensor harness connector.
5. Turn the ignition off, wait 10 seconds, and turn the ignition on.
Yes
Go to step 3.
No
Replace the Evaporator Temperature Sensor in accordance with the service information.
Perform BODY VERIFICATION TEST. Refer to DTCBased Diagnostics/MODULE,
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3. CHECK (C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL CIRCUIT FOR A SHORT
TO GROUND
Fig. 11: Measuring Resistance Between Ground & Evaporator Temperature Sensor Signal Circuit
& Ground
2. Disconnect the Instrument Cluster (CCN) C3 harness connector.
3. Measure the resistance between ground and the (C21) Evaporator Temperature Sensor Signal
circuit and ground.
Does the ohm meter read open circuit?
Yes
Replace the Instrument Cluster (CCN) in accordance with the service information.
No
Repair the (C21) Evaporator Temperature Sensor Signal circuit for a short to ground.
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DTC B1032: EVAPORATOR FIN TEMPERATURE SENSOR CIRCUIT HIGH
Circuit Schematic
Fig. 12: Temperature Sensor Circuit Schematic
Additional Wiring
Monitor Conditions
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When Monitored:
Set Conditions
Set Condition:
If the Evaporator Temperature Sensor input is out of range toward the high voltage threshold.
Possible Causes
Possible Causes
(C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL CIRCUIT OPEN
(C121) SENSOR GROUND CIRCUIT OPEN
EVAPORATOR TEMPERATURE SENSOR
INSTRUMENT CLUSTER (CCN)
Diagnostic Test
1. VERIFY B1032EVAPORATOR FIN TEMPERATURE SENSOR CIRCUIT HIGH IS ACTIVE
Yes
Go to step 2
No
Check for an intermittent condition by inspecting the related wiring harness for chafed,
pierced, pinched, and partially broken wires. Also, inspect the related connectors for broken,
bent, pushed out, spread, corroded, or contaminated terminals. Repair as necessary.
2. CHECK FOR DTC WITH THE EVAPORATOR TEMPERATURE SENSOR HARNESS
CONNECTOR DISCONNECTED
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Fig. 13: Identifying Evaporator Temperature Sensor Harness Connector
2. Disconnect the Evaporator Temperature Sensor harness connector.
Yes
Go To 3
No
Replace the Evaporator Temperature Sensor in accordance with the service information.
3. CHECK (C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL CIRCUIT FOR AN OPEN
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Fig. 14: Measuring Resistance Of Evaporator Temperature Sensor Signal Circuit
1. Disconnect the Instrument Cluster (CCN) C3 harness connector.
2. Measure the resistance of the (C21) Evaporator Temperature Sensor Signal circuit between the
Instrument Cluster (CCN) C3 harness connector and the Evaporator Temperature Sensor harness
connector.
Yes
Repair the (C21) Evaporator Temperature Sensor Signal circuit for an open.
No
Go to step 5
4. CHECK (C21) EVAPORATOR TEMPERATURE SENSOR SIGNAL CIRCUIT FOR SHORT TO
VOLTAGE
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Fig. 15: Checking Evaporator Temperature Sensor Signal Circuit For Voltage Using Volt Meter
1. Using a volt meter, check for voltage on the (C21) Evaporator Temperature Sensor Signal circuit.
Does the volt meter read any voltage?
Yes
Repair the (C21) Evaporator Temperature Sensor Signal circuit for a short to voltage.
No
Go to step 5
5. CHECK (C121) SENSOR GROUND CIRCUIT FOR AN OPEN
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Fig. 16: Measuring Resistance Of Sensor Ground Circuit
1. Measure the resistance of the (C121) Sensor Ground circuit between the Instrument Cluster (CCN)
C3 harness connector and the Evaporator Temperature Sensor harness connector.
Yes
Replace the Instrument Cluster (CCN) in accordance with the service information.
No
Repair the (C121) Sensor Ground circuit for an open.
DTC B10C1: A/C SELECT SWITCH STUCK
Additional Wiring
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Theory Of Operation
The A/C Select Switch input changes when the switch is pushed down. An active DTC indicates that the switch
is stuck in a pushed position. A stored DTC indicates that the switch was stuck in a pushed position for more
than 20 seconds, but has since returned to its normal state.
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
If the A/C mode switch is stuck in a pushed position for more than 20 seconds. This DTC has a maturing
time of 20 seconds and a dematuring time of 20 seconds. If the DTCs status changes from active to
stored it will stay in memory for 100 ignition cycles.
Possible Causes
Possible Causes
OBJECT HOLDING SWITCH IN A PUSHED POSITION
A/C HEATER CONTROL
Diagnostic Test
2. Press the A/C Select Switch three times.
Yes
Replace the A/C Heater Control in accordance with the service information.
No
DTC B10C2: REAR DEFROST SWITCH STUCK
Additional Wiring
Monitor Conditions
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When Monitored:
Set Conditions
Set Condition:
If the Rear Defrost Switch is stuck in a pushed position for more than 20 seconds.
Possible Causes
Possible Causes
A/C HEATER CONTROL
Diagnostic Test
2. Press the Rear Defrost Switch three times.
Yes
Replace the A/C Heater Control in accordance with the service information.
No
DTC B123F: MENU SWITCH STUCK
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The Cluster detects the Menu Switch active for greater than 20 seconds.
Possible Causes
Possible Causes
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CLUSTER
Diagnostic Test
2. Press the MENU switch three times.
Yes
No
DTC B127A: COMPASS PERFORMANCE
Circuit Schematic
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Fig. 17: Compass Module Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
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Set Condition:
Failure in Compass performance.
Possible Causes
Possible Causes
(F921) FUSED RUN RELAY OUTPUT CIRCUIT OPEN
(Z916) GROUND CIRCUIT OPEN
COMPASS MODULE
CLUSTER
Diagnostic Test
NOTE: Remove any electronic devices (laptop computers, cell phones) from the
instrument panel.
NOTE: Before proceeding, check the compass variance and calibration in
Yes
Go to step 2
No
2. (F921) FUSED RUN RELAY OUTPUT CIRCUIT OPEN
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Fig. 18: Checking Fused Run Relay Output Circuit Using 12Volt Test Light Connected To Ground
2. Disconnect the Compass Module harness connector.
4. Using a 12volt test light connected to ground, check the (F921) Fused Run Relay Output circuit.
Yes
Go to step 3
No
Repair the open in the (F921) Fused Run Relay Output circuit.
3. (Z916) GROUND CIRCUIT OPEN
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Fig. 19: Checking Ground Circuit Using 12Volt Test Light Connected To 12 Volts
2. Using a 12volt test light connected to 12volts, check the (Z916) Ground circuit.
Yes
Replace the Compass Module in accordance with the Service Information.
No
Repair the open in the (Z916) Ground circuit.
DTC B1288: TRIP/TOGGLE SWITCH PERFORMANCE
Additional Wiring
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Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The Cluster detects the Trip/Toggle Switch is active for greater than 20 seconds.
Possible Causes
Possible Causes
CLUSTER
Diagnostic Test
3. Press the Trip/Toggle switch three times.
Yes
No
Test complete.
DTC B1607: HEADLAMP SWITCH INPUT CIRCUIT LOW
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The Cluster detects the Head Lamp Switch Input circuit voltage is less than the expected value.
Possible Causes
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Possible Causes
LEFT MULTIFUNCTION SWITCH
Diagnostic Test
NOTE: Before proceeding with this diagnostic procedure, verify the Left and
Right Multifunction Switch and Clockspring harness connectors are
properly seated and verify proper pin terminal tension. A loose connection
at any of these connectors may cause this DTC to set.
2. Turn the Headlamps on and off three times.
Yes
Replace the Left Multifunction Switch in accordance with the Service Information.
No
DTC B160A: PANEL DIMMER INPUT CIRCUIT LOW
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The Cluster detects the Panel Dimmer Switch Input Circuit voltage is less than the expected value.
Possible Causes
Possible Causes
Diagnostic Test
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2. Turn the Headlamps on and actuate the Panel Dimmer Switch.
Yes
No
DTC B1613: PANEL ILLUMINATION CONTROL CIRCUIT LOW
Circuit Schematic
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Fig. 20: Panel Illumination Control Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
With the ignition on and the Panel Illumination active.
Set Conditions
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Set Condition:
Panel Illumination Status LOW.
Possible Causes
Possible Causes
(E12) PANEL LAMPS DRIVER CIRCUIT SHORTED TO GROUND
A/C HEATER CONTROL LAMP (FRONT AND/OR REAR) SHORTED TO GROUND
FRONT WINDOW SWITCH LAMP SHORTED TO GROUND
SHIFT ASSEMBLY LAMP SHORTED TO GROUND
CLUSTER
Diagnostic Test
3. Activate the Panel Illumination.
4. Wait 30 seconds.
Yes
Go to step 2
No
The condition that caused this code to set is not present at this time. Check for an
intermittent condition by inspecting the related wiring harness for chafed, pierced, pinched,
and partially broken wires. Also inspect the related connectors for broken, bent, pushed out,
spread, corroded, or contaminated terminals.
2. CHECK EACH NONFUNCTIONING COMPONENT FOR AN INTERNAL SHORT TO
GROUND
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Fig. 21: Checking NonFunctioning Component Harness Connector
NOTE: Using the wiring diagram as a guide disconnect each nonfunctioning
component one at a time while checking for the DTC to become stored.
Repeat these steps for each component.
2. Disconnect the nonfunctioning component harness connector.
Is the DTC still active?
Yes
Go to step 3
No
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Replace the nonfunctioning component that when disconnected caused the DTC to become
stored in accordance with the service information.
3. CHECK THE (E12) PANEL LAMPS DRIVER CIRCUIT FOR A SHORT TO GROUND
Fig. 22: Measuring Resistance To Ground On Panel Lamps Driver Circuit
2. Disconnect the Instrument Cluster C1 harness connector.
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3. With all (E12) Panel Lamps Driver circuit components disconnected, measure the resistance to
ground on the (E12) Panel Lamps Driver Circuit from the Instrument Cluster C1 harness connector.
Is the resistance less than 10K Ohms?
Yes
Repair the (E12) Panel Lamps Driver circuit for a short to ground.
No
Replace the Cluster in accordance with the service information.
DTC B1615: PANEL ILLUMINATION CONTROL CIRCUIT OPEN
Circuit Schematic
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Fig. 23: Panel Illumination Control Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
With the ignition on and the Panel Illumination circuit active.
Set Conditions
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Set Condition:
The Instrument Cluster detects an open condition on the Panel Illumination Control circuit.
Possible Causes
Possible Causes
(E12) PANEL LAMPS DRIVER CIRCUIT OPEN
INSTRUMENT CLUSTER
Diagnostic Test
4. Wait 30 seconds.
Yes
Go to step 2
No
2. CHECK THE (E12) PANEL LAMPS DRIVER CIRCUIT FOR AN OPEN
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Fig. 24: Identifying Cluster C1 Harness Connector
3. Inspect the connector and associated wiring for the Panel illumination circuit.
4. Using a fused jumper wire connected to 12 volts, probe cavity 2 of the Cluster C1 harness
connector.
Did the components illuminate?
Yes
Replace the Instrument Cluster in accordance with the service information.
No
Using the wiring diagrams as a guide, locate and repair the (E12) Panel Lamps Driver circuit
for an open.
DTC B161A: COURTESY/DOME LAMP CONTROL CIRCUIT
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Circuit Schematic
Fig. 25: Courtesy/Dome Lamp Control Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
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Continuously
Set Conditions
Set Condition:
When the Cluster detects a short to battery on the Control circuit.
Possible Causes
Possible Causes
(M24) COURTESY LAMPS DRIVER CIRCUIT SHORTED TO GROUND
(M24) COURTESY LAMPS DRIVER CIRCUIT OPEN
CLUSTER
Diagnostic Test
2. Turn the Courtesy Lamps on.
Does the scan display this DTC as active?
Yes
Go to step 2
No
2. CHECK THE (M24) COURTESY LAMPS DRIVER CIRCUIT FOR A SHORT TO GROUND
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Fig. 26: Measuring Resistance Between Ground & Courtesy Lamp Driver Circuit
2. Disconnect the Dome Lamp.
3. Disconnect the Cargo Lamp (4 door).
5. Measure the resistance between ground and the (M24) Courtesy Lamp Driver circuit.
Yes
Repair the (M24) Courtesy Lamp Driver circuit for a short to ground.
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No
Go to step 3
3. CHECK THE (M24) COURTESY LAMPS DRIVER CIRCUIT FOR AN OPEN
Fig. 27: Measuring Resistance Of Courtesy Lamp Driver Circuit
1. Measure the resistance of the (M24) Courtesy Lamp Driver circuit.
Is the resistance above 5 Ohms?
Yes
Repair the (M24) Courtesy Lamp Driver circuit for an open.
No
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DTC B161E: READING LAMP CONTROL CIRCUIT
Circuit Schematic
Fig. 28: Reading Lamp Control Circuit Schematic
Additional Wiring
Monitor Conditions
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When Monitored:
Set Conditions
Set Condition:
The Cluster detects a short to ground or open on the Reading/Rail Lamps Driver circuit.
Possible Causes
Possible Causes
(M27) READING/RAIL LAMPS DRIVER CIRCUIT SHORTED TO GROUND
(M27) READING/RAIL LAMPS DRIVER CIRCUIT OPEN
CLUSTER
Diagnostic Test
2. Turn the Reading Lamps on.
Yes
Go to step 2
No
2. CHECK THE (M27) READING/RAIL LAMPS DRIVER CIRCUIT FOR A SHORT TO
GROUND
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Fig. 29: Measuring Resistance Between Ground & Reading/Rail Lamps Driver Circuit
2. Disconnect the Cargo Lamp harness connector.
4. Measure the resistance between ground and the (M27) Reading/Rail Lamps Driver circuit.
Yes
Repair the (M27) Reading/Rail Lamps Driver circuit for a short to ground.
No
Go to step 3
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3. CHECK THE (M27) READING/RAIL LAMPS DRIVER CIRCUIT FOR AN OPEN
Fig. 30: Measuring Resistance Of Reading/Rail Lamps Driver Circuit
1. Measure the resistance of the (M27) Reading/Rail Lamps Driver circuit.
Yes
Repair the (M27) Reading/Rail Lamps Driver circuit for an open.
No
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DTC B168F: FRONT FOG LAMP SWITCH CIRCUIT STUCK
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The Cluster detects the Front Fog Lamp Switch Input Circuit voltage is less than the expected value.
Possible Causes
Possible Causes
Diagnostic Test
2. Turn the Fog Lamps on and off three times.
Yes
No
DTC B210D: BATTERY VOLTAGE LOW
Additional Wiring
Monitor Conditions
When Monitored:
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Set Conditions
Set Condition:
The Cluster detects a battery voltage of 9.0 volts for five seconds.
Possible Causes
Possible Causes
VEHICLE CHARGING SYSTEM
CLUSTER
Diagnostic Test
1. CHECK FOR ACTIVE DTC: B210DBATTERY VOLTAGE LOW
Is DTC: B210DBATTERY VOLTAGE LOW active?
Yes
Go to step 2
No
2. VERIFY OPERATION OF THE VEHICLE CHARGING SYSTEM
NOTE: Troubleshoot any PCM charging/cranking DTCs before proceeding.
NOTE: Make sure the battery is fully charged.
Are any charging system DTCs present?
Yes
For gas engine applications. Refer to DTCBased Diagnostics/MODULE, Powertrain Control
(PCM) Diagnosis and Testing .
For diesel engine applications. Refer to DTCBased Diagnostics/MODULE, Engine Control
(ECM) Diagnosis and Testing .
No
DTC B2301: WIPER MODE SWITCH INPUT CIRCUIT LOW
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Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The Cluster detects the Wiper Mode Switch Input circuit voltage is less than the expected value.
Possible Causes
Possible Causes
RIGHT MULTIFUNCTION SWITCH
Diagnostic Test
2. Turn the Wipers on and off three times.
Yes
Replace the Right Multifunction Switch in accordance with the Service Information.
No
DTC B2307: WASHER SWITCH INPUT CIRCUIT LOW
Additional Wiring
Monitor Conditions
When Monitored:
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Set Conditions
Set Condition:
The Cluster detects the Washer Switch Input circuit voltage is less than the expected value.
Possible Causes
Possible Causes
Diagnostic Test
2. Actuate the Washer Switch.
Yes
No
DTC B2339: HORN SWITCH STUCK
Circuit Schematic
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Fig. 31: Horn Switch Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
When the Cluster senses the Horn Switch input for more than 30 seconds.
Possible Causes
Possible Causes
(X3) HORN SWITCH SENSE CIRCUIT SHORTED TO GROUND
(X3) HORN SWITCH SENSE CIRCUIT SHORTED TO THE (Y13) RADIO CONTROL RETURN
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CIRCUIT
(X3) HORN SWITCH SENSE CIRCUIT SHORTED TO THE (V937) S/C SWITCH GROUND
CIRCUIT
HORN SWITCH
CLOCKSPRING
CLUSTER
Diagnostic Test
Does the scan tool display DTC B2339HORN SWITCH STUCK?
Yes
Go to step 2
No
2. CHECK FOR SHORTED (X3) HORN SWITCH SENSE CIRCUIT BETWEEN CLOCKSPRING
AND CLUSTER
2. Remove the steering column shroud in accordance with the Service Information.
3. Disconnect the Clockspring C2 connector.
5. Using a scan tool, erase DTCs.
6. Cycle the ignition from on to off three times.
7. Turn the ignition on and wait 30 seconds.
8. Using a scan tool, read DTCs.
Yes
Go to step 3
No
Go to step 5
3. CHECK (X3) HORN SWITCH SENSE CIRCUIT FOR A SHORT TO GROUND BETWEEN
CLOCKSPRING AND CLUSTER
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Fig. 32: Measuring Resistance Of Horn Switch Sense Circuit Between Ground & Clockspring C2
Connector
2. Disconnect the Cluster C3 connector.
3. Measure the resistance of the (X3) Horn Switch Sense circuit between ground and the Clockspring
C2 connector.
Yes
Repair the (X3) Horn Switch Sense circuit for a short to ground.
No
Go to step 4
4. CHECK (X3) HORN SWITCH SENSE CIRCUIT FOR SHORT TO (Y13) RADIO CONTROL
RETURN CIRCUIT OR TO (V937) S/C SWITCH GROUND CIRCUIT BETWEEN
CLOCKSPRING AND CLUSTER
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Fig. 33: Measuring Resistance Between Horn Switch Sense Circuits & Radio Control Return
Circuit With S/C Switch Ground Circuit
1. Measure the resistance between the (X3) Horn Switch Sense circuit and the (Y13) Radio Control
Return circuit at the Clockspring C2 connector.
2. Measure the resistance between the (X3) Horn Switch Sense circuit and the (V937) S/C Switch
Ground circuit at the Clockspring C2 connector.
Is the resistance below 10K Ohms for either measurement?
Yes
Repair all circuits with a resistance below 10K Ohms for a short to the (X3) Horn Switch
Sense circuit.
No
5. CHECK FOR A SHORTED HORN SWITCH
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Fig. 34: Checking For Shorted Horn Switch
WARNING: Turn the ignition off, disconnect the 12volt battery and wait two minutes
before proceeding. Failure to follow these instructions may result in
possible serious or fatal injury.
1. Remove the Driver Airbag in accordance with the Service Information.
2. Disconnect the Horn switch connector.
NOTE: Before proceeding, thoroughly inspect the wiring harness between
the Horn Switch and the Clockspring. Look for chafed, pierced,
pinched, or partially broken wires and broken, bent, pushed out,
3. Reconnect the Clockspring C2 connector.
WARNING: Turn the ignition on, then reconnect the 12volt battery. Failure to
follow these instructions may result in possible serious or fatal
injury.
4. Using a scan tool, erase DTCs.
6. Turn the ignition on and wait 30 seconds.
Yes
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Go to step 6
No
Replace the Horn Switch in accordance with the Service Information.
6. CHECK (X3) HORN SWITCH SENSE CIRCUIT FOR A SHORT TO GROUND BETWEEN
HORN SWITCH AND CLOCKSPRING
Fig. 35: Measuring Resistance Of Horn Switch Sense Circuit
3. Measure the resistance of the (X3) Horn Switch Sense circuit between ground and the Clockspring
C8 connector.
Yes
Repair the (X3) Horn Switch Sense circuit for a short to ground.
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No
Go to step 7
7. CHECK (X3) HORN SWITCH SENSE CIRCUIT FOR A SHORT TO (Y13) RADIO CONTROL
RETURN CIRCUIT OR TO (V937) S/C SWITCH GROUND CIRCUIT BETWEEN HORN
SWITCH AND CLOCKSPRING
Fig. 36: Measuring Resistance Between Horn Switch Sense Circuits & Radio Control Return
Circuit With S/C Switch Ground Circuit
1. Measure the resistance between (X3) Horn Switch Sense circuit and the (Y13) Radio Control
Return circuit at the Clockspring C8 connector.
2. Measure the resistance between (X3) Horn Switch Sense circuit and the (V937) S/C Switch
Ground circuit at the Clockspring C8 connector.
Yes
Repair all circuits with a resistance below 10K Ohms for a short to the (X3) Horn Switch
Sense circuit.
No
Replace the Clockspring in accordance with the Service Information.
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DTC B238E: HI BEAM SWITCH CIRCUIT LOW
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The Cluster detects the High Beam Switch Input circuit voltage is less than the expected value.
Possible Causes
Possible Causes
Diagnostic Test
2. Turn the Headlamps on.
3. Actuate the High Beams.
Yes
No
DTC B2390: MIST SWITCH CIRCUIT LOW
Additional Wiring
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Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The Cluster detects the Mist Switch Input circuit voltage is less than the expected value.
Possible Causes
Possible Causes
Diagnostic Test
2. Actuate the Mist Switch three times.
Yes
No
DTC B2394: FLASH TO PASS/OPTICAL HORN SWITCH CIRCUIT STUCK
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
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The Cluster detects the Flash to Pass Switch Input circuit voltage is less than the expected value.
Possible Causes
Possible Causes
Diagnostic Test
2. Actuate the Flash to Pass/Optical Horn.
Yes
No
DTC C1471: AXLE LOCK SWITCH PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The Cluster detects the Axle Lock Switch active for greater than 20 seconds.
Possible Causes
Possible Causes
UPPER SWITCH BANK
Diagnostic Test
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2. Press the Axle Lock Switch three times.
Yes
Replace the Upper Switch Bank in accordance with the Service Information.
No
DTC C1571: FRONT SWAY BAR SWITCH PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The Cluster detects the Front Sway Bar Switch active for greater than 20 seconds.
Possible Causes
Possible Causes
UPPER SWITCH BANK
Diagnostic Test
2. Press the Front Sway Bar Switch three times.
Yes
Replace the Upper Switch Bank in accordance with the Service Information.
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No
DTC C2312: TRAC/ESP OFF SWITCH STUCK
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The Cluster detects the TRAC/ESP Off Switch active for greater than 20 seconds.
Possible Causes
Possible Causes
LOWER SWITCH BANK
Diagnostic Test
2. Press the TRAC/ESP Off Switch three times.
Yes
Replace the Lower Switch Bank in accordance with the Service Information.
No
Test complete.
DTC P0853: OVERDRIVE/TOW SWITCH INPUT CIRCUIT STUCK
Circuit Schematic
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Fig. 37: Overdrive/Tow Switch Input Circuit Schematic
Additional Wiring
Possible Causes
Possible Causes
(T6) TOW/HAUL OD OFF SIGNAL SHORTED TO GROUND
SHIFT LEVER ASSEMBLY
CLUSTER
Diagnostic Test
3. Wait 30 seconds.
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4. Press the TOW/HAUL switch three times.
Yes
Go to step 2
No
2. SHIFT LEVER ASSEMBLY
1. Disconnect the Shift Lever Assembly harness connector.
Does the scan tool display the DTC as active?
Yes
Go to step 3
No
Replace the Shift Lever Assembly in accordance with the service information.
3. (T6) TOW/HAUL OD OFF SIGNAL SHORTED TO GROUND
3. Measure the resistance between ground and the (T6) TOW/HAUL OD OFF signal circuit at the
Cluster C3 harness connector.
Yes
Repair the (T6) TOW/HAUL OD OFF Signal Circuit for a short to ground.
No
Replace the Cluster in accordance with the service information.
DTC P0928: BTSI CONTROL CIRCUIT
Circuit Schematic
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Fig. 38: BTSI Control Circuit Schematic
Additional Wiring
Theory Of Operation
When the Cluster detects that the brake pedal is pressed by the driver, the Cluster delivers 12 volts to the Brake
Transmission Shift Interlock Solenoid (BTSI) on the K321 circuit. The driver is then able to shift out of park.
When the brake pedal is released, the voltage on the K321 circuit drops to 0 volts.
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The Cluster detects a fault on the (K321) BTSI Unlock Signal circuit.
Possible Causes
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Possible Causes
(K321) BTSI UNLOCK SIGNAL CIRCUIT SHORTED TO VOLTAGE
(K321) BTSI UNLOCK SIGNAL CIRCUIT SHORTED TO GROUND
(K321) BTSI UNLOCK SIGNAL CIRCUIT OPEN
BTSI SOLENOID GROUND CIRCUIT OPEN
SHIFT LEVER ASSEMBLY
CLUSTER
Diagnostic Test
Is the DTC active?
Yes
Go to step 2
No
intermittent condition by inspecting the related wiring harness for chaffed, pierced, pinched,
2. BTSI SOLENOID
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Fig. 39: Measuring Voltage Of BTSI Unlock Signal Circuit Using 12Volt Test Light Connected To
Ground
2. Disconnect the Shift Lever Assembly harness connector.
4. Press the brake pedal.
5. Using a 12volt test light connected to ground, measure the voltage of the (K321) BTSI Unlock
Signal circuit.
Does the test light illuminate brightly when the brake pedal is depressed?
Yes
Go to step 3
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No
Go to step 4
3. BTSI SOLENOID GROUND CIRCUITS
Fig. 40: Measuring Resistance Between Ground & Ground Circuit Using Test Light Connected To
B+
2. Using a test light connected to B+. Measure the resistance between ground and the Ground circuit
in the Shift Lever Assembly harness connector.
Does the test light illuminate brightly for each circuit?
Yes
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Replace the Shift Lever Assembly in accordance with the Service Information.
No
Repair the appropriate ground circuit for an open.
4. (K321) BTSI UNLOCK SIGNAL CIRCUIT SHORTED TO VOLTAGE
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Fig. 41: Measuring Voltage Of BTSI Unlock Signal Circuit Using 12Volt Test Light Connected To
Ground
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4. Using a 12volt test light connected to ground, measure the voltage of the (K321) BTSI Unlock
Signal circuit.
Yes
Repair the (K321) BTSI Unlock Signal circuit for a short to voltage.
No
Go to step 5
5. (K321) BTSI UNLOCK SIGNAL SHORTED TO GROUND
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Fig. 42: Measuring Resistance Between Ground & BTSI Unlock Signal Circuit Using Test Light
Connected To B+
2. Using a test light connected to B+, measure the resistance between ground and the (K321) BTSI
Unlock Signal circuit.
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Yes
Repair the (K321) BTSI Unlock Signal circuit for a short to ground.
No
Go to step 6
6. (K321) BTSI UNLOCK SIGNAL CIRCUIT OPEN
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Fig. 43: Measuring Resistance Of BTSI Unlock Signal Circuit
1. Measure the resistance of the (K321) BTSI Unlock Signal circuit.
Is the resistance above 10K Ohms?
Yes
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Repair the (K321) BTSI Unlock Signal for an open.
No
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The Cluster detects a short to ground, or a short to voltage on the CAN circuits.
Possible Causes
Possible Causes
BUS CIRCUITS SHORTED TO GROUND OR VOLTAGE
TIPM POWER AND GROUND
1. With the scan tool, read active Cluster DTCs.
Is this DTC active?
Yes
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No
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
five seconds.
Possible Causes
Possible Causes
proceeding.
Is this DTC active?
Yes
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No
DTC U0161: LOST COMMUNICATION WITH COMPASS MODULE
Circuit Schematic
Fig. 44: Compass Module Circuit Schematic
Additional Wiring
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Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The Cluster does not receive information from the Compass Module.
Possible Causes
Possible Causes
(D506) LIN BUS CIRCUIT OPEN
(F921) FUSED IGNITION SWITCH OUTPUT (RUN) CIRCUIT OPEN
COMPASS MODULE
INSTRUMENT CLUSTER
Diagnostic Test
NOTE: Remove any electronic devices (laptop computers, cell phones) from the
instrument panel.
NOTE: Before proceeding, check the compass variance and calibration in
3. Wait 30 seconds.
Yes
Go to step 2
No
2. (D506) LIN BUS CIRCUIT
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Fig. 45: Measuring Voltage Of LIN BUS Circuit
4. Measure the voltage of the (D506) LIN BUS circuit.
Is the voltage above 5 volts?
Yes
Go to step 4
No
Go to step 3
3. (D506) LIN BUS CIRCUIT OPEN
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Fig. 46: Measure Resistance Of LIN Bus Circuit
2. Disconnect the Instrument Cluster C2 harness connector.
3. Measure the resistance of the (D506) LIN BUS circuit.
Is the resistance below 10K ohms?
Yes
No
Repair the (D506) LIN BUS circuit for an open.
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4. (F921) FUSED IGNITION SWITCH OUTPUT (RUN) CIRCUIT OPEN
Fig. 47: Checking Fused Ignition Switch Output (RUN) Circuit Using 12Volt Test Light Connected
To Ground
2. Using a 12volt test light connected to ground, check the (F921) Fused Ignition Switch Output
(RUN) circuit at the Compass Module harness connector.
Yes
Go to step 5
No
Repair the (F921) Fused Ignition Switch Output (RUN) circuit for an open.
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2. Using a 12volt test light connected to 12volts, check the (Z916) Ground circuit at the Compass
Module harness connector.
Yes
Replace the Compass Module in accordance with the Service Information.
No
Repair the (Z916) ground circuit for an open.
Additional Wiring
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Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
Possible Causes
RADIO
proceeding.
Is this DTC active?
Yes
procedure.
No
DTC U1008: LIN 1 BUS
Circuit Schematic
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Fig. 49: LIN 1 Bus Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
LIN 1 Bus Performance.
Possible Causes
411 of 4937
Possible Causes
(D506) LIN BUS CIRCUIT SHORTED TO GROUND
SHORTED LIN BUS COMPONENT
CLUSTER
Diagnostic Test
Yes
Go to step 2
No
2. SHORTED LIN BUS COMPONENT
NOTE: After disconnecting each component, check DTCs with the scan tool.
3. Disconnect the Switch Bank harness connector.
4. Disconnect the Left Multifunction Switch harness connector.
With each component disconnected, did the DTC U1008LIN 1 BUS change from active to stored?
Yes
Replace the component that caused the DTC U1008LIN 1 BUS to change from active to
stored.
No
Go to step 3
412 of 4937
Fig. 50: Measuring Resistance Of LIN Bus Circuit
3. Measure the resistance of the (D506) LIN Bus circuit between the Cluster C2 and Switch Bank
harness connectors.
Yes
Repair the open in the (D506) LIN Bus circuit.
No
Go to step 4
4. (D506) LIN BUS CIRCUIT SHORTED TO GROUND
413 of 4937
Fig. 51: Measuring Resistance To Ground On LIN Bus Circuit
2. Measure the resistance to ground on the (D506) LIN Bus circuit.
Yes
Repair the short to ground in the (D506) LIN Bus circuit.
No
414 of 4937
DTC U113B: LOST COMMUNICATION WITH SWITCH BANK MODULE
Circuit Schematic
Fig. 52: Switch Bank Module Circuit Schematic
Additional Wiring
415 of 4937
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The Cluster does not receive information from the Switch Bank Module.
Possible Causes
Possible Causes
(A418) FUSED B+ CIRCUIT (EARLY PRODUCTION) OPEN
(A909) FUSED B+ CIRCUIT (LATE PRODUCTION) OPEN
SWITCH BANK MODULE
CLUSTER
Diagnostic Test
3. Wait 30 seconds.
Yes
Go to step 2
No
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2. Disconnect the Switch Bank Module harness connector.
Yes
Go to step 4
No
Go to step 3
417 of 4937
Fig. 54: Measuring Resistance Of LIN BUS Circuit
3. Measure the resistance of the (D506) LIN BUS circuit.
Is the resistance below 10K ohms?
Yes
No
4. (A418)/(A909) FUSED B+ CIRCUIT OPEN
418 of 4937
Fig. 55: Checking Fused B+ Circuit Using 12Volt Test Light Connected To Ground
2. Using a 12volt test light connected to ground, check the (A418)/(A909) Fused B+ circuit at the
Switch Bank Module harness connector.
Yes
Go to step 5
No
Repair the (A418)/(A909) Fused B+ circuit for an open.
419 of 4937
2. Using a 12volt test light connected to 12volts, check the (Z911) Ground circuit at the Switch
Bank Module harness connector.
Yes
Replace the Switch Bank Module in accordance with the Service Information.
No
DTC U1149: LOST COMMUNICATION WITH MULTIFUNCTION SWITCH
420 of 4937
Circuit Schematic
Fig. 57: Multifunction Switch Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The Cluster does not receive information from the Left Multifunction Switch.
421 of 4937
Possible Causes
Possible Causes
(F943) FUSED RUN/START RELAY OUTPUT CIRCUIT OPEN
(A412) FUSED B (+) (I.O.D.) CIRCUIT OPEN
CLUSTER
Diagnostic Test
Yes
Go to step 2
No
422 of 4937
2. Disconnect the Left Multifunction Switch C1 harness connector.
Yes
Go to step 3
No
3. (F943) FUSED RUN/START RELAY OUTPUT CIRCUIT OPEN
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Fig. 59: Measuring Voltage Of Fused RUN/START Relay Output Circuit
2. Measure the voltage of the (F943) Fused RUN/START Relay Output circuit at the Left
Multifunction Switch C1 harness connector.
Yes
Go to step 4
No
Repair the open in the (F943) Fused RUN/START Relay Output circuit.
4. (A412) FUSED B (+) (I.O.D.) CIRCUIT OPEN
424 of 4937
Fig. 60: Measuring Voltage Of Fused B+ (I.O.D.) Circuit
2. Measure the voltage of the (A412) Fused B+ (I.O.D.) circuit at the Left Multifunction Switch C1
harness connector.
Yes
Go to step 5
No
Repair the open in the (A412) Fused B+ (I.O.D.) circuit.
Fig. 61: Measuring Resistance Between Ground & Ground Circuit
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2. Measure the resistance between ground and the (Z910) Ground circuit at the Left Multifunction
Switch C1 harness connector.
Yes
Replace the Left Multifunction Switch in accordance with the service information.
No
Repair the open in the (Z910) ground circuit.
426 of 4937
Back To Article
Communication NonDTC Diagnostics Wrangler
BOTH DIAGNOSTIC CAN C (+) AND DIAGNOSTIC CAN C () CIRCUITS OPEN
Fig. 1: Diagnostic CAN C (+) And/Or CAN C () Circuit Schematic
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When Monitored:
When the scan tool queries the Totally Integrated Power Module (TIPM).
Set Condition:
The scan tool has detected an open condition on both Diagnostic CAN C circuits.
Possible Causes
(D72) DIAGNOSTIC CAN C (+) CIRCUIT OPEN
(D71) DIAGNOSTIC CAN C () CIRCUIT OPEN
TOTALLY INTEGRATED POWER MODULE
Diagnostic Test
1. CHECK THE STATUS OF THE ERROR MESSAGE
NOTE: Ensure the vehicle being tested is a CAN BUS VEHICLE. If not, false error
messages may be displayed.
NOTE: Ensure the scan tool is updated to the latest software.
1. With the scan tool, record the error message.
2. Disconnect the scan tool from the DLC.
3. Cycle the ignition from on to off 3 times.
Does the scan tool display this same error message?
Yes
Go to step 2
No
The conditions that caused this error message to set are not present at this time. Using the
wiring diagram/schematic as a guide, inspect the wiring and connectors.
2. (D72) DIAGNOSTIC CAN C (+) CIRCUIT OPEN
428 of 4937
Fig. 2: Measuring Resistance Of Diagnostic CAN C (+) Circuit
2. Disconnect the TIPM C7 harness connector.
NOTE: Check the connectors at both the DLC and the TIPM.
4. Measure the resistance of the (D72) Diagnostic CAN C (+) circuit between the TIPM C7 harness
connector and the DLC.
Is the resistance below 5.0 ohms?
Yes
Go to step 3
No
Repair the (D72) Diagnostic CAN C (+) circuit for an open.
429 of 4937
3. (D71) DIAGNOSTIC CAN C () CIRCUIT OPEN
Fig. 3: Measuring Resistance Of Diagnostic CAN C () Circuit
1. Measure the resistance of the (D71) Diagnostic CAN C () circuit between the TIPM C7 harness
Yes
Inspect the wiring and connectors for damage or shorted circuits. If ok, replace the Totally
Integrated Power Module in accordance with the Service Information.
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No
Repair the (D71) Diagnostic CAN C () circuit for an open.
DIAGNOSTIC CAN C (+) AND/OR DIAGNOSTIC CAN C () CIRCUITS HIGH
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When Monitored:
Set Condition:
The scan tool has detected a shorted high condition on either or both Diagnostic CAN C circuits.
Possible Causes
(D72) DIAGNOSTIC CAN C (+) CIRCUIT SHORTED TO VOLTAGE
(D71) DIAGNOSTIC CAN C () CIRCUIT SHORTED TO VOLTAGE
Diagnostic Test
2. Disconnect the scan tool from the Data Link Connector (DLC).
Yes
Go to step 2
No
2. DIAGNOSTIC CAN C CIRCUITS SHORTED TO VOLTAGE
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Fig. 5: Measuring Voltage Of Diagnostic CAN C Circuits
5. Measure the voltage of the Diagnostic CAN C circuits.
Is the voltage above 6.0 volts for either circuit?
Yes
Repair the Diagnostic CAN C circuits for a short to voltage.
No
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DIAGNOSTIC CAN C () CIRCUIT LOW
When Monitored:
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Set Condition:
The scan tool has detected a shorted low condition on the (D71) Diagnostic CAN C () circuit.
Possible Causes
(D71) DIAGNOSTIC CAN C () CIRCUIT SHORTED TO GROUND
Diagnostic Test
Yes
Go to step 2
No
2. (D71) DIAGNOSTIC CAN C () CIRCUIT SHORTED TO GROUND
435 of 4937
Fig. 7: Measuring Resistance Between Ground & Diagnostic CAN C () Circuit
4. Measure the resistance between ground and the (D71) Diagnostic CAN C () circuit.
Yes
Repair the (D71) Diagnostic CAN C () circuit for a short to ground.
No
436 of 4937
DIAGNOSTIC CAN C (+) CIRCUIT LOW
When Monitored:
Set Condition:
The scan tool has detected a shorted low condition on the (D72) Diagnostic CAN C (+) circuit.
437 of 4937
Possible Causes
(D72) DIAGNOSTIC CAN C (+) CIRCUIT SHORTED TO GROUND
Diagnostic Test
Yes
Go to step 2
No
2. (D72) DIAGNOSTIC CAN C (+) CIRCUIT SHORTED TO GROUND
438 of 4937
Fig. 9: Measuring Resistance Between Ground & Diagnostic CAN C (+) Circuit
4. Measure the resistance between ground and the (D72) Diagnostic CAN C (+) circuit.
Yes
Repair the (D72) Diagnostic CAN C (+) circuit for a short to ground.
No
439 of 4937
DIAGNOSTIC CAN C () CIRCUIT OPEN
When Monitored:
Set Condition:
The scan tool has detected an open condition on the (D71) Diagnostic CAN C () circuit.
440 of 4937
Possible Causes
(D71) DIAGNOSTIC CAN C () CIRCUIT OPEN
Diagnostic Test
Yes
Go to step 2
No
2. (D71) DIAGNOSTIC CAN C () CIRCUIT OPEN
441 of 4937
Fig. 11: Measuring Resistance Of Diagnostic CAN C () Circuit
4. Measure the resistance of the (D71) Diagnostic CAN C () circuit between the TIPM C7 harness
Yes
442 of 4937
No
DIAGNOSTIC CAN C (+) CIRCUIT OPEN
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When Monitored:
Set Condition:
The scan tool has detected an open condition on the (D72) Diagnostic CAN C (+) circuit.
Possible Causes
(D72) DIAGNOSTIC CAN C (+) CIRCUIT OPEN
Diagnostic Test
Yes
Go to step 2
No
2. (D72) DIAGNOSTIC CAN C (+) CIRCUIT OPEN
444 of 4937
Fig. 13: Measuring Resistance Of Diagnostic CAN C (+) Circuit
4. Measure the resistance of the (D72) Diagnostic CAN C (+) circuit between the TIPM C7 harness
Yes
No
445 of 4937
DIAGNOSTIC CAN C (+) SHORTED TO DIAGNOSTIC CAN C ()
When Monitored:
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Set Condition:
The scan tool has detected a shorted together condition on the Diagnostic CAN C circuits.
Possible Causes
(D72) DIAGNOSTIC CAN C (+) CIRCUIT SHORTED TO (D71) DIAGNOSTIC CAN C () CIRCUIT
Diagnostic Test
Yes
Go to step 2
No
2. (D72) DIAGNOSTIC CAN C (+) CIRCUIT SHORTED TO (D71) DIAGNOSTIC CAN C ()
CIRCUIT
447 of 4937
Fig. 15: Measuring Resistance Between Diagnostic CAN C (+) Circuit & Diagnostic CAN C ()
Circuit
4. Measure the resistance between the (D72) Diagnostic CAN C (+) circuit and the (D71) Diagnostic
CAN C () circuit.
Yes
Repair the (D72) Diagnostic CAN C (+) circuit for a short to the (D71) Diagnostic CAN C
() circuit.
No
448 of 4937
NO RESPONSE FROM ABS (ANTILOCK BRAKE MODULE)
Fig. 16: ABS (Antilock Brake Module) Circuit Schematic
Possible Causes
449 of 4937
(A107) (A111) FUSED B (+) CIRCUIT OPEN OR SHORTED
(Z907) (Z917) GROUND CIRCUIT OPEN
(F941) FUSED RUN/START RELAY OUTPUT CIRCUIT OPEN OR SHORTED
(D65) CAN C BUS (+) CIRCUIT OPEN
(D64) CAN C BUS () CIRCUIT OPEN
ANTILOCK BRAKE MODULE
Diagnostic Test
NOTE: Ensure the IOD fuse is installed and battery voltage is between 10.0
and 16.0 volts.
NOTE: A red "X" will be next to the module that is not communicating,
indicating that the module is not active on the Bus network. A green
check indicates that the module is active on the Bus network.
NOTE: Check the TIPM for any active CAN C hardware DTCs, perform DTC
before proceeding.
Does the scan tool display a red "X" next to the module?
Yes
Go to step 2
No
The no response condition is not present at this time. Using the wiring diagram/schematic as
a guide, inspect the wiring for chafed, pierced, pinched, and partially broken wires and the
wiring harness connectors for broken, bent, pushed out, and corroded terminals.
2. (A107) (A111) FUSED B (+) CIRCUIT OPEN OR SHORTED
450 of 4937
Fig. 17: Checking Each Fused B (+) Circuit Using 12Volt Test Light Connected To Ground
2. Disconnect the Antilock Brake Module harness connector.
3. Using a 12volt test light connected to ground, check each (A107) and (A111) Fused B (+) circuit.
Yes
Go to step 3
No
Repair the Fused B (+) circuit for an open or short.
Perform the ABS VERIFICATION TEST. Refer to DTCBased Diagnostics/MODULE,
Antilock Brake (ABS) Standard Procedure
3. (Z907) (Z917) GROUND CIRCUITS OPEN
451 of 4937
Fig. 18: Checking Each Ground Circuit Using 12Volt Test Light Connected To 12 Volts
1. Using a 12volt test light connected to 12volts, check each (Z907) and (Z917) ground circuit.
Yes
Go to step 4
No
Repair the (Z907) or (Z917) ground circuit for an open.
4. (F941) FUSED RUN/START RELAY OUTPUT CIRCUIT OPEN OR SHORTED
452 of 4937
Fig. 19: Checking Fused Run/Relay Output Circuit Using 12Volt Test Light Connected To Ground
2. Using a 12volt test light connected to ground, check the (F941) Fused Run/Relay Output circuit.
Yes
Go to step 5
No
Repair the (F941) Fused Run/Relay Output circuit for an open or short.
5. (D65) CAN C BUS (+) CIRCUIT OPEN
453 of 4937
Fig. 20: Measuring Resistance Of CAN C Bus (+) Circuit
3. Measure the resistance of the (D65) CAN C Bus (+) circuit between the TIPM C1 harness
connector and the Antilock Brake Module connector.
Is resistance below 5.0 ohms?
Yes
Go to step 6
No
Repair the (D65) CAN C Bus (+) circuit for an open.
6. (D64) CAN C BUS () CIRCUIT OPEN
454 of 4937
Fig. 21: Measuring Resistance Of CAN C Bus () Circuit
1. Measure the resistance of the (D64) CAN C Bus () circuit between the TIPM C1 harness
connector and the Antilock Brake Module connector.
Yes
Replace the Antilock Brake Module in accordance with the Service Information.
No
Repair the (D64) CAN C Bus () circuit for an open.
455 of 4937
NO RESPONSE FROM ASBS (AUTOMATIC SWAY BAR SYSTEM)
Fig. 22: ASBS (Automatic Sway Bar System) Circuit Schematic
Possible Causes
(A959) FUSED B (+) CIRCUIT OPEN OR SHORTED
456 of 4937
AUTOMATIC SWAY BAR SYSTEM
Diagnostic Test
NOTE: Make sure the Ignition Off Draw (IOD) fuse is installed and battery
voltage is between 10.0 and 16.0 volts.
2. Using the scan tool, select ECU View.
before proceeding.
Yes
Go to step 2
No
a guide, inspect the wiring for chafed, pierced, pinched and partially broken wires and the
wiring harness connectors for broken, bent, pushed out and corroded terminals.
2. (A959) FUSED B (+) CIRCUIT OPEN OR SHORTED
457 of 4937
2. Disconnect the Final Drive Control Module (ASBS) harness connector.
3. Using a 12volt test light connected to ground, check each (A959) Fused B (+) circuit.
Yes
Go to step 3
No
Repair the (A959) Fused B (+) circuit for an open or short.
Perform the ASBS VERIFICATION TEST. Refer to DTCBased Diagnostics/SYSTEM,
Auto Sway Bar (ASBS) Standard Procedure .
458 of 4937
1. Using a 12volt test light connected to 12volts, check the (Z905) ground circuit.
Yes
Go to step 4
No
459 of 4937
1. check the (F943) Fused Run/Relay Output circuit
Yes
Go to step 5
No
460 of 4937
connector and the Final Drive Control Module (ASBS) connector.
Yes
Go to step 6
No
461 of 4937
Yes
Replace the Final Drive Control Module (ASBS) in accordance with the Service
Information.
No
462 of 4937
NO RESPONSE FROM AMP (AMPLIFIER)
Fig. 28: AMP (Amplifier) Circuit Schematic
Possible Causes
463 of 4937
(A116) FUSED B (+) (I.O.D.) CIRCUIT OPEN OR SHORTED
(D264) AND (D265) CAN C INTERIOR BUS (125K) CIRCUITS OPEN
AMPLIFIER
Diagnostic Test
and 16.0 volts.
Yes
Go to step 2
No
2. (A116) FUSED B (+) (I.O.D.) CIRCUIT OPEN OR SHORTED
464 of 4937
Fig. 29: Checking Fused B (+) (I.O.D.) Circuit Using 12Volt Test Light Connected To Ground
2. Disconnect the Radio Amplifier C1 harness connector.
3. Using a 12volt test light connected to ground, check the (A116) Fused B (+) (I.O.D.) circuit.
Yes
Go to step 3
No
Repair the (A116) Fused B (+) (I.O.D.) circuit for an open or short.
465 of 4937
Yes
Go to step 4
No
4. (D265) OR (D264) CAN C INTERIOR BUS (125K) CIRCUIT OPEN
466 of 4937
Fig. 31: Measuring Resistance Of CAN C Interior Bus (/+) (125K) Circuits
1. Measure the resistance of the (D264) CAN C Interior Bus () (125K) circuit between the TIPM C7
harness connector and the Radio Amplifier C1 harness connector.
2. Measure the resistance of the (D265) CAN C Interior Bus (+) (125K) circuit between the TIPM C7
harness connector and the Radio Amplifier C1 harness connector.
Is resistance below 5.0 ohms on both circuits?
Yes
Replace the Radio Amplifier in accordance with the Service Information.
No
467 of 4937
Repair the (D265) or (D264) CAN C Interior Bus (125K) circuit for an open. Inspect the
connector for damage.
NO RESPONSE FROM CCN (CLUSTER)
Fig. 32: CCN (Cluster) Circuit Schematic
468 of 4937
Possible Causes
(A418) (A412) FUSED B (+) CIRCUITS OPEN OR SHORTED
(Z914) GROUND CIRCUITS OPEN
CLUSTER (CCN)
Diagnostic Test
and 16.0 volts.
Yes
Go to step 2
No
2. (A418) (A412) FUSED B (+) CIRCUIT OPEN OR SHORTED
469 of 4937
2. Disconnect the Cluster C1, C2 and C3 harness connectors.
3. Using a 12volt test light connected to ground, check each (A418) and (A412) Fused B (+) circuit.
Yes
Go to step 3
No
470 of 4937
Fig. 34: Checking Each Ground Circuit Using 12Volt Test Light Connected To 12 Volts
1. Using a 12volt test light connected to 12volts, check each (Z914) ground circuit.
Yes
Go to step 4
No
471 of 4937
Fig. 35: Checking Fused Run/Start Relay Output Circuit Using 12Volt Test Light Connected To
Ground
2. Using a 12volt test light connected to ground, check the (F943) Fused Run/Start Relay Output
circuit.
Yes
Go to step 5
No
Repair the (F943) Fused Run/Start Relay Output circuit for an open or short.
472 of 4937
Fig. 36: Measuring Resistance Of CAN C Interior Bus (/+) Circuits
harness connector and the Cluster C2 harness connector.
harness connector and the Cluster C2 harness connector.
Yes
No
473 of 4937
NO RESPONSE FROM ECM (ENGINE CONTROL MODULE)
Fig. 37: ECM (Engine Control Module) Circuit Schematic
Possible Causes
ENGINE CONTROL MODULE POWER AND GROUND
ENGINE CONTROL MODULE
Diagnostic Test
474 of 4937
and 16.0 volts.
NOTE: Check the TIPM for any active CAN C hardware and any ignition
related DTCs, perform DTCs before proceeding.
Yes
Go to step 2
No
2. CHECK ECM POWER AND GROUND
1. Check the ECM power and ground circuits. Refer to NonDTC Diagnostics/Driveability Diesel
Diagnosis and Testing
Yes
Engine Control (ECM) Standard Procedure
No
Go to step 3
475 of 4937
3. Disconnect the ECM C2 harness connector.
4. Measure the resistance of the (D65) CAN C Bus (+) circuit between the TIPM connector and the
ECM connector.
Yes
Go to step 4
No
476 of 4937
1. Measure the resistance of the (D64) CAN C Bus () circuit between the TIPM connector and the
ECM connector.
Yes
Replace and program the Engine Control Module in accordance with the Service
Information.
No
477 of 4937
NO RESPONSE FROM FDCM (FINAL DRIVE CONTROL MODULE) (ASBS)
Fig. 40: ASBS (Automatic Sway Bar System) Circuit Schematic
Possible Causes
478 of 4937
AUTOMATIC SWAY BAR SYSTEM MODULE
Diagnostic Test
NOTE: Make sure the Ignition Off Draw (IOD) fuse is installed and battery
voltage is between 10.0 and 16.0 volts.
before proceeding.
Yes
Go to step 2
No
2. (A959) FUSED B (+) CIRCUIT OPEN OR SHORTED
479 of 4937
2. Disconnect the Final Drive Control Module (ASBS) harness connector.
3. Using a 12volt test light connected to ground, check each (A959) Fused B (+) circuit.
Yes
Go to step 3
No
Auto Sway Bar (ASBS) Standard Procedure
480 of 4937
Yes
Go to step 4
No
481 of 4937
Yes
Go to step 5
No
482 of 4937
Yes
Go to step 6
No
483 of 4937
Yes
Replace the Final Drive Control Module (ASBS) in accordance with the Service
Information.
No
484 of 4937
NO RESPONSE FROM ITM (INTRUSION TRANSCEIVER MODULE)
Fig. 46: ITM (Intrusion Transceiver Module) Circuit Schematic
Possible Causes
(A412) FUSED B (+) (I.O.D.) CIRCUIT OPEN OR SHORTED
485 of 4937
INTRUSION TRANSCEIVER MODULE
Diagnostic Test
and 16.0 volts.
Yes
Go to step 2
No
2. (A412) FUSED B (+) (I.O.D.) CIRCUIT OPEN OR SHORTED
486 of 4937
Fig. 47: Checking Fused B (+) (I.O.D.) Circuit Using 12Volt Test Light Connected To Ground
2. Disconnect the Intrusion Transceiver Module harness connector.
3. Using a 12volt test light connected to ground, check the (A412) Fused B (+) (I.O.D.) circuit.
Yes
Go to step 3
No
Repair the (A412) Fused B (+) (I.O.D.) circuit for an open or short.
487 of 4937
Yes
Go to step 4
No
488 of 4937
harness connector and the Intrusion Transceiver Module harness connector.
harness connector and the Intrusion Transceiver Module harness connector.
Yes
Replace the Intrusion Transceiver Module in accordance with the Service Information.
No
489 of 4937
NO RESPONSE FROM ORC (OCCUPANT RESTRAINT CONTROLLER)
Fig. 50: ORC (Occupant Restraint Controller) Circuit Schematic
Possible Causes
(Z913) (Z916) GROUND CIRCUITS OPEN
(F100) FUSED RUN RELAY OUTPUT CIRCUIT OPEN OR SHORTED
490 of 4937
(F201) FUSED RUN/START RELAY OUTPUT (RUN/START) CIRCUIT OPEN OR SHORTED
OCCUPANT RESTRAINT CONTROLLER MODULE
Diagnostic Test
and 16.0 volts.
Yes
Go to step 2
No
2. (Z913) (Z916) GROUND CIRCUITS OPEN
491 of 4937
Fig. 51: Measuring Resistance Between Ground & Ground Circuits
1. Disconnect the Occupant Restraint Controller Module harness connectors.
2. Connect the appropriate Load Tool ACM Adaptor to the ORC connectors.
3. Measure the resistance between ground and the (Z913) and (Z916) ground circuits.
Is the resistance below 10k ohms?
Yes
Go to step 3
No
Repair the (Z913) or (Z916) ground circuit for an open.
Perform the AIRBAG SYSTEM VERIFICATION TEST. Refer to DTCBased
Diagnostics/CONTROLLER, Occupant Restraint (ORC) Standard Procedure
3. (F100) FUSED RUN RELAY OUTPUT CIRCUIT OPEN OR SHORTED
492 of 4937
Fig. 52: Checking Fused Run Relay Output Circuit Using 12Volt Test Light Connected To Ground
NOTE: Check the TIPM for any ignition related DTCs before proceeding. If set.
Diagnosis and Testing .
WARNING: Turn the ignition on, then reconnect the 12volt battery and wait two
minutes before proceeding. Failure to follow these instructions may result
in possible serious or fatal injury.
1. Using a 12volt test light connected to ground, check the (F100) Fused Run Relay Output circuit.
Yes
Go to step 4
No
Repair the (F100) Fused Run Relay Output circuit for an open or short.
493 of 4937
Ground
circuit.
Yes
Go to step 5
No
494 of 4937
Fig. 54: Measuring Resistance Of CAN C Bus (+) circuit
connector and the Occupant Restraint Controller Module connector.
Yes
Go to step 6
No
495 of 4937
Fig. 55: Measuring Resistance Of CAN C Bus () circuit
connector and the Occupant Restraint Controller Module connector.
Yes
Replace the Occupant Restraint Controller Module in accordance with the Service
Information.
496 of 4937
No
NO RESPONSE FROM PCM (POWERTRAIN CONTROL MODULE) (NGC)
Fig. 56: PCM (Powertrain Control Module) (NGC) Circuit Schematic
497 of 4937
Possible Causes
(A209) FUSED B (+) CIRCUITS OPEN OR SHORTED
(F1) FUSED IGNITION SWITCH OUTPUT (UNLOCK/RUN/START) CIRCUIT OPEN OR
SHORTED
(F342) FUSED ASD RELAY OUTPUT CIRCUIT OPEN OR SHORTED
POWERTRAIN CONTROL MODULE
Diagnostic Test
and 16.0 volts.
before proceeding.
Yes
Go to step 2
No
2. (A209) FUSED B (+) CIRCUITS OPEN OR SHORTED
498 of 4937
2. Disconnect the PCM C1 harness connector.
CAUTION: Do not probe the PCM harness connectors. Probing the PCM
harness connectors will damage the PCM terminals resulting in poor
terminal to pin connection. Install the PCM Pinout Box 8815 to
perform diagnosis.
3. Using a 12volt test light connected to ground, check the (A209) Fused B(+) circuit.
Yes
Go to step 3
No
Perform the POWERTRAIN VERIFICATION TEST. Refer to DTCBased
Diagnostics/MODULE, Powertrain Control (PCM) Standard Procedure
499 of 4937
3. (Z903) GROUND CIRCUITS OPEN
Fig. 58: Checking Each Ground Circuits Using 12Volt Test Light Connected To 12 Volts
1. Using a 12volt test light connected to 12volts, check each (Z903) ground circuits.
Yes
Go to step 4
No
Repair the ground circuit for an open.
500 of 4937
Ground
circuit.
Yes
Go to step 5
No
5. (F1) FUSED IGNITION SWITCH OUTPUT (UNLOCK/RUN/START) CIRCUIT OPEN OR
SHORTED
501 of 4937
Fig. 60: Checking Fused Ignition Switch Output (Unlock/Run/Start) Circuit Using 12Volt Test
Light Connected To Ground
(Unlock/Run/Start) circuit.
Yes
Go to step 6
No
Repair the (F1) Fused Ignition Switch Output (Unlock/Run/Start) circuit for an open or
short.
6. (F342) FUSED ASD RELAY OUTPUT CIRCUIT OPEN OR SHORTED
502 of 4937
Fig. 61: Checking Fused ASD Relay Output Circuit Using 12Volt Test Light Connected To Ground
2. Using a 12volt test light connected to ground, check the (F342) Fused ASD Relay Output circuit.
Yes
Go to step 7
No
Repair the (F342) Fused ASD Relay Output circuit for an open or short.
503 of 4937
appropriate terminal of the special tool #8815.
Yes
Go to step 8
No
504 of 4937
Yes
Replace and program the Powertrain Control Module in accordance with the Service
Information.
No
NO RESPONSE FROM RADIO
505 of 4937
Fig. 64: Radio Circuit Schematic
Possible Causes
RADIO
Diagnostic Test
506 of 4937
and 16.0 volts.
Yes
Go to step 2
No
2. (A116) FUSED B(+) CIRCUIT OPEN OR SHORTED
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3. Using a 12volt test light connected to ground, check the (A116) Fused B (+) circuit.
Yes
Go to step 3
No
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Yes
Go to step 4
No
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harness connector and the Radio harness connector.
harness connector and the Radio harness connector.
Yes
No
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NO RESPONSE FROM TCM (POWERTRAIN CONTROL MODULE) RFE
Fig. 68: TCM (Powertrain Control Module) RFE Circuit Schematic
Possible Causes
(A209) FUSED B(+) CIRCUIT OPEN OR SHORTED
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Diagnostic Test
and 16.0 volts.
before proceeding.
Yes
Go to step 2
No
2. ATTEMPT TO COMMUNICATE WITH THE PCM
1. With the scan tool in ECU View, observe the status of the PCM.
Does the scan tool display a red "X" next to the PCM?
Yes
Perform the No Response diagnostic procedure. Refer to DTCBased
Diagnostics/MODULE, Totally Integrated Power (TIPM) Diagnosis and Testing
No
Go to step 3
3. (A209) FUSED B(+) CIRCUITS OPEN OR SHORTED
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2. Disconnect the TCM C1 harness connector.
CAUTION: Do not probe the TCM harness connectors. Probing the TCM harness
connectors will damage the TCM terminals resulting in poor terminal
to pin connection. Install Miller Special Tool #8815 to perform
diagnosis.
Yes
Go to step 4
No
Repair the (A209) Fused B(+) circuit for an open or short.
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4. (Z903) GROUND CIRCUITS OPEN
Fig. 70: Checking Ground Circuits Using 12Volt Test Light Connected To 12 Volts
2. Disconnect the TCM C2 harness connector.
diagnosis.
3. Using a 12volt test light connected to 12volts, check each (Z903) ground circuits.
Yes
Go to step 5
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No
Repair the ground circuit for an open.
Ground
diagnosis.
circuit.
Yes
Go to step 6
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No
Yes
Go to step 7
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No
Yes
Replace and program the Transmission Control Module in accordance with the Service
Information.
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No
NO RESPONSE FROM THE STEERING ANGLE SENSOR (SAS)
Fig. 74: Steering Angle Sensor (SAS) Circuit Schematic
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Possible Causes
STEERING ANGLE SENSOR
Diagnostic Test
NOTE: Check for any TSB(s) related to the condition. If a TSB applies, perform
the procedure outlined in the TSB before continuing.
and 16.0 volts.
Does the scan tool display a red "X" next to the sensor?
Yes
Go to step 2
No
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Ground
2. Disconnect the Steering Angle Sensor harness connector.
circuit.
Yes
Go to step 3
No
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Fig. 76: Checking Ground Circuit Using 12volt Test Light Connected To 12 Volts
Yes
Go to step 4
No
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connector and the Steering Angle Sensor connector.
Yes
Go to step 5
No
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connector and the Steering Angle Sensor connector.
Yes
Replace the Steering Angle Sensor in accordance with the Service Information.
No
NO RESPONSE FROM TIPM (TOTALLY INTEGRATED POWER MODULE)
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Possible Causes
FUSED B (+) CIRCUITS OPEN
FUSED IGNITION SWITCH OUTPUT CIRCUITS OPEN
GROUND CIRCUITS OPEN
DIAGNOSTIC CAN C CIRCUITS OPEN
DIAGNOSTIC CAN C CIRCUITS SHORTED TO GROUND
DIAGNOSTIC CAN C CIRCUITS SHORTED TOGETHER
Diagnostic Test
and 16.0 volts.
NOTE: If the scan tool displays any error messages involving the Diagnostic
CAN C circuits, diagnose and repair the error message before
proceeding.
NOTE: A loss of communication with the TIPM can cause the ECU View
button on the scan tool to be inoperative (not highlighted).
2. With the scan tool, attempt to select ECU View.
Can the scan tool communicate with the TIPM?
Yes
No
Go to step 2
2. FUSED B (+) CIRCUITS OPEN AT TIPM
2. Using a 12volt test light connected to ground, and using the wiring diagram as a guide, check all
Fused B (+) circuits at the TIPM.
Yes
Go to step 3
No
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3. FUSED IGNITION SWITCH OUTPUT CIRCUITS OPEN AT TIPM
2. Using a 12volt test light connected to ground, and using the wiring diagram as a guide, check each
Fused Ignition Switch Output circuit at the TIPM.
Yes
Go to step 4
No
Repair the Fused Ignition Switch Output circuit for an open.
4. GROUND CIRCUITS OPEN AT TIPM
2. Using a 12volt test light connected to 12volts, and using the wiring diagram as a guide, check all
ground circuits at the TIPM.
Does the test light illuminate brightly on each circuit?
Yes
Go to step 5
No
Repair the ground circuit that did not light the test light for an open.
5. CHECK FOR (D52) DIAGNOSTIC CAN C (+) CIRCUIT OPEN AT DLC
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Fig. 79: Measuring Resistance On Diagnostic CAN C (+) Circuit
2. Measure the resistance on the (D52) Diagnostic CAN C (+) circuit between the TIPM C7 harness
Is the resistance above 10.0 ohms?
Yes
No
Go to step 6
6. CHECK FOR (D51) DIAGNOSTIC CAN C () CIRCUIT OPEN AT DLC
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Fig. 80: Measuring Resistance On Diagnostic CAN C () Circuit
1. Measure the resistance on the (D51) Diagnostic CAN C () circuit between the TIPM C7 harness
Is the resistance above 10.0 ohms?
Yes
No
Go to step 7
7. CHECK FOR DIAGNOSTIC CAN C CIRCUITS SHORTED TOGETHER
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Fig. 81: Measuring Resistance Between Diagnostic CAN C (+) Circuit & Diagnostic CAN C ()
Circuit
1. Measure the resistance between the (D52) Diagnostic CAN C (+) circuit and the (D51) Diagnostic
CAN C () circuit at the TIPM C7 harness connector.
Yes
Repair the (D52) Diagnostic CAN C (+) circuit for a short to the (D51) Diagnostic CAN C
() circuit.
No
Replace the Totally Integrated Power Module in accordance with the Service Information.
NO RESPONSE FROM WCM (WIRELESS CONTROL MODULE)
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Fig. 82: WCM (Wireless Control Module) Circuit Schematic
Possible Causes
(F20) FUSED IGNITION SWITCH OUTPUT (RUN/START) CIRCUIT OPEN OR SHORTED
WIRELESS CONTROL MODULE
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Diagnostic Test
NOTE: Make sure the IOD fuse is installed and battery voltage is between
10.0 and 16.0 volts.
Yes
Go to step 2
No
2. (A412) FUSED B(+) CIRCUIT OPEN OR SHORTED
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2. Disconnect the Wireless Control Module harness connector.
Yes
Go to step 3
No
Perform the WCM VERIFICATION TEST. Refer to DTCBased Diagnostics/MODULE,
Wireless Control (WCM) Standard Procedure
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Yes
Go to step 4
No
4. (F20) FUSED IGNITION SWITCH OUTPUT (RUN/START) CIRCUIT OPEN OR SHORTED
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Fig. 85: Checking Fused Ignition Switch Output (Run/Start) Circuit Using 12Volt Test Light
Connected To Ground
(Run/Start) circuit.
Yes
Go to step 5
No
Repair the (F20) Fused Ignition Switch Output (Run/Start) circuit for an open or short.
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2. Disconnect the Totally Integrated Power Module (TIPM) C1 harness connector.
connector and the Wireless Control Module connector.
Yes
Go to step 6
No
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connector and the Wireless Control Module connector.
Yes
Replace the Wireless Control Module in accordance with the Service Information.
No
STORED LOST COMMUNICATION DTCS
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Fig. 88: CAN C BUS Schematic
When Monitored:
Set Condition:
Bus messages not received for approximately two to five seconds.
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Possible Causes
CAN C INTERIOR (125K) BUS CIRCUITS OPEN OR SHORTED
POWER OR GROUND FROM THE REPORTING MODULE
PREVIOUS SERVICE PERFORMED WITHIN THE LAST 100 KEY CYCLES (FUSE/RELAYS
REMOVED, WIRING SERVICE, BATTERY DISCONNECT)
LOW BATTERY/JUMP START CONDITION
IOD FUSE WAS REMOVED DURING SHIPPING
CHECK FOR RELATED TSBS
Diagnostic Test
1. VERIFY THE DIAGNOSTIC TROUBLE CODE (DTC) IS STORED
NOTE: Stored faults may indicate a customer perceived intermittent condition.
NOTE: Check for any Technical Service Bulletins (TSBs) related to the condition.
If a TSB applies, perform the procedure outlined in the TSB before
continuing.
1. Using the scan tool, read stored DTCs.
Is this DTC stored?
Yes
Go to step 2
No
Diagnose the active DTC. Go to and perform the appropriate diagnostic procedure.
2. CHECK THE ENVIRONMENTAL DATA
1. Using the scan tool, read the loss of communication environmental data.
Does the loss of communication environmental odometer data match up to any of the previous
service procedures listed in the possible causes or are there any stored CAN B or C hardware
electrical, battery, ignition voltage, VIN missing/mismatch, TIPM configuration DTCs present with
matching environmental data?
Yes
These DTCs may have been the result of other service procedures performed. Clear DTCs.
No
Go to step 3
3. VERIFY INTERMITTENT LOST COMMUNICATION DTC OR WIRING CONCERNS
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2. Using the scan tool, select Network View and select Advanced.
Is there more than one ECU with stored DTCs "Logged Against" the module and one or more lost
communication DTCs stored in the offending module?
Yes
Verify if the vehicle was recently in for this type of service. Otherwise, visually inspect the
related wiring harness for chafed, pierced, pinched and partially broken wires and the wiring
harness connectors for broken, bent, pushed out and corroded terminals. Repair as necessary.
No
Go to step 4
4. VERIFY INTERMITTENT LOST COMMUNICATION DTCOFFENDING MODULE
Is there more than one ECU with stored DTCs "Logged Against" the module and NO lost
communication DTCs stored in the offending module?
Yes
Check for any Technical Service Bulletins (TSBs) related to this offending module.
No
Go to step 5
5. VERIFY INTERMITTENT LOST COMMUNICATION DTCREPORTING MODULE
Is there ONLY ONE ECU with stored DTCs "Logged Against" the module?
Yes
Check for TSBs related to the module that set this DTC.
No
Verify if the vehicle was recently in for this type of service. Otherwise, visually inspect the
related wiring harness for chafed, pierced, pinched and partially broken wires and the wiring
harness connectors for broken, bent, pushed out and corroded terminals. Repair as necessary.
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Back To Article
Intrusion Transceiver Module (ITM) Electrical Diagnostics Wrangler
DTC Description
B1A20 PREARM TIMEOUT
B1A3C INTERNAL SIREN BATTERY
B1A3D SIREN BATTERY TAMPER/LOSS OF POWER SUPPLY
B1A3E SIREN/ITM MISMATCH
B1A3F ITM ARMING SEQUENCE PERFORMANCE
B1A48 INTRUSION SENSOR 1 INTERNAL
B1A5F INTRUSION SENSOR 2 INTERNAL
B1A6D INTRUSION SENSOR 3 INTERNAL
B2206 CURRENT VIN MISSING/MISMATCH
B223B VEHICLE CONFIGURATION MISMATCH
B223C INTRUSION TRANSCEIVER MODULE INTERNAL
U0100 LOST COMMUNICATION WITH ECM/PCM
U0155 LOST COMMUNICATION WITH CLUSTER/CCN
U1008 LIN 1 BUS
U110D LOST COMMUNICATION WITH SECURITY SIREN
U1169 LOST COMMUNICATION WITH INTRUSION SENSOR 1
U1416 IMPLAUSIBLE SECURITY SIREN SIGNAL RECEIVED
DTC B1A20: PREARM TIMEOUT
Additional Wiring
Monitor Conditions
When Monitored:
During the Vehicle Theft and Security System (VTSS) prearm process.
Set Conditions
Set Condition:
If the VTSS prearm sequence is interrupted within 16 seconds after securing the vehicle.
Possible Causes
Possible Causes
INTERMITTENT PROBLEM WITH FUSED (B+) TO CLUSTER
INTERMITTENT PROBLEM WITH CAN INTERIOR BUS CIRCUITS TO CLUSTER
Diagnostic Test
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1. DETERMINING IF DIAGNOSTIC TROUBLE CODE (DTC) IS CURRENT
NOTE: Diagnose any related Communication DTCs before continuing.
1. With a scan tool, read and record DTCs.
2. With the scan tool, clear DTCs.
3. Turn the ignition off and remove the key from the ignition.
4. Lock and close all doors to allow the VTSS to go from prearm to armed status and wait one
minute.
5. Disarm the VTSS.
6. Using the scan tool, read ITM DTCs.
Does the DTC reset?
Yes
Remove the Cluster and inspect the Fused B (+) and both CAN INTERIOR BUS circuits for
spread terminals, corrosion or intermittent opens.
No
DTC is not active at this time. Test complete.
DTC B1A3C: INTERNAL SIREN BATTERY
Circuit Schematic
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Fig. 1: Transfer Case Switch Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Continuously with the engine over 600 RPM.
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Set Conditions
Set Condition:
When the internal battery within the siren does not charge as expected, the Intrusion Transceiver Module
(ITM) sets this code.
Possible Causes
Possible Causes
VEHICLE STORED WITH NO BATTERY VOLTAGE FOR EXTENDED PERIOD OF TIME
SIREN
Diagnostic Test
3. Start the engine and allow it to idle for 2 minutes then turn the engine off.
Does the DTC reset?
Yes
Go to step 2
No
2. VEHICLE STORED WITH NO BATTERY VOLTAGE FOR EXTENDED PERIOD OF TIME
NOTE: If the vehicle was stored with the battery disconnected for an extended
period of time the back up battery located in the siren may discharge and
need to be recharged.
Was the vehicle battery power just restored after the vehicle was stored with no power for an extended
period of time?
Yes
Allow the vehicle to sit with a fully charged battery for two hours then restart this procedure.
No
Replace the Siren the in accordance with the Service Information.
DTC B1A3D: SIREN BATTERY TAMPER/LOSS OF POWER SUPPLY
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
Continuously with the Vehicle Theft and Security System (VTSS) armed.
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Set Conditions
Set Condition:
If the Intrusion Transceiver Module (ITM) detects incorrect voltage at the siren this code will set.
Possible Causes
Possible Causes
HARNESS TAMPERING/INTERMITTENT CONDITION
(A412) FUSED B (+) CIRCUIT
(Z905) GROUND OPEN
SIREN
Diagnostic Test
1. INSPECT SIREN HARNESS
1. Inspect the wiring harness to the siren for any signs of tampering or intermittent condition.
Were there any problems found?
Yes
Repair wiring as necessary.
No
Go To 2
minute.
5. Disarm the VTSS.
Does the DTC reset?
Yes
Go To 3
No
3. CHECK THE (A412) FUSED B (+) CIRCUIT AT THE SIREN
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2. Disconnect the Siren connector.
3. Using a 12volt test light connected to ground, check the (A412) Fused B (+) circuit at the siren
connector.
Yes
Go to step 4
No
Repair the (A412) Fused B (+) circuit for an open.
4. CHECK THE (Z905) GROUND CIRCUIT AT THE SIREN
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1. Using a 12volt test light connected to 12volts, check the (Z905) Ground circuit at the siren
connector.
Yes
Replace the Siren in accordance with the Service Information.
No
Repair the (Z905) Ground circuit for an open.
DTC B1A3E: SIREN/ITM MISMATCH
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
While the Vehicle Theft and Security System (VTSS) is armed.
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Set Conditions
Set Condition:
When the learned Siren information stored in the Intrusion Transceiver Module (ITM) does not match.
Possible Causes
Possible Causes
INTERMITTENT CONDITION
SIREN
Diagnostic Test
minute.
5. Disarm the VTSS.
Does the DTC reset?
Yes
Inspect wiring from ITM to Siren for an intermittent open condition. Check connector
terminals for push out, corrosion or loose terminal contact. If OK, replace the Siren.
No
Go to step 2
NOTE: Check for any of the follow conditions:
Poor wire to terminal connection
Corroded terminals
Pushed out or loose terminals
Broken wire internal to the insulation
Yes
Repair the wiring as necessary.
No
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DTC B1A3F: ITM ARMING SEQUENCE PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
During the Vehicle Theft and Security System (VTSS) prearm process.
Set Conditions
Set Condition:
intrusion Transceiver Module (ITM) arming process did not complete in a predetermined amount time.
Possible Causes
Possible Causes
INTERMITTENT CAN INTERIOR BUS COMMUNICATION
SOFTWARE UPDATE FOR ITM OR TIPM
Diagnostic Test
minute.
5. Disarm the VTSS.
Does the DTC reset?
Yes
Check for and correct any CAN INTERIOR Bus DTCs set in the ITM or the TIPM. Also
check for related software updates for the ITM and/or TIPM.
No
DTC B1A48: INTRUSION SENSOR 1 INTERNAL
Circuit Schematic
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Fig. 6: Intrusion Sensors Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Continuously while the Vehicle Theft and Security System (VTSS) is armed.
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Set Conditions
Set Condition:
If the Intrusion Transceiver Module (ITM) does not receive the correct message back from the Intrusion
Sensor.
Possible Causes
Possible Causes
CARGO INTRUSION SENSOR
Diagnostic Test
1. INTERMITTENT DTC
1. With the scan tool, erase the current Intrusion Transceiver Module DTCs.
3. Arm the VTSS and wait 1 minute.
4. Disarm the VTSS and turn the ignition on.
5. With the scan tool, read ITM DTCs.
Does the scan tool display the same DTC?
Yes
Replace the Cargo Intrusion Sensor in accordance with the Service Information.
No
The condition that caused this symptom is currently not present. Test complete.
DTC B1A5F: INTRUSION SENSOR 2 INTERNAL
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
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Set Conditions
Set Condition:
Sensor.
Possible Causes
Possible Causes
FRONT INTRUSION SENSOR
Diagnostic Test
1. INTERMITTENT DTC
5. With the scan tool, read ITM DTCs.
Yes
Replace the Front Intrusion Sensor in accordance with the Service Information.
No
The condition that caused this symptom is currently not present. Inspect the related wiring
harness for a possible intermittent condition. Look for any chafed, pierced, pinched or
partially broken wires.
DTC B1A6D: INTRUSION SENSOR 3 INTERNAL
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
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Set Conditions
Set Condition:
Sensor.
Possible Causes
Possible Causes
CONSOLE INTRUSION SENSOR
Diagnostic Test
1. INTERMITTENT DTC
Yes
Replace the Console Intrusion Sensor in accordance with the Service Information.
No
DTC B2206: CURRENT VIN MISSING/MISMATCH
Additional Wiring
Monitor Conditions
When Monitored:
Anytime the ignition key is in the ON position.
Set Conditions
Set Condition:
VIN stored in Intrusion Transceiver Module (ITM) does not match the VIN stored in the Cluster.
Possible Causes
Possible Causes
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INTRUSION TRANSCEIVER MODULE SWAPPED FROM DIFFERENT VEHICLE
Diagnostic Test
1. With a scan tool, read and record DTC.
2. With the scan tool, clear DTC.
minute.
5. Disarm the VTSS.
6. Using the scan tool, read ITM DTC.
Does the DTC reset?
Yes
Using the scan tool under Miscellaneous functions initialize the Intrusion Transceiver
Module.
No
DTC B223B: VEHICLE CONFIGURATION MISMATCH
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
Anytime the ignition key is in the ON position.
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Set Conditions
Set Condition:
If the Intrusion Transceiver Module (ITM) configuration does not match the Intrusion Sensor(s) installed
in the vehicle.
Possible Causes
Possible Causes
INTRUSION TRANSCEIVER MODULE CONFIGURATION
Diagnostic Test
1. CONFIGURE THE INTRUSION TRANSCEIVER MODULE
NOTE: Before proceeding check the vehicles Intrusion Sensor(s) for the correct
part number for this vehicle and replace if necessary.
1. Using the scan tool under miscellaneous functions perform the initialization procedure for the
Intrusion Transceiver Module.
minute.
5. Disarm the Vehicle Theft and Security System (VTSS).
Does the DTC reset?
Yes
No
DTC B223C: INTRUSION TRANSCEIVER MODULE INTERNAL
Additional Wiring
Monitor Conditions
When Monitored:
Ignition on.
Set Conditions
Set Condition:
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Internal Intrusion Transceiver Module (ITM) test failed.
Possible Causes
Possible Causes
Diagnostic Test
minute.
5. Disarm the VTSS.
Does the DTC reset?
Yes
No
DTC U0100: LOST COMMUNICATION WITH ECM/PCM
Additional Wiring
Diagnostic Test
Refer to DTCBased Diagnostics/MODULE, Totally Integrated Power (TIPM) Diagnosis and Testing
for the diagnostic test procedure.
DTC U0155: LOST COMMUNICATION WITH CLUSTER/CCN
Additional Wiring
Diagnostic Test
DTC U1008: LIN 1 BUS
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
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Set Conditions
Set Condition:
If the Intrusion Transceiver Module (ITM) detects incorrect voltage on the LIN Bus circuit.
Possible Causes
Possible Causes
(D122) LIN BUS CIRCUIT SHORT TO BATTERY
(D122) LIN BUS CIRCUIT SHORT TO GROUND
INTRUSION SENSOR
Diagnostic Test
1. INTERMITTENT DTC
5. Using the scan tool, read the ITM DTCs.
Yes
Go to step 2
No
2. DISCONNECT INTRUSION SENSOR AND RECHECK DTC
1. Disconnect each of the Intrusion Sensor connectors one at a time and recheck for DTC using the
following steps.
6. Using the scan tool, read the ITM DTCs.
Does the scan tool display U1008LIN 1 BUS?
Yes
Go to step 3
No
Replace the Intrusion Sensor that sets the DTC in accordance with the Service Information.
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3. (D122) LIN BUS CIRCUIT SHORT TO BATTERY
Fig. 11: Measuring Voltage Of LIN Bus Circuit
1. Ensure all Intrusion Sensors are disconnected.
2. Disconnect the Intrusion Transceiver Module connector.
3. Measure the voltage of the (D122) LIN Bus circuit with the ignition switch Off and On.
Yes
Repair the (D122) LIN Bus circuit for a short to voltage.
No
Go to step 4
4. (D122) LIN BUS CIRCUIT SHORT TO GROUND
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Fig. 12: Measuring Resistance Between Ground & LIN Bus Circuit
1. Turn the ignition Off.
2. Measure the resistance between ground and the (D122) LIN Bus circuit.
Is the resistance above 1000 ohms?
Yes
No
Repair the (D122) LIN Bus circuit for a short to ground.
DTC U110D: LOST COMMUNICATION WITH SECURITY SIREN
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
Continuously while the VTSS is armed.
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Set Conditions
Set Condition:
If the Intrusion Transceiver Module does not receive messages from the Siren.
Possible Causes
Possible Causes
(A412) FUSED B+ CIRCUIT OPEN
(D96) SIREN SIGNAL CONTROL CIRCUIT SHORT TO BATTERY
(D96) SIREN SIGNAL CONTROL CIRCUIT OPEN
(D96) SIREN SIGNAL CONTROL CIRCUIT SHORT TO GROUND
SIREN
Diagnostic Test
1. INTERMITTENT DTC
3. Arm the VTSS and wait one minute.
5. Using the scan tool, read ITM DTC(s).
Yes
Go to step 2
No
2. (A412) FUSED B (+) OPEN
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1. Gain access to the VTSS Siren.
3. Using a 12volt test light connected to ground, check the (A412) Fused B (+) circuit in the Siren
connector.
Yes
Go to step 3
No
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1. Using a 12volt test light connected to 12volts, check the (Z905) Ground circuit at the siren
connector.
Yes
Go to step 4
No
4. FAULTY SIREN
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Fig. 16: Checking For Faulty Siren
1. Use the DRBIIIÂ® and set up as follows:
Use the Scope input cable CH7058, Cable to Probe adapter CH7062, and the red and black
test probes.
Use the Scope input cable CH7058, Cable to Probe adapter CH7062, and the red and black
test probes.
Connect the scope input cable to the channel one connector on the DRBIIIÂ®. Attach the
red and black leads and the cable to probe adapter to the scope input cable.
Select DRBIIIÂ® Standalone.
Select lab scope.
Select Live.
Select 12 volt square wave.
Press F2 for Scope.
Press F2 and use the down arrow to set voltage range to 20 volts. Press F2 again when
complete.
3. Connect the black lead to the chassis ground. Connect the red lead to the (D96) Siren Signal
Control circuit in the Siren connector.
4. Close all doors and arm the VTSS.
5. Observe the voltage displayed on the DRBIIIÂ® Lab Scope.
Is there a voltage square wave present 1 to 2 seconds?
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Yes
Connect a known good siren and try to reset the DTC. If the DTC does not reset the original
siren needs to be replaced. If the DTC does reset replace the Intrusion Transceiver Module in
No
Go to step 5
5. (D96) SIREN SIGNAL CONTROL CIRCUIT SHORT TO BATTERY
Fig. 17: Measuring Voltage Of Siren Signal Control Circuit
1. Disconnect the Siren harness connector.
2. Measure the voltage of the (D96) Siren Signal Control circuit.
Yes
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Repair the (D96) Siren Signal Control circuit for a short to voltage.
No
Go to step 6
6. (D96) SIREN SIGNAL CONTROL CIRCUIT SHORT TO GROUND
Fig. 18: Measuring Resistance Between Ground & Siren Signal Control Circuit
1. Disconnect the Siren harness connector.
3. Measure the resistance between ground and the (D96) Siren Signal Control circuit.
Yes
Go to step 7
No
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Repair the (D96) Siren Signal Control circuit for a short to ground.
7. (D96) SIREN SIGNAL CONTROL CIRCUIT OPEN
Fig. 19: Measuring Resistance Of Siren Signal Control Circuit
2. Measure the resistance of the (D96) Siren Signal Control circuit between the Intrusion Transceiver
Module and the Siren connector.
Yes
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No
Repair the (D96) Siren Signal Control circuit for an open.
DTC U1169: LOST COMMUNICATION WITH INTRUSION SENSOR 1
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
If the Intrusion Transceiver Module (ITM) does not receive messages from the Cargo Intrusion Sensor
over the LIN bus.
Possible Causes
Possible Causes
CARGO INTRUSION SENSOR
Diagnostic Test
1. INTERMITTENT DTC
Yes
Go to step 2
No
2. (A412) FUSED B (+) OPEN
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1. Disconnect the Cargo Intrusion Sensor connector.
2. Using a 12volt test light connected to ground, check the (A412) Fused B (+) circuit in the
Intrusion Sensor connector.
Yes
Go to step 3
No
Repair the (A412) Fused B+ circuit for an open.
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1. Using a 12volt test light connected to 12volts, check the (Z912) Ground circuit at the Intrusion
Sensor connector.
Yes
Go to step 4
No
4. LIN BUS VOLTAGE
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1. The Cargo Intrusion Sensor connector is disconnected.
2. Measure the voltage of the (D122) LIN Bus circuit at the Intrusion Sensor connector with the key
on and off.
3. Observe the voltage displayed on the voltmeter.
Is the voltage between 1 and 12 volts?
Yes
No
Go to step 5
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2. Measure the resistance of the (D122) LIN Bus circuit between the Intrusion Transceiver Module
and the Cargo Intrusion Sensor connector.
Yes
No
Repair the (D122) LIN Bus circuit for an open.
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Circuit Schematic
Additional Wiring
Monitor Conditions
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When Monitored:
Set Conditions
Set Condition:
If the Intrusion Transceiver Module (ITM) does not receive messages from the Front Intrusion Sensor
over the LIN bus.
Possible Causes
Possible Causes
D86 MICROWAVE SELECT JUMPER OPEN
FRONT INTRUSION SENSOR
Diagnostic Test
1. INTERMITTENT DTC
Yes
Go to step 2
No
2. (D86) MICROWAVE SELECT JUMPER OPEN
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Fig. 26: Measuring Resistance Of Microwave Select Jumper
1. Disconnect the Front Intrusion Sensor connector.
2. Measure the resistance of the (D86) Microwave Select Jumper at the Front Intrusion Sensor
connector.
Is the resistance below 1.0 ohm?
Yes
Go to step 3
No
Repair the (D86) Microwave Select Jumper for an open.
3. (A417) FUSED B+ OPEN
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1. Using a 12volt test light connected to ground, check the (A417) Fused B (+) circuit in the Front
Yes
Go to step 4
No
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1. Using a 12volt test light connected to 12volts, check the (Z910) Ground circuit at the Front
Yes
Go to step 5
No
5. LIN BUS VOLTAGE
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1. The Front Intrusion Sensor connector is disconnected.
2. Measure the voltage of the (D122) LIN Bus circuit at the Intrusion Sensor connector with the key
on and off.
Yes
No
Go to step 6
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and the Intrusion Sensor connector.
Yes
No
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Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
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Set Conditions
Set Condition:
If the Intrusion Transceiver Module (ITM) does not receive messages from the Console Intrusion Sensor
over the LIN bus.
Possible Causes
Possible Causes
CONSOLE INTRUSION SENSOR
Diagnostic Test
1. INTERMITTENT DTC
Yes
Go To step 2
No
2. (A412) FUSED B+ OPEN
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1. Disconnect the Console Intrusion Sensor connector.
2. Using a 12volt test light connected to ground, check the (A412) Fused B (+) circuit in the Console
Yes
Go To step 3
No
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1. Using a 12volt test light connected to 12volts, check the (Z910) Ground circuit at the Console
Yes
Go To step 4
No
4. LIN BUS VOLTAGE
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1. Measure the voltage of the (D122) LIN Bus circuit at the Console Intrusion Sensor connector with
the key on and off.
Yes
Replace the Console Intrusion Sensor in accordance with the Service Information.
No
Go To step 5
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and the Console Intrusion Sensor connector.
Yes
No
DTC U1416: IMPLAUSIBLE SECURITY SIREN SIGNAL RECEIVED
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Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
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While the Vehicle Theft and Security System (VTSS) is armed.
Set Conditions
Set Condition:
When the learned Siren information stored in the Intrusion Transceiver Module (ITM) does not match.
Possible Causes
Possible Causes
SIREN
Diagnostic Test
minute.
5. Disarm the VTSS.
Does the DTC reset?
Yes
Inspect wiring from ITM to Siren for an intermittent open condition. Check connector
terminals for push out, corrosion or loose terminal contact. If OK, replace the Siren.
No
Go to step 2
Corroded terminals
Pushed out or loose terminals
Yes
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No
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Back To Article
Lamps/Lighting Exterior Service Information Wrangler
DESCRIPTION
DESCRIPTION
Fig. 1: Identifying Lamps/Lighting (Exterior)
The exterior lighting system for this vehicle includes the following exterior lamp units:
Center High Mounted Stop Lamp (5) A standard equipment Center High Mounted Stop Lamp
(CHMSL) is mounted to a stanchion that is integral to the spare tire carrier centered on the swing gate at
the rear of the vehicle.
Front Fog Lamps (4) Standard equipment front fog lamp units are mounted inboard of the bumperettes
of the front bumper on vehicles manufactured for domestic markets, or outboard of the bumperettes on
vehicles manufactured for export markets.
Front Park/Turn Lamps (3) A standard equipment front park/turn lamp unit is mounted at each lower
outboard corner of the grille panel.
Front Position Lamps A front position lamp is integral to each headlamp unit on vehicles
manufactured for export markets where they are required.
Front Side Marker or Repeater Lamps (1) A standard equipment front side marker lamp is located
near the front of each front fender flare on vehicles manufactured for domestic markets. The front side
marker lamps are replaced with a standard repeater lamp mounted in the same location on vehicles
manufactured for export markets where they are required.
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Headlamps (2) A standard equipment front headlamp is mounted to the front end module support at
each upper outboard corner of the grille panel.
License Plate Lamps (8) A single standard equipment rear license plate lamp unit is integral to the
license plate mounting bracket just below the left rear lamp unit on vehicles manufactured for domestic
markets. A bracket with two rear license plate lamps is located on the rear bumper directly below the
spare tire on vehicles manufactured for export markets.
Rear Fog Lamps (7) Rear fog lamp units are mounted on the outboard ends of the rear bumpers on
vehicles manufactured for export markets where they are required.
Rear Lamp Units (6) A standard equipment rear lamp unit is mounted to the rear of each rear body
corner panel on either side of the swing gate opening.
Underhood Lamp Vehicles equipped with this option have a single underhood lamp unit with an
integral automatic mechanical (nonmercury) switch. The lamp and switch unit is mounted to the
underside of the inner hood reinforcement above the right side of the engine compartment.
These exterior lighting lamp units and their controls are combined to provide the following exterior lighting
features:
Backup Lamps The backup (or reverse) lamps include a clear bulb, reflector and clear lens that are
integral to each rear lamp unit.
Brake Lamps The brake (or stop) lamps include a clear bulb, reflector and red lens that are integral to
each rear lamp unit, and the red lens and multiple LightEmitting Diode (LED) units of the CHMSL.
Daytime Running Lamps Daytime Running Lamps (DRL) are standard equipment on vehicles
manufactured for sale in Canada and optional on vehicles manufactured for the United States. Vehicles
with DRL illuminate the high beam filament of each headlamp bulb at a reduced intensity to serve as the
DRL units.
Exterior Lamp FailSafe Operation The ElectroMechanical Instrument Cluster (EMIC) (also known
as the Cab Compartment Node/CCN) and the Totally Integrated Power Module (TIPM) provide a fail
safe feature which will automatically turn ON the low beam headlamps and all park lamps when the
ignition switch is in the ON position and there is no detected input from the Steering Control Module
(SCM), or when there is no communication over the Local Interface Network (LIN) or Controller Area
Network (CAN) data buses.
Exterior Lamp Load Shedding The TIPM provides a battery saver feature which will automatically
turn OFF all exterior lamps that remain ON with the ignition switch in the LOCK position after a timed
interval of about eight minutes.
Front Fog Lamps The standard equipment front fog lamps include the clear bulb, reflector and clear
lens of each adjustable front fog lamp unit.
Hazard Warning Lamps The hazard warning lamps include the bulbs, reflectors and lenses of each
lamp in the right and left, front and rear turn signal circuits.
Headlamp Delay The standard equipment low or high beam headlamps remain illuminated for a
customerprogrammable delay period of 0 (disabled), 30, 60 or 90 seconds when the headlamps are
turned OFF after the ignition switch has been turned to the OFF position.
Headlamps The headlamps include a single, dual filament halogen bulb, a reflector and a clear lens
integral to each headlamp unit. Headlamps for domestic markets are vertically adjustable, while those for
export markets are both vertically and horizontally adjustable.
Headlamp Leveling Headlamp leveling is available only in certain markets where it is required
equipment. A headlamp leveling actuator motor attached to each headlamp mounting collar and a
headlamp leveling switch integral to the switch pod in the instrument panel center stack allow the
headlamp beam pattern to be adjusted by the vehicle operator from the interior of the vehicle to
compensate for variable passenger or cargo loads.
Optical Horn Also known as flashtopass, the beam selection function of the left (lighting) multi
function switch control stalk has a momentary intermediate position that allows the headlamp high beams
to be flashed momentarily, without changing the headlamp beam selection.
Park Lamps The front park lamps include the bulbs, reflectors and amber lenses integral to each front
park/turn lamp unit and, if the vehicle is so equipped, the clear position lamp bulb integral to each
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headlamp unit. The rear park lamps include the clear bulbs, reflectors and red lenses integral to each rear
lamp unit as well as the bulbs and lenses of the rear license plate lamp or lamps.
Rear Fog Lamps Rear fog lamps are available only in certain markets where they are required
equipment. The rear fog lamps include a clear bulb and a red lens and reflector that are integral to each
rear lamp unit.
Turn Signal Lamps The front turn signal lamps include a clear bulb, a reflector and an amber lens that
are integral to each front park/turn lamp unit. In certain markets where they are required, the repeater
lamps on each front fender flare will also be included in the front turn signal circuits. The domestic
market rear turn signal lamps include a clear bulb, a reflector and a red lens integral to each rear lamp
unit; while the export market rear turn signal lamps include an amber bulb, a reflector and a clear lens
that are integral to each rear lamp unit.
Other components of the exterior lighting system for this vehicle include:
Backup Lamp Switch A plungertype backup lamp switch is installed through the transmission
housing of vehicles equipped with a manual transmission and is actuated by the shifter mechanism within
the transmission when REVERSE gear is selected. On vehicles with an optional automatic transmission a
standalone Transmission Range Sensor (TRS) performs the backup lamp switch function.
Brake Lamp Switch A plungertype brake lamp switch is located on the brake pedal support bracket
under the instrument panel and is actuated by the brake pedal arm when the brake pedal is depressed.
Clockspring The clockspring includes an integral turn signal cancel cam, which provides automatic
turn signal cancellation as the steering wheel is rotated back to its centered position following a vehicle
turning maneuver. The clockspring is located near the top of the steering column, directly beneath the
steering wheel. Refer to Restraints/CLOCKSPRING Description .
Hazard Switch A latching push buttonactuated hazard switch is integral to the switch pod located just
below the heater and air conditioner controls in the center stack area of the instrument panel.
Headlamp Leveling Motor A headlamp leveling motor is mounted to the back of the front end module
support behind each headlamp of vehicles manufactured for certain markets where the headlamp leveling
feature is required.
Headlamp Leveling Switch A four mode push buttonactuated headlamp leveling switch is integral to
the switch pod located just below the heater and air conditioner controls in the center stack area of the
instrument panel of vehicles manufactured for certain markets where the headlamp leveling feature is
required.
Instrument Cluster The ElectroMechanical Instrument Cluster (EMIC) is also known as the Cab
Compartment Node (CCN) in this vehicle. The EMIC/CCN is located in the instrument panel above the
steering column opening, directly in front of the driver. Refer to Electrical/Instrument Cluster
Description .
Instrument Panel Switch Pod The instrument panel switch pod contains the hazard switch and, on
vehicles so equipped, the headlamp leveling switch. The switch pod is located just below the heater and
air conditioner controls in the center stack area of the instrument panel. Refer to Electrical/Instrument
Cluster/POD, Switch Description .
Left MultiFunction Switch The left (lighting) multifunction switch is located on the steering column,
just below the steering wheel. A control stalk that extends from the left side of the switch is used to select
the turn signal lamps (right or left) and to select the headlamp beam (low, high or optical horn). A control
knob on the control stalk is used to select the park lamps, headlamps or fog lamps.
Park Brake Switch A park brake switch is located on the park brake lever mechanism on the floor
panel transmission tunnel between the two front seats.
Steering Control Module The Steering Control Module (SCM) is located within the left multifunction
switch housing on the top of the steering column, just below the steering wheel. Refer to
Electrical/Electronic Control Modules/MODULE, Steering Column Description .
Totally Integrated Power Module The Totally Integrated Power Module (TIPM) is located in the
engine compartment, near the battery. Refer to Electrical/Power Distribution Description .
Trailer Tow Wiring Vehicles equipped with an optional Trailer Tow package have a trailer tow wire
harness that is connected between the body wire harness and the left rear lamp unit to provide a take out
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and a molded fourway trailer tow connector secured to a bracket near the trailer hitch receiver below the
rear bumper.
Hard wired circuitry connects the exterior lighting system components to the electrical system of the vehicle.
These hard wired circuits are integral to several wire harnesses, which are routed throughout the vehicle and
retained by many different methods. These circuits may be connected to each other, to the vehicle electrical
system and to the exterior lighting components through the use of a combination of soldered splices, splice
block connectors, and many different types of wire harness terminal connectors and insulators. Refer to the
appropriate SYSTEM WIRING DIAGRAMS article(s). The wiring information includes wiring diagrams,
proper wire and connector repair procedures, further details on wire harness routing and retention, as well as
pinout and location views for the various wire harness connectors, splices and grounds.
OPERATION
OPERATION
Following are paragraphs that briefly describe the operation of each of the major exterior lighting systems. The
lamps and the hard wired circuits between components related to the exterior lighting system may be diagnosed
using conventional diagnostic tools and procedures. Refer to the appropriate SYSTEM WIRING DIAGRAMS
article(s). The wiring information includes wiring diagrams, proper wire and connector repair procedures,
details of wire harness routing and retention, connector pinout information and location views for the various
wire harness connectors, splices and grounds.
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the exterior lighting
system or the electronic controls or communication between modules and other devices that provide some
features of the exterior lighting system. The most reliable, efficient, and accurate means to diagnose the exterior
lighting system or the electronic controls and communication related to exterior lighting system operation
requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.
BACKUP LAMPS
The backup (or reverse) lamps have a path to ground at all times through a takeout and eyelet terminal of the
body wire harness that is secured by a nut to a ground stud on the body sheet metal within the passenger
compartment. On vehicles with a manual transmission, the backup lamp switch provides a hard wired input to
the Totally Integrated Power Module (TIPM) through a reverse switch signal circuit and the TIPM provides
battery voltage to the backup lamps on the backup lamp feed circuit whenever the ignition switch is in the ON
position and the REVERSE position is selected with the transmission shift linkage.
On vehicles with an automatic transmission the Transmission Control Module (TCM) monitors a multiplex
input from the Transmission Range Sensor (TRS), then sends the proper electronic transmission gear selector
status messages to other electronic modules over the Controller Area Network (CAN) data bus. Whenever the
ignition switch is in the ON position and the TIPM receives an electronic message indicating the status of the
transmission gear selector is REVERSE, it provides a battery voltage output through a high side driver to the
backup lamps on the backup lamp feed circuit.
BRAKE LAMPS
The brake (or stop) lamps and the Center High Mounted Stop Lamp (CHMSL) each have a path to ground at all
times through a takeout and eyelet terminal of the body wire harness that is secured by a nut to a ground stud on
the body sheet metal within the passenger compartment. The CHMSL receives battery voltage directly on the
brake lamp switch output circuit when the brake lamp switch is closed by the brake pedal arm. The TIPM also
receives battery voltage on the brake lamp switch output circuit, which it uses as a signal to energize the brake
lamps. The TIPM provides battery voltage to the brake lamps through a high side driver on the tail/stop lamp
rear feed circuit when it receives the proper input from the closed brake lamp switch.
DAYTIME RUNNING LAMPS
Vehicles equipped with the Daytime Running Lamps (DRL) feature illuminate the high beam filament of both
headlamp bulbs at a reduced intensity when the engine is running, the parking brake is released, the headlamps
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are turned OFF, and the optional automatic transmission gear selector lever is in any position except PARK.
The park lamps may be ON or OFF for DRL to operate. For vehicles with a manual transmission, the DRL will
operate in any transmission gear selector lever position. The TIPM must be programmed appropriately for this
feature to be enabled.
Once enabled, anytime the TIPM receives electronic messages over the CAN data bus from the Powertrain
Control Module (PCM) indicating the engine is running, from the ElectroMechanical Instrument Cluster
(EMIC) (also known as the Cab Compartment Node/CCN) indicating the status of the left (lighting) multi
function switch is in any position except headlamps ON and the parking brake lever is released, and from the
Transmission Control Module (TCM) indicating the automatic transmission gear selector lever is in any
position except PARK, the TIPM provides a pulse width modulated voltage output to the headlamp high beam
bulb filaments through high side drivers on the right and left high beam feed circuits to produce illumination at
a reduced intensity.
FRONT FOG LAMPS
The front fog lamps have a path to ground at all times through their connection to the engine compartment wire
harness. The engine compartment wire harness has takeouts with eyelet terminals that are secured by nuts to
ground studs on the front end sheet metal within the engine compartment. The Steering Control Module (SCM)
monitors a hard wired multiplex input from the left multifunction switch to determine whether the fog lamps
are selected, then sends an electronic front fog lamp switch status message to the EMIC over the Local
Interface Network (LIN) data bus and the EMIC relays an electronic front fog lamp request message to the
TIPM over the CAN data bus.
When the TIPM receives a front fog lamp request message it then controls front fog lamp operation by
controlling a battery voltage output through high side drivers on right and left fog lamp feed circuits. The TIPM
also sends the appropriate electronic message back to the EMIC to illuminate or extinguish the front fog lamp
indicator. In certain markets where required, the TIPM will automatically deenergize the front fog lamps any
time the headlamp high beams are selected.
The TIPM also provides a battery saver (load shedding) feature for the front fog lamps, which will turn these
lamps OFF if they are left ON for more than about eight minutes with the ignition switch in the LOCK position,
if there is a charging system failure, or if the electrical system voltage falls below about 11.75 volts for more
than about 30 seconds. The TIPM will return the front fog lamps to normal operation when it detects that
system voltage is greater than 13.0 volts for more than about 30 seconds.
Each front fog lamp includes an integral adjustment screw to be used for static aiming of the fog lamp beams.
HAZARD WARNING LAMPS
The hazard warning system includes the EMIC, the TIPM and the hazard switch in the switch pod located in
the center stack area of the instrument panel, below the air conditioner and heater controls. The hazard switch
provides a hard wired output to the TIPM. The TIPM monitors the hazard switch input through an internal pull
up.
When the TIPM receives an input from the hazard switch it controls hazard warning system operation and flash
rate by controlling battery voltage outputs through high side drivers on the right and left turn signal feed
circuits. The TIPM also sends the appropriate electronic messages back to the EMIC overt the CAN data bus to
control the illumination and flash rate of the right and left turn signal indicators, as well as to control the click
rate of an electromechanical relay soldered onto the EMIC electronic circuit board that emulates the sound
emitted by a conventional hazard warning flasher. The EMIC then sends messages to the instrument panel
switch pod over the LIN data bus to control the illumination of the hazard switch push button.
HEADLAMPS
The headlamp system includes the SCM, the EMIC, the TIPM, and the left (lighting) multifunction switch on
the steering column. The headlamp bulbs have a path to ground at all times through their connection to the
engine compartment wire harness. The engine compartment harness has takeouts with eyelet terminals that are
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secured by nuts to ground studs on the front end sheet metal within the engine compartment. The TIPM will
store a Diagnostic Trouble Code (DTC) for any shorts or opens in the headlamp circuits.
The SCM monitors a hard wired multiplex input to determine the status of the left multifunction switch and
whether the headlamp high or low beams are selected. The SCM then sends the appropriate electronic
headlamp switch and headlamp beam select switch status messages to the EMIC over the LIN data bus. The
EMIC then sends the appropriate electronic headlamp and headlamp beam request messages to the TIPM
over the CAN data bus. The TIPM responds to these messages by providing a pulse width modulated voltage
output to the headlamps through high side drivers on the right and left low and high beam feed circuits to
illuminate the selected headlamp filaments. The TIPM also sends the appropriate electronic messages to the
EMIC to control the illumination of the high beam indicator. When the optical horn feature is selected, the low
beams will shut OFF about 200 milliseconds after the high beams are activated.
The TIPM also remembers which beams (LOW or HIGH) were selected when the headlamps were last turned
OFF, and energizes those beams again the next time the headlamps are turned ON. The TIPM provides a battery
saver (load shedding) feature for the headlamps, which will turn these lamps OFF if they are left ON for more
than about eight minutes with the ignition switch in the LOCK position. The SCM and the EMIC each provide
a failsafe feature for the headlamps, which will cause the TIPM to turn the low beam headlamps ON
automatically if there is no input available from the left multifunction switch. The TIPM also provides a fail
safe feature for the headlamps that will turn the headlamps ON automatically whenever a loss of CAN bus
communication is detected with the ignition switch in the ON position.
Each headlamp includes an integral adjustment screw (domestic markets) or screws (export markets) to be used
for static aiming of the headlamps.
HEADLAMP DELAY
The headlamp delay feature includes the left (lighting) multifunction switch, the SCM, the EMIC and the
TIPM. This feature has customer programmable delay intervals of 0 seconds (disabled), 30 seconds, 60 seconds
and 90 seconds. If the left multifunction switch remains in the headlamp ON position until after the ignition
switch is turned to the OFF position, then the headlamps will remain illuminated until after the selected delay
interval has elapsed. The park lamps will not stay ON during the headlamp delay interval. The default delay
interval is zero seconds (disabled), but can be reprogrammed by the customer using the customer programmable
features function of the EMIC.
HEADLAMP LEVELING
In certain markets where required, a headlamp leveling system is provided on the vehicle. The headlamp
leveling system includes unique front headlamp units each connected to a headlamp leveling actuator motor,
and a rockeractuated headlamp leveling switch integral to the switch pod in the instrument panel center stack.
The headlamp leveling system allows the headlamp beams to be adjusted to one of four vertical positions to
compensate for changes in inclination caused by the loading of the vehicle suspension. The leveling motors are
mechanically connected through an integral pushrod to the adjustable headlamp mounting collar.
Each time the headlamp leveling switch is depressed the circuitry of the switch pod provides an electronic
select status up or select status down message input to the EMIC over the LIN data bus. The EMIC then sends
the appropriate electronic select request up or select request down messages to the TIPM over the CAN data
bus. The TIPM responds to these messages by providing a voltage output to the headlamp leveling motors
through high side drivers on the headlamp leveling motor right and left signal circuits to move the headlamp
reflectors to the selected position based upon the voltage input received from the TIPM. The TIPM also sends
the appropriate electronic messages back to the EMIC and the EMIC relays the message back to the switch to
control the illumination of the 1 , 2 , or 3 Light Emitting Diode (LED) selected position indicator in the leveling
switch button. The EMIC and TIPM logic will only allow the headlamp leveling system to operate while the
ignition switch is in the ON position and the exterior lighting is turned ON.
PARK LAMPS
The park lamps system includes the left (lighting) multifunction switch, the SCM, the EMIC and the TIPM.
The front park/turn lamp and the position lamp bulbs each have a path to ground at all times through their
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connection to the engine compartment wire harness. The engine compartment wire harness has takeouts with
eyelet terminals that are secured by nuts to ground studs on the front end sheet metal within the engine
compartment. The rear lamp units and license plate lamp bulbs have a path to ground at all times through a
takeout and eyelet terminal of the body wire harness that is secured by a nut to a ground stud on the body sheet
metal within the passenger compartment.
The SCM monitors a hard wired multiplex input from the left multifunction switch, then sends the appropriate
electronic headlamp switch status messages to the EMIC over the LIN data bus. Then the EMIC relays the
appropriate electronic message to the TIPM over the CAN data bus. The TIPM responds to these messages by
providing a battery voltage output to the appropriate lamp bulbs through high side drivers on the proper
park/tail/license/running lamp right and left circuits. The TIPM and the SCM also send the appropriate
electronic messages to the EMIC to control the illumination and lighting level of the panel lamps.
The TIPM provides a battery saver (load shedding) feature for the park lamps, which will turn these lamps OFF
if they are left ON for more than about eight minutes with the ignition switch in the LOCK position. The SCM
and the EMIC each provide a failsafe feature for the park lamps, which will send an electronic message to the
TIPM to turn these lamps ON automatically if there is no input available from the left multifunction switch.
The TIPM also provides a failsafe feature for the park lamps that will turn these lamps ON automatically
whenever a loss of CAN bus communication is detected with the ignition switch in the ON position.
REAR FOG LAMPS
Rear fog lamps are installed on vehicles manufactured for all export markets. The rear fog lamp system
includes the left (lighting) multifunction switch, the SCM, the EMIC and the TIPM. The rear fog lamp bulbs
have a path to ground at all times through a takeout and eyelet terminal of the body wire harness that is secured
by a nut to a ground stud on the body sheet metal within the passenger compartment.
The SCM monitors a hard wired multiplex input from the left multifunction switch to determine whether the
rear fog lamps are selected, then sends electronic rear fog lamp switch status messages to the EMIC over the
LIN data bus. Then the EMIC relays an electronic rear fog lamp request message to the TIPM over the CAN
data bus. The TIPM responds to this message by providing a battery voltage output to the rear fog lamp bulbs
through high side drivers on the fog lamp relay control rear circuit. The TIPM also sends the appropriate
electronic message back to the EMIC to control the rear fog lamp indicator.
The TIPM will automatically energize and deenergize the front fog lamps in concert with the rear fog lamps.
The TIPM also provides a battery saver (load shedding) feature for the rear fog lamps, which will turn these
lamps OFF if they are left ON for more than about eight minutes with the ignition switch in the LOCK position.
TRAILER TOW WIRING
Domestic market vehicles equipped with an optional trailer tow package include a trailer tow wire harness
connected between the body wire harness and the left rear lamp unit. The trailer tow harness includes a molded
fourway trailer tow connector and an integral cover that are snapped into a bracket on the trailer hitch receiver
platform.
TURN SIGNAL LAMPS
The turn signal lamps system includes the left (lighting) multifunction switch, the SCM, the EMIC and the
TIPM. The front turn signal lamp bulbs each have a path to ground at all times through their connection to the
engine compartment wire harness. The engine compartment wire harness has a takeout with an eyelet terminal
that is secured by a nut to a ground stud on the body sheet metal within the engine compartment. The rear turn
signal lamp bulbs have a path to ground at all times through a takeout and eyelet terminal of the body wire
harness that is secured by a nut to a ground stud on the body sheet metal within the passenger compartment.
The SCM monitors a hard wired multiplex input from the left multifunction switch to determine the status of
the turn signal switch, then sends the appropriate electronic turn signal switch status messages to the EMIC
over the LIN data bus. Then the EMIC relays an electronic turn signal request message to the TIPM over the
CAN data bus. The TIPM responds to these messages by controlling a battery voltage output and the flash rate
for either the right or left turn signal lamps through high side drivers on the appropriate right or left turn signal
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feed circuits. The TIPM also sends the appropriate electronic messages back to the EMIC to control the
illumination and flash rate of the right or left turn signal indicators, as well as to control the click rate of an
electromechanical relay soldered onto the EMIC electronic circuit board that emulates the sound emitted by a
conventional turn signal flasher.
The EMIC also provides a turn signal ON warning that will generate repetitive chimes to indicate that a turn
signal has been active continuously for 1.6 kilometers (1 mile) with the vehicle speed greater than 22
kilometersperhour (15 milesper hour). Vehicles built for markets other than the United States and Canada
have a revised distance threshold of 4 kilometers (2.49 miles) for this feature. The chime will continue until the
turn signal input becomes inactive or until the vehicle speed message indicates that the speed is less than 22
kilometersperhour (15 milesperhour), whichever occurs first.
WARNING
WARNING
WARNING: To avoid serious or fatal injury, eye protection should be used when servicing
any glass components.
CAUTION: Do not contaminate the glass of halogen bulbs with fingerprints or allow
contact with other possibly oily surfaces. Reduced bulb life will result.
CAUTION: Do not use bulbs with higher candle power than indicated in the Bulb
Application table. See Electrical/Lamps/Lighting Exterior Specifications. In
addition, do not use fuses, circuit breakers or relays having greater amperage
value than indicated on the fuse panel or in the Owner's Manual. Damage to
lamps, lenses, wiring and other related electrical components can result.
LAMPS/LIGHTING EXTERIOR
WARNING: To avoid serious or fatal injury on vehicles equipped with airbags, disable the
Supplemental Restraint System (SRS) before attempting any steering wheel,
steering column, airbag, seat belt tensioner, impact sensor or instrument panel
component diagnosis or service. Disconnect and isolate the battery negative
(ground) cable, then wait two minutes for the system capacitor to discharge
before performing further diagnosis or service. This is the only sure way to
disable the SRS. Failure to take the proper precautions could result in
accidental airbag deployment.
NOTE: When diagnosing the exterior lighting circuits, remember that high generator
output can burn out bulbs rapidly and repeatedly; and, that dim or flickering
bulbs can be caused by low generator output or poor battery condition. If one
of these symptoms is a problem on the vehicle, be certain to diagnose the
battery and charging system, then repair as necessary.
NOTE: A good ground is necessary for proper lighting operation. If a lighting problem
is being diagnosed that involves multiple symptoms, systems, or components,
the problem can often be traced to a loose, corroded, or open ground.
The lamps and the hard wired circuits between components related to the exterior lighting system may be
diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate SYSTEM WIRING
DIAGRAMS article(s). The wiring information includes wiring diagrams, proper wire and connector repair
procedures, details of wire harness routing and retention, connector pinout information and location views for
the various wire harness connectors, splices and grounds.
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However, conventional diagnostic methods will not prove conclusive in the diagnosis of the exterior lighting
features of the exterior lighting system. The most reliable, efficient, and accurate means to diagnose the exterior
lighting system or the electronic controls and communication related to exterior lighting system operation
BACKUP LAMPS
CONDITION POSSIBLE CAUSES CORRECTION

BACKUP LAMP DOES NOT Ineffective or missing bulb. Test and replace backup lamp bulb if
ILLUMINATE required.
Ineffective ground circuit. Test and repair open backup lamp ground
circuit if required.
Ineffective feed circuit. Test and repair open backup lamp feed
Ineffective switch. Test and replace backup lamp switch
(manual transmission) or transmission
range sensor (automatic transmission) if
required.
Ineffective TIPM inputs or Use a diagnostic scan tool to test the
outputs. TIPM inputs and outputs. Refer to the
appropriate diagnostic information.
BACKUP LAMP DOES NOT Ineffective feed circuit. Test and repair shorted backup lamp feed
EXTINGUISH circuit if required.
Ineffective switch. Test and replace backup lamp switch
(manual transmission) or transmission
range sensor (automatic transmission) if
required.
BRAKE LAMPS
NOTE: The Center High Mounted Stop Lamp (CHMSL) is illuminated by several Light
Emitting Diode (LED) units that are soldered to the electronic circuit board
within the lamp housing. The CHMSL is hard wired to the output of the brake
lamp switch, while the brake lamps are powered by high side drivers within the
TIPM based upon an input from the brake lamp switch. If the brake lamps and
all of the LED units within the CHMSL fail to operate, diagnose and repair the
brake lamps before attempting to repair the CHMSL. If the brake lamps operate
but none of the CHMSL LED units illuminate, test and repair the CHMSL ground
or feed circuit if required. If some of the CHMSL LED units operate and others
do not, the CHMSL assembly must be replaced with a new unit.

BRAKE LAMP DOES NOT Ineffective or missing bulb. Test and replace brake lamp bulb if
Ineffective ground circuit. Test and repair open brake lamp ground
Ineffective fuse. Test and replace the fuse in the TIPM if
required.
Ineffective feed circuit. Test and repair open brake lamp switch
output circuit or stop lamp output circuit
if required.
Ineffective switch. Test and replace brake lamp switch if
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required.
BRAKE LAMP DOES NOT Ineffective feed circuit. Test and repair shorted brake lamp switch
EXTINGUISH output circuit or stop lamp output circuit
if required.
Improperly adjusted switch. Adjust the brake lamp switch if required.
Ineffective switch. Test and replace brake lamp switch if
required.
DAYTIME RUNNING LAMPS
NOTE: Before performing the following tests, determine whether the headlamp low and
high beams operate. If the headlamp low and high beams are also ineffective,
diagnose and repair that problem before attempting to repair the Daytime
Running Lamps.

DAYTIME RUNNING Incorrect TIPM programming. Use a diagnostic scan tool to check and
LAMPS WILL NOT configure TIPM if required.
ILLUMINATE Automatic transmission in Place the transmission gear selector lever
PARK position. in any position except PARK.
Parking brake applied. Release the parking brake.
Engine not running. Start the engine.
FRONT FOG LAMPS
NOTE: The front fog lamp switch is integral to the left multifunction switch/Steering
Control Module (SCM), which communicates with the ElectroMechanical
Instrument Cluster (EMIC)/Cab Compartment Node (CCN) over the Local
Interface Network (LIN) data bus. Before performing any of the following tests,
determine whether the other functions of the left multifunction switch/SCM are
operational. If the other left multifunction switch/SCM functions are ineffective,
diagnose and repair that problem before attempting to repair the Front Fog
Lamps.

FRONT FOG LAMP DOES Ineffective or missing bulb. Test and replace front fog lamp bulb if
NOT ILLUMINATE required.
Ineffective ground circuit. Test and repair open front fog lamp
ground circuit if required.
Ineffective feed circuit. Test and repair open front fog lamp feed
Ineffective EMIC (CCN) Use a diagnostic scan tool to test the
inputs or outputs. EMIC (CCN) inputs and outputs. Refer to
the appropriate diagnostic information.
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FRONT FOG LAMP DOES Ineffective feed circuit. Test and repair shorted front fog lamp
NOT EXTINGUISH feed circuit if required.
HAZARD WARNING LAMPS
NOTE: The hazard switch is integral to the instrument panel switch bank, which
communicates with the EMIC/CCN over the LIN data bus. Before performing
any of the following tests, confirm whether the left and right turn signals
operate satisfactorily. Then determine whether the other functions of the
instrument panel switch bank are operational. If the turn signals are ineffective
or operate improperly, or if the other instrument panel switch bank functions
are ineffective, diagnose and repair those problems before attempting to repair
the Hazard Warning Lamps.

HAZARD WARNING Ineffective EMIC (CCN) Use a diagnostic scan tool to test the
LAMPS DO NOT FLASH inputs or outputs. EMIC (CCN) inputs and outputs. Refer to
HAZARD WARNING Ineffective EMIC (CCN) Use a diagnostic scan tool to test the
LAMPS DO NOT STOP inputs or outputs. EMIC (CCN) inputs and outputs. Refer to
FLASHING the appropriate diagnostic information.
HEADLAMPS
NOTE: As part of the exterior lighting failsafe feature, upon ignition ON, all exterior
park lamps and the headlamp low beams will illuminate regardless of the left
multifunction switch control knob position if the SCM cannot detect an input
from the left multifunction switch, or if there is a loss of communication
between the left multifunction switch/SCM and the EMIC or between the EMIC
and the TIPM. Diagnose and repair those problems before attempting to repair
the Headlamps. In addition, the TIPM will store a Diagnostic Trouble Code (DTC)
for an open or shorted headlamp circuit.

HEADLAMP DOES NOT Ineffective or missing bulb. Test and replace headlamp bulb if
Ineffective ground circuit. Test and repair open headlamp ground
Ineffective feed circuit. Test and repair open headlamp low beam
or high beam feed circuit if required.
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Ineffective TIPM inputs or
Use a diagnostic scan tool to test the
HEADLAMP DOES NOT Ineffective feed circuit. Test and repair shorted headlamp low
EXTINGUISH beam or high beam feed circuit if
required.
HEADLAMPS ILLUMINATE Loss of LIN or CAN data bus Test and repair the LIN or CAN data bus
WITH IGNITION ON AND communication. if required. Refer to the appropriate
HEADLAMP SWITCH OFF diagnostic information.
(FAILSAFE OPERATION)
HEADLAMPS WILL NOT Ineffective EMIC (CCN) Use a diagnostic scan tool to test the
SWITCH FROM HIGH TO inputs or outputs. EMIC (CCN) inputs and outputs. Refer to
LOW BEAMS, OR FROM the appropriate diagnostic information.
LOW TO HIGH BEAMS Ineffective TIPM inputs or Use a diagnostic scan tool to test the
HEADLAMP LEVELING
NOTE: The headlamp leveling switch is integral to the instrument panel switch bank,
which communicates with the EMIC/CCN over the LIN data bus. Before
performing any of the following tests, confirm whether the park lamps operate
satisfactorily. Then determine whether the other functions of the instrument
panel switch bank are operational. If the park lamps are ineffective or operate
improperly, or if the other instrument panel switch bank functions are
ineffective, diagnose and repair those problems before attempting to repair the
Headlamp Leveling function.

ONE LEVELING MOTOR IS Ineffective ground circuit. Test and repair open leveling motor
INEFFECTIVE ground circuit if required.
Ineffective feed circuit. Test and repair open leveling motor feed
Ineffective signal circuit. Test and repair open headlamp leveling
motor signal circuit if required.
Ineffective motor. Test and replace headlamp leveling motor
if required.
BOTH LEVELING MOTORS Ineffective EMIC (CCN) Use a diagnostic scan tool to test the
ARE INEFFECTIVE inputs or outputs. EMIC (CCN) inputs and outputs. Refer to
Ineffective motor ground Test and repair open leveling motor
circuit. ground circuit if required.
Ineffective motor feed Test and repair open leveling motor feed
circuit. circuit if required.
Ineffective signal circuit. Test and repair open or shorted headlamp
leveling motor signal circuit if required.
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Ineffective motors. Test and replace leveling motors if
required.
PARK LAMPS
NOTE: As part of the exterior lighting failsafe feature, upon ignition ON, all exterior
park lamps and the headlamp low beams will illuminate regardless of the left
multifunction switch control knob position if the SCM cannot detect an input
from the left multifunction switch, or if there is a loss of communication
between the left multifunction switch/SCM and the EMIC or between the EMIC
and the TIPM. Diagnose and repair those problems before attempting to repair
the Park Lamps.

PARK LAMP DOES NOT Ineffective or missing bulb. Test and replace park lamp bulb if
Ineffective ground circuit. Test and repair open park lamp ground
Ineffective feed circuit. Test and repair open park lamp feed
PARK LAMP DOES NOT Ineffective feed circuit. Test and repair shorted park lamp feed
EXTINGUISH circuit if required.
REAR FOG LAMPS
NOTE: The rear fog lamp switch is integral to the left multifunction switch/SCM, which
any of the following tests, determine whether the other functions of the left
multifunction switch/SCM are operational. If the other left multifunction
switch/SCM functions are ineffective, diagnose and repair that problem before
attempting to repair the Rear Fog Lamps.

REAR FOG LAMP DOES Ineffective or missing bulb. Test and replace rear fog lamp bulb if
NOT ILLUMINATE required.
Ineffective ground circuit. Test and repair open rear fog lamp ground
Ineffective feed circuit. Test and repair open fog lamp relay
control rear circuit if required.
Incorrect TIPM configuration. Use a diagnostic scan tool to check and
correct the TIPM configuration settings if
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required. Refer to the appropriate
diagnostic information.
REAR FOG LAMP DOES Ineffective feed circuit. Test and repair shorted fog lamp relay
NOT EXTINGUISH control rear circuit if required.
TURN SIGNAL LAMPS
NOTE: The turn signal switch is integral to the left multifunction switch/SCM, which
any of the following tests, determine whether the other functions of the left
multifunction switch/SCM are operational. If the other left multifunction
switch/SCM functions are ineffective, diagnose and repair that problem before
attempting to repair the Turn Signal Lamps.

ONE TURN SIGNAL LAMP Ineffective or missing bulb. Test and replace turn signal bulb if
DOES NOT ILLUMINATE required.
Ineffective ground circuit. Test and repair open ground circuit if
required.
Ineffective feed circuit. Test and repair open right or left turn
signal feed circuit if required.
ALL RIGHT SIDE OR ALL Ineffective feed circuit. Test and repair open right or left turn
LEFT SIDE TURN SIGNAL signal feed circuit if required.
LAMPS (OR BOTH SIDES) DO Ineffective EMIC (CCN) Use a diagnostic scan tool to test the
NOT FLASH inputs or outputs. EMIC (CCN) inputs and outputs. Refer
to the appropriate diagnostic
information.
ALL RIGHT SIDE OR ALL Ineffective or missing bulb. Test and replace turn signal bulb if
LEFT SIDE TURN SIGNALS required.
FLASH TOO RAPIDLY (MORE Ineffective ground circuit. Test and repair open bulb ground circuit
THAN 100 FLASHES PER if required.
MINUTE) Ineffective feed circuit. Test and repair open right or left turn
signal feed circuit if required.
TURN SIGNALS DO NOT Ineffective cancel cam. Inspect and replace the turn signal
AUTOMATICALLY CANCEL cancel cam (clockspring) if required.
Ineffective cancel actuator. Inspect and replace the turn signal
cancel actuator (left multifunction
switch) if required.
STANDARD PROCEDURE
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FRONT LAMP AIMING
VEHICLE PREPARATION FOR LAMP ALIGNMENT
1. Check for and correct any burnt out bulbs.
2. If the vehicle is equipped with headlamp leveling, be certain that the headlamp leveling switch is in the 0
position.
3. Repair or replace any ineffective, worn or damaged body or suspension components that could hinder
proper lamp alignment.
4. Verify proper tire inflation pressures.
5. Remove any accumulations of mud, snow or ice from the vehicle underbody and clean the front lamp
lenses.
6. Verify that there is no load in the vehicle (cargo or passengers), except for the driver.
7. The fuel tank should be FULL. Add 2.94 kilograms (6.5 pounds) of weight over the fuel tank for each
estimated gallon of missing fuel.
8. Verify correct vehicle suspension height.
LAMP ALIGNMENT SCREEN PREPARATION
Fig. 2: Identifying Lamp Alignment Screen
The procedure that follows will prepare a suitable front lamp alignment screen.
1. Tape a line on a level floor 7.62 meters (25 feet) away from and parallel to the flat wall that will be used
as the lamp alignment screen. The level floor will be used as the horizontal zero reference.
2. An adjacent wall or floor member that is perpendicular to the alignment screen can be used as the vertical
zero reference. If there is no adjacent wall or floor member that is perpendicular to the screen, tape a
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second line on the floor perpendicular to both the alignment screen and the first line, and outboard of
either side of where the vehicle will be positioned. This will be used as the vertical zero reference.
3. Position the vehicle so that the side of the vehicle is parallel to the vertical zero reference, and so that the
front of the lamp lenses are in the vertical plane of the parallel line taped on the floor 7.62 meters (25
feet) away from the screen.
4. Rock the vehicle sidetoside three times to allow the suspension to stabilize.
5. Jounce the front suspension three times by pushing downward on the front bumper and releasing.
6. Measure the distance between the optical center of one of the lamps being aimed (head or fog) and the
floor (horizontal zero reference). Transfer this measurement to the alignment screen with a piece of tape
placed horizontally to the floor. This line will be used as the lamp horizontal reference.
7. Measure the distance between the vertical zero reference and the optical center of the nearest lamp being
aimed (head or fog). Transfer this measurement to the alignment screen with a piece of tape placed
vertically across the appropriate (head or fog) lamp horizontal reference. This is the centerline reference
for the first lamp.
8. Measure the distance on center between the first and the second lamp being aimed. Transfer this
measurement to the alignment screen with a second piece of tape placed vertically across the appropriate
(head or fog) lamp horizontal reference. This is the centerline reference for the second lamp.
HEADLAMP ALIGNMENT
NOTE: Due to the linear nature of the headlamp cutoff, a properly aimed low beam
headlamp will project the top edge of the high intensity pattern on the
alignment screen from the horizontal line to 50 millimeters (2 inches) below the
horizontal line for domestic market vehicles, or to 125 millimeters (5 inches)
below the horizontal line for export market vehicles. No horizontal (right/left)
adjustment is required for this headlamp beam pattern in domestic market
vehicles. Export market vehicles have a second horizontal (right/left)
adjustment screw provided. The high beam pattern will be correct when the low
beams are properly aimed.
Fig. 3: Headlamp Screw Locations
1. Turn the headlamps ON and select the LOW beams for vehicles in all markets.
2. On all vehicles except those with headlamp leveling, use a screwdriver to rotate the headlamp vertical
adjustment screw (1) on each headlamp to adjust the beam height as required.
3. For export markets only, use a screwdriver to rotate the headlamp horizontal adjustment screw (2) on
each headlamp to adjust the beam right or left as required.
FOG LAMP ALIGNMENT
NOTE: A properly aimed front fog lamp will project a pattern on the alignment screen
100 millimeters (4 inches) below the fog lamp centerline and straight ahead of
the lamp.
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Fig. 4: Fog Lamp Alignment
1. Turn the fog lamps ON.
2. Insert a screwdriver through the clearance hole in the underside of the front bumper (1) to rotate the
vertical adjustment screw (2) on each fog lamp to adjust the beam height as required.
SPECIFICATIONS
SPECIFICATIONS
BULB APPLICATION TABLE
LAMP BULB
3157 DOMESTIC
BACKUP
921 (W16W) EXPORT
BRAKE 3157 (P27W/7W)
LIGHTEMITTING DIODES SERVICED IN
CENTER HIGH MOUNTED STOP
ASSEMBLY
FRONT FOG PSX24W
FRONT PARK 3157 (P27W/7W)
FRONT SIDE MARKER 194 (W5W)
FRONT TURN SIGNAL 3157 (P27W/7W)
9008 (H13) DOMESTIC
HEADLAMP
9003 (H4 60/55W) EXPORT
LICENSE PLATE 194 (W5W)
POSITION (EXPORT ONLY) 194 (W5W)
REAR FOG (EXPORT ONLY) 3157 (P27W/7W)
REAR PARK 3157 (P27W/7W)
REAR SIDE MARKER 3157 (P27W/7W)
REAR TURN SIGNAL 3157 (P27W/7W)
REPEATER (EXPORT ONLY) WY5W
UNDERHOOD 561
TORQUE SPECIFICATIONS
DESCRIPTION N.m Ft. Lbs. In. Lbs.
Center High Mounted 2 20
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Stop Lamp (CHMSL)
Mounting Screws
Front Fog Lamp 2 18
Mounting Screws
Left MultiFunction
1 10
Switch Mounting Screw
License Plate Bracket
1.5 15
Mounting Screws
Park Brake Switch
2.5 24
Mounting Screw
Rear Fog Lamp
3 27
Mounting Screws
Rear Lamp Unit
1.5 15
Mounting Screws
CAM, TURN SIGNAL CANCEL
DESCRIPTION
DESCRIPTION
The turn signal cancel cam is concealed within the clockspring case on the steering column. The turn signal
cancel cam consists of integral eccentrics on the outer circumference of the molded plastic clockspring rotor.
The clockspring mechanism provides turn signal cancellation as well as a constant electrical connection
between the horn switch, driver airbag, speed control switches, and remote radio switches on the steering wheel
and the instrument panel wire harness on the steering column. The housing of the clockspring is secured to the
steering column and remains stationary. The rotor of the clockspring, including the turn signal cancel cam lobes
rotate with the steering wheel.
The turn signal cancel cam is serviced as a unit with the clockspring and cannot be repaired. If ineffective or
damaged, the entire clockspring unit must be replaced. Refer to Restraints/CLOCKSPRING Removal .
OPERATION
OPERATION
When the left multifunction switch control stalk is moved to a latched turn signal ON position, a turn signal
cancel actuator is extended from the inside surface of the switch housing through a small rectangular opening
on the left side of the clockspring case toward the turn signal cancel cam. As the steering wheel is rotated to
complete the turn, one of the cam eccentrics will contact the actuator, automatically cancelling the turn signal
event and releasing the latched left multifunction switch control stalk to the neutral or OFF position.
LAMP, CENTER HIGH MOUNTED STOP
REMOVAL
REMOVAL
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Fig. 5: Identifying Center High Mounted Stop Lamp Components
2. Unlatch and open the swing gate (4).
3. Unsnap the inboard side of the louvered plastic access panel and unhook it from the outboard edge of the
access hole on the inside of the swing gate near the latch.
4. Reach through the access hole to disconnect the Center High Mounted Stop Lamp (CHMSL) pigtail
connector (7) from the swing gate wire harness connector (3).
5. Disengage the grommet (6) for the CHMSL pigtail wire harness from the clearance hole in the outer
swing gate panel.
6. Carefully pull the CHMSL pigtail wire harness and connector out through the swing gate clearance hole.
7. Remove the four screws (2) from the forward facing surface of the stanchion on the spare tire carrier (5)
that secure the CHMSL (1).
8. Pull the CHMSL away from the vehicle while feeding the CHMSL pigtail wire harness through the spare
tire carrier.
INSTALLATION
INSTALLATION
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Fig. 6: Identifying Center High Mounted Stop Lamp Components
1. Feed the Center High Mounted Stop Lamp (CHMSL) (1) pigtail wire harness through the spare tire
carrier (5) on the outer surface of the swing gate (4).
2. Position the CHMSL to the rearward facing surface of the stanchion on the spare tire carrier
3. Install and tighten the four screws (2) that secure the CHMSL to the stanchion. Tighten the screws to 2
N.m (20 in. lbs.).
4. Feed the CHMSL wiring back into the swing gate through the clearance hole far enough to engage the
rubber grommet (6) into the clearance hole.
5. Reach through the access hole on the inside of the swing gate near the latch to access and reconnect the
CHMSL pigtail connector (7) to the swing gate wire harness connector (3).
6. Reinstall the louvered plastic access panel over the access hole by hooking it into the outboard edge of
the hole, then pressing firmly and evenly over the two snap clip locations on the inboard side of the panel
until it snaps into place.
7. Reconnect the battery negative cable.
LAMP, FOG, FRONT
REMOVAL
BULB
CAUTION: Do not contaminate the bulb glass by touching it with your fingers or by
allowing it to contact other oily surfaces. Shortened bulb life will result.
Fig. 7: Front Fog Lamp Housing
2. For export market vehicles, turn the front wheels fully in either direction.
3. Raise and support the vehicle.
4. For domestic market vehicles equipped with the optional electronic sway bar disconnect feature, service
of the right fog lamp bulb will also require removal of the front bumper lower air dam from the vehicle.
5. From behind the front bumper, disconnect the engine compartment wire harness connector from the front
fog lamp bulb connector receptacle (1).
6. Firmly grasp the bulb by the two latch features (2) and squeeze them together to unlock the bulb from the
back of the front fog lamp housing (3).
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7. Pull the bulb straight out from the keyed opening in the housing.
LAMP
Fig. 8: Front Fog Lamp Housing & Front Bumper Cover
2. For export market vehicles, turn the front wheels fully in either direction.
4. For domestic market vehicles, remove the front bumper lower air dam from the vehicle.
5. Disconnect the engine compartment wire harness connector from the front fog lamp bulb connector
receptacle (4).
6. Remove the four screws (3) that secure the front fog lamp housing (1) to the back of the front bumper
cover (2).
7. Remove the lamp from the back of the front bumper cover.
INSTALLATION
BULB
CAUTION: Always use the correct bulb size and type for replacement. An incorrect bulb
size or type may overheat and cause damage to the lamp, the socket or the
lamp wiring.
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Fig. 9: Front Fog Lamp Housing
1. Reach up behind the front bumper to access and align the index tabs (4) of the front fog lamp bulb with
the slots in the collar of the bulb opening on the back of the front fog lamp housing (3).
2. Insert the bulb into the housing until the index tabs are engaged in the slots of the collar.
3. Firmly and evenly push the bulb straight into the lamp housing until both bulb latch features (2) snap into
place and are fully engaged.
4. Reconnect the engine compartment wire harness connector to the bulb connector receptacle (1).
5. If it was removed during bulb removal, reinstall the front bumper lower air dam onto the vehicle.
6. Lower the vehicle.
LAMP
Fig. 10: Front Fog Lamp Housing & Front Bumper Cover
1. Position the front fog lamp housing (1) to the back of the front bumper cover (2). Be certain that the two
alignment pins on the back of the front bumper cover are engaged in the alignment holes in the lamp
housing.
2. Install and tighten the four screws (3) that secure the lamp to the back of the front bumper cover. Tighten
the screws to 2 N.m (18 in. lbs.).
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3. Reconnect the engine compartment wire harness connector to the fog lamp bulb connector receptacle (4).
4. If it was removed during bulb removal, reinstall the front bumper lower air dam onto the vehicle.
7. Confirm proper front fog lamp alignment. See Electrical/Lamps/Lighting Exterior Standard
Procedure.
LAMP, FOG, REAR
REMOVAL
BULB
Fig. 11: Identifying Rear Fog Lamp
NOTE: The following procedure applies only to vehicles manufactured for export
markets. Rear fog lamps are not available in vehicles manufactured for
domestic markets.
2. Reach under and behind the outboard end of the rear bumper cover (1) to access the take out and
connector (4) of the rear bumper wire harness on the back of the rear fog lamp housing.
3. Firmly grasp the connector and socket on the back of the housing and rotate it counterclockwise about 30
degrees to unlock it.
4. Pull the socket and bulb straight out from the keyed opening in the lamp housing.
5. Pull the base of the bulb straight out of the socket.
LAMP
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domestic markets.
3. From behind the outboard end of the rear bumper (1) disconnect the take out and connector (4) of the rear
bumper wire harness from the rear fog lamp bulb socket.
4. Remove the two nuts (2) that secure the two mounting studs on the lamp housing to the retainer cap (3)
on the back of the rear bumper cover.
5. Remove the lamp from the face of the rear bumper cover.
INSTALLATION
BULB
lamp wiring.
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domestic markets.
1. Reach under and behind the outboard end of the rear bumper cover (1) to access the take out and
connector (4) of the rear bumper wire harness connected to the rear fog lamp bulb socket near the back of
the lamp housing.
2. Align the base of the bulb with the lamp socket.
3. Push the bulb straight into the socket until the base is firmly seated.
4. Align the socket and bulb with the keyed opening on the back of the rear fog lamp housing.
5. Insert the socket and bulb into the housing until the socket is firmly seated.
6. Rotate the socket clockwise about 30 degrees to lock it into place.
LAMP
domestic markets.
1. From the face of the rear bumper, position the rear fog lamp into the receptacle on the outboard end of the
rear bumper cover (1).
2. Engage the two mounting studs on the back of the lamp housing through the holes in the retainer cap (3)
on the back of the rear bumper cover.
3. Install and tighten the two nuts (2) that secure the lamp to the retainer cap. Tighten the nut to 1.5 N.m (14
in. lbs.).
4. Reconnect the take out and connector (4) of the rear bumper wire harness to the bulb socket on the back
of the lamp.
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LAMP, LICENSE PLATE
REMOVAL
BULB
Fig. 15: Identifying License Plate Lamp Bulb Components
2. Reach under the license plate lamp hood (1) to access and squeeze together the two latch tabs (4) integral
to license plate lamp lens (3).
3. Pull the lens downward and back out of the hood far enough to access the bulb socket (2).
4. Firmly grasp the bulb socket on the back of the lens and rotate it counterclockwise about 30 degrees to
unlock it.
5. Pull the socket and bulb straight out from the keyed opening in the lens.
6. Firmly grasp and pull the bulb straight out of the socket.
LAMP DOMESTIC
Fig. 16: Identifying License Plate Lamp (Domestic)
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2. Remove the license plate from the rear license plate bracket.
3. Remove the four screws (4) that secure the rear license plate bracket and lamp unit (3) to the four spring
nuts (2) in the rear body sheet metal (5).
4. Pull the bracket and lamp unit away from the rear body sheet metal far enough to access and disconnect
the body wire harness connector (1) from the connector on the back of the bracket and lamp unit housing.
5. Remove the bracket and lamp unit from the vehicle.
LAMP EXPORT
Fig. 17: Identifying License Plate Lamp (Export)
2. Remove the license plate from the rear bumper cover (1).
3. Reach under and behind the rear bumper to access and disconnect the license plate lamp pigtail wire
harness connector (2) from the body wire harness.
4. Remove the two screws (3) that secure the rear license plate lamp unit (4) to the rear bumper cover.
5. Pull the license plate lamp unit away from the rear bumper cover far enough to disengage the pigtail wire
harness from the clearance hole.
6. Remove the bracket and lamp unit from the rear bumper cover.
INSTALLATION
BULB
lamp wiring.
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Fig. 18: Identifying License Plate Lamp Bulb Components
1. Align the base of the bulb with the license plate lamp socket (2).
3. Align the socket and bulb with the keyed opening on the back of the license plate lamp lens (3).
4. Insert the socket and bulb into the lens until the socket is firmly seated.
6. Push the lens upward into the license plate lamp hood (1) until the two latch tabs (4) integral to the lens
snap into place.
LAMP DOMESTIC
Fig. 19: Identifying License Plate Lamp (Domestic)
1. Check to be certain that the four spring nuts (2) are in good condition and properly installed in the rear
body sheet metal (5).
2. Position the rear license plate bracket and lamp unit (3) to the rear body sheet metal.
3. Reconnect the body wire harness connector (1) to the connector on the back of the bracket and lamp unit
housing.
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4. Align the mounting holes of the bracket and lamp unit to the four spring nuts.
5. Install and tighten the four screws (4) that secure the bracket and lamp unit to the rear body sheet metal.
Tighten the screws to 1.5 N.m (15 in. lbs.).
6. Reinstall the license plate onto the bracket.
LAMP EXPORT
Fig. 20: Identifying License Plate Lamp (Export)
1. Position the rear license plate lamp unit (4) to the rear bumper cover (1).
2. Insert the license plate lamp pigtail wire harness and connector (2) through the clearance hole in the rear
bumper cover.
3. Align the mounting holes of the license plate lamp unit to the two mounting holes in the rear bumper
cover.
4. Install and tighten the two screws (3) that secure the lamp unit to the rear bumper cover. Tighten the
screws to 1.5 N.m (15 in. lbs.).
5. Reach under and behind the rear bumper to reconnect the license plate lamp pigtail wire harness
connector to the body wire harness.
6. Reinstall the license plate onto the rear bumper cover.
LAMP, PARK AND TURN SIGNAL
REMOVAL
BULB
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Fig. 21: Identifying Park/Turn Signal Bulb
2. Reach behind the lower outboard corner of the grille panel (1) to access and disconnect the wire harness
connector from the bulb socket connector receptacle (3) on the back of the park/turn signal lamp (2).
3. Firmly grasp the bulb socket on the back of the lamp housing and rotate it counterclockwise about 30
degrees to unlock it.
4. Pull the socket and bulb straight out from the keyed opening in the housing.
LAMP
Fig. 22: Identifying Park/Turn Signal Lamp
2. Reach behind the lower outboard corner of the grille panel (1) to access and release the two integral
park/turn signal lamp (2) latch features (3) and push the lamp out through the face of the grille panel.
3. From the face of the grille panel, pull the lamp out far enough to access and disconnect the wire harness
connector from the bulb socket connector receptacle (4) on the back of the lamp.
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4. Remove the lamp from the vehicle.
INSTALLATION
BULB
lamp wiring.
Fig. 23: Identifying Park/Turn Signal Bulb
1. Align the base of the bulb with the park/turn signal lamp socket (3).
3. Reach behind the lower outboard corner of the grille panel (1) to access and align the socket and bulb
with the keyed opening on the back of the lamp housing (2).
6. Reconnect the wire harness connector to the bulb socket connector receptacle.
LAMP
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Fig. 24: Identifying Park/Turn Signal Lamp
1. Position the park/turn signal lamp (2) to the seat in the face of the grille panel (1).
2. Reconnect the wire harness connector to the lamp bulb socket connector receptacle (4).
3. Be certain that the two integral latch features (3) on the back of the lamp housing are aligned with the
slots in the seat.
4. Push the lamp into the seat until the two latches are fully engaged in the slots.
LAMP, SIDE REPEATER
REMOVAL
BULB
NOTE: The front side marker lamps are used only on vehicles manufactured for
domestic markets, while repeater lamps are used only on vehicles
manufactured for export markets. The service procedures for the bulbs of these
two unique lamps are the same.
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Fig. 25: Identifying Side Marker/Repeater Lamp Bulb
2. Reach between the front wheel flare (3) and the front tire above the front bumper (2) to access the back of
the lamp (1).
3. Firmly grasp the bulb socket (4) and connector on the back of the lamp and rotate it counterclockwise
about 30 degrees to unlock it.
LAMP
NOTE: The following procedure applies to either the front side marker lamps used on
vehicles manufactured for the domestic market or to the repeater lamps used
on vehicles manufactured for the export market. Although the lamps and bulbs
are unique, the service procedures are the same.
Fig. 26: Front Side Marker/Repeater Lamp
3. Disconnect the ends of the jumper wire harness (3) from the front side marker/repeater lamp bulb socket
and from the engine wire harness.
4. Remove and disassemble the front fender flare (6), reinforcement bracket (5) and wheel liner (2) from the
vehicle. Take the proper precautions to protect the fender flare from cosmetic damage during
disassembly. Refer to Body/Exterior/MOLDING Removal .
5. Release the two integral latch features on the back of the lamp housing (4) and unhook the integral hook
feature on the lamp housing from the slot in the lamp seat of the front fender flare reinforcement bracket.
INSTALLATION
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BULB
lamp wiring.
NOTE: The front side marker lamps are used only on vehicles manufactured for
domestic markets, while repeater lamps are used only on vehicles
manufactured for export markets. The service procedures for the bulbs of these
two unique lamps are the same.
Fig. 27: Identifying Side Marker/Repeater Lamp Bulb
1. Reach between the front wheel flare (3) and the front tire above the front bumper (2) to access the back of
the lamp (1).
2. Align the base of the bulb with the lamp socket (4).
4. Align the socket and bulb with the keyed opening on the back of the lamp.
LAMP
NOTE: The following procedure applies to either the front side marker lamps used on
vehicles manufactured for the domestic market or to the repeater lamps used
on vehicles manufactured for the export market. Although the lamps and bulbs
are unique, the service procedures are the same.
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Fig. 28: Front Side Marker/Repeater Lamp
1. Position the front side marker/repeater lamp (4) into the lamp seat in the front fender flare reinforcement
bracket (5). Be certain that the integral hook feature on the lamp housing is engaged in the slot on one
side of the seat and that the two integral latch features on the lamp housing are fully engaged.
2. Reassemble and reinstall the front fender flare (6), reinforcement bracket, wheel liner (2) and side
marker/repeater lamp to the vehicle as a unit. Refer to Body/Exterior/MOLDING Installation .
3. Reconnect the ends of the jumper wire harness (3) to the front side marker/repeater lamp bulb socket and
to the engine wire harness.
LAMP, TAIL STOP TURN
REMOVAL
BULB DOMESTIC
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Fig. 29: Identifying Rear Lamp Bulb Domestic
NOTE: The domestic rear lamp unit (1) contains two bulbs. They are: backup (3) and
park/stop/turn signal/rear side marker (2). The service procedures for each bulb
are the same, only the bulb sizes and types may differ.
2. Remove the rear lamp unit (1) from the rear body sheet metal. See Electrical/Lamps/Lighting
Exterior/LAMP, Tail Stop Turn Removal.
3. Firmly grasp the appropriate bulb socket (2 or 3) on the back of the rear lamp unit housing and rotate it
counterclockwise about 30 degrees to unlock it.
BULB EXPORT
Fig. 30: Identifying Rear Lamp Bulb (Export)
NOTE: The export rear lamp unit (1) contains three bulbs. They are: park/stop (2),
backup (4), and turn signal (3). The service procedures for each bulb are the
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same, only the bulb sizes and types may differ.
2. Remove the rear lamp unit (1) from the rear body sheet metal. See Electrical/Lamps/Lighting
Exterior/LAMP, Tail Stop Turn Removal.
3. Firmly grasp the appropriate bulb socket (2, 3 or 4) on the back of the rear lamp unit housing and rotate it
LAMP
Fig. 31: Identifying Rear Lamp Unit
2. Remove the two screws (3) from the inboard side of the lamp lens that secure the rear lamp unit (4) to the
two spring nuts (2) in the rear body sheet metal.
3. Pull the outboard side of the rear lamp unit inboard far enough to disengage the two tabs on the back of
the lamp housing from the edge of the lamp opening in the rear body sheet metal.
4. Pull the lamp away from the vehicle far enough to access and disconnect the body wire harness
connectors (1) from the bulb socket pigtail wire connector on the back of the lamp housing.
INSTALLATION
BULB DOMESTIC
lamp wiring.
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Fig. 32: Identifying Rear Lamp Bulb Domestic
NOTE: The domestic rear lamp unit (1) contains two bulbs. They are: backup (3) and
park/stop/turn signal/rear side marker (2). The service procedures for each bulb
are the same, only the bulb sizes and types may differ.
1. Align the base of the bulb with the appropriate lamp socket (2 or 3).
3. Align the socket and bulb with the keyed opening on the back of the rear lamp unit (1) housing.
6. Reinstall the rear lamp unit onto the rear body sheet metal. See Electrical/Lamps/Lighting
Exterior/LAMP, Tail Stop Turn Installation.
BULB EXPORT
lamp wiring.
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Fig. 33: Identifying Rear Lamp Bulb (Export)
NOTE: The export rear lamp unit (1) contains three bulbs. They are: park/stop (2),
backup (4), and turn signal (3). The service procedures for each bulb are the
same, only the bulb sizes and types may differ.
1. Align the base of the bulb with the appropriate lamp socket (2, 3 or 4).
3. Align the socket and bulb with the keyed opening on the back of the rear lamp unit (1) housing.
6. Reinstall the rear lamp unit onto the rear body sheet metal. See Electrical/Lamps/Lighting
Exterior/LAMP, Tail Stop Turn Installation.
LAMP
1. Check to be certain that the two spring nuts (2) are in good condition and properly installed in the rear
body sheet metal.
2. Position the rear lamp unit (4) to the lamp opening of the rear body sheet metal.
3. Reconnect the body wire harness connector (1) to the bulb socket pigtail wire connector on the back of
the lamp housing.
4. Engage the two tabs on the back of the lamp housing with the outboard edge of the lamp opening in the
rear body sheet metal.
5. Align the mounting holes on the inboard side of the lamp to the two spring nuts.
6. Install and tighten the two screws (3) that secure the inboard side of the rear lamp unit to the body sheet
metal. Tighten the screws to 1.5 N.m (15 in. lbs.).
LAMP, UNDERHOOD
REMOVAL
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BULB
Fig. 35: Underhood Lamp
2. Insert a small flat bladed tool in the access slot between the underhood lamp housing (1) and the lamp
lens (2).
3. Gently pry the lens until it unsnaps from the lamp housing.
Fig. 36: Underhood Lamp Bulb Holder
4. Depress the bulb holder (2) inward far enough to disengage the terminal loops (3) of the bulb (1) and
remove the bulb from the lamp housing (4).
LAMP
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Fig. 37: Identifying Underhood Lamp
2. Disconnect the headlamp and dash wire harness connector (4) from the underhood lamp (3) connector
receptacle.
3. Remove the bulb from the underhood lamp. See Electrical/Lamps/Lighting Exterior/LAMP,
Underhood Removal.
4. Remove the push pin type blind rivet (2) from within the lamp housing that secures the underhood lamp
mounting bracket to the inner hood panel reinforcement (1).
5. Remove the underhood lamp and bracket from the inner hood panel as a unit.
INSTALLATION
BULB
lamp wiring.
Fig. 38: Underhood Lamp Bulb Holder
1. Engage one of the terminal loops (3) of the bulb (1) over the bulb holder closest to the connector
receptacle of the underhood lamp housing (4).
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2. Depress the other bulb holder (2) inward far enough to engage the remaining bulb terminal loop.
Fig. 39: Underhood Lamp
3. Position the lens (2) over the lamp housing and use hand pressure to press the lens firmly and evenly onto
the housing until it snaps into place.
LAMP
Fig. 40: Identifying Underhood Lamp
1. Position the underhood lamp and bracket (3) to the underside of the inner hood panel reinforcement (1) as
a unit. Be certain that the locating tab on the lamp bracket is engaged into the locating hole in the inner
hood panel reinforcement.
2. Install the push pin type blind rivet (2) that secures the underhood lamp to the inner hood panel
reinforcement.
3. Reinstall the underhood lamp bulb and lens. See Electrical/Lamps/Lighting Exterior/LAMP,
Underhood Installation.
4. Reconnect the headlamp and dash wire harness connector (4) to the underhood lamp connector
receptacle.
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MOTOR, HEADLAMP LEVELING
DESCRIPTION
DESCRIPTION
Fig. 41: Identifying Headlamp Leveling Motor Components
The headlamp leveling motor (1) is located on the engine compartment side of the front end module carrier
behind each headlamp unit on vehicles equipped with the headlamp leveling system, which is available only in
certain markets where it is required equipment. The motor is encased within a molded plastic housing and is
secured by an integral wedgetype mounting boss (2) to a keyed flange on the front end module carrier.
The outside of the motor housing features an integral molded connector (4) on its lower rearward surface and a
plastic pushrod with a ball formation (3) on its free end extends from the motor mounting boss. Within the
motor housing is a 12volt Direct Current (DC) servo motor, an electronic controller board that includes the
motor logic circuits, and an integral screwdrive transmission. The headlamp leveling motor is connected to the
vehicle electrical system through a dedicated take out and connector of the headlamp wire harness.
The motor cannot be repaired and, if ineffective or damaged, it must be replaced.
OPERATION
OPERATION
The controller board and logic circuitry of the headlamp leveling motor control motor operation based upon a
voltage signal input received from the Totally Integrated Power Module (TIPM). The TIPM uses electronic
messages received over the Controller Area Network (CAN) data bus from the ElectroMechanical Instrument
Cluster (EMIC) (also known as the Cab Compartment Node/CCN) to determine the correct voltage signal to
provide the leveling motor, while the EMIC uses electronic messages received over the Local Interface
Network (LIN) data bus from the instrument panel switch pod to monitor the headlamp leveling switch
selection.
The headlamp leveling motors have a path to ground at all times. The headlamp leveling motors operate on
battery voltage received through the headlamp low beam feed circuits so that the system will only operate when
the headlamp low beams are turned ON. When the motor is energized it will extend or retract the motor
pushrod through an integral screwdrive transmission. The ball on the end of the pushrod is snapped into a
socket on one end of a molded plastic spacer. The other end of the spacer snaps into a receptacle in the molded
plastic headlamp mounting collar for the headlamp unit on the face of the front end module carrier. The
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headlamp then moves vertically as the pushrod is extended or retracted, changing the angle at which light is
projected from the headlamps.
The hard wired circuits for the headlamp leveling motors may be diagnosed using conventional diagnostic tools
and procedures. Refer to the appropriate SYSTEM WIRING DIAGRAMS article(s). However, conventional
diagnostic methods will not prove conclusive in the diagnosis of the active electronic elements within the
headlamp leveling motors or the electronic controls and communication between other modules and devices
that provide some features of the headlamp leveling system. The most reliable, efficient, and accurate means to
diagnose the headlamp leveling motor or the electronic controls and communication related to headlamp
leveling system operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic
information.
REMOVAL
REMOVAL
Fig. 42: Identifying Headlamp Leveling Motor, Front End Module Carrier, Spacer and Mounting Collar
2. For the left side only, remove the horn from the back of the front end module carrier if necessary for
access to the left headlamp leveling motor. Refer to Electrical/Horn/HORN Removal .
3. For the right side only, remove the engine air filter housing if necessary for access to the right headlamp
leveling motor. Refer to Engine/Air Intake System/BODY, Air Cleaner Removal .
4. Disconnect the engine compartment wire harness connector from the headlamp leveling motor (1)
connector receptacle.
5. Rotate the headlamp leveling motor on the back of the front end module carrier (2) (clockwise for the
right motor, or counterclockwise for the left motor) about 30 degrees.
6. Grasp the motor firmly with one hand and pull sharply and quickly straight rearward to unsnap the ball
on the end of the motor pushrod from the socket on the spacer (3).
7. Remove the headlamp leveling motor from the engine compartment.
NOTE: The spacer and the headlamp mounting collar (4) cannot be repaired. If
the spacer or collar break or if the spacer becomes disengaged from the
collar before the leveling motor pushrod disengages the spacer, both the
spacer and the mounting collar will also require replacement.
INSTALLATION
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INSTALLATION
Fig. 43: Identifying Headlamp Leveling Motor, Front End Module Carrier, Spacer and Mounting Collar
1. Position the headlamp leveling motor (1) and pushrod to the mounting boss on the back of the front end
module carrier (2).
2. Align the ball on the end of the leveling motor pushrod with the socket in the spacer (3).
3. While stabilizing the headlamp from the face of the front end module carrier with one hand, firmly and
steadily push the headlamp leveling motor pushrod straight into the spacer to snap the ball on the pushrod
into the socket end of the spacer.
4. Insert the mounting flange of the headlamp leveling motor into the mounting boss on the front end
module carrier until the motor is firmly seated.
5. Rotate the headlamp leveling motor (counterclockwise for the right motor, or clockwise for the left
motor) about 30 degrees to lock it into place.
6. Reconnect the engine compartment wire harness connector to the headlamp leveling motor connector
receptacle.
7. For the right side only, reinstall the engine air filter housing if it was removed for access to the right
headlamp leveling motor. Refer to Engine/Air Intake System/BODY, Air Cleaner Installation .
8. For the left side only, reinstall the horn onto the back of the front end module carrier if it was removed for
access to the left headlamp leveling motor. Refer to Electrical/Horn/HORN Installation .
NOTE: The spacer and the headlamp mounting collar (4) cannot be repaired. If
the spacer or collar break or if the spacer becomes disengaged from the
collar before the leveling motor pushrod engages the spacer, both the
spacer and the mounting collar will also require replacement.
SWITCH, BACKUP LAMP
DESCRIPTION
DESCRIPTION
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Fig. 44: Backup Lamp Switch Typical
Vehicles equipped with a manual transmission (1) have a normally open, springloaded plunger type backup
lamp switch (2). Vehicles with an optional electronic automatic transmission have a Transmission Range Sensor
(TRS) that is used to perform several functions, including that of the backup lamp switch. The TRS is described
in further detail elsewhere in this article. Refer to the service and diagnostic information for the automatic
transmission type installed in the vehicle.
The backup lamp switch is located in a threaded hole on the side of the manual transmission housing. The
switch has a threaded body and a hex formation near the plunger end of the switch. An integral connector
receptacle at the end of the switch opposite the plunger connects the switch to the vehicle electrical system
through a take out and connector of the engine wire harness. When installed, only the switch connector and the
hex formation are visible on the outside of the transmission housing.
The backup lamp switch cannot be adjusted or repaired and, if ineffective or damaged, the entire switch unit
must be replaced.
OPERATION
OPERATION
The backup lamp switch controls a path to ground for the Totally Integrated Power Module (TIPM) on the
reverse switch signal circuit. The TIPM reads this input through an internal pullup, then controls an output
through a high side driver that regulates the flow of battery voltage to the backup lamp bulbs as appropriate on
the backup lamp feed circuit. The switch plunger is mechanically actuated by the gearshift mechanism within
the transmission, which will depress the switch plunger and close the switch contacts whenever the REVERSE
gear has been selected. The switch receives ground at all times through a take out and eyelet terminal of the
engine wire harness that is secured by a nut to a ground stud on the body sheet metal within the engine
compartment of the vehicle.
The backup lamp switch as well as the hard wired inputs and outputs of the switch may be diagnosed using
conventional diagnostic tools and procedures. Refer to the appropriate SYSTEM WIRING DIAGRAMS
article(s).
BACKUP LAMP SWITCH
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3. Locate and disconnect the engine wire harness connector from the backup lamp switch connector
receptacle.
4. Check for continuity between the two terminal pins in the backup lamp switch connector receptacle.
a. With the gear selector lever in the REVERSE position, there should be continuity.
b. With the gear selector lever in any position other than REVERSE, there should be no continuity.
5. If the switch fails either of these two continuity tests, replace the ineffective backup lamp switch.
SWITCH, HAZARD WARNING
DESCRIPTION
DESCRIPTION
Fig. 45: Instrument Panel Switch Pod
The hazard switch (3) is integral to the instrument panel switch pod (1), which is secured to the instrument
panel center bezel just below the heater and air conditioner controls. A red, stencillike International Control
and Display Symbol icon for Hazard Warning identifies the hazard switch button. The remainder of the
hazard switch circuitry is concealed within the instrument panel switch pod.
The hazard switch button has panel lamps dimmer controlled illumination for night visibility. The switch button
unlatches to a slightly raised position when the hazard warning system is activated and the icon on the switch
button will illuminate at an increased intensity while the turn signals and turn signal indicators are flashing. The
switch button latches to a lowered position flush with the other push buttons in the switch pod when the hazard
warning is deactivated.
All of the circuitry and components of the hazard switch are contained within a molded black plastic instrument
panel switch pod housing. A single connector receptacle is integral to the back of the switch pod housing. The
switch is connected to the vehicle electrical system through a dedicated take out and connector of the
instrument panel wire harness.
The hazard switch cannot be adjusted or repaired and, if ineffective or damaged, the entire instrument panel
switch pod unit must be replaced. Refer to Electrical/Instrument Cluster/POD, Switch Removal .
OPERATION
OPERATION
The status of the hazard switch is continually monitored by the circuitry within the instrument panel switch
pod. The switch pod receives battery voltage at all times on a fused battery feed circuit, and a path to ground at
all times through the instrument panel wire harness. The only other inputs to the switch pod consists of
electronic communication with the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab
Compartment Node/CCN) over the single wire Local Interface Network (LIN) data bus.
Whenever the hazard switch is in its unlatched and raised position, the hazard warning system is selected and
the switch pod circuitry sends a hard wired output to the Totally Integrated Power Module (TIPM) over the
CAN data bus. When the TIPM receives a hazard switch input it then controls hazard warning system operation
and flash rate by controlling battery voltage outputs through high side drivers on the right and left turn signal
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feed circuits. The TIPM also sends the appropriate electronic messages back to the EMIC to control the
illumination and flash rate of the right and left turn signal indicators, as well as to control the click rate of an
electromechanical relay soldered onto the EMIC electronic circuit board that emulates the sound emitted by a
conventional hazard warning flasher. The EMIC then sends messages back to the switch pod to control the
illumination of the hazard switch push button.
The hard wired circuits for the instrument panel switch pod may be diagnosed using conventional diagnostic
tools and procedures. Refer to the appropriate SYSTEM WIRING DIAGRAMS article(s). However,
conventional diagnostic methods will not prove conclusive in the diagnosis of the hazard warning switch or the
electronic controls and communication between other modules and devices that provide some features of the
hazard warning system. The most reliable, efficient, and accurate means to diagnose the hazard switch or the
electronic controls and communication related to hazard warning system operation requires the use of a
diagnostic scan tool. Refer to the appropriate diagnostic information.
SWITCH, HEADLAMP LEVELING
DESCRIPTION
DESCRIPTION
Fig. 46: Identifying Headlamp Leveling Switch
The headlamp leveling switch (2) is used only on vehicles manufactured for certain markets where the
headlamp leveling system is required. The headlamp leveling switch is integral to the switch pod (1) on the
instrument panel. A stencillike International Control and Display Symbol icon for Headlamp Levelling
Control identifies the headlamp leveling switch button. The switch push button is also marked with the
numbers 0 , 1 , 2 , and 3 , which indicates each of the four headlamp leveling positions. Each higher number
represents a lower aiming position of the headlamp beam relative to the road surface.
The headlamp leveling switch button has panel lamps dimmer controlled illumination for night visibility. The
switch button also features a jewel like Light Emitting Diode (LED) indicator adjacent to the numbers 1 , 2 ,
and 3 . The appropriate LED is illuminated when that headlamp position is currently selected. The momentary
switch push button is operated by depressing, then releasing the top or bottom of the button in a rocker manner
to enable the selection of a sequentially higher or lower position with each button press.
All of the circuitry and components of the headlamp leveling switch are contained within a molded black
plastic instrument panel switch pod housing. A single connector receptacle is integral to the back of the switch
pod housing. The switch is connected to the vehicle electrical system through a dedicated take out and
connector of the instrument panel wire harness.
The headlamp leveling switch cannot be adjusted or repaired and, if ineffective or damaged, the entire
instrument panel switch pod unit must be replaced. Refer to Electrical/Instrument Cluster/POD, Switch
Removal .
OPERATION
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OPERATION
The status of the headlamp leveling switch is continually monitored by the circuitry within the instrument panel
switch pod. The switch pod receives battery voltage at all times on a fused battery feed circuit, and a path to
ground at all times through the instrument panel wire harness. The only other inputs to and outputs from the
switch pod consist of electronic communication with the ElectroMechanical Instrument Cluster (EMIC) (also
known as the Cab Compartment Node/CCN) over the single wire Local Interface Network (LIN) data bus.
Whenever the headlamp leveling switch push button is depressed the switch pod circuitry sends an electronic
select status up or select status down message input to the EMIC over the LIN data bus. The EMIC then sends
the appropriate electronic select request up or select request down message to the TIPM over the CAN data
bus.
The TIPM responds to these messages by providing a voltage output to the headlamp leveling motors through
high side drivers on the headlamp leveling motor right and left signal circuits to move the headlamp reflectors
to the selected position based upon the voltage input received from the TIPM. The TIPM also sends the
appropriate electronic messages back to the EMIC and the EMIC relays the messages back to the switch pod to
control the illumination of the 1 , 2 , or 3 Light Emitting Diode (LED) selected position indicator in the leveling
switch button. The EMIC and TIPM logic will only allow the headlamp leveling system to operate while the
ignition switch is in the ON position and the exterior lighting is turned ON.
The hard wired circuits for the instrument panel switch pod may be diagnosed using conventional diagnostic
conventional diagnostic methods will not prove conclusive in the diagnosis of the headlamp leveling switch or
the electronic controls and communication between other modules and devices that provide some features of
the headlamp leveling system. The most reliable, efficient, and accurate means to diagnose the headlamp
leveling switch or the electronic controls and communication related to headlamp leveling system operation
SWITCH, MULTIFUNCTION, LEFT
DESCRIPTION
DESCRIPTION
Fig. 47: Left MultiFunction Switch
The left (lighting) multifunction switch is located on the left side of the steering column, just below the
steering wheel. This switch is the primary control for the interior and exterior lighting systems. The only visible
components of the switch are the control stalk (2), control knob (1) and control sleeve (3) that extend through
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the steering column shrouds on the left side of the column. The remainder of the switch including its mounting
provisions, its electrical connection, and the turn signal cancel actuator are concealed beneath the shrouds.
Fig. 48: Steering Control Module
The switch housing (2) and controls (1) are constructed of molded black plastic. Each of the switch controls has
white International Control and Display Symbol graphics applied to it, which clearly identify its many
functions. A single screw (7) through a mounting tab integral to the back of the switch housing, and a slide tab
integral to the bottom of the switch housing secure the switch to the mounting bracket integral to the
clockspring (3).
The Steering Control Module (SCM) is internal to the switch housing. The switch outputs are internally
connected directly to the SCM. A single connector receptacle containing seven terminal pins is integral to the
inboard end of the switch housing and connects the right multifunction switch (6) through a jumper wire
harness (5) directly to the SCM. An integral connector receptacle on the back of the switch housing connects
the SCM to the vehicle electrical system through a dedicated take out and connector of the instrument panel
wire harness.
The left multifunction switch provides the vehicle operator with a control interface for the following exterior
lighting system functions:
Front Fog Lamps For vehicles so equipped, the left multifunction switch control knob provides detent
switching for the optional front fog lamps.
Headlamps The left multifunction switch control knob provides detent switching for the headlamps.
Headlamp Beam Selection The left multifunction switch control stalk provides detent switching for
selection of the headlamp high or low beams.
Headlamp Optical Horn The left multifunction switch control stalk includes momentary switching of
the headlamp high beam circuits to provide an optical horn feature (sometimes referred to as flashto
pass), which allows the vehicle operator to momentarily flash the headlamp high beams as an optical
signalling device.
Park Lamps The left multifunction switch control knob provides detent switching for the park lamps.
Rear Fog Lamps For vehicles so equipped, the left multifunction switch control knob provides detent
switching for the optional rear fog lamps. Rear fog lamps are optional only for vehicles manufactured for
certain markets, where they are required.
Turn Signal Control The left multifunction switch control stalk provides both momentary nondetent
switching and detent switching with automatic cancellation for both the left and right turn signal lamps.
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The left multifunction switch also provides the vehicle operator with a control interface for the following
interior lighting functions:
Interior Lamps Defeat The left multifunction switch control ring provides detent switching to
DEFEAT the illumination of all interior courtesy lamps when a door, the rear flipup glass, or the liftgate
are opened.
Interior Lamps On The left multifunction switch control ring provides detent switching to
simultaneously illuminate all interior courtesy lamps.
Panel Lamps Dimming The left multifunction switch control ring provides simultaneous adjustable
control of the illumination intensity of all instrument panel lighting at one of five available illumination
intensity levels.
Parade Mode The left multifunction switch control ring provides detent switching for a PARADE
mode that maximizes the illumination intensity of all instrument panel lighting for visibility when driving
in daylight with the exterior lamps turned ON.
The left multifunction switch cannot be adjusted or repaired. If any function of the switch is ineffective, or if
the switch is damaged, the entire switch unit must be replaced. The clockspring (with the multifunction switch
mounting bracket), the left multifunction switch (with the SCM), the right multifunction switch and the
jumper wire harness are each available for separate service replacement.
OPERATION
OPERATION
The left (lighting) multifunction switch uses resistor multiplexing to control the many functions and features it
provides using a minimal number of hard wired circuits. The switch receives clean grounds from the Steering
Control Module (SCM), then provides resistor multiplexed return outputs to the SCM to indicate the selected
switch positions. The SCM then sends electronic switch status messages over a Local Interface Network (LIN)
data bus to the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment
Node/CCN), and the EMIC relays electronic switch request messages over the Controller Area Network
(CAN) data bus to other electronic modules in the vehicle.
If the SCM detects no inputs from the left multifunction switch, it transmits an electronic Signal Not
Available (SNA) status message over the LIN data bus. The SNA status signals the EMIC to request other
electronic modules to implement a failsafe mode of operation for the exterior lighting systems. The failsafe
mode automatically turns the exterior lighting ON when the ignition switch is in the ON position, and OFF
when the ignition switch is in the OFF position.
The hard wired inputs and outputs of the left multifunction switch and SCM may be diagnosed using
article(s). However, the most reliable, efficient and accurate means to diagnose this component requires the use
of a diagnostic scan tool. Refer to the appropriate diagnostic information.
EXTERIOR LIGHTING
Following are descriptions of how the left multifunction switch is operated to control the many exterior
lighting functions and features it provides:
Front Fog Lamps The optional front fog lamps are requested when the left multifunction switch
control knob is pulled outward to the front fog lamps detent position. The SCM reads the resistor
multiplexed input from the left multifunction switch and sends an electronic exterior lighting switch
status message over the LIN data bus to the EMIC, which relays an electronic exterior lighting switch
request message over the CAN data bus to other electronic modules in the vehicle. The switch control
knob incorporates an internal cam mechanism that will only allow the front fog lamps to be selected
while the headlamp ON position is also selected, and will automatically move the control knob to the
front fog lamps OFF position when the control knob is rotated to deselect the headlamps.
Headlamps The headlamps are requested when the left multifunction switch control knob is rotated to
the headlamps ON detent position. The SCM reads the resistor multiplexed input from the left multi
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function switch and sends an electronic exterior lighting switch status message over the LIN data bus to
the EMIC, which relays an electronic exterior lighting switch request message over the CAN data bus
to other electronic modules in the vehicle.
Headlamp Beam Selection The headlamp high beams are selected when the left multifunction switch
control stalk is pushed forward to the high beam selection detent position. The low beams are selected
when the control stalk is pulled rearward to the low beam selection detent position. The SCM reads the
resistor multiplexed input from the left multifunction switch and sends an electronic beam select switch
status message over the LIN data bus to the EMIC, which relays an electronic beam select switch
request message over the CAN data bus to other electronic modules in the vehicle.
Headlamp Optical Horn The headlamp optical horn is selected each time the left multifunction
switch control stalk is pulled fully rearward to a momentary position. The headlamp high beams will
remain illuminated for as long as the control stalk is held in this momentary position and the low beams
will be restored when the control stalk is released. The SCM reads the resistor multiplexed input from the
left multifunction switch and sends an electronic beam select switch status message over the LIN data
bus to the EMIC, which relays an electronic beam select switch request message over the CAN data bus
Park Lamps The headlamps are requested when the left multifunction switch control knob is rotated
to the park lamps ON detent position. The SCM reads the resistor multiplexed input from the left multi
function switch and sends an electronic exterior lighting switch status message over the LIN data bus to
the EMIC, which relays an electronic exterior lighting switch request message over the CAN data bus
Rear Fog Lamps The optional rear fog lamps are requested when the left multifunction switch control
knob is pulled outward to the front fog lamps detent position and then rotated to the rear fog lamps detent
position. The SCM reads the resistor multiplexed input from the left multifunction switch and sends an
electronic exterior lighting switch status message over the LIN data bus to the EMIC, which relays an
electronic exterior lighting switch request message over the CAN data bus to other electronic modules
in the vehicle. The switch control knob incorporates an internal cam mechanism that will only allow the
rear fog lamps to be selected while the front fog lamps ON position is also selected, and will
automatically move the control knob to the rear fog lamp OFF position when the control knob is pushed
in to deselect the front fog lamps.
Turn Signal Control The turn signals are requested when the left multifunction switch control stalk is
moved downward (left signal) or upward (right signal). The control stalk has a detent position in each
direction that provides turn signals with automatic cancellation, and an intermediate, momentary position
in each direction that automatically provides three turn signal blinks as a LANE CHANGE feature when
the control stalk is tapped or will energize the turn signals for as long as the control stalk is held in the
momentary position. When the control stalk is moved to a detent turn signal switch position, a cancel
actuator extends through an opening in the side of the clockspring case toward the center of the steering
column. A turn signal cancel cam that is integral to the clockspring rotor rotates with the steering wheel
and the cam lobes contact the cancel actuator when it is extended from the left multifunction switch.
When the steering wheel is rotated during a turning maneuver, one of the turn signal cancel cam lobes
will contact the turn signal cancel actuator. The cancel actuator latches against the cancel cam rotation in
the direction opposite that which is signaled. If the left turn signal detent is selected, the lobes of the
cancel cam will ratchet past the cancel actuator when the steering wheel is rotated to the left, but will
unlatch the cancel actuator as the steering wheel rotates to the right and returns to center, which will
cancel the turn signal event and release the control stalk from the detent so it returns to the neutral OFF
electronic exterior lighting switch status message over the LIN data bus to the EMIC, which relays an
electronic exterior lighting switch request message over the CAN data bus to other electronic modules
in the vehicle.
INTERIOR LIGHTING
Following are descriptions of the how the left multifunction switch is operated to control the many interior
lighting functions and features it provides:
Interior Lamps Defeat The interior lamps defeat feature is requested when the left multifunction
switch control sleeve is rotated to the interior lamps DEFEAT detent position. The SCM reads the resistor
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multiplexed input from the left multifunction switch and sends an electronic interior lighting switch
status message over the LIN data bus to the EMIC, which relays an electronic interior lighting switch
request message over the CAN data bus to other electronic modules in the vehicle.
Interior Lamps On The interior lamps ON feature is requested when the left multifunction switch
control sleeve is rotated to the interior lamps ON detent position. The SCM reads the resistor multiplexed
input from the left multifunction switch and sends an electronic interior lighting switch status message
over the LIN data bus to the EMIC, which relays an electronic interior lighting switch request message
over the CAN data bus to other electronic modules in the vehicle.
Panel Lamps Dimming The panel lamps dimming function is active only when the left multifunction
switch control knob is in any exterior lighting ON position. With the exterior lighting ON, the panel
lamps dimming level is requested when the left multifunction switch control sleeve is rotated to any one
of five minor detent positions. The SCM reads the resistor multiplexed input from the left multifunction
switch and sends an electronic interior lighting switch status message over the LIN data bus to the
EMIC, which relays an electronic interior lighting switch request message over the CAN data bus to
other electronic modules in the vehicle.
Parade Mode The PARADE (or funeral) mode is active only when the left multifunction switch
control knob is in any exterior lighting ON position. With the exterior lighting ON, the PARADE mode is
requested when the left multifunction switch control sleeve is rotated to the PARADE mode detent
electronic interior lighting switch status message over the LIN data bus to the EMIC, which relays an
electronic interior lighting switch request message over the CAN data bus to other electronic modules
in the vehicle.
REMOVAL
REMOVAL
Fig. 49: Identifying Left MultiFunction Switch, Screw & Clockspring
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2. Remove both the upper and lower shrouds from the steering column. Refer to Steering/Column
Removal .
3. Disconnect the instrument panel wire harness connector from the connector receptacle on the back of the
left multifunction switch.
4. Remove the screw (2) that secures the left multifunction switch (1) to the mounting bracket integral to
the left side of the clockspring (3) on the steering column.
5. Slide the switch away from the clockspring far enough to disengage the slide tabs on the switch housing
from the channel formations in the mounting bracket.
6. Disconnect the jumper wire harness connector from the connector receptacle on the inboard end of the
7. Remove the switch from the clockspring.
INSTALLATION
INSTALLATION
1. Position the left multifunction switch (1) close enough to the mounting bracket (3) integral to the left
side of the clockspring to reconnect the jumper wire harness connector to the connector receptacle on the
inboard side of the switch housing.
2. Align the slide tabs on the switch housing with the channel formations integral to the clockspring
mounting bracket, then slide the switch into the bracket until it is firmly seated.
3. Install and tighten the screw (2) that secures the mounting tab on the front of the left multifunction
switch to the mounting bracket on the clockspring. Tighten the screw to 1 N.m (10 in. lbs.).
4. Reconnect the instrument panel wire harness connector to the connector receptacle on the back of the
switch housing.
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5. Reinstall the upper and lower shrouds onto the steering column. Refer to Steering/Column Installation
.
SWITCH, PARKING BRAKE
DESCRIPTION
DESCRIPTION
Fig. 51: Park Brake Switch
The park brake switch (1) is located on the park brake lever mechanism on the floor panel transmission tunnel
below the center floor console. This switch includes a spadetype output terminal (2) that connects the switch to
the vehicle electrical system through a dedicated take out and connector of the instrument panel wire harness.
The output terminal is integral to the stationary contact within a molded plastic insulator. A locating tab (4) on
the insulator engages a slot in the park brake lever mechanism for positive switch location. External to the
insulator is a movable leaf contact (3) with an integral grounding lug on one end and an integral actuating lever
and follower on the opposite end. The switch is secured to and grounded by a single screw to the park brake
lever mechanism.
The park brake switch cannot be adjusted or repaired and, if ineffective or damaged, it must be replaced.
OPERATION
OPERATION
The park brake switch is a normally closed, mechanically actuated leaf contact switch that is operated by the
park brake lever mechanism. The switch is grounded through its mounting to the park brake lever mechanism
and provides a ground input to the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab
Compartment Node/CCN) on a park brake switch sense circuit whenever the park brake is applied, and opens
this circuit whenever the park brake is released. The park brake switch sense input to the EMIC is used for
control of the brake indicator and may also be used as a logic input for other electronic features in the vehicle.
The park brake switch as well as the hard wired inputs and outputs of the switch may be diagnosed using
article(s).
PARK BRAKE SWITCH
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NOTE: If the brake indicator stays ON with the ignition switch in the ON position and
the park brake released, or comes ON while driving, the brake system must be
diagnosed and repaired prior to performing the following tests. Refer to Brakes
Diagnosis and Testing . If no brake system problem is found, the following
procedures will help to locate a shorted or open park brake switch sense
circuit, or an ineffective park brake switch.
INDICATOR ILLUMINATES DURING BULB TEST, BUT DOES NOT WHEN PARK BRAKE APPLIED
1. Disconnect and isolate the battery negative cable. Disconnect the instrument panel wire harness
connector for the park brake switch from the switch terminal. Apply the parking brake. Check for
continuity between the park brake switch terminal and a good ground. There should be continuity. If OK,
go to 2. If not OK, replace the ineffective park brake switch.
2. Disconnect the instrument panel wire harness connector (Connector C2) for the instrument cluster from
the cluster connector receptacle. Check for continuity between the park brake switch sense circuit cavities
of the instrument panel wire harness connectors for the park brake switch and the instrument cluster.
There should be continuity. If not OK, repair the open park brake switch sense circuit between the park
brake switch and the instrument cluster as required.
INDICATOR REMAINS ILLUMINATED BRAKE SYSTEM CHECKS OK
1. Disconnect and isolate the battery negative cable. Disconnect the instrument panel wire harness
connector for the park brake switch from the switch terminal. Check for continuity between the terminal
of the park brake switch and a good ground. There should be no continuity with the park brake released,
and continuity with the park brake applied. If OK, go to 2. If not OK, replace the ineffective park brake
switch.
2. Disconnect the instrument panel wire harness connector (Connector C2) for the instrument cluster from
the cluster connector receptacle. Check for continuity between the park brake switch sense circuit cavity
of the connector for the park brake switch and a good ground. There should be no continuity. If not OK,
repair the shorted park brake switch sense circuit between the park brake switch and the instrument
cluster as required.
REMOVAL
REMOVAL
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Fig. 52: Removing/Installing Park Brake Switch
2. Remove the console from the floor panel transmission tunnel. Refer to Body/Interior/CONSOLE,
Center Removal .
3. Pull the parking brake lever upward to apply the parking brake.
4. Disconnect the instrument panel wire harness connector (1) from the terminal of the park brake switch (2)
located on the outboard side of the park brake lever mechanism.
5. Remove the screw (4) that secures the switch to the park brake lever bracket (3).
6. Remove the switch from the park brake lever bracket.
INSTALLATION
INSTALLATION
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Fig. 53: Removing/Installing Park Brake Switch
1. Position park brake switch (2) onto the inboard side of the park brake lever bracket (3). Be certain to
engage the locating pin on the side of the switch insulator into the locating slot in the lever bracket.
2. Install and tighten the screw (4) that secures the switch to the lever bracket. Tighten the screw to 2.5 N.m
(24 in. lbs.).
3. Reconnect the instrument panel wire harness connector (1) to the terminal of the switch.
4. Reinstall the console onto the floor panel transmission tunnel. Refer to Body/Interior/CONSOLE,
Center Installation .
6. Turn the ignition switch to the ON position and check for proper brake indicator operation with the
parking brake applied, then release the parking brake and check that the brake indicator extinguishes.
SWITCH, STOP LAMP
DESCRIPTION
DESCRIPTION
Fig. 54: Brake Lamp Switch
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The brake lamp switch (1) is a three circuit, springloaded plunger actuated switch that is secured to a stamped
metal brake lamp switch bracket on the instrument panel structural support armature near the brake pedal under
the instrument panel on the driver side of the vehicle. The molded plastic switch housing has an integral
connector receptacle (4) containing six terminal pins. The switch is connected to the vehicle electrical system
through a dedicated take out of the instrument panel wire harness.
The switch plunger (3) extends through a mounting collar (2) on one end of the switch housing. The plunger
has a telescoping selfadjustment feature that is activated after the switch is installed by pulling the brake pedal
upward to its normal atrest position. The telescoping plunger can be pulled outward from the switch housing to
repeat the selfadjustment procedure if necessary.
The brake lamp switch cannot be repaired. If the switch is damaged or ineffective it must be replaced with a
new unit.
OPERATION
OPERATION
The brake lamp switch controls three independent circuits. These circuits are described as follows:
Brake Lamp Switch Circuit A normally open brake lamp switch circuit receives a battery voltage
input, and supplies this battery voltage to the brake lamps and the Controller Antilock Brake (CAB) on a
brake lamp switch output circuit only when the brake pedal is depressed (brake lamp switch plunger
released).
Brake Lamp Switch Signal Circuit A normally closed brake lamp switch signal circuit receives a
direct path to ground, and supplies this ground input to the Powertrain Control Module (PCM) on a brake
lamp switch sense circuit only when the brake pedal is released (brake lamp switch plunger is depressed).
Speed Control Circuit A normally closed speed control circuit receives a battery voltage input from
the PCM on a speed control supply circuit, and supplies this battery voltage to the speed control servo
solenoids (dump, vacuum, and vent) on a speed control brake switch output circuit only when the speed
control system is turned ON and the brake pedal is released (brake lamp switch plunger is depressed).
The brake lamp switch as well as the hard wired inputs and outputs of the switch may be diagnosed using
article(s).
BRAKE LAMP SWITCH
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Fig. 55: Late Production
2. Disconnect the wire harness connector from the brake lamp switch.
3. Using an ohmmeter, perform the continuity tests at the terminal pins (1) in the brake lamp switch
connector receptacle as shown in the Brake Lamp Switch Tests table.
4. If the switch fails any of the continuity tests, replace the ineffective brake lamp switch as required.
BRAKE LAMP SWITCH TESTS
PLUNGER POSITION (2) CONTINUITY BETWEEN
Released (Extended) Pins 1 and 2
Compressed (Depressed) Pins 3 and 4, 5 and 6
REMOVAL
REMOVAL
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2. Remove the steering column opening cover from the instrument panel (2). Refer to Body/Instrument
Panel/COVER, Steering Column Opening Removal .
3. Depress and hold the brake pedal in the depressed position.
4. Rotate the brake lamp switch housing (4) counterclockwise about 30 degrees to align the tabs on the
switch locking collar with the keyed hole in the brake lamp switch mounting bracket (3).
5. Pull the switch straight back from the keyed hole to remove it from the bracket.
6. Release the brake pedal.
7. Disconnect the wire harness connector (1) from the brake lamp switch.
INSTALLATION
INSTALLATION
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1. Be certain that the brake lamp switch (4) plunger is pulled all the way out of the switch housing to its
fully extended position.
2. Reconnect the wire harness connector (1) to the connector receptacle on the switch.
4. Align the tabs on the brake lamp switch locking collar with the keyed hole in the brake lamp switch
mounting bracket (3).
5. Insert the tab on the brake lamp switch locking collar through the keyed hole in the mounting bracket
until the switch housing is firmly seated against the bracket.
6. Rotate the switch housing clockwise about 30 degrees to engage the tabs on the locking collar with the
mounting bracket.
CAUTION: Brake booster damage may occur if the brake pedal pull exceeds about 9
kilograms (20 pounds).
7. Release the brake pedal. Then pull the pedal lightly upward to its normal atrest position. The pedal will
set the plunger to the correct position as the pedal pushes the plunger into the switch housing. The switch
plunger will make a light audible ratcheting noise as it selfadjusts.
8. Reinstall the steering column opening cover onto the instrument panel (2). Refer to Body/Instrument
Panel/COVER, Steering Column Opening Installation .
ADJUSTMENTS
ADJUSTMENTS
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2. Remove the steering column opening cover from the instrument panel. Refer to Body/Instrument
4. Pull the brake lamp switch plunger all the way out of the switch housing to its fully extended position.
CAUTION: Brake booster damage may occur if the brake pedal pull exceeds about 9
kilograms (20 pounds).
5. Release the brake pedal. Then pull the pedal lightly upward to its normal atrest position. The pedal will
set the plunger to the correct position as the pedal pushes the plunger into the switch housing. The switch
plunger will make a light audible ratcheting noise as it selfadjusts.
6. Reinstall the steering column opening cover onto the instrument panel. Refer to Body/Instrument
UNIT, HEADLAMP
STANDARD PROCEDURE
HEADLAMP UNIT MOISTURE CLEARING
Some occasional moisture accumulation inside a vented headlamp unit is normal and appears as a fogging on
the inside of the lamp lens, similar to the fog that sometimes appears on the inside of a windshield. This
condition is caused by rapidly changing temperature and humidity levels between the air internal and external
to the lamp, and will usually dissipate once the temperature and humidity conditions have been allowed to
stabilize. Accelerated removal of such moisture may be accomplished by activating the headlamps on HIGH
beam for about 15 minutes.
However, water droplets larger than 1 millimeter (0.039 inch) in size accumulated on the inside of the lamp
lens, water droplets visible on most internal lamp surfaces or large quantities of water within the lamp indicates
a problem with the lamp sealing that has allowed excessive amounts of water to enter the lamp. Once such
excessive moisture has entered the lamp, it will always be present and will never disappear. A lamp with
permanent internal moisture should be replaced.
REMOVAL
BULB HEADLAMP DOMESTIC
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Fig. 58: Identifying Headlamp Bulb (Domestic)
2. Remove the headlamp unit (1) from the mounting collar (3). See Electrical/Lamps/Lighting
Exterior/UNIT, Headlamp Removal.
3. Using the tabs on each side of the headlamp bulb connector receptacle (2), firmly grasp the bulb base and
rotate it counterclockwise about 30 degrees to unlock it.
4. Pull the bulb and base straight out from the keyed opening in the headlamp unit.
BULB HEADLAMP EXPORT
Fig. 59: Identifying Headlamp Bulb (Export)
3. Remove the rubber headlamp boot seal (2) from the back of the headlamp housing and the headlamp bulb
base (4).
4. Removal of the boot seal from the headlamp unit housing will reveal the wire retainer for the headlamp
bulb.
5. Pinch the two ends of the wire retainer together and disengage them from the hooks that secure them
against the bulb flange on the headlamp housing.
6. Pivot the wire retainer up off of the flange of the headlamp bulb base and out of the way.
7. Pull the bulb straight out of the keyed opening in the headlamp housing.
BULB POSITION LAMP
markets. Vehicles manufactured for domestic markets do not have a position
lamp bulb, socket or wiring provided in the headlamp unit.
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3. Firmly grasp the position lamp socket (5) and pull it straight out of the rubber grommet in the headlamp
unit housing.
4. Rotate the bulb counterclockwise about 30 degrees to unlock it from the socket.
5. Pull the bulb straight out of the socket.
LAMP DOMESTIC
Fig. 61: Removing/Installing Headlamp Unit (Domestic)
2. Remove the grille panel from the front of the vehicle. Refer to Body/Exterior/GRILLE Removal .
3. Remove the four screws (4) that secure the retainer (3) and the headlamp unit (2) to the mounting collar
(1) on the face of the front end module carrier.
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4. Pull the retainer and the headlamp unit away from the front of the vehicle far enough to access the wiring
connection on the back of the lamp housing.
5. Disconnect the engine compartment wire harness connector from the headlamp bulb connector
receptacle.
6. Remove the headlamp unit from the vehicle.
LAMP EXPORT
Fig. 62: Removing/Installing Headlamp Unit (Export)
2. Remove the grille panel from the front of the vehicle. Refer to Body/Exterior/GRILLE Removal .
3. Remove the four screws (4) that secure the retainer (3) and the headlamp unit (2) to the mounting collar
(1) on the face of the front end module carrier.
4. Pull the retainer and the headlamp unit away from the front of the vehicle far enough to access the wiring
connection on the back of the lamp housing.
5. Disconnect the engine compartment wire harness connectors from the headlamp bulb connector
receptacle and from the position lamp bulb pigtail connector (5).
6. Remove the headlamp unit from the vehicle.
INSTALLATION
BULB HEADLAMP DOMESTIC
lamp wiring.
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Fig. 63: Identifying Headlamp Bulb (Domestic)
1. Align the headlamp bulb base (2) with the keyed opening on the back of the headlamp unit (1).
2. Insert the bulb and base into the headlamp until the base is firmly seated.
3. Using the tabs on each side of the connector receptacle, rotate the bulb base clockwise about 30 degrees
to lock it into place.
4. Reinstall the headlamp unit (1) into the mounting collar (3). See Electrical/Lamps/Lighting
Exterior/UNIT, Headlamp Installation.
BULB HEADLAMP EXPORT
lamp wiring.
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1. Insert the headlamp bulb (4) into the keyed opening in the headlamp unit housing (1).
2. Be certain the bulb is fully seated in the headlamp, then pivot the wire bulb retainer back over the bulb
flange.
3. Pinch the two ends of the wire bulb retainer together and engage them under the hooks to secure them
against the flange of the headlamp bulb.
4. Position the center openings of the rubber boot seal (2) over the base of the headlamp bulb and engage it
fully over the bulb base.
5. Position the outer circumference of the boot seal over the flange on the back of the headlamp unit
housing and pull it down around the circumference housing flange until it is fully engaged.
6. Reinstall the headlamp unit into the mounting collar (3). See Electrical/Lamps/Lighting
BULB POSITION LAMP
lamp wiring.
markets. Vehicles manufactured for domestic markets do not have a position
lamp bulb, socket or wiring provided in the headlamp unit.
1. Align the base of the bulb with the position lamp bulb socket (5).
3. Rotate the bulb clockwise about 30 degrees to lock it into place.
4. Align the socket and bulb with the opening near the bottom of the headlamp unit housing (1).
5. Push the socket and bulb straight into the rubber grommet in the housing until the socket is firmly seated.
6. Reinstall the headlamp unit into the mounting collar (3). See Electrical/Lamps/Lighting
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LAMP DOMESTIC
Fig. 66: Removing/Installing Headlamp Unit (Domestic)
1. Position the headlamp unit (2) close enough to the front of the vehicle to reconnect the engine
compartment wire harness connector to the headlamp bulb connector receptacle.
2. Position the headlamp unit by aligning and engaging the index tabs on the back of the lamp with the
depressions in the mounting collar (1) on the face of the front end module carrier.
3. Install the retainer (3) over the headlamp unit and against the mounting collar with the retainer screw tabs
in alignment with the screw holes in the collar.
4. Install and tighten the four screws that secure the retainer to the collar. Tighten the screws until they are
fully seated.
5. Reinstall the grille panel onto the front of the vehicle. Refer to Body/Exterior/GRILLE Installation .
7. Confirm proper headlamp alignment. See Electrical/Lamps/Lighting Exterior Standard Procedure.
LAMP EXPORT
Fig. 67: Removing/Installing Headlamp Unit (Export)
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1. Position the headlamp unit (2) close enough to the front of the vehicle to reconnect the engine
compartment wire harness connectors to the headlamp bulb connector receptacle and to the position lamp
bulb pigtail connector (5).
2. Position the headlamp unit by aligning and engaging the index tabs on the back of the lamp with the
depressions in the mounting collar (1) on the face of the front end module carrier.
3. Install the retainer (3) over the headlamp unit and against the mounting collar with the retainer screw tabs
in alignment with the screw holes in the collar.
4. Install and tighten the four screws that secure the retainer to the collar. Tighten the screws until they are
fully seated.
5. Reinstall the grille panel onto the front of the vehicle. Refer to Body/Exterior/GRILLE Installation .
7. Confirm proper headlamp alignment. See Electrical/Lamps/Lighting Exterior Standard Procedure.
WIRING, TRAILER TOW
DESCRIPTION
DESCRIPTION
Fig. 68: Identifying Trailer Tow Wiring
Vehicles equipped with an optional Trailer Tow package have a trailer tow wiring harness (3) connected
between the body wire harness take out for the left rear lamp and the left rear lamp unit. The trailer tow wiring
is routed through the left rear lamp cavity of the body to the left rear frame rail (2) then back to the rear
crossmember. The wiring is secured to the frame rail and crossmember with molded plastic offset clips. A
molded rubber fourway connector and cover (4) are pushed into a stamped metal tab bracket (1) that is welded
to the left side of the trailer hitch receiver platform (5).
OPERATION
OPERATION
The trailer tow wiring harness is connected to the body wire harness at the left rear lamp unit connections.
Refer to the appropriate SYSTEM WIRING DIAGRAMS article(s). The wiring information includes wiring
diagrams, proper wire and connector repair procedures, details of wire harness routing and retention, connector
pinout information and location views for the various wire harness connectors, splices and grounds.
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Back To Article
Message Center Service Information Wrangler
SPECIAL TOOLS
SPECIAL TOOLS
Fig. 1: Degaussing Tool 6029
MODULE, COMPASS AND MINITRIP COMPUTER
DESCRIPTION
DESCRIPTION
Fig. 2: Identifying Dash Board Instrument Panel
The Compass Mini Trip Computer (CMTC) features two driverinteractive displays. The display located in the
lower left part of the instrument cluster (34) at the bottom of the speedometer (5) displays the
compass/temperature and trip computer functions. The display located in the lower right part of the instrument
cluster (25) at the bottom of the tachometer (16) displays the odometer related functions. This system
conveniently allows the driver to select a variety of useful information by pressing the left instrument cluster
button (35) and right instrument cluster button (24). Once a particular system is displayed, pressing and holding
one of the instrument cluster buttons once will clear the resettable function currently being displayed. Reset will
only occur if a resettable function is currently being displayed. The CMTC displays information related to the
following:
System Status
Vehicle information warning message displays
Compass display
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Outside temperature display
Trip computer functions
The CMTC system is comprised of several different components. Those components are:
Instrument Cluster (sometimes referred to as Cab Compartment Node)
Left instrument cluster button
Right instrument cluster button
Ambient Temperature Sensor
Remote Compass Module (RCM)
Controller Area Network (CAN) Data Bus
Local Interface Network (LIN) Data Bus
The CMTC display and the instrument cluster buttons are part of the Instrument Cluster assembly and cannot
be serviced as separate components. If the display or button are inoperative the complete Instrument Cluster
assembly must be replaced. Refer to Electrical/Instrument Cluster Removal .
OPERATION
OPERATION
The Compass Mini Trip Computer (CMTC) uses both nonswitched and ignition switched sources of battery
current so that some of its features remain operational at any time, while others may only operate with the
ignition switch in the ON position. When the ignition switch is turned to the ON position, the CMTC display
(34) will return to the last function being displayed before the ignition was turned to the OFF position.
The CMTC system is comprised of several different components that communicate over the Controller Area
Network (CAN) and Local Interface Network (LIN) Data Buses. If the system is inoperative a scan tool and the
appropriate diagnostic information must be used to diagnose the system and related data buses.
The left instrument cluster button (35) is used to navigate through the different functions of the CMTC system.
Pressing and releasing the button will scroll through the following displays:
Compass/Temperature
Average Fuel Economy (AVG ECO)
Distance To Empty (DTE)
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Elapsed Time
Once a particular system is displayed, pressing and holding the left instrument cluster button (35) once will
clear the resettable function currently being displayed. Reset will only occur if a resettable function is currently
being displayed.
The right instrument cluster button (24) is used to navigate through the different functions of the odometer
system. Pressing and releasing the button will scroll through the following displays:
Trip Odometer (ODO)
Trip A
Trip B
Fuel saver indicator, Economizer (ECO) display
Once a particular system is displayed, pressing and holding the right instrument cluster button (24) once will
clear the resettable function currently being displayed. Reset will only occur if a resettable function is currently
being displayed.
CMTC DISPLAY MODES
SYSTEM STATUS MODE
System display mode displays warnings and user interaction messages on the CMTC display. The driver can
scroll to view multiple messages by using the left instrument cluster button.
When the appropriate conditions exist, the CMTC displays the following messages:
Door(s) Ajar
Swing Gate Ajar
Loose Fuel Cap
No Ignition Off Draw (IOD) Fuse
Electronic Stability Program (ESP) Off
These messages can be manually turned off by pressing the left instrument cluster button.
COMPASS/TEMPERATURE
Compass heading and outside temperature are displayed on the CMTC display screen. One of eight compass
headings to indicate the direction the vehicle is facing (N, S, E, W, NE, NW, SE, SW) and one of 15 compass
variance settings can be displayed. Outside temperature is displayed in Â°C (degrees Celsius) or Â°F (degrees
Fahrenheit).
AVERAGE FUEL ECONOMY (AVG ECO)
Shows the average fuel economy since the last reset. When the fuel economy is reset, the display will read
"RESET" or show dashes for two seconds. Then, the history information will be erased, and the averaging will
continue from where it was before the reset.
DISTANCE TO EMPTY (DTE)
NOTE: Significant changes in driving style or vehicle loading will greatly affect the
actual drivable distance of the vehicle, regardless of the DTE displayed value.
Shows the estimated distance that can be travelled with the fuel remaining in the tank. This estimated distance
is determined by a weighted average of the instantaneous and average fuel economy, according to the current
fuel tank level. This is not resettable.
ELAPSED TIME
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Shows the total elapsed time of travel since the last reset when the ignition switch is in the ON position.
TRIP ODOMETER (ODO)
Shows the distance traveled since the last reset. Press and release the right instrument cluster button to switch
from the trip odometer to trip A or trip B function. Press and hold the right instrument cluster button while trip
odometer is displayed will reset the trip odometer to 0 miles.
TRIP A
Shows the distance traveled for trip A since the last trip A reset. Press and hold the right instrument cluster
button while trip A is displayed will reset the trip A to 0 miles.
TRIP B
Shows the distance traveled for trip B since the last trip B reset. Press and hold the right instrument cluster
button while trip B is displayed will reset the trip B to 0 miles.
FUEL SAVER INDICATOR
The ECO/ECOon message will display in the odometer display. The message will appear whenever the vehicle
is driven in a fuel efficient manner.
COMPASS MINI TRIP COMPUTER
CAUTION: Do not place any external magnets, such as magnetic roof mount antennas, in
the vicinity of the Remote Compass Module (RCM) located at the top center of
the instrument panel. Do not place any electronic devices (cell phones, laptop
computers, PDAs, portable DVD players, etc), on or near the instrument panel
as the RCM performance may be effected. Do not use magnetic tools when
servicing the RCM.
The Compass Mini Trip Computer (CMTC) data is obtained from several components on the Controller Area
Network (CAN) and Local Interface Network (LIN) Data Bus circuits. The CMTC will not function properly if
the bus messages from any of these components is not received. If no CMTC data is displayed or the display
indicates dashes " ", check the CAN Data Bus circuit communications, the Instrument Cluster functions, the
Remote Compass Module (RCM) and the Totally Integrated Power Module (TIPM). Should the RCM become
disconnected, the instrument cluster display will go blank.
The use of a scan tool and the proper diagnostic procedures information are recommended for further testing of
the CMTC, the RCM, the CAN Data Bus and Local Interface Network (LIN) Data Bus circuits. Refer to the
appropriate SYSTEM WIRING DIAGRAMS article(s) for complete circuit schematic or connector pinout
information.
STANDARD PROCEDURE
MANUAL COMPASS CALIBRATION
CAUTION: Do not place any external magnets, such as magnetic roof mount antennas, in
the vicinity of the Remote Compass Module (RCM) located at the top center of
the instrument panel. Do not place any electronic devices (cell phones, laptop
computers, PDAs, portable DVD players, etc), on or near the instrument panel
as the RCM performance may be effected. Do not use magnetic tools when
servicing the RCM.
NOTE: Manual calibration is required anytime a new RCM is installed. The RCM can be
calibrated by performing the following procedure.
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The electronic compass unit features a continuous selfcalibrating feature. This feature automatically updates
the compass calibration as the vehicle is driven. This allows the compass unit to compensate for small changes
in the residual magnetism that the vehicle may acquire during normal use. If the compass readings appear to be
erratic or the Compass Mini Trip Computer (CMTC) displays "CAL", perform the following calibration
procedure. Also, any time a new RCM is installed, it must be manually calibrated using this procedure.
Manually calibrate the compass as follows:
NOTE: Do not attempt to calibrate the compass near large metal objects such as other
vehicles, large buildings, or bridges; or, near overhead or underground power
lines.
1. Start the engine but leave the vehicle in "PARK".
2. Depress the STEP button (35) for approximately 10 seconds until the "VAR" menu is displayed. The
current variance value will also be displayed.
3. Once in the "VAR" menu depress the STEP button (35) for approximately 10 seconds until the "CAL"
message is displayed solidly not blinking.
4. To complete the compass calibration, drive the vehicle in one or more complete 360 degree circles under
5 mph (8 km/h) in an area free of large metal objects such as other vehicles, large buildings, or bridges;
or, near overhead or underground power lines, until the "CAL" indicator turns off. The compass will now
function normally.
NOTE: If the compass display indicates an inaccurate compass heading or the
display is locked up, the RCM may be inoperative or the vehicle may need
to be demagnetized. Perform the Compass Demagnetizing Procedure prior
to performing any system diagnosis. See Electrical/Message
Center/MODULE, Compass and MiniTrip Computer Standard Procedure.
NOTE: If the compass display indicates dashes " " the RCM may be inoperative
or the vehicle may need to be demagnetized. Perform the Compass
Demagnetizing Procedure prior to performing any system diagnosis. See
Electrical/Message Center/MODULE, Compass and MiniTrip Computer
Standard Procedure.
NOTE: If the "CAL" message remains in the display or if the compass heading is
inaccurate following the calibration procedure and there are no internal
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compass faults, either there is excessive magnetism near the compass, or
the unit is inoperative. Repeat the calibration procedure at least one more
time prior to performing any system diagnosis.
NOTE: If the wrong direction is still indicated in the compass display, the area
selected for calibration may be too close to a strong magnetic field.
Repeat the calibration procedure in another location.
COMPASS DEMAGNETIZING
Fig. 5: Degaussing Tool 6029
A degaussing tool (Special Tool 6029) is used to demagnetize, or degauss, the overhead console forward
mounting screw and the roof panel above the overhead console. Equivalent units must be rated as continuous
duty for 110/115 volts and 60 Hz. They must also have a field strength of over 350 gauss at 7 millimeters (0.25
inch) beyond the tip of the probe.
To demagnetize the instrument panel, proceed as follows:
1. Be certain that the ignition switch is in the OFF position, before you begin the demagnetizing procedure.
2. Connect the degaussing tool to an electrical outlet, while keeping the tool at least 61 centimeters (2 feet)
away from the Remote Compass Module (RCM).
3. Slowly approach the instrument panel top cover with the degaussing tool connected.
4. Contact the instrument panel top cover with the plastic coated tip of the degaussing tool. Using a slow,
backandforth sweeping motion, and allowing 13 millimeters (0.50 inch) between passes, move the tool
side to side over the area the RCM is located.
5. With the degaussing tool still energized, slowly back it away from the instrument panel top cover. When
the tip of the tool is at least 61 centimeters (2 feet) from the instrument panel top cover, disconnect the
tool.
6. Calibrate the compass. See Electrical/Message Center/MODULE, Compass and MiniTrip
Computer Standard Procedure and adjust the compass variance. See Electrical/Message
Center/MODULE, Compass and MiniTrip Computer Standard Procedure.
COMPASS VARIANCE ADJUSTMENT
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Fig. 6: Magnetic And Geographic North Map
NOTE: If the vehicle is taken on long trips into a new variance zone the compass
function may be effected. Compass variance may need to be adjusted to the
new zone number to function properly.
NOTE: The default for the compass variance from the factory is 8.
Compass variance, also known as magnetic declination, is the difference in angle between magnetic north and
geographic north. In some geographic locations, the difference between magnetic and geographic north is great
enough to cause the compass to give inaccurate readings. To optimize compass accuracy, the compass variance
should be properly set according to the compass variance map zone for the region that the vehicle is in.
To set the compass variance:
1. Using the Variance Settings map, find your geographic location and note the zone number.
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2. Turn the ignition switch to the ON position.
3. Press and hold the STEP button (35) for approximately 10 seconds until the "VAR" menu is displayed in
the Compass Mini Trip Computer (CMTC) display (32). Press and hold the STEP button (35) again for
approximately 10 seconds until the "CAL MODE" is displayed in the CMTC display (32). The current
variance value will also be displayed. The default variance zone is 8.
NOTE: During programming, the Zone value will wrap around from Zone 15 to
Zone 1.
NOTE: The US/Metric display will change from English to Metric or Metric to
English before the "VAR" symbol appears, however, it will return back to
the original US/Metric setting after programming the compass variance.
4. To change the zone, press and hold (longer than two seconds) the STEP button (35) to increment the
variance one step. Repeat as necessary, with individual long (longer than two seconds) STEP button
presses for each increment, until the desired variance is achieved. When the correct zone is displayed,
wait approximately 15 seconds. The CMTC will store the new variance value in memory and the
compass will resume normal operation.
5. Confirm that the correct directions are now indicated by the compass.
REMOVAL
REMOVAL
or fatal injury.
2. Using a trim stick C4755 or equivalent, remove the upper instrument panel cover located over the center
bezel and radio.
3. Remove the screws securing the Remote Compass Module (RCM) to the upper instrument panel cover.
4. Disconnect the RCM electrical connector and remove the RCM from the vehicle.
INSTALLATION
INSTALLATION
NOTE: The Remote Compass Module (RCM) must be calibrated after installation. See
Electrical/Message Center/MODULE, Compass and MiniTrip Computer
Standard Procedure for the appropriate procedure.
1. Position the Remote Compass Module (RCM) onto the upper instrument panel cover.
2. Install the screws that secure the RCM to the upper instrument panel cover.
3. Connect the RCM electrical connector.
4. Install the upper instrument panel cover located over the center bezel and seat fully.
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6. Calibrate the RCM. See Electrical/Message Center/MODULE, Compass and MiniTrip Computer
Standard Procedure.
SENSOR, AMBIENT TEMPERATURE
DESCRIPTION
DESCRIPTION
Fig. 8: Ambient Temperature Sensor
The ambient temperature sensor is a variable resistor type sensor. It is mounted to the lower front cross brace
behind the radiator grille and in front of the engine compartment.
The ambient temperature sensor cannot be adjusted or repaired and, if inoperative or damaged, it must be
replaced.
OPERATION
OPERATION
The ambient temperature sensor is a variable resistor that operates on a fivevolt reference signal. The
resistance in the sensor changes as temperature changes, changing the temperature sensor signal circuit voltage
to the Totally Integrated Power Module (TIPM). Based upon the resistance in the sensor, the TIPM sends a
voltage signal to the instrument cluster or Cab Compartment Node (CCN) over the Controller Area Network
(CAN) data bus circuit, which corresponds to a specific temperature. The CCN then displays corresponding
ambient temperature within the compass/temperature display unit located in the instrument cluster.
AMBIENT TEMPERATURE SENSOR
The thermometer function is supported by the ambient temperature sensor, the Totally Integrated Power Module
(TIPM), the Controller Area Network (CAN) data bus circuit, and the instrument cluster or Cab Compartment
Node (CCN) compass/temperature display unit.
NOTE: The system displays the last known temperature when starting the vehicle and
may take some time/mileage to update to an accurate current reading, up to 5
minutes at a maintained speed above 40 mph (64.3 kph). Customers with very
short commutes may not get an updated reading before the vehicle is turned
off, or if the ignition does not remain in the OFF position for more than 255
minutes (4 hrs. 15 min.). This strategy was intended to eliminate wildly
fluctuating readings and may cause some customer confusion leading to
unnecessary diagnostics/parts replacements.
If the display shows " _ _ _ ", there is an OPEN or SHORT CIRCUIT that must be repaired. The ambient
temperature sensor can be diagnosed using the following Sensor Test.
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SENSOR TESTING
1. Turn the ignition switch to the OFF position. Disconnect and isolate the battery negative cable.
2. Disconnect the ambient temperature sensor wire harness connector.
3. Measure the resistance of the ambient temperature sensor. At room temperature (approx. 20Â°C (68Â
°F)), the sensor resistance should be between 911 Kilohms (900011000 ohms). The sensor resistance
should read between these two values. If OK, refer to the appropriate diagnostic information to continue
diagnosis of the Totally Integrated Power Module (TIPM), the Controller Area Network (CAN) data bus
circuit, and the instrument cluster or CCN. If not OK, replace the inoperative ambient temperature sensor.
The most reliable, efficient and accurate means to diagnose the ambient temperature circuit requires the
use of a scan tool and the proper diagnostic procedure information. Refer to the appropriate SYSTEM
WIRING DIAGRAMS article(s) for the appropriate information.
REMOVAL
REMOVAL
Fig. 9: Remove/Install Ambient Temperature Sensor
2. Remove the grille assembly. Refer to Body/Exterior/GRILLE Removal .
3. Disconnect the wire harness connector (2) from the ambient temperature sensor (1).
4. Remove the retainer (3) that secures the ambient temperature sensor bracket to the lower cross brace.
5. Remove the ambient temperature sensor from the vehicle.
INSTALLATION
INSTALLATION
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Fig. 10: Remove/Install Ambient Temperature Sensor
1. Position the ambient temperature sensor in the vehicle.
2. Install the retainer (3) that secures the ambient temperature sensor to the lower cross brace.
3. Connect the wire harness connector (2) to the ambient temperature sensor (1).
4. Install the grille assembly. Refer to Body/Exterior/GRILLE Installation .
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Power Distribution Wrangler
DESCRIPTION
DESCRIPTION
The power distribution system for this vehicle consists of the Totally Integrated Power Module (TIPM) and
related fuses, relays and wiring connectors.
FUSE, IOD
DESCRIPTION
DESCRIPTION
All vehicles are equipped with an IgnitionOff Draw (IOD) fuse that is disconnected within the Totally
Integrated Power Module (TIPM) when the vehicle is shipped from the factory. Dealer personnel are to push
the IOD fuse down until fully seated in the TIPM as part of the preparation procedures performed just prior to
new vehicle delivery.
OPERATION
OPERATION
The term ignitionoff draw identifies a normal condition where power is being drained from the battery with the
ignition switch in the Off position. The IOD fuse feeds the memory and sleep mode functions for some of the
electronic modules in the vehicle as well as various other accessories that require battery current when the
ignition switch is in the Off position, including the clock. The only reason the IOD fuse is pulled out is to
reduce the normal IOD of the vehicle electrical system during new vehicle transportation and predelivery
storage to reduce battery depletion, while still allowing vehicle operation so that the vehicle can be loaded,
unloaded and moved as needed by both vehicle transportation company and dealer personnel.
The IOD fuse is pulled out from the Totally Integrated Power Module (TIPM) fuse cavity J13 when the vehicle
is shipped from the assembly plant. Dealer personnel must push the IOD fuse down until fully seated in the
TIPM when the vehicle is being prepared for delivery in order to restore full electrical system operation. Once
the vehicle is prepared for delivery, the IOD function of this fuse becomes transparent and the fuse that has
been assigned the IOD designation becomes only another Fused B (+) circuit fuse. The IOD fuse serves no
useful purpose to the dealer technician in the service or diagnosis of any vehicle system or condition, other than
the same purpose as that of any other standard circuit protection device.
The IOD fuse can be used by the vehicle owner as a convenient means of reducing battery depletion when a
vehicle is to be stored for periods not to exceed about thirty days. However, it must be remembered that pulling
out the IOD fuse will not eliminate IOD, but only reduce this normal condition. If a vehicle will be stored for
more than about thirty days, the battery negative cable should be disconnected to eliminate normal IOD; and,
the battery should be tested and recharged at regular intervals during the vehicle storage period to prevent the
battery from becoming discharged or damaged.
REMOVAL
REMOVAL
NOTE: When removing or installing the IOD fuse, it is important that the ignition switch
be in the Off position. Failure to place the ignition switch in the Off position can
cause the radio display to become scrambled when the IOD fuse is installed.
Removing and installing the IOD fuse again with the ignition switch in the Off
position will usually correct the scrambled radio display condition.
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1. Turn the ignition switch to the Off position.
2. Open the cover of the Totally Integrated Power Module (TIPM).
3. Pull up fuse J13 until it is in the prestage position from the TIPM.
INSTALLATION
INSTALLATION
CAUTION: It is extremely important that the Ignition Off Draw (IOD) fuse is fully seated into
the Totally Integrated Power Module (TIPM) fuse cavity. Failure to install the
fuse correctly could result in erratic electrical systems behavior.
1. Open the TIPM cover.
2. Insert fuse J13 into the TIPM. Push fuse down until it is fully seated in the TIPM cavity.
3. Close the TIPM cover.
MODULE, TOTALLY INTEGRATED POWER (TIPM)
DESCRIPTION
DESCRIPTION
Fig. 1: Identifying TIPM Components
All of the electrical current distributed throughout this vehicle is directed through the standard equipment
Totally Integrated Power Module (TIPM) (1). The molded plastic TIPM housing is located in the right front
corner of the engine compartment, just behind the air cleaner housing and in front of the battery. The TIPM
housing has a molded plastic cover. The TIPM cover is easily removed for service access and has a convenient
fuse layout label affixed to the inside surface of the cover to ensure proper component identification.
The TIPM housing is secured to the TIPM mounting bracket (4) by four clips integral to the TIPM housing.
The TIPM mounting bracket is secured to the battery tray (3) with four screws (2). All of the TIPM outputs are
through the integral engine compartment wire harness.
OPERATION
OPERATION
All of the current to the Totally Integrated Power Module (TIPM) comes directly from the positive battery cable
to a stud located on the top of the TIPM. The cable is secured to the TIPM stud with a nut. Internal connection
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of all the TIPM circuits is accomplished by an intricate network of hard wiring and bus bars. Refer to the
appropriate SYSTEM WIRING DIAGRAMS article(s) for complete circuit diagrams.
The fuses, relays and TIPM housing assembly are available for service replacement.
STANDARD PROCEDURE
PROGRAMMING
1. Install a battery charger.
2. Verify that the charging rate provides approximately 13.5 volts.
NOTE: Do not allow the charger to time out during the reconfiguration process.
Set the battery charger timer (if so equipped) to continuous charge.
3. Connect the CH9410 StarSCAN ethernet cable to the StarSCAN and the dealer's network drop.
4. Connect the CH9404 StarSCAN vehicle cable to the StarSCAN and the vehicle.
5. Place the Ignition in the "RUN" position, then Power "ON" the StarSCAN.
6. Select "ECU View".
7. Select "TIPMCGW" or "FCMCGW".
8. Select "MISC".
9. Select "Restore Vehicle Configuration".
10. Follow prompts on StarSCAN to complete the reconfigure procedure.
11. Once complete, Wait one minute and turn the ignition key to the "OFF" position.
12. Remove the StarSCAN unit, cable and charger from the vehicle.
13. Verify proper operation.
REMOVAL
REMOVAL
Fig. 2: Removing/Installing TIPM
NOTE: Left hand drive gasoline engine shown in the illustration, left hand drive diesel
similar. Right hand drive gasoline and diesel similar with the battery and related
components packaged on the left side of the engine compartment.
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1. Open hood.
3. Release the Totally Integrated Power Module (TIPM) cover retaining clips (1) and open the TIPM cover.
4. Remove the TIPM positive cable retaining nut (2) and remove the cable (4) from the stud.
5. Depress the four mounting clips to disengage and remove the TIPM housing (1) from its mounting
bracket (4).
6. Disconnect each of the seven TIPM wire harness connectors.
7. Remove the TIPM from the vehicle.
INSTALLATION
INSTALLATION
CAUTION: The original Cabin Compartment Node (CCN) and Powertrain Control Module
(PCM) must be installed and functioning properly prior to powering up the new
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Totally Integrated Power Module (TIPM). The TIPM receives vehicle
configuration data from the CCN and Vehicle Identification Number (VIN)
information from the PCM. If configuration information becomes lost or
corrupted, the data can be obtained from DealerCONNECT
NOTE: Left hand drive gasoline engine shown in the illustration, left hand drive diesel
similar. Right hand drive gasoline and diesel similar with the battery and related
components packaged on the left side of the engine compartment.
1. Position the TIPM (1) into the engine compartment.
2. Connect each of the seven TIPM wire harness connectors.
3. Position the TIPM (1) onto the mounting bracket (4) and push down until the mounting clips are fully
seated.
4. Position the TIPM positive cable (4) onto the mounting stud and install the retaining nut (2). Tighten the
nut to 9 11 N.m (80 100 in. lbs.).
5. Open the TIPM cover (1) and fully seat the Airbag fuse holder (two fuses in one yellow carrier) and the
Ignition Off Draw (IOD) fuse.
7. Close the hood.
8. Insert the ignition key and turn it to the "RUN" position and wait twelve seconds. The TIPM will collect
the necessary vehicle configuration and VIN data from the CCN and PCM at this time. After twelve
seconds turn the ignition key to the "OFF" position and then back to the "ON" position and verify proper
vehicle systems operation.
OUTLET, POWER, 12 V
DESCRIPTION
DESCRIPTION
INSTRUMENT PANEL MOUNTED
An instrument panel mounted cigar lighter/power outlet receptacle is optional equipment on this model. On
models equipped with the optional Smoker's Package, the cigar lighter knob and heating element are included.
On models without the Smoker's Package, the cigar lighter receptacle is equipped with a snap fit plastic cap and
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is treated as an auxiliary power outlet. The cigar lighter receptacle is installed in the instrument panel accessory
switch bezel, which is located near the bottom of the instrument panel center stack area, below the radio. The
cigar lighter base is secured by a snap fit within the center lower bezel. This power outlet has a constant 12 volt
battery feed.
The cigar lighter receptacle is serviced with the accessory switch bezel and if defective, the entire switch bezel
must be replaced. The plastic cap and the knob and heating element unit are available for service replacement.
These components cannot be repaired and, if faulty or damaged, they must be replaced.
FRONT CONSOLE AND REAR CARGO MOUNTED
A front console mounted power outlet is standard equipment and a rear cargo area power outlet is optional
equipment on this model. The front console mounted power outlet is mounted near the front of the console just
in front of the cup holders. This outlet can be used as a cigar lighter or power outlet, but only has 12 volt battery
voltage when the ignition is in the ON or ACC positions. The rear power outlet is installed in the right rear
quarter trim panel, near the spare tire jack. The power outlet base and mount are secured by a snap fit within the
quarter trim panel. A plastic protective cap snaps into the power outlet base when the power outlet is not being
used, and hangs from the power outlet base mount by an integral bail strap while the power outlet is in use.
While the power outlet is very similar to a cigar lighter base unit, it does not include the two small springclip
retainers inside the bottom of the receptacle shell that are used to secure the cigar lighter heating element to the
insulated contact. It has 12 volt battery voltage when the ignition is in the ON or ACC positions.
OPERATION
OPERATION
CIGAR LIGHTER/POWER OUTLET
The cigar lighter consists of two major components: a knob and heating element unit, and the cigar lighter base
or receptacle shell. The receptacle shell is connected to ground, and an insulated contact in the bottom of the
shell is connected to battery current.
The cigar lighter knob and heating element are encased within a springloaded housing, which also features a
sliding protective heat shield. When the knob and heating element are inserted in the receptacle shell, the
heating element resistor coil is grounded through its housing to the receptacle shell. If the cigar lighter knob is
pushed inward, the heat shield slides up toward the knob exposing the heating element, and the heating element
extends from the housing toward the insulated contact in the bottom of the receptacle shell.
Two small springclip retainers are located on either side of the insulated contact inside the bottom of the
receptacle shell. These clips engage and hold the heating element against the insulated contact long enough for
the resistor coil to heat up. When the heating element is engaged with the contact, battery current can flow
through the resistor coil to ground, causing the resistor coil to heat.
When the resistor coil becomes sufficiently heated, excess heat radiates from the heating element causing the
springclips to expand. Once the springclips expand far enough to release the heating element, the spring
loaded housing forces the knob and heating element to pop back outward to their relaxed position. When the
cigar lighter knob and element are pulled out of the receptacle shell, the protective heat shield slides downward
on the housing so that the heating element is recessed and shielded around its circumference for safety.
POWER OUTLET
The power outlet base or receptacle shell is connected to ground, and an insulated contact in the bottom of the
shell is connected to battery current. The power outlet receives battery voltage from a fuse in the Totally
Integrated Power Module (TIPM) when the ignition is in the ON or ACC positions.
REMOVAL
REMOVAL
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Fig. 6: Retaining Bosses
2. Look inside and note position of the retaining bosses (1).
3. Using special tool 9857 Power Outlet Remover. Insert the tool forcing the bosses out of base.
4. Pull out the base through mounting ring by gently rocking the tool (3).
5. Disconnect the base wires.
6. Set base aside and remove base mount ring.
INSTALLATION
INSTALLATION
1. Position mount ring to the instrument panel and feed the wires through ring. Index the cap and the mount
ring with the index tab at 9 o'clock to the key in the instrument panel. Install the ring.
2. Connect wires to base. Orient base alignment rib at 11 o'clock to mate the groove in mount ring at the
same location.
3. Push base into the bezel till it locks.
4. Install cigar lighter cap.
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Speed Control Service Information Wrangler
SWITCH, SPEED CONTROL
REMOVAL
REMOVAL
WARNING:
Do not place a nondeployed airbag face down on a hard surface as the
airbag will propel into the air if accidentally deployed, and could result in
Disconnect and isolate the battery negative (ground) cable before
beginning steering wheel removal or installation. This will disable the
front airbag system. Failure to disconnect the battery could result in
accidental front airbag module deployment and possible personal injury.
Allow the front airbag system capacitor to discharge for two minutes
before removing the steering wheel or any front airbag system
component.
Fig. 1: Speed Control Switch
NOTE:
Mounting hole (1) uses a screw. Depending on model line, mounting holes
(2) may use either two screws, or one screw and a locating pin.
The speed control switch is mounted in the steering wheel and wired
through the clock spring device under the airbag module.
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Fig. 2: Horn Switch
1. Adjust steering wheel until tires are in STRAIGHTAHEAD position.
2. Remove negative battery cable.
3. Turn off ignition.
4. Remove air bag. Refer to SERVICE INFORMATION .
5. Disconnect connector from clockspring.
6. Remove three mounting fasteners.
7. Remove horn switch.
Fig. 3: Switch Top Mounting Screw
8. Remove either two or three speed control switch mounting screws (1).
9. Disconnect electrical connector.
10. Remove switch.
INSTALLATION
INSTALLATION
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Fig. 4: Speed Control Switch
Mounting hole (1) uses a screw. Depending on model line, mounting holes (2) may use either two screws, or
one screw and a locating pin.
Fig. 5: Switch Top Mounting Screw
1. Connect electrical connector to speed control switch.
2. Install speed control switch mounting screws.
3. Tighten screws (1) to 1.6 N.m (15 in. lbs.). Make sure rubber seal is in place around switch.
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Fig. 6: Horn Switch
4. Install horn switch.
5. Install three mounting fasteners.
6. Connect electrical connector to clockspring.
7. Install driver airbag. Refer to Restraints/AIR BAG, Driver Installation
WARNING: Do not connect battery negative cable yet. Refer first to airbag system
test. Refer to Restraints Diagnosis and Testing
8. Reconnect battery using Airbag System Test procedure in Restraints. Refer to Restraints Diagnosis
and Testing
9. Close hood.
10. Verify vehicle and system operation.
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Totally Integrated Power Module (TIPM) Electrical Diagnostics Wrangler
DTC Description
B10B4 CABIN HEATER 1 CONTROL CIRCUIT LOW
B10B5 CABIN HEATER 1 CONTROL CIRCUIT HIGH
B10B8 CABIN HEATER 2 CONTROL CIRCUIT LOW
B10B9 CABIN HEATER 2 CONTROL CIRCUIT HIGH
B10EC BLOWER MOTOR CONTROL CIRCUIT OVERCURRENT
B1138 CABIN HEATER 3 CONTROL CIRCUIT LOW
B1139 CABIN HEATER 3 CONTROL CIRCUIT HIGH
B162B LEFT LOW BEAM CONTROL CIRCUIT LOW
B162C LEFT LOW BEAM CONTROL CIRCUIT HIGH
B162F RIGHT LOW BEAM CONTROL CIRCUIT LOW
B1630 RIGHT LOW BEAM CONTROL CIRCUIT HIGH
B1633 LEFT HIGH BEAM CONTROL CIRCUIT LOW
B1634 LEFT HIGH BEAM CONTROL CIRCUIT HIGH
B1637 RIGHT HIGH BEAM CONTROL CIRCUIT LOW
B1638 RIGHT HIGH BEAM CONTROL CIRCUIT HIGH
B163B FRONT LEFT TURN LAMP CONTROL CIRCUIT LOW
B163C FRONT LEFT TURN LAMP CONTROL CIRCUIT HIGH
B163F FRONT RIGHT TURN LAMP CONTROL CIRCUIT LOW
B1640 FRONT RIGHT TURN LAMP CONTROL CIRCUIT HIGH
B1643 REAR LEFT TURN LAMP CONTROL CIRCUIT LOW
B1644 REAR LEFT TURN LAMP CONTROL CIRCUIT HIGH
B1647 REAR RIGHT TURN LAMP CONTROL CIRCUIT LOW
B1648 REAR RIGHT TURN LAMP CONTROL CIRCUIT HIGH
B1663 REAR FOG LAMP CONTROL CIRCUIT LOW
B1664 REAR FOG LAMP CONTROL CIRCUIT HIGH
B166B LEFT TRAILER TOW LAMP CONTROL CIRCUIT LOW
B166C LEFT TRAILER TOW LAMP CONTROL CIRCUIT HIGH
B166F RIGHT TRAILER TOW LAMP CONTROL CIRCUIT LOW
B1670 RIGHT TRAILER TOW LAMP CONTROL CIRCUIT HIGH
B16B1 LEFT STOP LAMP CONTROL CIRCUIT HIGH
B16B5 RIGHT STOP LAMP CONTROL CIRCUIT HIGH
B16F8 FRONT LEFT FOG LAMP CONTROL CIRCUIT LOW
B16F9 FRONT LEFT FOG LAMP CONTROL CIRCUIT HIGH
B16FC FRONT RIGHT FOG LAMP CONTROL CIRCUIT LOW
B16FD FRONT RIGHT FOG LAMP CONTROL CIRCUIT HIGH
B17B8 LEFT STOP LAMP CONTROL CIRCUIT OVERCURRENT
B17B9 RIGHT STOP LAMP CONTROL CIRCUIT OVERCURRENT
B17BA HEADLAMP LEVELING MOTOR CONTROL CIRCUIT OVERCURRENT
B17BF LEFT SIDEMARKER LAMP CONTROL CIRCUIT OVERCURRENT
B17C4 RIGHT SIDEMARKER LAMP CONTROL CIRCUIT OVERCURRENT
B1801 DRIVER DOOR LOCK/UNLOCK SWITCH CIRCUIT LOW
B1806 PASSENGER DOOR LOCK/UNLOCK SWITCH CIRCUIT LOW
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B1820 HOOD AJAR INPUT CIRCUIT HIGH
B1934 DRIVER DOOR LOCK/UNLOCK SWITCH CIRCUIT STUCK
B1935 PASSENGER DOOR LOCK/UNLOCK SWITCH CIRCUIT STUCK
B2101 IGNITION RUN/START INPUT LOW
B2102 IGNITION RUN/START INPUT CIRCUIT HIGH
B210E BATTERY VOLTAGE HIGH
B2142 IGNITION OFF DRAW (IOD) FUSE NOT PRESENT
B219A IGNITION UNLOCK RUN/START CONTROL CIRCUIT OVERCURRENT
B219F IGNITION OFF DRAW (IOD) FUSE BLOWN
B2206 CURRENT VIN MISSING/MISMATCH
B222C VEHICLE CONFIGURATION NOT PROGRAMMED
B2304 WIPER PARK SWITCH INPUT CIRCUIT LOW (STUCK LOW)
B2305 WIPER PARK SWITCH INPUT CIRCUIT HIGH (STUCK HIGH)
B230D REAR WIPER PARK SWITCH INPUT CIRCUIT LOW (STUCK LOW)
B230E REAR WIPER PARK SWITCH INPUT CIRCUIT HIGH (STUCK HIGH)
C1008 BRAKE FLUID LEVEL CIRCUIT HIGH
C1404 TRANSFER CASE RANGE POSITION SENSOR CIRCUIT LOW
C1405 TRANSFER CASE RANGE POSITION SENSOR CIRCUIT HIGH
C1417 FRONT DIFFERENTIAL CONTROL CIRCUIT LOW
C1418 FRONT DIFFERENTIAL CONTROL CIRCUIT HIGH
C141D REAR DIFFERENTIAL CONTROL CIRCUIT LOW
C141E REAR DIFFERENTIAL CONTROL CIRCUIT HIGH
P0072 AMBIENT AIR TEMPERATURE SENSOR CIRCUIT LOW
P0073 AMBIENT AIR TEMPERATURE SENSOR CIRCUIT HIGH
P1273 A/C CLUTCH CONTROL CIRCUIT 2 HIGH
P1275 A/C CLUTCH CONTROL CIRCUIT 2 OVERCURRENT (TIPM)
P128B TCM POWER CONTROL CIRCUIT 2 LOW TIPM
P128B TCM POWER CONTROL CIRCUIT 2 LOW 545RFE
P128C TCM POWER CONTROL CIRCUIT 2 HIGH 42RLE
P128C TCM POWER CONTROL CIRCUIT 2 HIGH 545RFE
P128D TCM POWER CONTROL CIRCUIT 2 OPEN 42RLE
P128D TCM POWER CONTROL CIRCUIT 2 OPEN 545RFE
P128E TCM POWER CONTROL CIRCUIT 2 OVERCURRENT 42RLE
P128E TCM POWER CONTROL CIRCUIT 2 OVERCURRENT 545RFE
U0001 CAN C BUS CIRCUIT
U0101 LOST COMMUNICATION WITH TCM
U0114 LOST COMMUNICATION WITH FINAL DRIVE CONTROL MODULE
(FDCM)(ASBS)
U0121 LOST COMMUNICATION WITH ANTILOCK BRAKE MODULE
U0126 LOST COMMUNICATION WITH STEERING ANGLE SENSOR (SAS)
U0141 LOST COMMUNICATION WITH FRONT CONTROL MODULE (TOTALLY
INTEGRATED POWER MODULE)
(ORC)
U0167 LOST COMMUNICATION WITH INTRUSION TRANSCEIVER CONTROL
MODULE
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U0168 LOST COMMUNICATION WITH VEHICLE SECURITY CONTROL
MODULE (WCM)
U1159 LOST COMMUNICATION WITH AUTOMATIC SWAY BAR SYSTEM
(ASBS) MODULE
DTC B10B4: CABIN HEATER 1 CONTROL CIRCUIT LOW
Circuit Schematic
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Fig. 1: Cabin Heater 1 Control Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
With the ignition on and whenever the Cabin Heater Relay is energized.
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Set Conditions
Set Condition:
If the Totally Integrated Power Module (TIPM) detects that the (K360) Cabin Heater Relay 1 Control
circuit voltage is below a predetermined value.
Possible Causes
Possible Causes
(W24) FUSED RUN RELAY OUTPUT CIRCUIT OPEN
(K360) CABIN HEATER RELAY 1 CONTROL CIRCUIT SHORTED TO GROUND
(K360) CABIN HEATER RELAY 1 CONTROL CIRCUIT OPEN
CABIN HEATER RELAY 1
Diagnostic Test
1. VERIFY THAT THE DIAGNOSTIC TROUBLE CODE (DTC) IS ACTIVE
2. Using the scan tool, read and record TIPM DTCs.
NOTE: Record the Environmental Data for all DTCs before erasing. The
Environmental Data can help in duplicating the conditions in which
the DTC originally set.
3. Using the scan tool, erase TIPM DTCs.
4. Using the scan tool, actuate the Cabin Heater Relay 1 and allow the actuator to run for a least of
two minutes.
5. Using the scan tool, read TIPM DTCs.
Did this DTC reset?
Yes
Go to step 2
No
Go to step 6
2. CHECK THE CABIN HEATER RELAY 1
1. Turn the ignition off to the lock position.
2. Install a substitute relay for the Cabin Heater Relay 1.
NOTE: Check connectors Clean/repair as necessary.
two minutes.
Did this DTC reset?
Yes
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Go to step 3
No
Replace the Cabin Heater Relay 1 in accordance with the Service Information.
Perform the BODY VERIFICATION TEST. See DTCBased Diagnostics/MODULE,
Totally Integrated Power (TIPM) Standard Procedure.
3. CHECK THE (W24) FUSED RUN RELAY OUTPUT CIRCUIT FOR AN OPEN
Fig. 2: Checking Fused Run Relay Output Circuit With 12Volt Test Light Connect To Ground
2. Remove the substitute Cabin Heater Relay 1.
4. With a 12volt test light connect to ground, check the (W24) Fused Run Relay Output circuit in the
Cabin Heater Relay 1 connector.
Yes
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Go to step 4
No
Repair the (W24) Fused Run Relay Output circuit for an open.
4. CHECK (K360) CABIN HEATER RELAY 1 CONTROL CIRCUIT FOR A SHORT TO
GROUND
Fig. 3: Measuring Resistance Between Ground & Cabin Heater Relay 1 Control Circuit
3. Measure the resistance between ground and the (K360) Cabin Heater Relay 1 Control circuit.
Yes
Repair the (K360) Cabin Heater Relay 1 Control circuit for a short to ground.
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No
Go to step 5
5. CHECK (K360) CABIN HEATER RELAY 1 CONTROL CIRCUIT FOR AN OPEN
Fig. 4: Measuring Resistance Of Cabin Heater Relay 1 Control Circuit
1. Measure the resistance of the (K360) Cabin Heater Relay 1 Control circuit between the Cabin
Heater Relay 1 connector and the TIPM C1 harness connector.
Is the resistance below 1.0 Ohm?
Yes
Replace and program the Totally Integrated Power Module (TIPM) in accordance with the
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No
Repair the (K360) Cabin Heater Relay 1 Control circuit for an open or high resistance.
6. CHECK THE WIRING AND CONNECTORS
1. The conditions necessary to set the DTC are not present at this time.
2. Using the scan tool, check the Environmental Data to help identify the conditions in which the
DTC originally set.
3. Using the schematics as a guide, inspect the wiring and connectors specific to this circuit.
4. Check for an intermittent condition by inspecting the related wiring harness for chafed, pierced,
pinched, or partially broken wires.
5. Check the connectors for broken, bent, pushed out, spread, corroded, or contaminated terminals.
6. Wiggle the wiring and connectors while checking for shorted and open circuits.
Yes
No
Test complete.
DTC B10B5: CABIN HEATER 1 CONTROL CIRCUIT HIGH
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
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Set Conditions
Set Condition:
circuit voltage is above a predetermined value.
Possible Causes
Possible Causes
(K360) CABIN HEATER RELAY 1 CONTROL CIRCUIT SHORTED TO VOLTAGE
Diagnostic Test
two minutes.
Did this DTC reset?
Yes
Go to step 2
No
Go to step 4
two minutes.
Did this DTC reset?
Yes
Go to step 3
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No
VOLTAGE
Fig. 6: Measuring Voltage Of Cabin Heater Relay 1 Control Circuit
5. Measure the voltage of the (K360) Cabin Heater Relay 1 Control circuit.
Yes
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Repair the (K360) Cabin Heater Relay 1 Control circuit for a short to voltage.
No
DTC originally set.
Yes
No
Test complete.
DTC B10B8: CABIN HEATER 2 CONTROL CIRCUIT LOW
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
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Set Conditions
Set Condition:
circuit voltage is below a calibrated value.
Possible Causes
Possible Causes
Diagnostic Test
two minutes.
Did this DTC reset?
Yes
Go to step 2
No
Go to step 6
two minutes.
Did this DTC reset?
Yes
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Go to step 3
No
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Yes
Go to step 4
No
GROUND
Yes
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No
Go to step 5
Yes
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No
DTC originally set.
Yes
No
Test complete.
DTC B10B9: CABIN HEATER 2 CONTROL CIRCUIT HIGH
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
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Set Conditions
Set Condition:
Possible Causes
Possible Causes
Diagnostic Test
two minutes.
Did this DTC reset?
Yes
Go to step 2
No
Go to step 4
two minutes.
Did this DTC reset?
Yes
Go to step 3
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No
VOLTAGE
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Yes
No
DTC originally set.
Yes
No
Test complete.
DTC B10EC: BLOWER MOTOR CONTROL CIRCUIT OVERCURRENT
Circuit Schematic
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Fig. 13: Blower Motor Control Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
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If during blower motor operation, the Totally Integrated Power Module (TIPM) detects an overcurrent
condition on the (C7) Blower Motor Supply circuit for more than 500 msec.
Possible Causes
Possible Causes
BLOCKAGE STALLING BLOWER MOTOR
(C7) BLOWER MOTOR SUPPLY CIRCUIT SHORTED TO GROUND
BLOWER MOTOR
Diagnostic Test
2. Turn the Blower Motor controls to the off position.
6. Turn the Blower Motor controls to high.
NOTE: It might take a few minutes of blower motor operation to reset this
DTC.
Did this DTC reset?
Yes
Go to step 2
No
Go to step 4
2. CHECK THE BLOWER MOTOR
2. Disconnect the Blower Motor harness connector.
5. Cycle the ignition off for 30 seconds then back on to the run position.
Did this DTC reset?
Yes
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Go to step 3
No
Inspect the Blower Motor Housing for debris or an obstruction that may inhibit the blower
motor wheel cage from rotating freely. Clean and repair as necessary. If no problems are
found, replace the Blower Motor in accordance with the Service Information.
3. CHECK (C7) BLOWER MOTOR SUPPLY CIRCUIT FOR A SHORT TO GROUND
Fig. 14: Measuring Resistance Between Ground & Blower Motor Supply Circuit
2. Disconnect the Totally Integrated Power Module (TIPM) C6 harness connector
3. Measure the resistance between ground and the (C7) Blower Motor Supply circuit.
Yes
Repair the (C7) Blower Motor Supply circuit for a short to ground.
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No
DTC originally set.
Yes
No
Test complete.
DTC B1138: CABIN HEATER 3 CONTROL CIRCUIT LOW
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
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Set Conditions
Set Condition:
circuit voltage is below a predetermined value.
Possible Causes
Possible Causes
Diagnostic Test
4. Using the scan tool, actuate the Cabin Heater 3 Relay and allow the actuator to run for a least of
two minutes.
Did this DTC reset?
Yes
Go to step 2
No
Go to step 6
two minutes.
Did this DTC reset?
Yes
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Go to step 3
No
716 of 4937
Yes
Go to step 4
No
GROUND
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Yes
No
Go to step 5
Yes
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No
DTC originally set.
Yes
No
Test complete.
DTC B1139: CABIN HEATER 3 CONTROL CIRCUIT HIGH
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
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Set Conditions
Set Condition:
Possible Causes
Possible Causes
Diagnostic Test
two minutes.
Did this DTC reset?
Yes
Go to step 2
No
Go to step 4
two minutes.
Did this DTC reset?
Yes
Go to step 3
721 of 4937
No
VOLTAGE
Yes
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No
DTC originally set.
Yes
No
Test complete.
DTC B162B: LEFT LOW BEAM CONTROL CIRCUIT LOW
Circuit Schematic
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Fig. 21: Left Low Beam Control Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
With the Headlamps activated.
Set Conditions
Set Condition:
724 of 4937
When the Totally Integrated Power Module (TIPM) detects a LOW condition.
Possible Causes
Possible Causes
(L43) LEFT LOW BEAM CONTROL CIRCUIT SHORT TO GROUND
LEFT LOW BEAM BULB
Diagnostic Test
2. With the scan tool, clear all DTCs.
Does the scan tool display active: B162BLEFT LOW BEAM CONTROL CIRCUIT LOW?
Yes
Go to step 2
No
2. LEFT LOW BEAM BULB
2. Disconnect the Left Low Beam Bulb.
Does the DTC reset?
Yes
Go to step 3
No
Replace the Left Low Beam Bulb in accordance with the Service Information.
3. (L43) LEFT LOW BEAM CONTROL CIRCUIT SHORT TO GROUND
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Fig. 22: Measuring Resistance Between Ground & Left Low Beam Control Circuit
3. Disconnect the Left Headlamp harness connector.
4. Measure the resistance between ground and the (L43) Left Low Beam Control circuit.
Is the resistance above 10k Ohms?
Yes
Replace the Totally Integrated Power Module (TIPM) in accordance with the Service
Information.
No
Repair the (L43) Left Low Beam Control circuit for a short to ground.
726 of 4937
DTC B162C: LEFT LOW BEAM CONTROL CIRCUIT HIGH
Circuit Schematic
Fig. 23: Left Low Beam Control Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
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Set Condition:
When the Totally Integrated Power Module (TIPM) detects a HIGH condition.
Possible Causes
Possible Causes
CHECK (Z904) GROUND CIRCUIT
CHECK (L43) LEFT LOW BEAM CONTROL CIRCUIT
(L43) LEFT LOW BEAM CONTROL CIRCUIT OPEN
(L43) LEFT LOW BEAM CONTROL CIRCUIT SHORTED TO VOLTAGE
LEFT LOW BEAM BULB
Diagnostic Test
Does the scan tool display active: B162CLEFT LOW BEAM CONTROL CIRCUIT HIGH?
Yes
Go to step 2
No
2. CHECK (Z904) GROUND CIRCUITS
2. Disconnect the Left Low Beam Lamp harness connector.
3. With a 12volt test light connected to 12volts, probe each (Z904) Ground circuit.
Does the test light illuminate brightly on each ground circuit?
Yes
Go to step 4
No
Go to step 3
1. Measure the resistance of the appropriate (Z904) Ground circuit(s) at the Left Low Beam harness
connector.
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Yes
Replace the Inoperative bulb in accordance with the Service Information.
No
Repair the appropriate (Z904) Ground circuit(s) for an open.
4. CHECK (L43) LEFT LOW BEAM CONTROL CIRCUIT
Fig. 24: Checking Left Low Beam Control Circuit With 12Volt Test Light Connected To Ground
2. With a 12volt test light connected to ground, check the (L43) Left Low Beam Control circuit.
Does the test light illuminate brightly with the headlamps switch turned on, and shut off with the
headlamps turned off?
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Yes
No
Go to step 5
5. (L43) LEFT LOW BEAM CONTROL CIRCUIT OPEN
3. Measure the resistance of the (L43) Left Low Beam Control circuit between the Left Low Beam
harness connector and the TIPM C3 harness connector.
Yes
Go to step 6
No
Repair the (L43) Left Low Beam Control circuit for an open.
6. (L43) LEFT LOW BEAM CONTROL CIRCUIT SHORTED TO VOLTAGE
2. Measure for voltage on the (L43) Left Low Beam Control circuit.
Yes
Repair the (L43) Left Low Beam Control circuit for a short to voltage.
No
Information.
DTC B162F: RIGHT LOW BEAM CONTROL CIRCUIT LOW
Circuit Schematic
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Fig. 25: Right Low Beam Control Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
731 of 4937
Possible Causes
Possible Causes
(L44) RIGHT LOW BEAM CONTROL CIRCUIT SHORT TO GROUND
RIGHT LOW BEAM BULB
Diagnostic Test
Does the scan tool display active: B162FRIGHT LOW BEAM CONTROL CIRCUIT LOW?
Yes
Go to step 2
No
2. RIGHT LOW BEAM BULB
2. Disconnect the Right Low Beam Bulb.
Does the DTC reset?
Yes
Go to step 3
No
Replace the Right Low Beam Bulb in accordance with the Service Information.
3. (L44) RIGHT LOW BEAM CONTROL CIRCUIT SHORT TO GROUND
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Fig. 26: Measuring Resistance Between Ground & Right Low Beam Control Circuit
3. Disconnect the Right Headlamp harness connector.
4. Measure the resistance between ground and the (L44) Right Low Beam Control circuit.
Yes
Information.
No
Repair the (L44) Right Low Beam Control circuit for a short to ground.
733 of 4937
DTC B1630: RIGHT LOW BEAM CONTROL CIRCUIT HIGH
Circuit Schematic
Fig. 27: Right Low Beam Control Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
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Set Condition:
Possible Causes
Possible Causes
CHECK (L44) RIGHT LOW BEAM CONTROL CIRCUIT
(L44) RIGHT LOW BEAM CONTROL CIRCUIT OPEN
(L44) RIGHT LOW BEAM CONTROL CIRCUIT SHORTED TO VOLTAGE
RIGHT LOW BEAM BULB
Diagnostic Test
Does the scan tool display active: B1630RIGHT LOW BEAM CONTROL CIRCUIT HIGH?
Yes
Go to step 2
No
2. Disconnect the Right Low Beam Lamp harness connector.
Yes
Go to step 4
No
Go to step 3
1. Measure the resistance of the appropriate (Z904) Ground circuit(s) at the Right Low Beam harness
connector.
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Yes
No
4. CHECK (L44) RIGHT LOW BEAM CONTROL CIRCUIT
2. With a 12volt test light connected to ground, check the (L44) Right Low Beam Control circuit.
Yes
No
Go to step 5
5. (L44) RIGHT LOW BEAM CONTROL CIRCUIT OPEN
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Fig. 28: Measuring Resistance Of Right Low Beam Control Circuit
3. Measure the resistance of the (L44) Right Low Beam Control circuit between the Right Low Beam
Yes
Go to step 6
No
Repair the (L44) Right Low Beam Control circuit for an open.
6. (L44) RIGHT LOW BEAM CONTROL CIRCUIT SHORTED TO VOLTAGE
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Fig. 29: Measuring Voltage On Right Low Beam Control Circuit
2. Measure for voltage on the (L44) Right Low Beam Control circuit.
Yes
Repair the (L44) Right Low Beam Control circuit for a short to voltage.
No
Information.
DTC B1633: LEFT HIGH BEAM CONTROL CIRCUIT LOW
Circuit Schematic
738 of 4937
Fig. 30: Left High Beam Control Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
739 of 4937
Possible Causes
Possible Causes
(L33) LEFT HIGH BEAM CONTROL CIRCUIT SHORT TO GROUND
LEFT HIGH BEAM BULB
Diagnostic Test
3. Turn the High Beam Lamps on.
Does the scan tool display active: B1633LEFT HIGH BEAM CONTROL CIRCUIT LOW?
Yes
Go to step 2
No
2. LEFT HIGH BEAM BULB
2. Disconnect the Left High Beam Bulb.
Does the DTC reset?
Yes
Go to step 3
No
Replace the Left High Beam Bulb in accordance with the Service Information.
3. (L33) LEFT HIGH BEAM CONTROL CIRCUIT SHORT TO GROUND
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Fig. 31: Measuring Resistance Between Ground & Left High Beam Control Circuit
3. Disconnect the Left Headlamp harness connector.
4. Measure the resistance between ground and the (L33) Left High Beam Control circuit.
Yes
Information.
No
Repair the (L33) Left High Beam Control circuit for a short to ground.
741 of 4937
DTC B1634: LEFT HIGH BEAM CONTROL CIRCUIT HIGH
Circuit Schematic
Fig. 32: Left High Beam Control Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
742 of 4937
Set Condition:
Possible Causes
Possible Causes
CHECK (L33) LEFT HIGH BEAM CONTROL CIRCUIT
(L33) LEFT HIGH BEAM CONTROL CIRCUIT OPEN
(L33) LEFT HIGH BEAM CONTROL CIRCUIT SHORT TO VOLTAGE
LEFT HIGH BEAM BULB
Diagnostic Test
Does the scan tool display active: B1634LEFT HIGH BEAM CONTROL CIRCUIT HIGH?
Yes
Go to step 2
No
2. Disconnect the Left High Beam Lamp harness connector.
Yes
Go to step 4
No
Go to step 3
1. Measure the resistance of the appropriate (Z904) Ground circuit(s) at the Left High Beam harness
connector.
743 of 4937
Yes
No
4. CHECK (L33) LEFT HIGH BEAM CONTROL CIRCUIT
2. With a 12volt test light connected to ground, check the (L33) Left High Beam Control circuit.
Yes
No
Go to step 5
5. (L33) LEFT HIGH BEAM CONTROL CIRCUIT OPEN
3. Measure the resistance of the (L33) Left High Beam Control Circuit between the Left Headlamp
Yes
Go to step 6
No
Repair the (L33) Left High Beam Control circuit for an open.
6. (L33) LEFT HIGH BEAM CONTROL CIRCUIT SHORT TO VOLTAGE
2. Measure for voltage on the (L33) Left High Beam Control circuit.
Yes
Repair the (L33) Left High Beam Control circuit for a short to voltage.
744 of 4937
No
Information.
DTC B1637: RIGHT HIGH BEAM CONTROL CIRCUIT LOW
Circuit Schematic
Fig. 33: Right High Beam Control Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
With the High Beam Headlamps activated.
Set Conditions
Set Condition:
Possible Causes
Possible Causes
(L34) RIGHT HIGH BEAM CONTROL CIRCUIT SHORT TO GROUND
RIGHT HIGH BEAM BULB
Diagnostic Test
Does the scan tool display active: B1637RIGHT HIGH BEAM CONTROL CIRCUIT LOW?
Yes
Go to step 2
No
2. RIGHT HIGH BEAM BULB
2. Disconnect the Right High Beam Bulb.
Does the DTC reset?
Yes
Go to step 3
746 of 4937
No
Replace the Right High Beam Bulb in accordance with the Service Information.
3. (L34) RIGHT HIGH BEAM CONTROL CIRCUIT SHORT TO GROUND
3. Disconnect the Right Headlamp harness connector.
4. Measure the resistance between ground and the Right High Beam Control circuit.
Yes
Information.
No
Repair the (L34) Right High Beam Control circuit for a short to ground.
DTC B1638: RIGHT HIGH BEAM CONTROL CIRCUIT HIGH
Circuit Schematic
747 of 4937
Fig. 34: Right High Beam Control Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
748 of 4937
Possible Causes
Possible Causes
CHECK (L34) RIGHT HIGH BEAM CONTROL CIRCUIT
(L34) RIGHT HIGH BEAM CONTROL CIRCUIT OPEN
(L34) RIGHT HIGH BEAM CONTROL CIRCUIT SHORT TO VOLTAGE
RIGHT HIGH BEAM BULB
Diagnostic Test
Does the scan tool display active: B1638RIGHT HIGH BEAM CONTROL CIRCUIT HIGH?
Yes
Go to step 2
No
2. Disconnect the Right High Beam Lamp harness connector.
Yes
Go to step 4
No
Go to step 3
1. Measure the resistance of the appropriate (Z904) Ground circuit(s) at the Right High Beam harness
connector.
749 of 4937
Yes
No
4. CHECK (L34) RIGHT HIGH BEAM CONTROL CIRCUIT
2. With a 12volt test light connected to ground, check the (L34) Right High Beam Control circuit.
Yes
No
Go to step 5
5. (L34) RIGHT HIGH BEAM CONTROL CIRCUIT OPEN
3. Measure the resistance of the (L34) Right High Beam Control circuit between the Right Headlamp
Yes
Go to step 6
No
Repair the (L34) Right High Beam Control circuit for an open.
6. (L34) HIGH BEAM CONTROL CIRCUIT SHORT TO VOLTAGE
2. Measure for voltage on the (L34) High Beam Control circuit.
Yes
Repair the (L34) High Beam Control circuit for a short to voltage.
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No
Information.
DTC B163B: FRONT LEFT TURN LAMP CONTROL CIRCUIT LOW
Circuit Schematic
Fig. 35: Front Left Turn Lamp Control Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
With the Turn Signal activated.
Set Conditions
Set Condition:
Possible Causes
Possible Causes
(L61) FRONT LEFT TURN SIGNAL CONTROL CIRCUIT SHORT TO GROUND
FRONT LEFT TURN SIGNAL BULB
Diagnostic Test
3. Turn the Left Turn Signal on.
Does the scan tool display active: B163BFRONT LEFT TURN LAMP CONTROL CIRCUIT
LOW?
Yes
Go To 2
No
2. FRONT LEFT TURN SIGNAL BULB
2. Disconnect the Front Left Turn Signal Bulb.
Does the DTC reset?
Yes
Go to step 3
752 of 4937
No
Replace the Front Left Turn Signal Bulb in accordance with the Service Information.
3. (L61) FRONT LEFT TURN SIGNAL CONTROL CIRCUIT SHORT TO GROUND
3. Disconnect the Front Left Turn Signal Lamp harness connector.
4. Measure the resistance between ground and the (L61) Front Left Turn Signal Control circuit.
Yes
Information.
No
Repair the (L61) Front Left Turn Signal Control circuit for a short to ground.
DTC B163C: FRONT LEFT TURN LAMP CONTROL CIRCUIT HIGH
Circuit Schematic
753 of 4937
Fig. 36: Front Left Turn Lamp Control Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
754 of 4937
Set Condition:
Possible Causes
Possible Causes
CHECK (L61) FRONT LEFT TURN SIGNAL CONTROL CIRCUIT
(L61) FRONT LEFT TURN SIGNAL CONTROL CIRCUIT OPEN
(L61) FRONT LEFT TURN SIGNAL CONTROL CIRCUIT SHORTED TO VOLTAGE
FRONT LEFT TURN LAMP BULB
Diagnostic Test
Does the scan tool display active: B163CFRONT LEFT TURN LAMP CONTROL CIRCUIT
HIGH?
Yes
Go to step 2
No
2. Disconnect the Front Left Turn Signal Lamp assembly harness connector.
Yes
Go to step 4
No
Go to step 3
1. Measure the resistance of the appropriate (Z904) Ground circuit(s) at the Front Left Turn Signal
Lamp assembly harness connector.
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Yes
No
4. CHECK (L61) FRONT LEFT TURN SIGNAL CONTROL CIRCUIT
2. With the Left Turn Signal still on and a 12volt test light connected to ground, check the (L61)
Front Left Turn Signal Control circuit.
Does the test light blink brightly from on to off with the turn signal indicator?
Yes
No
Go to step 5
5. (L61) FRONT LEFT TURN SIGNAL CONTROL CIRCUIT OPEN
3. Measure the resistance of the (L61) Front Left Turn Signal Control circuit between the Front Left
Turn Signal Lamp assembly harness connector and the TIPM C3 harness connector.
Yes
Go to step 6
No
Repair the (L61) Front Left Turn Lamp Control circuit for an open.
6. (L61) FRONT LEFT TURN SIGNAL CONTROL CIRCUIT SHORTED TO VOLTAGE
2. Measure for voltage on the (L61) Front Left Turn Signal Control circuit.
No
Repair the (L61) Front Left Turn Signal Control circuit for a short to voltage.
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Yes
Information.
DTC B163F: FRONT RIGHT TURN LAMP CONTROL CIRCUIT LOW
Circuit Schematic
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Fig. 37: Front Right Turn Lamp Control Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
Possible Causes
(L60) FRONT RIGHT TURN SIGNAL CONTROL CIRCUIT SHORT TO GROUND
FRONT RIGHT TURN SIGNAL BULB
Diagnostic Test
3. Turn the Right Turn Signal on.
Does the scan tool display active: B163FFRONT RIGHT TURN LAMP CONTROL CIRCUIT
LOW?
Yes
Go To 2
No
2. FRONT RIGHT TURN SIGNAL BULB
2. Disconnect the Front Right Turn Signal Bulb.
Does the DTC reset?
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Yes
Go to step 3
No
Replace the Front Right Turn Signal Bulb in accordance with the Service Information.
3. (L60) FRONT RIGHT TURN SIGNAL CONTROL CIRCUIT SHORT TO GROUND
3. Disconnect the Right Front Turn Signal Lamp harness connector.
4. Measure the resistance between ground and the (L60) Right Front Turn Signal Control circuit.
Yes
Information.
No
Repair the (L60) Right Front Turn Signal Control circuit for a short to ground.
DTC B1640: FRONT RIGHT TURN LAMP CONTROL CIRCUIT HIGH
Circuit Schematic
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Fig. 38: Front Right Turn Lamp Control Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
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Set Condition:
Possible Causes
Possible Causes
CHECK (L60) FRONT RIGHT TURN SIGNAL CONTROL CIRCUIT
(L60) FRONT RIGHT TURN SIGNAL CONTROL CIRCUIT OPEN
(L60) FRONT RIGHT TURN SIGNAL CONTROL CIRCUIT SHORTED TO VOLTAGE
FRONT RIGHT TURN SIGNAL BULB
Diagnostic Test
Does the scan tool display active: B1640FRONT RIGHT TURN LAMP CONTROL CIRCUIT
HIGH?
Yes
Go to step 2
No
2. Disconnect the Front Right Turn Signal Lamp assembly harness connector.
Yes
Go to step 4
No
Go to step 3
1. Measure the resistance of the appropriate (Z904) Ground circuit(s) at the Front Right Turn Signal
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Yes
No
4. CHECK (L60) FRONT RIGHT TURN SIGNAL CONTROL CIRCUIT
2. With the Right Turn Signal still on and a 12volt test light connected to ground, check the (L60)
Front Right Turn Signal Control circuit.
Yes
No
Go to step 5
5. (L60) FRONT RIGHT TURN SIGNAL CONTROL CIRCUIT OPEN
3. Measure the resistance of the (L60) Front Right Turn Signal Control circuit between the Front
Right Turn Signal Lamp assembly harness connector and the TIPM C3 harness connector.
Yes
Go to step 6
No
Repair the (L60) Front Right Turn Signal Control circuit for an open.
6. (L60) RIGHT TURN SIGNAL CONTROL CIRCUIT SHORTED TO VOLTAGE
2. Measure for voltage on the (L60) Front Right Turn Signal Control circuit.
No
Repair the (L60) Front Right Turn Signal Control circuit for a short to voltage.
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Yes
Information.
DTC B1643: REAR LEFT TURN LAMP CONTROL CIRCUIT LOW
Circuit Schematic
Fig. 39: Rear Left Turn Lamp Control Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
Possible Causes
(L63) REAR LEFT TURN SIGNAL CONTROL CIRCUIT SHORTED TO GROUND
REAR LEFT TURN SIGNAL BULB
Diagnostic Test
Does the scan tool display active: B1643REAR LEFT TURN LAMP CONTROL CIRCUIT
LOW?
Yes
Go To 2
No
2. REAR LEFT TURN SIGNAL BULB
2. Disconnect the Rear Left Turn Signal Bulb.
Does the DTC reset?
Yes
Go to step 3
764 of 4937
No
Replace the Rear Left Turn Signal Bulb in accordance with the Service Information.
3. (L63) LEFT TURN SIGNAL CONTROL CIRCUIT SHORTED TO GROUND
3. Disconnect the Left Rear Tail Lamp harness connector.
4. Measure the resistance between ground and the (L63) Rear Left Turn Signal Control circuit.
Yes
Information.
No
Repair the (L63) Rear Left Turn Signal Control circuit for a short to ground.
DTC B1644: REAR LEFT TURN LAMP CONTROL CIRCUIT HIGH
Circuit Schematic
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Fig. 40: Rear Left Turn Lamp Control Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
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Possible Causes
Possible Causes
CHECK (L63) LEFT REAR TURN SIGNAL CONTROL CIRCUIT
(L63) LEFT REAR TURN SIGNAL CONTROL CIRCUIT OPEN
(L63) LEFT REAR TURN SIGNAL CONTROL CIRCUIT SHORTED TO VOLTAGE
Diagnostic Test
Does the scan tool display active: B1644REAR LEFT TURN LAMP CONTROL CIRCUIT
HIGH?
Yes
Go to step 2
No
2. Disconnect the Left Rear Turn Signal Lamp assembly harness connector.
Yes
Go to step 4
No
Go to step 3
1. Measure the resistance of the appropriate (Z910) Ground circuit(s) at the Left Rear Turn Signal
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Yes
No
4. CHECK (L63) LEFT REAR TURN SIGNAL CONTROL CIRCUIT
2. With the Left Turn Signal still on and a 12volt test light connected to ground, check the (L63) Left
Rear Turn Signal Control circuit.
Yes
No
Go to step 5
5. (L63) LEFT TURN SIGNAL CONTROL CIRCUIT OPEN
3. Measure the resistance of the (L63) Left Rear Turn Signal Control circuit between the Left Rear
Tail Lamp assembly harness connector and the TIPM C4 harness connector.
Yes
Go to step 6
No
Repair the (L63) Left Rear Turn Signal Control circuit for an open.
6. (L63) LEFT REAR TURN SIGNAL CONTROL CIRCUIT SHORTED TO VOLTAGE
2. Measure for voltage on the (L63) Left Rear Turn Signal Control circuit.
Yes
Repair short to voltage on the (L63) Left Rear Turn Signal Control circuit.
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No
Information.
DTC B1647: REAR RIGHT TURN LAMP CONTROL CIRCUIT LOW
Circuit Schematic
Fig. 41: Rear Right Turn Lamp Control Circuit Schematic
Additional Wiring
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Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
Possible Causes
(L62) RIGHT REAR TURN SIGNAL CONTROL CIRCUIT SHORT TO GROUND
RIGHT REAR TURN SIGNAL BULB
Diagnostic Test
Does the scan tool display active: B1647REAR RIGHT TURN LAMP CONTROL CIRCUIT
LOW?
Yes
Go to step 2
No
2. REAR RIGHT TURN SIGNAL BULB
2. Disconnect the Right Rear Turn Signal Bulb.
Does the DTC reset?
Yes
Go to step 3
No
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Replace the Right Rear Turn Signal Bulb in accordance with the Service Information.
3. (L62) RIGHT REAR TURN SIGNAL CONTROL CIRCUIT SHORT TO GROUND
3. Disconnect the Right Rear Tail Lamp harness connector.
4. Measure the resistance between ground and the (L62) Right Rear Turn Signal Control circuit.
Yes
Information.
No
Repair the (L62) Right Rear Turn Signal Control circuit for a short to ground.
DTC B1648: REAR RIGHT TURN LAMP CONTROL CIRCUIT HIGH
Circuit Schematic
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Fig. 42: Rear Right Turn Lamp Control Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
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Possible Causes
Possible Causes
CHECK (L62) RIGHT REAR TURN SIGNAL CONTROL CIRCUIT
(L62) RIGHT REAR TURN SIGNAL CONTROL CIRCUIT OPEN
(L62) RIGHT REAR TURN SIGNAL CONTROL CIRCUIT SHORTED TO VOLTAGE
Diagnostic Test
Does the scan tool display active: B1648REAR RIGHT TURN LAMP CONTROL CIRCUIT
HIGH?
Yes
Go to step 2
No
2. Disconnect the Right Rear Turn Signal Lamp assembly harness connector.
Yes
Go to step 4
No
Go to step 3
1. Measure the resistance of the appropriate (Z910) Ground circuit(s) at the Right Rear Turn Signal
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Yes
No
4. CHECK (L62) RIGHT REAR TURN SIGNAL CONTROL CIRCUIT
2. With the Right Turn Signal still on and a 12volt test light connected to ground, check the (L62)
Right Rear Turn Signal Control circuit.
Yes
No
Go to step 5
5. (L62) RIGHT REAR TURN SIGNAL CONTROL CIRCUIT OPEN
3. Measure the resistance of the (L62) Right Rear Turn Signal Control circuit between the Right Rear
Tail Lamp assembly harness connector and the TIPM C4 harness connector.
Yes
Go to step 6
No
Repair the (L62) Right Rear Turn Lamp Control circuit for an open.
6. (L62) RIGHT REAR TURN SIGNAL CONTROL CIRCUIT SHORTED TO VOLTAGE
2. Measure for voltage on the (L62) Right Rear Turn Signal Control circuit.
Yes
Repair the (L62) Right Rear Turn Signal Control circuit for a short to voltage.
774 of 4937
No
Information.
DTC B1663: REAR FOG LAMP CONTROL CIRCUIT LOW
Additional Wiring
Monitor Conditions
When Monitored:
With the Rear Fog Lamps activated.
Set Conditions
Set Condition:
The Totally Integrated Power Module (TIPM) Detects a LOW condition.
Possible Causes
Possible Causes
(L239) REAR FOG LAMP CONTROL CIRCUIT SHORT TO GROUND
LEFT REAR FOG LAMP BULB
RIGHT REAR FOG LAMP BULB
Diagnostic Test
3. Turn the Rear Fog Lamps on.
Does the scan tool display active: B1663REAR FOG LAMP CONTROL CIRCUIT LOW?
Yes
Go to step 2
No
2. LEFT REAR FOG LAMP BULB
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2. Disconnect the Left Rear Fog Lamp Bulb.
Does the DTC reset?
Yes
Go to step 3
No
Replace the Left Rear Fog Lamp Bulb in accordance with the Service Information.
3. RIGHT REAR FOG LAMP BULB
2. Disconnect the Right Rear Fog Lamp Bulb.
Does the DTC reset?
Yes
Go to step 4
No
Replace the Right Rear Fog Lamp Bulb in accordance with the Service Information.
4. (L239) REAR FOG LAMP CONTROL CIRCUIT SHORT TO GROUND
3. Disconnect the Left and Right Rear Fog Lamp harness connectors.
4. Measure the resistance between ground and the (L239) Rear Fog Lamp Control circuit.
Yes
Information.
No
Repair the (L239) Rear Fog Lamp Control circuit for a short to ground.
DTC B1664: REAR FOG LAMP CONTROL CIRCUIT HIGH
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Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
The Totally Integrated Power Module (TIPM) Detects a HIGH condition.
Possible Causes
Possible Causes
(L239) REAR FOG LAMP CONTROL CIRCUIT OPEN
(L239) REAR FOG LAMP CONTROL CIRCUIT SHORTED TO VOLTAGE
LEFT AND/OR RIGHT REAR FOG LAMP BULBS
Diagnostic Test
3. Turn the Rear Fog Lamps on.
Does the scan tool display active: B1664REAR FOG LAMP CONTROL CIRCUIT HIGH?
Yes
Go to step 2
No
2. LEFT AND RIGHT REAR FOG LAMP BULBS
2. Remove the Left and Right Fog Lamp Bulbs.
3. Inspect the Left and Right Fog Lamp Bulbs.
Are the inoperative bulbs OK?
Yes
Go to step 3
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No
Replace the Inoperative bulb(s) in accordance with the Service Information.
3. (L239) REAR FOG LAMP CONTROL CIRCUIT OPEN
2. Disconnect the Left and Right Rear Fog Lamp harness connectors.
3. Measure the resistance of the (L239) Rear Fog Lamp Control circuit between the Left and Right
Rear Fog Lamp harness connectors and the TIPM C6 harness connector.
Yes
Go to step 4
No
Repair the (L239) Rear Fog Lamp Control circuit for an open.
4. (L239) REAR FOG LAMP CONTROL CIRCUIT SHORTED TO VOLTAGE
2. Measure for voltage on the (L239) Rear Fog Lamp Control circuit.
Yes
Repair the (L239) Rear Fog Lamp Control circuit for a short to voltage.
No
Information.
DTC B166B: LEFT TRAILER TOW LAMP CONTROL CIRCUIT LOW
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
778 of 4937
Possible Causes
Possible Causes
(L673) LEFT TRAILER TOW LAMP CONTROL CIRCUIT SHORT TO GROUND
Diagnostic Test
3. Turn on the Left Turn Signal.
Does the scan tool display active: B166BLEFT TRAILER TOW LAMP CONTROL CIRCUIT
LOW?
Yes
Go To 2
No
2. (L673) LEFT TRAILER TOW LAMP CONTROL CIRCUIT SHORT TO GROUND
3. Measure the resistance between ground and the (L673) Left Trailer Tow Lamp Control circuit.
Yes
Information.
No
Repair the (L673) Left Trailer Tow Lamp Control circuit for a short to ground.
DTC B166C: LEFT TRAILER TOW LAMP CONTROL CIRCUIT HIGH
Additional Wiring
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Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The Totally Integrated Power Module (TIPM) detects an HIGH condition.
Possible Causes
Possible Causes
(L673) LEFT TRAILER TOW LAMP CONTROL CIRCUIT OPEN
(L673) LEFT TRAILER TOW LAMP CONTROL CIRCUIT SHORTED TO VOLTAGE
Diagnostic Test
2. With the scan tool, clear all DTCs
3. Turn on the Left Turn Signal.
Does the scan tool display active: B166CLEFT TRAILER TOW LAMP CONTROL CIRCUIT
HIGH?
Yes
Go to step 2
No
2. (L673) LEFT TRAILER TOW LAMP CONTROL CIRCUIT OPEN
3. Disconnect the Left Trailer Tow Lamp harness connectors.
4. Measure the resistance of the (L673) Left Trailer Tow Lamp Control circuit between the Left
Trailer Tow Lamp harness connectors and the TIPM C6 harness connector.
Yes
Repair the (L673) Left Trailer Tow Lamp Control circuit for an open.
780 of 4937
No
Go to step 3
3. (L673) LEFT TRAILER TOW LAMP CONTROL CIRCUIT SHORTED TO VOLTAGE
2. Measure the voltage on the (L673) Left Trailer Tow Lamp Control circuit.
Yes
Repair the (L673) Left Trailer Tow Lamp Control circuit for a short to voltage.
No
Information.
DTC B166F: RIGHT TRAILER TOW LAMP CONTROL CIRCUIT LOW
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
Possible Causes
(L674) RIGHT TRAILER TOW LAMP CONTROL CIRCUIT SHORTED TO GROUND
Diagnostic Test
3. Turn on the Right Turn Signal.
Does the scan tool display active: B166FRIGHT TRAILER TOW LAMP CONTROL CIRCUIT
LOW?
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Yes
Go To 2
No
2. (L674) RIGHT TRAILER TOW LAMP CONTROL CIRCUIT SHORTED TO GROUND
3. Measure the resistance between ground and the (L674) Right Trailer Tow Lamp Control circuit.
Yes
Information.
No
Repair the (L674) Right Trailer Tow Lamp Control circuit for a short to ground.
DTC B1670: RIGHT TRAILER TOW LAMP CONTROL CIRCUIT HIGH
Additional Wiring
Monitor Conditions
When Monitored:
Continuously
Set Conditions
Set Condition:
The Totally Integrated Power Module (TIPM) Detects a HIGH condition.
Possible Causes
Possible Causes
(L674) RIGHT TRAILER TOW LAMP CONTROL CIRCUIT OPEN
(L674) RIGHT TRAILER TOW LAMP CONTROL CIRCUIT SHORTED TO VOLTAGE
Diagnostic Test
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3. Turn on the Right Turn Signal.
Does the scan tool display active: B1670RIGHT TRAILER TOW LAMP CONTROL CIRCUIT
HIGH?
Yes
Go to step 2
No
2. (L674) RIGHT TRAILER TOW LAMP CONTROL CIRCUIT OPEN
3. Disconnect the Right Trailer Tow Lamp harness connectors.
4. Measure the resistance of the (L674) Right Trailer Tow Lamp Control circuit between the Right
Trailer Tow Lamp harness connectors and the TIPM C6 harness connector.
Yes
Repair the (L674) Right Trailer Tow Lamp Control circuit for an open.
No
Go to step 3
3. (L674) RIGHT TRAILER TOW LAMP CONTROL CIRCUIT SHORTED TO VOLTAGE
2. Measure the voltage on the (L674) Right Trailer Tow Lamp Control circuit.
Yes
Repair the (L674) Right Trailer Tow Lamp Control circuit for a short to voltage.
No
Information.
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DTC B16B1: LEFT STOP LAMP CONTROL CIRCUIT HIGH
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
Possible Causes
Possible Causes
CHECK (L53) LEFT STOP LAMP CONTROL CIRCUIT
(L53) LEFT STOP LAMP CONTROL CIRCUIT OPEN
(L53) LEFT STOP LAMP CONTROL CIRCUIT SHORTED TO VOLTAGE
LEFT STOP LAMP BULB
Diagnostic Test
3. Turn the Stop Lamps on.
Does the scan tool display active: B16B1LEFT STOP LAMP CONTROL CIRCUIT HIGH?
Yes
Go to step 2
No
2. Disconnect the Left Rear Tail Lamp harness connector.
784 of 4937
Yes
Go to step 4
No
Go to step 3
1. Measure the resistance of the appropriate (Z910) Ground circuit(s) at the Left Rear Tail Lamp
assembly harness connector.
Yes
No
4. CHECK (L53) LEFT STOP LAMP CONTROL CIRCUIT
2. With the Stop Lamps still on and a 12volt test light connected to ground, check the (L53) Left
Stop Lamp Control circuit.
Yes
No
Go to step 5
5. (L53) LEFT STOP LAMP CONTROL CIRCUIT OPEN
2. Measure the resistance of the (L53) Left Rear Turn Signal Control circuit between the Left Rear
Tail Lamp harness connector and the TIPM C7 harness connector.
Yes
Go to step 6
No
785 of 4937
Repair the (L53) Turn Signal Control circuit for an open.
6. (L53) LEFT STOP LAMP CONTROL CIRCUIT SHORTED TO VOLTAGE
2. Measure for voltage on the (L53) Left Stop Lamp Control circuit.
Yes
Repair the (L53) Left Stop Lamp Control circuit for a short to voltage.
No
Information.
DTC B16B5: RIGHT STOP LAMP CONTROL CIRCUIT HIGH
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
Possible Causes
Possible Causes
CHECK (L54) RIGHT STOP LAMP CONTROL CIRCUIT
(L54) RIGHT STOP LAMP CONTROL CIRCUIT OPEN
(L54) RIGHT STOP LAMP CONTROL CIRCUIT SHORTED TO VOLTAGE
RIGHT STOP LAMP BULB
Diagnostic Test
3. Turn the Stop Lamps on.
786 of 4937
Does the scan tool display active: B16B5RIGHT STOP LAMP CONTROL CIRCUIT HIGH?
Yes
Go to step 2
No
1. Disconnect the Right Rear Tail Lamp harness connector.
Yes
Go to step 4
No
Go to step 3
1. Measure the resistance of the appropriate (Z910) Ground circuit(s) at the Right Rear Tail Lamp
assembly harness connector.
Yes
No
4. CHECK (L54) RIGHT STOP LAMP CONTROL CIRCUIT
2. With the Stop Lamps still on and a 12volt test light connected to ground, check the (L54) Right
Stop Lamp Control circuit.
Yes
787 of 4937
No
Go to step 5
5. (L54) RIGHT STOP LAMP CONTROL CIRCUIT OPEN
2. Disconnect the TIPM C7 connector.
3. Measure the resistance of the (L54) Right Stop Lamp Control circuit between the Right Rear Tail
Lamp harness connector and the TIPM C7 harness connector.
No
Go to step 6
Yes
Repair the (L54) Right Stop Lamp Control circuit for an open.
6. (L54) RIGHT STOP LAMP CONTROL CIRCUIT SHORTED TO VOLTAGE
2. Measure the voltage between (L54) Right Stop Lamp Control circuit and ground.
Yes
Repair the (L54) Right Stop Lamp Control circuit for a short to voltage.
No
Information.
DTC B16F8: FRONT LEFT FOG LAMP CONTROL CIRCUIT LOW
Circuit Schematic
788 of 4937
Fig. 43: Front Left Fog Lamp Control Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
With the Front Fog Lamps active.
789 of 4937
Set Conditions
Set Condition:
When the Totally Integrated Power Module (TIPM) detects a low condition.
Possible Causes
Possible Causes
(L89) LEFT FRONT FOG LAMP CONTROL CIRCUIT SHORTED TO GROUND
LEFT FRONT FOG LAMP BULB
Diagnostic Test
3. Turn the Front Fog Lamps on.
Does the scan tool display active DTC B16F8FRONT LEFT FOG LAMP CONTROL CIRCUIT
LOW?
Yes
Go to step 2
No
2. LEFT FRONT FOG LAMP BULB
2. Disconnect the Left Front Fog Lamp bulb.
Does the DTC reset?
Yes
Go to step 3
No
Replace the Left Front Fog Lamp bulb in accordance with the Service Information.
3. (L89) LEFT FRONT FOG LAMP CONTROL CIRCUIT SHORTED TO GROUND
790 of 4937
Fig. 44: Measuring Resistance Between Ground & Left Front Fog Lamp Control Circuit
3. Measure the resistance between ground and the (L89) Left Front Fog Lamp Control circuit.
Yes
Replace the TIPM in accordance with the Service Information.
No
Repair the short to ground in the (L89) Left Front Fog Lamp Control circuit.
DTC B16F9: FRONT LEFT FOG LAMP CONTROL CIRCUIT HIGH
Circuit Schematic
791 of 4937
Fig. 45: Front Left Fog Lamp Control Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
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Set Conditions
Set Condition:
When the Totally Integrated Power Module (TIPM) detects a high condition.
Possible Causes
Possible Causes
(L89) LEFT FRONT FOG LAMP CONTROL CIRCUIT OPEN
(L89) LEFT FRONT FOG LAMP CONTROL CIRCUIT SHORTED TO VOLTAGE
LEFT FRONT FOG LAMP BULB
Diagnostic Test
Does the scan tool display active DTC B16F9FRONT LEFT FOG LAMP CONTROL CIRCUIT
HIGH?
Yes
Go to step 2
No
2. CHECK THE (Z905) GROUND CIRCUIT
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Fig. 46: Checking Ground Circuit With 12Volt Test Light Connected To 12 Volts
1. Disconnect the Left Front Fog Lamp harness connector.
2. With a 12volt test light connected to 12volts, check the (Z905) Ground circuit.
Yes
Go to step 4
No
Go to step 3
794 of 4937
Fig. 47: Measuring Resistance Between Ground & Ground circuit
2. Measure the resistance between ground and the (Z905) Ground circuit in the Left Front Fog Lamp
harness connector.
Yes
Replace the inoperative bulb in accordance with the Service Information.
No
4. CHECK (L89) LEFT FRONT FOG LAMP CONTROL CIRCUIT
795 of 4937
Fig. 48: Checking Left Front Fog Lamp Control Circuit With 12Volt Test Light Connected To
Ground
2. With a 12volt test light connected to ground, check the (L89) Left Front Fog Lamp Control circuit.
Does the test light illuminate brightly with the fog lamp switch turned on, and shut off with the fog
lamps turned off?
Yes
No
Go to step 5
5. (L89) LEFT FRONT FOG LAMP CONTROL CIRCUIT OPEN
796 of 4937
Fig. 49: Measuring Resistance Of Left Front Fog Lamp Control Circuit
3. Measure the resistance of the (L89) Left Front Fog Lamp Control circuit between the Left Front
Fog Lamp harness connector and the TIPM C4 harness connector.
Yes
Go to step 6
No
Repair the open in the (L89) Left Front Fog Lamp Control circuit.
797 of 4937
6. (L89) LEFT FRONT FOG LAMP CONTROL CIRCUIT SHORTED TO VOLTAGE
Fig. 50: Measuring Voltage Of Left Front Fog Lamp Control Circuit
2. Measure the voltage of the (L89) Left Front Fog Lamp Control circuit.
Yes
Repair the short to voltage in the (L89) Left Front Fog Lamp Control circuit.
No
DTC B16FC: FRONT RIGHT FOG LAMP CONTROL CIRCUIT LOW
Circuit Schematic
798 of 4937
Fig. 51: Front Right Fog Lamp Control Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
With the Front Fog Lamps active.
799 of 4937
Set Conditions
Set Condition:
When the Totally Integrated Power Module (TIPM) detects a low condition.
Possible Causes
Possible Causes
(L90) RIGHT FRONT FOG LAMP CONTROL CIRCUIT SHORTED TO GROUND
RIGHT FRONT FOG LAMP BULB
Diagnostic Test
Does the scan tool display active DTC B16FCFRONT RIGHT FOG LAMP CONTROL
CIRCUIT LOW?
Yes
Go to step 2
No
2. RIGHT FRONT FOG LAMP BULB
2. Disconnect the Right Front Fog Lamp bulb.
Does the DTC reset?
Yes
Go to step 3
No
Replace the Right Front Fog Lamp bulb in accordance with the Service Information.
3. (L90) RIGHT FRONT FOG LAMP CONTROL CIRCUIT SHORTED TO GROUND
800 of 4937
Fig. 52: Measuring Resistance Between Ground & Right Front Fog Lamp Control Circuit
3. Measure the resistance between ground and the (L90) Right Front Fog Lamp Control circuit.
Yes
No
Repair the short to ground in the (L90) Right Front Fog Lamp Control circuit.
DTC B16FD: FRONT RIGHT FOG LAMP CONTROL CIRCUIT HIGH
Circuit Schematic
801 of 4937
Fig. 53: Front Right Fog Lamp Control Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
802 of 4937
Set Conditions
Set Condition:
When the Totally Integrated Power Module (TIPM) detects a high condition.
Possible Causes
Possible Causes
(L90) RIGHT FRONT FOG LAMP CONTROL CIRCUIT OPEN
(L90) RIGHT FRONT FOG LAMP CONTROL CIRCUIT SHORTED TO VOLTAGE
RIGHT FRONT FOG LAMP BULB
Diagnostic Test
Does the scan tool display active DTC B16FDFRONT RIGHT FOG LAMP CONTROL
CIRCUIT HIGH?
Yes
Go to step 2
No
2. CHECK THE (Z905) GROUND CIRCUIT
803 of 4937
Fig. 54: Checking Ground Circuit With 12Volt Test Light Connected To 12 Volts
1. Disconnect the Right Front Fog Lamp assembly harness connector.
2. With a 12volt test light connected to 12volts, check the (Z905) Ground circuit.
Yes
Go to step 4
No
Go to step 3
804 of 4937
Fig. 55: Measuring Resistance Between Ground & Ground Circuit
2. Measure the resistance between ground and the (Z905) Ground circuit in the Right Front Fog Lamp
harness connector.
Yes
No
4. CHECK (L90) RIGHT FRONT FOG LAMP CONTROL CIRCUIT
805 of 4937
Fig. 56: Checking Right Front Fog Lamp Control Circuit With 12Volt Test Light Connected To
Ground
2. With a 12volt test light connected to ground, check the (L90) Right Front Fog Lamp Control
circuit.
Does the test light illuminate brightly with the fog lamp switch turned on, and shut off with the fog
lamps turned off?
Yes
No
Go to step 5
5. (L90) RIGHT FRONT FOG LAMP CONTROL CIRCUIT OPEN
806 of 4937
Fig. 57: Measuring Resistance Of Right Front Fog Lamp Control Circuit
3. Measure the resistance of the (L90) Right Front Fog Lamp Control circuit between the Right Front
Fog Lamp assembly harness connector and the TIPM C4 harness connector.
Yes
Go to step 6
No
Repair the open in the (L90) Right Front Fog Lamp Control circuit.
807 of 4937
6. (L90) RIGHT FRONT FOG LAMP CONTROL CIRCUIT SHORTED TO VOLTAGE
Fig. 58: Measuring Voltage Of Right Front Fog Lamp Control Circuit
2. Measure the voltage of the (L90) Right Front Fog Lamp Control circuit.
Yes
Repair the short to voltage in the (L90) Right Front Fog Lamp Control circuit.
No
DTC B17B8: LEFT STOP LAMP CONTROL CIRCUIT OVERCURRENT
Additional Wiring
808 of 4937
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
When the Totally Integrated Power Module (TIPM) detects a OVERCURRENT condition.
Possible Causes
Possible Causes
(L53) LEFT STOP LAMP CONTROL CIRCUIT SHORT TO GROUND
(L53) LEFT STOP LAMP CONTROL CIRCUIT SHORTED TO VOLTAGE
Diagnostic Test
3. Turn the Left Turn Signals on.
Does the scan tool read active: B17B8LEFT STOP LAMP CONTROL CIRCUIT
OVERCURRENT?
Yes
Go To 2
No
2. LEFT STOP LAMP BULB
2. Remove Left Stop Lamp Bulb.
3. Inspect the Left Stop Lamp Bulb.
Is the inoperative bulb OK?
Yes
Go to step 3
No
809 of 4937
3. (L53) LEFT STOP LAMP CONTROL CIRCUIT SHORT TO GROUND
2. Disconnect the Left Stop Lamp harness connector.
3. Measure the resistance between ground and the (L53) Left Stop Lamp Control circuit.
Yes
Go to step 4
No
Repair the (L53) Left Stop Lamp Control circuit for a short to ground.
4. (L53) LEFT STOP LAMP CONTROL CIRCUIT SHORTED TO VOLTAGE
2. Measure for voltage on the (L53) Left Stop Lamp Control circuit.
Yes
Repair the (L543) Left Stop Lamp Control circuit short to voltage.
No
Information.
DTC B17B9: RIGHT STOP LAMP CONTROL CIRCUIT OVERCURRENT
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
Possible Causes
810 of 4937
Possible Causes
(L54) RIGHT STOP LAMP CONTROL CIRCUIT SHORT TO GROUND
(L54) RIGHT STOP LAMP CONTROL CIRCUIT SHORTED TO VOLTAGE
Diagnostic Test
Does the scan tool display active: B17B9RIGHT STOP LAMP CONTROL CIRCUIT
OVERCURRENT?
Yes
Go to step 2
No
2. RIGHT STOP LAMP BULB
2. Remove Right Stop Lamp Bulb.
3. Inspect the Right Stop Lamp Bulb.
Yes
Go to step 3
No
3. (L54) RIGHT STOP LAMP CONTROL CIRCUIT SHORT TO GROUND
2. Disconnect the Right Stop Lamp harness connector.
3. Measure the resistance between ground and the (L54) Right Stop Lamp Control circuit.
Yes
Go to step 4
811 of 4937
No
Repair the (L54) Right Stop Lamp Control circuit for a short to ground.
4. (L54) RIGHT STOP LAMP CONTROL CIRCUIT SHORTED TO VOLTAGE
2. Measure for voltage on the (L54) Right Stop Lamp Control circuit.
Yes
Repair the (L54) Right Stop Lamp Control circuit short to voltage.
No
Information.
DTC B17BA: HEADLAMP LEVELING MOTOR CONTROL CIRCUIT OVERCURRENT
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
Possible Causes
Possible Causes
(L133) HEADLAMP LEVELING MOTOR CONTROL CIRCUIT SHORTED TO GROUND
(L133) HEADLAMP LEVELING MOTOR CONTROL CIRCUIT SHORTED TO VOLTAGE
Diagnostic Test
812 of 4937
Does the scan tool display active: B17BAHEADLAMP LEVELING MOTOR CONTROL
CIRCUIT OVERCURRENT?
Yes
Go to step 2
No
2. (L133) HEADLAMP LEVELING MOTOR CONTROL CIRCUIT SHORT TO GROUND
3. Disconnect the Headlamp harness connector.
4. Measure the resistance between ground and the (L133) Headlamp Leveling Motor Control circuit.
Yes
Go to step 3
No
Repair the (L133) Headlamp Leveling Motor Control circuit for a short to ground.
3. (L133) HEADLAMP LEVELING MOTOR CONTROL CIRCUIT SHORTED TO VOLTAGE
2. Measure for voltage on the (L133) Headlamp Leveling Motor Control circuit.
Yes
Repair the (L133) Headlamp Leveling Motor Control circuit short to voltage.
No
Information.
DTC B17BF: LEFT SIDEMARKER LAMP CONTROL CIRCUIT OVERCURRENT
Additional Wiring
813 of 4937
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
Possible Causes
Possible Causes
(L163) LEFT SIDEMARKER LAMP CONTROL CIRCUIT SHORTED TO GROUND
(L163) LEFT SIDEMARKER LAMP CONTROL CIRCUIT SHORTED TO VOLTAGE
Diagnostic Test
Does the scan tool display active: B17BFLEFT SIDEMARKER LAMP CONTROL CIRCUIT
OVERCURRENT?
Yes
Go to step 2
No
2. LEFT REAR TURN SIGNAL BULB
2. Remove Left Rear Turn Signal Bulb.
3. Inspect the Left Rear Turn Signal Bulb.
Yes
Go to step 3
No
814 of 4937
3. (L163) LEFT SIDEMARKER LAMP CONTROL CIRCUIT SHORT TO GROUND
2. Disconnect the Left Sidemarker Lamp harness connector.
3. Measure the resistance between ground and the (L163) Left Sidemarker Lamp Control circuit.
Yes
Go to step 4
No
Repair the (L163) Left Sidemarker Lamp Control circuit for a short to ground.
4. (L163) LEFT SIDEMARKER LAMP CONTROL CIRCUIT SHORTED TO VOLTAGE
2. Measure for voltage on the (L163) Left Sidemarker Lamp Control circuit.
Yes
Repair the (L163) Left Sidemarker Lamp Control circuit short to voltage.
No
Information.
DTC B17C4: RIGHT SIDEMARKER LAMP CONTROL CIRCUIT OVERCURRENT
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
Possible Causes
Possible Causes
815 of 4937
(L162) RIGHT SIDEMARKER LAMP CONTROL CIRCUIT SHORT TO GROUND
(L162) RIGHT SIDEMARKER LAMP CONTROL CIRCUIT SHORTED TO VOLTAGE
Diagnostic Test
Does the scan tool display active: B17C4RIGHT SIDEMARKER LAMP CONTROL CIRCUIT
OVERCURRENT?
Yes
Go to step 2
No
2. RIGHT REAR TURN SIGNAL BULB
2. Remove Right Rear Turn Signal Bulb.
3. Inspect the Right Rear Turn Signal Bulb.
Yes
Go to step 3
No
3. (L162) RIGHT SIDEMARKER LAMP CONTROL CIRCUIT SHORT TO GROUND
2. Disconnect the Right Sidemarker Lamp harness connector.
3. Measure the resistance between ground and the (L162) Right Sidemarker Lamp Control circuit.
Yes
Go to step 4
No
816 of 4937
Repair the (L162) Right Sidemarker Lamp Control circuit for a short to ground.
4. (L162) RIGHT SIDEMARKER LAMP CONTROL CIRCUIT SHORTED TO VOLTAGE
2. Measure for voltage on the (L162) Right Sidemarker Lamp Control circuit.
Yes
Repair the (L162) Right Sidemarker Lamp Control circuit short to voltage.
No
Information.
DTC B1801: DRIVER DOOR LOCK/UNLOCK SWITCH CIRCUIT LOW
Circuit Schematic
817 of 4937
Fig. 59: Driver Door Lock/Unlock Switch Circuit Schematic
Additional Wiring
Theory Of Operation
This trouble code is for the Left Door Lock Switch for all vehicles including right hand drive.
Monitor Conditions
818 of 4937
When Monitored:
Continuously
Set Conditions
Set Condition:
When the Left Door Lock Switch Mux circuit is below 0.15 volt for over 10 seconds.
Possible Causes
Possible Causes
(G161) LEFT DOOR LOCK SWITCH MUX CIRCUIT SHORT TO GROUND
(G161) LEFT DOOR LOCK SWITCH MUX CIRCUIT SHORT TO THE (P37) DOOR LOCK
SWITCH RETURN CIRCUIT
DOOR LOCK SWITCH SHORT TO GROUND
Diagnostic Test
2. Operate the Left Door Lock Switch in all positions several times.
3. Cycle the ignition from on to off.
Does the scan tool display B1801DRIVER DOOR LOCK/UNLOCK SWITCH CIRCUIT LOW?
Yes
Go to step 2
No
The conditions that caused this code to set are not present at this time. Using the wiring
diagram/schematic as a guide, inspect the wiring and connectors.
2. DOOR LOCK SWITCH SHORTED
819 of 4937
Fig. 60: Identifying Left Door Lock Switch Connector
2. Disconnect the Left Door Lock Switch connector.
Does the scan tool display B1801DRIVER DOOR LOCK/UNLOCK SWITCH CIRCUIT LOW?
No
Replace the Left Door Lock Switch.
Yes
Go to step 3
3. (G161) LEFT DOOR LOCK SWITCH MUX CIRCUIT SHORT TO GROUND
820 of 4937
Fig. 61: Measuring Resistance Between Ground & Left Door Lock Switch Mux Circuit
3. Measure the resistance between ground and the (G161) Left Door Lock Switch Mux circuit.
Is the resistance below 10,000 Ohms?
Yes
Repair the (G161) Left Door Lock Switch Mux circuit for a short to ground.
No
Go to step 4
4. (G161) LEFT DOOR LOCK SWITCH MUX CIRCUIT SHORT TO THE (P37) DOOR LOCK
821 of 4937
Fig. 62: Measuring Resistance Between Left Door Lock Switch Mux Circuit & Door Lock Switch
Return Circuit
1. Measure the resistance between the (G161) Left Door Lock Switch Mux circuit and the (P37) Door
Lock Switch Return circuit in the door lock switch connector.
Yes
Repair the (G161) Left Door Lock Switch Mux circuit for a short to the (P37) Door Lock
Switch Return circuit.
No
DTC B1806: PASSENGER DOOR LOCK/UNLOCK SWITCH CIRCUIT LOW
Circuit Schematic
822 of 4937
Fig. 63: Passenger Door Lock/Unlock Switch Circuit Schematic
Additional Wiring
Theory Of Operation
This trouble code is for the Right Door Lock Switch for all vehicles including right hand drive.
Monitor Conditions
823 of 4937
When Monitored:
Continuously
Set Conditions
Set Condition:
When the Right Door Lock Switch Mux circuit is below 0.15 volt for over 10 seconds.
Possible Causes
Possible Causes
(G160) RIGHT DOOR LOCK SWITCH MUX CIRCUIT SHORT TO GROUND
(G160) RIGHT DOOR LOCK SWITCH MUX CIRCUIT SHORT TO THE (P37) DOOR LOCK
SWITCH RETURN
Diagnostic Test
2. Operate the Right Door Lock Switch in all positions several times.
Does the scan tool display B1806PASSENGER DOOR LOCK/UNLOCK SWITCH CIRCUIT
LOW?
Yes
Go to step 2
No
824 of 4937
Fig. 64: Identifying Right Door Lock Switch Connector
2. Disconnect the Right Door Lock Switch connector.
LOW?
No
Replace the Right Door Lock Switch.
Yes
Go to step 3
3. (G160) RIGHT DOOR LOCK SWITCH MUX CIRCUIT SHORTED TO GROUND
825 of 4937
Fig. 65: Measuring Resistance Between Ground & Right Door Lock Switch Mux Circuit
3. Measure the resistance between ground and the (G160) Right Door Lock Switch Mux circuit.
Yes
Repair the (G160) Right Door Lock Switch Mux circuit for a short to ground.
No
Go to step 4
4. (G160) RIGHT DOOR LOCK SWITCH MUX CIRCUIT SHORTED TO THE (P37) DOOR
LOCK SWITCH RETURN
826 of 4937
Fig. 66: Measuring Resistance Between Right Door Lock Switch Mux Circuit & Door Lock Switch
Return Circuit
1. Measure the resistance between the (G160) Right Door Lock Switch Mux circuit and the (P37)
Door Lock Switch Return circuit in the Door Lock Switch connector.
Yes
Repair the (G160) Right Door Lock Switch Mux circuit for a short to the Door Lock Switch
Return circuit.
No
DTC B1820: HOOD AJAR INPUT CIRCUIT HIGH
Additional Wiring
827 of 4937
Monitor Conditions
When Monitored:
Continuously
Set Conditions
Set Condition:
When the Totally Integrated Power Module senses 12 volts on the Hood Ajar Switch Sense circuit for
over 10 seconds, this code will set.
Possible Causes
Possible Causes
(G931) SENSOR GROUND CIRCUIT OPEN
(G70) HOOD AJAR SWITCH SENSE CIRCUIT SHORT TO VOLTAGE
(G70) HOOD AJAR SWITCH SENSE CIRCUIT OPEN
HOOD AJAR SWITCH OPEN
Diagnostic Test
NOTE: Open the hood and make sure the Hood Ajar Switch is connected before
proceeding
1. With the scan tool, record and erase DTCs
2. Close the hood.
5. Open then close the hood.
Does the scan tool display B1820HOOD AJAR INPUT CIRCUIT HIGH?
Yes
Go to step 2
No
2. INCORRECT HOOD AJAR SWITCH INSTALLED
1. Inspect the retainer ring on the hood ajar switch.
2. A dark brown retainer ring identifies the hood ajar switch used for certain export applications,
while a white retainer ring identifies the remote starter system application.
Is the correct switch installed?
828 of 4937
Yes
Go to step 3
No
Replace the Hood Ajar Switch.
3. HOOD AJAR SWITCH OPEN
1. Disconnect the Hood Ajar Switch harness connector.
2. Depress the plunger of the hood ajar switch and measure the resistance between the two terminals
of the switch.
Is the resistance approximately 1k Ohms?
Yes
Go to step 4
No
Replace the Hood Ajar Switch.
4. (G931) SENSOR GROUND CIRCUIT OPEN
Fig. 67: Checking Sensor Ground Circuit Using 12Volt Test Light Connected To 12 Volts
829 of 4937
1. Using a 12volt Test Light connected to 12volts, check the (G931) Sensor Ground circuit.
Does the test light illuminate?
Yes
Go to step 5
No
Repair the (G931) Sensor Ground circuit for an open.
5. (G70) HOOD AJAR SWITCH SENSE CIRCUIT SHORT TO VOLTAGE
Fig. 68: Measuring Voltage Between Hood Ajar Switch Sense Circuit & Ground
3. Measure the voltage between the (G70) Hood Ajar Switch Sense circuit and ground.
Yes
Repair the (G70) Hood Ajar Switch Sense circuit for a short to voltage.
830 of 4937
No
Go to step 6
6. (G70) HOOD AJAR SWITCH SENSE CIRCUIT OPEN
Fig. 69: Measuring Resistance Of Hood Ajar Switch Sense Circuit
2. Measure the resistance of the (G70) Hood Ajar Switch Sense circuit between the TIPM C4
connector and the Hood Ajar Switch connector.
831 of 4937
Yes
Replace the Totally Integrated Power Module (TIPM) in accordance with the service
information.
No
Repair the (G70) Hood Ajar Switch Sense circuit for an open.
DTC B1934: DRIVER DOOR LOCK/UNLOCK SWITCH CIRCUIT STUCK
Circuit Schematic
832 of 4937
Fig. 70: Driver Door Lock/Unlock Switch Circuit Schematic
Additional Wiring
Theory Of Operation
This trouble code is for the Left Door Lock Switch for all vehicles including right hand drive.
Monitor Conditions
833 of 4937
When Monitored:
Continuously
Set Conditions
Set Condition:
When the Left Door Lock Switch Mux circuit is between 0.8 and 3.5 volts for over 10 seconds.
Possible Causes
Possible Causes
(G161) LEFT DOOR LOCK SWITCH MUX CIRCUIT PARTIAL SHORT TO GROUND
(G161) LEFT DOOR LOCK SWITCH MUX CIRCUIT SHORT TO THE (P37) DOOR LOCK
Diagnostic Test
2. Operate the Left Door Lock Switch in all positions several times.
Does the scan tool display B1934DRIVER DOOR LOCK/UNLOCK SWITCH CIRCUIT
STUCK?
Yes
Go to step 2
No
834 of 4937
Fig. 71: Identifying Left Door Lock Switch Connector
2. Disconnect the Left Door Lock Switch connector.
Does the scan tool display B1934DRIVER DOOR LOCK/UNLOCK SWITCH CIRCUIT
STUCK?
No
Replace the Left Door Lock Switch.
Yes
Go to step 3
3. (G161) LEFT DOOR LOCK SWITCH MUX CIRCUIT PARTIAL SHORTED TO GROUND
835 of 4937
Fig. 72: Measuring Resistance Between Ground & Left Door Lock Switch Mux Circuit
3. Measure the resistance between ground and the (G161) Left Door Lock Switch Mux circuit.
Yes
Repair the (G161) Left Door Lock Switch Mux circuit for a short to ground.
No
Go to step 4
4. (G161) LEFT DOOR LOCK SWITCH MUX CIRCUIT SHORTED TO THE (P37) DOOR LOCK
836 of 4937
Fig. 73: Measuring Resistance Between Left Door Lock Switch Mux Circuit & Door Lock Switch
Return Circuit
1. Measure the resistance between the (G161) Left Door Lock Switch Mux circuit and the (P37) Door
Lock Switch Return circuit in the Door Lock Switch Connector.
Yes
Repair the (G161) Left Door Lock Switch Mux circuit for a short to the (P37) Door Lock
No
DTC B1935: PASSENGER DOOR LOCK/UNLOCK SWITCH CIRCUIT STUCK
Circuit Schematic
837 of 4937
Fig. 74: Passenger Door Lock/Unlock Switch Circuit Schematic
Additional Wiring
Theory Of Operation
This trouble code is for the Right Door Lock Switch for all vehicles including right hand drive.
Monitor Conditions
838 of 4937
When Monitored:
Continuously
Set Conditions
Set Condition:
When the Right Door Lock Switch Mux circuit is between 0.8 and 3.5 volts for over 10 seconds.
Possible Causes
Possible Causes
(G160) RIGHT DOOR LOCK SWITCH MUX CIRCUIT PARTIAL SHORTED TO GROUND
(G160) RIGHT DOOR LOCK SWITCH MUX CIRCUIT SHORT TO THE (P37) DOOR LOCK
SWITCH RETURN
Diagnostic Test
2. Operate the Right Door Lock Switch in all positions several times.
STUCK?
Yes
Go to step 2
No
839 of 4937
Fig. 75: Identifying Right Door Lock Switch Connector
2. Disconnect the Right Door Lock Switch connector.
STUCK?
No
Replace the Right Door Lock Switch.
Yes
Go to step 3
3. (G160) RIGHT DOOR LOCK SWITCH MUX CIRCUIT PARTIAL SHORTED TO GROUND
840 of 4937
Fig. 76: Measuring Resistance Between Ground & Right Door Lock Switch Mux Circuit
3. Measure the resistance between ground and the (G160) Right Door Lock Switch Mux circuit.
Yes
Repair the (G160) Right Door Lock Switch Mux circuit for a short to ground.
No
Go to step 4
4. (G160) RIGHT DOOR LOCK SWITCH MUX CIRCUIT SHORTED TO THE (P37) DOOR
LOCK SWITCH RETURN
841 of 4937
Fig. 77: Measuring Resistance Between Right Door Lock Switch Mux Circuit & Door Lock Switch
Return Circuit
1. Measure the resistance between the (G160) Right Door Lock Switch Mux circuit and the (P37)
Door Lock Switch Return circuit.
Yes
Repair the (G160) Right Door Lock Switch Mux circuit for a short to the (P37) Door Lock
No
DTC B2101: IGNITION RUN/START INPUT LOW
Circuit Schematic
842 of 4937
Fig. 78: Ignition Run/Start Input Schematic
Additional Wiring
Monitor Conditions
When Monitored:
With the ignition switch on.
Set Conditions
843 of 4937
Set Condition:
The WCM/WIN (SKREEM) Module has detected the ignition switch input voltage below a calibrated
value.
Possible Causes
Possible Causes
(F20) IGNITION SWITCH OUTPUT (RUNSTART) CIRCUIT OPEN
(A106) FUSED B+ SHORTED TO GROUND
IGNITION SWITCH
TIPM
Diagnostic Test
2. With a scan tool, read, record and erase TIPM DTCs.
3. Turn the ignition off for 30 seconds, then back on.
Yes
Go to step 2
No
2. (F20) IGNITION SWITCH OUTPUT (RUNSTART) CIRCUIT OPEN
844 of 4937
Fig. 79: Probing Ignition Switch Output (RunStart) Circuit Using 12Volt Test Light Connected To
Ground
NOTE: Check the related fuse (TIPM 46) to the (F20) Ignition Switch Output (Run
Start) circuit. If blown, use the wiring diagrams as a guide to make
necessary repairs.
4. Using a 12volt test light connected to ground, probe the (F20) Ignition Switch output (RunStart)
circuit in the TIPM C7 harness connector.
Yes
Replace the TIPM in accordance with the service information.
No
845 of 4937
Repair the (F20) Ignition switch output circuit for an open.
DTC B2102: IGNITION RUN/START INPUT CIRCUIT HIGH
Circuit Schematic
Fig. 80: Ignition Run/Start Input Circuit Schematic
Additional Wiring
846 of 4937
Monitor Conditions
When Monitored:
With the ignition switch on.
Set Conditions
Set Condition:
The WCM/WIN (SKREEM) Module has detected the ignition switch input voltage above a calibrated
value.
Possible Causes
Possible Causes
(F20) IGNITION SWITCH OUTPUT (RUNSTART) CIRCUIT SHORTED TO BATTERY VOLTAGE
WCM/WIN (SKREEM) MODULE
Diagnostic Test
NOTE: Check to make sure the battery and charging system are operating
properly. Battery and charging system problems may cause these DTCs to
set.
NOTE: Diagnose any related Powertrain DTC(s) before continuing.
2. With a scan tool, read, record and erase WCM/WIN (SKREEM) DTC(s).
3. Perform 5 ignition cycles, leaving the ignition switch on for a minimum of 90 seconds per cycle.
4. Using the scan tool, read WCM/WIN (SKREEM) DTC(s).
Yes
Go to step 2
No
2. (F20) IGNITION SWITCH OUTPUT (RUNSTART) SHORTED TO BATTERY VOLTAGE
847 of 4937
Fig. 81: Probing Ignition Switch Output (RunStart) Circuit Using 12Volt Test Light Connected To
Ground
2. Disconnect the WCM/WIN (SKREEM) harness connector.
3. Using a 12volt test light connected to ground, probe the (F20) Ignition Switch Output (RunStart)
circuit in the WCM/WIN (SKREEM) harness connector.
Yes
Repair the (F20) Ignition Switch Output (RunStart) circuit for a short to battery voltage.
No
Replace and program the WCM/WIN (SKREEM) in accordance with the Service
Information.
Perform WCM VERIFICATION TEST. Refer to DTCBased Diagnostics/MODULE,
848 of 4937
DTC B210E: BATTERY VOLTAGE HIGH
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Battery voltage greater than 16 volts for approximately 15 seconds.
Possible Causes
Possible Causes
GENERATOR
POWERTRAIN CONTROL MODULE (PCM)
Diagnostic Test
1. ACTIVE POWERTRAIN CONTROL MODULE (PCM) OR ENGINE CONTROL MODULE
(ECM) DIAGNOSTIC TROUBLE CODES (DTCS)
NOTE: Make sure the Battery is in good condition. Using the Midtronics Battery
Tester, test the Battery before continuing.
NOTE: Inspect the vehicle for after market accessories that may exceed the
Generator System output.
NOTE: Make sure the generator drive belt is in good operating condition.
NOTE: Inspect the fuses in the Totally Integrated Power Module (TIPM). If an open
fuse is found, use the wire diagram/schematic as a guide, inspect the
wiring and connectors for damage.
2. With the scan tool, read active PCM or ECM DTCs.
Does the scan tool display any active PCM or ECM DTCs?
Yes
Testing for gas engine applications or DTCBased Diagnostics/MODULE, Engine
Control (ECM) Diagnosis and Testing for diesel engine applications and perform the
appropriate diagnostic procedure.
No
Check the above conditions that can cause a high voltage condition. Repair as necessary.
849 of 4937
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Battery voltage greater than 16 volts for approximately 15 seconds.
Possible Causes
Possible Causes
GENERATOR
Diagnostic Test
1. ACTIVE POWERTRAIN CONTROL MODULE (PCM) OR ENGINE CONTROL MODULE
(ECM) DIAGNOSTIC TROUBLE CODES (DTCS)
NOTE: Make sure the Battery is in good condition. Using the Midtronics Battery
Tester, test the Battery before continuing.
NOTE: Inspect the vehicle for after market accessories that may exceed the
Generator System output.
NOTE: Make sure the generator drive belt is in good operating condition.
NOTE: Inspect the fuses in the Totally Integrated Power Module (TIPM). If an open
fuse is found, use the wire diagram/schematic as a guide, inspect the
wiring and connectors for damage.
2. With the scan tool, read active PCM or ECM DTCs.
Does the scan tool display any active PCM or ECM DTCs?
Yes
Testing for gas engine applications or DTCBased Diagnostics/MODULE, Engine
No
Check the above conditions that can cause a high voltage condition. Repair as necessary.
850 of 4937
DTC B2142: IGNITION OFF DRAW (IOD) FUSE NOT PRESENT
Additional Wiring
Monitor Conditions
When Monitored:
With the Ignition on. This DTC will set only if vehicle has less that 50 miles on it. After 50 miles, DTC
B219F will set.
Set Conditions
Set Condition:
IOD Fuse not installed in the TIPM.
Possible Causes
Possible Causes
IOD FUSE
Diagnostic Test
2. Cycle the ignition switch from off to on, leaving the ignition off for a minimum of 30 seconds.
Yes
Go to step 2
No
If the DTC is stored, check for an intermittent condition. Using the wiring
diagram/schematic as a guide, visually inspect the related wiring harness connectors. Look
for broken, bent, pushed out, or corroded terminals.
2. IOD FUSE INSTALLED
1. Verify IOD Fuse installed in TIPM
Is IOD Fuse present?
Yes
Go to step 3
No
Install the IOD Fuse.
851 of 4937
3. IOD FUSE BLOWN CHECK
Is IOD Fuse blown?
Yes
Replace the IOD Fuse.
Perform the BODY VERIFICATION TEST. See DTCBased Diagnostics/MODULE, Totally
Integrated Power (TIPM) Standard Procedure.
No
Test complete.
DTC B219A: IGNITION UNLOCK RUN/START CONTROL CIRCUIT OVERCURRENT
Circuit Schematic
852 of 4937
Fig. 82: Ignition Unlock Run/Start Control Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
853 of 4937
Set Conditions
Set Condition:
Over current condition detected on the (F200) Fused Ignition Switch Output (RunStart) circuit.
Possible Causes
Possible Causes
(F1) IGNITION SWITCH OUTPUT (UNLOCKRUNSTART) CIRCUIT SHORT TO GROUND
TERMINAL DAMAGE OR CORROSION
HIGH RESISTANCE ON THE (F1) FUSED IGNITION SWITCH OUTPUT (UNLOCKRUNSTART)
CIRCUIT
TIPM
Diagnostic Test
Yes
Go to step 2
No
2. CHECK THE (F1) IGNITION SWITCH OUTPUT (UNLOCKRUNSTART) CIRCUIT FOR A
SHORT TO GROUND
854 of 4937
Fig. 83: Probing Ignition Switch Output (UnlockRunStart) Circuit Using 12Volt Test Light
Connected To 12 Volts
2. Disconnect the PCM harness connector.
3. Using a 12volt test light connected to 12volts, probe the (F1) Ignition Switch Output (Unlock
RunStart) circuit in the TIPM harness connector.
Yes
Repair the (F1) Ignition Switch Output (UnlockRunStart) circuit for a short to ground.
No
Go to step 3
3. INSPECT THE TIPM AND PCM TERMINALS AND WIRE HARNESS FOR A CONDITION
CAUSING HIGH CIRCUIT RESISTANCE
855 of 4937
Fig. 84: Identifying PCM & TIPM Circuits
2. Disconnect the PCM harness connector.
3. Inspect the connector terminals for signs of corrosion build up and damage.
4. Visually inspect the wiring harness for any chafed, pierced, pinched or partially broken wires
hidden in the wire insulation.
Were any of the above conditions found?
Yes
No
Go to step 4
4. CHECK THE (F1) IGNITION SWITCH OUTPUT (UNLOCKRUNSTART) CIRCUIT
FUNCTION
856 of 4937
Fig. 85: Probing Ignition Switch Output (UnlockRunStart) Circuit Using 12Volt Test Light
Connected To 12 Volts
1. Connect one end of a jumper wire to the (F1) Ignition Switch Output (UnlockRunStart) circuit,
and connect the other end to a clean chassis ground.
NOTE: The test light should be illuminated and bright. Compare the
brightness to that of a direct connection to battery.
2. Using a 12 volt test light connected to 12 volts, probe the (F1) Ignition Switch Output (Unlock
RunStart) circuit in the TIPM C7 harness connector.
Yes
Go to step 5
No
Repair the Fused Ignition Switch Output (RunStart) Circuit for high resistance.
857 of 4937
5. CHECK THE OUTPUT FROM THE TIPM ON THE (F1) IGNITION SWITCH OUTPUT
(UNLOCKRUNSTART) CIRCUIT
Fig. 86: Probing Ignition Switch Output (UnlockRunStart) Circuit Using 12 Volt Test Light
Connected To Ground
1. Reconnect the TIPM C1 harness connector.
3. Using a 12 volt test light connected to ground, probe the (F1) Ignition Switch Output (UnlockRun
Start) circuit.
Yes
Replace the PCM in accordance with the Service Information.
858 of 4937
No
DTC B219F: IGNITION OFF DRAW (IOD) FUSE BLOWN
Additional Wiring
Monitor Conditions
When Monitored:
With the ignition on. This DTC will only set if vehicle has over 50 miles on it.
Set Conditions
Set Condition:
IOD Fuse not installed or blown.
Possible Causes
Possible Causes
IOD FUSE NOT INSTALLED
IOD FUSE BLOWN
Diagnostic Test
Yes
Go to step 2
No
2. IOD FUSE
1. Verify IOD Fuse installed in TIPM.
Is IOD Fuse present?
Yes
Go to step 3
No
859 of 4937
Replace the IOD Fuse.
3. IOD FUSE BLOWN
1. Verify IOD Fuse is blown.
Is IOD Fuse blown?
Yes
Using the wiring diagrams, diagnose for a short to ground condition.
No
Test complete.
DTC B2206: CURRENT VIN MISSING/MISMATCH
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
A Powertrain Control Module (PCM) from another vehicle has been installed in the vehicle.
Possible Causes
Possible Causes
PCM FROM ANOTHER VEHICLE INSTALLED
Diagnostic Test
1. PCM FROM ANOTHER VEHICLE INSTALLED
NOTE: This Diagnostic Trouble Code (DTC) is set when a PCM from another
vehicle is installed into the current vehicle.
Has another PCM been installed?
Yes
Replace the Powertrain Control Module in accordance with the Service Information.
Diagnostics/MODULE, Powertrain Control (PCM) Standard Procedure .
No
Go to step 2
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2. OTHER CANC MODULES SET VIN MISMATCH
Is VIN Mismatch DTC set in other CANC modules?
Yes
Replace the Powertrain Control Module in accordance with the Service Information.
No
Perform the BODY VERIFICATION TEST. See DTCBased Diagnostics/MODULE, Totally
Integrated Power (TIPM) Standard Procedure.
DTC B222C: VEHICLE CONFIGURATION NOT PROGRAMMED
Additional Wiring
Monitor Conditions
When Monitored:
Continuously
Set Conditions
Set Condition:
The TIPM is not configured for the vehicle.
Possible Causes
Possible Causes
TIPM
Diagnostic Test
Yes
Go to step 2
No
Test complete.
2. ACTIVE TIPM DTC
1. Cycle the ignition from off to run remaining in run.
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Yes
Go to step 3
No
Test complete.
3. VIN MISMATCH DTC PRESENT
Is DTC: B2206CURRENT VIN MISSING / MISMATCH also active?
Yes
Refer to repair procedure for DTCB2206CURRENT VIN MISSING / MISMATCH. See
DTCBased Diagnostics/MODULE, Totally Integrated Power (TIPM) Diagnosis and
Testing
No
DTC B2304: WIPER PARK SWITCH INPUT CIRCUIT LOW (STUCK LOW)
Circuit Schematic
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Fig. 87: Wiper Park Switch Input Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
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Set Conditions
Set Condition:
The Totally Integrated Power Module (TIPM) detects a short to ground on the Wiper Park Switch Sense
circuit.
Possible Causes
Possible Causes
(W7) WIPER PARK SWITCH SENSE CIRCUIT SHORT TO GROUND
FRONT WIPER MOTOR
Diagnostic Test
3. Cycle the Wiper Switch on and off three times.
Yes
Go to step 2
No
2. FRONT WIPER MOTOR
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Fig. 88: Identifying Front Wiper Motor Harness Connector
2. Disconnect the Front Wiper Motor harness connector.
4. Wait 30 seconds.
5. With the scan tool, read the Front Wiper Park Switch Sense.
Does the Front Wiper Park Switch Sense display: False?
Yes
Replace the Front Wiper Motor in accordance with the Service Information.
No
Go to step 3
3. CHECK (W7) WIPER PARK SWITCH SENSE CIRCUIT FOR A SHORT TO GROUND
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Fig. 89: Measuring Resistance Between Ground & Wiper Park Sense Circuit
3. Measure the resistance between ground and the (W7) Wiper Park Sense Circuit.
Yes
Information.
No
Repair the (W7) Wiper Park Switch Sense circuit for a short to ground.
DTC B2305: WIPER PARK SWITCH INPUT CIRCUIT HIGH (STUCK HIGH)
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Circuit Schematic
Fig. 90: Wiper Park Switch Input Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
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Set Conditions
Set Condition:
The Totally Integrated Power Module (TIPM) does not detect a change from High to Low voltage on the
Wiper Park Switch Sense circuit.
Possible Causes
Possible Causes
(W7) WIPER PARK SWITCH SENSE CIRCUIT OPEN
(W7) WIPER PARK SWITCH SENSE CIRCUIT SHORTED TO VOLTAGE
FRONT WIPER MOTOR
Diagnostic Test
Yes
Go to step 2
No
2. (W7) WIPER PARK SWITCH SENSE CIRCUIT SHORTED TO VOLTAGE
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Fig. 91: Probing Wiper Park Switch Sense Circuit Using 12Volt Test Light Connected To Ground
2. Disconnect the Front Wiper Motor harness connector.
4. Using a 12volt test light connected to ground, probe the (W7) Wiper Park Switch Sense circuit.
Yes
Repair the (W7) Wiper Park Switch Sense circuit for a short to voltage.
No
Go to step 3
3. CHECK THE FRONT WIPER MOTOR
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Fig. 92: Identifying Wiper Park Switch Sense Circuit
1. Connect a jumper wire between the (W7) Wiper Park Switch Sense circuit and ground.
2. With the scan tool, read the Front Wiper Park Switch Sense.
Does the Front Wiper Park Switch Sense display: True?
Yes
Replace the Front Wiper Motor in accordance with the Service Information.
No
Go to step 4
4. CHECK (W7) WIPER PARK SWITCH SENSE CIRCUIT FOR AN OPEN
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Fig. 93: Measuring Resistance Of Wiper Park Switch Sense Circuit
3. Measure the resistance of the (W7) Wiper Park Switch Sense circuit between the Front Wiper
Motor harness connector and the TIPM C7 harness connector.
Yes
Information.
No
Repair the (W7) Wiper Park Switch Sense circuit for an open.
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DTC B230D: REAR WIPER PARK SWITCH INPUT CIRCUIT LOW (STUCK LOW)
Circuit Schematic
Fig. 94: Rear Wiper Park Switch Input Circuit Schematic
Additional Wiring
Monitor Conditions
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When Monitored:
Set Conditions
Set Condition:
The Totally Integrated Power Module (TIPM) detects a short to ground on the Rear Wiper Park Switch
Sense circuit.
Possible Causes
Possible Causes
(W17) REAR WIPER PARK SWITCH SENSE CIRCUIT SHORTED TO GROUND
REAR WIPER MOTOR
Diagnostic Test
3. Turn the Rear Wipers on then off.
Yes
Go to step 2
No
2. REAR WIPER MOTOR
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Fig. 95: Identifying Rear Wiper Motor Harness Connector
2. Disconnect the Rear Wiper Motor harness connector.
4. With the scan tool, read the Rear Wiper Park Switch Sense.
Does the Rear Wiper Park Switch Sense display: True?
Yes
Replace the Rear Wiper Motor in accordance with the Service Information.
No
Go to step 3
3. CHECK (W17) REAR WIPER PARK SWITCH SENSE CIRCUIT FOR A SHORT TO GROUND
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Fig. 96: Measuring Resistance Between Ground & Rear Wiper Park Switch Sense Circuit
3. Measure the resistance between ground and the (W17) Rear Wiper Park Switch Sense Circuit.
Yes
Replace the TIPM in accordance with the service information.
No
Repair the (W7) Wiper Park Switch Sense circuit for a short to ground.
DTC B230E: REAR WIPER PARK SWITCH INPUT CIRCUIT HIGH (STUCK HIGH)
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Circuit Schematic
Fig. 97: Rear Wiper Park Switch Input Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
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Set Conditions
Set Condition:
The Totally Integrated Power Module (TIPM) does not detect a change from High to Low voltage on the
Rear Wiper Park Switch Sense Circuit.
Possible Causes
Possible Causes
(W17) REAR WIPER PARK SWITCH SENSE CIRCUIT OPEN
(W17) REAR WIPER PARK SWITCH SENSE CIRCUIT SHORTED TO VOLTAGE
REAR WIPER MOTOR
Diagnostic Test
Yes
Go to step 2
No
2. (W17) WIPER PARK SWITCH SENSE CIRCUIT SHORTED TO VOLTAGE
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Fig. 98: Probing Rear Wiper Park Switch Sense Circuit Using 12Volt Test Light Connected To
Ground
2. Disconnect the Rear Wiper Motor harness connector.
4. Using a 12volt test light connected to ground, probe the (W17) Rear Wiper Park Switch Sense
circuit.
Yes
Repair the (W17) Rear Wiper Park Switch Sense circuit for a short to voltage.
No
Go to step 3
3. CHECK THE REAR WIPER MOTOR
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Fig. 99: Measuring Resistance Of Rear Wiper Park Switch Sense Circuit
1. Connect a jumper wire between the (W17) Rear Wiper Park Switch Sense circuit and ground.
2. With the scan tool, read the Rear Wiper Park Switch Sense.
Does the Rear Wiper Park Switch Sense display: True?
Yes
Replace the Rear Wiper Motor in accordance with the Service Information.
No
Go to step 4
4. (W17) REAR WIPER PARK SWITCH SENSE CIRCUIT OPEN
3. Measure the resistance of the (W17) Rear Wiper Park Switch Sense circuit between the Rear Wiper
Motor harness connector and the TIPM C7 harness connector.
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Yes
Information.
No
Repair the (W17) Rear Wiper Park Switch Sense circuit for an open.
DTC C1008: BRAKE FLUID LEVEL CIRCUIT HIGH
Circuit Schematic
Fig. 100: Brake Fluid Level Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
When the Totally Integrated Power Module (TIPM) detects the Brake Fluid Level Circuit voltage is
greater than expected for more than five seconds.
Possible Causes
Possible Causes
(B20) BRAKE FLUID LEVEL SIGNAL CIRCUIT OPEN
(B20) BRAKE FLUID LEVEL SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
BRAKE FLUID LEVEL SWITCH INTERNAL FAILURE
(K91) SENSOR GROUND CIRCUIT OPEN
Diagnostic Test
1. CHECK FOR ACTIVE DIAGNOSTIC TROUBLE CODE (DTC)
2. Using the scan tool, read the TIPM DTCs.
Yes
Go to step 2
No
2. CHECK THE (B20) BRAKE FLUID LEVEL SIGNAL CIRCUIT FOR A SHORT TO VOLTAGE
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Fig. 101: Measuring Voltage Between Ground & Brake Fluid Level Signal Circuit
2. Disconnect the Brake Fluid Level Switch harness connector.
5. Measure the voltage between ground and the (B20) Brake Fluid Level Signal circuit.
Yes
Repair the short to voltage in the (B20) Brake Fluid Level Signal circuit.
No
Go to step 3
3. CHECK THE (B20) BRAKE FLUID LEVEL SIGNAL CIRCUIT FOR AN OPEN
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Fig. 102: Measuring Resistance Of Brake Fluid Level Signal Circuit
2. Measure the resistance of the (B20) Brake Fluid Level Signal circuit between the Brake Fluid
Level Sensor harness connector and the TIPM C7 harness connector.
Yes
Go to step 4
No
Repair the open in the (B20) Brake Fluid Level Signal circuit.
4. CHECK THE (K91) SENSOR GROUND CIRCUIT FOR AN OPEN
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1. Measure the resistance of the (K91) Sensor Ground circuit between the Brake Fluid Level Sensor
Yes
Go to step 5
No
Repair the open in the (K91) Sensor Ground circuit.
5. BRAKE FLUID LEVEL SWITCH INTERNAL FAILURE
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Fig. 104: Identifying Brake Fluid Level Sensor Harness Connector
2. Connect a jumper wire between the (B20) Brake Fluid Level Signal circuit and the (K91) Sensor
Ground circuit in the Brake Fluid Level Sensor harness connector.
4. Using the scan tool, read the Brake Fluid Level voltage
Is the voltage below 1.0 Volt?
Yes
Replace the Brake Fluid Level Sensor in accordance with the Service Information.
No
DTC C1404: TRANSFER CASE RANGE POSITION SENSOR CIRCUIT LOW
Circuit Schematic
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Fig. 105: Transfer Case Range Position Sensor Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Ignition on with battery voltage between 9.0 Volts and 16.0 Volts.
Set Conditions
Set Condition:
The Totally Integrated Power Module (TIPM) detects a short to ground on the Transfer Case Position
Sensor Signal circuit for 2.0 seconds.
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Possible Causes
Possible Causes
(T313) MODE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(T313) MODE SENSOR SIGNAL CIRCUIT SHORTED TO (K91) SENSOR GROUND CIRCUIT
TRANSFER CASE (4WD) SWITCH
Diagnostic Test
1. TCASE POSITION SENSOR VOLTAGE BELOW 0.2 VOLTS
2. With the scan tool under TIPM, read the TCase Position Sensor voltage.
Is the voltage below 0.2 of a volt?
Yes
Go to step 2
No
Go to step 5
2. (T313) MODE SENSOR SIGNAL CIRCUIT VOLTAGE BELOW 4.9 VOLTS
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Fig. 106: Measuring Voltage Of Mode Sensor Signal Circuit & Sensor Ground
2. Disconnect the Transfer Case (4WD) Switch harness connector.
4. Measure the voltage of the (T313) Mode Sensor Signal circuit and the (K91) Sensor Ground at the
Transfer Case (4WD) Switch harness connector.
Is the voltage below 4.9 volts?
Yes
Go to step 3
No
Replace the Transfer Case (4WD) Switch in accordance with the Service Information.
Perform the TRANSFER CASE VERIFICATION TEST. Refer to DTCBased
Diagnostics/SYSTEM, Auto Sway Bar (ASBS) Standard Procedure .
3. (T313) MODE SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
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Fig. 107: Measuring Resistance Between Ground & Mode Sensor Signal Circuit
3. Measure the resistance between ground and the (T313) Mode Sensor Signal circuit at the Transfer
Case (4WD) Switch harness connector.
Yes
Repair the (T313) Mode Sensor Signal circuit for a short to ground.
No
Go to step 4
4. (T313) MODE SENSOR SIGNAL CIRCUIT SHORTED TO THE (K91) SENSOR GROUND
CIRCUIT
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Fig. 108: Measuring Resistance Between Mode Sensor Signal Circuit & Sensor Ground Circuit
1. Measure the resistance between the (T313) Mode Sensor Signal circuit and the (K91) Sensor
Ground circuit at the Transfer Case (4WD) Switch harness connector.
Yes
Repair the (T313) Mode Sensor Signal circuit for a short to the (K91) Sensor Ground circuit.
No
Information.
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Yes
No
Test complete.
DTC C1405: TRANSFER CASE RANGE POSITION SENSOR CIRCUIT HIGH
Circuit Schematic
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Fig. 109: Transfer Case Range Position Sensor Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
With the ignition on. battery voltage between 9.0 volts and 16.0 volts.
Set Conditions
Set Condition:
The Totally Integrated Power Module (TIPM) detects 5.0 volts on the Transfer Case Range Position
Sensor Signal circuit for two seconds when voltage should not be present.
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Possible Causes
Possible Causes
(T313) MODE SENSOR SIGNAL CIRCUIT OPEN
(T313) MODE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
TRANSFER CASE (4WD) SWITCH
Diagnostic Test
1. TCASE POSITION SENSOR VOLTAGE ABOVE 4.8 VOLTS
2. With the scan tool under TIPM, read the TCase Position sensor voltage.
Yes
Go to step 2
No
Go to step 7
2. (T313) MODE SENSOR SIGNAL CIRCUIT VOLTAGE
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Fig. 110: Measuring Voltage Of Mode Sensor Signal Circuit & Sensor Ground
2. Disconnect the Transfer Case (4WD) Switch harness connector.
4. Measure the voltage of the (T313) Mode Sensor Signal circuit and the (K91) Sensor Ground at the
Transfer Case (4WD) Switch harness connector.
Is the voltage between 4.8 volts and 5.2 volts?
Yes
Replace the Transfer Case (4WD) Switch in accordance with the Service Information.
No
Go to step 3
3. (T313) MODE SENSOR SIGNAL CIRCUIT OPEN
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Fig. 111: Measuring Resistance Of Mode Sensor Signal Circuit
3. Measure the resistance of the (T313) Mode Sensor Signal circuit between the Transfer Case (4WD)
Switch harness connector and the TIPM C1 harness connector.
Yes
Repair the (T313) Mode Sensor Signal circuit for an open.
No
Go to step 4
4. (K91) SENSOR GROUND CIRCUIT OPEN
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1. Measure the resistance of the (K91) Sensor Ground circuit between the Transfer Case (4WD)
Switch harness connector and the TIPM C1 harness connector.
Yes
Repair the (K91) Sensor Ground circuit for an open.
No
Go to step 5
5. (T313) MODE SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
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Fig. 113: Measuring Voltage Of Mode Sensor Signal Circuit
2. Measure the voltage of the (T313) Mode Sensor Signal circuit at the Transfer Case (4WD) Switch
harness connector.
Is the voltage above 0.2 of a volt?
Yes
Repair the (T313) Mode Sensor Signal circuit for a short to voltage.
No
Go to step 6
6. (K91) SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE
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Fig. 114: Measuring Voltage Of Sensor Ground Circuit
1. Measure the voltage of the (K91) Sensor Ground circuit at the Transfer Case (4WD) Switch
harness connector.
Is the voltage above 0.2 of a volt?
Yes
Repair the (K91) Sensor Ground circuit for a short to voltage.
No
Information.
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Yes
No
Test complete.
DTC C1417: FRONT DIFFERENTIAL CONTROL CIRCUIT LOW
Circuit Schematic
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Fig. 115: Front Differential Control Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Ignition on. Front Axle Lock engaged.
Set Conditions
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Set Condition:
The TIPM detects the Front Locker Control circuit is shorted low.
Possible Causes
Possible Causes
(A104) FUSED B+ CIRCUIT OPEN OR SHORTED TO GROUND
(G304) FRONT LOCKER RELAY CONTROL CIRCUIT SHORTED TO GROUND
(G304) FRONT LOCKER RELAY CONTROL CIRCUIT OPEN
FRONT LOCKER (OFFROAD) RELAY
FRONT LOCKER SOLENOID
TOTALLY INTEGRATED CONTROL MODULE (TIPM)
Diagnostic Test
1. ACTIVE DTC
Is the DTC active at this time?
Yes
Go to step 2
No
Go to step 8
2. FRONT LOCKER SOLENOID OPERATION
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Fig. 116: Checking Front Locker (Off Road) Relay
NOTE: Before continuing with the below diagnostic test, ensure the TIPM harness
connector seal is installed correctly. Inspect the terminals on both
harness connector and the module for damage. Failure to do so can result
in misdiagnoses of the system.
2. Disconnect the Front Locker Solenoid harness connector.
4. Using a 12volt test light, jump across from the (T520) Front Locker Relay Output circuit and the
(Z905) Ground circuit in the Front Locker harness connector.
5. With the scan tool, actuate the Front Locker Solenoid.
Does the test light illuminate and flash on and off?
Yes
Inspect the Front Locker Solenoid terminals and connectors for corrosion and/or dirt that
may compromise the connection. If OK, replace the Front Locker Solenoid in accordance
with the Service Information.
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No
Go to step 3
3. FRONT LOCKER (OFF ROAD) RELAY
2. Verify the Front Locker (OFFROAD) Relay is installed properly and that the terminals are making
a tight fit.
3. Remove the Front Locker (OFFROAD) Relay and substitute it with a known good Relay.
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Yes
Replace the Front Locker (OFFROAD) Relay.
No
Go to step 4
4. (A104) FUSED B+ FOR VOLTAGE
2. Remove the Front Locker (OFFROAD) Relay.
4. Using a 12volt test light connected to ground, check the (A104) Fused B+ circuit in the Front
Locker (OFFROAD) relay connection.
brightness to that of a direct connection to the battery.
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Is the test light illuminated and bright?
Yes
Go to step 5
No
Repair (A104) Fused B+ circuit for an open or a short to ground.
5. (G304) FRONT LOCKER RELAY CONTROL CIRCUIT SHORT TO GROUND
Fig. 119: Measuring Resistance Between Ground & Front Locker Relay Control Circuit
2. Disconnect the C2 TIPM harness connector.
3. Measure the resistance between ground and the (G304) Front Locker Relay Control circuit at the
relay connection.
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Is the resistance below 100 Ohms?
Yes
Repair the (G304) Front Locker Relay Control circuit for a short to ground.
No
Go to step 6
6. (G304) FRONT LOCKER RELAY CONTROL CIRCUIT OPEN
Fig. 120: Measuring Resistance Of Front Locker Relay Control Circuit
1. Measure the resistance of the (G304) Front Locker Relay Control circuit between the TIPM C1
harness connector and the Front Locker (OFFROAD) relay connection.
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Yes
Repair (G304) Front Locker Relay Control circuit for an open.
No
Go to step 7
7. TOTALLY INTEGRATED POWER MODULE (TIPM)
NOTE: Before continuing, check the TIPM harness connector terminals for
corrosion, damage, or terminal push out. Repair as necessary.
1. Using the schematics as a guide, inspect the wire harness and connectors. Pay particular attention
to all Power and Ground circuits.
Yes
No
Replace and program the TIPM in accordance with Service Information.
3. Wiggle test the wiring harness and connectors while checking for shorted and open circuits.
4. Using the scan tool, monitor the data related to this circuit while performing the wiggle test. Look
for the data to change or for the DTC to reset.
Yes
No
Test Complete.
DTC C1418: FRONT DIFFERENTIAL CONTROL CIRCUIT HIGH
Circuit Schematic
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Fig. 121: Front Differential Control Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Ignition on. Front Axle Lock engaged.
Set Conditions
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Set Condition:
The TIPM detects the Front Locker Control circuit is shorted high.
Possible Causes
Possible Causes
(G304) FRONT LOCKER RELAY CONTROL CIRCUIT SHORTED TO VOLTAGE
FRONT LOCKER (OFFROAD) RELAY
FRONT LOCKER SOLENOID
Diagnostic Test
1. ACTIVE DTC
Yes
Go to step 2
No
Go To step 6
2. FRONT LOCKER SOLENOID OPERATION
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2. Disconnect the Front Locker Solenoid harness connector.
5. With a scan tool, actuate the Front Locker Solenoid.
Does the test light flash on and off?
Yes
Inspect the Front Locker Solenoid terminals and connectors for corrosion and/or dirt that
may compromise the connection. If OK, replace the Front Locker Solenoid in accordance
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Perform the BODY VERIFICATION TEST VER 1. See DTCBased
Diagnostics/MODULE, Totally Integrated Power (TIPM) Standard Procedure.
No
Go to step 3
3. FRONT LOCKER (OFF ROAD) RELAY
2. Verify the Front Locker (OFFROAD) Relay is installed properly and that the terminals are making
a tight fit.
3. Remove the Front Locker (OFFROAD) Relay and substitute it with a known good Relay.
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Yes
Replace the Front Locker (OFFROAD) Relay.
No
Go to step 4
4. (G304) FRONT LOCKER RELAY CONTROL CIRCUIT SHORTED TO VOLTAGE
Fig. 124: Measuring Voltage On Front Locker Relay Control Circuit
3. Remove the Front Locker (OFFROAD) Relay.
5. Measure the voltage on the (G304) Front Locker Relay Control circuit at the relay connection.
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Yes
Repair the (G304) Front Locker Relay Control circuit for a short to voltage.
No
Go to step 5
Yes
No
Yes
No
Test Complete.
DTC C141D: REAR DIFFERENTIAL CONTROL CIRCUIT LOW
Circuit Schematic
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Fig. 125: Rear Differential Control Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Ignition on. Rear Axle Lock engaged.
Set Conditions
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Set Condition:
The TIPM detects the Rear Locker Control circuit is shorted low.
Possible Causes
Possible Causes
(G305) REAR LOCKER RELAY CONTROL CIRCUIT SHORTED TO GROUND
(G305) REAR LOCKER RELAY CONTROL CIRCUIT OPEN
REAR LOCKER (OFFROAD) RELAY
REAR LOCKER SOLENOID
Diagnostic Test
1. ACTIVE DTC
Yes
Go to step 2
No
Go To step 8
2. REAR LOCKER SOLENOID OPERATION
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Fig. 126: Checking Rear Locker Solenoid
2. Disconnect the Rear Locker Solenoid harness connector.
4. Using a 12volt test light, jump across from the (T526) Rear Locker Relay Output circuit and the
(Z905) Ground circuit in the Rear Locker harness connector.
5. With a scan tool, actuate the Rear Locker Solenoid.
Yes
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Inspect the Rear Locker Solenoid terminals and connectors for corrosion and/or dirt that may
compromise the connection. If OK, replace the Rear Locker Solenoid.
No
Go to step 3
3. REAR LOCKER (OFF ROAD) RELAY
2. Verify the Rear Locker (OFFROAD) Relay is installed properly and that the terminals are making
a tight fit.
3. Remove the Rear Locker (OFFROAD) Relay and substitute it with a known good Relay.
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6. With the scan tool, actuate the Rear Locker Solenoid.
Yes
Replace the Rear Locker (OFFROAD) Relay.
No
Go to step 4
4. (A104) FUSED B+ FOR VOLTAGE
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2. Remove the Rear Locker (OFFROAD) Relay.
4. Using a 12volt test light connected to ground, check the (A104) Fused B+ circuit in the Rear
Locker (OFFROAD) relay connection.
Yes
Go to step 5
No
Repair (A104) Fused B+ circuit for an open or a short to ground.
5. (G305) REAR LOCKER RELAY CONTROL CIRCUIT SHORT TO GROUND
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Fig. 129: Measuring Resistance Between Ground & Rear Locker Relay Control Circuit
3. Measure the resistance between ground and the (G305) Rear Locker Relay Control circuit at the
relay connection.
Is the resistance below 100 ohms?
Yes
Repair the (G305) Rear Locker Relay Control circuit for a short to ground.
No
Go to step 6
6. (G305) REAR LOCKER RELAY CONTROL CIRCUIT OPEN
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Fig. 130: Measuring Resistance Of Rear Locker Relay Control Circuit
1. Measure the resistance of the (G305) Rear Locker Relay Control circuit between the TIPM C1
harness connector and the Rear Locker (OFFROAD) relay connection.
Yes
Repair (G305) Rear Locker Relay Control circuit for an open.
No
Go to step 7
Yes
No
Yes
No
Test Complete.
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DTC C141E: REAR DIFFERENTIAL CONTROL CIRCUIT HIGH
Circuit Schematic
Fig. 131: Rear Differential Control Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
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Ignition on. Rear Axle Lock engaged.
Set Conditions
Set Condition:
The TIPM detects the Rear Locker Control circuit is shorted high.
Possible Causes
Possible Causes
(G305) REAR LOCKER RELAY CONTROL CIRCUIT SHORTED TO VOLTAGE
REAR LOCKER (OFFROAD) RELAY
REAR LOCKER SOLENOID
Diagnostic Test
1. ACTIVE DTC
Yes
Go to step 2
No
Go To step 6
2. REAR LOCKER SOLENOID OPERATION
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2. Disconnect the Rear Locker Solenoid harness connector.
5. With a scan tool, actuate the Rear Locker Solenoid.
Yes
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Inspect the Rear Locker Solenoid terminals and connectors for corrosion and/or dirt that may
compromise the connection. If OK, replace the Rear Locker Solenoid in accordance with the
No
Go to step 3
3. REAR LOCKER (OFF ROAD) RELAY
2. Verify the Rear Locker (OFFROAD) Relay is installed properly and that the terminals are making
a tight fit.
3. Remove the Rear Locker (OFFROAD) Relay and substitute it with a known good Relay.
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6. With the scan tool, actuate the Rear Locker Solenoid.
Yes
Replace the Rear Locker (OFFROAD) Relay.
No
Go to step 4
4. (G305) REAR LOCKER RELAY CONTROL CIRCUIT SHORTED TO VOLTAGE
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Fig. 134: Measuring Voltage On Rear Locker Relay Control Circuit
3. Remove the Rear Locker (OFFROAD) Relay.
5. Measure the voltage on the (G305) Rear Locker Relay Control circuit at the relay connection.
Yes
Repair the (G305) Rear Locker Relay Control circuit for a short to voltage.
No
Go to step 5
Yes
No
Yes
927 of 4937
No
Test Complete.
DTC P0072: AMBIENT AIR TEMPERATURE SENSOR CIRCUIT LOW
Additional Wiring
Monitor Conditions
When Monitored:
With the ignition on. Battery voltage greater than 10.4 volts.
Set Conditions
Set Condition:
The Ambient Air Temperature (AAT) sensor circuit voltage at the Totally Integrated Power Module
(TIPM) is less than 0.078 of a volt for more than 2.8 seconds. One Trip Fault. Three good trips to clear
the MIL.
Possible Causes
Possible Causes
(G31) AAT SIGNAL CIRCUIT SHORTED TO GROUND
(G31) AAT SIGNAL CIRCUIT SHORTED TO THE (G931) AAT RETURN
AAT SENSOR
Always perform the PreDiagnostic Troubleshooting procedure before proceeding. Refer to DTCBased
Diagnostic Test
1. AAT SENSOR VOLTAGE BELOW 0.078 OF A VOLT
2. With a scan tool, read the AAT voltage.
Is the voltage below 0.078 of a volt?
Yes
Go to step 2
No
Perform the CHECKING FOR AN INTERMITTENT DTC diagnostic procedure. Refer to
DTCBased Diagnostics/MODULE, Powertrain Control (PCM) Standard Procedure .
2. AAT SENSOR
2. Disconnect the AAT harness connector.
4. With a scan tool, read AAT voltage.
928 of 4937
Yes
Replace the AAT Sensor.
No
Go to step 3
3. (G31) AAT SIGNAL CIRCUIT SHORTED TO THE (G931) AAT RETURN CIRCUIT
Fig. 135: Measuring Resistance Between AAT Return Circuit & AAT Signal Circuit
3. Measure the resistance between the (G931) AAT Return circuit and the (G31) AAT Signal circuit
in the AAT Sensor harness connector.
Yes
929 of 4937
Repair the short to between the (G931) AAT Return circuit and the (G31) AAT Signal
circuit.
No
Go to step 4
4. (G31) AAT SIGNAL CIRCUIT SHORTED GROUND
Fig. 136: Measuring Resistance Between Ground & AAT Signal Circuit
1. Measure the resistance between ground and the (G31) AAT Signal circuit in the AAT Sensor
harness connector.
Yes
Repair the short to ground in the (G31) AAT Signal circuit.
930 of 4937
No
Go to step 5
Yes
No
Replace and program the Totally Integrated Power Module in accordance with the Service
Information.
DTC P0073: AMBIENT AIR TEMPERATURE SENSOR CIRCUIT HIGH
Additional Wiring
Monitor Conditions
When Monitored:
With the ignition on. Battery voltage greater than 10.4 volts.
Set Conditions
Set Condition:
The Ambient Air Temperature (AAT) sensor circuit voltage at the Totally Integrated Power Module
(TIPM) is greater than 4.98 volts for more than 2.8 seconds. One Trip Fault. Three good trips to turn off
the MIL.
Possible Causes
Possible Causes
(G31) AAT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
(G31) AAT SIGNAL CIRCUIT OPEN
(G931) AAT RETURN CIRCUIT OPEN
AAT SENSOR
931 of 4937
Diagnostic Test
1. AAT SENSOR VOLTAGE ABOVE 4.98 VOLTS
2. With a scan tool, read the AAT voltage.
Yes
Go to step 2
No
Refer to the CHECKING FOR AN INTERMITTENT DTC Diagnostic Procedure. Refer to
DTCBased Diagnostics/MODULE, Powertrain Control (PCM) Standard Procedure .
2. AAT SENSOR
Fig. 137: Checking AAT Sensor
2. Disconnect the AAT harness connector.
3. Connect a jumper wire between the (G31) AAT Signal circuit and the (G931) AAT Return circuit
in the AAT harness connector.
5. With a scan tool, read AAT voltage.
Is the voltage below 1.0 volt with the jumper wire installed?
Yes
932 of 4937
Replace the AAT Sensor.
No
Go to step 3
NOTE: Remove the jumper wire before continuing.
3. (G31) AAT SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
Fig. 138: Measuring Voltage On AAT Signal Circuit
4. Measure the voltage on the (G31) AAT Signal circuit in the AAT Sensor harness connector.
Is voltage present?
933 of 4937
Yes
Repair the short to battery voltage in the (G31) AAT Signal circuit.
No
Go to step 4
4. (G31) AAT SIGNAL CIRCUIT OPEN
Fig. 139: Measuring Resistance Of AAT Signal Circuit
934 of 4937
2. Measure the resistance of the (G31) AAT Signal circuit between the AAT Sensor harness connector
and C4 TIPM harness connector.
Yes
Go to step 5
No
Repair the open in the (G31) AAT Signal circuit.
5. (G931) AAT RETURN CIRCUIT OPEN
Fig. 140: Measuring Resistance Of AAT Return Circuit
935 of 4937
1. Measure the resistance of the (G931) AAT Return circuit between the AAT Sensor harness
connector and the C4 TIPM harness connector.
Yes
Go to step 6
No
Repair the open in the (G931) AAT Return circuit.
Yes
No
Replace and program the Totally Integrated Power Module in accordance with the Service
Information.
DTC P1273: A/C CLUTCH CONTROL CIRCUIT 2 HIGH
Circuit Schematic
936 of 4937
Fig. 141: A/C Clutch Control Circuit 2 Schematic
Additional Wiring
Monitor Conditions
When Monitored:
With the ignition on. Battery voltage greater than 10 Volts. The A/C Switch on.
Set Conditions
Set Condition:
A shorted high condition has been detected in the A/C Clutch Control output circuit by the Totally
Integrated Power Module (TIPM). One Trip Fault. Three good trips to turn off the MIL.
937 of 4937
Possible Causes
Possible Causes
(C3) A/C CLUTCH CONTROL OUTPUT CIRCUIT SHORTED TO VOLTAGE
EXCESSIVE RESISTANCE IN THE (Z904) A/C CLUTCH GROUND CIRCUIT
A/C COMPRESSOR CLUTCH
Diagnostic Test
1. A/C CLUTCH OPERATION
NOTE: Diagnose and repair P0645 A/C CLUTCH CONTROL CIRCUIT OPEN before
continuing.
2. With the scan tool actuate the A/C Clutch.
Is the A/C Clutch actuating?
Yes
Perform the INTERMITTENT CONDITION diagnostic procedure. Refer to DTCBased
No
Go to step 2
2. A/C CLUTCH CONTROL OPERATION FROM THE PCM
Fig. 142: Measuring Voltage Between Appropriate Terminal Of PCM Pinout Box 8815 & Ground
2. Disconnect the C3 PCM harness connector.
terminal to pin connection. Install PCM Pinout Box 8815 along with
the Adapter 88151 to perform the diagnosis.
4. With the scan tool actuate the A/C Clutch.
5. Measure the voltage between the appropriate terminal of the PCM Pinout Box 8815 and ground.
Is the voltage below 1 volt?
Yes
Go to step 3
No
938 of 4937
Perform the diagnostic procedure for P0645A/C CLUTCH CONTROL CIRCUIT. Refer to
DTCBased Diagnostics/MODULE, Powertrain Control (PCM) Diagnosis and Testing
.
3. (C3) A/C CLUTCH CONTROL OUTPUT CIRCUIT SHORTED TO VOLTAGE
Fig. 143: Measuring Voltage On A/C Clutch Control Output Circuit
2. Disconnect the A/C Compressor Clutch harness connector.
4. Measure the voltage on the (C3) A/C Clutch Control Output circuit at the A/C Compressor Clutch
harness connector.
Yes
Repair the short to voltage in the (C3) A/C Clutch Control Output circuit.
No
Go to step 4
4. A/C CLUTCH GROUND CIRCUIT OPEN
Fig. 144: Probing A/C Clutch Ground Circuit Using 12Volt Test Light Connected To 12 Volts
2. Connect the C1 TIPM harness connector.
3. Using a 12volt test light connected to 12 Volts, probe the (Z904) A/C Clutch ground circuit at the
A/C Compressor Clutch harness connector.
Yes
Go to step 5
No
Repair the excessive resistance in the (Z904) A/C Clutch ground circuit.
5. A/C COMPRESSOR CLUTCH
Fig. 145: Probing A/C Clutch Control Output Circuit With 12Volt Test Light Connected To
Ground
939 of 4937
2. Using the scan tool actuate the A/C Clutch.
3. With a 12volt test light connected to ground, probe the (C3) A/C Clutch Control Output circuit at
the A/C Compressor Clutch harness connector.
Does the test light illuminate accordingly during the actuation?
Yes
Verify that there is good pin to terminal contact in the A/C Clutch, TIPM and Powertrain
Control Module connectors. If OK, replace the A/C Compressor Clutch in accordance with
the Service Information.
No
Go to step 6
1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the A/C
Clutch, TIPM and the Powertrain Control Module (PCM).
2. Look for any chafed, pierced, pinched or partially broken wires.
3. Look for broken, bent, pushed out or corroded terminals. Verify that there is good pin to terminal
contact in the A/C Clutch, TIPM and Powertrain Control Module connectors.
4. Perform any Technical Service Bulletins (TSBs) that may apply.
Yes
No
DTC P1275: A/C CLUTCH CONTROL CIRCUIT 2 OVERCURRENT (TIPM)
Circuit Schematic
Fig. 146: A/C Clutch Control Circuit 2 Overcurrent (TIPM) Schematic
Additional Wiring
Monitor Conditions
940 of 4937
When Monitored:
With the ignition on. Battery voltage greater than 10.4 volts. TIPM requesting A/C Clutch operation.
Set Conditions
Set Condition:
An overcurrent condition is detected in the A/C Clutch control output circuit. One Trip Fault. Three good
trips to turn off the MIL.
Possible Causes
Possible Causes
TERMINAL DAMAGE OR CORROSION
A/C CLUTCH GROUND HIGH RESISTANCE
(C3) A/C CLUTCH CONTROL OUTPUT CIRCUIT HIGH RESISTANCE
(C3) A/C CLUTCH CONTROL OUTPUT CIRCUIT SHORTED TO GROUND
A/C COMPRESSOR CLUTCH
Diagnostic Test
1. A/C CLUTCH OPERATION
2. With a scan tool in the TIPM Actuators, actuate the A/C Clutch.
Is the A/C Clutch actuating?
Yes
Refer to the INTERMITTENT CONDITION Diagnostic Procedure. Refer to DTCBased
No
Go to step 2
2. VISUAL AND PHYSICAL CONNECTOR AND TERMINAL INSPECTION
3. Disconnect the A/C Clutch harness connector.
4. Inspect the terminal and connector condition. Check for signs of corrosion build up or damage the
would compromise the terminal to controller pin connector.
NOTE: Make sure that all inline connectors are inspected for corrosion
and/or damage.
5. Visually inspect the wiring harness. Look for any chafed, pierced, pinched or partially broken wires
hidden in the wire insulation.
Were any of the above conditions found?
Yes
941 of 4937
Repair or replace as necessary.
No
Go to step 3
3. (C3) A/C CLUTCH CONTROL OUTPUT CIRCUIT EXCESSIVE RESISTANCE
Fig. 147: Probing A/C Clutch Control Output Circuit Using 12Volt Test Light Connected To
Battery Voltage
1. With a jumper wire, connect one end to the (C3) A/C Clutch Control Output circuit in the A/C
Clutch harness connector and the other to a clean chassis ground.
2. Using a 12volt test light connected to battery voltage, probe the (C3) A/C Clutch Control Output
circuit in the C1 TIPM harness connector.
NOTE: The test light should be illuminated and bright. Compared the
Yes
Go to step 4
No
Repair the excessive resistance in the (C3) A/C Clutch Control Output circuit.
4. (C3) A/C CLUTCH CONTROL OUTPUT CIRCUIT SHORTED TO GROUND
Fig. 148: Measuring Resistance Between Ground & A/C Clutch Control Output Circuit
1. Measure the resistance between ground and the (C3) A/C Clutch Control Output circuit at the A/C
Clutch harness connector.
Yes
Repair the short to ground in the (C3) A/C Clutch Control Output circuit.
No
Go to step 5
5. A/C CLUTCH GROUND CIRCUIT
Fig. 149: Probing A/C Clutch Ground Circuit Using 12Volt Test Light Connected To Battery
Voltage
942 of 4937
1. Using a 12volt test light connected to battery voltage, probe the (Z906) A/C Clutch Ground circuit
in the A/C Clutch harness connector.
NOTE: The test light should be illuminated and bright. Compared the
Yes
Go to step 6
No
Repair the excessive resistance in the (Z906) A/C Clutch Ground circuit.
6. A/C CLUTCH CONTROL OUTPUT FROM TIPM
Fig. 150: Probing A/C Clutch Control Output Circuit Using 12Volt Test Light Connected To
Ground
1. Reconnect the C1 TIPM harness connector.
3. With a scan tool in the TIPM Actuators, actuate the A/C Clutch.
4. Using the 12volt test light connected to ground, probe the (C3) A/C Clutch Control Output circuit
in the A/C Clutch harness connector.
Yes
Replace the A/C Clutch.
No
Diagnostics/MODULE, Totally Integrated Power (TIPM) Standard Procedure
DTC P128B: TCM POWER CONTROL CIRCUIT 2 LOW TIPM
Circuit Schematic
Fig. 151: TCM Power Control Circuit 2 Schematic
Additional Wiring
943 of 4937
Monitor Conditions
When Monitored:
With the ignition on. Battery voltage greater than 10 volts.
Set Conditions
Set Condition:
A shorted condition is detected in the Transmission Control Output circuit.
Possible Causes
Possible Causes
(T16) TRANSMISSION CONTROL OUTPUT CIRCUIT SHORT TO GROUND
(T16) TRANSMISSION CONTROL OUTPUT CIRCUIT FOR AN OPEN
Diagnostic Test
1. CHECK IF THE DTC IS ACTIVE
2. With the scan tool, check TIPM DTCs.
Yes
Go to step 2
No
Go to step 5
2. CHECK THE (T16) TRANSMISSION CONTROL OUTPUT CIRCUIT SHORT TO GROUND
Fig. 152: Measuring Resistance Between Ground & Transmission Control Output Circuit
3. Disconnect the PCM C4 harness connector and install Miller tool #8815.
perform diagnosis.
4. Measure the resistance between ground and the (T16) Transmission Control Output circuit.
Yes
Repair the (T16) Transmission Control Output circuit for a short to ground.
Perform 42RLE TRANSMISSION VERIFICATION TEST. Refer to DTCBased
944 of 4937
No
Go to step 3
3. CHECK THE (T16) TRANSMISSION CONTROL OUTPUT CIRCUIT FOR AN OPEN
Fig. 153: Checking Transmission Control Output Circuits Using 12Volt Test Light Connected To
Ground
3. Disconnect the Transmission Solenoid/Pressure Switch harness connector.
4. Disconnect the Line Pressure Sensor/Variable Force Solenoid harness connector (if equipped).
6. Using the scan tool under the TIPM Actuators, actuate the Transmission.
7. Using a 12volt test light connected to ground, check the (T16) Transmission Control Output
circuits.
Does the test light illuminate brightly at all the (T16) Transmission Control Output circuits?
Yes
Go to step 4
No
Repair the (T16) Transmission Control Output circuit for an open.
4. TOTALLY INTEGRATED POWER MODULE
1. Using the schematics as a guide, inspect the wire harness and connectors.
2. Check the TIPM harness connector terminals for corrosion, damage, or terminal push out.
3. Pay particular attention to all power and ground circuits.
Yes
No
Replace the Totally Integrated Power Module per Service Information.
945 of 4937
Yes
No
Test complete.
DTC P128B: TCM POWER CONTROL CIRCUIT 2 LOW 545RFE
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
A shorted condition is detected in the Transmission Control Output circuit.
Possible Causes
Possible Causes
(T16) TRANSMISSION CONTROL OUTPUT CIRCUIT SHORT TO GROUND
(T16) TRANSMISSION CONTROL OUTPUT CIRCUIT OPEN
Diagnostic Test
2. With the scan tool, read Totally Integrated Power Module (TIPM) DTCs.
Yes
Go to step 2
No
946 of 4937
Go to step 5
2. CHECK THE (T16) TRANSMISSION CONTROL OUTPUT CIRCUIT SHORT TO GROUND
Fig. 155: Measuring Resistance Between Ground & Transmission Control Output Circuit
1. Turn the ignition off
3. Disconnect the Powertrain Control Module (PCM) C4 harness connector and install PCM Pinout
Box 8815.
perform diagnosis.
4. Measure the resistance between ground and the (T16) Transmission Control Output circuit.
Yes
Repair the (T16) Transmission Control Output circuit for a short to ground.
Perform the 545RFE TRANSMISSION VERIFICATION TEST. Refer to DTCBased
Diagnostics/MODULE, Transmission Control (TCM) Standard Procedure .
No
Go to step 3
Ground
2. Connect the TIPM C2 harness connector.
3. Disconnect the Transmission Solenoid/TRS Assembly harness connector.
circuits.
Does the test light illuminate brightly at all the (T16) Transmission Control Output circuits?
Yes
Go to step 4
No
947 of 4937
2. Check the TIPM harness connector terminals for corrosion, damage or terminal push out.
Yes
No
Replace the Totally Integrated Power Module (TIPM) per Service Information.
Yes
No
Test complete.
DTC P128C: TCM POWER CONTROL CIRCUIT 2 HIGH 42RLE
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
948 of 4937
Set Conditions
Set Condition:
A shorted condition is detected in the TIPM TCM Power control circuit.
Possible Causes
Possible Causes
(T16) TRANSMISSION CONTROL OUTPUT CIRCUIT SHORT TO VOLTAGE
Diagnostic Test
Yes
Go to step 2
No
Go to step 4
2. (T16) TRANSMISSION CONTROL OUTPUT CIRCUIT SHORT TO VOLTAGE
Fig. 158: Measuring Voltage Of Transmission Control Output Circuit
4. Measure the voltage of the (T16) Transmission Control Output circuit.
Is the voltage above 10.0 v?
Yes
Repair the (T16) Transmission Control Output circuit for a short to voltage.
No
Go to step 3
Yes
949 of 4937
No
Yes
No
Test complete.
DTC P128C: TCM POWER CONTROL CIRCUIT 2 HIGH 545RFE
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
A shorted condition is detected in the Totally Integrated Power Module (TIPM) Transmission Control
Output circuit.
Possible Causes
Possible Causes
(T16) TRANSMISSION CONTROL OUTPUT CIRCUIT SHORT TO VOLTAGE
950 of 4937
Diagnostic Test
2. With the scan tool, read the Totally Integrated Power Module (TIPM) DTCs.
Yes
Go to step 2
No
Go to step 4
2. (T16) TRANSMISSION CONTROL OUTPUT CIRCUIT SHORT TO VOLTAGE
Fig. 160: Measuring Voltage Of Transmission Control Output Circuit
3. Disconnect the PCM C4 harness connector and install PCM Pinout Box 8815.
5. Measure the voltage of the (T16) Transmission Control Output circuit.
Yes
Repair the (T16) Transmission Control Output circuit for a short to voltage.
No
Go to step 3
2. Check the TIPM harness connector terminals for corrosion, damage or terminal push out
Yes
No
Information.
951 of 4937
Yes
No
Test complete.
DTC P128D: TCM POWER CONTROL CIRCUIT 2 OPEN 42RLE
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
An open condition of the Transmission Control Output circuit is detected by the Totally Integrated Power
Module (TIPM).
Possible Causes
Possible Causes
Diagnostic Test
2. With the scan tool, select View DTCs.
952 of 4937
Yes
Go to step 2
No
Go to step 4
Ground
3. Disconnect the Transmission Solenoid harness connector.
4. Disconnect the Line Pressure Sensor/Variable Force Solenoid harness connector (if equipped).
perform diagnosis.
circuits.
Yes
Go to step 3
No
Yes
953 of 4937
No
Yes
No
Test complete.
DTC P128D: TCM POWER CONTROL CIRCUIT 2 OPEN 545RFE
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
An open condition of the Transmission Control Output circuit is detected by the Totally Integrated Power
Module (TIPM).
Possible Causes
Possible Causes
Diagnostic Test
954 of 4937
Yes
Go to step 2
No
Go to step 4
Fig. 164: Checking Transmission Control Output Circuit Using 12Volt Test Light Connected To
Ground
2. Disconnect the Powertrain Control Module (PCM) C4 harness connector and PCM Pinout Box
8815.
3. Disconnect the Transmission Solenoid harness connector.
4. Disconnect the Line Pressure Sensor harness connector.
perform diagnosis.
circuits.
Yes
Go to step 3
No
2. Check the TIPM harness connector terminals for corrosion, damage or terminal push out.
Yes
955 of 4937
No
Replace the Totally Integrated Power Module (TIPM) per Service Information.
Yes
No
Test complete.
DTC P128E: TCM POWER CONTROL CIRCUIT 2 OVERCURRENT 42RLE
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
An overcurrent condition is detected in the TCM Power Control circuit. One Trip Fault. Three good trips
to turn off the MIL.
Possible Causes
Possible Causes
LINE PRESSURE SENSOR VARIABLE FORCE SOLENOID
SOLENOID/PRESSURE SWITCH ASSEMBLY
956 of 4937
Diagnostic Test
2. With a scan tool, read TIPM DTCs.
Yes
Go to step 2
No
Go to step 5
2. CHECK THE (T16) TRANSMISSION CONTROL OUTPUT
Fig. 166: Identifying TIPM C2 Harness Connector
3. Connect the positive probe of an ammeter to battery positive and connect the negative probe to the
(T16) Transmission Control Output circuit in the TIPM C2 harness connector.
4. Read the amperage on the ammeter.
Does the amperage read below 2.0 amps?
Yes
Go to step 4
No
Go To 3
3. CHECK THE PCM
Fig. 167: Identifying PCM C4 Harness Connector
1. Disconnect the ammeter from the TIPM C2 harness connector and battery positive.
3. Reconnect the positive probe of an ammeter to battery positive and connect the negative probe to
the (T16) Transmission Control Output circuit in the TIPM C2 harness connector.
Yes
Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for
corrosion, damage, or terminal push out. Pay particular attention to all power and ground
957 of 4937
circuits. If no problems are found, replace and program the PCM per the Service
Information. With the scan tool, perform QUICK LEARN.
No
Go to step 4
4. CHECK THE TRANSMISSION SOLENOIDS
Fig. 168: Checking Transmission Solenoids
1. Disconnect the ammeter from the TIPM C2 harness connector.
4. While monitoring the amperage reading of the ammeter and using a jumper wire, jump each
solenoid control circuit to ground one at a time in the appropriate terminals of Miller tool #8815.
NOTE: The amperage draw should be approximately 0.02 milliampere on
each solenoid circuit with the PCM C4 harness connector
disconnected.
Does the amperage read between 0.05 and 0.015 milliampere Â± 0.005 milliampere on each
solenoid tested?
Yes
Replace the Totally Integrated Control Module per the Service Information.
No
Depending on the identified circuit in the test, replace either Transmission Solenoid/Pressure
Switch Assembly or the Line Pressure Solenoid (if equipped) per the Service Information.
3. Wiggle the wires while checking for shorted and open circuits.
4. With the scan tool, check the DTC EVENT DATA to help identify the conditions in which the DTC
was set.
Yes
958 of 4937
No
Test Complete.
DTC P128E: TCM POWER CONTROL CIRCUIT 2 OVERCURRENT 545RFE
Circuit Schematic
Fig. 169: TCM Power Control Circuit 2 Overcurrent Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
An overcurrent condition is detected in the Transmission Control Module (TCM) Power Control circuit.
One Trip Fault. Three good trips to turn off the MIL.
Possible Causes
Possible Causes
TRANSMISSION SOLENOID/TRS ASSEMBLY
Diagnostic Test
2. With a scan tool, read TIPM DTCs.
Yes
Go to step 2
No
Go to step 5
2. CHECK THE (T16) TRANSMISSION CONTROL OUTPUT
Fig. 170: Identifying Totally Integrated Power Module (TIPM) C2 Harness Connector
2. Disconnect the Totally Integrated Power Module (TIPM) C2 harness connector.
959 of 4937
Yes
Go to step 4
No
Go to step 3
3. CHECK THE PCM
Fig. 171: Identifying TIPM C2 Harness Connector
1. Disconnect the ammeter from the TIPM C2 harness connector and battery positive.
2. Disconnect the Powertrain Control Module (PCM) C4 harness connector.
3. Reconnect the positive probe of an ammeter to battery positive and connect the negative probe to
the (T16) Transmission Control Output circuit in the TIPM C2 harness connector.
Yes
Using the schematics as a guide, check the Powertrain Control Module (PCM) terminals for
corrosion, damage or terminal push out. Pay particular attention to all power and ground
circuits. If no problems are found, replace the PCM per the Service Information. With the
scan tool, perform Quick Learn procedure.
No
Go to step 4
4. CHECK THE TRANSMISSION SOLENOIDS
Fig. 172: Identifying TIPM C2 Harness Connector & PCM Pinout Box 8815
1. Disconnect the ammeter from the TIPM C2 harness connector.
2. Disconnect the PCM C4 harness connector and install PCM Pinout Box 8815.
4. While monitoring the amperage reading of the ammeter and using a jumper wire, jump each
solenoid control circuit to ground one at a time in the appropriate terminals of PCM Pinout Box
8815.
NOTE: The amperage draw should be approximately 0.02 milliampere on
each solenoid circuit with the PCM C4 harness connector
disconnected.
960 of 4937
Does the amperage read between 0.05 and 0.015 milliampere (Â± 0.005 milliampere) on each
solenoid tested?
Yes
Replace the Totally Integrated Control Module (TIPM) in accordance with the Service
Information.
No
Replace the Transmission Solenoid/TRS in accordance with the Service Information.
3. Wiggle the wires while checking for shorted and open circuits.
Yes
No
Test Complete.
DTC U0001: CAN C BUS CIRCUIT
Circuit Schematic
Fig. 173: CAN C And CAN Interior BUS Module Diagram
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The Totally Integrated Power Module (TIPM) detects a corrupt CAN C Bus message.
Possible Causes
Possible Causes
961 of 4937
(D65) CAN C BUS (+) CIRCUIT SHORTED TO GROUND
(D64) CAN C BUS () CIRCUIT SHORTED TO VOLTAGE
(D65) CAN C BUS (+) CIRCUIT SHORTED TO (D64) CAN C BUS () CIRCUIT
POWERTRAIN CONTROL MODULE (PCM) GAS ONLY
ENGINE CONTROL MODULE (ECM) DIESEL ONLY
TRANSMISSION CONTROL MODULE
STEERING ANGLE SENSOR (SAS)
WIRELESS CONTROL MODULE (WCM)
OCCUPANT RESTRAINT CONTROLLER (ORC)
Diagnostic Test
2. Using the scan tool, record and erase TIPM DTCs.
5. Using the scan tool, read active TIPM DTCs.
Yes
Go to step 2
No
2. ANTILOCK BRAKE MODULE INTERNAL SHORT
2. Disconnect the Antilock Brake Module harness connector.
Yes
Go to step 3
No
Inspect the wiring and connectors for damage or shorted circuits in accordance with the
Diagnostics/CONTROLLER, Occupant Restraint (ORC) Standard Procedure .
962 of 4937
3. POWERTRAIN CONTROL MODULE INTERNAL SHORT
2. Disconnect the Powertrain Control Module C1 harness connector.
Yes
Go to step 4
No
Inspect the wiring and connectors for damage or shorted circuits. If okay, replace and
program the Powertrain Control Module in accordance with the Service Information.
4. ENGINE CONTROL MODULE (DIESEL ONLY) INTERNAL SHORT
NOTE: If vehicle is not equipped with this module, answer yes to the
question.
2. Disconnect the Engine Control Module harness connectors.
Yes
Go to step 5
No
program the Engine Control Module in accordance with the Service Information.
Engine Control (ECM) Standard Procedure .
5. TRANSMISSION CONTROL MODULE INTERNAL SHORT
question.
2. Disconnect the Transmission Control Module harness connectors.
963 of 4937
Yes
Go to step 6
No
program the Transmission Control Module in accordance with the Service Information.
Perform the appropriate transmission related Verification Test. Refer to DTCBased
Diagnostics/MODULE, Powertrain Control (PCM) Standard Procedure or DTC
Based Diagnostics/MODULE, Transmission Control (TCM) Standard Procedure .
6. STEERING ANGLE SENSOR INTERNAL SHORT
question.
2. Disconnect the Steering Angle Sensor harness connector.
Yes
Go to step 7
No
Inspect the wiring and connectors for damage or shorted circuits. If okay, replace the
Steering Angle Sensor in accordance with the Service Information.
7. AUTOMATIC SWAY BAR SYSTEM MODULE INTERNAL SHORT
question.
2. Disconnect the Automatic Sway Bar System Module harness connector.
964 of 4937
Yes
Go to step 8
No
Automatic Sway Bar System Module in accordance with the Service Information.
8. WIRELESS CONTROL MODULE INTERNAL SHORT
question.
2. Disconnect the Wireless Control Module harness connector.
Yes
Go to step 9
No
Wireless Control Module in accordance with the Service Information.
Perform the WIRELESS CONTROL MODULE (WCM) VERIFICATION TEST. Refer to
DTCBased Diagnostics/MODULE, Wireless Control (WCM) Standard Procedure .
9. OCCUPANT RESTRAINT CONTROLLER INTERNAL SHORT
question.
WARNING: Turn the ignition off disconnect the 12volt battery and wait two
minutes before proceeding. Failure to follow these instructions may
result in possible serious or fatal injury.
2. Disconnect the Occupant Restraint Controller harness connectors.
965 of 4937
Yes
Go to step 10
No
Occupant Restraint Controller in accordance with the Service Information.
10. (D64) CAN C BUS () CIRCUIT SHORTED TO VOLTAGE
Fig. 174: Measuring Voltage Between CAN C Bus () Circuit & Ground
1. Measure the voltage between the (D64) CAN C Bus () circuit and ground.
Yes
Repair the (D64) CAN C Bus () circuit for a short to voltage.
No
Go to step 11
11. (D65) CAN C BUS (+) CIRCUIT SHORTED TO GROUND
Fig. 175: Measuring Resistance Between Ground & CAN C Bus (+) Circuit
2. Measure the resistance between ground and the (D65) CAN C Bus (+) circuit.
Is any resistance present?
Yes
Repair the (D65) CAN C Bus (+) circuit for a short to ground.
No
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Go to step 12
12. (D65) CAN C BUS (+) CIRCUIT SHORTED TO (D64) CAN C BUS () CIRCUIT
Fig. 176: Measuring Resistance Between CAN C Bus (+) Circuit & CAN C Bus () Circuit
1. Measure the resistance between the (D65) CAN C Bus (+) circuit and the (D64) CAN C Bus ()
circuit.
Yes
Repair the (D65) CAN C Bus (+) circuit for a short to the (D64) CAN C Bus () circuit.
No
program the Totally Integrated Power Module in accordance with the Service Information.
Circuit Schematic
Fig. 177: CAN Interior Bus Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The Totally Integrated Power Module (TIPM) detects a short to ground on either CAN Interior Bus
(125K) circuit.
Possible Causes
Possible Causes
(D265) CAN INTERIOR BUS (125K) (+) CIRCUIT SHORTED TO GROUND
Diagnostic Test
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2. With the scan tool, record and erase TIPM DTCs.
5. With the scan tool, read active TIPM DTCs.
Yes
Go to step 2
No
2. ANY CAN INTERIOR BUS (125K) MODULE INTERNAL SHORT
NOTE: When performing this step, turn the ignition off (wait one minute) before
disconnecting any module. When the module is disconnected turn the
ignition on.
NOTE: This step is to determine if the fault is internal within a module.
1. While monitoring the scan tool, disconnect each CAN Interior Bus (125K) module one at a time.
2. Check for this DTC to become active after disconnecting each CAN Interior Bus (125K) module
the vehicle is equipped with.
NOTE: If the DTC becomes stored when a particular module is
disconnected, that module is causing the DTC to set.
With all the CAN Interior Bus modules disconnected does the scan tool display this DTC as active?
Yes
Go to step 3
No
Replace the module that when disconnected caused this DTC to become stored in accordance
3. (D265) CAN INTERIOR BUS (125K) (+) CIRCUIT SHORTED TO GROUND
Fig. 178: Measuring Resistance Between Ground & CAN Interior Bus (+) Circuit
2. Measure the resistance between ground and the (D265) CAN Interior Bus (125K) (+) circuit at the
TIPM C7 harness connector.
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Yes
Repair the (D265) CAN Interior Bus (125K) (+) circuit for a short to ground.
No
Inspect the wiring and connectors for damage or shorted circuits. If ok, replace and program
the Totally Integrated Power Module in accordance with the Service Information.
Circuit Schematic
Fig. 179: CAN Interior Bus Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
A module detects a short in either CAN Interior Bus circuit.
Diagnostic Test
See DTCBased Diagnostics/MODULE, Totally Integrated Power (TIPM) Diagnosis and Testing and
perform the U0010CAN INTERIOR BUS diagnostic test procedure.
Circuit Schematic
Fig. 180: CAN C & CAN Interior BUS Module Diagram
Additional Wiring
Monitor Conditions
When Monitored:
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Set Conditions
Set Condition:
Bus messages not received from the Engine Control Module/Powertrain Control Module (ECM/PCM)
for approximately two to five seconds.
Possible Causes
Possible Causes
(D65) CAN C BUS (+) CIRCUIT SHORTED TO VOLTAGE
(D64) CAN C BUS () CIRCUIT SHORTED TO GROUND
ECM/PCM POWER AND GROUND
ENGINE CONTROL MODULE/POWERTRAIN CONTROL MODULE (ECM/PCM)
Diagnostic Test
Is this DTC active?
Yes
Go to step 2
No
Stored Lost Communication diagnostic procedure.
2. CHECK FOR ANY OF THE FOLLOWING ACTIVE DTCS
1. Using the scan tool, read all active DTCs from all modules.
NOTE: Check for Totally Integrated Power Module (TIPM) configuration, CAN
C hardware electrical, VIN Missing/Mismatch, battery or ignition
related DTCs.
Does the scan tool display any active DTCs to the conditions listed above?
Yes
No
Go to step 3
3. VERIFY THAT THE ECM/PCM IS ACTIVE ON THE BUS
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2. Using the scan tool, select Network Diagnostics.
3. Verify that the ECM/PCM is active on the bus.
Is the ECM/PCM active on the bus?
Yes
Go to step 4
No
No Response from ECM/PCM diagnostic procedure.
4. CHECK FOR ADDITIONAL COMMUNICATION RELATED DTCS
Is there more than one module with active DTCs "Logged Against" the ECM/PCM?
Yes
Replace/update the ECM/PCM in accordance with the Service Information.
Perform the appropriate VERIFICATION TEST.
No
Go to step 5
5. CLEAR DTC IN MODULE SETTING FAULT
1. Using the scan tool, select the module setting the DTC against the ECM/PCM.
2. Clear active DTCs.
Is this DTC still active?
Yes
Replace/update the module that set this DTC in accordance with the Service Information.
No
Go to step 6
6. CYCLE IGNITION
1. Cycle the ignition from RUN to OFF three times ending with the key in the RUN position.
Does this DTC become active?
Yes
Go to step 7
No
The condition is not present at this time. Using the wiring diagram/schematic as a guide,
inspect the wiring for chafed, pierced, pinched and partially broken wires and the wiring
harness connectors for broken, bent, pushed out and corroded terminals.
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7. CHECK FOR ADDITIONAL LOST COMMUNICATION FAULTS
Does the TIPM and other CAN C BUS modules show Lost Communication with the remaining
CAN C BUS modules?
Yes
Go to step 8
No
8. (D65) CAN C BUS (+) CIRCUIT SHORTED TO VOLTAGE
Fig. 181: Measuring Voltage Between CAN C Bus (+) Circuit & Ground
2. Measure the voltage between the (D65) CAN C Bus (+) circuit and ground.
Yes
Repair the (D65) CAN C Bus (+) circuit for a short to voltage.
No
Go to step 9
9. (D64) CAN C BUS () CIRCUIT SHORTED TO GROUND
Fig. 182: Measuring Resistance Between Ground & CAN C Bus () Circuit
2. Measure the resistance between ground and the (D64) CAN C Bus () circuit.
Yes
Repair the (D64) CAN C Bus () circuit for a short to ground.
No
DTC U0101: LOST COMMUNICATION WITH TCM
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Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Bus messages not received from the Transmission Control Module (TCM) for approximately two to five
seconds.
Possible Causes
Possible Causes
TCM POWER AND GROUND
TCM (PCM)
Diagnostic Test
Is this DTC active?
Yes
Go to step 2
No
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NOTE: Check for TIPM configuration, CAN C hardware electrical, VIN
Missing/Mismatch, battery or ignition related DTCs.
Yes
No
Go to step 3
3. VERIFY THAT THE TCM IS ACTIVE ON THE BUS
3. Verify that the TCM is active on the bus.
Is the TCM active on the bus?
Yes
Go to step 4
No
No Response from TCM diagnostic procedure.
Is there more than one module with active DTCs "Logged Against" the TCM?
Yes
Replace/update the Transmission Control Module in accordance with the Service
Information.
Perform the appropriate VERIFICATION TEST. Refer to DTCBased
No
Go to step 5
1. Using the scan tool, select the module setting the DTC against the TCM.
Yes
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No
Go to step 6
6. CYCLE IGNITION
Yes
Go to step 7
No
Does the TIPM and other CAN C Bus modules show Lost Communication with the remaining
CAN C Bus modules?
Yes
Go to step 8
No
Yes
No
Go to step 9
975 of 4937
Yes
No
DTC U0114: LOST COMMUNICATION WITH FINAL DRIVE CONTROL MODULE (FDCM)
(ASBS)
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Bus messages not received from the Final Drive Control Module (FDCM) (shown as ASBS on the scan
tool) for approximately two to five seconds.
Possible Causes
Possible Causes
FINAL DRIVE CONTROL MODULE POWER AND GROUND
FINAL DRIVE CONTROL MODULE (FDCM/ASBS)
Diagnostic Test
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Is this DTC active?
Yes
Go to step 2
No
Yes
No
Go to step 3
3. VERIFY THAT THE ASBS IS ACTIVE ON THE BUS
3. Verify that the ASBS is active on the bus.
Is the ASBS active on the bus?
Yes
Go to step 4
No
No Response from ASBS diagnostic procedure.
Is there more than one module with active DTCs "Logged Against" the ASBS?
Yes
Replace/update the Final Drive Control Module (FDCM/ASBS) in accordance with the
977 of 4937
No
Go to step 5
1. Using the scan tool, select the module setting the DTC against the ASBS.
Yes
No
Go to step 6
6. CYCLE IGNITION
Yes
Go to step 7
No
CAN C Bus modules?
Yes
Go to step 8
No
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Yes
No
Go to step 9
Yes
No
DTC U0121: LOST COMMUNICATION WITH ANTILOCK BRAKE MODULE
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
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Bus messages not received from the Antilock Brake Module (ABS) for approximately two to five
seconds.
Possible Causes
Possible Causes
ANTILOCK BRAKE MODULE POWER AND GROUND
Diagnostic Test
Is this DTC active?
Yes
Go to step 2
No
Yes
No
Go to step 3
3. VERIFY THAT THE ABS IS ACTIVE ON THE BUS
3. Verify that the ABS is active on the bus.
Is the ABS active on the bus?
Yes
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Go to step 4
No
No Response from ABS Module diagnostic procedure.
Is there more than one module with active DTCs "Logged Against" the ABS?
Yes
Replace/update the Antilock Brake Module in accordance with the Service Information.
Antilock Brake (ABS) Standard Procedure .
No
Go to step 5
1. Using the scan tool, select the module setting the DTC against the ABS.
Yes
No
Go to step 6
6. CYCLE IGNITION
Yes
Go to step 7
No
CAN C Bus modules?
Yes
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Go to step 8
No
Yes
No
Go to step 9
Yes
No
DTC U0126: LOST COMMUNICATION WITH STEERING ANGLE SENSOR (SAS)
Circuit Schematic
Additional Wiring
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Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Bus messages not received from the Clockspring (Steering Angle Sensor or SAS) for approximately two
to five seconds.
Possible Causes
Possible Causes
STEERING ANGLE SENSOR POWER AND GROUND
CLOCKSPRING (SAS)
Diagnostic Test
Is this DTC active?
Yes
Go to step 2
No
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Yes
No
Go to step 3
3. VERIFY THAT THE STEERING ANGLE SENSOR IS ACTIVE ON THE BUS
3. Verify that the SAS is active on the bus.
Is the SAS active on the bus?
Yes
Go to step 4
No
No Response from SAS diagnostic procedure.
Is there more than one module with active DTCs "Logged Against" the SAS?
Yes
Replace/update the Clockspring (Steering Angle Sensor) in accordance with the Service
Information.
No
Go to step 5
1. Using the scan tool, select the module setting the DTC against the Steering Angle Sensor.
Yes
No
Go to step 6
6. CYCLE IGNITION
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Yes
Go to step 7
No
CAN C Bus modules?
Yes
Go to step 8
No
Yes
No
Go to step 9
Yes
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No
DTC U0141: LOST COMMUNICATION WITH FRONT CONTROL MODULE (TOTALLY
INTEGRATED POWER MODULE)
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
five seconds.
Possible Causes
Possible Causes
DIAGNOSTIC CAN C BUS CIRCUITS OPEN OR SHORTED
Diagnostic Test
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Is this DTC active?
Yes
Go to step 2
No
Yes
No
Go to step 3
3. VERIFY THAT THE TIPM IS ACTIVE ON THE BUS
3. Verify that the TIPM is active on the bus.
Is the TIPM active on the bus?
Yes
Go to step 4
No
No Response from TIPM diagnostic procedure.
Is there more than one module with active DTCs "Logged Against" the TIPM?
Yes
Replace/update the Totally Integrated Power Module (TIPM) in accordance with the Service
Information.
No
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Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
seconds.
Possible Causes
Possible Causes
OCCUPANT RESTRAINT CONTROLLER POWER AND GROUND
Diagnostic Test
Is this DTC active?
Yes
Go to step 2
No
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Yes
No
Go to step 3
3. VERIFY THAT THE ORC IS ACTIVE ON THE BUS
3. Verify that the ORC is active on the bus.
Is the ORC active on the bus?
Yes
Go to step 4
No
No Response from ORC diagnostic procedure.
Is there more than one module with active DTCs "Logged Against" the ORC?
Yes
Replace/update the Occupant Restraint Controller in accordance with the Service
Information.
Perform the RESTRAINTS SYSTEM VERIFICATION TEST. Refer to DTCBased
No
Go to step 5
1. Using the scan tool, select the module setting the DTC against the ORC.
Yes
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No
Go to step 6
6. CYCLE IGNITION
Yes
Go to step 7
No
CAN C Bus modules?
Yes
Go to step 8
No
Yes
No
Go to step 9
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Yes
No
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Bus messages not received from the Cluster/CCN for approximately two to five seconds.
Possible Causes
Possible Causes
(D265) CAN INTERIOR BUS (+) CIRCUIT SHORTED TO VOLTAGE
(D264) CAN INTERIOR BUS () CIRCUIT SHORTED TO GROUND
CLUSTER/CCN POWER AND GROUND
CLUSTER/CCN
Diagnostic Test
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Is this DTC active?
Yes
Go to step 2
No
Stored Lost Communication DTC diagnostic procedure.
NOTE: Check for TIPM configuration, CAN Interior hardware electrical, VIN
Yes
No
Go to step 3
3. VERIFY THAT THE CLUSTER/CCN IS ACTIVE ON THE BUS
3. Verify that the Cluster/CCN is active on the bus.
Is the Cluster/CCN active on the bus?
Yes
Go to step 4
No
No Response from Cluster/CCN diagnostic procedure.
Is there more than one module with active DTCs "Logged Against" the Cluster/CCN?
Yes
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No
Go to step 5
1. Using the scan tool, select the module setting the DTC against the Cluster/CCN.
Yes
No
Go to step 6
6. CYCLE IGNITION
Yes
Go to step 7
No
Does the TIPM and other CAN Interior Bus modules show Lost Communication with the
remaining CAN Interior Bus modules?
Yes
Go to step 8
No
8. (D265) CAN INTERIOR BUS (+) CIRCUIT SHORTED TO VOLTAGE
Fig. 200: Measuring Voltage Between CAN Interior Bus (+) Circuit & Ground
2. Measure the voltage between the (D265) CAN Interior Bus (+) circuit and ground.
Yes
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Repair the (D265) CAN Interior Bus (+) circuit for a short to voltage.
No
Go to step 9
9. (D264) CAN INTERIOR BUS () CIRCUIT SHORTED TO GROUND
Fig. 201: Measuring Resistance Between Ground & CAN Interior Bus () Circuit
2. Measure the resistance between ground and the (D264) CAN Interior Bus () circuit.
Yes
Repair the (D264) CAN Interior Bus () circuit for a short to ground.
No
DTC U0167: LOST COMMUNICATION WITH INTRUSION TRANSCEIVER CONTROL MODULE
Circuit Schematic
Fig. 202: CAN C And CAN Interior BUS Module Diagram
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Bus messages not received from the Intrusion Transceiver Module (ITM) for approximately two to five
seconds.
994 of 4937
Possible Causes
Possible Causes
INTRUSION TRANSCEIVER MODULE POWER AND GROUND
INTRUSION TRANSCEIVER MODULE (ITM)
Diagnostic Test
Is this DTC active?
Yes
Go to step 2
No
Stored Lost Communication DTC diagnostic procedure.
Yes
No
Go to step 3
3. VERIFY THAT THE ITM IS ACTIVE ON THE BUS
3. Verify that the ITM is active on the bus.
Is the ITM active on the bus?
Yes
Go to step 4
No
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No Response from ITM diagnostic procedure.
Is there more than one module with active DTCs "Logged Against" the ITM?
Yes
No
Go to step 5
1. Using the scan tool, select the module setting the DTC against the ITM.
Yes
No
Go to step 6
6. CYCLE IGNITION
Yes
Go to step 7
No
Does the TIPM and other CAN Interior Bus modules show Lost Communication with the
remaining CAN Interior Bus modules?
Yes
Go to step 8
No
996 of 4937
Yes
No
Go to step 9
Yes
No
DTC U0168: LOST COMMUNICATION WITH VEHICLE SECURITY CONTROL MODULE (WCM)
Circuit Schematic
Additional Wiring
Monitor Conditions
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When Monitored:
Set Conditions
Set Condition:
Bus messages not received from the Wireless Control Module (WCM) for approximately two to five
seconds.
Possible Causes
Possible Causes
WIRELESS CONTROL MODULE POWER AND GROUND
Diagnostic Test
Is this DTC active?
Yes
Go to step 2
No
1. Using the scan tool, read active DTCs from all modules.
Yes
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No
Go to step 3
3. VERIFY THAT THE WCM IS ACTIVE ON THE BUS
3. Verify that the WCM is active on the bus.
Is the WCM active on the bus?
Yes
Go to step 4
No
No Response from WCM diagnostic procedure.
Is there more than one module with active DTCs "Logged Against" the WCM?
Yes
Replace/update the Wireless Control Module in accordance with the Service Information.
Wireless Control (WCM) Standard Procedure .
No
Go to step 5
1. Using the scan tool, select the module setting the DTC against the WCM.
Yes
No
Go to step 6
6. CYCLE IGNITION
Yes
Go to step 7
No
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CAN C BUS modules?
Yes
Go to step 8
No
Yes
No
Go to step 9
Yes
No
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Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
Possible Causes
RADIO
Diagnostic Test
Is this DTC active?
Yes
Go to step 2
No
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Yes
No
Go to step 3
3. VERIFY THAT THE RADIO IS ACTIVE ON THE BUS
3. Verify that the Radio is active on the bus.
Is the Radio active on the bus?
Yes
Go to step 4
No
No Response from Radio diagnostic procedure.
Is there more than one module with active DTCs "Logged Against" the Radio?
Yes
No
Go to step 5
1. Using the scan tool, select the module setting the DTC against the Radio.
Yes
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No
Go to step 6
6. CYCLE IGNITION
Yes
Go to step 7
No
Does the TIPM and other CAN Interior BUS modules show Lost Communication with the
remaining CAN Interior BUS modules?
Yes
Go to step 8
No
Yes
No
Go to step 9
1003 of 4937
Yes
No
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Bus messages not received from the Amplifier (AMP) for approximately two to five seconds.
Possible Causes
Possible Causes
AMPLIFIER
Diagnostic Test
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Is this DTC active?
Yes
Go to step 2
No
Yes
No
Go to step 3
3. VERIFY THAT THE AMP IS ACTIVE ON THE BUS
3. Verify that the AMP is active on the bus.
Is the AMP active on the bus?
Yes
Go to step 4
No
No Response from AMP diagnostic procedure.
Is there more than one module with active DTCs "Logged Against" the AMP?
Yes
No
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Go to step 5
1. Using the scan tool, select the module setting the DTC against the AMP.
Yes
No
Go to step 6
6. CYCLE IGNITION
Yes
Go to step 7
No
Does the TIPM and other CAN Interior BUS modules show Lost Communication with the
remaining CAN Interior BUS modules?
Yes
Go to step 8
No
Yes
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No
Go to step 9
Yes
No
DTC U1159: LOST COMMUNICATION WITH AUTOMATIC SWAY BAR SYSTEM (ASBS)
MODULE
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Bus messages not received from the Automatic Sway Bar System Module (ASBS) for approximately two
to five seconds.
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Possible Causes
Possible Causes
AUTOMATIC SWAY BAR SYSTEM MODULE POWER AND GROUND
Diagnostic Test
Is this DTC active?
Yes
Go to step 2
No
and perform the Stored Lost Communication diagnostic procedure. Refer to NonDTC
Diagnostics/Communication Diagnosis and Testing and perform the Stored Lost
Communication diagnostic procedure.
Yes
No
Go to step 3
3. VERIFY THAT THE ASBS IS ACTIVE ON THE BUS
3. Verify that the ASBS is active on the bus.
Is the ASBS active on the bus?
Yes
Go to step 4
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No
No Response from ASBS diagnostic procedure.
Is there more than one module with active DTCs "Logged Against" the ASBS?
Yes
Replace/update the Automatic Sway Bar System module in accordance with the Service
Information.
No
Go to step 5
1. Using the scan tool, select the module setting the DTC against the ASBS.
Yes
Perform the appropriate verification test for the module being replaced. If there is no
verification test for the associated module perform the BODY VERIFICATION TEST. See
DTCBased Diagnostics/MODULE, Totally Integrated Power (TIPM) Standard
Procedure.
No
Go to step 6
6. CYCLE IGNITION
Yes
Go to step 7
No
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CAN C BUS modules?
Yes
Go to step 8
No
Procedure.
Yes
No
Go to step 9
Yes
No
Procedure.
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STANDARD PROCEDURE
BODY VERIFICATION TEST
Diagnostic Test
1. Perform Body Verification Test
NOTE: If the WCM or PCM/ECM was replaced, refer to the service information for
proper programming procedures.
connectors.
2. Ensure that all accessories are turned off.
3. Ensure that the battery is fully charged.
5. With the scan tool, record and erase DTC's from all modules.
6. If an electronic control module was replaced, select the applicable module from the scan tool menu
and press "Misc. Functions". If the module has programmable features, program as necessary.
7. (Export only) If the Intrusion Transceiver Module (ITM) and/or Siren was replaced, select ITM
from the scan tool ECU View menu then "Misc. Functions" and perform the applicable
replacement procedure.
8. Turn the ignition off, wait 10 seconds, and then turn the ignition on.
9. Operate all functions of the system that caused the original concern.
10. With the scan tool, select ECU View and check for DTC's in the modules.
Are DTCs present in any of the modules or is the original condition still present?
Yes
The repair is not complete. Refer to the related service information for the DTC or symptom that is
still present.
No
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Back To Article
Vehicle Theft Security Service Information Wrangler
DESCRIPTION
DESCRIPTION
Fig. 1: Identifying Vehicle Theft Security System
The Vehicle Theft Security System (VTSS) is an available factoryinstalled feature on this vehicle. The VTSS
is comprised of two primary subsystems: the optional Vehicle Theft Alarm (VTA) and the standard Sentry Key
Immobilizer System (SKIS). The VTA is an active system that provides visual and audible responses as
deterrents to and warnings of unauthorized vehicle tampering. The SKIS is a passive system that effectively
immobilizes the vehicle against unauthorized operation. Following are paragraphs which describe these
subsystems of the VTSS.
Certain functions and features of the VTSS rely upon resources shared with or controlled by other electronic
modules in the vehicle over the Controller Area Network (CAN) data bus. Other modules that may affect VTSS
operation are:
ElectroMechanical Instrument Cluster The ElectroMechanical Instrument Cluster (EMIC) (also
known as the Cab Compartment Node/CCN) provides security indicator control. Refer to
Electrical/Instrument Cluster Description .
Powertrain Control Module The Powertrain Control Module (PCM) provides the SKIS engine control
logic.
Totally Integrated Power Module (2) The Totally Integrated Power Module (TIPM) is located in the
engine compartment, near the battery. The TIPM monitors door, swing gate and hood ajar switch status
and provides the VTA system logic. Refer to Electrical/Power Distribution/MODULE, Totally
Integrated Power (TIPM) Description .
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Except for the Sentry Key transponders, which rely upon Radio Frequency (RF) communication, hard wired
circuitry connects the VTA and SKIS components to the electrical system of the vehicle. These hard wired
circuits are integral to several wire harnesses, which are routed throughout the vehicle and retained by many
different methods. These circuits may be connected to each other, to the vehicle electrical system and to the
SKIS components through the use of a combination of soldered splices, splice block connectors, and many
different types of wire harness terminal connectors and insulators. Refer to the appropriate SYSTEM WIRING
DIAGRAMS article(s) . The wiring information includes wiring diagrams, proper wire and connector repair
procedures, further details on wire harness routing and retention, as well as pinout and location views for the
various wire harness connectors, splices and grounds.
VEHICLE THEFT ALARM
The VTA is available in two different configurations for this vehicle: One configuration is designed for vehicles
manufactured for sale in North America; while, the other configuration is designed for vehicles manufactured
for sale in markets outside of North America, also referred to as export markets within the context of this
service information. In addition, the VTA for export is available in two versions: base and premium. All
vehicles equipped with VTA are also equipped with the Remote Keyless Entry (RKE) system and the Sentry
Key Immobilizer System (SKIS), regardless of their market destination.
The North American and export base version of the VTA system provide perimeter vehicle protection by
monitoring the vehicle doors, the ignition switch, the swing gate and, for vehicles built for certain markets
where it is required equipment, the hood. If unauthorized vehicle use or tampering is detected, these systems
respond by pulsing the vehicle horn as an audible deterrent and flashing certain exterior lamps as a visual
deterrent.
The export premium version of the VTA system is only available in vehicles manufactured for sale in certain
markets where it is required equipment. The export premium version of the VTA provides the same perimeter
protection features as the base version, but adds interior vehicle intrusion protection. The export premium VTA
also enhances the pulsing horn feature of the base version with an alarm siren as the audible deterrent, while
retaining the flashing exterior lamps as the visual deterrent.
The VTA includes the following major components, which are described in further detail elsewhere in this
service information:
Door Ajar Switches (8) A door ajar switch is integral to the door latch mechanism of each front and
rear door. Refer to Body/Decklid/Hatch/Liftgate/Tailgate/LATCH Removal .
Hood Ajar Switch (1) A hood ajar switch is located in a bracket on the inboard side of the left front
fender load path beam within the engine compartment of vehicles built for sale in certain export markets
where it is required equipment.
Intrusion Module (5) An intrusion module is located on a bracket on the lower instrument panel
reinforcement beneath the driver side instrument panel in the passenger compartment of vehicles built for
sale in certain export markets where it is required equipment.
Intrusion Sensors (7, 9 and 10) Two (twodoor vehicles) or three (fourdoor vehicles) microwave
intrusion sensors are located within the passenger compartment of vehicles built for sale in certain export
markets where it is required equipment. One sensor is located within the lower center stack area of the
instrument panel, another is located within the rear of the center floor console (fourdoor vehicles only)
and the third is located within the swing gate.
Swing Gate Ajar Switch (11) A swing gate ajar switch is integral to the latch for the swing gate in the
vehicle. Refer to Body/Decklid/Hatch/Liftgate/Tailgate/LATCH Removal .
Security Indicator (4) A security indicator is integral to the ElectroMechanical Instrument Cluster
(EMIC) (also known as the Cab Compartment Node/CCN). Refer to Electrical/Instrument Cluster
Description .
Siren (3) An alarm siren is located on the right component tray (gasoline engine) or on the inboard side
of the left front fender load path beam (diesel engine) within the engine compartment of vehicles built for
sale in certain export markets where it is required equipment.
SENTRY KEY IMMOBILIZER SYSTEM
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The Sentry Key Immobilizer System (SKIS) is standard factoryinstalled equipment on this vehicle. The SKIS
provides passive vehicle protection by preventing the engine from operating unless a valid electronically
encoded key is detected in the ignition lock cylinder.
The SKIS includes the following major components, which are described in further detail elsewhere in this
Security Indicator A security indicator is integral to the ElectroMechanical Instrument Cluster (EMIC)
(also known as the Cab Compartment Node/CCN). Refer to Electrical/Instrument Cluster
Description .
Sentry Key Remote Entry Module (6) The Sentry Key REmote Entry Module (SKREEM) (also
known as the Wireless Control Module/WCM) is located on the right side of the steering column near the
ignition lock cylinder housing and an integral molded plastic antenna ring circles the ignition lock
cylinder like a halo. The SKREEM and its antenna are concealed beneath the shrouds on the steering
column. See Electrical/Vehicle Theft Security/MODULE, Sentry Key Immobilizer (SKREEM)
Description.
Sentry Key Transponder The Sentry Key transponder is contained within the Remote Keyless Entry
(RKE) transmitter integral to the head of the ignition key. See Electrical/Vehicle Theft Security/KEY,
Transponder Description.
OPERATION
OPERATION
The Vehicle Theft Security System (VTSS) is divided into two basic subsystems: Vehicle Theft Alarm (VTA)
and Sentry Key Immobilizer System (SKIS). Following are paragraphs that briefly describe the operation of
each of these two subsystems.
VEHICLE THEFT ALARM
The Totally Integrated Power Module (TIPM) is used on this vehicle to control and integrate many of the
functions and features included in the Vehicle Theft Alarm (VTA). In the VTA system, the TIPM receives
inputs indicating the status of the door ajar switches, the ignition switch, the swing gate ajar switch and the
power lock switches. In vehicles built for certain export markets where it is required, the hood ajar switch also
provides a hard wired input to the TIPM and the intrusion module provides electronic message inputs to the
TIPM over the Controller Area Network (CAN) data bus. The TIPM processes the information from all of these
inputs and sends electronic messages to the ElectroMechanical Instrument Cluster (EMIC) (also known as the
Cab Compartment Node/CCN) over the CAN data bus to control the security indicator as appropriate. The
TIPM internally controls the output to the hazard warning lamps and sends a control output to energize or de
energize the horn relay as appropriate. On vehicles with an intrusion module, the horn output of the TIPM is
replaced by an output of the siren module that is controlled by the intrusion module.
The hard wired circuits between components related to the VTA system may be diagnosed using conventional
diagnostic tools and procedures. Refer to the appropriate SYSTEM WIRING DIAGRAMS article(s). The
wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire
harness routing and retention, connector pinout information and location views for the various wire harness
connectors, splices and grounds.
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the VTA system or the
electronic controls or communication between modules and devices that provide some features of the VTA
system. The most reliable, efficient, and accurate means to diagnose the VTA system or the electronic controls
and communication related to VTA system operation requires the use of a diagnostic scan tool. See the Vehicle
Theft Security System menu item on the scan tool. Refer to the appropriate diagnostic information.
Following are paragraphs that briefly describe the operation of each of the VTA features.
ENABLING
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The TIPM must have the VTA function electronically enabled in order for the VTA to perform as designed. The
logic in the TIPM keeps its VTA function dormant until it is enabled using a diagnostic scan tool. The VTA
function of the TIPM is enabled on vehicles equipped with the VTA option at the factory, but a service
replacement TIPM must be VTAenabled by the dealer using a diagnostic scan tool. Refer to the appropriate
ARMING
Passive arming of the VTA occurs when the vehicle is exited with the key removed from the ignition switch,
the headlamps are turned OFF, and the doors are locked while they are open using the power lock switch.
Active arming occurs when the LOCK button on the Remote Keyless Entry (RKE) transmitter is depressed to
lock the vehicle. For active arming to occur, the doors must be closed and the ignition switch must be in the
OFF position when the RKE transmitter LOCK button is depressed. The power lock switch will not function if
the key is in the ignition switch or the headlamps are turned ON with the driver side front door open.
Prearming of the VTA is initiated when a door is open when the vehicle is locked using a power door lock
switch or when the RKE transmitter LOCK button is depressed. Prearming will not occur if the key is in the
ignition switch or the headlamps are turned ON with the driver side front door open. When the VTA is pre
armed, the arming sequence is delayed until all of the doors have been closed. The VTA will remain in pre
armed mode for up to 16 seconds after all doors have been closed.
Once the VTA begins the passive or active arming sequence, the security indicator in the instrument cluster will
flash rapidly for about 16 seconds. This indicates that VTA arming is in progress. If the ignition switch is
turned to the ON position, if a door or the swing gate is unlocked or opened by any means, or if the RKE
PANIC button (if equipped) is depressed during the 16 second arming process, the security indicator will stop
flashing and the arming process will abort. Once the arming sequence is successfully completed, the security
indicator will flash at a slower rate, indicating that the VTA is armed.
For the swing gate and the hood of vehicles equipped with the hood ajar switch, the VTA arming sequence will
occur regardless of whether the swing gate or the hood is open or closed, but the security indicator will
illuminate solid and the swing gate or underhood area will not be protected until the swing gate or the hood is
closed. Also, if the status of the swing gate ajar or the hood ajar switch changes from open to closed during the
16 second arming process, the security indicator will switch from solid to flashing and the VTA arming
sequence will abort. Once the arming process is successfully completed, the security indicator will flash at a
slower rate, indicating that the VTA is armed.
DISARMING
For vehicles built for the North American market, passive disarming of the VTA occurs by inserting a valid
Sentry Key Immobilizer System (SKIS) key into the ignition lock cylinder or by turning the ignition switch to
the ON position. Active disarming of the VTA for all markets occurs when the vehicle is unlocked by
depressing the UNLOCK button of the RKE transmitter. Once the alarm has been activated, either disarming
method will also deactivate the alarm. Depressing the PANIC button (if equipped) on the RKE transmitter will
not disarm the VTA.
POWERUP MODE
When the armed VTA senses that the battery has been disconnected and reconnected, it enters its powerup
mode. In the powerup mode, the alarm system remains armed following a battery failure or disconnect. If the
VTA was armed prior to a battery disconnect or failure, the technician or vehicle operator will have to actively
or passively disarm the alarm system after the battery is reconnected. The powerup mode will also apply if the
battery goes dead while the system is armed, and battery jumpstarting is attempted. The VTA will be armed
until the technician or vehicle operator has actively or passively disarmed the alarm system. If the VTA is in the
disarmed mode prior to a battery disconnect or failure, it will remain disarmed after the battery is reconnected
or replaced, or if jumpstarting is attempted.
ALARM
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The VTA alarm output varies by the version of the VTA with which the vehicle is equipped. In all cases, the
alarm provides both visual and audible outputs; however, the time intervals of these outputs vary by the
requirements of the market for which the vehicle is manufactured. In all cases, the visual output will be a
flashing ON and OFF of the exterior lamps. For vehicles equipped with the North American or the export base
version of the VTA, the audible output will be a pulsing of the horn. For vehicles with the export premium
version of the VTA, the audible output will be a cycling of the alarm siren in addition to the pulsing horn. The
inputs that will trigger the alarm include the ignition switch, the door ajar switches, the swing gate ajar switch
and, in vehicles built for certain markets where they are required, the hood ajar switch and the intrusion
module.
TAMPER ALERT
The VTA tamper alert feature will pulse the horn three times upon VTA disarming if the alarm was triggered
and has since timed out. This feature alerts the vehicle operator that the VTA alarm was activated while the
vehicle was unattended.
INTRUSION ALARM
The intrusion alarm is an exclusive feature of the export premium version of the VTA, which is only available
in certain markets where it is required. When the VTA is armed, the intrusion module uses hard wired outputs
to control two (twodoor vehicles) or three (fourdoor vehicles) microwave intrusion sensors which allow the
module to monitor the interior of the vehicle for movement. If motion is detected, the intrusion module sends
an electronic message to the TIPM over the CAN data bus to invoke the visual alarm features, and sends an
electronic message to the alarm siren in the engine compartment over a dedicated serial bus to invoke the
audible alarm feature.
The motion detect feature of the intrusion module can be disabled by depressing the LOCK button on the RKE
transmitter 3 times within 15 seconds during VTA arming, while the security indicator is still flashing rapidly.
The VTA provides a single short siren chirp as an audible confirmation that the motion detect disable request
has been received.
The intrusion module must be electronically enabled in order for the intrusion alarm to perform as designed.
The intrusion alarm function of the intrusion module is enabled on vehicles equipped with this option at the
factory, but a service replacement module must be configured and enabled by the dealer using a diagnostic scan
tool. Refer to the appropriate diagnostic information. The intrusion module monitors the condition of the
intrusion sensors as well as the siren, and will store fault information in the form of a Diagnostic Trouble Code
(DTC) if a system malfunction is detected. The intrusion module may be diagnosed, and any stored DTC can be
retrieved using a diagnostic scan tool. Refer to the appropriate diagnostic information.
The Sentry Key Immobilizer System (SKIS) is designed to provide passive protection against unauthorized
vehicle use by disabling the engine after about two seconds of running whenever any method other than a valid
Sentry Key is used to start the vehicle. The SKIS is considered a passive protection system because it is always
active when the ignition system is energized and does not require any customer intervention. The SKIS uses
Radio Frequency (RF) communication to obtain confirmation that the key in the ignition switch is a valid key
for operating the vehicle. The microprocessorbased SKIS hardware and software also uses electronic messages
to communicate with other electronic modules in the vehicle over the Controller Area Network (CAN) data bus.
Refer to Electrical/Electronic Control Modules/COMMUNICATION Operation .
Preprogrammed Sentry Key transponders are provided with the vehicle from the factory. Each Sentry Key
REmote Entry Module (SKREEM) (also known as the Wireless Control Module/WCM) will recognize a
maximum of eight Sentry Keys. If the customer would like additional keys other than those provided with the
vehicle, they may be purchased from any authorized dealer. These additional keys must be programmed to the
SKREEM in the vehicle in order for the system to recognize them as valid keys. This can be done by the dealer
using a diagnostic scan tool or, if Customer Learn programming is an available SKIS feature in the market
where the vehicle was purchased, the customer can program the additional keys, as long as at least two valid
Sentry Keys are already available. See Electrical/Vehicle Theft Security Standard Procedure.
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The SKREEM performs a selftest of the SKIS each time the ignition switch is turned to the ON position, and
will store fault information in the form of a Diagnostic Trouble Code (DTC) if a system malfunction is
detected. The SKREEM will also send an electronic message to the instrument cluster if a fault is detected, and
the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN)
illuminates the security indicator as appropriate.
The hard wired circuits between components related to the SKIS may be diagnosed using conventional
diagnostic tools and procedures. Refer to the appropriate SYSTEM WIRING DIAGRAMS article(s) . The
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the SKIS or the
electronic controls or communication between other modules and devices that provide some features of the
SKIS. The most reliable, efficient, and accurate means to diagnose the SKIS or the electronic controls and
communication related to SKIS operation requires the use of a diagnostic scan tool. Refer to the appropriate
VEHICLE THEFT SECURITY SYSTEM
The Vehicle Theft Security System (VTSS) is divided into two basic subsystems: Vehicle Theft Alarm (VTA)
and Sentry Key Immobilizer System (SKIS). Following are the recommended procedures for diagnosis of each
of these two subsystems.
VEHICLE THEFT ALARM
The hard wired circuits between components related to the VTA system may be diagnosed using conventional
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the VTA system or the
VTA system. The most reliable, efficient, and accurate means to diagnose the VTA system or the electronic
controls and communication related to VTA system operation requires the use of a diagnostic scan tool. See the
Vehicle Theft Security System menu item on the scan tool. Refer to the appropriate diagnostic information.
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The hard wired circuits between components related to the SKIS may be diagnosed using conventional
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the SKIS or the
SKIS. The most reliable, efficient, and accurate means to diagnose the SKIS or the electronic controls and
communication related to SKIS operation requires the use of a diagnostic scan tool. Refer to the appropriate
SENTRY KEY IMMOBILIZER SYSTEM DIAGNOSIS
SECURITY INDICATOR Ineffective LightEmitting Use a diagnostic scan tool to perform the
FAILS TO LIGHT DURING Diode (LED). instrument cluster actuator test. Refer to
BULB TEST the appropriate diagnostic information.
Ineffective fuse. Check the SKREEM/WCM fused B (+)
fuse and the fused ignition switch output
(runstart) fuse in the Totally Integrated
Power Module (TIPM). Replace the
fuses, if required.
Ineffective ground circuit. Test and repair the open ground circuit at
the connector for the SKREEM, if
required.
Ineffective battery feed circuit. Test and repair the open battery feed
circuit at the connector for the SKREEM,
if required.
Ineffective ignition feed Test and repair the open ignition feed
circuit. circuit at the connector for the SKREEM,
if required.
SECURITY INDICATOR Invalid key in ignition switch Replace the key with a known valid key.
FLASHES FOLLOWING lock cylinder.
BULB TEST Keyrelated fault. Use a diagnostic scan tool and the
appropriate diagnostic information for
further diagnosis.
SECURITY INDICATOR SKIS system malfunction/fault Use a diagnostic scan tool and the
LIGHTS SOLID detected. appropriate diagnostic information for
FOLLOWING BULB TEST further diagnosis.
SKIS system ineffective. Use a diagnostic scan tool and the
appropriate diagnostic information for
further diagnosis.
STANDARD PROCEDURE
SKIS INITIALIZATION
The Sentry Key Immobilizer System (SKIS) must be initialized following a Sentry Key REmote Entry Module
(SKREEM) (also known as the Sentry Key Immobilizer Module/SKIM or the Wireless Control Module/WCM)
replacement. SKIS initialization requires the use of a diagnostic scan tool. Initialization will also require that
you have access to the unique fourdigit PIN code that was assigned to the original SKREEM. The PIN code
must be used to enter the Secured Access Mode in the SKREEM. This PIN number may be obtained from the
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vehicle owner, from the original vehicle invoice, or from the Chrysler Customer Center. Refer to
Electrical/Electronic Control Modules Standard Procedure .
NOTE: If a Powertrain Control Module (PCM) is replaced on a vehicle equipped with the
Sentry Key Immobilizer System (SKIS), the unique Secret Key data must be
transferred from the Sentry Key REmote Entry Module (SKREEM) (also known
as the Sentry Key Immobilizer Module/SKIM or the Wireless Control
Module/WCM) to the new PCM using the appropriate programming procedure.
This procedure also requires the use of a diagnostic scan tool and the unique
fourdigit PIN code to enter the Secured Access Mode in the SKREEM. Refer to
the appropriate service and diagnostic information for the proper PCM
replacement procedure.
SENTRY KEY TRANSPONDER PROGRAMMING
All Sentry Keys included with the vehicle are preprogrammed to work with the Sentry Key Immobilizer
System (SKIS) when it is shipped from the factory. The Sentry Key REmote Entry Module (SKREEM) (also
known as the Sentry Key Immobilizer Module/SKIM or the Wireless Control Module/WCM) may be
programmed to recognize up to a total of eight Sentry Keys. When programming a blank Sentry Key
transponder, the key must first be cut to match the ignition switch lock cylinder in the vehicle for which it will
be used. Once the additional or new key has been cut, the SKREEM must be programmed to recognize it as a
valid key. There are two possible methods to program the SKREEM to recognize a new or additional valid key,
the Secured Access Method and the Customer Learn Method. Following are the details of these two
programming methods.
SECURED ACCESS METHOD
The Secured Access method applies to all vehicles. This method requires the use of a diagnostic scan tool. This
method will also require that you have access to the unique fourdigit PIN code that was assigned to the original
SKREEM. The PIN code must be used to enter the Secured Access Mode in the SKREEM. This PIN number
may be obtained from the vehicle owner, from the original vehicle invoice, or from the Chrysler Customer
Center. Refer to Electrical/Electronic Control Modules Standard Procedure .
CUSTOMER LEARN METHOD
NOTE: The Customer Learn feature is only available on domestic vehicles, or those
vehicles which have a U.S. country code designator. This programming method
also requires access to at least two valid Sentry Keys. If two valid Sentry Keys
are not available, or if the vehicle does not have a U.S. country code designator,
the Secured Access Method MUST be used to program new or additional valid
keys to the SKREEM.
The Customer Learn programming method procedures are as follows:
1. Obtain the blank Sentry Key(s) that are to be programmed as valid keys for the vehicle. Cut the blank
key(s) to match the ignition switch lock cylinder mechanical key codes.
2. Insert one of the two valid Sentry Keys into the ignition switch and turn the ignition switch to the ON
position.
3. After the ignition switch has been in the ON position for longer than 3 seconds, but no more than 15
seconds, cycle the ignition switch back to the OFF position. Replace the first valid Sentry Key in the
ignition switch lock cylinder with the second valid Sentry Key and turn the ignition switch back to the
ON position. The second valid Sentry Key must be inserted in the lock cylinder within 15 seconds of
removing the first valid key.
4. About 10 seconds after the completion of 3, the security indicator in the instrument cluster will start to
flash and a single audible chime will sound to indicate that the system has entered the Customer Learn
programming mode.
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5. Within 60 seconds of entering the Customer Learn programming mode, turn the ignition switch to the
OFF position, replace the valid Sentry Key with a blank Sentry Key transponder, and turn the ignition
switch back to the ON position.
6. About 10 seconds after the completion of 5, a single audible chime will sound and the security indicator
will stop flashing, stay ON solid for 3 seconds, then turn OFF to indicate that the blank Sentry Key has
been successfully programmed. The SKIS will immediately exit the Customer Learn programming mode.
After the ignition is cycled the vehicle may be started using the newly programmed valid Sentry Key.
Each of these steps must be repeated and completed in their entirety for each additional Sentry Key that is to be
programmed. If the above steps are not completed in the given sequence, or within the allotted time, the SKIS
will exit the Customer Learn programming mode and the programming will be unsuccessful. The SKREEM
will also automatically exit the Customer Learn programming mode if it sees a nonblank Sentry Key
transponder when it should see a blank, if it has already programmed 8 valid Sentry Keys, or if the ignition
switch is turned to the OFF position for more than about 50 seconds.
SPECIFICATIONS
SPECIFICATIONS
DESCRIPTION Nm Ft. Lbs. In. Lbs.
Hood Ajar Switch 8 71
Bracket Screw
Intrusion Module
8 71
Mounting Screws
SKREEM Mounting
2 20
Screw
Siren Mounting Screws 8 71
KEY, TRANSPONDER
DESCRIPTION
DESCRIPTION
Fig. 2: Identifying Ignition Key SKIS Components
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Each ignition key (2) used in the Sentry Key Immobilizer System (SKIS) has a transponder chip included on
the circuit board (4) beneath the cover (1) of the integral Remote Keyless Entry (RKE) transmitter (3). In
addition to having to be cut to match the mechanical coding of the ignition lock cylinder and programmed for
operation of the RKE system, each new Sentry Key has a unique transponder identification code that is
permanently programmed into it by the manufacturer, and which must be programmed into the Sentry Key
REmote Entry Module (SKREEM) (also known as the Wireless Control Module/WCM) to be recognized by the
SKIS as a valid key.
The Sentry Key transponder cannot be adjusted or repaired. If ineffective or damaged, the entire key and RKE
transmitter unit must be replaced.
OPERATION
OPERATION
When the ignition switch is turned to the ON position, the Sentry Key REmote Entry Module (SKREEM) (also
known as the Wireless Control Module/WCM) communicates through its antenna with the Sentry Key
transponder using a Radio Frequency (RF) signal. The SKREEM then listens for a RF response from the
transponder through the same antenna. The Sentry Key transponder chip is within the range of the SKREEM
transceiver antenna ring when it is inserted into the ignition lock cylinder. The SKREEM determines whether a
valid key is present in the ignition lock cylinder based upon the response from the transponder. If a valid key is
detected, that fact is communicated by the SKREEM to the Powertrain Control Module (PCM) over the
Controller Area Network (CAN) data bus, and the PCM allows the engine to continue running. If the PCM
receives an invalid key message, or receives no message from the SKREEM over the CAN data bus, the engine
will be disabled after about two seconds of operation. The ElectroMechanical Instrument Cluster (EMIC) (also
known as the Cab Compartment Node/CCN) will also respond to the invalid key message on the CAN data bus
by flashing the security indicator ON and OFF.
Each Sentry Key has a unique transponder identification code permanently programmed into it by the
manufacturer. Likewise, the SKREEM has a unique Secret Key code programmed into it by the manufacturer.
When a Sentry Key is programmed into the memory of the SKREEM, the SKREEM stores the transponder
identification code from the Sentry Key, and the Sentry Key learns the Secret Key code from the SKREEM.
Once the Sentry Key learns the Secret Key code of the SKREEM, it is permanently stored in the memory of the
transponder. Therefore, once a Sentry Key has been programmed to a particular vehicle, it cannot be used on
any other vehicle. See Electrical/Vehicle Theft Security Standard Procedure.
The Sentry Key Immobilizer System (SKIS) performs a selftest each time the ignition switch is turned to the
ON position, and will store keyrelated fault information in the form of a Diagnostic Trouble Code (DTC) in
SKREEM memory if a Sentry Key transponder problem is detected. The Sentry Key transponder chip can be
diagnosed, and any stored DTC can be retrieved using a diagnostic scan tool. Refer to the appropriate
MODULE, INTRUSION, EXPORT
DESCRIPTION
DESCRIPTION
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Fig. 3: Identifying Intrusion Module Components
An intrusion module (1) is part of the premium version of the Vehicle Theft Alarm (VTA) in the Vehicle Theft
Security System (VTSS). The premium version of the VTA is only available in vehicles built for certain
markets, where the additional features offered by this system are required. The intrusion module is located
under the instrument panel within the passenger compartment. This unit is designed to work in conjunction with
the remote microwave intrusion sensor transducers to provide interior motion detection and serves as an
interface between the Totally Integrated Power Module (TIPM), the ElectroMechanical Instrument Cluster
(EMIC) (also known as the Cab Compartment Node/CCN) and the alarm siren.
The molded plastic intrusion module housing has two integral mounts (2) that secure the module with two
screws to Unuts on a stamped steel mounting bracket. The mounting bracket is secured with two additional U
nuts and screws to the lower instrument panel reinforcement behind the steering column opening cover under
the driver side instrument panel. Concealed within the module housing is the electronic circuitry of the module,
which includes a microprocessor. The module is connected to the vehicle electrical system through an integral
connector receptacle (3) by a dedicated take out and connector of the instrument panel wire harness.
The intrusion module unit cannot be adjusted or repaired and, if ineffective or damaged, it must be replaced.
OPERATION
OPERATION
The microprocessor in the intrusion module controls all of the features of the export premium version of the
Vehicle Theft Alarm (VTA). The module uses OnBoard Diagnostics (OBD) and can communicate with other
electronic modules in the vehicle as well as with a diagnostic scan tool using the Controller Area Network
(CAN) data bus. This method of communication is used by the module to communicate with the Totally
Integrated Power Module (TIPM) and for diagnosis and testing through the 16way data link connector located
on the driver side lower edge of the instrument panel. The intrusion module also communicates with the alarm
siren module and the remote intrusion sensors over dedicated serial bus circuits.
The intrusion module microprocessor continuously monitors inputs from the two (twodoor vehicles) or three
(fourdoor vehicles) microwave intrusion sensor transducers as well as inputs from the TIPM and the alarm
siren module. The module energizes the intrusion sensors when the system is armed, then monitors inputs from
the sensors related to both motion detection and to detect problems with the sensors or sensor circuits. If an
object is moving in the interior, a detection circuit in the intrusion sensor senses this movement through the
modulation of the returning microwave signals that occurs due to the Doppler effect. The motion detection
function of the intrusion module can be disabled by depressing the LOCK button on the Remote Keyless Entry
(RKE) transmitter three times within 15 seconds while the VTA is arming (security indicator is flashing
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rapidly). The intrusion module will signal the alarm siren module to provide a single siren chirp as an audible
confirmation that the motion sensor function has been disabled.
If movement is detected while the VTA is armed, the intrusion module sends an electronic status message to the
TIPM over the CAN data bus to flash the exterior lighting, and sends an electronic message to the alarm siren
module over a dedicated serial bus line to sound the siren. When the TIPM detects a breach in the perimeter
protection through a hard wired door, swing gate or hood ajar switch input, it sends an electronic message to the
intrusion module and the module sends an electronic message to the alarm siren over a dedicated serial bus line
to sound the siren.
The intrusion module also monitors inputs from the alarm siren module for siren battery or siren input/output
circuit tamper alerts, and for siren battery condition alerts, then sets active and stored Diagnostic Trouble Codes
(DTC) for any monitored system faults it detects. An active fault only remains for the current ignition switch
cycle, while a stored fault causes a DTC to be stored in memory by the intrusion module. If a fault does not
recur for 50 ignition cycles, the module will automatically erase the stored DTC.
The intrusion module is connected to the vehicle electrical system through the instrument panel wire harness.
The module receives battery current through a fuse in the TIPM, and receives ground through the instrument
panel wire harness. These connections allow the module to remain operational, regardless of the ignition switch
position.
The hard wired circuits of the intrusion module may be diagnosed using conventional diagnostic tools and
procedures. Refer to the appropriate SYSTEM WIRING DIAGRAMS article(s) . However, conventional
diagnostic methods will not prove conclusive in the diagnosis of the intrusion module or the electronic controls
or communication between modules and other devices that provide some features of the VTA. The most
reliable, efficient, and accurate means to diagnose the intrusion module or the electronic controls and
communication related to intrusion module operation requires the use of a diagnostic scan tool. Refer to the
REMOVAL
REMOVAL
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Fig. 4: Lower Instrument Panel Reinforcement
2. Remove the steering column opening cover from the instrument panel. Refer to Body/Instrument
3. Remove the two screws (1) that secure the intrusion module mounting bracket (4) to the lower instrument
panel reinforcement (2).
4. Lower the intrusion module (3) and mounting bracket from the instrument panel reinforcement far
enough to access and disconnect the instrument panel wire harness connector from the connector
receptacle at the forwardfacing end of the module housing.
5. Remove the module and mounting bracket from under the instrument panel as a unit.
INSTALLATION
INSTALLATION
Fig. 5: Lower Instrument Panel Reinforcement
1. Position the intrusion module (3) and mounting bracket (4) under the instrument panel as a unit.
2. Reconnect the instrument panel wire harness connector to the connector receptacle at the forwardfacing
of the module housing.
3. Position the module mounting bracket to the lower instrument panel reinforcement (2).
4. Install and tighten the two screws (1) that secure the mounting bracket to the lower instrument panel
reinforcement. Tighten the screws to 8 N.m (71 in. lbs.).
5. Reinstall the steering column opening cover onto the instrument panel. Refer to Body/Instrument
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MODULE, SENTRY KEY IMMOBILIZER (SKREEM)
DESCRIPTION
DESCRIPTION
Fig. 6: Sentry Key Remote Entry Module
The Sentry Key REmote Entry Module (SKREEM) (3) (also known as the Sentry Key Immobilizer
Module/SKIM or the Wireless Control Module/WCM) is the primary component of the Sentry Key
Immobilizer System (SKIS). It is also the receiver for the Remote Keyless Entry (RKE) system and the Tire
Pressure Monitor (TPM) system. The SKREEM is located on the right side of the steering column near the
ignition lock cylinder housing and is concealed beneath the column shrouds. The molded black plastic housing
for the SKREEM has an integral molded plastic halolike antenna ring (1) that extends from one side. When the
SKREEM is properly installed, the antenna ring is oriented around the circumference of the ignition lock
cylinder housing.
A single integral connector receptacle (4) is located adjacent to the antenna ring on the SKREEM housing. An
integral molded plastic mounting tab (2) on the SKREEM housing has a hole in the center through which a
screw passes to secure the unit to the steering column lock housing. The SKREEM is connected to the vehicle
electrical system through a single take out and connector of the instrument panel wire harness.
The SKREEM cannot be adjusted or repaired. If ineffective or damaged, the entire SKREEM unit must be
replaced.
OPERATION
OPERATION
The Sentry Key REmote Entry Module (SKREEM) (also known as the Sentry Key Immobilizer Module/SKIM
or the Wireless Control Module/WCM) contains a Radio Frequency (RF) transceiver and a microprocessor. The
SKREEM transmits RF signals to, and receives RF signals from the Sentry Key transponder through a tuned
antenna enclosed within the molded plastic antenna ring integral to the SKREEM housing. If this antenna ring
is not mounted properly around the ignition lock cylinder housing, communication problems between the
SKREEM and the transponder may arise. These communication problems will result in Sentry Key
transponderrelated faults.
The SKREEM also serves as the Remote Keyless Entry (RKE) RF receiver and, if the vehicle is so equipped,
the receiver for the Tire Pressure Monitoring (TPM) system. Refer to Electrical/Power Locks Description or
Tires and Wheels/Tire Pressure Monitoring Description . The SKREEM communicates over the Controller
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Area Network (CAN) data bus with the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab
Compartment Node/CCN), the Powertrain Control Module (PCM), the Totally Integrated Power Module
(TIPM) or the diagnostic scan tool.
The SKREEM and the PCM both use software that includes a rolling code algorithm strategy, which helps to
reduce the possibility of unauthorized Sentry Key Immobilizer System (SKIS) disarming. The rolling code
algorithm ensures security by preventing an override of the SKIS through the unauthorized substitution of the
SKREEM or the PCM. However, the use of this strategy also means that replacement of either the SKREEM or
the PCM units will require a system initialization procedure to restore system operation.
The SKREEM retains in memory the ID numbers of any Sentry Key transponder that is programmed into it. A
maximum of eight Sentry Key transponders can be programmed into the SKREEM. For added system security,
each SKREEM is programmed with a unique Secret Key code. This code is stored in memory, sent over the
CAN data bus to the PCM, and is encoded to the transponder of every Sentry Key that is programmed into the
SKREEM. Therefore, the Secret Key code is a common element that is found in every component of the SKIS.
Another security code, called a PIN, is used to gain access to the SKREEM Secured Access Mode. The Secured
Access Mode is required during service to perform the SKIS initialization and Sentry Key transponder
programming procedures. The SKREEM also stores the Vehicle Identification Number (VIN) in its memory,
which it learns through a CAN data bus message from the PCM during SKIS initialization.
In the event that a SKREEM replacement is required, the Secret Key code can be transferred to the new
SKREEM from the PCM using the diagnostic scan tool and the SKIS initialization procedure. Proper
completion of the SKIS initialization will allow the existing Sentry Keys to be programmed into the new
SKREEM so that new keys will not be required. In the event that the original Secret Key code cannot be
recovered, SKREEM replacement will also require new Sentry Keys. The diagnostic scan tool will alert the
technician during the SKIS initialization procedure if new Sentry Keys are required.
When the key is inserted into the ignition switch and when the ignition switch is turned to the ON position, the
SKREEM transmits an RF signal to excite the transponder in the ignition key. The SKREEM then waits for an
RF signal response from the transponder. If the response received identifies the key as valid, the SKREEM
sends an electronic valid key message over the CAN data bus. If the response received identifies the key as
invalid or if no response is received from the key transponder, the SKREEM sends an invalid key message.
The PCM will enable or disable engine operation based upon the status of the SKREEM messages. It is
important to note that the default condition in the PCM is an invalid key ; therefore, if no message is received
from the SKREEM by the PCM, the engine will be disabled and the vehicle immobilized after two seconds of
running.
The SKREEM also sends electronic security indicator request messages to the EMIC over the CAN data bus
to tell the EMIC how to operate the security indicator. The security indicator request message from the
SKREEM tells the EMIC to turn the indicator ON for about three seconds each time the ignition switch is
turned to the ON position as a bulb test. After completion of the bulb test, the SKREEM sends security
indicator request messages to the EMIC to turn the indicator OFF, turn the indicator ON, or to flash the
indicator ON and OFF. If the security indicator flashes or stays ON solid after the bulb test, it signifies a SKIS
fault. If the SKREEM detects a system malfunction or the SKIS has become ineffective, the security indicator
will stay ON solid. If the SKREEM detects an invalid key or if a key transponderrelated fault exists, the
security indicator will flash. If the vehicle is equipped with the Customer Learn transponder programming
feature, the SKREEM will also send messages to the EMIC to flash the security indicator whenever the
Customer Learn programming mode is being utilized. See Electrical/Vehicle Theft Security Standard
Procedure.
The SKIS performs a selftest each time the ignition switch is turned to the ON position, and will store fault
information in the form of a Diagnostic Trouble Code (DTC) in SKREEM memory if a system malfunction is
detected. The hard wired circuits of the SKREEM may be diagnosed using conventional diagnostic tools and
procedures. Refer to the appropriate SYSTEM WIRING DIAGRAMS article(s) . However, conventional
diagnostic methods will not prove conclusive in the diagnosis of the SKREEM or the electronic controls or
communication between other modules and devices that provide some features of the SKIS. The most reliable,
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efficient, and accurate means to diagnose the SKREEM or the electronic controls and communication related to
SKREEM operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.
REMOVAL
REMOVAL
2. Remove but do not disconnect the right multifunction switch from the integral mounting bracket (1) on
the right side of the clockspring and position it so that the Sentry Key REmote Entry Module (SKREEM)
mounting screw (2) may be accessed. Refer to Electrical/Wipers/Washers/SWITCH, Multifunction
Removal .
3. Disconnect the instrument panel wire harness connector (4) from the SKREEM (3) connector receptacle.
4. Remove the screw that secures the SKREEM to the boss on the top of the ignition lock cylinder housing
(5).
5. Disengage the SKREEM antenna ring from around the ignition lock housing and remove the SKREEM
from the steering column.
INSTALLATION
INSTALLATION
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1. Position the Sentry Key REmote Entry Module (SKREEM) (3) onto the steering column ignition lock
housing with the antenna ring oriented around the lock cylinder (5).
2. Install and tighten the screw (2) that secures the SKREEM mounting bracket to the boss on the top of the
ignition lock housing. Tighten the screw to 2 N.m (20 in. lbs.).
3. Reconnect the instrument panel wire harness connector (4) to the SKREEM connector receptacle.
4. Reinstall the right multifunction switch onto the integral mounting bracket (1) on the right side of the
clockspring. Refer to Electrical/Wipers/Washers/SWITCH, Multifunction Installation .
NOTE: On vehicles equipped with the Sentry Key Immobilizer System (SKIS),
when the SKREEM is replaced with a new unit, a diagnostic scan tool
MUST be used to initialize the new SKREEM and to program at least two
Sentry Key transponders before the vehicle can be operated. See
Electrical/Vehicle Theft Security Standard Procedure.
NOTE: On vehicles equipped with a Tire Pressure Monitoring (TPM) system and a
fullsized matching spare tire and wheel assembly, when the SKREEM or
the spare tire pressure sensor is replaced with a new unit, a diagnostic
scan tool MUST be used to run a routine that allows the SKREEM to be
programmed with the ID number and location of the spare tire pressure
sensor mounted in the wheel of the spare tire. This may be done using a
TPMRKE Analyzer special tool by following the programming steps
outlined in the diagnostic scan tool for Program Tire Sensor ID w/TPM
Tool under Miscellaneous Functions for the WCM/Wireless Control Module
menu item. If a TPMRKE Analyzer special tool is not available, the spare
tire must be dismounted from its wheel to access and note the ID number
on the spare tire pressure sensor so that the ID code for that sensor can
be programmed into the new SKREEM. Follow the programming steps
outlined in the diagnostic scan tool for Learn Spare Tire Sensor ID also
found under Miscellaneous Functions for the WCM/Wireless Control
Module menu item. Refer to Tires and Wheels/Tire Pressure
Monitoring/SENSOR, Tire Pressure Monitoring (TPM) Installation .
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SENSOR, INTRUSION MODULE
DESCRIPTION
DESCRIPTION
Intrusion sensor microwave transducers are part of the premium version of the Vehicle Theft Alarm (VTA) in
the Vehicle Theft Security System (VTSS). The premium version of the VTA is only available in vehicles built
for certain markets, where the additional features offered by this system are required. There are two (twodoor
vehicles) or three (fourdoor vehicles) sensors used in each vehicle. These units are designed to provide interior
motion detection inputs to the intrusion module, which serves as the interface between the Front Control
Module (FCM), the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment
Node/CCN) and the alarm siren.
The sensors are each located within the passenger compartment of the vehicle, concealed behind the interior
trim components. A sensor located in the lower center stack of the instrument panel monitors the front seating
area of the vehicle. This sensor is concealed behind a lower center trim panel below the instrument panel switch
pod. A second sensor is located within the swing gate and monitors the cargo area of all vehicles as well as the
second row seating area of twodoor vehicles. This sensor is concealed behind a molded plastic grille near the
left end of the swing gate inner panel.
A third sensor is used only on fourdoor vehicles. This sensor is located within the center floor console to
monitor the second row seating area of fourdoor vehicles. This sensor is concealed behind the rear trim cover
of the console on the back of the console bin.
Concealed within the molded plastic sensor housing is the circuitry of the sensor which includes the microwave
send and receive transducer. The housings each include integral mounting provisions dedicated to the intended
sensor mounting location. Each sensor is connected through either an integral connector receptacle or an
integral pigtail wire to the vehicle electrical system.
An intrusion sensor microwave transducer cannot be adjusted or repaired and, if ineffective or damaged, it must
be replaced.
OPERATION
OPERATION
The intrusion sensor microwave transducers operate only when they are energized by the intrusion module. The
sensors transmit microwave signals throughout the vehicle cabin through a transducer. The sensor then listens
to the returned microwave signals as they bounce off of objects in the vehicle interior and provide input signals
to the intrusion module. If an object is moving in the interior, a detection circuit in the intrusion module senses
this movement through the modulation of the returning signals that occur due to the Doppler effect. The
intrusion module monitors the current draw of the sensor circuits to determine the condition of the sensors and,
if the draw is too high or too low, it will store a Diagnostic Trouble Code (DTC) for any fault that is detected.
The hard wired circuits for the intrusion sensor microwave transducers may be diagnosed using conventional
diagnostic tools and procedures. Refer to the appropriate SYSTEM WIRING DIAGRAMS article(s) . However,
conventional diagnostic methods will not prove conclusive in the diagnosis of the intrusion sensors or the
electronic controls and communication between other modules and devices that provide some features of the
VTA system. The most reliable, efficient, and accurate means to diagnose the intrusion sensor or the electronic
controls and communication related to intrusion sensor operation requires the use of a diagnostic scan tool.
Refer to the appropriate diagnostic information.
REMOVAL
CONSOLE
NOTE: An intrusion sensor is installed within the center floor console only on four
door vehicles equipped with the export premium version of the Vehicle Theft
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Alarm (VTA).
2. Remove the center console from the vehicle. Refer to Body/Interior/CONSOLE, Center Removal .
3. Place the center console on a suitable work surface. Be certain to take the proper precautions to protect
the console from receiving cosmetic damage during the service procedure.
4. Remove the screws at each rear side of the console that secure the rear trim cover to the console.
5. Remove the rear trim cover from the console.
6. Remove the fasteners securing the intrusion sensor to the rear outer surface of the center console bin.
7. Remove the intrusion sensor from the center console bin.
INSTRUMENT PANEL
NOTE: An intrusion sensor is installed within the instrument panel only on vehicles
equipped with the export premium version of the Vehicle Theft Alarm (VTA).
Fig. 9: Identifying Lower Center Trim
2. Using a trim stick or another suitable wide flatbladed tool, gently and evenly pry the upper edges of the
lower center trim panel (3) away from the instrument panel far enough to disengage the two snap clips (2)
that secure the top of the panel to the base trim of the instrument panel center stack.
3. Rotate the lower center trim panel downward far enough to disengage the two tabs (1) at the bottom of
the panel from the base trim of the instrument panel center stack.
4. Disconnect the intrusion sensor pigtail wire from the instrument panel wire harness.
5. Remove the fasteners securing the intrusion sensor to the base trim of the instrument panel center stack.
6. Remove the intrusion sensor from the instrument panel.
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SWING GATE
NOTE: An intrusion sensor is installed within the swing gate only on vehicles
2. Unlatch and open the swing gate.
3. Unsnap the inboard side of the louvered plastic access panel and unhook it from the outboard edge of the
access hole on the inside of the swing gate near the latch.
4. Reach through the access hole to disconnect the intrusion sensor pigtail connector from the swing gate
wire harness connector.
5. Remove the fasteners securing the intrusion sensor to the inside of the swing gate.
6. Remove the intrusion sensor from the swing gate.
INSTALLATION
CONSOLE
NOTE: An intrusion sensor is installed within the center floor console only on four
door vehicles equipped with the export premium version of the Vehicle Theft
Alarm (VTA).
1. Position the intrusion sensor to the rear outer surface of the center console bin.
2. Install the fasteners that secure the intrusion sensor to the center console bin.
3. Position the rear trim cover to the console.
4. Install and tighten the screws at each rear side of the console that secure the rear trim cover to the
console. Tighten the screws to 2 N.m (18 in. lbs.).
5. Reinstall the center console into the vehicle. Refer to Body/Interior/CONSOLE, Center Installation .
INSTRUMENT PANEL
NOTE: An intrusion sensor is installed within the instrument panel only on vehicles
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1. Position the intrusion sensor to the base trim of the instrument panel center stack.
2. Install the fasteners that secure the intrusion sensor to the instrument panel.
3. Reconnect the intrusion sensor pigtail wire to the instrument panel wire harness.
4. Engage the two tabs (1) at the bottom of the lower center trim panel (3) into the receptacles in the base
trim of the instrument panel center stack and roll the top of the panel upward.
5. Using hand pressure, press firmly and evenly on the trim panel over each of the two snap clips (2) until
they snap into their receptacles in the instrument panel.
SWING GATE
NOTE: An intrusion sensor is installed within the swing gate only on vehicles
1. Reach through the access hole on the inside of the swing gate near the latch to position the intrusion
sensor to the inside of the swing gate.
2. Install the fasteners that secure the intrusion sensor to the swing gate.
3. Reconnect the intrusion sensor pigtail connector to the swing gate wire harness connector.
4. Reinstall the louvered plastic access panel over the access hole by hooking it into the outboard edge of
the hole, then pressing firmly and evenly over the two snap clip locations on the inboard side of the panel
until it snaps into place.
SIREN
DESCRIPTION
DESCRIPTION
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Fig. 11: Identifying Siren Components
An alarm siren module is part of the premium version of the Vehicle Theft Alarm (VTA) in the Vehicle Theft
Security System (VTSS). The premium version of the VTA is only available in vehicles built for certain
markets, where the additional features offered by this system are required. This unit is designed to provide the
audible alert requirements for the premium VTA.
The alarm siren module consists of microprocessorbased electronic control circuitry, the siren, and a nickel
metal hydride backup battery. All of the alarm module components are protected and sealed within a molded
plastic housing. An integral connector receptacle (3) extends from the housing and connects the unit to the
vehicle electrical system through a dedicated take out and connector of the engine compartment wire harness.
The housing also has a threaded insert within a mounting hole through which a screw (2) secures it to one of
two mounting brackets.
A bellshaped stamped metal mounting bracket (1) is used on vehicles with a diesel engine, while an Lshaped
stamped metal mounting bracket is used on vehicles with a gasoline engine. The diesel engine siren and bracket
unit is secured by two screws and two spring nuts to the inboard side of the front fender load path beam on the
left side of the engine compartment, while the gasoline engine bracket is secured by a single screw and Unut to
an integral stanchion of the molded plastic component tray on the right side of the engine compartment.
The alarm siren module cannot be repaired or adjusted and, if ineffective or damaged, it must be replaced.
OPERATION
OPERATION
The microprocessor within the alarm siren module provides the siren unit features and functions based upon
internal programming and electronic arm and disarm messages received from the intrusion module over a
dedicated serial bus communication circuit. The siren module receives battery voltage on a fused B (+) circuit
through a fuse in the Totally Integrated Power Module (TIPM), and receives a path to ground through a ground
circuit in the engine compartment wire harness. These connections allow the siren to remain operational,
regardless of the ignition switch position.
When the premium version of the Vehicle Theft Alarm (VTA) is armed, the siren module continuously
monitors electronic message inputs from the intrusion module to sound its internal siren. While armed, the siren
also enters its autodetect mode. While in the autodetect mode, if the siren module detects that its power supply
or communication circuits are being tampered with or have been sabotaged, it will sound an audible alarm and
continue to operate through an onboard backup battery. If the siren module is in its disarmed mode when its
power supply or communication circuits are interrupted, the siren will not sound.
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The state of charge of the siren module backup battery is automatically maintained. The battery is trickle
charged approximately 2 minutes during every hour of operation through the battery voltage and ground
circuits to the siren module.
The siren will selfdetect problems with its internal and external power supply and communication circuits,
then send electronic messages indicating the problem to the intrusion module upon receiving an arm or disarm
request message. The intrusion module will store a Diagnostic Trouble Code (DTC) for any detected alarm
siren module fault. The DTC can then be retrieved with a diagnostic scan tool through the 16way Data Link
Connector (DLC) located under the driver side lower edge of the instrument panel over the Controller Area
Network (CAN) data bus.
The hard wired inputs and outputs for the alarm siren module may be diagnosed using conventional diagnostic
tools and procedures. Refer to the appropriate SYSTEM WIRING DIAGRAMS article(s) . However,
conventional diagnostic methods will not prove conclusive in the diagnosis of the alarm siren module or the
VTA system. The most reliable, efficient, and accurate means to diagnose the alarm siren module or the
electronic controls and communication related to alarm siren module operation requires the use of a diagnostic
scan tool. Refer to the appropriate diagnostic information.
REMOVAL
DIESEL ENGINE
Fig. 12: Identifying Diesel Engine Components (Siren)
2. Locate the alarm siren module (3) on the inboard side of the left front fender load path beam (2).
3. Disconnect the engine compartment wire harness connector (4) from the connector receptacle for the
siren.
4. Remove the two screws (1) that secure the siren mounting bracket to the spring nuts in the load path
beam.
5. Remove the siren and mounting bracket from the load path beam as a unit.
GASOLINE ENGINE
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Fig. 13: Siren Module Components
2. Locate the alarm siren module (1) on the component tray on the inboard side of the right front fender load
path beam (3).
3. Disconnect the engine compartment wire harness connector from the connector receptacle of the siren.
4. Remove the screw (2) that secures the siren mounting bracket to the Unut and stanchion on the
component tray.
5. Remove the siren and mounting bracket from the component tray as a unit.
INSTALLATION
DIESEL ENGINE
Fig. 14: Identifying Diesel Engine Components (Siren)
1. Check to be certain that the two spring nuts are in good condition and properly installed in the inboard
side of the left front fender load path beam (2).
2. Position the alarm siren module and bracket (3) to the load path beam as a unit.
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3. Install and tighten the two screws (1) that secure the siren mounting bracket to the two spring nuts in the
load path beam. Tighten the screws to 8 N.m (71 in. lbs.).
4. Reconnect the engine compartment wire harness connector (4) to the connector receptacle of the siren.
NOTE: If the alarm siren module has been replaced with a new unit, a diagnostic
scan tool MUST be used to initialize and configure the new unit in the
Intrusion Transceiver Module (ITM) before the Vehicle Theft Security
System (VTSS) can operate as designed. Follow the programming steps
outlined in the diagnostic scan tool for INITIALIZE SIREN under
MISCELLANEOUS FUNCTIONS for the INTRUSION TRANSCEIVER
MODULE/ITM menu item as appropriate.
GASOLINE ENGINE
Fig. 15: Siren Module Components
1. Check to be certain that the Unut on the component tray stanchion (4) is in good condition and properly
installed.
2. Position the alarm siren module and bracket (1) to the component tray as a unit.
3. Install and tighten the screw (2) that secures the siren mounting bracket to the Unut in the component
tray. Tighten the screw to 8 N.m (71 in. lbs.).
4. Reconnect the engine compartment wire harness connector to the connector receptacle of the siren.
NOTE: If the alarm siren module has been replaced with a new unit, a diagnostic
scan tool MUST be used to initialize and configure the new unit in the
Intrusion Transceiver Module (ITM) before the Vehicle Theft Security
System (VTSS) can operate as designed. Follow the programming steps
outlined in the diagnostic scan tool for INITIALIZE SIREN under
MISCELLANEOUS FUNCTIONS for the INTRUSION TRANSCEIVER
MODULE/ITM menu item as appropriate.
SWITCH, HOOD AJAR
DESCRIPTION
DESCRIPTION
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Fig. 16: Hood Ajar Switch
The hood ajar switch is a normally closed, single pole, springloaded plunger actuated switch. This switch has
two unique versions that are used in two different applications. One switch is used only on vehicles equipped
with the Vehicle Theft Alarm (VTA) system for sale in certain export markets where protection of the
underhood area is required equipment. The second switch is used only on domestic vehicles equipped with an
optional remote starter system.
The molded plastic switch body (5) has an integral molded connector receptacle (1) on the lower end containing
two terminal pins. The switch is connected to the vehicle electrical system through a dedicated take out of the
engine compartment wire harness. Two integral latches (2) lock the switch into a keyed mounting hole in the
stamped steel switch mounting bracket. The mounting bracket is secured with a screw to the forward end of the
left load beam in the left front corner of the engine compartment. The underside of the hood panel inner
reinforcement actuates the switch plunger as the hood panel is closed.
The switch plunger (3) extends through a mounting collar (4) and a sleevelike retainer ring on the upper end of
the switch body. The retainer ring has a one time, selfadjustment feature that is activated after the switch is
installed by closing the hood. The retainer ring is also colorcoded to aid in identifying the switch application.
A dark brown retainer ring identifies the underhood security switch application, while a white retainer ring
identifies the remote starter system application.
An installed hood ajar switch cannot be readjusted or repaired. If the switch is damaged, ineffective, or requires
readjustment, it must be replaced with a new unit.
REMOVAL
BRACKET
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Fig. 17: Identifying Hood Ajar Switch
1. Remove the hood ajar switch (3) from the mounting bracket (4). See Electrical/Vehicle Theft
Security/SWITCH, Hood Ajar Removal.
2. Remove the screw (6) that secures the hood ajar switch bracket to the front of the left front load beam (1)
in the engine compartment.
3. Remove the hood ajar switch bracket from the load beam.
SWITCH
1. Unlatch and open the hood.
3. From the top of the mounting bracket (4) in the left front corner of the engine compartment, squeeze the
two hood ajar switch (3) latch tabs together and pull the switch upward.
4. Pull the hood ajar switch up through the hole in the mounting bracket far enough to access and
disconnect the wire harness connector (5) from the switch connector receptacle.
5. Remove the hood ajar switch from the engine compartment.
1038 of 4937
INSTALLATION
BRACKET
Check to be certain that the Unut (2) is in good condition and properly installed in the front of the left load
beam (1).
1. Position the hood ajar switch bracket (4) onto the left load beam.
2. Install and tighten the screw (6) that secures the hood ajar switch bracket to the load beam. Tighten the
screw to 8 N.m (71 in. lbs.).
3. Reinstall the hood ajar switch (3) into the mounting bracket. See Electrical/Vehicle Theft
Security/SWITCH, Hood Ajar Installation.
SWITCH
1. Position the hood ajar switch (3) near the hole in the mounting bracket (4) on the front of the left load
beam (1) in the left front corner of the engine compartment.
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2. Route the wire harness connector (5) through the switch mounting bracket and reconnect it to the switch
3. From the top of the mounting bracket, press the switch downward into the mounting hole until the
integral switch latch tabs lock it into place.
5. Close and latch the hood.
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Back To Article
Wipers/Washers Service Information Wrangler
DESCRIPTION
FRONT
Fig. 1: Identifying Front Wiper & Washer System
An electrically operated intermittent front wiper and washer system is standard factoryinstalled safety
equipment on this vehicle. The wiper and washer system includes the following major components, which are
described in further detail elsewhere in this service information:
known as the Cab Compartment Node/CCN) is located on the instrument panel directly in front of the
driver. Refer to Electrical/Instrument Cluster Description .
Front Washer Check Valve (3) A check valve is located in the front washer plumbing on the underside
of the hood panel near the front washer nozzle.
Front Washer Nozzle (4) A single fluidic front washer nozzle is secured by an integral latch feature to
a dedicated opening in the center of the hood panel near the base of the windshield.
Front Washer Plumbing The plumbing for the washer system consists of rubber hoses and molded
rubber or plastic fittings. The plumbing is routed from the washer reservoir along the left side of the
engine compartment to the dash panel, then across the underside of the inner hood panel reinforcement to
the washer nozzle.
Front Wiper Arms And Blades (6) The two front wiper arms are secured with nuts to the threaded
ends of the two wiper pivot shafts, which extend through the cowl plenum cover/grille panel located near
the base of the windshield. The two equal length front wiper blades are each secured to their wiper arm
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with an integral latch, and are parked on the glass near the bottom of the windshield when the front wiper
system is not in operation.
Front Wiper Module (5) The wiper pivot shafts are the only visible components of the front wiper
module. The remainder of the module is concealed within the cowl plenum beneath the cowl plenum
cover/grille panel. The wiper module includes the wiper module bracket, three rubberisolated wiper
module mounts, the wiper motor, the wiper motor crank arm, the two wiper drive links, the two wiper
pivots and the two pivot water shields.
Right MultiFunction Switch (7) The right (wiper) multifunction switch and the left (lighting) multi
function switch are secured to brackets integral to the clockspring housing on the top of the steering
column just below the steering wheel. The right multifunction switch is connected by a short jumper
harness to the Steering Control Module (SCM), which is internal to the left multifunction switch
housing. Only the switch control stalk extending from the right side of the steering column is visible,
while the remainder of the switch is concealed beneath the steering column shrouds. The right multi
function switch is dedicated to providing all of the driver controls for both the front and rear wiper and
washer systems.
Steering Control Module The Steering Control Module (SCM) is internal to the left multifunction
switch housing, which is secured to a bracket integral to the left side of the clockspring housing on the
top of the steering column just below the steering wheel. Only the left switch control stalk extending
from the left side of the steering column is visible, while the remainder of the switch housing containing
the SCM is concealed beneath the steering column shrouds. Refer to Electrical/Electronic Control
Modules/MODULE, Steering Column Description .
engine compartment, near the battery. Refer to Electrical/Power Distribution/MODULE, Totally
Washer Pump/Motor The single or reversible dual electric washer pump/motor unit is located in a
dedicated hole in a sump area on the lower washer reservoir. The reversible dual washer pump/motor
provides washer fluid to either the front or rear washer system plumbing, depending upon the direction of
the pump motor rotation.
Washer Reservoir (1) The washer reservoir is located in the left front corner of the engine
compartment. The reservoir filler cap is also accessed from the left front corner of the engine
compartment.
Hard wired circuitry connects the front wiper and washer system components to the electrical system of the
vehicle. These hard wired circuits are integral to several wire harnesses, which are routed throughout the
vehicle and retained by many different methods. These circuits may be connected to each other, to the vehicle
electrical system and to the front wiper and washer system components through the use of a combination of
soldered splices, splice block connectors, and many different types of wire harness terminal connectors and
insulators. Refer to the appropriate SYSTEM WIRING DIAGRAMS article(s). The wiring information
includes wiring diagrams, proper wire and connector repair procedures, further details on wire harness routing
and retention, as well as pinout and location views for the various wire harness connectors, splices and
grounds.
REAR
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Fig. 2: Identifying Wipers/Washers System
An electrically operated fixed interval intermittent rear wiper and washer system is standard factoryinstalled
equipment on this vehicle when it is equipped with an optional hard top. The rear wiper and washer system
includes the following major components, which are described in further detail elsewhere in this service
information:
known as the Cab Compartment Node/CCN) is located on the instrument panel directly in front of the
driver. Refer to Electrical/Instrument Cluster Description .
Rear Washer Check Valve (5) A check valve is located in the hard top disconnect plate between the
hard top washer supply hose and the body washer supply hose on the left inner Dpillar of the hard top.
Rear Washer Nozzle The fluidic rear washer nozzle is integral to the output shaft of the rear wiper
motor on the left upper corner of the rear lift glass.
Rear Washer Plumbing The plumbing for the rear washer system consists of rubber hoses and molded
plastic or rubber fittings. The plumbing is routed along the left side of the engine compartment from the
washer reservoir, through the dash into the passenger compartment, down the left cowl side and sill to the
body wire harness. The hose exits the body wire harness at the belt line of the left Dpillar where it
connects through the rear check valve to a hard top hose that is routed up the Dpillar of the hard top to
the upper lift glass opening header and then to the rear wiper motor.
Rear Wiper Arm And Blade (6) The single molded plastic rear wiper arm is secured by a nut directly
to the rear wiper motor output shaft, which extends through a clearance hole near the upper left corner of
the lift glass. The molded plastic rear wiper blade is secured by an integral pin to latches integral to the
rear wiper arm, and is parked near the top of the lift glass when the rear wiper system is not in operation.
Rear Wiper Motor (4) The rear wiper motor includes the motor bracket and two rubberisolated
mounting tabs. The wiper motor output shaft is the only visible component of the rear wiper motor. The
remainder of the motor is concealed by a molded plastic trim cover on the inner lift glass just below the
lift glass opening header.
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Right MultiFunction Switch (3) The right (wiper) multifunction switch and the left (lighting) multi
function switch are secured to brackets integral to the clockspring housing, on the top of the steering
column just below the steering wheel. The right multifunction switch is connected by a short jumper
harness to the Steering Control Module (SCM), which is internal to the left multifunction switch
housing. Only the switch control stalk extending from the right side of the steering column is visible,
while the remainder of the switch is concealed beneath the steering column shrouds. The right multi
function switch is dedicated to providing all of the driver controls for both the front and rear wiper and
washer systems.
Steering Control Module The Steering Control Module (SCM) is internal to the left multifunction
switch housing, which is secured to a bracket integral to the left side of the clockspring housing on the
top of the steering column just below the steering wheel. Only the left switch control stalk extending
from the left side of the steering column is visible, while the remainder of the switch housing containing
the SCM is concealed beneath the steering column shrouds. Refer to Electrical/Electronic Control
Modules/MODULE, Steering Column Description .
engine compartment, near the battery. Refer to Electrical/Power Distribution/MODULE, Totally
Washer Pump/Motor The reversible dual electric washer pump/motor unit is located in a dedicated
hole in a sump area on the lower washer reservoir. The dual washer pump/motor provides washer fluid to
either the front or rear washer system plumbing, depending upon the direction of the pump motor
rotation.
Washer Reservoir (1) The rear washer system shares a single reservoir and reversible pump with the
front washer system, but has its own dedicated plumbing. The washer reservoir is located in the left front
corner of the engine compartment. The filler cap is also accessed from the left front corner of the engine
compartment.
Hard wired circuitry connects the rear wiper and washer system components to the electrical system of the
vehicle. These hard wired circuits are integral to several wire harnesses, which are routed throughout the
vehicle and retained by many different methods. These circuits may be connected to each other, to the vehicle
electrical system and to the rear wiper and washer system components through the use of a combination of
soldered splices, splice block connectors, and many different types of wire harness terminal connectors and
insulators. Refer to the appropriate SYSTEM WIRING DIAGRAMS article(s). The wiring information
grounds.
OPERATION
FRONT
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Fig. 3: Right (Wiper) MultiFunction Switch
The front wiper and washer system is designed to provide the vehicle operator with a convenient, safe, and
reliable means of maintaining visibility through the windshield glass. The various components of this system
are designed to convert electrical energy produced by the vehicle electrical system into the mechanical action of
the wiper blades to wipe the outside surface of the glass, as well as into the hydraulic action of the washer
system to apply washer fluid stored in an onboard reservoir to the area of the glass to be wiped. When
combined, these components provide the means to effectively maintain clear visibility for the vehicle operator
by removing excess accumulations of rain, snow, bugs, mud, or other minor debris from the outer surface of the
windshield glass that might be encountered while driving the vehicle under numerous types of inclement
operating conditions.
The vehicle operator initiates all front and rear wiper and washer system functions with the control stalk of the
right (wiper) multifunction switch (1) that extends from the right side of the steering column, just below the
steering wheel. Rotating the control knob (2) on the end of the control stalk, selects the OFF, DELAY, LOW, or
HIGH front wiper system operating modes. In the DELAY mode, the control knob also allows the vehicle
operator to select from one of five intermittent wipe delay intervals.
Pulling the control stalk rearward actuates the momentary front washer system switch, which selects the WASH
and WIPEAFTERWASH modes, depending upon when and how long the switch is held closed. Pushing the
control stalk downward actuates a momentary switch and selects the MIST mode, which cycles the wiper
blades for as long as the switch is held closed then completes the current cycle and parks the blades at the base
of the windshield after the switch is released.
The right multifunction switch provides hard wired analog and resistor multiplexed inputs to the Steering
Control Module (SCM) internal to the left (lighting) multifunction switch housing for all of the wiper and
washer system functions. The SCM then sends electronic wiper and washer switch status messages to the
ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN), over a
Local Interface Network (LIN) data bus. The EMIC responds to the SCM inputs by sending electronic wiper
and washer system request messages to the Totally Integrated Power Module (TIPM) over the Controller Area
Network (CAN) data bus requesting the appropriate wiper and washer system operating modes.
Front wiper and washer system operation is completely controlled by the SCM, EMIC and TIPM logic circuits,
and that logic will only allow these systems to operate when the ignition switch is in the ACCESSORY or ON
positions. The TIPM uses intelligent, high current, selfprotected high side switches to control wiper system
operation by energizing or deenergizing the wiper motor low and high speed brushes. The TIPM uses an H
bridge circuit to control the operation of the reversible washer pump/motor unit. The right multifunction
switch circuitry receives battery current and a clean ground output from the SCM, then provides analog and
multiplexed inputs to the SCM to indicate the selected front wiper and front washer system mode.
The hard wired circuits and components of the front wiper and washer system may be diagnosed using
article(s). However, conventional diagnostic methods will not prove conclusive in the diagnosis of the front
wiper and washer system or the electronic controls or communication between other modules and devices that
provide some features of the front wiper and washer system. The most reliable, efficient, and accurate means to
diagnose the front wiper and washer system or the electronic controls and communication related to front wiper
and washer system operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic
information.
OPERATING MODES
Following are paragraphs that briefly describe the operation of each of the front wiper and washer system
operating modes.
CONTINUOUS WIPE MODE
When the LOW position of the control knob on the control stalk of the right (wiper) multifunction switch is
selected the SCM sends an electronic wiper switch low status message to the EMIC over the LIN data bus, the
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EMIC relays an electronic wiper switch low request message to the TIPM over the CAN data bus, then the
TIPM directs battery current to the low speed brush of the wiper motor, causing the wipers to cycle at low
speed.
When the HIGH position of the control knob is selected the SCM sends an electronic wiper switch high status
message to the EMIC, the EMIC relays an electronic wiper switch high request message to the TIPM, then the
TIPM directs battery current to the high speed brush of the wiper motor, causing the wipers to cycle at high
speed.
When the OFF position of the multifunction switch control knob is selected, the SCM sends an electronic
wiper switch off status message to the EMIC, the EMIC relays an electronic wiper switch off request message
to the TIPM, then one of two events will occur. The event that occurs depends upon the position of the wiper
blades on the windshield at the moment that the control knob OFF position is selected.
If the wiper blades are in the down position on the windshield when the OFF position is selected, the park
switch that is integral to the wiper motor is closed to ground, which provides a hard wired park switch sense
input to the TIPM. The TIPM then deenergizes the wiper motor and the wiper motor ceases to operate. If the
wiper blades are not in the down position on the windshield at the moment the OFF position is selected, the
park switch is an open circuit and the TIPM continues running the wiper motor at low speed until the wiper
blades are in the down position on the windshield and the park switch input to the TIPM is again closed to
ground.
INTERMITTENT WIPE MODE
When the control knob on the control stalk of the right (wiper) multifunction switch is moved to one of the
five DELAY interval positions the SCM sends an electronic wiper switch delay interval status message to the
EMIC, the EMIC relays an electronic wiper switch delay interval request message to the TIPM, then the
TIPM electronic intermittent wipe logic circuit responds by calculating the correct length of time between
wiper sweeps based upon the selected delay interval input.
The TIPM monitors the changing state of the wiper motor park switch through a hard wired park switch sense
input. This input allows the TIPM to determine the proper intervals at which to energize and deenergize the
wiper motor intermittently for one low speed cycle at a time.
The TIPM logic is also programmed to provide vehicle speed sensitivity to the selected intermittent wipe delay
intervals. In order to provide this feature the TIPM monitors electronic vehicle speed messages from the
Controller Antilock Brake (CAB) or the Powertrain Control Module (PCM) and doubles the selected delay
interval whenever the vehicle speed is about 16 kilometersperhour (10 milesperhour) or less.
MIST WIPE MODE
When the control stalk of the right (wiper) multifunction switch is moved downward to the momentary MIST
position, the SCM sends an electronic wiper mist mode status message to the EMIC, the EMIC relays an
electronic wiper mist mode request message to the TIPM, then the TIPM energizes the low speed brush of the
wiper motor for as long as the switch is held closed, then deenergizes the motor when the state of the switch
changes to open, parking the wiper blades near the base of the windshield. The TIPM can operate the front
wiper motor in this mode for only one low speed cycle at a time, or for an indefinite number of sequential low
speed cycles, depending upon how long the switch is held closed.
WASH MODE
When the control stalk of the right (wiper) multifunction switch is pulled rearward to the front momentary
WASH position for more than about onehalf second with the wiper system operating, the SCM sends an
electronic washer switch status message to the EMIC, the EMIC relays an electronic washer switch request
message to the TIPM, then the TIPM directs battery current and ground to the washer pump/motor. This will
cause the washer pump/motor to be energized in the front wash direction for as long as the switch is held closed
(up to approximately 10 seconds) and to be deenergized when the control stalk is released.
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When the control stalk is pulled rearward to the front momentary WASH position while the front wiper system
is operating in one of the DELAY interval positions, the washer pump/motor operation is the same. However,
the TIPM also overrides the selected delay interval and operates the front wiper motor in a continuous low
speed mode for as long as the control stalk is held in the front momentary WASH position, then reverts to the
selected delay interval several wipe cycles after the control stalk is released. If the WASH switch is held closed
for more than approximately 10 seconds, the TIPM will suspend washer pump/motor operation until the control
stalk is released for about 2 seconds and then cycled back to the WASH position.
WIPEAFTERWASH MODE
When the control stalk of the right (wiper) multifunction switch is pulled rearward to the front momentary
WASH position for more than about onehalf second while the wiper system is not operating, the SCM sends an
electronic washer switch status message to the EMIC, the EMIC relays an electronic washer switch request
message to the TIPM, and the TIPM directs battery current and ground to the washer pump/motor and energizes
the wiper motor in a continuous low speed mode for as long as the switch is held closed (up to approximately
10 seconds). When the control stalk is released, the TIPM deenergizes the washer pump/motor immediately,
but allows the wiper motor to operate for two or three additional wipe cycles before it deenergizes the wiper
motor and parks the wiper blades near the base of the windshield.
If the control stalk is held rearward for more than about 10 seconds, the TIPM will suspend washer pump/motor
operation until the stalk is released for about 2 seconds and then cycled back to the WASH position; however,
the wipers will continue to operate for as long as the switch is held closed. The TIPM monitors the changing
state of the wiper motor park switch through a hard wired wiper park switch sense circuit input. This input
allows the TIPM to count the number of wipe cycles that occur after the control stalk is released, and to
determine the proper interval at which to deenergize the wiper motor to complete the WIPEAFTERWASH
mode cycle.
REAR
The rear wiper and washer system is designed to provide the vehicle operator with a convenient, safe, and
reliable means of maintaining visibility through the liftgate glass. The various components of this system are
designed to convert electrical energy produced by the vehicle electrical system into the mechanical action of the
wiper blade to wipe the outside surface of the glass, as well as into the hydraulic action of the washer system to
apply washer fluid stored in an onboard reservoir to the area of the glass to be wiped. When combined, these
components provide the means to effectively maintain clear visibility for the vehicle operator by removing
excess accumulations of rain, snow, bugs, mud, or other minor debris from the outer surface of the liftgate glass
that might be encountered while driving the vehicle under numerous types of inclement operating conditions.
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The vehicle operator initiates all front and rear wiper and washer system functions with the control stalk (1) of
the right (wiper) multifunction switch that extends from the right side of the steering column, just below the
steering wheel. Rotating the control sleeve (3) on the control stalk to the OFF or INTERMITTENT detent
positions or the momentary WASH position selects the rear wiper and washer system operating modes.
The right multifunction switch provides hard wired analog and resistor multiplexed inputs to the Steering
Control Module (SCM) integral to the left (lighting) multifunction switch for all of the wiper and washer
system functions. The SCM then sends electronic rear wiper/washer switch status messages to the Electro
Mechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) over a Local
Interface Network (LIN) data bus. The EMIC then sends electronic rear wiper/washer switch request
messages to the Totally Integrated Power Module (TIPM) over the Controller Area Network (CAN) data bus
requesting the appropriate rear wiper and washer system operating modes.
Rear wiper and washer system operation is completely controlled by the SCM, EMIC and TIPM logic circuits,
and that logic will only allow these systems to operate when the ignition switch is in the ACCESSORY or ON
positions. The TIPM uses intelligent, high current, selfprotected high side switches to control wiper system
operation by energizing or deenergizing the rear wiper motor. The TIPM uses an Hbridge circuit to control the
operation of the reversible washer pump/motor unit. The right multifunction switch circuitry receives a clean
ground output from the SCM on a multifunction switch return circuit, then provides analog and resistor
multiplexed inputs to the SCM to indicate the selected rear wiper and rear washer system mode.
The hard wired circuits and components of the rear wiper and washer system may be diagnosed using
article(s). However, conventional diagnostic methods will not prove conclusive in the diagnosis of the rear
wiper and washer system or the electronic controls or communication between other modules and devices that
provide some features of the rear wiper and washer system. The most reliable, efficient, and accurate means to
diagnose the rear wiper and washer system or the electronic controls and communication related to rear wiper
information.
OPERATING MODES
Following are paragraphs that briefly describe the operation of each of the rear wiper and washer system
operating modes.
INTERMITTENT WIPE MODE
When the INTERMITTENT WIPE position of the control sleeve on the control stalk of the right multifunction
switch is selected, the SCM sends an electronic rear wiper switch status message to the EMIC over the LIN
data bus, then the EMIC relays an electronic rear wiper switch request message to the TIPM over the CAN
data bus, and the TIPM directs battery current to the rear wiper motor at fixed delay intervals to enable the rear
wiper motor intermittent wipe mode.
WASH MODE
When the control sleeve of the right multifunction switch is rotated counterclockwise past the
INTERMITTENT detent position to the momentary rear WASH position, the SCM sends an electronic rear
washer switch status message to the EMIC over the LIN data bus, then the EMIC relays an electronic rear
washer switch request message to the TIPM over the CAN data bus, and the TIPM directs battery current to
the rear wiper motor and directs battery current and ground to the washer pump/motor unit. These outputs will
cause the washer pump motor and the rear wiper motor to operate continuously for as long as the switch is held
closed up to approximately 10 seconds. The washer pump is deenergized as soon as the control sleeve is
released, but the rear wiper motor continues to operate for two to three continuous cycles before reverting to the
fixed delay interval operation. The TIPM uses a hard wired output from a park switch internal to the rear wiper
motor as an additional logic input to monitor the position of the rear wiper blade on the glass and to control the
number of continuous wiper sweeps following washer operation.
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FRONT
If the front wiper motor operates, but the wipers do not move on the windshield, replace the ineffective front
wiper module. If the washer pump/motor operates, but no washer fluid is dispensed on the glass; or, if the
wipers operate, but chatter, lift, or do not clear the glass, clean and inspect the front wiper and washer system
components as required. See Electrical/Wipers/Washers Cleaning and Electrical/Wipers/Washers
Inspection.
The hard wired front wiper and washer system circuits and components may be diagnosed using conventional
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the front wiper and
washer system or the electronic controls or communication between other modules and devices that provide
some features of the front wiper and washer system. The most reliable, efficient, and accurate means to
diagnose the front wiper and washer system or the electronic controls and communication related to front wiper
information.
NOTE: The front wiper and washer switches are integral to the right multifunction
switch. The right multifunction switch is hard wired to the left multifunction
switch/Steering Control Module (SCM), which communicates with the Electro
Mechanical Instrument Cluster (EMIC)/Cab Compartment Node (CCN) over the
Local Interface Network (LIN) data bus. Before performing any of the following
tests, determine whether the other functions of the right and left multifunction
switch/SCM are operational. If only the right multifunction switch functions are
inoperative, test and repair the right multifunction switch or the jumper
harness between the right and left multifunction switches before attempting to
repair the Front Wiper and Washer System. If both the right and left multi
function switch/SCM functions are ineffective, diagnose and repair that
problem before attempting to repair the Front Wiper and Washer System.

WIPER MOTOR DOES NOT Ineffective motor ground Test and repair open wiper motor ground
OPERATE IN ANY SWITCH circuit. circuit if required.
POSITION Ineffective motor feed circuits. Test and repair low speed and high speed
feed circuits between TIPM and front
wiper motor if required.
Ineffective wiper motor. Test and replace open or shorted wiper
motor as required.
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WIPER MOTOR OPERATES Ineffective wiper motor. Check amperage draw with linkage
SLOWLY IN ALL SWITCH disconnected from wiper motor crank
POSITIONS arm. Correct draw should be about 6
amperes. If incorrect, refer to the
appropriate Possible Cause that follows:
Amperage draw too low. Test and repair shorted low and high
speed feed circuits if required.
Amperage draw too high. With linkage disconnected from wiper
motor crank arm check linkage and pivots
for binding. If binding is detected, repair
or replace front wiper module if required.
If no linkage binding detected, replace the
front wiper motor if required.
WIPERS RUN AT HIGH Ineffective motor feed circuit Test and repair low speed and high speed
SPEED WITH SWITCH wiring. feed circuits between TIPM and front
LOW SPEED SELECTED wiper motor if required.
OR AT LOW SPEED WITH
SWITCH HIGH SPEED
SELECTED
REAR
If the rear wiper motor operates, but the wiper motor output shaft does not move, replace the ineffective rear
wiper motor. If the washer pump/motor operates, but no washer fluid is dispensed on the glass; or, if the wiper
operates, but chatters, lifts, or does not clear the glass, clean and inspect the rear wiper and washer system
components as required. See Electrical/Wipers/Washers Cleaning and Electrical/Wipers/Washers
Inspection.
The hard wired rear wiper and washer system circuits and components may be diagnosed using conventional
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the rear wiper and
washer system or the electronic controls or communication between other modules and devices that provide
some features of the rear wiper and washer system. The most reliable, efficient, and accurate means to diagnose
the rear wiper and washer system or the electronic controls and communication related to rear wiper and washer
system operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.
NOTE: The rear wiper and washer switches are integral to the right multifunction
switch. The right multifunction switch is hard wired to the left multifunction
switch/Steering Control Module (SCM), which communicates with the Electro
Mechanical Instrument Cluster (EMIC)/Cab Compartment Node (CCN) over the
Local Interface Network (LIN) data bus. Before performing any of the following
tests, determine whether the other functions of the right and left multifunction
switch/SCM are operational. If only the right multifunction switch functions are
inoperative, test and repair the right multifunction switch or the jumper
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harness between the right and left multifunction switches before attempting to
repair the Rear Wiper and Washer System. If both the right and left multi
function switch/SCM functions are ineffective, diagnose and repair that
problem before attempting to repair the Rear Wiper and Washer System.

WIPER MOTOR DOES NOT Ineffective motor ground Test and repair open wiper motor ground
OPERATE IN ANY SWITCH circuit. circuit if required.
POSITION Ineffective motor feed circuits. Test and repair motor feed circuit
between TIPM and rear wiper motor if
required.
Ineffective wiper motor. Test and replace open or shorted wiper
motor if required.
WIPER MOTOR OPERATES Improper wiper motor Check amperage draw with wiper arm
SLOWLY amperage draw. disconnected from rear wiper motor
output shaft. Correct draw should be
about 6 amperes. If incorrect, refer to the
appropriate Possible Cause that follows:
Amperage draw too low. Test and repair the shorted rear wiper
motor signal and fused ignition switch
output (run accessory) circuits if
required.
Amperage draw too high. With wiper arm disconnected from wiper
motor output shaft check for binding
between output shaft and rubber grommet
in liftgate glass. If binding is detected,
lubricate or replace grommet if required.
If no binding is detected, replace the
wiper motor if required.
CLEANING
FRONT
WIPER SYSTEM
CAUTION: Protect the rubber squeegees of the wiper blades from any petroleumbased
cleaners, solvents, or contaminants. These products can rapidly deteriorate the
rubber squeegees.
The squeegees of wiper blades exposed to the elements for a long time tend to lose their wiping effectiveness.
Periodic cleaning of the squeegees is suggested to remove any deposits of salt or road film. The wiper blades,
arms, and windshield glass should only be cleaned using a sponge or soft cloth and windshield washer fluid, a
mild detergent, or a nonabrasive cleaner. If the wiper blades continue to leave streaks, smears, hazing, or
beading on the glass after thorough cleaning of the squeegees and the glass, the entire wiper blade assembly
must be replaced.
WASHER SYSTEM
CAUTION: Never introduce petroleumbased cleaners, solvents, or contaminants into the
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washer system. These products can rapidly deteriorate the rubber seals and
hoses of the washer system, as well as the rubber squeegees of the wiper
blades.
CAUTION: Never use compressed air to flush the washer system plumbing. Compressed
air pressures are too great for the washer system plumbing components and
will result in further system damage. Never use sharp instruments to clear a
plugged washer nozzle or damage to the nozzle orifice and improper nozzle
spray patterns will result.
If the washer system is contaminated with foreign material, drain the washer reservoir by removing the washer
pump/motor unit from the reservoir. Clean foreign material from the inside of the washer pump inlet filter
screen and the washer reservoir using clean washer fluid, a mild detergent, or a nonabrasive cleaner. Flush
foreign material from the washer system plumbing by first disconnecting the washer hose from the washer
nozzle, then running the washer pump/motor to run clean washer fluid or water through the system. A plugged
or restricted washer nozzle should be carefully backflushed using compressed air. If the washer nozzle
obstruction cannot be cleared, replace the washer nozzle.
REAR
WIPER SYSTEM
The squeegee of a wiper blade exposed to the elements for a long time tends to lose its wiping effectiveness.
Periodic cleaning of the squeegee is suggested to remove any deposits of salt or road film. The wiper blade,
arm, and lift glass should only be cleaned using a sponge or soft cloth and windshield washer fluid, a mild
detergent, or a nonabrasive cleaner. If the wiper blade continues to leave streaks, smears, hazing, or beading on
the glass after thorough cleaning of the squeegees and the glass, the entire wiper blade assembly must be
replaced.
CAUTION: Protect the rubber squeegee of the wiper blade from any petroleumbased
cleaners, solvents, or contaminants. These products can rapidly deteriorate the
rubber squeegee.
WASHER SYSTEM
If the washer system is contaminated with foreign material, drain the washer reservoir by removing the washer
pump/motor from the reservoir. Clean foreign material from the inside of the washer pump/motor inlet filter
screen and the washer reservoir using clean washer fluid, a mild detergent, or a nonabrasive cleaner. Flush
foreign material from the washer system plumbing by first disconnecting the washer hose from the rear wiper
motor, then running the washer pump/motor to run clean washer fluid or water through the system. A plugged
or restricted rear washer nozzle should be carefully backflushed using compressed air. If the washer nozzle
obstruction cannot be cleared, replace the rear wiper motor.
CAUTION: Never introduce petroleumbased cleaners, solvents, or contaminants into the
washer system. These products can rapidly deteriorate the rubber seals and
hoses of the washer system, as well as the rubber squeegee of the wiper blade.
CAUTION: Never use compressed air to flush the washer system plumbing. Compressed
air pressures are too great for the washer system plumbing components and
will result in further system damage. Never use sharp instruments to clear a
plugged washer nozzle or damage to the nozzle orifice and improper nozzle
spray patterns will result.
INSPECTION
FRONT
WIPER SYSTEM
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Fig. 5: Wiper Blades And Wiper Arms
The wiper blades and wiper arms should be inspected periodically, not just when wiper performance problems
are experienced. This inspection should include the following points:
1. Carefully inspect the wiper blades for any indications of worn or uneven edges (1), foreign material
deposits (2), hardening or cracking (3), deformation or fatigue (4), or splitting (5). Inspect the wiper blade
support components and the wiper arms for damage (6) or corrosion. If the wiper arms and blades are
contaminated with any foreign material, clean them and the glass as required. See
Electrical/Wipers/Washers Cleaning. If a wiper blade or arm is damaged, or if corrosion is evident,
replace the affected wiper arm or blade with a new unit. Do not attempt to repair a wiper arm or blade
that is damaged or corroded.
2. Carefully lift the wiper blade off of the glass. Note the action of the wiper arm hinge. The wiper arm
should pivot freely at the hinge, but with no lateral looseness evident. If there is any binding evident in
the wiper arm hinge, or if there is evident lateral play in the wiper arm hinge, replace the wiper arm.
CAUTION: Do not allow the wiper arm to spring back against the glass without the
wiper blade in place or the glass may be damaged.
3. Once proper hinge action of the wiper arm is confirmed, check the hinge for proper spring tension.
Remove the wiper blade from the wiper arm. Either place a small postal scale between the blade end of
the wiper arm and the glass, or carefully lift the blade end of the arm away from the glass using a small
fish scale. On vehicles with unequal wiper arm lengths, be certain that measurements on both arms are
taken at a point an equal distance from their wiper arm hinge pins. Compare the scale readings between
the right and left wiper arms. Replace a wiper arm if it has comparatively lower spring tension, as
evidenced by a lower scale reading.
4. After cleaning and inspecting the wiper components and the glass, if the wiper blade still fails to clear the
glass without smearing, streaking, chattering, hazing, or beading, replace the wiper blade.
WASHER SYSTEM
The washer system components should be inspected periodically, not just when washer performance problems
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1. Check for ice or other foreign material in the washer reservoir. If contaminated, clean and flush the
washer system. See Electrical/Wipers/Washers Cleaning.
2. Inspect the washer plumbing for pinched, leaking, deteriorated, or incorrectly routed hoses and damaged
or disconnected hose fittings. Replace damaged or deteriorated hoses and hose fittings. Leaking washer
hoses can sometimes be repaired by cutting the hose at the leak and splicing it back together using an in
line connector fitting. Similarly, sections of deteriorated hose can be cut out and replaced by splicing in
new sections of hose using inline connector fittings. Whenever routing a washer hose or a wire harness
containing a washer hose, it must be routed away from hot, sharp, or moving parts. Also, sharp bends that
might pinch the washer hose must be avoided.
REAR
WIPER SYSTEM
Fig. 6: Inspecting Wiper Blades
The rear wiper blade and wiper arm should be inspected periodically, not just when wiper performance
problems are experienced. This inspection should include the following points:
1. Carefully inspect the wiper blade for any indications of worn or uneven edges (1), foreign material
deposits (2), hardening or cracking (3), deformation or fatigue (4), or splitting (5). Inspect the wiper blade
support components and the wiper arm for damage (6). If the wiper arm and blade are contaminated with
any foreign material, clean them and the glass as required. See Electrical/Wipers/Washers Cleaning.
If the wiper blade or arm is damaged, replace it with a new unit. Do not attempt to repair a wiper arm or
blade that is damaged or corroded.
2. Carefully lift the wiper blade off of the glass. Note the action of the wiper arm hinge. The wiper arm
should pivot freely at the hinge, but with no lateral looseness evident. If there is any binding evident in
the wiper arm hinge, or there is evident lateral play in the wiper arm hinge, replace the wiper arm.
CAUTION: Do not allow the wiper arm to spring back against the glass without the
wiper blade in place or the glass may be damaged.
3. Once proper hinge action of the wiper arm is confirmed, check the hinge for proper spring tension. The
spring tension of the wiper arm should be sufficient to cause the rubber squeegee to conform to the
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curvature of the glass. Replace a wiper arm if it has insufficient spring tension to maintain contact
between the squeegee and the glass.
4. After cleaning and inspecting the wiper components and the glass, if the wiper blade still fails to clear the
glass without smearing, streaking, chattering, hazing, or beading, replace the wiper blade.
WASHER SYSTEM
The washer system components should be inspected periodically, not just when washer performance problems
1. Check for ice or other foreign material in the washer reservoir. If contaminated, clean and flush the
washer system. See Electrical/Wipers/Washers Cleaning.
2. Inspect the washer plumbing for pinched, leaking, deteriorated, or incorrectly routed hoses and damaged
or disconnected hose fittings. Replace damaged or deteriorated hoses and hose fittings. Leaking washer
hoses can sometimes be repaired by cutting the hose at the leak and splicing it back together using an in
line connector fitting. Similarly, sections of deteriorated hose can be cut out and replaced by splicing in
new sections of hose using inline connector fittings. Whenever routing a washer hose or a wire harness
containing a washer hose, it must be routed away from hot, sharp, or moving parts. Also, sharp bends that
might pinch the washer hose must be avoided.
SPECIFICATIONS
SPECIFICATIONS
Right MultiFunction
1 10
Switch Mounting Screw
Washer Reservoir
9 79
Mounting Screw (Diesel)
Front Wiper Arm
23 17
Mounting Nut
Rear Wiper Arm
19.5 14
Mounting Nut
Front Wiper Module
9.5 85
Mounting Screws
Rear Wiper Motor
6 53
Mounting Bracket Nut
Rear Wiper Motor
Mounting Bracket 4 35
Special Fastener
Rear Wiper Motor Output
4 35
Shaft Nut
ARM, WIPER
DESCRIPTION
FRONT
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Fig. 7: Identifying Front Wiper Arm
The front wiper arms are the rigid members located between the wiper pivots that protrude from the cowl
plenum cover/grille panel near the base of the windshield and the wiper blades on the windshield glass. These
wiper arms feature an overcenter hinge (5) that allows easy access to the windshield glass for cleaning. The
wiper arm has a die cast metal pivot end (4) with a large tapered mounting hole at one end. A molded black
plastic cap (3) snaps over the pivot end to conceal the retaining nut and mounting hole following wiper arm
installation.
The wide end of a tapered, stamped steel channel (2) hinges on and is secured with a hinge pin to the blade end
of the wiper arm pivot end. One end of a long, rigid, stamped steel strap (1), with a small hole near the end
closest to the pivot, is riveted and crimped within the narrow end of the stamped steel channel. The tip of the
wiper blade end of this strap is bent back under itself to form a small hook (6). Concealed within the stamped
steel channel is a long tension spring which is engaged with a wire hook to the underside of the die cast pivot
end and is hooked through a small hole in the steel strap. The entire wiper arm has a satin black finish applied
to all of its visible surfaces.
There are unique wiper arms for righthanddrive and lefthanddrive vehicles. The driver and passenger side
arms are interchangeable. A wiper arm cannot be adjusted or repaired and, if ineffective or damaged, it must be
replaced.
REAR
Fig. 8: Identifying Rear Wiper Arm
The rear wiper arm (2) is the rigid member located between the rear wiper motor output shaft that protrudes
through a rubber nut cover near the upper left corner of the lift glass and the wiper blade on the outside of the
glass. The wiper arm is constructed of molded black plastic. A hinged pivot end (1) is also molded plastic.
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A molded black plastic nut cover (5) with two pivot pins on one end and a snap feature on the other fits over the
wiper arm retaining nut to conceal the nut and mounting hole following wiper arm installation. The rear washer
nozzle integral to the motor output shaft is aimed through a large hole (4) in the side of the nut cover oriented
towards the downward path of the wiper blade. The wiper arm hinge and tension spring are concealed on the
underside of the wide end of the arm, while integral latch features (3) concealed on the underside of the narrow
end of the wiper arm accept the pivot pin of the matching molded plastic wiper blade unit.
The rear wiper arm cannot be adjusted or repaired. If damaged or ineffective, the entire wiper arm unit must be
replaced.
OPERATION
FRONT
The front wiper arms are designed to mechanically transmit the motion from the wiper pivots to the wiper
blades. The wiper arm must be properly indexed to the wiper pivot in order to maintain the proper wiper blade
travel on the glass. The tapered mounting hole in the wiper arm pivot end interlocks with the serrations on the
tapered outer circumference of the wiper pivot shaft, allowing positive engagement and finite adjustment of this
connection.
The mounting nuts lock the wiper arms to the threaded studs of the wiper pivot shafts. The springloaded wiper
arm hinge controls the downforce applied through the tip of the wiper arm to the wiper blade on the glass. The
hook formation on the tip of the wiper arm provides a cradle for securing and latching the wiper blade pivot
block to the wiper arm.
REAR
The rear wiper arm is designed to mechanically transmit the motion from the rear wiper motor output shaft to
the rear wiper blade. The wiper arm must be properly indexed to the motor output shaft in order to maintain the
proper wiper blade travel on the glass. The tapered hole in the wiper arm pivot end interlocks with the
serrations on the outer circumference of the tapered motor output shaft, allowing positive engagement and finite
adjustment of this connection.
A hex nut secures the wiper arm pivot end to the threads on the rear wiper motor output shaft and the plastic
cover snaps over this connection for a neat appearance. The springloaded wiper arm hinge controls the down
force applied through the tip of the wiper arm to the wiper blade on the glass. The latch formation on the tip of
the wiper arm provides a cradle for securing and latching the wiper blade pivot pin to the wiper arm.
REMOVAL
FRONT
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Fig. 9: View Of Front Wiper Arm
1. Lift the front wiper arm (1) to its overcenter position to hold the wiper blade off of the glass and relieve
the spring tension on the wiper arm to pivot shaft connection.
2. Carefully unsnap the plastic cap (2) off of the pivot end of the wiper arm and swing it out of the way.
3. Remove the nut (3) that secures the wiper arm to the wiper pivot shaft.
CAUTION: The use of a battery terminal puller when removing the front wiper arm is
NOT recommended as this may damage the front wiper arm.
4. Use a slight rocking action to disengage the front wiper arm pivot end from the pivot shaft and remove
the wiper arm.
REAR
Fig. 10: View Of Rear Wiper Arm
1. Unsnap and swing the molded plastic nut cover (1) off of the pivot end of the wiper arm (2).
2. Remove the nut (5) that secures the wiper arm to the rear wiper motor output shaft.
CAUTION: The use of a battery terminal puller when removing the rear wiper arm is
NOT recommended as this may damage the rear wiper arm.
3. Use a slight rocking action to disengage the rear wiper arm pivot end from the output shaft and remove
the wiper arm.
INSTALLATION
FRONT
NOTE: Be certain that the wiper motor is in the park position before attempting to
install the front wiper arms. Turn the ignition switch to the ON position and
move the right (wiper) multifunction switch control knob to its OFF position. If
the wiper pivots move, wait until they stop moving, then turn the ignition switch
back to the OFF position. The front wiper motor is now in its park position.
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Fig. 11: View Of Front Wiper Arm
1. The front wiper arms (1) must be indexed to the pivot shafts with the front wiper motor in the park
position to be properly installed. Position the wiper arm pivot end onto the wiper pivot shaft so that the
lug on the pivot shaft engages the pocket on the underside of the wiper arm pivot end.
2. Once the wiper blade is aligned, lift the wiper arm away from the windshield slightly to relieve the spring
tension on the pivot end and push the pivot end of the wiper arm down firmly and evenly over the pivot
shaft.
3. Install and tighten the nut (3) that secures the wiper arm to the pivot shaft. Tighten the nut to 23 N.m (17
ft. lbs.).
4. Snap the plastic cap (2) over the wiper arm pivot end.
REAR
NOTE: Be certain that the rear wiper motor is in the park position before attempting to
install the rear wiper arm. Turn the ignition switch to the ON position and move
the rear wiper switch to its OFF position. If the wiper motor output shaft moves,
wait until it stops moving, then turn the ignition switch back to the OFF
position. The wiper motor is now in its park position.
Fig. 12: View Of Rear Wiper Arm
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1. The rear wiper arm (2) must be indexed to the rear wiper motor output shaft with the motor in the park
position to be properly installed. Position the wiper arm pivot end onto the output shaft so that the wiper
arm is horizontal and the tip of the wiper blade is midway between the uppermost horizontal line (4) of
the rear window defogger grid and the lower edge of the upper glass blackout area (3).
2. With the rear wiper arm properly indexed, push the tapered mounting hole on the pivot end of the wiper
arm down over the output shaft.
3. Install and tighten the nut (5) that secures the rear wiper arm to the output shaft. Tighten the nut to 19.5
N.m (14 ft. lbs.).
4. Fold and snap the molded plastic nut cover (1) over the nut on the pivot end of the rear wiper arm.
5. Wet the lift glass and operate the rear wiper. Turn the rear wiper switch to the OFF position, then check
for correct wiper arm position and readjust as required.
BLADE, WIPER
DESCRIPTION
FRONT
Fig. 13: Wiper Blade Components
Each front wiper blade is secured by an integral latching pivot block (3) to the hook formation on the tip of
each wiper arm, and rests on the glass near the base of the windshield when the wipers are not in operation. The
wiper blade consists of the following components:
Superstructure (1) The superstructure includes several stamped steel bridges and links with claw
formations that grip the wiper blade element. Also included in this unit is the latching, molded plastic
pivot block that secures the superstructure to the wiper arm. All of the metal components of the wiper
blade have a satin black finish applied.
Element (2) The wiper element or squeegee is the resilient rubber member of the wiper blade that
contacts the glass.
Flexor (7) The flexor is a rigid metal component running along the length of each side of the wiper
element where it is gripped by the claws (6) of the superstructure.
All vehicles have interchangeable windshield wiper blades with nonreplaceable rubber elements (squeegees).
The blades are 37.50 centimeters (14.76 inches) long. The wiper blades cannot be adjusted or repaired and, if
ineffective, worn, or damaged, the entire wiper blade unit must be replaced.
REAR
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Fig. 14: View Of Rear Wiper Blade
The rear wiper blade is secured by an integral pivot pin (4) to the latch formations on the underside of the tip of
the rear wiper arm, and rests near the top of the lift glass when the rear wiper system is not in operation. The
rear wiper blade consists of the following components:
Superstructure (3) The superstructure includes a molded black plastic bridge and plastic links with
claw formations that grip the wiper blade element. Also included in this unit is the molded plastic pivot
pin that secures the superstructure to the wiper arm.
Element (1) The wiper element or squeegee is the resilient rubber member of the wiper blade that
contacts the glass.
Flexor (2) The flexor is a rigid metal component running along the length of each side of the wiper
element where it is gripped by the claws of the superstructure.
The rear wiper blade is 27.90 centimeters (10.98 inches) long with a replaceable element (squeegee). The wiper
blade superstructure cannot be adjusted or repaired. If ineffective, worn or damaged the entire wiper blade unit
must be replaced.
OPERATION
FRONT
The wiper blades are moved back and forth across the glass by the wiper arms when the wipers are being
operated. The wiper blade superstructure is the flexible frame that grips the wiper blade element and evenly
distributes the force of the springloaded wiper arm along the length of the element. The combination of the
wiper arm force and the flexibility of the superstructure makes the element conform to and maintain proper
contact with the glass, even as the blade is moved over the varied curvature that may be encountered across the
glass surface.
The wiper element flexor provides the claws of the blade superstructure with a rigid, yet flexible component on
the element which can be gripped. The rubber element is designed to be stiff enough to maintain an even
cleaning edge as it is drawn across the glass, yet resilient enough to conform to the glass surface and flip from
one cleaning edge to the other each time the wiper blade changes directions.
REAR
The rear wiper blade is moved back and forth across the lift glass by the wiper arm when the rear wiper system
is in operation. The wiper blade superstructure is the flexible frame that grips the wiper blade element and
evenly distributes the force of the springloaded wiper arm along the length of the element. The combination of
the wiper arm force and the flexibility of the superstructure makes the element conform to and maintain proper
contact with the glass, even as the blade is moved over the varied curvature found across the glass surface.
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The wiper element flexor provides the claws of the blade superstructure with a rigid, yet flexible component on
the element which can be gripped. The rubber element is designed to be stiff enough to maintain an even
cleaning edge as it is drawn across the glass, but resilient enough to conform to the glass surface and flip from
one cleaning edge to the other each time the wiper blade changes directions.
STANDARD PROCEDURE
REAR WIPER ELEMENT REPLACEMENT
Fig. 15: Rear Wiper Element Replacement
1. Remove the rear wiper blade (3) from the wiper arm. See Electrical/Wipers/Washers/BLADE, Wiper
Removal.
2. Grasp one of the wiper blade links (4) firmly with one hand, and grasp the wiper element (1) and flexors
(2) midway between the two links with the other hand.
3. Pull the element and flexor away from the blade far enough to disengage them from the end pair of claws
(5) of one link.
4. Slide the element and flexor toward the loose end to disengage them from the remaining sets of claws.
5. Reverse this process to install a new element and flexors into the wiper blade.
6. Reinstall the wiper blade onto the wiper arm. See Electrical/Wipers/Washers/BLADE, Wiper
Installation.
REMOVAL
FRONT
CAUTION: Do not allow the wiper arm to spring back against the glass without the wiper
blade in place or the glass may be damaged.
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Fig. 16: Wiper Blade
NOTE: The notched end of the wiper element flexor should always be oriented towards
the end of the wiper blade that is nearest to the wiper pivot.
1. Lift the wiper arm (2) to raise the wiper blade and element (6) off of the glass, until the wiper arm hinge
is in its overcenter position.
2. To remove the blade from the arm, depress the latch release tab (4) on the pivot block (3) under the tip of
the arm and slide the blade away from the tip towards the pivot end of the arm far enough to disengage
the pivot block from the hook formation (5) on the end of the arm.
3. Extract the hook formation on the tip of the wiper arm through the opening in the wiper blade
superstructure (1) just ahead of the pivot block.
4. Gently lower the tip of the wiper arm onto the glass.
REAR
Fig. 17: Rear Wiper Blade
1. Lift the wiper arm (2) to raise the wiper blade and element (1) off of the glass.
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2. To remove the blade from the arm, swing the end of the wiper blade nearest to the wiper motor away
from the wiper arm to its travel limit.
3. Now press the end of the wiper blade nearest to the wiper motor away from the wiper arm against its stop
far enough to unsnap the wiper blade pivot pin from the latch features on the underside of the wiper arm.
4. Gently lower the tip of the wiper arm onto the glass.
INSTALLATION
FRONT
Fig. 18: Wiper Blade
NOTE: The notched end of the wiper element flexor should always be oriented towards
the end of the wiper blade that is nearest to the wiper pivot.
1. Lift the wiper arm (2) off of the windshield glass, until the wiper arm hinge is in its overcenter position.
2. Position the wiper blade near the hook formation (5) on the tip of the arm with the notched end of the
wiper element flexor oriented towards the end of the wiper arm that is nearest to the wiper pivot.
3. Insert the hook formation on the tip of the arm through the opening in the blade superstructure (1) ahead
of the pivot block (3) far enough to engage the pivot block into the hook.
4. Slide the pivot block up into the hook formation on the tip of the wiper arm until the latch release tab (4)
snaps into its locked position. Latch engagement will be accompanied by an audible click.
5. Gently lower the wiper blade and element (6) onto the glass.
REAR
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Fig. 19: Rear Wiper Blade
1. Lift the wiper arm (2) off of the lift glass.
2. Position the wiper blade (1) under the tip of the wiper arm, aligning the pivot pin near the center of the
blade superstructure with the latch features on the underside of the tip of the arm.
3. Squeeze the arm and blade together until the blade pivot pin snaps into the latch features of the arm.
4. Gently lower the wiper blade and element onto the glass.
CHECK VALVE, WASHER
DESCRIPTION
FRONT
Fig. 20: Check Valve
The front check valve (2) is standard equipment on this vehicle, and is located in the engine compartment in the
washer supply hose on the underside of the hood panel just outboard of the front washer nozzle. The check
valve consists of a molded plastic valve body with a raised arrowhead (4) molded into its center section
indicating the direction of the flow through the valve. A barbed hose nipple (1 and 3) is formed on each side of
the raised center section of the valve body. Within the check valve body, a small diaphragm is held against the
lip of an integral sump well by a small plastic piston and a coiled spring.
The front check valve cannot be adjusted or repaired and, if ineffective or damaged, it must be replaced.
REAR
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Fig. 21: Locating Rear Check Valve, Disconnect Plate & Rear Washer Hose
The rear check valve (2) is located in the hardtop disconnect plate (1) located in the left inner Dpillar (3) of the
removable hardtop. The disconnect plate provides a washer plumbing interconnect between the rear washer
hose (4) contained within the body wire harness and the hardtop washer hose connected to the rear wiper motor.
The disconnect plate also provides an electrical interconnect between the body wire harness and the hardtop
wiring connected to the rear wiper motor.
The check valve consists of a molded white plastic valve body with a raised center flange and two raised wedge
locks that secure the unit in the disconnect plate. A barbed outlet hose nipple is formed on the side of the valve
body oriented toward the rear washer nozzle, and a straight inlet hose nipple is formed on the side of the valve
body oriented toward the washer pump. Within the check valve body, a small check ball is held against an
integral valve seat by a small coiled spring.
The rear check valve cannot be adjusted or repaired and, if ineffective or damaged, it must be replaced.
OPERATION
FRONT
Fig. 22: Cutaway View Of Washer System Check Valve
The front check valve provides more than one function in this application. It prevents washer fluid from
draining out of the front washer supply hoses back to the washer reservoir. This drainback would result in a
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lengthy delay from when the front washer switch is actuated until washer fluid was dispensed through the front
washer nozzle, because the washer pump would have to refill the front washer plumbing from the reservoir to
the nozzle. Such a drainback condition could also result in water, dirt, or other outside contaminants being
siphoned into the washer system through the washer nozzle orifice. This water could subsequently freeze and
plug the nozzle, while other contaminants could interfere with proper nozzle operation and cause improper
nozzle spray patterns. In addition, the front check valve prevents washer fluid from siphoning out through the
front washer nozzle after the front washer system is turned OFF.
When the washer pump pressurizes and pumps washer fluid from the reservoir through the front washer
plumbing (5), the fluid pressure unseats a diaphragm (3) from over a sump well within the valve by overriding
the pressure applied to it by a piston (2) and coiled spring (1). With the diaphragm unseated, washer fluid is
allowed to flow toward the front washer nozzle (4). When the washer pump stops operating, the spring pressure
on the piston seats the diaphragm over the sump well in the valve and fluid flow in either direction within the
front washer plumbing is prevented.
REAR
The rear check valve provides more than one function in this application. It prevents washer fluid from draining
out of the rear washer supply hoses back to the washer reservoir. This drainback would result in a lengthy
delay from when the rear washer switch is actuated until washer fluid was dispensed through the rear washer
nozzle, because the washer pump would have to refill the rear washer plumbing from the reservoir to the
nozzle. Such a drainback condition could also result in water, dirt, or other outside contaminants being
siphoned into the washer system through the washer nozzle orifice. This water could subsequently freeze and
plug the nozzle, while other contaminants could interfere with proper nozzle operation and cause improper
nozzle spray patterns. In addition, the rear check valve prevents washer fluid from siphoning out through the
rear washer nozzle after the rear washer system is turned OFF.
When the washer pump pressurizes and pumps washer fluid from the reservoir through the rear washer
plumbing, the fluid pressure unseats a check ball from a seat within the valve by overriding the pressure applied
to the ball within the valve by a small coiled spring. With the check ball unseated, washer fluid is allowed to
flow toward the rear washer nozzle. When the washer pump stops operating, the spring pressure on the check
ball seats the ball in the valve and fluid flow in either direction within the rear washer plumbing is prevented.
REMOVAL
FRONT
Fig. 23: Front Check Valve
1. Unlatch, open and support the hood.
2. Locate the front check valve (4) in the washer supply hose (3) for the front washer nozzle. The check
valve is installed in the washer supply hose just outboard from the front washer nozzle (2) near the rear
hood panel reinforcement (1).
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3. Disconnect the washer supply hose for the front washer nozzle from the barbed outlet nipple on the front
washer system check valve. A small quantity of washer fluid may drain from the disconnected hose.
4. Disconnect the washer supply hose for the reservoir from the barbed inlet nipple of the front check valve.
Either install a temporary plug in the washer supply hose for the reservoir or secure the loose end of this
hose at a point higher than the washer reservoir to prevent the contents of the washer reservoir from
draining through this hose.
5. Remove the front check valve from the engine compartment.
REAR
2. Unlatch and disconnect the body wire harness connector from the hardtop disconnect plate (1) connector
receptacle located above the rear washer check valve (2) on the inner Dpillar (3) of the hardtop.
3. Disconnect the rear washer supply hose (4) from the straight inlet nipple of the rear check valve. A small
quantity of washer fluid may drain from the disconnected hose.
4. Use a small screwdriver or a pocket knife to gently pry the latch features within each side of the
disconnect plate pocket while pulling the plate away from the Dpillar.
5. Pull the hardtop disconnect plate away from the Dpillar far enough to access and disconnect the hardtop
washer hose from the barbed outlet nipple on the back of the check valve. A small quantity of washer
fluid may drain from the disconnected hose.
6. From the face of the disconnect plate, firmly grasp the straight nipple of the check valve and rotate it
7. Pull the check valve straight out of the keyed opening in the disconnect plate.
INSTALLATION
FRONT
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Fig. 25: Check Valve
1. Position the front check valve (2) in the engine compartment.
2. With the directional arrow (4) on the check valve pointed in the direction of the system flow, reconnect
the washer supply hose from the reservoir to the barbed inlet nipple (1) of the front check valve.
3. Reconnect the washer supply hose from the front washer nozzle to the barbed outlet nipple (3) of the
front check valve.
4. Check that the washer supply hoses are properly routed and are not pinched.
REAR
1. Grasp the rear check valve by the straight nipple (2).
2. Align the check valve with the keyed opening within the pocket of the hardtop disconnect plate (1).
3. Insert the check valve into the disconnect plate until the flange is firmly seated.
4. Rotate the check valve about 30 degrees to lock it into place.
5. Reconnect the hardtop washer hose from the rear washer nozzle to the barbed outlet nipple on the back of
the check valve.
6. Align the disconnect plate with the mounting hole in the inner Dpillar (3) of the hardtop and press it
firmly and evenly until it snaps back into place.
7. Reconnect the washer supply hose (4) from the body wire harness to the straight inlet nipple of the check
valve.
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8. Reconnect and latch the body wire harness connector to the disconnect plate connector receptacle located
above the check valve.
HOSES AND TUBES, WASHER
DESCRIPTION
FRONT
Fig. 27: Identifying Front Washer Plumbing
The front washer plumbing (7) consists of a small diameter rubber hose that is routed along with the rear
washer plumbing (3) (if the vehicle is so equipped) from the washer reservoir (5) located at the left front corner
of the engine compartment. Both hoses are attached to their respective front or rear outlet nipple of the washer
pump/motor unit near the bottom of the reservoir. The hoses are then routed through molded clips integral to
the underside of the molded plastic component tray to the dash panel (6) within the engine compartment. From
the dash panel, the two washer hoses are routed separately.
The front hose is routed up to the hood panel (2) inner rear reinforcement, then across the rear of the hood to
the front washer nozzle (1). If the vehicle is equipped with the rear wiper and washer system, the rear hose is
routed through a rubber grommet and a hole near the top of the dash panel into the passenger compartment. If
the vehicle does not have the rear wiper and washer system, the clearance hole in the dash panel is sealed with a
rubber plug (4). The front hose is secured to the hood inner reinforcement by plastic pushin type retainers, then
is routed through a clearance hole in the hood silencer on the underside of the inner hood panel. A plastic in
line fitting, a molded rubber elbow and the front washer system check valve complete the front washer
plumbing.
Washer hose is available for service only as roll stock, which must then be cut to length. The molded plastic or
rubber washer hose fittings cannot be repaired. If these fittings are ineffective or damaged, they must be
replaced.
REAR
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Fig. 28: Identifying Rear Washer Plumbing
The rear washer plumbing consists of a small diameter rubber hose that is routed along with the front washer
plumbing from the washer reservoir located at the left front corner of the engine compartment. Both hoses are
attached to their respective front or rear outlet nipple of the washer pump/motor unit near the bottom of the
reservoir. The hoses are then routed through molded clips integral to the underside of the molded plastic
component tray to the dash panel (6) within the engine compartment. From the dash panel, the two washer
hoses are routed separately.
A rear washer jumper hose (2) is connected to the rear washer hose in the engine compartment by a molded
plastic inline fitting with barbed nipples and is then routed through a clearance hole with a rubber grommet in
the upper left corner of the dash panel into the passenger compartment. The jumper hose is routed down the
cowl side inner panel where it is secured by plastic pushin type retainers to the left sill. It follows the sill back
to the front seat crossmember, where it is connected by another plastic inline fitting to the rear washer hose
contained within the body wire harness (3).
The rear washer hose exits the body wire harness at the left Dpillar below the belt line, where the hose and a
take out of the body wire harness are connected to a nipple and check valve integral to the hardtop disconnect
plate. A hardtop hose is then routed up through the roof Dpillar and across the rear lift glass opening header to
a barbed fitting on the rear wiper motor on the upper left inner corner of the lift glass.
Washer hose is available for service only as roll stock, which must then be cut to length. The headliner washer
hose is integral to the headliner and, if ineffective or damaged, the headliner unit must be replaced. The molded
plastic washer hose fittings and routing clips cannot be repaired. If these fittings or clips are ineffective or
damaged, they must be replaced.
OPERATION
FRONT
Washer fluid in the washer reservoir is pressurized and fed by the washer pump/motor unit through the front
washer system plumbing and fittings to the front washer nozzle. Whenever routing the washer hose or a wire
harness containing a washer hose, it must be routed away from hot, sharp, or moving parts; and, sharp bends
that might pinch the hose must be avoided.
REAR
Washer fluid in the washer reservoir is pressurized and fed by the washer pump/motor unit through the rear
washer system plumbing and fittings to the rear washer nozzle integral to the rear wiper motor located on the
upper left corner of the rear lift glass. Whenever routing the washer hose or a wire harness containing a washer
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hose, it must be routed away from hot, sharp, or moving parts; and, any sharp bends that might pinch the hose
must be avoided.
LINKAGE, WIPER ARM
DESCRIPTION
DESCRIPTION
Fig. 29: Front Wiper Module Bracket, Crank Arm, Linkage, Motor And Pivots
The front wiper module is secured within the cowl plenum panel beneath the cowl plenum cover/grille panel.
The ends of the wiper pivot shafts protrude through dedicated openings in the cowl plenum cover/grille panel to
drive the wiper arms and blades and are the only visible components of the front wiper module.
The front wiper module consists of the following major components:
Bracket The front wiper module bracket (3) consists of a long tubular steel main member that has a
stamped pivot bracket formation near each end where the two wiper pivots are secured, and a stamped
motor mounting plate near the center. The front wiper module bracket is secured within the cowl plenum
by two screws through a rubber insulator (1) in each pivot bracket. A knoblike rubber insulator (8) on a
locator stud integral to the bottom of the motor mounting plate is engaged in a slot in the forward wall of
the cowl plenum.
Crank Arm The front wiper motor crank arm (6) is a stamped steel unit with a hole on the driven end
that is secured to the wiper motor output shaft with a nut. A ball stud secured to the drive end of the crank
arm engages the bushings of the two drive links.
Linkage Two stamped steel drive links (5) connect the wiper motor crank arm to the two wiper pivot
lever arms. The passenger side link has a plastic sockettype bushing on each end, while the driver side
link has a sockettype bushing on the pivot end and a sleevetype bushing on the crank arm end. The
bushing on the pivot end of each link is snapfit over a ball stud on the pivot lever arm. The sleevetype
bushing on the driver side link is snap fit over the inner ball formation of a double ball stud on the crank
arm, then the sockettype bushing of the passenger side drive link is snapped over the outer ball
formation.
Motor The front wiper motor (9) is secured to the motor mounting plate of the wiper module bracket by
the motor transmission housing with three screws. The twospeed permanent magnet wiper motor
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features an integral transmission, an internal park switch, and an internal automatic resetting circuit
breaker.
Pivots The two front wiper pivots (4) are secured to the ends of the wiper module bracket. The lever
arms that extend from the bottom of the pivot shafts each have a ball stud that engages a drive link
bushing. A shield on the top of each pivot has a lug (2) that engages a pocket on the underside of the
wiper arm pivot end to maintain proper wiper blade alignment. The upper end of each pivot shaft where
the wiper arms will be fastened is tapered and serrated with a threaded stud formation at the tip.
The front wiper module cannot be adjusted or repaired. If any component of the module is ineffective or
damaged, the entire front wiper module unit must be replaced.
OPERATION
OPERATION
The front wiper module operation is controlled by the battery current inputs received by the wiper motor
through the Totally Integrated Power Module (TIPM). The wiper motor speed is controlled by current flow to
either the low speed or the high speed set of brushes. The park switch is a single pole, single throw, momentary
switch within the wiper motor that is mechanically actuated by the wiper motor transmission components. The
park switch alternately closes the wiper park switch sense circuit to ground or to battery current, depending
upon the position of the wipers on the glass. This feature allows the motor to complete its current wipe cycle
after the wiper system has been turned OFF, and to park the wiper blades in the lowest portion of the wipe
pattern. The automatic resetting circuit breaker protects the motor from overloads.
The wiper motor crank arm, the two wiper linkage members and the two wiper pivots mechanically convert the
rotary output of the wiper motor to the back and forth wiping motion of the wiper arms and blades on the glass.
The hard wired inputs and outputs of the front wiper motor may be diagnosed using conventional diagnostic
conventional diagnostic methods will not prove conclusive in the diagnosis of the front wiper motor or the
front wiper and washer system. The most reliable, efficient, and accurate means to diagnose the front wiper
motor or the electronic controls and communication related to front wiper motor operation requires the use of a
REMOVAL
REMOVAL
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Fig. 30: Front Wiper Module
2. Remove both front wiper arms from the wiper pivots. See Electrical/Wipers/Washers/ARM, Wiper
Removal.
3. Remove the cowl plenum cover/grille panel from over the front wiper module. Refer to
Body/Exterior/COVER, Cowl Panel Removal .
4. Disconnect the wire harness connector (5) from the connector receptacle for the front wiper motor (3).
5. Remove the two screws (2) that secure the ends of the front wiper module (4) bracket to the cowl plenum.
6. Pull the front wiper module upward to disengage the knoblike rubber isolator from the slot in the
forward wall of the cowl plenum.
7. Remove the front wiper module from the cowl plenum as a unit.
INSTALLATION
INSTALLATION
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Fig. 31: Front Wiper Module
1. Position the front wiper module (4) into the cowl plenum as a unit.
2. Position the knoblike rubber isolator to the slot in the forward wall of the cowl plenum.
3. Install and tighten the two screws (2) that secure the ends of the front wiper module bracket to the cowl
plenum. Tighten the screws 9.5 N.m (85 in. lbs.).
4. Reconnect the wire harness connector (5) to the connector receptacle for the front wiper motor (3).
5. Reinstall the cowl plenum cover/grille panel over the front wiper module. Refer to
Body/Exterior/COVER, Cowl Panel Installation .
NOTE: Be certain to turn the ignition switch to the ON position, then turn the front
wiper switch ON and OFF again to cycle the wiper motor and linkage to
their natural park position before reinstalling the front wiper arms onto the
wiper pivots.
6. Reinstall both front wiper arms onto the wiper pivots. See Electrical/Wipers/Washers/ARM, Wiper
Installation.
MOTOR, WIPER, REAR
DESCRIPTION
DESCRIPTION
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Fig. 32: Identifying Rear Wiper Motor Components
The rear wiper motor is concealed behind a molded plastic trim cover on the inside of the lift glass near the left
liftglass hinge at the top of the glass. A large blackout area of the lift glass conceals the unit from the exterior of
the vehicle. The end of the motor output shaft that protrudes through and is sealed to a clearance hole in the lift
glass to drive the rear wiper arm and blade is the only visible component of the rear wiper motor. Rubber inner
and outer seals, plastic inner and outer spacers and a large nut secure and seal the motor output shaft housing to
the lift glass. A motor pigtail harness connector (2) is secured to the outboard upper corner of the motor
bracket, and connects the rear wiper motor to the vehicle electrical system through a dedicated take out and
connector of the hard top wire harness. The rear wiper motor consists of the following major components:
Bracket (5) The rear wiper motor bracket consists of a stamped steel mounting plate that is secured
with screws to the wiper motor and transmission. A rubber insulator in a tab on the upper outboard corner
of the bracket is secured by a nut and washer (3) to a stud that also secures the lower end of the left lift
glass hinge to the glass. Another tab with a rubber insulator and a threaded metal insert on the inboard
lower corner of the bracket is secured by a special threaded fastener (6) to the outside surface of the lift
glass.
Motor (4) The singlespeed permanent magnet rear wiper motor is secured with screws to the rear
wiper motor bracket. The wiper motor includes an integral transmission, a motor output shaft, an
automatic resetting circuit breaker and the rear wiper motor park switch. Washer fluid is fed through a
nipple (1) on the transmission housing through the output shaft to the rear washer nozzle on the end of
the output shaft.
The rear wiper motor cannot be adjusted or repaired. If any component of the motor is faulty or damaged, the
entire rear wiper motor unit must be replaced. The motor output shaft housing rubber seals, spacers, nut and nut
cover are available for individual service replacement.
OPERATION
OPERATION
The rear wiper motor operation is controlled by the Totally Integrated Power Module (TIPM), which uses
intelligent, high current, selfprotected high side switches to control rear wiper system operation for energizing
or deenergizing the rear wiper motor. The TIPM uses internal programming and electronic messages received
over the Controller Area Network (CAN) data bus from the ElectroMechanical Instrument Cluster (EMIC)
(also known as the Cab Compartment Node/CCN) to provide the appropriate rear wiper and washer system
operating modes. The EMIC uses electronic messages received from the Steering Control Module (SCM) over
a Local Interconnect Network (LIN) data bus to determine when to send electronic rear wiper system requests
to the TIPM.
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The rear wiper motor park switch is a single pole, single throw, momentary switch within the wiper motor that
is mechanically actuated by the wiper motor transmission components. The park switch alternately closes and
opens a path to ground for the rear wiper motor electronic control logic circuitry of the TIPM, depending upon
the position of the rear wiper blade on the liftgate glass. This input allows the electronic logic circuits of the
TIPM to control all of the electronic features of rear wiper motor operation and to keep the motor energized
long enough to complete its current wipe cycle and park the wiper blade after the wiper system or the ignition
switch has been turned OFF.
The rear wiper motor is grounded at all times through a take out in the body wire harness that is secured to a
ground location in the passenger compartment. The automatic resetting circuit breaker protects the motor from
overloads. The rear wiper motor transmission converts the rotary output of the wiper motor to the back and
forth wiping motion of the rear wiper arm and blade on the liftgate glass.
The hard wired inputs and outputs of the rear wiper motor may be diagnosed using conventional diagnostic
conventional diagnostic methods will not prove conclusive in the diagnosis of the rear wiper motor or the
electronic controls or communication between other modules and devices that provide some features of the rear
wiper and washer system. The most reliable, efficient, and accurate means to diagnose the rear wiper motor or
the electronic controls and communication related to rear wiper motor operation requires the use of a diagnostic
scan tool. Refer to the appropriate diagnostic information.
REMOVAL
REMOVAL
Fig. 33: View Of Rear Wiper Motor Output Shaft, Spacer, Seal And Nut
2. Remove the rear wiper arm from the rear wiper motor output shaft (1). See
Electrical/Wipers/Washers/ARM, Wiper Removal.
3. Remove the plastic nut cover (5) from the output shaft.
4. Remove the nut (4) that secures the output shaft to the lift glass.
5. Remove the plastic spacer (3) and the rubber seal (2) from the output shaft.
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Fig. 34: Rear Wiper Motor Bracket
6. Open the swing gate and raise the lift glass (2).
7. Grasp the edges of the rear wiper motor cover (4) and pull it firmly downward to disengage the three
snap clip retainers that secure it to the rear wiper motor bracket (3).
Fig. 35: Rear Wiper Motor
8. Disconnect the hardtop washer hose (6) from the rear washer nozzle nipple (5) on the rear wiper motor
(3) transmission housing.
9. Disconnect the hardtop wire harness connector (7) from the rear wiper motor pigtail wire harness
connector.
NOTE: The special fastener does not have a lefthand thread, but because it is
being driven from the threaded end of the fastener rather than from the
head, it must be rotated clockwise to loosen and counterclockwise to
tighten.
10. While supporting the rear wiper motor with one hand, remove the special fastener (4) that secures the
motor mounting bracket to the outside of the lift glass (1).
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11. While still supporting the rear wiper motor, remove the nut (2) that secures the motor mounting bracket
to the left lift glass hinge lower stud.
12. Remove the motor and bracket unit from the inside of the lift glass.
INSTALLATION
INSTALLATION
Fig. 36: Rear Wiper Motor
1. Position the rear wiper motor and bracket unit (3) to the inside of the lift glass (1). Be certain that the
plastic inner spacer and rubber seal on the output shaft housing are in place between the output shaft
housing and the clearance hole in the lift glass.
2. While supporting the rear wiper motor with one hand, install and tighten the nut (2) that secures the
motor mounting bracket to the left lift glass hinge lower stud. Tighten the nut to 6 N.m (53 in. lbs.).
NOTE: The special fastener does not have a lefthand thread, but because it is
being driven from the threaded end of the fastener rather than from the
head, it must be rotated clockwise to loosen and counterclockwise to
tighten.
3. While still supporting the wiper motor with one hand, install and tighten the special fastener (4) that
secures the motor mounting bracket to the outside of the lift glass. Tighten the special fastener to 4 N.m
(35 in. lbs.).
4. Reconnect the hardtop wire harness connector (7) to the rear wiper motor pigtail wire harness connector.
5. Reconnect the hardtop washer hose (6) to the rear washer nozzle nipple (5) on the rear wiper motor
transmission housing.
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Fig. 37: Rear Wiper Motor Bracket
6. Insert the guide pins on the rear surface of the rear wiper motor cover (4) into the round clearance holes
in the rear wiper motor bracket (3).
7. Using hand pressure, press the cover against wiper motor bracket until the three snap clip retainers that
secure it snap into place.
8. Lower the lift glass (2) and close the swing gate.
Fig. 38: View Of Rear Wiper Motor Output Shaft, Spacer, Seal And Nut
9. Install the rubber seal (2) and the plastic spacer (3) over the rear wiper motor output shaft (1).
10. Install and tighten the nut (4) that secures the output shaft to the lift glass. Tighten the nut to 4 N.m (35
in. lbs.).
11. Install the plastic nut cover (5) over the output shaft.
12. Reinstall the rear wiper arm onto the output shaft. See Electrical/Wipers/Washers/ARM, Wiper
Installation.
NOZZLE, WASHER
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DESCRIPTION
FRONT
Fig. 39: Front Washer Nozzle
The fluidic front washer nozzle (1) is constructed of molded plastic and has in integral latch feature (2) that
secures it in a dedicated mounting hole located at the center, rear edge of the hood panel near the windshield.
The domed upper surface of the washer nozzle is visible on the outside of the hood panel, and the nozzle orifice
(4) is oriented towards the windshield glass.
The washer plumbing fitting (3) for the washer nozzle extends below the hood panel and is accessible from the
engine compartment.
The front washer nozzle cannot be adjusted or repaired and, if ineffective or damaged, it must be replaced.
REAR
Fig. 40: Identifying Rear Washer Nozzle Components
The fluidic rear washer nozzle (2) is constructed of molded plastic with an integral metal orifice insert (3). The
rear washer nozzle is integral to the rear wiper motor output shaft and is visible through a cutout in the rear
wiper arm nut cover (1) on the upper left corner of the outer rear lift glass. The nozzle orifice is oriented toward
the lower path of the rear wiper blade on the lift glass and moves in concert with the rear wiper motor output
shaft and the rear wiper arm.
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Fig. 41: Identifying Rear Washer Fluid Reservoir
The rear washer nozzle receives washer fluid through the rear wiper motor output shaft. Washer fluid is
supplied to the rear wiper motor through the hardtop washer hose (3) which is connected to a molded plastic
barbed fitting (2) on the motor transmission housing (1) on the upper left corner of the inner rear lift glass. The
washer supply hose and rear wiper motor are concealed on the inside of the lift glass by a molded plastic trim
cover.
The rear washer nozzle cannot be adjusted or repaired and, if ineffective or damaged, the rear wiper motor unit
must be replaced.
OPERATION
FRONT
The front washer nozzle is designed to dispense washer fluid into the wiper pattern area on the outside of the
windshield glass. Pressurized washer fluid is fed to the nozzle from the washer reservoir by the washer
pump/motor unit through a single hose, which is attached to a barbed nipple on the washer nozzle below the
inner hood panel. A fluidic matrix within the washer nozzle causes the pressurized washer fluid to be emitted
from the nozzle orifice as a fanlike stream to more effectively cover a larger area of the glass to be cleaned.
REAR
The rear washer nozzle is designed to dispense washer fluid into the wiper pattern area on the outside of the lift
glass. Pressurized washer fluid is fed to the nozzle from the washer reservoir by the washer pump/motor
through a single hose, which is attached to a barbed nipple on the back of the rear wiper motor transmission
housing cover. A fluidic matrix within the nozzle causes the pressurized washer fluid to be emitted from the
nozzle orifice as an oscillating stream which, when combined with the wet armlike movement of the nozzle
with the rear wiper motor output shaft, more effectively covers a larger area of the glass to be cleaned.
REMOVAL
FRONT
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1. Unlatch, open and support the hood (1).
2. From the underside of the hood near the rear edge, disconnect the hose connection (2) from the barbed
nipple of the front washer nozzle (3).
3. From the underside of the hood, depress the integral latch feature of the front washer nozzle and push the
nozzle out through the mounting hole toward the top side of the hood.
4. Remove the nozzle from the top of the hood panel.
INSTALLATION
FRONT
1. Position the front washer nozzle (3) to the mounting hole on the outside of the hood panel (1).
2. Align the antirotation tab of the nozzle with the antirotation notch in the mounting hole.
3. Using hand pressure, push firmly and evenly on the top of the nozzle until the integral latch feature locks
into place on the underside of the hood panel.
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4. From the underside of the hood, reconnect the washer hose connector (2) to the barbed nipple of the
nozzle.
PUMP, WINDSHIELD WASHER
DESCRIPTION
DESCRIPTION
Fig. 44: Identifying Washer Pump/Motor
There are two washer pump/motor units available on this vehicle: a single unit (1) for vehicles with only the
front wiper and washer system, and a dual unit (2) for vehicles with both the front and rear wiper and washer
systems. Both washer pump/motor units are located at the top of a sump area of the washer reservoir within the
engine compartment. A small permanently lubricated and sealed reversible electric motor (10) is coupled to the
rotortype washer pump (9). The use of an integral valve body (6) allows the dual washer pump/motor unit to
provide washer fluid to either the front or the rear washer systems, depending upon the direction of the
motor/pump impeller rotation.
An inlet nipple (7) on the pump housing passes through a rubber grommet seal/filter screen installed in a
dedicated mounting hole of the washer reservoir sump. The filter screen prevents most debris from entering the
pump housing. When the pump is installed in the reservoir one barbed outlet nipple (8) on the pump valve body
housing connects the unit to the front washer hose, while the second nipple (5) on the dual pump connects the
unit to the rear washer hose.
The washer pump/motor unit is retained on the reservoir by the interference fit between the pump inlet nipple
and the grommet seal, and by a snap post (3) at the top of the pump motor housing that is engaged into a
receptacle on the reservoir which is a light snap fit. An integral connector receptacle (4) on the top of the motor
housing connects the unit to the vehicle electrical system through a dedicated take out and connector of the
engine compartment wire harness.
The washer pump/motor unit cannot be repaired. If ineffective or damaged, the entire washer pump/motor unit
must be replaced.
OPERATION
OPERATION
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Fig. 45: Washer Pump/Motor Operation
The dual washer pump/motor unit features a reversible electric motor. The direction of the motor is controlled
by hard wired outputs from the Totally Integrated Power Module (TIPM). When battery current and ground are
applied to the two pump motor terminals, the motor rotates in one direction. When the polarity of these
connections is reversed, the motor rotates in the opposite direction. When either the single or the dual pump
motor is energized, the rotortype pump pressurizes the washer fluid and forces it through one of the pump
outlet nipples, and into the front or rear washer plumbing.
The TIPM controls the hard wired outputs to the pump motor based upon electronic washer request messages
received over the Controller Area Network (CAN) data bus from the ElectroMechanical Instrument Cluster
(EMIC) (also known as the Cab Compartment Node/CCN). The EMIC receives electronic washer switch
status messages over a Local Interface Network (LIN) bus connection from the Steering Control Module
(SCM) within the left (lighting) multifunction switch housing. The SCM monitors hard wired analog and
multiplex inputs from the washer switch circuitry contained within the right (wiper) multifunction switch to
determine the proper electronic messages to send.
Washer fluid is drawn through the pump inlet nipple from the washer reservoir to the inlet port of the washer
pump housing. An integral valve body is located in a housing on the outlet port side (2) of the dual pump
housing. A diaphragm (4) in this valve body controls which washer system plumbing receives the washer fluid
being pressurized by the pump.
When the dual pump impeller (1) rotates in the counterclockwise direction (viewed from the bottom), the
biased diaphragm is sealing off the rear washer system outlet and nipple so the pressurized washer fluid is
pushed out through the pump front outlet port and the front washer outlet nipple (5). When the pump impeller
rotates in the clockwise direction (viewed from the bottom), pressurized washer fluid is pushed out through the
pump rear outlet port and moves the diaphragm to open the rear washer outlet nipple and seal off the front
washer outlet nipple, then the pressurized washer fluid is pushed out through the rear washer outlet nipple (3).
The washer pump/motor unit and the hard wired motor control circuits from the TIPM may be diagnosed using
article(s). However, conventional diagnostic methods will not prove conclusive in the diagnosis of the washer
pump/motor unit or the electronic controls or communication between other modules and devices that provide
some features of the front and rear wiper and washer system. The most reliable, efficient, and accurate means to
diagnose the washer pump/motor unit or the electronic controls and communication related to washer
pump/motor unit operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic
information.
REMOVAL
DIESEL ENGINE
NOTE: Both the single and dual washer pump/motor unit can be removed from the
washer reservoir without removing the reservoir from the vehicle using the
following procedure.
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Fig. 46: Washer Reservoir, Pump/Motor Unit and Hoses
2. Siphon the washer fluid from the washer reservoir (1) on the left side of the radiator shroud into a clean
container for reuse.
3. Disconnect the engine compartment wire harness connector from the washer pump/motor unit (6)
connector receptacle (2) on the top of the motor housing.
4. Disconnect the front washer hose (5) from the washer pump/motor unit outlet nipple.
5. Disconnect the rear washer hose (4) from the washer pump/motor unit outlet nipple, if the vehicle is so
equipped.
6. Pull the top of the washer pump/motor unit away from the reservoir far enough to disengage the snap
post (3) on the top of the motor housing from the receptacle in the reservoir.
7. Pull the washer pump/motor unit straight up and out of the washer reservoir far enough to disengage the
inlet nipple from the rubber grommet seal/filter screen in the reservoir. Care must be taken not to damage
the reservoir.
8. Remove the rubber grommet seal/filter screen for the washer pump from the pump mounting hole in the
washer reservoir and discard.
GASOLINE ENGINE
NOTE: Both the single and dual washer pump/motor unit can be removed from the
washer reservoir without removing the reservoir and component tray unit from
the vehicle using the following procedure.
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Fig. 47: Identifying Washer Pump/Motor Components (Gasoline Engine)
2. Siphon the washer fluid from the washer reservoir (6) on the forward end of the component tray (3) on
the left side of the engine compartment into a clean container for reuse.
3. Reach into the well of the component tray directly behind the washer reservoir to access and disconnect
the engine compartment wire harness connector from the washer pump/motor unit (1) connector
receptacle (2) on the top of the motor housing.
4. Disconnect the front washer hose (4) from the washer pump/motor unit outlet nipple.
5. Disconnect the rear washer hose (7) from the washer pump/motor unit outlet nipple, if the vehicle is so
equipped.
6. Pull the top of the washer pump/motor unit away from the reservoir far enough to disengage the snap
post (5) on the top of the motor housing from the receptacle in the reservoir.
7. Pull the washer pump/motor unit straight up and out of the washer reservoir far enough to disengage the
inlet nipple from the rubber grommet seal/filter screen in the reservoir. Care must be taken not to damage
the reservoir.
8. Remove the rubber grommet seal/filter screen for the washer pump from the pump mounting hole in the
washer reservoir and discard.
INSTALLATION
DIESEL ENGINE
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Fig. 48: Washer Reservoir, Pump/Motor Unit and Hoses
1. Install a new rubber grommet seal/filter screen unit into the washer pump mounting hole in the washer
reservoir (1). Always use a new rubber grommet seal/filter screen on the reservoir.
2. Position the inlet nipple of the washer pump (6) to the rubber grommet seal/filter screen in the washer
reservoir.
3. Using hand pressure, press firmly and evenly downward on the washer pump/motor unit until the inlet
nipple is fully seated in the rubber grommet seal/filter screen in the pump mounting hole of the reservoir.
4. Press the top of the washer pump/motor unit toward the reservoir far enough to engage the snap post (3)
on the top of the motor housing into the receptacle in the reservoir.
5. If the vehicle is so equipped, reconnect the rear washer hose (4) to the barbed pump outlet nipple.
6. Reconnect the front washer hose (5) to the barbed pump outlet nipple.
7. Reconnect the engine compartment wire harness connector for the washer pump/motor unit to the
9. Refill the washer reservoir with the washer fluid siphoned from the reservoir during the removal
procedure.
GASOLINE ENGINE
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Fig. 49: Identifying Washer Pump/Motor Components (Gasoline Engine)
1. Reach into the well of the component tray (3) directly behind the washer reservoir to access and Install a
new rubber grommet seal/filter screen unit into the washer pump mounting hole in the washer reservoir
(6). Always use a new rubber grommet seal/filter screen on the reservoir.
2. Position the inlet nipple of the washer pump (1) to the rubber grommet seal/filter screen in the washer
reservoir.
3. Using hand pressure, press firmly and evenly downward on the washer pump/motor unit until the inlet
nipple is fully seated in the rubber grommet seal/filter screen in the pump mounting hole of the reservoir.
4. Press the top of the washer pump/motor unit toward the reservoir far enough to engage the snap post (5)
on the top of the motor housing into the receptacle in the reservoir.
5. If the vehicle is so equipped, reconnect the rear washer hose (7) to the barbed pump outlet nipple.
6. Reconnect the front washer hose (4) to the barbed pump outlet nipple.
7. Reconnect the engine compartment wire harness connector for the washer pump/motor unit to the
9. Refill the washer reservoir with the washer fluid siphoned from the reservoir during the removal
procedure.
RESERVOIR, WINDSHIELD WASHER
DESCRIPTION
DESCRIPTION
Two unique washer reservoirs are used in this vehicle: one is used for gasoline engine applications, while the
other is used for diesel engine applications.
Fig. 50: Windshield Washer Reservoir
The gasoline engine washer fluid reservoir (1) is integral to the molded plastic component tray (4) located in the
left front corner of the engine compartment. The same reservoir is used for vehicles regardless of whether they
have only the front washer system or both the front and rear washer systems. Vehicles with both front and rear
washer systems have a bidirectional washer pump/motor unit (3) installed in the reservoir in place of a single
direction pump. The upper portion of the reservoir is constructed of a translucent plastic, while the lower
portion of the reservoir is constructed of the same opaque plastic as the remainder of the component tray. A
bright yellow plastic filler cap (2) with an International Control and Display Symbol icon for Windshield
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Washer molded into it snaps over the open end of the filler neck. The cap hinges on and is secured to a
moldedin hook formation on the top of the reservoir behind the filler neck.
Fig. 51: Identifying Diesel Engine Washer Fluid Reservoir Components
The diesel engine washer fluid reservoir (1) is also located in the left front corner of the engine compartment,
but is secured to the left side of the radiator fan shroud. As with the gasoline engine version, the same reservoir
is used for vehicles regardless of whether they have only the front washer system or both the front and rear
washer systems. Vehicles with both front and rear washer systems have a bidirectional washer pump/motor
unit (3) installed in the reservoir in place of a single direction pump. This reservoir is molded entirely of
translucent plastic and is secured to the fan shroud through an integral mounting tab at the top (4) with a screw
and a Unut to the top of the shroud, an integral Ttab on the front of the reservoir that engages a slot in the
shroud, and two integral tabs at the bottom that engage two slots in the shroud. This reservoir also has a bright
yellow plastic filler cap (2) with an International Control and Display Symbol icon for Windshield Washer
molded into it snaps over the open end of the filler neck. The cap hinges on and is secured to a moldedin hook
formation on the top of the reservoir behind the filler neck.
There is a dedicated hole in the sump area of each reservoir provided for the washer pump/motor unit. The
component tray has a well just behind the reservoir that allows service access to the washer pump, while the
diesel engine pump is accessed on the lower left side of the reservoir. Both reservoirs include an integral
receptacle to accept the snap post on the top of the washer pump/motor units. The component tray has integral
clips on its lower surface for routing the washer hoses, while the diesel washer hoses are retained by plastic
routing clips to the engine compartment wire harness on the left side of the engine compartment.
Washer reservoirs cannot be repaired and, if ineffective or damaged, they must be replaced. The gasoline engine
reservoir is service only as a unit with the left component tray. The diesel engine washer reservoir, the rubber
grommet seal/filter screens for the washer pump/motor units and the filler caps are each available for individual
service replacement.
OPERATION
OPERATION
The washer fluid reservoir provides a secure, onvehicle storage location for a large reserve of washer fluid for
operation of the front and rear washer systems. The washer reservoir filler cap provides a clearly marked and
readily accessible point from which to add washer fluid to the reservoir. The washer pump/motor unit is located
in a sump area near the base of the reservoir to be certain that washer fluid will be available to the pump as the
fluid level in the reservoir becomes depleted. The washer pump/motor unit is mounted in the lowest position in
the sump.
1090 of 4937
REMOVAL
REMOVAL
Fig. 52: Washer Reservoir
NOTE: The following procedure applies only to the washer reservoir used with an
optional diesel engine. The washer reservoir for vehicles with a gasoline engine
is integral to the molded plastic component tray on the left side of the engine
compartment.
1. Disconnect and isolate the negative battery cable.
2. Siphon the washer fluid from the washer reservoir (3) into a clean container for reuse.
3. Disconnect the engine compartment wire harness connector from the washer pump/motor (5).
NOTE: To aid in reinstallation, note the installed position of the washer hoses
prior to disconnecting them.
4. Disconnect the front and rear washer hoses (6) from the washer pump on the outboard side of the
reservoir.
5. Remove the screw (2) that secures the mounting tab on the top of the reservoir to the Unut (8) in the top
of the radiator fan shroud (1).
6. Pull the washer reservoir upward far enough to disengage the integral Ttab (4) on the front of the
reservoir and the two integral tabs (7) on the bottom of the reservoir from their respective slots in the
shroud.
7. Remove the washer reservoir from the engine compartment.
INSTALLATION
INSTALLATION
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Fig. 53: Washer Reservoir
NOTE: The following procedure applies only to the washer reservoir used with an
optional diesel engine. The washer reservoir for vehicles with a gasoline engine
is integral to the molded plastic component tray on the left side of the engine
compartment.
1. Check to be certain that the Unut (8) is in good condition and properly installed in the top of the radiator
fan shroud (1).
2. Position the washer reservoir (3) into the left front corner of the engine compartment.
3. Align and engage the integral Ttab (4) on the front of the reservoir and the two integral tabs (7) on the
bottom of the reservoir with their respective slots in the shroud.
4. Install and tighten the screw (2) that secures the integral mounting tab on the top of the reservoir to the
Unut on the top of the shroud. Tighten the screw to 9 N.m (79 in. lbs.).
NOTE: Be certain to reconnect the front and rear washer hoses to the proper
outlet nipples from the washer pump. Failure to properly connect the
hoses will cause the front and rear washer systems to operate incorrectly.
5. Reconnect the front and rear washer hoses (6) to the washer pump on the outboard side of the reservoir.
6. Reconnect the engine compartment wire harness connector to the washer pump/motor unit (5).
7. Refill the washer reservoir with the washer fluid drained during removal.
SWITCH, MULTIFUNCTION, RIGHT
DESCRIPTION
DESCRIPTION
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The right (wiper) multifunction switch is located on the right side of the steering column, just below the
steering wheel. This switch is the primary control for the front and rear wiper and washer systems. The only
visible components of the switch are the control stalk (1), control knob (2) and control sleeve (3) that extend
through the steering column shrouds on the right side of the column. The remainder of the switch including its
mounting provisions and electrical connection are concealed beneath the shrouds.
The switch housing and controls (6) are constructed of molded black plastic. Each of the switch controls has
white International Control and Display Symbol graphics applied to it, which clearly identify its many
functions. A single screw (7) through a mounting tab integral to the back of the switch housing, and a slide tab
integral to the bottom of the switch housing secure the switch to the mounting bracket integral to the
clockspring (3). A single connector receptacle containing seven terminal pins is integral to the inboard end of
the switch housing and is connected by a jumper wire harness (5) directly to the Steering Control Module
(SCM), which is internal to the housing (2) of the left multifunction switch (1).
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The right (wiper) multifunction switch provides the vehicle operator with a control interface for the following
wiper and washer system functions:
Continuous Front Wipers The right multifunction switch control knob provides detent switching for
two continuous front wipe modes, low speed or high speed.
Intermittent Front Wipers The right multifunction switch control knob provides detent switching for
the intermittent front wipe mode with five minor detent delay interval positions.
Front Wiper Mist Mode The right multifunction switch control stalk includes momentary switching
of the front wiper motor low speed circuit to provide a mist mode features (sometimes referred to as pulse
wipe), which allows the vehicle operator to momentarily operate the front wipers for one or more
complete cycles.
Front Washer Mode The right multifunction switch control stalk provides momentary switching for
control of the front washer system operation.
Intermittent Rear Wipe Mode The right multifunction switch control sleeve provides detent
switching for a single fixed interval intermittent rear wiper mode.
Rear Washer Mode The right multifunction switch control sleeve provides two momentary switch
positions for control of rear washer system operation.
The right multifunction switch cannot be adjusted or repaired. If any function of the switch is ineffective, or if
the switch is damaged, the entire switch unit must be replaced. The clockspring (with the multifunction switch
mounting bracket), the left multifunction switch (with the SCM), the right multifunction switch and the
jumper wire harness are each available for separate service replacement.
OPERATION
OPERATION
The right (wiper) multifunction switch uses a combination of resistor multiplexing and conventional analog
switching to control the many functions and features it provides. The switch receives a clean ground from the
Steering Control Module (SCM), then provides resistor multiplexed and conventional analog return outputs to
the SCM to indicate the selected switch positions. The SCM then sends electronic switch status messages over
a Local Interface Network (LIN) data bus to the ElectroMechanical Instrument Cluster (EMIC) (also known as
the Cab Compartment Node/CCN), and the EMIC relays electronic wiper and washer switch request messages
over the Controller Area Network (CAN) data bus to other electronic modules in the vehicle.
If the SCM detects no inputs from the right multifunction switch, it transmits an electronic Signal Not
Available (SNA) status message over the LIN data bus. The SNA status signals the EMIC to request other
electronic modules to implement a failsafe mode of operation for the front and rear wiper systems. The fail
safe mode will maintain the last selected front and rear wiper system operation for the remainder of the current
ignition cycle, after which both wiper systems will default to OFF.
The right multifunction switch as well as the hard wired inputs and outputs of the switch may be diagnosed
article(s). However, the most reliable, efficient and accurate means to diagnose this component requires the use
of a diagnostic scan tool. Refer to the appropriate diagnostic information.
Following are descriptions of how the right multifunction switch is operated to control the many front and rear
wiper and washer system functions and features it provides:
Front Wiper Control The control knob on the end of the right multifunction switch control stalk is
rotated to one of the two continuous wiper detents, to one of five intermittent wiper detents, or to the OFF
position to select the front wiper mode. The SCM reads the input from the right multifunction switch
and sends electronic wiper switch status messages over the LIN data bus to the EMIC, which relays an
electronic wiper switch request message over the CAN data bus to other electronic modules in the
vehicle.
Front Wiper Mist Mode The front wiper mist mode is requested when the right multifunction switch
control stalk is depressed downward towards the floor to a momentary MIST position. The front wiper
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motor will continue to operate, one complete cycle at a time, for as long as the control stalk is held in this
position. The SCM reads the resistor multiplexed input from the right multifunction switch and sends an
electronic wiper switch status message over the LIN data bus to the EMIC, which relays an electronic
wiper switch request message over the CAN data bus to other electronic modules in the vehicle.
Front Washer Control The right multifunction switch control stalk is pulled rearward towards the
steering wheel to a momentary WASH position to activate the washer pump/motor in the front washer
mode. The washer pump/motor will continue to operate for as long as the control stalk is held in this
position. The SCM reads the resistor multiplexed input from the right multifunction switch and sends an
electronic washer switch status message over the LIN data bus to the EMIC, which relays an electronic
washer switch request message over the CAN data bus to other electronic modules in the vehicle.
Rear Wiper Control The rear wiper mode is selected when the right multifunction switch control
sleeve is rotated to the fixed interval intermittent rear wipe detent position, or the OFF detent position.
The SCM reads the input from the right multifunction switch and sends an electronic wiper switch
status message over the LIN data bus to the EMIC, which relays an electronic wiper switch request
message over the CAN data bus to other electronic modules in the vehicle.
Rear Washer Control The right multifunction switch control sleeve is rotated to one of two
momentary WASH positions, either fully forward or fully rearward, to activate the washer pump/motor in
the rear washer mode. The washer pump/motor will continue to operate in the rear washer mode until the
control sleeve is released. The SCM reads the input from the right multifunction switch and sends an
electronic washer switch status message over the LIN data bus to the EMIC, which relays an electronic
washer switch request message over the CAN data bus to other electronic modules in the vehicle.
Fig. 56: Right MultiFunction Switch Connector
The right multifunction switch as well as the hard wired inputs and outputs of the switch may be diagnosed
article(s).
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the Steering Control
Module (SCM) or the electronic controls or communication between other modules and devices that provide
some features of the front and rear wiper and washer systems. The most reliable, efficient and accurate means
to diagnose the SCM or the electronic controls and communication related to SCM operation requires the use of
a diagnostic scan tool. Refer to the appropriate diagnostic information.
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1. Remove the right multifunction switch from the integral mounting bracket on the right side of the
clockspring. See Electrical/Wipers/Washers/SWITCH, Multifunction Removal.
2. Using an ohmmeter, test the resistance between the terminals of the switch as shown in the three Function
Tests tables. For all functions except those of the control stalk the values should be either less than 100
ohms (switch CLOSED) or greater than 1 megohm (switch OPEN).
CONTROL STALK FUNCTION TESTS
PINS
FUNCTION RESISTANCE
1 7
Front Wash X X 10000 Ohms
Front Mist X X 5490 Ohms
CONTROL KNOB FUNCTION TESTS
BETWEEN PIN 7 (GROUND) AND
FUNCTION PINS
4 5 6
Off CLOSED CLOSED OPEN
Front Delay 1 CLOSED CLOSED CLOSED
Front Delay 2 CLOSED OPEN CLOSED
Front Delay 3 OPEN OPEN CLOSED
Front Delay 4 OPEN CLOSED CLOSED
Front Delay 5 OPEN CLOSED OPEN
Front Wiper Low OPEN OPEN OPEN
Front Wiper High CLOSED OPEN OPEN
CONTROL SLEEVE FUNCTION TESTS
BETWEEN PIN 7
FUNCTION (GROUND) AND PINS
2 3
Off CLOSED OPEN
Rear Wipe CLOSED CLOSED
Rear Wash OPEN CLOSED
3. If the switch fails any of the tests, replace the ineffective right multifunction switch as required. If the
switch tests okay, but the switch input to the Steering Control Module (SCM) remains incorrect, be
certain to check for a short or open in the jumper harness between the right multifunction switch and the
SCM.
REMOVAL
REMOVAL
1096 of 4937
Fig. 57: Right MultiFunction Switch
Removal .
3. Remove the screw (2) that secures the right multifunction switch (1) to the mounting bracket integral to
the right side of the clockspring (3) on the steering column.
Fig. 58: Identifying Jumper Wire Harness Connector, Right MultiFunction Switch & Clockspring
5. Disconnect the jumper wire harness connector (1) from the connector receptacle on the inboard end of the
right multifunction switch (2).
6. Remove the switch from the clockspring (3).
INSTALLATION
INSTALLATION
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Fig. 59: Identifying Jumper Wire Harness Connector, Right MultiFunction Switch & Clockspring
1. Position the right multifunction switch (2) close enough to the mounting bracket (3) integral to the right
side of the clockspring to reconnect the jumper wire harness connector (1) to the connector receptacle on
the inboard side of the switch housing.
Fig. 60: Right MultiFunction Switch
3. Install and tighten the screw (2) that secures the mounting tab on the back of the right multifunction
switch (1) to the mounting bracket on the clockspring (3). Tighten the screw to 1 N.m (10 in. lbs.).
.
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1099 of 4937
Back To Article
Wireless Control Module (WCM) Electrical Diagnostics Wrangler
DTC Description
B1A08 RKE FOB 1 PERFORMANCE
B1A09 RKE FOB 2 PERFORMANCE
B1A0A RKE FOB 3 PERFORMANCE
B1A0B RKE FOB 4 PERFORMANCE
B1A0C RKE FOB 5 PERFORMANCE
B1A0D RKE FOB 6 PERFORMANCE
B1A0E RKE FOB 7 PERFORMANCE
B1A0F RKE FOB 8 PERFORMANCE
B1A10 RKE FOB 1 BATTERY LOW
B1A23 RKE RECEIVER PERFORMANCE
B1A24 KEY NOT PROGRAMMED
B1A25 INVALID KEY
B1A26 MAXIMUM NUMBER OF KEYS PROGRAMMED
B1A27 SKREEM PROGRAMMING PERFORMANCE
B1A28 ECM MISMATCH WITH SKIM
B1A29 SKIM BASESTATION MISMATCH
B210A SYSTEM VOLTAGE LOW
B210B SYSTEM VOLTAGE HIGH
B210D BATTERY VOLTAGE LOW
B210E BATTERY VOLTAGE HIGH
B2204 ECU CONFIGURATION MISMATCH
B2205 ORIGINAL VIN MISSING/MISMATCH
B2224 SKREEM INTERNAL
B2229 SKREEM INTERNAL SKIM IMMOBILIZER
B2254 COLUMN LOCK MODULE INTERNAL
C0077 LOW TIRE PRESSURE
C1501 TIRE PRESSURE SENSOR 1 INTERNAL
C151C TIRE PRESSURE MONITORING (TPM) SENSORS MISSING
1100 of 4937
DTC B1A08: RKE FOB 1 PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
Scrambled messages to the Wireless Control Module from the transmitter.
NOTE: The most probable cause for this code to set is if the Wireless Control
Module (WCM) senses over 150 presses from the RKE transmitter, when it
is out of range.
Possible Causes
Possible Causes
EXCESSIVE PRESSES FROM TRANSMITTER WHEN OUT OF RANGE
RKE TRANSMITTER
Diagnostic Test
1. Put the key in the ignition and turn the ignition on.
3. Operate the RKE transmitter in all positions several times.
Does the scan tool display this code as active?
Yes
Replace the RKE transmitter and program in accordance with Service Information.
No
The conditions that caused this code to set are not present at this time. Inform the owner of
the most probable cause for this code to set and therefore cause the RKE system to be
inoperative.
DTC B1A09: RKE FOB 2 PERFORMANCE
Additional Wiring
1101 of 4937
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
is out of range.
Possible Causes
Possible Causes
RKE TRANSMITTER
Diagnostic Test
Yes
No
inoperative.
DTC B1A0A: RKE FOB 3 PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
1102 of 4937
Set Conditions
Set Condition:
is out of range.
Possible Causes
Possible Causes
RKE TRANSMITTER
Diagnostic Test
Yes
No
inoperative.
DTC B1A0B: RKE FOB 4 PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
NOTE: 1103 of 4937

is out of range.
Possible Causes
Possible Causes
RKE TRANSMITTER
Diagnostic Test
Yes
No
inoperative.
DTC B1A0C: RKE FOB 5 PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
is out of range.
Possible Causes
1104 of 4937
Possible Causes
RKE TRANSMITTER
Diagnostic Test
Yes
No
inoperative.
DTC B1A0D: RKE FOB 6 PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
is out of range.
Possible Causes
Possible Causes
RKE TRANSMITTER
Diagnostic Test
1105 of 4937
Yes
No
inoperative.
DTC B1A0E: RKE FOB 7 PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
is out of range.
Possible Causes
Possible Causes
RKE TRANSMITTER
Diagnostic Test
1106 of 4937
Yes
No
inoperative.
DTC B1A0F: RKE FOB 8 PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
is out of range.
Possible Causes
Possible Causes
RKE TRANSMITTER
Diagnostic Test
Yes
1107 of 4937
No
inoperative.
DTC B1A10: RKE FOB 1 BATTERY LOW
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
When the Wireless Control Module (WCM) senses that the RKE transmitter signal is not as strong as it
ought to be, this code will set.
Possible Causes
Possible Causes
LOW BATTERY
RKE TRANSMITTER
Diagnostic Test
Yes
Replace the RKE transmitter battery and retry the system. If the DTC returns, replace and
program the RKE transmitter in accordance with Service Information.
No
The conditions that caused this code to set are not present at this time.
1108 of 4937
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
Possible Causes
Possible Causes
LOW BATTERY
RKE TRANSMITTER
Diagnostic Test
Yes
No
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
1109 of 4937
Set Conditions
Set Condition:
Possible Causes
Possible Causes
LOW BATTERY
RKE TRANSMITTER
Diagnostic Test
Yes
No
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
Possible Causes
Possible Causes
1110 of 4937
LOW BATTERY
RKE TRANSMITTER
Diagnostic Test
Yes
No
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
Possible Causes
Possible Causes
LOW BATTERY
RKE TRANSMITTER
Diagnostic Test
1111 of 4937
Yes
No
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
Possible Causes
Possible Causes
LOW BATTERY
RKE TRANSMITTER
Diagnostic Test
Yes
1112 of 4937
No
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
Possible Causes
Possible Causes
LOW BATTERY
RKE TRANSMITTER
Diagnostic Test
Yes
No
Additional Wiring
1113 of 4937
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
Possible Causes
Possible Causes
LOW BATTERY
RKE TRANSMITTER
Diagnostic Test
Yes
No
DTC B1A23: RKE RECEIVER PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
1114 of 4937
When the Wireless Control Module (WCM) senses that the RKE signal is jammed, this code will set.
Possible Causes
Possible Causes
EXTERNAL ENVIRONMENT
Diagnostic Test
Are there any door lock related trouble codes present or is the RKE inoperative?
Yes
No
The conditions that caused this code to set are not present at this time. This DTC is set when
the vehicle is parked in a location that is affected by external environmental conditions.
Suggest to the customer that they park in a slightly different location from where the RKE
was inoperable.
DTC B1A24: KEY NOT PROGRAMMED
Additional Wiring
Monitor Conditions
When Monitored:
Possible Causes
Possible Causes
KEY NOT PROGRAMMED
WIRELESS CONTROL MODULE (WCM)/SENTRY KEY REMOTE ENTRY MODULE (SKREEM)
Diagnostic Test
1. PROGRAM ALL OF THE IGNITION KEYS
2. With the scan tool, attempt to program the key(s) into the WCM/SKREEM.
Was the programming of the key(s) successful?
Yes
1115 of 4937
Perform the WCM VERIFICATION TEST. See DTCBased Diagnostics/MODULE,
No
Replace the ignition key and attempt to program it into the WCM/SKREEM. If the DTC
resets, replace and program the Wireless Control Module (WCM/SKREEM) in accordance
NOTE: If this vehicle is equipped with a Steering Column Lock Module,
it must be replaced along with the WCM.
DTC B1A25: INVALID KEY
Additional Wiring
Monitor Conditions
When Monitored:
At ignition on and during Key Programming Mode.
Set Conditions
Set Condition:
When the Sentry Key Remote Entry Module (SKREEM) also known as the Wireless Control Module
(WCM) does not receive a transponder response after 8 consecutive transponder read attempts within 2.0
seconds. When the key that is being used is programmed for a different vehicle.
Possible Causes
Possible Causes
KEY THAT HAS BEEN PREVIOUSLY PROGRAMMED FOR ANOTHER VEHICLE
MULTIPLE KEY OPERATION
IGNITION KEY
INTERMITTENT WIRING HARNESS PROBLEM
Diagnostic Test
NOTE: An external RadioFrequency Identification (RFID) key (and/or pass/radio
key), such as one used to gain access to a 24 hour gym, can cause this
DTC to set and create a no start condition. Inspect the customer's key
chain for any type of RFID key. If one is not found, question the customer
to see if a spare key chain has this RFID key on it or if it was removed
from the original key chain before the vehicle was released for service. If a
RFID key is present, remove the ignition key from the vehicle and remove
the RFID key from the key chain. For GPEC equipped vehicles, disconnect
the battery and wait a minimum of 5 minutes, reconnect and attempt to
start the vehicle. For NGC equipped vehicles, turn the ignition on a
1116 of 4937
minimum for one hour, and then attempt to start the vehicle. If the vehicle
does not start, continue with the diagnostic test.
NOTE: Verify the key being used is the proper key for this vehicle and a blank
key. If the key being programmed is not blank (one that has been
programmed for another vehicle) this fault will set.
1. With the scan tool, read and record the WCM DTCs.
2. With the scan tool, erase the WCM DTCs.
NOTE: Perform the following test several times to make sure the DTC is
current.
4. Wait 10 seconds.
6. With the scan tool, read the WCM DTCs.
Does the scan tool display the DTC that was previously erased?
Yes
Go to step 2
No
Go to step 6
2. CHECKING FOR MULTIPLE KEYS
Are there multiple vehicle ignition keys available?
Yes
Go to step 3
No
Go to step 4
3. MULTIPLE KEY OPERATION
NOTE: Perform the following steps using one of the vehicle ignition keys. When
finished, repeat the procedure using each of the other vehicle keys, one at
a time.
3. Wait 10 seconds.
Is the DTC present for all ignition keys?
Yes
Replace and program the Wireless Control Module in accordance with the Service
Information.
1117 of 4937
Wireless Control (WCM) Standard Procedure.
No
Replace the ignition key(s) that cause the SKIM DTC.
4. REPROGRAM KEY
1. With the scan tool, attempt to reprogram the ignition key to the WCM.
3. Wait 10 seconds.
Does the DTC set again?
Yes
Go to step 5
No
Test complete.
5. PROGRAM NEW IGNITION KEY
1. Replace the ignition key with a new key.
2. With the scan tool, program the new ignition key to the WCM.
5. Wait 10 seconds.
Does the DTC set again?
Yes
Replace and program the Sentry Key Remote Entry Module in accordance with the Service
Information.
No
Test complete.
6. INTERMITTENT WIRING HARNESS PROBLEM
NOTE: Check the following items:
Visually inspect the related wiring harness. Look for any
chafed, pierced, pinched, or partially broken wires.
Visually inspect the related wiring harness connectors. Look for
broken, bent, pushed out, or corroded terminals.
1118 of 4937
Perform any Technical Service Bulletins (TSB) that may apply.
Yes
Repair wiring harness/connectors as necessary.
No
Test Complete.
DTC B1A26: MAXIMUM NUMBER OF KEYS PROGRAMMED
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
When the maximum number of keys (8) have been programmed into the Wireless Control Module
(WCM)/Sentry Key Remote Entry Module (SKREEM).
Possible Causes
Possible Causes
MAXIMUM AMOUNT OF KEY PROGRAMMED INTO WCM/SKREEM
Diagnostic Test
1. REPROGRAM ALL IGNITION KEYS
NOTE: This procedure will clear all the key information from the WCM/SKREEM. It
is important to obtain all of the customer's ignition keys so they may be
reprogrammed into the module.
NOTE: If the total number of keys already programmed is equal to Eight and
another Key is trying to be programmed, this fault is valid. Explain to the
customer no more Keys are allowed to be programmed.
2. With the scan tool, clear all the key information in the WCM/SKREEM.
3. Program the all of the customer keys into the WCM/SKREEM (maximum eight).
Did the "Maximum Number of Keys Programmed" display again?
Yes
1119 of 4937
Replace and program the Sentry Key Remote Entry Module (WCM/SKREEM) in
NOTE: If this vehicle is equipped with a Steering Column Lock Module
it must be replaced along with the WCM/SKREEM.
No
Programming of the keys was successful. Test complete.
DTC B1A27: SKREEM PROGRAMMING PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
Possible Causes
Possible Causes
Diagnostic Test
1. VERIFY THAT THE DTC IS ACTIVE
NOTE: Before continuing, review and check for the following:
Review the repair history of the vehicle.
Ensure that the vehicle has the correct PCM and WCM/SKREEM
installed by verifying the part numbers.
With the scan tool, ensure that the PCM and WCM/SKREEM are
programmed correctly. Compare the PCM VIN to the
WCM/SKREEM VIN and ensure the two VINs match.
Does the DTC reset?
Yes
Replace and program the Wireless Control Module (WCM)/Sentry Key Remote Entry
Module (SKREEM) in accordance with the Service Information.
1120 of 4937
No
The DTC is not active at this time. Test complete.
DTC B1A28: ECM MISMATCH WITH SKIM
Additional Wiring
Monitor Conditions
When Monitored:
At ignition on, after ignition on during any rolling code handshake that occurs with the PCM due to a
SKIM or PCM reset.
Set Conditions
Set Condition:
When a PCM/ECM STATUS message with a Valid Key status is not received by the Wireless Control
Module (WCM) within 3.5 seconds of transmitting the last Valid Key Code message to the PCM/ECM.
Possible Causes
Possible Causes
VERIFYING PCM VIN
Diagnostic Test
NOTE: An external RadioFrequency Identification (RFID) key (and/or pass/radio
key), such as one used to gain access to a 24 hour gym, can cause this
DTC to set and create a no start condition. Inspect the customer's key
chain for any type of RFID key. If one is not found, question the customer
to see if a spare key chain has this RFID key on it or if it was removed
from the original key chain before the vehicle was released for service. If a
RFID key is present, remove the ignition key from the vehicle and remove
the RFID key from the key chain. For GPEC equipped vehicles, disconnect
the battery and wait a minimum of 5 minutes, reconnect and attempt to
start the vehicle. For NGC equipped vehicles, turn the ignition on a
minimum for one hour, and then attempt to start the vehicle. If the vehicle
does not start, continue with the diagnostic test.
3. Wait 10 seconds.
4. Turn the ignition on and wait two minutes.
1121 of 4937
Yes
Go to step 2
No
Go to step 4
2. VERIFYING THE PCM VIN
2. With the scan tool, select Engine system from the main menu.
3. Display and record the Vehicle Identification Number.
NOTE: Make sure that a VIN has been programmed into the PCM. If a VIN is
not displayed, attempt to program the PCM with the correct VIN
before continuing.
Does the VIN recorded from the PCM match the VIN of the vehicle?
Yes
Go to step 3
No
Using the scan tool perform the PCM Replace procedure to update the VIN in the PCM.
3. REPLACE WCM AND CHECK DTCS
2. Replace and program the Wireless Control Module in accordance with the Service Information.
4. With the scan tool, display and clear all PCM and WCM DTCs.
5. Perform five ignition key cycles leaving the ignition key on for 90 seconds per cycle.
6. With the scan tool, check for WCM DTCs.
Yes
Information.
No
4. INTERMITTENT
NOTE: 1122 of 4937

NOTE: Check for the following conditions:
Perform any Technical Service Bulletins (TSB) that may apply.
Yes
No
Test Complete.
DTC B1A29: SKIM BASESTATION MISMATCH
Additional Wiring
Monitor Conditions
When Monitored:
At ignition on, after ignition on during any rolling code handshake that occurs with the Powertrain
Control Module (PCM) due to a Sentry Key remote Entry Module (SKREEM) also known as the
Wireless Control Module (WCM) or PCM reset.
Set Conditions
Set Condition:
When a PCM STATUS message with a Valid Key status is not received by the WCM within 3.5 seconds
of transmitting the last Valid Key Code message to the PCM.
Possible Causes
Possible Causes
VERIFYING PCM VIN
PCM
Diagnostic Test
3. Wait 10 seconds.
4. Turn the ignition on and wait 2 minutes.
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Yes
Go to step 2
No
Go to step 4
NOTE: Ensure that a VIN has been programmed into the PCM. If a VIN is not
displayed, attempt to program the PCM with the correct VIN before
continuing.
Yes
Go to step 3
No
3. REPLACE WCM AND CHECK DTCS
2. Replace and program the Sentry Key Remote Entry Module in accordance with the Service
Information.
5. Perform 5 ignition key cycles leaving the ignition key on for 90 seconds per cycle.
Yes
No
4. INTERMITTENT
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Refer to any Technical Service Bulletins (TSB) that may apply.
Yes
No
Test Complete.
DTC B210A: SYSTEM VOLTAGE LOW
Additional Wiring
Monitor Conditions
When Monitored:
Ignition key in the run position.
Set Conditions
Set Condition:
The Sentry Key remote Entry Module (SKREEM) also known as the Wireless Control Module (WCM)
has detected the system voltage is below 9 volts.
Possible Causes
Possible Causes
FUSED IGNITION SWITCH OUTPUT (RUNSTART) CIRCUIT OPEN
FUSED (B+) CIRCUIT OPEN
Diagnostic Test
NOTE: Diagnose any related Powertrain DTCs before continuing.
4. Using the scan tool, read DTCs.
Does the DTC reset?
Yes
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Go to step 3
No
Go to step 2
Corroded terminals
Backed out or loose terminals
Dirty (partial) module ground
1. With the ignition on, wiggle the related wires.
Does the DTC reset?
Yes
No
3. FUSED IGNITION SWITCH OUTPUT (RUNSTART) CIRCUIT OPEN
NOTE: Check the related fuses to the Fused Ignition Switch Output (RunStart)
circuit. If the fuse is found to be open repair the circuit for a shorted
condition.
2. Disconnect the WCM harness connector.
4. Using a 12 volt test light connected to ground, probe the Fused Ignition Switch Output (RunStart)
circuit in the WCM harness connector.
Yes
Go to step 4
No
Repair the Fused Ignition Switch Output (RunStart) circuit for an open.
4. FUSED (B+) CIRCUIT OPEN
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2. Using a 12 volt test light connected to ground, probe the Fused (B+) circuit in the WCM harness
connector.
Yes
Go to step 5
No
Repair the Fused (B+) circuit for an open.
5. WCM
NOTE: Repeat the below procedure for both the Fused Ignition Switch Output
(RunStart) circuit and the Fused (B+) circuit.
NOTE: A dirty (partial) ground can cause abnormal conditions within a system.
Ensure the module has a good ground before continuing.
2. Reconnect the WCM connector.
3. Back probe the Fused Ignition Switch Output (RunStart) circuit and then the Fused (B+) circuit.
4. Start the engine.
5. Using the scan tool, view battery voltage under Data Display in the appropriate ENGINE service
information .
6. Compare the voltage on the scan tool to the voltage reading on the voltmeter.
Is the voltage on the scan tool equal to the voltmeter reading +/ 0.5 volt?
Yes
Information.
No
Repair the circuit(s) that indicated the incorrect voltage.
DTC B210B: SYSTEM VOLTAGE HIGH
Additional Wiring
Monitor Conditions
When Monitored:
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Set Conditions
Set Condition:
has detected the system voltage above 16 volts.
Possible Causes
Possible Causes
FUSED IGNITION SWITCH OUTPUT (RUNSTART) CIRCUIT
Diagnostic Test
Does the DTC reset?
Yes
Go to step 3
No
Go to step 2
Corroded terminals
Does the DTC reset?
Yes
No
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3. FUSED IGNITION SWITCH OUTPUT (RUNSTART) CIRCUIT SHORTED TO BATTERY
VOLTAGE
2. Disconnect the WCM harness connector.
3. Using a 12 volt test light connected to ground, probe the Fused Ignition Switch Output (RunStart)
circuit in the WCM harness connector.
Yes
Repair the Fused Ignition Switch Output (RunStart) circuit for a short to voltage.
No
Replace and reprogram the Wireless Control Module in accordance with the Service
Information.
DTC B210D: BATTERY VOLTAGE LOW
Additional Wiring
Monitor Conditions
When Monitored:
Ignition key in any position but run.
Set Conditions
Set Condition:
has detected the Fused (B+) input voltage below 9 volts with the Key in any position except for RUN.
Possible Causes
Possible Causes
FUSED (B+) CIRCUIT OPEN
Diagnostic Test
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4. Using the scan tool, select View DTCs.
Does the DTC reset?
Yes
Go to step 3
No
Go to step 2
Corroded terminals
2. Using a scan tool, View DTCs.
Does the DTC reset?
Yes
No
3. FUSED (B+) CIRCUIT OPEN
NOTE: Check the related fuses to the Fused (B+) circuit. If the fuse is found to be
open repair the circuit for a shorted condition.
2. Disconnect the SKREEM harness connector.
4. Using a 12 volt test light connected to ground, probe the Fused (B+) circuit in the SKREEM
harness connector.
Yes
Go to step 4
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No
Repair the Fused (B+) circuit for an open.
4. SKREEM
2. Reconnect the SKREEM connector
3. Back probe the Fused (B+) circuit.
5. Using the scan tool, view battery voltage under Data Display in the appropriate ENGINE service
information .
6. Compare the voltage on the scan tool to the voltage reading on the voltmeter.
Is the voltage on the scan tool equal to the voltmeter reading +/ 0.5 volt?
Yes
Information.
No
Repair the Fused (B+) circuit for high resistances.
Additional Wiring
Monitor Conditions
When Monitored:
Ignition key in any position but run.
Set Conditions
Set Condition:
has detected the Fused (B+) input voltage above 16 volts in all Key Positions except for RUN.
Possible Causes
Possible Causes
VEHICLE CHARGING SYSTEM
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Diagnostic Test
CAUTION: Diagnose and repair all Powertrain DTCs before continuing.
2. With the scan tool, record and erase the WCM DTCs.
4. Using the scan tool, read the WCM DTCs.
Does the DTC reset?
Yes
Replace and reprogram the Wireless Control Module in accordance with the Service
Information.
No
DTC B2204: ECU CONFIGURATION MISMATCH
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The Wireless Control Module (WCM)/Sentry Key Remote Entry Module (SKREEM) receives different
information than is configured within the module. Examples include Model Year, Country Code, Body
Style, Platform, Remote Start, Sun Roof.
Possible Causes
Possible Causes
Diagnostic Test
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Does the DTC reset?
Yes
Replace and program the Wireless Control Module/Sentry Key Remote Entry Module in
No
DTC B2205: ORIGINAL VIN MISSING/MISMATCH
Additional Wiring
Monitor Conditions
When Monitored:
At ignition on, after ignition on during any rolling code handshake that occurs with the Powertrain
Control Module (PCM) due to a Sentry Key remote Entry Module (SKREEM) also known as the
Wireless Control Module (WCM) or PCM reset.
Set Conditions
Set Condition:
A valid key is recognized but the programmed VIN does not match between the WCM and PCM/ECM.
Possible Causes
Possible Causes
VERIFYING PCM VIN
PCM
Diagnostic Test
3. Wait 10 seconds.
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4. Turn the ignition on and wait 2 minutes.
Yes
Go to step 2
No
Go to step 4
NOTE: Ensure that a VIN has been programmed into the PCM. If a VIN is not
displayed, attempt to program the PCM with the correct VIN before
continuing.
Yes
Go to step 3
No
Information.
3. REPLACE WCM AND CHECK DTC'S
2. Replace and program the Sentry Key Remote Entry Module in accordance with the Service
Information.
5. Perform 5 ignition key cycles leaving the ignition key on for 90 seconds per cycle.
Yes
Information.
No
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4. INTERMITTENT
Refer to any Technical Service Bulletins (TSB) that may apply.
Yes
No
Test Complete.
DTC B2224: SKREEM INTERNAL
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Wireless Control Module (WCM)/Sentry Key Remote Entry Module (SKREEM) watchdog resets.
Possible Causes
Possible Causes
Diagnostic Test
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Does the DTC reset?
Yes
No
DTC B2229: SKREEM INTERNAL SKIM IMMOBILIZER
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
When the Antenna diagnostic test fails.
Possible Causes
Possible Causes
Diagnostic Test
1. VERIFY THAT THE DTC IS ACTIVE
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Does the DTC reset?
Yes
No
DTC B2254: COLUMN LOCK MODULE INTERNAL
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The alarm message fails three times.
Possible Causes
Possible Causes
Diagnostic Test
The battery voltage must be above 10 volts.
Ensure that the PCM and WCM are programmed correctly.
Compare the PCM VIN to the WCM VIN and ensure the two VINs
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match.
Is the DTC active?
Yes
Replace and program the Wireless Control Module and Steering Column Lock Module in
No
DTC C0077: LOW TIRE PRESSURE
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
A low pressure condition will exist when the tire pressure falls below or is equal to the low pressure
threshold value as specified for the vehicle.
Possible Causes
Possible Causes
INTERMITTENT PERFORMANCE DTC
INCORRECT TIRE PRESSURE
TIRE PRESSURE MONITORING (TPM) SENSOR
Diagnostic Test
1. DTC STATUS IS ACTIVE
NOTE: The TPM Transponders are commonly known as Trigger modules.
NOTE: If any the following conditions are present repair them first before
continuing with this diagnostic procedure.
Low Tire Pressure DTCs
Tire Pressure Sensor Internal fault
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Spare Tire is not equipped with a Tire Pressure Sensor and is
currently on the vehicle
2. Test drive the vehicle at speeds greater than 24 km/h (15 mph) for 10 minutes in order to receive
TPM Sensor data.
Is the DTC status Active at this time?
Yes
Go to step 2
No
Go to step 8
2. LOW TIRE PRESSURE
NOTE: Some vehicles will not receive TPM Sensor data when the vehicle is
stationary. The vehicle will need to be driven at speeds greater than 24
km/h (15 mph) for about a minute in order to receive TPM Sensor data.
1. Correct all tire pressures to the recommended cold inflation tire pressure specifications and wait
two minutes for the system to update.
Does the DTC reset or is the status Active for this DTC?
Yes
Go to step 3
No
Perform the TPM VERIFICATION TEST. See DTCBased Diagnostics/MODULE,
3. TIRE PRESSURE SENSOR
NOTE: The following tests are used to locate the TPM Sensor that is setting the
low pressure fault. If the tires have been rotated, the TPM Sensor is no
longer in sequence from the factory. Faults are linked to the sensor IDs.
You MUST locate the correct TPM Sensor that set the fault before.
NOTE: Before continuing with any TPM diagnostic test, using the scan tool and
read first set of the Tire Placard Pressure Front and Tire Placard Pressure
Rear under Data Display in the WCM. (under the Left Rear Transponder
Status) Confirm that the values match the Tire Inflation Pressure (Placard)
label located on the Drivers Side BPillar. If the incorrect Placard Values
have been programmed in the WCM, go to Update Pressure Thresholds
under Miscellaneous Functions for the WCM and follow the procedure.
If the vehicle is equipped with a WCM Module, go into the Front Control
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Module (FCM) , select Data Display and read "Tire Placard Pressure
Front" and "Tire Placard Pressure Rear" to confirm the values were
programmed correctly. If the Placard values are incorrect in the FCM,
select the Front Control Module (FCM) then under "Miscellaneous" select
"Update Pressure Threshold" and enter the placard pressure value as
seen on the Tire Inflation Pressure (Placard) label. Repeat step #2 for
Diagnostics.
1. With the scan tool, select View Data Display in the WCM and find the compensated tire pressure
values located under each of the Sensor Identification locations.
Are any of the compensated tire pressure values are below the Placard Value?
Yes
Replace the Tire Pressure Monitoring (TPM) Sensor in accordance with the service
information.
No
Go to step 4
4. TPM/RKE ANALYZER
Is there a TPM/RKE Analyzer 9936 available?
Yes
Go to step 5
No
Go to step 7
5. TIRE PRESSURE MONITORING (TPM) SENSOR NONRESPONSIVE
1. With the TPMRKE Analyzer 9936, check to see if the any of the TPM Sensors do not respond
after repeated attempts or display the following:
"Damaged Accel"
"Damaged Temp"
"Damaged Press"
Are any of the TPM Sensors not responding or displaying the information listed above?
Yes
Replace the Tire Pressure Monitoring (TPM) Sensor in accordance with the Service
Information.
No
Go to step 6
6. TIRE PRESSURE SENSOR INTERNAL FAULT SET USING TPM/RKE ANALYZER
NOTE: The following procedure is used to locate the Tire Pressure
Sensor/Transmitter that is setting the sensor internal fault. If the tires have
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been rotated, the Tire Pressure Sensor/Transmitter is no longer in
sequence from the factory. Faults are linked to the sensor IDs. You MUST
locate the correct TPM Sensor that set the fault before continuing. Use the
following method below at every tire location.
NOTE: If the sensor IDs do not match, it may be necessary to move the vehicle to
a location away from other TPM sensors and repeat this step.
1. With the scan tool, select Data Display for the WCM.
2. Check to see if the Sensor IDs match what is programmed into the WCM.
Has the Tire Pressure Sensor been located?
Yes
Information.
Perform TPM VERIFICATION TEST. See DTCBased Diagnostics/MODULE, Wireless
Control (WCM) Standard Procedure.
No
Replace the Wireless Control Module (WCM) in accordance with the Service Information.
7. TIRE PRESSURE SENSOR INTERNAL FAULT SET
stationary. The vehicle may need to be driven at speeds greater than 24
1. Starting with the left front wheel, deflate the tire to 20 PSI, wait two minutes, and check the scan
tool for changes to any compensated tire pressure values
2. Look for a tire location whose sensor ID that is not responding.
3. Repeat this test on each wheel on the vehicle until the sensor in question has been identified
Has the Tire Pressure Sensor been located?
Yes
Information.
No
8. INTERMITTENT TIRE PRESSURE SENSOR DTC
2. Perform any Technical Service Bulletins that may apply to this condition.
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4. Test drive the vehicle for a minimum of 10 minutes with vehicle speed greater than 24 km/h (15
mph).
Yes
Replace the Wireless Control Module (WCM) in accordance with the Service Information
No
Test complete.
DTC C1501: TIRE PRESSURE SENSOR 1 INTERNAL
Additional Wiring
Theory Of Operation
The tire pressure sensor actively monitors the air pressure and air temperature inside the tire, the sensor internal
battery status, and the radial acceleration of the wheel. Each sensor has a unique ID code. The sensor transmits
the data at regular intervals via an encoded signal to a receiver circuit located in the Wireless Control Module
(WCM).
Monitor Conditions
When Monitored:
With vehicle speed greater than 24 km/h (15 mph).
Set Conditions
Set Condition:
The Wireless Control Module (WCM) Module will monitor the signals from the four active Tire Pressure
Monitoring (TPM) Sensors. A loss of signal error is detected if data are not received or cannot be
accurately decoded over 16 consecutive blocks or minimum of 10 minutes when the vehicle speed is
above 24 km/h (15 mph). An internal TPM Sensor hardware error condition will be set when an error in
the accelerometer, pressure sensor, or temperature sensor is detected. The Tire Pressure Monitoring
(TPM) Telltale Lamp will flash on and off for 75 seconds then remain on solid when a system fault is
detected.
Possible Causes
Possible Causes
AFTERMARKET TIRES/WHEELS
PRESENCE OF AFTERMARKET COMPONENTS THAT INTERFERE WITH RF RECEPTION
OUTSIDE INTERFERENCE
REMOTE START ANTENNA
INTERMITTENT TIRE PRESSURE MONITORING (TPM) SENSOR INTERNAL DTC
TIRE PRESSURE MONITORING (TPM) TRANSPONDER
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NOTE: A system fault can occur by many scenarios, including the following:
Signal interference due to electronic devices or driving next to facilities
emitting the same Radio Frequencies as the TPM sensors.
Installing aftermarket window tinting that affects radio wave signals.
Accumulation of snow or ice around the wheels or wheel housings.
Using tire chains on the vehicle.
Using wheels/tires not equipped with TPM Sensors.
Diagnostic Test
NOTE: Before beginning diagnostic procedure, verify that the tire pressures are
correct.
NOTE: This DTC can be caused by many different factors and might not be a TPM
Sensor or a WCM fault. Interference from other elements will over power
the sensor RF frequency making erratic operation to the TPM system.
Check the vehicle for aftermarket accessories that could compromise the
RF frequency signal before diagnosing the TPM system.
1. Ignition on, engine off.
3. Test drive the vehicle at a speed greater than 24 km/h (15 mph) for 10 minutes in order to receive
TPM Sensor data and allow for the system to update.
Yes
Go to step 2
No
Go to step 11
2. TIRE PRESSURE MONITORING (TPM) SENSOR INTERNAL FAULT ACTIVE
2. With the scan tool, select Data Display for the WCM and locate the following:
Tire 1 Pressure Sensor HW Fault
Tire 1 Pressure Sensors Missing ID
Tire 1 Temperature Sensor HW Fault
Tire 1 Temperature Sensor SW O/U
Tire 1 Acceleration Sensor HW Fault
Tire 1 Loss of Signal from Pressure Sensor
3. TPMRKE ANALYZER 9936
Is there a TPMRKE Analyzer 9936 available?
Yes
Go to step 4
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No
Go to step 10
4. TIRE PRESSURE MONITORING (TPM) SENSOR INTERNAL DTC
NOTE: This fault can be set if the incorrect or no TPM Sensor is installed on the
vehicle. If the spare tire is currently installed on the vehicle, and it is not
equipped with a TPM Sensor, this DTC can be set. Replace the spare with
a TPM Sensor equipped wheel and tire assembly. Test drive the vehicle. If
the DTC resets, continue with the diagnostic procedure.
1. Perform a visual inspection to verify that all road wheels are equipped with TPM Sensors.
2. With the TPMRKE Analyzer verify the correct TPM Sensors are on the vehicle.
Are the correct TPM Sensors installed on the vehicle?
Yes
Go to step 5
No
Information.
5. TIRE PRESSURE MONITORING (TPM) SENSOR INTERNAL FAULT SET
NOTE: If the tires have been rotated, the TPM Sensor is no longer in sequence
from the factory. Faults are linked to the TPM Sensor IDs. You MUST
NOTE: If you receive no response from any of the tire pressure sensors, verify
that the TPMRKE Analyzer is set correctly, and repeat the process on
each nonresponsive wheel.
1. With the TPMRKE Analyzer, scan each TPM Sensor for a response and store in the proper
location of the TPMRKE Analyzer.
Were the TPM Sensor IDs able to be stored in the proper locations?
Yes
Go to step 7
No
Go to step 6
1. With the TPMRKE Analyzer, check to see if the any of the TPM Sensors do not respond after
repeated attempts or display the following:
"Damaged Accel"
"Damaged Press"
"Damaged Temp"
7. TIRE PRESSURE MONITORING (TPM) SENSOR INTERNAL FAULT MISMATCHED ID
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1. With the TPMRKE Analyzer, verify the Sensor IDs match what is programmed in the WCM.
Do the TPM Sensor IDs match what is stored in the WCM
Yes
Go to step 8
No
With the scan tool, perform the appropriate procedure for uploading the correct IDs in the
WCM.
8. TIRE PRESSURE MONITORING (TPM) SENSOR INTERNAL FAULT REMOTE START
ANTENNA
1. If the vehicle is equipped with factory installed remote start feature, check to make sure the
antenna connector is properly connected to the WCM.
Is the Remote Start Antenna properly connected to the WCM?
Yes
Go to step 9
No
9. TIRE PRESSURE MONITORING (TPM) SENSOR INTERNAL FAULT INTERFERENCE
FROM EXTERNAL COMPONENTS
NOTE: The DTC can be caused by many different factors and might not be a
sensor or a WCM fault. Interference from other elements will over power
Signal interference due to electronic devices or driving next to
facilities emitting the same Radio Frequencies as the TPM sensors.
Loss of communication with the TPM Transponders or TPM Sensors.
1. Attempt to isolate the external component responsible for the RF interference.
Has an interfering external component been isolated?
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Yes
No
1. Starting with the left front wheel, deflate the tire to 20 PSI, wait Two minutes, and check the scan
Has the Tire Pressure Monitoring (TPM) Sensor been located?
Yes
Information.
No
11. INTERMITTENT TIRE PRESSURE MONITORING (TPM) SENSOR DTC
mph).
Yes
Return to the beginning of this test and perform the appropriate diagnostic procedure as
necessary.
No
Test Complete.
1146 of 4937
Additional Wiring
Theory Of Operation
(WCM).
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
detected.
Possible Causes
Possible Causes
Diagnostic Test
correct.
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Yes
Go to step 2
No
Go to step 11
Yes
Go to step 4
No
Go to step 10
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Yes
Go to step 5
No
Information.
Yes
Go to step 7
No
Go to step 6
"Damaged Accel"
"Damaged Press"
"Damaged Temp"
Yes
Go to step 8
No
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WCM.
ANTENNA
Yes
Go to step 9
No
Yes
No
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Yes
Information.
No
mph).
Yes
necessary.
No
Test Complete.
Additional Wiring
Theory Of Operation
(WCM).
Monitor Conditions
When Monitored:
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Set Conditions
Set Condition:
detected.
Possible Causes
Possible Causes
Diagnostic Test
correct.
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Yes
Go to step 2
No
Go to step 11
Yes
Go to step 4
No
Go to step 10
Yes
Go to step 5
No
Information.
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Yes
Go to step 7
No
Go to step 6
"Damaged Accel"
"Damaged Press"
"Damaged Temp"
Yes
Go to step 8
No
WCM.
ANTENNA
Yes
Go to step 9
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No
Yes
No
Yes
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Information.
No
mph).
Yes
necessary.
No
Test Complete.
Additional Wiring
Theory Of Operation
(WCM).
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
detected.
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Possible Causes
Possible Causes
Diagnostic Test
correct.
Yes
Go to step 2
No
Go to step 11
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Yes
Go to step 4
No
Go to step 10
Yes
Go to step 5
No
Information.
Yes
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Go to step 7
No
Go to step 6
"Damaged Accel"
"Damaged Press"
"Damaged Temp"
Yes
Go to step 8
No
WCM.
ANTENNA
Yes
Go to step 9
No
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Yes
No
Yes
Information.
No
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mph).
Yes
necessary.
No
DTC C151C: TIRE PRESSURE MONITORING (TPM) SENSORS MISSING
Additional Wiring
Theory Of Operation
When installing a new Wireless Control Module (WCM), the module is programed with universal IDs for the
Tire Pressure Monitoring (TPM) Sensors. The WCM must be programmed with the correct TPM Sensor IDs.
Monitor Conditions
When Monitored:
During vehicle TPM Sensor ID locate process.
Set Conditions
Set Condition:
When installing a new Wireless Control Module (WCM).
Possible Causes
Possible Causes
INCORRECT TIRE PRESSURE MONITORING (TPM) SENSOR ID(S)
Diagnostic Test
sensor/transmitter or a WCM fault. Interference from other elements will
over power the sensor/transmitter RF frequency making erratic operation
to the TPM system. Check the vehicle for aftermarket accessories that
could compromise the RF frequency signal before diagnosing the TPM
system.
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1. Correct all tire pressures to the recommended cold inflation tire pressure specifications and wait
two minutes for the system to update.
4. Test drive the vehicle at a speed greater than 15 mph (24 km/h) for 10 minutes in order to receive
TPM data and allow for the system to update.
Yes
Go to step 2
No
Go to step 5
2. TPMRKE ANALYZER 9936 TOOL
Yes
Go to step 3
No
Go to step 4
3. WITH TPMRKE TOOL CHECK TIRE PRESSURE MONITORING (TPM) SENSOR ID(S)
NOTE: Always be certain to select the proper vehicle line and model year when
using this tool, as the tool automatically uses the correct protocol to
attempt to read the Sensor. If the incorrect vehicle line and/or model year
is selected, the Sensor will not respond to the tool.
NOTE: If you receive no response from any of the tire pressure sensors, check to
make sure that the TPMRKE Analyzer 9936 is set correctly, and repeat the
process on each of the nonresponsive wheel(s).
1. Use a TPMRKE Analyzer 9936 to scan each TPM Sensor for an ID, store in the proper location in
the TPMRKE Analyzer.
2. Use a TPMRKE Analyzer to upload the correct IDs and proper locations in the scan tool.
3. With the scan tool, select the TIPM, under "Miscellaneous Functions", follow the procedure for
uploading TPM Sensor IDs.
6. With the scan tool, check to see if the TPM Sensor IDs match what is programmed into the WCM.
Do the TPM IDs match?
Yes
Test complete.
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No
Install a new Wireless Control Module (WCM) in accordance with the Service Information.
4. WITHOUT TPMRKE TOOL CHECK TIRE PRESSURE MONITORING (TPM) SENSOR ID(S)
1. Starting with the left front wheel, deflate the tire to 20 psi , wait two minutes, and check the scan
tool for changes to any compensated tire pressure values.
2. Repeat the above step on each wheel of the vehicle.
5. With the scan tool, check to see if the TPM IDs are programmed into the WCM.
Are the TPM Sensor IDs in the WCM?
Yes
Test complete.
No
Install a new Wireless Control Module (WCM) in accordance with the Service Information.
5. INTERMITTENT TIRE PRESSURE SENSOR DTC
sensor/transmitter or a WCM fault. Interference from other elements over
power the sensor/transmitter RF frequency making erratic operation to the
TPM system. Check the vehicle for aftermarket accessories that could
compromise the RF frequency signal before diagnosing the TPM system.
Yes
Go to step 2
No
Test complete.
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Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
five seconds.
Possible Causes
Possible Causes
proceeding.
Is this DTC active?
Yes
No
1164 of 4937
Additional Wiring
Diagnostic Test
STANDARD PROCEDURE
WIRELESS CONTROL MODULE (WCM) VERIFICATION
Additional Wiring
The Sentry Key remote Entry Module (SKREEM) is also known as the Wireless Control Module (WCM).
Depending upon model and year of the vehicle being serviced it may be equipped with either a SKREEM or a
WCM.
Perform the following after completion of a diagnostic repair:
NOTE: When entering the PIN, care should be taken because the WCM will only allow 3
consecutive attempts to enter the correct PIN. If 3 consecutive incorrect PIN's
are entered the WCM will Lock Out the scan tool. To exit Lock Mode, the
ignition key must remain in the Run position for one hour. All accessories must
be off. A battery charger connected to the battery during this time period is
recommended.
NOTE: On vehicles equipped with a premium Tire Pressure Monitoring (TPM) system,
when the WCM and/or the spare tire pressure sensor is replaced with a new
unit, a diagnostic scan tool MUST be used to run a routine that allows the WCM
to be programmed with the ID number and location of the spare tire pressure
sensor mounted in the wheel of the spare tire. Follow the programming steps
outlined in the diagnostic scan tool for "Learn Spare Tire Sensor ID" under
"Miscellaneous Functions" for the "WCM/Wireless Control Module" menu item
as appropriate. In addition, if the WCM is replaced, the spare tire must be
dismounted from its wheel to access and note the ID number on the spare tire
pressure sensor so that the ID code for that sensor can be programmed into
the new WCM.
1. Reconnect the previously disconnected components and connectors.
2. Obtain the vehicle's unique Personal Identification Number (PIN) assigned to it's original WCM. This
number can be obtained from the original vehicle invoice or from your Service Manager or Parts
Manager.
NOTE: If the PCM and the WCM are replaced at the same time, program the PCM VIN
into the PCM first.
NOTE: The PCM stores the secret key information. If the WCM ever needs to be
replaced, the secret key information can be retrieved from the PCM and then
transferred to the WCM for security use.
During PCM/ECM replacement, use the following steps to ensure transfer of the secret key information from
the WCM to the new PCM:
1. First replace the PCM/ECM with the original WCM still connected to the vehicle.
1165 of 4937
2. Using the appropriate Service Information program the new PCM/ECM. (This will ensure the Secret Key
Transfer from the original WCM into the new PCM/ECM).
3. Now replace and program the WCM (if necessary). This will retain the Secret Key from the PCM/ECM
back into the new WCM.
NOTE: If this vehicle is equipped with a Steering Column Lock Module, it must be
replaced along with the WCM.
4. With the scan tool, select Miscellaneous Functions, WCM/Wireless Control Module. Then select the
desired procedure and follow the display on the scan tool.
5. If the vehicle is equipped with Tire Pressure Monitoring System program the Placard Pressure Values into
the WCM.
6. Ensure all the customer's keys have been programmed into the new module if necessary.
7. With the scan tool, erase all DTCs. Perform 5 ignition key cycles, leaving the key on for at least 90
seconds per cycle.
8. With the scan tool, read WCM DTCs.
Are there any WCM DTCs present?
Yes
Repair not complete, go to and perform the appropriate diagnostic procedure.
No
Repair is complete.
TPM VERIFICATION
Additional Wiring
Diagnostic Test
1. TPM
Was the WCM replaced during the test procedure?
Yes
Go to step 2
No
Go to step 3
2. WCM
NOTE: When entering the PIN, care should be taken because the WCM will only
allow three consecutive attempts to enter the correct PIN. If three
consecutive incorrect PIN's are entered the WCM will Lock Out the scan
tool. To exit Lock Mode, the ignition key must remain in the Run position
for one hour. All accessories must be off. A battery charger connected to
the battery during this time period is recommended.
1. Reconnect the previously removed and/or disconnected components and connectors.
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2. Obtain the vehicle's unique Personal Identification Number (PIN) assigned to its original WCM.
This number can be obtained from the vehicle invoice or from the Chrysler Customer Center
(Phone 18009921997).
3. With the scan tool, select Miscellaneous Functions, WCM/Wireless Control Module. Then select
the desired procedure and follow the display on the scan tool.
4. If the WCM was replaced, all the customer's keys must be programmed to the new module. Use the
scan tool and the Program Key procedure
5. With the scan tool, erase all DTCs. Perform 5 ignition key cycles, leaving the key on for at least 90
seconds per cycle.
6. Drive the vehicle for a minimum of 10 minutes while maintaining a continuous speed above 15
mph (24 km/h). During this time the system will learn the new sensor ID code and will clear any
DTCs automatically.
7. With the scan tool, read WCM DTCs.
Yes
Repair not complete, refer to the appropriate symptom. See DTCBased Diagnostics/MODULE,
Wireless Control (WCM) Diagnosis and Testing
No
Repair is complete.
3. TIRE PRESSURE SENSOR/TIRE PRESSURE TRANSPONDER REPLACE
1. Reconnect the previously removed and/or disconnected components and connectors.
2. Drive the vehicle for a minimum of 10 minutes while maintaining a continuous speed above 15
mph (24 km/h). During this time the system will learn the new sensor ID code and will clear any
DTC(s) automatically.
3. With the scan tool, read TPM DTCs.
Yes
Repair not complete, refer to the appropriate symptom. See DTCBased Diagnostics/MODULE,
Wireless Control (WCM) Diagnosis and Testing
No
Repair is complete.
1167 of 4937
Back To Article
2010 ACCESSORIES AND EQUIPMENT
Body Wrangler
DESCRIPTION
DESCRIPTION
Throughout this article, references to the Chrysler LLC vehicle family identification code are used when
describing a procedure that is unique to that vehicle. Refer to Introduction of appropriate service information
for detailed information on vehicle identification. If a procedure is common to all vehicles covered in this
service information, no reference will be made to a vehicle family code.
WARNING
WARNINGS
WARNING: Use an Occupational Safety and Health Administration (OSHA) approved
breathing filter, when spraying paint or solvents in a confined area. Failure to
follow these instructions may result in possible serious or fatal injury.
avoid prolonged skin contact with petroleum or alcohol based cleaning
solvents.
do not stand under a hoisted vehicle that is not properly supported on
safety stands. Failure to follow these instructions may result in possible
CAUTION: When holes are drilled or punched in an inner body panel, verify the depth of
space to the outer body panel, electrical wiring or other components. Damage
to the vehicle can result.
do not weld exterior panels unless combustible material on the interior of
vehicle is removed from the repair area. Fire or hazardous conditions, can
result.
always have a fire extinguisher ready for use when welding.
disconnect the negative () cable clamp from the battery when servicing
electrical components that are live when the ignition is off. Damage to
electrical system can result.
do not use abrasive chemicals or compounds on painted surfaces.
Damage to finish can result.
do not use harsh alkaline based cleaning solvents on painted or
upholstered surfaces. Damage to finish or color can result.
do not hammer or pound on plastic trim panel when servicing interior
trim. Plastic panels can break.
Restraint Warnings
WARNING: To avoid potential physical injury, or damage to sensitive electronic circuits and
systems, always disconnect and isolate the battery negative (ground) cable and
the positive cable, then ground the positive cable to discharge the ORC
capacitor before performing any welding operations on the vehicle. Failure to
take the proper precautions could result in accidental airbag deployment,
possible damage to the Supplemental Restraint System (SRS) circuits and
components, and possible damage to other electronic circuits and
1168 of 4937
components. Whenever a welding process is being performed within 30 cm (12
in) of an electronic module/harness, then that module/harness should be
relocated out of the way, or disconnected. Always protect against component
or vehicle damage from weld spatter by using weld blankets and screens.
Failure to follow these instructions may result in serious or fatal injury.
WARNING: To avoid serious or fatal injury on vehicles equipped with the Supplemental
Restraint System (SRS), never attempt to repair the electrically conductive
circuits or wiring components related to the SRS for which there is no MOPAR
wiring repair kit. It is important to use ONLY the recommended splicing kit and
procedure. For applicable and available MOPAR wiring repair kits, please visit
the MOPAR Connector Web Site at the following address on the internet:
(http://dto.vftis.com/mopar/disclaimer.asp). Inappropriate repairs can
compromise the conductivity and current carrying capacity of those critical
electrical circuits, which may cause SRS components not to deploy when
required, or to deploy when not required. Only minor cuts or abrasions of wire
and terminal insulation where the conductive material has not been damaged,
or connector insulators where the integrity of the latching and locking
mechanisms have not been compromised may be repaired using appropriate
methods.
WARNING: To avoid serious or fatal injury during and following any seat belt or child
restraint anchor service, carefully inspect all seat belts, buckles, mounting
hardware, retractors, tether straps, and anchors for proper installation,
operation, or damage. Replace any belt that is cut, frayed, or torn. Straighten
any belt that is twisted. Tighten any loose fasteners. Replace any belt that has a
damaged or ineffective buckle or retractor. Replace any belt that has a bent or
damaged latch plate or anchor plate. Replace any child restraint anchor or the
unit to which the anchor is integral that has been bent or damaged. Never
attempt to repair a seat belt or child restraint component. Always replace
damaged or ineffective seat belt and child restraint components with the
correct, new and unused replacement parts listed in the Chrysler MoparÂ®
Parts Catalog. Failure to follow these instructions may result in possible
WARNING: To avoid serious or fatal injury on vehicles equipped with side curtain airbags,
disable the Supplemental Restraint System (SRS) before attempting any
Occupant Restraint Controller (ORC) diagnosis or service. The ORC contains a
rollover sensor, which enables the system to deploy the side curtain airbags in
the event of a vehicle rollover event. If an ORC is accidentally rolled during
service while still connected to battery power, the side curtain airbags will
deploy. Disconnect and isolate the battery negative (ground) cable, then wait
two minutes for the system capacitor to discharge before performing further
diagnosis or service. This is the only sure way to disable the SRS. Failure to
take the proper precautions could result in accidental airbag deployment.
steering column, airbag, Occupant Classification System (OCS), seat belt
tensioner, impact sensor or instrument panel component diagnosis or service.
Disconnect and isolate the battery negative (ground) cable, then wait two
minutes for the system capacitor to discharge before performing further
follow these instructions may result in accidental airbag deployment.
WARNING: To avoid potential physical injury or damage to sensitive electronic circuits and
1169 of 4937
the positive cable, then ground the positive cable to discharge the Occupant
Restraint Controller (ORC) capacitor before performing any welding operations
on the vehicle. Failure to take the proper precautions could result in accidental
airbag deployment, possible damage to the Supplemental Restraint System
(SRS) circuits and components, and possible damage to other electronic
circuits and components. Whenever a welding process is being performed
within 12 inches (30 centimeters) of an electronic module or wiring harness,
then that module or harness should be relocated out of the way, or
disconnected. Always protect against component or vehicle damage from weld
spatter by using weld blankets and screens.
WARNING: To avoid serious or fatal injury, do not attempt to dismantle an airbag unit or
tamper with its inflator. Do not puncture, incinerate or bring into contact with
electricity. Do not store at temperatures exceeding 93Â° C (200Â° F). An airbag
inflator unit may contain sodium azide and potassium nitrate. These materials
are poisonous and extremely flammable. Contact with acid, water, or heavy
metals may produce harmful and irritating gases (sodium hydroxide is formed
in the presence of moisture) or combustible compounds. An airbag inflator unit
may also contain a gas canister pressurized to over 17.24 kPa (2500 psi).
WARNING: To avoid serious or fatal injury when handling a seat belt tensioner retractor.
Exercise proper care to keep fingers out from under the retractor cover and
away from the seat belt webbing where it exits from the retractor cover. Failure
to follow these instructions may result in possible serious or fatal injury.
WARNING: To avoid serious or fatal injury, replace all Supplemental Restraint System
(SRS) components only with parts specified in the Chrysler MoparÂ® Parts
Catalog. Substitute parts may appear interchangeable, but internal differences
may result in inferior occupant protection.
WARNING: To avoid serious or fatal injury, the fasteners, screws, and bolts originally used
for the Supplemental Restraint System (SRS) components must never be
replaced with any substitutes. These fasteners have special coatings and are
specifically designed for the SRS. Anytime a new fastener is needed, replace it
with the correct fasteners provided in the service package or specified in the
Chrysler MoparÂ® Parts Catalog.
WARNING: To avoid serious or fatal injury when a steering column has an airbag unit
attached, never place the column on the floor or any other surface with the
steering wheel or airbag unit face down. Failure to follow these instructions
may result in possible serious or fatal injury.
USE OF HEAT DURING REPAIR
WARNING: Chrysler LLC engineering's position on the use of heat during collision repair is
as follows:
Any body panel or frame component damaged which is to be repaired and
reused, must be repaired using the "cold straightening" method. No heat
may be used during the straightening process.
During rough straightening prior to panel replacement, damaged panels or
frame components may be heated to assist in body/frame realignment.
The application of heat must be constrained to the parts which will be
replaced and not allowed to affect any other components.
1170 of 4937
This "no heat" recommendation is due to the extensive use of high strength
and advanced high strength steels in Chrysler LLC products. Highstrength
materials can be substantially and negatively affected from heat input which
will not be obviously known to the repairer or consumer.
Ignoring these recommendations may lead to serious compromises in the
ability to protect occupants in a future collision event, reduce the engineered
qualities and attributes, or decrease the durability and reliability of the vehicle.
This statement supersedes any previously released information by the Chrysler
LLC.
WATER LEAKS
Water leaks can be caused by poor sealing, improper body component alignment, body seam porosity, missing
plugs, or blocked drain holes. Centrifugal and gravitational force can cause water to drip from a location away
from the actual leak point, making leak detection difficult. All body sealing points should be water tight in
normal wetdriving conditions. Water flowing downward from the front of the vehicle should not enter the
passenger or luggage compartment. Moving sealing surfaces will not always seal water tight under all
conditions. At times, side glass or door seals will allow water to enter the passenger compartment during high
pressure washing or hard driving rain (severe) conditions. Overcompensating on door or glass adjustments to
stop a water leak that occurs under severe conditions can cause premature seal wear and excessive closing or
latching effort. After completing a repair, water test vehicle to verify leak has stopped before returning vehicle
to use.
VISUAL INSPECTION BEFORE WATER LEAK TESTS
Verify that floor and body plugs are in place, body drains are clear, and body components are properly aligned
and sealed. If component alignment or sealing is necessary, refer to the appropriate article for proper
procedures.
WATER LEAK TESTS
WARNING: Do not use electric shop lights or tools in water test area. Personal injury can
result.
When the conditions causing a water leak have been determined, simulate the conditions as closely as possible.
If a leak occurs with the vehicle parked in a steady light rain, flood the leak area with an openended
garden hose.
If a leak occurs while driving at highway speeds in a steady rain, test the leak area with a reasonable
velocity stream or fan spray of water. Direct the spray in a direction comparable to actual conditions.
If a leak occurs when the vehicle is parked on an incline, hoist the end or side of the vehicle to simulate
this condition. This method can be used when the leak occurs when the vehicle accelerates, stops or turns.
If the leak occurs on acceleration, hoist the front of the vehicle. If the leak occurs when braking, hoist the
back of the vehicle. If the leak occurs on left turns, hoist the left side of the vehicle. If the leak occurs on
right turns, hoist the right side of the vehicle. For hoisting recommendations. Refer to Vehicle Quick
Reference/Hoisting Standard Procedure .
WATER LEAK DETECTION
To detect a water leak pointofentry, do a water test and watch for water tracks or droplets forming on the
inside of the vehicle. If necessary, remove interior trim covers or panels to gain visual access to the leak area. If
the hose cannot be positioned without being held, have someone help do the water test.
1171 of 4937
Some water leaks must be tested for a considerable length of time to become apparent. When a leak appears,
find the highest point of the water track or drop. The highest point usually will show the point of entry. After
leak point has been found, repair the leak and water test to verify that the leak has stopped.
Locating the entry point of water that is leaking into a cavity between panels can be difficult. The trapped water
may splash or run from the cavity, often at a distance from the entry point. Most water leaks of this type
become apparent after accelerating, stopping, turning, or when on an incline.
MIRROR INSPECTION METHOD
When a leak point area is visually obstructed, use a suitable mirror to gain visual access. A mirror can also be
used to deflect light to a limitedaccess area to assist in locating a leak point.
BRIGHT LIGHT LEAK TEST METHOD
Some water leaks in the luggage compartment can be detected without water testing. Position the vehicle in a
brightly lit area. From inside the darkened luggage compartment inspect around seals and body seams. If
necessary, have a helper direct a drop light over the suspected leak areas around the luggage compartment. If
light is visible through a normally sealed location, water could enter through the opening.
PRESSURIZED LEAK TEST METHOD
When a water leak into the passenger compartment cannot be detected by water testing, pressurize the
passenger compartment and soap test exterior of the vehicle. To pressurize the passenger compartment, close all
doors and windows, start engine, and set heater control to high blower in HEAT position. If engine can not be
started, connect a charger to the battery to ensure adequate voltage to the blower. With interior pressurized,
apply dish detergent solution to suspected leak area on the exterior of the vehicle. Apply detergent solution with
spray device or soft bristle brush. If soap bubbles occur at a body seam, joint, seal or gasket, the leak entry
point could be at that location.
WIND NOISE
Wind noise is the result of most air leaks. Air leaks can be caused by poor sealing, improper body component
alignment, body seam porosity, or missing plugs in the engine compartment or door hinge pillar areas. All body
sealing points should be airtight in normal driving conditions. Moving sealing surfaces will not always seal
airtight under all conditions. At times, side glass or door seals will allow wind noise to be noticed in the
passenger compartment during high cross winds. Over compensating door or glass adjustments to stop wind
noise that occurs under severe conditions can cause premature seal wear and excessive closing or latching
effort. After a repair procedure has been performed, test vehicle to verify noise has stopped before returning
vehicle to use.
VISUAL INSPECTION BEFORE TESTS
Verify that floor and body plugs are in place and body components are aligned and sealed. If component
alignment or sealing is necessary, refer to the appropriate article for proper procedures.
ROAD TESTING WIND NOISE
1. Drive the vehicle to verify the general location of the wind noise.
2. Apply 50 mm (2 in.) masking tape in 150 mm (6 in.) lengths along weatherstrips, weld seams or
moldings. After each length is applied, drive the vehicle. If noise goes away after a piece of tape is
applied, remove tape, locate, and repair defect.
POSSIBLE CAUSE OF WIND NOISE
Moldings standing away from body surface can catch wind and whistle.
Gaps in sealed areas behind overhanging body flanges can cause windrushing sounds.
Misaligned movable components.
Missing or improperly installed plugs in pillars.
1172 of 4937
Weld burn through holes.
STANDARD PROCEDURE
BUZZ, SQUEAKS AND RATTLES
Buzz, Squeaks and Rattles (BSR's) may be caused by any one or more of the following and may be corrected as
indicated:
Loose fasteners should be tightened to specifications.
Damaged or missing clips should be replaced.
Damaged trim panels should be replaced.
Incorrectly installed trim panels should be reinstalled properly.
Many BSR complaints such as loose trim, can be serviced using various tapes or lubricants. Tapes including
foam, flock and antisqueak, can be used to eliminate noises caused by metal, plastic and vinyl components.
Long life lubricants and greases can also be used on a variety of components. Refer to the BUZZ, SQUEAKS
AND RATTLES table for materials and usage.
BUZZ, SQUEAKS AND RATTLES
ITEM FEATURES APPLICATIONS SERVICE TEMP
ITCH AND An abrasion resistant material Between metal and metal, 40Â° to 107Â° C
SQUEAK TAPE thin enough to conform to metal and plastic, metal and (40Â° to 225Â° F)
most irregular surfaces. Stops vinyl, vinyl and plastic.
most itches and squeaks. Interior.
Examples: Trim panels and
bezels.
BLACK NYLON Nylon Flock with an Between metal and metal, 40Â° to 82Â° C
FLOCK aggressive acrylic adhesive. metal and plastic, vinyl and (40Â° to 180Â° F)
Provides for cushioning and plastic.
compression fit, also isolates Examples: Pull cups, bezels,
components. Waterresistant. clips, ducts, top cover to glass,
cowl panel.
HIGH DENSITY Tear resistant, highly resilient Between metal and metal, 40Â° to 82Â° C
URETHANE and durable. metal and plastic. Water (40Â° to 180Â° F)
FOAM resistant.
Examples: I/P, heavy metal
rattles, isolating brackets.
OPEN CELL Soft foam conforms to Wire harness and connector 40Â° to 82Â° C
FOAM TAPE irregular surfaces. wrap. (40Â° to 180Â° F)
Examples: Seals, gasket,
wiring, heat ducts.
CLOSED CELL Soft, conformable. Water Wherever bulk is needed. 40Â° to 82Â° C
LOW DENSITY resistant. Prevents closing flutters and (40Â° to 180Â° F)
FOAM TAPE rattles when applied to door
watershield.
Examples: Door, I/P.
NYEÂ® GREASE Long life. Suspensions. 40Â° to 200Â° C
880 Examples: Strut bushings, (40Â° to 390Â° F)
sway bars.
KRYTOXÂ® OIL Long life. Will not dry out or When access is not possible, 34Â° to 205Â° C
harm plastics or rubber. oil will migrate to condition. (30Â° to 400Â° F)
Vinyl, rubber, plastic, metal.
Examples: Convertible top
bushings, pull cups trim panel
inserts.
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KRYTOXÂ® Long life. Will not dry out or Vinyl, rubber, plastic, metal, 34Â° to 205Â° C
GREASE harm plastics or rubber. glass. (30Â° to 400Â° F)
Examples: Weatherstrips,
backlite and windshield
moldings.
HEAT STAKING
1. Remove trim panel.
2. Bend or move the trim panel components at the heat staked joints. Observe the heat staked locations
and/or component seams for looseness.
3. Heat stake the components.
a. If the heat staked or component seam location is loose, hold the two components tightly together
and using a soldering gun with a flat tip, melt the material securing the components together. Do
not over heat the affected area, damage to the exterior of the trim panel may occur.
b. If the heat staked material is broken or missing, use a hot glue gun to apply new material to the
area to be repaired. The panels that are being heat staked must be held together while the applying
the glue. Once the new material is in place, it may be necessary to use a soldering gun to melt the
newly applied material. Do not over heat the affected area, damage to the exterior of the trim panel
may occur.
4. Allow the repaired area to cool and verify the repair.
5. Install trim panel.
PLASTIC BODY PANEL REPAIR
There are many different types of plastics used in today's automotive environment. We group plastics in three
different categories: Rigid, SemiRigid, and Flexible. Any of these plastics may require the use of an adhesion
promoter for repair. These types of plastic are used extensively on Chrysler LLC vehicles. Always follow repair
material manufacturer's plastic identification and repair procedures.
Rigid Plastics:
Examples of rigid plastic use: Fascias, Hoods, Doors, and other Body Panels, which include SMC, ABS, and
Polycarbonates.
SemiRigid Plastics:
Examples of semirigid plastic use: Interior Panels, Under Hood Panels, and other Body Trim Panels.
Flexible Plastics:
Examples of flexible plastic use: Fascias, Body Moldings, and upper and lower Fascia Covers.
Repair Procedure:
The repair procedure for all three categories of plastics is basically the same. The one difference is the material
used for the repair. The materials must be specific for each substrate, rigid repair material for rigid plastic
repair, semirigid repair material for semirigid plastic repair and flexible repair material for flexible plastic
repair.
Adhesion Promoter/Surface Modifier:
Adhesion Promoters/Surface Modifiers are required for certain plastics. All three categories may have plastics
that require the use of adhesion promoter/surface modifiers. Always follow repair material manufacturer's
plastic identification and repair procedures.
SAFETY PRECAUTION AND WARNINGS
WARNING: 1174 of 4937

WARNING: Eye protection should be used when servicing components. Personal
injury can result.
Use an OSHA approved breathing mask when mixing epoxy, grinding, and
spraying paint or solvents in a confined area. Personal injury can result.
Avoid prolonged skin contact with resin, petroleum, or alcohol based
solvents. Personal injury can result.
Do not venture under a hoisted vehicle that is not properly supported on
safety stands. Personal injury can result.
WARNING: Failure to follow these instructions may result in serious or fatal injury.
NOTE:
When holes must be drilled or cut in body panels, verify locations of
internal body components and electrical wiring. Damage to vehicle can
result.
Do not use abrasive chemicals or compounds on undamaged painted
surfaces around repair areas. Damage to finish can result.
RIGID, SEMIRIGID, AND FLEXIBLE PLASTIC PARTS TYPES
CODE FAMILY NAME COMMON TRADE TYPICAL

NAME APPLICATION
ASA ACRYLONITRILE STYRENE LURAN S CONSOLES, GRILLES
ACRYLITE
ABS ACRYLONITRILE TERLURAN "A" PILLARS,
BUTADIENE STYRENE CONSOLES, GRILLES
ABS/PC ABS/PC ALLOY PULSE, PROLOY, DOORS, INSTRUMENT
BAYBLEND PANELS
ABS/PVC ABS/PV ALLOY PROLOY, PULSE, DOOR PANELS,
LUSTRAN, CYCLOVIN GRILLES, TRIM
BMC BULK MOLDING COMPOUND BMC FENDER EXTENSIONS
EMA EHTYLENE METHYL SURLYN, EMA, BUMPER GUARDS,
ACRYLATE/IONOMER IONOMER PADS
METTON METTON METTON GRILLES, KICK PANELS,
RUNNING BOARDS
MPPO MODIFIED POLYPHENYLENE MPPO SPOILER ASSEMBLY
OXIDE
PA POLYAMID ZYTEL, VYDYNE, PA, FENDERS, QUARTER
MINLON PANELS
PET THERMOPLASTIC RYNITE TRIM
POLYESTER
PBT/PPO PBT/PPO ALLOY GERMAX CLADDINGS
PBTP POLYBUTYLENE PBT, PBTP, POCAN, WHEEL COVERS,
THEREPTHALATE VALOX FENDERS, GRILLES
PBTP/EEBC POLYBUTYLENE BEXLOY, "M", FASCIAS, ROCKER
THEREPTHALATE/EEBC PBTP/EEBC PANEL, MOLDINGS
ALLOY
PC POLYCARBONATE LEXAN, MERLON, TAIL LIGHT LENSES, IP
CALIBRE, MAKROLON TRIM, VALANCE
PC PANELS
PC/ABS PC/ABS ALLOY GERMAX, BAY BLENDS, DOORS, INSTRUMENT
PULSE PANELS
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PPO POLYPHENYLENE OXIDE AZDEL, HOSTALEN, INTERIOR TRIM, DOOR
MARLEX, PRFAX, PANELS, SPLASH
NORYL, GTX, PPO SHIELDS, STEERING
COLUMN SHROUD
PPO/PA POLYPHENYLENE/POLYAMID PPO/PA, GTX 910 FENDERS, QUARTER
PANELS
PR/FV FIBERGLASS REINFORCED FIBERGLASS, FV, PR/FV BODY PANELS
PLASTIC
PS POLYSTYRENE LUSTREX, STYRON, PS DOOR PANELS, DASH
PANELS
RTM RESIN TRANSFER MOLDING RTM BODY PANELS
COMPOUND
SMC SHEET MOLDED COMPOUND SMC BODY PANELS
TMC TRANSFER MOLDING TMC GRILLES
COMPOUND
UP UNSATURATED POLYESTER SMC, BMC, TMC, ZMC, GRILLE OPENING
(THERMOSETTING) IMC, XSMC, UP PANEL, LIFTGATES,
FLARESIDE FENDERS,
FENDER EXTENSIONS
EEBC ETHER/ESTER BLOCKED CO EEBC BUMPERS
POLYMER
EEBC/PBTP EEBC/POLYBUTYLENE EEBC, PBTP, BEXLOY BUMPER, ROCKER
TEREPTHALATE PANELS
EMPP ETHYLENE MODIFIED EMPP BUMPER COVERS
POLYPROPYLENE
EPDM ETHYLENE/PROPROPYLENE EPDM, NORDEL, BUMPERS
DIENE MONOMER VISTALON
EPM ETHYLENE/PROPROPYLENE EPM FENDERS
COPOLYMER
MPU FOAM POLYURETHANE MPU SPOILERS
PE POLYETHYLENE ALATHON, DYLAN,
"?
LUPOLEN, MARLEX
PP POLYPROPYLENE (BLENDS) NORYL, AZDEL, INNER FENDER,
MARLOX, DYLON, SPOILERS, KICK
PRAVEX PANELS
PP/EPDM PP/EPDM ALLOY PP/EPDM SPOILERS, GRILLES
PUR POLYURETHANE COLONELS, PUR, PU FASCIAS, BUMPERS
PUR/PC PUR/PC ALLOY TEXIN BUMPERS
PVC POLYVINYL CHLORIDE APEX, GEON, VINYLITE BODY MOLDINGS, WIRE
INSULATION, STEERING
WHEELS
RIM REACTION INJECTED RIM, BAYFLEX FRONT FASCIAS,
MOLDED POLYURETHANE MODULAR WINDOWS
RRIM REINFORCED REACTION PUR, RRIM FASCIAS, BODY
INJECTED MOLDED PANELS, BODY TRIMS
TPE THERMO POLYETHYLENE TPE, HYTREL, BEXLOY FASCIAS, BUMPERS,
V CLADDINGS
TPO THERMOPOLYOLEFIN POLYTROPE, RENFLEX, BUMPERS, END CAPS,
SANTOPRENE, TELCAR, RUBBER,
VISAFLEX, ETA, APEX, STRIPS, SIGHT,
TPO, SHIELDS, INTERIOR B POST
CLADDINGS
TPP THERMOPOLYPROPYLENE TPP BUMPERS
1176 of 4937
TPU THERMOPOLYURETHANE, TPU, HYTREL, TEXIN, BUMPERS, BODY SIDE,
POLYESTER ESTANE MOLDINGS, FENDERS,
FASCIAS
PANEL SECTIONING
Fig. 1: PANEL SECTIONING
1 EXISTING PANEL
2 NEW PANEL
3 PANEL ADHESIVE
4 BONDING STRIP
If it is required to section a large panel for a plastic repair, it will be necessary to reinforce the panel. To bond
two plastic panels together, a reinforcement must overlap both panels. The panels must be "V'd" at a 20 degree
angle. The area to be reinforced should be washed, then sanded. Be sure to wipe off any excess soap and water
when finished. Lightly sand or abrade the plastic with an abrasive pad or sandpaper. Blow off any dust with
compressed air or wipe with a clean dry rag.
When bonding plastic panels, follow repair material manufacturers recommendations. Be sure that enough
adhesive has been applied to allow squeeze out and to fill the full bond line. Once the pieces have been brought
together, do not move them until the adhesive is cured. The assembly can be held together with clamps, rivets,
etc. A faster cure can be obtained by heating with a heat lamp or heat gun. After the parts have been bonded and
have had time to cure, rough sand the seam and apply the final adhesive filler to the area being repaired.
Smooth the filler with a spreader, wooden tongue depressor, or squeegee. For fine texturing, a small amount of
water can be applied to the filler surface while smoothing. The cured filler can be sanded as necessary and, as a
final step, cleanup can be done with soapy water. Wipe the surface clean with a dry cloth allowing time for the
panel to dry before moving on with the repair.
PANEL REINFORCEMENT
Fig. 2: SOFTENED EDGES
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1 SOFTENED EDGES
2 PANEL ADHESIVE
3 BONDING STRIP
Structural repair procedures for rigid panels with large cracks and holes will require a reinforcement backing.
Reinforcements can be made with several applications of glass cloth saturated with structural adhesive. Semi
rigid or flexible repair materials should be used for semirigid or flexible backing reinforcement and open
meshed fiberglass dry wall tape can be used to form a reinforcement. The dry wall tape allows the resin to
penetrate through and make a good bond between the panel and the adhesive. Structurally, the more dry wall
tape used, the stronger the repair.
Fig. 3: PANEL REINFORCEMENT
1 PANEL ADHESIVE
2 REINFORCEMENT
Another kind of repair that can be done to repair large cracks and holes is to use a scrap piece of similar plastic
and bond with structural adhesive. The reinforcement should cover the entire break and should have a generous
amount of overlap on either side of the cracked or broken area.
Fig. 4: BEVELING ANGLE 20 DEGREE
When repairing plastic, the damaged area is first "V'd" out, or beveled. Large bonding areas are desirable when
repairing plastic because small repairs are less likely to hold permanently. Beveling the area around a crack at a
20Â° angle will increase the bonding surface for a repair. It is recommended that sharp edges be avoided
because the joint may show through after the panel is refinished.
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Fig. 5: FIBERGLASS TAPE
Panel repair for both flexible and rigid panels are basically the same. The primary difference between
flexible panel repair and rigid panel repair is in the adhesive materials used.
The technician should first decide what needs to be done when working on any type of body panel. One
should determine if it is possible to return the damage part to its original strength and appearance without
exceeding the value of the replacement part.
When plastic repairs are required, it is recommended that the part be left on the vehicle when ever
possible. That will save time, and the panel will remain stationary during the repair. Misalignment can
cause stress in the repair areas and can result in future failure.
VISUAL INSPECTION
Fig. 6: DAMAGE COMPONENT
1 PUNCTURE
Composite materials can mask the severity of an accident. Adhesive bond lines, interior structure of the doors,
and steel structures need to be inspected carefully to get a true damage assessment. Close inspection may
require partial removal of interior trim or inner panels.
Identify the type of repair: Puncture (1) or Crack Damage that has penetrated completely through the panel.
Damage is confined to one general area; a panel section is not required. However, a backer panel, open
fiberglass tape, or matted material must be bonded from behind.
PANEL SURFACE PREPARATION
If a body panel has been punctured, cracked, or crushed, the damaged area must be removed from the panel to
achieve a successful repair. All spider web cracks leading away from a damaged area must be stopped or
removed. To stop a running crack in a panel, drill a 6 mm (0.250 in.) hole at the end of the crack farthest away
from the damage. If spider web cracks can not be stopped, the panel would require replacement. The surfaces
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around the damaged area should be stripped of paint and freed from wax and oil. Sand surfaces around repair
area with 80 120 grit sandpaper, or equivalent, to assure adhesion of repair materials.
PATCHING PANELS
Fig. 7: DAMAGED PANEL CUTOUT AND PATCH
1 CUTOUT
2 DAMAGED BODY PANEL
3 4 MM (0.160 IN.) HOLES
4 PATCH CUT TO SIZE
A panel that has extensive puncture type damage can be repaired by cutting out the damaged material. Use a
suitable reciprocating saw or cut off wheel to remove the section of the panel that is damaged. The piece cut out
can be used as a template to shape the new patch. It is not necessary to have access to the back of the panel to
install a patch. Bevel edges of cutout at 20Â° to expose a larger bonding area on the outer side. This will allow
for an increased reinforcement areas.
PANEL PATCH FABRICATIONS
Fig. 8: FABRICATED PANEL
1 STRUCTURAL ADHESIVE
2 FIBERGLASS CLOTH OR FIBERGLASS MESH TAPE
3 WIDTH OF VGROOVE
4 WAXED PAPER
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A patch can be fabricated from any rigid fiberglass panel that has comparable contour with the repair area. Lift
gates and fenders can be used to supply patch material. If existing material is not available or compatible, a
patch can be constructed with adhesive and reinforcement mesh (dry wall tape). Perform the following
operation if required:
1. Cover waxed paper or plastic with adhesive backed nylon mesh (dry wall tape) larger than the patch
required.
2. Tape waxed paper or plastic sheet with mesh to a surface that has a compatible contour to the repair area.
3. Apply a liberal coat of adhesive over the reinforcement mesh. If necessary apply a second or third coat of
adhesive and mesh after first coat has cured. The thickness of the patch should be the same as the repair
area.
4. After patch has cured, peel waxed paper or plastic from the back of the patch.
5. If desired, a thin film coat of adhesive can be applied to the back of the patch to cover mesh for added
strength.
PANEL PATCH INSTALLATION
Fig. 9: SECURE SUPPORT SQUARES TO BODY PANEL
1 SUPPORT SQUARES
2 SCREWS
3 DAMAGED BODY PANEL
1. Make a paper or cardboard pattern the size and shape of the cutout hole in the panel.
2. Trim 3 mm (0.125 in.) from edges of pattern so patch will have a gap between connecting surfaces.
3. Using the pattern as a guide, cut the patch to size.
4. Cut scrap pieces of patch material into 50 mm (2 in.) squares to use as patch supports to sustain the patch
in the cutout.
5. Drill 4 mm (0.160 in.) holes 13 mm (0.5 in.) in from edge of cutout hole.
6. Drill 4 mm (0.160 in.) holes 13 mm (0.5 in.) away from edge of patch across from holes drilled around
cutout.
7. Drill 3 mm (0.125 in.) holes in the support squares 13 mm (0.5 in.) from the edge in the center of one
side.
8. Scuff the backside of the body panel around the cutout hole with a scuff pad or sandpaper.
9. Mix enough adhesive to cover one side of all support squares.
10. Apply adhesive to cover one side of all support squares.
11. Using number 8 sheet metal screws, secure support squares to back side of body panel with adhesive
sandwiched between the panel and squares.
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Fig. 10: POSITION PATCH IN CUTOUT AND ALIGN
1 CUTOUT
2 SUPPORT SQUARES
12. Position patch in cutout (1) against support squares (2) and adjust patch until the gap is equal along all
sides.
13. Drill 3 mm (0.125 in.) holes in the support squares through the predrilled holes in the patch.
Fig. 11: APPLY ADHESIVE TO SUPPORT SQUARES
1 APPLICATOR
2 SUPPORT SQUARES
3 ADHESIVE
14. Apply a coat of adhesive (3) to the exposed ends of the support squares (2).
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Fig. 12: INSTALL SCREWS
1 PATCH
2 GAP
15. Install screws to hold the patch (1) to support squares. Tighten screws until patch surface is flush with
panel surface.
16. Allow adhesive to cure, and remove all screws.
Fig. 13: GRIND SURFACE
1 PATCH
2 GAP
3 DISC GRINDER
17. Using a 125 mm (5 in.) 24 grit disc grinder (3), grind a 50 mm (2 in.) to 75 mm (3 in.) wide and 75%
80% deep (original material thickness) path across the gaps (2) around the patch (1). With compressed
air, blow dust from around patch.
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Fig. 14: COVER GAPS WITH MESH
1 GROUND DOWN AREA
2 PATCH
3 MESH
18. Apply adhesive backed nylon mesh (dry wall tape) over gaps around patch.
19. Mix enough adhesive to cover the entire patch area.
Fig. 15: COVER MESH WITH ADHESIVE
1 ADHESIVE
2 MESH
3 PATCH
4 SPREADER
20. Apply adhesive over the mesh around patch, and smooth epoxy with a wide spreader to reduce finish
grinding. Use two to three layers of mesh and adhesive to create a stronger repair.
PATCHED PANEL SURFACING
After patch panel is installed, the patch area can be finished using the same methods as finishing other types of
body panels. If mesh material is exposed in the patched area, grind surface down, and apply a coat of high
quality rigid plastic body filler. Prime, block sand, and paint as required.
BODY LUBRICATION
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All mechanisms and linkages should be lubricated when necessary. This will maintain ease of operation and
provide protection against rust and excessive wear. The weatherstrip seals should be lubricated to prolong their
life as well as to improve door sealing.
All applicable exterior and interior vehicle operating mechanisms should be inspected and cleaned.
Pivot/sliding contact areas on the mechanisms should then be lubricated.
1. When necessary, lubricate the operating mechanisms with the specified lubricants.
2. Apply silicone lubricant to a cloth and wipe it on door seals to avoid overspray that can soil passenger's
clothing.
3. Before applying lubricant, the component should be wiped clean. After lubrication, any excess lubricant
should be removed.
4. The hood latch, latch release mechanism, latch striker, and safety latch should be lubricated periodically.
5. The door lock cylinders should be lubricated twice each year (preferably autumn and spring):
Spray a small amount of lock cylinder lubricant directly into the lock cylinder.
Apply a small amount to the key and insert it into the lock cylinder.
Rotate it to the locked position and then back to the unlocked position several times.
Remove the key. Wipe the lubricant from it with a clean cloth to avoid soiling of clothing.
Hinges:
Door And Hood MoparÂ® Engine Oil
Liftgate MoparÂ® MultiPurpose Lube NLGI Grade 2 EP, GCLB
Latches:
Door, Hood/Safety Catch, MoparÂ® MultiPurpose Lube NLG Grade 2 EP, GCLB
Liftgate
Seat Regulator AND Track MoparÂ® MultiPurpose Lube NLGI Grade 2 EP, GCLB
Window System Components MoparÂ® Spray White Lube
Lock Cylinders MoparÂ® Lock Cylinder Lube
Parking Brake Mechanism MoparÂ® Wheel Brg. Grease NLGI Grade 1, GCLBB
Soft Top MoparÂ® Soft Top Zipper Cleaner AND Lubricant
SPECIFICATIONS
SPECIFICATIONS
Description N.m Ft. Lbs In. Lbs.

A/C expansion valve nut 23 17
Backlite hinge bolts 10 90
Body isolator mounting bolts * 108 80
Body isolator to body nuts 54 40
Brake booster bracket nuts 18 13.5
Center OCS strain gauge stud nut 45 33
Door carrier plate screws 10 90
Door hinge pin nut 8.5 75
Door hinge to body bolts 28 21
Door hinge to hinge bolts 26 19
Door latch adjustment screw 3 26.5
Door latch mounting screws 8 71
Door latch striker bolts 26 19
Four door rear seat 40% inner seat back pivot nut
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25 18.5
Four door rear seat center belt buckle bolt 61 45
Four door rear seat cushion pivot bolts 25 18.5
Four door rear seat front mounting fasteners 75 55
Four door rear seat headrest bolts 8 71
Four door rear seat inner latch floor bolts 25 18.5
Four door rear seat latch to back frame bolts 45 33
Four door rear seat outboard latch floor bolts 25 18.5
Four door rear seat rear mounting bolt 75 55
Four door rear seat rear mounting nuts 85 62.5
Four door rear seat cushion pivot bolt 25 18.5
Four door retractor screw 55 41
Four door seat cushion pivot bolt 25 18.5
Front door exterior handle nut 4.5 40
Front door glass run nut 10 90
Front door interior handle screw 8.5 75
Front seat back assembly bolts 47 34.5
Front seat belt anchor bolt 40 29.5
Front seat belt buckle bolt 50 37
Front seat belt turning loop screw 40 29.5
Front seat mounting bolts 75 55
Front seat riser nuts 28 21
Half door latch nut 4.5 40
Hard top front bolts 8 71
Hard top side bolts 8 71
Hood catch bracket nuts 7 62
Hood catch nuts 15 11
Hood hinge to body bolts 24 18
Hood hinge to hood bolts 26 19
Hood safety catch bolt 11 8 97
Instrument panel center support bracket fasteners 8 6 71
Instrument panel fence line nuts 12 9
Instrument panel side support bolts 11 8
Lower fender to sill bolts 12 9
Manual sifter bolt 33 24.5
OCS riser nuts 28 21
Outside rear view mirror bolts 13 10
Rear door exterior handle nut 4.5 40
Rear door glass run bolt 12 9
Rear door glass run nut 10 90
Rear door interior handle screw 8.5 75
Rear view mirror set screw 2 18
Seat side airbag nuts 7 62
Side step bracket bolts 24 18
Side step sill nuts 12 9
Soft top pivot knuckle bolts 14 10
Speaker pod screws 10 90
Sport bar cross bar bracket bolts 19 14
Sport bar front cross bar bracket bolts 19 14
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Sport bar rear bolts 19 14
Sport bar rear cross bar bracket bolts 19 14
Sport bar side bar bolts 19 14
Sport bar side bar to windshield frame bolts 23 17
Sport bar to Bpillar bolts 19 14
Steering column opening reinforcement plate bolts 11 8
Tailgate exterior handle nuts 4.5 40
Tailgate hinge to body bolts 26 19
Tailgate hinge to tailgate bolts 20 15
Tailgate latch screws 8 71
Tailgate stabilizer insert and cup bolts 10 90
Tailgate striker bolts 28 21
Two door rear seat back frame to cushion bolts 50 37
Two door rear seat back latch bolts 45 33
Two door rear seat center belt buckle bolt 55 41
Two door rear seat cushion to back bolts 50 37
Two door rear seat front latch cushion frame bolts 45 33
Two door rear seat rear latch nuts 10 90
Upper fender fasteners 5 44
Windshield frame hinge to body bolts 20 15
Windshield frame reinforcement bracket bolts 20 15
CAUTION: * Whenever a body isolator bolt requires servicing or tightening, it is necessary
to remove the bolt and install new thread locker compound to the threads.
SPECIAL TOOLS
SPECIAL TOOLS
Fig. 16: STICK, TRIM C 4755
Fig. 17: REMOVER, MOLDINGS C4829A
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Fig. 18: STRAIN GAUGE HOLDER 9689
Fig. 19: REMOVER, OUTER DOOR BELT MOLDING 9093
DOOR FRONT, FULL
BRACKET, DOOR LATCH
Removal
REMOVAL
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Fig. 20: BRACKET
1. Remove the latch (3). See Body/Door Front/DOOR Removal.
2. Slide the latch bracket (5) off of the carrier plate tabs and remove.
Installation
INSTALLATION
Fig. 21: BRACKET
1. Slide the latch bracket (5) onto the carrier plate and secure fully.
2. Install the latch (3). See Body/Door Front/LATCH, Door Installation.
CABLE, INSIDE HANDLE TO LATCH
Removal
REMOVAL
1189 of 4937
Fig. 22: CARRIER PLATE
1. Remove the carrier plate. See Body/Door Front/PLATE, Carrier Removal.
Fig. 23: HANDLE
2. Release the cable clip at the inside handle (4) and disconnect the cable (1).
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Fig. 24: LATCH
3. Release the clips (3) and disconnect the cable from the latch assembly.
4. Remove the cable from the carrier plate.
Installation
INSTALLATION
Fig. 25: LATCH
1. Install the cable onto the carrier plate and connect to the latch.
2. Secure the cable clip (3) fully.
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Fig. 26: HANDLE
3. Connect the cable (1) to the interior handle (3) and secure the cable clip (4).
4. Install the carrier plate. See Body/Door Front/PLATE, Carrier Installation.
CYLINDER, DOOR LOCK
Removal
REMOVAL
1192 of 4937
Fig. 29: LOCK CYLINDER
2. Remove the clip (3) and separate the lock cylinder (2) and gasket (1), from the door.
Installation
INSTALLATION
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1. Assemble the gasket (1) onto the lock cylinder (2), until fully seated.
2. Install the lock cylinder (2) into the hole in the outer door panel.
NOTE: The cylinder post must point forward.
NOTE: The cylinder drain hole must point down.
3. While holding the lock cylinder (2) in place, slide the retainer clip (3) onto the lock cylinder.
NOTE: Visually verify that the pin on the lock cylinder is engaged with the bell
crank on the door module, at door module install.
DOOR
Removal
1194 of 4937
REMOVAL
Fig. 32: CHECK STRAP
NOTE: Front door check strap shown in illustration, rear doors are similar.
1. Disconnect the electrical connector (3) at the Apillar cowl area and separate the check strap (2) from the
footman's loop (1).
Fig. 33: DOOR
NOTE: Full front door shown in illustration, all others similar.
2. Remove the nuts (1) and lift the door (2) up off hinges and remove.
Installation
INSTALLATION
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Fig. 34: DOOR
1. Align pins on door hinge to holes in hinge on body and position door into place.
2. Install the nuts (1) and tighten to 8.5 N.m (75 in. lbs.).
3. If necessary, adjust the door (2). See Body/Doors Rear/DOOR, Rear Adjustments
4. Secure the check strap (2) over the footman's loop (1) and connect the electrical connector (3).
Adjustments
ADJUSTMENT
NOTE: 1196 of 4937

NOTE: For four door vehicles, it is recommended that you adjust the rear door before
adjusting the front door. See Body/Doors Rear/DOOR, Rear Adjustments
Full front door shown in illustration, all others similar.
Door adjustment measurements should be taken from stationary or
welded body panels like the roof, rocker or quarter panels.
During adjustment procedures, it is recommended that all the hinge
fasteners be loosened except for the upper most fasteners. Adjustments
can be made using the upper bolts to hold the door with final torque of the
fasteners occurring after correct door positioning is achieved.
A suitable body sealant should be used when removing or moving the
hinges.
FORE/AFT
Fig. 36: DOOR HINGE
NOTE: Fore/aft (lateral) door adjustment is done by loosening the hinge to the door
fasteners one hinge at a time and moving the door to the correct position.
1. Support the door with a suitable lifting device.
2. Loosen the upper (1) and lower (4) hinge to door fasteners. See Body/Door Front/HINGE, Door
Removal
3. Adjust the door to the correct position. See Body/Body Structure/Gap and Flush Specifications
4. Tighten the hinge to door bolts to 26 N.m (19 ft. lbs.).
UP/DOWN
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Fig. 37: STRIKER
NOTE: Up/down door adjustment is done by loosening hinge to the hinge pillar
fasteners or the hinge to door fasteners and moving the door to the correct
position.
2. Loosen the latch striker bolts (3). See Body/Door Front/STRIKER, Door Latch Removal
Fig. 38: BODY HINGE
3. If necessary, loosen the hinge to hinge pillar fasteners (2) and (3). See Body/Door Front/HINGE,
Door Removal
4. Tighten the hinge to body fasteners to 28 N.m (21 ft. lbs.).
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Fig. 39: DOOR HINGE
5. If necessary, Loosen the hinge to door fasteners (1) and (4). See Body/Door Front/DOOR Removal
7. Tighten the door to hinge fasteners to 26 N.m (19 ft. lbs.).
Fig. 40: STRIKER
8. Tighten the latch striker bolts (3) 26 N.m (19 ft. lbs.). See Body/Door Front/STRIKER, Door Latch
Installation
IN/OUT
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Fig. 41: STRIKER
NOTE: In/out door adjustment is done by loosening the hinge to body fasteners one
hinge at a time and moving the door to the correct position.
Fig. 42: BODY HINGE
3. Loosen the hinge to body fasteners (2) and (3). See Body/Door Front/DOOR Removal
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Fig. 43: STRIKER
6. Tighten the latch striker bolts (3) to 26 N.m (19 ft. lbs.). See Body/Door Front/STRIKER, Door
Latch Installation
GLASS, DOOR
Removal
REMOVAL
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Fig. 45: GLASS RUN
2. Remove the nut (2) and position the run channel (1) aside.
Fig. 46: GLASS
3. Separate the clip (2) from the glass (1) and lower the glass in the run channel.
4. Turn the glass so the front of the glass faces down and remove the glass through the glass opening.
Installation
INSTALLATION
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Fig. 47: GLASS
1. Install the glass (1) into the door (3), front and first.
2. Rotate the glass into the correct orientation and push up into the weather seal.
3. Secure the glass in the up position using tape or other suitable method.
4. Install the glass clip (2).
Fig. 48: GLASS RUN
5. Position the glass run channel (1) back into place and install the nut (2).
6. Tighten the nut to 10 N.m (7 ft. lbs.).
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HANDLE, EXTERIOR
Removal
REMOVAL
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Fig. 51: HANDLE
2. Remove the nut (2) and the handle (1).
Installation
INSTALLATION
Fig. 52: HANDLE
1. Install the handle (1) and the front nut (2).
2. Tighten the nut to 4.5 N.m (40 in. lbs.).
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HANDLE, INTERIOR
Removal
REMOVAL
Fig. 54: TRIM PANEL
1. Remove the door trim panel. See Body/Door Front/PANEL, Door Trim Removal.
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Fig. 55: INSIDE DOOR HANDLE
2. Remove the screw (2) securing the handle (1) to the carrier plate.
Fig. 56: DOOR HANDLE RETAINERS
3. Disconnect the clips (4) and disconnect the cables (1).
4. Slide the handle (3) off of the retaining tabs (2) and remove.
Installation
INSTALLATION
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Fig. 57: DOOR HANDLE RETAINERS
1. Position the handle (3) onto the carrier plate tabs (2) and slide into place fully.
2. Connect the cables (1) and secure the clips (4).
3. Install the inside door handle screw (2) and tighten to 8.5 N.m (75 in. lbs.).
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Fig. 59: TRIM PANEL
4. Install the trim panel (1). See Body/Door Front/PANEL, Door Trim Installation.
HINGE, DOOR
Removal
REMOVAL
Fig. 60: DOOR
NOTE: A suitable body sealant should be used when removing or moving the hinges.
1. Remove the door (2). See Body/Door Front/DOOR Removal.
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Fig. 61: BODY HINGE
2. Using a grease pencil or equivalent, mark the body hinge (1) and (4) location and remove the bolts (2)
and (3).
Fig. 62: DOOR HINGE
3. Using a grease pencil or equivalent, mark the door hinge (2) and (3) location and remove the bolts (1) and
(4).
Installation
INSTALLATION
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Fig. 63: DOOR HINGE
1. Install the door hinges (2) and (3), and install the bolts (1) and (4).
2. Align the hinges to the door using the reference marks made during the removal procedure and tighten
the bolts to 26 N.m (19 ft. lbs.).
Fig. 64: BODY HINGE
3. Install the body hinges (1) and (4), and install the bolts (2) and (3).
4. Align the hinges to the body using the reference marks made during the removal procedure and tighten
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Fig. 65: DOOR
5. Install the door (2). See Body/Door Front/DOOR Installation.
LATCH, DOOR
Removal
REMOVAL
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Fig. 67: LATCH
NOTE: Front door shown in illustration, rear door similar.
2. Disconnect the actuator rods.
3. Disconnect the electrical connector (1).
4. Disconnect the latch cables (3).
5. Slide the latch off the latch bracket tabs (2) and remove the latch.
Installation
INSTALLATION
Fig. 68: LATCH
NOTE: Front door latch shown in illustration, rear door similar.
1. Install the latch onto the latch bracket tabs (2) and seat fully.
2. Connect the electrical connector (1).
3. Connect the latch cables (3).
4. Connect the actuator rods.
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6. Adjust the front door latch. See Body/Door Front/LATCH, Door Adjustments.
Adjustments
ADJUSTMENTS
Fig. 70: LATCH ADJUSTMENT SCREW TYPICAL
1 DOOR LATCH
2 MYLAR TAPE
3 ADJUSTMENT SCREW
1. Locate the access hole in the door to adjust the door latch (1) and remove the mylar tape (2).
2. Loosen latch adjusting screw (3) threw access slot in door shut face (1/2 to 1 full turn).
3. Operate the door handles several times to reduce any possible linkage binding and tighten the adjustment
4. Operate the door handles again to verify proper operation and reinstall the mylar tape.
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PANEL, DOOR TRIM
Removal
REMOVAL
Fig. 71: WINDOW CRANK
1. Using a standard window handle tool (2), release the handle clips and remove the handle (1) from the
window lift mechanism, if equipped with a manual regulator.
Fig. 72: TRIM PANEL RETAINERS
NOTE: Full front door shown in illustration, rear door similar.
2. Remove the pull handle trim plugs (2) and remove the pull handle screws (3).
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3. Remove the screws (1), if equipped.
Fig. 73: TRIM PANEL
4. Using a trim stick C4829A or equivalent, starting at the bottom by the check strap, separate the push pin
fasteners (3) and remove the trim panel (1).
Installation
INSTALLATION
Fig. 74: TRIM PANEL
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1. Position the trim panel (1) into place and seat the push pin fasteners (3) fully.
2. Install the pull handle screws (3) and install the trim caps (2).
3. Install the trim panel screws (1), if equipped.
Fig. 76: WINDOW HANDLE INSTALL
4. If equipped with a manual window regulator, position the window crank handle retaining clip (1) back
into place and install the window crank handle (2) onto the lift mechanism shaft and seat fully.
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PLATE, CARRIER
Description
DESCRIPTION
Fig. 77: POWER CARRIER PLATE
1 LATCH AND LOCK CABLES
2 GLASS CLIP
3 REGULATOR SCREWS
4 CARRIER PLATE
5 INSIDE HANDLE
6 REGULATOR MOTOR SCREWS
7 LATCH MOUNTING BRACKET
8 LATCH
9 GLASS DISCONNECT HOLES (PLUGS MUST BE REMOVED TO SERVICE GLASS)
10 WIRE HARNESS
11 MOTOR
12 GLASS LIFT PLATE
13 REGULATOR
NOTE: Full front door shown in illustration, full rear door similar.
Door carrier plates include the hardware, window regulators, latch, remote handle and links and wiring harness.
In addition to providing manufacturing efficiencies, the door modules benefit the customer too. Having all the
parts assembled into a module improves build accuracy and fit and finish between the components and trim as a
result of greater communication between the release engineers and suppliers.
CAUTION: Care must be used when servicing the carrier plate that the seal isn't damaged.
Removal
REMOVAL
1218 of 4937
Fig. 78: TRIM PANEL
1. Position the glass into the down position.
2. Remove the door trim panel. See Body/Door Front/PANEL, Door Trim Removal.
Fig. 79: GLASS ATTACH
3. If equipped, using a punch or similar tool, carefully remove the glass disconnect hole plugs. See
Body/Door Front/PLATE, Carrier Description
4. Release the two glass retainer tabs (3) and separate the glass clip (4) from the regulator lift plate and
position into the full up position.
5. Position the glass (1) into the full up position and using tape or equivalent, secure the glass.
1219 of 4937
6. Disconnect the door wire harness at the Apillar and separate the check strap from the hook.
7. Remove the screws (6) and separate the wire harness push pins from the door structure.
8. Remove the door handle screw (1).
9. Remove the latch screws (4).
10. Remove the rubber hole plug in the door and remove the nut (2).
11. Remove the upper latch bracket screw (3).
12. Remove the carrier plate screws (5) and remove the carrier plate assembly (7) from the door.
Installation
INSTALLATION
1220 of 4937
1. Place the latch assembly into the door opening and install the carrier plate (7) onto the door.
2. Install the latch screws (4) and tighten to 8 N.m (71 in. lbs.) top screws first.
3. Install the latch bracket screw (3).
4. Install the 10 carrier plate screws (5) and tighten to 10 N.m (90 in. lbs.).
5. Install the outside door handle nut (2) through the hole in the inner door and tighten to 4.5 N.m (40 in.
lbs.).
7. Slowly lower the glass (1) all the way down into the regulator lift plate (3) and seat the glass clip (4) fully
until a snap sound is heard.
8. Seal the glass disconnect holes with a suitable foam tape or equivalent.
Fig. 83: TRIM PANEL
1221 of 4937
REGULATOR, WINDOW, POWER
Removal
REMOVAL
Fig. 85: MOTOR
2. Remove the screws (1) and disconnect the electrical connector (2).
3. Remove the motor (3).
1222 of 4937
Fig. 86: REGULATOR
4. Remove the rail screws (2) and separate the lift regulator (3) from the carrier plate (1).
Installation
INSTALLATION
Fig. 87: REGULATOR
1. Position the regulator (3) onto the carrier plate (1) and install the screws (2).
1223 of 4937
Fig. 88: MOTOR
2. Install the motor (3) and the screws (1).
STRIKER, DOOR LATCH
Removal
REMOVAL
1224 of 4937
Fig. 90: STRIKER
1. Remove the screws (3).
2. Remove the striker (2) and the shims (1), if equipped.
Installation
INSTALLATION
Fig. 91: STRIKER
1. Install the shims (1), if equipped, and install the striker (2).
2. Install the screws (3) and tighten to 26 N.m (19 ft. lbs.).
3. If necessary, adjust the door latch striker. See Body/Door Front/STRIKER, Door Latch
Adjustments.
Adjustments
ADJUSTMENTS
1225 of 4937
Fig. 92: STRIKER
1. Using a grease pencil or equivalent, mark the location of the door latch striker (2) on the Bpillar to aid in
adjustment.
2. Loosen the two screws (3) that secure the door latch striker to the Bpillar.
3. To adjust the rear gap and flush measurement, change the position of the door latch striker and then
tighten the two bolts to 26 N.m (19 ft. lbs.). See Body/Body Structure/Gap and Flush Specifications.
4. Verify correct door and latch position.
DOORS REAR, FULL
BRACKET, DOOR LATCH
Removal
REMOVAL
Fig. 93: BRACKET
1226 of 4937
1. Remove the latch (3). See Body/Doors Rear/LATCH, Door Removal
2. Slide the latch bracket (5) off of the carrier plate tabs and remove.
Installation
INSTALLATION
Fig. 94: BRACKET
1. Slide the latch bracket (5) onto the carrier plate and secure fully.
2. Install the latch (3). See Body/Doors Rear/LATCH, Door Installation
DOOR, REAR
Removal
REMOVAL
Fig. 95: BPillar Lower Trim
1. Remove the access door (4) from the interior BPillar lower trim.
1227 of 4937
2. Remove the door harness from the footman loop (3) on the BPillar.
3. Disconnect the door harness connector (2).
4. Pull the door harness (1) out towards the rear of the vehicle through the opening in the interior BPillar
lower trim side.
Fig. 96: Door And Hinge Nuts
5. Remove the hinge nuts (2) and lift the door (1) straight up, off the hinges (3) and remove.
Installation
INSTALLATION
1. Align pins on door hinge (3) to holes in hinge on body and position door (1) into place.
1228 of 4937
4. Route the wiring harness (1) through the interior BPillar lower trim side.
5. Install the harness (1) to the footman loop (3) on the BPillar.
6. Connect the door harness (2) to the body harness.
7. Install the access door (4) to the BPillar lower trim.
Adjustments
ADJUSTMENT
hinges.
FORE/AFT
1229 of 4937
Fig. 99: DOOR HINGE
Removal
UP/DOWN
Fig. 100: STRIKER
1230 of 4937
position.
Fig. 101: BODY HINGE
Door Removal
Fig. 102: DOOR HINGE
1231 of 4937
Fig. 103: STRIKER
Installation
IN/OUT
Fig. 104: STRIKER
1232 of 4937
Fig. 106: STRIKER
Latch Installation
GLASS, DOOR
Removal
REMOVAL
1233 of 4937
1. Remove the carrier plate (6). See Body/Doors Rear/PLATE, Carrier Removal
Fig. 108: GLASS RUN
2. Remove the nut (2) and position the run channel (1) aside.
3. Lower the glass into the bottom of the door.
4. Remove the outer belt molding.
5. Remove the stationary glass division bar bolt and separate the stationary glass and weatherstrip assembly
from the door.
6. Remove the door glass from the door window opening.
Installation
INSTALLATION
1234 of 4937
Fig. 109: GLASS RUN
1. Install the door glass into the door through the window opening and position into the bottom of the door.
2. Install the stationary glass and weatherstrip and seat fully.
3. Install the division bar bolt and tighten to 12 N.m (9 ft. lbs.).
4. Install the outer belt molding.
5. Position the glass into the full up position and secure in place using tape or other suitable device.
6. Install the glass run channel (1) and install the nut (2).
7. Tighten the nut to 10 N.m (90 in. lbs.).
8. Install the carrier plate (6). See Body/Doors Rear/PLATE, Carrier Installation.
HANDLE, EXTERIOR
1235 of 4937
Removal
REMOVAL
1. Remove the carrier plate (6). See Body/Doors Rear/PLATE, Carrier Removal
Fig. 112: HANDLE
2. Remove the nuts (1) and remove the handle (2).
Installation
INSTALLATION
1236 of 4937
Fig. 113: HANDLE
1. Install the handle (2) and install the nuts (1).
2. Tighten the nuts to 4.5 N.m (40 in. lbs.).
HANDLE, INTERIOR
Removal
REMOVAL
1237 of 4937
Fig. 115: TRIM PANEL
1. Remove the door trim panel (1). See Body/Doors Rear/PANEL, Rear Door Trim Removal.
2. Remove the screw (2) securing the handle (1) to the carrier plate.
1238 of 4937
Fig. 117: HANDLE RETAINERS
3. Disconnect the clips (4) and disconnect the cables (1).
Installation
INSTALLATION
Fig. 118: HANDLE RETAINERS
2. Connect the cables (1) and secure the clips (4).
1239 of 4937
4. Install the trim panel (1). See Body/Doors Rear/PANEL, Rear Door Trim Installation.
HINGE, DOOR
Removal
REMOVAL
1240 of 4937
Fig. 121: DOOR
and (3).
1241 of 4937
(4).
Installation
INSTALLATION
1242 of 4937
Fig. 126: DOOR
LATCH, DOOR
Removal
REMOVAL
1243 of 4937
1. Remove the carrier plate (6). See Body/Doors Rear/PLATE, Carrier Removal.
Fig. 128: LATCH
2. Disconnect the actuator rods.
4. Disconnect the latch cables (3).
5. Slide the latch off the latch bracket tabs (2) and remove the latch.
Installation
INSTALLATION
1244 of 4937
Fig. 129: LATCH
NOTE: Front door latch shown in illustration, rear door similar.
1. Install the latch onto the latch bracket tabs (2) and seat fully.
3. Connect the latch cables (3).
5. Adjust the door latch. See Body/Doors Rear/LATCH, Door Adjustments.
Adjustments
ADJUSTMENTS
1245 of 4937
1 DOOR LATCH
2 MYLAR TAPE
3 ADJUSTMENT SCREW
1. Locate the access hole in the door to adjust the door latch (1) and remove the mylar tape (2).
2. Loosen latch adjusting screw (3) threw access slot in door shut face (1/2 to 1 full turn).
3. Operate the door handles several times to reduce any possible linkage binding and tighten the adjustment
4. Operate the door handles again to verify proper operation and reinstall the mylar tape.
PANEL, REAR DOOR TRIM
Removal
REMOVAL
Fig. 132: WINDOW CRANK
1. Using a standard window handle tool (2), release the handle clips and remove the handle (1) from the
window lift mechanism, if equipped with a manual regulator.
1246 of 4937
3. Remove the screws (1), if equipped.
1247 of 4937
4. Using a trim stick C4829A or equivalent, starting at the bottom by the check strap, separate the push pin
fasteners (3) and remove the trim panel (1).
Installation
INSTALLATION
1248 of 4937
3. Install the trim panel screws (1), if equipped.
Fig. 137: WINDOW HANDLE INSTALL
4. If equipped with a manual window regulator, position the window crank handle retaining clip (1) back
into place and install the window crank handle (2) onto the lift mechanism shaft and seat fully.
PLATE, CARRIER
Description
DESCRIPTION
1249 of 4937
Fig. 138: POWER CARRIER PLATE
1 LATCH AND LOCK CABLES
2 GLASS CLIP
3 REGULATOR SCREWS
4 CARRIER PLATE
5 INSIDE HANDLE
6 REGULATOR MOTOR SCREWS
7 LATCH MOUNTING BRACKET
8 LATCH
9 GLASS DISCONNECT HOLES (PLUGS MUST BE REMOVED TO SERVICE GLASS)
10 WIRE HARNESS
11 MOTOR
12 GLASS LIFT PLATE
13 REGULATOR
NOTE: Full front door shown in illustration, full rear door similar.
Door carrier plates include the hardware, window regulators, latch, remote handle and links and wiring harness.
In addition to providing manufacturing efficiencies, the door modules benefit the customer too. Having all the
parts assembled into a module improves build accuracy and fit and finish between the components and trim as a
result of greater communication between the release engineers and suppliers.
CAUTION: Care must be used when servicing the carrier plate that the seal isn't damaged.
Removal
REMOVAL
NOTE: Front door trim shown in illustration, rear door similar.
1250 of 4937
1. Position the glass into the down position.
2. Remove the trim panel (1). See Body/Doors Rear/PANEL, Rear Door Trim Removal.
3. If equipped, using a punch or similar tool, carefully remove the glass disconnect hole plugs. See
Body/Doors Rear/PLATE, Carrier Description
4. Release the two glass retainer tabs (3) and separate the glass clip (4) from the regulator lift plate and
position into the full up position.
5. Position the glass (1) into the full up position and using tape or equivalent, secure the glass.
Fig. 141: LOWER
6. Remove the lower Bpillar trim panel (2). See Body/Interior/PANEL, BPillar Trim Removal.
1251 of 4937
7. Disconnect the door wire harness at the Bpillar and separate the check strap from the hook.
8. Remove the screws (5) and separate the wire harness push pins from the door structure.
9. Remove the door handle screw (1).
10. Remove the latch screws (3).
11. Separate the foam seal and disconnect the exterior handle rods from the access hole in the carrier plate.
12. Remove the carrier plate screws (4) and remove the carrier plate assembly (6) from the door.
Installation
INSTALLATION
1. Place the latch assembly into the door opening and install the carrier plate (6) onto the door.
1252 of 4937
3. Install the eight carrier plate screws (4) and tighten to 10 N.m (90 in. lbs.).
5. Connect the exterior handle latch rods.
6. Replace the foam sealer over the access hole.
7. Install the wire harness onto the door and install the screws (5).
8. Connect the wire harness electrical connector at the Bpillar.
9. Slowly lower the glass (1) all the way down into the regulator lift plate (3) and seat the glass clip (4) fully
until a snap sound is heard.
10. Seal the glass disconnect holes with a suitable foam tape or equivalent.
1253 of 4937
11. Install the door trim panel (1). See Body/Doors Rear/PANEL, Rear Door Trim Installation.
Fig. 146: LOWER
12. Install the lower Bpillar trim (2). See Body/Interior/PANEL, BPillar Trim Installation.
REGULATOR, WINDOW
Removal
REMOVAL
1. Remove the carrier plate. See Body/Doors Rear/PLATE, Carrier Removal.
1254 of 4937
Fig. 148: MOTOR
2. Remove the screws (1) and disconnect the electrical connector (2).
3. Remove the motor (3).
Fig. 149: REGULATOR
4. Remove the rail screws (2) and separate the lift regulator (3) from the carrier plate (1).
Installation
INSTALLATION
1255 of 4937
Fig. 150: REGULATOR
1. Position the regulator (3) onto the carrier plate (1) and install the screws (2).
Fig. 151: MOTOR
2. Install the motor (3) and install the screws (1).
1256 of 4937
4. Install the carrier plate. See Body/Doors Rear/PLATE, Carrier Installation.
STRIKER, DOOR LATCH
Removal
REMOVAL
Fig. 153: STRIKER
Installation
INSTALLATION
1257 of 4937
Fig. 154: STRIKER
3. If necessary, adjust the door latch striker,
Adjustments
ADJUSTMENTS
Fig. 155: STRIKER
1. Using a grease pencil or equivalent, mark the location of the door latch striker (4) on the Cpillar to aid in
adjustment.
2. Loosen the two screws (1) that secure the door latch striker to the Cpillar.
DOOR FRONT, HALF
CYLINDER, DOOR LOCK
Removal
REMOVAL
1258 of 4937
Fig. 156: LATCH
1. Remove the latch (5). See Body/Door Front/LATCH, Door Removal.
NOTE: Full door shown in illustration, half door similar.
2. Remove the clip (3) and separate the lock cylinder (2) and gasket (1) from the door.
Installation
INSTALLATION
1259 of 4937
1. Assemble gasket (1) onto lock cylinder (2) until fully seated.
2. Install lock cylinder (2) into hole in outer door panel.
NOTE: Cylinder post must point forward.
NOTE: Cylinder drain hole must point down.
3. While holding lock cylinder (2) in place slide retainer clip (3) onto lock cylinder.
NOTE: Visually verify that pin on lock cylinder is engaged with bell crank 0n door
module at door module install.
Fig. 159: LATCH
4. Install the latch (5). See Body/Door Front/LATCH, Door Installation.
DOOR
1260 of 4937
Removal
REMOVAL
footman's loop (1).
Fig. 161: DOOR
2. Remove the nuts (1) and lift the door (2) up off hinges and remove.
Installation
1261 of 4937
INSTALLATION
Fig. 162: DOOR
3. If necessary, adjust the door. See Body/Door Front/DOOR Adjustments.
4. Secure the check strap (2) over the footman's loop (1) and connect the electrical connector (3).
Adjustments
1262 of 4937
ADJUSTMENT
hinges.
FORE/AFT
Removal
UP/DOWN
1263 of 4937
Fig. 165: STRIKER
position.
Door Removal
1264 of 4937
Fig. 168: STRIKER
Installation
IN/OUT
1265 of 4937
Fig. 169: STRIKER
1266 of 4937
Fig. 171: STRIKER
Latch Installation
GLASS, DOOR
Removal
REMOVAL
Fig. 172: WINDOW
1. Open the door (2) and lift the window (1) out of the mounting holes (3).
Installation
INSTALLATION
1267 of 4937
Fig. 173: WINDOW
1. If necessary, install the grommets (4) into the door holes (3) and seat fully.
2. Install the window (1) into the grommets (4) and seat fully.
HANDLE, EXTERIOR
Removal
REMOVAL
1. Remove the door trim panel (2). See Body/Door Front/PANEL, Door Trim Removal.
1268 of 4937
Fig. 175: LATCH
2. Remove the latch nut (2).
Fig. 176: HANDLE
NOTE: Full front door shown in illustration, half door is similar.
3. Remove the remaining handle nut (2) and remove the handle (1).
Installation
INSTALLATION
1269 of 4937
Fig. 177: HANDLE
1. Install the handle (1) and install the front nut (2).
Fig. 178: LATCH
3. Install the rear nut (2).
1270 of 4937
Fig. 179: TRIM PANEL 2
HANDLE, INTERIOR
Removal
REMOVAL
1271 of 4937
Fig. 181: LATCH
2. Remove the inside handle screw (6).
Fig. 182: HANDLE
NOTE: Full front door shown in illustration, half door similar.
3. Release the clips (4) and disconnect the handle rods (1).
Installation
INSTALLATION
1272 of 4937
Fig. 183: HANDLE
2. Connect the rods (1) and secure the clips (4).
Fig. 184: LATCH
3. Install the handle screw (6) and tighten to 8.5 N.m (75 in. lbs.).
1273 of 4937
HINGE, DOOR
Removal
REMOVAL
Fig. 186: DOOR
1274 of 4937
and (3).
(4).
Installation
INSTALLATION
1275 of 4937
1276 of 4937
Fig. 191: DOOR
LATCH, DOOR
Removal
REMOVAL
1277 of 4937
Fig. 193: LATCH
2. Remove the latch nut (2) and latch screws (4).
3. Disconnect the latch rods (5) and electrical connector (3) and remove the latch.
Installation
INSTALLATION
Fig. 194: LATCH
2. Install the outside door handle nut (2) through the hole in the inner door and tighten to 4.5 N.m (40 in.
lbs.).
4. Connect the rods (5) and seat the clips fully.
1278 of 4937
PANEL, DOOR TRIM
Removal
REMOVAL
1. Remove the trim caps (2) and remove the pull handle screws (3).
2. Remove the lower screw (1).
1279 of 4937
3. Using a trim stick C4829A or equivalent, separate the push pin fasteners (1) and remove the trim panel
(2).
Installation
INSTALLATION
1280 of 4937
2. Install the lower screw (1).
STRIKER, DOOR LATCH
Removal
REMOVAL
Fig. 200: STRIKER
Installation
INSTALLATION
1281 of 4937
Fig. 201: STRIKER
3. If necessary, adjust the door latch striker. See Body/Door Front/STRIKER, Door Latch
Adjustments.
Adjustments
ADJUSTMENTS
Fig. 202: STRIKER
1. Using a grease pencil or equivalent, mark the location of the door latch striker (2) on the Bpillar to aid in
adjustment.
2. Loosen the two screws (3) that secure the door latch striker to the Bpillar.
1282 of 4937
DOORS REAR, HALF
DOOR, REAR
Removal
REMOVAL
lower trim side.
Fig. 204: Half Door
5. Remove the nuts (1) and lift the door (3) up off hinges (2) and remove.
Installation
INSTALLATION
1283 of 4937
Fig. 205: Half Door
Adjustments
ADJUSTMENT
1284 of 4937
hinges.
FORE/AFT
Removal
UP/DOWN
1285 of 4937
Fig. 208: STRIKER
position.
Door Removal
1286 of 4937
Fig. 211: STRIKER
Installation
IN/OUT
1287 of 4937
Fig. 212: STRIKER
1288 of 4937
Fig. 214: STRIKER
Latch Installation
HANDLE, EXTERIOR
Removal
REMOVAL
1. Remove the trim panel (1). See Body/Doors Rear/PANEL, Rear Door Trim Removal.
1289 of 4937
Fig. 216: HANDLE
2. Remove the handle nuts (4) and (2) and remove the handle (1).
Installation
INSTALLATION
Fig. 217: HANDLE
1. Install the handle (1) and install the nuts (4) and (2).
2. Tighten the nuts to, 4.5 N.m (40 in. lbs.).
1290 of 4937
HANDLE, INTERIOR
Removal
REMOVAL
1. Remove the door trim panel (1). See Body/Doors Rear/PANEL, Rear Door Trim Removal
1291 of 4937
Fig. 220: LATCH AND INTERIOR HANDLE
2. Remove the screw (6) securing the inside handle (1) to the door (2).
Fig. 221: HANDLE
NOTE: Full front door shown in illustration, half door similar.
3. Release the clips (4) and disconnect the handle rods (1).
Installation
INSTALLATION
1292 of 4937
Fig. 222: HANDLE
2. Connect the rods (1) and secure the clips (4).
3. Install the handle screw (6) and tighten to 8.5 N.m (75 in. lbs.).
1293 of 4937
4. Install the trim panel (1). See Body/Doors Rear/PANEL, Rear Door Trim Installation
HINGE, DOOR
Removal
REMOVAL
Fig. 225: DOOR
1294 of 4937
and (3).
(4).
Installation
INSTALLATION
1295 of 4937
1296 of 4937
Fig. 230: DOOR
LATCH, DOOR
Removal
REMOVAL
1. Remove the door trim panel (1). See Body/Doors Rear/PANEL, Rear Door Trim Removal
1297 of 4937
Fig. 232: HANDLE
2. Remove the exterior handle nut (2).
3. Disconnect the latch rods and electrical connector.
4. Remove the latch screws (4) and remove the latch from the door (2).
Installation
INSTALLATION
1298 of 4937
3. Connect the rods and seat the clips fully.
Fig. 235: HANDLE
4. Install the rear exterior handle nut (2) and tighten to 4.5 N.m (40 in. lbs.).
1299 of 4937
PANEL, REAR DOOR TRIM
Removal
REMOVAL
1300 of 4937
2. Using a trim stick C4829A or equivalent, separate the all the push pin fasteners (3) and remove the trim
panel (1).
Installation
INSTALLATION
1301 of 4937
STRIKER, DOOR LATCH
Removal
REMOVAL
Fig. 241: STRIKER
Installation
INSTALLATION
1302 of 4937
Fig. 242: STRIKER
3. If necessary, adjust the door latch striker,
Adjustments
ADJUSTMENTS
Fig. 243: STRIKER
1. Using a grease pencil or equivalent, mark the location of the door latch striker (4) on the Cpillar to aid in
adjustment.
2. Loosen the two screws (1) that secure the door latch striker to the Cpillar.
WINDOW
Removal
REMOVAL
1303 of 4937
Fig. 244: WINDOW
1. Open the door and lift the window (2) out of the mounting holes (1).
Installation
INSTALLATION
Fig. 245: WINDOW
1. If necessary, install the grommets (4) into the door holes (1) and seat fully.
2. Install the window (2) into the grommets (4) and seat fully.
EXTERIOR
COVER, COWL PANEL
Removal
REMOVAL
1304 of 4937
Fig. 246: PANEL COWL TOP
1. Remove the wiper arms. Refer to Electrical/Wipers/Washers/ARM, Wiper Removal .
2. Remove the bolts (1) from the cowl trim panel (3).
3. Remove the push/pins (2) from the cowl trim panel (3).
4. Remove the cowl trim panel (3) from the body (4) of the vehicle.
Installation
INSTALLATION
1. Install the cowl trim panel (3) to the body (4) of the vehicle.
2. Install the push/pins (2) to the cowl trim panel (3).
3. Install the bolts (1) to the cowl trim panel (3).
4. Install the wiper arms. Refer to Electrical/Wipers/Washers/ARM, Wiper Installation .
DECAL
Removal
REMOVAL
1305 of 4937
Fig. 248: BODY DECALS FRONT
1. Apply a length of masking tape on the body (2) and hood (1), parallel to the top edge of the nameplate to
use as a guide, if necessary.
Fig. 249: BODY DECALS REAR
2. Apply a length of masking tape on the body (1), parallel to the top edge of the nameplate to use as a
guide, if necessary.
NOTE: Exterior nameplates are attached to body panels with adhesive tape.
3. If temperature is below 21Â°C (70Â°F) warm emblem with a heat lamp or gun. Do not exceed 52Â°C
(120Â°F) when heating emblem.
CAUTION: Use care when separating the emblem from the body surface to avoid
scratching the paint.
4. Using a trim stick C4755 or equivalent, behind the emblem to separate the adhesive backing from the
body.
1306 of 4937
5. Clean adhesive residue from body with MOPARÂ® Super Clean solvent or equivalent.
Installation
INSTALLATION
Fig. 250: BODY DECALS FRONT
NOTE: Make sure the body surface is completely clean before applying the emblem.
1. Remove protective cover from adhesive tape on back of emblem.
2. Position the correct emblem properly on the body (2) and hood (1).
Fig. 251: BODY DECALS REAR
3. Position the correct emblem properly on the body (1).
4. Press emblem firmly to the body with the palm of hand.
5. If temperature is below 21Â°C (70Â°F) warm emblem with a heat lamp or gun to assure adhesion. Do
not exceed 52Â°C (120Â°F) when heating emblem.
FENDER, FRONT
1307 of 4937
Removal
REMOVAL
Fig. 252: FENDER
1. Remove the cowl top panel. See Body/Exterior/COVER, Cowl Panel Removal.
2. Remove the wheel flares. See Body/Exterior/MOLDING Removal.
3. Remove the wheelhouse splash shield. See Body/Exterior/SHIELD, Splash Removal
4. Remove the windshield frame bracket. See Body/Stationary Glass/FRAME, Windshield Removal.
5. Remove the cowl bolts (1) and the upper bolts (3).
6. Remove rear bolts (7) from the door opening.
7. Remove the sill bolts (6).
8. Remove the wheelhouse bolt (4) and remove the fender (5).
9. Remove the antenna from the fender, if equipped. Refer to Electrical/Audio and Video/BODY AND
CABLE, Antenna Removal .
Installation
INSTALLATION
1308 of 4937
Fig. 253: FENDER
1. If necessary, install the antenna onto the fender. Refer to Electrical/Audio and Video/BODY AND
CABLE, Antenna Installation .
2. Loosely install the fender (5) onto the front end sheet metal mounting structure (2).
3. Loosely install the cowl bolts (1) and the upper bolts (3).
4. Loosely install the door opening bolts (7).
5. Loosely install the wheelhouse bolt (4).
6. Loosely install the sill bolts (6).
7. Adjust the fender to the correct gap and flush dimensions. See Body/Body Structure/Gap and Flush
Specifications.
8. After correct fender gap and flush specifications are obtained, tighten all the upper fender fasteners (1, 3,
4 and 7) to 5 N.m (45 in. lbs.).
9. Tighten the lower sill bolts (6) to 12 N.m (9 ft. lbs.).
10. Install the windshield frame bracket. See Body/Stationary Glass/FRAME, Windshield Installation.
11. Install the front wheelhouse splash shield. See Body/Exterior/SHIELD, Splash Installation.
12. Install the wheel opening flares. See Body/Exterior/MOLDING Installation.
13. Install the cowl top panel. See Body/Exterior/COVER, Cowl Panel Installation.
GRILLE
Removal
REMOVAL
Fig. 254: GRILLE
1. Twist the center of the push pin insert to release and remove the six push pin fasteners (1)
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2. Using a trim stick C4755 or equivalent, Release the lower clips (3) and separate the grille from the front
end module.
3. Disconnect the electrical connectors (4).
Installation
INSTALLATION
Fig. 255: GRILLE
1. Connect the electrical connectors (4).
2. Position the grille (2) onto the front end module and seat the clips (3) fully.
3. Install the push pin fasteners (1).
HOUSING, FUEL FILL
Removal
REMOVAL
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1. Remove the tail lamp (4). Refer to Electrical/Lamps/Lighting Exterior/LAMP, Tail Stop Turn
Removal
Fig. 257: Tail Lamp Housing
1 LONG WHEEL BASE HOUSING
2 RETAINING TABS
3 ALIGNMENT PINS
4 SHORT WHEEL BASE HOUSING
5 FUEL FILLER TUBE GROMMIT
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2. Release the retaining tabs (2).
Fig. 258: Fuel Filler Housing
3. Using trim stick C4755 or equivalent, remove the fuel filler housing (1).
Installation
INSTALLATION
Fig. 259: Tail Lamp Housing
1 LONG WHEEL BASE HOUSING
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2 RETAINING TABS
3 ALIGNMENT PINS
4 SHORT WHEEL BASE HOUSING
5 FUEL FILLER TUBE GROMMIT
1. Locate the alignment pin (3).
2. Lubricate the fuel tube grommet (5) and tube with rose water or equivalent to aid installation.
Fig. 260: Fuel Filler Housing
3. Position the housing (1) over the filler tube (3).
4. Align and insert the lower tabs of the housing (1).
5. Carefully line up the locator pin and insert into the locator hole (2).
6. Seat the remaining fastener tabs fully.
ISOLATOR, BODY
Removal
REMOVAL
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Fig. 261: BODY MOUNTING
NOTE: Four door model shown in illustration. Body isolators for two door models are
similar.
1. If removing the front isolators (2) remove the grille. See Body/Exterior/GRILLE Removal.
2. Loosen all body to frame mounting bolts (4) and nuts (3), (two door has 8 bolts and two nuts, four door
has 10 bolts and two nuts).
3. Remove the mounting bolts (4) and isolator nuts (1) as necessary.
4. Using a floor jack and wooden block under the body sill, lift the body to gain access to the isolators and
remove the isolators as necessary.
Installation
INSTALLATION
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Fig. 262: BODY MOUNTING
CAUTION: Whenever a body isolator bolt requires servicing or tightening, it is necessary
to remove the bolt and install new thread locker compound to the threads.
NOTE: Four door model shown in illustration. Body isolators for two door models are
similar.
1. Position the isolators (2) under the body as necessary.
2. Lower the cab onto the isolators and install the isolator nuts (1).
3. Tighten the isolator nuts to 54 N.m (40 ft. lbs.).
4. Install the mounting bolts (4) and the isolator nuts (3) as necessary (two door has 8 bolts and two nuts,
four door has 10 bolts and two nuts).
5. Tighten the mounting bolts (4) and nuts (3) to 108 N.m (80 ft. lbs.).
6. If necessary, install the grille. See Body/Exterior/GRILLE Installation.
MIRROR, OUTSIDE REARVIEW
Removal
REMOVAL
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Fig. 263: MIRROR OUTSIDE REARVIEW
1. Remove the bolts (3) and separate the mirror (2) from the door (1).
Installation
INSTALLATION
Fig. 264: MIRROR OUTSIDE REARVIEW
1. Install the mirror (2) onto the door and install the bolts (3).
2. Tighten the bolts to 13 N.m (9.5 ft. lbs.).
MOLDING, WHEEL OPENING
Removal
REMOVAL
Front
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Fig. 265: FRONT FLARE MOLDING SUPPORT
1. Remove the rivets (1) securing the fender flares (4) to the support (3).
Fig. 266: FRONT FLARE MOLDING
2. Using a trim stick C4755 or equivalent, separate the clips attaching the flare (1) to the fender (3) and
remove.
3. Disconnect the marker light electrical connector, if equipped.
Rear
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Fig. 267: REAR FLARE MOLDING AND LINER
1. Remove the rivets (2) attaching the flare (1) to the wheelhouse liner (3).
Fig. 268: REAR FLARE MOLDING
2. Using a trim stick C4755 or equivalent, separate the clips attaching the flare (3) to the body (1).
Installation
INSTALLATION
Front
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Fig. 269: FRONT FLARE MOLDING
1. Connect the marker light electrical connector, if equipped.
2. Position the flare (1) onto the body (3) and seat the support clips fully.
Fig. 270: FRONT FLARE MOLDING AND SUPPORT
3. Install rivets (1) attaching the flare (4) to the support (3).
Rear
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1. Position the flare (3) onto the body (1) and seat the support clips fully.
Fig. 272: REAR FLARE MOLDING AND LINER
2. Install rivets (2) attaching the flare (1) to the wheelhouse splash shield (3)
SHIELD, SPLASH, WHEELHOUSE
Removal
REMOVAL
Front
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Fig. 273: SPLASH SHIELD WHEELHOUSE FRONT
1. Raise and support the vehicle. Refer to Vehicle Quick Reference/Hoisting Standard Procedure .
2. Remove the wheel and tire to gain access to the front wheel house liner.
3. Remove the all push/pins (6), (9) from the wheel house liner.
4. Remove the all bolts (7) from the wheel house liner.
5. Remove the wheel speed sensor harness (1) from the wheel house liner.
6. Remove front wheel house liner from front wheel house opening.
Rear
1. Remove the wheel flare rivets (2).
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Fig. 275: SPLASH SHIELD WHEELHOUSE REAR
2. Remove the push pin fasteners (4) and remove the splash shield (2).
Fig. 276: REAR SPLASH GUARD
3. Remove the screws and remove the splash guard (2) if equipped.
Installation
INSTALLATION
Front
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Fig. 277: SPLASH SHIELD WHEELHOUSE FRONT
1. Install the front wheel house liner to front wheel house opening.
2. Install the wheel speed sensor harness (1) to the wheel house liner.
3. Install the push/pins (6), (9) to the wheel house liner.
4. Install the all bolts (7) to the wheel house liner and tighten to specifications.
5. Install wheel and tire and torque to specifications.
Rear
Fig. 278: REAR SPLASH GUARD
1. If equipped, install the splash guard (2) and install the screws.
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2. Install the splash shield (2) and install the push pin fasteners (4).
3. Install the flare molding rivets (2).
STEP, SIDE
Removal
REMOVAL
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Fig. 281: SIDE STEP
1. Remove the bolts (2).
2. Remove the sill nuts (1) and separate the step (3) from the sill flange.
Installation
INSTALLATION
Fig. 282: SIDE STEP
1. Position the side step studs through the holes in the body side flange.
2. Install the nuts (1) and tighten to 12 N.m (9 ft. lbs.).
3. Install the bolts (2) and tighten to 24 N.m (18 ft. lbs.)
HOOD
CATCH, HOOD
Removal
REMOVAL
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Fig. 283: HOOD CATCH
1. Open the hood.
2. Remove the nuts (2) and remove the hood catch (1).
Fig. 284: HOOD CATCH BRACKET
3. Remove the nuts (1) and remove the catch bracket (2).
Installation
INSTALLATION
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Fig. 285: HOOD CATCH BRACKET
1. Install the catch bracket (2) and install the nuts (1).
2. Tighten the nuts to 7 N.m (5 ft. lbs.).
Fig. 286: HOOD CATCH
3. Install the hood catch (1) and install the nuts (2).
4. Tighten the nuts to 15 N.m (11 ft. lbs.).
HINGE, HOOD
Removal
REMOVAL
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1. Remove the cowl top panel (3). See Body/Exterior/COVER, Cowl Panel Removal.
Fig. 288: BODY BOLTS
NOTE: It is not necessary to remove the hood to replace the hood hinges. Hood
hinges can be replaced one at a time.
2. Support the hood with a suitable device.
3. Remove the hinge to body bolts (2).
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Fig. 289: HOOD BOLTS
4. Using a grease pencil or equivalent, mark location of hood hinges (1) on hood (3) to aid installation.
5. Remove the hinge to hood bolts (2) and remove the hinge (1).
Installation
INSTALLATION
1. Position the hinge (1) onto the hood (3).
2. Install bolts (2) fingertight.
3. Align hinges with installation reference marks made previously and tighten bolts to 26 N.m (19 ft. lbs.).
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4. Install the hinge to body bolts (2).
5. Align hinges with installation reference marks made previously and tighten bolts to 24 N.m (17.5 ft. lbs.).
6. If required, adjust the hood to the correct position. See Body/Body Structure/Gap and Flush
Specifications.
7. Install the cowl top panel (3). See Body/Exterior/COVER, Cowl Panel Installation.
HOOD
Removal
REMOVAL
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1. Raise hood.
2. Using a grease pencil or equivalent, mark location of hood hinges (1) on hood (3) to aid installation.
3. Remove bolts (2) attaching hinges to hood.
4. With the aid of a helper, remove hood (3) from vehicle.
Installation
INSTALLATION
NOTE: The Vehicle Emission Control Information (VECI) label(s) must be in place for
the life of the vehicle. When replacing the component in which the VECI label is
adhered, a new VECI label must also be adhered to the new component.
1. Position hood (3) on hinges (1).
2. Install bolts (2) fingertight.
3. Align hinges with installation reference marks made previously and tighten bolts to 26 N.m (19 ft. lbs.).
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4. If required, adjust the hood to the correct position. See Body/Body Structure/Gap and Flush
Specifications.
LATCH, SAFETY
Removal
REMOVAL
Fig. 295: SAFETY CATCH AND SPRING
1. Remove the bolt (1) and remove the safety catch (4).
Installation
INSTALLATION
1. Install the safety catch (4) and install the bolt (1).
2. Tighten the bolt to 11 N.m (8 ft. lbs.).
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SPRING, HOOD POP UP
Removal
REMOVAL
1. Remove the bolt (3) and remove the hood spring (2).
Installation
INSTALLATION
1. Install the spring (2) and install the bolt (3).
INSTRUMENT PANEL
BEZEL, INSTRUMENT CLUSTER
Removal
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REMOVAL
Fig. 299: CLUSTER BEZEL
1. Remove the steering column opening cover. See Body/Instrument Panel/COVER, Steering Column
Opening Removal.
2. Remove the screws (2), release the retaining clips and remove the bezel (1).
Installation
INSTALLATION
Fig. 300: CLUSTER BEZEL
1. Position the bezel (1) into place and seat the clips fully.
2. Install the screws (2).
3. Install the steering column opening cover. See Body/Instrument Panel/COVER, Steering Column
Opening Installation.
BEZEL, INSTRUMENT PANEL, CENTER
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Removal
REMOVAL
Fig. 301: CENTER TRIM LOWER
1. Using a trim stick C4755 or equivalent, release the clips (2) and rotate the lower center trim (3) down
and release the tabs (1).
Fig. 302: CENTER TRIM UPPER
2. Using a trim stick C4755 or equivalent (2), release the clips in the rear of the upper trim (1).
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Fig. 303: CENTER TRIM UPPER REMOVAL
3. Rotate the upper trim (2) back and release the front (1).
Fig. 304: CENTER TRIM ELECTRICAL CONNECTOR
4. Disconnect the electrical connector (4) and remove the upper center cover (1).
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Fig. 305: CENTER BEZEL LOWER
5. Remove the screws (2) and using a trim stick C4755 or equivalent, separate the center bezel (1).
Fig. 306: A/CHEATER CONTROL
6. Disconnect the HVAC control cables and electrical connectors. Refer to Heating and Air
Conditioning/Controls/CONTROL, A/C and Heater Removal .
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Fig. 307: CENTER TRIM
7. Remove the screws (2) and remove the center I/P trim panels (1 and 3).
Installation
INSTALLATION
1338 of 4937
1. Install the center I/P trim panels (1 and 3) and install the screws (2).
2. Install the radio. Refer to Electrical/Audio and Video/RADIO Installation .
3. Connect the HVAC control cables and connect the electrical connectors. Refer to Heating and Air
Conditioning/Controls/CONTROL, A/C and Heater Installation .
4. Position the center bezel (1) onto the I/P and seat the clips fully.
5. Install the lower screws (2).
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6. Connect the electrical connector (4) and position the upper center cover onto the top of the I/P.
7. Position the front of the cover (1) onto the center support and rotate the trim (2) back and seat the clips
fully.
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8. Position the lower tabs (1) into the slots and rotate the trim (3) up and seat the clips (2) fully.
COVER, INSTRUMENT PANEL
Removal
REMOVAL
Fig. 314: CENTER HARNESS
1. Remove the center console. See Body/Interior/CONSOLE, Center Removal.
2. Disconnect the center harness (1) electrical connectors and position aside.
3. Remove the amplifier. Refer to Electrical/Audio and Video/AMPLIFIER Removal .
4. Remove the steering column as necessary. Refer to Steering/Column Removal .
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Fig. 315: END CAP
5. Using a trim stick C4755 or equivalent, remove the end caps (1).
6. Remove the center trim. See Body/Instrument Panel/BEZEL, Instrument Panel Removal.
7. Remove the radio. Refer to Electrical/Audio and Video/RADIO Removal .
8. Remove the glove box. See Body/Instrument Panel/GLOVE BOX, Instrument Panel Removal.
9. Remove the upper I/P tweeter speakers. Refer to Electrical/Audio and Video/SPEAKER Removal .
10. Remove the cluster bezel. See Body/Instrument Panel/BEZEL, Instrument Cluster Removal.
11. Remove the passenger air bag. Refer to Restraints/AIR BAG, Passenger Removal
12. Remove the glove box striker.
13. Remove the screws securing the cover to the I/P reinforcement and remove the cover.
Installation
INSTALLATION
1. Position the cover over the I/P reinforcement and install the screws.
2. Install the glove box striker.
3. Install the passenger air bag. Refer to Restraints/AIR BAG, Passenger Installation .
4. Install the cluster bezel. See Body/Instrument Panel/BEZEL, Instrument Cluster Installation.
5. Install the upper I/P tweeter speakers. Refer to Electrical/Audio and Video/SPEAKER Installation .
6. Install the glove box. See Body/Instrument Panel/GLOVE BOX, Instrument Panel Installation.
8. Install the center trim. See Body/Instrument Panel/BEZEL, Instrument Panel Installation.
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Fig. 316: END CAP
9. Position the end caps (1) into place and seat the clips fully.
10. Install the steering column. Refer to Steering/Column Installation .
11. Install the amplifier. Refer to Electrical/Audio and Video/AMPLIFIER Installation .
12. Position the center harness (1) back into place, secure the support clips and connect the electrical
connectors.
13. Install the center console. See Body/Interior/CONSOLE, Center Installation.
COVER, STEERING COLUMN OPENING
Removal
REMOVAL
1343 of 4937
Fig. 318: STEERING COLUMN OPENING LOWER
1. Using a trim stick C4755 or equivalent, release the tabs and separate the lower steering column opening
cover (1).
Fig. 319: STEERING OPEN COVER
2. Using a trim stick C4755 or equivalent, release the upper clips (1) and rotate the steering column
opening cover (3) down and remove from lower tabs (2).
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Fig. 320: STEERING COLUMN OPENING PLATE
3. Remove the bolts (1) and remove the reinforcement plate (2).
Installation
INSTALLATION
1. Install the reinforcement plate (2) and install the bolts (1).
2. Tighten the bolts (1) to 11 N.m (8 ft. lbs.).
1345 of 4937
3. Position the steering column opening cover (3) onto the lower tabs (2), rotate up and seat the clips (1)
fully.
4. Position the lower opening trim onto the I/P and seat the clips (1) fully.
GLOVE BOX, INSTRUMENT PANEL
Removal
REMOVAL
1346 of 4937
Fig. 324: GLOVE BOX TABS
1. Open the glove box (1) and squeeze the stop tabs (2) inward.
Fig. 325: GLOVE BOX HINGES
2. Lower the glove box (2) and release the hinges (1) and remove the glove box.
Installation
INSTALLATION
1347 of 4937
Fig. 326: GLOVE BOX HINGES
1. Position the glove box tabs onto the hinges (1).
2. Close the box (1) and squeeze the stop tabs (2) inward and engage into the instrument panel.
HANDLE, GRAB
Removal
REMOVAL
1348 of 4937
Fig. 328: GRAB HANDLE AND TRIM CAPS
1. Using a trim stick C4755 or equivalent, slide the grab handle trim caps (2) off the trim handle (1).
Fig. 329: GRAB HANDLE RETAINERS
2. Remove the bolts (2) and remove the grab handle (1).
Installation
INSTALLATION
1349 of 4937
Fig. 330: GRAB HANDLE RETAINERS
1. Install the grab handle (1) and install the bolts (2).
Fig. 331: GRAB HANDLE AND TRIM CAPS
2. Install the trim caps (2) onto the handle (1) and slide into place.
PANEL, INSTRUMENT
Removal
REMOVAL
1350 of 4937
footmans loop (1).
2. Open the doors past 90Â°, to aid in the removal of the I/P assembly.
Fig. 333: BATTERY CABLES
4. Remove the center console. See Body/Interior/CONSOLE, Center Removal.
1351 of 4937
Fig. 334: CENTER WIRE HARNESS
5. Disconnect the center I/P wire harness electrical connectors (1, 2 and 3).
Fig. 335: CENTER HARNESS RETAINERS
6. Release the push pin hangers (2) and position aside the harness (1).
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7. Using a trim stick C4755 or equivalent, release the tabs and separate the lower steering column opening
cover (1).
Fig. 337: STEERING COLUMN OPENING COVER
8. Using a trim stick C4755 or equivalent, release the upper clips (1) and rotate the steering column
opening cover (3) down and remove from lower tabs (2).
9. Remove the bolts (1) and remove the reinforcement plate (2).
10. Remove the amplifier. Refer to Electrical/Audio and Video/AMPLIFIER Removal .
11. Remove the steering column as necessary. Refer to Steering/Column Removal .
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Fig. 339: END CAP
12. Using a trim stick C4755 or equivalent, remove the end caps (1).
13. On automatic transmission vehicles, remove the shifter. Refer to Transmission and Transfer
Case/Automatic 545RFE/SHIFTER, Transmission Removal .
14. Remove the transfercase shifter. Refer to Transmission and Transfer Case/Transfer Case/LEVER,
Transfer Case Removal .
15. Using a trim stick C4755 or equivalent, release the clips (2) and rotate the lower center trim (3) down
and release the tabs (1).
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16. Using a trim stick C4755 or equivalent (2), release the clips in the rear of the upper trim (1).
Fig. 342: CENTER TRIM UPPER REMOVAL
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19. Remove the screws (2). Using trim stick C4755 or equivalent, separate the center bezel (1).
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20. Disconnect the HVAC control cables (1 and 9) and disconnect the electrical connectors (3).
22. Remove the screws (2) and the center I/P trim panels (1 and 3).
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Fig. 347: CENTER SUPPORT BRACKETS
23. Remove the nuts (2) and bolts (1) and the center support brackets (4).
Fig. 348: BRAKE PEDAL CLIP
24. Remove the clutch pedal clip and separate the clutch pedal rod, if equipped.
25. Remove the brake pedal clip (2) and separate the brake pedal rod (1).
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Fig. 349: GROUNDS
26. Remove the nuts and separate the grounds (2).
Fig. 350: CONNECTORS
27. Disconnect the driver side electrical connectors.
28. Disconnect the passenger side electrical connectors (1 and 2).
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Fig. 351: ANTENNA CONNECTOR
29. Disconnect the antenna connector (1).
30. Remove the glove box (1).
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31. Disconnect the positive battery cable.
32. Remove the right side ground.
33. Position aside the power steering reservoir.
34. Remove the battery tray. Refer to Electrical/Battery System/TRAY, Battery Removal .
Fig. 354: EGR TUBE
35. Drain the refrigerant. Refer to Heating and Air Conditioning/Plumbing Standard Procedure .
36. Drain the coolant. Refer to Cooling Standard Procedure .
37. Remove the EGR tube (1). Refer to Emissions Control/Exhaust Gas Recirculation/VALVE, Exhaust
Gas Recirculation (EGR) Removal .
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Fig. 355: HEATER HOSE CONNECTIONS
38. Remove the upper intake manifold. Refer to Engine/Manifolds/MANIFOLD, Intake Removal
39. Using cabletype spring clamp pliers or equivalent, release the hose clamps securing the heater hoses (2)
to the heater core tubes (1). Disconnect the hoses from the tubes. Install plugs in, or tape over the opened
heater core tubes to prevent coolant spillage during the HVAC housing assembly removal.
Fig. 356: A/C LINES TO EXPANSION VALVE
40. Remove the nut (2) that securing the A/C liquid line (3) and A/C suction line (5) to the A/C expansion
valve (1).
41. Disconnect the A/C liquid and suction lines from the A/C expansion valve. Remove and discard the O
ring seals.
42. Install plugs in or tape over the opened the refrigerant line fittings and the expansion valve ports.
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Fig. 357: BRAKE BOOSTER BRACKET
43. Position aside the harness at the brake booster.
44. Remove the brake booster bracket nuts (2).
Fig. 358: MAIN WIRE HARNESS
45. Release the wire harness grommet (2) and separate any remaining support clips for the wires harness (1).
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Fig. 359: FENCELINE NUTS
46. Remove the trim caps (2) and the fenceline nuts (3).
Fig. 360: SIDE SUPPORT BOLTS
47. Remove the side support bolts (1) and position the I/P assembly back.
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Fig. 361: WIRE HARNESS
48. Pull the main wire harness (2) from the hole in the cowl (1).
Fig. 362: I/P REMOVAL
49. Remove the I/P from the vehicle.
Installation
INSTALLATION
1365 of 4937
Fig. 363: I/P INSTALLATION
1. Position the I/P assembly into the vehicle and support the back.
Fig. 364: WIRE HARNESS
2. Position the wire harness (2) through the cowl panel (1) and seat the grommet (3) fully.
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3. Loosely install the nuts (3) onto the fenceline studs (1).
4. Position the I/P assembly (4) back and carefully push the heater core, A/C lines, and the brake booster
support studs, through the cowl.
5. Position the I/P over the fenceline studs (1).
6. Loosely install the side support bolts (1).
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7. Install the center support brackets (4) over the studs (3) and install the bolts (1) and nuts (2).
8. Tighten the side support bolts to 11 N.m (8 ft. lbs.).
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9. Tighten the fenceline nuts to 12 N.m (9 ft. lbs.).
10. Tighten the bolts (1) and nuts (2) to 8 N.m (71 in. lbs.).
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Fig. 371: MAIN WIRE HARNESS
11. Position the main wire harness (1) back into place and seat all the support clips fully.
Fig. 372: BRAKE BOOSTER BRACKET
12. Install the brake booster bracket nuts (2) and tighten to 18 N.m (13.3 ft. lbs.).
13. Position the wire harness back and secure the support clips fully.
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14. Remove the tape or plugs from the opened refrigerant line fittings and the expansion valve ports.
15. Lubricate the new Oring seals with clean refrigerant oil and install them onto the refrigerant line fittings.
Use only the specified Orings, as they are made of special materials compatible to the R134a system.
Use only refrigerant oil of the type recommended for the A/C compressor in the vehicle.
16. Connect the A/C liquid line (3) and A/C suction line (5), onto the A/C expansion valve (1).
17. Install the nut (2) that securing the A/C liquid and suction lines to the A/C expansion valve. Tighten the
nut to 23 N.m (17 ft. lbs.).
18. Remove the previously installed plugs or caps and connect the heater hoses (2) to the heater core tubes
(1).
19. Using the cabletype spring clamp pliers or equivalent, correctly position the two hose clamps securing
the heater hoses to the heater core tubes and engage the clamps to the tubes.
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Fig. 375: EGR TUBE
20. Install the EGR tube (1). Refer to Emissions Control/Exhaust Gas Recirculation/VALVE, Exhaust
Gas Recirculation (EGR) Installation .
21. Fill the coolant. Refer to Cooling Standard Procedure .
22. Evacuate the A/C system. Refer to Heating and Air Conditioning/Plumbing Standard Procedure .
23. Install the battery tray. Refer to Electrical/Battery System/TRAY, Battery Installation .
24. Position the power steering reservoir back into place.
25. Install the right side grounds (2) and install the nuts (3).
26. Connect the positive battery cable (4).
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27. Install the glove box (1). See Body/Instrument Panel/GLOVE BOX, Instrument Panel Installation.
Fig. 378: ANTENNA CONNECTOR
28. Connect the antenna connector (1).
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Fig. 379: CONNECTORS
29. Connect the electrical connectors (1 and 2).
Fig. 380: GROUNDS
30. Connect the grounds (2) and install the nuts.
31. Install the nut to the lower HVAC support bracket under the glove box.
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Fig. 381: BRAKE PEDAL CLIP
32. Connect the brake pedal rod (1) and install the clip (2).
33. If equipped, connect the clutch pedal rod and install the clip.
34. Install the center I/P trim panels (1 and 3) and the screws (2).
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Fig. 383: A/C HEATER CONTROL
36. Connect the HVAC control cables (1 and 9) and connect the electrical connectors (3 and 4).
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Fig. 386: CENTER TRIM UPPER INSTALLATION
40. Position the front of the cover (1) onto the center support. Rotate the trim (2) back and seat the clips fully.
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41. Position the lower tabs (1) into the slots. Rotate the trim (3) up and seat the clips (2) fully.
42. Install the transfercase shift. Refer to Transmission and Transfer Case/Transfer Case/LEVER,
Transfer Case Installation .
43. Install the automatic transmission shifter, if equipped. Refer to Transmission and Transfer
Case/Automatic 545RFE/SHIFTER, Transmission Installation .
Fig. 388: END CAP
44. Position the end caps (1) onto the I/P and seat fully.
45. Install the steering column. Refer to Steering/Column Installation .
46. Install the amplifier. Refer to Electrical/Audio and Video/AMPLIFIER Installation .
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47. Install the reinforcement plate (2) and bolts (1).
48. Tighten the bolts (1) to 11 N.m (8 ft. lbs.).
49. Position the steering column opening cover (3) onto the lower tabs (2). Rotate up and seat the clips (1)
fully.
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50. Position the lower opening trim onto the I/P and seat the clips (1) fully.
Fig. 392: CENTER HARNESS RETAINERS
51. Position the center harness (1) back into place and seat the support clips (2) fully.
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52. Connect the center harness electrical connectors (1, 2 and 3).
53. Install the center console. See Body/Interior/CONSOLE, Center Installation
54. Connect the battery cables (4).
55. Secure the front door check straps (2) over the footmans loop (1) and connect the electrical connector (3).
INTERIOR
BAR, SPORT
Description
DESCRIPTION
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Fig. 396: 2 DOOR EXPLODED VIEW
1 RIGHT SIDE SPORT BAR
2 CROSS BAR
3 UPPER CROSS BAR BRACKETS
4 CROSS BAR BRACKET BOLTS 19 N.m (14 ft. lbs.)
5 SIDE BAR TO SPORT BAR BOLTS 19 N.m (14 ft. lbs.)
6 REAR SPORT BAR BOLTS 19 N.m (14 ft. lbs.)
7 LEFT SPORT BAR
8 SPORT BAR TO BPILLAR BOLTS 19 N.m (14 ft. lbs.)
9 LEFT SIDE BAR
10 SIDE BAR TO WINDSHIELD FRAME BOLTS 23 N.m (17 ft. lbs.)
11 RIGHT SIDE BAR
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2 REAR CROSS BAR
3 REAR CROSS BAR BRACKETS
4 REAR CROSS BAR BRACKETS BOLTS 19 N.m (14 ft. lbs.)
5 FRONT CROSS BAR BRACKETS BOLTS 19 N.m (14 ft. lbs.)
6 REAR CROSS BAR LOWER BRACKETS
7 REAR CROSS BAR LOWER BRACKET BOLTS 19 N.m (14 ft. lbs.)
8 LEFT SIDE SPORT BAR
10 SPORT BAR BPILLAR BOLTS 19 N.m (14 ft. lbs.)
13 RIGHT SIDE BAR
14 FRONT CROSS BAR
15 FRONT CROSS BAR BRACKETS
Removal
REMOVAL
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2 REAR CROSS BAR
13 RIGHT SIDE BAR
14 FRONT CROSS BAR
1. Remove the sport bar covers. See Body/Interior/COVER, Sport Bar Removal
2. Remove the windshield frame bolts (12).
3. Remove the front cross bar bolts (5) and separate the cross bar (14) and brackets (15).
4. Remove the rear cross bar bolts (4) and (7) and separate the rear cross bar (2).
5. Remove the Bpillar trim. See Body/Interior/PANEL, BPillar Trim Removal.
6. Remove the Bpillar bolts (10).
7. Remove the rear bolts (9) and separate the side sports bars (1) and (8).
Installation
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INSTALLATION
2 REAR CROSS BAR
13 RIGHT SIDE BAR
14 FRONT CROSS BAR
1. Install the sport bars (1) and (8) into the Bpillar. Install the Bpillar (10) and rear bolts (9).
2. Install the rear cross bar (2), the brackets (3) and (6) and the bolts (4).
3. Install the side bars (11) and (13). Install the windshield frame bolts (12).
4. Install the front cross bar (14), the brackets (15) and the bolts (5).
5. Tighten the Bpillar (10) and rear bolts (9), to 19 N.m (14 ft. lbs.).
6. Tighten the cross bar bolts (4) and (5), to 19 N.m (14 ft. lbs.).
7. Tighten the windshield frame bolts to 19 N.m (14 ft. lbs.).
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8. Install the sport bar covers. See Body/Interior/COVER, Sport Bar Installation.
9. Install the Bpillar trim. See Body/Interior/PANEL, BPillar Trim Installation.
BAR, SPORT, SPEAKER POD
Removal
REMOVAL
Fig. 400: HARD TOP 2
1. Remove the hard top thump screws (7), if equipped.
Fig. 401: SPEAKER POD
2. Remove the four screws (3) and lower the speaker pod (2).
3. Disconnect the electrical connector (1) and remove the speaker pod.
Installation
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INSTALLATION
1. Connect the electrical connector (1) and position the speaker pod (2) onto the sport bar.
2. Install the four screws (3) and tighten to 10 N.m (90 ft. lbs.).
Fig. 403: HARD TOP 2
3. Install the hard top thumb screws (7).
CARPET, FLOOR
Removal
REMOVAL
NOTE: The floor mat hook is serviced separately from the carpet, do not replace the
carpet do to a broken floor mat hook.
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Fig. 404: CARPETS
Front Carpet
1. Remove the front seat for the side being worked on. See Body/Seats/SEAT Removal.
2. Remove the floor console. See Body/Interior/CONSOLE, Center Removal
3. Remove cowl trim panel for the side being worked on. See Body/Interior/PANEL, Cowl Trim
Removal
4. Remove the lower Bpillar trim if required. See Body/Interior/PANEL, BPillar Trim Removal.
5. Remove the stud caps (3) or (6) and remove the carpet (1) or (2) as necessary.
Rear Carpet
1. Remove the rear seats. See Body/Seats/SEAT Removal
1. Remove the rear speaker if necessary. Refer to Electrical/Audio and Video/SPEAKER Removal .
2. Remove the wheelhouse carpets (5), if necessary.
3. Remove the load floor carpet if necessary. See Body/Interior/LOAD FLOOR Removal.
4. Remove the rear carpet (4).
Installation
INSTALLATION
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Fig. 405: CARPETS
Front Carpet
1. Install the carpet (1) or (2) and install the stud caps (6) or (3).
2. Install the lower Bpillar trim. See Body/Interior/PANEL, BPillar Trim Installation.
3. Install the cowl trim panel. See Body/Interior/PANEL, Cowl Trim Installation.
4. Install the floor console. See Body/Interior/CONSOLE, Center Installation.
5. Install the front seats. See Body/Seats/SEAT Installation.
Rear Carpet
1. Install the rear carpet (4).
2. Install the wheelhouse carpets (5).
3. Install the load floor carpet. See Body/Interior/LOAD FLOOR Installation.
4. Install the rear speaker. Refer to Electrical/Audio and Video/SPEAKER Installation .
5. Install the rear seat. See Body/Seats/SEAT Installation.
CONSOLE, CENTER
Removal
REMOVAL
NOTE: Most knobs can be remove by hand. The motion should mimic that of a slide
hammer. Constant force doesn't aid in the removal of the knob.
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Fig. 406: TCASE SHIFTER KNOB
1. Disconnect and isolate battery negative cable.
2. Slide the shift lever back towards the seat and pull in an upward motion with a "quick" snap to remove
the knob.
Fig. 407: Remove/Install Shift Knob Using Slide Hammer & Puller C4333A
3. If removal of the knob by hand is not possible wrap a shop towel or equivalent (4) around the base of the
shift knob (3) and using puller C4333A1 or equivalent (2) and slide hammer (1), remove the shift knob
from the shift lever.
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Fig. 408: MANUAL SHIFT SHAFT 2
4. On manual transmission vehicles, using a trim stick C4755 or equivalent, separate the shifter boot (2)
from the console bezel (1).
5. Remove the bolt (3) and remove the manual transmission shifter (2) from the shifter shaft (1).
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Fig. 410: Locating Spring End Of Park Brake Clutch
6. Position the park brake lever into the full up position.
NOTE: If necessary, the brake lever can then be rotated into the full up position
without engaging the park brakes.
7. Using a long wire hook tool (1) or equivalent, locate the spring end of the park brake clutch.
Fig. 411: Parking Brake Lever
8. Pull up on the spring end (3) and deactivate the clutch (1) while pulling up on the brake lever (2).
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Fig. 412: FLOOR CONSOLE
9. Remove the cup holder or ash receiver (1), if equipped.
10. Using a trim stick C4755 or equivalent, remove the console bezel (2).
Fig. 413: FLOOR CONSOLE ELECTRICAL CONNECTOR
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Fig. 414: FLOOR CONSOLE REMOVAL
12. Remove the four console screws (1).
13. Lift the console (4) up off the clip retainers (3) and remove.
Installation
INSTALLATION
Fig. 415: FLOOR CONSOLE INSTALLATION
1. Position the console (4) over the shifters and brake levers and seat the clips (3) fully.
2. Install the four screws (1).
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Fig. 416: FLOOR CONSOLE ELECTRICAL CONNECTOR
4. Position the bezel (2) over the shifters and brake lever and seat the clips fully.
5. Install the cup holder and ash receiver (1), if equipped.
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Fig. 418: TCASE SHIFTER KNOB
6. If equipped, position the transfer case shifter knob onto the shift shaft, a audible click should be heard
when the shifter knob is fully seated.
7. If equipped, position the manual transmission shifter handle (2) onto the shift shaft (1) and install the bolt
(3).
8. Tighten the bolt (3) to 33 N.m (24.5 ft. lbs.)
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9. Seat the shifter boot (2) onto the console bezel (1) and seat fully.
10. Connect battery negative cable.
COVER, SPORT BAR
Removal
REMOVAL
1. Remove the hard tops, if equipped. See Body/Removable Top Removal.
2. Remove the sport bar speaker pod. See Body/Interior/BAR, Sport Removal.
Fig. 421: SECOND ROW OUTBOARD SEAT BELT AND RETRACTOR FOUR DOOR
On four door vehicles;
3. Remove the seat belt retractor (4) and turning loop (2) as necessary. Refer to Restraints/RETRACTOR,
Seat Belt Removal .
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4. If equipped, separate the rear dome light (6) from the sport bar cross bar and disconnect the electrical
connector (4).
Fig. 423: COVER 5
5. Unzip the cover (2) and remove.
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Fig. 424: REAR CROSSBAR TRIM
6. Using a trim stick C4829A or equivalent, separate the push pin fasteners and remove the interior lamp
bezel (5).
7. Remove the cross bar trim (6) and (4).
8. Remove the side trim (2) and (8).
Fig. 425: COVER 2
On two door vehicles;
9. Unzip the cover (1) and separate the trim (2).
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Fig. 426: COVER 4
10. Unzip the cover (1) and separate the trim (2).
Fig. 427: REAR SIDE TRIM
11. Separate the trim (1) and (3).
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Fig. 428: COVER 1
12. Unzip the side bar covers.
Fig. 429: SIDE TRIM
13. Using a trim stick C4829A or equivalent, separate the push pin fasteners (2) and (4) and remove the trim
(1) and (3).
Installation
INSTALLATION
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Fig. 430: SIDE TRIM
1. Position the trim (1) and (3) and seat fully.
Fig. 431: COVER 1
2. Position the side cover over the side bars and zip closed.
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Fig. 432: REAR SIDE TRIM
3. Position the trim (1) and (3) onto the sport bars (4) and seat fully.
Fig. 433: COVER 4
4. Position the covers (1) onto the sport bar and zip closed.
Fig. 434: COVER 2
5. Position the trim (2) onto the sport bar.
6. Position the cover (1) onto the trim (2) and zip closed.
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Fig. 435: REAR CROSSBAR TRIM
7. Position the side trim (2) and (8) onto the sport bars and seat the push pin fasteners (1) fully.
8. Position the cross bar trim (4) and (6) onto the cross bar and seat the push pin fasteners (3) and (7) fully.
9. Position the interior lamp bezel (5) onto the cross bar and seat fully.
Fig. 436: COVER 5
10. Install the cover (2) and zip closed.
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11. If equipped, connect the electrical connector (4) and seat the rear dome light (6) onto the cross bar fully
Fig. 438: SECOND ROW OUTBOARD SEAT BELT AND RETRACTOR FOUR DOOR
12. Install the seat belt retractor (4) and turning loop (2). Refer to Restraints/RETRACTOR, Seat Belt
Installation
13. Install the sport bar speaker pod. See Body/Interior/BAR, Sport Installation.
14. Install the hard tops, if equipped. See Body/Removable Top Installation.
LOAD FLOOR, NONSLIDING
Removal
REMOVAL
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Fig. 439: LOAD FLOOR
1. Open the load floor cover (1) and pull rearward and remove from the floor slots.
2. Remove the rear seats. See Body/Seats/SEAT Removal
3. Remove the rear speaker if necessary. Refer to Electrical/Audio and Video/SPEAKER Removal .
4. Remove the load floor carpet (2).
Installation
INSTALLATION
Fig. 440: LOAD FLOOR
1. Install the load floor carpet (2).
2. Install the rear speaker. Refer to Electrical/Audio and Video/SPEAKER Installation .
3. Install the rear seat. See Body/Seats/SEAT Installation.
4. Position the cover (1) tabs into the floor slots fully and close the cover.
MIRROR, REARVIEW
Removal
REMOVAL
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Fig. 441: Removing/Installing Inside Rearview Mirror
1. Remove the set screw (3) that secures the rear view mirror (2) to the support bracket/button (1) on the
inside of the windshield glass.
2. Slide the rear view mirror upward far enough to disengage it from the support bracket/button.
Installation
MIRROR
Fig. 442: Removing/Installing Inside Rearview Mirror
1. Position and slide the rear view mirror (2) downward over the support bracket/button (1) on the inside of
the windshield glass.
2. Install and tighten the set screw (3) that secures the rear view mirror to the support bracket/button.
Tighten the screw to 2 N.m (17 in. lbs.).
SUPPORT BRACKET
NOTE: The rear view mirror support bracket (or button) is permanently bonded to the
inside of the windshield glass. If the bracket should become separated from the
glass, it may be rebonded using the following procedure. This procedure
requires the use of a Rear View Mirror Adhesive kit that is available through
MoparÂ® in single application packages that include a twopart adhesive and
an accelerant with applicator.
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1. Mark the proper position for the mirror bracket on the outside of the windshield glass with a wax pencil.
The residual adhesive on the inside of the glass from the prior mirror bracket installation can be used as a
guide.
2. Clean the bracket contact area on the inside of 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 bonding surface (the smaller side) of the support bracket with fine gritsandpaper. Wipe the
bracket surface clean with a paper towel.
4. Apply accelerant to the bonding surface of the bracket according to the following instructions:
Crush the accelerant vial to saturate the felt applicator.
Remove the paper sleeve.
Apply accelerant to the bonding surface of the bracket.
Allow the accelerant to dry for five minutes.
Do not touch the bracket bonding surface after the accelerant has been applied.
5. Apply adhesive accelerant to the bracket contact area on the inside of the windshield glass. Allow the
accelerant to dry for one minute. Do not touch the bracket contact area of the glass after the accelerant
has been applied.
6. Install the bracket according to the following instructions:
Apply one drop of adhesive at the center of the bracket contact area on the inside of the windshield
glass.
Apply an even coat of adhesive to the bonding surface of 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 correctly aligned, because the
adhesive will cure rapidly.
7. Allow the adhesive to cure for 810 minutes. Remove any excess adhesive with an alcoholdampened
cloth.
8. Allow the adhesive to cure for an additional 810 minutes before reinstalling the mirror.
PANEL, APILLAR TRIM
Removal
REMOVAL
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Fig. 443: VISOR
1. Remove the sun visor (4). See Body/Interior/VISOR Removal.
Fig. 444: APILLAR TRIM
2. Remove the push pin fastener (6).
3. Using a trim stick C4755 or equivalent, separate the retaining clips (3) and remove the upper Apillar
trim (2).
4. Using a trim stick C4755 or equivalent, separate the retaining clips (5) and remove the lower Apillar
trim (4).
Installation
INSTALLATION
1. Position the lower Apillar trim (4) onto the Apillar and seat the clips (5) fully.
2. Position the upper Apillar trim (2) onto the Apillar and seat the clips (3) fully.
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3. Install the push pin fastener (6).
Fig. 446: VISOR
4. Install the visor (4). See Body/Interior/VISOR Installation.
PANEL, BPILLAR TRIM
Removal
REMOVAL
Two Door
Fig. 447: 2 DOOR
1. Using a trim stick C4755 or equivalent, separate the retaining clips (1) and remove the upper trim (2).
2. Remove the push pin fasteners (5).
3. Separate the retaining clips (4) and remove the lower Bpillar trim.
Four Door
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Fig. 448: Removing/Installing Front Seatbelt Turning Loop Cover
1. Remove the seat belt turning loop (2). Refer to Restraints/ADJUSTER, Seat Belt Turning Loop
Removal .
Fig. 449: Removing/Installing Front Seatbelt Anchor
2. Remove the bolt (2) and disconnect the seat belt (3) from the seat (1).
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Fig. 450: UPPER
3. Using a trim stick C4755 or equivalent, separate the retaining clips (2) and remove the upper Bpillar
trim panel (1).
Fig. 451: LOWER
4. Remove the push pin fasteners (3) and separate the lower Bpillar trim panel (2).
5. Pull the seat belt (1) through the slot in the trim (2) and remove the trim.
Installation
INSTALLATION
Two Door
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Fig. 452: 2 DOOR
1. Install the lower Bpillar trim (3) and seat the clips (4) fully.
3. Install the upper Bpillar trim (2) and seat the clips (1) fully.
Four Door
Fig. 453: LOWER
1. Pull the seat belt (1) through the lower Bpillar trim (2) and position into place.
2. Seat the clips fully and install the push pin fasteners (3).
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Fig. 454: UPPER
3. Position the upper Bpillar trim (1) into place and seat the clips (2) fully.
4. Position the seat belt turning loop (2) onto the height adjuster (1) on the upper sport bar. Be certain that
the seat belt webbing between the retractor and the turning loop is not twisted.
5. Install and tighten the screw (3) that secures the turning loop to the height adjuster. Tighten the screw to
40 N.m (30 ft. lbs.).
6. Engage the upper edge of a new trim cover (4) over the top of the turning loop. Then squeeze the lower
end of the trim cover and the turning loop together firmly and evenly until the engagement tabs of the
trim cover snap into the slots of the turning loop.
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7. Position the seat belt (3) lower anchor to the mounting hole on the outboard side of the front seat (1)
cushion frame. Be certain that the seat belt webbing between the turning loop and the lower anchor is not
twisted.
8. Install and tighten the screw (2) that secures the lower anchor to the seat. Tighten the screw to 40 N.m
(30 ft. lbs.).
PANEL, COWL TRIM
Removal
REMOVAL
Fig. 457: COWL TRIM
1. Position aside the lower Bpillar trim as necessary to gain access to the cowl trim. See
Body/Interior/PANEL, BPillar Trim Removal.
2. Remove the push pin fastener (3) and separate the retaining clips (1).
3. Remove the cowl trim (2).
Installation
INSTALLATION
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Fig. 458: COWL TRIM
1. Position the trim (2) into place and seat the push pin fasteners (1) fully.
2. Install the push pin fastener (3).
3. Position the lower Bpillar trim back into place. See Body/Interior/PANEL, BPillar Trim
Installation.
PANEL, HEADER
Removal
REMOVAL
1. Remove the upper Apillar trim (2). See Body/Interior/PANEL, APillar Trim Removal.
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Fig. 460: HEADER TRIM
2. Using a trim stick C4755 or equivalent, separate the retaining clips (1) and (2) and remove the
windshield molding (3).
Installation
INSTALLATION
Fig. 461: HEADER TRIM
1. Position the windshield molding (3) onto the windshield header and seat the clips (1) and (2) fully.
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2. Install the upper Apillar trim (2). See Body/Interior/PANEL, APillar Trim Installation
VISOR
Removal
REMOVAL
Fig. 463: VISOR
1. Release the visor from the support (1).
2. Remove the screws (3) and remove the visor (4).
Installation
INSTALLATION
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Fig. 464: VISOR
1. Position the visor (4) up to the windshield trim (2) and install the screws (3).
2. Secure the visor into the support (1).
PAINT
SPECIFICATIONS
PAINT CODES
NOTE: Because of late model changes to the available paint colors. Refer to Vehicle
Data/Vehicle Information/Vehicle Certification Label Description for the correct
paint codes for each vehicle.
EXTERIOR COLORS
EXTERIOR COLOR CHRYSLER CODE
Red Rock Crystal Pearlcoat EEM
Flame Red Clearcoat PR4
Natural Green Pearlcoat HGN
Surf Blue Pearlcoat FQD
Deep Water Blue Pearlcoat GBS
Dark Charcoal Pearlcoat HAV
Bright Silver Metallic Clearcoat WSB/WS2
Black Clearcoat DX8
Stone White Clearcoat SW1
INTERIOR COLORS
INTERIOR COLOR CHRYSLER CODE
Dark Khaki Medium Khaki K
Dark Slate Gray/Medium Slate Gray S
REMOVABLE TOP, HARD
STANDARD PROCEDURE
HARD TOP SAG REPAIR
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Inspect the roof/hard top assembly for the presence of sag, or if the customer complains of water accumulation
on the roof. Perform the following procedure to repair.
1. Remove front freedom panels to gain access to the rear hard top assembly.
2. Remove the six bolts that attach the hard top to the body for a two door or eight bolts that hold down the
four door.
3. Depress tab on rear wiper motor connector and pull downward to disengage.
4. Make two marks on the inside of the hard top 6 cm (2.5 in.) on both sides of the center roof rib, directly
above the sport bar.
5. Move the hard top back about 10 cm (4 in.) to expose the inner rib section.
6. Clean the roof area with isopropyl alcohol.
7. Install the foam repair blocks by removing the protective backing tape from the adhesive side. The foam
blocks must be centered above the sport bar pad.
8. Move the hard top assembly back into position.
9. Inspect the hard top seals for damage and replace, if necessary.
10. Inspect the windshield header seal and make sure it is clean, undamaged, and free of debris.
11. Carefully position the hard top assembly on the vehicle making sure that the latches are not pinched
between the windshield frame and top.
CAUTION: Do not over tighten the top bolts. Over tightening can cause cracking of
the hardtop assembly.
12. Loosely install the six bolts on a two door or eight bolts on a four door. Ensure that the top is centered on
the vehicle and locators are in place in the body side holes and tighten the bolts to 18 N.m ( 13.5 ft. lbs.).
13. Connect the wire wiper motor harness connector.
14. Connect the rear washer fluid hose.
15. Install front freedom panels.
MODULAR HARD TOP FREEDOM PANEL WATER LEAKS
DIAGNOSIS:
1. Ensure that the Freedom Panels are correctly attached to the vehicle. The panels should be located and
clamped in the correct sequence as described in the owner's manual. When installing the Freedom Panels
always close the windshield latch first.
2. Have an assistant apply water across the hard top affected area with a hose for approximately 35 minutes
while inspecting the interior of the hard top for waterleaks to determine general leak source location.
3. Water leaks at front center onto Instrument Panel (IP) and/or center console area are indicators of front
center Freedom Panel leak path, but could also be a rear center Freedom Panel leak that travels forward.
Review the information in the Repair Procedure below to determine if this has occurred.
4. Water leaks from Freedom Panel dial fasteners in speaker bar, leaks near the left or right Bpillar onto
sport bar cloth covering, or onto front seats are indicators of leak paths from the rear center of the
Freedom Panels. Review the information in the Repair Procedure below.
5. Water leaks at Upper Bpillar out board of the sport bar that drip onto the Bpillar hard trim panel is an
indicator of a leak path between the hard top and the Freedom Panel or a leak path under the seal on the
hard top. Review the information in the Repair Procedure below.
6. Water leaks at Upper Bpillar out board of the sport bar that drip onto the inner surface of the door panel
at the Bpillar is an indicator of a leak path between the door and the Hard top/Freedom Panel
intersection. Review the information in the Repair Procedure below.
7. Water leaks from the Upper Apillar that drip onto the IP ends is an indicator of a leak path between the
door inner panel and the Freedom Panel/windshield header intersection. There also could be a leak path
at the windshield header area. These will need additional investigation. Review the information in the
Repair Procedure below.
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REPAIR PROCEDURE:
Freedom Panel Center AND Rear Leaks
Fig. 465: FREEDOM PANEL CENTER SEAL
1 CENTER SEAL FRONT MOLDED DETAIL
2 ADHESIVE TAPE RUNS ENTIRE LENGTH OF SEAL
3 BUTYL
1. Remove left Freedom Panel.
2. Inspect the center seal that is attached to the right Freedom Panel. Look for water traces at the front
molded detail area. Water collecting along the inboard edge of the panel could travel forward from the
rear of the panel. If the seal, is cut/torn/or otherwise damaged, replacement is required.
3. Lift up the outboard lip on the right Freedom Panel center seal near the front molded detail. Examine area
for water entry under adhesive tape and/or butyl that is applied alongside of the tape. Note any areas for
repair.
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Fig. 466: HARD TOP SEAL CUP AREA
1 CENTER SEAL REAR MOLDED DETAIL
2 HARD TOP SEAL CUP AREA
4. Perform similar examination on the rear molded detail area, looking for water traces near the adhesive
tape and/or butyl.
5. If leaks to the interior were at the dial fasteners or the Bpillar area, and no water traces are found on the
right Freedom Panel inboard edge or molded detail areas of the seal, look for water traces on the hardtop
panel front flange directly below the Freedom Panels. Water collected here can indicate a leak under the
Freedom Panel in the "cup" area of the hard top seal. This type of leak could be a leak path under the
hard top seal center mold, or a path past the foam under the right Freedom Panel rear molded detail.
Fig. 467: FOAM AND BUTYL LOCATION
1 EDGE OF FOAM MUST NOT EXTEND PAST TIP OF "D" SECTION ON SEAL
2 "D" SECTION
3 BUTYL MUST BE PRESENT TO BLOCK WATER PATH BELOW "D" SECTION
6. Remove right Freedom Panel AND set on work table, protecting edges AND top surface from damage.
Proceed with repairing the seal area on the right Freedom Panel.
7. IF center seal replacement is required, remove old seal and clean seal mounting surfaces of residual
adhesive tape. Apply repair butyl. to the front and rear ends of the seal mounting zone. Remove tape liner
from new seal. Locate seal at each end onto panel, pressurize each end. Proceed to pressurize center
section, ensuring good, continuous adhesion.
8. If seal replacement is not required, add small amounts of repair butyl, to any areas of water entry found
along the center seal of the Freedom Panel. Replace the foam on the front detail or the foam under the
rear detail if it is damaged or missing with replacement closed cell foam in kit.
9. If the leak path is under the hard top seal center mold, repair with butyl sealer.
10. Replace the Freedom Panels on the vehicle, right side first, followed by the left side. Proceed to position
and clamp them in the correct sequence according to the owner's manual. When installing the Freedom
Panels always close the windshield latch first.
11. Retest to verify that the leak corrected.
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BPillar Inboard of the Freedom Panels Corner to Hard Top Leaks
Fig. 468: BPILLAR CUP (4 DOOR SHOWN)
1 4 DOOR ONLY
2 BPILLAR CUP SEAL
1. Remove Left AND Right Freedom Panels.
2. Inspect end details of hard top end seal for water traces to determine leak path. Seals that have the "cup"
distorted or rolled will create a leak path. Refit the seal to correct a distorted/rolled seal.
3. Water traces on the hard top corner and leading into the "cup" of the upper Bpillar molded detail (4 DR)
near the fastener indicate a leak either under the hard top seal or between the hard top seal and the
Freedom Panel.
Fig. 469: REAR CORNER FOAM OF FREEDOM PANEL
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1 HORIZONTAL SURFACE FOAM
2 LOCATOR NOTCH
3 PANEL TO BPILLAR INTERFACE FOAM
4. If the water trace is under the hard top end seal leading into the "cup" of the upper Bpillar molded detail,
dry off the area AND apply butyl to close off the path under the seal to the hard top.
5. If the water trace is over the top of the hard top seal at the outboard corners, examine the rear outboard
corners of Freedom Panel for damaged or missing foam. Replace if required.
6. If there is no leak under the hard top seal, no water trace at the outboard corners, and there is a water
trace on hard top seal approximately 1 in. 8 in. inboard of the corners, then inspect the hard top seal for
distortion or flatness. There is an insert/stuffer inside the seal end that is 7 in. 8.75 in. long. Verify that
the insert is present and located all the way outboard to the hard top seal end. Shift insert outboard to
support the hard top seal end if required.
7. If hard top seal is damaged, replace it using appropriate 2 door seal or 4 door seal(s).
and clamp them in the correct sequence according to the owner's manual.
BPillar Outboard Freedom Panel Corner AND Hard Top Leaks
Fig. 470: REAR CORNER FOAM OF FREEDOM PANEL
1 HORIZONTAL SURFACE FOAM
2 LOCATOR NOTCH
3 PANEL TO BPILLAR INTERFACE FOAM
1. Leaks tracing along the door inner panel near the upper rear corner indicate a path between the door AND
the hardtop/Freedom Panel intersection.
2. Examine the door to body fit for an overflush condition. Refit if overflush greater than 1.5 mm (1/16
in.).
3. Inspect end details of hard top end seal for water traces to determine leak path. Seals that have the "cup"
distorted or rolled will create a leak path. Refit the seal to correct a distorted/rolled seal.
4. Examine the rear outboard corners of Freedom Panel for damaged or missing foam. Replace if required.
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5. If hard top seal is damaged, replace it using appropriate 2 door seal or 4 door seal(s).
APillar Outboard Freedom Panel Corner AND Hard Top Leaks
Fig. 471: HEADER SEAL TO FREEDOM PANEL TRANSITION
1 EXCESSIVE STEP OFF
2 BEND FLANGE TO OBTAIN SMOOTH TRANSITION
1. Water traces/drips onto the door trim panel near the handle indicate a door to body leak path.
2. Examine the door fit to body for an overflush condition. Refit if overflush greater than 1.5mm.
3. Examine the windshield header seal end detail to Freedom Panel for a smooth transition from the seal to
the panel. A distorted/rolled seal or step off transition can lead to a leak. Refit the seal and/or bend the
metal flange of the windshield frame that is to achieve a flush fit.
4. If water traces are on the end of the IP, the leak path is located between the windshield header and/or the
windshield header seal and the Freedom Panel corner.
5. Remove left AND right Freedom Panels.
6. Inspect end details of windshield header seal for water traces in the rear ward "cup" portion.
7. Water traces on the windshield header seal end detail rearward "cup" indicate a leak path from either the
area between the Freedom Panel front corner or the windshield header seal.
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Fig. 472: FRONT CORNER OF FREEDOM PANEL
1 PANEL TO WINDSHIELD FOAM
2 PANEL TO APILLAR FOAM
8. Examine the front outboard corners of Freedom Panel for damaged or missing foam. Replace if required.
9. If no issues with the Freedom Panel corner, examine the windshield header seal end details to ensure it is
sealed to the windshield frame. Carefully peel back the front lip of the seal and inspect for gaps in the
adhesive tape and butyl that is located under the sealing lip across the windshield header. Repair with
butyl as required.
10. Replace the windshield header seal if damaged.
HARD TOP REPAIR
NOTE: The hard top is manufactured from a sheet molded compound (SMC).
SMC is constructed using short fiberglass strands usually less than 5.08 cm (2
inches) long. Sheet stock of glass impregnated resin matting is placed into the
mold and pressed under heat to flow material throughout the mold. Tooling is
shear edge designed to mold to net (i.e. no trimming at periphery required).
SMC is repairable in accordance with established procedures described within
this service information. See Body Standard Procedure
Hard Top Locators
There are two hard top locator devices positioned approximately 50 mm (2 in.) from the most forward
attachment holes for both two door and four door models. There is an additional locator on the passenger side at
the upper Bpost mount on four door hard top models.
If the black four way locator is missing, replace. In the event that the rivet stud is damaged or missing, drill out
and replace.
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HARD TOP REPAIR
If it has been determined that the hard top can be repaired. The following required materials and procedures are
to be used.
1. Use a grinder to remove the paint and outline the damaged area. Use a grade 150 grit disc for paint
removal.
2. Grind the outlined surface area again with a 240 grit disc to prevent coarse scratches from appearing in
the final finish.
3. If cracks extend from the hole, it will be necessary to stopdrill the crack(s) with a 3mm (1/8in)
diameter drill bit. This will prevent the crack from spreading and allow repair material to be effective.
4. Position a fiberglass mat or cloth on the repair surface area. Cut the mat 2.5 cm (1 in.) larger than repair
area but smaller than the outline area. Make the outline area larger if required.
5. Clean the outlined area.
6. Place the fiberglass cloth on aluminum foil.
7. Pour the fiberglass resin into a clean container.
8. Mix the appropriate amount of hardener and resin. Follow the manufacturers instructions.
9. Apply the hardener/resin mixture to both sides of the fiberglass cloth.
10. Place the fiberglass cloth over the repair area. Next, place the aluminum foil over the cloth using a plastic
spreader to smoothout the cloth and resin. Use firm pressure to remove air bubbles and to smoothout
the cloth. Remove the aluminum foil.
11. Allow the resin to cure.
12. Smoothout the surface area to the contour of the hard top with a 150grit disc.
13. Apply plastic filler to complete the repair. Finish smoothing the surface area with 240320 grit paper.
14. Repeat the previous steps on the inside area of the hard top.
15. Featheredge the repaired surface area.
16. Prime the repaired surface area with PPGÂ® Epoxy Primer, or an equivalent product.
17. Apply surface primer to the surface area.
18. Prime the surface area for the color coat.
19. Apply color coat to the repaired surface area.
HARD TOP FRACTURE REPAIR
If it has been determined that the hard top can be repaired. The following required materials and procedures are
to be used.
1. Use a grinder to remove the paint and outline the damaged area. Use a grade 150 grit disc for paint
removal.
2. Grind the outlined surface area again with a 240 grit disc to prevent coarse scratches from appearing in
the final finish.
3. If cracks extend from the damaged area, it will be necessary to stop drill the cracks with a 3mm (1/8in)
diameter drill bit. This will prevent the crack and/or fracture from spreading and allow repair material to
be effective.
4. Bevel the edges of the crack/fracture on both sides with a rotary file.
NOTE: The edges should be beveled on the inside and outside of the top to
ensure sufficient surface area for good bonding.
5. Complete the repairs with fiberglass cloth and resin as described in the hard top hole repair procedure.
See Body/Removable Top Standard Procedure
REMOVAL
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REMOVAL
CAUTION: Be certain all fasteners are removed. Failure to follow these instructions will
result in hardtop damage.
Fig. 473: HARD TOP INTERIOR VIEW
1. From inside the vehicle, release the center clamps (2).
2. Release the rear clamps (3).
3. Remove the rear thumb bolts (7).
4. Release the front top clamps (8).
Fig. 474: HARD TOP CONNECTIONS
5. From the hardtop (1) left rear corner, of the interior, disconnect the hardtop wire harness connector (2).
6. Disconnect the hard top washer hose from the rear washer nozzle nipple (3).
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Fig. 475: HARD TOP EXTERIOR VIEW
7. Remove the modular tops (1) and (2).
8. On four door models, remove the two front bolts (3).
CAUTION: Lifting the main hard top on or off will require the assistance of four
people, one in each corner. Failure to lift the top as instructed may result
in hard top damage.
9. Remove the six side bolts (5). Remove the main hard top (4) by lifting evenly, steadily and without
flexing.
INSTALLATION
INSTALLATION
Fig. 476: HARD TOP EXTERIOR VIEW
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CAUTION: Lifting the main hard top on or off will require the assistance of four people,
one in each corner. Failure to lift the top as instructed may result in hard top
damage.
1. Install the main hard top (4) by lifting evenly, steadily and without flexing. Place onto the vehicle while
lining up the alignment pins.
CAUTION: Make sure the B and Cpillar seals are not folded up and are positioned
correctly.
2. Install the six side bolts (5).
3. On four door models, install the two front bolts (3).
4. Tighten the side bolts (5) from front to rear to 8 N.m (71 in. lbs.).
5. On four door models, tighten the front bolts (3) to 8 N.m (71 in. lbs.).
NOTE: Make sure all modular top latches are in the open position.
6. Position the modular tops (1) and (2) onto the vehicle with the right side top (1) being installed before the
left side (2).
Fig. 477: HARD TOP INTERIOR VIEW
7. With the modular tops (1) and (6) installed correctly onto the alignment pins, secure the front latches (8).
8. Install and secure the rear thumb bolts (7).
9. Secure the rear clamps (3) fully.
10. Secure the center clamps (2) fully.
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Fig. 478: HARD TOP CONNECTIONS
11. On the left rear corner of the hard top interior (1) connect the hardtop wire harness connector (2).
12. Connect the hardtop washer hose to the rear washer nozzle nipple (3).
REMOVABLE TOP, SOFT
DESCRIPTION
DESCRIPTION
Fig. 479: FOUR DOOR SHOWN, TWO DOOR SIMILAR
1 SPORT BAR ASSEMBLY
2 PIVOT BRACKET BOLTS
3 PIVOT BRACKETS
4 PIVOT KNUCKLE BOLTS 14 N.m (10.5 ft. lbs.)
5 FOUR DOOR SOFT TOP
6 DOOR RAIL THUMB SCREW
7 DOOR RAIL RETAINER
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9 REAR DOOR RAIL THUMB SCREW
10 REAR DOOR RAIL RETAINER
Soft Top
Wrangler's Soft Top features the same construction as before and attaches and installs similar to the 2006
models. A storage bag for the plastic windows is available through MOPARÂ® for added convenience.
Sun Rider Soft Top
The Sun Rider Soft Top features the same construction as before and attaches and installs similar to the 2006
models. For added convenience, MOPARÂ® offers a storage bag for the removable plastic windows. The Sun
Rider Top can be half or fully open. Wrangler Unlimited's softtop opening extends above the rear seat
occupants. The approximate dimensions of the open space for the Sun Rider Tops are as follows:
Wrangler (twodoor) 55 in. (1397 mm) wide by 30 in. (762 mm) long and opens above the first row only
Wrangler Unlimited (fourdoor): 55 in. (1397 mm) wide by 60 in. (1524 mm) long and opens above first
and second row occupants
REMOVAL
REMOVAL
Two Door
Fig. 480: TOP TO RAIL RETAINERS
1. Separate the quarter windows hook and loop strips from the soft top and unzip the quarter windows.
2. Separate the quarter window sides (2) from the side rail retainers (1) and the door frame and remove the
quarter window.
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Fig. 481: REAR WINDOW
3. Unzip the rear window (2) and release window retainer from the rear tailgate retainer (3).
Fig. 482: LATCHES
4. Release the front latches (1) from the windshield frame loops (2).
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5. Release the soft top retainers (2) from the upper side and lower rear rail retainers (1).
Fig. 484: PIVOT BRACKET 2 2 DOOR
6. Fold the top into the down position.
7. Remove the pivot bracket bolts (3) from the pivot knuckles (1).
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Fig. 485: SOFT TOP 2 DOOR
8. separate the knuckles (2) from the pivot brackets.
9. Remove the soft top (1) from the vehicle.
Four Door
1. Separate the quarter windows hook and loop strips from the soft top and unzip the quarter windows.
2. Separate the quarter window sides (2) from the side rail retainers (1) and the door frame and remove the
quarter window.
3. Unzip the rear window and release window retainer (2) from the rear tailgate retainer (1).
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4. Unzip the rear window (2) and release window retainer from the rear tailgate retainer (3).
Fig. 488: LATCHES
5. Release the front latches (1) from the windshield frame loops (2).
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6. Release the soft top retainers (2) from the upper side and lower rear rail retainers (1).
Fig. 490: PIVOT BRACKET 2
7. Fold the top into the down position.
8. Remove the pivot bracket bolts (1) from the pivot knuckles (3) and separate the knuckles from the pivot
bracket (2).
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3 PIVOT BRACKETS
9. Remove the soft top (5) from the vehicle.
INSTALLATION
INSTALLATION
Two Door
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Fig. 492: SOFT TOP 2 DOOR
1. Position the soft top (1) onto the vehicle with the knuckles (2) positioned to attach to the knuckle
brackets.
Fig. 493: PIVOT BRACKET 2 2 DOOR
2. Position the knuckles (1) onto the knuckle bracket (2) and install the bolts (3).
Fig. 494: LATCHES
3. Fold the top up and secure the latches (1) to the windshield frame loops (2).
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4. Secure the soft top retainers (2) for the upper side and lower rear rails (1).
5. Zip the rear window (2) onto the soft top (1) and secure to the rail retainer (3).
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6. Zip the quarter windows onto the soft top and secure the window retainers (2) to the lower rails (1) and
the door frames.
7. Secure the quarter window hook and loop strips to the soft top.
Four Door
3 PIVOT BRACKETS
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1. Install the soft top (5) onto the vehicle.
Fig. 499: PIVOT BRACKET 2
2. Position the knuckles (3) onto the knuckle bracket (2) and install the bolts (1).
Fig. 500: LATCHES
3. Unfold the top up and secure the latches (1) to the windshield frame loops (2).
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4. Secure the soft top retainers (2) for the upper side and lower rear rails (1).
5. Zip the rear window (2) onto the soft top (1) and secure to the rail retainer (3).
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6. Zip the quarter windows onto the soft top and secure the window retainers (2) to the lower rails (1) and
the door frames.
7. Secure the quarter window hook and loop strips to the soft top.
CABLE, TENSION
Removal
REMOVAL
Fig. 504: Removing/Installing Foam Tape
1. Release the soft top latches and open the soft top.
2. Remove the foam tape (2) and expose the screws.
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Fig. 505: Removing/Installing Screws
3. Remove the screws (2) and release the cable tab (1).
Fig. 506: Cable Spring
4. Release the rear quarter window.
5. Position the soft top aside and release the cable spring (1).
6. Position the top in the full up position, unlatched and remove the cable.
Installation
INSTALLATION
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Fig. 507: Cable Spring
1. With the top in the full up position but unlatched, feed the cable into the pocket from the front to the back
using a long thin wire or equivalent.
2. Open the top and connect the spring (1).
Fig. 508: Removing/Installing Screws
3. Position the cable bracket (1) and the top cover back and install the screws (2).
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Fig. 509: Removing/Installing Foam Tape
4. Install the foam tape (2).
HEADER, FOLDING TOP
Removal
REMOVAL
Fig. 510: Header Assembly
1. Release and fold back the soft top header assembly (1) to the vehicle.
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Fig. 511: Screws & Header Seal Plate
NOTE: When removing the screws remember their locations because they will
differ in size and style.
2. Carefully remove the screws (1) at each end (side) of the header seal plate (2).
Fig. 512: Screws & Header Assembly
3. Remove the screws (1) under the flange on the left and right sides of the header assembly (2).
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Fig. 513: Screws & Upper Header Assembly
4. Remove the two screws (1) on the upper header assembly (2) from both sides.
Fig. 514: Header Assembly & Fasteners
5. Remove the header assembly and all remaining fasteners (1).
6. Remove the windshield header seal plate from the soft top.
Installation
INSTALLATION
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Fig. 515: Lower Header
1. Feed the soft top material (3) onto the lower header (2) using masking tape (1) to insure proper
placement.
Fig. 516: Header Seal Plate & Fasteners
2. Install the header seal plate and install the fasteners (1) from the center outward.
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Fig. 517: Screws & Upper Header Assembly
3. Install the two screws (1) on the upper header assembly (2) on both sides.
Fig. 518: Screws & Header Assembly
4. Install the screws (1) under the flange on the left and right sides of the header assembly (2).
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Fig. 519: Screws & Header Seal Plate
NOTE: When installing the screws remember their locations from removal
because they differ in size and style.
5. Carefully install the screws (1) at each end (side) of the header seal plate (2).
6. Close and verify proper top operation.
DECKLID/HATCH/LIFTGATE/TAILGATE
CYLINDER, LOCK
Removal
REMOVAL
Fig. 520: INNER TRIM
1. Using a trim stick C4755 or equivalent, remove the inner latch trim (2).
Fig. 521: LOCK ROD
2. Release the clip (3) and disconnect the lock rod (2).
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Fig. 522: HANDLE
3. Remove the clip (5).
Fig. 523: LOCK 1
4. Remove the lock cylinder (2) and the gasket (1).
Installation
INSTALLATION
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Fig. 524: LOCK 1
1. Install the gasket (1) and the lock cylinder (2).
Fig. 525: HANDLE
2. Install the retaining clip (5) onto the lock cylinder (4).
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Fig. 526: LOCK ROD
3. Connect the lock rod (2) to the lock cylinder and seat the clip (3) fully.
4. Position the latch trim (2) onto the tailgate opening and seat fully.
HANDLE, EXTERIOR
Removal
REMOVAL
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Fig. 529: HANDLE ROD
2. Disconnect the latch rod (2) from the handle (1).
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Fig. 530: HANDLE
3. Remove the nuts (3) and remove the handle (1).
Installation
INSTALLATION
Fig. 531: HANDLE
1. Install the handle (1) and install the nuts (3).
2. Tighten the nuts to 4.5 Nm (40 in. lbs.)
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Fig. 532: HANDLE ROD
3. Connect the latch rod (2) to the handle (1).
HINGE
Removal
REMOVAL
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Fig. 534: HINGE AND COVERS
NOTE: It is not necessary to remove the tailgate to replace the hinges if they are
replaced one at a time.
1. Using a trim stick C4755 or equivalent, separate the hinge covers (3 and 4) from the hinges.
2. Using a grease pencil or equivalent, mark the position of the hinge (1) on the tailgate.
3. Remove the bolts (2) attaching the hinge to the tailgate.
4. Remove the bolts (1 and 2) attaching the hinge to the body.
Installation
INSTALLATION
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1. Align the hinges to the door using the reference marks made during the removal procedure and install the
body bolts (1 and 2).
Fig. 537: HINGE AND COVERS
2. Install the bolts (2) and tighten to 20 N.m (15 ft. lbs.).
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3. Tighten the body bolts to 26 N.m (19 ft. lbs.).
4. Adjust the tail gate if necessary. See Body/Body Structure/Gap and Flush Specifications.
LATCH
Removal
REMOVAL
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Fig. 540: LATCH ROD CONNECTIONS
2. Release the rod clips (1) and disconnect the latch rods (3 and 4).
Fig. 541: LATCH REMOVAL
3. Remove the screws (4) and remove the latch (6).
Installation
INSTALLATION
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Fig. 542: LATCH REMOVAL
1. Connect the electrical connector (2) and install the latch into the tail gate (3).
2. Install the screws (4) and tighten to 8 N.m (71 in. lbs.).
Fig. 543: LATCH ROD CONNECTIONS
3. Connect the latch rods (3 and 4) and secure the clips (1) fully.
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5. Adjust the latch if necessary. See Body/Decklid/Hatch/Liftgate/Tailgate/LATCH Adjustments.
Adjustments
ADJUSTMENT
1 DOOR LATCH
2 MYLAR TAPE
3 ADJUSTMENT SCREW
1. Locate access hole and remove the mylar tape (2) covering it.
2. Insert a 5/32" hexwrench through hole and into adjustment screw (3). Loosen screw.
3. Operate outside handle several times to release any restriction because of misalignment.
4. Tighten adjustment screw to 3 N.m (30 in. lbs.).
5. Test handle for proper operation.
PROP, GAS, BACKLITE
Removal
REMOVAL
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Fig. 546: SUPPORT CYLINDER REMOVAL
1 BALL SOCKET
2 RETAINING CLIP
3 FLAT BLADED TOOL
4 BALL STUD
WARNING: Do not remove the liftgate support cylinders with the liftgate closed. The
support cylinder pistons are operated by high pressure gas and could cause
personal injury and/or vehicle damage if they are removed with the pistons
compressed (liftgate closed). Once removed, do not attempt to disassemble or
repair the support cylinders.
1. Open the backlite and support.
2. Using a small flat bladed tool (3), or equivalent, release the retaining clips (2) while pulling the ball
socket (1) away from the ball stud (4).
Fig. 547: SUPPORT CYLINDER RETAINING CLIP
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1 RETAINING CLIP
2 BALL SOCKET
3 BALL STUD
NOTE: Lift the clips (1) only enough to release the ball studs (3).
3. Remove the support cylinder from the upper and lower ball studs.
Fig. 548: SUPPORTS
4. Remove the support cylinders (2) from the backlite (1).
Installation
INSTALLATION
Fig. 549: SUPPORT CYLINDER RETAINING CLIP
1 RETAINING CLIP
2 BALL SOCKET
3 BALL STUD
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WARNING: Do not remove the liftgate support cylinders with the backlite closed. The
support cylinder pistons are operated by high pressure gas and could cause
personal injury and/or vehicle damage if they are removed with the pistons
compressed (backlite closed). Once removed, do not attempt to disassemble or
repair the support cylinders.
1. Make sure the retaining clips (1) are seated into the ball socket (2) fully.
2. Install the support cylinder (2) over the ball studs (3) with the thin end connected to the body and the
retaining clips snapping into place.
STRIKER
Removal
REMOVAL
Fig. 550: STABILIZER CUP
1. Open the tail gate.
2. Using a grease pencil or equivalent, mark the location of the stabilizer cup (1) and insert to aid
installation.
3. Remove the bolts for the stabilizer cup and remove the cup.
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Fig. 551: STRIKER
4. Using a grease pencil or equivalent, mark the position of the striker (1) to aid installation.
5. Remove the bolts (2) attaching the striker (1) to the body.
6. Remove the bolts (3) for the insert (4) and remove the insert.
Installation
INSTALLATION
Fig. 552: STRIKER
1. Install the striker and install the bolts.
2. Adjust the striker (1) and tighten the bolts (2) to 28 N.m (21 ft. lbs.). See
Body/Decklid/Hatch/Liftgate/Tailgate/STRIKER Adjustments.
3. Adjust the tail gate if necessary. See Body/Body Structure/Gap and Flush Specifications.
4. Install the stabilizer insert (4) with the narrow end toward the rear of the vehicle and install the bolts (3).
5. Tighten the bolts to 10 N.m (90 in. lbs.).
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Fig. 553: STABILIZER CUP
6. Install the stabilizer cup (1) and loosely install the bolts.
7. Adjust the stabilizer (1) and tighten the bolts (2) to 10 N.m (90 in. lbs.). See
Body/Decklid/Hatch/Liftgate/Tailgate/STRIKER Adjustments.
Adjustments
ADJUSTMENT
Striker
NOTE: Stabilizer insert must be off when adjusting the striker.
1. Remove the stabilizer insert. See Body/Decklid/Hatch/Liftgate/Tailgate/STRIKER Removal
2. Loosen the striker bolts.
3. Adjust the striker up/down so that it is centered within the latch opening.
4. Adjust the striker fore/aft so the swing gate is under flush to the body 0.5 mm (+/ 1.0 mm).
5. Adjust the striker crosscar engagement to the latch by adding 2.0 mm shims as necessary.
NOTE: Make sure the striker is not twisted within the latch opening. Striker
should be parallel to the opening.
6. Tighten the striker bolts to 28 N.m (21 ft. lbs.).
7. Install the stabilizer insert. See Body/Decklid/Hatch/Liftgate/Tailgate/STRIKER Installation.
Stabilizer
1. Adjust the insert up/down so that it is centered within the stabilizer cup.
2. Adjust the insert for/aft so the swing gate is 1.0 mm over flush to the Dpillar when the insert contacts the
rubber bumper in the stabilizer cup.
3. Open the tail gate and tighten the bolts to 10 N.m (90 in. lbs.).
NOTE: Make sure the stabilizer cup and insert are parallel to each other and not
twisted.
4. Close the tail gate and grab the beltline. Confirm minimal for/aft movement and that closing effort is not
excessive. Readjust as required.
SEATS
WARNING
WARNINGS
circuits or wiring components related to the SRS. Such repairs can
electrical circuits, which may cause the SRS components not to deploy when
required, or to deploy when not required. Any wire harness containing broken,
cut, burned or otherwise damaged electrically conductive SRS wiring, terminals
or connector components must be removed and replaced with an entire new
wire harness. Only minor cuts or abrasions of wire and terminal insulation
where the conductive material has not been damaged, or connector insulators
where the integrity of the latching and locking mechanisms have not been
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compromised may be repaired using appropriate methods. Failure to follow
these instructions may result in possible serious or fatal injury.
correct, new and unused replacement parts listed in the Chrysler Mopar Â®
WARNING: To avoid serious or fatal injury on vehicles equipped with seat airbags, disable
the Supplemental Restraint System (SRS) before attempting any Occupant
Restraint Controller (ORC) diagnosis or service. The ORC contains a rollover
sensor, which enables the system to deploy the seat airbags in the event of a
vehicle rollover event. If an ORC is accidentally rolled during service while still
connected to battery power, the seat airbags will deploy. Disconnect and isolate
the battery negative (ground) cable, then wait two minutes for the system
capacitor to discharge before performing further diagnosis or service. This is
the only sure way to disable the SRS. Failure to take the proper precautions
could result in accidental airbag deployment.
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may result in inferior occupant protection. Failure to follow these instructions
Chrysler Mopar Â® Parts Catalog. Failure to follow these instructions may
COVER, SEAT BACK, FRONT
Removal
REMOVAL
1. Before proceeding with the following repair procedure, review all warnings and cautions. See
Body/Seats Warning
2. For appropriate seat configuration illustrations. See Body/Seats/SEAT Description.
3. Remove the front seat. See Body/Seats/SEAT Removal.
4. Remove the seat recliner easy entry levers, if equipped.
5. Position aside the seat back cover and remove the seat back assembly bolts.
6. If equipped, disconnect the electrical connectors and remove the seat back.
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Fig. 554: HEAD REST
7. Push in the buttons on both headrest sleeves, pull the headrest up and remove.
Fig. 555: ZIP STRIP
8. Separate the Jstraps (1 AND 2) and pull cover up over frame.
9. Unzip the cover zippers.
10. On vehicles equipped with seat air bags, remove the air bag. Refer to Restraints/AIR BAG, Seat
Removal .
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Fig. 556: SEAT BACK HOG RINGS
11. Cut off the hog rings (2) attaching the cover (3) to the cushion (1).
Fig. 557: HEADREST SLEEVE REMOVAL
12. Squeeze the locking tab (3) and remove the headrest sleeves (1) and remove the cover.
Installation
INSTALLATION
Body/Seats Warning
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Fig. 558: SEAT BACK HOG RINGS
3. Position the seat back cover over the seat back frame.
4. Position the seat back cushion on the frame and position the cover over the cushion.
5. Attach the seat cover (3) to the seat back cushion (1) and install new hog rings.
Fig. 559: ZIP STRIP
6. On vehicles equipped with a seat airbag, install the airbag. Refer to Restraints/AIR BAG, Seat
Installation .
7. Zip the rear cover zippers and connect the Jstraps (1 AND 2).
1474 of 4937
Fig. 560: HEADREST SLEEVE INSTALL
8. Position the headrest sleeves (2) and seat into the seat back (1) frame fully.
9. Position the seat back onto the seat cushion assembly and connect the electrical connectors if equipped.
10. Install the seat back assembly bolts and tighten to 47 N.m (34.5 ft. lbs.).
11. Connect the electrical connectors, if equipped.
12. Install the front seat. See Body/Seats/SEAT Installation
COVER, SEAT BACK, REAR
Removal
REMOVAL
Body/Seats Warning.
3. Remove the rear seat. See Body/Seats/SEAT Removal.
4. Remove the headrest. See Body/Seats/HEADREST Removal.
Two Door
1. Remove the back frame to cushion bolts and separate the seat back assembly.
2. Separate the Jstraps and unzip the cover.
1475 of 4937
Fig. 561: HEADREST SLEEVE REMOVAL
3. Squeeze the locking tab (3) and remove the headrest sleeves (1).
4. Remove the seat cushion from the seat back frame.
5. Remove the hog rings and separate the cover from the cushion.
Four Door
1. Separate the seat halves.
2. Remove the seat handle bezel.
3. Remove the screws and remove the release handle.
4. Remove the seat cushion pivot bolts and remove the seat cushion from the seat back assembly.
5. Remove the inner and outer latch covers.
6. Remove the seat belt bezel.
7. Separate the Jstraps and unzip the cover.
8. Remove the seat cushion from the seat back frame.
Installation
INSTALLATION
Body/Seats Warning.
Two Door
1. Position the cover over the cushion and attach with new hog rings.
2. Position the seat back cushion over the seat back frame, zip the cover and fasten the Jstraps.
1476 of 4937
Fig. 562: HEADREST SLEEVE INSTALL
3. Seat the headrest sleeves (1) into the seat back fully.
4. Install the seat back assembly onto the seat cushion assembly and install the cushion bolts.
5. Tighten the bolts to 50 N.m (37 ft. lbs.).
Four Door
2. Position the seat back cushion over the seat back frame, zip the cover and fasten the Jstraps.
3. Install the seat belt bezel.
4. Install the inner and outer latch covers.
5. Install the seat cushion assembly onto the seat back assembly and install the pivot bolts.
6. Tighten the bolts to 25 N.m (18.5 ft. lbs.)
7. Position the release handle back and install the screws.
8. Install the release handle bezel.
9. Position the seat halves back together.
Two and Four Door
1. Install the seat. See Body/Seats/SEAT Installation.
2. Install the headrest. See Body/Seats/HEADREST Installation.
COVER, SEAT CUSHION, FRONT
Removal
REMOVAL
Body/Seats Warning
3. Remove the front seat. See Body/Seats/SEAT Removal.
4. Remove the lift handle, if equipped.
5. Separate the Jstraps from the seat cushion frame and remove the seat cushion and cover.
1477 of 4937
Installation
INSTALLATION
Body/Seats Warning
3. Install the seat cushion cover onto the cushion and install new hog rings.
4. Install the cushion onto the seat cushion frame and connect the Jstraps.
5. Install the front seat. See Body/Seats/SEAT Installation.
COVER, SEAT CUSHION, REAR
Removal
REMOVAL
Body/Seats Warning.
3. Remove the rear seat. See Body/Seats/SEAT Removal.
Two Door
1. Remove the seat back frame to seat cushion assembly bolts and separate the seat back assembly.
2. Separate the Jstraps and remove the cover and cushion assembly.
3. Remove the hog rings and separate the cushion and cover.
Four Door
1. Separate the rear seat sections.
2. Remove the seat cushion pivot bolts and separate the cushion from the back assembly.
3. Release the Jstraps and separate the cushion assembly from the frame.
Installation
INSTALLATION
Body/Seats Warning.
Two Door
2. Position the seat cushion over the seat frame and fasten the Jstraps.
3. Install the seat cushion onto the seat back frame and install the cushion assembly bolts.
4. Tighten the bolts to 50 N.m (37 ft. lbs.).
Four Door
2. Position the seat cushion over the seat frame and fasten the Jstraps.
3. Install the seat cushion assembly onto the seat back assembly and install the pivot bolts.
1478 of 4937
4. Tighten the bolts to 25 N.m (18.5 ft. lbs.)
5. Position the seat halves back together.
HANDLE, FRONT RECLINER
Removal
REMOVAL
Fig. 563: Clip & Recliner Handle
NOTE: EZ Entry handle shown, normal recliner handle similar.
1. Using a door handle clip tool (3) or equivalent, release the clip (1) using the clip tool (3).
2. Remove recliner handle (2).
Installation
INSTALLATION
Fig. 564: Recliner Handle
NOTE: 1479 of 4937

NOTE: EZ Entry handle shown, normal recliner handle similar.
1. Install the clip (2) onto the recliner handle (1), if necessary.
Fig. 565: Recliner Handle & Spined Shaft
2. Position the recliner handle (1) onto the spined shaft (2).
Fig. 566: Handle And Spined Shaft
CAUTION: Press the handle (2) on only at the location of the spined shaft (1). Failure
to do so may result in a damaged recliner handle.
3. Pressing at the location of the spined shaft (1), seat the recliner handle (2) fully.
HEADREST, FRONT AND TWODOOR REAR
Removal
REMOVAL
1480 of 4937
Fig. 567: HEAD REST
1. Push in the buttons on both headrest sleeves, pull the headrest up and remove.
Installation
INSTALLATION
Fig. 568: HEAD REST
1. Press the headrest sleeve release buttons and install the headrest.
HEADREST, REAR FOUR DOOR
Removal
REMOVAL
1481 of 4937
Fig. 569: HEADREST
1. Release the seat back and fold forward far enough to release the headrest.
2. Using a small flat bladed tool or equivalent, release the headrest by pressing the tool into the slots (1) on
the trim caps.
Fig. 570: HEADREST REMOVAL
3. Remove the headrest (1) from the headrest bracket and hinge (2).
Installation
INSTALLATION
1482 of 4937
Fig. 571: HEADREST
1. Position the headrest (1) onto the bracket and hinge assembly (2) and seat the headrest fully.
SEAT, FRONT
Description
DESCRIPTION
1483 of 4937
Fig. 572: LEFT HAND SEAT 2 WAY ADJUSTER
1 SEAT BACK CUSHION/COVER 15 WIRE HARNESS
2 AIR BAG NUTS 7 N.m (5 ft. lbs.) 16 RIVETS
3 SEAT BACK FRAME 17 TRIM ATTACHMENT WIRE
4 HEADREST SLEEVES 18 RISER NUTS 28 N.m (20.5 ft. lbs.)
5 HEADREST 19 OUTBOARD RISER
6 SEAT AIR BAG 20 RISER NUTS 28 N.m (20.5 ft. lbs.)
7 RECLINER/EASY ENTRY HANDLE 21 INBOARD RISER
8 SCREW 22 TRIM ATTACHMENT WIRE
9 EASY ENTRY CABLE ROUTER 23 RIVETS
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10 EASY ENTRY CABLE 24 SEAT TRACK POSITION SENSOR
11 BACK ASSEMBLY BOLTS 47 N.m (34.5 ft.
25 SEAT CUSHION/COVER
lbs.)
26 SEAT BELT BUCKLE BOLT 50 N.m (37 ft.
12 SEAT CUSHION FRAME
lbs.)
13 WIRE HARNESS 27 SEAT BELT BUCKLE
14 SEAT AIR BAG HARNESS
lbs.)
Fig. 573: LEFT HAND SEAT 4 WAY ADJUSTER
1 SEAT BACK CUSHION/COVER 16 SEAT AIR BAG HARNESS
2 AIR BAG NUTS 7 N.m (5 ft. lbs.) 17 TRIM ATTACHMENT WIRE
3 SEAT BACK FRAME 18 RIVETS
4 HEADREST SLEEVES 19 WIRE HARNESS
5 HEADREST 20 RISER NUTS 28 N.m (20.5 ft. lbs.)
6 SEAT AIR BAG 21 OUTBOARD RISER
7 RECLINER/EASY ENTRY HANDLE 22 RISER NUTS 28 N.m (20.5 ft. lbs.)
1485 of 4937
8 SCREW 23 INBOARD RISER
9 EASY ENTRY CABLE ROUTER 24 TRIM ATTACHMENT WIRE
10 EASY ENTRY CABLE 25 RIVETS
lbs.)
12 LIFT HANDLE 27 SEAT TRACK POSITION SENSOR
13 LIFT HANDLE CAP
lbs.)
14 LIFT HANDLE SCREW 29 SEAT BELT BUCKLE
15 WIRE HARNESS
lbs.)
1486 of 4937
Fig. 574: RIGHT HAND SEAT 2 WAY ADJUSTER
1 SEAT BACK CUSHION/COVER 14 TRIM ATTACHMENT WIRE
2 EASY ENTRY CABLE 15 RIVETS
3 SEAT AIR BAG 16 INBOARD RISER
4 SCREW 17 WIRE HARNESS
5 EASY ENTRY CABLE ROUTER 18 WIRE HARNESS
6 HEADREST SLEEVE 19 OUTBOARD RISER
7 HEADREST 20 SEAT CUSHION FRAME
8 SEAT BACK FRAME 21 AIR BAG HARNESS
9 AIR BAG NUTS 7 N.m (5 ft. lbs.) 22 TRIM ATTACHMENT WIRE
23 RIVETS
lbs.)
11 SEAT BELT BUCKLE
lbs.)
25 RECLINER/EASY ENTRY HANDLE
lbs.)
13 SEAT TRACK POSITION SENSOR 26 SEAT CUSHION/COVER
1487 of 4937
Fig. 575: RIGHT HAND SEAT 4 WAY ADJUSTER
1 SEAT BACK CUSHION/COVER 16 WIRE HARNESS
2 SEAT AIR BAG 17 SIDE AIR BAG WIRE HARNESS
3 SEAT BACK FRAME 18 SEAT CUSHION FRAME
4 HEADREST SLEEVE 19 TRIM ATTACHMENT WIRE
5 HEADREST 20 EASY ENTRY CABLE
6 AIR BAG NUTS 7 N.m (5 ft. lbs.) 21 RIVETS
lbs.)
8 SEAT BELT BUCKLE 23 LIFT HANDLE
1488 of 4937
9 SEAT BELT BUCKLE BOLT 50 N.m (37 ft. 24 LIFT HANDLE CAP
lbs.)
10 RIVETS 25 LIFT HANDLE SCREW
11 TRIM ATTACHMENT WIRE 26 SCREW
12 RISER NUTS 28 N.m (21 ft. lbs.) 27 EASY ENTRY CABLE ROUTER
13 RISER NUTS 28 N.m (21 ft. lbs.)
lbs.)
14 OUTBOARD RISER 29 RECLINER/EASY ENTRY HANDLE
15 INBOARD RISER
Removal
REMOVAL
Body/Seats Warning
WARNING: The Seat Weight Sensor is a sensitive, calibrated unit and must be
handled carefully. Do not drop or handle roughly. If dropped or damaged,
replace with another sensor. Failure to follow these instructions may
result in personal injury or death.
WARNING: The front passenger seat must be handled carefully as well. When
removing the seat, be careful when setting on floor not to drop. If
dropped, the sensor may be inoperative. Failure to follow these
instructions may result in personal injury or death.
WARNING: When the seat is on the floor, no one should sit in the front passenger
seat. This uneven force may damage the sensing ability of the seat weight
sensors. If sat on and damaged, the sensor may be inoperative. Failure to
follow these instructions may result in personal injury or death.
NOTE: If equipped with a traveling seat belt anchor.
2. Adjust the front seat (1) to its most forward position for easiest access to the front seat belt (3) lower
anchor and the Bpillar trim.
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3. Disconnect and isolate the battery negative cable. Wait two minutes for the system capacitor to discharge
before further service.
4. Remove the screw (2) that secures the lower anchor to the outboard side of the front seat cushion frame.
Fig. 577: FRONT SEAT
5. Remove the four seat bolts (2).
6. Tip the seat back and disconnect the electrical connectors (3).
7. Remove the seat.
Installation
INSTALLATION
Body/Seats Warning
WARNING: The Seat Weight Sensor is a sensitive, calibrated unit and must be
handled carefully. Do not drop or handle roughly. If dropped or damaged,
replace with another sensor. Failure to follow these instructions may
result in personal injury or death.
WARNING: The front passenger seat must be handled carefully as well. When
removing the seat, be careful when setting on floor not to drop. If
dropped, the sensor may be inoperative. Failure to follow these
instructions may result in personal injury or death.
WARNING: When the seat is on the floor, no one should sit in the front passenger
seat. This uneven force may damage the sensing ability of the seat weight
sensors. If sat on and damaged, the sensor may be inoperative. Failure to
follow these instructions may result in personal injury or death.
1490 of 4937
Fig. 578: FRONT SEAT
2. Position the seat into the vehicle and connect the electrical connectors (3), if equipped.
3. Install the bolts (2).
a. Adjust the seat rearward.
b. Tighten the front inboard bolt to 75 N.m (55 ft. lbs.).
c. Tighten the front outboard bolt to 75 N.m (55 ft. lbs.).
d. Adjust the seat forward.
e. Tighten the rear inboard bolt to 75 N.m (55 ft. lbs.).
f. Tighten the rear outboard bolt to 75 N.m (55 ft. lbs.).
NOTE: If equipped with a traveling seat belt anchor.
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4. Position the seat belt (3) lower anchor to the mounting hole on the outboard side of the front seat (1)
cushion frame. Be certain that the seat belt webbing between the turning loop and the lower anchor is not
twisted.
5. Install and tighten the screw (2) that secures the lower anchor to the seat. Tighten the screw to 40 N.m
(30 ft. lbs.).
6. Do not reconnect the battery negative cable at this time. The supplemental restraint system verification
test procedure should be performed following service of any supplemental restraint system component.
Refer to DTCBased Diagnostics/CONTROLLER, Occupant Restraint (ORC) Standard
Procedure .
SEAT, REAR
Description
DESCRIPTION
1492 of 4937
Fig. 580: 2 DOOR REAR
1 HEADREST SLEEVES
2 HEADRESTS
3 RELEASE HANDLE BEZEL
4 RELEASE HANDLE SCREWS
5 RELEASE HANDLE
6 SEAT BACK FRAME
7 SEAT BACK LATCH
8 SEAT BACK LATCH BOLTS 45 N.m (33 ft. lbs.)
9 CABLE BACK LATCH TO REAR FLOOR LATCH
10 BACK FRAME TO CUSHION ATTACHMENT BOLTS 50 N.m (37 ft. lbs.)
11 SEAT CUSHION FRAME
12 FRONT LATCH
13 CENTER BELT BUCKLES
14 REAR LATCH LEFT HAND
15 REAR LATCH NUTS 10 N.m (90 in. lbs.)
16 CENTER BELT BUCKLE BOLT 55 N.m (40.5 ft. lbs.)
17 CABLE BACK LATCH TO REAR FLOOR LATCH
18 FRONT LATCH CUSHION FRAME BOLTS 45 N.m (33 ft. lbs.)
19 BACK FRAME TO CUSHION ATTACHMENT BOLTS 50 N.m (37 ft. lbs.)
20 REAR LATCH RIGHT HAND
21 REAR LATCH NUTS 10 N.m (90 in. lbs.)
22 SEAT BACK LATCH BOLTS 45 N.m (33 ft. lbs.)
23 SEAT BACK LATCH
Fig. 581: 4 DOOR REAR
1493 of 4937
1 60% SEAT BACK FRAME EXPORT 25 SEAT CUSHION PIVOT BOLT 25 N.m (18.5
ft. lbs.)
2 EXPORT HEADREST SLEEVES 26 OUTER LATCH COVER
3 HEADREST EXPORT 27 OUTBOARD LATCH
4 RETRACTOR SCREW 55 N.m (40.5 ft. lbs.) 28 INNER LATCH COVER
29 40% INNER SEAT BACK PIVOT NUT 25
5 RELEASE HANDLE
N.m (18.5 ft. lbs.)
6 RELEASE HANDLE BEZEL 30 INNER LATCH COVER
7 OUTBOARD LATCH FLOOR BOLTS 25 N.m 31 SEAT CUSHION PIVOT BOLT 25 N.m (18.5
(18.5 ft. lbs.) ft. lbs.)
8 LATCH TO BACK FRAME BOLTS 45 N.m 32 LATCH TO BACK FRAME BOLTS 45 N.m
(33 ft. lbs.) (33 ft. lbs.)
33 INNER LATCH FLOOR BOLTS 25 N.m (18.5
9 HEADREST BOLTS 8 N.m (71 in. lbs.)
ft. lbs.)
10 HEADREST 34 60% INBOARD BUCKLE
11 HEADREST BEZEL 35 INBOARD LATCH
36 SEAT CUSHION PIVOT BOLT 25 N.m (18.5
12 HEADREST BRACKET AND HINGE
ft. lbs.)
13 RETRACTOR SCREW 55 N.m (40.5 ft. lbs.) 37 40% SEAT CUSHION FRAME
14 RETRACTOR SCREW 55 N.m (40.5 ft. lbs.) 38 60% SEAT CUSHION FRAME
15 60% SEAT BACK FRAME 39 BELT BUCKLE NUT 45 N.m (33 ft. lbs.)
16 HEADREST 40 40% INBOARD BUCKLE
17 HEADREST BEZEL 41 BELT BUCKLE NUT 45 N.m (33 ft. lbs.)
18 HEADREST BRACKET AND HINGE 42 INNER LATCH COVER
19 HEADREST RELEASE CABLE 43 SEAT BELT RETRACTOR
20 RELEASE HANDLE BEZEL 44 INNER LATCH COVER
45 SEAT CUSHION PIVOT BOLT 25 N.m (18.5
21 RELEASE HANDLE
ft. lbs.)
22 HEADREST BOLTS 8 N.m (71 in. lbs.) 46 OUTBOARD LATCH
23 OUTBOARD LATCH FLOOR BOLTS 25
47 OUTER LATCH COVER
N.m (18.5 ft. lbs.)
24 LATCH TO BACK FRAME BOLTS 45 N.m 48 SEAT BELT RETRACTOR
(33 ft. lbs.)
Removal
REMOVAL
Two Door
1494 of 4937
Fig. 582: 2 DOOR SEAT
1. Remove the rear subwoofer (if equipped). Refer to Electrical/Audio and Video/SPEAKER Removal .
2. Lift the seat back release lever and fold seat back forward and release the rear latches (2).
3. Slowly flip the entire seat (1) forward.
4. Press down on release bar on each side to release the front latches (3), and pull seat out and away from
lower bracket (4).
5. Remove seat from the vehicle.
Four Door
Fig. 583: 4 DOOR SEAT FRONT FASTENERS
1. Remove the four front leg bolts (1).
1495 of 4937
2. Remove the front rear bracket bolts (2).
3. Fold the seat backs (3) into the down position.
Fig. 584: 4 DOOR SEAT REAR FASTENERS
4. Remove the center bracket bolt (3).
5. Remove the outer bracket nuts (2) and remove the seat assembly through the tail gate.
Installation
INSTALLATION
Two Door
Fig. 585: 2 DOOR SEAT
1496 of 4937
1. Position the seat assembly into the vehicle and lock the rear of the front latches (3) into rear loop of the
lower brackets (4).
2. Lift the seat upright and lock the front of the front latches (3) into the front loop of the lower brackets (4).
3. Position the seat assembly down and secure the rear latches (2).
4. Lift the seat back (1) into the upright position to lock the rear latches (2).
Four Door
Fig. 586: 4 DOOR SEAT REAR FASTENERS
1. Position the seat assembly into the vehicle and over the rear studs.
2. Install the nuts (2) and tighten to 85 N.m (63 ft. lbs.).
3. Install the bolt (3) and tighten to 75 N.m (55 ft. lbs.).
1497 of 4937
Fig. 587: 4 DOOR SEAT FRONT FASTENERS
4. Install the rear bracket front screws (2) and tighten to 75 N.m (55 ft. lbs.).
5. Install the front bracket screws (1) and tighten to 75 N.m (55 ft. lbs.).
6. Install the center belt buckle (4) and make sure the tab is lined up with the slot in the plate.
7. Install the buckle bolt and tighten to 75 N.m (55 ft. lbs.).
STATIONARY GLASS
WARNING
WARNING
WARNING: Do not operate the vehicle within 24 hours of windshield installation. It takes at
least 24 hours for urethane adhesive to cure. If it is not cured, the windshield
may not perform properly in an accident.
Urethane adhesives are applied as a system. Use glass cleaner, glass prep
solvent, glass primer, PVC (vinyl) primer and pinch weld (fence) primer
provided by the adhesive manufacturer. If not, structural integrity could be
compromised.
Chrysler does not recommend glass adhesive by brand. Technicians
should review product labels and technical data sheets, and use only
adhesives that their manufactures warrant will restore a vehicle to the
requirements of FMVSS 212. Technicians should also insure that primers
and cleaners are compatible with the particular adhesive used.
Be sure to refer to the urethane manufacturer's directions for curing time
specifications, and do not use adhesive after its expiration date.
Vapors that are emitted from the urethane adhesive or primer could cause
personal injury. Use them in a wellventilated area.
Skin contact with urethane adhesive should be avoided. Personal injury
may result.
Always wear eye and hand protection when working with glass.
CAUTION: Protect all painted and trimmed surfaces from coming in contact with urethane
or primers.
Be careful not to damage painted surfaces when removing moldings or cutting
urethane around windshield.
BACKLITE
Removal
REMOVAL
1498 of 4937
Fig. 588: GLASS CONNECTIONS
1. Disconnect the rear wiper motor electrical connectors (3).
2. Disconnect the washer hose (4).
3. Disconnect the rear window heater grid connector (2).
Fig. 589: SUPPORTS
4. Remove the glass supports (2). See Body/Decklid/Hatch/Liftgate/Tailgate/PROP, Gas Removal.
1499 of 4937
Fig. 590: GLASS
5. Using a trim stick C4755 or equivalent, open the hinge trim covers (2).
6. Remove the bolts (3) and remove the backlite (1).
Installation
INSTALLATION
Fig. 591: GLASS
1. Position the backlite glass onto the hard top and install the bolts (3).
2. Tighten the bolts to 10 N.m (90 in. lbs.).
3. Position the trim covers (2) back onto the hinges and seat fully.
1500 of 4937
Fig. 592: SUPPORTS
4. Install the glass support cylinders (2). See Body/Decklid/Hatch/Liftgate/Tailgate/PROP, Gas
Installation.
Fig. 593: GLASS CONNECTIONS
5. Connect the heated glass electrical connector (2).
6. Connect the rear wiper motor electrical connector (3).
7. Connect the washer hose (4).
FRAME, WINDSHIELD
Removal
REMOVAL
1501 of 4937
Fig. 594: LATCHES
1. Remove the hard top, if equipped. See Body/Removable Top Removal.
2. If equipped, release the soft top latches (1) and fold the soft top back.
Fig. 595: SPORT BAR TO FRAME
3. Remove the bolts (2) attaching the sport bar (3) to the windshield frame (1).
1502 of 4937
Fig. 596: REINFORCEMENT BRACKETS
4. Remove the bolts (4) and remove the reinforcement brackets (1).
Fig. 597: HINGE TO BODY
5. Remove the cowl top panel. See Body/Exterior/COVER, Cowl Panel Removal.
6. Remove the hinge bolts (2) and remove the windshield frame (1).
Installation
INSTALLATION
1503 of 4937
Fig. 598: HINGE TO BODY
1. Install the windshield frame (1) onto the body and install the hinge (3) to body bolts (2).
2. Tighten the hinge bolts (2) to 20 N.m (15 ft. lbs.).
Fig. 599: SPORT BAR TO FRAME
3. Fold the windshield down onto the hood and make sure that the hood to cowl weather seal is secured in
place fully.
4. Rotate the windshield frame rearward until the header contacts the sports bar.
5. Install the sport bar bolts (2) and hand tighten.
6. Tighten the outboard upward bolt followed by the remaining bolts to 23 N.m (17 ft. lbs.).
1504 of 4937
Fig. 600: REINFORCEMENT BRACKETS
7. Install the reinforcement brackets (1) and install the bolts (4) hand tight.
Fig. 601: TIGHTENING SEQUENCE BRACKETS
8. Tighten the reinforcement bracket bolts to 20 N.m (15 ft. lbs.) using the sequence shown in illustration.
9. Install the cowl top panel. See Body/Exterior/COVER, Cowl Panel Installation
10. Install the hard top, if equipped. See Body/Removable Top Installation.
1505 of 4937
Fig. 602: LATCHES
11. On vehicles with the soft top, close the top and secure the latches (1) to the windshield frame loops (2).
GLASS, QUARTER
Removal
REMOVAL
Fig. 603: WINDSHIELD REMOVAL TOOL
Body/Stationary Glass Warning.
2. Using a windshield removal tool with a cable pull handle, or equivalent, separate the glass adhesive from
the inside of the vehicle.
1506 of 4937
Fig. 604: QUARTER GLASS
3. Remove the glass (2) and the spacers (3) from the hard top (1).
Installation
INSTALLATION
WARNING: Allow the urethane at least 24 hours to cure before returning the vehicle to use.
CAUTION: Roll down the left and right front door glass and open the rear glass slider (if
available) before installing quarter glass to avoid pressurizing the passenger
compartment if a door is slammed before urethane is cured. Water leaks can
result.
NOTE: The quarter glass fence should be cleaned of most of its old urethane bonding
material. A small amount of old urethane, approximately 12 mm in height,
should remain on the fence. Do not grind off or completely remove all old
urethane from the fence, the paint finish and bonding strength will be adversely
affected.
Glass Preparation Installing A Previously Installed Quarter Glass
Fig. 605: WINDSHIELD ADHESIVE PREPARATION
1507 of 4937
1 WINDSHIELD
2 SCRAPER
3 OLD ADHESIVE
Body/Stationary Glass Warning
2. Level old bead of quarter glass adhesive (3) to a thickness of approximately 1 mm (0.04 in.) and remove
loose adhesive.
Fig. 606: WINDSHIELD PRIMER
1 PRIMER
2 WINDSHIELD SEAL
NOTE: Typical primer installation shown in illustration.
3. Clean and dry area of glass (2) to be reglued with a suitable glass preparation solvent and rag.
4. Using a flash light, verify that glass primer is without damage.
5. Reprime any damaged area. If old adhesive has been exposed for more than 12 hours, entire adhesive
area needs to be reprimed.
6. Apply primer (1) around the perimeter of the glass to a width of 18 mm (0.7 in.) and 6 mm (0.25 in.)
from the edge.
7. Allow primer to air dry for at least 10 minutes.
Glass Preparation Installing A New Quarter Glass
1508 of 4937
1 PRIMER
2 WINDSHIELD SEAL
2. Apply primer to gluing surface at quarter glass seal.
3. Apply primer (1) around the perimeter of the glass to a width of 18 mm (0.7 in.) and 6 mm (0.25 in.)
from the edge.
Fig. 608: PRIMER SPEC
1509 of 4937
6. Apply a thin coat of blackout glass primer to the glass surface (2) to a width of 18 mm (0.7 in.) and 6 mm
(0.25 in.) from the edge (3).
7. Allow primer to air dry for at least 20 seconds.
Quarter Glass Opening Preparation
Fig. 609: WINDSHIELD OPENING PREPARATION
1 OLD ADHESIVE
2 SCRAPER
3 WINDSHIELD OPENING
NOTE: Windshield opening shown in illustration, quarter glass opening similar.
1. Clean and vacuum quarter glass opening.
2. Level old bead of quarter glass opening adhesive (1) to a thickness of approximately 1 mm (0.04 in.) and
remove loose adhesive.
Fig. 610: WINDSHIELD OPENING PRIMER
1 PRIMER
NOTE: Windshield opening shown in illustration, quarter glass opening similar.
1510 of 4937
3. Clean and dry area of quarter glass opening to be reglued with a suitable glass preparation solvent and
rag.
Quarter Glass Installation
Fig. 611: WINDSHIELD ADHESIVE DIMENSIONS
1 ADHESIVE HEIGHT 12.7 mm (0.50 in)
2 ADHESIVE TIP WIDTH 3 mm (0.120 in)
3 INNER WINDSHIELD SURFACE
4 ADHESIVE WIDTH 9.5 mm (0.375 in)
1. Bead dimensions should be approximately 8.0 mm (0.315 in) wide (4) by 12.7 mm (0.50 in) in height (1).
2. Apply bead of adhesive with a triangular nozzle directly to the quarter glass seal starting at bottom in
center of the quarter glass.
3. Locate the bead of adhesive onto the primed glass surface (3).
CAUTION: Always apply bead of adhesive to the quarter glass. Always install the
quarter glass within 5 minutes after applying adhesive.
1511 of 4937
Fig. 612: WINDSHIELD ADHESIVE OVERLAP
1 ADHESIVE BEAD
2 WINDSHIELD SEAL
4. Allow end of adhesive bead (1) to run out parallel to the start of the bead and smooth ends flush.
Fig. 613: QUARTER GLASS
5. Lift quarter glass into place in the center of the quarter glass opening and install over the alignment
spacers (3).
6. Carefully lay down the quarter glass and press on.
CAUTION: It is no longer possible to move the quarter glass after installation. The
quarter glass should never be pressed into place by more than one
person, because the quarter glass can break if pressed simultaneously on
both sides.
CAUTION: Roll down the left and right front door glass and open the rear glass slider
(if available) before installing quarter glass to avoid pressurizing the
passenger compartment if a door is slammed before urethane is cured.
Water leaks can result.
WINDSHIELD
Removal
REMOVAL
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Fig. 614: WINDSHIELD REMOVAL TOOL
2. Remove rear view mirror. See Body/Interior/MIRROR, Rearview Removal.
3. Using a windshield removal tool with a cable pull handle, or equivalent, separate the glass adhesive from
the inside of the vehicle.
Fig. 615: WINDSHIELD
4. Carefully remove the windshield (1).
Installation
INSTALLATION
WARNING: Allow the urethane at least 24 hours to cure before returning the vehicle to use.
CAUTION: Roll down the left and right front door glass and open the rear glass slider (if
available) before installing windshield to avoid pressurizing the passenger
compartment if a door is slammed before urethane is cured. Water leaks can
result.
NOTE: The windshield fence should be cleaned of most of its old urethane bonding
material. A small amount of old urethane, approximately 12 mm in height,
should remain on the fence. Do not grind off or completely remove all old
urethane from the fence, the paint finish and bonding strength will be adversely
affected. Support spacers located on the cowl at the bottom of the windshield
opening should be replaced with new parts. Replace any missing or damaged
spacers around the perimeter of the windshield opening.
Windshield Preparation Installing A Previously Installed Windshield
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Fig. 616: WINDSHIELD ADHESIVE PREPARATION
1 WINDSHIELD
2 SCRAPER
3 OLD ADHESIVE
2. Level old bead of windshield adhesive (3) to a thickness of approximately 1 mm (0.04 in.) and remove
loose adhesive.
3. Apply four new spacers the top and sides of the glass.
4. Install the lower spacer assemblies (2) onto the glass.
5. Position windshield (1) in center of windshield opening and resting on the lower spacers (2).
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Fig. 618: WINDSHIELD POSITIONING
1 TAPE
2 WINDSHIELD FRAME
6. Apply adhesive tape (1) to the locations shown to aid with final installation.
7. Verify windshield gap is parallel to with windshield.
8. Cut tape with a sharp knife and remove windshield.
1 PRIMER
2 WINDSHIELD SEAL
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Fig. 620: PRIMER INSTALLATION
12. Apply primer (1) around the perimeter of the glass to a width of 18 mm (0.7 in.) (2) and 6 mm (0.25 in)
from the edge.
Windshield Preparation Installing A New Windshield
1. Apply four new spacers the top and sides of the glass.
2. Install the lower spacer assemblies (2) onto the glass.
3. Position windshield (2) in center of windshield opening and resting on the side and lower spacers (2).
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Fig. 622: WINDSHIELD POSITIONING
1 TAPE
2 WINDSHIELD FRAME
4. Clean and check windshield for damage.
5. Position windshield in center of windshield opening.
6. Apply adhesive tape to the locations shown to aid with final installation.
7. Verify windshield gap is parallel to with windshield.
8. Cut tape with a sharp knife and remove windshield.
1 PRIMER
2 WINDSHIELD SEAL
9. Clean and dry area of glass to be glued with a suitable glass preparation solvent and rag.
10. Apply primer to gluing surface at windshield seal.
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Fig. 624: PRIMER INSTALLATION
11. Apply primer (1) around the perimeter of the glass to a width of 18 mm (0.7 in.) (2) and 6 mm (0.25 in)
from the edge.
Windshield Opening Preparation
Fig. 625: WINDSHIELD OPENING PREPARATION
1 OLD ADHESIVE
2 SCRAPER
1. Clean and vacuum windshield opening.
2. Level old bead of windshield opening adhesive (1) to a thickness of approximately 1 mm (0.04 in.) and
remove loose adhesive.
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Fig. 626: WINDSHIELD OPENING PRIMER
1 PRIMER
3. Clean and dry area of windshield opening to be reglued with a suitable glass preparation solvent and rag.
Windshield Installation
Fig. 627: WINDSHIELD ADHESIVE APPLICATION
1 ADHESIVE BEAD
2 WINDSHIELD SEAL
1. Apply bead of adhesive (1) with a triangular nozzle directly to the windshield seal starting at bottom in
center of windshield.
CAUTION: Always apply bead of adhesive to the windshield. Always install the
windshield within 5 minutes after applying adhesive.
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Fig. 628: WINDSHIELD ADHESIVE DIMENSIONS
1 ADHESIVE HEIGHT 12.7 mm (0.50 in)
2 ADHESIVE TIP WIDTH 3 mm (0.120 in)
3 INNER WINDSHIELD SURFACE
4 ADHESIVE WIDTH 9.5 mm (0.375 in)
2. Bead dimensions should be approximately 9.5 mm wide (4) by 12.7 mm in height (1).
Fig. 629: WINDSHIELD ADHESIVE OVERLAP
1 ADHESIVE BEAD
2 WINDSHIELD SEAL
3. Allow end of adhesive bead to run out parallel to the start of the bead and smooth ends flush.
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4. Lift windshield (1) into place in the center of the windshield opening and use the tape as a guide to aid
installation of the windshield into the center of the cutout.
5. Carefully lay down windshield and press on.
CAUTION: It is no longer possible to move the windshield after installation. The
windshield should never be pressed into place by more than one person,
because the windshield can break if pressed simultaneously on both
sides.
CAUTION: Roll down the left and right front door glass and open the rear glass slider
(if available) before installing windshield to avoid pressurizing the
passenger compartment if a door is slammed before urethane is cured.
Water leaks can result.
6. Install rear view mirror. See Body/Interior/MIRROR, Rearview Installation.
BODY STRUCTURE
GAP AND FLUSH
Specifications
SPECIFICATIONS
GAP AND FLUSH
INDEX
DESCRIPTION FIGURE
TWO DOOR Fig. 631
FOUR DOOR Fig. 632
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Fig. 631: TWO DOOR
NOTE: All dimensions are in millimeters.
GAP AND FLUSH MEASUREMENTS
DIMENSION DESCRIPTION GAP FLUSH
1 Fender to Grille 0.0 +/ 2.0
7.0 +/ 2.0
2 Hood/Fender to Grille Parallel within 1.5
Side to Side 2.0
Hood O/F 1.0 +/ 2.0
3 Hood to Grille
Parallel within 1.5
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4 Hood to Cowl Grille 7.0 +/ 2.0 0.0 +/ 2.0
Parallel within 1.5
Cowl Grille to 5.0 +/ 2.0
5 0.0 +/ 2.0
Windshield Parallel within 1.5
Cowl Grille to Cowl
6 5.5 +/ 1.5 0.0 +/ 1.5
End Cap
To Windshield 4.0 +/ 1.5
Cowl Panel Windshield
7 Parallel within 1.5
Reinforcement
To Cowl End Cap 3.0 +/ 2.0
Windshield to 5.0 +/ 2.0
8 O/F 1.0 +/2.0
Hard/Soft Top Parallel within 2.0
Hard/Soft Top to Front 5.0 +/ 2.0 12.0 +/ 2.0 at Drip Rail
9
Door Parallel within 1.5 0.0 +/ 1.5 at Belt Line
Fuel Filler Door to
10 0.0 + 1.5/0.0
Body Side
Windshield 5.0 +/ 1.5
11 0.0 +/ 1.5
Reinforcement to Door Parallel within 1.5
0.0 +/ 1.5
Front Door to Body 5.0 +/ 1.5
12 Allow additional +/ 0.5
Side Parallel within 1.5
with Side Curtain
6.0 +/ 1.5
13 Hood to Fender 0.0 +/ 1.5
Parallel within 1.5
Fender/Wheel Flare to 16.0 +/ 4.0
14
Fascia Parallel within 3.0
11.0 +/ 4.0
15 Grille to Bumper
Parallel within 3.0
16 Grille to Valance Cover 13.0 +/ 4.0
0.0 +/ 1.5
5.0 +/ 1.5
17 Windshield to Door Allow additional +/ 0.5
Parallel within 1.5
with Side Curtain
Hood to Cowl Grille 7.0 +/ 2.0
18 0.0 +/ 1.5
End Cap Parallel within 1.5
Cowl End Cap to 5.5 +/ 1.5
19 0.0 +/ 1.5
Fender Parallel within 1.5
Windshield
20 Reinforcement to 7.0 +/ 2.0 0.0 +/ 1.5
Fender
5.0 +/ 1.5
21 Fender to Door 0.0 +/ 1.5
Parallel within 1.5
22 Fender to Body Side 5.0 +/ 1.5 0.0 +/ 1.5
16.0 +/ 1.5
23 Hard/Soft Top to Body 0.0 +/ 1.5
Parallel within 1.5
Rear Bumper to Wheel
24 19.0 +/ 5.0 0.0 +/ 4.0
Flare
Rear Bumper to Body
25 13.0 +/ 3.0
Side
Rear Bumper to Swing 34.5 +/ 3.0
26
Gate Parallel within 3.0
5.0 +/ 1.5
0.0 +/ 1.5
27 Swing Gate to Body Parallel within 1.5
Parallel within 1.5
Side to Side 2.0
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Fig. 632: FOUR DOOR
NOTE: All dimensions are in millimeters.
DIMENSION DESCRIPTION GAP FLUSH

1 Fender to Grille 0.0 +/ 2.0
7.0 +/ 2.0
2 Hood/Fender to Grille Parallel within 1.5
Side to Side 2.0
Hood O/F 1.0 +/ 2.0
3 Hood to Grille
Parallel within 1.5
4 Hood to Cowl Grille 7.0 +/ 2.0 0.0 +/ 2.0
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Cowl Grille to Parallel within 1.5
5.0 +/ 2.0
5 0.0 +/ 2.0
Windshield Parallel within 1.5
Cowl Grille to Cowl
6 5.5 +/ 1.5 0.0 +/ 1.5
End Cap
To Windshield 4.0 +/ 1.5
Cowl Panel Windshield
7 Parallel within 1.5
Reinforcement
To Cowl End Cap 3.0 +/ 2.0
Windshield to 5.0 +/ 2.0
8 O/F 1.0 +/2.0
Hard/Soft Top Parallel within 2.0
Hard/Soft Top to Front 5.0 +/ 2.0
9 12.0 +/ 2.0
Door Parallel within 1.5
Hard/Soft Top to Rear 5.0 +/ 2.0 12.0 +/ 2.0 at Drip Rail
10
Door Parallel within 1.5 0.0 +/ 1.5 at Belt Line
Fuel Filler Door to
11 0.0 + 1.5/0.0
Body Side
0.0 +/ 1.5
5.0 +/ 1.5
12 Rear Door to Body Side Allow additional +/ 0.5
Parallel within 1.5
with Side Curtain
Windshield 5.0 +/ 1.5
13 0.0 +/ 1.5
Reinforcement to Door Parallel within 1.5
0.0 +/ 1.5
Front Door to Body 5.0 +/ 1.5
14 Allow additional +/ 0.5
Side Parallel within 1.5
with Side Curtain
6.0 +/ 1.5
15 Hood to Fender 0.0 +/ 1.5
Parallel within 1.5
Fender/Wheel Flare to 16.0 +/ 4.0
16
Fascia Parallel within 3.0
11.0 +/ 4.0
17 Grille to Bumper
Parallel within 3.0
18 Grille to Valance Cover 13.0 +/ 4.0
0.0 +/ 1.5
5.0 +/ 1.5
19 Windshield to Door Allow additional +/ 0.5
Parallel within 1.5
with Side Curtain
Hood to Cowl Grille 7.0 +/ 2.0
20 0.0 +/ 1.5
End Cap Parallel within 1.5
Cowl End Cap to 5.5 +/ 1.5
21 0.0 +/ 1.5
Fender Parallel within 1.5
Windshield
22 Reinforcement to 7.0 +/ 2.0 0.0 +/ 1.5
Fender
5.0 +/ 1.5
23 Fender to Door 0.0 +/ 1.5
Parallel within 1.5
24 Fender to Body Side 5.0 +/ 1.5 0.0 +/ 1.5
16.0 +/ 1.5
25 Hard/Soft Top to Body 0.0 +/ 1.5
Parallel within 1.5
Rear Bumper to Wheel
26 19.0 +/ 5.0 0.0 +/ 4.0
Flare
Rear Bumper to Body
27 13.0 +/ 3.0
Side
Rear Bumper to Swing 34.5 +/ 3.0
28
Gate Parallel within 3.0
5.0 +/ 1.5
Parallel within 1.5 0.0 +/ 1.5
29 Swing Gate to Body Parallel within 1.5
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Side to Side 2.0
1526 of 4937
Back To Article
Chime/Buzzer Service Information Wrangler
DESCRIPTION
DESCRIPTION
Fig. 1: Locating Chime Warning System
A chime warning system is standard factoryinstalled equipment. The chime warning system uses an
electromechanical transducer and an electromechanical relay that are soldered onto the electronic circuit board
inside of the ElectroMechanical Instrument Cluster (EMIC) (1) to provide audible indications of various vehicle
conditions that may require the attention of the vehicle operator or occupants. The EMIC also includes the
hardware and software necessary to serve as the electronic body control module and is sometimes referred to as
the Cab Compartment Node or CCN.
The electromechanical transducer generates beep tones and chime tones, while the electromechanical relay
generates click tones to emulate the sounds associated with conventional turn signal and hazard warning flasher
operation. The microprocessorbased EMIC utilizes electronic chime request messages received from other
modules in the vehicle over the Controller Area Network (CAN) data bus and the Local Interface Network
(LIN) data bus along with hard wired inputs to monitor many sensors and switches throughout the vehicle. In
response to those inputs, the circuitry and programming of the EMIC allow it to control the audible outputs that
are produced through its onboard transducer and relay.
The EMIC is capable of producing the following audible outputs:
Slow Rate Repetitive Click Repeated click tones that are issued at a slow rate of about 90 clicks per
minute.
Fast Rate Repetitive Click Repeated click tones that are issued at a fast rate of more than about 180
clicks per minute.
Single Chime Tone A single chime tone.
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Slow Rate Repetitive Chime Repeated chime tones that are issued at a slow rate of about 50 chimes
per minute.
Fast Rate Repetitive Chime Repeated chime tones that are issued at a fast rate of about 180 chimes
per minute.
Hard wired circuitry connects the EMIC and the various chime warning system switch and sensor inputs to
their modules and to each other through the electrical system of the vehicle. These hard wired circuits are
integral to several wire harnesses, which are routed throughout the vehicle and retained by many different
methods. These circuits may be connected to each other, to the vehicle electrical system and to the EMIC
through the use of a combination of soldered splices, splice block connectors, and many different types of wire
harness terminal connectors and insulators. Refer to the appropriate wiring information. The wiring information
grounds.
The EMIC chime warning system circuits and components cannot be adjusted or repaired. If the EMIC
circuitry, the onboard transducer or the relay are damaged or ineffective, the EMIC unit must be replaced.
OPERATION
OPERATION
The chime warning system operates on battery voltage received through a fuse in the Totally Integrated Power
Module (TIPM) on a nonswitched fused B(+) circuit so that the system may operate regardless of the ignition
switch position. The chime warning system also monitors the ignition switch position so that some chime
features are functional only with the ignition switch in the ON position, while others are functional regardless
of the ignition switch position.
The chime warning system provides an audible indication to the vehicle operator or occupants under the
following conditions:
Airbag Indicator Warning The ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab
Compartment Node/CCN) transducer will generate one short chime when the ignition switch is in the ON
position, and the airbag indicator is illuminated. This warning indicates that a failure condition has been
monitored affecting the operation of the Supplemental Restraint System (SRS) related components or
circuits. This warning will only occur following completion of the airbag indicator bulb test, and will
only occur once during any ignition cycle.
Door Ajar Warning The EMIC/CCN will generate one short chime when the ignition switch is in the
ON position, when the door ajar indicator is illuminated, or when a DOOR(S) OPEN textual message is
displayed in the odometer Vacuum Fluorescent Display (VFD) unit of the instrument cluster. This
warning indicates that a door is, or multiple doors are not closed or completely latched while the vehicle
is moving.
Fasten Seat Belt Indicator Warning The EMIC/CCN transducer will generate repetitive chimes at a
slow rate to announce that the seat belt switches and the ignition switch indicate that a front seat belt is
not fastened with the ignition switch in the ON position. Vehicles with the optional Occupant
Classification System (OCS) monitor both outboard front seat belts, while vehicles without OCS monitor
only the driver side front seat belt. The chime warning system also supports the enhanced seat belt
reminder (beltminder) when this feature is enabled. Refer to Electrical/Instrument
Cluster/INDICATORS, Instrument Cluster Operation .
Gate Ajar Indicator Warning The EMIC/CCN transducer will generate one short chime when the
swing gate/trunk ajar indicator is illuminated, or when a SWING GATE OPEN textual message is
displayed in the odometer VFD unit of the instrument cluster. This warning indicates that the swing gate
is not closed or completely latched while the vehicle is moving.
Head/Park LampsOn Warning The EMIC/CCN transducer will generate repetitive chimes at a fast
rate to indicate that inputs from the headlamp switch and the ignition switch indicate that the exterior
lamps are turned ON with the ignition switch in the OFF position, and a hard wired input is received
indicating that the driver side front door is open. The chimes will continue to sound until the exterior
1528 of 4937
lamps are turned OFF, the driver side front door is closed, or the ignition switch is turned to the ON
position, whichever occurs first.
KeyInIgnition Warning The EMIC/CCN transducer will generate repetitive chimes at a fast rate to
indicate that inputs from the keyin ignition switch, the ignition switch, and the driver side front door ajar
switch indicate that the key is in the ignition lock cylinder with the ignition switch in the OFF position
with the driver side front door open. The chimes will continue to sound until the key is removed from the
ignition lock cylinder, the driver side front door is closed, or the ignition switch is turned to the ON
position, whichever occurs first.
Low Fuel Indicator Warning The EMIC/CCN transducer will generate one short chime when the low
fuel indicator is illuminated in the instrument cluster. This warning indicates that the monitored fuel level
in the fuel tank is low. This chime will only occur once during any ignition cycle.
Park Brake Reminder The EMIC/CCN transducer will generate one short chime when the brake/park
brake indicator is illuminated to announce that the park brake is applied or not fully released and the
vehicle is moving. This chime will repeat each time the input conditions are met.
Overspeed Warning The EMIC transducer will generate one short chime when the vehicle speed is
over a preprogrammed speed value. This feature is only enabled on vehicles that have been configured
for sale in a Middle East Gulf Coast Country (GCC).
Park Brake Reminder The instrument cluster chime tone generator will generate ten repetitive chimes
at a slow rate to announce that the hard wired input from the park brake switch and a vehicle speed
message input received from the PCM over the PCI data bus indicates that the park brake is applied and
the vehicle is moving. This chime feature will repeat each time the input conditions are met.
Sentry Key Customer Learn Mode Announcement The EMIC/CCN transducer will generate one
short chime to confirm that the Sentry Key electronic Customer Learn mode is active, which indicates
that the Sentry Key Remote Entry Module/Wireless Control Module (SKREEM/WCM) is prepared for
programming additional Sentry Key transponders. This chime feature is only active on vehicles equipped
with the optional Sentry Key system, and sold in a market where Customer Learn programming is an
allowed feature.
Turn Signal On Warning The EMIC/CCN transducer will generate repetitive chimes at a slow rate to
indicate that a turn signal has been active continuously for 1.6 kilometers (1 mile) with the vehicle speed
greater than 22 kilometersperhour (15 milesper hour). Vehicles built for markets other than the United
States and Canada have a revised distance threshold of 4 kilometers (2.49 miles) for this feature. The
chime will continue until the turn signal input becomes inactive or until the vehicle speed message
indicates that the speed is less than 22 kilometersperhour (15 milesperhour), whichever occurs first.
The hazard warning flashers will not activate this chime feature.
Warning Indicator Announcement The EMIC/CCN transducer will generate one short chime each
time the Malfunction Indicator Lamp (MIL) lamp or certain other indicators are illuminated by the
instrument cluster circuitry. The MIL and certain other indicators may be illuminated when any critical
engine or transmission systems are operating outside of their normal parameters. The instrument cluster
monitors electronic messages received over the CAN data bus to determine when to illuminate these
indicators.
The EMIC/CCN provides chime service for all available features in the chime warning system. The
EMIC/CCN relies upon its internal programming, numerous hard wired inputs, and electronic message inputs
received from other modules over the Controller Area Network (CAN) and the Local Interface Network (LIN)
data buses to provide the chime warning system features. The internal programming of the EMIC/CCN
determines the priority of each chime request input that is received, as well as the rate and duration of each
chime that is to be generated.
The hard wired circuits between components related to the chime warning system may be diagnosed using
conventional diagnostic tools and procedures. Refer to the appropriate wiring information. The wiring
information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness
routing and retention, connector pinout information and location views for the various wire harness connectors,
splices and grounds.
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the chime warning
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features of the chime warning system. The most reliable, efficient, and accurate means to diagnose the chime
warning system or the electronic controls and communication related to chime warning system operation
CHIME WARNING SYSTEM
The hard wired circuits between components related to the chime warning system may be diagnosed using
conventional diagnostic tools and procedures. Refer to the appropriate wiring information. The wiring
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the chime warning
features of the chime warning system. The most reliable, efficient, and accurate means to diagnose the chime
warning system or the electronic controls and communication related to chime warning system operation
1530 of 4937
Back To Article
Electronic Control Modules Service Information Wrangler
STANDARD PROCEDURE
FLASH PROGRAMMING
NOTE: The wiTECH diagnostic application is the preferred method for flashing ECUs.
NOTE: Help using the wiTECH diagnostic application for flashing an ECU is available
by selecting "Help" then "Help Contents" at the top of the wiTECH diagnostic
application window.
NOTE: The wiTECH software level must be at the latest release to perform this
procedure.
NOTE: The StarMobile Desktop Client may also be used to perform this flash
procedure.
SKREEM PROGRAMMING
When a Powertrain Control Module (PCM) and the Wireless Control Module/WCM) on vehicles equipped with
the Sentry Key Immobilizer System (SKIS) are replaced at the same time, perform the following steps in order:
NOTE: If the PCM and the SKREEM are replaced at the same time, program the PCM
VIN into the PCM first.
1. If applicable first replace the PCM/ECM with the original WCM still connected to the vehicle.
2. Using the appropriate service information program the new PCM/ECM. (This will ensure the Secret Key
Transfer from the original WCM into the new PCM/ECM).
3. Now replace and program the WCM. This will retain the Secret Key from the PCM/ECM back into the
new WCM.
4. With the scan tool, select Miscellaneous Functions, WCM/Wireless Control Module. Then select the
desired procedure and follow the display on the scan tool.
5. If the vehicle is equipped with Tire Pressure Monitoring System program the Placard Pressure Values into
the WCM/SKREEM.
6. Ensure all the customer's keys have been programmed into the new module if necessary.
NOTE: If the original keys do not successfully program to the new SKREEM after
the proper procedures are followed correctly, programming new keys will
be necessary.
NOTE: Programming the PCM/ECM or WCM is done using a diagnostic scan tool
and a PIN to enter secure access mode. If three attempts are made to
enter secure access mode using an incorrect PIN, secure access mode
will be locked out for one hour. To exit this lockout mode, turn the ignition
to the RUN position for one hour then enter the correct PIN. Be certain
that all accessories are turned OFF. Also monitor the battery state and
connect a battery charger if necessary.
NOTE: Before replacing the ECU for a failed driver, control circuit or ground
circuit, be sure to check the related component/circuit integrity for failures
not detected due to a double fault in the circuit. Most ECM driver/control
circuit failures are caused by internal component failures (i.e. relay and
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solenoids) and shorted circuits (i.e. pullups, drivers and switched
circuits). These failures are difficult to detect when a double fault has
occurred and only one DTC has set.
CAUTION: Read all notes and cautions for programming procedures.
CAUTION: If the ECM/PCM and SKREEM/WCM are replaced at the same time, the
ECM/PCM MUST be programmed before the SKREEM/WCM.
NOTE: If the ECM and the SKIM are replaced at the same time, all vehicle keys
will need to be replaced and programmed to the new SKIM.
NOTE: If the original keys do not successfully program to the new SKREEM after
the proper procedures are followed correctly, programming new keys will
be necessary.
NOTE: A maximum of eight keys can be learned to each SKREEM. Once a key is
learned to a SKREEM, that key has acquired the Secret Key for that
SKREEM and cannot be transferred to any other SKREEM or vehicle.
PROGRAMMING NOT ATTEMPTED The scan tool attempts to read the programmed key
status and there are no keys programmed into SKREEM memory.
PROGRAMMING KEY FAILED (POSSIBLE USED KEY FROM WRONG VEHICLE)
SKREEM is unable to program an ignition key transponder due to one of the following:
The ignition key transponder is ineffective.
The ignition key transponder is or has been already programmed to another vehicle.
8 KEYS ALREADY LEARNED, PROGRAMMING NOT DONE The SKREEM transponder
ID memory is full.
LEARNED KEY IN IGNITION The ID for the ignition key transponder currently in the
ignition lock cylinder is already programmed into SKREEM memory.
PROGRAMMING THE SKREEM
The SKIS Secret Key is an ID code that is unique to each WCM. This code is programmed and stored in the
WCM, the PCM/ECM, and each ignition key transponder chip. When the PCM/ECM or WCM is replaced, it is
necessary to program the Secret Key into the new module using a diagnostic scan tool. Follow the
programming steps outlined in the diagnostic scan tool for PCM REPLACED , ECM REPLACED , WCM
REPLACED , or GATEWAY REPLACED under MISCELLANEOUS FUNCTIONS for the WIRELESS
CONTROL MODULE/WCM menu item as appropriate.
NOTE: Programming the PCM/ECM or WCM is done using a diagnostic scan tool and a
PIN to enter secure access mode. If three attempts are made to enter secure
access mode using an incorrect PIN, secure access mode will be locked out for
one hour. To exit this lockout mode, turn the ignition to the RUN position for
one hour then enter the correct PIN. Be certain that all accessories are turned
OFF. Also monitor the battery state and connect a battery charger if necessary.
ECM/SKIM/WCM PROGRAMMING
When a ECM and the SKIM are replaced at the same time perform the following steps in order:
1. Program the new SKIM
2. Program the new ECM
3. Replace all ignition keys and program them to the new SKIM.
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ECM/SKIM/WCM PROGRAMMING
When an ECM (Bosch) and the SKIM are replaced at the same time perform the following steps in order:
1. Program the new SKIM
2. Program the new ECM (Bosch)
3. Replace all ignition keys and program them to the new SKIM.
PROGRAMMING THE SKIM
CAUTION: Read all notes and cautions for programming procedures.
1. Connect a battery charger to the vehicle.
2. Connect the StarSCANÂ®.
CAUTION: If the ECM/PCM and SKREEM/WCM are replaced at the same time, the
ECM/PCM MUST be programmed before the SKREEM/WCM.
3. Select "ECU View".
4. Select "WCM Wireless Control Module".
5. Select "Miscellaneous Functions".
6. Select WCM replaced.
7. Enter the PIN when prompted.
8. Verify the correct information.
NOTE: If the ECM and the SKIM are replaced at the same time, all vehicle keys
will need to be replaced and programmed to the new SKIM.
PROGRAMMING IGNITION KEYS TO THE SKREEM
Each ignition key transponder also has a unique ID code that is assigned at the time the key is manufactured.
When a key is programmed into the WCM, the transponder ID code is learned by the module and the
transponder acquires the unique Secret Key ID code from the WCM. To program ignition keys into the WCM,
follow the programming steps outlined in the diagnostic scan tool for PROGRAM IGNITION KEYS OR
KEY FOBS under MISCELLANEOUS FUNCTIONS for the WIRELESS CONTROL MODULE/WCM
menu item.
NOTE: If the original keys do not successfully program to the new SKREEM after the
proper procedures are followed correctly, programming new keys will be
necessary.
NOTE: A maximum of eight keys can be learned to each SKREEM. Once a key is
learned to a SKREEM, that key has acquired the Secret Key for that SKREEM
and cannot be transferred to any other SKREEM or vehicle.
If ignition key programming is unsuccessful, the scan tool will display one of the following error messages:
PROGRAMMING NOT ATTEMPTED The scan tool attempts to read the programmed key status
and there are no keys programmed into SKREEM memory.
PROGRAMMING KEY FAILED (POSSIBLE USED KEY FROM WRONG VEHICLE)
SKREEM is unable to program an ignition key transponder due to one of the following:
The ignition key transponder is ineffective.
The ignition key transponder is or has been already programmed to another vehicle.
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8 KEYS ALREADY LEARNED, PROGRAMMING NOT DONE The SKREEM transponder ID
memory is full.
LEARNED KEY IN IGNITION The ID for the ignition key transponder currently in the ignition lock
cylinder is already programmed into SKREEM memory.
COMMUNICATION
DESCRIPTION
DESCRIPTION
The primary onboard communication network between microprocessorbased electronic control modules in
this vehicle is the Controller Area Network (CAN) data bus system. A data bus network minimizes redundant
wiring connections; and, at the same time, reduces wire harness complexity, sensor current loads and controller
hardware by allowing each sensing device to be connected to only one module (also referred to as a node). Each
node reads, then broadcasts its sensor data over the bus for use by all other nodes requiring that data. Each node
ignores the messages on the bus that it cannot use.
The CAN bus is a twowire multiplex system. Multiplexing is any system that enables the transmission of
multiple messages over a single channel or circuit. The CAN bus is used for communication between most
vehicle nodes. However, in addition to the CAN bus network, certain nodes may also be equipped with a Local
Interface Network (LIN) data bus. The LIN data bus is a single wire lowspeed (9.6 Kbps) serial link bus used
to provide direct communication between a LIN master module and certain switch or sensor inputs.
There are actually three separate CAN bus systems used in the vehicle. They are designated: the CANInterior
(also known as CAN Interior High Speed/IHS), the CANC and the Diagnostic CANC. The CANInterior and
CANC systems provide onboard communication between all nodes in the vehicle. The CANC is the faster of
the two systems providing near realtime communication (500 Kbps). The CANC is used typically for
communications between more critical nodes, while the slower (125 Kbps) CANInterior system is used for
communications between less critical nodes.
The added speed of the CAN data bus is many times faster than previous data bus systems. This added speed
facilitates the addition of more electronic control modules or nodes and the incorporation of many new
electrical and electronic features in the vehicle.
The Diagnostic CANC bus is also capable of 500 Kbps communication, and is sometimes informally referred
to as the CAND system to differentiate it from the other high speed CANC bus. The Diagnostic CANC is
used exclusively for the transmission of diagnostic information between the Totally Integrated Power
Module/Central GateWay (TIPM or TIPMCGW) and a diagnostic scan tool connected to the industrystandard
16way Data Link Connector (DLC) located beneath the instrument panel on the driver side of the vehicle.
The TIPM is located in the engine compartment near the battery. The central CAN gateway or hub module
integral to the TIPM is connected to all three CAN buses. This gateway physically and electrically isolates the
CAN buses from each other and coordinates the bidirectional transfer of messages between them.
OPERATION
OPERATION
The Controller Area Network (CAN) data bus allows all electronic modules or nodes connected to the bus to
share information with each other. Regardless of whether a message originates from a module on the lower
speed CANInterior (also known as CAN Interior High Speed/IHS) bus or on the higher speed CANC or
CAND bus, the message structure and layout is similar, which allows the Totally Integrated Power
Module/Central GateWay (TIPM or TIPMCGW) to process and transfer messages between the CAN buses.
The TIPM also stores a Diagnostic Trouble Code (DTC) for certain bus network faults.
All modules (also referred to as nodes) transmit and receive messages over one of these buses. Data exchange
between nodes is achieved by serial transmission of encoded data messages. Each node can both send and
receive serial data simultaneously. Each digital bit of a CAN bus message is carried over the bus as a voltage
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differential between the two bus circuits which, when strung together, form a message. Each node uses
arbitration to sort the message priority if two competing messages are attempting to be broadcast at the same
time.
The Cluster (also known as the Cabin Compartment Node/CCN) is the Local Interface Network (LIN) master
module in this vehicle and it gathers information from the compass module, the instrument panel switch bank,
the Steering Control Module (SCM), and the Heated Seat Module (HSM) through the LIN data bus. There is
also LIN bus communication between the individual Tire Pressure Monitor (TPM) transponders and the
Wireless Control Module (WCM). Both the Cluster and the WCM either act directly upon the information
received through the LIN data bus, relay the information to other nodes in the vehicle using electronic messages
placed on the CAN bus, or both.
The voltage network used to transmit messages requires biasing and termination. Each module on the CAN bus
network provides its own biasing and termination. There are two types of nodes used in the CAN bus network.
On the CANC or the IHS bus, a dominant node has a 120 ohm termination resistance while a nondominant (or
recessive) node has about a 2500 to 3000 ohm (2.5 to 3.0 kilohm) termination resistance. The dominant nodes
on the CANC bus are the Powertrain Control Module (PCM) and the Wireless Control Module (WCM). The
dominant nodes on the IHS bus are the Cluster and the TIPM.
The termination resistance of two dominant nodes is combined in parallel to provide a total of about 60 ohms.
This resistance value may vary somewhat by application, depending upon the number of nondominant nodes
on the bus. On the CAND bus (or Diagnostic CANC) all of the 60 ohm termination resistance is present in the
Central GateWay (TIPMCGW).
NOTE: All measurement of termination resistance is done with the vehicle battery
disconnected.
The communication protocol being used for the CAN data bus is a nonproprietary, open standard adopted from
the Bosch CAN Specification 2.0b. The CANC is the faster of the two primary buses in the CAN bus system,
providing near realtime communication (500 Kbps).
The CAN bus nodes are connected in parallel to the twowire bus using a twisted pair, where the wires are
wrapped around each other to provide shielding from unwanted electromagnetic induction, thus preventing
interference with the relatively low voltage signals being carried through them. The twisted pairs have between
33 and 50 twists per meter (yard). While the CAN bus is operating (active), one of the bus wires will carry a
higher voltage and is referred to as the CAN High or CAN bus (+) wire, while the other bus wire will carry a
lower voltage and is referred to as the CAN Low or CAN bus () wire. Refer to the CAN Bus Voltages table.
CAN Bus Voltages (Normal Operation)
Dominant CANL CANH CANL CANH CANH
CANC Bus Recessive
Sleep (Bus Short to Short to Short to Short to Short to
Circuits (Bus Idle)
Active) Ground Ground Battery Battery CANL
Battery
Battery Voltage
CANL () 0 V 2.4 2.5 V 1.3 2.3 V 0 V 0.3 0.5V 2.45 V
Voltage Less 0.75
V
Battery
Voltage Battery
CANH (+) 0 V 2.4 2.5 V 2.6 3.5 V 0.02 V 0 V 2.45 V
Less 0.75 Voltage
V
CAN KeyOn CANL CANH CANL CANH CANH
KeyOff (Bus
Interior Bus (Bus Short to Short to Short to Short to Short to
Asleep)
Circuits Active) Ground Ground Battery Battery CANL
Battery
0.3 0.5 Battery Voltage
CANL () 0.0 V 1.3 2.3 V 0 V 2.45 V
V Voltage Less 0.75
V
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Battery
Voltage Battery
CANH (+) 0.0 V 2.6 3.5 V 0.02 V 0 V 2.45 V
Less 0.75 Voltage
V
Notes
All measurements taken between node ground and CAN terminal with a standard DVOM.
DVOM will display average network voltage.
Total resistance of CANC network can also be measured (60 ohms). Total resistance of CANInterior
network varies, depending upon the number of optional nondominant nodes on the bus. CANInterior
total resistance should range between about 60 ohms with the minimal number of nodes, to about 42
ohms with the maximum number of nodes.
In order to minimize the potential effects of IgnitionOFF Draw (IOD), the CANInterior network employs a
sleep strategy. However, a network sleep strategy should not be confused with the sleep strategy of the
individual nodes on that network, as they may differ. For example: The CANC bus network is awake only
when the ignition switch is in the ON or START positions; however, the TIPM, which is on the CANC bus,
may still be awake with the ignition switch in the ACCESSORY or UNLOCK positions. The integrated
circuitry of an individual node may be capable of processing certain sensor inputs and outputs without the need
to utilize network resources.
The CANInterior bus network remains active until all nodes on that network are ready for sleep. This is
determined by the network using tokens in a manner similar to polling. When the last node that is active on the
network is ready for sleep, and it has already received a token indicating that all other nodes on the bus are
ready for sleep, it broadcasts a bus sleep acknowledgment message that causes the network to sleep. Once the
CANInterior bus network is asleep, any node on the bus can awaken it by transmitting a message on the
network. The TIPM will keep either the CANInterior or the CANC bus awake for a timed interval after it
receives a diagnostic message for that bus over the Diagnostic CANC bus.
In the CAN system, available options are configured into the TIPM at the assembly plant, but additional options
can be added in the field using the diagnostic scan tool. The configuration settings are stored in nonvolatile
memory. The TIPM also has two 64bit registers, which track each of the asbuilt and currently responding
nodes on the CANInterior and CANC buses. The TIPM stores a Diagnostic Trouble Code (DTC) in one of
two caches for any detected active or stored faults in the order in which they occur. One cache stores powertrain
(PCode), chassis (CCode) and body (BCode) DTCs, while the second cache is dedicated to storing network
(UCode) DTCs.
If there are intermittent or active faults in the CAN network, a diagnostic scan tool connected to the Diagnostic
CANC bus through the 16way Data Link Connector (DLC) may only be able to communicate with the TIPM.
To aid in CAN network diagnosis, the TIPM will provide CANInterior and CANC network status information
to the scan tool using certain diagnostic signals. In addition, the transceiver in each node on the CANC bus
will identify a bus off hardware failure , while the transceiver in each node on the CANInterior bus will
identify a general bus hardware failure . The transceivers for some CANInterior nodes will also identify
certain failures for both CANInterior bus signal wires.
CONNECTOR, DATA LINK
DESCRIPTION
DESCRIPTION
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Fig. 1: View Of Data Link Connector, Instrument Panel & Steering Column Opening Cover
The Data Link Connector (DLC) (3) is a 16way molded plastic connector insulator on a dedicated take out of
the instrument panel wire harness. This connector is located at the lower edge of the instrument panel (1), just
outboard of the steering column opening cover (2). The connector insulator is retained by integral latch features
within a rectangular cutout in the instrument panel lower structural support just below the lower instrument
panel base trim and just inboard of the cowl side inner panel.
OPERATION
OPERATION
The Data Link Connector (DLC) is an industrystandard 16way connector that permits the connection of a
diagnostic scan tool to the Controller Area Network (CAN) data bus for interfacing with, configuring, and
retrieving Diagnostic Trouble Code (DTC) data from the electronic modules that reside on the data bus network
of the vehicle.
MODULE, ANTILOCK BRAKE SYSTEM
DESCRIPTION
DESCRIPTION
The Antilock Brake Module (ABM) is mounted to the Hydraulic Control Unit (HCU) and operates the ABS
system.
OPERATION
OPERATION
The ABM voltage source is through the ignition switch in the RUN position. The ABM contains dual
microprocessors. A logic block in each microprocessor receives identical sensor signals. These signals are
processed and compared simultaneously. The ABM contains a self check program that illuminates the ABS
warning light when a system fault is detected. Faults are stored in a diagnostic program memory and are
accessible with the scan tool. ABS faults remain in memory until cleared, or until after the vehicle is started
approximately 50 times. Stored faults are not erased if the battery is disconnected.
REMOVAL
REMOVAL
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Fig. 2: ABM ELECTRICAL CONNECTOR
1. Remove the master cylinder. Refer to Brakes/Hydraulic/Mechanical/MASTER CYLINDER, Brake
Removal .
2. Install prop rod on the brake pedal to keep pressure on the brake system.
3. Remove negative battery cable from the battery.
4. Pull up on the ABM harness connector release (1) and remove connector (2).
Fig. 3: HCU LINES
5. Remove brake lines (2) from the HCU (4).
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Fig. 4: HCU
6. Remove HCU/ABM mounting nuts and bolt (4) and remove HCU (2) / ABM (3) as an assembly.
CAUTION: When removing ABM from HCU, be sure to completely separate the two
components (approximately 38 mm (1.5 in.) before removing ABM.
Otherwise, damage to the pressure sensor or Pump Motor connection
may result requiring HCU replacement. Do not to touch the sensor
terminals on the HCU side or the contact pads on the ABM side as this
may result in contamination and issues in the future.
7. Remove the ABM from the HCU.
INSTALLATION
INSTALLATION
Fig. 5: HCU
CAUTION: When removing ABM from HCU, be sure to completely separate the two
components (approximately 38 mm (1.5 in.) before removing ABM. Otherwise,
damage to the pressure sensor or Pump Motor connection may result requiring
HCU replacement. Do not to touch the sensor terminals on the HCU side or the
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contact pads on the ABM side as this may result in contamination and issues in
the future.
NOTE: If the ABM is being replaced with a new ABM is must be reprogrammed with the
use of a scan tool.
1. Install the ABM on the HCU and tighten then screws to 2 N.m (16 in. lbs.).
2. Install HCU/ABM (2AND3) on the mounting studs (4).
3. Install mounting nuts and bolt (4). Tighten to 11.5 N.m (102 in. lbs.).
Fig. 6: HCU LINES
4. Install brake lines (2) to the HCU (4) and tighten to 19 N.m (170 in. lbs.).
Fig. 7: ABM ELECTRICAL CONNECTOR
5. Install wiring harness connector (2) to the ABM and push down on the release (1) to secure the
connector.
6. Install the master cylinder. Refer to Brakes/Hydraulic/Mechanical/MASTER CYLINDER, Brake
Installation .
7. Install negative battery cable to the battery.
8. Bleed ABS brake system. Refer to Brakes Standard Procedure .
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MODULE, ENGINE CONTROL
STANDARD PROCEDURE
PCM/ECM REPROGRAMMING DIESEL
Refer to DTCBased Diagnostics/MODULE, Powertrain Control (PCM) Standard Procedure and
perform the PCM/ECM / TCM PROGRAMMING procedure.
REMOVAL
REMOVAL
Fig. 8: ECM LEFT HAND DRIVE 2.8L DIESEL
The ECM (Engine Control Module) (2) is located in the engine compartment.
Use a diagnostic scan tool to reprogram the new ECM with the vehicles original identification number
(VIN) and the vehicles original mileage. If this step is not done, a Diagnostic Trouble Code (DTC) may be
set.
To avoid possible voltage spike damage to the ECM, ignition key must be off, and negative battery cable must
be disconnected before unplugging ECM connectors.
1. Disconnect negative battery cable at battery.
2. Remove plastic shields from over electrical connectors. Shields snap to connectors.
3. Carefully unplug two electrical connectors (1) from ECM.
4. Remove ECM mounting bolts (3) and remove ECM (2) from vehicle.
INSTALLATION
INSTALLATION
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Fig. 9: ECM LEFT HAND DRIVE 2.8L DIESEL
Use a diagnostic scan tool to reprogram the new Engine Control Module (ECM) with the vehicles
original identification number (VIN) and the vehicles original mileage. If this step is not done, a
Diagnostic Trouble Code (DTC) may be set.
1. Check pin connectors in ECM and electrical connectors for corrosion or damage. Also check pin heights
in connectors. Pin heights should all be the same. Repair as necessary before installing electrical
connectors.
2. Install two electrical connectors to ECM.
3. Install ECM (2) and mounting screws (3) to vehicle.
4. Tighten screws to 4 N.m (35 in. lbs.).
5. Install plastic shield to electrical connectors. Shields snap to connectors.
6. Install negative battery cable.
7. Use a diagnostic scan tool to reprogram new ECM with vehicles original Vehicle Identification Number
(VIN) and original vehicle mileage.
MODULE, POWERTRAIN CONTROL
STANDARD PROCEDURE
PCM/ECM REPROGRAMMING GAS
Refer to DTCBased Diagnostics/MODULE, Powertrain Control (PCM) Standard Procedure and
perform the PCM/TCM PROGRAMMING procedure.
REMOVAL
REMOVAL
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Fig. 10: PCM MOUNTING
The PCM (Powertrain Control Module) (1) is located in the engine compartment near the windshield washer
reservoir tank (2).
Use a diagnostic scan tool to reprogram the new Powertrain Control Module (PCM) with the vehicles
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 plastic shields from over four electrical connectors. Shields snap to connectors.
3. Carefully unplug four electrical connectors from PCM.
4. Remove three PCM mounting bolts (3) and remove PCM from vehicle.
INSTALLATION
INSTALLATION
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Fig. 11: PCM MOUNTING
Use a diagnostic scan tool to reprogram the new Powertrain Control Module (PCM) with the vehicles
1. Install PCM (1) and three mounting screws (3) to vehicle.
2. Tighten screws to 4 N.m (35 in. lbs.).
3. Check pin connectors in PCM and four electrical connectors for corrosion or damage. Also check pin
heights in connectors. Pin heights should all be the same. Repair as necessary before installing electrical
connectors.
4. Install four electrical connectors to PCM.
5. Install plastic shield to electrical connectors. Shields snap to connectors.
6. Install battery cable.
7. Use a diagnostic scan tool to reprogram new PCM with vehicles original Vehicle Identification Number
(VIN) and original vehicle mileage.
MODULE, STEERING COLUMN
DESCRIPTION
DESCRIPTION
This vehicle is equipped with a Steering Control Module (SCM) that is internal to the left multifunction switch
housing (2). The left (lighting) multifunction switch is located on the left side of the steering column, just
below the steering wheel. This switch is the primary control for the interior and exterior lighting systems. The
only visible components of the switch are the control stalk (1), control knob and control sleeve that extend
through the steering column shrouds on the left side of the column. The remainder of the switch including its
mounting provisions and electrical connections are concealed beneath the shrouds.
The switch housing and controls are constructed of molded black plastic. A single screw (7) through a
mounting tab integral to the back of the switch housing, and a slide tab integral to the bottom of the switch
housing secure the switch to the mounting bracket integral to the clockspring (3). A connector receptacle
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containing seven terminal pins is integral to the inboard end of the switch housing and connects the SCM
through a jumper wire harness (5) directly to the right (wiper) multifunction switch (6). A second connector
receptacle containing four terminal pins is integral to the back of the switch housing and connects the SCM to
the vehicle electrical system through a dedicated takeout and connector of the instrument panel wire harness.
The SCM cannot be adjusted or repaired. If ineffective or damaged the entire left multifunction switch must be
replaced. Refer to Electrical/Lamps/Lighting Exterior/SWITCH, Multifunction Removal . The
clockspring (with the multifunction switch mounting bracket), the left multifunction switch (with the SCM),
the right multifunction switch and the jumper wire harness are each available for separate service replacement.
OPERATION
OPERATION
The microprocessorbased Steering Control Module (SCM) utilizes integrated circuitry to monitor hard wired
analog and multiplexed inputs from both the right and left multifunction switches. In response to those inputs,
the internal circuitry of the SCM allow it to transmit electronic message outputs to the ElectroMechanical
Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) over the Local Interface
Network (LIN) data bus.
In response to the SCM inputs the internal circuitry and programming of the EMIC, which is also the LIN
master module in the vehicle, allow it to control and integrate many electronic functions and features of the
vehicle through both hard wired outputs and the transmission of electronic message outputs to other electronic
modules in the vehicle over the Controller Area Network (CAN) data bus. See Electrical/Electronic Control
Modules/COMMUNICATION Description.
The SCM is connected to both a fused B(+) circuit and a fused ignition switch output (runstart) circuit. It
receives a path to ground at all times. These connections allow it to remain functional regardless of the ignition
switch position. Any input to the SCM that controls a vehicle system function that does not require that the
ignition switch be in the ON position such as turning on the lights, prompts the SCM to wake up and transmit
on the LIN data bus.
The hard wired circuits between components related to the SCM may be diagnosed using conventional
diagnostic tools and procedures. Refer to the appropriate wiring information. The wiring information includes
wiring diagrams, proper wire and connector repair procedures, details of wire harness routing and retention,
connector pinout information and location views for the various wire harness connectors, splices and grounds.
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the SCM or the
electronic controls or communication between modules and other devices that provide some features of the
SCM. The most reliable, efficient, and accurate means to diagnose the SCM or the electronic controls and
communication related to SCM operation requires the use of a diagnostic scan tool. Refer to the appropriate
STEERING CONTROL MODULE
The hard wired circuits between components related to the Steering Control Module (SCM) may be diagnosed
using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. The wiring
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However, conventional diagnostic methods will not prove conclusive in the diagnosis of the SCM or the
electronic controls or communication between modules and other devices that provide some features of the
SCM. The most reliable, efficient, and accurate means to diagnose the SCM or the electronic controls and
communication related to SCM operation requires the use of a diagnostic scan tool. Refer to the appropriate
MODULE, TRANSMISSION CONTROL
DESCRIPTION
DESCRIPTION
Fig. 13: TCM MOUNTING LEFT HAND DRIVE
1 MOUNTING SCREWS (3)
2 PCM
3 PCM ELECTRICAL CONNECTORS
The Transmission Control Module (TCM) is a submodule within the Powertrain Control Module (PCM) (2).
The PCM (2) is located on the right side of the dash panel in the engine compartment on left hand drive
vehicles. The PCM is referred to as the NGC.
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Fig. 14: TCM MOUNTING RIGHT HAND DRIVE
1 PCM
2 MOUNTING SCREWS (3)
3 PCM ELECTRICAL CONNECTORS
The PCM (1) is located on the left side of the dash panel in the engine compartment on right hand drive
vehicles.
OPERATION
OPERATION
The TCM is the controlling unit for all electronic operations of the transmission. The TCM receives
information regarding vehicle operation from both direct and indirect inputs, and selects the operational mode
of the transmission. Direct inputs are hardwired to, and used specifically by the TCM. Indirect inputs originate
from other components/modules, and are shared with the TCM via the CAN bus.
Some examples of direct inputs to the TCM are:
Battery (B+) voltage
Ignition "ON" voltage
Transmission Control Relay (Switched B+)
Throttle Position Sensor
Crankshaft Position Sensor (CKP)
Transmission Range Sensor (TRS)
Pressure Switches (L/R, 2/4, OD)
Transmission Temperature Sensor (Integral to TRS)
Input Shaft Speed Sensor
Output Shaft Speed Sensor
Some examples of indirect inputs to the TCM are:
Engine/Body Identification
Manifold Pressure
Target Idle
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Torque Reduction Confirmation
Speed Control ON/OFF Switch
Engine Coolant Temperature
Ambient/Battery Temperature
Brake Switch Status
Scan Tool Communication
Based on the information received from these various inputs, the TCM determines the appropriate shift
schedule and shift points, depending on the present operating conditions and driver demand. This is possible
through the control of various direct and indirect outputs.
Some examples of TCM direct outputs are:
Transmission Control Relay
Solenoids (L/R, 2/4, OD and UD)
Vehicle Speed (to PCM)
Torque Reduction Request (to PCM)
Some examples of TCM indirect outputs are:
Transmission Temperature (to PCM)
PRNDL Position (to BCM)
In addition to monitoring inputs and controlling outputs, the TCM has other important responsibilities and
functions:
Storing and maintaining Clutch Volume Indices (CVI)
Storing and selecting appropriate Shift Schedules
System selfdiagnostics
Diagnostic capabilities (with scan tool)
NOTE: If the TCM has been replaced, the "Quick Learn Procedure" must be performed.
See Electrical/Electronic Control Modules/MODULE, Transmission Control
Standard Procedure
CLUTCH VOLUME INDEX (CVI)
An important function of the TCM is to monitor Clutch Volume Index (CVI). CVIs represent the volume of
fluid needed to compress a clutch pack.
The TCM monitors gear ratio changes by monitoring the Input and Output Speed Sensors. The Input, or
Turbine Speed Sensor sends an electrical signal to the TCM that represents input shaft rpm. The Output Speed
Sensor provides the TCM with output shaft speed information.
By comparing the two inputs, the TCM can determine transmission gear position. This is important to the CVI
calculation because the TCM determines CVIs by monitoring how long it takes for a gear change to occur .
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Fig. 15: Example of CVI Calculation
1 OUTPUT SPEED SENSOR
2 OUTPUT SHAFT
3 CLUTCH PACK
4 SEPARATOR PLATE
5 FRICTION DISCS
6 INPUT SHAFT
7 INPUT SPEED SENSOR
8 PISTON AND SEAL
Gear ratios can be determined by using the Scan Tool and reading the Input/Output Speed Sensor values in the
"Monitors" display. Gear ratio can be obtained by dividing the Input Speed Sensor value by the Output Speed
Sensor value.
For example, if the input shaft is rotating at 1000 rpm and the output shaft is rotating at 500 rpm, then the TCM
can determine that the gear ratio is 2:1. In direct drive (3rd gear), the gear ratio changes to 1:1. The gear ratio
changes as clutches are applied and released. By monitoring the length of time it takes for the gear ratio to
change following a shift request, the TCM can determine the volume of fluid used to apply or release a friction
element.
The volume of transmission fluid needed to apply the friction elements are continuously updated for adaptive
controls. As friction material wears, the volume of fluid need to apply the element increases.
Certain mechanical problems within the input clutch assembly (broken return springs, out of position snap
rings, excessive clutch pack clearance, improper assembly, etc.) can cause inadequate or outofrange element
volumes. Also, defective Input/Output Speed Sensors and wiring can cause these conditions. The following
chart identifies the appropriate clutch volumes and when they are monitored/updated:
42RLE
CLUTCH VOLUMES
When Updated Proper Clutch
Clutch
Shift Sequence Oil Temperature Throttle Angle Volume
21 or 31
L/R > 21Â° C (70Â° F) < 5Â° 35 to 83
coastdown shift
2/4 12 shift 5 54Â° 20 to 77
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OD 23 shift > 43Â° C (110Â° F) 48 to 150
UD 43 or 42 shift > 5Â° 24 to 70
545RFE
CLUTCH VOLUMES
Clutch When Updated Proper Clutch Volume
L/R 21 or 31 downshift 45 to 134
2C 32 kickdown shift 25 to 85
2C Alternate 44 prime upshift 25 to 85
OD 23 upshift 30 to 100
4C 34 upshift 30 to 85
4C Alternate 22 prime upshift 30 to 85
UD 43 kickdown shift 30 to 100
SHIFT SCHEDULES
As mentioned earlier, the TCM has programming that allows it to select a variety of shift schedules. Shift
schedule selection is dependent on the following:
Shift lever position
Throttle position
Engine load
Fluid temperature
Software level
As driving conditions change, the TCM appropriately adjusts the shift schedule. Refer to the following table to
determine the appropriate operation expected, depending on driving conditions.
Schedule Condition Expected Operation

Extreme Cold Oil temperature at startup below Park, Reverse, Neutral and 2nd
27Â° C (16Â° F) gear only (prevents shifting which
may fail a clutch with frequent
shifts)
Cold Oil temperature at startup above Delayed 23 upshift
25Â° C (12Â° F) and below 2Â° (approximately 2231 mph)
C (36Â° F) Delayed 34 upshift (4553 mph)
Early 43 coastdown shift
(approximately 30 mph)
Early 32 coastdown shift
(approximately 17 mph)
High speed 42, 32, 21
kickdown shifts are prevented
No EMCC
Warm Oil temperature at startup above Normal operation (upshift,
2Â° C (36Â° F) and below 27Â° kickdowns, and coastdowns)
C (80Â° F) No EMCC
Hot Oil temperature at startup above Normal operation (upshift,
27Â° C (80Â° F) kickdowns, and coastdowns)
Full EMCC, no PEMCC except
to engage FEMCC (except at
closed throttle at speeds above 70
83 mph)
Overheat Oil temperature above 115Â° C Delayed 23 upshift (2532 mph)
(240Â° F) or engine coolant
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temperature above 118Â° C Delayed 34 upshift (4148 mph)
(244Â° F) 3rd gear FEMCC from 3048
mph
3rd gear PEMCC from 2731
mph
Super Overheat Oil temperature above 127Â° C All "Overheat" shift schedule
(260Â° F) features apply
2nd gear PEMCC above 22 mph
Above 22 mph the torque
converter will not unlock unless
the throttle is closed or if a wide
open throttle 2nd PEMCC to 1
kickdown is made
STANDARD PROCEDURE
DRIVE LEARN
When a transmission is repaired and a Quick Learn procedure has been performed on the Transmission Control
Module (TCM), the following Drive Learn procedure can be performed to fine tune any shifts which are
particularly objectionable.
NOTE: It is not necessary to perform the complete Drive Learn procedure every time
the TCM is Quick Learned. Perform only the portions which target the
objectionable shift.
LEARN A SMOOTH 1ST NEUTRAL TO DRIVE SHIFT
Perform this procedure only if the complaint is for a delayed or harsh shift the first time the transmission is put
into gear after the vehicle is allowed to set with the engine not running for at least 10 minutes. Use the
following steps to have the TCM learn the 1st ND UD CVI.
NOTE: The transmission oil temperature must be between 2743Â° C (80110Â° F).
1. Start the engine only when the engine and ignition have been off for at least ten (10) minutes.
2. With the vehicle at a stop and the service brake applied, record the 1st ND UD CVI while performing a
Neutral to Drive shift. The 1st ND UD CVI accounts for air entrapment in the UD clutch that may occur
after the engine has been off for a period of time.
3. Repeat 1 and 2 until the recorded 1st ND UD CVI value stabilizes.
NOTE: It is important that this procedure be performed when the transmission
temperature is between 2743Â° C (80110Â° F). If this procedure takes too long
to complete fully for the allowed transmission oil temperature, the vehicle may
be returned to the customer with an explanation that the shift will improve daily
during normal vehicle usage. The TCM also learns at higher oil temperatures,
but these values (line pressure correction values) are not available for viewing
on the scan tool.
LEARN A SMOOTH NEUTRAL TO DRIVE GARAGE SHIFT
Perform this procedure if the complaint is for a delayed or harsh shift when the transmission is put into gear
after the vehicle has had its first shift. Use the following steps to have the TCM learn the Norm ND UD CVI.
NOTE: The transmission oil temperature must be between 2743Â° C (80110Â° F) to
learn the UD CVI. Additional learning occurs at temperatures as low as 18Â° C
(0Â° F) and as high as 93Â° C (200Â° F). This procedure may be performed at
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any temperature that experiences poor shift quality. Although the UD CVI may
not change, shift quality should improve.
1. Start the vehicle engine and shift to drive.
2. Move the vehicle forward to a speed of at least 16 km/h (10 MPH) and come to a stop. This ensures no
air is present in the UD hydraulic circuit.
3. Perform repeated ND shifts at a stop while pausing in Neutral for at least 23 seconds and monitor Norm
ND UD CVI volume until the value stabilizes. The value will change during the ND shift. This is
normal since the UD value is different for the ND shift then the normal value shown which is used for 4
3 cast down and kickdowns. Perform repeated shifts in this temperature range until the Norm ND UD
CVI value stabilizes and the ND shifts become smooth.
LEARN THE 1ST 23 SHIFT AFTER A RESTART OR SHIFT TO REVERSE
Use the following steps to have the TCM learn the 1st 23 shift OD CVI.
NOTE: The transmission oil temperature must be above 27Â° C (80Â° F).
1. With the vehicle engine running, select reverse gear for over 2 seconds.
2. Shift the transmission to Drive and accelerate the vehicle from a stop at a steady 15 degree throttle
opening and perform a 23 shift while noting the 1st 23 OD CVI.
3. Repeat 1 and 2 until the 1st 23 upshift becomes smooth and the 1st 23 OD CVI stabilizes.
LEARN A SMOOTH 23 AND 34 UPSHIFT
Use the following steps to have the TCM learn the OD and 4C CVI's.
1. Accelerate the vehicle from a stop at a steady 15 degree throttle opening and perform multiple 12, 23,
and 34 upshifts. The 2nd 23 shift following a restart or shift to reverse will be shown during the shift as
a value between the 1st 23 OD CVI and the normal OD CVI. Updates to the normal OD CVI will occur
after the 2nd shift into 3rd gear, following a restart or shift to reverse.
2. Repeat 1 until the 23 and 34 shifts become smooth and the OD and 4C CVI become stable.
LEARN A SMOOTH 43 COASTDOWN AND PART THROTTLE 43 KICKDOWN
Use the following steps to have the TCM learn the UD shift volume.
1. At a vehicle speed between 6497 km/h (4060 MPH), perform repeated 43 kickdown shifts.
2. Repeat 1 until the UD volume becomes somewhat stable and the shift becomes smooth.
LEARN A SMOOTH 12 UPSHIFT AND 32 KICKDOWN
Use the following steps to have the TCM learn the 2C shift volume.
1. With a vehicle speed below 48 km/h (30 MPH) and the transmission in 3rd gear, perform multiple 32
kickdowns.
2. Repeat 1 until the 32 kickdowns become smooth and the 2C CVI becomes stable.
LEARN A SMOOTH MANUAL 21 PULLDOWN SHIFT AS WELL AS A NEUTRAL TO REVERSE SHIFT
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Use the following steps to have the TCM learn the LR volume.
1. With the vehicle speed around 4048 km/h (2530 MPH) in Manual 2nd, perform manual pulldowns to
Low or 1st gear at closed throttle.
2. Repeat 1 until the LR CVI becomes stable and the manual 21 becomes smooth.
LEARN A SMOOTH NEUTRAL TO REVERSE SHIFT
1. With the vehicle at a stop, perform Neutral to Reverse shifts until the shift is smooth. An unlearned
Neutral to Reverse shift may be harsh or exhibit a double bump.
2. If any of the shifts are still not smooth after the clutch volume stabilizes, an internal transmission
problem may be present.
LEARN A SMOOTH 45 UPSHIFT
Use the following steps to have the TCM learn the Alt 2C CVI.
1. Accelerate the vehicle through 88 km/h (55 mph) at a steady 1015 degree throttle opening and perform
multiple 45 upshifts.
2. Repeat 1 until the 45 shift become smooth and the Alt 2C CVI become stable. There is a separate 2C
volume used and learned for 45 shifts, 2CA. It is independent of the 2C CVI learned on 32 kickdowns.
TCM QUICK LEARN
The quick learn procedure requires the use of the scan tool.
This program allows the electronic transmission system to recalibrate itself. This will provide the proper
transmission operation. The quick learn procedure should be performed if any of the following procedures are
performed:
Transmission Assembly Replacement
Transmission Control Module Replacement
Solenoid Pack Replacement
Clutch Plate and/or Seal Replacement
Valve Body Replacement or Recondition
To perform the Quick Learn Procedure, the following conditions must be met:
The brakes must be applied
The engine speed must be above 500 rpm
The throttle angle (TPS) must be less than 3 degrees
The shift lever position must stay in PARK until prompted to shift to overdrive
The shift lever position must stay in overdrive after the Shift to Overdrive prompt until the scan tool
indicates the procedure is complete.
The calculated oil temperature must be above 60Â°F (16Â°C) and below 200Â°F (93Â°C)
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Back To Article
Frame and Bumpers Wrangler
SPECIFICATIONS
SPECIFICATIONS
Description N.m Ft. Lbs In. Lbs.

Front bumper support bolts 90 66.5
Fuel tank skid plate to crossmember bolts 99 73
Rear bumper support bolts 25 18.5
Rear bumper support bracket to frame bolts 55 40.5
Trailer hitch/rear tow hook bolts 81 60
Transfer case skid plate crossmember bolts 65 48
Transfer case skid plate support bracket bolts 65 48
Transmission crossmember bolts 122 90
Transmission skid plate support crossmember
bolts 65 48
Transmission skid plate to crossmember bolt 65 48
BUMPERS
BUMPER, FRONT
Removal
REMOVAL
Fig. 1: FRONT SPLASH SHIELD
1. Remove the push pin fasteners (2) and release the splash shield (1) from the bumper.
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Fig. 2: FRONT BUMPER
2. Remove the push pin fasteners (3) and remove the splash shield.
4. Remove the outer (4) and inner support bolts (2) and remove the front bumper.
Installation
INSTALLATION
Fig. 3: FRONT BUMPER
1. Install the bumper and install the inner (2) and outer support bolts (4).
2. Tighten the support bolts to 90 N.m (66.5 ft. lbs.).
3. Connect the electrical connectors (1).
4. Install the splash shield and install the push pin fastener (3).
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5. Position the splash shield (1) onto the bumper and install the push pin fasteners (2).
BUMPER, REAR
Removal
REMOVAL
Fig. 5: REAR BUMPER 2
1. Remove the bumper bracket bolts (3).
2. Remove the bumper support bolts (1) and remove the bumper (4).
Installation
INSTALLATION
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1. Install the bumper (4) and install the bolts (1) and (3).
2. Tighten the bolts (1) and (3) to 25 N.m (18.5 ft. lbs.).
FRAME
WARNING
USE OF HEAT DURING REPAIR
WARNING: Chrysler Group LLC engineering's position on the use of heat during collision
repair is as follows:
Any body panel or frame component damaged which is to be repaired and
reused, must be repaired using the "cold straightening" method. No heat
may be used during the straightening process.
During rough straightening prior to panel replacement, damaged panels or
frame components may be heated to assist in body/frame realignment.
The application of heat must be constrained to the parts which will be
replaced and not allowed to affect any other components.
This "no heat" recommendation is due to the extensive use of high strength
and advanced high strength steels in Chrysler Group LLC products. High
strength materials can be substantially and negatively affected from heat input
which will not be obviously known to the repairer or consumer.
Ignoring these recommendations may lead to serious compromises in the
ability to protect occupants in a future collision event, reduce the engineered
qualities and attributes, or decrease the durability and reliability of the vehicle.
This statement supersedes any previously released information by the Chrysler
Group LLC.
WARNINGS

WARNING: Use an Occupational Safety and Health Administration (OSHA) approved
breathing filter, when spraying paint or solvents in a confined area. Failure to
avoid prolonged skin contact with petroleum or alcohol based cleaning
solvents.
do not stand under a hoisted vehicle that is not properly supported on
safety stands. Failure to follow these instructions may result in possible
CAUTION: When holes are drilled or punched in an inner body panel, verify the depth of
space to the outer body panel, electrical wiring or other components. Damage
to the vehicle can result.
do not weld exterior panels unless combustible material on the interior of
vehicle is removed from the repair area. Fire or hazardous conditions, can
result.
always have a fire extinguisher ready for use when welding.
disconnect the negative () cable clamp from the battery when servicing
electrical components that are live when the ignition is off. Damage to
electrical system can result.
do not use abrasive chemicals or compounds on painted surfaces.
Damage to finish can result.
do not use harsh alkaline based cleaning solvents on painted or
upholstered surfaces. Damage to finish or color can result.
do not hammer or pound on plastic trim panel when servicing interior
trim. Plastic panels can break.
Restraint Warnings
WARNING: To avoid potential physical injury, or damage to sensitive electronic circuits and
the positive cable, then ground the positive cable to discharge the ORC
capacitor before performing any welding operations on the vehicle. Failure to
take the proper precautions could result in accidental airbag deployment,
possible damage to the Supplemental Restraint System (SRS) circuits and
components, and possible damage to other electronic circuits and
components. Whenever a welding process is being performed within 30 cm (12
in) of an electronic module/harness, then that module/harness should be
relocated out of the way, or disconnected. Always protect against component
or vehicle damage from weld spatter by using weld blankets and screens.
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methods.
correct, new and unused replacement parts listed in the Chrysler MoparÂ®
WARNING: To avoid serious or fatal injury on vehicles equipped with side curtain airbags,
disable the Supplemental Restraint System (SRS) before attempting any
Occupant Restraint Controller (ORC) diagnosis or service. The ORC contains a
rollover sensor, which enables the system to deploy the side curtain airbags in
the event of a vehicle rollover event. If an ORC is accidentally rolled during
service while still connected to battery power, the side curtain airbags will
deploy. Disconnect and isolate the battery negative (ground) cable, then wait
two minutes for the system capacitor to discharge before performing further
tensioner, impact sensor or instrument panel component diagnosis or service.
follow these instructions may result in accidental airbag deployment.
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may result in inferior occupant protection.
Chrysler MoparÂ® Parts Catalog.
STANDARD PROCEDURE
FRONT FRAME RAIL TIP REPLACEMENT
Fig. 7: PARTS LIST
1 FONT END SHEET METAL (FESM) BRACKET
2 CROSSFRAME TUBE
3 FESM BRACKET
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4 LEFT FRAME RAIL
5 COMPATIBILITY BEAM
6 BUMPER MOUNTING BRACKETS
7 RIGHT FRAME RAIL
1. Mount the vehicle on appropriate frame correction equipment ("frame rack") and using a three
dimensional measuring system measure frame/body and correct to vehicle specifications.
2. Release welds holding compatibility beam (5) brackets to rails (4 and 7) and remove if compatibility
beam is to be replaced also, the brackets only need to be removed from the undamaged rail.
Fig. 8: CUT LOCATION
3. At the centerline of the crossframe tube, use a reciprocating saw to make a vertical cut (3) through the
frame rail to the tube (2) from both the top and bottom.
4. Using either a reciprocating saw or a plasma cutter, cut forward of the tube (4) to release the rail (1) from
the tube (2).
5. Grind off any remaining rail or weld attached to the tubular crossmember forward of the original vertical
cuts in preparation for the replacement part.
6. Any cuts into the tubular crossmember should be welded and dressed smooth before proceeding.
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Fig. 9: WELD BACKERS
7. From the removed rail, cut weldbackers (1) which will fit snugly into the original frame at the cut
location. Position these backers so 12.7 mm (1/2 inch) protrudes from the section location.
8. Cut the service part vertically at the same location as the original frame.
9. Clean and deburr all cut edges, remove ecoat within 25.4 mm (1 inch) of the joint from the inside and
outside of all the surfaces.
10. Make sure that a slight bevel is created at the buttweld joint to allow complete weld penetration.
11. Refer to the weld chart. See Frame and Bumpers/Frame Specifications for proper weld rod and
approximate welder settings, and adjust the welder to create a proper weld bead.
Fig. 10: TIP INSTALLATION
12. Position new (cut) rail tip (2) in proper position and tackweld in place (1).
13. Weld replacement tip in place using a skipstitch process welding in 50.8 mm (2 inch) increments, weld
the rail on opposing sides to avoid distortion, Also allow the rail to cool between the welding operations.
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Fig. 11: TIP WELDING
14. Position and tackweld FESM bracket (2), bumper mounting bracket (1), and compatibility beam (3).
15. When dimensional accuracy is confirmed, finish weld all components using the original weld locations as
a guideline.
16. If the FESM brackets and bumper mounting brackets were not pierced, create the appropriate piercings at
this time. Refer to Bracket Locations And Modifications for correct dimensions.
Fig. 12: APPLYING RUST PROOFING MATERIAL
17. Cosmetically dress welds without removing any base metal a skim coat of filler may be utilized for an
improved cosmetic appearance.
18. Refinish all components to a production appearance.
19. On all areas (1) inaccessible to the refinish operation, apply a creeping type rust proofing material
ensuring 100% coverage. Be especially focused on those areas where welding may have burned off the
original corrosion protection.
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Bracket Locations And Modifications
Fig. 13: BRACKET HOLES PLAN VIEW
1 20 mm HOLE (13/16 inch)
2 27.7 mm (1.09 inch)
3 15 mm HOLE (5/8 inch)
4 869.2 mm (34.2 inch)
5 359.6 mm (14.2 inch)
6 453.8 mm (17.9 inch)
7 354.8 mm (14 inch)
8 12.5 mm HOLE (1/2 inch)
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Fig. 14: BRACKET LOCATIONS SIDE VIEW
1 FESM BRACKET
2 239.6 mm (9.43 inch)
3 335.1 mm (13.2 inch)
4 FRAME RAIL TIP
REAR CROSSMEMBER
Fig. 15: PARTS LIST
1 LEFT FRAME RAIL
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2 REAR FRAME CROSSMEMBER
3 RIGHT FRAME RAIL
1. Mount the vehicle on appropriate frame correction equipment ("frame rack") and using a three
dimensional measuring system measure frame/body and correct to vehicle specifications. See Frame and
Bumpers/Frame Specifications.
2. Remove rear bumper components. See Frame and Bumpers/Bumpers/BUMPER, Rear Removal.
3. Remove hitch receiver or tow hook if equipped. See Frame and Bumpers/Frame/HITCH, Trailer
Removal.
4. Release rear body mount fasteners, and loosen remaining body fasteners to allow lifting the body upward
providing work access. Refer to Body/Exterior/ISOLATOR, Body Removal .
Fig. 16: CUT LOCATIONS
5. Using a reciprocating saw, or equivalent, cut the crossmember close to the welds to the side rails and
body mount brackets (1) and remove (each side of crossmember has a total of 7 welds).
6. Using an angle grinder, grind off remaining crossmember and weldments.
7. Dress new crossmember at weld locations so that a very shallow bevel is created and remove any ecoat,
inside and out, on replacement part within 25.4 mm (1") of weld zones as best possible.
8. Refer to the weld chart for proper weld rod and approximate welder settings, then using the old
crossmember adjust the welder to create a proper weld bead. See Frame and Bumpers/Frame
Specifications.
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Fig. 17: WELDING LOCATIONS
9. Install the crossmember and locate using threedimensional measuring equipment.
10. When proper, tackweld crossmember securely in position (1).
11. Complete weld installation of crossmember ensuring proper weld penetration.
12. Clean welded area of any burned coatings or spatter.
13. Apply refinish materials to exterior of crossmember and side rails (2) to restore appearance and corrosion
protection.
14. Apply inner panel anticorrosion material inside crossmember.
15. Install the rear body mount fasteners and tighten all fasteners. Refer to Body/Exterior/ISOLATOR,
Body Installation .
16. Install hitch receiver/tow hook. See Frame and Bumpers/Frame/HITCH, Trailer Installation.
17. Install bumper components. See Frame and Bumpers/Bumpers/BUMPER, Rear Installation.
WELD NUT SERVICE
Fig. 18: SERVICE LOCATIONS
1 THREE M10 FUEL VAPOR CANISTER ACCESS HOLES LOCATED ON TOP OF
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CROSSMEMBER NUTS CROSSMEMBERS
2 TWO M12 TRANSMISSION SKID PLATE ACCESS HOLES LOCATED ON INSIDE OF
CROSSMEMBER NUTS FRAME RAILS
3 M12 FUEL TANK CROSSMEMBER NUTS ACCESS HOLES LOCATED ON TOP OF
(SWB has 2, LWB has 3) CROSSMEMBERS
ACCESS HOLES LOCATED ON OUTSIDE OF
4 M12 FUEL TANK FRAME RAIL NUTS
FRAME RAIL
ACCESS HOLES LOCATED ON THE
5 TWO M10 REAR STABILIZER NUTS
OUTSIDE OF FRAME RAILS
6 FOUR M10 STANDARD REAR BUMPER
ACCESS THROUGH REAR OF FRAME RAILS
BRACKET NUTS
Vapor Canister
Fig. 19: TYPE 1 NUT
M10 Locations:
Vapor Canister (1)
M12 Locations:
Fuel Tank Crossmember (3)
NOTE: Refer to ( Fig. 18) for service locations.
1. Using a cut off wheel or equivalent, remove the vapor canister support bolt with the damaged weld nut.
2. Remove the damaged weld nut from the access hole in the top of the crossmember (1).
3. Position a new M10 type 1 nut into the access hole and install the vapor canister bolt. Refer to Emissions
Control/Evaporative Emissions/CANISTER, Vapor Installation .
Fuel Tank
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Fig. 20: TYPE 1 NUT
M10 Locations:
Vapor Canister (1)
M12 Locations:
Fuel Tank Crossmember (3)
1. Using a cut off wheel or equivalent, remove the fuel tank support bolt with the damaged weld nut.
2. If necessary remove the damaged weld nut from the access hole in the top of the crossmember (3).
3. If necessary remove the damaged weld nut from the access hole in the frame rail (4).
4. If necessary, position a new M12 type 1 nut into the access hole in the crossmember (3) and install the
fuel tank bolt. Refer to Fuel System/Fuel Delivery/TANK, Fuel Installation .
Fig. 21: TYPE 2 NUT
M10 Locations:
Stabilizer bar (5)
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M12 Locations:
Fuel Tank Frame Rail (4)
Transmission Skid Plate (2)
5. If necessary, position a new M12 type 2 nut into the access hole in the frame rail (4) and install the fuel
tank bolt.
Rear Bumper Bracket
1. Remove the rear bumper. See Frame and Bumpers/Bumpers/BUMPER, Rear Removal.
2. Using a cut off wheel or equivalent, remove the rear bumper support bracket bolt (4) with the damaged
weld nut.
3. Remove the damaged weld nut from the rear of the frame rail.
4. Install a standard M10 nut into the end of the frame rail using a box end wrench and install the bracket
bolt.
5. Tighten the bolt to 55 N.m (40.5 ft. lbs.).
6. Install the rear bumper. See Frame and Bumpers/Bumpers/BUMPER, Rear Installation.
Rear Stabilizer Bar
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Fig. 23: TYPE 2 NUT
M10 Locations:
Stabilizer bar (5)
M12 Locations:
1. Using a cut off wheel or equivalent, remove the rear stabilizer bolt with the damaged weld nut.
2. Remove the damaged weld nut from the access hole in the in the frame rail (5).
3. Position a new M10 type 2 nut into access hole in the frame rail and install the stabilizer bar bolt. Refer
to Rear Suspension/STABILIZER BAR, Rear Suspension Installation .
Transmission Skid Plate
Fig. 24: TYPE 2 NUT
M10 Locations:
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Stabilizer bar (5)
M12 Locations:
NOTE: Refer to ( . Fig. 18) for service locations.
1. Using a cut off wheel or equivalent, remove the transmission skid plate bolt with the damaged weld nut.
2. Remove the damaged weld nut from the access hole in the frame rail (2).
3. Position a new M12 type 2 nut into the access hole in the frame rail and install the skid plate bolt. See
Frame and Bumpers/Under Body Protection/PLATE, Skid Installation
SPECIFICATIONS
FRAME DIMENSIONS
Frame dimensions are listed in metric scale. All dimensions are from center to center of Principle Locating
Point (PLP), or from center to center of PLP and fastener location.
VEHICLE PREPARATION
Position the vehicle on a level work surface. Using screw or bottle jacks, adjust the vehicle PLP heights to the
specified dimension above a level work surface. Vertical dimensions can be taken from the work surface to the
locations indicated were applicable.
Index
DESCRIPTION FIGURE
PLAN VIEW TWO DOOR JK ONLY Fig. 25
SIDE VIEW TWO DOOR JK ONLY Fig. 26
PLAN VIEW FOUR DOOR JK ONLY Fig. 27
SIDE VIEW FOUR DOOR JK ONLY Fig. 28
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Fig. 25: PLAN VIEW TWO DOOR JK ONLY
Fig. 26: SIDE VIEW TWO DOOR JK ONLY
Fig. 27: PLAN VIEW TWO AND FOUR DOOR J8
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Fig. 28: SIDE VIEW TWO AND FOUR DOOR J8
WELD PROCESS
CAUTION: All welds should conform to the Chrysler LLC vehicle engineering process
standard PS 9472.
WELDING PARAMETERS
WELDING GAS METAL ARC SHIELDED METAL ARC
FLUX CORED ARC
PROCESS (MIG)* (STICK)
Material 3.7 mm to 4.2 mm 3.7 mm to 4.2 mm 3.7 mm to 4.2 mm
Thickness
Electrode Type Lincoln Electrical Co. Product #: AWS ER70S6 ** AWS E 7018
NR211 MP (Do Not Substitute)
(Do Not Substitute)
Electrodes Size 045 Tubular 035 Solid 3/32"
Inches
Electrode Stick 3/8" 1/2" 1/2" 5/8" N/A
Out
Polarity Electrode "" Electrode "+" Electrode "+"
Work Piece "+" Work Piece "" Work Piece ""
Shielding Gas Self Shielded 75% Ar Self Shielded
25% CO2
Gas Flow Rate N/A 25 35 CFM N/A
Wire Feed Speed 110 130 Vertical Down 245 250 Vertical N/A
(inches per 70 90 Flat AND Overhead Down
minute) 210 225 Flat AND
Overhead
Approximate Amperage
Vertical 110 130 175 85 (3/32" Diameter)
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Flat AND 70 90 155 90 (3/32" Diameter)
Overhead
Voltage 15 18 19 20 N/A
Direction of Welding
Vertical Vertical Down Hill (only) Vertical Down Hill Vertical Up Hill (only)
(only)
Flat AND Flat Push or Drag Flat Push or Drag Flat Drag
Overhead
*First choice Gas Metal Arc Welding Process: Butt joints apply two layers (passes) of weld metal. First
pass should only fill approximately 1/2 the thickness. Vertical position welds maintain electrode wire at
leading edge of weld puddle while traveling down hill to produce maximum penetration into the sleeve. These
techniques work for FCAW as well.
**E7018 new electrodes may be exposed to the atmosphere for up to ten hours with no harmful effect.
Reconditioning schedules should come from the manufacturer.
CROSSMEMBER, TRANSMISSION
Removal
REMOVAL
Fig. 29: SKID PLATES
1 TRANSMISSION SKID PLATE
2 TRANSFER CASE SKID PLATE CROSSMEMBER BOLTS 65 N.m (48 ft. lbs.)
3 TRANSFER CASE SKID PLATE SUPPORT BRACE BOLTS 65 N.m (48 ft. lbs.)
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4 TRANSFER CASE SKID PLATE
5 TRANSMISSION SKID PLATE CROSSMEMBER BOLT 65 N.m (48 ft. lbs.)
6 TRANSMISSION SKID PLATE CROSSMEMBER 65 N.m (48 ft. lbs.)
7 CROSSMEMBER
1. Remove the transmission skid plate (1). See Frame and Bumpers/Under Body Protection/PLATE,
Skid Removal
2. Remove the transfercase skid plate (4). See Frame and Bumpers/Under Body Protection/PLATE,
Skid Removal
Fig. 30: LEFT SIDE
3. Remove the left side bolts (1).
Fig. 31: RIGHT SIDE
4. Remove the fuel tank skid plate bolts (2).
5. Remove the right side bolts (1) and remove the crossmember (3).
Installation
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INSTALLATION
Fig. 32: LEFT SIDE
1. Install the crossmember (2) and install the bolts (1).
Fig. 33: RIGHT SIDE
2. Install the right side bolts (1) and tighten all four crossmember bolts to 122 N.m (90 ft. lbs.).
3. Install the fuel tank skid plate bolts (2) and tighten to 99 N.m (73 ft. lbs.).
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7 CROSSMEMBER
4. Install the transmission skid plate (1). See Frame and Bumpers/Under Body Protection/PLATE, Skid
Installation
5. Install the transfer case skid plate (4). See Frame and Bumpers/Under Body Protection/PLATE, Skid
Installation
HITCH, TRAILER
Removal
REMOVAL
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Fig. 35: HITCH 1
1. Separate the wire harness (2) from the trailer hitch (1).
Fig. 36: HITCH 2
2. Remove the trailer hitch bolts (1) and remove the hitch (2).
Installation
INSTALLATION
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Fig. 37: HITCH 2
1. Install the hitch (2) and install the bolts (1).
2. Tighten the bolts to 81 N.m (60 ft. lbs.)
Fig. 38: HITCH 1
3. Install the wire harness connector (2) onto the hitch (1).
HOOK(S), TOW
Description
DESCRIPTION
CAUTION: 1580 of 4937

HOOK(S), TOW, EMERGENCY
Description
DESCRIPTION
UNDER BODY PROTECTION
PLATE, SKID, FUEL TANK
Removal
REMOVAL
1. Remove the fuel tank. Refer to Fuel System/Fuel Delivery/TANK, Fuel Removal .
Installation
INSTALLATION
1. Install the fuel tank. Refer to Fuel System/Fuel Delivery/TANK, Fuel Installation .
PLATE, SKID, TRANSFER CASE
Removal
REMOVAL
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7 CROSSMEMBER
2. Remove the crossmember bolts (2).
3. Remove the bracket bolts (3) and remove the transfercase skid plate (4).
Installation
INSTALLATION
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7 CROSSMEMBER
1. Install the skid plate (4).
2. Install the bracket bolts (3) and tighten to 65 N.m (48 ft. lbs.).
3. Install the crossmember bolts (2) and tighten to 65 N.m (48 ft. lbs.).
PLATE, SKID, TRANSMISSION
Removal
REMOVAL
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7 CROSSMEMBER
2. Remove the crossmember bolt (5).
3. Remove the skid plate support crossmember bolts (6) and remove the transmission skid plate (1).
Installation
INSTALLATION
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7 CROSSMEMBER
1. Install the skid plate (1).
2. Install the support crossmember bolts (6) and tighten to 65 N.m (48 ft. lbs.).
3. Install the crossmember bolts (5) and tighten to 65 N.m (48 ft. lbs.).
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Heated Glass Service Information Wrangler
DESCRIPTION
DESCRIPTION
CAUTION: Grid lines can be damaged or scraped off with sharp instruments. Care should
be taken when cleaning or removing foreign materials, decals or stickers from
the rear glass. Normal glass cleaning solvents or hot water used with soft
toweling is recommended.
Fig. 1: EBL Glass
The rear window defogger system, also known as electric backlight (EBL), consists of two vertical bus bars (1)
linked by a series of grid lines (2) fired onto the inside surface of the rear window (3).
The EBL system is turned on or off by a switch located in the A/Cheater control at the center of the instrument
panel. See Electrical/Heated Glass/SWITCH, Defogger Description.
OPERATION
OPERATION
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Fig. 2: A/CHeater Control
When equipped, the Electric Back Light (EBL) system is controlled by a momentary switch (2) located in the
A/Cheater control (1) in the instrument panel. When the rear window defogger switch is pressed to ON with
the ignition switch in RUN, the Cabin Compartment Node (CCN) sends a request signal over the Controller
Area Network (CAN) IHS Bus to the Totally Integrated Power Module (TIPM) to energize the internal EBL
high side driver. When energized, the EBL high side driver provides battery current to the rear window
defogger grid lines. The grid lines heat the glass to help clear the rear window surface of fog or frost.
An amber indicator (3) in the rear window defogger switch will illuminate to indicate when the EBL system is
ON.
NOTE: The EBL system turns off automatically after 10 minutes of initial operation.
Each following activation cycle of the EBL system will last 5 minutes.
The EBL system will be automatically turned off after an initial programmed time interval of about 10 minutes
as long as the ignition switch is in RUN. After the initial time interval has expired, if the rear window defogger
switch is pressed to ON again during the same ignition cycle, the EBL system will automatically turn off after
about 5 minutes. The EBL system will also turn off if the ignition switch is turned to any position other than
RUN or by manually pressing the rear window defogger switch a second time.
Repair of the rear window defogger grid lines, bus bars, terminals or pigtail wires can be accomplished using
the MoparÂ® Rear Window Defogger Repair Kit (Part Number 04549275) or equivalent. See Electrical
Heated/Cooled Systems/Heated Glass/GRID, Defogger Standard Procedure.
The EBL control system is diagnosed using a scan tool. Refer to DTCBased Diagnostics/NODE, Cabin
Compartment (CCN) Diagnosis and Testing .
ELECTRIC BACK LIGHT (EBL) SYSTEM
NOTE: Illumination of the defogger switch indicator lamp does not necessarily mean
that electrical current is reaching the rear window glass heating grid.
NOTE: See appropriate Wiring Information for circuit descriptions and diagrams.
Operation of the EBL system can be confirmed by the following:
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Fig. 3: Typical EBL Grid Test
NOTE: Typical heated rear window glass shown in illustration.
1. Use a scan tool and check for Diagnostic Trouble Codes (DTCs) related to the rear window defogger
switch, Cabin Compartment Node (CCN) and the Totally Integrated Power Module (TIPM). If no DTCs
are found, go to 2. If any DTCs are found, repair as required, then proceed to 2.
2. Turn the ignition switch to RUN. Set the rear window defogger switch to ON. Rear window defogger
operation can be checked by feeling the surfaces of the rear window glass. A distinct difference in
temperature between the grid lines (5) and the adjacent clear glass should be detected within three to four
minutes of operation.
3. If a temperature difference is not detected, use a 12volt DC voltmeter and contact the rear glass heating
grid terminal A (1) with the negative lead, and terminal B (2) with the positive lead. The voltmeter
should read battery voltage. If the voltmeter does not read battery voltage, check the following:
Confirm the ignition switch is in RUN.
Confirm the rear window defogger switch is ON.
Confirm the EBL feed wire (3) is connected to the heating grid positive terminal and that there is
continuity between the TIPM and the heating grid.
Confirm the EBL ground wire (6) is connected to the heating grid negative terminal and that there
is continuity to ground.
4. If broken defogger grid lines or bus bars are suspected, use a 12volt DC voltmeter and contact terminal
A with the negative lead and each rear glass heating grid line at its midpoint C (4) with the positive lead.
The voltmeter should read approximately 6 volts at each grid line midpoint. If the voltmeter does not
read approximately 6 volts, repair the open grid line(s) or bus bar(s). See Electrical/Heated
Glass/GRID, Defogger Standard Procedure.
5. If the EBL system operation has been verified but the rear window defogger indicator does not
illuminate, replace the A/Cheater control. Refer to Heating and Air
GRID, DEFOGGER, REAR
STANDARD PROCEDURE
GRID LINE AND TERMINAL REPAIR
WARNING: Materials contained in the Repair Kit (Part Number 04549275) may cause skin or
eye irritation. The kit contains epoxy resin and amine type hardener, which are
harmful if swallowed. Avoid contact with the skin and eyes. For skin contact,
wash the affected areas with soap and water. For contact with the eyes, flush
with plenty of water. Do not take internally. If taken internally, induce vomiting
and call a physician immediately. Use with adequate ventilation. Do not use
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near fire or flame. Contains flammable solvents. Keep out of the reach of
children. Failure to follow these instructions may result in serious or fatal
injury.
Repair of the rear glass heating grid lines, bus bars, terminals or pigtail wires can be accomplished using the
MoparÂ® Rear Window Defogger Repair Kit (Part Number 04549275) or equivalent.
Fig. 4: Grid Line Repair Typical
1. Mask the repair area with masking tape (3) so that the conductive epoxy can be applied neatly. Extend the
epoxy application onto the grid line (2) or the bus bar on each side of the break (1).
2. Follow the instructions in the repair kit for preparing the damaged area.
3. Remove the package separator clamp and mix the two conductive epoxy components thoroughly within
the packaging. Fold the package in half and cut the center corner to dispense the epoxy.
4. Apply the epoxy through the slit in the masking tape or template. Overlap both ends of the break by at
least 19 millimeters (0.75 inch).
5. 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 bus bar. Apply a thin layer of epoxy to the area where the terminal or
pigtail wire was fastened and onto the adjacent grid line.
6. Apply a thin layer of conductive epoxy to the terminal or bare wire end of the pigtail and place it in the
proper location on the bus bar. To prevent the terminal or pigtail wire from moving while the epoxy is
curing, it must be wedged or clamped.
7. Carefully remove the masking tape or template.
CAUTION: Do not allow the glass surface to exceed 204Â° C (400Â° F) when using a
heat gun, or the glass may fracture.
8. Allow the epoxy to cure 24 hours at room temperature or carefully use a heat gun for 15 minutes. When
using a heat gun, hold it approximately 25.4 centimeters (10 inches) from the repair and do not allow the
glass surface to exceed 204Â° C (400Â° F).
9. After the conductive epoxy is properly cured, remove the wedge or clamp from the terminal or pigtail
wire.
10. Connect the wire harness leads to the grid terminals or pigtail wires and verify EBL operation.
SWITCH, DEFOGGER, REAR
DESCRIPTION
DESCRIPTION
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The switch (2) for the rear window defogger (EBL) system is located in the A/Cheater control (1) in the
instrument panel. When the rear window defogger switch is pressed to ON, the amber indicator (3) in the
switch illuminates and a request signal is sent to the totally integrated power module (TIPM) to operate the
EBL system.
When the EBL high side driver in the TIPM is energized, current is directed to the rear defogger grid lines to
heat the glass to help clear the surface of fog or frost.
OPERATION
OPERATION
An amber indicator illuminates when the rear window defogger switch is activated. When activated, the Cabin
Compartment Node (CCN) sends a request signal to the Totally Integrated Power Module (TIPM) to energize
the internal Electric Back Light (EBL) (rear window defogger) high side driver to provide battery current to the
rear window defogger grid lines.
NOTE: The EBL system turns off automatically after 10 minutes of initial operation.
Each following activation cycle of the EBL system will last 5 minutes.
The EBL system will be automatically turned off after an initial programmed time interval of about 10 minutes
as long as the ignition switch is in RUN. After the initial time interval has expired, if the rear window defogger
switch is pressed to ON again during the same ignition cycle, the EBL system will automatically turn off after
about 5 minutes. The EBL system will also turn off if the ignition switch is turned to any position other than
RUN or by manually pressing the rear window defogger switch a second time.
The rear window defogger switch is diagnosed using a scan tool. Refer to DTCBased Diagnostics/NODE,
Cabin Compartment (CCN) Diagnosis and Testing .
The rear window defogger switch and indicator lamp cannot be adjusted or repaired and the A/Cheater control
must be replaced if found inoperative or damaged. Refer to Heating and Air
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Back To Article
Horn System Service Information Wrangler
DESCRIPTION
DESCRIPTION
The horn system features one lownote horn unit. The horn system uses a nonswitched source of battery
current so that the system will remain functional, regardless of the ignition switch position. The horn system
includes the following components:
Clockspring
Horn
Horn relay
Horn switch
OPERATION
OPERATION
The horn system operates on battery current received through a fuse in the Totally Integrated Power Module
(TIPM). The horn system circuit is designed so that the system will remain operational, regardless of the
ignition switch position.
HORN
HORN
For complete circuit diagrams, refer to the appropriate wiring information.
1. Disconnect the wire harness connectors from the horn connector receptacles. Measure the resistance
between the ground circuit cavity of the horns wire harness connectors and a good ground. There should
be continuity. If OK, go to 2. If not OK, repair the open ground circuit to ground as required.
2. Check for battery voltage at the horn relay output circuit cavity of the horns wire harness connectors.
There should be zero volts. If OK, go to 3. If not OK, repair the shorted horn relay output circuit or
replace the faulty horn relay as required.
3. Depress the horn switch. There should now be battery voltage at the horn relay output circuit cavity of
the horns wire harness connectors. If OK, replace the faulty horns. If not OK, repair the open horn relay
output circuit to the horn relay as required.
REMOVAL
REMOVAL
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Fig. 1: View Of Horn & Mounting Bracket
2. Disconnect the wire harness connector from the horn.
3. Remove the screw that secures the horn and mounting bracket.
4. Remove the horn and mounting bracket.
INSTALLATION
INSTALLATION
Fig. 2: View Of Horn & Mounting Bracket
1. Install the horn to the mounting bracket.
2. Install the horn and bracket mounting fastener.
SWITCH, HORN
DESCRIPTION
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DESCRIPTION
A centerblow, normally open, resistive membranetype horn switch is secured in a plastic tray that is inserted
in a pocket sewn on the front of the driver side airbag retainer strap. The horn switch is concealed behind the
driver side airbag module trim cover.
The steering wheel and steering column must be properly grounded in order for the horn switch to function
properly. The horn switch and plastic tray are serviced as a unit. If the horn switch is damaged or faulty, or if
the driver side airbag is deployed, the horn switch and tray must be replaced as a unit.
OPERATION
OPERATION
When the center area of the driver side airbag trim cover is depressed, the electrically conductive grids on the
facing surfaces of the horn switch membranes contact each other, closing the switch circuit. The completed
horn switch circuit provides a ground for the control coil side of the horn relay, which activates the relay. When
the horn switch is released, the resistive tension of the convex membrane separates the two electrically
conductive grids and opens the switch circuit.
HORN SWITCH
WARNING: On vehicles equipped with airbags, refer to SERVICE INFORMATION before
attempting any steering wheel, steering column, or instrument panel
1. Disconnect and isolate the battery negative cable. Remove the steering column opening cover from the
instrument panel.
2. Check for continuity between the metal steering column jacket and a good ground. There should be
continuity. If OK, go to 3. If not OK, refer to COLUMN for proper installation of the steering column.
3. Remove the driver side airbag module from the steering wheel. Disconnect the horn switch wire harness
connectors from the driver side airbag module.
4. Remove the horn fuse from the Totally Integrated Power Module (TIPM). 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 5. If not OK, repair the shorted horn relay control circuit to the horn relay
in the TIPM as required.
5. Check for continuity between the steering column half of the horn switch feed wire harness connector
and the horn relay control circuit cavity for the horn relay in the TIPM. There should be continuity. If
OK, go to 6. If not OK, repair the open horn relay control circuit to the horn relay in the TIPM as
required.
6. Check for continuity between the horn switch feed wire and the horn switch ground wire on the driver
side airbag module. There should be no continuity. If OK, go to 7. If not OK, replace the faulty horn
switch.
7. Depress the center of the driver side airbag module trim cover and check for continuity between the horn
switch feed wire and the horn switch ground wire on the driver side airbag module. There should now be
continuity. If not OK, replace the faulty horn switch.
REMOVAL
REMOVAL
WARNING:
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On vehicles equipped with airbags, refer to SERVICE INFORMATION
before attempting any steering wheel, steering column, or instrument
panel component diagnosis or service. Failure to take the proper
precautions could result in accidental airbag deployment and possible
personal injury.
The horn switch is integral to the driver side airbag module. 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 accidental,
incomplete, or improper airbag deployment and possible occupant
injuries.
Fig. 3: View Of Horn Switches
2. Remove the trim cover from the driver side airbag. Refer to Restraints/AIR BAG, Driver Removal .
3. Remove the mounting fasteners.
5. Remove horn switches by gently rocking the switch side to side while pulling outwards.
INSTALLATION
INSTALLATION
WARNING:
On vehicles equipped with airbags, refer to SERVICE INFORMATION
before attempting any steering wheel, steering column, or instrument
panel component diagnosis or service. Failure to take the proper
precautions could result in accidental airbag deployment and possible
personal injury.
The horn switch is integral to the driver side airbag module. 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 accidental,
incomplete, or improper airbag deployment and possible occupant
injuries.
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Fig. 4: View Of Horn Switches
1. Install the horn switches.
3. Install the trim cover onto the driver side airbag. Refer to Restraints/AIR BAG, Driver Installation
for the procedure.
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Back To Article
Instrument Cluster Service Information Wrangler
DESCRIPTION
DESCRIPTION
Fig. 1: Identifying Instrument Cluster
The instrument cluster (2), located in the instrument panel above the steering column is only visible through an
opening in the cluster bezel (1). The main body of the instrument cluster, including the mounts and the
electrical connections, are concealed within the instrument panel behind the cluster bezel. The instrument
cluster for this vehicle also includes the hardware and software necessary to serve as the electronic body control
module known as the Cab Compartment Node or (CCN).
Besides analog gauges and indicators, the instrument cluster incorporates one of two available bluegreen
digital Vacuum Fluorescent Display (VFD) units. The standard VFD unit is for displaying odometer
information, automatic transmission gear selector position (PRNDL), and several other indicators. The optional
display unit is a Compass and Mini Trip Computer (CMTC) and is discussed elsewhere in this service
information. For more information on the CMTC. Refer to Electrical/Message Center/MODULE, Compass
and MiniTrip Computer Description
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Fig. 2: Exploded View Of Instrument Cluster
The instrument cluster gauges and Light Emitting Diode (LED) indicators, are visible through a dedicated
opening in the instrument panel behind the cluster bezel, and are protected by a clear plastic cluster lens (5).
Just behind the cluster lens is the cluster hood and integral mask (3). The hood, serves as a visor and shields the
face of the cluster from ambient light and reflections to reduce glare, while the cluster mask serves to separate
and define the individual gauges from the indicator areas and trims the outside perimeter of the cluster overlay.
The mask is constructed of black molded plastic, and is sometimes painted silver on vehicles with certain
optional trim packages. The hood and mask, as well as the cluster lens are secured through integral latch
features that secure it to the outer perimeter of the cluster housing (2). The hood and mask unit also has two
integral mounting tabs on the lower corners that combine with the tabs integral to the cluster housing to secure
the bottom of the CCN to the molded plastic instrument panel cluster carrier, with two fasteners.
The rear of the cluster housing and the CCN electronic circuitry are protected by a molded white plastic rear
cover (1), which is also secured to the cluster housing by integral latch features. The rear cover includes
clearance holes for the four CCN connector receptacles. The connector receptacles on the back of the CCN
electronic circuit board connect the unit to the vehicle's electrical system through four electrical take outs from
the instrument panel wire harness.
Sandwiched between the rear cover and the lens and hood unit is the cluster housing. The molded white plastic
cluster housing serves as the carrier for the instrument cluster circuitry, the cluster gauge set, the indicator
LED's, the VFD display units as well as an audible tone transducer and general cluster illumination LED's. The
standard equipment molded black plastic odometer/trip odometer switch button as well as the optional CMTC
display switch button extend from the face of the cluster housing through dedicated holes in the cluster mask
and the cluster lens adjacent to their respective VFD units. A black rubber boot (4) seals each switch button to
the clearance hole in the lens.
The cluster overlay is a laminated plastic unit. The dark, visible, outer surface of the overlay is marked with all
of the gauge dial faces and graduations, but this layer is also translucent. The darkness of this outer layer
prevents the cluster from appearing cluttered or busy by concealing the cluster indicators that are not
illuminated, while the translucence of this layer allows those indicators and icons that are illuminated to be
readily visible. The underlying layer of the overlay is opaque and allows light from the indicator LED's to be
visible through the outer layer of the overlay through predetermined stencillike cutouts. Openings in the
overlay at the base of the speedometer and tachometer dial faces have smoked clear lenses through which the
illuminated VFD units can be viewed.
Several versions of the CCN module are offered on this vehicle. These versions accommodate all of the
variations of optional equipment and regulatory requirements for the various markets in which the vehicle is
offered. The microprocessorbased CCN utilizes integrated circuitry and information carried on the Controller
Area Network (CAN) data bus and the Local Interface Network (LIN) data bus along with several hard wired
analog and multiplexed inputs to monitor sensors and switches throughout the vehicle. In response to those
inputs, the internal circuitry and programming of the CCN allow it to control and integrate many electronic
functions and features of the vehicle through both hard wired outputs and the transmission of electronic
message outputs to other electronic modules in the vehicle over the CAN and LIN data busses. Refer to
Electrical/Electronic Control Modules/COMMUNICATION Description for more information on the
CAN and LIN data busses.
VEHICLE SYSTEMS SUPPORT
Besides typical instrument cluster gauge and indicator support, the electronic functions and features that the
CCN supports or controls include the following:
A/C Select and Evaporator Probe Support The CCN monitors hard wired inputs from the A/C select
switch and evaporator temperature sensor inputs, then transmits electronic A/C clutch request messages
over the CAN data bus when appropriate to support the A/C clutch control feature.
Audible Warnings The CCN electronic circuit board is equipped with an audible tone transducer and
programming that allows it to provide various audible alerts to the vehicle operator. These alerts include
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single chime tones and continuous slow or fast tones. An electromechanical relay is also soldered onto
the circuit board to produce audible clicks that are used to emulate the sound of a conventional turn signal
or hazard warning flasher.
Compass MiniTrip Computer Display Support The CCN provides support for each of the functions
and features of the CompassMiniTrip Computer (CMTC) display. This includes support for the
compass, thermometer, trip computer and the switch inputs that are used to control and configure many
of the displays. This also includes display arbitrator programming, which controls the priorities,
sequences, and transition of information that is displayed in the CMTC display, particularly when
multiple display requests are received simultaneously.
Electric Backlight Support The CCN monitors Electric Backlight (EBL) switch hard wired inputs
from the air conditionerheater control, then transmits the appropriate electronic EBL request messages
over the CAN data bus to support the EBL function.
Enhanced Accident Response Support The CCN monitors inputs from the Occupant Restraint
Controller (ORC) and the Powertrain Control Module (PCM) to automatically turn ON the interior
lighting after an airbag deployment event, 10 seconds after the vehicle speed is zero. The interior lighting
remains illuminated until the key is removed from the ignition switch lock cylinder, at which time the
interior lighting returns to normal operation and control. These Enhanced Accident Response System
(EARS) features are each dependent upon a functional vehicle electrical system following the vehicle
impact event.
Exterior Lighting Switch Support The CCN monitors electronic exterior lighting switch , and turn
signal switch status messages from the Steering Control Module (SCM) on the steering column over the
LIN data bus and transmits the appropriate electronic exterior lighting and turn signal request
messages to the Totally Integrated Power Module (TIPM) over the CAN data bus to support the exterior
lighting functions.
Four Wheel Drive (4WD) Lock Switch Support The CCN monitors a hard wired input from the 4WD
Lock switch on the center floor console then transmits the appropriate electronic 4WD Lock request and
Unlock request messages to the Totally Integrated Power Module (TIPM) over the CAN data bus to
support the 4WD Lock mode functions.
Horn Switch Support The CCN receives a hard wired input from the horn switch on the steering wheel
then provides electronic horn request messages over the CAN data bus to support the horn function.
Interior Lamp Load Shedding The CCN provides a battery saver feature which will automatically
turn OFF all interior lamps if they remain ON after a timed interval of about ten minutes.
Interior Lighting Control The CCN monitors electronic messages and hard wired inputs from the
interior lighting switch, the door ajar switches, the liftgate ajar switch, the reading lamp switches, and the
Wireless Control Module (WCM) to provide courtesy lamp control. This includes support for timed
illuminated entry with theaterstyle fadetoOFF and courtesy illumination DEFEAT features.
Local Interface Network Master Module The CCN is the master module for the LIN data bus. In this
role it gathers information from the compass sensor, the Heated Seat Module (HSM), the instrument
panel switch pod and the SCM, then either acts on that information directly or places electronic messages
on the CAN data bus for use by other modules
Panel Lamps Dimming Control The CCN monitors electronic dimming level messages received from
the panel lamps dimmer switch input to the SCM over the LIN data bus, then provides both a hard wired
12volt PulseWidth Modulated (PWM) output and electronic message outputs over the LIN data bus that
synchronizes the dimming level of all panel lamps dimmer controlled lamps with that of the cluster
general illumination lighting.
Wiper and Washer Switch Support The CCN monitors electronic wiper switch and washer switch
status messages from the SCM on the steering column over the LIN data bus and transmits the
appropriate electronic wiper and washer request messages to the TIPM over the CAN data bus to
support the wiper and washer system functions, including the headlampson with wipers programmable
feature.
VACUUMFLUORESCENT DISPLAYS
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The VacuumFluorescent Display (VFD) (25) (34) units are soldered to the CCN electronic circuit board. Both
the standard one located below the tachometer and the optional Compass MiniTrip Computer (CMTC) display
located below the speedometer are fixed segment displays.
The odometer and trip odometer information are stored in the instrument cluster memory. This information can
be increased when the proper inputs are provided to the instrument cluster, but the information cannot be
decreased. The odometer can display values up to 999,999 kilometers (999,999 miles). The odometer latches at
these values, and will not roll over to zero. The trip odometer can display values up to 999.9 kilometers (999.9
miles) before it rolls over to zero.
The odometer display does not show leading zeroes, does not have a decimal point and will not show values
less than a full unit (kilometer or mile). The unit of measure (km or miles ) for the odometer display is not
shown in the VFD. The unit of measure for the instrument cluster odometer/trip odometer is selected at the time
that it is manufactured, and cannot be changed.
The illumination intensity of the VFD units is controlled by the CCN circuitry based upon electronic dimming
level messages received over the Controller Area Network (CAN) data bus indicating the exterior lighting is
turned ON and the dimming level selected using the panel dimmer function of the control sleeve on the control
stalk of the left (lighting) multifunction switch. The illumination intensity of the CCN VFD units is
synchronized with that of other display units in the vehicle by sending the same electronic dimming level
message inputs to all electronic modules in the vehicle over the CAN or Local Interface Network (LIN) data
bus. However, on domestic market vehicles only, if the Tire Pressure Monitor (TPM) indicator or Malfunction
Indicator Lamp (MIL) is active, the odometer VFD will illuminate at full daytime brightness until both the
TPM indicator and the MIL are extinguished.
During daylight hours (exterior lamps are OFF) the odometer VFD is illuminated at full brightness for clear
visibility. At night (exterior lamps are ON), the VFD lighting level is adjusted with the other cluster general
illumination lamps using the panel lamps dimmer function of the interior lighting control sleeve on the left
multifunction switch control stalk. However, a PARADE mode position of the control sleeve allows the VFD
to be illuminated at full brightness if the exterior lamps are turned ON during daylight hours. On vehicles
manufactured for domestic markets, the odometer VFD is also illuminated at full brightness whenever the MIL
indicator is illuminated, and cannot be dimmed until the MIL indicator is extinguished.
The odometer VFD unit has several display capabilities including odometer, trip odometer A and B, gear
selector indication (PRNDL) for vehicles with an automatic transmission, several warning or reminder
indications, and various diagnostic information when certain fault conditions exist. On vehicles not equipped
with the optional CMTC, the odometer display toggles to an outside temperature display following Trip B. The
CMTC VFD unit displays numerous warning or reminder textual messages, all CMTC data including compass,
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temperature, trip computer, the customer programmable features interface and various diagnostic information
when certain fault conditions exist. An odometer/trip odometer switch and a CMTC display switch on the CCN
circuit board are used to control many of the display modes of the VFD units. These switches are actuated
manually by depressing the odometer/trip odometer or CMTC push button that extends through the lower edge
of the cluster lens, adjacent to the VFD that it controls.
The instrument cluster gauges, indicators, VFD units, as well as the cluster illumination are all integral
components of the CCN and its electronic circuit board. If any part of the internal working components of the
instrument cluster become damaged or ineffective, the entire instrument cluster assembly must be replaced. The
cluster lens and the cluster hood and mask unit are the only components of the instrument cluster assembly that
can be serviced separately.
OPERATION
OPERATION
The instrument cluster in this vehicle also includes the hardware and software necessary to serve as the
electronic body control module and is referred to as the Cab Compartment Node or (CCN). The following
information deals primarily with the instrument cluster functions of this unit. Additional details of the
electronic body control functions of this unit may be found within the service information for the system or
component that the CCN controls. For example: Additional details of the audible warning functions of the CCN
are found within the Chime/Buzzer service information.
The instrument cluster display is designed to allow the vehicle operator to monitor the conditions of many of
the vehicle components and operating systems. The gauges and indicators in the cluster display provide
valuable information about the various standard and optional powertrains, fuel and emissions systems, cooling
systems, lighting systems, safety systems and many other convenience items. The instrument cluster is installed
in the instrument panel so that all of these monitors can be easily viewed by the vehicle operator when driving,
while still allowing relative ease of access for service.
The microprocessorbased CCN hardware and software uses various inputs to control the gauges and indicators
visible on the face of the cluster. Some of these inputs are hard wired, but most are in the form of electronic
messages that are transmitted by other electronic modules over the Controller Area Network (CAN) data bus or
the Local Interface Network (LIN) data bus. The CCN is the master node for the LIN data bus. Refer to
Electrical/Electronic Control Modules/COMMUNICATION Operation .
The CCN microprocessor smooths the input data using algorithms to provide gauge readings that are accurate,
stable and responsive to operating conditions. These algorithms are designed to provide gauge readings during
normal operation that are consistent with customer expectations. However, when abnormal conditions exist
such as high coolant temperature, the algorithm can drive the gauge pointer to an extreme position and the
microprocessor can sound a chime through the onboard audible tone transducer to provide distinct visual and
audible indications of a problem to the vehicle operator. The CCN may also produce audible warnings for other
electronic modules in the vehicle based upon electronic tone request messages received over the CAN or LIN
data bus. Each audible warning is intended to provide the vehicle operator with an audible alert to supplement a
visual indication.
The CCN circuitry operates on battery current received through a fused B(+) fuse on a nonswitched fused B(+)
circuit, and on battery current received through a fused ignition switch output (runstart) fuse on a fused
ignition switch output (runstart) circuit. This arrangement allows the CCN to provide some features regardless
of the ignition switch position, while other features will operate only with the ignition switch in the ON or
START positions. The CCN circuitry is grounded through a ground circuit and take out of the instrument panel
wire harness with an eyelet terminal connector that is secured by a ground screw to a ground location on the
instrument panel structural support.
The CCN also has a selfdiagnostic test capability, which will test each of the CAN or LIN bus message
controlled functions of the cluster by lighting the appropriate indicators, positioning the gauge needles at
several predetermined calibration points across the gauge faces, and illuminating all segments of the Vacuum
Fluorescent Display (VFD) units. See Electrical/Instrument Cluster Diagnosis and Testing.
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VACUUMFLUORESCENT DISPLAYS
With the ignition switch in the OFF or ACCESSORY positions the VacuumFluorescent Display (VFD)
displays are activated and the total odometer information is displayed when the driver door is opened (Rental
Car Mode) and are deactivated when the driver door is closed. Otherwise, both display units are active when the
ignition switch is in the ON or START positions, and inactive when the ignition switch is in the OFF or
ACCESSORY positions. The CCN circuitry controls the VFD and provides the following features:
Odometer/Trip Odometer Display Toggling Actuating the odometer/trip odometer push button
momentarily with the ignition switch in the ON position will toggle the odometer VFD between the
odometer and trip odometer modes. Depressing the odometer/trip odometer push button for about two
seconds while the VFD is in the trip odometer mode will reset the trip odometer value to zero. Holding
the odometer/trip odometer push button depressed while turning the ignition switch from the OFF
position to the ON position will initiate the instrument cluster selfdiagnostic test. See
Electrical/Instrument Cluster Diagnosis and Testing for additional details. The CCN microprocessor
remembers which odometer display mode is active when the ignition switch is turned to the OFF
position, and returns the display to that mode when the ignition switch is turned ON again
Trip Odometer Reset When the trip odometer reset switch button is pressed and held for longer than
about two seconds with the ignition switch in the ON or START positions, the trip odometer will be reset
to 0.0 kilometers (miles). The VFD must be displaying the trip odometer information in order for the trip
odometer information to be reset.
GasCap Message Display On vehicles manufactured with a United States country code, each time the
cluster receives an electronic message from the PCM indicating a monitored leak in the evaporative
emissions system, the cluster replaces the displayed odometer/trip odometer value with the textual
message, gascap . This message serves as a reminder to the vehicle operator to check that the gas cap is
properly installed and tightened, but could also indicate another source of air leakage in the onboard
evaporative and vapor recovery emissions systems. Unless the leak is corrected, this message will latch
and remain displayed during the current and each subsequent ignition cycle until the trip odometer reset
button is pressed and released momentarily, which will revert the display to the odometer/trip odometer
information that was last displayed for the remainder of that ignition cycle. Once the source of a leak has
been corrected, either momentarily pressing the trip odometer reset button or cycling the ignition switch
will unlatch the message and return the odometer/trip odometer to normal operation.
Communication Error If the cluster fails to receive an electronic distance message during normal
operation, it will hold and display the last data received until the ignition switch is turned to the OFF
position. If the cluster does not receive a distance message within one second after the ignition switch is
turned to the ON position, it will display the last distance value stored in the cluster memory. If the
cluster is unable to display odometer information due to an error internal to the cluster, the VFD will
display error .
The PCM continually monitors the vehicle speed pulse information received from the wheel speed sensors, then
sends the proper messages to the CCN. For proper diagnosis of the wheel speed sensors, the PCM, the CCN,
the CAN data bus or the electronic communication related to odometer/trip odometer operation a diagnostic
scan tool is required. Refer to the appropriate diagnostic information.
Proper testing of the CAN or LIN data bus message inputs to the CCN that control some of the VFD functions
CLUSTER ILLUMINATION
The CCN has several Light Emitting Diode (LED) units that provide cluster back lighting whenever the
exterior lighting is turned ON. The illumination intensity of these LED units is adjusted when the panel lamps
dimmer function of the control sleeve on the control stalk of the left (lighting) multifunction switch is rotated
to one of six available minor detent positions. The CCN monitors an electronic dimming level message input
received over the LIN data bus from the Steering Control Module (SCM) to determine the selected lighting
level. In response to that input, the CCN electronic circuitry converts a fused 12volt input it receives on a hard
wired panel lamps dimmer switch signal circuit into a 12volt Pulse Width Modulated (PWM) output.
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The CCN uses this PWM output to control the illumination intensity of the cluster general illumination lighting
and the VFD units on the CCN circuit board, then provides a synchronized PWM output on various hard wired
fused panel lamps dimmer switch signal circuits to control and synchronize the illumination intensity of other
incandescent illumination lamps in the vehicle. The CCN also transmits electronic dimming level messages
over the CAN and LIN data bus to other electronic modules in the vehicle to control and synchronize the
illumination intensity of their display units within instrument cluster.
The hard wired panel lamps dimmer outputs from the CCN may be diagnosed using conventional diagnostic
tools and procedures. Proper testing of the PWM processing of the CCN and the electronic dimming level
messages received by the CCN over the LIN data bus requires the use of a diagnostic scan tool. Refer to the
INSTRUMENT CLUSTER
If all of the instrument cluster gauges and indicators are ineffective, be certain to check the instrument cluster
fused B(+) fuse and the instrument cluster fused B(+) and ground circuits for shorts or opens. Refer to the
appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector
repair procedures, details of wire harness routing and retention, connector pinout information and location
views for the various wire harness connectors, splices and grounds.
If an individual hard wired gauge or indicator is ineffective, refer to the diagnosis and testing service
information for that specific gauge or indicator. If an individual Controller Area Network (CAN) or Local
Interface Network (LIN) data bus messagecontrolled gauge or indicator is ineffective, perform the Actuator
Test as follows:
CAUTION: Instrument clusters used in this vehicle automatically configure themselves for
compatibility with the features and optional equipment in the vehicle in which
they are initially installed. The instrument cluster is programmed to do this by
embedding the Vehicle Identification Number (VIN) and other information
critical to proper cluster operation into electronic memory. This embedded
information is learned through electronic messages received from other
electronic modules in the vehicle over the Controller Area Network (CAN) data
bus, and through certain hard wired inputs received when the cluster is
connected to the vehicle electrically. Once configured, the instrument cluster
memory may be irreparably damaged and certain irreversible configuration
errors may occur if the cluster is connected electrically to another vehicle; or, if
an electronic module from another vehicle is connected that provides data to
the instrument cluster (including odometer values) that conflicts with that
which was previously learned and stored. Therefore, the practice of exchanging
(swapping) instrument clusters and other electronic modules in this vehicle
with those removed from another vehicle must always be avoided. Failure to
observe this caution may result in instrument cluster damage, which is not
reimbursable under the terms of the product warranty. Service replacement
instrument clusters are provided with the correct VIN, and the certified
odometer and engine hours values embedded into cluster memory, but will
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otherwise be automatically configured for compatibility with the features and
optional equipment in the vehicle in which they are initially installed.
NOTE: Certain indicators in this instrument cluster are automatically configured. This
feature allows those indicators to be activated or deactivated for compatibility
with certain optional equipment. If the problem being diagnosed involves
improper illumination of the cruise indicator, the electronic throttle control
indicator, the fog lamp indicator, any of the fourwheel drive indicators, the
transmission overtemp indicator, the security indicator or the gear selector
indicator, disconnect and isolate the battery negative cable. After about five
minutes, reconnect the battery negative cable and turn the ignition switch to
the ON position. The instrument cluster should automatically relearn the
equipment in the vehicle and properly configure the configurable indicators
accordingly.
SELF TEST
The selfdiagnostic test will put the instrument cluster into its selfdiagnostic mode. In this mode the instrument
cluster can perform a selfdiagnostic test that will confirm that the Cab Compartment Node (CCN) circuitry, the
gauges and the indicators are capable of operating as designed. During the test the CCN circuitry will position
each of the gauge needles at various calibration points, illuminate each of the segments in the Vacuum
Fluorescent Display (VFD) units, and turn all of the indicators ON and OFF again.
Successful completion of the self test will confirm that the instrument cluster is operational. However, there
may still be a problem with the Controller Area Network (CAN) data bus or Local Interface Network (LIN)
data bus, the Powertrain Control Module (PCM), the Totally Integrated Power Module (TIPM), the Controller
Antilock Brake (CAB), the AllWheel Drive Control Module (AWDCM), the Occupant Restraint Controller
(ORC), the compass module, the Wireless Control Module (WCM), or the inputs to one of these electronic
control modules. Use a diagnostic scan tool to diagnose these components. Refer to the appropriate diagnostic
information.
1. Begin the test with the ignition switch in the OFF position.
2. Depress the odometer/trip odometer switch button.
3. While still holding the odometer/trip odometer switch button depressed, turn the ignition switch to the
ON position, but do not start the engine.
4. Release the odometer/trip odometer switch button.
5. The instrument cluster will simultaneously begin to illuminate all of the operational segments in the VFD
units, and perform a bulb check of each operational LED indicator. The VFD segments and LED
indicators remain illuminated as each gauge needle is swept to several calibration points and back. If a
VFD segment or an LED indicator fails to illuminate, or if a gauge needle fails to sweep through the
calibration points and back during this test, the instrument cluster must be replaced.
6. The self test is now completed. The instrument cluster will automatically exit the selfdiagnostic mode
and return to normal operation at the completion of the test. The self test will be aborted if the ignition
switch is turned to the OFF position, or if an electronic vehicle speed message indicating that the vehicle
is moving is received over the CAN data bus during the test.
7. Go back to 1 to repeat the test, if necessary.
REMOVAL
REMOVAL
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CLUSTER ASSEMBLY
Fig. 4: Removing/Installing Instrument Cluster
2. Remove the cluster bezel from the instrument panel. Refer to Body/Instrument Panel/BEZEL,
Instrument Cluster Removal .
3. Remove the four screws (3) that secure the instrument cluster (1) to the instrument panel armature (2).
4. Pull the top of the instrument cluster rearward far enough to access and disconnect the instrument panel
wire harness connectors from the connector receptacles on the back of the cluster housing.
5. Remove the instrument cluster from the instrument panel.
CLUSTER LENS
1. Working around the perimeter of the cluster, disengage each of the nine integral latch features that secure
the cluster lens (5) to the cluster hood and mask unit (3) and to the cluster housing (2).
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2. Remove the lens from the face of the cluster hood and mask unit.
INSTALLATION
INSTALLATION
CLUSTER ASSEMBLY
Fig. 6: Removing/Installing Instrument Cluster
1. Position the instrument cluster (1) close enough to the instrument panel to reconnect the instrument panel
wire harness connectors to the connector receptacles on the back of the cluster housing.
2. Position the instrument cluster mounting tabs to the mounting holes in the instrument panel armature (2).
3. Install and tighten the four screws (3) that secure the mounting tabs of the instrument cluster. Tighten the
screws to 2 N.m (17 in. lbs.).
4. Reinstall the cluster bezel onto the instrument panel. Refer to Body/Instrument Panel/BEZEL,
Instrument Cluster Installation .
NOTE: Certain indicators in this instrument cluster are automatically configured.
This feature allows those indicators to be activated or deactivated for
compatibility with certain optional equipment. If a problem is noted that
involves improper illumination of an indicator, disconnect and isolate the
battery negative cable. After about five minutes, reconnect the battery
negative cable and turn the ignition switch to the ON position. The
instrument cluster should automatically relearn the equipment in the
vehicle and properly configure the configurable indicators accordingly.
CLUSTER LENS
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1. Position the cluster lens (5) over the face of the cluster hood and mask unit (3). Be certain that the rubber
boots (4) for the odometer/trip odometer switch and reconfigurable display switch push buttons are
installed in the clearance holes in the lens, and that the push buttons are engaged into the boots.
2. Working around the perimeter of the cluster, press the lens over the face of the hood and mask until each
of the nine integral latch features is fully engaged in the receptacles of the hood and mask or the cluster
housing (2).
3. Reinstall the instrument cluster onto the instrument panel. 1.
STANDARD PROCEDURE
ENHANCED SEATBELT REMINDER PROGRAMMING
The seatbelt indicator also includes a programmable enhanced seatbelt reminder or BELTMINDER feature that
is enabled when the vehicle is shipped from the factory. This BELTMINDER feature provides extended and
modified visual seatbelt indicator and audible chime warning responses to an unbuckled driver side front seat
belt. The BELTMINDER feature may be disabled or enabled by the customer using the programming sequence
that follows, or by the dealer using a diagnostic scan tool.
CUSTOMER PROGRAMMING SEQUENCE
NOTE: The following sequence of events must occur within 60 seconds of the ignition
switch being placed in the ON position in order for the programming to be
completed successfully.
1. With all doors closed and the ignition switch in any position except ON or START, buckle the driver side
front seat belt.
2. Turn the ignition switch to the ON position and wait for the seatbelt indicator reminder function to
conclude (about six seconds).
3. Unbuckle and buckle the driver side front seat belt three or more times, ending with the belt buckled.
4. Turn the ignition switch to any position except ON or START to toggle the BELTMINDER feature from
its current setting (from active to inactive, or from inactive to active). A single chime tone will provide an
audible confirmation that the programming sequence has been successfully completed.
GAUGE PACK, INSTRUMENT CLUSTER
DESCRIPTION
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DESCRIPTION
The instrument cluster assembly houses 4 analog gauges and has provisions for up to 25 International Control
and Display Symbol icon indicators. See Electrical/Instrument Cluster/INDICATORS, Instrument Cluster
Description that are all controlled by the Cab Compartment Node (CCN) and standard on all models. The
gauge graphics are white and gray against a black field except for a single red graduation at the high end of the
gauge scale on both the engine temperature and fuel level gauges, and several red graduations at the high end of
the gauge scale on the tachometer that designate the red line area, making them clearly visible within the
instrument cluster in daylight. When illuminated by the cluster illumination lighting, the white and gray text
and graphics as well as the red graphics still appear the same, the red gauge needles have internal optical
illumination. Gauge illumination is provided by dimmer controlled Light Emitting Diode (LED) units soldered
onto the CCN circuit board. The Gauge set and indicators shown above are an integrated part of the CCN,
therefore are only serviced as a unit with the instrument cluster. The cluster lens and the cluster hood and mask
unit are the only components of the instrument cluster assembly that can be serviced separately
The instrument cluster includes the following analog gauges:
Engine Temperature Gauge (23)
Fuel Gauge (36)
Speedometer (5)
Tachometer (16)
ENGINE TEMPERATURE
The standard equipment engine temperature gauge is located on the right side of the instrument cluster, just to
the right and below the tachometer. The gauge consists of a movable gauge needle or pointer controlled by the
CCN circuitry and a fixed 90 degree gauge scale on the cluster overlay that reads lefttoright from C (or Cold)
to H (or Hot). An International Control and Display Symbol icon for Engine Coolant Temperature is located
on the cluster overlay, directly above the hub of the gauge needle. Refer to Vehicle Data/Vehicle
Information/International Vehicle Control and Display Symbols Description for more information.
FUEL LEVEL
A fuel gauge is standard equipment on all instrument clusters. This gauge is located on the left side of the
instrument cluster, just to the left and below the speedometer. Similar to the engine temperature gauge, the fuel
level gauge consists of a movable gauge needle or pointer controlled by the CCN circuitry and a fixed 90
degree gauge scale on the cluster overlay that reads lefttoright from E (or Empty) to F (or Full). The
International Control and Display Symbol icon for Fuel is located on the cluster overlay, directly above the hub
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of the gauge needle. An arrowhead pointed to the left side of the vehicle is imprinted on the cluster overlay next
to the Fuel icon on the gauge to provide the driver with a reminder as to the location of the fuel filler access.
SPEEDOMETER
Standard equipment on all instrument clusters, the speedometer is located to the left of center in the instrument
cluster, between the tachometer and the fuel gauge. The speedometer consists of a movable gauge needle or
pointer controlled by the instrument cluster circuitry and a fixed 185 degree primary scale on the gauge dial
face that reads lefttoright either from 0 to 100 or 110 mph, or from 0 to 200 km/h, depending upon the market
for which the vehicle is manufactured.
Each version also has a secondary inner scale on the gauge dial face that provides the equivalent opposite units
from the primary scale. Text appearing on the cluster overlay above the hub of the speedometer needle and
below the primary scale abbreviates the unit of measure for the primary scale (either MPH or km/h ), and text
above the hub of the speedometer needle and below the secondary scale indicates the unit of measure for that
scale.
TACHOMETER
The standard equipment tachometer is located to the right of center in the instrument cluster, between the
speedometer and the coolant temperature gauge. The tachometer consists of a movable gauge needle or pointer
controlled by the instrument cluster circuitry and a fixed 185 degree scale on the gauge dial face that reads left
toright either from 0 to 7 for vehicles with a gasoline engine, or from 0 to 5 for vehicles with a diesel engine.
The text RPM X 1000 imprinted on the cluster overlay directly above the hub of the tachometer needle
identifies that each number on the tachometer scale is to be multiplied by 1000 rpm.
OPERATION
OPERATION
GAUGES
All gauges receive battery current through the Cab Compartment Node (CCN) circuitry only when the ignition
switch is in the ON or START positions. With the ignition switch in the OFF position battery current is not
supplied to any gauges, and the CCN circuitry is programmed to move all of the gauge needles back to the low
end of their respective scales. Therefore, the gauges do not accurately indicate any vehicle condition unless the
ignition switch is in the ON or START positions.
All of the CCN gauges are driven by stepper motors. Two fixed electromagnetic coils are located within each
gauge. These coils are wrapped at right angles to each other around a movable permanent magnet. The movable
magnet is suspended within the coils on one end of a pivot shaft, while the gauge needle is attached to the other
end of the shaft. One of the coils has a fixed current flowing through it to maintain a constant magnetic field
strength. Current flow through the second coil changes, which causes changes in its magnetic field strength.
The current flowing through the second coil is changed by the CCN circuitry in response to messages received
over the CAN data bus. The gauge needle moves as the movable permanent magnet aligns itself to the changing
magnetic fields created around it by the electromagnets.
ENGINE TEMPERATURE
This gauge is controlled by the CCN circuit board based upon programming and electronic messages received
from the Powertrain Control Module (PCM) over the CAN data bus.
The engine coolant temperature gauge is a stepper motor gauge that receives battery current on the CCN
electronic circuit board through the fused ignition switch output (runstart) circuit whenever the ignition switch
is in the ON or START positions. The CCN is programmed to move the gauge needle back to the low end of the
scale after the ignition switch is turned to the Off position. The CCN circuitry controls the gauge needle
position and provides the following features:
Engine Temperature Message Each time the CCN receives an electronic engine temperature
message from the PCM indicating the temperature is between the low end of normal [about 41 Â°C (105
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Â°F) for gasoline engines, or about 28 Â°C (82 Â°F) for diesel engines] and the high end of normal
[about 124 Â°C (255 Â°F) for gasoline engines, or about 118 Â°C (244 Â°F) for diesel engines], the
gauge needle is moved to the actual relative temperature position on the gauge scale.
Engine Temperature Low Message Each time the CCN receives an electronic engine temperature
message from the PCM indicating the temperature is low [at or below about 40 Â°C (104 Â°F) for
gasoline engines, or about 27 Â°C (81 Â°F) for diesel engines], the gauge needle is held below the
graduation on the far left end of the gauge scale. The gauge needle remains below the low end of the
gauge scale until the CCN receives a message from the PCM indicating that the temperature is above the
low end of normal, or until the ignition switch is turned to the OFF position, whichever occurs first.
Engine Temperature High or Critical Message Each time the CCN receives an electronic engine
temperature message from the PCM indicating the temperature is high [at or above about 127 Â°C (261
Â°F) for gasoline engines, or about 118 Â°C (244 Â°F) for diesel engines], the gauge needle is moved to
the red graduation at the high end of the gauge scale, the engine temperature indicator is illuminated and
a single chime tone is sounded. The gauge needle remains at the red graduation and the engine
temperature indicator remains illuminated until the CCN receives a message from the PCM indicating
that the temperature is below about 124 Â°C (255 Â°F) for gasoline engines, or about 115 Â°C (239 Â
°F) for diesel engines, or until the ignition switch is turned to the OFF position, whichever occurs first.
The chime tone feature will only repeat during the same ignition cycle if the engine temperature indicator
is cycled OFF and then ON again by the appropriate messages from the PCM.
Communication Error If the CCN fails to receive an engine temperature message, it will hold the
gauge needle at the last indication for about five seconds or until the ignition switch is turned to the OFF
position, whichever occurs first. After five seconds, the CCN will move the gauge needle to the low end
of the gauge scale.
The PCM continually monitors the engine coolant temperature sensor to determine the engine operating
temperature. The PCM then sends the proper engine coolant temperature messages to the CCN. For further
diagnosis of the engine coolant temperature gauge or the CCN circuitry that controls the gauge. See
Electrical/Instrument Cluster Diagnosis and Testing. If the CCN turns on the engine temperature indicator
due to a high engine temperature gauge reading, it may indicate that the engine or the engine cooling system
requires service. The engine coolant temperature gauge is serviced as a unit with the instrument cluster.
FUEL GAUGE
The fuel gauge gives an indication to the vehicle operator of the level of fuel in the fuel tank. This gauge is
controlled by the CCN circuit board based upon programming and a hard wired input received from the fuel
level sending unit on the fuel pump module in the fuel tank.
The fuel gauge is a stepper motor design gauge that receives battery current on the CCN electronic circuit board
through the fused ignition switch output (runstart) circuit whenever the ignition switch is in the On or Start
positions. The CCN is programmed to move the gauge needle back to the low end of the scale after the ignition
switch is turned to the Off position. The CCN circuitry controls the gauge needle position and provides the
following features:
Fuel Level Message The TIPM provides a constant current source to the fuel level sending unit and
monitors a return input on a fuel level sense circuit. The resistance through the fuel level sending unit
increases as the fuel level rises and decreases as the fuel level falls causing changes in the fuel level sense
input voltage. The TIPM then sends the appropriate electronic fuel level messages to the CCN. The CCN
programming applies an algorithm to calculate the proper fuel gauge needle position based upon the fuel
level message input, then moves the gauge needle to the proper relative position on the gauge scale. This
algorithm is used to dampen gauge needle movement against the negative effect that fuel sloshing within
the fuel tank can have on accurate inputs from the fuel tank sending unit to the TIPM.
Less Than 11 Percent Tank Full Message Each time the fuel level message to the CCN indicates the
fuel tank is about 11 percent full or less for 10 consecutive seconds and the vehicle speed is zero, or for
60 consecutive seconds and the vehicle speed is greater than zero, the gauge needle is moved to about the
onesixteenth graduation on the gauge scale, the low fuel indicator is illuminated, and a single chime tone
is sounded. The low fuel indicator remains illuminated until the fuel level message indicates that the fuel
tank is greater than about 14 percent full for 10 consecutive seconds and the vehicle speed is zero, or for
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60 consecutive seconds and the vehicle speed is greater than zero, or until the ignition switch is turned to
the OFF position, whichever occurs first. The chime tone feature will only repeat during the same
ignition cycle if the low fuel indicator is cycled OFF and then ON again by the appropriate messages
from the TIPM.
Less Than Empty Stop Message Each time the CCN receives a fuel level message indicating the fuel
level in the fuel tank is less than the E (or Empty) gauge needle stop position for five consecutive
seconds, the gauge needle is moved to the low end of the gauge scale and the low fuel indicator is
illuminated immediately. This input would indicate that the fuel level sense input to the TIPM is a short
circuit.
More Than Full Stop Message Each time the CCN receives a fuel level message indicating the fuel
level in the fuel tank is more than the F (or Full) gauge needle stop position for five consecutive seconds,
the gauge needle is moved to the low end of the gauge scale and the low fuel indicator is illuminated
immediately. This input would indicate that the fuel level sense input to the TIPM is an open circuit.
The CCN continually monitors the fuel tank sending unit to determine the level of fuel in the fuel tank. The
CCN then sends the proper fuel level messages to other electronic modules in the vehicle over the CAN data
bus. For further diagnosis of the fuel gauge or the CCN circuitry that controls the gauge. See
Electrical/Instrument Cluster Diagnosis and Testing. The fuel gauge is serviced as a unit with the
instrument cluster.
SPEEDOMETER
The speedometer gives an indication to the vehicle operator of the vehicle road speed. This gauge is controlled
by the CCN circuit board based upon programming and electronic messages received from the Totally
Integrated Power Module (TIPM). The TIPM is provided the vehicle speed information across the CAN data
bus by either the PCM, the ESP module or the ABS module.
The CCN circuitry controls the gauge needle position and provides the following features:
Vehicle Speed Message Each time the CCN receives an electronic vehicle speed message from the
PCM it will calculate the correct vehicle speed reading and position the gauge needle at that relative
speed position on the gauge scale. The CCN will receive a new message and reposition the gauge pointer
accordingly about every 88 milliseconds. The gauge needle will continually be positioned at the relative
vehicle speed position on the gauge scale until the vehicle stops moving, or until the ignition switch is
turned to the OFF position, whichever occurs first.
Communication Error If the CCN fails to receive a speed message, it will hold the gauge needle at the
last indication for about three seconds, or until the ignition switch is turned to the OFF position,
whichever occurs first. After three seconds, the gauge needle will return to the left end of the gauge scale.
The PCM continually monitors the vehicle speed sensor to determine the vehicle road speed. The PCM then
sends the proper vehicle speed messages to the CCN. For further diagnosis of the speedometer or the CCN
circuitry that controls the gauge. See Electrical/Instrument Cluster Diagnosis and Testing. The
speedometer is serviced as a unit with the instrument cluster.
TACHOMETER
The tachometer gives an indication to the vehicle operator of the engine speed. This gauge is controlled by the
CCN circuit board based upon programming and electronic messages received from the PCM over the CAN
data bus.
The tachometer is a stepper motor design gauge that receives battery current on the CCN electronic circuit
board through the fused ignition switch output (runstart) circuit whenever the ignition switch is in the ON or
START positions. The CCN is programmed to move the gauge needle back to the low end of the scale after the
ignition switch is turned to the OFF position. The CCN circuitry controls the gauge needle position and
provides the following features:
Engine Speed Message Each time the CCN receives an electronic engine speed message from the
PCM it will calculate the correct engine speed reading and position the gauge needle at that relative speed
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position on the gauge scale. The CCN will receive a new message and reposition the gauge pointer
accordingly about every 88 milliseconds. The gauge needle will continually be repositioned at the
relative engine speed position on the gauge scale until the engine stops running, or until the ignition
switch is turned to the OFF position, whichever occurs first.
Communication Error If the CCN fails to receive a speed message, it will hold the gauge needle at the
last indication for about three seconds, or until the ignition switch is turned to the OFF position,
whichever occurs first. After three seconds, the gauge needle will return to the left end of the gauge scale.
The PCM continually monitors the crankshaft position sensor to determine the engine speed. The PCM then
sends the proper engine speed messages to the CCN. The tachometer is serviced as a unit with the instrument
cluster.
The gauges are diagnosed using the CCN selfdiagnostic test. See Electrical/Instrument Cluster Diagnosis
and Testing. Proper testing of the CAN data bus and the electronic data bus message inputs to the CCN that
control each gauge require the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.
INDICATORS, INSTRUMENT CLUSTER
DESCRIPTION
DESCRIPTION
NOTE: The Electronic Stability Control (ESC) may also be referred to as Electronic
Stability Program (ESP) depending on the vehicle model year and
configuration. Certain components may also reference ESP, ESC, or use the
traction control symbol.
The instrument cluster assembly has provisions for up to 25 International Control and Display Symbol icon
indicators and 4 analog gauges. See Electrical/Instrument Cluster/GAUGE PACK, Instrument Cluster
Description that are all controlled by the Cab Compartment Node (CCN) and standard on all models. Some of
the indicators are automatically configured when the CCN is connected to the vehicle's electrical system for
compatibility with certain optional equipment or equipment required for regulatory purposes in certain markets.
While each instrument cluster may have provisions for indicators to support every available option, the
configurable indicators will not function in vehicles that do not have the equipment that an indicator supports.
The instrument cluster includes provisions for the following indicators:
Airbag Indicator (14)
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Ajar Indicators text in odometer display (25) for doors and swing gate
Antilock Brake System (ABS) Indicator (13)
Brake Indicator (11) text only for U.S. market, icon only for markets outside U.S.
Change Oil Indicator textual message in odometer display (25) on all domestic market vehicles and
only BUX market vehicles equipped with a 2.8L diesel engine and an optional diesel particulate filter
Charging Indicator (1)
Cruise Indicator (17)
Electronic Stability Program (ESP)/Brake Assist System (BAS) Indicator (33)
Electronic Throttle Control (ETC) Indicator (32)
Engine Coolant Temperature Indicator (20)
FourWheel Drive (4WD) Indicator (18) with optional fourwheel drive system only on domestic
market vehicles. On export market vehicles, this indicator is located on the right side of the cluster
overlay near the top, above the engine coolant temperature gauge.
FourWheel Drive Lock (Off Road) Indicator (26) Not Used
Front Axle Lock Indicator (9) with optional axle lockers only
Front Fog Lamp Indicator (3) with optional front fog lamps only
Front Sway Bar Disconnect Indicator (31) with optional electronic sway bar disconnect only
Fuel Saver Indicator (ECO /ECOon) (25) textual message in Compass MiniTrip Computer (CMTC)
display.
Gas Cap Indicator textual message in odometer display (25)
Gear Selector Indicator (15) with automatic transmission only
High Beam Indicator (10)
Low Fuel Indicator (4)
Low Oil Pressure Indicator (8)
Malfunction Indicator Lamp (MIL) (27) only on domestic market vehicles. On export market
vehicles, this indicator is located on the right side of the cluster overlay near the top, above the engine
coolant temperature gauge.
No Bus Indicator textual message in odometer display (25)
No Fuse Indicator textual message in odometer display (25)
Overdrive Off Indicator (28) with automatic transmission only
Rear Axle Lock Indicator (12) with optional axle lockers only
Rear Fog Lamp Indicator (21) in markets where rear fog lamps are available only
Seat Belt Indicator (7)
Security Indicator (22)
Tire Pressure Monitor (TPM) Indicator (19)
Traction Control/Electronic Stability Program (ESP) Indicator (29)
Turn Signal (Right and Left) Indicators (6)
WaitToStart Indicator (30) with diesel engine only
WaterInFuel Indicator (2) with diesel engine only
The instrument cluster also includes the following Vacuum Florescent Display (VFD) units:
Compass MiniTrip Computer Display (34) includes Push Button (35).
Odometer Display (25) includes Cruise indicator (17), Gear Selector indicator (15), Malfunction
Indicator Lamp (MIL) (27) (domestic market vehicles only), Off Road indicator (26) (Not Used), Push
Buttons (24), Tire Pressure Monitor (TPM) indicator (19) and 4WD indicator (18) (domestic market
vehicles only).
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For more information on the International Control and Display Symbol icons. Refer to Vehicle Data/Vehicle
Information/International Vehicle Control and Display Symbols Description .
Each indicator in the instrument cluster, except those located within a VFD unit, is illuminated by a dedicated
Light Emitting Diode (LED) that is soldered onto the CCN electronic circuit board. Cluster illumination is
accomplished by several dimmable LED units, which illuminate each of the gauge dial faces for visibility when
the exterior lighting is turned ON. These LED units as well as the CCN module are serviced only as a complete
unit with the instrument cluster and, if damaged or ineffective, the entire instrument cluster assembly must be
replaced. The cluster lens and the cluster hood and mask unit are the only components of the instrument cluster
assembly that can be serviced separately.
OPERATION
OPERATION
INDICATORS
Indicators are located in various positions within the instrument cluster and are all connected to the Cab
Compartment Node (CCN) electronic circuit board. All the indicators are completely controlled by the CCN
microprocessor. The various indicators are controlled by different strategies; some receive fused ignition switch
output from the CCN circuitry and have a switched ground, while others are grounded through the CCN
circuitry and have a switched battery feed. However, most are controlled by Controller Area Network (CAN) or
Local Interface Network (LIN) data bus messages from other electronic modules in the vehicle but some are
controlled by a combination of hardwired inputs, electronic messaging and CCN programming. If the CCN
loses CAN data bus communication, the CCN circuitry will automatically turn ON the Malfunction Indicator
Lamp (MIL) until CAN data bus communication is restored.
The blue/green indicators located within the Vacuum Florescent Display (VFD) unit will dim accordingly with
the instrument panel dimming. The red indicators within the VFD are at a fixed intensity. The cruise and 4WD
indicators located within the odometer VFD unit are dimmable. All other indicators are illuminated at a fixed
intensity, which is not affected by the selected illumination intensity of the instrument cluster general
illumination Light Emitting Diode (LED) units. The illumination intensity of the dimmable indicators is
synchronized with that of the general illumination lighting.
In addition, certain indicators in this instrument cluster are automatically or selfconfigured. This feature allows
the configurable indicators to be enabled by the CCN circuitry for compatibility with certain optional
equipment. These indicators are enabled or disabled by an electronic configuration message sent to the CCN
by the Totally Integrated Power Module (TIPM). The TIPM defaults for the Antilock Brake System (ABS),
and the airbag indicator's are enabled, and these configuration settings must be programmatically disabled in
the TIPM using a diagnostic scan tool for vehicles that do not have this equipment. The automatically or self
configured indicators remain latent in each CCN at all times and will be active only when the CCN receives the
appropriate CAN or LIN bus message inputs for that optional system or equipment.
Below are brief explanations of the indicators available on this vehicle. More detailed information may be
available elsewhere in this service information under the module or system sections that control or influence the
illumination of an indicator located within the instrument cluster or the VFD display's. For information on
diagnosis and testing of the indicators. See Electrical/Instrument Cluster Diagnosis and Testing. The
indicators, VFD displays as well as the gauges are only serviceable with the instrument cluster as an assembly.
The cluster lens and hood and mask assembly are the only components serviceable separate of the instrument
cluster.
ABS INDICATOR
The ABS indicator gives an indication to the vehicle operator when the ABS system is faulty or inoperative.
This indicator is controlled by a low side driver on the CCN circuit board based upon programming and
electronic messages received by the CCN from the Controller Antilock Brake (CAB) over the Controller Area
Network (CAN) data bus. The CCN will illuminate the ABS indicator for about three seconds each time the
ignition is turned to the ON position, during the bulb test.
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The ABS indicator Light Emitting Diode (LED) is completely controlled by the CCN logic circuit, and that
logic will only allow this indicator to operate when the instrument cluster receives a battery current input on the
fused ignition switch output (runstart) circuit. Therefore, the LED will always be off when the ignition switch
is in any position except ON or START. The LED only illuminates when it is provided a path to ground by the
CCN transistor. The CCN will also illuminate the ABS indicator for the following reasons:
ABS LampON Message Each time the CCN a lampon message from the CAB, the ABS indicator
will be illuminated. The indicator remains illuminated until the CCN receives a lampoff message from
the CAB, or until the ignition switch is turned to the OFF position, whichever occurs first.
Communication Error If the CCN receives no lampon or lampoff messages from the CAB for five
consecutive message cycles, the ABS indicator is illuminated. The indicator remains illuminated until a
valid message from the CAB is received, or until the ignition switch is turned to the OFF position,
whichever occurs first.
ABS Diagnostic Test The ABS indicator is blinked on and off by lampon and lampoff messages from
the CAB during the performance of the ABS diagnostic tests.
The CAB continually monitors the ABS circuits and sensors to decide whether the system is in good operating
condition. The CAB then sends the proper lampon or lampoff messages to the CCN. If the CAB sends a lamp
on message after the bulb test, it indicates that the CAB has detected a system malfunction and/or that the ABS
system has become inoperative. The CAB will store a Diagnostic Trouble Code (DTC) for any malfunction it
detects. Each time the ABS indicator fails to light due to an open or short in the cluster ABS indicator circuit,
the cluster sends a message notifying the CAB of the condition, then the instrument cluster and the CAB will
each store a DTC.
AIRBAG INDICATOR
The airbag indicator gives an indication to the vehicle operator when the airbag system is faulty or inoperative.
The airbag indicator is controlled by a transistor on the CCN circuit board based upon programming and
electronic messages received from the Occupant Restraint Controller (ORC) over the CAN data bus. Based on
messages received from the ORC, the CCN will illuminate the airbag indicator for about six seconds each time
the ignition is turned to the ON position, during the bulb test.
The airbag indicator LED is completely controlled by the CCN logic circuit, and that logic will only allow this
indicator to operate when the instrument cluster receives a battery current input on the fused ignition switch
output (runstart) circuit. Therefore, the LED will always be off when the ignition switch is in any position
except ON or START. The LED only illuminates when it is provided a path to ground by the CCN transistor.
The CCN will also illuminate the airbag indicator for the following reasons:
ORC LampON Message Each time the CCN receives a lampon message from the ORC, the airbag
indicator will be illuminated. The indicator remains illuminated for about twelve seconds or until a lamp
off message from the ORC is received, whichever is longer.
Communication Error If the CCN receives no airbag messages for ten consecutive message cycles,
the airbag indicator is illuminated. The indicator remains illuminated until the CCN receives a single
lampoff message from the ORC.
The ORC continually monitors the airbag system circuits and sensors to decide whether the system is in good
operating condition. The ORC then sends the proper lampon or lampoff messages to the CCN. If the ORC
sends a lampon message after the bulb test, it indicates that the ORC has detected a system malfunction and/or
that the airbags and seat belt tensioners may not deploy when required, or may deploy when not required. The
ORC will store a DTC for any malfunction it detects. Each time the airbag indicator fails to illuminate due to an
open or short in the CCN airbag indicator circuit, the CCN sends a message notifying the ORC of the condition,
the CCN and the ORC will each store a DTC, and the seat belt indicator will flash on and off as a backup to
notify the vehicle operator.
AXLE LOCK INDICATORS
The axle lock indicators gives an indication to the vehicle operator when the locking mechanism in the front or
rear axles, if equipped with the optional offroad package are engaged. This indicator is controlled by a
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transistor on the CCN circuit board based upon programming and electronic messages received from the Totally
Integrated Power Module (TIPM) over the CAN data bus
The front axle lock indicator LED is completely controlled by the CCN logic circuit, and that logic will only
allow this indicator to operate when the instrument cluster receives a battery current input on the fused ignition
switch output (runstart) circuit. Therefore, the LED will always be OFF when the ignition switch is in any
position except ON or START. The LED only illuminates when it is provided a path to ground by the
instrument cluster transistor. The CCN will illuminate either the front axle or rear lock indicators for the
following reasons:
Front Axle Lock Indicator LampON Message Each time the cluster receives an electronic front axle
lock lampON message from the TIPM, the indicator will be illuminated. The indicator remains
illuminated until the cluster receives a lampOFF message from the TIPM, or until the ignition switch is
Rear Axle Lock Indicator LampON Message Each time the cluster receives an electronic rear axle
lock lampON message from the TIPM, the indicator will be illuminated. The indicator remains
illuminated until the cluster receives a lampOFF message from the TIPM, or until the ignition switch is
The TIPM continually monitors an input from the front axle lock solenoid to determine the status of the front
axle lock mechanism. The TIPM then sends the proper lampON or lampOFF message to the CCN.
BRAKE/PARK BRAKE INDICATOR
The brake indicator gives an indication to the vehicle operator when the parking brake is applied, when there
are certain brake hydraulic system malfunctions as indicated by a low brake hydraulic fluid level condition, or
when the brake fluid level switch is disconnected. The brake indicator can also give an indication when certain
faults are detected in the ABS. This indicator is controlled by a transistor on the CCN circuit board based upon
programming, electronic messages received from the CAB over the CAN data bus, and a hardwired input from
the park brake switch. The CCN will illuminate the brake indicator for about three seconds each time the
The brake indicator LED is completely controlled by the CCN logic circuit, and that logic will only allow this
The CCN will also illuminate the brake indicator for the following reasons:
Brake LampON Message Each time the CCN receives a lampon message from the CAB, the brake
indicator will be illuminated. The CAB can also send brake lampon messages as feedback during ABS
diagnostic procedures. The indicator remains illuminated until the a lampoff message from the CAB is
received, or until the ignition switch is turned to the OFF position, whichever occurs first.
Park Brake Switch Input Each time the CCN detects ground on the park brake switch sense circuit
(park brake switch closed = park brake applied or not fully released) while the ignition switch is in the
ON position, and vehicle speed in 8km (4.9 mph) or greater, the brake indicator flashes on and off. The
indicator continues to flash until the park brake switch sense input to the CCN is an open circuit (park
brake switch open = park brake fully released), or until the ignition switch is turned to the OFF position,
The park brake switch on the park brake pedal mechanism provides a hardwired ground input to the CCN
circuitry through the park brake switch sense circuit whenever the park brake is applied or not fully released.
The CAB continually monitors the ABS system circuits and sensors, including the brake fluid level switch on
the brake master cylinder reservoir, to decide whether the system is in good operating condition. The CAB then
sends the proper lampon or lampoff messages to the CCN. If the CAB sends a lampon message after the bulb
test, it indicates that the CAB has detected a brake hydraulic system malfunction and/or that the ABS system
has become inoperative. The CAB will store a DTC for any malfunction it detects.
CHANGE OIL INDICATOR
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The change oil indicator gives an indication to the vehicle operator when a dutycycle algorithm contained
within the software of the Powertrain Control Module (PCM) determines that a recommended oil change
interval has been attained. This indicator is controlled by the CCN logic circuit based upon programming and
electronic messages received from the PCM over the CAN data bus.
The change oil indicator function of the VFD is completely controlled by the CCN logic circuit, and that logic
will only allow this indicator to operate when the instrument cluster receives a battery current input on the fused
ignition switch output (runstart) circuit. Therefore, the VFD change oil indication will always be OFF when
the ignition switch is in any position except ON or START. The CCN will illuminate the change oil indicator
for the following reasons:
Change Oil Indicator LampON Message Each time the ignition switch is turned to the ON position
and the CCN receives an electronic change oil indicator lampON message from the PCM indicating
that a dutycycle based recommended oil change interval has been attained, the change oil indicator will
be illuminated for about three seconds, until the trip odometer reset switch button is depressed, or until
the ignition switch is turned to the OFF position, whichever occurs first.
Change Oil Indicator Reset Procedure Once an engine oil change has been completed, the PCM duty
cycle counters can be reset using the following procedure. Turn the ignition switch to the ON position,
but DO NOT start the engine. Slowly depress and release the accelerator pedal fully three times within
ten seconds. Turn the ignition switch to the OFF position. If the change oil indicator illuminates the next
time the engine is started, repeat this procedure.
The PCM continually monitors numerous sensor inputs to determine the dutycycles to which the engine is
being subjected. A preprogrammed algorithm within the PCM then determines when to send the proper lamp
ON or lampOFF message to the CCN.
CHARGING INDICATOR
The charging indicator gives an indication to the vehicle operator when the electrical system voltage is too low
or too high. This indicator is controlled by a transistor on the CCN circuit board based upon programming and
electronic messages received Powertrain Control Module (PCM) over the CAN data bus. The CCN will
illuminate the charge indicator for about three seconds each time the ignition is turned to the ON position,
during the bulb test.
The charging indicator LED is completely controlled by the CCN logic circuit, and that logic will only allow
this indicator to operate when the instrument cluster receives a battery current input on the fused ignition switch
The CCN will also turn on the charging indicator for the following reasons:
Voltage Low Message Each time the CCN receives a message from the PCM indicating the electrical
system voltage is low (less than about 11.5 volts is a charge fail condition), the charging indicator will be
illuminated. The indicator remains illuminated until a message from the PCM indicating the electrical
system voltage is normal (greater than about 12.0 volts, but less than 16.0 volts) is received, or until the
ignition switch is turned to the OFF position, whichever occurs first.
Voltage High Message Each time the CCN receives a message from the PCM indicating the electrical
system voltage is high (greater than about 16.0 volts), the charging indicator will be illuminated. The
indicator remains illuminated until a message from the PCM indicating the electrical system voltage is
normal (less than about 15.5 volts, but greater than 11.5 volts) is received, or until the ignition switch is
The PCM continually monitors the electrical system voltage to control the generator output. The PCM then
sends the proper system voltage messages to the CCN. If the charging indicator is turned on due to a charge fail
or voltage high condition, it may indicate that the charging system requires service.
CRUISE INDICATOR
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The cruise indicator gives an indication to the vehicle operator when the speed control system is ON, regardless
of whether the speed control is engaged. This indicator is controlled by the CCN circuit board based upon
programming and electronic messages received from the PCM over the CAN data bus.
The cruise indicator is completely controlled by the CCN logic circuit, and that logic will only allow this
output (runstart) circuit. Therefore, the indicator will always be OFF when the ignition switch is in any
position except ON or START. The indicator only illuminates when it is energized by the instrument cluster
logic circuit. The instrument cluster will illuminate the cruise indicator for the following reasons:
Cruise Indicator LampON Message Each time the CCN receives an electronic cruise indicator
lampON message from the PCM indicating the speed control system is On, the cruise indicator is
illuminated. The indicator remains illuminated until the cluster receives a lampOFF message from the
PCM, or until the ignition switch is turned to the OFF position, whichever occurs first.
The PCM continually monitors the speed control switches to determine the appropriate outputs to control the
vehicle speed. The PCM then sends the proper lampON or lampOFF message to the CCN.
DOOR AJAR INDICATOR
The ajar indicators give an indication to the vehicle operator that one or more of the passenger compartment
doors or the swing gate may be open or not completely latched. These indicators are controlled by the CCN
logic circuit based upon programming and electronic ajar switch status messages from the TIPM over the
CAN data bus.
The ajar indicator function of the odometer VFD unit is completely controlled by the instrument cluster logic
circuit, and that logic will only allow this indicator to operate when the instrument cluster receives a battery
current input on the fused B(+) circuit. Therefore, the VFD ajar indications can occur regardless of the ignition
switch position. The CCN will turn On the ajar indicator for the following reasons:
Ajar Switch Message Input Each time the CCN receives a door or swing gate ajar switch status
message indicating that a door, the swing gate or any combination of these is open or not completely
latched with the ignition switch in any position, the appropriate ajar textual message will be illuminated.
If the cluster detects a vehicle speed input greater than zero (kilometers or milesperhour) while the
ignition switch is in the ON or START positions, the ajar indication will be accompanied by a single
chime tone. When the ignition switch is in any position except ON or START, any and all ajar indications
will time out after about five minutes.
The TIPM continually monitors the door and swing gate ajar switches to determine the status of the doors and
swing gate. The TIPM then sends the proper ajar switch status messages to the CCN. The door and swing gate
ajar switches and their circuits may be diagnosed using conventional diagnostic tools and methods. Refer to the
appropriate wiring information.
ELECTRONIC THROTTLE CONTROL INDICATOR
The Electronic Throttle Control (ETC) indicator gives an indication to the vehicle operator when the ETC
system is faulty or inoperative. The ETC indicator is controlled by a transistor on the CCN circuit board based
upon programming and electronic messages received from the PCM over the CAN data bus. The CCN will
illuminate the ETC indicator for about fifteen seconds each time the ignition is turned to the ON position,
during the bulb test.
The ETC indicator LED is completely controlled by the CCN logic circuit, and that logic will only allow this
The CCN will also turn on the ETC indicator for the following reasons:
ETC LampON Message Each time the CCN receives a lampon message from the PCM, the ETC
indicator will be illuminated. The indicator can be flashed on and off, or illuminated solid, as dictated by
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the PCM message. The indicator remains illuminated solid or continues to flash for about twelve seconds
or until a lampoff message from the PCM is received, whichever is longer. If the indicator is illuminated
solid with the engine running the vehicle will usually remain drivable. If the indicator is flashing with the
engine running the vehicle may require towing. A flashing indicator means the ETC system requires
immediate service.
The PCM continually monitors the ETC system circuits and sensors to decide whether the system is in good
operating condition. The PCM then sends the proper lampon or lampoff messages to the CCN. If the PCM
sends a lampon message after the bulb test, it indicates that the PCM has detected an ETC system malfunction
and/or that the ETC system is inoperative. The PCM will store a DTC for any malfunction it detects. Each time
the ETC indicator fails to illuminate due to an open or short in the CCN ETC indicator circuit, the CCN sends a
message notifying the PCM of the condition and the CCN and the PCM will each store a DTC.
ENGINE TEMPERATURE INDICATOR
The engine temperature indicator gives an indication to the vehicle operator when the engine temperature gauge
reading reflects a condition requiring immediate attention. This indicator is controlled by a transistor on the
CCN circuit board based upon programming and electronic messages received from the PCM over the CAN
data bus. The CCN will illuminate the engine temperature indicator for about three seconds each time the
The engine temperature indicator LED is completely controlled by the CCN logic circuit, and that logic will
only allow this indicator to operate when the instrument cluster receives a battery current input on the fused
ignition switch output (runstart) circuit. Therefore, the LED will always be off when the ignition switch is in
any position except ON or START. The LED only illuminates when it is provided a path to ground by the CCN
transistor. The engine temperature indicator will also be turned on for the following reasons:
Engine Temperature High Message Each time the CCN receives a message from the PCM indicating
the engine coolant temperature is above about 252Â° F (122Â° C), the engine temperature indicator will
be illuminated and a single chime tone is sounded. The indicator remains illuminated until a message
from the PCM indicating that the engine coolant temperature is below about 246Â° F (119Â° C) is
received, or until the ignition switch is turned to the OFF position, whichever occurs first. The chime
tone feature will only repeat during the same ignition cycle if the engine temperature indicator is cycled
off and then on again by the appropriate engine temperature messages from the PCM.
The PCM continually monitors the engine coolant temperature sensor to determine the engine operating
temperature. The PCM then sends the proper engine coolant temperature messages to the CCN. If the CCN
turns on the engine temperature indicator due to a high engine temperature gauge reading, it may indicate that
the engine or the engine cooling system requires service.
ESP/BAS INDICATOR
The ESP/BAS indicator gives an indication to the vehicle operator when the Electronic Stability Program
(ESP)/Brake Assist System (BAS) has been activated. This indicator is controlled by a transistor on the CCN
circuit board based upon programming and electronic messages received from the Controller Antilock Brake
(CAB) and the AllWheel Drive Control Module (AWDCM) over the CAN data bus. The CCN will illuminate
the ESP/BAS indicator for about tfour seconds each time the ignition is turned to the ON position, during the
bulb test.
The ESP/BAS indicator LED is completely controlled by the instrument cluster logic circuit, and that logic will
ignition switch output (runstart) circuit. Therefore, the LED will always be OFF when the ignition switch is in
any position except ON or START. The LED only illuminates when it is provided a path to ground by the
instrument cluster transistor. The CCN will illuminate the ESP/BAS indicator for the following reasons:
ESP/BAS Indicator LampON Message Each time the cluster receives an electronic ESP/BAS
indicator lampON message from the CAB indicating that the ESP/BAS system has been activated, the
ESP/BAS indicator will be illuminated. The indicator remains illuminated until the cluster receives a
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lampOFF message from the CAB, or until the ignition switch is turned to the OFF position, whichever
occurs first.
ESP Full OFF Textual Message Each time the cluster receives an electronic ESP Full OFF indicator
lampON message from the CAB indicating that the ESP/BAS system has been manually disabled, an
ESP Full OFF textual message will appear within the cluster odometer display. The ESP Full OFF
textual message remains displayed until the cluster receives a lampOFF message from the CAB, or until
the ignition switch is turned to the OFF position, whichever occurs first.
ESP Permanent Disable Textual Message Each time the cluster receives an electronic ESP Perm
anent Disable message from the CAB indicating that the ESP/BAS system has been permanently
disabled, an ESP OFF textual message will appear within the cluster odometer display for about 10
seconds each time the ignition switch is turned to the ON position.
The CAB continually monitors the ESP/BAS circuits and sensors to decide whether the system is in good
operating condition and the proper outputs to the components of the system. The CAB then sends the proper
lampON or lampOFF message to the CCN.
For proper diagnosis of the ESP/BAS system, the CAB, the AWDCM, the CCN the CAN data bus or the
electronic communication related to the ESP/BAS indicator operation a diagnostic scan tool is required. Refer
to the appropriate diagnostic information.
FOG LAMP INDICATOR
The fog lamp indicator gives an indication to the vehicle operator whenever the optional fog lamps are
illuminated. This indicator is controlled by a transistor on the CCN circuit board based upon programming and
electronic messages from the Total Integrated Power Module (TIPM) over the CAN data bus.
The fog lamp indicator LED is completely controlled by the CCN logic circuit, and that logic will allow this
indicator to operate whenever the instrument cluster receives a battery current input on the fused B(+) circuit.
Therefore, the LED can be illuminated regardless of the ignition switch position. The LED only illuminates
when it is provided a path to ground by the CCN transistor. The CCN will turn on the fog lamp indicator for the
following reasons:
Fog LampON Message Each time the CCN receives a fog lampon message from the TIPM indicating
the fog lamp relay is energized, the fog lamp indicator will be illuminated. The indicator remains
illuminated until the cluster receives a fog lampoff message from the TIPM.
The CCN continually monitors a hardwired input from the headlamp switch to determine the selected fog lamp
switch status. The CCN then sends the proper fog lampon and lampoff messages to the TIPM over the CAN
data bus. The TIPM activates the fog lamp relay then sends the proper fog lamp indicator lampon and lampoff
messages to the CCN.
FUEL SAVER INDICATOR ECONOMIZER (ECO / ECOON)
The ECO / ECOon message will display in the odometer display. The message will appear whenever the
vehicle is driven in a fuel efficient manner, if the feature is turned ON by pressing the odometer pushbutton
and toggling through the menu.
This feature allows the vehicle operator to monitor when they are driving in a fuel efficient manner, and it can
be used to modify driving habits in order to increase fuel economy.
4WD INDICATOR
The fourwheel drive indicator gives an indication to the vehicle operator when a fourwheel drive (4WD)
mode of the transfer case is selected. This indicator is controlled either by the CCN circuit board (domestic
market vehicles) or by a transistor on the circuit board (export market vehicles) based upon programming and
electronic messages received from the TIPM over the CAN data bus.
The fourwheel drive indicator is completely controlled by the CCN logic circuit, and that logic will only allow
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position except ON or START. The indicator only illuminates when it is energized by the CCN logic circuit.
The CCN will illuminate the fourwheel drive indicator for the following reasons:
FourWheel Drive Indicator LampON Message Each time the cluster receives an electronic four
wheel drive indicator lampON message from the TIPM indicating that a fourwheel drive mode is
selected, the fourwheel drive indicator is illuminated. The indicator remains illuminated until the cluster
receives a lampOFF message from the TIPM, or until the ignition switch is turned to the OFF position,
The TIPM continually monitors inputs from the fourwheel drive switch to determine the status of the transfer
case. The TIPM then sends the proper lampON or lampOFF message to the CCN.
GAS CAP INDICATOR
The gas cap indicator gives an indication to the vehicle operator when there is a gross leak detected in the on
board fuel vapor recovery system. This indicator is controlled by the CCN logic circuit based upon
programming and electronic messages received from the PCM over the CAN data bus.
The gas cap indicator function of the odometer VFD unit is completely controlled by the CCN logic circuit, and
that logic will only allow this indicator to operate when the instrument cluster receives a battery current input
on the fused ignition switch output (runstart) circuit. Therefore, the odometer VFD gas cap indication will
always be OFF when the ignition switch is in any position except ON or START. The CCN will illuminate the
gas cap indicator for the following reasons:
Gas Cap Indicator LampON Message Each time the CCN receives an electronic gas cap indicator
lampON message from the PCM indicating there is a gross leak in the vapor recovery system, the gas
cap indicator will be illuminated. The indicator remains illuminated until the cluster receives a lampOFF
message from the PCM, or until the ignition switch is turned to the OFF position, whichever occurs first.
The PCM continually monitors the on board vapor recovery system to determine whether there are air leaks in
the system. The PCM then sends the proper lampON or lampOFF message to the CCN. If the CCN
illuminates the gas cap indicator due to a monitored gross leak in the vapor recovery system, it may indicate
that the gas cap has been removed or is improperly installed.
HIGH BEAM INDICATOR
The high beam indicator gives an indication to the vehicle operator whenever the headlamp high beams are
illuminated. The TIPM sends a data Bus message for high beam indicator illumination, in turn the CCN takes
this data Bus message directive to turn on the indicator.
The high beam indicator LED is completely controlled by the CCN logic circuit, and that logic will allow this
when it is provided a path to ground by the CCN transistor. The CCN will turn on the high beam indicator for
the following reasons:
High Beam HeadlampsON Input Each time the CCN detects a high beam headlampson input from
the headlamp beam select switch circuitry of the multifunction switch on the washer/beam select switch
mux circuit, the headlamp high beams and the high beam indicator will be illuminated. The headlamp
high beams and the high beam indicator remain illuminated until the CCN receives a high beam
headlampsoff input from the multifunction switch, or until the exterior lamp load shedding (battery
saver) timed interval expires, whichever occurs first.
The CCN continually monitors the headlamp switch and the multifunction switch to determine the proper
headlamp low beam and high beam control. The CCN then sends the proper low beam and high beam lampon
and lampoff messages to the TIPM over the CAN data bus and turns the high beam indicator on or off
accordingly.
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LOW FUEL INDICATOR
The low fuel indicator gives an indication to the vehicle operator when the level of fuel in the fuel tank
becomes low. This indicator is controlled by a transistor on the CCN circuit board based upon programming
and electronic fuel level messages received from the TIPM over the CAN data bus. The CCN will illuminate
the low fuel indicator for about three seconds each time the ignition is turned to the ON position, during the
bulb test
The low fuel indicator LED is completely controlled by the CCN logic circuit, and that logic will only allow
output (runstart) circuit. Therefore, the LED will always be OFF when the ignition switch is in any position
The CCN will illuminate the low fuel indicator for the following reasons:
Less Than 11 Percent Tank Full Message The TIPM provides a constant current source to the fuel
level sending unit and monitors a return input on a fuel level sense circuit. The resistance through the fuel
level sending unit increases as the fuel level rises and decreases as the fuel level falls causing changes in
the fuel level sense input voltage. The TIPM then sends the appropriate electronic fuel level messages to
the cluster. Each time the fuel level messages to the cluster indicate the fuel tank is about 11 percent full
or less for 10 consecutive seconds and the vehicle speed is zero, or for 60 consecutive seconds and the
vehicle speed is greater than zero, the gauge needle is moved to the appropriate position on the gauge
scale, the low fuel indicator is illuminated, and a single chime tone is sounded. The low fuel indicator
remains illuminated until the fuel level messages indicate that the fuel tank is greater than about 14
percent full for 10 consecutive seconds and the vehicle speed is zero, or for 60 consecutive seconds and
the vehicle speed is greater than zero, or until the ignition switch is turned to the OFF position, whichever
occurs first. The chime tone feature will only repeat during the same ignition cycle if the low fuel
indicator is cycled OFF and then ON again by the appropriate messages from the TIPM.
Less Than Empty Stop Message Each time the cluster receives a fuel level message indicating the fuel
level in the fuel tank is less than the E (or Empty) gauge needle stop position for five consecutive
seconds, the gauge needle is moved to the low end of the gauge scale and the low fuel indicator is
illuminated immediately. This input would indicate that the fuel level sense input to the TIPM is a short
circuit.
More Than Full Stop Message Each time the cluster receives a fuel level message indicating the fuel
level in the fuel tank is more than the F (or Full) gauge needle stop position for five consecutive seconds,
the gauge needle is moved to the low end of the gauge scale and the low fuel indicator is illuminated
immediately. This input would indicate that the fuel level sense input to the TIPM is an open circuit.
The TIPM continually monitors the fuel tank sending unit to determine the level of fuel in the fuel tank. The
TIPM then sends the proper electronic fuel level message to the CCN and other electronic modules in the
vehicle over the CAN data bus. The TIPM will store a Diagnostic Trouble Code (DTC) for any fault detected in
the fuel level sense circuit.
LOW OIL PRESSURE INDICATOR
The low oil pressure indicator gives an indication to the vehicle operator when the engine oil pressure reading
reflects a condition requiring immediate attention. This indicator is controlled by a transistor on the CCN circuit
board based upon programming and electronic messages received from the PCM over the CAN data bus.
The low oil pressure indicator LED is completely controlled by the instrument cluster logic circuit, and that
logic will only allow this indicator to operate when the instrument cluster receives a battery current input on the
fused ignition switch output (runstart) circuit. Therefore, the LED will always be off when the ignition switch
is in any position except ON or START. The LED only illuminates when it is provided a path to ground by the
CCN transistor. The CCN will turn on the low oil pressure indicator for the following reasons:
Engine Oil Pressure Low Message Each time the CCN receives a message from the PCM indicating
the engine oil pressure is about 4 psi (27.5 kPa) or lower, the low oil pressure indicator will be
illuminated. The indicator remains illuminated until the CCN receives a message from the PCM
indicating that the engine oil pressure is above about 4 psi (27.5 kPa), or until the ignition switch is
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turned to the OFF position, whichever occurs first. The CCN will only turn the indicator on in response
to an engine oil pressure low message if the engine speed is greater than zero.
The PCM continually monitors the engine oil pressure sensor to determine the engine oil pressure. The PCM
then sends the proper engine oil pressure messages to the CCN.
LOW TIRE PRESSURE INDICATOR
The Tire Pressure Monitor (TPM) indicator gives an indication to the vehicle operator of the status of the TPM
system. The TPM indicator is controlled by the CCN circuit board based upon programming and electronic
messages received from the Wireless Control Module (WCM) over the CAN data bus. The CCN will illuminate
the TPM indicator for about three seconds each time the ignition is turned to the ON position, during the bulb
test
The TPM indicator is completely controlled by the CCN's instrument cluster logic circuit, that logic only
allow's this indicator to operate when the CCN receives a battery current input on the fused ignition switch
position except ON or START. The indicator only illuminates when it is energized by the instrument cluster
logic circuit. The CCN will illuminate the TPM indicator for the following reasons:
TPM Indicator LampON Message Each time the CCN receives an electronic TPM indicator lamp
ON message from the WCM, the indicator will be illuminated. The indicator can be flashed ON and OFF,
or illuminated solid, as dictated by the WCM message. The indicator remains illuminated until the cluster
receives a lampOFF message, or until the ignition switch is turned to the OFF position, whichever
occurs first.
Low Tire Textual Message ON vehicles manufactured for export markets, each time the CCN receives
an electronic TPM indicator lampON message from the WCM requesting the TPM indicator be
illuminated solid, a LOtIRE textual message will appear within the odometer VFD display. The LOtIRE
textual message remains displayed until the CCN receives a lampOFF message, or until the ignition
Communication Error If the CCN receives no TPM lampON or lampOFF messages from the WCM
for six consecutive seconds, the TPM indicator is illuminated. The indicator remains controlled and
illuminated by the CCN until a valid lampON or lampOFF message is received from the WCM.
MALFUNCTION INDICATOR LAMP
The Malfunction Indicator Lamp (MIL) gives an indication to the vehicle operator when the PCM has recorded
a DTC for an ONBoard Diagnostics II (OBDII) emissionsrelated circuit or component malfunction. The MIL
is controlled by a transistor on the CCN circuit board based upon programming and electronic messages
received from the PCM over the CAN data bus. The CCN will illuminate the MIL indicator for about fifteen
seconds each time the ignition is turned to the ON position, during the bulb test.
The MIL LED is completely controlled by the CCN logic circuit, and that logic will only allow this indicator to
operate when the instrument cluster receives a battery current input on the fused ignition switch output (run
start) circuit. Therefore, the LED will always be off when the ignition switch is in any position except ON or
START. The LED only illuminates when it is provided a path to ground by the CCN transistor. The CCN will
also turn on the MIL for the following reasons:
MIL LampON Message Each time the CCN receives a MIL lampon message from the PCM, the
indicator will be illuminated. The indicator can be flashed on and off, or illuminated solid, as dictated by
the PCM message. For some DTC's, if a problem does not recur, the PCM will send a lampoff message
automatically. Other DTC's may require that a fault be repaired and the PCM be reset before a lampoff
message will be sent.
Communication Error If the CCN receives no messages from the PCM for ten consecutive message
cycles, the MIL is illuminated by the CCN to indicate a loss of bus communication. The indicator
remains illuminated until a valid message is received from the PCM.
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The PCM continually monitors the fuel and emissions system circuits and sensors to decide whether the system
is in good operating condition. The PCM then sends the proper lampon or lampoff messages to the CCN. If
the CCN turns on the MIL after the bulb test, it may indicate that a malfunction has occurred and that the fuel
and emissions systems may require service.
OVERDRIVE OFF INDICATOR
The overdrive off indicator gives an indication to the vehicle operator when the electronically controlled
overdrive feature of the automatic transmission has been disabled. This indicator is controlled by a transistor on
the CCN circuit board based upon programming and electronic messages received from the PCM over the CAN
data bus.
The overdrive off indicator LED is completely controlled by the CCN logic circuit, and that logic will only
position except ON or START. The LED only illuminates when it is provided a path to ground by the CCN
transistor. The CCN will illuminate the overdrive off indicator for the following reasons:
Overdrive OFF Indicator LampON Message Each time the CCN receives an electronic overdrive
off indicator lampON message from the PCM indicating that the overdriveOFF position of the
tow/haul switch has been selected, the indicator will be illuminated. The indicator remains illuminated
until the CCN receives a lampOFF message from the PCM, or until the ignition switch is turned to the
OFF position, whichever occurs first.
The PCM continually monitors the overdrive switch to determine the proper outputs to the automatic
transmission. The PCM then sends the proper lampON or lampOFF message to the CCN.
REAR FOG LAMP INDICATOR
The rear fog lamp indicator gives an indication to the vehicle operator whenever the rear fog lamps are
illuminated. This indicator is controlled by a transistor on the CCN circuit board based upon programming and
electronic messages received from the TIPM over the CAN data bus.
The rear fog lamp indicator LED is completely controlled by the CCN logic circuit, and that logic will allow
this indicator to operate whenever the instrument cluster receives a battery current input on the fused B(+)
circuit. Therefore, the LED can be illuminated regardless of the ignition switch position. The LED only
illuminates when it is provided a path to ground by the CCN transistor. The CCN will turn ON the rear fog
lamp indicator for the following reasons:
Rear Fog Indicator LampON Message Each time the CCN receives an electronic rear fog indicator
lampON message from the TIPM indicating the rear fog lamps are turned ON, the rear fog lamp
indicator will be illuminated. The indicator remains illuminated until the CCN receives a lampOFF
message from the TIPM, or until the exterior lamp load shedding (battery saver) timed interval expires,
The TIPM continually monitors electronic exterior lighting request messages from the CCN to determine the
appropriate outputs to the rear fog lamps. The TIPM activates or deactivates the rear fog lamps then sends the
proper lampON or lampOFF message back to the CCN.
SEAT BELT INDICATOR
The seat belt indicator gives an indication to the vehicle operator of the status of the driver side front seat belt.
This indicator is controlled by a transistor on the CCN circuit board based upon cluster programming and a
hardwired input from the seat belt switch in the driver side front seat belt retractor through the seat belt
indicator driver circuit.
The seat belt indicator also includes a programmable enhanced seat belt reminder or "beltminder" feature that is
enabled when the vehicle is shipped from the factory. This beltminder feature can be disabled and enabled by
the customer using a specific programming event sequence, or by the dealer using a diagnostic scan tool.
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The seat belt indicator LED is completely controlled by the CCN logic circuit, and that logic will only allow
The CCN will turn on the seat belt indicator for the following reasons:
Seat Belt Reminder Function Each time the CCN receives a battery current input on the fused ignition
switch output (runstart) circuit, the indicator will be illuminated as a seat belt reminder for about six
seconds, or until the ignition switch is turned to the OFF position, whichever occurs first. This reminder
function will occur regardless of the status of the seat belt switch input to the cluster.
Driver Side Front Seat Belt Not Buckled Beltminder Active Following the seat belt reminder
function, each time the CCN detects an open circuit on the seat belt indicator driver circuit (seat belt
switch open = seat belt unbuckled) with the ignition switch in the START or ON positions, the indicator
will be illuminated. In addition, if the driver side front seat belt remains unbuckled after the conclusion of
the seat belt reminder function, with the vehicle speed greater than about5 MPH (8 Kph), the seat belt
indicator will begin to cycle between flashing on and off for three seconds, then lighting solid for two
seconds. The seat belt indicator will continue to cycle between flashing and solid illumination for thirteen
complete cycles, until the seat belt indicator driver input to the cluster is closed to ground (seat belt
switch closed = seat belt buckled), or until the ignition switch is turned to the OFF position, whichever
occurs first.
Driver Side Front Seat Belt Not Buckled Beltminder Inactive Following the seat belt reminder
function, each time the cluster detects an open circuit on the seat belt indicator driver circuit (seat belt
switch open = seat belt unbuckled) with the ignition switch in the START or ON positions, the indicator
will be illuminated. The seat belt indicator remains illuminated until the seat belt indicator driver input to
the cluster is closed to ground (seat belt switch closed = seat belt buckled), or until the ignition switch is
The seat belt switch is connected in series between ground and the seat belt indicator driver input to the
instrument cluster. The seat belt switch input to the instrument cluster circuitry may be diagnosed using
conventional diagnostic tools and methods. Refer to the appropriate wiring information.
SECURITY INDICATOR
The security indicator gives an indication to the vehicle operator when the Vehicle Theft Security System
(VTSS) is arming or is armed. ON models equipped with the Sentry Key Immobilizer System (SKIS), the
security indicator also gives an indication to the vehicle operator of the status of the SKIS. This indicator is
controlled by a transistor on the CCN circuit board based upon programming, hardwired inputs to the CCN
from the various security system components, electronic messages received from the WIN over the CAN data
bus. The CCN will illuminate the security indicator for about three seconds each time the ignition is turned to
the ON position, during the bulb test.
The security indicator LED is completely controlled by the CCN logic circuit, and that logic will allow this
when it is provided a path to ground by the CCN transistor. The CCN will also turn on the security indicator for
VTSS Indication During the sixteen second VTSS arming function, the cluster will flash the security
indicator on and off repeatedly at a steady, fast rate to indicate that the VTSS is in the process of arming.
Following successful VTSS arming, the cluster flashes the security indicator on and off continuously at a
slower rate to indicate that the VTSS is armed. The security indicator continues flashing at the slower rate
until the VTSS is disarmed or triggered. If the VTSS has alarmed and rearmed, the cluster will flash the
security indicator at a steady, slow rate for about thirty seconds after the VTSS is disarmed.
SKIS LampON Message Each time the CCN receives a SKIS lampon message from the WIN, the
security indicator will be illuminated. The indicator can be flashed on and off, or illuminated solid, as
dictated by the WIN message. The indicator remains illuminated solid or continues to flash until the CCN
receives a SKIS lampoff message from the WIN, or until the ignition switch is turned to the OFF
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position, whichever occurs first. For more information on the SKIS and the security indicator control
parameters. Refer to Electrical/Vehicle Theft Security Operation .
Communication Error If the CCN receives no SKIS lampon or lampoff messages from the WIN for
ten consecutive message cycles, the security indicator is illuminated by the CCN. The indicator remains
controlled and illuminated by the CCN until a valid SKIS lampon or lampoff message is received.
The CCN circuitry controls the security indicator whenever the ignition switch is in the OFF position and the
VTSS is arming, armed, or alarming. Whenever the ignition switch is in the ON or START positions, the WIN
performs a selftest to decide whether the SKIS is in good operating condition and whether a valid key is
present in the ignition lock cylinder. The WIN then sends the proper lampon or lampoff messages to the CCN.
If the instrument cluster flashes the security indicator upon ignition ON, or turns on the security indicator solid
after the bulb test, it indicates that a SKIS malfunction has occurred or that the SKIS is inoperative.
SWAY BAR DISCONNECT INDICATOR
The front sway bar disconnect indicator gives an indication to the vehicle operator when the locking mechanism
of the front sway bar of vehicles equipped with the optional offroad package is disengaged. This indicator is
controlled by a transistor on the CCN circuit board based upon programming and electronic messages received
from the TIPM over the CAN data bus
The front sway bar disconnect indicator LED is completely controlled by the CCN logic circuit, and that logic
will only allow this indicator to operate when the instrument cluster receives a battery current input on the fused
ignition switch output (runstart) circuit. Therefore, the LED will always be OFF when the ignition switch is in
any position except ON or START. The LED only illuminates when it is provided a path to ground by the
instrument cluster transistor. The CCN will illuminate the front sway bar disconnect indicator for the following
reasons:
Front Sway Bar Disconnect Indicator LampON Message Each time the CCN receives an electronic
front sway bar disconnect lampON message from the TIPM, the indicator will be illuminated. The
indicator remains illuminated until the cluster receives a lampOFF message from the TIPM, or until the
The TIPM continually monitors an input from the front sway bar disconnect solenoid to determine the status of
the front sway bar disconnect mechanism. The TIPM then sends the proper lampON or lampOFF message to
the CCN.
TRACTION CONTROL INDICATOR
The traction control indicator gives an indication to the vehicle operator when the electronic Traction Control
System (TCS) has been activated. This indicator is controlled by the CCN circuit board based upon
programming and electronic messages received from the CAB over the CAN data bus. The CCN will illuminate
the traction control indicator for about four seconds each time the ignition is turned to the ON position, during
the bulb test.
The traction control indicator is completely controlled by the instrument cluster logic circuit, and that logic will
ignition switch output (runstart) circuit. Therefore, the indicator will always be off when the ignition switch is
in any position except ON or START. The indicator only illuminates when it is switched to ground by the
instrument cluster circuitry. The instrument cluster will turn on the traction control indicator for the following
reasons:
Traction Control LampON Message Each time the CCN receives a traction control lampON
message from the CAB indicating that the TCS has been activated, the traction control indicator will be
illuminated. The indicator remains illuminated until a traction control lampoff message from the CAB is
received, or until the ignition switch is turned to the OFF position, whichever occurs first.
The CAB continually monitors the traction control switch to determine the proper outputs to the components of
the ABS. The CAB then sends the proper traction control lampon and lampOFF messages to the CCN.
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TRANSMISSION RANGE INDICATOR
The electronic gear selector indicator gives an indication to the vehicle operator of the transmission gear that
has been selected with the automatic transmission gear selector lever. This indicator is controlled by the
instrument cluster circuit board based upon cluster programming and electronic messages received from the
Powertrain Control Module (PCM) over the Controller Area Network (CAN) data bus.
The gear selector indicator information is displayed by the odometer Vacuum Fluorescent Display (VFD) unit
soldered onto the instrument cluster electronic circuit board, and the VFD will not display the gear selector
indicator information after the ignition switch is turned to the OFF position. Each time the cluster is
disconnected from battery current for more than about five minutes, it must configure itself for the automatic
transmission type that is in the vehicle once it is reconnected to battery current. The instrument cluster circuitry
operates the gear selector indicator to provide the following features:
Selected Gear Message Each time the cluster receives an electronic selected gear message from the
PCM, a box will be illuminated around the appropriate character in the gear selector indicator. The box
will remain illuminated until the cluster receives a different selected gear message, or until the ignition
Communication Error If the cluster fails to receive a selected gear message from the PCM within
three seconds, the instrument cluster circuitry will display all gear selector positions boxed (selected)
until a valid selected gear message is received or until the ignition switch is turned to the OFF position,
The PCM continually monitors a hardwired multiplex input from the Transmission Range Sensor (TRS), then
sends the proper message to the CCN.
TURN SIGNAL INDICATORS
The turn signal indicators give an indication to the vehicle operator that the turn signal (left or right indicator
flashing) or hazard warning (both left and right indicators flashing) have been selected and are operating. These
indicators are controlled by transistors on the CCN electronic circuit board based upon the cluster
programming, a hardwired multiplex input received by the cluster from the turn signal and hazard warning
switch circuitry of the multifunction switch on the turn/hazard switch mux circuit, and electronic messages
received from the TIPM over the CAN data bus.
Each turn signal indicator LED is completely controlled by the CCN logic circuit, and that logic will allow this
Therefore, each LED can be illuminated regardless of the ignition switch position. The LED only illuminates
when it is provided a path to ground by the CCN transistor. The CCN will turn on the turn signal indicators for
Turn SignalON Input The Steering Control Module (SCM) sends a Data Bus message to the TIPM to
turn on the turn signals. The TIPM also sends out a message to the CCN to illuminate the appropriate
electronic turn signal switch indicator. The TIPM controls the output and the flash rate for either the right
or left turn signal lamps and sends this message to the CCN. The CCN will then control the illumination
and flash rate of the right or left turn signal indicators, as well as to control the click rate of an
electromechanical relay soldered onto the CCN electronic circuit board that emulates the sound emitted
by a conventional turn signal flasher. The turn signals and the turn signal indicators continue to flash on
and off until the cluster receives a turn signaloff input from the multifunction switch, or until the
Hazard WarningON Input The turn signal flashers are also controlled by the TIPM. The SCM sends
a Data Bus message to the TIPM and the TIPM responds to these messages by controlling a battery
voltage output and the flash rate for each of the right and left turn signal lamps. The TIPM also sends the
appropriate electronic messages back to the CCN to control the illumination and flash rate of the right
and left turn signal indicators, as well as to control the click rate of an electromechanical relay soldered
onto the CCN electronic circuit board that emulates the sound emitted by a conventional hazard warning
flasher. The turn signals and the turn signal indicators continue to flash on and off until the cluster
receives a hazard warningoff input from the multifunction switch.
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Lamp Out Mode The CCN also sends electronic turn signal on and off messages to the TIPM over the
CAN data bus, and the TIPM flashes the appropriate exterior turn signal lamps. If the TIPM detects an
inoperative turn signal lamp or circuit, it increases the flash rate for the remaining operative turn signals
and sends an electronic message back to the instrument cluster. The instrument cluster then increases the
flash rate of the turn signal indicator(s) and the clicking rate of the electromechanical relay to provide an
indication of the problem to the vehicle operator.
The CCN continually monitors the multifunction switch and electronic messages from the TIPM to determine
the proper turn signal and hazard warning system control.
WAITTOSTART INDICATOR
The waittostart indicator gives an indication to the vehicle operator when the diesel engine is too cool for
efficient and reliable engine starting, and the engine glow plugs are energized in their preheat operating mode.
This indicator is controlled by a transistor on the CCN circuit board based upon programming and electronic
messages received from the PCM over the CAN data bus.
The waittostart indicator LED is completely controlled by the CCN logic circuit, and that logic will only
transistor. The CCN will illuminate the waittostart indicator for the following reasons:
WaitToSTART Indicator LampON Message Each time the CCN receives an electronic waitto
start indicator lampON message from the PCM indicating that the air temperature is too cool for
efficient and reliable engine starting and the glow plugs are energized in their preheat mode, the waitto
start indicator will be illuminated. The indicator remains illuminated until the cluster receives a lamp
OFF message from the PCM, until the PCM detects that the engine is running, or until the ignition switch
is turned to the OFF position, whichever occurs first.
The PCM continually monitors the glow plug control circuits to determine when they are energized in their pre
heat operating mode. The PCM then sends the proper lampON or lampOFF message to the CCN.
WATER IN FUEL INDICATOR
The waterinfuel indicator gives an indication to the vehicle operator when there is excessive water detected in
the diesel fuel. This indicator is controlled by the CCN based upon programming and electronic messages
received from the PCM over the CAN data bus.
The waterinfuel indicator LED is completely controlled by the cluster logic circuit, and that logic will only
transistor. The CCN will illuminate the waterinfuel indicator for the following reasons:
WaterInFuel Indicator LampON Message Each time the CCN receives an electronic waterinfuel
indicator lampON message from the PCM indicating there is excessive water in the diesel fuel system,
the waterinfuel indicator will be illuminated. The indicator remains illuminated until the cluster receives
a lampOFF message from the PCM, or until the ignition switch is turned to the OFF position, whichever
occurs first.
The PCM continually monitors the waterinfuel sensor to determine whether there is excessive water in the
diesel fuel system. The PCM then sends the proper electronic waterinfuel message to the CCN.
The hardwired indicator inputs may be diagnosed using conventional diagnostic tools and procedures.
However, the CCN circuitry and electronic CAN or LIN data bus message controlled indicators are diagnosed
using the selfdiagnostic CCN Self test . See Electrical/Instrument Cluster Diagnosis and Testing. For
proper testing of the CAN or LIN data bus and the electronic data bus message inputs to the CCN that control
each indicator requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.
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POD, SWITCH
DESCRIPTION
DESCRIPTION
The instrument panel switch pod (1) is located just below the heater and air conditioner controls in the center
stack area of the instrument panel. This switch is available in multiple configurations, which varies from two
single push button switches to as many as five push button switches, depending upon the optional equipment in
the vehicle. The pod may include the following switches:
Axle Locker Switch (5)
Electronic Stability Program (ESP) Switch (4)
Front Sway Bar Disconnect Switch (2)
Hazard Warning Switch (3)
Headlamp Leveling Switch (Not Shown)
The switch housing and the push buttons are constructed of molded plastic. Each push button has a smooth
finish and is clearly identified with the appropriate text and International Control and Display Symbol icons.
Several of the push buttons feature Light Emitting Diode (LED) units to give the vehicle operator an indication
when the function of that switch is currently active. Only the hazard warning switch push button latches, while
the remaining switches feature momentary operation.
Four screws secure the switch to the back of the instrument panel center bezel through integral mounting tabs
that are molded into each corner of the switch housing. The back of the switch housing has an integral
connector receptacle containing terminal pins that connect the switch to the vehicle electrical system through a
dedicated take out and connector of the instrument panel wire harness.
Panel lamps dimmer controlled illumination lamps integral to the circuit board within the switch provide back
lighting for visibility at night, but these lamps are not serviceable. The individual switches in the lower
instrument panel switch pod cannot be repaired and are not serviced separately. If any component within the
switch pod is ineffective or damaged, the entire switch pod unit must be replaced.
OPERATION
OPERATION
For information covering details of operation for the individual switches contained within the instrument panel
switch pod, refer to the specific service information covering the system to which that switch belongs.
REMOVAL
REMOVAL
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steering column, airbag, seat belt tensioner, impact sensor, or instrument panel
Fig. 11: Instrument Panel Switch Pod Remove/Install
2. Remove the center bezel (1) from the instrument panel. Refer to Body/Instrument Panel/BEZEL,
3. Disconnect the wire harness connector from the back of the instrument panel switch pod (2).
4. Remove the four screws (3) that secure the switch pod to the back of the center bezel.
5. Remove the switch pod from the center bezel.
INSTALLATION
INSTALLATION
NOTE: There are several different instrument panel switch pods available, depending
upon the optional equipment content of the vehicle. Be certain that a
replacement switch pod matches the optional equipment of the vehicle into
which it is being installed.
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1. Position the instrument panel switch pod (2) to the back of the center bezel (1).
2. Install and tighten the four screws (3) that secure the switch pod to the center bezel. Tighten the screws to
2 N.m (17 in. lbs.).
3. Reconnect the wire harness connector to the back of the switch pod.
4. Reinstall the center bezel onto the instrument panel. Refer to Body/Instrument Panel/BEZEL,
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Back To Article
Lamps/Lighting Interior Service Information Wrangler
DESCRIPTION
DESCRIPTION
Fig. 1: Identifying Interior Lamps
The interior lighting system for this vehicle includes incandescent lighting on two separate circuits: the
dome/courtesy lamp circuit and the panel lamps dimmer circuit. The lamps on the dome/courtesy circuit
include:
Cargo Lamp (3) A switchable cargo/second row dome lamp is standard equipment only on vehicles
with four doors to illuminate both the cargo and second row seat areas. This lamp is located in the lower
center surface of the sport bar rear crossmember and is controlled by the courtesy lamp circuit.
Courtesy Lamp (1) An optional single courtesy lamp is located on the lower edge of the instrument
panel to illuminate the driver side foot well area. On vehicles so equipped, this lamp is controlled by the
courtesy lamp circuit.
Dome Lamp (2) A standard equipment dome lamp is located in the lower center surface of the speaker
enclosure/sound bar to illuminate the interior of the vehicle. This lamp is controlled by the courtesy lamp
circuit. On some models the standard rear dome lamp is replaced with a rear dome/reading lamp that
includes a switch that is actuated by depressing the lamp lens.
Most controls on the instrument panel and elsewhere in the interior of the vehicle are illuminated by the panel
lamps dimmer circuit for night visibility. All except the automatic transmission gear selector bezel lamp have
miniature incandescent bulbs, LightEmitting Diode (LED) units or a combination of the two lighting types that
are soldered to internal circuit boards and are not serviceable.
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The optional automatic transmission gear selector bezel lamp is located on the left side of the gear selector lever
mechanism just beneath the bezel on the floor panel transmission tunnel. This lamp has a replaceable
incandescent bulb.
Other components of the interior lighting system for this vehicle include:
Door Ajar Switches A door ajar switch is integral to the door latch mechanism of each front and rear
door.
Instrument Cluster The ElectroMechanical Instrument Cluster (EMIC) is also known as the Cab
Compartment Node (CCN) in this vehicle. The EMIC/CCN is located in the instrument panel above the
steering column opening, directly in front of the driver. Refer to Electrical/Instrument Cluster
Description .
Left MultiFunction Switch The left (lighting) multifunction switch is located on the steering column,
just below the steering wheel. A control sleeve on the control stalk that extends from the left side of the
switch is used to select the panel lamps dimmer lighting level or the courtesy lamp circuit operating
mode. Refer to Electrical/Lamps/Lighting Exterior/SWITCH, Multifunction Description .
Swing Gate Ajar Switch A swing gate ajar switch is integral to the latch mechanism of the swing gate.
Steering Control Module The Steering Control Module (SCM) is located within the left multifunction
switch housing on the top of the steering column, just below the steering wheel. Refer to
Electrical/Electronic Control Modules/MODULE, Steering Column Description .
Totally Integrated Power Module The Totally Integrated Power Module (TIPM) is located in the
engine compartment near the battery. Refer to Electrical/Power Distribution/MODULE, Totally
Hard wired circuitry connects the interior lighting system components to the electrical system of the vehicle.
system and to the interior lighting components through the use of a combination of soldered splices, splice
block connectors, and many different types of wire harness terminal connectors and insulators. Refer to the
repair procedures, further details on wire harness routing and retention, as well as pinout and location views
for the various wire harness connectors, splices and grounds.
OPERATION
OPERATION
The lamps of the interior lighting system can be divided into two general classifications based upon the circuit
that controls their operation: The courtesy lamp circuit, or the panel lamps dimmer circuit. Following are
paragraphs that briefly describe the operation of each of these interior lighting circuits.
The lamps and the hard wired circuits between components related to the interior lighting system may be
diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. The
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the interior lighting
features of the interior lighting system. The most reliable, efficient, and accurate means to diagnose the interior
lighting system or the electronic controls and communication related to interior lighting system operation
COURTESY LAMP CIRCUIT
The courtesy lamp circuit includes the dome lamp located on the speaker enclosure/sound bar near the center,
the cargo/second row dome lamp located on the rear sport bar crossmember near the center of vehicles with
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four doors, and on vehicles so equipped a courtesy lamp located on the driver side lower edge of the instrument
panel. The lamps in the courtesy lamp circuit are provided with battery voltage and ground by the
ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) using internal
drivers through a courtesy lamp driver circuit and two ground circuits based upon electronic ajar switch status
message inputs received from the Totally Integrated Power Module (TIPM) over the Controller Area Network
(CAN) data bus. The EMIC also uses electronic left multifunction switch and ignition switch status message
inputs received from the Steering Control Module (SCM) over the Local Interface Network (LIN) data bus to
control these outputs.
After all of the ajar switch inputs to the TIPM transition to open, the EMIC will keep the courtesy lamps
illuminated for about 30 seconds, then fade the lamps to OFF (theater dimming) over about 3 seconds. The
EMIC also provides courtesy lamp operation based upon the electronic left multifunction switch status
messages received from the SCM, and provides an illuminated entry feature in response to certain electronic
message inputs received from the Sentry Key REmote Entry Module (SKREEM) (also known as the Wireless
Control Module/WCM) and the Occupant Restraint Controller (ORC) over the CAN data bus. A courtesy lamp
DEFEAT mode based upon an electronic left multifunction switch status message received from the SCM
will cause the EMIC to override normal courtesy lamp operation based upon any ajar switch inputs to the
TIPM.
For those lamps in the courtesy lamp circuit with independent switching, such as the cargo/second row dome
lamp, the EMIC provides a second battery feed to this switch using another internal driver through a separate
courtesy lamp load shed circuit. The EMIC provides a battery saver (load shedding) feature for all courtesy
lamps, which will automatically turn these lamps OFF if they are left ON for more than about eight minutes
with the ignition switch in the OFF position.
PANEL LAMPS DIMMER CIRCUIT
The panel lamps dimmer circuit actually includes several circuits. These circuits control the illumination and
dimming level of the heaterair conditioner controls and the automatic transmission gear selector bezel lamp.
All lamps in the panel lamps dimmer circuits are provided a path to ground at all times through a hard wired
ground circuit. These lamps are illuminated by a 12volt Pulse Width Modulated (PWM) output of the EMIC
through the panel lamps dimmer circuit.
This shared PWM output synchronizes the selected illumination intensity level of all of the lamps in the panel
lamps dimmer circuits. The EMIC uses electronic left multifunction switch status and dimming level
message inputs received from the SCM over the LIN data bus. The SCM sends the proper left multifunction
switch status and dimming level messages based upon the exterior lighting selection of the control knob and
the dimming level selection of the control sleeve on the left multifunction switch control stalk.
The EMIC, the instrument panel switch pod and the radio use the dimming level messages from the SCM to
control the illumination intensity of their own back lighting and controls. In addition, when the control sleeve of
the left multifunction switch is moved to the PARADE (or funeral) mode detent position, all of the Vacuum
Fluorescent Display (VFD) units in the vehicle are illuminated at their full intensity levels for increased
visibility when the vehicle is driven during daylight hours with the exterior lights turned ON. The PARADE
mode has no effect on the illumination intensity of incandescent panel lamps.
WARNING
WARNING
WARNING: To avoid serious or fatal injury, eye protection should be used when servicing
any glass components.
CAUTION: Do not use bulbs with higher candle power than indicated in the Bulb
Application table. See Electrical/Lamps/Lighting Interior Specifications. In
addition, do not use fuses, circuit breakers or relays having greater amperage
value than indicated on the fuse panel or in the Owner's Manual. Damage to
lamps, lenses, wiring and other related electrical components can result.
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LAMPS/LIGHTING INTERIOR
NOTE: When diagnosing the interior lighting circuits, remember that high generator
output can burn out bulbs rapidly and repeatedly; and, that dim or flickering
bulbs can be caused by low generator output or poor battery condition. If one
of these symptoms is a problem on the vehicle, be certain to diagnose the
battery and charging system, then repair as necessary.
NOTE: A good ground is necessary for proper lighting operation. If a lighting problem
is being diagnosed that involves multiple symptoms, systems, or components,
the problem can often be traced to a loose, corroded, or open ground.
The lamps and the hard wired circuits between components related to the interior lighting system may be
diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. The
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the interior lighting
features of the interior lighting system. The most reliable, efficient, and accurate means to diagnose the interior
lighting system or the electronic controls and communication related to interior lighting system operation
COURTESY LAMP CIRCUIT

A SINGLE LAMP IN THE 1. Ineffective or missing bulb. 1. Test and replace the courtesy lamp
COURTESY LAMP bulb if required.
CIRCUIT DOES NOT 2. Ineffective lamp switch. 2. Test and replace a map/reading lamp
ILLUMINATE switch if required.
3. Ineffective ground circuit. 3. Test and repair the open ground circuit
if required.
4. Ineffective feed circuit. 4. Test and repair the open feed circuit if
required.
ALL LAMPS IN THE 1. Ineffective ground circuit. 1. Test and repair the open ground circuit
COURTESY LAMP if required.
CIRCUIT DO NOT 2. Ineffective feed circuit. 2. Test and repair the open feed circuit if
3. Courtesy DEFEAT feature 3. Turn courtesy DEFEAT feature OFF.
turned ON.
4. Ineffective courtesy lamp 4. Test and repair the courtesy lamp
control circuit. control circuit if required.
5. Ineffective EMIC inputs or 5. Use a diagnostic scan tool to test the
outputs. EMIC inputs and outputs. Refer to the
1634 of 4937
A SINGLE LAMP IN THE 1. Ineffective lamp switch. 1. Test and replace a map/reading lamp
COURTESY LAMP switch if required.
CIRCUIT DOES NOT
EXTINGUISH
ALL LAMPS IN THE 1. Ineffective ajar switch. 1. Test and replace a door ajar or liftgate
COURTESY LAMP ajar switch if required.
CIRCUIT DO NOT 2. Ineffective ajar switch sense 2. Test and repair the shorted ajar switch
EXTINGUISH circuit. sense circuit if required.
3. Use a diagnostic scan tool to test the
3. Ineffective TIPM inputs or
TIPM inputs and outputs. Refer to the
outputs.
PANEL LAMPS DIMMER CIRCUIT
NOTE: As part of the exterior lighting failsafe feature, upon ignition ON, all of the panel
lamps dimmer circuit lamps will illuminate at full intensity and the exterior park
lamps and headlamp low beams will illuminate regardless of the left multi
function switch control knob position if the Steering Control Module (SCM)
cannot detect an input from the left multifunction switch, or if there is a loss of
data bus communication.

A SINGLE LAMP DOES 1. Ineffective or missing bulb 1. Test and replace the lamp bulb or LED
NOT ILLUMINATE or Light Emitting Diode (LED) unit if required.
unit.
2. Ineffective ground circuit. 2. Test and repair the open lamp ground
3. Ineffective feed circuit. 3. Test and repair the open lamp feed
A SINGLE LAMP DOES 1. Ineffective feed circuit. 1. Test and repair the shorted lamp feed
NOT EXTINGUISH circuit if required.
ALL LAMPS DO NOT 1. Ineffective ground circuit. 1. Test and repair the open lamp ground
ILLUMINATE circuit if required.
2. Ineffective feed circuit. 2. Test and repair the open lamp feed
ALL LAMPS ILLUMINATE 1. Ineffective EMIC inputs or 1. Use a diagnostic scan tool to test the
AT FULL INTENSITY AT outputs. EMIC inputs and outputs. Refer to the
IGNITION ON appropriate diagnostic information.
2. Loss of data bus 2. Use a diagnostic scan tool to test the
communication. data bus. Refer to the appropriate
SPECIFICATIONS
SPECIFICATIONS
COURTESY LAMPS
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LAMP BULB
COURTESY 906
CARGO 578
FRONT DOME 578
PANEL LAMPS
LAMP BULB
GEAR SELECTOR BEZEL 37
LAMP, CARGO
REMOVAL
BULB
Fig. 2: Identifying Cargo Lamp Components
2. Insert the tip of a small flatbladed screwdriver into the notch on the right side of the cargo lamp between
the lens (1) and the lamp housing (2).
3. Gently pry the notched edge of the lens downward until it unsnaps from the housing.
4. While holding the lamp housing bezel (3) flush with the sport bar trim, swing the notched end of the lens
downward far enough to access the bulb (4).
NOTE: If the lamp housing is lowered from the mounting hole, the lamp MUST be
reinstalled as per the installation procedure. See
Electrical/Lamps/Lighting Interior/LAMP, Cargo Installation.
5. Carefully unsnap the bulb from the two bulb holders within the lamp housing.
LAMP
1636 of 4937
Fig. 3: Identifying Cargo Lamp Lens, Housing & Notch
2. Insert the tip of a small flat bladed screwdriver into the notch (3) between the lens (1) and the housing
bezel (2) on the right side of the cargo lamp unit.
3. Gently pry the end of the lens downward until it unsnaps from the housing.
4. Swing the lens downward until it is perpendicular to the housing.
5. Pull the housing downward far enough to disengage it from the sport bar trim.
6. Pull the lamp away from the mounting hole in the sport bar trim far enough to access and disconnect the
wire harness connector from the connector receptacle on the back of the lamp housing.
INSTALLATION
BULB
lamp wiring.
1637 of 4937
1. While holding the cargo lamp housing bezel (3) flush with the sport bar trim, align the ends of the bulb
(4) with the two bulb holders within the lamp housing (2).
Electrical/Lamps/Lighting Interior/LAMP, Cargo Installation.
2. Carefully press the bulb firmly and evenly into the bulb holders until it snaps into place.
3. Swing the notched end of the lens (1) up into position against the housing, then press upward on the lens
firmly and evenly until it snaps into place.
LAMP
1. Position the cargo lamp unit (1) to the mounting hole in the sport bar trim.
2. Reconnect the wire harness connector to the connector receptacle (4) on the back of the lamp housing.
3. There are four retention tabs (2) with live hinges on the back of the lamp housing that secure the lamp in
the mounting hole after the lamp is installed. Be certain that all four tabs are folded inward toward the
center of the lamp housing in their installation position (3) and that the lens hangs down perpendicularly
from the housing, then insert the lamp housing up into the mounting hole in the sport bar trim.
4. With the bezel of the lamp housing held flush against the sport bar trim, swing the notched end of the
lamp lens into position against the housing, then press on the lens firmly and evenly until it snaps into the
housing.
LAMP, COURTESY
REMOVAL
BULB
1638 of 4937
Fig. 6: Identifying Courtesy Lamp Housing & Lens
2. Support the courtesy lamp housing (1) with one hand while grasping the flange on the outer
circumference of the lens (3) with the other hand, then pull the lens straight down to unsnap it from the
housing.
Fig. 7: Identifying Courtesy Lamp Housing & Bulb
3. Pull the base of the bulb (2) straight out of the socket in the courtesy lamp housing (1).
LAMP
1639 of 4937
2. Remove the screw that secures the integral mounting bracket of the courtesy lamp (1) to the lower
instrument panel (2).
3. Pull the courtesy lamp unit down from the lower instrument panel far enough to access and disconnect
the instrument panel wire harness from the connector receptacle on the top of the lamp housing.
4. Remove the courtesy lamp from under the instrument panel.
INSTALLATION
BULB
lamp wiring.
1640 of 4937
Fig. 9: Identifying Courtesy Lamp Housing & Bulb
1. Align the base of the bulb (2) with the socket in the courtesy lamp housing (1).
3. Align the courtesy lamp lens (3) with the lamp housing (1).
4. Support the courtesy lamp housing with one hand while firmly and evenly pushing the lens into the
housing with the other hand, until the lens snaps into place.
LAMP
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1. Position the courtesy lamp (1) under the instrument panel (2).
2. Reconnect the instrument panel wire harness to the connector receptacle on the top of the courtesy lamp
housing.
3. Position the integral mounting bracket of the lamp to the lower instrument panel.
4. Install and tighten the screw that secures the lamp to the instrument panel. Tighten the screw to 2 N.m (17
in. lbs.).
LAMP, DOME
REMOVAL
BULB
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2. Insert the tip of a small flatbladed screwdriver into the notch on the right side of the dome lamp between
the lens (1) and the lamp housing (2).
3. Gently pry the notched edge of the lens downward until it unsnaps from the housing.
4. While holding the lamp housing bezel (3) flush with the rear speaker enclosure, swing the notched end of
the lens downward far enough to access the bulb (4).
Electrical/Lamps/Lighting Interior/LAMP, Dome Installation.
5. Carefully unsnap the bulb from the two bulb holders within the lamp housing.
LAMP
Fig. 13: Identifying Cargo Lamp Lens, Housing & Notch
2. Insert the tip of a small flat bladed screwdriver into the notch (3) between the lens (1) and the housing (2)
on the right side of the dome lamp unit.
3. Gently pry the end of the lens downward until it unsnaps from the housing.
4. Swing the lens downward until it is perpendicular to the housing.
5. Pull the housing downward far enough to disengage it from the rear speaker enclosure.
6. Pull the lamp away from the mounting hole in the speaker enclosure far enough to access and disconnect
the wire harness connector from the connector receptacle on the back of the lamp housing.
INSTALLATION
BULB
lamp wiring.
1643 of 4937
1. While holding the dome lamp housing bezel (3) flush with the rear speaker enclosure, align the ends of
the bulb (4) with the two bulb holders within the lamp housing (2).
Electrical/Lamps/Lighting Interior/LAMP, Dome Installation.
2. Carefully press the bulb firmly and evenly into the bulb holders until it snaps into place.
3. Swing the notched end of the lens (1) up into position against the housing, then press upward on the lens
firmly and evenly until it snaps into place.
LAMP
1. Position the dome lamp unit (1) to the mounting hole in the rear speaker enclosure.
2. Reconnect the wire harness connector to the connector receptacle (4) on the back of the lamp housing.
3. There are four retention tabs (2) with live hinges on the back of the lamp housing that secure the lamp in
the mounting hole after the lamp is installed. Be certain that all four tabs are folded inward toward the
1644 of 4937
center of the lamp housing in their installation position (3) and that the lens hangs down perpendicularly
from the housing, then insert the lamp housing up into the mounting hole in the speaker enclosure.
4. With the bezel of the lamp housing held flush against the speaker enclosure, swing the notched end of the
lamp lens into position against the housing, then press on the lens firmly and evenly until it snaps into the
housing.
LAMP, TRANSMISSION RANGE INDICATOR
REMOVAL
REMOVAL
NOTE: This procedure applies only to vehicles equipped with an optional automatic
transmission.
Fig. 16: Identifying Gear Selector Lamp Bulb
2. Remove the center floor console from over the gear selector lever (1) and bezel (2).
3. Firmly grasp the bulb socket (3) on the bottom of the bezel housing and rotate it counterclockwise about
30 degrees to unlock it.
INSTALLATION
INSTALLATION
lamp wiring.
NOTE: This procedure applies only to vehicles equipped with an optional automatic
transmission.
1645 of 4937
Fig. 17: Identifying Gear Selector Lamp Bulb
1. Align the base of the bulb with the gear selector bulb socket (3).
3. Align the socket and bulb with the keyed opening on the bottom of the gear selector bezel (2) housing.
6. Reinstall the center floor console over the gear selector lever (1) and bezel.
SWITCH, DOOR AJAR
DESCRIPTION
DOOR
This vehicle has one door ajar switch for each door. Each switch is concealed within and integral to its
respective door latch unit. The switches are momentary leaf contacttype units that are actuated by the
mechanisms internal to the door latch. A short pigtail wire and connector on each door latch connects the door
ajar switch to the vehicle electrical system through its respective door wire harness.
The door ajar switches cannot be adjusted or repaired and, if ineffective or damaged, the door latch unit must be
replaced. Refer to Body/Door Front/LATCH, Door Removal or. Refer to Body/Doors Rear/LATCH,
Door Removal .
SWING GATE
A swing gate ajar switch is standard equipment on this vehicle. The switch is concealed within and integral to
the swing gate latch unit. The switch is a momentary leaf contacttype unit that is actuated by the swing gate
latch mechanism. An integral connector receptacle on the swing gate latch connects the swing gate ajar switch
to the vehicle electrical system through the swing gate wire harness.
The swing gate ajar switch cannot be adjusted or repaired and, if ineffective or damaged, the swing gate latch
unit must be replaced. Refer to Body/Decklid/Hatch/Liftgate/Tailgate/LATCH Removal .
OPERATION
DOOR
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The door ajar switches are actuated by the mechanisms internal to the door latch. When a door is closed and
properly latched, its door ajar switch is an open circuit. When a door is open or only partially latched, the door
ajar switch is a closed circuit. The door ajar switches are hard wired in series between a body ground and the
Totally Integrated Power Module (TIPM). The TIPM reads the hard wired door ajar switch inputs through
internal pullups, then uses these inputs to control many electronic functions and features of the vehicle. The
TIPM also sends electronic door ajar switch status messages over the Controller Area Network (CAN) data
bus.
The door ajar switches as well as the hard wired inputs and outputs of the switches may be diagnosed using
conventional diagnostic tools and procedures. Refer to the appropriate wiring information.
SWING GATE
The swing gate ajar switch is actuated by the swing gate latch mechanism. When the swing gate is closed and
properly latched, its swing gate ajar switch is an open circuit. When the swing gate is open or only partially
latched, the swing gate ajar switch is a closed circuit. The swing gate ajar switch is hard wired in series between
a body ground and the Totally Integrated Power Module (TIPM). The TIPM reads the hard wired swing gate
ajar switch input through an internal pullup, then uses this input to control many electronic functions and
features of the vehicle. The TIPM also sends electronic swing gate ajar switch status messages over the
Controller Area Network (CAN) data bus.
The swing gate ajar switch as well as the hard wired inputs and outputs of the switch may be diagnosed using
conventional diagnostic tools and procedures. Refer to the appropriate wiring information.
1647 of 4937
Back To Article
Navigation/Telecommunication Service Information Wrangler
DESCRIPTION
DESCRIPTION
NAVIGATION
The GPS antenna collects information from orbiting satellites to provide the users location. The navigation
radio uses this information in route planning to the desired location given by the operator.
The navigation information is displayed in map format, as turnbyturn instruction or a combination of the two.
The system also provides audio prompts for turns through the vehicle's audio system, overriding all other audio
outputs (except hands free cellular system) to the front speakers that are active at the same time. Spoken
prompts are recordings of a human voice.
The navigation portion of the radio is not repairable and if found to be defective the entire radio unit must be
replaced. Refer to Electrical/Audio and Video/RADIO Removal for removal procedure of the radio.
ANTENNA, NAVIGATION
REMOVAL
REMOVAL
Fig. 1: Removing/Installing Battery Negative Cable
2. Remove the center bezel.
4. Remove the push pins securing the GPS antenna.
5. Remove the GPS antenna.
INSTALLATION
INSTALLATION
1648 of 4937
Fig. 2: Removing/Installing Battery Negative Cable
1. Install the GPS antenna.
2. Secure the GPS antenna using the push pins.
4. Install the center bezel.
MICROPHONE
REMOVAL
REMOVAL
Fig. 3: Identifying APillar Trim Components
NOTE: Passenger side shown, driver side similar.
1. Remove the drivers side Apillar trim panel (2). Refer to Body/Interior/PANEL, APillar Trim
Removal .
1649 of 4937
Fig. 4: Microphone Harness & Instrument Panel Harness
2. Disconnect the microphone harness (1) from the instrument panel harness (2).
Fig. 5: Microphone & Trim Panel
3. Remove the microphone (2) from the trim panel (3) by carefully pushing in the tabs (1) on the
microphone and push microphone through the trim panel hole.
INSTALLATION
INSTALLATION
1650 of 4937
Fig. 6: Microphone & Trim Panel
1. Install the microphone (2) into the trim panel (3) until the two clips (1) clip into place.
Fig. 7: Microphone Harness & Instrument Panel Harness
2. Connect the microphone harness (1) to the instrument panel harness (2).
1651 of 4937
Fig. 8: Identifying APillar Trim Components
NOTE: Passenger side shown, driver side similar.
3. Remove the drivers side Apillar trim panel (2). Refer to Body/Interior/PANEL, APillar Trim
Installation .
1652 of 4937
Back To Article
Power Doors NonDTC Diagnostics Wrangler
DRIVER DOOR LOCK INOPERATIVE
Fig. 1: Door Lock Circuit Schematic
Possible Causes
1653 of 4937
(P930) DRIVER DOOR LOCK DRIVER CIRCUIT OPEN
(P930) DRIVER DOOR LOCK DRIVER CIRCUIT SHORT TO GROUND
(P910) DRIVER DOOR UNLOCK DRIVER CIRCUIT OPEN
(P910) DRIVER DOOR UNLOCK DRIVER CIRCUIT SHORT TO GROUND
DRIVER DOOR LATCH
Diagnostic Test
1. DRIVER DOOR LATCH INOPERATIVE
Fig. 2: JKDRV LK INOP1
1. Disconnect the Driver Door Latch connector.
2. Connect a test light between the (P930) Driver Door Lock Driver circuit and the (P910) Driver
Door Unlock Driver circuit.
3. Close the front doors or trip the door latches to the closed position.
4. Operate the door locks in both positions and observe the test light.
Does the test light illuminate brightly for approximately 300 ms. when the door locks are actuated?
Yes
1654 of 4937
Replace the Driver Door Latch.
No
Go to step 2
2. CHECK (P910) DRIVER DOOR UNLOCK DRIVER CIRCUIT OPEN
Fig. 3: CHECKING DRIVER DOOR UNLOCK DRIVER CIRCUIT FOR OPEN
3. Measure the resistance of the (P910) Driver Door Unlock Driver circuit between the Latch
connector and the TIPM C6 connector.
No
1655 of 4937
Using the wiring diagram/schematic as a guide, measure the circuit from the inline door
harness connector to the latch connector to determine if the wire is open in the door harness
or the instrument panel harness. Repair the (P910) Driver Door Unlock Driver circuit for an
open.
Yes
Go to step 3
3. CHECK (P910) DRIVER DOOR UNLOCK DRIVER CIRCUIT SHORT TO GROUND
Fig. 4: CHECKING DRIVER DOOR UNLOCK DRIVER CIRCUIT FOR SHORT TO GROUND
1. Measure the resistance between Ground and the (P910) Driver Door Unlock Driver circuit.
Is the resistance below 1,000 ohms?
Yes
harness connector to ground to determine if the wire is shorted in the door harness or the
1656 of 4937
instrument panel harness. Repair the (P910) Driver Door Unlock Driver circuit for a short to
ground.
No
Go to step 4
4. CHECK (P930) DRIVER DOOR LOCK DRIVER CIRCUIT OPEN
Fig. 5: CHECKING DRIVER DOOR LOCK DRIVER CIRCUIT FOR OPEN
1. Measure the resistance of the (P930) Driver Door Lock Driver circuit between the TIPM C6
connector and the Driver Door Latch connector.
Yes
1657 of 4937
Go to step 5
No
or the instrument panel harness. Repair the (P930) Driver Door Lock Driver circuit for an
open.
5. CHECK (P930) DRIVER DOOR LOCK DRIVER CIRCUIT SHORT TO GROUND
Fig. 6: CHECKING DRIVER DOOR LOCK DRIVER CIRCUIT FOR SHORT TO GROUND
1. Measure the resistance between Ground and the (P930) Driver Door Lock Driver circuit.
Yes
1658 of 4937
instrument panel harness. Repair the (P930) Driver Door Lock Driver circuit for a short to
ground.
No
ONE PASSENGER DOOR LOCK INOPERATIVE
1659 of 4937
Fig. 7: Passenger Door Locks Circuit Schematic
Possible Causes
(P32), (P38) OR (P920) DOOR LOCK DRIVER CIRCUIT OPEN
(P32, (P38) OR (P920) DOOR LOCK DRIVER CIRCUIT SHORT TO GROUND
(P5), (P34) OR (P940) DOOR UNLOCK DRIVER CIRCUIT OPEN
(P5), (P34) OR (P940) DOOR UNLOCK DRIVER CIRCUIT SHORT TO GROUND
DOOR LATCH
Diagnostic Test
1. PASSENGER DOOR LATCH INOPERATIVE
NOTE: Graphics in this test show Left Rear Latch but the other 2 passenger
latches are similar.
Fig. 8: Identifying Passenger Door Latch Harness Connector
1660 of 4937
2. Disconnect the inoperative Passenger Door latch connector.
3. Connect a test light between the Door Lock Driver circuit and the Door Unlock Driver circuit.
4. Close the front doors or trip the door latches to the closed position.
Yes
Replace the Passenger Door Latch Assembly.
No
Go to step 2
2. PASSENGER DOOR UNLOCK DRIVER CIRCUIT OPEN
1661 of 4937
Fig. 9: CHECKING PASSENGER DOOR UNLOCK DRIVER CIRCUIT FOR OPEN
3. Measure the resistance of the appropriate Door Unlock Driver circuit between the Latch connector
and the TIPM C5 connector.
No
or the instrument panel harness. Repair the appropriate Door Unlock Driver circuit for an
open.
1662 of 4937
Yes
Go to step 3
3. PASSENGER DOOR UNLOCK DRIVER CIRCUIT SHORT TO GROUND
Fig. 10: Checking Passenger Door Unlock Driver Circuit For Short To Ground
1. Measure the resistance between Ground and the appropriate Door Unlock Driver circuit.
Yes
instrument panel harness. Repair the appropriate Door Unlock Driver circuit for a short to
ground.
1663 of 4937
No
Go to step 4
4. PASSENGER DOOR LOCK DRIVER CIRCUIT OPEN
Fig. 11: CHECKING PASSENGER DOOR LOCK DRIVER CIRCUIT FOR OPEN
2. Measure the resistance of the appropriate Door Lock Driver circuit between the TIPM C6
connector and the appropriate Door Latch connector.
Yes
Go to step 5
No
1664 of 4937
or the instrument panel harness. Repair the appropriate Door Lock Driver circuit for an open.
5. PASSENGER DOOR LOCK DRIVER CIRCUIT SHORT TO GROUND
Fig. 12: CHECKING PASSENGER DOOR LOCK DRIVER CIRCUIT FOR SHORT TO
GROUND
1. Measure the resistance between Ground and the appropriate Door Lock Driver circuit.
Yes
instrument panel harness. Repair the appropriate Door Lock Driver circuit for a short to
ground.
No
1665 of 4937
SWING GATE LOCK INOPERATIVE
Fig. 13: Swing Gate Lock Circuit Schematic
Possible Causes
(P304) SWIING GATE LOCK DRIVER CIRCUIT OPEN
1666 of 4937
(P304) SWING GATE LOCK DRIVER CIRCUIT SHORT TO GROUND
(P306) SWING GATE UNLOCK DRIVER CIRCUIT OPEN
(P306) SWING GATE UNLOCK DRIVER CIRCUIT SHORT TO GROUND
SWING GATE LATCH
Diagnostic Test
1. SWING GATE LATCH INOPERATIVE
Fig. 14: Identifying Switch Gate Latch Harness Connector
1. Disconnect the Swing Gate Latch connector.
2. Connect a test light between the (P304) Swing Gate Lock Driver circuit and the (P406) Swing Gate
Unlock Driver circuit.
3. Close the front doors or trip the front door latches to the closed position.
Yes
1667 of 4937
Replace the Swing Gate Latch.
No
Go to step 2
2. (P306) SWING GATE UNLOCK DRIVER CIRCUIT OPEN
Fig. 15: Checking Swing Gate Unlock Driver Circuit For Open
3. Measure the resistance of the (P306) Swing Gate Unlock Driver circuit between the Latch
connector and the TIPM C5 connector.
1668 of 4937
No
Repair the (P306) Swing Gate Unlock Driver circuit for an open.
Yes
Go to step 3
3. (P306) SWING GATE UNLOCK DRIVER CIRCUIT SHORT TO GROUND
Fig. 16: Checking Swing Gate Unlock Driver Circuit Short To Ground
1. Measure the resistance between Ground and the (P306) Swing Gate Unlock Driver circuit.
Yes
Repair the (P306) Swing Gate Unlock Driver circuit for a short to ground.
1669 of 4937
No
Go to step 4
4. (P304) SWING GATE LOCK DRIVER CIRCUIT OPEN
Fig. 17: Checking Swing Gate Lock Driver Circuit For Open
2. Measure the resistance of the (P304) Swing Gate Lock Driver circuit between the TIPM C6
connector and the Swing Gate Latch connector.
Yes
Go to step 5
No
Repair the (P304) Swing Gate Lock Driver circuit for an open.
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5. (P304) SWING GATE DOOR LOCK DRIVER CIRCUIT SHORT TO GROUND
Fig. 18: Checking Swing Gate Door Lock Driver Circuit For Short To Ground
1. Measure the resistance between Ground and the (P304) Swing Gate Lock Driver circuit.
Yes
Repair the (P304) Swing Gate Lock Driver circuit for a short to ground.
No
1671 of 4937
1672 of 4937
Back To Article
Power Locks Service Information Wrangler
DESCRIPTION
DESCRIPTION
POWER LOCKS
The power lock system allows all of the doors and the liftgate to be locked or unlocked electrically by operating
a switch on either front door trim panel. The power lock system receives nonswitched battery current through a
fuse in the Fuse Block, so that the power locks remain operational, regardless of the ignition switch position.
This vehicle also offers several customer programmable features, which allows the selection of several optional
electronic features to suit individual preferences.
The power lock system for this vehicle can also be operated remotely using the available Remote Keyless Entry
(RKE) system Radio Frequency (RF) transmitters, if equipped.
Certain functions and features of the power lock system rely upon resources shared with other electronic
modules in the vehicle over the Controller Area Network (CAN) data bus network. For proper diagnosis of
these electronic modules or of the CAN data bus network, the use of a scan tool and the appropriate diagnostic
information are required.
CHILD PROTECTION LOCKS
To provide a safer environment for children riding in the rear seat, the rear doors have the "child protection"
door lock system.
The child protection locks are on the rear doors only. The lock, when engaged, will disable the inside door
handle from opening the door. The lock is part of the latch/lock assembly.
DOOR LOCK INHIBIT
With the key in the ignition switch and the driver door open, the Sentry Key Remote Entry Module (SKREEM)
will ignore the command to lock the power door locks using the interior door lock switches. Once the key is
removed, or the drivers door is closed, the RKE module will allow the power locks to lock using the door lock
switch.
REMOTE KEYLESS ENTRY
The remote keyless entry system allows locking and unlocking of the vehicle door(s) liftgate, panic alarm and
arming or disarming of the vehicle theft security system (if equipped), using the hand held (RF) transmitter.
The module may receive signals from up to four transmitters. Each transmitter has its own code, and the code is
programmed and stored into the module memory. If a transmitter is replaced or additional transmitters are
added, the codes for all units have to be reprogrammed into the SKREEM. If a module is replaced, the
transmitter codes must be stored in the new memory (by performing the steps for programming transmitters).
The SKREEM is capable of retaining all transmitter codes when power is removed from the module.
OPERATION
OPERATION
POWER LOCKS
All doors can be locked or unlocked mechanically and independently with their respective locking knobs. The
front doors can also be unlocked by actuation of the inside remote door handle.
1673 of 4937
CENTRAL LOCKING/UNLOCKING (IF EQUIPPED)
The door locks can be locked or unlocked electrically via the exterior door key cylinders to provide the central
locking/unlocking feature. The central locking/unlocking feature incorporates a customer programmable
"Double activation unlock" feature which operates in the following manner: When enabled, the first turn of the
key cylinder to the UNLOCK position (toward the front of the vehicle) will mechanically unlock the door
whose key cylinder is being turned. A second turn of the key cylinder to the UNLOCK position (within five
seconds of the first turn) will cause all vehicle doors and liftgate to unlock electrically. When this feature is
disabled, all vehicle doors and liftgate will be unlocked electrically upon the first turn of a key cylinder to the
UNLOCK position. The vehicle is locked electrically by turning the key cylinder to the LOCK position once,
regardless of the state of the double activation unlock feature.
REMOTE KEYLESS ENTRY
The transmitter has three buttons for operation: LOCK, UNLOCK and PANIC.
Pressing the UNLOCK button will unlock the driver side door, flash the park lamps twice and enable
illuminated entry. Pressing and releasing the button once will unlock the driver side door. Pressing and
releasing the button two times within a five second interval will unlock all doors.
Pressing the LOCK button will cause the horn to sound a short chirp (if enabled) and flash the park lamps
to notify that the all door lock signal was received and set. Illuminated entry is cancelled and the interior
lamps are faded to off.
Pressing the PANIC button will cause the panic alarm to sound for three minutes, until the PANIC button
is pressed a second time, or the vehicle reaches a speed of 25.7 Km/h (15 mph). The receiver is capable
of retaining a Vehicle Access Code (VAC) even when power is removed. Each Remote Keyless Entry
(RKE) module must have at least one and no more than four transmitters.
ROLLING DOOR LOCKS
When the rolling door lock system is enabled, the RKE module will automatically lock all the vehicle doors and
liftgate when all of the following conditions are met:
All doors are closed
The vehicle speed exceeds 25.7 Km/h (15 +/ 1 mph).
The throttle position sensor tipin is greater than 10 +/ 2 degrees.
The RKE module will automatically relock all doors if the above conditions are met and if any of the doors
become ajar and then closed again.
The enabling/disabling of the rolling door lock feature is customer programmable, as well as programmable
with the scan tool.
The power lock motors are also equipped with a thermal protection system which prevents the motors from
burning out. The motors may chatter if they are continuously activated.
POWER LOCKS
The most reliable, efficient, and accurate means to diagnose the power lock system requires the use of a scan
tool and the proper Diagnostic article. The scan tool can provide confirmation that the Control Area Network
(CAN) is functional, that all of the electronic modules are sending and receiving the proper messages on the
CAN data bus, and that the power lock motors are being sent the proper hard wired outputs by the relays for
them to perform their power lock system functions.
STANDARD PROCEDURE
AUTOMATIC DOOR LOCK AND UNLOCK
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The toggling of the automatic door lock (also known as rolling door locks) feature and the automatic door
unlock (also known as unlock doors on exit) feature (between enabled and disabled) can be performed with the
use of the scan tool or by the customer.
SCAN TOOL PROGRAMMING
When using the scan tool, select:
1. Theft Alarm
2. VTSS
3. Miscellaneous Functions
4. Select the desired function.
CUSTOMER PROGRAMMING
AUTOMATIC LOCK (ROLLING LOCKS)
1. Open the driver door, sit in the driver seat and close the driver door.
2. Turn the ignition switch to the ON position (without starting the vehicle) and then back to the OFF
position. Repeat this cycle three additional times for a total of four ignition switch cycles.
3. Within 10 seconds of switching the ignition switch to the OFF position at the end of the fourth cycle in
the above step, press the driver interior door lock switch in the LOCK direction to lock the doors.
NOTE: Steps 2 and 3 must be completed within 10 seconds.
4. A single chime will be heard to verify that the customer programmable toggle of the automatic door locks
was successfully completed.
NOTE: When toggling the automatic door lock (rolling lock) feature, the toggle
that occurs will depend upon the last state of the automatic door lock
feature. If the automatic door lock feature was enabled, it will now be
disabled; and, if it was disabled, it will now be enabled. There is no telltale
to inform you of the current state of the automatic door lock feature. The
vehicle must be driven with the doors unlocked to a speed above 24
kilometers per hour (15 miles per hour) to confirm whether or not the
automatic door lock feature is now enabled.
AUTOMATIC UNLOCK (UNLOCK ON EXIT)
1. Open the driver door, sit in the driver seat and close the driver door.
2. Turn the ignition switch to the ON position (without starting the vehicle) and then back to the OFF
position. Repeat this cycle three additional times for a total of four ignition switch cycles.
3. Within 10 seconds of switching the ignition switch to the OFF position at the end of the fourth cycle in
the above step, press the driver interior door lock switch in the UNLOCK direction to unlock the doors.
NOTE: Steps 2 and 3 must be completed within 10 seconds.
4. A single chime will be heard to verify that the customer programmable toggle of the automatic door
unlock was successfully completed.
NOTE: When toggling the automatic door unlock (unlock on exit) feature, the
toggle that occurs will depend upon the last state of the automatic door
unlock feature. If the automatic door unlock feature was enabled, it will
now be disabled; and, if it was disabled, it will now be enabled. There is no
telltale to inform you of the current state of the automatic door unlock
feature. The vehicle must be driven with the doors unlocked to a speed
above 24 kilometers per hour (15 miles per hour) to lock the doors, then
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be brought to a full stop and the driver door opened to confirm whether or
not the automatic door unlock feature is now enabled.
MODULE, KEYLESS ENTRY
REMOTE KEYLESS ENTRY MODULE
tool and the proper Diagnostic article.
Refer to the appropriate wiring information.
REMOVAL
REMOVAL
Refer to Electrical/Vehicle Theft Security/MODULE, Sentry Key Immobilizer (SKREEM) Removal
INSTALLATION
INSTALLATION
Refer to Electrical/Vehicle Theft Security/MODULE, Sentry Key Immobilizer (SKREEM) Installation
MOTOR, DOOR LOCK
DESCRIPTION
DESCRIPTION
The lock mechanisms are actuated by a reversible electric motor mounted within each door and tailgate. The
power lock motors are integral to the door latch units.
The power lock motors cannot be adjusted or repaired and, if inoperative or damaged, the door latch unit must
be replaced.
OPERATION
OPERATION
The door lock motors are controlled by relays. A positive and negative battery connection to the two motor
terminals will cause the motor to move in one direction. Reversing the current will cause the motor to move in
the opposite direction.
DOOR LOCK MOTOR
tool and the proper Diagnostic article.
Refer to the appropriate wiring information.
1. Make certain battery is in normal condition and fuses powering the RKE module aren't blown before
circuits are tested.
2. To determine which motor is inoperative, check each individual door for electrical lock and unlock or
disconnect the motor connectors one at a time, while operating the door lock switch.
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3. In the event that none of the motors work, the problem maybe caused by a shorted motor, a bad switch or
a bad relay internal to the RKE module. Disconnecting a defective motor will allow the others to work.
4. To test an individual door lock motor, disconnect the electrical connector from the motor.
5. To lock the door, connect a 12 volt power source to one pin of the lock motor and a ground wire to the
other pin.
6. To unlock the door, reverse the wire connections at the motor pin terminals.
7. If these results are NOT obtained, replace the motor.
SWITCH, LOCK
REMOVAL
REMOVAL
Fig. 1: View Of Door Lock Connector
2. Remove front door trim panel. Refer to Body/Door Front/PANEL, Door Trim Removal .
3. Disconnect wire connector to door lock switch.
4. Remove the switch from trim panel.
INSTALLATION
INSTALLATION
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Fig. 2: View Of Door Lock Connector
1. Install the switch on trim panel.
2. Connect wire connector to door lock switch.
3. Install front door trim panel. Refer to Body/Door Front/PANEL, Door Trim Installation .
TRANSMITTER, INTEGRATED KEY FOB
DESCRIPTION
DESCRIPTION
Fig. 3: Integrated Key FOB Transmitter
The transmitter has three buttons for operation. They are LOCK , UNLOCK , and PANIC .
OPERATION
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OPERATION
The UNLOCK button will unlock the driver door, flash the Park lamps twice and enable illuminated
entry. Pushing and releasing the button once will unlock the driver door. Pushing and releasing the button
two times within a five second period will unlock all doors (double unlock activation enabled).
Upon pressing the LOCK button, the horn will sound a short chirp (if enabled) and flash the park lamps
to notify that the all door lock signal was received and acted upon. Illuminated entry is cancelled and the
interior lamps are faded to off.
Pushing the PANIC button will cause the panic alarm to sound for three minutes, until the panic button is
pressed a second time, or until the vehicle reaches a speed of 15 m/ph (24 k/ph).
REMOTE KEYLESS ENTRY TRANSMITTER
Fig. 4: Identifying Radio Frequency Detector
Using special tool 9001, first test to ensure that the transmitter is functioning. Typical testing distance is 2.5
centimeters (1 inch) for Asian transmitters and 30.5 centimeters (12 inches) for all others. To test, position the
transmitter as shown in illustration. Press any transmitter button, then test each button individually. The tool
will beep if a radio signal strength that lights five or more LED's is detected. Repeat this test three times. If
transmitter fails any of the test refer to the appropriate Diagnostic article.
STANDARD PROCEDURE
HORN CHIRP TOGGLE
The toggling of the horn chirp (between enabled and disabled) can be performed with the use of the scan tool or
by the customer.
SCAN TOOL PROGRAMMING
When using the scan tool, select:
1. "TIPM"
2. "Miscellaneous Functions"
and then the desired function.
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CUSTOMER PROGRAMMING
Using a transmitter programmed to the Sentry Key Remote Entry Module, the status of the horn chirp may be
toggled by the customer.
NOTE: The SKREEM is responsible for keeping track of the horn chirp status; thus this
procedure does not need to be repeated for each transmitter programmed to
the system.
1. With the ignition switch in RUN position, press and hold the transmitter UNLOCK button for a minimum
of 4 seconds to a maximum of 10 seconds.
2. While holding the UNLOCK button for 410 seconds, press the LOCK button. A chime will be heard to
indicate a successful toggle, at which time both buttons may be released.
TRANSMITTER PROGRAMMING
New Remote Keyless Entry (RKE) transmitters can be programed using the scan tool and the proper Diagnostic
article, if no functioning transmitter is available.
The following procedure can be used as long as one functioning transmitter is available:
1. Insert the key into the ignition switch, and turn the ignition switch to the RUN position (without starting
the vehicle).
2. Using the RKE transmitter programmed to the RKE module, press and continuously hold down the
UNLOCK button for 410 seconds.
3. Within the 410 second time range, continue to hold the UNLOCK button and press the PANIC button.
Both buttons may then be released. Upon the PANIC button being depressed, the message for customer
programming mode will be transmitted to the RKE module.
4. A chime will be heard to verify that the customer programming mode has been entered.
5. Press and release any button on each transmitter that is to be programmed to the RKE module, including
any transmitters which were previously programmed to the RKE module (with a maximum of four
possible). After each transmitter is successfully programmed, a chime will be heard to verify that
successful programming of the transmitter has occurred.
6. After 30 seconds, or upon the ignition switch being turned OFF, a chime will indicate that the RKE
module has exited the programming mode.
RKE TRANSMITTER BATTERIES
The Remote Keyless Entry (RKE) transmitter case snaps open and shut for battery access. To replace the RKE
transmitter batteries:
1. Using a thin coin, gently pry at the notch in the center seam of the RKE transmitter case halves near the
key ring until the two halves unsnap.
2. Lift the back half of the transmitter case off of the RKE transmitter.
3. Remove the two batteries from the RKE transmitter.
4. Replace the two batteries with new Panasonic 2016, or equivalent. Be certain that the batteries are
installed with their polarity correctly oriented.
5. Align the two RKE transmitter case halves with each other, and squeeze them firmly and evenly together
until they snap back into place.
SPECIFICATIONS
SPECIFICATIONS
BATTERY
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The transmitter has two 3 volt batteries, which can be removed and replaced without special tools. Insert a dime
in the side slot of the transmitter case and twist. The halves should separate and the batteries are stacked on top
of each other. The batteries are available at local retail stores. Recommended batteries are Panasonic CR 2016
or equivalent. Typical battery life is about two years.
CAUTION: Do not handle the batteries any more than necessary. Hands must be clean and
dry.
RANGE
Normal Remote Keyless Entry (RKE) transmitter operation range for vehicles manufactured for domestic
markets is up to 20 meters (66 feet) away from the vehicle. On vehicles manufactured for export markets,
normal RKE transmitter range is up to 10 meters (33 feet) away from the vehicle. If a domestic market vehicle
is equipped with the optional factoryinstalled Remote Start System, the normal transmitter range is increased
to up to 91 meters (300 feet). Please note that the actual RKE transmitter range values may be better or worse
than specified above, depending upon many possible variables in the environment at the specific time and
location that any RKE transmission is attempted.
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Back To Article
Power Mirrors Service Information Wrangler
MIRROR, AUTOMATIC DAY AND NIGHT
OPERATION
OPERATION
The automatic day/night mirror is equipped with three buttons: the left switch for the left LED lamp, the right
switch for the right side LED lamp and the center switch for the compass/temperature function. Pressing the left
and right switch simultaneously will turn the auto dim function on or off. A green light next to the right button
will indicate when the dimming feature is activated. The mirror also senses the backup lamp circuit, and will
automatically disable its selfdimming feature whenever the transmission gear selector is in the Reverse
position.
The compass/temperature display provides the outside temperature and one of eight compass headings. Press
and release the center button once within 3 seconds to display compass/temperature (Fahrenheit). Press and
release the center button twice within 3 seconds to display compass/temperature (Celsius). Press and release the
center button three times within 3 seconds to deactivate the feature.
A thin layer of electrochromatic material between two pieces of conductive glass make up the face of the
mirror. Two photocell sensors are used to monitor light levels and adjust the reflectance of the mirror. The
ambient photocell sensor faces forward, to detect the outside light levels. The headlamp sensor is located on the
mirror housing just to the left of the switch and facing rearward, to detect the light level received at the rear
window side of the mirror. When the difference between the two light levels becomes too great (the light level
received at the rear of the mirror is much higher than that at the front of the mirror), the mirror begins to darken.
AUTOMATIC DAY/NIGHT MIRROR
1. Check for a blown fuse. If OK, go to 2. If not OK, repair the shorted circuit or component as required and
replace the faulty fuse.
2. Turn the ignition switch to the ON position. Check for battery voltage at the fuse. If OK, go to 3. If not
OK, repair the open circuit to the ignition switch as required.
3. Turn the ignition switch to the OFF position. Disconnect and isolate the battery negative cable. Unplug
the wire harness connector from the automatic day/night mirror. Connect the battery negative cable. Turn
the ignition switch to the ON position. Check for battery voltage at the fused ignition switch output
(run/start) circuit cavity of the automatic day/night mirror wire harness connector. If OK, go to 4. If not
OK, repair the open circuit as required.
4. Turn the ignition switch to the OFF position. Disconnect and isolate the battery negative cable. Check for
continuity between the ground circuit cavity of the automatic day/night mirror wire harness connector
and a good ground. There should be continuity. If OK, go to 5. If not OK, repair the circuit to ground as
required.
5. Connect the battery negative cable. Turn the ignition switch to the ON position. Set the parking brake.
Place the transmission gear selector lever in the REVERSE position. Check for battery voltage at the
backup lamp switch output circuit cavity of the automatic day/night mirror wire harness connector. If
OK, go to 6. If not OK, repair the open circuit as required.
6. Turn the ignition switch to the OFF position. Disconnect the battery negative cable. Plug in the automatic
day/night mirror wire harness connector. Connect the battery negative cable. Turn the ignition switch to
the ON position. Place the transmission gear selector lever in the Neutral position. Place the mirror
switch in the ON (the LED in the mirror switch is lighted) position. Cover the forward facing ambient
photocell sensor to keep out any ambient light.
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NOTE: The ambient photocell sensor must be covered completely, so that no
light reaches the sensor. Use a finger pressed tightly against the sensor,
or cover the sensor completely with electrical tape.
7. Shine a light into the rearward facing headlamp photocell sensor. The mirror glass should darken. If OK,
go to 8. If not OK, replace the faulty automatic day/night mirror unit.
8. With the mirror glass darkened, place the transmission gear selector lever in the REVERSE position. The
mirror should return to its normal reflectance. If not OK, replace the faulty automatic day/night mirror
unit.
STANDARD PROCEDURE
COMPASS CALIBRATION
AUTOMATIC CALIBRATION
The compass is self calibrating which eliminates the need to manually set the compass. When the vehicle is
new, the compass may appear erratic and CAL will be displayed. After completing one 360Â° turn with the
vehicle traveling less than 8 km/h (5 mph) in an area free from large metal or metallic objects, CAL will turn
off and the compass will function normally.
MANUAL CALIBRATION
If the compass appears erratic and CAL does not appear, you must manually put the compass into the
calibration mode. To ensure proper compass calibration, make sure the compass variance is properly set before
manually calibrating the compass.
To put the compass into calibration mode: Turn the ignition to the ON position. Press and hold the center button
for 6 seconds to change the display between VAR (compass variance) and CAL (compass calibration) modes.
To recalibrate the compass, CAL should display for a complete 1 1/2 360Â° turns in a area free from large
metal objects or power lines. When the compass has been calibrated, the CAL symbol will turn off and the
compass will function normally.
COMPASS VARIATION ADJUSTMENT
Fig. 1: Identifying Magnetic Variance Zone Map
Compass variance is the difference between magnetic north and geographic north. In some areas of the country,
the difference between magnetic and geographic north is great enough to cause the compass to give false
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readings. If this occurs, the compass variance must be set according to the compass variance map.
To set the variance: Turn the ignition to the ON position. Press and hold the center button for 3 to 6 seconds.
The last variance zone number will be displayed. Each press of the center button will select a new variance
zone. When the proper zone is selected, wait 5 seconds to resume normal operation.
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Back To Article
Power Windows Service Information Wrangler
POWER WINDOWS
WIRING VOLTAGE TEST
The following wiring test determines whether or not voltage is continuous through the body harness to the front
switch.
1. Remove the power window switch and bezel.
2. Disconnect wire connector from back of power window switch.
3. Switch ignition to the ON position.
4. Connect the clip end of a 12 volt test light to Pin 4 of the window switch harness connector. Touch the
test light probe to Pin 3.
If the test light illuminates, the wiring circuit between the battery and switch is OK.
If the lamp does not illuminate, first check 30 amp circuit breaker in the fuse block. If circuit breaker is
OK, then check for a broken wire.
POWER WINDOW MOTOR TEST
If the power window motor is receiving proper current and ground and does not operate, proceed with motor
test.
1. Remove front door trim panel as necessary to gain access to power window motor wire connector.
2. Disconnect power window motor wire connector from door harness.
3. Using two jumper wires, connect one to a battery (+) source and the other to a good ground ().
4. Connect the Negative () jumper probe to one of the motor connector terminals.
5. Momentarily touch the Positive (+) jumper probe to the other motor connector terminal.
When positive probe is connected the motor should rotate in one direction to either move window up or
down. If window is all the way up or down the motor will grunt and the inner door panel will flex when
actuated in that one direction.
6. Reverse jumper probes at the motor connector terminals and window should now move in opposite
direction. If window does not move or grunt, replace the motor.
If window moved completely up or down, reverse the jumper probes and cycle window to the opposite position
to verify full operation.
If motor grunts and does not move, verify that regulator is not binding.
MODULE, WINDOW REGULATOR
OPERATION
OPERATION
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When a door is opened, the respective module will receive a signal from the door ajar switch or the window
drop switch. The window drop switch is directly controlled by both the interior and the exterior door handle
switches. The drop switch is part of the door latch. This switch is faster than the door ajar switch to signal an
open door operation. At that point the module will drop the front door glass 10 mm (0.5 in). However, if the
window drop switch should fail, the door ajar sense would also drop the window 10 mm (0.5 in) and the
module would set a trouble code. When the module then receives a door ajar switch open (door closed) it would
raise the window 10 mm (0.5 in). The module knows the position of the window by counting the motor rotation
through the hall effect sensor in the module. If a door window is raised while that door is open, the module will
raise the glass up, but when the door is closed it will raise the glass an additional 10 mm (0.5 in). When the
convertible top down switch is pressed to the first detent, input is received by the driver window regulator
module and passenger window regulator module, which will lower the front windows approximately 40 mm
(1.6 in), and lower the rear windows approximately 55 mm (2.0 in). After a 200 ms delay, it energizes the
power top down relay to lower the convertible top.
MOTOR, WINDOW REGULATOR
REMOVAL
REMOVAL
Fig. 1: TRIM PANEL
1. Partially raise or lower the door glass to relieve tension on motor and cables. Secure the glass as
necessary.
3. Remove the door interior trim panel (1). Refer to Body/Door Front/PANEL, Door Trim Removal or.
Refer to Body/Doors Rear/PANEL, Rear Door Trim Removal for the appropriate procedure.
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Fig. 2: MOTOR
4. Disconnect the power window motor electrical connector (2) from the motor electrical connector
receptacle.
5. Remove the three fasteners (1) that secure the power window motor and gear assembly (3) to the carrier
plate.
Fig. 3: Identifying Cable Drive And Motor
6. Using a flat bladed tool, lightly pry the cable drive (1) away from the motor (2) and remove the motor
and gear assembly.
INSTALLATION
INSTALLATION
NOTE: The power window motor may need to actuated momentarily to line up the gear
in the drive assembly with the regulator.
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Fig. 4: MOTOR
1. Connect the power window motor electrical connector (2) to the motor electrical connector receptacle.
2. Position the power window motor and gear assembly (3) on the carrier plate aligning the drive gear with
the regulator.
3. If necessary, temporarily connect the battery to actuate the motor.
4. Install and tighten the three fasteners (1) that secure the power window motor and gear assembly to the
carrier plate.
Fig. 5: TRIM PANEL
5. Reinstall the door interior trim panel (2). Refer to Body/Door Front/PANEL, Door Trim Installation
or. Refer to Body/Doors Rear/PANEL, Rear Door Trim Installation for the appropriate procedure.
6. Connect the negative battery cable.
SWITCH, POWER WINDOW
REMOVAL
REMOVAL
Front Refer to FRONT for removal procedure.
Rear Refer to REAR for removal procedure.
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FRONT
Fig. 6: Identifying Front Power Window Switch
2. Remove the center bezel.
3. Disconnect electrical connector.
4. Remove switch from assembly.
REAR
Fig. 7: Identifying Rear Power Window Switch
2. Install switch to assembly.
3. Connect electrical connectors.
INSTALLATION
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INSTALLATION
Front Refer to FRONT installation procedure.
Rear Refer to REAR installation procedure.
FRONT
Fig. 8: Identifying Front Power Window Switch
1. Connect electrical harness connector to switch.
2. Align switch and press into position.
REAR
Fig. 9: Identifying Rear Power Window Switch
1. Connect electrical harness connector to switch.
2. Align switch and press into position.
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Back To Article
2010 GENERAL INFORMATION
Mopar Accessories Wrangler
AUDIO AND ELECTRONICS
INSTRUCTION SHEET
WIFI Router
JEEP WRANGLER
PROCEDURE STEPS:
NOTE: Using a test light, verify the cigarette lighter outlet being used is ignition
switched. Power must not be present with the ignition in the OFF position.
Fig. 1: Center Trim Lower
1. Disconnect the negative battery cable.
2. Using trim stick C4755 or equivalent, release the clips (2) and rotate the lower center trim (3) down and
release the tabs (1).
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Fig. 2: Center Trim Upper
3. Using trim stick C4755 or equivalent (2), release the clips in the rear of the upper trim (1).
Fig. 4: Center Trim Electrical Connector
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Fig. 5: Center Bezel Lower
6. Remove the screws (2) and using trim stick C4755 or equivalent, separate the center bezel (1).
7. Disconnect the HVAC control cables (1 and 9) and disconnect the electrical connectors (3).
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Fig. 7: TCase Shifter Knob
8. On 4x4 vehicles grasp the transfer case shifter knob and pull straight up and remove the knob.
Fig. 8: Manual Shift Shaft 2
9. On manual transmission vehicles, using a trim stick C4755 or equivalent, separate the shifter boot (2)
from the console bezel (1).
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10. Remove the bolt (3) and remove the manual transmission shifter (2) from the shifter shaft (1).
Fig. 10: Floor Console
11. Remove the cup holder or ash receiver (1), if equipped.
12. Using trim stick C4755 or equivalent, remove the console bezel (2).
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Fig. 11: Floor Console Electrical Connector
Fig. 12: Floor Console Installation
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Fig. 13: WiFi Power Harness
14. Remove the four console screws (1).
15. Lift the console (4) up off the clip retainers (3) and remove.
16. Install the WiFi router (1) under the passenger seat and secure it using the supplied VelcroÂ® tape.
17. Route and secure the WiFi power harness (2) under the center console to the cigarette lighter outlet wire
harness.
NOTE: Do not use the power outlet for the power supply to the WiFi router.
Fig. 14: Adhesive Lined Heat Shrink Tubing
18. Locate the cigarette lighter outlet wiring harness.
19. Cut each wire and remove 13 mm (0.5 in.) of insulation from each wire that needs to be soldered/spliced.
20. Place a piece of supplied adhesive lined heat shrink tubing on one side of each cut wire. Insure the tubing
will be long enough to cover and seal the entire soldered area.
CAUTION: Do not use acid core solder.
21. Solder the supplied fused pigtail to WiFi power harness power wire.
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Fig. 15: Splice Clip
22. Place the strands of the power side wires overlapping each other inside of the splice clip (1).
Fig. 16: Crimping Splice Clip & Wires Together
23. Using crimping tool (1), MoparÂ® p/n 05019912AA or equivalent, crimp the splice clip and wires
together.
24. Repeat the previous two steps for the ground side wires.
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Fig. 17: Soldering Connection
25. Solder (3) the connection (2) together using rosin core solder (1).
Fig. 18: Heat Shrink Tubing
26. Center the heat shrink tubing (2) over the solder joint and heat using a heat gun. Heat the joint until the
tubing is tightly sealed and sealant (1) comes out of both ends of the tubing.
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Fig. 19: Floor Console Installation
Fig. 20: Floor Console Electrical Connector
27. Position the console (4) over the shiftier and brake levers and seat the clips (3) fully.
28. Install the four screws (1).
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Fig. 21: Floor Console
30. Position the bezel (2) over the shiftier and brake lever and seat the clips fully.
31. Install the cup holder and ash receiver (1), if equipped.
Fig. 22: TCase Shifter Knob
32. If equipped, position the transfer case shifter knob onto the shift shaft and seat fully.
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33. If equipped, position the manual transmission shifter handle (2) onto the shift shaft (1) and install the bolt
(3).
34. Tighten the bolt (3) to 33 N.m (24.5 ft. lbs.)
35. Seat the shifter boot (2) onto the console bezel (1) and seat fully.
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36. Connect the HVAC control cables (1 and 9) and connect the electrical connectors (3 and 4).
Fig. 26: Center Bezel Lower
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Fig. 27: Center Trim Electrical Connector
40. Position the front of the cover (1) onto the center support and rotate the trim (2) back and seat the clips
fully.
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Fig. 29: Center Trim Lower
41. Position the lower tabs (1) into the slots and rotate the trim (3) up and seat the clips (2) fully.
43. Verify system operation.
EXTERIOR APPEARANCE
INSTRUCTION SHEET
FRONT 1/2 DOOR KIT
JEEP WRANGLER
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Fig. 30: Front 1/2 Door Kit
CALL OUT DESCRIPTION QUANTITY

1 Door, Front Half, Left Door, Right 2
Door (Not Shown)
2 Hinge, Door, Left Door, Right Door 4
(Not Shown)
3 Link, Door Lock Cylinder to Latch, 2
Left Door, Right Door (Not Shown)
4 Handle, Exterior Door, Left Door, 2
Right Door (Not Shown)
5 Link, Door Inside Lock to Latch, Left 2
Door, Right Door (Not Shown)
6 Weatherseal, Door to Body, Front 2
Half Door, Left, Right (Not Shown)
7 Door Lock Cylinder, Left Door, Right 2
Door (Not Shown)
7 Gasket, Door Lock Cylinder, Black 2
8 Nut, Hex (Exterior Door Handle) 4
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9 Nut, Plastic Snapin 4
10 Retainer, Door Cylinder 2
11 Screw (Hinge, Door) 8
12 10 Way Connector 2
13 Door Harness 2
14 Bracket, Bellcrank, Left Door, Right 2
Door (Not Shown)
15 Footman Loop, Door Check Strap 2
Half Door
16 Screw, Pan Head, M6x1x20 (Footman 8
Loop) (Inside Handle)
17 Handle, Inside Release, Left Door, 2
18 Presenter, Latch, Front Door, Left 2
19 Screw (Latch) 6
20 Link, Door Inside Release to Latch, 2
21 Link, Door Outside Handle to Latch, 2
22 Latch, Front Door, Left Door, Right 2
Door (Not Shown)
PROCEDURE STEPS:
Door SUBAssembly
NOTE: For ease in installation, it is recommended that the latch components, wiring
harness and interior handle are assembled as an assembly prior to installation.
NOTE: The links (rods) must be installed with the colored stripe (located on the rod)
towards the latch assembly. Install the links to the latch's color coordinated
retainer unless otherwise noted.
Fig. 31: Gasket And Lock Cylinder With Retainer Clip
1708 of 4937
1. Paint the door and door hinges to match body color.
2. Assemble gasket (1) onto lock cylinder (2) until fully seated.
3. Install lock cylinder (2) into hole in outer door panel.
NOTE: Cylinder post must point forward.
NOTE: Cylinder drain hole must point down.
4. While holding lock cylinder (2) in place slide retainer clip (3) onto lock cylinder.
Fig. 32: Latch Assembly And Presenter
5. Install the presenter (2) onto the top of the latch assembly (1).
Ensure that the presenter (2) locks into place.
Fig. 33: Bellcrank And Presenter
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6. Install bellcrank (1) onto the presenter (2).
Fig. 34: Bellcrank, Link (Rod) And Orange Clip
7. Install the door lock cylinder (bellcrank) to latch link (rod with orange stripe). Insert the end of the link
(rod) (2) into the bellcrank (1) and then insert the other end into the orange clip (3).
Fig. 35: Presenter, Link (Rod) And Red Clip On Latch Assembly
8. Install the door outside handle to latch link (rod with red stripe). Insert link (rod) (2) into the red clip on
the presenter (1) and then on the red clip on the latch assembly (3).
1710 of 4937
Fig. 36: Link (Rod) And Latch
9. Install the door inside lock to latch (2) and door inside release to latch (1) links (rods).
Fig. 37: Links 1 and 2
10. Install the inside handle to latch link (rod with green stripe) to the inside release handle assembly. The
link (1) will attach to the blue retainer.
11. Install the inside lock to latch link (rod with white stripe) to the inside release handle assembly. The link
(2) will attach to the black retainer.
1711 of 4937
Fig. 38: Wire Harness And Latch Assembly
12. Connect the wiring harness (1) to the latch assembly (2).
Fig. 39: Plastic Snapin Nuts
13. Install the two plastic snapin nuts (1) to the door.
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Fig. 40: Positioning Latch Assembly To Door
NOTE: Visually verify that the pin on the lock cylinder is engaged with the bell
crank.
14. Position the latch assembly (1) (latch, presenter, links, harness and inside handle) to the door.
Fig. 41: Latch Screws
15. Position and install the latch screws (1) to the door.
Tighten the screws to 8 N.m (71 in. lbs.).
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Fig. 42: Hex Nut Locations
16. Install the exterior door handle to the door. Install the hex nuts (2).
Tighten to 5 N.m (44 in. lbs.).
Fig. 43: Footman Loop And Wiring Harness
17. Attach the footman loop (2) to the wiring harness (1) check strap.
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Fig. 44: Wiring Harness And Pin Retainers
18. Route the wiring harness (2) along the center portion of the door and down the side. Install the wiring
harness push pin retainers (1) into the door assembly.
Fig. 45: Screws And Footman Loop
19. Using two screws, install the footman loop to the door.
Tighten the screws to 5 N.m (44 in. lbs.).
20. Install the hinges to the exterior side of the door.
1715 of 4937
Fig. 46: Weatherstrip And Retainer
21. Install the weatherstrip (1) to the door, attach a weatherstrip retainer (2) to the hole located on the top
portion of the door and work towards the opposite side by inserting the weatherstrip (1) into the door
channel. When installed, install the second weatherstrip retainer into the hole located on the top portion
of the door.
22. Repeat steps for the opposite side door.
CONNECTOR
NOTE: If equipped with power windows and/or locks you must replace the 2 way
connector with the supplied 10 way connector.
Fig. 47: Terminal Lock (Blue) And Connectors
1. Remove the terminal lock (blue) (1) from the connector (2).
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Fig. 48: Terminal
2. Lift the terminal lock with the appropriate depinning tool and remove the wires.
1717 of 4937
Fig. 49: Connector Pins
3. Insert Pin 1 from 2 way connector into Pin 7 of the 10 way connector.
4. Insert Pin 2 from 2 way connector into Pin 8 of the 10 way connector.
Half Door Installation
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Fig. 50: View Of Outside Rearview Mirror
1. Remove the bolts (3) and separate the mirror (2) from the door (1).
Fig. 51: Identifying Check Strap Components
footman's loop (1).
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Fig. 52: View Of Door
3. Remove the hinge nuts (1) and lift the door (2) straight up, off the hinges and remove the door.
Fig. 53: Half Door
4. Align the pins on the door hinges to the holes in the body hinges and position the half door (2) into place.
5. Install the hinge nuts (1).
Tighten to 9 N.m (80 in. lbs.).
1720 of 4937
Fig. 54: Identifying Check Strap Components
6. Install the harness (2) over the footman loop (1) and connect the electrical connector (3).
Fig. 55: Mirrors To Front Door
7. Install the mirrors to the front door.
Tighten the bolts to 13 N.m (10 ft. lbs.).
8. Repeat steps for opposite side.
Door ADJUSTMENT
NOTE: Door adjustment measurements should be taken from stationary or welded
body panels like the roof, rocker or quarter panels.
NOTE: 1721 of 4937

NOTE: During adjustment procedures, it is recommended that all the hinge fasteners
be loosened except for the upper most fasteners. Adjustments can be made
using the upper bolts to hold the door with final torque of the fasteners
occurring after correct door positioning is achieved.
FORE/AFT
Fig. 56: Door Hinge
2. Loosen the upper (1) and lower (4) hinge to door fasteners.
3. Adjust the door to the correct position.
Tighten the hinge to door bolts to 26 N.m (19 ft. lbs.).
UP/DOWN
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Fig. 57: Striker
position.
2. Loosen the latch striker bolts (3).
Fig. 58: Body Hinge
3. If necessary, loosen the hinge to hinge pillar fasteners (2) and (3).
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Fig. 59: Door Hinge
5. If necessary, loosen the hinge to door fasteners (1) and (4).
Tighten the door to hinge fasteners to 26 N.m (19 ft. lbs.).
Fig. 60: Striker
7. Tighten the latch striker bolts (3) 26 N.m (19 ft. lbs.).
IN/OUT
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Fig. 61: Striker
Fig. 62: Body Hinge
3. Loosen the hinge to body fasteners (2) and (3)
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Fig. 63: Striker
6. Tighten the latch striker bolts (3) to 26 N.m (19 ft. lbs.).
BODY GAP SPECIFICATIONS
FRONT DOOR
DESCRIPTION GAP FLUSH
Front Door to Body Side 5.0 mm +/ 1.5 mm 0.0 mm +/ 1.5 mm
Fender to Door 5.0 mm +/ 1.5 mm 0.0 mm +/ 1.5 mm
REAR 1/2 DOOR KIT
JEEP WRANGLER
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Fig. 64: Rear 1/2 Door Kit
REAR DOORS
1 Door, Rear Half, Left Door, Right Door 2
(Not Shown)
2 Nut, Hex, Exterior Door Handle 4
3 Handle, Exterior Door, Left Door, Right 2
Door (Not Shown)
4 Weatherseal, Door to Body, Rear Half 2
Door, Left Door, Right Door (Not
Shown)
5 Plug 2
6 Door Harness 2
7 Link, Inside Release to Latch, Left 2
8 Link, Door Inside Lock to Latch, Left 2
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9 Link, Outside Handle to Latch, Left 2
10 Screw (Hinge, Door) 8
11 6way Connector, 2
12 Nut, Plastic Snapin 4
13 Screw, Pan Head, M6 X 1 X 20 8
(Footman Loop) (Inside Handle)
14 Footman Loop, Door Check Strap Half 2
Door
15 Handle, Inside Release, Left Door, 2
16 Hinge, Door, Left Door, Right Door 4
(Not Shown)
17 Presenter, Latch, Rear Door, Left Door, 2
18 Latch, Rear Door, Left Door, Right 2
Door (Not Shown)
19 Screw (Latch) 6
PROCEDURE STEPS:
DOOR SUBASSEMBLY
NOTE: For ease in installation, it is recommended that the latch components, wiring
harness and interior handle are assembled as an assembly prior to installation.
NOTE: The links (rods) must be installed with the colored stripe (located on the rod)
towards the latch assembly. Install the links to the latch's color coordinated
retainer unless otherwise noted.
1. Paint the door and door hinges to match body color.
Fig. 65: Latch And Presenter
2. Install the presenter (2) to the top of the latch (1). Ensure that the presenter (2) locks into place.
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Fig. 66: Outside Latch Link To Latch/Presenter
3. Install the outside handle to latch link (rod with red stripe) (1) to the latch (2).
4. Install the outside handle to latch link (rod with red stripe) (1) to the presenter (3).
Fig. 67: Latch Assembly And Latch Link (White)
5. Install the inside lock to latch link (rod with white stripe) (2) to the latch assembly (1).
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Fig. 68: Latch Assembly And Latch Link (Green)
6. Install the inside handle to latch link (rod with green stripe) (1) to the latch assembly (2).
Fig. 69: Handle Assembly, Link And Latch Link (White)
7. Install the inside lock to latch link (rod with white stripe) (2) to the inside release handle assembly (1).
The link (2) will attach to the black retainer.
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Fig. 70: Handle Assembly, Link And Latch Link (Green)
8. Install the inside handle to latch link (rod with green stripe) (2) to the inside release handle assembly (1).
The link (1) will attach to the blue retainer.
Fig. 71: Latch And Wiring Harness
9. Connect the wiring harness (2) to the latch (1).
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Fig. 72: Exterior Door Handle And Nuts
10. Install the exterior door handle (2) to the door.
Tighten the nuts (1, 3) to 5 N.m (44 in. lbs.).
Fig. 73: Plastic Snapin Nuts
11. Install the two plastic snapin nuts (1) to the door.
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Fig. 74: Door, Latch Assembly And Wiring Harness
12. Position the latch assembly (latch, presenter, links, harness and inside handle) (6) to the door (1).
NOTE: The wiring harness (2) will need be fed through the access hole nearest
the latch area.
13. Route the wiring harness (2) along the upper portion of the door (1) and down the side. Install the wiring
harness push pin retainers into the door assembly.
NOTE: If vehicle is equipped with power windows/locks, the harness connector
will need to be removed and replaced.
14. Position and install the inside release handle screws (4) to the door (1).
Tighten the screws (4) to 5 N.m (44 in. lbs.).
15. Install the plug (8) to the door (1).
Fig. 75: Latch Screws
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16. Position and install the latch screws (1) to the door.
Fig. 76: Footman Loop And Wiring Harness
17. Attach the footman loop (2) to the wiring harness (1) check strap.
Fig. 77: Screws And Footman Loop
18. Using two screws (1), install the footman loop to the door.
19. Install the hinges to the exterior side of the door.
Hand tighten the bolts.
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Fig. 78: Weatherstrip
20. Install the weatherstrip (1) to the door, attach a weatherstrip retainer to the hole located on the top portion
of the door and work towards the opposite side by inserting the weatherstrip (1) into the door channel.
When installed, install the second weatherstrip retainer into the hole located on the top portion of the
door.
21. Repeat steps for the opposite side door.
CONNECTOR
Fig. 79: Terminal Lock (Blue) And Connectors
NOTE: If equipped with power windows and/or locks you must replace the 2 way
connector with the supplied 6 way connector.
1. Remove the terminal lock (blue) (1) from the connector (2).
1735 of 4937
Fig. 80: Terminal
2. Lift the terminal lock with the appropriate depinning tool and remove the wires.
1736 of 4937
Fig. 81: Connector Terminals
3. Insert Pin 1 from the 2 way connector to Pin 1 on the 6 way connector.
4. Insert Pin 2 from the 2 way connector to Pin 6 on the 6 way connector.
HALF DOOR INSTALLATION
1737 of 4937
lower trim side.
5. Remove the hinge nuts (2), lift the door (1) straight up off the body hinges and remove the door (1).
1738 of 4937
Fig. 84: Half Door
6. Align the pins on the door hinges (2) to the holes in the body hinges and position the half door (3) into
place.
7. Install the hinge nuts (1).
Tighten the hinge nuts (1) to 9 N.m (80 in. lbs.).
12. Repeat steps for opposite side.
DOOR ADJUSTMENT
NOTE: Door adjustment measurements should be taken from stationary or welded
body panels like the roof, rocker or quarter panels.
NOTE: During adjustment procedures, it is recommended that all the hinge fasteners
1739 of 4937
be loosened except for the upper most fasteners. Adjustments can be made
using the upper bolts to hold the door with final torque of the fasteners
occurring after correct door positioning is achieved.
FORE/AFT
Fig. 86: Door Hinge
2. Loosen the upper (1) and lower (4) hinge to door fasteners.
UP/DOWN
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Fig. 87: Striker
position.
NOTE: Front door opening shown in the illustration, rear door opening similar.
Fig. 88: Body Hinge
3. If necessary, loosen the hinge to body fasteners (2, 3).
Tighten the hinge to body fasteners (2, 3) to 28 N.m (21 ft. lbs.).
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Fig. 89: Door Hinge
4. If necessary, loosen the hinge to door fasteners (1) and (4).
Tighten the door to hinge fasteners to 26 N.m (19 ft. lbs.).
Fig. 90: Striker
6. Tighten the latch striker bolts (3) 26 N.m (19 ft. lbs.).
IN/OUT
1742 of 4937
Fig. 91: Striker
NOTE: Front door opening shown in the illustration, rear door opening similar.
Fig. 92: Body Hinge
3. Loosen the hinge to body fasteners (2, 3).
Tighten the hinge to body fasteners (2, 3) to 28 N.m (21 ft. lbs.).
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Fig. 93: Striker
5. Tighten the latch striker bolts (3) to 26 N.m (19 ft. lbs.).
BODY GAP SPECIFICATIONS
REAR DOOR
DESCRIPTION GAP FLUSH
Rear Door to Body Side 5.0 mm +/ 1.5 mm 0.0 mm +/ 1.5 mm
FOG LIGHTS AND ELECTRICAL
INSTRUCTION SHEET
FOG LAMP KIT
JEEP WRANGLER
1744 of 4937
Fig. 94: Fog Lamp Kit Accessories

1 Multifunction Switch 1
2 TIPM Jumper Harness 1
3 Fog Lamp Wire Harness 1
4 Zip Ties 6
5 Fog Lamp 2
PROCEDURE STEPS:
FOG LAMP INSTALLATION
Fig. 95: Fog Lamps
1745 of 4937
1. Install the fog lamps (1) by following the instructions supplied with the replacement bumper kit.
NEW MULTIFUNCTION SWITCH INSTALLATION
Fig. 96: Upper And Lower Shrouds
2. Remove the three screws from lower shroud. Remove both the upper (1) and lower (2) shrouds from the
steering column.
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3. Disconnect the instrument panel wire harness connector from the connector receptacle on the back of the
4. Remove the screw (2) that secures the left multifunction switch (1) to the mounting bracket integral to
the left side of the clockspring (3) on the steering column.
6. Disconnect the jumper wire harness connector from the connector receptacle on the inboard end of the
7. Remove the switch from the clockspring.
8. Position the new left multifunction switch (1) close enough to the mounting bracket (3) integral to the
left side of the clockspring to reconnect the jumper wire harness connector to the connector receptacle on
the inboard side of the switch housing.
10. Install and tighten the screw (2) that secures the mounting tab on the front of the left multifunction
switch to the mounting bracket on the clockspring. Tighten the screw to 1 N.m (10 in. lbs.).
11. Reconnect the instrument panel wire harness connector to the connector receptacle on the back of the
switch housing.
Fig. 98: Opening Upper And Lower Shrouds On Steering Column
12. Position both the upper (1) and lower (2) shrouds on the steering column.
13. Install the three screws in the lower shroud (2).
WIRE HARNESS INSTALLATION
1747 of 4937
1. Release the Totally Integrated Power Module (TIPM) cover retaining clips (1) and open the TIPM cover.
2. Remove the TIPM positive cable retaining nut (2) and remove the cable (4) from the stud.
Fig. 100: D Connector
3. Position the TIPM back to gain access to the "D" connector (1) under the TIPM.
4. Disconnect the "D" connector (1).
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Fig. 101: D Connector And Plastic Pins
5. Pull back the locking wedge on the back of the "D" connector and remove the plastic pins in cavity 11
and 16.
6. Insert the WT/OR wire from the supplied jumper harness (1) into the back of the "D" connector cavity
11.
7. Insert the WT/YL wire from the supplied jumper harness (1) into the back of the "D" connector cavity
16.
8. Push the locking wedge forward on the "D" connector to lock the wires in the connector.
9. Connect the "D" connected back into the TIPM.
Fig. 102: TIPM Jumper Harness And Ground Wire
10. Connect the fog lamp wire harness to the TIPM jumper harness (1).
11. Install the ground wire (2) for the fog lamp wire harness.
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12. Position the TIPM onto the mounting bracket and push down until the mounting clips are fully seated.
13. Position the TIPM positive cable (4) onto the mounting stud and install the retaining nut (2). Tighten the
nut to 9 11 N.m (80 100 in. lbs.).
Fig. 104: Grille
14. Remove the grill by twisting the center of the six push pin fastener (1) inserts. This will allow the pin to
release and to be removed.
15. Using a trim stick C4755 or equivalent, Release the lower clips (3) and separate the grille from the front
end module.
1750 of 4937
Fig. 105: Fog Lamp Wire Harness
17. Route the fog lamp wire harness (2) to the fog lamps and secure using zip ties (1).
18. Connect the fog lamp wire harness connectors to the fog lamps.
Fig. 106: Grille
19. Install the grill by connecting the electrical connectors (4).
20. Position the grille (2) onto the front end module and seat the clips (3) fully.
UPDATE VEHICLE CONFIGURATION
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1. VIN must be updated with the sales code of the added accessory in order to enable system functionality.
Using the DealerCONNECT website and a StarMobile diagnostic tool, complete the vehicle
configuration.
2. Log on to https://dealerconnect.chrysler.com
3. In the "Vehicle Option" screen under the "Global Claims System" category in the "Service" tab, enter
vehicle VIN and add sales code(s) noted below as a "Dealer Installed Option".
LNJ (Fog Lamps)
4. Confirm that the new sales code has been successfully added to the VIN.
5. With the StarMobile diagnostic tool connected to both the Internet (via Ethernet port or wireless
connection) and the vehicle, perform the following steps from the Initial Start Up Screen:
Select "VEHICLE PREPARATION"
Select "RESTORE VEHICLE CONFIGURATION"
Select "START"
Select "NEXT"
If necessary, select proper vehicle line and model year and select "NEXT"
Confirm correct selection and select "NEXT"
Enter vehicle VIN using OnScreen keyboard or confirm that autofilled VIN plate and select "NEXT"
Select "OK"
Enter user ID, password and dealer code using OnScreen keyboard and Select "OK"
Wait for vehicle configuration data to be downloaded and select "NEXT"
Select "NEXT"
Confirm that vehicle configuration has been programmed successfully
Note OnScreen instructions and select "FINISH"
VALIDATION PROCESS
1. To validate that the fog lamps are activated in the system:
Select "ECU VIEW"
Select "TIPM/CGW"
Select "MORE OPTIONS"
Select "ECU DETAILS"
Select "CONFIG INFO"
Toggle down, verify:
NAME VALUE
FOG LAMPS PRESENT SET
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Back To Article
2010 BRAKES
ABS Electrical Diagnostics Wrangler
DTC Description
C1008 BRAKE FLUID LEVEL CIRCUIT HIGH
C100A LEFT FRONT WHEEL SPEED SENSOR CIRCUIT
C1011 LEFT FRONT WHEEL SPEED SENSOR SIGNAL ERRATIC
PERFORMANCE
C1014 LEFT FRONT WHEEL SPEED COMPARATIVE PERFORMANCE
C1015 RIGHT FRONT WHEEL SPEED SENSOR CIRCUIT
C101C RIGHT FRONT WHEEL SPEED SENSOR SIGNAL ERRATIC
PERFORMANCE
C101F RIGHT FRONT WHEEL SPEED COMPARATIVE PERFORMANCE
C1020 LEFT REAR WHEEL SPEED SENSOR CIRCUIT
C1027 LEFT REAR WHEEL SPEED SENSOR SIGNAL ERRATIC PERFORMANCE
C102A LEFT REAR WHEEL SPEED COMPARATIVE PERFORMANCE
C102B RIGHT REAR WHEEL SPEED SENSOR CIRCUIT
C1032 RIGHT REAR WHEEL SPEED SENSOR SIGNAL ERRATIC
PERFORMANCE
C1035 RIGHT REAR WHEEL SPEED COMPARATIVE PERFORMANCE
C1041 LEFT FRONT TONE WHEEL PERFORMANCE
C1042 RIGHT FRONT TONE WHEEL PERFORMANCE
C1043 LEFT REAR TONE WHEEL PERFORMANCE
C1044 RIGHT REAR TONE WHEEL PERFORMANCE
C1046 LEFT FRONT WHEEL PRESSURE PHASE MONITORING
C1047 RIGHT FRONT WHEEL PRESSURE PHASE MONITORING
C1048 LEFT REAR WHEEL PRESSURE PHASE MONITORING
C1049 RIGHT REAR WHEEL PRESSURE PHASE MONITORING
C1073 ABS PUMP MOTOR CONTROL CIRCUIT
C1078 TIRE REVOLUTIONS RANGE PERFORMANCE
C107C BRAKE PEDAL SWITCH 1/2 STUCK
C107D BRAKE PEDAL SWITCH 1/2 CORRELATION
C1090 ABS BRAKE LAMP CONTROL CIRCUIT LOW
C1091 ABS BRAKE LAMP CONTROL CIRCUIT HIGH
C1210 G SENSOR INPUT CIRCUIT PERFORMANCE
C1219 STEERING ANGLE SENSOR ERRATIC PERFORMANCE
C121A STEERING ANGLE SENSOR NOT INITIALIZED
C121C TORQUE REQUEST SIGNAL DENIED
C121D BRAKE PRESSURE SENSOR CIRCUIT
C121E BRAKE PRESSURE SENSOR COMPARATIVE PERFORMANCE
C1231 DRIVE TEST: STEERING ANGLE SENSOR
C1232 DRIVE TEST: PRESSURE SENSOR
C1234 DRIVE TEST: SENSOR CLUSTER INSTALLATION
C1238 DRIVE TEST: UNSUCCESSFUL
C1239 EMISSIONS ROLLS TEST ACTIVE
C123A ESP SYSTEM SENSORS CALIBRATION
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C123B ESP SYSTEM CONTROL TOO LONG
C123C DYNAMICS SENSOR MOUNTING/INSTALLATION PERFORMANCE
C123F STEERING ANGLE SENSOR COMPARATIVE PERFORMANCE
C1240 STEERING ANGLE SENSOR OVERTRAVEL PERFORMANCE
C1242 G SENSOR INPUT SIGNAL PERFORMANCE
C1243 G SENSOR NOT INITIALIZED
C2100 BATTERY VOLTAGE LOW
C2101 BATTERY VOLTAGE HIGH
C2114 DYNAMICS SENSOR SUPPLY VOLTAGE LOW
C2115 DYNAMICS SENSOR SUPPLY VOLTAGE HIGH
C2116 ABS PUMP MOTOR SUPPLY LOW VOLTAGE
C2200 ANTILOCK BRAKE MODULE INTERNAL
C2202 ORIGINAL VIN MISMATCH/MISSING
C2204 DYNAMICS SENSOR INTERNAL
C2205 STEERING ANGLE SENSOR INTERNAL
C2206 VEHICLE CONFIGURATION MISMATCH
U0002 CAN C BUS OFF PERFORMANCE
U0100 LOST COMMUNICATION WITH THE ECM/PCM
U0114 LOST COMMUNICATION WITH FINAL DRIVE MODULE
U0125 LOST COMMUNICATION WITH DYNAMICS SENSOR
U0126 LOST COMMUNICATION WITH STEERING ANGLE SENSOR
U0401 IMPLAUSIBLE DATA RECEIVED FROM ECM/PCM
U0429 IMPLAUSIBLE DATA RECEIVED FROM SCM
U1003 ESP CAN C BUS PERFORMANCE
U1104 CAN C BUS CRC PERFORMANCE
U140E IMPLAUSIBLE VEHICLE CONFIGURATION DATA RECEIVED
U1501 IMPLAUSIBLE MESSAGE DATA LENGTH RECEIVED FROM ECM/PCM
U1502 IMPLAUSIBLE MESSAGE DATA LENGTH RECEIVED FROM TCM
U1503 IMPLAUSIBLE MESSAGE DATA LENGTH RECEIVED FROM TIPM
DTC C1008: BRAKE FLUID LEVEL CIRCUIT HIGH
Circuit Schematic
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Fig. 1: Brake Fluid Level Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
When the Totally Integrated Power Module (TIPM) detects the Brake Fluid Level Circuit voltage is
greater than expected for more than five seconds.
Possible Causes
1755 of 4937
Possible Causes
(B20) BRAKE FLUID LEVEL SIGNAL CIRCUIT OPEN
(B20) BRAKE FLUID LEVEL SIGNAL CIRCUIT SHORTED TO BATTERY VOLTAGE
BRAKE FLUID LEVEL SWITCH INTERNAL FAILURE
Diagnostic Test
1. CHECK FOR ACTIVE DIAGNOSTIC TROUBLE CODE (DTC)
2. Using the scan tool, read the TIPM DTCs.
Yes
Go to step 2
No
2. CHECK THE (B20) BRAKE FLUID LEVEL SIGNAL CIRCUIT FOR A SHORT TO VOLTAGE
1756 of 4937
Fig. 2: Measuring Voltage Between Ground & Brake Fluid Level Signal circuit
2. Disconnect the Brake Fluid Level Switch harness connector.
5. Measure the voltage between ground and the (B20) Brake Fluid Level Signal circuit.
Yes
Repair the short to voltage in the (B20) Brake Fluid Level Signal circuit.
No
Go to step 3
3. CHECK THE (B20) BRAKE FLUID LEVEL SIGNAL CIRCUIT FOR AN OPEN
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Fig. 3: Measuring Resistance Of Brake Fluid Level Signal Circuit
2. Measure the resistance of the (B20) Brake Fluid Level Signal circuit between the Brake Fluid
Level Sensor harness connector and the TIPM C7 harness connector.
Yes
Go to step 4
No
Repair the open in the (B20) Brake Fluid Level Signal circuit.
4. CHECK THE (K91) SENSOR GROUND CIRCUIT FOR AN OPEN
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1. Measure the resistance of the (K91) Sensor Ground circuit between the Brake Fluid Level Sensor
Yes
Go to step 5
No
Repair the open in the (K91) Sensor Ground circuit.
5. BRAKE FLUID LEVEL SWITCH INTERNAL FAILURE
1759 of 4937
Fig. 5: Brake Fluid Level Switch Circuit
2. Connect a jumper wire between the (B20) Brake Fluid Level Signal circuit and the (K91) Sensor
Ground circuit in the Brake Fluid Level Sensor harness connector.
4. Using the scan tool, read the Brake Fluid Level voltage
Is the voltage below 1.0 Volt?
Yes
Replace the Brake Fluid Level Sensor in accordance with the Service Information.
No
DTC C100A: LEFT FRONT WHEEL SPEED SENSOR CIRCUIT
Circuit Schematic
1760 of 4937
Fig. 6: Wheel Speed Sensor Circuit Schematic
Additional Wiring
Monitor Conditions
1761 of 4937
When Monitored:
Set Conditions
Set Condition:
When the Left Front Wheel Speed Sensor (WSS) circuit fails the diagnostic test.
Possible Causes
Possible Causes
WIRING HARNESS, TERMINAL, CONNECTOR DAMAGE
(B9) LEFT FRONT WSS 12 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE, GROUND, OR
OPEN
(B8) LEFT FRONT WSS SIGNAL CIRCUIT SHORTED TO VOLTAGE, GROUND, OR OPEN
(B8) LEFT FRONT WSS SIGNAL CIRCUIT SHORTED TO THE (B9) LEFT FRONT WSS 12 VOLT
SUPPLY CIRCUIT
LEFT FRONT WSS
ANTILOCK BRAKE SYSTEM (ABS) MODULE
Diagnostic Test
1. CHECK FOR DTC C100ALEFT FRONT WHEEL SPEED SENSOR CIRCUIT
Does the scan tool display: C100ALEFT FRONT WHEEL SPEED SENSOR CIRCUIT?
Yes
Go to step 2
No
The condition that caused the symptom is currently not present. Inspect the related wiring for
a possible intermittent condition. Look for any chafed, pierced, pinched, or partially broken
wires.
Perform ABS INTERMITTENT CONDITION diagnostic procedure. See DTCBased
Diagnostics/MODULE, Antilock Brake (ABS) Standard Procedure.
2. CHECK CONNECTOR/TERMINAL FOR DAMAGE
NOTE: Check all terminals for broken, bent, pushed out, or corroded terminals.
2. Inspect the ABS Module harness connector, Left Front WSS, and Left Front WSS harness
connector.
Is the Left Front WSS or any of the connectors/terminals damaged?
Yes
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Perform the ABS VERIFICATION TEST. See DTCBased Diagnostics/MODULE,
Antilock Brake (ABS) Standard Procedure.
No
Go to step 3
3. CHECK (B9) LEFT FRONT WSS 12 VOLT SUPPLY CIRCUIT VOLTAGE
Fig. 7: Measuring Voltage Of Left Front WSS 12 Volt Supply Circuit
1. Disconnect the Left Front WSS harness connector.
3. Measure the voltage of the (B9) Left Front WSS 12 Volt Supply circuit.
Yes
Go to step 6
No
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Go to step 4
4. CHECK (B9) LEFT FRONT WSS SUPPLY CIRCUIT SHORT TO GROUND
Fig. 8: Probing Left Front WSS Supply Circuit Using 12Volt Test Light Connected To 12 Volts
2. Disconnect the ABS Module harness connector.
3. Using a 12volt test light connected to 12volts, probe the (B9) Left Front WSS Supply circuit.
Yes
Repair the (B9) Left Front WSS Supply circuit for a short to ground.
No
Go to step 5
5. CHECK (B9) LEFT FRONT WSS SUPPLY CIRCUIT OPEN
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Fig. 9: Probing Left Front WSS Supply Circuit Using 12Volt Test Light Connected To 12 Volts
1. Connect a jumper wire between ground and the (B9) Left Front WSS Supply circuit in the ABS
2. Using a 12volt test light connected to 12volts, probe the (B9) Left Front WSS Supply circuit.
Yes
Replace the AntiLock Brake System (ABS) Module in accordance with the Service
Information.
No
Repair the (B9) Left Front WSS Supply circuit for an open.
6. CHECK (B8) LEFT FRONT WSS SIGNAL CIRCUIT SHORT TO GROUND
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Fig. 10: Probing Left Front WSS Signal Circuit Using 12Volt Test Light Connected To 12 Volts
3. Using a 12volt test light connected to 12volts, probe the (B8) Left Front WSS Signal circuit.
Yes
Repair the (B8) Left Front WSS Signal circuit for a short to ground.
No
Go to step 7
7. CHECK (B8) LEFT FRONT WSS SIGNAL CIRCUIT OPEN
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Fig. 11: Probing Left Front WSS Signal Circuit Using 12Volt Test Light Connected To 12 Volts
1. Connect a jumper wire between ground and the (B8) Left Front WSS Signal circuit in the ABS
2. Using a 12volt test light connected to 12volts, probe the (B8) Left Front WSS Signal circuit.
Yes
Go to step 8
No
Repair the (B8) Left Front WSS Signal circuit for an open.
8. CHECK (B8) LEFT FRONT WSS SIGNAL CIRCUIT SHORT TO VOLTAGE
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Fig. 12: Measuring Voltage Between Left Front WSS Signal Circuit & Ground
2. Remove all jumper wires.
3. Measure the voltage between the (B8) Left Front WSS Signal circuit and ground.
Is the voltage above one volt?
Yes
Repair the (B8) Left Front WSS Signal circuit for a short to voltage.
No
Go to step 9
9. CHECK (B8) LEFT FRONT WSS SIGNAL CIRCUIT AND (B9) LEFT FRONT WSS SUPPLY
CIRCUIT SHORT TOGETHER
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Fig. 13: Measuring Resistance Between Left Front WSS Signal Circuit & Left Front WSS Supply
Circuit
2. Measure the resistance between the (B8) Left Front WSS Signal circuit and the (B9) Left Front
WSS Supply circuit.
Yes
Go to step 10
No
Repair the (B8) Left Front WSS Signal circuit and the (B9) Left Front WSS Supply circuit
for a short together.
10. LEFT FRONT WHEEL SPEED SENSOR
1. Replace the Left Front Wheel Speed Sensor in accordance with the Service Information.
2. Perform the ABS VERIFICATION TEST. See DTCBased Diagnostics/MODULE, Antilock
Brake (ABS) Standard Procedure.
CAUTION: Make sure brake capability is available before road testing.
3. Road test the vehicle over 40 km/h (25 mph).
NOTE: 1769 of 4937

NOTE: Vehicle must be driven above 40 km/h (25 mph) for set conditions to
be met.
4. With the scan tool, read ABS DTCs.
Did DTC C100ALEFT FRONT WHEEL SPEED SENSOR CIRCUIT reset?
Yes
Information.
No
Test Complete.
DTC C1011: LEFT FRONT WHEEL SPEED SENSOR SIGNAL ERRATIC PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
When the Left Front Wheel Speed Sensor (WSS) Signal is intermittently missing while vehicle speed is
above 25 mph (40 km/h) or erratic wheel speed signal during acceleration or sensed wheel speed is
different from other wheels.
Possible Causes
Possible Causes
LEFT FRONT WSS LOOSE B8, B9 CIRCUITS/CONNECTOR/TERMINAL DAMAGE
LEFT FRONT TONE WHEEL DAMAGE
LEFT FRONT WHEEL/BEARING DAMAGE
IMPROPER LEFT FRONT TIRE PRESSURE/MISMATCHED TIRES
LEFT FRONT WSS
Diagnostic Test
1. CHECK FOR DTC C1011LEFT FRONT WHEEL SPEED SENSOR SIGNAL ERRATIC
PERFORMANCE
NOTE: If DTC C100A Left Front Wheel Speed Sensor Circuit is present it must be
repaired before continuing.
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3. Road test the vehicle over 25 mph (40 km/h).
NOTE: Vehicle must be driven above 25 mph (40 km/h) for set conditions to
be met.
Does the scan tool display: C1011LEFT FRONT WHEEL SPEED SENSOR SIGNAL ERRATIC
PERFORMANCE active?
Yes
Go to step 3
No
Go to step 2
2. CHECK WHEEL SPEED SENSOR SIGNALS
2. With the scan tool, monitor and graph ALL the WSS speeds and compare graph while an assistant
drives the vehicle.
NOTE: If illustration shows periodic dropouts pay close attention to the tone
wheel.
3. Slowly accelerate as straight as possible from a stop to 25 mph (40 km/h).
Is the Left Front WSS speed showing 0 mph (0 km/h) or not matching other wheels or showing
erratic behavior?
Yes
Go to step 3
No
Perform the ABSINTERMITTENT CONDITION TEST. See DTCBased
3. CHECK FOR IMPROPER LEFT FRONT TIRE PRESSURE/MISMATCHED TIRES
2. Check and adjust the Left Front Tire pressure.
3. Check and adjust all other tire pressures.
4. Inspect for mismatched tires on vehicle.
Is the Left Front Tire improperly inflated or mismatched tires on vehicle?
Yes
Perform ABS VERIFICATION TEST. See DTCBased Diagnostics/MODULE, Antilock
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No
Go to step 4
4. CHECK LEFT FRONT WSS LOOSENESS, INSPECT B8, B9 CIRCUITS/TERMINALS FOR
DAMAGE
NOTE: Check all terminals for broken, bent, pushed out, or corroded terminals
1. Inspect the AntiLock Brake Module harness connector, Left Front WSS, and Left Front WSS
harness connector
2. Inspect the Left Front WSS for looseness, excessive corrosion and not properly fastened.
3. Inspect the (B8) Left Front WSS Signal and (B9) Left Front WSS Supply circuits between the Left
Front WSS and AntiLock Brake Module for damage.
Is the Left Front WSS loose or any of the wiring/connectors/terminals damaged?
Yes
No
Go to step 5
5. CHECK LEFT FRONT WHEEL SPEED SENSOR FOR DAMAGE
1. Remove the Left Front Wheel Speed Sensor
2. Inspect the Left Front Wheel Speed Sensor face for damage.
Is the Left Front Wheel Speed Sensor damaged?
Yes
Replace sensor and hub assembly.
No
Go to step 6
6. CHECK LEFT FRONT TONE WHEEL/BEARING FOR DAMAGE
1. Inspect the Left Front Tone Wheel/Bearing for damage, missing teeth, cracks, corrosion or
looseness.
NOTE: The Tone Wheel teeth should be perfectly square, not bent, or
nicked.
Is the Left Front Tone Wheel/Bearing damaged?
Yes
No
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Go to step 7
7. CHECK LEFT FRONT WHEEL BEARING FOR DAMAGE
1. Inspect the Left Front wheel bearing for excessive runout or clearance.
NOTE: Refer to the appropriate service information, if necessary, for
procedures or specifications.
Is the Left Front Wheel Bearing Damaged?
Yes
No
Go to step 8
2. Perform ABS VERIFICATION TEST. See DTCBased Diagnostics/MODULE, Antilock Brake
(ABS) Standard Procedure.
3. Road test the vehicle over 25 mph (40 km/h).
NOTE: Vehicle must be driven above 25 mph (40 km/h) for set conditions to
be met.
Did DTC C1011LEFT FRONT WHEEL SPEED SENSOR SIGNAL ERRATIC
PERFORMANCE reset?
Yes
Replace the AntiLock Brake Module in accordance with the Service Information.
No
Test complete.
DTC C1014: LEFT FRONT WHEEL SPEED COMPARATIVE PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
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When the Left Front Wheel Speed Sensor (WSS) Signal reading is different from the readings received
from the other WSS's at a vehicle speed above 40 km/h (25 mph). The AntiLock Brake Module
compares WSS readings from sidetoside on an axle and fronttorear.
Possible Causes
Possible Causes
LEFT FRONT WSS LOOSE B8, B9 CIRCUITS/CONNECTOR/TERMINAL DAMAGE
LEFT FRONT TONE WHEEL/BEARING DAMAGE
LEFT FRONT WSS
Diagnostic Test
1. CHECK FOR DTC C1014LEFT FRONT WHEEL SPEED COMPARATIVE PERFORMANCE
be met.
Does the scan tool display: C1014LEFT FRONT WHEEL SPEED COMPARATIVE
PERFORMANCE active?
Yes
Go to step 3
No
Go to step 2
drives the vehicle.
NOTE: If graph shows periodic dropouts pay close attention to the tone
wheel.
3. Slowly accelerate as straight as possible from a stop to 40 km/h (25 mph).
Is the Left Front WSS speed showing 0 km/h (0 mph) or not matching other wheels or showing
erratic behavior?
Yes
Go to step 3
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No
wires.
Yes
Repair as necessary
No
Go to step 4
4. CHECK LEFT FRONT WSS LOOSENESS, INSPECT B8, B9 CIRCUITS/TERMINALS FOR
DAMAGE
1. Inspect the AntiLock Brake Module harness connector, Left Front WSS, and Left Front WSS
harness connector.
2. Inspect the Left Front WSS for looseness, excessive corrosion and not properly fastened.
3. Inspect the (B8) Left Front WSS Signal and (B9) Left Front WSS Supply circuits between the Left
Front WSS and AntiLock Brake Module for damage.
Is the Left Front WSS loose or any of the wiring/connectors/terminals damaged?
Yes
No
Go to step 5
5. CHECK LEFT FRONT WHEEL SPEED SENSOR FOR DAMAGE
1. Remove the Left Front Wheel Speed Sensor
2. Inspect the Left Front Wheel Speed Sensor face for damage.
Is the Left Front Wheel Speed Sensor damaged?
Yes
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No
Go to step 6
6. CHECK LEFT FRONT TONE WHEEL/BEARING FOR DAMAGE
1. Inspect the Left Front Tone Wheel/Bearing for damage, missing teeth, cracks, corrosion or
looseness.
nicked.
Is the Left Front Tone Wheel/Bearing damaged?
Yes
No
Go to step 7
be met.
Did DTC C1014LEFT FRONT WHEEL SPEED COMPARATIVE PERFORMANCE reset?
Yes
Replace the AntiLock Brakes Module in accordance with the Service Information.
No
Test Complete.
DTC C1015: RIGHT FRONT WHEEL SPEED SENSOR CIRCUIT
Circuit Schematic
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Additional Wiring
Monitor Conditions
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When Monitored:
Set Conditions
Set Condition:
If the Right Front Wheel Speed Sensor (WSS) circuit fails the diagnostic test.
Possible Causes
Possible Causes
(B7) RIGHT FRONT WSS 12 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE, GROUND, OR
OPEN
(B6) RIGHT FRONT WSS SIGNAL CIRCUIT SHORTED TO VOLTAGE, GROUND, OR OPEN
(B6) RIGHT FRONT WSS SIGNAL CIRCUIT SHORTED TO THE (B7) RIGHT FRONT WSS 12
VOLT SUPPLY CIRCUIT
RIGHT FRONT WSS
Diagnostic Test
1. CHECK FOR DTC C1015RIGHT FRONT WHEEL SPEED SENSOR CIRCUIT
Does the scan tool display: C1015RIGHT FRONT WHEEL SPEED SENSOR CIRCUIT?
Yes
Go to step 2
No
wires.
2. Inspect the ABS Module harness connector, Right Front WSS, and Right Front WSS harness
connector.
Is the Right Front WSS or any of the connectors/terminals damaged?
Yes
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No
Go to step 3
3. CHECK (B7) RIGHT FRONT WSS 12 VOLT SUPPLY CIRCUIT VOLTAGE
Fig. 15: Measuring Voltage Of Right Front WSS 12 Volt Supply Circuit
1. Disconnect the Right Front WSS harness connector.
3. Measure the voltage of the (B7) Right Front WSS 12 Volt Supply circuit.
Yes
Go to step 6
No
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Go to step 4
4. CHECK (B7) RIGHT FRONT WSS 12 VOLT SUPPLY CIRCUIT FOR A SHORT TO GROUND
Fig. 16: Probing Right Front WSS Supply Circuit Using 12Volt Test Light Connected To 12 Volts
2. Disconnect the Right Front WSS harness connector.
4. Using a 12volt test light connected to 12volts, probe the (B7) Right Front WSS Supply circuit.
Yes
Repair the (B7) Right Front WSS Supply circuit for a short to ground.
No
Go to step 5
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5. CHECK (B7) RIGHT FRONT WSS 12 VOLT SUPPLY CIRCUIT FOR AN OPEN
Fig. 17: Probing Right Front WSS Supply Circuit Using 12Volt Test Light Connected To 12 Volts
1. Connect a jumper wire between ground and the (B7) Right Front WSS Supply circuit in the Anti
Lock Brakes Module harness connector.
2. Using a 12volt test light connected to 12volts, probe the (B7) Right Front WSS Supply circuit.
Yes
Information.
No
Repair the (B7) Right Front WSS Supply circuit for an open.
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6. CHECK (B6) RIGHT FRONT WSS SIGNAL CIRCUIT SHORT TO GROUND
Fig. 18: Probing Right Front WSS Signal Circuit Using 12Volt Test Light Connected To 12 Volts
2. Disconnect the AntiLock Brake Module harness connector.
3. Using a 12volt test light connected to 12volts, probe the (B6) Right Front WSS Signal circuit.
Yes
Repair the (B6) Right Front WSS Signal circuit for a short to ground.
No
Go to step 7
7. CHECK (B6) RIGHT FRONT WSS SIGNAL CIRCUIT OPEN
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Fig. 19: Probing Right Front WSS Signal Circuit Using 12Volt Test Light Connected To 12 Volts
1. Connect a jumper wire between ground and the (B6) Right Front WSS Signal circuit in the Anti
2. Using a 12volt test light connected to 12volts, probe the (B6) Right Front WSS Signal circuit.
Yes
Go to step 8
No
Repair the (B6) Right Front WSS Signal circuit for an open.
8. CHECK (B6) RIGHT FRONT WSS SIGNAL CIRCUIT FOR A SHORT TO VOLTAGE
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Fig. 20: Measuring Voltage Between Right Front WSS Signal Circuit & Ground
3. Measure the voltage between the (B6) Right Front WSS Signal circuit and ground.
Yes
Repair the (B6) Right Front WSS Signal circuit for a short to voltage.
No
Go To step 9
9. CHECK (B6) RIGHT FRONT WSS SIGNAL CIRCUIT AND (B7) RIGHT FRONT WSS 12
VOLT SUPPLY CIRCUIT SHORTED TOGETHER
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Fig. 21: Measuring Resistance Between Right Front WSS Signal Circuit & Right Front WSS
Supply Circuit
2. Measure the resistance between the (B6) Right Front WSS Signal circuit and the (B7) Right Front
WSS Supply circuit.
Yes
Go to step 10
No
Repair the (B6) Right Front WSS Signal circuit and the (B7) Right Front WSS Supply circuit
10. RIGHT FRONT WHEEL SPEED SENSOR
1. Replace the Right Front Wheel Speed Sensor in accordance with the Service Information.
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be met.
Did DTC C1015RIGHT FRONT WHEEL SPEED SENSOR CIRCUIT reset?
Yes
Information.
No
Test Complete.
DTC C101C: RIGHT FRONT WHEEL SPEED SENSOR SIGNAL ERRATIC PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
When the Right Front Wheel Speed Sensor (WSS) Signal is intermittently missing while vehicle speed is
above 40 km/h (25 mph) or erratic wheel speed signal during acceleration or sensed wheel speed is
Possible Causes
Possible Causes
RIGHT FRONT WSS LOOSE B6, B7 CIRCUITS/CONNECTOR/TERMINAL DAMAGE
RIGHT FRONT TONE WHEEL DAMAGE
RIGHT FRONT WHEEL/BEARING DAMAGE
IMPROPER RIGHT FRONT TIRE PRESSURE/MISMATCHED TIRES
RIGHT FRONT WSS
Diagnostic Test
1. CHECK FOR DTC C101CRIGHT FRONT WHEEL SPEED SENSOR SIGNAL ERRATIC
PERFORMANCE
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NOTE: If DTC C1015Right Front Wheel Speed Sensor Circuit is present it must
be repaired before continuing.
be met.
Does the scan tool display: C101CRIGHT FRONT WHEEL SPEED SENSOR SIGNAL
ERRATIC PERFORMANCE active?
Yes
Go to step 3
No
Go to step 2
drives the vehicle.
wheel.
Is the Right Front WSS speed showing 0 km/h (0 mph) or not matching other wheels or showing
erratic behavior?
Yes
Go to step 3
No
3. CHECK FOR IMPROPER RIGHT FRONT TIRE PRESSURE/MISMATCHED TIRES
2. Check and adjust the Right Front Tire pressure.
Is the Right Front Tire improperly inflated or mismatched tires on vehicle?
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Yes
Brake (ABS) Standard Procedure
No
Go to step 4
4. CHECK RIGHT FRONT WSS LOOSENESS, INSPECT B6, B7 CIRCUITS/TERMINALS FOR
DAMAGE
1. Inspect the AntiLock Brake Module harness connector, Right Front WSS, and Right Front WSS
harness connector
2. Inspect the Right Front WSS for looseness, excessive corrosion and not properly fastened.
3. Inspect the (B6) Right Front WSS Signal and (B7) Right Front WSS Supply circuits between the
Right Front WSS and AntiLock Brake Module for damage.
Is the Right Front WSS loose or any of the wiring/connectors/terminals damaged?
Yes
No
Go to step 5
5. CHECK RIGHT FRONT WHEEL SPEED SENSOR FOR DAMAGE
1. Remove the Right Front Wheel Speed Sensor
2. Inspect the Right Front Wheel Speed Sensor face for damage.
Is the Right Front Wheel Speed Sensor damaged?
Yes
No
Go to step 6
6. CHECK RIGHT FRONT TONE WHEEL/BEARING FOR DAMAGE
1. Inspect the Right Front Tone Wheel/Bearing for damage, missing teeth, cracks, corrosion or
looseness.
nicked.
Is the Right Front Tone Wheel/Bearing damaged?
Yes
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No
Go to step 7
7. CHECK RIGHT FRONT WHEEL BEARING FOR DAMAGE
1. Inspect the Right Front wheel bearing for excessive runout or clearance.
Is the Right Front Wheel Bearing Damaged?
Yes
No
Go to step 8
(ABS) Standard Procedure
be met.
Did DTC C101CRIGHT FRONT WHEEL SPEED SENSOR SIGNAL ERRATIC
PERFORMANCE reset?
Yes
No
Test Complete.
DTC C101F: RIGHT FRONT WHEEL SPEED COMPARATIVE PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
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Set Conditions
Set Condition:
When the Right Front Wheel Speed Sensor (WSS) reading is different from the readings received from
the other sensors at a vehicle speed above 40 km/h (25 mph). The AntiLock Brake Module compares
WSS readings from sidetoside on an axle and fronttorear.
Possible Causes
Possible Causes
RIGHT FRONT WSS LOOSE B6, B7 CIRCUITS/CONNECTOR/TERMINAL DAMAGE
RIGHT FRONT TONE WHEEL/BEARING DAMAGE
RIGHT FRONT WSS
Diagnostic Test
1. CHECK FOR DTC C101FRIGHT FRONT WHEEL SPEED COMPARATIVE PERFORMANCE
be met.
Does the scan tool display: C101FRIGHT FRONT WHEEL SPEED COMPARATIVE
PERFORMANCE active?
Yes
Go to step 3
No
Go to step 2
drives the vehicle.
wheel.
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erratic behavior?
Yes
Go to step 3
No
wires.
Yes
No
Go to step 4
4. CHECK RIGHT FRONT WSS LOOSENESS, INSPECT B6, B7 CIRCUITS/TERMINALS FOR
DAMAGE
1. Inspect the AntiLock Brake Module harness connector, Right Front WSS, and Right Front WSS
harness connector
2. Inspect the Right Front WSS for looseness, excessive corrosion and not properly fastened.
3. Inspect the (B6) Right Front WSS Signal and (B7) Right Front WSS Supply circuits between the
Right Front WSS and AntiLock Brake Module for damage.
Is the Right Front WSS loose or any of the wiring/connectors/terminals damaged?
Yes
No
Go to step 5
5. CHECK RIGHT FRONT WHEEL SPEED SENSOR FOR DAMAGE
1. Remove the Right Front Wheel Speed Sensor
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2. Inspect the Right Front Wheel Speed Sensor face for damage.
Is the Right Front Wheel Speed Sensor damaged?
Yes
No
Go to step 6
6. CHECK RIGHT FRONT TONE WHEEL/BEARING FOR DAMAGE
1. Inspect the Right Front Tone Wheel/Bearing for damage, missing teeth, cracks, corrosion or
looseness.
nicked.
Is the Right Front Tone Wheel/Bearing damaged?
Yes
No
Go to step 7
be met.
Did DTC C101FRIGHT FRONT WHEEL SPEED COMPARATIVE PERFORMANCE reset?
Yes
No
Test Complete.
DTC C1020: LEFT REAR WHEEL SPEED SENSOR CIRCUIT
Circuit Schematic
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Additional Wiring
Monitor Conditions
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When Monitored:
Set Conditions
Set Condition:
If the Left Rear Wheel Speed Sensor (WSS) circuit fails the diagnostic test.
Possible Causes
Possible Causes
(B4) LEFT REAR WSS 12 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE, GROUND, OR
OPEN
(B3) LEFT REAR WSS SIGNAL CIRCUIT SHORTED TO VOLTAGE, GROUND, OR OPEN
(B3) LEFT REAR WSS SIGNAL CIRCUIT SHORTED TO THE (B4) LEFT REAR WSS 12 VOLT
SUPPLY CIRCUIT
LEFT REAR WSS
Diagnostic Test
1. CHECK FOR DTC C1020LEFT REAR WHEEL SPEED SENSOR CIRCUIT
Does the scan tool display: C1020LEFT REAR WHEEL SPEED SENSOR CIRCUIT?
Yes
Go to step 2
No
wires.
Perform the ABS INTERMITTENT CONDITION diagnostic procedure. See DTCBased
2. Inspect the ABS Module harness connector, Left Rear WSS, and Left Rear WSS harness connector.
Is the Left Rear WSS or any of the connectors/terminals damaged?
Yes
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No
Go to step 3
3. CHECK (B4) LEFT REAR WSS 12 VOLT SUPPLY CIRCUIT VOLTAGE
Fig. 23: Measuring Voltage Of Left Rear WSS 12 Volt Supply Circuit
1. Disconnect the Left Rear WSS harness connector.
3. Measure the voltage of the (B4) Left Rear WSS 12 Volt Supply circuit.
Yes
Go to step 6
No
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Go to step 4
4. CHECK (B4) LEFT REAR WSS 12 VOLT SUPPLY CIRCUIT FOR A SHORT TO GROUND
Fig. 24: Probing Left Rear WSS Supply Circuit Using 12Volt Test Light Connected To 12 Volts
2. Disconnect the Left Rear WSS harness connector.
4. Using a 12volt test light connected to 12volts, probe the (B4) Left Rear WSS Supply circuit.
Yes
Repair the (B4) Left Rear WSS Supply circuit for a short to ground.
No
Go to step 5
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5. CHECK (B4) LEFT REAR WSS 12 VOLT SUPPLY CIRCUIT FOR AN OPEN
Fig. 25: Probing Left Rear WSS Supply Circuit Using 12Volt Test Light Connected To 12 Volts
1. Connect a jumper wire between ground and the (B4) Left Rear WSS Supply circuit in the Anti
2. Using a 12volt test light connected to 12volts, probe the (B4) Left Rear WSS Supply circuit.
Yes
Information.
No
Repair the (B4) Left Rear WSS Supply circuit for an open.
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6. CHECK (B3) LEFT REAR WSS SIGNAL CIRCUIT FOR A SHORT TO GROUND
Fig. 26: Probing Left Rear WSS Signal Circuit Using 12Volt Test Light Connected To 12 Volts
3. Using a 12volt test light connected to 12volts, probe the (B3) Left Rear WSS Signal circuit.
Yes
Repair the (B3) Left Rear WSS Signal circuit for a short to ground.
No
Go to step 7
7. CHECK (B3) LEFT REAR WSS SIGNAL CIRCUIT FOR AN OPEN
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Fig. 27: Probing Left Rear WSS Signal Circuit Using 12Volt Test Light Connected To 12 Volts
1. Connect a jumper wire between ground and the (B3) Left Rear WSS Signal circuit in the Anti
2. Using a 12volt test light connected to 12volts, probe the (B3) Left Rear WSS Signal circuit.
Yes
Go to step 8
No
Repair the (B3) Left Rear WSS Signal circuit for an open.
8. CHECK (B3) LEFT REAR WSS SIGNAL CIRCUIT SHORT TO VOLTAGE
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Fig. 28: Measuring Voltage Between Left Rear WSS Signal Circuit & Ground
3. Measure the voltage between the (B3) Left Rear WSS Signal circuit and ground.
Yes
Repair the (B3) Left Rear WSS Signal circuit for a short to voltage.
No
Go to step 9
9. CHECK (B3) LEFT REAR WSS SIGNAL CIRCUIT AND (B4) LEFT REAR WSS 12 VOLT
SUPPLY CIRCUIT SHORTED TOGETHER
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Fig. 29: Measuring Resistance Between Left Rear WSS Signal Circuit & Left Rear WSS Supply
Circuit
2. Measure the resistance between the (B3) Left Rear WSS Signal circuit and the (B4) Left Rear WSS
Supply circuit.
Yes
Go to step 10
No
Repair the (B3) Left Rear WSS Signal circuit and the (B4) Left Rear WSS Supply circuit for
a short together.
10. LEFT REAR WHEEL SPEED SENSOR
1. Replace the Left Rear Wheel Speed Sensor in accordance with the Service Information.
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be met.
Did DTC C1020LEFT REAR WHEEL SPEED SENSOR CIRCUIT reset?
Yes
Information.
No
Test Complete.
DTC C1027: LEFT REAR WHEEL SPEED SENSOR SIGNAL ERRATIC PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
When the Left Rear Wheel Speed Sensor (WSS) Signal is intermittently missing while vehicle speed is
Possible Causes
Possible Causes
LEFT REAR WSS LOOSE B3, B4 CIRCUITS/CONNECTOR/TERMINAL DAMAGE
LEFT REAR TONE WHEEL DAMAGE
LEFT REAR WHEEL BEARING DAMAGE
AXLE SHAFT FASTENER HARDWARE
IMPROPER LEFT REAR TIRE PRESSURE/MISMATCHED TIRES
LEFT REAR WSS
Diagnostic Test
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1. CHECK FOR DTC C1027LEFT REAR WHEEL SPEED SENSOR SIGNAL ERRATIC
PERFORMANCE
be met.
Does the scan tool display: C1027LEFT REAR WHEEL SPEED SENSOR SIGNAL ERRATIC
PERFORMANCE active?
Yes
Go to step 3
No
Go to step 2
drives the vehicle.
wheel.
Is the Left Rear WSS speed showing 0 km/h (0 mph) or not matching other wheels or showing
erratic behavior?
Yes
Go to step 3
No
3. CHECK FOR IMPROPER LEFT REAR TIRE PRESSURE/MISMATCHED TIRES
2. Check and adjust the Left Rear Tire pressure.
Is the Left Rear Tire improperly inflated or mismatched tires on vehicle?
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Yes
No
Go to step 4
4. CHECK AXLE SHAFT FASTENER HARDWARE FOR LOOSENESS
1. Inspect the axle shaft fastener for looseness, and not properly fastened. Tighten fastener to proper
specification as required.
Was the Axle Shaft fastener loose?
Yes
No
Go to step 5
5. CHECK LEFT REAR WSS LOOSENESS, INSPECT B3, B4 CIRCUITS/TERMINALS FOR
DAMAGE
1. Inspect the AntiLock Brake Module harness connector, Left Rear WSS, and Left Rear WSS
harness connector
2. Inspect the Left Rear WSS for looseness, excessive corrosion and not properly fastened.
3. Inspect the (B3) Left Rear WSS Signal and (B4) Left Rear WSS Supply circuits between the Left
Rear WSS and AntiLock Brake Module for damage.
Is the Left Rear WSS loose or any of the wiring/connectors/terminals damaged?
Yes
No
Go to step 6
6. CHECK LEFT REAR WHEEL SPEED SENSOR FOR DAMAGE
1. Remove the Left Rear Wheel Speed Sensor
2. Inspect the Left Rear Wheel Speed Sensor face for damage.
Is the Left Rear Wheel Speed Sensor damaged?
Yes
1804 of 4937
No
Go to step 7
7. CHECK LEFT REAR TONE WHEEL FOR DAMAGE
1. Inspect the Left Rear Tone Wheel for damage, missing teeth, cracks, corrosion or looseness.
nicked.
Is the Left Rear Tone Wheel damaged?
Yes
No
Go to step 8
8. CHECK LEFT REAR WHEEL BEARING FOR DAMAGE
1. Inspect the Left Rear wheel bearing for excessive runout or clearance.
Is the Left Rear Wheel Bearing Damaged?
Yes
No
Go to step 9
be met.
Did DTC C1027LEFT REAR WHEEL SPEED SENSOR SIGNAL ERRATIC PERFORMANCE
reset?
Yes
1805 of 4937
No
Test Complete.
DTC C102A: LEFT REAR WHEEL SPEED COMPARATIVE PERFORMANCE
Additional Wiring
For a complete wiring diagram, refer to the appropriate SYSTEM WIRING DIAGRAMS article(s) .
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
When the Left Rear Wheel Speed Sensor (WSS) reading is different from the readings received from the
other sensors at a vehicle speed above 40 km/h (25 mph). The AntiLock Brake Module compares WSS
readings from sidetoside on an axle and fronttorear.
Possible Causes
Possible Causes
LEFT REAR WSS LOOSE B3, B4 CIRCUITS/CONNECTOR/TERMINAL DAMAGE
LEFT REAR TONE WHEEL DAMAGE
LEFT REAR WSS
Diagnostic Test
1. CHECK FOR DTC C102ALEFT REAR WHEEL SPEED COMPARATIVE PERFORMANCE
be met.
Does the scan tool display: C102ALEFT REAR WHEEL SPEED COMPARATIVE
PERFORMANCE active?
Yes
Go to step 3
1806 of 4937
No
Go to step 2
drives the vehicle.
wheel.
erratic behavior?
Yes
Go to step 3
No
wires.
Refer to the ABS INTERMITTENT CONDITION TEST. See DTCBased
Yes
No
Go to step 4
Yes
No
1807 of 4937
Go to step 5
5. CHECK LEFT REAR WSS LOOSENESS, INSPECT B3, B4 CIRCUITS/TERMINALS FOR
DAMAGE
1. Inspect the AntiLock Brake Module harness connector, Left Rear WSS, and Left Rear WSS
harness connector.
2. Inspect the Left Rear WSS for looseness, excessive corrosion and not properly fastened.
3. Inspect the (B3) Left Rear WSS Signal and (B4) Left Rear WSS Supply circuits between the Left
Rear WSS and AntiLock Brake Module for damage.
Is the Left Rear WSS loose or any of the wiring/connectors/terminals damaged?
Yes
No
Go to step 6
6. CHECK LEFT REAR WHEEL SPEED SENSOR FOR DAMAGE
1. Remove the Left Rear Wheel Speed Sensor
2. Inspect the Left Rear Wheel Speed Sensor face for damage.
Is the Left Rear Wheel Speed Sensor damaged?
Yes
No
Go to step 7
7. CHECK LEFT REAR TONE WHEEL FOR DAMAGE
1. Inspect the Left Rear Tone Wheel for damage, missing teeth, cracks, corrosion or looseness.
nicked.
Is the Left Rear Tone Wheel damaged?
Yes
No
Go to step 8
1808 of 4937
be met.
Did DTC C102ALEFT REAR WHEEL SPEED COMPARATIVE PERFORMANCE reset?
Yes
No
Test Complete.
DTC C102B: RIGHT REAR WHEEL SPEED SENSOR CIRCUIT
Circuit Schematic
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Additional Wiring
Monitor Conditions
1810 of 4937
When Monitored:
Set Conditions
Set Condition:
If the Right Rear Wheel Speed Sensor (WSS) circuit fails the diagnostic test.
Possible Causes
Possible Causes
(B2) RIGHT REAR WSS 12 VOLT SUPPLY CIRCUIT SHORTED TO VOLTAGE, GROUND, OR
OPEN
(B1) RIGHT REAR WSS SIGNAL CIRCUIT SHORTED TO VOLTAGE, GROUND, OR OPEN
(B1) RIGHT REAR WSS SIGNAL CIRCUIT SHORTED TO THE (B2) RIGHT REAR WSS 12 VOLT
SUPPLY CIRCUIT
RIGHT REAR WSS
Diagnostic Test
1. CHECK FOR DTC C102BRIGHT REAR WHEEL SPEED SENSOR CIRCUIT
Does the scan tool display: C102BRIGHT REAR WHEEL SPEED SENSOR CIRCUIT?
Yes
Go to step 2
No
wires.
2. Inspect the ABS Module harness connector, Right Rear WSS, and Right Rear WSS harness
connector.
Is the Right Rear WSS or any of the connectors/terminals damaged?
Yes
1811 of 4937
No
Go to step 3
3. CHECK (B2) RIGHT REAR WSS 12 VOLT SUPPLY CIRCUIT VOLTAGE
Fig. 31: Measuring Voltage Of Right Rear WSS 12 Volt Supply Circuit
1. Disconnect the Right Rear WSS harness connector.
3. Measure the voltage of the (B2) Right Rear WSS 12 Volt Supply circuit.
Yes
Go to step 6
No
1812 of 4937
Go to step 4
4. CHECK (B2) RIGHT REAR WSS 12 VOLT SUPPLY CIRCUIT FOR A SHORT TO GROUND
Fig. 32: Probing Right Rear WSS Supply Circuit Using 12 Volt Test Light Connected To 12 Volts
2. Disconnect the Right Rear WSS harness connector.
4. Using a 12volt test light connected to 12volts, probe the (B2) Right Rear WSS Supply circuit.
Yes
Repair the (B2) Right Rear WSS Supply circuit for a short to ground.
No
Go to step 5
1813 of 4937
5. CHECK (B2) RIGHT REAR WSS 12 VOLT SUPPLY CIRCUIT FOR AN OPEN
Fig. 33: Probing Right Rear WSS Supply Circuit Using 12 Volt Test Light Connected To 12 Volts
1. Connect a jumper wire between ground and the (B2) Right Rear WSS Supply circuit in the Anti
2. Using a 12volt test light connected to 12volts, probe the (B2) Right Rear WSS Supply circuit.
Yes
Information.
No
Repair the (B2) Right Rear WSS Supply circuit for an open.
1814 of 4937
6. CHECK (B1) RIGHT REAR WSS SIGNAL CIRCUIT FOR A SHORT TO GROUND
Fig. 34: Probing Right Rear WSS Signal Circuit Using 12Volt Test Light Connected To 12 Volts
3. Using a 12volt test light connected to 12volts, probe the (B1) Right Rear WSS Signal circuit.
Yes
Repair the (B1) Right Rear WSS Signal circuit for a short to ground.
No
Go to step 7
7. CHECK (B1) RIGHT REAR WSS SIGNAL CIRCUIT FOR AN OPEN
1815 of 4937
Fig. 35: Probing Right Rear WSS Signal Circuit Using 12Volt Test Light Connected To 12 Volts
1. Connect a jumper wire between ground and the (B1) Right Rear WSS Signal circuit in the Anti
2. Using a 12volt test light connected to 12volts, probe the (B1) Right Rear WSS Signal circuit.
Yes
Go to step 8
No
Repair the (B1) Right Rear WSS Signal circuit for an open.
8. CHECK (B1) RIGHT REAR WSS SIGNAL CIRCUIT SHORT TO VOLTAGE
1816 of 4937
Fig. 36: Measuring Voltage Between Right Rear WSS Signal Circuit & Ground
3. Measure the voltage between the (B1) Right Rear WSS Signal circuit and ground.
Yes
Repair the (B1) Right Rear WSS Signal circuit for a short to voltage.
No
Go to step 9
9. CHECK (B1) RIGHT REAR WSS SIGNAL CIRCUIT FOR A SHORT TO (B2) RIGHT REAR
WSS 12 VOLT SUPPLY CIRCUIT
1817 of 4937
Fig. 37: Measuring Resistance Between Right Rear WSS Signal Circuit & Right Rear WSS Supply
Circuit
2. Measure the resistance between the (B1) Right Rear WSS Signal circuit and the (B2) Right Rear
WSS Supply circuit.
Yes
Go to step 10
No
Repair the (B1) Right Rear WSS Signal circuit and the (B2) Right Rear WSS Supply circuit
10. RIGHT REAR WHEEL SPEED SENSOR
1. Replace the Right Rear Wheel Speed Sensor in accordance with the Service Information.
1818 of 4937
be met.
Did DTC C102BRIGHT REAR WHEEL SPEED SENSOR CIRCUIT reset?
Yes
Information.
No
Test Complete.
DTC C1032: RIGHT REAR WHEEL SPEED SENSOR SIGNAL ERRATIC PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
When the Right Rear Wheel Speed Sensor (WSS) Signal is intermittently missing while vehicle speed is
Possible Causes
Possible Causes
RIGHT REAR WSS LOOSE B1, B2 CIRCUITS/CONNECTOR/TERMINAL DAMAGE
RIGHT REAR TONE WHEEL DAMAGE
RIGHT REAR WHEEL BEARING DAMAGE
IMPROPER RIGHT REAR TIRE PRESSURE/MISMATCHED TIRES
RIGHT REAR WSS
Diagnostic Test
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1. CHECK FOR DTC C1032RIGHT REAR WHEEL SPEED SENSOR SIGNAL ERRATIC
PERFORMANCE
be met.
Does the scan tool display: C1032RIGHT REAR WHEEL SPEED SENSOR SIGNAL ERRATIC
PERFORMANCE active?
Yes
Go to step 3
No
Go to step 2
drives the vehicle.
wheel.
Is the Right Rear WSS speed showing 0 km/h (0 mph) or not matching other wheels or showing
erratic behavior?
Yes
Go to step 3
No
Refer to the ABSINTERMITTENT CONDITION TEST. See DTCBased
3. CHECK FOR IMPROPER RIGHT REAR TIRE PRESSURE/MISMATCHED TIRES
2. Check and adjust the Right Rear Tire pressure.
Is the Right Rear Tire improperly inflated or mismatched tires on vehicle?
1820 of 4937
Yes
No
Go to step 4
Yes
No
Go to step 5
5. CHECK RIGHT REAR WSS LOOSENESS, INSPECT B1, B2 CIRCUITS/TERMINALS FOR
DAMAGE
1. Inspect the AntiLock Brake Module harness connector, Right Rear WSS, and Right Rear WSS
harness connector.
2. Inspect the Right Rear WSS for looseness, excessive corrosion and not properly fastened.
3. Inspect the (B1) Right Rear WSS Signal and (B2) Right Rear WSS Supply circuits between the
Right Rear WSS and AntiLock Brake Module for damage.
Is the Right Rear WSS loose or any of the wiring/connectors/terminals damaged?
Yes
No
Go to step 6
6. CHECK RIGHT REAR WHEEL SPEED SENSOR FOR DAMAGE
1. Remove the Right Rear Wheel Speed Sensor.
2. Inspect the Right Rear Wheel Speed Sensor face for damage.
Is the Right Rear Wheel Speed Sensor damaged?
Yes
1821 of 4937
No
Go to step 7
7. CHECK RIGHT REAR TONE WHEEL FOR DAMAGE
1. Inspect the Right Rear Tone Wheel for damage, missing teeth, cracks, corrosion or looseness.
nicked.
Is the Right Rear Tone Wheel damaged?
Yes
No
Go to step 8
8. CHECK RIGHT REAR WHEEL BEARING FOR DAMAGE
1. Inspect the Right Rear wheel bearing for excessive runout or clearance.
Is the Right Rear Wheel Bearing Damaged?
Yes
No
Go to step 9
be met.
Did DTC C1032RIGHT REAR WHEEL SPEED SENSOR SIGNAL ERRATIC
PERFORMANCE reset?
Yes
1822 of 4937
No
Test Complete.
DTC C1035: RIGHT REAR WHEEL SPEED COMPARATIVE PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
When the Right Rear Wheel Speed Sensor (WSS) reading is different from the readings received from
the other sensors at a vehicle speed above 40 km/h (25 mph). The AntiLock Brake Module compares
WSS readings from sidetoside on an axle and fronttorear.
Possible Causes
Possible Causes
RIGHT REAR WSS LOOSE B1, B2 CIRCUITS/CONNECTOR/TERMINAL DAMAGE
RIGHT REAR TONE WHEEL/BEARING DAMAGE
RIGHT REAR WSS
Diagnostic Test
1. CHECK FOR DTC C1035RIGHT REAR WHEEL SPEED COMPARATIVE PERFORMANCE
be met.
Does the scan tool display: C1035RIGHT REAR WHEEL SPEED COMPARATIVE
PERFORMANCE active?
Yes
Go to step 3
1823 of 4937
No
Go to step 2
drives the vehicle.
wheel.
erratic behavior?
Yes
Go to step 3
No
wires.
Yes
No
Go to step 4
Yes
No
1824 of 4937
Go to step 5
5. CHECK RIGHT REAR WSS LOOSENESS, INSPECT B1, B2 CIRCUITS/TERMINALS FOR
DAMAGE
1. Inspect the AntiLock Brake Module harness connector, Right Rear WSS, and Right Rear WSS
harness connector
2. Inspect the Right Rear WSS for looseness, excessive corrosion and not properly fastened.
3. Inspect the (B1) Right Rear WSS Signal and (B2) Right Rear WSS Supply circuits between the
Right Rear WSS and AntiLock Brake Module for damage.
Is the Right Rear WSS loose or any of the wiring/connectors/terminals damaged?
Yes
No
Go to step 6
6. CHECK RIGHT REAR WHEEL SPEED SENSOR FOR DAMAGE
1. Remove the Right Rear Wheel Speed Sensor.
2. Inspect the Right Rear Wheel Speed Sensor face for damage.
Is the Right Rear Wheel Speed Sensor damaged?
Yes
No
Go to step 7
7. CHECK RIGHT REAR TONE WHEEL/BEARING FOR DAMAGE
1. Inspect the Right Rear Tone Wheel/Bearing for damage, missing teeth, cracks, corrosion or
looseness.
nicked.
Is the Right Rear Tone Wheel/Bearing damaged?
Yes
No
Go to step 8
1825 of 4937
be met.
Did DTC C1035RIGHT REAR WHEEL SPEED COMPARATIVE PERFORMANCE reset?
Yes
No
Test Complete.
DTC C1041: LEFT FRONT TONE WHEEL PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
When the AntiLock Brake Module detects periodic drops of a Wheel Speed Sensor (WSS) signal.
Possible Causes
Possible Causes
LEFT FRONT TONE WHEEL/BEARING DAMAGE
DIRT, METAL, DAMAGED TONE WHEEL/SENSOR
Diagnostic Test
1. CHECK FOR A DIAGNOSTIC TROUBLE CODE (DTC) C1041LEFT FRONT TONE WHEEL
PERFORMANCE
3. Record DTC and Freeze Frame information.
1826 of 4937
4. Using the scan tool, erase DTCs.
5. Cycle the ignition switch off then on.
6. Test drive the vehicle in a straight line to 40 km/h (25 mph).
be met.
Does the scan tool display: C1041LEFT FRONT TONE WHEEL PERFORMANCE active?
Yes
Go to step 3
No
Go to step 2
2. Using the scan tool, monitor and graph ALL the WSS speeds and compare graph while an assistant
drives the vehicle.
wheel.
Is the Left Front WSS speed showing 0 km/h (0 mph) or not matching other wheels or showing
erratic behavior?
Yes
Go to step 3
No
Yes
1827 of 4937
No
Go to step 4
4. CHECK THE LEFT FRONT TONE WHEEL/BEARING FOR DAMAGE
NOTE: Check the tone wheel teeth for missing teeth, cracks, or looseness. Teeth
should be perfectly square, not bent, or nicked.
1. Check the Left Front Tone Wheel/Bearing for damage.
2. Check the Left Front Tone Wheel for dirt.
Was the tone wheel dirty?
Yes
Clean tone wheel and sensor. Clear codes and retest.
No
Replace the Left Front Tone Wheel/Bearing in accordance with the Service Information.
DTC C1042: RIGHT FRONT TONE WHEEL PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
Possible Causes
DIRTY TONE WHEEL/SENSOR
RIGHT FRONT TONE WHEEL/BEARING DAMAGE
Diagnostic Test
1. CHECK FOR A DTC C1042RIGHT FRONT TONE WHEEL PERFORMANCE
1828 of 4937
be met.
Does the scan tool display: C1042RIGHT FRONT TONE WHEEL PERFORMANCE?
Yes
Go to step 3
No
Go to step 2
drives the vehicle.
wheel.
erratic behavior?
Yes
Go to step 3
No
Yes
1829 of 4937
No
Go to step 4
4. CHECK THE RIGHT FRONT TONE WHEEL/BEARING FOR DAMAGE
1. Check the Right Front Tone Wheel/Bearing for damage.
2. Check the Right Front Tone Wheel for dirt.
Yes
No
Replace the Right Front Tone Wheel/Bearing in accordance with the Service Information.
DTC C1043: LEFT REAR TONE WHEEL PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
Possible Causes
LEFT REAR TONE WHEEL/BEARING DAMAGE
Diagnostic Test
1. CHECK FOR A DTC C1043LEFT REAR TONE WHEEL PERFORMANCE
1830 of 4937
be met.
Does the scan tool display: C1043LEFT REAR TONE WHEEL PERFORMANCE?
Yes
Go to step 3
No
Go to step 2
drives the vehicle.
wheel.
erratic behavior?
Yes
Go to step 3
No
Yes
1831 of 4937
No
Go to step 4
Yes
No
Go to step 5
5. CHECK THE LEFT REAR TONE WHEEL/BEARING FOR DAMAGE
1. Check the Left Rear Tone Wheel/Bearing for damage.
2. Check the Left Rear Tone Wheel for dirt.
Yes
No
Replace the Left Rear Tone Wheel/Bearing in accordance with the Service Information.
DTC C1044: RIGHT REAR TONE WHEEL PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
1832 of 4937
Possible Causes
Possible Causes
RIGHT REAR TONE WHEEL/BEARING DAMAGE
Diagnostic Test
1. CHECK FOR A DTC C1044RIGHT REAR TONE WHEEL PERFORMANCE
be met.
Does the scan tool display: C1044RIGHT REAR TONE WHEEL PERFORMANCE?
Yes
Go to step 3
No
Go to step 2
drives the vehicle.
wheel.
erratic behavior?
Yes
Go to step 3
No
1833 of 4937
Yes
No
Go to step 4
Yes
No
Go to step 5
5. CHECK THE RIGHT REAR TONE WHEEL FOR DAMAGE
1. Check the Right Rear Tone Wheel for damage.
2. Check the Right Rear Tone Wheel for dirt.
Yes
No
Replace the Right Rear Tone Wheel in accordance with the Service Information.
DTC C1046: LEFT FRONT WHEEL PRESSURE PHASE MONITORING
1834 of 4937
Additional Wiring
Monitor Conditions
When Monitored:
During active ABS control.
Set Conditions
Set Condition:
If the AntiLock Brakes Module detects a pressure reduction phase and the following pressure hold phase
is too long.
Possible Causes
Possible Causes
LEFT FRONT TONE WHEEL/BEARING DAMAGED
WHEEL SPEED SIGNALS SWAPPED
LEFT FRONT WSS
ANTILOCK BRAKES MODULE
Diagnostic Test
1. COMPARE WHEEL SPEED SENSOR SIGNALS
WARNING: Make sure brake capability is available before road testing.
1. With the scan tool, monitor ALL the WSS speeds while an assistant drives the vehicle.
Does the Left Front WSS speed differ from the other WSS speeds by 8 km/h (5 mph) or show NO
speed?
Yes
Go to step 3
No
Go to step 2
2. CHECKING INSIDE WHEEL SPEED
1. Slowly accelerate as straight as possible from a stop to 40 km/h (25 mph) and perform a 90 degree
turn while monitoring if inside wheel is slower than outside.
Was the inside wheel slower than outside?
Yes
No
Go to step 3
1835 of 4937
3. INSPECT TONE WHEEL/BEARING
2. Visually inspect the tone wheel and bearing for damage.
Check the tone wheel teeth for missing teeth, cracks, and looseness. The teeth must be
perfectly square, not bent, or nicked. Check the wheel bearing for worn/looseness.
Yes
No
Go to step 4
4. CHECK WHEEL SPEED SENSOR WIRING
1. Check the AntiLock Brakes Module and Wheel Speed Sensors harness connectors for incorrectly
wired connectors.
Yes
No
Go to step 5
be met.
NOTE: The AntiLock Brake Module must sense ALL 4 wheels at 12 km/h
(7.5 mph) before it will extinguish the ABS indicators.
Did DTC C1046LEFT FRONT WHEEL PRESSURE PHASE MONITORING reset?
Yes
1836 of 4937
No
Test Complete.
DTC C1047: RIGHT FRONT WHEEL PRESSURE PHASE MONITORING
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
is too long.
Possible Causes
Possible Causes
RIGHT FRONT TONE WHEEL DAMAGED
RIGHT FRONT WSS
Diagnostic Test
Does the Right Front WSS speed differ from the other WSS speeds by 8 km/h (5 mph) or show NO
speed?
Yes
Go to step 3
No
Go to step 2
Yes
1837 of 4937
No
Go to step 3
Yes
No
Go to step 4
wired connectors.
Yes
No
Go to step 5
be meet.
Did DTC C1047RIGHT FRONT WHEEL PRESSURE PHASE MONITORING reset?
1838 of 4937
Yes
No
Test Complete.
DTC C1048: LEFT REAR WHEEL PRESSURE PHASE MONITORING
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
is too long.
Possible Causes
Possible Causes
LEFT REAR TONE WHEEL/WHEEL BEARING
LEFT REAR WSS
Diagnostic Test
Does the Left Rear WSS speed differ from the other WSS speeds by 8 km/h (5 mph) or show NO
speed?
Yes
Go to step 3
No
Go to step 2
1839 of 4937
Yes
No
Go to step 3
Yes
No
Go to step 4
wired connectors.
Yes
No
Go to step 5
be met.
1840 of 4937
Did DTC C1048LEFT REAR WHEEL PRESSURE PHASE MONITORING reset?
Yes
No
Test Complete.
DTC C1049: RIGHT REAR WHEEL PRESSURE PHASE MONITORING
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
When the AntiLock Brakes Module detects a pressure reduction phase and the following pressure hold
phase is too long.
Possible Causes
Possible Causes
RIGHT REAR TONE WHEEL DAMAGED
RIGHT REAR WSS
Diagnostic Test
Does the Right Rear WSS speed differ from the other WSS speeds by 8 km/h (5 mph) or show NO
speed?
Yes
Go to step 3
1841 of 4937
No
Go to step 2
Yes
No
Go to step 3
Yes
No
Go to step 4
wired connectors.
Yes
No
Go to step 5
1842 of 4937
be met.
Did DTC C1049RIGHT REAR WHEEL PRESSURE PHASE MONITORING reset?
Yes
No
Test Complete.
DTC C1073: ABS PUMP MOTOR CONTROL CIRCUIT
Circuit Schematic
1843 of 4937
Fig. 38: ABS Pump Motor Control Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
When the ABS Pump Motor is activated.
Set Conditions
Set Condition:
1844 of 4937
The ABS Module detects low pump motor feedback voltage with actuation of the pump motor relay.
Possible Causes
Possible Causes
BLOWN PUMP FUSE
HIGH RESISTANCE IN B+ CIRCUITS
HIGH RESISTANCE IN GROUND CIRCUITS
INTEGRATED CONTROL UNIT
Diagnostic Test
1. CHECK FOR A DTC C1073ABS PUMP MOTOR CONTROL CIRCUIT
NOTE: This DTC must be active for the results of this test to be valid. If present,
diagnose and repair DTC C2116ABS PUMP MOTOR SUPPLY LOW
VOLTAGE before diagnosing this DTC.
be met.
5. With the scan tool, read DTCs
NOTE: The AntiLock Brake (ABS) Module must sense ALL 4 wheels at 12
km/h (7.5 mph) before it will extinguish the ABS indicators.
Does the scan tool display: C1073ABS PUMP MOTOR CONTROL CIRCUIT?
Yes
Go to step 2
No
2. INSPECT RELATED WIRING HARNESS, TERMINALS, AND CONNECTORS
2. Visually inspect the related wiring harness. Look for any pinched, chafed, pierced, and partially
broken wires.
3. Visually inspect the related wiring harness connectors. Look for broken, bent, pushed out, and
corroded terminals.
Yes
1845 of 4937
No
Go to step 3
3. CHECK THE ABS PUMP MOTOR FUSED B+ FOR AN OPEN
2. Remove and visually inspect the ABS Pump Motor B+ fuse.
Is the ABS Pump Motor B+ fuse open?
Yes
Go to step 4
No
Go to step 6
4. CHECK THE (A107) FUSED B (+) FOR A SHORT TO GROUND
Fig. 39: Probing Fused B+ Circuit Using 12Volt Test Light Connected To 12 Volts
1846 of 4937
3. Using a 12volt test light connected to 12volts, probe the (A107) Fused B+ circuit.
Yes
Repair the (A107) Fused B (+) circuit for a short to ground.
No
Go to step 5
5. CHECK THE (A107) FUSED B (+) CIRCUIT
2. Visually inspect the (A107) Fused B (+) circuit in the wiring harness.
3. Look for any signs of intermittent short to ground.
Is the wiring harness OK?
Yes
Go to step 6
No
6. CHECK THE VOLTAGE ON THE (A107) FUSED B(+) CIRCUIT
1847 of 4937
Fig. 40: Measuring Voltage Of Fused B (+) Circuit
3. Measure the voltage of the (A107) Fused B (+) circuit in the AntiLock Brake Module harness
connector.
Yes
Go to step 7
No
7. CHECK THE (Z907) AND (Z917) GROUND CIRCUITS FOR AN OPEN
1848 of 4937
Fig. 41: Measuring Resistance Of Ground Circuits Between AntiLock Brake Module Harness
Connector & Ground
1. Measure the resistance of the (Z907) and (Z917) Ground circuits between the AntiLock Brake
Module harness connector and ground.
Yes
Replace the ICU per service information.
No
Repair the high resistance in the affected circuit.
DTC C1078: TIRE REVOLUTIONS RANGE PERFORMANCE
1849 of 4937
Additional Wiring
Monitor Conditions
When Monitored:
Continuously.
Set Conditions
Set Condition:
A comparison between the tire circumference value contained in the EEPROM and the tire circumference
value received on the CAN bus. Programmed value for the tire size is not within acceptable range.
Possible Causes
Possible Causes
INCORRECT VALUE PROGRAMMED INTO TOTALLY INTEGRATED POWER MODULE (TIPM)
Diagnostic Test
1. INCORRECT VALUE PROGRAMMED INTO TIPM
TIRE BODY ENGINE SALES TIRE

SIZE STYLE SIZE CODE DIAMETER
(MM)
P225/75R JK ALL TNA 2480
17 BSW
ALL
TERRAIN
P225/70R JK ALL TNB, TT6 2480
18 BSW
ON/OFF
ROAD
P225/75R JK ALL TRM 2253
16 BSW
ON/OFF
ROAD
LT225/75R JK ALL TT7 2495
17 BSW
OFF
ROAD
P225/75R JK ALL TUF 2480
17 OWL
ON/OFF
ROAD
P245/75R JK ALL TYX, TYZ 2357
16 BSW
ON/OFF
ROAD
Verify that the correct Tire/wheel information is programmed in the Totally Integrated Power Module
(TIPM).
Is the correct value programmed in the TIPM according to the table?
1850 of 4937
Yes
Test complete.
Perform the ABS VERIFICATION TEST. See DTCBased Diagnostics/MODULE, Antilock
No
Program the correct Tire/Wheel information in the TIPM.
DTC C107C: BRAKE PEDAL SWITCH 1/2 STUCK
Additional Wiring
Diagnostic Test
1. POWERTRAIN CONTROL MODULE (PCM) or ENGINE CONTROL MODULE (ECM) DTCS
PRESENT
1. With the scan tool, read ECM/PCM Brake DTCs.
Are there any ECM/PCM Brake DTCs present?
Yes
Perform the appropriate diagnostic procedure. Refer to DTCBased Diagnostics/MODULE,
Powertrain Control (PCM) Diagnosis and Testing for gas engine applications or DTC
Based Diagnostics/MODULE, Engine Control (ECM) Diagnosis and Testing for diesel
engine applications.
No
Using the schematics as a guide, check the ECM/PCM terminals for corrosion, damage, or
terminal push out. Pay particular attention to all power and ground circuits.
Diagnostics/MODULE, Powertrain Control (PCM) Standard Procedure for gas engine
applications or DTCBased Diagnostics/MODULE, Engine Control (ECM) Standard
Procedure for diesel engine applications.
DTC C107D: BRAKE PEDAL SWITCH 1/2 CORRELATION
Additional Wiring
Diagnostic Test
1. POWERTRAIN CONTROL MODULE (PCM) or ENGINE CONTROL MODULE (ECM) DTCS
PRESENT
1. With the scan tool, read ECM/PCM Brake DTCs.
Are there any ECM/PCM Brake DTCs present?
Yes
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Perform the appropriate diagnostic procedure. Refer to DTCBased Diagnostics/MODULE,
Powertrain Control (PCM) Diagnosis and Testing for gas engine applications or DTC
Based Diagnostics/MODULE, Engine Control (ECM) Diagnosis and Testing for diesel
engine applications.
No
Using the schematics as a guide, check the ECM/PCM terminals for corrosion, damage, or
terminal push out. Pay particular attention to all power and ground circuits.
Diagnostics/MODULE, Powertrain Control (PCM) Standard Procedure for gas engine
applications or DTCBased Diagnostics/MODULE, Engine Control (ECM) Standard
Procedure for diesel engine applications.
DTC C1090: ABS BRAKE LAMP CONTROL CIRCUIT LOW
Circuit Schematic
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Fig. 42: ABS Brake Lamp Control Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
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Set Conditions
Set Condition:
When monitoring the Brake Lamp Activation Relay Control circuit the module detects a short to ground.
Possible Causes
Possible Causes
(B401) BRAKE LAMP ACTIVATION RELAY CONTROL OPEN OR SHORTED TO GROUND
BLOWEN FUSE
BRAKE LAMP ACTIVATION RELAY
Diagnostic Test
1. CHECK FOR DTC C1090ABS BRAKE LAMP CONTROL CIRCUIT LOW
3. Start Engine.
4. Apply brake pedal firmly with at least 80 bar (1160 psi.).
Does the scan tool display: C1090ABS BRAKE LAMP CONTROL CIRCUIT LOW?
Yes
Go to step 2
No
2. Inspect the ABS Module harness connector and the Brake Lamp Activation Relay harness
connector.
Is the ABS Module or any of the connectors/terminals damaged?
Yes
No
Go to step 3
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3. CHECK (B401) BRAKE LAMP ACTIVATION RELAY CONTROL SHORTED TO GROUND
Fig. 43: Probing Brake Lamp Activation Relay Control Circuit Using 12Volt Test Light Connected
To Ground
4. Using a 12volt test light connected to ground, probe the (B401) Brake Lamp Activation Relay
Control Circuit at the ABS Module harness connector.
Yes
Replace the AntiLock Brake System (ABS) Module in accordance with the service
information.
No
Go to step 4
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4. CHECK (F941) FUSED RUN/START RELAY OUTPUT
Fig. 44: Probing Fused Run/Start Relay Output Circuit Using 12Volt Test Light Connected To
Ground
2. Disconnect the Brake Lamp Activation Relay.
4. Using a 12volt test light connected to ground, probe the (F941) Fused Run/Start Relay Output
Circuit at the Brake Lamp Activation Relay harness connector.
Yes
Go to step 5
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No
Check for open Fuse, if ok repair open or short to ground in the (F941) Fused Run/Start
Relay Output Circuit.
5. BRAKE LAMP ACTIVATION RELAY
Fig. 45: Measuring Resistance Of Brake Lamp Activation Relay Control Circuit
2. Measure the resistance of the (B401) Brake Lamp Activation Relay Control Circuit between the
Brake Lamp Activation relay and the ABS Module harness connector.
Is the resistance 5 Ohms ?
Yes
Replace the Brake Lamp Activation Relay in accordance with the Service Information.
No
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Repair open in the (B401) Brake Lamp Activation Relay Control circuit.
DTC C1091: ABS BRAKE LAMP CONTROL CIRCUIT HIGH
Circuit Schematic
Fig. 46: ABS Brake Lamp Control Circuit Schematic
Additional Wiring
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Monitor Conditions
When Monitored:
When Set:
When monitoring the Brake Lamp Activation Relay Control circuit the module detects a short to B+.
Possible Causes
Possible Causes
(B401) BRAKE LAMP ACTIVATION RELAY CONTROL SHORTED TO VOLTAGE
BRAKE LAMP ACTIVATION RELAY
Diagnostic Test
1. CHECK FOR DTC C1091ABS BRAKE LAMP CONTROL CIRCUIT HIGH
2. With the scan tool, record and erase the DTCs.
4. Apply the brake pedal firmly with at least 80 bar (1160 psi.).
Does the scan tool display: C1091ABS BRAKE LAMP CONTROL CIRCUIT HIGH?
Yes
Go to step 2
No
NOTE: Check all terminals for broken, bent, pushed out or corroded terminals.
2. Inspect the ABS Module harness connector and the Brake Lamp Activation Relay harness
connector.
Is the ABS Module or any of the connectors/terminals damaged?
Yes
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No
Go to step 3
3. (B401) BRAKE LAMP ACTIVATION RELAY CONTROL SHORTED TO VOLTAGE
Fig. 47: Probing Brake Lamp Activation Relay Control Circuit Using 12Volt Test Light Connected
To Ground
3. Disconnect the Brake Lamp Activation Relay harness connector.
5. Using a 12volt test light connected to ground, probe the (B401) Brake Lamp Activation Relay
Control Circuit at the Brake Lamp Activation Relay harness connector.
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Yes
Repair the short to voltage in the (B401) Brake Lamp Activation Relay Control circuit.
No
Go to step 4
4. BRAKE LAMP ACTIVATION RELAY
Fig. 48: Measuring Resistance Across Relay Between Brake Lamp Activation Relay Control
Circuit & Fused Run/Start Relay Output
2. Measure the resistance across the relay between the (B401) Brake Lamp Activation Relay Control
Circuit and the (F941) Fused Run/Start Relay Output.
Is the resistance 75 Ohms Â± 5 Ohms?
Yes
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Replace the AntiLock Brake (ABS) Module in accordance with the service information.
No
Replace the Brake Lamp Activation Relay in accordance with the Service Information.
DTC C1210: G SENSOR INPUT CIRCUIT PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
Continuously, with ignition on, until vehicle speed exceeds 20 km/h (12.4 mph) for the first time, but not
if the sensor voltage is out of range.
Or, during diagnostic mode.
Or, if the monitoring was inhibited by a corresponding diagnostics command.
Set Conditions
Set Condition:
If the measured acceleration signal is higher than 0.8 g for longer than the specified detection time.
Possible Causes
Possible Causes
DYNAMICS SENSOR INSTALLATION
DYNAMICS SENSOR
Diagnostic Test
1. CHECK FOR A DTC C1210G SENSOR INPUT CIRCUIT PERFORMANCE
2. With the scan tool, read and record DTCs.
3. With the scan tool, read and record Environmental Data to help identify the conditions in which the
DTC was set.
Does the scan tool display: C1210G SENSOR INPUT CIRCUIT PERFORMANCE?
Yes
Replace the Dynamics Sensor in accordance with the Service Information.
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No
Perform the ABSINTERMITTENT CONDITION diagnostic procedure. See DTCBased
DTC C1219: STEERING ANGLE SENSOR ERRATIC PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
Continuous monitoring.
Set Conditions
Set Condition:
If the AntiLock Brake Module detects that the calculated steering wheel angle and the actual steering
angle disagree.
Possible Causes
Possible Causes
VEHICLE DAMAGE
STEERING COLUMN/INTERMEDIATE SHAFT DAMAGE
STEERING ANGLE SENSOR LOOSE
CLOCKSPRING (SAS)
Diagnostic Test
1. PERFORM TEST DRIVE AND VERIFY DTC IS STILL ACTIVE
NOTE: If present, diagnose and repair DTC C123FSTEERING ANGLE SENSOR
COMPARATIVE PERFORMANCE before diagnosing this DTC.
DTC was set.
4. Perform ECU initialization with drive test. Perform the ABS VERIFICATION TEST. See DTC
Based Diagnostics/MODULE, Antilock Brake (ABS) Standard Procedure.
WARNING: To avoid possible serious or fatal injury, check brake capability is
available before road testing.
5. Test drive the vehicle by driving straight at a velocity between 10 and 25 km/hr (6 and 15 mph.) for
1 minute.
6. Park the vehicle.
7. Turn the steering wheel from stop to stop.
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Yes
Go to step 2
No
wires.
2. CHECK STEERING ANGLE SENSOR OUTPUT
2. Center the steering wheel.
3. With the scan tool, read the Steering Angle Sensor Position.
Is the Steering Angle Sensor Position within Â±15Â°?
Yes
Go to step 3
No
Go to step 4
3. INSPECT VEHICLE, STEERING COLUMN, AND INTERMEDIATE SHAFT FOR DAMAGE
NOTE: If possible, check vehicle repair history for collision damage. ABS module
must be reinitialized after repair.
2. Inspect the vehicle for damage causing tracking problems.
3. Inspect the steering column and intermediate shaft for damage.
Yes
Repair as necessary and clear offsets by initializing ECU with wheels pointing straight
ahead.
No
Go to step 4
4. CHECK CLOCKSPRING (SAS) INSTALLATION
WARNING: To avoid serious or fatal injury on vehicles equipped with airbags, disable
the Supplemental Restraint System (SRS) before attempting any steering
wheel, steering column, airbag, seat belt tensioner, impact sensor, or
instrument panel component diagnosis or service. Disconnect and isolate
capacitor to discharge before performing further diagnosis or service.
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This is the only sure way to disable the SRS. Failure to take the proper
precautions could result in accidental airbag deployment.
NOTE: Proper Clockspring (SAS) installation is crucial for proper operation.
1. Verify that the Clockspring (SAS) is properly installed.
Is the Steering Angle Sensor properly installed?
Yes
Replace the Clockspring (SAS) in accordance with the Service Information and clear offsets
by initializing ECU with wheels pointing straight ahead.
No
ahead.
DTC C121A: STEERING ANGLE SENSOR NOT INITIALIZED
Circuit Schematic
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Fig. 49: Steering Angle Sensor Circuit Schematic
Additional Wiring
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Monitor Conditions
When Monitored:
Continuous monitoring.
Set Conditions
Set Condition:
When the AntiLock Brake System (ABS) Module detects a low voltage at the Steering Angle Sensor or
Steering Angle Sensor failure.
Possible Causes
Possible Causes
TERMINAL/CONNECTOR/WIRING HARNESS DAMAGE
(F943) FUSED B(+) CIRCUIT OPEN OR HIGH RESISTANCE
(Z910) GROUND CIRCUIT OPEN OR HIGH RESISTANCE
CLOCKSPRING (SAS)
Diagnostic Test
1. CHECK FOR A DTC C121ASTEERING ANGLE SENSOR NOT INITIALIZED
DTC was set.
5. Road test the vehicle over 30 km/h (19 mph) for at least 30 seconds.
Does the scan tool display: C121ASTEERING ANGLE SENSOR NOT INITIALIZED?
Yes
Go to step 2
No
2. CHECK THE TERMINALS/CONNECTORS/WIRING HARNESS FOR DAMAGE
NOTE: Proper Steering Angle Sensor installation is crucial for proper operation.
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1. Check the Clockspring/Steering Angle Sensor installation.
2. Check all related wiring for bruised, chafed, pierced, or partially broken wires.
3. Check all related connectors for broken, bent, pushed out, or corroded terminals.
Yes
No
Go to step 3
3. CHECK THE (F943) FUSED B(+) CIRCUIT FOR AN OPEN OR HIGH RESISTANCE
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2. Disconnect the Clockspring C3 harness connector.
4. Using a 12volt test light connected to ground, check the (F943) Fused B (+) circuit at the
Clockspring C3 harness connector.
Yes
Go to step 4
No
Repair the (F943) Fused B (+) circuit for an open.
4. CHECK THE (Z910) GROUND CIRCUIT FOR AN OPEN OR HIGH RESISTANCE
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Fig. 51: Checking Ground Circuit With 12Volt Test Light Connected To B+
2. With a 12volt test light connected to B+, check the (Z910) Ground circuit at the Clockspring C3
harness connector.
Yes
No
DTC C121C: TORQUE REQUEST SIGNAL DENIED
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
When the AntiLock Brake Module indicates if engine management relevant for Automatic Yaw
Control/Traction Control System control can be accomplished.
Possible Causes
Possible Causes
Diagnostic Test
1. CHECK FOR A DTC C121CTORQUE REQUEST SIGNAL DENIED
NOTE: This DTC must be active for the results of this test to be valid and this
DTC may set while driving under severe load conditions.
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DTC was set.
6. Start Engine.
7. With the scan tool, read and record DTCs and monitor ESP Torque Request status.
Does the scan tool display: C121CTORQUE REQUEST SIGNAL DENIED?
Yes
Go to step 2
No
2. ESP TORQUE REQUEST SIGNAL
1. Engine started.
2. With the scan tool, read the Allow ESP Torque Request status bit.
Was the Allow ESP Torque Request showing NOT set?
Yes
Replace the Powertrain Module in accordance with the Service Information.
No
DTC C121D: BRAKE PRESSURE SENSOR CIRCUIT
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
When the AntiLock Brake Module indicates that the Brake Pressure Sensor Signal is out of range.
Possible Causes
Possible Causes
AIR IN BRAKE SYSTEM/WORN MECHANICAL COMPONENTS
ECU INTERNAL FAILURE
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HCU INTERNAL FAILURE
Diagnostic Test
1. CHECK FOR A DTC C121DBRAKE PRESSURE SENSOR CIRCUIT
3. With the scan tool, read and record Freeze Frame information.
6. Slowly depress and release the brake pedal.
Does the scan tool display: C121DBRAKE PRESSURE SENSOR CIRCUIT?
Yes
Go to step 2
No
2. HCU/ECU ISOLATION
2. Separate the ECU from the HCU.
3. With the scan tool, monitor brake pressure.
Does the scan tool display brake pressure above 218 bar (3162 psi)?
Yes
Replace the HCU in accordance with the Service Information.
No
Replace the ECU in accordance with the Service Information.
DTC C121E: BRAKE PRESSURE SENSOR COMPARATIVE PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
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Set Conditions
Set Condition:
When the AntiLock Brake Module indicates that the Brake Pressure Sensor Signal is out of range.
Possible Causes
Possible Causes
ECU INTERNAL FAILURE
HCU INTERNAL FAILURE
Diagnostic Test
1. CHECK FOR A DTC C121EBRAKE PRESSURE SENSOR COMPARATIVE PERFORMANCE
2. With the scan tool, read and record the DTCs.
3. With the scan tool, read and record the Environmental Data to help identify the conditions in which
the DTC was set.
6. Slowly press and release the brake pedal.
Does the scan tool display: C121EBRAKE PRESSURE SENSOR COMPARATIVE
PERFORMANCE?
Yes
Go to step 2
No
2. HCU/ECU ISOLATION
2. Separate the ECU from the HCU.
4. With the scan tool, monitor the brake pressure.
Does the scan tool display brake pressure above 218 bar (3162 psi)?
Yes
Replace the HCU in accordance with the Service Information.
No
Replace the ECU in accordance with the Service Information.
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DTC C1231: DRIVE TEST: STEERING ANGLE SENSOR
Additional Wiring
Monitor Conditions
When Monitored:
During the Drive Test.
Set Conditions
Set Condition:
If the AntiLock Brake Module detects implausible Steering Angle Sensor data.
Possible Causes
Possible Causes
STEERING ANGLE SENSOR INSTALLATION
Diagnostic Test
1. CHECK FOR A DTC C1231DRIVE TEST: STEERING ANGLE SENSOR
NOTE: If any of the following DTCs are present they must be repaired before
continuing DTC C1219STEERING ANGLE SENSOR ERRATIC
PERFORMANCE, DTC C123FSTEERING ANGLE SENSOR COMPARATIVE
PERFORMANCE or DTC C1240STEERING ANGLE SENSOR ANGLE
OVERTRAVEL PERFORMANCE.
DTC was set.
4. Perform ECU initialization with drive test. Perform ABS VERIFICATION TEST. See DTCBased
Does the scan tool display: C1231DRIVE TEST: STEERING ANGLE SENSOR?
Yes
Go to step 2
No
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1. With the scan tool, select Steering Control Module.
2. Verify that the Steering Angle Sensor is active on the bus.
Is the Steering Angle Sensor active on the bus?
Yes
Go to step 3
No
For No Response related diagnostic procedures. Refer to NonDTC
Diagnostics/Communication Diagnosis and Testing .
3. CHECK STEERING ANGLE
1. Turn steering wheel so wheels point in a straight ahead position.
2. With scan tool check steering angle.
Is the Steering Angle reading within Â±15 degrees?
Yes
Go to step 4
No
Go to step 5
4. CHECK STEERING ANGLE CHANGE
2. With scan tool check steering angle.
3. Slowly rotate steering wheel while looking for a smooth change. The degrees will decrease to the
right and increase when rotating steering wheel to the left.
Did the steering angle change accordingly?
Yes
No
Replace the Steering Angle Sensor in accordance with the Service Information and clear
offsets by initializing ECU with wheels pointing straight ahead.
5. CHECK STEERING ANGLE SENSOR INSTALLATION
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2. Verify that the Steering Angle Sensor is properly installed.
Is the Steering Angle Sensor properly installed?
Yes
No
ahead.
DTC C1232: DRIVE TEST: PRESSURE SENSOR
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
If the Pressure Sensor fails to activate.
Possible Causes
Possible Causes
HYDRAULIC/BRAKE SYSTEM COMPONENT INSTALLATION
INTEGRATED CONTROL UNIT
PRESSURE SENSOR (HYDRAULIC CONTROL UNIT)
Diagnostic Test
1. CHECK FOR A DTC C1232DRIVE TEST: PRESSURE SENSOR
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DTC was set.
4. Perform ECU initialization with drive test. Refer to ABS VERIFICATION TEST. See DTCBased
5. Start the engine and apply the brake firmly.
Does the scan tool display: C1232DRIVE TEST: PRESSURE SENSOR?
Yes
Go to step 2
No
2. CHECK HYDRAULIC SYSTEM AND BRAKE SYSTEM COMPONENT INSTALLATION AND
FUNCTION
1. Verify that the AntiLock Brake Module and Hydraulic Control Unit are properly installed.
2. Verify that the hydraulic system is properly filled and bled.
3. Verify that the brake system components are installed and functioning properly.
Yes
No
Clean contacts in HCU first if problem reoccurs replace the Integrated Control Unit in
DTC C1234: DRIVE TEST: SENSOR CLUSTER INSTALLATION
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
If the AntiLock Brake Module detects implausible Dynamics Sensor data.
Possible Causes
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Possible Causes
DYNAMICS SENSOR
Diagnostic Test
1. CHECK FOR A DTC C1234DRIVE TEST: SENSOR CLUSTER INSTALLATION
DTC was set.
Does the scan tool display: C1234DRIVE TEST: SENSOR CLUSTER INSTALLATION?
Yes
Go to step 2
No
2. CHECK THE DYNAMICS SENSOR INSTALLATION
NOTE: Dynamics Sensor installation and mounting bolt torque is crucial for
proper operation.
2. Check the Dynamics Sensor for damaged, modified, and bent mounting brackets.
3. Check the Dynamics Sensor mounting bolts for a loose or over tightened condition.
Yes
No
DTC C1238: DRIVE TEST UNSUCCESSFUL
Additional Wiring
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Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
If the AntiLock Brakes Module detects a fault with the Steering Angle Sensor, the Pressure Sensor, or
the Dynamics Sensor.
Possible Causes
Possible Causes
PRESSURE SENSOR
DYNAMICS SENSOR
Diagnostic Test
1. DIAGNOSE AND REPAIR ALL DTCs
Repair
Diagnose and repair all DTCs.
DTC C1239: EMISSIONS ROLLS TEST ACTIVE
Additional Wiring
Theory Of Operation
The functional effects are that the output signal for all wheel speeds mimic the wheel with the highest wheel
speed.
This DTC sets when the Emissions Rolls Test is active.
Close out the Emissions Rolls Test though the Gateway Module.
DTC C123A: ESP SYSTEM SENSORS CALIBRATION
Additional Wiring
Monitor Conditions
When Monitored:
Once per ignition cycle.
Set Conditions
Set Condition:
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If the calculated checksum does not match the stored checksum.
Possible Causes
Possible Causes
Diagnostic Test
1. INITIALIZE ANTILOCK BRAKES MODULE
1. Initialize ECU refer to ABS VERIFICATION TEST. See DTCBased Diagnostics/MODULE,
Yes
No
Test complete.
DTC C123B: ESP SYSTEM CONTROL TOO LONG
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
When the AntiLock Brake Module indicates ESP control lasting longer the 10 seconds.
Possible Causes
Possible Causes
HYDRAULIC/BRAKE ISSUE
DYNAMICS SENSOR
INTEGRATED CONTROL MODULE
WHEEL ALIGNMENT
Diagnostic Test
1. CHECK FOR A DTC C123BESP SYSTEM CONTROL TOO LONG
NOTE: If other DTCs are set they must be repaired before continuing. To help in
the service of the ESP System, it is recommend speaking to the customer
to find out what type of environment they were driving in when the ESP
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concern took place, heavy rain, snow or ice. This should be considered
normal operation and no repair is necessary. This DTC may set while
driving under excessive driving conditions.
2. Perform ECU initialization with drive test. Perform the ABS VERIFICATION TEST. See DTC
Based Diagnostics/MODULE, Antilock Brake (ABS) Standard Procedure.
NOTE: Drive test must be performed correctly for ECU to initialize.
Did the ECU initialization/drive test pass?
Yes
Go to step 2
No
Refer to associated drive test diagnostic procedure.
Refer to the DTC list. See DTCBased Diagnostics/MODULE, Antilock Brake (ABS)
Diagnosis and Testing.
2. CHECK STEERING ANGLE SIGNAL
2. With scan tool read Steering Angle Sensor Signal.
Is the Steering Angle reading within Â± 6 degrees?
Yes
Go to step 4
No
Go to step 3
3. CHECK STEERING ANGLE INSTALLATION AND WHEEL ALIGNMENT
2. Inspect the vehicle for damage causing tracking problems or steering wheel misalignment.
4. Verify that the Steering Angle Sensor is properly installed.
Yes
No
Replace the Steering Angle Sensor in accordance with the Service Information.
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4. CHECK HYDRAULIC SYSTEM AND BRAKE SYSTEM COMPONENT INSTALLATION AND
FUNCTION
1. Verify that the AntiLock Brakes Module and Hydraulic Control Unit are properly installed.
2. Verify that the hydraulic system is properly filled and bled.
3. Verify that the brake system components are installed and functioning properly.
Yes
No
Go to step 5
5. REPLACE THE INTEGRATED CONTROL MODULE AND VERIFY IF THE DTC IS STILL
ACTIVE
1. Replace the Integrated Control Module in accordance with the Service Information.
3. Connect all previously disconnected components and connectors.
5. With the scan tool, erase ABS DTCs.
7. Test drive the vehicle by turning the vehicle left or right in a curving manner at a velocity between
10 and 20 km/h (6 and 12 mph).
Yes
No
Test complete.
DTC C123C: DYNAMICS SENSOR MOUNTING/INSTALLATION PERFORMANCE
Circuit Schematic
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Fig. 52: Dynamics Sensor Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
With vehicle speed above 7 mph (11 km/h), but not if the sensor signal is invalid.
Set Conditions
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Set Condition:
If the AntiLock Brake Module detects implausible Dynamics Sensor values.
Possible Causes
Possible Causes
DYNAMICS SENSOR
Diagnostic Test
NOTE: If present, diagnose and repair DTC C2114DYNAMICS SENSOR SUPPLY
VOLTAGE LOW or DTC C2115DYNAMICS SENSOR SUPPLY VOLTAGE
HIGH before diagnosing this DTC.
2. With the scan tool, read and record the ABS DTCs.
the DTC was set.
4. With the scan tool, erase the ABS DTCs.
6 and 12 mph (10 and 20 km/h).
8. With the scan tool, read the ABS DTCs.
Yes
Go to step 2
No
a possible intermittent condition. Look for any chafed, pierced, pinched or partially broken
wires.
proper operation.
2. Check the Dynamics Sensor for damaged, modified and bent mounting brackets.
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Yes
No
Go to step 3
1. Visually inspect the related wiring harness. Look for any pinched, chafed, pierced and partially
broken wires.
2. Visually inspect the related wiring harness connectors. Look for broken, bent, pushed out and
corroded terminals.
Yes
No
DTC C123F: STEERING ANGLE SENSOR COMPARATIVE PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
With ignition on, but not if a checksum failure of the stored offset values is detected.
Or, a CAN timeout failure is detected.
Or, a failure is detected by the Steering Angle Sensor.
Set Conditions
Set Condition:
If the AntiLock Brake Module detects that either the calculated steering wheel angle offset or the
steering wheel angle signal measured output is out of range.
Possible Causes
Possible Causes
VEHICLE DAMAGE
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STEERING WHEEL ALIGNMENT
CLOCKSPRING (SAS) IMPROPERLY INSTALLED (WRONG MOUNTING POSITION)
CLOCKSPRING (SAS)
Diagnostic Test
NOTE: If present, diagnose and repair DTC C1219STEERING ANGLE SENSOR
ERRATIC PERFORMANCE, C121ASTEERING ANGLE SENSOR NOT
INITIALIZED, or C1240STEERING ANGLE SENSOR OVERTRAVEL
PERFORMANCE before diagnosing this DTC.
Yes
Go to step 2
No
NOTE: If possible, check vehicle repair history for collision damage.
Yes
ahead.
No
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Go to step 3
2. Turn the steering wheel so wheels point in a straight ahead position.
3. With the scan tool, read the Steering Angle Sensor position.
Is the Steering Angle Sensor Position within Â± 15Â° degrees?
Yes
Go to step 5
No
Go to step 4
Is the Clockspring (SAS) properly installed?
Yes
Go to step 5
No
ahead.
5. REINITIALIZE THE ESP MODULE
1. Perform ECU initialization with drive test to clear offsets. Perform the ABS VERIFICATION
TEST. See DTCBased Diagnostics/MODULE, Antilock Brake (ABS) Standard Procedure.
Is DTC C123FSTEERING ANGLE SENSOR COMPARATIVE PERFORMANCE still active?
Yes
Go to step 6
No
Sensor was probably loose or calibrated with wheels not centered to vehicle. Test complete.
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6. CHECK STEERING ANGLE SENSOR OUTPUT WHILE ROTATING THE STEERING
WHEEL
1. With the scan tool, read the Steering Angle Sensor position while rotating the steering wheel to the
right and then to the left. The Steering Angle Sensor position should decrease when rotating the
steering wheel to the right and increase when rotating the steering wheel to the left.
Did the steering angle change accordingly?
Yes
No
DTC C1240: STEERING ANGLE SENSOR OVERTRAVEL PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
With ignition on, but not if a CAN time out failure is detected.
Or, if a fault is detected by the Steering Angle Sensor.
Set Conditions
Set Condition:
If the AntiLock Brakes Module detects that the absolute value of the measured steering wheel angle is
greater than 720 degrees.
Possible Causes
Possible Causes
VEHICLE DAMAGE
STEERING WHEEL ALIGNMENT
CLOCKSPRING (SAS) IMPROPERLY INSTALLED (WRONG MOUNTING POSITION)
CLOCKSPRING (SAS)
Diagnostic Test
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4. Turn steering wheel from lock to lock.
Yes
Go to step 2
No
Yes
Go to step 4
No
Go to step 3
NOTE: If possible, check vehicle repair history for collision damage.
Yes
No
Go to step 4
4. CHECK STEERING ANGLE CHANGE
2. With scan tool check steering angle if reading travels to 720 degrees while rotating wheel from
lock to lock.
NOTE: 1889 of 4937

NOTE: Sensor damage can occur if wheel is turned over 720 degrees.
3. Rotate steering wheel to the right and the degrees will decrease and rotate steering wheel to the left
and the degrees will increase.
Did the steering angle change accordingly and display less than 720 degrees from lock to lock?
Yes
Go to step 5
No
Is the Clockspring (SAS) properly installed?
Yes
Replace the Clockspring (SAS) and clear offsets by initializing ECU with wheels pointing
straight ahead, in accordance with the Service Information.
No
ahead.
DTC C1242: G SENSOR INPUT SIGNAL PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
1890 of 4937
Continuously, with ignition on, until vehicle speed exceeds 20 km/h (12.4 mph) for the first time, but not
if the sensor voltage is out of range,
Or, during diagnostic mode.
Or, if the monitoring was inhibited by a corresponding diagnostics command.
Or, if the vehicle speed has exceeded 20 km/h (12.4 mph) during the actual ignition cycle.
Or, if at least one over spinning wheel is detected.
Or, if one of the control functions is active.
Set Conditions
Set Condition:
If the measured acceleration signal is higher than 0.8 g and longer than the specified detection time.
Possible Causes
Possible Causes
DYNAMICS SENSOR
Diagnostic Test
2. With the scan tool, read and record ABS DTCs.
DTC was set.
Yes
Go to step 2
No
1891 of 4937
proper operation.
2. Check the Dynamics Sensor for damaged, modified, and bent mounting brackets.
Yes
No
DTC C1243: G SENSOR NOT INITIALIZED
Additional Wiring
Monitor Conditions
When Monitored:
Once after ignition on.
Set Conditions
Set Condition:
If the stored zero point calibration value of the longitudinal acceleration sensor is invalid.
Possible Causes
Possible Causes
DYNAMICS SENSOR NOT CALIBRATED
DYNAMICS SENSOR
Diagnostic Test
1. PERFORM ECU INITIALIZATION
4. Perform ECU initialization with drive test refer to ABS VERIFICATION TEST. See DTCBased
1892 of 4937
NOTE: The ECU Initialization process must include driving the vehicle into a
90Â° turn.
Go to step 2
2. VERIFY IF DTC IS STILL ACTIVE
Yes
NOTE: Vehicles without a Dynamics Sensor replace AntiLock Brake
Module.
Replace the Dynamics Sensor or AntiLock Brake Module in accordance with the Service
Information.
No
DTC C2100: BATTERY VOLTAGE LOW
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
If the AntiLock Brake Module detects system voltage is below 9.5 Volts.
Possible Causes
Possible Causes
ECM OR PCM DIAGNOSTIC TROUBLE CODES (DTCs) PRESENT
VEHICLE BATTERY/CHARGING SYSTEM
1893 of 4937
Diagnostic Test
1. DTCS IN THE ECM/PCM
2. Using the scan tool, read and record DTCs from the ECM/PCM.
3. Using the scan tool, read and record Environmental Data to help identify the conditions in which
the DTC was set.
6. Using the scan tool, read and record DTCs.
7. With the scan tool read DTCs from the ECM/PCM.
Are any charging system codes present?
Yes
Testing for gas engine applications and DTCBased Diagnostics/MODULE, Engine
No
Go to step 2
2. CHARGING SYSTEM FAILURE
2. Connect Voltmeter to vehicle battery.
Is the vehicle battery voltage under 8.02 volts?
No
See DTCBased Diagnostics/MODULE, Antilock Brake (ABS) Standard Procedure
and perform the ABSINTERMITTENT CONDITION TEST.
Yes
Repair the charging system in accordance with the Service Information.
DTC C2101: BATTERY VOLTAGE HIGH
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
1894 of 4937
Set Condition:
If the AntiLock Brake Module detects system voltage is above 17 volts.
Possible Causes
Possible Causes
ECM/PCM DTCs PRESENT
VEHICLE BATTERY/CHARGING SYSTEM
Diagnostic Test
1. ACTIVE CHARGING SYSTEM DTCs
2. With the scan tool, read and record DTCs from the ECM/PCM.
DTC was set.
7. With the scan tool read DTCs from the PCM.
Are any charging system codes present?
Yes
Repair the charging system DTC in the ECM/PCM. Refer to DTCBased
Diagnostics/MODULE, Powertrain Control (PCM) Diagnosis and Testing .
No
Go to step 2
2. CHARGING SYSTEM FAILURE
2. Connect voltmeter to vehicle battery.
Is the vehicle battery voltage over 16.8 volts?
No
Go to step 3
Yes
Repair the charging system per service information.
3. CHARGING POWER SUPPLY VOLTAGE
1. With a scan tool read Power Supply Voltage.
1895 of 4937
Is Power Supply Voltage over 16.8 volts?
No
Perform ABS INTERMITTENT CONDITION TEST. See DTCBased
Yes
DTC C2114: DYNAMICS SENSOR SUPPLY VOLTAGE LOW
Circuit Schematic
1896 of 4937
Fig. 53: Dynamics Sensor Supply/Ground Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
1897 of 4937
Set Condition:
If the Dynamics Sensor status changes from initialized to not initialized due to low voltage on the (G4)
Dynamics Sensor Supply circuit.
Possible Causes
Possible Causes
(G4) DYNAMICS SENSOR SUPPLY CIRCUIT HIGH RESISTANCE
(G94) DYNAMICS SENSOR GROUND CIRCUIT HIGH RESISTANCE
DYNAMICS SENSOR
Diagnostic Test
1. CHECK FOR A DTC C2114DYNAMICS SENSOR SUPPLY VOLTAGE LOW
NOTE: The Sensor Cluster is the same as the Dynamics sensor.
the DTC was set.
NOTE: Attempt to operate the vehicle under conditions similar to which the
DTC was set. It may be necessary to test drive the vehicle within the
DTC monitoring and set conditions, in order for this DTC to set.
Does the scan tool display: C2114DYNAMICS SENSOR SUPPLY VOLTAGE LOW?
Yes
Go to step 2
No
2. CHECK THE WIRING HARNESS, TERMINALS, AND CONNECTORS
1. Check the Dynamics Sensor installation and torque of the mounting bolts.
2. Visually inspect the related wiring harness. Look for any bruised, chafed, pierced or partially
broken wires.
3. Visually inspect the related wiring harness connectors. Look for broken, bent, pushed out or
corroded terminals.
Yes
1898 of 4937
No
Go to step 3
3. CHECK THE VOLTAGE ON THE (G4) DYNAMICS SENSOR SUPPLY CIRCUIT
Fig. 54: Measuring Voltage Across Dynamics Sensor Supply Circuit & Dynamics Sensor Ground
Circuit
2. Disconnect the Dynamics Sensor harness connector.
4. Measure the voltage across the (G4) Dynamics Sensor Supply Circuit and the (G94) Dynamics
Sensor Ground Circuit.
Yes
1899 of 4937
No
Go to step 4
4. CHECK (G4) DYNAMICS SENSOR SUPPLY CIRCUIT FOR HIGH RESISTANCE
Fig. 55: Measuring Resistance Of Dynamics Sensor Supply Circuit
2. Disconnect the AntiLock Brakes Module harness connector.
3. Measure the resistance of the (G4) Dynamics Sensor Supply circuit between the Dynamics Sensor
harness connector and the AntiLock Brake Module harness connector.
Yes
Go to step 5
No
1900 of 4937
Repair the (G4) Dynamics Sensor Supply circuit for high resistance.
5. CHECK (G94) DYNAMICS SENSOR GROUND CIRCUIT FOR HIGH RESISTANCE
Fig. 56: Measuring Resistance Of Dynamics Sensor Ground Circuit
1. Measure the resistance of the (G94) Dynamics Sensor Ground circuit between the Dynamics
Sensor harness connector and the AntiLock Brake Module harness connector.
Yes
1901 of 4937
No
Repair the (G94) Dynamics Sensor Ground circuit for high resistance.
DTC C2115: DYNAMICS SENSOR SUPPLY VOLTAGE HIGH
Circuit Schematic
Fig. 57: Dynamics Sensor Supply/Ground Circuit Schematic
Additional Wiring
1902 of 4937
Monitor Conditions
When Monitored:
Upon ignition on, prior to switching the (G4) Dynamics Sensor Supply circuit power on.
Set Conditions
Set Condition:
If the AntiLock Brake Module detects voltage on the (G4) Dynamics Sensor Supply circuit when the
circuit's power is turned off.
Possible Causes
Possible Causes
(G4) DYNAMICS SENSOR SUPPLY CIRCUIT SHORTED TO VOLTAGE
Diagnostic Test
the DTC was set.
Yes
Go to step 2
No
2. Check all related wiring for pinched, chafed, pierced and partially broken wires.
3. Check all related connectors for broken, bent, pushed out and corroded terminals.
Yes
1903 of 4937
No
Go to step 3
3. CHECK (G4) DYNAMICS SENSOR SUPPLY CIRCUIT FOR A SHORT TO VOLTAGE
Fig. 58: Measuring Voltage Of Dynamics Sensor Supply Circuit
3. Measure the voltage of the (G4) Dynamics Sensor Supply Circuit.
Yes
Repair the (G4) Dynamics Sensor Supply Circuit for a short to voltage.
No
1904 of 4937
DTC C2116: ABS PUMP MOTOR SUPPLY LOW VOLTAGE
Circuit Schematic
Fig. 59: ABS Pump Motor Control Circuit Schematic
Additional Wiring
Monitor Conditions
1905 of 4937
When Monitored:
With the ignition on and the ABS Pump Motor deactivated, but not if supply voltage faults are detected.
Or, if the control is switched off.
Set Conditions
Set Condition:
If the AntiLock Brake System (ABS) Module detects either a low voltage condition when the ABS
Pump Motor is activated or deactivated or a high voltage condition when the ABS Pump Motor is
deactivated.
Possible Causes
Possible Causes
ABS PUMP MOTOR FUSE OPEN
(A917) FUSED B (+) CIRCUIT SHORTED TO GROUND, OPEN, OR HIGH RESISTANCE
(Z907) OR (Z917) GROUND CIRCUIT OPEN, OR HIGH RESISTANCE
PUMP MOTOR (HYDRAULIC CONTROL UNIT)
Diagnostic Test
1. CHECK FOR A DTC C2116ABS PUMP MOTOR SUPPLY LOW VOLTAGE
be meet.
Does the scan tool display: C2116ABS PUMP MOTOR SUPPLY LOW VOLTAGE?
Yes
Go to step 2
No
2. Visually inspect the ABS Module harness connector and wiring harness for damage.
3. Check all related wiring for pinched, chafed, pierced, and partially broken wires.
4. Check all related connectors for broken, bent, pushed out, and corroded terminals.
1906 of 4937
Yes
No
Go to step 3
3. CHECK ABS PUMP MOTOR FUSE
1. Remove and visually inspect the ABS Pump Motor fuse.
Is the fuse open?
Yes
Go to step 4
No
Go to step 5
4. CHECK (A917) FUSED B (+) CIRCUIT FOR A SHORT TO GROUND
1907 of 4937
Fig. 60: Measuring Resistance Of Fused B (+) Circuit Between Ground & ABS Module Harness
Connector
2. Measure the resistance of the (A917) Fused B (+) circuit between ground and the ABS Module
harness connector.
Yes
No
Go to step 5
5. CHECK (A917) FUSED B(+) CIRCUIT FOR AN OPEN OR HIGH RESISTANCE
Fig. 61: Probing Fused B (+) Circuit Using 12Volt Test Light Connected To Ground
1908 of 4937
1. Replace the ABS Pump Motor fuse.
2. Using a 12volt test light connected to ground, probe the (A917) Fused B (+) circuit.
NOTE: The test light should illuminate brightly. Compare the brightness to
Yes
Go to step 6
No
Repair the (A917) Fused B (+) circuit for an open or high resistance.
6. CHECK (Z907) OR (Z917) GROUND CIRCUIT FOR AN OPEN OR HIGH RESISTANCE
Fig. 62: Probing Ground Circuits Using 12Volt Test Light Connected To 12 Volts
1. Using a 12volt test light connected to 12 volts, probe the (Z907) and (Z917) Ground circuit.
1909 of 4937
NOTE: The test light should illuminate brightly. Compare the brightness to
Does the test light illuminate brightly on both circuits?
Yes
Go to step 7
No
Repair (Z907) or (Z917) circuit for an open or high resistance.
7. REPLACE ANTILOCK BRAKE SYSTEM (ABS) MODULE AND VERIFY IF DTC IS STILL
ACTIVE
1. Replace the AntiLock Brake System (ABS) Module in accordance with the Service Information.
Yes
Replace the Hydraulic Control Unit in accordance with the Service Information.
No
DTC C2200: ANTILOCK BRAKE MODULE INTERNAL
Additional Wiring
Monitor Conditions
When Monitored:
Ignition on. The AntiLock Brake Module monitors its internal microprocessors for correct operation.
Set Conditions
Set Condition:
If the Antilock brake module detects an internal fault, the DTC is set.
Possible Causes
Possible Causes
ABM INTERNAL FAULT
1910 of 4937
Diagnostic Test
1. ABM INTERNAL FAILURE DTC PRESENT
Does the scan tool display ANTILOCK BRAKE MODULE INTERNAL FAILURE?
Yes
No
DTC C2202: ORIGINAL VIN MISMATCH/MISSING
Additional Wiring
Monitor Conditions
When Monitored:
At power up, VIN is read off the CAN bus.
Set Conditions
Set Condition:
The VIN stored in the ABM does not match the VIN read off of the CAN bus.
Possible Causes
Possible Causes
ABM MOVED FROM DIFFERENT VEHICLE
ANTILOCK BRAKE MODULE (ABM)
WRONG VIN PROGRAMMED INTO VEHICLE
Diagnostic Test
1. CHECK FOR A DTC C2202ORIGINAL VIN MISMATCH/MISSING
1911 of 4937
DTC was set.
Does the scan tool display: C2202ORIGINAL VIN MISMATCH/MISSING?
Yes
Go to step 2
No
2. WRONG VIN PROGRAMMED INTO VEHICLE
Is the correct VIN programmed into the vehicle?
Yes
No
Reprogram the VIN per service information.
DTC C2204: DYNAMICS SENSOR INTERNAL
Additional Wiring
Monitor Conditions
When Monitored:
Continuously, with ignition on, until vehicle speed exceeds 12.4 mph (20 km/h) for the first time, but not
if the sensor voltage is out of range.
Set Conditions
Set Condition:
If the AntiLock Brake Module detects that the Yaw or Lateral Sensor signal is out of range.
Possible Causes
Possible Causes
DYNAMICS SENSOR
1912 of 4937
Diagnostic Test
NOTE: If present, diagnose and repair DTC C123CDYNAMICS SENSOR
MOUNTING/INSTALLATION PERFORMANCE before diagnosing this DTC.
DTC was set.
DTC monitoring and set conditions in order for this DTC to set.
6 and 12 mph (10 and 20 km/h).
Yes
No
Perform the ABS INTERMITTENT CONDITION TEST. See DTCBased
DTC C2205: STEERING ANGLE SENSOR INTERNAL
Additional Wiring
Monitor Conditions
When Monitored:
With ignition on, but not if supply voltage faults are detected.
Set Conditions
Set Condition:
If the AntiLock Brake System (ABS) Module detects that the Steering Angle Sensor sends an internal
failure message.
Possible Causes
1913 of 4937
Possible Causes
CLOCKSPRING SAS)
Diagnostic Test
1. CHECK FOR A DTC C2205STEERING ANGLE SENSOR INTERNAL
3. With the scan tool, read and record Freeze Frame information.
5. Start the vehicle and turn the wheel from lock to lock.
Does the scan tool display: C2205STEERING ANGLE SENSOR INTERNAL?
Yes
Replace the Clockspring in accordance with the Service Information. The Steering Angle
Sensor is internal to the Clockspring.
No
DTC C2206: VEHICLE CONFIGURATION MISMATCH
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
When the AntiLock Brake Module detects the signal from the gateway module relevant for vehicle
characteristic is missing for a period greater than the specified fault duration.
Possible Causes
1914 of 4937
Possible Causes
VEHICLE CONFIGURATION MISMATCH
Diagnostic Test
1. CHECK FOR A DTC C2206VEHICLE CONFIGURATION MISMATCH
NOTE: This DTC must be active for the results of this test to be valid. Diagnose
and repair any communication DTCs in the Front Control Module (FCM)
before continuing with this test.
NOTE: Diagnose and repair any system under voltage or over voltage DTCs
before continuing with this test.
DTC was set.
Does the scan tool display: C2206VEHICLE CONFIGURATION MISMATCH?
Yes
With the scan tool select FCM under ECU selection then Misc Functions and Restore
Vehicle Configuration.
No
DTC U0002: CAN C BUS OFF PERFORMANCE
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
five seconds.
Possible Causes
1915 of 4937
Possible Causes
1. ACTIVE DTC
Yes
Diagnose the U0002CAN C BUS OFF PERFORMANCE as the U0001CAN C BUS
CIRCUIT test. Refer to DTCBased Diagnostics/MODULE, Totally Integrated Power
(TIPM) Diagnosis and Testing and perform the U0001CAN C Bus diagnostic procedure.
No
DTC U0100: LOST COMMUNICATION WITH THE ECM/PCM
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Bus messages not received from the Powertrain Control Module (ECM/PCM) for approximately two to
five seconds.
Possible Causes
Possible Causes
POWERTRAIN CONTROL MODULE POWER AND GROUND
POWERTRAIN CONTROL MODULE (ECM/PCM)
1916 of 4937
1. ACTIVE DTC
Yes
Diagnosis and Testing and perform the U0100Lost Communication with ECM/PCM
No
Additional Wiring
Monitor Conditions
When Monitored:
IOD fuse installed
Set Conditions
Set Condition:
If the AntiLock Brakes Module fails to receive bus messages from the TCM for approximately 500 ms.
Possible Causes
Possible Causes
PCM DTCs PRESENT
TCM
Diagnostic Test
NOTE: Verify the IOD fuse is installed and battery voltage is between 10 and 16
volts before proceeding.
NOTE: If present, diagnose and repair DTC U0002CAN C BUS OFF
1917 of 4937
PERFORMANCE, DTC or DTC U1502IMPLAUSIBLE MESSAGE DATA
LENGTH RECEIVED FROM TIPM before diagnosing this DTC.
3. With the scan tool, read and record Environmental Data (EV Data).
Yes
Go to step 2
No
Perform the Stored Lost Communication test procedure. Refer to NonDTC
Yes
Diagnose and repair the DTC(s). Refer to DTC INDEX in the applicable service
information.
No
Go to step 3
3. VERIFY THAT THE TCM IS ACTIVE ON THE BUS
2. Verify that the TCM is active on the bus.
Is the TCM active on the bus?
Yes
Go to step 4
No
For a no response test procedure. Refer to NonDTC Diagnostics/Communication
Is there more than one module with active DTCs "Logged Against" the TCM?
Yes
1918 of 4937
Replace/update the TCM in accordance with the service information.
Perform the TCM VERIFICATION TEST. Refer to DTCBased Diagnostics/MODULE,
Transmission Control (TCM) Standard Procedure .
No
Replace the AntiLock Brakes Module in accordance with the service information.
DTC U0114: LOST COMMUNICATION WITH FINAL DRIVE MODULE
Additional Wiring
Monitor Conditions
When Monitored:
IOD fuse installed
TIPM is configured correctly
Set Conditions
Set Condition:
Bus messages not received from the Totally Integrated Power Module (TIPM) for approximately 2 to 5
seconds.
Possible Causes
Possible Causes
CAN B BUS CIRCUITS OPEN OR SHORTED
TOTALLY INTEGRATED CONTROL MODULE
Diagnostic Test
NOTE: Ensure the IOD fuse is installed and battery voltage is between 10 and 16
volts before proceeding.
Is this DTC active?
Yes
Go to step 2
No
1919 of 4937
Refer to the Stored Lost Communication test procedure. Refer to NonDTC
1. With the scan tool, read all active DTCs. from all modules.
NOTE: Check for TIPM configuration, CAN B or C hardware electrical, VIN
Does the scan tool display any active DTCs. to the conditions listed above?
Yes
No
Go to step 3
3. VERIFY THAT THE TIPM IS ACTIVE ON THE BUS
2. With the scan tool, select Network Diagnostics.
3. Verify that the TIPM is active on the bus.
Is the TIPM active on the bus?
Yes
Go to step 4
No
Refer to the no response test procedure. Refer to NonDTC Diagnostics/Communication
1. With the scan tool, select Network Diagnostics.
Is there more than one module with active DTCs."Logged Against" the TIPM?
Yes
Replace/update the Totally Integrated Power Module in accordance with the service
information.
No
Replace the AntiLock Brake Module in accordance with the service information.
DTC U0125: LOST COMMUNICATION WITH DYNAMICS SENSOR
Circuit Schematic
1920 of 4937
Fig. 63: Dynamics Sensor Supply/Ground Data Link Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
If the AntiLock Brakes Module fails to receive bus messages from the Dynamics Sensor.
Possible Causes
Possible Causes
(G4) DYNAMICS SENSOR SUPPLY CIRCUIT SHORTED TO VOLTAGE, GROUND, OR OPEN
(G94) DYNAMICS SENSOR GROUND CIRCUIT SHORTED TO VOLTAGE, GROUND, OR OPEN
(D465) DYNAMICS SENSOR HIGH DATA LINK CIRCUIT SHORTED TO GROUND, SHORTED
TO VOLTAGE, OR OPEN
(D464) DYNAMICS SENSOR LOW DATA LINK CIRCUIT SHORTED TO GROUND, SHORTED
TO VOLTAGE, OR OPEN
DYNAMICS SENSOR
1921 of 4937
Diagnostic Test
NOTE: If present, diagnose and repair DTC C2114DYNAMICS SENSOR SUPPLY
VOLTAGE LOW or DTC C2115DYNAMICS SENSOR SUPPLY VOLTAGE
HIGH before proceeding.
DTC was set.
Yes
Go to step 2
No
wires.
1. Visually inspect the related wiring harness. Look for any pinched, chafed, pierced, and partially
broken wires.
2. Visually inspect the related wiring harness connectors. Look for broken, bent, pushed out, and
corroded terminals.
Yes
No
Go to step 3
3. CHECK THE VOLTAGE ON THE (G4) DYNAMICS SENSOR SUPPLY CIRCUIT
1922 of 4937
Fig. 64: Measuring Voltage Across Dynamics Sensor Supply Circuit & Dynamics Sensor Ground
Circuit
4. Measure the voltage across (G4) Dynamics Sensor Supply Circuit and (G94) Dynamics Sensor
Ground Circuit.
Yes
Go to step 10
No
Go to step 4
4. (G4) DYNAMICS SENSOR SUPPLY CIRCUIT SHORT TO GROUND
1923 of 4937
Fig. 65: Measuring Resistance Between Ground & Dynamics Sensor Supply Circuit
3. Measure the resistance between ground and the (G4) Dynamics Sensor Supply circuit.
Yes
Repair the (G4) Dynamics Sensor Supply circuit for a short to ground.
No
Go to step 5
5. (G4) DYNAMICS SENSOR SUPPLY CIRCUIT SHORT TO VOLTAGE
1924 of 4937
Fig. 66: Measuring Voltage Of Dynamics Sensor Supply Circuit
2. Measure the voltage of the (G4) Dynamics Sensor Supply circuit.
Yes
Repair the (G4) Dynamics Sensor Supply circuit for a short to voltage.
No
Go to step 6
6. (G4) DYNAMICS SENSOR SUPPLY CIRCUIT OPEN
1925 of 4937
Fig. 67: Measuring Resistance Of Dynamics Sensor Supply Circuit
2. Measure the resistance of the (G4) Dynamics Sensor Supply circuit.
Yes
Go to step 7
No
Repair the (G4) Dynamics Sensor Supply circuit for an open.
7. CHECK THE RESISTANCE BETWEEN THE (G94) DYNAMICS SENSOR GROUND CIRCUIT
AND GROUND
1926 of 4937
Fig. 68: Measuring Resistance Between Dynamics Sensor Ground Circuit & Ground
2. Measure the resistance between the (G94) Dynamics Sensor Ground Circuit and Ground.
Is the resistance below 5.0 ohm?
Yes
No
Go to step 8
8. (G94) DYNAMICS SENSOR GROUND CIRCUIT SHORT TO VOLTAGE
1927 of 4937
Fig. 69: Measuring Voltage Of Dynamics Sensor Ground Circuit
4. Measure the voltage of the (G94) Dynamics Sensor Ground circuit.
Yes
Repair the (G94) Dynamics Sensor Ground circuit for a short to voltage.
No
Go to step 9
9. (G94) DYNAMICS SENSOR GROUND CIRCUIT OPEN
1928 of 4937
Fig. 70: Measuring Resistance Of Dynamics Sensor Return Circuit
2. Measure the resistance of the (G94) Dynamics Sensor Return circuit between the Dynamics Sensor
and the AntiLock Brake Module.
Yes
No
Repair the (G94) Dynamics Sensor Ground circuit for an open.
1929 of 4937
10. CHECK THE DATA LINK OUTPUT
Fig. 71: Measuring Voltage Of Data Links Circuits
1. Measure the voltage of the Data Links Circuits, the (D465) DYNAMICS SENSOR HIGH DATA
LINK CIRCUIT will measure a minimum of 3 volts and the (D464) DYNAMICS SENSOR LOW
DATA LINK CIRCUIT will measure a minimum of 2 volts.
Is the voltage within specifications?
Yes
Replace the Dynamic Sensor in accordance with the Service Information.
No
Go to step 11
11. CHECK THE (D465) DYNAMICS SENSOR HIGH DATA LINK CIRCUIT FOR A SHORT TO
VOLTAGE
1930 of 4937
Fig. 72: Measuring Voltage Of Dynamics Sensor High Data Link Circuit
1. Disconnect the AntiLock Brakes Module harness connector.
4. Measure the voltage of the (D465) Dynamics Sensor High Data Link circuit.
Yes
Repair the (D465) Dynamics Sensor High Data Link circuit for a short to voltage.
No
Go to step 12
GROUND
1931 of 4937
Fig. 73: Measuring Resistance Of Dynamics Sensor High Data Link Circuit
2. Measure the resistance of the (D465) Dynamics Sensor High Data Link circuit between ground and
the Dynamics Sensor harness connector.
Yes
Repair the (D465) Dynamics Sensor High Data Link circuit for a short to ground.
No
Go to step 13
13. CHECK THE (D465) DYNAMICS SENSOR HIGH DATA LINK CIRCUIT FOR AN OPEN
1932 of 4937
1. Measure the resistance of the (D465) Dynamics Sensor High Data Link circuit between the
Dynamics Sensor harness connector and the AntiLock Brakes Module harness connector.
Yes
Go to step 14
No
Repair the (D465) Dynamics Sensor High Data Link circuit for an open.
1933 of 4937
14. CHECK THE (D464) DYNAMICS SENSOR LOW DATA LINK CIRCUIT FOR A SHORT TO
VOLTAGE
Fig. 75: Measuring Voltage Of Dynamics Sensor Low Data Link Circuit
2. Measure the voltage of the (D464) Dynamics Sensor Low Data Link circuit.
Yes
Repair the (D464) Dynamics Sensor Low Data Link circuit for a short to voltage.
No
Go to step 15
GROUND
1934 of 4937
Fig. 76: Measuring Resistance Of Dynamics Sensor Low Data Link Circuit
2. Measure the resistance of the (D464) Dynamics Sensor Low Data Link circuit between ground and
the Dynamics Sensor harness connector.
Yes
Repair the (D464) Dynamics Sensor Low Data Link circuit for a short to ground.
No
Go to step 16
16. CHECK THE (D464) DYNAMICS SENSOR LOW DATA LINK CIRCUIT FOR AN OPEN
1935 of 4937
1. Measure the resistance of the (D464) Dynamics Sensor Low Data Link circuit between the
Dynamics Sensor harness connector and the AntiLock Brake Module harness connector.
Yes
No
Repair the (D464) Dynamics Sensor Low Data Link circuit for an open.
DTC U0126: LOST COMMUNICATION WITH STEERING ANGLE SENSOR
Circuit Schematic
1936 of 4937
Fig. 78: Steering Angle Sensor Circuit Schematic
Additional Wiring
For a complete wiring diagram, refer to the appropriate SYSTEM WIRING DIAGRAMS article(s).
Monitor Conditions
1937 of 4937
When Monitored:
Ignition Off Draw (IOD) fuse installed
Set Conditions
Set Condition:
If the AntiLock Brake System (ABS) Module fails to receive bus messages from the Steering Angle
Sensor for approximately 500 ms.
Possible Causes
Possible Causes
(F943) FUSED B (+) CIRCUIT OPEN OR HIGH RESISTANCE
(Z910) GROUND CIRCUIT OPEN OR HIGH RESISTANCE
CLOCKSPRING (SAS)
Diagnostic Test
the DTC was set.
Yes
Go to step 2
No
wires.
1938 of 4937
Yes
No
Go to step 3
3. CHECK THE (F943) FUSED B(+) CIRCUIT FOR AN OPEN OR HIGH RESISTANCE
2. Disconnect the Clockspring C3 harness connector.
4. Using a 12volt test light connected to ground, check the (F943) Fused B (+) circuit at the
Clockspring C3 harness connector.
1939 of 4937
Yes
Go to step 4
No
Repair the (F943) Fused Run/Start circuit for an open.
4. CHECK THE (Z910) GROUND CIRCUIT FOR AN OPEN OR HIGH RESISTANCE
Fig. 80: Checking Ground Circuit With 12Volt Test Light Connected To B+
2. With a 12volt test light connected to B+, check the (Z910) Ground circuit at the Clockspring C3
harness connector.
1940 of 4937
Yes
Go to step 5
No
2. Verify that the Steering Angle Sensor is active on the bus.
Is the Steering Angle Sensor active on the bus?
Yes
No
Stored Loss of Communication diagnostic procedure.
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
five seconds.
Possible Causes
Possible Causes
1941 of 4937
proceeding.
Is this DTC active?
Yes
No
DTC U0401: IMPLAUSIBLE DATA RECEIVED FROM ECM/PCM
Additional Wiring
Monitor Conditions
When Monitored:
Continuously with the ignition on, one valid CAN message received at least once, and no U0002CAN C
Bus Off Performance DTC present.
Set Conditions
Set Condition:
When the AntiLock Brake Module detects an incorrect CAN message from the Engine Module.
Possible Causes
Possible Causes
ABM CAN BUS DTCS
ENGINE DTCS
Diagnostic Test
1. CHECK FOR DTC U0401IMPLAUSIBLE DATA RECEIVED FROM ECM/PCM
1942 of 4937
Does the scan tool display: U0401IMPLAUSIBLE DATA RECEIVED FROM ECM/PCM?
Yes
Go to step 2
No
Yes
Refer to the appropriate diagnostic. Refer to DTCBased Diagnostics/MODULE, Totally
Integrated Power (TIPM) Diagnosis and Testing .
No
Go to step 3
3. CHECK IF ENGINE DTCs ARE PRESENT
1. With the scan tool, read Engine DTCs.
Are there any Engine DTCs present?
Yes
Diagnose the appropriate symptom. Refer to DTCBased Diagnostics/MODULE,
Powertrain Control (PCM) Diagnosis and Testing .
No
Using the schematics as a guide, check the AntiLock Brake Module pins, terminals, and
connectors for corrosion, damage, or terminal push out. Pay particular attention to all power
and ground circuits. If no problems are found, replace the AntiLock Brake Module in
DTC U0429: IMPLAUSIBLE DATA RECEIVED FROM SCM
Additional Wiring
Monitor Conditions
When Monitored:
With ignition on, but not if low voltage is detected.
1943 of 4937
Or, if a CAN Bus off event is detected.
Set Conditions
Set Condition:
If the AntiLock Brakes Module detects either the sequence or integrity of the Steering Angle Sensor
messages is invalid.
Possible Causes
Possible Causes
CAN C BUS CIRCUIT(S) SHORTED
LOAD TOO HIGH ON CAN C BUS
STEERING ANGLE SENSOR DTCs PRESENT
Diagnostic Test
1. CHECK IF COMMUNICATION RELATED DTCs ARE PRESENT
Are any Communication related DTCs present?
Yes
Diagnose and repair the DTC(s). Refer to DTCBased Diagnostics/MODULE, Totally
No
Go to step 2
2. CHECK IF OTHER STEERING ANGLE SENSOR RELATED DTCs ARE PRESENT
Are any other STEERING ANGLE SENSOR DTCs present?
Yes
Diagnose and repair the DTC(s). Refer to the DIAGNOSTIC CODE INDEX in this article
for a complete list of symptoms.
No
DTC U1003: ESP CAN C BUS PERFORMANCE
Circuit Schematic
1944 of 4937
Fig. 81: Dynamics Sensor Supply/Ground Data Link Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
If the AntiLock Brakes Module detects too many CAN Bus off events on the Dynamics Sensor Data
Link circuits.
Possible Causes
Possible Causes
(D465) DYNAMICS SENSOR HIGH DATA LINK CIRCUIT SHORTED TO GROUND, VOLTAGE,
OR OPEN
(D464) DYNAMICS SENSOR LOW DATA LINK CIRCUIT SHORTED TO GROUND, VOLTAGE,
OR OPEN
DYNAMICS SENSOR
Diagnostic Test
1945 of 4937
1. CHECK FOR A DTC U1003ESP CAN C BUS PERFORMANCE
NOTE: If present, diagnose and repair DTC U0125LOST COMMUNICATION WITH
DYNAMICS SENSOR before diagnosing this DTC.
DTC was set.
6. With the scan tool, read and record DTCs
Does the scan tool display: U1003ESP CAN C BUS PERFORMANCE?
Yes
Go to step 2
No
2. CHECK THE WIRING HARNESS, TERMINALS, AND CONNECTORS
NOTE: The Sensor Cluster is the same as the Dynamics sensor.
1. Check the Dynamics Sensor installation and torque of the mounting bolts.
2. Visually inspect the related wiring harness. Look for any bruised, chafed, pierced, or partially
broken wires.
3. Visually inspect the related wiring harness connectors. Look for broken, bent, pushed out, or
corroded terminals.
Yes
No
Go to step 3
VOLTAGE
1946 of 4937
Fig. 82: Measuring Voltage Of Dynamics Sensor High Data Link Circuit
5. Measure the voltage of the (D465) Dynamics Sensor High Data Link circuit.
Yes
Repair the (D465) Dynamics Sensor High Data link circuit for a short to voltage.
No
Go to step 4
GROUND
1947 of 4937
Fig. 83: Measuring Resistance Between Ground & Dynamics Sensor High Data Link Circuit
4. Measure the resistance between ground and the (D465) Dynamics Sensor High Data Link circuit.
Yes
Repair the (D465) Dynamics Sensor High Data link circuit for a short to ground.
No
Go to step 5
5. CHECK THE (D465) DYNAMICS SENSOR HIGH DATA LINK CIRCUIT FOR AN OPEN
1948 of 4937
1. Measure the resistance of the (D465) Dynamics Sensor High Data Link circuit.
Yes
Go to step 6
No
Repair the (D465) Dynamics Sensor High Data link circuit for an open.
VOLTAGE
1949 of 4937
Fig. 85: Measuring Voltage Of Dynamics Sensor Low Data Link Circuit
2. Measure the voltage of the (D464) Dynamics Sensor Low Data Link circuit.
Yes
Repair the (D464) Dynamics Sensor Low Data link circuit for a short to voltage.
No
Go to step 7
GROUND
1950 of 4937
Fig. 86: Measuring Resistance Between Ground & Dynamics Sensor Low Data Link Circuit
2. Measure the resistance between ground and the (D464) Dynamics Sensor Low Data Link circuit.
Yes
Repair the (D464) Dynamics Sensor Low Data link circuit for a short to ground.
No
Go to step 8
8. CHECK THE (D464) DYNAMICS SENSOR LOW DATA LINK CIRCUIT FOR AN OPEN
1951 of 4937
1. Measure the resistance of the (D464) Dynamics Sensor Low Data link circuit.
Yes
Go to step 9
No
Repair the (D464) Dynamics Sensor Low Data link circuit for an open.
9. REPLACE DYNAMICS SENSOR & VERIFY IF DTC IS STILL ACTIVE
1. Replace the Dynamics Sensor in accordance with the Service Information. Perform the ABS
VERIFICATION TEST. See DTCBased Diagnostics/MODULE, Antilock Brake (ABS)
Standard Procedure
1952 of 4937
3. Park the vehicle. With the scan tool, read ABS DTCs.
Yes
No
Test Complete.
DTC U1104: CAN C BUS CRC PERFORMANCE
Circuit Schematic
1953 of 4937
Fig. 88: Dynamics Sensor CAN C BUS Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
1954 of 4937
Set Condition:
If the AntiLock Brake Module detects an invalid CAN message from the Dynamics Sensor.
Possible Causes
Possible Causes
DYNAMICS SENSOR
Diagnostic Test
the DTC was set.
Yes
Perform ABS the VERIFICATION TEST. See DTCBased Diagnostics/MODULE,
No
wires.
DTC U140E: IMPLAUSIBLE VEHICLE CONFIGURATION DATA RECEIVED
Additional Wiring
Monitor Conditions
When Monitored:
Once per ignition cycle, but not during cranking.
Or, if low supply voltage faults are detected.
Set Conditions
Set Condition:
If the AntiLock Brake Module either fails to receive vehicle configuration data from the Engine Control
Module (ECM) or Powertrain Control Module (PCM) or Totally Integrated Power Module (TIPM) or the
configuration data it receives from the ECM or PCM or TIPM is invalid.
1955 of 4937
Possible Causes
Possible Causes
ECM OR PCM DTCs PRESENT
ECM OR PCM NOT PROGRAMMED OR PROGRAMMED WITH INCORRECT VIN
TIPM NOT PROGRAMMED OR PROGRAMMED WITH INCORRECT INFORMATION
ECM, PCM OR TIPM
Diagnostic Test
NOTE: This DTC must be active for the results of this test to be valid. If DTC
C2206VEHICLE CONFIGURATION MISMATCH is present it must be
repaired before continuing.
DTC was set.
Yes
Go to step 2
No
wires.
Yes
Diagnose and repair the DTC(s). Check DTC INDEX in the applicable service information.
No
1956 of 4937
Go to step 3
3. CHECK IF TIPM DTCs ARE PRESENT
Are any DTCs.present?
Yes
Diagnose and repair the DTC(s). Refer to DTCBased Diagnostics/MODULE, Totally
No
Go to step 4
4. VERIFY TIPM IS CONFIGURED CORRECTLY
1. With the scan tool, verify that the TIPM part number and configuration is correct for the vehicle
and programmed correctly by selecting TIPM from ECU view then Misc Functions and Restore
Vehicle Configuration.
Is the correct TIPM installed in the vehicle?
No
Replace and program the TIPM in accordance with the Service Information.
Yes
Go to step 5
5. CHECK IF ECM OR PCM DTCs ARE PRESENT
1. With the scan tool, read ECM or PCM DTCs.
Are any DTCs.present?
Yes
Diagnose and repair the DTC(s). Refer to DTCBased Diagnostics/MODULE, Powertrain
Control (PCM) Diagnosis and Testing .
No
Go to step 6
6. VERIFY CORRECT ECM OR PCM IS INSTALLED IN THE VEHICLE
1. With the scan tool, verify that the ECM or PCM part number is correct for the vehicle.
Is the correct ECM or PCM installed in the vehicle?
No
Replace and program the ECM or PCM in accordance with the Service Information.
Perform POWERTRAIN VERIFICATION TEST. Refer to DTCBased
Yes
Go to step 7
1957 of 4937
7. VERIFY ECM OR PCM IS PROGRAMMED WITH CORRECT VIN
1. With the scan tool, verify that the ECM or PCM is programmed with the correct VIN.
Is the ECM or PCM programmed with the correct VIN?
No
Using the scan tool, perform PCM Replaced to update the VIN in the PCM.
Yes
Go to step 8
Is there more than one module with active DTCs."Logged Against" the ECM or PCM?
Yes
Replace/update the ECM or PCM in accordance with the service information.
No
connectors for corrosion, damage, and terminal push out. Pay particular attention to all
Communication circuits. If no problems are found, replace the AntiLock Brake Module in
DTC U1501: IMPLAUSIBLE MESSAGE DATA LENGTH RECEIVED FROM ECM/PCM
Additional Wiring
Monitor Conditions
When Monitored:
Continuously, with ignition on.
Set Conditions
Set Condition:
If the AntiLock Brake Module detects bus messages from the Engine Control Module (ECM) or
Powertrain Control Module (PCM) are of improper data length.
Possible Causes
Possible Causes
1958 of 4937
ECM OR PCM DTCs PRESENT
ECM OR PCM
Diagnostic Test
DTC was set.
Yes
Go to step 2
No
wires.
2. CHECK FOR ANY OF THE FOLLOWING ACTIVE DIAGNOSTIC TROUBLE CODE (DTC)s
Yes
No
Go to step 3
3. CHECK IF ECM OR PCM DTCs ARE PRESENT
1. With the scan tool, read ECM or PCM DTCs.
Are any DTCs present?
Yes
Testing for gas engine applications and DTCBased Diagnostics/MODULE, Engine
Control (ECM) Diagnosis and Testing for diesel engine applications.
No
1959 of 4937
Go to step 4
Is there more than one module with active DTCs "Logged Against" the ECM or PCM?
Yes
Replace/update the ECM or PCM in accordance with the Service Information.
Perform the appropriate POWERTRAIN VERIFICATION TEST. Refer to DTCBased
Diagnostics/MODULE, Engine Control (ECM) Standard Procedure for diesel engine
applications or DTCBased Diagnostics/MODULE, Powertrain Control (PCM)
Standard Procedure for gas engine applications.
No
connectors for corrosion, damage and terminal push out. Pay particular attention to all
DTC U1502: IMPLAUSIBLE MESSAGE DATA LENGTH RECEIVED FROM TCM
Additional Wiring
Monitor Conditions
When Monitored:
Continuously, with ignition on.
Set Conditions
Set Condition:
If the AntiLock Brake Module detects bus messages from the Transmission Control Module (TCM) are
of improper data length.
Possible Causes
Possible Causes
TCM DTCs PRESENT
TCM
Diagnostic Test
1960 of 4937
DTC was set.
Yes
Go to step 2
No
wires.
Yes
Diagnose and repair the DTCs in this service information. See DTCBased
Diagnostics/MODULE, Antilock Brake (ABS) Diagnosis and Testing.
No
Go to step 3
3. CHECK IF TCM DTCs ARE PRESENT
1. With the scan tool, read TCM DTCs.
Are any TCM DTCs present?
Yes
Diagnose and repair the DTCs. Refer to DTCBased Diagnostics/MODULE, Transmission
Control (TCM) Diagnosis and Testing .
No
connectors for corrosion, damage, and terminal push out. Pay particular attention to all
DTC U1503: IMPLAUSIBLE MESSAGE DATA LENGTH RECEIVED FROM TIPM
Additional Wiring
1961 of 4937
Monitor Conditions
When Monitored:
Continuously with the ignition on.
Set Conditions
Set Condition:
When the AntiLock Brake Module detects an incorrect CAN message from the Totally Integrated Power
Module (TIPM).
Possible Causes
Possible Causes
TIPM CAN BUS DTCS
Diagnostic Test
Yes
Refer to TIPM CAN BUS Diagnostics. Refer to DTCBased Diagnostics/MODULE,
Totally Integrated Power (TIPM) Diagnosis and Testing .
No
STANDARD PROCEDURE
ABS INTERMITTENT CONDITION
Additional Wiring
Diagnostic Test
1. PERFORM ABS INTERMITTENT CONDITION TEST
NOTE: The conditions that set the DTC are not present at this time. The following
list may help in identifying the intermittent condition.

not put your hands near the pulleys, belts, or fan. Do not wear loose
clothing. Failure to follow these instructions can result in possible serious
or fatal injury.
1. Perform any Technical Service Bulletins (TSBs) that may apply.
2. Review the scan tool Environmental Data. If possible, try to duplicate the conditions under which
the DTC set.
4. Visually inspect the related wire harness. Disconnect all the related harness connectors. Look for
any chafed, pierced, pinched, partially broken wires and broken, bent, pushed out, or corroded
terminals.
5. Wiggle the wires while checking for shorts and open circuits.
6. Perform a voltage drop test on the related circuits between the suspected inoperative component
and the AntiLock Brake System (ABS) Module.
7. Inspect and clean all PCM, ABS, engine, and chassis grounds that are related to the most current
DTC.
8. If numerous trouble codes were set, use a wire schematic and look for any common ground or
supply circuits.
9. For any Relay DTCs, actuate the Relay with the scan tool and wiggle the related wire harness to try
to interrupt the actuation.
10. Use the scan tool to perform a System Test if one applies to failing component.
11. A copilot, data recorder, or lab scope should be used to help diagnose intermittent conditions.
Were any problems found during the above inspections?
Yes
Perform the necessary repairs.
No
Test Complete.
ABS VERIFICATION TEST
1. ABS VERIFICATION TEST
NOTE: If the AntiLock Brake System (ABS) Module, Clockspring/Steering Angle
Sensor (SAS), or Dynamics Sensor were replaced, or if any mounting
problems with Clockspring/SAS or Dynamics Sensor, ABS Module must
be initialized using the scan tool. If not initialized, the ABS indicator will
flash continuously with no DTCs. To initialize the ABS Module and clear
offsets have wheels pointing straight ahead and follow the directions on
the scan tool. The drive test requires a 90Â° turn. If the Dynamics Sensor
was replaced, test drive the vehicle by turning the vehicle left or right in a
curving manner at a velocity between 10 and 25 km/h (6 and 15 mph).
2. Connect all previously disconnected components and connectors.
1963 of 4937
3. Verify all accessories are turned off and the battery is fully charged.
4. Verify that the ignition is on, with the scan tool, erase all Diagnostic Trouble Codes from All
modules. Start the engine and allow it to run for two minutes and fully operate the system that was
indicating the failure.
5. Turn the ignition off and wait five seconds. Turn the ignition on and using the scan tool, read DTCs
from all modules.
6. If any Diagnostic Trouble Codes are present, return to symptom list and trouble shoot new or
recurring symptom.
NOTE: For Sensor Signal and Pump Motor faults, the ABS Module must
sense all 4 wheels at 12 km/h (7.5 mph) before it will extinguish the
ABS indicator.
7. If there are no DTCs present after turning ignition on, road test the vehicle for at least five minutes.
Perform several antilock braking stops.
8. Again, with the scan tool read DTCs. If any DTCs are present, refer to DTC INDEX in the
applicable service information for the diagnostic test procedure and troubleshoot the new or
recurring symptom.
9. If there are no Diagnostic Trouble Codes (DTCs) present, and the customer's concern can no longer
be duplicated, the repair is complete.
Are any DTCs present or is the original concern still present?
Yes
Repair is not complete, perform the appropriate diagnostic procedure. See DTCBased
Diagnostics/MODULE, Antilock Brake (ABS) Diagnosis and Testing.
No
Repair is complete.
1964 of 4937
Back To Article
2010 BRAKES
ABS Service Information Wrangler
DESCRIPTION
DESCRIPTION
The ESC system enhances directional control and stability of the vehicle under various driving conditions.
Electronic Stability Control (ESC) corrects for over/under steering of the vehicle by applying the brake of the
appropriate wheel to assist in counteracting the over/under steer condition. Engine power may also be reduced
to help the vehicle maintain the desired path. The ESC system uses sensors in the vehicle to determine the
vehicle path intended by the driver and compares it to the actual path of the vehicle. When the actual path does
not match the intended path, ESC applies the brake of the appropriate wheel to assist in counteracting the
oversteer or understeer condition.
OPERATION
OPERATION
To determine whether the car is responding properly to cornering commands, ESC uses steering wheel angle,
yaw (turning) rate and lateral acceleration sensors (combined into Dynamics Sensor). Using signals from these
sensors, in addition to individual wheel speed sensor signals, the system determines appropriate brake and
throttle actions. Once initiated, ESC operates much like AllSpeed Traction Control, except that the goal is
directional stability. If the vehicle yaw response, or rate of turning, is inconsistent with the steering angle and
vehicle speed indications, the ESC system applies the brakes and, if necessary closes the throttle, to restore
control. This occurs whether the vehicle is turning too rapidly (oversteering) or not rapidly enough
(understeering).
ANTILOCK BRAKES
The ABS brake system performs several selftests every time the ignition switch is turned on and the vehicle is
driven. The CAB monitors the systems input and output circuits to verify the system is operating correctly. If
the on board diagnostic system senses that a circuit is malfunctioning the system will set a trouble code in its
memory.
NOTE: An audible noise may be heard during the selftest. This noise should be
considered normal.
STANDARD PROCEDURE
ANTILOCK BRAKE SYSTEM BLEEDING
The base brake's hydraulic system must be bled anytime air enters the hydraulic system. The ABS must always
be bled anytime it is suspected that the HCU has ingested air.
1965 of 4937
Brake systems with ABS must be bled as two independent braking systems. The nonABS portion of the brake
system with ABS is to be bled the same as any nonABS system.
The ABS portion of the brake system must be bled separately. Use the following procedure to properly bleed
the brake hydraulic system including the ABS.
NOTE: During the brake bleeding procedure, be sure the brake fluid level remains
close to the FULL level in the master cylinder fluid reservoir. Check the fluid
level periodically during the bleeding procedure and add MoparÂ® DOT 3 brake
fluid as required.
BLEEDING
When bleeding the ABS system, the following bleeding sequence must be followed to insure complete and
adequate bleeding.
1. Make sure all hydraulic fluid lines are installed and properly torqued.
2. Connect the scan tool to the diagnostics connector. The diagnostic connector is located under the lower
steering column cover to the left of the steering column.
3. Using the scan tool, check to make sure the ABM does not have any fault codes stored. If it does, clear
them.
Fig. 1: Bleed Hose Set Up
WARNING: When bleeding the brake system wear safety glasses. A clear bleed tube
(1) must be attached to the bleeder screws and submerged in a clear
container filled part way with clean brake fluid (2). Direct the flow of brake
fluid away from yourself and the painted surfaces of the vehicle. Brake
fluid at high pressure may come out of the bleeder screws when opened.
NOTE: Pressure bleeding is recommended to bleed the base brake system to
ensure all air is removed from system. Manual bleeding may also be used,
but additional time is needed to remove all air from system.
4. Bleed the base brake system. See STANDARD PROCEDURE .
5. Using the scan tool, select ECU VIEW, followed by ABS MISCELLANEOUS FUNCTIONS to access
bleeding. Follow the instructions displayed. When finished, disconnect the scan tool and proceed.
6. Bleed the base brake system a second time. See STANDARD PROCEDURE . Check brake fluid level
in the reservoir periodically to prevent emptying, causing air to enter the hydraulic system.
7. Fill the master cylinder fluid reservoir to the FULL level.
1966 of 4937
8. Test drive the vehicle to be sure the brakes are operating correctly and that the brake pedal does not feel
spongy.
SPECIFICATIONS
Hydraulic Control Unit 6.5 57
Bracket to HCU Bolts
Hydraulic Control Unit 1624 142212
Body Bracket Bolts
HCU to Body Bracket 913 80115
Bolts
Hydraulic Control Unit 1518 130160
Brake Lines
Antilock Brake Module 79 6080
(ABM) Mounting Bolt
Front Wheel Speed 46 3450
Sensors Mounting Bolt
Rear Wheel Speed 1214 106124
Sensors Mounting Bolt
ELECTRICAL
DESCRIPTION
DESCRIPTION
A wheel speed sensor is used at each wheel. The front sensors are mounted to the steering knuckles. The rear
sensors are mounted at the outboard end of the axle. Tone wheels are mounted to the outboard ends of the front
and rear axle shafts. The gear type tone wheel serves as the trigger mechanism for each sensor.
OPERATION
OPERATION
The sensors convert wheel speed into a small digital signal. The ABM sends 12 volts to the sensors. The sensor
has an internal magneto resistance bridge that alters the voltage and amperage of the signal circuit. This voltage
and amperage is changed by magnetic induction when the toothed tone wheel passes the wheel speed sensor.
This digital signal is sent to the ABM. The ABM measures the voltage and amperage of the digital signal for
each wheel.
SENSOR, DYNAMICS
Description
DESCRIPTION
1967 of 4937
Fig. 2: Dynamic Sensor
The Yaw Rate and Lateral Acceleration Sensors are housed into one unit known as the Dynamics Sensor (1).
The sensor is used to measure sidetoside (Lateral) motion and vehicle rotational sensing (how fast the vehicle
is turning Yaw).
Yaw and Lateral Acceleration Sensors cannot be serviced separately. The entire Dynamics Sensor (1) must be
replaced when necessary.
Removal
REMOVAL
1. Remove the center console.
2. Disconnect the electrical connector (2) for the sensor (1).
3. Remove the two nuts (3) securing the sensor (1).
4. Remove the sensor (1).
Installation
INSTALLATION
1968 of 4937
1. Install the sensor (1) to the vehicle.
2. Install the two mounting nuts (3).
3. Reconnect the electrical connector (2) to the sensor (1).
4. Install the center console.
SENSOR, STEERING WHEEL ANGLE
Description
DESCRIPTION
NOTE: Steering angle sensor is part of the airbag clockspring and is not serviced
separately from the clockspring.
Under transient cornering conditions the lateral acceleration sensor does not measure the true side to side force
on the car. In order to compensate for this the system uses the driver's steering command (Steering angle
sensor) and vehicle speed to estimate the true sway force. This signal is matched with the lateral acceleration
sensor signal to ensure a significantlyreduced transient side to side force of the vehicle body.
Removal
REMOVAL
NOTE: Steering angle sensor is part of the airbag clockspring and is not serviced
separately from the clockspring.
1. For removal of the steering angle sensor. Refer to Restraints/CLOCKSPRING Standard Procedure .
Installation
INSTALLATION
1. For installation of the steering angle sensor. Refer to Restraints/CLOCKSPRING Standard
Procedure .
SENSOR, WHEEL SPEED, FRONT
Removal
REMOVAL
1969 of 4937
Fig. 5: Disc Brake Rotor
1. Raise vehicle and support the vehicle.
2. Remove the disc brake caliper (1) and adapter (2).
3. Remove the disc brake rotor (3).
Fig. 6: Front Wheel Speed Sensor
4. Clean sensor (1) and surrounding area with shop towel before removal.
5. Remove bolt (2) attaching sensor (1) to hub/bearing.
1970 of 4937
Fig. 7: Removing/Installing Wheel Speed Sensor
6. Remove the sensor (1) through the hole in the brake shield (2).
Fig. 8: Front Brake Hose
7. Remove sensor wire (2) from brake hose (1).
8. Disconnect sensor wire connector at harness plug.
Installation
INSTALLATION
1971 of 4937
Fig. 9: Removing/Installing Wheel Speed Sensor
1. Install the sensor (1) through the hole in the brake shield (2).
2. Install the sensor (1) in the hub AND bearing and tighten sensor attaching bolt (2) to 46 N.m (3450 in.
lbs.).
1972 of 4937
Fig. 11: Disc Brake Rotor
3. Install the disc brake rotor (3).
4. Install the disc brake caliper (1) and adaptor (2).
Fig. 12: Front Brake Hose
5. Route the sensor wire (2) and secure to the brake hose (1).
6. Connect sensor wire to harness.
7. Install the tire AND wheel assembly.
8. Remove the support and lower the vehicle.
SENSOR, WHEEL SPEED, REAR
Removal
REMOVAL
1973 of 4937
Fig. 13: Rear Wheel Speed Sensor
2. Disconnect the wheel speed sensor electrical connector (1).
3. Remove the wheel speed sensor mounting bolt (2) from the rear support plate.
4. Remove the wheel speed sensor (3).
Installation
INSTALLATION
Fig. 14: Rear Wheel Speed Sensor
1. Insert the wheel speed sensor (3).
2. Tighten the wheel speed sensor bolt (2) to 1214 N.m (106124 in. lbs.).
3. Reconnect the wheel speed sensor electrical connector (1).
SWITCH, ELECTRONIC STABILITY PROGRAM (ESP)
Description
DESCRIPTION
1974 of 4937
The instrument panel switch pod (1) is located just below the heater and air conditioner controls in the center
stack area of the instrument panel. This switch is available in multiple configurations, which varies from two
single push button switches to as many as five push button switches, depending upon the optional equipment in
the vehicle. The pod may include the following switches:
Axle Locker Switch (5)
Electronic Stability Control (ESC) Switch (4)
Front Sway Bar Disconnect Switch (2)
Hazard Warning Switch (3)
Headlamp Leveling Switch (Not Shown)
The switch housing and the push buttons are constructed of molded plastic. Each push button has a smooth
finish and is clearly identified with the appropriate text and International Control and Display Symbol icons.
Several of the push buttons feature Light Emitting Diode (LED) units to give the vehicle operator an indication
when the function of that switch is currently active. Only the hazard warning switch push button latches, while
the remaining switches feature momentary operation.
Four screws secure the switch to the back of the instrument panel center bezel through integral mounting tabs
that are molded into each corner of the switch housing. The back of the switch housing has an integral
connector receptacle containing terminal pins that connect the switch to the vehicle electrical system through a
dedicated take out and connector of the instrument panel wire harness.
Panel lamps dimmer controlled illumination lamps integral to the circuit board within the switch provide back
lighting for visibility at night, but these lamps are not serviceable. The individual switches in the lower
instrument panel switch pod cannot be repaired and are not serviced separately. If any component within the
switch pod is ineffective or damaged, the entire switch pod unit must be replaced.
Removal
REMOVAL
1975 of 4937
2. Remove the center bezel (1) from the instrument panel. Refer to Body/Instrument Panel/BEZEL,
3. Disconnect the wire harness connector from the back of the instrument panel switch pod (2).
4. Remove the four screws (3) that secure the switch pod to the back of the center bezel.
5. Remove the switch pod from the center bezel.
Installation
INSTALLATION
NOTE: There are several different instrument panel switch pods available, depending
upon the optional equipment content of the vehicle. Be certain that a
replacement switch pod matches the optional equipment of the vehicle into
which it is being installed.
1976 of 4937
1. Position the instrument panel switch pod (2) to the back of the center bezel (1).
2. Install and tighten the four screws (3) that secure the switch pod to the center bezel. Tighten the screws to
2 N.m (17 in. lbs.).
3. Reconnect the wire harness connector to the back of the switch pod.
4. Reinstall the center bezel onto the instrument panel. Refer to Body/Instrument Panel/BEZEL,
HYDRAULIC/MECHANICAL
HYDRAULIC CONTROL UNIT (HCU)
Description
DESCRIPTION
The HCU consists of a valve body, pump motor, low pressure accumulators, inlet valves, outlet valves and
noise attenuators.
Operation
OPERATION
Accumulators in the valve body store extra fluid released from the calipers during ABS mode operation. The
pump is used to clear the accumulator of brake fluid and is operated by a DC type motor. The motor is
controlled by the ABM. The valves modulate brake pressure during antilock braking and are controlled by the
ABM. The HCU provides individual pressure control to each front and rear brake.
During antilock braking, the solenoid valves are opened and closed as needed. They are cycled rapidly and
continuously to modulate pressure and control wheel slip and deceleration. Brake Traction Control and
Electronic Stability Program modulate pressure on each wheel individually without any driver brake input.
During normal braking, the HCU solenoid valves and pump are not activated. The master cylinder and power
booster operate the same as a vehicle without an ABS brake system. During antilock braking, solenoid valve
pressure modulation occurs in three stages; pressure increase, pressure hold, and pressure decrease. The valves
are all contained in the valve body portion of the HCU.
PRESSURE DECREASE
1977 of 4937
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 ABM 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 ABM 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 but only the inlet valve is energized. Fluid apply
pressure in the control channel is maintained at a constant rate. The ABM maintains the hold cycle until sensor
inputs indicate a pressure change is necessary.
PRESSURE INCREASE
The inlet valve is open and the outlet valve is closed during the pressure increase cycle. The pressure increase
cycle is used to reapply thew brakes. This cycle controls reapplication of fluid apply pressure.
Removal
REMOVAL
Fig. 18: ABM Electrical Connector
1. Remove the master cylinder. Refer to Brakes/Hydraulic/Mechanical/MASTER CYLINDER, Brake
Removal .
2. Install prop rod on the brake pedal to keep pressure on the brake system.
3. Remove negative battery cable from the battery.
4. Pull up on the ABM harness connector release (1) and remove connector (2).
1978 of 4937
Fig. 19: HCU Lines
5. Remove brake lines (2) from the HCU (4).
Fig. 20: HCU
6. Remove HCU/ABM mounting nuts and bolt (4) and remove HCU (2) / ABM (3) as an assembly.
Installation
INSTALLATION
1979 of 4937
Fig. 21: HCU
NOTE: If the ABM is being replaced with a new ABM is must be reprogrammed with the
use of a scan tool.
1. Install HCU/ABM (2 and 3) on the mounting studs (4).
2. Install mounting nuts and bolt (4). Tighten to 11.5 N.m (102 in. lbs.).
Fig. 22: HCU Lines
3. Install brake lines (2) to the HCU (4) and tighten to 19 N.m (170 in. lbs.).
1980 of 4937
Fig. 23: ABM Electrical Connector
4. Install wiring harness connector (2) to the ABM and push down on the release (1) to secure the
connector.
5. Install the master cylinder. Refer to Brakes/Hydraulic/Mechanical/MASTER CYLINDER, Brake
Installation .
6. Install negative battery cable to the battery.
7. Bleed ABS brake system. See Brakes Standard Procedure.
1981 of 4937
Back To Article
2010 BRAKES
Base Service Information Wrangler
DESCRIPTION
DESCRIPTION
Power assist front disc and rear drum brakes are standard equipment. Disc brake components consist of single
piston calipers and ventilated rotors. Rear drum brakes are dual shoe units with cast brake drums.
The parking brake mechanism is lever and cable operated. The cables are attached to levers on the rear drum
brake secondary shoes. The parking brakes are operated by a hand lever.
A dual diaphragm vacuum power brake booster is used for all applications. All models have an aluminum
master cylinder with plastic reservoir.
Factory brake lining on all models consists of an organic base material combined with metallic particles. The
original equipment linings do not contain asbestos.
NOTE: LHD shown in graphics. The removal and installation procedures and torques
specifications are the same for the RHD.
WARNING
WARNING
WARNING: Chrysler LLC does not manufacture any vehicles or replacement parts that
contain asbestos. Aftermarket products may or may not contain asbestos.
Refer to aftermarket product packaging for product information. Whether the
product contains asbestos or not, dust and dirt can accumulate on brake parts
during normal use. Follow practices prescribed by appropriate regulations for
the handling, processing and disposing of dust and debris.
CAUTION: Never use gasoline, kerosene, alcohol, motor oil, transmission fluid, or any
fluid containing mineral oil to clean the system components. These fluids
damage rubber cups and seals. Use only fresh brake fluid or Mopar brake
cleaner to clean or flush brake system components. These are the only
cleaning materials recommended. If system contamination is suspected, check
the fluid for dirt, discoloration, or separation into distinct layers. Also check the
reservoir cap seal for distortion. Drain and flush the system with new brake
fluid if contamination is suspected.
CAUTION: Use Mopar brake fluid, or an equivalent quality fluid meeting SAE/DOT
standards J1703 and DOT 3. Brake fluid must be clean and free of
contaminants. Use fresh fluid from sealed containers only to ensure proper
antilock component operation.
CAUTION: Use Mopar multimileage or high temperature grease to lubricate caliper slide
surfaces, drum brake pivot pins, and shoe contact points on the backing plates.
Use multimileage grease or GE 661 or Dow 111 silicone grease on caliper slide
pins to ensure proper operation.
BASE BRAKE SYSTEM
1982 of 4937
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 problem is related to a mechanical, hydraulic, or vacuum operated
component.
The first diagnosis step is the preliminary check.
PRELIMINARY BRAKE CHECK
1. Check condition of tires and wheels. Damaged wheels and worn, damaged, or underinflated tires can
cause pull, shudder, vibration, and a condition similar to grab.
2. If complaint was based on noise when braking, check suspension components. Jounce front and rear of
vehicle and listen for noise that might be caused by loose, worn or damaged suspension or steering
components.
3. Inspect brake fluid level and condition. Note that the front disc brake reservoir fluid level will decrease in
proportion to normal lining wear. Also note that brake fluid tends to darken over time. This is normal
and should not be mistaken for contamination.
a. If fluid level is abnormally low, look for evidence of leaks at calipers, wheel cylinders, brake lines,
and master cylinder.
b. If fluid appears contaminated, drain out a sample. System will have to be flushed if fluid is
separated into layers, or contains a substance other than brake fluid. The system seals and cups will
also have to be replaced after flushing. Use clean brake fluid to flush the system.
4. Check parking brake operation. Verify free movement and full release of cables and pedal. Also note if
vehicle was being operated with parking brake partially applied.
5. Check brake pedal operation. Verify that pedal does not bind and has adequate free play. If pedal lacks
free play, check pedal and power booster for being loose or for bind condition. Do not road test until
condition is corrected.
6. If components checked appear OK, road test the vehicle.
ROAD TESTING
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 in Neutral and engine running. Pedal should remain firm
under constant foot pressure.
3. During road test, make normal and firm brake stops in 2540 mph range. Note faulty brake operation
such as low pedal, hard pedal, fade, pedal pulsation, pull, grab, drag, noise, etc.
PEDAL FALLS AWAY
A brake pedal that falls away under steady foot pressure is generally the result of a system leak. The leak point
could be at a brake line, fitting, hose, or caliper/wheel cylinder. Internal leakage in the master cylinder caused
by worn or damaged piston cups, may also be the problem cause.
If leakage is severe, fluid will be evident at or around the leaking component. However, internal leakage in the
master cylinder may not be physically evident.
LOW PEDAL
If a low pedal is experienced, pump the pedal several times. If the pedal comes back up, worn lining, rotors, or
drums are the most likely causes.
SPONGY PEDAL
A spongy pedal is most often caused by air in the system. However, thin brake drums or substandard brake lines
and hoses can also cause a spongy pedal. The proper course of action is to bleed the system, or replace thin
drums and suspect quality brake lines and hoses.
1983 of 4937
HARD PEDAL OR HIGH PEDAL EFFORT
A hard pedal or high pedal effort may be due to lining that is water soaked, contaminated, glazed, or badly
worn. The power booster or check valve could also be faulty.
PEDAL PULSATION
Pedal pulsation is caused by components that are loose, or beyond tolerance limits.
The primary cause of pulsation are disc brake rotors with excessive lateral runout or thickness variation, or out
of round brake drums. Other causes are loose wheel bearings or calipers and worn, damaged tires.
NOTE: Some pedal pulsation may be felt during ABS activation.
BRAKE DRAG
Brake drag occurs when the lining is in constant contact with the rotor or drum. Drag can occur at one wheel,
all wheels, fronts only, or rears only.
Drag is a product of incomplete brake shoe release. Drag can be minor or severe enough to overheat the linings,
rotors and drums.
Minor drag will usually cause slight surface charring of the lining. It can also generate hard spots in rotors and
drums from the overheatcool down process. In most cases, the rotors, drums, wheels and tires are quite warm
to the touch after the vehicle is stopped.
Severe drag can char the brake lining all the way through. It can also distort and score rotors and drums to the
point of replacement. The wheels, tires and brake components will be extremely hot. In severe cases, the lining
may generate smoke as it chars from overheating.
Possible causes for brake drag condition are:
Seized or improperly adjusted parking brake cables.
Loose/worn wheel bearing.
Seized caliper or wheel cylinder piston.
Caliper binding on corroded bushings or rusted slide surfaces.
Loose caliper mounting bracket.
Drum brake shoes binding on worn/damaged support plates.
Misassembled components.
If brake drag occurs at all wheels, the problem may be related to a blocked master cylinder return port, or faulty
power booster (bindsdoes not release).
BRAKE FADE
Brake fade is usually a product of overheating caused by brake drag. However, brake overheating and resulting
fade can also be caused by riding the brake pedal, making repeated high deceleration stops in a short time span,
or constant braking on steep mountain roads. Refer to BRAKE DRAG information in this service information
for causes.
BRAKE PULL
Possible causes for front brake pull condition are:
Contaminated lining in one caliper.
Seized caliper piston.
Binding caliper.
1984 of 4937
Loose caliper.
Rusty adapter/caliper slide surfaces.
Improper brake shoes.
Damaged rotor.
A worn, damaged wheel bearing or suspension component are further causes of pull. A damaged front tire
(bruised, ply separation) can also cause pull.
A common and frequently misdiagnosed pull condition is where direction of pull changes after a few stops. The
cause is a combination of brake drag followed by fade at one of the brake units.
As the dragging brake overheats, efficiency is so reduced that fade occurs. Since the opposite brake unit is still
functioning normally, its braking effect is magnified. This causes pull to switch direction in favor of the
normally functioning brake unit.
An additional point when diagnosing a change in pull condition concerns brake cool down. Remember that pull
will return to the original direction, if the dragging brake unit is allowed to cool down (and is not seriously
damaged).
REAR BRAKE GRAB OR PULL
Rear grab or pull is usually caused by improperly adjusted or seized parking brake cables, contaminated lining,
bent or binding shoes and support plates, or improperly assembled components. This is particularly true when
only one rear wheel is involved. However, when both rear wheels are affected, the master cylinder or
proportioning valve could be at fault.
BRAKES DO NOT HOLD AFTER DRIVING THROUGH DEEP WATER PUDDLES
This condition is generally caused by water soaked 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 dirt
contaminated, cleaning and/or replacement will be necessary.
BRAKE SQUEAK/SQUEAL
Brake squeak or squeal may be due to linings that are wet or contaminated with brake fluid, grease, or oil.
Glazed linings and rotors with hard spots can also contribute to squeak. Dirt and foreign material embedded in
the brake lining will also cause squeak/squeal.
A very loud squeak or squeal is frequently a sign of severely worn brake lining. If the lining has worn through
to the brake shoes in spots, metaltometal contact occurs. If the condition is allowed to continue, rotors and
drums can become so scored that replacement is necessary.
BRAKE CHATTER
Brake chatter is usually caused by loose or worn components, or glazed/burnt lining. Rotors with hard spots can
also contribute to chatter. Additional causes of chatter are outoftolerance rotors, brake lining not securely
attached to the shoes, loose wheel bearings and contaminated brake lining.
THUMP/CLUNK NOISE
Thumping or clunk noises during braking are frequently not caused by brake components. In many cases, such
noises are caused by loose or damaged steering, suspension, or engine components. However, calipers that bind
on the slide surfaces can generate a thump or clunk noise. In addition, worn out, improperly adjusted, or
improperly assembled rear brake shoes can also produce a thump noise.
BRAKE LINING CONTAMINATION
Brake lining contamination is mostly a product of leaking calipers or wheel cylinders, worn seals, driving
through deep water puddles, or lining that has become covered with grease and grit during repair. Contaminated
1985 of 4937
lining should be replaced to avoid further brake problems.
WHEEL AND TIRE PROBLEMS
Some conditions attributed to brake components may actually be caused by a wheel or tire problem.
A damaged wheel can cause shudder, vibration and pull. A worn or damaged tire can also cause pull.
Severely worn tires with very little tread left can produce a grablike condition as the tire loses and recovers
traction. Flatspotted tires can cause vibration and generate shudder during brake operation. A tire with internal
damage such as a severe bruise, cut, or ply separation can cause pull and vibration.
STANDARD PROCEDURE
MANUAL BLEEDING
Fig. 1: Bleeding Brakes
Use Mopar brake fluid, or an equivalent quality fluid meeting SAE J1703F and DOT 3 standards only. Use
fresh, clean fluid from a sealed container at all times.
1. Remove reservoir filler caps and fill reservoir.
2. If calipers were overhauled, open all caliper bleed screws. Then close each bleed screw as fluid starts to
drip from it. Top off master cylinder reservoir once more before proceeding.
3. Attach one end of bleed hose (1) to bleed screw and insert opposite end in glass container (2) partially
filled with brake fluid. Be sure end of bleed hose is immersed in fluid.
NOTE: Bleed procedure should be in this order (1) Right rear (2) Left rear (3)
Right front (4) Left front.
4. Open up bleeder, then have a helper press down the brake pedal. Once the pedal is down, hold the pedal
down while closing the bleeder. Repeat bleeding until fluid stream is clear and free of bubbles. Then
move to the next wheel.
5. Before moving the vehicle verify the pedal is firm and not mushy.
6. Top off the brake fluid and install the reservoir cap.
PRESSURE BLEEDING
Use Mopar brake fluid, or an equivalent quality fluid meeting SAE J1703F and DOT 3 standards only. Use
fresh, clean fluid from a sealed container at all times.
1986 of 4937
Follow the manufacturers instructions carefully when using pressure equipment. Do not exceed the tank
manufacturers pressure recommendations. Generally, a tank pressure of 1520 psi is sufficient for bleeding.
Fill the bleeder tank with recommended fluid and purge air from the tank lines before bleeding.
Do not pressure bleed without a proper master cylinder adapter. The wrong adapter can lead to leakage, or
drawing air back into the system.
SPECIFICATIONS
BASE BRAKES
SPECIFICATIONS
DESCRIPTION SPECIFICATION
Front Disc Brake Rotor Type Ventilated
Rear Disc Brake Rotor Type Solid
Front Disc Brake Rotor Diameter 16 in. Wheels 302 mm (11.89 in.)
Front Disc Brake Rotor Diameter 17 in. Wheels 332 mm (13.07 in.)
Rear Disc Brake Rotor Diameter 316 mm (12.44 in.)
Front Ventilated Disc Brake Rotor Max. Runout 0.020 mm (0.0008 in)
Rear Solid Disc Brake Rotor Max. Runout 0.020 mm (0.0008 in)
Front Ventilated Disc Brake Rotor Max. Thickness 0.009 mm (0.00035 in.)
Variation
Rear Solid Disc Brake Rotor Max. Thickness 0.009 mm (0.00035 in.)
Variation
Front Ventilated Disc Brake Rotor Min. Thickness 26.4 mm (1.049 in.)
Rear Solid Disc Brake Rotor Min. Thickness 10.4 mm (0.409 in.)
Disc Brake Calipers Single Piston Floating
Brake Booster Dual Diaphragm
TORQUE CHART
TORQUE
Brake Booster Mounting 25 18
Nuts
Master Cylinder 17 13 151
Mounting Nuts
Booster Mounting Plate 18 159
Master Cylinder Brake 19 14 168
Lines
Front Caliper Mounting 35 26
Bolts
Rear Caliper Mounting 35 26 220
Bolts
Front Caliper Brake Hose 31 23
Banjo Bolt
Rear Caliper Brake Hose 31 23
Banjo Bolt
Front Caliper Adapter 163 120
Mounting Bolts
Rear Caliper Adapter 105 77
Mounting Bolts
1987 of 4937
Parking Brake Lever 12 9
Bracket Bolts
SPECIAL TOOLS
SPECIAL TOOLS
Fig. 2: Installer Caliper Dust Boot C4842
Fig. 3: Handle C4171
Fig. 4: Adaptor Cap Pressure Bleeder 6921
HYDRAULIC/MECHANICAL
ADAPTER, DISC BRAKE CALIPER
Removal
FRONT
2. Remove the front wheel and tire assembly.
1988 of 4937
Fig. 5: DISC BRAKE CALIPER
3. Remove the caliper (4) from the adaptor (3). See Brakes/Hydraulic/Mechanical/CALIPER, Disc
Brake Removal.
4. Remove the disc brake caliper (1) from the adapter (4).
CAUTION: Never allow the disc brake caliper to hang from the brake hose. Damage to
the brake hose will result. Provide a suitable support to hang the caliper
securely.
Fig. 6: BRAKE PADS
5. Remove the inboard (2) and outboard brake pads (3). See Brakes/Hydraulic/Mechanical/PADS and/or
SHOES, Brake Removal.
6. Remove the caliper adapter mounting bolts (1).
7. Remove the caliper adapter (4).
REAR
1989 of 4937
Fig. 7: REAR DISC BRAKE CALIPER
2. Remove the wheel and tire assembly.
3. Remove the caliper (1). See Brakes/Hydraulic/Mechanical/CALIPER, Disc Brake Removal.
4. Remove the disc brake caliper from the adapter.
securely.
Fig. 8: REAR DISC BRAKE CALIPER ADAPTER
5. Remove the inboard (3) and outboard brake pads (4). See Brakes/Hydraulic/Mechanical/PADS and/or
SHOES, Brake Removal.
6. Remove the caliper adapter mounting bolts (2).
Installation
FRONT
1990 of 4937
Fig. 9: BRAKE PADS
1. Install the caliper adapter mounting bolts (1). Tighten the mounting bolts to 163 N.m (120 ft.lbs).
2. Install the inboard (2) and outboard pads (3). See Brakes/Hydraulic/Mechanical/PADS and/or
SHOES, Brake Installation.
3. Install the caliper (4) to the adapter (3). See Brakes/Hydraulic/Mechanical/CALIPER, Disc Brake
Installation.
4. Install the tire and wheel assembly. Refer to Tires and Wheels/Wheels Standard Procedure .
REAR
1991 of 4937
1. Install the caliper adapter mounting bolts (2) and tighten to 105 N.m (77 ft.lbs).
2. Install the inboard (3) and outboard pads (4). See Brakes/Hydraulic/Mechanical/PADS and/or
SHOES, Brake Installation.
3. Install the caliper. See Brakes/Hydraulic/Mechanical/CALIPER, Disc Brake Installation.
BOOSTER, POWER BRAKE
Description
DESCRIPTION
The booster assembly consists of a housing divided into separate chambers by two internal diaphragms. The
outer edge of each diaphragm is attached to the booster housing.
Two push rods are used in the booster. The primary push rod connects the booster to the brake pedal. The
secondary push rod connects the booster to the master cylinder to stroke the cylinder pistons.
Operation
1992 of 4937
OPERATION
The atmospheric inlet valve is opened and closed by the primary push rod. Booster vacuum supply is through a
hose attached to an intake manifold fitting at one end and to the booster check valve at the other. The vacuum
check valve in the booster housing is a oneway device that prevents vacuum leak back.
Power assist is generated by utilizing the pressure differential between normal atmospheric pressure and a
vacuum. The vacuum needed for booster operation is taken directly from the engine intake manifold. The entry
point for atmospheric pressure is through a filter and inlet valve at the rear of the housing .
The chamber areas forward of the booster diaphragms are exposed to vacuum from the intake manifold. The
chamber areas to the rear of the diaphragms, are exposed to normal atmospheric pressure of 101.3 kilopascals
(14.7 pounds/square in.).
Brake pedal application causes the primary push rod to open the atmospheric inlet valve. This exposes the area
behind the diaphragms to atmospheric pressure. The resulting pressure differential provides the extra apply
force for power assist.
The booster check valve, check valve grommet and booster seals are serviceable.
Fig. 13: Power Brake BoosterTypical
1 VACUUM CHECK VALVE
2 FRONT DIAPHRAGM
3 REAR DIAPHRAGM
4 HOUSING
5 SEAL
1993 of 4937
6 AIR FILTER
7 PRIMARY PUSH ROD (TO BRAKE PEDAL)
8 ATMOSPHERIC INLET VALVE ASSEMBLY
9 BOOSTER MOUNTING STUDS (4)
10 SECONDARY PUSH ROD (TO MASTER CYLINDER)
11 MASTER CYLINDER MOUNTING STUD (2)
12 SPRING
MASTER CYLINDER/POWER BOOSTER
1. Start the engine and check the booster vacuum hose connections. A hissing noise indicates a vacuum
leak. Correct any vacuum leaks before proceeding.
2. Stop the engine and pump the brake pedal until all vacuum reserve in the booster is depleted.
3. Press and hold the brake pedal under light foot pressure. The pedal should hold firm. If the pedal falls
away, there may be an external leak or the master cylinder is faulty (internal leakage).
4. Start the engine and note pedal action. It should fall away slightly under light foot pressure, then hold
firm. If no pedal action is discernible, the power booster, vacuum supply or vacuum check valve is faulty,
proceed to the POWER BOOSTER VACUUM TEST.
5. If the POWER BOOSTER VACUUM TEST passes, rebuild the booster vacuum reserve as follows:
Release the brake pedal. Increase engine speed to 1500 RPM, close the throttle and immediately turn off
the ignition to stop the engine.
6. Wait a minimum of 90 seconds and try brake action again. The booster should provide two or more
vacuum assisted pedal applications. If the vacuum assist is not provided, the booster is faulty.
POWER BOOSTER VACUUM TEST
1. Connect a vacuum gauge to the booster check valve with a short length of hose and Tfitting.
2. Start and run the engine at curb idle for one minute.
3. Observe the vacuum supply. If the vacuum supply is less that 12 inches HG (406 millibars), repair the
vacuum supply.
4. Clamp the hose shut between the intake vacuum source and the check valve.
5. Stop the engine and observe the vacuum gauge.
6. If the vacuum drops more than one inch HG (33 millibars) within 15 seconds, the booster diaphragm or
check valve is faulty.
POWER BOOSTER CHECK VALVE TEST
1. Remove the power booster check valve from the power booster.
2. Using a hand operated vacuum pump, apply 1520 inches HG (508677 millibars) vacuum at the booster
side of the check valve.
3. The vacuum should hold steady. If the gauge on the pump indicates vacuum loss, the check valve is
faulty and should be replaced.
Removal
REMOVAL
specs are the same for the RHD.
1. Remove the master cylinder.
2. Disconnect vacuum hose from booster check valve.
3. Remove retaining clip that secures booster push rod to brake pedal and slide the rod off the pin.
1994 of 4937
Fig. 14: BRAKE BOOSTER
4. Remove the nuts (1) attaching booster mounting plate to the front cowl panel.
5. In engine compartment, slide booster and mounting plate out of the cowl panel, and remove the booster
assembly from engine compartment.
Fig. 15: BOOSTER MOUNTING PLATE
6. Remove booster mounting nuts (2) from the mounting plate (1).
7. Disconnect the clutch pedal from the clutch M/C if equipped.
8. Remove the booster from the mounting plate (1).
Installation
INSTALLATION
1995 of 4937
Fig. 16: BOOSTER MOUNTING PLATE
1. Clean the booster mounting surface.
2. Install the booster on the mounting plate (1).
3. Install the booster mounting nuts (2) that attach booster to mounting plate. Tighten booster mounting nuts
to 25 N.m (18 ft. lbs.).
Fig. 17: BRAKE BOOSTER
4. Install the booster assembly (2) with the mounting plate to the front cowl.
5. Install the booster mounting plate nuts (1) that attach the mounting plate to the front cowl. Tighten
booster mounting plate nuts in an X pattern to 18 N.m (159 in. lbs.).
6. Connect vacuum hose to booster check valve.
7. Install master cylinder.
8. Lubricate the pedal pin and bushing with Mopar multimileage grease. Then slide the booster push rod
onto brake pedal pin and secure with retaining clip.
9. Reconnect the clutch M/C to pedal if equipped.
10. Top off master cylinder fluid level and bleed base brakes.
CALIPER, DISC BRAKE
Description
1996 of 4937
DESCRIPTION
The calipers are a single piston type. The calipers are free to slide laterally, this allows continuous
compensation for lining wear.
Operation
OPERATION
When the brakes are applied fluid pressure is exerted against the caliper piston. The fluid pressure is exerted
equally and in all directions. This means pressure exerted against the caliper piston and within the caliper bore
will be equal .
Fig. 18: Brake Caliper Operation
1 CALIPER
2 PISTON
3 PISTON BORE
4 SEAL
5 INBOARD SHOE
6 OUTBOARD SHOE
Fluid pressure applied to the piston is transmitted 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 clamping action.
When sufficient force is applied, friction will attempt to stop the rotors from turning and bring the vehicle to a
stop.
Application and release of the brake pedal generates only a very slight movement of the caliper and piston.
Upon release of the pedal, the caliper and piston return to a rest position. The brake shoes do not retract an
appreciable distance from the rotor. In fact, clearance is usually at, or close to zero. The reasons for this are to
keep road debris from getting between the rotor and lining and in wiping the rotor surface clear each revolution.
The caliper piston seal controls the amount of piston extension needed to compensate for normal lining wear.
1997 of 4937
During brake application, the seal is deflected outward by fluid pressure and piston movement . When the
brakes (and fluid pressure) are released, the seal relaxes and retracts the piston.
The amount of piston retraction is determined by the amount of seal deflection. Generally the amount is just
enough to maintain contact between the piston and inboard brake shoe.
Fig. 19: Lining Wear Compensation By Piston Seal
1 PISTON
2 CYLINDER BORE
3 PISTON SEAL BRAKE PRESSURE OFF
4 CALIPER HOUSING
5 DUST BOOT
6 PISTON SEAL BRAKE PRESSURE ON
Removal
FRONT
1. Install prop rod on the brake pedal to keep pressure on the brake system, Holding pedal in this position
will isolate master cylinder from hydraulic brake system and will not allow brake fluid to drain out of
brake fluid reservoir while brake lines are open. This will allow you to bleed out the area of repair instead
of the entire system.
2. Raise and support vehicle.
1998 of 4937
3. Remove front wheel and tire assembly.
4. Drain small amount of fluid from master cylinder brake reservoir with clean suction gun.
5. Bottom caliper pistons into the caliper (4) by prying the caliper over.
6. Remove brake hose banjo bolt and gasket washers (1). Discard gasket washers.
7. Remove the caliper slide bolts (3).
8. Remove the caliper (4) from the adapter.
REAR
Fig. 21: CALIPER MOUNTING
3. Remove rear wheel and tire assembly.
4. Drain small amount of fluid from master cylinder brake reservoir with a clean suction gun.
5. Bottom caliper pistons into the caliper by prying the caliper over.
6. Remove brake hose banjo bolt (3) and discard gasket washers.
7. Remove the caliper slide pins (2).
8. Remove caliper from the adapter.
9. Remove the brake pads.
Disassembly
DISASSEMBLY
1. Remove brake shoes from caliper.
2. Drain brake fluid out of caliper.
3. Take a piece of wood and pad it with oneinch thickness of shop towels. Place this piece in the outboard
shoe side of the caliper in front of the piston. This will cushion and protect caliper piston during removal
.
1999 of 4937
Fig. 22: Padding Caliper Interior
1 SHOP
TOWELS
OR
CLOTHS
2
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 .
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 PISTON AS IT LEAVES THE BORE. THIS
MAY RESULT IN PERSONAL INJURY.
Fig. 23: Caliper Piston Removal
2000 of 4937
1 AIR
GUN
2
CALIPER
PISTON
3
PADDING
MATERIAL
5. Remove caliper piston dust boot with suitable pry tool .
Fig. 24: Caliper
1 COLLAPSE
BOOT WITH
PUNCH OR
SCREWDRIVER
2 PISTON
DUST BOOT
6. Remove caliper piston seal with wood or plastic tool . Do not use metal tools as they will scratch piston
bore.
Fig. 25: Piston Seal Removal
2001 of 4937
1
REMOVE
SEAL
WITH
WOOD
PENCIL
OR
SIMILAR
TOOL
2
PISTON
SEAL
7. Remove caliper mounting bolt bushings and boots .
Fig. 26: Mounting Bolt Bushing And Boot
1
CALIPER
SLIDE
BUSHING
2 BOOT
Cleaning
CLEANING
Clean the caliper components with clean brake fluid or brake clean only. Wipe the caliper and piston dry with
lint free towels or use low pressure compressed air.
CAUTION: Do not use gasoline, kerosene, paint thinner, or similar solvents. These
products may leave a residue that could damage the piston and seal.
Inspection
INSPECTION
The piston is made from a phenolic resin (plastic material) and should be smooth and clean.
The piston must be replaced if cracked or scored. Do not attempt to restore a scored piston surface by sanding
or polishing.
CAUTION: If the caliper piston is replaced, install the same type of piston in the caliper.
Never interchange phenolic resin and steel caliper pistons. The pistons, seals,
seal grooves, caliper bore and piston tolerances are different.
The bore can be lightly polished with a brake hone to remove very minor surface imperfections . The caliper
should be replaced if the bore is severely corroded, rusted, scored, or if polishing would increase bore diameter
more than 0.025 mm (0.001 inch).
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Fig. 27: Polishing Piston Bore
1 SPECIAL HONE
2 CALIPER
3 PISTON BORE
Assembly
ASSEMBLY
CAUTION: Dirt, oil, and solvents can damage caliper 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. 28: Bushings And Boots Installation
1
BUSHING
2 BOOT
4. Install new piston seal into seal groove with finger .
2003 of 4937
Fig. 29: Piston Seal Installation
1 SEAL
GROOVE
2
PISTON
SEAL
5. Install new dust boot on caliper piston and seat boot in piston groove .
Fig. 30: Dust Boot On Piston
1
PISTON
2
DUST
BOOT
6. Press piston into caliper bore by hand, use a turn and push motion to work piston into seal .
2004 of 4937
Fig. 31: Caliper Piston Installation
1
PISTON
2
BOOT
7. Press caliper piston to bottom of bore.
8. Seat dust boot in caliper with Installer Tool C4842 and Tool Handle C4171 .
Fig. 32: Piston Dust Boot Installation
1
HANDLE C
4171
2
INSTALLER
C4842
3 DUST
BOOT
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9. Replace caliper bleed screw if removed.
Installation
FRONT
1. Install the caliper (4) on the adapter.
2. Caliper slide pins should be free from debris and lightly lubricated.
3. Install the caliper slide pin bolts (3) and tighten to 35 N.m (26 ft. lbs.).
4. Gently lift one end of the slide pin boot to equalize air pressure, then release the boot and verify that the
boot is fully covering the slide pin.
CAUTION: Verify brake hose is not twisted or kinked before tightening banjo bolt.
5. Install brake hose (1) to caliper (4) with new copper washers (6) and tighten banjo bolt (6) to 31 N.m
(23 ft. lbs.).
6. Verify brake fluid level.
7. Remove the prop rod from the brake pedal.
8. Bleed the area of repair for the brake system, If a proper pedal is not felt during bleeding an area of
repair then a base bleed system must be performed. . See Brakes Standard Procedure.
9. Install wheel and tire assemblies.
10. Remove supports and lower vehicle.
REAR
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Fig. 34: CALIPER INSTALLED
1. Install the brake pads if removed.
2. Install caliper to the caliper adapter.
3. Coat the caliper mounting slide pin bolts (1) with silicone grease. Then install and tighten the bolts to 35
N.m (26 in. lbs.).
4. Install the brake hose banjo bolt if removed.
5. Install the brake hose to the caliper with new seal washers and tighten fitting bolt to 31 N.m (23 ft. lbs.).
CAUTION: Verify that the brake hose is not twisted or kinked before tightening the
fitting bolt.
6. Remove the prop rod from the brake pedal.
8. Install the wheel and tire assemblies. Refer to Tires and Wheels/Wheels Standard Procedure .
9. Remove the supports and lower the vehicle.
10. Verify a firm pedal before moving the vehicle.
FLUID
BRAKE FLUID CONTAMINATION
Indications of fluid contamination are swollen or deteriorated rubber parts.
Swollen rubber parts indicate the presence of petroleum in the brake fluid.
To test for contamination, put a small amount of drained brake fluid in clear glass jar. If fluid separates into
layers, there is mineral oil or other fluid contamination of the brake fluid.
If brake fluid is contaminated, drain and thoroughly flush system. Replace master cylinder, caliper seals,
Antilock Brakes hydraulic unit and all hydraulic fluid hoses.
Standard Procedure
BRAKE FLUID LEVEL
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Fig. 35: RESERVOIR (TYPICAL)
Always clean the master cylinder reservoir and caps before checking fluid level. If not cleaned, dirt could enter
the fluid.
The fluid fill level is indicated on the side of the master cylinder reservoir (1).
The correct fluid level is to the MAX indicator on the side of the reservoir. If necessary, add fluid to the proper
level.
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 of brake fluid will absorb moisture from the air and
contaminate the fluid.
CAUTION: Never use any type of a petroleumbased fluid in the brake hydraulic system.
Use of such type fluids will result in seal damage of the vehicle brake hydraulic
system causing a failure of the vehicle brake system. Petroleum based fluids
would be items such as engine oil, transmission fluid, power steering fluid, etc.
MASTER CYLINDER, BRAKE
Description
DESCRIPTION
The master cylinder has a removable plastic reservoir. The cylinder body is made of aluminum and contains a
primary and secondary piston assembly. The cylinder body including the piston assemblies are not serviceable.
If diagnosis indicates an internal problem with the cylinder body, it must be replaced as an assembly. The
reservoir and grommets are the only replaceable parts on the master cylinder.
Operation
OPERATION
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The master cylinder bore contains a primary and secondary piston. The primary piston supplies hydraulic
pressure to the front brakes. The secondary piston supplies hydraulic pressure to the rear brakes. The master
cylinder reservoir stores reserve brake fluid for the hydraulic brake circuits.
MASTER CYLINDER/POWER BOOSTER
1. Start the engine and check the booster vacuum hose connections. A hissing noise indicates a vacuum
leak. Correct any vacuum leaks before proceeding.
2. Stop the engine and pump the brake pedal until all vacuum reserve in the booster is depleted.
3. Press and hold the brake pedal under light foot pressure. The pedal should hold firm. If the pedal falls
away, there may be an external leak or the master cylinder is faulty (internal leakage).
4. Start the engine and note pedal action. It should fall away slightly under light foot pressure, then hold
firm. If no pedal action is discernible, the power booster, vacuum supply or vacuum check valve is faulty,
proceed to the POWER BOOSTER VACUUM TEST.
5. If the POWER BOOSTER VACUUM TEST passes, rebuild the booster vacuum reserve as follows:
Release the brake pedal. Increase engine speed to 1500 RPM, close the throttle and immediately turn off
the ignition to stop the engine.
6. Wait a minimum of 90 seconds and try brake action again. The booster should provide two or more
vacuum assisted pedal applications. If the vacuum assist is not provided, the booster is faulty.
POWER BOOSTER VACUUM TEST
2. Start and run the engine at curb idle for one minute.
3. Observe the vacuum supply. If the vacuum supply is less that 12 inches HG (406 millibars), repair the
vacuum supply.
4. Clamp the hose shut between the intake vacuum source and the check valve.
5. Stop the engine and observe the vacuum gauge.
6. If the vacuum drops more than one inch HG (33 millibars) within 15 seconds, the booster diaphragm or
check valve is faulty.
POWER BOOSTER CHECK VALVE TEST
1. Remove the power booster check valve from the power booster.
2. Using a hand operated vacuum pump, apply 1520 inches HG (508677 millibars) vacuum at the booster
side of the check valve.
3. The vacuum should hold steady. If the gauge on the pump indicates vacuum loss, the check valve is
faulty and should be replaced.
Standard Procedure
MASTER CYLINDER BLEEDING
A new master cylinder should be bled before installation on the vehicle. Required bleeding tools include bleed
tubes and a wood dowel to stroke the pistons. Bleed tubes can be fabricated from brake line.
1. Mount master cylinder in vise.
2. Attach bleed tubes to cylinder outlet ports. Then position each tube end into reservoir .
3. Fill reservoir with fresh brake fluid.
4. Press cylinder pistons inward with wood dowel. Then release pistons and allow them to return under
spring pressure. Continue bleeding operations until air bubbles are no longer visible in fluid.
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Fig. 36: MASTER TYPICAL
1
BLEEDING
TUBES
2
RESERVOIR
Removal
REMOVAL
Fig. 37: MASTER CYLINDER
CAUTION: The vacuum in the power brake booster must be depleted before removing the
master cylinder to avoid damaging the master cylinder and to prevent
inhalation of the oring or any other contamination into the booster. The
preferred method is to pump the brake pedal while the engine is not running
until the brake pedal becomes firm. An alternative method is to remove and
immediately reinstall the check valve located on the booster. If the check valve
is removed, special care should be taken to ensure that the grommet is not
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damaged and remains seated, the check valve is dry and free of debris, and
that contaminates cannot be ingested during removal.
1. With the engine off, depress the brake pedal five times to deplete any vacuum that may remain in the
booster unit.
2. Siphon and drain the fluid from the reservoir (2).
3. Disconnect the fluid level electrical connector (3) from the reservoir (2).
4. Remove the brake lines (4) at the master cylinder.
5. Remove mounting nuts (5) from the master cylinder.
Fig. 38: Master Cylinder
6. Remove master cylinder.
7. Remove cylinder cover and drain the rest of the fluid.
8. If master cylinder reservoir requires service. See Brakes/Hydraulic/Mechanical/RESERVOIR, Brake
Master Cylinder Removal.
Installation
INSTALLATION
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Fig. 39: Master Cylinder
NOTE: If master cylinder is replaced, bleed cylinder before installation.
Fig. 40: BOOSTER STUDS
1. Clean cylinder mounting surface of brake booster (3).
NOTE: Insure the Oring is on the master cylinder at the booster interface.
2. Install master cylinder onto brake booster studs (4).
3. Install mounting nuts (5) and tighten to 17 N.m (151 in. lbs.).
4. Connect the brake lines (4) to the master cylinder and tighten to 19 N.m (168 in. lbs.).
5. Connect fluid level electrical connector (3) to the reservoir (2).
6. Fill and bleed base brake system. See Brakes Standard Procedure.
PADS AND/OR SHOES, BRAKE
2012 of 4937
Removal
FRONT PADS
2. Remove wheel and tire assembly.
3. Drain small amount of fluid from master cylinder brake reservoir with clean suction gun.
4. Remove the 2 caliper mounting bolts (3).
5. Compress the caliper (4) and remove from the adaptor.
6. Secure caliper (4) to nearby suspension part with wire. Do not allow brake hose to support caliper
weight.
Fig. 43: BRAKE PADS
7. Remove the inboard (2) and outboard brake pads (3) from the caliper adapter (4).
8. Remove the antirattle clips from the brake caliper adapter (4).
REAR DISC BRAKE PADS
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2. Remove the wheel and tire assemblies.
3. Compress the caliper.
4. Remove the caliper. See Brakes/Hydraulic/Mechanical/CALIPER, Disc Brake Removal.
NOTE: Do not allow brake hose to support caliper assembly.
5. Support and hang the caliper.
6. Remove the inboard brake pad (3) from the caliper adapter (1).
7. Remove the outboard brake pad (4) from the caliper adapter (1).
Inspection
INSPECTION
Visually inspect brake pads for uneven lining wear. Also inspect for excessive lining deterioration. Check the
clearance between the tips of the wear indicators (if equipped) on the pads and the brake rotors.
If a visual inspection does not adequately determine the condition of the lining, a physical check will be
necessary. To check the amount of lining wear, remove the disc brake pads from the vehicle.
Fig. 45: Brake pad Friction Material Thickness Measurement
2014 of 4937
1 BRAKE SHOE ASSEMBLY FRICTION MATERIAL THICKNESS IS TO BE MEASURED AT
THE THINNEST POINT.
2 BRAKE SHOE ASSEMBLY FRICTION MATERIAL
3 BRAKE SHOE ASSEMBLY BACKING PLATE
Measure brake pad minimum thickness (1). Brake pads must be replaced when usable material on a brake pad
lining (2) measured at its thinnest point measures one millimeter (0.04 inches) or less.
If a brake pad fails inspection, replace both disc brake pads (inboard and outboard) at each caliper. It is also
necessary to replace the pads on the opposite side of the vehicle as well as the pads failing inspection to
maintain proper braking characteristics.
If the brake pad assemblies do not require replacement, be sure to reinstall the brake pads in the original
position they were removed from.
NOTE: It is important to inspect both front and rear brake pads during the same
inspection.
Installation
FRONT PADS
Fig. 46: BRAKE PADS
1. Remove and clean all rust and debris from the antirattle clip mounting surfaces (3) on the brake caliper
adapter (2).
2. Install new antirattle clips into the caliper adapter (4).
3. Install the inboard (2) and outboard brake pads (3) onto the caliper adapter (4).
2015 of 4937
4. Install caliper (4) on the caliper adapter.
5. Install the caliper slide pin bolts (3) and tighten to 44 N.m (32 ft. lbs.).
6. Install wheel and tire assembly.
7. Remove support and lower vehicle.
8. Pump brake pedal until caliper pistons and brake pads are seated and a firm brake pedal is obtained.
9. Fill brake fluid.
REAR DISC BRAKE PADS
1. Bottom pistons in caliper bore with Cclamp. Place an old brake shoe between a Cclamp and caliper
piston.
2. Clean caliper mounting adapter and antirattle springs.
3. Install antirattle springs.
NOTE: Antirattle springs are not interchangeable.
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4. Install inboard brake pad (3) in adapter (1).
5. Install outboard brake pad (4) in adapter (1).
6. Install caliper. See Brakes/Hydraulic/Mechanical/CALIPER, Disc Brake Installation.
7. Install wheel and tire assemblies and lower vehicle. Refer to Tires and Wheels/Wheels Standard
Procedure .
8. Apply brakes several times to seat caliper pistons and brake pads to obtain firm pedal.
9. Top off master cylinder fluid level.
PEDAL(S), BRAKE AND/OR ACCELERATOR
Description
DESCRIPTION
A suspendedtype brake pedal is used, the pedal pivots on a shaft mounted in the pedal support bracket. The
bracket is attached to the dash panel.
The brake pedal assembly and pedal pad are the only serviceable component.
Operation
OPERATION
The brake pedal is attached to the booster push rod. When the pedal is depressed, the primary booster push rod
is depressed which moves the booster secondary rod. The booster secondary rod depresses the master cylinder
piston.
Removal
REMOVAL
Fig. 49: PEDAL BUSHING
3. Remove brake lamp switch and discard .
4. Remove retainer clip securing booster push rod (6) to brake pedal (2).
5. Disconnect the master cylinder/clutch push rod (7) from the pedal (1).
6. Remove the mounting bolts (3) securing the shaft.
NOTE: 2017 of 4937

NOTE: Clutch pedal is spring loaded (4), Care should be taken when shaft is
being removed.
7. Slide the pedal shaft inboard until pedals fall free.
8. Remove pedal bushings (5) if they are to be replaced.
Installation
INSTALLATION
Fig. 50: PEDAL BUSHING
1. Install new bushings (5) in pedal and lP structure lubricate all bushings and shaft with multipurpose
grease.
2. Position the shaft in lP structure and install the shaft mounting bolts (3).
3. Install new retaining clip.
4. Install the booster push rod over the brake pedal (2) push pin (6).
NOTE: Clutch pedal is spring loaded (4), Care should be taken when shaft is
being installed.
5. Reconnect the clutch M/C push rod (7) to clutch pedal (1) if equipped.
6. Install and connect a new brake lamp switch.
7. Install the steering column opening cover.
8. Install negative battery cable.
PLATE, BRAKE BACKING
Removal
REMOVAL
2. Remove the tire and wheel assembly.
3. Remove the disc brake caliper adapter. See Brakes/Hydraulic/Mechanical/ADAPTER, Disc Brake
Caliper Removal.
4. Remove the disc brake rotor. See Brakes/Hydraulic/Mechanical/ROTOR, Brake Removal.
5. Remove the wheel speed sensor. Refer to Brakes/Electrical/SENSOR, Wheel Speed Removal .
6. Lock out the front brake cable at the equalizer.
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7. Remove the rear parking brake cable from the equalizer.
8. Remove the parking brake cable from the brake shoe lever at the axle.
9. Remove the axle shaft. Refer to Differential and Driveline/Rear Axle 226RBI/SHAFT, Axle
Removal .
10. Tap the support plate from the axle shaft.
11. Disassemble the rear park brake shoes.
12. Remove the support plate from the axle seal plate.
Installation
INSTALLATION
NOTE: After parking brake lining replacement, it is recommended that the parking
brake system be conditioned prior to use. This is done by making one stop
from 25 mph on dry pavement or concrete using light to moderate force on the
parking brake lever.
1. Install the support plate on the axle seal plate. Tighten the bolts to
2. Reassemble the rear park brake shoes.
3. Install the support plate on the axle shaft.
4. Install the axle shaft to the axle. Refer to Differential and Driveline/Rear Axle 226RBI/SHAFT, Axle
Removal .
5. Reconnect the brake cable to the park brake shoe lever behind the support plate.
6. Install the rear park brake cable at the equalizer.
7. Remove the lockout on the front park brake cable.
8. Install the rear wheel speed sensor. Refer to Brakes/Electrical/SENSOR, Wheel Speed Installation .
9. Adjust the rear brake shoes. See Brakes/Parking Brake/SHOES, Parking Brake Adjustments.
10. Install the disc brake rotor. See Brakes/Hydraulic/Mechanical/ROTOR, Brake Installation.
11. Install the disc brake caliper adapter. See Brakes/Hydraulic/Mechanical/ADAPTER, Disc Brake
Caliper Installation.
13. Check and fill the rear axle fluid.
15. Check the operation of the park brake system.
RESERVOIR, BRAKE MASTER CYLINDER
Removal
REMOVAL
2019 of 4937
1. Install prop rod on brake pedal to keep pressure on the brake system.
2. Remove reservoir cap and siphon fluid into drain container.
3. Remove the electrical connector (3) from the fluid level switch in the reservoir (2).
Fig. 52: RESERVOIR TABS
4. Remove the reservoir (1) from the master cylinder by pulling the four tabs (3) outward to release.
2020 of 4937
Fig. 53: RESERVOIR
5. Remove the reservoir (1) from the master cylinder by pulling upwards.
6. If replacing the reservoir (1) remove the fluid level sensor (2) by squeezing the tabs together while
pulling on the sensor (2).
Fig. 54: Master Without Reservoir
7. Remove old grommets (2) from cylinder body (1).
Installation
INSTALLATION
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Fig. 55: Master Without Reservoir
CAUTION: Do not use any type of tool to install the grommets (2). Tools may cut, or tear
the grommets creating a leak problem after installation. Install the grommets
using finger pressure only and insure that the grommets are properly seated
and checked for leaks after installation.
1. Lubricate new grommets (2) with clean brake fluid and Install new grommets (2) onto reservoir outlets
(1). Use finger pressure to install and seat grommets.
Fig. 56: RESERVOIR
2. Start reservoir (1) and grommets into holes on master cylinder.
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Fig. 57: RESERVOIR TABS
3. Then rock reservoir (1) back and forth while pressing downward to seat it in the holes on the master
cylinder. Make sure the four tabs are securely seated over the nubs (3).
Fig. 58: RESERVOIR
4. Install the fluid level sensor (2) if removed by just inserting the sensor in the reservoir until the tabs click.
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5. Reconnect the electrical connector (3) to the fluid reservoir level switch.
6. Remove the prop rod from the vehicle.
7. Fill and bleed base brake system. See Brakes Standard Procedure.
ROTOR, BRAKE
DISC BRAKE ROTOR
The rotor braking surfaces should not be refinished unless necessary.
Light surface rust and scale can be removed with a lathe equipped with dual sanding discs. The rotor surfaces
can be restored by machining in a disc brake lathe if surface scoring and wear are light.
Replace the rotor under the following conditions:
Severely Scored
Tapered
Hard Spots
Cracked
Below Minimum Thickness
ROTOR MINIMUM THICKNESS
Measure rotor thickness at the center of the brake shoe contact surface. Replace the rotor if worn below
minimum thickness, or if machining would reduce thickness below the allowable minimum.
Rotor minimum thickness is usually specified on the rotor hub. The specification is either stamped or cast into
the hub surface.
ROTOR RUNOUT
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Fig. 60: Checking Rotor Runout And Thickness Variation
1 DIAL INDICATOR
Check rotor lateral runout with dial indicator C3339A. Excessive lateral runout will cause brake pedal
pulsation and rapid, uneven wear of the brake shoes. Position the dial indicator (1) plunger approximately 6.35
mm (1/4 in.) inward from the rotor edge.
NOTE: Be sure wheel bearing has zero end play before checking rotor runout.
Maximum allowable rotor runout is 0.102 mm (0.004 in.).
ROTOR THICKNESS VARIATION
Fig. 61: Measuring Rotor Thickness
1 MICROMETER
2 ROTOR
Variations in rotor thickness will cause pedal pulsation, noise and shudder.
Measure rotor thickness at 6to12 points around the rotor face .
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Position the micrometer (1) approximately 25.4 mm ( 1 in.) from the rotor outer circumference for each
measurement.
Thickness should not vary by more than 0.013 mm (0.0005 in.) from pointtopoint on the rotor. Machine or
replace the rotor if necessary.
BRAKE DRUM IN HAT ROTOR
The maximum allowable diameter of the drum braking surface is indicated on the drum outer edge. Always
replace the drum if machining would cause drum diameter to exceed the size limit indicated on the drum in hat.
BRAKE DRUM RUNOUT
Measure drum diameter and runout with an accurate gauge. The most accurate method of measurement
involves mounting the drum in a brake lathe and checking variation and runout with a dial indicator.
Machine the drum if runout or variation exceed values. Replace the drum in hat rotor if machining causes the
drum in hat rotor to exceed the maximum allowable diameter.
Standard Procedure
DISC BRAKE ROTORS
NOTE: A hub mounted onvehicle lathe is highly recommended. This type of lathe
trues the rotor to the vehicles hub/bearing.
The disc brake rotor can be machined if scored or worn. The onvehicle lathe must machine both sides of the
rotor simultaneously with dual cutter heads. The rotor mounting surface must be clean before placing on the on
vehicle lathe. Equipment capable of machining only one side at a time may produce a tapered rotor This type
of rotor machining is not recommended .
NOTE: Proper wheel torque is also critical to help prevent any warping of the disc
brake rotor.
CAUTION: Brake rotors that do not meet minimum thickness specifications before or after
machining must be replaced.
BRAKE DRUM IN HAT ROTOR MACHINING
The brake drum in hat rotor can be machined on a drum lathe when necessary. Initial machining cuts should be
limited to 0.12 0.20 mm (0.005 0.008 in.) at a time as heavier feed rates can produce taper and surface
variation. Final finish cuts of 0.025 to 0.038 mm (0.001 to 0.0015 in.) are recommended and will generally
provide the best surface finish.
Be sure the drum in hat rotor is securely mounted in the lathe before machining operations. A damper strap
should always be used around the drum to reduce vibration and avoid chatter marks.
The maximum allowable diameter of the drum braking surface is stamped or cast into the drum in hat rotor.
CAUTION: Replace the drum in hat rotor if machining will cause the drum to exceed the
maximum allowable diameter.
Removal
FRONT
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Fig. 62: DISC BRAKE ROTOR
1. Remove wheel and tire assemble.
2. Remove caliper (1). See Brakes/Hydraulic/Mechanical/CALIPER, Disc Brake Removal.
3. Remove retainers securing rotor to hub studs .
4. Remove rotor (3) from hub.
5. If rotor shield requires service, remove front hub and bearing assembly.
REAR
Fig. 63: REAR DISC BRAKE ROTOR
1. Raise and support the vehicle
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securely.
3. Remove the disc brake caliper adapter (2). See Brakes/Hydraulic/Mechanical/ADAPTER, Disc Brake
Caliper Removal.
4. Remove the retaining clips and rotor assembly.
Installation
FRONT
Fig. 65: DISC BRAKE ROTOR
1. Clean the hub from any rust before installing the rotor.
2. Install rotor on hub.
3. Install caliper. See Brakes/Hydraulic/Mechanical/CALIPER, Disc Brake Installation.
4. Install wheel and tire assembly. Refer to Tires and Wheels/Wheels Standard Procedure .
REAR
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1. Install the rotor to the axle shaft.
2. Install the disc brake caliper adapter (2). See Brakes/Hydraulic/Mechanical/ADAPTER, Disc Brake
TUBES AND HOSES, BRAKE
Description
DESCRIPTION
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 the flexible rubber
hoses. Double inverted style and ISO style flares are used on the brake lines.
Operation
OPERATION
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The hoses and lines transmit the brake fluid hydraulic pressure to the calipers and or wheel cylinders.
BRAKE LINE AND HOSES
Flexible rubber hose is used at both front brakes and at the rear axle junction block. Inspect the hoses whenever
the brake system is serviced, at every engine oil change, or whenever the vehicle is in for service.
Inspect the hoses for surface cracking, scuffing, or worn spots. Replace any brake hose immediately if the
fabric casing of the hose is exposed due to cracks or abrasions.
Also check brake hose installation. Faulty installation can result in kinked, twisted hoses, or contact with the
wheels and tires or other chassis components. All of these conditions can lead to scuffing, cracking and
eventual failure.
The steel brake lines should be inspected periodically for evidence of corrosion, twists, kinks, leaks, or other
damage. Heavily corroded lines will eventually rust through causing leaks. In any case, corroded or damaged
brake lines should be replaced.
Factory replacement brake lines and hoses are recommended to ensure quality, correct length and superior
fatigue life. Care should be taken to make sure that brake line and hose mating surfaces are clean and free from
nicks and burrs. Also remember that right and left brake hoses are not interchangeable.
Use new copper seal washers at all caliper connections. Be sure brake line connections are properly made (not
cross threaded) and tightened to recommended torque.
Standard Procedure
DOUBLE INVERTED FLARING
A preformed metal brake tube is recommended and preferred for all repairs. However, doublewall steel tube
can be used for emergency repair when factory replacement parts are not readily available.
Fig. 68: Flaring Brake Line (Double Inverted) & Cutting Line
1. Cut off damaged tube with Tubing Cutter.
2. Ream cut edges of tubing to ensure proper flare.
3. Install replacement tube nut on the tube.
4. Insert tube in flaring tool.
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.
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7. Tighten the tool bar on the tube
8. Insert plug on gauge in the tube. Then swing compression disc over gauge and center tapered flaring
screw in recess of compression disc.
9. Tighten tool handle until plug gauge is squarely seated on jaws of flaring tool. This will start the inverted
flare.
10. Remove the plug gauge and complete the inverted flare.
ISO FLARING
A preformed metal brake tube is recommended and preferred for all repairs. However, doublewall steel tube
can be used for emergency repair when factory replacement parts are not readily available.
Fig. 69: Identifying Adaptor & Tool Bar
To make a ISO flare use an ISO flaring tool kit.
1. Cut off damaged tube with Tubing Cutter.
2. Remove any burrs from the inside of the tube.
3. Install tube nut on the tube.
4. Position the tube in the flaring tool flush with the top of the tool bar (6). Then tighten the tool bar on the
tube.
5. Install the correct size adaptor (1) on the flaring tool yoke screw.
6. Lubricate the adaptor (2).
7. Align the adaptor and yoke screw over the tube.
8. Turn the yoke screw in until the adaptor is squarely seated on the tool bar.
Removal
FRONT BRAKE HOSE
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Fig. 70: FRONT BRAKE HOSE
4. Remove the wheel speed sensor wire (2) from the brake hose (1).
5. Remove the brake hose banjo bolt (5) at the caliper (6).
Fig. 71: MOUNTING BOLT
Remove the brake line (1) at the frame.
6. Remove the brake hose mounting bolt (2) at the frame.
7. Remove the hose (3).
REAR BRAKE HOSE
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Fig. 72: BRAKE HOSE AT THE CALIPER
3. Remove the banjo bolt (2) from the rear caliper for the brake hose (1).
Fig. 73: BRAKE HOSE AT THE FRAME
4. Remove the rear brake line (1) from the brake hose (3) at the frame.
5. Remove the mounting bolt (2) for the brake hose (3) at the frame.
6. Remove the brake hose (3).
Installation
FRONT BRAKE HOSE
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Fig. 74: MOUNTING BOLT
1. Install the hose (3).
2. Install the mounting bolt (2) for the brake hose at the frame.
3. Install the brake line (1) to the brake hose (3).
Fig. 75: FRONT BRAKE HOSE
4. Reinstall the wheel speed sensor wire (2) to the brake hose (1).
5. Install the brake hose banjo bolt (5) at the caliper (6). Tighten to 28 N.m (250 in. lbs.)
6. Remove the support and lower the vehicle.
REAR BRAKE HOSE
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Fig. 76: BRAKE HOSE AT THE FRAME
1. Install the brake hose (3) to the mounting hole at the frame and install the mounting bolt (2).
2. Install the brake line tube nut (1) to the brake hose (3) and tighten to 23 N.m (200 in. lbs.) torque.
Fig. 77: BRAKE HOSE AT THE CALIPER
3. Install banjo bolt (2) attaching brake hose (1) to caliper. Install NEW washers on each side of hose fitting
as banjo bolt is placed through banjo fitting. Thread banjo bolt into caliper and tighten to 31 N.m (23 ft.
lbs.) torque.
4. Lower vehicle.
PARKING BRAKE
DESCRIPTION
DESCRIPTION
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Fig. 78: PARKING BRAKE LEVER
The parking bake is a hand lever (1) and cable (2) operated system used to apply the rear brakes.
OPERATION
OPERATION
A hand operated lever in the passenger compartment is the main application device. The front cable is
connected between the hand lever and the tensioner.
The rear cables are connected to the actuating lever on each secondary brake shoe.
To apply the parking brakes, the hand lever is pulled upward. This pulls the rear brake shoe actuating levers
forward, by means tensioner and cables.
A parking brake switch is mounted on the parking brake lever and is actuated by movement of the lever. The
switch, which is in circuit with the red warning light in the dash, will illuminate the warning light whenever the
parking brakes are applied.
Parking brake adjustment is controlled by a cable tensioner mechanism. The cable tensioner, once adjusted at
the factory, should not need further adjustment under normal circumstances. Adjustment may be required if a
new tensioner, or cables are installed, or disconnected.
STANDARD PROCEDURE
PARK BRAKE SYSTEM LOCKOUT
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Fig. 79: FLOOR CONSOLE 3
1. Remove the center floor console (3). Refer to Body/Interior/CONSOLE, Center Removal .
Fig. 80: PARK LEVER LOCK OUT
2. Pull up on the equalizer cable (3) and then install a suitable tool (1) to lockout the park brake lever.
Fig. 81: CABLE FRONT MOUNT
3. Remove the rear park brake cables (2) from the equalizer.
When repairs are completed install the rear park brake cables to the equalizer, remove the lockout tool, check
the operation of the system and then install the center floor console. Refer to Body/Interior/CONSOLE,
Center Installation .
CABLE, PARKING BRAKE
Removal
REMOVAL
NOTE: Park brake system must be locked out for servicing. See Brakes/Parking Brake
Standard Procedure.
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1. Remove the center console (3). Refer to Body/Interior/CONSOLE, Center Removal .
2. Lockout the parking brake cable by pulling up on the brake cables at the equalizer (3) then installing or a
suitable tool (1).
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3. Remove the cables from the equalizer (2).
4. Remove the cables from the body bracket (1) using a wrench to fit the end of the cable snug to depress
the tangs.
Fig. 85: CABLE GROMMETS
6. Remove the cables and grommets (2) from the floor (1) of the vehicle.
Fig. 86: CABLE AT AXLE
7. Remove the cable (1) from the axle bracket (2).
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Fig. 87: CABLE AT SUPPORT PLATE
8. Remove the brake cable (1) from the brake lever (2) at the support plate.
Installation
INSTALLATION
Fig. 88: CABLE AT AXLE
1. Install the cable (1) to the axle bracket (2).
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2. Install the cable (1) into the brake lever (2) at the support plate.
Fig. 90: CABLE GROMMETS
3. Install the cables and grommets (2) into the floor (1) of the vehicle.
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5. Install the brake cables (2) to the body bracket (1).
6. Install the cables (2) to the equalizer.
7. Remove the lockout (1) for the park brake cable.
8. Check the park brake system operation.
9. Install the center floor console (3). Refer to Body/Interior/CONSOLE, Center Installation .
LEVER, PARKING BRAKE
Removal
REMOVAL
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1. Remove the center console (3). Refer to Body/Interior/CONSOLE, Center Removal .
2. Lockout the parking brake lever by inserting a punch (1) in the hole on the lever and by pulling up on the
cable (3) to loosen and provide some slack. See Brakes/Parking Brake Standard Procedure.
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3. Disconnect the rear park cables (2) from the equalizer.
5. Disconnect the electrical wiring harness clip (5) on the side of the lever.
6. Remove the four mounting nuts (2) for the park brake lever.
7. Remove the lever from the vehicle.
Installation
INSTALLATION
1. Install the lever to the vehicle.
2. Install the four mounting nuts (2) and tighten the nuts to
3. Reconnect the electrical wiring clip (5) to the side of the lever.
4. Reconnect the electrical connector (4) to the lever.
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Fig. 99: PARKING BRAKE LEVER
5. Reconnect the equalizer (2) to the rear park brake cables.
6. Remove the lockout (1) for the park brake lever.
7. Check park brake system operation.
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8. Install the center console (3). Refer to Body/Interior/CONSOLE, Center Installation .
SHOES, PARKING BRAKE
Description
DESCRIPTION
Fig. 102: Parking Brake Shoes
Drum in hat park brakes are dual shoe (2AND4), internal expanding units with an automatic self adjusting
mechanism.
Operation
OPERATION
When the parking brake lever is pulled the brake cable pulls the brake shoes outward against the brake drum.
When the brake lever is released the return springs attached to the brake shoes pull the shoes back to their
original position.
Removal
REMOVAL
3. Remove the disc brake caliper adapter. See Brakes/Hydraulic/Mechanical/ADAPTER, Disc Brake
Caliper Removal.
4. Remove the disc brake rotor. See Brakes/Hydraulic/Mechanical/ROTOR, Brake Removal.
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Fig. 103: REAR WHEEL SPEED SENSOR
5. Remove the wheel speed sensor (3). Refer to Brakes/Electrical/SENSOR, Wheel Speed Removal .
6. Remove the center floor console. Refer to Body/Interior/CONSOLE, Center Removal .
7. Lock out the park brake system at the lever using a suitable tool (1) and pulling upward on the brake
cable (3). See Brakes/Parking Brake Standard Procedure.
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8. Remove the rear parking brake cables (2) from the equalizer.
9. Remove the parking brake cable (1) from the brake shoe lever (2) at the axle.
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Fig. 107: Axle Shaft
10. Remove the axle shaft (1). Refer to Differential and Driveline/Rear Axle 226RBI/SHAFT, Axle
Removal .
Fig. 108: SUPPORT PLATE ASSEMBLY TO AXLE
11. Tap the seal plate from the brake support (1) on the axle shaft (2).
12. Remove the support plate with the brake shoes (1) from the axle shaft (1).
13. Disassemble the rear park brake shoes.
Cleaning
CLEANING
Clean the individual brake components, including the support plate exterior, with a water dampened cloth or
with brake cleaner. Do not use any other cleaning agents. Remove light rust and scale from the brake shoe
contact pads on the support plate with fine sandpaper.
Inspection
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INSPECTION
As a general rule, riveted brake shoes should be replaced when worn to within 0.78 mm (1/32 in.) of the rivet
heads. Bonded lining should be replaced when worn to a thickness of 1.6 mm (1/16 in.).
Examine the lining contact pattern to determine if the shoes are bent or the drum is tapered. The lining should
exhibit contact across its entire width. Shoes exhibiting contact only on one side should be replaced and the
drum checked for runout or taper.
Inspect the adjuster screw assembly (8). Replace the assembly if the star wheel or threads are damaged, or the
components are severely rusted or corroded.
Discard the brake springs (5AND7) and retainer components (6) if worn, distorted or collapsed. Also replace
the springs if a brake drag condition had occurred. Overheating will distort and weaken the springs.
Inspect the brake shoe contact pads on the support plate (1), replace the support plate if any of the pads are
worn or rusted through. Also replace the plate if it is bent or distorted.
Installation
INSTALLATION
brake system be conditioned prior to use. This is done by making one stop
from 25 mph on dry pavement or concrete using light to moderate force on the
parking brake lever.
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1. Reassemble the rear park brake shoes.
Fig. 112: SUPPORT PLATE ASSEMBLY TO AXLE
2. Install the support plate (1) on the axle shaft (2).
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3. Install the axle shaft (1) to the axle housing. Refer to Differential and Driveline/Rear Axle
226RBI/SHAFT, Axle Removal .
4. Reconnect the brake cable (1) to the park brake shoe lever (2) behind the support plate.
5. Install the rear wheel speed sensor (3). Refer to Brakes/Electrical/SENSOR, Wheel Speed
Installation .
6. Adjust the rear brake shoes. See Brakes/Parking Brake/SHOES, Parking Brake Adjustments.
7. Install the disc brake rotor. See Brakes/Hydraulic/Mechanical/ROTOR, Brake Installation.
8. Install the disc brake caliper adapter. See Brakes/Hydraulic/Mechanical/ADAPTER, Disc Brake
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11. Install the rear park brake cables (2) at the equalizer.
12. Remove the lockout (1) on the front park brake lever.
13. Check the operation of the park brake system.
14. Install the center floor console. Refer to Body/Interior/CONSOLE, Center Installation .
Adjustments
ROTOR REMOVED
Under normal circumstances, the only time adjustment is required is when the shoes are replaced, removed for
access to other parts, or when one or both rotors are replaced.
Adjustment can be made with a standard brake gauge or with adjusting tool. Adjustment is performed with the
complete brake assembly installed on the backing plate.
CAUTION: Before adjusting the park brake shoes be sure that the park brake pedal is in
the fully released position. If park brake pedal is not in the fully released
position, the park brake shoes can not be accurately adjusted.
1. Raise vehicle.
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2. Remove tire and wheel.
3. Remove disc brake caliper from caliper adapter. See Brakes/Hydraulic/Mechanical/CALIPER, Disc
Brake Removal.
4. Remove rotor from the axleshaft. See Brakes/Hydraulic/Mechanical/ROTOR, Brake Removal.
NOTE: When measuring the brake drum diameter, the diameter should be
measured in the center of the area in which the park brake shoes contact
the surface of the brake drum.
5. Using Brake Shoe Gauge, Special Tool C3919, or equivalent, accurately measure the inside diameter of
the park brake drum portion of the rotor .
Fig. 118: MEASURING PARK BRAKE DRUM DIAMETER
6. Using a ruler that reads in 64th of an inch, accurately read the measurement of the inside diameter of the
park brake drum from the special tool .
Fig. 119: READING PARK BRAKE DRUM DIAMETER
1 SPECIAL TOOL C3919
2 RULER
7. Reduce the inside diameter measurement of the brake drum that was taken using Special Tool C3919 by
1/64 of an inch. Reset Gauge, Brake Shoe, Special Tool C3919 or the equivalent used, so that the outside
measurement jaws are set to the reduced measurement .
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Fig. 120: SETTING GAUGE TO PARK BRAKE SHOE MEASUREMENT
1 RULER
8. Place Gauge, Brake Shoe, Special Tool C3919, or equivalent over the park brake shoes. The special tool
must be located diagonally across at the top of one shoe and bottom of opposite shoe (widest point) of the
park brake shoes.
9. Using the star wheel adjuster, adjust the park brake shoes until the lining on the park brake shoes just
touches the jaws on the special tool.
10. Repeat step 8 above and measure shoes in both directions.
11. Install brake rotor on the axleshaft. See Brakes/Hydraulic/Mechanical/ROTOR, Brake Installation.
12. Rotate rotor to verify that the park brake shoes are not dragging on the brake drum. If park brake shoes
are dragging, remove rotor and back off star wheel adjuster one notch and recheck for brake shoe drag
against drum. Continue with the previous step until brake shoes are not dragging on brake drum.
13. Install disc brake caliper on caliper adapter. See Brakes/Hydraulic/Mechanical/CALIPER, Disc Brake
Installation.
14. Install wheel and tire.
15. Tighten the wheel mounting nuts in the proper sequence until all nuts are torqued to half the specified
torque. Then repeat the tightening sequence to the full specified torque of 129 N.m (95 ft. lbs.).
16. Lower vehicle.
CAUTION: Before moving vehicle, pump brake pedal several times to ensure the
vehicle has a firm enough pedal to stop the vehicle.
brake system be conditioned prior to use. This is done by making one
stop from 25 mph on dry pavement or concrete using light to moderate
force on the parking brake hand lever.
17. Road test the vehicle to ensure proper function of the vehicle's brake system.
ROTOR INSTALLED
Adjustment can be made with a standard brake gauge or with adjusting tool. Adjustment is performed with the
complete brake assembly installed on the backing plate.
1. Be sure parking brake lever is fully released.
2. Raise vehicle so rear wheels can be rotated freely.
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3. Remove plug from each access hole in brake support plates.
4. Loosen parking brake cable adjustment nut until there is slack in front cable.
5. Insert adjusting tool through support plate access hole and engage tool in teeth of adjusting screw star
wheel .
Fig. 121: Brake Adjustment
1 STAR WHEEL
2 LEVER
3 BRAKE SHOE WEB
4 SCREWDRIVER
5 ADJUSTING TOOL
6 ADJUSTER SPRING
6. Rotate adjuster screw star wheel (move tool handle upward) until slight drag can be felt when wheel is
rotated.
7. Push and hold adjuster lever away from star wheel with thin screwdriver.
8. Back off adjuster screw star wheel until brake drag is eliminated.
9. Repeat adjustment at opposite wheel. Be sure adjustment is equal at both wheels.
10. Install support plate access hole plugs.
11. Adjust parking brake cable and lower vehicle.
12. Depress park brake lever and make sure park brakes hold the vehicle staionary.
13. Release park brake lever.
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Back To Article
2010 DRIVELINE/AXLES
Front Axle 186FBI Wrangler
FRONT AXLE 186FBI
GEAR NOISE
Axle gear noise can be caused by insufficient lubricant, incorrect backlash, tooth contact, worn/damaged gears
or the carrier housing not having the proper offset and squareness.
Gear noise usually happens at a specific speed range. The noise can also occur during a specific type of driving
condition. These conditions are acceleration, deceleration, coast, or constant load.
When road testing, first warmup the axle fluid by driving the vehicle at least 5 miles and then accelerate the
vehicle to the speed range where the noise is the greatest. Shift outofgear and coast through the peaknoise
range. If the noise stops or changes greatly:
Check for insufficient lubricant.
Incorrect ring gear backlash.
Gear damage.
Differential side gears and pinions can be checked by turning the vehicle. They usually do not cause noise
during straightahead driving when the gears are unloaded. The side gears are loaded during vehicle turns. A
worn pinion mate shaft can also cause a snapping or a knocking noise.
BEARING NOISE
The axle shaft, differential and pinion bearings can all produce noise when worn or damaged. Bearing noise can
be either a whining, or a growling sound.
Pinion bearings have a constantpitch noise. This noise changes only with vehicle speed. Pinion bearing noise
will be higher pitched because it rotates at a faster rate. Drive the vehicle and load the differential. If bearing
noise occurs, the rear pinion bearing is the source of the noise. If the bearing noise is heard during a coast, the
front pinion bearing is the source.
Differential bearings usually produce a low pitch noise. Differential bearing noise is similar to pinion bearing
noise. The pitch of differential bearing noise is also constant and varies only with vehicle speed.
Axle shaft bearings produce noise and vibration when worn or damaged. The noise generally changes when
the bearings are loaded. Road test the vehicle. Turn the vehicle sharply to the left and to the right. This will load
the bearings and change the 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 Ujoint/CV or by worn sidegear thrust washers. A worn pinion
shaft bore will also cause low speed knock.
VIBRATION
Vibration at the rear of the vehicle is usually caused by:
Damaged drive shaft.
Missing drive shaft balance weight(s).
Worn or out of balance wheels.
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Loose wheel lug nuts.
Worn Ujoint or CV.
Loose/broken springs.
Damaged axle shaft bearing(s).
Loose pinion gear nut.
Excessive pinion flange run out.
Bent axle shaft(s).
Check for loose or damaged front end components or engine/transmission mounts. These components can
contribute to what appears to be a rear end vibration. Do not overlook engine accessories, brackets and drive
belts.
All driveline components should be examined before starting any repair.
DRIVELINE SNAP
A snap or clunk noise when the vehicle is shifted into gear (or the clutch engaged) can be caused by:
High engine idle speed.
Transmission shift operation.
Loose engine/transmission/transfer case mounts.
Worn Ujoints or CV.
Loose spring mounts.
Loose pinion gear nut and flange.
Excessive ring gear backlash.
Excessive side gear to case clearance.
The source of a snap or a clunk noise can be determined with the assistance of a helper. Raise the vehicle on a
hoist with the wheels free to rotate. Instruct the helper to shift the transmission into gear. Listen for the noise, a
mechanics stethoscope is helpful in isolating the source of a noise.
DIAGNOSTIC CHART
Condition Possible Causes Correction
Wheel Noise 1. Wheel loose. 1. Tighten loose nuts.
2. Faulty, brinelled wheel bearing. 2. Replace bearing.
Axle Shaft Noise 1. Misaligned axle tube. 1. Inspect axle tube alignment.
Correct as necessary.
2. Bent or sprung axle shaft. 2. Inspect and correct as
necessary.
3. End play in pinion bearings. 3. Refer to pinion preload
information and correct as
necessary.
4. Excessive ring and pinion gear 4. Check and adjustment ring and
backlash. pinion gear backlash.
5. Improper pinion bearing 5. Adjust the pinion bearings pre
adjustments. load.
6. Loose pinion flange nut. 6. Tighten pinion flange nut to
specifications.
7. Scuffed gear tooth contact 7. Inspect and replace as
surfaces. necessary.
Axle Shaft Broke 1. Misaligned axle tube. 1. Replace broken shaft after
correcting tube misalignment.
2 Vehicle overloaded. 2. Replace broken shaft and avoid
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excessive weight on vehicle.
3. Erratic clutch operation. 3. Replace broken shaft and avoid
or correct erratic clutch operation.
4. Grabbing clutch. 4. Replace broken shaft and
inspect and repair clutch as
necessary.
Differential Cracked 1. Improper differential bearing 1. Replace case, inspect gears and
adjustment. bearings for further damage. Set
differential bearing preload
properly.
2. Excessive ring gear backlash. 2. Replace case and inspect gears
and bearings for further damage.
Set ring gear backlash.
3. Vehicle overloaded. 3. Replace case and inspect gears
Avoid excessive vehicle weight.
4. Erratic clutch operation. 4. Replace case and inspect gears
Avoid erratic use of clutch.
Differential Gears Scored 1. Insufficient lubrication. 1. Replace scored gears. Fill
differential with the correct fluid
type and quantity.
2. Improper grade of lubricant. 2. Replace scored gears. Fill
type and quantity.
3. Excessive spinning of one 3. Replace scored gears. Inspect
wheel/tire. all gears, pinion bores, and shaft
for damage. Service as necessary.
Loss Of Lubricant 1. Lubricant level too high. 1. Drain lubricant to the correct
level.
2. Worn axle shaft seals. 2. Replace seals.
3. Cracked differential housing. 3. Repair as necessary.
4. Worn pinion seal. 4. Replace seal.
5. Worn/scored flange. 5. Replace flange and seal.
6. Differential cover not sealed. 6. Remove, clean, and seal cover.
Axle Overheating 1. Lubricant level low. 1. Fill differential to correct level.
2. Improper grade of lubricant. 2. Fill differential with the correct
fluid type and quantity.
3. Bearing preloads too high. 3. Adjust bearing preloads.
4. Insufficient ring gear backlash. 4. Adjust ring gear backlash.
Gear Teeth Broke 1. Overloading. 1. Replace gears. Examine other
gears and bearings for possible
damage.
2. Erratic clutch operation. 2. Replace gears and examine the
remaining parts for damage. Avoid
erratic clutch operation.
3. Icespotted pavement. 3. Replace gears and examine
remaining parts for damage.
4. Improper adjustments. 4. Replace gears and examine
Ensure ring gear backlash is
correct.
Axle Noise 1. Insufficient lubricant. 1. Fill differential with the correct
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2. Improper ring and pinion gear 2. Check ring and pinion gear
adjustment. contact pattern.
3. Unmatched ring gear and 3. Replace gears with a matched
pinion. ring gear and pinion.
4. Worn teeth on ring and pinion 4. Replace ring and pinion gears.
gears.
5. Loose pinion bearings. 5. Adjust pinion bearing preload.
6. Loose differential bearings. 6. Adjust differential bearing pre
load.
7. Loose or sprung ring gear. 7. Measure ring gear runout.
Replace components as necessary.
8. Loose differential bearing cap 8. Inspect differential components
bolts. and replace as necessary. Ensure
bearing caps are torqued to the
proper specification.
9. Housing not machined properly. 9. Replace housing.
REMOVAL
REMOVAL
Fig. 1: FRONT REFERENCE MARK
NOTE: Procedure is the same for a 4x2 tube axle except for propeller shaft and axle
vent removal.
1. With transmission in neutral, position vehicle on hoist.
2. Position and secure lift to axle.
3. Mark an installation reference line across the front propeller shaft flange (1) and the axle flange (2).
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Fig. 2: VENT HOSE
4. Remove vent hose (1) from axle housing (2).
Fig. 3: FRONT WHEEL SPEED SENSOR
5. Remove brake calipers and rotors.
6. Remove wheel speed sensors (1) from hub bearings.
7. Remove brake lines and sensor wiring from axle.
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Fig. 4: STABILIZER LINK
8. Remove stabilizer bar links (1) from axle brackets (2).
Fig. 5: SHOCK ABSORBER
9. Remove shock absorbers (1) from axle brackets (2).
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Fig. 6: TRACK BAR AXLE SIDE
10. Remove track bar bolt (1) and track bar (2) from axle bracket.
Fig. 7: STEERING DAMPER
11. Remove steering damper (1) from axle bracket (2).
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Fig. 8: DRAG LINK
12. Remove drag link (1) and tie rod ends (2) from steering knuckles.
Fig. 9: UPPER CONTROL ARM
13. Remove upper control arms (1) from axle brackets (2).
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Fig. 10: LOWER CONTROL ARM
14. Mark lower control arm cams (1) for installation reference and loosen nuts (2).
15. Lower axle enough to remove coil springs from axle.
16. Remove lower control arm bolts remove axle from vehicle.
INSTALLATION
INSTALLATION
Fig. 11: LOWER CONTROL ARM
CAUTION: The weight of the vehicle must be supported by the springs before suspension
arms and track bar fasteners are tightened. Failure to follow these instruction
will result in damaging the bushings.
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vent installation.
1. Position axle under vehicle.
2. Install lower control arms in axle brackets.
3. Install lower control arm bolts, cams (1) and loosely install nuts (2).
4. Install coil springs on axle and raise axle into position.
Fig. 12: UPPER CONTROL ARM
5. Install upper control arms (1) on axle brackets (2) and loosely install bolts and nuts.
6. Install track bar (2) in axle bracket and loosely install bolt (1).
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Fig. 14: STEERING DAMPER
7. Install steering damper (1) on axle bracket (2) and tighten to specification.
Fig. 15: DRAG LINK
8. Install drag link (1) and (2) tie rod ends on steering knuckles and tighten to specification.
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9. Install shock absorbers (1) on axle brackets (2) and tighten to specification.
Fig. 17: STABILIZER LINK
10. Install stabilizer bar links (1) on axle brackets (2) and tighten to specification.
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Fig. 18: FRONT WHEEL SPEED SENSOR
11. Install wheel speed sensors harness on axle and install sensors (1) in hub bearings.
12. Install brake rotors, calipers and brakes lines.
Fig. 19: VENT HOSE
13. Install vent hose (1) on axle housing (2).
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Fig. 20: AXLE FLANGE
NOTE: Clean all propeller shaft bolts and apply MoparÂ® Lock AND Seal
Adhesive or equivalent to the threads before installation.
14. Install propeller shaft with axle flange (2) and propeller shaft (1) marks aligned. Tighten bolts to
specification.
Fig. 21: UPPER/LOWER CONTROL ARMS
15. Remove lift from the axle.
16. Install wheel and lower vehicle.
17. Align lower control arm (2) cams to reference marks and tighten control arm nuts to specification.
18. Tighten upper (1) control arm nuts to specification.
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19. Tighten track bar (2) bolt (1) at axle bracket to torque specification.
ADJUSTMENTS
PINION DEPTHBEARING PRELOADGEAR BACKLASH
Fig. 23: SHIM LOCATION
Compensation for pinion depth variance is achieved with a select shim (1). The shims are placed between the
rear pinion bearing and the pinion gear head. A collapsible spacer on the pinion shaft is used to maintained
pinion bearing preload. Differential bearing preload and ring gear (3) backlash is achieved, with select shims
(2,4) located behind the bearing cups.
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Fig. 24: Pinion Gear ID Numbers
Ring and pinion gears are supplied as matched sets. The identifying numbers (3) for the ring and pinion gear are
etched/marked onto each gear. A plus (+) number, minus () number or zero (0) is etched/marked on the pinion
gear (2). This number is the amount (in thousandths of an inch) the depth varies from the standard depth setting
of a pinion etched/marked with a (0).
If a new gear set is being installed, note the depth variance etched into both the original and replacement pinion.
Add or subtract this number from the thickness of the original depth shim to compensate for the difference in
the depth variances. Refer to PINION GEAR DEPTH VARIANCE .
Note where Old and New Pinion Marking columns intersect. Intersecting figure represents plus or minus the
amount needed.
Note the etched number on the face of the pinion gear head (1, 2, 0, +1, +2, etc.). The numbers represent
thousands of an inch deviation from the standard. If the number is negative, add that value to the required
thickness of the depth shims. If the number is positive, subtract that value from the thickness of the depth shim.
If the number is 0 no change is necessary.
PINION GEAR DEPTH VARIANCE
Original Pinion Gear Replacement Pinion Gear Depth Variance
Depth Variance 4 3 2 1 0 +1 +2 +3 +4
+4 +0.008 +0.007 +0.006 +0.005 +0.004 +0.003 +0.002 +0.001 0
+3 +0.007 +0.006 +0.005 +0.004 +0.003 +0.002 +0.001 0 0.001
+2 +0.006 +0.005 +0.004 +0.003 +0.002 +0.001 0 0.001 0.002
+1 +0.005 +0.004 +0.003 +0.002 +0.001 0 0.001 0.002 0.003
0 +0.004 +0.003 +0.002 +0.001 0 0.001 0.002 0.003 0.004
1 +0.003 +0.002 +0.001 0 0.001 0.002 0.003 0.004 0.005
2 +0.002 +0.001 0 0.001 0.002 0.003 0.004 0.005 0.006
3 +0.001 0 0.001 0.002 0.003 0.004 0.005 0.006 0.007
4 0 0.001 0.002 0.003 0.004 0.005 0.006 0.007 0.008
PINION DEPTH MEASUREMENT AND ADJUSTMENT
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Fig. 25: Pinion Gear Depth Gauge Tools
Measurements are taken with pinion bearing cups and pinion bearings installed in the housing. Take
measurements with Dial Indicator C3339A (1).
Fig. 26: Pinion Height Block
1. Assemble Pinion Height Block 6739 (2), Pinion Block 9946 (1) and rear pinion bearing onto Screw 6741.
2. Insert assembled height gauge components into the housing through pinion bearing cups.
3. Install front pinion bearing and Conenut 6740. Tighten nut until torque to rotate the screw is 2.25 N.m
(20 in. lbs.).
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Fig. 27: ARBOR DISC WITH ARBOR
4. Place Arbor Disc 6732 (1) on Arbor D1153 (2) and position in axle housing differential bearing cradles.
NOTE: Arbor Discs 6732 has different step diameters to fit other axles. Choose
proper step for axle being serviced.
Fig. 28: GAUGE WITH BEARING CAPS
5. Install differential bearing caps (1) on arbor discs (2) and tighten cap bolts to 61 N.m (45 ft. lbs.).
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Fig. 29: DEPTH MEASUREMENT
6. Install Dial Indicator C3339A (1) into Scooter Block D1152A (2) and secure set screw.
7. Position Scooter Block/Dial Indicator flush on the pinion height block and zero the dial indicator.
8. Slowly slide the scooter block across the pinion height block over to the arbor. Move the scooter block
till the dial indicator probe crests the arbor and record the highest reading.
9. Select a shim equal to the dial indicator reading plus or minus the pinion depth variance number etched in
the face of the pinion. Example: If depth variance is 2 add 0.002 in. to the dial indicator reading. If
depth variance is +2 subtract 0.002 in. from the dial indicator reading.
The total is the shim thickness needed for the pinion depth variance.
DIFFERENTIAL BEARING PRELOAD AND GEAR BACKLASH
Before performing differential bearing preload and ring gear backlash measurements, pinion gear depth must be
established and the pinion gear ready for installation. Establishing pinion gear depth is essential to ring gear
backlash and tooth contact patterns.
Differential side bearing preload and gear backlash is accomplish with selective shims (2,4) positioned behind
the differential side bearing cups. Shims are determined using Dummy Bearings D348 in place of the
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differential side bearings and a Dial Indicator C3339A.
SHIM FORMULA: Differential End Play + Preload Specification = Total Differential Shim. Total Differential
Shim Ring Gear Side Shim Backlash Specification = Pinon Gear Side Shim.
PRELOAD SHIM SELECTION
Fig. 31: DIFFERENTIAL DUMMY BEARINGS
1. Remove differential side bearings from differential case.
2. Remove factory installed shims from differential case.
3. Install ring gear on differential case and tighten bolts to specification.
4. Install dummy side bearings D348 (1) on differential case (3) and install differential case (3) in the
housing (2).
Fig. 32: BEARING CAP BOLTS
5. Install differential (3) bearing caps (1) in original location and snug bearing cap bolts.
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Fig. 33: Seat Pinion Gear Side Differential Dummy Side Bearing
6. Seat differential dummy bearings to pinion gear side of the housing (2), with a deadblow hammer (1).
Fig. 34: Seat Ring Gear Side Differential Dummy Side Bearing
7. Seat differential dummy bearings to ring gear side of the housing (1), with a deadblow hammer (2).
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Fig. 35: DIAL INDICATOR LOCATION
8. Thread Pin C3288B (2) into cover bolt hole.
9. Attach Dial Indicator C3339A (1) to the pin and position indicator plunger on a flat surface between the
ring gear bolts.
Fig. 36: PINION GEAR SIDE
10. Push and hold differential case (1) to pinion gear side of the housing and zero dial indicator (2).
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Fig. 37: RING GEAR SIDE
11. Push and hold differential case (2) to ring gear side of the housing. Record the dial indicator (1) reading.
Add preload specification 0.2 mm (0.008 in.) to differential dial indicator reading. This is the total
differential shim thickness needed to preload the differential bearings.
EXAMPLE: Differential Dial Indication Reading + Preload Specification 0.2 mm (0.008 in.) = Total
Differential Shim
12. Rotate dial indicator out of the way on the pilot stud.
13. Remove differential case and dummy bearings from the housing.
Fig. 38: TORQUE TO ROTATE
14. Install pinion gear in the housing and establish pinion (1) torque to rotating (PTTR).
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15. Install differential case (1) with dummy bearings D348 in the housing, install bearing caps and snug
bolts.
16. Seat ring gear side dummy bearing.
17. Position dial indicator (2) plunger on a flat surface between the ring gear bolts.
18. Push and hold differential case (1) against pinion gear and zero dial indicator (2).
19. Push and hold differential case (2) to ring gear side of the housing and record dial indicator (1) ring gear
side reading.
20. Subtract backlash specification 0.05 mm (0.002 in.) from ring gear side reading for ring gear backlash.
The remainder is the shim needed on the ring gear side of the differential.
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EXAMPLE: Ring Gear Side Reading Backlash Specification 0.05 mm (0.002 in.) = Ring Gear Side
Shim
21. Subtract ring gear side shim from differential total preload shim. The remainder is the shim needed on the
pinion gear side of the differential.
EXAMPLE: Total Differential Shim Ring Gear Side Shim = Pinion Gear Side Shim
22. Rotate dial indicator out of the way on pilot stud.
23. Remove differential case with dummy bearings from the housing.
24. Install side bearings on differential case.
Fig. 41: SPREADER WITH HOLD DOWNS
25. Install spreader W129B (1) and hold down adapters (2) from Adapter Set 6987B onto housing. Spread
the housing 0.50 mm (0.020 in.).
CAUTION: Never spread housing over 0.50 mm (0.020 in.). Failure to follow these
instruction could result in distorting the housing.
Fig. 42: DIFFERENTIAL CASE
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26. Install differential case (2) with bearings cups (3) and shims into the housing (1).
27. Remove spreader from the housing.
28. Install bearing caps (1) and tighten bolts to 61 N.m (45 ft. lbs.).
29. Rotate differential case several times to seat the side bearings.
Fig. 44: Ring Gear Backlash Measurement
30. Position dial indicator plunger (1) against a ring gear tooth.
31. Push and hold ring gear upward while holding the pinion gear.
32. Zero dial indicator face to pointer.
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Fig. 45: BACKLASH SHIM
33. Push and hold ring gear downward while holding the pinion gear. Dial indicator reading should be
between 0.12 mm 0.20 mm (0.005 in 0.008 in). If backlash is not within specifications transfer the
necessary amount of shim thickness from one side of the housing to the other.
34. Verify differential case and ring gear runout by measuring ring to pinion gear backlash at eight locations
around the ring gear. Readings should not vary more than 0.05 mm (0.002 in). If readings vary more than
specified, the ring gear or the differential case is defective.
After the proper backlash is achieved, perform Gear Contact Pattern procedure.
GEAR CONTACT PATTERN
Fig. 46: GEAR DESCRIPTION
The ring gear and pinion teeth contact patterns will show if the pinion gear depth and ring gear backlash has
been adjusted correctly. Backlash can be adjusted within specifications to achieve desired tooth contact
patterns.
The TOP LAND (1) of the gear tooth is the top surface of the tooth. The PROFILE (2) of the gear tooth is the
depth of the tooth. The TOE (3) of the gear is the portion of the tooth surface at the end towards the center. The
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HEEL (4) of the gear is the portion of the tooth at the outerend. The ROOT (5) of the gear tooth is the lowest
portion of the tooth.
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 flange to increase the turning resistance of the
pinion. This will provide a more distinct contact pattern.
3. With a boxed end wrench on the ring gear bolt, rotate the differential case one complete revolution in
both directions while loading the pinion gear with shop towel.
The ring gear teeth with the greatest degree of contact with the pinion gear teeth will squeeze the compound to
the areas with the least amount of contact. Note and compare patterns on the ring gear teeth to Gear Tooth
Contact Patterns chart and adjust pinion depth and gear backlash as necessary.
TWO or THREE AXIS CUT GEAR
DIFFERENTIAL BEARING PRELOAD CHECK
With an inch pound torque wrench (2) measure Total Torque To Rotate (TTTR). This is the final check on the
differential assembly before installing the axle shafts. This will verify the correct differential bearing preload.
Total Torque To Rotate is: Pinion Torque To Rotate (PTTR) plus 0.79 1.24 N.m (7 11 in. lbs.).
NOTE: If TTTR is high, decrease the shim thickness equally on both sides of the
differential and check TTTR again. If TTTR is low, increase the shims thickness
equally on both sides of the differential and check TTTR again.
SPECIFICATIONS
SPECIFICATIONS
AXLE
Axle Ratio 3.21, 4.10
Ring Gear Diameter 186 mm (7.33 in.)
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Ring Gear Runout 0.12 mm (0.005 in.)
Ring Gear Backlash 0.12 0.20 mm (0.005 0.008 in.)
Pinion Torque To Rotate Original Bearings 1.2 2.2 N.m (10 20 in. lbs.)
Pinion Torque To Rotate New Bearings 2 3.4 N.m (15 30 in. lbs.)
Differential Total Torque To Rotate: Pinion Torque
0.79 1.24 N.m (7 11 in. lbs.)
To Rotate Plus
TORQUE
Fill Hole Plug 34 25
Differential Cover Bolts 41 30
Bearing Cap Bolts 61 45
Ring Gear Bolts 108 80
Pinion Nut 217 542 160 400
Axle Nut 136 100
Hub Bearing Bolts 102 75
SPECIAL TOOLS
SPECIAL TOOLS
Fig. 48: PULLER C293PA
Fig. 49: ADAPTER C29339
Fig. 50: ADAPTER C29348
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Fig. 51: FLANGE WRENCH C3281
Fig. 52: PINS C3288B
Fig. 53: DIAL INDICATOR C3339A
Fig. 54: INSTALLER C3716A
Fig. 55: INSTALLER C4040
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Fig. 56: HANDLE C4171
Fig. 57: PULLER C452
Fig. 59: INSTALLER D146
Fig. 60: REMOVER D149
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Fig. 61: DUMMY BEARINGS D348
Fig. 62: PLUG SP3289
Fig. 63: SPREADER W129B
Fig. 64: PINION DEPTH SET 6730
Fig. 65: TURNBUCKLE 6797
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Fig. 66: ADAPTER KIT 6987B
Fig. 67: CUP 8109
Fig. 68: SEAL INSTALLER 8110
Fig. 69: INSTALLER 8112
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Fig. 71: PINION BLOCK 9946
BEARING, DIFFERENTIAL SIDE
REMOVAL
REMOVAL
Fig. 72: Differential Bearing Removal
1. Remove bearings (2) from the differential case (3) with Puller C293PA (5) Adapter C29339 (1) and
Plug SP3289 (4).
INSTALLATION
INSTALLATION
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Fig. 73: Differential Side Bearing Installation
1. Install differential side bearings with Installer C3716A (1) and Handle C4171 (2).
CASE ASSEMBLY, DIFFERENTIAL
REMOVAL
REMOVAL
Fig. 74: DIFFERENTIAL COVER
1. Remove differential fill plug (2).
2. Remove differential cover (1) and drain fluid.
3. Remove axle shafts.
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Fig. 75: LOCATION MARKS
4. Note reference letters stamped (1,2) on the bearing caps and housing machined sealing surface.
5. Loosen differential bearing cap (1) bolts.
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Fig. 77: Install Axle Housing Spreader
6. Position Spreader W129B (4) with Adapter Kit 6987B (2) on differential locating holes. Install hold
down clamps (3) and tighten the turnbuckle (5) fingertight.
Fig. 78: Install Dial Indicator
7. Install a Pin C3288B (5) at the left side of the differential housing. Attach Dial Indicator C3339A (2)
to pin. Load indicator plunger against the opposite side of the housing and zero the indicator.
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Fig. 79: Spread Axle Housing
8. Spread housing while measuring the distance with the dial indicator (1).
CAUTION: Never spread housing over 0.50 mm (0.020 in). Failure to follow these
instructions will damage the housing.
Fig. 80: Differential Case Removal
9. Remove dial indicator.
10. Holding differential case (2) in position, remove differential bearing caps.
11. Remove differential case (2) from housing (1) and tag differential bearing cups (3) and shims location.
12. Remove spreader from housing.
13. Clean the housing cavity with flushing oil, light engine oil or lint free cloth.
NOTE: Do not use water, steam, kerosene or gasoline for cleaning.
DISASSEMBLY
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DISASSEMBLY
Fig. 81: RING GEAR
1. Remove ring gear bolts (1) and ring gear (2) from differential.
Fig. 82: ROLL PIN
2. Remove pinion mate shaft (1) roll pin with a punch (2) and hammer.
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Fig. 83: PINION MATE SHAFT
3. Remove pinion mate shaft (1) from differential and pinion gears (2).
Fig. 84: PINION MATE GEAR
4. Rotate pinion gears (1) with thrust washers (2) to differential windows (3).
5. Remove pinion gears (1) with thrust washers (2) through differential windows (3).
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Fig. 85: FIRST SIDE GEAR
6. Remove first side gear (1) with thrust washer (2) through differential window.
Fig. 86: SECOND SIDE GEAR
7. Remove second side gear (1) with thrust washer (2) through differential window.
ASSEMBLY
ASSEMBLY
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NOTE: If same gears and thrust washers are being used, install them into their original
locations.
1. Lubricate all differential components with axle lubricant.
2. Install first side gear (1) with thrust washer (2) through differential window.
3. Install second side gear (1) with thrust washer (2) through differential window.
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4. Install pinion gears (1) with thrust washers (2) through differential windows (3).
5. Rotate pinion gears (1) with thrust washers (2) and align gears to pinion mate shaft hole.
6. Install pinion mate shaft (1) in differential and pinion gears (2).
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Fig. 91: ROLL PIN
7. Install pinion mate shaft (2) roll pin (1).
Fig. 92: RING GEAR
8. Install ring gear (2) and bolts (1) on differential.
INSTALLATION
INSTALLATION
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NOTE: If replacement differential bearings or differential case are being installed,
differential side bearing shim requirements may change. Refer Adjustments
(Differential Bearing Preload and Gear Backlash) to determine the proper shim
selection.
1. Position Spreader W129B (1) and with dowel pins from Adapter Kit 6987B seated in housing locating
holes. Install holddown clamps (2) and tighten turnbuckle fingertight.
Fig. 94: SPREADER W/DIAL INDICATOR
2. Install Pin C3288B at the left side of the differential housing. Attach Dial Indicator C3339A (1) to pin.
Load the indicator plunger (2) against the opposite side of the housing and zero the indicator.
3. Spread the housing while measuring the distance with the dial indicator.
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4. Remove the dial indicator.
5. Install differential case (2) into the housing (1) with bearing cups (3) and preload shims. Tap the
differential case to ensure the bearings cups (3) are seated in the housing.
6. Install bearing caps with reference marks (1,2) in their original locations.
7. Loosely install differential bearing cap bolts.
8. Remove axle housing spreader.
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9. Tighten bearing cap (1) bolts to 61 N.m (45 ft. lbs.).
10. Install axle shafts.
11. Install differential cover (1).
COVER, DIFFERENTIAL
REMOVAL
REMOVAL
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2. Remove drain plug located on the side of the housing and drain fluid.
3. Install drain plug and tighten to 34 N.m (25 ft. lbs.).
4. Remove fill plug (1) and cover (2) bolts.
5. Remove cover.
INSTALLATION
INSTALLATION
Fig. 100: HOUSING COVER TYPICAL
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1. Apply a 6.35mm (1/4 in.) bead of Mopar Silicone Rubber Sealant (2) or equivalent to the housing cover
(1).
CAUTION: If housing cover is not installed within 3 to 5 minutes, the cover must be
cleaned and new RTV applied. Failure to follow these instructions will
result in a leak.
2. Install differential cover (2) and identification tag. Tighten cover bolts in a crisscross pattern to 41 N.m
(30 ft. lbs.).
3. Fill differential to specifications.
4. Install fill plug (1) and tighten to 34 N.m (25 ft. lbs.).
GEAR, RING AND PINION
REMOVAL
REMOVAL
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Fig. 102: RING GEAR
NOTE: The ring and pinion gears are serviced as a matched set. Never replace one
gear without replacing the other matched gear.
1. Remove differential from axle housing.
2. Remove ring gear bolts (1) and remove ring gear (2) from differential case.
Fig. 103: FLANGE HOLDER
3. Hold pinion flange (1) with Flange Wrench C3281 (2) and remove the pinion nut.
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Fig. 104: FLANGE PULLER
4. Remove pinion flange (1) with Puller C452 (2).
Fig. 105: PINION GEAR
5. Drive pinion out of the housing with a dead blow hammer (1).
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Fig. 106: OIL SLINGER
6. Remove pinion seal with seal puller.
7. Remove oil slinger (1).
Fig. 107: FRONT PINION BEARING
8. Remove front bearing (1).
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Fig. 108: FRONT BEARING CUP
9. Remove front pinion bearing cup with Remover D149 (1) and Handle C4171 (2).
10. Remove rear pinion bearing cup and oil baffle with a hammer and brass drift.
Fig. 109: COLLAPSIBLE SPACER
11. Remove collapsible spacer (1) from pinion shaft (2).
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Fig. 110: REAR PINION BEARING
12. Remove rear pinion bearing from pinion shaft (1) with Puller C293PA (2) and Adapters C29348 (3).
Fig. 111: PINION DEPTH SHIM
13. Remove pinion depth shim (1) from the pinion shaft (2) and record thickness.
INSTALLATION
INSTALLATION
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Fig. 112: REAR PINION BEARING CUP
1. Install oil baffle in rear bearing cup bore then install rear bearing cup with Installer C4308 (1) and
Handle C4171 (2).
Fig. 113: FRONT BEARING CUP INSTALLER
2. Install front bearing cup with Installer D146 (1) and Handle C4171 (2).
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3. Install front pinion bearing (1) into the housing.
4. Install front pinion bearing oil slinger (1) into the housing.
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5. Apply a light coating of gear lubricant on pinion seal lip and install seal with Installer 8681 (1) and
Handle C4171 (2).
6. Install pinion depth shim (1) on pinion shaft (2).
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7. Install rear pinion bearing (4) on pinion gear (3) with Installer C4040 (2) and a press (1).
8. Install new collapsible spacer (1) on pinion shaft (2) and install pinion into the housing.
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Fig. 120: FLANGE INSTALLER
9. Install pinion flange (1) with Installer 8112 (2) and Cup 8109.
10. Install new pinion nut.
11. With Flange Wrench C3281 (2) and torque wrench tighten pinion nut to 217 N.m (160 ft. lbs.).
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12. Using Flange Wrench C3281 and torque wrench set at 542 N.m (400 ft. lbs.). Slowly tighten the nut in
6.8 N.m (5 ft. lb.) increments until the pinion torque to rotate is achieved. Measure pinion (1) torque to
rotate with an inch pound torque wrench (2) frequently to avoid over crushing the collapsible spacer.
Pinion Torque To Rotate (PTTR) is:
Original Bearings: 1.13 2.26 N.m (10 20 in. lbs.).
New Bearings: 1.7 3.4 N.m (15 30 in. lbs.).
CAUTION: If more than 542 N.m (400 ft. lbs.) torque is required to crush the
collapsible spacer, the spacer is defective and must be replaced. Never
loosen pinion nut to decrease pinion bearing rotating torque and never
exceed specified preload torque. Failure to follow these instructions may
result in damage.
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Fig. 123: RING GEAR
13. Install ring gear with new ring gear bolts (1) and alternately tighten to 108 N.m (80 ft. lbs.).
CAUTION: Never reuse ring gear bolts. Failure to follow these instructions may result
in damage.
14. Install differential case in to axle housing.
15. Measure differential Total Torque To Rotate (TTTR) with an inch pound torque wrench (2) before
installing the axle shafts. This will verify differential bearing preload.
Total Torque To Rotate is: Pinion Torque To Rotate (PTTR) plus 0.79 1.24 N.m (7 11 in lbs.).
NOTE: If TTTR is too high, decrease shim thickness equally from both sides of
the differential and check TTTR again. If TTTR is too low, increase shim
thickness equally to both sides of the differential and check TTTR again.
SEAL, AXLE DRIVE SHAFT
REMOVAL
REMOVAL
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Fig. 125: AXLE SHAFT
2. Remove hub bearings (1) and axle shafts (2) from axle.
3. Remove differential case (2) with bearing cups (3) and shims from differential housing (1).
4. Remove inner axle shaft seals with a seal puller.
INSTALLATION
INSTALLATION
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Fig. 127: Axle Seal Installation
1. Clean axle oil seal bores.
2. Install oil seals in axle tube, then with Turnbuckle 6797 (1) and Discs 8110 (2) tighten tool until disc
bottoms (2) in housing.
3. Install differential (1) into housing (1) with bearing cups (3) and shims. Install bearing caps.
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4. Install hub bearings (1) with axle shafts (2).
5. Install wheel speed sensor.
6. Install brake components.
SEAL, DRIVE PINION
REMOVAL
REMOVAL
2. Remove brake rotors and calipers.
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3. Remove propeller shaft.
4. Rotate pinion gear three or four times.
5. Record pinion torque to rotate (1) with an inch pound torque wrench (2), for installation reference.
6. Hold pinion flange (1) with Flange Wrench C3281 (2) and remove pinion nut.
7. Mark a reference line across the pinion shaft and flange for installation reference.
Fig. 132: FLANGE PULLER
9. Remove seal with a seal puller.
INSTALLATION
INSTALLATION
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1. Apply a light coating of gear lubricant on the lip of pinion seal. Install seal with Installer 8681 (1) and
Handle C4171 (2).
Fig. 134: FLANGE INSTALLER
2. Install flange on the pinion shaft with the reference marks aligned.
3. Install flange (1) with Installer 8112 (2) and Cup 8109.
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5. Hold pinion flange (1) with Flange Wrench C3281 (2) and tighten pinion nut to 217 N.m (160 ft. lbs.).
6. Measure pinion torque to rotating (1) with an inch pound torque wrench (2). With a torque wrench set at
542 N.m (400 ft. lbs.) tighten nut in 6.8 N.m (5 ft. lbs.) increments until pinion torque to rotating is
achieved. Pinion torque to rotating is, the recorded reading plus an additional 0.56 N.m (5 in. lbs.).
CAUTION: If maximum tightening torque of 542 N.m (400 ft. lbs.) is reached before
torque to rotate is achieved, the collapsible spacer may have been
damaged. Never loosen pinion gear nut to decrease pinion gear bearing
rotating torque and never exceed specified preload torque. Failure to
follow these instruction may result in damage.
7. Install propeller shaft.
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SHAFT, AXLE
REMOVAL
REMOVAL
Fig. 137: STUB SHAFT NUT
2. Remove brake components.
3. Remove wheel speed sensor from hub bearing.
4. Remove hub nut (1) from axle shaft (2).
Fig. 138: HUB BEARING BOLTS
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5. Remove three hub bearing bolts (1) from steering knuckle (2).
6. Remove hub bearing (1) with axle shaft (2) through steering knuckle (3).
7. Remove brake shield and hub bearing from axle.
INSTALLATION
INSTALLATION
1. Clean axle shaft and apply a thin film of Mopar Wheel Bearing Grease or equivalent to the shaft splines
and seal contact surface.
2. Install hub bearing and brake shield on axle shaft.
3. Install axle shaft (2) with hub bearing (1) through steering knuckle and into differential side gears.
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Fig. 141: HUB BEARING BOLTS
4. Install three hub bearing bolts (1) through steering knuckle (2) and tighten to 102 N.m (75 ft. lbs.).
Fig. 142: STUB SHAFT NUT
5. Install hub nut (1) on axle shaft (2) and tighten to 136 N.m (100 ft. lbs.).
UJOINT, SINGLE CARDAN
REMOVAL
REMOVAL
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Fig. 143: STUB SHAFT SNAP RINGS
NOTE: Saturate bearing caps with penetrating oil prior to removal.
1. Remove axle shaft.
2. Remove bearing cap snap rings (1) from stub shaft yoke (2) bearing caps.
Fig. 144: PRESS STUB SHAFT 1ST CUP
3. Position receiver/socket (2) and driver/socket (1) on stub shaft yoke (3) in press. Press bearing cup into
receiver/socket (2).
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Fig. 145: STUB SHAFT 1ST CUP
4. Remove bearing cap (1) from stub shaft yoke (2).
Fig. 146: PRESS STUB SHAFT 2ND CUP
5. Position receiver/socket (2) under stub shaft yoke (3) remaining bearing cup and driver/socket (1) on U
joint cross in press. Press bearing cup into receiver/socket (2)
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Fig. 147: STUB SHAFT 2ND CUP
6. Remove bearing cap (1) from stub shaft yoke (2). Then remove stub shaft from Ujoint cross.
Fig. 148: SHAFT SNAP RINGS
7. Remove snap rings (1) from shaft yoke (2) bearing caps.
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Fig. 149: PRESS SHAFT 1ST CUP
8. Position receiver/socket (2) and driver/socket (1) on shaft yoke (3) in press. Press bearing cup into
Fig. 150: SHAFT 1ST CUP
9. Remove bearing cap (1) from shaft yoke (2).
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Fig. 151: PRESS SHAFT 2ND CUP
10. Position receiver/socket (2) under shaft yoke (3) remaining bearing cup and driver/socket (1) on Ujoint
cross in press. Press bearing cup into receiver/socket (2)
Fig. 152: SHAFT 2ND CUP
11. Remove bearing cap (1) from shaft yoke (2). Then remove Ujoint cross from shaft yoke.
INSTALLATION
INSTALLATION
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Fig. 153: UJOINT CROSS
CAUTION: Keep cross and bearing cap straight during installation. Failure to follow these
instruction will result in damage.
1. Pack bearing caps 1/3 full of wheel bearing lubricant. Apply extreme pressure (EP), lithiumbase
lubricant to aid in installation.
2. Position cross (1) in the shaft yoke (2).
Fig. 154: PRESS SHAFT 1ST CUP
3. Tap bearing cap into the yoke bores far enough to position cross.
4. Position receiver/socket (1) on shaft yoke and driver/socket (2) on bearing cap in press.
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Fig. 155: SHAFT 1ST SNAP RING
5. Press bearing cap into shaft yoke (1) until bearing cap snap ring groove is visible and install snap ring
(2).
Fig. 156: PRESS SHAFT 2ND CUP
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Fig. 157: SHAFT 2ND SNAP RING
(2).
Fig. 158: STUB SHAFT ON CROSS
8. Install stub shaft yoke (1) on Ujoint cross (2).
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Fig. 159: PRESS STUB SHAFT 1ST CUP
9. Tap fist bearing cap into the stub shaft yoke bore far enough to position cross.
Fig. 160: STUB SHAFT 1ST SNAP RING
11. Press bearing cap into stub shaft yoke (1) until bearing cap snap ring groove is visible and install snap
ring (2).
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Fig. 161: STUB SHAFT 2ND CUP
12. Position receiver/socket (1) on stub shaft yoke and driver/socket (2) on bearing cap in press.
Fig. 162: STUB SHAFT 2ND SNAP RING
ring (2).
14. Install axle shaft.
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Back To Article
Front Axle 216FBI Wrangler
FRONT AXLE 216FBI
GEAR NOISE
Gear damage.
BEARING NOISE
LOW SPEED KNOCK
VIBRATION
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Worn Ujoint or CV.
Bent axle shaft(s).
belts.
DRIVELINE SNAP
Worn Ujoints or CV.
DIAGNOSTIC TABLE
Wheel Noise Wheel loose. Tighten loose nuts.
Faulty, brinelled wheel bearing. Replace bearing.
Axle Shaft Noise Misaligned axle tube. Inspect axle tube alignment.
Bent or sprung axle shaft. Inspect and correct as necessary.
End play in pinion bearings. Refer to pinion preload
necessary.
Excessive ring and pinion gear Check and adjustment ring and
Improper pinion bearing Adjust the pinion bearings pre
adjustments. load.
Loose pinion flange nut. Tighten pinion flange nut to
specifications.
Scuffed gear tooth contact Inspect and replace as necessary.
surfaces.
Axle Shaft Broke Misaligned axle tube. Replace broken shaft after
Vehicle overloaded. Replace broken shaft and avoid
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Erratic clutch operation. Replace broken shaft and avoid or
correct erratic clutch operation.
Grabbing clutch. Replace broken shaft and inspect
and repair clutch as necessary.
Differential Cracked Improper differential bearing Replace case, inspect gears and
properly.
Excessive ring gear backlash. Replace case and inspect gears
Vehicle overloaded. Replace case and inspect gears
Erratic clutch operation. Replace case and inspect gears
Differential Gears Scored Insufficient lubrication. Replace scored gears. Fill
type and quantity.
Improper grade of lubricant. Replace scored gears. Fill
type and quantity.
Excessive spinning of one Replace scored gears. Inspect all
wheel/tire. gears, pinion bores, and shaft for
damage. Service as necessary.
Loss Of Lubricant Lubricant level too high. Drain lubricant to the correct
level.
Worn axle shaft seals. Replace seals.
Cracked differential housing. Repair as necessary.
Worn pinion seal. Replace seal.
Worn/scored flange. Replace flange and seal.
Differential cover not sealed. Remove, clean, and seal cover.
Axle Overheating Lubricant level low. Fill differential to correct level.
Improper grade of lubricant. Fill differential with the correct
Bearing preloads too high. Adjust bearing preloads.
Insufficient ring gear backlash. Adjust ring gear backlash.
Gear Teeth Broke Overloading. Replace gears. Examine other
damage.
Erratic clutch operation. Replace gears and examine the
Icespotted pavement. Replace gears and examine
Improper adjustments. Replace gears and examine
correct.
Axle Noise Insufficient lubricant. Fill differential with the correct
Improper ring and pinion gear Check ring and pinion gear
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Unmatched ring gear and pinion. Replace gears with a matched ring
gear and pinion.
Worn teeth on ring and pinion Replace ring and pinion gears.
gears.
Loose pinion bearings. Adjust pinion bearing preload.
Loose differential bearings. Adjust differential bearing pre
load.
Loose or sprung ring gear. Measure ring gear runout.
Loose differential bearing cap Inspect differential components
Housing not machined properly. Replace housing.
REMOVAL
REMOVAL
Fig. 1: Front Reference Mark
vent removal.
2. Position and secure a lift under the axle.
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Fig. 2: TruLok Harness
4. Disconnect TruLok wiring connectors (1,2) and axle vent hose.
5. Remove brake calipers and rotors.
6. Remove wheel speed sensors (1) from hub bearings.
7. Remove brake lines and sensor wiring from axle.
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Fig. 4: Stabilizer Link
Fig. 5: Shock Absorber
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Fig. 6: Track Bar Axle Side
10. Remove track bar bolt (1) and track bar (2) from axle bracket.
Fig. 7: Steering Damper
11. Remove steering damper (1) from axle bracket (2).
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Fig. 8: Drag Link
12. Remove drag link (1) and tie rod ends (2) from steering knuckles.
Fig. 9: Upper Control Arm
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Fig. 10: Lower Control Arm
14. Mark lower control arm cams (1) for installation reference and loosen nuts (2).
15. Lower axle enough to remove coil springs from axle.
16. Remove lower control arm bolts remove axle from vehicle.
INSTALLATION
INSTALLATION
Fig. 11: Lower Control Arm
CAUTION: The weight of the vehicle must be supported by the springs before suspension
arms and track bar fasteners can be tightened. Failure to follow these
instruction will result in damaging the bushings.
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vent installation.
1. Position axle under vehicle.
2. Install lower control arms in axle brackets.
3. Install lower control arm bolts, cams (1) and loosely install nuts (2).
4. Install coil springs on axle and raise axle into position.
Fig. 12: Upper Control Arm
5. Install upper control arms (1) on axle brackets (2) and loosely install bolts and nuts.
6. Install track bar (2) in axle bracket and loosely install bolt (1).
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Fig. 14: Steering Damper
7. Install steering damper (1) on axle bracket (2) and tighten to specification.
Fig. 15: Drag Link
8. Install drag link (1) and (2) tie rod ends on steering knuckles and tighten to specification.
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Fig. 16: Shock Absorber
9. Install shock absorbers (1) on axle brackets (2) and tighten to specification.
Fig. 17: Stabilizer Link
10. Install stabilizer bar links (1) on axle brackets (2) and tighten to specification.
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11. Install wheel speed sensors harness on axle and install sensors (1) in hub bearings.
12. Install brake rotors, calipers and brakes lines.
13. Connect TruLok wiring connectors (1,2) and axle vent hose.
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Fig. 20: Axle Flange
NOTE: Clean all propeller shaft bolts and apply MoparÂ® Lock AND Seal
Adhesive or equivalent to the threads before installation.
14. Install propeller shaft with axle flange (2) and propeller shaft (1) marks aligned.
Fig. 21: Upper/Lower Control Arms
15. Remove lift from the axle.
16. Install wheel and lower vehicle.
17. Align lower control arm (2) cams to reference marks and tighten control arm nuts to specification.
18. Tighten upper (1) control arm nuts to specification.
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19. Tighten track bar (2) bolt (1) at axle bracket to torque specification.
ADJUSTMENTS
Fig. 23: Pinion Gear ID Numbers
Ring and pinion gears are supplied as matched sets. The identifying numbers (3) for the ring and pinion gear are
etched into the each gear. A plus (+) number, minus () number or zero (0) is etched into the face of the pinion
gear (2). This number is the amount (in thousandths of an inch) the depth varies from the standard depth setting
of a pinion etched with a (0). The standard depth provides the best gear tooth contact pattern. Refer to
DIFFERENTIAL BEARING PRELOAD AND GEAR BACKLASH and GEAR CONTACT PATTERN
in this service information for additional information.
If a new gear set is being installed, note the depth variance etched into both the original and replacement pinion.
Add or subtract this number from the thickness of the original depth shim/oil slinger to compensate for the
difference in the depth variances. Refer to PINION GEAR DEPTH VARIANCE TABLE.
Note where Old and New Pinion Marking columns intersect. Intersecting figure represents plus or minus the
amount needed.
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Note the etched number on the face of the pinion gear head (1, 2, 0, +1, +2, etc.). The numbers represent
thickness of the depth shims. If the number is positive, subtract that value from the thickness of the depth shim.
If the number is 0 no change is necessary.
PINION GEAR DEPTH VARIANCE TABLE
Original Pinion Gear Depth Replacement Pinion Gear Depth Variance
Variance 4 3 2 1 0 +1 +2 +3 +4
+4 +0.008 +0.007 +0.006 +0.005 +0.004 +0.003 +0.002 +0.001 0
+3 +0.007 +0.006 +0.005 +0.004 +0.003 +0.002 +0.001 0 0.001
+2 +0.006 +0.005 +0.004 +0.003 +0.002 +0.001 0 0.001 0.002
+1 +0.005 +0.004 +0.003 +0.002 +0.001 0 0.001 0.002 0.003
0 +0.004 +0.003 +0.002 +0.001 0 0.001 0.002 0.003 0.004
1 +0.003 +0.002 +0.001 0 0.001 0.002 0.003 0.004 0.005
2 +0.002 +0.001 0 0.001 0.002 0.003 0.004 0.005 0.006
3 +0.001 0 0.001 0.002 0.003 0.004 0.005 0.006 0.007
4 0 0.001 0.002 0.003 0.004 0.005 0.006 0.007 0.008
PINION DEPTH MEASUREMENT
Fig. 24: Pinion Gear Depth Gauge Tools
Measurements are taken with pinion bearing cups and pinion bearings installed in the housing. Take
measurements with Dial Indicator C3339A (1).
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Fig. 25: Pinion Height Block
2. Insert assembled height gauge components, rear bearing and screw into the housing through pinion
bearing cups.
3. Install front pinion bearing and Conenut 6740. Tighten nut until a Torque To Rotate the screw is 2.25
N.m (20 in. lbs.).
Fig. 26: Arbor Discs
4. Place Arbor Disc 8541A (1) on Arbor D1153 (2) in position in the housing side bearing cradles.
NOTE: Arbor Discs 8541A has different step diameters to fit other axles. Choose
proper step for axle being serviced.
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Fig. 27: Discs And Bearing Caps
5. Install differential bearing caps (1) on arbor discs (2) and install bearing cap bolts. Tighten bearing cap
bolts to 108 N.m (80 ft. lbs.).
Fig. 28: Depth Measurement
6. Assemble Scooter Block D1152A (1) and Dial Indicator C3339A (2) secure set screw.
7. Position Scooter Block/Dial Indicator flush on the pinion height block. Hold scooter block and zero the
dial indicator.
8. Slowly slide the scooter block (1) across the pinion height block over to the arbor. Move the scooter
block till dial indicator (2) crests the arbor, then record the highest reading.
9. Select a shim equal to the dial indicator reading plus or minus the pinion depth variance number etched in
the face of the pinion. Example: If the depth variance is 2, add 0.002 in. to the dial indicator reading. If
the depth variance is +2, subtract 0.002 in. from the dial indicator reading.
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DIFFERENTIAL BEARING PRELOAD AND GEAR BACKLASH
Fig. 29: Shim Location
established and the pinion gear ready for installation. Establishing pinion gear depth is essential to gear
Differential bearing preload and gear backlash is accomplish with selective shims (2,4) positioned behind the
differential side bearing cups. Shim thickness is determined using Dummy Bearings 9992 in place of the
SHIM FORMULA: Differential End Play + Preload Specification = Total Differential Shim. Total Differential
Shim Ring Gear Side Shim Backlash Specification = Pinon Gear Side Shim.
Fig. 30: Bearing Cap Bolts
4. Install dummy side bearings 9992 on differential case.
5. Install differential case (3) in the housing (2).
6. Record the thickness of Dummy Shims 10178, then insert the shims between the dummy bearings and the
differential housing.
7. Install bearing caps (1) in original location and snug the bolts.
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Fig. 31: Seat Dummy Bearing Pinion Side
8. Seat differential (3) dummy bearings to pinion side (2) of the housing with a deadblow hammer (1).
Fig. 32: Seat Dummy Bearing Ring Gear Side
9. Seat differential (3) dummy bearings to ring gear side (1) of the housing with a deadblow hammer (2).
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Fig. 33: Differential Side Play Measurement
10. Thread Pin C3288B (3) into cover bolt hole below ring gear.
11. Attach the Dial Indicator C3339A (4) to the pin. Position the dial indicator plunger on a flat surface
between the ring gear bolt heads.
Fig. 34: Pinion Gear Side
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Fig. 35: Ring Gear Side
13. Push and hold differential case (2) to ring gear side of the housing. Record dial indicator (1) differential
reading. Add preload specification 0.25 mm (0.010 in) to differential dial indicator reading. This is the
total shims needed to preload the differential bearings.
EXAMPLE: Differential Dial Indicator Reading + Preload Specification 0.25 mm (0.010 in) = Total
Differential Shim
14. Rotate dial indicator out of the way on the pilot stud.
16. Install pinion gear in the housing and establish pinion torque to rotating (PTTR).
Fig. 36: Pinion Gear Side
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17. Install differential case and dummy bearings 9992 in the housing.
18. Install a single dummy shim in the ring gear side. Install the bearing caps and snug bolts.
19. Seat ring gear side dummy bearing.
20. Position dial indicator (2) plunger on a flat surface between the ring gear bolts.
21. Push and hold differential case (1) against pinion gear and zero dial indicator (2).
Fig. 37: Ring Gear Side
side reading.
The remainder is the shim needed for the ring gear side of the differential.
EXAMPLE: Ring Gear Side Dial Indicator Reading Backlash Specification 0.05 mm (0.002 in.) =
Ring Gear Side Shim
24. Subtract ring gear side shim from the total preload shim. The is the shim needed on the pinion side of the
differential.
27. Install side bearings on differential case.
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Fig. 38: Spreader With Hold Downs
28. Install Spreader W129B (1) with hold downs (2) from Adapter Set 6987B on the housing and spread
open enough to receive differential case.
Fig. 39: Differential Case
29. Install differential case (2) into the housing with bearing cups (3) and shims.
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Fig. 40: Bearing Cap Bolts
30. Install bearing caps and tighten bolts finger tight. Remove spreader from the housing.
31. Install bearing cap (1) and tighten bolts to 108 N.m (80 ft. lbs.).
32. Rotate the differential case several times to seat the side bearings.
Fig. 41: Ring Gear Backlash Measurement
33. Position dial indicator plunger against a ring gear tooth.
34. Push and hold ring gear upward while not allowing the pinion gear to rotate.
35. Zero dial indicator (1) 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 0.20 mm (0.005 in 0.008 in). If backlash is not within specifications
transfer the necessary amount of shim thickness from one side of the housing to the other.
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Fig. 42: Backlash Shim
37. Verify differential case and ring gear runout by measuring ring to pinion gear backlash at eight locations
around the ring gear. Readings should not vary more than 0.05 mm (0.002 in). If readings vary more than
specified, the ring gear or the differential case is defective.
After the proper backlash is achieved, perform GEAR CONTACT PATTERN Analysis procedure.
Fig. 43: Gear Description
The ring gear and pinion teeth contact patterns will show if the pinion depth is correct in the housing. It will
also show if the ring gear backlash has been adjusted correctly. The backlash can be adjusted within
specifications to achieve desired tooth contact patterns.
NOTE: 2162 of 4937

NOTE: If the PROFILE across the tooth is the same it is a Three Axis cut gear. If the
PROFILE across the tooth is tapered it is a Two Axis cut gear.
2. Wrap, twist and hold a shop towel around the pinion yoke to increase the turning resistance of the pinion.
This will provide a more distinct contact pattern.
3. With a boxed end wrench on the ring gear bolt, rotate the differential case one complete revolution in
both directions while a load is being applied from shop towel.
The areas on the ring gear teeth with the greatest degree of contact against the pinion teeth will 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 adjust pinion depth and gear backlash as necessary.
TWO or THREE AXIS CUT GEAR
The final check on the differential assembly before installing the axle shafts is torque to rotate pinion and
differential combined. This will verify the correct differential bearing preload.
Total Torque To Rotate (TTTR) is: Pinion Torque To Rotate plus 0.79 1.24 N.m (7 11 in lbs).
SPECIFICATIONS
FRONT AXLE 216FBI
AXLE
Axle Ratio 4.10
Ring Gear Runout 0.12 (0.005 in.)
Pinion Torque To Rotate Original Bearing 1 2.2 N.m (10 20 in. lbs.)
Pinion Torque To Rotate New Bearing 2.2 4.5 N.m (20 40 in. lbs.)
Total Torque To Rotate: Pinion Torque To Rotate
0.79 1.24 N.m (7 11 in lbs)
plus
TORQUE
Fill Plug 34 25
Pinion Nut 217271 160200
Axle Nut 136 100
Hub Bearing Bolts 102 75
SPECIAL TOOLS
SPECIAL TOOLS
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Fig. 44: Puller C293PA
Fig. 45: Plug C2933
Fig. 46: Adapter C29347
Fig. 47: Flange Wrench C3281
Fig. 48: Pins C3288B
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Fig. 49: Dial Indicator C3339A
Fig. 50: Installer C4040
Fig. 51: Handle C4171
Fig. 54: Remover C452
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Fig. 55: Installer D146
Fig. 56: Remover D158
Fig. 57: Spreader W129B
Fig. 58: Pinion Depth Set 6730
Fig. 59: Turnbuckle 6797
Fig. 60: Adapter Kit 6987B
Fig. 61: Installer Discs 8110
Fig. 62: Installer 8112
Fig. 63: Arbor Discs 8541
Fig. 64: Installer 8681
Fig. 65: Pinion Block 9990
Fig. 66: Dummy Bearing 9992
Fig. 67: Dummy Shim 10178
REMOVAL
REMOVAL
Fig. 68: TruLok Differential Bearings
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1. Remove differential case from axle housing.
2. Remove bearings from the differential case with Puller C293PA (1), Plug C2933 (2), and Adapters C
29347 (3).
INSTALLATION
INSTALLATION
Fig. 69: Bearing Installer C4213
1. Install differential side bearings with Installer C4213 (1) and Handle C4171 (2).
2. Install differential into the housing.
CASE ASSEMBLY, DIFFERENTIAL, TRULOK
DESCRIPTION
DESCRIPTION
Fig. 70: TruLok
TruLok is an electronically locking differential (1). The differential has four pinion gears, three pinion shafts
and two side gears. On the back side of one side gear (2) is half of the dog clutch.
NOTE: The electric locking differential is serviced as an assembly.
A 12 volt electromagnetic coil (3) on the differential is controlled by the Totally Integrated Power Module
(TIPM). When the coil (3) is energized the dog clutch is engaged which locks the one side gear to the
differential case. This action locks the axles and triggers a switch (4) in the differential housing which activates
the TruLok indicator light on the dash.
OPERATION
OPERATION
Pressing a twoway momentary rocker switch on the switch bank request axle lock. The first press DOWN
requests rear axle to be locked, every other press DOWN toggles between "front and rear axle lock" and "rear
axle lock" request states. Press rocker switch UP requests both axles to be unlocked. The switch is on the IP in
the switch bank. The switch bank sends a message to the Cabin Cluster Node (CCN). The CCN handles the
switch debounce and switch diagnostics. Any one message sent by the CCN on the network is a valid switch
change. The CCN passes the information to the Totally Integrated Power Module (TIPM) via a CAN B
message. The TIPM will process the switch info received from CAN B, control the outputs as required by the
Axle Lock Electrical Requirements, and send a lighting request to the CCN via CAN B. There are three telltales
on the cluster, "Rear", "Front", and "Lock". The telltales will be off if the axles are unlocked, flashing if there is
a pending request to lock but the axles are not yet locked (transition to lock, torquelocked, or conditions not
correct), and flashing rapidly if there is a fault. The "Front" and "Rear" telltales will match the front and rear
differential states. The "Lock" telltale will be on solid if either the "Front" or "Rear" telltale is on or blinking.
The TIPM will send the axle lock status message to the ESP module via CAN C.
AXLE LOCK ELECTRICAL REQUIREMENTS
DIFFERENTIAL LOCK
Vehicle speed of 16 KPH (10 MPH) or below
Transfer case in 4 LO position
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Switch request message for the corresponding axle/s has been received
Ignition switch in the RUN or START position
No system, module. or switch faults have been detected
DIFFERENTIAL UNLOCK
Transfer case in 4 HI, 2 WD, or Neutral
Loss of ignition switch signal, vehicle speed signal, transfer case signal
Vehicle speed of 50 KPH (30 MPH) or higher
Valid switch message received
AXLE FAILSAFE
Axles will UNLOCK with ignition switch in either the OFF or ACC position.
Axles will not LOCK if there is no ignition switch, vehicle speed, or transfer case position signal. Axles
will UNLOCK with the loss of any of these signals.
Axles will not LOCK if the ignition switch is OFF.
Axles will UNLOCK if a switch failure is detected.
Software Latch Feature: The Totally Integrated Power Module (TIPM) will have a software latch of the axle
switch during an ignition switch OFF when the vehicle is in 4 LO transfer case position. Upon ignition key
RUN or START the TIPM shall check to verify conditions are correct for an axle lock and automatically lock
the axles that were locked before the ignition was turned OFF.
DIFFERENTIAL TRULOK
The control module for the electronically locking differentials detects faults from input signal/messages,
sensors, solenoids, and drivers/relays and report the corresponding Diagnostic Trouble Code (DTC).
The lighting strategy for the axle lock switch.
1. The FRONT LED will
a. turn ON SOLID when the front axle is locked
b. turn ON BLINKING when the front axle is attempting to lock
c. turn ON BLINKING when a lock front axle request is received but conditions to lock are not
correct
d. turn OFF when the axle is UNLOCKED
e. turn ON FAST BLINKING when there is a fault detected for the front axle
2. The REAR LED will
a. turn ON SOLID when the rear axle is locked
b. turn ON BLINKING when the rear axle is attempting to lock
c. turn ON BLINKING when a lock rear axle request is received but conditions to lock are not correct
e. turn ON FAST BLINKING when there is a fault detected for the rear axle
INDICATOR SWITCH
Ohm meter set on continuity: One lead on each connector terminal
Switch Plunger IN Locker Not Engaged No Continuity
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Switch Plunger OUT Locker Engaged Continuity
REMOVAL
REMOVAL
Fig. 71: Differential Cover
4. Remove TruLok harness from the coil connector (1) and indicator switch (2).
5. Remove TruLok coil connector (1) bolt.
Fig. 73: Coil Harness
6. Remove TruLok coil connector (1) from the axle housing and remove coil harness (2) from the
connector (1).
Fig. 74: Bearing Caps
8. Position Spreader W129B (2) with Adapter Kit 6987B on differential locating holes. Install holddown
clamps and tighten the turnbuckle fingertight.
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9. Install a Pin C3288B (1) at the left side of the differential housing. Attach Dial Indicator C3339A to
pin. Load indicator plunger against the opposite side of the housing and zero the indicator.
Fig. 76: Coil Bracket
12. Holding differential case in position, remove differential bearing cap bolts.
13. Remove coil antirotation bracket (1) from the bearing cap (2), then remove both bearing caps.
14. Remove differential case from housing and tag differential bearing cups and shims location.
Fig. 77: Indicator Switch
16. Remove TruLok indictor switch (1) from differential housing (2).
INSTALLATION
INSTALLATION
differential side bearing shim requirements may change. Refer to Adjustments
(DIFFERENTIAL BEARING PRELOAD AND GEAR BACKLASH) to determine the
proper shim selection.
1. Install TruLok indicator switch (1) into differential housing (2).
Fig. 79: Spreader With Hold Downs
Fig. 80: Spreader With Dial Indicator
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Fig. 81: Coil Bracket
6. Install differential case into the housing with differential bearing cups and shims in their original
locations.
7. Install bearing caps (2) in their original locations and coil antirotation bracket (1).
Fig. 82: Bearing Caps
9. Remove spreader.
10. Tighten bearing cap (1) bolts in a crisscross pattern to 108 N.m (80 ft. lbs.).
11. Install TruLok coil connector (2) to the coil harness (1).
12. Install TruLok coil connector (1) and install bolt.
13. Install TruLok harness to the coil connector (1) and indicator switch (2).
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COIL, DIFFERENTIAL
REMOVAL
REMOVAL
Fig. 86: TruLok Differential Bearings
2. Remove bearing from the coil side of the differential case with Puller C293PA (1), Plug C2933 (2),
and Adapters C29347 (3).
Fig. 87: Coil Washer
3. Remove thrust washer (1) from differential case and coil (2).
Fig. 88: Coil
4. Remove coil (1) from differential case.
INSTALLATION
INSTALLATION
Fig. 89: Coil
1. Install coil (1) on differential case.
Fig. 90: Coil Washer
2. Install thrust washer (1) on top of the coil (2).
Fig. 91: Bearing Installer C4213
3. Install differential side bearing with Installer C4213 (1) and Handle C4171 (2).
COVER, DIFFERENTIAL
REMOVAL
REMOVAL
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3. Install drain plug and tighten to 34 Nm (25 ft. lbs.).
4. Remove fill plug (1).
5. Remove cover (2) bolts.
6. Remove cover.
INSTALLATION
INSTALLATION
Fig. 93: Housing Cover Typical
1. Apply a 6.35 mm (1/4 in.) bead of Mopar Silicone Rubber Sealant (3) or equivalent to the housing cover.
cleaned and new RTV applied. Failure to heed caution may result in
damage.
2. Install differential cover (2), and tighten cover bolts in a crisscross pattern to 41 N.m (30 ft. lbs.).
4. Install fill plug and tighten to 34 N.m (25 ft. lbs.).
REMOVAL
REMOVAL
Fig. 94: Ring Gear
NOTE: The ring and pinion gears are serviced as a matched set. Never replace one
gear without replacing the other gear.
1. Remove differential assembly from axle housing.
2. Remove ring gear bolts (1) and remove ring gear (2) from differential case.
3. Remove TruLok indicator switch (1) from differential housing (2).
Fig. 96: Flange Holder
Fig. 97: Flange Puller
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Fig. 98: Remove/Install Pinion Gear
6. Remove pinion gear from housing with dead blow hammer (1).
Fig. 99: Collapsible Spacer
7. Remove collapsible spacer (1) from pinion gear (3).
Fig. 100: Rear Pinion Bearing
Fig. 101: Pinion Depth Shim
9. Remove pinion depth shim (1) from pinion shaft (2) and record thickness.
Fig. 102: Oil Slinger
10. Remove pinion seal with seal puller.
11. Remove front bearing oil slinger (1).
Fig. 103: Front Pinion Bearing
12. Remove front pinion bearing (1).
Fig. 104: Front Bearing Cup Removal
13. Remove front pinion bearing cup with Remover D158 (1) and Handle C4171 (2).
Fig. 105: Rear Bearing Cup Removal
14. Remove rear bearing cup (1) and oil baffle with a hammer and punch (2).
INSTALLATION
INSTALLATION
Fig. 106: Rear Pinion Bearing Cup
1. Install oil baffle in rear pinion cup bore.
2. Install rear pinion bearing cup with Installer C4308 (1) and Handle C4171 (2).
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Fig. 107: Front Bearing Cup Installer
3. Install front pinion bearing cup with Installer D146 (1) and Handle C4171 (2).
Fig. 108: Front Pinion Bearing
4. Install pinion front bearing (1).
Fig. 109: Oil Slinger
5. Install pinion front bearing oil slinger (1).
Fig. 110: Seal Installer 8681
6. Apply a light coating of gear lubricant on pinion seal lip. Install seal with Installer 8681 (1) and Handle
C4171 (2).
Fig. 111: Pinion Depth Shim
7. Install pinion depth shim (1) on pinion gear shaft (2).
Fig. 112: Rear Pinion Bearing
8. Install rear pinion bearing (4) on the pinion gear (3) with Installer C4040 (2) and a press (1).
Fig. 113: Collapsible Spacer
9. Install collapsible spacer (1) on pinion gear (3).
Fig. 114: Flange Installer
10. Install pinion gear in housing.
11. Install pinion flange (1) with Installer 8112 (2) and Cup 8109.
12. Install new nut on the pinion gear. Hold pinion flange (1) with Flange Wrench C3281 (2) and tighten nut
to 217 N.m (160 ft. lbs.).
13. Set torque wrench to 271 N.m (200 ft. lbs.) and tighten pinion nut in 6.8 N.m (5 ft. lbs.) increments until
Pinion Torque To Rotate (PTTR) specification is achieved.
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Fig. 116: Torque To Rotate
14. Measure Pinion Torque To Rotate (1) after each 6.8 N.m (5 ft. lbs.) increment with an inch pound torque
wrench (2).
Pinion Torque To Rotate is:
Original Bearings: 1 2 N.m (10 20 in. lbs.)
New Bearings: 2 4.5 N.m (20 40 in. lbs.)
Fig. 117: Ring Gear
15. Install ring gear with new ring gear (2) bolts (1) and alternately tighten to 136 N.m (100 ft. lbs.).
CAUTION: Never reuse the ring gear bolts. Failure to follow these instruction may
result in damage.
17. Install differential case into axle housing.
18. Measure differential Total Torque To Rotate (TTTR) with an inch pound torque wrench (2) before
installing the axle shaft. This will verify differential bearing preload.
Total Torque To Rotate is: Pinion Torque To Rotate plus 0.79 1.24 N.m (7 11 in lbs.).
SEAL, AXLE DRIVE SHAFT
REMOVAL
REMOVAL
4. Remove hub bearings (1) with axle shafts (2) from axle.
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5. Remove differential cover.
6. Remove differential assembly (2) from axle housing (1).
7. Remove inner axle shaft seals with a seal puller.
INSTALLATION
INSTALLATION
Fig. 122: Axle Seal Installer
1. Remove any sealer remaining from original seals.
2. Install oil seals with Discs 8110 (2) and Turnbuckle 6797 (1). Tighten tool until disc bottoms in housing.
3. Install differential (2) into housing (1).
4. Install hub bearings (1) and axles (2).
Fig. 125: Hub Bearing Bolts
5. Install hub bearing bolts (1) through steering knuckle (2) and tighten to 102 N.m (75 ft. lbs.).
SEAL, DRIVE PINION
REMOVAL
REMOVAL
2. Mark propeller shaft, pinion flange and pinion shaft for installation reference.
3. Remove propeller shaft.
4. Remove brake calipers to prevent drag.
5. Rotate pinion gear three or four times and verify it rotates smoothly.
6. Record pinion torque to rotate (1) with an inch pound torque wrench (2) for installation reference.
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8. Mark a reference line across the pinion shaft and flange for installation reference.
Fig. 128: Flange Puller
10. Remove seal with a seal puller.
INSTALLATION
INSTALLATION
Fig. 129: Pinion Seal Installer
1. Apply a light coating of gear lubricant on the lip of pinion seal. Install seal with Handle C4171 (1) and
Installer 8681 (2).
Fig. 130: Flange Installer
2. Place pinion flange on the pinion shaft with reference marks aligned.
3. Install flange (1) with Installer 8112 (2) and Cup 8109.
5. Hold pinion flange (1) with Flange Wrench C3281 (2) and tighten pinion nut to 217 N.m (160 ft. lbs.).
6. Measure pinion torque to rotate (1) with an inch pound torque wrench (2). Pinion torque to rotate is
recorded reading plus 0.56 N.m (5 in. lbs.). If torque to rotate is low, tighten pinion nut in 6.8 N.m (5 ft.
lbs.) increments until torque to rotate is achieved.
7. Install propeller shaft with reference marks aligned.
8. Install brake calipers.
9. Check and add gear lubricant to axle if necessary.
SHAFT, AXLE
REMOVAL
REMOVAL
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Fig. 133: Stub Shaft Nut
4. Remove hub nut (1) from axle shaft (2).
5. Remove three hub bearing bolts (1) from steering knuckle (2).
6. Remove hub bearing (1) with axle shaft (2) through steering knuckle (3).
7. Remove brake shield and hub bearing from axle.
INSTALLATION
INSTALLATION
1. Clean axle shaft and apply a thin film of Mopar Wheel Bearing Grease or equivalent to the shaft splines
and seal contact surface.
2. Install hub bearing and brake shield on axle shaft.
3. Install axle shaft (2) with hub bearing (1) through steering knuckle and into differential side gears.
4. Install three hub bearing bolts (1) through steering knuckle (2) and tighten to 102 N.m (75 ft. lbs.).
Fig. 138: Stub Shaft Nut
5. Install hub nut (1) on axle shaft (2) and tighten to 136 N.m (100 ft. lbs.).
SWITCH, AXLE LOCK
REMOVAL
REMOVAL
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1. Remove TruLok harness from the coil connector (1) and indicator switch (2).
2. Remove TruLok coil connector (1) bolt.
3. Remove TruLok coil connector (1) from the axle housing and remove coil harness (2) from the
connector (1).
4. Remove differential.
INSTALLATION
INSTALLATION
2. Install differential.
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4. Install TruLok coil connector (1) and install bolt.
5. Install TruLok harness to the coil connector (1) and indicator switch (2).
UJOINT, SINGLE CARDAN
REMOVAL
REMOVAL
Fig. 145: Stub Shaft Snap Rings
NOTE: Saturate bearing caps with penetrating oil prior to removal.
1. Remove axle shaft.
2. Remove bearing cap snap rings (1) from stub shaft yoke (2) bearing caps.
Fig. 146: Press Stub Shaft 1st Cup
3. Position receiver/socket (2) and driver/socket (1) on stub shaft yoke (3) in press. Press bearing cup into
Fig. 147: Stub Shaft 1st Cup
4. Remove bearing cap (1) from stub shaft yoke (2).
Fig. 148: Press Stub Shaft 2nd Cup
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5. Position receiver/socket (2) under stub shaft yoke (3) remaining bearing cup and driver/socket (1) on U
joint cross in press. Press bearing cup into receiver/socket (2)
Fig. 149: Stub Shaft 2nd Cup
6. Remove bearing cap (1) from stub shaft yoke (2). Then remove stub shaft from Ujoint cross.
Fig. 150: Shaft Snap Rings
7. Remove snap rings (1) from shaft yoke (2) bearing caps.
Fig. 151: Press Shaft 1st Cup
8. Position receiver/socket (2) and driver/socket (1) on shaft yoke (3) in press. Press bearing cup into
Fig. 152: Shaft 1st Cup
9. Remove bearing cap (1) from shaft yoke (2).
Fig. 153: Press Shaft 2nd Cup
10. Position receiver/socket (2) under shaft yoke (3) remaining bearing cup and driver/socket (1) on Ujoint
cross in press. Press bearing cup into receiver/socket (2)
Fig. 154: Shaft 2nd Cup
11. Remove bearing cap (1) from shaft yoke (2). Then remove Ujoint cross from shaft yoke.
INSTALLATION
INSTALLATION
Fig. 155: UJoint Cross
CAUTION: Keep cross and bearing cap straight during installation. Failure to follow these
instruction will result in damage.
1. Pack bearing caps 1/3 full of wheel bearing lubricant. Apply extreme pressure (EP), lithiumbase
lubricant to aid in installation.
2. Position cross (1) in the shaft yoke (2).
Fig. 156: Press Shaft 1st Cup
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3. Tap bearing cap into the yoke bores far enough to position cross.
Fig. 157: Shaft 1st Snap Ring
(2).
Fig. 158: Press Shaft 2nd Cup
Fig. 159: Shaft 2nd Snap Ring
(2).
Fig. 160: Stub Shaft On Cross
8. Install stub shaft yoke (1) on Ujoint cross (2).
Fig. 161: Press Stub Shaft 1st Cup
9. Tap fist bearing cap into the stub shaft yoke bore far enough to position cross.
Fig. 162: Stub Shaft 1st Snap Ring
ring (2).
Fig. 163: Stub Shaft 2nd Cup
12. Position receiver/socket (1) on stub shaft yoke and driver/socket (2) on bearing cap in press.
Fig. 164: Stub Shaft 2nd Snap Ring
ring (2).
14. Install axle shaft.
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Back To Article
Propeller Shaft Wrangler
PROPELLER SHAFT
VIBRATION
Tires that are outofround,or wheels that are unbalanced, will cause a low frequency vibration.
Brake drums/rotors that are unbalanced will cause a harsh, low frequency vibration.
Driveline vibration can also result from loose or damaged engine mounts.
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 propeller shaft being unbalanced. Defective universal/CV joints, or an
incorrect propeller shaft angle, are usually the cause of such a vibration.
DRIVELINE VIBRATION
Drive Condition Possible Cause Correction
Propeller Shaft Noise Undercoating or other foreign Clean exterior of shaft and wash
material on shaft. with solvent.
Loose flange bolts. Install new bolts and tighten to
proper torque.
Loose or bent flange or excessive Install new flange.
runout.
Incorrect driveline angularity. Measure and correct driveline
angles.
Worn Ujoint/CV bearings. Install new propeller shaft.
Propeller shaft damaged or out of Install new propeller shaft.
balance.
Broken rear spring. Install new rear spring.
Excessive runout or unbalanced Reindex propeller shaft, test, and
condition. evaluate.
Excessive drive pinion gear shaft Reindex propeller shaft and
runout. evaluate.
Excessive axle flange deflection. Inspect and replace flange if
necessary.
Excessive transfer case runout. Inspect and repair as necessary.
Universal Joint /CV Noise Loose clamping bolts. Install new bolts and tighten to
proper torque.
BALANCE
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Fig. 1: First Clamp
If propeller shaft is suspected of being out of balance, use the following procedure.
NOTE: Indexing propeller shaft 180 degrees relative to the yoke may eliminate some
vibrations.
2. Clean all foreign material from the propeller shaft.
3. Inspect propeller shaft for missing balance weights, broken welds and bent areas. If propeller shaft is
bent, it must be replaced.
4. Inspect universal joints/CV joints for wear.
5. Check propeller shaft bolt torques.
6. Remove wheels and install lug nuts to retain brake rotors.
7. Mark and number the shaft six inches from the pinion flange end at four positions 90 degrees apart.
8. Run and accelerate vehicle until vibration occurs. Note at what speed the vibration occurred. Stop the
engine.
9. Install a screw clamp at position (1).
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Fig. 2: Second Clamp
10. Start engine and check vibration. If there is little or no change move the clamp to the next positions and
repeat vibration test.
NOTE: If there is no difference in vibration at this positions, the vibration may not
be the propeller shaft.
11. If vibration decreased, install a second clamp (1) and repeat the test.
Fig. 3: Stagger Clamps
12. If additional clamp causes an additional vibration, separate the clamps 1/2 inch (1) above and below the
mark. Repeat the vibration test.
13. Increase distance between the clamp screws (1) (2) and repeat test, until the least amount of vibration is
noticed. Bend the slack end of the clamps so screws will not loosen.
14. If vibration remains unacceptable, repeat the procedure to the front end of the propeller shaft.
RUNOUT
1. Remove dirt, rust, paint, and undercoating from the propeller shaft surface where the dial indicator will
contact the shaft.
2. The dial indicator must be installed perpendicular to the shaft surface.
3. Measure runout at the center and ends of the shaft sufficiently far away from weld areas to ensure that the
effects of the weld process will not enter into the measurements.
4. Refer to RUNOUT SPECIFICATIONS table.
5. If the propeller shaft runout is out of specification, remove the propeller shaft, index the shaft 180Â°, and
reinstall the propeller shaft. Measure shaft runout again.
6. If the propeller shaft runout is now within specifications, mark the shaft and yokes for proper orientation.
7. If the propeller shaft runout is not within specifications, verify that the runout of the transmission/transfer
case and axle are within specifications. Correct as necessary and remeasure propeller shaft runout.
8. Replace the propeller shaft if the runout still exceeds the limits.
RUNOUT SPECIFICATIONS
RUNOUT SPECIFICATIONS
Front of Shaft 0.020 in. (0.50 mm)
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Center of Shaft 0.025 in. (0.63 mm)
Rear of Shaft 0.020 in. (0.50 mm)
NOTE:
Measure front/rear runout approximately 3 inches (76 mm) from the weld seam at each
end of the shaft tube for tube lengths over 30 inches. For tube lengths under 30 inches,
the maximum allowed runout is 0.020 in. (0.50 mm) for the full length of the tube.
STANDARD PROCEDURE
PROPELLER SHAFT ANGLE
Fig. 4: Front (Output) Angle Measurement (A)
To obtain front (output) angle on a C/V propeller shaft, place Inclinometer 7663 on the machined ring of the
pinion flange. To obtain propeller shaft angle measurement on the C/V front propeller shaft, place inclinometer
on the propeller shaft tube. To obtain rear (output) angle on rear propeller shaft use transfer case/transmission
flange.
1. Raise and support the vehicle at the axles as level as possible. Allow the wheels and propeller shaft to
turn.
2. Remove universal joint snap rings if equipped, so inclinometer base sits flat.
3. Rotate shaft until transmission/transfer case output yoke bearing cap is facing downward.
NOTE: Always make measurements from front to rear and from the same side of
the vehicle.
4. Place inclinometer (2) on yoke bearing cap (1) or pinion flange ring parallel to the shaft. Center bubble in
sight glass and record measurement. This measurement will give you the transmission or Output Yoke
Angle (A).
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Fig. 5: Propeller Shaft Angle Measurement (C)
5. Rotate propeller shaft 90 degrees and place inclinometer (2) on yoke bearing cap (1) or propeller shaft
tube on C/V propeller shaft, parallel to the shaft. Center bubble in sight glass and record measurement.
This measurement can also be taken at the rear end of the shaft. This measurement will give you the
propeller shaft angle (C)
6. Subtract smaller figure from larger (C minus A) to obtain transmission output operating angle.
Fig. 6: Rear (Input) Angle Measurement (B)
7. Rotate propeller shaft 90 degrees and place inclinometer (2) on pinion yoke bearing cap (1) parallel to the
shaft. Center bubble in sight glass and record measurement. This measurement will give you the pinion
shaft or input yoke angle (B).
8. Subtract smaller figure from larger (C minus B) to obtain axle Input Operating Angle.
RULES
Good cancellation of Ujoint operating angles is within 1 degree.
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Operating angles less than 3 degrees (Ujoint system).
Operating angles less than 10 degrees for constant velocity joint.
At least 1/2 of one degree continuous operating (propeller shaft) angle. On one Ujoint system less than 1 1/2
degree operating angle.
SPECIFICATIONS
PROPELLER SHAFT
Front Shaft Axle Flange
110 81
Bolts
Front Shaft Transfer
20 15
Case Flange Bolts
Rear Shaft Axle Flange
20 15
Bolts
Rear Shaft Transfer
20 15
Case Flange Bolts
SPECIAL TOOLS
PROPELLER SHAFT
Fig. 7: Inclinometer 7663
SHAFT, DRIVE, FRONT
REMOVAL
REMOVAL
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Fig. 8: Rear Reference Mark
1. With vehicle in neutral, position vehicle on hoist.
2. Mark an installation reference line across the front propeller shaft CV joint (1) and transfer case flange
(2).
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Fig. 10: Flange Bolts
4. Remove the axle flange (1) bolts (2).
Fig. 11: CV Bolts
5. Remove the CV joint bolts (1) and retainers (2).
6. Compress the propeller shaft enough to remove the shaft from the flanges.
INSTALLATION
INSTALLATION
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Fig. 12: Transfer Case Flange
NOTE: Clean all propeller shaft bolts and apply MoparÂ® Lock AND Seal Adhesive or
equivalent to the threads before installation.
1. Compress the propeller shaft enough to install the shaft into the axle and transfer case flanges.
2. Align installation reference marks on the transfer case flange (1) front shaft CV joint (2).
Fig. 13: CV Bolts
3. Install CV joint retainers (2) and bolts (1). Tighten bolts to 20 N.m (15 ft. lbs.).
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4. Align installation reference marks on the front propeller shaft flange (1) and axle flange (2).
Fig. 15: Flange Bolts
5. Install the axle flange (1) bolts (2) and tighten to 110 N.m (81 ft. lbs.).
SHAFT, DRIVE, REAR
REMOVAL
REMOVAL
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Fig. 16: Rear Reference Mark
2. Mark installation reference line across the rear propeller shaft CV joint (1) and the axle flange (2). Also
mark to indicate propeller shaft axle end.
NOTE: Propeller shaft can be install either way.
3. Mark installation reference line across the front propeller shaft CV joint (1) and the transmission/transfer
case flange (2). Also mark to indicate propeller shaft transmission/transfer case flange end.
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Fig. 18: Front CV Joint
4. Remove front propeller shaft CV joint bolts (1) and retainers (2).
Fig. 19: Rear CV Joint
5. Remove rear propeller shaft CV joint bolts (1) and retainers (2).
6. Compress the propeller shaft enough to remove it from the axle flange and transmission/transfer case
flange.
INSTALLATION
INSTALLATION
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Fig. 20: Transfer Case Flange
NOTE: Clean all propeller shaft bolts and apply MoparÂ® Lock and Seal Adhesive or
equivalent to the threads before installation.
1. Compress the propeller shaft enough to install it into the axle flange and transmission/transfer case
flange.
2. Align installation reference marks on the transmission/transfer case flange (1) and propeller shaft
transmission/transfer end CV joint (2).
Fig. 21: Front CV Joint
3. Install propeller shaft CV joint retainers (2) and bolts (1). Tighten bolts to 20 N.m (15 ft. lbs.).
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4. Align installation reference marks on the propeller shaft CV joint (1) and axle flange (2).
Fig. 23: Rear CV Joint
5. Install propeller shaft CV joint retainers (2) and bolts (1). Tighten bolts to 20 N.m (15 ft. lbs.).
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Back To Article
Rear Axle 226RBI Wrangler
REAR AXLE 226RBI
GEAR NOISE
Gear damage.
BEARING NOISE
LOW SPEED KNOCK
VIBRATION
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Worn Ujoint or CV.
Bent axle shaft(s).
belts.
DRIVELINE SNAP
Worn Ujoints or CV.
DIAGNOSTIC CHART
Wheel Noise 1. Wheel loose. 1. Tighten loose nuts.
2. Faulty, brindled wheel bearing. 2. Replace bearing.
Axle Shaft Noise 1. Misaligned axle tube. 1. Inspect axle tube alignment.
2. Bent or sprung axle shaft. 2. Inspect and correct as
necessary.
3. End play in pinion bearings. 3. Refer to pinion preload
necessary.
4. Excessive ring and pinion gear 4. Check and adjustment ring and
5. Improper pinion bearing 5. Adjust the pinion bearings pre
adjustments. load.
6. Loose pinion flange nut. 6. Tighten pinion flange nut to
specifications.
7. Scuffed gear tooth contact 7. Inspect and replace as
surfaces. necessary.
Axle Shaft Broke 1. Misaligned axle tube. 1. Replace broken shaft after
2 Vehicle overloaded. 2. Replace broken shaft and avoid
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3. Erratic clutch operation. 3. Replace broken shaft and avoid
or correct erratic clutch operation.
4. Grabbing clutch. 4. Replace broken shaft and
inspect and repair clutch as
necessary.
Differential Cracked 1. Improper differential bearing 1. Replace case, inspect gears and
properly.
2. Excessive ring gear backlash. 2. Replace case and inspect gears
3. Vehicle overloaded. 3. Replace case and inspect gears
4. Erratic clutch operation. 4. Replace case and inspect gears
Differential Gears Scored 1. Insufficient lubrication. 1. Replace scored gears. Fill
type and quantity.
2. Improper grade of lubricant. 2. Replace scored gears. Fill
type and quantity.
3. Excessive spinning of one 3. Replace scored gears. Inspect
wheel/tire. all gears, pinion bores, and shaft
for damage. Service as necessary.
Loss Of Lubricant 1. Lubricant level too high. 1. Drain lubricant to the correct
level.
2. Worn axle shaft seals. 2. Replace seals.
3. Cracked differential housing. 3. Repair as necessary.
4. Worn pinion seal. 4. Replace seal.
5. Worn/scored flange. 5. Replace flange and seal.
6. Differential cover not sealed. 6. Remove, clean, and seal cover.
Axle Overheating 1. Lubricant level low. 1. Fill differential to correct level.
2. Improper grade of lubricant. 2. Fill differential with the correct
3. Bearing preloads too high. 3. Adjust bearing preloads.
4. Insufficient ring gear backlash. 4. Adjust ring gear backlash.
Gear Teeth Broke 1. Overloading. 1. Replace gears. Examine other
damage.
2. Erratic clutch operation. 2. Replace gears and examine the
3. Icespotted pavement. 3. Replace gears and examine
4. Improper adjustments. 4. Replace gears and examine
correct.
Axle Noise 1. Insufficient lubricant. 1. Fill differential with the correct
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2. Improper ring and pinion gear 2. Check ring and pinion gear
3. Unmatched ring gear and 3. Replace gears with a matched
pinion. ring gear and pinion.
4. Worn teeth on ring and pinion 4. Replace ring and pinion gears.
gears.
5. Loose pinion bearings. 5. Adjust pinion bearing preload.
6. Loose differential bearings. 6. Adjust differential bearing pre
load.
7. Loose or sprung ring gear. 7. Measure ring gear runout.
8. Loose differential bearing cap 8. Inspect differential components
9. Housing not machined properly. 9. Replace housing.
REMOVAL
REMOVAL
Fig. 1: REAR REFERENCE MARK
2. Position and secure a lift under the axle.
3. Mark propeller shaft flange (1) and axle pinion flange (2) for installation reference.
4. Remove propeller shaft and suspend under the vehicle.
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Fig. 2: VENT HOSE
5. Remove vent hose (1) from the axle tube (2).
Fig. 3: TRULOK HARNESS
6. Disconnect TruLok wiring connectors (1,2).
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7. Remove brake calipers (2) and rotors (1) from axle.
8. Remove park brake cables (1) from axle (2).
NOTE: Park brake cables are self adjusting and must be locked out before
removal.
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9. Remove brake sensors connector (1) from sensors (2).
Fig. 7: TRACK BAR
10. Remove track bar (1) from axle bracket (2)
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Fig. 8: LINK
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Fig. 10: UPPER CONTROL ARMS
Fig. 11: LOWER CONTROL ARMS
14. Loosen lower control arm (1) bolts and lower axle enough to remove coil springs and spring insulators.
15. Remove lower control arm (1) from axle brackets (2).
16. Lower and remove the axle.
INSTALLATION
INSTALLATION
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Fig. 12: LOWER CONTROL ARMS
CAUTION: The weight of the vehicle must be supported by the springs before the control
arms and track bar are tightened. Failure to follow these instruction will cause
premature bushing failure.
1. Raise the axle under the vehicle.
2. Install lower control arms (1) onto axle brackets (2) and loosely install mounting bolts and nuts.
3. Install coil spring isolators and springs.
4. Raise axle up until springs are seated.
Fig. 13: UPPER CONTROL ARMS
5. Install upper control arms (1) onto axle brackets (2) and loosely install mounting bolts and nuts.
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6. Install shock absorbers (1) onto axle brackets (2) and tighten nuts to specification.
Fig. 15: LINK
7. Install stabilizer links (1) onto axle brackets (2) and tighten nuts to specification.
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Fig. 16: TRACK BAR
8. Install track bar (1) onto axle bracket (2). and loosely install track bar bolt.
9. Install brake sensors connector (1) on sensors (2).
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10. Install park brake cables (1) on axle (2).
11. Install brake rotors (1) and calipers (2) on axle.
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Fig. 20: VENT HOSE
12. Install vent hose (1) on axle tube (2).
13. Connect TruLok wiring connectors (1,2).
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Fig. 22: AXLE FLANGE
14. Install propeller shaft with propeller shaft flange (1) and pinion flange (2) reference marks aligned.
NOTE: Clean all propeller shaft bolts and apply Mopar Lock AND Seal Adhesive
or equivalent to the threads before installation.
15. Install propeller shaft bolts and tighten to specifications.
16. Install wheels and tires.
17. Remove lift from axle and lower vehicle.
18. Tighten lower control arms, upper control arms and track bar nuts to specification.
ADJUSTMENTS
Fig. 23: PINION GEAR ID NUMBERS
Ring and pinion gears are supplied as matched set. The identifying match numbers (3) for the ring and pinion
gear are etched into the face of each gear. A plus (+) number, minus () number or zero (0) is etched into the
face of the pinion gear (2). This number is the amount (in thousandths of an inch) the depth varies from the
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standard depth setting of a pinion etched with a (0). The standard depth provides the best teeth contact pattern.
Refer to GEAR CONTACT PATTERN for additional information.
Compensation for pinion depth variance is achieved with select shims. The shims are placed under the inner
pinion bearing on the pinion shaft.
If a new gear set is being installed, note the depth variance etched into both the original and replacement pinion
gear. Add or subtract the thickness of the original depth shims to compensate for the difference in the depth
variances. Refer toPINION GEAR DEPTH VARIANCE .
Note where Old and New Pinion Marking columns intersect. The intersecting figure represents plus or minus
the amount needed.
Note the etched number on the face of the drive pinion gear (1, 2, 0, +1, +2, etc.). The numbers represent
thickness of the depth shim(s). If the number is positive, subtract that value from the thickness of the depth
shim(s). If the number is 0 no change is necessary. Refer to PINION GEAR DEPTH VARIANCE .
PINION GEAR DEPTH VARIANCE
Original Pinion Gear Replacement Pinion Gear Depth Variance
Depth Variance 4 3 2 1 0 +1 +2 +3 +4
+4 +0.008 +0.007 +0.006 +0.005 +0.004 +0.003 +0.002 +0.001 0
+3 +0.007 +0.006 +0.005 +0.004 +0.003 +0.002 +0.001 0 0.001
+2 +0.006 +0.005 +0.004 +0.003 +0.002 +0.001 0 0.001 0.002
+1 +0.005 +0.004 +0.003 +0.002 +0.001 0 0.001 0.002 0.003
0 +0.004 +0.003 +0.002 +0.001 0 0.001 0.002 0.003 0.004
1 +0.003 +0.002 +0.001 0 0.001 0.002 0.003 0.004 0.005
2 +0.002 +0.001 0 0.001 0.002 0.003 0.004 0.005 0.006
3 +0.001 0 0.001 0.002 0.003 0.004 0.005 0.006 0.007
4 0 0.001 0.002 0.003 0.004 0.005 0.006 0.007 0.008
PINION DEPTH MEASUREMENT
Fig. 24: PINION DEPTH GAUGE TOOLS
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Measurements are taken with pinion cups and pinion bearings installed in housing. Take measurements with
Dial Indicator C3339A (1).
Fig. 25: PINION HEIGHT BLOCK
2. Insert assembled height gauge components, rear bearing and screw into axle housing through pinion
bearing cups.
3. Install front pinion bearing and Cone Nut 6740. Tighten nut until torque to rotate the screw is 2.25 N.m
(20 in. lbs.). Measure torque to rotate with an inch pound torque wrench.
Fig. 26: ARBOR DISC WITH ARBOR
4. Place Arbor Disc 8541A (1) on Arbor D1153 (2) and position in the housing side bearing cradles.
NOTE: Arbor Discs 8541A have different step diameters to fit other axle sizes.
Pick correct size step for axle being serviced.
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Fig. 27: GAUGE WITH BEARING CAPS
5. Install differential bearing caps (1) on arbor discs (2) and tighten cap bolts to 108 N.m (80 ft. lbs.).
Fig. 28: DEPTH MEASUREMENT
6. Assemble Dial Indicator C3339A (1) into Scooter Block D1152A (2) and secure set screw.
7. Place Scooter Block/Dial Indicator in position in axle housing so dial probe and scooter block are flush
against the rearward surface of the pinion height block. Hold scooter block in place and zero the dial
indicator face to the pointer. Tighten dial indicator face lock screw.
8. Slowly slide the Scooter Block/Dial Indicator across the pinion height block over to the arbor bar (1).
Move the Scooter Block/Dial Indicator to the crest of the arbor bar and record the highest reading.
9. Select a shim equal to the dial indicator reading plus or minus the pinion gear depth variance number
etched in the face of the pinion gear. Example: If the depth variance is 2 add 0.002 in. to the dial
indicator reading. If the depth variance is + 2 subtract 0.002 in. to the dial indicator reading.
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PRELOAD SHIM SELECTION
established and the pinion gear ready for installation. Establishing pinion gear depth is essential to gear
Differential side bearing preload and gear backlash is accomplish with selective shims (2,4) positioned behind
the differential side bearing cups. Shim thickness is determined using Dummy Bearings 9992 in place of the
SHIM FORMULA : Differential End Play + Preload Specification = Total Differential Shim. Total
Differential Shim Ring Gear Side Shim Backlash Specification = Pinon Gear Side Shim.
Fig. 30: DIFFERENTIAL DUMMY BEARINGS
4. Install dummy side bearings 9992 (1) on differential case.
5. Install differential case (3) with dummy bearings (1) into the differential housing (2).
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6. Install the differential (3) bearing caps (1) in their correct positions. Install and snug the bolts.
Fig. 32: SEAT DUMMY BEARING PINION SIDE
7. Seat pinion gear side (2) differential dummy bearing in the housing with a dead blow hammer (1).
Fig. 33: SEAT DUMMY BEARING RING GEAR SIDE
8. Seat ring gear side (1) differential dummy bearing in the housing with a dead blow hammer (2).
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Fig. 34: DIFFERENTIAL SIDE PLAY MEASUREMENT
9. Install Pin C3288B (3) into rear cover bolt hole below ring gear.
10. Attach a dial indicator C3339A (4) to Pilot Stud C3288B (3). Position the dial indicator plunger on a
flat surface between the ring gear bolt heads.
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12. Push and hold differential case (2) to ring gear side of the housing. Record dial indicator (1) differential
reading. Add preload specification 0.25 mm (0.010 in.) to differential dial indicator reading. This is the
total shim needed to preload the differential bearings.
EXAMPLE: Differential Dial Indicator Reading + Preload Specification 0.25 mm (0.010 in.) = Total
Differential Shim
15. Install pinion gear in the housing and establish pinion torque to rotating (PTTR).
Fig. 37: SEAT DUMMY BEARING RING GEAR SIDE
16. Install differential case and dummy bearings 9992 in the housing, install bearing caps and tighten bolts
snug.
17. Seat ring gear side (3) dummy bearing in the housing (1) with dead blow hammer (2)
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Fig. 38: DIFFERENTIAL SIDE PLAY MEASUREMENT
18. Position the dial indicator plunger (4) on a flat surface between the ring gear bolt heads.
19. Push and hold differential case (1) toward the pinion gear and zero dial indicator (2).
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side reading.
The remainder is the shim needed on the ring gear side of the differential.
EXAMPLE: Ring Gear Side Dial Indicator Reading Backlash Specification 0.05 mm (0.002 in.) =
Ring Gear Side Shim
22. Subtract ring gear side shim from differential total preload shim. This remainder is the shim needed on
the pinion side of the differential.
25. Install new side bearings on differential case.
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26. Install Spreader W129B (1) with hold downs (2) from Adapter Set 6987B on the housing and spread
open enough to receive differential case.
27. Install differential case (2) into the housing with bearing cups (3) and shims.
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28. Install bearing caps and tighten bolts finger tight. Remove spreader from the housing.
29. Install bearing cap (1) and tighten bolts to 108 N.m (80 ft. lbs.).
30. Rotate the differential case several times to seat the side bearings.
Fig. 44: RING GEAR BACKLASH MEASUREMENT
31. Position dial indicator (1) plunger against a ring gear tooth.
32. Push and hold ring gear upward while not allowing the pinion gear to rotate and zero dial indicator.
33. Push and hold ring gear downward while not allowing the pinion gear to rotate. Dial indicator reading
should be between 0.12 mm 0.20 mm (0.005 in. 0.008 in.).
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Fig. 45: BACKLASH SHIM
If backlash is not within specifications transfer the necessary amount of shim thickness from one side of the
housing to the other
Verify differential case and ring gear runout by measuring ring to pinion gear backlash at eight locations around
the ring gear. Readings should not vary more than 0.05 mm (0.002 in.). If readings vary more than specified,
the ring gear or the differential case is defective.
After the proper backlash is achieved, perform Gear Contact Pattern Analysis procedure.
Fig. 46: GEAR DESCRIPTION
The ring gear and pinion teeth contact patterns will show if the pinion depth is correct in the housing. It will
also show if the ring gear backlash has been adjusted correctly. The backlash can be adjusted within
specifications to achieve desired tooth contact patterns.
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NOTE: If the PROFILE across the tooth is the same, it is a Three Axis cut gear. If the
PROFILE across the tooth is tapered it is a Two Axis cut gear.
2. Wrap, twist, and hold a shop towel around the pinion yoke to increase the turning resistance of the pinion.
This will provide a more distinct contact pattern.
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.
The areas on the ring gear teeth with the greatest degree of contact against the pinion 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 and adjust pinion depth and gear backlash as necessary.
TWO or THREE AXIS CUT GEARS
With an inch pound torque wrench (2) measure Total Torque To Rotate (TTTR). This is the final check on the
differential assembly before installing the axle shafts. This will verify the correct differential bearing preload.
Total Torque To Rotate the differential is: Pinion Torque To Rotate plus 0.79 1.24 N.m (7 11 in. lbs.).
SPECIFICATIONS
REAR AXLE 226RBI
AXLE
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Axle Ratio 3.21, 4.10
Ring Gear Runout 0.12 mm (0.005 in.)
Pinion Torque To Rotate Original Bearings 1 2.2 N.m (10 20 in. lbs.)
Pinion Torque To Rotate New Bearings 2.2 4.5 N.m (20 40 in. lbs.)
Total Torque To Rotate: Pinion Torque To Rotate
0.79 1.24 N.m (7 11 in. lbs.)
plus
TORQUE
Fill Hole Plug 34 25
Pinion Nut 217 271 160 200
Axle Retainer Nuts 61 45
SPECIAL TOOLS
SPECIAL TOOLS
Fig. 48: PULLER C293PA
Fig. 49: ADAPTERS C29347
Fig. 50: PLUG C2933
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Fig. 51: PILOT STUDS C3288B
Fig. 52: DIAL INDICATOR C3339A
Fig. 55: HANDLE C4171
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Fig. 57: REMOVER C4307
Fig. 59: TRACLOK TOOLS C4487
Fig. 60: PULLER C452
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Fig. 61: REMOVER D103
Fig. 62: SCOOTER BLOCK D1152A
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Fig. 65: DUMMY BEARINGS D345
Fig. 66: SPREADER W129B
Fig. 67: SPLITTER 1130
Fig. 68: PINION DEPTH SET 6730
Fig. 69: TRACLOK TORQUE 6790
Fig. 70: SPANNER WRENCH 6958
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Fig. 71: FIXTURE 6963A
Fig. 72: ADAPTER KIT 6987B
Fig. 74: PINION DRIVER 8976
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Fig. 75: PINION BLOCK 9990
Fig. 76: DUMMY BEARING 9992
BEARING, AXLE SHAFT
REMOVAL
REMOVAL
Fig. 77: DUST SHIELD AND BACKING PLATE
1. Remove axle shaft from vehicle.
NOTE: Axle bearing race is a slip fit in the axle tube. No tool are required.
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2. Remove brake dust shield (1) and support plate (2) from the axle.
Fig. 78: BEARING AND SEAL
3. Bearing retainer (1), axle bearing (2), axle shaft seal (3) and axle shaft retainer (4) are removed as an
assembly.
Fig. 79: SPLITTER 1130
4. Remove bearing retainer (1) and bearing (2) with seal from axle with Splitter 1130 (3) and press. Position
splitter between axle shaft retainer and tone ring and press assembly off shaft.
INSTALLATION
INSTALLATION
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Fig. 80: AXLE RETAINER
NOTE: Inspect axle shaft retaining plate (1), if plate is bent or warped replace plate.
1. Install retaining plate (1) on axle shaft (2).
Fig. 81: AXLE SHAFT SEAL
2. Apply a coat of multipurpose grease on sealing surface of axle seal.
3. Install seal (1) on axle shaft (2) with cavity away from axle shaft retaining.
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Fig. 82: BEARING RETAINER
4. Press bearing and bearing retaining ring (1) onto axle shaft (2) with press and press blocks.
Fig. 83: DUST SHIELD AND BACKING PLATE
5. Install dust shield (1) and support plate (2) on axle shaft retainer.
6. Lubricate bearing with Mopar Wheel Bearing Grease, or equivalent. Wipe excess grease from outside of
bearing.
7. Install axle in vehicle.
REMOVAL
REMOVAL
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Fig. 84: Differential Bearing Removal
2. Remove bearings (2) from the differential case with Puller C293PA (5), Adapters C29347 (1) and
Plug C2933 (4).
NOTE: Use the same tools for the TruLok differential.
INSTALLATION
INSTALLATION
Fig. 85: BEARING INSTALLER C4213
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1. Install differential side bearings on TruLok differentials with Installer C4213 (1) and Handle C4171
(2).
Fig. 86: Differential Side Bearing Installation
2. Install differential side bearings on open or TracLokÂ® differentials with Installer D156 (1) and Handle
C4171 (2).
CASE ASSEMBLY, DIFFERENTIAL
REMOVAL
REMOVAL
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4. Note reference letters stamped (1,2) on the bearing caps and housing machined sealing surface.
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Fig. 90: Install Axle Housing Spreader
6. Position Spreader W129B (4) with Adapter Kit 6987B (2) on differential locating holes. Install hold
down clamps (3) and tighten the turnbuckle (5) fingertight.
Fig. 91: Install Dial Indicator
7. Install a Pin C3288B (5) at the left side of the differential housing. Attach Dial Indicator C3339A (2)
to pin. Load indicator plunger against the opposite side of the housing and zero the indicator.
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10. Holding differential case (2) in position, remove differential bearing caps.
11. Remove differential case (2) from housing (1) and tag differential bearing cups (3) and shims location.
DISASSEMBLY
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DISASSEMBLY
Fig. 94: RING GEAR
1. Remove ring gear bolts (1) and ring gear (2) from differential.
Fig. 95: ROLL PIN
2. Remove pinion mate shaft (1) roll pin with a punch (2) and hammer.
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3. Remove pinion mate shaft (1) from differential and pinion gears (2).
4. Rotate pinion gears (1) with thrust washers (2) to differential windows (3).
5. Remove pinion gears (1) with thrust washers (2) through differential windows (3).
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6. Remove first side gear (1) with thrust washer (2) through differential window.
7. Remove second side gear (1) with thrust washer (2) through differential window.
ASSEMBLY
ASSEMBLY
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NOTE: If same gears and thrust washers are being used, install them into their original
locations.
1. Lubricate all differential components with axle lubricant.
2. Install first side gear (1) with thrust washer (2) through differential window.
3. Install second side gear (1) with thrust washer (2) through differential window.
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4. Install pinion gears (1) with thrust washers (2) through differential windows (3).
5. Rotate pinion gears (1) with thrust washers (2) and align gears to pinion mate shaft hole.
6. Install pinion mate shaft (1) in differential and pinion gears (2).
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Fig. 104: ROLL PIN
Fig. 105: RING GEAR
8. Install ring gear (2) and bolts (1) on differential.
INSTALLATION
INSTALLATION
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selection.
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5. Install differential case (2) in the housing (1). Ensure that the differential bearing cups remain in position
on the bearing cones. Tap the differential case to ensure the bearings cups (3) are seated in the housing.
6. Install bearing caps with reference marks (1,2) in their original locations.
8. Remove axle housing spreader.
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Fig. 110: Tighten Bolts Holding Bearing Caps
CASE ASSEMBLY, DIFFERENTIAL, TRULOK
DESCRIPTION
DESCRIPTION
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Fig. 112: TRULOK
TruLok is an electronically locking differential (1). The differential has four pinion gears, three pinion shafts
and two side gears. On the back side of one side gear (2) is half of the dog clutch.
A 12 volt electromagnetic coil (3) on the differential is controlled by the Totally Integrated Power Module
(TIPM). When the coil (3) is energized the dog clutch is engaged which locks the one side gear to the
differential case. This action locks the axles and triggers a switch (4) in the differential housing which activates
the TruLok indicator light on the dash.
OPERATION
OPERATION
Pressing a twoway momentary rocker switch on the switch bank request axle lock. The first press DOWN
requests rear axle to be locked, every other press DOWN toggles between "front and rear axle lock" and "rear
axle lock" request states. Press rocker switch UP requests both axles to be unlocked. The switch is on the IP in
the switch bank. The switch bank sends a message to the Cabin Cluster Node (CCN). The CCN handles the
switch debounce and switch diagnostics. Any one message sent by the CCN on the network is a valid switch
change. The CCN passes the information to the Totally Integrated Power Module (TIPM) via a CAN B
message. The TIPM will process the switch info received from CAN B, control the outputs as required by the
Axle Lock Electrical Requirements, and send a lighting request to the CCN via CAN B. There are three telltales
on the cluster, "Rear", "Front", and "Lock". The telltales will be off if the axles are unlocked, flashing if there is
a pending request to lock but the axles are not yet locked (transition to lock, torquelocked, or conditions not
correct), and flashing rapidly if there is a fault. The "Front" and "Rear" telltales will match the front and rear
differential states. The "Lock" telltale will be on solid if either the "Front" or "Rear" telltale is on or blinking.
The TIPM will send the axle lock status message to the ESP module via CAN C.
AXLE LOCK ELECTRICAL REQUIREMENTS
DIFFERENTIAL LOCK
Vehicle speed of 16 KPH (10 MPH) or below
Transfer case in 4 LO position
Switch request message for the corresponding axle/s has been received
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Ignition switch in the RUN or START position
No system, module. or switch faults have been detected
DIFFERENTIAL UNLOCK
Transfer case in 4 HI, 2 WD, or Neutral
Loss of ignition switch signal, vehicle speed signal, transfer case signal
Vehicle speed of 50 KPH (30 MPH) or higher
Valid switch message received
AXLE FAILSAFE
Axles will UNLOCK with ignition switch in either the OFF or ACC position.
Axles will not LOCK if there is no ignition switch, vehicle speed, or transfer case position signal. Axles
will UNLOCK with the loss of any of these signals.
Axles will not LOCK if the ignition switch is OFF.
Axles will UNLOCK if a switch failure is detected.
Software Latch Feature: The Totally Integrated Power Module (TIPM) will have a software latch of the axle
switch during an ignition switch OFF when the vehicle is in 4 LO transfer case position. Upon ignition key
RUN or START the TIPM shall check to verify conditions are correct for an axle lock and automatically lock
the axles that were locked before the ignition was turned OFF.
DIFFERENTIAL TRULOK
The control module for the electronically locking differentials detects faults from input signal/messages,
sensors, solenoids, and drivers/relays and report the corresponding Diagnostic Trouble Code (DTC).
The lighting strategy for the axle lock switch.
1. The FRONT LED will
a. turn ON SOLID when the front axle is locked
b. turn ON BLINKING when the front axle is attempting to lock
c. turn ON BLINKING when a lock front axle request is received but conditions to lock are not
correct
e. turn ON FAST BLINKING when there is a fault detected for the front axle
2. The REAR LED will
a. turn ON SOLID when the rear axle is locked
b. turn ON BLINKING when the rear axle is attempting to lock
c. turn ON BLINKING when a lock rear axle request is received but conditions to lock are not correct
e. turn ON FAST BLINKING when there is a fault detected for the rear axle
INDICATOR SWITCH
Ohm meter set on continuity: One lead on each connector terminal
Switch Plunger IN Locker Not Engaged No Continuity
Switch Plunger OUT Locker Engaged Continuity
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REMOVAL
REMOVAL
4. Remove TruLok harness from the coil (1) and indicator switch (2).
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Fig. 115: COIL CONNECTOR
5. Remove TruLok coil connector (1) bolt (2).
Fig. 116: COIL HARNESS
6. Remove TruLok coil connector from the axle housing and remove coil harness (1) from the connector
(2).
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Fig. 117: BEARING CAPS
8. Position Spreader W129B with Adapter Kit 6987B on differential locating holes. Install holddown
clamps and tighten the turnbuckle fingertight.
9. Install a Pin C3288B at the left side of the differential housing. Attach Dial Indicator C3339A to pin.
Load indicator plunger against the opposite side of the housing and zero the indicator.
10. Spread housing while measuring the distance with the dial indicator.
Fig. 118: COIL BRACKET
12. Holding differential case in position, remove differential bearing cap bolts.
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13. Remove coil antirotation bracket (1) from the bearing cap (2), then remove both bearing caps.
14. Remove differential case from housing and tag differential bearing cups and shims location.
INSTALLATION
INSTALLATION
selection.
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Fig. 121: COIL BRACKET
5. Install differential case into the housing with differential bearing cups and shims in their original
locations.
6. Install bearing caps (2) in their original locations and coil antirotation bracket (1).
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Fig. 122: BEARING CAPS
8. Remove spreader.
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11. Install TruLok coil connector (1) bolt (2).
12. Install TruLok harness to the coil (1) and indicator switch (2).
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CASE ASSEMBLY, DIFFERENTIAL, TRACLOK
OPERATION
OPERATIONTRACLOKÂ®
Fig. 127: TRACLOK LIMITED SLIP DIFFERENTIAL
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This differential clutches are engaged by two concurrent forces. The first being the preload force exerted
through Belleville spring washers within the clutch packs (6) (8). The second is the separating forces generated
by the side gears (7) as torque is applied through the ring gear (2).
This design provides the differential action needed for turning corners and for driving straight ahead during
periods of unequal traction. When one wheel looses traction, the clutch packs transfer additional torque to the
wheel having the most traction. This differential resist wheel spin on bumpy roads and provide more pulling
power when one wheel looses traction. Pulling power is provided continuously until both wheels loose traction.
If both wheels slip due to unequal traction, TraclokÂ® operation is normal. In extreme cases of differences of
traction, the wheel with the least traction may spin.
DIFFERENTIALTRACLOKÂ®
Fig. 128: Traclok™ Test Typical
A common problem of the TracLokÂ® differential is a chatter noise when turning corners. Before removing
the unit for repair, drain, flush and refill the axle with the specified lubricant. Add a container of Mopar Limited
Slip Additive after repair service or during a lubricant change.
After changing the lubricant, drive the vehicle and make 10 to 12 slow, figureeight turns. This maneuver will
pump lubricant through the clutches. This will correct the condition in most instances. If the chatter persists,
clutch damage could have occurred.
The differential can be tested without removing the differential case by measuring rotating torque. Make sure
brakes are not dragging during this measurement.
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 parking brake off.
4. Remove wheel and bolt Torque Check Tool 6790 (1) or equivalent tool to studs.
5. Use torque wrench (2) on Torque Check Tool (1) to rotate wheel and read rotating torque.
6. If rotating torque is less than 41 N.m (30 ft. lbs.) or more than 271 N.m (200 ft. lbs.) on either wheel the
unit must be replaced.
DISASSEMBLY
DISASSEMBLY
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Fig. 129: CASE AND FIXTURE
1. Remove ring gear.
2. Clamp side gear Fixture 6963A (1) in a vise and set differential case (2) on the fixture.
Fig. 130: LOCK PIN
3. Remove pinion gear mate shaft roll pin from differential case (1) with a hammer and punch (2).
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Fig. 131: MATE SHAFT
4. Rotate differential case (1) on the fixture (2) and remove pinion mate shaft (3).
Fig. 132: LOWER DISC
5. Lubricate and install disc (1) without threaded hole from TraclokÂ® Tool C4487 into lower side gear
(2).
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Fig. 133: UPPER DISC
6. Lubricate and install disc (1) with threaded hole from TraclokÂ® Tool C4487 into upper side gear (2).
Thread forcing screw (3) from TraclokÂ® Tool C4487 into upper disc until it contacts the lower disc
(4).
NOTE: Slot in threaded upper disc (1) can be used to prevent it from turning
using a screw driver.
Fig. 134: TURNING BAR
7. Tighten forcing screw to compress belleville springs in clutch packs. Then Insert turning bar (1) from
TraclokÂ® Tool C4487 into the pinion mate shaft hole in the case (2).
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Fig. 135: PINION GEARS
8. Rotate differential case (1) with turning bar until the pinion gears (1) and washers can be removed.
NOTE: Loosen forcing screw in small increments to relieve clutch pack tension if
differential case can not be rotated.
Fig. 136: UPPER SIDE GEAR
9. Remove Forcing Screw, Step Plate and Threaded Adapter.
10. Remove upper clutch pack (1), clutch pack retainers (2) and upper side gear (3) from case.
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Fig. 137: LOWER SIDE GEAR
11. Remove lower clutch pack, clutch pack retainers and lower side gear (1) from case (2).
Fig. 138: CLUTCH PACK
12. Remove clutch pack retainers (1), clutch pack (3) belleville spring (2) from side gear (4). Keep plates in
order during removal.
ASSEMBLY
ASSEMBLY
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Fig. 139: CLUTCH PACK
NOTE: New Plates and discs with fiber coating (no grooves or lines) must be
presoaked in Friction Modifier before assembly. Soak plates and discs for a
minimum of 20 minutes.
1. Lubricate components with gear lubricant.
2. Assemble clutch discs (1), plates (6) and belleville spring (2) into packs and secure disc packs with
retainers (5).
NOTE: Belleville spring (2) is position with the convex side against the side gear.
3. Position assembled clutch disc packs on the side gear (4) hubs.
Fig. 140: LOWER SIDE GEAR
4. Install lower clutch pack and side gear (1) in the differential case (2), with retaining clips seated in the
case pocket.
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Fig. 141: UPPER SIDE GEAR
5. Install upper clutch disc pack (1) retaining clips (2) and side gear (3) with seated in the case pocket.
Fig. 142: PINION GEARS
6. Lubricated and install discs into side gears from TraclokÂ® Tool C4487. Install forcing screw from
TraclokÂ® Tool C4487 and thread screw to compress belleville springs in clutch packs.
7. Install pinion gears (2) in side gears opposite each other.
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Fig. 143: TURNING BAR
8. Rotate differential case (2) with turning bar (1) from TraclokÂ® Tool C4487 until pinion gears align
with mate shaft holes in the case.
NOTE: Loosen forcing screw in small increments to relieve clutch pack tension if
differential case can not be rotated.
Fig. 144: THRUST WASHER
9. Install pinion gear thrust washers (1) between the gear and case (2). Align washers with mate shaft hole
in the case.
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Fig. 145: LOWER DISC
10. Remove forcing screw upper disc from side gear.
11. Remove lower disc (1) from side gear (2).
Fig. 146: MATE SHAFT
12. Install pinion mate shaft (3) in case (1).
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Fig. 147: LOCK PIN
14. Install ring gear.
15. Lubricate all differential components with gear lubricant.
COIL, DIFFERENTIAL
REMOVAL
REMOVAL
Fig. 148: TRULOK DIFF BEARINGS
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2. Remove bearing from the coil side of the differential case with Puller C293PA (1), Plug C2933 (2),
and Adapters C29347 (3).
Fig. 149: COIL WASHER
3. Remove thrust washer (1) from differential case and coil (2).
Fig. 150: COIL
4. Remove coil (1) from differential case.
INSTALLATION
INSTALLATION
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Fig. 151: COIL
1. Install coil (1) on differential case.
Fig. 152: COIL WASHER
2. Install thrust washer (1) on top of the coil (2).
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Fig. 153: BEARING INSTALLER C4213
3. Install differential side bearing with Installer C4213 (1) and Handle C4171 (2).
COVER, DIFFERENTIAL
REMOVAL
REMOVAL
3. Install drain plug and tighten to 34 Nm (25 ft. lbs.).
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4. Remove fill plug (1).
5. Remove cover (2) bolts.
6. Remove cover.
INSTALLATION
INSTALLATION
Fig. 155: HOUSING COVER TYPICAL
1. Apply a 6.35 mm (1/4 in.) bead of Mopar Silicone Rubber Sealant (2) or equivalent to the housing cover
(1).
cleaned and new RTV applied. Failure to heed caution may result in
damage.
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2. Install cover (1), identification tag (3) and tighten cover bolts in a crisscross pattern to 41 N.m (30 ft.
lbs.).
4. Install fill plug (2) and tighten to 34 N.m (25 ft. lbs.).
REMOVAL
REMOVAL
Fig. 157: RING GEAR
NOTE: The ring gear and pinion are serviced as a matched set. Never replace one gear
without replacing the other matched gear.
1. Remove differential assembly from axle housing.
2. Remove ring gear bolt (1) and ring gear (2) from differential case.
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Fig. 158: FLANGE WRENCH 6958
3. Hold pinion flange (1) with Spanner Wrench 6958 (2) and remove the pinion nut and washer.
Fig. 159: FLANGE PULLER C452
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Fig. 160: PINION DRIVER 8976
5. Remove pinion gear (1) from the housing with Driver 8976 (2).
6. Remove collapsible spacer (1) from pinion (3).
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8. Remove and record pinion depth shims (1) from the pinion gear shaft (2).
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9. Remove pinion seal with seal puller and remove oil slinger (1).
10. Remove front pinion bearing (1).
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Fig. 166: FRONT BEARING CUP
11. Remove front pinion bearing cup from differential housing with Remover D103 (1) and Handle C4171
(2).
Fig. 167: REAR BEARING CUP
12. Remove rear pinion bearing cup from differential housing with Remover C4307 (1) and Handle C4171
(2).
INSTALLATION
INSTALLATION
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Fig. 168: REAR BEARING CUP
1. Install rear bearing cup with Installer C4308 (1) and Handle C4171 (2).
Fig. 169: FRONT BEARING CUP INSTALLER
2. Install front bearing cup with Installer D129 (1) and Handle C4171 (2).
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3. Install front pinion bearing (1).
4. Install front pinion bearing oil slinger (1).
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5. Apply a light coating of gear lubricant on the lip of pinion seal. Install pinion seal with Installer 8681 (1)
and Handle C4171 (2).
6. Install pinion depth shims (1) on the pinion shaft (2).
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7. Install rear pinion bearing (4) on the pinion gear (3) with Installer C4040 (2) and a press (1).
8. Install collapsible spacer (1) on pinion shaft (3).
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Fig. 176: FLANGE INSTALLER C3718
9. Install pinion gear into the housing.
10. Install pinion flange (1) with Installer C3718 (2).
11. Install pinion washer and a new nut. Hold pinion flange with Spanner Wrench 6958 and tighten pinion
nut to 217 N.m (160 ft. lbs.).
12. Set torque wrench to 271 N.m (200 ft. lbs.) and tighten pinion nut in 6.8 N.m (5 ft. lbs.) increments until
Pinion Torque To Rotate specification is achieved.
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13. Measure Pinion Torque To Rotate (1) (PTTR) after each 6.8 N.m (5 ft. lbs.) increment with an inch pound
torque wrench (2).
Pinion Torque To Rotate is:
Original Bearings 1 to 2 N.m (10 to 20 in. lbs.)
New Bearings 2 to 4.5 N.m (20 to 40 in. lbs.)
Fig. 179: RING GEAR
14. Install new ring gear bolts (1) and alternately tighten to 183 N.m (135 ft. lbs.).
CAUTION: Never reuse ring gear bolts, the bolts can fracture causing extensive
damage. Failure to these instruction may result in damage.
15. Install differential in axle housing and verify gear backlash, mesh and contact pattern.
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16. Measure Total Torque To Rotate (TTTR) with an inch pound torque wrench (2) before installing the axle
shafts.
Total Torque To Rotate is: Pinion Torque To Rotate plus 0.79 1.24 N.m (7 11 in lbs.).
SEAL, DRIVE PINION
REMOVAL
REMOVAL
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2. Remove brake component to eliminate drag.
3. Remove propeller shaft at pinion flange.
4. Rotate pinion gear three or four times.
5. Record pinion torque to rotate (1) with an inch pound torque wrench (2).
6. Hold pinion flange (1) with Spanner Wrench 6958 (2) and remove pinion nut and washer.
7. Mark a line across the pinion shaft and flange for installation reference.
Fig. 183: FLANGE PULLER C452
9. Remove pinion seal with a seal puller.
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INSTALLATION
INSTALLATION
1. Apply a light coating of gear lubricant on the lip of pinion seal. Install seal with Installer 8681 (1) and
Handle C4171 (2).
Fig. 185: FLANGE INSTALLER C3718
2. Install flange on the pinion shaft with the reference marks aligned.
3. Install flange (1) Installer C3718 (2) on pinion shaft.
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Fig. 186: WRENCH AND INSTALLER
4. Hold pinion flange with Spanner Wrench 6958 (1) and tighten Installer C3718 nut (2). Tighten nut to
remove all end play.
Fig. 187: TORQUE PINION NUT
5. Install pinion washer and a new nut on the pinion gear.
6. Hold pinion flange (1) with Spanner Wrench 6958 (2) and tighten pinion nut to 217 N.m (160 ft. lbs.).
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7. Measure pinion torque to rotate (1) inch pound torque wrench (2). Pinion torque to rotate is recorded
reading plus 0.56 N.m (5 in. lbs.).
8. If pinion rotating torque is low. Hold pinion flange with Spanner Wrench 6958 and tighten pinion nut in
6.8 N.m (5 ft. lbs.) increments until pinion torque to rotating is achieved.
9. Install propeller shaft.
SHAFT, AXLE
REMOVAL
REMOVAL
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2. Remove brake caliper with adapter and rotor.
3. Remove park brake cable (1) from support plate (2).
NOTE: Park brake cables are self adjusting and must be locked out before
removal.
4. Remove brake sensor harness (1) and remove sensor (2) from support plate.
Fig. 191: AXLE ASSEMBLY
5. Remove axle retainer plate nuts.
6. Pull axle shaft (1) with support plate, bearing and seal from axle tube (2).
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INSTALLATION
INSTALLATION
Fig. 192: AXLE ASSEMBLY
1. Install axle assembly (1) into the axle tube (2).
WARNING: Never reuse axle retainer nuts. Used torque nuts can loosen up. Failure to
follow these instruction may result in personal injury.
2. Install new axle retainer nuts and tighten to 61 N.m (45 ft. lbs.).
3. Install brake (2) and harness (1).
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4. Install park brake cables (1).
SWITCH, AXLE LOCK
REMOVAL
REMOVAL
1. Remove TruLok harness from the coil (1) and indicator switch (2).
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2. Remove TruLok coil connector (1) bolt (2).
3. Remove TruLok coil connector from the axle housing and remove coil harness (1) from the connector
(2).
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Fig. 198: INDICATOR SWITCH
4. Remove differential.
INSTALLATION
INSTALLATION
Fig. 199: INDICATOR SWITCH
1. Install indicator switch (1) into differential housing (2).
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2. Install differential.
4. Install TruLok coil connector (1) bolt (2).
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5. Install TruLok harness to the coil (1) and indicator switch (2).
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Back To Article
2010 ENGINE
2.8L Diesel Service Information Wrangler
DESCRIPTION
DESCRIPTION
Fig. 1: 2.8L ENGINE
The 2.8L (2776cc) fourcylinder "common rail" direct injection engine is an inline overhead valve design. The
engine utilize a cast iron cylinder block. The engine has a one piece aluminum cylinder head with four valves
per cylinder and dual overhead cam shafts. The 2.8L is turbocharged, intercooled and also equipped with a
EGR cooler.
The identification stamp for the 2.8L is located on the left side of the engine block, above the starter. The
engine code label is located on the front timing cover and is the same as the engine I.D. and serial number.
There is also a fuel system label on the front timing cover used for fuel system identification during ECM
programming.
STANDARD PROCEDURE
ENGINE GASKET SURFACE PREPARATION
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Fig. 2: Proper Tool Usage For Surface Preparation
1 ABRASIVE PAD
2 3M ROLOC™ BRISTLE DISC
3 PLASTIC SCRAPER
To ensure engine gasket sealing, proper surface preparation must be performed, especially with the use of
aluminum engine components and multilayer steel cylinder head gaskets.
Never use the following to clean gasket surfaces:
Metal scraper
Abrasive pad or paper to clean cylinder block and head
High speed power tool with an abrasive pad (1), 3M Roloc™ Bristle Disc (2), or a wire brush (3)
NOTE: MultiLayer Steel (MLS) head gaskets require a scratch free sealing surface.
Only use the following for cleaning gasket surfaces:
Solvent or a commercially available gasket remover
Plastic scraper
Sealing surfaces must be free of grease or oil residue. Clean surfaces with MoparÂ® brake parts cleaner
(or equivalent)
STANDARD PROCEDURE COMPRESSION TEST
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Fig. 3: COMPRESSION TESTER
1. Warm up engine to operating temperature (approximately 80 Â°C, 176 Â°F).
2. Shut off engine
3. Disconnect fuel feed and return lines from the fuel filter
4. Operate a vacuum pump connected to the return line until no more fuel comes out
5. Remove injectors
6. Crank engine several times with the starter to eliminate combustion residues in the cylinders
7. Insert Compression Test Adapter VM.1072A into injector hole of cylinder to be tested. Install injector
retainer bolts and tighten.
8. Test compression pressure by cranking engine with starter for at least 8 revolutions.
Cylinder compression 10 Bar (44 psi)
Difference Between
Cylinders
9. Carry out test procedure at the remaining cylinders in the same way.
10. Remove Compression Test Adapter VM.1072A from cylinder head.
11. Install injectors with new high pressure fuel tubes.
REMOVAL
REMOVAL ENGINE
1. Disconnect the negative and positive battery cables.
2. Remove the battery.
3. Recover the refrigerant. Refer to Heating and Air Conditioning/Plumbing Standard Procedure .
4. On manual transmission models, remove the shiftier level. Refer to Transmission and Transfer
Case/Manual/LEVER, Shift Removal .
5. Remove the air cleaner body. See Engine/Air Intake System/BODY, Air Cleaner Removal.
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Fig. 4: CAC Turbo Outlet
6. Remove the turbocharger air inlet tube at turbo.
7. Remove the right side charge air cooler hose at cooler.
9. Remove the front lower splash shield.
10. Drain the coolant. Refer to Cooling Standard Procedure .
11. Drain the engine oil.
12. Remove the transmission skid plate.
13. Remove the catalytic converter. Refer to Exhaust System/CONVERTER, Catalytic Removal .
14. Remove the left front wheelhouse splash shield. Refer to Body/Exterior/SHIELD, Splash Removal .
Fig. 5: HEATER CORE COOLANT HOSES
15. Remove the coolant recovery bottle. Refer to Cooling/Engine/BOTTLE, Coolant Recovery Removal
.
16. Disconnect the engine harness connectors at right side firewall.
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17. Remove the coolant hoses (1) from the heater core.
18. Remove the upper radiator hose at radiator.
19. Remove the fan assembly. Refer to Cooling/Engine/FAN, Cooling Removal .
20. Remove the serpentine belt. Refer to Cooling/Accessory Drive/BELT, Serpentine Removal .
Fig. 6: Charge Outlet Hose
21. Remove the left side charge air cooler hose at EGR air flow control valve.
22. Remove the left side charge air cooler hose at cooler.
Fig. 7: GENERATOR
23. Remove the generator. Refer to Electrical/Charging/GENERATOR Removal .
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Fig. 8: A/C COMPRESSOR
24. Remove the A/C compressor. Refer to Heating and Air Conditioning/Plumbing/COMPRESSOR, A/C
Removal .
Fig. 9: Refrigerator Lines To Condenser
25. Remove the A/C suction and liquid line from the condenser.
26. Remove the A/C suction and liquid lines from the evaporator.
27. Remove and discard gasket/Oring seals and install protective caps over openings.
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Fig. 10: Removing/Installing Lower Radiator Hose
28. Remove the lower radiator hose at radiator.
Fig. 11: POWER STEERING PUMP PULLEY
29. Remove the power steering pump pulley (1).
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Fig. 12: Power Steering Pump
30. Remove the power steering pump (1) and position aside.
31. Disconnect the oil pressure sensor harness connector.
32. Disconnect the EGR vacuum solenoid harness connector.
Fig. 13: CAMSHAFT POSITION SENSOR HARNESS CONNECTOR
33. Disconnect the Camshaft Position Sensor (CMP) harness connector (1).
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Fig. 14: INJECTOR CONNECTOR
34. Disconnect the fuel injector harness connectors.
Fig. 15: FUEL RAIL
35. Disconnect the turbocharger actuator connector.
36. Disconnect the coolant temperature sensor harness connector.
37. Disconnect the fuel pressure sensor harness connector.
38. Disconnect the fuel pressure regulator harness connector.
39. Disconnect the EGR airflow control valve harness connector.
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Fig. 16: IAT/BPS SENSOR
40. Disconnect the IAT/BPS harness connector (1).
Fig. 17: Hood Ground Strap
41. Disconnect the ground strap between the cowl and hood.
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Fig. 18: Glow Plugs
42. Disconnect the glow plug harness connectors.
43. Position aside the upper engine harness.
44. Disconnect the brake booster vacuum hose.
Fig. 19: STARTER MOUNTING 2.8L DIESEL
45. Remove the starter. Refer to Electrical/Starting/STARTER Removal .
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Fig. 20: Fuel Pump Return Line
46. Disconnect the fuel quantity solenoid.
47. Disconnect the fuel supply and return tubes to high pressure pump.
48. Disconnect the fuel rail return line (1).
49. Remove bolt, and the engine ground cable at engine block.
50. Remove the crankshaft position sensor. Refer to Fuel System/Fuel Injection/SENSOR, Crankshaft
Position Removal .
Fig. 21: FLEX PLATE BOLTS
51. Remove the torque converter to flex plate bolts.
52. On manual transmission models, remove the transfer skid plate.
53. On manual transmission models, remove the water and fuel separator. Refer to Fuel System/Fuel
Delivery/SEPARATOR and FILTER, Fuel and Water Removal .
54. On manual transmission models, remove the manual transmission. Refer to Transmission and Transfer
Case/Manual Removal .
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Fig. 22: BELL HOUSING BOLTS
55. Remove the bell housing bolts.
56. Remove the transmission oil line bracket at the oil pan.
Fig. 23: ENGINE MOUNTS
57. Remove the nut from the left engine mount.
58. Remove the nut from the right engine mount.
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Fig. 24: ENGINE LIFT
59. Install the engine lift, and support the weight of the engine.
60. Remove the engine.
INSTALLATION
INSTALLATION ENGINE
Fig. 25: ENGINE LIFT
1. Install the engine.
2. Remove the engine lift.
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3. Install the right engine mount nut. Tighten nut to 54 N.m (40 ft. lbs.).
4. Install the left engine mount nut. Tighten nut to 54 N.m (40 ft. lbs.).
Fig. 27: BELL HOUSING BOLTS
5. Install the bell housing bolts:
Tighten upper bolts to 41 N.m (30 ft. lbs.).
Tighten lower bolts to 54 N.m (40 ft. lbs.).
Tighten collar bolts to 68 N.m (50 ft. lbs.).
6. Install the transmission oil line bracket at the oil pan.
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Fig. 28: FLEX PLATE BOLTS
7. On manual transmission models, install the manual transmission. Refer to Transmission and Transfer
Case/Manual Installation .
8. On manual transmission models, install the water and fuel separator. Refer to Fuel System/Fuel
Delivery/SEPARATOR and FILTER, Fuel and Water Installation .
9. On manual transmission models, install the transfer skid plate.
10. Install the torque converter to flex plate bolts. Tighten bolts to 31 N.m (23 ft. lbs.).
Fig. 29: Fuel Pump Return Line
11. Install the crankshaft position sensor. Refer to Fuel System/Fuel Injection/SENSOR, Crankshaft
Position Installation .
12. Install the engine ground cable at engine block.
13. Connect the fuel pump return line (1).
14. Connect the fuel supply line to high pressure pump.
15. Connect the fuel quantity solenoid.
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Fig. 30: STARTER MOUNTING 2.8L DIESEL
16. Install the starter. Refer to Electrical/Starting/STARTER Installation .
Fig. 31: Glow Plugs
17. Connect the brake booster vacuum hose.
18. Position the upper engine wiring harness.
19. Connect the glow plug harness connectors.
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Fig. 32: Hood Ground Strap
20. Connect the ground strap between the cowl and hood.
Fig. 33: IAT/BPS SENSOR
21. Connect the IAT/BPS harness connector (1).
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Fig. 34: FUEL RAIL
22. Connect the EGR airflow control valve harness connector.
23. Connect the fuel pressure regulator harness connector.
24. Connect the fuel pressure sensor harness connector.
25. Connect the coolant temperature sensor harness connector.
26. Connect the turbocharger actuator connector.
Fig. 35: INJECTOR CONNECTOR
27. Connect the fuel injector harness connectors.
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28. Connect the Camshaft Position Sensor (CMP) harness connector (1).
Fig. 37: Power Steering Pump
29. Connect the EGR vacuum solenoid harness connector.
30. Connect the oil pressure sensor harness connector.
31. Install the power steering pump. Tighten the bolts to 33 N.m (24 ft. lbs.).
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Fig. 38: POWER STEERING PUMP PULLEY
32. Install the power steering pump pulley. Tighten bolts to 33 N.m (24 ft. lbs.).
Fig. 39: Removing/Installing Lower Radiator Hose
33. Install the lower radiator hose at radiator.
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34. Remove protective caps and lubricate install new gasket/Oring seals.
35. Install the A/C suction and liquid lines to the expansion valve. Tighten the nut to 8 N.m (70 in. lbs.).
36. Install the A/C suction and liquid line from the condenser. Tighten the nuts to 23 N.m (17 ft. lbs.).
Fig. 41: A/C COMPRESSOR
37. Install the A/C compressor. Refer to Heating and Air Conditioning/Plumbing/COMPRESSOR, A/C
Installation .
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Fig. 42: GENERATOR
38. Install the generator. Refer to Electrical/Charging/GENERATOR Installation .
Fig. 43: Charge Outlet Hose
39. Install the left side charge air cooler hose at cooler.
40. Install the left side charge air cooler hose at EGR air flow control valve.
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41. Install the serpentine belt. Refer to Cooling/Accessory Drive/BELT, Serpentine Installation .
42. Install the fan assembly. Refer to Cooling/Engine/FAN, Cooling Installation .
43. Connect the upper radiator hose at radiator.
44. Install the coolant hoses (1) to the heater core.
45. Connect the engine harness connectors at right side firewall.
46. Install the coolant recovery bottle. Refer to Cooling/Engine/BOTTLE, Coolant Recovery Installation
.
Fig. 45: CAC Turbo Outlet
47. Install the left front wheel house splash shield. Refer to Body/Exterior/SHIELD, Splash Installation .
48. Install the catalytic converter. Refer to Exhaust System/CONVERTER, Catalytic Installation .
49. Install the transmission skid plate.
50. Install the front lower splash shield.
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52. Install the right side charge air cooler hose.
53. Install the turbocharger air inlet tube at turbocharger.
54. Install the air cleaner body. See Engine/Air Intake System/BODY, Air Cleaner Installation.
55. On manual transmission models, install the shifter lever. Refer to Transmission and Transfer
Case/Manual/LEVER, Shift Installation .
56. Fill the coolant. Refer to Cooling Standard Procedure .
57. Fill the with recommended engine oil.
58. Charge the A/C system. Refer to Heating and Air Conditioning/Plumbing Standard Procedure .
59. Install the battery.
60. Connect the positive and negative battery cables.
61. Start the engine and check for leaks.
SPECIFICATIONS
SPECIFICATIONS
SPECIFICATIONS (1 OF 2)
2.8L Engine Specifications
Engine 2.8L JK/KA/KK
Engine Type 2.8L 16 Valves
Displacement 2777 cc
Bore 94.00
Stroke 100.05
Power (VGT) JK KA KK 130 kW (177CV)@3800 RPM
Torque (ATX) JK 460 Nm @ 2000 RPM
Torque (MTX) JK 410 Nm @ 2000 2800 RPM
Cylinders 4 In line
Injection Order 1342
Compression Ratio 17.0:1
Vacuum at idle 680 mm/HG (27.5 In/HG)
Idle Speed (ATX) 760 +/ 50 RPM
Idle Speed (MTX) 875 +/ 50 RPM
Maximum RPM in Gear 4500 RPM
Maximum RPM in neutral ATX 2800 MTX 3500
Belt tension Automatic Belt Tensioner
Thermostat opening 80Â°C +/ 2Â°C
Generator Rating Denso 12V180A
Emissions Level EU4
Block configuration/Material Open/Cast Iron
Cylinder Head Dual Overhead Cam
Timing System Belt
Fuel System CP3.2+ 1,600 bar Fuel Pump, Piezo Injectors
Fuel Supply Electric Fuel Pump In the Fuel Tank
Electronic Control Unit EDC 16
Timing System Belt Driven DOHC Overhead Camshaft
Air Intake Dry Filter With turbocharger and Charge Air Cooler
Fuel System Direct Fuel Injection Common Rail System
Emission devices Cooled EGR (pneumatic)
Electric Intake Throttle
Fast Metallic Glow plugs
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Combustion Cycle 4 Stroke
Cylinder Compression Difference Between 10 bar (145 psi)
Cylinders
Cooling System Water Cooling
Turbocharging: Single VGT with REA
Intake Ports Aluminum heads with traditional dual side intake
and exhaust ports. One intake port is helical and the
other has a directed entry.
Crankshaft 8 Counterweights with an incorporated balance
shaft gear.
Camshafts 2 overhead camshafts with axial front bearings and
identical camshaft caps, finger followers, and
hydraulic lifters.
Intake AND Exhaust Valves Flat with fire deck face.
Intake Manifold Aluminum, with Castin EGR passages, intake
mixer, vacuum actuated EGR valve, electric intake
throttle and a Utype EGR cooler
Lubrication Pressure Lubricated By Rotary Pump
Minimum Oil Pressure (warm) 0.7 BAR at idle/2.5 BAR at 3800 RPM
Engine Rotation Clockwise Viewed From Front Cover
SPECIFICATIONS (2 OF 2)
2.8L Engine Specifications
Cylinder Head
Cylinder head height 135.5 mm (5.334 in.)
Cylinder head flatness deformation tolerance 0.075 mm (0.003 in.)
Cylinder head gasket thickness
0 Hole 1.10 mm (0.043 in)
1 Hole 1.20 mm (0.047 in)
2 Holes 1.30 mm (0.051 in)
Intake Manifold
Intake manifold flatness deformation tolerance 0.075 mm (0.003 in.)
Exhaust Manifold
Exhaust manifold flatness deformation tolerance 0.075 mm (0.003 in.)
Tappets
Hydraulic tappet outside diameters 11.994 mm +/ 0.06 mm (0.472 in +/ 0.002)
Valves
Intake valve face angle 45Â°30'
Exhaust valve face angle 45Â°30'
Intake Valve Head Diameter 32 mm (1.25 in.)
Exhaust Valve Head Diameter 29.4 mm (1.15 in.)
Intake Valve Stem Diameter 5.97 mm (0.235 in.)
Exhaust Valve Stem Diameter 5.96 mm (0.235 in.)
Intake Valve Guide Stem Clearance
Min 0.030 mm (0.0012 in.)
Max 0.060 mm (0.0024 in.)
Exhaust Valve Guide Stem Clearance
Min 0.040 mm (0.0016 in.)
Max 0.070 mm (0.0028 in.)
Valve Springs
Free Length 50.8 mm (2 in.)
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Closed Valve 38 mm (1.49 in.)
Opened Valve 29 mm (1.14 in.)
Camshafts
Camshaft End Play
Max 0.350 mm (0.013 in.)
Min 0.150 mm (0.006 in.)
Outer Journal Diameter (at crankshaft) 25.95 mm +/ 0.01 mm (1.021 mm +/.0004 in)
Inner Journal Diameter (at cylinder head) 26.00 mm + 0.015 mm (1.027 mm/.0006 in)
Crankshaft Journal Clearance.
Max 0.075 mm (0.003 in.)
Min 0.030 mm (0.0012 in)
Connecting Rods
Connecting Rod Diameter (Small End) 32 mm (1.26 in.)
Connecting Rod Diameter (Large End) 57.563 mm (2.266 in.)
Piston Pin
Diameter 32 mm (1.26 in.)
Length 70.7 mm 71.00 mm (2.78 in 2.79 in.)
Crankshaft
End Play 0.1 mm 0.33 mm (0.004 in. 0.013 in.)
Bearing Selection. Refer to Standard Procedure and Engine/Engine Block/CRANKSHAFT
Installation.
Engine Block
Cylinder Bore Internal Diameter 94 mm (3.700 in.)
Cylinder Bore OutOfRound 0.007 mm (0.0003 in.)
Oversized Piston +0.40 mm (+0.015 in.)
Fuel System
Injection Pressure CRS 3.0 1600 Bar
High Pressure Pump CP3.2+
ECU EDC16CP31
Injectors Piezo CRI 3.0
Glow Plugs
Make/Type Bosch/GLP2
Voltage 4.4V
Lubrication System
Oil Pump Outer Rotor End Play
Min 0.01 (0.0004 in.)
Max 0.09 (0.0036 in.)
Oil Pump Inner Rotor End Play
Max 0.01 mm (0.0004 in.)
Min 0.09 mm (0.0036 in.)
Oil Pump Outer Rotor to Body Diameter Clearance
Max 0.130 mm (0.052 in.)
Min 0.230 mm (0.0091 in)
Oil Pressure Relief Valve
Opening Pressure 5 Bar
Oil Pressure Valve Spring Free Length 46.8 mm (1.84 in)
Minimum Oil Pressure (Warm)
at Idle 0.7 Bar
at 3800 RPM 2.5 Bar
Cooling System
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Thermostat Opening Temperature 80Â°C (176Â°F)
Pressure Cap Setting 1.2 Bar
Engine Oil
Specification
Refer to Vehicle Quick Reference/Capacities and Recommended Fluids Description .
Coolant
Specification. Refer to Vehicle Quick Reference/Capacities and Recommended Fluids Description .
CYLINDER HEAD GASKET SELECTION
Cylinder Head Gasket Selection
Millimeters Inches
DISTANCE FROM PISTON AT TDC TO 0.300 0.399 0.0119 0.0158
CYLINDER BLOCK
CYLINDER HEAD GASKET THICKNESS 1.10 0.0434
PISTON CLEARANCE 0.7000.800 0.0276 0.0315

CYLINDER BLOCK

CYLINDER BLOCK
TORQUE
ENGINE BLOCK
Air Temp/Pressure sensor 12 106
Balance Shaft 33 24
Connecting Rod Caps See Engine/Engine Block/ROD, Piston and Connecting Installation.
Dipstick Tube (block) 11 97
Dipstick Tube (sump) 11 97
Engine Block Plug 30 22
Engine Mount Bolts 54 40
Lower Oil Pan See Engine/Lubrication/PAN, Oil Installation.
Main Bearing Caps See Engine/Engine Block/CRANKSHAFT Installation.
Oil Cooler 12 106
Oil Cooler Coolant Adapter 11 97
Tube at Oil Filter Housing
Bolt
Oil Cooler Coolant Tube Bolt 15 133
Oil Drain Plug 54 40
Oil Filter Cap 25 18
Oil Filter Housing 33 24
Oil Jet 11 97
Oil Pickup Tube 15 133
Oil Pressure Sensor 14 124
Upper Oil Pan (M6 bolt) 15 133
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Upper Oil Pan (M8 bolt) 32 24
CYLINDER HEAD
Camshaft Cap 11 97
Camshaft Position Sensor 11 97
Camshaft Sprocket 80 59
Cylinder Head Bolt See Engine/Cylinder Head Installation.
Cylinder Head Cover 11 97
EGR Air Flow Control 11 97
Valve Assembly
Exhaust Manifold 36 27
Front Camshaft Journal 11 97
Fuel injector 33 24
Fuel Injector Fuel Lines at 5 + 75Â° 44 + 75Â°
Fuel Rail
Fuel Injector lines at the 28 20
injector
Fuel Rail 24 18
Glow Plugs 14 124
High Pressure Fuel Line 15 133
Bracket bolt
High Pressure Fuel Feed
5 + 75Â° 44 + 75Â°
Line at Fuel Rail
High Pressure Fuel Feed 28 20
Line at the High Pressure
Pump
Intake Manifold Nuts 25 18
Turbocharger Nuts 32 24
Turbocharger Brace Bolts 32 24
Turbocharger Oil Feed Line 32 24
at the Engine Block
Nipple at the Engine Block
Banjo Bolt at the
Turbocharger
Turbocharger Oil Return 15 133
Line
Vacuum Tube 11 97
FRONT ENGINE
Accessory Belt Tensioner 45 33
Bolt
Accessory Drive Idler 45 33
Pulley Bolt
Camshaft Position Sensor 11 97
Crankshaft Pulley 32 24
Crankshaft Sprocket 100 + 120Â° 74 + 120Â°
Front Cover 33 24
Front Engine Lifting 45 33
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Bracket
Fuel Quantity Solenoid 11 97
High Pressure Fuel Pump 24 18
Nuts
High Pressure Fuel Pump 88 65
Sprocket Nut
Inner Front Cover 11 97
Outer Front Cover (lower) 11 97
Outer Front Cover (upper) 11 97
Timing Belt Tensioner 28 21
Water Pump 32 24
REAR ENGINE
Crankshaft Sensor 11 97
CKP Cover Plate 15 133
Flex Plate (ATX) See Engine/Engine Block/FLEXPLATE Installation.
Rear Cover 15 133
Rear Lifting Bracket 45 33
Trans Adapter Plate (allen 79 58
bolts)
Trans Adapter Plate (hex 45 33
bolt)
ACCESSORY DRIVE
A/C Compressor 32 24
A/C Compressor/Generator 45 33
Bracket
A/C Compressor/Generator 25 18
Bracket Support
Generator 33 24
Power Steering Pump 33 24
Power Steering Pump Pulley 33 24
SPECIAL TOOLS
SPECIAL TOOLS
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Fig. 46: LOCKING TOOL VM.1055
Fig. 47: REMOVER, SEAL VM.1058
Fig. 48: BALANCE SHAFT LOCK PIN VM.10012
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Fig. 49: 2.8L PISTON INSTALLER VM.1082
Fig. 50: FRONT AND REAR SEAL TOOL VM.9990
Fig. 51: ADAPTER, COMPRESSION TEST VM.1072A
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Fig. 52: INSTALLER/GUIDE SEAL 9937 1, 99372
Fig. 53: INSTALLER, SEAL VM.1057
Fig. 54: CAMSHAFT TIMING TOOL VM.9991
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Fig. 55: CRANKSHAFT LOCKING TOOL VM.9992
Fig. 56: CRANKSHAFT SEAL INSTALLER VM.9993
Fig. 57: Valve Spring Compressor MD998772A
Fig. 58: Valve Spring Adapter MD998772A15
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Fig. 59: EXHAUST MANIFOLD ALIGNMENT TOOL VM.10334
CYLINDER HEAD
DESCRIPTION
DESCRIPTION
Fig. 60: Cylinder Head Bolt Torque Sequence
The 2.8L aluminum, overhead valve cylinder head is torqued in a cross pattern. The cylinder head itself is not
resurfaceable.
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Fig. 61: MLS GASKET
1. The cylinder head uses a selectable Multilayered Steel gasket that is available in three sizes.
STANDARD PROCEDURE
VALVE SEALS IN VEHICLE
Fig. 62: COMPRESSION TESTER
2. Remove the cylinder head cover. See Engine/Cylinder Head/COVER(S), Cylinder Head Removal.
NOTE: Rocker arms and lifters must be kept in order of removal and stored in the
up right position.
3. Position the rocker arms aside. See Engine/Cylinder Head/ROCKER ARM, Valve Removal.
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4. Install the Compression Tester Adaptor Tool VM.1072A, into the injector hole and retain with an injector
hold down (2) bolt.
5. Prepare Valve Spring Compressor Tool MD998772A for usage by inverting the tool to cylinder head
holding screws so that the thread size matches the cylinder head.
6. Install Valve Spring Compressor Tool MD998772A onto cylinder head and using Valve Spring Adaptor
MD998772A15, place the adaptor over the valve spring.
7. Connect a regulated air supply (3) to Compression Test Adapter Tool VM.1072A and pressurize the
cylinder.
8. Place shop towels around the working area of the cylinder head to prevent valve locks from accidently
entering the engine.
Fig. 63: MD998772A15 ADAPTOR
1 MD998772A15 ADAPTOR
2 VALVE SPRING
3 VM.1072A COMPRESSION TESTER ADAPTOR
9. Using Valve Spring Adaptor MD998772A15 (1), collapse the valve spring (2) and remove the locks.
10. Remove the valve spring (2) assembly.
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Fig. 64: VALVE SEAL
1 VALVE SEAL
11. Remove the valve seal (1).
12. Repeat this procedure for all cylinders.
VALVE SERVICE
This procedure is done with the engine cylinder head removed from the block.
DISASSEMBLY
1. Remove the engine cylinder head from the cylinder block. See Engine/Cylinder Head Removal.
2. Use Valve Spring Compressor Tool and compress each valve spring.
3. Remove the valve locks, retainers, and springs.
4. Use a smooth stone or a jewelers file to remove any burrs on the top of the valve stem, especially around
the groove for the locks.
5. Remove the valves, and place them in a rack in the same order as removed.
VALVE CLEANING
1. Clean all carbon deposits from the combustion chambers, valve ports, valve stems, valve stem guides and
head.
2. Clean all residue and gasket material from the engine cylinder head machined gasket surface.
INSPECTION
Fig. 65: VALVE SPRING CHART
VALVE SPRING CHART
LOAD Kg HEIGHT mm STATE
P1 0.00 H1 50.8 FREE LENGTH
P2 1825 H2 38.0 VALVE CLOSED
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+10%
P3 395Â H3 29.0 VALVE OPEN
±5%
1. Inspect for cracks in the combustion chambers and valve ports.
2. Inspect for cracks on the exhaust seat.
3. Inspect for cracks in the gasket surface at each coolant passage.
4. Inspect valves for burned, cracked or warped heads.
5. Inspect for scuffed or bent valve stems.
6. Replace valves displaying any damage.
7. Check valve spring height .
VALVE SEAT REFACING
1. Install a pilot of the correct size in the valve guide bore. Reface the valve seat to the specified angle with
a good dressing stone. Remove only enough metal to provide a smooth finish.
2. Use tapered stones to obtain the specified seat width when required.
VALVE GUIDES
Fig. 66: VALVE HEIGHT
1. Valve Guides height requirement.
2. Measurement A and B: 13.50 mm 14.00 mm. (0.570 in 0.590 in)
VALVE STEMTOGUIDE CLEARANCE MEASUREMENT
1. Measure and record internal diameter of valve guides. Valve guide internal diameter is 6.0 to 6.012 mm
(0.2362 to 0.2366 in.).
2. Measure valve stems and record diameters. Intake valve stem diameter 5.952 to 5.97 mm (0.2343 to
0.2350 in). Exhaust valve stem diameter 5.942 to 5.96 mm (0.2339 to 0.2346 in).
3. Subtract diameter of valve stem from internal diameter of its respective valve guide to obtain valve stem
clearance in valve guide. Clearance of inlet valve stem in valve guide is 0.03 to 0.06 mm (.0011 to .0023
in). Clearance of exhaust valve stem in valve guide is 0.04 to 0.07 mm (.0015 to .0027 in).
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4. If valve stem clearance in valve guide exceeds tolerances, new valve guides must be installed.
REMOVAL
REMOVAL CYLINDER HEAD
1. Disconnect the battery cables.
2. Remove the battery.
3. Remove the intake manifold. See Engine/Manifolds/MANIFOLD, Intake Removal.
4. Remove the exhaust manifold. See Engine/Manifolds/MANIFOLD, Exhaust Removal.
5. Remove the camshafts. See Engine/Cylinder Head/CAMSHAFT, Engine Removal.
Fig. 67: INNER FRONT COVER
6. Remove the inner timing belt cover.
Fig. 68: ROCKER ARM AND LIFTER ASSEMBLY
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NOTE: Observe the position of the rocker arms and lifters. Always return the
rocker arms and lifters to their original location.
7. Remove the rocker arms (1) and hydraulic lifters (2).
8. Remove the cylinder head bolts.
9. Remove the cylinder head.
CLEANING
CLEANING
Fig. 69: ENGINE BLOCK
Thoroughly clean the engine cylinder head and cylinder block mating surfaces. Clean the intake and exhaust
manifold and engine cylinder head mating surfaces. Remove all gasket material and carbon. See Engine
Standard Procedure.
Check to ensure that no coolant or foreign material has fallen into the tappet bore area.
Remove the carbon deposits from the combustion chambers and top of the pistons.
INSPECTION
INSPECTION
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Fig. 70: Cylinder Head Flatness (1 Of 2)
1 FEELER GAUGE
2 STEEL STRAIGHT EDGE
CAUTION: The cylinder head surface and straight edge must be absolutely clean before
the flatness measurement is taken. DO NOT check flatness across the
combustion chamber area or on the marks left by the gasket stopper.
Use a cleaned straight edge (2) and feeler (1) gauge to check the flatness. Lie the straight edge (2) parallel
across the cooling ports. Measure before each combustion chamber toward the outer edge of the cylinder head,
above and below each combustion chamber, between each combustion chamber, top and bottom, on the
cylinder head and block mating surfaces. The maximum allowed warpage is 0.075 mm (0.003 in.).
Fig. 71: Cylinder Head Flatness (2 Of 2)
1 Feeler Gauge
2 Straight Edge
The minimum cylinder head thickness is 135.5 mm (5.33 in.).
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INSTALLATION
INSTALLATION CYLINDER HEAD
Fig. 72: Crankshaft Locking Tool
1. Remove the crankshaft locking tool VM.9992 (1).
Fig. 73: DECK HEIGHT
2. Set the number one piston to top dead center (TDC).
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Fig. 74: PISTON PROTRUSION MEASUREMENT
3. Zero the dial indicator on the top of the piston at location shown (1) in illustration.
4. Use the dial indicator to measure the height of the piston at top dead center.
5. Zero the dial indicator on the top of the piston at location shown (2) in illustration.
6. Use the dial indicator to measure the height of the piston at top dead center.
7. Repeat the procedure for each cylinder.
8. Average the 4 piston protrusion readings to determine the required gasket thickness.
CYLINDER HEAD GASKET SELECTION
Cylinder Head Gasket Selection
Millimeters Inches
DISTANCE FROM 0.300 0.399 0.0119
PISTON AT TDC TO 0.0158
CYLINDER BLOCK
CYLINDER HEAD 1.10 0.0434
GASKET THICKNESS
PISTON CLEARANCE 0.701 0.800 0.0276
0.0315

DISTANCE FROM 0.400 0.499 0.0158
CYLINDER BLOCK
GASKET THICKNESS
0.0315

DISTANCE FROM 0.500 0.600 0.0197
CYLINDER BLOCK
GASKET THICKNESS
0.0315
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9. Select the appropriate cylinder head gasket from the cylinder head gasket chart.
Fig. 75: MLS GASKET
10. Install the head gasket (1).
Fig. 76: Cylinder Head Bolt Torque Sequence
11. Install the cylinder head.
NOTE: Always use new cylinder head bolts whenever the existing bolts have
been removed.
12. Install the cylinder head bolts. Using the pattern shown in illustration, tighten bolts to 30 N.m (22 ft.
lbs.).
Repeat the illustrated pattern, turning the bolts an additional 85 degrees.
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Repeat the illustrated pattern, turning the bolts an additional 85 degrees.
Repeat the illustrated pattern, turning the bolts an additional 85 degrees for a total of 255 degrees.
13. Install the hydraulic lifters (2) and rocker arms (1). Make sure to return the lifters and arms to their
original position.
14. Install the inner front cover. Tighten the bolts to 11 N.m (97 in. lbs.).
15. Install the camshafts. See Engine/Cylinder Head/CAMSHAFT, Engine Installation.
16. Install the exhaust manifold. See Engine/Manifolds/MANIFOLD, Exhaust Installation.
17. Install the intake manifold. See Engine/Manifolds/MANIFOLD, Intake Installation.
18. Connect the battery.
CAMSHAFT, ENGINE
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Description
DESCRIPTION
Fig. 79: CAMSHAFTS
The camshafts are made of cast iron with eight machined lobes and four bearing journals.
Fig. 80: CAMSHAFT OIL SEAL
1. The exhaust camshaft (1) incorporates the CMP sensor reluctor wheel. The intake camshaft uses a
camshaft seal (2).
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Fig. 81: Camshaft Timing Dots
2. The dots on the back of the camshaft gears are for initial timing only. These dots are for timing the
camshafts to each other. To correctly set engine timing, the camshafts must be set to 90Â° ATDC. The
Camshaft Locking Tool VM.9991 is used to correctly set the camshafts to their proper location.
Removal
REMOVAL CAMSHAFT
Fig. 82: CAMSHAFT TIMING SPROCKET
2. Remove the intake camshaft sprocket (2). See Engine/Valve Timing/SPROCKET(S), Timing Belt and
Chain Removal.
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Fig. 83: Upper And Lower Front Covers
3. Remove the cylinder head cover (7). See Engine/Cylinder Head/COVER(S), Cylinder Head
Removal.
Fig. 84: Front Camshaft Bearing Journal
4. Remove the front cam bearing journal (2).
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Fig. 85: CAMSHAFT OIL SEAL
5. Remove the intake camshaft oil seal (2).
Fig. 86: Identifying Camshaft Cap & Cylinder Head (Intake Side) Markings
NOTE: Observe the position marks on the cylinder head and camshaft cap as a
reference to its original location. The illustration is an example of the
camshaft markings.
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Fig. 87: CAMSHAFTS
NOTE: Intake and exhaust manifolds removed for clarity.
6. Using a circular pattern, remove bolts and the camshaft bearing caps.
7. Remove the camshafts.
Installation
INSTALLATION CAMSHAFT
1. Lubricate the camshaft journals with MoparÂ® Engine Oil Supplement, or equivalent.
NOTE: The dots on the back of the camshaft gears are for initial timing only.
These dots are for timing the camshafts to each other. To correctly set
engine timing, the camshafts must be set to 90Â° ATDC. The camshaft
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engine timing, the camshafts must be set to 90Â° ATDC. The camshaft
locking tool is used to correctly set the camshafts to their proper location.
2. Make sure that the three small orientation dots marks on the back side of the camshaft gears are
horizontal and facing each other.
3. Carefully install camshafts onto the camshaft journals.
Fig. 89: Identifying Camshaft Cap & Cylinder Head (Exhaust Side) Markings
4. The cylinder head and camshaft caps have markings to identify each cap to its correct location. In the
illustration, 1S (1) is marked on the exhaust side camshaft cap and 1S (2) is the mark on the exhaust side
of the cylinder head. It is critical that all of the camshaft caps are returned to their correct locations.
Fig. 90: Identifying Camshaft Cap & Cylinder Head (Intake Side) Markings
5. The cylinder head and camshaft caps have markings to identify each cap to its correct location. In the
illustration, 1A (1) is marked on the intake side camshaft cap and 1A (2) is the mark on the intake side of
the cylinder head. It is critical that all of the camshaft caps are returned to their correct locations.
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Fig. 91: Identifying Camshaft Bolts
NOTE: Whenever the camshaft caps are removed, always replace the bolts.
6. The camshaft bolts have 2 different bolt sizes.
Bolts A are M6 35 mm.
Bolts B are M6 45 mm.
Fig. 92: Identifying Camshaft Bolt Tightening Sequence
7. Using new bolts and the tightening sequence shown in illustration, install the camshaft bolts and tighten
bolts in one turn increments until finger tight.
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Fig. 93: Applying Sealant To Front Camshaft Bearing Journal
NOTE: Be careful not to get ant LoctiteÂ® 510 onto the camshaft journal.
8. Apply a thin bead of LoctiteÂ® 510 to the front camshaft bearing journal (2) in the location shown in
illustration (1).
9. Install the front camshaft bearing journal and tighten the new bolts finger tight.
Fig. 94: Camshaft Cap Bolt Torque Sequence
10. Using the sequence shown in illustration, tighten the camshaft cap bolts to 11 N.m (97 in. lbs.).
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Fig. 95: Camshaft Marks At 90 Degrees ATDC
11. Rotate the camshafts so that the camshaft locking tool VM.9991 fits into place.
Fig. 96: INSTALLING CAMSHAFT LOCK TOOL
12. Install the Camshaft Locking Tool VM.9991 (1) onto the camshaft position sensor tone wheel (2).
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Fig. 97: CAMSHAFT LOCKING TOOL INSTALLED
13. When the Camshaft Locking Tool VM.9991 is bolted in place, the camshafts are locked at 90 degrees
ATDC.
Fig. 98: CAMSHAFT OIL SEAL INSTALLATION
14. Using the Seal Installer 99371 and 99372 (1), install the intake camshaft oil seal.
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15. Install the cylinder head cover (7). See Engine/Cylinder Head/COVER(S), Cylinder Head
Installation.
16. Install the camshaft sprocket (2). See Engine/Valve Timing/SPROCKET(S), Timing Belt and Chain
Installation.
CHECKING CAMSHAFT END PLAY
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Fig. 101: CAMSHAFTS
1. After camshafts are properly installed in cylinder head cover check end play of camshafts with a dial
indicator. The end play should be between 0.10 mm 0.55 mm.
NOTE: If the camshaft endplay is not within specification, replace the cylinder
head.
2. Measure the camshaft end play with a dial indicator. The end play should be between 0.15 mm 0.35 mm
(0.006 in 0.014 in.).
COVER(S), CYLINDER HEAD
Description
DESCRIPTION
The cylinder head cover is made of an injection molded composite. The cylinder head cover also incorporates a
oil drain back hole for the crankcase ventilation (CCV) system.
Removal
REMOVAL
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Fig. 102: Crankcase Vent Hose & Oil Separator
2. Disconnect the crankcase vent hose (1) from the oil separator (2).
Fig. 103: Fuel Return LinesTop
3. Disconnect the fuel injector return line (1) from the fuel injectors.
4. Disconnect the vacuum line from the EGR solenoid to EGR valve (2).
5. Disconnect the EGR solenoid electrical connector.
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Fig. 104: Vacuum Supply Tube
6. Disconnect the vacuum line (1) to the EGR solenoid.
7. Remove the retaining nuts and position aside the vacuum line (2).
Fig. 105: Fuel Injector Harness
8. Disconnect the fuel injector harness connectors from the fuel injectors (1).
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Fig. 106: FUEL RAIL
9. If necessary, loosen the fuel rail nuts.
10. Remove the fuel injector fuel lines (3) from the fuel injectors and the fuel rail. Install protective caps onto
the fuel injector.
Fig. 107: Diesel Fuel Injectors
11. Remove the fuel injectors (1).
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Fig. 108: Upper Cover Bolts
NOTE: The upper cover bolts are encased in a collar which does not permit them
to be removed.
12. Loosen the upper front timing cover bolts (1).
13. Loosen the fasteners (8) and the cylinder head cover (7).
Installation
INSTALLATION
1. Clean and inspect the gasket surface of the cylinder head and the cylinder head cover gasket. Replace
cylinder cover gasket if necessary.
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2. Install the cylinder head cover (7). Tighten to 11 N.m (97 in. lbs.).
Fig. 111: Upper Cover Bolts
3. Tighten the upper front timing cover bolts (1) to 11 N.m (97 in. lbs.).
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Fig. 112: Diesel Fuel Injectors
4. Install fuel injectors, washer, and injector retainer claw.
5. Install the injector clamp bolts. Tighten injector clamp bolts to 33 N.m (24 ft. lbs.).
Fig. 113: FUEL RAIL
6. Remove the protective caps and loosely install the high pressure fuel lines (3) onto the fuel injectors and
the fuel rail.
7. If necessary, tighten the fuel rail nuts to 24 N.m (18 ft. lbs.).
8. Tighten the fuel lines (3) at the fuel injector to 28 N.m (20 ft. lbs.).
9. Tighten the fuel lines from the injectors to the fuel rail to 5 N.m (44 in. lbs.), plus an additional 75Â°.
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Fig. 114: Fuel Injector Harness
10. Connect the fuel injector harness connectors (1) to the fuel injector.
Fig. 115: Vacuum Supply Tube
11. Install the vacuum line (2) and tighten the retaining nuts.
12. Connect the vacuum line (1) to the EGR solenoid.
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Fig. 116: Fuel Return LinesTop
13. Connect the EGR solenoid electrical connector.
14. Connect the vacuum line from the EGR solenoid to EGR valve (2).
15. Connect the fuel injector return lines (1) to the fuel injectors.
16. Connect the crankcase vent hose (1) to the oil separator (2).
LIFTER(S), HYDRAULIC
Description
DESCRIPTION
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Valve lash is controlled by hydraulic tappets (2) located inside the cylinder head, in tappet bores below the
camshafts.
Removal
REMOVAL
NOTE: Always return the hydraulic lifters to their original location in the cylinder
head.
3. Remove the rocker arms (1) and hydraulic lifters (2).
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Inspection
INSPECTION
Clean each lifter assembly (1) in cleaning solvent to remove all varnish and sludge deposits. Inspect for
indications of scuffing on the side and base of each lifter body.
Installation
INSTALLATION
1. Install the rocker arms (1) and hydraulic lifters (2) into their original locations.
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ROCKER ARM, VALVE
Description
DESCRIPTION
The rocker arms (1) are made of stamped steel and serviced as an assembly along with the lifter.
The rocker arms (1) are used as a link between the camshaft and valves. As the camshaft rotates, the lobes of
the camshafts apply downward pressure on the rocker arms (1). This pressure is then applied to the hydraulic
lifter (2) which opens the valve.
Removal
REMOVAL
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3. Remove rocker arms (1) and lifters (2).
Installation
INSTALLATION
1. Clean and inspect gasket sealing surfaces.
2. Lubricate lifter ball end of lifter(s), valve(s), and rocker arm roller(s) with MoparÂ® Engine Oil
Supplement or equivalent.
3. Connect rocker arm(s) to lifter and reposition on valve(s).
SEAL(S), CAMSHAFT
Removal
REMOVAL CAMSHAFT OIL SEAL
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2. Remove the intake camshaft sprocket (2). See Engine/Valve Timing/SPROCKET(S), Timing Belt and
Chain Removal.
Fig. 126: SEAL REMOVER & SEAL
3. Install the Seal Remover VM.1058 (2) into seal (1) as shown in illustration.
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Fig. 127: Identifying Seal Remover Handle, Seal Remover & Intake Camshaft Oil Seal
4. Position the Seal Remover Handle VM.1058 (1) onto Seal Remover VM.1058 (2) and remove the intake
camshaft oil seal (3).
Installation
INSTALLATION CAMSHAFT OIL SEAL
Fig. 128: CAMSHAFT OIL SEAL INSTALLATION
1. Use the Seal Installer 99371 and 99372 (1) to install the intake camshaft oil seal.
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2. Install the camshaft sprocket (2). See Engine/Valve Timing/SPROCKET(S), Timing Belt and Chain
Installation.
ENGINE BLOCK
DESCRIPTION
DESCRIPTION
Fig. 130: ENGINE BLOCK
The 2.8L CRD Diesel engine uses a cast iron engine block. The cylinder block has increased stiffness that
reduces structural flexing and a fractured connecting rod cap design that can not distort connecting rod cap fit.
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STANDARD PROCEDURE
BEARING SELECTION CHARTS
CONNECTING ROD BEARINGS LARGE END
Connecting Rod Bearing Half Connecting Rod Journal Diameter Crankshaft
Journal Diameter
Connecting Rod
Large End
D C B A
53.929 53.936 53.936 53.942 53.942 53.948 53.948 53.955
Upper Bearing Blue Blue Red Red
A Shell
57.563 57.568 Lower Bearing Yellow Blue Blue Red
Shell

Upper Bearing Yellow Blue Blue Red
B Shell
57.568 57.573 Lower Bearing Yellow Yellow Blue Blue
Shell

C Upper Bearing Yellow Yellow Blue Blue
57.573 57.578 Shell
Lower Bearing Green Yellow Yellow Blue
Shell

D Upper Bearing Green Yellow Yellow Blue
57.578 57.583 Shell
Lower Bearing Green Green Yellow Yellow
Shell
CRANKSHAFT BEARINGS
Cylinder Block Bearing Half Crankshaft Main Journal Diameter
Seat Diameter
D C B A
64.974 64.981 64.981 64.987 64.987 64.993 64.993 65.000
A Upper Bearing Blue Blue Red Red
69.000 69.005 Shell
Lower Bearing Yellow Blue Blue Red
Shell

B Upper Bearing Yellow Blue Blue Red
69.005 69.010 Shell
Lower Bearing Yellow Yellow Blue Blue
Shell

C Upper Bearing Yellow Yellow Blue Blue
69.010 69.015 Shell
Lower Bearing Green Yellow Yellow Blue
Shell

D Upper Bearing Green Yellow Yellow Blue
69.015 69.020 Shell
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Lower Bearing Green Green Yellow Yellow
Shell
BEARING(S), CONNECTING ROD
Removal
REMOVAL CONNECTING ROD BEARINGS
Fig. 131: CONNECTING ROD IDENTIFICATION
1 CONNECTING ROD PAWL
2 CONNECTING ROD
3 PAINTED CYLINDER IDENTIFIER
4 CONNECTING ROD BEARINGS
5 BOLTS
1. Remove the balance shaft module. See Engine/Engine Block/MODULE, Balance Shaft Removal.
2. Remove the connecting rod bearing caps (1) one at a time and discard bolts (5).
3. Carefully remove the upper half and lower half of bearing (4) from the connecting rod (2).
Installation
INSTALLATION CONNECTING ROD BEARINGS
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Fig. 132: CONNECTING ROD SIZE
1. Each connecting rod has its own letter class (1) to a specific connecting rod journal diameter.
Fig. 133: MAIN BEARING SIZE MARK ON CRANK
2. To determine the correct bearing size for each cylinder. Each connecting rod letter class must be matched
with the crankshaft letter class (2) with the bearing selection chart to determine the correct bearing color
for each cylinder. The letters stamped into the crankshaft (2) are in the same order as the cylinders. The
first letter corresponds to the first cylinder, the second to the second, etc. See bearing selection chart. See
Engine/Engine Block Standard Procedure.
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2 CONNECTING ROD
BOLTS
CAUTION: Connecting rod bolts must be replaced when disassembled. When
assembling the connecting rod (2), be sure that the connecting rod pawl
(1) on each of the connecting rod caps is facing the rear (fly wheel) side of
the engine.
NOTE: Do Not lubricate the new connecting rod bolts. They are already coated
with a anti scuff treatment.
3. Assemble connecting rod bearings (4) and bearing caps to their respective connecting rods (2) ensuring
that the serrations on the cap and reference marks are aligned.
4. Using new connecting rod bolts, tighten the connecting rod cap bolts to 10 N.m (88 in. lbs.).
5. Without loosening connecting rod bolts, tighten all bolts to 30 N.m (22 ft. lbs.).
6. Using a torque angle gauge, tighten each bolt an additional 40 degrees.
7. Using a torque wrench, recheck all rod bolt tightening to 88 N.m (65 ft. lbs).
8. Install the balance shaft module. See Engine/Engine Block/MODULE, Balance Shaft Installation.
BEARING(S), CRANKSHAFT, MAIN
Removal
REMOVAL CRANKSHAFT BEARINGS
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Fig. 135: CRANKSHAFT CAP LOCATION MARKS
1. Remove the balance shaft assembly. See Engine/Engine Block/MODULE, Balance Shaft Removal.
NOTE: Bearing caps (26) are not interchangeable and are marked to ensure
according to their locations (26) in the block (1). Upper and lower bearing
halves are NOT interchangeable, and must be installed facing in the
correct direction.
2. Identify bearing cap locations (26) before removal.
Fig. 136: CRANKSHAFT BEARING SIZE MARK
3. Remove the bearing caps (1) one at a time, and if possible, replace the crankshaft bearings (3) one at a
time. Carefully rotate upper half of bearing from between the carrier and the crankshaft (4). If the upper
half of the bearing does not easily slide out of position, the crankshaft must be removed for further
inspection. See Engine/Engine Block/CRANKSHAFT Removal.
Installation
INSTALLATION
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NOTE: The crankshaft cannot be machined, if badly worn or scored it must be
replaced.
1. Locate the crankshaft journal letter class (1) stamp on the crankshaft weight.
Fig. 138: MAIN BEARING SIZE MARK ON BLOCK
2. Locate the engine block crankshaft journal letter class stamp on the engine block (1) besides the water
pump seat.
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Fig. 139: CRANKSHAFT BEARING SIZE MARK
3. To determine the correct crankshaft journal size, each cylinder block seat diameter letter class must be
matched with the crankshaft main journal diameter letter class. Both letter classes stamped on the
cylinder block as well as on the crankshaft weight are in a progressive order starting from the front of the
engine. The first letter corresponds to the first cylinder, the second to the second, etc. Use the crankshaft
bearing selection chart to determine the half shell color. See Engine/Engine Block Standard
Procedure.
Fig. 140: Thrust Bearings & Oil Discharge Grooves Facing Toward Crankshaft
4. When installing the thrust bearings (1) make sure the oil discharge grooves (2) face towards the
crankshaft.
5. If the crankshaft was removed to install the bearings, install the crankshaft. See Engine/Engine
Block/CRANKSHAFT Installation.
6. Install the balance shaft assembly. See Engine/Engine Block/MODULE, Balance Shaft Installation.
COVER, ENGINE, FRONT
Description
DESCRIPTION
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Fig. 141: OIL PUMP COVER ASSEMBLY
The oil pump cover assembly on this engine is an aluminum cover that incorporates the oil pump.
Removal
REMOVAL FRONT ENGINE COVER
Fig. 142: TIMING BELT
2. Drain the cooling system. Refer to Cooling Standard Procedure .
3. Remove the timing belt. See Engine/Valve Timing/BELT, Timing Removal.
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Fig. 143: Crankshaft Sprocket And Bolt
NOTE: The crankshaft sprocket bolt is a left handed thread.
4. Remove bolt (1), and the crankshaft sprocket (2).
Fig. 144: High Pressure Fuel Line At Pump
5. Remove the banjo bolt and the highpressure fuel line (4) from rear of pump.
6. Remove the highpressure fuel line (2) from rear of pump.
7. Disconnect fuel quantity solenoid (1) harness connector.
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Fig. 145: Coolant Tube & Bolts
8. Disconnect the coolant tube hose at oil cooler and by fuel injection pump.
9. Remove bolts (2), and the coolant tube (1).
Fig. 146: Oil Pump Pickup Tube & Bolt
10. Remove the oil pump pickup tube. See Engine/Lubrication/PICKUP, Oil Pump Removal.
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Fig. 147: FRONT COVER AND GASKET
11. Disconnect the vacuum hose at vacuum pump.
12. Remove the eight bolts (1), and the front cover assembly (2).
13. If necessary, using Locking Tool VM.1055 remove the high pressure fuel pump (4) sprocket (4).
14. If necessary, remove nuts and the high pressure fuel pump (3).
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Fig. 149: Front Cover & Vacuum Pump Check Valve
15. If necessary, remove the vacuum pump check valve.
Installation
INSTALLATION FRONT ENGINE COVER
Fig. 150: Front Cover & Vacuum Pump Check Valve
1. Clean all gasket mating surfaces.
2. If necessary, install the front crankshaft oil seal. See Engine/Engine Block/SEAL, Crankshaft Oil
Installation.
3. If necessary, transfer the vacuum pump check valve (1) and securely tighten.
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4. If necessary, install the high pressure fuel pump (3). Tighten nuts to 24 N.m (18 ft. lbs.).
5. If necessary, using Locking Tool VM.1055, install the high pressure fuel pump sprocket (4). Tighten nut
to 88 N.m (65 ft. lbs.).
6. Install the front cover gasket (3).
7. Install the front cover assembly (2) and tighten the eight bolts (1) finger tight.
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Fig. 153: Front Cover Assembly Bolt Tightening Sequence
8. Using the tightening sequence shown in illustration, tighten bolts to 33 N.m (24 ft. lbs.).
9. Install the oil pump pickup tube. See Engine/Lubrication/PICKUP, Oil Pump Installation.
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Fig. 155: Coolant Tube & Bolts
10. Install the coolant tube (1). Tighten bolts (2) to 15 N.m (133 in. lbs.).
11. Connect the coolant tube hose at oil cooler and by fuel injection pump.
Fig. 156: High Pressure Fuel Line At Pump
12. Connect fuel quantity solenoid (1) harness connector.
13. Install highpressure fuel line (2) at rear of pump. Tighten line nut to 28 N.m (21 ft. lbs.).
14. Using new sealing washers, install highpressure fuel line (4) at rear of pump. Tighten banjo bolt to 28
N.m (21 ft. lbs.).
15. Install the crankshaft sprocket (2). Tighten bolt to 100 N.m (74 ft. lbs.) plus an additional 120 degrees.
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16. Install the timing belt. See Engine/Valve Timing/BELT, Timing Installation.
17. Fill the cooling system. Refer to Cooling Standard Procedure .
CRANKSHAFT
Description
DESCRIPTION
Fig. 159: CRANKSHAFT
The crankshaft for the 2.8L is a forged steel type design with five main bearing journals. The crankshaft is
located at the bottom of the engine block.
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Standard Procedure
CHECKING CRANKSHAFT END PLAY
1. Mount a dial indicator to a stationary point at rear of engine. Locate the probe perpendicular against the
flywheel.
2. Move the crankshaft all the way to the front of its travel.
3. Zero the dial indicator.
4. Move the crankshaft all the way to the rear and read dial indicator. For crankshaft end play clearances,
see Engine Specifications.
Removal
REMOVAL
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1. Remove the lower oil pan. See Engine/Lubrication/PAN, Oil Removal.
2. Remove the upper oil pan. See Engine/Lubrication/PAN, Oil Removal.
4. Remove the rear crankshaft oil seal carrier. See Engine/Engine Block/SEAL, Crankshaft Oil
Removal.
5. Remove the front cover and front crank oil seal. See Engine/Engine Block/COVER, Engine Removal.
6. Remove the bearing caps from the piston rods.
7. Remove the bearing caps from the crankshaft journals.
8. Remove the crankshaft.
Installation
INSTALLATION
Fig. 162: Crankshaft Bolt Tightening Sequence
1. Use the crankshaft bearing selection chart for main bearing selection. Refer to Engine/Engine Block
Standard Procedure.
2. Lubricate and install the crankshaft bearings. Make sure the thrust washer is not touching the engine
block.
3. Install the crankshaft.
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Fig. 163: CRANKSHAFT CAP LOCATION MARKS
4. Using new bolts, install the main bearing caps in the same location as they were removed. The notches on
the top of the bearing caps indicate their proper position. The front cap has one notch, the next cap two,
etc.
5. Using the black number bubbles in the torque pattern, tighten the crankshaft bolts to 50 N.m (36 ft. lbs.).
6. Using the white number bubbles in the torque pattern, Turn the bolts an additional 90Â°.
7. Measure the crankshaft end play. Crankshaft end play must be between 0.1 mm and 0.33 mm (0.004 in.
0.13 in.).
8. Install the connecting rod bearings.
9. Install the connecting rods. See Engine/Engine Block/ROD, Piston and Connecting Installation.
11. Install the upper oil pan. See Engine/Lubrication/PAN, Oil Installation.
12. Install the lower oil pan. See Engine/Lubrication/PAN, Oil Installation.
13. Install the front main seal carrier. See Engine/Engine Block/SEAL, Crankshaft Oil Installation.
14. Install the rear main seal carrier. See Engine/Engine Block/SEAL, Crankshaft Oil Installation.
DAMPER, VIBRATION
Removal
REMOVAL
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Fig. 164: Crankshaft Damper
2. Remove the accessory drive belt. Refer to Cooling/Accessory Drive/BELT, Serpentine Removal .
3. Remove the bolts (1) and the vibration damper (2).
Installation
INSTALLATION
Fig. 165: Crankshaft Damper
1. Install the vibration damper (2) and retaining bolts (1). Tighten the bolts to 32 N.m (24 ft. lbs.).
2. Install the accessory drive belt. Refer to Cooling/Accessory Drive/BELT, Serpentine Installation .
3. Reconnect the negative battery cable.
FLEXPLATE
Removal
REMOVAL
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Fig. 166: FLYWHEEL AND FLEX PLATE
1. Remove the transmission.
2. Paint mark the flex plate hub to flex plate relation.
3. Remove the 40 mm flex plate bolts (1) and flex plate (2).
Fig. 167: FLEX PLATE INSTALLED
4. Inspect flex plate (2) for damage.
Installation
INSTALLATION
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Fig. 168: FLEX PLATE INSTALLED
NOTE: Always use new flex plate or flywheel bolts.
1. Install the flex plate/flywheel hub and hand tighten the fasteners.
NOTE: Do not lubricate new bolts as they are already coated with an antiscuff
treatment.
Align the flex plate to hub paint marks, where applicable.
2. Install the flex plate or flywheel bolts. Use a cross pattern to torque the bolts to 50 N.m (37 ft. lbs.).
3. Using a torque wrench fitted with a Torque Angle Gauge, (Goniometer), loosen one flex plate/flywheel
bolt at a time and tighten to 25 N.m (19 ft. lbs.) plus angle in relation to bolt length.
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Bolt Length Torque Angle
40 mm 60Â°
50 mm 75Â°
60 mm 90Â°
4. Install the transmission.
MODULE, BALANCE SHAFT
Description
DESCRIPTION
Fig. 170: Balance Shaft Module
The balance shaft is geardriven and is used to counteract engine vibration and roughness. The balance shaft
assembly includes balancers on two shafts. It is only serviced as an assembly. Balance shafts must be timed to
the crankshaft.
Removal
REMOVAL
2. Lock the engine 90 degrees ATDC. See Engine/Valve Timing Standard Procedure.
3. Remove the oil pump pickup tube. See Engine/Lubrication/PICKUP, Oil Pump Removal.
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Fig. 171: BALANCE SHAFT TIMING TOOL
4. Place a dowel rod (1) through the holes in the balance shaft axles to keep the balance shafts in the correct
position for reassembly.
Fig. 172: BALANCE SHAFT TOOL INSTALLED
WARNING: The balance shaft pin must be installed before the balance shaft assembly
is remove from the engine. The balance shaft pin must always remain in
the balance shaft assembly while the assembly is removed from the
engine. Do not remove the balance shaft pin until the balance shaft
assembly is completely installed on the engine.
NOTE: The crankshaft must be positioned at 90Â° after TDC in order to install the
Balance Shaft Locking Pin VM.10012 (2).
5. Insert the Balance Shaft Locking Pin VM.10012 (2) into the balance shaft assembly to lock the split gears
together.
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Fig. 173: Balance Shaft Housing
6. Remove bolts and the balance shaft housing (1).
Installation
INSTALLATION
1. The balance shafts must remain aligned by the alignment dowel rod (1) and the Balance Shaft Locking
Pin VM.10012 (2) must remain in the balance shaft assembly until the assembly is completely installed to
the engine.
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Fig. 175: BALANCE SHAFT TOOL INSTALLATION
2. The balance shaft pin should never be removed from the balance shaft assembly when the balance shaft
assembly is not installed in the engine. If the balance shaft was removed from the vehicle without the pin,
or the pin was removed, use the dowel to load the spring while pressing the tool into place as shown in
illustration.
Fig. 176: Balance Shaft Housing
3. Install the balance shaft housing (1) to the engine and tighten bolts finger tight.
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Fig. 177: BALANCE SHAFT HOUSING TORQUE SEQUENCE
4. Using the sequence shown in illustration, tighten balance shaft bolts to 33 N.m (24 ft. lbs.).
5. Remove Balance Shaft Locking Pin VM.10012 (2).
6. Remove the balance shaft assembly dowel rod (1).
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7. Remove the Crankshaft Locking Tool VM.9992 (1).
Fig. 180: CRANKSHAFT LOCK PLUG LOCATION
8. Install the engine block plug (1). Tighten the engine block plug to 30 N.m (22 ft. lbs.).
9. Install the upper and lower timing cover. See Engine/Valve Timing/COVER(S), Engine Timing
Installation.
10. Install the oil pump pickup tube. See Engine/Lubrication/PICKUP, Oil Pump Installation.
11. Fill the engine oil.
PLATE, TRANSMISSION ADAPTER
Description
DESCRIPTION
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The transmission plate adapter is the component that allows the transmission to be bolted to the engine.
Removal
REMOVAL
Fig. 182: Transmission Adapter Plate & Bolts
1. Remove the flex plate. See Engine/Engine Block/FLEXPLATE Removal.
2. On manual transmission models, remove the flywheel. Refer to Clutch/FLYWHEEL Removal .
NOTE: Do not use any magnetic tools near the crankshaft sensor tone ring.
3. Remove bolts (1 and 2) and the transmission adapter plate (3).
Installation
INSTALLATION
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Fig. 183: Transmission Adapter Plate & Bolts
NOTE: Do not use any magnetic tools near the crankshaft tone ring.
1. Install the transmission adapter plate (3). Tighten bolts (1 and 2) finger tight.
Tighten bolts (2) to 69 N.m (51 ft. lbs.).
Tighten bolts (1) to 79 N.m (58 ft. lbs.).
2. On manual transmission models, install the flywheel. Refer to Clutch/FLYWHEEL Installation .
3. Install the flex plate. See Engine/Engine Block/FLEXPLATE Installation.
PUMP, INTERNAL VACUUM
Description
DESCRIPTION
Fig. 184: VACUUM PUMP AND OIL PUMP
The diesel engine uses a internal vacuum pump (7). This vacuum pump (7) is mounted in the engine front cover
(2). The vacuum pump is driven by a sprocket (6) on the crankshaft.
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VACUUM PUMP
2. Start the engine allowing the engine to run for 30 seconds. Vacuum should be 18 inches HG (609
millibars). Verify the vacuum line is not leaking. If no leak is present, replace vacuum pump. See
Engine/Engine Block/PUMP, Internal Vacuum Removal.
Removal
REMOVAL
NOTE: The vacuum pump is not a serviceable item as it is part of the front cover. If
diagnosis has directed you to replace the vacuum pump, then the front cover
needs to be replaced.
1. Remove the front cover. See Engine/Engine Block/COVER, Engine Removal.
Installation
INSTALLATION
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1. Install the front cover. See Engine/Engine Block/COVER, Engine Installation.
ROD, PISTON AND CONNECTING
Description
DESCRIPTION
Fig. 187: PISTON AND CONNECTING ROD
The pistons (2) are of a free floating design. Oil jets in the engine block lubricate and cool the piston and piston
pin (3) assembly. The connecting rods (1) have a pressed in place wrist pin bushing which is lubricated by the
oil jets. Connecting rod (7) and bearing caps have cracked mating surfaces and are not interchangeable.
Standard Procedure
STANDARD PROCEDURE
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Fig. 188: Honing Rough Table
Removal
REMOVAL
NOTE: Both the connecting rod and the connecting rod cap are paint marked to aid
during assembly. Paint marks disappear after time. If the rod and the cap are
not marked with paint, paint mark or scribe them before disassembly.
1. Disconnect negative battery cable.
2. Remove cylinder head. See Engine/Cylinder Head Removal.
3. Raise vehicle on hoist.
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5. Remove upper oil pan. See Engine/Lubrication/PAN, Oil Removal.
6. Remove the oil jets. See Engine/Lubrication/JET, Piston Oil Cooler Removal.
7. Remove balance shaft assembly. See Engine/Engine Block/MODULE, Balance Shaft Removal.
8. Remove top ridge of cylinder bores with a ridge reamer before removing pistons from cylinder block. Be
sure to keep top of pistons covered during this operation.
9. Piston and connecting rods must be removed from top of cylinder block. Rotate crankshaft so that each
connecting rod is centered in cylinder bore.
NOTE: Be careful not to nick or scratch crankshaft journals
10. After removal, install bearing cap on the mating rod and mark pistons with matching cylinder number
when removed from engine block.
PISTON PIN REMOVAL
1. Secure connecting rods (1) in a soft jawed vice.
2. Remove 2 snap rings securing piston pin (3).
3. Push piston pin (3) out of piston (2) and connecting rod (1).
PISTON RING REMOVAL
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Fig. 190: PISTON RINGS REMOVAL/INSTALLATION
1. ID mark on face of top and second piston rings must point toward piston crown.
2. Using a suitable ring expander, remove top and second piston rings.
3. Remove upper oil ring side rail, lower oil ring side rail and then the oil expander from piston.
4. Carefully clean carbon from piston crowns, skirts and ring grooves ensuring the 4 oil holes in the oil
control ring groove are clear.
Inspection
INSPECTION
PISTONS
2 CONNECTING ROD
5 BOLTS
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1. Piston Diameter: Size: 91.912 91.928 mm (3.6185 3.6192 in.) Maximum wear limit .05 mm (.0019
in.).
2. Check piston pin bores in piston for roundness. Make 3 checks at 120Â° intervals. Maximum out of
roundness .05 mm (.0019 in.).
3. The piston diameter should be measured approximately 15 mm (.590 in.) up from the base.
4. Skirt wear should not exceed 0.1 mm (.00039 in.).
5. The clearance between the cylinder liner and piston should not exceed 0.0650.083 mm (.0025.0032 in.).
CONNECTING RODS
CAUTION: Connecting rod bolts must be replaced when disassembled. When assembling
the connecting rod (2), be sure that the connecting rod pawl (1) on each of the
connecting rod caps is facing the rear (fly wheel) side of the engine.
NOTE: Do Not lubricate the new connecting rod bolts. They are already coated with a
anti scuff treatment.
1. Assemble connecting rod bearings (4) and bearing caps to their respective connecting rods (2) ensuring
that the serrations on the cap and reference marks are aligned.
2. Tighten connecting cap bolts to 10 N.m (88 in. lbs.).
3. Without loosening connecting rod bolts, tighten all bolts to 30 N.m (22 ft. lbs.).
4. Using a torque angle gauge, tighten each bolt an additional 40Â°.
5. Recheck all bolt tightening with a torque wrench set to 88 N.m (65 ft. lbs.).
6. Check and record internal diameter of crank end of connecting rod (2).
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Fig. 193: Connecting Rod & Cap
CAUTION: When changing connecting rods (2), DO NOT use a stamp to mark the
cylinder location. Identify the connecting rods (2) and caps location using
a paint marker. All four must have the same weight. Replacement
connecting rods (2) will only be supplied in sets of four.
Connecting rods (2) are supplied in sets of four since they all must be of the same weight category. The weight
of the connecting rod is identified by a paint mark (1) on the connecting rod.
PISTON PINS
1. Measure the diameter of piston pin in the center and both ends. For specification, see Engine
Specifications.
Installation
INSTALLATION
PISTON PIN INSTALLATION
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1. Secure connecting rod (1) in soft jawed vice.
2. Lubricate piston pin (3) and piston (2) with clean engine oil.
3. Position piston (2) on connecting rod (1).
CAUTION: Ensure arrow on piston crown and the bearing cap numbers on the
connecting rod are on the opposite side.
4. Install piston pin (1).
5. Install snap ring in piston (2) to retain piston pin (3).
6. Remove connecting rod (1) from vice.
PISTON RINGS INSTALLATION
Fig. 196: PISTON RINGS REMOVAL/INSTALLATION
1. Install rings on the pistons using a suitable ring expander.
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Fig. 197: PISTON RING GAP LOCATION
1 SECOND COMPRESSION RING GAP POSITION
2 OIL CONTROL RING GAP POSITION
3 TOP COMPRESSION RING GAP POSITION
2. Top compression ring is tapered and chromium plated. The second ring is of the scraper type and must be
installed with scraping edge facing bottom of the piston. The third is an oil control ring. Ring gaps must
be positioned, before inserting piston into the liners, as follows .
3. Top ring gap must be positioned at the #3 position (looking at the piston crown from above).
4. Second piston ring gap should be positioned at the #1 position.
5. Oil control ring gap should be positioned at the #2 position.
Fig. 198: PISTON DIRECTION
6. When assembling pistons check that components are installed in the same position as before disassembly,
determined by the numbers stamped on the crown of individual pistons. Engine cylinders are numbered
starting from gear train end of the engine. Face arrow on top of piston toward front of engine .
Therefore, the numbers stamped on connecting rod big end should face toward the injection pump side of
engine. To insert piston into cylinder use a ring compressor as shown in illustration.
INSTALLATION
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Fig. 199: PISTON INSTALLATION
1 PISTON
2 PISTON RING COMPRESSOR
3 ENGINE BLOCK
1. Before installing pistons, and connecting rod assemblies into the bore, be sure that compression ring gaps
are staggered so that neither is in line with oil ring rail gap.
2. Before installing the ring compressor, make sure the oil ring expander ends are butted together.
3. Immerse the piston head and rings in clean engine oil, slide the piston ring compressor, over the piston
and tighten. Ensure position of rings does not change during this operation .
4. Face arrow on piston towards front of engine.
Fig. 200: CONNECTING ROD SIZE
5. The connecting rod bearing size (1) is stamped on the connecting rod.
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6. Compare the crankshaft connecting rod journal diameter (2) with the bearing selection chart to determine
the correct bearing size for each cylinder. The letters stamped into the crankshaft (2) are in the same order
as the cylinders. The first letter corresponds to the first cylinder, the second to the second, etc. See
Engine/Engine Block Standard Procedure.
CAUTION: Care must be taken not to nick the crankshaft journal or cylinder bore
when installing the pistons.
7. Rotate crankshaft so that the connecting rod journal is on the center of the cylinder bore. Insert rod and
piston into cylinder bore and guide rod over the crankshaft journal.
8. Guide the piston down in cylinder bore, using a hammer handle. At the same time, guide connecting rod
into position on connecting rod journal.
NOTE: The connecting rod bolts must be replaced every time they are loosened
or removed.
9. Install connecting rod caps. Install rod bolts and tighten to 10 N.m (88 in. lbs.). Tighten bolts the next
stage to 30 N.m (22 ft. lbs.) plus 40Â°. Then with a torque wrench set to 88 N.m (65 ft. lbs.), make a
tightening check.
10. Install the oil jets. See Engine/Lubrication/JET, Piston Oil Cooler Installation.
11. Install cylinder head. See Engine/Cylinder Head Installation.
12. Install balance shaft assembly. See Engine/Engine Block/MODULE, Balance Shaft Installation.
13. Install upper oil pan. See Engine/Lubrication/PAN, Oil Installation.
15. Connect negative battery cable.
SEAL, CRANKSHAFT OIL, FRONT
Removal
REMOVAL
1. Remove the crankshaft sprocket. See Engine/Valve Timing/SPROCKET(S), Timing Belt and Chain
Removal.
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Fig. 202: Front Crankshaft Oil Seal
NOTE: Do not gouge or scratch the surface of the crankshaft when removing the
front crankshaft oil seal.
2. Remove the front crankshaft oil seal (1).
Installation
INSTALLATION
Fig. 203: Front Crankshaft Oil Seal
1. Using Seal Installer 9937, install the front crankshaft oil seal (1).
2. Install the crankshaft sprocket. See Engine/Valve Timing/SPROCKET(S), Timing Belt and Chain
Installation.
SEAL, CRANKSHAFT OIL, REAR
Description
DESCRIPTION
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Fig. 204: Rear Crankshaft Seal & Rear Main Oil Seal Carrier
The rear crankshaft seal consists of a seal and a seal carrier (1). The rear seal is inserted into the carrier. Once
assembled the rear main seal assembly should not be separated to reduce the possibility of damage to the
internal rear seal lip.
Removal
REMOVAL REAR CRANKSHAFT OIL SEAL
NOTE: This must be done with either the engine or transmission removed from
vehicle.
1. On automatic transmission vehicles, remove the flex plate. See Engine/Engine Block/FLEXPLATE
Removal.
2. On manual transmission vehicles, remove the flywheel. Refer to Clutch/FLYWHEEL Removal .
3. Remove the Crankshaft Position (CKP) sensor. Refer to Fuel System/Fuel Injection/SENSOR,
Crankshaft Position Removal .
Fig. 205: Crankshaft Sensor Tone Wheel
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5. Remove the crankshaft sensor tone wheel before removing the rear main oil seal.
Fig. 206: REAR MAIN SEAL GASKET
6. Remove the bolts that secure the rear oil seal carrier (1) to the engine block (3).
7. Remove the rear oil seal carrier and gasket (2).
8. Remove the rear crankshaft oil seal from the rear oil seal carrier (1).
Installation
INSTALLATION REAR CRANKSHAFT OIL SEAL
Fig. 207: REAR MAIN SEAL GASKET
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1. Clean the rear crankshaft oil seal and seal carrier sealing surfaces.
2. Position the rear main seal carrier gasket (2) onto the rear of the engine block.
3. Using Crankshaft Seal Installer VM.9993, install rear crankshaft oil seal into the rear main seal carrier
(1).
4. Install the rear main seal carrier onto the engine block (3).
Fig. 208: REAR SEAL TOOL INSTALLED
5. Loosely install the bolts that secure the rear oil seal carrier (2) to the engine block.
6. Using the Front and Rear Seal Tool VM.9990 (1) to set the depth of the rear main seal (2).
Fig. 209: REAR COVER TORQUE
7. Using the sequence shown in illustration, tighten the rear cover bolts to 15 N.m (133 in. lbs.).
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NOTE: Make sure the crankshaft sensor tone wheel is positioned correctly on the
crankshaft.
9. Install the Crankshaft Position Sensor (CKP). Refer to Fuel System/Fuel Injection/SENSOR,
Crankshaft Position Installation .
NOTE: If equipped, manual transmission models with start/stop, there is a special
tone wheel for this option that needs to be installed. (Refer to
Clutch/FLYWHEEL Installation ).
10. Install the crankshaft sensor tone wheel to the rear of the crankshaft.
11. On manual transmission models, install the flywheel. Refer to Clutch/FLYWHEEL Installation .
12. On automatic transmission vehicles, install the flex plate. See Engine/Engine Block/FLEXPLATE
Installation.
ENGINE MOUNTING
INSULATOR, ENGINE MOUNT, LEFT
Removal
REMOVAL LEFT ENGINE MOUNT
NOTE: The viscous fan does not need to be totally removed from vehicle only
from the mounting drive.
2. Remove the viscous fan and position aside. Refer to Cooling/Engine/DRIVE, Fan Removal .
4. Remove the right side and left side lower engine mount nuts.
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5. Install the Engine Support Fixture 8534B.
6. Raise the engine.
7. Remove the left front tire.
8. Remove the inner fender. Refer to Body/Exterior/SHIELD, Splash Removal .
9. Remove upper nut, and the left engine mount (1).
Installation
INSTALLATION LEFT ENGINE MOUNT
1. Position the left engine mount (1) and install the left upper retaining nut tight.
3. Lower the engine.
4. Remove the Engine Support Fixture 8534B.
5. Install the viscous fan. Refer to Cooling/Engine/DRIVE, Fan Installation .
6. Tighten the left upper engine mount nut to 54 N.m (40 ft. lbs.).
8. Install the left and right lower engine mount nut. Tighten nut to 54 N.m (40 ft. lbs.).
10. Install the left inner splash shield. Refer to Body/Exterior/SHIELD, Splash Installation .
11. Install the left front tire.
INSULATOR, ENGINE MOUNT, RIGHT
Removal
REMOVAL RIGHT ENGINE MOUNT
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NOTE: The viscous fan does not need to be totally removed from vehicle only
from the mounting drive.
2. Remove the viscous fan and position aside. Refer to Cooling/Engine/DRIVE, Fan Removal .
4. Remove the right side and left side lower engine mount nuts.
5. Install the Engine Support Fixture 8534B.
6. Raise the engine.
7. Remove the inner fender. Refer to Body/Exterior/SHIELD, Splash Removal .
8. Remove upper nut, and the right engine mount (2).
Installation
INSTALLATION RIGHT ENGINE MOUNT
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1. Position the right engine mount (2) and install the retaining nut finger tight.
3. Lower the engine.
4. Remove the Engine Support Fixture 8534B.
5. Install the viscous fan. Refer to Cooling/Engine/DRIVE, Fan Installation .
6. Tighten the right upper engine mount through bolts to 54 N.m (40 ft. lbs.).
8. Install the left and right lower engine mount nut. Tighten nut to 54 N.m (40 ft. lbs.).
10. Install the right inner splash shield. Refer to Body/Exterior/SHIELD, Splash Installation .
LUBRICATION
COOLER, OIL
Description
DESCRIPTION
Engine coolant is used to cool the engine oil. A platestyle external heat exchanger is located on the oil filter
housing which is on the right side of the engine. A gasket seals the oil cooler to the oil filter housing. Replace
the gasket whenever the oil cooler is removed or replaced. The oil is fed to the oil cooler through the oil filter
housing.
Removal
REMOVAL OIL COOLER
2. Remove the belly pan.
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Fig. 214: COOLANT HOSE & OIL COOLER HOUSING
5. Remove the two lower oil cooler bolts (1).
Fig. 215: ENGINE OIL COOLER & BOLTS
6. Remove the air cleaner body and turbocharger air inlet tube. See Engine/Air Intake System/BODY, Air
Cleaner Removal.
7. Remove the Charge Air Cooler (CAC) hose from (CAC).
8. Remove the (CAC) hose from turbocharger.
9. Remove the four upper bolts (1) and the engine oil cooler (2).
10. Remove and discard the Oring gasket.
Installation
INSTALLATION OIL COOLER
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Fig. 216: ORING GASKETS
1. Clean all gasket mating surfaces.
2. Install a new Oring gaskets (1).
Fig. 217: ENGINE OIL COOLER & BOLTS
3. Install the oil cooler (2). Tighten bolts (1) to 12 N.m (106 in. lbs.).
4. Install the (CAC) hose from turbocharger.
5. Install the Charge Air Cooler (CAC) hose from (CAC).
6. Install the air cleaner body and turbocharger air inlet tube. See Engine/Air Intake System/BODY, Air
Cleaner Installation.
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7. Install the two lower oil cooler bolts (1). Tighten to 12 N.m (106 in. lbs.).
8. Install the belly pan.
10. Fill the engine with recommended oil.
FILTER, ENGINE OIL
Removal
REMOVAL OIL FILTER
Fig. 219: OIL FILTER ADAPTER
2. Remove the air inlet tube from air cleaner housing and position aside.
3. Remove the oil filter housing cap (2) and the oil filter (1).
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Installation
INSTALLATION OIL FILTER
1. Install oil filter (1) and the oil filter housing cap (2). Tighten cap to 25 N.m (18 ft. lbs.).
2. Install the air inlet tube to air cleaner housing and securely tighten clamp.
3. Fill engine with the recommended engine oil.
HOUSING, OIL FILTER
Description
DESCRIPTION
The oil filter housing is mounted on the right side of the engine. The engine oil cooler is bolted to the oil filter
housing.
Removal
REMOVAL OIL FILTER HOUSING
3. Remove the underbody skid plate.
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Fig. 221: UPPER OIL DIPSTICK BOLT
6. Remove the air cleaner body and turbocharger air inlet tube. See Engine/Air Intake System/BODY, Air
Cleaner Removal.
7. Remove the upper oil dipstick bolt (1).
Fig. 222: SERPENTINE BELT TENSIONER & BOLT
9. Remove the power steering pump and position aside.
10. Remove bolt (1) and the serpentine belt tensioner (2).
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Fig. 223: OIL PRESSURE SWITCH
11. Disconnect the oil pressure switch harness connector (1).
12. Remove the oil filter housing cap (2) and the oil filter (1).
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13. Remove the coolant hose (3) from oil filter housing adapter (2).
Fig. 226: OIL FILTER HOUSING ADAPTER & BOLTS
14. Remove bolts (1) and the oil filter housing adapter (2).
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Fig. 227: IDENTIFYING COOLANT TUBE, ENGINE BLOCK & BOLT
15. Remove bolt (1) and the coolant tube (3) and discard Oring gasket.
Installation
INSTALLATION
Fig. 228: IDENTIFYING ORING SEALS
1. Install new Oring seals (1) to coolant tube.
Fig. 229: IDENTIFYING COOLANT TUBE, ENGINE BLOCK & BOLT
2. Install coolant tube (3) into engine block (2). Tighten bolt (1) to 11 N.m (97 in. lbs.).
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Fig. 230: ORING SEALS & OIL FILTER HOUSING
3. Install new Oring seals (1) to the oil filter housing (2) adapter.
Fig. 231: OIL FILTER HOUSING ADAPTER & BOLTS
4. Install the oil filter housing adapter (2). Tighten bolts (1) to 33 N.m (24 ft. lbs.).
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5. Install the coolant hose (3) to the oil filter housing adapter (2).
6. Install the oil filter (1) and the oil filter housing cap (2). Tighten to 25 N.m (18 ft. lbs.).
Fig. 234: OIL PRESSURE SWITCH
7. Connect the oil pressure switch harness connector (1).
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Fig. 235: SERPENTINE BELT TENSIONER & BOLT
8. Install the serpentine belt tensioner (2). Tighten bolt (1) to 45 N.m (33 ft. lbs.).
9. Install the power steering pump. Tighten bolts to 33 N.m (24 (ft. lbs.).
Fig. 236: UPPER OIL DIPSTICK BOLT
11. Install the upper oil dipstick bolt (1). Tighten bolt (1) to 33 N.m (24 ft. lbs.).
12. Install the turbocharger air inlet tube and air cleaner body. See Engine/Air Intake System/BODY, Air
13. Install the underbody skid plate.
15. Fill the engine with recommended oil.
JET, PISTON OIL COOLER
Description
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DESCRIPTION
Fig. 237: OIL JET
There are four oil jets installed in the engine block. These oil jets are used to cool and lubricate the piston
assemblies.
Removal
REMOVAL
Fig. 238: OIL JET
CAUTION: Use caution when removing and installing oil jets. Damage to oil jet nozzle
could cause severe engine damage. Care must be taken not to damage the
crankshaft tone ring when removing cylinder number four oil jet.
NOTE: To prevent damage to the oil jets, remove the oil jets before removing the
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pistons.
4. Remove the oil pickup tube.
7. Remove the oil jet.
Installation
INSTALLATION
Fig. 239: OIL JET
CAUTION: Use caution when removing and installing oil jets. Damage to oil jet nozzle
could cause severe engine damage.
1. Lubricate Oring on oil jet.
2. Install oil jet retaining bolt. Tighten bolt to 10.8 N.m (96 in. lbs.).
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Fig. 240: Balance Shaft Module
Fig. 241: Upper Oil Pan Bolts
4. Lubricate the oil pickup tube Oring before installation.
5. Install the oil pickup tube and tighten the bolt to 15 N.m (12 lbs. ft.).
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Fig. 242: OIL SUMP TORQUE SEQUENCE
6. Install the upper oil pan gasket.
7. Install the upper oil pan bolts in positions one and two, then follow the sequence shown in illustration for
the remaining bolts. Once all of the bolts are installed, tighten the m6 bolts to 15 N.m (133 lbs. in.) and
M8 bolts to 32 N.m (23 lbs. ft.).
Fig. 243: LOWER OIL PAN
8. Install the lower oil pan gasket.
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Fig. 244: LOWER OIL PAN TORQUE SEQUENCE
9. Install bolts one and two into the lower oil pan, then follow the sequence for the remaining bolts.
10. Tighten the oil pan bolts in sequence to 15 N.m (133 lbs. in.).
11. Turn each bolt an additional 90Â°.
12. Refill engine oil to proper level.
Fig. 245: REAM MAIN SEAL AND OIL PAN BOLTS
13. Connect the crankshaft position sensor (CKP).
OIL
Description
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DESCRIPTION
Refer to the Lube and Maintenance section for oil specifications. Refer to Vehicle Quick Reference/Capacities
and Recommended Fluids Specifications .
PAN, OIL
Removal
REMOVAL UPPER OIL PAN
2. Remove the air cleaner assembly. See Engine/Air Intake System/BODY, Air Cleaner Removal.
3. Remove the upper dip stick bolt.
5. Remove four bolts securing upper oil pan to transmission adapter plate.
7. Remove the Crankshaft Position (CKP) sensor. Refer to Fuel System/Fuel Injection/SENSOR,
Crankshaft Position Removal .
8. Remove lower dipstick bolt and the oil dipstick.
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9. Remove bolts and the upper oil pan.
REMOVAL LOWER OIL PAN
4. Using a new copper sealing washer, install and tighten oil drain plug to 54 N.m (40 ft. lbs.).
5. Remove bolts (3) and the lower oil pan (1).
6. Remove and discard the oil pan gasket.
Installation
INSTALLATION UPPER OIL PAN
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Fig. 249: Bolt Locations
1. Clean oil pan and engine block gasket surfaces.
Fig. 250: Oil Pan Gasket Surface
2. Install the upper oil pan gasket.
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Fig. 251: OIL SUMP TORQUE SEQUENCE
3. Install the upper oil pan bolts in positions one and two, then follow the sequence illustrated for the
remaining bolts. Once all of the bolts are installed, tighten the M6 bolts to 15 N.m (133 in. lbs. ) and M8
bolts to 32 N.m (23 ft. lbs.).
4. Loosen all of the upper oil pan bolts and studs by 90 degrees and retighten the M6 bolts to 15 N.m (133
in. lbs.) and M8 bolts to 32 N.m (23 ft. lbs.).
5. Install the oil dip stick. Tighten lower bolt to 11 N.m (97 in. lbs.).
7. Install the Crankshaft Position (CKP) sensor. Refer to Fuel System/Fuel Injection/SENSOR,
Crankshaft Position Installation .
8. Install four bolts securing oil pan to transmission adapter plate and tighten to 69 N.m (51 ft. lbs.).
10. Install the upper dip stick bolt. Tighten upper bolt to 11 N.m (97 in. lbs.).
11. Install the air cleaner assembly. See Engine/Air Intake System/AIR CLEANER Installation.
12. Refill engine with recommended engine oil.
INSTALLATION LOWER OIL PAN
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1. Make sure that the lower oil pan sealing surface is free of oil, debris and silicone.
2. Install the new lower oil pan gasket onto the oil pan.
Fig. 253: LOWER OIL PAN TIGHTENING SEQUENCE
3. Install bolts one and two into the lower oil pan and tighten to 15 N.m (133 in. lbs.).
4. Install the remaining bolts in the sequence shown in illustration.
5. Tighten the oil pan bolts in sequence to 15 N.m (133 in. lbs.).
6. Loosen each bolt 90 degrees and retighten bolts to 15 N.m (133 in. lbs.) using the sequence shown in
illustration.
7. Fill the engine with recommended oil to proper level. Refer to Vehicle Quick Reference/Capacities and
Recommended Fluids Specifications .
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PICKUP, OIL PUMP
Removal
REMOVAL OIL PUMP PICKUP TUBE
3. Drain the oil.
5. Remove bolt (1) and the oil pump pickup tube (2) and discard Orings.
Installation
INSTALLATION OIL PUMP PICKUP TUBE
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Fig. 256: Oil Pickup Tube & ORings
1. Lubricate and install two new Orings (2) on oil pickup tube (1).
2. Install the oil pickup tube (2). Tighten bolt (1) to 15 N.m (133 in. lbs.).
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4. Refill engine with recommended oil to proper level.
PUMP, ENGINE OIL
Removal
REMOVAL OIL PUMP
NOTE: The oil pump is not a serviceable part. If oil pump failure has occurred or
diagnosis has led you to replace the oil pump, then the front cover will have to
be replaced.
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2. Remove the front cover. See Engine/Engine Block/COVER, Engine Removal.
Installation
INSTALLATION OIL PUMP
1. Clean the gasket surfaces and sealing areas.
2. Lubricate oil pump rotor with engine oil.
3. Install front cover assembly. See Engine/Engine Block/COVER, Engine Installation.
SENSOR, OIL PRESSURE
Description
DESCRIPTION
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Fig. 261: OIL PRESSURE SENDING UNIT
The oil pressure sending unit uses three circuits. They are:
A signal circuit to the ECM.
A sensor ground circuit through the ECM.
A 5 volt reference circuit from the ECM.
The oil pressure sending unit returns a voltage signal back to the ECM relating oil pressure. Ground for the
sensor is supplied by the ECM.
The oil pressure switch (1) is located on the right side of the engine block. The switch screws into the engines
main oil gallery.
SEPARATOR, OIL
Removal
REMOVAL
Fig. 262: FUEL RAIL
1. Remove the engine cover. See Engine/Cylinder Head/COVER(S), Cylinder Head Removal.
NOTE: Inspect the oil drain back access hole in the intake manifold/cylinder head
cover to assure that it is free of obstruction.
2. Remove the oil separator fasteners and oil separator (4).
Installation
INSTALLATION
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Fig. 263: FUEL RAIL
NOTE: Inspect the oil drain back access hole in the intake manifold/cylinder head
cover to assure that it is free of obstruction.
1. Lubricate the oil separator orings with clean engine oil.
2. Carefully position and push down on the oil separator to seat.
3. Install the oil separator retaining fasteners. Tighten fasteners to 10.8 N.m (96 lbs. in.).
4. Install the camshaft cover. See Engine/Cylinder Head/COVER(S), Cylinder Head Installation.
VALVE, OIL PRESSURE RELIEF
Description
DESCRIPTION
Fig. 264: Oil Pressure Relief Valve Components
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The oil pressure relief valve is build into the front cover (1). The oil pressure relief valve assembly (2) consists
of several components. The plunger (4) is held in place by the spring (5). The plug (6) keeps the plug and
spring in place, and the oring (7) prevents oil from leaking past the plug (6).
In the case of excessively high oil pressure, the oil pressure on the piston (4) overcomes the spring (5) pressure
and the piston is forced off its seat. When the piston is forced off its seat, a drain back passage is opened and the
excess oil pressure is vented back into the crankcase.
MANIFOLDS
MANIFOLD, EXHAUST
Removal
REMOVAL
3. Disconnect the crankcase vent hose (1) from the oil separator (2).
4. Remove the air cleaner outlet tube.
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Fig. 266: Turbocharger Inlet Elbow
5. Remove the air cleaner outlet tube from turbocharger inlet elbow.
6. Remove the turbocharger outlet hose from CAC inlet.
Fig. 267: Lower Transmission Fill Tube Bolt
7. If equipped, remove the lower transmission fill tube bolt (1).
Fig. 268: Transmission Fill Tube And Bolt
8. If equipped, remove the bolt (1) and the transmission fill tube (2).
9. Remove the catalytic converter. Refer to Exhaust System/CONVERTER, Catalytic Removal .
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Fig. 269: Turbocharger Support Bracket
10. Remove the bolts (1) from the turbocharger to engine support bracket and remove the bracket.
Fig. 270: Exhaust Manifold Heat Shield
11. Remove the bolts (1) and exhaust manifold heat shield (2).
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Fig. 271: TURBOCHARGER FEED LINE
12. Remove the turbocharger oil feed line.
Fig. 272: Turbocharger Oil Return Line
13. Remove the bolt (1) and turbocharger oil return line (2).
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Fig. 273: Turbocharger Module Connector
14. Disconnect the turbocharger module connector (1).
Fig. 274: MANIFOLD EXHAUST
NOTE: Turbocharger removed for clarity.
15. Remove the nuts and the exhaust manifold and turbocharger as an assembly.
16. If necessary, remove the turbocharger from exhaust manifold.
Installation
INSTALLATION
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Fig. 275: MANIFOLD EXHAUST
1. Clean and inspect the gasket surface of the exhaust manifold and cylinder head.
2. If necessary, clean and inspect the gasket surface of the exhaust manifold and turbocharger.
3. If necessary, using a new gasket install the turbocharger to the exhaust manifold. Tighten nuts to 32 N.m
(23 ft. lbs.).
4. Using a new exhaust manifold gasket, install the exhaust manifold and the retaining nuts finger tight.
Fig. 276: EXHAUST MANIFOLD TORQUE SEQUENCE
5. Using the tightening sequence shown in illustration, tighten the exhaust manifold nuts to 36 N.m (27 ft.
lbs.).
6. Repeat the same tightening procedure again.
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Fig. 277: Turbocharger Module Connector
7. Connect the turbocharger module harness connector (1).
Fig. 278: Turbocharger Oil Return Line
8. Install the turbocharger oil return line (2) and bolt (1). Tighten to 15 N.m (133 in. lbs.).
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Fig. 279: TURBOCHARGER FEED LINE
9. Install the turbocharger oil feed line. Tighten to 24 N.m (18 ft. lbs).
Fig. 280: Exhaust Manifold Heat Shield
10. Install the exhaust manifold heat shield (2) and the heat shield bolts (1).
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Fig. 281: Turbocharger Support Bracket
11. Position the turbocharger to engine support brace and install the bolts. Tighten to 32 N.m (23 ft. lbs).
Fig. 282: Transmission Fill Tube And Bolt
12. Install the catalytic converter. Refer to Exhaust System/CONVERTER, Catalytic Installation .
13. If equipped, install the transmission fill tube (2) and the bolt (1). Tighten to 11 N.m 97 in. lbs.).
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Fig. 283: Lower Transmission Fill Tube Bolt
14. If equipped, install the lower transmission fill tube bolt (1). Tighten to 11 N.m 97 in. lbs.).
Fig. 284: Turbocharger Inlet Elbow
15. Install the turbocharger outlet hose to CAC inlet.
16. Install the air cleaner outlet tube to turbocharger inlet elbow (1).
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17. Install the air cleaner outlet tube.
18. Connect the crankcase vent hose (1) to the oil separator (2).
19. Install the air cleaner assembly. See Engine/Air Intake System/BODY, Air Cleaner Installation.
MANIFOLD, INTAKE
Removal
REMOVAL INTAKE MANIFOLD
2. Center and lock the steering wheel.
3. Remove the front lower splash shield.
4. Drain the coolant system. Refer to Cooling Standard Procedure .
5. Disconnect the high pressure line at high pressure pump.
6. Disconnect the airflow control valve inlet hose.
7. Disconnect coolant reservoir hose from radiator.
8. Remove the coolant hoses from the coolant recovery bottle.
9. Detach the relays from coolant reservoir.
10. Remove the coolant recovery bottle.
11. Remove the A/C suction line. Refer to Heating and Air Conditioning/Plumbing/LINE, A/C Suction
Removal .
12. Remove the A/C liquid line. Refer to Heating and Air Conditioning/Plumbing/LINE, A/C Liquid
Removal .
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Fig. 286: GENERATOR
15. Disconnect the generator harness connector (4).
16. Remove the battery feed wire from the generator (3).
17. Remove bolts (1) and the generator.
Fig. 287: GENERATOR BRACKET
18. Remove the glow plug wire harness clip from generator mounting bracket.
19. Remove the generator brace.
20. Remove the generator mounting bracket (1).
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Fig. 288: Fuel Return Line & Fuel Rail
21. Disconnect the fuel return (1) line from fuel rail (2).
Fig. 289: FUEL RAIL
NOTE: High pressure fuel lines must be replaced with new lines any time they are
removed. Also, protective caps should be installed on the fuel injector any
time the lines are removed.
22. Remove bolt securing high pressure line (1) to intake manifold.
23. Remove the high pressure fuel lines (3).
24. Disconnect the fuel rail pressure sensor harness connector.
25. Disconnect the fuel rail solenoid harness connector.
26. Remove the high pressure line from fuel rail and high pressure pump.
27. Remove nuts and the fuel rail (6).
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Fig. 290: Glow Plugs & Wiring Harness
28. Disconnect and remove the glow plug wire harness (2).
Fig. 291: EGR COOLER
29. Disconnect the IAT/BPS harness connector.
30. Remove the coolant hoses from EGR cooler.
31. Remove the EGR cooler.
32. Disconnect the EGR valve vacuum tube.
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Fig. 292: PINCH BOLT AT THE COLUMN SHAFT
33. Remove the left front wheelhouse splash shield. Refer to Body/Exterior/SHIELD, Splash Removal .
NOTE: Care should be given not to allow the steering wheel to rotate after the
intermediate shaft is separated from coupler.
34. Remove the pinch bolt (2) at the upper intermediate shaft (1).
35. Separate the upper coupler on the lower shaft (3) from the upper intermediate shaft (1) and position aside.
Fig. 293: Upper Intermediate Shaft To Cowl
36. Remove the two nuts (3) securing the upper intermediate shaft to the cowl and remove the shaft (1) from
the studs (2).
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Fig. 294: Intake Manifold Nuts
37. Remove the intake manifold retaining nuts.
Fig. 295: Thermostat Housing & Bolts
38. Remove the thermostat housing (1).
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Fig. 296: Identifying Manifold Retaining Nuts, Intake Manifold & Intake Manifold Gasket
39. Remove the intake manifold (1).
40. Remove the intake manifold gasket (2).
Installation
INSTALLATION INTAKE MANIFOLD
Fig. 297: Identifying Manifold Retaining Nuts, Intake Manifold & Intake Manifold Gasket
1. Clean and inspect the gasket surface of the intake manifold.
2. Clean and inspect the gasket surface of the cylinder head.
3. Install the intake manifold gasket (2).
4. Install the intake manifold (1).
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Fig. 298: Thermostat Housing & Bolts
5. Install the thermostat housing (1) and tighten nuts (2) finger tight.
Fig. 299: Intake Manifold Bolt Tightening Sequence
6. Install the intake manifold retaining nuts. Using the sequence shown in illustration, tighten the intake
manifold nuts to 25 N.m (18 ft. lbs.).
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Fig. 300: Upper Intermediate Shaft To Cowl
7. Install the intermediate shaft (1) to studs (2) at cowl.
8. Install the mounting nuts (3). Tighten to 13 N.m (115 in. lbs.).
Fig. 301: PINCH BOLT AT THE COLUMN SHAFT
NOTE: Care should be given not to allow the steering wheel to rotate after the
intermediate shaft is separated from coupler.
9. Install the lower intermediate shaft coupler (3) to upper intermediate shaft (1).
10. Install the pinch bolt (2). Tighten to 49 N.m (36 ft. lbs.).
11. Install the left front wheelhouse splash shield.
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Fig. 302: EGR COOLER
12. Connect the EGR valve vacuum tube.
13. Clean the gasket mating surfaces.
14. Using a new gasket, install the EGR cooler. Tighten to 15 N.m (177 in. lbs.).
15. Install the coolant hoses to the EGR cooler.
16. Connect the IAT/BPS harness connector.
17. Install and connect the glow plug wire harness (2).
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Fig. 304: FUEL RAIL
18. Install the fuel rail (6). Tighten nuts to 24 N.m (18 ft. lbs.).
19. Connect the fuel rail solenoid harness connector.
20. Connect the fuel rail pressure sensor harness connector.
NOTE: High pressure fuel lines must be replaced with new lines any time they are
removed.
21. Position the high pressure line and install the high pressure line to fuel rail and high pressure pump.
Tighten high pressure at fuel rail to 5 N.m (44 in. lbs.) plus an additional 75 degrees, and 28 N.m (20 ft.
lbs.) at high pressure pump.
22. Remove the protective caps and install new high pressure fuel lines (3). Tighten 5 N.m (44 in. lbs.) plus
an additional 75 degrees at the fuel rail side, and 28 N.m (20 ft. lbs.) at the fuel injectors.
23. Install bolt securing high pressure line (1) to intake manifold. Tighten bolt to 15 N.m (133 in. lbs.).
Fig. 305: Fuel Return Line & Fuel Rail
24. Connect the fuel return line (1) to fuel rail (2).
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Fig. 306: GENERATOR BRACKET
25. Install the generator bracket (1). Tighten to 45 N.m (33 ft. lbs.).
26. Install the generator brace.
27. Remove the glow plug wire harness clip from generator mounting bracket.
Fig. 307: GENERATOR
28. Install the generator. Tighten to 33 N.m (24 ft. lbs).
29. Install the battery feed wire to the generator (3).
30. Connect the generator connector (4).
32. Install the air cleaner assembly. See Engine/Air Intake System/BODY, Air Cleaner Installation.
33. Install the A/C liquid line. Refer to Heating and Air Conditioning/Plumbing/LINE, A/C Liquid
Installation .
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34. Install the A/C suction line. Refer to Heating and Air Conditioning/Plumbing/LINE, A/C Suction
Installation .
35. Install the coolant recovery bottle. Tighten to 10 N.m (89 in. lbs.)
36. Attach the relays to the coolant reservoir.
37. Install the coolant hoses to the coolant recovery bottle.
38. Connect coolant reservoir hose to radiator.
39. Connect the airflow control valve inlet hose.
41. Install the front lower splash shield.
42. Remove the steering wheel lock
TURBOCHARGER SYSTEM
COOLER AND HOSES, CHARGE AIR
Removal
REMOVAL
WARNING: If the engine was just turned off, the air intake system tubes may be hot.
NOTE: When servicing the Air Charge Cooler and/or Turbocharger, the Air Charger
Hose (orange) seal located between the Air Charge Hose and Turbocharger
must be replaced.
NOTE: Note the location of the rubber charge air cooler to A/C condenser and air
charger cooler to radiator air seals. The seals are use to prevent overheating
and improve charge air and A/C efficiency.
WARNING: Refer to the applicable warnings and cautions for this system before
performing the following operation. Refer to Heating and Air
Conditioning/Plumbing Warning . Refer to Heating and Air
Conditioning/Plumbing Caution . Failure to follow these instructions may
3. Remove the wheelhouse splash shield. Refer to Body/Exterior/SHIELD, Splash Removal .
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Fig. 308: Radiator Hose And Fan Shroud Retainers
4. Remove the lower radiator seal push pins.
5. Remove the lower radiator hose to fan shroud retainers (1).
6. Remove the lower electric cooling fan mounting bolts.
7. Drain the coolant from the radiator. Refer to Cooling Standard Procedure .
8. Remove the lower radiator hose (2).
10. Remove the grille. Refer to Body/Exterior/GRILLE Removal .
11. Recover the refrigerant from the refrigerant system. Refer to Heating and Air Conditioning/Plumbing
Standard Procedure .
12. Remove the air filter housing assembly. See Engine/Air Intake System/BODY, Air Cleaner
Removal.
13. Remove the viscous fan, cooling fan and fan shroud as an assembly. Refer to Cooling/Engine/FAN,
Cooling Removal .
14. Remove the upper radiator hose.
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15. Remove the nuts (3 and 5) that secure the A/C discharge line (2) and A/C liquid line (4) to the A/C
condenser (1).
16. Disconnect the A/C discharge and liquid lines from the A/C condenser and remove and discard the O
ring seals and gaskets.
17. Install plugs into, or tape over the opened refrigerant line fittings and condenser ports.
Fig. 310: Charge Air Cooler
18. Remove the hoses from the charge air cooler (1).
19. Remove the radiator mounting bolts.
NOTE: Care must be taken not to damage the charge air cooler fins and the fins
of other ancillary cooler components.
20. Remove the radiator, A/C condenser and charge air cooler as an assembly.
21. Remove the charge air cooler to condenser bolts and separate the charge air cooler (1).
Installation
INSTALLATION
Fig. 311: Charge Air Cooler
NOTE: 2473 of 4937

NOTE: When servicing the Air Charge Cooler and/or Turbocharger, the Air Charger
Hose (orange) seal located between the Air Charge Hose and Turbocharger
must be replaced.
1. Install the charge air cooler to the A/C condenser/radiator assembly. Tighten the bolts to 10 N.m (89 in.
lbs.).
NOTE: Care must be taken not to damage the charge air cooler fins and the fins
of other ancillary cooler components.
2. Position the radiator, A/C condenser and charge air cooler into the vehicle as an assembly.
3. Install the radiator mounting bolts. Tighten the bolts to 9 N.m (81 in. lbs.).
4. Install the hoses to the charge air cooler (1). Tighten the clamps to 11 N.m (95 in. lbs.).
5. Remove the tape or plugs from the opened refrigerant line fittings and condenser ports.
6. Lubricate a new rubber Oring seals with clean refrigerant oil and install them and new gaskets onto the
refrigerant line fittings. Use only the specified Oring seals as they are made of a special material for the
R134a system. Use only refrigerant oil of the type recommended for the A/C compressor in the vehicle.
7. Connect the A/C discharge line (2) and the A/C liquid line (4) to the A/C condenser (1). Install the
retaining nuts (3 and 5). Tighten the nuts to 23 N.m (17 ft. lbs.).
8. Install the upper radiator hose.
9. Install the viscous fan, cooling fan and fan shroud as an assembly. Refer to Cooling/Engine/FAN,
Cooling Installation .
10. Install the air filter housing assembly. See Engine/Air Intake System/BODY, Air Cleaner
Installation.
11. Charge the refrigerant system. Refer to Heating and Air Conditioning/Plumbing Standard
Procedure .
12. Install the grille. Refer to Body/Exterior/GRILLE Installation .
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14. Install the lower radiator hose (2).
15. Install the lower electric cooling fan bolts. Tighten the bolts to 6 N.m (53 in. lbs.).
16. Install the lower radiator hose to fan shroud retainers (1).
17. Install the lower radiator seal push pins.
18. Install the wheelhouse splash shield. Refer to Body/Exterior/SHIELD, Splash Installation .
22. Start engine and check for leaks.
TURBOCHARGER
Removal
REMOVAL
To remove the turbocharger, see Engine/Manifolds/MANIFOLD, Exhaust Removal.
Installation
INSTALLATION
To install the turbocharger, see Engine/Manifolds/MANIFOLD, Exhaust Installation.
VALVE TIMING
STANDARD PROCEDURE
LOCKING ENGINE 90 DEGREES AFTER TDC
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2. Remove the upper (4) and lower (2) front covers. See Engine/Valve Timing/COVER(S), Engine
Timing Removal.
Fig. 315: CRANKSHAFT TIMING MARKS
3. Rotate the engine until the 90Â° ATDC marks on the crankshaft timing belt drive sprocket and timing
belt cover are aligned.
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4. Remove the engine block plug (1) for the crankshaft locking tool. The crankshaft locking tool is installed
in the high pressure injection pump side of the engine slightly rearward of the engine mount.
5. Install the Crankshaft Locking Tool VM.9992 into the high pressure pump side of the engine block. Make
sure that the outer portion of the tool threads into the block and the bolt threads into the crankshaft. If the
bolt does not thread into the crankshaft, the crankshaft is not at 90Â° ATDC. If necessary, realign the 90Â
° ATDC marks on the crankshaft timing belt drive sprocket and timing belt cover.
Camshaft Timing Procedure
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NOTE: In order to validate camshaft timing, the cylinder head cover and timing belt
should already have been removed.
CAUTION: The camshaft dots time the camshafts to each other. Later in the procedure we
will rotate the camshafts so they are timed to the crankshaft.
1. Line up the camshaft gear dots.
Fig. 319: Camshaft Position Sensor
2. Disconnect the camshaft position sensor harness connector.
3. Remove bolt (1) and the camshaft position sensor (3).
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Fig. 320: EXHAUST CAMSHAFT OIL SEAL
4. Remove the exhaust camshaft oil seal (1) to expose the camshaft reluctor.
Fig. 321: Marking CMP Sensor Reluctor Wheel & Exhaust Camshaft
5. Mark the camshaft tone wheel with a paint marker.
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CAUTION: Do not rotate the camshaft using the Camshaft Locking Tool VM.9991. The
tone wheel may spin on the camshaft. If the tone wheel is rotated on the
camshaft, the camshaft must be replaced.
6. Rotate the camshafts until the Camshaft Locking Tool VM.9991 can be installed.
7. Install the Camshaft Locking Tool VM.9991.
Fig. 323: Camshaft Marks At 90 Degrees ATDC
8. Verify the camshafts are set correctly at 90Â° ATDC as shown in illustration.
BELT, TIMING
Removal
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REMOVAL TIMING BELT
2. Remove the air cleaner body. See Engine/Air Intake System/BODY, Air Cleaner Removal.
3. Remove the upper and lower timing belt covers. See Engine/Valve Timing/COVER(S), Engine Timing
Removal.
Fig. 325: CRANKSHAFT TIMING MARK
4. Rotate the engine until the crankshaft 90Â° ATDC marks on the crankshaft timing belt drive sprocket and
timing cover are aligned.
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5. Remove the engine block plug (1).
6. Install the Crankshaft Locking Tool VM.9992 (1).
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7. Disconnect the Camshaft Position Sensor (CMP) harness connector (1).
8. Remove bolt (3) the CMP sensor (2).
Fig. 329: EXHAUST CAMSHAFT OIL SEAL
9. Remove the exhaust camshaft oil seal (1) to expose the camshaft reluctor.
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10. Use a paint pen to mark the location of the reluctor wheel (1) on the camshaft (2).
11. Install the Camshaft Locking Tool VM.9991 (1).
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Fig. 332: Timing Belt Tensioner Bolt
12. Loosen the timing belt tensioner bolt (1), and remove the timing belt.
Installation
INSTALLATION TIMING BELT
Fig. 333: Fuel Injection Pump Timing Marks
1. Align the high pressure fuel pump sprocket timing mark (2) with the timing mark (3) on the block.
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Fig. 334: Timing Belt Tensioner
2. Verify that the bolt (4) is finger tight and tensioner alignment plate (1) is aligned with the boss (2) on the
engine cover.
Fig. 335: Timing Belt Tensioner Adjustment
3. Turn the timing belt tensioner (1) clockwise to unload the tensioner enough for the timing belt to be
installed.
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NOTE: DO NOT remove the timing belt from the package until it is going to be
installed. DO NOT expose timing belt to oil, grease or water
contamination. DO NOT crimp belt at a sharp angle. DO NOT clean belt,
pulleys or tensioner with solvent. Check that pulleys and bearings are not
seized or damaged before installing belt.
4. Install the timing belt on the components in the following order.
Fig. 337: Identifying Tensioner Indicator & Tensioner Gage Slot
NOTE: Turning the belt tensioner counter clockwise moves the pointer in a
clockwise direction. Also, if the tensioner bolt is too loose this will cause
the tensioner alignment slot to jump off the alignment boss on timing
cover.
Crankshaft sprocket (1).
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High pressure fuel pump (2).
Water pump pulley (3).
Intake camshaft pulley (4).
Timing belt tensioner (5).
5. Adjust timing belt tensioner by lining up the load indicator arrow (1) to the center of the tensioner load
gage (2) as shown in illustration.
Fig. 338: Timing Belt Tensioner Bolt
6. Tighten the timing belt tensioner bolt (1) to 28 N.m (21 ft. lbs.).
7. Verify the tensioner load indicator (1) is still centered in the tensioner load gage (2). If the indicator is not
centered in the gage as shown in illustration, see Engine/Valve Timing/TENSIONER, Engine Timing
Adjustments.
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8. Remove the Camshaft Locking Tool VM.9991 (1).
9. Remove the Crankshaft Locking Tool VM.9992 (1).
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NOTE: In order to rotate the engine, the Camshaft Locking Tool VM.9991 and the
Crankshaft Locking Tool VM.9992 need to be removed.
10. Rotate engine 2 complete revolutions and then recheck tensioner alignment. Verify that the tension
indicator (1) is centered in the slot on the tensioner gage (2) slot as shown in illustration. Readjust
tensioner alignment is necessary.
11. Verify that the reluctor wheel (1) has not moved on the camshaft. If the witness marks are not aligned, the
reluctor wheel (1) has spun on the camshaft (3) during the assembly process, and the exhaust camshaft
must be replaced.
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Fig. 344: Camshaft Oil Seal
12. Use Seal Installer VM.1057 (1) to install the exhaust camshaft seal.
13. Install the Camshaft Position Sensor CMP sensor (2). Tighten bolt (3) to 11 N.m (97 in. lbs.).
14. Connect the (CMP) harness connector (1).
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15. Install the engine block plug (1). Tighten the engine block plug to 30 N.m (22 ft. lbs.).
16. Install the upper and lower outer timing belt covers. See Engine/Valve Timing/COVER(S), Engine
Timing Installation.
17. Install the air cleaner body. See Engine/Air Intake System/BODY, Air Cleaner Installation.
COVER(S), ENGINE TIMING
Removal
REMOVAL INNER TIMING BELT COVER
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Fig. 348: Idler Pulley & Bolt
1. Disconnect the negative battery.
3. Remove bolt (1) and the Idler pulley (2).
4. Remove bolts and the inner timing belt cover.
REMOVAL UPPER AND LOWER TIMING BELT OUTER COVERS
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Fig. 350: Accessory Pulley & Engine Lifting Bracket
2. Remove the fan blade/viscous fan drive assembly from water pump. Refer to Cooling/Engine/DRIVE,
Fan Removal .
3. Remove the front engine lift bracket (2).
4. Remove the accessory drive idler pulley bracket (1).
Fig. 351: UPPER FRONT COVER
5. Remove the upper front cover (2).
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Fig. 352: Crankshaft Damper & Bolt
6. Remove the bolts (1) and the crankshaft damper (2).
7. Remove the lower front cover (2).
Installation
INSTALLATION INNER TIMING BELT COVER
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1. Install the inner timing belt cover. Tighten the bolts to 8 N.m (71 in. lbs.).
Fig. 355: Idler Pulley & Bolt
2. Install the idler pulley (2). Tighten bolt (1) to 45 N.m (33 ft. lbs.).
INSTALLATION UPPER AND LOWER OUTER TIMING BELT COVERS
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1. Install the lower timing belt cover (2). Tighten the bolts to 8 N.m (71 in. lbs.).
Fig. 357: Crankshaft Damper & Bolt
2. Install the crankshaft damper (2). Tighten the bolts (1) to 32 N.m (23 in. lbs.).
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3. Install the upper timing belt cover (2). Tighten the bolts to 8 N.m (71 in. lbs.).
Fig. 359: Accessory Pulley & Engine Lifting Bracket
4. Install the accessory drive idler pulley bracket. Tighten the bolts to 45 N.m (33 ft. lbs.).
5. Install the front engine lift bracket (2). Tighten the bolts to 45 N.m (33 ft. lbs.).
6. Install the fan blade/viscous fan drive assembly onto the water pump. Refer to Cooling/Engine/DRIVE,
Fan Installation .
SPROCKET(S), TIMING BELT AND CHAIN
Removal
REMOVAL CRANKSHAFT SPROCKET
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3. Remove bolt (1), and the crankshaft sprocket (2).
REMOVAL CAMSHAFT SPROCKET
Fig. 361: REMOVE/INSTALL CAMSHAFT SPROCKET BOLT
2. Remove timing belt. See Engine/Valve Timing/BELT, Timing Removal.
3. Using Locking Tool VM.1055 (1) to hold the intake camshaft sprocket, remove the bolt.
4. Remove the camshaft sprocket.
Installation
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INSTALLATION CRANKSHAFT SPROCKET
1. Install the crankshaft sprocket (2). Tighten bolt to 100 N.m (74 ft. lbs.) plus an additional 120 degrees.
INSTALLATION CAMSHAFT SPROCKET
Fig. 363: REMOVE/INSTALL CAMSHAFT SPROCKET BOLT
1. Install the camshaft sprocket and tighten bolt finger tight.
2. Using locking Tool VM.1055 (1) to hold the camshaft sprocket, tighten the camshaft sprocket (2) bolt to
64 N.m (47 ft. lbs.).
3. Install the timing belt. See Engine/Valve Timing/SPROCKET(S), Timing Belt and Chain
Installation.
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TENSIONER, ENGINE TIMING
Removal
REMOVAL TIMING BELT TENSIONER
Fig. 365: TIMING BELT TENSIONER
3. Remove bolt (4), and timing belt tensioner (3).
Installation
INSTALLATION TIMING BELT TENSIONER
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Fig. 366: TIMING BELT TENSIONER
1. Install the timing belt tensioner (3). Do not tighten bolt (4) at this time. Verify that the slot in the
tensioner alignment plate (1) is aligned with the boss (2) in the rear timing belt cover.
NOTE: DO NOT remove the timing belt from the package until it is going to be
installed. DO NOT expose timing belt to oil, grease or water
contamination. DO NOT crimp belt at a sharp angle. DO NOT clean belt,
pulleys or tensioner with solvent. Check that pulleys and bearings are not
seized or damaged before installing belt.
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Fig. 368: Timing Belt Routing
Adjustments
ADJUSTMENT
1. With the upper and lower front covers removed and the timing belt installed, loosen timing belt tensioner.
NOTE: Turning the belt tensioner counterclockwise moves the pointer in a
clockwise direction. Also, if the tensioner bolt is too loose this will cause
the tensioner alignment slot to jump off the alignment boss on timing
cover.
2. Adjust timing belt tensioner by lining up the load indicator arrow (1) to the center of the tensioner load
gage (2) as shown in illustration. Tighten the timing belt tensioner bolt to 28 N.m (21 ft. lbs.).
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3. Rotate engine 2 complete revolutions and then recheck tensioner alignment. Verify that the tension
indicator (1) is centered in the slot on the tensioner gage (2) slot as shown in illustration. Readjust
tensioner alignment as necessary.
AIR INTAKE SYSTEM
AIR CLEANER
Removal
REMOVAL AIR CLEANER
Fig. 371: Radiator Fan Electrical Connector
1 ELECTRICAL CONNECTOR
2 UPPER RADIATOR SEAL
1. Disconnect the cooling fan harness connector (1).
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Fig. 372: Lock Tabs & Housing Cover
2. Release the four lock tabs (1) and remove the housing cover (2).
Fig. 373: Housing Cover For Filter Element
3. Remove the air filter element.
4. If necessary, clean the inside of the air cleaner housing.
Installation
INSTALLATION AIR CLEANER
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Fig. 374: Housing Cover For Filter Element
1. Install new air filter element (1).
Fig. 375: Lock Tabs & Housing Cover
2. Install housing cover (2) and the four snap lock tabs (1) in place.
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3. Connect the cooling fan electrical connector (1).
BODY, AIR CLEANER
Removal
REMOVAL
1. Disconnect the cooling fan electrical connector (1).
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Fig. 378: Cooling Fan Electrical Connector, Air Cleaner Housing And MAF Sensor
2. Loosen worm clamp and remove the air cleaner outlet tube from air cleaner housing (2).
3. Disconnect the IAT sensor (1).
4. Release the lock tab and disconnect the MAF sensor (3).
Fig. 379: Air Cleaner Assembly
5. To remove the air cleaner assembly, first lift up on air cleaner body to release the three tabs; then
disconnect the inlet tube from housing and remove the air cleaner assembly.
Installation
INSTALLATION
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Fig. 380: Air Cleaner Assembly
1. Install the air cleaner assembly (1) and connect the inlet tube.
Fig. 381: Cooling Fan Electrical Connector, Air Cleaner Housing And MAF Sensor
2. Connect the MAF sensor (3).
3. Connect the IAT sensor (1).
4. Install the air cleaner outlet tube and tighten the worm clamp (2).
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5. Connect the cooling fan electrical connector (1).
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Back To Article
2010 ENGINE
3.8L Service Information Wrangler
DESCRIPTION
DESCRIPTION
Fig. 1: ENGINE IDENTIFICATION
The 3.8 Liter (231 cu. in.) engine is 60Â° V6 engines with cast iron cylinder blocks and aluminum cylinder
heads. The engine uses a single, block mounted camshaft, roller lifters with pushrods to actuate the valves and
either cracked cap, or standard cap, forged connecting rods. The engine does not have provisions for a free
wheeling valve train.
The firing order is 123456. The left cylinder bank is numbered 2, 4, and 6. The right cylinder bank is
numbered 1, 3, and 5.
The engine identification number is located on the rear of the cylinder block just below the cylinder head.
INTRODUCTION
Engine diagnosis is helpful in determining the causes of malfunctions not detected and remedied by routine
maintenance.
These malfunctions may be classified as either mechanical (e.g., a strange noise), or performance (e.g., engine
idles rough and stalls).
Refer to the Engine Mechanical and the Engine Performance diagnostic charts, for possible causes and
corrections of malfunctions. See PERFORMANCE. See MECHANICAL.
For fuel system diagnosis, refer to NonDTC Diagnostics/Driveability Gas Diagnosis and Testing .
Additional tests and diagnostic procedures may be necessary for specific engine malfunctions that cannot be
isolated with the Service Diagnosis charts. Information concerning additional tests and diagnosis is provided
within the following:
Cylinder Compression Pressure Test: Refer to CYLINDER COMPRESSION PRESSURE TEST.
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Cylinder Combustion Pressure Leakage Test: Refer to CYLINDER COMBUSTION PRESSURE
LEAKAGE TEST.
Engine Cylinder Head Gasket Failure Diagnosis: Refer to CYLINDER HEAD GASKET.
Intake Manifold Leakage Diagnosis: Refer to INTAKE MANIFOLD LEAKS.
Hydraulic Lash Adjuster Noise Diagnosis: Refer to HYDRAULIC LIFTERS.
Engine Oil Leak Inspection: Refer to ENGINE OIL LEAK INSPECTION.
PERFORMANCE
CONDITION POSSIBLE CAUSE CORRECTION

ENGINE WILL NOT START 1. Weak battery. 1. Test battery. Charge or replace
as necessary
Refer to Electrical/Battery
System Diagnosis and Testing .
2. Corroded or loose battery 2. Clean and tighten battery
connections. connections. Apply a coat of light
mineral grease to terminals.
3. Faulty starter. 3. Test starting system. Refer to
Electrical/Starting Diagnosis
and Testing .
4. Faulty coil(s) or control unit. 4. Test and replace as needed.
(Refer to Appropriate Diagnostic
Information)
5. Incorrect spark plug gap. 5. Set gap. Refer to
Electrical/Ignition Control
Specifications .
6. Contamination in fuel system. 6. Clean system and replace fuel
filter.
7. Faulty fuel pump. 7. Test fuel pump and replace as
needed. (Refer to Appropriate
Diagnostic Information)
8. Incorrect engine timing. 8. Check for a skipped timing
belt/chain.
ENGINE STALLS OR IDLES 1. Idle speed too low. 1. Test minimum air flow. (Refer
ROUGH to Appropriate Diagnostic
Information)
2. Incorrect fuel mixture. 2. (Refer to Appropriate
Diagnostic Information)
3. Intake manifold leakage. 3. Inspect intake manifold,
manifold gasket, and vacuum
hoses.
4. Faulty ignition coil(s). 4. Test and replace as necessary.
Information)
ENGINE LOSS OF POWER 1. Dirty or incorrectly gapped 1. Clean plugs and set gap.
plugs.
filter.
3. Faulty fuel pump. 3. Test and replace as necessary.
Information)
4. Incorrect valve timing. 4. Correct valve timing.
5. Leaking cylinder head gasket. 5. Replace cylinder head gasket.
6. Low compression. 6. Test compression of each
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cylinder.
7. Burned, warped, or pitted 7. Replace valves.
valves.
8. Plugged or restricted exhaust 8. Perform exhaust restriction test.
system. Refer to Exhaust System
Diagnosis and Testing . Install
new parts, as necessary.
Information)
ENGINE MISSES ON 1. Dirty or incorrectly gapped 1. Clean spark plugs and set gap.
ACCELERATION spark plugs.
2. Contamination in Fuel System. 2. Clean fuel system and replace
fuel filter.
3. Burned, warped, or pitted 3. Replace valves.
valves.
Information)
ENGINE MISSES AT HIGH 1. Dirty or incorrect spark plug 1. Clean spark plugs and set gap.
SPEED gap.
Information)
3. Dirty fuel injector(s). 3. Test and replace as necessary.
Information)
filter.
MECHANICAL

NOISY VALVES 1. High or low oil level in 1. Check and correct engine oil
crankcase. level.
2. Thin or diluted oil. 2. Change oil to correct viscosity.
3. Thick oil 3. (a) Change engine oil and filter.
(b) Run engine to operating

temperature.
(c) Change engine oil and filter

again.
4. Low oil pressure. 4. Check and correct engine oil
pressure problem.
5. Dirt in hydraulic lifters/lash 5. Replace hydraulic lifters/lash
adjusters. adjusters.
6. Worn rocker arms. 6. Inspect oil supply to rocker
arms.
7. Worn hydraulic lifters/lash 7. Replace hydraulic lifters/lash
adjusters. adjusters.
8. Worn valve guides. 8. Replace cylinder head
assembly.
9. Excessive runout of valve seats 9. Grind valve seats and valves.
on valve faces.
CONNECTING ROD NOISE 1. Insufficient oil supply. 1. Check engine oil level.
2. Low oil pressure. 2. Check engine oil level. Inspect
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oil pump relief valve and spring.
temperature.
again.
5. Excessive bearing clearance. 5. Measure bearings for correct
clearance. Repair as necessary.
6. Connecting rod journal outof 6. Replace crankshaft or grind
round. surface.
7. Misaligned connecting rods. 7. Replace bent connecting rods.
MAIN BEARING NOISE 1. Insufficient oil supply. 1. Check engine oil level.
2. Low oil pressure. 2. Check engine oil level. Inspect
oil pump relief valve and spring.
temperature.
again.
clearance. Repair as necessary.
6. Excessive end play. 6. Check thrust bearing for wear
on flanges.
7. Crankshaft journal outofround 7. Replace crankshaft or grind
or worn. journals.
8. Loose flywheel or torque 8. Tighten to correct torque.
converter.
OIL PRESSURE DROP 1. Low oil level. 1. Check engine oil level.
2. Faulty oil pressure 2. Replace oil pressure
sensor/switch. sensor/switch.
3. Low oil pressure. 3. Check oil pressure
sensor/switch and main bearing oil
clearance.
4. Clogged oil filter. 4. Install new oil filter.
5. Worn parts in oil pump. 5. Replace worn parts or pump.
7. Oil pump relief valve stuck. 7. Remove valve and inspect,
clean, or replace.
8. Oil pump suction tube loose. 8. Remove oil pan and install new
tube or clean, if necessary.
9. Oil pump cover warped or 9. Install new oil pump.
cracked.
clearance.
OIL LEAKS 1. Misaligned or deteriorated 1. Replace gasket(s).
gaskets.
2. Loose fastener, broken or 2. Tighten, repair or replace the
porous metal part. part.
3. Misaligned or deteriorated cup 3. Replace as necessary.
or threaded plug.
OIL CONSUMPTION OR 1. PCV system malfunction. 1. Check system and repair as
SPARK PLUGS FOULED necessary. (Refer to
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EVAPORATIVE EMISSIONS .
2. Worn, scuffed or broken rings. 2. Hone cylinder bores. Install
new rings.
3. Carbon in oil ring slots. 3. Install new rings.
4. Rings fitted too tightly in 4. Remove rings and check
grooves. grooves. If groove is not proper
width, replace piston.
5. Worn valve guide(s). 5. Replace cylinder head
assembly.
6. Valve stem seal(s) worn or 6. Replace seal(s).
damaged.
ENGINE OIL LEAK INSPECTION
Begin with a thorough visual inspection of the engine, particularly at the area of the suspected leak. If an oil
leak source is not readily identifiable, the following steps should be followed:
1. Do not clean or degrease the engine at this time because some solvents may cause rubber to swell,
temporarily stopping the leak.
2. Add an oil soluble dye (use as recommended by manufacturer). Start the engine and let idle for
approximately 15 minutes. Check the oil level indicator to make sure the dye is thoroughly mixed as
indicated with a bright yellow color under a black light.
3. Using a black light, inspect the entire engine for fluorescent dye, particularly at the suspected area of oil
leak. If the oil leak is found and identified, repair as necessary.
4. If dye is not observed, drive the vehicle at various speeds for approximately 24 km (15 miles), and repeat
inspection.
5. If the oil leak source is not positively identified at this time , proceed with the AIR LEAK
DETECTION TEST METHOD as follows:
Disconnect the fresh air hose (makeup air) at the cylinder head cover and plug or cap the outlet on
the cover.
Remove the PCV valve hose from the cylinder head cover. Cap or plug the PCV valve outlet on the
cover.
Attach an air hose with pressure gauge and regulator to the oil level indicator tube.
CAUTION: Do not subject the engine assembly to more than 20.6 kPa (3 PSI) of
test pressure.
Gradually apply air pressure from 1 psi to 2.5 psi maximum while applying soapy water at the
suspected source. Adjust the regulator to the suitable test pressure that provides the best bubbles
which will pinpoint the leak source. If the oil leak is detected and identified, repair per service
information procedures.
If the leakage occurs at the crankshaft rear oil seal area, refer to INSPECTION FOR REAR
SEAL AREA LEAKS.
6. If no leaks are detected, turn off the air supply. Remove the air hose, all plugs, and caps. Install the PCV
valve and fresh air hose (makeup air). Proceed to next step.
7. Clean the oil off the suspect oil leak area using a suitable solvent. Drive the vehicle at various speeds
approximately 24 km (15 miles). Inspect the engine for signs of an oil leak by using a black light.
NOTE: If oil leakage is observed at the oil level indicator tube to block location;
remove the tube, clean and reseal using MoparÂ® Stud AND Bearing
Mount (press fit tube applications only), and for Oring style tubes,
remove tube and replace the Oring seal.
CAUTION: Do not exceed 20.6 kPa (3 psi).
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CAUTION: Use extreme caution when crankshaft polishing is necessary to remove
minor nicks and scratches. The crankshaft seal flange is especially
machined to complement the function of the rear oil seal.
INSPECTION FOR REAR SEAL AREA LEAKS
Since it is sometimes difficult to determine the source of an oil leak in the rear seal area of the engine, a more
involved inspection is necessary. The following steps should be followed to help pinpoint the source of the leak.
If the leakage occurs at the crankshaft rear oil seal area:
1. Disconnect the battery.
2. Raise the vehicle.
3. Remove torque converter or clutch housing cover and inspect rear of block for evidence of oil. Use a
black light to check for the oil leak. If a leak is present in this area, remove transmission for further
inspection.
a. Circular spray pattern generally indicates seal leakage or crankshaft damage.
b. Where leakage tends to run straight down, possible causes are a porous block, oil gallery cup plug,
bedplate to cylinder block mating surfaces and seal bore. See proper repair procedures for these
items.
4. If no leaks are detected, pressurize the crankcase as previously described in step 5 in ENGINE OIL
LEAK INSPECTION.
CAUTION: Do not exceed 20.6 kPa (3 psi).
5. If the leak is not detected, very slowly turn the crankshaft and watch for leakage. If a leak is detected
between the crankshaft and seal while slowly turning the crankshaft, it is possible the crankshaft seal
surface is damaged. The seal area on the crankshaft could have minor nicks or scratches that can be
polished out with emery cloth.
CAUTION: Use extreme caution when crankshaft polishing is necessary to remove
minor nicks and scratches. The crankshaft seal flange is especially
machined to complement the function of the rear oil seal.
6. For bubbles that remain steady with shaft rotation, no further inspection can be done until disassembled.
7. After the oil leak root cause and appropriate corrective action have been identified, replace component(s)
as necessary.
CYLINDER COMPRESSION PRESSURE TEST
The results of a cylinder compression pressure test can be utilized to diagnose several engine malfunctions.
Ensure the battery is completely charged and the engine starter motor is in good operating condition. Otherwise
the indicated compression pressures may not be valid for diagnosis purposes.
1. Check engine oil level and add oil if necessary.
2. Drive the vehicle until engine reaches normal operating temperature. Select a route free from traffic and
other forms of congestion, observe all traffic laws, and accelerate through the gears several times briskly.
3. Remove all spark plugs from engine. As spark plugs are being removed, check electrodes for abnormal
firing indicators such as fouled, hot, oily, etc. Record cylinder number of spark plug for future reference.
4. Remove the Auto Shutdown (ASD) relay from the Power Distribution Center (PDC).
5. Insert compression gauge adaptor Special Tool 8116 or the equivalent, into the #1 spark plug hole in
cylinder head. Connect the 0500 psi (Blue) pressure transducer (Special Tool CH7059) with cable
adaptors to the DRBIIIÂ®. For Special Tool identification, see Engine Special Tools.
6. Crank engine until maximum pressure is reached on gauge. Record this pressure as #1 cylinder pressure.
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7. Repeat the previous step for all remaining cylinders.
8. Compression should not be less than 689 kPa (100 psi) and not vary more than 25 percent from cylinder
to cylinder.
9. If one or more cylinders have abnormally low compression pressures, repeat the compression test.
10. If the same cylinder or cylinders repeat an abnormally low reading on the second compression test, it
could indicate the existence of a problem in the cylinder in question. The recommended compression
pressures are to be used only as a guide to diagnosing engine problems. An engine should not be
disassembled to determine the cause of low compression unless some malfunction is present.
CYLINDER COMBUSTION PRESSURE LEAKAGE TEST
The combustion pressure leakage test provides an accurate means for determining engine condition.
Combustion pressure leakage testing will detect:
Exhaust and intake valve leaks (improper seating).
Leaks between adjacent cylinders or into water jacket.
Any causes for combustion/compression pressure loss.
WARNING: DO NOT REMOVE THE PRESSURE CAP WITH THE SYSTEM HOT AND UNDER
PRESSURE BECAUSE SERIOUS BURNS FROM COOLANT CAN OCCUR.
Check the coolant level and fill as required. DO NOT install the pressure cap.
Start and operate the engine until it attains normal operating temperature, then turn the engine OFF.
Clean spark plug recesses with compressed air.
Remove the spark plugs.
Remove the oil filler cap.
Remove the air cleaner.
Calibrate the tester according to the manufacturer's instructions. The shop air source for testing should maintain
483 kPa (70 psi) minimum, 1,379 kPa (200 psi) maximum, with 552 kPa (80 psi) recommended.
Perform the test procedures on each cylinder according to the tester manufacturer's instructions. While testing,
listen for pressurized air escaping through the throttle body, tailpipe and oil filler cap opening. Check for
bubbles in the coolant.
All gauge pressure indications should be equal, with no more than 25% leakage per cylinder.
FOR EXAMPLE: At 552 kPa (80 psi) input pressure, a minimum of 414 kPa (60 psi) should be maintained in
the cylinder.
STANDARD PROCEDURE
ENGINE GASKET SURFACE PREPARATION
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Fig. 2: PROPER TOOL USAGE FOR SURFACE PREPARATION
Never use the following to clean gasket surfaces:
Metal scraper (1).
Abrasive pad or paper to clean cylinder block and head.
High speed power tool with an abrasive pad or a wire brush (2,3).
Fig. 3: PROPER TOOL USAGE FOR SURFACE PREPARATION
Only use the following for cleaning gasket surfaces:
Solvent or a commercially available gasket remover
Plastic or wood scraper (4).
Sealing surfaces must be free of grease or oil residue. Clean surfaces with MoparÂ® brake parts cleaner (or
equivalent).
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MEASURING BEARING CLEARANCE USING PLASTIGAGE
Fig. 4: Plastigage Placed in Lower ShellTypical
1 PLASTIGAGE
Engine crankshaft bearing clearances can be determined by use of Plastigage or equivalent. The following is the
recommended procedure for the use of Plastigage:
1. Remove oil film from surface to be checked. Plastigage is soluble in oil.
2. Place a piece of Plastigage across the entire width of the bearing shell in the cap approximately 6.35 mm
(1/4 in.) off center and away from the oil holes . (In addition, suspected areas can be checked by placing
the Plastigage in the suspected area). Torque the bearing cap/bed plate bolts of the bearing being checked
to the proper specifications.
3. Remove the bearing cap and compare the width of the flattened Plastigage with the metric scale provided
on the package. Locate the band closest to the same width. This band shows the amount of clearance in
thousandths of a millimeter. Differences in readings between the ends indicate the amount of taper
present. Record all readings taken. Compare the clearance measurements to specifications found in the
engine specifications table. See Engine Specifications. Plastigage generally is accompanied by two
scales. One scale is in inches, the other is a metric scale.
NOTE: Plastigage is available in a variety of clearance ranges. Use the most
appropriate range for the specifications you are checking.
4. Install the proper crankshaft bearings to achieve the specified bearing clearances.
FORMINPLACE GASKETS AND SEALERS
There are numerous places where forminplace gaskets are used on the engine. Care must be taken when
applying forminplace gaskets to assure obtaining the desired results.Do not use forminplace gasket
material unless specified. Bead size, continuity, and location are of great importance. Too thin a bead can
result in leakage while too much can result in spillover which can break off and obstruct fluid feed lines. A
continuous bead of the proper width is essential to obtain a leakfree gasket.
There are numerous types of forminplace gasket materials that are used in the engine area. MoparÂ® Engine
RTV GEN II, MoparÂ® ATFRTV, and MoparÂ® Gasket Maker gasket materials, each have different
properties and can not be used in place of the other.
MOPARÂ® ENGINE RTV GEN II is used to seal components exposed to engine oil. This material is a
specially designed black silicone rubber RTV that retains adhesion and sealing properties when exposed to
engine oil. Moisture in the air causes the material to cure. This material is available in three ounce tubes and has
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a shelf life of one year. After one year this material will not properly cure. Always inspect the package for the
expiration date before use.
MOPARÂ® ATF RTV is a specifically designed black silicone rubber RTV that retains adhesion and sealing
properties to seal components exposed to automatic transmission fluid, engine coolants, and moisture. This
material is available in three ounce tubes and has a shelf life of one year. After one year this material will not
properly cure. Always inspect the package for the expiration date before use.
MOPARÂ® GASKET MAKER is an anaerobic type gasket material. The material cures in the absence of air
when squeezed between two metallic surfaces. It will not cure if left in the uncovered tube. The anaerobic
material is for use between two machined surfaces. Do not use on flexible metal flanges.
MOPARÂ® BED PLATE SEALANT is a unique (greenincolor) anaerobic type gasket material that is
specially made to seal the area between the bed plate and cylinder block without disturbing the bearing
clearance or alignment of these components. The material cures slowly in the absence of air when torqued
between two metallic surfaces, and will rapidly cure when heat is applied.
MOPARÂ® GASKET SEALANT is a slow drying, permanently soft sealer. This material is recommended
for sealing threaded fittings and gaskets against leakage of oil and coolant. Can be used on threaded and
machined parts under all temperatures. This material is used on engines with multilayer steel (MLS) cylinder
head gaskets. This material also will prevent corrosion. MoparÂ® Gasket Sealant is available in a 13 oz.
aerosol can or 4oz./16 oz. can w/applicator.
SEALER APPLICATION
MoparÂ® Gasket Maker material should be applied sparingly 1 mm (0.040 in.) diameter or less of sealant to
one gasket surface. Be certain the material surrounds each mounting hole. Excess material can easily be wiped
off. Components should be torqued in place within 15 minutes. The use of a locating dowel is recommended
during assembly to prevent smearing material off the location.
MoparÂ® Engine RTV GEN II or ATF RTV gasket material should be applied in a continuous bead
approximately 3 mm (0.120 in.) in diameter. All mounting holes must be circled. For corner sealing, a 3.17 or
6.35 mm (1/8 or 1/4 in.) drop is placed in the center of the gasket contact area. Uncured sealant may be
removed with a shop towel. Components should be torqued in place while the sealant is still wet to the touch
(within 10 minutes). The usage of a locating dowel is recommended during assembly to prevent smearing
material off the location.
MoparÂ® Gasket Sealant in an aerosol can should be applied using a thin, even coat sprayed completely over
both surfaces to be joined, and both sides of a gasket. Then proceed with assembly. Material in a can
w/applicator can be brushed on evenly over the sealing surfaces. Material in an aerosol can should be used on
engines with multilayer steel gaskets.
HYDROSTATIC LOCKED ENGINE
When an engine is suspected to be hydrostatically locked, regardless of what caused the problem, the following
steps should be used.
CAUTION: DO NOT use starter motor to rotate the engine, severe damage may occur.
1. Inspect air cleaner, induction system and intake manifold to insure system is dry and clear of foreign
material.
3. Place a shop towel around the spark plugs when removing them from the engine. This will catch any
fluid that may possibly be in the cylinder under pressure.
4. With all spark plugs removed, rotate engine crankshaft using a breaker bar and socket.
5. Identify the fluid in the cylinder(s) (i.e., coolant, fuel, oil or other).
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6. Make sure all fluid has been removed from the cylinders. Inspect engine for damage (i.e., connecting
rods, pistons, valves, etc.)
7. Repair engine or components as necessary to prevent this problem from reoccurring.
CAUTION: Squirt approximately one teaspoon of oil into the cylinders, rotate engine
to lubricate the cylinder walls to prevent damage on restart.
8. Install new spark plugs.
9. Drain engine oil and remove oil filter.
10. Install a new oil filter.
11. Fill engine with specified amount of approved oil.
13. Start engine and check for any leaks.
REPAIR OF DAMAGED OR WORN THREADS
Damaged or worn threads (excluding spark plug and camshaft bearing cap attaching threads) can be repaired.
Essentially, this repair consists of drilling out worn or damaged threads, tapping the hole with a special Heli
Coil Tap, (or equivalent) and installing an insert into the tapped hole. This brings the hole back to its original
thread size.
CAUTION: Be sure that the tapped holes maintain the original center line.
HeliCoil tools and inserts are readily available from automotive parts jobbers.
ENGINE CORE AND OIL GALLERY PLUGS
Fig. 5: Core Hole Plug Removal
1 CYLINDER BLOCK
2 REMOVE PLUG WITH PLIERS
3 STRIKE HERE WITH HAMMER
4 DRIFT PUNCH
5 CUP PLUG
Using a blunt tool such as a drift and a hammer, strike the bottom edge of the cup plug. With the cup plug
rotated, grasp firmly with pliers or other suitable tool and remove plug .
CAUTION: Do not drive cup plug into the casting as restricted cooling can result and
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cause serious engine problems.
Thoroughly clean inside of cup plug hole in cylinder block or head. Be sure to remove old sealer. Lightly coat
inside of cup plug hole with MoparÂ® Stud and Bearing Mount. Make certain the new plug is cleaned of all oil
or grease. Using proper drive plug, drive plug into hole so that the sharp edge of the plug is at least 0.5 mm
(0.020 in.) inside the leadin chamfer.
It is not necessary to wait for curing of the sealant. The cooling system can be refilled and the vehicle placed in
service immediately.
REMOVAL
REMOVAL
Fig. 6: Hose Assembly & IAT Sensor
1. Perform fuel pressure release procedure. Refer to Fuel System Standard Procedure .
3. Disconnect the Inlet Air Temp Sensor (IAT) (2), and remove air cleaner hose (1) and housing.
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Fig. 7: THROTTLE BODY 3.8L
4. Evacuate and recover the air conditioning.
5. Disconnect the throttle control connectors (3) from the throttle body.
Fig. 8: PCV VALVE LOCATION 3.8L
6. Disconnect the PCV hose (1) at the left cylinder head cover.
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7. Remove the front splash shield (1).
8. Drain the cooling system.
9. Disconnect the upper radiator hose from the thermostat housing and the lower radiator hose from the
radiator.
10. Disconnect the heater hoses and coolant reservoir hose.
Fig. 10: GENERATOR ELECTRICAL CONNECTORS 3.8L
11. Disconnect the generator electrical connectors (1, 2).
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Fig. 11: MAP SENSOR 3.8L
12. Disconnect the throttle position (TP), idle air control (IAC) motor, oxygen (HO2), cam position (CMP),
manifold absolute pressure (MAP) (2) and the two engine wiring harness connectors. Free the harness
from the cover studs and set harness aside.
13. Disconnect the purge solenoid harness connector.
Fig. 12: EGR TUBE FLANGE
14. Disconnect the EVAP hose from the throttle body.
15. Remove the EGR tube (1). Refer to Emissions Control/Exhaust Gas Recirculation/VALVE, Exhaust
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Fig. 13: GENERATOR MOUNTING 3.8L
16. Remove the drive belts.
17. Remove the generator (3).
Fig. 14: FUEL RAIL 3.8L
18. Disconnect the fuel line from fuel rail (4).
19. Remove engine wiring harness retainer from left cylinder head cover and oil level indicator tube.
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20. Disconnect the knock sensor wiring harness connector.
21. Remove the upper intake manifold (3).
Fig. 16: Remove/Install Discharge Line
22. Disconnect the A/C electrical connector.
23. Disconnect the A/C discharge line (2) from the compressor. Cover and seal all openings of hoses and
compressor.
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Fig. 17: Suction Line to Compressor
24. Disconnect the A/C suction line (2) from the compressor. Cover and seal all openings of hoses and
compressor.
Fig. 18: Locating CKP Sensor
25. Disconnect the oil pressure sending unit (OPS).
26. Disconnect the coolant hose at the engine oil cooler.
27. Remove the crankshaft sensor (2), (CKP).
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Fig. 19: STARTER BATTERY CABLE 3.8L
28. Disconnect the in block heater (if equipped).
29. Disconnect the starter wiring (1) and remove starter.
Fig. 20: STARTER MOUNTING 3.8L
30. Remove the starter (1).
31. Remove the flex plate inspection cover. (If equipped).
32. Rotate the engine at the crankshaft pulley bolt and remove the torque converter bolts. (If equipped).
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Fig. 21: O2 SENSORS LEFT SIDE
33. Disconnect the left side oxygen sensors (1,2).
Fig. 22: O2 SENSORS RIGHT SIDE
34. Disconnect the right side oxygen sensors (1,2).
35. Disconnect the exhaust pipes from the manifolds.
36. Remove the left and right exhaust manifolds.
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Fig. 23: MOUNTING BOLTS
37. Remove the power steering pump mounting bolts (2) and pump, with hoses attached.
38. Remove the engine mount thru bolts.
Fig. 24: 3.8L STRUCTURAL COVER
39. Remove the structural cover mounting bolts (1, 2), and cover. (If equipped).
40. Support the transmission using a suitable jack.
41. Connect engine lifting chain to engine, and lift the engine using a suitable hoist.
42. Lift the engine using a suitable hoist.
43. Separate the transmission from the engine.
INSTALLATION
INSTALLATION
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1. Position the engine in the vehicle.
2. Install the transmission bellhousing to engine mounting bolts. Refer to Transmission and Transfer
Case/Manual Installation . Refer to Transmission and Transfer Case/Automatic 42RLE
Installation .
3. Tighten the engine mount thru bolts. See Engine/Engine Mounting/INSULATOR, Engine Mount
Installation.
4. Install the torque converter bolts. (If equipped). Refer to Transmission and Transfer Case/Automatic
42RLE Installation .
5. Install the structural cover (1). See Engine/Engine Block/COVER, Structural Dust Installation.
Fig. 26: Locating CKP Sensor
6. Install the crank position sensor (2) (CKP).
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Fig. 27: STARTER MOUNTING 3.8L
7. Install the starter (1). Refer to Electrical/Starting/STARTER Installation .
Fig. 28: STARTER BATTERY CABLE 3.8L
8. Install the flex plate inspection cover. (If equipped).
9. Connect the starter wiring (1). Refer to Electrical/Starting/STARTER Installation .
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10. Connect the knock sensor electrical connector.
11. Install the left and right exhaust manifolds.
12. Connect the exhaust system and connect the right side O2 sensors (1, 2).
13. Connect the left side O2 sensors (1, 2).
14. Connect the in block heater (if equipped).
15. Connect the coolant hose at the engine oil cooler.
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16. Connect the oil pressure sending unit (OPS) wiring harness connector.
17. Install the upper intake manifold (3). See Engine/Manifolds/MANIFOLD, Intake Installation.
18. Install the EGR tube (1). Refer to Emissions Control/Exhaust Gas Recirculation/VALVE, Exhaust
Gas Recirculation (EGR) Installation .
19. Connect the engine vacuum harnesses.
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20. Route the engine harness to the left cylinder head and attach the purge solenoid.
21. Connect the throttle position (TP), idle air control (IAC) motor, oxygen (H02), cam position (CMP),
manifold absolute pressure (MAP) (2), and the engine wiring harness connectors.
Fig. 34: Remove/Install Discharge Line
22. Connect the A/C discharge line (2) at the compressor. Refer to Heating and Air
Conditioning/Plumbing/COMPRESSOR, A/C Installation .
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Fig. 35: Suction Line to Compressor
23. Connect the A/C suction line (2) at the compressor and compressor electrical connector. Refer to Heating
and Air Conditioning/Plumbing/COMPRESSOR, A/C Installation .
24. Install the power steering pump (1). Refer to Steering/Pump Installation .
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25. Connect the fuel line (4) to the fuel rail.
26. Install the generator (3). Refer to Electrical/Charging/GENERATOR Installation .
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Fig. 39: GENERATOR ELECTRICAL CONNECTORS 3.8L
27. Reconnect the generator wiring (1, 2). Refer to Electrical/Charging/GENERATOR Installation .
28. Install the drive belt.
29. Connect the radiator, coolant reservoir and heater hoses.
30. Connect the throttle wiring harness (ETC) (3).
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31. Install the PCV hose (1).
33. Install the air cleaner housing, inlet hose (1) and inlet air temp sensor (IAT) (2). See Engine/Air Intake
System/AIR CLEANER Installation.
34. Evacuate and recharge A/C system. Refer to Heating and Air Conditioning/Plumbing Standard
Procedure .
35. Install new oil filter. Fill engine crankcase with proper oil to correct level. Refer to Vehicle Quick
Reference/Capacities and Recommended Fluids Specifications .
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36. Install the front splash shield (1).
37. Connect negative cable to battery.
38. Start engine and run until operating temperature is reached.
NOTE: The Cam/Crank Variation Relearn procedure must be performed anytime
there has been a repair/replacement made to a powertrain system, for
example: flywheel, valvetrain, camshaft and/or crankshaft sensors or
components. Refer to DTCBased Diagnostics/MODULE, Powertrain
Control (PCM) Standard Procedure .
SPECIFICATIONS
BLOCK SPECIFICATIONS
GENERAL DESCRIPTION
Metric Standard
Engine Type 60Â° V6 Engine
Number of Cylinders 6
Displacement 3.8L 3.8 Liters 231 cu. in.
Bore 3.8L 96.0 mm 3.779 cu.in.
Stroke 87 mm 3.425 in.
Compression Ratio 3.8L 9.6:1
Firing Order 123456
Compression PressureMinimum 689.5 kPa 100 psi.
Cylinder Compression (Max. 25%
Difference Between Cylinders
CYLINDER BLOCK
Metric Standard
Cylinder Bore Diameter 95.99396.007 mm 3.77923.780 in.
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(Standard) 3.8L
Out of Round (Service Limits) 0.076 mm 0.003 in.
Taper (Service Limits) 0.051 mm 0.002 in.
Lifter Bore Diameter (early) 22.98023.010 mm 0.9050.906 in.
Lifter Bore Diameter (Late) 21.4221.45 mm 0.8430.844 in.
Deck Surface Flatness (Max.) 0.1 mm 0.004 in.
CRANKSHAFT
Metric Standard
Connecting Rod Journal Diameter 57.98558.005 mm 2.28292.2837 in.
Main Bearing Journal Diameter 63.98764.013 mm 2.51922.5202 in.
Journal OutofRound (Max.) 0.005 mm 0.0002 in.
Journal Taper (Max.) 0.003 mm 0.0001 in
End Play 0.090.24 mm 0.00360.0095 in.
Wear Limit 0.381 mm 0.015 in.
Main Bearing Diametrical 0.0110.055 mm 0.00050.0022 in.
Clearance 1234
CONNECTING RODS
Metric Standard
Bearing Clearance 0.0190.067 mm. 0.00070.0026 in.
Side Clearance 0.1350.405 mm 0.0050.016 in.
PISTONS
Metric Standard
Piston Diameter 3.8LMeasured 95.96895.998 mm. 3.7783.779 in.
33.01 mm (1.30 in) From Piston
Top
Clearance in Bore @ Size 0.0050.039 mm 0.00020.0015 in.
Location (New)
Weight 3.8L 426 Â± 5 grams 15.03 Â± 0.1764 oz.
PISTON PINS
Metric Standard
Type Press Fit in Rod (Serviced as a Assembly)
Clearance in Piston @ 21C (70Â 0.0060.019 mm 0.00020.0007 in.
°F)
Clearance in Connecting Rod Interference Fit
Diameter 22.8722.88 mm 0.90070.9009 in.
Length 3.8L 71.2571.75 mm 2.8052.824 in.
PISTON RINGS
Metric Standard
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Ring End Gap
Top Compression Ring 0.200.36 mm 0.0080.014 in.
Second Compression Ring 0.300.55 mm 0.0120.022 in.
Oil Control (Steel Rails) 0.250.76 mm 0.0100.030 in.
Wear LimitCompression Rings 0.75 mm 0.030 in.
Wear LimitOil Control Steel 1.88 mm 0.074 in.
Rails
Ring Side Clearance
Top Compression Ring 3.8L 0.0300.069 mm 0.00120.0027 in.
Second Compression Ring 3.8L 0.0410.085 mm 0.00160.0033 in.
Oil Ring (Steel Ring) 0.0150.225 mm 0.00060.0089 in.
Side Clearance Wear Limit Top 0.10 mm 0.004 in.
Ring
Side Clearance Wear Limit2nd 0.13 mm 0.005
Ring
Radial Wall Wear Limit Oil Ring 0.038 mm 0.0015
Pack
Ring WidthTop Compression 1.1751.190 mm 0.04620.0468
Ring 3.8L
Ring Width2nd Compression 1.471.49 mm 0.05790.0587 in.
Ring 3.8L
Ring WidthOil Ring (Steel Rails) 0.4350.490 mm 0.0170.019
3.8L
CAMSHAFT
Metric Standard
Journal Diameter
#1 50.72450.775 mm 1.9971.999 in.
#2 50.31750.368 mm 1.98091.9829 in.
#3 49.93649.987 mm 1.96591.9679 in.
#4 49.53049.581 mm 1.94991.9520 in.
Bearing ClearanceDiametrical 0.0250.101 mm 0.0010.004 in.
Bearing Clearance 0.127 mm 0.005 in.
(Max.Allowable)
End Play 0.2540.508 mm 0.0100.020 in.
Camshaft Bearing Diameter
#1 50.80050.825 1.99992.0009 in.
#2 50.39350.419 mm 1.98391.9849 in.
#3 50.01350.038 mm 1.96901.9699 in.
#4 49.60649.632 mm 1.95291.954 in.
Exhaust Valve Timing
Closes3.8L (ATDC) 18Â°
Opens3.8L (BBDC) 46Â°
Duration3.8L 244Â°
Intake Valve Timing
Closes3.8L (ABDC) 63Â°
Opens3.8L (ATDC) 1Â°
Duration3.8L 242Â°
Valve Overlap3.8L 17Â°
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HYDRAULIC LIFTER
Metric Standard
Type Hydraulic Roller
Outside Diameter (early) 22.94922.962 mm 0.9030.904 in.
Outside Diameter (Late) 21.38721.405 mm 0.8420.843 in.
Clearance in Block (early) 0.0200.061 mm 0.00070.0024 in.
Clearance in Block (Late) 0.0150.063 mm 0.00060.0025 in.
CYLINDER HEAD
Metric Standard
Gasket Thickness (Compressed) 0.650.75 mm 0.00260.0030 in.
VALVES
Metric Standard
Face AngleIntake 4545.5Â°
Face AngleExhaust 4545.5Â°
Head DiameterIntake 47.8748.13 mm 1.881.89 in.
Head DiameterExhaust 35.3735.63 mm 1.391.40 in.
Valve Lift (Zero Lash)Intake and 11.0 mm 0.433 in.
Exhaust3.8L
Valve LengthIntake 125.84126.6 mm 4.954.98 in.
Valve LengthExhaust 127.20127.96 5.005.04 in.
Valve Stem to Tip Height (valve 48.149.7 mm 1.891.95 in.
tip to spring seat washer)Intake
Valve Stem to Tip Height (valve 48.5350.09 mm 1.911.97 in.
tip to spring seat washer)Exhaust
VALVE SEAT
Metric Standard
Angle 44.545Â°
Run Out (Service Limits) 0.0762 mm 0.003 in.
WidthIntake and Exhaust 1.502.00 mm 0.0570.078 in.
VALVE GUIDE
Metric Standard
Guide Bore Diameter (Std.) 6.9757.00 mm 0.2740.275 in.
VALVE MARGIN
Metric Standard
Intake 0.8250.973 mm 0.0320.038 in.
Exhaust 1.5651.713 mm 0.0610.067 in.
VALVE STEM DIAMETER
Metric Standard
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Intake (Standard) 6.9356.953 mm 0.27180.2725 in.
Exhaust (Standard) 6.9066.924 mm 0.27180.2725 in.
VALVE STEM TO GUIDE CLEARANCE
Metric Standard
Intake 0.0250.065 mm 0.0010.0025 in.
Exhaust 0.0590.094 mm 0.0020.0037 in.
Max AllowableIntake (Rocking 0.247 mm 0.010 in.
Method)
Max AllowableExhaust (Rocking 0.414 mm 0.016 in.
Method)
PUSH RODS
Metric Standard
Length 135.438 mm 5.33 in.
VALVE SPRING
Metric Standard
Free LengthType A 51.1 mm 2.02 in.
Wire Diameter Type A 4.204.28 mm 0.150.19 in.
Number of Coils Type A 7.0
Spring Tension (Valve Closed) 376.4424.4 N @ 41.9 mm 84.695.4 lbs. @ 1.65 in.
Type A
Spring Tension (Valve Open) Type 884.9983.3 N @ 30.4 mm 199.0221.0 lbs. @ 1.22 in.
A
Installed Height 41.142.7 mm 1.611.68 in
LUBRICATION
Metric Standard
At Curb Idle Speed* (Minimum 34.47 kPa 5 psi
with engine at operating
temperature)
At 3000 RPM 205551 kPa 3080 psi
Oil Filter ByPass Valve Setting 62103 kPa 915 psi
Oil Pressure Switch Actuating 1428 kPa 24 psi
Pressure
CAUTION:
*If pressure is ZERO at curb idle, DO NOT run engine at 3000 RPM.
OIL PUMP
Metric Standard
Clearance Over rotorsInner and 0.10 mm 0.004 in.
Outer
Cover OutOfFlat (Max.) 0.025 mm 0.001 in.
Inner Rotor Thickness 7.64 mm 0.301 in.
Outer Rotor Thickness (Min) 7.64 mm 0.301 in.
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Outer Rotor Clearance (Max) 0.039 mm 0.015 in.
Outer Rotor Diameter (Min) 79.95 mm 3.148 in.
Tip Clearance Between Rotors 0.20 mm 0.008 in.
(Max)
TORQUE
Camshaft Sprocket Bolt 54 40
Camshaft Thrust Plate Bolts 12 105
Cracked Connecting Rod Cap Bolts See Engine/Engine Block/ROD, Piston and
Connecting Installation.
Crankshaft Main Bearing Cap Bolts 41 +1/4 turn 30 +1/4 turn
Crankshaft Main Bearing Cap Cross Bolts (3.8L) 61 45
Crankshaft Oil Seal Retainer Rear Bolts 12 105
Crankshaft Damper Bolt 54 40
Cylinder Block Drain Plugs 20 15
Cylinder Head Bolts See Engine/Cylinder Head Installation.
Cylinder Head Cover Bolts 12 105
Flex Plate to Crankshaft 88 65
Engine Mounting Refer to ENGINE MOUNTING.
Exhaust Manifold Bolts 23 200
Intake Manifold Lower Bolts 23 200
Intake Manifold Lower Gasket Retainer Bolts 12 105
Intake Manifold Upper Bolts 12 105
Lifter Yoke Retainer Bolts 12 105
Oil Filter Attaching Fitting 54 40
Oil Cooler Attaching Fitting 27 20
Oil Filter 20 15
Oil Filter Adapter Bolts 28 250
Oil Gallery Plug 27 20
Oil Pan Bolts 12 105
Oil Pan Drain Plug 27 20
Oil Pressure Switch 23 200
Oil Pump Cover Plate Screws 12 105
Oil Pump Pickup Tube Bolt 28 250
Oil Dipstick Housing Bolts 48 35
Rocker Arm Shaft Bolts 23 200
Spark Plug 16 12
Thermostat Housing 12 105
Timing Chain Case Cover
M8 Bolt 27 20
M10 Bolt 54 40
Water Pump Bolts 12 105
Water Pump Pulley Bolts 28 250
SPECIAL TOOLS
SPECIAL TOOLS
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Fig. 44: PULLER 1023
Fig. 45: INSERT, CRANKSHAFT 8450
Fig. 46: INSTALLER, CRANKSHAFT SPROCKET 8452
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Fig. 47: REMOVER, SPROCKET 8539
Fig. 48: CYLINDER INDICATOR C119
Fig. 49: COMPRESSOR, VALVE SPRING 8453
Fig. 50: COMPRESSOR, VALVE SPRING C3422D
Fig. 51: ADAPTER, VALVE SPRING 8464
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Fig. 52: REMOVER & INSTALLER C4129A
Fig. 53: REMOVER, SEAL 6341A
Fig. 54: INSTALLER/PROTECTOR C4992
Fig. 55: INSTALLER, SEAL 6926
Fig. 56: REMOVER/INSTALLER C3059A
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Fig. 57: GAUGE, PRESSURE C3292A
Fig. 58: ADAPTER, OIL PRESSURE 8406
Fig. 59: TESTER, COOLING SYSTEM 7700A
Fig. 60: BLOCCHEKKIT C3685A
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Fig. 61: PRESSURE TRANSDUCER, RPL CH7059
Fig. 62: ADAPTER, PRESSURE PEP 8116
Fig. 63: GUIDE PINS 8189
Fig. 64: DECAY TOOL, FUEL 8978
AIR INTAKE SYSTEM
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AIR CLEANER
Removal
REMOVAL
1. Disconnect the IAT sensor (2).
2. Disconnect the CCV hose.
3. Separate the air inlet tube from the throttle body.
4. Remove the air cleaner cover bolts.
5. Lift cover and pull toward the engine and remove cover tabs from air cleaner housing.
6. Lift cover and remove the filter.
Installation
INSTALLATION
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1. Install the air filter element into air box.
2. Move cover so that the tabs insert into the air cleaner housing.
3. Position the cover down over the element and lower housing and tighten the fasteners.
4. Connect the air inlet tube to the throttle body and tighten the clamp.
6. Connect the CCV hose.
BODY, AIR CLEANER
Removal
REMOVAL
2. Disconnect the inlet air temperature sensor (2).
3. Disconnect the CCV hose from the air cleaner cover.
4. Remove the air inlet tube to throttle body.
5. Remove the bolt for air cleaner housing at upper radiator cross member.
6. Pull air box up and off over the single locating pin.
7. Remove air box from vehicle.
Installation
INSTALLATION
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1. Install air cleaner housing into vehicle and onto the locating pin.
2. Install bolt to hold air cleaner housing to the upper radiator cross member.
3. Install the air inlet tube to the throttle body and tighten clamp.
5. Connect the CCV hose to the air cleaner cover.
CYLINDER HEAD
DESCRIPTION
DESCRIPTION
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Fig. 69: VALVE COMPONENTS
1 VALVE LOCKS 5 SPRING SEATS
2 RETAINERS 6 CYLINDER HEAD
3 VALVE SPRINGS 7 VALVE EXHAUST
4 VALVE STEM SEALS 8 VALVE INTAKE
The aluminum cylinder heads (6) are designed to create high flow combustion chambers to improve
performance, while minimizing the change to the burn rate in the chamber. The cylinder head incorporates the
combustion chamber. Two valves (7,8) percylinder are used with inserted valve seats (5) and guides. A multi
layer steel (MLS) type gasket is used between the cylinder head and engine block.
CYLINDER HEAD GASKET
A cylinder head gasket leak can be located between adjacent cylinders or between a cylinder and the adjacent
water jacket.
Possible indications of the cylinder head gasket leaking between adjacent cylinders are:
Loss of engine power
Engine misfiring
Poor fuel economy
Possible indications of the cylinder head gasket leaking between a cylinder and an adjacent water jacket are:
Engine overheating
Loss of coolant
Excessive steam (white smoke) emitting from exhaust
Coolant foaming
CYLINDERTOCYLINDER LEAKAGE TEST
To determine if an engine cylinder head gasket is leaking between adjacent cylinders, follow the procedures in
Cylinder Compression Pressure Test. See CYLINDER COMPRESSION PRESSURE TEST. An engine
cylinder head gasket leaking between adjacent cylinders will result in approximately a 5070% reduction in
compression pressure.
CYLINDERTOWATER JACKET LEAKAGE TEST
WARNING: USE EXTREME CAUTION WHEN THE ENGINE IS OPERATING WITH COOLANT
PRESSURE CAP REMOVED.
VISUAL TEST METHOD
With the engine cool, remove the coolant pressure cap. Start the engine and allow it to warm up until thermostat
opens.
If a large combustion/compression pressure leak exists, bubbles will be visible in the coolant.
COOLING SYSTEM TESTER METHOD
WARNING: WITH COOLING SYSTEM TESTER IN PLACE, PRESSURE WILL BUILD UP FAST.
EXCESSIVE PRESSURE BUILT UP, BY CONTINUOUS ENGINE OPERATION,
MUST BE RELEASED TO A SAFE PRESSURE POINT. NEVER PERMIT
PRESSURE TO EXCEED 138 kPa (20 psi).
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Install Cooling System Tester 7700 or equivalent to pressure cap neck. Start the engine and observe the tester's
pressure gauge. If gauge pulsates with every power stroke of a cylinder a combustion pressure leak is evident.
CHEMICAL TEST METHOD
Combustion leaks into the cooling system can also be checked by using BlocChek Kit C3685A or equivalent.
Perform test following the procedures supplied with the tool kit.
REMOVAL
REMOVAL
Fig. 70: INTAKE TORQUE SEQUENCE 3.8L
2. Disconnect negative cable from battery.
3. Remove upper and lower intake manifolds.
WARNING: INTAKE MANIFOLD GASKET IS MADE OF VERY THIN METAL AND MAY
CAUSE PERSONAL INJURY, HANDLE WITH CARE.
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Fig. 71: OIL LEVEL INDICATOR AND TUBE
1 INDICATOR
2 BOLT
3 TUBE
4. Remove the cylinder head covers. See Engine/Cylinder Head/COVER(S), Cylinder Head Removal.
5. Remove the spark plugs from cylinder head.
6. Remove the oil level indicator and tube.
Fig. 72: ROCKER ARMS AND SHAFT
1 ROCKER ARMS AND SHAFT ASSEMBLY
2 ROCKER SHAFT BOLTS
7. Remove exhaust manifold(s). See Engine/Manifolds/MANIFOLD, Exhaust Removal.
8. Remove rocker arm and shaft assemblies (2). See Engine/Cylinder Head/ROCKER ARM, Valve
Removal. Remove push rods and mark positions to ensure installation in original locations.
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Fig. 73: CYLINDER HEAD TIGHTENING SEQUENCE
9. Remove the eight head bolts from each cylinder head and remove cylinder heads.
CLEANING
CLEANING
Remove all gasket material from cylinder head and block. See Engine Standard Procedure. Be careful not to
gouge or scratch the aluminum head sealing surface.
Clean all engine oil passages.
INSPECTION
INSPECTION
Fig. 74: Checking Cylinder Head FlatnessTypical
1. Before cleaning, check for leaks, damage and cracks.
2. Clean cylinder head and oil passages. See Engine/Cylinder Head Cleaning.
3. Check cylinder head for flatness .
4. Cylinder head must be flat within:

CAUTION: 0.20 mm (0.008 in.) MAX is a combined total dimension of the stock
removal limit from cylinder head and block top surface (Deck) together.
Standard dimension = less than 0.05 mm (0.002 inch.)
Service Limit = 0.2 mm (0.008 inch.)
Grinding Limit = Maximum of 0.2 mm (0.008 inch.) is permitted.
INSTALLATION
INSTALLATION
Fig. 75: CYLINDER HEAD GASKET
1 CYLINDER HEAD GASKET
2 LOCATION IDENTIFICATION (L = LEFT BANK, R = RIGHT BANK)
1. Clean all sealing surfaces of engine block and cylinder heads. See Engine Standard Procedure.
2. Position new gasket(s) on engine block . The left bank gasket is identified with the "L" stamped in the
exposed area of the gasket located at front of engine (shown in illustration ). The right bank gasket is
identified with a "R" stamped in the exposed area of the gasket also, but is located at the rear of the
engine.
Fig. 76: Check for Stretched Bolts
1 STRETCHED BOLT
2 THREADS ARE NOT STRAIGHT ON LINE
3 THREADS ARE STRAIGHT ON LINE
4 UNSTRETCHED BOLT
3. The cylinder head bolts should be examined BEFORE reuse. If the threads are necked down, the
bolts must be replaced .
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4. Necking can be checked by holding a scale or straight edge against the threads. If all the threads do not
contact the scale the bolt should be replaced.
Fig. 77: CYLINDER HEAD TIGHTENING SEQUENCE
5. Tighten the cylinder head bolts 18 in the sequence shown in illustration . Using the 4 step torque turn
method, tighten according to the following values:
NOTE: Bolt torque after 1/4 turn should be over 122 N.m (90 ft. lbs.). If not,
replace the bolt.
Step 1: Bolts 1 8 to 61 N.m (45 ft. lbs.)
Step 2: Bolts 1 8 to 88 N.m (65 ft. lbs.)
Step 3: Bolts 1 8 (again) to 88 N.m (65 ft. lbs.)
Step 4: Bolts 1 8 turn an additional 1/4 Turn. (Do not use a torque wrench for this step.)
6. Inspect and replace worn or bent push rods.
7. Install the push rods.
8. Install the rocker arm and shaft assemblies (2). See Engine/Cylinder Head/ROCKER ARM, Valve
Installation.
9. Install the cylinder head covers. See Engine/Cylinder Head/COVER(S), Cylinder Head Installation.
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10. Install the exhaust manifolds. See Engine/Manifolds/MANIFOLD, Exhaust Installation.
11. Install new Oring on oil level indicator tube. Install oil level indicator tube assembly .
12. Install upper and lower intake manifolds. See Engine/Manifolds/MANIFOLD, Intake Installation.
COVER(S), CYLINDER HEAD
Description
DESCRIPTION
Fig. 80: CYLINDER HEAD COVER GASKET
1 CYLINDER HEAD COVER
2 BOLT
3 SEAL (SERVICED WITH BOLT)
4 GASKET
The cylinder head covers (1) are made of composite material. The covers are sealed with steel reinforced silicon
rubber gaskets. The cylinder head cover uses rubber isolators at each fastener location.
NOTE: 2561 of 4937

NOTE: Due to the tight packaging near the cylinder head covers, which makes spill
cleanup difficult, a spill during an engine oil change may be misinterpreted as
an oil leak. When investigating an oil leak in the location of the cylinder head
covers and intake manifold, follow the procedure found in MECHANICAL and
ENGINE OIL LEAK INSPECTION for determining the source of a leak.
COVER(S), CYLINDER HEAD, LEFT
Removal
REMOVAL
Fig. 81: IGNITION COIL PACK 3.8L
1. Remove the ignition coil pack (1).
2. Disconnect spark plug wires from spark plugs.
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3. Disconnect PCV hose (1) from cylinder head cover.
4. Remove the generator support bracket (1, 2).
5. Remove cylinder head cover bolts.
6. Remove cylinder head cover and gasket.
Installation
INSTALLATION
1. Clean cylinder head and cylinder head cover mating surfaces. Inspect cylinder head cover surface for
flatness. Replace gasket as necessary.
2. Assemble gasket to cylinder cover by inserting the fasteners through each bolt hole on cover and gasket.
3. Install the cylinder head cover and bolts.
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4. Tighten cylinder head cover bolts to 12 N.m (105 in. lbs.).
5. Connect PCV hose (1).
Fig. 85: IGNITION COIL PACK 3.8L
6. Install the ignition coil pack (1) and plug wires.
7. Install the generator support bracket (1, 2).
8. Connect spark plug wires to spark plugs.
COVER(S), CYLINDER HEAD, RIGHT
Removal
REMOVAL
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2 BOLT
4 GASKET
2. Disconnect spark plug wires from plugs.
3. Disconnect CCV hose from cylinder head cover.
4. Remove cylinder head cover bolts.
5. Remove cylinder head cover (1) and gasket (4).
Installation
INSTALLATION
2 BOLT
4 GASKET
1. Clean cylinder head and cylinder head cover mating surfaces. Inspect cylinder head cover surface for
flatness. Replace gasket as necessary.
2. Inspect seal on the cover bolt for wear or damage. Replace bolt assembly (2) as necessary.
3. Inspect the PCV hose for damage. replace as necessary.
NOTE: 2565 of 4937

NOTE: The cylinder head cover bolts (2) contain a torque limiter sleeve and a
seal. The seal and torque sleeve is replaced with the bolt.
4. Assemble gasket to cylinder cover by inserting the bolt assemblies through each bolt hole on the cover
and gasket (4).
2 BOLT
4 GASKET
5. Install cylinder head cover and bolts (2).
6. Tighten cylinder head cover bolts to 12 N.m (105 in. lbs.).
7. Connect CCV hose to cylinder head cover.
8. Connect spark plug wires to spark plugs.
ROCKER ARM, VALVE
Description
ROCKER ARMS
The rocker arms are installed on the rocker arm shaft. The rocker arms and shaft assembly is attached to the
cylinder head with seven billeted bolts and retainers. The rocker arms are made of stamped steel.
PUSH ROD
The pushrods are made of steel and are a hollow design. The pushrods are positioned between the hydraulic
lifter and the rocker arm.
Operation
ROCKER ARMS
The rocker arm pivots are on the rocker shaft. Rocker arms are used to translate up and down motions provided
by the camshaft, hydraulic roller lifter, and pushrod on one end, into a down and up motions on the valve stem
on the opposing end.
PUSH ROD
The pushrod is a solid link between the hydraulic roller lifter and the rocker arm. Also, the pushrod supplies
engine oil from the hydraulic lifter to the rocker arm.
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Removal
REMOVAL
1. Remove the cylinder head cover(s). See Engine/Cylinder Head/COVER(S), Cylinder Head
Removal.
NOTE: Rocker arm shaft bolts are captured to the shaft.
2. Loosen the rocker shaft bolts , rotating one turn each, until all valve spring pressure is relieved.
3. Remove the rocker arms and shaft assembly .
4. For rocker arm disassembly procedures, see Engine/Cylinder Head/ROCKER ARM, Valve
Disassembly.
Disassembly
DISASSEMBLY
Fig. 91: ROCKER ARM RETAINER REMOVAL
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1 ADJUSTABLE PLIERS 3 ROCKER ARM RETAINER
2 BILLETED ROCKER SHAFT BOLT
CAUTION: Do not attempt to drive the billeted bolt from the rocker shaft. This can damage
the rocker arm retainer and bolt assembly.
1. Remove the rocker arm retainer and bolt by performing the following procedure:
a. Using adjustable pliers, grip the edges of the retainer .
b. Apply an upward force with a slight rocking motion until the retainer disengages from shaft .
1 BOLT (ROCKER SHAFT 5 ROCKER ARM
OIL FEED LONGER EXHAUST
LENGTH)
2 SHAFT 6 WASHER
RETAINER/SPACER 21.5
mm (0.84 in.)
3 SHAFT 7 ROCKER ARM
RETAINER/SPACER 37.5 INTAKE (LARGER
mm (1.47 in.) OFFSET)
4 SHAFT 8 ROCKER ARMS
RETAINER/SPACER 40.9 LUBRICATION FEED
mm (1.61 in.) HOLE (POSITION
UPWARD AND TOWARD
VALVE SPRING)
2. Remove rocker arms . Identify the component locations for reassembly in original locations.
Assembly
ASSEMBLY
1. Install rocker arms on the shaft. Install in the original positions if reused. Ensure the rocker shaft, all the
retainers and washers are properly positioned and installed in the correct locations.
2. Install rocker arms and shaft to the cylinder head. See Engine/Cylinder Head/ROCKER ARM, Valve
Installation.
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Installation
INSTALLATION
CAUTION: Ensure the longer shaft retaining bolt is installed in the proper location on the
rocker shaft. See Engine/Cylinder Head/ROCKER ARM, Valve Assembly.
1. Position the rocker arm and shaft assemblies on the pedestal mounts.
CAUTION: Ensure all pushrods are properly located on the lifter and the rocker arm
socket.
2. Align each rocker arm socket with each pushrod end.
CAUTION: The rocker arm shaft should be tightened down slowly, starting with the
center bolts. Allow 20 minutes lifter bleed down time after installation of
the rocker shafts before engine operation.
3. Slowly tighten rocker shaft bolts evenly until shaft is seated. Tighten bolts to 23 N.m (200 in. lbs.) .
4. Install the cylinder head cover(s). See Engine/Cylinder Head/COVER(S), Cylinder Head
Installation.
SEAL(S), VALVE GUIDE
Description
DESCRIPTION
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Fig. 94: VALVE STEM SEAL
The valve stem seals are made of Viton rubber. The seals are positioned over the valve stem and seated on the
valve guide .
Removal
REMOVAL
1. Remove the valve springs. See Engine/Cylinder Head/SPRING(S), Valve Removal.
2. Remove the valve stem seal.
Installation
INSTALLATION
1. Install the valve stem seal squarely over the valve guide, using the valve stem as a guide. Do not force the
seal against top of the valve guide.
2. Install the valve spring. See Engine/Cylinder Head/SPRING(S), Valve Installation.
SPRING(S), VALVE
Description
DESCRIPTION
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Fig. 95: VALVE SPRING
1 VALVE SPRING (TOP SMALLER DIAMETER)
There are two interchangeable, floating (spring rotates during operation), valve spring designs. Type A may be
identified by the counterclockwise (spring spirals down and to the left) appearance, And Type B may be
identified by the clockwise (spring spirals down and to the right) appearance. Both of the valve springs are a
beehive shaped design but have different specifications .
The springs are seated on a steel washer on the cylinder head with retainers and locks retaining the springs .
The springs are installed with the smaller diameter against spring retainer .
Operation
OPERATION
The valve spring returns the valve against its seat for a positive seal of the combustion chamber.
Removal
CYLINDER HEAD OFF
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Fig. 97: VALVE SPRING COMPRESSOR
1 SPECIAL TOOL C3422D SPRING COMPRESSOR
2 SPECIAL TOOL 8464 ADAPTER
1. With the cylinder head on a bench, position Special Tool C3422D with 8464 Adapter on the valve and
spring retainer .
2. Compress the spring only enough to remove the valve retainer locks.
3. Slowly release the spring tension and remove the valve spring and retainer.
4. For removal of the valve stem seal, see Engine/Cylinder Head/SEAL(S), Valve Guide Removal.
IN VEHICLE
Fig. 98: VALVE SPRING REMOVE/INSTALL (HEAD ON)
1 SPECIAL TOOL 8453
2 BOLTS SPECIAL TOOL ATTACHING
3 AIR SUPPLY HOSE ADAPTER
2. Remove spark plug wires and all spark plugs.
3. Remove cylinder head cover(s). See Engine/Cylinder 8Head/COVER(S), Cylinder Head Removal.
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4. Remove rocker arms and shaft (1). See Engine/Cylinder Head/ROCKER ARM, Valve Removal.
5. Rotate engine until the piston in the cylinder bore requiring spring removal is at TDC.
1 SPECIAL TOOL 8453
6. Install Special Tool 8453 (1) to the cylinder head. Tighten the attaching bolts to 23 N.m (200 in. lbs.).
7. Install a spark plug adapter (3) in the spark plug hole. Connect air hose that can supply 620.5689 kPa
(90100 psi) of air pressure to adapter. This is to hold valves in place while servicing components.
8. Locate the forcing screw and spring retainer adapter assembly over the spring requiring removal.
9. Slowly turn the forcing screw clockwise (compressing the valve spring) until the valve keepers can be
removed.
10. Turn forcing screw counterclockwise to relieve spring tension. Remove retainer and valve spring.
11. Repeat procedure for each cylinder requiring valve spring removal.
Inspection
INSPECTION
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Fig. 101: Testing Valve Spring
1 SPECIAL TOOL C647
NOTE: The are two different types of valve springs used that are interchangeable, but
have different specifications. See Engine/Cylinder Head/SPRING(S), Valve
Description.
Whenever valves have been removed for inspection, reconditioning or replacement, valve springs should be
tested . As an example; the compression length of a spring to be tested is 38.00 mm (1.496 in.). Turn the table
of Tool C647 until surface is in line with the 38.00 mm (1.496 in.) mark on the threaded stud and the zero
mark on the front. Place spring over stud on the table and lift compressing lever to set tone device. Pull on
torque wrench until ping is heard. Take reading on torque wrench at this instant. Multiply this reading by two.
This will give the spring load at test length. Fractional measurements are indicated on the table for finer
adjustments. Refer to Engine Specifications to obtain specified height and allowable tensions. See Engine
Specifications. Replace any springs that do not meet specifications.
Installation
CYLINDER HEAD OFF
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1. If removed, install a new valve stem seal. See Engine/Cylinder Head/SEAL(S), Valve Guide
Installation.
2. Position valve spring and retainer on spring seat.
3. Using Special Tool C3422D with 8464 Adapter , compress the spring only enough to install the valve
retainer locks. Install valve retainer locks.
Fig. 103: VALVE SPRING INSTALLED
1 VALVE SPRING RETAINER
2 VALVE INSTALLED HEIGHT
3 CYLINDER HEAD SURFACE
4 VALVE SPRING SEAT SURFACE
5 VALVE SPRING INSTALLED HEIGHT
4. Slowly release the spring tension. Ensure the retainer locks are seated properly .
IN VEHICLE
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1 SPECIAL TOOL 8453
1. The intake valve stem seals should be pushed firmly and squarely over the valve guide using the valve
stem as guide. Do Not Force seal against top of guide. When installing the valve retainer locks, compress
the spring only enough to install the locks.
CAUTION: Do not pinch seal between retainer and top of valve guide.
2. Follow the same procedure on the remaining 5 cylinders using the firing sequence 123456. Make
sure piston in cylinder is at TDC on the valve spring that is being covered.
3. Remove spark plug adapter tool (3).
4. Install rocker arms and shaft assembly (1).
5. Install cylinder head covers.
6. Install spark plugs and connect wires.
VALVES, INTAKE AND EXHAUST
Description
DESCRIPTION
The valves have chrome plated valve stems with fourbead lock grooves. The valve stem seals are made of
Viton rubber.
Operation
OPERATION
The two valves per cylinder are opened using roller hydraulic lifters, push rods, and rocker arms.
Standard Procedure
REFACING VALVES AND VALVE SEATS
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Fig. 106: VALVE FACE AND SEAT
1 VALVE FACE WIDTH
2 VALVE FACE ANGLE
3 SEAT ANGLE
4 SEAT CONTACT AREA
The intake and exhaust valves and seats are machined to specific angles .
VALVES
Fig. 107: Intake and Exhaust Valve Refacing
1 VALVE FACE
2 VALVE MARGIN
1. Inspect the remaining margin after the valves are refaced . See Engine Specifications.
VALVE SEATS
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Fig. 108: Refacing Valve Seats
1 REFACING STONE MUST NOT CUT INTO CYLINDER HEAD
2 STONE
3 PILOT
4 SEAT
CAUTION: Remove metal from valve seat only. Do not remove material from cylinder head
.
1. When refacing valve seats, it is important that the correct size valve guide pilot be used for reseating
stones. A true and complete surface must be obtained.
Fig. 109: Measurement of Valve Seat Runout
1 DIAL INDICATOR
2. Measure the concentricity of valve seat using dial indicator . Total runout should not exceed 0.051 mm
(0.002 in.) total indicator reading.
3. Inspect the valve seat using Prussian blue to determine where the valve contacts the seat. To do this, coat
valve seat LIGHTLY with Prussian blue then set valve in place. Rotate the valve with light pressure. If
the blue is transferred to the center of valve face, contact is satisfactory. If the blue is transferred to top
edge of valve face, lower valve seat with a 15 degree stone. If the blue is transferred to the bottom edge
of valve face raise valve seat with a 65 degrees stone.
NOTE: 2578 of 4937

NOTE: Valve seats which are worn or burned can be reworked, provided that
correct angle and seat width are maintained. Otherwise cylinder head
must be replaced.
4. When seat is properly positioned the width of intake and exhaust seats should be 1.502.00 mm (0.059
0.078 in.) .
Fig. 110: VALVE INSTALLED HEIGHT
1 SPRING RETAINER
2 VALVE INSTALLED HEIGHT* 48.149.7 mm (1.89
1.95 in.)
3 CYLINDER HEAD SURFACE
4 SPRING INSTALLED HEIGHT* 41.142.7 mm (1.61
1.68 in.)
*(MEASURED FROM TOP OF SPRING SEAT)
5. After grinding the valve seats or faces, install the valve in cylinder head and check valve installed height
by measuring from valve tip to spring seat . Remove valve from cylinder head and grind valve tip until
within specifications. Check valve tip for scoring. The tip chamfer should be reground (if necessary) to
prevent seal damage when the valve is installed.
6. Check the valve spring installed height after refacing the valve and seat .
If valves and/or seats are reground, measure the installed height of springs , make sure measurements are
taken from top of spring seat to the bottom surface of spring retainer. If height is greater than
specifications, install a 0.794 mm (0.0312 in.) spacer in head counterbore to bring spring height back
within specifications.
Removal
REMOVAL
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1. With cylinder head removed, compress valve springs using Valve Spring Compressor Tool C3422D
with adapter 8464 .
2. Remove valve retaining locks .
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3. Slowly release valve spring compressor. Remove valve spring retainer, valve spring, and valve stem seal.
4. Before removing valves,remove any burrs from valve stem lock grooves to prevent damage to the
valve guides. Identify valves to insure installation in original location.
Cleaning
CLEANING
1. Clean all valves thoroughly and discard burned, warped and cracked valves.
Inspection
INSPECTION
VALVES
Fig. 113: Intake and Exhaust Valves
1 MARGIN
2 FACE
3 STEM
4 VALVE SPRING RETAINER LOCK GROOVES
1. Clean and inspect valves thoroughly. Replace burned, warped and cracked valves.
2. Measure valve stems for wear . For valve specifications, see Engine Specifications.
NOTE: Valve stems are chrome plated and should not be polished .
VALVE GUIDES
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Fig. 114: Measuring Valve Guide Wear
1. Remove carbon and varnish deposits from inside of valve guides with a reliable guide cleaner.
2. Measure valve stemtoguide clearance as follows:
3. Install valve into cylinder head so it is 15 mm (0.590 inch.) off the valve seat. A small piece of hose may
be used to hold valve in place.
4. Attach dial indicator Tool C3339A to cylinder head and set it at right angle of valve stem being
measured .
5. Move valve to and from the indicator. For clearance specifications, see Engine Specifications.
NOTE: Replace cylinder head if stemtoguide clearance exceeds specifications,
or if guide is loose in cylinder head.
Installation
INSTALLATION
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1. Coat valve stems with clean engine oil and insert them in cylinder head .
2. Install valve spring seat on head .
Fig. 116: VALVE STEM SEAL
3. Install new seals on all valve stems and over valve guides Install valve springs and valve retainers
4. Install the valve springs. See Engine/Cylinder Head/SPRING(S), Valve Installation.
ENGINE BLOCK
DESCRIPTION
DESCRIPTION
The cylinder block is made of cast iron and is a deep skirt design.
STANDARD PROCEDURE
CYLINDER BORE HONING
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Fig. 117: CYLINDER BORE CROSSHATCH PATTER
1 CROSSHATCH PATTERN
2 40Â°60Â°
1. Used carefully, the cylinder bore resizing hone, recommended tool C823 or equivalent, equipped with
220 grit stones, is the best tool for this honing procedure. In addition to deglazing, it will reduce taper and
outofround as well as removing light scuffing, scoring or scratches. Usually a few strokes will clean up
a bore and maintain the required limits.
2. Deglazing of the cylinder walls may be done using a cylinder surfacing hone, recommended tool C3501
or equivalent, equipped with 280 grit stones, if the cylinder bore is straight and round. 2060 strokes
depending on the bore condition, will be sufficient to provide a satisfactory surface. Use a light honing
oil. Do not use engine or transmission oil, mineral spirits or kerosene. Inspect cylinder walls after
each 20 strokes.
3. Honing should be done by moving the hone up and down fast enough to get a crosshatch pattern. When
hone marks intersect at 4060 degrees (2), the cross hatch angle is most satisfactory for proper seating of
rings.
4. A controlled hone motor speed between 200300 RPM is necessary to obtain the proper crosshatch
angle. The number of up and down strokes per minute can be regulated to get the desired 4060 degree
angle. Faster up and down strokes increase the crosshatch angle.
5. After honing, it is necessary that the block be cleaned again to remove all traces of abrasive.
CAUTION: Ensure all abrasives are removed from engine parts after honing. It is
recommended that a solution of soap and hot water be used with a brush
and the parts then thoroughly dried. The bore can be considered clean
when it can be wiped clean with a white cloth and cloth remains clean. Oil
the bores after cleaning to prevent rusting.
CLEANING
CLEANING
Clean cylinder block thoroughly using a suitable cleaning solvent.
INSPECTION
INSPECTION
ENGINE BLOCK
1. Clean cylinder block thoroughly and check all core hole plugs for evidence of leaking.
2. If new core plugs are to be installed, see Engine Standard Procedure.
3. Examine block and cylinder bores for cracks or fractures.
4. Check block deck surfaces for flatness. Deck surface must be within service limit of 0.1 mm (0.004 in.).
CYLINDER BORE
NOTE: The cylinder bores should be measured at normal room temperature, 21Â°C
(70Â°F).
The cylinder walls should be checked for outofround and taper with Tool C119 or equivalent. See Engine
Specifications. If the cylinder walls are badly scuffed or scored, the cylinder block should be replaced, and new
pistons and rings fitted.
Measure the cylinder bore at three levels in directions A and B. Top measurement should be 10 mm (3/8 in.)
down and bottom measurement should be 10 mm (3/8 in.) up from bottom of bore. See Engine
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Specifications.
BEARING(S), CONNECTING ROD
Standard Procedure
MEASURING CONNECTING ROD BEARING CLEARANCE
Fig. 118: CONNECTING ROD TO CYLINDER IDENTIFICATION
1 PAINT MARK OR SCRIBE
The bearing caps are not interchangeable and should be marked (1) at removal to ensure correct assembly. The
bearing shells must be installed with the tangs inserted into the machined grooves in the rods and caps. Install
cap with the tangs on the same side as the rod. Fit all rods on one bank until complete. Connecting rod bearings
are available in the standard size and the following undersizes: 0.025 mm (0.001 in.) and 0.250 mm (0.010 in.).
CAUTION: Install the bearings in pairs. Do not use a new bearing half with an old bearing
half. Do not file the rods or bearing caps.
Measure connecting rod journal for taper and outofround. See Engine Specifications.
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Fig. 119: CONNECTING ROD BEARING CLEARANCE
The connecting rod bearing clearances can be determined by use of Plastigage or the equivalent. The following
is the recommended procedure for the use of Plastigage:
1. Rotate the crankshaft until the connecting rod to be checked is at the bottom of its stroke.
3. Place a piece of Plastigage across the entire width of the bearing shell in the bearing cap approximately
6.35 mm (1/4 in.) off center and away from the oil hole. In addition, suspect areas can be checked by
placing Plastigage in that area.
4. Assemble the rod cap with Plastigage in place. Tighten the rod cap to the specified torque. Do not rotate
the crankshaft while assembling the cap or the Plastigage may be smeared, giving inaccurate
results.
5. Remove the bearing cap and compare the width of the flattened Plastigage with the scale provided on the
package. Locate the band closest to the same width. This band indicates the amount of oil clearance.
Differences in readings between the ends indicate the amount of taper present. Record all readings taken.
See Engine Specifications. Plastigage generally is accompanied by two scales. One scale is in
inches, the other is a metric scale. If the bearing clearance exceeds wear limit specification, replace
the bearing.
BEARING(S), CRANKSHAFT, MAIN
Standard Procedure MAIN BEARING FITTING
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Fig. 120: Main Bearing Cap Identification
Bearing caps are not interchangeable and should be marked at removal to insure correct assembly. Upper and
lower bearing halves are NOT interchangeable. Lower main bearing halves of 1, 3 and 4 are interchangeable.
Upper main bearing halves of 1, 3 and 4 are interchangeable.
Fig. 121: Main Bearing Identification
Upper and lower main bearing, position 2 bearing halves are flanged to carry the crankshaft thrust loads and are
NOT interchangeable with any other bearing halves in the engine. All bearing cap bolts removed during service
procedures are to be cleaned and lubricated with engine oil before installation. Bearing shells are available in
standard and the following undersizes: 0.025 mm (0.001 in.) and 0.254 mm (0.010 in). Never install an
undersize bearing that will reduce clearance below specifications.
CRANKSHAFT BEARING OIL CLEARANCE
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Fig. 122: Plastigage Placed in Lower Shell
Inspect the crankshaft bearing journals.
Engine crankshaft bearing clearances can be determined by use of Plastigage (1) or the equivalent. The
following is the recommended procedures for the use of Plastigage with the engine in the vehicle or engine on a
repair stand.
PLASTIGAGE METHODENGINE INVEHICLE
NOTE: The total clearance of the main bearings can only be determined with the
engine in the vehicle by removing the weight of the crankshaft. This can be
accomplished by either of two following methods:
1. Preferred method:
a. Shim the bearings adjacent to the bearing to be checked in order to remove the clearance between
upper bearing shell and the crankshaft. This can be accomplished by placing a minimum of 0.254
mm (0.010 in.) shim (e. g. cardboard, matchbook cover, etc.) between the bearing shell and the
bearing cap on the adjacent bearings and tightening bolts to 1420 N.m (1015 ft. lbs.).
a. When checking #1 main bearing shim #2 main bearing.
b. When checking #2 main bearing shim #1 AND #3 main bearing.
c. When checking #3 main bearing shim #2 AND #4 main bearing.
d. When checking #4 main bearing shim #3 main bearing.
NOTE: Remove all shims before reassembling engine.
2. Alternative Method:
a. Support the weight of the crankshaft with a jack under the counterweight adjacent to the bearing
being checked.
4. Place a piece of Plastigage (1) across the entire width of the bearing shell in the cap approximately 6.35
mm (1/4 in.) off center and away from the oil holes. (In addition, suspected areas can be checked by
placing the Plastigage in the suspected area). Torque the bearing cap bolts of the bearing being checked to
the proper specifications.
5. Remove the bearing cap and compare the width of the flattened Plastigage (1) with the scale provided on
the package. Locate the band closest to the same width. This band shows the amount of clearance in
thousandths. Differences in readings between the ends indicate the amount of taper present. Record all
readings taken. See Engine Specifications. Plastigage generally is accompanied by two scales. One
scale is in inches, the other is a metric scale.
NOTE: 2588 of 4937

NOTE: Plastigage is available in a variety of clearance ranges. Use the most
appropriate range for the specifications you are checking.
PLASTIGAGE METHODENGINE OUTOFVEHICLE
1. With engine in the inverted position (crankshaft up) and mounted on a repair stand, remove main journal
cap.
2. Remove oil from journal and bearing shell.
3. Cut Plastigage (1) to same length as width of the bearing and place it in parallel with the journal axis (1).
4. Carefully install the main bearing cap and tighten the bolts to specified torque. See Engine
Specifications.
CAUTION: Do not rotate crankshaft or the Plastigage will be smeared.
5. Carefully remove the bearing cap and measure the width of the Plastigage (1) at the widest part using the
scale on the Plastigage package. Refer to Engine Specifications for proper clearances. See Engine
Specifications. If the clearance exceeds the specified limits, replace the main bearing(s) with the
appropriate size, and if necessary, have the crankshaft machined to next undersize.
Removal
REMOVAL
1. Remove the oil pan. See Engine/Lubrication/PAN, Oil Removal.
2. Identify main bearing caps before removal.
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3. Remove bearing caps one at a time. Remove upper half of bearing by inserting Remover C3059A into
the oil hole of crankshaft.
4. Slowly rotate crankshaft clockwise, forcing out upper half of bearing shell.
Installation
INSTALLATION
1 STRETCHED BOLT
4 UNSTRETCHED BOLT
NOTE: One main bearing should be selectively fitted while all other main bearing caps
are properly tightened.
1. For main bearing fitting procedure, see Engine/Engine Block/BEARING(S), Crankshaft Standard
Procedure.
2. Start bearing in place, and insert Remover C3059A into oil hole of crankshaft.
3. Slowly rotate crankshaft counterclockwise sliding the bearing into position.
4. Inspect main cap bolts (4) for stretching. Replace bolts that are stretched.
NOTE: The main cap bolts (4) should be examined before reuse. Bolt stretch can
be checked by holding a scale or straight edge against the threads (2). If
all the threads do not contact the scale (2) the bolt must be replaced.
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5. Install each main cap and tighten bolts finger tight.
6. Tighten number 1, 3 and 4 main cap bolts to 41 N.m + 1/4 Turn (30 ft. lbs.+ 1/4 Turn).
7. Rotate the crankshaft until the number 6 piston is at TDC.
8. To ensure correct thrust bearing alignment the following procedure must be done:
a. Move crankshaft all the way to the rear of its travel.
b. Then, move crankshaft all the way to the front of its travel.
c. Wedge an appropriate tool between the rear of the cylinder block and rear crankshaft
counterweight. This will hold the crankshaft in it's most forward position.
d. Tighten the #2 Thrust Bearing cap bolts to 41 N.m + 1/4 Turn (30 ft. lbs.+ 1/4 Turn). Remove the
holding tool.
9. Install oil pan. See Engine/Lubrication/PAN, Oil Installation.
10. Fill engine crankcase with proper oil to correct level.
CAMSHAFT, ENGINE
Description
DESCRIPTION
Fig. 128: CAMSHAFT AND BEARINGS
1 CAMSHAFT
2 THRUST PLATE
3 BOLT
4 CAMSHAFT BEARINGS (SERVICED WITH BLOCK)
The nodular iron camshaft (1) is mounted in the engine block and supported with four steel backed aluminum
bearings (4). A thrust plate (2), located in front of the first bearing, is bolted to the block and controls the
camshaft end play.
Operation
OPERATION
The camshaft is driven by the crankshaft through a timing chain and sprockets. The camshaft has precisely
machined (eggshaped) lobes to provide accurate valve timing and duration.
Removal
REMOVAL
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Fig. 129: HYDRAULIC LIFTERS
1 YOKE RETAINER
2 BOLT YOKE RETAINER
3 ALIGNING YOKE
4 HYDRAULIC LIFTER
1. Remove the radiator and cooling fans from the vehicle.
2. Remove the cylinder heads. See Engine/Cylinder Head Removal.
3. Remove the timing chain and camshaft sprocket. Refer to CHAIN and SPROCKETS, Timing.
4. Remove the yoke retainer (1).
5. Remove the hydraulic lifters (4). See Engine/Engine Block/LIFTER(S), Hydraulic Removal. Identify
each tappet for reinstallation in original location.
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Fig. 130: Camshaft Thrust Plate
1 OIL GALLERY CUP PLUGS
2 CAMSHAFT THRUST PLATE
3 OIL FEED GALLERY FROM PUMP
6. Remove camshaft thrust plate (2).
NOTE: Slowly remove the camshaft from the engine taking precautions not to
damage the camshaft bearings.
7. Install a long bolt into front of camshaft to facilitate removal of the camshaft.
8. Carefully remove the camshaft,
NOTE: The camshaft bearings are serviced with the engine block.
Inspection
INSPECTION
Fig. 131: CAMSHAFT INSPECTION
1 UNWORN AREA
2 ACTUAL WEAR
3 BEARING JOURNAL
4 LOBE
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5 WEAR ZONE
1. Check the cam lobes (4) and bearing surfaces (3) for abnormal wear and damage. Replace camshaft as
required.
NOTE: If camshaft is replaced due to lobe wear or damage, always replace the
lifters.
2. Measure the lobe (2) actual wear (unworn area wear zone = actual wear) and replace camshaft if out of
limit. Standard value is 0.0254 mm (0.001 in.), wear limit is 0.254 mm (0.010 in.).
Installation
INSTALLATION
Fig. 132: CAMSHAFT AND BEARINGS
1 CAMSHAFT
2 THRUST PLATE
3 BOLT
4 CAMSHAFT BEARINGS (SERVICED WITH BLOCK)
1. Lubricate camshaft lobes (1) and camshaft bearing journals (4) with engine oil.
2. Install a long bolt into the camshaft to assist in the installation of the camshaft.
3. Carefully install the camshaft (1) in engine block.
4. Install camshaft thrust plate (2) and bolts (3). Tighten to 12 N.m (105 in. lbs.) torque.
5. Measure camshaft end play. See Engine Specifications. If not within specifications, replace thrust
plate.
6. Install the timing chain and sprockets. Refer to CHAIN and SPROCKETS, Timing.
NOTE: When camshaft is replaced, all of the hydraulic lifters must be replaced.
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Fig. 133: LIFTER LUBRICATION HOLE
7. Install the hydraulic lifters with lubrication hole in the upward position. See Engine/Engine
Block/LIFTER(S), Hydraulic Installation.
8. Install the timing chain cover. See Engine/Valve Timing/COVER(S), Engine Timing Installation.
9. Install the cylinder heads. See Engine/Cylinder Head Installation.
10. Install the cylinder head covers. See Engine/Cylinder Head/COVER(S), Cylinder Head Installation.
11. Install the lower and upper intake manifolds. See Engine/Manifolds/MANIFOLD, Intake
Installation.
12. Install the radiator and cooling fan.
COVER, STRUCTURAL DUST
Removal
REMOVAL
2. Remove the bolts retaining structural cover to transmission (1, 2).
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3. Remove the bolts retaining structural cover to engine.
4. Remove the structural cover.
Installation
INSTALLATION
CAUTION: The structural cover must be installed as described in the following steps.
Failure to do so will cause severe damage to the cover or the oil pan.
1. Position the structural cover in the vehicle.
2. Install the bolts retaining the covertooil pan (1). DO NOT tighten the bolts at this time.
3. Install the covertotransmission bolts (2). Do NOT tighten at this time.
CAUTION: The structural dust cover must be held tightly against both the engine and
the transmission bell housing during the tightening sequence. Failure to
do so may cause severe damage to the cover.
4. Tighten the two covertotransmission bolts to less than 25 lb. in. The cover must be flush to the
transmission bellhousing machined surface.
5. Starting with the covertooil pan bolts (1), tighten bolts to 54 N.m (40 ft. lbs.).
6. Tighten the covertotransmission bolts to 54 N.m (40 ft. lbs.).
CRANKSHAFT
Description
DESCRIPTION
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Fig. 136: CRANKSHAFT AND BLOCK 3.8L
1 MAIN BEARING CAP No. 4
4 MAIN BEARING CAP BOLT
6 THRUST MAIN BEARING LOWER
7 THRUST MAIN BEARING UPPER
8 MAIN BEARING CAP CROSS BOLT
9 ENGINE BLOCK
10 MAIN BEARING UPPER
11 CRANKSHAFT
12 MAIN BEARING LOWER
The nodular iron crankshaft is supported by four main bearings, with number two position (3) providing thrust
bearing location. Each main bearing cap has two vertical retaining bolts. The two center main caps have
horizontal bolts (8) to add increased rigidity to the lower engine block. Crankshaft end sealing is provided by
front and rear rubber seals.
Standard Procedure
MEASURING CRANKSHAFT END PLAY
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Fig. 137: CRANKSHAFT END PLAY TYPICAL
1. Mount a dial indicator to front of engine with the locating probe on nose of crankshaft.
2. Move crankshaft all the way to the rear of its travel.
3. Zero the dial indicator.
4. Move crankshaft all the way to the front and read the dial indicator. See Engine Specifications for end
play specification.
Removal
REMOVAL
1. Remove the engine assembly. See Engine Removal.
2. Mount engine on an engine stand.
3. Remove the oil filter.
4. Remove the oil pan and oil pickup tube. See Engine/Lubrication/PAN, Oil Removal.
5. Remove the timing chain cover. See Engine/Valve Timing/COVER(S), Engine Timing Removal.
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6. Remove timing chain and sprockets. Refer to CHAIN and SPROCKETS, Timing.
7. Remove crankshaft rear oil seal and retainer. See Engine/Engine Block/RETAINER, Crankshaft Rear
Oil Seal Removal.
8. Rotate the crankshaft until connecting rod cap is accessible.
9. Paint mark or scribe the connecting rod cap position (1).
10. Remove connecting rod bearing cap. Use care to prevent damage to the crankshaft bearing surfaces.
11. Repeat removal procedure for each connecting rod cap.
9 ENGINE BLOCK
11 CRANKSHAFT
12. Remove and discard the main bearing cross bolts and washers (8).
NOTE: Install new cross bolt and washer assembly (8) upon reassembly.
13. Remove the main bearing cap bolts (4).
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14. Remove the main bearing caps (1, 2, 3, 5).
15. Remove the crankshaft (11) from engine block.
Installation
INSTALLATION
9 ENGINE BLOCK
11 CRANKSHAFT
1. Lubricate with engine oil and install the crankshaft main bearing halves in the engine block.
2. Position the crankshaft (11) in engine block.
3. Perform main bearing fitting procedure. See Engine/Engine Block/BEARING(S), Crankshaft
Standard Procedure.
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1 STRETCHED BOLT
4 UNSTRETCHED BOLT
4. Inspect main cap bolts for stretching (2). Replace bolts that are stretched.
NOTE: The main cap bolts should be examined before reuse. Bolt stretch can be
checked by holding a scale or straight edge (2) against the threads. If all
the threads (3) do not contact the scale (2) the bolt must be replaced.
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9 ENGINE BLOCK
11 CRANKSHAFT
5. Install the main bearing caps (1, 2, 3, 5) and bolts. Tighten bolts to 41 N.m (30 ft. lbs.) plus 1/4 turn.
NOTE: Install new cross bolt and washer assembly upon reassembly.
6. Install and tighten the NEW cross bolts and washer assemblies (8) to 61 N.m (45 ft. lbs.).
7. Position and install the connecting rod and bearing caps on the crankshaft. See Engine/Engine
Block/BEARING(S), Connecting Rod Standard Procedure.
8. Install the crankshaft rear oil seal. See Engine/Engine Block/RETAINER, Crankshaft Rear Oil Seal
Installation.
9. Install the crankshaft sprocket. Refer to CHAIN and SPROCKETS, Timing.
10. Install the timing chain and camshaft sprocket. Refer to CHAIN and SPROCKETS, Timing.
12. Install the oil pickup tube and oil pan. See Engine/Lubrication/PAN, Oil Installation.
13. Install the engine assembly. See Engine Installation.
DAMPER, VIBRATION
Removal
REMOVAL
Fig. 143: VIBRATION DAMPER REMOVAL
2. Raise and secure vehicle on hoist. Refer to Vehicle Quick Reference/Hoisting Standard Procedure .
4. Remove vibration damper bolt.
5. Place Crankshaft Insert 8450 (2) into crankshaft nose.
6. Position Puller 1023 (1) on damper. Turn puller forcing screw until damper releases from crankshaft.
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7. Remove the crankshaft vibration damper.
Installation
INSTALLATION
Fig. 144: CRANKSHAFT DAMPER
1 FORCING SCREW/NUT FROM SPECIAL TOOL 8452
2 VIBRATION DAMPER
3 THRUST BEARING/WASHER
1. Install crankshaft vibration damper using the forcing screw, nut, and thrust bearing/washer (3) from
Special Tool 8452 (1).
NOTE: To minimize friction and prolong tool life, lubricate the threads on the
forcing screw of Special Tool 8452.
2. Position vibration damper on crankshaft.
3. Screw Special Tool 8452 (1) into crankshaft until the bolt seats. Turn the nut to install damper until it
seats fully.
4. Remove Special Tool 8452.
5. Install vibration damper bolt. Torque bolt to 54 N.m (40 ft. lbs.).
FLEXPLATE
Removal
REMOVAL
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Fig. 145: FLEX PLATE
1 FLEX PLATE
2 BOLT (QTY. 8)
3 BACKING PLATE
1. Remove the transmission.
2. Remove flex plate attaching bolts.
3. Remove the flex plate (1).
Installation
INSTALLATION
Fig. 146: FLEX PLATE
1 FLEX PLATE
2 BOLT (QTY. 8)
3 BACKING PLATE
1. Position the flex plate (1) with backing plate (3) on the crankshaft.
2. Apply MoparÂ® Lock AND Seal Adhesive to the eight flex plate bolts (2).
3. Install the flex plate bolts (2). Tighten the bolts to 81 N.m (60 ft. lbs.).
4. Install the transmission. Refer to Transmission and Transfer Case/Automatic 42RLE Installation .
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LIFTER(S), HYDRAULIC
Description
DESCRIPTION
1 YOKE RETAINER
3 ALIGNING YOKE
4 HYDRAULIC LIFTER
The hydraulic lifters are a roller type design and are positioned in the cylinder block with the lubrication whole
facing upward. The lifters are aligned and retained by a yoke (3) and a retainer (1).
Lifter alignment is maintained by machined flats on lifter body. Lifters are fitted in pairs into six aligning
yokes. The aligning yokes (3) are secured by a yoke retainer (1).
HYDRAULIC LIFTERS
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HYDRAULIC LIFTERS DIAGNOSIS PRELIMINARY STEP
Before disassembling any part of the engine to correct lifter noise, check the engine oil pressure. See
Engine/Lubrication Diagnosis and Testing.
Check engine oil level. The oil level in the pan should never be above the MAX mark on dipstick, or below the
MIN mark. Either of these two conditions could cause noisy lifters.
OIL LEVEL TOO HIGH
If oil level is above the MAX mark on dipstick, it is possible for the connecting rods to dip into the oil while
engine is running and create foaming. Foam in oil pan would be fed to the hydraulic lifters by the oil pump
causing them to become soft and allow valves to seat noisily.
OIL LEVEL TOO LOW
Low oil level may allow pump to take in air which when fed to the lifters it causes them to become soft and
allows valves to seat noisily. Any leaks on intake side of pump, through which air can be drawn, will create the
same lifter noise. Check the lubrication system from the intake strainer to the oil pump cover, including the
relief valve retainer cap. When lifter noise is due to aeration, it may be intermittent or constant, and usually
more than one lifter will be noisy. When oil level and leaks have been corrected, the engine should be operated
at fast idle to allow all of the air inside of the lifters to be bled out.
VALVE TRAIN NOISE
To determine source of valve train noise, operate engine at idle with cylinder head covers removed and listen
for source of the noise.
NOTE: Worn valve guides or cocked springs are sometimes mistaken for noisy lifters.
If such is the case, noise may be dampened by applying side thrust on the
valve spring. If noise is not appreciably reduced, it can be assumed the noise is
in the tappet. Inspect the rocker arm push rod sockets and push rod ends for
wear.
Valve lifter noise ranges from light noise to a heavy click. A light noise is usually caused by excessive leak
down around the unit plunger which will necessitate replacing the lifter, or by the plunger partially sticking in
the lifter body cylinder. A heavy click is caused either by a lifter check valve not seating, or by foreign particles
becoming wedged between the plunger and the lifter body causing the plunger to stick in the down position.
This heavy click will be accompanied by excessive clearance between the valve stem and rocker arm as valve
closes. In either case, lifter assembly should be removed for inspection.
Removal
REMOVAL
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1 YOKE RETAINER
3 ALIGNING YOKE
4 HYDRAULIC LIFTER
1. Remove the cylinder head(s). See Engine/Cylinder Head Removal.
2. Remove the yoke retainer (1) and aligning yokes (3).
3. Remove the hydraulic lifters. If lifters are to be reused, identify each lifter to ensure installation in
original location.
Installation
INSTALLATION
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Fig. 149: LIFTER LUBRICATION HOLE
1. Lubricate the lifters with engine oil.
NOTE: Position the lifter in bore with the lubrication hole facing upward.
2. Install the hydraulic lifters with the lubrication hole facing upward towards middle of block. Install lifters
in original positions, if reused.
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1 YOKE RETAINER
3 ALIGNING YOKE
4 HYDRAULIC LIFTER
3. Install lifter aligning yokes (3).
4. Install yoke retainer (1) and torque screws (2) to 12 N.m (105 in. lbs.).
6. Start and operate engine. Warm up to normal operating temperature.
CAUTION: To prevent damage to valve mechanism, engine must not be run above
fast idle until all hydraulic lifters have filled with oil and have become
quiet.
RETAINER, CRANKSHAFT REAR OIL SEAL
Removal
REMOVAL
NOTE: Any time the rear crank oil seal has been removed from the engine block, a new
seal assembly must be installed. Do not reuse a real crank oil seal assembly
once it has been removed.
1. Remove the transmission. Refer to Transmission and Transfer Case/Manual Removal . Refer to
Transmission and Transfer Case/Automatic 42RLE Removal .
2. Remove the flex plate, or for vehicles equipped with a manual transmission, the flywheel. See
Engine/Engine Block/FLEXPLATE Removal. Refer to Clutch/FLYWHEEL Removal .
Fig. 151: CRANKSHAFT REAR OIL SEAL
1 OIL SEAL
2 BOLT
3 RETAINER OIL SEAL
4 GASKET
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3. Remove oil seal retainer bolts (1).
4. Remove oil seal retainer (2).
5. Clean engine block and retainer of oil and gasket material. Make sure surfaces are clean and free of oil.
Installation
INSTALLATION
Fig. 152: CRANKSHAFT REAR OIL SEAL
CAUTION: Before installing a new rear oil seal assembly, ensure that the plastic
installation sleeve (1) is present in the seal assembly. The new seal cannot be
properly installed without the plastic installation sleeve, and if the seal
assembly is installed without it, oil leakage will result.
1. Remove any original sealer, oil, or debris from the rear oil seal retainer assembly mounting area.
2. Place a bead (approximately 1/4 in. diameter) of MoparÂ® Engine RTV GEN II in the lower corners of
the rear crankshaft oil seal retainer mounting surface, where the seal retainer meets the oil pan (the T
Joint).
3. Place the rear crankshaft oil seal assembly over the rear crankshaft flange. Do not press the seal assembly
over the rear crankshaft flange at this time.
4. Using both hands, one on each side of the rear crankshaft flange, press the rear crankshaft oil seal over
the rear crankshaft flange.
5. Ensure that the extruded dowels in the rear of the crankshaft oil seal retainer are seated in the locating
holes in the rear of the engine block.
6. Install the five rear crankshaft oil seal retainer fasteners. Do not tighten at this time.
7. Remove and discard the plastic installation sleeve (1).
8. Tighten the five rear crankshaft oil seal retainer fasteners to 11.8 N.m (105 in. lbs.).
9. Install the flex plate or flywheel. See Engine/Engine Block/FLEXPLATE Installation. Refer to
Clutch/FLYWHEEL Installation .
10. Install the transmission. Refer to Transmission and Transfer Case/Automatic 42RLE Installation .
Refer to Transmission and Transfer Case/Manual Installation .
RING(S), PISTON
Standard Procedure
PISTON RING FITTING
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Fig. 153: Check Gap on Piston Rings
1 FEELER GAUGE
1. Wipe cylinder bore clean. Insert the ring and push down with piston to ensure squareness in bore to
approximately 12 mm (0.50 in.) from top of cylinder bore. Check ring gap with a feeler gauge (1). For
clearance specification, see Engine Specifications.
Fig. 154: Piston Ring Side Clearance
1 FEELER GAUGE
2. Check piston ring to groove side clearance (1). For clearance specification, see Engine Specifications.
Removal
REMOVAL
1. Remove piston and connecting rod. See Engine/Engine Block/ROD, Piston and Connecting
Removal.
2. Remove No. 1 and No. 2 piston rings from piston using a ring expander tool.
3. Remove upper oil ring side rail.
4. Remove lower oil ring side rail.
5. Remove oil ring expander.
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Installation
INSTALLATION
Fig. 155: Piston Ring Installation
1 NO. 1 PISTON RING
2 NO. 2 PISTON RING
3 SIDE RAIL
4 OIL RING
5 SPACER EXPANDER
1. Install rings with manufacturers I.D. mark (if present) facing up, to the top of the piston.
CAUTION: Install piston rings in the following order:
Fig. 156: Installing Side Rail
1 SIDE RAIL END
1. Oil ring expander (5).
2. Lower oil ring side rail (4).
3. Upper oil ring side rail.
4. No. 2 Intermediate piston ring (2).
5. No. 1 Upper piston ring (1).
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2. Install the side rail by placing one end between the piston ring groove and the expander. Hold end firmly
and press down the portion to be installed until side rail is in position. Do not use a piston ring
expander.
3. Install lower side rail first and then the upper (1) side rail.
4. Install No. 2 piston ring and then No. 1 piston ring.
Fig. 157: PISTON RING END GAP POSITION
1 SIDE RAIL UPPER
2 NO. 1 RING GAP
3 PISTON PIN
4 SIDE RAIL LOWER
5 NO. 2 RING GAP AND SPACER EXPANDER GAP
5. Position piston ring end gaps.
6. Position oil ring expander gap (5) at least 45Â° from the side rail gaps (1,4) but not on the piston pin (3)
center or on the thrust direction. Staggering ring gap is important for oil control.
ROD, PISTON AND CONNECTING
Description
DESCRIPTION
CAUTION: DO NOT STAMP the connecting rods during identification. The use of a scribe
or a paint mark is acceptable.
NOTE: The connecting rods in this engine are a cracked cap design. The cracked cap
design is easily identified by the connecting rod cap bolts rather than the
traditional forged connecting rod cap nuts. The connecting rod caps must be
paint marked or scribed to identify the accompanying connecting rod.
Connecting rod caps ARE NOT interchangeable between connecting rods.
The pistons are made of cast aluminum alloy and are a strutless, short skirt design. The piston rings consist of
two compression rings and a three piece oil ring. Piston pins connect the piston to the forged steel connecting
rods. The piston pins are a press fit into the connecting rod small bore. The piston, pin and connecting rod are
serviced as an assembly.
Standard Procedure
FITTING CONNECTING RODS
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Fig. 158: Checking Cylinder Head Bolts
1 STRETCHED BOLT
4 UNSTRETCHED BOLT
NOTE: The connecting rod cap bolts (4) should be examined before reuse. Bolt stretch
can be checked by holding a scale or straight edge against the threads. If all
the threads do not contact the scale (2) the bolt (1) must be replaced.
Fig. 159: Connecting Rod To Cylinder Identification
The bearing caps are not interchangeable or reversible, and should be marked (1) at removal to ensure correct
reassembly. Cracked bearing caps stay with the cracked rod. The bearing shells must be installed with the tangs
inserted into the machined grooves in the rods and caps. Install cap with the tangs on the same side as the rod.
For connecting rod bearing fitting, see Engine/Engine Block/BEARING(S), Connecting Rod Standard
Procedure. Fit all connecting rods on one bank until complete.
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Fig. 160: Checking Connecting Rod To Crankshaft Journal Flange Clearance
1. Before installing the bolts, the threads should be lubricated with engine oil.
2. Install bolts finger tight then alternately torque each bolt to assemble the cap properly.
3. Install the connecting rod cap bolts following this three step torque plus angle method:
Step 1: Tighten both bolts to 7 N.m (5 ft. lbs)
Step 3: Tighten both bolts an additional 90Â°
4. Using a feeler gauge, check connecting rod side clearance. Refer to Engine Specifications. See Engine
Specifications.
FITTING PISTONS
NOTE: Pistons and connecting rods are machined to tight weight tolerances and need
not be sorted in any way.
The piston and cylinder wall must be clean and dry. Piston diameter should be measured 90 degrees to piston
pin.
Cylinder bores should be measured halfway down the cylinder bore and transverse to the engine crankshaft
center line. Refer to Engine Specifications. See Engine Specifications. Pistons and cylinder bores should
be measured at normal room temperature, 21Â°C (70Â°F).
Removal
REMOVAL
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NOTE: Refer to the connecting rod Description before beginning repair. See
Engine/Engine Block/ROD, Piston and Connecting Description.
2. Remove the cylinder heads. See Engine/Cylinder Head Removal.
3. Remove the oil pan. See Engine/Lubrication/PAN, Oil Removal.
4. Remove the top ridge of cylinder bores with a reliable ridge reamer, if necessary, before removing pistons
from cylinder block. Be sure to keep tops of pistons covered during this operation. Pistons and
connecting rods must be removed from top of cylinder block. When removing piston and
connecting rod assemblies from the engine, rotate crankshaft so that each connecting rod is
centered in cylinder bore.
5. Inspect connecting rods and connecting rod caps for cylinder identification (1). Identify them if
necessary.
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1 "F" TOWARD FRONT OF ENGINE
2 RING COMPRESSOR
3 SPECIAL TOOL 8189
4 OIL SQUIRT HOLE
6. Remove connecting rod cap. Install Guide Pins 8189 (3) on connecting rod to guide cracked connecting
rod (4).
7. Remove each piston (1) and connecting rod assembly (4) out of the cylinder bore.
NOTE: Be careful not to nick crankshaft journals.
8. After removal, install bearing cap on the mating rod.
Installation
INSTALLATION
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Fig. 163: PISTON RING END GAP POSITION
1 SIDE RAIL UPPER
2 NO. 1 RING GAP
3 PISTON PIN
4 SIDE RAIL LOWER
5 NO. 2 RING GAP AND SPACER EXPANDER GAP
NOTE: Refer to the connecting rod Description before beginning repair. See
Engine/Engine Block/ROD, Piston and Connecting Description.
1. Before installing pistons and connecting rod assemblies into the bore, ensure that compression ring gaps
(2, 5) are staggered so that neither is in line with oil ring rail gap (1, 4).
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2 RING COMPRESSOR
3 SPECIAL TOOL 8189
4 OIL SQUIRT HOLE
2. Lubricate the piston (1) and rings with clean engine oil. Position a ring compressor (2) over the piston
and rings, and tighten the compressor (2). Be sure position of rings does not change during this
operation.
3. Position upper bearing onto connecting rod. Lubricate bearing with oil.
4. Install Guide Pins 8189 (3) on the connecting rod.
Fig. 165: Identifying Proper Piston Orientation
1 ARROW FACES FRONT OF ENGINE
5. The pistons are marked with an arrow (1) on top of the piston. Install piston with this mark positioned to
front of engine on both cylinder banks.
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Fig. 166: Piston and Connecting Rod Positioning
1 MAJOR THRUST SIDE OF PISTON
2 OIL SQUIRT HOLE
6. The connecting rod oil squirt hole (2) faces the major thrust (right) side of the engine block (1).
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2 RING COMPRESSOR
3 SPECIAL TOOL 8189
4 OIL SQUIRT HOLE
7. Rotate crankshaft until the connecting rod journal is located in the center of the cylinder bore. Insert
connecting rod and piston into cylinder bore by tapping down on the piston (1) using a hammer handle.
At the same time, guide connecting rod (4) into position on connecting rod journal.
8. Install lower bearing shell and the appropriate connecting rod cap.
9. Install the connecting rod cap bolts following this three step torque plus angle method:
Step 3: Tighten both bolts an additional 90Â°
10. Repeat procedure for each piston and connecting rod installation.
12. Install the oil pan. See Engine/Lubrication/PAN, Oil Installation.
13. Fill engine crankcase with proper oil to correct level. See Engine/Lubrication/OIL Standard
Procedure.
SEAL, CRANKSHAFT OIL, FRONT
Removal
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REMOVAL
Fig. 168: Engaging Special Tool 6341A Into Front Crankshaft Oil Seal
1 SEAL
2 SPECIAL TOOL 6341A
2. Remove accessory drive belt. Refer to Cooling/Accessory Drive/BELT, Serpentine Removal .
3. Remove crankshaft damper. See Engine/Engine Block/DAMPER, Vibration Removal.
4. Position Special Tool 6341A (2) on crankshaft nose. Carefully screw the tool into the seal (1) until it
engages firmly. Be careful not to damage that crankshaft seal surface of cover
Fig. 169: CRANKSHAFT FRONT SEAL REMOVAL
1 SEAL
5. Remove oil seal (1) by turning the forcing screw until the seal disengages from the cover.
Installation
INSTALLATION
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Fig. 170: CRANKSHAFT FRONT SEAL INSTALLATION
2 SEAL
4 CRANKSHAFT
1. Position Special Tool C49922 Guide (3) , on the crankshaft nose.
2. Position new seal (2) over the guide with the seal spring in the direction of the engine front cover.
3. Install seal using Special Tool C49921 (1) until seal is flush with cover.
4. Install crankshaft damper. See Engine/Engine Block/DAMPER, Vibration Installation.
5. Install accessory drive belt. Refer to Cooling/Accessory Drive/BELT, Serpentine Installation .
6. Lower vehicle and connect negative cable to battery.
ENGINE MOUNTING
INSULATOR, ENGINE MOUNT, FRONT
Removal
REMOVAL
1. Disconnect the negative cable from the battery.
2. Remove the engine oil filter.
3. Support the engine with a suitable jack and a block of wood across the full width of the engine oil pan.
4. Remove the cylinder blocktoinsulator mount bolts and the nut from the engine insulator mount through
bolt.
5. Using the jack, raise the engine high enough to remove the engine insulator mount thru bolt and the
insulator mount.
Installation
INSTALLATION
1. Position the insulator mount and install the insulator mount through bolt.
2. Lower the engine until the cylinder blocktoinsulator mount bolts can be installed.
3. Remove the jack and block of wood.
4. Torque the cylinder blocktoinsulator mount bolts to 61 N.m (45 ft. lbs.).
5. Install and torque the through bolt retaining nut to 61 N.m (45 ft. lbs.).
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INSULATOR, ENGINE MOUNT, REAR
Removal
REMOVAL
MANUAL TRANSMISSIONS
Fig. 171: Rear Mount (Manual Transmission)
1 CUSHION
2 BRACKET
3 SKID PLATE
2. Raise the vehicle and support the transmission.
3. Remove the nuts holding the support cushion to the skid plate.
4. Remove nuts holding support cushion to transmission support bracket.
5. Remove the support cushion (2) .
6. Remove bolts holding transmission support bracket to transmission.
7. Remove the transmission support bracket.
AUTOMATIC TRANSMISSIONS
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Fig. 172: Rear Mount (AutomaticTransmission)
1 BRACKET
2 CUSHION
3 BRACKET
2. Raise the vehicle and support the transmission.
3. Remove the nuts holding the support cushion to the skid plate.
4. Remove nuts holding support cushion to transmission support bracket. Remove the support cushion (2) .
5. Remove the bolts holding the transmission support bracket to transmission.
6. Remove the transmission support bracket.
Installation
INSTALLATION
MANUAL TRANSMISSION
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Fig. 173: Rear Mount (Manual Transmission)
1 CUSHION
2 BRACKET
3 SKID PLATE
1. Position the skid plate to the studs of the support cushion and install the nuts. Tighten the nuts to 28 N.m
(21 ft. lbs.) torque.
2. Install the skid plate bolts to the sill and tighten to 75 N.m (55 ft. lbs.) torque.
3. Remove the transmission support.
6. Position the transmission mount bracket to the transmission and install the bolts.
7. Tighten the bolts to 54 N.m (40 ft. lbs.) torque.
8. Position the support cushion (2) to the transmission mount bracket and install nuts.
AUTOMATIC TRANSMISSION
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Fig. 174: Rear Mount (AutomaticTransmission)
1 BRACKET
2 CUSHION
3 BRACKET
1. Position the skid plate to the studs of the support cushion and install the nuts. Tighten the nuts to 28 N.m
(21 ft. lbs.) torque.
2. Install the skid plate bolts to the sill and tighten to 75 N.m (55 ft. lbs.) torque.
3. Remove the transmission support.
6. Position the transmission mount bracket to the transmission and install the bolts. Tighten the bolts to 54
N.m (40 ft. lbs.) torque.
7. Position the support cushion (2) to the transmission mount bracket and install nuts. Tighten the nuts to 41
N.m (30 ft. lbs.) torque.
8. If the support cushion bracket was removed from the skid plate, position the bracket on the skid plate and
install the nuts and bolts. Tighten the nuts to 28 N.m (21 ft. lbs.) torque.
LUBRICATION
DESCRIPTION
DESCRIPTION
The lubrication system is a full flow filtration pressure feed type. The oil pump is mounted in the timing chain
cover and is driven by the crankshaft
OPERATION
OPERATION
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Fig. 175: ENGINE LUBRICATION
1 OIL SUPPLY FOR BALL SOCKET 7 OUTER ROTOR
THROUGH PUSH ROD
2 OIL SUPPLY PASSAGE FROM SHAFT TO 8 INNER ROTOR
ROCKER ARM
3 ROCKER SHAFT 9 RELIEF VALVE
4 OIL FLOWS TO ONLY ONE PEDESTAL ON 10 OIL PAN
EACH HEAD; THIRD FROM REAR ON RIGHT
HEAD, THIRD FROM FRONT ON LEFT HEAD
5 ROCKER SHAFT TOWER 11 OIL SCREEN
6 CRANKSHAFT 12 OIL PUMP CASE
Oil from the oil pan is pumped by a internal gear type oil pump directly coupled to the crankshaft. The pressure
is regulated by a relief valve located in the timing chain cover. The oil is pumped through an oil filter and feeds
a main oil gallery. This oil gallery feeds oil under pressure to the main and rod bearings, camshaft bearings.
Passages in the cylinder block feed oil to the hydraulic lifters and rocker shaft brackets which feeds the rocker
arm pivots .
ENGINE OIL PRESSURE
1. Disconnect and remove oil pressure switch. See Engine/Lubrication/SWITCH, Oil Pressure
Removal.
2. Install Special Tools C3292A Gauge with 8406 Adaptor. For Special Tool identification, see Engine
Special Tools.
3. Start engine and record oil pressure. Refer to Oil Pressure in Engine Specifications for the correct
pressure. See Engine Specifications.
FILTER, ENGINE OIL
Removal
REMOVAL
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Fig. 176: 3.8L Oil Pressure Switch
CAUTION: When servicing the oil filter avoid deforming the filter can by installing the
remove/install tool band strap against the cantobase lock seam. The lock
seam joining the can to the base is reinforced by the base plate.
1. Using suitable oil filter wrench, turn filter (2) counterclockwise to remove from oil filter adapter.
Properly discard used oil filter.
Installation
INSTALLATION
1. Wipe oil filter adapter base clean and inspect gasket contact surface.
2. Lubricate gasket of new filter with clean engine oil.
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3. Install new filter (2) until gasket contacts base. Tighten filter 1 turn or 20 N.m (15 ft. lbs.). Use filter
wrench if necessary.
OIL
Standard Procedure
ENGINE OIL AND FILTER CHANGE
Change engine oil at mileage and time intervals described in the Maintenance Schedule. Refer to Vehicle
Quick Reference/Maintenance Schedules Description .
WARNING: NEW OR USED ENGINE OIL CAN BE IRRITATING TO THE SKIN. AVOID
PROLONGED OR REPEATED SKIN CONTACT WITH ENGINE OIL.
CONTAMINANTS IN USED ENGINE OIL, CAUSED BY INTERNAL COMBUSTION,
CAN BE HAZARDOUS TO YOUR HEALTH. THOROUGHLY WASH EXPOSED
SKIN WITH SOAP AND WATER. DO NOT WASH SKIN WITH GASOLINE, DIESEL
FUEL, THINNER, OR SOLVENTS, HEALTH PROBLEMS CAN RESULT. DO NOT
POLLUTE, DISPOSE OF USED ENGINE OIL PROPERLY. CONTACT YOUR
DEALER OR GOVERNMENT AGENCY FOR LOCATION OF COLLECTION
CENTER IN YOUR AREA.
Run engine until achieving normal operating temperature.
1. Open hood, remove oil fill cap.
2. Place a suitable drain pan under crankcase drain.
3. Remove drain plug from crankcase and allow oil to drain into pan. Inspect drain plug threads for
stretching or other damage. Replace drain plug if damaged.
4. Remove oil filter (2).
5. Install and tighten drain plug in crankcase.
6. Install new oil filter (2).
7. Lower vehicle and fill crankcase with specified type and amount of engine oil.
8. Install oil fill cap.
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9. Start engine and inspect for leaks.
10. Stop engine and inspect oil level.
NOTE: Care should be exercised when disposing used engine oil after it has been
drained from a vehicle engine. Refer to the WARNING listed above.
ENGINE OIL LEVEL CHECK
The best time to check engine oil level is after it has sat overnight, or if the engine has been running, allow the
engine to be shut off for at least 5 minutes before checking oil level.
Checking the oil while the vehicle is on level ground will improve the accuracy of the oil level reading. Add
engine oil only when the level is at or below the ADD mark on the indicator.
PAN, OIL
Removal
REMOVAL
1. Disconnect negative cable from battery and remove engine oil level indicator tube.
2. Remove engine oil level indicator tube.
3. Raise vehicle on hoist and drain engine oil, and remove the oil filter (2).
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4. Remove the structural cover fasteners (1, 2) and structural cover. See Engine/Engine Block/COVER,
Structural Dust Removal.
Fig. 181: Upper Oil PanToEngine Block Bolts
NOTE: Do not remove the lower oil pan bolts. Only remove the upper oil panto
engine block bolts (1).
5. Remove the oil pan fasteners (1), oil pan and gasket.
Cleaning
CLEANING
1. Clean oil pan with solvent and wipe dry with a clean cloth.
2. Clean all gasket material from mounting surfaces of pan and block.
3. Clean oil screen and pickup tube in clean solvent.
Inspection
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INSPECTION
1. Inspect oil drain plug and plug hole for stripped or damaged threads and repair as necessary. Install a new
drain plug gasket. Tighten to 27 N.m (20 ft. lbs.).
2. Inspect oil pan mounting flange for bends or distortion. Straighten flange if necessary.
3. Inspect condition of oil screen and pickup tube, clean or replace as necessary.
Installation
INSTALLATION
Fig. 182: Oil Pan Sealing
1 SEALER LOCATIONS
1. Thoroughly clean sealing surfaces of any oil, dirt, or original sealer, and apply a 1/8 inch bead (1) of
MoparÂ® Engine RTV GEN II at the parting line of the chain case cover (1) and the rear seal retainer
(1).
2. Position a new pan gasket on oil pan.
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3. Install oil pan and tighten fasteners (1) to 12 N.m (105 in. lbs.).
4. Install the structural cover and tighten fasteners (1, 2). See Engine/Engine Block/COVER, Structural
Dust Installation.
5. Lower vehicle and install oil level indicator.
6. Install new oil filter (2).
7. Fill crankcase with oil to proper level.
PUMP, ENGINE OIL
Description
DESCRIPTION
The oil pump is located in the timing chain cover. It is driven by the crankshaft.
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Removal
REMOVAL
Fig. 186: Oil Pump
1 CHAIN CASE COVER
2 OIL PUMP INNER ROTOR
3 SCREW
4 OIL PUMP COVER
5 OIL PUMP OUTER ROTOR
The oil pump (1) is contained within the timing chain cover housing.
1. Remove oil pan.
2. Remove the timing chain cover.
3. Disassemble oil pump from timing chain cover.
4. Clean and Inspect oil pump components.
Disassembly
DISASSEMBLY
Fig. 187: Disassembling/Assembling Oil Pump
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1 TIMING CHAIN COVER
2 SCREWS
3 INNER ROTOR
4 OUTER ROTOR
5 COVER
1. Remove oil pump cover screws (2), and lift off cover (5).
2. Remove oil pump rotors (3, 4).
3. Clean and inspect oil pump components.
Cleaning
CLEANING
1. Clean all parts thoroughly in a suitable solvent.
Inspection
INSPECTION
Fig. 188: Checking Oil Pump Cover Flatness
1 FEELER GAUGE
2 OIL PUMP COVER
3 STRAIGHT EDGE
1. Inspect mating surface of the chain case cover. Surface should be smooth. Replace cover if scratched or
grooved.
2. Lay a straightedge across the pump cover surface . If a 0.025 mm (0.001 in.) feeler gauge can be inserted
between cover and straight edge, cover should be replaced.
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Fig. 189: Measuring Outer Rotor Thickness
3. Measure thickness and diameter of outer rotor. If outer rotor thickness measures 7.64 mm (0.301 in.) or
less , or if the diameter is 79.95 mm (3.148 in.) or less, replace outer rotor.
Fig. 190: Measuring Inner Rotor Thickness
4. If inner rotor thickness measures 7.64 mm (0.301 in.) or less, replace inner rotor .
Fig. 191: Measuring Outer Rotor Clearance in Housing
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1 FEELER GAUGE
2 OUTER ROTOR
5. Install outer rotor into chain case cover. Press rotor to one side with fingers and measure clearance
between rotor and chain case cover . If measurement is 0.39 mm (0.015 in.) or more, replace chain case
cover, only if outer rotor is in specification.
Fig. 192: Measuring Clearance Between Rotors
1 FEELER GAUGE
2 INNER ROTOR
3 OUTER ROTOR
6. Install inner rotor into chain case cover. If clearance between inner and outer rotors is 0.203 mm (0.008
in.) or more, replace both rotors.
Fig. 193: Measuring Clearance Over Rotors
1 FEELER GAUGE
2 STRAIGHT EDGE
7. Place a straightedge across the face of the chain case cover, between bolt holes. If a feeler gauge of 0.10
mm (0.004 in.) or more can be inserted between rotors and the straightedge, replace pump assembly .
ONLY if rotors are in specs.
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Fig. 194: Oil Pressure Relief Valve
1 SPRING
2 RELIEF VALVE
3 RETAINER CAP
8. Remove oil pressure relief valve. See Engine/Lubrication/VALVE, Oil Pressure Relief Removal.
9. Inspect oil pressure relief valve and bore. Inspect for scoring, pitting and free valve operation in bore .
Small marks may be removed with 400grit wet or dry sandpaper.
10. The relief valve spring has a free length of approximately 49.5 mm (1.95 inches) it should test between
19.5 and 20.5 pounds when compressed to 34 mm (111/32 inches). Replace spring that fails to meet
specifications.
11. If oil pressure is low and pump is within specifications, inspect for worn engine bearings or other reasons
for oil pressure loss.
Assembly
ASSEMBLY
1. Assemble pump, using new parts as required.Install the inner rotor with chamfer facing the cast iron
oil pump cover.
2. Prime oil pump before installation by filling rotor cavity with engine oil.
3. Install cover and tighten screws to 12 N.m (105 in. lbs.).
4. If removed, install the oil pressure relief valve. See Engine/Lubrication/VALVE, Oil Pressure Relief
Installation.
Installation
INSTALLATION
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Fig. 195: Oil Pump
1 CHAIN CASE COVER
2 OIL PUMP INNER ROTOR
3 SCREW
4 OIL PUMP COVER
5 OIL PUMP OUTER ROTOR
1. Install oil pump assembly (2, 4, 5).
2. Install timing chain cover.
SWITCH, OIL PRESSURE
Description
DESCRIPTION
The engine oil pressure switch is located on the timing cover, in front of the engine. The normally closed switch
provides an input through a single wire to the low pressure indicator light on the instrument cluster.
Operation
OPERATION
The oil pressure switch provides a ground for the instrument cluster low oil pressure indicator light. The switch
receives oil pressure input from the engine main oil gallery. When engine oil pressure is greater than 27.5 kPa
(4 psi), the switch contacts open, providing a open circuit to the low pressure indicator light. For wiring circuits
and diagnostic information, (Refer to Appropriate Wiring/Diagnostic Information).
Removal
REMOVAL
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2. Disconnect electrical connector from switch.
3. Remove oil pressure switch (1).
Installation
INSTALLATION
1. Install oil pressure switch (1). Torque oil pressure switch to 23 N.m (200 in. lbs.).
2. Connect electrical connector to switch.
5. Check engine oil level. Adjust as necessary.
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VALVE, OIL PRESSURE RELIEF
Removal
REMOVAL
1 SPRING
2 RELIEF VALVE
3 RETAINER CAP
1. Remove oil pan. See Engine/Lubrication/PAN, Oil Removal.
2. Drill a 3.175 mm (1/8 in.) hole in the center of the retainer cap. See Fig. 198. Insert a selfthreading sheet
metal screw into the cap.
3. Using suitable pliers, remove cap and discard.
4. Remove spring and relief valve. See Fig. 198.
Installation
INSTALLATION
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1 SPRING
2 RELIEF VALVE
3 RETAINER CAP
NOTE: Always use a new relief valve. Do not reuse the old relief valve, it could have
been damaged during removal.
1. Clean relief valve, spring and bore.
NOTE: Lubricate relief valve with clean engine oil before installing.
2. Install the spring (1) into housing.
3. Install the relief valve (2) into housing, open end first.
4. Install a new retainer cap (3), open end out, until the cap is 1.75 mm (0.068 in.) to 2.25 mm (0.088 in.)
past the sealing surface.
5. Install oil pan.
6. Fill crankcase with proper oil to correct level.
MANIFOLDS
MANIFOLD, EXHAUST, LEFT
Removal
REMOVAL
1. Disconnect battery negative cable.
2. Remove the fresh air hose (1).
3. Disconnect left cylinder bank spark plug wires.
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4. Remove heat shield attaching bolts.
5. Remove bolts attaching exhaust to manifold.
6. Disconnect the left side oxygen sensors (1,2).
7. Remove bolts attaching exhaust manifold to cylinder head.
8. Remove the exhaust manifold.
Cleaning
CLEANING
1. Discard gasket (if equipped) and clean all surfaces of manifold and cylinder head.
Inspection
INSPECTION
Inspect exhaust manifolds for damage or cracks and check distortion of the cylinder head mounting surface and
exhaust crossover mounting surface with a straightedge and thickness gauge.
Manifold surface flatness limits should not exceed 1.0 mm (0.039 in.).
Installation
INSTALLATION
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Fig. 202: EXHAUST MANIFOLD LEFT
1 EXHAUST MANIFOLD LEFT BANK
2 HEAT SHIELD
3 NUT HEAT SHIELD
4 BOLT EXHAUST MANIFOLD
1. Position exhaust manifold (1) on cylinder head. Install bolts to center runner (cylinder #4) and initial
tighten to 2.8 N.m (25 in. lbs.).
2. Position heat shield (2) on manifold.
3. Install the remaining manifold attaching bolts. Tighten all bolts to 23 N.m (200 in. lbs.).
4. Install and tighten heat shield attaching nut (3) to 12 N.m (105 in. lbs.).
5. Attach exhaust pipe to exhaust manifold and tighten bolts to 41 N.m (30 ft. lbs.).
6. Connect the left side oxygen sensors (1,2).
MANIFOLD, EXHAUST, RIGHT
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Removal
REMOVAL
1. Disconnect battery negative cable.
2. Separate the exhaust pipe at the exhaust manifold.
3. Remove the air cleaner hose (1) and housing.
4. Disconnect the TPS, IAC and purge vacuum hose from the throttle body.
5. Disconnect the spark plug wires at the spark plugs.
6. Disconnect the oxygen sensors (1, 2).
7. Remove bolts attaching exhaust manifold to cylinder head and remove manifold.
8. Inspect and clean manifold.
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Cleaning
CLEANING
1. Discard gasket (if equipped) and clean all surfaces of manifold and cylinder head.
Inspection
INSPECTION
Inspect exhaust manifolds for damage or cracks and check distortion of the cylinder head mounting surface and
exhaust crossover mounting surface with a straightedge and thickness gauge.
Manifold surface flatness limits should not exceed 1.0 mm (0.039 in.).
Installation
INSTALLATION
1. Position exhaust manifold on cylinder head and install bolts to center runner (cylinder # 3) and initial
tighten to 2.8 N.m (25 in. lbs.).
2. Install the remaining manifold attaching bolts. Tighten all bolts to 23 N.m (200 in. lbs.).
3. Connect the oxygen sensors (1,2).
4. Connect the spark plug wires to the spark plugs.
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5. Connect the IAC, TPS and the EVAP hose to the throttle body.
6. Attach exhaust pipe to exhaust manifold.
7. Install the air cleaner housing and hose (1).
MANIFOLD, INTAKE
Description
DESCRIPTION
The intake system is made up of an upper and lower intake manifold. The upper intake manifold is made of a
composite material for the 3.8L engine. The lower intake manifold also provides coolant crossover between
cylinder heads and houses the coolant thermostat.
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The intake manifold utilizes a compact design with very low restriction and outstanding flow balance. This
design allows the engine to perform with a wide torque curve while increasing higher RPM horsepower.
If, for some reason, the moldedin vacuum ports break, the composite manifold can be salvaged. The vacuum
ports are designed to break at the shoulder, if overloaded. Additional material in the shoulder area provides
sufficient stock to repair. Also, if the special screws that attach the MAP sensor, power steering reservoir, and
the EGR tube become stripped, an oversized screw is available to repair the strippedout condition.
INTAKE MANIFOLD LEAKS
An intake manifold air leak is characterized by lower than normal manifold vacuum. Also, one or more
cylinders may not be functioning.
WARNING: Use extreme caution when the engine is operating. Do not stand in a direct line
with the fan. Do not put your hands near the pulleys, belts or the fan. Do not
wear loose clothing.
2. Spray a small stream of water (Spray Bottle) at the suspected leak area.
3. If engine RPM'S change, the area of the suspected leak has been found.
4. Repair as required.
Standard Procedure
MANIFOLD STRIPPED THREAD REPAIR
The composite upper intake manifold thread bosses, if stripped out, can be repaired by utilizing a repair screw
available through MoparÂ® parts. Repair screws are available for the following manifold attached components:
MAP sensor
Power steering reservoir
EGR tube
Throttle cable bracket
The repair screws require a unique tightening torque specification from the original screw. Refer to the
following chart for specification.
DESCRIPTION TORQUE*
STRIPOUT REPAIR SCREWS ONLY
MAP Sensor Repair Screw 4 N.m (35 in. lbs.)
Power Steering Reservoir Repair Screw 9 N.m (80 in. lbs.)
EGR Tube Attaching Repair Screw 9 N.m (80 in. lbs.)
Throttle Cable Bracket Repair Screw 9 N.m (80 in. lbs.)
*Install Slowly Using Hand Tools Only
INTAKE MANIFOLD VACUUM PORT REPAIR
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Fig. 209: Manifold Port (Nipple) Repair
1 BRAKE BOOSTER PORT = 1/4"18 NPT PIPE TAP
1 LDP/SPEED CONTROL PORT = 1/8"18 NPT PIPE TAP
2 DRILL BIT = 7/16" BRAKE BOOSTER PORT
2 DRILL BIT = 11/32" LDP/SPEED CONTROL PORT
3 INTAKE MANIFOLD
NOTE: While performing this procedure, avoid getting the manifold material residue
into the plenum chamber.
The composite intake manifold vacuum ports can be repaired. Although, if the manifold plenum chamber is
damaged or cracked, the manifold must be replaced.
To repair a broken or damaged vacuum port on the composite intake manifold, perform the following
procedure:
PARTS REQUIRED TOOLS REQUIRED
Brass Port 1/4" O.D. x 1/8" pipe thread Pipe Tap 1/8" 18 NPT
(LDP/Speed Control Port) Drill Bit 11/32"
File/Sandpaper
Brass Port 1/2" O.D. x 1/4" pipe thread (Brake Pipe Tap 1/4" 18 NPT
Booster Port) Drill Bit 7/16"
File/Sandpaper
1. File or sand the remaining port back until a flat surface is obtained (plane normal to port axis).
2. Drill out the port base using a 7/16" (brake booster port) or 11/32" (LDP/speed control port ) drill bit.
3. Using a 1/4"18 NPT (brake booster port) or 1/8"18 NPT (LDP/speed control port ) pipe tap, cut internal
threads. Use caution to start tap in a axis same as original port.
4. Apply MoparÂ® Thread Sealant to threads of repair port (s).
5. Install repair port (s). Do not over torque repair port (s).
Removal
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UPPER INTAKE MANIFOLD
2. Disconnect the Inlet Air Temperature (IAT) sensor electrical connector (2).
3. Remove air inlet resonator to throttle body hose assembly (1).
4. Disconnect the throttle body (1) electrical connector (3).
5. Disconnect the EVAP hose at the throttle body.
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6. Remove the EGR tube (1). Refer to Emissions Control/Exhaust Gas Recirculation/TUBE, Exhaust
7. Disconnect the Manifold Absolute Pressure (MAP) sensor (1) electrical connector (2) at the rear of the
intake manifold (3).
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Fig. 214: View of Power Brake Booster Hose & Intake Manifold
8. Disconnect the power brake booster hose (1) at the rear of the intake manifold (2) and position aside.
9. Disconnect the PCV hose (1) from the upper intake manifold.
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10. Remove the upper intake manifold bolts and remove the manifold.
11. Cover the lower intake manifold ports with a suitable cover while the upper manifold is removed.
12. Clean and inspect the upper intake manifold.
Cleaning
CLEANING
1. Discard gasket(s).
2. Clean all sealing surfaces.
Inspection
INSPECTION
Check manifold for:
Damage and cracks.
Mounting surface distortion by using a straightedge and thickness gauge.
Installation
UPPER INTAKE MANIFOLD
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1. Clean the gasket surfaces and remove the covering from the lower intake manifold ports.
2. Inspect the intake manifold gasket condition (gaskets can be reused if not damaged).
3. Position the intake manifold gaskets into the seal channels and press lightly into place.
4. Position the upper intake manifold onto the lower intake manifold.
5. Apply MoparÂ® Lock and Seal Adhesive (Medium Strength Threadlocker) to each upper intake
manifold bolt.
6. Install the intake manifold bolts and tighten bolts in the sequence shown in illustration to 12 N.m (105 in.
lbs.).
7. Connect the PCV hose (1) to the upper intake manifold.
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Fig. 219: View of Power Brake Booster Hose & Intake Manifold
8. Connect the power brake booster hose (1) at the rear of the intake manifold (2).
9. If removed, install the MAP sensor (1) at the rear of the intake manifold (3) by pushing down on the
MAP sensor while rotating clockwise about 1/4 turn.
10. Connect the MAP sensor electrical connector (2).
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CAUTION: The special screws used for attaching the EGR tube to the manifold must
be installed slowly using hand tools only. This requirement is to prevent
the melting of material that causes stripped threads. If threads become
stripped, an oversize repair screw is available.
11. Install the EGR tube (1). Refer to Emissions Control/Exhaust Gas Recirculation/TUBE, Exhaust Gas
Recirculation (EGR) Installation .
12. Connect the EVAP hose to the throttle body (1).
13. Connect the throttle body electrical connector (3).
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14. Install the air cleaner and air inlet hose assembly (1).
15. Connect the inlet air temperature (IAT) sensor electrical connector (2).
16. Connect the negative battery cable and tighten nut to 5 N.m (45 in. lbs.).
MANIFOLD, INTAKE, LOWER
Removal
LOWER INTAKE MANIFOLD
1. Perform fuel system pressure release procedure. Refer to Fuel System Standard Procedure .
2. Drain the cooling system.
3. Remove the upper intake manifold. See Engine/Manifolds/MANIFOLD, Intake Removal.
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4. Remove the fuel line (4). Refer to Fuel System/Fuel Delivery/FITTING, Quick Connect Standard
Procedure .
5. Remove ignition coil and bracket.
6. Disconnect heater supply hose and engine coolant temperature sensor.
7. Disconnect the fuel injector wire harness.
8. Remove the fuel injectors and rail assembly (3). Refer to Fuel System/Fuel Delivery/RAIL, Fuel
Removal .
9. Remove radiator upper hose.
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Fig. 227: LOWER MANIFOLD TIGHTENING SEQUENCE
10. Remove the intake manifold bolts.
11. Remove lower intake manifold.
WARNING: INTAKE MANIFOLD GASKET IS MADE OF VERY THIN METAL AND MAY
CAUSE PERSONAL INJURY, HANDLE WITH CARE.
12. Remove intake manifold seal retainers screws. Remove intake manifold gasket.
Cleaning
CLEANING
1. Discard gasket(s).
2. Clean all sealing surfaces.
Inspection
INSPECTION
Check for:
Damage and cracks of each section.
Clogged water passages in end crossovers (if equipped).
Check for cylinder head mounting surface distortion using a straightedge and thickness gauge. See
Engine/Cylinder Head Inspection.
Installation
LOWER INTAKE MANIFOLD
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Fig. 228: SEALER LOCATIONS
1 SEALER LOCATIONS
1. Place a bead (approximately 1/4 in. diameter) of MoparÂ® Engine RTV GEN II onto each of the four
manifold to cylinder head gasket corners (1).
2. Carefully install the new intake manifold gasket. Tighten end seal retainer screws to 12 N.m (105 in.
lbs.).
Fig. 229: LOWER MANIFOLD TIGHTENING SEQUENCE
3. Install lower intake manifold. Install the bolts and torque to 1 N.m (10 in. lbs.). Then torque bolts to 22
N.m (200 in. lbs.) in sequence shown in illustration. Then torque again to 22 N.m (200 in. lbs.). After
intake manifold is in place, inspect to make sure seals are in place.
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4. Install the fuel injectors and rail assembly (3). Refer to Fuel System/Fuel Delivery/RAIL, Fuel
Installation .
5. Connect fuel injector electrical harness.
6. Connect the engine coolant temperature sensor.
7. Connect the heater supply and radiator upper hoses to manifold.
8. Connect the fuel line (4). Refer to Fuel System/Fuel Delivery/FITTING, Quick Connect Standard
Procedure .
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9. Install the upper intake manifold. See Engine/Manifolds/MANIFOLD, Intake Installation.
11. Fill the cooling system.
VALVE TIMING
STANDARD PROCEDURE
VALVE TIMING VERIFICATION
1. Remove front cylinder head cover and all 6 spark plugs.
2. Rotate engine until the #2 piston is at TDC of the compression stroke.
3. Install a degree wheel on the crankshaft pulley.
4. With proper adaptor, install a dial indicator into #2 spark plug hole. Using the indicator find TDC on the
compression stroke.
5. Position the degree wheel to zero.
6. Remove dial indicator from spark plug hole.
7. Place a 5.08 mm (0.200 in.) spacer between the valve stem tip of #2 intake valve and rocker arm pad.
Allow tappet to bleed down to give a solid tappet effect.
8. Install a dial indicator so plunger contacts the #2 intake valve spring retainer as nearly perpendicular as
possible. Zero the indicator.
9. Rotate the engine clockwise until the intake valve has lifted .254 mm (0.010 in.).
CAUTION: Do not turn crankshaft any further clockwise as intake valve might bottom
and result in serious damage.
10. Degree wheel should read 6 degrees BTDC to 6 degrees ATDC.
MEASURING TIMING CHAIN WEAR
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Fig. 233: Measuring Timing Chain Wear
1 TORQUE WRENCH
1. Position a scale next to timing chain so that any movement of chain may be measured.
2. Position a torque wrench and socket on the camshaft sprocket attaching bolt. Apply force in the direction
of crankshaft rotation to take up slack to the following torque:
NOTE: With torque applied to the camshaft sprocket bolt, crankshaft should not
be permitted to move. It may be necessary to block crankshaft to prevent
rotation.
Fig. 234: Measuring Timing Chain Wear
1 TORQUE WRENCH
41 N.m (30 ft. lb.) with cylinder heads installed
20 N.m (15 ft. lb.) with cylinder heads removed
3. Holding a measuring scale along edge of chain links.
4. Apply force in the reverse direction to the following torque:
41 N.m (30 ft. lb.) with cylinder heads installed
20 N.m (15 ft. lb.) with cylinder heads removed
5. Measure amount of sprocket/chain movement.
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6. Install a new timing chain and sprockets if movement exceeds 3.175 mm (1/8 in.).
CHAIN AND SPROCKETS, TIMING
Removal
TIMING CHAIN AND CAMSHAFT SPROCKET
Fig. 235: TIMING COVER BOLT LOCATION
1,7 BOLT M8 x 1.25 x 80 4 BOLT M10 x 1.5 x 85
2 BOLT M10 x 1.5 x 85 5 BOLT M8 x 1.25 x 80
3 BOLT M8 x 1.25 x 80 6 BOLT M10 x 1.5 x 85
2. Remove the timing chain cover bolts (17), and timing cover. See Engine/Valve Timing/COVER(S),
Engine Timing Removal.
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Fig. 236: TIMING MARKS
1 CAMSHAFT SPROCKET TIMING MARK (DOT)
2 PLATED LINK
3 CRANKSHAFT SPROCKET TIMING MARK (DOT)
4 ARROWS
3. Rotate engine by turning crankshaft until the timing marks are aligned as shown (4) in illustration.
4. Remove camshaft sprocket attaching bolt.
5. Remove the timing chain with camshaft sprocket.
6. Remove the crankshaft sprocket.
CRANKSHAFT SPROCKET
Fig. 237: CRANKSHAFT SPROCKET REMOVAL
1 SPECIAL TOOL 5048
2 SPECIAL TOOL 8452
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3 SPECIAL TOOL 8450
4 CRANKSHAFT SPROCKET
5 SPECIAL TOOL 8539
1. Remove the timing chain. See Engine/Valve Timing/CHAIN and SPROCKETS, Timing Removal.
NOTE: Be careful not to damage the crankshaft surface during crankshaft
sprocket removal.
2. Using Special Tools 5048 (1), 8452 (2), 8450 (3) and 8539 (5) remove the crankshaft sprocket (4) while
holding the crankshaft from turning.
Installation
CRANKSHAFT SPROCKET
Fig. 238: CRANKSHAFT SPROCKET INSTALLATION
1 SPECIAL TOOL 8452
2 SPECIAL TOOL 8452
3 CRANKSHAFT SPROCKET
NOTE: Be careful not to damage the crankshaft surface during crankshaft sprocket
installation.
1. Position the sprocket onto the crankshaft (timing mark out) with the timing slot aligned with the timing
pin.
2. Using Special Tool 8452 (1, 2), install the crankshaft sprocket until it is fully seated onto the crankshaft.
3. Install the timing chain. See Engine/Valve Timing/CHAIN and SPROCKETS, Timing Installation.
TIMING CHAIN AND CAMSHAFT SPROCKET
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Fig. 239: TIMING MARKS
1 CAMSHAFT SPROCKET TIMING MARK (DOT)
2 PLATED LINK
3 CRANKSHAFT SPROCKET TIMING MARK (DOT)
4 ARROWS
1. Rotate the crankshaft so the timing arrow is to the 12 o'clock position (4).
NOTE: Lubricate the timing chain and sprockets with clean engine oil before
installation.
2. While holding the camshaft sprocket and chain in hand, place the timing chain around the sprocket,
aligning the plated link (2) with the dot on the sprocket (1). Position the timing arrow (4) to the 6 o'clock
position.
3. Place the timing chain around crankshaft sprocket with the plated link (2) lined up with the dot on the
sprocket (3). Install the camshaft sprocket into position.
4. Use a straight edge to check alignment of timing marks (4).
5. Install the camshaft sprocket bolt and washer. Tighten the bolt to 54 N.m (40 ft. lbs.).
6. Rotate the crankshaft two revolutions and check the timing mark alignment (4). If timing marks do not
line up, remove the camshaft sprocket and realign.
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Fig. 240: TIMING CHAIN COVER AND GASKET
1 GASKET
2 TIMING CHAIN COVER
COVER(S), ENGINE TIMING
Removal
REMOVAL
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3. Remove the air cleaner hose (1) and housing assembly. See Engine/Air Intake System/BODY, Air
Cleaner Removal.
Fig. 242: ACCESSORY DRIVE BELT ROUTING 3.8L
1 IDLER PULLEY
2 GENERATOR PULLEY
3 A/C COMPRESSOR
4 WATER PUMP PULLEY
5 CRANKSHAFT PULLEY
6 ACCESSORY DRIVE BELT TENSIONER
7 P/S PUMP PULLEY
8 ACCESSORY DRIVE BELT
4. Loosen the three mounting bolts at the water pump pulley (4).
5. Remove the accessory drive belt (8) and belt tensioner (6). Refer to Cooling/Accessory
Drive/TENSIONER, Belt Removal .
Fig. 243: Water Pump Pulley Positioning
6. Remove the water pump pulley bolts. Rotate the pulley (2) until the openings in the pulley align with the
water pump drive hub spokes (1) and remove the pulley (2).
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7. Remove the generator (3). Refer to Electrical/Charging/GENERATOR Removal .
8. Raise and support the vehicle on a hoist. Refer to Vehicle Quick Reference/Hoisting Standard
Procedure .
9. Drain the engine oil and remove the oil filter (2). See Engine/Lubrication/OIL Standard Procedure.
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10. Remove the oil level indicator (1) and tube (2).
11. Remove the structural cover and oil pan. See Engine/Lubrication/PAN, Oil Removal.
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12. Disconnect the lower radiator hose.
13. Disconnect the heater hose.
14. Disconnect the oil pressure switch (1).
15. Remove the power steering pump fasteners (2) and reposition the power steering pump (1).
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Fig. 250: A/C COMPRESSOR MOUNTING BOLTS
16. Remove the A/C compressor mounting bolts (1, 3 and 4) and reposition the A/C compressor (2).
Fig. 251: VIBRATION DAMPER REMOVAL
17. Remove the crankshaft vibration damper bolt.
18. Place Crankshaft Insert 8450 (2) into the crankshaft nose.
19. Position Puller 1023 (1) on the damper. Turn the puller forcing screw until the damper releases from the
crankshaft and remove the crankshaft vibration damper.
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Fig. 252: CAMSHAFT POSITION SENSOR LOCATION
20. Remove the camshaft position (CMP) sensor from the timing chain cover. Refer to Electrical/Ignition
Control/SENSOR, Camshaft Position Removal .
1,7 BOLT M8 x 1.25 x 80 4 BOLT M10 x 1.5 x 85
2 BOLT M10 x 1.5 x 85 5 BOLT M8 x 1.25 x 80
3 BOLT M8 x 1.25 x 80 6 BOLT M10 x 1.5 x 85
21. Remove the timing chain cover fasteners (17) and remove the timing chain cover.
Installation
INSTALLATION
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1,7 BOLT M8 x 1.25 x 80 4 BOLT M10 x 1.5 x 85
2 BOLT M10 x 1.5 x 85 5 BOLT M8 x 1.25 x 80
3 BOLT M8 x 1.25 x 80 6 BOLT M10 x 1.5 x 85
CAUTION: Crankshaft oil seal must be removed to insure correct oil pump engagement.
1. Be sure the mating surfaces of the chain case cover and cylinder block are clean and free from burrs.
NOTE: DO NOT USE SEALER ON THE TIMING COVER GASKET
2. Position the new timing cover gasket on the timing cover. Adhere the new gasket to the chain case cover,
making sure that the lower edge of the gasket is 0.5 mm (0.020 in.) beyond the lower edge of the cover.
3. Rotate the crankshaft so that the oil pump drive flats are in the vertical position.
4. Position the oil pump inner rotor so that the mating flats are in the same position as the crankshaft drive
flats.
CAUTION: Make sure the oil pump is engaged on the crankshaft correctly or severe
damage may result.
5. Install the timing cover.
NOTE: Tighten the M10 bolts (2, 4, 6,) first, then the M8 (1, 3, 5, 7).
6. Install timing chain cover bolts. Tighten the M10 bolts (2, 4, 6) to 54 N.m (40 ft. lbs.) and the M8 bolts
(1, 3, 5, 7) to 28 N.m (21 ft. lbs.).
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7. Raise and support the vehicle on a hoist. Refer to Vehicle Quick Reference/Hoisting Standard
Procedure .
8. Install the oil pan and structural cover. See Engine/Lubrication/PAN, Oil Installation.
Fig. 256: CRANKSHAFT FRONT SEAL INSTALLATION
2 SEAL
4 CRANKSHAFT
9. Install the front crankshaft oil seal (2). See Engine/Engine Block/SEAL, Crankshaft Oil Installation.
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Fig. 257: CRANKSHAFT DAMPER
1 FORCING SCREW/NUT FROM SPECIAL TOOL 8452
2 VIBRATION DAMPER
10. Install the crankshaft vibration damper (2). See Engine/Engine Block/DAMPER, Vibration
Installation.
11. Install the vibration damper bolt. Tighten bolt to 54 N.m (40 ft. lbs.).
12. Connect the oil pressure switch (1).
13. Connect the lower radiator hose.
14. Connect the heater hose.
15. Install a new oil filter (2). See Engine/Lubrication/FILTER, Engine Oil Installation.
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Fig. 259: CAMSHAFT POSITION SENSOR LOCATION
16. Install the camshaft position (CMP) sensor. Refer to Electrical/Ignition Control/SENSOR, Camshaft
Position Installation .
Fig. 260: A/C COMPRESSOR MOUNTING BOLTS
17. Install the A/C compressor (2) to the engine with three bolts (1, 3 and 4). Tighten the bolts to 28 N.m (21
ft. lbs.) using the following sequence:
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The upper bolt (1) at the front of the compressor.
The lower bolt (4) at the front of the compressor.
The bolt (3) at the rear of the compressor.
18. Install the oil level indicator tube (3) and indicator (1). Tighten the bolt (2) to 20 N.m (15 ft. lbs.).
19. Install the generator (3). Refer to Electrical/Charging/GENERATOR Installation .
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20. Install the power steering pump (1). Tighten pump mounting bolts (2) to 26 N.m (19 ft. lbs.).
Fig. 264: Water Pump Pulley Positioning
21. Install the water pump pulley (2) on the water pump hub (1). Install the bolts and tighten to 28 N.m (250
in. lbs.).
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1 IDLER PULLEY
2 GENERATOR PULLEY
3 A/C COMPRESSOR
4 WATER PUMP PULLEY
5 CRANKSHAFT PULLEY
7 P/S PUMP PULLEY
22. Install the belt tensioner (6) and accessory drive belt (8). Refer to Cooling/Accessory Drive/PULLEY,
Idler Installation .
23. Install the air cleaner housing assembly and hose (1). See Engine/Air Intake System/BODY, Air
24. Fill the engine crankcase with the proper oil to the correct level. See Engine/Lubrication/OIL
Standard Procedure.
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Back To Article
2010 ENGINE
Cooling Wrangler
DESCRIPTION
DESCRIPTION
The cooling system regulates engine operating temperature. It allows the engine to reach normal operating
temperature as quickly as possible, maintains normal operating temperature and prevents overheating.
The cooling system also provides a means of heating the passenger compartment and cooling the automatic
transmission fluid. The cooling system is pressurized and uses a centrifugal water pump to circulate coolant
throughout the system.
COOLING SYSTEM COMPONENTS
The cooling system consists of:
Charge Air Cooler (Diesel engine)
2 Speed Electric Cooling Fan
Mechanical fan drive (Diesel engine)
Aluminumcore radiator with plastic side tanks
Pressurized coolant recovery container (Diesel engine)
Ambient coolant recovery container (Gas engine)
Water pump
Combination A/C condenser/transmission oil cooler (automatic transmission)
Thermostat
Hoses and hose clamps
OPERATION
OPERATION
When engine is cold the thermostat is closed. The cooling system has no flow through the radiator. The
coolant flows through the engine, water pump, and heater.
When engine is warm, the thermostat is full open. The coolant flows through the engine, radiator, heater,
and water pump.
On the diesel engine coolant flows through the engine, radiator, heater, and water pump.
As coolant expands, some coolant will move to the coolant recovery container. Once the coolant cools,
the coolant from the coolant recovery container will move back to the radiator. (Gas engine only)
PRELIMINARY CHECKS
ENGINE COOLING SYSTEM OVERHEATING
Establish what driving conditions caused the complaint. Abnormal loads on the cooling system such as the
following may be the cause:
Prolonged idle
Very high ambient temperature
Slight tail wind at idle
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Slow traffic
Traffic jams
High speed or steep grades
Driving techniques that avoid overheating are:
Idle with A/C off when temperature gauge is at end of normal range.
Increasing engine speed for more air flow is recommended. (Diesel engine only)
TRAILER TOWING:
Consult Trailer Towing information of owners manual. Do not exceed limits.
RECENT SERVICE OR ACCIDENT REPAIR:
Determine if any recent service has been performed on vehicle that may effect cooling system. This may be:
Engine adjustments (incorrect timing)
Slipping engine accessory drive belt(s)
Brakes (possibly dragging)
Incorrect water pump or pump rotating in wrong direction due to belt not correctly routed
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 complaint, refer to COOLING SYSTEM DIAGNOSIS CHART.
COOLING SYSTEM DIAGNOSIS CHART
TEMPERATURE GAUGE 1. Has a Diagnostic 1. Refer to Emissions Control/OnBoard
READS LOW Trouble Code (DTC) Diagnostics Operation . Replace
been set indicating a thermostat if necessary.
stuck open thermostat?
2. Is the temperature 2. Check the temperature sensor connector.
sending unit connected? Repair connector if necessary.
3. Is the temperature 3. Check gauge operation. Refer to
gauge operating OK? Electrical/Instrument Cluster Diagnosis
and Testing . Repair as necessary.
4. Coolant level low in 4. Check coolant level in the coolant
cold ambient reserve/overflow tank or degas bottle and the
temperatures, radiator. Inspect system for leaks. Repair
accompanied with poor leaks as necessary. Refer to COOLANT for
heater performance. WARNINGS and CAUTIONS associated
with removing the radiator cap.
5. Improper operation of 5. Inspect heater and repair as necessary.
internal heater doors or Refer to Heating and Air Conditioning
heater controls. Diagnosis and Testing for procedures.
TEMPERATURE GAUGE 1. Trailer is being towed, 1. This may be a temporary condition and
READS HIGH OR THE a steep hill is being repair is not necessary. Turn off the air
COOLANT WARNING LAMP climbed, vehicle is conditioning and attempt to drive the vehicle
ILLUMINATES. COOLANT operated in slow moving without any of the previous conditions.
MAY OR MAY NOT BE LOST traffic, or engine is being Observe the temperature gauge. The gauge
OR LEAKING FROM THE idled with very high should return to the normal range. If the
COOLING SYSTEM ambient (outside) gauge does not return to the normal range,
temperatures and the air determine the cause for overheating and
conditioning is on. Higher repair. Refer to Possible Causes (218).
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altitudes could aggravate
these conditions.
2. Is the temperature 2. Check gauge. Refer to
gauge reading correctly? Electrical/Instrument Cluster Diagnosis
and Testing . Repair as necessary.
3. Is the temperature 3. Refer to Electrical/Instrument Cluster
warning illuminating Diagnosis and Testing
unnecessarily?
4. Coolant low in coolant 4. Check for coolant leaks and repair as
reserve/overflow tank and necessary. See Cooling Diagnosis and
radiator? Testing.
5. Pressure cap not 5. Tighten cap
installed tightly. If cap is
loose, boiling point of
coolant will be lowered.
Also refer to the
following Step 6.
6. Poor seals at the 6. (a) Check condition of cap and cap seals.
radiator cap. Refer to Radiator Cap. Replace cap if
necessary.
(b) Check condition of radiator filler neck or
degas bottle. If neck is bent or damaged,
replace radiator or degas bottle.
7. Coolant level low in 7. (a) Check condition of radiator cap and
radiator but not in coolant cap seals. Refer to RADIATOR CAP .
reserve/overflow tank. Replace cap if necessary.
This means the radiator is (b) Check condition of radiator filler neck. If
not drawing coolant from neck is bent or damaged, replace radiator.
the coolant (c) Check condition of the hose from the
reserve/overflow tank as radiator to the coolant tank. It should fit tight
the engine cools at both ends without any kinks or tears.
Replace hose if necessary.
(d) Check coolant reserve/overflow tank and
tanks hoses for blockage. Repair as
necessary.
8. Incorrect coolant 8. Check coolant. Refer to Vehicle Quick
concentration Reference/Capacities and Recommended
Fluids Description .
9. Coolant not flowing 9. Check for coolant flow at radiator filler
through system neck with some coolant removed, engine
warm and thermostat open. Coolant should
be observed flowing through radiator. If flow
is not observed, determine area of
obstruction and repair as necessary.
10. Radiator or A/C 10. Remove insects and debris. See Cooling
condenser fins are dirty or Standard Procedure.
clogged.
11. Radiator core is 11. Have radiator recored or replaced.
corroded or plugged.
12. Dragging brakes 12. Check and correct as necessary. Refer to
Brakes Diagnosis and Testing
13. Fuel or ignition 13. Refer to FUEL SYSTEM or appropriate
system problems. diagnostic information for diagnosis and
testing procedures.
14. Bug screen or 14. Remove bug screen or cardboard.
cardboard is being,
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reducing airflow.
15. Thermostat partially 15. Check thermostat operation and replace
or completely shut. as necessary. See
Cooling/Engine/THERMOSTAT
Removal.
16. Viscous fan drive not 16. Check fan drive operation and replace as
operating properly. necessary. See Cooling/Engine/DRIVE,
Fan Removal.
17. Cylinder head gasket 17. Check for cylinder head gasket leaks.
leaking. See Cooling Diagnosis and Testing.
18. Heater core leaking. 18. Check heater core for leaks. Refer to
Heating and Air Conditioning/Plumbing
Diagnosis and Testing . Repair as necessary.
TEMPERATURE GAUGE 1. During cold weather 1. During cold weather operation, with the
READING IS INCONSISTENT operation, with the heater heater in the high position, the gauge reading
(FLUCTUATES, CYCLES, OR in the high position, the may drop slightly.
IS ERRATIC gauge reading may drop
slightly.
2. Temperature gauge or 2. Check operation of gauge and repair if
engine mounted gauge necessary. Refer to Electrical/Instrument
sensor defective or Cluster Diagnosis and Testing .
shorted. Also, corroded or
loose wiring in this
circuit.
3. Gauge reading rises 3. A normal condition. No correction is
when vehicle is brought necessary. Gauge should return to normal
to a stop after heavy use range after vehicle is driven.
(engine still running)
4. Gauge reading high 4. A normal condition. No correction is
after restarting a warmed necessary. The gauge should return to
up (hot) engine. normal range after a few minutes of engine
operation.
5. Coolant level low in 5. Check and correct coolant leaks. See
radiator (air will build up Cooling Diagnosis and Testing.
in the cooling system
causing the thermostat to
open late).
6. Cylinder head gasket 6. (a) Check for cylinder head gasket leaks.
leaking allowing exhaust See Cooling Diagnosis and Testing.
gas to enter cooling (b) Check for coolant in the engine oil.
system causing a Inspect for white steam emitting from the
thermostat to open late. exhaust system. Repair as necessary.
7. Water pump impeller 7. Check water pump and replace as
loose on shaft. necessary. See Cooling/Engine/PUMP,
Water Removal.
8. Loose accessory drive 8. See Cooling/Accessory Drive/BELT,
belt. (water pump Serpentine Diagnosis and Testing. Check
slipping) and correct as necessary.
9. Air leak on the suction 9. Locate leak and repair as necessary.
side of the water pump
allows air to build up in
cooling system causing
thermostat to open late.
PRESSURE CAP IS 1. Pressure relief valve in 1. Check condition of radiator cap and cap
BLOWING OFF STEAM radiator cap is defective. seals. See Cooling/Engine/CAP, Radiator
AND/OR COOLANT TO
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COOLANT TANK. Diagnosis and Testing. Replace cap as
TEMPERATURE GAUGE necessary.
READING 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 1. Pressure test and repair as necessary. See
GROUND WITHOUT radiator, cooling system Cooling Diagnosis and Testing.
PRESSURE CAP BLOWOFF. hoses, water pump or
GAUGE READING HIGH OR engine.
HOT
DETONATION OR PRE 1. Engine overheating. 1. Check reason for overheating and repair
IGNITION (NOT CAUSED BY as necessary.
IGNITION SYSTEM). GAUGE 2. Freeze point of coolant 2. Check coolant concentration. Refer to
MAY OR MAY NOT BE not correct. Mixture is too Vehicle Quick Reference/Capacities and
READING HIGH rich or too lean. Recommended Fluids Description .
HOSE OR HOSES COLLAPSE 1. Vacuum created in 1. (a) Radiator cap relief valve stuck. See
WHILE ENGINE IS RUNNING cooling system on engine Cooling/Engine/CAP, Radiator
cooldown is not being Diagnosis and Testing. Replace if necessary
relieved through coolant (b) Hose between coolant reserve/overflow
reserve/overflow system. 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 internally
blocked or plugged. Check for blockage and
repair as necessary.
NOISY VISCOUS FAN/DRIVE 1. Fan blades loose. 1. Replace fan blade assembly. See
Cooling/Engine/DRIVE, Fan Removal.
2. Fan blades striking a 2. Locate point of fan blade contact and
surrounding object. repair as necessary.
3. Air obstructions at 3. Remove obstructions and/or clean debris
radiator or air or insects from radiator or A/C condenser.
conditioning condenser.
4. Thermal viscous fan 4. Replace fan drive. Bearing is not
drive has defective serviceable. See Cooling/Engine/DRIVE,
bearing. Fan Removal.
5. A certain amount of 5. See Cooling/Engine/DRIVE, Fan
fan noise may be evident Description for an explanation of normal
on models equipped with fan noise.
a thermal viscous fan
drive. Some of this noise
is normal.
INADEQUATE HEATER 1. Has a Diagnostic 1. Refer to DTCBased
PERFORMANCE. trouble Code (DTC) been Diagnostics/MODULE, Powertrain
THERMOSTAT FAILED IN set? Control (PCM) Diagnosis and Testing or.
OPEN POSITION Refer to DTCBased
Diagnostics/MODULE, Engine Control
(ECM) Diagnosis and Testing .
2. Coolant level low 2. See Cooling Diagnosis and Testing.
3. Obstructions in heater 3. Remove heater hoses at both ends and
hose/fittings check for obstructions
4. Heater hose kinked 4. Locate kinked area and repair as necessary
5. Water pump is not 5. See Cooling/Engine/PUMP, Water
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pumping water to/through Removal. If a slipping belt is detected. See
the heater core. When the Cooling/Accessory Drive/BELT,
engine is fully warmed Serpentine Diagnosis and Testing. If
up, both heater hoses heater core obstruction is detected. Refer to
should be hot to the Heating and Air
touch. If only one of the Conditioning/Plumbing/CORE, Heater
hoses is hot, the water Removal
pump may not be
operating correctly or the
heater core may be
plugged. Accessory drive
belt may be slipping
causing poor water pump
operation.
STEAM IS COMING FROM 1. During wet weather, 1. Occasional steam emitting from this area
THE FRONT OF VEHICLE moisture (snow, ice or is normal. No repair is necessary.
NEAR THE GRILL AREA rain condensation) on the
WHEN WEATHER IS WET, radiator will evaporate
ENGINE IS WARMED UP when the thermostat
AND RUNNING, AND opens. This opening
VEHICLE IS STATIONARY. allows heated water into
TEMPERATURE GAUGE IS the radiator. When the
IN NORMAL RANGE moisture 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 1. Refer to Vehicle Quick
necessarily an indication Reference/Capacities and Recommended
of adequate corrosion or Fluids Description Adjust coolant mixture
temperature protection. as necessary.
Do not rely on coolant
color for determining
condition of coolant.
COOLANT LEVEL CHANGES 1. Level changes are to be 1. A normal condition. No repair is
IN COOLANT expected as coolant necessary.
RESERVE/OVERFLOW volume fluctuates with
TANK. TEMPERATURE engine temperature. If the
GAUGE IS IN NORMAL level in the tank was
RANGE between the FULL and
ADD marks at normal
operating temperature,
the level should return to
within that range after
operation at elevated
temperatures.
LEAK TESTING
ULTRAVIOLET LIGHT METHOD
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Fig. 1: Leak Detection Using Black LightTypical
1 TYPICAL BLACK LIGHT TOOL
All Jeep models have a leak detection additive added to the cooling system before they leave the factory. 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 pressure tester to determine if any external leaks exist.
PRESSURE TESTER METHOD
Fig. 2: Pressurizing System Typical
1 TYPICAL COOLING SYSTEM PRESSURE TESTER
The engine should be at the normal operating temperature. Recheck the system cold if the cause of coolant loss
is not located during warm engine examination.
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WARNING: Hot, pressurized coolant can cause injury by scalding.
Carefully remove the radiator pressure cap from the filler neck and check the coolant level. Push down on the
cap to disengage it from the stop tabs. Wipe the inner part of the filler neck and examine the lower inside
sealing seat for nicks, cracks, paint, dirt and solder residue. Inspect the reserve/overflow tank tube for internal
obstructions. Insert a wire through the tube to be sure it is not obstructed.
Inspect the cams on the outside part of the filler neck. If the cams are bent, seating of pressure cap valve and
tester seal will be affected. Replace cap if cams are bent.
Attach pressure tester 7700 (or an equivalent) to the radiator filler neck.
Operate the tester pump to apply 124 kPa (18 psi) pressure to the system. If the hoses enlarge excessively or
bulge while testing, replace as necessary. Observe the gauge pointer and determine the condition 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 pressure.
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 slight
leakage with a flashlight. Inspect the radiator, hoses, gasket edges and heater. Seal any small leak holes
with a Sealer Lubricant or equivalent. Repair leak holes and reinspect the system with pressure applied.
Drops Quickly: Shows that a serious leakage is occurring. Examine the system for serious external
leakage. If no leaks are visible, inspect for internal leakage. Large radiator leak holes should be repaired
by a reputable radiator repair shop.
INTERNAL LEAKAGE INSPECTION
Remove the engine oil pan drain plug and drain a small amount of engine oil. Coolant, being heavier than
engine oil, will drain first. Another way of testing is to operate the engine and check for water globules on the
engine oil dipstick. Also inspect the automatic transmission oil dipstick for water globules. Inspect the
automatic transmission fluid cooler for leakage. Operate the engine without the pressure cap on the radiator
until thermostat opens.
Attach a pressure tester to the filler neck. If pressure builds up quickly, a leak exists as a result of a faulty
cylinder head gasket or crack in the engine. Repair as necessary.
WARNING: Do not allow pressure to exceed 124 kPa (18 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.
WARNING: Do not disconnect the spark plug wires while the engine is operating.
CAUTION: Do not operate the engine with a spark plug shorted for more than a minute.
The catalytic converter may be damaged.
Isolate the compression leak by shorting each spark plug to the cylinder block. The gauge pointer should stop or
decrease vibration when spark plug for leaking cylinder is shorted. This happens because of the absence of
combustion pressure.
COMBUSTION LEAKAGE TEST (WITHOUT PRESSURE TESTER)
DO NOT WASTE reusable coolant. If the solution is clean, drain the coolant into a clean container for reuse.
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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.
Remove thermostat. See Cooling/Engine/THERMOSTAT Removal.
Remove accessory drive belt. See Cooling/Accessory Drive/BELT, Serpentine Removal.
Add coolant to the radiator to bring the level to within 6.3 mm (1/4 in) of the top of the thermostat housing.
CAUTION: Avoid overheating. Do not operate the engine for an excessive period of time.
Open the draincock immediately after the test to eliminate boil over of coolant.
Start the engine and accelerate rapidly three times (to approximately 3000 rpm) while observing the coolant. If
internal engine combustion gases are leaking into the cooling system, bubbles will appear in the coolant. If
bubbles do not appear, there is no internal combustion gas leakage.
STANDARD PROCEDURE
CLEANING/REVERSE FLUSHING
CAUTION: The cooling system normally operates at 97 110 kPa (14 16 psi) pressure.
Exceeding this pressure may damage the radiator or hoses.
Reverse flushing of the cooling system is the forcing 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.
CHEMICAL CLEANING
If visual inspection indicates the formation of sludge or scaly deposits, use a radiator cleaner, MoparÂ®
Radiator Kleen or equivalent, before flushing. This will soften scale and other deposits and aid the flushing
operation.
CAUTION: Be sure instructions on the container are followed.
REVERSE FLUSHING RADIATOR
Disconnect the radiator hoses from the radiator fittings. Attach a section of radiator hose to the radiator bottom
outlet fitting and insert the flushing gun. Connect a water supply hose and air supply hose to the flushing gun.
CAUTION: The cooling system normally operates at 97 110 kPa (14 16 psi) pressure.
Exceeding this pressure may damage the radiator or hoses.
Allow the radiator to fill with water. When radiator 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 cooling tube
passages. For more information, refer to operating instructions supplied with flushing equipment. Have radiator
cleaned more extensively by a radiator repair shop.
REVERSE FLUSHING ENGINE
Drain the cooling system. See Cooling Standard Procedure. Remove the thermostat housing and thermostat.
Install the thermostat housing. Disconnect the radiator upper hose from the radiator and attach the flushing gun
to the hose. Disconnect the radiator lower hose from the water pump. Attach a lead away hose to the water
pump inlet fitting.
CAUTION: Be sure that the heater control valve is closed (heat off). This is done to prevent
coolant flow with scale and other deposits from entering the heater core.
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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 thermostat
housing. See Cooling/Engine/THERMOSTAT Removal. Install the thermostat and housing with a
replacement gasket. See Cooling/Engine/THERMOSTAT Installation. Connect the radiator hoses. Refill
the cooling system with the correct antifreeze/water mixture. See Cooling Standard Procedure.
DRAINING GAS
Fig. 3: RADIATOR DRAINCOCK GAS ENGINE
1 RADIATOR PRESSURE CAP
2
with system hot and under pressure. Serious burns from coolant can occur.
NOTE: Radiator draincock is located on the right/lower side of radiator facing to front
of vehicle.
1. Remove radiator pressure cap from radiator or coolant recovery container as necessary.
3. Attach one end of a hose to the draincock. Put the other end into a clean container. Open draincock and
drain coolant from radiator.
4. If necessary, siphon coolant from coolant recovery container. (Diesel engine)
DRAINING DIESEL
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Fig. 4: BLOCK HEATER 2.8L DIESEL
1 CYLINDER BLOCK
2 ORING
3 BLOCK HEATER PLUG
with system hot and under pressure. Serious burns from coolant can occur.
DO NOT remove the radiator cap when draining the coolant from the reserve/overflow tank. Open the radiator
draincock and when the tank is empty, remove the radiator cap. The coolant does not have to be removed from
the tank unless the system is being refilled with a fresh mixture.
1. Drain the coolant from the radiator by loosening the draincock.
2. Drain coolant from engine block by removing the block heater plug.
FILLING
1. Tighten the radiator draincock and the cylinder block drain plug(s).
2. Fill system with an antifreeze mixture. Refer to Vehicle Quick Reference/Capacities and
Recommended Fluids Description . Fill the radiator to the top and install the radiator cap. Add
sufficient coolant to the reserve/overflow tank to raise the level to the FULL mark.
3. Operate the engine with both the radiator cap and reserve/overflow tank cap in place. After the engine has
reached the normal operating temperature, shut the engine off and allow it to cool.
4. Add coolant to the reserve/overflow tank as necessary. Only add coolant when the engine is cold.
Coolant level in a warm engine will be higher due to thermal expansion.
LEVEL CHECK
NOTE: Do not remove radiator cap for routine coolant level inspections. The coolant
level can be checked at coolant reserve/overflow tank.
The coolant reserve/overflow system provides a quick visual method for determining coolant level without
removing radiator pressure cap. With engine idling and at normal operating temperature, observe coolant level
in reserve/overflow tank. The coolant level should be between ADD and FULL marks.
SPECIFICATIONS
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TORQUE
DESCRIPTION N.m Ft. In.

Lbs. Lbs.
Bolt, Block Heater 2 17
Bolts, Condenser to Radiator 8 71
Electric Fan to Fan Shroud Bolts 6 53
Bolts, Fan Blade Assembly to Viscous Drive Diesel 23 17
Viscous Fan Drive Diesel 50 37
Bolts, Fan Shroud to Radiator Mounting 8 71
Bolts, Radiator Upper Isolator to Crossmember 9 80
Bolts, Thermostat Housing M6 12 105
Accessory Drive Belt Tensioner Bolt 45 33
Idler Pulley Bolt 45 33
Bolts, Water Pump
3.8L 12 9 106
2.8L 32 24
FILL VOLUMES
FILL VOLUMES
Metric US
3.7L 12L 13 qts.
2.8L DIESEL 12 L 13 qts
SPECIAL TOOLS
COOLING
Fig. 5: PINS, ADAPTER 8346
Fig. 6: SPANNER WRENCH 6958
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Fig. 7: TESTER, COOLING SYSTEM 7700A
Fig. 8: REFRACTOMETER 8286
ACCESSORY DRIVE
BELT, SERPENTINE
ACCESSORY DRIVE BELT
VISUAL DIAGNOSIS
Fig. 9: Belt Wear Patterns
1 NORMAL CRACKS BELT OK
2 NOT NORMAL CRACKS REPLACE BELT
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When diagnosing serpentine accessory drive belts, small cracks that run across the ribbed surface of the belt
from rib to rib (1), are considered normal. These are not a reason to replace the belt. However, cracks running
along a rib (not across) (2) are not normal. Any belt with cracks running along a rib must be replaced. Also
replace the belt if it has excessive wear, frayed cords or severe glazing.
Refer to the ACCESSORY DRIVE BELT DIAGNOSIS CHART for further belt diagnosis.
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 1. Foreign objects imbedded in 1. Remove foreign objects from
ribs 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 (2.5L)
insufficient tension
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 3. Replace faulty component or
failure (seizure) bearing
4. Belt glazed or hardened from 4. Replace belt.
heat and excessive slippage
LONGITUDAL BELT 1. Belt has mistracked from pulley 1. Replace belt
CRACKING groove
2. Pulley groove tip has worn 2. Replace belt
away rubber to tensile member
"GROOVE JUMPING" 1. Belt tension either too low or 1. Replace accessory drive belt
(Belt does not maintain correct too high tensioner. See Cooling/Accessory
position on pulley) Drive/TENSIONER, Belt
Removal
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 1. Replace belt and adjust tension
(Note: Identify and correct to specification
problem before new belt is 2. Tensile member damaged 2. Replace belt
installed) during belt installation
3. Severe misalignment 3. Align pulley(s)
4. Bracket, pulley, or bearing 4. Replace defective component
failure and belt
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NOISE (Objectionable squeal, 1. Belt slippage 1. Replace accessory drive belt
squeak, or rumble is heard or felt tensioner. See Cooling/Accessory
while drive belt is in operation) Drive/TENSIONER, Belt
Removal
2. Bearing noise 2. Locate and repair
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 fabric to age
or separated from body of belt) 3. Tension sheeting splice has 3. Replace belt
fractured
CORD EDGE FAILURE 1. Excessive tension 1. Replace accessory drive belt
(Tensile member exposed at edges tensioner. See Cooling/Accessory
of belt or separated from belt Drive/TENSIONER, Belt
body) Removal
2. Belt contacting stationary 2. Replace belt
object
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
Removal
3.8L
1 IDLER PULLEY
2 GENERATOR PULLEY
3 A/C COMPRESSOR
4 WATER PUMP PULLEY
5 CRANKSHAFT PULLEY
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7 P/S PUMP PULLEY
CAUTION: Do not let tensioner arm snap back to the freearm position, severe damage may
occur to the tensioner.
1. Disconnect negative battery cable from battery.
2. Rotate accessory belt tensioner (6)clockwise until it contacts its stop. Remove accessory drive belt (8),
then slowly rotate the accessory drive belt tensioner (6) into the freearm position.
2.8L DIESEL
Fig. 11: ACCESSORY DRIVE PIN INSTALLED
CAUTION: Do not let tensioner arm snap back to the freearm position, severe damage may
occur to the tensioner.
2. Using a suitable tool, rotate accessory drive belt tensioner until holes on arm and base are aligned.
3. Insert pin into hole to lock tensioner in place.
4. Remove accessory drive belt.
Installation
3.8L
2698 of 4937
1 IDLER PULLEY
2 GENERATOR PULLEY
3 A/C COMPRESSOR
4 WATER PUMP PULLEY
5 CRANKSHAFT PULLEY
7 P/S PUMP PULLEY
1. Check condition of all pulleys.
CAUTION: When installing the accessory drive belt, the belt MUST be routed
correctly. If not, the engine may overheat due to the water pump rotating
in the wrong direction.
2. Route accessory drive belt (8) around all pulleys except the idler pulley (1). Rotate the accessory drive
belt tensioner (6) clockwise until it contacts its stop position. Route the accessory drive belt (8) around
the idler pulley (1) and slowly let the tensioner rotate into the belt. Make sure the accessory drive belt (8)
is properly seated onto all pulleys.
2.8L DIESEL
2699 of 4937
Fig. 13: BELT ROUTING
1 WITH A/C
2 WITHOUT A/C
1. Check condition of all pulleys.
CAUTION: When installing the accessory drive belt, the belt MUST be routed
correctly. If not, the engine may overheat due to the water pump rotating
in the wrong direction.
2. Install accessory drive belt. Route the belt around all pulleys (1 or 2).
3. Using a suitable tool, hold accessory drive belt tensioner and remove pin.
4. Make sure the belt is seated onto all pulleys.
5. Slowly release tensioner into accessory drive belt.
2700 of 4937
PULLEY, IDLER
Removal
3.8L
Fig. 15: IDLER PULLEY 3.8L
1 IDLER PULLEY
2 IDLER PULLEY BOLT
1. Remove accessory drive belt. See Cooling/Accessory Drive/BELT, Serpentine Removal
2. Remove bolt (1) and idler pulley (2).
2.8L DIESEL
CAUTION: The retaining bolts on the idler pulleys are left hand thread.
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2. Remove the accessory drive belt. See Cooling/Accessory Drive/BELT, Serpentine Removal.
3. Remove the idler pulley retaining bolt and pulley (3).
Installation
3.8L
Fig. 17: IDLER PULLEY 3.8L
1 IDLER PULLEY
2 IDLER PULLEY BOLT
1. Install idler pulley (1) and pulley bolt (2). Tighten bolt to 61 N.m (45 ft. lbs.) torque.
2. install accessory drive belt. See Cooling/Accessory Drive/BELT, Serpentine Installation.
2.8L DIESEL
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1. Install idler pulley (3) and retaining bolt. Tighten bolt to 53 N.m (39 ft. lbs.)
2. Install accessory drive belt. See Cooling/Accessory Drive/BELT, Serpentine Installation.
TENSIONER, BELT
Description
BELT TENSIONER
The automatic belt tensioner is a spring loaded arm and pulley assembly. The tensioner assembly is designed to
apply constant pressure on the accessory drive belt to maintain proper belt tension.
Removal
3.8L
Fig. 19: ACCESSORY DRIVE BELT TENSIONER 3.8L
1 MOUNTING BOLT
1. Remove accessory drive belt. See Cooling/Accessory Drive/BELT, Serpentine Removal.
2. Remove accessory drive belt tensioner mounting bolt (1).
3. Remove accessory drive belt tensioner (2) from engine front cover.
WARNING: Because of high spring tension, do not attempt to disassemble automatic
tensioner. Unit is serviced as an assembly.
2.8L DIESEL
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2. Remove accessory drive belt. See Cooling/Accessory Drive/BELT, Serpentine Removal.
3. Using a suitable tool, hold accessory drive belt tensioner (2) and remove pin.
4. Slowly release accessory drive belt tensioner (1) to the freearm position.
5. Remove belt tensioner retaining bolt (1) and remove accessory drive belt tensioner (2).
Installation
3.8L
Fig. 21: ACCESSORY DRIVE BELT TENSIONER 3.8L
1 MOUNTING BOLT
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1. An indexing slot is located on back of tensioner (2). Align this slot to the head of the bolt on the front
cover. Install the mounting bolt (1). Tighten bolt to 41 N.m (30 ft. lbs.).
2. Install drive belt. See Cooling/Accessory Drive/BELT, Serpentine Installation.
2.8L DIESEL
Fig. 22: BELT TENSIONER AND IDLER PULLEY
1 BELT TENSIONER RETAINING BOLT
2 BELT TENSIONER
3 IDLER PULLEY
4 VIBRATION DAMPER/CRANKSHAFT PULLEY
5 VIBRATION DAMPER/CRANKSHAFT PULLEY RETAINING BOLTS
1. Install belt tensioner (2) and retaining bolt (1). Torque bolt (1) to 55 N.m (40 ft. lbs.).
2. Install the accessory drive belt. See Cooling/Accessory Drive/BELT, Serpentine Installation.
ENGINE
BOTTLE, COOLANT RECOVERY
Description
GAS ENGINE
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Fig. 23: COOLANT RECOVERY BOTTLE GAS
1 PRESSURE CAP
2 RECOVERY BOTTLE CAP
The coolant reserve/overflow system consists of a radiator mounted pressurized cap, a plastic coolant recovery
bottle, a hose connecting the radiator and recovery bottle, and an overflow tube on the side of the bottle.
The reservoir bottle also has an antislosh insert located within the bottle, this insert will aid in reducing coolant
loss from splash and spillage.
DIESEL ENGINE
Fig. 24: COOLANT RECOVERY CONTAINER DIESEL
1 PRESSURE CAP
2 COOLANT RECOVERY CONTAINER
The coolant recovery system consists of a radiator, a plastic coolant recovery container with a pressurized cap, a
hose connecting the radiator and the pressurized coolant recovery container, and an overflow tube on the side of
the bottle.
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Operation
OPERATION
The system works in conjunction with the radiator pressure cap. This is achieved by using thermal expansion
and contraction of the coolant to keep the coolant free of trapped air. It provides:
A volume for coolant expansion and contraction.
A convenient and safe method for checking/adjusting coolant level at atmospheric pressure. This is done
without removing the radiator pressure cap.
Some reserve coolant to the radiator to cover minor leaks and evaporation or boiling losses.
As the engine cools, a vacuum is formed in the cooling system of both the radiator and engine. Coolant will
then be drawn from the coolant tank and returned to a proper level in the radiator.
Removal
GAS ENGINE
1 RADIATOR CAP
2 COOLANT RECOVERY BOTTLE CAP
3 COOLANT RECOVERY BOTTLE
1. Disconnect the hose from radiator filler neck located below the radiator cap (1).
2. Remove coolant recovery bottle (3).
DIESEL ENGINE
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1 PRESSURE CAP
1. Remove coolant recovery container pressure cap (1).
2. Remove and plug coolant recovery tube (3).
3. Remove mounting nuts.
4. Remove coolant recovery container (2) from vehicle.
Installation
GAS ENGINE
1 PRESSURE CAP
1. Position the tabs located on the coolant recovery container (3) into the slots on the fan shroud.
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2. Reconnect the overflow hose onto the radiator filler neck.
3. Fill coolant recovery container (3). See Cooling Standard Procedure.
DIESEL ENGINE
1 PRESSURE CAP
1. Position coolant recovery container (2).
2. Install mounting nuts. Tighten to 10 N.m (89 in. lbs.).
3. Unplug and install coolant recovery tube (3).
4. Fill cooling system. See Cooling Standard Procedure.
5. Install coolant recovery container pressure cap (1).
CAP, RADIATOR
Description
DESCRIPTION
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Fig. 29: Radiator Pressure CapTypical
1 FILLER NECK SEAL
2 VACUUM VENT VALVE
3 PRESSURE RATING
4 PRESSURE VALVE
All radiators are equipped with a pressure cap. This cap releases pressure at some point within a range of 124
145 kPa (1821 psi). The pressure relief point (in pounds) is engraved on top of the cap
The cooling system will operate at pressures slightly above atmospheric pressure. This results in a higher
coolant boiling point allowing increased radiator cooling capacity. The cap contains a springloaded pressure
relief valve. This valve opens when system pressure reaches the release range of 124145 kPa (1821 psi).
A rubber gasket seals the radiator filler neck. This is done to maintain vacuum during coolant cooldown and to
prevent leakage when system is under pressure.
RADIATOR CAPTOFILLER NECK SEAL
The pressure cap upper gasket (seal) pressure relief can be tested by removing overflow hose from radiator
filler neck nipple. Attach hose of pressure tester tool 7700 (or equivalent) to nipple. It will be necessary to
disconnect hose from its adapter for filler neck. Pump air into radiator. The pressure cap upper gasket should
relieve at 69124 kPa (1018 psi) and hold pressure at a minimum of 55 kPa (8 psi).
WARNING: The warning words DO NOT OPEN HOT on radiator pressure cap, are a
safety precaution, when hot, pressure builds up in cooling system. To prevent
scalding or injury, radiator cap should not be removed while system is hot
and/or under pressure.
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Do not remove radiator cap at any time except for the following purposes:
1. Check and adjust antifreeze freeze point.
2. Refill system with new antifreeze.
3. Conducting service procedures.
4. Checking for vacuum leaks.
WARNING: If vehicle has been run recently, wait at least 15 minutes before removing
radiator cap. With a rag, squeeze radiator upper hose to check if system is
under pressure. Place a rag over cap and without pushing cap down,
rotate it counterclockwise to first stop. Allow fluid to escape through the
coolant reserve/overflow hose into reserve/overflow tank. Squeeze
radiator upper hose to determine when pressure has been released. When
coolant and steam stop being pushed into tank and system pressure
drops, remove radiator cap completely.
RADIATOR CAP
Fig. 30: Pressure Testing Radiator Pressure CapTypical
1 PRESSURE CAP
2 TYPICAL COOLING SYSTEM PRESSURE TESTER
Remove cap from radiator. Be sure that sealing surfaces are clean. Moisten rubber gasket with water and install
cap on pressure tester 7700 or an equivalent.
Operate tester pump to bring pressure to 117 kPa (17 psi) on gauge. If pressure cap fails to hold pressure of at
least 110 kPa (16 psi) replace cap. Refer to the following CAUTION .
The pressure cap may test properly while positioned on tool 7700 (or equivalent). It may not hold pressure or
vacuum when installed on radiator. If so, inspect radiator filler neck and cap's top gasket for damage. Also
inspect for dirt or distortion that may prevent cap from sealing properly.
CAUTION: Radiator pressure testing tools are very sensitive to small air leaks, which will
not cause cooling system problems. A pressure cap that does not have a
history of coolant loss should not be replaced just because it leaks slowly
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when tested with this tool. Add water to tool. Turn tool upside down and
recheck pressure cap to confirm that cap needs replacement.
Inspection
INSPECTION
Hold cap at eye level, right side up. The vent valve at bottom of cap should open. If rubber gasket has swollen
and prevents vent valve from opening, replace cap.
Hold cap at eye level, upside down. If any light can be seen between vent valve and rubber gasket, replace cap.
Do not use a replacement cap that has a spring to hold vent shut. A replacement cap must be the type
designed for a coolant reserve/overflow system with a completely sealed diaphragm spring and a rubber gasket.
This gasket is used to seal to radiator filler neck top surface. Use of proper cap will allow coolant return to
radiator.
COOLANT
Description
HOAT COOLANT
WARNING: Antifreeze is an ethyleneglycol base coolant and is harmful if swallowed or
inhaled. If swallowed, drink two glasses of water and induce vomiting. If
inhaled, move to fresh air area. Seek medical attention immediately. Do not
store in open or unmarked containers. Wash skin and clothing thoroughly after
coming in contact with ethyleneglycol. Keep out of reach of children. Dispose
of glycol base coolant properly, contact your dealer or government agency for
location of collection center in your area. Do not open a cooling system when
the engine is at operating temperature or hot under pressure, personal injury
can result. Avoid radiator cooling fan when engine compartment related service
is performed, personal injury can result.
CAUTION: Use of PropyleneGlycol based coolants is not recommended, as they provide
less freeze protection and less corrosion protection.
The cooling system is designed around the coolant. The coolant must accept heat from engine metal, in the
cylinder head area near the exhaust valves and engine block. Then coolant carries the heat to the radiator where
the tube/fin radiator can transfer the heat to the air.
The use of aluminum cylinder blocks, cylinder heads, and water pumps requires special corrosion protection.
MoparÂ® Antifreeze/Coolant, 5 Year/100,000 Mile Formula (MS9769), or the equivalent ethyleneglycol base
coolant with organic corrosion inhibitors (called HOAT, for Hybrid Organic Additive Technology) is
recommended. This coolant offers the best engine cooling without corrosion when mixed with 50% ethylene
glycol and 50% distilled water to obtain a freeze point of 37Â°C (35Â°F). If it loses color or becomes
contaminated, drain, flush, and replace with fresh properly mixed coolant solution.
CAUTION: MoparÂ® Antifreeze/Coolant, 5Year 160,000 km (100,000 Mile) Formula (MS
9769) may not be mixed with any other type of antifreeze. Mixing of coolants
other than specified (nonHOAT or other HOAT), may result in engine damage
that may not be covered under the new vehicle warranty, and decreased
corrosion protection.
COOLANT PERFORMANCE
The required ethyleneglycol (antifreeze) and water mixture depends upon climate and vehicle operating
conditions. The coolant performance of various mixtures follows:
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Pure Water Water can absorb more heat than a mixture of water and ethyleneglycol. This is for purpose of
heat transfer only. Water also freezes at a higher temperature and allows corrosion.
100 % EthyleneGlycol The corrosion inhibiting additives in ethyleneglycol need the presence of water to
dissolve. Without water, additives form deposits in system. These act as insulation causing temperature to rise
to as high as 149Â°C (300Â°F). This temperature is hot enough to melt plastic and soften solder. The increased
temperature can result in engine detonation. In addition, 100 % ethyleneglycol freezes at 22Â°C (8Â°F).
50/50 EthyleneGlycol and Water Is the recommended mixture, it provides protection against freezing to
37Â°C (34Â°F). The antifreeze concentration must always be a minimum of 44 %, yearround in all
climates. If percentage is lower, engine parts may be eroded by cavitation. Maximum protection against
freezing is provided with a 68 % antifreeze concentration, which prevents freezing down to 67.7Â°C (90Â°F).
A higher percentage will freeze at a warmer temperature. Also, a higher percentage of antifreeze can cause the
engine to overheat because specific heat of antifreeze is lower than that of water.
CAUTION: Richer antifreeze mixtures cannot be measured with normal field equipment
and can cause problems associated with 100 percent ethyleneglycol.
COOLANT SELECTION AND ADDITIVES
The use of aluminum cylinder blocks, cylinder heads and water pumps requires special corrosion protection.
Only MoparÂ® Antifreeze/Coolant, 5 Year/100,000 Mile Formula (glycol base coolant with corrosion
inhibitors called HOAT, for Hybrid Organic Additive Technology) is recommended. This coolant offers the best
engine cooling without corrosion when mixed with 50% distilled water to obtain to obtain a freeze point of
37Â°C (35Â°F). If it loses color or becomes contaminated, drain, flush, and replace with fresh properly mixed
coolant solution.
CAUTION: Do not use coolant additives that are claimed to improve engine cooling.
COOLANT CONCENTRATION TESTING
Coolant concentration should be checked when any additional coolant was added to system or after a coolant
drain, flush and refill. The coolant mixture offers optimum engine cooling and protection against corrosion
when mixed to a freeze point of 37Â°C (34Â°F) to 46Â°C (50Â°F). The a hydrometer or a refractometer
can be used to test coolant concentration.
A hydrometer will test the amount of glycol in a mixture by measuring the specific gravity of the mixture. The
higher the concentration of ethyleneglycol, the larger the number of balls that will float, and higher the freeze
protection (up to a maximum of 60% by volume glycol).
A refractometer, Tool 8286. See Cooling Special Tools will test the amount of glycol in a coolant mixture by
measuring the amount a beam of light bends as it passes through the fluid.
Some coolant manufactures use other types of glycols into their coolant formulations. Propyleneglycol is the
most common new coolant. However, propyleneglycol based coolants do not provide the same freezing
protection and corrosion protection and is not recommended.
CAUTION: Do not mix types of coolant corrosion protection will be severely reduced.
COOLER, EGR
Removal
REMOVAL
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Fig. 31: EGR COOLER
1. Drain coolant. See Cooling Standard Procedure.
2. Remove the left wheel house splash shield. Refer to Body/Exterior/SHIELD, Splash Removal .
3. Remove the coolant hoses from EGR cooler.
4. Remove the upper radiator hose from thermostat housing and position aside.
5. Remove the EGR air flow control valve. Refer to Emissions Control/Exhaust Gas
Recirculation/VALVE, Exhaust Gas Recirculation (EGR) Airflow Control Removal .
6. Remove the coolant recovery bottle hose from water pump inlet tube.
7. Remove five mounting bolts and the EGR cooler.
Installation
INSTALLATION
Fig. 32: EGR COOLER BOLT LOCATION
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1. Clean the gasket mating surfaces.
2. Using a new gasket, install the EGR cooler. Tighten the five bolts to 10 N.m (89 in lbs.).
Fig. 33: EGR COOLER
3. Install the coolant recovery bottle hose to water pump inlet tube.
4. Install the EGR air flow control valve. Refer to Emissions Control/Exhaust Gas
Recirculation/VALVE, Exhaust Gas Recirculation (EGR) Airflow Control Installation .
5. Install the upper radiator hose to thermostat housing.
6. Install the coolant hoses to EGR cooler.
7. Install the left wheel house splash shield. Refer to Body/Exterior/SHIELD, Splash Installation .
DRIVE, FAN
Description
DESCRIPTION
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Fig. 34: Water Pump Mounted Fan Drive 2.8L Engine
1 THERMAL VISCOUS FAN DRIVE
2 (4) FAN BLADETOVISCOUS DRIVE BOLTS
3 (4) FAN HUBTOPUMP PULLEY STUDS
4 WATER PUMP
5 WATER PUMP PULLEY
6 FAN BLADE
7 (4) FAN HUBTOPUMP PULLEY NUTS
CAUTION: Engines equipped with serpentine drive belts have reverse rotating fans and
viscous fan drives. They are marked with the word REVERSE to designate their
usage. Installation of the wrong fan or viscous fan drive can result in engine
overheating.
The thermal viscous fan drive is a siliconefluidfilled 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.
Operation
OPERATION
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Fig. 35: Viscous Fan Drive 2.8L Engine
1 VISCOUS FAN DRIVE
2 MOUNTING HUB
3 THERMOSTATIC SPRING
A thermostatic bimetallic spring coil is located on the front face of the viscous fan drive unit. This spring coil
reacts to the temperature of the radiator discharge air. It engages the viscous fan drive for higher fan speed if the
air temperature from the radiator rises above a certain point. Until additional engine cooling is necessary, the
fan will remain at a reduced rpm regardless of engine speed.
Only when sufficient heat is present, will the viscous fan drive engage. This is when the air flowing through the
radiator core causes a reaction to 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 reacts and
the fan speed is reduced to the previous disengaged speed.
VISCOUS FAN DRIVE
NOISE
NOTE: It is normal for fan noise to be louder (roaring) when:
The under hood temperature is above the engagement point for the viscous drive coupling. This may
occur when ambient (outside air temperature) is very 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 startup 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.
TESTING
If the fan assembly freewheels without drag (the fan blades will revolve more than five turns when spun by
hand), replace the fan drive. This spin test must be performed when the engine is cool.
For the following test, the cooling system must be in good condition. It also will ensure against excessively
high coolant temperature.
WARNING: Be sure that there is adequate fan blade clearance before drilling.
1. Drill a 3.18 mm (1/8 in.) diameter hole in the top center of the fan shroud.
2. Obtain a dial thermometer with an 8 inch stem (or equivalent). It should have a range of 18Â° 105Â°C
(4Â° 220Â° F). Insert thermometer through the hole in the shroud. Be sure that there is adequate
clearance from the fan blades.
3. Connect a tachometer and an engine ignition timing light (timing light is to be used as a strobe light).
4. Block the air flow through the radiator. Secure a sheet of plastic in front of the radiator (or air conditioner
condenser). Use tape at the top to secure the plastic and be sure that the air flow is blocked.
5. Be sure that the air conditioner (if equipped) is turned off.

WARNING: Use extreme caution when the engine is operating. Do not stand in a
direct line with the fan. Do not put your hands near the pulleys, belts or
fan. Do not wear loose clothing.
6. Start the engine and operate at 2400 rpm. Within ten minutes the air temperature (indicated on the dial
thermometer) should be up to 88Â° C (190Â° F). Fan drive engagement should have started to occur at
between 91Â° 100Â° C (197Â° 213Â° F). Engagement is distinguishable by a definite increase in fan
flow noise (roaring). The timing light also will indicate an increase in the speed of the fan.
7. When the air temperature reaches 88Â° C (190Â° F), remove the plastic sheet. Fan drive disengagement
should have started to occur at between 80.5Â° 89.4Â° C (177Â° 193Â° F). A definite decrease of fan
flow noise (roaring) should be noticed. If not, replace the defective viscous fan drive unit.
CAUTION: Engines equipped with serpentine drive belts have reverse rotating fans
and viscous fan drives. They are marked with the word REVERSE to
designate their usage. Installation of the wrong fan or viscous fan drive
can result in engine overheating.
CAUTION: If the viscous fan drive is replaced 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.
Removal
DIESEL ENGINE
Fig. 36: Viscous Fan and Fan Drive 3.7L
1 SPECIAL TOOL 6958 SPANNER WRENCH WITH ADAPTER PINS 8346
2 FAN
1. Disconnect negative battery cable from battery.
NOTE: The thermal viscous fan drive/fan blade assembly is attached (threaded)
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to water pump hub shaft.
2. Remove the accessory drive belt. See Cooling/Accessory Drive/BELT, Serpentine Removal.
3. Remove fan shroud to radiator bolts.
4. Do not unbolt fan blade assembly from viscous fan drive at this time.
5. Remove fan blade/viscous fan drive assembly from water pump using spanner wrench, tool 6958 and
adapters (1) 8346, by turning mounting nut counterclockwise as viewed from front. Threads on viscous
fan drive (2) are RIGHT HAND.
6. Do not attempt to remove fan/viscous fan drive assembly from vehicle at this time.
7. Remove fan shroud and fan blade/viscous fan drive assembly as a complete unit from vehicle.
8. After removing fan blade/viscous fan drive assembly, do not place viscous fan drive in horizontal
position. If stored horizontally, silicone fluid in the viscous fan drive could drain into its bearing
assembly and contaminate lubricant.
CAUTION: Do not remove water pump pulleytowater pump bolts. This pulley is
under belt tension.
9. Remove four bolts securing fan blade assembly to viscous fan drive.
Installation
DIESEL ENGINE
Fig. 37: Viscous Fan and Fan Drive 3.7L
1 SPECIAL TOOL 6958 SPANNER WRENCH WITH ADAPTER PINS 8346
2 FAN
1. Assemble fan blade (2) to viscous fan drive. Tighten mounting bolts to 23.7 N.m (210 in. lbs.) torque.
NOTE: The viscous fan and fan shroud must be installed as an assembly.
2. Position fan drive assembly and fan shroud, thread the fan drive assembly onto the water pump pulley.
Tighten nut using spanner wrench, tool 6958 and adapters (1), tool 8346, to 50 N.m (37 ft. lbs.).
3. Install the fan shroud to radiator mounting bolts. Tighten bolts to 9 N.m (80 in.lbs).
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4. Install accessory drive belt. See Cooling/Accessory Drive/BELT, Serpentine Installation.
FAN, COOLING
Description
DESCRIPTION
The electric cooling fan replaces the engine driven mechanical fan. The electric cooling fan is integral to the fan
shroud and is located between the radiator and the engine.
The electric fan is controlled by the electronic control module (ECM).
The electric cooling fan is not serviceable. Any failure of the fan blade, electric motor or fan shroud requires
replacement of the fan module.
CAUTION: Do not attempt to service the electric cooling fan or fan blades separately,
replace the cooling module as an assembly. Failure to do so may cause severe
damage to the electric cooling fan assembly.
Removal
REMOVAL
Fig. 38: Electric Fan Jumper Harness
2. Remove the windshield washer fluid reservoir. Refer to Electrical/Wipers/Washers/RESERVOIR,
Windshield Washer Removal .
3. Remove the upper radiator seal.
4. Disconnect the electric fan jumper harness (1) at the fan shroud and fan.
5. Remove the viscous fan from the fan pulley. See Cooling/Engine/DRIVE, Fan Removal.
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7. Remove the lower radiator seal push pins.
8. Remove the lower radiator hose to fan shroud retainers (1).
9. Remove the lower electric cooling fan mounting bolts.
11. Remove the upper fan shroud mounting bolts.
12. Remove the upper electric cooling fan mounting bolts.
13. Remove the viscous fan, fan shroud and electric cooling fan as an assembly.
Cleaning
CLEANING
Clean the fan blades using a mild soap and water. Do not use an abrasive to clean the blades.
Inspection
INSPECTION
WARNING: Do not attempt to bend or straighten fan blades if fan is not within
specifications.
CAUTION: If fan blade assembly is replaced because of mechanical damage, water pump
and viscous fan drive should also be inspected. These components could have
been damaged due to excessive vibration.
1. Remove fan blade assembly from viscous fan drive unit (four bolts).
2. Lay fan on a flat surface with leading edge facing down. With tip of blade touching flat surface, replace
fan if clearance between opposite blade and surface is greater than 2.0 mm (.090 inch). Rocking motion
of opposite blades should not exceed 2.0 mm (.090 inch). Test all blades in this manner.
3. Inspect fan assembly for cracks, bends, loose rivets or broken welds. Replace fan if any damage is found.
Installation
INSTALLATION
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1. Position the electric cooling fan, fan shroud and viscous fan in to the vehicle as an assembly.
2. Install the upper electric fan mounting bolts. Tighten the bolts to 6 N.m (53 in. lbs.)
3. Install the upper fan shroud mounting bolts. Tighten the bolts to 8 N.m (71 in. lbs.)
5. Install the lower electric fan mounting bolts. Tighten the bolts to 6 N.m (53 in. lbs.)
6. Install the lower radiator hose to fan shroud retainers (1).
7. Install the lower radiator seal push pins.
Fig. 41: Electric Fan Jumper Harness
9. Install the viscous fan to the fan pulley. See Cooling/Engine/DRIVE, Fan Installation.
10. Connect the electric fan jumper harness (1) at the fan shroud and fan.
11. Install the upper radiator seal.
12. Install the windshield washer fluid reservoir. Refer to Electrical/Wipers/Washers/RESERVOIR,
Windshield Washer Installation .
HEATER, ENGINE BLOCK
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Description
DESCRIPTION
WARNING: Do not operate engine unless block heater cord has been disconnected from
power source and secured in place.
An optional engine block heater is available for all models. The heater is equipped with a power cord. The cord
is attached to an engine compartment component with tiestraps. The heater warms the engine providing easier
engine starting and faster warmup 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.
Removal
3.8L ENGINE
Fig. 42: ENGINE BLOCK HEATER 3.7L
1 POWER CORD
2 BLOCK HEATER
3 CORE HOLE
1. Drain cooling system. See Cooling Standard Procedure.
3. Detach power cord plug from heater.
4. Loosen screw in center of heater. Remove heater assembly.
Installation
3.8L ENGINE
2723 of 4937
Fig. 43: ENGINE BLOCK HEATER 3.7L
1 POWER CORD
2 BLOCK HEATER
3 CORE HOLE
1. Thoroughly clean core hole and heater seat.
2. Insert heater assembly with element loop positioned upward .
3. With heater seated, tighten center screw securely to assure a positive seal.
CAUTION: To prevent damage, the power cord must be secured in it's retaining clips,
and not positioned so it could contact linkages or exhaust manifold.
4. Connect power cord to heater.
5. Lower vehicle.
HOSE, COOLANT, 2.8L DIESEL
Removal
HEATER CORE RETURN HOSE
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1. Drain cooling system. See Cooling Standard Procedure
2. Remove engine cover from engine. Refer to Engine Removal .
3. Disconnect heater core supply line (1) at heater core and viscous heater. Remove hose from vehicle.
4. Disconnect heater core return line (1) from heater core and EGR cooler. Remove hose from vehicle.
Installation
HEATER CORE RETURN HOSE
1. Connect heater core supply hose (1) to heater core and viscous heater. Position hose clamps into proper
position.
2. Connect heater core return hose (1) to heater core and EGR cooler. Position hose clamps into proper
position.
3. Install engine cover to engine. Refer to Engine Installation .
4. Refill cooling system. See Cooling Standard Procedure.
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PUMP, WATER
Description
3.8L ENGINE
Fig. 46: Water Pump 3.8L Engine
1 WATER PUMP
2 PULLEY WATER PUMP
3 BOLT PULLEY
4 BOLT WATER PUMP
5 SEAL WATER PUMP
The water pump has a diecast aluminum body and a plastic impeller. It bolts directly to the timing chain case
cover, using a rubber seal for sealing. It is driven by the accessory drive belt.
2.8L DIESEL ENGINE
Fig. 47: WATER PUMP
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The water pump on the 2.8L diesel has a die cast aluminum housing. It bolts directly to the engine block.
Operation
WATER PUMP
The water pump is used to circulate coolant through the cooling system. The coolant is pumped through the
engine block, cylinder head, heater core, EGR cooler, viscous heater, and radiator.
Standard Procedure
COOLANT AIR EVACUATION
Fig. 48: Pressurized Air Operated Vacuum Generator
Evacuating or purging air from the cooling system involves the use of a pressurized air operated vacuum
generator. The vacuum created allows for a quick and complete coolant refilling while removing any airlocks
present in the system components.
NOTE: To avoid damage to the cooling system, ensure that no component would be
susceptible to damage when a vacuum is drawn on the system.
WARNING: ANTIFREEZE IS AN ETHYLENE GLYCOL BASE COOLANT AND IS HARMFUL IF
SWALLOWED OR INHALED. IF SWALLOWED, DRINK TWO GLASSES OF
WATER AND INDUCE VOMITING. IF INHALED, MOVE TO FRESH AIR AREA.
SEEK MEDICAL ATTENTION IMMEDIATELY. DO NOT STORE IN OPEN OR
UNMARKED CONTAINERS. WASH SKIN AND CLOTHING THOROUGHLY AFTER
COMING IN CONTACT WITH ETHYLENE GLYCOL. KEEP OUT OF REACH OF
CHILDREN. DISPOSE OF GLYCOL BASED COOLANT PROPERLY. CONTACT
YOUR DEALER OR GOVERNMENT AGENCY FOR LOCATION OF COLLECTION
CENTER IN YOUR AREA. DO NOT OPEN A COOLING SYSTEM WHEN THE
ENGINE IS AT OPERATING TEMPERATURE OR HOT UNDER PRESSURE;
PERSONAL INJURY CAN RESULT. AVOID RADIATOR COOLING FAN WHEN
ENGINE COMPARTMENT RELATED SERVICE IS PERFORMED; PERSONAL
INJURY CAN RESULT.
WARNING: WEAR APPROPRIATE EYE AND HAND PROTECTION WHEN PERFORMING
THIS PROCEDURE.
NOTE: The service area where this procedure is performed should have a minimum
shop air requirement of 80 PSI (5.5 bar) and should be equipped with an air
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dryer system.
NOTE: For best results, the radiator should be empty. The vehicle's heater control
should be set to the heat position (ignition may need to be turned to the on
position but do not start the motor).
1. Refer to the Chrysler Pentastar Service Equipment (Chrysler PSE) Coolant Refiller #85150650 or
equivalent tool's operating manual for specific assembly steps.
2. Choose an appropriate adapter cone that will fit the vehicle's radiator filler neck or reservoir tank.
3. Attach the adapter cone (2) to the vacuum gauge (1).
Fig. 49: Vacuum Generator/Venturi Ball Valve
4. Make sure the vacuum generator/venturi ball valve (3) is closed and attach an airline hose (2) (minimum
shop air requirement of 80 PSI/5.5 bar) to the vacuum generator/venturi (1).
5. Position the adaptor cone/vacuum gauge assembly into the radiator filler neck or reservoir tank. Ensure
that the adapter cone is sealed properly.
Fig. 50: Vacuum Generator/Venturi
6. Connect the vacuum generator/venturi (2) to the positioned adaptor cone/vacuum gauge assembly (1).
7. Open the vacuum generator/venturi ball valve.
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NOTE: Do not bump or move the assembly as it may result in loss of vacuum.
Some radiator overflow hoses may need to be clamped off to obtain
vacuum.
8. Let the system run until the vacuum gauge shows a good vacuum through the cooling system. Refer to
the tool's operating manual for appropriate pressure readings.
NOTE: If a strong vacuum is being created in the system, it is normal to see the
radiator hoses to collapse.
9. Close the vacuum generator/venturi ball valve.
Fig. 51: Vacuum Generator/Venturi And Air Line
10. Disconnect the vacuum generator/venturi and airline from the adaptor cone/vacuum gauge assembly.
11. Wait approximately 20 seconds, if the pressure readings do not move, the system has no leaks. If the
pressure readings move, a leak could be present in the system and the cooling system should be checked
for leaks and the procedure should be repeated.
12. Place the tool's suction hose into the coolant's container.
NOTE: Ensure there is a sufficient amount of coolant, mixed to the required
strength/protection level available for use. For best results and to assist
the refilling procedure, place the coolant container at the same height as
the radiator filler neck. Always draw more coolant than required. If the
coolant level is too low, it will pull air into the cooling system which could
result in airlocks in the system.
13. Connect the tool's suction hose (1) to the adaptor cone/vacuum gauge assembly (2).
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Fig. 52: Suction Hose Ball Valve
14. Open the suction hose's ball valve to begin refilling the cooling system.
15. When the vacuum gauge reads zero, the system is filled.
NOTE: On some remote pressurized tanks, it is recommended to stop filling when
the proper level is reached.
16. Close the suction hose's ball valve and remove the suction hose from the adaptor cone/vacuum gauge
assembly.
17. Remove the adaptor cone/vacuum gauge assembly from the radiator filler neck or reservoir tank.
18. With heater control unit in the HEAT position, operate engine with container cap in place.
19. 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 pressure container.
20. Add coolant to the recovery bottle/container as necessary. Only add coolant to the container when the
engine is cold. Coolant level in a warm engine will be higher due to thermal expansion. Add
necessary coolant to raise container level to the COLD MINIMUM mark after each cool down period.
21. Once the appropriate coolant level is achieved, attach the radiator cap or reservoir tank cap.
Removal
3.8L ENGINE
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Fig. 53: Gasket And Water Pump
1. Drain the cooling system. See Cooling Standard Procedure
2. Remove the accessory drive belt shield.
3. Remove the accessory drive belt. See Cooling/Accessory Drive/BELT, Serpentine Removal
4. Remove the water pump pulley bolts.
NOTE: To remove the water pump pulley, it MUST first be positioned between
water pump housing and drive hub. The pulley can then be removed with
the water pump assembly.
5. Rotate pulley until openings in pulley align with water pump drive hub spokes. Move pulley inward
between pump housing and hub.
6. Position pulley to allow access to water pump mounting bolts. Remove water pump mounting bolts.
7. Remove water pump (2) with the pulley loosely positioned between hub and the pump body.
8. Remove and discard the gasket (1) and water pump seal.
9. Clean seal groove and sealing surfaces on pump and timing chain case cover. Take care not to scratch or
gouge sealing surfaces.
2.8L DIESEL ENGINE
Fig. 54: FRONT LIFTING BRACKET
2. Remove the radiator fan. See Cooling/Engine/FAN, Cooling Removal
3. Drain cooling system. See Cooling Standard Procedure.
4. Remove the lifting bracket (1).
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5. Remove the upper front cover (2).
Fig. 56: LOWER FRONT COVER
6. Remove the crankshaft damper (1) and lower front cover (2).
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7. Remove the timing belt.
8. Remove the inner front cover.
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Fig. 59: WATER PUMP
9. Remove the water pump retaining bolts and the pump assembly.
Cleaning
CLEANING
Clean the gasket mating surface. Use caution not to damage the gasket sealing surface.
Inspection
INSPECTION
Inspect the water pump assembly for cracks in the housing, Water leaks from shaft seal, loose or rough turning
bearing or impeller rubbing either the pump body or timing chain case/cover.
Installation
3.8L ENGINE
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Fig. 60: WATER PUMP SEAL
1 WATER PUMP HOUSING
2 SEAL
3 IMPELLER
1. Install new seal (2) into water pump housing groove.
NOTE: The water pump pulley MUST be positioned loosely between the pump
housing and drive hub BEFORE water pump installation.
2. Position the water pump pulley loosely between pump housing and drive hub.
Fig. 61: Gasket And Water Pump
3. Install the water pump (1), new gasket (1) and pulley to the timing chain case cover. Tighten the water
pump bolts (2) to 12 N.m (105 in. lbs.).
4. Position pulley on water pump hub. Install bolts and tighten to 28 N.m (250 in. lbs.).
5. Rotate pump by hand to check for freedom of movement.
6. Install the accessory drive belt. See Cooling/Accessory Drive/BELT, Serpentine Installation
7. Install drive belt shield.
8. Evacuate air and refill cooling system. See Cooling/Engine/PUMP, Water Standard Procedure
9. Check cooling system for leaks. See Cooling Diagnosis and Testing
2.8L DIESEL ENGINE
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Fig. 62: WATER PUMP
1. Clean mating surfaces of water pump housing and engine block as necessary.
2. Place new Oring in groove in water pump housing.
3. Install the water pump and the mounting bolts. Tighten the water pump bolts to 32 Nm (24 ft. lbs.)
4. Install the inner front cover.
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5. Install the timing belt.
Fig. 65: LOWER FRONT COVER
6. Install the outer front cover (2).
7. Install the crankshaft damper (1).
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8. Install the upper front cover (2).
Fig. 67: FRONT LIFTING BRACKET
9. Install the lifting bracket.
10. Install the fan. See Cooling/Engine/FAN, Cooling Installation
11. Evacuate air and refill cooling system. See Cooling/Engine/PUMP, Water Standard Procedure
13. Check cooling system for leaks. See Cooling Diagnosis and Testing
RADIATOR, ENGINE COOLING
Description
DESCRIPTION
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Fig. 68: CROSSFLOW RADIATOR
2 RADIATOR PRESSURE CAP
3 RADIATOR FAN ELECTRICAL CONNECTOR
4 RADIATOR FAN
6 RADIATOR
A heavy duty crossflow aluminum/plastic radiator is used. The radiator consists of an aluminum core and
plastic end tanks, which are fastened to the core with clinch tabs and sealed with a high temperature rubber
gasket.
Vehicles equipped with automatic transmissions use a combination A/C condenser/transmission oil cooler
located on the front of the radiator.
If the plastic tank has been damaged, individual parts are not available, and the radiator must be replaced.
Operation
OPERATION
As air passes through the radiator core, the heat within the coolant is dissipated into the ambient air.
RADIATOR COOLANT FLOW
The following procedure will determine if coolant is flowing through the cooling system.
If engine is cold, idle engine until normal operating temperature is reached. Then feel the upper radiator hose. If
hose is hot, the thermostat is open and water is circulating through cooling system.
Removal
REMOVAL
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Fig. 69: COOLANT RECOVERY CONTAINER REMOVAL GAS
1 COOLANT RECOVERY CONTAINER GAS
2 HOSE
3 UPPER RADIATOR HOSE
CAUTION: When removing the radiator or A/C condenser for any reason, note the location
of all radiatortobody and radiatortoA/C condenser rubber air seals. These
are used at the top, bottom and sides of the radiator and A/C condenser. To
prevent overheating, these seals must be installed to their original positions.
2. Drain cooling system. See Cooling Standard Procedure drain coolant into a clean container for reuse.
3. Remove coolant recovery container (1). See Cooling/Engine/BOTTLE, Coolant Recovery Removal.
Fig. 70: RADIATOR FAN ELECTRICAL CONNECTOR
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4. Remove radiator upper seal (2).
5. Remove the electric cooling fan. See Cooling/Engine/FAN, Cooling Removal.
6. Remove lower radiator seal.
7. Remove lower radiator hose.
8. Remove front grill. Refer to Body/Exterior/GRILLE Removal .
9. Remove two A/C condenser mounting bolts. Lift A/C condenser out of Jclips.
10. Loosen horn mounting bolt. Rotate horn out of the way.
11. Remove A/C tubing mounting bracket bolt.
12. Remove radiator mounting bolts.
13. The lower part of radiator is equipped with two alignment dowel pins. They are located on the bottom of
radiator tank and fit into rubber grommets. These rubber grommets are pressed into the radiator lower
crossmember.
14. Lift radiator straight up and out of vehicle taking care not to damage radiator fins.
15. When removing radiator, note position of the rubber seals located on the top and bottom of radiator (on
certain models only). To prevent possible overheating, these seals must be installed to their original
positions.
Inspection
INSPECTION
The radiator cooling fins should be checked for damage or deterioration. Inspect cooling fins to make sure they
are not bent or crushed, these areas result in reduced heat exchange causing the cooling system to operate at
higher temperatures. Inspect the plastic end tanks for cracks, damage or leaks.
Inspect the radiator neck for damage or distortion.
Installation
INSTALLATION
Fig. 71: RADIATOR FAN ELECTRICAL CONNECTOR
CAUTION: Before installing the radiator or A/C condenser, be sure the radiatortobody
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and radiatortoA/C condenser rubber air seals are properly fastened to their
original positions. These are used at the top, bottom and sides of the radiator
and A/C condenser. To prevent overheating, these seals must be installed to
their original positions.
1. Guide the two radiator alignment dowels into the rubber grommets located in lower radiator
crossmember. Install and tighten mounting bolts to 8 N.m (70 in. lbs.) torque.
2. Position combination A/C condenser/transmission oil cooler in Jclips and install mounting bolts.
3. Tighten bolts to 8 N.m (70 in. lbs.).
4. Position evaporator line tapping block and install mounting bolt. Tighten to 8 N.m (70 in. lbs.).
5. Position horn and tighten mounting bolt to 8 N.m (70 in. lbs.).
6. Install the electric cooling fan. See Cooling/Engine/FAN, Cooling Installation.
7. Position and install the lower radiator seal.
8. Install upper radiator seal (2).
9. Install front grill. Refer to Body/Exterior/GRILLE Installation .
Fig. 72: COOLANT RECOVERY CONTAINER REMOVAL GAS
1 COOLANT RECOVERY CONTAINER GAS
2 HOSE
3 UPPER RADIATOR HOSE
10. Connect radiator hoses (2, 3) and install hose clamps.
11. Install coolant recovery container (1).
12. Fill cooling system with correct coolant. See Cooling Standard Procedure.
RELAY, RADIATOR FAN
Description
DESCRIPTION
The electric cooling fan HI and LOW relays are located in the Power Distribution Center (PDC) in the engine
compartment. See the fuse and relay layout label affixed to the inside surface of the PDC cover for cooling fan
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relay identification and location.
The HI and LOW cooling fan relays cannot be adjusted or repaired. If the HI or LOW relay is damaged or
faulty, it must be replaced.
SENSOR, COOLANT TEMPERATURE
Description
DESCRIPTION
The Engine Coolant Temperature (ECT) sensor is used to sense engine coolant temperature. The sensor
protrudes into an engine water jacket.
The ECT sensor is a twowire Negative Thermal Coefficient (NTC) sensor. Meaning, as engine coolant
temperature increases, resistance (voltage) in the sensor decreases. As temperature decreases, resistance
(voltage) in the sensor increases.
Operation
OPERATION
At keyon, the Powertrain Control Module (PCM) sends out a regulated 5 volt signal to the ECT sensor. The
PCM then monitors the signal as it passes through the ECT sensor to the sensor ground (sensor return).
When the engine is cold, the PCM will operate in Open Loop cycle. It will demand slightly richer airfuel
mixtures and higher idle speeds. This is done until normal operating temperatures are reached.
The PCM uses inputs from the ECT sensor for the following calculations:
For engine coolant temperature gauge operation through CCD or PCI (J1850) communications
Injector pulsewidth
Sparkadvance curves
ASD relay shutdown times
Idle Air Control (IAC) motor keyon steps
Pulsewidth primeshot during cranking
O2 sensor closed loop times
Purge solenoid on/off times
EGR solenoid on/off times (if equipped)
Leak Detection Pump operation (if equipped)
Radiator fan relay on/off times (if equipped)
Target idle speed
Removal
3.8L ENGINE
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Fig. 73: ENGINE COOLANT TEMP SENSOR (ETC) 3.8L
1 ENGINE COOLANT TEMPERATURE SENSOR (ETC)
WARNING: Hot, pressurized coolant can cause injury by scalding. Cooling system must be
partially drained before removing the coolant temperature sensor.
1. Remove air cleaner assembly. Refer to Engine/Air Intake System/BODY, Air Cleaner Removal .
2. Partially drain the cooling system.
3. Disconnect the electrical connector (2) from the engine coolant sensor (1).
4. Remove the sensor from the intake manifold.
2.8L DIESEL ENGINE
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Fig. 74: CYLINDER HEAD ASSEMBLY
1 CYLINDER HEAD BOLT
2 GLOW PLUG
3 COOLANT FITTING
4 CYLINDER HEAD ALIGNMENT DOWEL
5 GLOW PLUG HARNESS
6 CYLINDER LINER
7 CYLINDER BLOCK
9 CYLINDER HEAD
10 ROCKER ARM ASSEMBLIES
WARNING: Do not remove or loosen the coolant pressure/vent cap, cylinder block drain
plugs, or the draincock when the system is hot and under pressure because
serious burns from the coolant can occur.
2. Drain the cooling system. See Cooling Standard Procedure.
3. Disconnect coolant temperature sensor electrical connector.
4. Remove coolant temperature sensor (3) from cylinder head.
Installation
3.8L ENGINE
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Fig. 75: ENGINE COOLANT TEMP SENSOR (ETC) 3.8L
1 ENGINE COOLANT TEMPERATURE SENSOR (ETC)
1. Apply sealant to ECT sensor threads (new replacement ECT sensors will have sealant already applied).
2. Install ECT sensor (1) into intake manifold. Tighten to 11 N.m (8 ft. lbs.) torque.
3. Connect electrical connector (2).
5. Install air cleaner housing. Refer to Engine/Air Intake System/BODY, Air Cleaner Installation .
2.8L DIESEL ENGINE
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Fig. 76: CYLINDER HEAD ASSEMBLY
1 CYLINDER HEAD BOLT
2 GLOW PLUG
3 COOLANT FITTING
4 CYLINDER HEAD ALIGNMENT DOWEL
5 GLOW PLUG HARNESS
6 CYLINDER LINER
7 CYLINDER BLOCK
9 CYLINDER HEAD
10 ROCKER ARM ASSEMBLIES
1. Install coolant temperature sensor in thermostat housing.
2. Connect coolant temperature sensor electrical connector.
THERMOSTAT
Description
DESCRIPTION
Fig. 77: ThermostatTypical
1 LONG BOLT
2 GASKET
3 THERMOSTAT
4 THERMOSTAT HOUSING
5 SHORT BOLT
CAUTION: Do not operate an engine without a thermostat, except for servicing or testing.
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The thermostat on all gas powered engines is located beneath the thermostat housing at the front of the intake
manifold.
The thermostat is a wax pellet driven, reverse poppet choke type.
Coolant leakage into the pellet container will cause the thermostat to fail in the open position. Thermostats very
rarely stick. Do not attempt to free a thermostat with a prying device.
The same thermostat is used for winter and summer seasons. An engine should not be operated without a
thermostat, except for servicing or testing. Operating without a thermostat causes longer engine warmup time,
unreliable warmup performance, increased exhaust emissions and crankcase condensation that can result in
sludge formation.
Operation
OPERATION
The wax pellet is located in a sealed container at the spring end of the thermostat. When heated, the pellet
expands, overcoming closing spring tension and water pump pressure to force the valve to open.
ENGINE COOLANT THERMOSTAT
ONBOARD DIAGNOSTICS
All models are equipped with OnBoard Diagnostics for certain cooling system components. If the powertrain
control module (PCM) detects low engine coolant temperature, it will record a Diagnostic Trouble Code (DTC).
For other DTC numbers. Refer to DTCBased Diagnostics/MODULE, Engine Control (ECM) Diagnosis
and Testing .
Removal
3.8L ENGINE
Fig. 78: THERMOSTAT HOUSING 3.8L
1 MOUNTING BOLT
3 THROTTLE BODY ELECTRICAL CONNECTOR
2. Remove air filter housing. Refer to Engine/Air Intake System/BODY, Air Cleaner Removal .
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3. Drain cooling system down below the thermostat level. See Cooling Standard Procedure
4. Disconnect throttle body electrical connector (3).
5. Remove radiator upper hose at thermostat housing (2).
6. Remove thermostat housing bolts (1) and thermostat housing (2).
Fig. 79: THERMOSTAT 3.8L
2 THERMOSTAT
7. Remove thermostat (2) from thermostat housing (1).
8. Clean both sealing surfaces.
2.8L DIESEL ENGINE
Fig. 80: THERMOSTAT HOUSING
1 GASKET
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3 BOLT(S)
4 BRACKET
2. Remove engine cover. Refer to Engine Removal .
3. Partially drain cooling system. See Cooling Standard Procedure.
4. Disconnect upper radiator hose and bypass hoses at thermostat housing (2).
5. Remove thermostat housing retaining bolts (3) , support bracket (4) and housing (2) from cylinder head,
discard gasket.
Installation
3.8L ENGINE
Fig. 81: THERMOSTAT 3.8L
2 THERMOSTAT
1. Position thermostat (2) in thermostat housing (1).
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Fig. 82: THERMOSTAT HOUSING 3.8L
1 MOUNTING BOLT
3 THROTTLE BODY ELECTRICAL CONNECTOR
2. Install thermostat housing and thermostat assembly on intake manifold. Tighten bolts (1) to 12 N.m (105
in. lbs.).
3. Install the radiator upper hose to thermostat housing (2).
4. Connect throttle body electrical connector (3).
5. Refill the cooling system to the proper level. See Cooling Standard Procedure
7. Install air filter housing. Refer to Engine/Air Intake System/BODY, Air Cleaner Installation .
2.8L DIESEL ENGINE
Fig. 83: THERMOSTAT HOUSING
1 GASKET
3 BOLT(S)
4 BRACKET
1. Clean old gasket material from cylinder head and thermostat housing (2).
2. Install thermostat housing (2) with gasket (1) and support bracket (4) to cylinder head. Torque bolts (3) to
28 N.m. (250 in. lbs.).
3. Connect coolant bypass hose and upper radiator hose to thermostat housing (2).
5. Install engine cover. Refer to Engine Installation .
TRANSMISSION
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STANDARD PROCEDURE
QUICK CONNECT FITTING DISASSEMBLY/ASSEMBLY
DISCONNECT
Fig. 84: Oil Cooler Line Quick Connect Fitting Disassembly
1 QUICK CONNECT FITTING
2 DUST CAP
3 OIL COOLER LINE
1. Remove the dust cap by pulling it straight back off of the quick connect fitting (1).
2. Place the properly sized release tool (4) onto the transmission cooler line with the fingers of the tool
facing the quick connect fitting.
3. Slide the release tool down the transmission line and engage the fingers of the tool into the retaining clip.
When properly engaged in the clip, the tool will fit flush against the quick connect fitting.
4. Rotate the release tool 60Â° to expand the retaining clip.
5. While holding the release tool against the quick connect fitting, pull back on the transmission cooler line
to remove it.
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6. If the quick connect fitting is damaged or leaking at the transmission oil cooler or transmission, remove
the fitting.
CONNECT
Fig. 85: Oil Cooler Line Quick Connect Fitting Assembly
1 QUICK CONNECT FITTING
2 CLIP
3 OIL COOLER LINE
4 DUST CAP
1. If removed, install the quick connect fitting into the transmission oil cooler or the transmission. Tighten
the fitting to 15 N.m (132 in. lbs.).
2. Align the cooler line (3) with the quick connect fitting while pushing straight into the fitting.
3. Push in on the transmission cooler line until a click is heard or felt.
4. Slide the dust cap (4) down the transmission cooler line and snap it over the quick connect fitting until it
is fully seated and rotates freely. The dust cap will only snap over the quick connect fitting when the
transmission cooler line is properly installed.
NOTE: If the dust cap will not snap into place, repeat step 2.
COOLER, TRANSMISSION OIL
Description
DESCRIPTION
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The automatic transmission oil cooler is located in the front of the radiator and behind the front grill and is
combined with the A/C condenser. The transmission oil cooler is a heat exchanger that allows heat in the
transmission fluid to be transferred to the air passing over the cooler fins.
The Transmission oil cooler/A/C condenser assembly is equipped with quick connect fitting for the
transmission oil cooler lines and a tapping block for the evaporator condenser.
The Transmission oil cooler/A/C condenser assembly.
Operation
OPERATION
Transmission oil is routed through the cooler where heat is removed from the transmission oil before returning
to the transmission.
Removal
REMOVAL
1. Remove electric cooling fan. See Cooling/Engine/FAN, Cooling Removal.
2. Remove the transmission cooler line retaining block nut and plate.
3. Using Trans Cooler Line Disconnect 8875A, disconnect transmission cooler lines from transmission
cooler. See Cooling/Transmission Standard Procedure.
4. Remove the transmission cooler mounting bolts.
5. Remove transmission cooler from vehicle.
Installation
INSTALLATION
1. Position transmission cooler in vehicle.
2. Install transmission cooler mounting bolts. Tighten to 14 N.m (123 in. lbs.)
3. Connect transmission cooler lines to transmission cooler. See Cooling/Transmission Standard
Procedure.
4. Install the transmission cooler line retaining block plate and nut. Tighten nut to 22.5 N.m (200 in. lbs.)
5. Install electric cooling fan. See Cooling/Engine/FAN, Cooling Installation.
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Back To Article
2010 ENGINE
Exhaust System Wrangler
DESCRIPTION
GAS ENGINES
Fig. 1: Exhaust System Typical Gas Engines
1 EXHAUST FLANGE
2 CATALYTIC CONVERTER
3 FRONT EXHAUST PIPE ASSYTOMUFFLER FLANGE
4 MUFFLER
5 INSULATOR
The basic exhaust system consists of a exhaust pipe assembly with catalytic converters (2), muffler (4) and
tailpipe assembly and heat shields.
The exhaust system must be properly aligned to prevent stress, leakage and body contact. Minimum clearance
between any exhaust component and the body or frame is 25 mm (1.0 in.). If the system contacts any body
panel, it may amplify objectionable noises 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 equipment parts (or equivalent). This will assure proper engine
function and system alignment.
CAUTION: Avoid application of rust prevention compounds or undercoating materials to
exhaust system floor pan exhaust heat shields. Light overspray near the edges
is permitted. Application of coating will result in excessive floor pan
temperatures and objectionable fumes.
2.8L DIESEL
CAUTION: Avoid application of rust prevention compounds or undercoating materials to
exhaust system floor pan exhaust heat shields. Light overspray near the edges
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is permitted. Application of coating will result in excessive floor pan
temperatures and objectionable fumes.
The diesel engine exhaust system consists of an engine exhaust manifold, turbocharger, EGR valve with
intercooler, front exhaust pipe with catalytic converter, muffler and tailpipe assembly.
The exhaust system must be properly aligned to prevent stress, leakage and body contact. The exhaust
components should be kept a minimum of 25.4 mm (1.0 in.) away from the body and frame. If the system
contacts any body panel, it may amplify objectionable noises from the engine or body.
GAS ENGINE
EXHAUST SYSTEM DIAGNOSIS TABLE
Excessive Exhaust Noise or Leaks at pipe joints. Tighten clamps/bolts to specified
Leaking Exhaust Gases torque at leaking joints.
Rusted or blown out muffler. Replace muffler. Inspect exhaust
system.
Broken or rusted out exhaust pipe. Replace exhaust pipe.
Exhaust pipe leaking at manifold Tighten/replace flange attaching
flange. nuts/bolts.
Exhaust manifold cracked or Replace exhaust manifold.
broken.
Leak between exhaust manifold Tighten exhaust manifold to
and cylinder head. cylinder head bolts.
Catalytic converter rusted or Replace catalytic converter
blown out. assembly.
Restriction in exhaust system. Remove restriction, if possible.
Replace restricted part if
necessary.
CAUTION:
When servicing and replacing exhaust system components, disconnect the oxygen
sensor connector(s). Allowing the exhaust to hang by the oxygen sensor wires will
damage the harness and oxygen sensor.
DIESEL ENGINE
CAUTION: On high mileage vehicles it is normal to see some exhaust staining around the
turbocharger control rod area. This is not a sign of turbocharger failure.
EXHAUST SYSTEM DIAGNOSIS TABLE
EXCESSIVE EXHAUST Leaks at pipe joints. Tighten clamps/bolts at leaking joints.
NOISE OR LEAKING Rusted or blown out muffler. Replace muffler. Inspect exhaust system.
EXHAUST GASES Broken or rusted out exhaust Replace exhaust pipe.
pipe.
Exhaust pipe leaking at Tighten/replace flange attaching nuts/bolts.
manifold flange.
Exhaust manifold cracked or Replace exhaust manifold.
broken.
Leak between exhaust Tighten exhaust manifold to cylinder head
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manifold and cylinder head. bolts. Replace gasket if necessary.
Turbocharger mounting flange Remove turbocharger and inspect. (Refer
cracked. to Engine/Manifolds/Exhaust Manifold
Removal).
Restriction in exhaust system. Remove restriction, if possible. Replace
restricted part if necessary.
EGR pipe(s) leak. Tighten bolts. Replace gasket.
EGR assembly leak. Tighten bolts. Replace gaskets.
Driveability Concern Turbo Vacuum hose disconnected. Check connections, replace as necessary.
Vacuum system leaks. Inspect for damage. Check for leaks,
replace as necessary.
Boost pressure solenoid filter Replace the filter.
clogged.
SPECIFICATIONS
TORQUE
DESCRIPTION N.m Ft. Lbs.

Bolts, Crossmember to Sill 42 31
Nuts, Crossmember to Transmission Mount 22 16
Nuts/Bolt, Exhaust Manifold to Engine 36 27
Nuts, Exhaust Pipe to Catalytic Converter Flange 27 19
Nuts, Catalytic Converter to Turbocharger 27 19
Bolt, DPF to Catalytic Converter 32 24
Bolts, DPF to Muffler 32 24
Clamp, Tailpipe to Rear Tailpipe Hanger 27 20
Oxygen Sensors 27 20
Heat Shields 45 33
CONVERTER, CATALYTIC
REMOVAL
3.8L ENGINE
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Fig. 2: 3.8L Catalytic Converter Typical
1 BOLT
2 NUT
3 FRONT EXHAUST PIPE AND CATALYTIC CONVERTER ASSEMBLY
4 OXYGEN SENSOR
5 INSULATOR BRACKET
WARNING: If torches are used when servicing the exhaust system, do not allow any flame
near the fuel lines or the fuel tank. Failure to follow these instructions may
2. Saturate the bolts (1) and nuts with heat valve lubricant. Allow 5 minutes for penetration.
3. Disconnect oxygen sensor electrical connectors.
4. Remove the transmission crossmember. Refer to Frame and Bumpers/Frame/CROSSMEMBER
Removal
5. Remove the nuts from the front exhaust pipe and catalytic converter assembly to muffler flange.
6. Remove bolts (1) and flanged nuts at the manifold.
7. Lower the front exhaust pipe/catalytic converter assembly (3) and slide out of the mount at the
transmission (if equipped).
8. Remove the front exhaust pipe/catalytic converter assembly from the vehicle.
2.8L DIESEL ENGINE
Fig. 3: Catalytic Converter Heat Shield
2. Remove the front right wheelhouse splash shield. Refer to Body/Exterior/SHIELD, Splash Removal
3. Remove the catalytic converter heat shield (2).
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Fig. 4: Turbocharger Flange
4. Saturate the bolts and nuts with heat valve lubricant. Allow 5 minutes for penetration.
5. If equipped, remove the diesel particulate filter (DPF). See Exhaust System/FILTER, Diesel
Particulate Removal
6. If equipped, remove the exhaust pipe. See Exhaust System/PIPE, Exhaust Removal
7. Remove the nuts (1) from the front catalytic converter to turbocharger flange.
Fig. 5: Catalytic Converter 2.8L Diesel
1 NUT
2 MOUNTING BOLT
8. Remove the two bracket bolts (2).
9. Remove the catalytic converter (3) from the vehicle.
INSTALLATION
3.8L ENGINE
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Fig. 6: 3.8L Catalytic Converter Typical
1 BOLT
2 NUT
3 FRONT EXHAUST PIPE AND CATALYTIC CONVERTER ASSEMBLY
4 OXYGEN SENSOR
5 INSULATOR BRACKET
1. Position the front exhaust pipe and catalytic converter assembly (3) into the mount at the transmission (if
equipped) and onto the exhaust manifold flange connection.
2. Install the nuts at the front exhaust pipe and catalytic converter assembly to muffler flange. Do not
tighten.
3. Position the exhaust pipe for proper clearance with the frame and underbody parts. A minimum clearance
of 25.4 mm (1.0 in.) is required.
4. Tighten the bolt (1) at exhaust manifold to 27 N.m (20 ft. lbs.) torque.
5. Tighten the front exhaust pipe and catalytic converter assembly to muffler flange nuts to 27 N.m (20 ft.
lbs.) torque.
6. Position the front pipe onto the exhaust manifold flange connection. Tighten the clamp to 10 N.m (89 in.
lbs.) torque.
7. Connect oxygen sensor electrical connectors.
8. Install the transmission crossmember. Refer to Frame and Bumpers/Frame/CROSSMEMBER
Installation
10. Start the vehicle and inspect for exhaust leaks. Repair exhaust leaks as necessary.
11. Check the exhaust system for contact with the body panels. Make adjustments, if necessary.
2.8L DIESEL ENGINE
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Fig. 7: Catalytic Converter 2.8L Diesel
1 NUT
2 MOUNTING BOLT
1. Position the front catalytic converter assembly (3) onto the turbocharger.
2. Install the catalytic converter to turbocharger flange nuts (1). Do not tighten at this time.
3. Install the two catalytic converter mounting bolts (2). Do not tighten at this time.
4. If equipped, install the DPF. See Exhaust System/FILTER, Diesel Particulate Installation
5. If equipped, install the exhaust pipe. See Exhaust System/PIPE, Exhaust Installation
6. Position the exhaust pipe for proper clearance with the frame and underbody parts. A minimum clearance
of 25.4 mm (1.0 in.) is required.
7. Tighten the two catalytic converter mounting bolts (2) to 16 N.m (12 ft. lbs.).
Fig. 8: Turbocharger Flange
8. Tighten the catalytic converter to turbocharger flange nuts (1) and catalytic converter mounting bolts to
27 N.m (19 ft. lbs.) torque.
9. Tighten the muffler to catalytic converter flange retaining nuts to 28 N.m (21 ft. lbs.).
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Fig. 9: Catalytic Converter Heat Shield
10. Install the catalytic converter heat shield (2). Tighten the bolts (1) to 45 N.m (33 ft. lbs.)
11. Install the front right wheelhouse splash shield. Refer to Body/Exterior/SHIELD, Splash Installation
13. Start the vehicle and inspect for exhaust leaks. Repair any exhaust leaks as necessary.
14. Check the exhaust system for contact with the body panels. Make adjustments, if necessary.
FILTER, DIESEL PARTICULATE
DESCRIPTION
DESCRIPTION
A diesel particulate filter (DPF) is installed for exhaust gas aftertreatment. The DPF is located downstream of
the main oxidation catalyst. The DPF filters, stores and burns particulate matter (soot) that is generated during
the combustion process. The soot is oxidized to carbon dioxide CO2 at exhaust temperatures over 600Â°C
(1,112Â°F).
OPERATION
OPERATION
The NO2 molecules in the exhaust temperature range of 300 450Â°C (572Â°F 842Â°F) regenerate the
Diesel Particulate Filter (DPF), which is passive regeneration. If the passive regeneration cannot keep up with
the build up of soot in the DPF, the ECM will actively regenerate the DPF to burn off the soot. Residue remains
inside the DPF in the form of non burnable ash. Ash comes from the oils and other materials that are trapped in
the oils and are present in the soot. Ash is not eliminated by the regeneration cycle. Excessive ash accumulation
requires the replacement of the DPF. The DPF uses a silicon carbide wallflow monolith with a platinum
coating to trap particulates.
The monolith contains a large number of square parallel channels, which run in the axial direction and are
separated by thin porous walls. The channels are alternatively open at one end, but plugged at the other. The
exhaust gases flow through the walls and escape through the pores in the wall material. Particulates, however,
are too large to escape and are trapped in the monolith walls. The Engine Control Module (ECM) starts the
regeneration of the DPF if the soot load exceeds a performance map value.
The ECM determines the load condition of the DPF based upon the engine operating points and the exhaust gas
pressure upstream and downstream of the DPF. A pressure differential sensor provides the pressure input to the
ECM. During the regeneration process, the ECM raises the temperature in the DPF to burn off the soot
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accumulated. Under normal operation, the engine does not produce enough heat to oxidize the soot inside the
DPF. This process requires temperatures above 550Â°C (1,022Â°F).
The ECM calculates the ash mass stored in the DPF by using total fuel consumption, which has a strong
correlation with oil consumption.
DIESEL PARTICULATE FILTER
The engine Electronic Control Module (ECM) monitors the soot load in the (DPF) diesel particulate filter.
Under normal operating conditions the diesel particulate filter is selfcleaning, where accumulated soot is
converted to ash.
The ECM will set a fault if it detects that the soot level has exceeded the normal desoot trigger threshold by a
sufficient amount to indicate that the driver intervention is required. If the MIL light comes on, refer to the
appropriate ENGINE ELECTRICAL DIAGNOSIS article(s) and follow the procedure for the retrieved code.
Any time the DPF is replaced, it is necessary to reset the ash/soot data stored in the ECM by using the
STARSCAN.
REMOVAL
Fig. 10: Identifying Exhaust System Components
3. Disconnect the differential pressure hoses from the pressure sensor tubing.
4. Remove the muffler and tail pipe to diesel particulate filter (DPF) flange nuts.
5. Remove the DPF (4) to catalytic converter (1) nuts (3).
6. Remove the steady rest (5) mounting bolts (6).
7. Remove the DPF assembly and gasket (2).
INSTALLATION
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1. Position the diesel particulate filter (DPF) assembly (4) and gasket (2) in the vehicle.
2. Install the DPF (4) to catalytic converter (1) nuts (3). Do not tighten at this time.
3. Install the steady rest (5) mounting bolts (6).
4. Install the muffler/tailpipe to the DPF flange nuts. Tighten the nuts to 32 N.m. (24 ft. lbs.).
5. Tighten the DPF to exhaust manifold bolts to 32 N.m (24 ft. lbs.).
6. Connect the differential pressure hoses to the pressure sensor tubing.
7. Lower vehicle.
9. Start the engine and check for exhaust leaks. Repair as necessary. See Exhaust System Diagnosis and
Testing
10. Using scan tool, under ENGINE MISC. FUNCTIONS, perform DIESEL PARTICULATE FILTER
REPLACEMENT function.
MUFFLER, EXHAUST
DESCRIPTION
DESCRIPTION
All engines use a stainless steel muffler and tailpipe assembly to control exhaust noise levels and exhaust back
pressure.
REMOVAL
REMOVAL
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Fig. 12: Muffler And Tailpipe Assembly
WARNING: The normal operating temperature of the exhaust system is very high.
Therefore, never attempt to service any part of the exhaust system until it is
cooled. Special care should be taken when working near the catalytic converter.
The temperature of the converter rises to a high level after a short period of
engine operation time.
CAUTION: When servicing exhaust system components, disconnect the oxygen sensor
connector(s). Allowing the exhaust system to hang by the oxygen sensor
harness will damage the wiring and oxygen sensor.
All original equipment exhaust systems are manufactured with the exhaust tailpipe welded to the muffler.
Service replacement mufflers and exhaust tailpipes are either clamped together or welded together.
2. Loosen the exhaust pipe (4) to muffler and tailpipe assembly (1) clamp.
3. Remove the muffler and tailpipe assembly (1) hangers from the isolators.
4. Remove the muffler and tailpipe assembly (1) from vehicle.
INSTALLATION
INSTALLATION
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Fig. 13: Muffler And Tailpipe Assembly
1. Position the muffler and tailpipe assembly (1) into the vehicle.
2. Install the muffler and tailpipe assembly (1) hangers into the insulators.
3. Position the exhaust pipe (4) into the muffler and tailpipe assembly (1)
4. Make sure the muffler and tailpipe are correctly positioned and properly aligned. The minimum clearance
between components is 25 mm (1 inch).
5. Tighten muffler and tailpipe assembly (1) to exhaust pipe (4) clamp to 28 N.m (21 ft. lbs.).
7. Start the engine and inspect for any exhaust leaks. Repair any exhaust leaks as necessary.
8. Check the exhaust system for contact with the body panels. Make the necessary adjustments, if needed.
PIPE, EXHAUST
REMOVAL
REMOVAL
Fig. 14: 2.8L Diesel Catalytic Converter Typical

harness will damage the wiring and/or sensor.
2. Saturate the studs and nuts (1) with a MoparÂ® rust penetrant. Allow 5 minutes for penetration.
3. Disconnect the oxygen sensor connectors and remove the sensors from the exhaust pipe (2) and the
catalytic converter.
4. Remove the exhaust pipe to catalytic converter nuts (1)
5. Remove the exhaust pipe to muffler flange retaining nuts.
6. Slide the exhaust pipe (2) rearward until the exhaust pipe hanger disengages from the transmission
support. Remove the exhaust pipe (2) from the vehicle.
2.8L DIESEL ENGINE WITH DPF
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harness will damage the wiring and/or sensor.
2. Saturate the studs and nuts (1) with a MoparÂ® rust penetrant. Allow 5 minutes for penetration.
3. Disconnect oxygen sensor connectors and remove sensors from the exhaust pipe (2) and the catalytic
converter.
4. Disconnect the catalytic converter (2) from the engine exhaust manifold.
5. Remove the exhaust pipe to muffler flange retaining nuts (1).
6. Slide the exhaust pipe (2) forward until the exhaust pipe hanger disengages from transmission support.
Remove the exhaust pipe and catalytic converter from vehicle.
INSTALLATION
INSTALLATION
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1. Position the exhaust pipe (2) into the vehicle.
2. Insert the exhaust pipe hanger into the transmission support.
3. Install the exhaust pipe to the catalytic converter flange retaining nuts (1). Do not tighten nuts.
4. Install the exhaust pipe to the muffler mounting bolts. Do not tighten bolts.
5. Make sure the exhaust pipe/exhaust system is aligned and has the proper clearance. The minimum
clearance is 25 mm (1 inch). Make the necessary adjustments, if needed.
6. Tighten the exhaust pipe to catalytic converter flange retaining nuts (1) to 27 N.m (19 ft. lbs.).
7. Tighten the exhaust pipe to muffler mounting bolts to 31 N.m (23 ft. lbs.).
8. Install the oxygen sensors in the exhaust pipe and catalytic converter and connect oxygen sensor
connectors.
10. Start the engine and inspect for leaks. Repair exhaust leaks as necessary.
2.8L DIESEL ENGINE WITH DPF
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1. Position exhaust pipe and catalytic converter into vehicle.
2. Insert exhaust pipe hanger into transmission support.
3. Make sure the exhaust system is aligned and has the proper clearance. The minimum clearance is 25 mm
(1 inch).
4. Tighten muffler to catalytic converter flange retaining nuts to 28 N.m (21 ft. lbs.).
5. Tighten exhaust pipe to exhaust manifold mounting bolts to 31 N.m (23 ft. lbs.).
6. Install the oxygen sensors in the exhaust pipe and catalytic converter and connect oxygen sensor
connectors.
7. Lower vehicle.
8. Start engine and inspect for leaks. Repair exhaust leaks as necessary.
SHIELD, HEAT
DESCRIPTION
DESCRIPTION
Fig. 19: Exhaust Heat Shield Typical
1 HEAT SHIELD
Heat shields are made of stamped/formed steel, or metal foil.
Exhaust heat shields are needed to protect both the vehicle and the environment from the high temperatures
developed by the catalytic converter. The catalytic converter releases additional heat into the exhaust system.
Under severe operating conditions, the temperature increases in the area of the converter. Such conditions can
exist when the engine misfires or otherwise does not operate at peak efficiency.
REMOVAL
REMOVAL
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Fig. 20: Muffler Heat Shield Rear
1 MUFFLER HEAT SHIELD REAR
2 NUTS
3 SELF TAPPING SCREWS
2. Remove the screws or nuts holding the heat shields to the frame or floor pan.
Fig. 21: Muffler Heat Shield Middle
1 MUFFLER HEAT SHIELD MIDDLE
2 NUTS
3. When removing muffler heat shield, the muffler front support bracket must be removed first.
4. Slide the shields out around the exhaust system.
INSTALLATION
INSTALLATION
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Fig. 22: Muffler Heat Shield Rear
1 MUFFLER HEAT SHIELD REAR
2 NUTS
1. Position the heat shields to the floor pan or the frame and install the screws or nuts
Fig. 23: Muffler Heat Shield Middle
1 MUFFLER HEAT SHIELD MIDDLE
2 NUTS
2. Tighten the nuts or screws to 45 N.m (33 ft. lbs.).
TAILPIPE, EXHAUST
DESCRIPTION
DESCRIPTION
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Fig. 24: Tailpipe Typical
1 TAILPIPE
The tailpipe is made of stainless steel.
OPERATION
OPERATION
The tailpipe channels the exhaust out of the muffler and out from under the vehicle to control noise and prevent
exhaust gas fumes from entering the passenger compartment. The tail pipe and muffler are serviced as an
assembly.
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Back To Article
2010 ENGINE
Fuel System Wrangler
WARNING
WARNINGS
WARNING: Before working on the common rail high pressure fuel system, a minimum wait
time of 30 seconds after engine shutdown is mandatory.
WARNING: Any work at the common rail high pressure fuel system (rail, functionblock,
pressure regulator valve, pressure limiter valve, rail pressure sensor, pipe
connection, high pressure pipes (pump/rail or /functionblock, function
block/rail, rail/injectors)) is not permitted when the engine is running.
WARNING: Cutting fuel jets; injury and/or risk of eyes and skin. When opening the high
pressure fuel system, fuel jets can ignite on a hot engine surface.
WARNING: The first high pressure component to be serviced, must be loosened slowly, so
that the pressure inside the fuel system can adjust to ambient pressure.
WARNING: High voltages may occur in piezo systems and control units (actuators are
usually charged up to 160V, and control unit internal voltage is usually 240V).
This can lead to the danger of electrocution upon direct contact and may result
in possible serious or fatal injury. Danger to cardiac pacemaker or similar
devices may be caused by the resulting magnetic field.
CAUTION
INJECTOR WIRING
CAUTION: The inversion of the pinout of the injector connector causes permanent
damage to the piezo injector. Make sure the polarity of the injector wiring will
never be inverted during the service operation.
STANDARD PROCEDURE
DRAINING FUEL TANK
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Fig. 1: FUEL TANK REAR
2. Remove fuel fill cap.
4. Remove fuel fill hose clamp (2) at rear of tank (3).
5. Remove fuel fill hose (1) from fuel tank.
6. Position a drain hose into the fuel fill hose opening. Note that a small flapper valve is installed into the
opening.
7. Drain fuel tank using an approved gasoline, or diesel fuel draining station.
FUEL SYSTEM PRESSURE RELEASE
Use following procedure if the fuel injector rail is, or is not equipped with a fuel pressure test port.
2. Disconnect wiring harness leading to fuel pump module at top of fuel tank. Refer to appropriate Wiring
Diagrams for connector location.
3. Start and run engine until it stalls.
4. Attempt restarting engine until it will no longer run.
5. Turn ignition key to OFF position.
6. Place a rag or towel below fuel line quickconnect fitting at fuel rail.
7. Disconnect quickconnect fitting at fuel rail. Refer to FITTING, Quick Connect .
8. After performing service procedure, reconnect fuel pump module.
9. One or more Diagnostic Trouble Codes (DTC's) may have been stored in PCM memory due to the
disconnection of fuel pump module. A diagnostic scan tool must be used to erase a DTC.
SPECIFICATIONS
TORQUE
TORQUE
Accelerator Pedal 12 105
Bracket Mounting
Clean Air Hose Clamps 4 35
Crankshaft Position 28 21
Sensor 3.8L
Camshaft Position Sensor 106
3.8L
Fuel Filler Hose Clamp 3 30
at Tank
Fuel Filler Housingto 2 17
Body Screws
Fuel Rail Mounting Bolts 22 17
200
3.8L
Fuel Tank Mounting 41 30
Straps
Throttle Body Mounting 7.5 5.5 65
Bolts 3.8L
Oxygen Sensors 41 30
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FUEL SYSTEM PRESSURE
58 psi +/ 2 psi
SPECIAL TOOLS
FUEL SYSTEM
Fig. 2: SAE FUEL PUMP LOCK RING WRENCH 9340
Fig. 3: KIT, FUEL PRESSURE TEST 5069
Fig. 4: ADAPTER, FUEL PRESSURE 6539
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Fig. 5: ADAPTER, FUEL PRESSURE 6631
Fig. 6: OXYGEN SENSOR SOCKET C4907
FUEL DELIVERY, GAS
DESCRIPTION
DESCRIPTION
The electric fuel pump is located inside of the fuel pump module. A 12 volt, permanent magnet, electric motor
powers the fuel pump. The electric fuel pump is not a separate, serviceable component.
For fuel pump module removal. See Fuel System/Fuel Delivery/MODULE, Fuel Pump Removal
FILTER, FUEL
Description
DESCRIPTION
Two fuel filters are used. One is located at the bottom of the fuel pump module. The other is located inside the
module. A separate frame mounted fuel filter is not used with any engine.
Both fuel filters are designed for extended service. They do not require normal scheduled maintenance. Filters
should only be replaced if a diagnostic procedure indicates to do so.
FILTER, INLET
Description
DESCRIPTION
Two fuel filters are used. One is located at the bottom of the fuel pump module. The other is located inside the
module. A separate frame mounted fuel filter is not used with any engine.
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Both fuel filters are designed for extended service. They do not require normal scheduled maintenance. Filters
should only be replaced if a diagnostic procedure indicates to do so.
FITTING, QUICK CONNECT
Description
DESCRIPTION
Different types of quickconnect fittings are used to attach the various fuel system components, lines and tubes.
These are: a singlebutton type, a twobutton type, a pinch type, a singletab type, a twotab type or a plastic
retainer ring type. Some are equipped with safety latch clips. Some may require the use of a special tool for
disconnection and removal. See Fuel System/Fuel Delivery/FITTING, Quick Connect Standard
Procedure
CAUTION: Before separating a QuickConnect fitting, pay attention to what type of fitting
is being used. See Fuel System/Fuel Delivery/FITTING, Quick Connect
Standard Procedure. This will prevent unnecessary fitting or fitting latch
breakage.
CAUTION: The interior components (Orings, clips) of quickconnect fittings are not
serviced separately, but new plastic spacers and latches are available for some
types. If service parts are not available, do not attempt to repair the damaged
fitting or fuel line (tube). If repair is necessary, replace the complete fuel line
(tube) assembly.
Standard Procedure
QUICKCONNECT FITTINGS
Different types of quickconnect fittings are used to attach the various fuel system components, lines and tubes.
Some quickconnect fittings require the use of a special tool for disconnection and removal.
These are the quickconnect fittings:
Redundant Latch Single Button Type Fitting
Single Button Type Fitting
Pinch Type Fitting
Single Tab Type Fitting
Two Tab Type Fitting
Plastic Retainer Ring Type Fitting
Latch Clip Type 1 Fitting
Wing Type Fitting
DISCONNECTING
WARNING: The fuel system is under a constant pressure (even with engine off). Before
servicing any fuel system hose, fitting or line, fuel system pressure must be
released. See Fuel System/Fuel Delivery Standard Procedure
CAUTION: Before separating a QuickConnect fitting, pay attention to what type of fitting
is being used. See Fuel System/Fuel Delivery/FITTING, Quick Connect
Standard Procedure. This will prevent unnecessary fitting or fitting latch
breakage.
CAUTION: The interior components (Orings, clips) of quickconnect fittings are not
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serviced separately, but new plastic spacers and latches are available for some
types. If service parts are not available, do not attempt to repair the damaged
fitting or fuel line (tube). If repair is necessary, replace the complete fuel line
(tube) assembly.
Redundant Latch Single Button Type Fitting:
Fig. 7: Identifying Redundant Latch & Push Button
This type of quickconnect fitting is equipped with a redundant latch (2) and a single push button (1) that
releases two internal latches located in the quickconnect fitting. Special tools are not required for removal.
Fig. 8: Redundant Latch & Internal Latches
CAUTION: Do not pry or pull up on the push button as damage to the latches of the quick
connect fitting will occur.
1. Pull the redundant latch (2) out away from the quickconnect fitting.
2. Press on the push button with your thumb, release the internal latches (1) and remove the quickconnect
fitting from the fuel system component.
Single Button Type Fitting:
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Fig. 9: SINGLE BUTTON FITTING
CAUTION: Do not pry or pull up on the push button as damage to the latches of the quick
connect fitting will occur.
This type of quickconnect fitting is equipped with a single push button (2) that releases two internal latches
located in the quickconnect fitting. Special tools are not required for removal.
Fig. 10: FITTING LATCHES
1. Press on the push button with your thumb, release the internal latches (1).
2. Remove the quickconnect fitting from the fuel system component.
2 Button Type Fitting
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Fig. 11: 2BUTTON TYPE FITTING
This type of quickconnect fitting (1) is equipped with two push buttons (2) that releases two internal latches
located in the quickconnect fitting. Special tools are not required for removal.
1. Press on both push buttons with your thumb, release the internal latches.
2. While holding the two push buttons simultaneously, remove the quickconnect fitting from the fuel
system component.
Pinch Type Fitting
Fig. 12: PINCH TYPE QUICKCONNECT FITTING
This type of quickconnect fitting (1) is equipped with two finger tabs (2). Special tools are not required for
removal.
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1. Pinch both tabs (2) together and release the quickconnect fitting.
Single Tab Type Fitting
Fig. 13: SingleTab Type Fitting
This type of quickconnect fitting (3) is equipped with a single pull tab (1). The tab is removable. After tab is
removed the quickconnect fitting can be separated from the fuel system component. Special tools are not
required for removal.
Fig. 14: Disconnecting SingleTab Type Fitting
1. Press release tab on side of fitting to release pull tab (1). If release tab is not pressed prior to releasing
pull tab, pull tab will be damaged.
2. While pressing the release tab on the side of the quickconnect fitting use a screwdriver (2) to pry up the
pull tab.
3. Raise the pull tab until it separates from the quickconnect fitting.
Two Tab Type Fitting
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Fig. 15: Typical TwoTab Type QuickConnect Fitting
This type of quickconnect fitting (2) is equipped with tabs located on both sides of the fitting (1). These tabs
are integral to the fuel system component. The plastic tabs will remain on the component being serviced after
the quickconnect fitting is removed. The Oring and spacer will remain in the quickconnect fitting. Special
tools are not required for removal.
1. Squeeze the plastic tabs (1) against the sides of component being serviced with your fingers.
Plastic Retainer Ring Type Fitting
Fig. 16: Plastic Retainer Ring Type Fitting
This type of fitting can be identified by the use of a round plastic retainer ring (4) usually black in color. Special
tools are not required for removal.
NOTE: The round plastic retainer ring must be pressed squarely into the quick
connect fitting body. If this retainer is cocked during removal it will be difficult
to disconnect the quickconnect fitting. Use an openend wrench on the
shoulder of the plastic retainer ring to aid in disconnection.
1. Firmly push the quickconnect fitting (5) towards the component being serviced while firmly pushing the
round plastic retainer ring into the quickconnect fitting (6). With the round plastic ring depressed,
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remove the quickconnect fitting from the fuel system component.
2. After removal the plastic retainer ring will remain with the quickconnect fitting.
Fig. 17: Latch Clip Type 1
Depending on vehicle model and engine, 2 different types of safety latch clips are used. One is tethered (1) to
fuel line and the other is not. A special tool will be necessary to disconnect the fuel line after latch clip is
removed. The latch clip may be used on certain fuel line and fuel rail connections or to join fuel lines together.
1. Pry up on the latch clip (4) with a screwdriver (3).
2. Slide the latch clip away from the quickconnect fitting while lifting the screwdriver and position aside.
Fig. 18: Fuel Line Disconnection Using Special Tool
3. Insert an appropriate fuel line removal tool (1) into the quickconnect fitting and release the internal
latches.
NOTE: After removal the internal latches will remain in the quickconnect fitting.
4. With the special tool still inserted, remove the quickconnect fitting from the fuel system component.
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Fig. 19: Latch Clip Type 2
Depending on vehicle model and engine, 2 different types of safety latch clips are used. One is tethered to the
fuel line and the other is not. A special tool will be necessary to disconnect the fuel line after the latch clip is
removed. The latch clip may be used on certain fuel line and fuel rail connections or to join fuel lines together.
1. Unlatch the small arms on the end of clip, swing away and separate from the fuel system component.
2. Slide the latch clip away from the quickconnect fitting while lifting with a screwdriver and position
aside.
Fig. 20: Fuel Line Disconnection Using Special Tool
3. Insert an appropriate fuel line removal tool (1) into the quickconnect fitting and release the internal
latches.
NOTE: After removal the internal latches will remain in the quickconnect fitting.
4. With the special tool still inserted, remove the quickconnect fitting from the fuel system component.
Wing Type Fitting
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Fig. 21: EVAP CAN. VAPOR HOSE
The wing type fitting is used on fuel system and emission components. The wing type fitting is most commonly
used on the EVAP canister (3). Special tools are not required for removal.
1. Using two fingers, press both wings (2) and release the locking tabs.
NOTE: After removal the locking tabs will remain with the quickconnect fitting.
2. While holding the wings, remove the quickconnect fitting from the fuel system component.
CONNECTING
1. Inspect the quickconnect fitting body and fuel system components for damage. Replace as necessary.
2. Prior to connecting any quickconnect fitting to components, check condition of fitting and components.
Clean parts with a lintfree cloth. Lubricate with clean engine oil.
3. Insert the quickconnect fitting onto the fuel tube or fuel system component until the builtin stop on the
fuel tube or component rests against the back of fitting.
4. Continue pushing until a click is felt.
5. If Equipped:
Redundant Latch Single Button Type Fitting: Push redundant latch until it locks into position in
the quickconnect fitting.
Single Tab Type Fitting: Push new tab down until it locks into position in the quickconnect
fitting.
Latch Clip Type Fitting: Install latch clip (snaps into position). If latch clip will not snap into
position, this indicates the quickconnect fitting is not properly installed onto fuel system
component, recheck the connection.
6. Verify a locked condition by firmly pulling on the quickconnect fitting connection of the fuel system
component.
MODULE, FUEL PUMP
Description
DESCRIPTION
The fuel pump module is installed in the top of the fuel tank.
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The fuel pump module contains the following:
Electric fuel pump
Fuel pump reservoir
Inlet strainer
Fuel pressure regulator
Fuel gauge sending unit
Fuel supply line connection
Fuel Filter
NOTE: The fuel level sending unit is the only serviceable item. If the fuel pump, fuel
pressure regulator or fuel filters need service, replace the fuel pump module as
an assembly.
Removal
REMOVAL
WARNING: Risk of injury to eyes and skin from contact with fuel. Wear protective clothing
and eye protection. Risk of poisoning from inhaling and swallowing fuel. Pour
fuel only into appropriately marked and approved containers. Failure to follow
WARNING: The fuel system is under constant high pressure even with engine off. Until the
fuel pressure has been properly released from the system, do not attempt to
open the fuel system. Do not smoke or use open flames/sparks when servicing
the fuel system. Make sure the area in which the vehicle is being serviced is in
a well ventilated area. Failure to comply may result in serious or fatal injury.
Fig. 22: LOCK RING TOOL
1. Drain and remove fuel tank. See Fuel System/Fuel Delivery/TANK, Fuel Removal.
NOTE: Prior to removing the fuel pump module, use compressed air to remove
any accumulated dirt and debris from around fuel tank opening.
2. Position the lockring remover/installer 9340 into the notches on the outside edge of the lockring.
3. Install a 1/2 inch drive breaker bar into the lockring remover/installer 9340.
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4. Rotate the breaker bar counterclockwise and remove the lockring.
Fig. 23: LOCATION TAB
NOTE: The fuel pump module has to be properly located in the fuel tank for the
fuel level gauge to work properly.
5. Mark the fuel pump module orientation.
Fig. 24: REMOVAL OF MODULE
WARNING: The fuel pump module reservoir does not empty out when the tank is
drained. The fuel in the reservoir will spill out when the module is
removed.
NOTE: Do not spill fuel into the interior of the vehicle.
6. Raise the fuel pump module out of the fuel tank using caution not spill fuel inside the vehicle.
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Fig. 25: DRAINING FUEL
7. Tip the fuel pump module on its side and drain all fuel from the reservoir.
8. Remove the fuel pump module from the fuel tank using caution not to bend the float arm.
Fig. 26: Fuel Pump Module Seal
9. Remove and discard the rubber Oring seal.
Installation
INSTALLATION
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Fig. 27: FUEL PUMP MODULE ORING
CAUTION: Whenever the fuel pump module is serviced, the rubber Oring seal must be
replaced.
1. Clean the rubber Oring seal area of the fuel tank and install a new rubber Oring seal.
Fig. 28: REMOVAL OF MODULE
2. Lower the fuel pump module into the fuel tank using caution not to bend the float arm.
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Fig. 29: Location Tab
NOTE: The main fuel pump module must be properly located in the fuel tank for
the fuel level gauge to work properly.
3. Align the rubber Oring seal and rotate the fuel pump module to the orientation marks noted during
removal. This step must be performed for the fuel level gauge to work properly.
Fig. 30: Lock Ring Tool
4. Position the lockring over top of the fuel pump module.
5. Position the lockring remover/installer 9340 into the notches on the outside edge of the lockring.
6. Install a 1/2 inch drive breaker bar into the lockring remover/installer 9340.
7. Rotate the breaker bar clockwise until all seven notches of the lockring have engaged.
8. Install the fuel tank. See Fuel System/Fuel Delivery/TANK, Fuel Installation.
PUMP, FUEL
Description
DESCRIPTION
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The electric fuel pump is located inside of the fuel pump module. A 12 volt, permanent magnet, electric motor
powers the fuel pump. The electric fuel pump is not a separate, serviceable component.
For fuel pump module removal. See Fuel System/Fuel Delivery/MODULE, Fuel Pump Removal
RAIL, FUEL
Removal
REMOVAL
WARNING: The fuel system is under constant pressure even with engine off. Before
servicing fuel rail, fuel system pressure must be released. Refer to Fuel
Delivery, Gas
1. Remove fuel tank filler tube cap.
2. Perform Fuel System Pressure Release Procedure. Refer to FUEL SYSTEM PRESSURE RELEASE
3. Remove negative battery cable at battery.
4. Remove upper half of intake manifold. Refer to MANIFOLD, INTAKE .
Fig. 31: REMOVE/INSTALL FUEL INJECTOR CONNECTOR
5. Disconnect electrical connectors at all six fuel injectors. Refer to graphic. Push red colored slider away
from injector (1). While pushing slider, depress tab (2) and remove connector (3) from injector. The
factory fuel injection wiring harness is numerically tagged (INJ 1, INJ 2, etc.) for injector position
identification. If harness is not tagged, note wiring location before removal.
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6. Disconnect fuel line latch clip (4) and fuel line at fuel rail.
7. Remove four fuel rail mounting bolts (2).
8. Gently rock and pull left side of fuel rail until fuel injectors just start to clear machined holes in cylinder
head. Gently rock and pull right side of rail until injectors just start to clear cylinder head holes. Repeat
this procedure (left/right) until all injectors have cleared cylinder head holes.
9. Remove fuel rail (3) (with injectors attached) from engine.
10. If fuel injectors are to be removed, refer to Removal .
Installation
INSTALLATION
1. If fuel injectors are to be installed, refer to Installation .
2. Clean out fuel injector machined bores in intake manifold.
3. Apply a small amount of engine oil to each fuel injector Oring. This will help in fuel rail installation.
4. Position fuel rail/fuel injector assembly to machined injector openings in cylinder head.
5. Guide each injector into cylinder head. Be careful not to tear injector Orings.
6. Push right side of fuel rail down until fuel injectors have bottomed on cylinder head shoulder. Push left
fuel rail down until injectors have bottomed on cylinder head shoulder.
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7. Install four fuel rail mounting bolts (2) and tighten. Refer to TORQUE Specifications.
8. Connect fuel line latch clip (4) and fuel line to fuel rail.
Fig. 34: REMOVE/INSTALL FUEL INJECTOR CONNECTOR
9. Connect electrical connectors at fuel injectors. Refer to graphic. Push connector onto injector (1) and then
push and lock red colored slider (2). Verify connector is locked to injector by lightly tugging on
connector.
10. Install upper half of intake manifold. Refer to MANIFOLD, INTAKE .
11. Connect battery cable to battery.
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REGULATOR, FUEL PRESSURE
Description
DESCRIPTION
The fuel pressure regulator is located within the fuel pump module. It is serviced by replacing the fuel pump
module assembly.
SENDING UNIT AND SENSOR, FUEL LEVEL
Removal
REMOVAL
WARNING: The fuel system is under constant high pressure even with engine off. Until the
fuel pressure has been properly released from the system, do not attempt to
open the fuel system. Do not smoke or use open flames/sparks when servicing
the fuel system. Make sure the area in which the vehicle is being serviced is in
a well ventilated area. Failure to comply may result in serious or fatal injury.
1. Remove the fuel pump module. See Fuel System/Fuel Delivery/MODULE, Fuel Pump Removal.
Fig. 35: Fuel Level Sending Unit Electrical Connector
2. Disconnect the fuel level sending unit electrical connector (1).
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Fig. 36: Pressing Fuel Level Sending Unit Snap Tab
CAUTION: Do not touch the terminals or the resistor card.
CAUTION: Do not pull the fuel level sending unit by the wires or the float arm.
3. Using your finger, press the fuel level sending unit snap tab to the left while gently pushing up on the
bottom of the fuel level sending unit and remove.
Installation
INSTALLATION
Fig. 37: Fuel Level Sending Unit & Fuel Pump Module Reservoir
CAUTION: Do not touch the terminals or the resistor card.
CAUTION: Do not handle the new fuel level sending unit by the float arm.
1. Position the new fuel level sending unit to the fuel pump module reservoir.
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Fig. 38: Pushing Fuel Level Sending Unit Down Until Snap Tab Engages
2. Gently push the fuel level sending unit down until the snap tab (2) engages.
Fig. 39: Fuel Level Sending Unit Electrical Connector
CAUTION: Ensure the fuel level sending unit wires are routed so they do not get
pinched between the coils of the spring when the module is completely
compressed.
3. Connect the fuel level sending unit electrical connector.
4. Install the fuel pump module. See Fuel System/Fuel Delivery/MODULE, Fuel Pump Installation.
TANK, FUEL
Removal
REMOVAL
servicing fuel rail, fuel system pressure must be released.
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1. Remove fuel tank filler tube cap.
2. Perform Fuel System Pressure Release Procedure.
opening.
8. Drain fuel tank using an approved gasoline fuel draining station.
Fig. 41: FUEL TANK TOP REAR
The fuel tank skid plate and the fuel tank assembly are removed at the same. They share common
fasteners.
9. Disconnect quickconnect fitting (2).
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12. Remove hose clamp (3) and disconnect hose (4) at tank.
13. Support tank with a hydraulic jack.
14. Disconnect quickconnect fittings at front of tank.
15. Remove two tank mounting bolts at rear of fuel tank.
16. Remove three tank mounting bolts at right side of fuel tank.
17. Remove three tank mounting bolts at left side of fuel tank.
18. Partially lower tank to gain access to pump module electrical connector.
19. Disconnect electrical connector at fuel pump module.
20. Continue lowering tank for removal.
21. Lift fuel tank from skid plate.
22. If fuel tank is to be replaced, remove fuel pump module from tank.
Installation
INSTALLATION
Fig. 42: FUEL TANK TOP REAR
The fuel tank skid plate and the fuel tank assembly are installed at the same. They share common fasteners.
1. If fuel pump module had been removed, install module to tank.
2. Position fuel tank into skid plate.
3. Support tank with a hydraulic jack.
4. Partially raise tank to allow connections at top of tank.
5. Connect electrical connector to fuel pump module.
6. Continue raising tank snugly to body.
7. Connect quickconnect fitting (2).
10. Install hose (4) to tank and install clamp (3).
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11. Connect quickconnect fittings at front of tank.
12. Install two tank mounting bolts at rear of fuel tank.
13. Install three tank mounting bolts at right side of fuel tank.
14. Install three tank mounting bolts at left side of fuel tank.
TUBE(S), FUEL
Description
DESCRIPTION
WARNING: The fuel system may be under a constant pressure (even with the engine off).
Before servicing any fuel system hoses, fittings, lines, or most components,
fuel system pressure must be released. (Refer to FUEL SYSTEM PRESSURE
RELEASE )
The lines/tubes/hoses used on fuel injected vehicles are of a special construction. This is due to the higher fuel
pressures and the possibility of contaminated fuel in this system. If it is necessary to replace these
lines/tubes/hoses, only those marked EFM/EFI may be used.
If equipped: The hose clamps used to secure rubber hoses on fuel injected vehicles are of a special rolled edge
construction. This construction is used to prevent the edge of the clamp from cutting into the hose. Only these
rolled edge type clamps may be used in this system. All other types of clamps may cut into the hoses and cause
highpressure fuel leaks.
Use new original equipment type hose clamps.
TUBE, FUEL TANK FILLER
Removal
REMOVAL
2. Remove the left rear lamp unit (4). Refer to Electrical/Lamps/Lighting Exterior/LAMP, Tail Stop
Turn Removal .
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Fig. 44: Fuel Filler Tube Hose Clamp
4. Loosen the fuel filler tube hose clamp (1) at the fuel tank.
5. Disconnect the OnBoard Refueling Vapor Recovery (ORVR) vacuum line quickconnect fitting (2) to
the ORVR control valve.
Fig. 45: ORVR Vacuum Line QuickConnect Fitting
6. Disconnect the ORVR vacuum line quickconnect fitting (1) at the fuel filler tube.
7. Disconnect the Evaporative System Integrity Monitor (ESIM) fresh air line quickconnect fitting (2) at
the fuel filler tube.
8. Loosen the fuel filler tube hose clamp (3) to the upper fuel filler tube (4) and remove the lower fuel filler
tube from to the fuel tank.
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9. Remove the wheel and tire.
10. Remove the left rear wheelhouse splash shield (2). Refer to Body/Exterior/SHIELD, Splash Removal
.
Fig. 47: Fuel Filler Tube Support Bracket
11. Remove the fuel filler tube support bracket (1) retaining bolt (2).
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Fig. 48: Fuel Filler Tube And ESIM Fresh Air Hose
12. Reach in through the rear lamp body opening and disconnect the fuel filler tube (1), ESIM fresh air hose
and the ESIM fresh air filter (2) from the rubber grommet (3) of the fuel fill housing (4) as an assembly.
Fig. 49: Body Isolator
13. Remove the four left side body isolators. Refer to Body/Exterior/ISOLATOR, Body Removal .
14. Using a suitable screw jack, raise the body enough to gain clearance for fuel filler tube removal.
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Fig. 50: ESIM Fresh Air Hose And ESIM Fresh Air
15. Slide the fuel filler tube out from under the body.
16. Using a downward rotation, remove the fuel filler tube, ORVR vacuum line, ESIM fresh air hose and the
ESIM fresh air filter as an assembly.
Installation
INSTALLATION
1. Position the fuel filler tube, ESIM fresh air hose and the ESIM fresh air filter as an assembly into the
vehicle.
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2. Reach in through the rear lamp body opening and connect the fuel filler tube (1) into the rubber grommet
(3) of the fuel fill housing (4).
NOTE: Install the fuel filler tube support bracket retaining bolt while the body is
still in the raised position.
3. Position the fuel filler tube support bracket (1), install the retaining bolt (2) and tighten to 14 N.m (10 ft.
lbs.).
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4. Lower the body onto the frame and install the body isolators. Refer to Body/Exterior/ISOLATOR,
Body Installation .
5. Connect the lower fuel filler hose to the fuel tank and tighten the hose clamp (1) to 3 N.m (30 in. lbs).
6. Connect the ORVR vacuum line quickconnect fitting (2) to the ORVR control valve.
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7. Connect the lower fuel filler hose to the upper fuel filler tube (4) and tighten the hose clamp (3) to 3 N.m
(30 in. lbs).
8. Connect the ESIM fresh air hose quickconnect fitting (2) at the fuel filler tube.
9. Connect the ORVR vacuum line quickconnect fitting (1) at the fuel filler tube.
10. Install the left rear wheelhouse splash shield (2). Refer to Body/Exterior/SHIELD, Splash Installation
.
11. Install the wheel and tire.
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13. Install the left rear lamp unit (4). Refer to Electrical/Lamps/Lighting Exterior/LAMP, Tail Stop
Turn Installation .
15. Start the vehicle and check for leaks.
FUEL INJECTION, GAS
OPERATION
FUEL ECONOMY AND MAINTENANCE
A vehicle that is not properly tuned and maintained cannot be expected to perform at its maximum efficiency
and can have an adverse effect on fuel economy. The following recommendations will ensure that the vehicle is
performing at its maximum efficiency:
Use the recommended motor oil grade. Using the manufacturer's recommended grade of MoparÂ®
motor oil can improve fuel mileage by 12%. MoparÂ® motor oil labeled "Energy Conserving" contains
frictionreducing additives.
Check and replace air filters. Replacing a clogged air filter with a new MoparÂ® air filter can improve
fuel mileage by as much as 10%.
Keep the engine tuned. Repairing a vehicle that is noticeably out of tune can improve fuel mileage by an
average of 4%. Maintaining a vehicle and repairing problems, such as a faulty oxygen sensor, can
improve mileage by as much as 40%.
Keep tires properly inflated. Underinflated tires can lower fuel mileage by 0.4% for every 1 psi drop in
pressure of all four tires.
INJECTOR(S), FUEL
Removal
REMOVAL
The fuel rail must be removed to gain access to the fuel injectors. Refer to Removal .
1. Disconnect injector wiring connector from each injector.
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Fig. 59: FUEL INJECTOR AND RAIL TYPICAL
1 FUEL RAIL ASSEMBLY
2 FUEL INJECTOR
3 FUEL RAIL RECEIVER
2. Rotate injector (2) and pull out of fuel rail. The clip will stay on injector.
3. Check injector Oring for damage. If Oring is damaged, it must be replaced. If injector is reused, a
protective cap must be installed on injector tip to prevent damage. Replace injector clip if it is damaged.
4. Repeat procedures for remaining injectors.
Installation
INSTALLATION
Fig. 60: FUEL INJECTOR AND RAIL TYPICAL
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1 FUEL RAIL ASSEMBLY
2 FUEL INJECTOR
3 FUEL RAIL RECEIVER
1. If same injector(s) is being reinstalled, install new Oring(s).
2. Apply a small amount of clean engine oil to each injector Oring. This will aid in installation.
3. Push fuel injector(s) into fuel rail assembly (3) until clip has latched.
4. Install fuel rail. Refer to INSTALLATION .
5. Start engine and check for fuel leaks.
PEDAL, ACCELERATOR
Removal
REMOVAL
Fig. 61: ACCELERATOR PEDAL/APPS
The accelerator pedal and APPS (Accelerator Pedal Position Sensor) are serviced as a complete assembly
including the bracket.
1. Disconnect electrical connector (3) at APPS.
2. Remove two accelerator pedal mounting bracket nuts (2).
3. Remove accelerator pedal/APPS assembly (1) from vehicle.
Installation
INSTALLATION
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including the bracket.
1. Position accelerator pedal/APPS assembly over two mounting studs.
2. Install two accelerator pedal mounting bracket nuts (2).
3. Connect electrical connector (3) at APPS.
4. Before starting engine, operate accelerator pedal to check for any binding.
RELAY, FUEL PUMP
Description
DESCRIPTION
The fuel pump relay is located in the TPIM (Totally Integrated Power Module).
SENSOR, ACCELERATOR PEDAL POSITION
Description
DESCRIPTION
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including the bracket. Refer to SENSOR, Accelerator Pedal Position .
SENSOR, AIR TEMPERATURE, INTAKE
Removal
REMOVAL
Fig. 64: INT. AIR. TEMP. SENSOR 3.8L
The intake manifold air temperature (IAT) sensor (2) is installed into the rubber air intake tube (1) near the
throttle body.
1. Disconnect electrical connector from IAT sensor.
2. Clean dirt from IAT sensor base.
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3. Pull up on IAT sensor while rotating for removal.
4. Check condition of sensor Oring.
Installation
INSTALLATION
Fig. 65: INT. AIR. TEMP. SENSOR 3.8L
The intake manifold air temperature (IAT) sensor (2) is installed into the rubber air intake tube (1) near the
throttle body.
1. Clean mounting hole.
3. Push IAT sensor into rubber intake tube while rotating for installation.
4. Connect electrical connector to IAT sensor.
SENSOR, CRANKSHAFT POSITION
Removal
REMOVAL
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Fig. 66: CKP (CRANKSHAFT POS. SENSOR)
Fig. 67: LOCATION CKP
The Crankshaft Position (CKP) sensor (2) is mounted into the right side of the transmission bellhousing (4). It
is positioned and bolted into a machined hole.
1. Raise vehicle.
2. Disconnect sensor electrical connector (3).
3. Remove sensor mounting bolt (1).
4. Carefully twist sensor (2) from cylinder block.
5. Check condition of sensor oring.
Installation
INSTALLATION
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Fig. 68: LOCATION CKP
NOTE: If reinstalling the sensor, check the sensor Oring for damage and replace if
necessary. Lubricate the Oring with clean engine oil before installing the
sensor.
1. Push the crankshaft position (CKP) sensor (2) into the transmission case with a twisting motion until
fully seated.
CAUTION: Before tightening the sensor mounting bolt, be sure the sensor is
completely flush to the mounting surface. If the sensor is not flush,
damage to the sensor mounting tang may result.
2. While holding the sensor in this position, install and tighten the retaining bolt (1) to 28 N.m (21 ft. lbs.).
3. Connect and lock the electrical connector (3) to the CKP sensor (2).
Control (PCM) Standard Procedure
SENSOR, MANIFOLD AIR PRESSURE (MAP)
Removal
REMOVAL
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The MAP sensor (1) is installed into the rear of the upper intake manifold (3).
1. Disconnect the MAP sensor electrical connector.
2. Clean the MAP sensor mounting base.
3. Pull up on MAP sensor while rotating counterclockwise about 1/4 turn for removal.
4. Check the condition of the MAP sensor Oring and replace if necessary.
Installation
INSTALLATION
The MAP sensor (1) is installed into the rear of the upper intake manifold (3).
1. Check the condition of the MAP sensor Oring and replace if necessary.
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2. Clean the MAP sensor mounting base.
3. Push down on the MAP sensor while rotating clockwise about 1/4 turn for installation.
4. Connect the MAP sensor electrical connector (2).
SENSOR, OXYGEN
Removal
REMOVAL
CAUTION: Never apply any type of grease to the oxygen sensor electrical connector, or
attempt any repair of the sensor wiring harness.
WARNING: The exhaust manifold, exhaust pipes and catalytic converter become very hot
during engine operation. Allow engine to cool before removing oxygen sensor.
Fig. 71: O2 SENSOR SYSTEM WITH 4 SENSORS
The left upstream O2 sensor (2) is referred to as the 1/1 sensor. The left downstream O2 sensor (1) is referred to
as the 1/2 sensor.
The right upstream O2 sensor (1) is referred to as the 2/1 sensor. The right downstream O2 sensor (2) is referred
to as the 2/2 sensor.
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2. Disconnect the electrical connector from the O2 sensor.
CAUTION: When disconnecting the oxygen sensor electrical connector, do not pull
directly on the wire going into the sensor. The sensor wiring can be
damaged resulting in sensor failure.
3. Using Oxygen Sensor Socket C4907 or equivalent, remove the O2 sensor (1) or (2). Certain sensors may
be removed with a 22 mm or 7/8" wrench.
4. Clean the threads in the exhaust pipe using an appropriate tap.
Installation
INSTALLATION
The threads of new oxygen sensors are factory coated with antiseize compound to aid in removal.Do Not add
any additional antiseize compound to the threads of a new oxygen sensor.
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Fig. 73: O2 Sensors Left Side
1. Install the O2 sensor (1) or (2) and tighten to 41 N.m (30 ft. lbs.).
2. Connect the O2 sensor electrical connector.
THROTTLE BODY
Removal
REMOVAL
CAUTION: Using a diagnostic scan tool, record any previous DTC's (Diagnostic Trouble
Codes).
CAUTION: Never have the ignition key in the ON position when checking the throttle body
shaft for a binding condition. This may set DTC's.
Fig. 74: THROTTLE BODY
1. Disconnect and isolate negative battery cable at battery.
2. Remove throttle body air intake hose.
3. Disconnect throttle body electrical connector (3).
4. Remove four bolts (4).
5. Remove throttle body (1) from intake manifold (2).
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Fig. 75: INTAKE GASKET, J NUTS
NOTE: Inspect intake manifold to throttle body gasket (2) for damage. Inspect the
jnuts for damage or excessive wear. Replace as necessary.
6. Inspect the four jnuts (1) for damage or excessive wear, remove if necessary.
7. Inspect intake manifold to throttle body gasket (2) for damage, remove if necessary.
Installation
INSTALLATION
Fig. 76: INTAKE GASKET, J NUTS
1. Install a new intake manifold to throttle body gasket (2), if replacement was necessary.
2. Install four new four jnuts (1), if replacement was necessary.
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Fig. 77: THROTTLE BODY
CAUTION: The throttle body mounting bolts MUST be tightened to specifications.
Over tightening can cause damage to the throttle body or the intake
manifold.
3. Install throttle body (1) to intake manifold (2).
4. Install four bolts (4) and hand tighten.
5. Connect throttle body (1) electrical connector (3).
Fig. 78: THROTTLE BODY MANDATORY TORQUE
CAUTION: The throttle body must be torqued in a mandatory torque sequence.
Tighten in a criss cross pattern to specification.
6. Obtain a torque wrench. Tighten mounting bolts (as shown) in a mandatory torque crisscross pattern
sequence to 7.5 N.m (65 in. lbs.).
7. Install clean air hose and tighten clamps to 4 N.m (35 in. lbs.).
8. Connect negative battery cable, tighten nut to 5 N.m (45 in. lbs.).
9. Using the diagnostic scan tool, erase all previous DTC's and perform the ETC Relearn function.
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FUEL DELIVERY, DIESEL
WARNING
WARNING HIGH FUEL SYSTEM PRESSURE
WARNING: Highpressure fuel lines deliver fuel under extreme pressure from the injection
pump to the injectors. This may be as high as 1600bar (23,200psi). Use extreme
caution when inspecting for highpressure fuel leaks. Fuel under this amount of
pressure can penetrate skin causing personal injury or death. Inspect high
pressure fuel leaks with a sheet of cardboard. Wear safety goggles and
adequate protective clothing when servicing fuel system.
HIGH PRESSURE FUEL LEAKS
Fig. 79: TYPICAL TEST FOR FUEL LEAK
1 HIGHPRESSURE LINE
2 CARDBOARD
3 FITTING
WARNING: Highpressure lines deliver diesel fuel under extreme pressure from the
injection pump to the fuel injectors. This may be as high as 160,000 kpa (23,206
psi). Use extreme caution when inspecting for highpressure fuel leaks. Fuel
under this amount of pressure can penetrate skin causing personal injury or
death. Inspect for highpressure fuel leaks with a sheet of cardboard. Wear
safety goggles and adequate protective clothing when servicing fuel system.
Highpressure fuel leaks can cause starting problems and poor engine performance.
Carefully place a piece of cardboard (2) over the highpressure fuel lines or suspected area. Move your body
and hands away from the area. Start the engine and run till warm. TURN THE ENGINE OFF . Inspect the
piece of cardboard for witness marks. If a highpressure line connection is leaking, replace damaged, restricted
or leaking highpressure fuel lines with the correct replacement line.

CAUTION: The highpressure fuel lines cannot contact each other or other components.
Do not attempt to weld highpressure fuel lines or to repair lines that are
damaged. Only use the recommended lines when replacement of highpressure
fuel line is necessary.
FUEL SUPPLY RESTRICTIONS
LOWPRESSURE LINES
Fuel supply line restrictions or a restricted fuel filter can cause starting problems and prevent engine from
accelerating. The starting problems include; no start, longer cranking times, low power and/or white fog like
exhaust.
Inspect all fuel supply lines for restrictions or blockage, including the fuel filter. Flush or replace as necessary.
HIGHPRESSURE LINES
CAUTION: Highpressure lines cannot contact each other or other components. Do not
attempt to weld highpressure fuel lines or to repair lines that are damaged.
Highpressure lines can be reused only after close inspection for cracks or
deformation around the sealing cone. Corroded pipes must be replaced. Use
only recommended lines when replacement of highpressure fuel line is
necessary.
NOTE: Highpressure fuel lines must be replaced at each disassembly.
Restricted (kinked or bent) highpressure lines can cause starting problems, poor engine performance, engine
misfire and white smoke from exhaust.
STANDARD PROCEDURE
DRAINING FUEL TANK
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opening.
7. Drain fuel tank using an approved gasoline, or diesel fuel draining station.
CLEANING FUEL SYSTEM COMPONENTS
CAUTION: Cleanliness cannot be overemphasized when handling or replacing diesel fuel
system components. This especially includes the fuel injectors, highpressure
fuel lines, fuel rail, and fuel injection pump. Very tight tolerances are used with
these parts. Dirt contamination could cause rapid part wear and possible
plugging of fuel injector nozzle tip holes. This in turn could lead to possible
engine misfire. Always wash/clean any fuel system component thoroughly
before disassembly and then air dry. DO NOT wire brush injector nozzles when
cleaning. Cap or cover any open part after disassembly. Before assembly,
examine each part for dirt, grease or other contaminants and clean if necessary.
When installing new parts, lubricate them with clean engine oil or clean diesel
fuel only.
SPECIFICATIONS
TORQUE
TORQUE
APP Sensor 11 97
Boost Pressure / Intake
Air Temperature Sensor 12 106
Bolts
Crankshaft Position
11 97
Sensor Bolt
Crankshaft Position
12 106
Sensor Shield Bolt
Fuel Filler Tube Clamp 4 35
Fuel Injectors Retaining
33 24
Bolts
Fuel Injector Tubes at
28 21
Fuel Injectors
Fuel Injector Fuel Tubes 5 44
at Fuel Rail PLUS 75Â° TURN
Fuel Line Fittings at
35 25
Filter Housing
Fuel Line Fittings at
24 17
Pump
Fuel Line Clamp Bolt 15 133
Fuel Quantity Solenoid 11 97
Fuel Rail Bolts 25 18
Fuel Tank Bolts 61 45
Fuel Water/Separator
25 18
Mounting Nuts
High Pressure Fuel Feed 5 44
Line at Fuel Rail PLUS 75Â° TURN
High Pressure Fuel Tubes
28 21
at High Pressure Pump
High Pressure Injection 25 18
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Pump Nuts
High Pressure Injection
88 65
Pump Sprocket Nut
Return Fuel Junction 11 97
Block at Intake Manifold
SPECIAL TOOLS
SPECIAL TOOLS
Fig. 81: SAE FUEL PUMP LOCK RING WRENCH 9340
Fig. 82: SLIDE HAMMER 8941
Fig. 83: FUEL INJECTOR REMOVAL TOOL 9552
HEATER, FUEL
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Removal
REMOVAL
The fuel heater is located in the fuel filter/water separator canister housing. Refer to SEPARATOR and
FILTER, Fuel and Water for removal and installation procedures.
MODULE, FUEL PUMP
Removal
REMOVAL
Fig. 84: FUEL TANK TOP
1. The 2.8L diesel fuel pump module (2) is located on the top of fuel tank.
Fig. 85: FUEL PUMP MODULE LOCATION
2. Drain and remove fuel tank.
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3. Note rotational position of module before attempting removal. An indexing arrow is located on top of
module for this purpose.
4. Position special Lockring Remover/Installer tool 9340 (3) into notches on outside edge of lockring (5).
5. Install 1/2 inch drive breaker bar (1) to special Lockring Remover/Installer tool 9340 (3).
6. Rotate breaker bar counterclockwise to remove lockring.
7. Remove lockring. The module will spring up slightly when lockring is removed.
8. Remove module from fuel tank. Be careful not to bend float arm while removing.
Installation
INSTALLATION
CAUTION: Whenever the fuel pump module is serviced, the rubber Oring seal must be
replaced.
Fig. 86: Fuel Pump Module Location
1. Using a new seal (gasket), position fuel pump module into opening in fuel tank.
2. Position lockring (5) over top of fuel pump module.
3. Rotate module until embossed alignment arrow points to center alignment mark. This step must be
performed to prevent float from contacting side of fuel tank.
4. Install Lockring Remover/Installer 9340 (3) to lockring.
5. Install 1/2 inch drive breaker (1) into Lockring Remover/Installer 9340 (3).
6. Tighten lockring (clockwise) until all seven notches have engaged.
7. Install fuel tank.
PUMP, FUEL
Description
DESCRIPTION
An engine mounted, lowpressure mechanical fuel pump is not used with the 2.8L diesel engine.
An electric fuel pump is mounted to the fuel pump module. The pump supplies a lowpressure fuel supply to
the engine.
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Fuel is drawn in through a filter at the bottom of the module and pushed through the electric motor gearset to
the pump outlet.
The electric fuel pump is not a separate, serviceable component. The entire fuel pump module must be replaced.
PUMP, FUEL INJECTION
Description
DESCRIPTION
Fig. 87: FUEL INJECTION PUMP
1 FUEL INJECTION PUMP
2 FUEL QUANTITY SOLENOID
A radial, 3 piston pump (1) mounted to the timing belt cover, is used to deliver fuel under high pressure to the
fuel rail.
The pump is driven by the timing belt. Pressure is generated independently of the injection process. The pump
is lubricated with diesel fuel and is not responsible for fuel injection timing. However, there is a mark on the
high pressure fuel pump sprocket that must be aligned with a mark on the timing belt cover whenever the high
pressure pump, sprocket, or timing belt have been removed.
Operation
OPERATION
High Pressure Pumping Plungers
The fuel quantity solenoid supples three high pressure pumping chambers. The pumping chambers have one
way inlet valves that allow fuel to flow into the chambers. The valves then close during compression of the fuel
and cause the high pressure fuel to overcome a ball and angled seat outlet valve.
All three pumping chambers are tied together in one circuit internal to the pump and provide high pressure fuel
up to 1600 bar (23,206 psi) through a steel line, to the fuel rail.
The pump is driven at 1:1 engine speed and is not responsible for injection timing. The pump is only
responsible for providing high pressure fuel while the ECM controls the injection timing.
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Removal
REMOVAL
fuel lines and fuel injection pump. Very tight tolerances are used with these
parts. Dirt contamination could cause rapid part wear and possible plugging of
fuel injector nozzle tip holes. This in turn could lead to possible engine misfire.
Always wash/clean any fuel system component thoroughly before disassembly
and then air dry. Cap or cover any open part after disassembly. Before
assembly, examine each part for dirt, grease or other contaminants and clean if
necessary. When installing new parts, lubricate them with clean engine oil or
clean diesel fuel only.
WARNING: Highpressure lines deliver diesel fuel under extreme pressure from the
injection pump to the fuel injectors. Use extreme caution when inspecting for
highpressure fuel leaks. Fuel under this amount of pressure can penetrate skin
causing personal injury or death. Inspect for highpressure fuel leaks with a
sheet of cardboard. Wear safety goggles and adequate protective clothing
when servicing fuel system.
2. Drain engine coolant. Refer to COOLING .
4. Disconnect and reposition engine coolant hose near rear of injection pump.
5. Remove timing belt. Refer to 2.8L DIESEL SERVICE INFORMATION for procedures.
Fig. 88: FUEL INJECTION PUMP SPROCKET
6. Remove injection pump sprocket mounting nut (2). Attach a typical 3jaw gear/sprocket puller such as
special tool 1023 and remove sprocket (1) from pump.
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Fig. 89: HIGH PRESSURE FUEL LINE AT PUMP
7. Disconnect highpressure fuel line (4) at rear of pump by removing banjo bolt.
8. Disconnect highpressure fuel line (2) at rear of pump by removing fitting at end of line.
9. Disconnect electrical connector at highpressure fuel sensor (1).
Fig. 90: FUEL INJECTION PUMP MOUNTING
10. Remove fuel injection pump mounting nuts (2).
11. Slide pump rearward from mounting studs.
Installation
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INSTALLATION
Fig. 91: FUEL INJECTION PUMP MOUNTING
1. Slip pump (1) over mounting studs.
2. Be sure pump is fully seated before tightening mounting nuts. Tighten injection pump mounting nuts
(2) to 24 N.m (18 ft. lbs.) torque.
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Fig. 92: FUEL INJECTION PUMP SPROCKET
3. Position sprocket (1) to pump shaft and install nut (2) finger tight.
Fig. 93: HIGH PRESSURE FUEL LINE AT PUMP
4. Install banjo bolt for fuel line (4) at rear of injection pump. Tighten bolt to 28 N.m (20 ft. lbs.) torque.
5. Install fuel line (2) and fitting to rear of injection pump. Tighten fitting to 28 N.m (20 ft. lbs.) torque.
6. Connect electrical connector to highpressure fuel sensor (1).
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Fig. 94: FUEL INJECTION PUMP TIMING MARKS
7. Tighten injection pump sprocket nut (4) to 88 N.m (65 ft. lbs.) torque.
8. PUMP ALIGNMENT MARKS: Rotate pump gear (1) until marks (2) and (3) are aligned.
9. Install timing belt. Refer to 2.8L DIESEL SERVICE INFORMATION Diesel for procedures.
10. Connect engine coolant hose near rear of injection pump.
11. Fill engine cooling system. Refer to COOLING .
12. Lower vehicle.
14. Start engine and check for fuel leaks.
PUMP, FUEL TRANSFER
Description
DESCRIPTION
The fuel transfer pump (fuel lift pump) is part of the fuel pump module. The fuel pump module is located in the
fuel tank. The 12volt electric pump is operated and controlled by the Engine Control Module (ECM).
Removal
REMOVAL
The fuel transfer pump (fuel lift pump) is a part of the fuel tank module. It is not serviced separately. Refer to
TANK, Fuel Removal or Installation for procedures.
RAIL, FUEL
Removal
REMOVAL
components. Dirt contamination can cause rapid part wear and possibly plug
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fuel injector nozzle tips. This in turn could lead to possible engine misfire.
Always clean any fuel system component thoroughly before disassembly and
then air dry. Cap or cover any open component after disassembly. Before
assembly, examine each component for dirt, grease or other contaminants and
clean if necessary. When installing new components, lubricate them for
assembly with clean engine oil or clean diesel fuel only.
Fig. 95: FUEL RAIL 2.8L DIESEL
1. Disconnect negative battery cable at battery. Isolate end of cable.
2. Remove dressup cover from top of engine.
3. Disconnect electrical connector at fuel pressure sensor (1).
4. Disconnect electrical connector at fuel pressure solenoid (3).
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Fig. 96: FUEL INJECTORS 2.8L DIESEL
CAUTION: When loosening or tightening highpressure line fittings, use a backup
wrench on each fitting. Do not allow any fitting to rotate. Damage to both
fuel line and fitting will result.
5. Disconnect fuel line fittings (2) and (4) and remove four fuel lines (3). Note and mark position of each
fuel line while removing.
6. Remove fuel line clamp bolt (10).
7. Disconnect railtoinjection pump highpressure fuel line fittings (9) and (11) and remove fuel line (12).
Note and mark position of fuel line while removing.
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8. Remove three fuel rail mounting nuts (4).
9. Remove rail (2) from cylinder head.
Installation
INSTALLATION
NOTE: New High Pressure Fuel Line must be used any time the High Pressure Fuel
Lines have been removed.
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1. Position fuel rail (2) to cylinder head.
2. Install three fuel rail mounting nuts (4). Tighten nuts (alternately) to 24 N.m (18 ft. lbs.) torque.
CAUTION: WHEN LOOSENING OR TIGHTENING HIGHPRESSURE LINE FITTINGS
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ATTACHED TO A SEPARATE FITTING, USE A BACKUP WRENCH ON
FITTING. DO NOT ALLOW FITTING TO ROTATE. DAMAGE TO BOTH FUEL
LINE AND FITTING WILL RESULT.
3. Install the injectors (8), the injector clamps (7) and washers (6).
4. Install the injector bolts (5). Do not tighten at this time.
5. Position and connect the high pressure line (12) between the high pressure injection pump and the fuel
rail. Do not tighten at this time.
6. Torque injector clamp bolts to 32.4 Nm (23 ft. lbs.).
7. Torque the rail side (4) of the high pressure lines between the injectors and the fuel rail to 5 Nm (44 in.
lbs.) plus an additional 75Â°.
8. Torque the injector side (2) of the high pressure lines between the injectors and the fuel rail to 28 Nm (20
ft. lbs.).
9. Torque the rail side (9) of the high pressure fuel line between the high pressure injection pump and the
fuel rail to 5 Nm (44 in. lbs.) plus an additional 75Â°.
10. Torque the high pressure pump side (11) of the high pressure fuel line between the high pressure injection
pump and the fuel rail to 28 Nm (20 ft. lbs.).
11. Install fuel line clamp bolt (10). Tighten bolt to 15 N.m (11 ft. lbs.) torque.
12. Connect electrical connectors to fuel injectors.
13. Connect electrical connector to fuel pressure solenoid (3).
14. Connect electrical connector to fuel pressure sensor (1).
15. Install the engine cover.
16. Connect negative battery cable to battery.
RELAY, FUEL HEATER
Removal
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REMOVAL
Fig. 101: FUEL HEATER RELAY
The fuel heater relay (1) is located in the left/rear of the engine compartment.
2. Disconnect electrical connector (2) from relay.
3. Remove relay mounting bolt and remove relay.
4. Check condition of relay connector pins for corrosion, etc.
Installation
INSTALLATION
Fig. 102: FUEL HEATER RELAY
The fuel heater relay (1) is located in the left/rear of the engine compartment.
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1. Check condition of relay connector pins for corrosion, etc.
2. Position relay and install mounting bolt.
3. Connect electrical connector (2) to relay.
4. Connect negative battery cable to battery.
SENSOR, FUEL PRESSURE
Description
DESCRIPTION
WARNING: High pressure fuel line deliver diesel fuel under extreme pressure from the
injection pump to the fuel injectors. This may be as high as 1600 bar (23,206
psi). Use extreme caution when inspecting for high pressure fuel leaks. Fuel
death. Inspect for high pressure leaks with a sheet of cardboard. Wear safety
goggles and adequate protective clothing when servicing fuel system.
Fig. 103: SENSOR LOCATIONS
The fuel rail pressure sensor (1) screws into the fuel rail (2) at the top of the engine. The ECM uses this sensor
to monitor the fuel rail pressure.
Operation
OPERATION
Review the high pressure fuel system warning.
The fuel flows to the fuel pressure sensor through an opening in the rail, the end of which is sealed off by the
sensor diaphragm. Pressurized fuel reaches the sensor's diaphragm through a blind hole. The sensor element
(semiconductor device) converts the pressure to an electric signal is mounted on this diaphragm. The signal
generated by the sensor is monitored by the ECM.
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Removal
REMOVAL
WARNING: High pressure fuel spray can cause severe cuts, and is extremely flammable.
Before opening any part of the high pressure fuel system, wait for a minimum
of 30 seconds after turning off the engine to allow pressure to bleed down from
the high pressure side of the fuel system. Otherwise severe personal injury can
result when the high pressure fuel system is opened.
WARNING: No sparks, open flames or smoking. Risk of poisoning from inhaling and
swallowing fuel. Risk of injury to eyes and skin from contact with fuel. Pour
fuels only into suitable and appropriately marked containers. Wear protective
clothing.
WARNING: When working with parts on the high side of the fuel injection system such as
the fuel rail and high pressure injector lines, slowly loosen the part to allow any
residual pressure to bleed down from the high pressure side of the system.
NOTE: The fuel rail pressure sensor is not a serviceable item. If diagnosis has lead you
to replace the fuel rail pressure sensor, then a new fuel rail must to be installed.
2. Remove the fuel rail (2). See Fuel System/Fuel Delivery/RAIL, Fuel Removal.
Installation
INSTALLATION
WARNING: Diesel fuel is under extreme pressure in the high pressure side of the fuel
injection system between the fuel injectors and the high pressure fuel pump.
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This may be as high as 1600 bar (23,200 psi.). Use extreme caution when
inspecting for leaks in the high pressure side of the fuel injection system. Fuel
death. Inspect for high pressure fuel leaks with a sheet of cardboard. Wear
safety goggles and adequate protective clothing when servicing the high
pressure side of the fuel system.
1. Install the fuel rail. See Fuel System/Fuel Delivery/RAIL, Fuel Installation.
SENSOR, FUEL TEMPERATURE
Removal
REMOVAL
The fuel temperature sensor is located in the fuel filter/water separator canister housing. Refer to
SEPARATOR and FILTER, Fuel and Water for removal and installation procedures.
SENSOR, WATER IN FUEL
Description
DESCRIPTION
The combination drain valve/WaterInFuel (WIF) sensor is located on the bottom of the fuel filter/water
separator filter canister.
Operation
OPERATION
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The sensor sends an input to the Engine Control Module (ECM) when it senses water in the fuel filter/water
separator. As the water level in the filter/separator increases, the resistance across the WIF sensor decreases.
This decrease in resistance is sent as a signal to the ECM and compared to a high water standard value. Once
the value reaches 30 to 40 kilohms, the ECM will activate the waterinfuel warning lamp through CAN bus
circuits. This all takes place when the ignition key is initially put in the ON position. The ECM continues to
monitor the input while the engine is running.
Removal
REMOVAL
The WaterInFuel (WIF) sensor is located at the bottom of fuel filter/water separator canister. Refer to
SEPARATOR and FILTER, Fuel and Water for removal and installation procedures.
SEPARATOR AND FILTER, FUEL AND WATER
Description
DESCRIPTION
Fig. 106: Fuel Filter/Water Separator Components
The fuel filter/water separator assembly (8) is mounted to the frame rail near the fuel tank. The assembly
includes the fuel filter, fuel heater (3), fuel temperature sensor (2), combination water drain valve/WaterInFuel
(WIF) sensor (1), and quickconnect fittings attached at the side of the fuel filter canister.
Operation
OPERATION
The fuel filter/water separator protects the fuel injection pump by removing water and contaminants from the
fuel. The construction of the filter/separator allows fuel to pass through it, but helps prevent moisture (water)
from doing so. Moisture collects at the bottom of the filter.
Refer to the maintenance schedules in the owners manual for the recommended fuel filter replacement intervals.
For draining of water from canister, refer to SEPARATOR and FILTER, Fuel and Water Fuel Filter/Water
Separator Removal/Installation information.
A WaterInFuel (WIF) sensor is attached to the bottom of fuel filter element.
The fuel heater and fuel temperature sensor are installed into the side of the filter/separator housing.
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Removal
REMOVAL
Refer to maintenance schedules, or the Owner's Manual for recommended fuel filter replacement intervals.
DRAINING WATER FROM FUEL FILTER CANISTER:
The combination housing drain valve/WIF sensor serves two purposes. One is to partially drain the filter
housing of excess water. The other is to partially drain the housing for fuel temperature sensor, fuel filter or
fuel heater element replacement.
The filter housing should be partially drained whenever the waterinfuel warning lamp remains illuminated.
(Note that lamp will be illuminated for approximately two seconds when ignition key is initially placed in ON
position for a bulb check).
2. A nipple is located at the bottom of drain valve (1). Attach a drain hose to this nipple. Place drain pan
under drain hose.
3. With engine not running, Disconnect WIF sensor electrical connector (1), then rotate drain valve
approximately two revolutions to open it. Leave open until all water and contaminants have been
removed and clean fuel exits. Hand tighten drain valve after tightening.
4. If fuel heater element is being replaced, drain housing completely. Dispose of mixture in drain pan
according to applicable regulations.
5. After draining operation, close and tighten drain valve (1).
6. FUEL FILTER REPLACEMENT:
7. Clean all dirt and debris from around filter canister and canister head, located at the bottom of the fuel
filter/water separator assembly.
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8. Open drain valve (1) two complete revolutions. Drain approximately 1 cup of fuel into a waste canister.
Dispose of fuel according to environmental regulations.
9. Remove drain hose from drain valve (1).
10. Use an oil filter type wrench to loosen filter, located at the bottom of the fuel filter/water separator
assembly (8). After loosening, unscrew the filter by hand.
11. WATERINFUEL (WIF) SENSOR REPLACEMENT: The combination fuel drain valve/WIF sensor
is located on the bottom of the fuel filter housing.
The WIF sensor is not a separately serviceable item. If diagnostics have led you to replace this sensor,
then the whole fuel filter assembly needs to be changed.
12. FUEL HEATER ELEMENT REPLACEMENT: The fuel heater element is located in the fuel filter
housing. To replace heater, the entire housing assembly must be replaced.
13. Drain fuel filter. See previous steps.
14. Disconnect the fuel temperature sensor (2) and fuel heater (3) harness connectors.
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15. Disconnect the fuel lines (4) and (5) at the fuel filter/water separator housing (8).
16. Remove the two fuel filter/water separator housing fasteners (6).
17. Remove fuel filter/water separator housing assembly (8).
18. FUEL TEMPERATURE SENSOR REPLACEMENT: The fuel temperature sensor is located in the
fuel filter housing. To replace sensor, the entire housing assembly must be replaced.
19. Drain fuel filter. See previous steps.
20. Disconnect electrical connectors.
21. Disconnect two quickconnect fittings and at housing.
22. Remove three housing mounting nuts.
23. Remove housing assembly.
24. DRAIN VALVE REPLACEMENT: The Drain Valve is located on the bottom of the fuel filter. This is
not a separately serviceable item. If replacement is necessary, replace the entire filter/filter canister
assembly.
Installation
INSTALLATION
Refer to maintenance schedules for recommended fuel filter replacement intervals.
1. FUEL FILTER:
2. Lubricate new fuel filter Oring with clean engine oil.
3. Position new fuel filter/canister assembly to housing.
4. Rotate fuel filter/canister assembly until it comes to a hard stop.
5. Tighten the filter element an additional halfinch of rotation.
6. Connect WIF sensor electrical connector.
7. Be sure drain valve is tight.
8. Install left front tire/wheel.
9. Install left front wheel splash shield.
10. FUEL HEATER ELEMENT OR FUEL TEMPERATURE SENSOR:
Both the fuel heater element and fuel temperature sensor are attached to the fuel filter housing. To replace
either of these components, the entire housing assembly must be replaced.
11. Position housing/canister assembly to body.
12. Install three housing mounting nuts.
13. Connect two quickconnect fittings and to housing fittings.
14. Connect electrical connectors.
15. WATERINFUEL (WIF) SENSOR REPLACEMENT: The combination fuel drain valve/WIF sensor
is located on the bottom of the fuel filter housing.
The WIF sensor is not a separately serviceable item. If diagnostics have led you to replace this sensor,
then the whole fuel filter assembly needs to be changed.
SOLENOID, FUEL PRESSURE
Description
DESCRIPTION
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Fig. 110: FUEL RAIL PRESSURE SOLENOID
The fuel pressure solenoid (3) is attached to the rear of the fuel rail (2). The tip of the fuel pressure solenoid (3)
uses a knife edge, for metal to metal sealing. The knife edge actually deforms the metal in the fuel rail in order
to seal the surfaces. The solenoid controls and maintains constant rail pressure with a control current
transmitted by the engine control module (ECM).
Operation
OPERATION
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Fig. 111: FUEL PRESSURE SOLENOID OPERATION
1 BALL SEAT
2 SPRING FORCE
3 MAGNETIC FORCE
4 COIL
5 FUEL PRESSURE SOLENOID
6 HIGH PRESSURE SUPPLY
High pressure which is present in the fuel rail flows to the ball seat (1) of the pressure solenoid. The specified
pressure required by the system is built up in the rail by the fuel pressure solenoid building up a magnetic force
which corresponds to this specific pressure by means of a control current from the Electronic Control Module
(ECM). This magnetic force equals a certain outlet cross section at the ball seat of the valve. The rail pressure is
altered as a result of the quantity of fuel which flows off. The current fuel pressure is signaled by the fuel rail
pressure sensor to the engine control module (ECM). The controlled fuel flows back along the return fuel line,
into the tank.
In a deenergized state, the fuel pressure solenoid is closed as the spring force (2) presses the ball into the ball
seat. When driving, the fuel pressure solenoid is constantly open. When engine is started, the fuel pressure
solenoid is held closed by magnetic force. When driving, the pressure of the fluid counteracts the magnetic
force of the coil and the slight spring force.
Removal
REMOVAL
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WARNING: High pressure fuel spray can cause severe cuts, and is extremely flammable.
Before opening any part of the high pressure fuel system, wait for a minimum
of 30 seconds after turning off the engine to allow pressure to bleed down from
the high pressure side of the fuel system. Otherwise severe personal injury can
result when the high pressure fuel system is opened.
WARNING: No sparks, open flames or smoking. Risk of poisoning from inhaling and
swallowing fuel. Risk of injury to eyes and skin from contact with fuel. Pour
fuels only into suitable and appropriately marked containers. Wear protective
clothing.
WARNING: When working with parts on the high side of the fuel injection system such as
the fuel rail and high pressure injector lines, slowly loosen the part to allow any
residual pressure to bleed down from the high pressure side of the system.
NOTE: The fuel rail pressure solenoid is not a serviceable item. If diagnosis has lead
you to replace the fuel rail pressure solenoid, then a new fuel rail must to be
installed.
2. Remove fuel rail. See Fuel System/Fuel Delivery/RAIL, Fuel Removal.
Installation
INSTALLATION
NOTE: Review the high pressure fuel system warning before beginning repair. See
Fuel System Standard Procedure.
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WARNING: Before working on an open fuel system, eliminate any source of sparks or open
flames near the work area, and do not smoke. Wash diesel fuel off skin as soon
as possible to avoid the risk of poisoning from inhaling and swallowing fuel. Do
not allow diesel fuel to come in contact with eyes, otherwise, severe injury can
result from contact with fuel. Pour fuels only into suitable and appropriately
marked containers. Wear protective clothing whenever possible to avoid injury.
CAUTION: There is a special tightening procedure for the fuel rail solenoid that must be
followed along with the proper use of a torque wrench. Therefore the fuel rail
must be removed before installing the fuel pressure solenoid.
CAUTION: Do not reuse an existing fuel pressure solenoid. A new fuel pressure solenoid
must be installed any time the existing solenoid has been removed from the
fuel rail.
1. Position the fuel rail (2) into a soft jawed vise.
2. Inspect the sealing surfaces of the fuel pressure solenoid opening in the fuel rail. If any cuts or gouges are
present in the fuel rail pressure solenoid opening, replace the fuel rail.
3. Lubricate the fuel pressure solenoid sealing rings with clean diesel fuel. Do not allow dirt or debris to
come in contact with the fuel rail solenoid or the threads in the fuel rail.
4. Manually thread the fuel pressure solenoid (3) into the fuel rail until hand tight.
5. Position the fuel pressure solenoid electrical socket so the fuel pressure solenoid harness connector is not
under stress. Otherwise, the connector or harness can be damaged.
6. Counterhold the fuel rail, and tighten the fuel rail solenoid (3) as follows:
a. Tighten the fuel pressure solenoid to 60 N.m (44 ft. lbs.)
b. Loosen the fuel pressure solenoid 90 degrees.
c. Retighten the fuel pressure solenoid to 85 N.m (62 ft. lbs.).
7. Install fuel rail. See Fuel System/Fuel Injection/INJECTOR(S), Fuel Installation.
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9. Start engine, allow to warm, turn engine off and inspect for leaks.
SOLENOID, FUEL QUANTITY
Description
DESCRIPTION
Fig. 114: FUEL QUANTITY SOLENOID
1 FUEL SUPPLY TO FUEL RAIL
2 HIGH PRESSURE FUEL PUMP
The fuel quantity solenoid is located in the back of the high pressure pump. The solenoid is pulse width
modulated by the ECM and meters the amount of fuel that flows into the high pressure elements inside of the
high pressure pump. The solenoid is also inactive during the first 30 seconds to allow maximum fuel pressure to
the fuel rail during start up .
Operation
OPERATION
The fuel quantity solenoid is a pulse width modulated valve that controls the amount of fuel sent or delayed to
the high pressure pump elements inside of the high pressure pump. The ECM determines the fuel pressure set
point based on engine sensor inputs. If the actual fuel rail pressure is too low, the ECM commands the solenoid
to allow more fuel to flow to the high pressure pump. This minimizes the difference between the actual fuel rail
pressure reading and the set point. The ECM will also operate the solenoid, delaying fuel if the fuel rail
pressure becomes to high.
The fuel quantity solenoid is commanded open by the ECM to allow the high pressure pump to build maximum
pressure 1600 BAR (23,206 PSI) the solenoid also has fuel tank heat protection function that meters the exact
amount of fuel to prevent excess heated fuel from returning to the fuel tank.
Removal
REMOVAL
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Fig. 115: FUEL QUANTITY SOLENOID
1 EGR AIR CONTROL VALVE
2 GEAR SUPPLY PUMP
1. Disconnect the negative battery cable
2. Remove the charge air inlet hose.
3. Disconnect the fuel quantity solenoid wiring harness connector.
4. Remove the solenoid from the back of the high pressure pump .
NOTE: Inspect the fuel quantity solenoid and high pressure pump passage for
contamination or corrosion. If contamination or corrosion is present
replace the high pressure pump.
5. Inspect solenoid and pump for corrosion.
Installation
INSTALLATION
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Fig. 116: QUANTITY CONTROL VALVE
1 EGR AIR CONTROL VALVE
2 GEAR SUPPLY PUMP
1. Review the high pressure fuel system warning.
2. Lubricate the fuel quantity solenoid and seal with clean diesel fuel.
3. Install the fuel quantity solenoid (3) into the high pressure pump. Tighten fasteners to 11 N.m (97 in.
lbs.).
4. Connect the wiring harness connector.
5. Install the charge air inlet hose.
6. Start engine, allow to warm, shut engine off and inspect for leaks.
TANK, FUEL
Removal
REMOVAL
servicing fuel rail, fuel system pressure must be released.
3. Loosen the fuel fill hose clamp (2) at rear of tank (3) and disconnect fuel fill hose (1) from fuel tank.
NOTE: There is a small flapper valve installed at the fuel tank filler opening.
4. Using an approved diesel fuel draining station, position a drain hose into the fuel fill hose opening and
drain the fuel tank
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Fig. 118: FUEL TANK FRONT
5. Disconnect quickconnect fittings (1) and (4) for fuel supply and return lines at front of tank.
6. Disconnect the quickconnect fittings (6) and (8) for fuel vapor and vent lines at rear of tank.
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7. Remove the front transfercase skid plate bolts (2) and the rear bolts (3) and remove the transfercase skid
plate (4).
8. Support fuel tank with a hydraulic jack.
NOTE: The fuel tank skid plate and the fuel tank assembly are removed together.
They share common fasteners.
9. Remove the two fuel tank mounting bolts at the front of fuel tank.
10. Remove the three tank mounting bolts at right side of fuel tank.
11. Remove the three tank mounting bolts at left side of fuel tank.
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12. Partially lower tank to gain access to pump module electrical connector (4). Disconnect fuel pump
module electrical connector (4).
13. Continue lowering tank for removal.
14. Lift fuel tank from skid plate.
15. If the fuel pump module is to be replaced, remove fuel pump module from tank.
Installation
INSTALLATION
1. If fuel pump module had been removed, install module to tank.
2. Position fuel tank into skid plate.
3. Position the fuel tank assembly onto a hydraulic jack.
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4. Partially raise the fuel tank to the body. Connect the pump module electrical connector (4) to fuel pump
module.
5. Continue raising the fuel tank snugly to body.
6. Install three tank mounting bolts at left side of fuel tank. Tighten to 61 N.m (45 ft. lbs.)
7. Install three tank mounting bolts at right side of fuel tank. Tighten to 61 N.m (45 ft. lbs.)
8. Install two tank mounting bolts at front of fuel tank. Tighten to 61 N.m (45 ft. lbs.)
9. Position the transfercase skid plate and install the rear transfer case skid plate (3) and the front bolts (2).
Tighten to 65 N.m (48 ft. lbs.).
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10. Connect the quickconnect fittings (6) and (8) for fuel vapor and vent lines at rear of tank.
Fig. 125: FUEL TANK FRONT
11. Connect quickconnect fittings (1) and (4) for fuel supply and return lines at front of tank.
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12. Connect fuel fill hose (1) at rear of tank (3) and tighten the fuel fill hose clamp (2).
14. Refill the fuel tank with the diesel fuel from the diesel fuel drain station.
15. Install fuel fill cap.
TUBE(S), FUEL
Description
DESCRIPTION
LowPressure Lines Are:
the fuel supply line from fuel tank to fuel filter housing.
the fuel return line back to fuel tank.
the fuel drain line from each fuel injector.
the fuel supply line from fuel filter to fuel injection pump.
the fuel injection pump return line.
HighPressure Lines Are:
the fuel line from fuel injection pump to fuel rail.
the four fuel lines from fuel rail up to the fuel injectors
WARNING: Highpressure fuel lines deliver diesel fuel under extreme pressure from the
injection pump to the fuel injectors. This may be as high as 160,000 kpa (23,206
psi). Use extreme caution when inspecting for highpressure fuel leaks. Inspect
for highpressure fuel leaks with a sheet of cardboard. High fuel injection
pressure can cause personal injury if contact is made with the skin.
Operation
OPERATION
HighPressure Lines
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damaged. If lines are ever kinked or bent, they must be replaced. Use only the
recommended lines when replacement of highpressure fuel line is necessary.
Highpressure fuel lines deliver fuel (under pressure) of up to approximately 160,000 kpa (23,206 psi) from the
injection pump to the fuel injectors. The lines expand and contract from the highpressure fuel pulses generated
during the injection process. All highpressure fuel lines are of the same length and inside diameter. Correct
highpressure fuel line usage and installation is critical to smooth engine operation.
WARNING: Use extreme caution when inspecting for highpressure fuel leaks. Inspect for
highpressure fuel leaks with a sheet of cardboard. High fuel injection pressure
can cause personal injury if contact is made with the skin.
HIGHPRESSURE FUEL LINE LEAKS
Fig. 127: TYPICAL TEST FOR LEAKS USING CARDBOARD
1 HIGHPRESSURE LINE
2 CARDBOARD
3 TYPICAL HIGHPRESSURE FITTING
Highpressure fuel line leaks can cause starting problems and poor engine performance.
WARNING: Due to extreme fuel pressures of up to 160,000 kpa (23,206 psi), use extreme
caution when inspecting for highpressure fuel leaks. Do not get your hand or a
finger near a suspected leak. Inspect for highpressure fuel leaks with a sheet
of cardboard (2) (typical picture). High fuel injection pressure can cause
personal injury if contact is made with the skin.
Start the engine. Move the cardboard (2) over the suspected highpressure fuel line leak, and check for fuel
spray onto the cardboard. If line is leaking, retorque line while engine is shutdown. Replace damaged, restricted
or leaking highpressure fuel lines with the correct replacement line.
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damaged. Only use the recommended lines when replacement of highpressure
fuel line is necessary.
Removal
REMOVAL
clean diesel fuel only. DO NOT use any lubricating or sliding agents that
contain water.
2. Remove the dressup cover from top of engine.
ATTACHED TO A SEPARATE FITTING, USE A BACKUP WRENCH ON
FITTING. DO NOT ALLOW FITTING TO ROTATE. DAMAGE TO BOTH FUEL
LINE AND FITTING WILL RESULT.
3. Disconnect fuel line fittings (2) and (4) and remove four fuel lines (3) and install a protective caps on the
fuel injector and fuel rail. Note and mark position of each fuel line while removing.
4. Remove fuel line clamp bolt (10).
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5. Disconnect railtoinjection pump highpressure fuel line fittings (9) and (11) and remove fuel line (12).
Note and mark position of fuel line while removing.
Installation
INSTALLATION
All highpressure fuel lines are of the same length and inside diameter. Correct highpressure fuel line usage
and installation is critical to smooth engine operation.
contain water.
ATTACHED TO A SEPARATE FITTING, USE A BACKUP WRENCH ON FITTING.
DO NOT ALLOW FITTING TO ROTATE. DAMAGE TO BOTH FUEL LINE AND
FITTING WILL RESULT.
1. Remove the protective caps from the fuel injectors and install the high pressure fuel line (3). Only hand
tighten the high pressure fuel line (2) and (4).
2. Tighten the high pressure fuel line (2) on the fuel injector to 28 N.m (20 ft. lbs.).
3. Tighten the high pressure fuel line (4) on the fuel rail to 5 N.m (44 in. lbs) +75 degrees.
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4. Align fuel line to the mark position during removal. Install fuel line (12) and connect railtoinjection
pump highpressure fuel line fittings (9) and (11).
5. Tighten the high pressure fuel feed line at the high pressure pump (11) to 28 N.m (20 ft. lbs.).
6. Tighten the high pressure fuel feed line at the fuel rail (9) to 5 N.m (44 in. lbs) +75 degrees.
7. Install fuel line clamp bolt (10). Tighten to 15 N.m (133 in. lbs.).
8. Install the dressup cover to top of engine.
TUBE, FUEL TANK FILLER
Removal
REMOVAL
2. Remove the left rear lamp unit (4). Refer to Electrical/Lamps/Lighting Exterior/LAMP, Tail Stop
Turn Removal .
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4. Loosen the fuel filler tube hose clamp (1) at the fuel tank.
5. Disconnect the OnBoard Refueling Vapor Recovery (ORVR) vacuum line quickconnect fitting (2) to
the ORVR control valve.
6. Disconnect the ORVR vacuum line quickconnect fitting (1) at the fuel filler tube.
7. Disconnect the Evaporative System Integrity Monitor (ESIM) fresh air line quickconnect fitting (2) at
the fuel filler tube.
8. Loosen the fuel filler tube hose clamp (3) to the upper fuel filler tube (4) and remove the lower fuel filler
tube from to the fuel tank.
9. Remove the wheel and tire.
10. Remove the left rear wheelhouse splash shield (2). Refer to Body/Exterior/SHIELD, Splash Removal
.
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11. Remove the fuel filler tube support bracket (1) retaining bolt (2).
12. Reach in through the rear lamp body opening and disconnect the fuel filler tube (1), ESIM fresh air hose
and the ESIM fresh air filter (2) from the rubber grommet (3) of the fuel fill housing (4) as an assembly.
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13. Remove the four left side body isolators. Refer to Body/Exterior/ISOLATOR, Body Removal .
14. Using a suitable screw jack, raise the body enough to gain clearance for fuel filler tube removal.
15. Slide the fuel filler tube out from under the body.
16. Using a downward rotation, remove the fuel filler tube, ORVR vacuum line, ESIM fresh air hose and the
ESIM fresh air filter as an assembly.
Installation
INSTALLATION
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1. Position the fuel filler tube, ESIM fresh air hose and the ESIM fresh air filter as an assembly into the
vehicle.
2. Reach in through the rear lamp body opening and connect the fuel filler tube (1) into the rubber grommet
(3) of the fuel fill housing (4).
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NOTE: Install the fuel filler tube support bracket retaining bolt while the body is
still in the raised position.
3. Position the fuel filler tube support bracket (1), install the retaining bolt (2) and tighten to 14 N.m (10 ft.
lbs.).
4. Lower the body onto the frame and install the body isolators. Refer to Body/Exterior/ISOLATOR,
Body Installation .
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5. Connect the lower fuel filler hose to the fuel tank and tighten the hose clamp (1) to 3 N.m (30 in. lbs).
6. Connect the ORVR vacuum line quickconnect fitting (2) to the ORVR control valve.
7. Connect the lower fuel filler hose to the upper fuel filler tube (4) and tighten the hose clamp (3) to 3 N.m
(30 in. lbs).
8. Connect the ESIM fresh air hose quickconnect fitting (2) at the fuel filler tube.
9. Connect the ORVR vacuum line quickconnect fitting (1) at the fuel filler tube.
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10. Install the left rear wheelhouse splash shield (2). Refer to Body/Exterior/SHIELD, Splash Installation
.
11. Install the wheel and tire.
13. Install the left rear lamp unit (4). Refer to Electrical/Lamps/Lighting Exterior/LAMP, Tail Stop
Turn Installation .
15. Start the vehicle and check for leaks.
FUEL INJECTION, DIESEL
OPERATION
FUEL ECONOMY AND MAINTENANCE
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A vehicle that is not properly tuned and maintained cannot be expected to perform at its maximum efficiency
and can have an adverse effect on fuel economy. The following recommendations will ensure that the vehicle is
performing at its maximum efficiency:
Use the recommended motor oil grade. Using the manufacturer's recommended grade of MoparÂ®
motor oil can improve fuel mileage by 12%. MoparÂ® motor oil labeled "Energy Conserving" contains
frictionreducing additives.
Check and replace air filters. Replacing a clogged air filter with a new MoparÂ® air filter can improve
fuel mileage by as much as 10%.
Keep the engine tuned. Repairing a vehicle that is noticeably out of tune can improve fuel mileage by an
average of 4%. Maintaining a vehicle and repairing problems, such as a faulty oxygen sensor, can
improve mileage by as much as 40%.
Keep tires properly inflated. Underinflated tires can lower fuel mileage by 0.4% for every 1 psi drop in
pressure of all four tires.
INJECTOR(S), FUEL
Description
DESCRIPTION
To control the injection valves, the new CommonRail injectors use a rapidaction actuator made of piezo
crystals, which opens and closes the injection valve. The piezo crystals expand when electrical current is
applied to them, and contract when electrical current is turned off. The piezo actuator can switch up to five
times faster than a standard solenoid, because the movement of the piezo crystals does not rely on mechanical
components to transmit motion to the injection valve. This doubles the piezo injector's switching speed, and
enables fuel to be delivered with greater precision, which leads to lower emissions and better engine
performance.
Standard Procedure
INJECTOR CLASSIFICATION
Fig. 146: FUEL INJECTOR ID NUMBER
Each fuel injector has a alphanumeric correction code number. This correction code is printed on the upper part
of the fuel injector (3) and is used to identify injector calibration. When replacing any fuel injectors, this code
must be entered into the vehicles Engine Control Module (ECM) using a diagnostic scan tool. In addition, if a
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new ECM is installed, use a diagnostic scan tool to program all of the injector codes from the original fuel
injectors into the new ECM.
The classification of injectors describes the fuel flow quantity characteristic of the injector. This will make it
possible in the future to match the engine software to the tolerances of the injector within a more narrowly
graduated range. Classification can be clearly recognized, and assigned only by means of a scan tool.
These general conditions equally apply if, as a result of replacing an engine, carrying out repairs to the cylinder
head etc., the cylinder selective assignment of the injectors or the engine control module assignment may have
changed. If proper attention is not paid to the classification on these vehicles, driveability and smoking
concerns could result.
If an injector is replaced, it is then necessary to assign the classification code to the corresponding cylinder in
the ECM (Engine Control Module) with the appropriate scan tool.
INJECTOR CLASSIFICATION PROCEDURE
1. Turn ignition switch "ON".
2. Using the diagnostic scan tool, select ENGINE then MISCELLANEOUS.
3. Select LEARN INJECTORS.
4. Using the up and down arrows, scroll to the appropriate injector.
5. Using the right and left arrows, set injector to proper classification code.
6. Once injectors are classified, cycle ignition key to complete.
Removal
REMOVAL
CAUTION: Due to the complexity of the fuel injection system used on this engine, refer to
the Diesel Engine Diagnostics, and service any fuel system DTCs prior to
replacing any fuel injectors. If no DTCs are present, refer to the appropriate
Diesel Engine Diagnostic Test for Lack of Engine Power, and perform all steps
as directed prior to replacing any fuel injectors.
contain water.
1. Disconnect the negative battery cable at battery.
NOTE: Label the location of each high pressure fuel line with the cylinder in
which it was removed.
2. Remove the highpressure fuel lines from fuel rail to fuel injectors and install a protective cap on the fuel
injector and fuel rail.
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3. Locate common fuel return line (1).
Fig. 148: RETURN LINE LOCK BUTTON UP
4. Disconnect electrical connector at top of injector(s).
NOTE: The injector common fuel return line is connected to the low pressure fuel
circuit (5 bar/72 psi).
5. A lock button (1) is used to secure the common fuel return line to each fuel injector. Use your fingers to
lift up all four lock buttons (1) to unlock. After unlocking all four buttons, lift up fuel return line
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assembly to remove.
Fig. 149: TOP OF FUEL INJECTOR
6. Remove injector mounting bolt (2) and washer (3).
7. Remove injector mounting clamp (1).
8. Using compressed air, thoroughly clean surface area in and around injector bore to prevent foreign
material from falling into the injector bore after injector removal.
NOTE: Label the location of each fuel injector to the cylinder in which it was
removed.
9. Using your hand, pull fuel injector straight up from cylinder head for removal. After removing the
injector, place a protective cap over the nozzle.
Fig. 150: Installing Special Fuel Injector Removal Tool #9552 To Top Of Fuel Injector
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10. If injector can't be removed by hand, install Fuel Injector Removal Tool 9552 (2) to top of fuel injector.
Fig. 151: SPECIAL SLIDE HAMMER TOOL #8941
11. Install Slide Hammer Tool 8941 (1) onto Fuel Injector Remover Tool 9552 (4). Tighten lock nut (2).
Remove injector from cylinder head.
Installation
INSTALLATION
CAUTION: Due to the complexity of the fuel injection system used on this engine, refer to
the appropriate Diesel Engine Diagnostics, and service any fuel system DTCs
prior to replacing any fuel injectors. If no DTCs are present, refer to the
appropriate Diesel Engine Diagnostic Test for Lack of Engine Power, and
perform all steps as directed prior to replacing any fuel injectors.
contain water.
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Fig. 152: FUEL INJECTOR GASKET
NOTE: DO NOT use a brush to clean around the injector nozzle (2). DO NOT lubricate
area around injector nozzle. The injector may become restricted with debris.
NOTE: Be sure a new copper washer/seal (3) is installed on end of injector and the old
seal is removed, before installing in cylinder head.
NOTE: No force should be used in installing the fuel injector. Do not apply any
pressure to the electrical connector or the fuel return port during the
installation process.
1. Install a new Oring on the fuel injector return nipple.
NOTE: Use care not to get any grease on injector nozzle.
2. Lubricate the injector body with Lubriplate all purpose white grease.
3. Using a new copper sealing washer, install fuel injector into cylinder head.
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Fig. 153: TOP OF FUEL INJECTOR
4. Install fuel injector retainer clamp (1), washer (3) and a new bolt (2). Tighten clamp bolt (2) to 33 N.m
(24 ft. lbs.).
5. Connect electrical connector to fuel injector.
6. Remove the protective caps and install fuel injector highpressure lines. See Fuel System/Fuel
Delivery/TUBE(S), Fuel Installation.
Fig. 154: RETURN LINE LOCK BUTTON UP
NOTE: Be sure lock buttons (1) are in up position before positioning.
7. Position female fittings on fuel return line to male fittings at each fuel injector.
Fig. 155: RETURN LINE LOCK BUTTON DOWN
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8. After positioning, push down on each lock button (1) to secure fuel return line to each fuel injector.
9. Connect each fuel injector harness connector.
11. Perform the injector classification procedure with a diagnostic scan tool.
12. Start the engine and allow to warm. Turn off the ignition switch and inspect for fuel leaks.
SENSOR, ACCELERATOR PEDAL POSITION
Removal
REMOVAL
NOTE: The accelerator pedal and APPS (Accelerator Pedal Position Sensor) are
serviced as a complete assembly including the bracket.
1. Disconnect electrical connector (3) at APPS.
2. Remove two accelerator pedal mounting bracket nuts (2).
3. Remove accelerator pedal/APPS assembly (1) from vehicle.
Installation
INSTALLATION
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NOTE: The accelerator pedal and APPS (Accelerator Pedal Position Sensor) are
serviced as a complete assembly including the bracket.
1. Position accelerator pedal/APPS assembly over two mounting studs.
2. Install two accelerator pedal mounting bracket nuts (2).
3. Connect electrical connector (3) at APPS.
4. Before starting engine, operate accelerator pedal to check for any binding.
SENSOR, AIR TEMPERATURE, INTAKE
Operation
OPERATION
The combination, dual function Intake Manifold Air Temperature Sensor/MAP Sensor is installed into the top
of the intake manifold with the sensor element extending into the air stream.
The IAT portion of the sensor provides an input voltage to the Engine Control Module (ECM) indicating intake
manifold air temperature. The MAP portion of the sensor provides an input voltage to the ECM indicating
turbocharger boost pressure.
Removal
REMOVAL
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Fig. 158: INTAKE MANIFOLD AIR TEMPERATURE SENSOR/MAP SENSOR
NOTE: The combination, dual function Intake Manifold Air Temperature Sensor/MAP
(IAT/MAP) sensor (1) is installed into the top of the intake manifold near the fuel
rail.
1. Clean area around sensor.
2. Disconnect electrical connector from IAT/MAP sensor.
3. Remove mounting screw.
4. Remove sensor from intake manifold by twisting.
Installation
INSTALLATION
Fig. 159: INTAKE MANIFOLD AIR TEMPERATURE SENSOR/MAP SENSOR
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2. Clean sensor mounting area at intake manifold.
3. Lubricate sensor Oring and sensor mounting hole in intake manifold cover with clean engine or diesel
oil.
4. Position sensor (1) into intake manifold.
5. Install and tighten sensor mounting screw to 1 N.m (9 in. lbs.) torque.
6. Connect electrical connector to sensor.
SENSOR, CRANKSHAFT POSITION
Removal
REMOVAL
Fig. 160: CRANKSHAFT POSITION SENSOR
3. Remove bolts and the access cover.
4. Disconnect CKP harness connector (2).
5. Remove mounting bolt (3) and the CKP sensor (4).
Installation
INSTALLATION
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Fig. 161: CRANKSHAFT POSITION SENSOR
CAUTION: Before tightening the CKP sensor mounting bolt, be sure the sensor is
completely flush to the cylinder block. If the CKP sensor is not flush, damage to
the sensor mounting tang may result.
1. Install Crankshaft Position Sensor (CKP) sensor (4). Tighten bolt (3) to 11 N.m (71 in. lbs.).
2. Connect CKP harness connector (2).
3. Position CKP access cover. Install bolts and tighten to 15 N.m (133 in. lbs.).
4. Lower vehicle.
SENSOR, INTAKE AIR PRESSURE
Removal
REMOVAL
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Fig. 162: MAF AND INLET PRESSURE SENSORS
The Inlet Pressure Sensor (5) is located on the air cleaner cover (1).
1. Disconnect electrical connector (4) at sensor.
2. Remove mounting screws.
3. Remove sensor from air cleaner cover.
Installation
INSTALLATION
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2. Position Inlet Pressure Sensor (5) into top of air cleaner cover with a slight twisting action.
3. Install mounting screw.
4. Install Inlet Pressure Sensor electrical connector (4).
SENSOR, MASS AIRFLOW (MAF)
Removal
REMOVAL
The Mass Airflow Sensor (2) is located on the air cleaner cover (1).
1. Disconnect electrical connector (3) at sensor.
2. Remove mounting screws.
3. Remove sensor from air cleaner cover.
Installation
INSTALLATION
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2. Position MAF sensor (2) into top of air cleaner cover with a slight twisting action.
3. Install mounting screw.
4. Install MAF electrical connector (3).
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Back To Article
2010 ENGINE
Ignition Control Service Information Wrangler
DESCRIPTION
DESCRIPTION
NOTE: The 3.8L V6 engine uses a fixed ignition timing system. Basic ignition timing is
not adjustable. All spark advance is determined by the Powertrain Control
Module (PCM).
The ignition system used on this engine is referred to as the Direct Ignition System (DIS). The system's four
main components are the coils, crankshaft position sensor, spark plugs, and camshaft position sensor.
SPECIFICATIONS
TORQUE
TORQUE
Camshaft Sensor Mounting 14.1 125
Bolt 3.8L V6 Gas
Camshaft Sensor Mounting 11 8 97
Bolt 2.8L Diesel
Ignition coil bolts 3.8L V6 11.8 105
Gas
Spark Plugs 3.8L V6 Gas 17.5 13
Glow Plugs 2.8L Diesel 14 10 124
Knock Sensor 3.8L V6 10 7
Gas
SPARK PLUG CABLE RESISTANCE
MINIMUM MAXIMUM
250 Ohms Per Inch 1000 Ohms Per Inch
3000 Ohms Per Foot 10,000 Ohms Per Foot
SPARK PLUG
SPARK PLUG
Engine Spark Plug Type Plug Gap Plug Thread Size
3.8L V6 RE14PLP5 1.2 mm to 1.3 mm 14 mm (1 in.) reach
(0.048 to 0.053
inches)
FIRING ORDER 3.8L
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Fig. 1: Firing Order 123456 3.8L
1 Electrical Connector
CABLE, IGNITION
Check the spark plug cable connections for good contact at the coil(s) and spark plugs. Terminals should be
fully seated. The insulators should be in good condition and should fit tightly on the coil and spark plugs. Spark
plug cables with insulators that are cracked or torn must be replaced.
Clean high voltage ignition cables with a cloth moistened with a nonflammable solvent. Wipe the cables dry.
Check for brittle or cracked insulation.
When testing secondary cables for damage with an oscilloscope, follow the instructions of the equipment
manufacturer.
If an oscilloscope is not available, spark plug cables may be tested as follows:
CAUTION: Do not leave any one spark plug cable disconnected for longer than necessary
during testing. This may cause possible heat damage to the catalytic converter.
Total test time must not exceed ten minutes.
With the engine running, remove spark plug cable from spark plug (one at a time) and hold next to a good
engine ground. If the cable and spark plug are in good condition, the engine rpm should drop and the engine
will run poorly. If engine rpm does not drop, the cable and/or spark plug may not be operating properly and
should be replaced. Also check engine cylinder compression.
With the engine not running, connect one end of a test probe to a good ground. Start the engine and run the
other end of the test probe along the entire length of all spark plug cables. If cables are cracked or punctured,
there will be a noticeable spark jump from the damaged area to the test probe. Cracked, damaged or faulty
cables should be replaced with resistance type cable. This can be identified by the words ELECTRONIC
SUPPRESSION printed on the cable jacket.
Use an ohmmeter to test for open circuits, excessive resistance or loose terminals. Remove the cable at ignition
coil, and from spark plug. Connect ohmmeter to each end of cable. Resistance should be 250 to 1000 Ohms per
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inch of cable. If resistance is not within specifications as found in the SPARK PLUG CABLE RESISTANCE
table, replace the cable. Test all spark plug cables in this manner.
COIL, IGNITION, 3.8L
REMOVAL
REMOVAL
Fig. 2: Ignition Coil Pack 3.8L
The ignition coil pack (1) is located above the left valve cover
2. Remove six spark plug cables (4).
3. Disconnect electrical connector (3) from ignition coil.
4. Remove two coil mounting nuts (2).
5. Pull coil pack from mounting studs.
INSTALLATION
INSTALLATION
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Fig. 3: Ignition Coil Pack 3.8L
1. Install coil pack over mounting studs.
2. Install two mounting nuts (2).
3. Connect electrical connector (3) to ignition coil.
4. Install six ignition cables (4) to ignition coil.
PLUG, GLOW
DESCRIPTION
DESCRIPTION
Fig. 4: GSK3 Glow Plug
CAUTION: The glow plugs operate on a 5volt system. The glow plugs DO NOT tolerate
any over voltage. Full battery voltage will destroy the glow plug immediately.
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DO NOT test the glow plugs with a 12V source as damage will occur to the glow
plug.
CAUTION:
Never bend, bump or knock the fast metallic glow plugs.
Fast metallic glow plugs must not be handled loose in a container. Store,
handle, and transport them only in original boxes.
If there is any doubt about the proper condition of a glow plug, do not
reuse it.
Do not clean the glow plugs with abrasive or aggressive media.
Avoid dipping the glow plug into fluids.
Read Diagnostic Trouble Codes (DTCs). If a glow plug problem is
indicated, do not start the engine.
CAUTION: Disregarding these instructions may cause severe engine damage.
Glow plugs are used to help start a cold or cool engine. The glow plugs will heat up and glow to heat the
combustion chamber of each cylinder. Each cylinder has its own glow plug which attached to cylinder head
below fuel rail.
OPERATION
OPERATION
Fig. 5: GSK3 Glow Plug
CAUTION: The glow plugs operate on a 5volt system. DO NOT test the glow plugs with a
12 V source as damage will occur to the glow plug(s).
The Engine Control Module (ECM) monitors various engine sensors. When the ignition key is turned to the ON
position, the ECM sends a signal to the glow plug module (relay) to turn on, and cycle, the glow plugs for a
predetermined amount of time, plus illuminate the glow plug light in the instrument panel. Once activated, the
element inside of the core of the glow plug begins to glow. If there is a fault with the glow plug system, the
ECM will store a fault code.
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DIAGNOSIS AND TESTING GLOW PLUGS
CAUTION: DO NOT attempt to start the engine until the glow plug system tests correctly.
CAUTION: Do not apply 12 V battery voltage to the glow plug. Damage the glow plug,
engine, or personal injury may result.
NOTE: To ensure a good contact of the measurement connections the contacts have to
be free of oil, dirt or corrosion.
1. Measure the electrical resistance of each glow plug while it is still installed in the cylinder head.
Resistance should be between 0.2 E 5Ω between the electrical connector point on the glow plug and the
cylinder head. The ground contact on the DVOM must be as close as possible to the point where the glow
plug contacts the cylinder head to avoid erratic resistance measurements.
2. If the resistance is out of tolerance, remove the glow plug from the cylinder head and check the resistance
again.
3. Dismantled state: measure between connection side (connector/thread) and housing.
4. Engine mounted state: measure between connection side (connector/thread) and engine mass.
5. Resistance value:
Resistance > 5 Ω: open circuit failure.
Resistance < 200 mΩ: short circuit failure.
200 mΩ < Resistance < 5 Ω: glow plug OK.
6. Use the actuator test function of the scan tool to test the glow plug module and glow plug lamp. The glow
plug module's onboard diagnostic tests will automatically check the electrical condition of the entire
glow plug system.
7. After the scan tool glow plug actuator test function is complete, if MIL is OFF and no glow plug DTCs
are present, testing is complete and the engine can be started.
8. If MIL is still ON, check the harness connectors of glow plugs, repair any loose or damaged connections,
and run the glow plug actuator test again.
9. If MIL is still ON, check the electrical connectors of glow plugs and power up the glow plugs again.
REMOVAL
REMOVAL
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The four glow plugs (1) are attached to cylinder head below fuel rail.
2. Remove fuel rail and highpressure fuel lines.
3. Disconnect glow plug wiring harness (2) at all four glow plugs (1).
Fig. 7: Glow Plugs
4. Use a socket to loosen glow plug(s) (1), (2), (3) or (4). After loosening, attach a flexible tool such as a
rubber hose to remove glow plug from cylinder head.
CAUTION: After plug removal, do not bend, knock, or drop the glow plugs while
handling (any mechanical impact may damage the glow plug).
INSTALLATION
INSTALLATION
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Fig. 8: Glow Plugs
1. Apply a small amount of clean diesel oil or motor oil to glow plug threads.
2. Attach a flexible tool such as a rubber hose to install glow plug into cylinder head. Tighten each plug to
14 N.m (10 ft. lbs.) (124 in. lbs.).
3. Connect glow plug wiring harness (2) to all four glow plugs (1).
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4. Install fuel rail and highpressure fuel lines.
RELAY, AUTO SHUT DOWN
DESCRIPTION
DESCRIPTION
The ASD (Automatic Shutdown Relay) is located in the TPIM (Totally Integrated Power Module).
RELAY, GLOW PLUG
REMOVAL
REMOVAL
Fig. 10: Glow Plug Relay RHD
1. RIGHT HAND DRIVE:
2. The glow plug relay (3) is located near the front of the battery (1).
4. Carefully pull out mounting pin (2).
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Fig. 11: Glow Plug Relay LHD
6. LEFT HAND DRIVE:
7. The glow plug relay (3) is located near the side of the battery (1).
9. Carefully pull out mounting pin (2).
INSTALLATION
INSTALLATION
Fig. 12: Glow Plug Relay RHD
1. RIGHT HAND DRIVE:
2. The glow plug relay (3) is located near the front of the battery (1).
4. Push mounting pin (2) through relay (3).
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Fig. 13: Glow Plug Relay LHD
6. LEFT HAND DRIVE:
7. The glow plug relay (3) is located near the side of the battery (1).
9. Push mounting pin (2) through relay (3).
SENSOR, CAMSHAFT POSITION, 2.8L DIESEL
DESCRIPTION
DESCRIPTION
Fig. 14: CMP Location
The Camshaft Position Sensor (CMP) (3) is located at the front/top of the cylinder head.
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OPERATION
OPERATION
Fig. 15: CMP Operation 2.8L Diesel
The Camshaft Position (CMP) sensor is a hall effect switch. A tooth made of a ferromagnetic material is
attached to the camshaft. When this tooth (2) passes the CMP sensor, an electronic signal is created. This signal
is then sent to the Engine Control Module (ECM) to determine Top Dead Center (TDC), and which cylinder has
just entered its compression phase.
REMOVAL
DIESEL
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The Camshaft Position Sensor (CMP) (3) is located at the front/top of the cylinder head.
2. Remove electrical connector from CMP sensor (3).
3. Clean area at base of sensor.
4. Remove sensor mounting bolt (1) and washer (2).
5. Pull sensor (3) straight up for removal.
INSTALLATION
DIESEL
1. Position CMP sensor (3) into mounting hole.
2. Install sensor mounting bolt (1) and washer (2). Tighten bolt to 11 Nm (8 ft. lbs.).
3. Connect electrical connector to CMP sensor (3).
SENSOR, CAMSHAFT POSITION, 3.8L
REMOVAL
REMOVAL
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2. Disconnect the electrical connector from the camshaft position (CMP) sensor.
Fig. 19: Camshaft Position Sensor Retaining Bolt
3. Loosen the CMP sensor retaining bolt.
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Fig. 20: Removing/Installing Camshaft Position Sensor
4. Pull the sensor up and out of the chain case cover. Leave the retaining bolt in place.
INSTALLATION
INSTALLATION
Fig. 21: Camshaft Position Sensor Components
NOTE: If reinstalling the sensor (1), check the sensor Oring (2) for damage and
replace if necessary. Lubricate the Oring with clean engine oil before installing
the sensor. Clean off the old spacer (3) on the sensor face. A NEW SPACER (3)
must be attached to the face before installation.
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CAUTION: A NEW SPACER must be attached to the face of the sensor before installation.
The spacer sets the correct clearance between the sensor and the camshaft
gear. An improperly positioned sensor can result in sensor damage, a faulty
signal or no signal at all.
1. Install the camshaft position (CMP) sensor in the chain case cover and rotate into position.
Fig. 23: Camshaft Position Sensor Retaining Bolt
2. Push the sensor down until contact is made with the camshaft gear. While holding the sensor in this
position, install and tighten the retaining bolt to 14 N.m (125 in. lbs.).
3. Connect and lock the electrical connector to the CMP sensor.
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Control (PCM) Standard Procedure
SENSOR, KNOCK, 3.8L
REMOVAL
REMOVAL
Fig. 24: Knock Sensor 3.8L
Only one knock sensor (4) is used. It is located on the right side of engine block, to the rear of right engine
mount (3).
2. Raise vehicle and support.
3. Disconnect electrical connector (1) from knock sensor.
4. Remove mounting bolt (2).
5. Remove sensor (4) from engine.
INSTALLATION
INSTALLATION
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Fig. 25: Knock Sensor 3.8L
1. Thoroughly clean knock sensor mounting hole.
2. Position sensor (4) to engine.
NOTE: Over or under tightening the sensor mounting bolts will affect knock
sensor performance, possibly causing improper spark control. Always
use the specified torque when installing the knock sensors. The torque for
the knock sensor bolt is relatively light for an 8 mm bolt (2).
NOTE: Note foam strip on bolt threads. This foam is used only to retain the bolts
to sensors for plant assembly. It is not used as a sealant. Do not apply any
adhesive, sealant or thread locking compound to these bolts.
3. Install and tighten mounting bolt (2). Tighten to 15 +/ 2 ft. lbs. (20 N.m) (176 in.lbs.).
4. Attach electrical connector (1) to knock sensor.
5. Lower vehicle.
6. Connect negative cable.
SPARK PLUG
DESCRIPTION
DESCRIPTION
PLATINUM PLUGS
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Fig. 26: Platinum Pads
1 APPLY ANTISEIZE COMPOUND HERE ONLY
2 PLATINUM SPARK SURFACE
The V6 engine uses platinum resistor spark plugs. They have resistance values of 6,000 to 20,000 ohms when
checked with at least a 1000 volt tester.
Do not use an ohm meter to check the resistance of the spark plugs. This will give an inaccurate reading.
CAUTION: Cleaning of the platinum plug may damage the platinum tip.
Apply antiseize compound to spark plug threads only at point (1).
When the spark plug has a single or double platinum tip (2), a thin platinum pad may be welded to both, or just
the center electrode end(s).
Fig. 27: Setting Spark Plug Electrode Gap
1 TAPER GAUGE
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1. Extreme care (1) must be used to prevent spark plug crossthreading, misgapping and ceramic insulator
damage during plug removal and installation.
REMOVAL
REMOVAL
When replacing the spark plugs and spark plug cables, route the cables correctly and secure them in the
appropriate retainers. Failure to route the cables properly can cause the radio to reproduce ignition noise, cross
ignition of the spark plugs or short circuit the cables to ground.
Always remove cables by grasping at the boot, rotating the boot 1/2 turn, and pulling straight back in a steady
motion.
1. Prior to removing the spark plug, spray compressed air around the spark plug hole and the area around
the spark plug.
2. Remove the spark plug using a quality socket with a foam insert.
3. Inspect the spark plug condition.
INSTALLATION
INSTALLATION
When replacing the spark plugs and spark plug cables, route the cables correctly and secure them in the
appropriate retainers. Failure to route the cables properly can cause the radio to reproduce ignition noise, cross
ignition of the spark plugs or short circuit the cables to ground.
1. Coat threads of spark plug with antiseize. Be sure not to get antiseize ANYWHERE BUT ON THE
THREADS OF THE SPARK PLUG. .
2. To avoid cross threading, start the spark plug into the cylinder head by hand.
3. Tighten spark plugs by referring to the Torque Specifications chart.
4. Install spark plug cables over spark plugs. A click will be heard and felt when the cable properly attaches
to the spark plug.
SWITCH, KEY IN IGNITION
DESCRIPTION
DESCRIPTION
The keyin ignition switch is integral to the ignition switch, which is mounted on the left side of the steering
column, opposite the ignition cylinder. It closes a path to ground for the instrument cluster chime warning
circuitry when the ignition key is inserted in the ignition cylinder and the driver door jamb switch is closed
(driver door is open). The keyin ignition switch opens the ground path when the key is removed from the
ignition cylinder.
The keyin ignition switch cannot be repaired and, if faulty or damaged, the entire ignition switch must be
replaced. Refer to Steering/Column/SWITCH, Ignition Removal .
KEYIN IGNITION SWITCH
For circuit descriptions and diagrams, Refer to the appropriate SYSTEM WIRING DIAGRAMS article(s) on
the individual components.
WARNING: ON VEHICLES EQUIPPED WITH AIRBAGS, REFER TO ELECTRICAL
DIAGNOSTICS BEFORE ATTEMPTING ANY STEERING WHEEL, STEERING
COLUMN, OR INSTRUMENT PANEL COMPONENT DIAGNOSIS OR SERVICE.
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FAILURE TO TAKE THE PROPER PRECAUTIONS COULD RESULT IN
ACCIDENTAL AIRBAG DEPLOYMENT AND POSSIBLE PERSONAL INJURY.
1. Disconnect and isolate the battery negative cable. Remove the steering column shrouds. Unplug the key
in ignition switch wire harness connector from the ignition switch.
2. Check for continuity between the keyin switch sense circuit and the left front door jamb switch sense
circuit terminals of the keyin ignition switch. There should be continuity with the key in the ignition
cylinder, and no continuity with the key removed from the ignition cylinder. If OK, go to 3. If not OK,
replace the faulty ignition switch assembly.
3. Check for continuity between the left front door jamb switch sense circuit cavity of the keyin ignition
switch wire harness connector and a good ground. There should be continuity with the driver door open,
and no continuity with the driver door closed. If OK, see the diagnosis for Instrument Cluster in this
service information . If not OK, repair the circuit to the driver door jamb switch as required.
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Back To Article
2010 ENGINE PERFORMANCE
Driveability Gas NonDTC Diagnostics Wrangler
CHECKING THE EXHAUST SYSTEM FOR LEAKS
Diagnostic Test
1. CHECKING THE EXHAUST SYSTEM FOR LEAKS
2. Raise the vehicle in accordance with the Service Information.
WARNING: The normal operating temperature of the exhaust system is very
high. Never work around or attempt to service any part of the
exhaust system until it has cooled. Special care should be taken
when working near the catalytic converter. The temperature of the
converter rises to a high level after a short period of engine
operating time
3. Connect Exhaust Cone 8404EC or 8404EC to Air Pressure Regulator (with hose) W18MIL
1146AS.
CAUTION: The air pressure must not exceed 27.6 kPa (4 psi), otherwise engine
damage can occur.
4. Attach shop air to the air pressure regulator.
5. Adjust the Air Pressure Regulator to 27.6 kPa (4 psi)
6. Insert the exhaust cone into the vehicle tail pipe.
7. If the vehicle is equipped with dual exhaust. Use the 8404ECT with equipped attached plug, plug
one side of the dual exhaust pipe. Pressurize the other as described above.
8. Apply MoparÂ® Air Leak Detector PN 05191804AA (or an equivalent leak finder liquid) to the
following areas:
All welded joints from the exhaust manifold to 152.4 mm (6 inches) behind the downstream
O2 sensor
O2 sensor seal points
O2 sensor boss welds
Flange/joint connection(s)
Exhaust manifold to cylinder head connection(s)
EGR solenoid gasket base and tube seal points (if equipped)
9. Watch for the MoparÂ® Air Leak Detector PN 05191804AA (or the equivalent leak finder liquid)
to bubble.
10. Use the following definitions to help determine if system or component repair/replacement is
necessary:
Type 1 Leak is defined as a leak where very small foam like bubbles 1 mm (0.04 of an inch)
or less appear. Any Type 1 or greater leaks found in welded joints, O2 sensor seal points or
O2 sensor boss welds must be repaired or the component must be replaced.
Type 2 Leak is defined as a leak where larger bubbles pea size, 8 mm (0.3 of an inch) or
greater appear. Any Type 2 or greater leaks found in flange or joint connections, exhaust
manifold to cylinder head connections, or EGR gasket and tube seal points must be repaired
or the components must be replaced.
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Leak Location Repair required if results at 27.6 kPa (4 psi) reveal
bubble size:
Welded joints Type 1, 1 mm (0.04 of an inch) or greater
O2 Sensor seal points Type 1, 1 mm (0.04 of an inch) or greater
O2 Sensor boss welds Type 1, 1 mm (0.04 of an inch) or greater
Flange / joint connections Type 2, 8 mm (0.3 of an inch) or greater
Exhaust Manifold to cylinder head
Type 2, 8 mm (0.3 of an inch) or greater
connections
EGR gasket and tube seal points Type 2, 8 mm (0.3 of an inch) or greater
11. If a leak is found that matches the above definition, repair or replace the component as necessary.
12. Once the repair is complete, repeat the procedure to verify that all leaks have been repaired.
Were any exhaust leaks found?
Yes
Repair or replace the leaking exhaust parts as necessary.
No
Test complete.
CHECKING THE OXYGEN SENSOR OPERATION
Diagnostic Test
1. OXYGEN SENSOR, WIRING, OR CONNECTORS
NOTE: Diagnose and repair any O2 sensor or rationality DTCs before proceeding
with this test.
NOTE: When performing this procedure as part of another diagnostic process, it
may be necessary to repeat this test for all of the oxygen sensors on the
vehicle.
2. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the
Oxygen sensor and the PCM.
3. Look for any chafed, pierced, pinched, or partially broken wires.
4. Look for broken, bent, pushed out or corroded terminals.
6. Monitor the scan tool data relative to the sensor and wiggle test the wiring and connectors.
7. Look for the data to change or for a DTC to set during the wiggle test. If necessary, check each
sensor circuit for high resistance or a shorted condition.
Yes
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No
Go to step 2
2. OXYGEN SENSOR VOLTAGE
1. Start the engine and allow it to reach normal operating temperature.
WARNING: When the engine is operating, do not stand in direct line with the fan.
Do not put your hands near the pulleys, belts or fan. Do not wear
loose clothing. Failure to follow these instructions may result in
2. With a scan tool, monitor all O2 Sensor voltage readings.
Is the voltage switching between 2.5 and 3.4 volts for all O2 sensors?
Yes
Go to step 3
No
Go to step 4
3. O2 SENSOR HEATER OPERATION
NOTE: Wait a minimum of 10 minutes to allow the O2 Sensor to cool down
before continuing the test. Allow the O2 Sensor voltage to stabilize at
5.0 volts.
3. With a scan tool, actuate the O2 Sensor heater.
4. With the scan tool, monitor O2 Sensor voltage for at least 2 minutes.
Does the voltage stay above 4.5 volts?
Yes
Go to step 4
No
Test complete.
4. O2 SENSOR
NOTE: Check for contaminants that may cause improper O2 Sensor
operation, such as contaminated fuel, unapproved silicone, or
evidence of oil or coolant.
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2. Disconnect the O2 Sensor harness connector.
4. With a scan tool, monitor the O2 Sensor voltage.
NOTE: The voltage should be approximately 5.0 volts with the connector
disconnected.
5. Connect a jumper wire between the signal circuit and the return circuit in the O2 Sensor harness
connector.
NOTE: The voltage should drop from 5.0 volts to 2.5 volts with the jumper
wire in place.
Is the O2 Sensor voltage displayed on the scan tool as described?
Yes
Replace the O2 Sensor.
No
Go to step 5
5. O2 SENSOR SIGNAL CIRCUIT
1. Using the wiring diagram/schematic as a guide, inspect the O2 Sensor Signal circuit and
connectors between the O2 sensor and the PCM.
2. Check the O2 Sensor signal circuit for a short to ground, open circuit, short to voltage, or high
resistance.
Yes
No
Go to step 6
6. O2 SENSOR RETURN CIRCUIT
1. Using the wiring diagram/schematic as a guide, inspect the O2 Sensor Return circuit and
connectors between the O2 sensor and the PCM.
2. Check the O2 Sensor return circuit for a short to ground, open circuit, short to voltage or high
resistance.
Yes
No
2910 of 4937
Go to step 7
7. POWERTRAIN CONTROL MODULE (PCM)
1. Using the wiring diagram/schematic as a guide, inspect the wiring and connectors between the O2
sensor and the PCM.
4. Monitor the scan tool data relative to the components tested in this procedure and wiggle test the
wiring and connectors.
5. Look for the data to change or for a DTC to set during the wiggle test.
6. Refer to any Technical Service Bulletins that may apply.
Yes
No
Replace and program the Powertrain Control Module (PCM) in accordance with the Service
Information.
CHECKING THE PCM POWER AND GROUND CIRCUITS
Diagnostic Test
1. PCM WIRING OR CONNECTORS
2. Using the wiring diagram/schematic as a guide, inspect the wiring and each connector at the PCM.
Yes
No
Go to step 2
2. CHECKING THE PCM GROUND CIRCUITS
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Fig. 1: Checking PCM Ground Circuits For Open Circuit Or High Resistance
perform diagnosis.
2. Using a 12 volt test light connected to 12 volts, check the PCM ground circuits.
3. Wiggle test each circuit during the test to check for an intermittent open in the circuit.
Yes
Go to step 3.
No
2912 of 4937
Repair the PCM ground circuit(s) for an open circuit or high resistance.
3. CHECKING THE PCM FUSED IGNITION CIRCUITS
Fig. 2: Checking Ignition Switch Output Circuit
CAUTION: Do not probe the PCM harness connectors. Probing the PCM harness
connectors will damage the PCM terminals resulting in poor terminal to
pin connection. Install the PCM Pinout Box 8815 to perform diagnosis.
2. Using a 12 volt test light connected to ground, check the PCM Fused Ignition circuits.
3. Check each circuit with the ignition on, engine running position, and during cranking.
2913 of 4937
Yes
Go to step 4.
No
Repair the open or short to ground in the PCM Fused Ignition circuits.
4. CHECKING THE PCM FUSED B+ CIRCUITS
Fig. 3: Checking Fused B+ Circuit For Open Or Short To Ground
perform diagnosis.
2. Using a 12 volt test light connected to Ground, check the PCM Fused B+ circuits.
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NOTE: The test light should be illuminated and bright with the ignition on
and not illuminated with the ignition off. Compare the brightness to
Is the test light illuminated as described above?
Yes
Test complete.
No
Repair the open or short to ground in the PCM Fused B+ circuit(s) for as necessary.
START AND STALL CONDITION
Possible Causes
CURRENT PCM DTCS
CURRENT SKIM DTCS
THROTTLE POSITION SENSOR SWEEP
TP SENSOR 1 VOLTAGE GREATER THAN 0.92 VOLTS WITH THROTTLE CLOSED
ECT SENSOR
OTHER POSSIBLE CAUSES FOR START AND STALL CONDITION
FUEL CONTAMINATION
Diagnostic Test
1. CHECKING DTCS
2. With a scan tool, select View DTCs.
Are any DTCs present?
Yes
Refer to the appropriate Diagnostic Procedure.
No
Go to step 2
2. CHECKING SKREEM DTCS
NOTE: If you are unable to communicate with the SKIM/SKREEM, refer to
VEHICLE THEFT SECURITY SERVICE INFORMATION .
1. With the scan tool, read the SKIM codes.
Are there any SKREEM DTCs?
Yes
2915 of 4937
Refer to VEHICLE THEFT SECURITY SERVICE INFORMATION
No
Go to step 3
3. TP SENSOR SWEEP
2. With the scan tool read TP Sensor voltage.
3. On vehicles equipped with an electronic throttle body, use a scan tool to perform the ETC Throttle
Follower test and monitor both TP Sensor voltage readings.
Was the voltage change smooth?
Yes
Go to step 4
No
Replace the Throttle Body Assembly on an ETC throttle body.
4. TP SENSOR NO. 1 VOLTAGE GREATER THAN 0.92 VOLTS WITH THROTTLE CLOSED
1. With the scan tool, read Throttle Position Sensor No. 1 voltage.
2. Throttle must be against its stop.
Is the voltage 0.92 or less with the Throttle closed?
Yes
Go to step 5
No
Check for a binding throttle condition. If OK, replace the Throttle Position Sensor or the
Throttle Body Assembly for ETC vehicles.
5. ECT SENSOR OPERATION
NOTE: For this test to be valid, the thermostat must be operating correctly.
NOTE: This test works best if performed on a cold engine (cold soaked).
NOTE: If the vehicle was allowed to sit over night with no engine start, coolant
temperature should be near ambient temperatures.
2. With the scan tool, read the ECT value.
NOTE: If engine coolant temperature is above 82Â° C (180Â° F), allow the
engine to cool until 65Â° C (150Â° F) is reached.
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4. During engine warmup, monitor the Engine Coolant Temperature value. The temperature value
change should be a smooth transition from start up to normal operating temp 82Â° C (180Â° F).
The value should reach at least 82Â° C (180Â° F).
Did the Engine Temperature value increase smoothly and did it reach at least 82Â° C (180Â° F)?
Yes
Go to step 6
No
Replace the Engine Coolant Temperature Sensor.
6. OTHER POSSIBLE CAUSES OF START AND STALL CONDITION
1. The following additional items should be checked as a possible cause for a start and stall condition.
2. Refer to any Technical Service Bulletins (TSBs) that may apply to the symptom.
3. The exhaust system must be free of any restrictions.
4. The engine compression must be within specifications.
5. The engine valve timing must be within specifications.
6. The engine must be free from vacuum leaks.
7. The throttle body must be free of carbon buildup and dirt.
Do any of the above conditions exist?
Yes
No
Go to step 7
7. FUEL PUMP DELIVERY
1. Verify that the Fuel tank is not empty before continuing.
2. Follow the diagnostics for Checking Fuel Delivery in this service information.
Was the No Start condition solved after following the above diagnostic test?
Yes
Test Complete.
No
Check for contamination/water in the fuel. Ensure the fuel being used in this vehicle meets
manufactures Fuel Requirement, refer to the service information.
ETC INTERMITTENT NO CRANK CONDITION
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Possible Causes
ETC STARTER INHIBIT
Diagnostic Test
1. ETC STARTER INHIBIT
NOTE: This ETC equipped engine will try to relearn ETC position when the key is
left in the on position for an extended period of time and will not allow the
starter to crank during this procedure. This procedure can take up to 2.5
seconds.
1. To verify the cause of the no crank condition or delayed crank use the scan tool, and read the ETC
Starter Inhibit mileage.
2. The controller will store the mileage at which the no start condition occurred because of the ETC
testing procedure.
3. This is considered normal operation for a vehicle equipped with an Electronic Throttle Control
System and no repairs are necessary.
Is a mileage stored under the ETC Starter Inhibit?
Yes
Test Complete.
No
Refer to the appropriate diagnostic procedure for further assistance if any other DTC's are
set.
FUEL PRESSURE LEAK DOWN
Possible Causes
FUEL DELIVERY SYSTEM LEAKING OR DAMAGED
FUEL PUMP MODULE
FUEL INJECTOR(S)
WARNING: Follow these safety precautions to reduce the risk of fire and serious possible
serious or fatal injury when performing this test procedure.
Fuel or fuel vapors are highly flammable. A fire could occur if an ignition
source is present. Do not expose the fuel or the test equipment used in
this procedure to open flames or sparks.
Inhalation of fuel vapors could lead to disorientation and personal injury.
Keep the service area well ventilated, or perform this test procedure in an
area where there is a building exhaust removal system.
Relieve fuel system pressure before servicing fuel system components.
Use extreme caution when connecting and disconnecting fuel lines.
Considerable fuel leakage may occur when servicing the fuel system.
Wear protective eye wear and clothing to protect from fuel splash, and
2918 of 4937
take suitable fuel containment measures.
Wrap a shop towel around the fuel pressure gauge connection to absorb
fuel leakage that occurs when connecting the test equipment. Place the
towel in an approved container when complete.
Never store fuel in an open container due to the possibility of fire or
explosion. Have a dry chemical (Class B) fire extinguisher nearby.
Diagnostic Test
1. CHECK FUEL DELIVERY SYSTEM FOR LEAKS AND DAMAGE
WARNING: The fuel system is under a constant pressure (even with the engine off).
Before testing or servicing any fuel system hose, fitting, or line, the fuel
system pressure must be released. Failure to follow these instructions
can result in possible serious or fatal injury.
1. Visually and physically inspect the fuel delivery system for external leaks and damage.
Is the system leaking or damaged?
Yes
Repair / replace as necessary.
Perform the PCM VERIFICATION TEST. Refer to DTCBased Diagnostics/MODULE,
Powertrain Control (PCM) Standard Procedure .
No
Go to step 2
2. INSTALL APPROPRIATE FUEL LINE ADAPTERS / FITTING FROM GAS AND DIESEL
FUEL PRESSURE/DECAY TESTER 8978A
2919 of 4937
Fig. 4: Fuel Line Adapters/Fitting
WARNING: The fuel system is under a constant pressure (even with the engine
off). Before testing or servicing any fuel system hose, fitting, or line,
the fuel system pressure must be released. Failure to follow these
instructions can result in possible serious or fatal injury.
2. Disconnect the frame rail fuel supply line connector between the fuel supply line and the fuel rail.
3. Install the appropriate Fuel Line Adapters / Fitting from Gas and Diesel Fuel Pressure/Decay Tester
8978A.
Proceed
Go to step 3
3. INSTALL FUEL PRESSURE GAUGE ASSEMBLY
2920 of 4937
Fig. 5: Identifying Fuel Pressure Gauge Assembly
1. Connect Fuel Pressure Gauge Assembly Fuel Inlet Hose 89781 (1) and Fuel Outlet Hose (2) to the
Fuel Line Adapters / Fitting.
2. Connect Drain Extension Hose 535680 (3) to the Fuel Pressure Gauge Assembly Drain Hose (5).
3. Connect the Reservoir Assembly 534960 (4) to the Drain Extension Hose 535680 (3).
2921 of 4937
WARNING: To reduce the risk of fire and serious possible serious or fatal injury,
place Reservoir Assembly 534960 (4) on the floor and out of the way
so that it is not a trip hazard.
Proceed
Go to step 4
4. CHECK FUEL PRESSURE
Fig. 6: Checking Fuel Pressure
1. Perform the following procedure to purge air from the system:
Open the Fuel System Isolation Valve (1).
Close the Flow Test Valve (2).
Ignition on, engine not running.
With the scan tool, actuate the fuel pump.
Open the Flow Test Valve (1) for 10 seconds, then close the Valve.
CAUTION: Stop All Actuations.
2922 of 4937
Turn the ignition off.
Disconnect, empty and then reconnect the Reservoir Assembly.
2. Turn the ignition on, wait five seconds, turn the ignition off and then wait 1 minute before
proceeding.
3. Read the Fuel Pressure Gauge (3) and record the reading. Non SRT4 fuel pressure specification is
407 KPa +/ 34 KPa (59 psi +/ 5 psi). SRT4 fuel pressure specification is 552 KPa +/ 34 KPa (80
psi +/ 5 psi).
Is the fuel pressure within specifications?
Yes
Go to step 5
No
Perform the Checking The Fuel Delivery System diagnostic procedure as directed.
5. CHECK FUEL DELIVERY SYSTEM FOR LEAK DOWN
Fig. 7: Checking Fuel Delivery System For Leak Down
2923 of 4937
1. Close the Fuel System Isolation Valve (1) and then wait five minutes before proceeding.
2. Read the Fuel Inlet (2) and Fuel Outlet (3) Pressure Gauges. The pressure should not drop more
than 10 psi on either gauge.
Does the fuel pressure drop more than 10 psi?
Yes On Fuel Inlet Gauge (1)
Replace the fuel pump module.
Yes On Fuel Outlet Gauge (2)
Replace the leaking fuel injector(s).
No
If directed here by another test, return to that test. Otherwise, test complete.
FUEL DELIVERY SYSTEM OUTPUT FLOW TEST
WARNING: Follow these safety precautions to reduce the risk of fire and possible serious
or fatal injury when performing this test procedure.
Fuel or fuel vapors are highly flammable. A fire could occur if an ignition
source is present. Do not expose the fuel or the test equipment used in
this procedure to open flames or sparks.
Inhalation of fuel vapors could lead to disorientation and personal injury.
Keep the service area well ventilated, or perform this test procedure in an
area where there is a building exhaust removal system.
Relieve fuel system pressure before servicing fuel system components.
Use extreme caution when connecting and disconnecting fuel lines.
Considerable fuel leakage may occur when servicing the fuel system.
Wear protective eyewear and clothing to protect from fuel splash, and take
suitable fuel containment measures.
Wrap a shop towel around the fuel pressure gauge connection to absorb
fuel leakage that occurs when connecting the test equipment. Place the
towel in an approved container when complete.
Never store fuel in an open container due to the possibility of fire or
explosion. Have a dry chemical (Class B) fire extinguisher nearby.
Diagnostic Test
1. CHECK FUEL DELIVERY SYSTEM FOR LEAKS AND DAMAGE
2924 of 4937
1. Visually and physically inspect the fuel delivery system for external leaks and damage.
Is the system leaking or damaged?
Yes
Repair or replace as necessary.
No
Go to step 2
2. INSTALL APPROPRIATE FUEL LINE ADAPTERS / FITTING FROM THE GAS AND DIESEL
FUEL PRESSURE/DECAY TESTER 8978A
Fig. 8: Fuel Line Adapters/Fitting
2925 of 4937
WARNING: The fuel system is under a constant pressure (even with the engine
off). Before testing or servicing any fuel system hose, fitting, or line,
the fuel system pressure must be released. Failure to follow these
instructions can result in possible serious or fatal injury.
2. Disconnect the frame rail fuel supply line connector between the fuel supply line and the fuel rail.
3. Install the appropriate Fuel Line Adapters / Fitting from the Gas and Diesel Fuel Pressure/Decay
Tester 8978A.
Proceed
Go to step 3
3. INSTALL FUEL PRESSURE GAUGE ASSEMBLY
2926 of 4937
Fig. 9: Identifying Fuel Pressure Gauge Assembly
1. Connect the Gas and Diesel Fuel Pressure/Decay Tester 8978A, Fuel Inlet Hose (1) and Fuel Outlet
Hose (2) to the Fuel Line Adapters / Fitting.
2. Connect special tool Drain Extension Hose 535680 (3) to the Fuel Pressure Gauge Assembly Drain
Hose (5).
2927 of 4937
3. Connect Reservoir Assembly 534960 (4) to Drain Extension Hose 535680 (3).
WARNING: To reduce the risk of fire and possible serious or fatal injury, place
Reservoir Assembly 534960 (4) on the floor and out of the way so
that it is not a trip hazard.
Proceed
Go to step 4
4. CHECK FUEL PRESSURE
Fig. 10: Checking Fuel Pressure
Perform the following procedure to purge air from the system:
Open the Fuel System Isolation Valve (1).
Close the Flow Test Valve (2).
Ignition on, engine not running.
With the scan tool, actuate the fuel pump.
2928 of 4937
Open the Flow Test Valve (1) for 10 seconds, then close the Valve.
Turn the ignition off.
Disconnect, empty and then reconnect the Reservoir Assembly.
1. Turn the ignition on, wait five seconds, turn the ignition off and then wait one minute before
proceeding.
2. Read the Fuel Pressure Gauge (3) and record the reading. Non SRT4 fuel pressure specification is
407 kPa +/ 34 kPa (59 psi +/ 5 psi). SRT4 fuel pressure specification is 552 kPa +/ 34 kPa (80
psi +/ 5 psi).
Is the fuel pressure within specifications?
Yes
Go to step 5
No
See NonDTC Diagnostics/Driveability Gas Diagnosis and Testing and perform the
CHECKING THE FUEL DELIVERY SYSTEM diagnostic procedure.
5. CHECK FUEL DELIVERY SYSTEM OUTPUT
2929 of 4937
Fig. 11: Checking Fuel Delivery System Output
2. With the scan tool, actuate the fuel pump.
3. Open the Flow Test Valve (1) for 20 seconds, then close the Valve.
5. Measure the amount of fuel in the Reservoir Assembly (2). The fuel output specification is ml/s x
20 seconds = fuel flow in ml.
FUEL FLOW
2930 of 4937
ENGINE ml/s ml per 20 Seconds
4 Cylinder and 6 Cylinder 20.8333A 417
8 Cylinder 38.88889 778
SRT4 50 1000
HARD START FUEL SYSTEM
Possible Causes
FUEL CONTAMINATION
RESTRICTED FUEL SUPPLY LINE
FUEL PUMP INLET STRAINER PLUGGED
FUEL PUMP MODULE
FUEL INJECTOR(S)
Diagnostic Test
1. CHECKING FUEL PRESSURE
Before testing or servicing any fuel system hose, fitting or line, the fuel
2. Install the Fuel Pressure Decay Tester 8978A at the engine.
4. With a scan tool, actuate the ASD Fuel System test and observe the fuel pressure gauge.
NOTE: Fuel pressure specification is 407 kPa +/ 34 kPa (59 psi +/ 5 psi).
Choose a conclusion that best matches your fuel pressure reading.
Below Specification
Go to step 2
Within Specification
Go to step 4
2. RESTRICTED FUEL SUPPLY LINE
2. Remove the Fuel Pressure Decay Tester 8978A.
3. Raise the vehicle on a hoist, and disconnect the fuel pressure line at the fuel pump module.
4. Install the Fuel Pressure Decay Tester 8978A between the fuel supply line and the fuel pump
module.
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6. With the scan tool, actuate the ASD Fuel System test and observe the fuel pressure gauge.
NOTE: Fuel pressure specification is 407 kPa +/ 34 kPa (59 psi +/ 5 psi).
Is the fuel pressure within specification?
Yes
Visually and physically inspect the fuel supply lines between the fuel tank and the fuel rail.
Repair/replace as necessary.
No
Go to step 3
3. CHECKING THE FUEL INLET STRAINER
2. Remove the Fuel Pump Module and inspect the Fuel Inlet Strainer.
Is the Fuel Inlet Strainer plugged?
Yes
Replace the Fuel Pump Inlet Strainer.
No
Replace the Fuel Pump Module.
4. FUEL PUMP MODULE
NOTE: Before continuing visually and physically inspect the fuel delivery system
for external leaks or damage. Repair/replace as necessary.
2. Install the Fuel Pressure Decay Tester 8978A at the intake manifold.
3. Start the engine and allow the fuel system to reach maximum pressure.
5. Close the Fuel System Isolation Valve and then wait 5 minutes before proceeding.
NOTE: 2932 of 4937

NOTE: Fuel specification is 407 KPa +/ 34 KPa (59 psi +/ 5 psi).
6. Read the Fuel Inlet and Fuel Outlet Pressure Gauges. The pressure should not drop more than 10
psi on either gauge.
7. Monitor the fuel pressure gauge for a minimum of 5 minutes.
Does the fuel pressure drop more than 10 psi?
Yes On Fuel Inlet Gauge
Replace Fuel Pump Module.
Yes On Fuel Outlet Gauge
Replace the leaking fuel injector(s).
No
If directed here by another test, return to that test. Otherwise, test complete.
CHECKING THE FUEL DELIVERY SYSTEM
2933 of 4937
Fig. 12: Fuel Pump Module Circuit
Possible Causes
RESTRICTED FUEL SUPPLY LINE
FUEL PUMP INLET STRAINER PLUGGED
(K31) FUEL PUMP CONTROL CIRCUIT SHORTED TO BATTERY VOLTAGE
(K31) FUEL PUMP CONTROL CIRCUIT SHORTED TO GROUND
(K31) FUEL PUMP CONTROL CIRCUIT OPEN
(N1) FUSED FUEL PUMP OUTPUT OPEN
2934 of 4937
(N1) FUSED FUEL PUMP OUTPUT SHORTED TO GROUND
FUEL PUMP MODULE
Diagnostic Test
1. FUEL PUMP OPERATION
2. With a scan tool, actuate the Fuel System test.
NOTE: It may be necessary to use a mechanics stethoscope in the next
step.
3. Listen for fuel pump operation at the fuel tank.
Does the Fuel Pump operate?
Yes
Go to step 2
No
Go to step 5
2. FUEL PRESSURE
2. Install the Fuel Pressure Decay Tester 8978A at the engine.
NOTE: Fuel pressure specification is 407 KPa +/ 34 KPa (59 psi +/ 5 psi).
Choose a conclusion that best matches your fuel pressure reading.
Below Specification
Go to step 3
Within Specification
Test Complete.
Above Specification
Replace the fuel filter/fuel pressure regulator.
2935 of 4937
3. RESTRICTED FUEL SUPPLY LINE
WARNING: The fuel system is under a constant pressure even with the engine off.
system pressure must be released.
2. Remove the Fuel Pressure Decay Tester 8978A.
3. Raise the vehicle on a hoist, and disconnect the fuel pressure line at the fuel pump module.
4. Install the Fuel Pressure Decay Tester 8978A between the fuel supply line and the fuel pump
module.
NOTE: Fuel pressure specification is 407 KPa +/ 34 KPa (59 psi +/ 5 psi).
Is the fuel pressure within specification now?
Yes
Repair/replace fuel supply line as necessary.
No
Go to step 4
4. CHECKING FUEL INLET STRAINER
2. Remove the Fuel Pump Module and inspect the Fuel Inlet Strainer.
Is the Fuel Inlet Strainer plugged?
Yes
Replace the Fuel Pump Inlet Strainer.
No
Replace the Fuel Pump Module.
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5. FUEL PUMP CONTROL OPERATION FROM THE PCM
Fig. 13: Checking Fuel Pump Control Operation From PCM
1. Stop the Fuel Pump actuation.
5. Using a 12volt test light connected to B+ probe the (K31 Fuel Pump Control circuit in the C1
TIPM harness connector.
6. Using a scan tool actuate the Fuel Pump under the PCM actuations.
Does the test light illuminate brightly during the actuation?
Yes
2937 of 4937
Go to step 8
No
Go to step 6
6. (K31) FUEL PUMP CONTROL CIRCUIT OPEN
Fig. 14: Checking Fuel Pump Control Circuit For Open
perform diagnosis.
3. Measure the resistance of the (K31) Fuel Pump Control circuit from the C1 TIPM harness
connector to the appropriate terminal of special tool #8815.
2938 of 4937
Yes
Go to step 7
No
Repair the open in the (K31) Fuel Pump Control circuit.
7. (K31) FUEL PUMP CONTROL CIRCUIT SHORTED TO GROUND
Fig. 15: Checking Fuel Pump Control Circuit For Short To Ground
1. Measure the resistance between ground and the (K31) Fuel Pump Control circuit in the TIPM C1
harness connector.
Yes
2939 of 4937
Repair the short to ground in the (K31) Fuel Pump Control circuit.
No
Go to step 11
8. (N1) FUEL PUMP OUTPUT CIRCUIT OPEN
Fig. 16: CHECKING FUEL PUMP OUTPUT CIRCUIT FOR OPEN
3. Disconnect the Fuel Pump Module harness connector.
4. Measure the resistance of the (N1) Fused Fuel Pump Output circuit from the C5 TIPM harness
connector and the Fuel Pump Module harness connector.
Yes
2940 of 4937
Repair the open in the (N1) Fused Fuel Pump Output circuit.
No
Go to step 9
9. (N1) FUEL PUMP OUTPUT CIRCUIT SHORTED TO GROUND
Fig. 17: CHECKING FUEL PUMP OUTPUT CIRCUIT SHORTED TO GROUND
1. Measure the resistance between ground and the (N1) Fused Fuel Pump Output circuit at the Fuel
Pump Module harness connector.
Is the resistance below 100 oOhms?
Yes
Repair the short to ground in the (N1) Fused Fuel Pump Output circuit.
2941 of 4937
No
Go to step 10
10. FUEL PUMP MODULE/TIPM
Fig. 18: CHECKING FUEL PUMP MODULE/TIPM
1. Connect the C3 PCM harness connector.
2. Connect the C1 and C5 TIPM harness connectors.
4. Using a scan tool actuate the Fuel Pump Module.
5. Using a 12volt test light connected to ground, probe the (N1) Fused Fuel Pump Output circuit at
the Fuel Pump Module harness connector.
Does the test light illuminate?
Yes
Replace the Fuel Pump Module in accordance with the Service Information. Refer to Fuel
System/Fuel Delivery/MODULE, Fuel Pump Removal .
2942 of 4937
No
11. POWERTRIAN CONTROL MODULE (PCM)
NOTE: Before continuing, check the PCM harness connector terminals for
Yes
No
Replace and program the Powertrain Control Module per Service Information.
ENGINE CRANKS BUT DOES NOT START
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Fig. 19: ASD Relay Control Circuit
Possible Causes
POWERTRAIN FUSES OPEN
CRANKSHAFT POSITION SENSOR
CAMSHAFT POSITION SENSOR
ASD RELAY
(F342) FUSED ASD RELAY OUTPUT CIRCUIT OPEN
FUEL CONTAMINATION
ENGINE MECHANICAL
2944 of 4937
PCM
Diagnostic Test
1. NO START PRETEST
NOTE: Verify no codes are set in the Occupant Restraint Controller. If codes are
present, they may be the cause of a No Start condition.
NOTE: The following list of items must be checked before continuing with any no
start tests.
1. The battery must be fully charged and in good condition. A low charged battery may produce
invalid test results. If the battery is low, charge the battery and then attempt to start the vehicle by
cranking the engine for 15 seconds, 3 consecutive times. This will allow any DTCs to set that may
have been erased due to a dead battery.
2. Try to communicate with PCM using a scan tool. If communication between the scan tool and
PCM is not allowed inspect fuses. If the PCM reports a No Response condition, refer to the
appropriate Electrical Diagnostics for the proper tests.
3. Make sure the PCM Power and Ground circuits are OK.
4. Read the PCM DTCs with the scan tool. If any DTCs are present, they must be repaired before
continuing with any other No Start diagnostic tests. Refer to the Table of Contents for the related P
code that is reported by the PCM.
5. Make sure that the Bus is functional. Attempt to communicate with the Instrument Cluster and
VTSS, If you are unable to establish communications refer to the appropriate Electrical
Diagnostics for the proper Diagnostic procedures.
6. The Sentry Key Immobilizer System must be operating properly. Check for proper communication
with the scan tool and check for DTCs that may be stored in the Sentry Key Immobilizer Module
(SKREEM). Repair the DTC(s) before continuing.
7. If no DTCs are found, using the scan tool, select Clear PCM (BATT Disconnect).
8. Crank the engine several times. Using the scan tool, View DTCs. If a DTC is present perform the
DTC diagnostics before continuing.
Yes
No
Go to step 2
2. OPEN FUSE
1. Check for any open fuses in the TIPM or Junction Block that may be related to the No Start
condition.
Are any of the fuses open?
Yes
Replace the open fuse and check the related circuit(s) for a short to ground.
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No
Go to step 3
3. CRANKSHAFT POSITION SENSOR
2. Disconnect the CKP Sensor.
3. Attempt to start the engine.
Does the engine start?
Yes
Replace the Crankshaft Position Sensor in accordance with the Service Information. Refer to
Fuel System/Fuel Injection/SENSOR, Crankshaft Position Removal .
No
Go to step 4
4. CAMSHAFT POSITION SENSOR
2. Connect the CKP Sensor.
3. Disconnect the CMP Sensor.
4. Attempt to start the engine.
Does the engine start?
Yes
Replace the Camshaft Position Sensor in accordance with the Service Information. Refer to
Electrical/Ignition Control/SENSOR, Camshaft Position Removal .
No
Go to step 5
5. (A209) FUSED B+ CIRCUIT CHECK
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perform diagnosis.
3. Using a 12volt test light connected to ground probe the (A209) Fused B+ circuits.
Yes
Go to step 6
No
Repair the open or short to ground in the (A209) Fused B+ circuit between the TIPM and
PCM.
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6. (F342) FUSED ASD RELAY OUTPUT CIRCUIT OPEN
Fig. 21: CHECKING FUSED ASD RELAY OUTPUT CIRCUIT FOR OPEN (1 OF 2)
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Fig. 22: CHECKING FUSED ASD RELAY OUTPUT CIRCUIT FOR OPEN (2 OF 2)
1. Disconnect the C5 TIPM harness connector
perform diagnosis.
3. Measure the resistance of the (F342) ASD Relay Output circuit from the C5 TIPM harness
connector to the appropriate terminals of special tool #8815, Ignition coils, and the Fuel injectors.
Is the resistance below 5.0 ohms for each measurement?
Yes
Go to step 7
No
Repair the open in the (F342) Fused ASD Relay Output circuit.
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7. FUEL PUMP DELIVERY
1. Verify that the Fuel tank is not empty before continuing.
2. Follow the diagnostics for CHECKING THE FUEL DELIVERY SYSTEM .
Was the No Start condition solved after following the Checking the Fuel Delivery System
diagnostic procedure?
Yes
Test Complete.
No
Go to step 8
8. ENGINE MECHANICAL
1. Check for any of the following conditions/mechanical problems:
ENGINE COMPRESSION must be within specifications
ENGINE EXHAUST SYSTEM must be free of any restrictions or leaks
ENGINE VALVE TIMING must be within specifications, check for broken timing components
9. PCM
Yes
No
NO CRANK CONDITION
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Fig. 23: Starter Circuit Schematic
Possible Causes
MECHANICAL CONDITION
FUSED B+ CIRCUITS OPEN
BATTERY CIRCUIT RESISTANCE TOO HIGH
(T752) STARTER RELAY CONTROL CIRCUIT SHORTED TO GROUND
(T752) STARTER RELAY CONTROL CIRCUIT OPEN
(T750) STARTER RELAY OUTPUT CIRCUIT SHORTED TO GROUND
(T750) STARTER RELAY OUTPUT CIRCUIT OPEN
REMOTE START ANTENNA (IF EQUIPPED)
TRANSMISSION RANGE SENSOR
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STARTER
Diagnostic Test
1. MECHANICAL CONDITION
NOTE: Verify the battery is fully charged and capable of passing a load test
before continuing.
WARNING: Make sure the battery is disconnected, then wait two minutes before
proceeding. Failure to do so may result in possible serious or fatal injury.
1. Turn the engine over by hand to make sure the engine is not seized.
Is the engine able to turn over?
Yes
Go to step 2
No
Repair the mechanical condition preventing the starter motor from cranking.
2. REMOTE START ANTENNA
NOTE: If the vehicle is not equipped with Remote Start, proceed to the next test
step.
1. Reconect the battery.
5. Disconnect the Remote Start Antenna from the Wireless Control Module (WCM).
6. Using the ignition key, start the vehicle.
Did the vehicle start?
Yes
Replace the Remote Start Antenna in accordance with the Service Information.
No
Go to step 3
3. PCM FUSED B+ CIRCUITS
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perform diagnosis.
3. Using a 12volt test light connected to ground, probe the Fused B+ circuits at the appropriate
terminals of PCM Pinout Box 8815.
Yes
Go to step 4
No
Repair the open or short to ground in the PCM Fused B+ circuits.
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4. TRANSMISSION RANGE SENSOR
Fig. 25: CHECKING TRANSMISSION RANGE SENSOR
2. Disconnect the TRS harness connectors.
3. Move the Gear selector through all gear positions, from Park to 1st and back.
4. While moving the gear selector through each gear, measure the resistance between ground and the
TRS (T41) Sense (P/N Sense) circuit at the TRS connector.
NOTE: The circuit is grounded in Park and Neutral and open in the other
positions.
Did the resistance change from above 100 kOhms (open) to below 10.0 Ohms (grounded) ?
Yes
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Go to step 5
No
Replace the Transmission Range Sensor.
5. EXCESSIVE RESISTANCE IN THE BATTERY CIRCUIT
2. Check the Battery Cables for excessive resistance using the service information procedure.
Did either Battery Cable have a voltage drop greater than 0.2 of a volt?
Yes
Repair the excessive resistance in the Battery circuit.
No
Go to step 6
6. STARTER
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Fig. 26: CHECKING STARTER
CAUTION: The Parking Brake must be on and the Transmission must be in park for a
vehicle equipped with an automatic transmission.
not put your hands near the pulleys, belts or fan. Do not wear loose
clothing. Failure to follow these instructions may result in possible
1. Turn ignition off.
2. Disconnect the Starter Solenoid harness connector.
NOTE: The Stater Solenoid harness connector must remain disconnected at
this time.
3. Have an assistant turn the ignition key to the CRANK position.
4. Using a 12volt test light connected ground, probe the (T750) Stater Relay Output circuit in the
Starter Solenoid harness connector while the ignition key is in the CRANK position.
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Yes
Replace the Starter in accordance with the Service Information.
No
Go to step 7
7. (T752) STARTER RELAY CONTROL CIRCUIT CHECK
Fig. 27: Checking Starter Relay Control Circuit
3. Use a 12volt test light connected to ground and probe the (T752) Starter Relay Control circuit in
the C2 TIPM harness connector.
WARNING: When the engine is operating, do not stand in direct line with the fan.
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Do not put your hands near the pulleys, belts or fan. Do not wear
loose clothing. Failure to follow these instructions may result in
4. Have an assistant turn the key to the CRANK position.
Does the test light illuminate brightly when the key is turned to the crank condition?
Yes
Go to step 8
No
Repair the excessive resistance or short to ground in the (T752) Starter Relay Control circuit
between the PCM and TIPM.
8. (T750) STARTER CONTROL OUTPUT CIRCUIT OPEN
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Fig. 28: Checking Starter Control Output Circuit For Open
1. Disconnect the Starter Solenoid connector.
2. Measure the resistance of the (T750) Starter Control Output circuit between the Starter Solenoid
harness connector and the C2 TIPM harness connector.
Yes
Go to step 9
No
Repair the open in the (T750) Starter Control Output circuit.
9. (T750) STARTER RELAY OUTPUT CIRCUIT SHORTED TO GROUND
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Fig. 29: Checking Starter Relay Output Circuit For Short To Ground
1. Measure the resistance between ground and the (T750) Starter Relay Output circuit in the Starter
Solenoid harness connector.
Is the resistance below 100 Ohms?
Yes
Repair the short to ground in the (T750) Starter Relay Output circuit.
No
Go to step 10
2. Pay particular attention to all Power and Ground circuits.
Yes
No
NO RESPONSE WITH A NO START CONDITION
Possible Causes
(A209) PCM FUSED B+ CIRCUIT
PCM NO RESPONSE
(F1) PCM FUSED IGNITION SWITCH OUTPUT CIRCUIT
(Z903) PCM GROUND CIRCUITS
CRANKSHAFT POSITION SENSOR
(F855) 5VOLT SENSOR OPEN/SHORTED
(F855) 5VOLT SUPPLY CIRCUIT SHORTED TO GROUND
(F856) 5VOLT SUPPLY CIRCUIT SHORTED TO GROUND
PCM
Diagnostic Test
1. (A209) PCM FUSED B+ CIRCUIT
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NOTE: The scan tool and cable must be operating properly for the results of this
test to be valid.
NOTE: Make sure the ignition switch was on while trying to communicate with the
PCM.
perform diagnosis.
3. Using a 12volt test light connected to ground probe the appropriate terminal of special tool #8815.
Yes
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Go to step 2
No
Repair the open or short to ground in the (A209) Fused B+ circuit. Inspect and replace fuses
as necessary.
2. (F1) PCM FUSED IGNITION SWITCH CIRCUIT
Fig. 31: CHECKING PCM FUSED IGNITION SWITCH CIRCUIT
1. Using a 12volt test light connected to ground, probe the (F1) PCM Fused Ignition Switch Output
circuit in the appropriate terminals of special tool #8815.
Yes
Go to step 3
No
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Repair the (F1) Ignition Switch Output circuit. Inspect and replace fuses as necessary.
3. (Z903) PCM GROUND CIRCUITS
Fig. 32: CHECKING PCM GROUND CIRCUITS
1. Using a 12volt test light connected to battery voltage, probe the (Z903) PCM ground circuits in
the appropriate terminals of special tool #8815.
Yes
Go to step 4
No
Repair the (Z903) PCM ground circuits.
4. (F855) 5VOLT SUPPLY CIRCUIT
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Fig. 33: Checking CKP Sensor
2. Connect the C2 PCM harness connector.
3. Disconnect the Crankshaft Position Sensor harness connector.
5. Measure the voltage on the (F855) 5volt Supply circuit.
Is the voltage between 4.5 and 5.2 volts?
Yes
Go to step 5
No
Go to step 6
5. CKP SENSOR
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Fig. 34: Checking CKP Sensor
2. Disconnect the Throttle Body harness connector.
4. Measure the voltage on the (F855) 5volt Supply circuit in the Throttle Body harness connector.
Is the voltage between 4.5 and 5.2 volts?
Yes
If communication is available with a PCM on a like vehicle, replace and program the
Powertrain Control Module per Service Information.
No
Replace the Crankshaft Position Sensor.
6. (F855) 5VOLT SENSOR OPEN/SHORTED
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Fig. 35: Checking 5Volt Sensor For Open/Shorted
2. Disconnect the Throttle Body harness connector.
4. Measure the voltage on the (F855) 5volt Supply circuit.
5. Disconnect all the sensors that use the (F855) 5volt Supply circuit.
Did the voltage return to 4.5 to 5.2 volts when disconnecting any of the sensors.
Yes
Replace the sensor that is pulling down the (F855) 5volt supply.
No
Go to step 7
7. (F855) 5VOLT SUPPLY CIRCUIT SHORTED TO GROUND
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2. Disconnect PCM harness connectors.
3. Disconnect all the sensors that share the (F855) 5volt Supply circuit.
4. Measure the resistance between ground and the (F855) 5volt Supply circuit at one of the sensor
harness connectors.
Yes
Repair the short to ground in the (F855) 5volt Supply circuit.
No
Go to step 8
8. (F856) 5VOLT SUPPLY CIRCUIT SHORTED TO GROUND
1. Disconnect all the sensors that share the (F856) 5volt Supply circuit.
2. Measure the resistance between ground and the (F856) 5volt Supply circuit at one of the sensor
harness connectors.
Yes
Repair the short to ground in the (F856) 5volt Supply circuit.
No
Go to step 9
9. PCM
Yes
No
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Back To Article
2010 ENGINE
Starting Service Information Wrangler
DESCRIPTION
STARTING
The starting system consists of:
Starter relay
Starter motor (including an integral starter solenoid)
Other components to be considered as part of starting system are:
Battery
Battery cables
Ignition switch and key lock cylinder
Clutch pedal position switch (manual transmission)
Park/neutral position switch or Transmission Range Sensor (automatic transmission)
Wire harnesses and connections.
The Battery, Starting, and Charging systems operate in conjunction with one another, and must be tested as a
complete system. For correct operation of starting/charging systems, all components used in these 3 systems
must perform within specifications. When attempting to diagnose any of these systems, it is important that you
keep their interdependency in mind.
The diagnostic procedures used in each of these groups include the most basic conventional diagnostic
methods, to the more sophisticated OnBoard Diagnostics (OBD) built into the Powertrain Control Module
(PCM). Use of an inductiontype milliampere ammeter, volt/ohmmeter, battery charger, carbon pile rheostat
(load tester), and 12volt test lamp may be required.
Certain starting system components are monitored by the PCM and may produce a Diagnostic Trouble Code
(DTC).
REMOTE STARTING SYSTEM
The Remote Starting System allows the vehicle to be started up to 300 feet (91 meters) away from the vehicle
using the remote keyless entry key fob which is part of your ignition key. In order to remote start your vehicle,
the hood, liftgate, and all of the doors must be closed. To remotely start your vehicle, press the "Lock" button
on the key fob once, then within three seconds press the "Remote Start" button twice. To indicate that the
vehicle is about to start, the parking lights will flash and the horn will sound briefly. Once the vehicle has
started, the engine will run for 15 minutes. To cancel remote start, press the "Remote Start" button twice within
two seconds. To enter the vehicle while the engine is running during a remote start, you must first unlock the
vehicle using the "Unlock" button on the key fob. After the vehicle is unlocked, you have 60 seconds to enter
the vehicle, insert the key into the ignition, and move it to the RUN position. Otherwise, the engine will cancel
remote start and automatically turn off. Remote start will also cancel if any of the following occur:
If the engine stalls or RPM exceeds 2500.
Any engine warning lamps come on.
The hood is opened.
The hazard switch is pressed.
The transmission is moved out of P (Park).
The vehicle can be started remotely up to a maximum of two times. The vehicle is also allowed a maximum of
one failed start, where the remote start sequence was initiated but cancelled before the engine begins to crank.
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After either of these conditions, or if the Vehicle Theft Alarm is alarming, or if the PANIC button was pressed,
the vehicle must be reset by inserting a valid key into the ignition and moving it to the RUN position, then back
to LOCK.
OPERATION
STARTING
The starting system components form two separate circuits. A highamperage feed circuit that feeds the starter
motor between 150 and 350 amperes (700 amperes diesel engine), and a lowamperage control circuit that
operates on less than 20 amperes. The highamperage feed circuit components include the battery, the battery
cables, the contact disc portion of the starter solenoid, and the starter motor. The lowamperage control circuit
components include the ignition switch, the clutch pedal position switch (manual transmission), the park/neutral
position switch (automatic transmission) or Transmission Range Sensor, the starter relay, the electromagnetic
windings of the starter solenoid, and the connecting wire harness components.
If the vehicle is equipped with a manual transmission, it has a clutch pedal position switch installed in series
between the ignition switch and the coil battery terminal of the starter relay. This normally open switch prevents
the starter relay from being energized when the ignition switch is turned to the momentary Start position, unless
the clutch pedal is depressed. This feature prevents starter motor operation while the clutch disc and the
flywheel are engaged. The starter relay coil ground terminal is always grounded on vehicles with a manual
transmission.
If the vehicle is equipped with an automatic transmission, battery voltage is supplied through the lowamperage
control circuit to the coil battery terminal of the starter relay when the ignition switch is turned to the
momentary Start position. The park/neutral position switch or Transmission Range Sensor is installed in series
between the starter relay coil ground terminal and ground. This normally open switch prevents the starter relay
from being energized and the starter motor from operating unless the automatic transmission gear selector is in
the Neutral or Park positions.
When the starter relay coil is energized, the normally open relay contacts close. The relay contacts connect the
relay common feed terminal to the relay normally open terminal. The closed relay contacts energize the starter
solenoid coil windings.
The energized solenoid pullin coil pulls in the solenoid plunger. The solenoid plunger pulls the shift lever in
the starter motor. This engages the starter overrunning clutch and pinion gear with the starter ring gear on the
manual transmission flywheel or on the automatic transmission torque converter or torque converter drive plate.
As the solenoid plunger reaches the end of its travel, the solenoid contact disc completes the highamperage
starter feed circuit and energizes the solenoid plunger holdin coil. Current now flows between the solenoid
battery terminal and the starter motor, energizing the starter.
Once the engine starts, the overrunning clutch protects the starter motor from damage by allowing the starter
pinion gear to spin faster than the pinion shaft. When the driver releases the ignition switch to the On position,
the starter relay coil is deenergized. This causes the relay contacts to open. When the relay contacts open, the
starter solenoid plunger holdin coil is deenergized.
When the solenoid plunger holdin coil is deenergized, the solenoid plunger return spring returns the plunger
to its relaxed position. This causes the contact disc to open the starter feed circuit, and the shift lever to
disengage the overrunning clutch and pinion gear from the starter ring gear.
REMOTE STARTING SYSTEM
The remote starting system will allow the vehicle to be started from distances of up to approximately 300 feet
away from the vehicle. It operates using the remote keyless entry key fob which is part of your ignition key.
In order to remote start your vehicle, the hood and all the doors must be closed.
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To remote start your vehicle, press the REMOTE START button on the key fob twice within three seconds. To
indicate that the vehicle is about to start, the parking lights will flash and the horn will sound briefly.
Once the vehicle has started, the engine will run for 15 minutes. To cancel remote start, press the REMOTE
START button once.
The parking lamps will remain illuminated to indicate that the vehicle has remote started and the engine is
running. The lamps will turn off when the ignition is turned to RUN or the remote start is cancelled.
To enter the vehicle while the engine is running during a remote start, you must first unlock the vehicle using
the UNLOCK button on the key fob. After the vehicle is unlocked, you have 60 seconds to enter the vehicle,
insert the key in the Ignition and move it to the RUN position, otherwise the engine will cancel remote start and
automatically turn off.
Remote start will also cancel if any of the following occur:
If the engine stalls or RPM exceeds 2500
Any engine warning lamps come on
The hood is opened
The hazard switch is pressed
The transmission is moved out of park
The brake pedal is pressed.
The vehicle can be started remotely up to a maximum of two times. The vehicle is also allowed a maximum of
one failed start. This is where the remote start sequence was initiated but the engine stopped cranking without
starting. After either of these conditions, or if the Vehicle Theft Alarm is alarming, or if the PANIC button was
pressed, the vehicle must be reset by inserting a valid key into the ignition and moving it to the RUN position,
then back to LOCK.
STARTING SYSTEM
The battery, starting, and charging systems operate in conjunction with one another, and must be tested as a
complete system. For correct starting/charging system operation, all of the components involved in these three
systems must perform within specifications.
STARTING SYSTEM DIAGNOSIS
STARTER FAILS TO Battery discharged or Charge and test battery. Refer to Electrical/Battery
OPERATE inoperative System Diagnosis and Testing . Replace battery, if
required.
Starter motor or Test the starter motor and solenoid. See
solenoid inoperative Electrical/Starting/STARTER Diagnosis and
Testing. Replace starter motor, if required.
Starter relay inoperative See the appropriate SYSTEM WIRING DIAGRAMS
article(s). Test and replace the starter relay, if
required
Clutch pedal position See Clutch Pedal Position Switch. Test and adjust or
switch inoperative (if replace switch, if required.
equipped with manual
transmission)
Park/Neutral position See appropriate Transmission SERVICE
switch or Transmission INFORMATION article for Transmission Range
Range Sensor Sensor (Park/Neutral Position Switch) information.
inoperative (if equipped Test and adjust or replace switch, if required.
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with automatic
transmission)
Ignition switch Test the Ignition Switch and Key Lock Cylinder.
inoperative Replace ignition switch if required.
Starting circuit wiring See the appropriate SYSTEM WIRING DIAGRAMS
inoperative article(s). Test and repair starter feed and/or control
circuits, if required.
STARTER ENGAGES, Battery discharged or Charge and test battery. Refer to Electrical/Battery
BUT FAILS TO TURN inoperative System Diagnosis and Testing . Replace battery if
ENGINE required.
Starter motor or Test the starter motor and solenoid. See
solenoid inoperative Electrical/Starting/STARTER Diagnosis and
Testing. Replace starter motor if required.
Starting circuit wiring See the appropriate SYSTEM WIRING DIAGRAMS
inoperative article(s). Test and repair starter feed and/or control
circuits, if required.
Engine seized See 9 Engine. Test and repair engine as required.
STARTER ENGAGES, Starter motor or Test the starter motor and solenoid. See
BUT THEN solenoid inoperative Electrical/Starting/STARTER Diagnosis and
DISENGAGES BEFORE Testing. Replace starter motor, if required.
ENGINE STARTS Starter ring gear Remove starter motor and inspect starter ring gear.
damaged See Electrical/Starting/STARTER Removal.
Replace starter ring gear, if required.
STARTER DOES NOT Starter motor Inspect and test the starter motor and solenoid. See
DISENGAGE incorrectly installed or Electrical/Starting/STARTER Diagnosis and
solenoid inoperative Testing. Replace starter motor, if required.
Starter relay inoperative See the appropriate SYSTEM WIRING DIAGRAMS
article(s). Test and replace the starter relay, if
required.
Ignition switch Test the Ignition Switch and Key Lock Cylinder.
inoperative Replace ignition switch, if required.
STARTING SYSTEM TESTING
COLD CRANKING TEST
NOTE: See the appropriate SYSTEM WIRING DIAGRAMS article(s) for complete starter
wiring circuit diagrams.
Fig. 1: VoltsAmps Tester Connections Typical
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1. Fully charge and loadtest the battery. Refer to Electrical/Battery System Diagnosis and Testing .
2. Connect voltampere tester leads 1 and 2 to the battery terminals. Connect voltampere tester lead (3)
around the positive battery cable. See instructions provided by manufacturer of voltampere tester being
used.
NOTE: Certain diesel equipped models use dual batteries. If equipped with dual
battery system, tester should be connected to battery on left side of
vehicle only. Also, tester current reading must be taken from positive
battery cable lead that connects to starter motor.
3. Place transmission in Park or Neutral with the parking brake set (depending on transmission application).
4. If equipped with manual transmission, block clutch pedal in fully depressed position.
5. Verify that all lamps and accessories are turned off.
6. To prevent a gasoline engine from starting, remove Automatic ShutDown (ASD) relay. To prevent a
diesel engine from starting, remove Fuel Pump Relay. See the appropriate SYSTEM WIRING
DIAGRAMS article(s) for relay locations.
WARNING: Attempt to start engine a few times before proceeding with following step.
NOTE: A cold engine will increase starter current (amperage) draw reading, and
reduce battery voltage reading.
7. Rotate and hold ignition switch in Start position. Note cranking voltage and current (amperage) draw
readings shown on voltampere tester.
a. If voltage reads below 9.6 volts, see Electrical/Starting/STARTER Diagnosis and Testing. If
starter motor is OK, see the appropriate ENGINE article(s) for further diagnosis and testing of the
engine. If starter motor is not OK, replace the starter motor. See Electrical/Starting/STARTER
Removal.
b. See FEED CIRCUIT TEST if voltage reads above 9.6 volts and current (amperage) draw reads
below specifications.
c. See FEED CIRCUIT TEST if voltage reads 12.5 volts or greater and starter motor does not turn
or turns very slowly.
FEED CIRCUIT TEST
NOTE: See the appropriate SYSTEM WIRING DIAGRAMS article(s) for complete starter
wiring circuit diagrams.
The starter feed circuit test (voltage drop method) will determine if there is excessive resistance in high
amperage feed circuit.
When performing these tests, it is important to remember that voltage drop is giving an indication of resistance
between two points at which voltmeter probes are attached.
Example: When testing resistance of positive battery cable, touch voltmeter leads to positive battery cable
clamp and cable connector at starter solenoid. If you probe positive battery terminal post and cable connector at
starter solenoid, you are reading combined voltage drop in positive battery cable clamptoterminal post
connection and positive battery cable.
The following procedure requires a voltmeter accurate to 1/10 (0.10) volt. Before proceeding, be certain that the
following are accomplished:
Fully charge and loadtest the battery. Refer to Electrical/Battery System Diagnosis and Testing .
Place transmission in Park or Neutral with the parking brake set (depending on transmission application).
If equipped with manual transmission, block clutch pedal in fully depressed position.
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Verify that all lamps and accessories are turned off.
To prevent a gasoline engine from starting, remove Automatic ShutDown (ASD) relay. To prevent a
diesel engine from starting, remove Fuel Pump Relay. See the appropriate SYSTEM WIRING
DIAGRAMS article(s) for relay locations.
Fig. 2: Test Battery Negative Connection Resistance Typical
1 VOLTMETER
2 BATTERY
NOTE: Certain diesel equipped models use dual batteries. If equipped with dual battery
system, this procedure must be performed twice, once for each battery.
1. Connect positive lead of voltmeter (1) to negative battery cable terminal post. Connect negative lead of
voltmeter to negative battery cable clamp. Rotate and hold ignition switch in Start position. Observe
voltmeter. If voltage is detected, correct poor contact between cable clamp and terminal post.
Fig. 3: Test Battery Positive Connection Resistance Typical
1 VOLTMETER
2 BATTERY
battery system, this procedure must be performed twice, once for each
battery.
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2. Connect positive lead of voltmeter to positive battery terminal post. Connect negative lead of voltmeter
to battery positive cable clamp. Rotate and hold ignition switch in Start position. Observe voltmeter. If
voltage is detected, correct poor contact between cable clamp and terminal post.
Fig. 4: Test Battery Positive Cable Resistance Typical
1 BATTERY
2 VOLTMETER
3 STARTER MOTOR
battery.
3. Connect voltmeter (2) to measure between positive terminal post on battery (1) and the battery terminal
stud on the starter solenoid (3). Rotate and hold ignition switch in Start position. Observe voltmeter. If
reading is above 0.2 volt, clean and tighten battery cable connection at solenoid and repeat test. If reading
is still above 0.2 volt, replace the positive battery cable.
Fig. 5: Test Ground Circuit Resistance Typical
1 VOLTMETER
2 BATTERY
3 ENGINE GROUND
NOTE: 2975 of 4937

battery.
4. Connect voltmeter (1) to measure between negative terminal post on battery (2) and a good clean ground
on engine block (3). Rotate and hold ignition switch in Start position. Observe voltmeter. If reading is
above 0.2 volt, clean and tighten negative battery cable attachment on engine block and repeat test. If
reading is still above 0.2 volt, replace the negative battery cable.
Fig. 6: Test Starter Ground Typical
1 STARTER MOTOR
2 BATTERY
3 VOLTMETER
battery.
5. Connect positive lead of voltmeter (3) to starter housing (1). Connect negative lead of voltmeter to
negative terminal post on battery (2). Rotate and hold ignition switch in Start position. Observe
voltmeter. If reading is above 0.2 volt, correct poor starter to engine block ground contact.
6. If equipped with dual battery system (certain diesel equipped models), connect positive lead of voltmeter
to positive battery cable clamp on battery located on left side of vehicle. Connect negative lead of
voltmeter to positive battery terminal post on battery located on right side of vehicle. Rotate and hold
ignition switch in Start position. Observe voltmeter. If reading is above 0.2 volt, clean and tighten battery
cables at both batteries and repeat test. If reading is still above 0.2 volt, replace positive battery cable.
7. If resistance tests detect no feed circuit problems, inspect and test the starter motor and solenoid. See
Electrical/Starting/STARTER Diagnosis and Testing.
REMOTE START SYSTEM
Before attempting to diagnose a problem with the remote starting system, first be sure the starter motor and
starter solenoid are working properly. The starter should operate with the use of the standard ignition key in the
ignition switch. Any starter or solenoid problems must be repaired first.
Also be sure the engine will easily start and run with the use of the standard ignition key in the ignition switch.
Any engine running, idling or driveability problems must be repaired first.
Also note that the remote start system will automatically be cancelled if any of the following occur:
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IF THE ENGINE STALLS OR RPM EXCEEDS 2500
NORMAL TIME OUT RUN MODE (15 MINUTES)
CUSTOMER MOVES IGNITION INTO RUN/START
ANY VEHICLE DOOR AJAR
TRUNK/LIFTGATE AJAR
HOOD AJAR
START COUNTER REACHED
LOW RPM SHUTDOWN
KEY IN IGNITION
BRAKE PRESSED
THE HAZARD SWITCH IS PRESSED
NOT IN PARK OR NEUTRAL
VEHICLE SPEED HIGH
VTA ALARM TRIGGERED
PANIC MODE ACTIVATED
BATTERY VOLTAGE HIGH
BATTERY VOLTAGE LOW
LOSS OF BATTERY VOLTAGE
MIL ON
LOW OIL PRESSURE
COOLANT TEMPERATURE HIGH
CRANK NO START
RKE OFF MESSAGE
VEHICLE NOT CONFIGURED
HOOD SWITCH NOT INSTALLED OR INOPERATIVE
NO AUTOMATIC TRANSMISSION
INVALID KEY
IGNITION SNA
IGNITION NOT IN LOCK
VEHICLE IN SHIPPING MODE
VEHICLE NOT PROGRAMMED
If all of the previous items checked OK, and the remote starting system will not operate. Refer to NonDTC
Diagnostics/Starting Diagnosis and Testing .
INSPECTION
INSPECTION
The following starting system components should be carefully inspected whenever any starting system problem
is encountered.
WARNING: On vehicles equipped with airbags, disable airbag system before attempting
any steering wheel, steering column, or instrument panel component diagnosis
or service. Disconnect and isolate battery negative (ground) cable, then wait
two minutes for airbag system capacitor to discharge before performing further
diagnosis or service. This is the only sure way to disable airbag system. Failure
to take proper precautions could result in accidental airbag deployment and
possible personal injury.
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Battery
Visually inspect battery for indications of physical damage and loose or corroded cable connections.
Determine stateofcharge and cranking capacity of battery. Charge or replace battery, if required. Refer
to BATTERY SYSTEM for battery cleaning and inspection procedures.
Ignition Switch
Visually inspect ignition switch for indications of physical damage and loose or corroded wire harness
connections. Clean corroded connections as required. Refer to the appropriate SYSTEM WIRING
DIAGRAMS article(s). Refer to IGNITION CONTROL SERVICE INFORMATION for ignition
switch service procedures.
Clutch Pedal Position Switch
If vehicle is equipped with a manual transmission, visually inspect clutch pedal position switch for
indications of physical damage and loose or corroded wire harness connections. Clean corroded
connections as required. Refer to CLUTCH for clutch pedal position switch service procedures.
Park/Neutral Position Switch
If vehicle is equipped with an automatic transmission, visually inspect park/neutral position switch for
indications of physical damage and loose or corroded wire harness connections. Clean corroded
connections as required. Refer to appropriate Transmission SERVICE INFORMATION article for
Transmission Range Sensor (Park/Neutral Position Switch) information service procedures.
Starter Relay
Visually inspect starter relay for indications of physical damage and loose or corroded wire harness
connections. Clean corroded connections as required. Refer to RELAY, Starter for starter relay service
procedures.
Starter Motor
Visually inspect starter motor for indications of physical damage and loose or corroded wire harness
connections. Clean corroded connections as required. If problem being diagnosed involves improper
starter engagement, disengagement or noise complaints, starter motor should be removed. With starter
motor removed, inspect starter pinion and ring gears for damaged or missing teeth. Replace faulty
components as required. Refer to STARTER for removal/installation procedures.
Starter Solenoid
Visually inspect starter solenoid for indications of physical damage and loose or corroded wire harness
connections. Clean corroded connections as required. Refer to STARTER SOLENOID for starter
solenoid service procedures.
Wiring
Visually inspect starting system wire harnesses for indications of physical damage. Repair or replace any
faulty wiring, as required. Refer to the appropriate SYSTEM WIRING DIAGRAMS article(s) for repair
or connector and terminal service procedures.
SPECIFICATIONS
STARTER
Starter Motor
Engine Application 3.8L V6 2.8L Diesel
Power Rating 1.2 Kilowatt 2.2 Kilowatt
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*Cranking Amperage Draw Test 150 200 Amperes 500 Amperes
*Test at operating temperature. Cold engine, tight (new) engine, or heavy oil will increase starter
amperage draw.
TORQUE
TORQUE
Starter Solenoid B+ 11.3 8.3 100
Terminal Nut
Starter Mounting Bolts 54 40
(3.8L)
Starter Mounting Bolts 68 50
(2.8L Diesel)
ANTENNA, REMOTE START
DESCRIPTION
DESCRIPTION
Fig. 7: Remote Start Antenna Module Assembly
The Remote Start Antenna Module Assembly consists of an electrical connection to the Wireless Ignition Node
(WIN) (1), a length of coax cable (2), mounting clips, or tie wraps (3) and (4), and a control module/antenna
(5).
REMOVAL
REMOVAL

Removal .
3. Disconnect the remote start antenna module coaxial cable connector from the connector receptacle of the
Sentry Key REmote Entry Module (SKREEM) on the right side of the steering column near the ignition
lock cylinder.
NOTE: A length of mechanics wire or string can be tied to the coaxial cable near
the connector. Following removal, this wire or string can be transferred to
the new coaxial cable of the new module, allowing the cable to be easily
pulled back through the instrument panel during module installation.
4. Using a trim stick or another suitable wide flatbladed tool, gently and evenly pry the upper edges of the
lower center trim panel (3) away from the instrument panel far enough to disengage the two snap clips (2)
that secure the top of the panel to the base trim of the instrument panel center stack.
5. Rotate the lower center trim panel downward far enough to disengage the two tabs (1) at the bottom of
the panel from the base trim of the instrument panel center stack.
6. Remove the fasteners that secure the remote start antenna module to the base trim of the instrument panel
center stack.
7. Carefully disengage and guide the remote start antenna module coaxial cable while pulling the module
away from the instrument panel.
INSTALLATION
INSTALLATION
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NOTE: Use the mechanics wire or string that was tied to the antenna connector, pull
and guide the new antenna into place.
1. Carefully route the remote start antenna module coaxial cable through the instrument panel to the Sentry
Key Remote Entry Module (SKREEM) on the right side of the steering column near the ignition lock
cylinder while positioning the module to the base trim of the instrument panel center stack.
2. Reconnect the remote start antenna module coaxial cable connector to the connector receptacle of the
SKREEM.
3. Position the remote start antenna module to the instrument panel. Be certain that the coaxial cable is not
pinched between the module mounting flange and the instrument panel.
4. Install and tighten the two fasteners that secure the antenna module to the instrument panel.
5. Engage the two tabs (1) at the bottom of the lower center trim panel (3) into the receptacles in the base
trim of the instrument panel center stack and roll the top of the panel upward.
6. Using hand pressure, press firmly and evenly on the trim panel over each of the two snap clips (2) until
they snap into their receptacles in the instrument panel.
.
RELAY, STARTER
DESCRIPTION
DESCRIPTION
The starter motor relay is located in the TPIM (Totally Integrated Power Module).
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STARTER
STARTER MOTOR
NOTE: This test can only be performed with starter motor removed from vehicle.
Correct starter motor operation can be confirmed by performing the following free running bench test. Refer to
Specifications for starter motor specifications.
1. Remove starter motor from vehicle. Refer to Starter Motor Removal and Installation.
2. Mount starter motor securely in a softjawed bench vise. The vise jaws should be clamped on the
mounting flange of starter motor. Never clamp on starter motor by field frame.
3. Connect a suitable voltampere tester and a 12volt battery to starter motor in series, and set ammeter to
100 ampere scale. See instructions provided by manufacturer of voltampere tester being used.
4. Install jumper wire from solenoid terminal to solenoid battery terminal. The starter motor should operate.
If starter motor fails to operate, replace faulty starter motor assembly.
5. Adjust carbon pile load of tester to obtain free running test voltage. Refer to Specifications for starter
motor free running test voltage specifications.
6. Note reading on ammeter and compare reading to free running test maximum amperage draw. Refer to
Specifications for starter motor free running test maximum amperage draw specifications.
7. If ammeter reading exceeds maximum amperage draw specification, replace faulty starter motor
assembly.
STARTER SOLENOID
NOTE: Certain vehicles with certain engines may require starter motor removal for the
following test.
Fig. 10: Solenoid Continuity Test
1. If necessary, remove starter motor from vehicle. Refer to Starter Motor Removal and Installation.
2. Disconnect solenoid connector wiring from starter motor.
3. Check for continuity between solenoid terminal (2) and solenoid case (3). There should be continuity. If
not OK, replace faulty starter motor assembly.
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REMOVAL
3.8L
Fig. 11: Starter Mounting 3.8L
1. Disconnect and isolate negative battery cable.
3. While supporting starter motor (1), remove two bolts (2) securing starter motor to transmission.
Fig. 12: Starter Battery Cable 3.8L
4. Lower starter motor far enough to access and remove nut (1) securing battery cable to starter solenoid B
(+) terminal stud. Always support starter motor during this process. Do not let starter motor hang from
wire harness.
5. Remove battery cable at starter.
6. Disconnect solenoid terminal wire harness connector from starter solenoid.
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7. Remove starter motor.
2.8L DIESEL
Fig. 13: Starter Mounting 2.8L Diesel
1. Disconnect and isolate negative battery cable.
3. While supporting starter motor (1), remove two bolts (2) securing starter motor to transmission.
Fig. 14: Starter Battery Cable 2.8L Diesel
4. Lower starter motor far enough to access and remove nut (1) securing battery cable to starter solenoid B
(+) terminal stud. Always support starter motor during this process. Do not let starter motor hang from
wire harness.
5. Remove battery cable at starter.
6. Disconnect solenoid terminal wire harness connector from starter solenoid.
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7. Remove starter motor.
INSTALLATION
3.8L
Fig. 15: Starter Battery Cable 3.8L
1. Connect solenoid terminal wire harness connector to starter solenoid. Always support starter motor
during this process. Do not let starter motor hang from wire harness.
2. Install battery cable eyelet onto starter solenoid stud. Install and tighten nut (1). Refer to TORQUE .
Fig. 16: Starter Mounting 3.8L
3. Position starter motor to transmission. Install and tighten two mounting bolts (2). Refer to TORQUE .
4. Lower vehicle.
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2.8L DIESEL
Fig. 17: Starter Battery Cable 2.8L Diesel
1. Connect solenoid terminal wire harness connector to starter solenoid. Always support starter motor
during this process. Do not let starter motor hang from wire harness.
2. Install battery cable eyelet onto starter solenoid stud. Install and tighten nut (1). Refer to TORQUE .
Fig. 18: Starter Mounting 2.8L Diesel
3. Position starter motor to transmission. Install and tighten two mounting bolts (2). Refer to TORQUE .
4. Lower vehicle.
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Back To Article
2010 HVAC
Heating & Air Conditioning Service Information Wrangler
DESCRIPTION
DESCRIPTION
A manual temperature control (MTC) single zone type heatingA/C system or a manually controlled heater
only system is standard equipment on this model, depending on market.
To maintain the performance level of the heating, ventilation and air conditioning (HVAC) system, the engine
cooling system must be properly maintained. The use of a bug screen is not recommended. Any obstructions in
front of the radiator or A/C condenser will reduce the performance of the A/C and engine cooling systems.
The engine cooling system includes the radiator, thermostat, radiator hoses and the engine coolant pump. Refer
to COOLING for more information before opening or attempting any service to the engine cooling system.
Fig. 1: HVAC HOUSING
All vehicles are equipped with a common heater, ventilation and air conditioning (HVAC) housing (1). The
heatingA/C system combines A/C, heating, and ventilating capabilities in a single HVAC housing mounted
within the passenger compartment beneath the instrument panel. The HVAC housing includes:
Recirculationair door and actuator (2)
Blower motor (3)
Blower motor resistor (4)
Heater core (5)
Mode control cable (6)
Blendair door (7)
Temperature control cable (8)
Evaporator temperature sensor (A/C only) (9)
Modeair doors (10)
A/C evaporator (A/C system only) (11)
On heateronly systems, the A/C evaporator is omitted from the HVAC housing and is replaced with an air
restrictor plate.
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NOTE: An electric positive temperature coefficient (PTC) heater is used on vehicles
when equipped with the 2.8L diesel engine. The PTC heater unit compensates
for the lower engine coolant temperatures produced by the diesel engine. The
PTC heater unit is mounted in the HVAC air distribution housing, downstream
of the heater core. For more information. See Heating and Air
Conditioning/Cabin Heater/UNIT, Heater Description.
Based upon the system mode selected, conditioned air can exit the standard heateronly or optional heaterA/C
housing through one or a combination of the three main housing outlets: defrost, panel or floor. The defrost and
panel outlets are located on the top of the HVAC air distribution housing and the floor outlets are located on
each side of the distribution housing. Once the conditioned air exits the HVAC housing, it is further directed
through molded plastic ducts to the various outlets within the vehicle interior. These outlets and their locations
are as follows:
Defroster Outlet A single large defroster outlet is located in the center of the instrument panel, near the
base of the windshield.
Side Window Demister Outlets There are two side window demister outlets, one is located at each
outboard end of the instrument panel top cover, near the belt line at the Apillars.
Panel Outlets There are four panel outlets in the instrument panel, one located near each outboard end
of the instrument panel facing the rear of the vehicle and two located near the top of the instrument panel
center bezel.
Front Floor Outlets There are two front floor outlets, one located on each side the floor panel center
tunnel behind the instrument panel.
OPERATION
OPERATION
Both the manual temperature control (MTC) heatingA/C system and the heateronly system are blendair type
systems. In a blendair system, a blendair door controls the amount of conditioned air that is allowed to flow
through, or around the heater core. The temperature control determines the discharge air temperature by
operating the blendair door. This design allows almost immediate control of output air temperature.
Fig. 2: BLEND AIR SYSTEM SCHEMATIC
NOTE: Typical blendair type HVAC system shown in illustration.
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The heatingA/C system pulls outside (ambient) air through the fresh air intake (4) located at the cowl panel at
the base of the windshield and into the air inlet housing above the heating, ventilation and air conditioning
(HVAC) housing and when equipped with A/C, passes through the A/C evaporator (7). Air flow is then directed
either through or around the heater core (2). This is done by adjusting the position of the blendair door (3) with
the temperature control located on the A/Cheater control in the instrument panel. Air flow is then directed out
the floor outlet (8), instrument panel outlet (10) or the defroster outlet (1) in various combinations by adjusting
the position of the modeair doors (9 and 11) using the mode control located on the A/Cheater control. The
temperature and mode control uses cables to operate the air doors.
The velocity of the air flow out of the outlets can be adjusted with the blower speed control located on the A/C
heater control.
NOTE: Recirculation mode will not operate when in the Floor, Mix or Defrost position
and the recirculation indicator lamp will not illuminate.
The fresh air intake can be shut off by pressing the Recirculation button on the A/Cheater control when the
control is set to Panel mode. This will operate the electrically actuated recirculationair door (5), which closes
off the fresh air intake. With the fresh air intake closed, the conditioned air within the vehicle is pulled back into
the HVAC housing through the recirculation air intake (6) located within the passenger compartment.
When equipped with A/C, the A/C compressor can be engaged by pressing the A/C (snowflake) button on the
A/Cheater control. It will automatically engage when the mode control is set in any Floor to Defrost position.
This will remove heat and humidity from the air before it is directed through or around the heater core. The
mode control on the A/Cheater control is used to direct the conditioned air to the selected system outlets.
The defroster outlet receives airflow from the HVAC housing through the molded plastic defroster duct, which
is secured to the top of the instrument panel. The airflow from the defroster outlet is directed by fixed vanes in
the defroster outlet grille and cannot be adjusted.
The side window demister outlets receive airflow from the HVAC housing through the defroster duct and
molded plastic demister ducts. The airflow from the side window demister outlets is directed by fixed vanes in
the demister outlet grilles and cannot be adjusted. The side window demister outlet grilles are integral to the
instrument panel cover and direct air from the HVAC housing through the outlets on the top corners of the
instrument panel. The demisters operate when the mode control is set in any Floor to Defrost position.
The panel outlets receive airflow from the HVAC housing through the center air distribution duct and molded
plastic panel outlet ducts. The airflow direction from each of the panel outlets can be adjusted by rotating the
outlet and/or moving the shutters which are integral to each outlet. Airflow can be turned on or off through each
outlet by closing the shutters completely.
The front floor receives airflow from the HVAC housing through molded plastic front floor ducts which are
secured to each side of the HVAC air distribution housing. The airflow direction from the floor outlets can not
be adjusted.
A/C PERFORMANCE
The A/C system is designed to provide the passenger compartment with low temperature and low humidity air.
The A/C evaporator, located in the HVAC housing is cooled to temperatures near the freezing point. As warm
damp air passes over the fins of the A/C evaporator, the air transfers its heat to the refrigerant in the evaporator
coils and the moisture in the air condenses on the evaporator fins. During periods of high heat and humidity, an
A/C system will be more effective in the Recirculation mode (maxA/C). With the system in the Recirculation
mode, only air from the passenger compartment passes through the A/C evaporator. As the passenger
compartment air dehumidifies, the A/C system performance levels rise.
Humidity has an important bearing on the temperature 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 A/C system. When humidity is
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high, the A/C 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 coils. This reduces the amount of heat the A/C evaporator can
absorb from the air. High humidity greatly reduces the ability of the A/C evaporator to lower the temperature of
the air.
However, evaporator capacity used to reduce the amount of moisture in the air is not wasted. Wringing some of
the moisture out of the air entering the vehicle adds to the comfort of the passengers. Although, an owner may
expect too much from their A/C system on humid days. A performance test is the best way to determine
whether the system is performing up to design standards. This test also provides valuable clues as to the
possible cause of trouble with the A/C system. The ambient air temperature in the location where the vehicle
will be tested must be a minimum of 21Â° C (70Â° F) for this test.
A/C PERFORMANCE TEST
performing the following operation. See Heating and Air Conditioning/Plumbing
Warning and. See Heating and Air Conditioning/Plumbing Caution. Failure to
CAUTION: The use of an A/C recycling/charging station for purposes of determining the
actual charge level of an A/C system is not recommend. Service
recycling/charging stations do not reflect the correct amount of refrigerant
charge in the A/C system after a single "reclaim" cycle. Tests have shown that it
takes up to two or more "reclaim" cycles to remove all of the refrigerant charge,
depending on the equipment being used. Use only the following procedure for
determining the proper charge level.
NOTE: When connecting the service equipment coupling to the line fitting, verify that
the valve of the coupling is fully closed. This will reduce the amount of effort
required to make the connection.
1. Check for Diagnostic Trouble Codes (DTCs) using a scan tool. If no DTCs are found in the Powertrain
Control Module (PCM) or Engine Control Module (ECM), depending on engine application, Cabin
Compartment Node (CCN) or the Totally Integrated Power Module (TIPM), go to 2. If any DTCs are
found, repair as required, then proceed to 2.
2. Connect a tachometer and a manifold gauge set or an A/C recycling/charging station.
NOTE: The ambient air temperature of the vehicle and the location where the
vehicle will be tested must be a minimum of 21Â° C (70Â° F) before
performing this test. Also the evaporator temperature sensor must be a
minimum of 13Â° C (55Â° F) for this test as well. Place the vehicle in the
testing area until the temperature within the vehicle reaches a minimum of
21Â° C (70Â° F) prior to conducting the A/C Performance Test.
3. Operate the heatingA/C system under the following conditions.
Engine at idle and operating temperature
Doors or windows open
Transmission in Park or Neutral with parking brake set (depending on application)
A/Cheater controls set to Recirculation mode (maxA/C), full cool, panel mode, high blower and
with A/C compressor engaged. If the A/C compressor does not engage, see A/C SYSTEM
DIAGNOSIS .
4. Insert a thermometer in the driver side center panel air outlet and operate the vehicle a minimum of ten
minutes to allow the thermometer temperature to stabilize.
NOTE: This procedure requires the technician to know what the temperature and
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NOTE:
relative humidity is at the time of the test. The temperature must be
combined with the relative humidity to calculate the apparent ambient air
temperature, when temperatures are above 21Â° C (70Â° F). Use the
current ambient temperature and the relative humidity in your location.
This information can be obtained from multiple sources, such as the
internet or local news media.
5. With the A/C clutch engaged, compare the air temperature at the center panel outlet and the A/C
compressor discharge pressure (high side) to the A/C Performance Temperature and Pressure chart. The
A/C clutch may cycle, depending upon the ambient temperature and humidity. If the A/C clutch cycles,
use the readings obtained before the clutch disengaged.
A/C PERFORMANCE TEMPERATURE AND PRESSURE
Ambient 21Â° C 27Â° C 32Â° C 38Â° C 43Â° C
Temperature (70Â° F) (80Â° F) (90Â° F) (100Â° F) (110Â° F)
(Apparent)
Air 6 15Â° C 7 18Â° C 9 21Â° C 11 22Â° C 13 24Â° C
Temperature (42 59Â° (45 64Â° (48 69Â° (52 72Â° (56 75Â° F)
at Center F) F) F) F)
Panel Outlet
A/C High Side 1034 1207 1379 1551 2413 1724 2241
Pressure 1896 kPa 2068 kPa 2241 kPa kPa (225 kPa (250
(150 275 (175 300 (200 325 350 psi) 375 psi)
psi) psi) psi)
A/C Low Side 214 365 248 407 283 476 317 483 359 496
Pressure kPa (31 kPa (36 kPa (41 kPa (46 70 kPa (52 72
53 psi) 59 psi) 69 psi) psi) psi)
6. If the air outlet temperature fails to meet the specifications in the A/C Performance Temperature and
Pressure chart, or if the A/C compressor discharge pressure is high, see A/C SYSTEM DIAGNOSIS .
A/C SYSTEM DIAGNOSIS
1. See REFRIGERANT SYSTEM
Rapid A/C clutch cycling
LEAKS . Test the refrigerant system for
(ten or more cycles per 1. Low refrigerant system charge
leaks. Repair, evacuate and charge the
minute)
refrigerant system as required
1. No refrigerant in the refrigerant LEAKS . Test the refrigerant system for
system leaks. Repair, evacuate and charge the
refrigerant system as required.
2. See appropriate Wiring Information.
Check the fuse in the junction block.
2. Open fuse
Repair the shorted circuit or component
and replace the fuse as required.
3. See A/C COMPRESSOR . Test the
Equal pressures, but the 3. Inoperative A/C clutch
A/C clutch coil and replace as required.
A/C clutch does not engage 4. Improperly installed or 4. See TRANSDUCER, A/C Pressure .
inoperative A/C pressure Test the transducer and replace as
transducer required.
5. Improperly installed or 5. See SENSOR, Evaporator
inoperative evaporator temperature Temperature . Correctly install or test
sensor and replace the sensor as required.
6. See appropriate diagnostic
6. Inoperative A/Cheater control, information and perform appropriate
TIPM, CCN or PCM/ECM procedures.
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1. SeeOIL, Refrigerant . Recover the
refrigerant from the refrigerant system
1. Excessive refrigerant oil in
and inspect the refrigerant oil content.
system
Restore the refrigerant oil to the proper
level as required.
Normal refrigerant 2. See TEMPERATURE CONTROL .
pressures, but A/C 2. Temperature control cable
Inspect the cable for proper operation.
Performance Test air improperly installed or inoperative
Replace the cable as required.
temperatures at center panel
outlet are too high 3. See HOUSING, HVAC . Inspect the
3. Blend door inoperative or
blend door for proper operation and
sealing improperly
sealing. Repair as required.
4. See TEMPERATURE CONTROL .
4. Blend door not in full cold
Inspect the cable for proper operation.
position
Replace the cable as required.
1. Low refrigerant system charge
The low side pressure is refrigerant system as required.
normal or slightly low, and
2. See EVAPORATOR, A/C . Replace
the high side pressure is too 2. Refrigerant flow through the
the restricted A/C evaporator as
low A/C evaporator is restricted
required.
3. See A/C COMPRESSOR . Replace
3. Inoperative A/C compressor
the compressor as required.
1. See CONDENSER, A/C . Check the
A/C condenser for damaged fins,
foreign objects obstructing air flow
1. A/C condenser air flow
through the condenser fins, and missing
restricted
or improperly installed air seals. Clean,
repair, or replace components as
required.
2. See DRIER, A/C Receiver . Replace
2. Refrigerant flow through the
the restricted A/C receiver/drier as
A/C receiver/drier is restricted
required.
The low side pressure is 3. See COOLING Test the radiator
normal or slightly high, and 3. Inoperative radiator cooling fan cooling fan and replace as required.
the high side pressure is too
high 4. SeeREFRIGERANT SYSTEM
CHARGE . Recover the refrigerant
4. Refrigerant system overcharged from the refrigerant system. Charge the
refrigerant system to the proper level as
required.
5. Air in the refrigerant system
refrigerant system as required.
6. See COOLING . Test the engine
6. Engine overheating
cooling system and repair as required.
1. See COOLING . Inspect the
accessory drive belt condition and
1. Accessory drive belt slipping
tension. Replace the accessory drive belt
or tensioner as required.
The low side pressure is too
high, and the high side 2. See VALVE, A/C Expansion . Test
2. Inoperative A/C expansion valve
pressure is too low and replace the valve as required.
3. See A/C COMPRESSOR . Replace
3. Inoperative A/C compressor the A/C compressor as required.
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1. See LINE, A/C Discharge , LINE,
1. Restricted refrigerant flow A/C Liquid and LINE, A/C Suction in
through the refrigerant lines this service information. Inspect the
The low side pressure is too refrigerant lines for kinks, tight bends or
low, and the high side improper routing. Correct the routing or
pressure is too high replace the refrigerant line as required.
2. Restricted refrigerant flow 2. See VALVE, A/C Expansion . Test
through the A/C expansion valve 3. See CONDENSER, A/C . Replace
and replace the valve as required.
3. Restricted refrigerant flow
the restricted A/C condenser as
through the A/C condenser
required.
HEATER PERFORMANCE
Before performing the following tests, seeCOOLING for the procedures to check the engine coolant level and
flow, engine coolant reserve/recovery system operation, accessory drive belt condition and tension, radiator air
flow and the fan drive operation.
WARNING: Do not remove radiator cap when engine is hot. Failure to follow this
instruction may result in serious injury.
If vehicle has been run recently, wait 15 minutes before removing the radiator cap. Place a rag over the cap and
turn it to the first safety stop. Allow pressure to escape through the overflow tube. When the system pressure
stabilizes, remove the cap completely.
MAXIMUM HEATER OUTPUT
Engine coolant is delivered to and from the heater core through two heater hoses. With the engine idling at
normal operating temperature, set the temperature control to the full hot position, the mode control to the floor
position, and the blower motor control to the highest speed position. Using a test thermometer, check the
temperature of the air being discharged at the front floor outlets. Compare the test thermometer reading to the
Heater Temperature Reference chart.
HEATER TEMPERATURE REFERENCE
Ambient Temperature Minimum Floor Outlet Temperature
Celsius Fahrenheit Celsius Fahrenheit
16Â° 60Â° 54Â° 130Â°
21Â° 70Â° 56Â° 132Â°
27Â° 80Â° 57Â° 134Â°
32Â° 90Â° 58Â° 136Â°
See COOLING if the heater outlet air temperature is below the minimum specification. Both of the heater
hoses should be hot to the touch. The coolant return heater hose should be slightly cooler than the coolant
supply heater hose. If the return hose is much cooler than the supply hose, locate and repair the engine coolant
flow obstruction in the cooling system.
OBSTRUCTED COOLANT FLOW
Possible locations or causes of obstructed coolant flow are as follows:
Low coolant level
Inoperative water pump
Inoperative thermostat
Pinched or kinked heater hoses
Improper heater hose routing
Plugged heater hoses or supply and return ports at the cooling system connections
Plugged heater core
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If proper coolant flow through the cooling system is verified, and heater outlet air temperature is low, a
mechanical problem may exist.
MECHANICAL PROBLEMS
Possible causes of insufficient heat due to mechanical problems are as follows:
Obstructed cowl air intake
Obstructed heater system outlets
Inoperative engine thermostat
Inoperative blower motor system
Inoperative A/Cheater control
Inoperative temperature control cable
Inoperative, obstructed or improperly installed blendair door
TEMPERATURE CONTROL
If the heater outlet air temperature cannot be adjusted with the temperature control on the A/Cheater control,
the following could require service:
Inoperative A/Cheater control
Inoperative temperature control cable
Inoperative, obstructed or improperly installed blendair door
Improper engine coolant temperature
SPECIFICATIONS
A/C SYSTEM
Item Description Notes

A/C Compressor Zexel DKS17DS VC46 PAG oil
Freezeup Control Evaporator Temperature Sensor HVAC housing mounted input to
powertrain control module (PCM)
or engine control module (ECM),
depending on engine application
Low PSI Control A/C Pressure Transducer A/C discharge line mounted
input to powertrain control
module (PCM) or engine control
module (ECM), depending on
engine application PCM/ECM
disengages compressor clutch
below 0.451 volts
High PSI Control A/C Pressure Transducer A/C discharge line mounted
input to powertrain control
module (PCM) or engine control
module (ECM), depending on
engine application PCM/ECM
disengages compressor clutch
above 4.519 volts
High Pressure Relief Valve A/C Compressor mounted opens
at a discharge pressure over 3430
3930 kPa (497 570 psi)
R134a Refrigerant Charge Also see A/C Underhood
Capacity 0.51 kg (1.125 lbs). Specification Label located in the
engine compartment
2995 of 4937
A/C Clutch Coil Draw 3.3 amps @ 12V Â± 0.5V @ 25Â° C (77Â°
F)
When measured across coil lead
A/C Clutch Coil Resistance 4.2 Â± 0.2 ohms
connector @ 25Â° C (77Â° F)
A/C Clutch Air Gap 0.30 0.60 mm (0.012 0.024 in.)
TORQUE
Description N.m Ft. Lbs. In. Lbs.

All Screws NOT Listed
1.2 10
Below
A/C Compressor Bolts 28 21
A/C Compressor Clutch
5 44
Field Coil Screws
A/C Compressor Shaft
20 177
Bolt
A/C Compressor Field
Coil Connector Bracket 4.3 38
Screw
A/C Condenser to
5 45
Radiator Bolts
A/C Heater Control
2 17
Screws
Air Inlet Housing to
Instrument Panel Support 4 35
Bolts
Blend Door Lever Screw 0.6 5
Discharge Line to
23 17
Condenser Nut
Discharge Line to
23 17
Compressor Nut
Expansion Valve Bolts 11 97
HVAC Housing to
Instrument Panel Support 4 35
Bolts
Liquid Line to Condenser
23 17
Nut
Mode Door Cam Screw 0.6 5
Receiver/Drier to
22 16
Condenser Bolt
Suction Line to
23 17
Compressor Nut
Suction and Liquid Lines
8 70
to Expansion Valve Nut
SPECIAL TOOLS
A/C SYSTEM
2996 of 4937
Fig. 3: Trim Stick C4755
Fig. 4: Back Probe Tool 6801
Fig. 5: Pliers, A/C Snap Ring 9764
CONTROLS
ACTUATOR, RECIRCULATION DOOR
Description
DESCRIPTION
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Fig. 6: ACTUATORAIR DOOR DESCRIPTION
The recirculation door actuator (1) is a reversible, 12 volt direct current (DC) servo motor, which is connected
directly to the pivot shaft lever of the recirculationair door. The recirculation door actuator is located on the
right side of the HVAC air inlet housing.
The recirculation door actuator is contained within a black molded plastic housing with an integral wire
connector receptacle (2), an output shaft with splines (3) that connect it to the recirculation door and three
integral mounting tabs (4) that allow the actuator to be secured to the air inlet housing. The recirculation door
actuator does not require mechanical indexing to the recirculationair door, as it is electronically calibrated by
the A/Cheater control.
Operation
OPERATION
The recirculation door actuator is connected to the A/Cheater control through the vehicle electrical system by a
dedicated twowire lead and connector of the instrument panel wire harness. The recirculation door actuator can
move the recirculationair door in two directions. When the A/Cheater control pulls the voltage on one side of
the motor connection high and the other connection low, the recirculationair door will move in one direction.
When the A/Cheater control reverses the polarity of the voltage to the motor, the recirculationair door moves
in the opposite direction. Once the A/Cheater control makes the voltage to both connections high or both
connections low, the recirculationair door stops and will not move.
The recirculation door actuator cannot be adjusted or repaired and it must be replaced if inoperative or
damaged.
Removal
REMOVAL
column or instrument panel component diagnosis or service. Disconnect and
or fatal injury.
2998 of 4937
Fig. 7: RECIRCULATION DOOR ACTUATOR
NOTE: Illustration shown with instrument panel removed for clarity.
2. Remove the glove box. Refer to Body/Instrument Panel/GLOVE BOX, Instrument Panel Removal
.
3. Remove the speaker from the passenger side of the instrument panel. Refer to Electrical/Audio and
Video/SPEAKER Removal .
4. Reach through glove box opening in the instrument panel and remove the screws (1) that secure the
recirculation door actuator (4) to the right side of the HVAC air inlet housing (2).
5. Remove the recirculation door actuator from the air inlet housing and disconnect the wire harness
connector (3) from the actuator.
6. Remove the recirculation door actuator from the vehicle.
Installation
INSTALLATION
Fig. 8: RECIRCULATION DOOR ACTUATOR ALIGNMENT
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1. Position the recirculation door actuator (2) to the right side of the HVAC air inlet housing (1) and connect
the instrument panel wire harness connector to the actuator.
2. Install the recirculation door actuator onto the air inlet housing. If necessary, rotate the actuator slightly to
align the splines on the actuator output shaft (3) with those on the recirculation door pivot shaft adapter
(4).
3. Install the two screws (1) that secure the recirculation door actuator (4) to the air inlet housing (2).
4. Verify the instrument panel wire harness connector (3) is securely attached to the recirculation door
actuator.
5. Install the speaker to the passenger side of the instrument panel. Refer to Electrical/Audio and
Video/SPEAKER Installation .
6. Install the glove box. Refer to Body/Instrument Panel/GLOVE BOX, Instrument Panel Installation
.
CABLE, MODE DOOR
Removal
REMOVAL
or fatal injury.
NOTE: Whenever the mode control cable is removed from the HVAC housing, a new
cable must be installed. Failure to replace the mode control cable when
required can result in operating modes not being properly obtained.
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Fig. 10: MODE CONTROL CABLE
NOTE: LHD model shown in illustration. RHD model similar.
NOTE: To aid in reinstallation, note the installed position of the mode control
cable to the A/Cheater control prior to removal of the cable.
2. Remove the instrument panel center bezel and disconnect the mode control cable from the A/Cheater
control. Refer to Body/Instrument Panel/BEZEL, Instrument Panel Removal .
3. On LHD models, remove the glove box. Refer to Body/Instrument Panel/GLOVE BOX, Instrument
Panel Removal .
4. Disengage the metal retaining clip (1) that secures the mode control cable (2) from the right side of the
HVAC air distribution housing (3).
NOTE: To aid in reinstallation, note the position of the mode control cable as it
passes through the instrument panel support prior to removal of the
cable.
5. Disconnect the mode control cable from the mode door cam (4) and discard the cable and retaining clip.
Installation
INSTALLATION
NOTE: Whenever the mode control cable is removed from the HVAC housing, a new
cable must be installed. Failure to replace the mode control cable when
required can result in operating modes not properly obtained.
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Fig. 11: MODE CONTROL CABLE
1. Position a new mode control cable (2) to the right side of the HVAC air distribution housing (3) through
the opening in the instrument panel support.
2. Connect the mode control cable to the mode door cam (4).
3. Engage the metal retaining clip (1) to the right side of the HVAC air distribution housing. Make sure the
retaining clip is fully engaged to the housing.
4. Connect the mode door control cable to the A/Cheater control and install the instrument panel center
bezel. Refer to Body/Instrument Panel/BEZEL, Instrument Panel Installation .
5. Visually verify the mode door cam moves from the full defrost position to the full panel position and then
back to the full defrost position using the mode control knob on the A/Cheater control. If OK, go to step
10. If not OK, proceed to 6 .
NOTE: Failure to adjust the mode control cable when required can result in
operating modes not properly obtained.
6. Disengage the mode control cable from the metal retaining clip located on the right side of the HVAC
housing.
7. Turn the mode control knob on the A/Cheater control to the full defrost position.
8. Reach behind the instrument panel and turn the mode door cam clockwise until it stops in the full defrost
position and engage the mode control cable to the metal retaining clip. Make sure the cam is in the full
defrost position and that the cable is fully engaged to the retaining clip.
9. Verify the mode door cam moves from the full defrost position to the full panel position and then back to
the full defrost position as selected with the mode control knob on the A/Cheater control. If not, repeat
steps 6 thru 9.
10. On LHD models, install the glove box. Refer to Body/Instrument Panel/GLOVE BOX, Instrument
Panel Installation .
CABLE, TEMPERATURE CONTROL
Removal
REMOVAL
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or fatal injury.
NOTE: Whenever the temperature control cable is removed from the HVAC housing, a
new cable must be installed. Failure to replace the temperature control cable
when required can result in selected temperatures not properly obtained.
Fig. 12: TEMPERATURE CONTROL CABLE
NOTE: To aid in reinstallation, note the installed position of the temperature
control cable to the A/Cheater control prior to removal of the cable.
2. Remove the instrument panel center bezel and disconnect the temperature control cable from the A/C
heater control. Refer to Body/Instrument Panel/BEZEL, Instrument Panel Removal .
3. On RHD models, remove the glove box. Refer to Body/Instrument Panel/GLOVE BOX, Instrument
Panel Removal .
4. Disengage the metal retaining clip (1) that secures the temperature control cable (2) from the left side of
the HVAC air distribution housing (3).
NOTE: To aid in reinstallation, note the position of the temperature control cable
as it passes through the instrument panel support prior to removal of the
cable.
5. Disconnect the temperature control cable from the blend door pivot lever (4) and discard the cable and
retaining clip.
Installation
INSTALLATION
NOTE: Whenever the temperature control cable is removed from the HVAC housing, a
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new cable must be installed. Failure to replace the temperature control cable
when required can result in selected temperatures not properly obtained.
Fig. 13: TEMPERATURE CONTROL CABLE
1. Position a new temperature control cable (2) to the left side of the HVAC air distribution housing (3)
through the opening in the instrument panel support.
2. Connect the temperature control cable to the blend door pivot lever (4).
3. Engage the metal retaining clip (1) to the left side of the air distribution housing. Make sure the retaining
clip is fully engaged to the housing.
4. Connect the temperature door control cable to the A/Cheater control and install the instrument panel
center bezel. Refer to Body/Instrument Panel/BEZEL, Instrument Panel Installation .
5. Visually verify that the blend door pivot lever moves from the full hot position to the full cold position
and then back to the full hot position using the temperature control knob on the A/Cheater control. If
OK, go to step 10. If not OK, proceed to 6 .
NOTE: Failure to adjust the temperature control cable can result in full heating or
cooling capabilities not properly obtained.
6. Disengage the temperature control cable from the metal retaining clip located on the left side of the
HVAC housing.
7. Turn the temperature control knob on the A/Cheater control to the full hot position.
8. Reach behind the instrument panel and move the blend door pivot lever forward until it stops in the full
hot position and engage the temperature control cable to the metal retaining clip. Make sure the lever is in
the full hot position and that the cable is fully engaged to the retaining clip.
9. Verify that the blend door pivot lever moves from the full hot position to the full cold position and then
back to the full hot position, as selected with the temperature control knob on the A/Cheater control. If
not, repeat steps 6 thru 9.
10. On RHD models, install the glove box. Refer to Body/Instrument Panel/GLOVE BOX, Instrument
Panel Installation .
CONTROL, A/C AND HEATER
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Description
DESCRIPTION
Fig. 14: A/C HEATER CONTROL
NOTE: Typical A/Cheater control shown in illustration.
The A/Cheater control (1) for the manual temperature control (MTC) single zone system allows one
temperature setting for the entire vehicle. All controls are identified by ISO graphic symbols.
The heatingA/C system uses a combination of electrical and cable operated controls. These controls provide
the vehicle operator with a number of setting options to help control the climate and comfort within the vehicle.
The A/Cheater control is located in the instrument panel and contains:
a rotary control for mode control of the discharged air (2).
a rotary control for blower motor speed selection and to turn the blower motor off (3).
a rotary control for temperature control of the discharged air (4).
a pushbutton control to turn the rear window defogger system on and off (5).
a pushbutton control for recirculation control of the discharged air (6).
a pushbutton control to turn the A/C system on and off (7).
The A/Cheater control cannot be repaired or adjusted and it must be replaced if found inoperative or damaged.
The control knobs for the A/Cheater control are available for service replacement.
Removal
REMOVAL
or fatal injury.
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Fig. 15: CONTROLA/CHEATER
NOTE: Typical A/Cheater control and center bezel shown in illustration.
2. Disengage the center bezel (7) from the instrument panel and disconnect the wiring harness connectors
from the power outlets and any switches, as equipped. Refer to Body/Instrument Panel/BEZEL,
NOTE: To aid in reinstallation, note the installed positions of the control cables
prior to removal.
3. Using a small screwdriver or similar tool, disengage the retaining clips that secure the control cables (1
and 9) to the back of the A/Cheater control (8).
4. Using a small screwdriver or similar tool, disengage the retaining clips that secure the control cables to
the mode control sector gear (2) and the temperature control sector gear (5).
5. Disconnect the wire harness connectors (3 and 4) from the rear of the A/Cheater control and place the
center bezel on a work bench.
6. Remove the four screws (6) that secure the A/Cheater control to the back of the center bezel and remove
the control.
Installation
INSTALLATION
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Fig. 16: CONTROLA/CHEATER
NOTE: Typical A/Cheater control and center bezel shown in illustration.
1. Install the A/Cheater control (8) into the instrument panel center bezel (7).
2. Install the four screws (6) that secure the A/Cheater control to the center bezel. Tighten the screws to 2
N.m (17 in. lbs.).
3. Position the center bezel to the instrument panel and connect the wire harness connectors (3 and 4) to the
back of the A/Cheater control.
NOTE: Install the mode control cable onto the A/C heater control first. Then
install the temperature control cable.
4. Connect the control cables (1 and 9) to the mode door control sector gear (2) and the temperature control
sector gear (5) and fully engaged the retaining clips. Make sure the retaining clips are fully engage to the
sector gears.
5. Connect the control cables to the back of the A/Cheater control and fully engage the retaining clips.
Make sure the retaining clips are fully engaged to the back of the A/Cheater control.
6. Connect the wire harness connectors to the switches and power outlets, as equipped and install the center
bezel to the instrument panel. Refer to Body/Instrument Panel/BEZEL, Instrument Panel
Installation .
RESISTOR, BLOWER MOTOR
Description
DESCRIPTION
3007 of 4937
Fig. 17: BLOWER MOTOR RESISTOR
The blower motor resistor is mounted to the HVAC housing on the passenger side of the vehicle. The blower
motor resistor consists of a molded plastic mounting plate (1) with an integral wire connector receptacle (2).
Concealed behind the mounting plate are resistors (3) located between a twopiece stamped steel base (4).
Operation
OPERATION
The blower motor resistor is connected to the vehicle electrical system through a dedicated take out and
connector of the instrument panel wire harness. The blower motor resistor has three resistors, each of which
will reduce the current flow through the blower motor to change the blower motor speed.
The blower motor control for the heatingA/C system directs the ground path for the blower motor through the
correct resistor to obtain the selected speed. With the blower motor control in the lowest speed position, the
ground path for the blower motor is applied through all of the resistors. Each higher speed selected with the
blower motor control applies the blower motor ground path through fewer of the resistors, increasing the
blower motor speed. When the blower motor control is in the highest speed position, the blower motor resistor
is bypassed and the blower motor receives a direct path to ground.
The blower motor resistor cannot be adjusted or repaired and it must be replaced if found inoperative or
damaged.
BLOWER MOTOR RESISTOR
isolate the negative battery (ground) cable and wait two minutes for the airbag
or fatal injury.
NOTE: See the appropriate Wiring Information for circuit descriptions and diagrams,
Wiring Information includes wiring diagrams, proper wire and connector repair
procedures, further details on wire harness routing and retention, as well as
pinout and location views for the various wire harness connectors, splices and
grounds.
3008 of 4937
2. Disconnect the wire harness connector from the blower motor resistor. See Heating and Air
Conditioning/Controls/RESISTOR, Blower Motor Removal.
3. Using an ohmmeter, check for continuity between all of the blower motor resistor terminals. In each case
there should be continuity. If OK, repair the wire harness circuits between the blower motor speed control
and the blower motor resistor or blower motor as required. If not OK, replace the inoperative blower
motor resistor.
Removal
REMOVAL
WARNING: The blower motor resistor may get very hot during normal operation. If the
blower motor was turned on prior to servicing the blower motor resistor, wait
five minutes to allow the blower motor resistors to cool before performing
diagnosis or service. Failure to take this precaution may result in possible
injury.
CAUTION: Do not operate the blower motor with the blower motor resistor removed from
the circuit. Failure to follow these instructions may result in vehicle damage.
Fig. 18: BLOWER RESISTOR
2. Remove the glove box. Refer to Body/Instrument Panel/GLOVE BOX, Instrument Panel Removal
.
3. Reach through glove box opening in the instrument panel and disconnect the wire harness connector (1)
from the blower motor resistor (2) located on the rear of the HVAC housing (3).
4. Remove the two screws (4) that secure the blower motor resistor to the HVAC housing and remove the
resistor.
Installation
INSTALLATION
3009 of 4937
Fig. 19: BLOWER RESISTOR
1. Position the blower motor resistor (2) onto the rear of the HVAC housing (3) through the glove box
opening.
2. Install the two screws (4) that secure the blower motor resistor to the HVAC housing. Tighten the screws
to 1.2 N.m (10 in. lbs.).
3. Connect the wire harness connector (1) to the blower motor resistor.
4. Install the glove box. Refer to Body/Instrument Panel/GLOVE BOX, Instrument Panel Installation
.
SENSOR, EVAPORATOR TEMPERATURE
Description
DESCRIPTION
Fig. 20: EVAPORATOR TEMPERATURE SENSORDESCRIPTION
The evaporator temperature sensor measures the temperature of the conditioned air downstream of the A/C
evaporator. The evaporator temperature sensor is an electrical thermistor (1) mounted on the end of a molded
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plastic housing (2) that is inserted into the driver side of the HVAC housing near the coldest point of the A/C
evaporator. The evaporator temperature sensor is retained in the HVAC housing by two integral retaining tabs
(3) and is connected to the vehicle electrical system by use of a wire lead and connector (4) with two terminals.
Operation
OPERATION
The evaporator temperature sensor monitors the surface temperature of A/C evaporator and supplies an input
signal to the Cabin Compartment Node (CCN). The CCN uses the evaporator temperature sensor input signal to
optimize A/C system performance and to protect the A/C system from evaporator freezing. The evaporator
temperature sensor will change its internal resistance in response to the temperatures it monitors and is
connected to the CCN through sensor ground circuit and a 5volt reference signal circuit. As the temperature of
the A/C evaporator decreases, the internal resistance of the evaporator temperature sensor decreases.
The CCN uses the monitored voltage reading as an indication of evaporator temperature. The CCN is
programmed to respond to this input by requesting the Powertrain Control Module (PCM) or the Engine
Control Module (ECM) (depending on engine application) to cycle the A/C clutch off and on as necessary to
optimize A/C system performance and to protect the A/C system from evaporator freezing. See Heating and
Air Conditioning/Plumbing/COMPRESSOR, A/C Operation.
The evaporator temperature sensor is diagnosed using a scan tool. Refer to DTCBased Diagnostics/NODE,
The evaporator temperature sensor cannot be adjusted or repaired and must be replaced if inoperative or
damaged.
Removal
REMOVAL
or fatal injury.
Fig. 21: EVAPORATOR TEMPERATURE SENSORINSTALL
NOTE: Illustration shown with air distribution housing removed for clarity.
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NOTE: It is not necessary to remove and disassemble the HVAC housing to service the
evaporator temperature sensor. The evaporator temperature sensor can be
removed for service from underneath the instrument panel.
2. Reach up under the driver side of the instrument panel and disconnect the electrical connector for the
evaporator temperature sensor (1) from the instrument panel wire harness.
3. Remove the evaporator temperature sensor electrical connector from the side of the HVAC housing (2).
4. Using needle nose pliers, carefully pull the evaporator temperature sensor straight out of the side of the
HVAC housing.
5. Route the electrical connector and wire lead of the evaporator temperature sensor out from under the
heater core tubes and remove the sensor from the vehicle.
Installation
INSTALLATION
Fig. 22: EVAPORATOR TEMPERATURE SENSORINSTALL
NOTE: Illustration shown with air distribution housing removed for clarity.
1. Route the electrical connector and wire lead of the evaporator temperature sensor (1) under the heater
core tubes located on the driver side of the HVAC housing (2).
2. Install the evaporator temperature sensor into the driver side of the HVAC housing. Make sure the
retaining tabs (3) are fully engaged to the housing.
3. Connect the electrical connector for the evaporator temperature sensor to the instrument panel wire
harness.
TRANSDUCER, A/C PRESSURE
Description
DESCRIPTION
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Fig. 23: A/C Pressure Transducer
The A/C pressure transducer (1) is a switch that is installed on a fitting located on the A/C discharge line. An
internally threaded fitting on the A/C pressure transducer connects it to the externally threaded Schradertype
fitting on the A/C discharge line. A rubber Oring seals the connection between the A/C pressure transducer and
the discharge line fitting. The A/C pressure transducer is connected to the vehicle electrical system by a molded
plastic connector with three terminals.
Operation
OPERATION
The A/C pressure transducer monitors the pressures in the high side of the refrigerant system through its
connection to a fitting on the A/C discharge line. The A/C pressure transducer will change its internal resistance
in response to the pressures it monitors. A Schradertype valve in the discharge line fitting permits the A/C
pressure transducer to be removed or installed without disturbing the refrigerant in the A/C system.
The Powertrain Control Module (PCM) or the Engine Control Module (ECM), depending on engine
application, provides a five volt reference signal and a sensor ground to the A/C pressure transducer, then
monitors the output voltage of the transducer on a sensor return circuit to determine refrigerant pressure. The
PCM/ECM is programmed to respond to the A/C pressure transducer and other sensor inputs by controlling the
operation of the A/C clutch and the radiator cooling fan to help optimize A/C system performance and to
protect the A/C system components from damage. The PCM/ECM will disengage the A/C clutch when high
side pressure rises above 2971 kPa (431 psi) or fallS below 206 kPa (30 psi). The A/C pressure transducer input
to the PCM/ECM will also prevent the A/C clutch from engaging when ambient temperatures are below about
1.0Â° C (50Â° F) due to the pressure/temperature relationship of the refrigerant. When the refrigerant pressure
rises above 1655 kPa (240 psi), the PCM/ECM will actuate the cooling fan.
The A/C pressure transducer is diagnosed using a scan tool. Refer to DTCBased Diagnostics/MODULE,
Powertrain Control (PCM) Diagnosis and Testing .
The A/C pressure transducer cannot be adjusted or repaired and must be replaced if inoperative or damaged.
Removal
REMOVAL
NOTE: It is not necessary to discharge the refrigerant system to replace the A/C
pressure transducer.
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Fig. 24: A/C PRESSURE TRANSDUCER
NOTE: Typical A/C pressure transducer shown in illustration.
2. Disconnect the wire harness connector (1) from the A/C pressure transducer located on the A/C discharge
line (3) near the A/C compressor.
3. Remove the A/C pressure transducer from the fitting on the A/C discharge line and remove and discard
the Oring seal.
Installation
INSTALLATION
NOTE: Use only the specified Oring as it is made of special material for R134a. Use
only refrigerant oil of the type required for the A/C compressor.
Fig. 25: A/C PRESSURE TRANSDUCER
NOTE: Typical A/C pressure transducer shown in illustration.
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1. Lubricate a new rubber Oring seal (4) with clean refrigerant oil and install it onto the discharge line
fitting (3).
2. Install the A/C pressure transducer (2) onto the A/C discharge line. Tighten the A/C pressure transducer
securely.
3. Connect the wire harness connector (1) to the A/C pressure transducer.
DISTRIBUTION
DUCT, DEFROSTER
Removal
REMOVAL
or fatal injury.
Fig. 26: DEFROSTER DUCT
1. Remove the instrument panel and place it on a workbench. Refer to Body/Instrument Panel/PANEL,
Instrument Removal .
2. Remove the instrument panel cover. Refer to Body/Instrument Panel/COVER, Instrument Panel
Removal .
3. Remove the right and left demister ducts (1 and 3). See Heating and Air
Conditioning/Distribution/DUCT, Instrument Panel Demister Removal.
NOTE: If the foam seal on the top of the HVAC housing is deformed or damaged,
the seal must be replaced.
4. Remove the four screws (2) that secure the defroster duct (6) to the instrument support (4) and the HVAC
housing assembly (5) and remove the duct.
3015 of 4937
Installation
INSTALLATION
Fig. 27: DEFROSTER DUCT
NOTE: If the foam seal on the top of the HVAC housing is deformed or damaged, the
seal must be replaced.
1. Position the defroster duct (6) to the top of the HVAC housing assembly (5).
2. Install the four screws (2) that secure the defroster duct to the HVAC housing assembly and the
instrument panel support (4). Tighten the screws to 1.2 N.m (10 in. lbs.).
3. Install the right and left demister ducts (1 and 3). See Heating and Air
Conditioning/Distribution/DUCT, Instrument Panel Demister Installation.
4. Install the instrument panel cover. Refer to Body/Instrument Panel/COVER, Instrument Panel
Installation .
5. Install the instrument panel. Refer to Body/Instrument Panel/PANEL, Instrument Installation .
DUCT, FLOOR DISTRIBUTION
Removal
REMOVAL
isolate the negative battery (ground) cable. Wait two minutes for the airbag
instructions may result in possible serious or fatal injury.
NOTE: LHD model shown in illustrations. RHD model similar.
PASSENGER SIDE
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Fig. 28: PASSENGER FLOOR DUCT
2. Remove the HVAC housing assembly from the instrument panel. See Heating and Air
Conditioning/Distribution/HOUSING, HVAC Removal.
3. Disconnect the floor duct (1) from the passenger side of the air distribution housing (2) and remove the
duct.
DRIVER SIDE
Fig. 29: DRIVER FLOOR DUCT
2. Remove the steering column opening cover. Refer to Body/Instrument Panel/COVER, Steering
Column Opening Removal .
3. Disconnect the floor duct (1) from the driver side of the air distribution housing (2) and remove the duct.
Installation
INSTALLATION
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PASSENGER SIDE
Fig. 30: PASSENGER FLOOR DUCT
1. Connect the floor duct (1) to the passenger side of the air distribution housing (2). Make sure the duct is
fully engaged to the housing.
2. Install the HVAC housing assembly into the instrument panel. See Heating and Air
Conditioning/Distribution/HOUSING, HVAC Installation.
DRIVER SIDE
Fig. 31: DRIVER FLOOR DUCT
1. Connect the floor duct (1) to the driver side of the air distribution housing (2). Make sure the duct is fully
engaged to the housing.
2. Install the steering column opening cover. Refer to Body/Instrument Panel/COVER, Steering Column
Opening Installation .
3018 of 4937
DUCT, INSTRUMENT PANEL
Removal
REMOVAL
or fatal injury.
DRIVER AND PASSENGER SIDE
Fig. 32: DRIVER SIDE INSTRUMENT PANEL DUCT
NOTE: Driver side instrument panel duct shown in illustration. Passenger side duct
similar.
Removal .
3. Remove the demister ducts. See Heating and Air Conditioning/Distribution/DUCT, Instrument Panel
Demister Removal.
4. Remove the defroster duct. See Heating and Air Conditioning/Distribution/DUCT, Defroster
Removal.
5. Remove the screw (3) that secures the outlet end of each instrument panel duct (1) to the instrument panel
support (2), as required.
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Fig. 33: INSTRUMENT PANEL DUCT
6. Remove the screw (2) that secures each instrument panel duct (1 and 4) to the center of the instrument
panel support (3), as required.
7. Disconnect each instrument panel duct from the center duct (5) and remove the panel ducts, as required.
CENTER
Fig. 34: INSTRUMENT PANEL CENTER DUCT
Removal .
Demister Removal.
Removal.
5. Remove the driver and passenger side instrument panel ducts (see DRIVER AND PASSENGER SIDE).
NOTE: If a foam seal on the top of the HVAC housing is deformed or damaged,
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6. Remove the two screws (3) that secure the center duct (2) to the top of the HVAC housing assembly (4)
and remove the duct from the instrument panel support (1).
Installation
INSTALLATION
DRIVER AND PASSENGER SIDE
Fig. 35: INSTRUMENT PANEL CENTER DUCT
NOTE: Driver side instrument panel duct shown in illustration. Passenger side duct
similar.
1. Position the instrument panel ducts (1 and 4) to the top of the instrument panel support (3).
2. Connect the instrument panel ducts to the center duct (5). Make sure the ducts are fully engaged to each
other.
3. Install the screw (2) that secures each instrument panel duct to the center of the instrument panel support.
Fig. 36: INSTRUMENT PANEL DUCT
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4. Install the screw (3) that secures the outlet end of each instrument panel duct (1) to the instrument panel
support (2). Tighten the screws to 1.2 N.m (10 in. lbs.).
5. Install the defroster duct. See Heating and Air Conditioning/Distribution/DUCT, Defroster
Installation.
6. Install the demister ducts. See Heating and Air Conditioning/Distribution/DUCT, Instrument Panel
Demister Installation.
Installation .
CENTER DUCT
Fig. 37: CENTER DUCT
NOTE: If the foam seal on the top of the HVAC housing is deformed or damaged, the
seal must be replaced.
1. Position the center instrument panel duct (2) into the instrument panel support (1) and onto the top of the
HVAC housing assembly (4).
2. Install the two screws (3) that secure the center duct to the HVAC housing assembly. Tighten the screws
to 1.2 N.m (10 in. lbs.).
3. Install the driver and passenger side instrument panel ducts (see DRIVER AND PASSENGER SIDE).
Installation.
Installation
DUCT, INSTRUMENT PANEL DEMISTER
Removal
REMOVAL
3022 of 4937
or fatal injury.
Fig. 38: DEMISTER DUCT
NOTE: Right side duct shown in illustration. Left side similar.
Removal .
3. Remove the two screws (3) that secure each demister duct (2) to the instrument panel support (4), as
required.
4. Disconnect each demister duct from the defroster duct (1) and remove the demister ducts, as required.
Installation
INSTALLATION
Fig. 39: DEMISTER DUCT
NOTE: 3023 of 4937

NOTE: Right side duct shown in illustration. Left side similar.
1. Position each demister duct (2) onto the top of the instrument panel support (4).
2. Connect each demister duct to the defroster duct (1). Make sure the ducts are fully engaged to each other.
3. Install the two screws (3) that secure each demister duct to the instrument panel support. Tighten the
Installation .
HOUSING, HVAC
Description
DESCRIPTION
Fig. 40: HVAC HOUSING ASSEMBLY
All models are equipped with a common HVAC housing assembly that combines A/C and heating capabilities
into a single unit mounted within the passenger compartment. The HVAC housing assembly consists of three
separate housings:
HVAC housing The HVAC housing (1) is mounted to the back of the instrument panel and contains the
A/C evaporator. The HVAC housing consists of a upper and a lower housing that are attached together
and has mounting provisions for the air inlet housing, blower motor and the air distribution housing.
Air inlet housing The air inlet housing (2) is mounted to the passenger side end of the HVAC housing.
The air inlet housing contains the recirculationair door and actuator when equipped with A/C.
Air distribution housing The air distribution housing (3) is mounted to the rear of the HVAC housing
and contains the heater core, blendair and modeair doors and door linkage.
The heatingA/C system is a blendair type system. The blendair door controls the amount of conditioned air
that is allowed to flow through, or around, the heater core.
The A/C system is designed for the use of a nonCFC, R134a refrigerant and uses an A/C evaporator to cool
and dehumidify the incoming air prior to blending it with the heated air. A temperature control determines the
discharge air temperature by operating the temperature control cable, which moves the blendair door. This
allows an almost immediate control of the output air temperature of the system. The mode door cable operates
3024 of 4937
the modeair doors which direct the flow of the conditioned air out the various air outlets, depending on the
mode selected. When equipped with A/C, the recirculation door actuator operates the recirculationair door
which closes off the fresh air intake and recirculates the air already inside the vehicle. The electric recirculation
door actuator and the blower motor are connected to the vehicle electrical system by the instrument panel wire
harness. The blower motor controls the velocity of air flowing through the HVAC housing assembly by
spinning the blower wheel within the HVAC housing at the selected speed by use of the blower motor resistor,
which is located in the HVAC housing behind the glove box.
The air distribution housing must be removed from the HVAC housing and disassembled for service of the
blendair and modeair doors. The air inlet housing must be removed from HVAC housing and disassembled for
service of the recirculationair door. The HVAC housing must be removed from the vehicle for service of the
A/C evaporator and the heater core.
Removal
HOUSINGAIR DISTRIBUTION
or fatal injury.
NOTE: The air distribution housing must be removed from the HVAC housing and
disassembled for service of the blendair and modeair doors.
NOTE: LHD model with A/C shown in illustrations. RHD and heateronly models
similar.
Fig. 41: HEATER CORE TUBE FLANGE
1. Remove the HVAC housing assembly and place it on a workbench. See Heating and Air
3025 of 4937
2. Remove the floor distribution ducts from the air distribution housing. See Heating and Air
Conditioning/Distribution/DUCT, Floor Distribution Removal.
NOTE: If the foam seal for the flange is deformed or damaged, it must be
replaced.
3. Remove the foam seal (1) from the flange (4) located on the front of the HVAC housing (2).
4. Remove the screw (3) that secures the flange to the HVAC housing and remove the flange.
Fig. 42: HEATER CORE
5. Remove the screw (1) that secures the bracket (2) retaining the heater core tubes (3) to the passenger side
of the air distribution housing (5) and remove the bracket.
6. Carefully pull the heater core (4) out of the side of the air distribution housing.
Fig. 43: AIR DISTRIBUTION HOUSING
7. Remove the two metal retaining clips (3) that secure the bottom of air distribution housing (2) to the
HVAC housing (4).
8. Remove the seven screws (1) that secure the air distribution housing to the rear of the HVAC housing.
9. Remove the air distribution housing from the HVAC housing.
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10. If required, disassemble the air distribution housing. See Heating and Air
Conditioning/Distribution/HOUSING, HVAC Disassembly.
HOUSINGAIR INLET
or fatal injury.
NOTE: The air inlet housing must be removed from HVAC housing and disassembled
for service of the recirculationair door.
Fig. 44: AIR INLET HOUSING
2. Remove the four screws (2) that secure the air inlet housing (1) to the top of the HVAC housing (3) and
remove the inlet housing from the HVAC housing.
NOTE: If the foam seal on the top of the inlet housing is deformed or damaged,
3. If required, disassemble the air inlet housing. See Heating and Air
Conditioning/Distribution/HOUSING, HVAC Disassembly.
HOUSINGHVAC
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isolate the negative battery (ground) cable. Wait two minutes for the airbag
NOTE: The HVAC housing and instrument panel must be removed from the vehicle as
an assembly.
NOTE: The HVAC housing must be removed from the instrument panel and
disassembled for service of the A/C evaporator, air intake housing, modeair
and blendair doors and the heater core.
2. Recover the refrigerant from the refrigerant system. See Heating and Air Conditioning/Plumbing
Standard Procedure.
3. Partially drain the engine cooling system. Refer to Cooling Standard Procedure .
4. Remove the nut (2) that secures the A/C liquid line (3) and A/C suction line (5) to the A/C expansion
valve (1).
5. Disconnect the A/C liquid and suction lines from the A/C expansion valve and remove and discard the O
ring seals.
6. Install plugs in, or tape over the opened refrigerant line fittings and the expansion valve ports.
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7. If equipped with the 3.8L engine, remove the upper intake manifold to help gain access to the hose
clamps that secure the heater hoses to the heater core. Refer to Engine/Manifolds/MANIFOLD, Intake
Removal .
8. Using cabletype spring clamp pliers or equivalent, release the hose clamps that secure the heater hoses
(2) to the heater core tubes (1) and disconnect the hoses from the tubes. Install plugs in, or tape over the
opened heater core tubes to prevent coolant spillage during HVAC housing assembly removal.
Fig. 47: HVAC HOUSING TO IP SUPPORT
Removal .
11. Disconnect the instrument panel wire harness connectors from the evaporator temperature sensor, blower
motor resistor, blower motor and the recirculation door actuator.
12. Remove the two bolts (1) that secure the air inlet housing (4) to the passenger side of the instrument
panel support (3). Use caution not to damage the housing alignment pin (2) during removal of the HVAC
housing assembly from the support.
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Demister Removal.
Removal.
15. Remove the instrument panel ducts. See Heating and Air Conditioning/Distribution/DUCT,
Instrument Panel Removal.
16. Remove the four bolts (1) that secure the HVAC housing assembly (3) to the center of the instrument
panel support (2) and remove the housing from the support. Use caution not to damage the housing
alignment pin (4) during removal of the housing from the support.
SCREENAIR INLET
Fig. 49: AIR INLET SCREEN
1. Remove the HVAC housing assembly. See Heating and Air Conditioning/Distribution/HOUSING,
HVAC Removal.
2. Disengage the retaining tabs that secure the air inlet screen (1) to the passenger compartment side of the
cowl panel (2).
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3. Pull the air inlet screen straight downward and remove the screen from the cowl panel.
Disassembly
NOTE: The air distribution housing must be removed from the HVAC housing and
disassembled for service of the blendair and modeair doors.
NOTE: Whenever the control cables are removed from the HVAC housing, new cables
must be installed. Failure to replace the control cables when required can result
in selected temperatures and operating modes not properly obtained.
similar.
2. Remove the air distribution housing (3) from the HVAC housing (1). See Heating and Air
3. Remove the heater core from the air distribution housing. See Heating and Air
Conditioning/Plumbing/CORE, Heater Removal.
4. If equipped with the 2.8L diesel engine, remove the electric positive temperature coefficient (PTC) heater
unit from the air distribution housing. See Heating and Air Conditioning/Cabin Heater/UNIT, Heater
Removal.
3031 of 4937
Fig. 51: BLEND DOOR CABLE AND LEVERS
5. Remove the temperature control cable (1) from the left side of the air distribution housing (2) and discard
the cable. See Heating and Air Conditioning/Controls/CABLE, Temperature Control Removal.
6. Remove the screw and washer (6) that secures the blend door cable lever (7) to the air distribution
housing and remove the cable lever.
NOTE: To remove the blend door pivot lever, disengage the retaining tab and pull
the lever straight off of the blend door pivot shaft.
7. Remove the blend door pivot lever (4) and washer (3) from the end of the blend door pivot shaft (5).
Fig. 52: MODE DOOR CABLE AND CAM
8. Remove the mode door cable (1) from the right side of the air distribution housing (2) and discard the
cable. See Heating and Air Conditioning/Controls/CABLE, Mode Door Removal.
9. Remove the screw and washer (3) that secure the mode door cam (4) to the air distribution housing and
remove the cam.
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Fig. 53: PARTING LINE AND RETAINERS
NOTE: If any foam seal on the air distribution housing outlets is deformed or
damaged, the seal must be replaced.
10. Carefully cut the foam seals (1) along the parting line (2) of the two halves of the air distribution housing
(3). If a seal is deformed or damaged, it must be replaced.
11. Remove the five screws (4) and one metal clip (5) that secure the two halves of the air distribution
housing together.
12. Disengage the three plastic retaining tabs (6) that secure the two halves of the air distribution housing
together and carefully separate the housing.
Fig. 54: AIR DOORS
NOTE: If a seal on an air door is deformed or damaged, the air door must be
replaced.
13. Disengage the air door(s) (1, 2, 3 and 4) from the mode door levers and remove the air doors from the air
distribution housing (5).
3033 of 4937
Fig. 55: MODE DOOR LEVERS
NOTE: To remove the mode door levers, disengage the lever retaining tabs
located on the inside of the air distribution housing and pull the levers
straight out of the housing.
14. Remove the four mode door levers (1, 2, 3 and 4) from the right side of the air distribution housing (5).
HOUSINGAIR INLET
NOTE: The air inlet housing must be removed from HVAC housing and disassembled
for service of the recirculationair door.
similar.
3034 of 4937
2. Remove the air inlet housing (2) from the HVAC housing (1). See Heating and Air
3. Remove the two screws (1) that secure the recirculation door actuator (3) to the right side of the air inlet
housing (2) and remove the actuator.
4. To remove the recirculation door pivot shaft adapter (1) from the right end of the recirculationair door,
first carefully push down on the tab of the door lever pivot shaft adapter located inside of the air inlet
housing (2), then pull the pivot shaft adapter straight out of the end of the recirculationair door pivot
shaft.
NOTE: If the foam seal on the air inlet housing is deformed or damaged, the seal
must be replaced.
NOTE: If a rubber seal on the recirculation airdoor is deformed or damaged, the
airdoor must be replaced.
3035 of 4937
5. Carefully pinch the two ends of the recirculation airdoor together and remove the airdoor from the air
inlet housing. If the seal on the recirculation airdoor is deformed or damaged, the airdoor must be
replaced.
HOUSINGHVAC
NOTE: The HVAC housing must be removed from the vehicle and disassembled for
service of the A/C evaporator.
similar.
2. Remove the air inlet housing (2) from the HVAC housing (1). See Heating and Air
3. Remove the air distribution housing (3) from the HVAC housing. See Heating and Air
3036 of 4937
Fig. 60: BLOWER MOTOR AND RESISTOR
4. Remove the three screws (1) that secure the blower motor (2) to the bottom of the HVAC housing (3) and
remove the blower motor.
5. Remove the two screws (4) that secure the blower motor resistor (5) to the back of the HVAC housing
and remove the resistor.
Fig. 61: EVAP TEMP SENSORREMOVAL
6. Using needle nose pliers (1) , disengage the two retaining tabs (2) that secure the evaporator temperature
sensor (3) to the driver side of the HVAC housing (4) and remove the sensor.
Fig. 62: EVAPORATOR FLANGE SEAL
7. Remove the A/C expansion valve from the A/C evaporator. See Heating and Air
Conditioning/Plumbing/VALVE, A/C Expansion Removal.
replaced.
8. Remove the foam seal (2) from the flange (3) located on the top of the HVAC housing (4).
3037 of 4937
9. Remove the four screws (1) that secure the flange to the HVAC housing and remove the flange.
Fig. 63: EVAPORATOR
NOTE: If the foam insulator for the evaporator is deformed or damaged, it must
be replaced.
10. Carefully remove the A/C evaporator (1) and its insulator (2) from the HVAC housing (3).
Fig. 64: CONDENSATE DRAIN SEAL
NOTE: If the foam seal for the condensate drain is deformed or damaged, it must
be replaced.
11. If required, remove the foam seal (1) from around the condensate drain located on the bottom of the
HVAC housing (2).
3038 of 4937
Fig. 65: HVAC HOUSING SEPARATE
12. Remove the two metal clips (1) and ten screws (2) that secure the two halves of the HVAC housing
together (4 and 5).
13. Disengage the eight plastic retaining tabs (4) that secure the two halves of the HVAC housing together
and separate the housing.
Assembly
NOTE: Whenever the control cables are removed from the HVAC housing, new cables
must be installed. Failure to replace the control cables when required can result
in selected temperatures and operating modes not properly obtained.
similar.
Fig. 66: MODE DOOR LEVERS
1. Install the four mode door levers (1, 2, 3 and 4) onto the right side of the air distribution housing (5)
Make sure the lever retaining tabs are fully engaged to the housing.
3039 of 4937
Fig. 67: AIR DOORS
NOTE: Properly position the air doors within the air distribution housing by first
aligning the four mode door levers to the scribe lines located on the right
outer side of the air distribution housing. Then, install the air doors onto
the mode door levers with the UP mark on each air door facing toward the
top of the housing.
NOTE: If a seal on an air door is deformed or damaged, the air door must be
replaced.
2. Align the four mode door levers to the scribe lines on the right outer side of the air distribution housing
(5) and install the air door(s) (1, 2, 3 and 4) onto the mode door levers with the UP mark on each air door
facing toward the top of the housing.
Fig. 68: PARTING LINE AND RETAINERS
3. Align the air door(s) with the pivot shaft hole(s) in the air distribution housing (3) and install the two
halves of the housing together. Make sure the three plastic retaining tabs (6) are fully engaged.
4. Install the five screws (4) and one metal clip (5) that secure the two halves of the air distribution housing
together. Tighten the screws to 1.2 N.m (10 in lbs.). Make sure the metal clip is fully engaged to the
housing halves.
NOTE: 3040 of 4937

NOTE: If any foam seal on the air distribution housing outlets is deformed or
damaged, the seal must be replaced.
5. Inspect the foam seals (1), especially at the parting line (2). If a foam seal is deformed or damaged, it
must be replaced.
Fig. 69: MODE DOOR CABLE AND CAM
NOTE: Align the pins on the mode door levers with the grooves in the back of the
mode door cam prior to installation of the cam.
6. Align the mode door levers on the right side of the air distribution housing (2) to the mode door cam (4)
and install the cam onto the housing. Make sure the levers are correctly engaged to the cam.
7. Install the screw and washer (3) that secure the mode door cam to the air distribution housing. Tighten the
screw to 0.6 N.m (5 in. lbs.).
8. Install a new mode door cable (1). See Heating and Air Conditioning/Controls/CABLE, Mode Door
Installation.
Fig. 70: BLEND DOOR CABLE AND LEVERS
3041 of 4937
9. Install the washer (3) and the blend door pivot lever (4) onto the end of the blend door pivot shaft (5)
located on the left side of the air distribution housing (2). Make sure the lever retaining tab is fully
engaged to the pivot shaft.
NOTE: Align the pin on the blend door lever with the groove in the pivot lever
prior to installation of the blend door lever.
10. Install the blend door lever (7) onto the air distribution housing. Make sure the levers are correctly
aligned to each other.
11. Install the screw and washer (6) that secures the blend door lever to the air distribution housing. Tighten
the screw to 0.6 N.m (5 in. lbs.).
12. Install a new temperature control cable (1). See Heating and Air Conditioning/Controls/CABLE,
Temperature Control Installation.
13. If equipped with the 2.8L diesel engine, install the electric positive temperature coefficient (PTC) heater
unit. See Heating and Air Conditioning/Cabin Heater/UNIT, Heater Installation.
14. Install the heater core. See Heating and Air Conditioning/Plumbing/CORE, Heater Installation.
15. Install the air distribution housing (3) onto the HVAC housing (1). See Heating and Air
16. Install the HVAC housing assembly. See Heating and Air Conditioning/Distribution/HOUSING,
HVAC Installation.
HOUSINGAIR INLET
similar.
3042 of 4937
1. Carefully install the recirculationair door into the air inlet housing (2) by pinching the two ends of the
airdoor together and aligning the pivot shafts of the airdoor to the pivot shaft holes in the air inlet
housing.
NOTE: Install the recirculation door pivot shaft adapter by carefully pushing it
straight into the end of the recirculation door pivot shaft.
2. Install the recirculation door pivot shaft adapter (1) into the right side pivot shaft of the recirculation air
door. Make sure the adapter is fully engaged to the pivot shaft.
Fig. 73: RECIRCULATION DOOR ACTUATOR ALIGNMENT
3. Install the recirculation door actuator (2) onto the right side of the air inlet housing (1). If necessary,
rotate the actuator slightly to align the splines of the actuator output shaft (3) with those on the
recirculation door pivot shaft adapter (4).
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4. Install the two screws (1) that secure the recirculation door actuator (3) to the air inlet housing (2).
5. Install the air inlet housing (2) onto the HVAC housing (1). See Heating and Air
HVAC Installation.
HOUSINGHVAC
NOTE: If the A/C evaporator is being replaced, add 50 milliliters (1.7 fluid ounces) of
refrigerant oil to the refrigerant system. Use only refrigerant oil of the type
recommended for the A/C compressor in the vehicle.
NOTE: Make sure that the evaporator drain within the HVAC housing is clean and
unrestricted and that the insulator is properly positioned.
3044 of 4937
similar.
Fig. 76: HVAC HOUSING SEPARATE
1. Install the two halves of the HVAC housing (4 and 5) together and engage the eight plastic retaining tabs
(4). Make sure the retaining tabs are fully engaged.
2. Install the ten screws (2) and two metal clips (1) that secure the two halves of the HVAC housing
together. Tighten the screws to 1.2 N.m (10 in lbs.). Make sure the metal clips are fully engaged to the
housing halves.
Fig. 77: CONDENSATE DRAIN SEAL
NOTE: If the foam seal for the condensate drain is deformed or damaged, it must
be replaced.
3. If removed, install the foam seal (1) around the condensate drain located on bottom of the HVAC housing
(2).
3045 of 4937
Fig. 78: EVAPORATOR
be replaced.
4. Install the A/C evaporator (1) into the HVAC housing (3). Make sure that the evaporator drain within the
HVAC housing is clean and unrestricted and that the insulator (2) around the A/C evaporator is properly
positioned.
5. Install the flange (3) onto the top of the HVAC housing (4).
6. Install the four screws (1) that secure the flange to the HVAC housing. Tighten the screws to 1.2 N.m (10
in lbs.).
replaced.
7. Install the foam seal (2) onto the flange.
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8. Install the A/C expansion valve onto the A/C evaporator. See Heating and Air
Conditioning/Plumbing/VALVE, A/C Expansion Installation.
Fig. 80: EVAPORATOR TEMP SENSOR INSTALLATION
9. Install the evaporator temperature sensor (1) into the driver side of the HVAC housing (2). Make sure the
retaining tabs (3) are fully engaged to the housing.
Fig. 81: BLOWER MOTOR AND RESISTOR
10. Position the blower motor (2) into the bottom of the HVAC housing (3).
11. Install the three screws (1) that secure the blower motor to the HVAC housing. Tighten the screws to 1.2
N.m (10 in. lbs.).
12. Position the blower motor resistor (5) into the HVAC housing.
13. Install the two screws (4) that secure the blower motor resistor to the HVAC housing. Tighten the screws
to 1.2 N.m (10 in. lbs.).
3047 of 4937
14. Install the air inlet housing (2) onto the HVAC housing (1). See Heating and Air
15. Install the air distribution housing (3) onto the HVAC housing. See Heating and Air
NOTE: If the heater core is being replaced, flush the cooling system. Refer to
Cooling Standard Procedure .
HVAC Installation.
Installation
similar.
Fig. 83: AIR DISTRIBUTION HOUSING
3048 of 4937
1. Position the air distribution housing (2) onto the rear of the HVAC housing (4).
2. Install the two metal retaining clips (3) that secure the bottom of the air distribution housing to the HVAC
housing.
3. Install the seven screws (1) that secure the air distribution housing to the HVAC housing. Tighten the
NOTE: If the foam seals for the heater core are deformed or damaged, they must
be replaced.
4. Carefully install the heater core (4) into the passenger side of the air distribution housing (5).
5. Install the retaining bracket (2) and the screw (1) that secures the heater core tubes (3) to the air
distribution housing. Tighten the screw to 1.2 N.m (10 in. lbs.)
6. Position the flange (4) to the front of the HVAC housing (2).
7. Install the screw (3) that secures the flange to the HVAC housing. Tighten the screw to 1.2 N.m (10 in.
lbs.).
3049 of 4937
replaced.
9. Install the floor distribution ducts onto the air distribution housing. See Heating and Air
Conditioning/Distribution/DUCT, Floor Distribution Installation.
HVAC Installation.
HOUSINGAIR INLET
1. Position the air inlet housing (1) onto the top of the HVAC housing (3).
2. Install the four screws (2) that secure the air inlet housing to the HVAC housing. Tighten the screws to
1.2 N.m (10 in. lbs.).
NOTE: If the foam seal on the top of the inlet housing is deformed or damaged,
HVAC Installation.
HOUSINGHVAC
3050 of 4937
1. Position the HVAC housing assembly (3) into the instrument panel support (2). Be certain that the
housing alignment pin (4) is correctly located.
2. Install the four bolts (1) that secure the HVAC housing assembly to the center of instrument panel
support. Tighten the bolts to 4 N.m (35 in. lbs.).
NOTE: If a foam seal on the top of the HVAC housing is deformed or damaged,
3. Install the instrument panel ducts. See Heating and Air Conditioning/Distribution/DUCT, Instrument
Panel Installation.
Installation.
6. Verify that the housing alignment pin (2) is correctly located in the passenger side of the instrument panel
support (3).
3051 of 4937
7. Install the two bolts (1) that secure the air inlet housing (4) to the instrument panel support. Tighten the
bolts to 4 N.m (35 in. lbs.).
8. Connect the instrument panel wire harness connectors to the evaporator temperature sensor, blower motor
resistor, blower motor and the recirculation door actuator.
Installation .
11. Remove the previously installed plugs or caps and connect the heater hoses (2) to the heater core tubes
(1).
12. Using cabletype spring clamp pliers or equivalent, correctly position the two hose clamps that secure the
heater hoses to the heater core tubes and engage the clamps to the tubes.
13. If equipped with the 3.8L engine, install the upper intake manifold. Refer to
Engine/Manifolds/MANIFOLD, Intake Installation .
14. Remove the tape or plugs from the opened refrigerant line fittings and the expansion valve ports.
3052 of 4937
15. Lubricate new Oring seals with clean refrigerant oil and install them onto the refrigerant line fittings.
Use only the specified Orings as they are made of special materials compatible to the R134a system.
Use only refrigerant oil of the type recommended for the A/C compressor in the vehicle.
16. Connect the A/C liquid line (3) and A/C suction line (5) onto the A/C expansion valve (1).
17. Install the nut (2) that secures the A/C liquid and suction lines to the A/C expansion valve. Tighten the
nut to 8 N.m (70 in. lbs.).
19. If the heater core is being replaced, flush the cooling system. Refer to Cooling Standard Procedure .
20. Refill the engine cooling system. Refer to Cooling Standard Procedure .
21. Evacuate and charge the refrigerant system. See Heating and Air Conditioning/Plumbing Standard
Procedure.
SCREENAIR INLET
Fig. 91: AIR INLET SCREEN
1. Position the air inlet screen (1) to the passenger compartment side of the cowl panel (2) and engage the
retaining tabs that secure the screen to the cowl. Make sure the retaining tabs are fully engaged.
NOTE: Make sure the air inlet screen retaining tabs are fully engaged. Failure to
fully engage the screen to the cowl and dash panel will result in a leak.
2. Push the air inlet screen upward to engage the retaining tabs that secure the screen to the dash panel.
Make sure the retaining tabs are fully engaged.
HVAC Installation.
MOTOR, BLOWER
Description
DESCRIPTION
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Fig. 92: BLOWER MOTOR
The blower motor (1) is used to control the velocity of air moving through the HVAC housing by spinning the
blower wheel (2) within the HVAC air inlet housing at the selected speed.
The blower motor is a 12volt, direct current (DC) motor mounted within a plastic housing with an integral wire
harness connector (3) and three mounting tabs (4). The squirrel cagetype blower wheel is secured to the blower
motor shaft and is positioned within the air inlet housing on the passenger side of the HVAC housing.
Operation
OPERATION
The blower motor is used to control the velocity of air moving through the HVAC housing by spinning the
blower wheel within the HVAC air inlet housing at the selected speed.
The blower motor will operate whenever the ignition switch is in the Run position and the blower motor control
is in any position except Off. The blower motor receives battery current through the totally integrated power
module (TIPM) whenever the ignition switch is in the Run position.
Blower motor speed is controlled by regulating the ground path through or around the blower motor resistor
and through the blower motor control located within the A/Cheater control.
The blower motor can be accessed for service from underneath the instrument panel.
NOTE: The blower motor is supplied with a 12V feed from the TIPM, through the blower
motor resistor, whenever the ignition switch is in the RUN position. Due to an
open circuit condition within the blower motor control switch the TIPM is
UNABLE to detect an OPEN circuit for the blower motor.
The blower motor control system is diagnosed using a scan tool. Refer to DTCBased Diagnostics/NODE,
The blower motor and blower motor wheel are factory balanced as an assembly and cannot be adjusted or
repaired and must be replaced if inoperative or damaged.
BLOWER MOTOR
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isolate the negative battery (ground) cable and wait two minutes for the airbag
or fatal injury.
NOTE: The blower motor is supplied with a 12V feed from the TIPM, through the blower
motor resistor, whenever the ignition switch is in the RUN position. Due to an
open circuit condition within the blower motor control switch the TIPM is
UNABLE to detect an OPEN circuit for the blower motor.
To determine if an open condition exists within the blower motor circuit wiring, it is necessary to disconnect the
negative battery cable and check for continuity within the blower motor circuits using an ohmmeter. See the
appropriate Wiring Information for circuit descriptions and diagrams.
OPERATION
Possible causes of an inoperative blower motor include:
Open fuse
Inoperative blower motor resistor
Inoperative blower motor switch
Inoperative blower motor
Inoperative blower motor circuit wiring or wire harness connectors
NOISE
To determine if the blower motor is the source of the noise, simply switch the blower motor from Off to On. To
verify that the blower motor is the source of the noise, unplug the blower motor wire harness connector and
operate the heaterA/C system. If the noise goes away, possible causes include:
Foreign material on fresh air inlet screen
Foreign material in blower wheel
Foreign material in HVAC housing
Improper blower motor mounting
Deformed or damaged blower wheel
Worn blower motor bearings or brushes
VIBRATION
Possible causes of a blower motor vibration include:
Improper blower motor mounting
Foreign material in blower wheel
Deformed or damaged blower wheel
Worn blower motor bearings
Removal
REMOVAL
NOTE: The blower motor is located on the bottom of the passenger side of the HVAC
housing. The blower motor can be removed from the vehicle without having to
remove the HVAC housing.
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2. From underneath the instrument panel, disconnect the instrument panel wire harness connector (3) from
the blower motor (4).
3. Remove the three screws (2) that secure the blower motor to the bottom of the HVAC housing (1) and
remove the blower motor.
Installation
INSTALLATION
1. Position the blower motor (4) into the bottom of the HVAC housing (1).
2. Install the three screws (2) that secure the blower motor to the HVAC housing. Tighten the screws to 1.2
N.m (10 in. lbs.).
3. Connect the instrument panel wire harness connector (3) to the blower motor.
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OUTLET, AIR
Removal
REMOVAL
Fig. 95: INSTRUMENT PANEL AIR OUTLET
1. Rotate each air outlet (1) counterclockwise to disengage its retaining tabs.
NOTE: If the foam seal on the air outlet is deformed or damaged, it must be
replaced.
2. Carefully pull each air outlet straight out of the instrument panel (2).
Installation
INSTALLATION
Fig. 96: INSTRUMENT PANEL AIR OUTLET
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NOTE: If the foam seal on the air outlet is deformed or damaged, it must be replaced.
1. Position each air outlet (1) straight into the instrument panel (2).
2. Rotate each air outlet clockwise to engage its retaining tabs. Make sure the retaining tabs are fully
engaged.
PLUMBING
WARNING
WARNING
WARNING: The A/C system contains refrigerant under high pressure. Repairs should only
be performed by qualified service personnel. Serious or fatal injury may result
from improper service procedures.
WARNING: 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
A/C refrigerant system. Serious eye injury can result from direct contact with
the refrigerant. If eye contact occurs, seek medical attention immediately.
WARNING: Do not expose the refrigerant to open flame. Poisonous gas is created when
refrigerant is burned. An electronic leak detector is recommended. Serious or
fatal injury may result from improper service procedures.
WARNING: If accidental A/C 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 and serious or fatal injury.
WARNING: The evaporation rate of R134a refrigerant at average temperature and altitude
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.
WARNING: The R134a service equipment or the vehicle refrigerant system should not be
pressure tested or leak tested with compressed 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
property damage and serious or fatal injury.
WARNING: The engine cooling system is designed to develop internal pressures up to 145
kPa (21 psi). Do not remove or loosen the coolant pressure cap, cylinder block
drain plugs, radiator drain, radiator hoses, heater hoses, or hose clamps while
the engine cooling system is hot and under pressure. Allow the vehicle to cool
for a minimum of 15 minutes before opening the cooling system for service.
Failure to observe this warning can result in serious burns from the heated
engine coolant.
CAUTION
CAUTION
CAUTION: Never add R12 to a refrigerant system designed to use R134a. Do not use R12
equipment or parts on an R134a A/C system. These refrigerants are not
compatible and damage to the A/C system will result.

CAUTION: Never use R12 refrigerant oil in an A/C system designed to use R134a
refrigerant oil. These refrigerant oils are not compatible and damage to the A/C
system will result.
CAUTION: The use of A/C system sealers may result in damage to A/C refrigerant
recovery/evacuation/recharging equipment and/or A/C system. Many federal,
state/provincial and local regulations prohibit the recharge of A/C systems with
known leaks. Chrysler LLC recommends the detection of A/C system leaks
through the use of approved leak detectors and fluorescent leak detection
dyes. Vehicles found with A/C system sealers should be treated as
contaminated and replacement of the entire A/C refrigerant system is
recommended. A/C systems found to be contaminated with A/C system sealers,
A/C stopleak products or seal conditioners voids the warranty for the A/C
system.
CAUTION: Recover the refrigerant before opening any fitting or connection. Open the
fittings with caution, even after the system has been discharged. Never open or
loosen a connection before recovering the refrigerant.
CAUTION: If equipped, do not remove the secondary retention clip from any springlock
coupler connection while the refrigerant system is under pressure. Recover the
refrigerant before removing the secondary retention clip. Open the fittings with
caution, even after the system has been discharged. Never open or loosen a
connection before recovering the refrigerant.
CAUTION: The internal parts of the A/C system will remain stable as long as moisturefree
refrigerant and refrigerant oil is used. Abnormal amounts of dirt, moisture or air
can upset the chemical stability. This may cause operational troubles or even
serious damage if present in more than very small quantities. Before
disconnecting a component, clean the outside of the fittings thoroughly to
prevent contamination from entering the refrigerant system. Keep service tools
and the work area clean. Do not open the refrigerant system or uncap a
replacement component until you are ready to service the system. Immediately
after disconnecting a component from the refrigerant system, seal the open
fittings with a cap or plug. This will prevent contamination from entering the
A/C system.
CAUTION: Refrigerant oil will absorb moisture from the atmosphere if left uncapped. Do
not open a container of refrigerant oil until you are ready to use it. Replace the
cap on the oil container immediately after using. Store refrigerant oil only in a
clean, airtight, and moisturefree container.
CAUTION: Do not overcharge the refrigerant system. Overcharging will cause excessive
compressor head pressure and can cause compressor noise and A/C system
failure.
REFRIGERANT SYSTEM LEAKS
WARNING: R134a service equipment or vehicle A/C system should not be pressure tested
or leak tested with compressed air. Mixture of air and R134a can be
combustible at elevated pressures. These mixtures are potentially dangerous
and may result in fire or explosion causing property damage and possible
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Avoid breathing A/C refrigerant and lubricant vapor or mist. Exposure may
irritate eyes, nose and throat. Use only approved service equipment meeting
SAE requirements to discharge an R134a system. If accidental system
discharge occurs, ventilate work area before resuming service.
NOTE: If the A/C system refrigerant charge is empty or low, a leak in the A/C system is
likely. Visually inspect all A/C lines, fittings and components for an oily residue.
Oil residue can be an indicator of an A/C system leak location.
NOTE: The only way to correctly determine if the A/C system is fully charged with
refrigerant to perform the A/C Performance Test. See Heating and Air
Conditioning Diagnosis and Testing.
Connect a suitable manifold gauge set and determine if the static A/C system pressure is above or below 345
kPa (50 psi). See Heating and Air Conditioning/Plumbing Standard Procedure. If less than 345 kPa (50
psi), proceed to SYSTEM EMPTY. If greater than 345 kPa (50 psi), go to SYSTEM LOW.
SYSTEM EMPTY
1. Evacuate the refrigerant system to the lowest degree of vacuum possible (approximately 88 kPa (26 in.
Hg) or greater vacuum). See Heating and Air Conditioning/Plumbing Standard Procedure.
Determine if the system holds a vacuum for 15 minutes. If vacuum is held, a leak is probably not present.
If system will not maintain vacuum level, proceed to 2.
2. Prepare and dispense 0.284 kilograms (10 ounces) of R134a refrigerant into the evacuated refrigerant
system. See Heating and Air Conditioning/Plumbing Standard Procedure and proceed to 1 of the
System Low procedure.
SYSTEM LOW
1. Position the vehicle in a windfree work area. This will aid in detecting small leaks.
2. Operate the heatingA/C system with the engine at idle under the following conditions for at least 5
minutes.
Doors or windows open
Transaxle in Park or Neutral with the parking brake set (depending on application)
A/Cheater controls set to outside air, full cool, panel mode, high blower and with A/C compressor
engaged
CAUTION: A leak detector only designed for R12 refrigerant will not detect leaks in
an R134a refrigerant system.
3. Shut the vehicle Off and wait 27 minutes. Then use an electronic leak detector that is designed to detect
R134a refrigerant and search for leaks. Fittings, lines or components that appear to be oily usually
indicate a refrigerant leak. To inspect the A/C evaporator for leaks, insert the leak detector probe into the
drain tube opening or an air outlet. A dye for R134a is available to aid in leak detection. Use only
Chrysler LLC approved refrigerant dye.
STANDARD PROCEDURE
REFRIGERANT SYSTEM SERVICE EQUIPMENT
WARNING: Eye protection must be worn when servicing an air conditioning refrigerant
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system. Turn off (rotate clockwise) all valves on the equipment being used,
before connecting to or disconnecting from the refrigerant system. Failure to
Fig. 97: REFRIGERANT RECOVERY/RECYCLING STATION TYPICAL
1 R134a REFRIGERANT STATION
When servicing the A/C system, use an R134a refrigerant recovery/recycling/charging station (1) that meets
SAE standard J2788. Per SAE standard J2788, refrigerant recovery stations must recover 95% of the refrigerant
system within 30 minutes at 21.1Â° C (70Â° F) and be able to measure the amount of refrigerant removed from
the system to an accuracy of 28 grams (1 oz.). When charging, the refrigerant recovery station must charge the
system to an accuracy of 14 grams (0.5 oz.). Contact an automotive service equipment supplier for refrigerant
recovery/recycling/charging equipment. See the operating instructions supplied by the equipment manufacturer
for proper care and use of this equipment.
Fig. 98: MANIFOLD GAUGE SET TYPICAL
1 HIGH PRESSURE GAUGE
2 VALVE
3 VACUUM/REFRIGERANT HOSE (YELLOW W/BLACK STRIPE)
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4 HIGH PRESSURE HOSE (RED W/BLACK STRIPE)
5 LOW PRESSURE HOSE (BLUE W/BLACK STRIPE)
6 VALVE
7 LOW PRESSURE GAUGE
A manifold gauge set (1) may be needed with some recovery/recycling/charging equipment. The manifold
gauge set should have manual shutoff valves (2 and 6), or automatic backflow valves located at the service
port connector end of the manifold gauge set hoses (4 and 5). This will prevent refrigerant from being released
into the atmosphere.
MANIFOLD GAUGE SET CONNECTIONS
CAUTION: Do not use an R12 manifold gauge set on an R134a system. The refrigerants
are not compatible and A/C system damage will result.
RECOVERY/RECYCLING/EVACUATION/CHARGING HOSE The center manifold hose
(Yellow, or White, with Black stripe) is used to recover, evacuate, and charge the refrigerant system.
When the low or high pressure valves on the manifold gauge set are opened, the refrigerant in the system
will escape through this hose.
LOW PRESSURE GAUGE HOSE The low pressure hose (Blue with Black stripe) attaches to the low
side service port. This port is located on the A/C suction line near the A/C expansion valve at the rear of
the engine compartment.
HIGH PRESSURE GAUGE HOSE The high pressure hose (Red with Black stripe) attaches to the
high side service port. This port is located on the A/C liquid line near the left front of the engine
compartment.
REFRIGERANT SYSTEM RECOVERY
follow the warnings and cautions may result in serious or fatal injury.
CAUTION: Various aftermarket manufacturers produce A/C system sealants that are
designed to stop A/C refrigerant system leaks. The use of A/C system sealants
may result in damage to A/C refrigerant recovery/evacuation/recharging
equipment and/or the vehicle A/C system and are not recommended for use by
Chrysler LLC.
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When servicing the A/C system, an R134a refrigerant recovery/recycling/charging station (1) that meets SAE
standard J2788 must be used. Per SAE standard J2788, refrigerant recovery stations must recover 95% of the
refrigerant system within 30 minutes at 21.1Â° C (70Â° F) and be able to measure the amount of refrigerant
removed from the system to an accuracy of 28 grams (1 oz.). See the operating instructions supplied by the
equipment manufacturer for proper care and use of this equipment.
NOTE: A/C system should be tested prior to refrigerant recovery if the use of A/C
system sealants are suspected. These sealants have the potential to clog
refrigerant recovery equipment and cause vehicle A/C component damage.
Various tool manufacturers make tool kits that detect A/C system sealants. See
the operating instructions supplied by the equipment manufacturer for proper
care and use of this equipment.
If sealants are detected in an A/C system, the system should be treated as contaminated and replacement of the
entire A/C refrigerant system is recommended. A/C systems found to be contaminated with A/C system sealers,
A/C stopleak products or seal conditioners void the warranty for the A/C system.
REFRIGERANT SYSTEM EVACUATE
CAUTION: Do NOT run the engine with a vacuum pump in operation or with a vacuum
present within the A/C system. Failure to follow this caution will result in
serious A/C compressor damage.
NOTE: Special effort must be used to prevent moisture from entering the A/C system
oil. Moisture in the oil is very difficult to remove and will cause a reliability
problem with the A/C compressor.
If an A/C compressor designed to use R134a refrigerant is left open to the atmosphere for an extended period
of time. It is recommended that the refrigerant oil be drained and replaced with new oil or a new A/C
compressor be used. This will eliminate the possibility of contaminating the refrigerant system.
If the refrigerant system has been open to the atmosphere, it must be evacuated before the system can be filled.
Moisture and air mixed with the refrigerant will raise the compressor head pressure above acceptable operating
levels. This will reduce the performance of the A/C system and damage the A/C compressor. Moisture will boil
at near room temperature when exposed to vacuum. To evacuate the refrigerant system:
NOTE: When connecting the service equipment coupling to the line fitting, verify that
the valve of the coupling is fully closed. This will reduce the amount of effort
required to make the connection.
1. Recover the refrigerant system. See Heating and Air Conditioning/Plumbing Standard Procedure.
2. With the engine OFF, connect a suitable charging station, refrigerant recovery machine or a manifold
gauge set with vacuum pump and refrigerant recovery equipment. See Heating and Air
Conditioning/Plumbing Standard Procedure. Do not operate the engine with a vacuum on the A/C
system.
3. Open the suction and discharge valves and start the vacuum pump. The vacuum pump should run a
minimum of 45 minutes prior to charge to eliminate all moisture in system. When the suction gauge reads
to the lowest degree of vacuum possible (approximately 88 kPa ( 26 in. Hg) or greater) for 30 minutes,
close all valves and turn off vacuum pump. If the system fails to reach specified vacuum, the refrigerant
system likely has a leak that must be corrected. If the refrigerant system maintains specified vacuum for
at least 30 minutes, start the vacuum pump, open the suction and discharge valves. Then allow the system
to evacuate an additional 10 minutes.
4. Close all valves. Turn off and disconnect the vacuum pump.
5. Charge the refrigerant system. See Heating and Air Conditioning/Plumbing Standard Procedure.
REFRIGERANT SYSTEM CHARGE
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NOTE: The Underhood HVAC Specification Label contains the refrigerant fill
specification of the vehicle being serviced.
After all refrigerant system leaks have been repaired and the refrigerant system has been evacuated, a
refrigerant charge can be injected into the system.
Use an R134a refrigerant recovery/recycling/charging station (1) that meets SAE Standard J2788 to charge the
refrigerant system with R134a refrigerant. See the operating instructions supplied by the equipment
manufacturer for proper care and use of this equipment.
CHARGING PROCEDURE
CAUTION: A small amount of refrigerant oil is removed from the A/C system each time the
refrigerant system is recovered and evacuated. Before charging the A/C
system, you MUST replenish any oil lost during the recovery process. See the
equipment manufacturer instructions for more information.
1. Evacuate the refrigerant system. See Heating and Air Conditioning/Plumbing Standard Procedure.
2. A manifold gauge set and an R134a refrigerant recovery/recycling/charging station that meets SAE
standard J2788 should be connected to the refrigerant system.
3. Measure the proper amount of refrigerant and heat it to 52Â° C (125Â° F) with the charging station. See
Heating and Air Conditioning/Plumbing/REFRIGERANT Specifications. See the operating
instructions supplied by the equipment manufacturer for proper use of this equipment.
4. Open both the suction and discharge valves, then open the charge valve to allow the heated refrigerant to
flow into the system.
5. When the transfer of refrigerant has stopped, close both the suction and discharge valves.
6. If all of the refrigerant charge did not transfer from the dispensing device, open all of the windows in the
vehicle and set the heatingA/C system controls so that the A/C compressor is operating and the blower
motor is running at its lowest speed setting. Run the engine at a steady high idle (about 1400 rpm).
7. Open the lowside valve to allow the remaining refrigerant to transfer to the refrigerant system.
WARNING: Take care not to open the discharge (high pressure) valve at this time.
Failure to follow this warning may result in possible serious or fatal injury.
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8. Disconnect the charging station and manifold gauge set from the refrigerant system service ports.
9. Reinstall the caps onto the refrigerant system service ports.
COMPRESSOR, A/C
Description
A/C CLUTCH
Fig. 101: COMPRESSOR CLUTCH ASSEMBLY
The A/C clutch assembly consists of a stationary electromagnetic coil (4), bearing and pulley assembly (3),
shims (7) and a clutch plate (2) that is splined to the compressor shaft and secured by a bolt (1). These
components provide the means to engage and disengage the A/C compressor from the engine accessory drive
belt.
The A/C clutch coil is retained to the front of the compressor with three screws (5) and the A/C clutch bearing
and pulley assembly is retained by a snap ring (6).
A/C COMPRESSOR
Fig. 102: DoubleActing Swash PlateType A/C Compressor
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This A/C system uses a Zexel DKS17DS ten cylinder, doubleacting swash platetype A/C compressor (1).
This A/C compressor has a fixed displacement of 175.5 cubic centimeters (10.7 cubic inches) and has the
suction and discharge ports (2) located on the compressor cylinder block (5).
The DKS17DS compressor uses a electrically operated clutch (6) to engage and disengage it from the engine
accessory drive belt. This A/C compressor also has an integral high pressure relief valve (4) located on the
cylinder head (3) and a label which identifies the use of R134a refrigerant.
HIGH PRESSURE RELIEF VALVE
A high pressure relief valve is located on the compressor cylinder head at the rear of the A/C compressor. See
Heating and Air Conditioning/Plumbing/COMPRESSOR, A/C Description. This mechanical valve is
designed to vent refrigerant from the A/C system to protect against damage to the A/C compressor and other
A/C system components caused by condenser air flow restriction or an overcharge of refrigerant.
Operation
A/C CLUTCH
The A/C clutch components provide the means to engage and disengage the A/C compressor from the engine
accessory drive belt. When the electromagnetic A/C clutch coil is energized, it magnetically draws the clutch
plate into contact with the clutch pulley and drives the compressor shaft. When the coil is not energized, the
pulley freewheels on the clutch hub bearing, which is part of the pulley assembly.
A/C clutch engagement is controlled by the Powertrain Control Module (PCM) in the engine compartment.
The A/C compressor clutch components cannot be repaired and must be replaced if inoperative or damaged.
A/C COMPRESSOR
The A/C compressor is driven by the engine through an electric clutch, drive pulley and belt arrangement. The
A/C compressor is lubricated by refrigerant oil that is circulated throughout the refrigerant system with the
refrigerant.
The A/C compressor draws in lowpressure refrigerant vapor from the A/C evaporator through its suction port.
It then compresses the refrigerant into a highpressure, hightemperature refrigerant vapor, which is then
pumped to the A/C condenser through the compressor discharge port.
CAUTION: Be certain to adjust the refrigerant system oil level when replacing an A/C
compressor. See Heating and Air Conditioning/Plumbing/OIL, Refrigerant
Standard Procedure. Failure to properly adjust the refrigerant oil level can
prevent the A/C system from operating as designed and can cause serious A/C
compressor damage.
CAUTION: The A/C receiver/drier must be replaced if an internal failure of the A/C
compressor has occurred. See Heating and Air Conditioning/Plumbing/DRIER,
A/C Receiver Removal. Failure to replace the A/C receiver drier can cause
serious damage to the replacement A/C compressor.
The A/C compressor cannot be repaired and must be replaced if inoperative or damaged. The compressor
clutch, pulley and bearing assembly, and clutch field coil are available for service. If an internal failure of the
A/C compressor has occurred, the A/C receiver/drier must also be replaced. See Heating and Air
Conditioning/Plumbing/DRIER, A/C Receiver Removal.
HIGH PRESSURE RELIEF VALVE
The high pressure relief valve vents refrigerant from the A/C system when a discharge pressure of 3430 to 3930
kPa (497 to 570 psi) or above is reached. The high pressure relief valve closes with a minimum discharge
pressure of 2990 kPa (4370 psi) is reached.
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The high pressure relief valve vents only enough refrigerant to reduce the A/C system pressure, and then re
seats itself. The majority of the refrigerant is conserved in the A/C system. If the high pressure relief valve
vents refrigerant, it does not mean the valve is faulty.
The high pressure relief valve is factorycalibrated and cannot be adjusted or repaired, and must not be removed
or otherwise disturbed. The valve is only serviced as a part of the A/C compressor.
A/C CLUTCH COIL
The A/C clutch coil electrical circuit is controlled by the Powertrain Control Module (PCM) or the Engine
Control Module (ECM), depending on engine application, through the A/C clutch relay. The A/C clutch coil
can be tested by either measuring A/C clutch coil resistance or current draw. Begin testing of a suspected A/C
clutch coil problem by performing the preliminary checks.
PRELIMINARY CHECKS
1. If the A/C clutch will not engage, check for Diagnostic Trouble Codes (DTCs) in the A/Cheater control,
Cabin Compartment Node (CCN) or the PCM/ECM. If no DTCs are found, go to 2. If any DTCs are
found, repair as required.
2. If the A/C clutch still will not engage, verify the refrigerant charge level by conducting the A/C
Performance Test. See Heating and Air Conditioning Diagnosis and Testing. If the refrigerant charge
is OK, go to COIL RESISTANCE TEST and/or COIL CURRENT DRAW TEST. If the refrigerant
charge is not OK, adjust the refrigerant charge as required.
COIL RESISTANCE TEST
2. Disconnect the wire harness connector from the A/C clutch coil connector.
3. Use an ohmmeter and Back Probe Tool 6801 and measure the resistance of the A/C clutch coil at the coil
connector terminals.
4. SeeA/C CLUTCH COIL SPECIFICATIONS for the acceptable A/C clutch coil resistance.
Specifications apply for a work area temperature of 25Â° C (77Â° F).
a. If the A/C clutch coil reading is below specifications, the coil is shorted and must be replaced.
b. If the A/C clutch coil reading is above specifications, the coil is open and must be replaced.
COIL CURRENT DRAW TEST
1. Verify the battery state of charge. Refer to Electrical/Battery System/BATTERY Diagnosis and
Testing .
2. Connect an ammeter (0 to 10 ampere scale selected) in series with the A/C clutch coil feed terminal using
Back Probe Tool 6801. Connect a voltmeter (0 to 20 volt scale selected) to measure voltage across the
battery and the A/C clutch coil.
3. With the A/Cheater control in the A/C mode and the blower motor at low speed, start the engine and
allow it to run at a normal idle speed.
4. The A/C clutch should engage immediately and the clutch coil supply voltage should be within two volts
of the battery voltage. If the A/C clutch coil supply voltage is OK, go to 5. If the A/C clutch coil supply
voltage is not within two volts of battery voltage, test the A/C clutch coil feed circuit for excessive
voltage drop and repair as necessary.
5. See A/C CLUTCH COIL SPECIFICATIONS for the acceptable A/C clutch coil current draw.
Specifications apply for a work area temperature of 25Â° C (77Â° F). If voltage is more than 12.5 volts,
add electrical loads by turning on electrical accessories until voltage reads below 12.5 volts.
a. If the A/C clutch coil current reading is zero, the coil is open and must be replaced.
b. If the A/C clutch coil current reading is above specifications, the coil is shorted and must be
replaced.
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A/C CLUTCH COIL SPECIFICATIONS
A/C Compressor Coil Resistance Current Draw
Zexel DKS17DS 4.2 Â± 0.2 ohms 3.3 amps @ 11.5 12.5 volts
A/C SYSTEM NOISE
When investigating an A/C system related noise, you must first know the conditions under which the noise
occurs. These conditions include: weather, vehicle speed, transmission in gear or neutral, engine speed, engine
temperature and any other special conditions. Noises that develop during A/C operation can often be
misleading. For example: What sounds like a failed front engine bearing or connecting rod, may be caused by
loose bolts, nuts, mounting brackets or a loose A/C clutch assembly.
Drive belts are speed sensitive. At different engine speeds and depending upon drive belt tension, drive belts
can develop noises that are mistaken for an A/C compressor noise. Improper drive belt tension can cause a
misleading noise when the A/C clutch is engaged, which may not occur when the A/C clutch is disengaged.
Check the accessory drive belt condition and tension as described in COOLING , before beginning this
procedure.
1. Select a quiet area for testing. Duplicate the complaint conditions as much as possible. Turn the A/C
compressor On and Off several times to clearly identify the compressor noise. Listen to the A/C
compressor while the clutch is engaged and disengaged. Probe the A/C compressor with an engine
stethoscope or a long screwdriver with the handle held to your ear to better localize the source of the
noise.
2. Loosen all of the compressor mounting hardware and retighten. Check the A/C clutch retainers. Be
certain that the A/C clutch coil is mounted securely to the A/C compressor and that the clutch plate and
pulley are properly aligned and have the correct air gap. See Heating and Air
Conditioning/Plumbing/COMPRESSOR, A/C Installation.
3. To duplicate highambient temperature conditions (high head pressure), restrict the air flow through the
A/C condenser. Install a manifold gauge set or a scan tool to be certain that the discharge pressure does
not exceed 2760 kPa (400 psi). See Heating and Air Conditioning/Plumbing Standard Procedure.
4. Check the refrigerant system plumbing for incorrect routing, rubbing or interference which can cause
unusual noises. Also check the refrigerant lines and hoses for kinks or sharp bends that will restrict
refrigerant flow, which can cause noises.
5. If the noise is from opening and closing of the high pressure relief valve, recover, evacuate and recharge
the refrigerant system. See Heating and Air Conditioning/Plumbing Standard Procedure.
6. If the high pressure relief valve still does not seat properly, replace the A/C compressor. See Heating and
Air Conditioning/Plumbing/COMPRESSOR, A/C Removal.
Standard Procedure
A/C CLUTCH INSPECTION
NOTE: The A/C clutch can be serviced in the vehicle. The refrigerant system can
remain fullycharged during compressor clutch, pulley and bearing assembly,
or coil replacement.
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Fig. 103: Identifying Compressor Shaft, Clutch Plate & Shim
Examine the friction surfaces of the pulley and the clutch plate (2) for wear. The pulley and clutch plate should
be replaced if there is excessive wear or scoring.
If the friction surfaces are oily, inspect the shaft and nose area of the A/C compressor (1) for refrigerant oil. If
refrigerant oil is found, the compressor shaft seal is leaking and the A/C compressor must be replaced.
Check the pulley bearing for roughness or excessive leakage of grease. Replace the pulley and bearing
assembly, if required.
Removal
A/C CLUTCH
NOTE: The A/C clutch assembly can be serviced with the refrigerant system fully
charged.
NOTE: Typical A/C compressor and clutch assembly shown in illustrations.
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Fig. 104: A/C COMPRESSOR SHAFT BOLT
2. On 2.8L equipped models, remove the air cleaner housing. Refer to Engine/Air Intake System/BODY,
Air Cleaner Removal .
3. On 3.8L equipped models, remove the coolant recovery container. Refer to Cooling/Engine/BOTTLE,
Coolant Recovery Removal .
5. Disconnect the engine wire harness from the A/C clutch coil connector (1) located on the top of the A/C
compressor (5).
6. Remove the screw that secures the connector bracket (2) to the A/C compressor and position the bracket
and wire lead out of the way.
NOTE: A bandtype oil filter wrench or a strap wrench may be used to hold the
clutch plate from turning during compressor shaft bolt removal.
7. Hold the clutch plate (4) from turning and remove the compressor shaft bolt (3).
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Fig. 105: CLUTCH PLATE AND SHIM(S)
CAUTION: Do not pry between the clutch plate and the pulley and bearing assembly
to remove the clutch plate from the compressor shaft as this may damage
the clutch plate.
NOTE: Use care not to lose any clutch shim(s) during removal of the clutch plate,
as they may be reused during the clutch plate installation process.
8. Tap the clutch plate (2) lightly with a plastic mallet to release it from the splines on the compressor shaft
(1) and remove the clutch plate and shim(s) (3).
Fig. 106: PULLEY AND SNAP RING
NOTE: The pulley and bearing assembly can be removed from the compressor by
hand or, if required, with a two jaw puller.
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9. Using A/C Snap Ring Pliers 9764 (1) or equivalent, remove the snap ring (2) that secures the pulley and
bearing assembly (3) to the front of the A/C compressor (4).
10. Remove the pulley and bearing assembly from the front of the A/C compressor. If required, install a two
jaw puller and turn the puller centerbolt clockwise until the pulley and bearing assembly is completely
removed.
Fig. 107: CLUTCH COIL AND SCREWS
11. Remove the three screws (1) that secure the A/C clutch coil (2) to the front of the A/C compressor (3) and
remove the coil.
A/C COMPRESSOR
A/C Receiver Removal. Failure to replace the A/C Receiver Drier can cause
NOTE: The A/C compressor may be removed and repositioned without disconnecting
the refrigerant lines or discharging the refrigerant system. Discharging is not
necessary if servicing the A/C clutch or engine.
NOTE: 2.8L engine shown in illustrations. 3.8L engine similar.
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Fig. 108: 2.8L A/C COMPRESSOR REFRIGERANT LINES
Standard Procedure.
3. On 2.8L equipped models, remove the charge air cooler outlet hose from the throttle body and position
the hose out of the way. Refer to Engine/Turbocharger System/COOLER and HOSES, Charge Air
Removal .
4. On 3.8L equipped models, remove the coolant recovery container. Refer to Cooling/Engine/BOTTLE,
Coolant Recovery Removal .
6. On 2.8L equipped models, remove the generator. Refer to Electrical/Charging/GENERATOR
Removal .
7. Remove the nuts (2) that secure the A/C discharge line (1) and A/C suction line (3) to the A/C
compressor (4).
8. Disconnect the A/C discharge and suction lines from the A/C compressor and remove and discard the O
9. Install plugs in, or tape over the opened refrigerant line fittings and compressor ports and position the
refrigerant lines out of the way.
10. Disconnect the engine wire harness connector (5) from the field coil connector (6).
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Fig. 109: 2.8L A/C COMPRESSOR MOUNTING BOLTS
11. On 2.8L equipped models, remove the splash shield from the left front fender to gain access to the lower
compressor retaining bolt. Refer to Body/Exterior/SHIELD, Splash Removal .
12. Remove the front lower bolt (4) and the rear bolt (3) that secure the A/C compressor (2) to the mounting
bracket.
13. Support the A/C compressor and remove the upper front bolt (1) that secures the A/C compressor to the
mounting bracket and remove the compressor from the engine compartment.
Installation
A/C CLUTCH
NOTE: Typical A/C compressor and clutch assembly shown in illustrations.
Fig. 110: CLUTCH COIL AND SCREWS
1. Align the dowel pin on the back of the A/C clutch coil (2) with the hole in the front of the A/C
compressor (3) and position the coil onto the compressor. Be certain that the A/C clutch coil wire lead is
properly routed so that it is not pinched between the A/C compressor and the coil.
CAUTION: The A/C clutch coil retaining screws must be securely installed or they
may vibrate out, resulting in a clutch failure and severe damage to the A/C
compressor.
2. Install the three screws (1) that secure the A/C clutch coil to the front of the A/C compressor. Tighten the
screws to 5 N.m (44 in. lbs.).
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Fig. 111: CLUTCH PULLEY INSTALLATION
CAUTION: Be certain to position the A/C clutch coil wire lead so that it is not
damaged during A/C compressor pulley and bearing installation.
CAUTION: When installing the pulley and bearing assembly, DO NOT mar the friction
surfaces of the pulley or premature failure of the A/C clutch will result.
3. Install the pulley and bearing assembly (1) onto the front of the A/C compressor. If necessary, tap the
pulley gently with a block of wood (2) placed on the pulley friction surface.
Fig. 112: PULLEY AND SNAP RING
CAUTION: The snap ring must be fully and properly seated in the groove or it will
vibrate out, resulting in a clutch failure and severe damage to the A/C
compressor.
NOTE: 3075 of 4937

NOTE: A new snap ring must be used to secure the pulley and bearing assembly
to the A/C compressor. The bevel side of the snap ring must face outward.
4. Using A/C Snap Ring Pliers 9764 (1) or equivalent, install the snap ring (2) that secures the pulley and
bearing assembly (3) to the front of the A/C compressor (4). Be certain that the snap ring is fully and
properly seated in the groove.
Fig. 113: CLUTCH PLATE AND SHIM(S)
5. If the original clutch plate (2) and pulley and bearing assembly are to be reused, reinstall the original
shim(s) (3) onto the compressor shaft (1). If a new clutch plate and pulley and bearing assembly are being
used, install a trial stack of shims 1.50 mm (0.059 in.) thick onto the compressor shaft.
Fig. 114: A/C COMPRESSOR SHAFT BOLT
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6. Install the clutch plate (4) onto the front of the A/C compressor (5).
7. Install the compressor shaft bolt (3). Tighten the bolt to 20 N.m (177 in. lbs.).
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 correct. Spin the pulley
before performing a final check of the air gap.
NOTE: On models with the clutch plate recessed into the pulley, use a 90Â° wire
gap gauge to measure the clutch air gap. On other models, use a blade
type feeler gauge to measure the air gap.
8. With the clutch plate assembled tight against the shim(s), measure the air gap between the clutch plate
and the pulley and bearing assembly. The air gap should be between 0.30 0.60 mm (0.012 0.024 in.). If
the air gap is not between specifications, add or subtract shims as needed until the correct air gap is
obtained.
CAUTION: Be certain that the A/C clutch coil wire harness is properly routed so that
it is not pinched between the A/C compressor and the coil connector
bracket.
9. Carefully route the A/C clutch coil wire lead and install the connector bracket (2) and retaining screw
onto the A/C compressor. Tighten the screw to 4.3 N.m (38 in. lbs.).
10. Connect the engine wire harness to the A/C clutch coil connector.
12. On 2.8L equipped models, install the air cleaner housing. Refer to Engine/Air Intake System/BODY,
Air Cleaner Installation .
13. On 3.8L equipped models, install the coolant recovery container. Refer to Cooling/Engine/BOTTLE,
Coolant Recovery Installation .
A/C COMPRESSOR
CAUTION: If the A/C compressor is being replaced, be certain to adjust the refrigerant
system oil level. See Heating and Air Conditioning/Plumbing/OIL, Refrigerant
Standard Procedure. Failure to properly adjust the refrigerant oil level will
prevent the A/C system from operating as designed and can cause serious A/C
compressor damage.
A/C Receiver Removal. Failure to replace the A/C Receiver Drier can cause
NOTE: When replacing multiple A/C system components, see REFRIGERANT OIL
CAPACITIES to determine how much oil should be removed from the new A/C
compressor. See Heating and Air Conditioning/Plumbing/OIL, Refrigerant
Standard Procedure.
NOTE: Replacement of the refrigerant line Oring seals and gaskets is required
anytime a refrigerant line is disconnected. Failure to replace the rubber Oring
seals and metal gaskets may result in a refrigerant system leak.
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Fig. 115: 2.8L A/C COMPRESSOR MOUNTING BOLTS
1. If the A/C compressor (2) is being replaced, the refrigerant oil in the old compressor must be first drained
and measured. Then the oil in the new A/C compressor must be drained. Finally, the new compressor
must be refilled with the same amount of new refrigerant oil that was drained out of the old compressor.
When replacing multiple A/C system components, see REFRIGERANT OIL CAPACITIES to
determine how much oil should be added to the refrigerant system. See Heating and Air
Conditioning/Plumbing/OIL, Refrigerant Standard Procedure. Use only refrigerant oil of the type
2. Position the A/C compressor into the engine compartment.
3. Loosely install the three bolts (1, 3 and 4) that secure the A/C compressor to the engine. Tighten each of
the fasteners to 28 N.m (21 ft. lbs.) using the following sequence:
a. The upper bolt at the front of the compressor.
b. The lower bolt at the front of the compressor.
c. The bolt at the rear of the compressor.
4. On 2.8L equipped models, install the splash shield onto the left front fender. Refer to
Body/Exterior/SHIELD, Splash Removal .
Fig. 116: 2.8L A/C COMPRESSOR REFRIGERANT LINES
5. Connect the engine wire harness connector (5) to the A/C coil connector (6).
6. Remove the plugs or tape from the opened refrigerant line fittings and compressor ports.
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7. Lubricate new rubber Oring seals with clean refrigerant oil and install them and new gaskets onto the
discharge and suction line fittings. Use only the specified Orings as they are made of a special material
for the R134a system. Use only refrigerant oil of the type recommended for the A/C compressor in the
vehicle.
8. Connect the A/C discharge line (1) and A/C suction line (3) to the A/C compressor (4).
9. Install the nuts (2) that secure the A/C discharge and suction lines to the A/C compressor. Tighten the
nuts to 23 N.m (17 ft. lbs.).
10. On 2.8L equipped models, install the generator. Refer to Electrical/Charging/GENERATOR
Installation .
12. On 2.8L equipped models, install the charge air cooler oultlet hose to the throttle body. Refer to
Engine/Turbocharger System/COOLER and HOSES, Charge Air Installation .
13. On 3.8L equipped models, install the coolant recovery container. Refer to Cooling/Engine/BOTTLE,
Coolant Recovery Installation .
Procedure.
CONDENSER, A/C
Description
DESCRIPTION
Fig. 117: CONDENSER W/RECEIVER/DRIER/TRANS COOLER
The A/C condenser (1) is located in the front of the engine compartment behind the grille. The A/C condenser
is a heat exchanger that allows the highpressure refrigerant gas being discharged by the A/C compressor to
give up its heat to the air passing over the condenser fins, which causes the refrigerant to cool and change to a
liquid state.
The A/C condenser is equipped with a tapping block for the refrigerant lines (2) and the integral automatic
transmission fluid cooler (3) (when equipped with an automatic transmission), mounting brackets (4) that attach
the condenser to the radiator and a replaceable receiver/drier (5).
The A/C condenser may be removed for service without removing the radiator from the vehicle when equipped
with a manual transmission. When equipped with an automatic transmission, the radiator and condenser must
be removed from the engine compartment as an assembly.
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Operation
OPERATION
When air passes through the fins of the A/C condenser, the highpressure refrigerant gas within the A/C
condenser gives up its heat. The refrigerant then condenses as it leaves the A/C condenser and becomes a high
pressure liquid. The volume of air flowing over the condenser fins is critical to the proper cooling performance
of the A/C system. Therefore, it is important that there are no objects placed in front of the radiator grille
openings at the front of the vehicle or foreign material on the condenser fins that might obstruct proper air flow.
Also, any factoryinstalled air seals or shrouds must be properly reinstalled following radiator or A/C condenser
service.
seals and metal gaskets could result in a refrigerant system leak.
The A/C condenser has no serviceable parts except for the Oring seals and gaskets. The Oring seals used on
the connections are made from a special type of rubber not affected by R134a refrigerant. The Oring seals and
gaskets must be replaced whenever a refrigerant line is disconnected from the A/C condenser.
The A/C condenser cannot be repaired and must be replaced if leaking or damaged.
Removal
REMOVAL
NOTE: Before removing the A/C condenser, note the location of each of the radiator
and condenser air seals. These seals are used to direct air through the A/C
condenser and the radiator. The air seals must be reinstalled in their proper
locations in order for the A/C and engine cooling systems to perform as
designed.
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Fig. 118: REFRIGERATOR LINES TO CONDENSER
Standard Procedure.
3. Remove the coolant recovery container. Refer to Cooling/Engine/BOTTLE, Coolant Recovery
Removal .
4. If equipped with 2.8L Diesel engine, disconnect the air outlet hose from the Charge Air Cooler (CAC)
and position the hose out of the way. Refer to Engine/Turbocharger System/COOLER and HOSES,
Charge Air Removal .
5. Remove the nuts (3 and 5) that secure the A/C discharge line (2) and A/C liquid line (4) to the A/C
condenser (1).
6. Disconnect the A/C discharge and liquid lines from the A/C condenser and remove and discard the O
7. Install plugs in, or tape over the opened refrigerant line fittings and condenser ports.
Fig. 119: A/C CONDENSER
NOTE: Illustration shown with A/C condenser removed for clarity.
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9. Remove the cooling fan and fan shroud. Refer to Cooling/Engine/FAN, Cooling Removal .
10. If equipped with 2.8L Diesel engine, remove the four bolts that secure the CAC to the front of the
radiator. Refer to Engine/Turbocharger System/COOLER and HOSES, Charge Air Removal .
11. If equipped with manual transmission:
a. Remove the two bolts that secure the radiator to the upper radiator support.
b. Carefully lift and position the radiator rearward to provide clearance for the lower condenser
mounting brackets and the refrigerant line tapping block (2).
c. Remove the five bolts (3) that secure the A/C condenser to the radiator.
d. Lift the A/C condenser out of the engine compartment.
12. If equipped with automatic transmission:
a. Remove the radiator and A/C condenser as an assembly and place it on a workbench. Refer to
Cooling/Engine/RADIATOR, Engine Cooling Removal .
b. Remove the five bolts (3) that secure the A/C condenser to the radiator.
c. Separate the A/C condenser from the radiator.
d. Lift the A/C condenser out from the front of the engine compartment.
e. If required, remove the bolt (4) that secures the transmission cooler line adapter (5) to the left side
of the automatic transmission fluid cooler (6).
13. If required, remove the A/C receiver/drier (7) from the side of the A/C condenser. See Heating and Air
Conditioning/Plumbing/DRIER, A/C Receiver Removal.
Installation
INSTALLATION
CAUTION: Be certain to adjust the refrigerant oil level when servicing the A/C refrigerant
system. See Heating and Air Conditioning/Plumbing/OIL, Refrigerant Standard
Procedure. Failure to properly adjust the refrigerant oil level will prevent the
A/C system from operating as designed and can cause serious A/C compressor
damage.
CAPACITIES to determine how much oil should be added to the refrigerant
Procedure.
NOTE: If the A/C condenser is being replaced, add 60 milliliters (2 fluid ounces) of
refrigerant oil to the refrigerant system. Use only refrigerant oil of the type
anytime a refrigerant line disconnected. Failure to replace the rubber Oring
seals and metal gaskets may result in a refrigerant system leak.
NOTE: Be certain that each of the radiator and condenser air seals are installed in their
proper locations. These air seals are required for the A/C and engine cooling
systems to perform as designed.
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Fig. 120: A/C CONDENSER
NOTE: Illustration shown with A/C condenser removed for clarity.
1. If required, install the A/C receiver/drier (7) onto the right side of the A/C condenser (1). See Heating
and Air Conditioning/Plumbing/DRIER, A/C Receiver Installation.
2. If equipped with manual transmission:
a. Carefully push the top of the radiator rearward to provide clearance.
b. Position the A/C condenser to the front of the radiator.
c. Install the five retaining bolts (3). Tighten the bolts to 5 N.m (45 in. lbs.).
d. Position the radiator to the radiator support and install the two retaining bolts. Tighten the bolts
securely.
3. If equipped with automatic transmission:
a. If required, install the automatic transmission cooler line adapter (5) using new Orings, to the left
side of the automatic transmission fluid cooler (6). Install and tighten the retaining bolt (4)
securely.
b. Position the A/C condenser to the front of the radiator on the workbench.
c. Install the five retaining bolts (3). Tighten the bolts to 5 N.m (45 in. lbs.).
d. install the radiator and A/C condenser as an assembly. Refer to Cooling/Engine/RADIATOR,
Engine Cooling Installation .
4. If equipped with 2.8L Diesel engine, install the four bolts that secure the Charge Air Cooler (CAC) to the
front of the radiator. Refer to Engine/Turbocharger System/COOLER and HOSES, Charge Air
Installation .
5. Install the cooling fan and fan shroud. Refer to Cooling/Engine/FAN, Cooling Installation .
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Fig. 121: REFRIGERATOR LINES TO CONDENSER
7. Remove the tape or plugs from the opened refrigerant line fittings and condenser ports.
8. Lubricate a new rubber Oring seals with clean refrigerant oil and install them and new gaskets onto the
refrigerant line fittings. Use only the specified Oring seals as they are made of a special material for the
R134a system. Use only refrigerant oil of the type recommended for the A/C compressor in the vehicle.
9. Connect the A/C discharge line (2) and the A/C liquid line (4) to the A/C condenser (1). Install the
retaining nuts (3 and 5). Tighten the nuts to 23 N.m (17 ft. lbs.).
10. If equipped with 2.8L Diesel engine, connect the air outlet hose to the CAC. Refer to
Engine/Turbocharger System/COOLER and HOSES, Charge Air Installation .
11. Install the coolant recovery container. Refer to Cooling/Engine/BOTTLE, Coolant Recovery
Installation .
14. If the A/C condenser is being replaced, add 60 milliliters (2 fluid ounces) of refrigerant oil to the
refrigerant system. When replacing multiple A/C system components, see REFRIGERANT OIL
CAPACITIES to determine how much oil should be added to the refrigerant system. See Heating and
Air Conditioning/Plumbing/OIL, Refrigerant Standard Procedure. Use only refrigerant oil of the
type recommended for the A/C compressor in the vehicle.
16. If equipped with automatic transmission, check the automatic transmission fluid level and fill as required.
CORE, HEATER
Description
DESCRIPTION
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The heater core (1) is mounted in the HVAC air distribution housing, located behind the instrument panel. The
heater core is a heat exchanger made of rows of tubes and fins. The heater core tubes (2) are secured to the
heater core by use of crimped fittings (3) and to the HVAC housing by a removable flange.
The heater core tubes are not serviced separately from the heater core. The HVAC housing assembly must be
removed from the vehicle to service the heater core and tubes.
Operation
OPERATION
Engine coolant is circulated through the heater hoses to the heater core at all times. As the coolant flows
through the heater core, heat is removed from the engine and is transferred to the heater core tubes and fins. Air
directed through the heater core picks up the heat from the heater core fins. The blendair door allows control of
the heater output air temperature by regulating the amount of air flowing through the heater core. The blower
motor speed controls the volume of air flowing through the HVAC housing.
The heater core cannot be repaired and it must be replaced if inoperative, leaking or damaged.
Removal
REMOVAL
or fatal injury.
NOTE: 3085 of 4937

similar.
2. Remove the floor distribution duct from the passenger side of the air distribution housing. See Heating
and Air Conditioning/Distribution/DUCT, Floor Distribution Removal.
replaced.
3. Remove the foam seal (1) from the flange (4) located on the front of the HVAC housing (2).
4. Remove the screw (3) that secures the flange to the HVAC housing and remove the flange.
5. Remove the screw (1) that secures the bracket (2) retaining the heater core tubes (3) to the passenger side
of the air distribution housing (5) and remove the bracket.
6. Carefully pull the heater core (4) out of the side of the air distribution housing.
Installation
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INSTALLATION
similar.
NOTE: If the foam seals for the heater core are deformed or damaged, they must be
replaced.
1. Carefully install the heater core (4) into the passenger side of the air distribution housing (5).
2. Install the retaining bracket (2) and the screw (1) that secures the heater core tubes (3) to the air
distribution housing. Tighten the screw to 1.2 N.m (10 in. lbs.)
3. Position the flange (4) to the front of the HVAC housing (2).
4. Install the screw (3) that secures the flange to the HVAC housing. Tighten the screw to 1.2 N.m (10 in.
lbs.).
replaced.
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6. Install the floor distribution duct onto the passenger side of the air distribution housing. See Heating and
Air Conditioning/Distribution/DUCT, Floor Distribution Installation.
HVAC Installation.
CORE, SERVICE PORT VALVE
Description
DESCRIPTION
Fig. 127: REFRIGERANT SYSTEM SERVICE PORTS
Refrigerant system service ports are used to recover, recycle, evacuate, charge and test the A/C refrigerant
system. Unique sizes are used on the two service ports for the R134a refrigerant system to ensure the system is
not accidentally contaminated with R12 refrigerant or by service equipment used for R12 refrigerant.
The high side service port (1) is located on the A/C liquid line (2) near the left front of the engine compartment.
The low side service port (3) is located on the A/C suction line (4) near the A/C expansion valve at the dash
panel. Both the high side and low side A/C service port valve cores are serviceable.
NOTE: The protective cap aids in service port sealing and helps protects the
refrigerant system from contamination. Remember to always reinstall the
protective cap onto the service port when refrigerant system service is
complete.
Each of the service ports has a threaded plastic protective cap installed over it from the factory. The service port
caps are serviceable items.
Removal
REMOVAL
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follow these instructions may result in serious or fatal injury.
Fig. 128: Identifying A/C Service Port Components
NOTE: Typical A/C service port shown in illustration.
1. Remove the protective cap (1) from the service port (2).
Standard Procedure.
3. Using a Schradertype valve core tool, remove the valve core (3) from the service port.
4. Install a plug in, or tape over the opened service port(s).
Installation
INSTALLATION
Fig. 129: Identifying A/C Service Port Components
NOTE: Typical A/C service port shown in illustration.
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1. Lubricate the valve core (3) with clean refrigerant oil prior to installation. Use only refrigerant oil of the
2. Remove the tape or plug from the service port (2).
CAUTION: Damage may result to a service port valve core if the valve core is not fully
seated in the A/C service port. Such damage can result in a loss of
refrigerant.
3. Install and tighten the valve core into the service port(s) using a Schrader type valve core tool.
Procedure.
NOTE: The protective cap helps aid in service port sealing and helps protect the
refrigerant system from contamination. Remember to always reinstall the
protective cap onto the service port when refrigerant system service is
complete.
5. Install the protective cap (1) onto the service port.
DRIER, A/C RECEIVER
Description
DESCRIPTION
Fig. 130: RECEIVER/DRIER
The A/C receiver/drier (1) stores unnecessary refrigerant, filters the refrigerant, helps remove moisture from the
refrigerant and retains any refrigerant vapor that may leave the A/C condenser (2) until it becomes a liquid. The
A/C receiver/drier is installed on the highside of the A/C system and is connected directly to the right end of
the A/C condenser by a bolt (3). The A/C receiver/drier can be serviced separately from the A/C condenser.
Operation
OPERATION
The A/C receiver/drier performs a filtering action to prevent foreign material in the refrigerant from
contaminating the A/C expansion valve. Refrigerant enters the A/C receiver/drier as a highpressure, low
temperature liquid. Desiccant inside the A/C receiver/drier absorbs any moisture which may have entered and
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become trapped within the refrigerant system. In addition, during periods of high demand operation of the A/C
system, the A/C receiver/drier acts as a reservoir to store surplus refrigerant.
The A/C receiver/drier has no serviceable parts except for the Oring seals. The Oring seals used on the
connections are made from a special type of rubber not affected by R134a refrigerant. The Oring seals must
be replaced whenever the A/C receiver/drier is removed.
The A/C receiver/drier cannot be repaired and must be replaced if leaking or damaged, or if an internal failure
of the A/C compressor has occurred.
Removal
REMOVAL
NOTE: Illustration shown with A/C condenser removed from vehicle for clarity.
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Standard Procedure.
4. Remove the bolt (3) that secures the A/C receiver/drier (1) to the right side A/C condenser (2).
5. Disconnect the A/C receiver/drier from the A/C condenser and remove and discard the Oring seals.
6. Install plugs in, or tape over the opened receiver/drier fittings and the condenser ports.
Installation
INSTALLATION
damage.
Procedure.
NOTE: If only the A/C receiver/drier is being replaced, add 30 milliliters (1 fluid ounce)
of refrigerant oil to the refrigerant system. Use only refrigerant oil of the type
NOTE: Illustration shown with A/C condenser removed from vehicle for clarity.
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1. Remove the tape or plugs from the receiver/drier fittings and the condenser ports.
2. Lubricate new Oring seals with clean refrigerant oil and install them onto the receiver/drier fittings. Use
only the specified Orings as they are made of a special material for the R134a system. Use only
refrigerant oil of the type recommended for the A/C compressor in the vehicle.
3. Connect the receiver/drier (1) to the right end of the A/C condenser (2).
4. Install the bolt (3) that secures the receiver/drier to the A/C condenser. Tighten the bolt to 22 N.m (16 ft.
lbs.).
8. Add 30 milliliters (1 fluid ounce) of refrigerant oil to the refrigerant system. See Heating and Air
Conditioning/Plumbing/OIL, Refrigerant Standard Procedure.
EVAPORATOR, A/C
Description
DESCRIPTION
Fig. 133: A/C EVAPORATOR
The A/C evaporator (1) is located within the HVAC housing, behind the instrument panel. The A/C evaporator
and insulator (2) are positioned in the HVAC housing so that all air entering the housing must pass over the
evaporator fins before it is distributed through the heatingA/C system ducts and outlets. However, air passing
over the evaporator fins will only be conditioned when the A/C compressor is engaged and circulating
refrigerant through the A/C evaporator.
The A/C evaporator tubes (4) are connected and sealed to the A/C expansion valve by use of rubber Orings
and a tapping block (3).
The A/C evaporator can only be serviced by removing and disassembling the HVAC housing.
Operation
OPERATION
3093 of 4937
Refrigerant enters the A/C evaporator from the A/C expansion valve as a lowtemperature, lowpressure
mixture of liquid and gas. As air flows over the fins of the A/C evaporator, the humidity in the air condenses on
the fins and the heat from the air is absorbed by the refrigerant. Heat absorption causes the refrigerant to boil
and vaporize. The refrigerant becomes a lowpressure gas when it leaves the A/C evaporator.
The A/C evaporator has no serviceable parts except for the Oring seals. The Oring seals used on the
connections are made from a special type of rubber not affected by R134a refrigerant. The Oring seals must
be replaced whenever an A/C expansion valve is removed from the A/C evaporator.
The A/C evaporator cannot be repaired and must be replaced if leaking or damaged.
Removal
REMOVAL
or fatal injury.
similar.
3094 of 4937
2. Remove the air distribution housing from the HVAC housing. See Heating and Air
3. Remove the A/C expansion valve from the A/C evaporator. See Heating and Air
Conditioning/Plumbing/VALVE, A/C Expansion Removal.
replaced.
4. Remove the foam seal (2) from the flange (3) located on the top of the HVAC housing (4).
5. Remove the four screws (1) that secure the flange to the HVAC housing and remove the flange.
be replaced.
6. Carefully remove the A/C evaporator (1) and its insulator (2) from the HVAC housing (3).
Installation
INSTALLATION
damage.
Procedure.
NOTE: If only the A/C evaporator is being replaced, add 50 milliliters (1.7 fluid ounces)
of refrigerant oil to the refrigerant system. Use only refrigerant oil of the type
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NOTE: Make sure that the evaporator drain within the HVAC housing is clean and
unrestricted and that the insulator is properly positioned.
NOTE: If the foam insulator for the evaporator is deformed or damaged, it must be
replaced.
1. Install the A/C evaporator (1) into the HVAC housing (3). Make sure that the evaporator drain within the
HVAC housing is clean and unrestricted and that the insulator (2) around the A/C evaporator is properly
positioned.
2. Install the flange (3) onto the top of the HVAC housing (4).
3. Install the four screws (1) that secure the flange to the HVAC housing. Tighten the screws to 1.2 N.m (10
in lbs.).
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replaced.
5. Install the A/C expansion valve onto the A/C evaporator. See Heating and Air
Conditioning/Plumbing/VALVE, A/C Expansion Installation.
6. Install the air distribution housing onto the HVAC housing. See Heating and Air
HVAC Installation.
8. If the A/C evaporator is being replaced, add 50 milliliters (1.7 fluid ounces) of refrigerant oil to the
refrigerant system. When replacing multiple A/C system components, see REFRIGERANT OIL
CAPACITIES to determine how much oil should be added to the refrigerant system. See Heating and
Air Conditioning/Plumbing/OIL, Refrigerant Standard Procedure. Use only refrigerant oil of the
LINE, A/C DISCHARGE
Removal
REMOVAL
Fig. 138: DISCHARGE LINE
NOTE: 3.8L engine shown. 2.8L engine similar.
Standard Procedure.
3. Disconnect the engine wire harness connector (4) from the A/C pressure transducer (5) located on the
A/C discharge line (2) near the A/C compressor (6).
4. If required, remove the A/C pressure transducer from the A/C discharge line and remove and discard the
Oring seal.
3097 of 4937
5. On 2.8L diesel engines, disconnect the air intake hose from the throttle body and position the hose out of
the way.
6. Remove the nuts (3) that secure the A/C discharge line to the A/C condenser (1) and A/C compressor.
7. Disconnect the A/C liquid line from the A/C condenser and A/C compressor and remove and discard the
Oring seals and gaskets.
8. Install plugs in, or tape over the opened discharge line fittings and condenser and compressor ports.
Installation
INSTALLATION
damage.
Procedure.
Fig. 139: DISCHARGE LINE
NOTE: 3.8L engine shown. 2.8L engine similar.
1. Position the A/C discharge line (2) into the engine compartment.
2. Remove the tape or plugs from the discharge line fittings and the condenser and compressor ports.
3. Lubricate new rubber Oring seals with clean refrigerant oil and install them and new gaskets onto the
discharge line fittings. Use only the specified Orings as they are made of a special material for the R
134a system. Use only refrigerant oil of the type recommended for the A/C compressor in the vehicle.
4. Connect the A/C discharge line to the A/C condenser (1) and A/C compressor (6).
3098 of 4937
5. Install the nuts (3) that secure the A/C discharge line to the A/C condenser and the A/C compressor.
Tighten the nuts to 23 N.m (17 ft. lbs.).
6. On 2.8L diesel engines, reconnect the air intake hose to the throttle body.
7. If removed, install the A/C pressure transducer (5) onto the A/C discharge line using a new Oring seal.
Tighten the A/C pressure transducer securely.
8. Connect the wire harness connector (4) to the A/C pressure transducer.
11. Adjust the refrigerant oil level. See Heating and Air Conditioning/Plumbing/OIL, Refrigerant
Standard Procedure.
LINE, A/C LIQUID
Removal
REMOVAL
Standard Procedure.
valve (1).
ring seals.
5. If required remove the retaining bracket (4) that secures the A/C liquid line to the A/C suction line and
separate the liquid line from the suction line.
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Fig. 141: LIQUID LINE TO CONDENSER
6. On 2.8L equipped models, disconnect the air intake hose from the throttle body and position the hose out
of the way.
7. Remove the nut (2) that secures the A/C liquid line (1) to the tapping block of the A/C condenser (3)
located in the left front of the engine compartment.
8. Disconnect the A/C liquid line from the A/C condenser and remove and discard the Oring seal and
gasket.
9. Install plugs in, or tape over the opened suction and liquid line fittings and the condenser and expansion
valve ports.
Installation
INSTALLATION
damage.
Procedure.
3100 of 4937
Fig. 142: LIQUID LINE TO CONDENSER
1. Position the A/C liquid line (1) into the engine compartment.
2. Remove the tape or plugs from the opened suction and liquid line fittings and the condenser and
expansion valve ports.
3. Lubricate a new rubber Oring seals with clean refrigerant oil and install them and a new gasket onto the
suction and liquid line fittings. Use only the specified Oring seals as they are made of a special material
vehicle.
4. Connect the A/C liquid line to the A/C condenser (3) and install the retaining nut (2). Tighten the nut to
23 N.m (17 ft. lbs.).
5. If removed, install the A/C liquid line (3) into the tapping block of the A/C suction line (5).
6. On 2.8L equipped models, connect the air intake hose to the throttle body.
7. Connect the A/C liquid line and A/C suction line to the A/C expansion valve (1) and install the retaining
nut (2). Tighten the nut to 8 N.m (70 in. lbs.).
8. If removed, install the bracket (4) that secures the A/C liquid line to the A/C suction line.
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Standard Procedure.
LINE, A/C SUCTION
Removal
REMOVAL
Standard Procedure.
valve (1).
ring seals.
5. If required, remove the retaining bracket (4) that secures the A/C liquid line to the A/C suction line and
separate the liquid line from the suction line.
3102 of 4937
Fig. 145: SUCTION LINE TO COMPRESSOR
6. On 2.8L diesel engines, disconnect the air intake hose from the throttle body and position the hose out of
the way.
7. Remove the nut (1) that secures the A/C suction line (2) to the A/C compressor (3).
8. Disconnect the A/C suction line from the A/C compressor and remove and discard the Oring seal and
gasket.
9. Install plugs in, or tape over the opened liquid and suction line fittings and the compressor and expansion
valve ports.
Installation
INSTALLATION
damage.
Procedure.
3103 of 4937
Fig. 146: SUCTION LINE TO COMPRESSOR
1. Position the A/C suction line (2) into the engine compartment.
2. Remove the tape or plugs from the opened liquid and suction line fittings and the compressor and
3. Lubricate new rubber Oring seals with clean refrigerant oil and install them and a new gasket onto the
liquid and suction line fittings. Use only the specified Oring seals as they are made of a special material
vehicle.
4. Connect the A/C suction line to the A/C compressor (3) and install the retaining nut (1). Tighten the nut
to 23 N.m (17 ft. lbs.).
5. On 2.8L diesel engines, reconnect the air intake hose to the throttle body.
6. If removed, install the A/C liquid line (3) into the tapping block of the A/C suction line (5).
7. Connect the A/C liquid line and A/C suction line to the A/C expansion valve (1) and install the retaining
nut (2). Tighten the nut to 8 N.m (70 in. lbs.).
8. If removed, install the bracket (4) that secures the A/C liquid line to the A/C suction line.
3104 of 4937
Standard Procedure.
OIL, REFRIGERANT
Standard Procedure
REFRIGERANT OIL LEVEL
When an A/C system is assembled at the factory, all components except the A/C compressor are refrigerant oil
free. After the refrigerant system has been charged and operated, the refrigerant oil in the A/C compressor is
dispersed throughout the refrigerant system. The receiver/drier, A/C evaporator, A/C condenser and the A/C
compressor will each retain a significant amount of the needed refrigerant oil.
It is important to have the correct amount of refrigerant oil in the A/C system. This ensures proper lubrication
of the A/C compressor. Too little oil will result in damage to the A/C compressor, while too much oil will
reduce the cooling capacity of the A/C system and consequently result in higher discharge air temperatures.
CAUTION: The Zexel DKS17DS A/C compressor used in this vehicle is designed to use
VC46 PAG refrigerant oil. Only refrigerant oil of the same type should be used
to service the R134a A/C system. Do not use any other refrigerant oil. The oil
container should be kept tightly capped until it is ready for use and then tightly
capped after use to prevent contamination from dirt and moisture. Refrigerant
oil will quickly absorb any moisture it comes in contact with, therefore, special
effort must be used to keep all R134a system components moisturefree.
Moisture in the refrigerant oil is very difficult to remove and will cause a
reliability problem with the A/C compressor.
NOTE: Most reclaim/recycling equipment will measure the lubricant being removed
during recovery. This amount of lubricant should be added back into the
system. Refer to the reclaim/recycling equipment manufacturers instructions.
It will not be necessary to check the oil level in the A/C compressor or to add oil, unless there has been an oil
loss. An oil loss may occur due to a rupture or leak from a refrigerant line, a connector fitting, a component, or
a component seal. If a leak occurs, add 30 milliliters (1 fluid ounce) of refrigerant oil to the refrigerant system
after the repair has been made. Refrigerant oil loss will be evident at the leak point by the presence of a wet,
shiny surface around the leak.
Refrigerant oil must be added when an A/C condenser, A/C evaporator or A/C receiver/drier is replaced. See
REFRIGERANT OIL CAPACITIES
The refrigerant oil level in a new A/C compressor must first be adjusted prior to compressor installation. See
Compressor Drain Procedure.
REFRIGERANT OIL CAPACITIES
Component Name ml. oz.
Total System Fill 150 ml. 5.0 oz.
A/C Condenser 60 ml. 2.0 oz.
A/C Evaporator 60 ml. 2.0 oz.
A/C Receiver/Drier 30 ml. 1.0 oz.
A/C Compressor Drain and measure the oil from the old A/C compressor.
See Compressor Drain Procedure.
COMPRESSOR OIL DRAIN PROCEDURE

CAUTION: Be certain to adjust the refrigerant system oil level when replacing an A/C
compressor. Failure to properly drain and measure the refrigerant oil from the
A/C compressor can prevent the A/C system from operating as designed and
cause serious compressor damage.
The A/C compressor is filled with refrigerant oil from the factory. Use the following procedure to drain and
measure refrigerant oil from the A/C compressor.
1. Drain all of the refrigerant oil from the old A/C compressor into a clean measured container.
2. Drain all of the refrigerant oil from the new A/C compressor into a clean measured container.
3. Refill the new A/C compressor with the same amount of refrigerant oil that was drained out of the old
compressor. Use only clean refrigerant oil of the type recommended for the A/C compressor in the
vehicle.
4. Install the new A/C compressor onto the engine. See Heating and Air
Conditioning/Plumbing/COMPRESSOR, A/C Installation.
REFRIGERANT
Specifications
REFRIGERANT CHARGE CAPACITY
REFRIGERANT CHARGE CAPACITY
Application Capacity
All models 0.51 kg (1.125 lbs.)
VALVE, A/C EXPANSION
Description
DESCRIPTION
Fig. 148: A/C EXPANSION VALVE
The A/C expansion valve controls the amount of refrigerant entering the A/C evaporator. The A/C expansion
valve is of a thermostatic expansion valve (TXV) design and consists of an aluminum Hvalve type body (1)
with an inlet port (2), outlet port (3) and an integral thermal sensor (4).
The A/C expansion valve is located between the A/C refrigerant lines and the A/C evaporator in the engine
compartment.
Operation
3106 of 4937
OPERATION
The A/C expansion valve controls the highpressure, low temperature liquid refrigerant from the A/C liquid line
and converts it into a lowpressure, lowtemperature mixture of liquid and gas before it enters the A/C
evaporator. A mechanical sensor in the A/C expansion valve monitors the temperature and pressure of the
refrigerant leaving the A/C evaporator through the A/C suction line, and adjusts the orifice size at the liquid line
port to let the proper amount of refrigerant into the evaporator to meet the vehicle A/C cooling requirements.
Controlling the refrigerant flow through the A/C evaporator ensures that none of the refrigerant leaving the A/C
evaporator is still in a liquid state, which could damage the A/C compressor.
NOTE: Replacement of the refrigerant line Oring seals is required anytime a
refrigerant line is disconnected from the expansion valve. Failure to replace the
rubber Oring seals could result in a refrigerant system leak.
The A/C expansion valve is factory calibrated and cannot be adjusted or repaired and must be replaced if
inoperative or damaged.
A/C EXPANSION VALVE
NOTE: The A/C expansion valve should only be tested following testing of the A/C
compressor.
NOTE: Liquid CO2 is required to test the A/C expansion valve. This material is
available from most welding supply facilities. Liquid CO2 is also available from
companies which service and sell fire extinguishers.
When testing the A/C expansion valve, the work area and the vehicle temperature must be 21Â° to 27Â° C
(70Â° to 85Â° F). To test the expansion valve:
1. Connect a charging station or manifold gauge set to the refrigerant system service ports. Verify the
refrigerant charge level.
2. Close all doors, windows and vents to the passenger compartment.
3. Set the A/Cheater controls so that the A/C compressor is operating, the temperature control is in the
highest temperature position, the modeair doors is directing air output to the floor and the blower motor
operating is operating at the highest speed.
4. Start the engine and allow it to idle. After the engine has reached normal operating temperature, allow the
passenger compartment to heat up. This will create the need for maximum refrigerant flow into the A/C
evaporator.
5. If the refrigerant charge is sufficient, the discharge (high pressure) gauge should read 827 kPa to 1655
kPa (120 psi to 240 psi). The suction (low pressure) gauge should read 207 kPa to 345 kPa (30 psi to 50
psi). If OK, go to 6. If not OK, replace the inoperative A/C expansion valve.
WARNING: Protect the skin and eyes from exposure to liquid CO2 or personal injury
can result.
6. If the suction (low pressure) gauge reads within the specified range, freeze the A/C expansion valve for
30 seconds using liquid CO2 or another suitable supercold material.Do not spray R134a or R12
refrigerant on the A/C expansion valve for this test. The suction (low pressure) gauge reading should
drop by 69 kPa (10 psi). If OK, go to 7. If not OK, replace the inoperative A/C expansion valve.
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7. Allow the expansion valve control head to thaw. The suction (low pressure) gauge reading should
stabilize at 207 kPa to 345 kPa (30 psi to 50 psi). If not OK, replace the inoperative A/C expansion valve.
8. When the expansion valve testing is complete, test the overall A/C system performance. See Heating
and Air Conditioning Diagnosis and Testing.
Removal
REMOVAL
Standard Procedure.
valve (1).
4. Disconnect the A/C liquid and suction lines from the A/C expansion valve, remove and discard the O
ring seals and position the refrigerant lines out of the way.
3108 of 4937
Fig. 150: EXPANSION VALVE
5. Remove the two bolts (3) that secure the A/C expansion valve (2) to the evaporator tube tapping block
(1).
6. Remove the A/C expansion valve from the evaporator tube tapping block and remove and discard the O
ring seals.
7. Install plugs in, or tape over the opened refrigerant line and evaporator tube fittings and all expansion
valve ports.
Installation
INSTALLATION
damage.
Procedure.
3109 of 4937
Fig. 151: EXPANSION VALVE
1. Remove the tape or plugs from the opened refrigerant lines and evaporator tube fittings and all of the
2. Lubricate new Oring seals with clean refrigerant oil and install them onto the refrigerant line and
evaporator tube fittings. Use only the specified Orings as they are made of a special material for the R
134a system. Use only refrigerant oil of the type recommended for the A/C compressor in the vehicle.
3. Install the A/C expansion valve (2) onto the evaporator tube tapping block (1).
4. Install the two bolts (3) that secure the A/C expansion valve to the evaporator tube tapping block. Tighten
the bolts to 11 N.m (97 in. lbs.).
5. Connect the A/C liquid line (3) and A/C suction line (5) to the A/C expansion valve (1) and install the
retaining nut (2). Tighten the nut to 8 N.m (70 in. lbs.).
Standard Procedure.
3110 of 4937
CABIN HEATER
RELAY, HEATER UNIT
Description
DESCRIPTION
Fig. 153: STANDARD ISOTYPE RELAY
Three relays (1) are used for the electric positive temperature coefficient (PTC) heater system when equipped
with the 2.8L diesel engine. The relays are International Standards Organization (ISO)type relays. Relays
conforming to the ISO specifications have common physical dimensions, current capacities, terminal functions
and patterns (2). The PTC relays are electromechanical devices that switch fused battery current directly to the
heating elements of the PTC heater unit. The PTC relays are energized by control circuits of the totally
integrated power module (TIPM).
The PTC relays are located in the diesel accessory fuse/relay blocks at the rear of the engine compartment.
Removal
REMOVAL
3111 of 4937
Fig. 154: PTC RELAYS 1 AND 2
2. Remove the positive temperature coefficient (PTC) relays number 1 and 2 (1) as necessary from the
diesel accessory fuse/relay block (2) located at the inner right front fender (3).
Fig. 155: PTC RELAY 3
3. Remove the PTC relay number 3 (1) as necessary from the diesel accessory fuse/relay block (2) located
at the inner left front fender (3).
Installation
INSTALLATION
Fig. 156: PTC RELAYS 1 AND 2
3112 of 4937
1. Position the positive temperature coefficient (PTC) relays number 1 and 2 (1) as necessary into the proper
receptacle of the diesel accessory fuse/relay block (2) located on the inner right front fender (3).
2. Align the PTC relay terminals with the terminal cavities in the fuse/relay block and push down firmly on
each relay until the terminals are fully seated.
Fig. 157: PTC RELAY 3
3. Position the PTC relay number 3 (1) as necessary into the proper receptacle of the diesel accessory
fuse/relay block (2) located on the inner left front fender (3).
4. Align the PTC relay terminals with the terminal cavities in the fuse/relay block and push down firmly on
the relay until the terminals are fully seated.
UNIT, HEATER
Description
DESCRIPTION
Fig. 158: POSITIVE TEMPERATURE COEFFICIENT (PTC) HEATER
NOTE: 3113 of 4937

An electric positive temperature coefficient (PTC) heater unit (1) is used on vehicles when equipped with the
2.8L diesel engine. The PTC heater unit aids in passenger compartment heating by compensating for the lower
engine coolant temperatures produced by the diesel engine. The PTC heater unit is mounted in the HVAC air
distribution housing, downstream of the heater core and is controlled by the diesel engine control module
(ECM) and the totally integrated power module (TIPM) through two relays in diesel accessory fuse/relay block
located below the left front fender.
The PTC heater consists of a molded plastic mounting plate (2) with an integral wire connector receptacle (3).
Concealed behind the mounting plate are four heating elements with fins (4) that transfer the heat produced by
the PTC heater to the conditioned air flowing within the air distribution housing. Two retaining tabs (5) are
molded onto the opposite end of the heater unit to support the heater unit inside the air distribution housing.
The PTC heater unit is connected to the vehicle electrical system through the instrument panel wire harness.
The PTC heater unit is accessed for service from underneath the instrument panel.
Operation
OPERATION
The Positive Temperature Coefficient (PTC) heater unit dissipates 1 kW of electrical power through 4 heating
bars. The Totally Integrated Power Module (TIPM) operates the three relays for the PTC heater unit. The PTC
heater unit is split into two "banks". Each bank is driven separately based on alternator load. This allows for
lower inrush current and optimum battery charging. After a bank has been turned on, another bank can only be
turned on 10 seconds after the previous. On average, the PTC banks are not switched more than 25 times for
each vehicle start. Electrical power output is between 9001050 W.
The control system for the PTC heater unit is diagnosed using a scan tool. Prior to replacing a PTC heater unit,
check for any Diagnostic Trouble Codes (DTCs) related to the Cabin Compartment Node (CCN), Engine
Control Module (ECM), TIPM and heatingA/C system.
The PTC heater unit cannot be adjusted or repaired and must be replaced if inoperative or damaged.
POSITIVE TEMPERATURE COEFFICIENT (PTC) HEATER UNIT
or fatal injury.
NOTE: See the appropriate Wiring Information for circuit descriptions and diagrams.
Wiring Information includes wiring diagrams, proper wire and connector repair
procedures, further details on wire harness routing and retention as well as pin
out and location views for the various wire harness connectors, splices and
grounds.
Prior to replacing the Positive Temperature Coefficient (PTC) heater unit, check for any Diagnostic Trouble
Codes (DTCs) related to the Engine Control Module (ECM), Totally Integrated Power Module (TIPM) and the
heatingA/C system and repair as necessary.
2. Disconnect the wire harness connector from the PTC heater unit. See Heating and Air
Conditioning/Cabin Heater/UNIT, Heater Removal.
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3. Using an ohmmeter, check for continuity between all of the PTC heater unit terminals. In each case there
should be continuity. If OK, repair the wire harness circuits between the PTC heater unit and the TIPM. If
NOT OK, replace the PTC heater unit.
Removal
REMOVAL
follow the warnings and cautions may result in possible serious or fatal injury.
or fatal injury.
Fig. 159: PTC HEATER CONNECTOR
NOTE: PTC heater shown removed from distribution housing for clarity.
2. Remove the instrument panel. Refer to Body/Instrument Panel/PANEL, Instrument Removal .
NOTE: To disconnect the wire harness connector from the heater unit, pull
downward on the connector lock while pulling the connector away from
the heater unit.
3. Disengage the wire connector lock (2) that secures the wire harness connector (1) to the positive
temperature coefficient (PTC) heater unit (3) located on the left side of the HVAC air distribution housing
and disconnect the connector from the heater.
3115 of 4937
Fig. 160: PTC HEATER UNIT
4. Remove the two screws (1) that secure the PTC heater unit (2) to the left side of the HVAC air
distribution housing (3).
5. Carefully remove the PTC heater unit from the air distribution housing by pulling it straight out of the
housing.
Installation
INSTALLATION
Fig. 161: PTC HEATER UNIT
1. Carefully install the positive temperature coefficient (PTC) heater unit (2) into the left side of the HVAC
air distribution housing (3). Make sure to position the two locator tabs on the end of the heater unit into
the molded locator indentations on the right side of the air distribution housing.
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2. Install the two screws (1) that secure the PTC heater unit to the air distribution housing. Tighten the
Fig. 162: PTC HEATER CONNECTOR
NOTE: PTC heater shown removed from distribution housing for clarity.
3. Connect the wire harness connector (1) to the PTC heater unit (3) while pushing upward on the connector
lock (2). Make sure the wire harness connector and lock are fully engaged.
3117 of 4937
Back To Article
2010 RESTRAINTS
Electrical Diagnostics Wrangler
DTC Description
B1B00 DRIVER AIRBAG SQUIB 1 CIRCUIT LOW
B1B01 DRIVER AIRBAG SQUIB 1 CIRCUIT HIGH
B1B02 DRIVER AIRBAG SQUIB 1 CIRCUIT OPEN
B1B03 DRIVER AIRBAG SQUIB 1 CIRCUIT SHORTED TOGETHER
B1B05 DRIVER AIRBAG SQUIB 2 CIRCUIT HIGH
B1B06 DRIVER AIRBAG SQUIB 2 CIRCUIT OPEN
B1B07 DRIVER AIRBAG SQUIB 2 CIRCUIT SHORTED TOGETHER
B1B08 PASSENGER AIRBAG SQUIB 1 CIRCUIT LOW
B1B09 PASSENGER AIRBAG SQUIB 1 CIRCUIT HIGH
B1B0A PASSENGER AIRBAG SQUIB 1 CIRCUIT OPEN
B1B0B PASSENGER AIRBAG SQUIB 1 CIRCUIT SHORTED TOGETHER
B1B0C PASSENGER AIRBAG SQUIB 2 CIRCUIT LOW
B1B0D PASSENGER AIRBAG SQUIB 2 CIRCUIT HIGH
B1B0E PASSENGER AIRBAG SQUIB 2 CIRCUIT OPEN
B1B0F PASSENGER AIRBAG SQUIB 2 CIRCUIT SHORTED TOGETHER
B1B70 UPFRONT LEFT SATELLITE ACCELERATION SENSOR INTERNAL
B1B71 UPFRONT RIGHT SATELLITE ACCELERATION SENSOR INTERNAL
B1B72 LEFT SIDE SATELLITE ACCELERATION SENSOR 1 INTERNAL
B1B75 RIGHT SIDE SATELLITE ACCELERATION SENSOR 1 INTERNAL
B1B8D DRIVER SEAT TRACK POSITION SENSOR CIRCUIT LOW
B1B8E DRIVER SEAT TRACK POSITION SENSOR CIRCUIT HIGH
B1B8F DRIVER SEAT TRACK POSITION SENSOR CIRCUIT OPEN
B1BA5 AIRBAG SQUIB CONFIGURATION MISMATCH
B1BAA OCCUPANT CLASSIFICATION MODULE CONFIGURATION MISMATCH
B1BC7 DEPLOYMENT DATA RECORD FULL
B1C27 LEFT SIDE SEAT THORAX SQUIB 1 LOW
B1C28 LEFT SIDE SEAT THORAX SQUIB 1 HIGH
B1C29 LEFT SIDE SEAT THORAX SQUIB 1 OPEN
B1C2A LEFT SIDE SEAT THORAX SQUIB 1 SHORTED TOGETHER
B1C2B RIGHT SIDE SEAT THORAX SQUIB 1 LOW
B1C2C RIGHT SIDE SEAT THORAX SQUIB 1 HIGH
B1C2D RIGHT SIDE SEAT THORAX SQUIB 1 OPEN
B1C2E RIGHT SIDE SEAT THORAX SQUIB 1 SHORTED TOGETHER
B1C38 1ST ROW DRIVER RETRACTOR PRETENSIONER CIRCUIT LOW
B1C39 1ST ROW DRIVER RETRACTOR PRETENSIONER CIRCUIT HIGH
B1C3A 1ST ROW DRIVER RETRACTOR PRETENSIONER CIRCUIT OPEN
B1C3B 1ST ROW DRIVER RETRACTOR PRETENSIONER CIRCUIT SHORTED
TOGETHER
B1C47 1ST ROW PASSENGER RETRACTOR PRETENSIONER CIRCUIT LOW
B1C48 1ST ROW PASSENGER RETRACTOR PRETENSIONER CIRCUIT HIGH
3118 of 4937
B1C49 1ST ROW PASSENGER RETRACTOR PRETENSIONER CIRCUIT OPEN
B1C4A 1ST ROW PASSENGER RETRACTOR PRETENSIONER CIRCUIT
SHORTED TOGETHER
B212C IGNITION RUN/START INPUT CIRCUIT OPEN
B212D IGNITION RUN ONLY INPUT CIRCUIT OPEN
B2201 CALIBRATION MISMATCH
B2205 ORIGINAL VIN MISSING/MISMATCH
B2207 OCCUPANT RESTRAINT CONTROLLER INTERNAL 1
B220A OCCUPANT RESTRAINT CONTROLLER INTERNAL 4
B220B OCCUPANT RESTRAINT CONTROLLER FIRING STORED ENERGY
B220C OCCUPANT RESTRAINT CONTROLLER ACCELEROMETER 1
INTERNAL
B220D OCCUPANT RESTRAINT CONTROLLER ACCELEROMETER 2
INTERNAL
B222A VEHICLE LINE MISMATCH
B223B VEHICLE CONFIGURATION MISMATCH
U0001 CAN C BUS
U0114 LOST COMMUNICATION WITH FINAL DRIVE MODULE (FDCM)(ASBS)
U0121 LOST COMMUNICATION WITH ANTILOCK BRAKE SYSTEM (ABS)
CONTROL MODULE
U0126 LOST COMMUNICATION WITH STEERING ANGLE SENSOR (SAS)
U0167 LOST COMMUNICATION WITH INTRUSION TRANSCEIVER CONTROL
MODULE
U0168 LOST COMMUNICATION WITH VEHICLE SECURITY CONTROL
MODULE (SKREEM/WCM)
U0170 LOST COMMUNICATION W/UPFRONT LEFT SATELLITE
ACCELERATION SENSOR
U0171 LOST COMMUNICATION W/UPFRONT RIGHT SATELLITE
ACCELERATION SENSOR
U0172 LOST COMMUNICATION W/LEFT SIDE SATELLITE ACCELERATION
SENSOR 1
U0175 LOST COMMUNICATION W/RIGHT SIDE SATELLITE ACCELERATION
SENSOR 1
U1159 LOST COMMUNICATION WITH AUTOMATIC SWAY BAR SYSTEM
(ASBS) (FDCM) MODULE
U1414 IMPLAUSIBLE/MISSING ECU CONFIGURATION DATA
U1415 IMPLAUSIBLE/MISSING VEHICLE CONFIGURATION DATA
DTC B1B00: DRIVER AIRBAG SQUIB 1 CIRCUIT LOW
Circuit Schematic
3119 of 4937
Fig. 1: Driver Airbag Squib 1 Circuit Schematic
Additional Wiring
3120 of 4937
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The Occupant Restraint Controller (ORC) monitors the resistance of the Driver Squib 1 circuits. The
ORC will set this DTC if it detects low resistance on the Driver Squib 1 circuits.
Possible Causes
Possible Causes
(R43) DRIVER SQUIB 1 LINE 2 CIRCUIT SHORTED TO GROUND
(R45) DRIVER SQUIB 1 LINE 1 CIRCUIT SHORTED TO GROUND
CLOCKSPRING
DRIVER AIRBAG
1. DETERMINE ACTIVE OR STORED DTC
NOTE: Make sure that the battery is fully charged.
NOTE: The scan tool, SRS Load Tool Kit 8443A, and DVOM are required to
perform the following test.
Select ACTIVE or STORED DTC:
ACTIVE DTC
Go to step 2
STORED DTC
Go to step 5
2. CHECK FOR SHORTED SQUIB CIRCUITS IN DRIVER AIRBAG
3121 of 4937
Fig. 2: Checking For Shorted Squib Circuits In Driver Airbag
1. Disconnect the Driver Airbag Squib connectors.
WARNING: Do not place an intact nondeployed airbag face down on a hard
surface, the airbag propels into the air if accidentally deployed.
Failure to follow these instructions may result in possible serious or
fatal injury.
NOTE: Check connectors Clean and repair as necessary.
2. Connect the SRS Load Tool Kit 8443A and SRS Load Tool Jumper 84431 to the Driver Airbag
Squib connectors.
3122 of 4937
3. With the scan tool, read the active ORC DTCs.
Does the scan tool display: B1B00DRIVER AIRBAG SQUIB 1 CIRCUIT LOW?
Yes
Go to step 3
No
Replace the Driver Airbag in accordance with the Service Information.
WARNING: Turn the ignition off, disconnect the 12volt battery and wait two
minutes before proceeding. Failure to follow these instructions
Perform the AIRBAG SYSTEM VERIFICATION TEST. See DTCBased
Diagnostics/CONTROLLER, Occupant Restraint (ORC) Standard Procedure.
3. CHECK THE CLOCKSPRING SQUIB CIRCUITS FOR A SHORT TO GROUND
3123 of 4937
Fig. 3: Checking Clockspring Squib Circuits
1. Disconnect the SRS Load Tool Kit 8443A and SRS Load Tool Jumper 84431 from the Driver
Airbag Squib connectors.
3. Connect the SRS Load Tool Kit 8443A and SRS Load Tool Jumper 844319 to the Clockspring C4
connector.

Does the scan tool display: B1B00DRIVER AIRBAG SQUIB 1 CIRCUIT LOW?
Yes
Go to step 4
No
4. CHECK (R43) DRIVER SQUIB 1 LINE 2 CIRCUIT AND (R45) DRIVER SQUIB 1 LINE 1
CIRCUIT FOR A SHORT TO GROUND
3125 of 4937
Fig. 4: Measuring Resistance Of Driver Squib 1 Line 1 Circuit & Driver Squib 1 Line 2 Circuit
1. Disconnect the SRS Load Tool Kit 8443A and Jumper from the Clockspring C4 connector.
2. Disconnect the ORC connectors.
3. Connect the SRS Load Tool Adaptor 844332L to the ORC connectors.
NOTE: The IP Harness is always connected to the right side (C1) of the
844332L Adaptor.
4. Measure the resistance of the (R43) Driver Squib 1 Line 2 circuit between the SRS Load Tool
Adaptor 844332L cavity C16 and ground.
5. Measure the resistance of the (R45) Driver Squib 1 Line 1 circuit between Adapter 844332L
cavity C15 and ground.
3126 of 4937
Yes
Repair the Driver Squib 1 circuits with resistance below 10K Ohms for a short to ground.
No
Replace the Occupant Restraint Controller in accordance with the Service Information.
WARNING: If the Occupant Restraint Controller (ORC) is dropped at any
time, it must be replaced. Failure to follow these instructions
5. CHECKING STORED OR INTERMITTENT CODES
NOTE: Diagnose and repair all active codes before diagnosing stored codes. See
DTCBased Diagnostics/CONTROLLER, Occupant Restraint (ORC)
Diagnosis and Testing for a complete list of airbag system diagnostic
procedures.
1. With the scan tool, record and erase all Airbag System Module DTCs.
2. Using the wiring diagram/schematic as a guide, inspect the related wiring and connectors for
chafed, pierced, pinched, and partially broken wires, and for broken, bent, pushed out, corroded,
and contaminated terminals. Repair as necessary.
3. Reconnect all disconnected components and harness connectors.
4. With the scan tool, monitor for active codes while performing the following:
Wiggle the wiring harness and connectors of the related airbag circuit.
Continue the test until either a code becomes active or the problem area is isolated.
5. In the previous steps you have attempted to recreate the conditions responsible for setting the DTC
in question/causing the intermittent condition.
Are any ACTIVE DTCs present?
Yes
See DTCBased Diagnostics/CONTROLLER, Occupant Restraint (ORC) Diagnosis
and Testing and perform the appropriate diagnostic procedure.
No
No problem found at this time. Erase all codes before returning the vehicle to the customer.
3127 of 4937
DTC B1B01: DRIVER AIRBAG SQUIB 1 CIRCUIT HIGH
Circuit Schematic
3128 of 4937
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The Occupant Restraint Controller (ORC) monitors the voltage on the Driver Squib 1 circuits. The ORC
will set this DTC if it detects voltage on the Driver Squib 1 circuits.
Possible Causes
Possible Causes
(R43) DRIVER SQUIB 1 LINE 2 CIRCUIT SHORTED TO BATTERY
CLOCKSPRING
DRIVER AIRBAG
ACTIVE DTC
Go to step 2
STORED DTC
Go to step 5
3129 of 4937
fatal injury.
Squib connectors.
3130 of 4937
Does the scan tool display B1B01DRIVER AIRBAG SQUIB 1 CIRCUIT HIGH DTC?
Yes
Go to step 3
No
3. CHECK THE CLOCKSPRING SQUIB CIRCUITS FOR A SHORT TO BATTERY
3131 of 4937
connector.

Yes
Go to step 4
No
CIRCUIT FOR A SHORT TO BATTERY
3133 of 4937
Fig. 8: Measuring Voltage Of Driver Squib 1 Line 1 Circuit & Driver Squib 1 Line 2 Circuit
1. Disconnect the SRS Load Tool Kit 8443A and SRS Jumper Tool Jumper 844319 from the
Clockspring C4 connector.
Adaptor 844332L.
3134 of 4937
4. Measure the voltage of the (R43) Driver Squib 1 Line 2 circuit between the SRS Load Tool
Adapter 844332L cavity C16 and ground.
5. Measure the voltage of the (R45) Driver Squib 1 Line 1 circuit between the SRS Load Tool
Adapter 844332L cavity C15 and ground.
Is there any voltage present for either measurement?
Yes
Repair the Driver Squib 1 circuits with voltage present for a short to battery.
No
procedures.
3135 of 4937
Yes
No
DTC B1B02: DRIVER AIRBAG SQUIB 1 CIRCUIT OPEN
Circuit Schematic
3136 of 4937
Additional Wiring
3137 of 4937
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
ORC will set this DTC if it detects an open or high resistance on the Driver Squib 1 circuits.
Possible Causes
Possible Causes
(R43) DRIVER SQUIB 1 LINE 2 CIRCUIT OPEN
CLOCKSPRING
DRIVER AIRBAG
ACTIVE DTC
Go to step 2
STORED DTC
Go to step 6
2. CHECK FOR OPEN SQUIB CIRCUITS IN DRIVER AIRBAG
3138 of 4937
fatal injury.
Squib connectors.
3139 of 4937
Does the scan tool display: B1B02DRIVER AIRBAG SQUIB 1 CIRCUIT OPEN?
Yes
Go to step 3
No
3. CHECK THE CLOCKSPRING SQUIB CIRCUITS FOR AN OPEN
3140 of 4937
connector.

Does the scan tool display: B1B02DRIVER AIRBAG SQUIB 1 CIRCUIT OPEN?
Yes
Go to step 4
No
4. CHECK (R43) DRIVER SQUIB 1 LINE 2 CIRCUIT FOR AN OPEN
3142 of 4937
Fig. 12: Measuring Resistance Of Driver Squib 1 Line 2 Circuit
1. Disconnect the SRS Load Tool Kit 8443A and SRS Load Tool Jumper 844319 from the
Adaptor 844332L.
4. Measure the resistance of the (R43) Driver Squib 1 Line 2 circuit between the Clockspring C4
connector cavity 4 and the SRS Load Tool Adaptor 844332L cavity C16.
3143 of 4937
Yes
Go to step 5
No
Repair the (R43) Driver Squib 1 Line 2 circuit for an open.
Yes
3144 of 4937
Replace the ORC in accordance with Service Information.
No
procedures.
Yes
No
DTC B1B03: DRIVER AIRBAG SQUIB 1 CIRCUIT SHORTED TOGETHER
Circuit Schematic
3145 of 4937
Additional Wiring
3146 of 4937
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
ORC will set this DTC if it detects low resistance between the Driver Squib 1 circuits.
Possible Causes
Possible Causes
(R43) DRIVER SQUIB 1 LINE 2 CIRCUIT SHORTED TO THE (R45) DRIVER SQUIB 1 LINE 1
CIRCUIT
CLOCKSPRING
DRIVER AIRBAG
ACTIVE DTC
Go to step 2
STORED DTC
Go to step 5
3147 of 4937
WARNING: Do not place an intact nondeployed airbag face down on a hard surface,
the airbag propels into the air if accidentally deployed. Failure to follow
Squib connectors.
3148 of 4937
Does the scan tool display: B1B03DRIVER AIRBAG SQUIB 1 CIRCUIT SHORTED
TOGETHER?
Yes
Go to step 3
No
3. CHECK CLOCKSPRING SQUIB CIRCUITS FOR A SHORT TOGETHER
3149 of 4937
connector.

Does the scan tool display: B1B03DRIVER AIRBAG SQUIB 1 CIRCUIT SHORTED
TOGETHER?
Yes
Go to step 4
No
4. CHECK (R43) DRIVER SQUIB 1 LINE 2 CIRCUIT FOR A SHORT TO (R45) DRIVER SQUIB 1
LINE 1 CIRCUIT
3151 of 4937
Fig. 17: Measuring Resistance Between Driver Squib 1 Line 2 Circuit & Driver Squib 1 Line 1
Circuit
Adaptor 844332L.
4. Measure the resistance between the (R43) Driver Squib 1 Line 2 circuit and the (R45) Driver Squib
1 Line 1 circuit at the SRS Load Tool Adaptor 844332L cavities C16 and C15.
3152 of 4937
Yes
Repair the (R43) Driver Squib 1 Line 2 circuit for a short to the (R45) Driver Squib 1 Line 1
circuit.
No
Replace the Occupant Restraint Controller in accordance with Service Information.
procedures.
Yes
No
3153 of 4937
Circuit Schematic
3154 of 4937
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
Possible Causes
(R63) DRIVER SQUIB 2 LINE 1 CIRCUIT OR (R61) DRIVER SQUIB 2 LINE 2 CIRCUIT
SHORTED TO GROUND
CLOCKSPRING
DRIVER AIRBAG
ACTIVE DTC
Go to step 2
STORED DTC
Go to step 5
3155 of 4937
fatal injury.
Squib connectors.
3156 of 4937
Does the scan tool display B1B04DRIVER AIRBAG SQUIB 2 CIRCUIT LOW DTC?
Yes
Go to step 3
No
3157 of 4937
1. Disconnect the SRS Load Tool Jumper 84431 from the Driver Airbag Squib connectors.
connector.
3158 of 4937
Yes
Go to step 4
No
3159 of 4937
Adaptor 844332L.
4. Measure the resistance of the (R63) Driver Squib 2 Line 1 circuit between ground and the SRS
Load Tool Adaptor 844332L cavity C18.
3160 of 4937
Yes
No
procedures.
Yes
3161 of 4937
No
Circuit Schematic
3162 of 4937
Additional Wiring
3163 of 4937
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
Possible Causes
(R63) DRIVER SQUIB 2 LINE 1 CIRCUIT OR (R61) DRIVER SQUIB 2 LINE 2 CIRCUIT
SHORTED TO GROUND
CLOCKSPRING
DRIVER AIRBAG
ACTIVE DTC
Go to step 2
STORED DTC
Go to step 5
3164 of 4937
fatal injury.
Squib connectors.
3165 of 4937
Yes
Go to step 3
No
3166 of 4937
1. Disconnect the SRS Load Tool Jumper 84431 from the Driver Airbag Squib connectors.
connector.
3167 of 4937
Yes
Go to step 4
No
3168 of 4937
Adaptor 844332L.
3169 of 4937
Yes
No
procedures.
Yes
3170 of 4937
No
DTC B1B05: DRIVER AIRBAG SQUIB 2 CIRCUIT HIGH
Circuit Schematic
3171 of 4937
Additional Wiring
3172 of 4937
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The Occupant Restraint Controller (ORC) monitors the voltage on the Driver Squib 2 circuits. The ORC
will set this DTC if it detects voltage on the Driver Squib 2 circuits.
Possible Causes
Possible Causes
CLOCKSPRING
DRIVER AIRBAG
NOTE: The scan tool, SRS Load Tool Kit 8443A and DVOM are required to
2. With the scan tool, read the active ORC DTC.
ACTIVE DTC
Go to step 2
STORED DTC
Go to step 5
3173 of 4937
fatal injury.
Squib connectors.
3174 of 4937
Yes
Go to step 3
No
3. CHECK THE CLOCKSPRING SQUIB CIRCUITS FOR A SHORT TO BATTERY
3175 of 4937
connector.

Yes
Go to step 4
No
3177 of 4937
Fig. 29: Measuring Voltage Of Driver Squib 2 Line 1 Circuit & Driver Squib 2 Line 2 Circuit
Adaptor 844332L.
3178 of 4937
4. Measure the voltage of the (R63) Driver Squib 2 Line 1 circuit between the Adaptor 844332L
5. Measure the voltage of the (R61) Driver Squib 2 Line 2 circuit between the Adaptor 844332L
Is there any voltage present for either measurement?
Yes
Repair the Driver Squib 2 circuits with voltage present for a short to battery.
No
procedures.
1. With the scan tool, record and erase all Airbag System Module DTC.
3179 of 4937
in question / causing the intermittent condition.
Are any ACTIVE DTC present?
Yes
No
DTC B1B06: DRIVER AIRBAG SQUIB 2 CIRCUIT OPEN
Circuit Schematic
3180 of 4937
Additional Wiring
3181 of 4937
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
ORC will set this DTC if it detects an open or high resistance on the Driver Squib 2 circuits.
Possible Causes
Possible Causes
CLOCKSPRING
DRIVER AIRBAG
ACTIVE DTC
Go to step 2
STORED DTC
Go to step 6
2. CHECK FOR OPEN SQUIB CIRCUITS IN DRIVER AIRBAG
3182 of 4937
fatal injury.
Squib connectors.
3183 of 4937
Does the scan tool display B1B06DRIVER AIRBAG SQUIB 2 CIRCUIT OPEN DTC?
Yes
Go to step 3
No
3. CHECK THE CLOCKSPRING SQUIB CIRCUITS FOR AN OPEN
3184 of 4937
connector.

Does the scan tool display B1B06DRIVER AIRBAG SQUIB 2 CIRCUIT OPEN DTC?
Yes
Go to step 4
No
3186 of 4937
Adaptor 844332L.
3187 of 4937
Yes
Go to step 5
No
3188 of 4937
Yes
No
procedures.
Yes
No
DTC B1B07: DRIVER AIRBAG SQUIB 2 CIRCUIT SHORTED TOGETHER
3189 of 4937
Circuit Schematic
3190 of 4937
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
ORC will set this DTC if it detects low resistance between the Driver Squib 2 circuits.
Possible Causes
Possible Causes
(R63) DRIVER SQUIB 2 LINE 1 CIRCUIT SHORTED TO THE (R61) DRIVER SQUIB 2 LINE 2
CIRCUIT
CLOCKSPRING
DRIVER AIRBAG
NOTE: The scan tool, SRS Airbag Load Tool Kit 8443A and DVOM are required to
ACTIVE DTC
Go to step 2
STORED DTC
Go to step 5
3191 of 4937
WARNING: Do not place an intact nondeployed airbag face down on a hard surface,
the airbag propels into the air if accidentally deployed. Failure to follow
2. Connect the Load Tool 8443A and Jumper 84431 to the Driver Airbag Squib connectors.
3192 of 4937
Does the scan tool display B1B07DRIVER AIRBAG SQUIB 2 CIRCUIT SHORTED
TOGETHER DTC?
Yes
Go to step 3
No
3. CHECK THE CLOCKSPRING SQUIB CIRCUITS FOR A SHORT TOGETHER
3193 of 4937
1. Disconnect the Load Tool 8443A and Jumper 84431 from the Driver Airbag Squib connectors.
3. Connect the 8443A Load Tool and 844319 Jumper to the Clockspring C4 connector.
3194 of 4937
Does the scan tool display B1B07DRIVER AIRBAG SQUIB 2 CIRCUIT SHORTED
TOGETHER DTC?
Yes
Go to step 4
No
4. CHECK (R63) DRIVER SQUIB 2 LINE 1 CIRCUIT FOR A SHORT TO THE (R61) DRIVER
SQUIB 2 LINE 2 CIRCUIT
Fig. 38: Measuring Resistance Between Driver Squib 2 Line 1 Circuit Cavity 1 & Driver Squib 2
Line 2 Circuit Cavity 2
3195 of 4937
1. Disconnect the Load Tool 8443A and Jumper 84431 from the Clockspring connector.
3. Connect the ORC Adaptor 844332L to the ORC connectors.
4. Measure the resistance between the (R63) Driver Squib 2 Line 1 circuit cavity 1 and the (R61)
Driver Squib 2 Line 2 circuit cavity 2 in the SCM C4 connector.
Yes
Repair the (R63) Driver Squib 2 Line 1 circuit for a short to the (R61) Driver Squib 2 Line 2
circuit.
No
procedures.
3196 of 4937
Yes
No
DTC B1B08: PASSENGER AIRBAG SQUIB 1 CIRCUIT LOW
Circuit Schematic
3197 of 4937
Fig. 39: Passenger Airbag Squib 1 Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The Occupant Restraint Controller (ORC) monitors the resistance of the Passenger Squib 1 circuits. The
ORC will set this DTC if it detects low resistance on the Passenger Squib 1 circuits.
3198 of 4937
Possible Causes
Possible Causes
(R42) PASSENGER SQUIB 1 LINE 2 CIRCUIT SHORTED TO GROUND
PASSENGER AIRBAG
ACTIVE DTC
Go to step 2
STORED DTC
Go to step 4
2. CHECK FOR SHORTED SQUIB CIRCUITS IN PASSENGER AIRBAG
3199 of 4937
Fig. 40: Checking Passenger Airbag Squib Circuit
1. Disconnect the Passenger Airbag Squib connectors.
fatal injury.
2. Connect the SRS Load Tool Kit 8443A and SRS Load Tool Jumper 84438 to the Passenger Airbag
Squib connectors.
3200 of 4937
Does the scan tool display B1B08PASSENGER AIRBAG SQUIB 1 CIRCUIT LOW DTC?
Yes
Go to step 3
No
Replace the Passenger Airbag in accordance with the Service Information.
3. CHECK (R42) PASSENGER SQUIB 1 LINE 2 CIRCUIT AND (R44) PASSENGER SQUIB 1
LINE 1 CIRCUIT FOR A SHORT TO GROUND
3201 of 4937
Fig. 41: Measuring Resistance Of Passenger Squib 1 Line 1 Circuit & Passenger Squib 1 Line 2
Circuit
1. Disconnect the SRS Load Tool Kit 8443A from the Passenger Airbag Squib connector.
4. Measure the resistance of the (R42) Passenger Squib 1 Line 2 circuit between the SRS Load Tool
3202 of 4937
Is the resistance below 10K Ohms on either circuit?
Yes
Repair the Passenger Squib 1 circuits with resistance below 10K Ohms for a short to ground.
No
procedures.
Yes
No
3203 of 4937
DTC B1B09: PASSENGER AIRBAG SQUIB 1 CIRCUIT HIGH
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
3204 of 4937
The Occupant Restraint Controller (ORC) monitors the voltage on the Passenger Squib 1 circuits. The
ORC will set this DTC if it detects voltage on the Passenger Squib 1 circuits.
Possible Causes
Possible Causes
(R42) PASSENGER SQUIB 1 LINE 2 CIRCUIT SHORTED TO BATTERY
PASSENGER AIRBAG
ACTIVE DTC
Go to step 2
STORED DTC
Go to step 4
3205 of 4937
fatal injury.
Squib connectors.
3206 of 4937
Does the scan tool display: B1B09PASSENGER AIRBAG SQUIB 1 CIRCUIT HIGH?
Yes
Go to step 3
No
LINE 1 CIRCUIT FOR A SHORT TO BATTERY
3207 of 4937
Fig. 44: Measuring Voltage Of Passenger Squib 1 Line 1 Circuit & Passenger Squib 1 Line 2
Circuit
1. Disconnect the SRS Load Tool Kit 8443A and SRS Load Tool Jumper 84438 from the Passenger
Adapter 844332L.

4. Measure the voltage of the (R42) Passenger Squib 1 Line 2 circuit between the SRS Load Tool
Is there any voltage present on either circuit?
Yes
Repair the Passenger Squib 1 circuits with voltage present for short to battery.
No
procedures.
3209 of 4937
Yes
No
DTC B1B0A: PASSENGER AIRBAG SQUIB 1 CIRCUIT OPEN
Circuit Schematic
3210 of 4937
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
ORC will set this DTC if it detects an open or high resistance on the Passenger Squib 1 circuits.
3211 of 4937
Possible Causes
Possible Causes
(R42) PASSENGER SQUIB 1 LINE 2 CIRCUIT OPEN
PASSENGER AIRBAG
ACTIVE DTC
Go to step 2
STORED DTC
Go to step 5
2. CHECK FOR OPEN SQUIB CIRCUITS IN PASSENGER AIRBAG
3212 of 4937
Squib connectors.
3213 of 4937
Does the scan tool display: B1B0APASSENGER AIRBAG SQUIB 1 CIRCUIT OPEN?
Yes
Go to step 3
No
3. CHECK (R42) PASSENGER SQUIB 1 LINE 2 CIRCUIT FOR AN OPEN
Fig. 47: Measuring Resistance Of Passenger Squib 1 Line 2

Adapter 844332L.
4. Measure the resistance of the (R42) Passenger Squib 1 Line 2 between the Passenger Airbag Squib
connector circuit cavity 1 and the SRS Load Tool Adaptor 844332L cavity C12.
Yes
Go to step 4
No
Repair the (R42) Passenger Squib 1 Line 2 circuit for an open.
3215 of 4937
Fig. 48: Measuring Resistance Of Passenger Squib 1 Line 1 Circuit
1. Measure the resistance of the (R44) Passenger Squib 1 Line 1 circuit between the Passenger Airbag
Squib connector circuit cavity 2 and the SRS Load Tool Adaptor 844332L cavity C11.
Yes
No
3216 of 4937
procedures.
Yes
No
DTC B1B0B: PASSENGER AIRBAG SQUIB 1 CIRCUIT SHORTED TOGETHER
Circuit Schematic
3217 of 4937
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
ORC will set this DTC if it detects low resistance between the Passenger Squib 1 circuits.
3218 of 4937
Possible Causes
Possible Causes
(R42) PASSENGER SQUIB 1 LINE 2 CIRCUIT SHORTED TO THE (R44) PASSENGER SQUIB 1
LINE 1 CIRCUIT
PASSENGER AIRBAG
ACTIVE DTC
Go to step 2
STORED DTC
Go to step 4
3219 of 4937
Squib connectors.
3220 of 4937
Does the scan tool display: B1B0BPASSENGER AIRBAG SQUIB 1 CIRCUIT SHORTED
TOGETHER?
Yes
Go to step 3
No
3. CHECK (R42) PASSENGER SQUIB 1 LINE 2 CIRCUIT FOR A SHORT TO (R44) PASSENGER
3221 of 4937
Fig. 51: Measuring Resistance Between Passenger Squib 1 Line 2 Circuit Cavity C12 & Passenger
Squib 1 Line 1 Circuit Cavity C11
Adapter 844332L.
4. Measure the resistance between the (R42) Passenger Squib 1 Line 2 circuit cavity C12 and the
(R44) Passenger Squib 1 Line 1 circuit cavity C11 at the SRS Load Tool Adaptor 844332L.
Yes
Repair the (R42) Passenger Squib 1 Line 2 circuit for a short to the (R44) Passenger Squib 1
Line 1 circuit.
No
Replace the ORC in accordance with the Service Information.
procedures.
3222 of 4937
Yes
No
DTC B1B0C: PASSENGER AIRBAG SQUIB 2 CIRCUIT LOW
Circuit Schematic
3223 of 4937
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
ORC will set this DTC if it detects low resistance on the Passenger Squib 2 circuits.
3224 of 4937
Possible Causes
Possible Causes
PASSENGER AIRBAG
ACTIVE DTC
Go to step 2
STORED DTC
Go to step 4
3225 of 4937
fatal injury.
Squib connectors.
3226 of 4937
Does the scan tool display B1B0CPASSENGER AIRBAG SQUIB 2 CIRCUIT LOW DTC?
Yes
Go to step 3
No
LINE 2 CIRCUIT FOR A SHORT TO GROUND
3227 of 4937
Fig. 54: Measuring Resistance Of Passenger Squib 2 Line 1 Circuit & Passenger Squib 2 Line 2
Circuit
5. Measure the resistance of the (R62) Passenger Squib 2 Line 2 circuit between SRS Load Tool
3228 of 4937
Yes
Repair the Passenger Squib 2 circuits with resistance below 10k Ohms a short to ground.
No
procedures.
Yes
No
3229 of 4937
DTC B1B0D: PASSENGER AIRBAG SQUIB 2 CIRCUIT HIGH
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
3230 of 4937
The Occupant Restraint Controller (ORC) monitors the voltage of the Passenger Squib 2 circuits. The
ORC will set this DTC if it detects voltage on the Passenger Squib 2 circuits.
Possible Causes
Possible Causes
PASSENGER AIRBAG
ACTIVE DTC
Go to step 2
STORED DTC
Go to step 4
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fatal injury.
Squib connectors.
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Does the scan tool display B1B0DPASSENGER AIRBAG SQUIB 2 CIRCUIT HIGH DTC?
Yes
Go to step 3
No
LINE 2 CIRCUIT FOR A SHORT TO BATTERY
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Fig. 57: Measuring Voltage Of Passenger Squib 2 Line 1 Circuit & Passenger Squib 2 Line 2
Circuit
Yes
Repair the Passenger Squib 2 circuits with voltage present for a short to battery.
No
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Yes
No
DTC B1B0E: PASSENGER AIRBAG SQUIB 2 CIRCUIT OPEN
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
ORC will set this DTC if it detects an open or high resistance on the Passenger Squib 2 circuits.
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Possible Causes
Possible Causes
PASSENGER AIRBAG
ACTIVE DTC
Go to step 2
STORED DTC
Go to step 5
2. CHECK FOR OPEN SQUIB CIRCUITS IN PASSENGER AIRBAG
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fatal injury.
Squib connectors.
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Does the scan tool display B1B0EPASSENGER AIRBAG SQUIB 2 CIRCUIT OPEN DTC?
Yes
Go to step 3
No
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Adapter 844332L.
Squib connector cavity 2 and the SRS Load Tool Adaptor 844332L cavity C14.
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Yes
Go To 4
No
Squib connector cavity 1 and the SRS Load Tool Adaptor 844332L cavity C13.
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Yes
No
Yes
No
DTC B1B0F: PASSENGER AIRBAG SQUIB 2 CIRCUIT SHORTED TOGETHER
Circuit Schematic
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Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
ORC will set this DTC if it detects low resistance between the Passenger Squib 2 circuits.
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Possible Causes
Possible Causes
(R64) PASSENGER SQUIB 2 LINE 1 CIRCUIT SHORTED TO THE (R62) PASSENGER SQUIB 2
LINE 2 CIRCUIT
PASSENGER AIRBAG
ACTIVE DTC
Go to step 2
STORED DTC
Go to step 4
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fatal injury.
Squib connectors.
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Does the scan tool display B1B0FPASSENGER AIRBAG SQUIB 2 CIRCUIT SHORTED
TOGETHER DTC?
Yes
Go to step 3
No
3. CHECK (R64) PASSENGER SQUIB 2 LINE 1 CIRCUIT FOR A SHORT TO (R62) PASSENGER
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Fig. 64: Measuring Resistance Between Passenger Squib 2 Line 1 Circuit & Passenger Squib 2 Line
2 Circuit
1. Disconnect the SRS Load Tool Adaptor 8443A and SRS Load Tool Jumper 84438 from the
Passenger Airbag Squib connectors.
Adaptor 844332L.
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4. Measure the resistance between the (R64) Passenger Squib 2 Line 1 circuit and the (R62)
Passenger Squib 2 Line 2 circuit at the SRS Load Tool Adaptor 844332L cavities C13 and C14.
Yes
Repair the (R64) Passenger Squib 2 Line 1 circuit for a short to the (R62) Passenger Squib 2
Line 2 circuit.
No
Yes
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No
DTC B1B70: UPFRONT LEFT SATELLITE ACCELERATION SENSOR INTERNAL
Circuit Schematic
Fig. 65: UpFront Left Satellite Acceleration Sensor Internal Circuit Schematic
Additional Wiring
Theory Of Operation
Each front sensor is secured with a screw to the back of the front end module carrier on either side of the
cooling module and inboard of the headlamp within the engine compartment. Impact sensors perform their own
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self test using power supplied by the Occupant Restraint Controller (ORC) then communicate this status back
to the module. The repair of this fault centers on verifying the integrity of the sensor's internal circuitry and
software validity. If the scan tool shows this DTC has a Stored history of setting then the front left impact
sensor is to be replaced.
Monitor Conditions
When Monitored:
With the ignition on, the Front Left Impact Sensor is equipped with on board diagnostics to monitor to
sensor's internal circuits. If a problem is identified, the sensor sends the Front Left Impact Sensor Internal
message to the Occupant Restraint Controller (ORC).
This DTC will set if the ORC receives an internal DTC from the Front Left Impact Sensor.
Possible Causes
Possible Causes
FRONT LEFT IMPACT SENSOR
If the scan tool shows this DTC has a Stored history of setting then the front left impact sensor is to be
replaced.
1. DETERMINE ACTIVE OR STORED FAULT CODE
2. Wait one minute, and read active codes.
Is DTC B1B70UpFront Left Satellite Acceleration Sensor Internal Active or shows a setting
history in Stored?
Yes
Go to step 2
NOTE: Inspect the related wiring harness for chafed, pierced, pinched,
and partially broken wires. Also, inspect the related connectors
for broken, bent, pushed out, spread, corroded, or
contaminated terminals. Repair as necessary.
No (Did not set a active or stored DTC B1B70UPFRONT LEFT SATELLITE
ACCELERATION SENSOR INTERNAL).
Go to step 3
2. VERIFY OPERATION OF THE FRONT LEFT IMPACT SENSOR
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1. Replace the Front Left Impact Sensor in accordance with Service Information.
2. Reconnect the vehicle wire harness to the sensor.
3. Remove any special tools or jumper wires and reconnect all previously disconnected components
except the Battery.
4. Use the scan tool and erase the stored codes in all airbag system modules.
5. Turn the Ignition Off, and wait 15 seconds before turning the Ignition On.
Did the active DTC B1B70UPFRONT LEFT SATELLITE ACCELERATION SENSOR
INTERNAL DTC return?
Yes
No
Repair is complete.
3. TEST FOR AN INTERMITTENT CONDITION
1. With the scan tool, record and erase all DTC from all Airbag modules.
2. If any ACTIVE codes are present they must be resolved before diagnosing any stored codes.
4. Look for chafed, pierced, pinched, or partially broken wires and broken, bent, pushed out, spread,
corroded, or contaminated terminals.
5. The following additional checks may assist you in identifying a possible intermittent problem.
6. Reconnect any disconnected components and harness connector.
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7. With the scan tool, monitor active codes as you work through the following steps.
WARNING: Maintain a safe distance from all airbags while performing the
following steps. Failure to follow these instructions may result in
8. Wiggle the wiring harness and connectors of the related airbag circuit or component.
9. If codes are related to the Driver Airbag circuits, rotate the steering wheel from stop to stop.
10. If only stored codes return continue the test until the problem area has been isolated.
11. In the previous steps you have attempted to recreate the conditions responsible for setting active
DTC in question.
Are any ACTIVE DTCs present or Is the Impact Sensor showing Stored DTC status?
Yes
NOTE: If the scan tool shows this DTC has a Stored history of setting
then the front left impact sensor is to be replaced.
No
No problem found at this time. Erase all codes before returning vehicle to customer.
DTC B1B71: UPFRONT RIGHT SATELLITE ACCELERATION SENSOR INTERNAL
Circuit Schematic
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Fig. 66: UpFront Right Satellite Acceleration Sensor Circuit Internal Schematic
Additional Wiring
Theory Of Operation
Each front sensor is secured with a screw to the back of the front end module carrier on either side of the
cooling module and inboard of the headlamp within the engine compartment. Impact sensors perform their own
self test using power supplied by the Occupant Restraint Controller (ORC) then communicate this status back
to the module. The repair of this fault centers on verifying the integrity of the sensor's internal circuitry and
software validity. If the scan tool shows this DTC has a Stored history of setting then the right front impact
sensor is to be replaced.
Monitor Conditions
When Monitored:
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With the ignition on, the Front Right Impact Sensor is equipped with on board diagnostics to monitor to
sensor's internal circuits. If a problem is identified, the sensor sends the Front Right Impact Sensor
Internal message to the Occupant Restraint Controller (ORC).
Set Conditions
Set Condition:
This DTC will set if the ORC receives an internal DTC from the Front Right Impact Sensor.
Possible Causes
Possible Causes
FRONT RIGHT IMPACT SENSOR
If the scan tool shows this DTC has a Stored history of setting then the front right impact sensor is to be
replaced.
2. With the scan tool, read active codes.
Is the DTC B1B71UPFRONT RIGHT SATELLITE ACCELERATION SENSOR INTERNAL
DTC active or shows a setting history in Stored?
Yes
Go to step 2
No (Did not set a active or stored DTC B1B71UPFRONT RIGHT SATELLITE
ACCELERATION SENSOR INTERNAL)
Go to step 3
2. VERIFY OPERATION OF THE FRONT RIGHT IMPACT SENSOR
1. Replace the Front Right Impact Sensor in accordance with the Service Information.
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except the Battery.
Did the active DTC B1B71UPFRONT RIGHT SATELLITE ACCELERATION SENSOR
Yes
No
Repair is complete.
1. With the scan tool, record and erase all DTC from all ORC modules.
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DTC in question.
Yes
then the front right impact sensor is to be replaced.
No
DTC B1B72: LEFT SIDE SATELLITE ACCELERATION SENSOR 1 INTERNAL
Circuit Schematic
3256 of 4937
Fig. 67: Left Side Satellite Acceleration Sensor 1 Internal Circuit Schematic
Additional Wiring
Theory Of Operation
The location of the left side impact sensor 1 is in the Bpillar just past the first row seating. Impact sensors
perform their own self test using power supplied by the Occupant Restraint Controller (ORC) then
communicate this status back to the module. The repair of this fault centers on verifying the integrity of the
sensor's internal circuitry and software validity. If the scan tool shows this DTC has a Stored history of setting
then the left side impact sensor 1 is to be replaced.
Monitor Conditions
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When Monitored:
The location of the left side impact sensor 1 is in the Bpillar just past the first row seating. With the
ignition on, the Left Side Impact Sensor 1 is equipped with on board diagnostics to monitor to sensor's
internal circuits. If a problem is identified, the sensor sends the Left Side Impact Sensor 1 Internal
message to the Occupant Restraint Controller (ORC). If the scan tool shows this DTC has a Stored
history of setting then the left side impact sensor is to be replaced.
Set Conditions
Set Condition:
This DTC will set if the ORC receives an internal DTC from the Left Side Impact Sensor 1.
Possible Causes
Possible Causes
LEFT SIDE IMPACT SENSOR 1
If the scan tool shows this DTC has a Stored history of setting then the left side impact sensor is to be
replaced.
2. With the scan tool, read ORC DTC.
IS the DTC B1B72LEFT SIDE SATELLITE ACCELERATION SENSOR 1 INTERNAL DTC
active or shows a setting history in Stored?
Yes
Go to step 2
No (Did not set a active or stored DTC B1B72LEFT SIDE SATELLITE ACCELERATION
SENSOR 1 INTERNAL)
Go to step 3
2. VERIFY OPERATION OF THE LEFT SIDE IMPACT SENSOR 1
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1. Replace the Left Side Impact Sensor 1 in accordance with the Service Information.
except the Battery.
Did the active DTC B1B72LEFT SIDE SATELLITE ACCELERATION SENSOR 1 INTERNAL
DTC return?
Yes
Replace the Occupant Restraint Controller in accordance with Service Instructions.
No
Repair is complete.
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DTC in question.
Yes
then the left side impact sensor is to be replaced.
No
DTC B1B75: RIGHT SIDE SATELLITE ACCELERATION SENSOR 1 INTERNAL
Circuit Schematic
3260 of 4937
Fig. 68: Right Side Satellite Acceleration Sensor 1 Internal Circuit Schematic
Additional Wiring
Theory Of Operation
The location of the right side impact sensor 1 is in the Bpillar just past the first row seating. Impact sensors
perform their own self test using power supplied by the Occupant Restraint Controller (ORC) then
communicate this status back to the module. The repair of this fault centers on verifying the integrity of the
sensor's internal circuitry and software validity. If the scan tool shows this DTC has a Stored history of setting
then the right side impact sensor 1 is to be replaced
Monitor Conditions
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When Monitored:
With the ignition on, the Right Side Impact Sensor 1 is equipped with on board diagnostics to monitor to
sensor's internal circuits. If a problem is identified, the sensor sends the Right Side Impact Sensor 1
Internal message to the Occupant Restraint Controller (ORC).
Set Conditions
Set Condition:
This DTC will set if the ORC receives an internal DTC from the Right Side Impact Sensor 1.
Possible Causes
Possible Causes
RIGHT SIDE IMPACT SENSOR 1
If the scan tool shows this DTC has a Stored history of setting then the right side impact sensor is to be
replaced.
Is the DTC B1B75RIGHT SIDE SATELLITE ACCELERATION SENSOR 1 INTERNAL DTC
active or shows a setting history in Stored?
Yes
Go to step 2
No (Did not set a active or stored DTC B1B75RIGHT SIDE SATELLITE
ACCELERATION SENSOR 1 INTERNAL)
Go to step 3
2. VERIFY OPERATION OF THE RIGHT SIDE IMPACT SENSOR
1. Replace the Right Side Impact Sensor 1 in accordance with the Service Information.
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except the Battery.
Did the active DTC B1B75RIGHT SIDE SATELLITE ACCELERATION SENSOR 1
Yes
Replace the ORC in accordance with Service Instructions.
No
Repair is complete.

DTC in question.
Yes
then the right side impact sensor is to be replaced.
No
DTC B1B8D: DRIVER SEAT TRACK POSITION SENSOR CIRCUIT LOW
Circuit Schematic
3264 of 4937
Fig. 69: Driver Seat Track Position Sensor Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
While the CAN bus ignition status is in IGN_RUN and the Occupant Restraint Controller (ORC) is
configured for a Driver Seat Track Position Sensor, the Occupant Restraint Controller (ORC) checks the
sensor input current ranges.
Set Conditions
3265 of 4937
Set Condition:
If the ORC detects that the sensor input is less than or equal to 0.3 mA. This DTC may set when the
current is between 0.3 mA and 2.0 mA.
Possible Causes
Possible Causes
DRIVER SEAT HARNESS IMPROPERLY ROUTED
DRIVER SEAT HARNESS WIRES CHAFED, PIERCED, PINCHED, PARTIALLY BROKEN
DRIVER SEAT HARNESS CONNECTOR TERMINALS BROKEN, BENT, PUSHED OUT, SPREAD,
CORRODED, CONTAMINATED
(R261) DRIVER SEAT POSITION SENSOR SIGNAL CIRCUIT SHORTED TO GROUND
(R263) DRIVER SEAT POSITION SENSOR SUPPLY CIRCUIT SHORTED TO GROUND
(R261) DRIVER SEAT POSITION SENSOR SIGNAL CIRCUIT OPEN
(R263) DRIVER SEAT POSITION SENSOR SUPPLY CIRCUIT OPEN
DRIVER SEAT TRACK POSITION SENSOR
1. IDENTIFYING VEHICLE EQUIPMENT
2. With the scan tool, read ORC active DTC.
Does the scan tool display active DTC B1B8DDRIVER SEAT TRACK POSITION SENSOR
CIRCUIT LOW DTC?
Yes
Go to step 2
No
Go to step 7
2. CHECK FOR ACTIVE INTERNAL FAULTS, IGNITION FAULTS, AND BATTERY FAULTS IN
THE OCCUPANT RESTRAINT CONTROLLER (ORC)
1. With the scan tool, read Occupant Restraint Controller (ORC) DTC.
Does the scan tool display any active DTC relating to internal faults, ignition faults, or battery
faults?
Yes
No
Go to step 3
3. INSPECT DRIVER SEAT HARNESS WIRES AND CONNECTORS
WARNING: Turn the ignition off disconnect the 12volt battery and wait two minutes
3266 of 4937
1. Using the wiring diagram/schematic as a guide, inspect the Driver Seat Harness wiring and
connectors. Look for chafed, pierced, pinched, or partially broken wires and broken, bent, pushed
out, spread, corroded, or contaminated terminals.
Are any of these conditions present?
Yes
Replace the Driver Seat Harness in accordance with the Service Information.
NOTE: Do not attempt to repair the Seat Harness. Replace the Seat
Harness if the condition inspecting or testing for is present in
the Seat Harness.
No
Go to step 4
4. VERIFY THAT DRIVER SEAT HARNESS IS ROUTED CORRECTLY
1. Verify that the Driver Seat Harness is routed correctly.
Is the Driver Seat Harness routed correctly?
Yes
Go to step 5
No
Reroute the Driver Seat Harness as necessary.
5. CHECK (R261) DRIVER SEAT POSITION SENSOR SIGNAL CIRCUIT AND (R263) DRIVER
SEAT POSITION SENSOR SUPPLY CIRCUIT FOR A SHORT TO GROUND
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Fig. 70: Measuring Resistance Between Ground, Driver Seat Position Sensor Signal Circuit Cavity
1 & Driver Seat Position Sensor Supply Circuit Cavity 2
NOTE: The IP Harness is always connected to the right side (C1) of the SRS
Load Tool Adaptor 844332L.
3. Measure the resistance between ground and the (R261) Driver Seat Position Sensor Signal circuit
cavity 1.
4. Measure the resistance between ground and the (R263) Driver Seat Position Sensor Supply circuit
cavity 2.
Yes
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the Seat Harness.
No
Go to step 6
SEAT POSITION SENSOR SUPPLY CIRCUIT FOR AN OPEN
Fig. 71: Measure Resistance Of Driver Seat Position Sensor Signal Circuit
1. Measure the resistance of the (R261) Driver Seat Position Sensor Signal circuit between the SRS
Load Tool Adaptor 844332L cavity C224 and the Driver Seat Track Position Sensor connector
cavity 1.
3269 of 4937
Fig. 72: Measuring Resistance Of Driver Seat Position Sensor Supply Circuit
2. Measure the resistance of the (R263) Driver Seat Position Sensor Supply circuit between the SRS
Load Tool Adaptor 844332L cavity C223 and the Driver Seat Track Position Sensor connector
cavity 2.
Is the resistance of either circuit above 5.0 Ohms?
Yes
the Seat Harness.
No
Replace the Occupant Restraint Controller (ORC ) in accordance with the Service
Information.
3270 of 4937
1. With the scan tool, record and erase all DTC from the ORC.
7. With the scan tool monitor active codes as you work through the following steps.
DTC in question.
Yes
No
DTC B1B8E: DRIVER SEAT TRACK POSITION SENSOR CIRCUIT HIGH
Circuit Schematic
3271 of 4937
Additional Wiring
Monitor Conditions
When Monitored:
While the CAN bus ignition status is in IGN_RUN and the module is configured for a Driver Seat Track
Position Sensor, the Occupant Restraint Controller (ORC) checks the sensor input current ranges.
Set Conditions
Set Condition:
3272 of 4937
If the ORC detects that the sensor input is greater than or equal to 20.5 mA. This DTC may set when the
current is between 17 mA and 20.5 mA.
Possible Causes
Possible Causes
(R261) DRIVER SEAT POSITION SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(R263) DRIVER SEAT POSITION SENSOR SUPPLY CIRCUIT SHORTED TO VOLTAGE
(R261) DRIVER SEAT POSITION SENSOR SIGNAL CIRCUIT SHORTED TO THE (R263) DRIVER
SEAT POSITION SENSOR SUPPLY CIRCUIT
1. IDENTIFYING VEHICLE EQUIPMENT
2. With the scan tool, read ORC active DTC.
Does the scan tool display active DTC B1B8EDRIVER SEAT TRACK POSITION SENSOR
CIRCUIT HIGH DTC?
Yes
Go to step 2
No
Go to step 8
faults?
Yes
No
Go to step 3
3273 of 4937
1. Using the wiring diagram/schematic as a guide, inspect the driver seat harness wiring and
Yes
Replace the driver seat harness in accordance with the Service Information.
the Seat Harness.
No
Go to step 4
1. Verify that the driver seat harness is routed correctly.
Yes
Go to step 5
No
Reroute the driver seat harness as necessary.
5. CHECK FOR DTC B1B8EDRIVER SEAT TRACK POSITION SENSOR CIRCUIT HIGH
WITH DRIVER SEAT TRACK POSITION SENSOR DISCONNECTED
1. Disconnect the Driver Seat Track Position Sensor connector.
2. Wait two minutes, and then with the scan tool, read ORC DTC.
Does the scan tool display: B1B8EDRIVER SEAT TRACK POSITION SENSOR CIRCUIT
HIGH?
Yes
Go to step 6
No

Replace the Driver Seat Track Position Sensor in accordance with the service information.
6. CHECK (R261) DRIVE SEAT POSITION SENSOR SIGNAL CIRCUIT AND (R263) DRIVE
SEAT POSITION SENSOR SUPPLY CIRCUIT FOR A SHORT TO VOLTAGE
Fig. 74: Measuring Voltage Of Driver Seat Position Sensor Signal Circuit & Driver Seat Position
Sensor Supply Circuit
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2. Measure the voltage of the (R261) Driver Seat Position Sensor Signal circuit at the Driver Seat
Track Position Sensor connector cavity 1.
3. Measure the voltage of the (R263) Driver Seat Position Sensor Supply circuit at the Driver Seat
Track Position Sensor connector cavity 2.
Is the voltage above 0.02 of a volt on either circuit?
Yes
the Seat Harness.
No
Go to step 7
7. CHECK (R261) DRIVER SEAT POSITION SENSOR SIGNAL CIRCUIT FOR A SHORT TO
(R263) DRIVER SEAT POSITION SENSOR SUPPLY CIRCUIT
3276 of 4937
Fig. 75: Measuring Resistance Between Driver Seat Position Sensor Signal Circuit Cavity 1 &
Driver Seat Position Sensor Supply Circuit Cavity 2
1. Measure the resistance between the (R261) Driver Seat Position Sensor Signal circuit cavity 1 and
the (R263) Driver Seat Position Sensor Supply circuit cavity 2 in the Driver Seat Track Position
Sensor connector.
Yes
Replace the Driver Seat Harness in accordance with the service information.
the Seat Harness.
No
3277 of 4937
Replace the ORC in accordance with the Service information.
DTC in question.
Yes
No
DTC B1B8F: DRIVER SEAT TRACK POSITION SENSOR CIRCUIT OPEN
Circuit Schematic
3278 of 4937
Additional Wiring
Monitor Conditions
When Monitored:
While the CAN bus ignition status is in IGN_RUN and the module is configured for a Seat Track
Position Sensor, the Occupant Restraint Controller (ORC) checks the sensor input current ranges.
Set Conditions
Set Condition:
3279 of 4937
This DTC may set when the ORC detects that the sensor input current is below 1 mA.
Possible Causes
Possible Causes
(R261) DRIVER SEAT POSITION SENSOR SIGNAL CIRCUIT SHORTED TO VOLTAGE
(R263) DRIVER SEAT POSITION SENSOR SUPPLY CIRCUIT SHORTED TO VOLTAGE
(R261) DRIVER SEAT POSITION SENSOR SIGNAL CIRCUIT SHORTED TO THE (R263) DRIVER
SEAT POSITION SENSOR SUPPLY CIRCUIT
faults?
Yes
No
Go to step 2
2. VERIFY THAT DTC B1B8FDRIVER SEAT TRACK POSITION SENSOR CIRCUIT OPEN IS
ACTIVE
Does the scan tool display active B1B8FDRIVER SEAT TRACK POSITION SENSOR CIRCUIT
OPEN DTC?
Yes
Go to step 3
No
Go to step 8
1. Using the wiring diagram/schematic as a guide, inspect the Driver Seat Harness wiring and
3280 of 4937
Yes
Harness if any of these conditions exist
No
Go to step 4
1. Verify that the Driver Seat Harness is routed correctly.
Yes
Go to step 5
No
Reroute the Driver Seat Harness as necessary.
5. CHECK FOR DTC B1B8FDRIVER SEAT TRACK POSITION SENSOR CIRCUIT OPEN
WITH DRIVER SEAT TRACK POSITION SENSOR DISCONNECTED
1. Disconnect the Driver Seat Track Position Sensor connector.
2. Wait two minutes, and then with the scan tool, read ORC DTC.
Does the scan tool display B1B8FDRIVER SEAT TRACK POSITION SENSOR CIRCUIT
OPEN DTC?
Yes
Go to step 6
No
Replace the Driver Seat Track Position Sensor in accordance with the service information.
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SEAT POSITION SENSOR SUPPLY CIRCUIT FOR A SHORT TO VOLTAGE
Fig. 77: Measuring Voltage Of Driver Seat Position Sensor Signal Circuit & Driver Seat Position
Sensor Supply Circuit
2. Measure the voltage of the (R261) Driver Seat Position Sensor Signal circuit between the Driver
Seat Track Position Sensor connector and ground.
3. Measure the voltage of the (R263) Driver Seat Position Sensor Supply circuit between the Driver
Seat Track Position Sensor connector and ground.
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Is the voltage above 0.2 of a volt on either circuit?
Yes
No
Go to step 7
7. CHECK (R261) DRIVER SEAT POSITION SENSOR SIGNAL CIRCUIT FOR A SHORT TO
(R263) DRIVER SEAT POSITION SENSOR SUPPLY CIRCUIT
Fig. 78: Measuring Resistance Between Driver Seat Position Sensor Signal Circuit & Driver Seat
Position Sensor Supply Circuit
3283 of 4937
1. Measure the resistance between the (R261) Driver Seat Position Sensor Signal circuit and the
(R263) Driver Seat Position Sensor Supply circuit in the Driver Seat Track Position Sensor
connector.
Yes
Replace the Driver Seat Harness in accordance with the service information.
No
Replace the ORC in accordance with the Service information.
3284 of 4937
DTC in question.
Yes
No
DTC B1BA5: AIRBAG SQUIB CONFIGURATION MISMATCH
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
If an Occupant Restraint Controller (ORC) configured for vehicles without side airbags is installed in a
vehicle with side airbags.
Possible Causes
Possible Causes
1. VERIFY THAT DTC B1BA5AIRBAG SQUIB CONFIGURATION MISMATCH IS ACTIVE
Does the scan tool display active B1BA5AIRBAG SQUIB CONFIGURATION MISMATCH
DTC?
Yes
Go to step 2
No
Go to step 5
2. CHECK FOR ACTIVE TIPM DTC
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1. Verify that the vehicle is equipped with a Occupant Classification System (OCS).
2. With the scan tool, read the active TIPM DTC.
Is active TIPM DTC present?
Yes
Diagnose and repair the active TIPM DTC. Refer to DTCBased Diagnostics/MODULE,
Totally Integrated Power (TIPM) Diagnosis and Testing .
No
Go to step 3
3. CHECK ORC PART NUMBER WITH SCAN TOOL
1. With the scan tool, select ECU View, select ORC, select ECU Details, and read the ORC part
number.
Is the part number correct for the vehicle?
Yes
Go to step 4
No
4. CHECK VIN WITH SCAN TOOL
1. With the scan tool, read the VIN.
Is the correct VIN displayed?
Yes
3286 of 4937
No
Replace or reprogram the Totally Integrated Power Module (TIPM) in accordance with
9. If only stored codes return, continue the test until the problem area has been isolated.
10. In the previous steps you have attempted to recreate the conditions responsible for setting the
active DTC in question.
Does the scan tool display any ACTIVE DTC?
Yes
No
DTC B1BAA: OCCUPANT CLASSIFICATION MODULE CONFIGURATION MISMATCH
Additional Wiring
Monitor Conditions
When Monitored:
3287 of 4937
While the CAN bus ignition status is IGN_RUN.
Set Conditions
Set Condition:
This DTC will set if the ORC is not configured for Occupant Classification Module and the OCM is
active on the CAN Bus.
Possible Causes
Possible Causes
LOSS OF COMMUNICATION BETWEEN ORC AND TIPM
MISSING CAN BUS CONFIGURATION MESSAGE
CORRUPT CONFIGURATION MESSAGE
Diagnostic Test
1. CHECK FOR ACTIVE B1BAAOCCUPANT CLASSIFICATION MODULE CONFIGURATION
MISMATCH
1. With the scan tool, read Occupant Restraints Controller (ORC) DTC.
Does the scan tool display an active: B1BAAOCCUPANT CLASSIFICATION MODULE
CONFIGURATION MISMATCH DTC?
Yes
Go to step 2
No
Go to step 5
2. CHECKING FOR CORRUPT CONFIGURATION MESSAGE
Does the scan tool display an active: U1414IMPLAUSIBLE/MISSING ECU NETWORK
CONFIGURATION DATA DTC?
Yes
Perform the U1414IMPLAUSIBLE/MISSING ECU NETWORK CONFIGURATION
DATA diagnostic procedure. See DTCBased Diagnostics/CONTROLLER, Occupant
Restraint (ORC) Diagnosis and Testing.
No
Go to step 3
3. CHECKING FOR LOSS OF CAN BUS CONFIGURATION MESSAGE
1. With the scan tool, read Occupant Restraints Controller (ORC) DTC
Does the scan tool display an active U1415IMPLAUSIBLE/MISSING VEHICLE
CONFIGURATION DATA DTC?
Yes
Perform the U1415IMPLAUSIBLE/MISSING VEHICLE CONFIGURATION DATA
diagnostic procedure. See DTCBased Diagnostics/CONTROLLER, Occupant Restraint
3288 of 4937
(ORC) Diagnosis and Testing.
No
Go to step 4
4. CHECKING FOR LOSS OF COMMUNICATION WITH THE TIPM
Does the scan tool display an active: U0141LOST COMMUNICATION WITH IPM
(FCM/TIPM)?
Yes
No
Go to step 6
5. VERIFYING STORED B1BAAOCCUPANT CLASSIFICATION MODULE CONFIGURATION
MISMATCH DTC
1. With the scan tool, record and erase all DTC from the Occupant Restraint Controller.
2. Turn the ignition off, and wait 15 seconds, then turn the ignition on.
3. Wait one minute, and read active and stored codes.
Does the scan tool display an active or stored B1BAAOCCUPANT CLASSIFICATION
MODULE CONFIGURATION MISMATCH DTC?
Yes
For active DTCGo To 2
Yes
For storedGo To 6
No
6. REPLACE THE ORC
WARNING: If the Occupant Restraint Controller (ORC) is dropped at any time, it must
be replaced. Failure to follow these instructions may result in possible
Repair
3289 of 4937
DTC B1BC7: DEPLOYMENT DATA RECORD FULL
Additional Wiring
Monitor Conditions
When Monitored:
With the ignition on. The Occupant Restraint Controller (ORC) on board diagnostics continuously
monitors the deployment register.
The register counts the number of airbag deployment for this vehicle.
Set Conditions
Set Condition:
This DTC will set if the ORC deployment register increments to three.
Possible Causes
Possible Causes
Diagnostic Test
1. REPLACE THE OCCUPANT RESTRAINT CONTROLLER
View repair.
Repair
Replace the ORC in accordance with the service information.
WARNING: If the Occupant Restraint Controller (ORC) is dropped at any time, it
must be replaced. Failure to follow these instructions may result in
DTC B1C27: LEFT SIDE SEAT THORAX SQUIB 1 LOW
Circuit Schematic
3290 of 4937
Fig. 79: Left Side Seat Thorax Squib 1 Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
3291 of 4937
The Occupant Restraint Controller (ORC) monitors the resistance of the Left Seat Squib circuits. The
ORC will set this DTC if it detects low resistance of the Left Seat Squib circuits.
Possible Causes
Possible Causes
(R31) LEFT SEAT SQUIB LINE 1 CIRCUIT SHORTED TO GROUND
(R33) LEFT SEAT SQUIB LINE 2 CIRCUIT SHORTED TO GROUND
LEFT SEAT SQUIB AIRBAG
ACTIVE DTC
Go to step 2
STORED DTC
Go to step 4
2. CHECK FOR SHORTED SQUIB CIRCUITS AT THE LEFT SEAT SQUIB AIRBAG
3292 of 4937
Fig. 80: Checking For Shorted Squib Circuits At Left Seat Squib Airbag
1. Disconnect the Left Seat Squib Airbag connector.
WARNING: To avoid serious or fatal injury, do not place an intact nondeployed
Left Seat Squib Airbag face down on a hard surface, the airbag will
propel into the air if accidentally deployed.
3293 of 4937
2. Connect the SRS Load Tool Kit 8443A and SRS Load Tool Jumper 84431 to the Left Seat Squib
Airbag connector.
Does the scan tool display: B1C27LEFT SIDE SEAT THORAX SQUIB 1 LOW?
Yes
Go to step 3
No
Replace the Left Seat Squib Airbag in accordance with the Service Information.
3. CHECK (R31) LEFT SEAT SQUIB LINE 1 CIRCUIT OR (R33) LEFT SEAT SQUIB LINE 2
3294 of 4937
Fig. 81: Measuring Resistance Of Left Seat Squib Line 1 Circuit & Left Seat Squib Line 2 Circuit
1. Disconnect the SRS Load Tool Kit 8443A and SRS Load Tool Jumper 84431 from the Left Seat
Squib Airbag connector.
4. Measure the resistance of the (R31) Left Seat Squib Line 1 circuit between ground and the SRS
5. Measure the resistance of the (R33) Left Seat Squib Line 2 circuit between ground and the SRS
Yes
Repair the Left Seat Squib circuits with resistance below 10K Ohms for a short to ground.
3295 of 4937
No
NOTE: Diagnose and repair all active codes before diagnosing stored codes.
Refer to DIAGNOSTIC CODE INDEX in this article for a complete list of
airbag system diagnostic procedures.
Yes
No
DTC B1C28: LEFT SIDE SEAT THORAX SQUIB 1 HIGH
Circuit Schematic
3296 of 4937
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
3297 of 4937
The Occupant Restraint Controller (ORC) monitors the voltage on the Left Seat Squib circuits. The ORC
will set this DTC if it detects voltage on the Left Seat Squib circuits.
Possible Causes
Possible Causes
(R31) LEFT SEAT SQUIB LINE 1 CIRCUIT SHORTED TO BATTERY
(R33) LEFT SEAT SQUIB LINE 2 CIRCUIT SHORTED TO BATTERY
ACTIVE DTC
Go to step 2
STORED DTC
Go to step 4
2. CHECK FOR SHORTED SQUIB CIRCUITS IN LEFT SEAT SQUIB AIRBAG
3298 of 4937
WARNING: To avoid serious or fatal injury, do not place an intact nondeployed
Left Seat Squib Airbag face down on a hard surface, the airbag will
3299 of 4937
Airbag connector.
Does the scan tool display : B1C28LEFT SIDE SEAT THORAX SQUIB 1 HIGH
Yes
Go to step 3
No
3. CHECK THE (R31) LEFT SEAT SQUIB LINE 1 CIRCUIT OR (R33) LEFT SEAT SQUIB LINE
2 CIRCUIT FOR A SHORT TO BATTERY
3300 of 4937
Fig. 84: Measuring Voltage Of Left Seat Squib Line 1 Circuit Cavity 1 & Left Seat Squib Line 2
Circuit Cavity 2
4. Measure the voltage of the (R31) Left Seat Squib Line 1 circuit cavity 1 between the SRS Load
Tool Adaptor 844332L and ground.
3301 of 4937
5. Measure the voltage of the (R33) Left Seat Squib Line 2 circuit cavity 2 between the SRS Load
Tool Adaptor 844332L and ground.
Yes
Repair the Left Seat Squib circuits with voltage present for a short to battery.
No
procedures.
Yes
3302 of 4937
No
DTC B1C29: LEFT SIDE SEAT THORAX SQUIB 1 OPEN
Circuit Schematic
Additional Wiring
3303 of 4937
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
ORC will set this DTC if it detects an open or high resistance on the Left Seat Squib circuits.
Possible Causes
Possible Causes
(R31) LEFT SEAT SQUIB LINE 1 CIRCUIT OPEN
(R33) LEFT SEAT SQUIB LINE 2 CIRCUIT OPEN
ACTIVE DTC
Go to step 2
STORED DTC
Go to step 5
2. CHECK FOR OPEN SQUIB CIRCUITS IN LEFT SEAT SQUIB AIRBAG
3304 of 4937
WARNING: Do not place an intact nondeployed Seat Squib Airbag face down on
a hard surface, the airbag will propel into the air if accidentally
deployed. Failure to follow these instructions may result in possible
3305 of 4937
Airbag connector.
Does the scan tool display: B1C29LEFT SIDE SEAT THORAX SQUIB 1 OPEN?
Yes
Go to step 3
No
3. CHECK (R31) LEFT SEAT SQUIB LINE 1 CIRCUIT FOR AN OPEN
3306 of 4937
Fig. 87: Measuring Resistance Of Left Seat Squib Line 1 Circuit
4. Measure the resistance of the (R31) Left Seat Squib Line 1 circuit between the Left Seat Squib
Airbag connector and the SRS Load Tool Adaptor 844332L cavity C26.
Yes
Go to step 4
3307 of 4937
No
Repair the (R31) Left Seat Squib Line 1 circuit for an open or high resistance.
4. CHECK (R33) LEFT SEAT SQUIB LINE 2 CIRCUIT FOR AN OPEN
Fig. 88: Measuring Resistance Of Left Seat Squib Line 2 Circuit
1. Measure the resistance of the (R33) Left Seat Squib Line 2 circuit between the Left Side Seat
Squib Airbag connector and the SRS Load Tool Adaptor 844332L cavity C25.
Yes
3308 of 4937
No
Repair the (R33) Left Seat Squib Line 2 circuit for an open or high resistance.
procedures.
Yes
No
DTC B1C2A: LEFT SIDE SEAT THORAX SQUIB 1 SHORTED TOGETHER
Circuit Schematic
3309 of 4937
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
3310 of 4937
ORC will set this DTC if it detects low resistance between the Left Seat Squib circuits.
Possible Causes
Possible Causes
(R31) LEFT SEAT SQUIB LINE 1 CIRCUIT SHORTED TO THE (R33) LEFT SEAT SQUIB LINE 2
CIRCUIT
ACTIVE DTC
Go to step 2
STORED DTC
Go to step 4
2. CHECK FOR SHORTED SQUIB CIRCUITS IN THE LEFT SEAT SQUIB AIRBAG
3311 of 4937
3312 of 4937
2. Connect the SRS Load Tool Kit 8443A and SRS Load Tool Jumper 84431 to the Left Seat Airbag
connector.
Does the scan tool display: B1C2ALEFT SIDE SEAT THORAX SQUIB 1 SHORTED
TOGETHER?
Yes
Go to step 3
No
3. CHECK (R31) LEFT SEAT SQUIB LINE 1 CIRCUIT FOR A SHORT TO THE (R33) LEFT
SEAT SQUIB LINE 2 CIRCUIT
3313 of 4937
Fig. 91: Measuring Resistance Between Left Seat Squib Line 1 Circuit Cavity C26 & Left Seat
Squib Line 2 Circuit Cavity C25
4. Measure the resistance between the (R31) Left Seat Squib Line 1 circuit cavity C26 and the (R33)
Left Seat Squib Line 2 circuit cavity C25 at the SRS Load Tool Adaptor 844332L.
Yes
3314 of 4937
Repair the (R31) Left Seat Squib Line 1 circuit for a short to the (R33) Left Seat Squib Line
2 circuit.
No
procedures.
Yes
No
DTC B1C2B: RIGHT SIDE SEAT THORAX SQUIB 1 LOW
Circuit Schematic
3315 of 4937
Fig. 92: Right Side Seat Thorax Squib Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
3316 of 4937
The Occupant Restraint Controller (ORC) monitors the resistance of the Right Seat Squib circuits. The
ORC will set this DTC if it detects low resistance on the Right Seat Squib circuits.
Possible Causes
Possible Causes
(R32) RIGHT SEAT SQUIB LINE 1 CIRCUIT SHORTED TO GROUND
RIGHT SEAT SQUIB AIRBAG
NOTE: The scan tool, SRS Airbag Load Tool Kit 8443A, and DVOM are required to
ACTIVE DTC
Go to step 2
STORED DTC
Go to step 4
2. CHECK FOR SHORTED SQUIB CIRCUITS IN RIGHT SEAT SQUIB AIRBAG
3317 of 4937
Fig. 93: Checking For Shorted Squib Circuits In Right Seat Airbag
1. Disconnect the Right Seat Squib Airbag connector.
2. Connect the Load Tool 8443A and Jumper 84431 to the Right Seat Squib Airbag connector.

Does the scan tool display: B1C2BRIGHT SIDE SEAT THORAX SQUIB 1 LOW?
Yes
Go to step 3
No
Replace the Right Seat Squib Airbag in accordance with the Service Information.
3. CHECK (R32) RIGHT SEAT SQUIB LINE 1 CIRCUIT AND (R34) RIGHT SEAT SQUIB LINE 2
3319 of 4937
Fig. 94: Measuring Resistance Of Right Seat Squib Line 1 Circuit & Right Seat Squib Line 2
Circuit
1. Disconnect the Load Tool 8443A and Jumper 84431 from the Right Seat Squib Airbag connector.
4. Measure the resistance of the (R32) Right Seat Squib Line 1 circuit between ground and the ORC
Adaptor 844332L.
5. Measure the resistance of the (R34) Right Seat Squib Line 2 circuit between ground and the ORC
Adaptor 844332L.
Yes
3320 of 4937
Repair the Right Seat Squib circuits with resistance below 10K Oms for a short to ground.
No
procedures.
Yes
No
DTC B1C2C: RIGHT SIDE SEAT THORAX SQUIB 1 HIGH
Circuit Schematic
3321 of 4937
Fig. 95: Right Side Seat Thorax Squib 1 Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
3322 of 4937
The Occupant Restraint Controller (ORC) monitors the voltage on the Right Seat Squib circuits. The
ORC will set this DTC if it detects voltage on the Right Seat Squib circuits.
Possible Causes
Possible Causes
ACTIVE DTC
Go to step 2
STORED DTC
Go to step 4
2. CHECK FOR SHORTED SQUIB CIRCUITS IN RIGHT SEAT SQUIB AIRBAG
3323 of 4937
WARNING: To avoid serious or fatal injury, do not place an intact uncoupled Seat
Squib Airbag face down on a hard surface, the airbag will propel into
the air if accidentally deployed.
3324 of 4937
Does the scan tool display: B1C2CRIGHT SIDE SEAT THORAX SQUIB 1 HIGH?
Yes
Go To step 3
No
3. CHECK (R32) RIGHT SEAT SQUIB LINE 1 CIRCUIT AND (R34) RIGHT SEAT SQUIB LINE 2
3325 of 4937
Fig. 97: Measuring Voltage Of Right Seat Squib Line 1 Circuit & Right Seat Squib Line 2 Circuit
4. Measure the voltage of the (R32) Right Seat Squib Line 1 circuit between the ORC Adaptor 8443
32L and ground.
5. Measure the voltage of the (R34) Right Seat Squib Line 2 circuit between the ORC Adaptor 8443
32L and ground.
Yes
Repair the Right Seat Squib circuits with voltage present for a short to battery.
No
Diagnosis and Testingfor a complete list of airbag system diagnostic
procedures.
3326 of 4937
Yes
No
DTC B1C2D: RIGHT SIDE SEAT THORAX SQUIB 1 OPEN
Circuit Schematic
3327 of 4937
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
3328 of 4937
ORC will set this DTC if it detects an open or high resistance on the Right Seat Squib circuits.
Possible Causes
Possible Causes
(R32) RIGHT SEAT SQUIB LINE 1 CIRCUIT OPEN
(R34) RIGHT SEAT SQUIB LINE 2 CIRCUIT OPEN
ACTIVE DTC
Go to step 2
STORED DTC
Go to step 5
2. CHECK FOR OPEN SQUIB CIRCUITS IN RIGHT SEAT SQUIB AIRBAG
3329 of 4937
WARNING: To avoid serious or fatal injury, do not place an intact uncoupled Seat
Squib Airbag face down on a hard surface, the airbag will propel into
the air if accidentally deployed.
2. Connect the SRS Load Tool Kit 8443A and SRS Load Tool Jumper 84431 to the Right Seat Squib
Airbag connector.

Does the scan tool display: B1C2DRIGHT SIDE SEAT THORAX SQUIB 1 OPEN?
Yes
Go to step 3
No
3. CHECK (R32) RIGHT SEAT SQUIB LINE 1 CIRCUIT FOR AN OPEN
3331 of 4937
Fig. 100: Measuring Resistance Of Right Seat Squib Line 1 Circuit
1. Disconnect the SRS Load Tool Kit 8443A and SRS Load Tool Jumper 84431 from the Right Seat
4. Measure the resistance of the (R32) Right Seat Squib Line 1 circuit between the Right Seat Squib
Airbag connector cavity 1 and the SRS Load Tool Adaptor 844332L cavity C27.
Yes
Go to step 4
No
Repair the (R32) Right Seat Squib Line 1 circuit for an open or high resistance.
4. CHECK (R34) RIGHT SEAT SQUIB LINE 2 CIRCUIT FOR AN OPEN
3332 of 4937
Fig. 101: Measuring Resistance Of Right Seat Squib Line 2 Circuit
1. Measure the resistance of the (R34) Right Seat Squib Line 2 circuit between the Right Seat Squib
Airbag connector cavity 2 and the SRS Load Tool Adaptor 844332L cavity C28.
Yes
No
Repair the (R34) Right Seat Squib Line 2 circuit for an open or high resistance.
3333 of 4937
procedures.
Yes
No
DTC B1C2E: RIGHT SIDE SEAT THORAX SQUIB 1 SHORTED TOGETHER
Circuit Schematic
3334 of 4937
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
3335 of 4937
ORC will set this DTC if it detects low resistance between the Right Seat Squib circuits.
Possible Causes
Possible Causes
(R8) RIGHT THORAX SQUIB VOLTAGE CIRCUIT SHORTED TO THE (R6) RIGHT THORAX
SQUIB DATA CIRCUIT
RIGHT SEAT THORAX AIRBAG
ACTIVE DTC
Go to step 2
STORED DTC
Go to step 4
2. CHECK FOR SHORTED SQUIB CIRCUITS IN RIGHT SIDE SEAT THORAX AIRBAG
3336 of 4937
WARNING: To avoid serious or fatal injury, do not place an intact uncoupled
Right Seat Squib Airbag face down on a hard surface, the airbag will
3337 of 4937
Does the scan tool display: B1C2ERIGHT SIDE SEAT THORAX SQUIB 1 SHORTED
TOGETHER?
Yes
Go to step 3
No
3. CHECK (R32) RIGHT SEAT SQUIB LINE 1 CIRCUIT FOR A SHORT TO THE (R34) RIGHT
SEAT SQUIB LINE 2 CIRCUIT
Fig. 104: Measuring Resistance Between Right Seat Squib Line 1 Circuit & Right Seat Squib Line
2 Circuit
3338 of 4937
4. Measure the resistance between the (R32) Right Seat Squib Line 1 circuit and the (R34) Right Seat
Squib Line 2 circuit at the ORC Adaptor 844332L.
Yes
Repair the rue Right Seat Squib Line 1 circuit for a short to the (R34) Right Seat Squib Line
2 circuit.
No
procedures.
3339 of 4937
Yes
No
DTC B1C38: 1ST ROW DRIVER RETRACTOR PRETENSIONER CIRCUIT LOW
Circuit Schematic
3340 of 4937
Fig. 105: 1st Row Driver Retractor Pretensioner Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
With the ignition on, the Occupant Restraint Controller (ORC) monitors the resistance of the Driver Seat
Belt Retractor Tensioner circuits.
Set Conditions
Set Condition:
3341 of 4937
The ORC has detected low resistance on the Driver Seat Belt Retractor Tensioner circuits.
Possible Causes
Possible Causes
(R505) DRIVER SEAT BELT RETRACTOR TENSIONER LINE 1 CIRCUIT OR (R503) DRIVER
SEAT BELT RETRACTOR TENSIONER LINE 2 CIRCUIT SHORTED TO GROUND
DRIVER SEAT BELT RETRACTOR TENSIONER
2. Select Active or Stored DTC.
Is the DTC active or stored?
ORC ACTIVE DTC
Go to step 2
ORC STORED DTC
Go to step 4
2. CHECK FOR SHORTED DRIVER SEAT BELT RETRACTOR TENSIONER
3342 of 4937
Fig. 106: Checking For Short In Driver Seat Belt Retractor Tensioner
1. Disconnect the Driver Seat Belt Retractor Tensioner connector.
2. Connect the SRS Load Tool Kit 8443A and the SRS Load Tool Jumper 844310 to the Driver Seat
Belt Retractor Tensioner connector.
3343 of 4937
Does the scan tool display: B1C381ST ROW DRIVER RETRACTOR PRETENSIONER
CIRCUIT LOW?
Yes
Go to step 3
No
Replace the Driver Seat Belt Retractor Tensioner in accordance with the Service
Information.
3. CHECK (R505) DRIVER SEAT BELT RETRACTOR TENSIONER LINE 1 CIRCUIT AND
(R503) DRIVER SEAT BELT RETRACTOR TENSIONER LINE 2 CIRCUIT FOR A SHORT TO
GROUND
Fig. 107: Measuring Resistance Of Driver Seat Belt Retractor Tensioner Line 1 Circuit
3344 of 4937
1. Disconnect the SRS Load Tool Kit 8443A and Jumper from the Driver Seat Belt Retractor
Tensioner connector.
3. Connect the SRS Load Tool Adaptor 844332L to the ORC C2 connector.
4. Measure the resistance of the (R505) Driver Seat Belt Retractor Tensioner Line 1 circuit between
ground and the Driver Seat Belt Retractor Tensioner connector cavity C21.
ground and the Driver Seat Belt Retractor Tensioner connector cavity C22
Yes
Repair the Driver Seat Belt Retractor Tensioner circuits for a short to ground.
No
4. STORED ORC DTC
1. With the scan tool, record and erase all DTC from all Airbag System Modules.
3345 of 4937
DTC in question.
Yes
No
DTC B1C39: 1ST ROW DRIVER RETRACTOR PRETENSIONER CIRCUIT HIGH
Circuit Schematic
3346 of 4937
Additional Wiring
Monitor Conditions
When Monitored:
With the ignition on, the Occupant Restraint Controller (ORC) monitors the voltage on the Driver Seat
Set Conditions
Set Condition:
The ORC detects voltage on the Driver Seat Belt Retractor Tensioner circuits.
Possible Causes
Possible Causes
(R505) DRIVER SEAT BELT RETRACTOR TENSIONER LINE 1 CIRCUIT SHORTED TO
BATTERY
(R503) DRIVER SEAT BELT RETRACTOR TENSIONER LINE 2 CIRCUIT SHORTED TO
BATTERY
ORC ACTIVE DTC
Go to step 2
ORC STORED DTC
Go to step 4
3347 of 4937
Fig. 109: Checking For Short In Driver Seat Belt Retractor Tensioner
1. Disconnect the Driver Seat Belt Tensioner connector.
3348 of 4937
Does the scan tool display: B1C391ST ROW DRIVER RETRACTOR PRETENSIONER
CIRCUIT HIGH?
Yes
Go to step 3
No
Information.
3. CHECK (R505) DRIVER SEAT BELT RETRACTOR TENSIONER LINE 1 CIRCUIT AND
(R503) DRIVER SEAT BELT RETRACTOR TENSIONER LINE 2 CIRCUIT FOR A SHORT TO
BATTERY
Fig. 110: Measuring Voltage Of Driver Seat Belt Retractor Tensioner Line 1 Circuit & Driver Seat
Belt Retractor Tensioner Line 2 Circuit
3349 of 4937
1. Disconnect the SRS Load Tool Kit 8443A and Jumper from the Driver Seat Belt Retractor
Adaptor 844332L.
4. Measure the voltage of the (R505) Driver Seat Belt Retractor Tensioner Line 1 circuit between the
Driver Seat Belt Tensioner connector cavity C21 and ground.
5. Measure the voltage of the (R503) Driver Seat Belt Retractor Tensioner Line 2 circuit between the
Driver Seat Belt Tensioner connector cavity C22 and ground.
Yes
Repair the Driver Seat Belt Retractor Tensioner circuits with voltage present for a short to
battery.
No
4. STORED ORC DTC
3350 of 4937
DTC in question.
Yes
No
Diagnostic Test
DTC B1C3A: 1ST ROW DRIVER RETRACTOR PRETENSIONER CIRCUIT OPEN
Circuit Schematic
3351 of 4937
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
3352 of 4937
The ORC has detected an open or high resistance on the Driver Seat Belt Retractor Tensioner circuits.
Possible Causes
Possible Causes
(R505) DRIVER SEAT BELT RETRACTOR TENSIONER LINE 1 CIRCUIT OPEN
(R503) DRIVER SEAT BELT RETRACTOR TENSIONER LINE 2 CIRCUIT OPEN
ORC ACTIVE DTC
Go to step 2
ORC STORED DTC
Go to step 5
2. CHECK FOR DRIVER SEAT BELT RETRACTOR TENSIONER CIRCUIT OPEN
3353 of 4937
Fig. 112: Identifying Driver Seat Belt Retractor Tensioner Connector
2. Connect the SRS Load Tool Kit 8443A and SRS Load Tool Jumper 844310 to the Driver Seat Belt
Retractor Tensioner connector.
3354 of 4937
Does the scan tool display B1C3A1ST ROW DRIVER RETRACTOR PRETENSIONER
CIRCUIT OPEN DTC?
Yes
Go to step 3
No
Information.
3. CHECK (R505) DRIVER SEAT BELT RETRACTOR TENSIONER LINE 1 CIRCUIT FOR AN
OPEN
3355 of 4937
Seat Belt Retractor Tensioner connector.
the Driver Seat Belt Retractor Tensioner connector cavity 2 and the SRS Load Tool Adaptor 8443
32L cavity C22.
Yes
Go to step 4
No
Repair the (R505) Driver Seat Belt Retractor Tensioner Line 1 circuit for an open.
4. CHECK (R503) DRIVER SEAT BELT RETRACTOR TENSIONER LINE 2 CIRCUIT FOR AN
OPEN
3356 of 4937
the Driver Seat Belt Retractor Tensioner connector cavity 1 and the SRS Load Tool Adaptor 8443
32L cavity C21.
Yes
3357 of 4937
No
Repair the (R503) Driver Seat Belt Retractor Tensioner Line 1 circuit for an open.
5. STORED ORC DTC
DTC in question.
Yes
No
DTC B1C3B: 1ST ROW DRIVER RETRACTOR PRETENSIONER CIRCUIT SHORTED
TOGETHER
Circuit Schematic
3358 of 4937
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
3359 of 4937
The ORC has detected low resistance between the Driver Seat Belt Retractor Tensioner circuits.
Possible Causes
Possible Causes
CIRCUIT (R505) DRIVER SEAT BELT RETRACTOR TENSIONER LINE 1 SHORTED TO THE
(R503) DRIVER SEAT BELT RETRACTOR TENSIONER LINE 2 CIRCUIT
DRIVER SEAT BELT RETRACTOR PRETENSIONER
1. SELECT ACTIVE OR STORED DTC
ORC ACTIVE DTC
Go to step 2
ORC STORED DTC
Go to step 4
3360 of 4937
Fig. 116: Identifying Driver Seat Belt Retractor Tensioner Connector
WARNING: Turn the ignition on then reconnect the 12volt battery and wait two
3361 of 4937
Does the scan tool display B1C3B1ST ROW DRIVER RETRACTOR PRETENSIONER
CIRCUIT SHORTED TOGETHER DTC?
Yes
Go to step 3
No
Information.
3. CHECK (R505) DRIVER SEAT BELT RETRACTOR TENSIONER LINE 1 CIRCUIT FOR A
SHORT TO (R503) DRIVER SEAT BELT RETRACTOR TENSIONER LINE 2 CIRCUIT
Fig. 117: Measuring Resistance Between Driver Seat Belt Retractor Tensioner Line 1 Circuit
Cavity C21 & Driver Seat Belt Retractor Tensioner Line 2 Circuit Cavity C22
3362 of 4937
1. Disconnect the SRS Load Tool Kit 8443A and the SRS Load Tool Jumper 844310 from the Driver
4. Measure the resistance between the (R505) Driver Seat Belt Retractor Tensioner Line 1 circuit
cavity C21 and the (R503) Driver Seat Belt Retractor Tensioner Line 2 circuit cavity C22 at the
SRS Load Tool Adaptor 844332L.
Yes
Repair the (R505) Driver Seat Belt Retractor Tensioner Line 1 circuit for a short to the
(R503) Driver Seat Belt Retractor Tensioner Line 2 circuit.
No
4. STORED ORC DTC
3363 of 4937
DTC in question.
Yes
No
DTC B1C47: 1ST ROW PASSENGER RETRACTOR PRETENSIONER CIRCUIT LOW
Circuit Schematic
Fig. 118: 1st Row Passenger Retractor Pretensioner Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
With the ignition on, the Occupant Restraint Controller (ORC) monitors the resistance of the Passenger
Seat Belt Retractor Tensioner circuits.
Set Conditions
Set Condition:
The ORC has detected low resistance on the Passenger Seat Belt Retractor Tensioner circuits.
Possible Causes
Possible Causes
(R506) PASSENGER SEAT BELT RETRACTOR TENSIONER LINE 1 CIRCUIT SHORTED TO
GROUND
(R504) PASSENGER SEAT BELT RETRACTOR TENSIONER LINE 2 CIRCUIT SHORTED TO
GROUND
PASSENGER SEAT BELT RETRACTOR TENSIONER
OCCUPANT RESTRAIN CONTROLLER (ORC)
3364 of 4937
ORC ACTIVE DTC
Go to step 2
ORC STORED DTC
Go to step 4
2. CHECK FOR SHORTED PASSENGER SEAT BELT RETRACTOR TENSIONER
Fig. 119: Checking Passenger Seat Belt Retractor Tensioner Circuit
1. Disconnect the Passenger Seat Belt Retractor Tensioner connector.
2. Connect the SRS Load Tool Kit 8443A and the SRS Load Tool Jumper 844310 to the Passenger
Does the scan tool display: B1C471ST ROW PASSENGER RETRACTOR PRETENSIONER
CIRCUIT LOW?
Yes
Go to step 3
No
Replace the Passenger Seat Belt Retractor Tensioner in accordance with the Service
Information.
3. CHECK (R506) PASSENGER SEAT BELT RETRACTOR TENSIONER LINE 1 CIRCUIT AND
(R504) PASSENGER SEAT BELT RETRACTOR TENSIONER LINE 2 CIRCUIT FOR A
SHORT TO GROUND
Fig. 120: Measuring Resistance Of Passenger Seat Belt Retractor Tensioner Line 1 Circuit &
Passenger Seat Belt Retractor Tensioner Line 2 Circuit
3365 of 4937
1. Disconnect the SRS Load Tool Kit 8443A and Jumper from the Passenger Seat Belt Retractor
Adapter 844332L.
4. Measure the resistance of the (R506) Passenger Seat Belt Retractor Tensioner Line 1 circuit
between the Passenger Seat Belt Retractor Pretensioner connector and ground.
between the Passenger Seat Belt Retractor Tensioner connector and ground.
Yes
Repair the Passenger Seat Belt Retractor Tensioner circuits shorted to ground.
No
4. STORED ORC DTC
3366 of 4937
DTC in question.
Yes
No
DTC B1C48: 1ST ROW PASSENGER RETRACTOR PRETENSIONER CIRCUIT HIGH
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
With the ignition on, the Occupant Restraint Controller (ORC) monitors the voltage on the Passenger
Seat Belt Retractor Pretensioner circuits.
Set Conditions
Set Condition:
The ORC detects voltage on the Passenger Seat Belt Retractor Pretensioner circuits.
Possible Causes
Possible Causes
(R506) PASSENGER SEAT BELT RETRACTOR PRETENSIONER DATA CIRCUIT SHORTED TO
BATTERY
(R504) PASSENGER SEAT BELT RETRACTOR PRETENSIONER VOLTAGE CIRCUIT SHORTED
TO BATTERY
PASSENGER SEAT BELT RETRACTOR PRETENSIONER
NOTE: 3367 of 4937

ORC ACTIVE DTC
Go to step 2
ORC STORED DTC
Go to step 4
2. CHECK FOR SHORTED PASSENGER SEAT BELT RETRACTOR PRETENSIONER
1. Disconnect the Passenger Seat Belt Retractor Pretensioner connector.
2. Connect the SRS Load Tool Kit 8443A and SRS Load Tool Jumper 844310 to the Passenger Seat
Belt Pretensioner connector.
Does the scan tool display: B1C481ST ROW PASSENGER RETRACTOR PRETENSIONER
CIRCUIT HIGH?
Yes
Go to step 3
No
Replace the Passenger Seat Belt Pretensioner in accordance with the Service Information.
3. CHECK (R506) PASSENGER SEAT BELT RETRACTOR TENSIONER LINE 1 CIRCUIT AND
(R504) PASSENGER SEAT BELT RETRACTOR TENSIONER LINE 2 CIRCUIT FOR A
SHORT TO BATTERY
Fig. 123: Measuring Voltage Of Passenger Seat Belt Retractor Tensioner Line 1 Circuit &
3368 of 4937
1. Disconnect the SRS Load Tool Kit 8443A and Jumper from the Passenger Seat Belt Tensioner
connector.
Adaptor 844332L.
4. Measure the voltage of the (R506) Passenger Seat Belt Retractor Tensioner Line 1 circuit between
the Passenger Seat Belt Tensioner connector and ground.
5. Measure the voltage of the (R504) Passenger Seat Belt Retractor Tensioner Line 2 circuit between
the Passenger Seat Belt Tensioner connector and ground.
Yes
Repair the Passenger Seat Belt Retractor Tensioner circuits with voltage present for a short to
battery.
No
4. STORED ORC DTC
3369 of 4937
DTC in question.
Yes
No
DTC B1C49: 1ST ROW PASSENGER RETRACTOR PRETENSIONER CIRCUIT OPEN
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The ORC has detected an open or high resistance on the Passenger Seat Belt Retractor Tensioner circuits.
Possible Causes
Possible Causes
(R506) PASSENGER SEAT BELT RETRACTOR TENSIONER LINE 1 CIRCUIT OPEN
(R504) PASSENGER SEAT BELT RETRACTOR TENSIONER LINE 2 CIRCUIT OPEN
NOTE: 3370 of 4937

ORC ACTIVE DTC
Go to step 2
ORC STORED DTC
Go to step 5
2. CHECK FOR PASSENGER SEAT BELT RETRACTOR TENSIONER CIRCUIT OPEN
1. Disconnect the Passenger Seat Belt Retractor Tensioner connector.
2. Connect the Supplemental Restraint System SRS Load Tool Kit 8443A and SRS Load Tool Jumper
844310 to the Passenger Seat Belt Retractor Tensioner connector.
Does the scan tool display B1C491ST ROW PASSENGER RETRACTOR PRETENSIONER
CIRCUIT OPEN?
Yes
Go to step 3
No
Information.
3. CHECK (R506) PASSENGER SEAT BELT RETRACTOR TENSIONER DATA CIRCUIT FOR
AN OPEN
Fig. 126: Measuring Resistance Of Passenger Seat Belt Retractor Tensioner Line 1 Circuit

between the Passenger Seat Belt Retractor Tensioner connector cavity 1 and the SRS Load Tool
Adaptor 844332L cavity C23.
Yes
Go to step 4
No
Repair the (R506) Passenger Seat Belt Retractor Pretensioner Line 1 circuit for and open.
4. CHECK (R504) PASSENGER SEAT BELT RETRACTOR TENSIONER LINE 2 CIRCUIT FOR
AN OPEN
Fig. 127: Measuring Resistance Of Passenger Seat Belt Retractor Tensioner Line 2 Circuit
between the Passenger Seat Belt Retractor Tensioner connector cavity 2 and the SRS Load Tool
Adaptor 844332L cavity C24.
Yes
No
Repair the (R54) Passenger Seat Belt Retractor Tensioner Line 2 circuit for and open.
5. STORED ORC DTC
3372 of 4937
DTC in question.
Yes
No
DTC B1C4A: 1ST ROW PASSENGER RETRACTOR PRETENSIONER CIRCUIT SHORTED
TOGETHER
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
3373 of 4937
The ORC has detected low resistance between the Passenger Seat Belt Retractor Tensioner circuits.
Possible Causes
Possible Causes
(R506) PASSENGER SEAT BELT RETRACTOR TENSIONER LINE 1 CIRCUIT SHORTED TO THE
(R504) PASSENGER SEAT BELT RETRACTOR TENSIONER LINE 2 CIRCUIT
1. SELECT ACTIVE OR STORED DTC
ORC ACTIVE DTC
Go to step 2
ORC STORED DTC
Go to step 4
2. CHECK FOR SHORTED PASSENGER SEAT BELT RETRACTOR TENSIONER
1. Disconnect the Passenger Seat Belt Tensioner connector.
2. Connect the SRS Load Tool Kit 8443A and SRS Load Tool Jumper 844310 to the Passenger Seat
WARNING: Turn the ignition on then reconnect the 12volt battery and wait two
Does the scan tool display B1C4A1ST ROW PASSENGER RETRACTOR PRETENSIONER
CIRCUIT SHORTED TOGETHER DTC?
3374 of 4937
Yes
Go to step 3
No
Information.
3. CHECK (R506) PASSENGER SEAT BELT RETRACTOR TENSIONER LINE 1 CIRCUIT FOR
A SHORT TO (R504) PASSENGER SEAT BELT RETRACTOR TENSIONER LINE 2 CIRCUIT
Fig. 130: Measuring Resistance Between Passenger Seat Belt Retractor Tensioner Line 1 Circuit &
Adapter 844332L.
4. Measure the resistance between the (R506) Passenger Seat Belt Retractor Tensioner Line 1 circuit
and the (R504) Passenger Seat Belt Retractor Tensioner Line 2 circuit at the Passenger Seat Belt
Retractor Tensioner connector.
Yes
Repair the (R506) Passenger Seat Belt Retractor Tensioner Line 1 circuit for a short to the
(R504) Passenger Seat Belt Retractor Tensioner Line 2 circuit.
No
4. STORED ORC DTC
3375 of 4937
DTC in question.
Yes
No
DTC B212C: IGNITION RUN/START INPUT CIRCUIT OPEN
Circuit Schematic
Fig. 131: Ignition Run/Start Input Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
With the ignition in the RunStart position.
Set Conditions
Set Condition:
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If voltage on the (F201) Fused Run/Start Relay Output circuit at the Occupant Restraint Controller
(ORC) drops below 6.0 Â± 0.25 volts.
Possible Causes
Possible Causes
(F201) FUSED RUN/START RELAY OUTPUT CIRCUIT OPEN
(F201) FUSED RUN/START RELAY OUTPUT CIRCUIT SHORTED TO GROUND
OPEN TIPM FUSE M16
1. VERIFY ACTIVE DTC
2. Wait 10 seconds.
Does the scan tool display active B212CIGNITION RUN/START INPUT CIRCUIT OPEN DTC?
Yes
Go to step 2
No
Go to step 9
2. INSPECT AIRBAG RUNSTART FUSE
2. Remove the Airbag RunStart TIPM Fuse M16 from the TIPM and inspect the fuse.
Is the Run/Start fuse open?
Yes
Go to step 3
No
Go to step 6
3. CHECK (F201) FUSED RUN/START RELAY OUTPUT (RUNSTART) CIRCUIT RESISTANCE
Fig. 132: Measuring Resistance Of Fused Run/Start Relay Output Circuit
1. Measure the resistance of the (F201) Fused Run/Start Relay Output circuit between the Airbag
RunStart Fuse M16 (output side) terminal and ground.
3377 of 4937
Yes
Go To step 4
No
Using the wiring diagram/schematic as a guide, inspect the related wiring and connectors.
Look for chafed, pierced, pinched, or partially broken wires and broken, bent, pushed out,
Replace Airbag RunStart TIPM Fuse M16.
4. CHECK (F201) FUSED RUN/START RELAY OUTPUT CIRCUIT RESISTANCE WITH ORC
DISCONNECTED
1. Disconnect both ORC connectors.
2. Connect the SRS Load Tool Adapter 844332L to the ORC connectors.
3. Measure the resistance of the (F201) Fused Run/Start Relay Output circuit between the Airbag
RunStart Fuse M16 (output side) terminal and ground.
Yes
Go to step 5
No
WARNING: Turn the ignition on, then reconnect the 12volt battery and wait
two minutes before proceeding. Failure to follow these
Replace the Airbag RunStart TIPM Fuse M16.
5. CHECK TIPM (F201) FUSED RUN/START RELAY OUTPUT CIRCUIT RESISTANCE
3378 of 4937
2. Measure the resistance of the (F201) Fused Run/Start Relay Output circuit between TIPM Fuse
M16 output terminal and ground.
Yes
Replace the TIPM RunStart Fuse M16.
No
Repair the shorted (F201) Fused Ignition Switch Output (RunStart) circuit.
Replace the TIPM RunStart Fuse M16.
6. CHECK AIRBAG RUN/START TIPM FUSE M16 SUPPLY VOLTAGE
Fig. 135: Measuring Voltage Between Ground & Airbag RunStart TIPM Fuse (Supply Side)
Terminal
2. Measure the voltage between Ground and the Airbag RunStart TIPM Fuse M16 (supply side)
terminal.
Yes
Go to step 7
No
Perform the BODY SYSTEM VERIFICATION TEST. Refer to DTCBased
Diagnostics/MODULE, Totally Integrated Power (TIPM) Standard Procedure .
7. CHECK (F201) FUSED RUN/START RELAY OUTPUT CIRCUIT FOR AN OPEN
Fig. 136: Measuring Voltage Of Fused Run/Start Relay Output Circuit
1. Reinstall the Airbag RunStart TIPM Fuse M16.
2. Disconnect the both ORC connectors.
3. Install the SRS Load tool Adapter 844332L to the ORC connectors.

4. Measure the voltage of the (F201) Fused Run/Start Relay Output circuit between the SRS Load
tool Adapter 844332L cavity C232 and ground.
Yes
No
Go to step 8
8. CHECK (F201) FUSED RUN/START RELAY OUTPUT CIRCUIT FOR AN OPEN
2. Measure the resistance of the (F201) Fused Run/Start Relay Output Circuit between the SRS Load
tool Adapter 844332L cavity C232 and the TIPM C6 connector cavity 7.
Is the below 5.0 Ohms?
Yes
Perform the BODY SYSTEM VERIFICATION TEST. Refer to DTCBased
Diagnostics/MODULE, Totally Integrated Power (TIPM) Standard Procedure .
No
Repair the open (F201) Fused Run/Start Relay Output circuit.

Yes
No
No problem found. Erase all codes before returning the vehicle to the customer.
DTC B212D: IGNITION RUN ONLY INPUT CIRCUIT OPEN
Circuit Schematic
Fig. 138: Ignition Run Only Input Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
With the ignition in the Run position.
Set Conditions
Set Condition:
3381 of 4937
If voltage on the (F100) Fused Ignition Switch Output (RUN) circuit at the Occupant Restraint Controller
(ORC) drops below 6.0 volts.
Possible Causes
Possible Causes
TIPM FUSE M32 OPEN
TIPM FUSE M32 SUPPLY VOLTAGE LOW
(F100) FUSED RUN RELAY OUTPUT CIRCUIT OPEN
(F100) FUSED RUN RELAY OUTPUT CIRCUIT SHORT TO GROUND
2. Wait 10 seconds.
Does the scan tool display active B212DIGNITION RUN ONLY INPUT CIRCUIT OPEN DTC?
Yes
Go to step 2
No
Go to step 8
2. INSPECT AIRBAG RUN CIRCUIT FUSE
2. Remove the TIPM Fuse M32 and inspect the fuse.
Is the fuse open?
Yes
Go to step 3
No
Go to step 5
3. CHECK (F100) FUSED IGNITION SWITCH OUTPUT (RUN) CIRCUIT SHORTED TO
GROUND
Fig. 139: Measuring Resistance Of Fused Run Relay Output (Run) Circuit
1. Measure the resistance of the (F100) Fused Run Relay Output (Run) circuit between the TIPM
Fuse M32 (output side) terminal and ground.
3382 of 4937
Yes
Go to step 4
No
Using the wiring diagram/schematic as a guide, inspect the related wiring and harness
connectors. Look for chafed, pierced, pinched, or partially broken wires and broken, bent,
pushed out, spread, corroded, or contaminated terminals.
Replace TIPM Fuse M32.
Diagnostics/CONTROLLER, Occupant Restraint (ORC) Diagnosis and Testing.
4. CHECK (F100) FUSED IGNITION SWITCH OUTPUT (RUN) CIRCUIT RESISTANCE WITH
ORC DISCONNECTED
1. Disconnect the ORC harness connectors.
2. Connect the SRS Load Tool Adapter 844332L to the ORC harness connectors.
3. Measure the resistance of the (F100) Fused Run Relay Output (Run) circuit between SRS Load
Tool Adapter 844332L cavity C231 and ground.
Yes
Repair the (F100) Fused Run Relay Output (Run) circuit for a short to ground.
Replace the TIPM Fuse M32.
No
Replace the TIPM Fuse 32.
5. CHECK TIPM FUSE M32 SUPPLY SIDE CIRCUIT VOLTAGE
Fig. 141: Measuring Voltage Of TIPM Fuse (Supply Side) Of Fuse To Ground
3383 of 4937
2. Measure the voltage of the TIPM Fuse M32 (supply side) of the fuse to ground.
Yes
Go to step 6
No
Information.
6. CHECK (F100) FUSED RUN RELAY OUTPUT (RUN) OUTPUT CIRCUIT FOR AN OPEN
Fig. 142: Measuring Voltage Of Fused Run Relay Output (Run) Circuit
1. Reinstall the TIPM Fuse M32.
3. Connect the SRS Load Tool Adapter 844332L to the ORC harness connectors.
4. Measure the voltage of the (F100) Fused Run Relay Output (Run) circuit between the SRS Load
Tool Adapter 844332L cavity C231 and ground.
Yes
No
Go to step 7
7. CHECK FUSE M32 OUTPUT TO CAVITY 38 OF THE TIPM C6 CONNECTOR
3384 of 4937
2. Measure the resistance of the (F100) Fused Run Relay Output (Run) circuit between the SRS Load
Tool Adapter 844332L cavity C231 and TIPM cavity C638 harness connector.
Yes
Replace the Occupant Restraint Controller (ORC) in accordance with the Service
Information.
No
Information.
3. Using the wiring diagram/schematic as a guide, inspect the wiring and harness connectors.
8. Wiggle the wiring harness and harness connectors of the related airbag circuit or component.
3385 of 4937
Yes
No
No problem found. Erase all codes before returning vehicle to customer.
DTC B2201: CALIBRATION MISMATCH
Monitor Conditions
When Monitored:
With the Ignition on.
Set Conditions
Set Condition:
This diagnostic Trouble Code (DTC) will be set when the VIN stored in the Powertrain Control Module
(PCM) does not match the VIN stored in the Occupant Restraint Controller (ORC). The ORC does not
support a stored B2201CALIBRATION MISMATCH DTC.
Possible Causes
Possible Causes
INCORRECT PCM
Diagnostic Test
1. VERIFY THAT DTC B2201CALIBRATION MISMATCH IS ACTIVE
Does the scan tool display active B2201CALIBRATION MISMATCH DTC?
Yes
Go to step 2
No
Test Complete.
2. CHECK VIN IN PCM
1. With the scan tool compare the VIN that is programmed into the PCM to the VIN stored in the
ORC.
3386 of 4937
Does the VIN programmed into the PCM match the VIN stored in the ORC?
Yes
No
Replace and program the Powertrain Control Module in accordance with the service
information. Ensure the PCM is replaced with the correct vehicle line PCM.
Diagnostics/MODULE, Powertrain Control (PCM) Diagnosis and Testing
DTC B2205: ORIGINAL VIN MISSING/MISMATCH
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The Occupant Restraint Controller (ORC) will receive and monitor the VIN message from the PCM and
record the VIN if different from the last VIN.
Possible Causes
Possible Causes
INCORRECT VIN PROGRAMMED IN PCM
Diagnostic Test
1. VERIFY THAT DTC B2205ORIGINAL VIN MISSING/MISMATCH
Does the scan tool display active B2205ORIGINAL VIN MISSING/MISMATCH DTC?
3387 of 4937
Yes
Go to step 2
No
If the DTC is stored, check for an intermittent condition. Visually inspect the related wiring
harness connectors. Look for broken, bent, pushed out, or corroded terminals.
2. CHECK VIN IN PCM
1. With the scan tool compare the VIN that is programmed into the PCM to the VIN on the vehicle.
Does the VIN programmed into the PCM match the vehicles VIN?
Yes
No
Replace the Powertrain Control Module in accordance with Service Information.
DTC B2207: OCCUPANT RESTRAINT CONTROLLER INTERNAL 1
Additional Wiring
Monitor Conditions
When Monitored:
performs internal circuit tests.
Set Conditions
Set Condition:
This DTC will set if the ORC identifies an out of range internal circuit.
Possible Causes
Possible Causes
INTERMITTENT SQUIB SHORTED TO GROUND
INTERMITTENT SQUIB SHORTED TO VOLTAGE
INTERMITTENT SQUIB OPEN
3388 of 4937
See DTCBased Diagnostics/CONTROLLER, Occupant Restraint (ORC) Diagnosis and Testing
and perform the appropriate diagnostic procedure.
CHECK FOR SQUIB RELATED DTCS
2. With the scan tool, read ORC DTCs.
Is there any squib related DTCs present?
Yes
Diagnose specified squib DTCs according to procedure in service information before
diagnosing this DTC.
No
Diagnostic Test
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
Possible Causes
Diagnostic Test
1. REPLACE OCCUPANT RESTRAINT CONTROLLER
3389 of 4937
Repair
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
Possible Causes
Diagnostic Test
Repair
DTC B220A: OCCUPANT RESTRAINT CONTROLLER INTERNAL 4
Monitor Conditions
When Monitored:
3390 of 4937
Set Conditions
Set Condition:
Possible Causes
Possible Causes
Diagnostic Test
Repair
DTC B220B: OCCUPANT RESTRAINT CONTROLLER FIRING STORED ENERGY
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
Possible Causes
Diagnostic Test
3391 of 4937
Repair
DTC B220C: OCCUPANT RESTRAINT CONTROLLER ACCELEROMETER 1 INTERNAL
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Possible Causes
Possible Causes
Diagnostic Test
Repair
DTC B220D: OCCUPANT RESTRAINT CONTROLLER ACCELEROMETER 2 INTERNAL
Monitor Conditions
When Monitored:
Set Conditions
3392 of 4937
Set Condition:
Possible Causes
Possible Causes
Diagnostic Test
Repair
DTC B222A: VEHICLE LINE MISMATCH
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The Totally Integrated Power Module (TIPM) sends a Bus Message to the Occupant Restraint Controller
(ORC) containing the vehicle line but the ORC original VIN does not march the broadcast VIN.
Possible Causes
Possible Causes
Diagnostic Test
1. VERIFY THAT DTC B222AVEHICLE LINE MISMATCH IS ACTIVE
NOTE: Make nsure the battery is fully charged.
3393 of 4937
Does the scan tool display active B222AVEHICLE LINE MISMATCH DTC?
Yes
Go to step 2
No
2. COMPARE STORED VIN IN THE TIPM AND ORC
1. With the scan tool in ORC select More Options select ECU Details, compare Original VIN and
current VIN.
2. With the scan tool, read and record the VIN that is stored in the ORC.
Does the stored VIN match the current VIN?
Yes
No
Replace or reprogram the Totally Integrated Power Module (TIPM) in accordance with the
DTC B223B: VEHICLE CONFIGURATION MISMATCH
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
This DTC will set if the Occupant Restraint Controller (ORC) is not configured for Occupant
Classification Module (OCM) and the OCM is active on the CAN Bus.
Possible Causes
Possible Causes
3394 of 4937
Diagnostic Test
Does the scan tool display active B223BVEHICLE CONFIGURATION MISMATCH DTC?
Yes
Go to step 2
No
2. COMPARE STORED VIN IN THE TIPM AND ORC
1. With the scan tool in ORC select More Options select ECU Details, compare Original VIN and
current VIN.
2. With the scan tool, read and record the VIN that is stored in the ORC.
Does the stored VIN match the current VIN?
Yes
No
Replace or reprogram the TIPM in accordance with the Service Information.
DTC U0001: CAN C BUS
Circuit Schematic
Fig. 144: CAN C Bus Schematic
3395 of 4937
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
The Occupant Restraint Controller (ORC) detects a corrupt CAN C Bus message.
Possible Causes
Possible Causes
(D65) CAN C BUS (+) CIRCUIT SHORTED TO GROUND
(D64) CAN C BUS () CIRCUIT SHORTED TO VOLTAGE
(D65) CAN C BUS (+) CIRCUIT SHORTED TO (D64) CAN C BUS () CIRCUIT
POWERTRAIN CONTROL MODULE (PCM) GAS ONLY
ENGINE CONTROL MODULE (ECM) DIESEL ONLY
TRANSMISSION CONTROL MODULE
STEERING ANGLE SENSOR (SAS)
Diagnostic Test
2. With the scan tool in, read the active ORC DTCs.
Does the scan tool display active U0001CAN C BUS DTC?
Yes
Go to step 2
No
Perform the Stored Lost Communication DTCs diagnostic procedure. Refer to NonDTC
2. VERIFY OCCUPANT RESTRAINT CONTROLLER
3396 of 4937
2. With the scan tool, record and erase TIPM DTCs.
5. With the scan tool, read the active DTCs in all modules.
Is the U0001CAN C BUS DTC active in other modules?
Yes
Diagnosis and Testing and perform the U0001CAN C BUS DTC.
No
Inspect the wiring and connectors for damage or shorted circuits.
If ok, replace the Occupant Restraint Controller in accordance with the Service Information.
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
If the Occupant Restraint Controller (ORC) fails to receive bus messages from the ECM/PCM for
approximately 500 ms.
Possible Causes
Possible Causes
3397 of 4937
ECM/PCM POWER AND GROUND
ENGINE CONTROL MODULE/POWERTRAIN CONTROL MODULE (ECM/PCM)
Diagnostic Test
Is the U0100LOST COMMUNICATION WITH ECM/PCM DTC active?
Yes
Diagnosis and Testing and perform the U0100Lost Communication with ECM/PCM
No
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
Bus messages not received from the Transmission Control Module (TCM) for approximately two to five
seconds.
3398 of 4937
Possible Causes
Possible Causes
TCM (PCM)
Diagnostic Test
Does the scan tool display active U0101LOST COMMUNICATION WITH TCM DTC?
Yes
Diagnosis and Testing and perform the U0101Lost Communication with TCM diagnostic
procedure.
No
DTC U0114: LOST COMMUNICATION WITH FINAL DRIVE MODULE (FDCM) (ASBS)
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
Set Conditions
Set Condition:
3399 of 4937
Bus messages not received from the Final Drive Control Module (FDCM) (ASBS) for approximately two
to five seconds.
Possible Causes
Possible Causes
FINAL DRIVE CONTROL MODULE (FDCM) (ASBS) POWER AND GROUND
FINAL DRIVE CONTROL MODULE (FDCM) (ASBS)
Diagnostic Test
Is the U0114LOST COMMUNICATION WITH FINAL DRIVE MODULE (FDCM) (ASBS)
active?
Yes
Diagnosis and Testing and perform the U0114Lost Communication with Final Drive
Control Module (FDCM) (ASBS) diagnostic procedure.
No
DTC U0121: LOST COMMUNICATION WITH ANTILOCK BRAKE SYSTEM (ABS) CONTROL
MODULE
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
3400 of 4937
Set Conditions
Set Condition:
If the Occupant Restraint Controller (ORC) Bus messages not received from the Antilock Brake Module
(ABS) for approximately two to five seconds.
Possible Causes
Possible Causes
ANTILOCK BRAKE MODULE POWER AND GROUND
Diagnostic Test
Is the U0121LOST COMMUNICATION WITH ANTILOCK BRAKE SYSTEM (ABS)
CONTROL MODULE DTC active?
Yes
Diagnosis and Testing and perform the U0121Lost Communication with AntiLock Brake
System (ABS) Control Module diagnostic procedure.
No
DTC U0126: LOST COMMUNICATION WITH STEERING ANGLE SENSOR (SAS)
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
3401 of 4937
Set Conditions
Set Condition:
If the Occupant Restraint Controller (ORC) fails to receive bus messages from the Steering Angle Sensor
for approximately 500 ms.
Possible Causes
Possible Causes
STEERING ANGLE SENSOR POWER AND GROUND
Diagnostic Test
Is the U0126LOST COMMUNICATION WITH STEERING ANGLE SENSOR (SAS) DTC
active?
Yes
Diagnosis and Testing and perform the U0126Lost Communication with Steering Angle
Sensor (SAS) diagnostic procedure.
No
Additional Wiring
Monitor Conditions
When Monitored:
3402 of 4937
Set Conditions
Set Condition:
five seconds.
Possible Causes
Possible Causes
proceeding.
Is this DTC active?
Yes
No
Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
3403 of 4937
IOD fuse installed
Set Conditions
Set Condition:
If the Occupant Restraint Controller (ORC) BUS messages not received from the Cluster/CCN for
approximately two to five seconds.
Possible Causes
Possible Causes
CLUSTER/CCN POWER AND GROUND
CLUSTER/CCN
Diagnostic Test
Is the U0155LOST COMMUNICATION WITH CLUSTER/CCN DTC active?
Yes
Diagnosis and Testing and perform the U0155Lost Communication with Cluster/CCN
No
DTC U0167: LOST COMMUNICATION WITH INTRUSION TRANSCEIVER CONTROL MODULE
Circuit Schematic
Additional Wiring
3404 of 4937
Monitor Conditions
When Monitored:
IOD fuse installed
Set Conditions
Set Condition:
If the Occupant Restraint Controller (ORC) BUS messages not received from the Intrusion Transceiver
Module (ITM) for approximately two to five seconds.
Possible Causes
Possible Causes
INTRUSION TRANSCEIVER MODULE POWER AND GROUND
INTRUSION TRANSCEIVER MODULE (ITM)
Diagnostic Test
Is the U0167LOST COMMUNICATION WITH INTRUSION TRANSCEIVER CONTROL
MODULE DTC active?
Yes
Diagnosis and Testing and perform the U0167Lost Communication with Intrusion
Transceiver Control Module diagnostic procedure.
No
DTC U0168: LOST COMMUNICATION WITH VEHICLE SECURITY CONTROL MODULE
(SKREEM/WCM)
Circuit Schematic
3405 of 4937
Additional Wiring
Monitor Conditions
When Monitored:
IOD fuse installed
Set Conditions
Set Condition:
If the Occupant Restraint Controller (ORC) BUS messages not received from the Wireless Control
Module (WCM) for approximately two to five seconds.
Possible Causes
Possible Causes
WIRELESS CONTROL MODULE POWER AND GROUND
Diagnostic Test
Is the U0168LOST COMMUNICATION WITH VEHICLE SECURITY CONTROL MODULE
(SKREEM/WCM) DTC active?
Yes
Diagnosis and Testing and perform the U0168LOST COMMUNICATION WITH
VEHICLE SECURITY CONTROL MODULE (SKREEM/WCM) DTC.
No
3406 of 4937
DTC U0170: LOST COMMUNICATION W/ UPFRONT LEFT SATELLITE ACCELERATION
SENSOR
Circuit Schematic
Fig. 153: UpFront Left Satellite Acceleration Sensor Circuit Schematic
Additional Wiring
Theory Of Operation
Impact sensors perform their own self test using power supplied by the Occupant Restraint Controller (ORC)
then communicate this status back to the module. The repair of this fault centers on verifying the integrity of the
sensor's internal circuitry and software validity.
Monitor Conditions
3407 of 4937
When Monitored:
The Occupant Restraint Controller (ORC) continuously communicates with the Front Left Impact Sensor
over the sensor signal circuit. The sensor communication and on board diagnostics are powered by the
ORC signal.
Set Conditions
Set Condition:
This code will set, if the ORC and the Front Left Impact Sensor do not establish and maintain valid data
communications.
Possible Causes
Possible Causes
(R79) SIGNAL CIRCUIT SHORTED TO BATTERY
(R79) SIGNAL CIRCUIT SHORTED TO GROUND
(R79, R81) FRONT LEFT IMPACT SENSOR CIRCUITS SHORTED TOGETHER
(R81) FRONT LEFT IMPACT SENSOR GROUND CIRCUIT OPEN
(R79) FRONT LEFT IMPACT SENSOR SIGNAL CIRCUIT OPEN
1. VERIFY THAT DTC U0170LOST COMMUNICATION W/UPFRONT LEFT SATELLITE
ACCELERATION SENSOR IS ACTIVE
NOTE: Using the wiring diagram/schematic as a guide check all related splices
and connectors for signs of water intrusion, corrosion, pushed out or bent
terminals, and correct pin tension.
NOTE: If after the harness inspection it appears the impact sensor connector is
only seated halfway. Reseat the harness connector into the impact sensor
and lock the tab.
Does the scan tool display active U0170LOST COMMUNICATION W/UPFRONT LEFT
SATELLITE ACCELERATION SENSOR DTC?
Yes
Go to step 2
No
3408 of 4937
Go to step 9
2. CHECK THE (R79) AND (R81) FRONT LEFT IMPACT SENSOR SIGNAL AND GROUND
CIRCUITS FOR A SHORT TO BATTERY
Fig. 154: Measuring Voltage On Front Left Impact Sensor Signal Circuit & Front Left Impact
Sensor Ground Circuit
1. Disconnect the Front Left Impact Sensor harness connector.
3. Connect the SRS Load Tool Adaptor 844332L to the ORC harness connectors.
Adaptor 844332L.
4. Measure the voltage on the (R79) Front Left Impact Sensor Signal circuit and the (R81) Front Left
Impact Sensor Ground circuit at the Front Left Impact Sensor harness connector.
Yes
Repair the (R79) and (R81) Front Left Impact Sensor circuits for a short to battery.
No
Go to step 3
3. CHECK THE (R79) AND (R81) FRONT LEFT IMPACT SENSOR CIRCUITS FOR A SHORT
TO GROUND
Fig. 155: Measuring Resistance Between Ground, Front Left Impact Sensor Signal Circuit & Front
Left Impact Sensor Ground Circuit
1. Measure the resistance between ground and the (R79) Front Left Impact Sensor Signal circuit and
(R81) Front Left Impact Sensor Ground circuit at the Front Left Impact Sensor harness connector.
3409 of 4937
Yes
Repair the (R79) and (R81) Front Left Impact Sensor circuits for a short to ground.
No
Go to step 4
4. CHECK THE (R79) AND (R81) FRONT LEFT IMPACT SENSOR CIRCUITS FOR A SHORT
TOGETHER
Fig. 156: Measuring Resistance Between Front Left Impact Sensor Signal Circuit & Front Left
Impact Sensor Ground Circuit
1. Measure the resistance between the (R79) Front Left Impact Sensor Signal circuit and the (R81)
Front Left Impact Sensor Ground circuit at the Front Left Impact Sensor harness connector.
Yes
Repair the (R79) and (R81) Front Left Impact Sensor circuits shorted together.
No
Go to step 5
5. CHECK THE (R81) FRONT LEFT IMPACT SENSOR GROUND CIRCUIT FOR AN OPEN OR
HIGH RESISTANCE
Fig. 157: Measuring Resistance Of Front Left Impact Sensor Ground Circuit
1. Measure the resistance of the (R81) Front Left Impact Sensor Ground circuit between the Front
Left Impact Sensor harness connector and the SRS Load Tool Adaptor 844332L.
Is the resistance below 1 Ohm?
Yes
Go to step 6
No
Repair the (R81) Front Left Impact Sensor 1 Ground circuit for an open or high resistance.
6. CHECK THE (R79) FRONT LEFT IMPACT SENSOR CIRCUIT FOR AN OPEN OR HIGH
RESISTANCE
3410 of 4937
Fig. 158: Measuring Resistance Of Front Left Impact Sensor Signal Circuit
1. Measure the resistance of the (R79) Front Left Impact Sensor Signal circuit between the Front Left
Impact Sensor harness connector and the SRS Load Tool Adaptor 844332L.
Yes
Go to step 7
No
Repair the (R79) Front Left Impact Sensor Signal circuit for an open or high resistance.
7. CHECK OPERATION OF THE FRONT LEFT IMPACT SENSOR
1. Replace the Front Left Impact Sensor.
2. Reconnect the vehicle body harness to the impact sensor.
except the Battery.
4. Connect the scan tool to the Data Link Connector use the most current software available.
7. Wait one minute, and read active codes and if there are none present read the stored codes.
Did the active Front Left Impact Sensor DTC return?
Yes
Go to step 8
No
Repair is complete.
1. Disconnect the SRS Load Tool Adaptor 844332L.
Repair
Replace the Occupant Restraint Controller in accordance with Service Information.
3411 of 4937
3. Using the wiring diagram / schematic as a guide, inspect the wiring and harness connectors.
DTC in question.
Yes
No
DTC U0171: LOST COMMUNICATION W/ UPFRONT RIGHT SATELLITE ACCELERATION
SENSOR
Circuit Schematic
3412 of 4937
Fig. 159: UpFront Right Satellite Acceleration Sensor Circuit Schematic
Additional Wiring
Theory Of Operation
Impact sensors perform their own self test using power supplied by the Occupant Restraint Controller (ORC)
then communicate this status back to the module. The repair of this fault centers on verifying the integrity of the
sensor's internal circuitry and software validity.
Monitor Conditions
When Monitored:
The Occupant Restraint Controller (ORC) continuously communicates with the Front Right Impact
Sensor over the sensor signal circuit. The sensor communication and on board diagnostics are powered
3413 of 4937
by the ORC signal.
Set Conditions
Set Condition:
This code will set, if the ORC and the Front Right Impact Sensor do not establish and maintain valid data
communications.
Possible Causes
Possible Causes
(R80, R82) FRONT RIGHT IMPACT SENSOR CIRCUITS SHORTED TOGETHER
(R82) FRONT RIGHT IMPACT SENSOR GROUND CIRCUIT OPEN
(R80) FRONT RIGHT IMPACT SENSOR SIGNAL CIRCUIT OPEN
1. VERIFY THAT DTC U0171LOST COMMUNICATION W/UPFRONT RIGHT SATELLITE
ACCELERATION SENSOR IS ACTIVE
and lock the tab.
Does the scan tool display active U0171LOST COMMUNICATION W/UPFRONT RIGHT
SATELLITE ACCELERATION SENSOR DTC?
Yes
Go to step 2
No
Go to step 9
2. CHECK THE (R80) and (R82) FRONT RIGHT IMPACT SENSOR CIRCUITS FOR A SHORT
TO BATTERY
3414 of 4937
Fig. 160: Measuring Voltage On Front Right Impact Sensor Signal Circuit & Sensor Ground
Circuit
1. Disconnect the Front Right Impact Sensor harness connector.
Adapter 844332L.
4. Measure the voltage on the (R80) Front Right Impact Sensor Signal circuit and the (R82) Sensor
Ground circuit at the Front Right Impact Sensor harness connector.
Yes
Repair the (R80) and (R82) Front Right Impact Sensor circuits for a short to battery.
No
Go to step 3
3. CHECK THE (R80) AND (R82) FRONT RIGHT IMPACT SENSOR CIRCUITS FOR A SHORT
TO GROUND
Fig. 161: Measuring Resistance Between Ground & Front Right Impact Sensor Circuits 1
1. Measure the resistance between ground and the (R80) and (R82) Front Right Impact Sensor circuit
1 at the Front Right Impact Sensor harness connector.
Yes
3415 of 4937
Repair the (R80) and (R82) Front Right Impact Sensor circuits for a short to ground.
No
Go to step 4
4. CHECK THE (R80) AND (R82) FRONT RIGHT IMPACT SENSOR CIRCUITS FOR A SHORT
TOGETHER
Fig. 162: Measuring Resistance Between Front Right Impact Sensor Signal & Front Right Impact
Sensor Ground Circuit
1. Measure the resistance between the (R80) Front Right Impact Sensor Signal and the (R82) Front
Right Impact Sensor Ground circuit at the Front Right Impact Sensor harness connector.
Yes
Repair the (R80) and (R82) Front Right Impact Sensor circuits shorted together.
No
Go to step 5
5. CHECK THE (R82) FRONT RIGHT IMPACT SENSOR GROUND CIRCUIT FOR AN OPEN
OR HIGH RESISTANCE
Fig. 163: Measuring Resistance Of Front Right Impact Sensor Ground circuit
1. Measure the resistance of the (R82) Front Right Impact Sensor Ground circuit between the Front
Right Impact Sensor harness connector and the SRS Load Tool Adaptor 844332L.
Yes
Go to step 6
No
Repair the (R82) Front Right Impact Sensor 2 Ground circuit for an open or high resistance.
6. CHECK THE (R80) FRONT RIGHT IMPACT SENSOR SIGNAL CIRCUIT FOR AN OPEN OR
HIGH RESISTANCE
Fig. 164: Measuring Resistance Of Front Right Impact Sensor Signal Circuit
3416 of 4937
1. Measure the resistance of the (R80) Front Right Impact Sensor Signal circuit between the Front
Right Impact Sensor harness connector and the SRS Load Tool Adaptor 844332L.
Yes
Go to step 7
No
Repair the (R80) Front Right Impact Sensor Signal circuit for an open or high resistance.
7. CHECK OPERATION OF THE FRONT RIGHT IMPACT SENSOR
1. Replace the Front Right Impact Sensor.
except the Battery.
Did the active Front Right Impact Sensor DTC return?
Yes
Go to step 8
No
Repair is complete.
If there are no possible causes remaining, view repair.
Repair
3417 of 4937
DTC in question.
Yes
No
DTC U0172: LOST COMMUNICATION W/ LEFT SIDE SATELLITE ACCELERATION SENSOR 1
Circuit Schematic
3418 of 4937
Fig. 165: Left Side Satellite Acceleration Sensor 1 Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
The Occupant Restraint Controller (ORC) continuously communicates with the Left Side Impact Sensor
1 over the sensor signal circuit. The sensor communication and on board diagnostics are powered by the
ORC signal.
Set Conditions
Set Condition:
3419 of 4937
This code will set, if the ORC and the Left Side Impact Sensor 1 do not establish and maintain valid data
communications.
Possible Causes
Possible Causes
(R13, R15) LEFT SIDE IMPACT SENSOR 1 CIRCUITS SHORTED TOGETHER
(R15) LEFT SIDE IMPACT SENSOR 1 GROUND CIRCUIT OPEN
(R13) LEFT SIDE IMPACT SENSOR 1 SIGNAL CIRCUIT OPEN
ORC, LEFT SIDE IMPACT SENSOR 1
Diagnostic Test
1. VERIFY THAT DTC U0172LOST COMMUNICATION W/LEFT SIDE SATELLITE
ACCELERATION SENSOR 1 IS ACTIVE
and lock the tab.
Does the scan tool display active U0172LOST COMMUNICATION W/LEFT SIDE IMPACT
SENSOR 1 DTC?
Yes
Go to step 2
No
Go to step 9
2. CHECK THE (R13) AND (R15) LEFT SIDE IMPACT SENSOR 1 CIRCUITS FOR A SHORT TO
BATTERY
Fig. 166: Measuring Voltage Of Left Side Impact Sensor 1 Signal Circuit & Sensor Ground Circuit

1. Disconnect the Left Side Impact Sensor 1 harness connector.
4. Measure the voltage of the (R13) Left Side Impact Sensor 1 Signal circuit and the (R15) Sensor
Ground circuit at the Left Side Impact Sensor 1 harness connector.
Yes
Repair the (R13) and (R15) Left Side Impact Sensor 1 circuits for a short to battery.
No
Go to step 3
3. CHECK THE (R13) and (R15) LEFT SIDE IMPACT SENSOR 1 CIRCUITS FOR A SHORT TO
GROUND
Fig. 167: Measuring Resistance Between Ground, Left Side Impact Sensor 1 Signal Circuit & Left
Side Impact Sensor 1 Ground Circuit
1. Measure the resistance between ground and the (R13) Left Side Impact Sensor 1 Signal circuit at
the Left Side Impact Sensor 1 harness connector.
2. Measure the resistance between ground and the (R15) Left Side Impact Sensor 1 Ground circuit at
the Left Side Impact Sensor 1 harness connector.
Yes
Repair the (R13) and (R15) Left Side Impact Sensor 1 Signal and Ground circuit for a short
to ground.
No
Go to step 4
3421 of 4937
4. CHECK THE (R13) AND (R15) LEFT SIDE IMPACT SENSOR CIRCUITS FOR A SHORT
TOGETHER
Fig. 168: Measuring Resistance Between Left Side Impact Sensor 1 Signal Circuit & Sensor
Ground Circuit
1. Measure the resistance between the (R13) Left Side Impact Sensor 1 Signal circuit and the (R15)
Sensor Ground circuit at the Left Side Impact Sensor 1 harness connector.
Yes
Repair the (R13) and (R15) Left Side Impact Sensor 1 circuits shorted together.
No
Go to step 5
5. CHECK THE (R15) LEFT SIDE IMPACT SENSOR 1 GROUND CIRCUIT FOR AN OPEN OR
HIGH RESISTANCE
Fig. 169: Measuring Resistance Of Left Side Impact Sensor 1 Ground Circuit
1. Measure the resistance of the (R15) Left Side Impact Sensor 1 Ground circuit between the Left
Side Impact Sensor 1 harness connector and the SRS Load Tool Adaptor 844332L.
Yes
Go to step 6
No
Repair the (R15) Left Side Impact Sensor 1 Ground circuit for an open or high resistance.
6. CHECK THE (R13) LEFT SIDE IMPACT SENSOR 1 CIRCUIT FOR AN OPEN OR HIGH
RESISTANCE
Fig. 170: Measuring Resistance Of Left Side Impact Sensor 1 Signal Circuit
1. Measure the resistance of the (R13) Left Side Impact Sensor 1 Signal circuit between the Left Side
Impact Sensor 1 harness connector and the SRS Load Tool Adaptor 844332L.
Yes
Go to step 7
3422 of 4937
No
Repair the (R13) Left Side Impact Sensor 1 Signal circuit for an open or high resistance.
7. CHECK OPERATION OF THE LEFT SIDE IMPACT SENSOR 1
1. Replace the Left Side Impact Sensor 1.
except the Battery.
Did the active Left Side Impact Sensor 1 DTC return?
Yes
Go to step 8
No
Repair is complete
Repair
3423 of 4937
DTC in question.
Yes
Perform the appropriate DTC. See DTCBased Diagnostics/CONTROLLER, Occupant
Restraint (ORC) Diagnosis and Testing.
No
DTC U0175: LOST COMMUNICATION W/ RIGHT SIDE SATELLITE ACCELERATION SENSOR 1
Circuit Schematic
3424 of 4937
Fig. 171: Right Side Satellite Acceleration Sensor 1 Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
The Occupant Restraint Controller (ORC) continuously communicates with the Right Side Impact Sensor
1 over the sensor signal circuit. The sensor communication and on board diagnostics are powered by the
ORC signal.
Set Conditions
3425 of 4937
Set Condition:
This code will set, if the ORC and the Right Side Impact Sensor 1 do not establish and maintain valid
data communications.
Possible Causes
Possible Causes
(R14) SIGNAL CIRCUIT SHORTED TO VOLTAGE
(R14, R16) RIGHT SIDE IMPACT SENSOR 1 CIRCUITS SHORTED TOGETHER
(R16) RIGHT SIDE IMPACT SENSOR 1 GROUND CIRCUIT OPEN
(R14) RIGHT SIDE IMPACT SENSOR 1 SIGNAL CIRCUIT OPEN
1. VERIFY THAT DTC U0175LOST COMMUNICATION W/RIGHT SIDE SATELLITE
ACCELERATION SENSOR 1
and lock the tab.
Does the scan tool display active U0175LOST COMMUNICATION W/RIGHT SIDE
SATELLITE ACCELERATION SENSOR 1 DTC?
Yes
Go to step 2
No
Go to step 9
2. CHECK THE (R14) AND (R16) RIGHT SIDE IMPACT SENSOR 1 CIRCUITS FOR A SHORT
TO VOLTAGE
Fig. 172: Measuring Voltage Of Right Side Impact Sensor 1 Signal Circuit & Sensor Ground
Circuit
3426 of 4937
1. Disconnect the Right Side Impact Sensor 1 harness connector.
3. Connect the SRS Load Tool Adaptor 844332L to the ORC harness connector.
4. Measure the voltage of the (R14) Right Side Impact Sensor 1 Signal circuit and the (R16) Sensor
Ground circuit at the Right Side Impact Sensor 1 harness connector.
Yes
Repair the (R14) and (R16) Right Side Impact Sensor 1 circuits for a short to voltage.
No
Go to step 3
3. CHECK THE (R14) AND (R16) RIGHT SIDE IMPACT SENSOR 1 CIRCUITS FOR A SHORT
TO GROUND
Fig. 173: Measuring Resistance Between Ground, Right Side Impact Sensor 1 Signal Circuit &
Right Side Impact Sensor Ground Circuit
1. Measure the resistance between ground and the (R14) Right Side Impact Sensor 1 Signal circuit at
the Right Side Impact Sensor 1 harness connector.
2. Measure the resistance between ground and the (R16) Right Side Impact Sensor Ground circuit at
the Right Side Impact Sensor 1 harness connector.
Yes
Repair the (R14) Right Side Impact Sensor 1 Signal or (R16) Right Side Impact Sensor 1
Ground circuit for a short to ground.
3427 of 4937
No
Go to step 4
4. CHECK THE (R14) AND (R16) RIGHT SIDE IMPACT SENSOR CIRCUITS FOR A SHORT
TOGETHER
Fig. 174: Measuring Resistance Between Right Side Impact Sensor 1 Signal Circuit & Sensor
Ground Circuit
1. Measure the resistance between the (R14) Right Side Impact Sensor 1 Signal circuit and the (R16)
Sensor Ground circuit at the Right Side Impact Sensor 1 harness connector.
Yes
Repair the (R14) and (R16) Right Side Impact Sensor 1 circuits shorted together.
No
Go to step 5
5. CHECK THE (R16) RIGHT SIDE IMPACT SENSOR 1 GROUND CIRCUIT FOR AN OPEN OR
HIGH RESISTANCE
Fig. 175: Measuring Resistance Of Right Side Impact Sensor 1 Ground Circuit
1. Measure the resistance of the (R16) Right Side Impact Sensor 1 Ground circuit between the Right
Yes
Go to step 6
No
Repair the (R16) Right Side Impact Sensor 1 Ground circuit for an open or high resistance.
6. CHECK THE (R14) RIGHT SIDE IMPACT SENSOR 1 CIRCUIT FOR AN OPEN OR HIGH
RESISTANCE
Fig. 176: Measuring Resistance Of Right Side Impact Sensor 1 Signal Circuit
1. Measure the resistance of the (R14) Right Side Impact Sensor 1 Signal circuit between the Right
3428 of 4937
Yes
Go to step 7
No
Repair the (R14) Right Side Impact Sensor 1 Signal circuit for an open or high resistance.
7. CHECK OPERATION OF THE RIGHT SIDE IMPACT SENSOR 1
1. Replace the Right Side Impact Sensor 1.
except the Battery.
Did the active Right Side Impact Sensor 1 DTC return?
Yes
Go to step 8
No
Repair is complete.
Repair
3429 of 4937
DTC in question.
Yes
No
Additional Wiring
Monitor Conditions
When Monitored:
3430 of 4937
Set Conditions
Set Condition:
Possible Causes
Possible Causes
RADIO
proceeding.
Is this DTC active?
Yes
procedure.
No
Additional Wiring
Monitor Conditions
When Monitored:
3431 of 4937
Set Conditions
Set Condition:
Bus messages not received from the Audio Amplifier for approximately two to five seconds.
Possible Causes
Possible Causes
AMPLIFIER
proceeding.
Is this DTC active?
Yes
Diagnosis and Testing and perform the U0186Lost Communication with Audio Amplifier
No
DTC U1159: LOST COMMUNICATION WITH AUTOMATIC SWAY BAR SYSTEM (ASBS) (FDCM)
MODULE
Circuit Schematic
Fig. 177: Automatic Sway Bar System (ASBS) (FDCM) Module Circuit Schematic
Additional Wiring
Monitor Conditions
When Monitored:
IOD fuse installed
3432 of 4937
Set Conditions
Set Condition:
If the Occupant Restraint Controller (ORC) BUS messages not received from the Automatic Sway Bar
System Module (ASBS) or Final Drive Control Module (FDCM) for approximately two to five seconds.
Possible Causes
Possible Causes
AUTOMATIC SWAY BAR SYSTEM MODULE (ASBS) (FDCM) POWER AND GROUND
AUTOMATIC SWAY BAR SYSTEM MODULE (ASBS) (FDCM)
Diagnostic Test
Is the U1159LOST COMMUNICATION WITH AUTOMATIC SWAY BAR SYSTEM (ASBS)
(FDCM) MODULE DTC active?
Yes
Diagnosis and Testing and perform the U1159LOST COMMUNICATION WITH
AUTOMATIC SWAY BAR SYSTEM (ASBS) (FDCM) MODULE DTC.
No
DTC U1414: IMPLAUSIBLE/MISSING ECU CONFIGURATION DATA
Additional Wiring
Monitor Conditions
When Monitored:
monitors the CAN Bus message from the TIPM containing the ORC configuration data.
Set Conditions
3433 of 4937
Set Condition:
This DTC will set if the ORC configuration Bus message is invalid or missing.
Possible Causes
Possible Causes
Diagnostic Test
1. VERIFY TOTALLY INTEGRATED POWER MODULE (TIPM) OPERATION
2. With the scan tool, read TIPM DTC.
Does the scan tool display any TIPM DTC?
Yes
Diagnosis and Testing and perform the active DTC diagnostic procedures in the TIPM
before continuing with the ORC diagnostics.
No
Go to step 2
2. CHECK OPERATION OF THE OCCUPANT RESTRAINT CONTROLLER
1. Replace the Occupant Restraint Controller in accordance with the service information.
Did the active U1414IMPLAUSIBLE/MISSING ECU CONFIGURATION DATA DTC return?
Yes
Replace the Totally Integrated Power Module (TIPM) in accordance with Service
Information.
No
3434 of 4937
Repair is complete.
DTC U1415: IMPLAUSIBLE/MISSING VEHICLE CONFIGURATION DATA
Additional Wiring
Monitor Conditions
When Monitored:
monitors the CAN Bus message from the TIPM containing the ORC configuration data.
Set Conditions
Set Condition:
This DTC will set if the ORC configuration Bus message is invalid or missing.
Possible Causes
Possible Causes
Diagnostic Test
1. VERIFY TOTALLY INTEGRATED POWER MODULE (TIPM) OPERATION
Does the scan tool display any TIPM DTCs?
Yes
Diagnosis and Testing and perform the active DTC diagnostic procedures in the TIPM
before continuing with the ORC diagnostics.
No
Go to step 2
2. CHECK OPERATION OF THE OCCUPANT RESTRAINT CONTROLLER
1. Replace the Occupant Restraint Controller in accordance with the service information.

2. Use the most current software available. Connect the scan tool to the Data Link connector.
Did the active U1415IMPLAUSIBLE/MISSING VEHICLE CONFIGURATION DATA DTC
return?
Yes
Replace the Totally Integrated Power Module (TIPM) in accordance with Service
Information.
No
Repair is complete.
STANDARD PROCEDURE
AIRBAG SYSTEM VERIFICATION TEST
1. AIRBAG SYSTEM VERIFICATION TEST
1. Remove all special tools and jumper wires and reconnect all previously disconnected components,
except the battery.
3. With the scan tool, erase stored DTCs in all Airbag System Modules.
4. Turn the ignition off, and wait 30 seconds, then turn the ignition on.
5. Wait one minute, and read active DTCs in all Airbag System Modules.
6. Read the stored DTCs in all Airbag System Modules.
Are any DTCs present or if the original condition still present?
Yes
Repair is not complete. Select the appropriate diagnostic procedure. See DTCBased
Diagnostics/CONTROLLER, Occupant Restraint (ORC) Diagnosis and Testing.
No
Repair is complete.
3436 of 4937
Back To Article
2010 RESTRAINTS
Service Information Wrangler
DESCRIPTION
DESCRIPTION
An occupant restraint system is standard factoryinstalled safety equipment on this vehicle. Available occupant
restraints for this vehicle include both active and passive types. Active restraints are those which require the
vehicle occupants to take some action to employ, such as fastening a seat belt; while passive restraints require
no action by the vehicle occupants to be employed.
ACTIVE RESTRAINTS
The active restraints for this vehicle include:
Child Restraint Anchors All twodoor vehicles are equipped with two, fixedposition, child seat upper
tether anchors for the second row seating. The two upper tether anchors are integral to the back of the
seat cushion frame. All fourdoor vehicles are equipped with three, fixedposition, child seat upper tether
anchors for the second row seating. A single upper tether anchor is integral to the back of the left seat
cushion frame, and two more are integral to the back of the right cushion frame. Two lower anchors are
provided for each outboard second row seating position on both twodoor and fourdoor vehicles. The
lower anchors are integral to the seat cushion frame on twodoor vehicles. The lower inboard anchors are
integral to the seat back panels of fourdoor vehicles, while the lower outboard anchors are integral to the
seat back hinge brackets. All lower anchors are accessed from the front of the second row seat where the
seat back meets the seat cushion.
Front Seat Belts Both front seating positions are equipped with threepoint seat belt systems employing
a lower Bpillar mounted inertia latchtype emergency locking retractors, heightadjustable upper sport
bar (twodoor) or Bpillar (fourdoor) mounted turning loops and a traveling endrelease seat belt buckle
secured to the inboard side of the seat frame. A traveling lower seat belt anchor is secured to the outboard
side of the seat frame on all fourdoor vehicles, while all twodoor vehicles have a fixed lower seat belt
anchor secured to the base of the Bpillar. The driver side front seat belt buckle includes an integral seat
belt switch that detects whether the driver side front seat belt has been fastened.
Second Row Seat Belts All second row seating positions are equipped with threepoint seat belt
systems. The outboard seating position belts employ lower sport bar mounted inertia latchtype
emergency locking retractors, fixed position upper sport bar mounted turning loops and fixed lower seat
belt anchors secured to the rear floor panel. The second row seat center seating position of fourdoor
vehicles has an inertia latchtype emergency locking retractor that is secured within the right seat back
panel and a lower anchor secured to the rear floor panel along with the right outboard buckle. All of the
second row seat belt retractors for this vehicle are also switchable from an emergency locking retractor to
an automatic locking retractor for compatibility with child seats. The center seating position and left
outboard buckles are secured to the seat back hinge bracket. All second row seat belts have fixed end
release seat belt buckles.
PASSIVE RESTRAINTS
3437 of 4937
Fig. 1: SRS Logo
The passive restraints available for this vehicle include the following:
Dual Front Airbags Multistage driver and front passenger airbags are used in this vehicle. This airbag
system consists of passive, inflatable, Supplemental Restraint System (SRS) components and vehicles
with this equipment can be readily identified by the SRS AIRBAG logo molded into the driver airbag
trim cover in the center of the steering wheel and also into the passenger airbag door on the instrument
panel above the glove box. Vehicles with the airbag system can also be identified by the airbag indicator,
which will illuminate in the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab
Compartment Node/CCN) for about seven seconds as a bulb test each time the ignition switch is turned
to the ON position. A pyrotechnictype seat belt tensioner is also integral to the front seat belt retractors
mounted on the lower inner Bpillars to work in conjunction with the dual front airbags.
Seat Airbags Seat integrated side airbags are optional equipment in this vehicle. This airbag system
consists of passive, inflatable, SRS components and vehicles with this equipment can be readily
identified by a sewn tag with the SRS AIRBAG logo located on the outboard side of the front seat back
trim cover.
3438 of 4937
Fig. 2: SRS Components
The SRS includes the following major components, which are described in further detail elsewhere in this
Airbag Indicator The airbag indicator is integral to the ElectroMechanical Instrument Cluster (EMIC)
(also known as the Cab Compartment Node/CCN), which is located on the instrument panel in front of
the driver.
Clockspring The clockspring is located near the top of the steering column, directly beneath the
steering wheel.
Driver Airbag (3) The driver airbag is located in the center of the steering wheel, beneath the driver
airbag trim cover.
Driver Knee Blocker The driver knee blocker is a structural unit secured to the back side of and
integral to the instrument panel steering column opening cover.
Front Impact Sensor (1) Two front impact sensors are used on vehicles equipped with dual front
airbags, one left side and one right side. One sensor is located on the back side of the front end module
carrier on either side of the radiator and inboard of the headlamp within the engine compartment.
Occupant Restraint Controller (4) The Occupant Restraint Controller (ORC) is located on a mount on
the floor panel transmission tunnel rearward of the transmission gear selector, and is concealed beneath
the center floor console.
Passenger Airbag (2) The passenger airbag is located in the instrument panel, beneath the passenger
airbag door on the instrument panel above the glove box on the passenger side of the vehicle.
Passenger Knee Blocker The passenger knee blocker is a structural reinforcement that is integral to
and concealed within the glove box door.
Seat Airbag (6) An optional seat airbag unit is secured to each outboard front seat back frame, where it
is concealed beneath the seat back trim cover and foam.
Seat Belt Tensioner (8) A seat belt tensioner is integral to both front seat belt retractor units on vehicles
equipped with dual front airbags. The seat belt retractor tensioner units are secured to each lower inner B
pillar and are concealed behind the lower Bpillar trim.
Seat Track Position Sensor (5) Two seat track position sensors are standard equipment in this vehicle.
One sensor is located on the inboard side of one of the seat adjuster tracks on both the driver and the
passenger side front seats.
Side Impact Sensor (7) Two side impact sensors are used on vehicles equipped with the optional seat
airbags, one on each side of the vehicle. One sensor is located behind the Bpillar trim near the belt line
of each Bpillar.
The ORC and the EMIC each contain a microprocessor and programming that allow them to communicate with
each other using the Controller Area Network (CAN) data bus. This method of communication is used by the
ORC for control of the airbag indicator in the EMIC. Refer to Electrical/Electronic Control
Modules/COMMUNICATION Description .
Hard wired circuitry connects the SRS components to each other through the electrical system of the vehicle.
system, and to the SRS components through the use of a combination of soldered splices, splice block
connectors, and many different types of wire harness terminal connectors and insulators. Refer to the
repair procedures, further details on wire harness routing and retention, as well as pinout and location views
for the various wire harness connectors, splices and grounds.
OPERATION
OPERATION
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ACTIVE RESTRAINTS
The primary passenger restraints in this or any other vehicle are the standard equipment factoryinstalled seat
belts and child restraint anchors. Seat belts and child restraint anchors are referred to as an active restraint
because the vehicle occupants are required to physically fasten and properly adjust these restraints in order to
benefit from them.
PASSIVE RESTRAINTS
The passive restraints are referred to as a Supplemental Restraint System (SRS) because they were designed
and are intended to enhance the protection for the occupants of the vehicle only when used in conjunction with
the seat belts. They are referred to as passive restraints because the vehicle occupants are not required to do
anything to make them operate; however, the vehicle occupants must be wearing their seat belts in order to
obtain the maximum safety benefit from the factoryinstalled SRS components.
The SRS electrical circuits are continuously monitored and controlled by a microprocessor and software
contained within the Occupant Restraint Controller (ORC). An airbag indicator in the ElectroMechanical
Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN) illuminates for about seven
seconds as a bulb test each time the ignition switch is turned to the ON or START positions. Following the bulb
test, the airbag indicator is turned ON or OFF by the ORC to indicate the status of the SRS. If the airbag
indicator comes ON at any time other than during the bulb test, it indicates that there is a problem in the SRS
electrical circuits. Such a problem may cause airbags not to deploy when required, or to deploy when not
required.
Deployment of the SRS components depends upon the angle and severity of an impact. Deployment is not
based upon vehicle speed; rather, deployment is based upon the rate of deceleration as measured by the forces
of gravity (G force) upon the accelerationtype impact sensors. When an impact is severe enough, the
microprocessor in the ORC signals the inflator of the appropriate airbag units to deploy their airbag cushions.
The front seat belt retractor tensioners are provided with a deployment signal by the ORC in conjunction with
the front airbags. The optional seat airbags are provided with a deployment signal individually by the ORC
based upon a side impact sensor input for the same side of the vehicle.
During a frontal vehicle impact, the knee blockers work in concert with properly fastened and adjusted seat
belts to restrain both the driver and the front seat passenger in the proper position for an airbag deployment. The
knee blockers also absorb and distribute the crash energy from the driver and the front seat passenger to the
structure of the instrument panel. The seat belt tensioners remove the slack from the front seat belts to provide
further assurance that the driver and front seat passenger are properly positioned and restrained for an airbag
deployment.
Typically, the vehicle occupants recall more about the events preceding and following a collision than they do
of an airbag deployment itself. This is because the airbag deployment and deflation occur very rapidly. In a
typical 48 kilometerperhour (30 mileperhour) barrier impact, from the moment of impact until the airbags
are fully inflated takes about 40 milliseconds. Within one to two seconds from the moment of impact, the
airbags are almost entirely deflated. The times cited for these events are approximations, which apply only to a
barrier impact at the given speed. Actual times will vary somewhat, depending upon the vehicle speed, impact
angle, severity of the impact, and the type of collision.
When the ORC monitors a problem in any of the SRS circuits or components, including the seat belt tensioners,
it stores a fault code or Diagnostic Trouble Code (DTC) in its memory circuit and sends an electronic message
to the EMIC to turn ON the airbag indicator. The hard wired circuits between components related to the SRS
may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring
information. The wiring information includes wiring diagrams, proper wire and connector repair procedures,
However, conventional diagnostic methods will not prove conclusive in the diagnosis of the SRS or the
electronic controls or communication between other modules and devices that provide features of the SRS. The
most reliable, efficient, and accurate means to diagnose the SRS or the electronic controls and communication
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related to SRS operation, as well as the retrieval or erasure of a DTC requires the use of a diagnostic scan tool.
WARNING
WARNINGS
methods.
WARNING: To avoid serious or fatal injury on vehicles equipped with seat airbags, disable
the Supplemental Restraint System (SRS) before attempting any Occupant
Restraint Controller (ORC) diagnosis or service. The ORC contains a rollover
sensor, which enables the system to deploy the seat airbags in the event of a
vehicle rollover event. If an ORC is accidentally rolled during service while still
connected to battery power, the seat airbags will deploy. Disconnect and isolate
capacitor to discharge before performing further diagnosis or service. This is
the only sure way to disable the SRS. Failure to take the proper precautions
could result in accidental airbag deployment.

may result in inferior occupant protection. Failure to follow these instructions
Chrysler Mopar Â® Parts Catalog. Failure to follow these instructions may
SUPPLEMENTAL RESTRAINT SYSTEM
The hard wired circuits between modules and components related to the Supplemental Restraint System (SRS)
may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring
information. The wiring information includes wiring diagrams, proper wire and connector repair procedures,
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However, conventional diagnostic methods will not prove conclusive in the diagnosis of the SRS or the
electronic controls or communication between other modules and devices that provide features of the SRS. The
most reliable, efficient, and accurate means to diagnose the SRS or the electronic controls and communication
related to SRS operation, as well as the retrieval or erasure of a DTC requires the use of a diagnostic scan tool.
In addition to a diagnostic scan tool that contains the latest version of the proper diagnostic software, certain
diagnostic procedures for the SRS may require the use of the SRS Load Tool special tool along with the
appropriate Load Tool Jumpers and Adapters. Refer to the appropriate diagnostic information.
STANDARD PROCEDURE
HANDLING NONDEPLOYED SUPPLEMENTAL RESTRAINTS
At no time should any source of electricity be permitted near the inflator on the back of a nondeployed airbag
or seat belt tensioner. When carrying a nondeployed airbag, the trim cover or airbag cushion side of the unit
should be pointed away from the body to minimize injury in the event of an accidental deployment. If the
airbag unit is placed on a bench or any other surface, the trim cover or airbag cushion side of the unit should be
face up to minimize movement in the event of an accidental deployment.
When handling a nondeployed seat belt tensioner, take proper care to keep fingers away from the retractor
cover and away from the seat belt webbing where it exits from the retractor cover. In addition, the Supplemental
Restraint System (SRS) should be disarmed whenever any steering wheel, steering column, seat belt tensioner,
airbag, impact sensor or instrument panel components require diagnosis or service. Failure to observe this
warning could result in accidental airbag deployment and possible personal injury.
All damaged, ineffective or nondeployed airbags and seat belt tensioners which are replaced on vehicles are to
be handled and disposed of properly. If an airbag or seat belt tensioner unit is ineffective or damaged and non
deployed, refer to the Hazardous Substance Control System for information regarding the potentially hazardous
properties of the subject component and the proper safe handling procedures. Then dispose of all nondeployed
and deployed airbags and seat belt tensioners in a manner consistent with state, provincial, local and federal
regulations.
SUPPLEMENTAL RESTRAINT STORAGE
Airbags and seat belt tensioners must be stored in their original, special container until they are used for service.
Also, they must be stored in a clean, dry environment; away from sources of extreme heat, sparks, and high
electrical energy. Always place or store any airbag on a surface with its trim cover or airbag cushion side facing
up, to minimize movement in case of an accidental deployment.
SERVICE AFTER A SUPPLEMENTAL RESTRAINT DEPLOYMENT
Any vehicle which is to be returned to use following a Supplemental Restraint System (SRS) component
deployment must have the deployed restraints replaced. In addition, if the driver airbag has been deployed, the
clockspring must be replaced and the steering column must be inspected. Refer to Steering/Column
Diagnosis and Testing . If the passenger airbag is deployed, the passenger airbag door must be replaced.
The seat belt tensioners are deployed by the same signal that deploys the driver and passenger airbags and must
also be replaced if either front airbag has been deployed. If a seat (thorax) airbag has been deployed, the seat
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back frame, the seat back foam and the seat back trim cover on the same side of the vehicle as the deployed
airbag must also be replaced. These components are not intended for reuse and will be damaged or weakened as
a result of a SRS component deployment, which may or may not be obvious during a visual inspection.
It is also critical that the mounting surfaces and mounting brackets for the Occupant Restraint Controller
(ORC), side impact sensors and front impact sensors be closely inspected and restored to their original
conditions following any vehicle impact damage. Because the ORC and each impact sensor are used by the
SRS to monitor or confirm the direction and severity of a vehicle impact, improper orientation or insecure
fastening of these components may cause airbags not to deploy when required, or to deploy when not required.
There are two methods by which an airbag or seat belt tensioner may be connected to the vehicle electrical
system. The first method involves a short pigtail harness and connector insulator that are integral to the airbag
or tensioner unit and are replaced as a unit with the service replacement airbag or seat belt tensioner unit. The
second method involves a wire harness takeout and connector insulator (squib circuits) that are connected
directly to the air bag or tensioner initiator. The heat created by the initiator during an airbag or tensioner
deployment will cause collateral damage to a directly connected wire harness take out and connector insulator.
Therefore, these directconnect type take outs and connector insulators must be repaired following an airbag or
seat belt tensioner deployment. See Restraints Standard Procedure.
All other vehicle components should be closely inspected following any SRS component deployment, but are to
be replaced only as required by the extent of the visible damage incurred.
AIRBAG SQUIB STATUS
Multistage airbags with multiple initiators (squibs) must be checked to determine that all squibs were used
during the deployment event. The driver and passenger airbags in this vehicle are deployed by electrical signals
generated by the Occupant Restraint Controller (ORC) through the driver or passenger squib 1 and squib 2
circuits to the two initiators in the airbag inflators. Typically, both initiators are used and all potentially
hazardous chemicals are burned during an airbag deployment event. However, it is possible for only one
initiator to be used; therefore, it is always necessary to confirm that both initiators have been used in order to
avoid the improper handling or disposal of potentially live pyrotechnic or hazardous materials. The following
procedure should be performed using a diagnostic scan tool to verify the status of both airbag squibs before
either deployed airbag is removed from the vehicle for disposal.
CAUTION: Deployed front airbags having two initiators (squibs) in the airbag inflator may
or may not have live pyrotechnic material within the inflator. Do not dispose of
these airbags unless you are certain of complete deployment. Refer to the
Hazardous Substance Control System for information regarding the potentially
hazardous properties of the subject component and the proper safe handling
procedures. Then dispose of all nondeployed and deployed airbags and seat
belt tensioners in a manner consistent with state, provincial, local and federal
regulations.
1. Be certain that the diagnostic scan tool contains the latest version of the proper diagnostic software.
Connect the scan tool to the 16way Data Link Connector (DLC). The DLC is located on the driver side
lower edge of the instrument panel, outboard of the steering column.
2. Turn the ignition switch to the ON position.
3. Using the scan tool, read and record the active (current) Diagnostic Trouble Code (DTC) data.
Using the active DTC information, refer to the Airbag Squib Status table to determine the status of both driver
and passenger airbag squibs.
AIRBAG SQUIB STATUS
IF THE CONDITIONS SQUIB
ACTIVE STATUS
DTC IS:
Driver or AND the stored DTC minutes for both Driver or Passenger squibs are Both Squib 1
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Passenger within 15 minutes of each other and 2 were
Squib 1 open used.
Driver or
Passenger
Squib 2 open
Driver or AND the stored DTC minutes for Driver or Passenger Squib 2 open is Squib 1 was
Passenger GREATER than the stored DTC minutes for Driver or Passenger Squib 1 used; Squib 2
Squib 1 open by 15 minutes or more is live.
Driver or
Passenger
Squib 2 open
Driver or AND the stored DTC minutes for Driver or Passenger Squib 1 open is Squib 1 is
Passenger GREATER than the stored DTC minutes for Driver or Passenger Squib 2 live; Squib 2
Squib 1 open by 15 minutes or more was used.
Driver or
Passenger
Squib 2 open
Driver or AND Driver or Passenger Squib 2 open is NOT an active code Squib 1 was
Passenger used; Squib 2
Squib 1 open is live.
Driver or AND Driver or Passenger Squib 1 open is NOT an active code Squib 1 is
Passenger live; Squib 2
Squib 2 open was used.
CLEANUP PROCEDURE
Fig. 3: Identifying Rubber Gloves
Following a Supplemental Restraint System (SRS) component deployment, the vehicle interior will contain a
powdery residue. This residue consists primarily of harmless particulate byproducts of the small pyrotechnic
charge that initiates the propellant used to deploy a SRS component. However, this residue may also contain
traces of sodium hydroxide powder, a chemical byproduct of the propellant material that is used to generate the
inert gas that inflates the airbag. Since sodium hydroxide powder can irritate the skin, eyes, nose, or throat, be
certain to wear safety glasses, rubber gloves, and a longsleeved shirt during cleanup.
WARNING: To avoid serious or fatal injury, if you experience skin irritation during cleanup,
run cool water over the affected area. Also, if you experience irritation of the
nose or throat, exit the vehicle for fresh air until the irritation ceases. If irritation
continues, see a physician.
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Fig. 4: Cleaning Vehicle Interior Using Vacuum Cleaner
1. Begin the cleanup by using a vacuum cleaner to remove any residual powder from the vehicle interior.
Clean from outside the vehicle and work your way inside, so that you avoid kneeling or sitting on a non
cleaned area.
2. Be certain to vacuum the heater and air conditioning outlets as well. Run the heater and air conditioner
blower on the lowest speed setting and vacuum any powder expelled from the outlets.
CAUTION: Deployed front airbags having two initiators (squibs) in the airbag inflator
may or may not have live pyrotechnic material within the inflator. Do not
dispose of these airbags unless you are certain of complete deployment.
Refer to AIRBAG SQUIB STATUS heading within this information. All
damaged, ineffective, or nondeployed Supplemental Restraint System
(SRS) components which are replaced on vehicles are to be handled and
disposed of properly. If an airbag or seat belt tensioner unit is ineffective
or damaged and nondeployed, refer to the Hazardous Substance Control
System for information regarding the potentially hazardous properties of
the subject component and the proper safe handling procedures. Then
dispose of all nondeployed and deployed airbags and seat belt
tensioners in a manner consistent with state, provincial, local and federal
regulations.
3. Next, remove the deployed SRS components from the vehicle. Refer to the appropriate service removal
procedures.
4. You may need to vacuum the interior of the vehicle a second time to recover all of the powder.
SUPPLEMENTAL RESTRAINT SYSTEM WIRING REPAIRS
It is important when repairing any Supplemental Restraint System (SRS) electrical circuits to use the
recommended splicing kit and procedure. For applicable and available MOPAR wiring repair kits, please visit
(http://dto.vftis.com/mopar/disclaimer.asp).
This recommended procedure involves crimping the wires together with a splice band, soldering the crimped
connection and, finally, sealing and protecting the repair. The crimp and solder ensure a strong mechanical bond
that will always pass a pull test while also maintaining the conductivity and current carrying capacity of the
circuit. The adhesive sealant and heat shrink tubing ensures the splice repair will perform as well or better than
the original wire and be safe from potential corrosion or short circuits.
There is no limit to the number of splice repairs that can be made in one harness using this procedure. However,
as has been past practice, multiple adjacent splices should be offset from each other. This wiring splice repair
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procedure is approved for harness side repairs only. Repairs and splices to pigtail wires on SRS components
such as airbag units, seat belt tensioner units or clocksprings are not approved or recommended.
REPAIR PROCEDURE
CAUTION: If additional wire is needed when making a splice repair to any wire, it is
important that the same or next larger size wire gauge be used. Refer to the
appropriate wiring diagram for the original wire gauge size.
Fig. 5: Splice Band
1. Remove 13 millimeters (0.50 inch) of insulation from each wire that needs to be spliced.
2. Place a piece of adhesive sealantlined heat shrink tubing (Part Number 04778570 or equivalent) over the
wire on one side of the splice. Be certain the length of tubing will be sufficient to cover and seal the
entire repair area.
3. Place the strands of the wires being spliced so that they are overlapping each other within the splice band
(1).
Fig. 6: Crimping Tool
4. Using a crimping tool (1) (MOPAR Part Number 05019912AA, Miller Special Tool Number 10042 or
equivalent) crimp the splice band and wires together securely.
Fig. 7: Solder Splice
CAUTION: Never use acid core solder for electrical wiring repairs.
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5. Using rosin core type solder (1) only and a suitable soldering iron (3), solder the wire and splice band
connection (2) together.
Fig. 8: Heat Shrink Tube
6. Center the heat shrink tubing (2) over the splice joint repair and heat using a suitable heat gun. Heat the
joint until the tubing is tightly sealed and sealant (1) begins to ooze out of both ends of the tubing.
SUPPLEMENTAL RESTRAINTS VERIFICATION TEST
NOTE: The following procedure should be performed using a diagnostic scan tool to
verify proper Supplemental Restraint System (SRS) operation following the
service or replacement of any SRS component. Refer to the appropriate
diagnostic procedures.
Fig. 9: View Of Data Link Connector, Instrument Panel & Steering Column Opening Cover
1. During the following test, the battery negative cable remains disconnected and isolated, as it was during
the Supplemental Restraint System (SRS) component removal and installation procedures.
2. Be certain that the diagnostic scan tool contains the latest version of the proper diagnostic software.
Connect the scan tool to the 16way Data Link Connector (DLC) (2). The DLC is located on the driver
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side lower edge of the instrument panel (1), near the cowl side inner panel (3).
3. Turn the ignition switch to the ON position and exit the vehicle with the scan tool.
4. Check to be certain that nobody is in the vehicle, then reconnect the battery negative cable.
5. Using the scan tool, read and record the active (current) Diagnostic Trouble Code (DTC) data.
6. Next, use the scan tool to read and record any stored (historical) DTC data.
7. If any DTC is found in 5 or 6, refer to the appropriate diagnostic information.
8. Use the scan tool to erase the stored DTC data. If any problems remain, the stored DTC data will not
erase. Refer to the appropriate diagnostic information to diagnose any stored DTC that will not erase. If
the stored DTC information is successfully erased, go to 9.
9. Turn the ignition switch to the OFF position for about 15 seconds, and then back to the ON position.
Observe the airbag indicator in the instrument cluster. It should light for six to eight seconds, and then go
out. This indicates that the SRS is functioning normally and that the repairs are complete. If the airbag
indicator fails to light, or lights and stays ON, there is still an active SRS fault or malfunction. Refer to
the appropriate diagnostic information to diagnose the problem.
SPECIFICATIONS
SPECIFICATIONS
Clockspring Mounting
3 27
Screw
Front Impact Sensor
8 70
Mounting Screw
Side Impact Sensor
8 70
Mounting Nut
Occupant Restraint
9 80
Controller Mounting Nut
Passenger Airbag
6 55
Mounting Nut
Seat Airbag Mounting
10 89
Nut
Front Seat Belt Buckle
Lower Anchor Mounting 45 33
Screw
TwoDoor Second Row
Seat Belt Buckle Anchor 55 41
Plate Mounting Screw
FourDoor Second Row
Right Seat Belt Buckle
61 45
Anchor Plate Mounting
Screw
FourDoor Second Row
Center or Left Seat Belt
45 33
Buckle Anchor Plate
Mounting Nut
Front Seat Belt Retractor
40 30
Mounting Screw
Front Seat Belt Turning
40 30
Loop Mounting Screw
Front Seat Belt Lower
40 30
Anchor Mounting Screw
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Second Row Outboard
Seat Belt Retractor 40 30
Mounting Screw
Second Row Outboard
Seat Belt Turning Loop 40 30
Mounting Screw
Second Row Outboard
Seat Belt Lower Anchor 40 30
Mounting Nut
Second Row Center Seat
Belt Retractor Mounting 55 41
Screw
Second Row Center Seat
Belt Lower Anchor 61 45
Mounting Screw
Turning Loop Height
Adjuster Mounting 40 30
Screw
SPECIAL TOOLS
SPECIAL TOOLS
Fig. 10: SRS Load Tool No. 8443 or 8443A
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Fig. 11: Jumper No. 84431
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Fig. 14: Adapter No. 844332
Fig. 15: Driver Airbag Removal Tool No. 10187
ADJUSTER, SEAT BELT TURNING LOOP
REMOVAL
REMOVAL
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1. Unsnap the trim cover (4) from the front seat belt turning loop (2) and discard.
2. Remove the screw (3) that secures the seat belt turning loop to the height adjuster (1) on the upper sport
bar.
3. Remove the seat belt turning loop from the height adjuster.
Fig. 17: Removing/Installing Seatbelt Turning Loop
4. Remove the trim from the upper inner sport bar (2door) or Bpillar (4door) (1). Refer to
Body/Interior/PANEL, BPillar Trim Removal .
5. Remove the screw (3) that secures the seat belt turning loop height adjuster to the upper inner sport bar
(2door) or Bpillar (4door).
6. Rotate the top of the adjuster downward 90 degrees, then pull the lower tab (2) out of the slot in the sport
bar (2door) or Bpillar (4door).
7. Remove the adjuster from the vehicle.
INSTALLATION
INSTALLATION
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Fig. 18: Removing/Installing Seatbelt Turning Loop
1. Holding the seat belt turning loop adjuster horizontally, insert the tab (2) on the lower end of the adjuster
into the slot in the upper inner sport bar (2door) or Bpillar (4door) (1).
2. Rotate the top of the adjuster upward 90 degrees.
3. Install and tighten the screw (3) that secures the top of the adjuster to the upper inner sport bar (2door) or
Bpillar (4door). Tighten the screw to 40 N.m (30 ft. lbs.).
4. Reinstall the trim onto the upper inner sport bar (2door) or Bpillar (4door). Refer to
Body/Interior/PANEL, BPillar Trim Installation .
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5. Position the seat belt turning loop (2) onto the height adjuster (1) on the upper sport bar. Be certain that
the seat belt webbing between the retractor and the turning loop is not twisted.
6. Install and tighten the screw (3) that secures the turning loop to the height adjuster. Tighten the screw to
40 N.m (30 ft. lbs.).
7. Engage the upper edge of a new trim cover (4) over the top of the turning loop. Then squeeze the lower
end of the trim cover and the turning loop together firmly and evenly until the engagement tabs of the
trim cover snap into the slots of the turning loop.
AIR BAG, DRIVER
DESCRIPTION
DESCRIPTION
Fig. 20: Identifying Driver Airbag
The injection molded, thermoplastic driver airbag protective trim cover (2) is the most visible part of the driver
airbag. The driver airbag is located in the center of the steering wheel (1), where it is secured to the armature
within the hub cavity of the fourspoke steering wheel. An injection molded, bright emblem with the JeepÂ®
logo is applied to the center of the trim cover.
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Fig. 21: Identifying Driver Airbag Components
Concealed beneath the driver air bag trim cover are the folded airbag cushion, the airbag housing, the airbag
inflator and the retainers that secure the inflator to the housing. The airbag cushion, housing (3), and inflator (2)
are secured within an integral receptacle molded into the back of the trim cover (1). The vertical walls of this
receptacle have numerous small windows with blocking tabs that are engaged by numerous hook formations
around the perimeter of the airbag housing. Each hook is inserted through one of the windows and the blocking
tab in each window keeps the hook properly engaged with the trim cover, locking the trim cover securely into
place on the airbag housing. Three wire loop snap retainers (5) extend from the housing to secure the airbag to
the steering wheel armature. The snap retainer at the 6 o'clock position has a distinctive Vshape to ensure
proper orientation of the airbag when it is installed onto the steering wheel.
The airbag used in this vehicle is a multistagetype that complies with revised federal airbag standards to
deploy with less force than those used in some prior vehicles. A radial deploying 67.3 centimeter (26.5 inch)
diameter fabric airbag cushion with internal tethers is used. The airbag inflator is a dualinitiator, nonazide,
pyrotechnictype unit and is secured to the stamped metal airbag housing using four flanged hex nuts. Two
keyed and colorcoded connector receptacles (4) on the driver airbag inflator connect the two inflator initiators
to the vehicle electrical system through two yellowjacketed, twowire pigtail harnesses of the clockspring.
The driver airbag cannot be repaired, and must be replaced if deployed, ineffective, or in any way damaged.
The driver airbag trim cover may be disassembled from the driver airbag unit, and is available for individual
service replacement.
OPERATION
OPERATION
The multistage driver airbag is deployed by electrical signals generated by the Occupant Restraint Controller
(ORC) through the driver airbag squib 1 and squib 2 circuits to the two initiators in the airbag inflator. By using
two initiators, the airbag can be deployed at multiple levels of force. The force level is controlled by the ORC to
suit the monitored impact conditions by providing one of several delay intervals between the electrical signals
provided to the two initiators. The longer the delay between these signals, the less forcefully the airbag will
deploy.
When the ORC sends the proper electrical signals to each initiator, the electrical energy generates enough heat
to initiate a small pyrotechnic charge which, in turn ignites chemical pellets within the inflator. Once ignited,
these chemical pellets burn rapidly and produce a large quantity of inert gas. The inflator is sealed to the back
of the airbag housing and a diffuser in the inflator directs all of the inert gas into the airbag cushion, causing the
cushion to inflate. As the cushion inflates, the driver airbag trim cover will split at predetermined breakout
lines, then fold back out of the way. Following an airbag deployment, the airbag cushion quickly deflates by
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venting the inert gas towards the instrument panel through vent holes within the fabric used to construct the
back (steering wheel side) panel of the airbag cushion.
Some of the chemicals used to create the inert gas may be considered hazardous while in their solid state before
they are burned, but they are securely sealed within the airbag inflator. Typically, both initiators are used and all
potentially hazardous chemicals are burned during an airbag deployment event. However, it is possible for only
one initiator to be used during a deployment due to an airbag system fault; therefore, it is necessary to always
confirm that both initiators have been used in order to avoid the improper disposal of potentially live
pyrotechnic or hazardous materials. See Restraints Standard Procedure.
The inert gas that is produced when the chemicals are burned is harmless. However, a small amount of residue
from the burned chemicals may cause some temporary discomfort if it contacts the skin, eyes, or breathing
passages. If skin or eye irritation is noted, rinse the affected area with plenty of cool, clean water. If breathing
passages are irritated, move to another area where there is plenty of clean, fresh air to breath. If the irritation is
not alleviated by these actions, contact a physician.
Proper diagnosis of the driver airbag inflator and squib circuits requires the use of a diagnostic scan tool. Refer
to the appropriate diagnostic information.
REMOVAL
REMOVAL
WARNING: To avoid serious or fatal injury when removing a deployed airbag, rubber
gloves, eye protection, and a longsleeved shirt should be worn. There may be
deposits on the airbag cushion and other interior surfaces. In large doses,
these deposits may cause irritation to the skin and eyes.
NOTE: The following procedure is for replacement of an ineffective or damaged driver
airbag. If the airbag is ineffective or damaged, but not deployed, review the
recommended procedures for handling nondeployed supplemental restraints.
See Restraints Standard Procedure. If the driver airbag has been deployed,
review the recommended procedures for service after a supplemental restraint
deployment before removing the airbag from the vehicle. See Restraints
Standard Procedure.
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Fig. 22: Locating Driver Airbag Retaining Hooks
2. Release the steering column tilt lever and lower the column to its most downward position for easiest
driver airbag removal access.
NOTE: It may be helpful to use a small mirror to aid visibility during the initial
attempt to remove the driver airbag from the steering wheel.
3. There are three airbag retainer access holes (1) on the instrument panel side of the steering wheel hub
trim cover located at the two o'clock, six o'clock and ten o'clock positions of the steering wheel. The
steering wheel must be rotated to bring each of these access holes up to the twelve o'clock position of the
steering column one at a time for removal.
Fig. 23: Driver Airbag Removal Tool
4. Insert the long blade (Tip B) of the Driver Airbag Removal Tool (Special Tool #10187) (1) or the blade
of an equivalent prying tool into either of the upper (two o'clock or ten o'clock) access holes (3) of the
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steering wheel hub rear trim cover (2), being certain to place the blade of the tool on the inboard (steering
wheel hub) side of the airbag snap retainer wire loop.
Fig. 24: Upper Driver Airbag Loop
5. Push the handle of the tool downward for the blade to pry the snap retainer wire loop (1) upward far
enough to disengage the loop from the hook (2) of the steering wheel armature. At the same time, gently
pull the driver airbag away from the steering wheel to prevent the retainer from snapping back into place
over the hook once it is disengaged.
6. Repeat Step 4 and Step 5 at the other upper (two o'clock or ten o'clock) access hole to disengage the other
upper snap retainer wire loop.
Fig. 25: CENTER BOTTOM LOOP DRIVER AIRBAG
7. Repeat Step 4 and Step 5 at the lower (six o'clock) access hole to disengage the lower snap retainer wire
loop (1). The lower snap retainer wire loop has a distinctive Vshape and must always be installed onto
the six o'clock hook of the steering wheel armature.
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Fig. 26: Locating Wiring Connectors To Driver Airbag & Speed Control
8. Pull the driver airbag (3) away from the steering wheel (1) far enough to access the electrical connections
(2) at the back of the airbag housing.
CAUTION: Do not pull on the clockspring pigtail wires or pry on the connector
insulator to disengage the connector from the Driver AirBag (DAB) inflator
connector receptacle. Improper removal of these pigtail wires and their
connector insulators can result in damage to the airbag circuits or the
connector insulators.
9. The clockspring driver airbag pigtail wire connectors are secured by an integral lock to the airbag inflator
connector receptacles, which are located on the back of the driver airbag housing. Firmly grasp and pull
the lock straight out from the connector insulator, then pull the insulators straight out from the airbag
inflator to disconnect them from the connector receptacles.
10. Remove the driver airbag from the steering wheel.
11. If the driver airbag has been deployed, the clockspring must be replaced and the steering column must be
inspected. See Restraints/CLOCKSPRING Removal. Refer to Steering/Column Diagnosis and
Testing .
DISASSEMBLY
DISASSEMBLY
WARNING: To avoid serious or fatal injury, service of this unit should be performed only by
Chryslertrained 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 occupant
injuries.

WARNING: To avoid serious or fatal injury, use extreme care to prevent any foreign
material from entering the Driver AirBag (DAB), or becoming entrapped
between the DAB cushion and the DAB trim cover. Failure to observe this
warning could result in occupant injuries upon airbag deployment.
WARNING: To avoid serious or fatal injury, the Driver AirBag (DAB) trim cover must never
be painted. Replacement trim covers are serviced in the original colors. Paint
may change the way in which the material of the trim cover responds to an
airbag deployment. Failure to observe this warning could result in occupant
injuries upon airbag deployment.
Fig. 27: Driver Airbag Cover
2. Remove the driver airbag from the steering wheel. See Restraints/AIR BAG, Driver Removal.
3. Place the driver airbag on a suitable work surface with the trim cover (3) facing down. If the trim cover
will be reused, be certain to take the proper precautions to prevent the trim cover from receiving cosmetic
damage during the following procedures.
4. Disengage each of the hooks (2) of the airbag housing unit from the windows in the vertical walls of the
trim cover. To disengage the hooks, use hand pressure to push the adjacent edge of the airbag inflator (1)
or housing firmly and evenly downward into the trim cover receptacle, while at the same time pulling
outward on the upper edge of the receptacle wall.
5. With all of the hooks disengaged, lift the housing, inflator and cushion as a unit from the receptacle on
the back of the driver airbag trim cover.
ASSEMBLY
ASSEMBLY
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injuries.
WARNING: To avoid serious or fatal injury, the Driver AirBag (DAB) trim cover must never
be painted. Replacement trim covers are serviced in the original colors. Paint
may change the way in which the material of the trim cover responds to an
Fig. 28: Driver Airbag Cover
1. Place the driver airbag trim cover (3) on a suitable work surface with the airbag receptacle facing up. Be
certain to take the proper precautions to prevent the trim cover from receiving cosmetic damage during
the following procedures.
2. Carefully position the driver airbag housing and inflator unit (1) into the trim cover receptacle.
3. Work around the perimeter of the unit engaging each of the hooks (2) on the driver airbag housing
through the windows in the walls of the trim cover receptacle.
4. After the driver airbag has been assembled, try pulling the trim cover and the airbag housing away from
each other. This action will fully seat the edges of the trim cover windows into the cradles of the housing
hooks.
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Fig. 29: Airbag Blocking Tab & Housing Hook
5. Before reinstalling the airbag onto the steering wheel, check that the blocking tab (1) in each of the trim
cover (2) windows is oriented over the airbag housing hook (3) as shown in illustration.
6. Reinstall the driver airbag onto the steering wheel. See Restraints/AIR BAG, Driver Installation.
INSTALLATION
INSTALLATION
WARNING: To avoid serious or fatal injury, the driver airbag trim cover must never be
painted. Replacement airbags are serviced with trim covers in the original
colors. Paint may change the way in which the material of the trim cover
responds to an airbag deployment. Failure to observe this warning could result
in occupant injuries upon airbag deployment.
NOTE: The following procedure is for replacement of an ineffective or damaged driver
recommended procedures for handling nondeployed supplemental restraints.
See Restraints Standard Procedure. If the driver airbag has been deployed,
review the recommended procedures for service after a supplemental restraint
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deployment before removing the airbag from the vehicle. See Restraints
Standard Procedure.
Fig. 30: Locating Wiring Connectors To Driver Airbag & Speed Control
1. Position the driver airbag (3) close enough to the steering wheel (1) to reconnect the electrical
connections on the back of the airbag housing.
2. When installing the driver airbag, reconnect the two clockspring driver airbag pigtail wire connectors (2)
to the airbag inflator connector receptacles by pressing straight in on the connectors, then push the locks
straight into the connectors. Be certain to engage each keyed and colorcoded connector to the matching
Fig. 31: CENTER BOTTOM LOOP DRIVER AIRBAG
3. Carefully position the driver airbag in the steering wheel. Be certain that the clockspring pigtail wires are
not pinched between the driver airbag and the horn switch or the steering wheel armature.
4. Engage the lower airbag snap retainer wire loop (1) onto the lower hook of the steering wheel armature.
The lower snap retainer wire loop has a distinctive Vshape and must always be installed onto the six
o'clock hook of the steering wheel armature.
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Fig. 32: Upper Driver Airbag Loop
5. Roll the driver airbag upwards and press firmly and evenly over the two upper snap retainer wire loop (1)
locations simultaneously until they snap into place over the two upper hooks (2) of the steering wheel
armature.
6. Do not reconnect the battery negative cable at this time. The Supplemental Restraint System (SRS)
verification test procedure should be performed following service of any SRS component. See Restraints
Standard Procedure.
AIR BAG, PASSENGER
DESCRIPTION
DESCRIPTION
Fig. 33: View Of Passenger Airbag
The rearwardfacing surface of the injection molded, thermoplastic passenger airbag door (1) is the most visible
part of the passenger airbag. The passenger airbag door is located above the glove box (2) opening on the top
and face of the instrument panel in front of the front seat passenger seating position. The airbag door also
includes a depressed area and clearance holes to accommodate the instrument panel grab handle (3). The edges
of the airbag door are secured with integral snap features to the instrument panel base trim.
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Fig. 34: Identifying Passenger Airbag Components
Located below the passenger airbag door within the instrument panel is the passenger airbag unit. The
passenger airbag unit is secured through two lower studs (5) and a stamped upper mounting bracket (6) to the
die cast instrument panel structural support armature.
The passenger airbag housing (1) fits into a molded receptacle on the back of the airbag door, where several
stamped hook formations (2) on the upper and lower edges of the airbag housing are engaged in mating small
window openings on the upper and lower flanges of the receptacle to secure the airbag door to the airbag
housing. These airbag door fasteners and mounting provisions are all concealed beneath the instrument panel
base trim.
The passenger airbag unit used in this vehicle is a multistage, Next Generationtype that complies with revised
federal airbag standards to deploy with less force than those used in some prior vehicles. The passenger airbag
unit consists of a stamped and welded metal housing, the airbag cushion (3), and dual airbag inflators. The
airbag housing contains the airbag inflators and the folded airbag cushion. An approximately 80 centimeter
(31.5 inch) wide by 90 centimeter (35.5 inch) high rectangular fabric cushion is used.
The airbag inflator is a nonazide, pyrotechnictype unit that is secured to and sealed within the airbag housing.
Two inflator initiators (4) are connected to the vehicle electrical system through dedicated take outs and
connectors of the instrument panel wire harness.
A service replacement passenger airbag does not include the airbag door. The passenger airbag door may be
disassembled from the passenger airbag and is available for individual service replacement. The passenger
airbag unit cannot be repaired and must be replaced if deployed, ineffective, or in any way damaged.
OPERATION
OPERATION
The multistage passenger airbag is deployed by electrical signals generated by the Occupant Restraint
Controller (ORC) through the passenger airbag squib 1 and squib 2 circuits to the two initiators for the dual
airbag inflators. By using two initiators, the airbag can be deployed at multiple levels of force. The force level
is controlled by the ORC to suit the monitored impact conditions by providing one of several delay intervals
between the electrical signals provided to the two initiators. The longer the delay between these signals, the less
forcefully the airbag will deploy.
When the ORC sends the proper electrical signals to each initiator, the electrical energy generates enough heat
to initiate a small pyrotechnic charge which, in turn ignites chemical pellets within the inflator. Once ignited,
these chemical pellets burn rapidly and produce a large quantity of inert gas. The inflator is sealed to the airbag
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cushion and a diffuser in the inflator directs all of the inert gas into the airbag cushion, causing the cushion to
inflate. As the cushion inflates, the passenger airbag door will split at predetermined tear seam lines concealed
on the inside surface of the door, then the door will pivot up over the top of the instrument panel and out of the
way. Following an airbag deployment, the airbag cushion quickly deflates by venting the inert gas through a
vent hole in each fabric side panel of the airbag cushion.
Typically, both initiators are used during an airbag deployment event. However, it is possible for only one
initiator to be used during a deployment due to an airbag system fault; therefore, it is necessary to always
confirm that both initiators have been used in order to avoid the improper disposal of potentially live
pyrotechnic materials. See Restraints Standard Procedure.
Proper diagnosis of the passenger airbag inflator and the passenger airbag squib circuits requires the use of a
REMOVAL
REMOVAL
deposits on the airbag unit and other interior surfaces. In large doses, these
deposits may cause irritation to the skin and eyes.
NOTE: The following procedure is for replacement of an ineffective or damaged
passenger airbag. If the airbag is ineffective or damaged, but not deployed,
review the recommended procedures for Handling NonDeployed Supplemental
Restraints. See Restraints Standard Procedure. If the passenger airbag has
been deployed, review the recommended procedures for Service After A
Supplemental Restraint Deployment before removing the airbag from the
vehicle. See Restraints Standard Procedure.
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Fig. 35: Removing/Installing Passenger Airbag
2. Remove the trim plug (2) from the access hole in the top of the instrument panel (1) between the
windshield and the forward edge of the passenger airbag door (3).
3. Working through the access hole, loosen the nut that secures the passenger airbag upper bracket and the
instrument panel armature to the stud near the windshield fence line.
Fig. 36: Identifying Instrument Panel Glove Box Components
4. Remove the grab handle above the glove box door from the instrument panel. Refer to Body/Instrument
Panel/HANDLE, Grab Removal .
5. Remove the glove box from the instrument panel. Refer to Body/Instrument Panel/GLOVE BOX,
6. Reach up into the instrument panel glove box opening to access and remove the two nuts (3) that secure
the passenger airbag lower studs to the instrument panel armature (2) on each side of the glove box latch
striker (1).
7. Using a trim stick or another suitable wide flatbladed tool, gently pry the edges of the passenger airbag
door rearward far enough to disengage the snap features on the door from the receptacles in the
instrument panel base trim.
8. Grasp the lower edge of the passenger airbag door and pull the door and airbag rearward far enough to
access the two instrument panel wire harness connections to the airbag inflators at each side of the airbag
housing.
CAUTION: Do not pull on the instrument panel wire harness take outs or pry on the
connector insulators to disengage the connectors from the passenger
airbag inflator connector receptacles. Improper removal of these take outs
and their connector insulators can result in damage to the airbag circuits
or the connector insulators.
9. Disconnect the instrument panel wire harness connectors from the airbag inflators. Firmly grasp and pull
the lock straight out from the connector insulator, then pull the insulators straight out from the airbag
inflator to disconnect them from the connector receptacles.
10. Remove the passenger airbag and airbag door from the instrument panel as a unit.
DISASSEMBLY
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DISASSEMBLY
injuries.
material from entering the passenger airbag, or from becoming entrapped
between the airbag cushion and the deployment door. Failure to observe this
WARNING: To avoid serious or fatal injury, the passenger airbag door must never be
painted. Replacement airbag doors are serviced in the original colors. Paint
may change the way in which the material of the airbag door responds to an
NOTE: The following procedures can be used to replace the passenger airbag door. If
the passenger airbag is deployed, the passenger airbag unit and the airbag
door must both be replaced.
Fig. 37: Identifying Airbag Housing Components
2. Remove the passenger airbag from the instrument panel. See Restraints/AIR BAG, Passenger
Removal.
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3. Place the passenger airbag on a suitable work surface with the passenger airbag door (2) facing down. If
the airbag door will be reused, be certain to take the proper precautions to prevent the airbag door from
receiving cosmetic damage during the following procedures.
4. Disengage each of the 12 hooks (3) of the airbag housing (1) from the 12 windows in the vertical walls of
the receptacle on the back of the airbag door. To disengage the hooks:
a. Use hand pressure to push the airbag housing fully against the upper or lower wall of the airbag
door receptacle.
b. Insert a trim stick or another suitable prying tool into the large gap between the airbag housing and
the opposite wall of the receptacle.
c. Pry outward between the airbag housing and the receptacle wall far enough to disengage all 6
upper or lower hooks from their corresponding windows.
d. Rotate the disengaged edge of the airbag housing upward far enough to disengage the remaining 6
hooks from their corresponding windows in the receptacle wall.
5. With all of the hooks disengaged, lift the housing, inflator and cushion from the receptacle on the back of
the passenger airbag door.
ASSEMBLY
ASSEMBLY
injuries.
WARNING: To avoid serious or fatal injury, the passenger airbag door must never be
painted. Replacement airbag doors are serviced in the original colors. Paint
may change the way in which the material of the airbag door responds to an
NOTE: The following procedures can be used to replace the passenger airbag door. If
the passenger airbag is deployed, the passenger airbag unit and the airbag
door must both be replaced.
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Fig. 38: Identifying Airbag Housing Components
1. Place the passenger airbag door (2) on a suitable work surface with the airbag receptacle facing up. Be
certain to take the proper precautions to prevent the airbag door from receiving cosmetic damage during
the following procedures.
2. Carefully position the passenger airbag housing (1) into the airbag door receptacle.
3. Engage each of the 12 hooks (3) of the airbag housing (1) with the 12 windows in the vertical walls of the
receptacle on the back of the airbag door. To engage the hooks:
a. Rotate the 6 hooks on either the upper or lower edge of the passenger airbag housing through their
corresponding windows in the upper or lower wall of the airbag door receptacle.
b. Press the opposite edge of the housing down into the receptacle far enough to engage the remaining
6 hooks through their corresponding windows in the receptacle wall.
4. After the passenger airbag has been assembled, try pulling the airbag door and the airbag housing away
from each other. This action will fully seat the edges of the windows into the cradles of the hooks.
5. Reinstall the passenger airbag onto the instrument panel. See Restraints/AIR BAG, Passenger
Installation.
INSTALLATION
INSTALLATION
WARNING: To avoid serious or fatal injury, the Passenger AirBag (PAB) door must never be
painted. Replacement PAB units are serviced with PAB doors in the original
colors. Paint may change the way in which the material of the PAB door
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responds to an airbag deployment. Failure to observe this warning could result
in occupant injuries upon airbag deployment.
NOTE: The following procedure is for replacement of an ineffective or damaged
passenger airbag. If the airbag is ineffective or damaged, but not deployed,
review the recommended procedures for Handling NonDeployed Supplemental
Restraints. See Restraints Standard Procedure. If the passenger airbag has
been deployed, review the recommended procedures for Service After A
Fig. 39: Identifying Instrument Panel Glove Box Components
1. Position the passenger airbag and airbag door to the opening in the face of the instrument panel base trim
as a unit.
2. Reconnect the two connector insulators of the instrument panel wire harness take outs to the airbag
inflator connector receptacles on each side of the airbag housing by pressing straight in on the
connectors, then pushing the locks straight into the connectors. Be certain to engage each keyed and
colorcoded connector to the matching connector receptacle.
3. Slide the passenger airbag forward being certain that the upper passenger airbag bracket is engaged with
the stud and under the nut on the windshield fence line and that the two lower studs of the airbag are
engaged in the holes of the instrument panel armature (2).
4. Install and tighten the two nuts (3) that secure the passenger airbag lower studs to the instrument panel
armature. Tighten the nuts to 6 N.m (55 in. lbs.).
5. Using hand pressure, press the passenger airbag door forward and downward until each snap feature on
the edges of the airbag door is fully engaged into its receptacle in the instrument panel base trim.
6. Reinstall the grab handle onto the instrument panel. Refer to Body/Instrument Panel/HANDLE, Grab
Installation .
7. Reinstall the glove box into the instrument panel. Refer to Body/Instrument Panel/GLOVE BOX,
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Fig. 40: Removing/Installing Passenger Airbag
8. Working through the access hole in the top of the instrument panel (1) between the windshield and the
forward edge of the passenger airbag door (3), tighten the nut that secures the passenger airbag upper
bracket and the instrument panel armature to the stud near the windshield fence line. Tighten the nut to 6
N.m (55 in. lbs.).
9. Reinstall the trim plug (2) into the access hole in the top of the instrument panel.
Verification Test procedure should be performed following service of any SRS component. See
Restraints Standard Procedure.
AIR BAG, SEAT
DESCRIPTION
DESCRIPTION
Fig. 41: View Of Seat Airbag
The seat airbags are completely concealed beneath the seat back trim cover on the upper outboard sides of both
front seat backs. These airbags are inserted into a sewn pouch on the inside of the trim cover, then secured to
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the seat back frame by nuts on two studs (3). The two studs are located on the stamped metal airbag housing
(2), while a metal locator tab between the two studs is integral to the stamped metal housing.
The folded seat airbag cushion is contained within a retainer wrap (1) constructed of the same material as the
airbag cushion. The inner wrap cover completely encloses the airbag cushion and is engaged over the studs on
the housing for retention. The airbag cushion is constructed of a coated nylon fabric. The airbag housing
contains the airbag inflator and a heat shield.
The airbag inflator is a singleinitiator, pyrotechnictype unit that is secured to and sealed within the airbag
housing. The seat airbag is connected to the vehicle electrical system through a dedicated jumper wire harness
with a connector insulator that connects directly to the inflator initiator (4). The connector insulators are
uniquely keyed and colorcoded to ensure they can only be connected to the initiator.
The seat airbag cannot be repaired, and must be replaced if deployed, ineffective, or in any way damaged. If the
seat airbag is deployed, the seat back frame, the seat back foam, the seat back trim cover and the airbag jumper
wire harness must also be replaced.
OPERATION
OPERATION
Each seat airbag is deployed individually by an electrical signal generated by the Occupant Restraint Controller
(ORC) to which it is connected through left or right seat airbag line 1 and line 2 (or squib) circuits. The hybrid
type inflator assembly for each airbag contains a small canister of highly compressed inert gas. When the ORC
sends the proper electrical signal to the airbag inflator, the electrical energy creates enough heat to ignite
chemical pellets within the inflator.
Once ignited, these chemicals burn rapidly and produce the pressure necessary to rupture a containment disk in
the inert gas canister. The inflator and inert gas canister are sealed and connected so that all of the released gas
is directed into the folded seat airbag cushion, causing the cushion to inflate. As the airbag cushion inflates it
will split the inner retainer wrap, the sewn pouch and the outboard side of the seat back trim cover and expand
into the area between the outboard side of the front seat and the front door to form a cushion to protect the front
seat occupant during a side impact collision or a vehicle rollover incident.
Following the airbag deployment, the airbag cushion slowly deflates by venting the inert gas through the loose
weave of the cushion fabric, and the deflated cushion hangs down loosely from the outboard side of the front
seat back.
Proper diagnosis of the seat airbag inflator and squib circuits requires the use of a diagnostic scan tool. Refer to
REMOVAL
REMOVAL
deposits on the airbag unit and other interior surfaces. In large doses, these
deposits may cause irritation to the skin and eyes.
NOTE: 3474 of 4937

NOTE: The following procedure is for replacement of an ineffective or damaged seat
recommended procedures for Handling NonDeployed Supplemental
Restraints. See Restraints Standard Procedure. If the seat airbag has been
deployed, review the recommended procedures for Service After A
Fig. 42: Removing/Installing Seat Airbag
1. Position the front seat to its most forward position for easiest access to the front seat back.
3. Fold the seat back rearward for easiest access to the Jhook retainers at the base of the seat back trim
cover
4. Disengage the Jhook retainers that secure the front and rear lower edges of the seat back trim cover to
each other at the base of the seat back.
5. Fold the seat back forward for easiest access to the back of the seat back trim cover
6. Remove the recliner handle and, on the passenger side only, the easy entry handle from the outboard side
of the seat.
7. Pull up the front and rear lower edges of the seat back trim cover far enough to access the seat airbag unit
on the outboard side of the seat back frame.
CAUTION: Do not pull on the seat airbag jumper wire harness (4) or pry on the
connector insulator to disengage the connector from the seat airbag (1)
inflator connector receptacle. Improper removal of this jumper wire and its
connector insulator can result in damage to the airbag circuits or the
connector insulator.
8. Reach between the seat back trim cover and the foam pad on the outboard side of the seat back frame to
access and disconnect the seat airbag jumper wire harness connector from the seat airbag inflator.
Squeeze the black latch tabs on each side of the connector insulator, then pull the insulator straight out
from the airbag inflator initiator to disconnect it from the connector receptacle.
CAUTION: During removal of the seat airbag, be certain not to tear or damage the
sewn nylon pouch integral to the inside of the seat back trim cover that
contains the seat airbag. If the nylon pouch or the trim cover are torn or
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damaged, the entire front seat back trim cover must be replaced with a
new unit.
9. Remove the two nuts (3) from the inboard side of the outboard seat back frame that secure the seat airbag
to the side of the seat back.
10. Pull the seat airbag outward from the seat back far enough to disengage the airbag mounting studs from
the seat back frame.
11. Disengage the seat airbag from the sewn pouch on the inside of the seat back trim cover and remove the
airbag from the seat back.
INSTALLATION
INSTALLATION
NOTE: The following procedure is for replacement of an ineffective or damaged seat
recommended procedures for Handling NonDeployed Supplemental
Restraints. See Restraints Standard Procedure. If the seat airbag has been
deployed, review the recommended procedures for Service After A
Fig. 43: Removing/Installing Seat Airbag
1. Insert the seat airbag (1) into the sewn nylon pouch on the inside of the outboard seat back trim cover.
2. Position the seat airbag and pouch to the outboard side of the seat back frame (2) and insert the studs
through the mounting holes in the frame.
3. Install and tighten the two nuts (3) that secure the seat airbag to the side of the seat back frame. Tighten
the nuts to 10 N.m (89 in. lbs.).
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4. Reach between the seat back trim cover and the foam pad on the outboard side of the seat back frame to
access and reconnect the seat airbag jumper wire harness (4) connector to the seat airbag inflator. Be
certain that the connector latches are fully engaged.
CAUTION: Be certain that all of the trim is properly reinstalled on the front seat back
frame. Failure to do so will adversely affect the function of the seat airbag
system.
5. Restore the front and rear lower edges of the seat back trim cover to the base of the seat back frame.
6. Reinstall the recliner handle and, on the passenger side only, the easy entry handle to the outboard side of
the seat.
7. Fold the seat back rearward for easiest access to the Jhook retainers at the base of the seat back trim
cover
8. Engage the Jhook retainers that secure the front and rear lower edges of the seat back trim cover to each
other at the base of the seat back.
Verification Test procedure should be performed following service of any SRS component. See
Restraints Standard Procedure.
ANCHOR, CHILD SEAT
DESCRIPTION
DESCRIPTION
Fig. 44: Identifying Child Restraint Anchor
This vehicle is equipped with a Lower Anchors and Tether for CHildren, or LATCH child restraint anchorage
system. The second row seats in these vehicles are equipped with a fixedposition child restraint upper tether
anchor (2) for the two outboard seating positions and child restraint lower anchors (1) for the two outboard
seating positions. Vehicles with four doors have an additional upper tether anchor for the center seating
position.
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Fig. 45: Locating Tether Anchors
The upper tether anchors (2) are each integral to the second row seat cushion frames. One anchor is located on
the 40 percent seat (1) and 2 are located on the 60 percent seat (3). These anchors are each constructed from a
heavygauge steel wire loop that is securely welded to the seat cushion frames. The child restraint upper tether
anchors cannot be adjusted or repaired and, if ineffective or damaged, they must be replaced as a unit with their
respective second row seat cushion frames.
Fig. 46: Identifying Seat Components
The right and left outboard lower anchors (2) are integral to the second row seat back hinges, which are secured
to the rear floor panel. These anchors are each constructed from a short length of heavygauge steel wire that is
securely welded to the outboard seat back hinges. The right and left inboard lower anchors are integral to the
seat cushion frames. These anchors are each constructed from a heavygauge steel wire loop that is securely
welded to the seat cushion frames. The anchors are located where the second row seat back (1) meets the seat
cushion (3). The child restraint lower tether anchors cannot be adjusted or repaired and, if ineffective or
damaged, they must be replaced as a unit with their respective second row seat hinge or child anchor brackets.
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OPERATION
OPERATION
All vehicles manufactured for sale in the United States and Canada are required to be equipped with a Lower
Anchors and Tether for CHildren, or LATCH child restraint anchorage system. The second row seats in this
vehicle have two pairs of anchor provisions for installing a LATCHcompatible child seat. On vehicles with
four doors a single seat may be mounted in the center seating position, or one in each outboard seating position.
With LATCH, child seats are secured by direct attachment to the vehicle seat structure, rather than by the seat
belts. With LATCHcompatible child seats, lower anchors attach to the seat structure through heavygauge wire
loops located at the intersection between the seat cushion and the seat back surfaces.
The upper tether anchors are integral to the second row seat back frames to secure the top tether strap of child
seats equipped with this feature. These upper tether anchors work with both LATCHcompatible and other child
seats equipped with a top tether strap.
The owner's information packet in the vehicle glove box contains details and suggestions on the proper use of
all of the factoryinstalled child restraint anchors.
BUCKLE, SEAT BELT
REMOVAL
FRONT
tensioner, impact sensor, or instrument panel component diagnosis or service.

WARNING: To avoid serious or fatal injury on vehicles equipped with the Occupant
Classification System (OCS), do not modify the front passenger seat assembly
or center floor console in any way. Do not use any prior year, subsequent year,
secondary or aftermarket seat trim covers. At no time should any Supplemental
Restraint System (SRS) or OCS component be modified or replaced with any
part except those which are specified for the particular vehicle application in
the Chrysler MoparÂ® Parts Catalog. Failure to observe these precautions
could cause an OCS miscalibration condition, which may result in the
passenger airbag failing to deploy when required or deploying when not
required.
WARNING: To avoid serious or fatal injury, never strike or drop a seat weight sensor or the
passenger side front seat assembly to which the sensors are secured as it can
damage the sensors or affect their calibration. The seat weight sensors and the
passenger side front seat assembly must be handled with care to avoid damage
to the sensors. Do not sit upon or place any loads upon a passenger side front
seat while it is removed from its mounts in or outside of the vehicle. If an
individual sensor is dropped or damaged, replace the sensor with a new and
unused unit. If a seat has been dropped during removal or loaded while
removed from its mounts, replace each of the seat weight sensors with new
and unused units. Failure to observe this warning could result in an accidental,
incomplete, or improper passenger side front supplemental restraint
deployment.
Fig. 47: Identifying Front Seat Belt Buckle Components
1. Move the front seat to its middle position for easiest access to the front seat mounting provisions.
3. Remove the front seat from the vehicle. Refer to Body/Seats/SEAT Removal .
4. Disengage the inboard seat cushion trim cover Jclip from the seat cushion trim wire, and pull the inboard
side of the trim cover upward far enough to access the front seat belt buckle lower anchor.
5. On the driver side only, disconnect the seat belt switch pigtail wire connector (4) from the seat wire
harness.
6. Remove the screw (3) that secures the front seat belt buckle lower anchor to the inboard side of the front
seat cushion frame (1).
7. Remove the seat belt buckle from the front seat cushion frame.
3480 of 4937
SECOND ROW TWO DOOR
damaged latch plate o

.Archivetempjeep Wrangler JK Manual Published in 2010 PDF

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Contents

2010 GENERAL INFORMATION Vehicle Quick Reference - Wrangler . . . . . . . . . . . . . . . . . . . 3

Cavity Cartridge Fuse Mini Fuse Description

Cavity Cartridge Fuse Mini Fuse Description

102000 170000 102

108000 180000 108

114000 190000 114

120000 200000 120

126000 210000 126

132000 220000 132

138000 230000 138

144000 240000 144

150000 250000 150

127500 204000 102

135000 216000 108

142500 228000 114

150000 240000 120

127500 204000 102

135000 216000 108

142500 228000 114

150000 240000 120

112500 180000 108

125000 200000 120

127500 204000 102

135000 216000 108

142500 228000 114

150000 240000 120

NOTE: 306 of 4937

NOTE: 324 of 4937

CONDITION POSSIBLE CAUSES CORRECTION

CONDITION POSSIBLE CAUSES CORRECTION

CONDITION POSSIBLE CAUSES CORRECTION

CONDITION POSSIBLE CAUSES CORRECTION

CONDITION POSSIBLE CAUSES CORRECTION

CONDITION POSSIBLE CAUSES CORRECTION

CONDITION POSSIBLE CAUSES CORRECTION

CONDITION POSSIBLE CAUSES CORRECTION

CONDITION POSSIBLE CAUSES CORRECTION

CONDITION POSSIBLE CAUSES CORRECTION

CONDITION POSSIBLE CAUSES CORRECTION

CONDITION POSSIBLE CAUSES CORRECTION

NOTE: 1103 of 4937

NOTE: 1122 of 4937

WARNING: 1174 of 4937

CODE FAMILY NAME COMMON TRADE TYPICAL

Description N.m Ft. Lbs In. Lbs.

NOTE: 1196 of 4937

NOTE: 1479 of 4937

DIMENSION DESCRIPTION GAP FLUSH

Schedule Condition Expected Operation

Description N.m Ft. Lbs In. Lbs.

WARNING: 1557 of 4937

CAUTION: 1580 of 4937

CONDITION POSSIBLE CAUSES CORRECTION

CONDITION POSSIBLE CAUSES CORRECTION

CALL OUT DESCRIPTION QUANTITY

NOTE: 1721 of 4937

CALL OUT DESCRIPTION QUANTITY

NOTE: 1769 of 4937

TIRE BODY ENGINE SALES TIRE

NOTE: 1889 of 4937

WARNING: 1962 of 4937

NOTE: 2017 of 4937